Charles McClinton NASA Langley Research Center (Retired) Hampton, VA X-43: Scramjet Power Breaks the Hypersonic Barrier X-43: Scramjet Power Breaks the Hypersonic Barrier X-43 SIGMA06012004|McClinton.ppt #1 Dryden Lecture 44 th AIAA Aerospace Sciences Meeting and Exhibit 9 Jan. 2006 Reno, NE
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Charles McClintonNASA Langley Research Center
(Retired)Hampton, VA
X-43: Scramjet Power Breaks the Hypersonic BarrierX-43: Scramjet Power Breaks the Hypersonic Barrier
X-43 SIGMA06012004|McClinton.ppt #1
Dryden Lecture44th AIAA Aerospace Sciences
Meeting and Exhibit9 Jan. 2006Reno, NE
22
Airbreathing Hypersonic FlightAirbreathing Hypersonic FlightAirbreathing Hypersonic Flight• The next frontier of air vehicle design
• Continues to generate interest and excitement- Challenge next generation of engineers and scientists
• The next frontier of air vehicle design
• Continues to generate interest and excitement- Challenge next generation of engineers and scientists
IAC04-06 X43Flght|McClinton.ppt #3
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Turbine
Scramjet
Ramjet
0 10 20MACH NUMBER
Isp
Rocket
Ramjet fuel injection
Inlet
Isolator
Ramjet Inlet Throat
Ramjet combustorMach ~ 0.2
~Air
Ramjet Second Min.(Nozzle Throat)
Nozzle
Module
Scramjet fuel injection
Inlet
Isolator
Scramjet Combustor
Scramjet internal nozzle
~
Pure Scramjet Mode (Mach 7 - 15+)
Air
Scramjet M
Ramjet fuel injection
Inlet
Isolator
Ramjet Isolator
Ramjet combustor~
Dual Mode Scramjet (Mach 3 - 7)
Air
Rockets
• Only airbreathing opt. M ≥ 7• No moving part (except fuel pump)• 7X rocket efficiency @Mach 7• 1/5 rocket thermal load @ M 15
Top surface, low form dragTop surface, low form drag
Engine CowlEngine Cowl
““WingWing”” -- Trim ControlTrim Control
Issues and ChallengesIssues and Challenges•• Short internal engine length Short internal engine length –– weight, thermalweight, thermal•• Engine design requirements vary with MachEngine design requirements vary with Mach•• Vehicle trim Vehicle trim -- varies over Mach, throttle rangevaries over Mach, throttle range•• Maneuver and off design conditions Maneuver and off design conditions •• Low thrust Low thrust --toto-- drag at high Machdrag at high Mach
InternalInternalinletinlet
InternalInternalnozzlenozzle
Blending Engine and Air Vehicle FunctionsMaximize Engine Air Capture to Vehicle Drag
NASA NGLT and Hyper-X Programs Identify Attributes of Airbreathing Launch SystemsNASA NGLT and Hyper-X Programs Identify Attributes of Airbreathing Launch Systems
Costs assume 10 flights per year
Attributes BaselineELV
BaselineSpaceShuttle
Mach 7Stage12
Mach 101 Mach 15 SSTO1
Expendable Partiallyreusable
Expendable2nd stage
Reusable Reusable Reusable
PayloadFraction
3% 1% 1-2% 3% 4% 5%
Loss ofVehicle/Payload
1:50 1:100 1:4,000 1:60,000 1:110,000 1:160,000
Cost per Lb toLEO
$2,500 $10,000 $1,700 $2000 $1400 $1000
Payload to 100NM East
LEO,klbs
5
SSTO
Stage Mach Number
––––TSTO––––
10 15 20 25
20
40
60
0
80
Aggressive technology and /orExpendable 2nd stage
Moderate Technology and /orReusable 2nd stage
Reference: IAC-04-V.8.08
TOGW ≈ 1.2 Mlbs
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Relative $/lb Payload100%
23%11%
1%0%
20%
40%
60%
80%
100%
120%
Shuttle Two StageAirbreather
Single StageAirbreather
Airline
Architecture
Flexibility Analysis Cross Range Example
AirbreatherAbort Footprint
Safety• Increased abort options• Lower power density
X-43 SystemsX-43 Systems• Power Distribution Subsystem
• 28 VDC and 150 VDC • Silver-zinc battery
• Vehicle Management Subsystem: Vehicle guidance, navigation and control and control of engine/fuel system. – Flight Management Unit (FMU): Mission computer, Inertial measurement
system, GPS– 5 identical Electromechanical Actuators (EMA’s)– Electromechanical Actuator Controller (EMAC): Single box– Instrumentation Subsystem (IS)– S-band antennas (2-20 watt and one 100W)– C-band transponder for vehicle tracking by 200W
• Natural and forced boundary layer transition• Turbulence• Separation caused by shock-boundary layer interaction• Shock-shock interaction heating (Type 3 and 4)• Isolator shock trains• Cold-wall heat transfer• Fuel injection, penetration and mixing• Finite rate chemical kinetics• Turbulence-chemistry interaction• Boundary layer relaminarization• Recombination chemistry• Catalytic wall effects
- Most of these phenomena were modeled in the design tools. Some were avoided by application of a uncertainty factors.
- X-43 success demonstrates an engineering level understanding of “the physics”. A better understanding of these issues will be beneficial for optimization of vehicle performance, but not “enabling”- All designs share the same physics
1.03.10 Cost Model 1.03.11 Safety Model 1.04 Vehicle Operations
1.04.01 Propellants: Production, Delivery, and OBoard Maintenance of TP H2 and LOX
1.04.02 Automatic Umbilical System 1.04.03 Operability Index software Tool 1.04.04 Multiple Gas Leak Location Detection 1.04.05 Operationally Effective Ground Systems 1.04.06 Environment Management 1.04.07 Standard Payload Interfaces
1.04.08 Systems Operations/Automated EngineeProcesses
1.04.09 EMA Operators for Ground-Based Oper
1.04.10 Ground-Based Health Management/Instrumentation
1.04.11 Airframe/Engine/Systems Quick-Discon
Interfaces
1.04.12 Technical Coupling and Valve Seals forLeakage
2.0 Propulsion Systems - Performance 2.01 Dual Mode Ramjet/Scramjet 2.02 Lowspeed Propulsion System 2.03 Scramjet with LOX Augmentation 2.04 External Burning 2.05 External Rocket System 2.06 Flowpath Interaction 3.0 Propulsion Systems - Structural Architecture 3.01 Actively Cooled Engine Structure - Combustor 3.02 Actively Cooled Engine Structure - Inlet and Nozzle 3.03 Actively Cooled Engine Structure - Leading Edges 3.04 Thermal Protection System 3.05 High Temperature Propellant Piping 3.06 Cryogenic Propellant Piping 3.07 Primary Structure 3.08 Seals (static / dynamic) 4.0 Airframe - Structural Architecture 4.01 Fuselage Shell / H2 Tanks 4.02 LOX Tanks 4.03 Horizontal Control Surfaces 4.04 Vertical Control Surfaces 4.05 Payload Bay 4.06 Landing Gear Bay 4.07 Body Flaps 4.08 Seals 5.0 Thermal Protection Systems 5.01 Actively Cooled Leading Edges 5.02 Actively Cooled Fuselage Panels - Windward
5.03 Passively Cooled Leading Edges 5.04 Passively Cooled Fuselage Panels - Leeward 5.05 Passively Cooled Fuselage Panels - Windward 5.06 Passively Cooled Control Surface Panels 6.0 Mechanical Subsystems 6.01 Fuel System 6.02 Oxidizer System 6.03 Valves, Pressurization, Purge and Dump (VPP&D) 6.04 Auxiliary Power Unit (APU) 6.05 Electrical Power Generation and Control System (EP 6.06 Reaction Control System (RCS) 6.07 Hydraulics and High Pressure Actuation 6.08 Landing Gear 6.08.01 Struts/Structure 6.08.02 Tires 6.08.03 Brakes 6.09 Air Vehicle Thermal Control System (AVTCS) 6.10 Hydrogen Pump 6.11 Oxidizer Pump 7.0 Avionics & Electrical Power/Subsystems 7.01 Integrated Avionics System (including IVHM) 7.02 Integrated Main Engine Control/Safety Monitor 7.03 GNC&T / Mission Design 7.04 Avionics Thermal Management 7.05 Avionics Power Source Development 7.06 Power Management and Control Grid 7.07 Air Data Systems 7.08 Pneumatic Actuation Controller 7.09 RLV Sensors
Assessment of Hypersonic Airbreathing Technology Readiness
Assessment of Hypersonic Airbreathing Technology Readiness
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Payload to 100NM East
LEO,klbs
5
Single Stage
Stage Mach Number
––––Two Stage––––
10 15 20 25
20
40
60
0
80
Aggressive technology and /orExpendable 2nd stage
Moderate Technology and /orReusable 2nd stage
Potential Airbreathing Launch SystemsPotential Airbreathing Launch Systems
Reference: IAC-04-V.8.08
Numerous Configurations StudiedEach has Technology Requirement - WBS
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Technology Status for First StageAirbreathing Launch System
Technology Status for First StageAirbreathing Launch System
Mach 7 Stage
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Technology ShortfallsFor Mach 7 First Stage Reusable Vehicle
Technology ShortfallsFor Mach 7 First Stage Reusable Vehicle
ס Airframe─ Integral propellant tank/airframe structure
■ GrEp
ס Expertise/Manpower –─ University Programs─ Industry Partners─ Inter-Government Cooperation
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SummarySummary• Hypersonic technology has matured over the last 40+ years
• NASA’s successful X-43 flight test validates design tools and designs concepts for advanced earth-to-orbit vehicles1
• Hypersonic systems have been identified which provide significant benefits to both the commercial and DOD launch markets2
• Technology levels are nearing completion for “early”production vehicles 3
• Modest efforts are needed to complete technology development for a Mach 6-7 first stage of a reliable, cost-effective, partially reusable launch system 3
–Much can be accomplished in ground or wind tunnel testing–Some will require flight testing 1. Reference: IAC-04-V.6.01