A Two-Stage Fixed Wing Space Transportation System

COpy NO . 0:2.- Report MDC E 0056 15 December 1969 A TWO-STAGE FIXED WING I SPACE TRANSPORTATION SYSTEM FINAL REPORT Volume I Condensed Summary Contract No. NAS 9·9204 Schedule " [ [ (COO!) 31 (CATEOOI'O Report MOe E0056 Volume I 15 December 1969 FOREWORD This report in three volumes, summarizes the results for a McDonnell Douglas Phase A study of a Two Stage-Fixed Wing Space Transportation System for NASA MSC, and is submitted in accordance with NASA Contract NAS9-9204 Schedule II. The three volumes of the report are: Volume I - Condensed Summary; Volume II - Preliminary Design; Volume III - Mass Properties. This is Volume I which presents a condensed summary of our study results. This was a five month study commencing 16 July 1969 with the final report submitted on 15 December 1969. The objectives 'f the study were to provide verification of the feasibility and effectiveness of the MSC in-house studies and provide design improvements, to increase the depth of engineering analyses and to define a development approach. The preliminary design was to be accomplished in accordance with the design requirements specified in the statement of work, and with more detailed requirements provided by MSC at the outset of the study. After the study had progressed to about th, mid-point, NASA redirected the study from a baseline 12,500 1bs payload orbiter to a 25,000 1bs payload orbiter wad changed the payload compartment size from 11 ft diameter by 44 ft, long to a 15 ft diameter by 60 ft long. Directly after this change the program was interrupted so that MDAC could respond to special emphasis requirements imposed by the September Space Shuttle Management Council Meeting. ..I In the interest of clarity and expediting the report, the additional con figurations studied will not be covered in the document. Only the configuration [ having a 25,000 lbs payload in a 15 ft diameter by 60 ft long payload compartment is described in this report. However the information on other configurations had [ been transmitted previously to NASA as the work progressed. The study included eight tasks: Flight Dynamics Analysis, Thermal Protection [ System, Subsystem Analyses, Design; Mass Properties Analysis; Mission Analysis; Design Sensiti~ity Analyses; and Programmatic Analyses. The study was managed and supervised by Winston D. Nold, Study MP-nager of I McDonnell Douglas Astronautics Company - Eastern Division. NASA technical direction was administered through James A. Chamber1in,and contractual direction was provided I by Willie S. Beckham from NASA Manned Spacecraft Center. I MCDONNELL DOUGLAS ASTRONAUTICS Report MDe E0056 Volume I 15 December 1969 TABLE OF CONTENTS Section Title Page FOREWORD •• · . · . i !I 1. Summary ••• · . · . 1 2. Design Characteristics · . · . 1 1] 2.1 Orbiter • • • • • • • • • · . · . 2 2.2 Booster . 3 1J 3. Structural Design 3 4. Aerody~amics and Performance • 6 4.1 Aerodynamics • • · . 6 4.2 Performance . 8 fl 5. Thermal Protection System . 10 11 6. Propulsion · . · . 13 7. Integrated Avionics 16 II 8. T~chno1ogy and Development Plan · . 18 IIu LIST OF ~FFECTIVE PAGES i chrough 11 1 through 18 u n n u ii MCDONN....... DOUG ... AS ASTRONAUTICS u I Report MOe E0056 Volume I I 15 December 1969 1. Summary - The growth of future an integral tank structure with manned space expoloration is dependent associated frames to pick up the con I upon the development of a reusable space centrated loads. The fan cruise transportation system with operational engines are fixed in the forward practices similar to present day air fuselage which aids in balancing the craft procedures. Such a system could vehicle and simplifies the installa I achieve a dramatic reduction of oper tion. The primary heat protection is ational costs and allow a rapid expan provided by silica cloth faced hardened sion of space flight. insulation and pyrolized carbon I laminate .omposite. A two stage configuration satisfy ing these requirements has been We have concluded that this con I conceived by NASA-MSC. An important cept is a viable configuration. The feature of this configuration is that technical analysis and design results both the orbiter and booster have fixed bear this out. As appropriate, per wings and tail and look similar to tinent analyses and data generated I conventional aircraft. Tre fixed wing by the NASA-MSC in-house study is in provides good subsonic cruise and cluded in theceport. horizontal landing characteristics I which are very similar to present day 2. Design Characteristics - The high performance aircraft. reusable space shuttle described in this report is a tl-/O stage fixed wing system. The ability to enter the Both stages - booster and orbiter - have I atmosphere with a fixed wing is made a similar shape. The booster is powered possible by configuring the vehicJe by ten (10) high pressure bell engines to be aerodynamically stable at high of 400,000 lbs. sea level thrust. The I angles of attack of approximately 60°. orbiter has two (2) similar engines. This effectively exposes only the The system is sized to carry a 25,000 bottom surfac~ to the entry heating, lbs. payload to a 270 NM 55° inclination I which in turn is also considerably orbit. Both vehicles are capable of reduced because of the low planform low level horizontal flight with forward loading. Sufficient analysis has been fuselage mounted turbofan engines. Figure accomplished to show that this concept 1 shows a three view of the configuration I is feasible. A vehicle can be aero and presents some of the pertinent dynamically configured to have a characteristic data. Figures 2 and 3 hypersonic through subsonic velocity present a summary of the weight I high a trim point and also be able to breakdown and mission history weight fly subsonically at a trim low a. for the orbiter and booster. [ A reaction control system is used to provide on-orbit attitude control VEHICLE CHARACTERISTICS and terminal rendezvous and docking tJ. translation V. The RCS also pro PAYLOAD: 25.11. La (UP & 0011' I I vides attitude damping and roll atti PAYLOAD lAY: 1HT II • T tude control for lift vector orienta GROSS LifT ~F IT: :.1154. LI CROSS RAlGE: ZJlI •. 226 FT tion about the velocity vector during =1 MANEUVUIIIG 'V: _ FTISEC I entry. MAX LlO HYPEII10IIIC ~1 ORIITU:U lOOSTER: 1.5 Designs of bo~h stages incorporate LAlDIIG SPEED: \JI UOH conventional structural design tech MAX LID IlIS011C I ORIITER: UD niques. The fixed wing is of conven lDOSTER: 7.15 tional construction, except for the LANOIIIG IE IGHT heat protection. The fuselage uses DRillER: 151 .... LI I IOOSTER m,U'LI Figur. 1 I MCDONNELL DOUGLAS ASTRONAUTICS Re~ort MDe E0056 Volume I 15 December 1969 WEIGHT SUMMARY - 25K PAYLOAD WEIGHT SUMMARY - 25K PAYLOAD GROUP ORBITER BOOSTER CONFIGURATION DRBITER I BOOSTE R BODY STRUCTURE 39180 92.700 WING 14.100 31.410 LANDED WEIGHT LESS PAYLOAD 133.840 i TAIL 6.140 16.640 25.000 THERMAL PROTECTION 18.450 30.130 PAYL0AD LANDING GEAR & DRAG CHUTE 6.400 12.150 LANDED WEIGHT :58.840 311310 MAIN PROPULSION SYSTEM 16.600 15.885 fLY·HOME PROPELLAN' S 1010 80.000 AIR BREATHING ENGINES & SYSTEM 14100 30510 FLUID LOSSES lUlu 11420 RCS &TANKS 2.500 3.500 ON'ORBIT MANEUVER Itt.V - 2000 FPSI 28.460 AEROOYNAMIC CONTROLS 2.100 4.650 202.280 HYDRAULIC SYSTEM 1.590 2.930 ORBIT INJECTION WEIGHT 400.000 ELECTRICAL POWER SYSTEM 3.280 3.000 INJECTION PROPELLANT IW-IS.!lli5 FPSI G&N. INSTRUMENTATION. COMMUNICATIONS 4.260 2.60~ SEPARATION WEIGHT 602.280 414.130 CREW STATION & CONTROLS. & ECS - - RESIDUALS 1.540 3.400 BOOST PROPELLANTS IW - 14.635 FPSI 1.837.110 RESERVE 600 1.200 :REW & EQUIPMENT 600 0 0 STAGE LlFT·OFF WEIGHT ~O2.280 Z.2~.910 CONTINGENCY --------_.- -~ LANDED WEIGHT - POUNDS 1l3.840 3'.1.310 TOTAL LlFT'OFF WEIGHT - POUNDS 2.854.190 Figure 2 Figure 3 2.1 Orbiter - The orbiter accom Conventional airplane controls are modates a crew of two and has a payload employed for subsonic cruise and landing. capability of 25,000 1bs. to and from A retrac~able tricycle landing gear is orbit. The payload bay is 15 ft. in prOVided. The wing has double slotted diameter and 60 ft. long. The inboard flaps which allows landing. speeds under profile and geometric data is shown in 140 knots on a standard runway. Four Figure 4 and 5. (4) turbofan engines provide the power during this phase of flight. INBOARD PROFILE - OREirfER '\ TURBOFAN GIMBALLED ROCKET ENGINES _.\ \ \NVIRONMENTAL CONTROL SYS. - TRACK. TELEM ON ORBIT TANKAGE &COMM.EQUIP. PAYLOAD INTERFACE HATCH \ :\fNEfPAYLOAD ACro"lION MECHAN'" • . PAYLOAD BAY 0~A - . l: ~W-·CjL02 THERMAL PROTECTIVE SYS MAIN PROPELLANT TANKAGE ReS THRUSTER STA 751 STA 1175 STA 0.0 STA 1410 FWO EQUIPMENT BAY ,'WD INTERSTAGE AFTINTERSTAGE l ATIACH ATTACH Figure 4 2 NlCDONNEL.L. DOUGL.AS ASTRONAUTICS Report MOe E0056 Volume I 15 December 1969 GEOMETRIC DATA - ORBITER main rocket engines to minimize trapped - --I fluid and line losses, (3) the for \I"'.!!.l~.l.l:.. .,""lIlIh~t.! Hothontal rau "ao_try l;tOIl8 W.laht t,O] ,:110 lh. Watted At .. I,))'" ft.' I ~.tllfY We1lht 11' ,<:flO lb. itO) ft2 ward interstage attach point 1s located landing .l"I~ht l~" ,8/i0 lb. [.poal!d Ana 177 ft} Span (b) Ii) ft at the orbiter gross weight CG so that ~.hlch G.v.!!..!..!.l A.pact Rat 10 CAR) 10.68:1 Total J'rojected l. L Sweep 'Q' stage separation is primarily transla Planfon! Ana Taper Ral..t> J~": 1 Root Chgtd (CR) 20. ~ ft tion with a minimum of rotation, and Iod1 (;eOUUy T1p I.:hcrd (Ct) 7,l5 ft Watted }r •• 11,967 ftl M.A.C, (el 1lI.9 It KL Valu..

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