Hypersonic Space Airplane

Back in the July 2000 issue of Popular Mechanics, on page 28 there was a small article about my phone invention. Half way down on the left in the Technology Watch section:
Phone Pad Lets Deaf Call 911
A new way of arranging letters on a telephone will give access to 911 emergency service, even from pay phones. The ability to send words over phone lines is hampered by the lack of a Q, space or Z on keypads.
    Placing the missing characters over the number 1 lets you send the entire alphabet, says James Burrell. His company, AM Research of Union, N.J., (www.8key.com) won a patent for the idea. He says he will license it to 911 centers for a dollar a month. AM has a similar system for use as a one-hand keyboard that helps to prevent carpal tunnel syndrome by reducing hand motion.

To my surprise, on page 22 of the July 2000 Popular Mechanics issue, is the Hypersonic Space Airplane design I gave to NASA after the January 28, 1986 Space Shuttle Challenger accident.
July 2000 Popular Mechanics Rocket Inhales Its Way Into Orbit Hypersonic Space Airplane

NASA believes a new type of propulsion system will make it cheaper to fly to the international space station.
    Known as a combined-cycle rocket engine, it inhales oxygen from the atmosphere for about half of its flight. Conventional rockets use oxygen stored on board. In both cases the gas supports fuel combustion. Using an external oxygen supply will lower a vehicle's launch weight. At $10,000 a pound to reach orbit, this substantially reduces launch costs.
    The latest tests at the Marshall Space Flight Center in Huntsville, Ala., demonstrated what engine performance would be like during low-speed flight, when high thrust levels are needed to push the rocket through Earth's atmosphere.

Three years ago, June 2, 2001, the first X-43A came apart in flight and crashed into the sea a few seconds shortly after launch. NASA finally tested the supersonic air breathing ramjet / scramjet rocket engine design on the 2nd X-43A on March 27, 2003. The X-43A took off at 12:40 p.m. PST from NASA's Dryden Flight Research Center at Edwards Air Force Base, California. The X-43A was mounted on a modified Pegasus booster rocket carried by NASA's B-52B launch aircraft. The rocket carried the X-43A up to 95,000 ft. over the Pacific Ocean, where the X-43A flew freely for several minutes and the air breathing scramjet rocket engine operated for about 10 seconds. The unpiloted 12-foot-long scramjet-powered vehicle briefly flew under its own power at seven times the speed of sound, almost 5,000 mph. The Hyper-X research program is designed to test alternate propulsion technologies for space and high-speed flight within the atmosphere. The NASA Hyper-X / X-43 program's aerodynamics lead, Walt Engelund of NASA's Langley Research Center in Hampton, Va., directs and oversees the aerodynamics-related activities for the X-43A. Engelund spends his time using wind tunnel testing, computer analysis, and computer model development. Griffin Corpening is the chief engineer on the unmanned X-43A hypersonic research aircraft at NASA's Dryden Flight Research Center at Edwards Air Force Base in California. Before coming to Dryden, Corpening worked at the Johns Hopkins University Applied Physics Laboratory in Columbia, MD as well as at the University of Maryland, where he studied under two of the world's leading hypersonic and scramjet experts. NASA's Langley Research Center in Hampton, Va., manages and funds the X-43A project. The engine configuration and data on the tested X-43 scramjet rocket engine is probably classified. When I gave NASA the space airplane design I also submitted the primary and secondary air burner arrangement for the combined cycle rocket engine. I do not know if they used both air burner arrangements. I did not give NASA my secondary cycle rocket engine configuration for space travel. The combined cycle rocket engine I designed uses the compressed air flowing along the fuselage of the space airplane as a fuel source. Using an air breathing combined cycle rocket engine and the compressed air along the fuselage as a fuel source reduces the aircraft's engine weight significantly because the engine is part of the outside fuselage.

The original hypersonic space airplane drawings I sent to NASA did not have the cargo bay doors drawn on top of the space airplane. I forget who I was talking with at NASA, but they made me re-submit the space airplane drawings a second time with the cargo bay doors drawn on the top of the space airplane design. I did not have the money nor the means to test my space airplane design or air breathing combined cycle rocket engine and thrust vectoring technology, so I just gave it to NASA. This all happened around 15 to 20 years ago. Look how long it has taken for NASA to get this far with my space airplane design. If I had filed a patent on my space airplane design, the patent would be almost ready to expire. I'm not worried, there are so many things I made sure not to disclose to NASA. I have the original space airplane design from before the January 28, 1986 Space Shuttle Challenger accident and a few space airplane designs that were redesigned after the Space Shuttle Challenger accident. The engineers at NASA could not understand why the space airplane design I gave them did not have any wheels for landing. The space airplane was designed to land on water in case of an emergency or on the back of an aircraft designed to retrieve the space airplane in mid-air. Getting rid of the wheels and wheel wells provides more room for fuel and cargo. An intercontinental commercial version of the space airplane would not require as much fuel and would require wheels for landing on runways. The hypersonic space airplane design can easily be adapted for high speed intercontinental aircraft capable of reaching speeds of 5000 miles per hour.

The world's most powerful jet engine, the GE90-115B, has finally been completed by General Electric, making it possible to power the space airplane launch/retrieval aircraft that I also designed for the hypersonic space airplane. The GE 90-115B produced 127,900 pounds of thrust and was certified by the FAA. with up to 115,000 pounds of thrust. Using rockets to launch things into space is very expensive and very dangerous. So far 2 space shuttles have been destroyed. The space airplane launch aircraft I designed takes off from a long runway and brings the space airplane into the upper atmosphere, where the space airplane is then launched. I have made so many changes and improvements to the space airplane's design, combined cycle rocket engine design and launch aircraft since I originally submitted my designs to NASA. Sooner or later NASA will have to contact me, James Burrell, if they want increase the efficiency of my new space airplane design and air breathing combined cycle rocket engine design. For anyone skilled in the art, I have not provided enough information for one skilled in the art to build or use my invention. Therefore, this would not be considered a full disclosure or even a partial disclosure. Hey NASA, you probably just lost my phone number or misplaced it, so if you would like to contact me Click Here. If anyone reading this knows where the 3 dimensional drawing of my space airplane is stored at the Marshall Space Flight Center, please let me know who to contact about finishing my space airplane design. I sent an email to the Marshall Space Flight Center and all NASA returned to me was an email with a link on their website for "GUIDANCE FOR THE PREPARATION AND SUBMISSION OF UNSOLICITED PROPOSALS". NASA I have already submitted on paper, more than 15+ years ago, my unique and innovative unsolicited proposal, my space airplane which is shown on page 22 of the July 2000 Popular Mechanics issue, to further the Agency's mission. Now that NASA has proven the feasibility of the air breathing combined cycle rocket engine, I would like to give NASA the rest of my space airplane design, so NASA can finally build my space airplane design.

The space airplane launch aircraft I designed will be the largest aircraft ever built by man. In the mid 80's I came across two boxes of thin cardboard paper cutout airplanes called "White Wings". "White Wings" were designed by an engineer, Dr. Yasuaki Ninomiya, with a Ph.D. in the field of microwave measurement theory. With the skill of a surgeon, I took the greatest care in meticulously cutting out all the cardboard parts. Instead of using a scissor to cut out the parts, making the edges jagged and imperfect, I placed the cardboard parts on a flat surface and used sharp razor blades for perfect edges. After intricately cutting, gluing and assembling, I was really impressed with how much the planes looked like their real life aircraft counterparts and how well they were designed and balanced. Using the same gauge cardboard paper and glue, I started building prototypes of my aircraft designs. I built short airplanes & long airplanes, thick airplanes & narrow airplanes, airplanes without canards & airplanes with canards. After completing all the airplane prototypes, I brought the "White Wings" airplanes and my airplane prototypes to an inside basketball court on a non-windy day. I tested the "White Wings" airplanes over and over again, trying to get them to fly straight. After countless flights and continually adjusting the "White Wings" airplanes, only a couple of the airplanes flew almost strait and only a couple of the airplanes flew halfway across the gym floor. I then gave up on the "White Wings" airplanes and finally began testing my aircraft prototypes. I started with the shorter aircraft prototypes, which flew almost perfectly straight and were almost hitting the wall on the other side of the basketball court. As I increased the length and size of my aircraft prototypes, the aircraft prototypes flew perfectly straight and were all hitting the wall on the other side of the basketball court while in flight. The space airplane launch aircraft is a scaled up adaptation of my aircraft design prototypes that I built and tested in the mid 80's. When I originally approached NASA and Boeing with my aircraft design ideas, engine designs and trust vectoring technology they told me I was 20 years ahead of my time and they were not interested. Well, almost 20 years have now past.

In 2003, I also submitted an aircraft carrier design to the US Department of the Navy that will attain speeds in excess of 100 miles per hour. After submitting one of my aircraft carrier designs to the Navy, the Navy never returned my phone calls. I approached the Navy because I wanted to have an aircraft carrier to land the space airplane launch/recovery aircraft onto. The Navy does not have an aircraft carrier fast enough or large enough to land any large aircraft. I have also redesigned the combined cycle rocket engine into a continuous wave electro-magnetic hydro-dynamic thrust engine for marine and sub-marine use. The submarine disclosed in the movie "Red October" uses a pulsed wave electro-magnetic hydro-dynamic thrust engine.

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