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Mach 12 Cruise
CRUISING AIRCRAFT
The title page is an artist rendition of a 1963 Mach 12
strike-reconnaissance aircraft cruising a Mach 12 with the
colors indicating the color temperature of the metal
thermal protection system (TPS) shingles.
Cruising aircraft operate at zero excess thrust, that is
constant speed with thrust equal to drag. The
characteristics of a cruising a/c are as follows:
- engine thrust depends on air density and velocity;
- vehicle drag depends on air density and velocity;
- no change in kinetic energy;
- for cruise thrust = drag;
- all of the energy is left behind in the atmosphere as heat.
For an airbreathing engine, both the engine thrust and the
aircraft drag depend on air density and velocity. For any
type of subsonic through-flow engine concept, the highspeed air must be slowed to a low subsonic Mach number
for proper operation of the engine.
Rolls-Royce, 1986
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Thus, we have zero net thrust when the air exiting the
engine equals flight speed. Clearly, thrust is only
generated by the engine exit flow having a velocity
greater than flight speed. The engine companies call the
energy lost in capturing and decelerating the air Ram
Drag.
Thornborough/Davies, 1988
Crickmore, 1993
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1,000 psf
300 psi
2 psf
3 psf
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Wittenberg, 2000
FUNDAMENTAL RELATIONSHIPS
The propulsion energy conversion efficiency is given
with
V T
V T
[6.1a]
Qc w fuel Q w air
V I sp
Qc
Q Qc
V Tsp
Q
fuel
air
[6.1b]
[6.1c]
Therefore
V I sp Qc
Equation (6.1) is very important because it provides
insight into designing range dominated aircraft.
The equivalence of velocity times specific impulse (VIsp)
with the energy conversion efficiency and heat of
combustion ( Qc) provides a basis for determining flight
vehicle range dependent on fuel combustion energy (Qc)
and the two efficiencies, aerodynamic efficiency (L/D) and
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W final
R RF ln
Winitial
R RF ln 1 ff [nm]
[6.2a]
[6.2b]
With
ff
W fuel
[6.3]
TOGW
L
D
RF a
sfc
L
RF V I sp
D
L
RF Qc
D
M
[6.4a]
[6.4b]
[6.4c]
Page 8
Best Endurance
L
ln 1 ff [hr]
max
3600 D endurance
I sp
[6.5]
[6.6]
S plan CL
CL max
1.73 CL max
endurance
L/ D
Page 9
TRANSFER
FUNCTION
NEED
RANGE =
L
D
ENERGY RESOURCE
QI
ln 1
FW
GW
RELATIVE
ENERGY
RESOURCE
RANGE
FACTOR
FW = fuel weight
GW = gross weight
changing gear
Kchemann, 1978
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changing gear
Kchemann, 1978
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The one historical individual investigating aeropropulsion-thermal integration has been the British
mathematician E.G. Broadbent. Broadbent worked with
L.H. Townsend in the 1960's to enlarge the operational
envelope of scramjets.
Ahnstrom, 1959
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Myhra, 2002
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Poisson-Quinton, 1989
Poisson-Quinton, 1989
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Poisson-Quinton, 1989
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Poisson-Quinton, 1989
Poisson-Quinton, 1989
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Poisson-Quinton, 1989
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propellant ,
etc.)
Page 31
Harris, 1989
Propulsion/airframe integration:
Harris, 1989
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Harris, 1989
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Warp Drive
Page 34
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L
C1 e
D
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C2
100
[6.7]
with
[6.8a]
[6.8b]
Page 37
of Maryland.
Over a 30 year period we have seen a steady
improvement in the aerodynamics of high speed vehicles
as reflected by their lift-to-drag ratio.
Page 38
Zipfel, 2000
Page 39
WV 0
M
WV 0 1
25.6
[6.9]
Natural horizon
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Thus, we receive:
M
1
25.6
0.5
1.0
5.0
10.0
25.6
0.9998
0.9992
0.9807
0.9205
0.0000
Page 41
Energy-Transfer Functions
(Propulsion Energy Conversion Efficiency, )
The next figure was assembled for the Douglas HSCT
study. The lower cross-hatched band is the derived from
second low analysis by Builder for kinetic compression
engines (ram-scram jets).
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Hydrogen-Derived Fuels
The top group contains hydrogen and hydrogen derived
fuels. The three hydrogen listings are for normal boiling
point (4.36), sub cooled (4.66) and 50% slush (5.13)
hydrogen.
In spite of the very high fuel heat of combustion per unit
mass (Qc), the heat of combustion per unit volume (Qv) is
the lowest of all the fuels considered in the table.
Ammonia was the X-15 fuel, and Hydrazine is a commonly
used fuel. Hydrazine has one of the highest combustion
energies per unit volume (Qv) in the group of the
hydrogen derived fuels.
Conventional Hydrocarbons
The next group of fuels are conventional hydrocarbons.
Note that only Acetylene has the same combustion
energy per unit airflow (1,565 to 1,504 BTU per pound air)
compared to the hydrogen-derived fuels.
This group of hydrocarbons has two to three times the
energy per cubic foot (Qv) compared to Hydrogen,
although their combustion energy per unit fuel mass (Qc)
is about 40% that of hydrogen.
With respect to cruising aircraft, Acetylene offers the
same thrust potential (Q), but over 3.5 times the energy
density per cubic foot.
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Partially-Oxidized Hydrocarbons
The
third
group
represents
partially
oxidized
hydrocarbons. Most common fuels are the alcohols,
ethanol and methanol.
Modified Hydrocarbons
The fourth group of fuels is hydrocarbons modified to
change their molecular configuration.
The heat of combustion per unit mass (Qc) is equivalent
to JP-4/JP-5.
Page 48
Stine, 1991
Page 49
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Ahnstrom, 1959
Page 51
Stine, 1991
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Fi-103
Smith, 1946
Stine, 1991
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Minuteman 1
Stine, 1991
Page 54
Page 55
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Fuel Mixtures
In the 1960s one fuel considered for launches was
methane frozen in liquid hydrogen. In effect, a dissimilar
mixture of fuels to create a hydrogen-methane slush.
Other materials such as finely divided metals and other
fuels were also frozen into liquid hydrogen to form a
slush mixture in an attempt to increase the bulk density of
the liquid hydrogen. To the extent it was successful, it
was always accompanied by a decrease in the effective Isp
of the fuel mixture, that essentially negated the density
increase in the vehicle sizing process.
Page 57
Mono-Propellant Rockets
Bi-Propellant Rockets
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Solid Rockets
Hybrid Rockets
Solar-Thermal Rockets
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Electro-Dynamic Rockets
Thermo-Electric Rockets
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Nuclear-Thermal Rockets
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Thermodynamic Rockets
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PERSPECTIVE
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hydrogen fuel
volume effects included
10000
Liquid Hydrogen
Methane, LNG
5000
Kerosene
0
0
10
MACH NUMBER
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15
Dr. B. Chudoba / UTA MAE / AVD Lab
P.A. Czysz / HyperTech Concepts LLC
15000
Liquid Hydrogen
10000
Methane, LNG
5000
Kerosene
0
0
500
1000
1500
TEMPERATURE (C)
Page 66
hydrogen fuel
volume effects included
10000
5000
0
0
10
15
MACH NUMBER
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range
Page 70
Range Factor
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15000
10000
5000
0
0
500
1000
1500
TEMPERATURE (C)
Page 81
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Vector Diagram
With the following we present the summation of forces for
the hypersonic cruiser.
Wgravity relief T
a
sin
sin
W
W
g
V 0
T
cos
1
Wgravity relief
a
T
cos D
sin
T
g
W
WV 0
L
cos
W
2
Wgravity relief V cos
W
1 V
orbit
V 0
sin
[6.10]
[6.11]
[6.12]
H
V t
[6.13]
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Stevens/Lewis, 2003
Page 85
McElyea, 2003
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M12
Page 88
60 min
Equation sets (6.14 to 6.15) are curve fits to the climb and
descent distance and time values.
SC 34.4 10
0.125V
1, 000
[nm]
[6.14]
2
V
V
tC 1.85 0.527
0.0573
[min]
1
,
000
1
,
000
S D 56.2 10
t D 5.10 10
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0.122V
1, 000
0.0671V
1, 000
[6.15]
[nm]
[6.16]
[min]
[6.17]
Page 89
Drag Polar
Cruise implies thrust equals drag flight at approximately
the same altitude and speed. In academic analyses
maximum range occurs at maximum lift to drag ratio.
Vinh, 1993
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CL max
CL
CD
CL min
CD
CL min
Dubs, 1990
Page 91
2m
L
CD (1 B ) CD0
CL
[6.19b]
[6.20a]
2
CD0
2m
L
B
D (1 B ) 2 L CD0
CD
m ( 2 m)
L
D 2 L CD0
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[6.20b]
[6.21a]
[6.21b]
T
D
Morgenstern/Plath, 1996
Page 93
Paying Payload
Hannigan, 1994
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B = 1.0
B = 3.0
B = 0.5
Page 95
pressure,
q,
is
inversely
V
2
qSL 1188.5
1,481.3 M
1,000
L q ALT SW CL N z W
q ALT qSL
N z W
SW CL
[6.22]
[6.23]
[6.24a]
N z W
qSL SW CL
[6.24b]
S
W
qSL CL
SW
[6.25]
CD0
qSL B
L
[6.26a]
[6.26b]
1.075 TALT
[6.27a]
1.075 TALT
0 .45 0 .05
1
.
075
1 B CD0 S plan
SL
0 .65 0 .05
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[6.27a]
The reduced drag also means, that when the cruise thrust
at altitude is converted to sea level thrust, the engines
require 70% to 77% of the sea level static uninstalled
(SLSU) thrust of the optimum L/D sea level static
uninstalled thrust with the overall effect of reducing cost
and aircraft size.
Spacedev
X-34
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MAC AST
B2707-300
B2707-200
Concorde
Owen, 2001
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Wing-Body [HOTOL]
All-Body [Bowcutt]
Page 99
CL = 0.43
CL = 0.21
Page 100
Drag Estimation
The drag coefficients of the HYFAC vehicles
X-24C, Astronautica
CD
CD0
L CL2
[6.28]
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CD0
1
2
L
4 L
D max
The (L/D)max is given for various hypersonic gliders:
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[6.29]
[6.30]
1
0.98 AR
[6.31]
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Page 105
S
CDP 0.15 F2
L
[6.32]
S
CDP 0.15 F2 0.062
L
[6.32]
Note that some aircraft such as the F-104 and T-38 with
straight trapezoidal planform wings have very high
transonic drag rises. In the range of conventional aircraft,
the curve is linear.
However, for the stout hypersonic aircraft with hydrogen
fuel, that is not the case as shown on the next page.
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Page 107
CD M 1.2 CD subsonic CD
0
S front
plan
[6.32]
[6.33]
CD M 1.2 CD subsonic CD
0
prop q SFN
CD0
S front
CD
0
S
plan
prop
[6.34]
[6.35]
plan
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CD0
1
2
L
4 L
D max
[6.36]
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1
L
CL
[6.37]
Where
L
L
CL
[6.38]
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Values of L' and CL for all-body configurations (blendedbody) are read from the figure below.
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Hoerner, 1965
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CDbase
Abase pbase p
S plan
p
[6.39]
The transonic base drag is high, and as shown by the X15 data, it is applicable to hypersonic configurations.
Clearly, uncontrolled base drag can significantly increase
transonic thrust requirements and it can significantly
decrease transonic acceleration.
The XB-70 could fly Mach 3+ any time it could fly Mach
1.1. And that was initially not possible.
In order to reduce cost, the propulsion installation was
greatly simplified. The result was the XB-70 suffered from
a high transonic base drag that limited the thrust minus
drag margin to negative values for some atmospheric
conditions.
Campbell, 1998
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The drag reduction and the fuel used to produce the base
drag reduction corresponds to an Isp 4000 to 5000 sec.
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I
November 2014
w H 2
V Abase
Page 123
[6.39b]
Dr. B. Chudoba / UTA MAE / AVD Lab
P.A. Czysz / HyperTech Concepts LLC
Page 124
Page 125
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[The model is a cylinder with a sharp 20 total angle cone nose section.
The cylinder is mounted to the tunnel wall with a zero sweep strut through
which the instrumentation and hydrogen passes. The wind tunnel was in
Brough England, and the tests were conducted in the late 1970s. The
tunnel has since been deactivated and demolished.]
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D
4 K CD0
[6.40]
where
K
K
The hatched marks in the figure are the L/D estimates for
the aircraft given below.
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The points in the upper left hand corner are 1973 Douglas
Advanced Supersonic Transport (AST) wind tunnel tests
at near full scale Reynolds numbers in the NASA Ames 11
foot tunnel. Corrected to full-scale values, the L/D was
10.1 for the AST aircraft.
A wing with a supersonic leading edge does have a larger
induced drag. The following chart is from the
aerodynamics group in the Advanced Engineering
Division of McDonnell Aircraft.
Shapiro also has an analogous evaluation for drag due to
lift for a supersonic wing. The values are slightly higher,
and there is a transition as the wing leading edge
becomes supersonic ( = tan ) as shown below.
Shapiro, 1958
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Ingells, 1979
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left-hand
numbers,
10.1. The
Reynolds
Page 132
Lan, 1988
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When
When
tan LE
tan LE
th en
0.75 then
0.266
[6.41a]
0.220
[6.41b]
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CD drag
rise
S
S
S
983.14 F2 200.96 F2 14.49 F2
L
L
L
0.0944
[6.43]
SF
C drag
CD drag
rise
rise
S plan S plan
frontal
area
[6.44]
e.g., XB-70
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V 2 / 3 S 3 / 2
DI tot wet K w0.75 0.333
S
plan S plan
[6.45]
[6.46]
L
3.96 0.4693 DI
D
[6.47]
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We obtain
FR
half span
length
b FR M 2 1
[6.48]
S
L
[6.49]
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Reed, 1997
HiMAT/NASA, 1997
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Page 144
Jenkins, 2001
Page 145
[Note the difference in the induced drag factor below Mach 4 for the wingbody. One of its advantages for turbojet power is lower transonic zero lift
drag and drag due to lift.]
Page 146
Wing tip control panels are used for pitch and roll control,
as they are more effective at negative control deflection
angles (trailing-edge-up) compared to elevons, since they
operate in essentially free-stream conditions at all control
deflections and angles of attack.
Elevons would loose effectiveness due to the separated
flow field on the wing-body upper surface at hypersonic
speeds and moderate angles of attack.
The vehicle vertical fins have been toed-in to increase
their effectiveness at low angles of sideslip.
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Jenkins, 2001
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Jenkins, 2001
Page 149
Orlebar, 1994
BAC221
Trubshaw, 2000
MiG-21I/1
Gordon/Gunston, 2000
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Ingells, 1979
The path that led there and had Rich accept the results,
was a stepwise sizing process. Using the McDonnell
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The Model 269-F2 was the basis for the Supersonic Cruise
Attack Fighter (ACAF). There were four subscale
adoptions of the Douglas AST wing, a F-111 sized aircraft,
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Page 155
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Spick, 2003
Page 159
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[It is armed with six AIM-7 tail control missile using the AIM-7M 75 lb.
warhead, and powered by Hercules dual pulse rocket. It also carries two
planar wing long range missiles.]
The next figure shows the SCAF fighter attack concept for
an under-wing propulsion configuration based on the
Douglas propulsion integration approach.
[A subsonic wind tunnel model that could be reconfigured to either
propulsion integration was built but unfortunately was never tested.]
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L
L
Qc q
D
D
[6.50]
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based
ATR
Page 174
Page 175
Secondly, the thrust per unit airflow is not the same for
each propulsion system. The aircraft requires a minimum
thrust to operate. If the specific thrust (thrust per pound
per second of inlet airflow) is low, large inlets would be
required. Thus, if a low density fuel is combined with a
low specific thrust propulsion system, the aircraft
convergence process could diverge.
In summary, the historic ATRs required the vehicle to
carry LOX/fuel just as for a rocket. In effect, the ATR was a
rocket powered, moderate by-pass, air breathing engine.
The regenerative engine suffered from a lower specific
thrust because the gas entering the turbine was lower
compared to the historic ATRs.
H.D. Altis was Director of Advanced Engineering and Lead
Engineer for the early McDonnell Aircraft hydrogen fueled
hypersonic cruiser (see cover of the chapter).
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Aeng
S plan
rJP4
r fuel
[6.51]
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[6.52]
Page 180
W final
Range AB 0 Qc ln
D Winitial
[6.53a]
[6.53b]
[6.53c]
W final
Winitial
Range AB 0 1 A B Qc L ln
D
[6.53d]
WR e
WR e
Range
Range Factor
Range
Q L
c
WR AB 0 e
WR AB 0 e
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[6.54a]
Page 181
[6.54b]
Range
Q L
c
[6.54c]
Range
Q L 1 A B
c
[6.54]d
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determination.
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