Achievements Obtained for Sustained Hypersonic Flight within the LAPCAT-II project

Steelant, Johan; Varvill, Richard; Defoort, Sébastien; Hannemann, Klaus; Marini, Marco

doi:10.2514/6.2015-3677

Cited by 80 publications

(46 citation statements)

References 55 publications

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“…4,5,6 The internal side of the panels have an insulation facing the liquid hydrogen (LH2) cryogenic tank at 20 K. Different flight Mach numbers from Mach 4 to Mach 10 were explored at 2 different dynamic pressures, i.e. 25 kPa and 50 kPa.…”

Section: Basic Thermal Methodologymentioning

confidence: 99%

The Thermal Paradox of Hypersonic Cruisers

Villace

Steelant

2015

20th AIAA International Space Planes and Hypersonic Systems and Technologies Conference

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High-speed transport vehicles require the use of high temperature materials to withstand the high thermal fluxes during flight. Moreover, the long duration of the mission requires a thermal protection system able to cope with the accumulated heat load during flight while considering that part of this heat needs to be evacuated after touch-down. Thus, both the operating temperatures and the exposure time need to be evaluated in order to assess the feasibility of the hypersonic cruiser for a given mission. The heat fluxes on the aeroshell during short duration trans-atmospheric missions, e.g. launch and re-entry, are typically approximated by the cubic power of the free-stream velocity. However, a simplified zero-dimensional analysis showed that this approximation is no longer appropriate for hypersonic cruisers. In fact, the heat flux during sustained flight at Mach 8 is only 25% to 35% higher than at Mach 5 for the same aircraft configuration and cruise range. Furthermore, the reduced flight time at Mach 8 results into a 20% to 25% lower heat load to the airframe with respect to the Mach 5 cruise. This implies that the heat accumulated during cruise decreases with the flight Mach number. To assess these trends throughout the full trajectory, the study was extended to a one-dimensional analysis coupled with an on-board thermal-energy management system. The detailed airframe architecture addressed the interfacing areas between the different subsystems: tanks, cabin, propulsion plant and the aeroshell. Distinct aeroshell panels were considered to better represent the geometry and the various loads across the pressure and suction sides of fuselage and wings. The thermal loads to the airframe across the aeroshell were then evaluated for two possible vehicle missions with cruise phases at Mach 5 and Mach 8. The airframe heating which resulted is in close agreement with the prediction by the zero-dimensional model.

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Section: Basic Thermal Methodologymentioning

confidence: 99%

The Thermal Paradox of Hypersonic Cruisers

Villace

Steelant

2015

20th AIAA International Space Planes and Hypersonic Systems and Technologies Conference

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“…from Brussels to Sydney, to less than 2 to 4 hours resulting in a Mach 5 and Mach 8 configuration. [27][28][29] To fulfill this mission, a hypersonic aircraft with near antipodal range (20,000 km) is required. The corresponding trajectories are provided in figure 2a.…”

Section: Field Of Application Of Ultrasonically Absorptive Tps Mamentioning

confidence: 99%

The Potential of Ultrasonically Absorptive TPS Materials for Hypersonic Vehicles

Wagner¹,

Wartemann²,

Hannemann³

et al. 2015

20th AIAA International Space Planes and Hypersonic Systems and Technologies Conference

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“…n the basis of various conceptual vehicle designs within LAPCAT-II [1][2] [3], it was demonstrated that a hypersonic vehicle with 300 PAX on-board can achieve an antipodal flight e.g. from Brussels to Sydney at a cruise speed of Mach 8.…”

Section: Introductionmentioning

confidence: 99%

Conceptual Design of the High-Speed Propelled Experimental Flight Test Vehicle HEXAFLY

Steelant¹,

Langener²,

Matteo³

et al. 2015

20th AIAA International Space Planes and Hypersonic Systems and Technologies Conference

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A concise overview of the overall layout of an experimental powered high-speed flight vehicle including its subsystems is given. A mission scenario, the different flight segments and events to which the payload is exposed are described and justified. This allowed the definition of the aero-thermo-mechanical loads required to conceptually design all elements on board of the vehicle. The final vehicle configuration could achieve the different mission objectives. In particular an aero-propulsive balance, i.e. thrust ≥ drag and lift ≥ weight, could be established at a cruise Mach number of M = 7.4 on the basis of a hydrogen powered scramjet engine while guaranteeing a good aerodynamic efficiency L/D ≥ 4 in a stable, trimmed and controlled way. The experimental combustion campaign could last for at least for 3s up to 9s pending on the finally obtained flight level. This test time is very valuable as it is about 3 orders of magnitude higher of what can be tested in European ground facilities. The vehicle made maximum use of databases, expertise, technologies and materials elaborated in previously EC co-funded projects ATLLAS I & II and LAPCAT I & II.Based on this conceptual design, the consortium has arrived at a key point where they feel comfortable to go to the next step in establishing a detailed design of the vehicle and the preparation of the launch vehicle and flight campaign.

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Achievements Obtained for Sustained Hypersonic Flight within the LAPCAT-II project

Cited by 80 publications

References 55 publications

The Thermal Paradox of Hypersonic Cruisers

The Thermal Paradox of Hypersonic Cruisers

The Potential of Ultrasonically Absorptive TPS Materials for Hypersonic Vehicles

Conceptual Design of the High-Speed Propelled Experimental Flight Test Vehicle HEXAFLY

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