LIFE BEYOND THE HORIZON

<<<>>> LIFE BEYOND THE HORIZON <<<>>>> Benjamin Gal-Or <<<<>>>> AUG.11, 2019 <<<>>>

LIFE BEYOND THE HORIZON

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PREFACE "Gal-Or launches a new spirit of inquiry by his excellent and thought provoking writings. I would recommend awarding a prize and would hope that this would serve to focus attention on a most important subject.” Gold Award by NEW YORK ACADEMY OF SCIENCES) "This is a great book, and an exciting book; readable, worth reading and enlightening."

Sir Karl Popper, one of the Greatest Philosophers of Science "Evokes a person heart !!

Has generated a large number of responses from around the world, some declaring that it has turned them into “Gal-Orians”. Since the thought presented by this book is so rich, translators of our country should recommend this book with all their intellectual power."

Chinese Academy of Sciences "A Master Piece. The well-known author bases his philosophy on a very sound knowledge of present-day scientific theories. " Indian Journal of Physics "I do not know a better modern expression of science, philosophy and classical humanism than that of Gal-Or’s book." HaAretz Daily "We are all Gal-Orians", Editor, Foundations of Physics "This is one of the most beautiful books that I have read."

Outstanding Books List

"Tour de force. A magnificent and sustained piece of work!

Gal-Or’s net is widely cast – it reaches as far as science policy and political philosophy."

A. Cottrell, V. Chancellor, Cambridge University "Appeals to scientists of all disciplines who are prepared to open their minds. Shines a welcome light in some dark corners of science.

Sir Karl Popper, in a Foreword, correctly describes it “a great book”. New Science Magazine "The works of scientists like Gal-Or, Bohm, and (Noble Prize-Winner) Prigogine provide important resources. Prigogine's formalisms do not really tell us how irreversible change emerges from reversible [mathematics]. (in this Gal-Or is superior)."

The Crisis of the Sciences

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<<<>>> LIFE BEYOND THE HORIZON <<<>>>> Benjamin Gal-Or <<<<>>>> AUG.11, 2019 <<<>>>

Recommended by Encyclopedia Britannica,

"Nature, Philosophy of"

"Gal-Or’s “beauty” has always been the object of science, which, he lyrically observes as “a most fundamental aesthetic frame of mind, a longing for the run-away horizons of truth and symmetry that we always try to reach.”

Order Amidst Chaos, Enlightenment

"Einstein's time-symmetric tensor was elevated by Gal-Or’s “New Astronomical School of Unified Thermodynamics” to the status of the source of “Master Asymmetry” controlling not only irreversible thermodynamics, but all physical and biological phenomena!

Gal-Or calls “GRAVITISM” (his philosophy) that gravitation is the prime cause of structures, irreversibility, time, geo-chemical and biological evolution -- that the expansion of the universe is the cause of the second law of thermodynamics -- that microscopic physics, and thermodynamics in particular, cannot be understood without reference to cosmology.

He ties “irreversibility” to the “expansion of space itself”, i.e. as far as space is expanding, the contribution of all kinds of radiation in space is weakened “irreversibly” due to the expansion phenomenon itself.

Such loss, or “degradation” of energy in the depth of inter-cluster expanding space, may then be considered as a universal sink for all the radiation flowing out of the material bodies in the expanding universe.” Advancement of Physics AMERICAN JOURNAL OF PHYSICS: “Gal-Or's remarkable book sees and seizes the world whole.

He emphasizes that all scientists operate under some set of philosophical prejudices, and that failure to acknowledge this is self-delusion. Furthermore, he argues that a failure to attend to the philosophical base of physics leads to an empty scientism.

His work is challenging on many levels, constituting a review 'with derivations' of general relativity 'as applied to cosmology', thermodynamics, the current state of theoretical particle physics, astrophysics, as well as a summary history of western philosophy, 'especially the philosophies of time and mind' and critiques of western society, the intelligentsia and the relationship between academic science and government.

One 'and perhaps the central' theme explored, is that of the interplay between symmetry and asymmetry.

His primary interest is not in the recent progress in the unification of forces in gauge theory, although he finds support in it for his Einsteinian outlook, but is rather time, time's arrow, and the asymmetry between past and future. Around time are accumulated discussions, both mathematical and philosophical, of thermodynamic reversibility, time reversibility, the nature of causality, and the use of advanced and retarded solutions to wave equations.

The second major theme is that of gravity and its overwhelming domination of the actual form of the universe, at all scales.

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The combination of these themes is not accidental; they are point and counterpoint to his thesis that the time asymmetries are connectable to and perhaps even determined by the master asymmetry given by the gravity of general relativity: the remorseless cosmological expansion.

He argues that only the expansion can provide the unification of time asymmetries.

The expansion provides, among other things, an unsaturable sink for radiation, which, in turn, permits the establishment of gradients in temperature and density, which provide the basis for the physical process that leads to life.

He also criticizes the sloppy and improper use of the concepts of entropy 'and the related notions in information theory' and quantum indeterminism, especially as covers for an inadequate understanding of temporal asymmetries.

Taking an Einsteinian position on the interpretation of quantum mechanics, he looks forward to revitalization of Einstein's quest for a deterministic interpretation of quantum events.

The value of this book lies in the challenging combination of ideas which Gal-Or presents, which goes far beyond what can be sensibly described in a review.

[This] work may be too large to digest as a text in these days of the decline of academic institutions "as Gal-Or describes them", but that will be the loss of both the faculty and the students.” AMERICAN JOURNAL OF PHYSICS “I have in the meantime studied your book, with great interest, and made pages of notes on it.

I feel as if I had been on numerous walks and talks with you on the great questions, and know that would be great to go on with them!

Who cannot be impressed by your love for the great men of all times and all countries, by your phrase “working back and forth between theory and fact”, by your belief that philosophy is too important to be left to the philosophers, by your concern for where thought and language lie in the scheme of things – and by so much more!

I continue to reflect, again and again, on your central thesis that expansion is the origin of all asymmetry in time. What an ingenious phrase is your, “smuggle irreversibility in without declaring the contraband”!

I regard your book as seeking to accomplish two tasks – and being two books – at the very least One is the exposition of your central thesis, with clarity, and careful mustering of every argument pro and con that can lead to testable consequences.

I don’t see how it is possible to do proper justice to a thesis of such importance by mixing it in with the other great task.

That is to give students an appreciation of the unity of philosophy and modern physics. You do both tasks far better than I could hope to.

I give you my personal thanks for putting the two books into a pacackage that I personally have found most thought-provoking.”

Prof. John Wheeler, Inst. of Advanced Studies, Princeton University

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"Most astrophysicists, cosmologists and astronomers agree that the biblical account of cosmic evolution, in stressing `a beginning´ and the initial roles of `void,´ `light´ and a `structure-less´ state, may be uncannily close to the verified evidence with which modern science has already supplied us" Prof. Victor F. Weisskopf from MIT, quotes from CPP in a Scientific American article “Lecture one [in Volume I] affirms that the stress placed by Genesis on ‘beginning’ and the initial roles of ‘void’, ‘light’ and a ‘structure-less’ state, “may be uncannily close to the verified evidence with which modern science has already supplied us.”

Christian Apologetics Journal “One of the best books on the totality of the sciences & the universe. It was one of the favorite books of Sir Karl Popper. It looks at physics and the universe as a totality of the mathematical philosophical understanding. It also combines the physical concept of time with human psychological perception and brain understanding of languages.”

Robin forumhub.com/expr/@202.54.92.222 EU READER: YOUR BOOK CHANGED MY LIFE. U.S. STUDENT IN NAVY GRADUATE ACADEMY: Following your book in my works provided the highest grades in my life.

CV 1.

Benjamin Gal-Or was born Benjamin GALLER in BRITISH PALESTINE on August 8, 1933.

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Post serving as IDF Artillery Officer as a farm-boy from Kfar Hess without high school education, he was accepted as FREE-HEARING STUDENT by the TECHNION ISRAEL INSTITUTE OF TECHNOLOGY, (TIIT).

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TIIT acceptance had led to B.Sc. in 1959, M.Sc. in 1961 and D.Sc. in 1964, all in Chemical Engineering and, in 1964, INVITATION to the USA by The Johns Hopkins University.

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Today he is an Israeli citizen and American subject.

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1964-1966 Assistant Professor of Chemical Engineering, The Johns Hopkins University, USA.

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1966-1968 Associate Professor of Chemical Engineering, The University of Pittsburg, USA.

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1968-1972 Joint Associate Professorship: TIIT-AEROSPACE, Israel & University of Pittsburg, USA.

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1969 Chair in U.S. INTERNATIONAL CONFERENCE No.1 on RELATIVISTIC AND CLASSICAL THERMODYNAMICS. [Proceedings by 1970 book are followed by expanded, 1974 book "MODERN DEVELOPMENTS OF THERMODYNAMICS"]. PRESENTING THE FUNDAMENTALS OF REVOLUTION 2.

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1972 GOLD MEDAL AWARD FROM THE NEW YORK ACADEMY OF SCIENCES for the

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development of the NEW ASTROPHYSICAL SCHOOL OF EINSTEIN'S-GRAVITY-RELATIVISTIC THERMODYNAMICS, (REVOLUTION 2), [Published international reviews and private comments on CPP provided above.].

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1972-PRESENT TENURED PROFESORSHIP AT TIIT, RETIRED WITH PENSION ABROAD SINCE 2001.

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1979 Chair of the INTERNATIONAL CONFERENCE-EXHIBITION, IN HAIFA, ISRAEL: 150 PRESENTED INTERNATINAL PAPERS PUBLISHED LATER N THE 1983-ESTABLISH THE INTERNATIONAL JOURNAL OF TURBO AND JET ENGINES [SEE 1983-to-PRESENT EDITORIALS in REFERENCES PROVIDED BELOW].

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APRIL 2, 1986, A78402 FILED IN JERUSALEM PATENT OFFICE TO PROTECT 1968-1986 CONFIDENTIAL TRADE SECRETS AS LEGAL BASE OF THE FIRST REVOLUTION.

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1986 A78402 TRADE SECRETS INVITED TO U.S. BY U.S. DEFENSE CONTRACTOR BOEING TO SUBMIT THEM CONFIDENTIALLY TO USAF TO WIN 1986 ATF (YF-22) PROGRAM USAF APPROVAL.

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AUGUST 25, CLASSIFIED 1986 A78402-IMPORT-CONTRACT (PIA) CO-SIGNED IN KANSAS, USA.

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OCTOBER 6, 1986 CLASSIFIED TRADE SECRETS DESIGN DRAWINGS SPECIFIED BY 1986 A78402IMPORT-CONTRACT (PIA) CO-SIGNED IN KANSAS, USA DELIVERED.

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1991 A78402 TRADE SECRETS WIN ATF (YF-22) WIN OVER YF-23 RIVAL THAT LACKS A78402 REVOLUTION, BECOMING THE US $67 BILLION SUPERIORITY STEALTH-SUPER-AGILE F-22 RAPTOR PROGRAM.

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2004 TO PRESENT LITIGATIONS RE UNPAID A78402 IP IN AT LEAST THE F-22 $67 BILLION PROGRAM.

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1986-1997, PERSONAL RESEACH FUNDING BY U.S. LARGEST DEFENSE COMPANIES, E.G.:

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PRATT AND WHITNY JET ENGINES, PWA, USA, SEE REFERENCES

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GENERAL ELECTRIC JET ENGINES, USA, SEE REFERENCES

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LOCKHEED F-22, F-16, F-16 VISTA, X-44, USA, SEE REFERENCES

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1976-1977 NOMINATED THE DIRECTOR OF TIIT INSTITUTE OF ADVANCED STUDIES.

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1976 Chair of the INTERNATIONAL CONFERENCE No. 3, OXFORD UNIVERSITY, UK, LEVICH RELEASE CONFERENCE No. 1.

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1977 Chair of the INTERNATIONAL CONFERENCE No. 4, US ACADEMY OF SCIENCES, Washington, USA, LEVICH RELEASE CONFERENCE No. 2.

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1982 INAGURATION of ISRAEL SOLE JET-ENGINES LABORATORY [sponsored by Israel Air Force, IDF, and American SHIRLEY TARK]

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1983 FIRST OPERATION OF THE SOLE ISRAELI ALTITUTDE JET-ENGINES TEST FACILITIES, [VIDEO]

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1996-2001 invited keynote lectures to international aerospace conferences in RUSSIA, CHINA, GERMANY, POLAND, NL on CIVILIZING MILITARY JET-ENGINE-COMBAT-STEERING to MAXIMIZE POST-STALL FLIGHT SAFETY OF PASSENGERS TRANSPORT [U.S. PATENT 5,782,431 AND EDITORIALS AT INT'L J. TURBO and JET ENGINES. References].

Defending life During 2020-2040 KNOW THE RISKS OF WEAPONS

6TH-Generation Glossary - Terminology AOOF............Aeronautics-Only-Obsolete-Flight-control B-21.......U.S. $85-bn-Bomber-Drone-Command-Center Barak 8.....Israeli Anti-Ballistic and Anti-Satellite Missile BRAHMOS..............................Indian Hypersonic Missile BVR............Beyond Visual Range combat engagements CAP.........Counter Air Penetration; designs v. strategies FDL-SWARM.............Follow-The-Leader UCAV Swarms FM-JES..................Force-Multiplier by A-JES-KR in WVR Hypersonic Weapons....e.g., Tupolev PAC DA, BRAMOS JES..............Jet Engine Steering aka as Thrust Vectoring Jetonautics..........systems-of-systems-JES-Technologies IFPC...............Integrated (JES) Flight Propulsion Control LCS..........JES-Type Littoral Combat Ships, Missile boats MQ-25.......Boeing's diluted UCLASS is just a fuel tanker PJBT.....Civilizing Jetonautics by Pure JES Biz-Transports SACOM.....Standard (Post-Stall) Air-Combat Maneuvers S-JES................Stealth-JES, e.g., F-22, F-35, X-44, SU-57 Taransis..................Flight-tested, UK-Stealth-JES-UCAV Tempest......UK Mockup of fighter A/C for 2035 service TV...................Thrust Vectoring aka as JES or NO-AOOF X-44-MANTA................Multi-Axis No-Tail, Pure JES-A/C UCAV.......Unmanned Combat Air Vehicles, JET DRONES TH UCLASS.....Empty debates closed this 6 -GEN Program USV/ULV......Unmanned Sea and Land Combat vehicles WVR............Within Visual Range combat engagements Yu-71,74..Russian hypersonic missile, 2018-operational

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Keywords: 6TH-Generation air revolutions; Counter-Air-Penetration, CAP, Stealth & Swarming Technologies, JetEngine-Steering; Jetonautics v. Aeronautics, Force-Multiplier/Kill-Ratio, Hypersonic missiles, Safest JES-Airliners v.

Funding; JET-JES-DRONES, UCAV, fighter aircraft, Bombers, BVR v. WVR, LCS, USV,

Figure 1: NOTE THE JES-REVOLUTION EXPANDING THE FLIGHT MAP BY: (1) STALL LINE MOVING LEFT BEYOND AOOF-IMPOSSIBLE ''STALL LINE"

(2) . BUT JES BROKE THIS LIMIT AND PROVIDED UP TO 64 to I KILL RATIO ADVANTAGE AT WVR AIR COMBAT AS HEREIN PREDICTED WOULD BE THE DOMINANT SITUATION UNDER PROJECTED SYMMETRIC STEALTH CAPABILITIES ON BOTH SIDES, THUS DICTATING CLOSER-AND-CLOSER APPROACH UNTIL WVR IS ESTABLISHED. HENCE EXPERTS' CLAIMS TODAY ARE WRONG.

The THIRD AIR REVOLUTION is introduced by 3DIMENSIONAL (YAW-PITCH-ROLL) JET ENGINE STEERING aka 3D-Thrust-Vectoring flight control, partial or complete, or as Pure-JES-X-44, FIG. XX).

Figure 2: POST THE 1990 WIN OF THE JES-YF22 OVER NON-JES YF-23, MOST U.S. MAJOR COMPANIES PROCEEDED WITH A COMMON, FUTURE, PURE JES STEALTH, TAILLESS, AOOFLESS FIGHTER AIRCRAFT DESIGN, (IMAGE).

Since 1986 [1-19], partial JES has gradually replaced AOOF-based-designs IN ADVANCED FIGHTER AIRCRFT DESIGNS. IT NOT ONLY PROVIDES FORCE-MULTIPLIER VIA UP TO 64-T0-1 KILL-RATIO, especially

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in post-stall situations, by preventing AOOF-spin-failures and high-frequency of crashes in landing especially during strong side winds, takeoff with ice-on-wings, and loss of all hydraulics, [19-48].

The FOURTH AIR REVOLUTION is the central role armed jet drones, UCAV, UCAV-SWARMS, Super-agile JES Drones, water-JES-TYPE LCS, WATER-JES-RIDERS, unmanned fighter aircraft, bombers, JEScruise missiles, is to play during the 2020-2040 6TH-Generation.

is still struggling for accepted civilizing the military third. It is still at its debated resistance phases, still encountering various oppositions and misleading computer and sub-scaled prototypes flight tests at

wrong thrust-to-weight-ratios, (X-48C).

Figure 3: The X-48C program is partly In cooperation with NASA, which "will use asymmetric engine thrust (YAW-TV or sidewise (YAW) JES) to create yaw, or nose left or right movements, for trim and for relatively slow maneuvers. YET THESE STUDIES BY PASS THE NEED TO INCREASE THRUST TO WEIGHT RATIO â&#x20AC;&#x201C; MAINLY BY DOWNSIZING TO COMMON BIZ SIZE TRANSPORTS TO PROVIDE THE SAFEST AIR CIVIL TRANSPORT.

PREVIOUS STUDIES: CIVILIZING MILITARY JES HAS BEEN FIRST SUPPORTED BY FAA IN 1994-1995 [BY FUNDING OUR PROOF-OF-CONCEP FLIGHT TESTS WITH A BOEING JES-727 SUB-SCALE USING EXTERNAL JES, Fig. 10.

Strong Support: Articles by AVIATION WEEK, AEROSPACE AMERICA, AIAA and invited, opening lectures (and proceedings) in international conferences in China, Russia, Germany and Poland, [44-48].

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OBJECTIONS by AOOF-proponents even to further test CONCEPTUAL DESIGN to save many lives and prevent much damage by safer and less-overall-expensive, optimally smaller, CIVIL-JESAIRLINES THAT REQUIRE SMALLER, BIZ-TYPE CIVIL TRANSPORTATION. YET, SOME EFFORTS ARE STILL ALIVE, (E.G., the X-48C).

Figure 4: The

simplest and lowest cost JES was first

ever flight-tested in post-stall domains in 1987, [15, 16]. It was funded by USAF from 1988 to 1992, inter alia by flying various 7th-scale-JES-F-15 prototypes, [xx-xx]. From 1992 to 1995, these designs were used by

HERBST's

Rockwell-international, DARPA-NASA U.S.-X-31, which has confirmed the 1987 predictions of high JES-VEHICLES kill-ratio advantage over AOOF-based fighter aircraft in WVR, as greater then 60.

Same system was simultaneously tested and affirmed by flight testing of Lockheed's JES-F-16 VISTA and by NASA JES F-15 ACTIVE as well as further classified data on

7th-scale-JES-F-16

performing

JES-RECOVERIES

FROM STALL-SPIN SITUATION THE U.S. FULLSCALE FLIGHT TEST COULD NOT PERFORM, all funded until 1998 by Lockheed, [41, 44].

CONCLUSION:

SUB-SCALED JES FLIGHT TESTING is

development time and costs, and

MANDATORY.

It reduces

diminishes traditional needs to use expensive, yet

highly limited, WIND-TUNNEL SIMULATIONS.

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External JES-deflections was used again in 1994-1995 for FAA-FUNDED FLIGHT TESTS WITH a JES-BOEING 727 prototype, [12, 19-48]

Figure 5: JETONAUTICS systems-of-systems is accomplished, without changing the jet engine PER SE, only by modifying its IFPC (Fig. XX), the exhaust nozzle, and by adding actuators and swivel ringssystems, side-linking engine-to-airframe , stronger structures, and new control links of engine IFPC to both pilot stick and throttle.

Options: (1) Mechanically deflecting the nozzle, as shown, (2) nozzle-internal deflecting "fluidics", for relatively small engines, (3) Externally deflecting

vans installed just post the engine's nozzle, Fig. 10.

JES THUS REDUCES weight, drag, fuel consumption, supersonic performance, [1-48].

Figure 6: JES exhaust nozzles may be rounded (axisymmetric) or rectangular (for best stealth, as in the design of the U.S. F-22).

In the rounded designs the jet is deflected in 3D by a ring operated by the pilot stick. A second ring is operated by the pilot throttle.

UNDER IFPC the nozzle is wide open at idle, gradually closing for increased thrust, and opened again if after burner is used.

The flaps outer ends in this EU PROPOSAL are wrong for stealth missions. They should be as the stealth inlet lips are, (Fig. XX).

Designing, testing and certification of 6TH-Generation STEALTH-jetonautics systems next falls into the

sole responsibility of jet engines and nacelle industries.

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Figure 7: Low-cost Altitude-Speed Test Facilities are needed for small JES-jet-engine systems with stealth inlet and exhaust, (Fig. XX) Dr. SEM WILLIAMS, pioneer and owner and president of WI small engine company, THE LEADING U.S. COMPANY of SMALL TURBO-FAN ENGINES, inquired, at the U.S. Pentagon, about the funding of the 5 facilities used in my laboratory testing of new JES-UCAVs. MY Response: Our 5 test facilities were funded by SHIRLEY TURK, a Banker from Chicago. These were formally inaugurated in 1982 at the Technion-Israel Institute of Technology, in Haifa, as the

new JET-ENGINES-LAB, described by Reference [12].

There

is

also

a

short,

unclassified,

you-tube

video

on

these

facilities

at

https://www.youtube.com/channel/UCTJyvNOFNEmLvuLQb0tsXLA; A larger video includes: Section (1) that usually harbors stealth-type jet-engine air inlet, (Figure XX), as integral part of the JESsystem tested. The air inlet can be fed with hot or cold high-speed air from 7-ton compressed air passing through a large heat exchanger (8). Otherwise this section is kept open for low-cost sea-level studies, (2) low-cost MARBORE-II jet engine is installed on highly instrumented balancing-stand that measures JESinduced 3D forces, vibrations, temperatures, pressure and engine performance, all monitored by control room No. 5, (9), (3) split stealth YAW-PITCH-ROLL-JES rectangular exhausts, (Figure XX), (4) Sea level operation is allowed by gas turbine and big fan evacuating the unit, (5) Ejector fed by gas turbine (6) or by 7 tons compressed air at 160 atm., (7) Fuel system controlled by operator in Control room No. 5, (9), as

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part of 4 smaller test facilities, each with its control room as shown by the video, all funded by SHIRLEY TURK, under contract that forbids any one from taking any of these elements or instruments outside this laboratory.

4. THE FOUR PRINCIPLES OF JETONAUTICS SYSTEMS-OF-SYSTEMS Since its invention the jet engine has been arrested to provide only brute force forward.

Flight control has since remained essentially as it had been for propeller-driven vehicles more than 100 years ago -- by relatively dangerous Aeronautic-Only, Obsolete Flight control â&#x20AC;&#x201C; AOOF, which totally fails under post-stall conditions that lead to spin-induced-crashes, landing crashes under strong cross winds, crashes caused by loss of all airframe hydraulics, partial loss of stabilizers, vertical tail-rudder, landing gear, damaged wing sections, or failures during take-off under heavy icing conditions, pilot errors leading to post-stall-lift-loss-crashes into a mountain, a high structure or trees that JETONAUTIC-DESIGNED-VEHICLES CAN EASILY AND SAFELY AVOID IN BOTH THE MILITARY AND FUTURE CIVIL JES-DOMAINS, as reviewed below.

THE FIRST PRINCIPLE: SYSTEM-OF-SYSTEMS-JETONAUTICS, UNDER SIMPLE PHYSICS, JES INDUCED ROTATIONS around the vehicle-C.G. G-LOADS ON A PILOT LOCATED AT OR CLOSE TO C.G. ARE MUCH LOWER THAN TRADITIONAL, AOOF-BASED TURNS AT HIGH G-LOADS.

THE SECOND PRINCIPLE: SYSTEM-OF-SYSTEMS-JETONAUTICS is based on 3-dimensionalJET-ENGINE STEERING, (JES), accomplished by DEFLECTING THE JET ENGINE JETS in YAW, PITCH and ROLL coordinates of the vehicles -- the 3rd air revolution aka as 3D-thrust-vectoring.

THE THIRD PRINCIPLE: SYSTEM-OF-SYSTEMS-JETONAUTICS PROVIDES THE BEST STEALTH PROPULSION integration potentials AND THE HIGHEST LEVEL OF SUPERMANEUVERABILITY AND WVR KILL-RATIOS, as high as 60 to 1, [1-48].

THE FOURTH PRINCIPLE: THE JETONAUTIC REVOLUTION provides the safest and most efficient flight control that is independent of AOOF as by provided by the design of the PureJES-X-44 MANTA, Fig. XX, [15, 16].

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5. DEBATE: Is WVR to replace BVR during 6TH- Generation air combat?

1. UNDER various CLASSIFIED and unclassified debates, [1-19] most traditional military and civil pilots, design ''authorities'' and AOOF-designing-experts, are fast to reject WVR-jetonautics, inter alia claiming that rapid JES-ROTATIONS would cause "pilot black-out", or that flying in

the post-stall domains is impossible, or is good only for annual air shows, as published by EU COMPANIES/GOVERNMENTS THAT HAVE THUS MISSED THE 3RD AIR REVOLUTION AND SO FALL INTO SELF-TRAP-NO-MARKET OF THEIR FIGHTER AIRCRAFT.

2. Such non-professional, unsubstantiated claims have mislead and confused high-G-loads during AOOF-TURNING-WVR-air-combat with low-G-load-JES-ROTATIONS-AROUND-C.G. which may dominate the 2020-2040 6TH-Generation fighter aircraft MARKET, probably without the EU, except the UK.

3. The wrong claims also confuse time-path of missiles to target in AOOF v. shorter time-path of same missiles to target under jetonautic-based technologies, systems-of-systems, strategies and tactics, [1-47].

4. WHEN SUCH WRONGS are incorporated into airframe/pilot's-biophysics-simulations, they a priori cause conceptual design mistakes, time-cost damages that today adversely affect future CAP doctrines and strategies adopted by various companies and less-informed nations.

6. Swarm Doctrines and Strategies Today Swarms of super-agile, water-JES, stealth, Unmanned Sea Vehicles, USV, ranging from waterJES-Ski-Riders to water-JES-Boats that can be used around and ahead of LCS in defensive or offensive encounters of Air-Sea & Land Penetrations, mine detonations, torpedo type-missions, border/space patrols, to start with.

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7. Past vis-à-vis Today's Risks

Our 1989-1990 predictions for the 5TH-Generation [12] were based on own work, which at that time had allowed to proffer what has since been verified by the currently mainly in various advanced and useful designs and, accordingly, by induced new strategies, tactics and funding , e.g.:

- Is thrust vectoring [JET ENGINE STEERING, "JES"] becoming the standard technology of advanced fighter aircraft?

- Are the roads to thrust vectoring (JES) also the roads to Post-Stall Technology (PST) and to low detectability (stealth)?

8. ERRORS ASSOCIATED WITH JET-ENGINES TIME TABLES

1. Much Longer times should be allowed to design, develop and certify advanced jet engines for any specific program, in comparison with same in advanced airframes, avionics and training, dictate the pace of key trends in the 6TH vis-à-vis what it took in the 5TH-Generation.

This induces greater sharing of core propulsion systems in the designs of different airframes, avionics, missiles and training, while minimizing specific expert committees intervention conceptual and selected designs proffered to win funding.

EXAMPLES: The now abandoned original UCLASS UCAV POST A DECADE OF EMPTY AND WASTING DEBATES DOMINATED BY EXPERTS COMMITTEES AND ALMOST SAME WITH F-35 experience that had been reviewed by our editorials, [1-14, 51].

2. CLEAR and ESTABLISHED TREND is a fast GROWING USE OF UNMANNED VEHICLES, from advanced jetonautic-systems-of-systems discussed in the main text, to low-cost, commercially available AOOF-PROPELLER-DRONES to commercially available COLD-JET, SUB-SCALED COPIES OF EXTANT FIGHTER AIRCRAFT THAT MAY BE UPGRADED WITH JES like shown by Fig. XX. These may be used by various militia, governments, terror groups or individuals as a followthe-leader defensive or offensive swarms or as a single threat.

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HOWEVER, IN CERTAIN ACTUAL ENGAGEMENTS, AS DISCUSSED IN THE MAIN TEXT, NO LOSS OF LIFE MAY RESULT.

9. STEALTH-BVR v. WVR JES: THE DEBATES Asymmetric Stealth-BVR is to change to Symmetric Stealth-WVR

A growing evidence [1-14, 49] indicates that about equal quality level of stealth technology would be available on both sides during the 6TH Generation.

Under such situations both opposing sides should get closer and closer to each other for the first verifiable detection -- until WVR-air-combat becomes a reality with its induced and associated designs-strategies-tactics of POST-STALL AIR COMBAT, JES, JETONAUTIC-forcemultipliers and induced 64 to 1 kill-ratio, as presented in the main text.

One design rule: JET DEFLECTIONS BY IFPC SHOULD BE AS FAST AS DEFLECTING SURFACES IN AOOF-BASED AIR COMBAT, Fig. XX.

10. JES

Figure 8: Jetonautics System-of-Systems, AND A KEY JES RULE System-of-Systems-Jetonautics begins by reviewing available, proof-of-concept, flight-tested JES-SYSTEMS vis-Ã -vis needed missions, induced strategies, SACOM-oftactics, fleet size, efficiencies, expected killratio-win and associated overall cost of core-elements/designs.

Glossary: (1) FADEC stands for Full Authority Digital Engine Control, as indicated, (2) IFPC -- Integrated Flight Propulsion Control operated by pilot, or by flyer located at, say, B-21, fighter A/C, LCS,

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missile boats, carrier, mobile ground station, (3) JES JET DEFLECTION RATES SAME AS AOOF-SURFACES DEFLECTION RATES, [1-4].

Figure 9: Jetonautics-Based Stealth Propulsion systems-of-systems include at least these Rules: (1) Serpentine type stealth air inlet that hides jet-engine-front from enemy-front-radars, (2) rectangular JES-nozzles blended with external stealth airframe surfaces at A/C back and front, (3) IFPC UNDER RULE No. 1, (Fig. XX), (4) air inlet lips that sidewise deflect incoming detecting radar waves, Fig. XX, (5) Radar-absorbing-structures of inlet-surfaces, (6) Multiple layers of radar-absorbing inner painted-surfaces.

(7) JES DEFLECTION RATES MAXIMIZED, FAILURE IN F-35 DESIGN (FIG. 4), POOR AGILITY. (8) BEST STEALTH INTEGRATED DESIGN: RECTANGULAR EXHAUST NOZZLES, AS IN YF-22/F-22.

(9) EXTRA BENEFITS: CANT THE ENGINES IN TWOâ&#x20AC;&#x201C;ENGINES ADVANCED VEHICLES.

Figure 10: ENGINE Air inlets' lips that must sidewise deflect incoming detecting radar waves AND HARBOR FRONT BUMP THAT CAN BE REMOVED, BEST FOR JES UCAVS, [1-18].

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Figure 11: (left) JES, aka thrust vectoring, is provided to the F-35 fighter aircraft by (relatively sluggish) turning rate of the engine exhaust sections in opposite directions as indicated. The sluggish JET reduces super-agility. Flap ends should be inclined as in stealth engine air inlets, Fig. xx.

5. On common errors I often open my lectures on these subjects with 4 questions: DO YOU AGREE THAT:

(1) If pilots are located at aircraft c.g., they encounter no G-loads during JES-ROTATIONS?

(2) Is the physics of JES-ROTATIONS different from that of high-G-loads that rule the common, AOOFRULED-TURNING-to-target during WVR AIR COMBAT?

(3) Do fast ROTATIONS transform defensive WVR combat to high-kill-ratio offensive win?

(4) As final landing speed decreases to zero, the common AOOF-vertical-tail fails to recover the A/C-nose back to the runway under strong side winds or loss of all hydraulics, while ONLY strong side deflecting jet-engine-steering-MOMENTS (JES) (each jet engine harbors its own hydraulic system), can safely re-orient it to a safe landing?

And if you agree, you actually join the 3rd AIR REVOLUTION: JETONAUTICS, [1 to 47] & potential Civil-

Air-3rd and 4th-Revolutions, see next below.

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I. INTRODUCTION 1. In November 2016 the UNITED STATES AIR FORCE, (USAF) Scientific Advisory Board, announced studies on Counter Air Penetration, CAP, that would be fielded by 2030 to penetrate what it defines as anticipated threats deep in Russia or China congested air defenses, including advanced networking of air defense radars, like the Russian S400 today, etc.

2. China has been developing more than 15,000 small jet drones [49] that may operate as Follow-The-Leader Drone Swarms, (FDL-SWARMS).

3. "The 2019 United States National Defense Authorization Act", granted the Pentagon $716 billion to increase its defense posture at home and abroad, where the U.S. maintains some 800 military basesâ&#x20AC;&#x201D;by far more than the rest of the world combined." 10/02/2018, NEWSWEEK.

U.S. "Total Military Personnel: 2,083,100. Total Aircraft Strength: 13,362. Tanks: 5,884.

Armored Fighting Vehicles: 38,822. Total Naval Assets: 415. Aircraft Carriers: 20." Id.

4. 2019 716 billion U.S. budget includes 6TH-Generation funding for

(A) $85-bn-Bomber-Drone-Command-Center, B-21, Fig. xx , (B) Counter-Air-Penetration, CAP, programs, (C) advanced Stealth and Swarming Technologies programs, (D) ASTA-UCAVs, Fighter Aircraft and Jet-Engine-Steered vehicles.

5. EIGHT countries have so far announced or known to develop 6TH-GEN concept designs, designs, strategies, tactics, budgets and initial programs to develop, test and deploy various 6THGeneration CAP, ASTA, A-JES-KR, WVR v. BVR air-combat and defense systems, [49-51]:

U.S., China, Russia, Israel, India, UK, France and Germany.

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6. China: "Total Military Personnel: 2,693,000. Total Aircraft Strength: 3,035. Tanks: 7,716.

Armored Fighting Vehicles: 9,000. Total Naval Assets: 714. Aircraft Carriers: 1." Id. On June 5, 2018 China released images of its stealth UCAV Dark Sword.

7. Russia: "Total Military Personnel: 3,586,128. Total Aircraft Strength: 3,914. Tanks: 20,300.

Armored Fighting Vehicles: 27,400. Total Naval Assets: 352. Aircraft Carriers: 1." Id.

On December 5, 2017 a Russian SU-57 with a new, JES izdeliye 30 engine, was flight tested. With hesitation Russia defines it a first step in its own 6TH-Generation strategy. Note that Russian JES engines are often installed as axis-canted, allowing both roll and yaw JES by vectoring each nozzle differently, under IFPC, Figure 1.

8. The U.S.:

Figure 14: The U.S. B-21 is a leading 6TH-6THGeneration, stealth, tailless supersonic, long-

long

range bomber. According to U.S. Government Accounting Office, GAO, Report No. 15-374/16-

389R, 145 to 200

B-21 are needed at total cost of about $85 billions. The B-21 harbor multiple, opendesign-operational capabilities:

(A) Serving as a flying command center behind (1) fleet of super-agile, stealth jet drones (UCAV) and (2) stealth fighter aircraft with capabilities that include Counter Air Penetration, "CAP"- a top issue of future combat , (B) serving as Unmanned, Combat, Air VEHICLE, ''UCAV'', or stealth supersonic "drone", (C) serving as one-way flying bomb against key targets, (D) harboring capabilities that include air-launching of various supersonic and hypersonic missiles, e.g. The Long Range Stand Off Weapon (LRSO, or YAGM-180A or YAGAM 181A

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The U.S. Air Force is also planning to acquire a new long-range fighter, known as "Penetrating Counter-Air" that would accompany the B-21 deep into enemy territory, [49].

RAND Co. opines to avoid joint programs for 6TH-Generation fighter programs because in previous joint programs, like the F-35, different service-specific-requirements for complex programs have led to DELAYS and design compromises that raise costs far more than normal single-service programs, [20, 49].

The U.S. Navy and Air Force advance different 6TH-Generation fighter development programs.

Nevertheless they appear to cooperate on engine definitions. The USAF is aiming at a supersonic tailless aircraft, [Figure XX], to be ready in 2021, [49].

The second debate re the 6TH-Generation: The original UCLASS CAP-drone concept [xx-xx] was for a stealthy, CAP-strike-drone capable of penetrating enemy air defenses. In 2012, that lethality as well as the CAP-strike-requirements were highly diluted by the Obama administration. As a result, $805 million contract was recently awarded to Boeing for construction of four MQ-25 Stingway to operate as a fueling tanker from carriers.

Lockheed Martin is willing, subject to modifying a Congress-ban, an upgraded ASTA-F-22 Raptor to Japan, Nikkei reports.

The second debate re the 6TH-Generation: The original UCLASS CAP-drone concept [xx-xx] was for a stealthy, CAP-strike-drone capable of penetrating enemy air defenses. In 2012, that lethality as well as the CAP-strike-requirements were highly diluted by the Obama administration. As a result, $805 million contract was recently awarded to Boeing for construction of four MQ-25 Stingway to operate as a fueling tanker from carriers.

Lockheed Martin is willing, subject to modifying a Congress-ban, to export to JAPAN, an upgraded ASTA-F-22 Raptor, (Nikkei reports).

THE UK

1. On July 16, 2018 the UK announced a futuristic, optionally manned fighter aircraft, Tempest, that by 2035 may be fielded to inter alia control fleets of UCAVs or SWARMS of mini-drones, using SWARMING TECHNOLOGY for both defense and CAP, including mini-drone-swarmingattacks expected by terrorists around the world.

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2. The UK has already flight tested its stealth-agile-UCAV, the TARANIS, propelled by RR Adour turbofan that provides about 10,000 lbf thrust.

3. Jet-engines-penetrating-robots â&#x20AC;&#x201C; partially based on modified penetrating systems used today in some hospitals, are currently introduced for certified mechanics to enter-penetrate jetengines-on-the-wing on airports grounds, to shorten ground maintenance inspection and repair, and thus enhance next flights safety, AVIATION INTERNATIONAL NEWS, OCTOBER 23, 2018.

V. JES Equivalents in Sea-Combat

Figure 15: SEA systems-of-systems JETONAUTICS via U.S. new, operational, 6TH-Gen, super-agile, Littoral Combat Ships, LCP, are powered by large WATER JES-nozzles that remain submerged when LCS trimaran are partly above the water surface during speeding.

No-propellers-jetonautics allow super-maneuverability performance in shallow water of rivers, lakes, sea and grass swamps.

LCS may be accompanied by swarms of low-cost, MINE DESTROYING JES USV. (Cf. Part-A on the role of B21 flying behind UCAV-fleets.).

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Figure 16: SEA JETONAUTICS: Sea Super agility by water jet steering: (from right) (a) ROTATIONAL WATER Jetonautics (yellow arrows show the direction of water jets aka thrust vectoring), (b) SIDE-MOTION-WATER Jetonautics, (c) REVERSING WATER Jetonautics, (d) FORWARD THRUST WATER Jetonautics.

Figure 17: WATER-PUMP-JES-NOZZLES steer low-cost follow-the-leader swarms.

Figure 18: SEA JETONAUTICS: Lowcost,

Remote

Controlled,

commercial,

WATER-JES-SKI-RIDERS can steer

follow-

the-leader swarms of both militia and armed USV.

VI. No-Human-Lives-Loss in Some Future Actual Encounters?

CAP Defensive or Offensive repeated encounters may not involve loss of human lives on any side.

Namely, only clashes of Prop-Swarms, UCAVs, USV, or ULV. However, see below.

1. Follow-the leader swarm technology

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Follow-the-leader unmanned swarms form part of CASLAP offensive or defensive swarming technologies: All drones or UCAV, USV, ULV move within a pre-defined distance of each other as the swarm maneuvers as a single unit in a suicide or a returning mode.

2. Psychological drills vs. hot-encounters National flyer championships are expected to emerge in sports clubs as non-military activities, even when the goal is to hit a ''target'' with ''wooden balls''. But same ability can carry bombs, small missiles or other systems, if enlisted.

Land, sea and air national targeting championships thus define the lowest-cost strategy that under the 6TH-Gen glossary is the first line of highly visible local mutual deterrence of any country.

3. China flies 1108 drones as single unit In December 2017 at the Global Fortune Form in Guangzhou, China flies a swarm of 1108 prop-drones, reported to have self-repair and auto-landing capabilities, [February 03, 2018, The Diplomat].

In 2017 China had also tested drones flying at 20 km altitude, a mission involving the Academy of Optoelectronics at the Chinese Academy of Sciences.

There is also a video that shows China flying a 119-Swarm of prop-drones, each costing around $150: https://www.wetalkuav.com/119-fixed-wing-drones-china/

4. When dead pilots see the end of war DICTUM A: Only one, like a future U.S. LRSO (Part-A) fired from its supersonic B-21 or from a forthcoming CAP Fighter Aircraft, or UCAV, or LCS, submarine, or a land center of command, needs to get to the main target to meet a strategic aim in local tactics. And if that fails, manned stealth/super-agile A/C may enter the encounter.

Same applies to low-cost/low-speed encounters based on widely available commercial prop units or the much faster COLD-PROPULSION UNITS sold with remote-controls to anyone, including any would-be terrorist.

DICTUM B: Most AOOF-based swarms are hard or impossible to detect by radar, be identified and neutralized. (Their civil use has given rise to various legal issues that are outside the aims and scope of this work.)

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VII. Jet-Engine Central Role Anticipated during the 6TH-Generation 1. General CAP fleets may be operated locally by different countries within restricted local offensive or defense aims, or just as border patrols, without any U.S. B-21, CAP fighter A/C, LCS, submarines, UCAV, USV, ULV direct involvement.

2. A Lowest-Cost CAP-UCAV Option?

This option is based on commercially available cold jet propulsion provided by special, mini-piston driving a fan at around 22,000 RPM -- a fact that also introduces lowest-cost external JES deflectors that function as force multipliers, [Part A].

3. CAP based on small JES jet engines Governments may need not invest in developing expensive, new, jet engines for CAP. What is needed if CAP is first priority, are new production lines, new testing and evaluations of extant, but modified jet engines fitted into already flight tested, low-cost, stealth/super-agile-airframe/missileconfigurations in very large numbers that would establish deterrence asymmetry.

On one hand this change would increase investments in the jet engine industry, on the other, most traditional R&D investments may undergo significant changes in aims, scope, means, training, education and funding, [12].

4. Lowest-Cost, CAP Option A Anticipating such 6TH-Generation offensive or defensive situations, some countries may not opt, to participate in a U.S. led B-21-CAP-command-centers flying behind their own CAP-UCAV jet-engine fleets, Appendix A, thus opting to develop and deploy lowest-cost, commercially available, 10-15 lbf, $500-1,000 cost of each cold propulsion UCAV for swarms of CAP offensive or defensive fleets, each carrying small missiles, or 1-2 kg bombs and flying as a single-unit-swarm, some with added JES, some fitting into X-44 MANTA airframe stealth types.

5. Low-Cost CAP: Option B? The next level of funding may involve low-thrust hot-jet-engines.

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This option includes WI turbofan 600-700 lbf or any in the range 50 to 2,500 lbf in airframes that fly faster as fleets, some with added JES super agility, some fitting into X-44 MANTA stealth airframe types, e.g.:

Figure 19: Option B is based on small jet engines like the 610-700 lbf WI turbofan F107 used to power the AGM-86 ALCM and BGM-109 Tomahawk.

The F107 was upgraded to 732 lbf as F112 that powers the AGM-129 and AGM-86B. These are based on reliable, compact, fuel conserving turbofans and may be proffered as an optimal option if fitted into AOOF-free/tailless-canardless stealth JES airframe like that of the X-44 MANTA.

6. Mid-Cost CAP: Option C? Teledyne-Turbomeca compact MARBORE II aka J69, J41, J100 jet engines, are based on compact centrifugal compressor turbojet, [Figure 20].

It was produced as MARBORE II under license from Turbomeca to propel the USAF BQM-34Firebee, cruise missiles, small aircraft and trainers like "FUGA". J-100 was designed for operation at high altitudes. J100-CA-100 thrust is 2,800 lbf.

Figure 20: Low-cost, low-weight, most reliable 2,800 lbf thrust centrifugalcompressor based Marbore-II aka J69, J41, J100 [right] is a contended 6THGen Option-C-UCAV, if the jet engine is fitted into AOOF-free/taillesscanardless stealth JES airframe like that of the X-44 MANTA, [Part-A].

Figure 21: Compact Marbore-II/J69/J41/J100 jet engine, [Figure 6], did power this USAF BQM-34Firebee target drone. It now powers the ''Fuga'' trainer of Israel Air Force Combat Pilots School.

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7. Mid-High-Cost CAP: Option D? RR-Turbomeca ADOUR jet engines form the base of this Option. The ADOUR provides between 8,400 to almost 10,000 lbf.

Figure 22: 8,400 lbf thrust RR-Turbomeca ADOUR has been recently flight tested with UK stealth-agileUCAV, the TARANIS. There are a number of Adour versions: Mk 106 with reheat section used before by the RAF; Mk 801 for Mitsubishi F-1 and T-2; Mk 804/811/821 for the Indian Air Force, rated at 8400 lbf of maximum thrust.

8. High-Cost CAP: Option E? A claimed 10-tons CAP-option was to provide a Russian cancelled tailless-stealth Mikoyan Skat strike UCAV [with 2-tons combat payload]. It was to be powered by 11,340 lbf Klimov RD 5000B, a variant of RD-93 engine. As of 2018 it is claimed to be developed into a 20-ton Okhotnik-B stealth strike UCAV.

9. U.S. debates and Delays Except the $84 billion B-21-Program, and the forthcoming CAP FIGHTER AIRCRAFT, the U.S. efforts within this option have been confused and erratically changed.

Some related UCAV programs like the X-47B and X-45 UCAVs have been cancelled. The more recent UCLASS program has came under pressure from (1) U.S. CONGRESS, (2) industry, (3) internal USAF, USN, DOD, with debates, delays and indecisions.

In December 2013, the UCLASS strategy was radically changed: Originally, the UCLASS strategy was to weigh 32 to 36 tons but cost per aircraft has increased from $35-$50 million each, to $100 million.

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The FY-2016-USN-budget requests further delays of its UCLASS program, to beyond 2023.

Request for Proposals was delayed again due to debates on the main strategy of the UCLASS.

Figure 23: BOEING X-45C UCAV mockup, [all X-45 program versions cancelled].

Figure 24: Honeywell F124/5 [about $2.5 million/unit] was to power the BOEING X-45.

Figure 25: Boeing MQ-25 REFUELING TANKER FOR THE 6TH-GENERATION. References xx and xx provide information on the original UCLASS CAP-drone concept [xx-xx], which was designed for a stealthy, CAP-strike-drone capable of penetrating enemy air defenses. In 2012, that lethality as well as the CAP-strike-requirements were highly diluted by the Obama administration. As a result, $805 million contract was recently awarded to Boeing for construction of four MQ-25 Stingway to operate as a

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fueling tanker from carriers. The (UCLASS) COMPETITION PROGRAM has involved General Atomics, Northrop Grumman, Boeing and Lockheed Martin.

General Atomics proposed their Sea Avenger concept as enlarged drone from their PredatorC/Avenger for refueling.

Lockheed Martin proposed its Sea Ghost concept based on its RQ-170 drone captured by Iran.[16] Northrop Grumman announced on 25 October 2017 that it was withdrawing its X-47B stealth drone from the competition for requirements favor conventional, non-flying-wing-tailless-design thought to be

proposed also by Lockheed.

On 30 August 2018, the U.S. Navy announced Boeing as the winner and awarded it the first $805 million for four MQ-25A aircraft to be completed by August 2024.

The program may expand during the 6TH-Generation to $13 billion overall and consist of 72 aircraft. Boeing's MQ-25 design is powered by one Rolls-Royce AE 3007N turbofan engine delivering 10,000 lb of thrust; it is a variant of the engine used to power the Navy's MQ-4C Triton.

PART II This part constitutes, a non-inclusive brief on past subsonic cruise missiles, present supersonic missiles and future hypersonic missiles. Due to current activities anticipated in this domain in all aforementioned eight nations, almost annual periodic updates are deemed needed to keep this part in line with the aim and scope stated in the Preface.

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Figure 26: UNMANNED HYPERSONIC VEHICLE

Summary: A feasibility study of Pure Thrust Vector Control (PTVC, or JES) for future passenger transports as concluded by 1994 FAA flight tests show "great benefits in efficiency, weight reduction and fuel burn performance, which makes PTVC or JES commercial worth an investment."

The study concludes that civilizing the military jetonautics benefits of a pure JES aka pure TV [1-47], can benefit the commercial transport by • Significant weight reduction from removal of empennages.

• Overall drag reduction from removal of tail surface area.

• Trim drag reduction from elimination of induced drag due to tail lift • Improved stall performance and spin recovery due to independence from aerodynamic control effectiveness.

However, that safety and certification assessments indicate that JES-transport with pure pitch yaw thrust controls without a tail "is not a safe" for <><> small thrust-to-weight ratio used in that study, i.e. OK for smaller units and larger jet engines <><> configurations that differ from two-back-engines-Boeing-727 favored by FAA FLIGHT TESTED <><> Boeing mainly cares for its current big designs less in saving lives and preventing much damage as concluded by the 1994 FAA-STUDY of smaller transports with one or two-engines in the back.

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<><> The 2013 TEXAS STUDY THUS FAVORS a combination of JES and AOOF in low T/W-RATIO. <><> The 2016-2018 Editorials favor small biz-passenger transports, and name them. <><> The TEXAS STUDY USED THE FOLLOWING RELEVANT REFERENCES:

JES, is Force Multiplier (64-to-1 Kill-Ratio advantage over AOOF vehicles, but see Figure 2). CAP stands for Counter Air Penetration by swarming or Asymmetric Large Numbers (ASLAN) of JESUCAV (Unmanned Combat Air Vehicles) characterized by: (1) horizontally or vertically contoured serpentine jet-engine air inlet, (Figures 1, 11), (2) Low-cost single-engine split stealth rectangular or circular JES-exhaust equipped with low-cost external paddles (Figures 9-12), [1-49].

JETONAUTICS JES is the first integrated element in SYSTEM-OF-SYSTEMS JETONAUTICS. It establishes the jet engine as the superior flight controller, the sole post-stall flight abler and unmatched crash preventer, [1, 4, 8, 9, 12, 25, 27, 43-47], especially when the common, 100-y/o AOOF fails.

Jetonautics is the sole technology that provides over 60 times force multiplying to properly designed and operated JES UCAVs, FIGHTER A/C and BOMBERS, first by adding JES components without changing the jet engine itself, [Figures 1-12].

Jetonautics is also the sole technology that can prevent most catastrophes in training, combat, loss of all airframe hydraulics (each engine retains its own), loss of one engine, landing gear, or pilot errors in avoiding mountains, forest an high structures, icing on the wings, and runway-miss in takeoff and landing in bad-whether and when 64to-1-kill-ratio in air combat is called for, [1-48].

Other induced benefits of jetonautics Flying ahead of pure-JES fighter aircraft or bomber [Figure 12] into highly congested defense-enemy-regions, jetonautic-CAP-system-of-systems, [Figures 1, 2], can prevent failure of fighter aircraft and bombers acting alone.

Anti-terror missions, safe forced landing on unprepared runways, safe-bad-whether-landing are also provided by jetonautics as well as induced benefits outside aviation domain, like in preventing most catastrophes by JES-SchoolBuses, or boost water-JES-boats-agility (both civil and military) and providing proven, unprecedented, most agile performance to the newest, U.S. Water-JES-based Littoral Combat Ships.

For reasons presented herein, these and future editorials are intended to review associated jetonautical TH technologies in both civil and military domains, and to illuminate some dark corners of the 2020-2040 6 Generation.

Jetonautical International Education TH

More than ever before the participants in this emerging 6 -Gen-system-of-systems-revolution are expected to reach new science-technology horizons in comprehending their own-expanding-horizons of knowledge.

Nevertheless that would not be implemented without USAF and USN funding, guiding and maintaining new

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<<<>>> LIFE BEYOND THE HORIZON <<<>>>> Benjamin Gal-Or <<<<>>>> AUG.11, 2019 <<<>>> mandatory curriculums, when the opponents are fast doing just that.

Previous editorials have already exposed induced delays, runaway budgets and endless performance compromises affecting the maturing time and timely combat-readiness of the F-35, and in stressing since 1990, [1, 2], that it taking 8 to 16 years to mature and certify a new advanced jet engine -- significantly longer then other, airframe, AI, and AOOF updating programs.

On Symmetry vs. Asymmetry In symmetry CAP air combats most or all UCAVs would diminish on both sides. The side to be finally defeated is contended the one declaring today that WVR air combat is dead and, thus, no means should be funded for 2020TH 2040 5 -Generation jetonautics. But if they do, no winners in symmetry CAP air combat emerge. Only dead pilots see the end of war.

Figure 5: An early, unclassified, JES-CRUISE-MISSILE DESIGN by the author, [1]. Modified jet engines propel the U.S. missiles imported from Israel, like the Popeye ALCM and SLCM, [Figure 4]. Source: Author's unclassified book, [1].

Obsolete Systems Still Affect Combat Readiness Can readiness time, weight and cost be reduced by the jet engine industry replacing NON-INTEGRATING JSF, APU, and EPU, some with extra loading-safety-storing-issues of hydrazine fuel and, instead, use engine fuel to start and safely accelerate the jet engine on the way to takeoff, using yaw-JES to turn the vehicle on the ground?

APU are Auxiliary Power Units, or various types of Emergency Power Units, EPU, that are variously employed to provide electricity, hydraulic power and air conditioning, they should also be re-assessed.

Obsolete hydrazine systems

Hydraulic power for each engine (and for JES), is often provided by hydrazine and water passing through a catalyst of iridium to ignite it. The gas produced turns a small turbine that drives the mandatory hydraulic pump. The hydrazine is stored in sealed, nitrogen charged, accumulators. When the system is armed, the hydrazine is released.

Fuel cells and photovoltaic modules may be used when reduced noise is required.

During landing, for instance, APU lowers the wheels, powers the brakes and nose-wheel steering mechanism. SOME OF THESE SHOULD BE REPLACED by engine JES Yaw-JES, as we had established by prototype flight tests in 19871992.

40

<<<>>> LIFE BEYOND THE HORIZON <<<>>>> Benjamin Gal-Or <<<<>>>> AUG.11, 2019 <<<>>> As the size of the jet engine is reduced in small UCAV, power-plant-systems are integrated differently with the engine or its JES deflecting mechanisms or fluidic-JES in various designs. Neglecting these issues may induce battledelays or worse.

JFS, APU, EPU delaying combat readiness TH

Neglected by Joint-Design-Teams, JDT, of the 5 -Gen: (1) Sluggish, expensive, heavy JFS, APU, EPU. JFS are small turbo-shaft engines that start the jet engines. Their shaft is mechanically connected to the jet engine. They neither generate electricity nor air conditioning. When the main engine[s] are running JFS are shut down.

(2) Testing engine acceleration can safely be done during taxing and waiting by improved JES-IFPC, (Figure 10).

LRSO

On August 24, 2017 the U.S. Air Force awarded Lockheed Martin and Raytheon with funds to develop LRSO -- Long Range Stand Off, nuclear-armed cruise missile to arm the B-21 that can launch it toward distant targets without getting too close to enemy air defenses. LRSO's nuclear warhead is a version of the W80. It is to replace AGM-86, etc. air launched cruise missiles and is budgeted to reach initial operational capability around 2030.

B-21armed with LRSOs is designed to strike fixed anti-air missiles, radars and command-and-control sites prior to striking main targets.

Securing High Kill Ratio of JES-UCAV JES-UCAV and JES-fighter-aircraft potential for high-kill-ratio is contended to be secured by: -- flight-testing facilities like those presented above, -- R&D, new prototypes, accessories, training, -- DOD- evaluations to produce & certification, -- production lines, quality control, etc., -- fielding to locations like Guam, Japan, S-Korea, -- maintenance, security and parts companies, -- conductions of local drills without B-21, etc. -- conductions of local drills with B-21, etc.

CONCLUDING REMARKS

While designs of jet-engine, airframe and armaments should be one, 5-key-polarities exist, which do not support a singular approach, neither for Counter Air Penetration, CAP, nor for the entire jet-engine-industry:

[1] Low-cost/large-numbers of agile-UCAV-engines.

[2] Higher-costs for submarine, sea, air or land launched stealth-agile cruise missiles, some equipped with nuclear warheads, [cf. LRSO].

[3] Expensive fighter aircraft/bomber engines.

[4] High-by-pass turbo-fan engines, whose advanced, verified technologies are partly induced from Government subsiding polarity-[3] â&#x20AC;&#x201C; a source of conflicts between the U.S. and EU, each doing the same in a different mode,

41

<<<>>> LIFE BEYOND THE HORIZON <<<>>>> Benjamin Gal-Or <<<<>>>> AUG.11, 2019 <<<>>>

(5) System-of-systems Jetonautics aimed to:

1. become a new, self-sustaining branch of the industry.

2. reduce drag, weight, cost, fuel consumption by JES, 3. save lives AOOF cannot, [4,8,9,12,25,27,44-47], 4. inflight-repairing of damaged AOOF elements, 5. increase range and performance AOOF cannot, 6. replace non-stealthy, obsolete AOOF Canards, 7. replace AOOF that fails in post-stall situations, 8. integrate with other technologies and systems.

Pic off TH

Figure XX: ASA-JES-STEALTH FORCE MULTIPLIER: TAILLESS-CANARDLESS X-44-AOOF-FREE-MANTA for 6 -Gen UCAVs, FIGHTER A/C and BOMERS. Reduced weight, cost, drag and fuel consumption in subsonic and supersonic flights vs. increased range and stealth levels and as confirmed by X-31, harboring 64-to-1 kill-ratio advantage over AOOF-VEHICLES. Most important is to avoid common mistakes of experts in confusing LOW-G-LOADS on pilot and airframe during JES-ROTATIONS with HIGH-G-LOADS during obsolete AOOF-TURNING.

REFERENCES AND NOTES

1.

UNITED STATES Aviation Week & Space Technology: “Israelis Flight Test Jet-Powered RPV (Unmanned, Radio Controlled JES-Air-Vehicle) Fitted With Thrust Vectoring Nozzles”, May 18, p. 21, 1987; May 30, 1987.

2. FLIGHT INT’L “ISRAEL FLIES VECTORING RPV”, May 30, 1987 and JANE'S ALL THE WORLD'S AIRCRAFT, 1987. “Israel”, “RPVs”, [First-time post-stall flight in the history of aviation of JES-STEALTH air vehicles – conducted at Megiddo Airfield, Israel, up to 170 AoA via first yaw-pitch-roll-JES combat Maneuvers with jet drone prototypes including the first Performance of the post-stall "COBRA"].Fig. x 3. Gal-Or, B., Upgraded, Completely Vectored F-22, USAF-AFOSR-EOARD, CONTRACT F61708-92-W, UNITED STATES AIR FORCE Report Date: Feb. 28, 1993.

4. Gal-Or, B., “Vectored Propulsion, Supermaneuverability and Robot Aircraft”; Forward by USAF Chief Scientist: "LANDMARK BOOK"; Million+ Google entries-citations; Springer Verlag, N.Y. and Heidelberg, 1989-present, multiple reprints. ISBN 0387-97161-0, 3-540-87161-0, TL685.3.G23 1989, 629.I34'353-de20, 89-21797. 237 references. 182 drawings.

5. Gal-Or, B., Review of the debate and the development of jet engine steering aka thrust vectoring technology; Journal of Thermal Science, China, Mar 1998.

6. Gal-Or, B., "An Old-New European Debate on Thrust Vectoring", Polskiej Nauki, PRACE Instytutu Lotnictwa, Poland, 152, pp. 3-8, 1998.

7. Gal-Or, B., Editorial, An Old-New European debate on thrust vectoring, Int'l J. Turbo & Jet Engines, Jan 1997.

8. Gal-Or, B. with Lijun Qian and E. Kreindler, Minimum-time maneuvers of thrust-vectored aircraft; Journal of Guidance Control and Dynamics, Mar 1998.

9. Gal-Or, Benjamin, Valery Sherbaum and Lichtsinder Michael, U.S. PATENT No. 5,782,431, on "Civilizing Military Thrust Vectoring Flight Control", to save many lives and prevent much damage by simple, add-on, TV devices, flight tested and funded by U.S. FAA during 1994-1995, April, 1998.

10. Aviation Week & Space Technology: THRUST VECTOR CONTROL EYED FOR TRANSPORT, Aug. 28, 1995.

11. AEROSPACE AMERICA, "Civilizing Military Technology for safest civil Flight Control", XX, 1995 12. Gal-Or, B., Editorial, Jet Engine Steering (JES) – The new master of advanced flight control; Civilizing military JES technology maximizes flight safety and allows pilot recovery when AOOF fails to prevent a crash; Int'l J. Turbo & Jet Engines, 35(2):95-99, DOI: 10.1515/tjj-2018-9010. May 2018.

42

<<<>>> LIFE BEYOND THE HORIZON <<<>>>> Benjamin Gal-Or <<<<>>>> AUG.11, 2019 <<<>>> 13. Gal-Or, B., Editorial, Global needs for Jet-Engine-Steered (JES) strike drones vs. lack of updated textbooks to design 6th generation UCLASS due to UCAV failure. Int'l J. Turbo & Jet Engines, 32(3), Jan 2015. DOI: 10.1515/tjj-2015-1001.

14. Gal-Or, B., Editorial, Global needs for Jet-Engine-Steered (JES) strike drones vs. lack of updated textbooks to design 6th generation UCLASS due to UCAV failure. Int'l J. Turbo & Jet Engines, 32(3), Jan 2015. DOI: 10.1515/tjj-2015-1001.

15. Gal-Or, B., Scientific mistakes that had led to denials of post-stall-flight by JES and its benefits: (1) First in Israel: with added compliments: "nonsense", "you cannot fly post stall", ''read the textbooks", "you bring shame on the Technion for such lunatic ideas", ''you should be fired for that nonsense"; (2) same: with Shidlovski's Turbomeca in France and in Israel; (3) same: RR, less complements, in a meeting, Coventry, UK. Cf. 24, 26, 48 below and Id. 16. Gal-Or, B., Editorial, RE-EDUCATING THE JET-ENGINE RESEARCHERS TO STAY RELEVANT and follow changing uses of small and large jet engines, especially those anticipated to be used by/in the next generation. Int'l J. Turbo & Jet Engines, 33(2), July 2016; DOI: 10.1515/tjj-2016-5001.

17. Gal-Or, B., "DESIGN PROJECT AT SIX UNIVERSITIES": "Steps are being taken by major companies to take advantage of this. For instance, General Electric has been creating an axisymmetric vectoring exhaust nozzle. NASA and the United State Navy have been designing similar systems for controlling the direction of the exhaust." Citing Int'l J. Turbo & Jet Engines, Editorials. https://www.researchgate.net/ 18. Gal-Or, B., The Fundamental Concepts of Vectored Propulsion, AIAA J. Propulsion and Power, 6, 747-757, 1990; 19. Gal-Or, B., Maximizing Post-Stall, Thrust-Vectoring Agility and Control Power, AIAA J. Aircraft, 29, 647-651, 1992; 20. Gal-Or, B., Thrust Vectoring: Theory, Laboratory, and Flight Tests, AIAA J. Propulsion & Power, 9, 51 - 58, 1993; 21. Gal-Or, B., Editorial, JET ENGINE STEERING TECHNOLOGY TRANSFERS. Int'l J. Turbo & Jet Engines, 31(4):277-285, Dec 22.

23.

24.

25.

26.

27.

28.

29.

30.

31.

32.

33.

2014; DOI: 10.1515/tjj-2014-1001.

Gal-Or, B., Editorial, FUTURE JET TECHNOLOGIES: THE JES-revolution in Air-&-Sea-Propulsion Science and R&D; Int'l J. Turbo & Jet Engines, Jan 2014. DOI: 10.1515/tjj-2014-1000.

Gal-Or, B., Editorial, FUTURE JET TECHNOLOGIES: Fleets of low-cost, stealth, jet-steered drones are designed to fly ahead of fighter aircraft and bombers into congested regions. Int'l J. Turbo & Jet Engines, Jan 2013.

Gal-Or, B., Editorial, FUTURE JET TECHNOLOGIES: Joint Design Team induce F-35 run-away costs, delays and performance compromises. Int'l J. Turbo & Jet Engines, Sep 2011.

Gal-Or, B., Editorial, FUTURE JET TECHNOLOGIES: Air, Land and Marine applications of Jet Engine Steering aka as 3D thrust vectoring flight control or 2D-water TVC of super-agile boats or super-agile Littoral Combat Ships, [LCS]. Int'l J. Turbo & Jet Engines, Apr 2011.

Gal-Or, B., Editorial, FUTURE JET TECHNOLOGIES: JES for advanced Unmanned Combat Air Vehicles, [JES-UCAV.].

Int'l J. Turbo & Jet Engines, Mar 2010.

Gal-Or, B., Editorial, FUTURE JET TECHNOLOGIES: JET ENGINES AS PRIME FLIGHT EFFECTORS. THE FIRST KEY DESIGN RULES. Int'l J. Turbo & Jet Engines, Jul 1999, Dec 2000, Jan 2001 and Jan 2003.

Gal-Or, B. et al, "The benefits of JES to fighter aircraft agility and to close-range combat ability, are now well recognized; several fighters with JES (e.g., F-22, SU-37/30 MKI) are soon to be operational. Gal-or (Gal-Or, 1998).

Classes of new aircraft controllability domains have been defined recently (Gal-Or, 1994; Gal-Or, Sherbaum and Lichtsinder, 1995; Gal-Or, 1995). A remotely piloted, reduced-scale Boeing 727 "With both AOOF and JES was flight tested in May 1995 to demonstrate the potentials for low-weight, add-on JES-kits for catastrophic failure prevention (Gal-Or, 1996)"; Also ''a missile equipped with JES can effectively control its acceleration direction when the missile built only with aero fins fails, then maneuverability/controllability can be greatly enhanced by JES. Reference: Design of optimal midcourse guidance sliding-mode control for missiles with TVC". Citing Id. Gal-Or, B., FUNDAMENTALS OF CATASTROPHIC FAILURE PREVENTION BY THRUST VECTORING. AIA Journal of Aircraft, May 1995.

Gal-Or, B., Proposed flight testing standards for engine thrust vectoring to maximize kill ratio, post-stall agility and flight safety, Int'l J. Turbo & Jet Engines, Dec 1995.

Gal-Or, B., Thrust-Vectoring of Converging-Diverging Nozzles, AIAA J. of Propulsion and Power, 16, 202-206, 2000.

Gal-Or, B. FUNDAMENTALS and SIMILARITY TRANSFORMATIONS OF VECTORED AIRCRAFT, AIA Journal of Aircraft, Jan 1994. ''Gal-Or has shown that TV control [JES], being nearly independent of airflow around the aircraft, can be used to expand the flight domain beyond stall barrier, where aerodynamic controls lose much of their effectiveness." High-

43

34.

35.

36.

37.

38.

39.

40.

41.

42.

43.

44.

45.

46.

47.

48.

49.

50.

<<<>>> LIFE BEYOND THE HORIZON <<<>>>> Benjamin Gal-Or <<<<>>>> AUG.11, 2019 <<<>>> Alpha Trim and Stability Analysis of Aircraft Closed-loop Dynamics With Control Saturation, CITING: Fundamentals and similarity transformations of vectored aircraft. Id. Gal-Or, B., MATHEMATIAL PHENOMENOLOGY FOR THRUST VECTORING–INDUCED AGILITY COMPARISONS, Deficiencies vs. compromises regarding basic rules for maximization of jet-deflection rates are formulated. AIA Journal of Aircraft, Mar 1993.

Gal-Or, B., THRUST VECTORING [JES] – THEORY, LABORATORY, and FLIGHT TESTS, AIA Journal of Propulsion and Power, Jan 1993.

Gal-Or, B., “Novel, Post-Stall, Thrust-Vectored F-15 RPVs: Laboratory and Flight Tests” Funded by USAF 1990, 188 pages, (Canarded and Canard-less F-15 1/7-scaled prototypes were tested) Gal-Or, B., “Tailless Vectored Fighters: Theory, Laboratory and Flight Tests”, USAF, 196 pages, July 15, 1991.

Gal-Or, B., “Vectorable Inlets/Nozzles and Tailless Flying Models vs. Pilot’s Tolerances Affecting Maximum Post-Stall Vectoring Agility”; USAF, 238 pages; Gal-Or, B., “Tailless Vectored Fighters: Theory, Laboratory and Flight Tests”, USAF, WPAFB, Ohio, USA, AFOSR FY 1456-8905052, 196 pages, July 15, 1991.

Gal-Or, B., “Dynamic Scaling, Pilot v. G-Loads under post-stall Maneuvers with vectored fighters”, Funded series of projects in Israel by USAF; E.g., (i) San Antonio, BAFB, 1990, submitted to USAF Colonel J. Tedor team; (ii) “Dynamic Scaling of Prototypes Using Radius of Gyration Method: Theory, Laboratory and Flight Tests”, REPORT #I to USAF Capt. J. Wigle (Sep. 30, 1991); (iii) REPORT #II to USAF Dr. D. W. Repperger, AL/WPAFB (Sep. 30, 1991); (iv) Report to USAF Col. J. Tedor, Deputy Director, Human Systems Division, BAFB, TX; USAF Special Project, SPC-91-4003, AF/AFOSR/EOARD, 141 pages; Gal-Or, B., Classified Reports to Lockheed-Martin/General Dynamics, Ft Worth, TX, via Spence E. Peters, Tel. 817935-1588, Main: 817-777-2000, E-Mail: Spence.e.pters@LMCO.com and Dorsett, both have maintained mutual visits during the longest cooperation programs in which all imported to the U.S. SACOM/JES/STVS technologies were inter alia provided to Lockheed Martin/GD up to about 1997; Gal-Or, B., Classified Reports to PWA, Manager, Component Technology, R. E. (Bob) Davis, 1987-1994; Gal-Or, B., Classified Reports to General Electric, Aircraft Engines to Don Dunbar, Ed Rogala and GE VP Krebs. 19871988; Gal-Or, B., Agility Benefits of Integrated Aerodynamic & Thrust Vectoring Control, GD/Lockheed-Martin RFP Ref. TECH-RRJ-JK-0001, TIIT-TRDF 160-779, 1993-1995, Progress Report No. 2, Feb. 10, 1995.

Gal-Or, B., Catastrophic Failure Prevention by Thrust Vectoring, invited Lecture and Proposal to NASA, NASA Dryden, June 1995.

Gal-Or, B., Civilizing Military Thrust Vectoring Flight Control to Maximize Air Safety, Keynote Lecture; 3rd Int’l Conf.

ISIAF, Chinese Academy of Sciences, Beijing, China, Sept. 2, 1996.

Gal-Or, B., Civilizing Military Thrust Vectoring Flight Control to Maximize Air Safety, Opening Keynote Lecture; 2nd Int’l Seminar on Aeronautics & Education, Warsaw, Poland, Nov. 25, 1996.

Gal-Or, B., Civilizing Military Thrust Vectoring Flight Control to Maximize Civil Transport safety, Keynote Lecture, Proceedings, 4th Conf., Int’l ISIAF conf., Dresden, Germany, 1999.

Gal-Or, B., Civilizing Military Thrust Vectoring Flight Control to Maximize Civil Transport Safety, 5th Int´l Symp. Aero Sci., Moscow Russia, Plenary Lecture, Proceeding, TsAGI, 1999. http://www.thedrive.com/the-war-zone/17698/chinas-is-hard-at-work-developing-swarms-of-small-drones-onmultiple-levels; https://www.lockheedmartin.com/en-us/news/features/2016/webt-laser-swarms-drones.html https://www.defenceprocurementinternational.com/features/air/droneswarmshttp://insidedefense.com/201403112464029/Inside-Defense-General/Public-Articles/air-force-sets-plan-tolaunch-sixth-gen-fighter-program-in-2018/menu-id-926.html; http://aviationweek.com/blog/6th-gen-engines-prattrolls-out-ge stays/ https://thediplomat.com/2017/07/securing-us-bases-in-the-pacific-a-new-era-ofinstability/ http://nationalinterest.org/blog/the-buzz/penetrating-counter-air-what-comes-after-the-f-22-raptor-f18081/ http://nationalinterest.org/blog/the-buzz/penetrating-counter-air-what-comes-after-the-f-22-raptor-f-

44

<<<>>> LIFE BEYOND THE HORIZON <<<>>>> Benjamin Gal-Or <<<<>>>> AUG.11, 2019 <<<>>> 18081?page=2 ; https://www.youtube.com/watch?v=HWV6e5qdlWc http://www.thedrive.com/the-warzone/21324/image-of-chinas-stealthy-dark-sword-fighter-like-combat-drone-emerges.

51. <ahref="//en.wikipedia.org/wiki/File:Boeing_MQ-25_Stingray.jpg" title="Fair use of copyrighted material in the context of Boeing MQ-25 Stingray">Fair use</a>, <a href="https://en.wikipedia.org/w/index.php?curid=58417160">Link</a>

52. https://nationalinterest.org/blog/buzz/raptor-reborn-super-f-22-fighter-heading-japan-32147

REFERENCES AND NOTES FOR PART-I

1.

2.

3.

4.

5.

6.

7.

8.

9.

10.

11.

12.

13.

14.

15.

16.

Editorial, FUTURE JET TECHNOLOGIES: JET ENGINES AS PRIME FLIGHT EFFECTORS. THE FIRST KEY DESIGN RULES. Int'l J. Turbo & Jet Engines, Jul 1999, Dec 2000, Jan 2001 and Jan 2003.

Editorial, FUTURE JET TECHNOLOGIES: Joint Design Team induce F-35 run-away costs, delays and performance compromises. Int'l J. Turbo & Jet Engines, Sep 2011.

Editorial, FUTURE JET TECHNOLOGIES: Air, Land and Marine applications of Jet Engine Steering aka as 3D thrust vectoring flight control or 2D-water TVC of super-agile boats or super-agile Littoral Combat Ships, [LCS]. Int'l J. Turbo & Jet Engines, Apr 2011.

Editorial, FUTURE JET TECHNOLOGIES: JES for advanced Unmanned Combat Air Vehicles, [JES-UCAV.]. Int'l J. Turbo & Jet Engines, Mar 2010.

Editorial, An Old-New European debate on thrust vectoring, Int'l J. Turbo & Jet Engines, Jan 1997.

Editorial, RE-EDUCATING THE JET-ENGINE RESEARCHERS TO STAY RELEVANT and follow changing uses of small and large jet engines, especially those anticipated to be used by/in the next generation. Int'l J. Turbo & Jet Engines, 33(2), July 2016; DOI: 10.1515/tjj-2016-5001.

Editorial, Jet Engine Steering (JES) – The new master of advanced flight control; Civilizing military JES technology maximizes flight safety and allows pilot recovery when AOOF fails to prevent a crash; Int'l J. Turbo & Jet Engines, 35(2):95-99, DOI: 10.1515/tjj-2018-9010. May 2018.

Editorial, Global needs for Jet-Engine-Steered (JES) strike drones vs. lack of updated textbooks to design 6th generation UCLASS due to UCAV failure. Int'l J. Turbo & Jet Engines, 32(3), Jan 2015. DOI: 10.1515/tjj-2015-1001.

Editorial, JET ENGINE STEERING TECHNOLOGY TRANSFERS. Int'l J. Turbo & Jet Engines, 31(4):277-285, Dec 2014; DOI: 10.1515/tjj-2014-1001.

Editorial, FUTURE JET TECHNOLOGIES: THE JES-revolution in Air-&-Sea Propulsion Science and R&D; Int'l J. Turbo & Jet Engines, Jan 2014. DOI: 10.1515/tjj-2014-1000.

Editorial, FUTURE JET TECHNOLOGIES: Fleets of low-cost, stealth, jet-steered drones are designed to fly ahead of fighter aircraft and bombers into congested regions. Int'l J. Turbo & Jet Engines, Jan 2013.

Gal-Or, B., “Vectored Propulsion, Supermaneuverability and Robot Aircraft”; Forward by USAF Chief Scientist: "LANDMARK BOOK"; Million+ Google entries-citations; Springer Verlag, N.Y. and Heidelberg, 1989-present, multiple reprints. ISBN 0387-97161-0, 3-540-87161-0, TL685.3.G23 1989, 629.I34'353-de20, 89-21797. 237 references. 182 drawings.

Gal-Or, B., Review of the debate and the development of jet engine steering aka thrust vectoring technology; Journal of Thermal Science, China, Mar 1998.

Gal-Or, B., "An Old-New European Debate on Thrust Vectoring", Polskiej Nauki, PRACE Instytutu Lotnictwa, Poland, 152, pp. 3-8, 1998.

Aviation Week & Space Technology: “Israelis Flight Test Jet-Powered RPV (Unmanned, Radio Controlled JES-AirVehicle) Fitted With Thrust Vectoring Nozzles”, May 18, p. 21, 1987; May 30, 1987.

FLIGHT INT’L “ISRAEL FLIES VECTORING RPV”, May 30, 1987 and JANE'S ALL THE WORLD'S AIRCRAFT, 1987.

“Israel”, “RPVs”, [First-time post-stall flight in the history of aviation of JES-STEALTH air vehicles – conducted at Megiddo Airfield, Israel, up to 170 AOA via first yaw-pitch-roll-JES combat Maneuvers with jet drone prototypes including the first Performance of the post-stall "COBRA"].

45

<<<>>> LIFE BEYOND THE HORIZON <<<>>>> Benjamin Gal-Or <<<<>>>> AUG.11, 2019 <<<>>> 17. Gal-Or, B., Upgraded, Completely Vectored F-22, USAF-AFOSR-EOARD, CONTRACT F61708-92-W, UNITED STATES AIR FORCE Report Date: Feb. 28, 1993.

18. Gal-Or, B. with Lijun Qian and E. Kreindler, Minimum-time maneuvers of thrust-vectored aircraft; Journal of Guidance Control and Dynamics, Mar 1998.

19. Gal-Or, Benjamin, Valery Sherbaum and Lichtsinder Michael, U.S. PATENT No. 5,782,431, on "Civilizing Military Thrust Vectoring Flight Control", to save many lives and prevent much damage by simple, add-on, TV devices, flight tested and funded by U.S. FAA during 1994-1995, April, 1998.

20. Aviation Week & Space Technology: THRUST VECTOR CONTROL EYED FOR TRANSPORT, Aug. 28, 1995.

21. AEROSPACE AMERICA, "Civilizing Military Technology for safest civil Flight Control", 1995 22. Gal-Or, B., Scientific mistakes that had led to denials of post-stall-flight by JES and its benefits: (1) First in Israel: with added compliments: "nonsense", "you cannot fly post stall", ''read the textbooks", "you bring shame on the Technion for such lunatic ideas", ''you should be fired for that nonsense"; (2) same: with Shidlovski's Turbomeca in France and in Israel; (3) same: RR, less complements, in a meeting, Coventry, UK. Cf. 24, 26, 48 below and Id. 23. Gal-Or, B., "DESIGN PROJECT AT SIX UNIVERSITIES": "Steps are being taken by major companies to take advantage of this. For instance, General Electric has been creating an axisymmetric vectoring exhaust nozzle.

NASA and the United State Navy have been designing similar systems for controlling the direction of the exhaust." Citing Int'l J. Turbo & Jet Engines, Editorials. https://www.researchgate.net/ 24. Gal-Or, B., The Fundamental Concepts of Vectored Propulsion, AIAA J. Propulsion and Power, 6, 747-757, 1990; 25. Gal-Or, B., Maximizing Post-Stall, Thrust-Vectoring Agility and Control Power, AIAA J. Aircraft, 29, 647-651, 1992; 26. Gal-Or, B., Thrust Vectoring: Theory, Laboratory, and Flight Tests, AIAA J. Propulsion & Power, 9, 51 - 58, 1993; 27. Gal-Or, B. et al, "The benefits of JES to fighter aircraft agility and to close-range combat ability, are now well recognized; several fighters with JES (e.g., F-22, SU-37/30 MKI) are soon to be operational. Gal-or (Gal-Or, 1998).

Classes of new aircraft controllability domains have been defined recently (Gal-Or, 1994; Gal-Or, Sherbaum and Lichtsinder, 1995; Gal-Or, 1995). A remotely piloted, reduced-scale Boeing 727 "With both AOOF and JES was flight tested in May 1995 to demonstrate the potentials for low-weight, add-on JES-kits for catastrophic failure prevention (Gal-Or, 1996)"; Also ''a missile equipped with JES can effectively control its acceleration direction when the missile built only with aero fins fails, then maneuverability/controllability can be greatly enhanced by JES. Reference: Design of optimal midcourse guidance sliding-mode control for missiles with TVC". Citing Id. 28. Gal-Or, B., FUNDAMENTALS OF CATASTROPHIC FAILURE PREVENTION BY THRUST VECTORING. AIA Journal of Aircraft, May 1995.

29. Gal-Or, B., Proposed flight testing standards for engine thrust vectoring to maximize kill ratio, post-stall agility and flight safety, Int'l J. Turbo & Jet Engines, Dec 1995.

30. Gal-Or, B., Thrust-Vectoring of Converging-Diverging Nozzles, AIAA J. of Propulsion and Power, 16, 202-206, 2000.

31. Gal-Or, B. FUNDAMENTALS and SIMILARITY TRANSFORMATIONS OF VECTORED AIRCRAFT, AIA Journal of Aircraft, Jan 1994.

32. ''Gal-Or has shown that TV control [JES], being nearly independent of airflow around the aircraft, can be used to expand the flight domain beyond stall barrier, where aerodynamic controls lose much of their effectiveness."

High-Alpha Trim and Stability Analysis of Aircraft Closed-loop Dynamics With Control Saturation, CITING: Fundamentals and similarity transformations of vectored aircraft. Id 33. Gal-Or, B., MATHEMATIAL PHENOMENOLOGY FOR THRUST VECTORING–INDUCED AGILITY COMPARISONS, Deficiencies vs. compromises regarding basic rules for maximization of jet-deflection rates are formulated. AIA Journal of Aircraft, Mar 1993.

34. Gal-Or, B., THRUST VECTORING [JES] – THEORY, LABORATORY, and FLIGHT TESTS, AIA Journal of Propulsion and Power, Jan 1993.

35. Gal-Or, B., “Novel, Post-Stall, Thrust-Vectored F-15 RPVs: Laboratory and Flight Tests” Funded by USAF 1990, 188 pages, (Canarded and Canard-less F-15 1/7-scaled prototypes were tested) 36. Gal-Or, B., “Tailless Vectored Fighters: Theory, Laboratory and Flight Tests”, USAF, 196 pages, July 15, 1991.

46

<<<>>> LIFE BEYOND THE HORIZON <<<>>>> Benjamin Gal-Or <<<<>>>> AUG.11, 2019 <<<>>> 37. Gal-Or, B., “Vectorable Inlets/Nozzles and Tailless Flying Models vs. Pilot’s Tolerances Affecting Maximum PostStall Vectoring Agility”; USAF, 238 pages; 38. Gal-Or, B., “Tailless Vectored Fighters: Theory, Laboratory and Flight Tests”, USAF, WPAFB, Ohio, USA, AFOSR FY 1456-8905052, 196 pages, July 15, 1991.

39. Gal-Or, B., “Dynamic Scaling, Pilot v. G-Loads under post-stall Maneuvers with vectored fighters”, Funded series of projects in Israel by USAF; E.g., (i) San Antonio, BAFB, 1990, submitted to USAF Colonel J. Tedor team; (ii) “Dynamic Scaling of Prototypes Using Radius of Gyration Method: Theory, Laboratory and Flight Tests”, REPORT #I to USAF Capt. J. Wigle (Sep. 30, 1991); (iii) REPORT #II to USAF Dr. D. W. Repperger, AL/WPAFB (Sep. 30, 1991); (iv) Report to USAF Col. J. Tedor, Deputy Director, Human Systems Division, BAFB, TX; USAF Special Project, SPC-91-4003, AF/AFOSR/EOARD, 141 pages; 40. Gal-Or, B., Classified Reports to Lockheed-Martin/General Dynamics, Ft Worth, TX, via Spence E. Peters, Tel. 817935-1588, Main: 817-777-2000, E-Mail: Spence.e.pters@LMCO.com and Dorsett, both have maintained mutual visits during the longest cooperation programs in which all imported to the U.S. SACOM/JES/STVS technologies were inter alia provided to Lockheed Martin/GD up to about 1997; 41. Gal-Or, B., Classified Reports to PWA, Manager, Component Technology, R. E. (Bob) Davis, 1987-1994; 42. Gal-Or, B., Classified Reports to General Electric, Aircraft Engines to Don Dunbar, Ed Rogala and GE VP Krebs.

1987-1988; 43. Gal-Or, B., Agility Benefits of Integrated Aerodynamic & Thrust Vectoring Control, GD/Lockheed-Martin RFP Ref. TECH-RRJ-JK-0001, TIIT-TRDF 160-779, 1993-1995, Progress Report No. 2, Feb. 10, 1995.

44. Gal-Or, B., Catastrophic Failure Prevention by Thrust Vectoring, invited Lecture and Proposal to NASA, NASA Dryden, June 1995.

45. Gal-Or, B., Civilizing Military Thrust Vectoring Flight Control to Maximize Air Safety, Keynote Lecture; 3rd Int’l Conf. ISIAF, Chinese Academy of Sciences, Beijing, China, Sept. 2, 1996.

46. Gal-Or, B., Civilizing Military Thrust Vectoring Flight Control to Maximize Air Safety, Opening Keynote Lecture; 2nd Int’l Seminar on Aeronautics & Education, Warsaw, Poland, Nov. 25, 1996.

47. Gal-Or, B., Civilizing Military Thrust Vectoring Flight Control to Maximize Civil Transport safety, Keynote Lecture, Proceedings, 4th Conf., Int’l ISIAF conf., Dresden, Germany, 1999.

48. Gal-Or, B., Civilizing Military Thrust Vectoring Flight Control to Maximize Civil Transport Safety, 5th Int´l Symp.

Aero Sci., Moscow Russia, Plenary Lecture, Proceeding, TsAGI, 1999.

49. http://www.thedrive.com/the-war-zone/17698/chinas-is-hard-at-work-developing-swarms-of-small-drones-onmultiple-levels; https://www.lockheedmartin.com/en-us/news/features/2016/webt-laser-swarms-drones.html https://www.defenceprocurementinternational.com/features/air/droneswarmshttp://insidedefense.com/201403112464029/Inside-Defense-General/Public-Articles/air-force-sets-planto-launch-sixth-gen-fighter-program-in-2018/menu-id-926.html; http://aviationweek.com/blog/6th-gen-enginespratt-rolls-out-ge

stays/

https://thediplomat.com/2017/07/securing-us-bases-in-the-pacific-a-new-era-of-

instability/ http://nationalinterest.org/blog/the-buzz/penetrating-counter-air-what-comes-after-the-f-22raptor-f-18081/ http://nationalinterest.org/blog/the-buzz/penetrating-counter-air-what-comes-after-the-f-22raptor-f-18081?page=2 ; https://www.youtube.com/watch?v=HWV6e5qdlWc http://www.thedrive.com/thewar-zone/21324/image-of-chinas-stealthy-dark-sword-fighter-like-combat-drone-emerges.

50. <ahref="//en.wikipedia.org/wiki/File:Boeing_MQ-25_Stingray.jpg" title="Fair use of copyrighted material in the context of Boeing MQ-25 Stingray">Fair use</a>, <a href="https://en.wikipedia.org/w/index.php?curid=58417160">Link</a> 51. U.S. GOVERNMENT ACCOUNTING OFFICE PUBLISHED REPORTS, GAO No. 15-374; 16-389R, AND2015, 2017 REPORTS, 52. https://nationalinterest.org/blog/buzz/raptor-reborn-super-f-22-fighter-heading-japan-32147

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PART II SEQUEL: HYPERSONIC WEAPONS [A forthcoming follow-up UPDATE]

Figure 26: In August 2018 China announced its first successful testing of a hypersonic aircraft, a feat the U.S. has yet to accomplish. The 2020-2040 6TH-Generation is anticipated to incorporate various hypersonic missiles. These may be launched from (1) the USAF B-21, (2) Russian Tupolev PAC DA. Yu-71,74, RUSSIAN INDIAN BRAHMOS are new Russian hypersonic missiles.

By Shiv Aroor - http://livefist.blogspot.in/, https://commons.wikimedia.org/w/index.php?curid=26720860

CC

BY-SA

2.5

in,

In August 2018 China announced its first successful testing of a hypersonic aircraft, a feat the U.S. has yet to accomplish. The 2020-2040 6TH-Generation is anticipated to incorporate various hypersonic missiles. These may be launched from (1) the USAF B-21, (2) Russian Tupolev PAC DA. Yu-71,74 are new Russian hypersonic missiles.

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Evaluated first by a full-scale Altitude-Speed Test Facility of jet engine, (Fig. XX), JES was tested up to about 30-35 degrees deflections until adversely affected by separating bubble phenomena, compressor dynamics, etc. Another design deflect

THE RUSSIAN TUPOLEV PAC DA

The PAC DA is a 6TH-Generation, stealth, tailless supersonic, bomber projected to harbor capability of airlaunching of various supersonic and hypersonic missiles. It is expected to enter service in 2030. On 1 March 2017, it was reported that the first full-scale model of the PAK DA was built, amongst various smaller-scale ones of various configurations, while confirming it will be a flying wing and that emphasis has been put on the low-observability (stealth) characteristics of the aircraft.[26] In March 2018, the Russian President Vladimir Putin, during a state of the nation address, announced that Russia has been developing a nuclear-powered cruise missile, a nuclear-powered underwater drone and a new hypersonic missile. These subjects are deferred to Part II. Yu-71/74 aka Objekt 4202 scramjet hypersonic glide vehicle developed by Russia. It can deliver both nuclear and conventional payloads.[3][4][5][6] The system entered service in March 2018, The Avangard (then called Yu-71 and Yu-74) was reportedly tested during a series of flight tests between February 2015 and June 2016 on board the UR-100UTTKh ICBMs launched from the Dombarovsky ICBM site during which the glider reached a speed of 11,200 kilometres per hour (7,000 mph; 3,100 m/s).

Targets at the Kura Missile Test Range were successfully hit.[7][8] Another flight test was carried out in October 2016, on board the R-36M2 heavy ICBM launched from the Dombarovsky ICBM site, hitting a target at the Kura Missile Test Range. This was reportedly the first fully successful test of the glide vehicle.[9][10] March 2018, Russian President Vladimir Putin in his presidential address to the Federal Assembly in Moscow announced, that testing of the weapon is now complete and that the missile enters serial production.[11][12][13][14][5] This was also confirmed by the commander of the Russian Strategic Missile Forces, Colonel General Sergei Karakayev.[15][16]

The Avangard is powered by a scramjet engine that accelerates it up to Mach 20. When approaching a target, the glider is capable of sharp high speed evasive maneuvers in flight

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making it “absolutely invulnerable for any missile defense system”.[17] According to Russian President Putin, Avangard strikes "like a meteorite, like a fireball”.[18]

References for PART-II, preliminary list 1. Rosario, D. R., Wahls, R., Follen, G., Madavan, N., “Subsonic Fixed Wing Project”, 2011 Technical Conference NASA Fundamental Aeronautics Program Subsonic Fixed Wing Project, Cleveland, OH, March 15- 17, 2011.

2. Ikaza, D., “Thrust Vectoring Nozzle for Modern Military Aircraft.” NATO R&T Organization Symposium on Active Control Technology for Enhanced Performance Operational Capabilities of Military Aircraft, Land Vehicles and Sea Vehicles, Braunschweig, Germany. May 8-11, 2000.

3. Flamm, J. D., Deere, K. A., Mason, M. L., Berrier, B. L., Johnson, S. K., “Design Enhancements of the TwoDimensional, Dual Throat Fluidic Thrust Vectoring Nozzle Concept.” Third AIAA Flow Control Conference, San Francisco. Jun. 2006 4. Sparks, S., Michie, S., and Crowther, W., “Development of an integrated Circulation Control/Fluidic Thrust Vectoring Flight Test Demonstrator.” 1st International Conference on Innovation & Integration in Aerospace, Queen's University, Belfast CEIAT-2005-0086.

5. Mason, M. S. and Crowther, W. J. “Fluidic Thrust Vectoring of Low Observable Aircraft.” CEAS Aerospace Aerodynamic Research Conference, Cambridge, UK, June 2002.

6. Gu, D.W., Natesan, K., and Postlethwaite, I., "Modeling and Robust Control of Fluidic Thrust Vectoring and Circulation Control for Unmanned Air Vehicles." Proceedings of the Institution of Mechanical Engineers, Part I: Journal of Systems and Control Engineering 222.5 (2008): 333-45. Print 7. Sobester, Andras and Keane, Andy J. “Multi-Objective Optimal Design of Fluidic Thrust Vectoring Nozzle”. 11th AIAA/ISSMO Multidisciplinary Analysis and Optimization Conference, Portsmouth, USA, September 06 – 08, 2006.

USA, American Institute of Aeronautics and Astronautics, pp. 9 8. Gal 'Or, B., "Vectored Propulsion Supermaneuverability and Robot Aircraft" Springer-Verlag, Berlin, Heidelberg, New York, ISBN 3-540-97161-0, 1990.

9. Friehmelt, Holger. “Thrust Vectoring and Tailless Aircraft Design - Review and Outlook.” Proceedings of the AIAA Atmospheric Flight Mechanics Conference. San Diego, CA, USA, July 29-31, 1996. P. 420-430 10. Steinhauser, R., Looye, G. and Brieger, O. “Design and Evaluation of Control Laws for the X-31A with Reduced Vertical Tail” AIAA Guidance, Navigation, and Control Conference and Exhibit, Providence, Rhode Island. American Institute of Aeronautics and Astronautics. Aug. 2004.

11. Bosworth, J. T. and Stoliker, P. C., “The X-31A Quasi-Tailless Flight Test Results” NASA Technical paper Proceedings of the 2013 ASEE Gulf-Southwest Annual Conference, The University of Texas at Arlington, March 21 – 23, 2013.

Copyright © 2013, American Society for Engineering Education 3624, June 1996 12. Alcorn, C. "The X-31 Aircraft: Advances in Aircraft Agility and Performance." Progress in Aerospace Sciences 32.4 (1996): 377-413. Print.

13. Gal-Or, B., "Thrust Vectoring Flight Control To Maximize Future Jet Transport Flight Safety”, Opening Keynote Lecture; International Journal of Turbo and Jet Engines, Freund Publishing House Ltd., London, Vol. 18, pp. 41-46, 2001.

14. Gal-Or, B., "Civilizing Military Thrust Vectoring Flight Control to Maximize Air Safety”, Opening Keynote Lecture; 1997 Proceedings of the 2nd Int’l Seminar on Aeronautics & Education, Warsaw, Poland, Nov. 25, 1996 15. Gal-Or, B., "Civilizing Military Thrust Vectoring Flight Control", AEROSPACE AMERICA, April, 1996.

16. Gal-Or, B., U.S. PAT. Appl.. 08/516870/1, Aug. 18, 1995 & Isr. Pat. Appl. 113636, May 7, 1995 by Gal-Or, Lichtsinder and Sherbaum.. 17. Gal-Or, B., U.S. PAT. Appl. 08/516870/2, Aug. 18, 1995 & Isr. Pat. Appl. 111265, Oct. 12, 94 by Gal-Or, Lichtsinder and Sherbaum.

18. Gal-Or, B., U.S. PAT. Appl. 08/554087, Nov. 6, 1995.

19. Burcham Jr., F., Burken, J. J., Maine, J. J., Fullerton, C. G., “Development and Flight Test of an Emergency Flight Control System Using Only Engine Thrust on an MD-11 Transport Airplane.” NASA Technical Paper. NASA Oct. 97.

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<<<>>> LIFE BEYOND THE HORIZON <<<>>>> Benjamin Gal-Or <<<<>>>> AUG.11, 2019 <<<>>> 20. Tucker, Tom. “Harnessing the Brute: The Development of Propulsion Controlled Aircraft at NASA Dryden.”

1998 NASA-ASEE_Stanford Summer Fellowship Final Report. Oct. 1998 21. Tucker, Tom. “Touchdown: The Development of Propulsion Controlled Aircraft at NASA Dryden.” NASA. Monographs in Aerospace History #16. 1994.

22. Steer, A. J. “Integrated Control of a Second Generation Supersonic Commercial Transport Aircraft Using Thrust Vectoring.” American Institute of Aeronautics and Astronautics. 2000.

23. Coleman, G. J., Aircraft Conceptual Design - An Adaptable Parametric Sizing Methodology, ProQuest Dissertations And Theses; Thesis (Ph.D.)--The University of Texas at Arlington, 2010.

24. Curran, E T, and Murthy, S N. B., Scramjet Propulsion. Reston, Va: American Institute of Aeronautics and Astronautics, 2000. Print.

25. Czysz, P., Hypersonic Convergence: Volumes 1 through 10, Saint Louis University, Parks College, Aerospace Engineering Dept: 26. Course AE-P493-50 1992-93 and Purdue University Short Course, Integration of Winged Flight Vehicles, 1989. AEP493-50 26. Morris, J., Ashford, D. M., “Fuselage Configuration Studies,” SAE Technical Paper 670370 , 1967 27. Smith, C.W., “Aerospace Handbook,” 2nd edition, General Dynamics Convair Aerospace Division, Fort Worth, TX, 1976 28. Roskam, J., “Airplane Design Part VI: Preliminary Calculation of Aerodynamic, Thrust and Power Characteristics,” DARcorporation, Lawrence, Kansas, 2003 29. Roskam, J., “Airplane Design Part I: Preliminary Sizing of Airplanes,” DARcorporation, Lawrence, Kansas, 2003 30.

Vought, “Aircraft Synthesis Analysis Program” Aerodynamics Module, Aerospace and Defense, Vought Aero Products Division, TX, 1988. Volume VI, LTV 31. Hoak, D., Fink, R., “USAF Stability and Control DATCOM,” Global Engineering Documents, CA, 1978 32. Vinh, N.,”Flight Mechanics of High-Performance Aircraft,” Cambridge Aerospace Series 4, “UK, 1995.

33. Mattingly, J. D., “Aircraft Engine Design,” 2nd Edition, AIAA Educational Series, American Institute of Aeronautics and Astronautics, Virginia, 2002 34. Svoboda, C., “Turbofan engine database as a preliminary design tool,” Aircraft Design 3, Pergamon, 2000 Proceedings of the 2013 ASEE Gulf-Southwest Annual Conference, The University of Texas at Arlington, March 21 – 23, 2013. Copyright © 2013, American Society for Engineering Education 35. Loftin, L., “Subsonic Aircraft: Evolution and the Matching of Sizing to Performance,” NASA RP1060, 1980 36. Roskam, J., “Airplane Design Part VII: Determination of Stability, Control and Performance Characterizes: FAR and Military Requirements,” DARcorporation, Lawrence, Kansas, 2003 37. Torenbeek, E., “Synthesis of Subsonic Airplane Design,” Delft University Press, London, 1982 38. Roskam, J., “Airplane Design Part V: Component Weight Estimation,” DARcorporation, Lawrence, Kansas, 2003 39.

Nicolai, L., Fundamentals of Aircraft Design, METS Inc., San Jose, CA, 2008 40. Howe, D., Aircraft Conceptual Design Synthesis, Professional Engineering Publishing Limited, UK, 2000 41. Raymer, P., Aircraft Design: A Conceptual Approach, 4th Edition, AIAA Education Series, American Institute of Aeronautics and Astronautics, Reston, VA, 2006 42. Roskam, J., Part VIII: Airplane Cost Estimation: Design, Development, Manufacturing and Operation, DARcorporation, Kansas, 2003 43. Hess, R. W., Ronmanoff, H. P., Aircraft Airframe Cost Estimating Relationships, Rand Corp., Rept. R-3255- AF, Santa Monica, CA, 1987.

44. Boeing, 777-200lr/-300er/-freighter Airplane Characteristics for Airport Planning. Chicago, Ill.: Boeing Commercial Airplanes, 2009. Print.

45. United States. Federal Aviation Regulations. Part 25, Airworthiness Standards, Transport Category Airplanes.

Washington, D.C.: U.S. Dept. of Transportation, Federal Aviation Administration, 1994.

46. Great Britain, and Joint Aviation Authorities. JAR-OPS 1: Commercial Air Transportation (Aeroplanes). Cheltenham: Civil Aviation Authority, 2007.

47. Chudoba, B., Stability and Control of Conventional and Unconventional Aircraft Configurations: A Generic Approach. Norderstedt: Books on Demand, 2001. Print

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<<<>>> LIFE BEYOND THE HORIZON <<<>>>> Benjamin Gal-Or <<<<>>>> AUG.11, 2019 <<<>>> 48. Coleman, G. J., A generic stability and control tool for flight vehicle conceptual design: AeroMech software development. ProQuest Dissertations And Theses; Thesis (M.S.)--University of Texas at Arlington, 2007.

49. Watters, B. A., The Adaptation of Digital DATCOM To a Conceptual Design Process. ProQuest Dissertations and Theses; Thesis (M.S.)--University of Texas at Arlington, 2011.

50. Webster, F. R., and D. P. X-29 High Angle-of-Attack Flying Qualities. Ft. Belvoir: Defense Technical Information Center, 1991.

An example from top level physics.

Nobel Prize-winner Philipp Lenard, and about 100 others, fought hard with NOBEL-PRIZE-COMMITTIESMEMBERS to prevent the prize from Einstein, and succeeded in 1921, causing endless empty debates amongst those who did not understand, and could not understand relativity. Eventually the empty debates have diluted and arrested the prize contents to a mere photo-electricity recognition in 1922.

Since its revolution in aviation, the jet engine has been a priori arrested to provide brute force forward.

Flight-Tests Seeking Passengers Safety Maximization The first flight tests seeking passengers safety maximization were FAAFUNDED for flight tests of JES-BOEING-727 7TH-scale, (33[20]). e.

Results: Upgrading any jet transport with add-on-low-cost-kits saves

many lives and reduces much damage by preventing [1] takeoff crashes especially under heavy icing, [2] when all airframe-HYDRAULICS are lost (independently available anytime on jet engines for such unprecedented recovery), [3] Landing crashes under strong side-winds, [4] pilot errors, lost tail, stabilizers, landing gear, one engine or more, [A1], avoiding a mountain, high trees, structures. f.

FAA enthusiastically awarded the funds for these Boeing-727 flight tests,

(32[4], 33[20]). And the tests were highly successful, followed by worldwide acclaims, see below, but opposed by Boeing. g. This 2nd c.1-IP-revolution was highly supported by Aerospace America; Aviation Week, AIAA, ASME, USAF [for cargo] (33[5-20], and Chinese Academy of Sciences

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â&#x20AC;&#x201C; inter alia resulting in invited keynote-lectures at international conferences in Germany, Poland, Russia, China. Short, unclassified, YouTube-VIDEO shows c.1full-scale jet engines test facilities and 1987 classified flight tests in Israel, (33[20]).

8.11 In sum: IP taken by USG, according to the 5TH Amendment and Tucker Act, must be paid for -- so the TECHNION STATED, and insisted, NOT TO TRUST BOEING, ONLY THE USG. Thus, c.1 was persuaded to return to the conference room, DEFER cash PAY until 'TAKING' by USG IS IMPLEMENTED. Post adding section 6, (20[6]), and other modifications, the import contract, (17-21), was co-signed, (21).

8.11

(1) On February 10, 2017 Original FCA Relators c.1-c.3 submitted their

FCA-Master-Exhibits, (15), and on February 16, 2017, their FCA-Text-ReportComplaint, (16), to (i) the U.S. AG, (ii) ntx-USDC, (ii) ntx-USA, [1(b)].

(2) Post violating FCA-LAW, (25), and fraudulently denying LBC-EXPRESSDHL TRACKING numbers evidence in (16), ntx-USA denied this proven service, (28).

(3) ntx-USA demanded, (28), that the trade secrets themselves, (17-21), be submitted to "perfect service", despite earlier clear warnings, 28, that to serve classified trade secrets themselves so openly is to commit a crime.

(4) ntx-USDC accepted ntx-USA demands and ordered c.1-c.3 to re-submit their entire FCA-Report-Complaint, a few times, Cf. (30, 32).

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(5) c.1-c.3 thus provided slightly expanded information without any classified information beyond (17-21), which are, anyway, in the hands of the government since 1989-1998, (Ref. 5-17 at 33)].

(6) Unsatisfied for unknown reasons, (ntx) USA, demanded c.1-c.3 to further repeat service. That was done, less any classified information, (30, 32).

(7) ntx-USDC dismissed c.1-c.3's FCA-Report-Complaint on September 26, 2017, with prejudice, (14), as demanded-dictated by (ntx) USA, (9, 27).

(8) 5TH-Circ's-Appeal-Case (No. 17-11380) was submitted by petitioners c.1-c.3 on November 14, 2017 from the Philippines.

(9) The appeal was dismissed on 04/20/18, (2, 4).

MECHANICAL JET ENGINE STEERING, JES, aka as 3-dimensional thrust vectoring flight control in yaw-pitch-roll A/C attitudes is available today in a few options: (1) JES-deflecting only the diverging, last section of the jet-engine nozzle, (Figs. xx), this encounters its own set of limitations in supersonic flow. Nozzle Pressure Ratio, NPR, is a key variable.

(2) JES-deflecting the entire jet-engine nozzle, this encounters inertia limitations and stronger actuators. This option is used by Russian designers, who also resort to canted designs of the two-engine systems.

(3) External JES-deflections, as illustrated by Fig. xx.

(4) FLUIDIC-JES, by using compressor bleeding air to internally deflectthe jets of relatively small jet engines.

A hypersonic weapon travels at Mach 5 or higher, which is at least five times faster than the speed of sound or about one mile per second.

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Cosmology, Physics Philosophy and

SIR KARL POPPER, Foreword ……………….………..……..… xx SIR ALAN COTTRELL, Foreword ………………….……......... xxi Preface ……………………………………..….……….…..….... xxii

Introduction 1.1 The Revival of Relativistic Cosmology vs. Modified Concepts and Order in Physics and Philosophy 1.1.1 Science Order: Cosmology to Quantum or in Reverse..... 3 1.1.2 How did all start v. Science teaching of that Order….......5 1.1.3 The first seven stages v. tradition ……….....…............... 7 1.1.4 The present matter-dominated era by Astronomy........... 11 2.1 The Einsteinian Methodology: A Preliminary Remark ..... 11 19, 2012

From Terrestrial Gravitational Structures to Black Holes and Neutrinos in Astrophysics 1.1 Gravitation, Asymmetry and Structure of Earth v. Cosmos ..80 A fallacy associated with current Education ...………...........80 1.1.2 Gravity-induced sedimentary structures …………............. 81 1.2 Stars and the Hertzsprung-Russel Central Diagram ……….. 88 1.3 Supernova, Gravitational Collapse, Neutron Stars, Pulsars …………………………………….......…92 1.4 X-Ray Astronomy, Binary X-Ray Systems, and...

Gravitational Clocks ……………………………………......... . 100 1.5 Black Holes …………………….……………………….… 106 1.6 Gas, Dust and the Formation of Stars in Our Galaxy ............113

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1.7 How Are Cosmic Distances Measured? ……………….….. 116 1.8 Neutrino Astronomy and Astrophysics ………………….... 130 1.9 The Emergence of Gamma-Ray Astronomy ………….…... 132 1.10 Exploration of Extra-Solar Space

by Unmanned Spacecraft ……………………….………..…… 134

From Old Physics to Particle Physics-I 2.1 Aim and Scope ……………………………………………. 138 2.2 Limitations of Theory ……………………………….….… 140 2.3 The General Macroscopic Equation ………………….….... 142 2.4 Continuity Equation (Total Mass Conservation) ………..... 146 2.5 Conservation of Linear Momentum and Gravity.…………. 147 2.6 The Navier-Stokes Equations and Gravity ……………….. 149 2.7 Kinetic-Energy Equation and Dissipation Function in Gravitational Fields ……………......... 152 2.8 First Law of Thermodynamics or Energy Conservation Equation ………………………………….......… 154 2.9 First Law and Enthalpy ………………………………….... 156 2.10 First Law In Terms of Temperature Field …………….…. 157 2.11 Entropy Balance Equation ……………………………….. 159 2.12 Beyond Classical Physics:...............…………………...…. 160 2.13 Neutrinos and the Powerful Role Conservation Equations Play in Subatomic Processes (Addendum) …...…… 163

General Relativity and Relativistic Cosmology Should Rule Particle-Quantum Physics, Not the Other Way, Not by Quantum Axioms 3.1 Introduction …………………………………………………....... 167 3.1.1 Einstein’s field equations in general relativity ………..…….… 169 3.1.2 Confirmation of Einstein’s Theory of Gravitation …………..... 172 3.2 Principles and Formulations of General Relativity and Relativistic Cosmology ………………...……….………………....... 191 3.3 Observations, The “Age” of the Universe.

And “Equivalent Local Cells” …………………….……….….......... 200 3.4 Timekeeping, Accelerated Observers and the

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Principle of Equivalence ………………………….……………........ 204 3.5 From General Relativity to Unified Field Theories ………….…. 205

From Physics to Philosophical Crossroads and Back The Arrows of Time 4.1 Time and The Arrow of Time: The Most Distorted of All Ideas? ..215 4.2 Asymmetry-Symmetry-Space-Time and The Unification of the Laws of Physics …………………….............. 216 4.3 Methodology, Aim and Scope ………………………………....... 217 4.4 Confusing Concepts of Time and Time Asymmetries ………...... 219 4.5 The Entropic Arrow of Time ……………………………….....… 222 4.6 Causality, Causation and Time Asymmetries ………………........ 226 4.7 Causation and Determinism in Relativistic Theories ……..............227 4.8 Cosmological Arrows of Time and Cosmic Time ……….…….... 230 4.9 A Few Remarks ……………………………………...………...... 232 4.10 Time-Reversal Invariance and Irreversibility …………….……. 236 4.10 Microscopic Time Asymmetries in “Elementary Particles” … .. 240 4.11 Death of Scale-Based Physics….......….………….……….......... 242 4.12 “Dual” Quantum-Geometrodynamical School and “Superspace” 243 4.13 Tachyons and Causal Violations …………………….………. ....246 4.14 Macrocausality and Microcausality in Quantum Mechanics …... 247 4.15 Fading Memory in Classical Physics …………………………... 247 4.16 Doubts as to the Universality of Entropy ……………………..... 249 4.17 Entropy-Free Thermodynamic Arrows of Time ………….…... . 250

Crisis in the Standard Quantum Model Gravitation & Cosmology unpredictable by Quantum Model 5.1 Preliminary Review …………………………………….……...... 255 5.1.1 The three main schools of thought ……………………............. 261 5.2 Einstein’s Objections to the Uncertainty Principle ………........... 262 5.3 The Heresy of a Few Skeptics ………………………….…......... 265 5.4 Mythologized Concepts of Quantum Physics …………...…....... 265 5.5 The Failure of Classical and Quantal Statistical Mechanics to Deduce Irreversibility and Time Asymmetries .............267 5.6 The Emergence of Quantum Chromodynamics

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and Super-Symmetry …………………………………….................. 272 5.6.1 Spatio-Temporal Approach to Quantum Physics ……….......... 272 5.6.2 From Weinberg-Salam Theory to Quantum Chromodynamics ………………………............................ 273 5.6.2.1 Conservation laws as symmetry principles; and vice versa ... 273 5.6.2.2 Global, exact, approximate, isotopic and SU(3) symmetries 274 5.6.2.3 From SU(3) to renormalizable gauge theories ……............... 276 5.6.2.4 Quark confinement asymptotic freedom in gauge theories 276-1 5.6.2.5 QCD and the search for higher symmetry principles ……... 276-2 5.6.3 Quantum Field Theories, Super-Symmetry & Super-Gravity... 276-3 5.6.3.1 Limits of quantum gravity and ‘Unified Field Theories’ .......276-4

From Physics to Cosmological Crossroads and Back Cosmology Assessed by Physics and Philosophy 6.1 FIRST: Reduction of Thermodynamics to Gravitation ...,... 277 6.1.1 Intergalactic voids rule 2 Expansions of the Universe....,..277 6.1.2 Gravitation as super-structuring of matter and All Life.....279 6.2 The Earliest Observational Evidence. .…...………...........279 6.2.1 Which space expands and which does not? …...….......... 282 6.3 Gravitation-Asymmetry Principle of Equivalence …….......284 6.4 Can Inter-cluster Voids Be Saturated with Radiation? .........287 6.5 Derivation of the Master Asymmetry form our Gravitational School of Intergalactic Voids v. life........ 290 6.6 Irreversibility in the New Gravitational.

Cosmological Thermodynamics ………………................. 293 6.7 Origin of Dissipation in Newtonian Fluids ……..….......… 297 6.8 Terrestrial Thermodynamics ……………………..……..... 299 6.9 Connections with Classical and Continuum Thermodynamics …………………………..…..…............. 301 6.10 Electromagnetic Irreversibility v. Master Asymmetry....... 303

The Cosmological Base of Time Arrow 7.1 Time: The All-Embracing Concept …………………................. 309 7.2 Cosmological Origin of Time ……………………….................. 310 7.3 Cosmological Interpretations of Newton’s Laws of Motion …... 314 7.4 Gravitational Origin of Structure and Evolution .……................ 316

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<<<>>> LIFE BEYOND THE HORIZON <<<>>>> Benjamin Gal-Or <<<<>>>> AUG.11, 2019 <<<>>>

7.5 Gravitation and the Outflow of Energy Into Un-Saturable Space 322 7.6 Stellar Evolution …………………………………….................. 324 7.7 Terrestrial Evolution …………………………..............……...... 32

Black Holes v. Unattainable "Theory of Everything" 8.1 Introduction ………………………………………...… 330 8.2 Observational Evidence ………………………….….....331 8.3 Schwarzschild Solution and Black Holes …………...... 332 8.4 Black Holes Mechanics and Entropy ………………..... 340 8.5 Can Black Holes “Evaporate”? ……………………...... 341 8.6 Primordial Black Holes? …………………………........ 341 8.7 Back to the Melting Pot of Unification? …………........ 341

Beyond Present Knowledge 9.1 The Futile Quest for Final Answers …………………...... 349 9.2 An Example in Havaism ……………………..….........… 350 9.3 From Cosmology to Irreversible Structures and Memory 365 9.4 The Skeptic Outlook ……………………………..…...… 415

VOLUME II Introduction ……………………………………………................... 420 A Few Historical Remarks on Time, Mind and Symmetry ………... 437 The Philosophy of Time & Change: Some Historical Notions …………………….……………….…...... 455 Structuralism and the Divided American Thought: A Short Glossary of Terms ………………………………..……….. 467 Policy and Publicity: A Critique ………………………………….... 483 Thought-Provoking and Thought-Depressing Quotations ………..... 495 Critique of Western Methodology ………………………………. ... 530

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<<<>>> LIFE BEYOND THE HORIZON <<<>>>> Benjamin Gal-Or <<<<>>>> AUG.11, 2019 <<<>>>

Einsteinian Herritage A 1987 Painting by E. Katz, by permission.

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<<<>>> LIFE BEYOND THE HORIZON <<<>>>> Benjamin Gal-Or <<<<>>>> AUG.11, 2019 <<<>>>

Theoretical Physics at its Highest Historical Level Sitting, from left: I. Langmuir, M. Planck, Marie Curie, H.A. Lorentz, A. Einstein, P. Langevin, Ch.-E. Guye, C.T.R. Wilson, O.W. Richardson 2nd Sitting: P. Debye, M. Knudsen, W.L. Bragg, H.A. Kramers, P.A.M. Dirac, A.H. Compton, L. de Broglie, M. Born, N. Bohr; Standing: A. Piccard, E. Henriot, P. Ehrenfest, E. Herzen, Th. de Donder, E. Schrรถdinger, J.E. Verschaffelt, W. Pauli, W. Heisenberg, R.H. Fowler, L. Brillouin.

1927, Inst. Int'l de Physique Solvay

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