An experimental investigation on ignition characteristics with air-throttling in an ethylene-fueled scramjet under flight Ma 6.5 conditions was conducted.The dynamic process of air-throttling ignition was explored systematically.The influences of throttling parameters,i.e.,throttling mass rate and duration,were investigated.When the throttling mass rate was 45% of the inflow mass rate,ambient ethylene could be ignited reliably.The delay time from ignition to throttling was about 45–55 ms.There was a threshold of throttling duration under a certain throttling mass rate.It was shorter than 100 ms when the throttling mass rate was 45%.While a 45%throttling mass rate would make the shock train propagate upstream to the isolator entry in about10–15 ms,four lower throttling mass rates were tested,including 30%,25%,20%,and 10%.All of these throttling mass rates could ignite ethylene.However,combustion performances varied with them.A higher throttling mass rate made more ethylene combust and produced higher wall pressure.Through these experiments,some aspects of the relationships between ignition,flame stabilization,combustion efficiency,and air-throttling parameters were brought to light.These results could also be a benchmark for CFD validation. An experimental investigation on ignition characteristics with air-throttling in an ethylene-fueled scramjet under flight Ma 6.5 conditions was conducted. The dynamic process of air-throttling ignition was explored systematically. These influences of throttling parameters, ie, throttling mass rate and duration, were investigated. WHEN the throttling mass rate was 45% of the inflow mass rate, ambient ethylene could be ignited reliably. delay time from ignition to throttling was about 45-55 ms.There was a threshold of throttling duration under certain certain throttling mass rate. It was shorter than 100 ms when the throttling mass rate was 45% .Hile a 45% throttling mass rate would make the shock train propagate upstream to the isolator entry in about 10-15 ms, four lower throttling mass rates were tested, including 30%, 25%, 20%, and 10%. All of these throttling mass rates could ignite ethylene. Yet, combustion profiles varied with them. A higher throttling mass rate made more ethylene combust a nd produced higher wall pressure. These experiments, some aspects of the relationships between ignition, flame stabilization, combustion efficiency, and air-throttling parameters were brought to light. These results could also be benchmark for CFD validation.