A computationally efficient, quasi-one-dimensional supersonic combustion ramjet (scramjet) propulsion model has been produced to be used in hypersonic system design studies. The model uses a series of ordinary differential equations, solved using a 4th order Runga-Kutta method, to describe the gas dynamics within the scramjet duct. Additional models for skin friction and wall heat transfer are also included. The equations were derived assuming an open thermodynamic system with equilibrium or simplified chemistry combustion models. The combustion was also assumed to be mixing rather than kinetically limited. This assumption allows simplification of the modeling and was justified when the model was compared against experimental results. Three test cases are used to validate the performance of the scramjet propulsion model: (1) modeling a reflected shock tunnel hydrogen fuelled scramjet experiment, (2) a continuous flow hydrogen fuelled scramjet ground test and (3) a segment of the HyShot II flight test. Nomenclature A Geometric area of the duct c Speed of sound f c Skin friction coefficient p c Specific heat

Universities are both disseminators and producers of the climate knowledge needed to institute the social and cultural change required for climate adaptation and mitigation to occur. They also have the opportunity to lead and model pro-environmental behavior, yet often have large carbon budgets, partly caused by staff travel. This paper explores this topic via an institutional case study of what factors motivate the academic community to undertake plane travel and the implications this has for wielding wider societal influence in terms of pro-environmental behavior. We report on a year-long qualitative social science study of academic plane travel at the University of Adelaide, South Australia where we investigated the tension between academic requirements to travel and the institution’s formal commitment to sustainability within the Campus Sustainability Plan. We found that, while many academics were worried about climate change, very few were willing to change their current practice and travel less because they are not institutionally incentivized to do so. There is a fear of not flying: plane travel is perceived as a key driver for career progression and this is an ongoing barrier to pro-environmental behavior. We conclude that institutional and political change will be required for individual change to occur and sustainable agendas to be met within academic communities.