DOCSLIB.ORG

Air-Breathing Hypersonic Cruise: Prospects for Mach 4-7 Waverider

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Air-Breathing Hypersonic Cruise: Prospects for Mach 4-7 Waverider E AMEICA SOCIEY O MECAICA EGIEES 2G4 4 E. 4 St., Yr, .Y. 00 e Sociey sa o e esosie o saemes o oiios aace i aes o i Ms. cussio a meeigs o e Sociey o o is iisios o Secios, o ie i is uicaios. iscussio is ie oy I e ae is uise i a ASME oua. aes ae aaiae om ASME o iee mos ae e meeig. ie i USA. Copyright © 1992 by ASME Arrthn prn Cr: rpt fr Mh 4 Wvrdr Arrft Downloaded from http://asmedigitalcollection.asme.org/GT/proceedings-pdf/GT1992/78941/V002T02A040/2401661/v002t02a040-92-gt-437.pdf by guest on 27 September 2021 ISAIA M. AKSO yesoics eseac iisio aioa Aeoauics a Sace Amiisaio Wasigo, C ABSTRACT situation demands the ability to integrate highly- There is currently a renewal of world-wide interest coupled and interacting elements in a fundamental in hypersonic flight. Vehicle concepts being and optimal fashion to achieve the desired considered range from cruise missiles to SSTO and performance. Some crucial technology needs are TSTO vehicles. The new characteristics of these found in propulsion-airframe integration and its role vehicles are that they will be powered by air- in configuration definition, hypersonic boundary- breathing engines and have long residence times in layer transition and its impact on vehicle gross- the air-breathing corridor. In the Mach 4-7 regime, weight and mission success, scramjet combustor waverider aircraft are being considered as mixing length and its impact on engine weight and, candidates for both long-range and short-range CFD (turbulence modeling, transition modeling, etc) cruise missions, as hypersonic missiles, and as high as a principal tool for the design of hypersonic LID highly maneuverable vehicles. This paper will vehicles. Key technology implications in thermal discuss the potential for near-term and far-term management, structures, materials, and flight control application of air-breathing engines to the above systems will also be briefly discussed. It is concluded waverider vehicle concepts and missions. In that most of the technology requirements in the Mach particular, the cruise mission is discussed in detail 4-7 regime are relatively conventional making cited and attempts are made to compare and contrast it applications near-term, yet offering very significant with the accelerator mission. Past criticisms levied advancements in aircraft technology. against waveriders alleged low volumetric efficiency, lack of engine/airframe integration studies, poor off- I. INTRODUCTION design performance, poor take-off and landing capability, have been shown by on-going research to Following nearly 15 years of relative inactivity, sev- be unfounded. A discussion is presented of some of eral countries have initiated research and technology the technical challenges and on-going research aimed programs to develop various types of at realizing such vehicles: from turboramjet and aero/spacecraft. Their ultimate goal is direct, scramjet technology development, propulsion- reliable and easy access to space (Ref 1). In Europe, airframe integration effects on vehicle performance, Russia, Japan, India, etc., hypersonic programs are aeroservothermoelastic systems analysis, hypersonic directed toward vehicles such as Hermes, Sanger, stability and control with aeroservothermoelastic and Hotol, Hope, Hyperplane, etc. Concepts for propulsion effects, etc. A unique and very strong hypersonic vehicles powered by air-breathing aspect of hypersonic vehicle design is the integration engines are also evolving as part of these programs. and interaction of the propulsion system, In the U.S., the National Aerospace Plane (NASP) aerodynamics, aerodynamic heating, stability and program is developing the key technologies required control, and materials and structures. This first - for the successful operation of air-breathing order multidisciplinary hypersonic aerospace vehicles. The general goal of esee a e Ieaioa Gas uie a Aeoegie Cogess a Eosiio Cooge, Gemay ue 4, 2 is ae as ee accee o uicaio i e asacios o e ASME iscussio o i wi e accee a ASME eaquaes ui Seeme 0, 2 the NASP program is the construction and testing of stands at Mach 5.2, held by a ramjet-powered Martin an experimental, fully-reusable vehicle, designated Marietta ASALM missile that disobeyed a fuel shut- the X-30, that will be used as a manned demonstrator down signal. The cruise application, specifically for for hypersonic flight. The vehicle will use Mach 4-7, is the focused topic of this paper. The hydrogen-fueled, air-breathing ramjet/scramjet purpose in addressing this application separately is engines and will be capable of horizontal takeoff and that there are technologies which are specific to landing. It will be designed to expand the envelope Mach 4-7 cruise. There are also technologies which of high speed flight in and beyond the atmosphere to are common to cruise and other hypersonic missions. the point that access to low earth orbit can be These are discussed in this paper. The paper offers an in-depth investigation of the most pertinent achieved. The uniqueness of NASP lies in its highly- Downloaded from http://asmedigitalcollection.asme.org/GT/proceedings-pdf/GT1992/78941/V002T02A040/2401661/v002t02a040-92-gt-437.pdf by guest on 27 September 2021 integrated scramjet, special structures and materials technology issues associated with hypersonic cruise requirements, absence of suborbital stages, and and also addresses issues associated with one class of inherent payload return capability. NASP addresses vehicles which is fundamentally suited for hypersonic SSTO (single-stage-to-orbit) as well as aspects of cruise waveriders. A summary of the status of several accelerator/interceptor applications, but does waverider technology for air-breathing missions is not adequately address the technology aspects unique provided so that the extremely important to cruise applications. For either class of vehicle, technologies that must be developed for the benefit of however, a tradeoff between engine thrust-to-weight the entire hypersonic vehicle development ratio and specific fuel consumption is necessary. community are stressed with a perspective of applicability to real missions. Also, some of the In this paper, the prospects for air-breathing hyper- technologies for waveriders are actually specific to sonic vehicles, especially hydrocarbon-fueled Mach waveriders, and must be addressed in the context of a 4-7 vrdr aircraft, are examined. Prospects for waverider discussion. Because air-breathing generic air-breathing hypersonic vehicles (Mach 5- hypersonic vehicles are multidisciplinary systems, 25) were previously discussed in Refs 2 and 3. brief discussions about the technical areas which Figure 1 shows flight block time as a function of impact the design of such vehicles are presented. global range fraction for several cruise Mach numbers. The shaded regions indicate the global Mach 4-7 is an attractive segment of hypersonics as range fractions and Mach numbers believed to be of it offers a combination of very high speed capability primary interest for future high-speed civil transport and use of relatively conventional technologies. This aircraft and military.reconnaissance/strike aircraft. range of speeds offer dramatic reductions in travel Cruise Mach numbers of 2 to 3 for civil aircraft, time compared to subsonic or even supersonic speeds which are consistent with Concorde and current as shown in Fig. 1. This range of speeds may also be operational military aircraft, would reduce the block very competitive (depending on mission) with higher time for trans-pacific flights from about 14 hours to speeds of Mach 8 to 12 over distances up to 12,000 about 4-6 hours. Mach 5-6 military aircraft could nmi (or half the way around the earth). Such speed provide worldwide coverage in about 4 hours. Mach capability has a number of useful applications numbers greater than about 10-15 provide an including first stage of a two-stage-to-orbit vehicle, insignificant improvement in block time for both interceptor, recce, and transports. civil and military aircraft. Much greater distances Though the need for high speed travel has remained are required for these higher speeds to pay off in roughly constant constant over time (perhaps block time. The Earth simply isn't big enough to increasing with the advent of integrated global socio- warrant aircraft that cruise faster than about Mach economic ties), the availability or maturity of 10-15. technologies for the Mach 4 to 7 range has been As already noted, most national and international progressing. In the past few years several key hypersonic activities are focused on transatmospheric enabling technologies have matured to significant flight with the goal of constructing air-breathing levels. These technologies include high temperature single-stage-to-orbit second generation shuttles or hydrocarbon fuels, high temparature materials, two-stage transports that incorporate an air-breathing practical combined cycle engines (e.g. turboramjets first stage. An obvious intermediate regime, and and scramjets), and highly efficient perhaps spin-off technology from the above concepts, vehicle/aerodynamic shapes. is the development of extremely high-speed civilian One element of the latter, which is a key driver in and military vehicles designed for sustained flight in the overall concept of a Mach 4 to 7 vehicle is the the range of Mach 4-25. At the high end of this advent of modern efficient waverider concepts. anticipated air-breathing flight corridor, sustained These concepts have the potential of excellent levels orbital flight at Mach 25 is now routine. At the low of performance in at least three key areas of I, end, the speed record for air-breathing vehicles 2 volumetric efficiency, and stability and control. a sound interpretation of the Breguet range equation. Though the shape of candidate Mach 4 to 7 This classification of aircraft shapes is shown in Fig waverider vehicle concepts are relatively simple, 2 (Ref. 5). The progression of optimum "cruising" they are nonetheless the result of extensive analytical engines as a function of flight speed is also shown.
Load more

Recommended publications
  • Aerodynamic Characteristics of Two Waverider-Derived Hypersonic Cruise Configurations
    NASA Technical Paper 3559 Aerodynamic Characteristics of Two Waverider-Derived Hypersonic Cruise Configurations Charles E. Cockrell, Jr., Lawrence D. Huebner, and Dennis B. Finley July 1996 NASA Technical Paper 3559 Aerodynamic Characteristics of Two Waverider-Derived Hypersonic Cruise Configurations Charles E. Cockrell, Jr. and Lawrence D. Huebner Langley Research Center • Hampton, Virginia Dennis B. Finley Lockheed-Fort Worth Company • Fort Worth, Texas National Aeronautics and Space Administration Langley Research Center • Hampton, Virginia 23681-0001 July 1996 Available electronically at the following URL address: http:lltechreports.larc.nasa.govlltrslitrs.html Printed copies available from the following: NASA Center for AeroSpace Information National Technical Information Service (NTIS) 800 Elkridge Landing Road 5285 Port Royal Road Linthicum Heights, MD 21090-2934 Springfield, VA 22161-2171 (301) 621-0390 (703) 487-4650 Abstract An evaluation was made of the effects of integrating the required aircraft compo- nents with hypersonic high-lift configurations known as waveriders to create hyper- sonic cruise vehicles. Previous studies suggest that waveriders offer advantages in aerodynamic performance and propulsionairframe integration (PAl) characteristics over conventional non-waverider hypersonic shapes. A wind-tunnel model was devel- oped that integrates vehicle components, including canopies, engine components, and control surfaces, with two pure waverider shapes, both conical-flow-derived wave- riders for a design Mach number of 4.0. Experimental data and limited computational fluid dynamics (CFD) solutions were obtained over a Mach number range of 1.6 to 4.63. The experimental data show the component build-up effects and the aero- dynamic characteristics of the fully integrated configurations, including control sur- face effectiveness.
    [Show full text]
  • Science & Technology Trends 2020-2040
    Science & Technology Trends 2020-2040 Exploring the S&T Edge NATO Science & Technology Organization DISCLAIMER The research and analysis underlying this report and its conclusions were conducted by the NATO S&T Organization (STO) drawing upon the support of the Alliance’s defence S&T community, NATO Allied Command Transformation (ACT) and the NATO Communications and Information Agency (NCIA). This report does not represent the official opinion or position of NATO or individual governments, but provides considered advice to NATO and Nations’ leadership on significant S&T issues. D.F. Reding J. Eaton NATO Science & Technology Organization Office of the Chief Scientist NATO Headquarters B-1110 Brussels Belgium http:\www.sto.nato.int Distributed free of charge for informational purposes; hard copies may be obtained on request, subject to availability from the NATO Office of the Chief Scientist. The sale and reproduction of this report for commercial purposes is prohibited. Extracts may be used for bona fide educational and informational purposes subject to attribution to the NATO S&T Organization. Unless otherwise credited all non-original graphics are used under Creative Commons licensing (for original sources see https://commons.wikimedia.org and https://www.pxfuel.com/). All icon-based graphics are derived from Microsoft® Office and are used royalty-free. Copyright © NATO Science & Technology Organization, 2020 First published, March 2020 Foreword As the world Science & Tech- changes, so does nology Trends: our Alliance. 2020-2040 pro- NATO adapts. vides an assess- We continue to ment of the im- work together as pact of S&T ad- a community of vances over the like-minded na- next 20 years tions, seeking to on the Alliance.
    [Show full text]
  • The Lapcat-Mr2 Hypersonic Cruiser Concept
    THE LAPCAT-MR2 HYPERSONIC CRUISER CONCEPT J. Steelant and T. Langener* * ESA-ESTEC, Keplerlaan 1, 2201 AZ Noordwijk, Netherlands Vehicle Design, Hypersonic Flight, Combined Cycle Engine, Dual-Mode Ramjet Abstract thus bringing the elliptical combustor cross section to a circular cross-section. During Ramjet-mode, this This paper describes the MR2, a Mach 8 nozzle was used as a combustor that thermally cruise passenger vehicle, conceptually designed for choked, allowing for supersonic expansion in the antipodal flight from Brussels to Sydney in less than second nozzle. The second nozzle itself was 4 hours. This is one of the different concepts studied streamtraced from an axisymmetric isentropic within the LAPCAT II project [1]. It is an evolution expansion and truncated to a suitable length. Both of a previous vehicle, the MR1 based upon a dorsal nozzles were designed for cruise conditions. mounted engine, as a result of multiple optimization The final vehicle is shown below in Figure 1 iterations [2] leading to the MR2.4 concepts. The while specific details of the design are expanded main driver was the optimal integration of a high upon in the next section. performance propulsion unit within an aerodynamically efficient wave rider design, whilst guaranteeing sufficient volume for tankage, payload and other subsystems. Introduction The aerodynamics for the MR2 is a waverider form based upon an adapted osculating cone method enabling to construct the vehicle from the leading edge while reducing integration problems between the aerodynamics and the intake. The intake was constructed using Figure 1 MR2 Vehicle streamtracing methods from an axisymmetric inward turning compression surface and was integrated on top of the waverider in a dorsal layout.
    [Show full text]
  • From Leo to the Planets Using Waveriders
    AlAA, 99-4803 From Leo. to th.e Planets Using Waveriders ‘. A. D. McRonald,J1 E. Randolph., Jet PropulsionLaboratory CaliforniaInstitute of Technology. M.‘J. Lewis Universityof Maryland E. p. Bbnfiglio,J:Longuski .- PurdueUn iversity I’ P.Kolodziej NASA-AmesResearch Center th International’ Space Planes and Hypersonic Systems arid Technologies Conference. and _ 3rd Weakly Ionized-Gases Workshop l-5. November 1’999 Norfolk, VA For permiss/on to copy or republish, contact the American Institute of Aeronautics and Astronautics 1801 Alexander Bell Drive, Suite 500, Reston, VA 20191 (c)l999 American Institute of Aeronautics & Astronautic‘s or publisher! with permission of author(s) and/or authdr(s)’ sponsoring organization. t i AIAA-99-4803 . FROM LEO TO THE PLANETS USING WAVERIDERS A. D. McRonald, J. E. Randolph Jet PropulsionLaboratory California Institute of Technology. M. J. Lewis University of Maryland E. P. Bonfiglio, J. Longuski PurdueUniversity P.Kolodziej Ames ResearchCenter ABSTRACT control surfaces, along with engines and propellant to escapefrom Earth, Other advantagesof this A revolution& interplanetary transportation techniqueover normalinterplanetary delivery methods techniqueknown as Aero-Gravity Assist (AGA) has will be discussed. beenstudied by JPL and others to enablerelatively, short trip times betweenEarth andthe other planets. INTRODUCTION AND BACKGROUND It takes advantageof an advancedhypersonic vehicle known as a waverider that uses its high lift to fly The idea to employ the terrestrialplanets as an energy through the atmospheresof Venus and Mars to sourceusing aero-gravity-assist(AGA) maneuversto provide exceptionally large velocity changesusing significantly increasethe velocity of interplanetary gravity-assist maneuvers. The concept has been spacecraft was first discussed for the Stat-probe understudy in a joint programbetween JPL and the mission to the sun] in 1982.
    [Show full text]
  • Design Processes and Criteria for the X-51A Flight Vehicle Airframe
    UNCLASSIFIED/UNLIMITED Design Processes and Criteria for the X-51A Flight Vehicle Airframe Jeffery Lane Boeing Integrated Defense Systems 5301 Bolsa Ave. M/C H010-B017 Huntington Beach, CA 92647 USA [email protected] ABSTRACT Flight vehicle airframes in today’s advanced flight systems are required to optimally integrate a variety of multi-functional requirements to maximize effectiveness with acceptable risk. The X-51A airframe design process and criteria draw upon decades of successful design of both manned and unmanned flight vehicles for production and experimental intent. This paper summarizes the X-51A vehicle mission requirements, system design, design processes used for airframe synthesis, design safety factors, success criteria and issues facing the incorporation of advanced optimization techniques in the development of airframes for vehicles such as the X-51A. 1.0 INTRODUCTION The X-51A program is a jointly funded project sponsored by two US government agencies: the Air Force Research Laboratory (AFRL) and the Defense Advanced Research Projects Agency (DARPA) with AFRL as the lead project office [1]. The fundamental objective of the X-51A flight test program is to flight demonstrate the USAF Hypersonic Technology (HyTech) scramjet engine being developed by Pratt & Whitney Rocketdyne under contract to the AFRL (Figure 1). The scramjet engine is based on a hydrocarbon fuel that ignites and operates in both acceleration and cruise modes in the Mach 4.5 to 6.5 range. The engine flowpath is cooled using fuel to both maintain tolerable flowpath temperatures as well as “crack” the fuel to facilitate ignition once it is injected into the combustion region of the scramjet engine.
    [Show full text]
  • Flying Machines of the Future
    Flying machines of the future Boeing’s Phantom s a massive hybrid neutrally the stuff of science fiction? No. Just buoyant aircraft delivers oversized a glimpse at some of the capabilities and Works looks into the A pipeline equipment north of the applications of projects in various stages future to come up with Arctic Circle, a homeowner uses the of development by employees of Phantom Internet to check the cheapest time to Works, the division of Boeing Defense, some ‘pretty cool stuff’ run a load of laundry. Space & Security charged with advanced by Marc Sklar At 65,000 feet (19,800 meters) over development. With a team of only about a battlefield, a liquid-hydrogen-powered 2,000 employees, Phantom Works has aircraft keeps tabs on troop movements numerous programs and initiatives going GRAPHICS: (Above) the Phantom Ray and helps control unmanned attack at any one time in fields as varied as unmanned flying test bed, shown in an artist’s concept, is 36 feet (11 meters) long aircraft flying from carriers 500 miles aviation, space, energy management, with a wingspan of 50 feet (15 meters). It (800 kilometers) offshore. and military and intelligence operations. is scheduled for systems, ground and flight officials in a major city monitor “What we do is look into the future tests this year. MICK MONAHAN/BOEING massive security operations for a global and work with our customers to determine (Right) Phantom Works and SkyHook sports event, while hundreds of miles where capability gaps may exist,” said International are developing this neutrally above, nanosatellites—each the size Darryl Davis, Phantom Works president.
    [Show full text]
  • System Design and Optimization of a Hypersonic Launch Vehicle
    System Design and Optimization of a Hypersonic Launch Vehicle A project present to The Faculty of the Department of Aerospace Engineering San Jose State University in partial fulfillment of the requirements for the degree Master of Science in Aerospace Engineering By Matthew Ringle May 2014 approved by Dr. Papadopoulos Faculty Advisor TABLE OF CONTENTS Table of Contents .......................................................................................................................... 1 List of Figures ................................................................................................................................ 3 List Of Tables ................................................................................................................................ 4 1.0 Literature Review ................................................................................................................... 5 1.1 Background ...................................................................................................................... 5 1.2 Waverider ......................................................................................................................... 6 1.3 Winged Bodies .................................................................................................................. 6 1.4Blunt Reentry Bodies ....................................................................................................... 7 2.0 Problem Statement.................................................................................................................
    [Show full text]
  • Performance Analysis of Skip-Glide Trajectories for Hypersonic Waveriders in Planetary Exploration
    University of Tennessee, Knoxville TRACE: Tennessee Research and Creative Exchange Masters Theses Graduate School 5-2008 Performance Analysis of Skip-Glide Trajectories for Hypersonic Waveriders in Planetary Exploration Ngoc-Thuy Dang Nguyen University of Tennessee - Knoxville Follow this and additional works at: https://trace.tennessee.edu/utk_gradthes Part of the Aerospace Engineering Commons Recommended Citation Nguyen, Ngoc-Thuy Dang, "Performance Analysis of Skip-Glide Trajectories for Hypersonic Waveriders in Planetary Exploration. " Master's Thesis, University of Tennessee, 2008. https://trace.tennessee.edu/utk_gradthes/416 This Thesis is brought to you for free and open access by the Graduate School at TRACE: Tennessee Research and Creative Exchange. It has been accepted for inclusion in Masters Theses by an authorized administrator of TRACE: Tennessee Research and Creative Exchange. For more information, please contact [email protected]. To the Graduate Council: I am submitting herewith a thesis written by Ngoc-Thuy Dang Nguyen entitled "Performance Analysis of Skip-Glide Trajectories for Hypersonic Waveriders in Planetary Exploration." I have examined the final electronic copy of this thesis for form and content and recommend that it be accepted in partial fulfillment of the equirr ements for the degree of Master of Science, with a major in Aerospace Engineering. Gary A. Flandro, Major Professor We have read this thesis and recommend its acceptance: Kenneth R. Kimble, John S. Steinhoff Accepted for the Council: Carolyn R. Hodges
    [Show full text]
  • High Pressure Zone Capture Wing Configuration for High Speed Air Vehicles
    APCOM & ISCM 11-14th December, 2013, Singapore High Pressure Zone Capture Wing Configuration for High Speed Air Vehicles *K. Cui, G.L. Li, S.C. Hu, Z.P. Qu State Key Laboratory of High Temperature Gas Dynamics, Institute of Mechanics, CAS, Beijing 100190, China *Corresponding author: [email protected] Abstract To aim at design requirements of large capacity, high lift, low drag, and high lift-to-drag ratio for high air vehicles, a new aerodynamic configuration concept, named high pressure zone capture wing (HCW) configuration is firstly proposed in this paper. By comparison with traditional lift body or waverider configurations, the new feature of the HCW configuration is to introduce a surface wing, which is upon the airframe of the vehicle and paralleled with the free stream. In high speed cruising conditions, the HCW can capture the high pressure zone compressed by the upper surface of the vehicle. Thus the lift of the vehicle can get a considerable compensation due to the large pressure difference between the upper and the lower surface of the HCW. The lift-to-drag ratio can also obtain a large improvement as a result. Besides, the increase of the volume and the weight of the vehicle will lead to higher lift of the HCW. Therefore, a self-compensation effect between the lift and the weight of the vehicle is achieved. The theoretical derivation is made in the two-dimensional condition and some three-dimensional conceptual configurations are designed. Their aerodynamic performances were as well as evaluated by computational fluid dynamics. The results clearly demonstrate the high performance of the HCW configuration.
    [Show full text]
  • Tackling the Extreme Challenges of Air-Breathing Hypersonic Vehicle Design, Technology, and Flight
    Tackling the Extreme Challenges of Air-Breathing Hypersonic Vehicle Design, Technology, and Flight Mathematics, Computing & Design Symposium Honoring Antony Jameson’s 80 th Birthday Stanford University, CA 21 November, 2014 Dr. Kevin G. Bowcutt Senior Technical Fellow Chief Scientist of Hypersonics The Boeing Company BOEING is a trademark of Boeing Management Company. Copyright © 2014 Boeing. All rights reserved. VKI STO-AVT-234 | 3/26/2014 | 1 Past Hypersonics – Rocket-Boosted Gliders Engineering, Operations & Technology | Boeing Research & Technology Platform Performance Technology X-15 Rocket Plane Space Shuttle Orbiter Space Capsules Ballistic Reentry Vehicles BOEING is a trademark of Boeing Management Company. Copyright © 2014 Boeing. All rights reserved. VKI STO-AVT-234 | 2 Extremely High Boost Speed Required to Glide Across Continents or Oceans Engineering, Operations & Technology | Boeing Research & Technology Platform Performance Technology BOEING is a trademark of Boeing Management Company. Copyright © 2014 Boeing. All rights reserved. VKI STO-AVT-234 | 3 Present and Future Hypersonics – The Development and Application of Hypersonic Air-Breathing Propulsion Engineering, Operations & Technology | Boeing Research & Technology Platform Performance Technology High Speed Missiles High Speed A/C Affordable Space Access Large (10-20 klb) Small (100-500 lb) Mach 5-7 Cruise Mach 10-20 Glide Mach 6-7 Cruise Payload Payload • Hundreds of miles in • Global range • Routine and affordable minutes/global range in in ~ 2 hours space launch under an hour • High utilization • Lighter weight permits • High kinetic energy rate horizontal takeoff • Increased survivability • Aircraft-like operations and maintenance • Throttling provides flexible operation • Operational flexibility and safety BOEING is a trademark of Boeing Management Company. Copyright © 2014 Boeing.
    [Show full text]
  • Brazilian 14-X Hypersonic Waverider Scramjet Aerospace Vehicle Dimensional Design at Mach Number 10
    ISSN 2176-5480 22nd International Congress of Mechanical Engineering (COBEM 2013) November 3-7, 2013, Ribeirão Preto, SP, Brazil Copyright © 2013 by ABCM BRAZILIAN 14-X HYPERSONIC WAVERIDER SCRAMJET AEROSPACE VEHICLE DIMENSIONAL DESIGN AT MACH NUMBER 10 Felipe Jean da Costa Instituto Tecnológico de Aeronáutica/ITA - Praça Marechal Eduardo Gomes, nº 50 Vila das Acácias CEP. 12.228-900 São José dos Campos, SP - Brasil [email protected] Paulo Gilberto de Paula Toro Tiago Cavalcanti Rolim Giannino Ponchio Camillo Instituto de Estudos Avançados/IEAv - Trevo Coronel Aviador José Alberto Albano do Amarante, nº1 Putim CEP. 12.228-001 São José dos Campos, SP - Brasil. [email protected] [email protected] [email protected] Abstract. The 14-X Hypersonic Aerospace Vehicle, VHA 14-X, designed at the Prof. Henry T. Nagamatsu Laboratory of Aerothermodynamics and Hypersonic, at the Institute for Advanced Studies (IEAv), is part of the continuing effort of the Department of Aerospace Science and Technology (DCTA), to develop a technological demonstrator using: i) “waverider” technology to provide lift to the aerospace vehicle, and ii) “scramjet” technology to provide hypersonic airbreathing propulsion system based on supersonic combustion. Aerospace vehicle using “waverider” technology obtains lift using the shock wave, formed during supersonic/hypersonic flight through the Earth´s atmosphere, which originates at the leading edge and it is attached to the bottom surface of the vehicle, generating a region of high pressure, resulting in high lift and low drag. Atmospheric air, pre-compressed by the shock wave, which lies between the shock wave and the leading edge of the vehicle may be used in hypersonic airbreathing propulsion system based on ”scramjet” technology.
    [Show full text]
  • On the Low Speed Longitudinal Stability of Hypersonic Waveriders
    On the Low Speed Longitudinal Stability of Hypersonic Waveriders A Thesis submitted to the University of Sydney for the Degree of Doctor of Philosophy, from the School of Aerospace, Mechanical & Mechatronic Engineering Jonathan J. Jeyaratnam SID: May 2020 Abstract The development of hypersonic civilian transport aircraft requires solutions to a num- ber of challenging problems in the areas of aerothermodynamics, control, aeroelasticity, propulsion and many others encountered at high Mach number flight. The majority of research into hypersonic vehicle design has therefore rightly focused on solutions to these issues. The desire for good aerodynamic performance at high Mach numbers, most often defined by the lift to drag ratio, results in slender vehicle designs which minimise drag and take advantage of compression lift through attached shock waves along the leading edge. These so-called waverider designs show good promise for high aerody- namic efficiency and potential for long range transport applications. However a civilian transport aircraft that travels at hypersonic speeds requires satisfactory stability and handling qualities across the entire flight trajectory. The stability and handling of wa- verider shapes at the low speeds encountered at the take-off and landing phases of flight is not well studied. The stability of an aircraft is characterised by the aerodynamic stability derivatives. Only a few existing studies have looked at these low speed derivatives for waverider designs and no research has been found on the dynamic damping derivatives even though these are important to characterising the handling qualities of a vehicle. The work presented here covers the use of various high fidelity methods to extract these derivatives for a particular vehicle, the Hexafly-Int hypersonic glider.
    [Show full text]