Jet Engines – The New Masters of Advanced Flight Control

Abstract

Abstract ANTICIPATED UNITED STATES CONGRESS ACT should lead to reversing a neglected duty to the people by supporting FAA induced bill to civilize classified military air combat technology to maximize flight safety of airliners and cargo jet transports, in addition to FAA certifying pilots to master Jet-Engine Steering (“JES”) as automatic or pilot recovery when Traditional Aerodynamic-only Flight Control (“TAFC”) fails to prevent a crash and other related damages [1, 2, 3, 4, 5, 6, 7, 8, 9, 10, 11, 12, 13, 14, 15, 16, 17, 18, 19, 20, 21, 22, 23, 24, 25, 26, 27, 28, 29, 30, 31, 32, 33, 34, 35, 36, 37, 38, 39, 40, 41, 42]. Replacement of propeller driven air vehicles with jet engines marks the first jet-engine historical revolution. Yet designers of TAFC still a priori arrest jet engines to provide only brute force forward – a practice leading to wrong freezing of wings, tails, canards, landing gear, airframe and avionics prior to selection of off-the-shelf jet engine to fit that non-integrated design. A second jet-engine revolution is currently in. It originated by failures of TAFC to function and prevent catastrophes especially in post-stall flight domains, takeoff and landing, which mark the JES-Revolution. Full scale JES implementation started in 1986 in the U.S. by YF-22 design [24, 31, 32, 33, 34]. Three years later the YF-22 prototype was selected over the YF-23 that lacked IPA-78402 JES Technologies [31] like 60+ to 1 kill-ratio advantage during WVR air combat – a revolution gradually followed by RUSSIA, CHINA, INDIA, JAPAN and South KOREA [20, 21, 28]. Civilizing JES to maximize future passengers flight safety by preventing various airlines catastrophes [8] had been successfully first flight tested by a subscale JES-Boeing-727 under U.S. FAA support [8, 25]. Pro and cons of military vs. civil JES-technologies are presented by this editorial.