I NTER-CONTI NENTA L BALL I STIC T R A N S PORT (ICBT) JUNE 28-JULY 2, 1964 P R E P A R E D B Y : PHIL BONO: A F / A I A A , SM/ AAS, F/ B I S A D V A N C E P R OJ E C T S E N GI N E E R G. C. GOLDWAUM A D V A N C E P R OGR A MMA N A GE R S P A C E L A U N C H V E H I C L E S P R E S E N T E D T O: F I RS T A I A A I A ME Rl CA N I N S T l T U T E OF A E RONA UT I CS A N D A ST RONA UT I CS1 A N N U A L M E E T l N G A N D T E C H N I C A L DI S P L A Y S H E R A T ON P A R K H O T E L WA SHI NGT ON, 0 . C . P R E P A R E D U N D E R T H E SPONSORSHI P OF THE DOUGL A S A I R C R A F T COMP A NY A CCOUNT NUMB E R 81802-013 DOUGLAS M/.5S/LE &I SPAC SYSTEMS \- D o w n l o a d e d
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, "ICAFUS" - A NEW CONCEPP OF IN'ITR C O N T I ~A I . BALLISTIC TRANSFORT (I CBT) Phi l i p Bono Advance Project Engineer George C. Goldbaum Advance Program Iknager MISSILZ 8; SPACE SYSTEl4S DIVISION f or 1290 Avenue of the Americas Dar&l ae Ai .rCTaf t COmpany, Inc. American I nsti tute of Aeronautics and Astronautics New YOrk, N.Y., l Wl 9 Abstract I ntroduction During "Operation Big L i f t, " i n October 1963, 15,700 troops and 500 tons of cargo were transported i n 235 missions at he l argest long-range U.S. ai r- borne peace-time exercise attempted to date. rUrbo- 5et and piston-engine ai rcraf t traveled the 5,600- mi l e route between a series of Texas ai rfi el ds and ten !Iesteni Europe ai rf i el ds i n Genxmy, Fnnce, Spain, Scotland, and England. The enti re operation was accomplished, with enormous success, i n 63 hours. As a wartime strategi c operation, however, such a method f or movement of troops to potenti.al battl e- grounds Overseas would be cause for profound dis- may. foot landing runways, operational landing aids, stand-by support equipnent, and i deal weather con- di ti ons provide a basi s f or due apprehension. long as mi l i tary transport systems must depend upon prepared landing surfaces, easi l y detected and de- stroyed by enemy gunfire or missiles, the enti re concept of such troop movement i s rendered com- pl etel y impractical under hosti l e conditions. This paper describes a concept for a rocket-parered troop transport which may potenti al l y evolve f r om the reusable booster of tomorrow. The YCOL rocket concept, hcwever, i s based on the premise that the i ni ti al reusable booster, sized f or a payload of approximately 800,000 pounds-to-orbit, i s al so de- signed for && recovery. The global transport derivative vehicle would tben be Correctly sized f or bal l i sti c delivery of a full U.S. Marine Corps battal i on (1,200 troops) or 132 tons of military equiwent at averaue sDeeds of 17.000 mah to any The reliance on perfectl y conditioned 10,000- As v ., piin: on car-h wi tkn i ? ninutes. mission for mie1lin.q 1 hnwrheti c?l brush-fire, the ~n 1- typi ul " manned rocket carri er, equipped with a troop com- prtment as a payload, would travel fromthe Atlantic Missile Bange to the middle of Africa (a distance of 5,600 miles) i n 33 minutes, without depending on a previously prepared landing stri p f or successAil mission accomplishment. ing of the engines, the troops (recl i ni ng on couches i nstal l ed on si x decks) would not be subjected to any more than 3 g's during the 6 minutes of verti cal ascent to the 127 nauti cal mile apogee. be adapted to the booster version i n order to re- stri ct the decelerations, during 12 minutes of controlled atmospheric entry, to a maximwn of 3 8 ' s . k i n g entry, the bal l i sti c transport would gl i de at a 52 degree angle of attack, unti l the horizontal velocity i s nul l i fi ed. Pri or to a soft landing, the propulsion system would cancel any verti cal vel oci ty component and allori the vehicle to hover and trans- l ate horizontally for pin-pointing the landing si te. Vertical touch-down would then be accomplished on four extensible l egs i n a manner similar to the Apol l o method of landing on the moon. By throttl - Fins would 'L 1 Perhzps the era of the brute-force approach to spice fl i ght, which began with Sputnik, on October 5, 1957, may fi nd i tsel f superseded withln 3 or 4 years by the age of the reusable booster. I f such a reusable carri er, which could be operational by 1975, were soon subjected to a national fnndi.ng comitment, it i s not premature to speculate on the most attracti ve design characteri sti cs which should be incorporated i nto thi s Post-%turn ve- hi cl e. Booster reusabi l i ty i s gradml l y finding acceptance by even the most rel uctant of techni cal skeptics. However, reuse done, of thi s hypotheti- cal transport, i s not a suffi ci ent goal. The pramount design objective should be directed toward mximum mission fl exi bi l i ty. which Implies that land recovery be mandatory, would suggest the corol l ary of eingle-stage-to- orbi t capl bi l i ty, i n order to minimize the problems of recovering the enti re booster from orbi t near the launch si te. Clearly, incorporation of al l these recomnended features would necessi tate a radi cal departure from conventional booster design and would result i n si gni fi cantl y increased en- gineering complexity and a high degree of techni- cal sophistication. I t does not appear, however, that any proverbial "technological break-throL43hs" would be required before such a "flying machine" could materialize. A straightforward pemtatj .on of such a reusable booster would possess inherent potenti al applications for global transport sys- tems which are staggering to contemplate. A transport, whish can operate i n the manner de- scribed by thi s pper, rocketing irmnense battl e uni ts to di stant war zones at speedsof 17,000 mph, could evolve i nto the most revolutionary advance i n mi l i tary transportation since the airplane. I ts impact on mi l i tary strategy could modernize tradi ti onal Marine Corps techniques by replacing conventional sea power and amphibious operations. Logistics problems of the U.S. Armed Forces would be f aci l i tated by the delivery of supplies and equipnent to awhere i n the world i n a fracti on of the time required by even the supersonic trans- port, assuming that a prepared landing stri p were available f or i ts mi l i t ar y operations. The ve- hi cl e concept defined in thi s paper has been termed ICARUS, an, acronym f or I nter Continental Aerospacecraft - Range Unllmited System. Conceptual Vehicle Definition This premise, Before thi s prper attempts to describe the ICARUS mi l i tary transport, perhaps a bri ef explanation of its hypothetical predecessor, the ROMBUS reusable booster concept, i s necessitated. The l atter vehicle i s extensively defined i n the fi rst three references of the bibliography. It should be em- phasized that thi s paper does not present the D o w n l o a d e d
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I CAnUS troop transport as an independent vehicle recommendation but as an extrapolation to a poten- ti al aml i cati on f or a land-recovered orbi t booster. The ROI.CBUS conceptual vehicle (see Figure 1) uses a plug-nozzle engine of altitude-compensating design. This type of engine i s a necessity since a conven- ti onal bel l nozzle would not survive the aerodynamic heating during a stable base-fi rst recovery. covering -the vehicle i n thi s atti tude wi l l allow use of the same engines (emploxyed during boost) to provide retro-thrust for terminal velocity cancella- tion; allowing the vehicle to gradually descend to a soft landing on earth. nozzle i s regeneratively cooled during ascent, the same cooling system would maintain the temperature of the entry body within peak aerodynanic heating pri or to landing. earth touch-down maneuver, on four extensible legs, w i l l uti l i ze the technolow which wi l l be developed for the Apol l o manned lunar landing. The high-drag atmospheric entry body resembles a truncated cone with the i sentropi c p l ~ nozzle of the engine forming i ts bl unt re-entry nose. section contains an i nternal spherical M2 tank, with a cyl i ndri cal four-man crew compartment i nstal l ed near the upper edge of the truncated cone. Sight detachable (pnchute-recovered) LH2 tanks are strapped around the tapered centerbody during boost. These cyl i ndri cal LH2 tanks provide aerodynandc "shadowing" f or the two fi ns during verti cal (bal- l i sti c) ascen-k through turbulent atmosphere. two f i ns (with l ateral control surfaces) are at- tached to the exteri or of the centerbody providing l i ni ng mneuverabi l i ty f or pin-pointing the landing destination and for reducing the re-entry decelera- ti ons af ter the expendable LW tanks have been de- pleted. md j etti soned. Re- Because the engine's plug tol erabl e limits during The A conic The highly-trained and conditioned astronauts, but would prove to be excessive for fi ghti ng men, even i n the best physical condition. Therefore, a 3-g l i mi t during boost and entry was adopted as a physiological cri teri on. I n addition to the physical differences of the two vehicles, the material (titanium), used for con- stmcti on of the RCNBUS reusable booster, iiould not withstand the increased temperatures, of the ICLZJS re-entry mode, when the underside of the vehiclc is subjected to a higher heat flux; therefore, it ap- pears that a type of stainless steel would replace the strnctural mate?ial of the reusable booster, at l east on the underside of the vehicle. The "parent" ROMBUS reusable booster weighs 14 million pounds at l i f t-of f . m s adopted for the hypothetical ICAEUS global transport; therefore, the same advanced engines, which would have to be developed f or i<OiBUs, would be di rectl y applicable to the ICN?UC. version of the vehicle. (or thrust nodubti on of engines) f or i ts primary mode of operation, the ICARUS fl i ght profi l e was based on the same propulsion system chracteri sti cs. By sheer coincidence, the Post-%%urn booster si ze (with a l i f t-of f thrust of 18 mi l l i on pounds) w i l l provide an ICAilUS-type derivative vi th a cap- bi l i ty of transporting a full battal i on of troops to a maximmrequired range of 7,600 nauti cal mi l es, assuming thzt a launch ci te i s available on each coastl i ne of the Continental United States. On missions where the 264,000 pounds of useful p y - l ead would be comprised of both troops and cargo, part of thi s cargo can be carried within compirt- ments i nstal l ed i n the unused volume above the cpherical l i qui d oxygen tank. v The sane gross weight Since RCbIBUS required throttl eabi l i ty d Y13CI l l ICARUS u 1.284. D M I l WLSE WL L . COXTl l OL I"3,IIU INTERCONTINENTAL AEROSPACECRAFT-RANGE UNLIMITED SYSTEM 1200 TROOP CAPACITY PI " L(I I 0 ,amr L B I TO mem FWD PRESSURE DOME PASSENGER ENTRANCE WOR - SYM ABOUT VERT PLANE OF SVM FL WR STRUCTURE ROMBUS VEHICLE PASSENGER AREA-6 LEVELS CONFIGURATION 204 TRWPS PER LEVEL 25' DIAMETER (TYPICAL) AFT PRESSURE WME CARW CONTAINER " " m m ,AN< RCCWE*" CHUTt COMROL I I n r Y L H ~ TLNR w c x . 4 MAN CRE ~ i y a w c c i VALVE COMPARTM 8005TER PAY~DAD-MO,WO LE TO 7600 N.M. GROSS WT-14.036.WO LB THRUST-18,WO.aXI LB I LANDING wT-I.280.oM LB USEFUL P/ L = 264,WO LB FIGURE 1 FIGURE 2 By comparing Figure 2 with the previous figure, it can be seen that the msjor di sti ncti on between the ICAnilS version and the reusable booster version l i es i n the payload section configuration (which contains the troop compartment) and the addition of two f i ns sham between the l i qui d hydrogen tanks. The f i ns are necessary i n order to restrict the re- entry decelerations to a ma x h of 3 g's. Without a l i f ti ng entry, bal l i sti c decelerations mi &t reach 10 or l l g's, which my be acceptable f or The tabl e of Figure 3 presents.the principal design parameters for the ICAFXJS troop transport. effecti ve mass fracti on for thi s vehicle is si g- ni fi cantl y l ess than that of i ts reusable booster counterpart. The designation "effective" i ndi cates that the weight-reduction benefi ts attendant with LEI2 tank disposal during f l i ght have been included i n the performance calculations. The effecti ve mass fracti on of ICARUS i s reduced to al l ow f or 1) the added structural weight of i ts fi ns, 2) the The v 2 D o w n l o a d e d
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MAX THRUST (LB.) THRUST- T0. W. RATIO (rm) MAX. LIFT-OFF W. (LB.) USABLE PROPELLANT (LB.1 EFF. MASS FRACT. (*I VAC. SPECIFIC IMPULSE (SEC.) NOZZLE EXPANSION RATIO (.) IMPULSIVE VELOCITY (F.P.S.1 LANDING WEIGHT (LB.) OVERALL LENGTH (FT) PAYLOAD DIA. (FT.) Figure 4 i l l ustntes the pressurized four-man crew coqariment, which would be i nstal l ed within the hooster centerbody, above the spherical l i qui d oxy- gen tank. 'The crew would enter tni s conp3rtment by way of tbe external door and access ramp, ti en throwh the ai rl ock. '.?he ai rl ock i s incorporated i nto the crew conpart- rnent, for mS.ssion fl exi bi l i ty, allowing the crew to plrticiwte in orbi tal rendezvous owrati ons outside the ?ONBU: (antecedent) vehicle. 10,000 pounds of thi s pressurized cmpartment -as not includen i n the i ni ti al weight bre'akdam f or the W+OXIS orbi t31 booster, 3.t has heen incorporated i nto the weight est3nat.e f or the IC.4RlIS vehicle, as tahulated i n Figure 9. 'Three sol i d propellant motors provide emergency es- cape provisions f or ti e crew during aborted. fl i ght: however, i t should be noted that thi s capabi l i ty w l l l only be used during cargo transport missions or during the f l i ght test/developnent phase of the orogram. %rin.g troop transport operations, the enti re vehicle w i l l have ccanplete abort (water- Since the - recovery) caphi l i ty. Two heat shields are provided above and belm the external portion of the crew cmpartment to protect ICARUS MILITARY TRANSWRT ( p/ L =5M) K. L B? TO J6w N. MI. RANGE) 18 M 1. 25* * 14 M 12 M , 912 455 200 30.9K 1.28M 210 70 the windows fromexcessive heating during ascent or entry. The lower heat shi el d i s .jettisoned af ter entry, j ust pri or to the terminal retro- phase. The upper heat shield, which i s necessary for the ascent phsse, i s only j etti soned pri or t o an emergency abort of the crew capsule. I n the evcnt of such an abort, two stabi l i zl ng f i ns are provided on the side of the crew compartment to prevent the capsule from tumbling during operation of the solid-motor escape rockets. 'he weight of &blatant necessary for t h e d protection of the f i ns and the compartment underside has not yet been assesses. M-13.Pll ICARUSROMBUS 4 MAN CREW COMPARTMENT EN1 $ DURING ABORT FIGURE 4 Figure 5 depicts a typi cal low-altitude emergency escape condition and i l l ustrates the front panel being j etti soned along with the ascent heat shield. f i l or to ejection, the centerl i ne of the enti re capsule i s automatically rotated upward approxi- mately 30 degrees. The escape rockets then wi l l thrust i n an upward di recti on (as wel l as outboard), away fran the jeopardized vehicle. M-73.928 CREW CAPSULE EMERGENCY ESCAPE (CARGO TRANSPORT MISSICI? AND FLIGHT TEST ONLY) FIGURE 5 3 D o w n l o a d e d
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Fi gure 6 depi ct s hawt he recovery parachut es are depl oyed f romt hei r st owage canpr t ment at t he appropri at e al t i t ude. I n addi t i on, t wo expandabl e- st ruct ure pneumat i c hags ar e depl oyed from beneat h t he st abi l i zi ng f i ns i n order t o provi de st abi l i t y af t er t ouch- damat sea, and t o absorb i mpact ener w duri ng a l and- r ecover y mode. M-11.49 EMERGENCY CREW ABORT (FLIGHT TEST AN0 CARGO TRANSPORT MISSION ONLY) FIGURE 6 The fl oor pl an of Fi gure 7 i l l ust rat es hawt he 200 i ndi vi dual t r oop couches ar e ar r anged on each of t he si x decks. l ess f l i ght , t he personnel are const rai ned by bel t s at t ached t o t he conches. On a rocket - propel l ed bal l i st i c mi ssi on, of t he I CAAUS t ype, t he accel erat i on vect or duri ng ascent and t he de- cel erat i on vect or duri ng ent ry are ori ent ed i n t he same di rect i on wi t h respect t o t he personnel ; t hat i s, t he accel erat i on loads woul d be di st ri but ed by t he couch t o t he same port i on of each pssenger ' s back duri ng ei t her phase of t he f l i ght regi me. By compr i son, wher e t he pi l ot and creware f aci ng f orward for vi si bi l i t y pri or t o l andi ng duri ng a gl i de- t ype re- ent ry, t hey are subj ect ed t o severe di scomf ort and handi cap f romt he decel erat i on vec- t or ori ent at i on ( eyebal l s protruded). The fl oor pl an i l l ust rat es proposed st owage rack l ocat i ons, for t he i ndi vi dual t r oop equi pnent , whi ch may be requi red f or l i mi t ed warf are opera- t i ons. i nt erconnect t he si x decks f or emcrgency egress. Three ent ry doors ar e l ocat ed at each of t he six l evel s for rapi d l oadi ng and depl oyment of troops. I n or der t o di mi ni sh t he noi se efTect on personnel , t he 70- f oot di amet er payl oad cmpr t ment woul d he const ruct ed of a doubl e- wal l , acoust i c- dmpi np: mat eri al . Duri ng t he few mi nut es of wei ght - Al so shown are t he access st ai rwel l s whi ch K13. P22A ICARUS 1200 TROOP COMPARTMENT ARRANGEMENT I YP STOWAGE RACK LOCATION DOUBLE WALL STRUCTURE 3 DOORS TYP (ACOUSTIC DAMPING) 6 LEVELS v ~ (70 2 M FIGURE 7 DlA) Fi gure 8 del i neat es some proposed t echni ques whi ch may prove ef f ect i ve t oward reduci ng t he ant i ci - pat ed noi se l evel s t o wi t hi n t ol erabl e l i mi t s. I t i s est hat ed t hat t he I CWS t ype of propnl si on syst em, del i veri ng 18- mi l l i on pounds of t hrust , may produce a noi se l evel of approxi mat el y 181 deci bel s ( db) i n t he vi ci ni t y of t he engi ne. A ri gorous i nvest i gat i on has not yet been conduct ed t o assess t he i nt ensi t y of acoust i c energy i mposed , on t he payl oad port i on of t he vehi cl e. Nevert he- l ess, i t current l y appears t hat some suppl ement ary t echni ques must be empl oyed t o f ur t her at t enuat e t he acoust i c exci t at i on wi t hi n t he t r oop cmpar t - ment. may ef f ect i vel y accompl i sh t hi s purpose. consi derat i on appear s t o present one of t he maj or probl emareas whi ch must be resol ved bef ore per- sonnel can be t ransport ed by r ocket - pmer ed vehi cl es . One or more of t he t abul at ed t echni ques The noi se M-13.953 ICARUS NOISE REDUCTION TECHNIQUES REDUCTION OF NOISE AT SOURCE . AIR AUGMENTATION OF JET STREAM . OPTIMIZE LAUNCH PAD DESIGN (REFLECTED ACOUSTIC ENERGY) . DUCTING (DEFLECTION) OF JET STREAM IMPINGEMENT OF JET ON WATER SURFACE REDUCTION OF NOISE IN TROOP COMPARTMENT - MECHANICAL ISOLATION OF FLOOR SUPPORTS AND SEATS . LOW MOLECULAR WEIGHT GASES (OR VACUUM) BETWEEN MULTIPLE WALLS INCREASED MASS OF INNER WALL INCORPORATE PANELS OF ABSORPTNE MATERIALS REDUCTION OF INTERNAL (CABIN) PRESSURE . REDUCTION OF MOLECULAR WEIGHT OF BREATHING GASES (HELIUM) * REDUCTION OF NOISE ON PERSONNEL ISOLATION OF EARS (EAR PLUGS, EAR MUFFS I N HELMET) ISOLATION OF BODY (SEALED INDIVIDUAL ENCLOSURES, HARD SPACE SUIT) FIGURE 8 W Fl gure 9 t abul at es t he breakdown of t he S C . WS payl oad. pounds) i s requi red f or t he ROMRUS cmpar i son and i s equi Went to 264,000 pounds of usabl e payl oad, whi ch can he compri sed of ei t her t roops or cargo. The t er n "boost er pyl md" (5O0,OOO 4 D o w n l o a d e d
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Approxi mat el y 220 pounds per man were al l ocat ed f or each of t he 1, 200 t roops wi t h personal equi p- ment. An appreci abl e al l ot ment of 20, 000 pounds was i ncl uded f or t he wei ght of g a s t o pressuri ze t he huge vol ume of t he t r oop compart ment . As previ ousl y not ed, 10,000 pounds wer e deduct ed f ran t he payl oad t o provi de f or t he wei ght of t he f our- man crewcapsul e, escape systev., and envi mn- wei ght est i mat es, shown f or st ruct ural component s, can be si gni f i cant l y reduced t hrough more ri gorous desi gn anal vsi s ~ ment al cont rol syst em. May of t he prel i mi nary M-13,9521 ICARUS PAYLOAD PRELIMINARY WEIGHT ESTIMATE 216.W ( L E ) 48.m 24.W 2 0 . m 1 4 5 . W USEFUL PAYLOAD TROOPS (12W MEN AT 180 LBIMAN) TROOP EQUIPMENT (40 LBIMAN) TRWP PROVISIONS CABIN PRESSURIZATION SYSTEM AND GAS ( 7 5 PSIAI CABIN STRUCTURE (CYLINDRICAL SIDEWALL. PRESS. BULKHEAOS. AND FLOORING) (20 LBIMAN -SEATS, RESTRAINT1 ACOUSTIC DAMPING PROVISIONS '' 12.000 NOSE FAIRING ** 2 5 . W CREW SYSTEM (4 CREWMEN, CAPSULE, ESCAPE SYS.. ENVIRONMENTAL SYS. ETC) I 0. W BOOSTER PAYLOAD TO 7600 N. MI. RANGE 5w.m(LB) (USEFUL PAYLOAD 10 1600N.MI. RANGE= 264Mo L B l 'FOR FLIGHT TEST h CARGO TRANSPORT MISSION ONLY .. SUBJECT TO FURTHER DESIGN REFINEMENTS FIGURE 9 Mi ssi on Prof i l e - - Si nce a bal l i st i c t ransport vehi cl e, of t he t ype descri bed, must have l aunch capabi l i t y i n any di rect i on ( east erl y or westerl y), a non- rot at i ng eart h was assumed f or t he prel i mi nary est i mat e Of payl oad capahl l i t y. crease i n peyl oad whi ch can be acqui red duri ng an east erl y l aunch. For exampl e, t he tIOminal 503, 000- pound boost er payl oad ( t o a 7,600 naut i cal mi l e range) can he i ncreased t o 620, 000 _mur i ds, due t o t he added vel oci t y i mpart ed t o t he vehi cl e f ran t he earth' s rot at i on, duri ng an east erl y l aunch. The propul si on syst emspeci f i c i mpul se var i es f m 377 seconds ( at sea l evel ) t o 455 seconds ( at vacuumcondi ti ons). These val ues ar e based on as- sumed chamber pressure of 3,000 psi, wi t h a 7 t o 1 mi xt ure rat i o (of oxygen t o hydrogen) and an exp9.n- si on rat i o of 200 t o 1, whi ch i s provi ded by t he al t i t ude compensat i ng nozzl e. l i i th t he assumpt i on of two l aunch- pd l ocat i ons ( one at ANR, t he ot her at RrR), a r ange hal f - way ar ound t he wor l d (10,803 naut i cal mi l es) i s not requi red i n order t o reach t he key dest i nat i ons whi ch wer e assumed. Cl earl y, such a range al so can be real i zed 'by t radi ng pByl cad f or added pr o- pel l ant s. Fi gure 10 t abul at es t he di st ance and t ransi t t i mes for t he I CARUS vehi cl e t o 14 repre- sent at i ve ci t i es of t he worl d. For t he maximan- r ange mi ssi ons (such as AK3 t o Ranbay or RCR t o Si ngapore), t he vehi cl e woul d be ful l y l oaded wi t h propel l ant s. !, hen t he payl oad i s mai nt ai ned at pri or t o l i f t - of f , i n order t o per f omt he short er- range mi ssi ons. For exampl e, a ml ssi on f r an AHR t o London woul d necessi t at e propel l ant t anks onl y Fi gure 10 i l l ust rat es t he i n- - const ant wei ght , t he propel l ant woul d be of f - l oaded, 56 percent f ul l . ' The engi nes ar e t hrot t l ed at l i f t - of f t o mai nt ai n a const ant t hr ust - t o- wei ght mt i o of 1. 25 A vehi cl e, whi ch i s desi gned wi t h di sposabl e t anks, i s readi l y adapt ed t o an of f - l oaded mi ssi on, merel y by t he el i mi nat i on of some of t he ext ernal propel l ant t ams. The i nt ernal oxygen t ank woul d not be f i l l ed t o mvi mumcapaci ty. On sane of t he short er- range mi ssi ons t o i nacces- si bl e dest i nat i ons, propel l ant coul d he ret ai ned i n t he ext ernal t a n k s ( at t ached t o t he upper si de of t he vehi cl e duri ng ent ry) f or "f l yi ng" the vehi cl e t o a spaceport af t er l andi ng and debarkat i on of t roops. M-13.431 0.90 1. w g =14 x 106 HALF-WAY AROUND WEIGHT OF BOOSTER PAYLOAD, O.l0 ICARUS ACTUAL PAYLOAD VS WPL ~ ~ ~ ~ ~ D F ~ ~ s ~ l & (MILLION LE) RANGE. S (N MI) FIGURE 10 Fi gure ll t abul at es t he t ransi t t i mes of t he ICARJ S vehi cl e t o 14 pr i nci pl ci t i es, as compared wi t h t hat requi red f or today' s j et t ransport and, al so, wi t h t hat requi red by t he proposed supersoni c t r ans- port , whi ch was assumed t o t r avel at 2.5 t i mes t he speed of sound. . I t shoul d be not ed t hat nei t her t he supersoni c t ransport , nor t he j et t ransport , wi l l possess t he ext ensi ve r ange capabi l i t y of an I CARUS- t ype vehi cl e. t ransport coul d t r avel t he 7,500 naut i cal mi l es fmm Pl4R t o Si ngapore wi t hout st oppi ng t o ref uel , i t s f l i ght woul d consume seven t i mes t hF durat i on requi red by t he ICARUS vehi cl e. woul d necessi t at e a t r avel - t i me approxi mat el y 20 t i mes great er. Assumi ng t hat t he supersoni c The j et t ransport D o w n l o a d e d
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M-13,9144 BALLISTIC TRANSPORT CAPABILITY ESTIMATE TO PRINCIPAL CITIES OF THE WORLD DESTI NATI ON WUNCI I SI TE VEHI CLE : L08AL PROPELWN STANCE LOADI NG N. MI.) (Yo FULL) 5550 6510 71W 98 2030 50 2140 4640 77 5270 87 6810 7510 100 EST. TRANSI T 1 2.9 3.3 3.8 39 4.4 37 4.0 4.4 - J ET QANSPORT ~ 5 5 0 MPH (HR ) 6.5 6.8 6 9 7.2 8.8 10.1 11.8 13.5 - - 3.7 3.9 8.4 9.5 12.3 13.5 ICARUS PI L =0.5 M. L8. ( USEFUL PI L = 264K. LE.) MAX. RANGE =7 m N. MI FIGURE 11 The 14 l ocat i ons t abul at ed i n t he previ ous f i gure, and t hei r rel at i ve l ocat i on fromt he t wo assumed launch si t es, are shown on t he map of Fi gure 12. These 14 ci t i es were not canpl et el y arbi t rary i n t hei r sel ect i on. They were sel ect ed si nce t hey ar e normal l y accept ed by commerci al ai r carri ers as pri nci pal l ocat i ons for est abl i shi ng gl obal net - work coverage. M 141071 GLOBAL TRANSPORT ESTIMATED DISTANCE & TRAVEL TIMES FROM AMR & PMR TO 14 KEY CITIES FOR WORLD.WIDE COVERAGE FIGURE 12 Figure 13 i l l ust rat es a t ypi cal mi ssi on prof i l e whi ch woul d resul t f m an i mposed 3- g l i mi t at i on duri ng boost and entry. Boost er burn- out woul d occur approxi mat el y 6 mi nut es af t er l i f t - of f at an al t i t ude of 82 naut i cal mi l es and a vel oci t y of approxi mat el y 24, 300 f p s . The vehi cl e woul d coast for an addi t i onal 7.5 mi nut es unt i l apogee was ac- qui red. At t hi s poi nt , t he vel oci t y has decreased t o 24, 150 4 s . The apogee al t i t ude of 127 naut i cal mi l es i s wel l above t he edge of t he sensi bl e at mo- sphere. Most of t he mi ssi on woul d be accompl i shed above t he at mosphere wher e drag i s non- exi st ent . Some 10 mi nut es af t er apogee condi t i on, t he vehi cl e wi l l s t a r t t he ent ry port i on of t he f l i ght prof i l e when i t agai n approaches t he edge of t he at mosphere at an al t i t ude of approxi mat el y 400, 000 f eet . The react i on cont rol syst emvill ori ent t he vehi cl e i nt o t he requi red 49 degrees nose- up at t i t ude pri or t o entry. At l i f t- of f , due t o t he engi ne t hrust - t o- wei ght rat i o, t he vehi cl e i s accel erat ed at 1.25 g' s. As propel l ant i s depl et ed, and t he accel erat i on i ncreases, t he engi nes are t hrot t l ed i n order t o rest ri ct t he maximumt o 3 g' s. Thi s condi t i on i s 4 mai nt ai ned unt i l mai n engi ne cut- of f . ent ry, t he vehi cl e agai n is rest ri ct ed t o a 3- g maxi mumcondi t i on. The bank angl e i s modul at ed, at const ant al t i t ude, t o sat i sf y t hi s condi t i on. A 52- degree angl e- of - at t ack wi l l produce a vehi cl e l i f t - t o- drag rat i o of approxi mat el y 0.42. Af t er t he hori zont al vel oci t y has compl et el y decayed, and t he vehi cl e has reached a st al l i ng condi t i on, t he at t i t ude cont rol syst emwi l l ori ent t he vehi cl e t hrough an angl e of 77 degrees unt i l t he base i s poi nt ed di rect l y downward. A f ew segment s of t he propul si on syst emare t hen rest art ed i n order t o cancel t he vert i cal vel oci t y. The vehi cl e has t he capabi l i t y of hoveri ng and t ransl at i ng hori zont al l y pri or t o set t l i ng down on t he f our ext ensi bl e l egs. Duri ng r e- FIGURE 13 Fi gures 14 t hrougM24 depi ct t he vari ous phases of t he mi ssi on prof i l e fromt roop l oadi ng t o debarka- ti on. Pri or t o l oadi ng of t roops, t he vehi cl e woul d be compl et el y checked out and propel l ant t anks woul d be f i l l ed. sure t hat t he propel l ant i n t he t an k s was at t he proper l evel prior t o l i ft-off. The t roops woul d ent er t he vehi cl e t hrough a gant ry t ower, i ncorporat i ng a number of el evat or pl at f orms whi ch l ead t o t he l oadi ng ramps. Three mp s ser- vi ce t he ent ry doors at each of t he six deck l evel s of t he vehi cl e payl oad. Tnree ent ry doors, pl aced bet veen t he ext ernal LH2 t anks, wi l l ex- pedi t e t he l oadi ng and unl oadi ng operat i ons. Duri ng re- ent ry, t hese door openi ngs are l ocat ed on t he upper si de of t he vehi cl e, keepi ng t he highly heat ed undersi de f ree of st ruct ural openi ngs and di scont i nui t i es. Const ant t oppi ng woul d as- W 6 D o w n l o a d e d
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FIGURE 14 I I n many instances, where i nstant-stri ke caprbi l i ty i s required, squadrons of E-52 ai rcraft are kept airborne around the clock. Under similar circum- stances, it may prove feasible to maintain ICARUS i n a state of i nstant readiness, with troops loaded on-board the vehicle, prepared for immediate dis- ptch to a potenti al trouble area. required for chill-down, and f or topping of the tanks during an 8-hour ground hold with troops aboard, was estimated. It was calculated that an additional 9 percent of LH2 (based on tank capac- i ty) and an addition 1.6 percent of I@ would cm- pensate for the boil-off losses resul ti ng fran these conditions. bi l i ty could be itrorporated i nto the on-board computer which controls vehicle guidance t o pre- determined destinations. The crew wculd be pro- vided with manual over-ride of the computer. The propellant Re-call and re-direction cap- i nternal tank through the turbine discharge port located i n the center of the engine plug nozzle. In the event of an aborted mission, ample propel- l ant would be retained on board to assure that adequate retro-thrust can be provided, pri or to sea recovew of the enti re vehicle. a rocket-powered VTOL, which can use an enti re ocean as i ts emergency landing site, may be inher- ently safer than a J et ai rcraf t which must depend on reaching a parti cul ar ai r pr t for an emergency landing i f trouble develops. I n thi s sense, ICARUS M PROPELLANT DUMPING.LAUNCH ABORT (LH2 TANK JETTISON & LO2 OVERBOARD PUMPING1 ICARUS ASCENT FIGURE 15 During a nom1 ascent, ICARUS would ri se almost verti cal l y for about 70 seconds. I n the event of an engine malfunction, or an emergency abort con- dition, the eight external tanks can inmediately be separated and J ettisoned at sea; containing the hazardous l i qui d hydrogen. the l i qui d oxygen would be pumped overboard fran the - The major portion of FIGURE 16 After dumping of propellants, four expandable- structure spheres would autcaaatically be deployed fromthe extended landing legs to assure hy3ro- stati c stabi l i ty of the enti re vehicle after alighting on the ocean. recovery mode, the vehicle woul d be towed back to port. herous surface vessels and tow l i nes are used to stabi l i ze the vehicle against adverse wind effects during retri eval . k i n g thi s emergency M-l3.P,, ICARUS LAUNCH ABORT (ALTERNATE RECOVERY MODE) FIGURE 17 D o w n l o a d e d
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TERMINAL RETRO THRUST-2500 FT. FIGURE 18 START RE-ENTRY FIGURE 21 FIGURE 19 FIGURE 22 The pi l ot's and co-pi l ot's comprtment incorporates unobstructed downward-vision windows to confirm the sui tabi l i ty of the touch-down location. Papid deployment of troops would be a mandatory require- ment f or such a mi l i tary operation. A number of potenti al techniques and devices, which would be employed to assure iormediate unl adi ng of troops and support equi pent, are i l l ustrated i n Figure 23. W FIGURE 20 8 D o w n l o a d e d
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*,3,w* PILOT'S DOWNWARD VISION (PRIOR TO TOUCHDOWN) FIGURE 23 The ICAFUS propulsion system i s comprised of 36 toroi dal canbustion chambers which each produce 500,000 pounds of thrust at l i ft-off. entry, sel ecti ve engine modules are ignited at an a3titude of 2,500 feet t o prov5.de retro-thrust for terminal vel oci ty cancellation. A t re-ignition, only 2 million pounds of total thmst are required to produce almost 2 g's of deceleration. modules are progressivly throttl ed f or 12 seconds; they then produce 1.28 million pounds of total thrust to balance the recovered weight. Rol l con- Since onl y eight modules (of the avai l abl e 36 seg- ments) are operated at half-thrust (or lower) during thi s maneuver, extensive redundancy and i m- proved mission rel i abi l i ty are provided at no ad- di ti onal weight penalty. After the hover maneuver, the engines are autmati cal l y cut off when the landing legs are compressed, as shown i n Figure 24. After re- 'Fnese - trol i s provided by the atti tude control system. p::,yy. . ., ,. ;\I : :; & On a, typi cal mission to mid-Africa, it appears feasi bl e to recover the vehicle after troops have been unloaded. has not yet been conducted f or ICARUS, an extensive investigation (Reference 13) resolved the cost of the ROMBUS "parent" vehicle at approximately $164 million for the fi rst f l i ght item and at an average cost of $56 million per copy, for a sample of ap- proximately 156 vehicles. It, therefore, appears that the reuse of the troop transport would be extremely attracti ve, even when the vehicle i s locates at a remote, inaccessible, land-locked destination. I n such an event, l i mi ted propellants would be "trucked" i n on ground vehicles which can traverse the di ffi cul t terrai n (Figure 25), After refueling, the vehicle could then rmke a short "fl i ght" to the nearest coastline, where a "crawler" would l i f t it and transport it to a wai ti ng barge. Return of the vehicle to the refurbishment and re- launch si te would be accomplished i n a manner eimilar to the RWBUS ground operations, as defined i n Reference 1 (see Figure 26). Although rigorous cost analysis u I Y 2 9 REFUELING ICARUS PRIOR TO FLIGHT TO RECOVERY PORT , LIMITED PROPELLANT QUANTITIES REQUIRED, \ 4% . . . . . .. . . ... FIGURE 25 Althov&h the suggestion of launching a booster di rectl y f mm I ts landing legs (without a launch pad) may appear rather unreal i sti c, "i t's not necessarily so." Apollo mission depends on precisely such an opera- ti on, on the return phase. The Lunar Fxcursion Module (m) i s launched, while supported by i ts four l egs, from the lunar surface, where no Cape Kennedy is known to exi st. I n time, perhaps, the launch cmplex,which was re- quired at the outset of the mission, may be di s- pensed with, although it appears that i ni ti al operations woul d be conducted froma Launch pad. k i n g the retri ed flight of ICARUS, the required engine thrust i s at a greatl y reduced l evel , since the vehicle i s essenti al l y empty. merefore, the problems attendant with the engine noise l evel , and with the exhaust plume effects on the touch-down surface, are si gni fi cantl y diminished. It should be cl ari fi ed that the - FIGURE 24 9 D o w n l o a d e d
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IIy2(I The cont rol surf aces of t he t wo f i ns ( l ocat ed be- t ween t he hydr ogen t an k s ) are st owed i n t he l ocked posi t i on duri ng ascent. As t he vehi cl e i s boost ed t hrough t he at mosphere, t he t rai l i ng edge of t hese cont rol surf aces wi l l be subj ect ed t o heat flux. Fi gure 28 i s an hi st ori cal t emperat ure pl ot of t he cont rol surf ace edge. Si x mi nut es af t er l i f t - of f , t hi s edge reaches a maxi mumt emperat ure of approxi - mat el y 1,100 degrees Fahrenhei t . On t he out board edge of t he f i n, i n t he vi ci ni t y of t he vert i cal cont rol surf ace, t he st ruct ure wi l l be subj ect ed t o a maxi mumt emperat ure of onl y 200 degrees Fahrenhei t . The t rai l i ng edge was assumed t o be const ruct ed of st ai nl ess st eel , f ormed i nt o a 3- f oot radi us. One pot ent i al probl emarea, whi ch has not been subj ect ed t o ri gorous i nvest i gat i on, i s t he degree of shock wave ref l ect i on bet ween t he LH2 t anks and t he f i n surf aces. The i nt ensi t y of heat i ng and buf f eti ng, whi ch may resul t f r om t hese i nt eract i ons, shoul d be i ni t i al l y resol ved t hrough ICARUS RECOVERY AFTERFLIGHT FROM INTERIOR , VEHICLE DELIVERED TO THEATER OPERATIONS CENTER I FIGURE 26 Wr amet r i c Mi ssi on Cri t eri a Fi gure 27 present s an hi st ori cal pl ot of t he ascent t raj ect ory f or a represent at i ve mi ssi on wi nd- t unnel Lest i ng. 1 5W TEMP 400 ~ T.E RADIUS =3 F r STAINLESS STEEL f romAMR t o mi d- kr i ca. i t y, al t i t ude, f l i ght - pat h angl e, and accel erat i on are pl ot t ed as a f unct i on of t i me f r an l i f t - of f . The i ni t i al t hr ust - t o- wei ght rat i o of 1.25 wi l l bui l d up t o approxi mat el y 3 g' s af t er 150 seconds of f l i ght . Accel erat i on i s mai nt ai ned at 3 g' s, f or 3.5 mi nut es unt i l burn- out , by progressi ve t hrot t l i ng of t he mai n engi nes as propel l ant i s consumed. The pl ot def i nes t he poi nt at whi ch t he f i r st f our ext ernal hydr ogen t an k s ar e j et t i soned, some 135 seconds af t er l i f t - of f . The propel l ant 0- I n or der not t o adversel y af f ect t he vehi cl e' s st abi l i t y, t he t anks are separat ed si mul t anesoul y. Approxi mat el y 240 seconds af t er l i ft-off, t he next FIGURE 28 pi r of t anks ar e j et t i soned, wi t h t he l ast pair ej ect ed j ust af t er mai n enni ne cut of f , 350 The paramet ers of vel oc- ICARUS FI N BOOST TEMPERATURE HISTORIES INTERFERENCE EFFECTS INCLUDED 1W 250 100 80 160 1UI 320 I W 480 i s depl et ed f romt hese f our t anks concurrent l y. TIME FROM L l f l OFF, SEC seconds af t er l i ft-off. recovered, f romt he ocean, by an LDS, as descri bed i n Ref erence 1. s es e t anks are parachut e- M13.9401 ICARUS EXIT TRAJECTORY AMR TO AFRICA (RANGE= 56w N.MI.) NOTES: 1. wg = 14 x L O ~ L B 2. 1, Wt . o =1.25 3. Isp =377-455 SEC 1 TIME FROM LIFFOFF. T (SEC) FIGURE 27 Fi gure 29 pl ot s t he at mospheri c ent ry phase of t he mi ssi on t raj ect ory. By resort i ng t o l i f t modula- t i on by varyi ng t he bank angl e duri ng ent ry, t he decel erat i on can be rest ri ct ed t o a maxlmvm val ue of 3 g' s. t he physi ol ogi cal loads vary bet ween 1.0 and 1.5 g ' s for t he remai nder of t he t raj ect ory. shoul d be not ed, however, t hat t he t roops woul d be subj ect ed t o more t han 2 g' s f or only a peri od of approxi mat el y 1.5 mi nutes. The personnel woul d t hen have avai l abl e an 8- mi nut e i nt erval f or r e- covery f rom2 g' s pri or t o act i ve debarkat i on. ?he peak decel erat i on l oad occurs 190 seconds af ter entry. Short l y, t hereaf t er, t he vehi cl e i s banked t hrough an angl e of 70 degrees ( around t he vel oci t y vector), whi ch I s progressi vel y decreased duri ng an i nt erval of 200 seconds. i nt erval , t he vehi cl e mai nt ai ns a const ant al t i t ude of 160,000 f eet and a const ant f l i ght - pat h angl e of zero degrees. 2. 7 degrees, down f romt he l ocal hori zont al at ent ry i nt o t he edge of t he at mosphere (400,000 feet), i s decreased t o zero degrees wi t hi n 3 mi n- angl e- of - at t ack of 52 degrees f ran t he vel oci t y vect or t hrou&?hout t he ent i re regi me of t he ent ry maneuver. when t he propul si ve port i on of t he l andi ng maneuver Af t er t he i ni t i al peak decel erat i on, I t Dari ng t hi s The i ni t i al f l i ght - pat h angl e of Utes. The vehi cl e i s mai nt ai ned at a const ant W Approxi mat el y 12.5 mi nut es af t er ent ry, 10 D o w n l o a d e d
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i s i ni t i at ed, t he vehi cl e has t raversed some 1,650 naut i cal mi l es of r ange f romt he poi nt of at mos- pheri c i nsert i on, and t he f l i ght pt h angl e has i ncreased t o 65 degrees bel ow t he hori zont al . The vehi cl e cent erl i ne i s ori ent ed 49degrees above t he hori zont al , at st art of ent ry, and 13 degrees down f rom t he hor i zont al at t he end of t he at mospheri c entry. M.,3942A ICARUS PRELIMINARY ENTRY TRAJECTORY BANK ANGLE - MODULATED ENTRY r 2 < TIME AFl ER CNTRY (SECONDS) FIGURE 29 Figurr 30 compares maxinunu r e- ent r y t emperat ure of t he TCARUS vehi cl e wi t h comparabl e val ues f or t he i l l - f at ed X- 20 -soar. The 4, 000 degree Fahr en- hei t nose t emperat ure of t he X-20 i s anal ogous t o an equi val ent 600 degree Fahrenhei t nose t empera- t ure of I CARUS, due t o t he ef f ect i ve cool i ng of t he ICARUS nose by ci rcul at i on of l i qui d hydrogen. The bl unt nose of t he I CARUS conf i gurat i on provi des an added f ri nge benef i t , The shock mve propogat ed f romt he nose of t hi s bl unt ent ry body wi l l prot ect t he f i n l eadi ng edges f romsevere heat i ng condi t i ons. I[he f i n l eaai ng edge of t he X- 20 gl i der i s shown t o be approxi mat el y 3,000 degrees; t he 1C.WS vehi cl e, approxi mat el y 2, 500 degrees. I t shoul d be not ed, however, that t hese val ues ar e t heor et i cal maximum t emperat ures whi ch do not al l owf or any heat - si nk capabi l i t y f or t he vehi cl e st ruct ure. The f ol l ow- i ng f i gur es present t he act ual maximums predi ct ed for t he pert i nent hot - spot s on t he vehi cl e st ruc- ture. mt e b 4,000 square f eet of total surf ace area. ' The ent i re a?ea can be cont ai ned wi t hi n t he envel ope def i ned by t he ext ernal hydrogen t anks. Hence, wi nd ohear gradi ent s duri ng boost are not i mposed di rect l y on t he f i n surf ace area; ot her - wi se resul t i ng i n severe de- st abi l i zi ng manent s. -., The ICARUS f i ns were si zed t o d m appr oxi - MII.W MAXIMUM RADIATION EQUILIBRIUM TEMPERATURES FOR WINGED VEHICLES DURING ENTRY TEMPERATURES SHOWN I N ~F x-20 - FIGURE 30 Fi gure 31 i s an hi st or i cal pl ot of t he wi n body ent ry t emperat ure f or I CARUS. I t i ndi cat es t hat a maxm of approxi mat el y 1, 350 degrees -en- hei t i s reached some 480 seconds af t er at mospheri c penet rat i on. This t emperat ure i s associ at ed wi t h a st ai nl ess st eel ( +i nch honeycomb sanmi i ch) con- st ruct i on f or t he undersi de of t he body, wi t h ex- t er nal ski ns approxi mat el y .080 i nches thi ck. When t hi ckness, and resul t i ng heat st owage cap- bi l i t y, i s at t ri but ed t o t he mat er i al of t he ve- hi cl e, i t i s evi dent t hat t he t heor et i cal maximum of 1,600 degrees Fahrenhei t ( shown i n Fi gure 30) wi l l be reduced t o approxi mat el y 1, 350 degrees Wr enhei t . i ndi cat ed i n Fi gure 31, i s t he cr oss- sect i onal ar ea of t he &- f oot di amet er base. The 5,030 square f oot ref erence area, u ml sm cm m m1 w NTRY AT 121.9 KM (4W.Mo m. SEC FIGURE 31 D o w n l o a d e d
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Fi gure 32 i s a pl ot of t he f i n l eadi ng- edge t em- perat ure and i ndi cat es t hat a maxi mumof 2,000 degrees Fahrenhei t i s reached approxi mat el y 220 seconds af ter at mospheri c entry, as compared t o t he 2,500 degree Fahrenhei t t heoret i cal maxi mnu shami n Fi gure 30, or t he 3,000 degree Fahrenhei t l eadi ng edge t emperat ure of t he X-20. The pl ot of Fi gure 32 i s based on an assumed l eadi ng- edge radi us of 2 4 2 f eet and st ai nl ess st eel con- st ruct i on wi t h a ski n t hi ckness of .2 i nches. ICARUS FIN LEADING EDGE TEMPERATURE HISTORY FIGURE 32 The pl ot of Fi gure 33 def i nes t he vari at i on of t he previ ous maxi mumt emperat ure (2,000 degrees Fah- renhei t), asaf hct i on of t he st ai nl ess st eel sheet t hi ckness. t he maximum t emperat ure wi l l i ncrease t o appmxi - mat el y 2,400 degrees Fahrenhei t . edge t hi ckness i s doubl ed, t he maxi mumt emper a- t ure woul d be decreased t o approxi mat el y 1,400 degrees Fahrenhei t . ' , hen t he t hi ckness i s halved, When t he l eadi ng- Al t hough a hi gh L/ D l i f t i ng body woul d provi de great er maneuverabi l i t y duri ng t he ent ry phase, a moderat el y l owl i f t i ng body appears t o provi de sui t abl e cont rol capabi l i t y. Fi gure 34 pl ot s t he vari at i on of t he I CARUS L/ D rat i o ( CL =0.75, CD =1.78) as a f unct i on of t he angl e- of - at t ack. I t can be seen t hat a maximum L/D of about .42 can be acqui red at angl e- of - at t ack val ues bet ween 45 degrees and 55 degrees. At a zero angl e- of - at t ack, no l i f t i s generat ed by t he TCARUS vehi cl e; resul t i ng I n a pure bal l i st i c re- ent ry wi t h i ts exceedi ngl y hi gh decel erat i ons, as previ ousl y di s- cussed. M.,,,*W t 0.1, + OF ANGLE OF ICARUS EFFECT ATTACK ON LIFT TO DRAG RATIO LIFT TO DRAG 1. MODIFIED NEWTONIAN 2. REFERENCE 0.2 A =4 6 7 SQ. M. 0.1 "' I I Io Irn ANGLE OF ATTACK. 0 (DEW FIGURE 34 Fi gure 35 i s a pl ot of t he maneuverabi l i t y whi ch When a const ant bank angl e i s mai nt ai ned t hr ough- out t he i ni t i al 3 mi nut es and f i nal 6 mi nut es of ent ry ( excl udi ng t he const ant - al t i t ude porti on), t he down- range and cross- range maneuver capabi l i t y can be vari ed a8 sham. The nomi nal desi gn pi nt of t he I CARUS vehi cl e, whi ch al l ows a maxi mumde- cel erat i on of 3 g' s duri ng E- ent r y, would be ac- qui red wi t h a const ant bank angl e of 50 degrees. Under t hese condi t i ons, t he down- range maneuver capabi l i t y coul d be vari ed by 1,500 naut i cal mi l es, wi t h t he cross- range t ouch- down poi nt con- t rol l ed t o approxi mat el y 120 naut i cal mi l es. These vari at i ons ar e def i ned as di spersi ons frm t he nani nal t ouch- down l ocat i on resul t i ng frm pure bal l i st i c ent ry ( Ki t bout l i f t capabi l i ty). k i n g a ROMBUS bal l i st i c recovery fran orbi t ( at an angl e of 1.5 degrees), i t was est i mat ed t hat t he +sigma t ouch- down di spersi ons woul d be con- t ai ned wi t hi n an el l i pse havi ng a 13.6 naut i cal mi l e major axi s and a 1.6naut i cal mi l e mi nor axi s (C.E.P. = 1.53 naut i cal mi l es). Af ter I CARUS horl zont al vel oci t y cancel l at i on, sel ect i ve segment s of t he propul si on syst emwoul d be r e- i gni t ed t o provi de hover and hori zont al t ransl at i on capabi l i t y f or t he vehi cl e. t i mat ed t hat approxi mat el y 60,000 pounds of on- board propel l ant woul d be requi red t o al l owt he vehi cl e t o hover, t hen pi t ch over 10 degrees, and t ransl at e 1,000 f eet hori zont al l y i n 30 seconds. i s predi ct ed f or a vehi cl e of t he I CARUS type. U I t i s es- W 12 D o w n l o a d e d
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ANGLE OF ATTACK =45 DEG LI D =0.425 INERTIAL ENTRY ANGLE =-2. 1 DEG 3 G DECELERATION LIMIT - 1 I I BANK ANGLE I THROUGHOUT MANE,UVER f .~... DESIGN POINT . . . .. 1 ~- O"l.0 1.2 1.4 1.6 1.0 2.0 M 1629011 GLOBAL TRANSPORT VS PLANE LOADING AND UNLOADING TIME COMPARISON DOWN-RANGE MANEUVER CAPABILITY (1.W N. MI.) FIGURE 35 One major consi derat i on, whi ch must be reckoned wi t h when consi deri ng a t r oop t ransport mi ssi on of t he ICARlJ S t ype, woul d i nvol ve t he t i me r e- qui red t o prepare t he vehi cl e f or f l i ght readi ness. The t i me- consumi ng preparat i ons and count - dam procedures, requi red f or today' s expendabl e boost ers, woul d render a rocket - t ransport mi ssi on i mpract i cal . Si nce I CARUS woul d not be operat i onal unt i l t he earl y 198O's, i t i s not unreal i st i c t o post ul at e t hat , af t er boost er r euse has become comnonpl ace, t he f l i ght readi ness t i me may be di mi ni shed t o a l evel comparabl e t o t hat of t oday' s comer ci al i rcraf t ; t hat i s, fromt ouch- down t o t he next con- ' -6eci i ti ve f l i ght . For t he ROMBIJS reusabl e orhi t al boost er, i t was est i mat ed t hat 76 days woul d he i ni t i al l y requi red f or vehi cl e t urn- around t i me f romf i rst l aunch t o f i rst re- l aunch. Thi s concl usi on was based on t he f ol l owi ng t i me est i mat es: ment requi red 16 days, 2) one week st ay- t i me of vehi cl e on l aunch pad, and 3) one week requi red for l aunch pad ref urbi shment . t ask t o post ul at e, concl usi vel y, t he degree of i ncreased conf i dence l evel and reduced l aunch preparat i ons whi ch wi l l resul t f romrepeat e boost er reuse. only experi ence can be subst i t ut ed for specul at i on and conj ect ure on t hese vi t al con- si derat i ons. Cl earl y, i t i s i mperat i ve t hat t i me- consumi ng pre- f l i ght operat i ons must be mi ni mi zed. T mnd t hi s end, t he I CARUS vehi cl e woul d cont ai n on- boar d aut omat i c check- out equi pment t o provi de i nst ant readi ness. The premi se of reduced t urn- around t i me accept ed, t he maj or consi derat i on remai ni ng, t o i nf l uence t he f easi bi l i t y of rocket - borne t r oop t ransport s, woul d be t hat t i me requi red f or l oadi ng and unl oad- i ng of t he vehi cl e. Fi gure 36 t abul at es est i mat ed l oadi ng t i mes, compari ng t he ICARUS mi l i t ary t ransport wi t h equi val ent numbers of mi l i t ary ai r - craf t , whi ch woul d be requi red t o accompl i sh t he same payl oad- carryi ng mi ssi on. The rocket t mns- ort woul d requi re approxi mat el y t wi ce as l ong t o l oad 600 t roops and 132,000 pounds of cargo, as t he t en equi val ent ai rcraf t woul d necessi t at e. Duri ng t he unl oadi ng operat i on, i t i s est i mat ed t hat t he t roops f romt he rocket t ransport coul d be debarked i n sl i ght l y more t i me t han i s requi red 1) vehi cl e ref urbi sh- I t i s an i mpossi bl e FIGURE 36 F i we 37 compares t he ICRRUS vehi cl e, wi t h i t s l anded wei ght of 1.28mi l l i on pounds, wi t h t hr ee t ypi cal mi l i t ary ai rcraf t whi ch var y f rom270,000 pounds t o 80,000 pounds at t ouch- down. The t abl e i ndi cat es t hat t he I CARUS vehi cl e, even when onl y t hree of i t s f our l egs are l oaded on t ouchdown, can l and on any t ype of t errai n, wi t h t he except i on of qui ck- sand or si l t. By canpr i son, t he 8- 52C and E-8 coul d not be support ed by anyt hi ng ot her t han hard rock, whi ch has an al l owabl e beari ng pressure of 50 t ons per square f oot . The C- n8, however, coul d be support ed by sof t rock, whi ch hac an al l owabl e beari ng pressure of 8 t ons per square f oot . For a t ypi cal mi ssi on ( f r omAMR t o mi dAf ri ca) , t he t abl e shows t hat t he wei ght of t he I CARUS t r oop t ransport coul d r eadi l y be sup- port ed on coarse sand ( such as i s f ound i n t he Sahara desert ) by moderat el y- si zed l andi ng pads ( 6- f eet square) on each of t he f our l andi ng l egs. M 142198 GLOBAL TRANSPORT VS AIRPLANE LANDING LOAD COMPARISON " ARD CUY L 5.0 7 x 7 SAND (MIXED) (4.4 Ti FT2) GRAVEL 6 FIRM 6.0 6 x 6 1 COIRsf SAND 16.0 Ti@> (MIXED) swr ROCK 8.0 S X 6' HARD ROCK 50.0 * X I *DISREGARDS LENGTH OF PREPARED LANDING STRIP REQUIRED ( I . , TI " 2) ( 131 Ti FTT2) FIGURE 37 13 D o w n l o a d e d
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Fi gure 38 compares I CARUS wi t h one proposed versi on of t he SST ( supersoni c transport). Al t hough I CARUS has appr oxWt eI y ei ght t i mes t he payl oad capabi l - i t y of t he SST, i t s gross wei ght i s 28 t i mes l arger, and i t s l andi ng wei ght i s 4.5 t i mes great er. I t has a r ange t wo and one- hal f t i mes as great as t he SST. J t s crui si ng speed, as i ndi cat ed i n Fi gure 38, woul d be ei ght and one- hal f t i mes t hat of t he SST. l i st i c t ransport are: and 2) el i mi nat i on of t he requi rement for a l and- i ng runway. Undoubt ebl y, one paramet er i nf l uenc- i ng t he evol ut i on of an I CARUS- t ype vehi cl e wi l l be i t s cost - ef f ect i veness. As i ndi cat ed by t he f i gure, i t does not appear t hat a rocket - powered vehi cl e, usi ng hi gh- ener gy propel l ant s, can ef - f ect i vel y compet e wi t h ai rpl anes on an operat i onal cost basi s. The pri nci pal advant ages of f ered by t he bal - l ) t ransi t t i me reduct i on TRANSPORT VEHICLE COMPARISON T WUCUI ,CAR" $-MI,. TRANSP NASL SCAT ,I IS, TOTAL USf FUL PAYLOAD WEIGHT 33 m LBS PAOILNGERS __ ZI 2W LBS (125 PA& +BAGGAGE) --I32,oW LBS] @x R@ +EVUIP.l C l R M GROSS WLlGHT UNDl NC WrlOH, CRUlslNO IPFCD ~~~ TRANSIT TlML TOR ,Ma N.M,. OISIINCI - 1.4 HRS1THEO.l RUNWA" LENGTH - TAl EOf l 1112-2 I E % S K . M I -LANDING El i , Ml l E COST< ," " C > ~ A%%- 14 OWm0 LBI ;&M% 275,mO L B I -1 580 h LBS , 7 m urn ~- 1m.w LBI t6.c$gaM;sr 19 MIN B R . : : T : ' . 8 9- n 7 CENTIIH.MI. (FUEL ONLY1 (RLUSABLE " THICLFI FIGURE 38 When a l arge number of reuses can be real i zed for each vehi cl e, t he operat i onal cost s are cmpr i sed, pri nci pal l y, of l aunch cost s and t he cost f or pr o- pel l ant s. Fi gure 39 present s prel i mi nary cost est i mat es for t he t ransport mi ssi on. Tne t ot al cost for bot h rocket propel l ant s, at a mi xt ure rat i o of '7 t o 1, i s approxi mat el y 5f per pound as compared t o 2) per pound for each pound of ker o- sene consumed by t he ai rcraf t engi ne. I n t erns of cost per seat - mi l e, consi deri ng only t he speci f i c f uel cost ( when t he vehi cl e cost i s amort i zed over a l arge number of f l i ghts), TCMUS woul d cost 27 t i mes as much t o operat e t han woul d a convent i onal j et ai rcraf t . Al t hough cost of cryogeni c propel l ant s can be ex- pect ed t o reduce wi t h mass product i on, i t does not appear t hat i t can concei vabl y be reduced t o a compet i t i ve l evel wi t h J P-4 f uel s. Moreover, a bal l i st i c t raj ect ory, of t he TCARUS t ype, woul d consume f ar more propel l ant wei ght , f or t he same t ot al range and payl oad, t han woul d a convent i onal ai rcraf t . ?%is poi nt i s borne out by i nspect i on of Fi gure 39. woul d carry a t ot al payl oad equi val ent t o TCARUS. These seven ai rcraf t woul d consume a t ot al of 1.46 mi l l i on pounds of J P-4 (at 2,d per pound), as compared t o I CARUS whi ch requi res 12 mi l l i on pounds of cryogeni c propel l ant s (at an average cost of 5,d per pound). For exampl e, seven DC- 8F ai rpl anes GLOBAL TRANSPORT VS. AIRPLANE u 142561 FUEL COST COMPARISON RANGE - N. MI. PAYLOAD - TONS (INCL. STRUCT.) USEFUL PAYLOAD (TONS) USABLE FUEL (LB.) SPECIFIC FUEL COST ($/TON-MILE) 0.612 NUMBER OF REFUELING STWS SPECIFIC FUEL COST ($/SEAT-MILE) FUEL COST (IILB.) 0.051 TRWP CAPACITY 12w C-l j SA K- 8F C-130A G. ' 0.017 0.017 i 0.017 0.025 0.025 ~ 0.024 1 1 2 175 189 I 92 0.W25 0.0025 0.W24 ASSUMED PROPELLANT COSTS JP4 AT $0.11 I GAL.($0.02/ LB )- LO2 AT IO.OZILB-LH2 AT 10.271LB FIGURE 39 Concl udi ng Remarks Cl earl y, t he argument f or a rocket - powered t r ans- port i s not based on economy, nor i s i ncreased passenger ccnnfort a real i st i c rat i onal e; nevert he- l ess, t he sane can be sai d f or t he SST. Yet, t he i nsat i abl e demand f or ever- i ncreasi ng speed i s provi di ng t he necessary i mpet us f or devel opment of t he SST, al t hough no pret ense of i mproved economy i s i mpl i ed. An I CARUS- t ype vehi cl e woul d be devel oped f or t he speci f i c mi ssi ons def i ned herei n. I ts mi ssi on pot ent i al must be exami ned wi t hi n t he proper con- t ext - as a possi bl e ext ensi on of reusabl e boost er \J t echnol ogy. Onl y when t he l at t er machi ne al ready exi st s, for sat i sf yi ng space expl orat i on requi re- ment s, wi l l i t s adapt at i on f or bal l i st i c t ransport purposes appear warrant ed. Bef ore t he desi rabi l - i t y of a bal l i st i c t ransport can he est abl i shed, j ts anol ogy t o "Operat i on Bi g Li f t " must be re- exami ned. The 4.45 mi l l i on pounds of t ot al pay- l oad, t ransport ed duri ng "Bi g Li f t " whi ch requi red 235 mi ssi ons, coul d be perf ormed wi t h 17 ICARU3 mi ssi ons. ' The 10 hours requi red f or each ai rpl ane f l i ght coul d be reduced t o sl i ght l y more t han an hal f - hour wi t hout ref uel l i ng - and each mi l i t ary mi ssi on coul d be under wen wi t h t he compl et e as- surance t hat a l andi ng si t e woul d be i n exi st ence upon ar r i val at t he dest i nat i on. the f ol l owi ng f undament al quest i ons remai n t o be resolved: Nevert hel ess, 1. 2. 3. 4. 5. what i s t he mi l i t ary si gni f i cance of t rans- port i ng an ent i re bat t al i on of t roops i n one vehi cl e what pri ce wi l l we pay f or drast i cal l y i n- creased speeds and i mpressi ve reduct i ons i n f l i ght t i me howmuch i s t he added l ogi st i c f l exi bi l i t y wort h when rel i ance on a l andi w st ri p i s not requi red what dol l ar val ue shal l be assi Kned t o an how i s t he det errent consequence apprai sed of a mi l i t ary ar senal whi ch i ncl udes ve- hi cl es wi t h t he above capabi l i t y unl i mi t ed- range capabi l i t y U 14 D o w n l o a d e d
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6. how can t he val ue he assessed of t he added, st i l l un!mown, benef i t s whi ch are cert ai n t o be deri ved f romf ur t her appl i cat i ons of reusabl e boost er deri vat i ves? The RO!GlJS ant ecent has been est i mat ed t o cost f rom5 t o 6 mi l l i on dol l ars f or devel opent . How much can be saved by desi gni ng t he I CNI I I S versi on as a st rai ght f orward modi f i cat i on of a presumabl y exi st i ng vehi cl e, and t o what ext ent woul d t hi s cost reduct i on of f set t he unat t ract i ve ooerat i onal -I Bi bl i ography 1. Bono, Phi l i p: "ROMBUS - An I nt egrat ed Syst ems Concept f or a Reusabl e Orbi tal Modul e ( Boost er and Ut i l i t y Shuttl e), " present ed t o An4 h- mer Meet i ng, 10s Angel es, Cal i f orni a, J une 18, 1963; AI AA Prepri nt No. 63- 2p; al so Dougl as Ai rcraf t Campany Engi neeri ng Wper No. 1552. 2. Bono, milip, C. H. Pri nt z, and G. E. Kahre: "The I nf l uence of Unconvent i onal St ruct ures cost - ef f ect i veness of t he bal l i st i c t rani port ? I n concl usi on, i t must be st at ed t hat approxi mat el y a bi l l i on dol l ar s wi l l be spent f or devel opment of t he Supersoni c Tr anspor t , purel y f or t he sake of i ncreased speed. 40 t o 80ai rpl anes, each SST woul d cost t hree t o four t i mes as much as t oday' s comer ci al j et t r ans- port; yet , t hi s f act i s not hi nderi ng necessary progress i n a vi t al t echnol ogy. Perhaps a smal l er versi on of ICARUS, rel at ed t o a Sat urn- cl ass of reusabl e boost er, woul d prove more 4. Bono, Phi l i p and J ohn P. Hayes: "The Econcmi c at t ract i ve. A bal l i st i c t ransport of t hi s si ze Aspect s of a Reusabl e Si ngl e- St age- t o- Or bi t and Advanced Mat eri al s on Boost er Reusabi l i t y, publ i shed i n Proceedi ngs of t he A W Fi f t h Annual St ruct ures and Mat er i al s Conf erence at Wlm Spri ngs, Cal i f orni a, Apri l 1- 3, 1964; . al s o Dougla s Ai rcraf t Cmwny Engi neeri ng Paper No. 1829. i n Ast ronaut i cs and Aeronaut i cs TAbAT J anuar y 1964, pp 28- 34. Based on an est i mat ed market of 3. Bono, Phi l i p: "The ROMBUS Conce t '' bl i shed coul d al so hc t i on as a t ouri st carri er t o eart h orbi t and return. The mi l i t ar y I CARUS si ze, as wer e many of i t s desi gn f eat ures, was a di rect r e- sul t of i t s predecessor conf i gurat i on, t he ROMRUS reusabl e booster. Al t hough t he J CARUS concept has been subj ect ed t o onl y a superf i ci al anal ysi s, i t can be st at ed, wi t h a hi gh degree of conf i dence, t hat i t s t echni cal f easi bi l i t y has been cmpl et el y veri f i ed. Acknowl edgement s The aut hors wi sh t o express t hei r si ncere grat i t ude t o t he ent i re st af f of t he Douglas Ai rcraf t Com- pany? ~ Advance hunch Vehi cl e Technol ogy Teamand, - ' i n part i cul ar, t o t he follovfng personnel f or t hei r support and capabl e generat i on of much of t he t ech- ni cal data cont ai ned her ei n; wi t hout t hei r col l ec- t i ve cont ri but i ons, t hi s paper woul d not have been possi bl e. C. M. Ai l man, Acoust i cs G. C. Budri s, St rengt h J . E. khl, Gui dance and Cont rol C. D. Pay, Test and Devel opnent R. H. Gri mes, Mechani sms R. V. Hauver, Fl i ght Mechani cs K. A. Hof f mayer, Operat i ons Anal ysi s D. R. J ohnson, Ground Suppor t Equi pnent M. J. Kl empa, Operat i ons Research T. G. Lee, Thennodynami cs R. H. Mi chael i s, Propul si on - Engi ne I nt egrat i on W. D. Nason, El ect roni cs C. H. Pri nt z, St ruct ure R. G. Ri edesel , Aav. Proj ect Engi neer T. P. Sapp, Cost Anal ysi s H. B. Sorki n, Cost Ef f ect i veness K. L. Tanney, Rel i abi l i t y P. B. Thcmpson, Propul si on - Subsyst ems G. A. Ursi ni , Ground Operat i ons S. J . Vi scovi ch, St ruct ural Desi gn S. E. Wei nst ei n, J han Fact ors J. L. Woodwort h, Wei ght Anal ysi s Sme vehi cl e desi gn dat a for I WRUS, cont ai ned i n t hi s paper, were deri ved f roma st udy of ROMBUS sponsored by NASI\ Fut ure Pr oJ ect s Of f i ce, Mar shal l Spxe Fl i ght Cent er. - (ROOST). " December 1962. 5 . Gunkel , R. J., P. Bono, and F. H. Bergonz: "Recovery Syst emConcept s f or a Reusabl e Chemi - cal Boost er, " present ed t o ARS 17t h Annual Meet i na and Swce Fl i aht Fkwsi t i on at Los Angel es, Cal i f orni a, Govembi r 18, 1962, Faper No. 2n8- 62; al so Dougl as Ai rcraf t Cm- plw Engi neeri ng Faper No. 1427. 6. J ohnson, Donal d R.: "An Anal ysi s and Compari - son of Iend and Wat er bunch Syst ems, " pr e- sent ed t o IAS Nat i onal S me r Meet i na. Los Angel es, Cal i f orni a, J une 1962; ULS &er No. 62-132; al so Dougl as Ai rcraf t Company Eng i n- eeri ng Faper No. 1313. 7. Koel l e. X. A. and W. G. Huber: ' %conomv of space ki ght , " publ i shed i n Handbook or ' bt r o- naut i cal Engi neeri ng, Sect i on 1.9, McGr aw- H i l l , 1961. 8. Hunt er, M. W., E. B. Konecci , md R. F. Trapp: '%Manned Nucl ear Spce Syst ems, " publ i shed i n Aerospace Engi neeri ng, J anuar y 1960; al so Douglas Ai rcraf t compag. Engi neeri ng %per No. 824. 9. Bono, Phi l i p: "Fut ure Boost ers - NOVA and Beyond, " present ed t o 18t h Annual Propul si on Meet i ng, sponsored by AI AA and NASA Levi s Research Center. Cl evel and, Ohi o, March 7. 1963; al so J h u g k s Ai rcraf t Cmp&y Eng i neer - ' i ng Faper NO. 1 5 ~ . 10. Gol dbaum, G. C. and J . F. whi te: "Ef f ect s of Vehi cl e Cost on Desi gn and Si zi ng of Mul t i - St aue Rocket s. " present ed t o t he 4t h Symmsium on Bal l i st i c Mi ssi l e and Space Technol -& at UCI A, August 1959; al so kughs Ai rcraf t Can- plny Engi neeri ng =per No. 801. I5 D o w n l o a d e d
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l l . St one. J ohn W.: "Fut ure of I arge Iaunch Vehi ci es, " publ i shed i n Proceedi ngs of AI AA- NASA 2nd Manned Spce ni ght Meet i ng at Pal l as, Texas, Apri l 22- 24, 1963. 12. %DD. T. P.: "Economi cs of Boost er Recoven. " -, pubi i shed i n Proceedi ngs of Symposium on Space Rendezvous Rescue and Recovery at Edwards Ai r Force Base, Cal i f orni a, sponsored by Ameri can Ast ronaut i cal Soci et y and t he Ai r Force Fl i ght Test Cent er, Sept ember 10-12, 1963; al so Douglas Ai rcraf t Company Engi neer - i ng Paper NO. 1652. 13. Mode, 3. C. , H. Ni ti l anan, and P. B. nanpson: "The I nf l uence of Onboard Fropul si on Sel ect i on on Manned Spscecraf t Desi nn. " publ i shed i n Pr oceedi ngs- of AI AA 2nd &ed- Space Fl i ght Meet i ng at kl l as, Texas, Apri l 22- 24, 1963; al so Dougl as Ai rcraf t Company Fngi neeri ng Paper No. 1627. 14. Gemi s , Robert L., Gi deon Markus, and Robert G. Ri edesel : "Reusabl e- Manned- Nucl ear - Orbi t aJ . Carri er, " present ed t o t he I nst i t ut e of Aer osmce Sci ences 3l st Annual Meet i ng at New Yor k- Ci t y, J anuary 23-29, 1963, a s Paper No. 63- 32; al so Dougl as Ai rcraf t Company Engi neeri ng Paper NO. 1467. 15. Burge, G. C. and D. 1J. Kendl e: ' Base Pr es- sure FYf ect s on t he Thrust Perf ormance of Un- convent i onal Rocket Nozzl es, " present ed t o t he 5t h LI Quid Pr oaul si on Svmmsiumat Tamoa. Florida, &ember i 963; al sb - Comprny Engi neeri ng Paper No. 1 16. Koel l e. H. Hemn: "Trends i n Far t h- t o- Or bi t Transport at i on Syst ems, " publ i shed i n Ast ronaut i cs and Aer ospce Fql neer i x, Oct ober 1963, pp 25- 30. 17. Bono. Phi l i p: "Advanced Rocket Concept s. " publ i shed i n Mechani cal Engi neer i w(ASME), J anuary 1964, pp 21- 25. V 16 D o w n l o a d e d