Overview With Results and Lessons Learned of the X-43A Mach 10 Flight

Marshall, Laurie A.; Bahm, Catherine; Corpening, Griffin P.; Sherrill, Robert

doi:10.2514/6.2005-3336

Cited by 65 publications

(26 citation statements)

References 2 publications

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“…In The data from table 1 have been taken from Marshall et al 14 The official flight altitude 28.9 km but this has been rounded to 30 km for ease of calculation. The lift coefficient is assumed independent of Mach number and taken from Zheleznyakavo and Surzhikov.…”

Section: Iiic Lift Capability For a Hypersonic Planementioning

confidence: 99%

A System Study On Fluidic Thrust Vectoring

Pelt¹,

Neely²,

Young³

2015

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

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In the present paper a system study on fluidic thrust vectoring (FTV) is presented. Fluidic thrust vectoring is a system where, by means of secondary fluid injection the outflow angle of the main exhaust is changed. Fluidic thrust vectoring has the potential to generate similar control forces to control surfaces, for a simpler system. This paper quantitatively describes the possible reduction in weight and gains in side force and structural efficiency when fluidic thrust vectoring is installed in a vehicle. Two possible applications of FTV are investigated, a vehicle that only has to fly hypersonically (hypersonic plane) and a vehicle that also has to operate subsonically (hypersonic plane with landing capability). For both applications it is shown that there are advantages in weight, side force and structural efficiency when applying fluidic thrust vectoring.

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Section: Iiic Lift Capability For a Hypersonic Planementioning

confidence: 99%

A System Study On Fluidic Thrust Vectoring

Pelt¹,

Neely²,

Young³

2015

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

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“…The third and final flight, T 3 hereafter referred to as the "Mach 10 mission," was flown on November 16, 2004, and all of the goals for this mission were also accomplished. 6 During both successful missions, the HXRV was in controlled autonomous flight from the point of separation from the HXLV to splashdown in the Pacific Ocean. 7,8 …”

Section: Project Descriptionmentioning

confidence: 99%

X-43A Flush Airdata Sensing System Flight Test Results

Baumann

Pahle

Davis

et al. 2008

AIAA Atmospheric Flight Mechanics Conference and Exhibit

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The National Aeronautics and Space Administration (NASA) has flight-tested a flush airdata sensing (FADS) system on the Hyper-X Research Vehicle (X-43A) at hypersonic speeds during the course of two successful flights. For this series of tests, the FADS system was calibrated to operate between Mach 3 and Mach 8, and flight test data was collected between Mach 1 and Mach 10. The FADS system acquired pressure data from surfacemounted ports and generated a real-time angle-of-attack ( ! ) estimate on board the X-43A. The collected data were primarily intended to evaluate the FADS system performance, and the estimated ! was used by the flight control algorithms on the X-43A for only a portion of the first successful flight. This paper provides an overview of the FADS system and ! = port 2 pressure reading, psf P 3 = port 3 pressure reading, psf P 4 = port 4 pressure reading, psf P 5 = port 5 pressure reading, psf psf = pounds per square foot scramjet = supersonic combustion ramjet TPS = thermal protection system X/L = fraction of reference length q = dynamic pressure, psf ! = angle of attack, deg ! = angle of sideslip, deg

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“…Drag coefficients are typically less than unity, so it is possible for the air capture area to exceed the drag area, as the X-43A aptly demonstrated. 5 Whether lower drag coefficients and greater air capture areas can be achieved experimentally remains unknown. In order for a purely airbreathing vehicle to reach orbital velocity beyond the right edge of the graph, the air capture area must exceed drag area by an order of magnitude.…”

Section: Speeds Attainable With Dragmentioning

confidence: 99%

Airbreathing Acceleration Toward Earth Orbit

Whitehead¹

2007

43rd AIAA/ASME/SAE/ASEE Joint Propulsion Conference &Amp;amp; Exhibit

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As flight speed increases, aerodynamic drag rises more sharply than the availability of atmospheric oxygen. The ratio of oxygen mass flux to dynamic pressure cannot be improved by changing altitude. The maximum possible speed for airbreathing propulsion is limited by the ratio of air capture area to vehicle drag area, approximately Mach 6 at equal areas. Simulation of vehicle acceleration shows that the use of atmospheric oxygen offers a significant potential for minimizing onboard consumables at low speeds. These fundamental calculations indicate that a practical airbreathing launch vehicle would accelerate to near steady-state speed while consuming only onboard fuel, then transition to rocket propulsion. It is suggested that an aircraft carrying a rocket-propelled vehicle to approximately Mach 5 could be a realistic technical goal toward improving access to orbit.

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Overview With Results and Lessons Learned of the X-43A Mach 10 Flight

Cited by 65 publications

References 2 publications

A System Study On Fluidic Thrust Vectoring

A System Study On Fluidic Thrust Vectoring

X-43A Flush Airdata Sensing System Flight Test Results

Airbreathing Acceleration Toward Earth Orbit

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