Hypersonic Spy Plane In Works For Lockheed Martin, Aerojet

About 15 years ago, the United States military retired the SR-71 Blackbird, a spy plane capable of reaching speeds up to Mach 3.5 and flying from New York to London in less than two hours. Recently, Lockheed Martin has announced plans for the aircraft's successor. With the help of Aerojet Rocketdyne, the SR-72 will not only shatter the limits established by the Blackbird, but also not require the control of an on-board pilot. [1][2]

A concept drawing of the SR-72, projected for flight in 2030. [3]

The SR-72 is under development by Lockheed Martin's Advanced Development Programs (ADP), also known as Skunk Works. Its main innovation will be its unprecedented speed, with the plane expected to reach speeds up to Mach 6, or 7,350 kilometers per hour (4,567 mph). This level of speed would be enough to traverse a continent in around an hour, with a trip around the Earth clocking in at only 6 hours. This speed would make the plane an incredible reconnaissance weapon for the United States, allowing them to observe or attack any location around the world in mere hours. In addition, the SR-72 will operate at an altitude of 24,300 meters (80,000 feet), making it very difficult for enemies to knock it out of the sky. Though the development plan includes an option for a pilot to fly the aircraft, the ultimate goal is for the SR-72 to be completely unmanned. Its speed would allow it to carry weapons such as missiles without boosters, which would significantly reduce weight. Not only that, the plane's speed would allow it to strike before a target can find it and sufficiently react. [2][4][5]

There is but one problem for this project: the technology to reach speeds of Mach 6 has not yet been developed. Turbofan engines that are found in typical airliners can only efficiently operate up to Mach 2.5, while ramjet engines can only reach Mach 4, and not efficiently.  However, Lockheed believes they have found a solution by joining forces with Aerojet Rocketdyne. The idea is to create a turbine/supersonic combustion ramjet (scramjet) hybrid engine of sorts. The scramjet, as the name implies, uses super-compressed air with fuel to propel aircraft at supersonic speeds. The only drawback is that at lower speeds, the engine won't receive the compressed air it needs to operate. This is where the conventional turbine engine would come in. The turbine jet engine, which operates at speeds from zero to Mach 3, would share the inlet and nozzle with the scramjet and handle the initial ignition and acceleration. Once the aircraft reaches the upper limit of the turbine engine and the compressed air is created, some sort of mechanical device would switch the airflow to the scramjet, which would propel the plane to the desired hypersonic speed. [2][4]

A diagram and explanation of the proposed hybrid engine that would power the SR-72 to speeds of Mach 6. [6]

Though Lockheed Martin has confirmed that development of the SR-72 has begun, the project is still only in the concept stages and hasn't even received funding yet. Thus, we are years away from seeing even a physical prototype. A piloted scale version is expected to be constructed in 2018 and flight tested by 2023. If all goes according to schedule, the SR-72 will be completely built, tested, and approved for military use by 2030. Though it will be almost 20 years before the project sees real use, if it succeeds and the hybrid engine can indeed propel the aircraft to speeds of Mach 6, the SR-72 can be a real intelligence weapon in the future for the United States.[2]

Sources:
[1] Broge, Jean L. "SR-72 Flies into 21st Century at Mach 6." SAE International. SAE International, 24 Nov. 2013. <http://articles.sae.org/12619/>.
[2] Anthony, Sebastian. "Lockheed Unveils SR-72 Hypersonic Mach 6 Scramjet Spy Plane." ExtremeTech. N.p., 6 Nov. 2013.<http://www.extremetech.com/extreme/170463-lockheed-unveils-sr-72-hypersonic-mach-6-scramjet-spy-plane>.
[3] <http://www.extremetech.com/wp-content/uploads/2013/11/SR-72-640x353.jpg>
[4] Atherton, Kelsey D. "Lockheed Martin Is Developing A Hypersonic Spy Plane." Popular Science. Popular Science, 4 Nov. 2013. <http://www.popsci.com/article/technology/lockheed-martin-developing-hypersonic-spy-plane>.
[5] Norris, Guy. "Exclusive: Skunk Works Reveals SR-71 Successor Plan." Exclusive: Skunk Works Reveals SR-71 Successor Plan. Aviation Week, 1 Nov. 2013. <http://www.aviationweek.com/Article.aspx?id=/article-xml/awx_11_01_2013_p0-632731.xml>.
[6] <http://www.extremetech.com/wp-content/uploads/2013/11/sr72_big-640x452.jpg>

SpaceX Breaks New Ground With Recent Satellite Launch

While NASA made recent news with the launch of its MAVEN satellite to Mars, space transport company SpaceX has made strides towards goals of their own in the past month. Just last week, their Falcon 9 rocket successfully launched with the intent of placing a commercial satellite in a geostationary orbit, higher than the company has ever carried a payload before. With this milestone, SpaceX is putting itself in position to carry the commercial space industry in the near future.

The Falcon 9 rocket carrying the SES-8 satellite launches from Cape Canaveral, FL on December 3, 2013. [2]

The Falcon 9 rocket blasted off from Cape Canaveral, Florida on December 3 at 5:41 pm ET, carrying with it the SES-8 telecommunications satellite. The satellite, weighing 2,138 kilograms (6,918 pounds), was launched to provide television and broadband signals to customers for SES, a telecommunications company based in Luxembourg. This was actually the third attempt to launch the satellite, after technical problems scrapped the first two launches, which took place the week of Thanksgiving. The first try, which occurred on November 25, was cancelled due to abnormal pressure readings in the liquid oxygen system of the first stage rockets prior to launch. The company tried to launch again on Thanksgiving day, but computers again detected a problem as the thrust ramp was slower than expected. To be safe, SpaceX stopped the launch again and re-inspected its nine engines. Later on, founder Elon Musk stated that the problem was an "oxygen contamination in igniters containing TEA-TEB." As a safety precaution, the gas generator in the rocket's central engine was replaced for the third attempt. [1][3][4]

With the successful launch in the third attempt, SpaceX inserted the satellite into a geostationary transfer orbit which reaches altitudes between 295 kilometers (183 miles) and  80,000 kilometers (49,700 miles). Within two weeks, the satellite will stabilize at an altitude of 36,000 kilometers (22,000 miles). In geostationary orbits, the orbital period is equal to that of the rotational period of the Earth, thus allowing the satellite to remain "fixed" in its location relative to the Earth. With the ability to reach these orbits proven by the Falcon 9 launch, SpaceX can now offer its services to the expansive military and commercial launch markets. The company's specific target is the Evolved Expendable Launch Vehicle (EELV) program, which launches security satellites for the United States government and has long been provided by the United Launch Alliance, a joint effort between Boeing and Lockheed Martin. The launch of the SES satellite was the second of three launches SpaceX needs to successfully accomplish to certify the Falcon 9 for the EELV program, with the first taking place in late September. [1][5][6]

Patch commemorating the SpaceX mission. [7]

With the Falcon 9 well on its way to certification for national launch programs, SpaceX is nearing its goal of becoming a major factor in the commercial space industry.

Sources:
[1]Boyle, Alan. "Third Time's the Charm: SpaceX Launches Big Commercial Satellite." NBC News. N.p., 3 Dec. 2013.<http://www.nbcnews.com/science/third-times-charm-spacex-launches-big-commercial-satellite-2D11655907>.

[2]<http://www.gannett-cdn.com/-mm-/4c67eefb93960f7d91d36d555c48ddb3641fcf98/c=88-0-3903-2868&r=x404&c=534x401/local/-/media/USATODAY/test/2013/12/04//1386161746000-spacex-.jpg>

[3]Chang, Jon M. "SpaceX's First Commercial Launch: Third Time Is a Charm." ABC News. ABC News Network, 3 Dec. 2013. <http://abcnews.go.com/Technology/spacexs-commercial-launch-time-charm/story?id=21069734>.

[4]Manning, Craig. "Report: SpaceX Rocket Launch Delayed Due to Thrust Glitch."Natmonitor.com. National Monitor, 30 Nov. 2013. <http://natmonitor.com/2013/11/30/report-spacex-rocket-launch-delayed-due-to-thrust-glitch/>.

[5]"Geostationary Orbit." Wikipedia. Wikimedia Foundation, 12 Aug. 2013.<http://en.wikipedia.org/wiki/Geostationary_orbit>.

[6]Hennigan, W. J December. "SpaceX Reaches Milestone in Rocket Launch from Cape Canaveral." Los Angeles Times. Los Angeles Times, 03 Dec. 2013.<http://www.latimes.com/business/la-fi-spacex-rocket-launch-20131204,0,5831669.story>.

[7]<http://s1.ibtimes.com/sites/www.ibtimes.com/files/styles/v2_article_large/public/2013/12/02/spacex-ses-8-launch-patch.png>

MAVEN Embarks to Study Climate Change on Mars

On November 18, NASA commenced its latest mission to Mars with the launch of the Mars Atmosphere and Volatile EvolutioN (MAVEN) spacecraft from Cape Canaveral, Florida. Together with the Curiosity rover already operating on the Martian surface, MAVEN is intended to give scientists a clearer picture of the history of climate change on the red planet.

A rendering of the MAVEN spacecraft orbiting Mars [1]

According to NASA, the purpose of the MAVEN mission is to "study the nature of the

red planet’s upper atmosphere, how solar activity contributes to atmospheric loss, and the role that escape of gas from the atmosphere to space has played through time." While the Curiosity rover, which launched in November 2011 and has been active on the surface of Mars since landing in August 2012, is investigating the Martian soil and the atmosphere near the surface, MAVEN is designed to orbit the planet and collect its data from the upper reaches of the planet's atmosphere. From previous ventures to Mars, it has been shown that Mars likely held liquid water on its surface and its atmosphere was once dense and enriching. However, this water has since disappeared and the atmosphere eroded, leaving the barren desert planet that exists today. MAVEN has been sent to give a clearer picture of how this decline happened by measuring the current state of Mars's atmosphere and ionosphere and how it interacts with solar wind. It will also measure how quickly neutral gases and ions are escaping to space and the ratio of stable isotopes. From this information, scientists will be able to infer what climate changes impacted the planet. [2][3][4]

MAVEN's main payload consists of eight instruments created by three separate organizations from across the United States. The biggest contribution comes in the Particles and Fields Package (PFP) provided by the University of California Berkeley Space Sciences Laboratory, which makes up six of the eight instruments on the satellite. They include: 

the Solar Wind Electron Analyzer (SWEA), which will measure the solar wind (a stream of particles from the atmosphere of the Sun) and the electrons in Mars's ionosphere; 

Solar Wind Electron Analyzer [5]

the Solar Wind Ion Analyzer (SWIA), which will measure the solar wind, ion density, and ion velocity in the magnetosheath of Mars (a region of space just inside a planet's magnetosphere);

Solar Wind Ion Analyzer [6]

the SupraThermal and Thermal Ion Composition (STATIC) instrument, which will enable measurement of ions in Mars's atmosphere;

SupraThermal and Thermal Ion Composition instrument [7]

the Solar Energetic Particle (SEP) instrument, which will determine the impact of solar wind on the studied atmosphere of Mars;

Solar Energetic Particle instrument [8]

the Langmuir Probe and Waves (LPW) instrument, which will measure thermal electron density and temperature and measure the extreme ultraviolet input to the atmosphere;

Langmuir Probe and Waves instrument [9]

the Magnetometer (MAG), which will measure interplanetary solar wind and the magnetic fields of Mars. [4]

Magnetometer [10]

The second contribution is the Remote Sensing  Package (RSP) constructed by the University of Colorado Laboratory for Atmospheric and Space Physics. This package consists of only one instrument, the Imaging Ultraviolet Spectrograph (IUVS). This instrument will use remote sensors to compile the global characteristics of the upper atmosphere and ionosphere of Mars. [4]

Imaging Ultraviolet Spectrograph [11]

Finally, the third contribution is the Neutral Gas and Ion Mass Spectrometer (NGIMS) Package built by the Goddard Space Flight Center in Maryland. This package is also one instrument, the spectrometer itself, which will measure the composition and isotopes of neutral gases and ions in Mars's atmosphere. [4]

Neutral Gas and Ion Mass Spectrometer [12]

Although the government shutdown in October threatened to push the mission out of its launch window and into a delay of more than two years, MAVEN was successfully launched from Cape Canaveral on November 18 using an United Launch Alliance Atlas V rocket. It is projected to reach the Martian atmosphere in September of next year. Once it has reached its destination, it will enter a 5 week test period to enter its proper elliptical orbit and test the instruments and scientific procedures. At its lowest point, the spacecraft will be 150 kilometers (93 miles) above the surface of the planet and can directly sample the gas and ions in the upper atmosphere. Its highest point will be a distance of more than 6000 kilometers (3728 miles) and allow for ultraviolet imaging of the planet. Over the course of its primary mission, which will last one Earth year, MAVEN will drop altitude five times to take measurements down to 125 kilometers (77 miles) above the surface to maximize the profile of the atmosphere. [2][4][13]

The Atlas V rocket carrying MAVEN launches from Cape Canaveral on November 18, 2013 [14]

With the Curiosity rover taking measurements on the ground and MAVEN conducting experiments from the reaches of the upper atmosphere, NASA hopes that they will soon gain a much better understanding of the climate changes that sucked the vital signs of life from Mars. 

Sources:
[1]<http://i.space.com/images/i/000/032/188/i02/MAVEN-orbit-full1.jpg?1377661944>
[2] "MAVEN NASAFacts." Web. <http://lasp.colorado.edu/home/maven/files/2012/11/MAVEN-HQ_FactSheet.pdf>.
[3]"Curiosity NASAFacts." Web. <http://www.jpl.nasa.gov/news/fact_sheets/mars-science-laboratory.pdf>.
[4]"MAVEN." MAVEN Features News. University of Colorado Boulder Laboratory for Atmospheric and Space Physics. Web. <http://lasp.colorado.edu/home/maven/>.
[5]<http://lasp.colorado.edu/home/maven/files/2012/02/SWEA5_full.jpg>
[6]<http://lasp.colorado.edu/home/maven/files/2012/02/SWIA5_full.jpg>
[7]<http://lasp.colorado.edu/home/maven/files/2012/02/STATIC5_full.jpg>
[8]<http://lasp.colorado.edu/home/maven/files/2011/03/SEP_full.jpg>
[9]<http://lasp.colorado.edu/home/maven/files/2011/08/LPW-EUV.jpg>
[10]<http://lasp.colorado.edu/home/maven/files/2011/03/MAG_full.jpg>
[11]<http://lasp.colorado.edu/home/maven/files/2013/04/MAVEN-Remote-Sensing-Package.jpg>
[12]<http://lasp.colorado.edu/home/maven/files/2013/04/NGIMS_full_integrated.jpg>
[13]Elliot, Danielle. "Government Shutdown Could Delay NASA's Mars MAVEN Mission to 2017." CBSNews. CBS Interactive, 2 Oct. 2013. Web. <http://www.cbsnews.com/news/government-shutdown-could-delay-nasas-mars-maven-mission-to-2017/>.
[14]<http://i.space.com/images/i/000/034/555/original/maven-launch-atlas-v-2.jpg?1384884349>

Boeing 777x Improves Efficiency and Environment

This month, Boeing unveiled its latest edition of passenger jet at the 13th edition of the Dubai Airshow. Labeled the 777x, this new model will become the "largest and most-efficient twin-engine jet in the world," according to Boeing. [1]

A picture and overview of the new Boeing 777x [7]

Boeing reports that the 777x will consume 12 percent less fuel and cost 10 percent less to operate than any competing jet by the time it reaches service. These fuel savings can be credited to their choice of engine, the GE9X produced by GE Aviation. The GE9X will become the most efficient engine the company has ever developed and will improve the specific fuel consumption of the Boeing 777x by 10 percent over its predecessor. Not only that, the engine itself will be 5 percent more efficient by specific fuel consumption than any comparable engine by the time the new jets come into service. This improvement in fuel consumption means that emissions of carbon dioxide and nitrogen oxides will be reduced as well. Indeed, GE Aviation reports that the new engine will reach record lows in noise and harmful emissions for the company. With all these factors, the GE9X is the ideal engine to power the Boeing 777x. [1][2]

A rendering of the GE9x engine that will power the Boeing 777x [8]

The other chief factor in increasing the 777x's efficiency over the competition is its massive wingspan. Its wings measure 212 feet (64.8 meters) on the ground, but its folding wingtips increase this span to 233 feet (71.1 meters) in the air, greater than any jet Boeing has produced so far. As a result, the 350-passenger 8X edition will boast a range of 9,300 nautical miles (17,220 kilometers) and the 400-passenger 9X edition will have a range of 8,200 nautical miles (15,185 kilometers). Such range allows for longer flights and less stops per trip, reducing operating costs and increasing convenience for travelers. In fact, the 777-9X will have the "lowest operating cost per seat of any commercial airplane." [3][4]

The wingspan of the 777x as compared to previous Boeing jets [9]

Even though production will not begin until 2017 and the new jet will not be conducting flights around the world until 2020, demand is already at a record high for the 777x. Boeing reports that there are "259 commitments from 4 customers," bringing sales to a total of $95 billion, the highest ever for a commercial jet product launch by dollar value. The 777-8X will compete with the A350-1000 from Airbus, while the 777-9X will be comparable to Airbus's A380 jumbo jets but with a greater payload than any jet in Airbus's lineup. [5][6]

While it will be a long time before this jet comes to fruition and competitors such as Airbus will continue to make their own improvements, Boeing has made their pitch to establish themselves as the frontrunner in the future of airline business with their most efficient passenger jet yet.


Sources:
[1]"777x Family." Boeing: Introducing the 777X. <http://www.boeing.com/boeing/commercial/777X/>.
[2]"GE9X." GE9X. <http://www.geaviation.com/newengine/>.
[3]"Stretched Potential for Boeing 777." 777X. <http://www.flightglobal.com/features/Boeing-777-special/777X/>.
[4]"Introducing the 777X." Boeing 777X Airplane. <http://www.newairplane.com/777x/>.
[5]"Dubai Air Show: Boeing Leads Order Books Race." BBC News. BBC, 17 Nov. 2013.<http://www.bbc.co.uk/news/business-24978226>.
[6]Johnsson, Julie. "Boeing 777X Borrows Dreamliner Wing While Dodging 787's Stumbles."Bloomberg.com. Bloomberg, 16 Nov. 2013. <http://www.bloomberg.com/news/2013-11-17/boeing-777x-borrows-dreamliner-wing-while-dodging-787-s-stumbles.html>.
[7] <"http://www.aspireaviation.com/wp-content/uploads/2013/07/Screen-Shot-2013-06-28-at-21.53.00.png">
[8]<"http://ainonline.com/sites/default/files/uploads/763-ge9x_2013.png">
[9]<"http://www.flightglobal.com/Assets/GetAsset.aspx?ItemID=44763">

What I Learned From College Projects

Spacecraft Propulsion System Project – Professor James Cutler

The purpose of this project was to design a propulsion system to transport a small satellite from Earth’s orbit to the orbit of the Mars moon Phobos. This involved conducting a trade study to determine what kind of propulsion system (e.g. electrical, chemical) to use, using criteria such as system and propellant mass, maximum and minimum thrust, and required power. Once a system was decided upon, another trade study was conducted to determine what type of fuel and oxidizer to use, using criteria such as ease of ignition and specific impulse. Next, we did some research to determine the appropriate nozzle, tanks, and valves for the system. Various calculations were performed to determine the volume of the tanks and ratio and volume of the fuel and oxidizer. MATLAB simulations were performed to determine the orbit this system would create and whether it would be sufficient enough to reach the desired orbit. All of this project, including the final report and presentation portion, was conducted via computer in the aerospace engineering building’s computer lab. This project taught me how to use trade studies in making design decisions, how to simulate orbits and trajectories in MATLAB, and how to use calculations to set design parameters.

Exhaust-Driven Fan Testing – Professor Tim Smith/Professor Donald Geister

The purpose of this project was to develop a design process for an exhaust-driven fan for use by a student team. The goals of the fan were to maximize its thrust to weight ratio while minimizing its thrust specific fuel consumption. Using an already-developed thrust stand in the aerospace lab, we tested three different propellers for thrust, velocity, and power output. After calibrating the thrust stand, we took the pertinent measurements and used them to calculate the thrust to weight ratio and thrust specific fuel consumption. From these numbers, we could recommend a design for the student team to use. This project taught me how to properly conduct tests using a thrust stand and how to interpret the data it creates. It also taught me how to compile and present lab data in a digestible and understandable manner and gave me an idea of the parameters that go into the design of fan blades.

Cubesat Re-entry Project – Professor James Cutler

The purpose of this project was to develop a structure to help a Cubesat satellite safely re-enter Earth’s orbit after collecting data. This project involved researching current technology that was feasible for this mission and working it down to a smaller scale to fit the requirements. We designed an Inflatable Aerodynamic Decelerator to protect the scientific payload. Using MATLAB, orbit simulations for the re-entry were performed and a landing zone for the spacecraft was determined. We also used MATLAB to map the performance of the IAD. Power and communication systems were researched and from this data, we calculated the power needed to operate the system. This project taught me how to use already existing technology and apply it to a smaller scale. I learned how to research and compare different power and communication hardware and find products that would fit within our power requirements. 

Why My Band Experience Should Help Your Engineering Department:

Through my 8 years of college and high school, I was a part of two of the greatest organizations I could ever hope to be associated with: The Rochester High School Falcon Marching Band and the Michigan Marching Band. These two ensembles shaped me as an individual and a professional, and the values that I learned will always be a vital part of who I am as an engineer. 

The Michigan Marching Band performs the 'cake' formation in pregame

First of all, these ensembles reinforced discipline and responsibility. One band member being out of step or playing the wrong note can ruin an entire performance. Thus, it is vital that all members of the ensemble spend time outside of rehearsal practicing and memorizing music and drill. It also means attending every rehearsal and performance, be it at 4 in the afternoon or 6 in the morning. Engineering requires a similar discipline, from regularly attending meetings to doing your individual part of a massive project. 

Secondly, these ensembles display a vast amount of collaboration and teamwork. The optimal performance of both drill and music requires all band members to watch and listen to each other so that adjustments can be made on the fly if necessary, because nothing ever goes perfectly when put into practice. Nothing ever goes perfectly in engineering projects either, so a similar willingness to adjust and troubleshoot is needed in the industry as well. 

Third of all, strong leadership is needed at all levels for the ensembles to succeed, from teaching new members to march properly to perfecting their musical performance to keeping the group focused on the task at hand. I served in a prominent leadership role as a section leader in the Falcon Marching Band my senior year, and served as a mentor to the underclassmen in my last couple years in the Michigan Marching Band. Engineering requires strong leadership at the top as well in order to get anything productive accomplished. 

Myself sitting in the bleachers as a member of the Falcon Marching Band

Finally, both ensembles, especially the MMB, worked under a strict deadline to get shows ready and had to manage time wisely to allow for completion of other schoolwork. Time management and working under a deadline are prominent components of the engineering industry. 

Thanks to my time in the FMB and MMB, I have acquired some essential skills that will make me a very successful engineer. 

The MMB Alto section before the 2012 Sugar Bowl in New Orleans, LA

My Story and My Passion

My interest in propulsion systems and aerospace engineering in general stems from my experiences at Rochester High School. While attending RHS, I was a four year member of the robotics team and excelled in my math and science courses. As a member of the robotics team, we were given six weeks every year to construct a machine that could perform a certain task and perform it better than any other machine once entered into competition. This six-week cycle gave me a first taste of what engineering was like: finding a solution to a problem through collaboration and innovation within a specified time frame.

Rochester High School FIRST Robotics team at 2008 National Championship in Atlanta, GA

After four years of building machines and competing in the contests that followed, I knew I wanted to be an engineer. Once I reached the University of Michigan, I had to decide what engineering field I wanted to be in. All my life, I had been fascinated with airplanes, rockets, and all things that could fly. I loved science fiction and enjoyed the thrill of flying in an airplane. So in the end, it was no surprise that after two years at the University of Michigan, I decided to declare my major in aerospace engineering. 

The more I learned about the field, the more I knew I had made the right choice. Every bit of the aerospace curriculum was interesting to me, but it was the propulsion systems in particular that piqued my interest. I loved learning about the composition of gas turbine engines and rocket engines and the different types of propellant that can be used. There were so many ways thrust could be created, both conventionally and unconventionally. I was intrigued by the possibilities of electrical propulsion and even nuclear propulsion systems being integrated into the structures of future spacecraft. 

Both of my senior design projects were focused around propulsion. In the first, my team of seven engineers worked to create a chemical propulsion system that would successfully transport a small satellite to the Mars moon Phobos and back. The second project involved creating a test procedure to help design an exhaust-driven fan for a student competition group. In this project, my team of four engineers used a test stand in the aerospace lab to generate thrust and velocity measurements from several different fan blades. Using this data, we could determine which fan blade was optimal for use in the machine. 

Even though the propulsion system field has dramatically improved since man started to take flight, there are still many ways to do better. These systems can be more efficient, more powerful, more environmentally-conscious, and lighter. In becoming an aerospace engineer, I want to be a part of perfecting the propulsion system formula. I want my company to produce the best jet/rocket engines in the world, now and into the future.