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Mach 8-10 Hypersonic Commercial Aircraft, It-1, 202 Passenger
Seating: 202 | Crew 2+4 (250 if denser seating)
Length: 195ft | Span: 93ft
Engines: 4 U-TBCC (Unified Turbine Based Combined Cycle)
+1 Aerospike for sustained 2G acceleration to Mach 10.
Fuel: H2 (Compressed Hydrogen)
Cruising Altitude: 100,000-125,000ft
Airframe: 75% Proprietary Composites
Operating Costs, Similar to a 737. $7,000-$15,000hr, including averaged maintenence costs
Iteration 1
IO Aircraft www.ioaircraft.com
Drew Blair www.linkedin.com/in/drew-b-25485312/
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hypersonic plane, hypersonic aircraft, hypersonic commercial plane, hypersonic commercial aircraft, hypersonic airline, tbcc, glide breaker, fighter plane, hyperonic fighter, boeing phantom express, phantom works, boeing phantom works, lockheed skunk works, hypersonic weapon, hypersonic missile, scramjet missile, scramjet engineering, scramjet physics, boost glide, tactical glide vehicle, Boeing XS-1, htv, Air Launched Rapid Response Weapon, (ARRW), hypersonic tactical vehicle, space plane, scramjet, turbine based combined cycle, ramjet, dual mode ramjet, darpa, onr, navair, afrl, air force research lab, office of naval research, defense advanced research project agency, defense science, missile defense agency, aerospike, hydrogen, hydrogen storage, hydrogen fueled, hydrogen aircraft
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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.
-------------
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.
I went to the Pittsburgh Zoo yesterday to get some new photos and i took a photo of a Gorilla standing on a huge rock (which i used in the photo). When i got back home and look at the photos i knew i wanted to do something different with the photo. So i sat and looked at the photo and then thought it would be awesome to have the Gorilla standing on the edge looking down on a city. Then it quickly changed to someone riding on the back of a Gorilla, how about a World War soldier. Then added some straps, an awesome background, some stars, some planes, some effects and here is what my mind came up with.
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A formation of Swedish Air Force JAS 39 Gripen suddenly flew over my head during a stroll in Hammarby Sjöstad in Stockholm, mid December 2021. An unexpected but welcome opportunity to test my Sony A6400 and Sony E70–350 4.5–6.3 G OSS lens together.
Its active phase commenced in 1917, and ceased in 1959 when RAF Fighter Command left the aerodrome. The airfield at Kenley now hosts 615 Volunteer Gliding Squadron (VGS), a Royal Air Force gliding squadron of the Air Cadet Organisation.
During World War II RAF Kenley was one of the three main fighter stations, which was, together with Croydon and Biggin Hill, responsible for the air defence of London. It was during the crucial days of the Battle of Britain that all three RAF stations came into their own, fighting off the overwhelming might of the German Luftwaffe.
RAF Kenley suffered its worst damage in an attack on 18 August 1940. September 15 is considered by many to be the climax of the Battle of Britain, but 18 August is often cited as the costliest or hardest - the British lost 68 aircraft and the Germans lost 69. At Kenley, all ten hangars and twelve aircraft, including ten Hurricanes, were destroyed and the runways badly cratered. The Sector Operations Room had to be moved to an emergency location away from the airfield.
The pilots
Many famous pilots are connected or served at Kenley, including the famous South Africans 'Sailor' Malan, Group Captain P.H. 'Dutch' Hugo and the British ace JE "Johnnie" Johnson, later Air Vice-Marshal, who took over the Canadian wing at Kenley in 1943. The aerodrome was used as a location in the following films: Angels One Five (1952) and Reach for the Sky (1956), the latter about Douglas Bader who was posted to RAF Kenley in 1930 No. 23 Squadron RAF shortly before his accident in 1931
The present
Although few of the remaining buildings survive and the control tower was demolished after a fire in 1978 along with the hangars, Kenley is thought to be the best preserved of all WWII RAF fighter stations, with the runway still in its original configuration. English Heritage (in 2000) identified Kenley as "The most complete fighter airfield associated with the Battle of Britain to have survived". The respective councils of Croydon and Tandridge have designated the airfield site as a Conservation Area (2006
Taken at the National Museum of the United States Air Force in Dayton, Ohio, USA. The SPAD VII first flight was in 1916. It was flown by the American volunteers of the French Lafayette Escadrille.
Copyright Robert W. Dickinson. Unauthorized use of this image without my express permission is a violation of copyright law.
Taken at the Pima Air & Space Museum in Tucson, Arizona.
Three images each two stops apart merged in Photomatix and polished up in Photoshop CS4.
Canon 5D and Tokina 16-28mm f2.8 Pro FX lens.
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.
One of the most formidable fighter aircraft anywhere in the world, the Sukhoi Su-30 MKI is justifiably the pride of the Indian Air Force. Here, 3 units break formation after conducting a flypast during the inauguration of the Aero India 2011 Air Show.
97th Fighter Interceptor Squadron, Wright-Patterson Air Force Base, Ohio, 1955
An intelligence warning in 1948 prompted the U.S. Air Force to hurriedly develop an all-weather interceptor. Starting with the basic airframe of its F-86A, North American incorporated two unprecedented concepts into the F-86D (initially designated the F-95). First, a highly sophisticated electronic system replaced the second crewmember carried by other interceptors of the time. Second, the F-86D became the first production single-seat fighter to which air-to-air missiles replaced the classic gun armament.
With its air intake reshaped to make room for the enclosed radar, the F-86D -- nicknamed "Sabre Dog" -- presented a distinctive profile. The interception radar (from Hughes Aircraft Co.) and associated fire-control computed the target's position, guided the aircraft on an intercept course to within 500 yards of the target, lowered the retractable tray of 24 rockets, and fired the rockets automatically. The effect of these weapons would have been devastating to an enemy bomber because each 2.75-inch Mighty Mouse folding fin aircraft rocket (FFAR) contained the power of a 75mm artillery shell. The first prototype (YF-86D) flew on Dec. 22, 1949, and North American delivered 2,506 F-86Ds before production ended in September 1953. Although the U.S. Air Force had phased out its F-86D by June 1961, Japan and other nations continued flying them.
The aircraft on display came to the museum in August 1957. It is marked as an F-86D assigned to the 97th Fighter Interceptor Squadron at Wright-Patterson Air Force Base, Ohio, during the mid-1950s.
TECHNICAL NOTES:
Engine: General Electric J47 of 7,650 lbs. thrust (with afterburner)
Maximum speed: 761 mph
Range: 800 miles
Ceiling: 50,000 ft.
Span: 37 ft. 1 in.
Length: 40 ft. 4 in.
Height: 15 ft.
Weight: 19,975 lbs. loaded
North American F-100D Super Sabre.
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
A USAF F-15 Eagle flying during the evening show of the 2022 Abbotsford Airshow. Thanks to it being an evening show, I got some good shots of the Eagle's afterburners.
F-104 Starfighter takes pride of place in an Italian scrapyard, right alongside one of the main roads into Rome.
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.
BlueEdge - Mach 8-10 Hypersonic Commercial Aircraft, Air Freight Version - Hypersonic Commercial Plane - Iteration 3
Seating: 220 | Crew 2+4
Length: 195ft | Span: 93ft
Engines: 4 U-TBCC (Unified Turbine Based Combined Cycle) +1 Aerospike for sustained 2G acceleration to Mach 10.
Fuel: H2 (Compressed Hydrogen)
Cruising Altitude: 100,000-125,000ft
Airframe: 75% Proprietary Composites
Operating Costs, Similar to a 737. $7,000-$15,000hr, including averaged maintenence costs
Iteration 3 (Full release of IT3, Monday January 14, 2019)
IO Aircraft www.ioaircraft.com
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.
-------------
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.
My brother checks out a famous fighter .This one flew in the movie Battle of Britain , and is now in a musseum with other planes at Temora in New South Wales.
This is two photos stiched together.
View large here www.flickr.com/photos/13626095@N06/5015949660/sizes/l/in/...
A USAF F35 Lightning II performing during the Lightning demo at the 2025 Abbotsford International Airshow. It was an awesome demo, it was cut short however due to technical problems. A warning light came on and the pilot had to land. That said she put on a good show, didn't hold back, and she nearly broke the sound barrier.
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.
The North American F-86 Sabre (sometimes called the Sabrejet) was a transonic jet fighter aircraft. Produced by North American Aviation, the Sabre is best known for its participation in the Korean War, where it encountered the Soviet MiG-15. Although developed in the late 1940s and was outdated by the end of the 1950s, the Sabre proved adaptable and continued as a front-line fighter in air forces until the last active front-line examples were retired by the Bolivian Air Force in 1994.
Its success led to an extended production run of more than 7,800 aircraft between 1949 and 1956, in the United States, Japan and Italy. Variants were built in Canada and Australia. The Canadair Sabre added another 1,815 airframes, and the significantly redesigned CAC Sabre (sometimes known as the Avon Sabre or CAC CA-27), had a production run of 112. It was by far the most-produced Western jet fighter, with total production of all variants at 9,860 units.
Wiki
I took this shot in Tampa Bay. I went with my cousin Chris to the Tampa Bay Buccaneers vs. Atlanta Falcons game. The funny story about this photo is that I wasn't prepared at all for it. I had just finished my philly cheesesteak when they started singing the US National anthem. Just before the anthem was over, my cousin told me to look behind me! I looked up in the sky and saw the planes approaching! I picked up my camera and tried to shoot in panic mode! I almost missed them! Well, somehow the dial moved from Aperture mode to Night Shooting Mode! Too bad I realized, after the planes were gone!!
Son Cody taken in cockpit of fighter plane I built for him to play in. June 1988. The helmet & oxygen mask were given to me by RCAF Capt. Orman Haydon-Bailie of 433 Squadron, Cold Lake, Alberta, whom was a family friend.
Section of the memorial showing the squadrons based there from 1918 until 1957 when the airfield was decomissioned. It is only used as a glider sqadron base.
Kenley, Surrey UK
Its active phase commenced in 1917, and ceased in 1959 when RAF Fighter Command left the aerodrome. The airfield at Kenley now hosts 615 Volunteer Gliding Squadron (VGS), a Royal Air Force gliding squadron of the Air Cadet Organisation.
During World War II RAF Kenley was one of the three main fighter stations, which was, together with Croydon and Biggin Hill, responsible for the air defence of London. It was during the crucial days of the Battle of Britain that all three RAF stations came into their own, fighting off the overwhelming might of the German Luftwaffe.
RAF Kenley suffered its worst damage in an attack on 18 August 1940. September 15 is considered by many to be the climax of the Battle of Britain, but 18 August is often cited as the costliest or hardest - the British lost 68 aircraft and the Germans lost 69. At Kenley, all ten hangars and twelve aircraft, including ten Hurricanes, were destroyed and the runways badly cratered. The Sector Operations Room had to be moved to an emergency location away from the airfield.
The pilots
Many famous pilots are connected or served at Kenley, including the famous South Africans 'Sailor' Malan, Group Captain P.H. 'Dutch' Hugo and the British ace JE "Johnnie" Johnson, later Air Vice-Marshal, who took over the Canadian wing at Kenley in 1943. The aerodrome was used as a location in the following films: Angels One Five (1952) and Reach for the Sky (1956), the latter about Douglas Bader who was posted to RAF Kenley in 1930 No. 23 Squadron RAF shortly before his accident in 1931.[citations needed]
[edit] The present
Although few of the remaining buildings survive and the control tower was demolished after a fire in 1978 along with the hangars, Kenley is thought to be the best preserved of all WWII RAF fighter stations, with the runway still in its original configuration. English Heritage (in 2000) identified Kenley as "The most complete fighter airfield associated with the Battle of Britain to have survived". The respective councils of Croydon and Tandridge have designated the airfield site as a Conservation Area (2006
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