X-33 attitude control using the XRS-2200 linear aerospike engine

Hall, Charles E.; Panossian, Hagop V.

doi:10.2514/6.1999-2936

Cited by 15 publications

(6 citation statements)

References 2 publications

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“…Figure 16a displays the pressure distribution showing the flowfield characteristics for the advanced airframe-integrated aerospike-type external nozzle configuration. The flowfield is similar to that seen in the full-length aerospike nozzle [13][14][15][16][17]19,22,23]. The expansion waves are emanating from the boattail lip.…”

Section: Advanced Configuration Of Airframe-integrated Aerospike Propsupporting

confidence: 52%

“…Therefore, no asymmetric force in the lateral direction is generated by this configuration. Note that the thrust vectoring [16,17] is possible by controlling the thrust force generated from each cell nozzle. For example, the right-hand side of the cell nozzle generates the full thrust; and the left-hand side of the cell nozzle generates the 50% of the full thrust, the vehicle will have the momentum which makes the vehicle attitude turning toward the left direction.…”

Section: Advanced Configuration Of Airframe-integrated Aerospike Propmentioning

confidence: 99%

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Thrust Augmentation by Airframe-Integrated Linear-Spike Nozzle Concept for High-Speed Aircraft

2018

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Abstract:The airframe-integrated linear-spike nozzle concept applied to an external nozzle for high-speed aircraft was evaluated with regard to the thrust augmentation capability and the trim balance. The main focus was on the vehicle aftbody. The baseline airframe geometry was first premised to be a hypersonic waverider design. The baseline aftbody case had an external nozzle comprised of a simple divergent nozzle and was hypothetically replaced with linear-spike external nozzle configurations. Performance evaluation was mainly conducted by considering the nozzle thrust generated by the pressure distribution on the external nozzle surface at the aftbody portion calculated by computer simulation at a given cruise condition with zero angle of attack. The thrust performance of the proposed linear-spike external nozzle concept was nearly equivalent to that of the baseline geometry though the wall surface area can be significantly reduced. This is because the design of the proposed concept had a compression wall for the exhaust flow, which resulted in increasing the wall pressure. The configuration with the boattail exhibited a potential for further improvement in thrust performance. The trim balance evaluation showed that the aerodynamic center location appeared as acceptable. Thus, benefits were obtained by employing the airframe-integrated linear-spike external nozzle concept.

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Section: Advanced Configuration Of Airframe-integrated Aerospike Propsupporting

confidence: 52%

Section: Advanced Configuration Of Airframe-integrated Aerospike Propmentioning

confidence: 99%

Thrust Augmentation by Airframe-Integrated Linear-Spike Nozzle Concept for High-Speed Aircraft

2018

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“…This paradox is naturally avoided through use of the linear variant of the ED nozzle and may explain the selection of a linear version of the similar plug nozzle in the only full scale development of an altitude-adaptive propulsion system to date. 11 In the present work, the effect of linear ED nozzle geometry is explored numerically within the highly overexpanded regime to determine which geometric parameters affect thrust in an open wake flowfield.…”

Section: Introductionmentioning

confidence: 99%

Geometric Analysis of the Linear Expansion-Deflection Nozzle at Highly Overexpanded Flow Conditions

Schomberg

Doig²,

Olsen³

et al. 2014

50th AIAA/ASME/SAE/ASEE Joint Propulsion Conference

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The effect of nozzle geometry on the thrust efficiency of the linear expansion-deflection (ED) nozzle concept has been investigated at highly overexpanded flow conditions. A new design method for generation of the ED nozzle contour is introduced and a factorial-based approach used to determine the effect of nozzle geometry on thrust coefficient. An area ratio of 17.6 was selected to represent a core stage nozzle and eight geometric parameters compared across sixteen separate configurations. Thrust coefficient was determined numerically from a time-dependent model using dry air as the working fluid. The numerical model was verified with respect to viscous effects and dimensional grid parameters, and then validated against experimental results to quantify sources of numerical error. Results were obtained for pressure ratios ranging from 5-50 to replicate highly overexpanded conditions where flow separation would occur in an equivalent conventional nozzle. Thrust coefficient in all ED nozzle configurations relative to the conventional nozzle ranged between 105-190% at low pressures and 90-120% at high pressures. The conclusions from the factorial analysis of ED nozzle contour geometry suggested that low curve radii and high inflection angles would further improve thrust coefficient for the flow conditions tested. The results show that an improvement in thrust relative to a conventional design can be expected at highly overexpanded flow conditions through the use of an ED nozzle configuration. NomenclatureA = Area (m 2 ) R = Specific gas constant (kJkg -1 K -1 ) C = Contraction ratio r = Radius (m) C F = Thrust coefficient v = Velocity (ms -1 ) C F,% = Thrust efficiency x = Longitudinal direction (m) G t = Throat gap (m) y = Lateral direction (m) ̇ = Mass flow rate (kgs -1 ) γ = Ratio of specific heats P = Static pressure (Pa) θ = Wall angle (°) Subscripts 0 = Stagnation conditions e = Pintle contour point e a = Pintle contour point a i = Arbitrary contour point i amb = Local ambient conditions j = Arbitrary contour point j b = Pintle contour point b m = Nozzle contour point m c = Pintle contour point c n = Nozzle contour point n d = Pintle contour point d t = Throat region 1 PhD Candidate, kyll.schomberg@unsw.edu.au, Student Member AIAA.

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“…The clustering configuration enables thrust vectoring (Hall andPanossian, 1999, Shannon et al, 2012) for attitude control. Figure 11(a) illustrates the airframe-integrated aerospike configuration with a cluster of two single cell nozzles longitudinally installed.…”

Section: F Attitude Control (Effect Of Clustering On the Aerodynamicmentioning

confidence: 99%

“…A clustered linear aerospike nozzle concept is beneficial when considering the operational needs of the aircraft. The aerospike nozzle would aid in addressing concerns such as attitude control or thrust vectoring (Hall andPanossian, 1999, Shannon et al, 2012). Additionally, the use of an aerospike nozzle would result in configurations that efficiently utilize the entire back area of a rectangular vehicle body to minimize the aftbody base drag.…”

Section: Introductionmentioning

confidence: 99%

Conceptual study of supersonic transports employing airframe-integrated advanced nozzle configuration

Takahashi

2017

JFST

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A conceptual study of a supersonic cruise aircraft employing an airframe-integrated linear aerospike propulsion system was conducted based on the evaluation of the thrust performance, propulsion efficiency, cruise performance, and flight attitude characteristics. The thrust performance was evaluated through physics-based performance prediction models established for linear aerospike nozzles by accounting for the freestream effect based on wind tunnel experiments. The airframe geometry was premised to be similar to that of the Concorde but was given only a minor alternation in the span geometry and on-design flight conditions. The airframe configuration, equipped with a boattail integrated upstream of the primary cell nozzle exit of the primary airbreathing engine, enabled the freestream effect to be utilized by increasing the surface pressure of the linear aerospike-type airframe aft-body, thus increasing the total thrust. The boattail configuration is beneficial as it prevents potential thrust loss that is anticipated for transonic flight conditions. The force balance analysis indicated that the proposed conceptual aircraft is feasible in terms of the aerodynamic center location. Results of the feasibility study showed that both the cruise performance and fuel consumption efficiency can be improved by employing the airframe-integrated aerospike propulsion system compared with those of some existing supersonic aircraft. Thus, the minor alternation in airframe design based on the existing supersonic aircraft offers significant improvement in performance and environmental concerns.

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X-33 attitude control using the XRS-2200 linear aerospike engine

Cited by 15 publications

References 2 publications

Thrust Augmentation by Airframe-Integrated Linear-Spike Nozzle Concept for High-Speed Aircraft

Thrust Augmentation by Airframe-Integrated Linear-Spike Nozzle Concept for High-Speed Aircraft

Geometric Analysis of the Linear Expansion-Deflection Nozzle at Highly Overexpanded Flow Conditions

Conceptual study of supersonic transports employing airframe-integrated advanced nozzle configuration

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