An aircraft converting aerodynamic compression ram thermal stream energy into thrust power generation comprising: PA0 (a) an aerodynamic compression ram thermal stream generating multiple vane diffuser as the air-inlet to a pressure plenum; PA0 (b) a ram thermal-pressure stream induction double throttle duct consisting of a main ramflow inducing nozzle and a fuel injection ramflow inducing nozzle wihch coalesce to form the air-oulet of a pressure plenum-engine pod; PA0 (c) a compressed air shooting annular slotted ignition chamber downstream of the fuel injecting ramflow inducing nozzle with flame bed-walled combustion chamber forming a ramjet engine; PA0 (d) a ram thermal-pressure stream induction annular slotted thrust nozzle extending rearward from the combustion chamber of the ramjets and exit nozzle of a turbojet engine thereby creating a tailpipe for the turbo-ram induction jet engine; and PA0 (e) an aerodynamic compression ram thermal stream sink double-walled shockcone airframe, the double walled shockcone housing the ram thermal stream spaces communicating with the ram thermal-pressure flow induction thrust generating channel.

BACKGROUND OF THE INVENTION 
1. Field of the Invention 
An aerothermal ultra hypersonic aircraft is disclosed having aerodynamic 
compression heating on the forward section of an airfoil-shaped disk 
airframe comprising an aerodynamic compression ram thermal flow generating 
vane diffuser fitted at the forward air-inlet of an air plenum-engine pod, 
and the ram thermal-pressure flow induction nozzles mounted in the 
rearward portion at the air-outlet of the air plenum-engine pod. The 
airflow induction nozzles peripherally terminate to an oval exit nozzle, 
where the engine pod peripherally terminates to an annular slot along the 
oval exit nozzle extending from the ram thermal constriction-pressure 
plenums. 
The aircraft utilizes an aerodynamic compression ram thermal stream 
generating vane diffuser consisting of vertical multiple fixed vanes and 
deflectable vanes, both vanes having a leading section and a trailing 
section. A ram thermal porous shock-wedge forms the forward-leading 
section of each vane. The shock-wedge is peripherally sunk into a thermal 
well and extends with curvature out to bilateral thermal lips on both 
sides of the leading section, then converges to the peripheral edges of 
each vane. 
The term "fixed vane" means a straight single piece of vane rigidly fixed 
to the diffuser frame positioned adjacent the center-line portion of ram 
thermal constriction air plenums located inside the engine pod and on both 
sides of the turbojet engine. 
The term "deflectable vane" means a vane consisting of two sections: a 
leading section rigidly joined to the diffuser frame and a drivable 
trailing section operative pivotally with the diffuser frame and 
operatively hinged with the leading section of each vane. 
The deflectable vanes are positioned in an equally spaced relationship in 
the diffuser frame on both sides of the fixed to vanes. The trailing 
section of vanes are operatively coupled to an actuator for adjusting the 
vane deflect angles towards the fixed vanes. 
During high speed operation, the activated ceramic ram thermal pores of the 
shock-wedge with the thermal well leading vanes generates ram compressed 
thermal air which then combines with an aerodynamic compression shock wave 
on the vane diffuser, generating a compressed ram thermal stream. The 
compressed ram thermal stream flows through the leading section of the 
vanes, the flow paths being deflected by the trailing section of 
deflectable vanes producing the oblique ram thermal streams flowing 
towards tangential constriction into the front of the ram thermal stream 
induction nozzles. 
The ram thermal s-ream induction nozzle consists of a convergent-divergent 
double throttle duct in which the center throttle is the main ramflow 
inducing nozzle and the outer throttle is the fuel injecting ramflow 
inducing nozzle. Both nozzles extend from a bellmouth-shaped air inlet 
located within the ram constriction-pressure plenums. The bellmouth air 
inlet of the fuel injecting ramflow inducing nozzles encloses the 
compressed air chamber communicating with a compressed air shooting slot 
with liquid fuel injection sprayers and ignitors which are located in 
front of the combustion chamber and adjacent to the throat of the fuel 
injecting ramflow inducing nozzle. The spreading compressed air intercepts 
the injected liquid fuel and is processed as a combustible mixture with 
ignition producing a primary flame stream in the ignition-combustion 
chamber of the ramjet. 
The throat downstream of a main ramflow inducing nozzle extends, slightly 
diverges, and terminates in an intermediate wall of the 
ignition-combustion chamber. The throat downstream of the fuel injecting 
ramflow inducing nozzle is divergent to ensure an adequate ignition air 
velocity in the combustion chamber. Activated ceramic lined combustion 
chamber walls function as a flame bed and surrounds vaporized gas orifices 
and the liquid fuel vaporization chamber with fuel sprayers. The 
processing of the vaporized gas-air mixture on the flame bed produces a 
secondary flame stream in the combustion chamber of the ramjet. 
The combustion chamber wall comprises a liquid fuel vaporization chamber on 
the outer skin of the combustion chamber near the throat downstream of the 
fuel injecting ramflow inducing nozzle. The flame bed of the combustion 
chamber wall functions as a flame wrapping of the high velocity ramstream 
to achieve the high velocity combustion at the ramjet. In this context, 
flame wrapping means the entrainment of an airstream by an envelope of 
flame wherein the flame resides on the chamber walls. 
The inner edge downstream ends of the combustion chamber walls tangentially 
join with the exit of the turbojet engine and the outer edges of the 
combustion chamber walls extend to the oval thrust nozzle terminating with 
a ram thermal stream inducing annular slot which communicate with the ram 
thermal constriction pressure plenums. Downstream of the ramjets, the exit 
stream tangentially interacts with the turbojet stream through the 
turbo-ram induction jet oval thrust nozzle generating the aerodynamic 
thermal ram-turbo induction jet thrust stream flowing over the vacuum 
lift-thrust generating wing in the jet thrust peripheral flow recycling 
induction aerodynamic generating channel. 
The forward section of the airframe comprises an aerodynamic compression 
heat sink shockcone enclosing slots with perforated heat tile-lined outer 
wall and an insulated inner wall, the space between inner-outer double 
walls defining a ram thermal stream space. The ram thermal stream space 
extends to the aerodynamic lift-thrust generating channel permitting the 
ram thermal stream to flow directly into the thrust generating channel. 
The ram thermal constriction plenum is the high pressure side of the 
aerodynamic thermal induction jet engine having the same pressure and 
volume as the ram thermal stream which is a function of the aerodynamic 
compression heating relative to the speed and other operating parameters 
of the flight. 
The aerodynamic compression ram thermal stream used according to this 
invention, contributes to the thrust power generation thereby reducing 
fuel consumption and making use of nondepletable energy source which is an 
intense high temperature on the forward section of an ultra hypersonic 
aircraft. 
2. Description of the Prior Art 
The use of the variable pitch vane diffuser, variable pitch cone diffuser, 
and the travelling vanes, ramp, or flap dampers are noted in the art. 
Typically the diffusers control the volume of the airstream passing 
through the power plant. Also, the prior art two-way dampers are oriented 
in horizontal and vertical positions for the engine suction pressure 
conversion to generate the suck lift force during short run take-off or 
landing associated with the opening of the upper direction of the dampers 
instead of the horizontal air intake dampers. Also the tail pipes having 
round exit nozzles adapted to be affixed to the exit nozzle of 
conventional turbojet engine are known in the art. 
SUMMARY OF THE PRESENT INVENTION 
The present invention relates to a new and novel aerothermal ultra 
hypersonic aircraft. The forward section of the disk-airframe consists of: 
(a) an aerodynamic compression ram thermal stream generating vane diffuser 
fitted on the front face of the engine pod at the air inlet of the power 
plant; 
(b) a plurality of ram thermal pressure stream induction nozzles mounted on 
the rearward portion of the engine pod at the thrust stream outlet of the 
power plant; and 
(c) an aerodynamic compression ram thermal stream sink double-walled 
shockcone housing the ram thermal stream spaces communicating with the ram 
thermal-pressure flow induction thrust generating channel. 
The aerodynamic ram thermal stream generating vane diffuser is an array of 
vertical multiple vanes some of which are fixed vanes and other being 
deflectable vanes, each vane having a leading section and trailing 
section. An activated porous ceramic lined shock-wedge forms the forward 
aspect of the leading section of the vanes and the shock-wedge is 
peripherally sunk into the thermal well on both sides of the leading 
section of the vanes. The thermal well extends with curvature out to the 
outer edge of the thermal lips where it converges to form the peripheral 
edge of the vanes. 
A fixed vane is a single piece. The leading-trailing section is rigidly 
jointed with the diffuser frame and positioned adjacent the center-line 
portion of the ram constriction plenums in the engine pod space on both 
sides of the turbojet engine. 
Each deflectable vane has two parts: (a) a rigid leading section; and (b) 
an operative trailing section. The deflectable vanes are fitted in an 
equally spaced relationship in the diffuser frame on both sides of the 
fixed vanes. 
The peripheral edge of the leading section of a deflectable vane comprises 
a concave shaped groove which mates with the convex shaped forward edge of 
trailing section of the deflectable vane. Both sections of the vanes are 
operatively jointed and linked to an actuator for adjusting the angles of 
deflection of the trailing sections with respect to the fixed vanes, such 
that when the aircraft is in high speed flight, the porous shock wedge and 
thermal well generates a thermal stream that spills over the thermal lips 
and combines with the aerodynamic critical compression shock creating a 
ram-thermal stream. 
The ram thermal stream flow through the deflectable vanes produces oblique 
ram-streams which are deflected inwards to each fixed vane and 
tangentially constricted such that the ramstream shaping actions are 
convergent to a critical pressure forming freestream throats then diverge 
so that flow into the low velocity air plenums. The shaping action of the 
oblique ramstream constriction reduces ram drag on the engine suction 
diffuser and increases ram pressure inside the low velocity air plenums in 
front of the ram thermal stream induction nozzles. 
The ram thermal stream induction nozzle consists of the 
convergent-divergent double throttle duct whose center throttle is the 
main ramflow inducing nozzle and the outer throttle being the fuel 
injecting ramflow inducing nozzle, both throttles being convergent from 
the bellmouth-shaped air inlets located within the ram 
constriction-pressure plenums on both sides of a turbojet engine within 
the engine pod. 
The bellmouth air inlet of the fuel injecting ramflow inducing nozzle 
comprises a compressed air chamber communicating with a compressed air 
shooting annular slot and liquid fuel injecting sprayers with ignitors. 
The compressed air shooting annular slot is located at the front and 
center portion of the ignition-combustion chamber adjacent to the throat 
of the fuel injecting ramflow inducing nozzle. 
The throat downstream of the main ramflow inducing nozzle diverges slightly 
along it extension and terminates in an intermediate wall of the 
ignition-combustion chamber. The throat downstream of the fuel injecting 
ramflow inducing nozzle is divergent to ensure an adequate ignition air 
velocity of the flame stream within the ignition-combustion chamber. 
The double wall ignition-combustion chamber of the fuel injecting ramflow 
inducing nozzle is also the liquid fuel prevaporization chamber located 
between inner and outer walls An activated ceramic lined inner wall 
encloses vaporized gas orifices and forms the flame bed of the combustion 
chamber. The vaporized gas orifices are inclined towards the exit of the 
thrust stream which forms a slip-flow of the airstream over the orifices 
in the combustion chambers. 
The downstream end inner edges of the combustion chamber walls are 
tangentially joined with the exit nozzle of a turbojet engine and outer 
edges of the combustion chamber walls are peripherally extended to 
terminate in an oval thrust nozzle with the ram thermal stream inducing 
annular slot extending from the ram thermal stream constriction-pressure 
plenums. 
The production of the ramjet during low speed flight, comes from activating 
the liquid fuel injecting spray intercepts with a stream of the compressed 
air, then igniting the combustible mixture to produce a primary flame 
stream in the ignition-combustion chamber of the ramjet. The primary flame 
stream functions to heat-up the flame bed of the combustion chamber walls 
which induce the liquid fuel vaporization chamber, when activated, to turn 
on the liquid fuel and vaporized gas-air mixture on the flame bed to 
produce, in turn, a secondary flame stream in the combustion chamber. The 
flame stream on the flame bed functions as a flame wrapping boundary layer 
for the ramjet stream produced inside the ignition-combustion chamber. The 
flame wrapping boundary layer creates the thermal confinement of the 
combustion stream to insure that the high velocity ignition achieves a 
high velocity ramjet combustion. The ramjet streams tangentially interact 
with the turbojet stream at the ram-turbo induction jet oval thrust nozzle 
generating a flattened oval thrust stream, 
The heat input ramjet operation is limited by the speed and the other 
operating parameters of flight. Ramjet combustion is attained in low speed 
to hypersonic flight. The temperature of the aerodynamic ram thermal 
stream reaches the critical skin temperature of the thermal stream paths, 
thereby causing the steam injection to reduce the skin temperature of the 
ram thermal stream paths. 
An aerodynamic compression heat sink shockcone forms the forward section of 
the airframe and consists of slots with a perforated heat tile lined 
double wall shockcone having a ram thermal stream space in between the 
inner and outer walls. The insulated inner wall of the shockcone provides 
a ram thermal stream hollow space and extends into the space behind the 
wall of the thrust generating channel. The channel walls enclose the ram 
thermal stream orifices. The ram thermal stream orifices are oriented 
downstream to form a slipflow of thrust stream. The ram thermal stream 
flows into and layers on the channel walls functioning as a thermal 
bounding boundary layer for lubricating the thrust stream in the thrust 
generating channel. 
The flattened oval thrust stream flows over the vacuum lift-thrust 
generating wing in the jet thrust peripheral flow recycling induction 
aerodynamic generating channel which has VTOL capacity to ultra hypersonic 
flight of the aircraft.

DESCRlPTION OF THE PREFERRED EMBODIMENT 
An ultra hypersonic aircraft, during high speed flight, generates 
aerodynamic compression heating on the forward section of an airframe and 
aerodynamic expansion cooling on the rearward section of the 
disk-airframe. 
The energy contained in an aerodynamically compressed and heated thermal 
stream can be transmuted into thrust power generation by means of an 
aerodynamic thermal generating ram constriction vane diffuser as the ram 
thermal stream inlet of the power plant and the ram thermal-pressure 
stream induction nozzles as the thrust stream outlet of the power plant. 
The preferred embodiment of the aerothermal ultra hypersonic aircraft is 
illustrated in FIGS. 1, 2 and S. The hypersonic disk-airframe functions as 
the envelope of cargo space 100 and housing of the aerodynamic power plant 
which produces lift-thrust forces. 
The disk-airframe has a forward shockcone 200 and wedge shaped perimeter 
201 and 202 throughout from forward to rearward. The wedge perimeter joins 
the lower airfoil disk 103 and the top airfoil disk 104. The wedge 
perimeter on the both sides of a disk-airframe peripherally extending to 
the horizontal fin 205, a hinge joint 208 provided at the elevator 207 
located at the end portion of bilateral fins 205. Also the disk-airframe 
includes vertical fins 208 located behind both sides of the top airfoil 
and hinge joint 209 with rudders 210. The elevators 207 and rudders 210 
are linked with actuators to control flight stability. 
The disk-airframe utilize the stream generation on the forward section and 
the steam condensation on the rearward section includes an air breathing 
power plant and the aerodynamic lift-thrust generating channel. 
The air breathing power plant has an air inlet opening comprising an 
aerodynamic thermal generating ram constriction vane diffuser 30 located 
at the front face of an engine pod 102 and has an air outlet opening which 
comprises a turbo-ram induction jet oval thrust nozzle 11 located at the 
rear of the engine pod and which includes the ram thermal inducing nozzles 
4 and 5 located within the ram constriction air plenum-engine pod on both 
sides of the turbojet engine 105. The jet thrust nozzle 11 produces a 
turbo-ram induction jet oval thrust stream. 
FIG. 11 shows the oval thrust stream 14 flowing through the aerodynamic 
generating channel with a portion of the jet thrust peripheral flow 16 
being diverted into a reverse flow duct 17. The dynamic pressure of the 
spreading oval thrust stream 14 induces secondary airflows of a recycling 
airstream 12 and the surrounding airstream 13. The oval thrust stream 14 
and the secondary air streams 12 and 13 tangentially interact creating a 
flattened jet thrust stream 15 which flows over the vacuum lift thrust 
generating wing 20 located in the diverging contour of the aerodynamic 
generating channel. 
FIGS. 1 and 2 show the forward section of the airframe comprising a double 
wall shockcone 200 including slots 80 with perforated heat tile 81 lined 
outer wall 82, insulated inner wall 83 and hollow space 84 between double 
walls defining a ram tbermal stream space. The hollow spaces 84 of the 
shockcone extend into the space 85 behind the channel walls 86. The 
channel wall has a plurality of inclined orifices 87 which direct the 
slipflow of the thrust stream toward the rear in the aerodynamic 
lift-thrust generating channel. 
During high speed flight, the aerodynamically compressed and heated ram 
thermal stream sinks into the hollow space 84 through the slots 80 and 
perforated orifices 81. 
FIG. 10 shows the ram thermal stream 88 flowing into the aerodynamic 
generating channel through the hollow spaces 84 and 85 and inclined 
orifices 87 on the channel walls 86. The ram thermal stream in the hollow 
spaces has a pressure and volume relationship what depends upon the speed 
of flight and the operating parameters. FIG. 10 shows the ram thermal 
stream 88 layer on the channel walls creating a thermal boundary layer of 
thrust stream 15 in the aerodynamic thrust generating channel which 
reduces frictional energy lost by the thrust stream and reduces the 
intense high temperature on the forward shockcone of the airframe. 
FIGS. 4, 5 and 6 show the aerodynamic thermal ram-turbo induction jet 
engine enveloped by an air plenum-engine pod 102 that includes the 
aerodynamic thermal generating ram constriction vane diffuser 30 and 31 
fitted on the forward section front face of the engine pod as an air-inlet 
of power plant. The oval thrust nozzle 11 including the ram thermal 
inducing nozzles 4 and 5 fitted on the rear section of the engine pod, as 
a thrust stream outlet of the power plant. 
The turbojet engine 105 is located along the center-line portion of the 
engine pod 102, while the ram thermal inducing nozzles 4 and 5 are located 
within the ram pressure plenums 3 on both sides of a turbojet engine. 
The ram constriction vane diffuser is an array of vertical multiple vanes 
including fixed vanes 30 and deflectable vanes 31, both vanes having a 
leading section and a trailing section. 
The fixed vane 30 is a single piece of a straight vane rigidly joined to 
the diffuser frame 108 located near the center-line portion of the ram 
plenums 3 on both sides of the turbojet engine 105 within the engine pod 
102. 
The deflectable vane consists of two pieces of vane a rigidly fixed leading 
section 31, and a operative jointed trailing section 32. The deflectable 
vanes are equally spaced within the diffuser frame 108 on both sides of 
the fixed vanes 30. The trailing section of vanes 32 are linked with the 
actuators 34 to permit adjustment of the turning angles of the trailing 
section 32 to deflect towards the fixed vanes 30. The vanes are aligned 
with bilateral symmetry about the center line of a engine suction diffuser 
105 so that the trailing section of vanes 32 adjacent to the engine 
suction diffuser turns away from the center-line of the engine suction 
diffuser to reduce the ram drag on the engine suction diffuser during high 
speed operation. 
FIGS. 7 and 8 show the activated ceramic-lined shock-wedge 35 forming the 
forward section of vanes whose porous faced double wall of shock-wedge 35 
is contoured to dip into the thermal well 36 then curve out to the thermal 
lips 37 on both sides of the vanes, finally converging to the trailing 
edge of the vanes. 
The ceramic-lined double-wall vanes include vane hollow spaces within the 
vane fitted with steam ventilation and having a steam inlet 301 on the 
leading section of the vane hollow and steam outlet orifices 302 on the 
trailing section of the vane hollow to prevent the vane from reaching the 
high skin temperature of vane system. 
The peripheral edge of the leading vane section 31 is shaped with the 
concave groove joint 38 mated to and in alignment with the forward convex 
edge of trailing vane 32. The forward of trailing vane 32 is mounted by 
means of an operative pivot 30 which enables the vane to swing within the 
concave groove of the leading vane 31. FIG. 5 shows a pivot 39 integral by 
sleeved within the diffuser frame 108 with the extended end of the pivot 
linked to the actuator 34 for adjusting the deflection angle of the 
trailing vanes 32. FIG. 4 shows the trailing vanes 32 are deflected 
towards to the fixed vanes 30. FIG. 10 shows the ram thermal streams are 
deflected so as to be concentrated on the front of the ram thermal 
inducing nozzles 4 and 5 of the aerodynamic thermal ram-turbo induction 
jet engine. 
FIGS. 4, 5, 6 and 9 show the ram thermal inducing nozzles 4 and 5 consist 
of a convergent-divergent double throttle duct whose center throttle is a 
main ramflow inducing nozzle 4 and outer throttle is a fuel injecting 
ramflow inducing nozzle 5, both throttles converging from the bellmouth 
shaped air inlets located within the ram constriction-pressure plenums 3. 
The bellmouth air inlet of fuel injecting ramflow inducing nozzle 5 
encloses a compressed air chamber 41 communicating with compressed air 
shooting form slot 42. The air shooting slot 42 is fitted with fuel 
injecting sprayers 43 and ignitors 44 which are located in the forward 
section of the combustion chamber 50 adjacent the throat of the fuel 
injecting ramflow inducing nozzle 5. FIGS. 4 and 9 show the throat 
upstream of the ramflow inducing nozzles 4 and 5 are convergent from the 
bellmouth shaped air inlets, inducing the ram thermal streams 10 to flow 
through the throats and expand into the diverging contour of the 
downstream throat 50 and 51. The main ramflow inducing nozzle 4 is 
slightly divergent along its length downward of the downstream throat to 
terminate forming an intermediate wall 51 of ignition-combustion chamber 
50. The throat downstream of fuel injecting ramflow inducing nozzles 5 are 
divergent to ensure an adequate ignition velocity of combustion chamber 
50. The activated ceramic-lined combustion chamber wall 52 functions as a 
flame bed 53 enclosing the vaporized gas orifices 54 communicating from 
the vaporized gas distributing chamber 63. 
FIG. 9 shows the liquid fuel prevaporization annular chamber 60 attached on 
the outstream of combustion chamber 50. The prevaporization chamber 60 
includes liquid fuel injecting sprayers 61, perforated baffle 62 and 
vaporized gas distributing chamber 63. The vaporized gas distributing 
chamber 63 communicates with combustion chamber 50 by the vaporized gas 
orifices 54. The vaporized gas orifices 54 are inclined downstream toward 
the exit of the thrust nozzle. Airflow within the combustion chamber flows 
over the inclined orifices 54 providing a negative pressure within the 
vaporization chambers 60 and 63. 
When activated, the liquid fuel injection spray -n the prevaporization 
chamber 60 processes fuel into vaporized gas. The vaporized gas passes 
through the perforated baffle 62 to equalize the distribution of gas 
between the prevaporization chamber 60 and the vaporized gas distribution 
chamber 63. The vaporized gas-air mixture layer on the flame bed 53 
produces a flame stream 9 which forms a flame wrapping boundary layer of 
the ramjet stream 7 in the combustion chamber to insure that the high 
velocity ignition achieves a high velocity ramjet stream 7. 
FIG. 9 shows the compressed airstream 45 intercepted by fuel injection 
spray 46 downstream of the compressed air shooting slot 42. Ignition at 
the confluence produces a primary flame stream 6 of the ramjet. The 
primary flame stream 6 is intercepted by a secondary flame stream 9 from 
flame bed 53 in the ignition-combustion chamber 50 resulting in an 
acceleration in the velocity of combustion and producing a ramjet stream 
7. 
FIG. 4 shows the downstream end inner edges 55 of the combustion chamber 
walls are tangentially joined with the exit nozzle 8 of the turbojet 
engine 105, and the outer edges 56 of the combustion chamber walls which 
peripherally extend to a flattened oval thrust nozzle 11 terminating with 
the ram thermal stream annular slot 59 connected from the ram 
constriction-pressure plenums 3 that functions to guide the ram thermal 
stream power generation by direct transfer into the aerodynamic 
lift-thrust generating channel. 
FIG. 10 shows the ramjet streams 7 tangential interaction with the turbojet 
stream 8 through the turbo-ram induction jet oval thrust nozzle 11. 
FIG. 9 shows the compressed air shooting through the ramjets when operated 
during low speed flight. The velocity pressure in the ignition-combustion 
chamber is greatly increased by the thermal bounding of the primary flame 
stream 6. The production of the ramjet thrust during low speed flight is 
achieved by the primary flame stream 6 heated in the prevaporization 
chamber 60 of the secondary flame system on the combustion chamber wall 
52, with fuel injection and ignition of the vaporized gas-air mixture 
producing the secondary flame stream 9 on the flame bed 53 of the 
combustion chamber wall, functioning as a flame wrapping-thermal boundary 
layer of the ramjet streams 7. The ramjet streams are combined with the 
turbojet stream at the oval thrust nozzle 11 producing the backburning 
oval thrust stream 14. 
FIGS. 1, 2 and 3 show the flattened oval thrust nozzles 11 mounted at the 
inlet of the aerodynamic lift-thrust generating channel located above the 
leading edge 69 of the vacuum cell wing 20 and below the outlet of the jet 
thrust peripheral flow recycling duct 17. The vacuum cell wing 20 is 
mounted on the channel walls 86 by means of pivotal bearings 22 and the 
drivable bearings 23, the drivable bearings operatively engaged with 
actuators to control the wing deflecting incidence angle relationship with 
the flattened oval thrust nozzle 11 where drivable bearings modulate the 
wing incidence angle from minimum position 23 to maximum position 23'. 
FIG. 10 shows the ram thermal stream paths in the power plants and 
aerodynamic heated steam paths in the perimeter of an airframe. The 
aerodynamic thermal generating ram constriction vane diffuser 30 generates 
a freestream throat 3T of the ram thermal stream in the air plenum-engine 
pod 3 on the front of the ramflow inducing nozzles 4 and 5. The ram 
thermal stream on the throat downstream of ramflow inducing nozzles 4 and 
5 receives additional energy input Q and produces the ramjet streams 7 
which are combined with the turbojet stream 8 in the ram-turbo induction 
jet oval thrust nozzle 11 then flow over the vacuum lift-thrust wing 20 in 
the aerodynamic generating channel. 
FIG. 10 shows the aerodynamic compression heating on the shockcone of an 
airframe produces a ram thermal stream, some of which is passed into the 
hollow space 84 flowing into the aerodynamic lift-thrust generating 
channel through the orifices 87 on the channel walls 86. The ram thermal 
stream 88 on the diverging contour of the channel walls functions as a 
thermal bounding boundary layer between the thrust stream 15 and the 
channel walls 86, thereby increasing the effective thickness of the 
boundary layer and also aerodynamically lubricating the channel walls to 
reduce frictional loss due to shearing of the thrust stream against the 
channel walls. 
FIG. 10 shows the aerodynamic compression heating on the forward wedge 
perimeter has a water inlet 303 at the forward nose 101 and steam outlets 
304 at the ends of steam passageway 305. The aerodynamic heating zone 201 
of the perimeter generates steam through a plurality of steam passageways 
which conduct the steam to the aerodynamic expansion cooling zone at the 
rearward wedge perimeter 202, condensing the steam, with the condensate 
flowing into the receiver tank 300 connected with the feed water pump 301 
which recirculates the condensed water to generate the steam on the 
forward section of the airframe. FIG. 11 also shows the steam injection 
streams 310 and 311 for the skin temperature cooling of the ram thermal 
stream paths in the power plant and the aerodynamic generating channel. 
FIG. 11 shows the dynamic pressure of the spreading oval thrust stream 14 
which entrains the tangential airflow of the secondary airstreams. This 
induces the recycling jet stream 12 and the surrounding airstream 13. The 
recycling jet stream 12 is drived from the jet thrust peripheral stream 
16, a portion of which is diverted into the forward section of the upper 
portion of the main generating channel through the reverse flow duct 17 
system. A surrounding airstream 13 is induced into the forward section, 
lower portion of the main generating channel through the secondary air 
inducing gap. 
The secondary air streams are tangentially merged with the primary air of 
the backburning oval thrust stream 14, to produce a flattened jet thrust 
stream 15 in the diverging contours of the main generating channel flow 
located over the vacuum cell induction lift wing 20. 
The recycling of the jet stream increases the mass flow of the thermal 
stream and reduces the stream separation in the upper portion of the main 
generating channel. The recycling jet thrust peripheral stream functions 
as the heat-mass recovery of the induction aerodynamic system, which is 
like a thermal flyweel pushing against the surrounding airstream 13 to 
achieve a dramatic conservation of thermal energy in the main generating 
channel used for production of the induction aerodynamic lift-thrust 
forces. 
An advantage of the jet recycling is that a reduction of stream separation 
and an increase in the thickness of the boundary layer at the ceiling 
portion of the main generating channel is achieved. This results in a 
reduction of the shear-stress and of the turbulence in the upper portion 
of the main generating channel. This design service to inhibit cavitation 
between the thrust stream 15 and the ceiling panel 19 and reduces the 
tendency of cold air to mix into the thrust stream in the upper portion of 
the main generating channel. This enhances the thermodynamic effects 
produced by the temperature differential which exists between the lower 
and the upper portion of the main generating channel. 
The temperature of the flattened jet thrust stream 15 in the upper portion 
of main generating channel is higher than that in the lower portion 
thereof, the lower portion being mixed with more of the surrounding cold 
air in a given span of the airstream path. The lower portion mass flow 
density is, therefore, greater than that in the upper portion. This 
increases the stream dynamic pressure on the top panel of an airfoil wing 
and enhances the vacuum pressure generated by the flattened jet thrust 
stream 15 on the vacuum cell induction lift wing 20. 
FIGS. 11 and 12 show the vacuum cell induction lift wing 20 which is 
operatively coupled to the flattened jet thrust stream 15. The flattened 
jet thrust stream is substantially parallel with the top panel of the 
vacuum cell induction lift wing 20 and functions to generate the vacuum 
within the vacuum cell 27. The vacuum pressure gain in the vacuum cell 27 
and resultant vector force is varied by the incidence angle "a" of the 
wing 20. The vacuum pressure creates or adds to the lift-thrust forces on 
the wing 20. The dynamic pressure of the flattened jet thrust stream 15 
flows over the vacuum cell wing 20 with a variable incidence angle "a" 
which has a minimum and maximum incidence angle "a" relative to the 
flattened jet thrust stream 15. FIGS. 1 and 2 show that the wing 20 is 
mounted on the channel walls 86 through a fixed bearing support 22 located 
adjacent the leading edge 69, and a drivable bearing support 23 located 
adjacent the trailing edge. The drivable bearings are linked with and 
driven by hydraulic actuators for controlling the wing incidence angle 
"a". FIG. 12 shows the extreme incidence angle "a" of wing position during 
low speed flight. FIG. 13 shows that the wing has partitions 25 which 
divide a hollow interior cavity into individual cells 27. Each cell has a 
vacuum induction slot 26 which extends from the front face partition 25 of 
the cell and which is inclined rearward of wing. 
FIG. 13 shows that the vacuum pressure extends to the top surface of the 
wing to create a vacuum field 90 over a large area of the wing top panel. 
This stimulates the lift force Li to be generated on the wing by the 
flattened jet thrust stream 15. Also, an induced drag Di is generated 
which fraction of the lift that is parallel to the flowfield and equals 
the Li tangent of the angle "a" between the wing chordline and the 
flattened jet thrust stream 15. 
FIG. 14 and 15 show the minimum incidence angle of the wing in position 
during high speed flight. The vacuum is formed in the individual vacuum 
cells 27 stimulating the vacuum through the vacuum induction slots 26. 
The vacuum vector gain in the vacuum cell is on the rear portion of the 
vacuum induction slots which stimulates a forward driving vacuum vector 
directed toward the thrust stream. The forward driving vacuum force PvAw 
gain on the wing cell is greater than the backward driving vacuum force 
PvAs gain on the vacuum induction slots, the net exceeding force creating 
the wing vacuum pull power. The wing vacuum pull power is generated on the 
speeding local wing component which promotes the forward thrust and which 
accelerates the aircraft in response to the active vacuum in the vacuum 
cell wing. 
The active vacuum within the vacuum cell defines a clearance gas volume. 
The vacuum cell induction lift wing is operated substantially without 
vapor in the cell, therefore, there is nearly zero leakage of clearance 
gas volume. The pressure of the suspended clearance gas volume is in 
proportion to the shearing stress of the flattened jet thrust stream. The 
stimulated vacuum pull power in the vacuum cell is held in pressure 
equilibrium by the dynamic pressure of the flattened jet thrust stream. 
The pressure in the vacuum cell occupied by the residual clearance gas 
volume maintains the up-stroke of vacuum and stimulates a nearly constant 
vacuum power. The high vacuum is characterized by transitions from a 
viscous to a molecular flow of the clearance gas volume, meaning that the 
molecules collide more often with the tangential lip of the vacuum 
induction slots 26 and walls 25 of the vacuum cells 27. The pressure force 
of the colliding molecules is perpendicular to the surface of the vacuum 
cell. The resultant vector of the vacuum is directed by the alignment of 
the vacuum induction slots 26 which stimulates a stretched vacuum force on 
the top panel of the airfoil shaped vacuum cell induction lift wing 20. 
FIG. 13 shows the vacuum pressure vector which is tangent to the flattened 
jet thrust stream 15 due to the incidence angle "a" of wing for lift force 
Li generation. The pressure force is directed rearward thereby generating 
an induced drag Di force on the wing. 
The primary force of the flattened jet thrust stream 16 induces a secondary 
force of the vacuum field on the vacuum cell wing. This is analogous to 
the principle of the primary power of the electric transformer inducing a 
secondary force in a magnetic field. The vector of the magnetic field is 
directed to its poles, and likewise, the vector of the vacuum field is 
nearly normal to the flattened jet thrust stream at the incidence angle of 
the wing. 
FIG. 13 shows the normal vector which is created by the induction 
aerodynamic lift force Li, and the tangential component of the lift force 
which is created by the induced drag force Di. The lift and drag forces 
are generated simultaneously on the vacuum cell induction lift wing 20. 
The balancing of these forces occurs at the wing surface, and is a 
function of the velocity-density of the flattened jet thrust stream and of 
the incidence angle "a" of the vacuum cell induction lift wing. The 
induction aerodynamic lift force Li balances the gross weight W of the 
aircraft and the induced drag Di balances the gross thrust force F. This 
equilibrium of the forces enables the aircraft to achieve a hovering 
capacity in mid-air and the controlling of the lift-thrust forces enables 
the aircraft to achieve vertical take-off to ultra hypersonic flight. The 
variation of lift and thrust forces are introduced by the flow geometry of 
the flattened jet thrust stream in the aerodynamic lift-thrust generating 
channel. The flow geometry of the aerodynamic lift thrust generating 
channel is varied by the incidence angle "a" of the vacuum cell induction 
lift wing (the angle of the wing chord line relative to -he flattened jet 
thrust stream). 
FIG. 12 shows that the wing, when positioned at a maximum incidence angle 
"a", decreases the flow geometry adjacent to the leading edge 69 of the 
wing and increase the flow geometry adjacent to the trailing edge of wing. 
This means that the channel shaping action is divergent to the rear and 
the divergence can be varied by changing the deflection of the wing 
positions. The wing is positioned in the maximum incidence angle "a" for 
VTOL capacity generation and low speed flight. 
FIG. 14 shows the wing when positioned at a minimum incidence angle with 
the top surface of vacuum slot wing positioned nearly parallel with the 
beam-line of the flattened jet thrust stream 15. The wing is operated in 
this position during high speed flight which means that the vacuum cell 
induction lift wing functions as a vacuum pull power generating wing. 
FIG. 15 shows the vacuum cell induction lift wing positioned at a minimum 
incidence angle to form the forward pull vacuum vector generating wing. 
The vacuum vector is perpendicular to the internal surfaces of the vacuum 
cell and the magnitude of pressure is directed to vacuum induction slots 
26. The direction of pressure may be varied by the geometry motion of 
vacuum cell which, in turn, is related to the location of vacuum induction 
slots. FIG. 15 shows the location of vacuum induction slots 26 positioned 
adjacent to the front partition 25 of the vacuum cell wing. The vacuum 
cell induction lift wing is converted to a kinetic vacuum power generating 
wing during high speed flight. 
FIG. 14 shows the wing having a leading edge 69 which is positioned on the 
lower-inlet portion of the thrust generating channel and adjacent to the 
oval thrust nozzle 11. A surrounding airstream gap is formed between the 
flat span of the oval thrust nozzle 11 and the leading top panel of the 
airfoil shaped vacuum cell induction lift wing 20. The forward speeding 
airfoil wing generates a high velocity oblique ram-airstream 13' through 
the surrounding airstream gap which passes over the leading top panel of 
the airfoil wing 20. 
The high velocity oblique ram-airstream 13' tangentially interacts with the 
backburning oval thrust stream 14 by constricting the stream to a critical 
pressure at the leading section of the thrust generating channel. This 
causes the high velocity momentum of the oblique ramstream 13' to 
tangentially interact with the thermal energy of the backburning oval 
thrust stream 14. Also, the thrust stream 14 merges with the recycling 
airstream 12 at the forward section of the rearwardly elongated thrust 
generating channel. The tangential interaction develops the critical 
pressure at the high velocity freestream throat 14T located at the leading 
section of the thrust generating channel. 
The basic principle of hypersonic speed generation is that the control of 
velocity in the thrust generatIng channel is achieved by the oblique 
ramstream 13' and the backburning oval thrust stream 14. In addition, 
flight speed is accelerated by the wing vacuum pull power relative to the 
dynamic pressure of the flatten jet thrust stream 15 flowing over the 
vacuum cell wing 20. The velocity of the expanding oblique ramstream 13' 
is faster than the free stream velocity of the flight speed, meaning that 
the velocity of the backburning oval thrust stream 14 is slow than the 
velocity of the oblique ramstream 13' during hypersonic flight. 
The velocity of the airstream, before the freestream throat 14T in the 
forward section of the thrust generating channel, will immediately attain 
hypersonic velocity due to the density changes resulting from the 
combination of the backburning oval thrust stream 14 with the recycling 
airstream 12. The density changes are subjected to higher velocity 
activation by the oblique ram-airstream 13' and the thermal effects of the 
backburning oval thrust stream 14 which is enhanced by the tangential 
interaction of thermal and kinetic energy. Flow through hypersonic 
freestream throat 14T is accelerated by the tangential interaction of the 
thermal energy of the back-burning oval thrust stream 14 and the momentum 
of the oblique ram-airstream 13'. Therefore, the action of the backburning 
oval thrust stream 14 produces forward propulsion during low speed to 
supersonic flight. The action of the backburning oval thrust stream 14 is 
a thermal effect which interacts with the high velocity oblique 
ram-airstream 13' during hypersonic flight to produce an expanded 
hypersonic thrust stream in the diverging contour of the thrust generating 
channel after the freestream throat 14T which then flows over the vacuum 
power generating wing 20. 
The wing vacuum power generation is illustrated in the FIG. 15. The 
individual cells 27 are fabricated by front partition 25 and a rear 
partition 25' within the hollow wing. The vacuum induction slot 26 extends 
from the front partition 25 and is inclined toward the rear on the top 
panel of the vacuum cell wing 20. The thrust stream flows parallel and 
rearward on the top panel of the vacuum cell wing and flows in a laminar 
manner over the vacuum induction slots 26 to induce a vacuum within the 
wing cell. A vacuum vector is produced on the interior surface of the wing 
cell with the pressure exerting a force which is directed to the vacuum 
induction slots 26, creating a vacuum pressure cylinder in the wing cell, 
which vacuum pull force is a beating force to the thrust streamward. 
The forwarding vacuum pull force gain on the vacuum pressure cyclinder of 
the wing structure is transmitted to the airframe structure through the 
wing supports. This promotes the forward speed with the vacuum pull force 
generated on the wing. 
The vector distribution of vacuum pull force in the vacuum cell wing 
depends on the location of vacuum induction slot on the top panel of the 
wing relative with the directiOn of the thrust stream. For example, if the 
vacuum induction slots are adjacent to the rear face of the partition 25', 
the pressure vector is directed toward the rear. This creates a strong 
drag force which is generated on the wing. On the other hand, if the 
vacuum induction slots 26 are located adjacent to the front face of the 
partition 25, as shown in FIG. 15, the resultant pressure vector is 
directed forward. This creates a strong forward pull force on the wing. 
FIG. 15 shows the intensity of the kinetic vacuum pressure Pv is equal 
pressure on t he induction slot area As and in the cell area Aw. The 
motion geometry of the open pair vacuum link defining: (a) induction slot 
area As is the vacuum driver, and (b) cell area Aw is vacuum driven. The 
vacuum driven area Aw is much greater then that of the vacuum driver area 
As over the equal intensity of vacuum pressure Pv. The work rate of the 
driver and the driven is equal, creating of the driven force PvAw is 
greater than that of the driver force PvAs. The driver force PvAs is 
suspended by the dynamic pressure of the backward flowing thrust stream 
and open link pair with the forward directing vacuum vector chamber 27. 
The driver force PvAs is directed backward and the driven force PvAw is 
directed forward. Therefore, the vacuum cell wing generates its vacuum 
pull force during high speed flight with a minimum incidence angle of the 
wing relative to the thrust stream. 
The vacuum cell wing generates the lift force during low speed flight at a 
maximum angle of the wing relative to the thrust stream by adjusting the 
incidence angle of the wing relative to the speed of flight. The action of 
the wing being converted to a vacuum pull force generating wing during 
high speed flight. This means that the aerodynamic lift generating channel 
is converted to an aerodynamic thrust generating channel. The wing vacuum 
pull power is independent of the relationship between the air cushion 
thrust and the speed of flight. Thus, the wing vacuum pull power is 
generated on the speeding local wing component which further accelerates 
the forward speed of the aircraft. 
The vacuum pull power is generated by the tangential stress of the thrust 
stream relative to the density and velocity of the flattened jet thrust 
stream. The velocity of the flattened jet thrust stream is generated by 
the tangential interaction of the backburning thermal energy of an oval 
thrust stream, the velocity momentum of an oblique ram-airstream and the 
thermal mass of a recycling airstream. Combination of the above three 
components of thermal, momentum and mass effects generate a hypersonic 
thrust stream in the aerodynamic thrust generating channel resulting in 
the ultra hypersonic aircraft.