B-1H Lancer


The B-1H version would be a heavily modified B-1B Lancer strategic bomber, which would be specifically designed for carrying out high-risk missions against fortified underground facilities. The B-1H would use hydrogen as fuel instead of kerosene.

Simplified structural diagram of the operation:

1. Air-intake into the jet engines.
2. Jet engines powered by hydrogen gas.
3. Thrust from the jet engines.
4. The kerosene tanks are replaced by secondary cryogenic liquid hydrogen storage tanks.
5. Secondary liquid hydrogen supply for the heat exchanger.
6. Heat exchanger. The intake air is transformed into liquid by this device, while the liquid hydrogen would transform into gas.
7. Air-intake to the heat exchanger.
8. Hydrogen gas supply for the jet engines.
9. Liquid air to the primary cryogenic storage tank.
10. Primary cryogenic storage tank. This large tank would be integrated in one of the internal bomb bays. For safety reasons, this cryogenic storage tank could be dropped.
11. A threaded rod would be integrated longitudinally in the middle of the primary cryogenic storage tank.
12. A circular separator could rotate on the threaded rod. Thus, while the liquid hydrogen is consumed from the primary cryogenic storage tank, the emptied part of the tank can be filled by liquid air.
13. Primary liquid hydrogen supply for the heat exchanger.
14. Liquid hydrogen supply for the rocket engine.
15. Liquid air supply for the rocket engine.
16. Rocket engine. The rocket engine would be integrated into the tail of the B-1H.
17. Thrust from the rocket engine.

Simplified example of a mission:

As for the take-off, both primary and secondary cryogenic storage tanks would only be filled with liquid hydrogen.  The B-1H would take-off in a traditional way by using jet engines powered by hydrogen gas.

In the first stage of the flight, the B-1H would consume the liquid hydrogen from the primary cryogenic storage tank, and while continuously using the heat exchanger, the primary cryogenic storage tank would be partly filled with liquid air. The separator in the primary cryogenic storage tank would rotate to the other side of the tank in accordance with the consumption of liquid hydrogen.

Thanks to the creation of liquid air during the flight and the joint use of the primary cryogenic storage tank, a rocket engine can be used without any excess weight required by the storage of liquid oxygen.

In the second stage of the flight, which is reaching the enemy airspace, the B-1H would switch from the jet engines to the rocket engine. The rocket engine would use the liquid hydrogen and the liquid air from the primary cryogenic storage tank. In the enemy airspace, the B-1H would continuously increase its speed and flight altitude. The rocket engine of the B-1H would be powerful, but not much more than its four jet engines, so the speed of the B-1H would not exceed its structural ability.

On the way, by reaching the target, the B-1H would release a bunker buster (MOP) bomb. Thanks to the higher speed and flight altitude the bomb can hit the ground with greater force.

In the third stage of the flight, which is leaving the enemy airspace, the B-1H would completely drain the primary cryogenic storage tank, while slowing down the speed and reducing the flight altitude required to restart the jet engines. After the rocket engine burnout, the B-1H would switch back to the jet engines.

Since the primary cryogenic storage tank is empty, from now the B-1H would use the secondary cryogenic storage tanks. From this point the heat exchanger would not create liquid air, only the liquid hydrogen would transform to gas for the jet engines. Because with an empty primary cryogenic storage tank, without liquid air, the landing is much safer.

The benefits of the B-1H Lancer:

The first thing that long-range aircrafts from the SR-71 to the B-1B Lancer do on a mission is the air refueling. This is not possible with liquid hydrogen. With the excess weight of the heat exchanger, the rocket engine, and the cryogenic storage tanks, and without the possibility of air refueling, the armament capacity of the B-1H would be much less than of the conventional B-1B Lancer, but it would still be enough to fulfill wide variety of tasks, and the much higher flight altitude holds many possibilities.

For example, contrary to the F-15, the B-1H could launch a much larger and much heavier missile from a higher altitude, where atmospheric friction is less significant. This would also allow the launch of a smarter anti-satellite missile that does not destroy the targeted satellite on a kinetic basis and creating debris, but put a small interceptor satellite on the same orbit, which could blow it off the targeted satellite with an instant curing foam sealant that closes the maneuvering nozzles and darkens the optics.

Flying at higher altitude, where the oxygen is not enough for the conventional jet engines, interceptor aircrafts such as the MIG-31 are dangerous just because of their air-to-air missiles. However, due to the minimal humidity of the rarer atmosphere, the capabilities of a defensive weapon such as the ATHENA Laser Weapon System are also multiplied.

Thus the primary task of the B-1H would be to strike against fortified underground facilities, but it would also be ideal for a dozen other purposes.

Tokyo International Food Court


During the Olympic Games, tens of thousands of people will eat and drink at the venues of the event every day and as the competitors and the spectators will be of a very diverse of nationalities, the catering units serving them will also be.

In order to simultaneously improve the quality, diversity and efficiency of the services provided by the catering units, it would be worthwhile to build a new type of service building next to the sports facilities of the Olympic Games.

This new type of service building would be a circular two-story building. On the ground floor, at least one dozen different catering units could serve from McDonald’s to traditional Japanese restaurants. As the guests would not be served inside the building, not only the fast food kitchens but the full-service restaurant kitchens will also fit in the large-scale service building.

Serving desks of catering units would be located along the outer arc of the service building, fundamentally creating an outdoor food court for catering the guests, where guests would be able to consume their orders at tables and chairs situated in the environment of a landscape park surrounding the service building.

The uniqueness of the service building would be given by the open roof terrace, which would occupy the top of the building, where custom designed tables for guests would be available. To all of the tables fixed to the top of the service building a smaller transparent round box with an opening and closing door would be installed in the middle, which would be connected by a tube of about one meter in diameter to the otherwise empty first floor of the building. Each of these tubes would be equipped with a pneumatic cylinder, which technically would serve as a simple food-elevator between the first floor and the tables on the roof terrace.

That means meals and drinks ordered by guests should only be placed on trays on the tops of pneumatic cylinders in the tubes starting from the first floor, in order that they can get to the tables of consumers by pushing off a button. So the catering units in the service building could quickly and efficiently deliver their orders to guests despite the large floor area of the roof terrace. Insomuch as a very large number of service staff could be operating without disturbing guests in consumption with their continuous traffic. Moreover, the usage of augmented reality (AR) eyeglasses would be also possible for the staff to navigate between tubes on the first floor of the service building, since this would not disturb guests because they will not meet people delivering their orders.

Logically, dirty trays, plates and glasses could be sent backwards with the same solution and the service building would have its own common service staff to collect and wash and then redistribute them between the catering units. This common service staff would also provide cleaning of the outdoor dining area and the roof terrace from washing of the tables to collection of garbage.

In order to make simple placing orders for the roof terrace guests, each table of the roof terrace would have at least one touch screen, wherethrough the guests could choose from the sortiment of the catering units. There would also be a digital payment terminal through which they could pay their orders. Cash payment at the roof terrace tables would not be possible.

At the same time, it also allows guests to order from the catering unit in parallel, selecting food and drinks from different catering units to the same order, for example. For realizing such need, the service building would have a unified payment system that would distribute bank transfers of the guests between the catering units based on their orders.

I think with the help of its shared service and payment system of this new type of service building, it would be ideal to represent higher quality Japanese cuisine at affordable prices during and after the Olympic Games.

Take-off supporting drone


The military’s ability to carry out air transport services is an essential factor of almost every operation, so every percent of efficiency enlargement is significant. One way of efficiency enlargement is decreasing the fuel-consumption of cargo planes since planes use up an enormous amount of fuel during take-off and reaching the cruising altitude in a short period of time. By reducing this, a significant efficiency enlargement can be achieved.

The take-off supporting drone would be a convertiplane powered by electricity and it would be as big as an external fuel tank. Instead of the rotation of the conventionally structured power engines located at the wing-tips, in this case the whole drone itself would swing to change between airplane and helicopter mode.

To the fuselage of the drone a coaxial rotor would adjoin longitudinally, whose rotor blades would be adjustable according to the dual mode of operation, and the swing required to change between the modes would be made possible by maneuvering wings adjoining the fuselage of the drone.

The drone would be developed explicitly to the usage of the universal pylon installable under the wing of the C-130 Hercules military transport plane, so before take-off two drones could be installed onto a C-130, so that the rotor blades of the drones’ coaxial rotors would be positioned on the sides of the wings’ trailing edges in contrast with the C-130’s own propellers.

There would not be a regulating lever on the control panel of the C-130’s cockpit to change the power-output of the drones, but similarly to petrol-electric hybrid cars, the drones’ power-output would automatically adjust to the output changes of the C-130’s turboprop engines. So, before take-off, pilots only had to activate standby mode of the drones. During take-off and reaching the cruising altitude, the operation of the drones would be controlled by the onboard flight control computer.

After reaching the cruising altitude, the pilots could jettison the drones from the universal pylons, and the drones would return to the initial airport in airplane mode. The maneuvering wings of the drones would provide enough lift force to do this. Above the airport, the drones would swing into vertical position and change into helicopter mode. Then, with the help of the deployable landing legs, the drones would land as helicopters. This method is similar to the method used by the Falcon 9 carrier rocket, which lands with the help of deployable landing legs.

The advantages of drone-using:

Thanks to the development of the V-22 Osprey tiltrotor aircraft, the most significant technologies from the adjustable rotor blades to the essential fly-by-wire system are already at our disposal, so a reasonable amount of money could be enough to carry out the development of the drone.

The drones require low maintenance thanks to the electric engines powered by batteries. Moreover, the maintenance of the drones and the recharge of the batteries is manageable even in battlefield conditions. As a result of this, drones could not only support C-130s taking-off from conventional airports’ runways, but also C-130s taking-off from unprepared runways. Furthermore, the take-off would be more safe thanks to the additional power-output of the drones.

Based on the experience gained during the military usage, the usage of drones can be extended to civil aviation, since the turboprop passenger and cargo planes similar to the ATR 72 fly really short distances. Because of this, the fuel-consumption during take-off and reaching the cruising altitude has a really significant impact on the operating costs.

Urban retail home delivery network


Home delivery is a practical solution for shopping, whether we can talk about food, household items, books or other retail products. However, the cost of home delivery greatly increases the cost of products for consumers. Additionally, consumers need to be on site for the delivery to take over the ordered items, or to pay by cash for example.

Therefore, a separate service should be created for ordering and delivering products, which would link the smaller and larger retail units in each city to a standardized network.

Consumers could choose which city they live in from among the cities available for the service on a website optimized for smartphones. Then they could browse between the networked retail units and their products within the given city. This means that consumers in this home delivery service could order only those products which are available at the time of ordering in the retail units within the city of their choice.

Since in the service would not be possible for cash on delivery (COD) payment, the website would also be a unified payment system, which would distribute transfers of consumers between retail units based on the amount of ordered products.

In such cities where this service is available, the local post offices would be expanded with a smaller warehouse for sorting products waiting for delivery and storing them for a few minutes or maximum a few hours. Because post offices would serve as mediators between retail units and consumers. Post offices are ideal for this purpose because buildings, customer service, professional experience, etc. are all given. Practically, only a new service should be added for the existing ones.

Post offices would also be transformed into electric charging stations for electric powered vans. Electric vans with bigger total weight would deliver ordered products in the city between retail units and post offices. Besides, smaller electric vans with less total weight and used by local post offices would fulfil deliveries to consumers on their operational territory of a few square kilometers.

Products that come from different retail units to post offices would be packed in standardized transport boxes, so there would be a weight and size limit, which consumers would not be able to go beyond in each order.

The standardized transport box would be an aluminum box, which could open on top. This box would be as large as a shopping basket, with three versions: traditional, coolable and heatable. The traditional transport box would be white, the coolable version would be blue, the heatable one would be red. Coolable and heatable transport boxes would have a double-walled structure. In this double-wall, a non-toxic antifreeze liquid would be stored in precooled or preheated conditions, which could keep the products at a constant temperature for long hours. Thus, from frozen foods to freshly prepared food, it is possible to deliver a multitude of products without immediate receipt by consumers.

In the post offices, the coolable and heatable transport boxes would be placed in separate containers which would look like chests of drawers. Thus, the fluid in their structure would be continuously cooled or heated.

Registered consumers would need to use a standardized receiving box for the service. This lockup receiving box would be the same size as the transport box. The transport box filled with the ordered products should be placed at the consumer the same way as mail is stored in the mailbox. Thus, the delivery of ordered products remains safe while consumers do not need to take them personally.

After the consumer has taken the products out of the transport box, it can be simply put back to the receiving box. The carrier would return the empty transport box to the post office at the next delivery. The carrier exchanged the two boxes.

This service would primarily serve to connect retail units within individual cities. However, horticultural growers around cities who are able to accurately record their stocks could join the network, although growers would find it difficult to sell products over the Internet because the consumers would not be able to control the quality of the products. Because it would not be possible for consumers to choose the product as on the markets, and retail standards provided by supermarket networks would be neither available in this field.

Therefore, a comprehensive quality control would be a prerequisite for joining the retail network for horticultural growers, and each post office warehouse would have its own employee to sort these products. These employees would check the ordered products whether they meet consumer needs from freshness to size. If products delivered by the growers would be significantly different from the products ordered, consumers would be compensated immediately. If the problem occurs repeatedly, growers could be suspended or even excluded from the retail network. The same would apply to problems arising from regular laboratory tests, such as in case of using inappropriate chemicals.

Benefits of the retail network:

Although the range of orderable products depends on the current stock of networked retail units and horticultural growers, more efficient and much cheaper home delivery allows consumers to make easy daily shopping. This would significantly increase the quality of urban life beyond the significant individual time gains, for example reduce vehicle traffic.

In addition, access to a larger consumer base and easier advertising opportunities the network can help to survive and develop even the smallest retail units, and it also creates numerous jobs locally.

Horticultural growers would sell their products at a much higher profit, because through direct sales they would keep their resellers' profits. Growers could also make long-term contracts with individual consumers through the website, for example, serving their weekly vegetable and fruit needs, which is a great help for pre-planning and development in a seasonal sector.