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

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.

Kliper: too many unknowns

MOSCOW. (RIA Novosti political commentator Andrei Kislyakov) - People say that Russians and Americans are very much alike. Mentally, of course. Especially when we think of something big and impressive, such as a space effort.

Sometimes, we copy each other's problems with mirror-like precision. Here is the latest example.

Until recently no one could doubt the prospects of Russia's reusable space transport system. For some years the Russian Space Agency (Roskosmos) has been talking its head off about the Kliper craft as the system's core. When early this year a tender was announced for developing and manufacturing a spaceship, it was a mere formality. Everybody knew the winner would be the Energiya Rocket and Space Corporation's Kliper project. Its features have been paraded dozens of times, its mock-ups have been on display at shows and exhibitions from Tokyo to Paris to Berlin. The fruit was about to fall from the tree.

Also until recently we knew practically nothing of a similar American project. The Americans intend to build, under NASA's Constellation Program, the reusable Crew Exploration Vehicle (CEV) for missions to the International Space Station and, later to the Moon and Mars.

Overnight everything changed. Late in June, speaking at the Farnborough aerospace show, the Roskosmos leadership suddenly announced that they were suspending the tender and would instead adopt a multi-stage program of creating a space transport vehicle. Now the main emphasis is on the time-tested orbital workhorse, the Soyuz spacecraft. On the American side, everything is tip-top and clear. They have even come up with a name: Orion.

From elementary algebra we know that a linear equation like X + 5 = 10 can be solved when there is only one unknown. The Americans seem to be on good terms with mathematics. According to NASA's interpretation, everything is clear and understandable. If the two aerospace giants - Lockheed Martin and Northrop Grumman - plus Boeing, which all claim leadership of the Constellation Program, are given the 1.1 billion dollars allocated for the development and construction of the spacecraft by 2012, we will get the desired X: the Orion.

For the Russian program, or its new package, it is impossible even to compile a rough equation. Here is a quote from an Internet news briefing held by Roskosmos chief Anatoly Perminov, who on July 24 tried to explain the sudden change in the plans to build a Russian space transport system.

"The year-by year breakdown of research and development costs provided by companies bidding to build a likely ship, in particular the Kliper, exceeds the figures in the Russian Federal Space Program budget for 2006-2015, so the program must be drastically changed.

"In view of the above, after examining the bids, a proposal by the Energiya Rocket and Space Corporation to develop a promising transport system in two or three stages was given preference. Its suggestion for the first stage is to upgrade and modernize the Soyuz spacecraft, which has proved its worth over forty years of operation by being very reliable and relatively cost-effective in taking a crew member to an orbiting station. The modernization effort, in our view, should ensure that the new Soyuz makes not only orbital flights, but also missions to the Moon, making room for new engineering solutions and system tests for use in the next stages of development of a new-generation craft. The results of first-stage work may help us to decide on the type of the next-generation ship, if one is necessary."

Even a cursory glimpse at the quote suggests there are three unknowns involved. The first is money. The part about "breakdown of costs" leads us to understand that no money has been or is available for the Kliper.

Strange. The new spacecraft has been in the news for some time now. Time enough for its full-scale replica to be put on view at the MAKS-2005 air show in Zhukovsky outside Moscow, where it was photographed by dozens of journalists and seen by hundreds of tourists. A bit later, a special government resolution, dated October 22 and numbered 635, approved Russia's Federal Space Program. The Manned Flights subsection explicitly tells us that "... steps are planned to develop a new-generation spacecraft."

It emerges that Energiya and all the rest of them have been working on something which was in no way to be subsidized. Or, if subsidized, then the program had to be "drastically changed."

To my knowledge, Energiya has estimated the cost of the Kliper project at $1 billion. Let us recall, incidentally, the American program's $1.1 billion. But the Federal Program budgeted only one-third of that sum. In other words, a super-modern craft was to have been built without sufficient financing. But I do not think that anyone would ever have managed to develop and build a space transporter for the price of a pair of pantyhose.
The second unknown in this para-mathematical solitaire is the space veteran, the manned Soyuz ship. Why all this fuss with the Kliper if Energiya always had an ace up its sleeve - the Soyuz orbiter - which can easily be passed off as a Lunik? True, upgrading the ship would involve substantial outlays, as an old rule of thumb says about recarving something old into something new.

And the last unknown is the Kliper itself, which will now get a new lease on life "if necessary". This "if" breeds sad thoughts about the prospects for the re-engineered Soyuz and its ability to stride across centuries.
It is clear that developing a Kliper-type reusable spacecraft was attempted on the off-chance that it would be possible to fund it, which is so typical of Russians. But the well-spinned Russian idea failed to catch the attention of both Russian and foreign sponsors.

No one disputes that Russia is a great space power, and no one will ever doubt it as long as we throw out the deadwood of "unknowns" from our programs.

Air Force Plans Flight Tests Of Hypersonic Vehicle

A joint U.S. Air Force and Defense Advanced Research Projects Agency (DARPA) project is moving speedily along--intended to fly to Mach 20, plus some.

The Falcon Hypersonic Technology Vehicle program is exploring high-speed air vehicles designed for rapid, around-the-world reach. Project goals are to develop hypersonic technology for a glided or powered system, as well as advance small, low cost, and responsive launch vehicles.

A Falcon Hypersonic Test Vehicle-1 (HTV-1) is now on the books for a less than one-hour flight in September 2007. Attaining Mach 19 (19 times the speed of sound), the glided air vehicle will briefly exit the Earth's atmosphere and reenter flying between 19 and 28 miles above the Earth's surface. This inaugural voyage of HTV-1 would end in the Pacific Ocean.

The Falcon HTV program is geared to showcase the ability of a craft to attain hypersonic speeds - ranging from 6,000 to 15,000 miles per hour (Mach 9 to Mach 22), and reach altitudes between 100,000 to 150,000 feet. To do so will necessitate an airframe structure designed to survive intense heat and pressure.

There are other partners participating in the demonstration program: NASA, the Space and Missile Systems Center, Sandia National Laboratories and the Air Force Research Laboratory's (AFRL) Air Vehicles and Space Vehicles Directorates.

Work is now underway to build the Falcon HTV-1's flight hardware components. The test vehicle will be integrated at a Lockheed Martin facility in Valley Forge , Pennsylvania.

AFRL's Space Vehicles directorate, located at Kirtland Air Force Base in New Mexico, is specifically focusing on technologies for the glided system and issued a January 25 background release on the hypersonic work. Technologists there are helping to develop a thermal protection system for the HTV structure to withstand 3,000-degree temperatures and extreme exterior pressures - 25 times those experienced by NASA's space shuttle orbiter.

Other critical technology to be investigated in the Falcon HTV work includes an all carbon aeroshell. This outer casing must tolerate crushing pressures and intense heat. To keep the vehicle interior cool, an advanced multi-layer insulation is being fabricated for long duration flights. In addition, researchers are designing tools for enhanced HTV navigation and maneuverability.

A second glided flight is slated for 2008 or 2009. That HTV-2 test would feature a different structural design, enhanced controllability, and higher risk/performance factors during its high-speed journey. Like its predecessor, the system will reach Mach 22 speed, and then finish its one-hour plus mission in the Pacific Ocean.
Also scheduled is a third and final flight of a Falcon HTV. That test shot is planned for 2009 and will be a departure from the previous two demonstrations.

This time the reusable hypersonic glider will lift off from NASA's Wallops Flight Facility, Wallops Island, Virginia.
Screaming out of the area, the HTV-3 would be recovered in the Atlantic Ocean an hour later. In addition, the HTV-3--flying at a maximum Mach 10 speed--would achieve high aerodynamic efficiency and validate external heat barrier panels that will be reusable.

"We have made great progress and are on track for the first glided hypersonic test vehicle flight in 2007," said Russ Partch, Falcon HTV-1 project manager in the AFRL release. "It will enable a revolutionary capability to quickly respond to events anywhere around the world."

Partch added that the HTVs will prove technologies for global reach vehicles that can get a payload to the area of interest quickly in support of the joint warfighter.

The results of the trio of HTV experimental flights are viewed as having a significant impact in the development of future
affordable, adaptable, and responsive military delivery platforms and launch systems.

According to AFRL, the Falcon HTV program is expected--during the next three to four years--to tackle challenges related to hypersonic flight by in-flight validation of technologies while demonstrating operationally responsive space lift.

Story from: http://www.space.com/businesstechnology/060126_darpa_falcon.html

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.