The X-33 VentureStar

The Reusable Launch Vehicle (RLV) Technology Program is a partnership between NASA and industry to design a new generation of launch vehicles expected to dramatically lower the costs of putting payloads in space. Today's launch systems are complex and costly to operate. The RLV program stresses a simple, fully reusable vehicle that will operate much like an airliner. NASA hopes to cut payload costs from $10,000 a pound, as it is today, to about $1,000 a pound. To accomplish this goal, NASA sought proposals from US aerospace industries for the RLV Technology Program.

On August 5, 1994, President Clinton issued the National Space Transportation Policy and designated NASA as the Lead Agency for advanced technology development and demonstration of the next generation of RLVs. Three concepts and preliminary designs were prepared independently by: (1) Lockheed Martin Skunk Works, Palmdale, California; (2) McDonnell-Douglas Aerospace, Huntington Beach, California; and (3) Rockwell International Corporation, Space Systems Division, Downey, California.

In July 1996, NASA selected Lockheed Martin Skunk Works of Palmdale CA to design, build and test the X-33 experimental vehicle for the RLV program. The selected team consists of Lockheed-Martin (lead by the Skunk Works in Palmdale, CA), Rocketdyne (Engines), Rohr (Thermal Protection Systems), Allied Signal (Subsystems), and Sverdrup (Ground Support Equipment), and various NASA and DoD laboratories. NASA has budgeted $941 million for the X-33 program through 1999. Lockheed Martin will invest at least $212 million in its X-33 design.

Specific technology objectives of the X-33 space vehicle include:

• demonstrate a reusable cryogenic tank system, including the tanks for liquid hydrogen (LH2) and liquid oxygen (LOX), cryogenic insulation, and an integrated thermal protection system (TPS).
• verify TPS durability, low maintenance, and performance at both low and high temperatures.
• demonstrate guidance, navigation, and control systems, including autonomous flight control of checkout, takeoff, ascent, flight, reentry, and landing for an autonomously controlled space vehicle.
• achieve hypersonic flight speeds (speeds up to Mach 15 or 18,000 km/hr(11,000 mph)).
• demonstrate composite primary space vehicle structures integrated with the TPS.
• demonstrate ability to perform 7-day turnarounds between three consecutive flights (a turnaround is the amount of time required from a takeoff and flight until the vehicle is serviced, refueled, and ready to fly again).
• demonstrate ability to perform a 2-day turnaround between two consecutive flights.
• demonstrate that a maximum of 50 personnel performing hands-on vehicle operations, maintenance, and refueling can successfully accomplish flight readiness for two flights.

Specific test flight objectives would include demonstration of:

• successful interaction of the engines, airframe, and launch (also referred to as takeoff) facility.
• engine performance, thrust, and throttling capability meets specifications.
• operability and control of the X-33's flight control surfaces (canted fins, flaps, ailerons, etc.)
• durability of the metallic thermal protection system during repeated flights.
• performance of the guidance, navigation, and control system.
• performance of primary operations facilities, including takeoff infrastructure.
• automated landing at a designated point on the runway.
• verification of tasks required to service the vehicle on landing and prepare it for next flight in minimal time.

The reusable, wedge-shaped X-33, called VentureStar, will be about half the size of a full-scale RLV. The X-33 will not take payloads into space; it will be used only to demonstrate the vehicle's design and simulate flight characteristics of the full-scale RLV. Lockheed Martin plans to conduct the first flight test in March 1999 and achieve at least 15 flights by December 1999. NASA has budgeted $941 million for the project through 1999. Lockheed Martin will invest $220 million in its X-33 design. After the test program, government and industry will decide whether or not to continue with a full-scale RLV.

The RLV will fly much like the Space Shuttle. It will take off vertically and land on a runway. However, there are differences between the two vehicles. The RLV will be a means of transport only. It will not be used as a science platform like the current Space Shuttle.

Also, the RLV will be a single-stage-to-orbit spacecraft it does not drop off components on its way to orbit. It will rely totally on its own built-in engines to reach orbit, omitting the need for additional boosters. Unlike the shuttle, the RLV will use a new linear aerospike engine, which looks and runs much differently than the bell-shaped Space Shuttle Main Engine. NASA considered the aerospike engine for the Space Shuttle 25 years ago, but opted to use the Space Shuttle Main Engine, also built by Rocketdyne. The aerospike has been revived and enhanced to power the RLV. The aerospike nozzle is shaped like an inverted bell nozzle. Where a bell nozzle begins small and widens toward the opening of the nozzle like a cone, the aerospike decreases in width toward the opening of the nozzle. The aerospike is 75 percent shorter than an equivalent bell nozzle engine. It is also lighter, and its form blends well with the RLV's lifting body airframe for lower drag during flight. The shape spreads thrust loads evenly at the base of the vehicle, causing less structural weight.

The half-scale X-33 test vehicle will use two smaller test versions of the aerospike, whilet the full-scale RLV will use seven aerospike engines. The X-33 main propulsion system (full system of engines and propellant tanks) consists of two J-2S aerospike engines, one aluminum LOX tank in the front, and two LH2 tanks in the rear for short- and mid-range flights. The vehicle could sustain one engine out at liftoff and still have sufficient power from the remaining engine to continue acceleration and make a safe landing at the intended runway or an abort landing area depending on where the engine out occurred during flight. For the long- range flights an engine out situation could be tolerated approximately 30 seconds after liftoff.

The X-33 was scheduled to complete its first flight by March of 1999. As of early 1999 the projected date for the X-33 rollout was May 1999, with its first flight planned for that July. The program is scheduled to be completed by the year 2000. The baseline test program would include a combined total of approximately 15 flights beginning in July 1999 and concluding in December 1999. The baseline test flight plan includes three short-range, seven mid-range, and five long-range test flights. Actual numbers of test flights to any range may vary due to changing plans and/or actual test flight data evaluation.

Test flights involve: (1) launching the X-33 from a vertical position like a conventional space launch vehicle?this reduces the weight of the landing gear and wheels to only that required to support an unfueled vehicle (baseline dry weight of vehicle is approximately 29,500 kg (65,000 lb) and fueled weight of X-33 is approximately 123,800 kg (273,000 lb)); (2) accelerating the vehicle to top speeds of Mach 15 (15 times the speed of sound or approximately 18,000 km/hr (11,000 mph) and reaching high altitudes up to approximately 75,800 m (250,000 ft); (3) shutting down the engines; gliding over long distances up to 1,530 km (950 mi) downrange of the launch site followed by conducting terminal area energy maneuvers to reduce speed and altitude; and (4) landing like a conventional airplane.

Optimally, the flight test plan to meet Program objectives would involve flights of approximately 160, 720, or 1,530 km (100, 450, and 950 mi). Landing sites meeting the above criteria and providing 3,050 m (10,000 ft) of hard surface are referred to as short-, mid-, and long-range landing sites, respectively. The X-33 Program prefers to land the vehicle on a dry lake bed at least for its first flight in order to have a wider and slightly safer landing area than conventional runways offer. The same philosophy was used for the Orbiter's and most X-planes' first landings.

The launch site is located within Edwards Air Force Base, California. A total of fifteen launches are scheduled over a period of approximately one year. The X-33 will blast off from the site near Haystack Butte, located at the eastern edge of the Base near the AFRL/PR. Predominantly local NASA and USAF tracking and command assets will be utilized to support this phase of flight. Construction of the X-33 launch site at was completed in December 1998, just a little more than 12 months after groundbreaking.

Once the X-33 is readied for flight, the engines will be fired two times on the launch pad, with the second firing having a duration of 20 seconds. The longest flight will be approximately 20 minutes at an altitude of about 55 miles. The plan is to demonstrate a 2-day turnaround for the vehicle. Landing sites include Silurian Dry Lake Bed, Michael Army Air Field and Malmstrom Air Force Base. One of NASA's 747s will be used to carry the X-33 from its landing destinations back to Edwards.

Silurian Dry Lake Bed near Baker, California is approximately 3000 feet wide and 12000 feet long. The lake bed will be the site of the first landing attempts for the X-33 vehicle. Three flights are scheduled to Silurian Lake that will include vehicle speeds in excess of Mach 3. The flights are scheduled to start in mid 1999.

Michael Army Airfield will be the second landing site for the X-33. This will also be the first downrange runway landing. Michael Army Airfield is part of the Utah Test and Training Range, located south of Salt Lake City. This airfield is located on the eastern boundary of Dugway. The airfield has a 3,960 m (13,000 ft) long by 61 m (200 ft) wide hard surfaced runway. Immediate surrounding terrain is relatively flat. It is a secure facility with a long history of flight operations. The airspace above Dugway Proving Ground is restricted military airspace controlled by Hill Air Force Base which manages and approves use of the Utah Test and Training Range (UTTR). Seven flights are scheduled to Michael with vehicle speeds in excess of Mach 10. Flights are scheduled to start in the latter part of 1999.

Malmstrom Air Force Base will be the third and final landing site for the X-33. The airfield was closed on Decmeber 31, 1996, except for the area used by helicopters of the Malmstrom's Air Rescue Flight. The airfield has a hard surface runway approximately 3,500 m (11,500 ft) long and 61 m (200 ft) wide with a 305 m (1,000 ft) overrun at each end. Since closure of the airfield, the USAF has no plans or budget to operate the runway. Five flights are scheduled to the Malmstrom runway with vehicle speeds in excess of Mach 15. Flights are scheduled to start in the spring of 2000.

http://www.fas.org/spp/guide/usa/launch/x-33.htm

Living the lie on a secret base

When researching I came across this guy on a forum claiming that he has worked at a secret installation in the past. It makes for interesting reading.

"Im not going to go into great details here as this is a public site. I was forced to sign a security oath that forbids me from discussing the base in details and its functions. And when I say forced, I literally was told "sign this or you dont leave this facility ever"

I will say that generally there are facilities around this nation that have stated publicly what the base does exactly. This from my experience is a complete lie. I have personally witnessed base commanders bring reporters onto base and set up false shows as to say "see this is what we do here"

What was very shocking to me is that some of the hidden secret activities were quite dangerous to the local public. And these activities endangered far more than just a few local farmers. Sometimes events happened that did some damage to the local community and the general public wasnt told.

If you live near any type of military or DoD installation, I urge you to do some research or just use your eyes. If you see reports of higher than normal cancer rates, there's a clue. If you notice that the tree line suddenly stops when approaching a facility, again another clue. These dead zones are clear to anyone that looks but for some reason most dont seem to have their eyes open.

My sister once asked me how if UFO's or 9-11 were real could the govt possibly keep it a secret. Well I lived it, FEAR was the reason. Hell, Im fearful now that the NSA is flagging this posting. Although, Im sure Im aleady on a watch list anyway as Ive voiced my opinions many times over the years. (my wife is deathly afraid Ive made the infamous FEMA list and would be imprisoned immediately upon martial law being declared).

Fear keeps people from talking. And in a society that loves freedom its a real shame that fear will keep dirty secrets from coming outI would also like to state that the fear is constantly reinforced by the govt.

Ill give a few examples...

I would say that on at least 3 occasions I was approached by women in various social outings. They were basically trying to get "close" to me if you catch my drift. Im not talking like James Bond stuff, ie get into my hotel room and snapshot some documents or anything lol. But just really silly obvious attempts to see if I could be compromised.

Sometimes I got the impression that these obvious attempts were done just as a show of force to let me know theyre always watching.

On other occasions there were attempts to probe me for weaknesses that could possibly be exploited. The govt would want to know if you have a gambling problem or have drug or alcohol dependency, or money problems, etc. I had been given chances to join in card games, betting pools, sexual encounters with prositiution rings, and some really oddball activities.

Once I was approached by some (what looked like) high school or young college kids about me getting involved in some counterfeit ID ring operation.

It is possible that some of these attempts to compromise me were in fact real operatives. Others were certainly just the govt testing me. In fact I recall once while waiting for a bump with my clearance status one of the above attempts happening.

It really made me afraid to say anything. I was always afraid any slip of the tongue would net me a visit to Ft. Leavenworth. When these guys would listen in on my phone calls they wouldnt even try and hide it. A few times I distinctly heard a click and another time I could somehow hear an entirely other phone conversation going on between other people.

I dont think full disclosure will ever happen in my lifetime honestly. Not unless the cloak of fear is ever lifted. Its real, its threatening, and it keeps people quiet."

http://www.abovetopsecret.com/forum/thread286050/pg1

http://ufocasebook.conforums.com/index.cgi?board=area51&action=display&num=1186487472&start=0#1190105453

NASA's 'Morphing Airplane'

Image caption:

An artist's rendering shows advanced concepts NASA envisions for an aircraft of
the future. Called the 21st Century Aerospace Vehicle, and sometimes nicknamed
the Morphing Airplane, the concept includes a variety of smart technologies that
could enable inflight configuration changes for optimum flight characteristics.

Now this is a strange concept to begin working on. An aerospace vehicle that morphs depending on various flight characteristics. Obviously NASA tell the whole truth and nothing but the truth so this is as they say just an 'advanced concept'.......Yeah Right, we all know that when a project is anounced it has more than likely been in operation for numerous years prior to the announcement.

The mysterious TR-3B program

A friend said, he would never forget the sight of the alien looking TR-3B based at Papoose. The pitch black, triangular shaped TR-3B was rarely mentioned--and then, only in hushed whispers--at the Groom Lake facility where he worked. The craft had flown over the Groom Lake runway in complete silence and magically stopped above Area S-4. It hovered silently in the same position, for some 10 minutes, before gently settling vertically to the tarmac. At times a corona of silver blue light glowed around the circumference of the massive TR-3B. The operational model is 600 feet across.

The TR-3B is Code named Astra. The tactical reconnaissance TR-3B first operational flight was in the early 90s. The triangular shaped nuclear powered aerospace platform was developed under the Top Secret, Aurora Program with SDI and black budget monies. At least 3 of the billion dollar plus TR-3Bs were flying by 1994. The Aurora is the most classified aerospace development program in existence. The TR-3B is the most exotic vehicle created by the Aurora Program. It is funded and operationally tasked by the National Reconnaissance Office, the NSA, and the CIA. The TR-3B flying triangle is not fiction and was built with technology available in the mid 80s. Not every UFO spotted is one of theirs.

The TR-3B vehicles outer coating is reactive to electrical Radar stimulation and can change reflectiveness, radar absorptiveness, and color. This polymer skin, when used in conjunction with the TR-3Bs Electronic Counter Measures and, ECCM, can make the vehicle look like a small aircraft, or a flying cylinder--or even trick radar receivers into falsely detecting a variety of aircraft, no aircraft, or several aircraft at various locations. A circular, plasma filled accelerator ring called the Magnetic Field Disrupter, surrounds the rotatable crew compartment and is far ahead of any imaginable technology.

Sandia and Livermore laboratories developed the reverse engineered MFD technology. The government will go to any lengths to protect this technology. The plasma, mercury based, is pressurized at 250,000 atmospheres at a temperature of 150 degrees Kelvin and accelerated to 50,000 rpm to create a super-conductive plasma with the resulting gravity disruption. The MFD generates a magnetic vortex field, which disrupts or neutralizes the effects of gravity on mass within proximity, by 89 percent. Do not misunderstand. This is not antigravity. Anti-gravity provides a repulsive force that can be used for propulsion. The MFD creates a disruption of the Earth's gravitational field upon the mass within the circular accelerator. The mass of the circular accelerator and all mass within the accelerator, such as the crew capsule, avionics, MFD systems, fuels, crew environmental systems, and the nuclear reactor, are reduced by 89%. This causes the effect of making the vehicle extremely light and able to outperform and outmaneuver any craft yet constructed--except, of course, those UFOs we did not build.

The TR-3B is a high altitude, stealth, reconnaissance platform with an indefinite loiter time. Once you get it up there at speed, it does'nt take much propulsion to maintain altitude. At Groom Lake their have been whispered rumours of a new element that acts as a catalyst to the plasma. With the vehicle mass reduced by 89%, the craft can travel at Mach 9, vertically or horizontally. My sources say the performance is limited only the stresses that the human pilots can endure. Which is a lot, really, considering along with the 89% reduction in mass, the G forces are also reduced by 89%.

The TR-3Bs propulsion is provided by 3 multimode thrusters mounted at each bottom corner of the triangular platform. The TR-3 is a sub-Mach 9 vehicle until it reaches altitudes above l20,000 feet--then God knows how fast it can go! The 3 multimode rocket engines mounted under each corner of the craft use hydrogen or methane and oxygen as a propellent. In a liquid oxygen/hydrogen rocket system, 85% of the propellent mass is oxygen. The nuclear thermal rocket engine uses a hydrogen propellent, augmented with oxygen for additional thrust. The reactor heats the liquid hydrogen and injects liquid oxygen in the supersonic nozzle, so that the hydrogen burns concurrently in the liquid oxygen afterburner. The multimode propulsion system can; operate in the atmosphere, with thrust provided by the nuclear reactor, in the upper atmosphere, with hydrogen propulsion, and in orbit, with the combined hydrogen\ oxygen propulsion.

What you have to remember is, that the 3 rocket engines only have to propel 11 percent of the mass of the Top Secret TR-3B. The engines are reportedly built by Rockwell. Many sightings of triangular UFOs are not alien vehicles but the top secret TR-3B. The NSA, NRO, CIA, and USAF have been playing a shell game with aircraft nomenclature - creating the TR-3, modified to the TR-3A, the TR-3B, and the Teir 2, 3, and 4, with suffixes like Plus or Minus added on to confuse further the fact that each of these designators is a different aircraft and not the same aerospace vehicle. A TR-3B is as different from a TR-3A as a banana is from a grape. Some of these vehicles are manned and others are unmanned.

From: http://www.darkgovernment.com/tr3b.html

Strange satellite image showing black aircraft?

Ive had this image a while now and remember being told it was from a satellite somewhere over Nevada. It looks like aircraft shadows on the ground. The aircraft seem to be in formation but what is curious is the large triangular shape at the back.

I have no idea what it is but anyone with an interest in black aircraft may find this interesting.

SR-71 Blackbird on Aircraft Carrier!!

Check out this excellent image from Google Earth of an SR-71 on an aircraft carrier in the New York area. Definately something you dont see everyday!

Link: http://maps.google.com/?ie=UTF8&z=19&ll=40.764456,-74.00002&spn=0.000892,0.002682&t=k&om=1

Hypersonic Aircraft (Patent filed with designs)

Patent: Ultra Hypersonic Aircraft

http://www.google.com/patents?id=xrY4AAAAEBAJ&printsec=abstract&zoom=4&dq=hypersonic#PPA1,M1

A 13 page Patent filed in 1986 detailing a design for an Ultra Hypersonic Aircraft.

Propulsion System for Hypersonic Flight (up to Mach 10)

Patent: Propulsion System for Hypersonic Flight

http://www.google.com/patents?id=rd8cAAAAEBAJ&printsec=abstract&zoom=4&dq=hypersonic#PPP1,M1

This is a very interesting Patent filed in 1989 by Messerschmitt - Boelkow - Blohm which details plans for a Hypersonic Propulsion System capable of speeds up to Mach 10.