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Outline of Course: Introduction Takeoff Landing Range & Endurance

AER 615 Aircraft Performance. Outline of Course: Introduction Takeoff Landing Range & Endurance Cruise Performance Elements of Aircraft Control & Navigation  High-Speed Aircraft. Boeing Sonic Cruiser (Mach 0.98 at cruise),

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Outline of Course: Introduction Takeoff Landing Range & Endurance

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  1. AER 615 Aircraft Performance Outline of Course: Introduction Takeoff Landing Range & Endurance Cruise Performance Elements of Aircraft Control & Navigation High-Speed Aircraft

  2. Boeing Sonic Cruiser (Mach 0.98 at cruise), cancelled Dec. 2002; marginally shorter trip times did not compensate for poorer fuel economy (hence, higher passenger ticket prices would have been required, viz. Concorde)

  3. Flight envelope for fixed- and rotary-winged flight vehicles using differing means for their propulsion. Quantitatively, to give some scale to the above diagram, the upper flight Mach number for turboshaft powered helicopters in forward level flight is around 0.4, piston engine propellered airplanes in steady level flight is around 0.6, for turboprop airplanes around 0.7, for high-bypass turbofan powered airplanes around 0.9, low-bypass turbofan and turbojet powered airplanes around 3.0, for ramjet powered aircraft around 5.0, for scramjet powered aircraft around 10.0, and for non-airbreathing chemical rocket powered vehicles, up to and beyond orbital flight Mach numbers (20.0 and higher). Due to aerodynamic structural loading and aeroheating, one needs to go higher in altitude as one goes faster (conditions less severe at lower air density). Of course, on the other hand in going very high in altitude, one needs sufficient air intake if one is using air-breathing engines (combustion requirement), in addition to needing sufficient air density for aerodynamic lift at a given airspeed.Graph reprinted with permission of the American Institute of Aeronautics and Astronautics.

  4. A bow shock wave exists for free-stream Mach numbers above 1.0

  5. Wing sweep to reduce wave drag (pressure drag due to compression wave presence)

  6. Swing-wing to modify lift & drag at different flight Mach numbers

  7. Area rule, applied to slimming or necking down a portion of the aft fuselage, relative to the amount of wing volume outboard from the fuselage location, to reduce wave drag

  8. Base drag coeff. referenced to max. body cross-sectional area

  9. D =(1/2) DV2ACd = 0.7 p Ma2A Cd

  10. Lift-to-drag as an important issue

  11. Sonic boom as an important issue

  12. Breguet range equation for jet aircraft:

  13. Bell X-1, liquid-rocket powered; first level supersonic fixed-wing aircraft flight, 1947

  14. North American YF-100 Super Sabre prototype, employing swept wing to lower drag; first level supersonic jet flight, 1953, reaching Mach 1.1 using air-breathing turbojet engine

  15. First supersonic bomber, Convair B-58A Hustler, reached Mach 2 in1957; note the “area rule” being applied as one moves down the fuselage, to minimize supersonic wave drag

  16. First Russian supersonic bomber, Tupolev Tu-22 Blinder, circa 1961

  17. North American XB-70A Valkyrie supersonic bomber, 1965; only 2 prototypes were built; Mach 3 capability

  18. XB-70A, circa 1968

  19. Concorde Rolls-Royce/SNECMA Olympus 593 turbojet (powered the Concorde)

  20. Circa 1972 Concorde cruised at Mach 2.04 (1350 mph) for best fuel economy (supercruise, i.e., without use of afterburner; cruise altitude ranged from 45000 to 60000 ft, with design altitude of 56000 ft)

  21. Design Issues In order to minimize the wave drag encountered in transonic/supersonic flight, the curvature of the supersonic aircraft’s airframe should be kept to a minimum, which implies much higher fineness ratios (length-to-width), hence “long & skinny”. This is why high-speed aircraft have long pointed noses and tails, and cockpit canopies that are flush to the fuselage line. Aerodynamic heating of the aircraft’s external structure becomes an issue above a flight Mach number of around 2.5, and leads to flying at higher altitudes (lower air densities and temperatures) to avoid overheating. The sonic boom emanating from a supersonic aircraft’s airframe restricts the paths that the aircraft is allowed to fly, when over populated ground and below the noise threshold altitude for the airplane. Another reason to fly higher.

  22. Final flight of Concorde was in 2003

  23. Schematic diagram of an engine intake for the Aérospatiale/British Aircraft Corporation Concorde airliner, with the internal variable geometry (doors, valves, etc.) set up for supersonic-cruise flight

  24. Tupolev Tu-144 supersonic transport; first prototype flew in 1968, and entered in service in varying roles from 1975 to 1985; Mach 2 capability, but less fuel efficient than the Concorde; 16 were built

  25. Boeing 2707 (SST; supersonic transport); proposed but never built (1971 cancellation)

  26. Boeing 2707-300 (final fixed-wing variant; earlier proposals had a swing-wing)

  27. J58 SR-71 Lockheed SR-71 Blackbird, Mach 3.3 at 80000 ft capability (limited in part by maximum allowable aerodynamic heating of airframe); first flight 1964

  28. SR-71 engines: P&W J58 , turboramjet

  29. Tupolev Tu-444 supersonic business jet, proposed

  30. Supersonic Aerospace Intl. Quiet Supersonic Transport (QSST) business jet, proposed

  31. HyperMach Aerospace SonicStar supersonic business jet (Mach 4), proposed

  32. Anticipated flight envelope, altitude vs. flight Mach number, for commercial supersonic and hypersonic flight vehicle operations. Sonic boom limits for sound pressure waves reaching the ground are also indicated. Graph from a McDonnell Douglas study, circa 1970s.

  33. Anticipated flight envelope, altitude vs. flight Mach number, for commercial supersonic and hypersonic flight vehicle operations. The smaller closed envelope is for the Falcon HTV-3X (“Blackswift”) hypersonic technology demonstrator under study by Lockheed Martin and DARPA. The larger unclosed envelope (corridor), below the SpaceShuttle’s ascent/descent flight performance limits, is for future hypersonic vehicles with capabilities superseding those of the TBCC-powered HTV-3X. The right diagram is an artist’s conception of a possible HTV-3 variant. Courtesy of DARPA.

  34. Airbus A2, hydrogen-fuelled hypersonic airliner, proposed; Mach 8 cruise; using Scimitar turbine-based combined-cycle (TBCC) engine, proposed

  35. NASA X-30 for National Aerospaceplane (NASP) program; program circa 1980s, eventually cancelled in 1994

  36. Powered by two Aerojet Strutjet RBCC engines

  37. X-30 objectives, for NASP development

  38. NASA X-43 Hyper-X, using scramjet engine, for Mach 7 to 10 cruise; subscale prototype, unmanned

  39. Artist concept of DARPA’s Aurora recon a/c, Mach 5 cruise, using scramjet engine

  40. Circa 1985 SSTO = single stage to orbit HOTOL = horiz. takeoff/landing

  41. Skylon SSTO flight vehicle, on the tarmac

  42. Synergic airbreathing rocket-based (SABRE) combined-cycle engine for Skylon SSTO vehicle, using cooled-air cycle engine (CACE) approach

  43. Skylon vehicle in orbit, preparing to deploy satellite from payload bay into orbit

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