Bloodhound LSR Thread As Requested...
Discussion
KarlMac said:
Thinking about it, wouldn't it need to be some sort of ceramic coating, such as used on space shuttles and F1 exhaust systems?
I think Mark already mentioned that they aren't expecting the heat to cause much of a problem because they don't spend much time in that regime.Concorde travelled around twice this speed for hours on end, and it used relatively "normal" alloys for the skin and airframe. I think people see things like the Space Shuttle and Apollo re-entry and think friction temperatures are huge. In the case of re-entry, the heat you see there is almost all due to compression heating, not friction, and are at big Mach numbers.
Bonefish Blues said:
Greg_D said:
would a wrap be completely stupid? surely it wouldn't blow off if you tucked the ends in and would probably be lighter than several layers of paint and primer (much quicker to apply as well
I love the "tuck the ends in" bit, btw - made me 
Zad said:
Concorde travelled around twice this speed for hours on end, and it used relatively "normal" alloys for the skin and airframe. I think people see things like the Space Shuttle and Apollo re-entry and think friction temperatures are huge. In the case of re-entry, the heat you see there is almost all due to compression heating, not friction, and are at big Mach numbers.
I'm pretty dam sure that Concorde had neither the power, or the airframe strength to even break the sound barrier at sea level! Remember, at 60k feet, there is a LOT less air to hit than at sea level!Max_Torque said:
I'm pretty dam sure that Concorde had neither the power, or the airframe strength to even break the sound barrier at sea level! Remember, at 60k feet, there is a LOT less air to hit than at sea level!
There's also a lot less power to be had from the engines for the same reason.Concorde engine had about 80% of total thrust of the bloodhound at takeoff.... Good job she had 4 of those engines!
Edited by JonnyVTEC on Sunday 13th April 20:36
Zad said:
Concorde travelled around twice this speed for hours on end, and it used relatively "normal" alloys for the skin and airframe. I think people see things like the Space Shuttle and Apollo re-entry and think friction temperatures are huge. In the case of re-entry, the heat you see there is almost all due to compression heating, not friction, and are at big Mach numbers.
Concorde's highest IAS (indicated air speed) in service was "only" about 530kts, because of the density of the air it was travelling in. In a mach 2 cruise at 60,000ft the IAS would have typically been significantly below that.The skin temperature was highest on the point of the nose, and the in-service limit was 127C, to preserve airframe longevity (during development they cruised at up to mach 2.2, and eventually settled on a mach 2.02 cruise for pragmatic reasons).
Put another way: at 1050mph at ground level (2600ft) in South Africa, Bloodhound's Max Q (max dynamic pressure) will far exceed that experienced by Concorde.
IN51GHT said:
lufbramatt said:
When you look at the maximum speeds at low altitude of military jets, the fastest can achieve around mach 1.2, which is a shade over 900mph.
I believe the record is around 988.26mph from memory
http://en.wikipedia.org/wiki/N104RB_Red_Baron
Funnily enough this is a thread from a pilot forum, which ends up talking about LSR cars at one point.
(pprune = professional pilots rumour network)
http://www.pprune.org/archive/index.php/t-102450.h...
(pprune = professional pilots rumour network)
http://www.pprune.org/archive/index.php/t-102450.h...
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