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Severe problem of aerodynamic heating and drag force are inherent with any hypersonic space vehicle like space shuttle, missiles etc. For proper design of vehicle, the drag force measurement become very crucial.

Hypersonic flight vehicles have potential applications in strategic defence, space missions, and future civilian high-speed transportation systems. ...Scramjet-powered air-breathing hypersonic vehicles experience extreme heat loads induced by combustion, shock waves and viscous heat dissipation.

After de-boosting by the VEGA AVUM upper stage the vehicle will execute an autonomous flight from hypersonic to subsonic regimes allowing terminal area energy maneuvers, approach and landing on conventional runways.

Starting from the Astrium heritage which is the development experience for a metallic multiwall (MMW) TPS concept originally foreseen to be applied on the hypersonic transportation system SAENGER a requirements analysis in conjunction with a design tradeoff was performed which lead finally to the selection of the most promising metallic TPS concepts for the temperature ranges considered.

However, the impact of disciplinary, operational, and technological uncertainties inhibit the design of the requisite hypersonic vehicles, an inherently multidisciplinary and non-deterministic process. Without investigation, these components of design uncertainty undermine the designers’ decision-making confidence.

Previously, two stage-to-orbit launch vehicles considered subsonic, supersonic and hypersonic staging options. Studies have shown that performance optimized two stage launch vehicles have first stage performance capabilities that vary widely depending on the propulsion and type of fuel used in the first and second stage.

Hypersonic flight vehicles, capable of flight in excess of five times the speed of sound, can be categorized into two basic types: blunt, high drag shapes, and sharp, low drag forms. ...Though the majority of hypersonic flight experience is invested in blunt geometries for spacecraft reentry, sharp high-speed aerodynamic shaped can be applied to a wide range of missions, including missiles, cruisers, accelerators, and maneuvering space vehicles. ...Several upcoming programs, most notably the NASA Ames SHARP flight tests, will demonstrate some of the key aerodynamic and materials technologies that will enable the practical development of high-lift, low drag hypersonic vehicles. The NASA Glenn Trailblazer vehicle is also described as an opportunity to apply these technologies on a promising access-to-space vehicle.

It is launched vertically, mounted on an expendable or partially reusable booster and has a hypersonic lift-to-drag ratio of about 1.4 with an entry cross-range of 1100 nautical miles to provide flexibility in choice of landing sites for each orbit and in opportunities for landing.

Hypersonic flows over simple 3-D bodies and a space vehicle are simulated using a real-gas Navier- Stokes code under an equilibrium air assumption.

The numerical analysis is carried out for one-dimensional, steady hypersonic flows with non-equilibrium chemical reactions of hot air, including the evaluation of radiation intensity.

The requirements for hypersonic air data measurement are reviewed, and techniques for the measurement of air data parameters for hypersonic vehicles are presented and assessed. Today's hypersonic vehicles, primarily the space shuttle, have had restricted flight envelopes and required minimal air data measurement performance. ...Advanced hypersonic vehicles are now being designed that will greatly expand the envelope of hypersonic travel. ...Accurate measurement or derivation of vehicle altitude, rates, Mach number, angle of attack, and sideslip are required to ensure that operation of a hypersonic vehicle over a broader envelope is possible. The hypersonic vehicle must operate in an environment characterized by low atmospheric and high dynamic pressures combined with high external-surface temperatures that reach extremes higher than 2000°C with flow velocities approaching Mach 25.

The stage 1 flight envelope encompasses conditions ranging from a subsonic glide immediately after launch to hypersonic flight under 8 g's of acceleration near the end of the burn. All aerodynamic data used for trajectory and control system design was obtained from analysis.

Two-phase flow and heat transfer is an important technology for future development of interplanetary spacecraft thermal control, planetary-based power generation systems, and hypersonic vehicle thermal protection. This paper presents several analytical considerations for the prediction of two-phase flow and heat transfer.

Hypersonic Aerodynamics has attracted outstanding graduate students and faculty at NCSU. It has grown to 6 faculty and 32 graduate students for fall, 1988. ...The combined program produces graduates with the background needed to perform aerodynamics investigations of hypersonic aircraft and spacecraft. The research performed helps advance the state of the art as well as assist government laboratories in meeting their goals.

The key technologies of the HOPE are the reusable thermal protection system, rendezvous and docking, reentry guidance and hypersonic aerodynamics of a winged vehicle.

This spacecraft can accomplish a high performance, 3000 nautical mile lateral range mission, by combining the glide available from its medium hypersonic L/D (1. 7 to 2. 3) with subsonic cruise in the atmosphere. In this application, it excels low L/D spacecraft requiring orbit maneuvers to enhance lateral range.

Studies were made for a spacecraft having a maximum hypersonic L/D of 2.2. A computer program was utilized that simulated entry in four phases: 1. An entry pullout phase, 2.

The first reviews some implications of hypersonic performance with special emphasis on return of logistics spacecraft from orbit to the continental U.S. ...The second part of the paper surveys representative vehicle concepts ranging from low to high hypersonic lift-drag ratios. Particular attention is centered on landing modes and their implications.

In general the combined system, space-rotor-vehicle, can be regarded as a hypersonic glider having a L/D ratio of the order of 1.0 to 1.5. However, whatever are the applications envisaged, booster recoveries, orbital recoveries of manned or unmanned vehicles, the weight penalty incurred by this new system is fairly constant and situated well below that of the equivalent, more conventional, means of reentry and recovery. ...The variable geometry of the space rotor confers to this system the capability to reconcile, in one integral system, the difficult problems of the maneuvrable hypersonic reentry and the soft spot landing. In fact the final flare permits to use the stored kinetic energy of the rotor to reduce the approach velocity of the vehicle from 40 kts to 6 ft/sec.

The systems investigated are all vertically launched, two-stage-to-orbit rocket powered vehicles having fully recoverable first stages with glide hypersonic entry and airplane type subsonic flyback. The second stages are existing expendables, all engines are from the existing inventory and current structural-materials-fabrication-techniques are used.