3 edition of Propulsion over a wide Mach number range found in the catalog.
Propulsion over a wide Mach number range
by Cornell University, National Aeronautics and Space Administration, National Technical Information Service, distributor in Ithaca, NY, [Washington, DC, Springfield, Va
Written in English
|Statement||Edwin L. Resler, Jr., and Barry M. Greenberg.|
|Series||NASA contractor report -- NASA CR-182267.|
|Contributions||Greenberg, Barry M., United States. National Aeronautics and Space Administration.|
|The Physical Object|
Can be combined with a rocket engine for orbital insertion. Easily tested on ground. Very high thrust/weight ratios are possible (~14) together with good fuel efficiency over a wide range of airspeeds, mach +; this combination of efficiencies may permit launching to orbit, single stage, or very rapid, very long distance intercontinental. propulsion together with an as of yet unjustified perception of high cost, has hindered funding for • Mach to + Cruise • Long Range Cruise, Time Critical Strike • High engine efficiency over a very wide Mach number range (M = 0 to 15+) required significantFile Size: 2MB.
The Aerodynamic and Propulsion Test Unit (APTU) is a blow down wind tunnel designed for aerodynamic testing of supersonic and hypersonic systems and hardware at true flight conditions. Given its versatile design, APTU can support a myriad of test setups: propulsion, material, structures, store separation, and directed energy lethality. Mach Number Effects: Typically the first stages of modern aircraft engine compressors operate with axial Mach number ≈ and blade tangential Mach number M T ≈ giving (M 1) T = M2 1 + M 2 T = so the tips of the blades see supersonic flow. For r H/r T = , (M 1!) H+, so the hub is at a very high subsonic Size: KB.
In ISRO’s conceptual plans for achieving TSTO capability, such a winged RLV would form the base or the first stage. It would be powered by an “air-breathing propulsion” system, using a dual mode ramjet/scramjet engine that can perform over a wide Mach number range, in a subsonic-to-supersonic-to-hypersonic regime. The principal object of our invention is to provide a jet propulsion engine capable of propelling an aircraft over a range of speed from zero to Mach 4 or 5. A further object of the invention is to provide a practical engine of suitable dimensions and of a relatively high degree of fuel economy which is capable of operating over this wide range.
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Get this from a library. Propulsion over a wide Mach number range. [Edwin L Resler; Barry M Greenberg; United States. National Aeronautics and Space Administration.]. NASA Contractor Report Propulsion Over a Wide Mach Number Range (&ASA-CR-lj EEOfOLSICK CQEB A BIDE LACE LUCLEEB IilllCE €inal Bercrt L.Z.
llhssis (Cornell Unio,) 71 CSCL 21E Unclas G3/07 Edwin L. Resler, Jr., and Barry M. Greenberg Cornell University Ithaca, New York March Prepared for. Effect of flight speed (in the range of (0 5) on a turbojet engine is discussed. Comparison of jet, turbojet, and rocket engines are given for better understanding of performance and fuel efficiency of the engines.
Propulsion over a wide Mach number range. By Barry M. Greenberg and Jr. Edwin L. Resler. Abstract. Criteria is presented to assess the relative merits of different propulsion systems.
Previous references focus mainly on subsonic or low supersonic flight speeds. The main focus here is on a higher range, from low supersonic to orbital : Barry M. Greenberg and Jr. Edwin L. Resler. Because the supersonic vehicles have a wide ﬂight Mach range, the propulsion technology is one of the most impor-tant challenges in the process of meeting the ﬂight mission requirement.
Figure 1 shows the speciﬁc impulse (I sp) comparison between diﬀerent propulsion types with Mach number variation , where RBCC means a rocket-basedAuthor: Min Chen, Zihao Jia, Hailong Tang, Yi Xiao, Yonghang Yang, Feijia Yin. When the Mach number varies from 3 to a higher level, the ramjet engine has the highest specific impulse.
Since the supersonic civil aircraft has to operate from take-off to Mach number 5, the TBCC engine is one of the most optimal engine types, combined of the turbofan engine and the ramjet : Min Chen, Zihao Jia, Hailong Tang, Yi Xiao, Yonghang Yang, Feijia Yin.
Air breathing propulsion typically has an order of magnitude higher specific impulse at the low end of the mach number range and a several fold increase over rockets at the Mach 12 flight con- dition. Another conclusion that can be drawn from Figure 2 is that no one propulsion concept is optimum over the entire flight mach number by: Mach0,8airplanewithitslargewingspan,itwasquitereasonabletoplacethe The superscriptsrefer to theauthorsas numbered in "References".
relativelysmall air intakesandenginesratherarbitrarilyona"glider"design. The aircraft is assumed to operate at a dynamic pressure of 50kPa, a value suitable for scramjet operation [1,5].
Mach number, static pressure, static temperature and density of the incoming air flow can be found based on the assumed flight dynamic pressure for each Mach number in the range from 5 to Although inefficient at slower speeds, they are more fuel-efficient than rockets over their entire useful working range up to at least Mach 6 (2, m/s; 7, km/h).
The performance of conventional ramjets falls off above Mach 6 due to dissociation and pressure loss caused by shock as the incoming air is slowed to subsonic velocities for combustion. This situation could be considerably improved by the systematic gathering and analyzing of an extensive body of drag data over a wide range of configurations.
The results of nozzle/afterbody drag predictions for a 20 degree boattail angle nozzle are compared with measured delta over a Mach number range from to in Figure As the Mach number is increased, the sidewall shock wave angles become smaller, effectively partially closing that spillage window and increasing the mass capture, thereby making the inlet more efficient at higher Mach numbers.
These characteristics make it possible to consider a fixed geometry inlet for use over a wide Mach number range. Aero-Engines Intake: A Review and Case Study Ahmed F. El-Sayed1* and Mohamed S. Emeara2 the compressor face at a Mach number in the range to with minimum turbulence .
The air intake of a fighter aircraft must meet the engine mass flow demand over a range File Size: 2MB. 23 May | Journal of Propulsion and Power, Vol. 11, No. 3 Recommended Mixing and Combustion Control Strategies for Efficient Scramjet Operation in Wide Range of Flight Mach Number.
condition because the air must be captured from a wide range of angles: The minimum area, A 1 is set to just avoid choking (M = 1) in the inlet when M 2 has its largest value (this is set by the maximum blade Mach number and the blade shape).
A well designed subsonic A 1 inlet will produce a stagnation pressure recovery π d in the order of File Size: KB. Preliminary Performance Analysis of the LAPCAT-MR2 airframe integration and engine designcycle able to operate over a wide Mach number range. Airframe integration needs to deal with the mutual.
1) mode transition from the low speed propulsion system to the high speed propulsion system, 2) high Mach turbine engine development, 3) transonic aero-propulsion performance, 4) low-Mach-number dual-mode scramjet operation, 5) innovative 3-D flowpath concepts and 6) innovative turbine based combined cycle integration.
Air Intake Design for the Acceleration Propulsion Unit of the TR engines with high quality flow A over a large Mach number range throughout a wide range of operating conditions from take.
American Institute of Aeronautics and Astronautics Sunrise Valley Drive, Suite Reston, VA Performance Matching of the Propulsion System The continuing requirement for weapon systems capable of efficient operation over a wide range of altitude, Mach number, and power setting emphasizes the importance of propulsion system off-design by: 4.
Therefore the use of airbreathing has always been proposed within the context of improving the specific impulse of pure rocket propulsion during the initial lower Mach portion of the trajectory. Airbreathing engines have a much lower thrust/ weight ratio than rocket engines (Ã¢â€°Ë†10%) which tends to offset the advantage of reduced.Scramjet vehicles, especially those used as part of an orbital launch system, must operate over a wide range of ﬂight conditions.
One component that has difﬁculty accommodating a range of Mach numbers is the inlet. In this article, only two-dimensional-type scramjet inlets are considered. Such an inlet with ﬁxed geometry can be designed.A new single-point compression principle based on supermulti-jets colliding with pulsation (Naitoh et al, ~) has a potential for engendering a new single lightweight engine (Fugine) capable of operating over a wide range of Mach numbers from startup to the hypersonic regime with high thermal efficiency due to less heat loss on walls and low by: 1.