Abstract:
The present invention is generally directed to an environmental control system (and method of using the same) that is capable of conveying conditioned gases toward at least one target component (e.g., an electrical or propulsion component) of a flight vehicle such as an aircraft, spacecraft, or launch vehicle. The environmental control system of the invention generally includes a low-weight, flexible ducting. The low weight of the ducting may make it possible for the ducting to be installed into the flight vehicle utilizing one or more attachment assemblies that may be adhered to at least one surface of the flight vehicle simply by utilizing an appropriate adhesive rather than more invasive fasteners such as screws, bolts, and the like.

Description:
FIELD OF THE INVENTION 
   The present invention generally relates to flight vehicles such as spacecrafts, launch vehicles, and aircrafts, and, more particularly, to a flight vehicle which includes an environmental control system for transporting conditioned gases to at least a portion of the flight vehicle. 
   BACKGROUND OF THE INVENTION 
   Environmental Control System (ECS) ducting has typically been fabricated from rigid fiberglass, metallic, or thermosetting plastic tubes or manifolds. As an example, typical ECS ducting may generally be prefabricated in a rigid design/configuration which conforms to the shape and/or features of the flight vehicle in which the ducting is to be incorporated. In other words, to get the ducting of conventional environmental control systems to conform to the features and/or shape of the flight vehicle, one or more of bending, design-specific cast molding, and additional tooling have typically been required. For example, in the case where the environmental control system ducting is metallic, various tools such as tubing benders may be required to “pin” or shape the metallic ducting to conform to and/or bend/wind around various components of the flight vehicle. In addition, it is common for the use of metallic ducting to require that adjacent ducting components be welded together. In the case where the environmental control system ducting is made of rigid fiberglass and/or thermosetting plastic, design-specific mandrels may be required to shape/contour particular components of the ECS ducting to comply with the pre-designed routing of the environmental control system. In addition, incorporating ancillary features such as one or more of diffusers (components that direct gases through the ECS), risers (tubing that extends out from the primary ducting and is directed upwardly), and sinkers (tubing that extends out from the primary ducting and is directed downwardly in a direction at least generally opposite to that of the risers) into conventional environmental control systems has further complicated these systems by requiring yet more bending, cast molding, and/or tooling, which can add additional expense and/or time to the fabrication process. 
   Further, since the ECS ducting and ancillary features of conventional environmental control systems are generally structurally inflexible, conventional environmental control systems generally require extensive nonrecurring tooling to fabricate replacement ducting in the event that various components of the flight vehicle are rebuilt/modified. For example, in the case where the ECS ducting is made of fiberglass and/or thermosetting plastic, the design-specific mandrels may need to be reconfigured (in the best case scenario) or scrapped and replaced (in the worst case scenario) to enable fabrication of appropriate replacement ECS ducting that conforms to the various componential changes made to the flight vehicle. In the event that use of a first flight vehicle is abandoned in exchange for use of a second flight vehicle, a conventional environmental control system that was installed in the first flight vehicle may have to be discarded or, again, require extensive nonrecurring tooling to comply with the structural arrangement of the second flight vehicle. In any event, the fabrication of replacement ducting, as well as the manufacture of replacement tooling required to fabricate and/or augment the replacement ducting may be expensive and/or time-consuming. 
   Yet further, since conventional ECS ducting is generally quite high in mass (a detriment in and of itself), complicated and/or heavy attachment mechanisms may be necessary to mount and/or support the ECS ducting in the flight vehicle. When mounted to an inner skin of the flight vehicle (e.g., such as a composite structure), these attachment mechanisms may require that integral inserts or bushings be mounted into the inner skin of the flight vehicle. Such invasive mechanisms for mounting the ducting may add yet additional expense and labor to the use of such conventional environmental control systems. 
   SUMMARY OF THE INVENTION 
   Accordingly, the environmental control system (and method of using the same) of the present invention desirably addresses the inflexibility and unnecessary weight associated with conventional environmental control systems. Herein the term “environmental control system” generally refers to a system that directs conditioned gases toward at least one target component of the flight vehicle to control the environmental conditions (e.g., temperature and/or humidity) to which such target component(s) is(are) exposed. While any appropriate flight vehicle may benefit from use of the method and system of the present invention, a particularly desirable application may be in the environmental control systems of aircrafts, spacecrafts, and/or launch vehicles. 
   A first aspect of the invention is embodied in a flight vehicle having a body, a first mechanical component interconnected with the body and an environmental control system for conveying conditioned gases toward at least the first mechanical component (e.g., electrical and/or propulsion components) of the flight vehicle. This environmental control system of the first aspect generally includes ducting that is positioned about a central, longitudinal reference axis, which is substantially parallel with a length of the ducting. In addition, this ducting generally exhibits a weight of no more than about 0.30 lbs. per foot length of the ducting. For example, a 5-foot piece of the ducting of this first aspect generally weighs no more than 1.5 lbs. Generally, the “weight” of any of the ducting described herein is measured when such ducting is located at least generally on the surface of the Earth. 
   Various refinements exist of the features noted in relation to the subject first aspect of the present invention as well. Further features may also be incorporated in the subject first aspect of the present invention as well. These refinements and additional features may exist individually or in any combination. For instance, the ducting may exhibit a weight of no more than about 0.25 lbs. per foot length of the ducting. The ducting may be characterized as having an inner wall and an outer wall. Accordingly, a first thickness may be defined by the shortest distance that entirely extends between the inner and outer walls (e.g., a wall thickness). In one embodiment, this first thickness may be between about 0.015 inch and about 0.060 inch. In another embodiment, this first thickness is at least about 0.010 inch. In yet another embodiment, this first thickness is no more than about 0.070 inch. However, other appropriate embodiments exhibiting thicknesses outside the disclosed ranges are contemplated. The ducting of the first aspect may be capable of maintaining leakage of no more than 0.02 SCFM/ft. length/inch thickness at temperatures ranging from −65° F. up to +500° F. Some embodiments of the first aspect may be capable of maintaining leakage of no more than 0.01 SCFM/ft. length/inch thickness at temperatures ranging from −65° F. up to +250° F. Herein, “SCFM” is an abbreviation for “Standard Cubic Feet per Minute”. 
   The ducting of this first aspect may include one or more reinforcement cords. The reinforcement cord(s) may be positioned in at least one of first and second positions with respect to the ducting. The first position generally exhibits the reinforcement cord being embedded within the ducting. The second position generally exhibits the reinforcement cord being positioned about an outer wall of the ducting. In some embodiments, the reinforcement cord may be arranged in a helical configuration about a first reference axis. In such embodiments, the ducting may be disposed about and extend along the first reference axis. However, other appropriate embodiments may reflect different orientations of the reinforcement cord(s) including, but not limited to, a series of annular reinforcement rings disposed about the first reference axis. The material utilized to fabricate the reinforcement cord(s) may include one or more of metal wire, glass fiber-based cord, carbon fiber-based cord, polymer-based cord such as Kevlar® fiber-based cord (manufactured by DuPont of Wilmington, Del.), and any combination thereof, however, other material(s) may be appropriate. 
   In some embodiments of the first aspect of the present invention, the ducting may include a first tube and a second tube positioned about the first tube. In other words, the first tube may be located within the confines of the second tube such that a first length of the first tube may be substantially parallel with a second length of the second tube. One or both of these first and second tubes may include one or more of the above-described reinforcement cords. The reinforcement cord(s) may be disposed in one or more of first, second, third, and fourth positions. The first position generally refers to the reinforcement cord(s) being embedded within the first tube, and the second position generally refers to the reinforcement cord(s) being disposed about a first outer wall of the first tube. Similarly, the third position generally refers to the reinforcement cord(s) being embedded within the second tube, and the fourth position generally refers to the reinforcement cord(s) being disposed about a second outer wall of the second tube. So, for example, one embodiment of the environmental control system of this first aspect may have ducting that includes a first reinforcement cord wrapped about the first outer wall of first tube, and a second reinforcement cord disposed about the second outer wall of the second tube. Some of the embodiments of the first aspect may have ducting that includes a first end having a beaded lip. In other words, this first end of the ducting may have a first thickness that is greater than a second thickness of the ducting. 
   The environmental control system of the first aspect may include at least one attachment assembly for attaching the ducting to the flight vehicle. Generally, the attachment assembly(ies) may be affixed to a first inner wall of the flight vehicle using any appropriate fastener. However, adhesive or any other appropriate non-invasive fastener (i.e., fasteners that don&#39;t require the formation of holes in or that don&#39;t otherwise pierce/penetrate the first inner wall) may generally be preferred to affix the attachment assembly(ies) to the first inner wall. In other words, the attachment assembly(ies) may be configured so as to not penetrate into and/or through the first inner wall of the flight vehicle. In some embodiments of this first aspect, the attachment assembly(ies) may be bonded to a splice-joint of the flight vehicle. This “splice-joint” generally refers to a juncture region between first and second adjacent panels (which may be composite materials) of the flight vehicle. Put another way, this splice-joint may be referred to as a “seam” of sorts between neighboring panels of the flight vehicle. 
   In some embodiments of the subject first aspect, the ducting may have at least first and second diameters. That is, a first diameter of the ducting may be less than or greater than a second diameter of the ducting. Stated yet another way, an inner cross-sectional perimeter defined by an inner surface of the ducting at a first location may be less than or greater than an inner cross-sectional perimeter defined by an inner surface of the ducting at a second location. Similarly, an outer cross-sectional perimeter defined by an outer surface of the ducting at a first location may be less than or greater than an outer cross-sectional perimeter defined by an outer surface of the ducting and second location. 
   Some embodiments of the first aspect may exhibit the ducting being oriented in a substantially horizontal fashion (i.e., at least substantially parallel to a plane of the horizon at some point during the operational life of the flight vehicle). However, other embodiments may exhibit the ducting being oriented in other appropriate fashions including, but not limited to, angular, vertical, and waving/bending configurations. In such embodiments, the environmental control system may include at least one auxiliary tube. One or more of these auxiliary tubes may have a composition that includes silicone rubber (e.g., silicone rubber impregnated glass cloth). The auxiliary tube(s) may be oriented in an at least generally vertical fashion (i.e., at least substantially perpendicular to a plane of the horizon at some point during the operational life of the flight vehicle). However, some embodiments may exhibit the auxiliary tube(s) being oriented in other appropriate fashions including, but not limited to, angular, horizontal, and waving/bending configurations. In any event, the auxiliary tube(s) may be fluidly interconnected with the ducting. Herein, “fluidly interconnected” refers to a joining of a first component to a second component or to one or more components which may be connected with the second component, or to joining the first component to part of a system that includes the second component so that molecules of a substance(s) (such as a gas) may be substantially confined to the system and capable of flowing through the system, including between the first and second components. 
   In the case of the environmental control system of the first aspect, some embodiments may include one or more of: an inlet assembly for at least generally enabling conditioned gases to be introduced into the environmental control system; a diffuser assembly for at least generally directing conditioned gases within the environmental control system; and a flow control nozzle for at least generally controlling the flow of the conditioned gases within the environmental control system. Herein, “conditioned gases” may generally refer to gases that may be one or more of heated, cooled, pressurized, and humidified. Examples of such conditioned gases may include, but are not limited to, helium, oxygen, nitrogen, water vapor, and mixtures of gases (including “breathable” mixtures of gases such as atmospheric air and the like). Generally, in the case of this first aspect, the environmental control system may have a first end from which these conditioned gases may be emitted. In one embodiment, this first end is separated from the first mechanical component by a distance of no more than about 1 foot. However, other embodiments may exhibit other appropriate spacings (e.g., 2 feet) between the first end and the first mechanical component toward which the first end of the environmental control system is at least generally directed. 
   In some embodiments of the first aspect, the ducting may have first and second tubes. In such embodiments, the first tube may be fluidly interconnected with the second tube via a joint assembly. This joint assembly may be constructed from metal (e.g., aluminum) or any other appropriate material. In a first embodiment, the joint assembly may include first and second components. In this first embodiment, the first and second components may be configured such that the first component is fixedly engageable with the second component. Herein, “fixedly engageable” may generally refer to the ability of a first apparatus to become interlocked with a second apparatus, or to the interlocking relationship that may be achieved by bringing the first and second apparatuses together. In a second embodiment, the joint assembly may merely include a single component such as a splice tube. This splice tube may be designed to have first and second ends. Accordingly, a portion of the first tube of the ducting may be fitted over at least the first end of the splice tube, and a portion of the second tube of the ducting may be fitted over at least the second end of the splice tube. First and second ducting clamps (e.g., adjustable O-rings) may be fitted around the appropriate portions of the first and second tubes to at least generally compress each corresponding portion of the first and second tubes between the splice tube, and the respective first or second ducting clamp. 
   A second aspect of the present invention is embodied in a flight vehicle, such as an aircraft, spacecraft, or launch vehicle, having an environmental control system that includes ducting having silicone rubber as part of the ducting&#39;s composition. In other words, the ECS ducting itself includes silicone rubber as part of its makeup. 
   Various refinements exist of the features noted in relation to the subject second aspect of the present invention as well. Further features may also be incorporated in this subject second aspect of the present invention as well. These refinements and additional features may exist individually or in any combination. For instance, the composition of the ducting may include a silicone rubber impregnated material, such as silicone rubber impregnated glass cloth. It may be said then that some embodiments of the second aspect may include ducting made up of a composite material such as silicone rubber impregnated glass cloth. Silicone rubber impregnated glass cloth generally corresponds to a fiberglass-based weave that is one or more of coated, permeated, and infused with silicone rubber. Herein, a “composite” or “composite material” generally refers to a substance formed from multiple layers and/or materials, wherein each of these layers and/or materials can be formed of the same, similar, or different substances/compositions. 
   In the case of the subject second aspect the present invention, the ducting may also include reinforcements. In other words, the ducting of the second aspect may include materials that provide structural support to the ducting. These reinforcements may include such materials as metal wire, glass fiber-based cord, carbon fiber-based cord, polymer-based cord (e.g., aromatic polyamide fiber-based cord such as Kevlar® fiber-based cord), and combinations thereof. 
   In one embodiment of the second aspect, the environmental control system includes at least one attachment assembly for attaching the ducting to the flight vehicle. Generally, the attachment assembly(ies) may be affixed to any desired surface of the flight vehicle, such as a first inner wall (or “inner skin”) of the flight vehicle. The attachment assembly may be affixed to the desired surface (e.g., the first inner wall) by utilizing an appropriate adhesive such as Hysol EA 9394 manufactured by Loctite Corporation of Rocky Hill, Conn. Preferably, these attachment assemblies do not penetrate into or through the first inner wall. In other words, these attachment assemblies ideally do not encroach on a superficial surface of the first inner wall of the flight vehicle. 
   A third aspect of the present invention is embodied in a flight vehicle having an environmental control system that includes flexible/bendable ducting. The ducting of this third aspect may be annular and is generally disposed about a central longitudinal reference axis. This ducting generally includes an outer wall and an inner wall, which defines an inner diameter of the ducting. This inner diameter generally is substantially perpendicular to and extends through the central longitudinal reference axis. In addition, the ducting of this third aspect generally includes an inside flexure radius of at most about 2.00 times the inner diameter of the ducting. This “inside flexure radius” may generally refer to a minimum bend radius that may be achieved before the ducting significantly buckles/kinks. In other words, the “inside flexure radius” may generally refer to a minimum bend radius that may be achieved before the cross-sectional area of a flow channel within the ducting is reduced to a level that significantly inhibits/hinders fluid flow therein. In embodiments having ducting with multiple inner diameters, this inside flexure radius is generally measured using a minimum (i.e., the smallest) inner diameter of the ducting. When ducting/tubing is bent/flexed, an overhead view of the ducting generally illustrates that the outer surface of the ducting exhibits at least first and second radii. The first radius is an outside flexure radius generally being the larger of the two radii and the second radius is an inside flexure radius (also referred to in the art as “inside bend radius”) generally referring to the smaller radius of curvature. 
   Various refinements exist of the features noted in relation to the subject third aspect of the present invention as well. Further features may also be incorporated in this subject third aspect of the present invention as well. These refinements and additional features may exist individually or in any combination. In one embodiment, the inside flexure radius may be at most about 1.50 times the inner diameter of the ducting. In another embodiment, the inside flexure radius may be at most about 1.00 times the inner diameter of the ducting. In yet another embodiment, the inside flexure radius may be at most about 0.75 times the inner diameter of the ducting. 
   A fourth aspect of the present invention relates to the manner in which ducting of an environmental control system is attached to an appropriate surface of a body of a flight vehicle. The environmental control system of the fourth aspect is generally capable of transmitting gases toward at least one target component that is generally interconnected with the body of the flight vehicle. This environmental control system generally includes ducting and one or more attachment assemblies for attaching the ducting to one or more appropriate surfaces (e.g., a first inner wall or “inner skin”) of the flight vehicle. Generally, the attachment assemblies of this fourth aspect do not penetrate into or through the respective surface(s) to which they are associated. In other words, affixing these attachment assemblies to the respective surface(s) generally involves avoiding encroachment of an outer plane of the respective surface(s) by such attachment assemblies. 
   Various refinements exist of the features noted in relation to the subject fourth aspect of the present invention as well. Further features may also be incorporated in this subject fourth aspect of the present invention as well. These refinements and additional features may exist individually or in any combination. One or more of the attachment assemblies may be affixed to the desired surface (e.g., the first inner wall) of the flight vehicle by utilizing an appropriate adhesive (e.g., Hysol EA 9394). In one embodiment, one or more of the attachment assemblies may be bonded to a splice-joint of the flight vehicle. Herein, a “splice-joint” generally refers to a juncture region between first and second adjacent panels (which may be composite materials) of the flight vehicle. Put another way, this splice-joint may be referred to as a “seam” of sorts between neighboring structural panels of the flight vehicle. 
   One example of an appropriate attachment assembly of the subject fourth aspect includes at least one externally threaded standoff and a U-clamp. The externally threaded standoff(s) may include a base that can be adhesively affixed to the first inner wall of the flight vehicle and a shaft that extends out from the base and at least generally away from the first inner wall of the flight vehicle. In other words, the standoff may be adhered to the first inner wall so that it is not necessary for the standoff to penetrate into or through the first inner wall. The shaft(s) of the standoff(s) may be externally threaded. The U-clamp may generally have an arcuate portion and first and second attachment portions positioned most remote from (i.e., opposite of) the arcuate portion of the U-clamp. The first and second attachment portions may generally include respective first and second standoff apertures. The U-clamp may generally be fitted around an outer surface of the ducting in such a manner that the ducting may be positioned at least generally in the arcuate portion (or the “tough”) of the U-shaped clamp. The U-clamp may be oriented so that the first and second standoff apertures of the respective first and second attachment portions engage respective first and second shafts of respective first and second standoffs. Stated another way, first and second standoffs may be adhered to the first inner wall of the flight vehicle, and the U-clamp may be positioned around the ECS ducting in a manner that enables the first and second shafts of the respective first and second standoffs to extend through the respective first and second standoff apertures of the U-clamp upon the U-clamp being directed toward and engaged with the first and second standoffs. 
   Another example of an appropriate attachment assembly of the subject fourth aspect includes a cable attachment bracket and a tie strap. The cable attachment bracket may include a base that can be adhesively affixed to the first inner wall of the flight vehicle and a receiver (i.e., an “eye” or loop portion) that extends out from the base and at least generally away from the first inner wall of the flight vehicle. In other words, the cable attachment bracket may be adhered to the first inner wall so that it is not necessary for the cable attachment bracket to penetrate into or through the first inner wall. The tie strap may include a free end and a fastening end disposed opposite the free end. The tie strap may be wrapped around an outer surface of the ducting, and the free end guided through the receiver of the cable attachment bracket. The free end of the tie strap may then be engaged with the fastening end of the tie strap and adjusted to exhibit an appropriate “tightness” (i.e., the relationship of an inner perimeter of the strap with respect to an outer surface of the ducting). In one embodiment of this fourth aspect, the tie strap may be made from nylon; however, other embodiments may utilize tie straps fabricated from other appropriate materials. Various features discussed above in relation to one or more of the first through fourth aspects of the present invention may be incorporated into any of the other of the first through fourth aspects of the present invention as well, and in the manner noted above. 
   A fifth aspect of the present invention relates to the ease with which an environmental control system of the present invention can be modified to adapt to structural “rebuilds” of at least portions of an associated flight vehicle. This fifth aspect is embodied in a method of using an environmental control system of the flight vehicle. The method of this fifth aspect generally includes a first step of installing the environmental control system having a first structural arrangement into a flight vehicle exhibiting a first structural condition. In another step, the method includes modifying the flight vehicle to exhibit a second structural condition different from the first structural condition. In an adapting step, the environmental control system is adapted to have a second structural arrangement different from the first structural arrangement and compatible with the second structural condition of the flight vehicle. Generally, this adapting step does not include any substantial retooling of the environmental control system. In other words, this adapting step may not involve the replacement and/or additional use and/or procurement of tools or machinery. That is, this adapting step may merely include the use of human hands (e.g., simple “man-power”) to adapt the environmental control system (e.g., bend the ducting) to be compatible with the second structural condition of the flight vehicle. The greatest amount of change that may be required in the adapting step is the replacement of a first piece of ducting with a second piece of ducting having a different length than the first piece. 
   Various refinements exist of the features noted in relation to the subject fifth aspect of the present invention as well. Further features may also be incorporated in the subject fifth aspect of the present invention as well. These refinements and additional features may exist individually or in any combination. The installing step of this fifth aspect may include adhesively adhering attachment components of the environmental control system to an inner skin of the first flight vehicle. In other words, components of the environmental control system that are responsible for maintaining the position of the environmental control system in the flight vehicle may be adhered to the inner skin using an appropriate adhesive. The installing step may include attaching ducting to the inner skin of the respective flight vehicle. Generally, this attaching step includes avoiding formation of apertures (i.e., holes, voids, and/or cavities) in the inner skin of the respective flight vehicle(s). 
   In the case of the subject fifth aspect of the present invention, the modifying step may include adding or removing at least one structural component from the flight vehicle. For example, wiring, lights, control panels, instrumentation, electrical components, and/or propulsion components may be added or deleted from the design of the flight vehicle which may require the environmental control system to be augmented to comply with the new design. The modifying step may include changing at least one of a size, shape, location and orientation of one or more structural components of the flight vehicle. Similarly, a change in size, shape, location and/or orientation of the structural component(s) of the flight vehicle may require the environmental control system to be adapted to comply with the new design of the flight vehicle. In some embodiments, the adapting step may occur after the installing step. In such embodiments, the adapting step may include bending ducting of the environmental control system while at least one end of the ducting remains attached to the environmental control system. 
   One embodiment of the subject fifth aspect may include directing flow of gases from the environmental control system toward a first electrical component of the flight vehicle such as a power supply, rate gyro unit, guidance &amp; control unit, or uplink transmitter/receiver. Another embodiment may include directing flow of gases from the environmental control system toward a first propulsion component of the flight vehicle such as a turbo pump, thrust nozzle, fuel feed line, or pressure vessel. Various features discussed above in relation to one or more of the aspects of the present invention may be incorporated into any of the other aspects of the present invention as well, and in the manner noted above. 

   
     BRIEF DESCRIPTION OF THE DRAWINGS 
       FIG. 1A  shows a schematic, perspective view of one embodiment of a flight vehicle. 
       FIG. 1B  shows a perspective view of a section of the flight vehicle of  FIG. 1A  taken along section-lines  1   b.    
       FIG. 2A  shows a partial cutaway side view of one embodiment of a ducting that may be utilized in an environmental control system such as the system shown in FIG.  1 B. 
       FIG. 2B  shows a magnified cross-sectional view of a variational embodiment of the ducting of FIG.  2 A. 
       FIG. 2C  shows a magnified cross-sectional view of another variational embodiment of the ducting of FIG.  2 A. 
       FIG. 2D  shows a cross-sectional view of the ducting of  FIG. 2A  taken along cut-line  2   d — 2   d.    
       FIG. 3  shows a partial cutaway side view of another embodiment of ducting that may be utilized in an environmental control system such as the system shown in FIG.  1 B. 
       FIG. 4  shows a partial cutaway side view of yet another embodiment of ducting that may be utilized in an environmental control system such as the system shown in FIG.  1 B. 
       FIG. 5  shows a cross-sectional view of a piece of ducting to illustrate how the inside flexure radius of a particular piece ducting is measured/calculated. 
       FIG. 6  shows a side view of the environmental control system of  FIG. 1B  fastened to a surface of the flight vehicle utilizing U-clamps and externally threaded standoffs. 
       FIG. 7  shows a top view of an environmental control system fastened to a surface of a flight vehicle utilizing tie straps and cable attachment brackets. 
       FIG. 8  shows a cross-sectional view of the environmental control system of  FIG. 7  at cut-line  8 — 8 . 
       FIGS. 9-10  show a side view of an environmental control system including a riser tube. 
       FIG. 11  shows a side view of the environmental control system of  FIGS. 9-10  including a sinker tube. 
       FIG. 12  shows a side view of the environmental control system of  FIGS. 9-11  including a flow control nozzle. 
       FIG. 13  is a schematic representation of a protocol for using an environmental control system. 
   

   DETAILED DESCRIPTION 
   The present invention will now be described in relation to the accompanying drawings, which at least assist in illustrating its various pertinent features. Referring to  FIGS. 1A-B , a flight vehicle  11  is illustrated and includes an environmental control system  12  that is positioned within at least a portion  14  (representatively illustrated between section-lines  1   b ) of the flight vehicle  11 . While the flight vehicle  11  is generically illustrated as having a sort of “rocket shape”, the flight vehicle  11  may be any appropriate flight vehicle such as (but not limited to) a space shuttle, a satellite, a rocket, a missile, a launch vehicle, and an airplane. Similarly, while the environmental control system  12  is illustrated as being positioned at the portion  14  of the flight vehicle  11 , the environmental control system  12  may also or alternatively be positioned at a front portion  16  and/or rear portion  18  of the flight vehicle  11 . In other words, the environmental control system  12  may be found in a variety of appropriate locations throughout the flight vehicle  11 . Preferably, at least a portion of the environmental control system  12  is generally found within substantially close proximity to the target component (e.g., internal electrical and/or propulsion component(s)) of the flight vehicle to which it is directed. While various features of the environmental control system  12  are illustrated by the referenced figures, the size, shape, and/or configuration of such features is not critical unless noted otherwise herein. 
   The environmental control system  12  shown in  FIG. 1B  has an inlet assembly  22  that generally functions as an intake of sorts to enable gases to be introduced into the environmental control system  12 . Attached to the inlet assembly  22  is a diffuser assembly  24  that may generally function to direct the conditioned gases that were introduced to the environmental control system  12  (via the intake assembly  22 ) in a variety of desired directions. For example, the diffuser assembly  24  may function to direct the conditioned gases at least generally in one or both the directions indicated by arrows  26 ,  28 . In some embodiments, it may be appropriate for the environmental control system  12  to have a diffuser assembly  24  that includes the inlet assembly  22  as a component thereof. Ducting  30  is directly connected with this diffuser assembly  24  in such a manner to substantially retain the gases (not shown) directed by the diffuser assembly  24  within the confines of the environmental control system  12  until reaching one or more desired outlets (e.g., 472 of  FIG. 12 ) of the environmental control system  12 . 
     FIGS. 2A-D  illustrate a piece of ducting  110  that may be utilized for at least a portion of the ducting  30  of the environmental control system  12  of FIG.  1 B. The ducting  110  has first and second ends  112 ,  114 , respectively, and a first length  116  defined therebetween. This first length  116  may correspond to any length of ducting  110  desired to be utilized in an appropriate environmental control system such as the system  12  of FIG.  1 B. The ducting  110  has an inner wall  124  and an outer wall  126 , both of which are illustrated as having an undulated or “wave-like” configuration that includes alternating trough areas  118  and crest areas  120  separated by inflection areas  122 . Accordingly, an inner cross-sectional perimeter defined by the inner wall  124  of the ducting  110  at a first location  123  is generally less than an inner cross-sectional perimeter defined by the inner wall  124  of the ducting  110  at a second location  125 . Similarly, an outer cross-sectional perimeter defined by the outer wall  126  of the ducting  110  at a third location  127  is generally greater than an outer cross-sectional perimeter defined by the outer wall  126  of the ducting  110  at a fourth location  129 . However, some embodiments of the ducting  110  may have inner and/or outer walls  124 ,  126  exhibiting a substantially cylindrical configuration (i.e., substantially free of undulations/waves). In any event, the ducting  110  has a first thickness  130 , which generally refers to the shortest distance that entirely extends between the inner wall  124  and the outer wall  126  of the ducting  110 . For example, this first thickness  130  may be between about 0.020 inch and 0.060 inch. 
   The ducting  110  is generally positioned about a central, longitudinal reference axis  128 , which is generally substantially parallel with the length  116  of the ducting  110 . The ducting  110  is generally flexible (i.e., able to bend/flex without significant kinking of the ducting). This flexibility can be characterized utilizing, amongst other factors, an inside flexure radius  119  of the ducting  110 . This inside flexure radius  119  may be at most about 3.00 times an inside diameter  152  of the ducting  110 . However, some embodiments of the ducting  110  of  FIGS. 2A-B  may have an inside flexure radius  119  of at most about 2.00, or at most about 1.50, or even at most about 1.00 times the inside diameter  152  of the ducting  110 . Besides being generally flexible, the ducting  110  is generally lightweight. For example, one embodiment of the ducting  110  may exhibit a weight of no more than about 0.24 lbs. per foot length  116  of the ducting  110 . However another embodiment of the ducting  110  may exhibit a weight of no more than about 0.18 lbs. per foot length  116  of the ducting  110 , and yet another embodiment may exhibit a weight of no more than about 0.12 lbs. per foot length  116  of the ducting  110 . So, for example, if the ducting  110  has a length  116  of approximately 3 feet, the ducting  110  may generally weigh no more than about 0.72 lbs. 
     FIG. 2B  illustrates a variation of the ducting  110  presented in  FIG. 2A , and as such, a “single prime” designation is used to identify the ducting  110 ′. Generally, the differences between the  FIG. 2A  embodiment and the  FIG. 2B  embodiment includes the ducting  110 ′ of  FIG. 2B  having a first end  112 ′ having a beaded lip  132 . In other words, the first end  112 ′ of the ducting  110 ′ has a second thickness  134  that is greater than the first thickness  130  of the ducting  110 ′. In addition, the ducting  110 ′ of  FIG. 2B  includes a plurality of molded seal rings  136  to promote effective sealing around an appropriate component of the environmental control system (e.g., a diffuser, an inlet assembly, a joint assembly, and/or a flow control nozzle). These molded seal rings  136  may be any appropriate width  144  such as, for example, 0.080±0.010 inch. A first molded seal ring  136   a  may be spaced back from the first end  112 ′ by a first distance  138 . Similarly, a second molded seal ring  136   b  may be spaced back from the first end  112 ′ by a second distance  140 , and/or a third molded seal ring  136   c  may be spaced back from the first end  112 ′ by a third distance  142 . 
     FIG. 2C  illustrates another variation of the ducting  110  presented in  FIG. 2A , and as such, a “double prime” designation is used to identify the ducting  110 ″. Generally, the differences between the  FIG. 2A  embodiment and the  FIG. 2C  embodiment include the ducting  110 ″ of  FIG. 2C  having one or more reinforcement cords  146 . The reinforcement cords  146  are generally wrapped about the outer wall  126  of the ducting  110 ″. These reinforcement cords  146  are generally located in the trough area(s)  118  along the outer wall  126 . While some embodiments may have reinforcement cord(s) that are arranged in a helical configuration about the reference axis  128 , the reinforcement cords  146  of the ducting  110 ″ of  FIG. 2C  are arranged as series of annular reinforcement rings disposed about the outer wall  126  of the ducting  110 ″. As previously noted, material utilized to fabricate the reinforcement cords  146  may include one or more of metal wire, glass fiber-based cord, carbon fiber-based cord, polymer-based cord, and any combination thereof, however, other material(s) may be appropriate. 
   Referring to  FIGS. 2A and 2D , the ducting  110  generally has an outer diameter  150  that is substantially perpendicular to and generally extends through the longitudinal reference axis  128 . This outer diameter  150  is generally a measure of the distance between opposite portions of a crest area  120  found at the outer wall  126  of the ducting  110 . Similarly, the inner diameter  152  of the ducting  110  is substantially perpendicular to and generally extends through the longitudinal reference axis  128 . This inner diameter  152  is generally a measure of the distance between opposite portions of a trough area  118  found at the inner wall  124  (e.g., at the first location  123 ) of the ducting  110 . In one embodiment of the ducting  110 , the inner diameter  152  of the ducting  110  maybe at least about 0.50 inch, and the outer diameter  150  of the ducting  110  may be at least about 0.70 inch greater than the inner diameter  152  of the ducting  110 . However, other embodiments may exhibit one or both inner and outer diameters that may appropriately fall outside the above-disclosed range. An appropriate example of the ducting  110  of  FIGS. 2A-D  may be AS1505 tubing/ducting manufactured by Belair Composites, Inc. of Spokane, Wash. (The “AS” of the AS1505 tubing/ducting generally refers to an “aerospace standard”.) 
     FIG. 3  illustrates another piece of ducting  210  that may be utilized for at least a portion of the ducting  30  of the environmental control system  12  of FIG.  1 B. The ducting  210  has first and second ends  212 ,  214 , respectively, and a first length  216  defined therebetween. This first length  216  may correspond to any length of ducting  210  desired to be utilized in an appropriate environmental control system such as the system  12  of FIG.  1 B. The ducting  210  has an inner wall  224  and an outer wall  226 , both of which are illustrated as having an undulated or “wave-like” configuration that includes alternating trough areas  218  and crest areas  220  separated by inflection areas  222 . However, some embodiments of the ducting  210  may have inner and/or outer walls  224 ,  226  exhibiting a substantially cylindrical configuration (i.e., substantially free of undulations/waves). In any event, the ducting  210  has a first thickness  230 , which generally refers to the shortest distance that entirely extends between the inner wall  226  and the outer wall  224 . In one embodiment of the ducting  210 , this first thickness  230  may range from about 0.015 inch to about 0.045 inch. 
   The ducting  210  is generally positioned about a central, longitudinal reference axis  228 , which is generally substantially parallel with the length  116  of the ducting  210 . This ducting  210  is generally flexible (i.e., able to bend/flex without significant kinking of the ducting). This flexibility can be characterized utilizing, amongst other factors, an inside flexure radius  219  of the ducting  210 . This inside flexure radius  219  may be at most about 3.00 times an inside diameter  252  of the ducting  210 . However, some embodiments of the ducting  210  of  FIGS. 2A-B  may have an inside flexure radius  219  of at most about 2.50, or at most about 2.00, or even at most about 1.50 times the inside diameter  252  of the ducting  210 . Besides being generally flexible, the ducting  110  is generally lightweight. For example, one embodiment of the ducting  210  may exhibit a weight of no more than about 0.09 lbs. per foot length  216  of the ducting  210 . So, for example, if the ducting  210  has a length  216  of approximately 3 feet, the ducting  210  may generally weigh no more than about 0.27 lbs. 
   Still referring to  FIG. 3 , the ducting  210  generally has an outer diameter  250  that is substantially perpendicular to and generally extends through the longitudinal reference axis  228 . This outer diameter  250  is generally a measure of the distance between opposite portions of a particular crest area  220  found at the outer wall  226  of the ducting  210 . Similarly, the inner diameter  252  of the ducting  210  is substantially perpendicular to and generally extends through the longitudinal reference axis  228 . This inner diameter  252  is generally a measure of the distance between opposite portions of a particular trough area  218  found at the inner wall  224  of the ducting  210 . In one embodiment of the ducting  210 , the inner diameter  252  of the ducting  210  may be at least about 0.75 inch, and the outer diameter  250  of the ducting  210  may be at least about 0.38 inch greater than the inner diameter  252  of the ducting  210 . However, other embodiments may exhibit one or both inner and outer diameters that may appropriately fall outside the above-disclosed range. 
     FIG. 3  also illustrates that the ducting  210  may be a composite. In other words, the ducting  210  may be made up of multiple layers of an appropriate ducting material. More specifically, the ducting  210  has a first tube (or first layer)  260  and a second tube (or second layer)  262  positioned about the first tube  260 . In other words, the first tube  260  is generally located within the confines of the second tube  262  such that the first tube  260  and second tube  262  have corresponding lengths that are substantially equal to the length  216  of the ducting  210 . As shown, the first tube  260  is substantially parallel with the second tube  262 . In addition, the second end  214  of the ducting  210  may be defined by an end portion  261  of the first tube  260  joined by a sealant (not shown) or co-cured to a corresponding end portion  263  of the second tube  262 . Although not illustrated, the first end  212  of the ducting  210  may be configured in a similar fashion. 
     FIG. 3  also illustrates the ducting  210  may include one or more reinforcement cords  246 . The reinforcement cord  246  is generally wrapped about the outer wall  226  of the ducting  210 . As with the ducting  110 ′ of  FIG. 2C , the reinforcement cord  246  of  FIG. 3  is generally located in the trough area  218  along the outer wall  226  and is generally arranged in a helical configuration about the reference axis  228 . As previously noted, material utilized to fabricate the reinforcement cord  246  may include one or more of metal wire, glass fiber-based cord, carbon fiber-based cord, polymer-based cord, and any combination thereof, however, other material(s) may be appropriate. An appropriate example of the ducting  210  of  FIG. 3  may be AS1542 tubing/ducting manufactured by Belair Composites, Inc. of Spokane, Wash. 
     FIG. 4  illustrates yet another piece of ducting  310  that may be utilized for at least a portion of the ducting  30  of the environmental control system  12  of FIG.  1 B. The ducting  310  has first and second ends  312 ,  314 , respectively, and a first length  316  defined therebetween. This first length  316  may correspond to any length of ducting  310  desired to be utilized in an appropriate environmental control system such as the system  12  of FIG.  1 B. The ducting  310  has an inner wall  324  and an outer wall  326 , both of which are illustrated as having an undulated or “wave-like” configuration. However, some embodiments of the ducting  310  may have inner and/or outer walls  324 ,  326  exhibiting a substantially cylindrical configuration (i.e., substantially free of undulations/waves). In any event, the ducting  310  has a first thickness  330 , which generally refers to the shortest distance that entirely extends between the inner wall  326  and the outer wall  324 . In one embodiment of the ducting  310 , this first thickness  330  may be range from about 0.040 inch to about 0.060 inch. 
   The ducting  310  is generally positioned about a central, longitudinal reference axis  328 , which is generally substantially parallel with the length  316  of the ducting  310 . This ducting  310  is generally flexible (i.e., able to bend/flex without significant kinking of the ducting). This flexibility can be characterized utilizing, amongst other factors, an inside flexure radius  319  of the ducting  310 . This inside flexure radius  319  may be at most about 3.00 times an inside diameter  352  of the ducting  310 . However, some embodiments of the ducting  310  of  FIGS. 2A-B  may have an inside flexure radius  319  of at most about 2.50, or at most about 2.00, or even at most about 1.50 times the inside diameter  352  of the ducting  310 . Besides being generally flexible, the ducting  310  is generally lightweight. For example, one embodiment of the ducting  310  may exhibit a weight of no more than about 0.17 lbs. per foot length  316  of the ducting  310 . So, for example, if the ducting  310  has a length  316  of approximately 3 feet, the ducting  310  may generally weigh no more than about 0.51 lbs. An appropriate example of the ducting  310  of  FIG. 4  may be AS1541 tubing/ducting manufactured by Belair Composites, Inc. of Spokane, Wash. 
   Still referring to  FIG. 4 , the ducting  310  generally has an outer diameter  350  that is substantially perpendicular to and generally extends through the longitudinal reference axis  328 . This outer diameter  350  is generally a measure of the distance between opposite portions of a particular crest area  320  found at the outer wall  326  of the ducting  310 . Similarly, the inner diameter  352  of the ducting  310  is substantially perpendicular to and generally extends through the longitudinal reference axis  328 . This inner diameter  352  is generally a measure of the distance between opposite portions of a particular trough area  318  found at the inner wall  324  of the ducting  310 . In one embodiment of the ducting  310 , the inner diameter  352  of the ducting  310  may be at least about 0.50 inch, and the outer diameter  350  of the ducting  310  may be at least about 0.50 inch greater than the inner diameter  352  of the ducting  310 . However, other embodiments may exhibit one or both inner and outer diameters that may appropriately fall outside the above-disclosed range. 
     FIG. 4  also illustrates that the ducting  310  may be a composite. In other words, the ducting  310  may be made up of multiple layers of an appropriate ducting material. More specifically, the ducting  310  has a first tube (or first layer)  360  and a second tube (or second layer)  362  positioned about the first tube  360 . In other words, the first tube  360  is generally located within the confines of the second tube  362  such that the first tube  360  and second tube  362  have corresponding lengths that are substantially equal to the length  316  of the ducting  310 . As shown, at least portions of the first tube  360  are substantially parallel with the second tube  362 . 
     FIG. 4  also illustrates the ducting  310  may include one or more reinforcement cords  346 ,  348 . The first reinforcement cord  346  is disposed between the first tube  360  and the second tube  362  of the ducting  310 . This first reinforcement cord  346  is generally positioned between the first and second tubes  360 ,  362  of the ducting  310  in such a manner as to form a protrusion  364  on the outer wall  326  of the ducting  310  in the respective location where the interior reinforcement cord  346  is positioned. However, the inner wall  324  of the ducting  310  is substantially devoid of such a protrusion  364 . This first reinforcement cord  346  is generally located in the trough area(s)  318  along the outer wall  326  and is generally arranged in a spiral/helical configuration about the reference axis  328  (i.e., it is wrapped or wound about the first tube  360 ). Any of the aforementioned cord materials may generally be desirable for the composition of one or more of the reinforcement cords  346 ,  348 . 
   In addition to the first reinforcement cord  346 , the ducting  310  also has second and third reinforcement cords  348   a ,  348   b , respectively, attached to the outer wall  326  of the ducting  310 . As such, the second tube  362  of the ducting  310  is at least generally disposed between the first reinforcement cord  346  and one or both the second and third reinforcement cords  348   a ,  348   b . These second and third reinforcement cords  348   a ,  348   b  are longitudinally spaced with the protrusion  364  of the outer wall  326  being disposed at least generally between the second and third reinforcement cords  348   a ,  348   b . Accordingly, the second and third reinforcement cords  348   a ,  348   b  are substantially parallel with the first reinforcement cord  346 , and thus, spiral about the reference axis  328 . Ideally, the second and third reinforcement cords  348   a ,  348   b  are made of fiberglass, carbon fiber-based cord, polymer fiber-based cord, or steel, although any material that makes up the first reinforcement cord  346  and/or remains substantially pliable is generally appropriate for the composition of the reinforcement cords  348 . While the second and third reinforcement cords  348   a ,  348   b  may exhibit the same composition, some embodiments of the ducting  310  may have a second reinforcement cord  348   a  that differs in composition from that of the third reinforcement cord  348   b.    
   Summarily, the ducting  310  generally has an at least generally undulated, yet substantially annular, first tube  360 , a first reinforcement cord  346  wrapped about the first tube  360 , an at least generally undulated, yet substantially annular, second tube  362  disposed about both the reinforcement cord  346  and the first tube  360 , and second and third reinforcement cords  348   a ,  348   b  disposed about the second tube  362  of the ducting  310 . Some embodiments of the ducting  310  may exhibit one or more changes regarding the position and/or number of one or both the first reinforcement cord(s) (e.g.  346 ) and the second and third reinforcement cords (e.g.  348   a ,  348   b ) as they relate to the ducting  310 . In addition, some embodiments of the ducting  310  may have (or be devoid of) one or more of the first reinforcement cord  346 , the second reinforcement cord  348   a , and the third reinforcement cord  348   b.    
     FIG. 5  at least generally assists in describing how an “inside flexure radius” (i.e., the ability of ducting to bend/flex without significantly kinking) of a particular piece of ducting  82  is calculated. Accordingly, the flexibility of any of the embodiments of ducting (e.g.,  110 .  210 , and/or  310 ) described herein may be characterized by its respective inside flexure radius  92 . The ducting  82  is substantially annular and positioned about a central reference axis  84 . The ducting generally includes an outer wall  86  and an inner wall  88 . This inner wall  88  generally defines an inner diameter  90  that is substantially perpendicular to and generally extends through the reference axis  84 . Generally, the inside flexure radius  92  of the ducting  82  is defined as some constant (e.g., “X”) times the inner diameter  90  of the ducting  82 . This inside flexure radius  92  is generally measured from a point of origin  94  around which the ducting is bent/flexed. Generally, the greater the constant is, the less flexible the ducting  82  is. 
     FIG. 6  shows that the ducting  30  of the environmental control system  12  of  FIGS. 1A-B  includes at least one attachment assembly  32  for attaching the ducting  30  to at least a first surface  34  of the flight vehicle  11 . The attachment assemblies  32  are generally affixed to the first surface (e.g., a first inner wall)  34  of the flight vehicle  11  using adhesive (not shown) such as, for example, Hysol EA 9394 because it is a generally non-evasive fastener (i.e., a fastener that does not require the formation of holes in the first surface  34 ). In other words, the attachment assemblies  32  do not penetrate into and/or through the first surface  34  of the flight vehicle  11 . The attachment assembly  32   a  is shown as being bonded to a splice-joint (or seam)  36  of the first surface  34  (i.e., a juncture region between first and second adjacent panels  38 ,  40 , which are components of the first surface  34 ) of the flight vehicle  11 . 
   Still referring to  FIG. 6 , each of the attachment assemblies  32  includes two standoffs  42  and a U-clamp  44 . The standoffs  42  generally include a base (not shown) that is adhesively affixed to the first surface  34  of the flight vehicle  11  and a shaft  46  that extends out from the base and at least generally away from the first surface  34  of the flight vehicle  11 . Accordingly, the standoffs  42  are generally adhered to the first surface  34  in such a manner that it is generally not necessary for the standoffs  42  to penetrate into or through the first surface  34 . Each U-clamp  44  generally has an arcuate portion  50  and first and second attachment portions  52 ,  54 , respectively, positioned most remote from (i.e., distally of) the arcuate portion  50  of the U-clamp  44 . The first and second attachment portions  52 ,  54  generally include respective first and second standoff apertures  56 ,  58 . The U-clamp is generally fitted around an outer surface  60  of the ducting  30  in such a manner that the ducting  30  is generally cradled by the arcuate portion  50  of the U-clamp  44 . Each U-clamp  44  is generally oriented so that the first and second standoff apertures  56 ,  58  of the respective first and second attachment portions  52 ,  54  enable the respective shafts  46  of the respective standoffs  42  to pass therethrough. In other words, the standoffs  42  are generally adhered to the first surface  34  of the flight vehicle  11 , and the U-clamp  44  is positioned around the ECS ducting  30  in a manner that enables the respective shafts  46  of the respective standoffs  42  to extend through the respective first and second standoff apertures  56 ,  58  of the U-clamp  44  upon the U-clamp  44  being directed toward and engaged with the standoffs  42 . Since each shaft  46  of the standoffs  42  is generally externally threaded, a complementarily threaded fastener (e.g., a nut) is generally threadingly engaged with each corresponding shaft  46  of the respective standoff  42  and torqued to appropriate “tightness” (i.e., substantially immobilizing each U-clamp  44  with respect to the first surface  34 ). 
   Still referring to  FIG. 6 , the ducting  30  is made up of first and second tubes  64 ,  66 , respectively, that are generally fluidly interconnected via a joint assembly  68 . This joint assembly  68  may be constructed from one or more metals (e.g., aluminum) or any other appropriate material. The joint assembly  68  generally includes a splice tube  65  and first and second ducting clamps  70 ,  72 , respectively. The splice tube  65  generally has first and second ends  74 ,  76  (exposed by the imaginary cutaways  75  of the ducting  30 ). Accordingly, a portion of the first tube  64  of the ducting  30  may be fitted over at least the first end  74  of the splice tube  65 , and a portion of the second tube  66  of the ducting  30  is generally fitted over at least the second end  76  of the splice tube  65 . In addition, each of the ends  74 ,  76  of the splice tube  65  includes at least one annular protrusion  79 . The first and second tubes  64 ,  66  are generally positioned about (i.e., around) the corresponding annular protrusions  79  to enhance the attachments of the first and second tubes  64 ,  66  to the respective first and second ends  74 ,  76  of the splice tube  65 . The first ducting clamp  70  is generally positioned about the outer surface  60  of the first tube  64  in such a manner that at least a portion of the first tube  64  is disposed between the spice tube  65  and the first ducting clamp  70 . This first ducting clamp  70  is then adjusted/tightened about the first tube  64  to compress and/or hold the first tube  64  (i.e., an inner perimeter of the ducting clamp  70  generally decreases) against the splice tube  65  to substantially fix the position of the first tube  64  with respect to the splice tube  65 . Similarly, the second ducting clamp  72  is generally positioned about the outer surface  60  of the second tube  66  in such a manner that at least a portion of the second tube  66  is disposed between the spice tube  65  and the second ducting clamp  72 . This second ducting clamp  72  is then adjusted/tightened about the second tube  66  to compress and/or hold the second tube  66  (i.e., an inner perimeter of the ducting clamp  72  generally decreases) against the splice tube  65  to substantially fix the position of the second tube  66  with respect to the splice tube  65 . It is also worth noting that each of the U-clamps  44  shown in  FIG. 6  may have an optional load spreader  80  attached to the corresponding arcuate portion  50  to at least generally assist in distributing loads from the clamp into the ducting, and correspondingly, at least generally assist in reducing/preventing the potential for excessive stress concentrations at the clamp. 
     FIGS. 7-8  illustrate an environmental control system  412  having an attachment assembly  416  that includes a cable attachment bracket  418  and a tie strap  420 . The cable attachment bracket includes a base  422  that is generally adhesively affixed to a first surface  414  of a flight vehicle  411  and a receiver (i.e., an “eye” or loop portion)  424  that extends out from the base  422  and at least generally away from the first surface  414  of the flight vehicle  411 . Accordingly, the cable attachment bracket  416  is generally adhered to the first surface  414  in such a manner that it is generally not necessary for the cable attachment bracket  416  to penetrate into or through the first surface  414 . The tie strap  420  has a free end  426  and a fastening end  428  disposed opposite the free end  426  (at least when the tie strap  420  is extended/laid out in a substantially straight arrangement). The tie strap  420  is generally wrapped around an outer surface  430  of a segment of ducting  432 , and the free end  426  is generally guided through the receiver  424  of the cable attachment bracket  418 . The free end  426  of the tie strap  420  may then be engaged with the fastening end  428  of the tie strap  420  and adjusted to exhibit an appropriate “tightness” (i.e. the relationship of an inner perimeter  434  of the strap  420  with respect to the outer surface  430  of the ducting  432 ). This tie strap  420  may be made from nylon or any other appropriate tie strap material(s). 
     FIGS. 9-11  show a flight vehicle  440  having an environmental control system  441 , which includes ducting  442  that is generally oriented in a substantially horizontal fashion. In other words, once the ducting  442  has been attached to a first surface  446  of the flight vehicle  440 , a length (e.g.,  116 ,  216 ,  316 ) of the ducting  442  maybe at least substantially parallel to a plane of the horizon  444  at some point during the operational life of the flight vehicle  440 . As shown, the environmental control system  441  generally includes a first auxiliary tube  450  ( FIGS. 9-10 ) and a second auxiliary tube  462  (FIG.  11 ). At least portions of the auxiliary tubes  450 ,  462  may be oriented in an at least generally vertical fashion. In other words, after the ducting  442  has been attached to the first surface  446  of the flight vehicle  440 , at least a portion of each of the auxiliary tube  450 ,  462  may be situated in an at least substantially perpendicular relationship with respect to a plane of the horizon at some point during the operational life of the flight vehicle  440 . Stated yet another way, at least a portion of each of the auxiliary tubes  450 ,  462  is generally parallel with the vertical reference axis  448 . Referring specifically to  FIGS. 9-10 , the first auxiliary tube (or “riser tube”)  450  generally extends out from at or near an upper portion  443  of the ducting  442 . Similarly,  FIG. 11  illustrates that the second auxiliary tube (or “sinker tube”)  462  generally extends out from at or near a lower portion  445  of the ducting  442 . The first and second auxiliary tubes  450 ,  462  are generally fluidly interconnected with the ducting  442  by establishing respective first and second gas flow passages  452 ,  464  between the respective auxiliary tube  450 ,  462  and the ducting  442  utilizing a saddle fitting  454 . In other words, the first auxiliary tube  450  and the ducting  442  both interface with the saddle fitting  454  in such a manner that molecules  459  of a substance(s) (such as a gas), which generally flows through the environmental control system  441 , can generally travel between a first air flow channel  456  of the ducting  442  and a second air flow channel  458  of the first auxiliary tube  450  generally in at least one of the directions indicated by arrows  460 ,  461 . Similarly, the second auxiliary tube  462  and the ducting  442  both interface with the saddle fitting  454  in such a manner that molecules  459  of the substance(s), which generally flows through the environmental control system  441 , can generally travel between the first air flow channel  456  of the ducting  442  and a third air flow channel  466  of the second auxiliary tube  462  in at least one of the directions indicated by arrows  467 ,  468 . 
     FIG. 12  shows that the environmental control system  441  of the flight vehicle  440  may include a flow control nozzle  470  that generally functions to regulate the flow of gases as they exit the nozzle outlet  472 . Regulation of gases generally refers to controlling the velocity at which the gases that are transported by the environmental control system  441  exit the nozzle outlet  472 . While this flow control nozzle  470  is illustrated as being connected to the first auxiliary tube (riser)  450 , it will be appreciated that such a flow control nozzle may be interconnected with the second auxiliary tube (sinker)  462 ; accordingly, the structural functional features shown in relationship to the first auxiliary tube  450  of  FIG. 12  may be applicable to the second auxiliary tube  462 . In any event, the auxiliary tube  450  of the environmental control system  441  is generally oriented/situated so that gases, which exit the nozzle outlet  472 , are at least generally directed toward at least one target component  474  of the flight vehicle  440 , as illustrated by gas flow directional arrows  475 ,  476 ,  477 . The target component(s)  474  of the flight vehicle  440  may generally be one or more mechanical components such as electrical components (e.g., power supply, rate gyro unit, guidance &amp; control unit, and/or uplink transmitter/receiver) and/or propulsion components (e.g., turbo pump, thrust nozzle, fuel feed line, and/or pressure vessel) of the flight vehicle  440 . A first end  479  of the environmental control system  441  (shown in  FIG. 12  as the flow control nozzle  470 ) from which the conditioned gases may be emitted is generally separated from the first target component  474  of the flight vehicle  440  by a distance  480  of no more than about 1 foot. While the first end  479  of the environmental control system  441  is illustrated in  FIG. 12  as the flow control nozzle  470 , in other embodiments, this first end  479  may refer to an end of a piece of ducting (e.g.,  112 ,  212 ,  312 ) or any other appropriate outlet of the corresponding environmental control system from which conditioned gases may be released toward the associated target component. 
     FIG. 13  illustrates a protocol  500  showing how an environmental control system (e.g.,  12 ) can be used to adapt to structural “rebuilds” of at least portions of an associated flight vehicle (e.g.,  11 ). While the protocol  500  may generally refer to the flight vehicle  11  and the environmental control system  12  associated therewith, it will be understood that the protocol  500  may be applicable to any appropriate environmental control system of any appropriate flight vehicle. In a first step  502 , the protocol  500  includes installing the environmental control system (e.g.,  12 ) having a first structural arrangement into a flight vehicle (e.g.,  11 ) exhibiting a first structural condition. In other words, the environmental control system is substantially assembled and installed into the flight vehicle in such manner that the environmental control system is directing condition gases toward the desired target components (e.g.,  474 ) of the flight vehicle. In a second step  504 , the protocol  500  includes modifying the flight vehicle to exhibit a second structural condition different from the first structural condition. Stated another way, in this second step  504 , apparatus(es) and/or mechanisms may be added and/or discarded from the flight vehicle (as well as such apparatus(es) potentially being structurally modified or repositioned). In a third step  506 , the protocol  500  includes adapting the environmental control system to have a second structural arrangement different from the first structural arrangement and compatible with the second structural condition of the flight vehicle. That is, due to the flexibility of the ducting that is utilized in the environmental control system, this third step  506  generally does not include any substantial retooling of the environmental control system (especially the ducting). 
   Still referring to  FIG. 13 , the first step  502  of the protocol  500  may include an optional step  508  of adhesively adhering attachment components of the environmental control system to an inner skin of the flight vehicle. In other words, components of the environmental control system that are responsible for maintaining the position of the environmental control system in the flight vehicle may be adhered to the inner skin using an appropriate adhesive. The first step  502  can include an optional step  510  of attaching ducting to the inner skin of the respective flight vehicle. Generally, this step  510  includes avoiding formation of apertures (i.e., holes, voids, and/or cavities) in the inner skin of the respective flight vehicle(s) (at least during attachment of the ducting to the inner skin). 
   Referring now to the second step  504  of the protocol  500  of  FIG. 13 , the second step  504  may include an optional step  512  of adding or removing at least one structural component from the flight vehicle. Such structural components may include, but are not limited to, wiring, lights, control panels, instrumentation, electrical components, and propulsion components. Accordingly, this step  512  may require the environmental control system to be augmented to comply with the new design of the flight vehicle. Similarly, the second step  504  may include an optional step  514  of changing at least one of a size, shape, location and orientation of one or more structural components of the flight vehicle. Here again, a change in size, shape, location and/or orientation of the structural component(s) of the flight vehicle may require the environmental control system to the adapted to comply with the new design of the flight vehicle. The third step  506  of the protocol  500  of  FIG. 13  may include an optional step  516  of bending the ducting of the environmental control system while at least one end of the ducting remains attached to the environmental control system. 
   It will be appreciated that illustrated features of the figures having the same names yet different reference numerals (e.g., ducting  30 ,  82 ,  110 ,  210 ,  310 ,  430 , and/or  442 ) may be interchanged where appropriate with regard to the figures. Similarly, it will also be appreciated that illustrated elements (e.g., auxiliary tubes  450 ,  462 ) that are associated and/or interconnected with such illustrated features of the figures having the same names yet different reference numerals may be appropriately interchanged as well. 
   Those skilled in the art will now see that certain modifications can be made to the apparatus and methods herein disclosed with respect to the illustrated embodiments, without departing from the spirit of the instant invention. And while the invention has been described above with respect to the preferred embodiments, it will be understood that the invention is adapted to numerous rearrangements, modifications, and alterations, and all such arrangements, modifications, and alterations are intended to be within the scope of the appended claims.