View allAll Photos Tagged fighterplane
An F-35 Lightning II flying with P-51 Mustang Val-Halla during the USAF Heritage Flyover at the 2023 Abbotsford Airshow.
The Typhoon is a highly agile aircraft at both supersonic and low speeds, achieved through having an intentionally relaxed stability design. It has a quadruplex digital fly-by-wire control system providing artificial stability, manual operation alone could not compensate for the inherent instability. The fly-by-wire system is described as "carefree", and prevents the pilot from exceeding the permitted manoeuvre envelope.
fly over "Sigiriya" rock. An ancient rock fortress and UNESCO World Heritage Site
See Link en.wikipedia.org/wiki/Sigiriya
Grumman J2F-3 Duck - this model depicts a “Duck” in the markings of an aircraft stationed at Pearl Harbor on Dec. 7th
The RCAF CF-18 Hornet demo during the 2023 Abbotsford Airshow. The Cf-18s are now due to be replaced by the new CF-35 Lightnings by 2027 making this years airshow one of the last few times that they'll be at Abbotsford. It'll be sad to see them go when they're finally retired.
Most likely on NAS De Kooy in 1927. The Royal Netherlands Naval service used this type for airdefence of the main navalbase in Den Helder. Beautiful photo with this fighterpilot relaxed possing for his fighter with a sigaret in his hand. Never seen the radio mast ?( must figure out) on the right of this photo.Note the NL roundel under the right lower wing roundel turn up side down.
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.
If you happen to own onOne version 2.5, this very plane is used in a sample picture for the [nuclear] Fallout filter, except that they use the opposite side of the plane in their picture. I obliged and used the same onOne filter (Fallout, Warm) in this shot after putting it through Photomatix.
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.
Grey Eagle - Hypersonic Bomber Mach 8 - 10, IO Aircraft www.ioaircraft.com
Length: 150'
Span: 71'
Engines: 4 U-TBCC (Unified Turbine Based Combined Cycle)
1 Air Breathing Aerospike
Fuel: Kero / Hydrogen
Payload: Up 36 2,000 LBS JDAM's, or 80,000 LBS
Range: 10,000nm + Aerial Refueling Capable
www.ioaircraft.com/hypersonic.php
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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.
This aircraft is painted in the colors of squadron VF-111 operating from the USS Intrepid, more specifically the one flown by Lt. Anthony Nargi, who downed a MiG 21 on September 19, 1968 during the Vietnam War.
1917 Great War Sopwith F1 Camel Scout. Thorpe Park November 1979.
Camera: Olympus OM1 35mm SLR.
Film: Kodacolour.
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.
Latest progress in the construction of my large scale Bristol Bulldog fighterplane. Here the cockpit is being constructed and detailed.
"Oh, Hedy Lamarr is a beauiful gal
And Madeline Carroll is, too;
But you'll find, if you query,
A different theory
Amongst any bomber crew.
For the loveliest thing
Of which one could sing
(This side of the Heavenly Gates)
Is no blonde or brunette of the
Hollywood set,
BUT AN ESCORT OF P-38's . . .
Sure, we're braver than hell; on the
Ground all is swell ---
In the air it's a different story.
We sweat out our track through the
Fighters and flak;
We're willing to split up the glory.
Well, they wouldn't reject us, so
Heaven protect us
And, until all this shooting abates,
Give us the courage to fight 'em --- and
One other small item ---
AN ESCORT OF P-38's.
poem written By a B-17 Gunner,
published in Stars and Stripes 1943
photo from a book of a P-38.
This poem always makes me cry.
If I were an actress making a sad movie
i would flash on it if i wanted to cry....
AND THAT WAS THE "1940's-style" of the life of their days.
TBM-3
Unit: 17 Air Group, US Navy
Serial: 309
CV-17 USS Bunker Hill, Pacific Ocean 1944-1945.
The Avenger was designed to replace the TBD Devastator as the torpedo plane used by the U.S. Navy. While its initial combat debut at the Battle of Midway was not very impressive (only six were available, and five of those were shot down), eventually the Avenger came into its own, despite being hampered by the poor quality of U.S. torpedoes during most of the war. It featured a long internal torpedo bay that could also carry large bombs, and later in the war Avengers fired rockets from underwing mounts at ground and ship targets. Its most characteristic feature was a revolvable gun turret with a .50 caliber machine gun that that was operated by the rear gunner.
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.
Two German soldiers inspect an emergency landed Messerschmitt Bf.109,serial number 703) from the 2. (J) / LG 2, NCO Friedrich Muller (Friedrich Möller) near Liege.
The plane made an emergency landing May 10, 1940 due to running out of fuel, returning from a mission. The degree of damage on the German fighter classification was 23%. June 3, 1940 the aircraft was evacuated to the factory in Earl Leypitsige and passed overhaul, after which he was given to the II. / JG 51.