Flexibility Benefits of air breathing hypersonic propulsion for access to space

Belonogoff, Mark (2013). Flexibility Benefits of air breathing hypersonic propulsion for access to space Honours Thesis, School of Engineering, The University of Queensland.

Attached Files (Some files may be inaccessible until you login with your UQ eSpace credentials)
Name Description MIMEType Size Downloads
Belonogoff_Mark_Thesis.pdf Full Text application/pdf 1.21MB 0
Author Belonogoff, Mark
Thesis Title Flexibility Benefits of air breathing hypersonic propulsion for access to space
School, Centre or Institute School of Engineering
Institution The University of Queensland
Publication date 2013
Thesis type Honours Thesis
Supervisor Michael K Smart
Total pages 80
Language eng
Subjects 0913 Mechanical Engineering
Formatted abstract
Use of a Hypersonic Airbreathing Vehicle as a second stage within a three stage access to space system can provide great flexibility to the system. The aircraft-like manoeuvrability and  hypersonic cruising possible by a scramjet vehicle stage enables fast in-atmosphere travel to  orbits far downrange of the launch site. If a time-critical rendezvous mission were required, this  system could reduce the time to rendezvous and increase the frequency of launch due to the extended  launch range provided to the system.

In order to begin understanding the flexibility capabilities, trajectory simulations of a three  stage access to space system with a scramjet second stage capable of delivering a minimum payload  of 108kg to a 51.6o inclination, 100km altitude circular parking orbit were conducted. The  additional 8kg to the payload was representative of the minimum fuel required for the final stage  to conduct a Holman Transfer to a circular 200km altitude orbit. Manoeuvrability of the scramjet  second stage to the required inclination during the ascent trajectory was conducted at Mach 6 by controlling the throttle and conducting a bank at constant  bank angle. The rocket powered third stage was initialized when the fuel of the second stage was  depleted and conducted a Holman transfer to the required orbit.

Simulation of these trajectories revealed that for successful trajectories, the three stage system  used was able to provide a payload of at least 170kg to the parking orbit. The banking of the  scramjet was limited to a range of 25-44o with the any angle less being unable to reach the  required inclination and any bank angle greater causing the scramjet vehicle to constantly loose  altitude. Similar longitudinal range of the system a slight reduction in equivalent ascent time  occurred by conducting a greater bank angle for a shorter amount of time and utilising the fuel saved during this manoeuvre to gain speed an altitude before the third stage is initiated.  By restricting the trajectories to Mach 6 eastward cruise before conducting a constant angle bank  to the required plane, the final orbital insertion locations were all within a 200km longitude  range. Consideration of changing the launch azimuth of the first stage to a an angle closer to the  orbital inclination would then require less banking losses and could further increase the longitudinal range of the system.

Keyword air breathing hypersonic propulsion

Document type: Thesis
Collection: UQ Theses (non-RHD) - UQ staff and students only
Citation counts: Google Scholar Search Google Scholar
Created: Thu, 14 May 2015, 12:47:35 EST by Asma Asrar Qureshi on behalf of Scholarly Communication and Digitisation Service