View allAll Photos Tagged generaldynamics
Willard Martin (b. 1917) held various jobs before he was hired by Convair San Diego as a metal worker. For the next 30 years, Martin worked at Convair, eventually serving much of his career as the Operations General Supervisor, a task that involved supervising experiment department operations, engineering test lap support, model shop operations, mockup and wind tunnel support. In addition, he managed all instrumentation fabrication, installation and field support operations for the Cruise Missile Program and others. In 1976, he was elected by members of the National Management Association, General Dynamics Convair Chapter, as Director of Public Relations from 1976 to 1977.
Repository: San Diego Air and Space Museum Archive
Norwegian pilot filming the spotters crowd from his cockpit, they never thought so many would turn up so far north... General Dynamics F-16BM Fighting Falcon, 305 (c/n 78-0305) RNoAF (Royal Norwegian Air Force or Luftforsvaret) FLO at Ćrland (MAS) Norway, NATO Tiger Meet 2012 (photo 1391-2)
From the General Dynamics Plant Environmental Impact Report before the demolition of the Convair/Consolidated/GD Plant at Lindbergh Field.
Repository: San Diego Air and Space Museum Archive
F-111F. C.N. 23. 493rd TFS at RAF Lakenheath. Withdrawn from service to AMARC 9 January 1996 as AA FV0254. Scrapped in June 2012. Photo Credit's: Unknown to me (Kodachrome Slide dated September 1978)
F-111F. C.N. 25. 493rd TFS at RAF Lakenheath. Flew in Operation Eldorado Canyon. Withdrawn from service to AMARC 8 January, 1996 as AA FV0247. Scrapped June 2012. Photo Credit's: Unknown to me (Kodachrome Slide)
USAF 88-0527 - General Dynamics F-16C Block 42D Fighting Falcon - US Air Force - Ohio ANG
at London/ON International Airport (YXU) during the 2016 Air Show
180th. FW - 112 FS 'OH' - Toledo Stingers
F-111F. C.N. 495th TFS at RAF Lakenheath. Crashed at Incirlik, Turkey 1 November 1982. Crew survived. Photo Credit's: Unknown to me (Kodachrome Slide)
FA-136 cn 6H-136 -
General Dynamics F-16AM Fighting Falcon -
Belgian Air Component -
"F16 Demo Team" -
Royal Intl. Air Tattoo RIAT '22 (Dep Day) -
RAF Fairford,
18-Jul-2022 Gloucestershire, England, GBR.
A visit to Davis-Monthan AFB in Tucson, Arizona is a must for all aircraft enthusiasts as this is the home of AMARC (Aircraft Maintenance And Regeneration Center). The aircraft re-cycling division of the USA forces. The great aircraft boneyard in the Arizona desert holds around 4400 airframes with a book value of $23.6BN . Large numbers of KC-135, Lockheed Orion, C-130 Hercules and F-16 Fighting Falcons are currently stored here (2020); but there are plenty of more interesting aircraft too. In some cases, like the Delta Dart and Canberra, just one example is in store. There is currently a major programme to convert redundant F16C Fighting Falcons into Drone aircraft. Boeing has a contract to convert several hundred at a cost of $21M each - only for them to be shot down by modern weapons packages as part of F22 Lightning II training for pilots.
PictionID:43057678 - Catalog:14_003952 - Title:MA-9 Details: Erection Activities of MA-9 Booster; Pad 15 03/21/1963 - Filename:14_003952.TIF - - - - Image from the Convair/General Dynamics Astronautics Atlas Negative Collection---Please Tag these images so that the information can be permanently stored with the digital file.---Repository: San Diego Air and Space Museum
Willard Martin (b. 1917) held various jobs before he was hired by Convair San Diego as a metal worker. For the next 30 years, Martin worked at Convair, eventually serving much of his career as the Operations General Supervisor, a task that involved supervising experiment department operations, engineering test lap support, model shop operations, mockup and wind tunnel support. In addition, he managed all instrumentation fabrication, installation and field support operations for the Cruise Missile Program and others. In 1976, he was elected by members of the National Management Association, General Dynamics Convair Chapter, as Director of Public Relations from 1976 to 1977.
Repository: San Diego Air and Space Museum Archive
FCH-150 Hydrogen Fuel Cell Commercial Aircraft - IO Aircraft - IT1
100% viable Electric Commercial aircraft, in a 737 MAX class. Compressed Hydrogen Fueled (Not liquid [obsolete]), 100% electric. NO carbon foot print. Even the hydrogen can be generated on the ground via water electrolysis on top of terminals. Also saving operators $20-$50 million or more, over an aircraft's life cycle.
Non, zero carbon, could use CNG, then reformation to extract the Hydrogen.
Ready to build today, all tech is already developed. Makes ALL commercial aircraft in existence obsolete. PLUS all hybrid aicraft on the drawing board right now with Boeing, Airbus, etc.
Airframe is 3D printed Graphene wafering, 33X stronger then titatnium; and carbon fiber/kevlar.
Specs:
Length: 150 ft | Span: 120.6 ft | Cruise M.9-.92)
Ceiling: Estimate 45,000 ft. Cruise: 38,000 ft
Range: 5,000+ NM
Estimated Empty Weight: 65,000 LBS
Estimate T/O Weight (Full fuel and passengers): 134,000 LBS
MTOW Estimate: 195,000 LBS
Fuel: 30,000 Gallon 8,000 PSI Max Compressed Hydrogen or Natural Gas Using High Pressure Conforming Tank Technology
Fuel Weight: Apx 9,000 LBS (Compared to 180,300 LBS if Jet A liquid)
Current Passenger Configuration: 184 passengers; 172 Main Cabin & 12 1st Class
Operating Costs, apx $2,500-$3,500 hr.
Estiumated Maintenance Costs: Apx 1/2 current commercial aircraft.
Estimate Unit Price in Production: Apx $105 million
Reduction in Operating Costs Over the Aircrafts Life Cycle: $20-$50 Million (Or More) in Savings.
#hybrid #sustainability #hydrogen #hydrogenfuelcell #commercialaircraft #airbus #boeing #comac #innovation #lockheed #raytheon #bae #bombardier #northopgrumman #generaldynamics #utc #ge #afrl #onr #afosr #ReactionEngines #spacex #virginorbit #usaf #darpa #mda #rollsroyce #nasa #tesla #safran #embraer #3dprinting #supersonic #collinsaerospace #rockwell #generalatomics #cessna #dassault #arl #navair #diu #dia #usaf #unitedtechnologies #bae #cessana #piper #saab #defenseadvancedresearchprojectagency #graphene #additivemanufacturing #gkn #eaa #aopa #icao #tesla #nikolamotors #zerocarbon #embraer #electricaircraft
hybrid, sustainability, hydrogen, hydrogen fuel cell, hybrid commercial aircraft, hybrid commercial plane, commercial aircraft, airbus, boeing, comac, innovation, lockheed, raytheon, bae, bombardier, northop grumman, general dynamics, utc, ge, afrl, onr, afosr, usaf, darpa, mda, rolls royce, nasa, tesla, safran, embraer, 3d printing, supersonic, collins aerospace, rockwell, general atomics, cessna, dassault, arl, navair, diu, dia, usaf, united technologies, bae, cessana, piper, saab, defense advanced research project agency, graphene, additive manufacturing, gkn, eaa, aopa, icao, tesla, nikola motors, zero carbon, embraer, electricaircraft, Composite Aircraft, Composite Commercial Aircraft,
Willard Martin (b. 1917) held various jobs before he was hired by Convair San Diego as a metal worker. For the next 30 years, Martin worked at Convair, eventually serving much of his career as the Operations General Supervisor, a task that involved supervising experiment department operations, engineering test lap support, model shop operations, mockup and wind tunnel support. In addition, he managed all instrumentation fabrication, installation and field support operations for the Cruise Missile Program and others. In 1976, he was elected by members of the National Management Association, General Dynamics Convair Chapter, as Director of Public Relations from 1976 to 1977.
Repository: San Diego Air and Space Museum Archive
Willard Martin (b. 1917) held various jobs before he was hired by Convair San Diego as a metal worker. For the next 30 years, Martin worked at Convair, eventually serving much of his career as the Operations General Supervisor, a task that involved supervising experiment department operations, engineering test lap support, model shop operations, mockup and wind tunnel support. In addition, he managed all instrumentation fabrication, installation and field support operations for the Cruise Missile Program and others. In 1976, he was elected by members of the National Management Association, General Dynamics Convair Chapter, as Director of Public Relations from 1976 to 1977.
Repository: San Diego Air and Space Museum Archive
PictionID:43057726 - Catalog:14_003956 - Title:Atlas 130D-Mercury Details: MA-9, Astronaut G. Cooper during Erection; Pad 14 03/20/1963 - Filename:14_003956.TIF - - - - Image from the Convair/General Dynamics Astronautics Atlas Negative Collection---Please Tag these images so that the information can be permanently stored with the digital file.---Repository: San Diego Air and Space Museum
USAF 89-2151 - General Dynamics F-16C Block 42 Fighting Falcon - US Air Force (Ohio ANG)
180 FW - 112 FS "Stingers"
at London/ON International Airport (YXU) during the 2016 Air Show
SAR-QC2 VTOL Aircraft
After going through many changes and cleaning it up. I'll be submitting this SAR-QC2 with USAF as per their solicitation request. Meets and dramatically exceeds requirements. Hydrogen Fuel Cell powered, and utilizing high pressure conforming tank technology I developed.
The underlying tech makes batteries for vtol absolutely obsolete, outright, forever. Also underlying tech results in ACTUAL fuel cell powered electric fixed wing aircraft and commercial aircraft. High pressure conforming tank technology, mixed with fuel cells, and composite aircraft construction. Results in radical advancements in capabilities. Not measured in minutes of endurance, but multiple hours of endurance
Screenshots with the smaller one, ie QC1 gives a size comparison. lnkd.in/e2_2AUV
vtol, air taxi, urban mobility, go fly prize, vertical flight, vertical flight society, usaf, afrl, afosr, darpa, dod, vtol, sbir, navair, diu, dia, arl, onr, mda, socom, afsoc, afwerx, boeing, lockheed, bae, raytheon, safran, utc, phantom works, skunk works, airbus, uber, safran, drone, us forestry, northrop grumman, general dynamics, nasa, hydrogen, fuel cell, vertical flight, vertical flight society, us army future command, space force, electric aircraft, e flight, evtol, additive manufacturing, honeywell, collins aerospace, cessna, piper, bombardier, gulfstream,
#usaf #afrl #afosr #darpa #dod #vtol #urbanmobility #sbir #navair #diu #dia #arl #onr #mda #socom #afsoc #afwerx #boeing #lockheed #bae #raytheon #safran #utc #phantomworks #skunkworks #airbus #uber #safran #drone #usforestry #northropgrumman #generaldynamics #nasa #hydrogen #fuelcell #goflyprize #verticalflight #verticalflightsociety #usarmyfuturecommand #spaceforce #electricaircraft #eflight #evtol #additivemanufacturing #honeywell #collinsaerospace #cessna #piper #bombardier #gulfstream
-----
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.
SAR-QC2 VTOL Aircraft
After going through many changes and cleaning it up. I'll be submitting this SAR-QC2 with USAF as per their solicitation request. Meets and dramatically exceeds requirements. Hydrogen Fuel Cell powered, and utilizing high pressure conforming tank technology I developed.
The underlying tech makes batteries for vtol absolutely obsolete, outright, forever. Also underlying tech results in ACTUAL fuel cell powered electric fixed wing aircraft and commercial aircraft. High pressure conforming tank technology, mixed with fuel cells, and composite aircraft construction. Results in radical advancements in capabilities. Not measured in minutes of endurance, but multiple hours of endurance
Screenshots with the smaller one, ie QC1 gives a size comparison. lnkd.in/e2_2AUV
vtol, air taxi, urban mobility, go fly prize, vertical flight, vertical flight society, usaf, afrl, afosr, darpa, dod, vtol, sbir, navair, diu, dia, arl, onr, mda, socom, afsoc, afwerx, boeing, lockheed, bae, raytheon, safran, utc, phantom works, skunk works, airbus, uber, safran, drone, us forestry, northrop grumman, general dynamics, nasa, hydrogen, fuel cell, vertical flight, vertical flight society, us army future command, space force, electric aircraft, e flight, evtol, additive manufacturing, honeywell, collins aerospace, cessna, piper, bombardier, gulfstream,
#usaf #afrl #afosr #darpa #dod #vtol #urbanmobility #sbir #navair #diu #dia #arl #onr #mda #socom #afsoc #afwerx #boeing #lockheed #bae #raytheon #safran #utc #phantomworks #skunkworks #airbus #uber #safran #drone #usforestry #northropgrumman #generaldynamics #nasa #hydrogen #fuelcell #goflyprize #verticalflight #verticalflightsociety #usarmyfuturecommand #spaceforce #electricaircraft #eflight #evtol #additivemanufacturing #honeywell #collinsaerospace #cessna #piper #bombardier #gulfstream
-----
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.
General Dynamics F-111D, USAF 68-0092. Online sources indicate that this "Aardvark" was withdrawn to storage in 1992, and transferred out in 2001.
This is my friend Ken, seen from the left engine intake. He's standing in the empty engine bay that once enclosed one of the aircraft's two TF30 turbofan engines.
Yanks Air Museum
Chino, California
General Dynamics F-111 (Wikipedia)
en.wikipedia.org/wiki/General_Dynamics_F-111_Aardvark
Yanks Air Museum (museum web site):
The General Dynamics F-111 Aardvark was concieved originally as a replacement for the F-105 Thunderchief, though it was intended for both conventional and nuclear war and was far more capable. From the start (and despite its āFā fighter designation), the F-111 was intended to make pinpoint attacks in all weather, attacking high-value Soviet targets at very low level, then egressing at high speed in excess of Mach 2.
Nearly a year later the F-111A was committed to Vietnam under Project Combat Lancer, with disastrous results: three aircraft were lost in the space of a month, all to malfunctions. The aircraft had numerous bugs, the worst being defective wing box sections, which were the result of substandard equipment being installed at the behest of bribed inspectors. As a result of this, the F-111 earned the first of many names, including āMcNamaraās Fantabulous Flop,ā the āSupersonic Edsel,ā and the one that would eventually stick, āAardvark,ā for its long nose and ālove of the earth.ā
Despite this, improvements were made and the F-111 returned to Vietnam for Operations Linebacker I and II, where it performed superbly, undertaking 4000 sorties in all weathers and at night, with the loss of only six aircraft over a seven-month period.
Later marks of the Aardvark were subsequently introduced in the 1970s in the form of the F-111D, E, and F models. Technical and engine problems plagued the D and it never saw combat, but both the F-111E and especially the F-111F saw extensive service. Their most famous useāand one of the few times F-111s were used in a mass raidāwas Operation El Dorado Canyon in April 1986, when Aardvarks (in conjunction with US Navy airstrikes) struck Libya.
The Aardvarkās swan song was in the First Gulf War, where they again were used in pinpoint strikes and surprisingly in the antiarmor role: using LGBs the F-111s knocked out 1500 tanks, second only to the A-10. Though various reengine programs were proposed, the F-111 of all marks was phased out in favor of the F-15E Strike Eagle; it received the āofficialā nickname of Aardvark on its last day of service. It also served with the Royal Australian Air Force from the early 1970s until about 2012, when the last of the Aardvarks were withdrawn from service.
The F-111's swing-wing made it unique in USAF service, and this was one of Dad's first models, built off the 1/72 Hasegawa F-111E kit. He built it straight out of the box as a 20th TFW aircraft out of RAF Upper Heyford. It carries a variation of the Southeast Asia camouflage scheme--two shades of green and tan over black undersurfaces for night operations. The white tailcodes indicate the 1970s style colors. Ironically, by the time Dad built this model in 1976, the real 68-0045 had already crashed in 1971.
PictionID:54636742 - Catalog:14_035133 - Title:Atlas Centaur Testing Details: Centaur Nose Cone Venting at Fuel Duct Date: 11/29/1961 - Filename:14_035133.tif - - ---- Images from the Convair/General Dynamics Astronautics Atlas Negative Collection. The processing, cataloging and digitization of these images has been made possible by a generous National Historical Publications and Records grant from the National Archives and Records Administration---Please Tag these images so that the information can be permanently stored with the digital file.---Repository: San Diego Air and Space Museum
General Dynamics (now Lockheed Martin) F-16C
Fighting Falcon, 89-2126
Travis Air Force Base, California
March 30, 2019
This aircraft is assigned to the 311th Fighter Squadron, "Sidewinders," Holloman Air Force Base, New Mexico
PictionID:43057305 - Catalog:14_003922 - Title:Atlas 113D- Mercury Details: MA-8 on Launch Pad 14 with Sigma 7 Spacecraft poised for flight 10/03/1962 - Filename:14_003922.TIF - - - - Image from the Convair/General Dynamics Astronautics Atlas Negative Collection---Please Tag these images so that the information can be permanently stored with the digital file.---Repository: San Diego Air and Space Museum
PictionID:43057750 - Catalog:14_003958 - Title:Atlas 6D Details: Atlas 6D going to VAFB; backing into SMA Area 02/28/1959 - Filename:14_003958.TIF - - - - Image from the Convair/General Dynamics Astronautics Atlas Negative Collection---Please Tag these images so that the information can be permanently stored with the digital file.---Repository: San Diego Air and Space Museum
Willard Martin (b. 1917) held various jobs before he was hired by Convair San Diego as a metal worker. For the next 30 years, Martin worked at Convair, eventually serving much of his career as the Operations General Supervisor, a task that involved supervising experiment department operations, engineering test lap support, model shop operations, mockup and wind tunnel support. In addition, he managed all instrumentation fabrication, installation and field support operations for the Cruise Missile Program and others. In 1976, he was elected by members of the National Management Association, General Dynamics Convair Chapter, as Director of Public Relations from 1976 to 1977.
Repository: San Diego Air and Space Museum Archive
From the General Dynamics Plant Environmental Impact Report before the demolition of the Convair/Consolidated/GD Plant at Lindbergh Field.
Repository: San Diego Air and Space Museum Archive
SAR-QC2 VTOL Aircraft
After going through many changes and cleaning it up. I'll be submitting this SAR-QC2 with USAF as per their solicitation request. Meets and dramatically exceeds requirements. Hydrogen Fuel Cell powered, and utilizing high pressure conforming tank technology I developed.
The underlying tech makes batteries for vtol absolutely obsolete, outright, forever. Also underlying tech results in ACTUAL fuel cell powered electric fixed wing aircraft and commercial aircraft. High pressure conforming tank technology, mixed with fuel cells, and composite aircraft construction. Results in radical advancements in capabilities. Not measured in minutes of endurance, but multiple hours of endurance
Screenshots with the smaller one, ie QC1 gives a size comparison. lnkd.in/e2_2AUV
vtol, air taxi, urban mobility, go fly prize, vertical flight, vertical flight society, usaf, afrl, afosr, darpa, dod, vtol, sbir, navair, diu, dia, arl, onr, mda, socom, afsoc, afwerx, boeing, lockheed, bae, raytheon, safran, utc, phantom works, skunk works, airbus, uber, safran, drone, us forestry, northrop grumman, general dynamics, nasa, hydrogen, fuel cell, vertical flight, vertical flight society, us army future command, space force, electric aircraft, e flight, evtol, additive manufacturing, honeywell, collins aerospace, cessna, piper, bombardier, gulfstream,
#usaf #afrl #afosr #darpa #dod #vtol #urbanmobility #sbir #navair #diu #dia #arl #onr #mda #socom #afsoc #afwerx #boeing #lockheed #bae #raytheon #safran #utc #phantomworks #skunkworks #airbus #uber #safran #drone #usforestry #northropgrumman #generaldynamics #nasa #hydrogen #fuelcell #goflyprize #verticalflight #verticalflightsociety #usarmyfuturecommand #spaceforce #electricaircraft #eflight #evtol #additivemanufacturing #honeywell #collinsaerospace #cessna #piper #bombardier #gulfstream
-----
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.
General Dynamics F-16AM cn6H-84 msn80-3575
Force AĆ©rienne Belge
Base AĆ©rienne Salon de Provence (60 ans de la PAF)
26/05/2013
PictionID:43057738 - Catalog:14_003957 - Title:Atlas 6D Details: Atlas 6D going to VAFB; in SMA Area Building 02/28/1959 - Filename:14_003957.TIF - - - - Image from the Convair/General Dynamics Astronautics Atlas Negative Collection---Please Tag these images so that the information can be permanently stored with the digital file.---Repository: San Diego Air and Space Museum
F-111F. C.N. 37. 493rd TFS at RAF Lakenheath. Withdrawn from service to AMARC 9 January 1996 as AA FV0255. Scrapped in June 2012. Photo Credit's: Unknown to me (Kodachrome Slide dated October 1980)
From the General Dynamics Plant Environmental Impact Report before the demolition of the Convair/Consolidated/GD Plant at Lindbergh Field.
Repository: San Diego Air and Space Museum Archive
General Dynamics F-16AM cn6H-84 msn80-3575
Force AĆ©rienne Belge
Base AĆ©rienne Salon de Provence (60 ans de la PAF)
26/05/2013
PictionID:44932916 - Catalog:14_015873 - Title:Atlas 1B Details: Static Firing of Missile 1B; Sycamore Site S-1 Date: 05/10/1958 - Filename:14_015873.tif - - - - Image from the Convair/General Dynamics Astronautics Atlas Negative Collection. The processing, cataloging and digitization of these images has been made possible by a generous National Historical Publications and Records grant from the National Archives and Records Administration---Please Tag these images so that the information can be permanently stored with the digital file.---Repository: San Diego Air and Space Museum
SAR-QC2 VTOL Aircraft
After going through many changes and cleaning it up. I'll be submitting this SAR-QC2 with USAF as per their solicitation request. Meets and dramatically exceeds requirements. Hydrogen Fuel Cell powered, and utilizing high pressure conforming tank technology I developed.
The underlying tech makes batteries for vtol absolutely obsolete, outright, forever. Also underlying tech results in ACTUAL fuel cell powered electric fixed wing aircraft and commercial aircraft. High pressure conforming tank technology, mixed with fuel cells, and composite aircraft construction. Results in radical advancements in capabilities. Not measured in minutes of endurance, but multiple hours of endurance
Screenshots with the smaller one, ie QC1 gives a size comparison. lnkd.in/e2_2AUV
vtol, air taxi, urban mobility, go fly prize, vertical flight, vertical flight society, usaf, afrl, afosr, darpa, dod, vtol, sbir, navair, diu, dia, arl, onr, mda, socom, afsoc, afwerx, boeing, lockheed, bae, raytheon, safran, utc, phantom works, skunk works, airbus, uber, safran, drone, us forestry, northrop grumman, general dynamics, nasa, hydrogen, fuel cell, vertical flight, vertical flight society, us army future command, space force, electric aircraft, e flight, evtol, additive manufacturing, honeywell, collins aerospace, cessna, piper, bombardier, gulfstream,
#usaf #afrl #afosr #darpa #dod #vtol #urbanmobility #sbir #navair #diu #dia #arl #onr #mda #socom #afsoc #afwerx #boeing #lockheed #bae #raytheon #safran #utc #phantomworks #skunkworks #airbus #uber #safran #drone #usforestry #northropgrumman #generaldynamics #nasa #hydrogen #fuelcell #goflyprize #verticalflight #verticalflightsociety #usarmyfuturecommand #spaceforce #electricaircraft #eflight #evtol #additivemanufacturing #honeywell #collinsaerospace #cessna #piper #bombardier #gulfstream
-----
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.
PictionID:44932829 - Catalog:14_015866 - Title:Facilities Details: Aerial View of Pad 13, 12, and 11; AMR Date: 09/27/1957 - Filename:14_015866.tif - - - - Image from the Convair/General Dynamics Astronautics Atlas Negative Collection. The processing, cataloging and digitization of these images has been made possible by a generous National Historical Publications and Records grant from the National Archives and Records Administration---Please Tag these images so that the information can be permanently stored with the digital file.---Repository: San Diego Air and Space Museum
F-111F. C.N. 10. 492nd TFS at RAF Lakenheath. Flew in Operation Eldorado Canyon. Withdrawn from service to AMARC 11 January 1996 as AA FV0257. Scrapped at AMARC in June 2012. Photo Credit's: Unknown to me (Kodachrome Slide dated May 1979)
F-111F. C.N. 54. 494th TFS at RAF Lakenheath. Seen here minus it's right, (or both), engine(s). Flew in Operation Eldorado Canyon. Withdrawn from service to AMARC 19 October 1995 as AA FV0221. Scrapped in June 2012. Photo Credit's: Unknown to me (Kodachrome Slide)
From the General Dynamics Plant Environmental Impact Report before the demolition of the Convair/Consolidated/GD Plant at Lindbergh Field.
Repository: San Diego Air and Space Museum Archive
PictionID:54637147 - Catalog:14_035166 - Title:GD/Astronautics Testing Details: Linear Shape Charge; Pre/Post Test Report Date: 11/13/1964 - Filename:14_035166.tif - - ---- Images from the Convair/General Dynamics Astronautics Atlas Negative Collection. The processing, cataloging and digitization of these images has been made possible by a generous National Historical Publications and Records grant from the National Archives and Records Administration---Please Tag these images so that the information can be permanently stored with the digital file.---Repository: San Diego Air and Space Museum