Next Generation Aircraft and Technologies Ready Today, Not in 50 Years

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IO Aircraft Technologies

Hypersonics

NOTE: ALL engineering and physics of our hypersonic developments and scramjet engineering, is minimum 30 years more advanced then all programs in existence. Because of this, we are extremely protective of engineering details.

Short list for innovations and advances in hypersonic technologies. Every aspect of our hypersonics engineering and physics is multiple decades ahead of all programs in existence. While others work within a box, we don't have a box, we burned it.

• Advanced Additive Manufacturing for Hypersonic Aircraft

Utilizing new methods of fabrication and construction, makes it possible to use advanced additive manufacturing, dramatically reducing the time and costs associated with producing hypersonic platforms from missiles, aircraft, and space capable craft. Instead of aircraft being produced in pieces, then bolted together; small platforms can be produced as a single units and large platforms can be produced in large sections and then mated together without bolting. These techniques include using exotic materials and advanced assembly processes that are currently unheard and not research programs exist outside of our own techniques, with an end result of streamlining the production time and costs for hypersonic aircraft; reducing months of assembly to weeks, and weeks to days. Overall, this process greatly reduces the cost for producing hypersonic platforms and any other very high end application usage. Even to such an extent that currently a Hellfire missile costs apx $100,000 but by utilizing our technologies, replacing it with a Mach 8-10 hypersonic missile (See our Zircoff platform) of our physics/engineering and that missile would cost roughly $75,000 each delivered delivered.

 

Materials used for these manufacturing processes are not disclosed, but overall, provides a foundation for extremely high stresses and thermodynamics far beyond all current development programs, ideal for hypersonic platforms and space capable platforms requiring re-entry into atmosphere. This specific methodology and materials applications is many decades ahead of all known programs.

*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 of development 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, known as TBCC. 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 while the turbine assembly spins around the scramjet housing, which allows for a much smaller airframe footprint, thus engineers 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.

   

  Overall, not only is U-TBCC extraordinarily more advanced then current development programs. It is also able to serve as a primary propulsion platform for fixed wing aircraft that are able to transition to parking orbit, ie 170 mile altitude at 16,000+ mph ground speed.

   

  

• Enhanced Scramjet Dynamic Cavitation

Dramatically Increasing the efficiency of fuel air mixture for combustion processes at hypersonic velocities within scramjet propulsion platforms.

 

The technical 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 or less then ideal conditions, the scramjet will not ignite and viscosity will become far too turbulent for fuel/air mixture to become combustible at hypersonic velocities resulting in not being capable of producing positive thrust. We have already solved this problem which as a result, a scramjet propulsion system can ignite at lower velocities and higher 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.  More importantly, this process is able to operate from lower altitude below 15,000ft ASL through 100,000+ ft ASL, without needing to re-engineer the isolator, combustion, or nozzle sections of the scramjet platform.   Resulting in a single baseline process that is optimized for all conditions.

 

The technical aspects of these processes are non disclosable.

• Hydrogen vs Kerosene Fuel Sources

Kerosene is an easy fuel to work with, and most western nations developing scramjet platforms use Kerosene for that reason. However, while kerosene has better thermal properties then Hydrogen for lower velocities, Hydrogen is a far superior fuel source in scramjet propulsion flight at higher velocities and MUCH less fuel weight, due it having a much higher efficiency capability ie impulse subject matters. Because of this aspect, in conjunction with our developments and capable of managing much higher thermal properties then such entities as Lockheed, Boeing, Aerojet, and Raytheon, it allows for a greatly improved fuel to air mixture, combustion, thrust; and ability for much higher thrust at increased hypersonic velocities instead of very low hypersonic velocities in the Mach 5-6 range. Instead, Mach 8-10 range is the norm for our hypersonic physics and engineering, while we have begun developing hypersonic capabilities to exceed Mach 15 in atmosphere within less then 5 years. 

 

While other entities keep rehashing the same engineering principles from the 1990's and keep repeating the same academics research over and over for 20 years, trying to discover small incremental advances of old technology, we are developing new methodologies and focus on hydrogen fuel, eliminating kerosene entirely.

 

In conjunction with both our advances in technologies plus conforming high pressure storage, we are easily able to lower the launch weight of a scramjet missile by an average of 40% and an increase in fuel capacity by 200-300%, thus much longer range and much higher velocities.   In comparison to such platforms like the X-51, which weighs 1,226 LBS without booster, if we had built a similar missile, the weight would had been roughly 750 LBS with 300% higher fuel capacity surpassing 600 seconds under power.

For laymen's, in common terms, Kerosene is 25 Octane, while Hydrogen is 130 Octane.   Similar to drag cars. Gasoline powered cars can produce a lot of horsepower, but top fuelers run on Alcohol.  It's night and day.  Same principles apply for ramjets and scramjets, Hydrogen is a much hotter fuel then kerosene. We're developing the top fuelers for hypersonics, while everyone else are stuck on gasoline.

• 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 have developed conforming high pressure tank 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. These tanks are not fragile either. Easily able to surpass 500,000 PSI tensile strength, the tanks are incorporated into the airframes themselves and become the backbone of the internal airframe, because it is able to manage the very intense pressures involved, that also means a dramatic decrease in airframe weight.

 

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).

Due to these subject matters,   weight equals drag in aerospace. Same goes for hypersonics, the more the weight, the more thrust is required for acceleration and maintaining velocity. We shed a massive amount of weight overall, up to 50% total flight weight reduction. Which results in MUCH higher thrust to weight ratio, but also requires much less fuel to maintain Mach 8-10 velocities, extending the range of the aircraft greatly.

 

The technical aspects of this engineering is non disclosable.

• Enhanced Fuel Mixture During Shock Train Interaction and Viscosity

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 Boundary Layer Separation and Bow Shock Mitigation 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.

 

Additionally, mitigation and active management of boundary layer separation, including extensive reduction in separation bubble interaction within isolators and combustion regions of scramjet systems. This leads to greatly enhanced fuel/air mixture and improving optimal ignition, and active shock train management in flight.

 

Image: Root of AFRL funding for boundary layer separation, derives from developments by IO Aircraft

 

• 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 occurs, providing for stable combustion to occur for the entire flight envelope

 

• Scramjet Propulsion Side Wall Cooling

With old technologies, side wall cooling within the isolator and combustion region 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 (50,000+ psi), side wall cooling is no longer required, thus removing that variable from the design process entirely and focusing on improved ignition processes and increasing net thrust variables.

• 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 velocities, 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.  Thus result for optimal flight performance across the entire spectrum of velocity and altitude desired. 

• Dramatically Improved Maneuvering Capabilities at Hypersonic Velocities

Hypersonic vehicles, like their less technologically advanced brethren, use large actuators 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 make it possible for maximum input authority for Mach 10 and beyond.  Our engineering on this subject matter is developed for Mach 15+ threshold in atmosphere.

• 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, same as the previous listed subject. This is mostly due to lack of comprehension of hypersonic velocities and using those physics in the platforms 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.  So instead of the aircraft needed to fly straight and level,  it is able to actually maneuver at extreme velocities and not disintegrate in flight.

This results in scramjets missile that can 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 else's hypersonic missile platform were developed for 400 mile range, falling out of the sky due to lack of glide capabilities and has to dive to target rapidly to maintain control; our platforms can easily reach 600+ miles, with minimal glide deceleration and as it approaches its target can then nose over and dive in on it.   *Another aspect of that is re-ignition of the scramjet on approach to target and accelerating to impact for dramatic increase in kinetic energy delivery.