X-43: Scramjet Power Breaks the Hypersonic Barrier Documents/Meeting... · Charles McClinton NASA Langley Research Center (Retired) Hampton, VA X-43: Scramjet Power Breaks the Hypersonic

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


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

Allows efficient hypersonic flight

ThrustPropellant

FlowRate

SCRAMJETSupersonic Combustion RAMJET

SCRAMJETSupersonic Combustion RAMJET

IAC04-06 X43Flght|McClinton.ppt #5IAC04-06 X43Flght|McClinton.ppt #10

NASA HypersonicsNASA Hypersonics

1965-74H2 Fuel/ Cooled

Variable Geom SJ

1970-82H2 Fixed Geom3-Generations

1994-97CIAM-NASA Fight

H2 M 3-6.5

Fully 3-D Technology

1980-84HC Fixed Geom3-generations

1996-Today Hyper-X

X-43

X-43 LS

1995-2004 SLIH2 and H/CTSTO and

TBCC & RBCCAirframe and Propulsion

1984-94 NASPDesign, TestTechnologyH2 fueled

NASA Hypersonics NASA Hypersonics

1996-2003 NGLT

1996-2005 Hyper-X


Turbojets

Scramjets

Ramjets

0 10 20MACH NUMBER

Isp

Rockets

Regenerative Fuel Cooled

HRE Verified Propulsive Efficiency and Simple Cooled Structural Design

- But Not Net Positive Thrust -

HRE Verified Propulsive Efficiency and Simple Cooled Structural Design

- But Not Net Positive Thrust -


Design MachNumber (shock on lip—full capture)

Forebody compression,Forebody compression,External inletExternal inlet

Aftbody expansion,Aftbody expansion,External nozzleExternal nozzle

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

Scramjet Engine/Airframe IntegrationScramjet Engine/Airframe Integration


LowLow--Speed Speed Supersonic RTASupersonic RTA11 (Mach 0(Mach 0--4+)4+)

HighHigh--Speed Speed Hypersonic Scramjet (Mach 4Hypersonic Scramjet (Mach 4--15)15)

LRC

1. Revolutionary Turbine Accelerator

Hypersonic Propulsion SystemTurbine-Scramjet Combination Engine

Hypersonic Propulsion SystemTurbine-Scramjet Combination Engine


NASA HypersonicsNASA Hypersonics

1965-74H2 Fuel/ Cooled

Variable Geom SJ

1970-82H2 Fixed Geom3-Generations

1994-97CIAM-NASA Fight

H2 M 3-6.5

Fully 3-D Technology

1980-84HC Fixed Geom3-generations

1996-Today Hyper-X

X-43

X-43 LS

1995-2004 SLIH2 and H/CTSTO and

TBCC & RBCCAirframe and Propulsion

1984-94 NASPDesign, TestTechnologyH2 fueled

NASA Hypersonics NASA Hypersonics

1996-2003 NGLT

1996-2005 Hyper-X


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


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

Cost• Lower operations cost• Lower life cycleMission flexibility• Horizontal launch /

operability• Increased launch window• Increased orbit change /

offset capability• Larger landing footprint

Robustness /reliability• Larger margins, dry

weight fraction• Reduced weight growth

sensitivity• Lower thrust levels

Operating Cost

Safety

Mission Flexibility

Rel

iabi

lity

(1 in

odd

s of

Los

s of

Veh

icle

)

Overall Loss Of Vehicle(Longer Bar = Higher Reliability)

0

20000

40000

60000

80000

100000

120000

140000

1 2 3 4

TSTO AllRocketVTHL

TSTOTBCC

TSTORBCC

SSTO

TBCC

Low

High

NGLT Identifies Benefits of Airbreathing Hypersonic Launch Systems

NGLT Identifies Benefits of Airbreathing Hypersonic Launch Systems

Reference: AIAA 2003-5265

V Pe

nalty

, ft/s

100

50

00 20 40 60 80 100 120 140

Rocket

Total Launch Window, Minutes

ABLV

28.5°Inclination

51.6°Inclination

Airbreathing propulsion-based launch vehicle systems possess inherent characteristics that, if realized, have the potential to

revolutionize the world’s space launch industry.

NASA Hyper-X Program and X-43 Vehicle

NASA Hyper-X Program and X-43 Vehicle

Goals: Demonstrate, validate and advance technology for hypersonic aircraft powered by an airframe-integrated scramjet engine

X-43 Flight Tests:- Three expendable research vehicles(two @ Mach 7, one @ Mach 10)


Flight History-Flight 1: Mach 7 Target, June 2, 2001 Booster Failure-Flight 2: Mach 6.91, March 27, 2004 Fully Successful-Flight 3: Mach 9.68, Nov. 16, 2004 Fully Successful

Experimental techniqueComputational methodsPerformance predictions Design tools


X-43 Research VehicleX-43 Research Vehicle

“Vision” Vehicle“Vision” Vehicle

X-43 Derived from MDC/P&W Dual-Fuel, Global Reach Study


X-43 Nominal Flight TrajectoryX-43 Nominal Flight Trajectory


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

• Engine and Fluid Subsystem (EFS)• Scramjet – Copper Heat Sink Cooled • 8,500 psi-H2• 4,500 psi SiH4 • 6,000 psi N2 - purge • H2O coolant.

• Thermal Protection Subsystem (TPS): AETB, C-C leading edge


X-43 Internal LayoutX-43 Internal Layout

Rudder N2 Controller Fads PPTs

H2O

Wings SiH4 H2

BatteryFMU

Actuator

Instrumentation System


X-43 Thermal ProtectionMach 7 Vehicles (M 10 Vehicle has C-C Vertical Tail LE)

X-43 Thermal ProtectionMach 7 Vehicles (M 10 Vehicle has C-C Vertical Tail LE)

Carbon-Carbon

TUFI/AETB

Haynes Alloy

Tungsten

AETB Tile

TUFI Coating

TUFI =Toughened Uni-piece Fibrous InsulationAETB=Alumina Enhanced Thermal Barrier

NoseLeadingEdge

SideChine

Carbon-Carbon


Extensive Instrumentation SuiteProvided Data Over Entire MissionExtensive Instrumentation Suite

Provided Data Over Entire Mission

• 200+ pressure taps • 100+ thermocouples • 20 strain gage• High accuracy 3-axis

GPS/INS accelerometer

Engine Body SideX-43 Top

Engine Body SideX-43 Bottom

IAC04-06 X43Flght|McClinton.ppt #19IAC04-06 X43Flght|McClinton.ppt #19B52.mov

B-52 Operation, Flight 2B-52 Operation, Flight 2


LaunchP1.mov

Launch, Flight 2Launch, Flight 2

F18 Chase videoDown range P3

F18 Chase videoDown range P3

Army Halo - UVArmy Halo - UV


R

Separation Camera Image 2 0.08 sec., 0.25 ft. separatedSeparation Camera Image 2 0.08 sec., 0.25 ft. separated

Right CameraLeft Camera

Right Camera Visualization IAC04-06 X43Flght|McClinton.ppt #21


Image 3, 0.11 sec., 1.25 ft.Image 3, 0.11 sec., 1.25 ft.



Image 4, 0.15 sec., ~2.25 ft.Image 4, 0.15 sec., ~2.25 ft.



Image 5, 0.18 sec., ~3.25 ft.Image 5, 0.18 sec., ~3.25 ft.



Image 6, 0.21 sec, ~4.25 ftImage 6, 0.21 sec, ~4.25 ft



Stage Separation – Predictions vs. FlightStage Separation – Predictions vs. FlightDemonstrated First Successful Non-Symmetric,

High Dynamic Pressure, High Mach Stage Separation – Required for Revolutionary Launch Systems

0 0.50 0.3

0

-2

X-43_SS_CFD_Animation.mp4Time, sec.

Ang

le o

f Atta

ck, d

eg. 1 σ

2 σ

1 σ

2 σ3 σ

Flight


X43 cowlopen.mov


Scramjet Operation PhotographsScramjet Operation PhotographsFlight 2Flight 2


HXFE_1.MPG

X-43 Engine Test in 8’ HTTHigh Temperature Tunnel, Mach 7 P & T

X-43 Engine Test in 8’ HTTHigh Temperature Tunnel, Mach 7 P & T


Note: Unclassified “Approximate” Monte Carlo Simulation and relative flight “Trends,” NOT Data

Mach 7 X-43 Performance and ControlVerifies Predicted Scramjet Performance, Aero

Model and Vehicle Control

Mach 7 X-43 Performance and ControlVerifies Predicted Scramjet Performance, Aero

Model and Vehicle Control

• Green band: Pretest Monte Carloabout nominal trajectory

• Blue line: Flight 2 approximatevalues

• Performance: Decel/Acceleration- Higher drag/lift (trajectory)- Lower powered acceleration- Engine thrust increment as

predicted• Vehicle Control: Angle of Attack

- Maintained to 2.50 ± 0.2 deg.

Acc

eler

atio

nA

ngle

of

Atta

ck

Flight 2 Summary


• Green band: Pretest Monte Carlouncertainty about nominal

• Blue/Dashed line: Flight 3• Acceleration

- Higher drag/lift (trajectory)- Lower powered acceleration

than predicted- Engine thrust increment as

predictedAngle of Attack- Maintained to 1.0 ± 0.2 deg.during powered flight

Flight 3 Summary

Mach 10 X-43 Performance and ControlVerifies Predicted Scramjet Performance,

Aero Model and Vehicle Control

Mach 10 X-43 Performance and ControlVerifies Predicted Scramjet Performance,

Aero Model and Vehicle ControlNote: Unclassified “Approximate” Monte Carlo

Simulation and relative flight “Trends,” NOT Data


Engine Flowpath Wall Pressure Flight 2 Data vs. Predicted

Verifies Predicted Dual-Mode Scramjet Performance

Engine Flowpath Wall Pressure Flight 2 Data vs. Predicted

Verifies Predicted Dual-Mode Scramjet Performance

Axial Length

SUR

FAC

EPR

E SSU

RE

Pres

sure

Flight DataPretest Analysis(SRGULL designcode)

Nose Tail


Engine Internal Wall Pressure Flight 3 Data vs. Predicted

Verifies Predicted ‘Pure’ Scramjet Performance

Engine Internal Wall Pressure Flight 3 Data vs. Predicted

Verifies Predicted ‘Pure’ Scramjet Performance

Axial Length, Cowl LE to TE

Pres

sure

Prediction MethodsGASP - Forebody-Inlet

SHIP - Combustor-Nozzle

Body SideInternal Pressure


Engine Internal Wall Pressure Flight 2 Data vs. 8’ HTT Wind TunnelVerifies Wind Tunnel Test Methodology

Engine Internal Wall Pressure Flight 2 Data vs. 8’ HTT Wind TunnelVerifies Wind Tunnel Test Methodology

g

Axial Station

Pre s

sure

Wind tunnel Š no fuelWind tunnel Š with fuelFlight Š no fuelFlight Š with fuel

Pres

sure

Nose Tail

Wind tunnel – no fuel– with fuel

Flight – no fuel– with fuel

Body SideInternal Pressure


Post Flight CFD Analysis F2 Flight Conditions

Post Flight CFD Analysis F2 Flight Conditions

Powered Solution

Un-Powered Solutions


Post Flight CFD Acceleration Post Flight CFD Acceleration

Engine ForceVehicle Drag

Nominal PredictionAnd

Monte Carlo Uncertainty

Note: Unclassified “Approximate” Monte Carlo Simulation and relative flight “Trends,” NOT Data

Post Test CFD


DescentP3.mov


X-43 Aero – Predicted vs. FlightVerifies Hypersonic Aerodynamic Design Tools

X-43 Aero – Predicted vs. FlightVerifies Hypersonic Aerodynamic Design Tools


TC19 TC20 TC21

Laminar-to-TurbulentR e,θ / Me = 300 ± 12

Turbulent-to-LaminarR e,θ / Me= 400 ± 15

X-43 Boundary Layer Transition X-43 Boundary Layer Transition Data Confirms Laminar-to-turbulent BLT Criteria

Quantified BLT Hysteresis


X-43 AerothermalFlight Data vs. Predicted

Verifies Predicted Thermal Loads

X-43 AerothermalFlight Data vs. Predicted

Verifies Predicted Thermal Loads

NoseLeadingEdge Side

Chine

Carbon-Carbon

Similar Comparisons for:Hot Wings/TailsEngine Thermal

Gap heating

Mach 10 Nose Temperature


-0.8

-0.6

-0.4

-0.2

0

0.2

0.4

0 0.2 0.4 0.6 0.8 1

NormalAccel(g's)

time (sec)

p = .27 - .15 = .12 secf = 1/.12 = 8.33 Hz.

p = .87 - .76 = .11 secf = 1./.11 sec = 9 Hz.

-0.8

-0.6

-0.4

-0.2

0

0.2

0.4

2 2.2 2.4 2.6 2.8 3

NormalAccel(g's)

time (sec)

p = 2.32 - 2.2 = .12 secf = 1/p = 8.33 Hz.

X-43A Flight 2 Normal AccelerationTime from Drop

0 to 1 second from Drop 2 to 3 second from Drop

9 Hz8.3 Hz

Ź Ź

8.0 0.082 9.4 .202 8.48 9.42

Fit to Flight 2 Drop FEA Predictions

Pitch Yaw Pitch Yaw

fn ζ fn ζ fnfn

Summary of HXLV F2 Bending Frequencies

• Flight pitch and yaw bendingfrequencies based on accel-erometer time history data

• Change in frequency from drop to motor ignition is due to attachment preload strain energy

• Correlation between flight data and FEA predictions is about as expected

LV Stiffness – Predictions vs. FlightLV Stiffness – Predictions vs. FlightVerifies Launch Vehicle Finite Element Study


Turbine

Scramjet

Ramjet

0 10 20MACH NUMBER

Isp

Rocket

X-43 scaledVision VehiclePerformance

Airframe Integrated

X-43A Demonstrated Propulsive Efficiency Required for Future

Safe, Flexible, Affordable Launch Systems

X-43A Demonstrated Propulsive Efficiency Required for Future

Safe, Flexible, Affordable Launch Systems


Summary Of Integrated Hypersonic Vehicle Performance

Summary Of Integrated Hypersonic Vehicle Performance

• X-43 airframe drag (and lift) was slightly higher than nominal predicted, but within uncertainty prediction

• Scramjet engine performance was very close to preflight predictions (positive acceleration for M 7, Cruise for M 10)

• Control deflections to trim engine induced moments were very close to preflight predictions

• Other hypersonic vehicle technologies were as predicted─ Aerodynamic stability and control─ Natural and Tripped boundary layer transition─ Airframe and wing structure─ Thermal loads/Gap heating─ TPS─ Internal environment─ Launch vehicle stiffness


X-43 Technology AchievementsX-43 Technology Achievements

• Firsts─ Flight of scramjet powered vehicle ─ Successful high dynamic pressure, high Mach, non-

symmetrical stage separation (required for TSTO)• Verified performance, operability and controllability

─ Airframe-integrated Scramjet─ Integrated, powered, hypersonic airbreathing Vehicle

• Verified engineering application of NASA-Industry-University hypersonic vehicle design tools

Tools Disciplines Physics- Experimental - Analysis

CFD - NumericalAnalyticalEmpirical

- MDOE for engine/vehicle design optimization

- Propulsion- Aerodynamic- Structural- Thermal- Boundary layer transition- Flight and engine controls- Vehicle synthesis


• 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

Hypersonic Physics - PropulsionHypersonic Physics - Propulsion


Guinness World Record The fastest jet-powered aircraft is NASA’s X- 43A,

which achieved Mach 6.9 on 27 March 2004 in a flight lasting 11 seconds while covering 15 miles over the Pacific Ocean

Guinness World Record The fastest jet-powered aircraft is NASA’s X- 43A,

which achieved Mach 6.9 on 27 March 2004 in a flight lasting 11 seconds while covering 15 miles over the Pacific Ocean


Another World Record The fastest jet-powered aircraft is NASA’s X- 43A,

which achieved Mach 9.6 on 18 November 2004 in a flight lasting 11 seconds

while covering 20 miles over the Pacific Ocean

Another World Record The fastest jet-powered aircraft is NASA’s X- 43A,

which achieved Mach 9.6 on 18 November 2004 in a flight lasting 11 seconds

while covering 20 miles over the Pacific Ocean


“Cowl Closed!!”“Cowl Closed!!”


Assessment of Hypersonic Airbreathing Technology Readiness


Considering X-43 Accomplishments–

What is the Status of Hypersonic Technology??

and

What should we do next???

Considering X-43 Accomplishments–

What is the Status of Hypersonic Technology??

and

What should we do next???


Technology Requirement WBS

1.0 Vehicle System 1.01 Customer Requirements Definition 1.02 Vehicle System Requirements Definition 1.03 Vehicle Systems Analysis 1.03.01 Lowspeed Propulsion Database 1.03.02 Highspeed Propulsion Database 1.03.03 Lowspeed Aerodynamic Database 1.03.04 Highspeed Aerodynamic Database 1.03.05 Aerothermal Database 1.03.06 OML, Geometry, and Packaging 1.03.07 Structural and Subsystem Weights

1.03.08 Trajectory Analysis / Vehicle PerformanS&C

1.03.09 Vehicle Synthesis, Scaling Laws, ClosurModel

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




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


Technology Status for First StageAirbreathing Launch System

Technology Status for First StageAirbreathing Launch System

Mach 7 Stage


Technology ShortfallsFor Mach 7 First Stage Reusable Vehicle

Technology ShortfallsFor Mach 7 First Stage Reusable Vehicle

ס Airbreathing Propulsion─ Mach 2.5 – 7 ram/scramjet flowpath definition

■ Variable geometry■ Multiple fueling stages■ Transition, controls and health monitoring

─ Durable cooled engine structure (Metallic)─ Scramjet–Turbine engine/system integration

ס Airframe─ Flight weight, durable, reusable propellant tanks

■ Al or Al-Li or GrEp─ Integrated vehicle design/tools

■ Optimized designs with quantified uncertainties■ Cost and risk assessment tools

ס Airbreathing Propulsion─ Mach 2.5 – 7 ram/scramjet flowpath definition

■ Variable geometry■ Multiple fueling stages■ Transition, controls and health monitoring

─ Durable cooled engine structure (Metallic)─ Scramjet–Turbine engine/system integration

ס Airframe─ Flight weight, durable, reusable propellant tanks

■ Al or Al-Li or GrEp─ Integrated vehicle design/tools

■ Optimized designs with quantified uncertainties■ Cost and risk assessment tools


Affordable, Sustainable Space Transportation

10 - 20,000 lbs to LEOIOC 2015

30 - 40,000 lbs to LEOIOC 2025

Proposed Spiral DevelopmentProposed Spiral Development


Long Lead Technology Needsfor Mach 10-15 First Stage Reusable Vehicle

Long Lead Technology Needsfor Mach 10-15 First Stage Reusable Vehicle

ס Airbreathing Propulsion─ Mach 10-15 scramjet database

■ Reduced uncertainty in wind tunnel tests■ Wall temperature simulation ■LOX addition■ Flight data at Mach 14-15

─ Light durable cooled engine materials/structure (C/SiC)─ High Mach Turbine (Revolutionary Turbine Accelerator)

ס Airframe─ Integral propellant tank/airframe structure

■ GrEp

ס Expertise/Manpower –─ University Programs─ Industry Partners─ Inter-Government Cooperation

ס Airbreathing Propulsion─ Mach 10-15 scramjet database

■ Reduced uncertainty in wind tunnel tests■ Wall temperature simulation ■LOX addition■ Flight data at Mach 14-15

─ Light durable cooled engine materials/structure (C/SiC)─ High Mach Turbine (Revolutionary Turbine Accelerator)

ס Airframe─ Integral propellant tank/airframe structure

■ GrEp

ס Expertise/Manpower –─ University Programs─ Industry Partners─ Inter-Government Cooperation


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

2. Reference: AIAA 2003-52653. Reference: IAC-04-V.8.08