Paul A. Czysz

S.S.T.O. performance assessment with in-flight lox collection

Abstract Much attention has recently been given, up to harware development to in-flight oxygen collection as a means to improve considerably the performance of both TSTO & SSTO vehicles. A first assessment suggests that it permits simultaneously to improve much both gross take-off weight (by more than 30%) & dry weight (by more than 15%) of an SSTO and to lower significantly the Mach number of transition scramjet → rocket, from 15 down below 10, thereby reducing dramatically the programmatic development risks. After having compared in-flight lox collection with other SSTO concepts, this paper provides a tentative assessment of the performance of SSTO vehicles taking advantage of it, in particular their sensitivity to changes in system characteristics such as transition Mach number, vehicle slenderness (i.e. Kuchemanns parameter τ) or planform loading at take-off and in collection characteristics, in particular collection ratio & specific collection plant weight.

What Price Supersonic Speed? - A Design Anatomy of Supersonic Transportation - Part 1

The first generation of supersonic commercial transportation has seen three serious attempts to arrive at an economically and environmentally viable aircraft. The US B2707-200/300 design was cancelled early before a prototype could emerge; the Russian Tu-144 design succeeded to become the first supersonic transport but spanned only a few years of restricted airline service; the Anglo-French Concorde endured more than 27 glamorous airline service years until the last of its species was retired on 30 August 2003. This first generation was followed by a second generation of supersonic commercial transport projects in the time period between 1986 until about 1999, designs which did not proceed towards the production hardware stage. This study critically examines the anatomy of two generations of supersonic commercial transport design failures and successes in order to arrive at lessons learned free of ‘wishful thinking’. The design conditions leading to the identification of the product ‘solution space’ for an economically and environmentally acceptable supersonic commercial transport are discussed. Having assembled an understanding of the product metrics valid for supersonic commercial transports, the paper then provides an outlook for the first generation of supersonic corporate and cargo jet projects. This first generation of supersonic business jet (SSBJ) and supersonic cargo jet (SSCJ) projects spans a period of nearly two decades of development, starting from 1988 until today. The present study identifies that the product development metrics of this class of aircraft is radically different compared to the metrics valid for supersonic commercial transports. The challenges in VIP transportation and dedicated freight transportation at supersonic speeds are portrayed leading to two principal trains of thought targeting the development of the first supersonic business jet and/or supersonic cargo jet hardware: the development based on a new airframe, and alternatively the development based on an existing airframe.

Future Space Tourism Transportation Design Requirements

Space transportation remains in the pioneering stages. The current expendable space launchers are like the 1850’s Conestoga Wagons - both were launched on their respective missions but only one is on record to have returned. Most were building materials for a new start in the West. This problem was solved in the American West with the introduction of the transcontinental railroad in 1860. This undertaking required not only a great effort but substantial government support. The railroad spawned numerous entrepreneurial activities never envisioned while under construction. What might this century bring if we had a ‘railroad to space’ that embodied the characteristics of the transcontinental undertaking? The X-33 & Venture Star projects were one attempt to achieve the characteristics of that transcontinental railroad. There are others, here and in other countries, but perhaps we need to begin with a smaller first step, a small, commercial reusable vertical rocket with ballistic ascent to space altitude with a hypersonic glider return? Our challenge in space today is to develop vehicles that are in continuous use, maintained and operated on a fixed schedule despite weather or environmental hazards that move payloads not only into space but back again. The X PRIZE was a

Magnetohydrodynamic Energy Bypass Performance Analysis for Hypersonic Vehicles

10 million prize awarded to Scaled Composites as the first privately financed spaceship that launched the equivalent of three persons to an altitude of at least 100 kilometers on two consecutive flights within two weeks. What about an analogous vehicle that flies two or three times a week, every week for a number of years? A major difference is that this challenge is to be accomplished without government support or government developed vehicles. Nonetheless, across the globe, there exists an array of system components that can provide the basis for a successful space access vehicle (SAV). Clearly, the cancellation of almost all reusable SAV projects indicates a pronounced weakness of the conceptual design toolbox available to assess design risks upfront. What tool set is required for the SAV designer to enable him screening the convergence design space at the earliest and cheapest design phase? The Aerospace Vehicle Design Laboratory (AVD Lab) team at the University of Oklahoma is developing a generic SAV design synthesis environment with focus on the conceptual design phase. The lab has applied elements of this toolbox to the study of a tourist aerospace vehicle under a grant from Rocketplane Limited, Inc. The vision of the generic synthesis system, the application of the hands-on methodology to develop a low-cost tourist vehicle based on the adaptation of a Lear Jet 25/35/45 series aircraft is the focus of this presentation.

Benefits from incorporation of combined cycle propulsion

The global political structure has changed dramatically since the breakup of the former Soviet Union. World changes have caused the United States to reprioritize its national hypersonic needs. The U.S Government has looked at the needs of the future, and the hypersonic aerospace plane is one of the systems included in alternative force structures. One hypersonic aerospace plane concept would involve magnetohydrodynamic (MHD) technology (i.e., the AJAX hypersonic flight vehicle concept) originally proposed by Russian scientist Vladimir Fraishtadt. This paper reports on the current progress and findings of an air-breathing horizontal take-off and landing design concept using an MHD energy bypass injector ramjet engine being studied at MSE Technology Applications, Inc. (MSE), HyperTech Concepts, and several universities for NASA Langley Research Center (NASA-LaRC) under a Phase II Small Business Innovative Research (SBIR) project. A Quasi onedimensional electromagnetic code with a new Scramjet model and other tools were used to examine total system performance. Detailed cruiser propulsion configurations and performance have been investigated and reported in this paper.

Feasibility study of a supersonic business jet based on the Learjet airframe

Abstract The X-33 program was initiated to develop a testbed for integrated RLV technologies that pave the way for a full scale development of a launch vehicle (Venture Star). Within the Nasa Future X Trailblazer program there is an Upgrade X-33 that focuses on materials and upgrades. The authors propose that the most significant gains can be realized by changing the propulsion cycle, not materials. The cycles examined are rocket cycles, with the combustion in the rocket motor. Specifically, these rocket cycles are: turbopump, topping, expander, air augmented, air augmented ram, LACE and deeply cooled. The vehicle size, volume, structural weight remain constant. The system and propellant tank weights vary with the propulsion system cycle. A reduction in dry weight, made possible by a reduced propellant tank volume, was converted into payload weight provided sufficient volume was made available by the propellant reduction. This analysis was extended to Venture Star for selected engine cycles. The results show that the X-33 test bed could carry a significant payload to LEO (10,000 Ib) and be a valuable test bed in developing a frequent flight to LEO capability. From X-33 published information the maximum speed is about 15,000 ft/sec. With a LACE rocket propulsion system Venture Star vehicle could be sized to a smaller vehicle with greater payload than the Venture Star baseline. Vehicle layout and characteristics were obtained from: http:// www.venturestar.com .

Definition of the design space in which convergence can occur with a combined cycle propulsion system

Since the dawn of the jet age, passengers on all jet transports, except Concorde, have traveled at about the same speed — a standard Mach 0 83-0 87 range as a practical compromise. After 27 years of supersonic commercial travel, British Airways and Air France retired their fleet of Concorde aircraft at the end of 2003 because it was considered no longer profitable. Clearly, with the retirement of Concorde, the world has lost the only aircraft offering passenger transportation at supersonic speeds. Over the past several years manufacturers have proposed new aircraft designs that promise an increase in transportation speeds. In particular, the business jet market appears to present a business case for an exclusive supersonic business jet (SSBJ). However, there is a key-hurdle which has, until now, prevented the successful launch of a SSBJ hardware program: the development cost for an all-new aircraft quickly eradicates the soughtafter business case. This paper presents the results of a parametric sizing study which aims to answer the following question: is it possible to drastically reduce the development effort of a supersonic business jet design by converting an existing Learjet airframe into a supersonic vehicle while sustaining FAA interest and approval? This paper discusses selected aircraft sizing trades and operations related constraints. The feasibility study indicates some level of technical plausibility for the case of converting an existing airframe into a certifiable lower-cost supersonic aircraft. Acknowledging the range of actual complications related to the task of economically modifying and certifying a legacy airframe towards a SSBJ, it appears that a larger size SSBJ offers significant technical and economical advantages which outweigh the ‘off-the-shelf’ Learjet case.

Earth–Moon System: Establishing a Solar System Presence

Abstract Previous papers provided an available energy basis for a Rocket Based Combined Cycle (RBCC) propulsion system analyses. The RBCC concept emerged from the advanced injector ramjet research of the early 1960s, so it is not a new concept. These available energy papers did not provide any insight into design convergence for a specific concept. If a propellant volume, based parametric payload sizing results, is introduced a convergence criteria emerges that can identify the airframe and propulsion parametric combinations that converge. Three principal findings from the previous papers are summarized. The existence of a criterion for determining design convergence is presented. Results from four individual parametric investigations are presented., 1) Configuration Concept Geometry, 2) Payload Weight/Propellant Volume, 3) Propulsion System Configuration and, 4) Conical Configuration Concepts.

View to the Future and Exploration of Our Galaxy

The Earth’s Moon is a natural satellite that has been suggested was created by a Mars-sized body that crashed into the Earth very early in the history of the Earth, about 4.5 billion years ago. The latest sky surveys give an age of our Solar System of about 4.7 billion years.

Stellar and Interstellar Precursor Missions

The Andromeda Galaxy (Messier 31 or M31) is the nearest galaxy to the Milky Way, our galaxy. Both are residing within the neighborhood of the galactic cluster, which consists of an assembly of galaxies that are bound together by gravity.