Horizontal_Launch_-_a_Versatile_Concept
.pdf
access space ed ssur a for t concep ile sat er v A
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Screening Process |
Tech Trades |
Point Designs |
Flight Tests |
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(Fidelity Level 0) |
(Fidelity Level 0) |
(Fidelity Level 1) |
(Fidelity Level 1) |
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Surge call-up time |
Assumes all systems in near- |
Assumes all systems in near- |
Assumes all systems in near- |
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ready state; Includes fueling |
ready state; Includes fueling |
ready state; Includes fueling |
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of carrier aircraft, accelerated |
of carrier aircraft, accelerated |
of carrier aircraft, accelerated |
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final assembly, fueling of upper |
final assembly, fueling of upper |
final assembly, fueling of upper |
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stages |
stages |
stages |
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Minimum turnaround time |
Includes carrier aircraft |
Includes carrier aircraft |
Includes carrier aircraft |
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preparation, rocket stage |
preparation, rocket stage |
preparation, rocket stage |
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assembly and integration, and |
assembly and integration, and |
assembly and integration, and |
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final assembly |
final assembly |
final assembly |
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Recurring operations |
Includes operational costs of |
Includes operational costs of |
Includes operational costs of |
Includes operational costs of |
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747 carrier aircraft, support |
747 carrier aircraft, support |
747 carrier aircraft, support |
747 carrier aircraft, support |
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staff for 747 technician |
staff for 747 technician |
staff for 747 technician |
staff for 747 technician |
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team, rocket stage and |
team, rocket stage and |
team, rocket stage and |
team, rocket stage and |
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vehicle assembly/integration |
vehicle assembly/integration |
vehicle assembly/integration |
vehicle assembly/integration |
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technicians, support staff for |
technicians, support staff for |
technicians, support staff for |
technicians, support staff for |
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assembly/integration team, |
assembly/integration team, |
assembly/integration team, |
assembly/integration team, |
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propellants |
propellants |
propellants |
propellants |
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Recurring operations cost |
15% |
20% |
20% |
20% |
contingency |
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Recurring operations program |
20% |
Calculated directly in model |
Calculated directly in model |
Calculated directly in model |
management wrap |
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Reliability |
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Models / methods employed |
Excel-based Event Sequence |
Excel replication of Relex- |
Relex-based Event Tree |
Relex-based Event Tree |
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Diagram supported by Fault |
based Event Tree supported |
Diagram supported by Fault |
Diagram supported by Fault |
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Trees; failure rates derived from |
by Fault Trees; failure rates |
Trees; failure rates derived from |
Trees; failure rates derived from |
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historical data |
derived from historical data |
historical datas |
historical data |
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Failure rate: booster |
747-100 SCA: 1 in 100 flights |
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747-100 SCA: 1 in 100 flights |
separation from aircraft |
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747-400F: 1 in 100 flights |
747-400F: 1 in 100 flights |
747-400F: 1 in 100 flights |
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An-225: 1 in 125 flights |
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White Knight X: 1 in 1000 |
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flights |
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Dual-fuselage C-5: 1 in 667 |
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flights |
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White Knight XX: 1 in 667 |
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flights |
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Methodologies and ssumptions A
107
aunch l Horizontal 108
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Screening Process |
Tech Trades |
Point Designs |
Flight Tests |
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(Fidelity Level 0) |
(Fidelity Level 0) |
(Fidelity Level 1) |
(Fidelity Level 1) |
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Failure rate: stage separation |
1 in 107 flights |
1 in 429 flights |
1 in 429 flights |
1 in 429 flights |
event |
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Engine out capability |
All engines required for all |
All engines required for all |
All engines required for all |
All engines required for all |
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phases of flight |
phases of flight |
phases of flight |
phases of flight |
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Commercial Viability |
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Models / methods employed Discounted cash flow analysis supported by custom commercial and military launch demand model
Discounted cash flow analysis supported by custom commercial and military launch demand model
Discounted cash flow analysis supported by custom commercial and military launch demand model
Government Contribution to |
$400 M |
$400 M |
$400 M |
DDT&E Cost |
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Launch Market |
Commercial + Military |
Commercial + Military |
Commercial + Military |
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Anticipated Inflation Rate |
2.1% |
2.1% |
2.1% |
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Tax Rate |
30% |
30% |
30% |
Flight rate for commercial |
Calculated according to market |
viability analysis |
demand and capture. Ranges |
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between ~3 to ~7 flights per |
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year based on payload class. |
Calculated according to market demand and capture. Ranges between ~3 to ~7 flights per year based on payload class.
Calculated according to market demand and capture. Ranges between ~3 to ~7 flights per year based on payload class.
G Appendix
APPENDIX H
DETAILS OF THE AERODYNAMIC AND TRAJECTORY ANALYSES
Dimensions Used in Aerodynamic Analysis for the Point Design System Concepts
Parameter |
PD-1 |
PD-2 |
PD-3 |
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Wing |
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Aspect Ratio |
3.5 |
4.1 |
3.5 |
Taper Ratio |
0.17 |
0.09 |
0.2 |
LE Sweep Angle |
38.5° |
38.3° |
36.4° |
Platform Area |
923 ft2 |
940 ft2 |
803 ft2 |
Thickness-to-Chord Ratio |
0.1 |
0.1 |
0.1 |
Loading at 1 g |
310 lb/ft2 |
320 lb/ft2 |
380 lb/ft2 |
Incidence Angle |
5° |
5° |
5° |
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Tails (Horizontal and Vertical) |
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Aspect Ratio |
4.0 |
4.0 |
4.0 |
Taper Ratio |
0.43 |
0.34 |
0.36 |
LE Sweep Angle |
21.8° |
26.2° |
25.4° |
Platform Area |
120 ft2 |
97 ft2 |
145 ft2 |
Thickness-to-Chord Ratio |
0.1 |
0.1 |
0.1 |
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Dimensions Used in Aerodynamic Analysis for the Flight Test System Concepts
Parameter |
FT-1 |
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FT-2 |
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Wing |
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Aspect Ratio |
3.8 |
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3.5 |
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Taper Ratio |
0.15 |
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0.19 |
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LE Sweep Angle |
37.5° |
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37.3° |
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Platform Area |
598 ft2 |
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193 ft2 |
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Thickness-to-Chord Ratio |
0.1 |
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0.1 |
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Incidence Angle |
0° |
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5° |
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Tails |
Horizontal |
Vertical |
Horizontal |
Vertical |
Aspect Ratio |
4.6 |
3.7 |
5.0 |
3.8 |
Taper Ratio |
0.30 |
0.35 |
0.30 |
0.30 |
LE Sweep Angle |
25.0° |
40.0° |
23.1° |
40.0° |
Platform Area |
51.2 ft2 |
51.2 ft2 |
35.5 ft2 |
35.2 ft2 |
Thickness-to-Chord Ratio |
0.1 |
0.1 |
0.1 |
0.1 |
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A v er sat ile concep t for a ssur ed space access |
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109 |
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Appendix H
Point Design 1
45.2 ft |
10.6 ft |
10.9 ft |
27.8 ft |
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61.4 ft |
57.0 ft |
31.0 ft |
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Approximate CG
Approximate CG
Schematic used in aerodynamic analysis
CL versus Alpha at Constant Mach Number
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2.5 |
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Mach0..7 |
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0..8 |
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2 |
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Mach0..9 |
Drag tffiCoefficient |
0..7 |
iftLift tffiCoefficient |
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Mach1..1 |
0..6 |
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1..5 |
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0..5 |
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1 |
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0..4 |
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0..3 |
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0..2 |
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0..1 |
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0 |
0 |
2 |
4 |
6 |
8 |
10 |
12 |
14 |
16 |
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0 |
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Alphal (deg)( ) |
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Drag Polar at Constant Mach Number
Mach0..7
Mach0..9
Mach1..1
0 |
0..5 |
1 |
1..5 |
2 |
2..5 |
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Liftift Coefficientffi i t |
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L/D versus Alpha at Constant Mach Number |
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CM versus Alpha at Constant Deflection Angle |
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toiftDragtoLift tioRatio |
10 |
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Mach0..7 |
titMomentPitchingtffiCoefficient |
0..06 |
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0deg |
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0 |
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Mach0..9 |
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0..04 |
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5deg |
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8 |
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Mach1..1 |
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10deg |
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7 |
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0..02 |
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6 |
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5 |
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0..00 |
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4 |
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-0..02 |
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3 |
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2 |
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-0..04 |
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ref |
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Sref |
=851ftft22 |
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1 |
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L =95.0ft22 |
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-0..060 |
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refref |
. |
ft |
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0 |
2 |
4 |
6 |
8 |
10 |
12 |
14 |
16 |
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2 |
4 |
6 |
8 |
10 |
12 |
14 |
16 |
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Alphal |
(deg)( ) |
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Alphal |
(deg)( ) |
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Aerodynamic results
110 Horizontal l aunch
D et ails of the Aero d ynamic and Tr ajec tor y A nal y ses
Trajectory Analysis for the Point Design 1
ft)feet) |
150 |
125 |
(t(thousands |
100 |
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6 |
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4 |
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75 |
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5 |
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ltitAltitude |
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50 |
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1 |
3 |
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25 |
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2 |
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0 |
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5 |
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0 |
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10 |
15 |
20 |
25 |
30 |
35 |
40 |
45 |
50 |
0 |
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Downrange (nmi)( i) |
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ID |
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Event |
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Time |
Weight |
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Altitude |
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Relative |
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(s) |
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(lb) |
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(ft) |
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Velocity (f/s) |
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1 Aircraft |
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0 |
288,490 |
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25,000 |
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711 |
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separation |
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700 |
Altitudeltit |
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10 |
600 |
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9 |
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500 |
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7 |
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400 |
(thousands(t |
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200 |
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8 |
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300 |
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feet)t)f |
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100 |
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100 |
200 |
300 |
400 |
500 |
600 |
700 |
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Downrange (nmi)( i) |
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STAGE1 STAGE2 STAGE3 |
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Mach |
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Dynamic |
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Gamma |
Alpha |
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Number |
Pressure (psf) |
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(deg) |
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(deg) |
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0.7 |
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270 |
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5.0 |
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8.0 |
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2 |
Stage 1 ignition |
10 |
288,490 |
25,244 |
674 |
0.7 |
240 |
-1.4 |
8.0 |
3 |
Maximum |
38 |
248,198 |
33,459 |
1,460 |
1.5 |
835 |
32.7 |
6.0 |
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dynamic |
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pressure |
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4 |
Aerosurface |
47 |
234,596 |
41,864 |
1,668 |
1.7 |
747 |
39.0 |
6.0 |
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jettison |
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5 |
Stage 1 |
89 |
168,166 |
90,407 |
3,298 |
3.3 |
283 |
21.1 |
11.8 |
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burnout and |
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separation |
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6 |
Stage 2 ignition |
92 |
158,077 |
93,288 |
3,297 |
3.3 |
247 |
20.1 |
12.1 |
7 |
Stage 2 |
171 |
50,117 |
263,736 |
12,606 |
13.6 |
2.7 |
16.5 |
6.3 |
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burnout and |
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separation |
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8 |
Fairing jettison |
190 |
40,073 |
327,786 |
12,446 |
13.9 |
0.1 |
14.7 |
3.9 |
9 |
Stage 3 ignition |
235 |
38,650 |
446,839 |
12,162 |
13.6 |
0.0 |
10.1 |
-1.4 |
10 |
Stage 3 |
376 |
10,396 |
605,877 |
24,189 |
27.0 |
0.0 |
0.0 |
-10.5 |
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burnout and |
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separation |
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A v er sat ile concep t for a ssur ed space access |
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111 |
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Appendix H
Point Design 2
47.9 ft |
8.8 ft |
10.4 ft |
27.8 ft |
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72.1 ft
27.9 ft
62.1 ft
Approximate CG
Approximate CG
Schematic used in aerodynamic analysis
CL versus Alpha at Constant Mach Number
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2..5 |
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Mach0..7 |
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0..9 |
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0..8 |
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2 |
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Mach0..9 |
Drag tffiCoefficient |
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iftLift tffiCoefficient |
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Mach1..1 |
0..7 |
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1..5 |
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0..6 |
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0..5 |
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1 |
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0..4 |
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0..3 |
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0..5 |
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0..2 |
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0..1 |
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0 |
0 |
2 |
4 |
6 |
8 |
10 |
12 |
14 |
16 |
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0 |
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Alphal |
(deg)( ) |
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Drag Polar at Constant Mach Number
Mach0..7
Mach0..9
Mach1..1
0 |
0..5 |
1 |
1..5 |
2 |
2..5 |
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Liftift Coefficientffi i t |
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L/D versus Alpha at Constant Mach Number |
CM versus Alpha at Constant Deflection Angle |
|
10 |
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Mach0..7 |
itPitching tMoment tffiCoefficient |
0..04 |
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0deg |
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9 |
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iftLift toto Drag tioRatio |
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Mach0..9 |
0..03 |
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5deg |
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8 |
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Mach1..1 |
0..02 |
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7 |
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0..01 |
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3 |
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2 |
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-0..02 |
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S =851ft22 |
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1 |
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refref |
ft |
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L =95.0ft22 |
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0 |
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-0..03 |
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refref . |
ft |
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2 |
4 |
6 |
8 |
10 |
12 |
14 |
16 |
2 |
4 |
6 |
8 |
10 |
12 |
14 |
16 |
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0 |
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0 |
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Alphal |
(deg)( ) |
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Alphal |
(deg)( ) |
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Aerodynamic results
112 Horizontal l aunch
D et ails of the Aero d ynamic and Tr ajec tor y A nal y ses
Trajectory Analysis for the Point Design 2
ft)feet) |
175 |
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150 |
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(t(thousands |
125 |
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100 |
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7 |
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75 |
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ltitAltitude |
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4 |
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5 |
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50 |
1 |
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6 |
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0 |
5 |
10 |
15 |
20 |
25 |
30 |
35 |
40 |
45 |
50 |
0 |
100 |
200 |
300 |
400 |
500 |
600 |
700 |
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Downrange (nmi)( i) |
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Downrange (nmi)( i) |
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8 |
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700 |
Altitudeltit |
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600 |
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500 |
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400 |
(thousands(t |
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200 |
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300 |
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100 |
feet)t)f |
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0 |
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800 |
900 |
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STAGE1 STAGE2
ID |
Event |
Time |
Weight |
Altitude |
Relative |
Mach |
Dynamic |
Gamma |
Alpha |
|
|
(s) |
(lb) |
(ft) |
Velocity (ft/s) |
Number |
Pressure (psf) |
(deg) |
(deg) |
|
|
|
|
|
|
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|
1 |
Aircraft |
0 |
305,000 |
25,000 |
711 |
0.7 |
270 |
5.0 |
8.0 |
|
separation |
|
|
|
|
|
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2 |
Stage 1 ignition |
10 |
305,000 |
25,243 |
673 |
0.7 |
239 |
-1.5 |
8.0 |
3 |
Maximum |
33 |
273,006 |
30,176 |
1,271 |
1.3 |
715 |
30.6 |
6.7 |
|
dynamic pressure |
|
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4 |
Aerosurface |
46 |
255,852 |
40,848 |
1,461 |
1.5 |
602 |
44.4 |
6.7 |
|
jettison |
|
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|
5 |
Stage 1 main |
152 |
99,303 |
223,283 |
8,251 |
8.4 |
7.2 |
20.8 |
9.0 |
|
engine cut off and |
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|
separation |
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6 |
Stage 2 ignition |
154 |
78,657 |
229,081 |
8,229 |
8.4 |
5.6 |
20.4 |
8.9 |
7 |
Fairing jettison |
185 |
73,836 |
312,473 |
8,791 |
9.8 |
0.1 |
16.2 |
12.1 |
8 |
Stage 2 main |
513 |
22,969 |
606,934 |
24,189 |
27 |
0.0 |
0.0 |
2.5 |
|
engine cut off |
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|
A v er sat ile concep t for a ssur ed space access |
|
|
113 |
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|
Appendix H
Point Design 3
44.1 ft |
25.3 ft |
|
10.8 ft |
12.5 ft |
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68.4 ft |
53.0 ft |
33.9 ft |
|
Approximate CG
Approximate CG
Schematic used in aerodynamics analysis
CL versus Alpha at Constant Mach Number
|
2..5 |
|
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Mach0..7 |
|
1..2 |
|
2 |
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Mach0..9 |
Drag tffiCoefficient |
1 |
iftLift tffiCoefficient |
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Mach1..1 |
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0..8 |
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1..5 |
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0..6 |
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1 |
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0..4 |
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0..5 |
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0..2 |
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0 |
0 |
2 |
4 |
6 |
8 |
10 |
12 |
14 |
16 |
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0 |
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Alphal (deg)( ) |
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||
Drag Polar at Constant Mach Number
Mach0..7
Mach0..9
Mach1..1
0 |
0..5 |
1 |
1..5 |
2 |
2..5 |
3..0 |
|
|
Liftift Coefficientffi i t |
|
|
||
|
L/D versus Alpha at Constant Mach Number |
|
CM versus Alpha at Constant Deflection Angle |
|
||||||||||||||||
toifttoLiftDrag tioRatio |
10 |
|
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Mach0..7 |
titMomentPitchingtffiCoefficient |
0..10 |
|
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0deg |
|
0 |
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-0..04 |
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9 |
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Mach0..9 |
|
0..08 |
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..5deg |
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|
8 |
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Mach1..1 |
|
0..06 |
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..10deg |
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7 |
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6 |
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0..04 |
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5 |
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0..02 |
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4 |
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3 |
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0..00 |
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2 |
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-0..02 |
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S =716ft22 |
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1 |
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refref |
ft |
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|
L =98.7ft22 |
||
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|
refref . |
ft |
|
0 |
2 |
4 |
6 |
8 |
10 |
12 |
14 |
16 |
|
0 |
2 |
4 |
6 |
8 |
10 |
12 |
14 |
16 |
|
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|
|
Alphal (deg)( ) |
|
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|
|
Alphal (deg)( ) |
|
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||||
|
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|
|
Aerodynamic results |
|
|
|
|
|
|
|
|
|||
114 Horizontal l aunch
D et ails of the Aero d ynamic and Tr ajec tor y A nal y ses
Trajectory Analysis for the Point Design 3
|
160 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
ft)feet) |
140 |
|
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|
120 |
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|
(t(thousands |
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|
100 |
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57 |
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||
|
80 |
|
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|
|
ltitAltitude |
60 |
1 |
4 |
|
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|
6 |
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|
40 |
|
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||||
20 |
2 |
|
3 |
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0 |
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|
0 |
5 |
10 |
15 |
20 |
25 |
30 |
35 |
40 |
45 |
50 |
0 |
200 |
400 |
600 |
|
|
|
|||||||||||||||
|
|
|
|
|
Downrange (nmi)( i) |
|
|
|
|
|
Downrange (nmi)( i) |
|||||
8 |
700 |
Altitudeltit |
|
600 |
|||
|
|||
|
|
||
|
500 |
|
|
|
400 |
(thousands(t |
|
|
200 |
||
|
300 |
|
|
|
100 |
feet)t)f |
|
|
|
0
800 1000
STAGE1 STAGE2
ID |
Event |
Time |
Weight |
Altitude |
Relative |
Mach |
Dynamic |
Gamma |
Alpha |
|
|
(s) |
(lb) |
(ft) |
Velocity (ft/s) |
Number |
Pressure (psf) |
(deg) |
(deg) |
|
|
|
|
|
|
|
|
|
|
1 |
Aircraft |
0 |
305,000 |
25,000 |
711 |
0.7 |
270 |
5.0 |
8.0 |
|
separation |
|
|
|
|
|
|
|
|
2 |
Stage 1 ignition |
10 |
305,000 |
25,238 |
670 |
0.7 |
237 |
-1.6 |
8.0 |
3 |
Maximum |
35 |
277,274 |
31,292 |
1,368 |
1.4 |
794 |
28.4 |
6.1 |
|
dynamic pressure |
|
|
|
|
|
|
|
|
4 |
Aerosurface |
48 |
251,295 |
41,676 |
1,594 |
1.6 |
688 |
37.9 |
6.8 |
|
jettison |
|
|
|
|
|
|
|
|
5 |
Stage 1 main |
175 |
112,991 |
266,870 |
10,749 |
11.7 |
1.7 |
15.7 |
6.3 |
|
engine cut off and |
|
|
|
|
|
|
|
|
|
separation |
|
|
|
|
|
|
|
|
6 |
Stage 2 ignition |
177 |
82,339 |
272,644 |
10,732 |
11.8 |
1.3 |
15.5 |
6.2 |
7 |
Fairing jettison |
195 |
77,169 |
320,843 |
11,060 |
12.4 |
0.1 |
13.6 |
7.8 |
8 |
Stage 2 main |
516 |
29,437 |
607,161 |
24,118 |
27.0 |
0.0 |
0.0 |
2.5 |
|
engine cut off |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
A v er sat ile concep t for a ssur ed space access |
|
|
115 |
|
|
|
|
|
|
|
|
Appendix H
Flight Test Demonstrator 1
53.1 ft |
14.0 ft |
6.5 ft |
20.4 ft |
|
65.8 ft
|
|
|
|
|
21.6 ft |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
47.4 ft |
|
Approximate CG |
|
|
|
|
|||
|
|
|
|
|
|
|
|
|
|
|
|
Approximate CG
Schematic used in aerodynamics analysis
CL versus Alpha at Constant Mach Number
|
2.5 |
|
|
|
|
|
|
|
|
Mach0..7 |
|
0..7 |
|
. |
|
|
|
|
|
|
|
|
|
||
|
2 |
|
|
|
|
|
|
|
|
Mach0..9 |
Drag tffiCoefficient |
0..6 |
iftLift tffiCoefficient |
|
|
|
|
|
|
|
|
Mach1..1 |
0..5 |
||
|
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||||
1..5 |
|
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|||
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0..4 |
|||
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|||
1 |
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0..3 |
||
0..5 |
|
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0..2 |
||
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|||
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0..1 |
|
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|
0 |
0 |
2 |
4 |
6 |
8 |
10 |
12 |
14 |
16 |
|
0 |
|
|
|
|
|
Alphal (deg)( ) |
|
|
|
|
|
||
Drag Polar at Constant Mach Number
|
|
|
|
|
Mach0..7 |
|
|
|
|
|
Mach0..9 |
|
|
|
|
|
Mach1..1 |
0 |
0..5 |
1 |
1..5 |
2 |
2..5 |
|
|
Liftift Coefficientffi i t |
|
|
|
L/D versus Alpha at Constant Mach Number |
CM versus Alpha at Constant Deflection Angle |
|
10 |
|
|
|
|
|
|
|
Mach0..7 |
itPitching tMoment tffiCoefficient |
0..04 |
|
|
|
|
|
|
|
0deg |
|
|
9 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|||
iftLift toto Drag tioRatio |
|
|
|
|
|
|
|
Mach0..9 |
0..03 |
|
|
|
|
|
|
|
5deg |
|
||
8 |
|
|
|
|
|
|
|
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|||||
|
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Mach1..1 |
0..02 |
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10deg |
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7 |
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||||||
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||||
6 |
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|
0..01 |
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5 |
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|||
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0..00 |
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4 |
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|||
3 |
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-0..01 |
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2 |
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|
-0..02 |
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S =530ft22 |
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1 |
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refref |
ft |
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L =94.0ft22 |
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0 |
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-0..03 |
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refref . |
ft |
||
2 |
4 |
6 |
8 |
10 |
12 |
14 |
16 |
2 |
4 |
6 |
8 |
10 |
12 |
14 |
16 |
|
||||
|
0 |
|
0 |
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||||||||||||||||
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Alphal |
(deg)( ) |
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Alphal |
(deg)( ) |
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Aerodynamic results
116 Horizontal l aunch