Early J2000 HYT Aerospaceplane concepts evolved from the J2000 programme - which has become the AFG and ARFG Neecenow - 13 years ago. The rational was a large supersonic aircraft, carrying a sizable payload over a long distance at altitude is a Spacecraft in a low orbit, an orbit that - with much less thrust than needed at sea level - can be increased. With suitable modification, a large supersonic aircraft can be adapted to lift a payload into Space. Modification and redesign challenges are minimal with ARFG Neecenow, produced mainly via the J2000 HYT programme funds.

Supersonic versions of the airliner split the programme into 2 separate designs because of the dangers of depressurisation to an airliner at hypersonic speed and altitude rendering commercial operations impossible. The situation was solved by BAT and in turn the AFG and ARFG developed through to today. HYT is based upon the larger AFG design, the ARFG now in simultaneous production development, but J2000 will have six engines versus the four of the ARFG Neecenow.

» Take Off

The J2000 HYT will have the capability to take-off and land at any International Airport around the world. Although HYT has a much higher maximum take-off weight, the power to weight ratio is much higher than its derivative ARFG Neecenow. The ability to operate from any International airport will expand the market of Space commerce to almost every nation. Take-off noise is projected to be “noticeably less” than current commercial airliners.

» Climb

HYT commences flight along routes created for AFG and ARFG airliners, but has a significantly better climb rate due to the J2000’s high thrust to weight ratio. Generally these flights will proceed to the equator to take advantage of the faster rotation of the Earth, however HYT will be able to achieve orbit from any heading and location above the planet

Once normal hypersonic cruise is achieved J2000 is cleared for orbit. The aircraft is accelerated to the limit of the HYT/ARFG-engines performance. Climb into orbit is assisted by using aerodynamic principles; wings produce a component of 1G of lift that must otherwise be equated by thrust in rockets having increased fuel needs, also. This means the rocket initially requires larger rockets to lift such fuel requirements or a reduction in payload.

A dynamic manoeuvre may assist HYT to higher velocities prior to firing the main engines. By diving from 150,000ft to 100,000ft uses Earths gravity to increase effective total thrust. A zero G push over reduces aerodynamic drag to a minimum, and gravity coupled with thrust in a low drag environment on the edge of Space is used to increase velocity. The engines will retain power at a higher speed into an orbital transition prior to loosing thrust from the scarcity of oxygen at such heights. 

HYT’s rocket assistors are then fired and it climbs into orbit while attaining orbital velocity. Since the atmosphere is so thin at 150,000 feet, acceleration is much faster and requires less fuel and thrust: about 5% of the thrust required for the same acceleration at sea level. Less required thrust, less required fuel explaining why a craft with a fraction of the fuel of the Space Shuttle can carry a greater load. The drag of HYT’s weight is offset by the thinner air and lift possible with hypersonic speed, and the air breathing engines will remain giving power until flame out, which, because with the increase in speed puts more air through the intake, will be substantially higher than AFG and ARFG service ceiling.

» Missions

In orbit HYT will perform many mission types; the most frequent mission is expected to be delivering fuel and other payloads into orbit for future flights. Supply drop off points will use the specifically designed and completely reusable payload pod joined by a frame. When used in the refuelling role the pods will spin to drain the fuel to each end of the pod, where the fuel socket will be located, overcoming problems of weightlessness. With HYTs performance Space organisations can plan more elaborate missions such as deep-Space exploration and colonisation of other planets and moons.

» Re-entry

HYT is being assessed to potentially use a flatter level approach that bleeds off speed higher in the atmosphere, at a lower rate of descent and deceleration instead of the traditional nose high approach used by the Space Shuttle. This puts the Aerospaceplane in a safer attitude where there is less risk of loss of control. A flat approach path also enables less average airframe heat build up, since only the leading edges of the wings and tail, as well as the nose suffer heating – the entire base of the Shuttle Orbiter required tiling to compensate for its attitudes heating. Various further designs of re-entry profiles are being evaluated in terms of airframe and velocity vectors such as variable geometry nose cones and plasma technology.

The J2000 missions will return with enough fuel for several standard IFR approaches and a short diversion. The type will have the ability to operate in all but the worst weather meaning expensive diversions or re-entry delays due to weather – which can cause financial problems to later missions - are kept to a minimum.

» Landing

One of the main factors in reducing the viability of the Space Shuttle was it was only able to make a single approach, and if a stable approach could not be guaranteed the mission would have to be delayed. Powered approaches increase safety for the crew and passengers, giving a larger weather and mission envelop for re-entry. In an emergency situation HYT can make an un-powered glide approach similar to the Space shuttle with a lower touch down speed. The J2000 will have the ability to divert to alternative airports in extreme weather conditions such as snow, thunderstorms or fog.

HYT will be able to depart and return to present International airports and can fly conventionally or hypersonically to various airports for refit, maintenance and payload needs: considerably reducing costs.  The ability to have all weather performance means that turn-around times are not effected by lengthy delays waiting for weather to clear at a single, special location. The HYT will feature reverse thrust enabling a very short landing run, maximising safety in bad weather on wet runways.

» Funding

The creation of HYT and Neecenow main engines will be funded totally by the HYT syndicate. This capital will be used to find the best designs from both engine manufacturers and other willing participants via a competition process that has its main prize derived from the HYT syndicate. The J2000 Aerospaceplane will use the ARFG Neecenow as its development base, which is produced by the HYT syndicate and additional funds from the Neecenow syndicate as required.

» Cost versus Portion Buyers

The relative cost of operating a J2000 HYT is much lower than the 10% of present cost if the portion buyers are the main operators of the type. Since the J2000 HYT’s cost is 170 Billion dollars, this must be repaid to portion holders. If portion holders are the people usually paying part of the $250 Billion annually, then they will be profiting from the money acquired from operational savings as well as the profit made from the portion syndicate, from their own use and other users leasing the type.

» Money saved

HYT’s production allows Space organisations to concentrate on the planning of operations. The performance and economic envelop expansion the J2000 brings permits much higher levels of mission capability. Present budgets of these firms can thereby be put to greater use. From a Government perspective, this could be used in public health and housing programmes, not only from funds saved trying to provide launch equipment, more capital will also result from HYT’s:

·  Low payload costs – expected to be $1140 per kilogram including portion repayments. Without these repayments factored the price per kilo per flight is about $20 per kilogram (Twenty Dollars per Kilogram) due to the flight cost of around $2 million.

·     High payload (110,000 kgs; three and a half times more than the Space Shuttle).

• Type numbers (15).