APL Research and Development Volume 32, Number 1 (June 2013) APL Research and Development This issue of the Johns Hopkins APL Technical Digest covers a range of scientific, engineering, and technical topics. The first two articles involve time and timing: the APL Time and Frequency Laboratory and the effects of relativity on spacecraft timekeeping.

Two more articles concentrate on high velocities: scramjet inlet design and active flow control for supersonic conditions. The next two articles describe model-based conceptual systems engineering and the development of testing methods for modular spacecraft instrumentation. Next is an introduction to the characterization of chemical and biological threat agents. The issue concludes with a description of the current winners of APL Achievement Awards and Prizes. Mihran Miranian, Richard A. Dragonette, and Gregory L. Weaver Stanley B.

Ppt on scramjet engines. Scramjet Scramjet engine Scramjets. Engine Development and Scale-Up in Robust Scramjet Program Hydrocarbon-fueled. A04-173 Alternate Scramjet Fuel. EDM are insufficiently precise to use in robust mechanisms that are. Electronics Technology. Embedded Systems Final Year Project.

Cooper Trent M. Taylor, Thomas D. Wolf, Ronald R. Springer, and Stephen M. D'Alessio Sarah H.

Popkin, Trent M. Taylor, and Bohdan Z. Stephen Topper and Nathaniel C. Horner Kyle T. Weber, Sarah E. Sony Vegas Pro 9 Crack Keygen Free Download. Bucior, and Tim Miralles Audrey E.

Fischer, Emily P. English, Julia B. Patrone, Kathlyn Santos, Jody B. Proescher, Rachel S.

Quizon, Kelly A. Van Houten, Robert S. Pilato, Eric J. Van Gieson, and Lucy M.

Carruth MISCELLANEA Linda L. Maier-Tyler NOTE: First-time users will need to load. For assistance, see your Systems Administrator.

X-51 Scramjet Engine Demonstrator - WaveRider (SED-WR) On 1 May 2013, the final flight of the X-51A Waverider test program was accomplished over the Pacific Ocean. The final flight saw the remaining test vehicle reaching Mach 5.1 and traveling more than 230 nautical miles in just over 6 minutes over the Point Mugu Naval Air Warfare Center Sea Range, California.

This was the longest of the 4 X-51A test flights and the longest air-breathing hypersonic flight ever at that time. The vehicle was released at approximately 50,000 feet and accelerated to Mach 4.8 in approximately 26 seconds powered by a solid rocket booster. After separating from the booster, the cruiser's supersonic combustion ramjet, or scramjet, engine then lit and accelerated the aircraft to Mach 5.1 at 60,000 feet. After exhausting its 240-second fuel supply, the vehicle continued to send back telemetry data until it splashed down into the ocean and was destroyed as designed. Download Free Ace The Pilot Technical Interview Pdf Free. At impact, 370 seconds of data were collected from the experiment. The vehicle was the last of 4 test vehicles originally conceived when the $300 million technology demonstration program began in 2004.

The program objective was to prove the viability of air-breathing, high-speed scramjet propulsion. As a technology demonstration program, there was no immediate successor to the X-51A program. However, the Air Force would continue hypersonic research and the successes of the X-51A were expected to pay dividends to the High Speed Strike Weapon program then in its early formation phase with Air Force Research Laboratory. The X-51 Scramjet Engine Demonstrator Waverider Program is an advanced hypersonic propulsion development effort funded by the Air Force Research Laboratory (AFRL) and the Defense Advanced Research Projects Agency (DARPA). The X-51A Flight Test Program plans to demonstrate the scramjet engine within the Mach 4.5 to 6.0+ range with four flight tests beginning in 2009. The program will set the foundation for several hypersonic applications, including access to space, reconnaissance-strike and global reach.

The first flight 26 May 2010 set a record for duration at hypersonic speed. The flight was about 10 times longer than any previous hypersonic scramjet flight and '80 to 90 percent' of flight test objectives were achieved. By that time, it was estimated that $200 million had been spent on the program. Program officials said 15 March 2011 that the Air Force planned to fly its second X-51A Waverider hypersonic flight test demonstrator as early as 22 March 2011. During the test attempt in March, the scramjet failed to release from the B-52 and the team went to work to create a solution. A B-52H Stratofortress on loan to Edwards released the experimental vehicle from an altitude of approximately 50,000 feet 13 June 2011.

After release, the X-51 was initially accelerated by a solid rocket booster. The hypersonic aircraft was successfully boosted to just over Mach 5 and the scramjet engine lit, but it failed to transition to full power. The second X-51 supersonic combustion scramjet test vehicle actually produced more thrust than expected before the test flight ended in failure. Although the second flight test of the X-51A Waverider scramjet ended prematurely, the coordination and performance of the Hypersonics Combined Test Force and the 419th Flight Test Squadron was flawless. This second flight ended with a controlled landing into the ocean.

There is also a fourth test vehicle available that could be used for materials testing or different flight profiles testing. AFRL is hoping to embark up on a new 'robust scramjet' project, which would create a normal fighter-sized engine. The X-51A was not designed to be a weapon, but its success as a technology demonstrator may soon enable the transition of technologies to a new class of hypersonic weapon systems. There are a number of initiatives in the works, but none had been decided upon and there currently is no program of record for a hypersonic strike or ISR aircraft based upon the Waverider. In a letter dated 27 September 2005, the US Air Force (HQ USAF/XPPE) officially granted the US Air Force Research Laboratory (AFRL) Propulsion Directorate's scramjet flight test vehicle the designation X-51A. Since the introduction of the legendary X-1 in 1946, scientists have used the X-plane designations to identify experimental aircraft and rockets used to explore new aerospace technologies. The Propulsion Directorate was working with Pratt & Whitney (P&W)/Rocketdyne's Space Propulsion Division and Boeing's Transformational Space Systems Division to design the X-51A scramjet powered flight vehicle to explore the airbreathing system-level potential of scramjets.

The military-oriented endothermically fueled, scramjet engine flight demonstrator (EFSEFD) was initiated in early 2003. At that time the first test flight was planned for late 2006. If successful, 5-11 flights could be performed, with as many as four more following over a roughly 18-month period, and the rest, 18 months after that. These test flights differ significantly from those of NASA's X-43C.

In the latter, a three-flowpath scramjet module featuring variable-geometry inlets will be flown, with the flowpaths mounted in a side-by-side configuration. In contrast, the test vehicles used to explore scramjet military uses will each be powered by a single scramjet sporting a fixed-geometry inlet.

In January 2004 a team consisting of Pratt & Whitney (P&W) and Boeing Phantom Works was selected by the U.S. Air Force Research Laboratory (AFRL) to flight test the Endothermically Fueled Scramjet Engine Flight Demonstrator (EFSEFD), also known as the Scramjet Engine Demonstrator - WaveRider (SED-WR).

The first year contract, which is valued at $7.7M (total program value was estimated at that time at approximately $140 million), was awarded to the team to explore the airbreathing system-level potential of scramjets through multiple flight tests that will begin in the 2007-2008 time frame. The 26-ft.-long, 4,000-lb. Stack that will be used in the single engine demonstration includes, from front to rear, a scramjet-powered free-flying vehicle incorporating a compression forebody, a transition section and a booster from an ATACMS missile. Each flight vehicle will consist of one Pratt & Whitney scramjet engine, based on technology developed under AFRL/PR's Hydrocarbon Scramjet Engine Technology (HySET) Program, integrated by Boeing into an expendable WaveRider configured air vehicle. During the flight demonstrations, a B-52 will carry the SED-WR vehicle to an altitude of about 35,000 ft and then release it.

Initially propelled by an Army tactical missile system [ATACMS] solid rocket booster, the scramjet will take over at approximately Mach 4.5, and the vehicle will accelerate to a flight speed between Mach 6.0 and 7.0+. Applications for this propulsion concept include space access and fast-reaction military systems.

The use of an other transaction agreement on 09 September 2003 allowed two traditional defense contractors to form a consortium rather than having a prime/subcontractor relationship under the traditional FAR based contract. The Scramjet Engine Demonstrator-Wave Rider Consortium is comprised of Pratt & Whitney and Boeing, Advanced Space and Launch Systems. By forming the consortium, the Government will obtain significant additional prototype development effort by converting the customary indirect costs associated with a prime/subcontractor relationship into additional government funded direct costs. This also fosters an agile business partnering relationship between the consortium and the Government, who will utilize a team approach to enable the Government and consortium to be flexible in their program management decision making process.