Saenger - The German aerospace vehicle program

Hoegenauer, E.; Koelle, D. E.

doi:10.2514/6.1989-5007

Cited by 5 publications

(5 citation statements)

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“…The use of wake combustion from Mach number 0.8 to Mach number 5 allowed a partial redesign of the vehicle and, in particular, the use of (40%) fewer turboram jets (and intake ducting) in the first stag e: this permitted various direct and indirect benefits to vehicle size, cost and operation, the most striking gain being a rise in predicted payload from about 2% to some 3% of gross take-off mass. For an aerospaceplane, the transonic problem may be mitigated by the use of airbreathers, which are variations on the ducted rocket, but the hst is likely to use turboram jets and, if Sanger is required to provide a cruise phase, then the turboram jet is a natural choice (see Hogenauer & Koelle 1989 at the conceptual stage of turboramjet vehicles (see figure 46) may radically improve both technical and economic viability, and the tsto concept itself may be undermined by the difficulties of transonic base flows due to the second stage (see figure la).…”

Section: Low-speed Acceleration and Transonic Dragmentioning

confidence: 99%

Research and design for hypersonic aircraft

1991

Phil. Trans. R. Soc. Lond. A

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This paper presents a short account of some problems that arise in the practical achievement of hypersonic flight, and it reviews some possible solutions. It is in no way a complete account, but it presents, among other things; ( a ) some well established methodology, which was produced too late to influence hypersonic design during the mid 1960s, and is now in some danger of being left in the archives; and ( b ) some revised proposals on how the essential needs of component design and vehicle integration can be realistically achieved.

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Section: Low-speed Acceleration and Transonic Dragmentioning

confidence: 99%

Research and design for hypersonic aircraft

1991

Phil. Trans. R. Soc. Lond. A

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“…In comparison, accelerator vehicles are typically focussed on access-to-space and include single-, two-or multiple-stage-to-orbit concepts (ssto, tsto, msto respectively). Examples of this category include the United States National Aero-Space Plane ssto concept (Barthelemy, 1989;Rogers et al, 1998), the German Sänger tsto concept (Högenauer and Koelle, 1989) and more recently the tsto concepts proposed by Bowcutt et al (2011) and Bradford et al (2004). This thesis is being conducted within a broad project at The University of Queensland examining the applicability of using scramjet engines for access-to-space.…”

Section: Research Contextmentioning

confidence: 99%

An experimental investigation of an airframe integrated three-dimensional scramjet engine at a Mach 10 flight condition

Doherty¹

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The University of Queensland in 2014 school of mechanical and mining engineering centre for hypersonics abstract Realisation of the dream of airbreathing access-to-space requires the development of a scramjet engine that produces sufficient net thrust to enable acceleration over a wide Mach number range. With engines that are highly integrated with the airframe, the net performance of a scramjet powered vehicle is closely coupled with the vehicle attitude and is difficult to determine only from component level studies. This work investigates the influence of airframe integration on the performance of an airframe integrated scramjet through the measurement of internal pressure distribution and the direct measurement of the net lift, thrust and pitching moment using a three-component stress wave force balance. The engine chosen as the basis for this study was the Mach 12 rectangularto-elliptical shape-transition (m12rest) scramjet that was developed by Suraweera and Smart (2009) as a research engine for access-to-space applications. The inlet and combustor flowpath were integrated with a slender 6°wedge forebody, streamlined external geometry and three dimensional thrust nozzle. The scale of the engine was chosen so that the entire engine would fit within the core-flow diamond (bi-conic) produced by a Mach 10 facility nozzle. The Mach 10b facility nozzle was chosen because it is the largest nozzle current in use with the t4 Stalker Tube and because the offdesign performance of a scramjet engine is of interest for access-to-space vehicles that must accelerate over a range of Mach numbers.Freejet experiments were conducted within the t4 Stalker Tube. Two trueflight Mach 10 test conditions were used: a high pressure test condition that replicated flight at a dynamic pressure of 48 kPa and a low pressure test condition that replicated flight at a dynamic pressure of 28 kPa. Scaling of the test conditions according to the established binary scaling law was not completed due to facility operational limits.The engine featured two fuel injection stations from which gaseous hydrogen was injected. The first injection station was partway along the length of the inlet while the second injection station was at the start of the combustor behind a rearward facing circumferential step. In addition to investigating inlet-only and step-only injection, a combined scheme where 68 % of the fuel was injected from the step station and 32 % from the inlet station was also investigated.To support the analysis of the experimental results, numerical simulations of the engine with no fuel injection were conducted using the nasa code vulcan. Analysis of the simulations show that the mass capture ratio with respect to the projected inlet area is approximately 60 % at each test condition. The simulations also show that spillage of flow from the slender forebody accounts for just 12 % of the flow through the projected iii inlet area, a small but non-negligible fraction. By integrating the engine surface forces, the drag coefficient with respect ...

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“…However, there are a number of hypersonic concepts that employ a combination of rocket propulsion and air-breathing propulsion systems. They include the German Saenger Space Transportation System [50] and the Beta concept [51]. Gord et al [51] proposed a fully-reusable two-stage vehicle capable of horizontal take off and horizontal landing.…”

Section: The Access-to-space Missionmentioning

confidence: 99%

Fifty years of hypersonics: where we've been, where we're going

Bertin¹,

Cummings²

2003

Progress in Aerospace Sciences

342

128

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Hypersonic flight has been with us since 22 September 1963, when Robert M. White flew the North American X-15 at 4520 mph at an altitude of 354; 200 ft-a Mach number of 6.7! This remarkable achievement was accomplished over six decades due to intensive research and development by a large number of scientists and engineers. In spite of that momentous achievement, designers have found the hypersonic environment to be harsh and non-forgiving. New programs since the 1960s have often uncovered the unknown unknowns, usually the hard way-early flights of new systems have often revealed problems of which the designers were unaware. Such problems include: the ineffectiveness of the body flap for the Space Shuttle Orbiter, the viscous/inviscid interactions produced by the umbilical fairings that damaged the conical section tile protection system of the Gemini Capsule, and the shock/shock interaction that damaged the X-15A-2 when it carried the hypersonic ramjet experiment. In order to continue to make advances in hypersonic flight a sustained and visionary effort is essential to generate required knowledge and technology. In order to better prepare for future developments in hypersonic flight, this article reviews the advances made within the past 50 years and then looks into the future, not just for new technological developments, but for new ways of thinking about the unknown challenges that lie ahead.

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Saenger - The German aerospace vehicle program

Cited by 5 publications

References 0 publications

Research and design for hypersonic aircraft

Research and design for hypersonic aircraft

An experimental investigation of an airframe integrated three-dimensional scramjet engine at a Mach 10 flight condition

Fifty years of hypersonics: where we've been, where we're going

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