DOCSLIB.ORG

Analysis and Design of a Hypersonic Scramjet Engine

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Analysis and Design of a Hypersonic Scramjet Engine ANALYSIS AND DESIGN OF A HYPERSONIC SCRAMJET ENGINE WITH A STARTING MACH NUMBER OF 4.00 by KRISTEN NICOLE ROBERTS Presented to the Faculty of the Graduate School of The University of Texas at Arlington in Partial Fulfillment of the Requirements for the Degree of MASTER OF SCIENCE IN AEROSPACE ENGINEERING THE UNIVERSITY OF TEXAS AT ARLINGTON August 2008 Copyright © by Kristen Nicole Roberts 2008 All Rights Reserved ii ACKNOWLEDGEMENTS I wish to first thank my research advisor, Dr. Donald Wilson, for his guidance throughout the duration of this project. He provided a wealth of expertise from a diverse background of research, application of theory, and technical hands-on experience in addition to providing me encouragement throughout my research and my time at UTA. Additionally, I would like to thank Dr. Wilson, Dr. Roger Goolsby, Dr. Bernd Chudoba, and the Department of Mechanical and Aerospace Engineering for the financial support provided to me, as it was a great help towards the cost of my studies. I would like to thank Dr. Frank Lu for serving on my committee, as well as providing reference books, industry contacts, and technical expertise towards the completion of this project. I wish to thank Dr. Kent Lawrence for serving on my committee and for being an excellent professor to serve as a Graduate Teaching Assistant to for many semesters. His interest in my research and encouragement of its completion is much appreciated. I want to thank Dr. Bob Mullins of Bell Helicopter for his advice and insight in the planning stages of this project. I would also like to thank Dr. Bernd Chudoba for teaching me about conceptual design, his support and guidance in the AIAA conference papers I authored, and for the experience I gained in working on the contract work in the Aerospace Vehicle Design lab at UTA. Additionally, I would like to thank Paul iii Czysz for adding to my education through his wealth of experience and insight in hypersonic vehicle design. I wish to thank Bryan and Brad Mixon for all the laughs, technical help and advice, and the many sci-fi Fridays. I would like to thank Philip Panicker and the other members of the Aerodynamics Research Center for providing resources and contacts as necessary. I want to thank the fellow students with whom I worked in the AVD Lab, Dr. Xiao Huang, Gary Coleman, Amit Oza, and Nauman Mhaskar, for helping to make my time at UTA more enjoyable. I would like to also thank Mr. Rick Wild and the other engineers at the FAA in OKC as well as Mr. Russ Davoren for their support and encouragement during my Bachelor’s and Master’s degrees. I must gratefully acknowledge the constant support, love, and encouragement my family has provided to me, without which I would not be the person I am today. My mom is a constant source of inspiration and warmth, helping me to keep perspective; my dad set the foundation for the engineering spirit in me that seeks to constantly learn and the work ethic to make it happen; my brother has been a readily available no- nonsense source for advice and support. My late grandma Betty Reasoner and my grandpa Calvin Reasoner, my aunt and uncle Vicki and Steve Andrews, and my uncle Scott Kordis have been constant supporters of my work in many ways. And, lastly, to not acknowledge my lifelong friends would be to ignore my second family. I wish to thank Janell, Courtney, MaxAnne, Erin, Jandy, Charlotte, Andrea, Carissa, Melissa, Lacy, and Jennifer for their friendship, encouragement, iv advice, love, and support. Also, thank you to Jennifer and Sarah for the roundtable discussions and your friendship! And a special thanks to my dog Wilbur Wright, for staying up all those long nights with me! July 18, 2008 v ABSTRACT ANALYSIS AND DESIGN OF A HYPERSONIC SCRAMJET ENGINE WITH A STARTING MACH NUMBER OF 4.00 Kristen Nicole Roberts, MS The University of Texas at Arlington, 2008 Supervising Professor: Dr. Donald Wilson When pressures and temperatures become so high in supersonic flight that it is no longer efficient to slow the oncoming flow to subsonic speeds for combustion, a scramjet (supersonic combustion ramjet) is used in place of a ramjet. Currently, the transition to supersonic combustion generally occurs at a freestream Mach number around 5.0 to 6.0. This research details analysis completed towards extending scramjet operability to lower Mach numbers, while maintaining performance at higher Mach numbers within the same flowpath as detailed in the Air Force solicitation AF073-058. The specific goal is to determine whether the scramjet starting Mach number can be lowered to Mach 3.50 and, if not, what the constraints are that prohibit it and what the lowest possible starting Mach number for a scramjet is with today’s technology. This analysis has produced many significant insights into the current and required vi capabilities for both fuel and overall engine design in lowering the starting Mach number; these results are presented here. The analysis has shown that a scramjet with a starting Mach number of 3.50 is not currently possible with the fuels researched unless fuel additives or another addition to the system are used. However, a scramjet with a starting Mach number of 4.00 is possible with today’s existing technology. This paper has designed the engine flowpath for this case; its specifications and resulting performance are also detailed here. vii TABLE OF CONTENTS ACKNOWLEDGEMENTS....................................................................................... iii ABSTRACT .............................................................................................................. vi LIST OF ILLUSTRATIONS..................................................................................... xii LIST OF TABLES..................................................................................................... xvii LIST OF SYMBOLS AND ABBREVIATIONS...................................................... xxi Chapter 1. INTRODUCTION ....................................................................................... 1 1.1 Definition of a Scramjet Engine .............................................................. 1 1.2 Scramjet Engine Historical Timeline....................................................... 2 1.3 Applications for Scramjet Engines .......................................................... 6 1.4 Current Scramjet Engine Technology Challenges................................... 9 2. PROBLEM DESCRIPTION AND BACKGROUND .................................. 11 2.1 Problem Description and Scope of Current Work .................................. 11 2.2 Scramjets: Options for Lowering the Starting Mach Number................. 12 2.2.1. Variable Geometry.................................................................. 12 2.2.2. Hypersonic Dual-Combustor Ramjet (DCR).......................... 13 2.2.3. Manipulation of “Pure” Scramjet Engine Key Design Parameters .................................................................. 13 viii 2.3 Scramjet Reference Station Designations................................................ 14 2.4 Chapter Summary .................................................................................... 15 3. ANALYSIS OF KEY DESIGN PARAMETERS TO REDUCE SCRAMJET STARTING MACH NUMBER ............................................. 17 3.1 Theory and Equations ............................................................................. 19 3.1.1. Preliminary Calculation of Cycle Static Temperature Ratio T3/T 0 Necessary for Starting Mach Number of 3.50........................................................................ 19 3.1.2. Hypersonic Airbreathing Engine Performance Analysis Methods .................................................................... 20 3.1.3. Stream Thrust Analysis Method for Hypersonic Airbreathing Engine Performance Analysis ........................... 23 3.2 Analysis: Variation of Cycle Static Temperature Ratio .......................... 29 3.2.1. Influence: Impact on Lowering the Starting Scramjet Mach Number .......................................................... 29 3.2.2. Assessment: Feasibility of Mach 3.50 Starting Scramjet Today or in the Future.............................................. 31 3.2.3. Conclusion: Design Implications on a Lowered Starting Mach Number Scramjet .............................. 35 3.3 Analysis: Fuel Selection .......................................................................... 36 3.3.1. Influence: Impact on Lowering the Starting Scramjet Mach Number........................................................... 36 3.3.2. Assessment: Feasibility of Mach 3.50 Starting Scramjet Today or in the Future .............................................. 39 3.3.3. Conclusion: Design Implications on a Lowered Starting Mach Number Scramjet ............................................. 47 3.4 Analysis: Variation of Fuel-to-Air Ratio................................................. 49 ix 3.4.1. Influence: Impact on Lowering the Starting Scramjet Mach Number........................................................... 49 3.4.2. Assessment: Feasibility of Mach 3.50 Starting Scramjet Today or in the Future ................................ 50 3.4.3. Conclusion: Design Implications on a Lowered Starting Mach Number Scramjet .............................. 54 3.5 Chapter Summary and Conclusions......................................................... 58 4. DESIGN OF A SCRAMJET WITH STARTING MACH NUMBER OF 4.00 ........................................................................... 61 4.1
Load more

Recommended publications
  • Brazilian 14-Xs Hypersonic Unpowered Scramjet Aerospace Vehicle
    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 S HYPERSONIC UNPOWERED SCRAMJET AEROSPACE VEHICLE STRUCTURAL ANALYSIS AT MACH NUMBER 7 Álvaro Francisco Santos Pivetta Universidade do Vale do Paraíba/UNIVAP, Campus Urbanova Av. Shishima Hifumi, no 2911 Urbanova CEP. 12244-000 São José dos Campos, SP - Brasil [email protected] David Romanelli Pinto ETEP Faculdades, Av. Barão do Rio Branco, no 882 Jardim Esplanada CEP. 12.242-800 São José dos Campos, SP, Brasil [email protected] 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] 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 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] Abstract. The Brazilian VHA 14-X S is a technological demonstrator of a hypersonic airbreathing propulsion system based on supersonic combustion (scramjet) to fly at Earth’s atmosphere at 30km altitude at Mach number 7, designed at the Prof. Henry T. Nagamatsu Laboratory of Aerothermodynamics and Hypersonics, at the Institute for Advanced Studies. Basically, scramjet is a fully integrated airbreathing aeronautical engine that uses the oblique/conical shock waves generated during the hypersonic flight, to promote compression and deceleration of freestream atmospheric air at the inlet of the scramjet.
    [Show full text]
  • The SKYLON Spaceplane
    The SKYLON Spaceplane Borg K.⇤ and Matula E.⇤ University of Colorado, Boulder, CO, 80309, USA This report outlines the major technical aspects of the SKYLON spaceplane as a final project for the ASEN 5053 class. The SKYLON spaceplane is designed as a single stage to orbit vehicle capable of lifting 15 mT to LEO from a 5.5 km runway and returning to land at the same location. It is powered by a unique engine design that combines an air- breathing and rocket mode into a single engine. This is achieved through the use of a novel lightweight heat exchanger that has been demonstrated on a reduced scale. The program has received funding from the UK government and ESA to build a full scale prototype of the engine as it’s next step. The project is technically feasible but will need to overcome some manufacturing issues and high start-up costs. This report is not intended for publication or commercial use. Nomenclature SSTO Single Stage To Orbit REL Reaction Engines Ltd UK United Kingdom LEO Low Earth Orbit SABRE Synergetic Air-Breathing Rocket Engine SOMA SKYLON Orbital Maneuvering Assembly HOTOL Horizontal Take-O↵and Landing NASP National Aerospace Program GT OW Gross Take-O↵Weight MECO Main Engine Cut-O↵ LACE Liquid Air Cooled Engine RCS Reaction Control System MLI Multi-Layer Insulation mT Tonne I. Introduction The SKYLON spaceplane is a single stage to orbit concept vehicle being developed by Reaction Engines Ltd in the United Kingdom. It is designed to take o↵and land on a runway delivering 15 mT of payload into LEO, in the current D-1 configuration.
    [Show full text]
  • No Acoustical Change” for Propeller-Driven Small Airplanes and Commuter Category Airplanes
    4/15/03 AC 36-4C Appendix 4 Appendix 4 EQUIVALENT PROCEDURES AND DEMONSTRATING "NO ACOUSTICAL CHANGE” FOR PROPELLER-DRIVEN SMALL AIRPLANES AND COMMUTER CATEGORY AIRPLANES 1. Equivalent Procedures Equivalent Procedures, as referred to in this AC, are aircraft measurement, flight test, analytical or evaluation methods that differ from the methods specified in the text of part 36 Appendices A and B, but yield essentially the same noise levels. Equivalent procedures must be approved by the FAA. Equivalent procedures provide some flexibility for the applicant in conducting noise certification, and may be approved for the convenience of an applicant in conducting measurements that are not strictly in accordance with the 14 CFR part 36 procedures, or when a departure from the specifics of part 36 is necessitated by field conditions. The FAA’s Office of Environment and Energy (AEE) must approve all new equivalent procedures. Subsequent use of previously approved equivalent procedures such as flight intercept typically do not need FAA approval. 2. Acoustical Changes An acoustical change in the type design of an airplane is defined in 14 CFR section 21.93(b) as any voluntary change in the type design of an airplane which may increase its noise level; note that a change in design that decreases its noise level is not an acoustical change in terms of the rule. This definition in section 21.93(b) differs from an earlier definition that applied to propeller-driven small airplanes certificated under 14 CFR part 36 Appendix F. In the earlier definition, acoustical changes were restricted to (i) any change or removal of a muffler or other component of an exhaust system designed for noise control, or (ii) any change to an engine or propeller installation which would increase maximum continuous power or propeller tip speed.
    [Show full text]
  • Chapter 5 Dimensional Analysis and Similarity
    Chapter 5 Dimensional Analysis and Similarity Motivation. In this chapter we discuss the planning, presentation, and interpretation of experimental data. We shall try to convince you that such data are best presented in dimensionless form. Experiments which might result in tables of output, or even mul- tiple volumes of tables, might be reduced to a single set of curves—or even a single curve—when suitably nondimensionalized. The technique for doing this is dimensional analysis. Chapter 3 presented gross control-volume balances of mass, momentum, and en- ergy which led to estimates of global parameters: mass flow, force, torque, total heat transfer. Chapter 4 presented infinitesimal balances which led to the basic partial dif- ferential equations of fluid flow and some particular solutions. These two chapters cov- ered analytical techniques, which are limited to fairly simple geometries and well- defined boundary conditions. Probably one-third of fluid-flow problems can be attacked in this analytical or theoretical manner. The other two-thirds of all fluid problems are too complex, both geometrically and physically, to be solved analytically. They must be tested by experiment. Their behav- ior is reported as experimental data. Such data are much more useful if they are ex- pressed in compact, economic form. Graphs are especially useful, since tabulated data cannot be absorbed, nor can the trends and rates of change be observed, by most en- gineering eyes. These are the motivations for dimensional analysis. The technique is traditional in fluid mechanics and is useful in all engineering and physical sciences, with notable uses also seen in the biological and social sciences.
    [Show full text]
  • Modelling a Hypersonic Single Expansion Ramp Nozzle of a Hypersonic Aircraft Through Parametric Studies
    energies Article Modelling a Hypersonic Single Expansion Ramp Nozzle of a Hypersonic Aircraft through Parametric Studies Andrew Ridgway, Ashish Alex Sam * and Apostolos Pesyridis College of Engineering, Design and Physical Sciences, Brunel University London, London UB8 3PH, UK; [email protected] (A.R.); [email protected] (A.P.) * Correspondence: [email protected]; Tel.: +44-1895-267-901 Received: 26 September 2018; Accepted: 7 December 2018; Published: 10 December 2018 Abstract: This paper aims to contribute to developing a potential combined cycle air-breathing engine integrated into an aircraft design, capable of performing flight profiles on a commercial scale. This study specifically focuses on the single expansion ramp nozzle (SERN) and aircraft-engine integration with an emphasis on the combined cycle engine integration into the conceptual aircraft design. A parametric study using computational fluid dynamics (CFD) have been employed to analyze the sensitivity of the SERN’s performance parameters with changing geometry and operating conditions. The SERN adapted to the different operating conditions and was able to retain its performance throughout the altitude simulated. The expansion ramp shape, angle, exit area, and cowl shape influenced the thrust substantially. The internal nozzle expansion and expansion ramp had a significant effect on the lift and moment performance. An optimized SERN was assembled into a scramjet and was subject to various nozzle inflow conditions, to which combustion flow from twin strut injectors produced the best thrust performance. Side fence studies observed longer and diverging side fences to produce extra thrust compared to small and straight fences. Keywords: scramjet; single expansion ramp nozzle; hypersonic aircraft; combined cycle engines 1.
    [Show full text]
  • Cavitation Experimental Investigation of Cavitation Regimes in a Converging-Diverging Nozzle Willian Hogendoorn
    Cavitation Experimental investigation of cavitation regimes in a converging-diverging nozzle Willian Hogendoorn Technische Universiteit Delft Draft Cavitation Experimental investigation of cavitation regimes in a converging-diverging nozzle by Willian Hogendoorn to obtain the degree of Master of Science at the Delft University of Technology, to be defended publicly on Wednesday May 3, 2017 at 14:00. Student number: 4223616 P&E report number: 2817 Project duration: September 6, 2016 – May 3, 2017 Thesis committee: Prof. dr. ir. C. Poelma, TU Delft, supervisor Prof. dr. ir. T. van Terwisga, MARIN Dr. R. Delfos, TU Delft MSc. S. Jahangir, TU Delft, daily supervisor An electronic version of this thesis is available at http://repository.tudelft.nl/. Contents Preface v Abstract vii Nomenclature ix 1 Introduction and outline 1 1.1 Introduction of main research themes . 1 1.2 Outline of report . 1 2 Literature study and theoretical background 3 2.1 Introduction to cavitation . 3 2.2 Relevant fluid parameters . 5 2.3 Current state of the art . 8 3 Experimental setup 13 3.1 Experimental apparatus . 13 3.2 Venturi. 15 3.3 Highspeed imaging . 16 3.4 Centrifugal pump . 17 4 Experimental procedure 19 4.1 Venturi calibration . 19 4.2 Camera settings . 21 4.3 Systematic data recording . 21 5 Data and data processing 23 5.1 Videodata . 23 5.2 LabView data . 28 6 Results and Discussion 29 6.1 Analysis of starting cloud cavitation shedding. 29 6.2 Flow blockage through cavity formation . 30 6.3 Cavity shedding frequency . 32 6.4 Cavitation dynamics . 34 6.5 Re-entrant jet dynamics .
    [Show full text]
  • A Novel Full-Euler Low Mach Number IMEX Splitting 1 Introduction
    Commun. Comput. Phys. Vol. 27, No. 1, pp. 292-320 doi: 10.4208/cicp.OA-2018-0270 January 2020 A Novel Full-Euler Low Mach Number IMEX Splitting 1, 2 2,3 1 Jonas Zeifang ∗, Jochen Sch ¨utz , Klaus Kaiser , Andrea Beck , Maria Luk´aˇcov´a-Medvid’ov´a4 and Sebastian Noelle3 1 IAG, Universit¨at Stuttgart, Pfaffenwaldring 21, DE-70569 Stuttgart, Germany. 2 Faculty of Sciences, Hasselt University, Agoralaan Gebouw D, BE-3590 Diepenbeek, Belgium. 3 IGPM, RWTH Aachen University, Templergraben 55, DE-52062 Aachen, Germany. 4 Institut f¨ur Mathematik, Johannes Gutenberg-Universit¨at Mainz, Staudingerweg 9, DE-55128 Mainz, Germany. Received 15 October 2018; Accepted (in revised version) 23 January 2019 Abstract. In this paper, we introduce an extension of a splitting method for singularly perturbed equations, the so-called RS-IMEX splitting [Kaiser et al., Journal of Scientific Computing, 70(3), 1390–1407], to deal with the fully compressible Euler equations. The straightforward application of the splitting yields sub-equations that are, due to the occurrence of complex eigenvalues, not hyperbolic. A modification, slightly changing the convective flux, is introduced that overcomes this issue. It is shown that the split- ting gives rise to a discretization that respects the low-Mach number limit of the Euler equations; numerical results using finite volume and discontinuous Galerkin schemes show the potential of the discretization. AMS subject classifications: 35L81, 65M08, 65M60, 76M45 Key words: Euler equations, low-Mach, IMEX Runge-Kutta, RS-IMEX. 1 Introduction The modeling of many processes in fluid dynamics requires the solution of the com- pressible Euler equations.
    [Show full text]
  • Flight Data Analysis of the HYSHOT Flight #2 Scramjet
    13th AIAA/CIRA International Space Planes and Hypersonic Systems and Technologies Conference Flight Data Analysis of HyShot 2 Neal E. Hass*, Michael K. Smart+ NASA Langley Research Center, Hampton, Virginia Allan Paull! University of Queensland, Brisbane, Australia Abstract The development of scramjet propulsion for alternative launch and payload delivery capabilities has comprised largely of ground experiments for the last 40 years. With the goal of validating the use of short duration ground test facilities, the University of Queensland, supported by a large international contingency, devised a ballistic re-entry vehicle experiment called HyShot to achieve supersonic combustion in flight above Mach 7.5. It consisted of a double wedge intake and two back-to-back constant area combustors; one supplied with hydrogen fuel at an equivalence ratio of 0.33 and the other un-fueled. Following a first launch failure on October 30th 2001, the University of Queensland conducted a successful second launch on July 30th, 2002. Post-flight data analysis of the second launch confirmed the presence of supersonic combustion during the approximately 3 second test window at altitudes between 35 and 29 km. Reasonable correlation between flight and some pre-flight shock tunnel tests was observed. Nomenclature f aerodynamic factor h altitude M Mach number P pressure q dynamic pressure s seconds T temperature V velocity w mass flow X axial coordinate Y lateral coordinate Z normal coordinate α angle-of-attack ηc combustion efficiency γ ratio of specific heats φ equivelance ratio ω angular velocity about longitudinal body axis ζ angular velocity of longitudinal axis about velocity vector * Aerospace Engineer, Hypersonic Airbreathing Propulsion Branch + Research Scientist, Hypersonic Airbreathing Propulsion Branch ! Professor, Mechanical Engineering Department 1 Subscripts: 0 freestream c combustor entrance w wedge t2 Pitot Introduction The theoretical performance advantage of scramjets over rockets in hypersonic flight has been well known since the 1950’s.
    [Show full text]
  • Compressible Flow in a Converging-Diverging Nozzle
    Compressible Flow in a Converging-Diverging Nozzle Prepared by Professor J. M. Cimbala, Penn State University Latest revision: 19 January 2012 Nomenclature Symbols a speed of sound: a = (kRT)1/2 for an ideal gas A cross-sectional flow area A* critical cross-sectional flow area, at throat when the flow is choked Cp specific heat at constant pressure Cv specific heat at constant volume k ratio of specific heats: k = Cp/Cv (k = 1.4 for air) m mass flow rate through the pipe Ma Mach number: Ma = V/a n index of refraction P static pressure Q or V volume flow rate R specific ideal gas constant: for air, R = 287. m2/(s2K) t time T temperature V mean flow velocity V volume x flow direction y coordinate normal to flow direction, usually normal to a wall z elevation in vertical direction deflection angle for a light beam density of the fluid (for water, 998 kg/m3 at room temperature) Subscripts b back (downstream of converging-diverging nozzle) e exit (at the exit plane of the converging-diverging nozzle) i ideal (frictionless) t throat 0 or T stagnation or total (at a location where the flow speed is nearly zero); e.g. P0 = stagnation pressure Educational Objectives 1. Conduct experiments to illustrate phenomena that are unique to compressible flow, such as choking and shock waves. 2. Become familiar with a compressible flow visualization technique, namely the schlieren optical technique. Equipment 1. supersonic wind tunnel with a converging-diverging nozzle 2. Singer diaphragm flow meter, Model A1-800 3.
    [Show full text]
  • Ciam/Nasa Mach 6.5 Scramjet Flight and Ground Test
    AIAA-99-4848 CIAM/NASA MACH 6.5 SCRAMJET FLIGHT AND GROUND TEST R. T. Voland* and A. H. Auslender** NASA Langley Research Center Hampton, VA M. K. Smart Lockheed Martin Engineering Sciences Hampton, VA A.S. Roudakovà, V.L. Semenov¤, and V. Kopchenov¤ Central Institute of Aviation Motors Moscow, Russia ABSTRACT NOMENCLATURE The Russian Central Institute of Aviation Motors (CIAM) performed a flight test of a CIAM-designed, C-16V/K Ð CIAM scramjet engine ground test facility, hydrogen-cooled/fueled dual-mode scramjet engine located in Tureavo, Russia (Figure 10) over a Mach number range of approximately 3.5 to 6.4 CIAM Ð Central Institute of Aviation Motors, Moscow, on February 12, 1998, at the Sary Shagan test range in Russia Kazakhstan. This rocket-boosted, captive-carry test of CO2 Ð Carbon dioxide the axisymmetric engine reached the highest Mach Cp Ð Pressure Coefficient number of any scramjet engine flight test to date. The H Ð Altitude (km, m, or ft) flight test and the accompanying ground test program, H2 Ð Hydrogen conducted in a CIAM test facility near Moscow, were H2O Ð Water performed under a NASA contract administered by the He Ð Helium Dryden Flight Research Center with technical HFL Ð Hypersonic Flying Laboratory assistance from the Langley Research Center. Analysis HRE Ð Hypersonic Research Engine of the flight and ground data by both CIAM and NASA HRE AIM Ð Hypersonic Research Engine, resulted in the following preliminary conclusions. An Aerothermodynamic Integration Model unexpected control sensor reading caused non-optimal Hyper-X Ð NASA airframe integrated scramjet- fueling of the engine, and flowpath modifications added powered vehicle flight test program to the engine inlet during manufacture caused markedly ht Ð Total enthalpy (MJ/kg or Btu/lbm) reduced inlet performance.
    [Show full text]
  • Chemical Kinetics of SCRAMJET Propulsion by Rodger Joseph Biasca Master of Science Aeronautics and Astronautics at the Massachus
    Chemical Kinetics of SCRAMJET Propulsion by Rodger Joseph Biasca S.B. Aeronautics and Astronautics, Massachusetts Institute of Technology, 1987 SUBMITTED IN PARTIAL FULFILLMENT OF THE REQUIREMENTS FOR THE DEGREE OF Master of Science in Aeronautics and Astronautics at the Massachusetts Institute of Technology July 1988 ©1988, Rodger J. Biasca The author hereby grants to MIT and the Charles Stark Draper Laboratory, Inc. permission to reproduce and distribute copies of this thesis document in whole or in part. Signature of Author Department of Aeronautics and Astronautics July 1988 Certified by Professor Jean F. Louis, Co- Thesis Supervisor Department of Aeronautics and Astronautics Professor Manuel Martinez-Sanchez, Co- Thesis Supervisor pepartment of Aeronautics and Astronautics nr Phillin T). Hattis, Technical Supervisor s Stark Draper Laboratory Accepted by xtew,Ex3.*sh \. Professor Harold Y. Wachman,Chairman Department Graduate Committee MAOHUSET1S r1nTSrn OF TEO LOGY TH DRWN SEP 07 1988 A MVrN UU. fl~ u<;HZSR3ES~!'-~' Chemical Kinetics of SCRAMJET Propulsion by Rodger Joseph Biasca Submitted to the Department of Aeronautics and Astronautics in partial fulfillment of the requirements for the degree of Master of Science in Aeronautics and Astronautics Recent interest in hypersonics has focused on the development of a single stage to orbit vehicle propelled by hydrogen fueled SCRAMJETs. Necessary for the design of such a vehicle is a thorough understanding of the chemical kinetic mechanism of hydrogen-air combustion and the possible effect this mechanism may have on the performance of the SCRAMJET propulsion system. This thesis investigates possible operational limits placed on a SCRAMJET powered vehicle by the chemical kinetics of the combustion mechanism and estimates the performance losses associated with chemical kinetic effects.
    [Show full text]
  • Introduction
    CHAPTER 1 Introduction "For some years I have been afflicted with the belief that flight is possible to man." Wilbur Wright, May 13, 1900 1.1 ATMOSPHERIC FLIGHT MECHANICS Atmospheric flight mechanics is a broad heading that encompasses three major disciplines; namely, performance, flight dynamics, and aeroelasticity. In the past each of these subjects was treated independently of the others. However, because of the structural flexibility of modern airplanes, the interplay among the disciplines no longer can be ignored. For example, if the flight loads cause significant structural deformation of the aircraft, one can expect changes in the airplane's aerodynamic and stability characteristics that will influence its performance and dynamic behavior. Airplane performance deals with the determination of performance character- istics such as range, endurance, rate of climb, and takeoff and landing distance as well as flight path optimization. To evaluate these performance characteristics, one normally treats the airplane as a point mass acted on by gravity, lift, drag, and thrust. The accuracy of the performance calculations depends on how accurately the lift, drag, and thrust can be determined. Flight dynamics is concerned with the motion of an airplane due to internally or externally generated disturbances. We particularly are interested in the vehicle's stability and control capabilities. To describe adequately the rigid-body motion of an airplane one needs to consider the complete equations of motion with six degrees of freedom. Again, this will require accurate estimates of the aerodynamic forces and moments acting on the airplane. The final subject included under the heading of atmospheric flight mechanics is aeroelasticity.
    [Show full text]