Atlantic Research Hybrid Propulsion Tech Program

Hybrid
Propulsion
Technology
Program
Final Report
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Presente,
i.
Atlantic
Research
Corporation
Virginia Propulsion Division 31 January,,; 990

N'O - 2 _i_._, 7 'J
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Table
of Contents
Section
Title INTRODUCTION .................................................. TECHNICAL 2.1 2.2 DISCUSSION ..........................................
Page
1.0 2.0
2.3 2.4
Oxidizer Evaluation ................................ _..... Fuels Evaluation ......................................... 2.2.1 Gas Generator Fuels ............................... 2.2.2 Classical Hybrid Fuels ............................ Propulsion Conceptual Studies ............................ Point Design ............................................. 2.4.1 Gas Generator ..................................... 2.4.2 Thrust Chamber .................................... 2.4.2.1 Regeneratively Cooled Design ............ 2.4.2.2 Ablative Design ......................... Injector Design ................................... Combustion Stability .............................. Oxidizer Delivery System .......................... 2.4.5.1 Pressure-Fed System ..................... 2.4.5.2 Turbopump Feed System ................... LOX Tank ........................................ 2.4.6.1 Pressure-Fed Option ..................... 2.4.6.2 Turbopump Option ........................ Thrust Vector Control ............................. Ancillary Components .............................. 2.4.8.1 Launch Pad Support Truss ................ 2.4.8.2 Aft Skirt and Thrust Transfer Ring ...... 2.4.8.3 Recovery System ......................... Performance Predictions ........................... Size Point Design ................................ Gas Generator ..................................... Thrust Chamber .................................... Thrust Vector Control ............................. Oxidizer Tank .....................................
2.4.3 2.4.4 2.4.5
2.4.6
2.4.7 2.4.8
2.4.9 2.5 Quarter 2.5.1 2.5.2 2.5.3 2.5.4
2.6
2.5.5 LOX Delivery System ............................... Life Cycle Cost Trade Studies ............................ 2.6.1 Introduction and Summary .......................... 2.6.2 Conceptual Studies ................................ 2.6.2.1 Pump-Fed Versus Pressure-Fed ............ 2.6.2.2 Classical-Versus-Gas Generator Hybrid... 2.6.2.3 Reusable-Versus-Expendable Hybrid Boosters ......................... 2.6.3 Reference Design Trade Studies .................... 2.6.3.1 Large Booster, Pump-Fed Trades .......... 2.6.3.2 Large Booster, Pressure-Fed ............. 2.6.3.3 Quarter-Size Booster .................... 2.6.4 Additional Booster Design Studies ................. 2.6.4.1 Thrust Vector Control ................... 2.6.4.2 Propellant Reserve ......................
2 5 6 6 8 10 21 22 32 34 37 39 41 42 42 43 50 52 53 55 63 63 63 64 67 73 73 78 78 78 78 79 79 83 86 86 87 88 89 91 96 96 96 100
ii PRECEDING PAGE BLANK NOT FILMED
Table
of Contents
(Cont'd)
Section
Title
Page 102 102 102 102 106 106 107 107 110 120 123 123 124 124 124 125 125 126 126 130 130 132 138 139 139 142 142 145 149 151 153 156 156 156 157 157 157 158 160 161 162 165
2.7
2.8
2.9
Design Margins .......................... Volumetric Loading of Gas Generator Propellant .................... 2.6.4.5 Oxidizer Pump-Out Capability ............ 2.6.5 Hybrid Model Optimizer Results .................... Rellabl lity Analyses ..................................... 2.7.1 Introduction ...................................... 2.7.2 Reliability Block Diagram ......................... 2.7.3 Reliability Estimation Procedures ................. 2.7.4 Failure Modes and Effects Analysis ................ Technol ogy Identification ................................ 2.8.1 Gas Generator Fuel Development .................... 2.8.2 Injector Design ................................... 2.8.3 Combustion Interaction ............................ 2.8.4 Combustor/Nozzle (Regenerative or Ablative) ....... 2.8.5 Turbopump Development ............................. 2.8.6 Tridyne Expulsion System Development .............. 2.8.7 Thrust Vector Control ............................. Acquisition Plan .........0.........0...0........0....... 2.9.1 Introduction ...................................... 2.9.2 Program Tasks ..................................... Point Design Updates (Task I) ........... Fuel Development and Characterization (Task 2) ............... 2.9.2.3 Oxidizer Studies (Task 3) ............... 2.9.2.4 Material Screening (Task 4) ............. 2.9.2 .5 Combustor/Nozzle Studies (Task 5) ....... 2.9.2 .6 Thrust Vector Control Design (Task 6)... 2.9.2 .7 Injector Studies (Task 7) ............... 2.9.2 .8 Combustion Studies (Task 8) ............. 2.9.2 .9 Subscale Demonstration (Task 9) ......... 2.9.2 .10 Oxidizer Delivery System Development (Task 10) ............................... 2.9.2 .11 Component Integration (Task 11) ......... 2.9.2 .12 Risk Assessment (Task 12) ............... 2.9.2 .13 Phase 3 Planning (Task 13) .............. 2.9.2 .14 Propulsion System Integration (Task 14) ............................... 2.9.2 .15 Facility Requirements (Task 15) ......... 2.10 Mi Ilion-Pound Thrust Demonstration Plan ........... 2. 10.1 Introduction ............................ 2. 10.2 Motor Design (Task 1) ................... 2. 10.3 Component Procurement and Verification (Task 2) ................... 2.10.4 Motor Assembly and Shipment (Task 3) .... 2.10.5 Testing (Task 4) ........................ 2.10.6 Data Analysis and Documentation (Task 5) ................................
2.6.4.3 2.6.4.4
iii
List
of Tables
Table 1 2 3 4 5 6 7 B 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39
Title
Page 3 3 7 9 20 24 24 25 47 47 51 52 56 58 59 61 62 65 67 75 82 82 84 89 106 111 113 121 130 133 134 141 144 148 150 152 155 164 166
Concept Summary Overview ...................................... Design Selection Summary ...................................... Gas Generator Hybrid Fuels Evaluated .......................... Classical Hybrid Fuels Evaluated .............................. Concept Summary ............................................... Full-Size Vehicle Weight Breakdown (Pressure Fed) ............. Full-Size Vehicle Weight Breakdown (Turbopump) ................ Gas Generator Fuel ............................................ System Pressure Schedule ...................................... LOX Turbopump Operating Requirements .......................... Maximum Flow and Pump-Out Performance ......................... LOX Turbopump Transient Performance ........................... Hybrid Booster TVC Design Requirements ........................ FITVC Injectant Trade Study Summary ........................... Conceptual Design Implementation Decision Summary ............. FITVC System Sizing/Performance Summary ....................... FITVC Weight Estimate Summary ................................. Recovery Options .............................................. Recovery Systems Weights ...................................... Quarter-Size Vehicle Weight Breakdown (Pressure-Fed) .......... Hybrid Booster LCC Breakdown Summary .......................... Vehicle LCC Breakdown Summary ................................. DDT&E Breakdown Summary ....................................... Configuration and Material Parametrics ........................ Hybrid Booster LCC Trade Studies Optimized Booster Design ..... Hybrid Component Predicted Failure Rates ...................... Preliminary Failure Modes and Effects Analysis ................ Key Technology Issues ......................................... Phase II Task Summary ......................................... Gas Generator Fuels ........................................... Compositions to be Screened ................................... MBA Material Characterization Preliminary Test Matrix ......... Injector Variables ............................................ 7.6- and 22.g-Centimeter Diameter Test Matrix ................. Subscale Demonstration Test Matrix ............................ Subscale Demonstration Test Summary, Task 9 ................... Component Integration Test Summary, Task 11 ................... Large Subscale Motor Test Series .............................. Phase 3 Motor Instrumentation .................................
iv
List of Fiqures
Figure
Title
Page
6 7 8 g 10 11a 11b 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35
Gas Generator Hybrid with Hydrogen Peroxide (Pressure Fed Version) ........................................ Gas Generator Hybrid with Hydrogen Peroxide (Turbopump Version) ........................................... Gas Generator Hybrid with LOX (Pressure Fed Version) .......... Gas Generator Hybrid with LOX (Turbopump Version) ............. Classical Hybrid Hydrocarbon/Hydrogen Peroxide (Pressure Fed Version) ........................................ Classical Hybrid Hydrocarbon/LOX (Pressure Fed Version) ....... Classical Hybrid Hydrocarbon/LOX (Turbopump Fed) .............. Hybrid Configurations Life Cycle Costs ........................ Full Size Booster Designs ..................................... Vacuum I_. Versus.................................... and Mixture Rati?: Expansion Rati?: Chamber v_essure Full Size Grain Design ........................................ Results of Grain Structural Analysis .......................... Igniter Pressure Traces for Full-Size Booster ................. Igniter Grain Design (Full-Size Booster) ...................... Igniter Pressure Traces (Full-Size Booster) ................... Thrust Chamber Design ......................................... Throat Wall Temperature as a Function of Passage Height ....... Coolant Passage Pressure Drop as a Function of Passage Height ........................................................ Relationship Between Coola?t Temperature a?d Chamber Pressure ................................................. Single Pass Regeneratively Cooled Thrust Chamber .............. Ablative Thrust Chamber Design ................................ Injector Manifold Design ...................................... Catalytic Warm Gas Pressurization System Schematic for GG/LOX .... Preliminary'Oxidizer'Pump_Fed'System'SchematicZ_Z_ ..... IZ_Z_ Reserve Pitot ................................................. LOX Turbopump ................................................. Selected Turbopump Operating Points ........................... Aluminum-Lithium LOX Tank Design .............................. Comparison of Injectants with Three Maximum Nozzle Deflections ................................................... Hybrid Engine FITVC Performance (Liquid Oxygen Injectant) ..... Hybrid Booster Program FITVC Schematic ........................ Recovery Scenario ............................................. Predicted Thrust Trace Full-Size Booster ...................... The Predicted Chamber Pressure for the Full-Size Booster Grain Design .................................................. The Predicted Mixture Ratio for the Full-Size Booster Grain Design .................................................. The Predicted Vacuum Specific Impulse for the Full-Size Booster Grain Design ................................
13 14 15 16 17 18 19 2O 23 26 28 28 29 3O 3O 33 33 35 35 36 36 40 44 45 48 48 51 54 57 57 62 66 66 68 68 6g
List of Figures
(Cont'd)
Figure 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 61 62 63 64 65 66 67 68 69 7O 71 72 73
Title Turbopump Start-up Characteristics ............................ Predicted Start-up Transient Full-Size Booster ................ Predicted Start-up Pressure Transient Full-Size Booster ....... Gas Generator Pressure ........................................ Burning Rate Versus Pressure .................................. Emergency Shutdown Thrust ..................................... Emergency Shutdown Pressure ................................... Quarter Size Booster Designs .................................. Quarter Size Booster Thrust Trace ............................. Quarter Size Booster Mixture Ratio ............................ Quarter Size Grain Design ..................................... Operations LCC Breakdown ...................................... Hybrid Concept LCC Comparison ................................. Hybrid Concept Comparison, LCC/payload ........................ Life Cycle Cost vs Number of Missions ......................... Mixture Ratio vs LCC for the Pump Fed Large Booster ........... Mixture Ratio vs LCC/payload for the Pump Fed Large Booster... LCC vs Expansion Ratio for the Pump Fed Large Booster ......... LCC/payload vs Expansion Ratio for the Pump Fed Large Booster ................................................. LCC vs Chamber Pressure for the Pump Fed Large Booster ........ LCC/payload vs Chamber Pressure for the Pump Fed Large Booster ................................................. LCC vs Body Diameter for the Pump Fed Large Booster ........... LCC/payload vs Body Diameter for the Pump Fed Large Booster ................................................. Mixture Ratio vs LCC for the Pressure Fed Large Booster ....... Mixture Ratio vs LCC/payload for the Pressure Fed Large Booster ................................................. LCC vs Expansion Ratio for the Pressure Fed Large Booster ..... LCC/payload vs Expansion Ratio for the Pressure Fed Large Booster .... ....................................... LCC vs Chamber Pressure'for'the'Pressure'Fed'Large'Booster.. LCC/payload vs Chamber Pressure for the Pressure Fed Large Booster ................................................. LCC vs Body Diameter for the Pressure Fed Large Booster ....... LCC/payload vs Body Diameter for the Pressure Fed Large Booster ................................................. Life Cycle Cost vs Thrust Deflection for the Large Booster ......... Cost Per Pound'of'Payioad'vs'Thrust'Defiection'for'the Large Booster ................................................. Life Cycle Cost vs Thrust Deflection for the Quarter Scale Booster ................................................. Life Cycle Cost vs Reserve Propellant ......................... Cost Per Pound of Payload vs Reserve Propellant ............... Life Cycle Cost vs Safety Factor .............................. Cost Per Pound of Payload vs Safety Factor ....................
Page 69 71 71 71 72 72 72 74 77 77 76 84 85 85 88 90 9O 92 92 93 93 94 94 95 95 97 97 98 98 99 99 101 I01 IO0 103 103 104 104
vi
List of Figures
(Cont'd)
Figure 74 75 76 77 78 79 80 81 82 83
Title
Page 105 105 108 108 127 129 143 147 149 159
Life Cycle Cost vs Grain Radius ............................... Cost Per Pound of Payload vs Safety Factor .................... Hybrid Booster Reliability Block Diagram ...................... Hybrid Propulsion System ...................................... Program Schedule .............................................. Program Logic Flow ............................................ Full-Scale Nozzle Design Activity Interacts With Material Characterization, Design, Technology Efforts .................. Test Motor Hardware ........................................... 50 in Heavywall Subscale Demonstrator Motor ................... Program Schedule ..............................................
vii
1.0
INTRODUCTION
This Technology identify
report
describes contract
work
accomplished NAS8-37776. application The Hybrid
during
the
Hybrid
Propulsion was to
Program, the
number
The program of hybrid
objective
technology space to
to enable vehicles. the
propulsion Technology 1,
to manned Program that
and unmanned Is designed
launch
Propulsion In
identify
necessary
technology it In a large the tasks
Phase
acquire
technology 3.
in Phase 2, and demonstrate is to cover
subscale
system
in Phase I. in a
The scope of this report Atlantic Research the request system
completed two
In Phase
Corporation for proposal
(ARC) (RFP)
proposed MSFC
design The
concepts first was
response hybrid
to
8-I-8-EP. method across of
propulsion
utilizing
the classical
regression
(classurface.
sical hybrid) The second to
resulting
from the flow of oxidizer a self-sustalnlng exhaust offered that
a fuel grain (gas
system produce
utilized a
gas was
generator mixed with
generator in a
hybrid) separate over
fuel-rich Both
oxidizer
combustor.
systems
cost
and reliability
improvements
the existing The
solid rocket ARC program
boosters was
and proposed
liquid boosters. the selection for each cost and of one propulreliaof
contracted
designed
to address point llfe
of
the hybrid system. Our
concepts The
by developing were
a booster using
design cycle
sion
designs
evaluated of: (1)
bility. candidate concepts; and
program
consisted fuels;
identification evaluation
and of
evaluation booster
oxidizers
and
(2) preliminary point
design cost tech-
(3) preparation analyses;
of a detailed
design of
including hybrid
life cycle specific
reliability needing
(4) identification and
those
nologies
development;
(5) preparation plan. provided by
of a technology
acquisition
plan and large-scale In Group tract addition to
demonstration the expertise
ARC,
the
Preliminary under
Design subcon-
of the Boeing to provide
Aerospace
and Electronics and System to
Company
was placed cost
system
integration
life cycle Division provide vector
analysis;
AiResearch Aerospace design and
Los Angeles Company were
Division placed data,
and the Fluid under
of Allied-Signal turbomachinery control
subcontract injection provided of
performance tively; trades; ARC and
and liquid
thrust the the
designs, system
respecdesign
Liquid the
Propulsion
oxidizer Acurex
delivery Corporation
Aerotherm
Division
(Huntsville
Operations), under subcontract turbopumps and controls.
to ARC, provided additional
information
on
During the program, ARCevaluated eight classical hybrid and gas generator hybrid conceptual designs. ARC selected the gas generator hybrid with liquid oxygen oxidizer (LOX) because: (1) it provided a lower life cycle cost for 150 missions over 10 years of operation ($11.4 to $15.3 billion) than the classical hybrid ($12.9 to $19.2 billion); (2) had the same calculated reliability (R = 0.998); associated advantages (3) offered with an approach to solve and the historical (4) offered scaling uncertainty operational the classical hybrid; with all of the
historically
associated
liquid propulsion.
2.0
TECHNICAL DISCUSSION
To encompass rocket motors (3.0
a range
of possible
vehicle a
system
requirements, motor motor, should which four meet
two hybrid produces in
were
conceptualized: of thrust; thrust.
full-size
13.3 106 N combination,
x 106 Ibf) the
and a single Each motor
of which,
produce
same
the following
requirements: Concepts Concepts Concepts imbalance, Concepts Concepts Solid shall use thrust vector control (TVC). materials. for performance, thrust
shall not use asbestos-containing shall utilize propellant active control
system
utilization,
and all transients. degrading exhaust products.
shall minimize shall maximize grain
environmentally shelf shall life. extinguish
propellant
when
the
fluid
propellant
flow is stopped; Safety
no restart
capability. shall be identical for manned and
and reliability systems.
requirements
unmanned
Recoverable evaluated.
and reusable
concepts
versus
expendable
concepts
shall
be
During tor hybrid
the program, designs
ARC evaluated 1).
eight
classical were were
hybrid
and gas generafrom the compocost the
(Table
The concepts weights our
configured estimated studies,
nents and
listed
in Table As
2, and booster a result of
to calculate we selected
reliability.
conceptual
Table
I.
Concept Case Epoxy Epoxy Epoxy Epoxy Epoxy Epoxy Epoxy Epoxy
Summary
Overview. Oxidizer Feed System Pressure Fed
ID Number i IT IA IAT 2 2T 2A 2AT
Cycle GG GG GG GG Classical Classical Classical Classical
Oxidizer H202 H202 LOX LOX H202 H202 LOX LOX
Motor Carbon Carbon Carbon Carbon Carbon Carbon Carbon Carbon
Oxidizer Carbon
Tank Epoxy
TVC Flexseal Flexseal LITVC LITVC Flexseal Flexseal LITVC LITVC
Recovery Expendable Recoverable Expendable Recoverable Expendable Expendable Expendable Expendable
AI-Li Carbon Epoxy
Pump Fed Pressure Fed
AI-Li Carbon Carbon Carbon Carbon Epoxy Epoxy Epoxy Epoxy
Pump Fed Pressure Pump Pressure Pump Fed
Fed Fed Fed
Table
2.
Design
Selection
Summary. Selection Rationale Lower Life Cycle Cost (LCC) Lower Development
Component Concept
Selection Gas Generator
Also Considered Classical
Risk
Oxidizer
LOX
Hydrogen
Peroxide
Currently Used Lower LCC Lower LCC Offers Pump Out Higher Specific Impulse High Ejection Efficiency
Oxidizer System
Feed
Turbopump
Pressure
Fed
Gas Generator
Fuel
ARCADENE
399C
ARCADENE 246B and Others (see pgs 6-8) D6AC Steel
Gas Generator
Case
Carbon/Epoxy Composite Ablative
Lower LCC Improved Manufacturing
Thrust
Chamber
Regenerative Cooled Flexseal
Improved Reliability Lower LCC Higher Reliability Lower LCC Recommended by ALS Contractors Simplest System Lowest LCC
Thrust Vector Control Oxidizer Tank
LITVC
AI-Li
Carbon/Epoxy
Oxidizer Pressurization System Recovery System
Tridyne
Cold Gas and Others, (see pgs 40-46) Recover Nested High Cost Items
Expendable
Simplest System Lowest LCC
pump-fed offers
gas
generator
hybrid
for
our
baseline
point
design.
This
hybrid
the following Calculated Reduced
advantages: reliability of 0.998. parts; only one cryogen (LOX) compared to
number
of critical
liquid boosters. $11.4 billion life cycle cost for 150 missions over 10 years of
operation. Engine Mission On-pad 13,608 shutdown and throttling even with capability. the loss of one turbopump.
accomplished abort. kilograms
(46 percent)
shuttle
payload
improvement
(over ASRM
boosters). In approach associated the oxidizer addition also to the features shown above, the the gas generator hybrid
offers the
an approach classical
to solve
historical complex
scaling
uncertainty between
with
hybrid;
i.e.,
the
interaction
flow and the changing in the classical ports and reacts are
(regressing) hybrid with flows
fuel grain. down the free stream portion
The oxidizer of the fuel layer while in grain fuel this Thus, are the
the fuel from the the
at the edge grain rate of
of the boundary The heat and
materials oxidizer
ejected
surface. fuel
released
reaction
controls ratio layer
ablation
regression. tion mixing Beddini, firmed rate and a ARC's
the oxidizer/fuel to of the boundary
and total because Discussions of rocket deal of
mass
and energy the
generarate of
tied rate
it controls with motor
heat
feedback. analysis is
Professor port
Robert con-
leading
expert that
in the there
flows,
analysis
a great
uncertainty
associated phenomout down
with the scaling
of such a boundary scale with port dependency
layer process size. I of fuel
since
the combustion
ena do not directly that there
Professor regression
Beddini
also pointed distance
is a strong port.
rate with
the grain
As the flow moves fuel
down the port, combustion
the boundary products
layer thickens, heat
and the ejected
and accumulated
lead to reduced
1.
Personal Communication, Beddini, R. Astronautical Engineering, University 1989.
A., Dept. of Aeronautical and of Illinois, Urbana, IL, April
feedback, yet higher mass flux, resulting in uncertain localized regression rates. In addition, the low regression rate historically associated with classical hybrids [0.003 - 0.01 cm/sec (0.001 - 0.004 in/sec)] require complex
grain designs and energy of sliver metric 2.1 to produce rates. from sufficient surface area to generate designs the required mass release ejected The complex grain increase the probability the volu-
the nozzle resulting
during
grain
burnback
and reduce
packing
efficiency Evaluation
in large booster
designs.
Oxidizer
ARC performed tual life studies, cycle
oxidizer
evaluations, designs
fuel
evaluations,
propulsion
concep-
developed cost
point and
for two sizes analyses.
of booster, The
and performed of these
studies
reliability
results
studies ered
are discussed
in the following
sections.
Two oxidizers liquid were
were
considand the
to be viable
candidates peroxide
for the hybrid (H202). Both
booster, oxidizers
oxygen
(LOX), on
95-percent
hydrogen
evaluated oxidizers out
basis of safety, nitrogen system
cost, and performance were also
impacts. but
Alternative quickly for
such as of gas
tetraoxide safety. hybrid ARC
considered, LOX as
ruled the
because and
selected
the oxidizer
classical
generator
point designs is well
as a result of our evaluation. known for the performance understood it provides with any
LOX as an oxidizer fuel.
Its use and handling
are well
and are currently with a hybrid
practiced. booster use
Most of the core vehicle LOX; therefore, ality
designs
to be incorporated for the hybrid, requirements.
if LOX was used in facility
there
would
be system
common-
and reduction
LOX is relatively for a cryogenic
inexpensive; fluid cannot
however,
the complexity
of handling
and designing
be minimized. Hydrogen pulsion would peroxide has been proposed by ARC for use in other in the last hybrid 20 years proand it conThe
systems.
It has not been to enable
extensively
used
require
training
its use.
Since
H202
is a monopropellant, for thrust expulsion results vector tank.
has applications trol, density booster ture and of at an
to drive
turbopumps, to
as an
injectant the LOX, helium which
energy is
source 24
pressurize higher than
H202
percent
in a smaller mix-
the same mixture is g78K (1,760R)
ratio; lower
the flame than
temperature system,
at the optimum reducing the
ratio
a LOX
thermal as the
protection the
requirements. Hydrogen
The disadvantages peroxide of the
of using purity
H202
are as numerous for use in
advantages.
required
booster is not currently manufactured in the United States and has a higher ingredient cost. Peroxide can also decomposespontaneously due to contamination; the specific impulse (Isp) of a hybrid system using H202 is 9 percent lower than LOX for the classical hybrid, and 6 percent lower for the gas generator hybrid;
to the training 2.2 Fuels
and the operations costs for H202 are greater than LOXdue
and lack of personnel experience.
requirements
Evaluation of fuels were evaluated using thermochemical calculations and
A number trajectory concepts. vacuum fuel Isp and
analysis Hybrid and the
for both the classical fuels evaluation
hybrid
and the gas generator of the
hybrid
included
definition exhaust of
theoretical (C*) of the of
theoretical combination
characteristic as a function vacuum total
velocity ratio,
oxidizer
mixture
quantity
propellant relative 2.2.1
to provide
the required
impulse,
and estimation
of the
payload
capability. Fuels for the gas generator hybrid (Table fuels, 3) are derived by
Gas Generator The fuels
evaluated
from the
propellant program
formulations. of work
Requirements (SOW) and
for these
established
statement
by ARC,
include: rates
(1) total
extin-
guishment
below
2.06 MPa
(300 psia); in/sec)
(2) burning at 6.8B
of 0.76
to 1.27 centiand (3) proin the
meters-per-second duction exhaust. ARC selected terminated percent it has: of less
(0.3 to 0.5 than 1
MPa
(1,000
psia);
percent
hydrogen
chloride
(HCI)
emissions
ARCADENE
399 [34 percent (CTPB), 37
polystyrene, ammonium
25 percent perchlorate
carboxylCAP), 4
polybutadiene (Fe203)]
percent
iron oxide (I) high of
as the initial specific cm/sec
formulation
to be evaluated
because rate high
theoretical 0.51 to This Ducted
impulse; (0.2 to
(2) demonstrated 0.8 in/sec); demonstrated program and
burning (3) a
tailorability ejection in the
2.03
efficiency. Fixed Flow
fuel-rich Rocket
formulation
good performance Contract No.
Development was tested
(DRPTV),
F33615-77-C-2057. (7 inch) heavywall tunnel
The formulation hardware
in 7.62 cm
(3 inch) and 17.8 cm hardware in wind
and 17.8 cm (7-inch) Development
flightweight Center (AEDC).
tests at Arnold the original AP with sodium
Engineering formulation nitrate on
For the hybrid some HCI
program, of the
was subsequently an equal molar
modified basis to
by replacing scavenge the
formed
in the exhaust
products.
Table 3.
Gas Generator
Hybrid
Fuels
Evaluated.
Maximum Isp
NO.
Mixture Ratio 1.5 3.5 1.5 4.0
Fuel ARCADENE 399
Oxidizer LOX H202 95%
N-SIKg 3112.1 2947.3 3128.7 2945.3
ARCADENE
399C
LOX H202 95%
(w NaNOR) (wo Fe203) 3 AGN
LOX H202 95%
2873.7 2785.5 2084.2 3040.5 3148.4 3040.5 2812.9 2880.6
0.5 1.0 0.5 1.0 1.5 2.0 0.33 0.67
ARCADENE ARCADENE ARCADENE ARCADENE 12% HTPB 48% AP 40% Al
246B 246* 246* 246*
LOX LOX LOX LOX LOX H202 95%
NOTES:
i.
2. 3. 4. 5. 6.
ARCADENE 399C: scavenged version of ARCADENE HTPB; hydroxyl terminated polybutadiene. AP: ammonium perchlorate. Al: aluminum. AGN: aminoguanidine nitrate. ARCADENE 246*: scavenged version oxidizer. of ARCADENE
399.
246B with
35% solid
A conventional ated. percent iron wide
gas generator
propellant
(ARCADENE
246B)
was
also
evalu69.5
The formulation ammonium
[25.6 percent
polybutadiene
acrylonitrile (DER-331)
(PBAN),
perchlorate was
(AP), 4.5 percent because it:
curative (I) was propellant
0.4 percent over a
oxide
(Fe203)]
selected
characterized
range of burning
rates;
(2) had excellent and physical the HARDROCK
reproducibility;
and
(3) had excellent tion was used tract
processing
property Silo
performance.
The formulaActuator (Con-
to pressurize
Lid Door Opening Generator System
FO4704-A3-C-O048),
the
UPSTAGE
Jet
Gas Weapon
program (Contract
(Contract F04704-85some of the
F04704-87-C-0054), C-0039).
and the MX Buried formulation
Trench
The original
was modified
by:
(1) replacing
AP with sodium nitrate on an equal molar basis to meet the HCI emissions requirement; and (2) reducing the weight-percent of the solid oxidizer from 69.5 to 35 percent, and subsequently increasing the binder content to make the
exhaust products more fuel-rich. fuels 40 were also evaluated. and 48 The best-performing AP. The metallized Isp 399, for and this the
Metallized formulation formulation system had was
percent
aluminum lower
percent scavenged One
9.6 percent at a lower
than
the
ARCADENE design
optimized from
mixture was
ratio. higher were
of the
issues these many
which higher
resulted
this for
evaluation metallized
flame
temperatures; with
temperatures advanced
systems
incompatible
of
the
material
concepts
considered
for this design. 399 variant variant binder percent formulation consisted including ammonium 3 was completed of 25 percent plas15.5 graph-
A limited under corporate
evaluation IR&D.
of an ARCADENE This
formulation (HTPB) 21.5
hydroxyl-terminated ticizer, percent 34 sodium percent
polybutadiene polystyrene, 2 percent were made
percent
perchlorate, fluorinated Samples
nitrate, mixes
iron oxide, and cast
and 2 percent
ite (CFx). were cut from 1.38 to
Pint
into cartons. burner
of the fuel {from strands of 6.88 and
the cartons (200
and tested
in a strand
at six pressures pressure. The
13.8 MPa
to 2,000
psi)]
and atmospheric in/sec) good
had a burning MPa (1,000
rate of 0.38 Further,
cm/sec they
(0.15
at a chamber ejection
pressure
psi).
exhibited
characteristics
would
not burn
below
3.44 MPa (500 psi). was also completed of 65 percent
A limited under
evaluation
of an ARCADENE This
246 variant formulation (PBAN), The
formulation consisted percent had
corporate
IR&D funding.
polybutadiene-acrylic and 14.7
acld-acrylonitrile sodium nitrate. at a
20.3
ammonium
perchlorate, of less
percent cm/sec
strands
a burning
rate
than
0.25
(0.1 in/sec)
chamber The
pressure
of 6.88 MPa (1,000 psi). version of ARCADENE 399 was eventually selected for the
scavenged
point design.
The formulation
was selected
because
it exhibited
better
ejec-
tion characteristics of mixture 2.2.2 The
than ARCADENE
246, and the theoretical provided a wider
Isp as a function operability range.
ratio was flat above Hybrid Fuels
1.5, which
Classical fuels
utilized
in the classical
hybrid Based
(Table
4) were
selected
from
our solid fuel ramjet
(SFRJ) database.
on our airbreathing
experience,
we assumedthat
concerns tion. the The H202
the oxidizers
would
be gasified mixing
prior
to injection
to minimize combusand tem-
of flameholding,
injection,
efficiency,
and hypergolic to
was decomposed using
using
a catalyst to obtain
bed prior
injection, (GOX)
LOX was
preburned
propane
a gasified
oxidizer
perature
of 667K
(I,200R).
Table 4.
Classical
Hybrid
Fuels
Evaluated.
Maximum Isp No. I HTPB Fuel Oxidizer GOX*667K H202 95% 2 75_ HTPB 25% PS GOX*IOOOK GOX*667K H202 95_ H_O 2 88_ 3 HC + 10% AP GOX*667K H202 95% 4 HC + 20% AP GOX*667K H202 95% 5 HC + 18% Al GOX*667K H202 95% 6 7 HC + 18% Mg/Al HC + 18% Al + 10_ AP 8 50_ HTPB 50_ Mg/Al 9 50_ HTPB 50% Al H202 95% GOX*667K H202 95% 3061.1 3174.8 3074.8 2.5 1.5 3.0 0 4890 0 H202 95% GOX*667K H202 95% N-S/Kg 3291.6 2996.3 3276.8 3277.8 2990.4 2898.3 3245.5 2988.5 3241.5 2981.6 3271.0 3020.0 3015.0 3252.3 3018.9 Mixture Ratio 2.5 6.5 2.75 2.5 6.5 7.5 2.0 6.0 2.0 5.0 2.0 5.5 5.5 1.75 4.75 Propane Kgs 5615 0 8601 5638 0 0 5315 0 5321 0 5273 0 0 5063 0
NOTES: 1. 2. 3. 4. 5. HC: hydrocarbon fuel 75_ hydroxyl polystyrene (PS) Propane is used to gasify LOX. AP: ammonium perchlorate. Al: aluminum. Mg/Al: magnesium aluminum alloy. terminated polybutadiene (HTPB); 25%
The baseline fuel for the classical hybrid approach is a hydrocarbon (HC) SFRJ fuel which contains no solid oxidizer and is 75 percent HTPB and 25
percent baseline polystyrene fuel was {PS). evaluated The addition at the of solid oxidizer and metals of 6.88 MPa to the {I,000 fillers reference Alternate conditions binders
psla) and an expansion were also evaluated
ratio of 15. to
and nonmetallic
and found
provide
minimal
differences
in performance
and density. We concluded tives provide from the evaluation results with of fuels and oxidizers oxygen (GOX) that than fuel addiH202 as
different
gasified
with
the oxidizers. the Isp and
The addition
of aluminum mixture
to the baseline ratio with GOX;
solid using
fuel decreases peroxide, only the
lowers
the optimum The addition
the Isp is reduced. optimum formance increased trations mixture penalty solid above
of solid oxidizer the burning optimum shown
decreases
Isp, reduces
ratio, and
and improves the shift levels in the in is
rate
tailorability. ratio 4.
The perwith
mixture
associated AP
oxidizer 10 percent
in Table will
Further,
concento meet
solid
fuel
require
scavenging
the HCI emissions Preliminary indicate for the
goal of less than analysis of
1 percent. performance of these fuels did not Isp
the payload
a formulation classical system
with a superior was offset
capability. by the
The higher in system The
theoretical weight
hybrid
increase
due to of
the propane
required
to gasify
the oxidizer.
increased
density
H202 was offset
by the lower Isp and the requirement the fuel evaluation, for ARC selected point
to carry
a catalyst
bed. 399
To summarize as the fuel fuels fuel of
the scavenged design point
ARCADENE
choice
the gas generator
and the hydrocarbon design. (Section These 2.3) two and
containing were used
HTPB and PS for the classical for all of the engineering
hybrid trade
studies 2.6.
cost parametrics E.3 Propulsion Concurrent studies dizers were with
developed Conceptual with the
and presented Studies oxidizer The and
in Section
fuel
studies,
booster
system
trade oxi-
initiated. either
hybrids
were
evaluated
using
LOX and H202 Eight
a pressure-fed
or turbopump
delivery
system.
configfeed
urations systems).
were evaluated In were order
(two hybrid concepts, to compare the eight
two oxidizers, configurations,
two oxidizer certain
vehicle
parameters
held constant.
I0
The overall vehicle diameter was set at 3.7 m (12 feet), close to the shuttle solid rocket booster (SRB) diameter [3.7 m (12.2 feet)]. The thrust
profile MSFC established these for the Advanced The Solid Rocket Motor operating (ASRM) was provided pressure occurs by for calculations. maximum about The was
10 seconds nozzle
Into operation
and was calculated Using
to be 7.57 MPa these values,
(1,100 psia). a mixture ratio
expansion
ratio was set at 15. highest vacuum
selected to produce the for the entire burn. Fuel profile sidered sets of and oxidizer
Isp, and this
ratio
was held constant
requirements in the
were
calculated of work.
to meet These
the vacuum values
thrust con-
specified
(ASRM)
statement
were
to be independent values were
of oxidizer
feed system;
therefore, weights out
only four unique (fuel and oxlof the to be
calculated. conceptual
With
the propellant designs were
dizer)
identified,
booster
laid
for each assumed
eight options. 95 and 98
Packing for
efficiencies the classical
and fuel hybrid
utilizations
were
percent Grain
and gas generator time, lead
grains,
respecwas
tively. given to
geometry high
was not optimized port velocities were
at this
but consideration to erosive components materials
avoid
which selected
could
burning (motor were
phenomena. cases,
Structural tanks,
materials gas
for the major
oxidizer
pressurization
tanks).
Composite
used extensively, ous trade boosters studies
especially clearly
for the pressure-fed that based
designs; on weight,
results large booster relative
from previpressure-fed designs. merits were of not
indicated
with metal
tanks could goal of
not compete this effort which
with turbopump was to evaluate common thrust
Since the eight evaluated tronics, for these A booster carried hybrid
the major
configurations, in great detail.
components These
were
to all eight vector
items
include
control,
elec-
instrumentation,
nose cone,
and recovery systems, F-1
system. notably
Weight
allocations SRB. Saturn V
items were derived turbopump used to
from similar from
the shuttle for the
single was
derived
the
pump
design gas
generate gas
weight
breakdown. to power
The the
generator The
designs classic
separate designs
solid
generators burned with
turbines. to power
used propane, the oxidizer. design These
some oxidizer,
the turbines
and to gasify
Pressure-fed the oxidizer the purpose tank. of
options options
considered
a number
of methods
to pressurize A. For
are discussed trade studies,
in detail the
in Appendix LOX
the
engineering
pressure-fed
options
11
used Tridyne to
Aerojet gen and 0.03 moles to produce
pressurize
the
oxidizer of
tank.
Tridyne gases
was
developed
by
and consists
of a small fraction combined mixture controlled used with that by
reactive
(0.06 moles (0.91 moles
hydrohelium) The
oxygen)
an inert can
diluent
a nondetonable is
be stored the
at high mixture was
pressure.
hot-gas
temperature H202
varying helium,
concentration. heated in a heat tank. Tank stored
Pressure-fed exchanger
options
subcooled
which
by the decomposition in the turbopump
of f1202 to pressurize options was
the oxidizer using
pressurization at ambient
accomplished head. for
helium
temperature layout
to provide and component
positive weight
suction
Booster designs pump other
breakdown
seven
of
the
eight
are provided was
in Figures completed it was
1 through because
7; the classical by that combining this the
hybrid-H202-turboresults would not from be the cost
design design
never
efforts, with
determined
option
competitive Table were 0.5
LOX (Figure
8). of the than study: (I) the classical gas than generator systems hybrids hybrids; H202,
5 summarizes to 2.5
the results lighter 7 to
percent LOX were
equivalent lighter
(2) systems
using
10 percent longer
using
but they were also 5 to 17 percent (3) turbopump fed from options, this systems and 33 were to 68
due to the lower density 2 percent cost. lighter than
of LOX; and
approximately percent lower
the pressuredrawn
Additional in large
conclusions
study
were:
(1) use of composites improvement; and
structural
components benefit
provides the most
substantial from
performance
(2) pressure-fed
systems
the use of composites; systems into warrant each
(3) the benefits consideration a reliability major
of using
composites
for expendable
continued was
and development. goal of 0.9995 using for the
Incorporated booster. data was This
design
goal
was apportioned Aerospace. impact
to each
component trade The
historical reliability system
supplied evaluated
by Boeing as
For the initial on the system. turbopump
studies,
a weight
liquid pump
oxidizer
incorporated
redundancy
(additional goals;
to provide systems were
out capability) at a higher
to meet the reliability margin of safety life flight (1.6).
the remaining
designed trace.
Each design (LCC) for
met the MSFC thrust each configuration
The constant provided ($11.4
cycle
cost
was estimated The lowest with 2,
using
rate of one flight
per month
for 10 years. hybrid Concept
LCC was
by Concept billion),
1AT, the pump-fed the highest was
gas generator provided by
LOX oxidizer the classical
and
12
FOLDOUT
_" '_' _"
/
Concept No. 1 ARCADENE-399C/Hydrogen Peroxide Pressure Fed Version
Cgm_oonent
Weight
Breakdown
Com_nent Gas Generator Propellant Case Liner/Insul. Igniter Oxidizer Tank Liner Piping Manifolds Valves Gas Tank Liner Ext. Insul. Chiller Feed Lines Valving Heat Exchangers Gas Generator Injector Case Insulation Nozzle Ext. Insulation lnterstage ARCADENE-399 IM-7/826 Kevlar/EPDM 107, 2,';'
Z
Oxidizer Delivery System
95% H2 02 IM-7/826 Aluminum S.S.
435,f 9,, (
Pressurizing System
Helium IM-7/826 Aluminum Blown Foam S.S.
6,_ 14,"
Catalyst
Bed
1
Thrust Chamber
S.S. HPg-4 Steel Silica/EPDM Ablative
1, 10,
Ancillary Components Propellant Weigh t Inert Weight Total Propulsive System
AI-Li 543 53 597
* For a metal
(aluminum-lithium)
gas generator
case add 12,796 kg
FOLDOUT
FRAME
1
553.7
o 325.1
+
H e Tank Wall 12.4 Thick IM-7 0.08 Thick AI Liner Gas Generators Heat Exchanger H 2 0 2 Tank Case, Wall 2.1 Thick IM-7
39.4
1
1
J_
,54 '80 77 :17 365.8
2.705.1
25.4 4,998.7
Manifold Igniter Gas Generator Wall 1.7 Thick IM-7 Insulation 0.04 Thick H2 02 Feed Line 20.3 ID 4--Places Injection Plate
1
1
5O '58 69 993.1
20.3
1
'21 _35 _25 186 1 1.8
yalves
1
Flex Seal o 119.4
1
5080
_29 47 )76
1
Lo 462.3J Note: All dimensions are in centimeters
Nozzle
Figure
1.
Gas
_enerator
hybrid
with
hydrogen
peroxide
(pressure fed version).

01gO.HYBRIOFIPT
13
FOLDOUT
FRAME
Concept No. 1T ARCADENE-399C/Hydrogen Peroxide Turbopump Version
Component
Weight
Breakdown
.CJQI]3DgJ1P,_ Gas Generator Propellant Case Liner/Insul. Igniter Oxidizer Tank Liner Piping Manifolds Valves Gas Tank Liner Hardware Catalyst Bed Injector Case Insulation Nozzle Ext. Insulation Interstage
Material ARCADE NE-399 IM-7/826 Kevlar/EPDM 107, 2,,

Z
2 95% H 2 0 2 AI-Li Teflon Aluminum

444,2 5,1
Pressurizing System
Helium IM-7/826 Aluminum
Turbopump System Thrust Chamber
Silver/Nickel S.S. HP9-4 Steel SilicaAEPDM Ablative 3,1 6 1,," I0,_
Ancillary Components
Propellant Inert Total Weight Propulsive System Weight
AI-Li 552, I 28,1 580,_
* For a metal (aluminum-lithium)
gas 9enerato[ case add 12_,796kg
FOLDouT
FRAME
e 182.9
.t
119.4
Valve H e Tank Wall 6.1 Thick IM-7 0.08 Thick AL Liner H 2 0 2 Tank Case, Wall 0.47 Thick Aluminum-Lithium _lq-" 1/ Gas Generator Turbopump Igniter
f/ /
1
o 365.8
J_
_54 '80 W7 17 34 70 tO3 498.3
2,786.4
99.1
Gas Generator Wall 1.7 Thick IM-7 Insulation 0.04 Thick -- 0 78.7 H 202 Feed Line 20.3 ID 4-Places Injection Plate
"-" 993.1 ',25 ;26 19 ,88 79 _21 "35 '25 _86
Valves
111.8 1
Flex Seal 508.0 e 119.4 Nozzle L o 462.3 J
1
88 11 '.99 Note: All dimensions are in centimeters
Figure
2.
Gas
generator
hybrid
with version
hydrogen ),
peroxide
(turbopump
O I Oa44YBRO-RI_t
14
I_OLDOUT
FRAME
/.
Concept ARCADENEPressure
No. 1A 399C/L OX Fed Version
Component
Weight
Breakdown
Gas Generator
Propellant Ca se Liner/Insul. Igniter Oxidizer Tank Liner Piping Manifolds Valves Insulation Gas Tank Liner Ext. Insul. Catalyst Bed Feed Lines Valving Injector Case Insulation Nozzre Ext, Insulation Interstage
ARCADENE-399 IM-7/826 Kevlar/EPDM
20"
LOX IM-7f826 Aluminum S.S. S.S. S.S. Blown Foam He/H2/02 IM-7/826 Aluminum Blown Foam S.S.
30'
Pressurizing System
Thrust Chamber
S.S. HP9-4 Steel Silica/EPDM, Ablative
Ancillary Components Propellant Weight Inert Weight Total Propulsive System
AI-Li
51
5_
For a metal aluminum-lithium
gas generator
case add 12,796
kg
FOLDOUT
FRAME
._:_
t
432.6
e 337.8_
365.8 17 _2 7 /6 17 )6 _0 5:491.5 I 2,550.2
H e Tank Wall 12.4 Thick
Case, Wall 2.1 Thick IM-7 Manifold Igniter
16 20 78 1 1,813.6
78.7
Gas Generator Wall 1.7 Thick Insulation 0.04 Thick H2 02 Feed Line 20.3 ID 4-Places Injection Plate
21 35 25 g6
20.3
Valves 1 1.8
Flex Seal 27 09 36 {} 119.4 Nozzle
Note:
All dimensions are in centimeters
Figure
3.
Gas generator (oressure
hybrid
with LOX
fed version),
01GO4"._Ia_N_IqPT
15
FoLDOUT
FRAME
Concept
No.
1AT
ARCADENE-399C/LOX Turbopump Version
Comoonent
Weight
Breakdown
Subsystem Gas Generator
Comoonent Propellant Ca se Liner/Insul. Igniter Oxidizer Tank Piping Manifolds Valves Insulation Gas Tank Liner Valving Piping Hardware Propane Tank Propane Deliveq/ System Injector Case Insulation Nozzle Ext. Insulation Interstage S.S. HPg-4 Steel Silica/EPDM Ablative ARCADENE-399 IM- 7/826 Kevlar/EPDM
Weight
(kg)
203,251 4,918 842 217 310,166 3,701 350
Lax AI-Li Aluminum S.S. S.S.
Pressurizing System
Helium IM-7/826 Aluminum SS. S.S.
361 556 17
Turbopump System
1,463 174
Thrust Chamber
3,221 635 1,225 10,886 222 340 513,416 30,156 543,568
For a metal
(aluminumqithium)
gas generator
case add 12,796 kg
FOLDOUTFRAME '__'_
182.9
1
119.4
Valve HeTank Wall 6.1 Thick IM-7 0.08 Thick AI Liner H20 2 Tank
t
365.8 2,786.4
Case, Wall 0.4 Thick Aluminum-Lithium

/
4-I
Propane Igniter
Tank
99.1
Turbopump Gas Generator Wall 1.7 Thick IM-7 Insulation .015 Thick -e 78.7 H202 Feed Line 20.3 ID 4-Places
2,094
1,813.6
Injection t 111.8 20.3

r
Plate
Valves
t _ ,_ Flex Seal g119.4
[
508.0
L
Note: All dimensions are in centimeters
"--- Nozzle
Figure
4.
Gas
generator
hybrid version),
with
LOX
(turbopumo
019t_pCBR_- I_CrT
16
FOLDOUT
FRAME
////_
Concept No. 2 Hydrocarbon/H2 02 Pressure Fed Version
Component com nen[

Solid Motor
Weiaht Breakdown
Fuel Case Insulation Cat. Bed Injector Plate Oxidizer Tank Liner Piping Valves Manifold Gas Tank Liner Hr. Exchanger Cat. Bed Plumbing
Hydrocarbon IM-7/826 Kevlar/EPDM Ag Plated Ni Carbon-Carbon H 2 02 IM-7/826 Aluminum
68,497 2,474 1,964 4,540 791E, 473,18; 10,351 79#'
Oxidizer
Tank
Pressurizing System
Helium IM-7/826 Aluminum Steel Ag Plated Ni
7,414 12,629 258 31( 5O
Nozzle Ancillary Components Propellant Weight Inert Weight Total Propulsive System Ext. Insulation Interstage
Ablative
10,886
AI-Li 541,68, 52,08,: 593,7611
For a metal
(aluminum-lithium)
gas generator
case add 12,796 kg
FOLDOUT.:,,-_,,,,,-
580.4
e 340.4 H e Tank Wall 10.8 Thick
e 365 H202 Tank Wall 1.7 Thick
5t570.2
l
231.1
Oxidizer Plate
Injection
Multi-Port Hydrocarbon Solid Fuel Grain
7
A Case Wall 1.2 Kevlar/EPDM Insulation 0.8 Thick Nozzle
I 508.0 I I 1 Lo 462.3 J Section A-A
Note:
All dimensions
are in centimeters
Figure
5.
Classical peroxide
hybrid (pressure
hvdrocarbonlhvdroeen fed version I.

O I QOI_BAI[_ Alert
17
J_
FO!.._OUTF_._,.? _
Concept
No.
2A
Hydrocarbon/LOX Pressure Fed Version
Com00nent
Weiaht
Breakdown
Subsystem Motor
Com_nent Fuel Case Liner/Insul. Injector Plate Oxidizer Tank Liner Piping Manifolds Valves Fuel Tank Precombustor Piping Valves Manifolds Press. Gas Press. Tank HTPB/Poly IM-7/826 Kevlar/EPDM Carbon-Carbon LOX IM-7/826 Aluminum SS.
Weiaht
(k
126,37' 3,83! 2,58(
362,167 8,67_c 72_
LOX Pre-heater
Propane IM-7/826
5,994 38c_
Helium IM-7/826 H e/H2/02 rM-7/826 Aluminum S.S.
23_ 58_ 4,219 11,399 142
Pressurizing System
Gas Tank Liner Feed Lines Valving Nozzle Ext. Insulation Interstate
Thrust
Chamber
Ablative
10,886 222 408 494,532 45,100 539,632
AI-Li
gas generator
case add 12,796
kg
FOLDOUT
FRAME
HeTank Wall 10.8 Thick Catalyst Bed
IM-7
LOX Tank Wall 1.7 Thick
IM-7
3p45.5
5_62.3
1
t
116.8
Toroidal Tank Oxidizer Plate
Propane
Injection
231.1
LOX Feed Line 20.3 ID 2-Places Multi-Port Hydrocarbon Solid Fuel Grain Case Wall 1.4 Kevlar/EPDM Insulation 0.8 Thick Toroidal Injection Manifold
1_386.8
A
92.7
I
508.0 Lo
Aft Insulation Kevlar/EPDM Nozzle
7.6 Thick
Section
A-A
Note:
All dimensions
are in centimeters
Figure
6.
Classical (pressure
hybrid
hydrocarbon/LOX ),
0 IgO44Y BRIO.-RIPT
fed version
18
FOLDOUT
FRAME
Concept No. 2AT Hydrocarbon/LOX Turbopump Version
Comoonent
Weight
Breakdown
Subsystem Motor
Comoonent Fuel Case Liner/Insul. Injector Plate Oxidizer Tank Piping Manifolds Valves Propane Tank Liner Piping Valves Manifolds Gas Tank Liner Feed Lines Valving Nozzle F-1 Combustor Ext. Insulation Interstate
HTPB/Poly IM-7/826 Kevlar/EPDM Carbon-Carbon LOX IM-7/826 S.S. 126,3 3,8. 2,5
370,9 3,_ 5,
Propane System
IM-7/826 Aluminum
Pressurizing System
Helium IM-7/82 6 Aluminum S.S.
Thrust
Chamber
Ablative
10,_,
Turbopumps Ancillary Components Propellant Weight Inert Weight Total Propulsive System
1,4_
AI-Li
2: ,3 503,5 26,8 530,3
gas generator
case add 12.796 kg
F.....
C?--" , :,:3.ME
Valve H e Tank Wall 6.1 Thick IM-7 .08 Thick AI Liner H 202 Tank Wall 1.7 Thick C3 H 6 Tank 71 39 80 e 365.E 3'2i0"7 Turbopump Oxidizer Injection Plate
266.7
5;494.0
[
1.386.8 115.6
Multi-Port Hydrocarbon Solid Fuel Grain
45 05 34
Case Wall 1.2 Kevlar/EPDM Insulation 0.8 Thick Nozzle
52 91 31
]
508.0
o 118.6
e 462.3 J Section A-A
86 05 91
Note: All measurements
are in centimeters
Figure
7.
Classical
hyOrid hydrocarbon/ fed),

0100-HYBRIDRPT
LOX (turbopump
19
25 [LR_Classical Hybrid I II GG Hybrid 20
0 Concept Oxidizer
1AT LOX
1A LOX
1T H202
1 H202
2AT LOX
2A LOX
2T H202
2 H202
Figure
8.
Hybrid
configurations
life cycle
costs.
01gO-HYBRIDRPT
Table
5.
Concept
Summary.
ID No. 1 1T 1A 1AT 2 2T 2A 2AT
Hybrid GG** GG GG GG Classical ++ Classical Classical Classical
Oxidizer H202 H202 LOX LOX H202 H202 LOX kOX
Feed System Pressure Turbopump Pressure Turbopump Pressure Turbopump Pressure Turbopump
Weight* 597 580 553 543 594 ...... 540 530
Length + 4978 4539 5532 5819 5560
LCC (%)*** 166.5 117.3 133.6 I00.0 189.0 120.9
5837 5494
168.0 111.4
+ * ** ++ ***
In centimeters. In thousands Gas generator Classical Compared of kilograms. fuel was ARCADENE 399C. HTPB, 25 percent PS.
hybrid
fuel was 75 percent hybrid 20
to the gas generator
with pump-feO
LCX.
hybrid shown
with
pressure-fed
H202
($22
billion).
summary
of
the
results
is
in Table 5 and Figure 8. certain assumptions
To calculate had to be
the costs made.
of the eight
conceptual are as
designs, follows:
These
assumptions
Classical
hybrid utilized
gaseous
oxidizer bed.
injection.
H202 was decomposed Fuel utilization
by a catalyst
for the gas generator
was 98
percent,
and the clas-
sical hybrid was 95 percent. Turbopump system had pump-out trade capability studies, design to meet the mission. the gas generator all consideration life due to the
As a result hybrid of to develop
of our initial a more-detailed hybrid. The
ARC selected and dropped
point
the classical cost,
gas generator hybrid
hybrid
had lower
calculated risk
cycle
and the classical uncertainties
presented
higher
development interactions
the scaling oxidizer 2.4 Point To requested two of
associated
with the complex
between
and the solid fuel grain. Design a for range two of hybrid meet eight possible rocket the vehicle motors: specified system a large ASRM requirements, (full-size) profile; MSFC motor, and a
encompass designs
which
in combination motor,
thrust meet
small
(quarter-size)
of which design The
in combination will
the same thrust first, followed
profile.
The full-size
motor
point
be described design
by the quarter-size gas generator which
motor
design.
full-size solid
features to be
a fuel-rich
contains
sufficient pressure 2.06 MPa
oxidizer
self-sustaining yet completely
above
a predetermined
operating below
(2.06 MPa, (300 psia) from
300 psia), without
extinguishes eous
at pressures The
a liquid or gasare injected
oxidizer.
fuel-rich chamber, eliminates motor
products mixed many
the gas
generator
into a separate tion. This
thrust
with of
an oxidizer, the complex
and burned processes
to compleinvolved in
approach rocket
classical thrust
hybrid
design.
Flow between in chamber
the gas generator pressure rate
and the
chamber
is subsonic;
thus,
changes
are communicated
to the gas generator. tor can be modulated ber which oxidizer bustion affects flow limit.
By this means, by changing
the fuel burning
in the gas generachamoff
the oxidizer Thrust
flow rate
into the thrust
chamber causes
pressure.
can be terminated pressure to fall
by shutting below
which
the gas generator
the com-
21
Design pressure-fed pump design the required
of
the
oxidizer and four point
delivery designs
system were
considered generated of for
both both.
turbopump
and
options, features oxidizer
The turboof
oversized even a Tridyne psia). less than
pumps, with
capable
supplying of operation.
100 percent
flow,
one pump out system (helium,
The presoxygen) at a
sure-fed pressure
design of 68.9
features MPa (10,000 have
hydrogen,
Both designs 1 percent maximizing
utilize
LOX as the
oxidizer.
The exhaust The
emissions effort of the
HC1 by weight. the safety safety factor was of and 1.6 reliability was chosen where
design
focused vehicle.
upon
characteristics to provide
A structural Design
a conservative safety, were
margin.
simplicity
emphasized safety, the SRB and
possible ity, and
to improve cost
reliability, given gains Layout
and cost. over
Although
reliabilresulting or other
factors
priority over the
performance, shuttle turbopump
design advanced
provides booster
performance designs.
current both 9.
drawings
for
pressure-
fed, full-size
booster
designs
are given
in Figure
Point designs assuming a peak
for both pressure-fed pressure of 8.62
and turbopump MPa (1253
options
were
generated expan-
chamber
psia)
and a nozzle might
sion ratio of mal the for either subsequent the
15. of
It was recognized the systems, effort, designs. but as
that these this as
conditions
not be optiin comand is
assumption
permitted
commonality basis for
design system
well Weight
a straight-forward for
paring
two
breakdowns 6 and 7. 3.4
the pressure-fed version
turbopump lighter porate
options than the
are presented pressure-fed thrust
in Tables version vector by
The turbopump Both for
percent. designed
designs
incor-
liquid
injection
control
3 to 5 of thrust
deflection. 2.4.1 The terized Gas Generator fuel-rich formulation gas generator propellant was derived from a well-characis given in
previously
developed
by ARC.
The formulation ARCADENE
Table 8 and lation sodium was
is identified modified by
as ARCADENE removing
399C.
The original of the AP and
399 formuit with of the to form
a portion basis.
replacing
nitrate
on an equal-molar thereby
The sodium acts as a scavenger it from combining with hydrogen
chlorine HCI.
molecule, has in
preventing
ARC
successfully 907 kg
demonstrated Ib)
a different hardware
sodium-nitrate-scavenged (726 kg, 1,600 Ibs of
propellant propellant);
(2,000
heavywall
363 kg (800 Ib) Super
BATES; and 32 kg (70 Ib) BATES motors
under
22
2,288.5 cmA
Pressure Fed Gas Generator
. !1,981.2
cm
Pump Fed Tridyne Wall IM-7 Tank _ Tank Valve r t _ / Tridyne
/(_1 _)-_ -_ _'" i _ !i _ F
LOX Tank 434.3 cm
LOX Tank _ 419.1 cm
Aluminum _ Lithium C_se J
Composite Case
4,681.2 cm
Gas Generator Wall IM-7
I_ 386.1 cm Igniter
Valves
119.4
O 119.4 cm Pad Support Structure Nozzle
L
Figure 9. Full size booster designs.
462.3 cm
O190-HYBRID-RPT
23
Table 6. Subsystem Gas Generator
Full-Size
Vehicle
Weight Element
Breakdown
(Pressure
Fed). (kg)
Weight 209,911 7,418 635 45 299,700 13,164 522 3,601 9,740 103 298 105 1,134 8,174 892 2,428 1,592 497 2,631 680 563,269
Fuel Case Liner/Insulation Igniter System LOX Tank (Composite) Feed Lines
Oxidizer
Delivery
Pressurizing
System
Tridyne Tank Liner Catalyst Plumbing
Bed and Valving
Thrust
Chamber
Injector Manifold Chamber/Nozzle TVC External Insulation
Ancillary
Components
Interstage Nose Cone Skirt Thrust Transfer Total Weight
Ring
(1,241,796
Ibm)
Table 7. Subsystem Gas Generator
Full-Size
Vehicle
Weight
Breakdown
(Turbopump). Weight 214,900 7,541 644 45 299,700 4,213 170 1,124 816 (kg)
Element Fuel Case Liner/Insulation Igniter System LOX Tank Feed (AI-Li) Lines
Oxidizer
Delivery
Pressurizing Turbopumps Thrust
System
Tridyne/Inert
Chamber
Injector Chamber TVC External
Manifold
1,134 6,350 892 2,428 594 497 2,631 68O 544,360 (1,200,109 Ibm)
Ancillary
Components
Insulation
Interstage Nose Cone Skirt Thrust Transfer Total Weight
Ring
24
Table B.
Gas Generator
Fuel.
ARCADENE
399C Formulation 34.0K 29.0% 21.5% 15.5% Total 100.0_
Polystyrene HTPB Ammonium Perchlorate Sodium Nitrate
Oxidizer Liquid Oxygen (LOX) at 77.6K
Combustion Flame Temperature Flame Temperature Density Without With
Properties LOX (K) 392 1,134 (g/cm 3) 1.2 982 1,686 (moles/t00 grams)
LOX (K) Fuel
of Gas Generator Fuel
C* of Gas Generator C* of Gas Generator Major Exhaust Products
(m/sec)
Fuel and LOX (m/sec) Fuel:
from Gas Generator
H20 CO CH 4 C (Solid) NaCl (Liquid) Major Exhaust Products from Gas Generator H20 CO N2 CO 2 NaCl Vacuum Vacuum Specific Specific Impulse Gas Generator Impulse Gas Generator
0.376 0.718 0.600 3.262 0.182 Fuel and LOX: 11.372 0.691 0.076 1.185 0.044 Fuel (N-sec/kg) Fuel and LOX (N-s/kg) 1,208 3,128 (moles/t00 grams)
25
contract used
to
the Astronautics will
Laboratory
(F04611-89-C-0028). using subscale
The motor
formulation hardware in
in the point design
be demonstrated
Phase 2. It guishment to provide The total mixture strated Figure is the nature of fuel-rich point propellants takes of this type to have extin-
limits.
ARC's
design
advantage
of this
characteristic
thrust-termination design of the
capabilities
for the booster. was driven by fuel flow A rate and
gas generator for the
grain
fuel
requirements
specified
booster
duty
cycle. this
desired
ratio by 10.
(MR) of 1.4 was selected the plot of vacuum Isp
for optimum
performance;
is demonratio in
(theoretical)-versus-mixture of mixture ratio
This curve shows that mixture ratios of
Isp as a function
is fairly and perbased
flat between total cent
1.25 and 1.5. we assumed an
To determine impulse
grain
geometry of 92.5
propellant and fuel
requirements, (excess
efficiency
sliver
propellant
left at
burnout)
of 2 percent,
on our airbreathing
database.
3,139.2 _ 3,041.1 Pc= 1,000, E = 15 l
2,943.0
_, '_
2,644.9 2,746.8
2,648.7 I Pc Chamber Pressure E = Expansion Ratio 2,550.6 0.50

I I i I I I I I I
] 3.00
0.75
1.00
1.25
1.50
1.75
2.00
2.25
2.50
2.75
Mixture Ratio (weight OX/fuel) Figure 10. Vacuum h,_ versus

-AO190-HYBR|D..RPT
mixture
ratio,
expansion
ratio,
and chamber
presst_r,
26
An outer the fuel
diameter this
(OD) of 386 centimeters is considered to
(152 inches) the current
was
selected
for
grain;
be within base.
industry grain
manu-
facturing resulting pounds) required
and transportation from of the ballistic An
experience analysis, additional
The gas generator 209,gli kilograms shown
design, (462,774 is
requires 3,402
kilograms (7,500
propellant.
pounds)
to drive the turbopumps. configuration option is
The grain eight
design,
in Figure
11a, is a
center-perforated for the
with
aft slots.
The length inches), for
of the grain with the a port
pressure-fed of 79
1,600
centimeters the grain
(630
diameter option
centimeters centimeters The slot
(31 inches); (640 design inches) for both
length the
turbopump fuel for
is 1,625
to provide options
additional
the turbopumps. eight slots extend
is the same.
Four
of the while are 10
343 centimeters
(135 inches)
axially
into the grain, The slots
the remaining centimeters
four extend (4 inches)
only 292 centimeters spaced.
(115 inches).
wide and equally
A structural Texas Grain
analysis
of the gas generator (TEXGAP) the grain 278K
grain
was completed This at
using
the
Analysis analysis
Computer assumed of
program. 2 was cured (worst
three-dimensional, (590R) and then are
finite-element cooled given the to
328K
a bulk
temperature
(500R)
case). occurs
The results
in Figure of
11b. the
The maximum grain. This
strain of 18.2 percent value is within the
in the bore at allowable changes for to
aft end
maximum
propellants provide
when factors relief
due to grain
aging
are considered. bulk grain
Design operating
stress
would be required
if lower
tempera-
tures are specified. To aid length of in ignition, the long slots of the fuel grain with a 2.54 are overcast (1 inch) for a thick
368 centimeters igniter
(145 inches) propellant This
centimeter
web of HTPB-based second
with
a burning propellant
rate of 2.54 centimeters/ provides the initial the or gas
(1 inch/second). pressurization. reach The the
overcast time for
generator rates to
Its burn levels pressure
is sufficient either be is
to allow
LOX flow turbopump limits
required
the pressure-fed above
systems. of the
gas generator when
will grain
the extinguishment due to the
propellant
the starter
exhausted
secondary
TEXGAP 84, Anatech International Corporation, Force Contract No. F04611-84-C-0017.
Report
No. ANA-85-O029,
Air
27
_ 203o2 :_,,1_
203.2
406._l.. j A
_9rai6L.n_12iScm
'
1.0;6__J
1.219.2
1.42:._J
1.625.6
Section A-A
Section B-B
Section C-C
Figure
11a.
Full size _rai_
design,
194.6 cm
_c
! 39.1 cm
Propellant Modulus = 4.82 MPa -5 Thermal Coefficient of Expansion = 6 x 10 Stress Free Temperature = 327.6 K
Cold Temperature = 277.6K Maximum Stress = 0.66 MPa
Maximum
Stress = 0.42 MPa
Bore Strain Equals -3.4% Bore Strain = 18.2% Bore Strain = 16.1%
Figure
I l b.
Results
of _rain
structural
analysis.
01B)-HYBRIDRPT
28
combustion products tained
occurring and LOX. the
in Stable
the gas
thrust
chamber
between
the
fuel
rich will
exhaust be mainThe in
generator or to
propellant until the LOX
combustion flow is
until
grain
is exhausted trace due
terminated. is given
predicted Figure 12.
chamber
pressure
start-up
propellant
The spooling propellant small pad. igniter trade
use
of
an
overcast
grain
is
one
of
several
possible
schemes
for
up the turbopumps combustion
and establishing
required
pressures
and subsequent the use of a on the
in the gas generator. which
This approach installed
allows
aft-mounted An
igniter
can be easily be of to the
and activated
alternative located in
design the head
would end
use a cartrldge-type, gas generator. approach to
grain-mounted design and
Further
studies The
should
be performed
before
the final which
can be selected. the only fuel injector pres-
baseline is
aft-mounted in Figure
igniter, 13. The
is bolted provides
manifold, surization to build
shown
igniter
limited
of the gas generator, pressure that and must ignite be
Figure
14, relying of the
on the start-up fuel. This plate
propellant the the
the
balance through
minimizes to which
thrust igniter
loads
reacted
the
injector
is mounted. 640 560 "Start- Up" Propellant
480
400 320
240 160
80
0.4
0.8 Time, s
1.2
1.6
2.0
Figure
12.
leniter
Pressure 29
traces
for full-size
booster. 01gO-HYBRID,. RPT
Cross-section
Specir_:ations
Diameter ........................... 29.1 cm Length ............................. 83.7 cm No. of Spokes ............................ 30 Web ............................... -14.0 mm Spoke Length ...................... 5.64 cm Propellant Weight .................. 27.2 kg
Figure
13.
Igniter
grain
design
(full-size
booster).
30
20-
0.2 T/me, s
0.4
Figure
14.
l_niter
t_ressure
traces
(full-size
booster).
01EO-HYBRID-RPT
3O
The
baseline
gas
generator weight
case
design
incorporates steel case
carbon/epoxy construction.
comThe
posite materials gas generator and aft ends. lated psia) for
to provide
savings with
over
case
is monolithic, thickness
steel
polar
bosses (0.90 (MEOP)
at both the forward inches)], of 8.62 with was calcuMPa (1,253 for our than
The case
[2.3 centimeters pressure
a maximum
expected
operating
and to meet ASRM
bending axial
stiffness
requirements
commensurate not
those
the ASRM. booster
stiffness
requirements
were
addressed
because
design
transmits as the
loads to the core vehicle for the shuttle. boss and
at the aft end rather The fuel injector
the forward interfaces section
end, with
is the case aft polar
manifold design
is discussed weight
in the
injector
of this
report.
The case for
structural
was calculated and
to be 7,416 kilograms
kilograms
(16,350
pounds)
the
pressure-fed
option,
7,530
(16,600 pounds) A steel tion assumed stress
for the turbopump generator
option. also 1,514 sized MPa for comparison. (220,000 case psi) The calcula-
gas
case was of
a tensile
strength factor.
and a 7 percent for the same in a
biaxial
improvement factors
The resulting (0.66
thickness
loads and safety case weight or 23,133 The HTPB with
is 1.7 centimeters (67,500
inches).
This results
of 30,617
kilograms
pounds)
for the pressure-fed
option,
kilograms baseline glass
(51,000 gas
pounds)
heavier
than the composite is a an ablative of
case design. material gm/cm 3 made of
generator
insulation and has
microballoons
density
1.05
(0.038
Ibs/in3); The
it is designated insulation as the
the "ARC thioxotropic
insulation
process"
(ARCTIP). in exposed
required such
thickness and
is 1.3 centimeters aft domes and the
(0.5 inches) tip regions will by
regions fins, flame
forward
of the
long
and 0.13 exposure. web.
centimeters These
(0.05 inches) regions include
in the areas wall are areas minimal
which covered due
have minimal the maximum flame
propellant temperature A high
Insulation
thicknesses propellant safety was
to
the
low
of the gas generator thermal margin of
11,278K imposed
(2,300R)]. on the gas generator is defined and as:
components
in the hybrid
booster.
The thermal
margin
of safety
(original insulation thickness) TMS = (erosion + pyrolysis + char thickness)
- 1
(i)
The minimum
acceptable
TMS in the hybrid
booster
is 1.0.
31
Thermal analyses were performed at two locations in the gas generator using the charring and material ablation (CMA) computer code. 3 CMA models
surface response thermochemical erosion, in-depth decomposition, model. Boundary and temperature in the for a one-dimensional gas generator for predicted axisymmetric conditions
solid-fuel corrected file.
were calculated exposure times
using derived
pipe-flow from
theory
(Sieder-Tate), burnback pro-
the grain
Results thermal composite 2.4.2
of the thermal of safety of
analysis 2.75,
predict with
that the insulation
has a minimum in the
margin case.
no temperature
rise predicted
Thrust
Chamber requirements for the combustor The throat and nozzle diameter were established by
The design modeling
the combustion pressure of
process.
for the 8.62 MPa (1,253 (47 inches) nozzle with has
psia) chamber
was calculated
to be 119.4 centimeters (182 inches).
an exit diameter a throat-to-exit ber diameter throat throat area area,
462 centimeters
The bell-shaped
length
of 470 centimeters (66.5 of
(185 inches), giving
and the thrust
cham-
is 169 centimeters ratio. L*, was The ratio
inches),
a two-to-one free
chamber-toto the
the
combustor
chamber (120
volume
assumed This
to L*
be 305 centimeters value yielded a
inches)
to minimize (cylinder
combustion
instability.
chamber
length
only) of 147 centimeters Figure 15 shows a sketch types of
(58 inches)
and a residence chamber designs
time of 4.3 milliseconds.
of the thrust chamber
design. were examined, could to regeneratively be incorporated recoverability Thus, into the
Two cooled into and
combustion
and ablative. of the
While either booster in the design grouping thrust
thrust
chamber
design
either reuse
options, of
issues
related
resulted
high-cost
components
together.
the regeneratively turbopump design was system
cooled design
chamber
design was only
incorporated
for cost into
and performance
evaluation,
and the ablative designs. design As
incorporated
both the turbopump trades, we selected
and pressure-fed the ablative
a result hybrid
of our
engineering
for our
concept.
Aerotherm Charring Version 3, Aerotherm
Material Thermal Response and Report No. UM-70-14, April 1970.
Ablation
Program,
32
Igniter
Aft Skirt
TVC Injector (8) Proportional Flow (
Turbo Pump (4) Generator
Gas J
LOX Manifold
Injector Manifold
Isolation Valve
Launch Pad Support Truss desien.
Figure
15.
Thrust
chamber
9220
t
810.9
s@s
#,
S d r
I_
477.6
f
"
s @
I
w6'@ o
*-
i=,
366.5 255.4 0
f ,, ,'* 2.54
jo,_ .----- .... 5.08 7.62 Gas Side Coolant Side 10.2 12.7
Passage Height (mm) Figure 16. Throat wail temperature as a function of passage height_
011K)-HYBRID- RPT
33
2.4.2.1 chamber porates is
Regenerativel_ a single wall
Cooled
Design from ARC The
The D6AC
regeneratively (low alloy)
cooled that
thrust incor-
piece
machined
steel
channel
architecture. with LOX.
investigated cooling
the feasibility is complicated
of coolby the
ing the thrust
chamber
problem
fact the oxidizer coolant. sectional wall
is throttled
during
the mission would
resulting
in less available and the crossFigure 16 shows height
It was assumed area would vary
the chamber axially
have 150 channels, chamber.
along
the thrust passage
temperature
as a function (0.4
of throat
height.
If a passage
of 1.02
centimeters would be
inches)
is selected, 700K
the corresponding Figure
gas sidewall coolant height pas-
temperature passage of 1.02
slightly
under
(1,260R).
17 shows
pressure
drop
as a function (0.4 inches), under
of passage
height. drop
For a passage
centimeters
the pressure
(AP) in the coolant
sage would Figure different atures). LOX will 8.95 MPa
be slightly 18 shows
1.38 MPa (200 psi). temperature-versus-chamber (100 and 75 percent (1,000 pressure for two
coolant
exhaust This
gas temperatures shows that of
of the uncooled chamber
temperthe of As
plot
at 6.88 MPa 136K
psia)
pressure, pressure
be at a temperature (1,300 psia). chamber
(245R) still
at a coolant
passage
The LOX would
be a liquid pressure
at this condition. of 3.79 MPa
the thrust the coolant MPa
is throttled is 139K
to a chamber (250R)
(550 psia), of 4.65 at
temperature
at a coolant
passage
pressure
(675 psia). lower
At these pressures,
conditions, film boiling
the LOX is still starts and the
a liquid; heat
however,
slightly cients
transfer
coeffi-
would
have to be determined
experimentally
to determine
if it is still
possible
to cool the chamber. on the previous thermal and hydrodynamic designed ratio, out to analyses, (Figure LOX a single-pass The back of inlet to the an
Based
regeneratively manifold injector uncooled is
cooled located at
thrust the
chamber 9:1
was
19). flow
expansion point
with an
manifold. braided wall a
From
the
g:l
area
ratio
15:1,
carbon-carbon construction
nozzle
extension
is used. thrust provide chamthe
Channel ber using
was selected plated A number (SSME) with a on of
for the regenerative the D6AC steel to
copper-based
alloy
required the of Space
thermal Shuttle
conductivity. main is and to engine start
large
thrust
chambers
including method to the The
use this ring
approach. spin
One possible the forging
construction shape,
forging, to the
general
then
finish-machine
required
dimensions.
34
688.2
68.8
6.88
0.69 0
2.54
5.08
7.62
10.2
12.7
15.2
Passage Height, mm Figure 17. Coolant passage oressure drop as a function of passage height.
166.7 155.6 144.4 133.3 4" I_ 122.2 111.1 100.0 88.9 77.8 66.7 55.6 0
I I I I
TO% u ,S,,rO0
/
I 1.38 2.75 4.13 5.51
......
Tg = 2849 OKJ Temperature 6.88
Chamber Pressure, MPa Figure 18. l_elationship between coolant temoerature and chamber pressure.
01go-HYBRIDRPT
35
-=
_-147m3.-_
469.9cm
19.4 cm
Manifldl
462.3 cm
/
617.2 cm Figure 19. Single pass regenerative!v cooled thrust chamber, 469.9 cm 147.3
cm
__
Aft
Skirt
Attachment
Point
119.4 cm
462.3 cm
Braided Glass Phenolic
Filament Wound Glass Epoxy_l 617.2 cm Figure 20. Ablative thrust chamber design. vj
36
channels
are machined
onto the outer nickel closure over
surface
of the thrust surface.
chamber
and closed to the
by electro-depositing fabricate assembly. The channel the height of at wall the a one-piece
the entire
It is also possible to complete
and slide
it over
the channels
height
at the throat end is 1.14
is 1.02
centimeters (0.45
(0.4 inches), and the
injector
centimeters (1.1
inches), The thrust
height
the manifold for buckling computer
is 2.8 centimeters modes. program
inches).
chamber
was analyzed
The BOSOR5 tion of
for analysis shells of
of stress, used. 4 centimeters
stability, To meet (0.50
and vibrabuckling was
segmented, a channel
ring-stlffened wall thickness
was 1.3
the
pressure, calculated. Based follows:
inches)
upon
the
design,
the weight
of the thrust
chamber
assembly
is as
Regeneratively Cooled Portion Carbon-Carbon Nozzle Extension Injector Weight 2.4.2.2 Ablative Desiqn The ablative thrust
5,352 kg 998 1,134 7,484 chamber kg (16,500 design, Ib) Figure 20,
incorporates braided insert. designs
a three-directionally (MBA) thrust
(3D)-reinforced, with
glass-phenolic
monolithic throat
ablative The typical via MBA
chamber/nozzle over
a 3D carbon-carbon laminated
offers
advantages SRM nozzles
conventional
multi-ring is
of shuttle a 3D
in that
(1) ply-lifting/delamination (2) leak and paths (3) due
eliminated component simplified near-net for
reinforced and
architecture, are
to multiis to
interfaces via
bondlines low raw
reduced, costs
manufacturing scrap with due
automation,
material injector
and reduced along with
molding.
Attachment cone
to the are
manifold achieved
provision wound
the nozzle
extension
integrally
a filament
overwrap At
of glass/epoxy. an expansion benign ratio to of 5.7 aft of the throat, the glass/epoxy the flow to environment as is both
sufficiently
allow
overwrap
perform
Buckling of Elastic-Plastic Complex Shells of Revolution Including Large Deflections and Creep, Lockheed Missiles and Space Company, Report No. LMSC-D407166, December 1974. 37
flame-surface expansion chamber
and structure; of 15. The
therefore, total
the glass/epoxy of the
is continued
aft to an thrust
ratio
weight
composite
ablative
is 8,165
kilograms carbon
(18,000 pounds). phenolic, silica and phenolic, of a continuation and glass of the
Carbon/carbon, glass/phenolic were evaluated show that tlmeters
ablative
structure,
a hybrid
silica region.
fibers
for performance
in the nozzle erosion
throat
The calculations [1.3 cen-
carbon/carbon (0.5 inches or
has better
resistance
at the throat MBA
erosion)]
than
the glass
phenolic
[10.2 centimeters The glass due to the envi-
(4.0 inches)] phenolic
carbon
phenolic
[8.9 centimeters rates were
(3.5 inches)]. high
and silica
phenolic Carbon
erosion
unacceptably
high temperature. ronment resulting
phenolic
was unacceptable
due to the chemical also
from
an excess
of free oxygen. throat, effect
The environment
impacts in
the performance flame
of the carbon/carbon which has
but is offset on the
by the reduction reactions dioxide
temperature
a direct reactions modeled
kinetic
being (C02), pro-
modeled.
The kinetic
carbon
with water using
(H20), carbon
and hydrogen gram. 5 ses
(H2) are directly
the GASKET
thermochemistry
The reaction
rates are extremely
sensitive in
to temperature. erosion will
Our analyresult at
show
a two-order-of-magnitude film cooling conditions in
reduction
total
the throat when Boundary results viscous gral
is assumed. the thrust fluid chamber dynamics were calculated using coupled energy the with inte-
of the FLUENT flow boundary
computational
(CFD) analysis by the momentum
layer solutions
calculated
technique
(MEIT). 6,7
The CFD analysis
was used to predict fuel
the reduction injection at
in the gas temperatures the manifold. gas temperatures thrust chamber
at the boundary
layer due to annular show a significant a 2,478K (4,460R)
The results
of the analysis ranging from
reduction reduction throat. performed
in the at the
at the wall to a 1,144K material
(2,0600R) ablation
reduction (CMA) mixing
at the nozzle analyses chamber. were
Charring, locations
and
at
five in
in the nozzle
and combustion
The oxygen
content
Aerotherm Graphite Surface 1978, AFRPL-TR-78-77. Creare Incorporated,
Kinetics
Computer
Program,
Version
B, December
"Fluent
Manual,"
Version
2.9, TN-369,
Rev. 3, 1987.
7.
Momentum/Energy
Integral
Technique,
July
1978, AFRPL-TR-78-53.
38
the
combustion
gasses flame
is three
times
what in
is present of
in conventional (6,460R).
solid In the
propellants absence cally the with of
with film
temperatures wall
excess
3,58gK are
cooling, environment The
component
materials
subjected glass
to a chemiused in
reactive liner.
resulting
in erosion
of the
fibers
MBA
analysis fuel
performed injection,
in the combustion there will
chamber
shows of
that the gas
film
cooling
and
be minimal using
erosion
glass MBA. generator The ratio ratio wrap of
Our point design effluent.
is dependent
on film cooling
unreacted
effects 1.7;
of
film the
cooling static
are
no
longer
significant
beyond
an
area
however,
temperature
drops
sufficiently MBA.
at an area over-
of 2.9 forms
to allow transition exit cone at an
back to the glass area occurs ratio of
The composite minimum between
the
5.7.
The
predicted the carbon/
thermal carbon 2.4.3 The central ters by
margin insert
of safety
of 3.15
at the transition
and the quartz/phenolic Desiqn (Figure of 21)
MBA.
Injector injector dome an
consists
of
the
thrust along
chamber their
dome common
and
the
segment oxidizer
the gas generator, plenum.
Joined
perimefrom
supply
Fuel-rich chamber
combustion
products tubes.
pass
the gas generator is 3.9 centimeters and lower dome
into
the thrust
via 500 injector and passes
Each tube
(1.55 inches)
in diameter ports
through
both the upper pressure (doublets)
elements.
The fuel
are designed chamber dome,
for a maximum eight pairs
drop of 0.38 MPa (55 psi). of oxidizer port is injectors
In the thrust about
are spaced (0.131 of
each
of the fuel ports. and
Each oxidizer for a
0.33
centimeters
inches) 1.72 MPa
in diameter (250 psi). streams is angled port
is designed of
maximum ports
differential is angled
pressure
Each pair for ligament
oxidizer and
for self-impingement the doublet the fuel
of the pair
breakup
atomization. of gases
In addition, out of
inward toward the
the stream oxygen is the A
flowing
injector the fuel
so that Since selected
atomized
stream
will
impinge warm
and mix with 1,278K
stream. at the with
the fuel mixture
stream ratio,
relatively finely
{about LOX will
(2,300R)]
atomized
vaporize thermal
and react loads
the fuel-rich injector
gas stream. that
preliminary specified A more
evaluation mixture ratio
of
on the
indicate will
at the
and LOX pressure, will
the oxidizer
remain
a liquid. design
detailed
evaluation
have to be completed
once
the injector
has been finalized.
39
Refer to Schematics A and B.
Schematic A Gas Generator Side
Schematic
I I
Oxidizer
.....
kl
3,3 mm
_--1--,___,_er-_i_'
38.1 mm Thrust Chamber Side
_--NI.NN
Figure
21.
Injector
manifold
desien.
40
The be
fuel
ports by
at the outer ports.
periphery This
of will
the injector provide a
manifold zone of
will
not
surrounded
oxidizer
combustion of gas cooling in the
products
along the wall of the thrust chamber. and for cooled oxygen concentration near
The resulting the wall and will
reduction reduce rates
temperature requirements ablatively
the regeneratively chamber. Previous
cooled
chamber with
erosion
experience
film cooling
of this type
has demonstrated
only minimal
penalties
in combustion the injector pressure
performance. B ports is designed to be
The flow of the gaseous subsonic. This unchoked
fuel through allows
injector
changes
in the thrust chamburning
ber to be communicated rate is a function pressure,
to the gas generator. the fuel
Since
the gas generator is controlled
of pressure, which in turn
flow rate
by adjusting speed
chamber
is accomplished
by varying
the turbopump
and, thus, the LOX flow rate. The attachment eratively on the injector area, cooled is fabricated the stainless thrust chamber from stainless steel. At the thrust alloy. coating the chamber
is reinforced attachment The injector to a flange
with
a nickel
The regendeposited
area has a nickel is welded to
copper-based thrust As chamber
alloy.
regeneratively cooled to weigh thrust 1,134
cooled
and bolted the
on the ablatively is estimated
chamber. kilograms The rocket
configured,
injector
manifold
(2,500 pounds) proposed
for both designs. design offers two advantages: (I) and the liquid
injector
fuel
injection can
development using
experience subscale
is applicable; test motors,
(2) injector up.
development Injector program. 2.4.4 A
be performed will
and then scaled Phase
designs
be evaluated
in the acquisition
phase,
2 of this
Combustion preliminary
Stability evaluation of combustion During stability was made to identify
issues that need to be addressed. of the design
the evaluation, benefits:
four characteristics
were noted that will provide
Liquid Rocket April 1972.
Engine
Fluid-Cooled
Combustion
Chambers,
NASA
SP-8087,
41
I.
High-solids-loading damping agent of for the
in the thrust chamber high-frequency fuel-rich gas solid
is known
to be an effective The products are of
instabilities. generator particulates
combustion mately
propellant
approxisize
50 percent-by-weight ranging of
with the particle
distribution 2. The free
from 1 to 400 microns. the gas generator is larger than that for the
volume
thrust
chamber.
This minimizes
the effects
of pressure
oscillations
originating 3. The injector sions low of
in the thrust fuel port thrust
chamber. than the characteristic flow area will dimenthe and
area is smaller This
the
chamber.
lower
dampen
frequency chamber.
pressure
oscillations
between
the
gas
generator
thrust 4. The
oxidizer drop
injection across the
system
has
been
designed
for
25
percent
pressure chamber 2.4.5 An eight The Oxidizer
injector
face to minimize flow rate.
effects
of thrust
pressure Delivery trade
oscillations System study was
on oxidizer
engineering
performed
by
ARC/Liquid
Propulsion
on
systems study was
for the of
storage
and control detail to
of oxidizer make major
for hybrid feed system A.
combustion. selections. Components
sufficient
Results
of the trade
study are discussed
in detail
in Appendix
incorporated 2.4.5.1 zation
into the point design System tank.
are presented
below. was selected for pressuriand a
Pressure-Fed of the oxidizer
- A Tridyne Tridyne
system
is a mixture
of 91 percent
helium
stoichiometric temperature flowed mixture upstream tank. each of
ratio of hydrogen at a pressure
and oxygen. of 68.9 the at MPa
The Tridyne (10,000
is stored When react, Parallel on
at ambient Tridyne producing regulators, is a
and
psia).
through of of
a catalytic and water
bed,
hydrogen 667K
and oxygen
helium the
vapor
(1,200R). head
catalytic flow
bed, rate
establish is modulated (8 inch)
the
pressure
the
oxidizer one in
The oxidizer the four
by four throttling diameter valve supply located valves ignition by
valves, The
20.3 centimeter
lines.
lines
are prefilled and near the
to the normally injector lines Booster
closed
isolation The just
in each feedline in the gas presthe open
manifold. are opened
isolation before
surization oxidizer
outlet tank.
to
pressurize a normally
shutdown
is accomplished
closing
42
isolation tank. The
valve feed
located system
in
the
common sized
oxidizer to provide
plenum
at
the
base
of
the
has been
100 percent
of the required Figure 22 shows a
LOX flow, even with a failure schematic of the delivery of 3,601
of one of the four feedlines.
system. (7,938 pounds) of Tridyne an epoxy is required. resin. a 0.08 The
A total Tridyne wall tank
kilograms
is fabricated centimeters
of IM-7 carbon (7.68 inches) The total and the
fiber with thick and
The tank centimeter (21,701
is 19.5
includes is 9,843 system
(0.03 inch) aluminum pounds) (330 2.4.5.2 given in (tank and
liner.
tank weight feed
kilograms
liner),
Tridyne
weighs
150 kilograms
pounds). Turbopump Figure capacity delivery Fuel-rich 23. Feed System Four equal of to the A schematic were of of the with normal even if LOX delivery each having system is
turbopumps 133 percent required
used, the
a maximum
operating This
operating one of the
requirement. four turboparallel in
permits
LOX flow
pumps fails. throttle the event upstream down. ambient
gases from the gas generator These
are sent through valves
valves of of an the
to power the turbines. emergency catalytic exhaust shutdown. gas
throttle
can be closed valve
The normally
open
isolation
just shutto
generator
is also used a separate
for
an emergency
The turbine pressure
is passed
through
nozzle
and expanded
conditions. system was used for the turbopump to the suction valves (Figure feed system to
A Tridyne provide dyne
pressurization
a constant
head pressure
side of the pumps. 23). Each valve fails
The Triis capable A pres-
is controlled
by two isolation in case
of handling
full gas flow is provided flows
one isolation
valve
to open.
sure transducer The regulator Tridyne
so pressure a normally
in the tank can be monitored. open where isolation the oxygen LOX tank valve through a gas
to
to a catalytic
gas generator
and hydrogen are heated the
react to and is
heat up the helium. steam. connected A second to
The products regulator is
entering provided
the in
helium and
parallel
with
first
a normally this
closed
isolation
valve.
In case
the first
regulator the
malfunctions, malfunctioning ate.
isolation
valve
can be opened,
the isolation will will
valve with
regulator with
can be closed,
and the system systems
continue be used,
to operand the
Regulators
built-in
health monitoring
switchover
will occur
automatically
with no outside
signals
required.
43
Pressurant Bottle
Pressure Sensor
r_
FilWent Valve
Isolation Valves
I
Pressure Regulator
Catalytic Reactor Relief Valve r--i Pressure Sensor
Fill/Vent Valve
r_
Fill/Drain Valve
F-]
Isolation Valves N.O.
]
_] To Injector
Isolation Valves N.C, Throttle Valves
Figure
22.
Catalytic
warm
gas pressurization
system
schematic
for GGILOX.
01gO-HYBRID RPT
44
Pressure Transducer Isolation Valves (NC)
r-_
Fill/Vent Valve
I
Isolation Valve (NC) Isolation Valve (NO) Regulators (with Health Monitoring Equipment)
NO Isolation Valve
Catalytic Gas Generator
Fill/Drain Valve
Throttle Valves
c 1
Solid Gas
I
I
for Ablative T.C. T= Turbine P= Pump Turbine Exhaust
/
I
[_
To Injector
Figure
23.
Prelimina_
oxidizer
pump-fed
_stem
schematic.
0190-HYBRID RP'r
45
Since the fluid to be pressurized liquify oxidizer more and eventually freeze. This We have
is a cryogen, will not create
the steam any
generated until
will the
problems volume
tank is almost empty. to prevent
increased
our ullage
and loaded
oxidizer Oxidizer
entrainment
of the water. inlet and from the pump outlet or to the cooling jacket to
is routed directly (ablative
to the pump
either
the
injector
thrust
chamber)
inlet
(regeneratively A system ablative-
cooled thrust pressure
chamber). is shown in Table chamber 9. This schedule covers the
schedule
and regeneratively design,
cooled provided were
thrust
cases. is driven from the fuelrange
Our turbopump rich gas generator.
by Allied-Signal, required
The pumps
to have a wide
throttling
to supply
the LOX flow rate throughout operating condition. pump and
the burn and to accommodate
a potential is given psia) for
one-pump-out in Table 10.
A list of operating outlet pressure (1,675 is 9.46 psia) the
requirements MPa (1,375
The maximum thrust chamber
the ablative cooled thrust
11.5 MPa
for the regeneratively regeneratively the coolant cooled
chamber. chamber
The
higher
delivery
pressure drop taken contains gas
for
is due to the pressure exhaust from the
through
channels. of the
Since the gas generator separating turbopump pitot, the particulates reliability. filter,
solid
particulates, required this by to using
a method improve
stream
was
Allied-Signal developed
accomplished
a reverse
inertial
and proven
in cooling
turbine
applications.
The reverse the probe
pitot, directed
Figure
24, extends Flow
into the gas flow with entering prevents the probe
the open end of to turn and
downstream.
is forced being
1BO . they
The momentum are separated 99 percent each of
of the particles from the flow.
them from probe
entrained,
A well-designed
will remove would be made
approxione
mately feeding
of
the solid
particulates. The
Four probes probes would
be used, an
the four
turbopumps. manifold
integral be
part of the fuel injector fabricated temperature. The Allied-Signal stage, mixed-flow
to simplify steel
case construction, to survive
and would
from an austenitic
stainless
the moderate
effluent
turbopump
is shown
in Figure
25.
The pump impeller
is a singletip diameter uses tip
design with (9.3 inches impulse
a 22.9 centimeter
(9 inch)
[23.6 centimeters a single-stage,
for the regenerative with a 48.3
option)I. centimeter
The turbine (19 inch)
impeller
46
Table 9.
System
Pressure
Schedule. Pressure 68.8 1.8 1.8 O.B 0.9 (min) (max) MPa
Tridyne
Storage Outlet
Pressure Pressure
at 289K
Regulator Catalytic
Gas Generator
Pressure
Tank Pressure*
Inlet Pressure Pump Outlet Pump Outlet
to Pump (Ablative) (Regen)
0.4 9.5 11.5
Pressure Pressure
*Includes static 0.4 MPa.
head.
Minimum
tank pressure
is
Table 10.
LOX Turbopump
Operating
Requirements.
Maximum
Flow Rate
(kg/sec) (MPa) (MPa)
3,144 0.8 9.5 11.51
Pump Inlet Pressure Pump Outlet Pressure
Turbine Turbine Turbine Turbine Turbine Minimum Minimum
Drive-Gas Drive-Gas
Flow Molecular
Weight 2 Heats 2 Chamber Pressure) (K) (MPa)
13.75 1.12 7.5 392 0.2 1,895 3.5
Ratio of Specific
Inlet Pressure
(Main GG Maximum (GG Chamber (MPa)
Inlet Temperature Discharge Pressure
Temperature)
Flow Rate (kg/sec) Chamber Pressure with (MPa) Pump Out Capability
Four Turbopumps
Single
I. Regenerative cooling version. 2. Assuming solids are filtered out using
reverse
pitot.
47
Gas Generator Exhaust Flow
To Turbine Inlet
Figure24.
Reverse
pitot,
Pump Volute Turbine Inlet Volute
Irope lie r
_ _'_'. -_,)1
_--_--_
Inducer Inlet
66.1 cm
_._--_
Y_____,. __
57.00 cm
__..
.........
_"
,-_ .
r"
..
",
.H.e/ium 7-_ _i==_-
't
--
T_
70.4 cm
_._l
Figure
25.
LOX
turbopump,
0111_III_#D. p-r R
48
diameter. Inconel 3 percent percent Its good
The pump, 718 (77
turbine N,
housing, 15
and turbine Cr, 0.2
impellers percent K-500
are fabricated CO, 7 percent
of Fe,
percent
percent
Al).
The inducer
is fabricated
from Monel percent turbopump
(63 percent
N, 30 for
Cu,
2 percent
F3, 4 percent
s, 2.75
Al, O.g percent weight
Mn)
erosion
resistance.
The estimated
is 204 kilograms
(450 pounds). The design uses foil bearings several rather than conventional ball bearings.
Ball bearings offer stable,
have caused high-speed
failures at
in LOX turbopumps. 9 temperatures In addition,
Foil bearings where ordinary do
operation
extreme
lubrication not have
systems
cease to function and them rotor unique
properly.
foil
bearings with
the
clearance giving
stability
problems
associated
hydro-
static tion.
bearings, Excellent
advantages
in the LOX turbopump for foil bearing for foil bearings
applicaused coolof is
reliability
has been achieved
machines bearing
in other
applications.
The mean-time-between-failures over 60,000 hours.
ing turbines
is typically a Teflon
The foil
are made rubbing
Inconel 750 with likely to occur, ary lip areas. There to ensure
coating.
Silver
plating
is used wherever
such as the labyrinth
seal and at the balance
piston
station-
are several efficient
seals around and safe the
the rotating A from
assembly
of the LOX turbopump seal is used outlet on the
operation. leakage
labyrinth the
impeller pump main
shroud stage effects
to control inlet. of The
high-pressure
to the the
seal clearance hydraulic
is determined load growth. of good
by considering
combined runout, edges seal
static
unbalance
deflection, The number The
vibration of knife
and differential of the labyrinth
thermal seal
and centrifugal the amount offers
control
leakage. ignition occurs
stationary and
land
is plated
with
silver,
which
resistance
reduces
the danger
of burnishing
if localized
contact
between
the knife
edges and the seal land. A carbon wheel, prevents During is face seal near the right as a spring-loaded from journal seal the bearing, during turbine inboard of the turbine This seal
used liquid
static into
chill-down. cavity a finite
oxygen
leaking
during
starts. that
operation,
this face seal lifts off and creates
clearance
g.
Personal AiResearch
Communications, Dr. Los Angeles Division,
Alston L. Torrence,
Gu, Turbomachinery California, August
Systems, 1989.
_9
controls
the bearing
cooling
flow.
Radial grooves
may be utilized
in the face
seal to promote The bearing a drain between
lift-off. cooling the flow is prevented and a from entering the turbine carbon, cavity by
face
seal seal to
helium-purged,
floating-ring inlet of
seal.
Another
floating-ring flow
is utilized
to the right
of the helium
to control the
the helium
the turbine by
cavity.
The finite leakage
clearances rates
floating-ring
seals
are determined thermal
the desired growth normal
and the
effects
of differential
and centrifugal at the 11.
of the components. maximum flow, and during
The performance pump-out conditions
of the turbopump is presented higher
in Table
The flow
rate for the pump-out flow point. chamber pressure of flow
conditions At 7.5 MPa point, tively version. high
is 33.3 percent
than that of the maximum the total gas generator while
the pump-out (1,085 this psia)
condition, is used level and
to drive
the turbine; to 4.3 MPa for
at the maximum for
pressure version
is throttled 5.2 MPa (760
(618 psia) the
the ablacooled
cooled
psia)
regeneratively tip speed. (17,440
Turbine
efficiency the maximum
is limited turbine
by the turbine top speed
To achieve rpm) is 457
reliability,
allowed
meters/second Turbopump booster that duty
(1,500 feet/second). performance cycle, Figure design was 26. evaluated The purpose at of four selected points in the
the evaluation margin.
was to ensure Table inlet 12 prefrom the LOX flow to reduce at
the turbopump
had an adequate The available that will
performance
sents the study results. gas generator A bleed
pressure
to the turbine
is above valve
necessary be located from the
to deliver in the gas
the required inlet is
rate.
throttling The
turbine
pressure.
required
gas
bleed
generator This
estimated
617 kilograms mately 4,990
(1,360
pounds)
for each turbopump. pounds) of extra
translates
to approxithe four
kilograms
(11,000
propellant
to power
turbopumps. 2.4.6 LOX Tank LOX tank booster designs were developed for both the pressure-fed kilograms and turbopump pounds).
options. is:
The total
LOX carried
is 299,700
(660,725
A summary
Mission Requirement FITVC Requirement 2-Percent Reserve Total
281,681 kg 12,143 5_876 299,700 kg
50
Table Ii.
Maximum
Flow and Pump-out
Performance.
Pump LOX Flow, kg/sec Efficiency Required Power, W (x105)
Maximum 786 0.84 70.8
Flow
Pump-Out
Condition
I,048 0.76 104.4 (128.9) I
(87.6) I
Turbine Turbine Turbine Inlet Pressure, Flow, kg/sec MPa
4.3 2 (5.2) 1 7.3 (9.0) 1

0.42 16,000 10.4
7.5 (12.8) I 0.48 17,440
Efficiency Speed, rpm
I. Regenerative cooling version. 2. Throttled down from GG chamber
pressure
of 7.5 MPa (1,085 psia).
8.26 7.57 6.88 Chamber Pressure 2 482 3 A 4 tiP" 2 3

zk
12 11 10 9 8 7 -. E
413 344
2.75
5
2.06 1.38 0.69 0 0
|
Low Mass Flow Rate
4 3 2 1
0 160
20
40
60
80 Time, s
1O0
120
140
Figure
26.
Selected
turboDump
operating
points.
0190-HYBRID-RPT
51
Table
12.
LOX Turbopump
Transient
Performance. 1
Location
on Duty Cycle kg/sec Per Pump, kg/sec MPa MPa 2
PT1 3,144 786 7.5 9.5 0.84 16,000
PT2 2,177 544 5.2 6.5 0.75 12,640 36.0 2.8 0.37 4.8
PT3 2,359 590 5.6 7.1 0.76 13,280 42.0 3.1 0.39 5.3
PT4 1,905 476 4.4 5.6 0.74 11,520 27.3 2.3 0.35 3.9
Flow Rate, Flow Rate Chamber
Pressure,
Pump Outlet
Pressure,
Pump Efficiency Speed, rpm Power, W x 105 MPa 3
Required Turbine Turbine Turbine
70.8 4.3 0.43 7.3
Inlet Pressure, Efficiency Flow, kg/sec 4
I. 2. 3. 4.
Using solid propellant gas generator fluid to drive turbine. Ablative cooling version. Assuming 26.7 percent higher than chamber pressure. Throttled down from chamber pressure. Total turbine flow for whole duty cycle is estimated to be 617 kilograms (I,360 pounds).
The LOX tank is calculated
storage from
requirement the density
is 255 cubic meters of LOX at its
(9,003 cubic
feet). of
This 78K
storage
temperature
(140R), manifold 2.4.6.1
a 3 percent is prefilled Pressure-Fed
allowance
for ullage,
and the assumption (2.0 cubic
the the LOX feed
to the isolation Option
valves
meters). tank was selected
- A filament-wound to minimize with
composite
for the pressure-fed keep the life cycle
LOX system cost
the system the
weight
and, therefore, For the
competitive IM-7 carbon strain 826,
pump-fed
systems. 5,402 MPa
preliminary modulus resin
design, MPa
Hercules
fiber
[strength was
(785 ksi), with two
275,283 systems: will
(40 msi), EPON
1.85 and
percent)]
evaluated
epoxy-based require
polyimide. analysis
Final and
selection testing.
of the A 419
materials centimeter
additional
engineering was selected
(165 inch) tank diameter
to reduce
the length to 1,981
52
centimeters (7BO inches).

(1,793 psia) MEOP based on analysis "twang" included
The tank pressure the pressure of bending shuttle and drop
was calculated through
to have a 12.3 MPa Structural
the system. caused by
the effects by the
loads at the
launch
by the launch the 12.3 MPa
experienced
loads
imposed
(1,793 psia) MEOP. because thrust
Shuttle-type
axial
stiffness
requirements
were not applied at the aft end of designed which
reaction
to the core vehicle than the forward loads is 3.4
is accomplished end.
the hybrid to
booster the
rather
The case thickness (1.36
accommodate a case 27
structural of 9,740 than
centimeters
inches),
yields mately
weight
kilograms a case not
(21,474
pounds). for
This
is approxibending
percent
higher
designed
shuttle-type
stiffness
requirements. LOX tank but it liner materials the were considered. tank fabrication Aluminum process was a primary contributes materials a polyimide
Several candidate, significant such
complicates
and
weight
for a nonstructural and Kapton
member. also
Several evaluated.
elastomeric Upilex,
as Upilex,
Teflon,
were
film, was selected range Upilex mandrel The (140R) of thermal
because
it has good elongation A thickness
properties
and can meet the centimeters of
requirements.
of 0.008
to 0.01
is estimated before
to be adequate.
The liner will tank. cryogenic the flight, The tank
be layed up on the winding
manufacturing tank will
the oxidizer experience During
composite
temperatures pressurization wall
down
to
78K
due to the LOX storage. will using replace ARC's on the
gas at 667K rise was
(1,200R) calculated maximum
oxidizer.
temperature The
trapped-gas the inner
thermal wall
response
model. 10 which
predicted within
temperature
is 439K
(790R),
is well
the capabilities
of the composite. LOX tank branch will be monolithic exhaust boss. with port steel polar bosses. The Preswill be
The composite LOX feedlines will
off
a single the
in the
aft boss. baffles
surization integrally 2.4.6.2 porates
lines wound
will
enter
forward
Anti-slosh
into the case. Option - The point LOX tank. design for the turbopump option incorand
Turbopump an
aluminum-lithium
Aluminum-lithium
offers
weight
10.
Spear, G. B., Developed by ARC in variable heat loss due to mass flow.
1982
for
gas
generator
modeling
of
53
strength also more loads the wall 0.73 as
advantages expensive. the was
over
conventional
aluminum
fabrication;
however,
it
is and
The tank was sized using tank, with the
the same general that
dimensions
pressure-fed assumed at the
exception
the pressure analysis (0.11
within a and
tank
to be 0.5 MPa
(75 psia). of 0.29 bottom.
Structural centimeters A 434
yielded
thickness centimeters
top of the tank at the
inches) (171
(0.286 inches)
centimeter
inch)
tank diameter and reduce
was selected
to improve The
the overall estimated
packaging
of the components is 4,213 kilograms
the booster
length.
tank weight
(9,287 pounds).
A liner is not required
for this
application. of the tank, three monoThe second spot-
For the manufacture coque options first option welded, option were
of the cylindrical as applicable
section based
identified
on Boeing's
experience. The uses
incorporates
a spot-welded, internal
internal
"Z" stringer. The final option
has a laser-welded external
"L" stringer. stringers,
trapezoidal
hat-section
Figure 27.
Four 56' x 11' Machined or Rolled Panels/'

#/ /
Single Piece Spun End Domes

I
;;I T
14.6 m 19.8m
Spot Welded Internal Stiffners
Laser Welded rnal Stiffners
_ / y
Spot Welded ( External Stiffners
Figure
27.
Aluminum-lithium 54
LOX tank desien.
2.4.7
Thrust
Vector
Control thrust vector control were evaluated for the
Three methods hybrid booster
of performing
design: injection.
(1) thrust Large for
chamber
gimballing; angles
(2) nozzle
vectoring; are often rocket by
and (3) fluid required boosters. to
vectoring
(8 to 10 degrees) a pair could of
compensate
thrust between the
mismatch hybrid
between
solid
"Thrust
mismatch of
booster In
pairs
be corrected The as to
differential deflection geometry range.
throttling requirement,
oxidizer by
either of
booster. such two
remaining vehicle degree
driven
a number shift,
factors in the
core three
and
center-of-gravity
(C.G.)
is
Gimballing boosters, flow cannot
of
the
thrust
chamber,
commonly in the
utilized hybrid
In
large design.
liquid The
be readily
incorporated
booster
of large volumes the design
of hot gas from the gas generator of a gimballed approach is thrust chamber.
to the thrust
chamber
complicates
Due to the complexity consideration. such angle as the
of the design, Vectoring shuttle bility.
the gimballed of the nozzle
was excluded practice
From further in large
common large
SRBs
SRB, because While this
it provides approach
(9 to 10 degree) to the
deflection booster based
capait
is applicable
hybrid
design,
adds weight data. Fluid of
and cost
to the design
and reduces
reliability
on historical
injection angle nozzle
thrust and
vector
control
(FITVC)
can provide
2 to 3 degrees reliability TVC
deflection vectored
potentially This
provides concept
higher was
calculated
than
designs.
pursued
as our baseline
approach. Since undefined, purposes reviewing the overall vehicle could configuration, not be absolutely including defined core vehicle, is For by
TVC requirements of sizing an FITVC shuttle
at this time. was established
system,
a set of requirements and compensating
typical
SRB duty cycles
for the elimination are summarized conceptual
of thrust mismatch. in Table design. 13. These
The assumed requirements
TVC system design were used
requirements basis
as the
for the
55
Table 13.
Hybrid Booster Performance
TVC Design Requirements
Requirements.
Maximum
Thrust
Deflection
(deg)
3-5
Dynamic Response - Frequency Response (-3db) (Hz) - Slew Rate (deg/sec) Resolution Duty Cycle (deg) (deg/sec) Program I. 2. 3. Design Priorities
4 5 0.05 150
Safety/Reliability Cost Performance
Early used
emphasis
in the
study
centered
on
the
choice were
of
injectant
to
be
for the
system. 11
Three
injectant
candidates outlet;
evaluated fuel
for feasibled from
bility: off
(1) LOX
bled off and
the turbopump
(2) solid
exhaust LOX bled
the gas
generator; and solid
(3) a hybrid approach exhaust bled from
that combines the gas
the turbopump mixture ratio.
fuel
generator
at a fixed three kg/sec
Figure
28 shows
the injectant booster
usage
estimates rate of
for the 3,969
candidates
assuming
a total
hybrid
mass
flow
(8,750 Ibm/sec), (3,500 Ibm/sec) Although the most
corresponding
to 80 seconds kg/sec
into the duty
cycle
[1,588 kg/sec 1.5:1 MR)]. approach LOX-only is and
fuel flow, 2,381
(5,250 Ibm/sec)
LOX flow, FITVC by
all three injectants in terms of
are effective, propellant
the hybrid followed
efficient
usage,
fuel-only, cal data
respectively. for secondary
The propellant injection
usage
estimates Figure
are based 29 shows
on empiriof
systems. 12'13
the ratio
11.
W. G. Koch, "Design Concepts for Liquid Injection Thrust Vector Control, Part 1 - System Considerations," Hydraulics and Pneumatics, September 1965. Personal Communication, Burgunder, A. T., Fluid Systems Signal Aerospace Company, Tempe, AZ, August 1989. Nogues, P., and Mazond, M., "Values Asservies Par Injection Secondaire Liquide". Pour Division, Allied-
12.
13.
le Pilotage
d'un
Engin
56
800 Main Flow 3968.9 kg/s 603.3 m600 523.9 682.7
i_ 400
293.9 258.1 269.9
[]
Deg 3Deg 5 Deg

1
I_-
200 75.3 83.5
Hybrid
LOX only UTVC SiSera
Fuel only
Figure
28.
Comparison
Of iniectants
with three maximum
nozzle
deflections.
0.09
0.08 0,07 0.06 _. 0.05
=-
0.04
"6 '_ 0.03 0.02 1 0.01 0
I I I I I I I
0 0.16
0.02
0.04
0.06
0.08
0.10
0.12
0.14
Ratio of lnjectant Mass Flow Rate to Main Flow Rate
Figure 29.
Hybrid engine FITVC performance
(liquid oxy_ gen iniectant).

0190-HYBRIDRPT
57
side-force-to-main LOX force larger system become when injectant. ratio thrust design
thrust versus This
injector
mass flow rate-to-total the thrust of deflection an
flow for the angle system and at
relationship the
between
illustrates deflection
increasing This
inefficiency characteristic
FITVC the
angles. (I) at
impacts
injectant
in two ways:
large deflection port at each the main
angles, injector
the flow rate may location; and (2) 16 is LOX
too large to have only a single the deflection of the LOX angle is
5 degrees, for Thus, the
inJectant propulsion
flow
approaches which using
percent
requirement
system, angle
impractical
for TVC application.
a practical
deflection
for the hybrid application The injectant approaches cost, control require
is 3 degrees. is shown in Table 14. The fuel-only in additional would fuel/LOX and hybrid complexity, a second ratio,
trade study hot-gas
control
valves
resulting
and design valve
risk.
In addition, a means
the hybrid of monitoring
system the
require mixture
for
LOX and
both of which
impact reliability. to be the best and choice for an injectant because it offers usage) a
LOX appears system that
is simple
low cost,
with
performance
(injectant
close
to the hybrid FITVC approach. The major point design design implementation study are decisions necessary 15. in defining Each better an FITVC deci-
for this
summarized
in Table
of these defined.
sions must
be reviewed Table
as the system 14. FITVC
requirements
become
Injectant
Trade Study Hybrid
Summary. LOX Fuel 1.14 to 1.30 Medium Medium Medium
System Injectant Dry Weight Reliability Cost Usage (Relative to Hybrid)
1.0 High Low High
1.05 to 1.15 Low High Low
Conclusions 1. Fuel-only system can't win. 2. Lower flow rate of hybrid probably doesn't offset system advantages for reliability and cost. 3. Focus on LOX-only system design.
LOX-only
58
eE E x O I._J .E rE >_ eE _ O I.O E I e.O U cO I::: O 11,-"O u_ C: o U eO 1.3 O r,.e{J 0

p...
QJ I.l.0
O
"9""
I:::
c O
4_ O
o u_
_ 0 U
O O I-.
o
u r=_ o
.f=-
O QJ "o O 4_ u E QJ
C
1i-
.=.1
V_
C-,'-,-_0
O _
u O
e-
"
_J
eO e-
e-
I_ c E E_ E >_'o _.j v1 QJ c_
I..
u O _J
4_
4,_-e- O
_-
"_ O vt _--N
_
r.N
o_'=-
i,_ _
_" {.j
0 vI .._
_ o_=-
_
4.a ._E
o
r-
_E
_E
QJ > QJ
rul.l_
_J
,,3.-o
_ e._ eo
0
O 0
o_ O
c x e'_ N _ N _ _YC_ O o 0 o. G/ e'-
G)
0 4_ U vl le- rl-- o
_"I',-N
_ S,_ O _
O {J 4_ U ,,_ o I._ o = e0 ,.'"o
O E xu_E E _
_J _" _J ,-*r-
_ I_ ,-_J
I-I.O_ U*,_O
_ ,=*_
O _ IJ _
I.O _J
IO
__I _"
1.0 0 I.-
QJ_J
59
Figure consists feedlines with of
30 is a schematic eight
representation controlled manifold.
of the FITVC injectors Each of the
system.
The system through four
independently injection
supplied injectors
by the fuel source
is supplied (primary) of
a constant
of LOX at a controlled that the primary
pressure
by the four
turbopumps. supplying
It was assumed the required
turbopumps
have the capability
LOX to each of the injectors design sizing
at design
flow conditions. is shown the nozzle in is
The FITVC Table given 16. A
conceptual sketch 15. of
and performance FITVC integrated include: fluid.
summary with
the conceptual
in Figure
Key features as the servo
of the design actuator
LOX is used
working piston
Simple one-piece Stepper
pintle/actuator
design. produces 150:1 force
motor-controlled
servo-actuator
amplification. Integrated Head pintle/slide with valve design toroid reduces package size/weight.
loss minimized injector
feed manifold
and collimators. with nozzle. 17. The weight (aluminum assumes a
Self-housed
assembly
easily system of The
integrated is shown
A weight estimates bronze)
estimate
for the FITVC density
in Table (0.10
assume for the
an average injector
2.8 gms/cm 3 feed
Ibm/in 3) estimate
assembly.
line weight power
7.8 gms/cm 3 mated
(0.28 Ibm/in 3) density.
Electrical
requirements
are esti-
to be 40 watts per injector, The LOX feedlines for the (26,770 designed approach.
and the accuracy will be taken duty
of the system off the of
is estimated manifold.
at 0.1 degrees. The total
injector
LOX requirement kilograms were
baseline pounds). using The
cycle
150 degrees-seconds
is about 12,143 The valve
injectors
a pintle large
valve
controlled flow forces
by a slide typically to actuate used in
"follower
servo"
pintle
experienced the injector
in an FITVC system dictate pintles. Traditionally, of their
the use of a servo mechanism hydraulic inherent actuators have
been
these
applications
because
high-force/low-electrical LOX can be used This approach actuator for
power
capability. tor working injector
In this fluid
application, of
high-pressure
as the actuasimplifies power the
because
its availability.
design
and eliminates design
the need for a separate were examined
source. using "open
Several LOX. An
servo
approaches design
feasibility (the
"open center"
valve
was considered
for simplicity
60
Table 16.
_r
FITVC System Sizing/Performance
Summary.
Injectant Maximum Mass Thrust Deflection (deg)
Liquid Oxygen 3 at maximum thrust
Flow Capability
(kg/sec)
(at 3) Pintle/Seat * Design
355 (per injector) 391 (system)
Seat Diameter (cm) Maximum Stroke (cm) Piston Diameter (cm) Pintle Loads (N) Design
9.7 2.8 13.7 22,686
(maximum)
Nozzle
- Seat Angle (deg) - Nozzle Diameter (cm) * Collimator Design
60 (includes 7.9
angle)
- Number of Holes - Hole Diameter (cm) * Slide Valve Design - Diameter (cm) - Stroke (cm) - Valve Load (N) * Stepper * *
_r
12 2.0
2.54 _+ 0.06 44.5
Motor Design 15 0.5 216 0.11 40 12.7 Nozzle Area Ratio = 0.33
Step Size (deg) Acme Screw Lead (cm/rev) Stepping Speed (steps/sec) Stepping Torque (Nm) Electrical Power (w/injector) Diameter (ID) (cm)
Feedline Injector System -
Axial Location
Performance 38,78B @ 5.5 MPa supply 4 5 0.1
Actuator Force Output (N) Frequency Response (Hz) Slew Rate (deg/sec) Accuracy (deg)
Fill Port Turbopumps
Injectors (8) Slid L02 Inlet
Vent Port
Figure
30.
Hybrid
booster
Droeram
FITVC
schematic.
Table
17.
FITVC Weight
Estimate
Summary.
Item Feedlines/Mounting Injectors Misc. Mounting System Total Hardware Flanges
Weight (kg) 130 41 43
Quantity 4 8 -
Total (kg) 519 330 43 892
65
center" valve
approach leakage
requires
no seals
in the valve the pintle using
porting during
area). closed
The quiescent conditions. A
could
be used
to cool servo"
stepper-motor-driven selected usage. feedback 2.4.8 2.4.8.1
"follower
a linear
slide
valve
was finally power
for the conceptual This approach
point
design
because without
of the
low electrical
can be implemented further simplifying
the use of a pintle
position
transducer, Ancillary Launch
the design.
Components Truss - A truss-type and the ability the launch pad support to retract system from can was chosen the rocket
Pad Support
to provide motor exit
structural cone during
efficiency launch.
Because
support
be retracted
and remain The meters
on the pad, truss
launch weight was sized
is reduced. with a top at inner diameter of 386 centi-
structure and
(152
inches),
an outer
diameter
the bottom
of 635 centimeters (see Figure length, 15,
(250 inches). Page 33).
This provides Each strut is
ample clearance 254 centimeters centerline was
for the exit cone (100 axis, inches) in
angled to
45 degrees adjacent of thrust strut
relative
to the motor
and 60 degrees
relative
struts. with in
The strut support a safety factor of The
sized
to withstand kilograms each
13.3 x 106 Newtons (60,000 pounds) strut steel was made on of
1.6 or 27,216 analysis
each
the
structure. D6AC steel
assumed
1,514-MPa The
(220-Ksi)
or an equivalent-strength
or composite. area to withfor the strut strut that
truss required
3.8 centimeters 2 of material load. buckling The Euler buckling did not occur.
cross-sectional was solved in
stand the required radius radius a to ensure
equation This
resulted on mode
a minimum showed
of 7.8 centimeters (6
(3.08 inches).
A check with
buckling
15.2 centimeter
inch) diameter
strut
a O.2-centimeter
(O.08-inch)
wall was acceptable. 2.4.8.2 fer Aft Skirt and Thrust Transfer Rinq - The aft skirt the launch and thrust transand also
ring must this
withstand
the truss
load from
pad support
truss
transfer withstand to the
load into the composite loads
wall of the booster.
The ring must of each must
the out-of-plane vehicle. The
introduced
by the attachment vehicle attachment
booster transmit
core radial, ring
booster-to-core loads. fitting
axial,
and circumferential is designed as a
The bulky
fabricated
from
D6AC with
steel,
and
is
to accommodate
the stress
concentrations
associated
the attachment
63
of struts and pins.

force in (l-inch)
and due to the geometry needed to make this attachment with sockets Each individual
the pin vertical is required strut applies in thls 27,216 kilograms strut. It (60,000 A pounds) of direction for line with the 2.54-centimeter a calculated
application.
provides
safety margin
of 3.14 with
a 1,101MPa
(160 Ksl) pln strength. to withstand the boosterradial
The I-beam-shaped to-core at attachment
portion
of the rlng is sized are based load, and
loads. of
These axial
on ASRM and are 98.7 Newtons Z6.7 x 104 Newtons I beam load using on was the
8.8 x
106 Newtons to the
circumferential sized using the ring. is
load 98.7 The
relative Newtons
booster which
centerline. is for the this
The
radial
load
dominant load,
interface
calculated
bending
moment
Roark's
formulation,
451,600
Newton-meters. I beam for the the ring with a 20.3-centimeter is will 184 (8-inch) depth, (72.6 the required The moment I beam
For an of inertia of
section fitting
centimeters a flange
inches). of
portion
have
thickness
1.1 centimeters The weight The weight must be
(0.45 inches) of this
and a web thickness will portion be 46.2
of 0.8 centimeters
(0.3 inches). meter.
portion
kilograms
per circumferential
of the fitting
of this ring
(struts from pad and core
vehicle)
added to this weight. 2.4.8.3 Recovery is System - The option to reduce of recovering LCC by reusing some or all of the booster high-cost, refurbishable booster chamber,
components components. worth
motivated
Based on examining include
component
costs,
the items
on a hybrid thrust
recovering
turbopumps,
the regeneratively
cooled
and heavywall
metal tanks. recovery of options, 12.2 a saltwater landing (40 was selected with a
To investigate terminal loads, impact
velocity
meters/second
feet/second). were
Impact in
floatation
system(s), reliability
and saltwater was
contamination After
all included
trade decisions; tial options was assembled, Recovery laminate involved was with
not evaluated. and pressure-fed
analysis
of all poten-
for recovery Table 18.
of pump
concepts,
a set of options
of a composite strengthened
tank was
Judged
to be unacceptable. the impact loads,
Even the
if the effort water
sufficiently
to take the tank
inspecting/refurbishing exceed
for delamination
and/or
absorption
would probably
the cost of a new tank.
64
Table 18.
Pressure-Fed Composite Full Partial Metallic
Recovery
Options.
Pump-Fed Composite Metallic
X (Recover Engine Component Only) X X X
X (Recover Engine Component and Gas Generator) X
None
The only the thickwalled cost advantages
item of value metal
in the pressure-fed tank,
system worth
recovery
would
be The
oxidizer
if it was to be used using
in the design.
of this approach systems use
can be modeled
the shuttle tanks.
SRB cases. of of
The pump-fed large pressure
low-pressure tanks tend
oxidizer
In the absence and not capable
loads, impact thrust
these loads. chamber)
to be
lightweight
the sustaining tively cooled
The high-value would be worth
components recovering. together
(turbopumps, Our design
regenera philoso-
phy was to physically the rest. Several recovery
group these
components
for recovery
and discard
concepts
were
explored.
A recovery in Figure
technique
for reuse a method bladders, of are to
of the grouped of keeping the
high-value reusable with
items, components
illustrated dry,
31, provides valves,
and avoids The booster hybrid
complex
and seals associated parachutes structurally impact housed tied
some concepts. nose aft cone end after of
is slowed by a series Risers, the which booster
in the to the
burnout.
the
booster,
reorient
in a nose-down
attitude.
Solid
retrorockets
in the aft skirt are fired (40 feet/second). flood yield the a The end dif-
to slow the impact Ports are opened tank. stable The
velocity
to less than tank;
12.2 meters/second are designed
in the oxidizer
these
to rapidly locations the water or lift
resultant
center-of-gravity/center-of-buoyancy with the aft end well-above tow the entire Recovery vehicle system
floating ship tank
configuration would then
line. aft
recovery while ferent the
either
the
is separated
and sunk. 19.
weights
for the
options
are shown in Table
65
_ -,._, _
Deploy pilot and 48,768 m
_.''_1_'.,/,._'._____,
Deploy main chutes
drogue chutes at
,'
Recovery aids deployed Engine system remains dry
J
Retro rocket fires at 61m retarding decent to < 12.2 m/s LOX tank floods further retarding impact and stabilizing vehicle
" Y'e?ee "'2os:,o,

water impact Forward LOX tank dome opened Vents at aft LOX tank opened
Figure
31.
Recovery
scenario.
17793
q
I =IcJ1 Minimum 0 J1 Maximum
1334.5
o
v-X
A Thrust
z 2
889.6
444.8
O.OOe+ 0 0 100 Time (s)
200
Figure
32.
Predicted
thrusttrace
full-size
booster.
66
Table
19.
Recovery
Systems
Weights.
Item Pilot chute Drogue (kg) (kg)
Metallic Tank Pressure-Fed 13.6 997.9 3991.6 861.8
Composite Tank Pump-Fed 13.6 263.1 1043.3 226.8
Metallic Tank Pump-Fed 13.6 385.6 1814.4 385.6
Chutes
Main Chutes Retrorockets
(kg) (kg)
2.4.9 Each thrust was
Performance full-size the
Predictions booster was burn TRANSV was to designed time. to provide of 15.1 x 106 Newtons of
over
120-second the
Performance model for
the propulsion by ARC to for
system solid
predicted
using The
computer modified chamber
developed the
propellants. 14 (I) burning surface rate
model
hybrid
simulate: burning the
sensitivity
pressure;
(2) instantaneous
area;
(3) LOX flow rate calculated and maximum for
interaction;
and (4) pressure is given by in Figure the SOW (3
drop across
injector. with tion). shown MEOP, in was the
Thrust minimum Model
by the model values chamber The a
32 and compared percent and variaIsp are
provided
predictions 33
pressure, maximum
mixture expected
ratio,
Figures
through by
35.
operating
pressure, to the
determined calculated with
adding
3 percent
manufacturing
variation
prediction rate
at 306K (551R). fuel batch-to-batch
This variation processing; throat
is dominated it is also and fuel
by burning of
associated
comprised
variations The mixture
associated ratio the
with grain
dimension,
area, at
properties. values and
and theoretical using a
Isp are maintained of grain
near-optimal
throughout throttling The
flight
combination
geometry
tailoring
of LOX flow rate. gas generator bore the grain is a center-perforated configuration slots with a
78.7-centimeter spaced around
(31 inches)
and eight
lO.2-centimeter-wide slots are
equally with a
circumference.
The
overcast
14.
TRANSV: Transient Internal Ballistic Prediction program; ARC developed; provides pressure, mass flow rate, thrust predictions in three calculation phases, ignition, steady state combustion, tailoff.
67
8.26
6.88
5.51
4.13 2.75
g
1.38
25
50
75 Time, s
100
125
150
Figure
33.
The predicted
chamber
pressure
for the full-size
booster
erain
design.
1.6 1.4 1.2
0.8 _ 0.6 0.4 0.2 0 0 25 50 75 T/me, s

100
125
150
Figure
34.
The predicted
mixture
ratio for the full-size
booster
grain design.
O190.HYBRIDRPT
68
3432.8 2942,4 _ 2452.0
"_'_
1961.6
1471.2 980,8 490.4
25
50
75 Time, $ impulse
100
125
150
Figure
35.
The predicted
vacuum
spec(fic
for the full-size
booster
grain
design,
16 Speed
14
12
907.2 725.7 544.3 362,9 181.4
! !
10 " 8-
O"
0.2
0.4
0.6 Time, =
0.8
1.0
1.2
Figure
36.
Turbopump
start-up
characteristics,
0190-HYBRID-RPT
69
2.5-centimeter-thick 2.5 centimeters/second. to stabilize to
web
of
igniter that
propellant
with
burning
rate
of
To ensure of the
LOX flow could fuel,
be established used LOX the
quickly
combustion the
gas and
generator start-up curve
ARC
combustion rate at
model
examine is shown
ignition 36.
transients. was calculated
flow
start-up
in Figure
The
using
the turbine
inlet pressure,
pump speed,
and head pressure
at the injector.
This predicted thrust and are the than
LOX flow rate was input to the TRANSV model pressure given in in Figures 37 and 38.
to predict
the start-up thrust
Steady-state The of
and pressure exceeds less
established 2.1MPa (300
approximately psia)
I second. limit
chamber the gas
pressure generator
extinguishment
0.3 seconds During sonic,
after ignition. normal operation, gaseous fuel flow through to the injector is sub-
allowing
pressure
changes
in the
thrust
be transmitted is only
to the gas higher in
generator. than the
Further,
the gas generator pressure. and thrust without flow
pressure
level
slightly
thrust-chamber
When chamber LOX flow
LOX flow decreases.
is terminated, The predicted the gas
pressure
both the gas generator ator still sure) port pressure with
gas generwould pres-
and
(assuming below of
generator
burn without is shown flow area in
oxidizer Figure
at pressures sizing
the extinguishment fuel is
39. in
Proper a gas
the cumulative pressure fuel that to
injector below the
will limit Fuel 40
result of the
generator the
extinguishment oxidizer funding. tested flow.
fuel.
Thus, was
ceases under
burn
without IR&D
extinguishment shows the burning
demonstrated of the
corporate 399
Figure
rate
ARCADENE
formulation to meet
as a function
of pressure.
This
formulation below
was not tailored (500 psi). at a number of
the hybrid
requirements shutdown the
but extinguished of the booster computer be not
3.4 MPa
Emergency the flight assumed
was simulated model.
of points LOX flow was In
in was not
using
hybrid to
The termination (turbopump for our
for this because
analysis it
instantaneous be quantified
spool-down design).
considered instance, thrust
could
every of
this termination
resulted combustion. in Figures
in the immediate The results 41 and 42.
and total
termination
and gas generator are provided combustion the pad-abort
from one of these the termination
shutdown of gas
simulations generator to meet
While
is not a requirement requirements: levels
under
this program, will
it was addressed shut down
the booster
automatically
on the pad if LOX flow rate up grain is exhausted.
are not established
by the time the start-
70
FOLDOUT
FRAME
/-
1423.4
1245.5
1067.6
889.6
711.7
533.8
355.9
177.9
0 0
0.4
0.8 Tim_s
1.2
1.6
Figure
37.
Predicted
start-up
transients_full-size
booster.
FO v _r ..... 6.88
5.51
4.13
2.75
1.72
0.4
0.8 Time, s
1.2
.6
Figure
38.
Predicted
start-up
pressure
transient
full-size
booster.
10.32
8.60 6.88 5.16
3.44
Combustion Limit
1.72 Without LOX Flow

I I I I
25
50 Time, $ Figure 39. Gas generator
75
1O0
125
oressure.
01gO44YBRIDRPT
71
/
/-
0.6 0 0.5 "_

<.l
0.4
Q:
0.3
0.2
0.1
1.0
2.0
3.0
4.0
5.0
6.0
7.0
8.0
9.0 10.0 11.0 12.0
13.0
14.0
Pressure, MPa Figure 40. Burning rate vs pressure.
FOLDOUT
FRP_ME
1601.4
1423.4
1245.5-
1067.6-
889.6 -
711.7-
533.8 -
355.9
177.9
0.4
0.8 Time. Emergency_
1.2 s shutdown
1.6
2.0
Figure
41.
thrust.
8.26
6.88
5.51 q 4.13
2.75
1.38
40
80 Time,
120 $
160
200
Figure
42.
Emergency
shutdown
pressure.
0 lgo-t'-P/BRIDRPT
72
To conclude generator hybrid.
the full-size The hybrid
evaluation, booster
Boeing
"flew" the turbopump-fed 414 centimeters lift-off weight
gas
was nominally with a gross
in diameof 564,859 case, nozzle was were
ter and 4,681 kilograms.
centimeters
in length,
The booster
had a carbon/epoxy silica phenolic, vector point control and
(IM-7/EPON
B26) gas generator ablative
aluminum-lithium with fluid to
LOX tank, thrust
monolithic-braided (LOX injectant). shuttle and
injection their
The booster tank
"flown" "flown" 2.5
separation
the miles
external
to low earth orbit
(150 nautical
at 28E).
Quarter Besides
Size Point Design the full-size design point a design developed having eight between mixture above, ARC was the required of to the a
develop full-size core
point booster.
for
booster
one-fourth boosters the
thrust
In this configuration, provide a comparison design
are mounted and
around
vehicle. designs,
To
quarter-
full-size expansion the
booster
chamber
pressure, between of the
ratio, This
and nozzle
ratio were design while
held constant since scaled many
the two sizes. major Many design
approach
simplified
effort others
parameters of the
remained
unchanged were
directly.
features
full-size between
booster
retained are: hybrid
for the quarter-size
design.
The differences
the two designs of the eight
(1) the core vehicle boosters on the pad;
supports
its own weight
and the weight truss are
(2) the launch pad support for the booster
is not required; relieved since
(3) bending there
stiffness
requirements
case
is no launch (5) only
"twang"; one
(4) a single diameter is used per
was selected (no
for the entire and
booster;
turbopump rate
booster
redundancy);
(6) the propellant
burning
and pressure
exponent booster.
were
reduced
to compen-
sate for the reduced Layout drawings in Figure 43.
grain web of the smaller for both the pressure-fed weights
and turbopump
options
are given and turbo-
A list of the component is provided in Table 20.
for the pressure-fed
pump options 2.5.1 The full-size (0.32 (0.50
Gas Generator gas generator fuel formulation was identical to that used in the
booster,
but the burning at 6.88 MPa
rate was reduced (1,000 psia)
to 0.81 1.27
centimeters/second centimeters/second formulation or
inches/second) inches/second).
from
This
is accomplished size,
by tailoring
the fuel
such as changing
oxidizer
particle
decreasing
burning
rate catalysts,
_3
Pump
Fed Tridyne Tank Wall IM-7 Valve LOX Tank
Pressure
Fed
Gas Generator Lnk LOX Tank
1341 O 252.5 Aluminum-Lithium Case
1369 Composite 0252.5 Case
3088.6
t Gas Generator Wall IM-7 O 257.6 LOX Feed Line (2 pl) Igniter Igniter Gas Generator Wall IM-7
e 59.7
Injection
Plate Valves
Valves Turbopump Nozzle
L.j
o 231.1
Nozzle
Note:
All dimensions
are in centimeters
Figure
43.
Ouarter
size booster
desiens.
74
Table 20.
Quarter-Size Vehicle (Pressure-Fed).
Weight
Breakdown
Pressure-Fed Subsystem Gas Generator Element Propellant Case Liner/Insulation Igniter Weight (kg)
Pump-Fed Weight (kg) 53,725 1,247 252 11
52,478 1,227 249 11
Oxidizer System
Delivery
LOX Tank Feedlines
74,925. 2,946 i 73
74,925_ 943 z 24
Pressurizing System
Tridyne Tank Liner Catalyst Plumbing
Bed and Valving
891 2,136 41 75 34
278
980
Thrust
Chamber
Injector Chamber
Manifold
204 1,877
204 1,458
Ancillary Components
TVC External Insulation Interstage Nose Cone Skirt
249 1,004 304 298 726
249 1,004 113 298 726
Total Weight
139,748 (308,0911bs)
36,437 (300,792 Ibs)
Io
IM-7/EPON
826 carbon-epoxy tank.
tank
2.
Aluminum-lithium
75
using burning rate suppressants. A 25g centimeter (102 inch) diameter grain was selected to maintain similar length-to-diameter ratio between the two vehicle sizes. An impulse efficiency of 92.5 percent and a sliver fraction of
2 percent listic were assumed to In the design. the required ratio. The grain thrust design was tailored the by balwhile ratio is analysis achieve throughout thrust flight
maintaining are given similar meters Figure
an optimum in Figures
mixture
The predicted
and mixture grain
44 and 45, respectively. grain design; grain
The resulting
geometry
to the full-size (26.9 inches),
the center length
port diameter centimeters
is 68.3 centi(350 inches). The total kilois
and the
is 88g
46 shows the geometry propellant pounds).
of each of the two sets of aft slots. for the pressure-fed 1,225 option
gas generator grams (115,694
weight An
is 52,478
additional
kilograms option.
(2,700 pounds) Starter
required grain
to drive the turbopumps may be overcast, weighs 11.3
for the pump-fed or a separate
propellant The gas down from
segments
cartridge and
may be used. is scaled
generator
igniter
kilograms
(25 pounds)
the full-size
igniter. case was designed The resin for an MEOP of 8.6 MPa composite (1,253 psia) used
The gas generator and a safety IM-7 carbon of 1,227 factor fiber
of 1.6.
filament-wound was
case thickness inches) with were
and epoxy (2,704
1.1 centimeters The case
(0.45
{(weight (HTPB as
kilograms glass
pounds)].
is insulated requirements
ARCTIP the
filled
with
microballoons).
Insulation
same
the full-size 50
booster
since the environment
and burn time are the same.
0
0 Figure 46.
150
250
300
350
Quarter
size _rain
design.
76
, 8221
3_8577-1v'__
_i" 1779288-
_
I'_
889644
0
! I
t_
I
100 Time, s
200
Figure
44.
Ouarter-size
booster
thrust
trace.
2.5
2.0
0.5
20
40
60 Time,
80
100
120
140
Figure
45.
Ouarter-size
booster
mixture
ratio.
O1 IIO-HYBRIDRPT
77
2.5.2 The design, eral
Thrust
Chamber booster was considered thrust an expendable system; for this
quarter-size therefore,
only of
an ablative the thrust
chamber are
was considered. similar down; to the
The genfull-size and exit in a
characteristics Many of
chamber
booster. areas throat of
its major of
dimensions in the
are scaled full-size
the throat This
are one-fourth diameter of
those
booster.
results exit
59.7
centimeters
(23.5 inches)
and a nozzle
diameter porL* 4.3
231 centimeters of the of chamber
(91 inches). is
The physical
length
of the cylindrical to maintain
tion value
150 centimeters (120 inches)
(59 inches) and a
a design of
305 centimeters
residence
time
milliseconds. The booster fuel size fuel with injector manifold is a direct scale-down from the full-size Each
125 fuel ports (one-quarter port This of has eight is one pairs of the
that of the fu11-size ports,
booster).
injection booster. many
of oxidizer major
the same as the fullof the gas generator scaleable
advantages booster
approach:
the basic
features
of the
are directly
from one vehicle 2.5.3
size to another. Control booster. design LOX flow rates to perform the
Thrust Vector Fluid injection
TVC is used for the quarter-size scale directly
and total same duty
LOX consumed cycle.
from the full-size are estimated
Total
LOX requirements a 2 percent
to be 3,093 inert
kilograms of the
(6,820 pounds) TVC system 2.5.4
including
reserve.
The total
weight
is 249 kilograms Tank
(550 pounds).
Oxidizer The oxidizer
tank for the pressure-fed Two resin systems were
design
is filament-wound EPON point 826 epoxy
with and
IM-7 poly-
carbon imide.
fiber.
evaluated,
EPON 826 was selected
for the quarter-size from was of the absence calculated 2,946
design.
Sizing bending
of the stiff(0.65 The
tank for structural ness requirement. which
loads benefits Tank thickness
of a major
to be
1.7 centimeters (6,495 pounds).
inches) tank 2.5.5 The size
yields
a tank
weight
kilograms
is lined with
Upilex elastomeric System LOX delivery is used
material.
LOX Delivery pressure-fed Tridyne
system
resembles
the design and
of
the
fullin a
system.
to pressurize
the oxidizer
is stored
78
filament-wound composite tank fabricated resin systems evaluated were EPON 826
selected and for the point design. a 0.008 centimeter includes (0.003
from IM-7 carbon fiber.

epoxy and polyimide. kilograms liner. EPON 2,177
The two
826 was
The tank weighs inch)
(4,800 pounds) The feedlines LOX is
aluminum
for the pressurizing fed through 2.6 2.6.1 In reliability and Boeing trade fed (3) (5) thrust generator optimized An under Llfe
gas are 2.5 centimeter (4.65
diameter
stainless lines.
steel.
two 11.8 centimeter Cost Trade
inch) diameter
Cycle
Studies
Introduction order to and
and Summary assess the impact for the of component full-size selection and design on cost, ARC
performance
and quarter-size design the
boosters, model to (1) gas
Aerospace Cost versus versus expansion (9)
Company (mAC) used parametrics pressure-fed; expendable ratio; reserve (12) were (2) boosters; (6)
an integrated for
conduct pump-
studies. oxidizer reusable nozzle
developed classical (4)
following: versus
hybrid
generator; ratio; (8) gas cost-
oxidizer-to-fuel (7) body
mixture diameter;
chamber
pressure; (10) pump design
deflection; grain design
propellant; redundant
safety
factor; and (13)
(11)
radius; variables. model
capability;
integrated
was
used
to
conduct
the
conceptual
trades,
mAC, vehicle
corporate design
IR&D, developed (HAVCD)
the model, which
a hypervelocity array upper
aerospace
conceptual from
program,
uses a wide
of cost experience stages, design tactical/ subroutines a booster, and system
launch
vehicle
programs,
spacecraft/probes, aircraft
strategic to perform calculates
missiles,
and commercial analysis. cost, booster
and specialized model
optimization the life The
The integrated and predicts is
synthesizes performance input
cycle hybrid
payload from
reliability. component rithms hardware
synthesized
specifications, using cost to algo-
weights
and volume of: (1) design
algorithms. cost costs estimating
LCC is calculated relationships costs; test
comprised
(CERs)
predict costs and
engineering
and manufacturing
(2) support and tooling);
not related
to hardware
(system
engineering, The
software system
(3) facilities, based solid gas on
operations
and support.
reliability rates. was the
is predicted The low-cost source of the and
the specified study CERs.
components life The cycle CERs
and component cost for model, liquid
failure STACEM,
propulsion generator
booster
components,
vehicle
79
launch operations nonrecurring were provided by BAC.
costs,
and launch operations recurring
costs,
Hybrid life cycle costs were calculated for two mission models. Both mission models assumeda 4-year period of linear flight growth rate, followed by a 10-year operational period at a constant flight rate. Two constant flight rate calculations were provided: one flight per month totaling 150 missions (Mission I), and one flight per week totaling 650 missions (Mission
II). sion. and Two This 1,200 full-size resulted and Life 5,200 cycle or eight quarter-size boosters were required per misin total production quarter-size costs were quantities for of 300 or 1,300 full-size I and II, respecnot
boosters calculated
Missions
tively. discounted.
in constant
dollars
and were
New launch booster design,
and production
facilities costs.
were
assumed
to be required costs were
for the in
and operations development,
nonrecurring
Facilities
included
test and evaluation of 90 percent assumed was
(DDT&E). assumed for all component processing. costs. costs. A
A learning 95 percent cent
curve
learning curve
curve was was
for
propellant
A 100 perThe cost of
learning
assumed
for operations
recurring
unreliability Since rently, lar, the
was not included point design
in the cost calculations. trades and LCC analysis were performed concursimiwas
the
hybrid
booster
LCC were to the
calculated design.
for a reference The reference
vehicle booster
but
not
identical,
point
synthesized
by the integrated vacuum thrust.
hybrid booster
model
and was designed
to provide
the specified
The point of reference ratio of 1.5; of initial
for the full-size pressure feet); gas of
synthesized 6.88 MPa
design
is:
mixture LOX tank
chamber (14
(1,000 diameter
psia); of
diameter (13 feet);
4.27 meters
generator
3.96
meters for the chamber of
and a nozzle expansion synthesized 6.88 MPa design
ratio is:
of 15. mixture
The point ratio and ratio of
of reference 1.5; initial
quarter-size pressure of
(1,000
psia);
LOX tank
gas
generator
diameter
2.56 meters
(B.4 feet);
and a nozzle expansion includes a flexseal liner,
of 15. carbon-epoxy (IM-7/ and
The full-size EPON 826) an
booster
nozzle/TVC,
LOX tank with cooled
aluminum
carbon-epoxy thrust
gas generator The
case,
ablatively
PAN
fiber/phenolic
chamber.
quarter-size
80
booster includes the

flexseal system, trade rent pumps nozzle. aft skirt,
same
components,
but
fluid safety for
injection system,
TVC
replaced
the
The weights and igniter
of the range and those were
booster
separation
the expendable-versus-reusable to be consistent boosters with the curredundant
study shuttle
and recovery boosters.
system, The
assumed
reference
full-size sizes
utilized
for the pump-fed
designs,
and both
utilized
cold-gas
helium-pres-
surization
of the LOX tank. of the in LCC estimates Table 21. for both mission LCC is broken models down and both booster four general nonThe
A summary sizes is
shown
into costs, costs booster
categories: recurring
recurring costs
vehicle and
costs,
recurring
operations
vehicle
(DDT&E),
operations LCC than
non-recurring
(DDT&E).
large booster sion models. Vehicle vehicle
provides
lower
the quarter-size
for both mis-
recurring
cost
is
the
primary
LCC
element. with
The
weighting number
of of 22.
recurring A
and non-recurring of the
LCC increases LCC
the increased is shown
missions.
breakdown
vehicle
elements
in Table
These categories Oxidizer valves. Thrust
are further supply
broken
down as shown below. pressurization, piping, and
includes
LOX tank, pumps,
chamber
includes
injector,
combustion
chamber,
insulation
and
the nozzle. Integration subsystem Structures Solid fuel assembly and checkout includes subsystem integration,
assembly, includes includes
and final
assembly
and checkout.
nose cap, aft skirt, and attachments. the gas generator and liner. (E&I) includes avionics, batteries, propellant, gas generator case,
gas generator Electronics
insulation and
instrumentation and wiring.
instrumentation Miscellaneous items. The relative models; The structures weighting
includes
range
safety
system
and miscellaneous
booster
of
the
cost
elements
is constant effects. booster of sizes
for the two mission
differences major and
are a result
of learning the two
difference E&I.
between
is
in
the
cost
of the
The difference
in the cost
structures
is due to
81
Table
21.
Hybrid
booster
LCC breakdown
sumner,
l_aLilaa.rt_
Missions
150
650
150
650
Vehicle (%) Operations (%) Vehicle DDT&E (%) Operation DDT&E (%) LCC (Billions) LCC/Mission (M)
53.0 26.7 8.8 11.5 $11.43 $76.2
68.8 16.6 10.2 4.4 $30.21 $46.5
59.1 22.8 8.2 9.9 $13.24 $88.3
72.5 13.5 10.5 3.6 $37.07 $57.0
Table 22.
Vehicle
LCC
breakdown
summary,
Missions
150
650
150
650
Oxidizer Supply (%) Thrust Chamber (%) Integration Assembly Checkout (%) Structure s (%) Solid Fuel (%) Separation Sys (%) TVC (%) Electronics & Instrumentation Misc. (%)
22.8 18.7 17.5
22.8 18.8 17.4
21.6 19.2 17.3
21.6 19.2 17.2
12.1 8.6 6.2 5.1 4.8 (%) 4.3
12.1 8.6 6.2 5.1 4.8
8.3 7.8 4.5 6.0 12.0
8.4 7.8 4.5 6.0 12.0
4.3
3.3
3.3
0190-HYBRID
RIT
82
/ I
aft the
skirt. shuttle
The full-size SRBs. The
booster
was
assumed booster
to does
have not
the same include
aft skirt an aft
as
quarter-size
skirt
weight
allocation.
The difference for the two sizes. of DDT&E tooling, costs and
in E&I is due to the assumption
of constant
E&I requirements The vehicle increased
breakdown facilities, production
is
shown
in test
Table
23.
The is
increase due to
in the
special for
equipment
requirements and support
the one-flight-per-week decrease with
mission
model.
The costs of design and are functions facilities the booster
engineering
increasing
missions,
of the design support
cost of the vehicle. (GSE) the
The costs
of operations of
and ground stage
equipment Therefore,
are assumed of
to be a function the operations
weight.
weighting number
non-
recurring tion may
costs decreases not more be than valid one
with the increased the
of missions. mission.
This assumpThis if model the may one-
for
one-launch-per-week site, and should be
require
launch
reevaluated
launch-per-week
mission
is retained. recurring in Figure costs 47. is consistent for both sizes
The breakdown and mission 2.6.2 models
of operations and is shown Studies studies and
Conceptual Early
conceptual concepts
were
conducted
to address
the selection point using
of one designs LOX and LCC and a as the
of
the
hybrid
one and
of the oxidizers. pressure-fed
Preliminary systems
were
developed
for pump-fed
oxidizer used
95-percent LCC/pound single the
H202 to estimate of payload
components/weights were The calculated pump-fed the
in the LCC model.
estimates
(Figures 48 and 49) to select gas generator cost ($11.4 hybrid with LOX and
concept
and oxidizer. is shown to
oxidizer
provide with
lowest
billion), cost
pressure-fed lion). Life
classical cycle
hybrid and
H202 provided of
the highest for the
($22.5 bilis
cost
LCC/pound
payload
configurations
shown below. LCC Configuration Gas Generator Hybrid, Pump-Fed, LOX Classical Hybrid, Pump-Fed, LOX Gas Generator Hybrid, Pump-Fed , Peroxide Classic Hybrid, Pump-Fed, Peroxide Gas Generator Hybrid, Pressure-Fed, LOX Gas Generator Hybrid, Pressure-Fed, Peroxide Classic Hybrid, Pressure-Fed, LOX Classic Hybrid, Pressure-Fed, Peroxide LCC/Payload
(x__Z)
100.0 111.4 117.3 120.9 133.6 166.5 168.0 189.0
(%)
I00.0 120.8 132.0 139.9 152.2 253 280 313
B3
Table 23.
DDT&E
breakdown
stlrnrnarv,
Missions
15.0
28.9 62.4
1so
37,5
6so
70,0
Vehicle Facility Special Test Equipment (%) Operation Facilities and Ground Support Equipment Design (%) Support (%)
56.7
30.2
54.6
25.2
9.1 5.3
2.7 4.7
3.0 4.9
1.3 3.5
Technical System Management 19%
Prelaunch Operations and Checkout 52.9% Mission and Launch Control 21.2%
Spares 5.6% Consumables 1.3%
Figure
47.
OPerations
LCC
breakdown,
0190-HYBRID RPT
84
25 l 20
i [] GG Hybrid Classical Hybrid I
15
LOX Pump
LOX Press
H202 Pump
H202 Press
LOX Pump
LOX H202 Press Pump
H202 Press
Figure
48.
Hybrid
concept
LCC
comparison.
25 " [] 20 GG HybridHybrid I Classical
,o
,,,,4
0 LOX Pump LOX Press H202 H202 Pump Press LOX LOX H202 H202 Pump Press PUmp Press
Figure
49.
Hybrid
concern
comparison.
LCCIDavload.
0100-PIYBRIDRPT
85
Because cost, costs
the
gas
generator
hybrid
and point
LOX oxidizer design
provided
the
lowest the to
they were
selected
for the final designs, complexity
trades.
To calculate had to be made cost
of the eight system
conceptual and
certain factors
assumptions used in the
estimate
weights used are: hybrid
algorithms.
The assumptions
Classical
utilized
gaseous
oxidizer
injection.
LOX was preburned Turbopumps
to 667K using propane
propane
or methane.
utilized
or methane. bed. was 98 percent, and the clas-
H202 was decomposed Fuel utilization
by a catalyst
sical hybrid was 95 percent. 2.6.2.1 evaluation pressure-fed than the and with design more Turbopump Pump-Fed system Versus had pump-out Pressure-Fed of capability. - The cost drivers tank for the pressure-fed system. The
are the cost oxidizer
the oxidizer operates
and pressurization 5.44 MPa
tank
at a pressure
(800 psi) greater that is heavier be larger
thrust-chamber complex.
pressure
and results the
in a tank design system LOX
In addition,
pressurization to empty the
has to The
sufficient provides
expulsion
capability
tank. operated
pump-fed
head pressure
to the pumps.
This
system
at 6.37 MPa expul-
(925 psi)
less than
the thrust-chamber this pressure. system mixture than on exceeded ratio
pressure
and required
a smaller
sion system
to generate
As a result,
the cost of the pressure-
fed tank and expulsion Oxidizer-to-fuel pressure-fed mixture sical 6.5. ratio systems
the cost of the turbopumps. impact on the evaluation LOX/gas generator of
has a greater
pump-fed.
The optimum generator
hybrid
is 1.5; for the peroxide/gas it is 2.75; ratios and the
it is 4.0; for the clasmixture ratio is
hybrid/LOX Higher
classical
hybrid/H202 gas
mixture
increase of this
the pressurizing Low mixture competitive
requirements
and,
therefore, for
cost
and weight systems
system. the cost
ratios with
are preferred the turbopump
pressure-fed
to
keep
designs. 2.6.2.2 the cost Classical-Versus-Gas classical methane LOX. hybrid Generator and the Hybrid - The difference gas to generator drive in the LCC of hybrid is the and
pump-fed of the the
pump-fed required preburner
or propane The weight of
system the
the turbopumps of
preburn
system
and weight
sliver
86
reduces the payload performance of the classical generator hybrid.
hybrid compared to the gas
Hydrogen peroxide offers a higher system density, but reduced Isp compared to LOX. This results in a smaller, heavier hybrid booster which costs more than the LOXsystem. 2.6.2.3
booster adding a Reusable-Versus-Expendable was synthesized recovery by H_brid Boosters A reusable hybrid by were
from the reference The weights for
expendable of the the
booster reusable safety
configuration components margins
system.
increased design
20 percent factor
to compensate for reusable were
higher
and the
complexity following skirt,
components
was increased
40 percent. flexseal nozzle, and
The TVC, aft
components attachments,
assumed
to be reusable: recovery system,
interstage, injector, solid cost first
electronics housing. from to
instrumentation, The STACEM
pumps, piping, cost of
valves
and the igniter was
refurbishment The
rocket of unit
components
obtained was
the be
code. of was
refurbishment
liquid cost. an
components The design attrition
assumed
25 percent components
the theoretical baselined materials at
life of reusable of 10 percent. of boosters required) *
10 reuses
with
rate
All composite required
were assumed to:
to be expendable. (total quantity rate).
The number of boosters
was assumed
to be equal
(units per booster)/(design ment month, and facilities 150 was
life)/(attrition to
A cost of recovery for Mission II
equip-
assumed and $200
be $100 million million for
I (1 flight/
missions)
Mission
(1 flight/week,
650 missions). The els. the LCC of the reusable booster was calculated rate assumptions for the two mission were varied mod-
The design
life and attrition In addition,
to determine was varied
LCC sensitivity. when
the number
of flights lower
per year
to determine hybrid drivers
the expendable The results
booster
provided
LCC than
the reusable 50. The cost
booster.
of this
study
are shown model,
in Figure
of this trade study are the mission the recovery cost attrition rate,
the design
life of reusable DDT&E. between missions the to
components,
and the recovery model. from 0
system
The major expendable 12.3 percent and
driver
is the mission designs ranges
The difference percent at 50
reuseable
at 650 missions.
87
35 30 Largebooster; 14 ft- 13 ft, flexsealTVC IM7 I oxidizertank, IM7 gas generatorcase
25 20
,'=
Expendable 8.6% Difference Reusable
12.3% Difference
,,,1
10
' I
50
100
150
200 250
300
350
400 450
500
550
600
650
700
Missions Figure 50. Life cycle cost vs number of missions.

01BO-HYBRID-RPT
If the design of the reusable in half results doubling 1 percent. For dicted to the the
life of the components would decrease
was
increased
100 percent,
the LCC rate and than
system
2.5 percent;
cutting
the attrition
in a decrease DDT&E
in the reusable increases the
booster reusable
LCC of 1.7 percent; booster LCC less
recovery
specified
mission
models,
the
reusable
hybrid these
booster
is
prevehi-
have
lower cost.
It must
be recognized
that
reference
cles are not optimized, may be decreased
and that apparent
LCC advantage
of the reusable
system
by the following: in the number payload reduces of flights per year. design (approximately
Reduction
The reduced 3 percent) Advanced Increased 2.6.3 The determine Reference reference the
capability the LCC/pound
of the reusable of payload
advantage.
nozzle and thrust recovery
chamber
technology.
system DDT&E.
Design Trade Studies design was used with the Boeing model to parametrically chamber presa
impact
of mixture
ratio,
nozzle
expansion
ratio,
sure and body diameter
on LCC with Mission
I (150 missions).
In this study,
88
single
operating
condition
was varied were
over
a range for
of values a composite
and the effects (carbon-epoxy) material
on weight,
payload, case
and costs
calculated
gas generator combinations,
and LOX tank, in Table
and repeated 24.
for a number
of other
summarized Table 24.
Configuration
and Material
Parametrics.
Full-Scale Pump-Fed LOX Tank Carbon-Epoxy (IM-7/EPON 826) Aluminum Aluminum-Lithium X X X X X X X X X Pressure-Fed
Quarter-Scale Pump-Fed Pressure-Fed
X X X
Gas Generator Carbon-Epoxy (IM-7/EPON 826) D6AC Steel X X X X X X X X
NOTES:
Operating Mixture Chamber Nozzle
conditions Ratio: Pressure: Expansion
varied: 1.3 - 2.9 4.13 - 15.14 MPa (600 - 2,200 Ratio: 6 - 22 3.05 - 5.49 meters (10 - 18 feet) psia)
Body Diameter:
2.6.3.1
Large Booster I Pump-Fed Ratio The LCC
Trades and LCC/pound 51 and 52. tank of payload-versus-mixture is a large for ratio in
Mixture calculations the gas
are shown case
in Figures and LOX
There
difference the
generator
operating mixture case
pressures ratio
pump-fed
designs. weight changes. The materials
The selection and cost of
for the optimum gas generator
becomes tank
a trade between and performance
the
and
LOX
sensitivity cost and
of
LCC
to
mixture
ratio
depends
on
the
component
raw
manufactured
component
weight.
Composite
components,
89
16
15
I and gas generator case Materials of construction for LOX tank ]
14
,Q
,..,i AI and IM7
12
IM7 and Steel

i
IM7 and IM7
11
I I I I I I I I I
.2
1.3
1.4
1.5
1.6
1.7
1.8
1.9
2.0
2.1
2.2
Mixture Ratio
Figure
51.
Mixture
ratio vs LCCfor
the pump
fed large
booster,
1,400
1,300
I and gas generator Materials of construction case for LOX tank J
1,200
AI-Li.. nd Steel a
1,100 AI and Steel
1,000 ,4 900
8OO
700 1.2
1.3
1.4
1.5
1.6
1.7
1.8
1.9
2.0
2.1
2.2
Mixture Ratio
Figure
52.
Mixture
ratio
vs LCCIpayload
for the pump_fed
large
booster,
O190-HYBRID-RPT
90
manufactured high cost of
from the for
carbon fiber. the
fiber On D6AC
(IM-7), the basis gas
are the least of LCC/pound
sensitive of
because
of the
payload, is 1.7.
the optimum The optimum
mixture mixture
ratio
steel
generator
case
ratio for the composite Ratio
gas generator
case is 1.5. ratio are
Expansion shown on Figures due to the
- LCC and LCC/payload
results-versus-expansion with increasing impulse
53 and 54. criteria
The LCC decreased of constant vacuum
expansion and
ratio in
design
total
increase
vacuum for
Isp with
expansion
ratio.
LCC/pound
of payload
calculations
account The
increased
inert weight
of the nozzle-versus-performance is due to overexpansion of payload and
improvement.
decreased expansion
sea level thrust ratio
of the nozzle.
The optimum
for LCC/pound - LCC
is in the range of 10 to 14. of payload results versus chamber
Chamber pressure generator
Pressure
LCC/pound
(Pc) are shown in Figures case material. decrease For with
55 and 56.
This trade generator
is driven case,
by the gas and LCC/
a composite increasing
gas
LCC case,
pound of payload LCC/pound
pressure. 6.88
For a steel psi)
LCC and
of payload
are a minimum
between
MPa (1,000
and 9.63 MPa
(1,398 psi) and increase with Body Diameter are shown between the
increasing
pressure. results of a body drag versus body diameter is a trade area and with the and
- LCC and LCC/pound 57 and 58.
of payload
in Figures
The selection
diameter
inert weight in booster
and performance length. such as Other
due to increased potential
reference associated
change
problems with
booster
body
diameter,
interface were
problems
the core
vehicle
launch equipment,
and transportation system,
not considered uniformly not follow from
in this trade. with increasing diameEach
For each material ter; however,
LCC decreases does
the cost/pound has an to
of payload diameter
the same trend. 3.66 meters
material (all
system
optimum 4.88
ranging
(12 feet) tank
carbon-epoxy)
meters
(16 feet)
(aluminum-lithium
oxidizer
and carbon-epoxy 2.6.3.2
gas generator). Pressure-Fed LCC and LCC/pound 59 and of payload-versus-mixture The results indicate ratio that a of
Large Booster_ Ratio are
Mixture calculations composite payload. materials
- The in
shown
Figures
60.
gas generator Costs
case
and LOX tank have the lowest LCC and LCC/pound by the cost, LOX tank materials and aluminum-lithium of construction. has the highest
are driven
Other cost.
will have a higher
91
15
AI-Li and Steel
AI-Li and IM7
14
I Materialsofgasgeneratorcase for and construction LOXtank

AI and Steel
AI and IM7 ,,J IM7 and Steel
12
IM7 and IM7
11 6
10
12
14
16
18
20
22
Nozzle Expansion Ratio
Figure 53.
LCC vs exoansion
ratio for the pump_fed
large
booster.
1,400
1,300 Materials ofgas generatorcase tank I and construction LOX for

AI-Li and Steel
1,200
1,100
AI and Steel AI-Li and IM7 IM7 and Steel AI and IM7
1,000 900
800
IM7 and IM7
700 6
10
12
14
16
18
20
22
Figure
54.
LCC/payload
vs exp_ansion
ratio for the pump_fed
large
booster.
0IgO-HYBRID.RPT
92
AI-Li and Steel
14
Materials ofgasgeneratorcase tank [ and constructionfor LOX

AI and Steel
12
11 4,13
5,51
6.88
8.26
9,63
11.01
12.39
13.76
15.14
Chamber Pressure, MPa
Figure
55.
LCC
vs chamber
pressure
for the pump fed large
booster.
1,400
1,300
;rials of construction for LOX tank and gas generator case

AI-Li and Steel
1,200
1,100
AI and Steel
1,000
AI-Li end IM7 IM7 and Steel
900
AI and IM7
800
IM7 and IM7
700 4.13
5.51
6.88
8.26
9.63
11.01
12.39
13.76
15.14
Figure
56.
LCCIpayload
vs chamber
pressure
for the Dump_fed
large
booster.
01gO-HYBRID-RPT
93
16
15
Materialsofgas generatorcase tankI for and construction LOX J
14
12
IM7 and Steel IM7 and IM7
11 3.05
3.66
4.27 Body Diameter, m
4.88
5.49
Figure
57.
LCC vs body diameter_for
the pump_ fed large
booster.
1,200
1,100 Materialsof construction LOXtank J for and gas generatorcase 1,000
900
,,,.,I AI and IM7
800
IM7 end IM7
700 3.05
= 3.66
I 4.27 Body Diameter, m
I 4.88 5.49
Figure
58.
LCC/payload
vs body diameter
for the Dumo fed lare -
booster.
0190-HYBRID- RPT
94
40
AI-Li and Steel
35
AI-Li and IM7
30
I Materials and gas
of construction generator case
for
LOX
tank
AI and Steel
AI and IM7
2O
IM7 and Steel
15
IM7 and IM7
10 1.3
1.4
1.5 Mixture Ratio
1.6
.7
Figure
59.
Mixture
ratio vs LCC for the pressure
fed
large
booster,
6,000 l Materials of gas generator for LOX tank 1 and construction case 5,000
AI-Li and Steel
4,000
AI-Li and IM7
3,000
,,,4
2,000
IM7 and Steel IM7 and IM7 1,000
I I I
.3
1.4
1.5 Mixture Ratio
1.6
1.7
Figure
60.
Mixture
ratio vs LCCIpavload
for the vressure
fed
large
booster,
0190-HYBRID.RPT
95
Expansion shown to the impulse. performance zle.
Ratio
- LCC and LCC/payload LCC decreases Isp, and design for level an
results with
versus
expansion expansion
ratio ratio
are due
in Figures increase
61 and 62. in vacuum
increased
criteria
of constant
vacuum
total versus
LCC/payload and
accounts sea
increased due
weight
of the nozzle
decreased expansion
thrust
to overexpanslon of payload
of the nozof
The optimum
ratio
for LCC/pound
is In the range
10 to 14. Chamber pressure with (Pc) Pressure are - LCC and LCC/pound 63 and of of payload LCC results increases is optimum versus chamber
shown pressure.
in Figures
64.
significantly at 6.88 MPa for a
increasing
LCC/pound
payload case,
(1,000 psi)
for a composite case.
gas generator
and 4.13 MPa
(600 psi)
steel gas generator Body are shown fed case, obtained case Diameter
- LCC and LCC/pound 65 and 66. with increased
of payload
results design
versus cost,
body diameter like the pumpof payload is
in Figures decreases at diameters
The pressure-fed diameter.
Minimum
LCC/pound
greater
than 3.66 meters
for the composite
gas generator
and approximately quarter-Size
3.66 meters Booster
for the steel gas generator
case. were consisvehicle results was are
2.6.3.3 tent not with
- LCC results performance of the
for the quarter-size of the quarter-size booster
the full-size. Summary B. Booster the LCC
Payload tables
determined.
quarter-size
included 2.6.4 To
in Appendix Additional complete
Design Studies evaluations, additional design booster complexities cost. were
investigated evaluated lant
to determine
the impact on the reference model were: (4) (I) thrust volumetric
The items (2) propelgenerator
using the Boeing (3) design
vector
control; of
reserve;
margins; pump-out
loading
gas
propellant; 2.6.4.1 offers compared shuttle
and (5) oxidizer Vector
capability. injection thrust and vector control life (FITVC) cost the
Thrust the to
Control for
- Fluid
potential the
improved nozzle
reliability actuation
reduced
cycle used on
flexseal
and
system
presently
booster. the cost We assumed benefit of FITVC, a series of reference of duty boosters was to of
To define synthesized. calculate
a deflection required.
requirement We assumed
1, 3, and 5 degrees cycles for the TVC
the mass
of fluid
96
4O
AI-Liand IM7
35
-"
30
I Materials ofgas generatorcase tankI and construction LOX for

AJ and Steel
25
AI and IM7
2O
IM7 and Steel
15
IM7 and IM7
10 6
10
12
14
16
18
20
22
Figure
61.
L,CC vs expansion
ratio for the pressure_fed
large
booster.
6,000 _._ 5,000 [ Materials of construction for LOX tank] [ and gasgeneratorcas_ _ J
4,000
AI and Steel
3,000
AJ and IM7
2,000
IM7 and Steel
1,000 6 8
IM7 end IM7 I
10
12
14
16
18
20
22
Nozzle Expansion Ratio Figure 62. LCC/oayload vs expansion ratio for the pressure fed large booster.
Ol 90-HYBRID-RPT
97
4O
AI-Li and Steel
35
AI-Li and IM7
AJ and Steel
AJend IM7
Materials of construction and gas generator case
for LOX tank]
15
IM7 and IM7
10 4.13
5.51
6.88
8.26
9.63
11.01
12.39
13.76
15.14
Figure
63.
LCC
vs chamber
pressure
for the pressure
fed large
booster.
6,000
of construction and gas generator case for LOX
tank1
_J/
5,000
AI-Liand_ / AI-LI and IM7
4,000
3,000
...I
2.000
1,000
IM7 and IM7 1 !
"r
4.13
5.51
6.88
8.26
9.63
11.01 MPa
12.39
13.76
15.14
Chamber Pr_sure, Figure 64. LCC/oavload vs chamber pressure
for the pressure
fed large
booster,
oi gO.HYBRIDRPT
98
40
AFLi and Steel
35
I Materials
AFLi and IM7
of construction and gas generator
for LOX tank I case I
3O
AI and Steel AI and IM7
20
IM7 and Steel
15
Ill
IM7 and IM7
10 3.05
3.66
4.88
5.49
Figure
65.
LCC
vs body
diameter_for
the pressure
fed
large
booster.
5,000
4,000
AI-Li and IM7
AI and Steel
3,000 -
AI and IM7
,,,,,,,I
2,000 -
I Materials ofgasgeneratorcase tank I for and construction LOX
IM7 and Steel IM7 and IM7

! I I
3.66
4.88
5.49
Figure
66.
LCC/pavload
vs body_ diameter
for the pressure
fed large
booster.
019OJ-rYBRIDRPT
99
20,
40,
and 60 percent
of the total
burn time
(135
seconds)
at each boosters.
deflec-
tion.
This was done for both the full-size The large booster LCC and LCC/pound quarter-scale FITVC $13.2 offers
and quarter-size
of payload FITVC
FITVC results are shown the
are shown on Figure
in 69.
Figures Over
67
and range
68.
The
results
the
evaluated, full-size;
a lower
LCC than
reference
case of
($11.4 billion LCC/pound duty
billion
quarter-size).
However,
on a basis
of payload,
the break-even of payload
point
is at 3 deflection point would
and 60 percent be increased by
cycle.
The LCC/pound
break-even
the use of an advanced 2.6.4.2 through designed bility variable Propellant
nozzle
technology - The
such as the MBA nozzle. to extinguish allows the hybrid booster to be reliawith
Reserve
ability flow
the termination into through burning the the
of the oxidizer Reserve of
propellant the
reserve booster associated
booster.
propellant propellant
improves failure
elimination
modes
rates
and combustion were synthesized
efficiency. with propellant reserve increased to
Hybrid 5 percent.
boosters
The impact of reserve
propellant
on LCC and LCC/pound
of payload
Material
IM7
Solid
Case
Body
Diameter
= 2.56
1
f J A-60% Dub/Cycle
11.95 -
OxidizerFlowSize-
IM70X Tank LOX Pumps Quarter
Chamber Pressure = 6.88 MPaI Mixture Ratio = 1.5:1 I Expansion Ratio = 15:1 I Injection Fluid- Oxidizer I
Cycle
11.75 Cycle 11.65 -
11.55 -
11.45
1.0
3.0 Thrust Deflection Angle Ideg)
5.0
Figure
69.
life
cycle
cost vs thrust deflection_for
the quarter
scale
booster.
OtgO-HYBRID- PT R
I00
11.8 Material OxidizerFlowSizeIM7 Solid Case IM70XTank LOX Pumps Full Body Diameter = 4.27 m Chamber Pressure = 6.88 MPa Mixture Ratio = 1.5:1 Expansion Ratio = 15:1 Injection Fluid - Oxidizer
11.6 -
....
11.4 -
11.2 Duty Cycle
,,,J
11.0 -
40%
Duty Cycle
20% 10.8
i
Duty Cycle
10.6
I 1.0 Thrust
1 3.0 Deflection Angle (deg)
I 5.0
Figure 67.
920 Material880 OxidizerFlowSize-
Life cycle cost vs thrust deflection for the large booster.
IM7 Solid Case IM70X Tank LOX Pumps Full
Body Diameter = 4.27 m Chamber Pressure = 6.88 MPa Mixture Ratio = 1.5:1 Expansion Ratio = 15:1 Injection Fluid - Oxidizer
840-
800
ty Cycle
760 Cycle 720
680
I 1.0 Thrust
I 3.0 Defl_'tion Angle (dog/
I 5.0
Figure 68.
Cost per round
of payload vs thrust deflection for thelarce booster.

0190-HYBRID-RPT
I01
is
shown
in
Figures
70
and
71.
The
increased of 4,400 million)
inert
weight
to
store
the of
reserve payload.
propellant LCC
resulted
in a decrease ($140
kilograms and
(9,700 pounds) of
increased
1.2 percent ($gl/pound). Increased were case
LCC/pound
payload
increased 2.6.4.3
$200/kilogram Design Margins
design
margins with tank
may the
be
used
to
improve safety 1.6 to
reliability. margins 1.9. 73. of The the
Hybrid gas on
boosters generator
synthesized and oxidizer
structural from
increased
impact
LCC and LCC/pound
of payload
are shown
in Figures
72 and as of
Inert weight of the
is increased increase
approximately margin was
1,225 kilograms resulting
(2,700 pounds) decrease 1
a result 363
in design LCC of
in a payload by less than
kilograms
(800 and
pounds). LCC/pound
increased increased
percent
($100 million), ($12/pound)]. 2.6.4.4 packing may be
payload
1.5 percent
[$26/kilogram
Volumetric of the
Loadin 9
of
Gas
Generator provide
Propellant processing of
- Lower cost
volumetric or
gas generator due to
case
may
reductions clean
required To
burning
rate
limitations with
scavenged in gas
propelcase port in
lants.
document loading,
the cost a hybrid
associated
changes
generator grain results
volumetric radii to
booster
was synthesized of 75 to
with different The
reflect
volumetric
loadings
95 percent.
terms of LCC LCC/pound 2.6.4.5 pump-fed pump-fed four Oxidizer system system each
of payload
are shown
in Figures
74 and 75. of a single-string system. The use with The of
Pump-Out
Capability
- The
reliability
is lower
than
the reliability be improved
of a pressure-fed through redundancy. flow rate,
reliability sized for
can
pumps,
133 percent
of the design assures
common feed
manifold rate
and independent
block valves, if one pump of the of
that the required capability by
oxidizer
can be maintained on LCC. and LCC
fails.
Pump-out design
has a minimal 0.35 percent
impact
reference payload
increases 0.66
($40 million) ($5/pound)].
LCC/pound
increases
percent
[$11/kilogram equivalent
Pump-out
capability
provides
a predicted
reliability
to a pressure-fed 2.6.5 To (HAVCD) Mission Hybrid
system,
but at a lower Results trade
LCC.
Model Optimizer the
complete was used I.
parametric
studies, conditions
the
hybrid
booster
model for
to predict
the optimum
for the hybrid valuable
booster
The optimizer
is a tool that can provide
insight
into the
102
11.64
Material OxidizerFlowSizeIM7 Solid Case IM7 OX Tank LOX Pumps Full Body Diameter = 4.27 m Chamber Pressure = 6.88 MPa Mixture Ratio = 1.5:1 Expansion Ratio = 15:1
11.60 -
11.56 -
11.52 11.48
11.44
11.40
- "'"T 2.0
1" 3.0 Reserve Figure 70. Life cycle Propellant cost
l 4.0 (%1 t_rot_ellant.
1" 5.0
vs reserve
860 Material Oxidizer FlowSize820 IM7 Solid Case IM70X Tank LOX Pumps Full Body Diameter = 4.27 m ] Chamber Pressure = 6.88 MPa / Mixture Ratio = 1.5:1 _ Expansion Ratio = 15:1 [ _ _IP ._" ._"
840-
800 -
,,,,d
780 -
760 -
1"
3.0 Ruerve Propellant
1"
4.0 l%1
t
5.0
Figure
71.
Cost per pound
of payload
vs reserve
orooellant.
0190-HYBRIDRPT
103
11.54
11.52 -
11.50 -
11.48 -
11.46 / 11.44 -OxidizerFlowSizeI 1.6 I 1.7 Safety Figure 72. Life Factor cost vs safety_factor. -IM70X Tank LOX Pumps Full I 1.8 Chamber Pressure = 6.88 MPa Mixture Ratio = 1.5:1 Expansion Ratio = .27 m 15:1 ]
11.42
I 1.9
cycle
780 -MaterialOxidizer Flow SizeIM7 Solid Case IM70X Tank LOX Pumps Full
776 -
i Body Diameter = 4.27 m I Chamber Pressure = 6.88 MPa Mixture Ratio = 1.5:1 Expansion Ratio = 15:1
772 -
768
.4
764
760
756
I 1.6
I 1.7 Safety Figure 73. Cost Der pound Factor
I 1.8
I 1.9
of payload
vs s_e_
factor. O190-HYBRID-RPT
104
11.95
11.85 -
11.75 Material11.65 ,,,,I 11.55 OxidizerFlowSizeIM7 Solid Case tM70X Tank LOX Pumps Full Body Diameter = 4.27 m Chamber Pressure = 6.88 MPa Mixture Ratio = 1.5:1 Expansion Ratio = 15:1
11.45 -
11 35
I 45.72
I 60.96 Radious Figure 74. of Solid Life Grain
I 76.20 (cml radius.
I 91.44
cycle cost vs erain
960
920 -
880 I
840-
Material OxidizerFlowSize-
IM7 Solid Case IM70X Tank LOX Pumps Full
Body Diameter = 4.27 m I Chamber Pressure = 6.88 MPa I Mixture Ratio = 1.5:1 I Expansion Ratio = 15:1 I
I
IM7 Case
,,,,I
800 -
760 -
720
i 45.72
I 60.96 Radius Figure 75. Cost of Solid per pound Grain
I 76.20 (cm) vs
I 91.44
of pa),Ioad
s_e_
factor,
01gO-HYBRIDRPT
105
design
of
a booster choices
system
with
a significant
number
of
operating
variables
and materials for different
such as the hybrid. minimum LCC/pound empty
Operating of
conditions
were optimized of payload, lift-off
results: minimum Optimizer
payload,
LCC/pound
maximum weight
payload, (GLOW). optimum payload,
LCC, minimum results and
weight, in Table
and minimum 25. based
gross
are shown results
The pound for of
conditions or payload. weight
were
consistent
on
LCC,
LCC/
LCC/pound minimum the
of payload GLOW, were
results, not
when
optimizing with and the the
minimum The
empty
or
consistent conditions pressure; psi) to
others. reference chamber
difference
between
optimum of
operating
conditions pressure
is in the the
selection 6.88
the chamber MPa (1,000
increasing
from
reference
approximately
12.4 MPa (1,800 psi) results The LCC/pound optimum. 2.7 2.7.1 ARC hybrid. designs ties Reliability Analyses LCC of the
in lower LCC and improved booster varied booster
performance. from the optimum. than the
reference
2.2 percent
of payload
for the reference
was 5.4 percent
higher
Introduction performed The a preliminary reliability analysis for the gas generator point
predicted
reliabilities to be 0.9985
for the pressure-fed and 0.9987, respectively. were
and pump-fed
are estimated
Only reliabiliitems such
related
to the actual
flight of the components
included;
Table
25.
Hybrid
Booster
LCC Trade
Studies
Optimized
Booster
Design.
Optimized On
Mixture Ratio
Chamber Pressure (MPa)
Body Diameter (m)
Expansion Ratio
LCC ($nx 107 )
$ Per Payload (kg) kg Payload
S/Payload Payload LCC Empty Wt GLOW *Reference Conditions
1.496 1.487 1.600 1.429 1.600 1.50
12.8 12.4 12.8 4.8 7.3 6.88
3.g 3.0 4.8 4.3 3.7 4.3
18.8 17.5 22.5 7.0 25.0 15.0
11.207 11.480 11.180 11.970 11.390 11.430
47,491 48,126 46,992 43,822 43,577 45,858
1,581 1,588 1,584 1,819 1,740 1,652
106
as prelaunch reliability and their effects on the probability of booster operation were not considered for this evaluation because of the limited data available at Boeing. 2.7.2
Reliability Figure system. component Block Diaqram the reliability system, block Figure diagram 77, for the hybrid as booster a seven-
76 presents hybrid
The
propulsion of:
is presented
system
consisting system;
(1) a solid
fuel gas generator;
(2) nozzle; drive
(3) oxidizer system;
feed
(4) preburner; system.
(5) turbopumps;
(6) turbine
and (7) pressurization
The block diagram system requiring
is intended
to imply operation of each
of an independent in the order math
series
successful booster
operation
subsystem
depicted model is
to obtain therefore
successful
functioning.
A series
reliability
used to arrive
at the overall
booster
reliability
r
and has the form:
RT = R1 x R2 x R3 x ... x Rr =
n s=1
Rs
(2)
Where:
R1 RT
= =
predicted system
component
reliability
reliability
2.7.3 One
Reliability of the
Estimation used
Procedures distributions to describe "time to fail" for
widely
electrical
and mechanical
components
and systems
is the Weibull
distribution:
R (t)
:
y 6 B t
exp [-
l (t---_--_6)B
parameter
(3)
where:
= = = =
location scale shape
parameter parameter time reduces to an exponential
mission above
When
assuming
distribution
6 = 0 and B = 1, the 1. with _ = _.
equation
R (t) = exp I- xt] where: x = failure rate
(4)
I07
Hytmd Booster R = 0.9995
I
Electrical System and Instrumentation R - 0.99991 Structures and Mechanisms R - 0.gG9913
I
Pro_L_K>n System R = 0.9996
Figure
76.
Hybrid
booster
reliabili_
block
diagram.
Propulsion
I
Turbine Pressurization System I System Drive Turbopumps Pmburner Oxidizer System Feed Solid Gas Fuel I Nozzle Generator -- Tr,clyne - Service - Isolation Pressure Pressure Valve Valve Tank Value Value Regulatc Relief -- Control --Tank -- Service - Isolation - Throttle Value Valve Valve Box -- Tur'bopump Assembly -- Pre-cool -- Case Valve -- Se_ice -- Relief Valve Valve --Case -- Convergent Section Case Convergent Section Inaul Throat Structure -- Igniter -- Tank -- Insulation
'[VC Actuator Nozzle Structure Control Box
-- Isolatio41 Valve
m
Pressure Regulator
Posrtion
-Valve Position Indicator
-- Inlector -- Manifold -- Combustion Chamber Case
Indicator Control Lines Box
-- Combustion Chamber -- Propellant -- Igniter Insulation
Figure77.
tIybrid
propulsion
sy_ stem.
01gO-HYBRID RPT
108
The bility stress.
reliability the
of
the of
structural the
components
is
based
upon
the the
probaapplied
that
strength
structural as:
material
exceeds
Mathematically,
this is expressed
R = P (R > S)
(5)
(6)
= _ fs (S) [ ) fr (R) dR] dS
= 7 fr
(R)
7 fs
(S)
dS]
dR
(7)
where:
fr (R) = PDF of strength fs (S) = PDF of stress PDF = probability density function
For normal
distributions
of strength using
and stress, the equation:
the reliability
of the struc-
tural components
is calculated
R = _ [
_ - )
(8)
where:
R S oR
= = =
mean mean
value value
of the material of the material deviation deviation of of
strength stress the the material material
standard strength standard stress strength
oS
For
non-normal
distributions
of
and
stress,
the reliability
of
the structural other
components
is calculated there is are
by evaluating only to two random
the integrals variables integrals
for these a
distributions. program 15
When
involved, for
computer
called
POFAIL
used
evaluate
the
other
distributions. mation method
When there are more than three Mean Value First Order
random variables, Moment (MVFOSM)
an approximethod has
called
Second
15.
Ang, A. H. S., Wilson, Tang H., "Decision Risks and Reliability," Probability Concepts in Engineering Planning and Design, Vol. V, 1984.
109
been used. 16 A computer program for MVFOSM been written has the Hybrid Propulsion Technology Program.
and utilized
for
Prior to beginning the reliability analysis, an estimate of failure rates was obtained from a variety of data sources, reliability handbooks, engine analysis reports, and engineering estimates by reliability Table 26 is a compilation of componentfailure rates and sources
item. Once the component Boeing for input reliabilities RELIB were predicted, subroutine the values were given This to
engineers.
for each line
into their
computer
data files.
suband
routine, finally,
part
of the HAVCD program, reliability. were 0.9985 of 0.9995
calculated Predicted
the subsystem reliabilities
reliability,
the booster
for the pressureThis was lower but was the
fed and pump-fed than
designs
and 0.99B7, established
respectively.
the reliability
goal
for the booster, components: These
result case;
of low historical (2) combustor for
data for the following (3) nozzle; improvement
(1) gas generator specific the items Phase are II
case;
and (4) TVC. and validation
emphasized activities. 2.7.4 To minary pump-fed failure
design
during
Failure
Modes and Effects
Analysis on mission has been success, performed a prelifor the
identify potential failure design. analysis; mode and
impact of each failure effects analysis (FMEA)
The major ground i.e., each when
rule observed
in the analysis to
is the single in
failure
is considered failure modes
be the only failure
the system. of a
However,
critical mode
are identified, the
the effects are also
simultaneous
failure
which
might
worsen
situation
investigated. Another The parts of ground rule observed to be in the analysis of is at the assembly components dispositioned level. as a as
are
considered undergone
assemblies
failure-free and being
result
having
receiving
inspection 27.
acceptable.
The FMEA is presented
in Table
16.
Ang, A. H. S., Cornell, C. A., "Reliability Bases of Structural and Design," Journal of Structural Division, ASCE, Vol. 100, Sept.
Safety 1974.
110
Table 26.
Hybrid ComponentPredicted Failure Rates. Item Failure Rate* Source
ELECTRICAL SYSTEM ANDINSTRUMENTATION Avionics Wiring Batteries/Power Supply Instrumentation STRUCTURES ANDMECHANISMS NoseShell and TPS Interstage Aft Skirt Attachment Struts Separation System PROPULSION Pressurization System Tridyne Tank Service Valve Isolation Valve Pressure Regulator Pressure Relief Valve Valve Position Indicator Control Box Lines Turbine Drive System Control Box Tank Service Valve Isolation Valve Throttle Valve Valve Position Indicator Turbopumps TurbopumpAssembly Preburner Igniter Precool Valve Case Oxidizer Feed System Tank Service Valve Relief Valve Isolation Valve Pressure Regulator Manifold *Per 1.0 x 106 hours.
111
20.0 1.5 169.0 155.0
9 9 9 9
45.0 1.0 1.0 1.0 0.0
6 6 6 6 7
37.5 1.6 11.0 55.3 9.8 155.0 20.0 5.0
1 2 5 5 5 4 9 6
20.0 37.5 1.6 11.0 10.2 155.0
9 1 2 5 5 9
164.0
10
74.0 35.0 1.0
2 8 6
37.5 1.6 9.8 11.0 55.3 1.1
1 2 5 5 5 6
Table 26.
Hybrid ComponentPredicted Failure Rates (Cont'd). Item Failure Rate*

Source
Solid Fuel Gas Insulation Case Convergent Convergent Injector Combustion Combustion Fuel Igniter
Generator 6.3 134.0 134.0 6.3 45.0 6.3 6.3 56.0 85.0 11 11 11 11 11 11 11 11 11
Section Section Chamber Chamber
Case Insulation Case Insulation
Nozzle TVC Actuators Throat Structure Nozzle Structure Control box
321.0 248.5 248.5 20.0
7 11 11 9
The following I. 2.
are the sources
or assumptions
used to assign
failure 1985,
rates: unpublished Center,
Spacecraft Reliability Prediction, Boeing Aerospace, report based on analysis of a variety of systems. NPRD-3, Non-Electric Parts Reliability RADC, Griffiss AFB, New York 21985. Data, Reliability
Analysis
3.
Boeing Document D290-10404-1, Reliability & Maintainability Allocations, Assessments and Analysis Report IUS System, CDRL #050A2, Boeing Company/Aerospace Division, Seattle WA 1979. YVAE-80-O05, Space System Effectiveness Requirements Document Transportation System: Inertial Upper Stage (IUS), USAF/Space 1981. Engineering Assumed judgement for environment adjustment for Space Division,
4.
5. 6. 7. 8. g.
of data from item 2.
as based on high design margins for data in item 3. for environmental of undefined
of safety.
Calculated Engineeering Assumed
Judgement
adjustment
of data from
item 4.
for components
complexity.
10. Engineering judgement for environmental adjustment of data from Boeing Document D232-10627-1 AGM-86, Reliability and Maintainability Allocation Assessment and Analysis Report, 1980. 11. Based on a combination of data from CSD Titan SRMs and Thiokol SRM data.
*Per
1.0 x 106 hours
112
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2.8
Technology ARC
Identification the pump-fed in safety, gas generator reliability, (STS) solid hybrid cost, as our baseline and performance booster. The concept. over the 1
selected
It offers existing
advantages shuttle
transport
system
rocket
Phase
point design
offers
the following: reliability of 0.998. parts; only one cryogen (LOX).
Calculated Reduced $11.4 Engine Mission On-pad 13,608
number
of critical
billion
life cycle cost. and throttling even with capability. loss of one pump.
shutdown
accomplished abort. kilograms
(30,000
pounds)
(46
percent)
shuttle
payload
improvement The that have nologies The major Growth
over ASRM boosters.
capability. hybrid proposed by ARC has several major technologies minor tech-
gas generator
to be developed that offer
to demonstrate (cost, below
the concept, reliability) and discussed are listed
and several to existing
improvements are listed
technology. sec-
technologies major
in the following in Table 28 and
tions.
The
and minor
technologies
include
the rationale
for selection.
Major Gas Generator Injector
Technoloqy
Priority I 1 2 or Ablative) 2 Priority
Fuel Development
Design Interaction (Regenerative Technology
Combustion
Combustor/Nozzle
Minor Turbopump Tridyne Thrust Systems
Development Expulsion System Development LOX
Vector
Control
Using
Integration
120
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122
2.8.1 The burning
Gas Generator fuel-rich rates
Fuel Development used in the hybrid booster should: (1) have
propellants to 1.27
of 0.76 than
centimeters/second hydrogen and chloride (4)
(0.3 to 0.5 emissions
Inches/second); in the below exhaust; 2.06 MPa
(2) produce (3) have
less high
l-percent
ejection
efficiency;
extinguish from
(300 psia). propellants (ducted
These
fuel-rich
formulations
are derived
both
conventional
and fuel-rich
formulations ramjet) to meet
previously
developed
for air-breathing need to be tairequirements. under able to IR&D fundbe extinpoint the to do
rocket
and solid fuel further
applications, specific
but will booster
lored and/or Two ing
developed
hybrid
promising
gas generator in Section actual these 2.2.
formulations Both rates
were evaluated were
as discussed but
formulations were too
guished, designs. required ensure not
their of
burning
low for our tailoring
baseline to
Both burning that
formulations This tailoring one
will
require be
achieve
rate. to
must
performed
experimentally for example)
changes another
improve
parameter
(burning
rate,
degrade
parameter the
(physical
properties, must be
for fully
example).
Further, with
following regard
tailoring,
propellant/fuel including,
characterized
to all of its properties
but not limited
to, reproducibility
and reliability. 2.8.2 The Injector injector gas Design in the gas generator generator effluent, hybrid provide is used to control to the flow of the oxi-
the fuel-rich dizer, and
a location
inject
and to minimize
uncontrolled Because
feedback the gas
(instability) generator
between
the primary when
secondary
combustor.
operates
unchoked
oxidizer rate of
is flowing, the
the pressure and,
in the thrust
chamber flow
controls rate.
the burning In addition, wall
gas generator has to provide of
therefore, mixing,
its mass
the injector and damping development ulates
uniform
film cooling There
of the combustor of
high-frequency
oscillations.
are a number
critical particinterface
issues for the injector: impingement, (3) erosion);
(1) interaction
of gas generator injector feedback
(mixing,
(2) gas generator/
temperature thrust bility. efficiency cycle cost
effects;
subsonic
velocities/combustion nucleate boiling; and
to
produce insta-
requirements; The
(4) oxidizer of the
(5) combustion
development high
injector An
is critical
to achieve will
high packing increase life
and by
performance. combustion
inefficient
design
lowering
efficiency,
and reduce
reliability
because
123
of
increased
combustor
erosion. with
This
has
high
priority
because
of
the
historical 2.8.3 The processes
problems
associated Interaction
injector
development.
Combustion gas
generator
effluent chamber.
is
important
to
the
mixing
and
combustion release,
in the thrust
Incomplete
mixing,
nonuniform
heat cost
and short residence bility. tion
times
have a direct volume
impact
on performance
and reliainsulaor to
The gas generator combustor zones, flow
may have to be increased, reconfigured delivery to incorporate
excessive
added,
geometry and
flameholding in size it the
recirculation provide impacts generator 2.8.4 higher
oxidizer
components
increased
rates. and
Development pad abort
is a high due to the
priority feedback
because between
also gas
extinguishment and combustor. Combustor/Nozzle
(Regenerative
or Ablative) using both a regener(monolithic chamber life
The gas generator atively braided offers cooled thrust
hybrid point chamber
design was evaluated
(combustor/nozzle)
and an ablative cooled weight,
ablative) performance
thrust
chamber. by
The regeneratively reducing component improving chamber
thrust
advantages
reducing
cycle cost for a reusable ing exhaust bility and due temperatures. to single-piece cycle cost
system,
and possibly thrust
reliability offers and and
by reducreliadesign) pro-
The ablative construction to
improved simple
(no delaminations raw materials
low life
due
inexpensive
automated
cessing. at the
An ablative size for and
thrust
chamber conditions booster.
needs to be developed for the hybrid
and/or it be
demonstrated is more cost
operating
since will
effective under program Solid the
an expendable technology
The MBA at MSFC
approach for ALS
investigated This for ALS Large
focused
programs
boosters. and Nozzles hybrid
(Low-Cost, Rocket
High-Reliability NRA-89-MSFC-1) the exhaust will
Cases, will
Insulation, complement for the
Motors;
the
technology
efforts,
but because
environment be different
hybrid
is oxygen-rich, fibers,
the development variable 2.8.5 ARC Ball
requirements geometries, Development
from ALS.
Alternative
component Turbopump has
and case attachments
will have to be developed.
selected
foil-bearing have
turbopumps demonstrated
for poor
the
hybrid
point and
design. operating was
bearing
LOX turbopumps
durability
life was short
and unpredictable
in some programs.
The poor reliability
124
17,18,19,20,21 primarily due to the premature failure of the ball bearings. The life cycle cost and reliability objectives for the hybrid depend on the use of foil bearings. Foil bearings have accumulated approximately 510,000 hours of operation in small pump applications. This pump offers cost and reliability improvements comparedto current ball bearing pumps, but a system sized for the hybrid requirements has not been developed or demonstrated. 2.8.6
The Trid_ne Tridyne in Expulsion system subscale Tridyne System proposed hardware consists to form Development for by oxidizer AeroJet expulsion but was was developed and in an
demonstrated operating and 0.03
never
installed
system. moles
of 0.91 moles
helium, mixture
0.06 moles
hydrogen, at
of oxygen The energy bed. Gas
a nondetonable by passing are cost
that can be stored through the
high pressure. num catalyst
is released
the mixture by
a platireactant over
temperatures system offers
controlled and
varying
mixture. cold
This
Tridyne
reliability
improvements volume
gas or solid
gas generator
systems
because
of the lower number
require-
ments for the high-pressure 2.8.7 Thrust Vectoring This Fluid method of Vector of the
helium
and the reduced
of components.
Control nozzle vector is common control practice adds for solid cost because An FITVC rocket to boosters. design. the
thrust TVC was
weight
and
the
injection
baselined
in the point from 0.987
design
it raised system
calculated
predicted
reliability
to 0.995.
using
17.
Gass, F. D., Alcock, J. F., and Flickinger, S. A., "Space Shuttle Main Engine - Alternate Turbopump Development Health Monitoring Program," AIAA-S8-3411, 24th Joint Propulsion Conference, July 1988. Hale, J. R., and Wood, B. Y., "Operational Life Improvement Pressure Turbopumps," paper presented at 36th International Federation, Stockholm, Sweden, October 1985. Childs, D. W., and Moyer, D. S., "Vibration Characteristics of the SSME," paper presented at the 2gth International Conference, June 1984. Merrimar, Cryogenic T. L., and Kannel, J. W., "Evaluation Fluids," ASLE Preprint 85-AM-1F-1. of SSME HighAstronautical
18.
19.
of the HPOTP Gas Turbine
20.
of EHD Film Thickness
for
21.
Duframe, D. D., and Kannel, J. W., "Evaluation Bearings," NASA Contract Report CR-15096, November
of Shuttle 1978.
Turbopump
125
LOXoffers
will 2.9 2.9.1
simple during
design
with
low life
cycle
cost.
If the system degrees
require-
ments defined
Phase 2 permit,
a system
with three the booster
of deflection and cost.
be investigated Acquisition Plan
as a means of improving
reliability
Introduction The Phase 2 Hybrid Propulsion Technology Program study efforts are planned as a
two-part, ment, and
33-month
experimental
and analytical components with
for the design, key technology delivery
developissues system.
investigation
of critical hybrid
for the
affecting
the gas generator
a pump-fed
oxidizer
This propulsion and lowest
system was selected in Phase
because 1 trade will
it offered studies. consist
the highest
reliability
life cycle cost
Part A, which will fabrication, ual cost critical
last 23 months,
of component
development, individand (see
and demonstration; hybrid components determined
the goal of Part A will consistent in Phase with 1 the
be to develop
safety,
reliability,
considerations
Technology last
Identification
Section
2.0 of this report). interactions,
Part B, which
will
10 months,
will consist This reliaan of
of component part will
performance
assessment, to
and system the
scale-up. safety,
demonstrate cost
interactions for the
critical booster that
achieving
bility,
and of
goals
system. remain
It will
also
provide
assessment
the development
risks
but are beyond
the scope
Phase 2.
A program schedule is presented in Figure 78.
It shows major The four
tasks
to be performed in each phase and includes milestones. program elements are:

Point Design Updates Development, Fabrication,
principal
Part A Component Propulsion
and Development
System
Development and Characterization
Fuel Development Oxidizer Material Studies
Screening Studies
Combustor/Nozzle TVC Design Design Studies
Injector -
Injector
126
FOLDOUT
FRAME
Task
Phase
,, ,. ,
2A
Month
Point Design
,12 ]_14151oI_I_ I Iiol,, [,21,31 ,o1,71 ,_1,51 _81191

4
A
I
_A , i ,,,..
and A
I
Fuel Development Characterization Oxidizer Material Studies Screening
9
I
m Work
i
Combustor/Nozzle TVC Design
m I
3
Injector Studies Studies Integration Combustion
7 8
11
'I r
,, I
Phase A Subscale
,It----
Phase
B Component
Integration
Risk Assessment 1 Propulsion System Integration

I
Phase 3 Planning
I
Facility '";-_r
Requirements Delivery
10
I
12
,J
o__j L_//
j14_'_
---w
j_
FOLDOUT
FRAME
Phase
U Milestones contractor;
1. Hardware integration with system detail point design. - LOX tank and auxiliaries Injector design Igniter design Gas generator TVC
Recovery system Combustion chamber/nozzle
design and
2 Update design to incorporate fuel, combustion, injector studies 3. Fabricate subscale injectors 4. Complete preliminary fuel development studies measure efficiencies. 5. Fabricate subscale combustor nozzles.
to
16
14
I
19
20
21
t
18
6. Complete review with NASA of test plans. 7. Complete subscale injector tests. 8. Integrate subscale injector with gas generator and combustor/nozzle. 9. Finalize gas generator design. 10. Finalize oxidizer system design. 11. Complete injector design. 12. Interim review with MSFC to present results and future plans. 13. Complete changes as a result of MSFC review. 14. Complete fabrication of 100-k thrust motor hardware. 15. Integrate SE&I input into the point design. 16. Complete component testing. 17. Complete development of full-size oxidizer
22
24
w
v
turbopump. 18. Complete assembly of 100-k motor, oxidizer delivery system and stand. 19. Demonstrate thrust termination. 20. Demonstrate gas generator extinguishment. 21. Demonstrate performance. 22. Complete hybrid system manufacturing plan. 23. Complete hybrid design. 24. Formal review with MSFC to present Phase II results, documentation, and Phase III program plan.
Figure
78.
Program
schedule.
(_90-HYBRID RPT
127
Gas Generator/Combustion Combustion Subscale Studies
Chamber
Interaction
Demonstration System System Development Performance Assessment and System
Oxidizer Part B
Delivery
Oxidizer
Delivery
Component
Interactions,
Scale-up Component Integration
Risk Assessment Phase 3 Planning
Programmatics These interaction between soon as Propulsion Facility elements between System Integration
Requirements will be investigated in parallel will efforts. The technical Interaction be tested an as
the experimental injector, testing of
efforts
be emphasized. chamber will
the gas generator, practical. The
and combustion functional
interaction occur 79.
between
active
oxidizer
system and the propulsion
system will
in Part B. Direct and frequent MSFC deci-
A program involvement sion points. Initially, Second, fuel
logic flow is presented and informal
in Figure
via formal
reviews
is planned
at all critical
the and
point
design
developed
in
Phase
will be
be
updated.
oxidizer
experimental
investigations areas
will
undertaken. defiand LOX.
Exploratory nition. definition Components generator
tests will tasks the be
be performed will
to identify by more
requiring
further
These of
be followed plate
detailed
characterization of injecting with
injector
and method separately at
and
location
will to
investigated
and a
then
integrated
the gas [B8,g64N
demonstrate of thrust, integrate (100,000
capability 127 centimeters the key
subscale
level,
(20,000 pounds) Part nominal hardware. assess ducted B
(50 inches) into 190.5
hardware). an overall system (75 at a
will
components thrust,
444,822N
pounds) testing of
of
centimeters will be
inches) to con-
Verification performance. test.
integrated
motors
conducted will be
system for each
Ballistic Research to
and reliability Corporation the
analyses
Atlantic approach
will
incorporate of
a probatests
bilistic
reliability
verify
number
integrated
128
FOLDOUT
FRAME
4 0 Task 1 Point Design
Program Review
1 Task 2 Fuel Develop Characterize
12 Task 8 Combustion Studies
d
/ 2 18 12 Program Start I Combustor/ Nozzle Studies Task 5 Task 5 Combustor/ Nozzle Studies Task 3 Oxidizer Studies 12 Task 7 Injector Studies Task 12 Oxidizer Delivery System 20 Task 4 Material Screening 2
Propulsion Start Subcontracts
System I
Turbo
Pump
Development!/ Task 13 Facility Requirements _ I/
:"'t
"
34
Fuel Develop and Task 2 Characterize
End Phase
II
1, _ ,
j I 16 Design
/
3, t
Review 31 Pro .gilm
V Point / Program Review
Task 5 Combustor/ Nozzle Studies __ [ 4
Design
Point 10 Task 10 Phase B Component Integration
18 Task 9 Phase A Subscale Integration
I
23
21
2 Point Design r
24
Fuel Develop and Characterize 24 Task 12 Oxidizer Delivery System
Program Review
Figure 79.
program
logic flow.
01 gO-HYBRID RPT
129
required verify will
to demonstrate
reliability.
The test
results
will
also
be used
to
life cycle cost equations as an
and results. part of
Life cycle
cost and reliability activities. The
be calculated
integral to MSFC
the point
design
results
will be presented on the work
at each formal
review. in the following in Phase II. sec-
Details tions. 2.9.2 2.9.2.1 A
to be performed
are discussed
Table 29 summarizes Program Tasks
each task that will be completed
Point Design POINT DESIGN
Updates WILL BE
(Task I) DEVELOPED FROM THE PHASE I RESULTS AND
UPDATED
AS COMPONENT
DESIGN
AND DEVELOPMENT
MATURES
AND AN OPERAT-
ING SYSTEM A point point design
IS SELECTED. will be developed for the selected configuration. and materials The
design will
include
system
geometry,
components, cost,
of con-
struction;
weight
breakdown;
performance,
and reliability
estimates;
Table 29. Task I 2 3 4 5 6 7 8 g 10 11 12 13 14 15
Phase
II Task Summary. Title
Point Design
Updates and Characterization
Fuel Development Oxidizer Material Studies
Screening Studies
Combustor/Nozzle TVC Design Injector Studies Combustion Subscale Oxidizer Component
Studies
Demonstration Delivery System Development
Integration
Risk Assessment Phase 3 Planning Propulsion Facility System Integration
Requirements
130
structural and thermal analysis; and specifications. The following design parameters will be evaluated relative to their impact on system parameters. Operating pressure Length-to-diameter ratio Oxidizer-to-fuel mixture ratio Structural requirements TVCrequirements Start-up; shut-down; extinguishment requirements Expendable; reusable requirements
Operating pressure will be optimized by analyses to determine the weight/ pressure/reliability/life cycle cost sensitivity of each system component. The individual sensitivities will be subjected to variational computation to maximize reliability and safety at its lowest attendant cost and weight. Length-to-diameter trades will be madeusing the Boeing trajectory model, NTOP, to evaluate aerodynamic loading on the system to minimize cost and achieve the performance goals. Oxidizer-to-fuel mixture ratio will be analytically evaluated to determine performance sensitivity during transients, impacts on turbopump design and operation, and booster size.
Booster stiffness, thrust structural stability grain, bond will be analyzed system, nozzle to verify design internal loading, and
propellant
and attachments,
transfer design
to the case. will be finalized based on MSFC requirements, trajectory will define
TVC analyses,
and projected
booster
thrust mismatch.
The requirements
FITVC can be utilized. Combustion design, igniter, modeling will be analytically rate exponent extinguishment thrust optimized to determine the grain
and burning
to meet will
the start-up
and shut-down the on-pad
requirements.
Gas generator and flight will be
be modeled
to meet
abort requirement The tivity of design a
termination. by an analyses updated to determine mission against model. the cost This sensiwill system. be
optimized with
reusable
system
evaluated
using the updated
design
parameters
the expendable
131
The point design effort
will
be initiated
immediately following
contract
award. This design will be updated three different times during the program and presented to MSFC. Life cycle cost and reliability calculations and updates will be an integral portion of the point design activities. 2.9.2.2
Fuel Development and Characterization (Task 2) ARE ESSENTIAL TO
FUEL DEVELOPMENT AND PROPERTIES CHARACTERIZATION FINAL CONFIGURATION DESIGN In the gas generator mary combustor (gas hybrid, a fuel-rich The
propellant exhaust with
is burned is
in a priinto a
generator). (thrust
fuel-rlch
directed
secondary expands
combustor
chamber)
where thrust.
it reacts
liquid
oxidizer
and
through
a nozzle gas
to produce generator with equal
ARC's
baseline
incorporates molar amounts
a fuel-rich
propellant
grain to
that has been formulated produce less than
of AP and sodium
nitrate
l-percent
HCI in the exhaust. (300 psia), to 1.27 have
The gas generator high ejection
is required and a
to extinguish burning second). rate
below 2.06 MPa between 0.76
efficiency, to
centimeters/second
(0.3
0.5 inches/
The fuel grains and evaluated the ingredients Our primary performance problems. tion. gated impact To as on in this
to be used task.
in the gas generator initial I. grains will
hybrid will be developed be formulated utilizing
The
specified approach
in Phase
is to develop
a non-metallized injector develop
fuel
that meets
the
requirements, This
but does not create will be used potential, because they to
erosion the
and deposition configurabe investiTheir
formulation future
injector will
provide
growth
metallized offer will
fuels
a secondary life cycle
approach cost and
higher
performance.
reliability
determine
if the development
should continue. The gas that have generator formulations and for this program for are derived from fuels
been The
formulated two variants
characterized are
different 399 and
applications, ARCADENE for the This 246. Fixed
Table 30. ARCADENE Flow tion 399
selected
ARCADENE
is a fuel-rich Rocket Program
gas generator (Contract Number
propellant
developed
Ducted gave
F33615-77-C-2057). rocket
formulahardware gas
good in
performance tunnel
in full-scale tests at AEDC.
ducted
flightweight
(DRPTV)
wind
ARCADENE
246 is a conventional
132
Table 30.
Gas Generator
Fuels.
Fuel Rich Binder HTPB CTPB PBAN Solid Oxidizer Fuel % Polystyrene Poly Poly Op %/oC rlO00 cm/sec (,-Methylstyrene) (Methyl Methacrylate) 30-45 34-40 34-40 0.16 - 0.34 0.47 0.32 - 2.62 - 0.58 _ 27-37 % 22-26 22-26
Conventional
21-30
21-30 60-70
0.16 - 0.22 0.1 - 4.54 0.22 - 0.39 0 - 3
_k %/C Motors Catalyst %
0 - 3
generator
propellant of
based
on
PBAN Silo This rates
binder. Lid
ARCADENE Door Opening
246 was
developed and the
for MX
pressurization Buried history Trench
the
HARDROCK
Actuator
Weapon
System. burning
gas
generator
propellant
provided
a good
of reproducible with
and ejection
efficiencies. will be modified of each
Beginning stepwise,
the existing one component
database, at a time
the formulations to evaluate
changing
the effects for
change/substitution application, formulations tive binders properties, propellant Each binder
required 31.
to achieve The planned These f_rst
a suitable changes eight
propellant
the hybrid eight
see Table
are listed
as the first
in the table. for evaluation and
changes
consist
of (i) alterna-
of their
impact
on ballistic required to
and ejection/residue achieve a "clean"
(2) oxidizer
modifications an exhaust to be
(one which yields grain formulation serves
free of all HCl). consists of one or more for primary fuels; a
screened
which
also
as a fuel;
an oxidizer ejection
necessary
combus-
tion of the solid grain and subsequent species modify into the secondary combustion combustion
and expulsion and
of the fuel-rich necessary to
chamber; such
catalysts rate.
the primary
ballistics
as burning
The preferred
133
Table
31.
Compositions
to be Screened.
Fixed Level Formulations Binder CTPB HTPB HTPB PBAN PBAN HTPB HTPB (R-45M) (R-45M) (HC-434) (R-45M) (R-45 HT) Fuel PS PS PS PS PS PS PS
for Reference Additive Fe203, Fe203,
to Database Oxidizer AP AP AP AP AP + NaNO 3 AP + NaNO 3 AN Baseline Ref to 399 Database Ref to 399 Database Ref to 246 Database Clean Clean Clean Variant Variant Variant
CFx/AI CFx/AI
Fe203, CFx/AI Fe203, CFx/AI
Fe203, CFx/AI Fe203, CFx/AI Fe203, CFx/AI
Formulation
Variations
For Screening (1) Additives (Catalysts) (2) Oxidizer (3)
Binder
Fuel
Fe203
HTPB HTPB PBAN
(R-45M) (R-45HT)
PS PS PS PS + Mg PS PS + Al Mg Mg Al
X X X X X X X
AP + NaNO 3 AP + NaNO 3 AP + NaNO 3 AP AP + NaNO 3 AP + NaNO 3 AP AN
HTPB (4) HTPB (4) HTPB (4) HTPB (4) HTPB (4) HTPB (4)
AP + NaNO 3
1.
CFx/AI
will
be
evaluated
at
O,
2,
and
5 percent
in
selected
candidate
formulations 2. 3. 4. Additive Oxidizer
for effect on secondary (not in combination):
combustion. Fe203 = O, 0.5, 1.0, 2.0 percent.
levels levels:
25, 30, 35, 40 percent. based on previous results.
R-45M or R-45HT
134
binder
is HTPB
(R-45HT
or R-45M).
Fuels
include
polystyrene as a chlorine to achieve
(PS), Al powder, scavenger. adequate The
and Mg powder burning rate rate
- the last of which catalyst is Fe203,
also functions it is required
burning little com-
and ejection effect
properties.
CFx/AI
is also Since
a catalyst, it functions
but has very as a secondary
if any bustion
on primary it will
combustion. be evaluated secondary of
catalyst,
at low levels combustion. 399
in selected
formulations
to determine
if it enhances evaluation during
A limited corporate binder AP; IR&D
an ARCADENE This
formulation consisted
was completed of 25 percent 21.5 CFx/AI.
under HTPB
1989.
formulation 34
including percent
3 percent NaNO 3,
plasticizer; iron
percent and
polystyrene; 2 percent
percent Pint
15.5
2 percent
oxide,
mixes were 1.38
of the formulation cut from the cartons to 13.76 MPa
were made and cast and tested 2,000
into cartons.
Samples
of the fuel [from of
in a strand burner The strands
at six pressures had a burning
(200 to
psia)].
rate
0.38 centimeters/second (1,000 psia). A limited Further,
(0.15 inches/second) they would of not burn
at a chamber
pressure
of 6.88 MPa
below 3.44 MPa (500 psia). 246 formulation formulation The was also completed of 20.3
evaluation
an ARCADENE Curing 1989.
under corporate percent rate AP, 14.7 than
IR&D funding percent 0.25
This
consisted
NaNO 3, 65 percent
PBAN.
strands
had a burning at a chamber
less
centimeters/second Further, will the strands require
(0.10 inches/second) would not burn below rate tailoring
pressure Both
of 6.88 MPa. formulations however,
3.44 MPa. to meet the
burning
requirements;
both fuels can meet the extinguishment of Fuel Properties consists type - The initial a small strand step
requirements. in characterizing proa wide which charsensi-
Characterization each fuel formulation ejection, range,
of the making and amount,
mix and evaluating rates over
cessing, pressure
residue
burning
and rapid
pressure
(Pd_) extinguishment. test results
Formulations will be further temperature
show promise acterized tivity of
and have
acceptable
screening
for ballistic burning and from rate,
and combustion motor
properties
including
performance properties, will also
and ejection/expulsion and be mechanical characterized
efficiency, The
ignition effluent and
extinguishment the fuel
properties. for
generator
temperature and tensile the most
composition. will be
Combustion conducted
characterization, to quickly
extinguishment, assess
testing promising
in parallel candidates.
and select
fuel formulation
135
Initial in the
Screening Baker
- For the Perkins
initial
screening,
a small
mix will
be made
one-pint
mixer.
If end-of-mix be cast
viscosity
and processing After (at cure,
characteristics ambient under ejection
are acceptable, properties (in
the mix will air),
and cured.
residue
characteristics and strand MPa
pressure rates psi)] from
nitrogen),
Pd_ extinguishment pressures
characteristics, 1.38 to 13.76
burning
in duplicate wlll
at seven
[from
(200 to 2,000 characterized
be determined. (1-gallon) (ESD), or
Promising mixes.
formulations tests
wlll be further [impact, on
larger
Sensitivity will be of
friction,
electrostatic containing new
discharge ingredients level.
and
DSC]
conducted ingredients
formulations
new combinations
to establish
potential
hazard
Combustion acceptable burning testing
and
Ballistic
Characterization and for
which will
Formulations ejection, be subjected (10-pound)
which residue, to
have and
processing
characteristics, are deemed
rate
properties
adequate, Nominal
further in
for combustion
properties.
4.5-kilogram
grains
15.2 centimeter to determine
(6 inch) diameter performance
6C4-11.2 including
Rohm and Haas hardware C* efficiency,
will
be used and
motor
burning
rate,
motor
expulsion
or ejection and these burning
efficiency. data will
An eroding be used
nozzle throat
will
be used rourange
in these tines
firings,
in our ballistic over
computer
to determine
rate and pressure
exponent
the pressure
of the firing. Selected timeter 3 to grain rates 11 candidate formulations will also be cast to produce testing in into 7.6 and 22.9 cengrains The
(3 and 9 inch) diameter kilograms in weight tested verify of 52
cartridges for later
center-perforated heavywall the hardware. higher
configurations required to
will
be designed the
to produce from
mass-flow motor grains
and
scale
results grains
the
4.5 kilogram
firings.
A total
7.6-centimeter
and 21 22.9-centimeter
will be cast for Task 4 testing. Extinguishment terization boundaries a studies, will In parallel with the combustion and ballistic charac-
the effects
of compositional The 4.5 kilogram be be used to
variations
on extinguishment with test
be established. design will
Rohm and Haas hardware the Pd_ screening an initial
regressive The
grain nozzle
verify
results.
throats
will well,
sized
to generate
pressure with The
level at which time due to
the fuel burns
with area,
subsequent until
decrease
in pressure
the regressive
surface
the grain
extinguishes.
136
pressure decay rate will
not be sufficient
to determine dp/dt extinguishment,
but the results shall be correlated to Pd_ measurements. Confirmation tests will be repeated later in 22.9-centimeter hardware on selected candidates.
Ignition combustion deficiency. relatively As teristics will Fuel-rich, gas generator propellants propellants and exhibit more marginal
characteristics The fuels
than conventional to be more
due to their oxidizer slower to ignite. A
tend pyrogen
difficult
long-acting of the
will probably testing, duration, ARC
be required will define
for this system. the igniter The of gas characresults
part
subscale rate,
required as
(flow
product
composition). version larger
be used
inputs to of
for calibration predict the the
of a modified for
the Cavenygenerators. be made in
Kuo 20 ignition Confirmation
model tests
requirements motor
15.2-centimeter
results
will
22.g-centimeter Physical specimens, one
hardware Property strain Based
to fine-tune Testing -
the model Class
for the full-scale C tensile will will tests
definition. (triplicate on selected to improve extensively
JANNAF
rate, three on these
temperatures) tailoring
be conducted be performed be more seven
formulations. and optimize
results,
tensile
properties.
Final four
candidates strain
will
characterized Additional for dynamic rheological expansion, candidates. Bondline liner and double-lap
(triplicate
specimens, of final
rates,
temperatures).
characterization mechanical properties. and DSC
candidates
will
include
use of the RMS-4 viscometer for
properties Glass
and gel time,
and the
Haake
transition
temperature, will
coefficient
of thermal on final
and TGA
thermal
profiles
also be determined
properties
between
promising also
fuel
formulations using
and
candidate
insulation
materials
will
be evaluated
bond-in-tension,
shear, and peel boat specimens. Characterization to provide - The effluent on from the gas generator will be
Effluent characterized and (3) nature
information
(1) temperature;
(2) gas composition;
and size of condensed
species.
20.
A. Pertz, L. H. Caveny, K. K. Kuo, M. Summerfield, "The Starting Transient of Solid Propellant Rocket Motors with High Internal Gas Velocities," NASA Grant NGL 31-001-109, Aerospace and Mechanical Sciences Report No. 1100, Princeton, April 13, 1989.
137
For characterization
of the effluent,
we will
use isokinetic
sampling of
an unchoked stream (produced by firing into a pressurized tank with controlled venting) at several gas generator pressures. Gaseous products will be analyzed by standard laboratory techniques. Gas temperatures will be measured using embedded thermocouples and radiometer measurements. Collected particulates will be sized, and the fractions will be chemically analyzed to determine composition. The results will be used to define the injector requirements. 2.9.2.3
Oxidizer Studies (Task 3) THE HEAT TRANSFER COEFFICIENTS FOR THE
OXIDIZER
STUDIES
DEFINE
DESIGN OF A REGENERATIVELY COOLED COMBUSTORAND NOZZLE. The point design cooled The meet developed thruster is in Phase I includes the option to of using a
regeneratively cycle cost. to
(combustor/nozzle) because thrust
with of the
LOX
improve
life
design
complicated regressive
oxidizer At the
throttling lower oxi-
required
the prescribed film boiling
trace.
dizer flow rates, Oxidizer be used as
of the LOX may occur. the necessary the if data to determine cooled if LOX can and is
studies the
will generate fluid for
cooling will be
regeneratively the
combustor nozzle
nozzle. selected
This
performed
regeneratively
cooled
for development. Measurements - Benefits for the system may be achieved nozzle. The Phase with
Heat Transfer
the use of LOX as the coolant design 4.65 is based (675 on chamber to meet
for a regenerative variations
1 point to
pressure the
from
8.95 MPa trace.
(1,300 psia) At these
MPa
psia)
required
thrust-time
presthe
sures,
the LOX would begin to
still be liquid; boil. Heat
however, transfer
at slightly coefficients
lower pressure, must
LOX will
film
be determined and
experimentally nozzle. A flow
to determine
if it is still
possible
to cool
the combustor
reactor
will
be
designed,
fabricated, LOX will
and
instrumented at various
with rates
thermocouples through
and pressure
transducers.
be flowed
a heated furnace
to simulate
the combustor
temperatures.
The temperato deter-
ture of the LOX will be measured mine the thermal coefficients
at several
flow rates
and pressures
during
boiling.
138
2.9.2.4
Material
Screening FOR
(Task 4) COMPONENT TECHNOLOGY DEMONSTRATION WILL BE
CRITICAL SCREENED. Before combustor combustor
MATERIALS
integration and nozzle,
tests and
are performed, to
the
ability in
of the
the gas
insulation, generator/ within the
composites
function
environment
must be verified. range from
The critical strongly
environments to
gas generator ing. result The
and combustor tank
oxidizing
strongly
reduccan
oxidizer
materials
experience
cryogenic resin
temperatures system. will consist
that
in embrittlement of nozzle
of the epoxy and oxidizer
or polyimide tank
Screening ing test factured AS4 FMI
composites Nozzle mold.
of prepar-
specimens
of the systems
considered.
specimens
will be manu(Hercules and
in an 20.3 centimeter and
(8 inch) square fibers
Two PAN fibers
and Amoco T650-35) High Purity Quartz) Five
two quartz be
(J. P. Stevens using each three
Astroquartz
will
investigated specimens of
different system shear.
phenolic will be
resin tested erosion
systems. for thermal
duplicate
material and
erosion,
tensile,
compression, the samples be
impact
Thermal exhaust.
will
be tested tank
by subjecting will
to the hybrid motor into fibers using 30.5
Oxidizer (12 inch) Apollo resins. duplicate pression,
specimens
manufactured
centimeter T650/42,
square
sheets.
Three
intermediate-modulus be investigated 15.2-centimeter system will
(Amoco
43-750, The
Hercules sheets will
IM-7) will be cut
epoxy
and polyimide squares. Five com-
into
(6-inch)
specimens impact,
of each
material
be tested
for tensile,
shear and chemical that will
stability be tested EPDM.
at ambient include Test
(298K) and 78K. (HTPB with glass
Insulation microballoon mer
materials
ARCTIP specimens of the
fillers), will be
and Kevlar-filled installed at the
of the elasto15.2 centimeter and after the
candidates
exhaust
end
insulation test.
screening
motor.
Dimensions
will
be measured
before
Thermal ical made, results.
properties Heat
of the materials and
must
be established diffusivity
to verify
analytwill be
capacity will
thermal
measurements design.
and the results
be incorporated Studies ABLATIVE (Task 5)
into the point
2.9.2.5
Combustor/Nozzle BRAIDED
A MONOLITHIC DEMONSTRATED.
THRUST
CHAMBER
WILL
BE DEVELOPED
AND
139
ARC's hybrid
(MBA) thrust extension in resin cone. matrix.
fuel
booster incorporates
The MBA is an of integral
a monolithic
combustion
braided ablative
nozzle, and architecture structures, The MBA due to
chamber.
chamber,
It consists This
a three-dimensional design requires
(3D) braided no secondary
one-piece
insulators, thrust Joints ciated
or complex achieves paths,
assembly
of flame-surface
ablative
components. failure modes
chamber and with
high reliability secondary bonds,
by eliminating and
leak
delamination/ply-liftlng laminated ablative
asso-
conventional,
two-dimensionally
components. fiber in
The design a phenolic
of the combustor/nozzle resin selected to
for the hybrid minimize the
incorporates effects of
quartz the
oxidizing
environment. Development through of the MBA thrust quartz-phenolic chamber material will proceed in a stepwise testing, manner
3D-braided and Thrust
properties
reliability test bed procon-
development firings. cesses, currently
design/process chamber design
validation and
via seven
subscale
engine
analysis will
methodology, be developed The will
manufacturing and matured MBA
and product during
evaluation course
techniques of this
the
program. techniques
full-scale be refined
design,
manufacturing points and
process,
and evaluation to reflect
at specific chamber cham-
in the program
increased
understanding
of the thrust
booster
requirements.
Verification/demonstration subscale firing
of the MBA thrust II.
ber will occur Material
in an integrated Properties
at the end of Task
Analysis
and Testing and testing activities to establish an
ARC will conduct initial rials to database
design,
analysis,
for the quartz-phenolic mechanical, thrust thermal chamber
MBA material
properties. will of
MBA mate-
physical,
and erosion design and
properties refinement
be determined the full-scale
support
subscale
point design.
The following
tasks will
be performed:
Micromechanics
modelling
Test plan definition Physical, Subscale mechanical erosion and thermal properties testing and evaluation
testing be developed Using quartz to describe the various braided
A micromechanics fiber architectures for the
model will available. selected
this model fiber
in conjunction resin,
with published MBA mechanical
properties
and phenolic
140
properties will be predicted. These properties the most appropriate braided architecture. Physical,
creation of a micromechanics variables
will
guide the selection
of
thermal, and mechanical testing

preliminary model material and properties prediction, properties. (9 inch)
of the MBA material database, of the
will
allow of the
validation effects of
assessment
process 32. used to
on material centimeter
A test matrix diameter hybrid series
is presented test motor
in Table will be
A 22.9 conduct
laboratory
screening
of an axial study. for
of cylindrical erosion with
specimens
from
the process the
parameter
variation
Measured correlation
data will predictions
be input to based on
aerothermal thermal
analysis
models
measured
properties. Testinq in and an Evaluation iterative Four subscale MBA thrust
Subscale chambers sequence subscale will
Component be
fabricated of
design-fabrication-evaluation test based series. on the Each successive motor
as part thrust
a reliability design
development be refined
chamber
will
preceding
test firing Six part will of
evaluations. subscale MBA thrust test chambers series. thrust will The chamber then be fabricated as
additional
a design/process according
validation
fabrication process
procedures
be frozen
to the subscale
specification
so that overall Table 32.
repeatability MBA Material Tests
of the process Characterization 294K 3 3 3 3 3 3
and performance Preliminary 2200K 3 3 3 3 3 3 3 3 3 3 3 3
can be evaluated. Test Matrix. 3033K 3 3 3 3 3 3 3 3 3 3 3 3
Hoop Compression Meridional Compression
Hoop Tension Meridional Axial Shear Radial Shear Expansion Expansion Expansion Tension
Hoop Thermal Axial Radial Thermal
3 3 3 3 3 3
Thermal
Meridional Radial
Conductivity Conductivity
Thermal Heat
Specific
141
All strain
each
ten
thrust
data, Pre-
chambers will firing.

along with and
be instrumented with Thrust,

hardware,
thermocouples and
strain gage, and following will
gages during the test

test.
pressure,
will (CT) for aid or occur
thermocouple
post-test
be analyzed
post-test and as
computed depth
tomography profiles will
inspection test
exhibit
surface of
recession article, signs
char
each
article. of CT if
Dissection evaluations any exist. development 2.9.2.6 A
each
appropriate,
in verification incipient during
and yield Updating
of anomalous
performance design 80. will
failure
of the full-scale
the subscale
phase as illustrated Vector Control BE
in Figure
Thrust TVC
Desiqn
(Task 6) LOX AS THE INJECTANT AND
DESIGN
WILL
DEVELOPED USING
INCORPORATED INTO THE POINT DESIGN. Several (FITVC) cation. fairly were They simple, designs for a by that fluid Allied injection Signal in thrust Phase vector control system
investigated determined reliable
I, Technology because duty
Identifia
LOX was the most Definition of
feasible the
it provided requirements, decision.
design.
total
and thus propellant In design optimum Changes will be this studies task,
usage, Allied
is crucial Signal,
to making under
a final
feasibility to ARC,
subcontract
will
perform the
of an FITVC system. of weight,
The final design development number on of risk,
selected
will provide and
combination in the system and
complexity, thrusters, cost,
cost.
pressure, evaluated
control basis of
and redundancy and
studied
the
reliability,
complexity. Allied develop Signal will assemble the hardware, fabricate A prototype thrusters, and
the electronic
controller
for the system. in Task
will be tested
on the 100,000 2.9.2.7
pound thrust Studies
test motor
II to verify
the design.
Injector
(Task 7) DROP AND SPRAY PATTERN MUST BE OPTIMIZED TO
INJECTOR PROVIDE
PRESSURE FILM COOLING
AND REQUIRED
MIXING. includes a multi-port combustion injector that
The gas generator separates chamber). ports. the gas
hybrid
point design from the
generator combustion the
secondary pass
chamber via
(thrust injector pressures
Fuel-rich Flow through
products is
into the combustor at normal
ports
subsonic
operating
142
Material Design
Characterization, and Analysis
Full.scale
Thrust
Chamber Design
and Nozzle
Analytical Prediction of Material Properties
I _..
I-"
Design Full-scale
Material Properties Testing
I _.
I-"
liD'[
Design Update Full-scale
Design and Analyze Subscale Thrust Chamber and Nozzle
Evaluate Subscale Test Results
_i
Design Update Full-scale
Design and Analyze Midscale Thrust Chamber and Nozzle
Evaluate Midscale Test Results
L
F" I
Update Design
Full-scale
Establish Final Design Properties
Full-scale Thrust Chamber Design and Analyze and Nozzle
Document Database
Detailed Full-scale Thrust Chamber and Nozzle Design
Figure
80.
Full-scale nozzle characterization,
design activi_ interacts with material desien, technoloev efforts.
0190-HYBRID
RPT
143
resulting
in an unchoked
injector;
pressure
changes
occurring flow rate
in the combustor is controlled and
are communicated modulated
to the gas
generator.
The fuel
by adjusting
the chamber
pressure.
This is accomplished
by changing
the LOX flow rate. This The tests for task will involves the evaluation of candidate a separate simulated oxidizer so plate injector will designs. be set up using
be conducted flow
at ARC, where to conduct This facility
facility cold flow will
storage
and
control
studies
liquid with
nitrogen our
and liquid static
oxygen. test
facility
be integrated gases with
standard
simulated
exhaust
entrained
particulates
can be used tests in to
in flow studies. are planned. 33 We will initially in evaluate the with the
A total of 75 injector injection water and variables liquid effluent shown nitrogen
Table
individually test cost.
and In
combination since
minimize
addition,
combustion carbon
from the gas generator we will also evaluate
will
contain
from
30- to 40-percent a hot, simu-
particulates,
the variables with
using
lated gas (compressed injection verify system.
air) that has been entrained final tests will
carbon using
using liquid
a metered oxygen to
The
be conducted
the results. oxidizer delivery system will be used to minimize system
A pressure-fed fluctuations. oxidizer to flow
Data from the tests will rate, high-speed mixing to Table Variable movies, As in
include still part
tank pressure
and temperature, traverses utilize study
photography, of this
and pitot ARC
measure
stagnant
zones. assist 33.
task,
will
combustion
consultants
the development
of our injector
Injector Variables. Number of Tests Per Series
Design Oxidizer/Fuel Flow Area Ratio Swirl (Inlet Angle) Impingement (Impact Angle) Shape Circular Pattern Diamond Pattern
(Orifice
Pattern)
6 6
Size Diameter (Orifice Diameter) Length (Orifice Slot Length) Angle of Injection 144
6 4
matrix. baffles,
The consultants will provide expertise injector posts, and 3-dimensional flowfield
with acoustic modeling.
cavities,
Injector plate modules (zone of 1-fuel and 1-oxidizer injector) will be tested and verified in the 22.g centimeter (g inch) diameter hardware tests. Wewill run cold-flow studies and then verify the results in the 22.9-centimeter hardware (approximately 27 tests). This iteration will produce an injector for the 127 centimeter (50 inch) diameter subscale and lgO.5-centimeter (75-inch) component integration tests. 2.g.2.8
Combustion Studies (Task B) INTERAC-
CHARACTERIZATION TION
OF THE GAS GENERATOR PRODUCTS AND THEIR IN THE COMBUSTOR IS ESSENTIAL
WITH THE OXIDIZER
TO THE DESIGN
OF THE INJECTOR AND OPTIMIZATION The combustion nature of the gas generator in the secondary
OF CONBUSTION EFFICIENCY. effluent is important Jets of to the mixing effluent and
processes
combustor.
and oxi-
dizer must mix completely zation expected require of the
(down to a molecular potential the heavily of
scale) the fuel
and burn for full utiliand oxidizer. fuel species It is
thermodynamic combustion of
that
laden
particulate
will
good mixing (limited
and sufficient by
residence of
time for relatively oxidizing species that to
slow particle the particle be
combustion surface). exposed to
microdiffusion in some for The cases longer flow
In addition, hot
it is
important for
the particles which to
environments
periods
ignition be such as
requires non-
controlled uniform
recirculation.
patterns
will
avoid
heat release
patterns. - ARC will use existing of three-dimensional the TEACH code) to computadevelop will be
Combustor tional fluid
Modeling dynamic
(CFD) to
codes
(offshoots
combustor
geometries
be tested. 21,22,23
As we
test,
the results
21.
S. P. Vanka, J. L. Krazinski, A. S. Nejad, "Efficient for Ramjet Combustor Research," AIAA 26th Aerospace Reno, Nevada, January 1988.
Computational Tool Sciences Meeting,
22.
S. P. Vanka, "Computations of Turbulent Recirculating Flows with Fully Coupled Solution of Momentum and Continuity Equations," Report, Wright Patterson Air Force Base, ANL-83-74. D. G. Lilley, D. L. Rhode, "Computer Code for Swirling Axisymmetric Recirculating Flows in Practical Isothermal Geometries," NASA Contract Report 3442. Turbulent Combustor
23.
145
fed back will
into the code to scaling
improve
the modeling for our results. larger
capability.
The updated
codes
provide
information
test configurations,
and will
be used to predict Experimental centimeter
our full-scale Test Section
- ARC
will with
modify
our existing
7.6
and
22.9 81. into
test motors
to be compatible heavywall The hardware will be
the gas generator, that
see Figure
The test motors different
are flanged
construction
can be assembled
configurations. A gas igniter generator mounted
will function Into
as follows: piece with the
assembled
a long spool
in the head flange. be directed orifice. into the hot combustion through gases. a nozzle insert. into an insulated test section and
The exhaust through
gases will
a flow control
Test teristics Table
Oxidizer
will be injected products will
Combustion
will exit the cavity be monitored. be monitored testing We will have and
Cavity pressure Oxidizer Matrix of with the the
flow rate will Exploratory candidate
using be
a mass flow meter. used to assess seven test the test characseries, with the
fuels.
outlined five
34,
7.6-centimeter to verify
hardware performance
series
22.9-centimeter ator development lel in Task 2. The first
hardware
and extinguishment. will be performed
Gas generin paral-
and propellant
grain
manufacture
series tests
of and
tests prior and
will IR&D
establish tests.
relationship also
between the
the test
7.6-centimeter hardware, provide data data
It will procedures. the
validate
acquisition, alternative
operating
Series effects
2 and of
3 will
on
fuels
and demonstrate behavior.
additives,
and different Series rate
fuels on combustion 4 will evaluate This
combustion will
extinguishment
as
the
oxidizer
flow
is shut off.
series
incorporate evaluate
the optimum
fuel formulations with the fuels developed in
developed used Task
in Task 2. 4.
Series Series
5 will 6 will
combustor the
geometry designs
in Series 5. Series
evaluate
injector
7 will
complete
the fuel
7.6-centimeter formulation 5 and 6. from
hardware Series
tests.
The
series the
will
integrate
the optimum
I, 2, and 3 with
injector
and combustor
from Series
146
Cartridge Loaded as Generator Grain Combustor
(4)
(2) Injector Heat Loss Thermocouples
Typical 7.6 cm (3 in) Test Set-up
Cartridge Loaded Gas Generator Grain , LOX Injection
/
__ _
/-0
--11_
,,,
N_
Thrust (2)
(_
121
_Thermocouples Injector
Typical 22.9 cm (9 in) Test Set-up
Figure
81.
Test motor
hardware.
147
Table 34. Series
7.6- and 22.9-Centimeter Objective
Diameter
Test
Matrix. Tests 6
Relate IR&D activities. Validate hardware, instrumentation. Measure combustion efficiency. Relate Relate 3 Relate Relate combustion combustion combustion combustion to fuel type. to additive content. to solid oxidizer content. to oxidizer particle size. to extinguishment. efficiency. versus injector versus oxidizer thrust at fixed pressure drop. spray pattern. O/F ratio.
10
10
4 5 6
Relate fuel formulation Relate Measure Measure Measure
6 4 6
stay time to combustion combustion combustion combustion efficiency efficiency efficiency,
6 3
Duplicate Series 7 with Validate 7.6-centimeter Measure combustion
22.g-centimeter hardware. hardware results. thrust versus gas generator
efficiency,
grain design. 10 11 Verify Measure gas generator efficiency extinguishment. at three different O/F ratios; 6 6
and thrust
run duplicate 12
tests. at programmed O/F ratio to 6
Measure efficiency and thrust verify repeatability.
An will
additional
five-test
series
with
22.g-centimeter
diameter diameter
hardware The
be performed
at the conclusion verify
of the 7.6-centimeter
tests.
first series meter tests. data
(No. 8) will The remainder for the
scalability
of the results diameter
of the 7.6-centitests will provide of the gas
of the 22.g-centimeter modeling, verify
scaleup generator fuel
combustion
extinguishment
with termination
of oxidizers
flow, motor
and verification thrust.
of oxidizer-tobe used to
ratio by measuring the point design. final testing of
the resultant
The data will
update
The
in the 22.g-centimeter combustion to process. identify
hardware We will
will use
involve
repeata-
bility/stability response pressure
the
high-frequencybetween
instrumentation
combustion
instability
148
the
gas
generator
and
combustor. Since
Pulser natural tests
testing
will
be
investigated are dependent ensure that
to on the
define scale, system 2.9.2.9
stability
margins.
frequency may be
concerns to
short-duration has an adequate Subscale
full-scale
required
safety margin. (Task g) 8B,964N-THRUST SUBSCALE
Demonstration
ARC WILL UTILIZE
A 127 CENTIMETER DIAMETER,
TEST MOTOR TO EVALUATE THE GAS GENERATOR/COMBUSTOR PERFORMANCE. The objectives Establish Evaluate of the 127 centimeter baseline performance. (50 inch) subscale tests are to:
the injector. combustion stability.
Demonstrate Demonstrate
extinguishment. will to be be written run and at the start their of the task. facilities, procedures. the 88,964N (20,000 flow a The plan proce-
A detailed will dures, A identify updated 50-inch
test plan the tests
objectives, and analysis
schedule diameter subscale to
and data gas
acquisition, is tests
generator
required to
for
pound)-thrust rates
demonstration scaling. steel motor
provide
sufficient design will
mass
and thrust
verify
The demonstration case flanged
utilize
cartridge-loaded bility,
heavywall
to provide
geometry
flexi-
Figure 82.
ARC engineers
will perform
detailed
structural
and thermal
-L I/////zJ i__A
Oxidizer Injector Plate
MBA Combustor
70 in Diameter
--I-t'1- '
-Figure 82. 75 in Full Length 50 in heavvwall subscale 149 demonstrator =-
olBin _L_,_'_I Throat Diameter >,.,,_-_.,_N_,_',,,_ MBA Nozzle
motor.
analyses, document
and use computer the hardware will
aided
design
and manufacturing fabrication.
(CADAM)
software
to for
drawings be cast sleeve
for component and cured
The fuel grains (40 inch)
the gas generator sleeves. Each
in 102 centimeter using x-ray
phenolic NDE
loaded
will
be inspected
and ultrasonic
prior to being A
insulated
and loaded MBA at ARC.
into the hardware
for testing. will be braided, will be
cartridge-loaded and densified in Task motor 7. be
combustor/nozzle The fiber
insert
inspected, specified The supplied include pressure
selected
for the preforms
will
mounted
horizontally
for
testing. system. flow
Oxidizer
will
be
to the motor axial thrust
using
a pad-mounted pressures,
delivery oxidizer case
Measurements inlet
will
chamber
rate,
oxidizer
and temperature, of planned 35. and
and gas generator tests The with
strain measurements. integration test motors of the is gas comgas be
The matrix summarized generator, ponents generator replaced for
the subscale will
in Table injector, Part be B,
tests
demonstrate all of
the scaleup which are
combustor/nozzle, Integration verify
critical only the
Component to
tests.
Initially, The
will with
tested
its performance. The fuel mass flow
injector
will
a regressive
nozzle. rates.
rate will of subscale
be measured demonstraevaluate
and compared
to the required evaluate
The first assembly.
series These
tion tests will the two most Series thrust) strate
the injector
six tests will
promising 2 evaluates
injectors
from Task 5. in performance oxidizer flow (pressure, rate. regression 3 will rate, demon-
the change of variable
as a function gas generator will the be
Series on-pad
extinguishment. simulated L* with
In this oxidizer time)
series, flow to
abort
and thrust 4 will fuel mixing
termination demonstrate utilization.
control. provide the
Series
required
(residence
required
If necessary,
additional
tests will
be added
if secondary
Table 35. Series 0 1 2 3 4
Subscale
Demonstration Variable
Test Matrix. Tests
Gas Generator Injector Oxidizer
Only
Flow Rate
Extinguishment Combustor Geometry 150
is required for particulate
combustion.
A summaryof the oxidizer
and fuel
flow rates for the 127 centimeter (50 inch) diameter test motor are summarized in Table 36. 2.9.2.10
Oxidizer Delivery System AND Development (Task WILL 10) PROVIDE TO AN OXIDIZER THE
ARC/LIQUID TANK,
PROPULSION
ALLIED-SIGNAL AND FEED
OXIDIZER
TURBOPUMP,
SYSTEM
DESIGN
SUPPORT
COMPONENT
INTEGRATION oxidizer are powered
AND POINT system was
DESIGN TASKS. selected for the Phase 1 point design.
A turbopump The over turbopumps a wide
by the
gas generator
and are required exhaust
to operate solid is by is to
throttling
range.
Since
the gas generator
contains
particulates, used to
an inertial clean
filter
arrangement The efficiency
incorporating of the
a reverse
pitot
provide
fluid.
pumps This oxygen,
is maximized head pressure and hydrogen
supplying developed produce
a constant by reacting
head pressure Tridyne,
to the pump of
inlets.
a mixture
helium,
a 667K
(1,200R)
expulsion studies
gas to pressurize for the
the LOX tank. and specification point will of
We will the oxidizer and component
perform delivery
design system
integration
and controls
to support
the overall design
design
development results evaluate
studies.
The delivery 2 and 4. helium
system
incorpo-
rate the combustion We will sion of LOX. ratio of also
from Tasks the Tridyne will and
delivery
system
for the expuloptimum
The evaluation oxygen,
include to
the selection provide tank. will
of catalysts;
hydrogen,
helium
the required
temperatures;
and the fabrication Allied-Signal, the turbopump to
of the helium under support and
storage
subcontract the overall within
to ARC, design the
perform The months.
design
studies will
of be
effort. 23
turbopump The
developed, 10 months
built
tested
first
remaining and final-
in Phase 2 will required
be used
to procure 3.
the long-lead
hardware
ize the design
for Phase
A turbopump duty cycle. and rotor
design will
be developed
based on the final bearing
definition critical will the
of the speed per-
Stress, dynamic
aero and thermal response analyses design
analyses, and be
design, study verify
calculations will will also be
a material to
be
formed.
Transient The
performed using
component design
performance. techniques.
documented
computer
aided
151
Table
36.
Subscale
Demonstration
Test Summary.
Task 9.
Test Series
Test Objective
Test Conditions
Full Duration GG Test (2 Tests)

1 -
Test GG Parameters Verify Performance Full Duration Test
Monitor
Flow Rate
50 sec
GG Chamber Pressure GG Mass Flow Rate
Full Up Motor Test (6 Tests)

2 -
Injector Evaluation
Programmed Oxidizer and Fuel Flows 88,964 N Thrust
30 sec
GG Pressure and Flow Rate LOX Total Flow Rate
Full Up Motor Test With Cutoff (4 Tests)

3-
Evaluate Change in Performance with Oxidizer Flow Change
40 sec
LOX Flow Rate to Combustion Chamber Total Thrust Pressure Drop Across Chamber Injector
Full Up Motor Test (3 Tests)
Demonstrate GG Extinguishment with Oxidizer Flow Control
50 sec
Chamber
Pressure
4-
Up Motor Test Full Duration (4 Tests)

Full
Combustor Geometry Variation to Determine Characteristic Length
50 sec
Note: After each test disassemble
hardware to check for discrepancies.
01 gO-HYBRID
RPT
152
Allied-Signal will perform development testing of the inducer (a specially designed axial flow impeller) in water. Since the inducer is highly
loaded, tion, careful foil load development bearing will is crucial be tested to for the pump's reliability. evaluation. stability In addiBearing will be the performance damping
stiffness, recorded.
capacity,
running
torque,
and
Initially, sure will test speed
air will
be used
as the test fluid. number
The bearing in the the
cavity
presThe of the
be raised will
to match be
the Reynolds to
LOX turbopump. higher to viscosity simulate
also to
increased Liquid
account will
for then
oxygen
relative
air.
nitrogen
be used
incompressibility Once will Once load will
of the LOX. tests have been An completed and evaluated, cycle the design
the component
be updated the pump test. be used
for manufacture. and
11-month
fabrication
is planned. a fullnitrogen leakage,
is assembled air will
inspected, to drive
Allied-Signal the turbine,
will and
conduct liquid rise,
Hot
be used
in the pump. and bearing the
The test will measure operation. test.
pump pressure test will be tested
balance as
piston, of
A full-speed The unit will
be accomplished at 26-percent vibration
a subset
full-load mechanical
overspeed
to verify
integrity
and demonstrate
acceptable
levels and shaft motion. The final fully assembled testing pump will will be performed be shipped jointly by ARC and Allied-Signal. to evaluate A
to ARC
and tested
turbine,
inducer, 2.9.2.11 ARC
and pump performance Component WILL Inteqration THE
in the design (Task 11)
fluids.
INTEGRATE
MBA
COHBUSTOR/NOZZLE,
FITVC,
AND
OXIDIZER (75 INCH)
TURBOPUMP THRUST The
IN A 444,822N
(100,000 POUND),
190.5 CENTIMETER
NOTOR. of this integration motor that testing is to verify the predicted and TVC hybrid.
objective of the
performance components Specific
hybrid
includes
all of for the
the propulsion gas generator thrust
(including performance to TVC
turbopumps) parameters duty
developed
include
specific thrust
impulse,
termination, and
conformance
cycle
and
profile,
stability,
extinguishment.
153
A detailed place. duty The test the
test plan plan data
will
be written
before of
component tests to test
integration be performed, procedures,
takes the data
will
update
the matrix and
cycle,
acquisition
instrumentation, The plan will
reduction for review
methods,
and reporting
format.
be submitted
to MSFC
and approval. designs plan. and test This support will systems will be established with concurrent drawing
Detailed with the test
effort
be documented
a complete
package. Motor hardware gas will be of heavywall fuel The flanged construction have which been utilizes
cartridge-loaded to minimize
generator risks.
grains.
The motors case
configured insulation, have been
hardware and
motor plate
hardware material
thickness, factors
combustor/nozzle increased tion with tional to 1.8.
injector
safety
The gas generator openings.
case will
be a steel heavywall will
construchave addifrom
two flanged for test
The forward
and aft closures
ports
instrumentation. The hardware thrust
The gas generator
will
be cast used
four 300-pound 88,964N
mixes.
will be scaled from the design motor. A
in the
(20,000
pound)
demonstration is required
190.5 centimeter (100,000
(75 inch) diameter pounds) The of thrust injector
gas generator planned used
to produce
the 444,822N
for this task. demonstration design versus will will be scaled for the by bench will be
in the subscale
190.5-centimeter tests with liquid
gas generator. nitrogen.
The injector drop
be verified flow rate
Pressure
oxidizer
measured The follows:
and compared test matrix
to the predicted for this
results. shown in Table 37, is outlined as
effort,
Series
Gas
generator duration).
operation
only
with
no
oxidizer
flow
(2 tests, Series
75-second
1 - Gas generator
operation
with programmed duration).
oxidizer
flow
rate
scheduled, Series reduced Series normal
no TVC (2 tests,
35-second
2 - Gas generator TVC duty cycle 3 Gas duty
operation (2 tests, with but
at maximum 50-second programmed
operating
pressure
with
duration). oxidizer flow 75 rate and
generator cycle,
TVC
terminate
oxidizer
after
seconds
(2 tests).
154
Table
37.
Comt_onent
integration
test summary.
Task
11.
Test Objective
Test Duration
Variables Measured

1 -
Test GG Parameters for Full Duration Test Firing
Monitor
Flow Rate
75 sec

_
Maintain GG PMBT No TVC Duty Cycle
Programmed Flow Rates for Oxidizer and Fuel 444.822 N Thrust
35 sec
GG Pressure and Flow Rate LOX Total Flow Rate LOX Flow Rate to Combustion Chamber

_
Gas Generator at Maximum Pressure Reduced TVC Cycle
Constant Maximum Oxidizer and Fuel Flow Rates 444,822 N Thrust
50 sec LOX Flow Rate to FVC Injectors Chamber Pressure
Full Up Motor Test Full Duration (2 Tests)
Maintain GG PMBT Normal TVC Duty Cycle Terminate Oxidizer at 75 Seconds
Programmed Flow Rates for Oxidizer and Fuel 444,822 N Thrust
75 sec
Total Thrust Pressure Drop Across Chamber Injector and TVC Injector
0190-HYBRID
RPT
155
Thrust ments mented gained results thrust margins 2.9.2.12 ARC'S will with from from
and
characteristic The
exhaust
velocity
(C-star)
efficiency will be
measureinstru-
be made.
gas generator to define heat
and combustor/nozzle release will
thermocouples the Task
distributions. be used with
Information the modeling pound)
lO0,O00-pound 4 to permit
thrust the
tests of
design will
a 4,448,221N to
(1,000,000 identify
motor.
In addition, resonant
the
tests
be defined
stability
in various
frequency 12)
regimes.
Risk Assessment PLAN ALLOWS
(Task
FOR
IDENTIFICATION
OF
ITEMS
REQUIRING
ADDITIONAL
DEVELOPMENT
AND ASSESSMENT. of the component effort integration tests, an overall review of
After completion
the status of the development development assessed. new will be
will be made. the
Items requiring of success
additional will be or
identified, possible,
and
probability
To the extent with
recommendations or cost
for further data will
development be made
initiatives the course
improved
reliability
to MSFC
during
of program
and in the final
summary
report.
2.9.2.13 ARC'S
Phase 3 Planning PROGRAM ALLOWS
(Task 13) FOR IDENTIFICATION RESULTS will AND FROM UPDATE PHASE 2. our plans for the Phase 3 OF THE PHASE 3
ACTIVITIES During 4,448,221N include the
TO INCLUDE THE TEST Phase 2 efforts, thrust
ARC
update
(1,000,O00-pound) of facility
demonstration.
Our technical data
reports
will
an update
requirements,
instrumentation,
acquisition
requirements, 2.9.2.14
and documentation. System Inteqration THE (Task 14) INTO A SYSTEM TO
Propulsion WILL
BOEING
INTEGRATE
TECHNOLOGY RESULTS
DETERMINE IF ALL DESIGN CRITERIA Since particular some of the point design developed
ARE BEING DEVELOPED. in Phase 1 was launch This work not referenced to any
system,
ARC selected requirements and
the STS and ALS for the trades.
platforms assumption required
to calculate permitted to a
the design
preliminary reliability In this provide
evaluation and cost.
identified
additional
estimate
task, ARC will assessments
subcontract of the
with
the Boeing of each
Aerospace on
Company
to
detailed
impact
technology
the hybrid
156
development. with work. the
Boeing
will
determine and
overall
cost
and schedule areas
risk
associated additional
integrated early
booster
identify will
critical
requiring
Boeing's
integration
result
in development
and verification
cost savings. 2.9.2.15 Facillt_ Requirements (Task 15) 3 FACILITY hybrid REQUIREMENTS. design and establish a
ARC WILL Early facillty the size
IDENTIFY AND PLAN FOR THE PHASE program, we will review
in the
the
plan
and manufacturing Phase
plan for the demonstration our initial plan
components. will focus
Due to on manushipcompo-
of the
3 gas generator, grains they
facturing ment nents by
the gas generator rail to MSFC where
at our Camden, will be
Arkansas with
facility
with
assembled
the remaining
for testing. The Facility and manufacturing contract list, plan will identify the components to be of
fabricated, construction, critical tions
a vendors the
training
requirements,
the materials
specifications
required,
capital plans,
requirements, assembly
schedules, loca-
paths,
milestones,
transportation
procedures,
and requirements, We will include that will
permits, in our
and government the quality
agencies
to be contacted. and nondestructive (gas generator, injector,
plans
assurance
evaluations
be required and
for the critical helium storage
components
combustor/nozzle, combustion ARC program,
oxidizer
tanks,
turbopump,
controller, will submit
and igniter). our plans will to MSFC for review to and approval. the results During the
the requirements
be updated
include
of the pro-
gram tasks. 2.10 Milllon-Pound Thrust Demonstration Plan
2.10.1
Introduction Propulsion in Phase Technology 2 Program will demonstrate scaleup
The Phase 3 Hybrid of components developed thrust
(Technology motor.
Acquisition)
in a 4,448,221N an assess-
(1,000,000 ment
pound)
demonstration
It will also provide and need is planned
of the technology
development
risks
that remain This phase
to be addressed as a 36-month
in full-scale effort,
engineering
development.
comprising
five tasks.
157
The motor at MSFC. tasks are:
demonstrations schedule and
will
be
conducted
in the F-1 engine It shows
test
stand
The program performed
is presented
in Figure 83.
the major tasks
to be
includes
milestones.
The principal
program
Task 1 2 3 4 5 ARC's direct tion million-pound MSFC data Motor Design
Title
Component
Procurement
and Verification
Motor Assembly Testing Data Analysis thrust
and Shipment
and Documentation plan is structured planning stages. and to request implementawill be
demonstration from and
and frequent through in to the the
involvement analysis making
the early
documentation at all
MSFC
involved Details 2.10.2 THE AND
decision
process
critical
decision
points.
on the work
to be performed (Task 1) AND
are discussed
in the following
sections.
Motor Design PHASE
2 RESULTS
PROGRAM
RECOMMENDATIONS PLAN. (100,000
WILL
BE
REVIEWED
INTEGRATED
INTO THE PHASE of the six
3 PROGRAM 444,822N
After integration component Boeing a
completion tests
pound)
thrust
component
in Phase 2, ARC will make In this motor will review design the of
recommendations task,
to MSFC concerning
development.
ARC and its subcontractors, and perform selection and
and Allied-Signal, analytical prepare to MSFC
list of recommendations design plan and material
detailed
evaluation a detailed
the
impacts. present
We will this plan
program and
to implement Included
the changes in the
for review
approval.
program
plan will be the following: A schedule and request to proceed with the procurement of Iong-
leadtime
hardware. plan major efforts. test plan for the F-1 stand which The stand shall be ready will include all of the after listing facilities and to be used, quality schedule, critiand
A manufacturing cal personnel,
milestones,
assurance
plan
documentation Preliminary milestones.
for occupancy
24 months
158
FOLDOUT
FRAME
/'
Task
Month
4
t i i i i i
10
11
12
13
14
15 16
17
18
Task 1 Motor Finalize
Design
I
1 5
! I
, t
I i i i i
Phase III Hybrid Phase II Mods
Implement
SE&I Contractor and MSFC Verification and Test Facilities Definition and Design
I
6
I
10 v
I
12
W I
Test Facility
Requirements
Task 2 Component Procurement and Verification Long Lead Items
i i t i i
7' 4
t i n n i
11
i i L--. i
Documentation Task 3 Motor and Test Gas Generator Oxidizer Helium Tank Tank Assembly
15
I i L
16
V i
i
i
i
V I i J
13; Turbopumps TVC Combustor/Nozzle Injector Igniter l nterstage/Structures Instrumentation Controllers Task 4 Testing Inert Grain 6 HW Tests Task 5 Data Analysis Documentation Programmatics and
I I J I i i i | 0
17 w w 19 18 ,, ,, , i
i
w
I
,,
',
i 1_____
20 !21
i t T
FOLDC!
;T
r_: ,/, !::7
:-_
0 21
22
231 24
4 311321331 13 36
Phase III Milestones
i i i i i ' I
1. Contractor/MSFC meeting to review hybrid design. 2. Obtain MSFC approval/funding authorization for long lead hardware. 3. Let contracts for long lead hardware. 4. Initiate transportation permits and specifications. 5. Complete design recommendations from Phase II. 6. Formal review with MSFC on production and schedule. 7. Review with MSFC the test schedule and manufacturing plan. 8. Complete process specifications, drawings, procedures for signoff. 9. Establish quality assurance procedures, specifications, and product recovery. 10. Establish a test team of ARC, Boeing and MSFC personnel. 11. Establish material review board; set procedures and schedule. 12. Investigate MSFC test sites; develop Level I plan. 13. 'Green run" pumps at Allied Signal. 14. Complete fabrication of first three MBA nozzles. 15. Complete fabrication and inspection of heavywall hardware. 16. Receipt of oxidizer and helium tanks. 17. Receipt of turbopumps. 18. Trial fit all components. 19. Ship all components to MSFC. 20. Conduct simulated test with inert gas generator. 21. Finalize all test procedures, complete all safety reviews. 22. Finalize stand checkout. 23. Run gas generator tests. 24. Run hybrid motor tests. 25. Complete final design; prepare drawing package. 26. Submit final report.
23
24
i
26
w
Figure
83.
Program
schedule,
_HYBRIDRPT
159
authority handling
to
proceed.
The
plan
will
define
transportation
and
effects, and
preliminary installation
test
procedures, stand
instrumentation and data
requirements collection
procedures,
checkout,
and analysis. of any interface for the control drawing effects pound) on the Level and II
An appraisal documentation (3,500,000
4,448,821N
(1,000,000
15,568,776N
pound)
thrust motors. of the tests to be run, their objectives,
detailed
definition
expected This program
results,
and criteria be reviewed
for success and updated
or failure. during the Phase 3 tasks
plan will
and submitted 2.10.3
to MSFC for review. Procurement WILL BE and Verification FOR EACH THE (Task 2) HYBRID COMPONENT WILL REQUIRED
Component
SPECIFICATIONS IN THE
WRITTEN
DEMONSTRATION
MOTORS.
SPECIFICATIONS
BE DISTRIB-
UTED TO VENDORS ARC, performance with
FOR QUOTATION from
AND CAPABILITY will develop
VERIFICATION. mechanical, hybrid electrical, and
support
Boeing,
specifications
components.
Included The speciwill that be
in the specifications fications distributed performed Department cations will to well will be
will be packaging to MSFC from and
and shipment
requirements.
submitted
for review. a
The
specifications of companies The the ARC
vendors on
selected ARC
compilation contracts. to
have
previous the
Boeing
Procurement specifiprior
verify
companies'
ability
meet
design
and schedule award. Boeing
for the major
components
by completing
a site visit
to contract ARC scheduled tation. and
will
implement
the
quality
assurance
plan
and
establish
visits ARC
at each major implement
vendor
for inspection for
of hardware
and documenrecovery repre-
will
a system Review
off-specification
product
and compliance. sentatives will
A Material
Board
of experienced deviations
ARC and Boeing
be established inspectors
to review
and discrepancies
reported
in the quality be requested.
site reports;
MSFC representation
on the board will
Each major manufactured prior point. to shipment.
component
will
be inspected will
at the vendor's
plant
All of the components
be reinspected
at the delivery
160
2.10.4
Motor ARC WILL DIZER
Assembly FABRICATE
and Shipment
(Task
3) FABRICATE SIGNAL THE OXIFABRI-
HYBRID MOTORS, BOEING WILL
TANK AND COMBUSTION CONTROLS, AND ALLIED TURBOPUMPS.
WILL
CATE THE OXIDIZER FIT This inspection cation
ALL OF THE COMPONENTS WILL
BE TRIAL
AND THEN SHIPPED TO NSFC FOR TESTING. task's of technical effort will result in the casting, curing, and
eight
86,183-kilogram
(IgO,OOO-pound) braided
gas
generators;
fabri-
and inspection
of eight, monolithic
ablative
combustor/nozzles,
and the assembly ARC's system
and checkout
of the oxidizer
delivery
system. an integrated tank, helium
approach of
for the demonstration gas generator,
tests
is to fabricate oxidizer
comprised system,
combustor/nozzle, lines, valves, installed in the will
expulsion vector
turbopumps, The system
oxidizer will be
controllers, F-1 stand
and thrust and reused. each
control. (gas
Consumables test.
generator
and
combustor/nozzle)
be replaced
after
ARC will meter with
design
a heavyweight, carbon
monolithic
cartridge-loaded, composite
317.5
centicase
(125 inch) diameter integral domes.
fiber/polyimide will
gas generator
A total
of ten cases the cases loading.
be manufactured
by an outside they will be loaded
vendor be
and shipped
to ARC.
After for fuel
have passed
inspection, will
insulated an inert gas
and prepared simulated
One of the cases be loaded hybrid
with (two
fuel, and eight tests, six
will
with fuels tests);
for testing case x-ray
generator-only
integrated be cured will
the tenth using
will be a spare. and ultrasonics.
Each fuel grain The inert
will
and then be
inspected
gas generator The first The
shipped
to MSFC will
for trial
installation scaleup of two proof
and checkout. of concept. a review
two live gas generators gas generators test would will
be used for in lots For this
remaining each
be cast
following we have
of
preceding facility
or test
series.
plan,
assumed
a new casting
be set up in the Highland facility. directed by ARC/Liquid Divi-
Industrial Design Propulsion. sion
Park adjacent of the
to our existing delivery
Camden Arkansas will be
oxidizer send
system
They will
representatives
to our Virginia
Propulsion
facilities Signal,
to direct under
the receipt,
checkout, will
and assembly primary
of components. and Signal redundant at their
Allied oxidizer
subcontract The pumps
to ARC, will
provide
turbopumps.
be green
run by Allied
161
facilities prior to shipment. The remaining componentswill subsystems, passivated, and then sealed for shipment.
fabrication tank final tured prior and to delivery will be directed the by Boeing. shipment, point passivate interior,
be assembled into
The oxidizer inspect tank the wil]
They
and then transport system wlll
it to the be manufacGroup
assembly by ARC.
at MSFC.
The helium tank will
expulsion
The composite
be fabricated
by the Composites will
of Virginia
Propulsion
Division,
and the remaining
components
be assem-
bled and integrated The MBA The nozzle drical
by Liquid
Propulsion. will be fabricated with quartz at our Virginia fibers facilities. cylininternal phenolic
combustor/nozzle will
preforms
be braided
in an automated to the nozzle
braider
using The
a rubber wlll
mandrel be
corresponding by ARC
dimensions. resin. date
preform will
densified at 350F
using
solvated
The preform
be cured
and then
consolidated
to accommo-
shrinkage. The hybrid motor components Allied will be shipped and MSFC to ARC's Arkansas will Propulsion inspect and
Division. trial tion
ARC,
Boeing,
Signal,
personnel
fit the will
components that:
to finalize (1) MSFC
the assembly personnel
procedures. are aware
This
integra-
ensure
stand
of the procedures of required devia-
and they are being implemented; tions or discrepancies they can be resolved Once MSFC. 2.10.5 ARC needed
(2) MSFC can make ARC aware for the tests;
and (3) if there
are any problems
prior to arrival have been
at MSFC. they will be crated and shipped to
the components arrival,
tested,
Upon
they will be reinspected
and then stored for testing.
Testinq WILL
(Task 4) TWO GAS-GENERATOR-ONLY PROOF OF CONCEPT. MSFC to conduct two gas generator will tests in the F-1 TESTS AND SIX HYBRID MOTOR
CONDUCT
TESTS TO VALIDATE ARC stand. for will assist
The gas generator strain,
case and combustor/nozzle temperature. For these
be fully
instrumented nozzle the fuel acqui-
pressure, will
and
tests,
a smaller
throat hybrid
be used to produce The two
the gas generator tests will
pressures validate
expected
during
tests.
gas generator tests
the predicted out data
delivery sition.
rate for the full-up The tests will
and will
be used to check duration.
be run for a full
135-second
162
The data from the two gas generator tests will be analyzed, and the results will be used to check the grain design for the hybrid tests. If a different mass flow rate is required, the grain design will be modified and new casting tooling fabricated.
ARCwill mix and cast the next two gas generators required for the first two test series, shown in Table 38. The gas generators will be inspected,
packaged, oxidizer analyzed. We analysis porated will of prior manufacture Series 1 and the 2. next If two gas generators required, following they will review be and and tank shipped for to MSFC. The The first gas generators tests will be be run bolted and to the data testing. two will the
changes
are The
incor-
to the next
series After
of tests. each
last two tests will test,
be run to
demonstrate will be
repeatability. and
hybrid
motor
all of the hardware tests of will be
disassembled to assure
inspected. of any
If necessary, problems. A
specific summary
repeated follows:
resolution
the
tests
Test Series
O:
Two full-duration injection. design Run
tests with
of the gas generator, nozzle throat
no oxidizer to produce
reduced
operating
pressure. design. Maintain pre-
Test
Series
1:
Full-duration dicted limits. Terminate
test of the complete trace within TVC
thrust-time Run
the operating angle and
temperature duty cycle.
reduced
slew
oxidizer test
flow rate after scheduled.
35 seconds. TVC duty vehicle after
Test
Series
2:
Full-duration cycle.
Run a prescribed
Measure
structural
loads at the simulated oxidizer flow
attachment 70 seconds. Test Test Series Series 3: 4:
points.
Terminate
rate
Repeat Test Series Full-duration cycle. thrust test
2 with with
cutoff
at 105 seconds. prescribed TVC duty
the maximum
Program
cutoff
at 135 seconds position.
with TVC deflecting
in maximum
degree
Test Series
5:
Repeat Test Series
4 for statistical
data
(2 tests).
163
Table
38.
Large
subscale
motor
test series.
Test Obj_'tive
Test Condiffons
Variables Measured

1 -
Test GG Parameters for Full Duration Test Firing Maintain GG PMBT Full Duration Attempt Shutdown Motor Record Vehicle Loads Run TVC Duty Cycle Maintain GG PMBT Full Duration Attempt Shutdown Motor Record Vehicle Loads Run TVC Duty Cycle Maintain GG PMBT Full Duration Attempt Shutdown Motor Record Vehicle Loads Run TVC Duty Cycle Maintain GG PMBT Full Duration Test Run Maximum TVC Duty Cycle
Programmed Fuel Flow No Oxidizer Full Duration Programmed Fuel and Oxidizer Flow 4,448,221 N Thrust
135 sec
Full Up Motor Test With Cutoff (1 Test)

2-
35 sec
GG Pressure and Flow Rate LOX Total Flow Rate

a-
Programmed Fuel and Oxidizer Flow 4,448,221 N Thrust
LOX Flow Rate to Combustion Chamber 70 sec LOX Flow Rate to TVC Injectors Chamber Pressure

4-
105 sec
Total Thrust Pressure Drop Across Chamber Injector and TVC Injector If Cutoff then Measure Loads from Strain Gauges
Up Motor Test Full Duration (1 Test)

Full .
135 sec
Full Up Motor Test Full Duration (2 Tests)
Maintain GG PMBT Full Duration Test Run Maximum TVC Duty Cycle
Programmed Oxidizer and Fuel Flow 4,448,221 N Thrust
135 sec
0190-HYBRID
RPT
164
For each test, the following tor pressure, main injector, combustor total pressure, oxidizer
will
be measured: flow rate injector loads 39. (Task 5) THRUST NOTOR
motor
thrust,
gas generaand case
oxidizer
to the TVC
injectors motor
consumed,
pressure
drop, vehicle.
strain,
combustor
strain,
and structural in Table
to the core
A summary
of the instrumentation 2.10.6 THE Data Analysis 4,448,221N AND A
is shown
and Documentation POUND)
(I,000,000 STATISTICAL
DATA TO
WILL VERIFY
BE
ANA-
LYZED,
EVALUATION
COMPLETED
OVERALL
PERFORNANCE. ARC will measure used to cast the the mechanical to and ballistic mechanical properties property will of each fuel mix and be performance established,
motors
determine
repeatability.
The
variation
in mix-to-mix
properties
and the impact on cost and reliability The standard data. We test data will be data MSFC recorded analysis with
will be calculated. on FM tape software data for will for playback be used at ARC. to analyze ARC's the of a
static will
firing supply
the test will
independent to MSFC
evaluation include
the tests. description test data
Complete of the
test reports test, A test
be submitted and
and will
facility
equipment, will (2) be
instrumentation, completed motor
and
analysis. gas
statistical generator
evaluation operation; limits;
to verify: ignition; and duty or failIncluded has
(1) reproducible (3) extinguishment cycle; and
hybrid
within
the specified operation.
(4) TVC requirements of a test analysis to assure anomaly report. MSFC
(5) turbopump
In the event failure report
ure, ARC will deliver in the report will be
an oral and a written a corrective action
that ARC
taken the appropriate A history structive records To logbook and for
action to minimize all motors The tested logs
recurrence. at MSFC will be prepared of to the and provide nondeevent
traceability. test,
will
include and
the results
evaluation
manufacturing
inspection
records,
or discrepancy complete
reports. 3 activities, ARC will submit Included the a final report that
the Phase
summarizes be an
all technical booster drawing
activities point design
accomplished. scaled
in the report will requiredevel-
updated
to meet
performance engineering
ments, opment
a booster plan.
package,
and a detailed
full-scale
165
Table
39.
Phase
3 Motor
Instrumentation.
Channel
Description Gas Generator Gas Generator Combustor Combustor Oxidizer Helium Helium AP TVC AP Main Tank
Value
Channel
Description Case Forward Dome 0 Fiber Tan 0 Fiber
Value 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 2%
P1 P2 P3 P4 P5 P6 P7 P8 Pg
2K 2K 2K 2K IK 20K 20K .SK .SK
SI S2 S3 S4 S5 S6 S7 S8 S9 $10
Case Forward
Case Mid Hoop 0 Case Mid Axial Case Mid Axial 0 180
Tank Tank Injector Injector
Case Mid Hoop 180 Case Aft Tan 0 Fiber Case Aft Dome 0 Fiber Combustor Combustor Nozzle Nozzle Axial 0
Hoop 0 0
F1 F2 F 3 A&B F4 A&B
Forward Forward
Thrust Thrust
IO00K IO00K 50K 50K
$11
Axial
Hoop 0 Sklrt Skirt Axial 0
TVC Test Side Forward TVC Test Side Aft
$12 A&B $13 A&B $14 A&B
Interstage Interstage Oxidizer Oxidizer Oxidizer Oxidizer
2% 2% 2% 2% 2% 2%
Hoop 0 0
Tank Axial
T 1A&B T 2 A&B T 3 A&B T4 A&B T 5 A&B T6 A&B T7 A&B T8 A&B
Case Forward Case Forward Case Aft 0 Case Aft 180 Nozzle Nozzle Nozzle Flange Cone Cone
Dome 0 Dome 180
500F 500F 500F 500F
$15 A&B $16 A&B $17 A&B
Tank Hoop 0 Tank Axial Tank Hoop 180 180
45
500F 1500F 1500F 1500F
(1/2) (3/4) (Aft)
Nozzle Cone
166
OKIDI2_R
TRADE
S'YODIES
PRESSURE
FED
l_t_ FED
FRES_mE Inaction
F_)
The systems Oxidizers peroxide sufficient include A and
objective for to both be
of the
this
task
was
to
investigate (HC) and
pressure-fed gas generator
oxidizer hybrid
feed (GG).
classical for
hybrid each
evaluated and make liquid major ccml:onent
hybrid (LOX).
approach The depth
were of and
95-peroent this was study not
hydrogen was to be to
(H202) to
oxygen feed
system
selections
intended
any
detail
designs. oxidizer the feed system tank. consists studies of an were oxidizer conducted based tank to upon
typical
pressure-fed
a means the
of pressurizing selection criteria. of the
oxidizer
Trade
enable the
appropriate
pressurization
subsystem
following Safety Cost Weight
Reliability designed mission, storage have a so the that only
and a
safety single
are
of
equal failure the
importance. would not storage in
Each cause tank
feed
system of
was the
point being _nents jf
failure and the they
exceptions Since these
oxidizer are
helium should are
vessel. 100-percent
benign and
operation,
reliability
the are
design not
fabrication
processes
satisfactory; The (throttled) varied thrust upon to
therefore profile a
redundancies of the wide range
required. that Thus, rates of the tank required system thrust pressure to be varied must be the
thrust over
mission range
requires (1.6:1). flow
fairly the
aco:modate
of
oxidizer a
support
profile. which The the
Table oxidizer feed
A-I
provides trade for
summary
booster based.
requirements
system system,
studies all
were
oxidizer (8-inch) Normally
these the
designs, oxidizer
consists tank to
of the
four
20.3
centimeter valves. each
liquid closed A can
manifolds
from isolation
injector in the
explosive normally be
valves is
(isolvalve) located shut down. at
are the The
located exit to
oxidizer tank
line. which
open for
isova]ve emergency
oxidizer
actuated
classical
Table A-I.
System Requirements HC/H202
GG/H202
HC_
GG/LCK(
Oxidi zer Max Max Min
Load,
KG Rate, KG/sec
467,382 4,814 7.48 3.45
431,810 4,454 7.48 3.45
362,167 3,805 7.48 3.45
304,876 3,144 7.48 3.45
Oxidizer Chamber Chamber
F]ow
Pressure, Pressure,
MPa MPa
hybrid has the additional requirement of gasifying injection into the solid motor combustion chamber.
Pressurization Systems Using System Hydrogen percent is _s Peroxide has many favorable and It has is a
the oxidizer
prior
to
Ninety-five has with which a high the
H202
features relatively an
as
an
oxidizer. mixture
It ratio
density, solid fuel
noncryogenic,
high
constituents. of potential which
also
energetic is also problems,
monopropellant de_ses and is not at in
offers
a number low
advantages. can lead to
However, safety
relatively wide use
temperatures as an oxidizer. syst_n A-2,
today
Pressurization sun_rized approach. warm liquid warm gas in Some (N2H4), which Table
options along
that
were
evaluated and
for
this
system for out, gas
are each as the The to a
with options
advantages were of
disadvantages screened pressurant
pressurization due to the
immediately reaction of
such with
possibility to a
H202 gas
could approach
lead
catastrophic that the
uncontrolled H202
reaction. be oooled H202
(H202) that and
requires
decomposed of the
temperature complexity A in
precludes to the of is
self-decomposition system. a cold fed gas a (heli_n) high to present the
liquid
adding
cost
schematic A-I.
diagram Helium
pressurization pressure storage
system bottle valves the
is shown through and the to to
Figure
from valves is of
explosively-actuated oxidizer preclude tank. the A
isolation relief valve
pressure
regulating of
downstream A
regulators is used
overpressurization the is tank to and normal has a and
tanks.
fill/vent shortly
port
prepressurize This heavy, weights are system large as a
operating high heavy storage
pressure
before but
launch. in
simple
historical helium pressure
reliability, loads. for
results
pressure function in Table of in is
bottles of A-3. a warmed same to
Pressurization both HC and GG
system systems
helium
presented The
schenatic operates charge for the
helium manner heat as the
system the gas
is cold
shown gas in
in system the
Figure except bottle reduces and
A-2. a at the may
The solid
system
the
propellant in the and large
fired
remaining This less
a point weight produce Also,
mission of
more
efficient but
expulsion. cnmnplex, gas
approach reliable, to the
size
system,
is more
solid
particles
complicating
filtration
regulators.
Table A-2.
Pressurization
SystemOptions (H202)
PRESSURIZATION
SUBSYSTEM Cold Gas ADVANTAGES Simple Low Cost High Warmed He] ium Reliability More C_]ex Solid Particle Less Re]iab]e DISADVANTAGES Heavy Large
Bottle
Volume
_rWeight
Filtration
Heated
He] i_n
Low Weight Smaller Volume Pressurant as Liquid Stored
More Cc_]ex (Heat Exchanger, GG) Complex Warm Gas WarmGas Camp]ex
Warm
Gas
(H202 )
must may
be
Cooled with Ox
Warm
Gas(N2H
4)
LowWe_ght
react
]:_'e ss Lz2'_ t
Bottle
Ftll/Vent
Vtlve
Isolation
Vglves_Y_
!
Pressure Regulator
Fill/Vent
Valve
Relief
Valve
Ox
Fill/I_in
Valve Isolation Valve N.O.
Throttle
Valve
To Injector
Figure
A-].
Co_d
Gas
pressurization
System
_bema_$c.
_Solid
Gas Genentor
Bo_e_
----C_
Fill/Vent
Valve
"_
Isolation
Valves_
I
Pressure Regulator
FilL_/enI Va.]ve[--7
_K
ReliefVa.lvc
Ox
FilL/Drais: \'_ IsolationValve N.O.
lation
Valve
N.C.
l
_] Throttle Va.lve
To Injector
Figure
A-2.
Warm
Gas
Pressurization
System
Schematic.
Table
A-3.
Cold
Gas a.
(He) Gas
Regy]ated
Pressurization
Generator
PBO MPa 34.5 5] .7 68.9 86. ]
WHe
Loaded KG
WHe
Used KG
WHe
Bott]e KG
Bottle Length CM 2,328 1,4 34 ] ,091 909
i0,737 8,804 8,037 7,6] 6
5,762 5,760 5,757 5,756
33,151 28,822 27,662 27,328
b.
Classical/H202
34.5 5] .7 68.9 86.]
]] ,]05 9,]72 8,397 7,970
6,073 6,070 6,068 6,065
34,320 30,014 28,893 28,6]0
2,406 ],49] ] ,137 923
the accidental pressurization

countered A Js with
firing of a so]id charge at the wrong time cou]d cause overof the helium storage bottle. This possibility oou]d be
a re]Jef helium high flows valve, but would result in the loss of pressurant. Oo]d he]Jt_ bottle a shella heat
heated at
system pressure through
is shown and low
schematica]]y t_rature
Jn Figure (167K) isolation the helium of the to
A-3.
stored
minimize to of to
size. and-tube
Helit_ heat and to
explosively-actuated where to it travels The The tank to fed of the
va]ves tube is side fed
exchanger, is heated
through heated
exchanger regulators decGmposed Catalytic products side more of
333K. tank.
pressure uses
pressurize frcm the
the
shell to
side
heat to the
exchanger oo]d
H202 gas at the
oxidizer are I,IIIK The used
provide
heat the
helium.
generators
deeampose in
H202 . flow
Deecm_xgsition to the she]] and more
approximately heat exchanger. as
are use to
countercurrent he]itm_ results The this
heated cold
in a
lighter of
compact
system slightly
ccml:ared the
gas
system. of of
addition system. storage A-4
ccm_onents
]cwers system
predicted as a
reliability function are of
Pressurization and Heat Table temperature exchanger A-6. for
weights HC a
helium in
pressure and A-5. in are
GG
and as tank and
systems function
presented storage
Tables are various
dimensions Oxidizer
pressure for
presented cases
weight A-8.
and
dimensions
presented
in Tab]es Usin@ oxygen main
A-7 LOX (LOX)
Systems Liquid today. upon The
is
cryogenic
oxidizer
widely the
used
in
the
industry is cc_]ed
problem the LOX,
in pressurizing thus increasing
I/3X is that the amount of
pressurant
contacting Table A-9
pressurant which are
required. were also evaluated presented
stmlnarizes using LCM.
pressurization Advantages
system and
options
for for
the these Same
designs systems.
disadvantages
approaches
were
quickly gases, the out
screened solid
out.
Solids
were
not high
eonsidered temperature shutdown. of of its its
due of Warm
to reactive the gas pressurant (N2H 4)
combustion gas was and
particles, associated the the
re]ative]y with high and the
prob]ems due to of
emergency temperature reactivity
ruled the
relatively system,
deecm_position pressurant
gases,
e_mp]exity
gases.
Pr_ssur'_t
Bottle
Fill/Vent
Valve
"_
Isolation
Valves'Y_
ie l"dtots
Exchanger Heat
PI' $sure
ulator
FilVVent
Valve
l"']
_Relief
Valve
H202
Fill/Drain Isolation
Valve Valve N.O.
Isolation
Valve
Throttle To Injector
Valve
Figure
A-3.
Cold
Gas With Gas Pressurization
Generator/Heat System.
Exchanqer
Table A-4.
Cold
Gas (He) Regulated with GG/Heat Pressurization (GG/H202) Bottle Length CM 776 567 490 452 1,002 677 554 490 l ,259 l ,259 647 558
Exchanger
PBO MPa 34.5 51.7 68.9 86. l 34.5 51.7 68.9 86. l 34.5 51.7 68.9 86.1
THe 0 K 55.6 55.6 55.6 55.6 111 111 111 111 167 167 167 167
WHe Loaded KG II,095 9,226 8,501 8,114 9,479 7,832 7,183 6,830 8,945 7,373 6,750 6,409
WHe Used KG 4,648 4,646 4,644 4,643 4,633 4,631 4,629 4,628 4,618 4,616 4,614 4,613
WHe Bottle KG 9,790 9,982 10,878 II,956 12,895 12,137 12,485 13,105 16,406 14,885 14,827 15,169
WH202 Decomposed KG 6,992 7,001 6,996 6,551 5,571 5,571 5,576 5,576 4,160 4,164 4,164 4,169
WHX KG 378 374 373 371 319 317 310 315 273 272 266 272
WGG KG 62 62 62 62 50 50 50 50 38 38 38 38
Table A-5.
Cold Gas (He) Regulated with HC/Heat Pressurization (HC/H202) Bottle Length CM 789 580 503 464 1,021 695 570 505 1,285 839 568 575
Exchanger
PBO MPa 34.5 51.7 68.9 86. l 34.5 51.7 68.9 86. l 34.5 51.7 68.9 86. l
THe 0 K 55.6 55.6 55.6 55.6 111 111 111 111 167 167 167 1 67
WHe Loaded KG 11,274 9,456 8,743 8,278 9,667 8,057 7,414 7,063 9,136 7,596 6,979 6,638
WHe Used KG 4,863 4,860 4,858 4,856 4,847 4,844 4,843 4,841 4,832 4,829 4,827 4,826
WHe Bottle KG 9,955 10,233 11,640 12,316 13,136 12,491 12,887 13,548 16,771 15,346 15,333 15,712
WH202 Decomposea KG 7,281 7,281 7,285 7,289 5,796 5,796 5,805 5,801 4,325 4,330 4,330 4,334
WHX KG 378 374 373 371 319 317 310 315 273 272 266 272
WGG KG 62 62 62 62 5O 5O 5O 5O 38 38 38 38
Tab]e
A-6.
Dimensions
of Heat for H202
Exchanger System
and
Gas
Generator
PBo
MPa 34.5 34.5 34.5 51.7 5].7 51.7 68.9 68.9 68.9 86.1 86.1 86.1
THeO
K 55.6 Iii.i 166.7 55.6 iii.i ]66.7 55.6 lll.l 166.7 55.6 iii.I 166.7 CM 229 192 162 226 189 16] 224 184 156 221 186 158
DHX
CM 39 39 39 39 39 39 39 39 39 39 39 39 (]4 ii ii ii Ii ii II ii ii ii ii ii Ii
DOG
CM 52 46 40 52 46.5 40 52 46 40 52 46 40
Table
A-7.
Oxidizer System Parameters Regulated Pressurization
with
Cold
Gas
WTank
System GG/H202 HC/H202 KG 14,46] 15,153 CM 3,085 3,33]
ank
MPa 10.9 10.6
Table
A-8. Oxidizer Tanks GG/Heat Exchanger
with Cold Gas Pressurization
Regulated
a. THe K 55.6 111.1 166.7 O WTank KG 14,412 14,365 14,319
GG/H202
Hybrid ITank (_ PTank MPa 10.9 10.9 10.9 Max
3,145 3,135 3,125
b. 55.6 I]].] 166.7 ]5,083 15,036 14,989
HC/H202
Hybrid ]0.6 ]0.6 ]0.6
3,392 3,382 3,37]
Table A-9. PRESSURI ZATION SUBSYST_ Cold Gas Regulated
Pressurization
SystemOptions
ADVANTAGES Simple Low Cost High Reliabi]ity
DIS_AGES Heavy Large
Bott]e
Volume
WarmGas (He/O2/H 2) WarmGas (N2H 4)

Solid
Simple Low Weight Low Weight
More _]ex Reactor) Warm Gas Camplex Hot gases Cannot be may
(Catalytic
react
with
ox
Simp]e
react with shut off. be
ox.
Hot gas must overboard.
released
Cold and A-5
gas for
pressurization the GG to and the HC
systems designs, gas A The
are
shown
schematically The The GG/LOX HC/LC_ propane by prevent r_]ief but as a
in
Figures
A-4
respectively. for tank tank H202 .
pressurization system (C3H8) requires is also
system a
is similar before by in
oold
system fuel fuel to the lines simp]e
preburner
injection. he]i_n. line the gas
containing is sealed tank the
pressurized Check gaseous closes. and heavy valves
the the into
isolation the valve
va]ves. of and large helium
leading pressurant is
oxidizer in and case
backwash opens in of a
oxygen The
cold
system
reliable, weights
results function A-10.
system. for and
Pressurization HC and GG show the of systems
system are
storage
pressure A-6
presented of a warm
in Table gas
Figures pressurization utilizes ocmrposed a warm
A-7 for heating
schematics GG a and HC
(tridyne,
He/O2/H2) This system
system
designs,
respectively. gas mixture single promotes consists
catalytic of both
nondetonab]e ccmix)nents catalytic The 02 and
ca]led bottle, the of
tridyne, to provide
inert
and gas.
reactive The
in
pressurization predominate]y and
reactor mixture H2
reaction he]it_n
to
heat oxygen ca]ly. tion
the
inert
mixture. with
(He),
(02) This system;
hydrogen
(H2) , in as
proportioned and more
stoichi(m_etripressurizaL(3M oxidizer hybrid as
approach it was
results selected
a much the studies
lighter
ccmpact the
baseline selected
system the
for gas
system. the
Further, hybrid
separate system. system systems of
trade
generator
baseline
Pressurization for the GG and and HC
weights are the
as
function in Table and fuel and system.
of
he]lure Table (HC)
storage A-12 using of the
pressure shews cold the gas
presented oxidizer the
A-II. tanks
weight
dimensions Table (HC) S_,stem zat ion for
pressurization. and fue] tanks
A-13 a warm
shows gas
weight
dimensions
oxidizer
regulated
Baseline Pressuri of Tridyne
Description Subsystem gas, - The a base] ine pressuri zat ion resin subsystem wrapped consi sts bottle, valves, manifo]ds. a four A
pressurant valve, regulators, of these
carbon
fiber/epoxy actuated and
fill/vent pressure schematic
redundant a
pyrotechnically reactor
iso]ation gas
cata]ytic
associated A-8.
osmponents
is shown
in Figure
Fdl/Vent
V_ve
_rcssure
Regulato.-
FillA'ent
Valve
[_
Relief
Valve
Ox
Fill/Dram
Valve
Isolation
Valve
N.O.
lation
Valve
3
_ Throttle Va.lve
To Injector
Figure
A-4.
Cold
Gas
Pressurization
System
Schematic
for
GG/LOX.
l:_'_ SSU.T_t
Bo_e
Fill/Vent
Valve
Isola_on VaJves_
[_
[_Pressure
Regulator
Rclicf Valvc_
Figure
A-5.
Cold
Gas
Pr@ssuri_tion
System
Schematic
for
HC/LOX.
Tab]e
A-10.
Co]d
Regulated
Pressurization
(Tridyne)
a.
GG/Lf_
Hybrid Bottle
MPa 34.5 5] 7 68.9 86 ] 9,901 8,063 7,340 6,945 5,22] 5,2] 8 5,2] 6 5,2] 5 25,550 22,596 22,026 22,098
Lec_th 3607 998 766 644
b. 34.5 5] .7 58.9 86.] ]2,587 ]0,203 9,272 8,765
HC/LC_ 6,56] 6,558 6,555 6,554
Hybrid 32,]9] 28,229 27,4]0 27,395 20]8 ]239 945 789
Tab]e
A-II.
Warm
Gas
Regulated
Pressurization
(Tridyne)
a. GG/I/SX
Hybrid Bottle
MPa 34.5 5] .7 68.9 86. ] 5,056 4,002 3,60] 3,385 2,527 2,519 2,5]3 2,508 i0,546 9,224 9,00] 9,058
Lec_th 728 457 358 306
b. 34.5 51.7 68.9 86.] 6,477 5,084 4,560 4,280
HC/L(_ 3 ,]76 3,165 3 ,]57 3,]50
Hybrid ]3,285 ]] ,446 1] ,084 ]],]08 907 556 429 363
]_'e ssunJ_t
Bottle
Fill/VentValve
Isolation
V_ves_
Pressure
Regulator
Gas
Gene_tor
Ox
Fill:Drain
Valve Isolation Valve N.O.
3
_ Throttle Valves
To I/lie.clot
Figure
A-6.
Catalytic
Warm
Gas
Pressurization
System
Schematic
zgx_9_9/laz_
Fill/Vent
Valve
Pressure
Regulator
r-i
Th_ttle
Valves
Figure
A-7.
C_talytic
Warm
Gas
Pressurization
System
Schematic
LQL/LqL_QZ_
Tab]e
A-12.
Oxidizer Regu]ated
and Fuel Tanks with Pressurizat ion
Co]d
Gas
WTank Ox
System GG/LOK HC/LOX KG i0,026 12,128
_nk Ox
CM 1,958 2,309
WTank F
KG 0 679
Tab]e
A-13. Oxidizer and Fuel Regulated Pressurization
Tanks with Warm (He/H2/02)
Gas
System GG/LOX HC/LOX29,223
WTank KG 10,885 4]3
Ox
ITank CM ],962 4,]07
Ox
WTank KG 0 52
Pressure Regulator
CatalyticRe.actor Relief Fill/Veto Valve D Pressure Sensor
Ox
Fill/Drain Valve Isolation Valve N.O.
To Injector
Figure
A-8.
Catalytic
Warm
Gas
Pressurization
Svstem
Schematic
The (H 2 and
Tridyne 02) ,
pressurant are that
consists with
of
a an
small inert at
fraction diluent high
of
reactive to in a
gases, form a
which m_xture is
ec,nbined can
(helium) pressure
nondetonab]e Energy which release
safely by
be
stored the
a bottle. bed Gas
accomplished reactants
passing creates the
mixture a hot
through gaseous
catalyst
ocmbines
the
and
mixture.
temperature The
Js oontro]]ed weight the in MPa of
by varying
reactant is
concentration. upon the volume the to be gas A
Tridyne
pressurant the
dependent b]owdown reaction as
pressurized, temperature nc_ninal weight, savings pressure 68.9
storage the tank
pressure, and psia) the was
final
pressure,
final r_se.
catalytic selected concerns.
temperature compromise shows, The
(i0,000 s_ze, above MPa and
a reasonable Figure A-9
between weight bottle design
bottle of of of going
safety MPa
As are
the
68.9
(10,000 psia) tanks. is
psia) we]]
minima]. the
ncfnina]
68.9
(10,000 te-wrapped molar
within
demonstrated
capabi ] ity The sponds to
ccmposi
selected a
Tridyne
composition temperature The
of
0.91 of
He/0.06
H2/0.03 at
02 an
correinlet is
theoretical of 554K
reaction (997R).
983K
(I,770R) mass
temperature
respective
_sition
0.7711/0.2033/0.0256. Tridyne the oxygen of is and supp]_ed hydrogen and at are water consists contained stainless through the regulated ccmbined vapor. of in steel the pressure to The convert to the the catalytic cold Trjdyne reactor to a DEOXO the where heated MFSA by of end from
mixture Enge]hard aluminum plates.
he]it_n
catalyst,
designated metals housing prevents plates. on
Industries, oxide A 300 or to spheres series migrating
platintm_group a cylindrical wire holes flow screen of the
surface drilled
with the
catalyst
obstructing are used
Injection channeling made iS of
orifices within 300 the
evenly The
distribute outer A maxJm_n
gas of
and
prevent is of also
catalyst stainless
bed. steel.
she_] wail
the
reactor
series for the
temperature
900QF
expected
mission.
The (424R) to 2,084 coldest which psia) temperature to at the inlet fr_ of to the MPa catalytic to This Using 14.4 reactor MPa is 235K psia of
corresponds with
expansion
68.9
(i0,000
a po]ytropic of
exponent 61K
1.15.
results the
in a drop
reaction
temperature
approximately
(II0R).
empirica]
16329
15422
14515
4J (-E_ *r--
13608
E
DES_JNBO_CT
U_ {#I L
12700
11793 27.6 41'.3 55'. I Bottle Pressure
68.9 MPa
82.7
96.5
Figure
9.
GG/LOX Hybrid
System
Weight
vs
Bottle
Pressure.
Epstein (I,200R) A also the the
equation, in the
an oxidizer valve the
equilibritm_ tank is was
gas
temperature 1 outlet.
of
approximately
667K
determined. at the
fill/vent at
located to the
bottle to
pressure
sensor
Js of of
located storage pressurant upon
outlet Two
bottle
provide valves
oontinuous provide of the
monitoring eontairm_nt pressurization
pressure. gas signal.
redundant storage valves and
isolation ensure
during
activation closed,
system units.
These
are
normally
explosively-actuated
Tank regulator the
pressure is sized event can of be the
control to provide a
is
provided one-third should flow
by of
four the fail
pressure
regulators. flow three valve fail of rate.
Each In
maximum closed, A
expected the
unlikely
regulator the maximt_n so A and
remaining is located the tank
regulators downstream will not
handle the
demand.
relief
regulators
that
if a regulator sensor
should downstream launch
open, the
overpressurized. tank A pressure regulator total flow flow built valve seat The with inside ullage of 12.4
pressure
regulators has the below filter prevent
monitors failed mission one-third and slam
will
indicate (open) from
before
if a regulator not affect
open. because of
failure demand rate _nto
during the
flight
should not
engine The The
does
decrease have a
maximum
until the
tailoff. inlet. system tank resin. The
regulators slam
suppressor of the
suppressors
overheating
during
enable. is eonstructed A liner of a filament of Teflon is 254m 3 sized no-flow to _ound and
Prc_e]lant IM-7 fiber
Tank
oxidizer EPON the 826
impregnated is a located 3 percent pressure factor System The
oonsisting volume been a
insulation ft3), maximum The burst Liquid in Figure plus
tank.
total case
tank has
(8,962 a
allowance. MPa (1,793
The
handle
tank
psia)
during
condition.
safety Feed A-8.
is 1.6. The liquid will be feed fed system to the has liquid lines. of been shown schematically via four 20.3 will to
oxidizer diameter
injector Each the
centimeter have a
(8-inch) liquid
stainless valve
steel
feed
manifold injector
throttling
immediately
upstream
Epstein, Propellant En_in@ering,
M.,
Georg_us, H. K., Tank-Pressurization Vol_ne 10B, Plen_n
and Anderson, Analys_ s," Press, New York
R. E., Advances (1965),
"A Generalized in Cryogenic Page 290.
control
the flow
rate of the LOX. actuators, isolation tank
Throttling are used. is
pintle-type Upstream to
valves, of this
operated valve
by an
hydraulic-mechanical explosively ment. isolation When actuated the
valve is
located LOX
provide be
double down
containto the
oxidizer
filled,
will
bled
valve. activation sequence is:
The liquid feed system I.

.
Fill/vent
and fill/drain
valves on the LOX tank are closed. the the
LOX feedline isolation valves are opened. This will fill feedline to the throttle valve and will minimize the water hammer throttle valve will see. Gas feedline isolation valves are opened. The regulator pressure will
3.
The gas feed full open until
lines will such time
fill to the regulators. as the downstream will
flow
regulated warm up.
is reached. will be has
The catalyst monitored failed opening. Pressure The presented The present in
bed of the catalytic
reactor
Tank pressure
to ensure an open
that after regulated condition resulting
pressure in a
is reached, rise
no regulator and relief
pressure
valve
Schedule schedule at the maximum chamber pressure condition is
pressure
in Table A-14. acceleration at the head (due to valve A-tO long feed lines and large oxidizer the tank) preswith
throttling Figure levels drop
has not been shows how the
considered
in sizing head
surization vehicle feed head MPa
system.
acceleration Figure A-IO
varies
acceleration
and oxidizer with
use.
also shows
how the
line pressure available (35 psi) will
varies
oxidizer is shown
flow rate. in Figure
The net acceleration a minimum of 0.2
during is not
the mission for supply.
A-11;
available have to
pressurization, This results
that
the
pressurization of subsystem
subsystem weight
in a decrease
of approximately
472kg Weights
(1,040 Ibs).
S_stem/Component The presented
pressurization in Table A-15.
and oxidizer
delivery
subsystem
weight
breakdown
is
Table
14.
Pressure
Schedule
Pressure Chamber Pressure Drop (Max.) 7.5 2.2 0.3 0.03 0.4 ]0.4 - No flow ]2.4 0.04 0.99 ]].4 ]4.2 0.] 0.03 Max. Min. Max. 14.4 68.9 73.9 +
(MPa)
Injector Valve
Drop Drop
Isova] ve
Mani fo] d Drop Tank Max. L_qu_d Tank Pressure Pressure Drop Reactor Nc_. M_n.
Man_ fold Catalytic Regulator Regulator
Outlet, In]et,
8%
Man_ fold Iso] va]ve B]c_down Initial Initial
Drop Drop
Pressure, Pressure, Pressure,
@ 289K @ 311K
0.62
o.62ii
0.48
_'/J
LTOTAL ACCELERATIONHEAD
111
Q_ u_
\
0.21
\
0.07 0 50 100
Figure A-IO.
GG/LOX
Hybrid Acceleration
Head and LOX Line Pressure
Drop.
,.3.48
0.41
r,,
3.34
/
/
0 20 40 Time 60 (Seconds) 80
,. r'-,
O. 30
0.21 100 120
Figure A-11.
GG/LOX Hybrid
Net Pressure
Head.
Table
A-15.
System
Weight
Breakdown
Pressurizing Bottle FJ ] ]/Vent Isolation Gas
System
Weight 9,001
(KG)
Valve Va]ve (2)
0.9 9.] 7.3 83.5 4.5 298.5 3,600.6 13,005.4
Mani fold (4)
Regulator
Re] ief Valve Cata]yt Tridyne ic Reactor Gas
Oxidizer Tank
Delivery
System
Weight i0,885.3
(KG)
Fi ] I/Vent Fi] l/Drain Isolation Liquid
Valve Valve Valve (N.O.) (4) (N.C.) (4)
0.9 0.9 90.7 ] ,]38.5
Manifold Valve Valve
Iso]at ion Throttling
(4)
90.7 110.7 12,317.8
In--ion The main thrusts of the _

Investigation relatively Acccmplish be the designed most low of tank
fed system study involved the fo]]cwirg:

pressurization reliably, studies the throttle to safely systems and to provide cost. could a
candidate pressure, pump
at mini_L_n that a and pump
sufficient to
determine
accommodate way to
required the f]_.
thrott]irg
determine
efficient Syst_ system
Pressurization The pressure considered fed system pump to fed the
requires tank. the stmmary in
a The
pressurant basic those types
to of
provide
small
"head" systems pressure and both is
oxidizer essentially A
pressurization during their is the
were
same of Table
as
investigated and table
studies. are Some true as the
these A-16.
systems This for
advantages to This
disadvantages oxidizers. particularly elindnated
stm_narized approaches for
applicable concerns; was
were
eliminated H202.
safety
95-percent the _rk
Although
H202
eventually
oxidizer, Systems
acc(m_]ished
is reported.
Pressurization The the not
for H202 shown designed All and and of in Table so the A-17 a were single investigated. point system The failure schemes A/I of
pressurization were loss to was meet made
systems
systems cause
conceptually of mission.
that
_u]d were
pressurization requirements.
assessed prooess The o:m_lexity. Costs gas the was
reliability on a cost system the
safety
actual
selection
weight was
basis. rejected oo]d the because gas of cost and
autogenous Although same and is
eventually
solid-grain-augmented lower weight of its than
system gas
basical]y
stored and are be to
slightly
stored
system, data
fina]ly higher ocm_tib]e The problem auto
selected reliability. as cold arises therma]
because In gas. from
]arger the
historical
base gases
slightly not safe. about and make an as
addition, In the reality, fact
higher
temperature would
these when
systems
probab]y H202 gets
that can
95-percent unless The
250F,
decomposition of the tank though
result occur. of
c]ose]y
oontrolled tends to is
overpressurization this concept safe,
cou]d
feature hydrogen
that
even
some
the
peroxide
,-- e-a.; C ,... 0 e" _ e,J
f_
a.)
l,..
0.,,.-
e-
0. Q.J s.; e0 E
a_ o
aJ w.J (/1 u9 tO _ e0 N _. 0 .._ e._ _ 0 0 L.) "_'0 _-- tO e-_ _:: 0 %.. e",0. _ _ ee-" e_ _j _" _-
F_
u_
e- 0 _,J--J
'g
I_1 _ _
-_
0 l-
I c[ _J
_,. I,_
t_ (1,/
l.-0 "_" I. e-
o "_ "g
(_ Qj
_.ee-
.,"_ _-
.,.-_.0 r._
_ ,.,-. _ $_
,="0 .r_ _--
x _ tO QJ
_ _'_ etO I"--
0 U Q; "_
0 e-
o o
"T_
de--sing, oxidizer rate of
is usage. gas being Gas
that The
the rate
tank of by A
ullage ullage the
volume increase
is
oonstant]y be much
increasing greater
due than
to the
should of the
produced (Helium) in not
deccm_positJon diagram It uses of
hydrogen the _nts One one to
peroxide. helium so gas
Stored concept point of
schematic A-12. a
showing redundant
stored
is presented failure would
Figure cause
a single the wi]] use be
failure
a mission. only be out used the
examp]e regulator detect a
is
two
regulators. A whereby an health an
During monitoring isolation valve
normal
operation, wi]] lock
utilized. failure and open The oxidizer largest he]it_n of is the a
system wi]] the
regulator regulator on line. volume, The of
valve to a]]cw
malfunctioning to cane
isolation of
redundant is a
regulator of
amount tank portion
pressurant oxidizer
required
function and
oxidizer
tank
pressure, of the
temperature, system The
pressurant is from
temperature. the quantity
pressurization bottle and weight. the storage number f]ight in system which the source drive
weight
and
the
he]it_n of of gas
he]ium
bottle and
weight
is a
function
quantity function
pressure of
temperature. and
Reliability of the
redundancy, (ground and
(x:mlx)nents , is a
database of
components. or processes Autogenous In this
Safety that can
operation) case
function
components
malfunction This
a worst is drive
scenario. schematically in Figure to A-13. an is used
Syste_ the to a in is of
shown the
concept, pressure since
turbines accc_m_date
pumps tank
are
designed The
have
output
required is the not
pressure. The as of a solid its the
system is
simplified
separate this used case to
gas to
required. and
oxidizer own
catalytically, A The the taken maximum. acoDmmodate requi reme nt. Stored Figure addition provide system A-14. of a Gas relief static valve head
turbine,
pressurant. tank. spin must up be
prevent in the
overpressurization tank, to as we]] the as
oxidizer to
oxidizer be the
charge
turbines, to
should
sufficient turbine of
start
system. to
A precaution the
minimize A/so, a the
outlet the system
temperature must be
predetermined flexible throttling to
design of
sufficiently to the pump
range
turbine
outlet
conditions
due
(Solid It is
Grain
Added) to
A of be
schematic the used cold part
of gas way
the
concept
is
shown for
in the to
identical charge
that wi]] the is
concept through The stored
except the
solid
which up
m_ssion of
additional is the gas
gas
to heat
remaining smaller
helium. than the
advantage cold gas
this
storage
vessel
because
Table A-17.
Comparison
of Selected
H202
Pressurization
Concepts
SYSTEM CONCEPT Stored Gas (Helium) Autogenous Stored (Turbine Discharge)
WEIGHT* 2616 1860 2559
COST
INDEX
REMARKS Ist - Simple & low cost. (cost). than
100 It5 105
High Complexity
Gas (Solid Grain Augmented)
A little more complex plain stored gas.
* Weight
in kilograms.
I--]Fill/Vent
Valve
Isovalves
NC
lsovalve
_ NO
Isovalve
Regulators
[--'_ Fill/Vent
Valve
Figure A-12.
Stored
Helium Gas Pressurization
System.
N.C.
Isovalv(
Valves Relief N.O. Isovalve I--]Fill/Vent Valve
_]
Fill/Drain
Valve
To either Main GG or, Thrust Chamber
0-1C System); ,-(GG System)..J_. Gas Generators
! Throttle Valves
Turbine
Exhaust
Figure
A-13.
Autogeneous
Pressurization
System.
hd Propellant
Grain
[_]
Fill/Vent
Valve
Isovalves
) NC Isovalve
NO
lsovalve
Regulators
F"]
Fill/Vent
Valve
Figure A-14.
Stored Gas (Solid Grain Augmented).
there solid dental of gas which the
is
less
gas
to
store. and of
However, ignitor solid
additional and associated could
ccmp]exity wiring result in
is added is
because Acci-
propellant early he]itml the
grain
required.
ignition bottle. regulators
the
charge a filter debris can be
overpressurization to entry of the to of
In addition, because is of
is required the solid.
prior The
into the
from
temperature by the type
remaining grain
gas
heated
easily
oontro]]ed
propellant
utilized. Systems for LOX LCM is not a monc_rope]]ant, with hydrogen into a given therefore, peroxide. the tank more LOX, wi]] be
Pressurization Unlike pressurization however, ooo]ed; Systems is thus a hydrogen
peroxide, are
concepts cryogen, more
applicable any
than pressurant to below. same
therefore, is are This
cx_ming
pressurant for study -
required
maintain
tank
pressure.
selected Gas that
discussed is tank the
Stored A-12 of except
(He]it_n) the are
pressurization LOX instead of
as
shown
in Figure results
oxidizer
eontains A-18. -
H202.
The
the
analysis Gas
sum_narized Grain
in Table Aucjmented) A-14. system to
Stored d_scussed
(Solid
This
system are is
is
identical
to
that A-18. A-15. taps
previously
in Figure This
The
results
presented
in Table in The Figure first
Autogenous There are two gases second separate the
System possible (shown
concept power from the the
presented turbine. solid
sources in
combustion and uses to the a
schematic) gas
fuel-rich the
gas
generator, The the latter gases cost. and
uses fuel
separate (i.e.,
generators to
to drive react with the generator the
turbines.
methane) This
[/3X to generate and
drive
turbines. gases
complicates solid to gas
system
increases the turbines
Tapping then that
fuel-rich the
from outlet
the gas
to drive tank
using the
turbine
pressurize turbine of
is viable, and the
providing LCM can be
reaction eontro]led.
between Again,
the the
fuel-rich problem to
exhaust turbine results
readily oou]d A-18.
changing The
outlet are
conditions in Table
make
this
concept
difficu]t
achieve.
shcwn
Stored Figure appendix A-16. of
Reactive This this
Gas
(Tridyne) was
This
eoncept
is
shown in
schematically the A-18. pressure-fed
in
system The
previously are
described
report.
results
presented
in Table
N.C.l_v_ve Relief Valves Fill/Vent Valve
_-] Fill/Drain Valve
To either
Main
GG
0-1C System);
or, Thrust
Chamber
(GG
System),
I
Throttle Valves Main GG
Turbine
Exhaust
Figure A-15.
Autogeneous
Pressurization
System.
Fill/Vent Valve
IsovaJvcs
!
NC Isovalvc (_ NO IsovaJve Regulators
E]
Fill/Vent
Valve
Figure A-16.
Stored Reactive
Gas (Tridxne)
Pressurization
System.
.f.,- ,._
(_
",-_ u_ 0 U',_ 9..rI_"
_)
S.-
(2)
fi.
2. U cO
!
f_ tO ._ u_ ,mr--E 0 _- _-_ "'_._c" Z 0 uO LO ,--k_ (_
C 0 .peO N
'Z
L_
X ...I
(._
)-0 C 0 OxJ t"xg (',3 ,,--
"Z
C: E o O. CZ tO SO *r-_0 I-," ","0 "0 (1) C= *r--e" _. -Jr._ eI--0 t4J
,,
r_ 0 0 0 _ 0
The
basic 1.
objectives Determine operating the over the the the
of
this feasibility the most
subtask of
were: deve]oping range. to drive the turbine and where a tur_ capable of
required effective exhaust. and cost
throttle way
2.
Determine to pipe
turbine weight
3.
Estimate the overall an
of
turbopt_np
capab]e
of
meeting
requirements. overview viewpoint, It since was also in second the program it was schedule determined that of to two speed pumps capable condition, for turbopump that these more p_nps development. than one turbohave would fai]ed, a 1.6:1 a wider have to to be
4. From _)u]d operate insufficient particularly range In during a
Provide reliabi]ity be required.
determined case up the be
would there
simultaneously, time just normal to get
turbopumps, if must of the first
the lift-off.
pump Since
pump over over wou]d
after
thrott]e thrott]ing each pump
operation, under
they
must
a 3-pump over
configuration,
a pump-out
operate
a 2.4:1 throttle operating thrott]e
range. range
In a 4-pt_p is 2.13:1.
configuration, The 4-pump life cyc]e way
with one out, is
the design easier
configuration cost. to drive
to ac_ate, issue
but wou]d was to wi]]
resu]t
in a higher the most
Another turbine.
determine have an
effective
the
This
decision
impact
on turbopump
deve]opment
costs,
unit production No design the attempt studies of
cost, as we]] as overa]] was were made at this point
oxidizer
feed system weight. a turbopump. overview of Sufficient assessment a of
to design
acccmplished, in
however,
to get an the
degree
difficulty system
acccmplishing
development
turbop_mlp
capab]e
of satisfying
requirements. - The general requirements for the LOX turboprops
Turboptmlp Requirements are presented A Acurex in Table A-19. design provided
preliminary Corporation
study
was
conducted
by
two
lxm_p manufacturers. to a pump
pre]iminary gas generators their selected
information to drive approach,
pertaining the turbines. but was
oonfiguration not
using separate represent to drive
This does provided to
necessarily one way
evaluate provided
the turbine.
A_Research
Division using
of Allied tapped
Signal off the
information
pertaining
to a configuration
gases
Table
A-19.
LOX
Turbop_mlp
Operating
Requirements
Maximum Pump Pump
Flow
Rate
3144 0.8 9.5 (11.5 Molecular of Weight 2
KG/sec MPa MPa MPa I)
Inlet Outlet
Pressure Pressure
Turbine Turbine Turbine Chamber
Drive-Gas Drive-Gas
Flow Ratio
13.75 1.12
Specific GG
Heats 2
Inlet Pressure Pressure) Temperature
(Main
Maximum 7.5 MPa
Turbine Inlet Temperature ) Turbine Minimum Minimum Four
(GG Chamber 392K
Discharge Flow Rate
Pressure
0.2 1895 3.5 Pump Out Capability
MPa KG/sec MPa
Chamber
Pressure with S_ng]e
Turbopumps
i. 2.
Regenerative cooling Assuming solids are
version. filtered
out
using
reverse
pitot.
main solid gas generator to drive the turbines. was selected for further evaluation.
Acurex sufficient show the Turbopump preliminary feasibility turbopump booster ptm_ are systen Each that greatly design of Configuration design the work approach, to The primary a
The Allied
Signal turbopump
objective design
was concept
to accallplish that would a
establish to predict
weight,
cost of
and the
establish Acurex
preliminary pump and
development are shown
plan. in Table
Characteristics A-20. and Turbine A-22,
main
and
gas
generator
characteristics The thrust were This feed
presented will
in Tables utilize 4
A-21
respectively. to feed The design feed a single
parallel by could a
turbopumps gas generator. the
chamber. sized such
turbopump three
is driven
turbopumps flow rate.
turboptmlps the
provide of the
capability The basic
improves of the
reliability is
overall and
system. the stateAn the
turboprop fuel-rich not a the
conventional gas generators a positive
within
of-the-art. oxidizer-rich turbine safety, rich gas Both size. times is much means surant rich a The that and
Oxidizer-rich turbine the pump. and is drive
and does is of
were shaft and
evaluated. seal between
require great
This cost
simplification For this
impacts the
inherent oxidizer-
reliability generator the total of the for
turbopump. the
reason,
favored
to drive and
turbopump. gas generators gas generator the small and flow are similar in three
oxidizer-rich flow rate for
fuel-rich
the
oxidizer-rich
is about rate
fuel-rich the
gas
generator. gas is
However, A weight
of methane of methane less an pres-
less small than
oxidizer-rich tank gas which
generator. lower In in
quantity requires case, the
methane fuel-rich was the
generator. primarily while
this
particular
oxidizer and
gas
generator of
selected turboptmlp cost.
because
it simplified the inherent
design
construction bility, It generator generator, using using the gases and
increasing
safety,
relia-
decreasing also of for gas off be
should
noted
that are
the
characteristics to those the
of from
the the
fuel-rich main of solid
gas gas
products except fuel-rich tapped
combustion solids
similar
content. would solid gas
Therefore, be
design the same
the for a
turbine turbine
generator the main
essentially
generator. This ooncept the uses gases The tapped off
AiResearch the solid
Turbopumlo gas
Configuration generator to
fuel-rich
drive
turbines.
turbopump
Table A-20.
Acurex PumpCharacteristics
(4 PumpConfiguration) 3144 3 (i pumpout) 1048 65 1113 0.4 0.1 0.3 30 20,000 8,000 8,000 5,000 1.7 150 9.9 879 ] ]. 5 5748 2449 2075 0.66 3]45 12,116 0.85 14,255
131 0.5 86 33 38
Total Flow Rate to Thrust Chamber,KG/sec....... Ntm_er of Pt_,ps................................. Flaw Rate per Pump, KG/sec...................... GGOx Flow, KG/sec.............................. Total PumpOx Flow, KG/sec...................... Suction Pressure, MPa ........................... Vapor Pressure, MPa............................ . NPSH,MPa ....................................... NPSH,M......................................... Suction Specific Speed, Boost Pump .............. Suction Specific Speed, Main Pump ............... Main Stage Shaft Speed, rpm..................... Boost PumpSpeed, _ ........................... Boost PumpPressure, MPa....................... . M.......................... Main PumpPressure Rise, MPa .................... M...................... Discharge Pressure, MPa........................ . Specific Speed Boost Pump ....................... Specific Speed Main Pump ........................ Fluid Power Boost Pump, hp...................... Efficiency Boost Pump ........................... Shaft Horsepower Boost Pump, hp................. Fluid Power Main Pump, hp....................... Efficiency Main Ptmlp ............................ Shaft Horselx:wer Main Pump, hp.................. Tip Speed, Main Pump, raps.......................
Head Coefficient, Diameter, Diameter, D_ameter, Main Main Boost Boost Pump ..................... Pump, Pimp, Ptmlp, raps............... am ............... (_n................ Impeller Impeller Suction
Table A-21.
Acurex Turbine Characteristics
HIGHSPEED Type........................... Axial Flow, 2 Stage Axial Flow, 3 Stage Speed, rpm..................... 8,000 8,000 Power, hp...................... ]4,255 34,255 6.89 Inlet Pressure, MPa........... . 6.89 Flow Rate, KG/sec.............. 66 66 867 Temperature, K................. 556 46 Tip Diameter, CM ............... 46 ] .5* Blade Height, ist Stage, CM .... ].5 ]92 Tip Speed, MPS ................. ]92 0.22 Stage V/Co ..................... 0.35 0.4 Efficiency ..................... 0.7
LOW SPEED Type........................... Speed, rpm..................... Power, hp...................... F] c_ Rate, KG/sec.............. Exit Pressure, MPa ............. Exit Gas Temperature, K........ Exit Gas Density, KG/M 3........ Tip Speed, MPS ................. Blade Height, CM ............... Axial F]c_, 1 Stage Axial Flow, 2 Stage 5,000 5,000 3,]45 3,]45 21 66 0.4 0.4 494 389 4.0 ].9 ]20 ]20 ]0.2
7.6
* Partial
Admission
Table A-22.
Acurex Gas GeneratorCharacteristics
CK-RI(]_
FJEL-RICH
Propellants Mixture
...................... O/F ............... K ................... MPa .................... KG/sec ................ KG/sec .......
LOM/Methane 47 556 6.89 66 65 ].4 57.4 8.6 ]52 8758 ]6.5 48
LOX/Methane 0.6 867 7.] 21 7.7 ]] .8 36.] 6.9 ]52 55]0 ]2.7 43
Ratio,
Temperature, Pressure, F]ow Rate,
Oxidizer Fuel Throat Throat F]cw
F]ow
Rate,
Rate,
KG/sec
...........
Area,
CM 2 ................. (34.............. Length, CM ........
D_ameter,
Characteristic Chamber Diameter, Length, Volume,
CM 3 ..............
CM ..................... (34.......................
characteristics are sum_arized in Table A-23. The gas generator must be modified to aco(mmx)date the added requirement dictated by the turbine flow.
This for autogenous driving the turbine turbine are not drive since should theoretica]]y f]uids, an be gas the ]owest cost approach confound additional However, gas stream. using and the so]id of from gas the the generator gas for driving change and in generators, method storage must be
tainers, to
etc., the
required. out of the
efficient
separate Another
solids
problem is the that
associated the
with
the
turbines
pressure Four
flow _re
rate taken
generator
throughout the Tab]e
flight. turbopump
points
flight
profile, are shown
resulting A-24. Turbine
characteristics
for
these
conditions
Discharge the gases the
- There coming gases out to
are of
basically the
four
choices
available
as
to what
to do
with I.
turbine. through a separate nozz]e or thrust
Exhaust chamber.
ambient
2. 3. 4.
Use Use Use
a]] part a]]
or of or
part the part
of
the
exhaust for
to
pressure vector
the
LOX
tank.
exhaust of the
thrust
control. to heat pressurization gases
turbine
exhaust
(cold A/I wou]d require be of to
gas
system). above have via a some degree of merit. however, A pre]iminary final selection will
the
exhaust detai]ed
separate
nozzle;
se]ection
more
analysis. Feed System to Selection acccmplish was a program it stored cost is analysis, presented This Each fails a in gas leg to
Preliminary For pre]im/ Figure m_xture planning
Oxidizer purposes
and
nary A-17.
oxidizer The
feed
system system
selected; of two
pressurization in the fu]]
consists by in so
Tridyne. va]ves. valve tank
is contained of handling
pressure gas flow
bottle just
iso]ation one
is capable open. at all
case that
isolation in the
A pressure times. gas and up f]cw to
transducer
is provided
pressure
is known
The regulator to and heat
then
goes
to gas
normally
open where
isolation the the _ oxygen
va]ve and are the
through hydrogen heated first
a gas react helium and is
a catalytic helium,. The
generator
the A
products
entering in
tank with
steam.
second
regulator
is provided
para]]e]
Table A-23. PUMP

Type
LQX Flow HP Rate, KG/sec
Airesearch TurbopumpPerformance Characteristics

NOMINAL OPERATION Stage Mixed PUMP Flow 1048 (11,750") ]4,000 0.76 (23.6) 22.9 (23.6) (17,300") OUT OONDITIOM
S_ng]e 786 9500 0.84 Diameter, CM 22.9
Power,
Efficiency Mean Tip
q'JRBINE Type Turbine Turbine Efficiency Speed, Tip rpm CM Inlet Flow, Pressure, KG/sec MPa One 5.2 (1) 7.3 0.42 ] 6,000 a8.3 (9.0*) Stage Impulse 7.5 10.4 0.48 ]7,000 48.3 (]2.8*)
Diameter,
* (i)
Regen cooling condition Thrott]ed frcmmainGG
pressure
of
1085
psia
Tab]e A-24. Time on Duty Cycle

Flow F](_ Gas Pump Pump Speed, Required Turbine Turbine Turbine Rate, Rate KG/sec per P_np, Chamber Pressure KG/sec (Seconds)
LCKTurboprop Transient Performance

i0 3]44 786 MPa 7.5 9.5 0.84 ]6,000 60 2]77 544 5.2 6.5 0.75 ]2,640 4825 2.8 0.37 4.8 80 2359 590 5.6 7.] 0.76 ]3,280 5628 3.] 0.39 5.3 110 ]905 476 4.4 5.6 0.74 ]],520 3657 2.3 0.35 3.9
Generator Out]et
Pressure, (2), MPa
Efficiency rpm Power, Inlet HP Pressure (3) , MPa
9500 4.3 0.43 7.3
Efficiency F]cw (4) , KG/sec
(i) Using so]id propellant gas generator fluid to drive Ablative cco]Jng version. (2) Assuming 26.7% h_gher than chamber pressure. (3) Throttled down frcm chamber pressure. (4) Total turbine flow for whole duty cyc]e _s estimated
turbine.
to be
6]7
KG.
Pressure
Transducer'
'
[--]
F_/Vent
Valve
lsolationfNc)Valves
I
Isolation Valve Regulators Isolation Valve (NO) (W/Health Monitoring Equipment) Valve _
(_Q NO Isolation
I 1 Ca_ytic
Gas
Generator
Fill/Drain
Valve
.Throttle Fuel-Rich Solid

Gas
Valves
Generator T = Turbine P -- Pump
Turbine Exhaust [ _For To Injector Ablative T.C.
Figure
A-17.
Preliminary
Oxidizer
Pump Fed System
Schematic.
connected
to
normally this
closed
isolation valve can be can be
valve. opened. and
In
case The
the
first
regulator valve with to in no
malfunctions, the
isolation regulator with In
isolation will should
malfunctioning Regulators
closed,
the
system systems
continue be used with
operate. this
built-in this
health switchover
monitoring should
application. signals the
fact,
occur
automatically
outside
required. fluid to be pressurized is cryogenic, this forced than shou]d out of the steam generated any This the off The will
Since liquify until and the
eventually bit of
freeze. oxidizer more the
However, is being oxidizer gas power
not the
cause tank. for
problem can be
last by
prevented
adding gases
slightly from
is required are
mission. and sent
Fue]-rich through exhaust parallel will
solid to a
generator parallel and
tapped
throttle passed
valves through
turbines. to the
turbine pressure emergency upstream
be
nozzle can be
expanded in
ambient an just
conditions. shutdown of the
These is required.
throttle The
valves single
closed open for to
event valve
normally used
isolation an emergency the pump
catalytic
gas
generator tank is
is also sent and used
shutdown. The oxidizer when when an a
Oxidizer pressure ablative regenerative A both system
from
the
directly sent or to the to
inlet.
is greatly thrust
increased, chamber thrust is
thrust inlet
chamber cooling
injector jacket
the
cooled
chamber is
is used. shown Jn Table thrust A-25. chamber This schedule covers
pressure and
schedu]e
the
ablative
regeneratively
cooled
cases.
Tab]e A-25.
System Pressure Schedu]e
Tridyne Storage Pressure at 289 (MPa) Regulator Outlet Pressure (MPa) Catalytic Gas Generator Pressure (MPa) Tank Pressure* (MPa) Inlet Pressure to Pump(MPa) PumpOutlet Pressure (Ablative) (MPa) PumpOutlet Pressure (Regen) (MPa)
68.9 1.8 ].8 0.8 (min) 0.9 (max) 0.4 9.5 ]] .5
*Inc]udes static
head. Minimumtank pressure is 65 psia.
APPI_DIX
HYBRID LIFE
CYCJF. COST
Ilybrid
I/_
Rx]e
(bstilg
_tl*xblo
The from
hybrid
LCC
model
was
developed
using
a wide
array upper
of
cost
experience tactical/ cost ability is ]ess that more in and
launch
vehicle
programs, and
spacecraft/probes, aircraft. into the the As costing "pieces") the more hybrid the usually
stages,
strategic models, of the
missiles, weight is level the as the
(xmmmercia] input
in
most
parametric The cost
primary
algorithms. to predict
]cwer than
relationships mode] in a in total.
(i.e.,
accurate is
Typically, of the
detail
design program,
data the
available, the
later
phase
booster total very
accurate preliminary comparab]e. The elements. hardware costs, the and
component studies such
costs. as this
However, one are
costs
produced
representative
cost
algorithms estimating design
for
the
hybrid
booster (CERS) hardware items
are are
comprised used to
of
several the Other to
Cost engineering called
relationships costs and the for figures
predict costs.
manufacturing not directly to
support itself.
costs, Finally, are
account cost
attributable
hardware support The
related
facilities,
ol:eratJons,
equipment
calculated. design engineering include the shop, tasks testing, of basic
component and and
hardware design, and of
component support, CERS
subsystem supervision the
drafting, clerical. basic The
developmental The component labor, set of
finance
hardware quality cost
manufacturing control, and are and
include and
tasks
factory support
subcontract systems everything engineering
material
costs. software other.
relationships tooling,
engineering, else called
engineering, Some of the
system other and costs
test,
include
]ogistics,
liaison,
facilities
engineering,
data.
Cost
Element
Definitions
Design knowledge configure
Engineering: of and
The
function natural of
concerned phenomena, and
with and
applying the which to
understanding industrial satisfies prepare arts known
and to or
materials, design of systems
hardware It
software the
anticipated systems design
needs
customers.
includes and
effort
hardware/ and
drawings, confirmation
data, by
specifications, mockups,
required
design prototypes,
reviews, etc.
utilizing
breadboards,
Develq_entad Shop Labor: The shop support to engineering during the design, development, test and production activities. It includes the planning, building,
articles, development tools, tests, and maintenance to of models, in to the breadboards, conduct of mockups, laboratory test and assistance and engineers liaison
inplant
remote
activities.
Subsystem cc_ponents and verify
Integration into
&
Test:
Includes it
the
effort the and
to effort
integrate to test
subsystems. and
Specifically, structural
includes
electrical
interfaces
specification
ccmpl iance.
The
following
manufacturing
CERS
include
the
following
task
direct
funct ions:
Manufacturing production shipping. manufacturing the manufacture
Engineering: planning, Some of the special tasks
It
includes
the
activities
of
too]
and and into for ng
charges, include
manufacturing
development, designs required manufacturi the
converting equipment
engineering and tools
plans, of
identifying the
factory
hardware,
reviewing plans
supp]ier and
capabilities, of items
providing in
numerical
control and
programs, on the and
charge
damaged
transit, shipping
refining
reporting and
manufacturing crating parts
process, for
fabricating and
containers,
packaging
in-house
customer
delivery.
Quality on
Assurance: to see
The if and
effort
required engineering that
to
perform
non-destructive
tests
hardware
it meets ensure
requirements, products and
specifications, procedures meet
T.O.
requirements, requirements.
vendor
qua] ity
Subsystem assembly.
Assembly: Included _uld
The be
effort any
of
joining
ccmponents
into
st_-
subsystem
testing.
Basic
Factor and
Labor
(BFL):
The test and
shop an major end
activity item
required of hardware
to
fabricate, to include
assemble, fabrication,
functional assembly,
minor
assembly.
Final Assembly and (l_eckout:

final item. assembly. Inc]uded _u]d
The effort
be the
of joining
final
subassemblies into
test of the
functional
end
The
following booster
definitions cost model.
relate
to
the
support
oosts
categories
of
the
hybrid
System integrated system, integrate design; identify, elements, provide tion;
F.ngineering: engineering GSE,
A]]
activities It
directed includes
at the
assuring effort to
tota]]y
effort. and test
establish and and to
subsystem, technical to a]/ocate define, to monitor and to maintain
requirements to optimize parameters interface equipment to
and total to
criteria; system
to define definition ]eve];
interfaces performance and control and
the
subsystem
requirements determine CEI
between
system to
design inertia] and
compliance; and
properties system processes
analyses, specification
support to and
documentaparts, integrate is the from
develop and
maintain and
provide to
standards product
materials
surveillance to this
assurance of
activities. system ]eve]
Fundamental design and effort
element and derived
documentation customer analysis. definition, optimization, and intrasystem
requirements guidelines includes, and
established System overa]] cost and
requiren_nts engineering system
through
functional system system analysis includes requireof
for
examp]e, analysis, balance It also program
design,
design
integrity weight and
effectiveness intersystem
analysis, compatibi]ity safety, and
analysis. survivability program
reliabi]ity, ments, equipment ments, tion human
maintainability, engineering component support and
manpower
factors,
preparation
and logistics
performance integration,
specifications, and design of
security test and
requiredemonstra-
plans.
Software maintain software
Engineering: (for the
All
effort phase
to being
design,
develop,
test,
deliver, software; rules
and with and
program all
estimated) data,
computer
including
associated for system
programs, operation.
procedures, may be
docuraentation
required
Software
subdivided
into
the
three
categories
of
test,
ground
operational,
and
flight
operational.
System equipment
Test: as a
All
manpower in and
required order qualify to
to acquire the space
plan
for
and
test data, in
prototype confirm This wind
system
engineering design (space
engineering element tunnel, subsystem
hypotheses
system chamber
total.
is limited ground
to envirorm_nta], based tests, and
programs),
includes and
static,
dynamic, tests.
fatigue,
performance,
qualification,
reliability
Tooling design, and aids mission and/or the
&
Special
Test
_:jtdpment:
Tooling
includes test, and for
all
effort
to
plan,
fabricate, jigs, are
assemble, dies, fixtures, special
inspect, molds, nature
install, patterns, necessary
modify, other the
maintain,
rework that
manufacturing manufacture of
of
hardware. manufacture or
Special that
test
equipment
includes which
all
effort for
to
design during
unique
equipment of mission
is used
testing
development
production
hardware.
Other: logistics, engineering,
The
other and
category other
is
ec_prised
of effort
liaison such as
engineering, facilities
data, safety,
miscellaneous etc.
training,
The thermal of the
hardware protection, same box CERS CER
design tanks, will can be be
and
manufacturing box, a the
CERS actuation of gas
are
defined
to
the
]eve]
of
control used in in
system, subsystems.
valves, For
etc. example,
Many the the
variety cold
control liquid
used the the
pressurization
subsystem,
tank The
subsystem, of The
and using
nozzle cost routine
subsystem. mode] must begins supply with a careful (in accounting for of each
process
all line
CCmlzonents. item. Design
weights
weight
pounds)
engineering
costs
follow
the
form:
Engineering
Dollars
= A(wt)**B
The answer is subsequently modified by linear multipliers of this equation that account for hardware ccmplexity, technological maturity, and the degree of "off-the-shelf" hardware designs. The off-the-shelf (OTS) factor is a correction factor that acoounts for previous design efforts that could be applied to a new _nent, thus reducing the eost of engineering design. At the lowest and finest level of ccmponent definitions (nuts, bolts, chips, etc) virtually everything wou]d be off-the-shelf. The other extreme, the macroscopic end item ]eve], virtually nothing is off-the-shelf. To determine where the OTS factor would fall in this spectr_, we try to estimate what percentage of the total engineering drawings/specifications are available for a given component. Figure B-I
simply a valve converts required this percentage to an OTS factor. and By way of from example, a similar suppose valve or 15 engineering and valid. OTS The factor for drawings, percentage (from Figure 3 drawings of available of 0.8. Figure B-2, relates an for
were 20%,
applicable corresponds Similarly,
drawings,
3/15,
to an the
B-l)
curve of
design
ccmp]exity ccmp]exity to
factor, an
experienced the design The maturity status maturity of
judgement cost third for the
component
appropriate
multiplier
equation. design cost multiplier technology. technology use as reflects A the impact is made of the ]eve] of the a
the
selected
judgement
concerning B-3 provides equation.
hardware's factor to
development. to the
Figure design
design
a multiplier
cost
_R
0 c_
0
0
l.L IU
l,.0
L_ F-Z
i, e'_,..
Z
D
LU
U. .J LU
er. UJ
e!
_-r"
!
t_ ! LU
llJ
!
"T
LI. U..
C_
I"
C_ C_ 0 0
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_r-
C_
I=IO.LOV4 NZ)IS_BC]
n-r" ILl
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0
0
>. iX DcO
E 0
I-"
D
0 (.9
Z
t_
X I.LI O.
e._
I-0
0 0
e"
e-
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Z r_ t.O ILl
m
OJ
O_
0,1
T-
_317dl7171Al
"
1._
t,...;
c)
LJ
,:
==
,,, =
LJ... _
>.,
I r-",, 0J .t....
_.
'_ == = ._.F. _-: _
-'
.__ Ilmlllm
oRIGINAL OF pOOR
pAGE
IS
QUALITY
The
following
CERS
are for the engineering factor)* (OTS
design have
of hybrid factor)
booster
components.
Note that all the equations
the form
(A (wt) * B) (complexity N0_e Cone: Structural
facto r)* (Maturity
shell
- includes
all structure
and fasteners tank.
for nose
cone
section
and attachment provisions A = 8609.5 B = 0.7647 Thermal - includes thermal structure of nose. A = 5,470.6 B = 0.6200 Cold gas oressudzation Tank - includes System: all structure,
to oxidizer
protection
and
insulation
and attachments
to
liners,
insulation,
and attachment
fittings
for
high pressure tanks fcr pressurant storage. Small tank: A = 57,700 (less Large (more Valves - includes than tank: than 200 Ib) valves, 200 Ib) B = 0.7643 A = 158,059 B = 0.479 service (less (more relief than than valves, and and pressure
iscla:ion
regulators. A = 72,220 B = 0.7034 A = 87,_20 B = 0.5163 Contrc! bcxcontroller includes structure, fcr pressurization A = 173,300 B = 0.7031 35 Ib) 35 Ib)
electronics, system.
wiring,
and a_achment
of
Oxidizer
tar_k: shell - includes all structure, cone stringers, and interstage. attachments, and --
Structural
interlace
flanges to nose A = 9188. ,4 B = 0.7638
Valves
- includes associated
isolation valves, pyro with oxidizer tank. A =72,220 B = 0.7034 A = 87,420 B = 0.5163 (less
valves, than than
and service 35 Ib) 35 Ib)
valves
(more
Control box - includes structure, electronics, wiring, and attachment of controller for oxidizer system. A = 173,300 B = 0.7031 Thermal - includes external thermal protection, insulation, liners, and attachments to tank structure. A = 5,470.6 B = 0.6200 Nozzle"
Structure - includes Based solid Actuation assembly nozzle structure and gimbal design and attachment activation. gimballed is vs. fixed 1.28 times hydraulic TVC nozzle higher) control, concepts. difference (Note: provisions to combustion chamber motor
on total
- includes
actuators,
sensors,
accumulators, and attachments A = 68,740 B = 0.8764
for gimballed
nozzle
Fluid
injection associated
system
- includes
all plumbing, TVC
sensors,
and injectors
with a fluid A = 130,000 B = 0.4100 all valves
injection
concept.
Valves
- includes
associated (less
with than
fluid
injection
"FVC concepts.
A = 72,220 B = 0.7034 A = 87,420 B = 0.5163 Thrust Control Valves valve: variable
35 Ib) 35 Ib)
(more
than
- includes control.
(throttleable) (less (more
valves than than
associated 35 Ib) 35 Ib)
with thrust
A = 72,220 B = 0.7034 A = 87,420 B = 0.5163
Control box - includes structure, controller for thrust control A = 173,300 B = 0.7031
electronics, valve.
wiring,
and attachment
of
Lines Lines - includes oxidizer lines, bypass lines, pressurant system lines, and turbopump fuel feed lines. A = 17,640 B = 0.4951
Other structures: Aft skirt with - includes nozzle, all structure actuators and fasteners, pad. interfaces case, and attachments and gas generator and load paths/hold
downs
for interfacing with a launch A = 218,000 B = 0.3305 allstructure
Interstage-includes
andinterfaceflanges
and a_achmentsto
the oxidizertank and gas generatorcase. A = 75,125 B = 0.4569
Attach
struts
- includes
all fore and aft attachment loads between the hybrid
struts booster
and fittings and parallel
required to handle core vehicle.
A = 795,000 B = 0.273 Seosration Rocket motor_' (cluster) motors -includes all rocket motors, ignitors, system. a_achments, safe and arm, anc secuencers A = 1,610,784 B = 0.553 for separation
Eiectrical Systems: Eiectronics and software, sequencing,
Instrumentation software range safety, A = 221,800 B = 0.5276
-inc!udes and control
all electronics algorithms.
hardware
and
development,
monitoring
instrumentation,
Electrical
power
supply hardware
- includes
all power power
storage, of time
conditioning, valves, from ground
and and umbilical
distribution
for electrical
to electronics,
any electrical actuators for the period disconnect to vehicle recovery. A = 242,500 B = 0.7009
Cabling - includes all wires and interface connectors assoc!ated with electrical power and signal distribution. A = 87,389
B = 0.63 Tvrbo0umos: Oxidizer (and hydrocarbon) turbopumps - includes turbopump assembly, exhaust system, and mounting A = 35,000 B = 1.000 provisions.
.Gas Generator: Solid motor arm, - includes and injector all structure, hardware. (General rocket equation motor) for total solid insulation, propellant, ignitor, safe and
A = 261,000 B = 0.4100 Injector -includes all structure A = 279,796 B = 0.4900
and interfaces.
q;atatyst
Bed: Bed - includes case, catalyst, interfaces, and mounting provisions. A = 195,857 B = 0.490
Catalyst
After
calculating
the engineering integration dollars equation. effort.
costs,
a 20%
addition
is made
to account
for
the subsystem The
manufacturing dollars
are calculated The equation
using
the same
general
form
of the of a
engineering
is then
modified
by a series complexity,
linear multipliers material factor,
that account for the hardware manufacturing and the learning curve cum factor. CERS, curve factor the first of these as for engineering for a selected linear design. multipliers, Refer level.
For the manufacturing factor, select uses the same the appropriate
the complexity to Figure B-2 to
complexity
The manufacturing costs are also modified by a material factor which accounts for the relative cost of manufacturing and raw materials for typical booster hardware. The material factors used are as follows: Aluminum Aluminum Lithium Titanium Stainless Steel Carbon Composite Steel = 1.0 = 2.64 = 1.45 = 2.0 = 1.14 = 1.0
The third multiplier accounts for the learning curve effect. The learning curve (LC) cum factor includes both the "slope" of the learning curve, as well as the quantity of units produced.
The value of the Nth unit, call it Y, can be expressed as
Y -
log10 AN
(slope) lOgl0 (2) unit slope
Where: Slope
A - theoretical learning
first curve
(TFU) values
value
The
cumulative
curve,
which
results
in a LC oum
factor,
is calculated
from:
LC cure factor
" Z + 1 Where:
(N + _) Y Z - m AN using
By way of example, building factor value of approximately
300 valves 171.3.
a 92% curve
results
in a LC cum
The following CERS are for the manufacturing of hybrid booster components. Note that all the equations have the form: (C" (wt) " " D) * (complexity factor) * (material factor) * (LC cum factor). The component descriptionsl as far as what each item entails, is the same as the descriptions previously given for the design CERS.
No_e Cone: Structural
shell
C = 12,140 D = 0.6727
Thermal
C = 2,156 D = 0.7505 system: 200 Ib) 200 C = 22,390 D = 0.5713 C = 14,863 D = 0.654 C = 4,254.7 D = 0.8617 C = 3,520.9 D = 0.5228 (less (more than than 35 Ib) 35 Ib)
C,.,01dgas oressurization Tank Small (less Large (more

Valves -
tank than tank than
Ib)
Control
Box-
C = 52,540 D = 0.5669
Oxidizer
tank: shellC = 3183.84 D = 0.8076
Structural
Valves
C = 4,254.7 D = 0.861 7 C-= 3,520.9 D = 0.5228
(less (more
than than
35 Ib) 35 Ib)
Control
box
C = 52,54O D = 0.5669
Thermal-
C = 2,156 D = 0.7505
Nozzle:
Moveable:
0.5X
(325250 (273250
+ 108 x nozzle + 0.97 x avg.
wt.) thrust)
O.5x
Fixed:
0.5
X (85005
+ 131 x nozzle wt.) +
0'5
(57701
+ 1.03 x avg. thrust)
Actuation
assembly-
C= 10,821.8 D = 0.5454 C = 52,540 D = 0.5669
Control
box-
Fluid
injection
system
C = 5,4OO D = 0.5454
Valves
C = Z,254.7 D = 0.8617 C = 3,520.9 D = 0.5228
(less (more
than than
35 Ib) 35 Ib)
Thrust
Control Valves -
Valve: C = 4,254.7 D = 0.8617 C = 3,520.9 D = 0.5228 (more than 35 Ib) (less than 35 Ib)
Control
box -
C = 52,540 D = 0.5669
Lines:
Lines Other
C = 11,550 D = 0.3143
Structures: Aft skirtC = 25,360 D = 0.4961 C = 11,905 D = 0.571 C = 4120.3 D = 0.6593
Interstage
Attach
struts
Seoaration Rocket Electrical
Motor_: (cluster) motorsC = 17,894 D = 0.544
Systems: and instrumentation C = 34,130 D = 0.7524 C = 22,720 D = 0.4477 C = 3445.2 D = 0.927
Electronics
Electrical
power
supply
Cabling Turbooumos: Oxidizer
(and
hydrocarbon)
turbopumps
C = 1,000 D = 0.800
Gas
Generator: Solid motor case ('(-291,291 + 382,584" + 330.86" Reuse)" volume
(-539,179 + + 737,152" Reuse = 1 Reuse = 2 InjectorC = 33,932 D = 0.613
50.57" weight Reus.-) ); = Fx'm_ndable Reusable
CataFvst
Bed: Bed C = 16,66 D =0.613
Catalyst
After
calculating
the manufacturing assembly assembly effort.
dollars,
a 5% addition
is made
to account
_ for the.subsystem To account manufacturing sum is multiplied for final
and checkout
to arrive
at a complete assembly
system, factor
the
dollars
are added
to the 5% subsystem
and the
by 15%. costs are calculated based on the resultant design and Refer to the previous definitions of what activities are area.
The support manufacturing included
function costs.
in each
suppo_
Systems
engineering
dollars 0.323
are computed
as:
- (Design
$) -- 0.9802 as:
Software
enoineerino
dollars 1.370
are computed
(Design
$) -" 0.8944 as: $) "" 1.3226
_dollars
are computed 0.0006
,, (Design
Tooling
costs
are manufacturing 0.0045
dependant: -o 1.1526
(Manufacturing$) as:
Miscellaneous
costs (0.1138-
are computed (Design
S) "" 1.0185)
+ (0.03-
(Manufacturing
$))
The remaining costs that need to be accounted for are for the ground complex and launch operations (GCLQ). The basis for the algorithms and estimating relationships related ground is a collection equipment of historical (GSE), booster system cos;s data. This data and the GCLO cost is to ncnrecurring support, investment operations. and recurring booster Figure launch B-4 for launch facilities,
operations, describes
recovery/refurbishment breakdown s;ructure. Cost data were tables. escalated Costs
to Fiscal in millions
Year
1988
levels
using
NASA
JSC and regressed
escalation
of FY 86 $ were
tabularized
against significant launch system technical or programmatic characteristics. All algorithms iP,c!uded herein provide solutions in FY88 millions of dollars. The algorithms are loosely structured into a preliminary which defines nonrecurring investment as the sum ground support equipment costs, recurring costs cost model architecture of launch facilities costs are defined as the sum of factors are to a particular used for and
launch operations costs and refurbishment costs. Complexity available within the detailed algorithms to tailor cost solutions booster and its launch GCLO data. All cost estimates requirements. Appendix
A lists the sources
are at price/outlay
level
in constant
FY88
dollars
(millions).
All facilities algori!h.ms cover construction of new installations. If existing facilities at ETR or PMR are to be modified/converted for advanced launch systems, modification algorithms system maximum and other complexity must related launch launch adjustments be applied. to the rates pad area and provide reflecting Facilities represent backup the relative percentage Support of Typically, to support explosions a and Ground Equipment pads
unit pad expense. individual event in the
complex
may contain
two or more
on on-pad
contingencies.
o._ ._. o=
_
f_
(D
,I
,,_0
...t
000000
.-1 ,,.I --,I ..I ,..I ,_1
uJ
rr
tO _,,-
Z m rt-
"g_;z
e'- _
I,u
i!
1,
Facilities (RPIE). (RPIE) Ground
include brick and mortar and real property installed equipment Any support item which is mobile or transportable is classified herein Support Equipment emplaced (GSE). during Real Property Installed Equipment complex. to launch, is permanently Support construction of the launch items
as Ground
Equipment maintain,
is that population and provide training
of support which
used or
service, checkout, transportable.
are mobile
Launch Operations includes costs operations and checkout, propellant and launch requirements
of technical system charges for liquid operations,
management, prelaunch fueled systems, mission spares
control operations, recovery of GSE and Facilities.
and sustaining
The following Launch
noru'ecu.mng Ceres',":
cost aJgohfl'_z_ are for facd.des costs (FC). (See FiD.u'e B- 5 )" " ((TOGW)-Where 0.474) (K1) = Takeoff Gross Weight K1 = Complexity Factor
& Control
FCI = 0.010
TOGW
Pad & Sire.._rz_'sa_don: FC2 = No" 0.037
(See Fi=m.Lre B-6) " ((TOGW)-Where 0.545) -(K2) of pacs Gross Weight Factor
Np = Number TOGW = Takeoff K2 = Complexity
Vehic!e
A,_se.-,,,blv BuLid.L_.__:
(See Figure
B-7)
FC3=
0.004
((TOGW)
-- 0.733)
- (K3) = Takeoff Gross Weight K3 = Complexity Factor .
Where
TOGW
l:h'O_.,'n
.a,0.,mJ.ni_-atiqn FC4=
& Facgi_' 0.094
Mo4ificadqn_: + FC2 + FC3)) FC1 = Launch
(See Fimare "- 1.224) Control Assy Facility Bldg Factor
B-8) (K4) Facility Cost
- ((FC1
Where
Center Facility
Cost
FC2 = Pad and Site FC3 = Vehicle K4 = Complexity
Cost
Y(in
.
millions)
= 0.011322-x
0.458713
-Launch & Con=ol C:nm: Cos_ _ons of $ ClrYSS)
- ....
................
(D San:_,'n V
G Tkan Ar.l_ (DAd_ I/ C_n=_
Tr[c
Afla.s Agenz
I00,000 CPlef:%,'#.t OF POOR Center Facilities Cost (FCI) vs.
10,000,000 PAGE iS
QUALITY
Figure
B-5.
Launch
& Control
TSGW.
Y(in
millions)
= 0.034174-x
0"54261
i & Site Prpa._tion JEw Cos: per Pad /_tions of S (FY88)
Sa.mm IB
_ _ At!a.s Atlas
Tl_mn IZIC
Agena
A_as
Centa "_
100,000
1,000,000 BoosmrTOOWOb=) ORIGINAL OF POOR FiQure B-6. Pad & Site Preparation Facility Cost (FC2) vs. TOGW.
10,000,000
PAGE. IS QUALITY
Y(in
millions)
= (7.300246-10-8).x
1"437259
idesCos_Vehicle
nbly Building llions of $ (FY88)
)0,000 Boos:::
1,000,000 TOGW Ohm)
10,000,000
.Figure
B-7.
Vehicle
Assembly
Building
Facilities
Cost
(FC3)
vs.
TOGW. iS
OL_iG;iG_L PAGE OF FOOR
QUALI_,;
Y(in
millions)
-- 0.094094
x(in
millions)
1.224191
a Admin & Mods.
I0 ORIGINAL OF POOR PAGE
1,000 IS
QUALITY
:iQdre
B-8.
Program
Administration
& Modifications
Facilities
Cost
(FC4)
vs.
Facilities
Costs.
Fscilit,ies
Initial
Spares: 0.02 (FC1) Where + 0.07 FCI= (FC2) Launch + 0.02 Control Assy (FC3) Center Bldg Facility Cost Facility Cost Cost
FC5=
FC2 = Pad and Site Facility FC3 = Vehicle The following nonrecurring GSE' = 0.355 ((ALR) K5 *cost algorithms are for GSE: (See 1.264)* Maximum Figure (K5) Annual B-9)
_.svn,h Control
GSE1
Where
ALR =
Launch
Rate
= Complexity
Adjustment
The
following
nonrecurring G_E_ = 0.355
cost
algorithms
are for GSE: (See Figure (KS) Annual Launch Rate Adjustment B-10) (Np) Weight B-9)
Launch
Control
GSE1
((ALR) ALR K5
--
1.264).
Where
= Maximum = Complexity (See
P,,aC G S E: GSE2 = 0.011, Where ((TOGW)-TOGW K6 Np IACO GSET GSE3 = 0.003 ((TOGW)" TOGW K7 Mobile Eauioment: GSE4 = 16.23 ((TOGW)-" TOGW K8
Figure
0.612) (K6)* = Takeoff = Number (See 0.743) = Takeoff Gross = Complexity
Adjustment of Pads B-11)
Figure
" (K7) Gross Weight Adjustment B-12) .... Weight --
Where
= Complexity (See Figure
0.228) = Takeoff
(K8i Gross
Where
= Complexity
Adjustment
onzrol GSE Cost ons of $ (F'Y88)
Y(in
millions)
= 0.354683-x
1.264195
/_rl )Ad_ Atlas Ag_na
as Centaur
lO Annual Launch Rate
IO0 C_:':i_-'i_!_'-"!- '_'"_ '>:" _ ' oF V_'O_: QUALITY )p,
Figure
B-9.
Launch
Control
GSE Cost
(GSEI)
vs.
Annual
Launch
Rate.
Y(in
millions)
= 0.012122,x
0.594603
GSE, cos: pc: pad _1_ons of S (i=_'88)
Saru_,, V
G Ti_.n ]EIC A'das _2_Afl_ Ag_nz
"
C'.nLZ_-
_.....
__
S arm"n IB
00,000
1,000,000 Boost::TOOW (Ibm)
I0,000,000
Fiqure
B-IO.
Pad GSE, cost
per
pad
(GSE2)
vs.
TOGW.
ORIGINAL OF POOR
P#,QE IS QUALITY
Y(in millions) = 0.000814,X0.827124

_m_c_ration Assembly
_ec-kout Cos{GSE ti.ltions of$ CFY88)
o Sa ",_-n/V
S a.m:z I
Atlas _.
,
Atlas Centauz
00,000
1,000,000 BoosterTOGW Obm)
10,000,000
Figure
B-II.
IACO GSE Cost
(GSE3)
vs.
TOGW.
OF PUOR
0UALITY
Y(in millions) = 0.533519" X0"44645
10,000,000
0,000
1,000,000 Boost::TOGW Obm)
Figure
B-12.
Mobile
Equipment
Cost
(GSE4) vs. TOGW. OR:G!NAL OF POOR PAGE IS QUALITY
Initial
$oares: GSE5 = 0.05 (GSE1) GSE1 GSE2 GSE3 GSE4 + 0.15 = (GSE2) +0.07 " (GSE3) Cost + 0.5 " (GSE4)
Where
= Launch = IACO = Mobile
Control Cost Cost GSE
GSE
Pad GSE
Equip
GSE
Cost
Ground GSE6
Sector = 0.036
Software: ((KSLOCTsT) K9 KSLOCTs "* 1.12) T lines of code, (Kg) + 0.043 ((KSLOC INST ) " 1.20)
Where
= Complexity
Adjustment
Thousands of source test & checkout KSLOCINST Thousands real time The following recurring cost = of source instrumentation
lines
of code,
algorithms
are for annual
launch
operations
costs
(LOC):
Tech
System
Manaaement: LOC1 = 0.009 " ((TOGW) TOGW L " 0.516) = Takeoff = Annual " ((L)" 0.360)
Where
Gross Weight Launch Rate
Pretaunch
Ooeraticns LOC2
Checkout: = 0.025" ((TOGW)
(see
above) ((L) "" 0.360)
"" 0.516)"
propellant
Cost: LOC3 = L" (WF" Where CF" BF)+(Wo F_--Fuel O = Oxidize CO" r per flight (Ibs) BO)) "10-6
W = Propellant weight C = Cost per Ib B = Boiloff factor L = Annual Note: Solid propellants are included in assembly Launch costs.
Rate
Mission
& Launch LOC4
Control" = 0.010((TOGW)
(see -- 0.516)
above) ((L) -0.360)
Recovery
Cost: LOC5= 1.77Where ((L) -- 0.534) L = Annual booster Launch Rate
Note:
Sea recovery
of 1st stage - FC/GSE; (FC5)
assumed.
Replenishment
Soares LOC6
= 0.10" Where
+ 0.20" FC5 GSE5 Initial L
(GSE5) = Facilities =Ground
" (L "" 0.05) Initial Support Spares Cost
Equipment
Spares
Cost Launch Rate
= Annual
GLCO
Data
Sources
SP-22.'-
- Launch
Comolexes
for
Soace
Missions: and Yates,
Eqonomic General
and Electric, Santa
Ooerational Considerations, Barbara, California, 1963 ELV date.base (_p_t Model and - So_ce for Soace Cost
Frederic
Advisory
Grouo _y_tems
c'SCAG).
NASA,
JSC,
1986
Tran._o0rt_.tiQn
Develooment. MBB, Atlas 1980 Centaur,
Fabrication.
Ooerations.
(TRANSCOST_. Pooulation. 1B, Saturn V
D. E. Koelle, Atlas Agena,
Facilities Saturn Ground Centaur, _.unch
- Prcgram 1, Saturn
Titan
IIIC,
SuDoort Ecuioment Titan IIIC, Saturn Ooerations, Scout,
- Progr_.m Pooulation. 1, Saturn 1B, Saturn V Atlas, Atlas Centaur,
Atlas,
Atlas
Agena,
Atlas
Delta,
Titan
34D,
Ariane
I_C
Ommp_er
Model
The computer design
Boeing program
Hyperve]ocity was utilized on hybrid
Aerospace to assess
Vehicle the cost, impacts
Conceptual of hybrid and
Design
(HAVCD) and
components performance.
considerations Boeing, under 1986 and
booster IR&D,
reliability, this
independent 1987. of HAVCD a
developed launch developed only a
specialized design
analysis subprograms
program with a
in
combines
vehic]e
modified the
version
previously with
optimization fraction comparison an a]] of
technique a number 1
to of In
perform design 1988,
optimization required further under
analysis by
small
evaluations HAVCD was study uses
traditional under 2
parametric IR&D to
methods. liquid
developed NASA
support
booster
propellant HAVCD hybrid programs. 13. The
contract.
specialized
conceptual/preliminary and additions
design to is
subprograms. the shown previous in Figure
The subB-
study A
required flow
modifications of were the used hybrid
diagram that
booster study
mode] are:
subprograms
in this
AIREZ WITNEW
- aerodynamics consolidating weights routine and configuration
determinator. SOLID hybrid required. structure, tank, solid avionics, case, recovery interstage system. sizing, both structure and performance plus required oxidizer and solid
propellant NOSE TANK - nose ox
dimensions. PRESS sizes the pressurant tanks for a]] of the configurations.
lo
G. T. Force April
o
Eckard and M. J. Hea]y, "Airplane Responsive Aero Propulsion Laboratory, Wright Patterson 1978, AFAPL-TR-78-13. Phi]lips, Study,"
Engine Se]ection," Air Air Force Base, Ohio,
V. We]don, M. Dunn, L. Fink, D. Booster Propulsion/Vehic]e Impact Washington, June 1988, NAS8-36944.
E. Wetze], =Final Report Boeing Aerospace, Seatt]e,
t_
O t._.'
,4
o_ t,
COSTIT RELIB _IDP
- design, - single
manufacturing booster subsystem
through and
life system
cycle
cost.
reliability.
- trajectory
performance.
AIREZ relationships data. The
relies
on
blend
of in
simplified acceptable a table number ef
aerodynamic agreement axial (Mach and 0.3 to
theory with normal 20) wind
and
empirical test force
which subprogram as 60 ) of
result
tunnel
generates
aerodynamic and angle
coefficients (-I0 to
a function based the on
of Mach airframe hybrid vehicle The
of attach The for the to
geometry booster matched was
determined evaluated thrust
from as ]eve]
WITNEW.
performance the shuttle and for the
fuji-size The core
a replacement and were drag of
SRBs. external the wave
the
shuttle account or from
tank. drag
aerodynamic from the the
drag
routines tank
modified
impact to
external
to the This
hybrid
boosters the drag
hybrid with is the
boosters
external
tank.
lowered
coefficients WITNEW sets up the
booster
length. routine to be size, ]iftoff through to and a for the output and from ca]Is the on subprograms. the appropriate locations, shutdown system up that It
co]]ection
configuration to get a physical
evaluated oclnponent weight a]]
subprograms center weight, and would of
weights, (GLOW), of the
eaaponent empty weight,
gravity The
travel, program
gross cycles
etc.
subprograms Files are
until set
subsystem be SOLID used
weights by COSTIT,
converge RELIB, flight the
constant
number.
NTOP. and solid propellant tables expansion as turbine and/or from ratio load and from the the
determines thrust (such as
the trace, mixture
oxidizer specific
given
ASRM
impulse
(Isp)
input etc.) gas
variables SOLID (from contro] This used
ratio, fluids from
operating lost
pressure, such
ratio, exhaust thrust the file
adjusts the gas (TVC)
the
Isp
for or (from
overboard
generator fluid sets up
a methane/LOX the gas Isp, during tank
preburner) generator and or
vector
either
oxidizer). that NTOP
program
the
time,
thrust,
expansion
to determine PRESS
booster the
performance pressurant in the The and
ascent. vo]tmle, tank use tank to the size and shape, in the or and ox
determines weight
pressurate tank at
initially
pressurant can as
pressurant helium TANK
thrust of
termination. hydrogen,
program oxygen)
either
pure
tridyne to
(a mix
helium,
the
pressurant.
is ca]led
determine the wall weight.
thickness,
el]ipsoida]
ratio
of the dome and the vessel
OOSTIT is a program that uses cost algorithms for each component generated from WITNEW calculate the design cost, first unit manufacturing to
cost, and the Total total manufacturing and DDT&E cost costs cost to be of the based on the delivered based total on ocmix)nent the design weight quantity. and of acquisition costs. and total the is calculated is based on the
manufacturing the boosters
Operational missions reliability on the
system
flown. each number each subsystem of and the reliability and of the
RELIB the overall of
computes system. ocmponents and
Depending used in
required
ccmlx)nents ecmponent subsystem
number
system,
de]ivered into the
re]iabi]ity re]iabi]ity
is calculated and the overall
is avai]ab]e
to be
integrated
system the tank
reliability. boosters low Earth to their (150 was and be a separation nm circular point, at and a shuttle The pounds of 452.4 ascent was a the was the and The to be
NTOP and an
flies
hybrid to tank of a
external and
orbit
28 East). 1,840,600 Isp
shuttle with
external
]iftoff
weight
determined de]ivered from the used
to be vacuum
1,578,600 No
pounds fluids
propellant assumed The where of a 50 to
seconds. except vertical shuttle used for
were
lost
shuttle in turn thrust this would
during study
thrusting ascent to an
propellant. to a point altitude is fly shown
flight
profile
continued nm. The B-14. ASRM
gravity booster As
deliver that
apogee mission up to
profile of
each was they velocity (see
in Figure
a point with the was
reference, shuttle, orbit.
program together staging 680
set
representative 73,500-pounds Peak a peak vehicle
boosters to
the above
delivered was Figure not
about
payload
4,800
ft/sec. with core
dynamic
pressure of
determined g's the (see
ib/ft 2
B-15), permit not
acceleration constructions
2.67 for
Figure
B-16). boosters;
Time
did
quarter-size
these
were
flown. can of be be this run generated optimization on the HAVCD The "n" using the method is of that a steepest minima] allowing is used
Optimization descent. number optimized for of The main
equations feature have to and is 8 be to
technique program, squares the
designs designs
thereby method of
derived
quickly. (n+a)2 is not where a
latin is
optimization and "a"
requires 1 when "n"
nit,bet and is are
independent "n" is to a be
variable prime
prime
number
2 when
number.
For
independent
variables
(8+1)2=21
cases
required
E
op-
L r"
C_
I I
.p-
i
I
i , ;....... : ..,i .... ; .
...... . ........... !.........!...... ,..... i. , ....... .
(iql ) ISn_Hi
q.)
o,r--
t-',
,.4
I
0...)
(;sd)
_RSS3_d
91RVNXO
........................ = :-""" ..... _..... "'_ ,'" ...... _ ..... ,_ ......... . _..... r.............. -................. -_.-.
'
"
_ _ !
,_
..... _---_---_ "i I" i.....i ..... .... : I ................ ...... ...... = ;.--- ................................... ...... _............... '.i-i-_ ', _ _ ' :.J I _ " ' " ' I i w i ] :
, t i
....... ,............ ........................ ii _...... ........ 1 ................. :""i..-, ............._ I.........I.......... I-! _ ......
_ . " ' ' , : : . I [
- -- --............... " ..............
'
: _
i_I
_ I : *
i.............. '.................... :............... i I....... i .....t...... --./_ ....... ;
* , I
'
I .
L.._,
,__
. .....
E
. _,,,.
.............. i '_ .
. ' '
:.:
.
:,
'
:_..!
i ' _
.....: I
'I i !
I'
,
I,--,-
..- ......--',i..." i......................... : .... _... -i............. ............ _....... :........ ....... . . : i.. . _.. _ -............... ............ _ 2 ...... i-:...... "i-"_ : i, i I' , ; f ..1: I i,._ !... , _
op,,.
-.,,.
....
'
'
__..
,__
,. : _ "
i- --...._ ....
i I ' _
I
.
,
_ , : . i
:
I
. .......... _........ ! :.........
...._,...... ! _ . _ :............ ]: ........... .... ............ _ .....
.............. ........ i ..... ,.............

I
f,,,_
_,.,.
,_', _ ................................... :..................... _,,,\1_. i. i...... .............. _ i i............... "

................ i _1 .... _. " ............... ;_ "I: I +--._.--,I , ',................ . I
run. plot levels minutes
The
time
savings would
is evident 65,536 4 to on
when
one
considers to power be
that
a traditional for cases). the time
carpet (4 30 is be be
approach per to
require requires a design the ten
designs the a 8th
evaluated of
8 variables At about
variable derive Once in or under used
number ocmputer, an
VAC are Any
8300
savings can can
substantial. performed optimized
equations seconds.
obtained, of the
optimization variables
dependent
as a constraint.
(3c_er
Model
Assumptions
Oxidizer
Tanks
Upper pressure developed thickness in
and from due was
]ower the to a
dome
thicknesses required
were
determined to the
based
on
liquid head
]eve]
m/nim_n
pressure ascent upper
hydrostatic The
pressure wall
3g maximum on the
allowed of
acee]eration. and lower would dome be wall added or wall gust
cylinder
based
average the
pressure,
assuming on a
practical
application pressure local
cylinder
walls The
tapered
based
representative evaluated in wall for
gradient. and if
cylinder were to
thicknesses a slight buckling. loads were
were increase Side not
buckling, would occur to
stiffeners required vehicle
thickness due to
prevent and
loads
booster wall was
core
moments
considered Tank volume. oxidizer IM7 by ARC.
in tank ullage Reserved load tank No
sizing. to be 2 percent of at the 2 total percent loading of the oxidizer flight
assumed propellant
was
ca]cu]ated
weight. dome el]ipsoida] were made ratio and tank for weight local equations wall were provided
provisions
available
buckling.
Turbopump turbines calculated each and pump added for
equations each on would
assumed be
that
boost
pump
and
main by
ptm_ each
plus was
required. oxidizer
Horsepower flow rate and
required the total Isp a
based was
the maximum to
head of
pressure system of the
required
deliver. or
Turbine
flow was
reduced added
the as
the
solid
propellant
methane/I/3X
function
turbine
in]et
temperature and delivered to the overall

Weights
horsepower. system thrust.
Turbine
exhaust
was
assumedto not contribute

Structural
The shutt]e would hcw of used
aft solid
skirt rocket
on
the
full-size It such
booster was as
used
the a
weight vehicle but An
of
the of
current type c]ear weight was
boosters. structure for
assumed the body aft
that
this not
require this would
support be
skirt,
it was aft No
modeled was
different for all
diameters. boosters.
skirt aft
13,722 on The the
pounds
assumed
full-size
skirt
quarter-size
boosters. between weight each the of and core each along vehicle booster with and (full the the or boosters, quarter thrust weights size) ]eve] and of
connecting based
truss, on
were the the
calculated maximum shuttle. Interstage
the of
thrust
]eve/
maximum
wall at
thickness No
was
based
on
localized were
buckling
and
the
load
it
was
supporting
3g's.
bending
moments
considered.
Quarter-Size
Boosters
The the
quarter-size
boosters
used
the levels case
same
weight
and
sizing by
algorithms one-fourth, remained was
as but the also
full-sized
booster. in the
Thrust motor
were
reduced
insulation same as
thickness the to full-sized remain in
and
combustion batteries,
chambers and
booster. of the
Avionics, full-sized booster,
wiring string
assumed were valve,
that the
booster. such as
Single one
cc_nponents throttle
assumed one
quarter-size valve, etc.
pump,
one
isolation
Sample
OcmputerNodel
Variable
Ir_uts
Figure from
B-17
shows The
the
list
of
variables were
that
were
available for
to the
be
changed
run-to-run. vehicle.
values
shown
those
used
full-sized
reference
T_rpica]
Caqmxter
M_]e]
O_
Figure reference and are
B-18
is
brief
list Cost and
of
the
ocmponent
size
and
weights are also
for
the
expendable shown
booster. B-19
and
re]iabi]ity respectively.
resu]ts
included
in Figures
B-20,
Beuseab]e
Booster
L(X:
Calculation definition the sheet cost is of of the
of
the
LCC
of
recoverab]e/reuseab]e design section ]ife. of a
boosters The
requires rate,
the and
reuseab]e
components' An examp]e
attrition
refurbishment. on Figure costs for B-21.
reuseab]e
booster
input
shown
Refurbi Refurbishment percent
shment costs
for ]iquid
SRM
ocmponenfs
were
obtai ned were
from to
STACEM. be 25
oxidizer
ccmponents
assumed
of TFU.
Referenoe
Trade
Data
Attached trades that
are were margins,
sun_ary completed. reserve
tables Also
of
the
referenee are
conditions the results
and of
materials the LITVC, loading
attached and
structural trade
prope]lant,
prope]]ant
volumetric
studies.
DISBTY-2. P, TINS= P .0!27 SPVFT.3. TFSOF1-0.

T(IS,)I:I,O. ELRTI':I<= 1.4 EL_,PTN= ]. &
:tJ,_t_HLlr.y,
Ut
UA
I_NI,
I'1
E):PR.,_ .5. RSuLID=6.5 RZERO,.2. 333333

CONANG= 18. ALTHK,. 03(I SL;NSU-. 15 SLINSI.-5.0 THKINJ =8. THk!NL=. 5 CMBF',AT=5. HLFANG=20. GYMBOL-5. DTYCY L,,.5 (;AS'I'VC= l GAPNOZ=. 5
!DISTANCE BET_:EEN TANi:. ASSE._IBLIES - FT !EXTERNAL TANK INSULATION DENSITY LB/IN3 !CUNE:ENTI(IC TANK SEPARATION DISTANCE - IN :FUEL TANF !NSULATI01." THICKNESS - IN !0 v TM_I" INSULATION THICKNESS - IN !ELLIPSOIDAL RATIO FOP, TANKS IF NOT CALCULATED !EELIPS01DAL RATIO FOR PRESS TANItS IF NOT CALCULATED !BOOSTER NOZZLE EXPANSION RATIO IOUTSIDE RADIUS OF SOLID CASE - FT !STARTING GRAIN RADIU. _ - FT !NO.C;E SECTION CONE ANGLE - DEGREES !%'ALL THICI[NESS OF AL LINER - IN !INSUL. THK FOR SOLID tIPPER SECT. IN !INSUL. THK FOR SOLID LOVER SECT. IN !THICILNESS OF INJECTO!_ - II4. ]RATIO OF THROAT AREA TO THROAT INLET FOR GG !COMBUSTION CHAMBER LENGTH - FT !NOZZLE HALF ANGLE - DEGREES !NOZZLE GYMBOL AWGLE - DEGREES !TVC DUT Y CYCLE !I-GG P0;!ERED; 2-OX POWERED TVC FLUID INJ !GAP NOZZLE UiLL MISS SIilF,'F %;HEN GYMBOLED - FT
TRBP}:S- IO. R SAB)'(5-1 I RSABPB= ] 15 FDOLIN.2] PDFLIN= .5. PMAX=] OODO. GPRATO- 1. FTI't(ES_ 15. OTNPS}'=25. I'C=I(100. DPIN,I.259. PPOXV=32. DPFiI SC= 1_., DPGLIE=IO. DPI<EG_22. REC,UII','=. 0! REGF, nT= 1.15
!TUI.:BINE PRESSURE RATIO INLET/OUTLET !PRESSURE INLET RATIO TO COHBUSTION C_AMBER 'PRESSURE INLET RATIO TO PRE-BURNER !DP OF 0._[ LINE - PSZ ]DP OF FUEL LINE - PSI !HE TAN]' INITIAL PRESSURE IPIiESSURE P_.TIO ABOVE TAIqI" PRESSUP, E !MINIMUM FUEL T_J_IC PRESSU.BE - PS!A !OX PUMP SUPPLY PRESSURE - PSIA !STAP,TII_G PC !DP OF II_JECTOR !D}' OF MAIE OX IS(l VALV5 !DP OF MISC ITEHS !DP OF GAS LINE !D. OF REGULATOE v !PRESSURE REGULATOR UNCERTAINTY !!,.INIMU._ REGULATOF, OPERATING PRESSURE RATIO
PTYPF, 1 i. |'MJ',[I=!. 5 AZNAX= 3 , YS:l .6 TAUT)- ] 00. CONH2U-95. EI.,'qq AH=I O. GG-I TFJHPIN. 6[_. TEMP--15. I'rEP,T. 3o(} A TEHTRB-1800 EFFIS}'_ 925 ]LI"I"CST-.92b
!CONF!GU?.ATIOK TYPI" !STARTING MI):TURZ RATI[' !HAY!HUH ALLOVED ACCELEI[ATiOF. - G'S !STRUCTUF, A[. SAFETY FACTOP, !AUTOGEIq0US GAS TEHPEKATURE - F !PEROXIDE CONCENTRATION IN PERCENI' !COHBUSTION CHAMBER 'i STAR !GAB GENEL'_TOP,-I, NORMAL HYBF,ID=O !HE TAME[ INITIAL GAS TEH}' ]TEMF OF HE GAS 1N OZ TANK DEG Y !STEPS IN TNRUS_ _hor;l,F. IIrI'EGKATION !TURBINE GAS TEHP FRO._:GG !!HPUSE EFFICENCY !CSTAR EFFICENCY
Figure B-17.
Computer
Input Variables.
ORIGIt_AL PAGE
IS
OF POOR QUALITY
UXP,SRV-. (_2 FLRSRV-. 02 OULLG=. 02 FULLG-. 02 FACNOZ-I. 3 DENSLI -. Ok DENIM J=. 1

"I
!OX RESERVE !FUEL RESERVE !OX GAS ULLAGE !FUEL GAS ULLAGE !NOZZLE WEIGHT FACTOR FOR TVC !SOLID INSUL. DENSITY #/IN3 !DENSITY OF INJECTOR _IIN3
RCBOOS=31. CPOXG-. 17 C}'OXL-. 4 TRB FAC- 3. CYIELD-_ CULT- I.
!2X RECOV.; 3X NOT RECOV.:XO NO TVC; X1GYMBOLED, _SP HT OX !SP HT LO): !TURBINE POWER I-TOPPING, 2-METHANE, !YIELD STRENGTH FACTOR * 3-GG REVERSED OX DOME !ULTIMATE STRENGTH FACTOR * 4-GG NORMAL OX DOME
X2
INJ.
PTMAT-5 OTHAT-5 FTMAT-5 STRMAT- I LN.h;AT-& !NSMAT-I SLMAT-5 SKTMAT-- 1 CMBFIAT-5
!PRESS TANK MATERIAL !OX TANK MATERIAL !FUEL TANK MATERIAL !STRUCTURE MATERIAL !LINE MATERIAL [INNEk STAG_ MATERIAL !SOLID CA$_ MATERIAL !SKIRT MAIEKIAL !COMBUSTION CHAMBER MATERIAL
I-ALUMINUM 2-AL-LI 3-TITANIUM 4-STAINLESS STEEL 5.1M7 CARBON FIBER 6-A6AC CARBON STEEL
FAX=O. FSID[5-O. DSiDEI=0. FVEI<T-O. DVEF,TI-O. DH_GH! =0.
!HOle AXIAL
FORCES
QNTY=I CASE_.I PUMPS=& PUMPER=3 HEVLV=3 HEVLVR=3 HEPYR=2 HE?YR_-I HEREG=I MEREGR-I HERLF-I HERLF[<.I HESRV=I HESRVR=] OZVLV-_ OXVLVR-& OXPYR-& OXP!_R=_ THVLV-d THVLVR._ OXSRV-I OXSRVI<-_
!_ _ !_ !_ !_ !_ !# !_ !_ !_ !_ !_ !_ !_ !_ !_ !_ !_ I# I_ !$ ?_
OF U[ OF OF OF OF OF OF OF OF OF OF OF OF OF OF OF OF OF OF OF OF
HALF THE TOTAL BOOSTERS PER VEHICLE EYBEID MOTORS PER BOOSTER TURBO PUMPS TURBO PUMPS REQUIRED HELIUM VALVE REO'D HELIUM VALVE HELIUM PYRO ISO VALVES REO'D HELIUI_ PYRO ISO VALVES HELIUM REGULATORS REO'D HELIUM R_GULATORS HELIUM RELIEF VALVES REQ'D HELIUM RELIEF VALVES HELIU_ SEEV!CE VALVES REO'D HELIUH SERVICE VALVES OX VALVES IN SYSTEM REO'D OZ VALVES IN SYSTEM OE PYRO ISO VALVES REO'D OX PYRO ISO VALVE_ TIIROTTLE VALVES REO'D THROTTLE VALVES OX SERVICE VALVES _EO'D OX SERVICE VALVES B-17. Computer Input Variables (Cont'd).
Figure
i l , 'i : i
PRVLV-I FRVLVR-
PRPYR.2 PRPYRR- 1 PRRLF-1 PRRLFR-1 PRSRV-I PRSRVR-I OXREGII. 1 OXKLF-I OXRLFR- 1 AVION=I AVIONE=I WIRES-I VIRESR=I BA'IKY-! BATRYR- 1 1N_'fF,=I INSTER-I PAP,AC-- 1 PARACR-- 1 NOSES-! NOSESR=I OXTNK-I OXTNKR-! OXLIN-4 OXLINR,,4 GOXLN. 1 GOXLNR--I HELIN= 1 IIELINR=I SLDIG,I SLDIGR.! HETN[<= 1 M_TN_u',,1 F}'I'NK-I PPTNKR- 1 TVCVS,4 TVCVSR.4
-.
!_ !_ !# !# !# !# !# !_ !f !_ l# !_ !# !# !# !_ I_ I_ I# I# !_ !# }# !# !# [# !# !# !_ !# !_ !# !# }# !g !_ !_ I# _ !_
OF OF OF OF OF OF OF OF OF OF OF OF OF OF OF OF OF OF OF OF OF OF OF OF OF OF OF OF OF OF OF OF OF OF OF OF OF OF OF OF
METHANE VALVES IN SYSTEM REO'D METHANE VALVES IN SYSTEM METHANE P_<0 ISn VALVES REO'D METHANE PYRO ISO VALVES METHANE RELIEF VALVES REO'D METHANE RELIEF VALVES METHANE SERVICE VALVES REO'D METH.&NE SERVICE VALVES OX REGULATORS REO'D OX REGULATORS OX RELIEF VALVES REO'D OX RELIEF VALVES AVIONICS REQ'D AVIONICS WIRES REQ'D VIRE_ BATTERIES REO'D BATTERIES INSTRUMEr_ATION REO D INSTRUMENTATION PARACHUTES REO D PARACHUTES NOSE SHELLS REO D NOSE SHELLS OX T_-_<S REQ D OX TANKS OX LIO LINES REO D OX LIQ LINES GAS OX LINES REO D GAS OX LINE5 HE LINES REO D HE LINES SOLID MOTOR IGNITERS RE0 D SOLID MOTOR IGNITERS HELIUM TANKS REO D HE TANKS METHANE TANKS REQ D TANKS FLUID INJECTION TVC VALVES RE0 D FLUID INJECTION TVC VALVES
Figure
B-17.
Computer
Input
Variables
(Cont'd).
TOTAL INITIAL VEIC,HT.I21313g.14L5 EF,PTh' WEIGHTB323B.23Lb EXPENDED ()X %,q'IGIIT.6601aO.69Lb TVC OX PROP.O.OOLb TURBINE FUDL= 5976.30Lb INITAL C.G.= 79.71Ft EMPTY C.G.= 12&.57Ft STARTING _.R.. SAFETY FACTOr1.50 1.60
OVERALL LENGTH= 166.6&Ft CUT OFF %'T= 1068&2.77L.h EXPENDED FUEL WEIGHT&_610_.69Lb TVC FUEL PROP.O.OOib TOTAL EXPENDED CUT OFF C.G.P_OPELL_. IOI.72FL II06295.38LB
STARTING PC-IO00.O0 PSIA NUMBER OF HYBRED UNITSzl
.-- NOSE SECTION SIZE --BASE DIA. - l_.OOFt NOSE TIP RAD. 1.27FT C.U. FROM NOSE TIP= lO.21Ft LOCATION F_OM NOSE TIP. O.OOFt --- HELIUM TANK SIZE --MATEI<IAL: IM? CARBON FIBER OUTSID DIAMETERz 8._3rt DOME HT. 2.92Fl DOME TIIICK.- 2.8691n VESSEL WEIGHT= 3354.23Lb INIT VEIGIIT, 4697.94Lb HE WEIGHT. l176.OOLb XNIT P_ESS=IOOOO.P$1A LOCATION FR(,E NOSE TIP. 13.OSFt --- HELIU._: TAI,:Ii VALVIN$ SYSTEK Hg }'YRO VAVLE VT. iz,91Lb P_,ESSUP,E P, EGULAI()F, WI= 17.81Lb HE SERVICE VALVi WI= 29.81Lb TO'IAL VALVE VT- 77.L3Lb ---
OVERALL LENGTH-18.91Ft CYL LEN- O.OOFT WEIGHT. 1523.65Lb TO BOTTOM 18.91Ft
LENGTH. .5.B3Ft CYL LENO.OOF CYL THICK.. O.O001n ALUMINUM LINER. 4&,2OLb SHUTD0:JN WEIGHT,, B544.O_,Lb C.G. FROM CYL TOP.. 2.91Ft FINAL PP, ESS= IAA.PSIA TO BOTTOM. !B,91Ft
OUANTITY, QUANTITY, OUAI:T!TY,
2 1 I
--- II,_]'ERSTAGE (NOSE TO ON TANK) IJ, ATEI(I AL: 22!9-T87 ALUH!NUY, DIA TO}',; IJ'.0OF[ LENGTh,. 5,OOFt WALL Tl!!Cl,'.- O.O&Oin CG FROH TOP= 2.5OFt LOCATION FRe_M NOSE TIP. ig.9!Ft --- OXTDTZER TANK --MATEkI,,I.: ill? CARBO'] FI_E[ i D:AMETE[<]a.OOFt DOMF HT= _.5_F_ UPPER DOME TH_C:[.- 0.0361u CYL THICK.O.lllln 0): TANK VOI.-9539.G_FT5 TOT OXIDIZgI< %rE1GET: 673Dt._:_.63Lb RESIDUAL OXiDiZERI%_._.3I.b 1 IHSULATIONO. OOLh INI'I WEIGIIT. 677312.63Lb INIT. C.(;. FRcH-' CYL TOI'. 29.27Ft UPPEP, DOLCE PRES<,,= 93.PSIA LOCATION FROM NUSL TIP. 19.4UFt
--DIA BOT= I&.OOFT %fRIGHT= 137.03Lb STIFFINERS REOUIRED= TO BOTTO_I= 23.91FL
TAVI( LENGTH= 70.31F_ CYL LEN. 6].29Ft LOPER DOME THICK.0.072In STIFFINEI_S REQUIRED. O. VESSEL wEIGHT= 24_2.97Lb RESEEVE OXID_ZER.132OS.81Lb PRE_ GAS W_IGIIT. l153.91Lb OX LINEI<. 1276.0&Lb EMPTY WEIGHT, 3719.01Lb FINAL C:._.. 2!.}6Ft LOVE_ DO_IE PRESS. I8?.PSIA 10 BOTTOM. 85.2OFt
Figure
B-18.
LOX With
Turbopumps,
Gas
Generator
System.
:.,;_ ,:_;F_R Q:._A[.I'FY F
--- L{_XVALVTI_CYETE_. S -.. OXIDIZERVALVE VT O):IDIZERrYE', VT METHANE THROTTLEALVE V VT. OX SZ_VICEVALVe, VT OZ RELIEF VALVE VT TOTALVALVEWT -
241.17Lb 120.59Lb 39.54Lb 120.59Lb &.4_Lb 3730.23Lh
OUANTITY&
0UANTITY. 0UANTITY, OUANTITYOUANTITY4 1 2
--- BOOST PUMP SIZE --DIAMETER1.38Ft WEIGHT/PUMP. 292,1655 PUMPS. 4 DELTA P- 54.47PSIA HORSE POWER, 417 NS. 8825 VAPOR PRES14.34PSIA LOCATION FROM NOSE TIP- 152.69Ft --- MAIN PUMP --DIAMETER_ 1.56Ft WEIGHT/PULP623.94Lb PUMPS4 DELTA P- ]034.88PSIA HORSE POWER= 7455 NS= 1995 VAPOR PRES, :_.3&PSIA LOCATION FRO_.: NOSE TIF=
LENGTH1.5_Ft TOTAL VTI168.66Lb FLOWKATE/PUMP. 1628.89Lb/Sec SPEED296ORPM PUMP EFFICIENCY. 77.97% INLET PRESS.25.00PSIA PUMP CG FROM TOP0.77Ft TO _OTTOM, 15&.23Ft
154.23Ft
LENGTH, 2.27Ft TOTAL %rT- 2_95.77Lb FLOWKATE/PUMP. 1628,89Lb/Sec SPEED6092RPM PUMP EFFICIENCY_ 83.06% INLET PRESS.79.47P$IA PUMP CG FROM TOP1.14Ft TO BOTTOMl_6.50Ft
_-. TURB.TI_F .... TURBIRE FLO'_qlATE = 752.0!Lb/Sec ISP P, EDUCED _Y O. 54",o TOTAL PUHP ASSEM. LEN_ 3.81F[ COMBUSTION
TURBINE TEMPEP, ATURE= 1800F FUEL REOUIRED, 5976.30Lb TOTAL PUMP ASSEM. L_IGHT3664.43Lb
--- OXIDIZER PROPELLANT LI!:Z TO MATERIAL: A_$i 301 STAINLESS OX LINE DIA.7.00in NUMBER OF LII:ES= a TOTAL LZNE L_i395.89Lb --- SOL!D FUEL CASE --HATERIAL: !M7 CARBON FILER DIAMETER13.0OF: DOME HT. 4.!gFt _ATIO PO_T TO THROAT AREA, l.&6 SOLID CA$_S= 1 UPPER DOME THICK., (l.3?Oln STIFFE!_ERS REOUIREDO. CA_E WEIGHTll!i2.80Lb RESERVE FUEL8912.09Lb INIT VEIGHT_ 469679.25Lb IGNITER500.0 Lb INIT. C.G. FROM CYt TOP- 25.6iFt STARTING ?_tSSIO00.PSIA LOCAT7ON FRO_ NOS_ TIPBI.OOF%
CHAMBER
---
LENGTH, 68.89Ft WEIGHT/LINE.
3&8.97Lb
LENGTHeS._Irt CYL LEN. 51.22Yt INIT PORT RAD.2.33Ft GRAIN LENGTH. 51.22Ft CYL THICK.. 0.627In AVG DEL ISP-293.66SEC -TOTAL FUEL WEIGHT. 455026.78Lb INSULATION. 3039.68Lb EMPTY WEIGHT. 14652.47Lb EMPTY C.G.- 25.61Ft MAXIMUM PRESSIO89.PSIA TO BOTTOM. 136.41F%
Figure
B-18.
LOX With
Turbopumps,
Gas
Generator
System
(Cont'd).
OFC,!GINAL OF POOR
PAGE QUALITY
IS
--- CONV_I_CENT _ECTTON MATERIAL: IM7 CARBON CASE VEIGHT3_9.51Lb TOTAL VT3579.41Lb LENGTH3.80Ft LOCATION --- GG INJECTOR VKIGHTLOCATION FROM NOSE TIP.
--FIBE_ INSULATION= 3229.90Lb CG FROM TOP1.52Ft OUTLET DIA.. 5.47Ft TO BOTTOM. 140.22Ft
136._11"t
INJECTOR --DIA.. 5.4PFt 2704.18Lb FROM NOSE TIP.
LENGTH. 140.22rt TO BOTTOH_
8.00In 140.89Ft
--- COMBUSTION CHAMBER --MATERIAL: IH7 CARBON FIBER VEIGIIT CHAMBER138.16Lb TOTAL WT. 2&21.62Lb WALL TIIICK.. 0.201n LENGTH, 5.0OFt LOCATION FROM NOSE TIP= I&O,89F[ --- THROAT SIZE --THROAT ID DIAMETER3.87Ft VEIGHT-]6656.26Lb LOCATION FROM NOSE TIP. !_5.89Ft --- NOZZLE SIZE --DIA. I_OZZLE EXIT= l&.97Ft WEIGH]87!!.62Lb CG F_UH _DP= 8.!GF[ LOCATION FRO_ NOSE TIP- 150.28Ft --- TVC ACTUATOR WEIGHT2328.03Lb ---
_EIGHT INS- 2283.a6Lb CG FROM TOP2.5OFt INSULATION THICK.5.O01n OUTSIDE DIA.* 5.47Ft TO BOTTOH_ 145.89Ft
LENGTH. &,40Ft CG FROM TOP- 26.39Ft TO BOTTOM. 150.28Ft
LENGTH= 16.36F: EX? RATIO. 15.0 TO BOTTOM= ]66.64Ft
--- BA_E SKI}IT SIZE --MATERIAL: 2219-T87 ALU_It_UM DIA TOP_ 13,OOFt LENGTH= 20,95Ft CG FROM qOFlO.47Ft LOCATION FROM NOSE TII'- 136.giFt --- BOOSTER TRUSS WEIGHTTO CORE TRUSS i165.56Lb ---
DIA BASE_3.68FT VEIGHT-13722.00Lb TO BOTTOm4. !57.36Ft
--- BOOSTER SEPARATION SYSTEM --SEPARATION SYSTEM WEIGHT. 1487.00Lb --- RANGE SAFETY --RANGE SAFETY VEIGHT.144.00Lb
Figure
B-18.
LOX
With
Turbooumps,
Gas
Generator
System
(Cont'd).
OF
POOR
QUALITY
REOUIRED
ASSEMBLIES=
300
INCLUDING
0 SPA_ES QUANTITY COST --HANUF :TOTAL-KS OTY 133,987 3O0 &0,462 3O0 18,378 3O0 88,633 3OO 199,350 300 507,3&3 300 3OO 22,975 11,486 600 7,410 3OO 11 709 30O 16,896 3OO 292,726 3O0 220,841 3OO 29,351 1,200 20 690 1,200 II 548 1,200 6 373 300 7 410 300 2 223 3O0 25 502 1,200 25 502 1,200 _7 155 1,200 47,155 1,200 189 864 3O0 _0,418 1,200 1_ 821 3OO 65,066 3OO 230 920 3O0 26 086 3OO 1778 300 638959 3O0 27.568 3OO 2964 3OO 242 185 3OO 198 313 3OO 297 766 3O0 423 897 3OO 64 029 3O0 362 536 30O 4,875 593
--- COMPONENT WEIGHT, DESIC.N COIIPONENT VEIGHT-LB AVIONICS 77 WIRING 260 BATTERIES _5 INSTRUMENTATION 45 NOSE SHELL ],O95 HE TANK 3,354 HE LINER HE rl_o VALVE lIE REGULATOR 17 HE SERVICE VLV 29 INTER STAGE 137 OXIDIZER TANK 2,442 OX LINER 1,276 OX ISO VALVE 2_I OX PYRO VALVE 120 OX THROT. VALVE 39 OX SERVICE VLV 120 OX REGULATOR 17 OX RELIEF VLV 4 BOOST TURBZNE 146 BOOST PUEP 146 311 MAIN TURBINE MAIN PUHP 31! SOLID FROFEL. 455,026 OX LINE 348 SOLID IGNITER 50O SOLID INSUL. 3,039 SOLID CASE !1,1!2 CON'VR_ CASE 349 COhWRG INSL 3,229 INJECTOR 2,70& COMB. CASE 138 COEB. INSL 2,283 THROAT 16 65c3 NOZZLE 8 71! TVC ACT 2 328 AFT SKIRT 13 722 TRUSS 1 165 SEP SYS 1 487 COLUM_ TOTALS SUBSYSTEM INTEGRATION SUBSYSTEM ASSEMBLY FINAL ASSEHBLY AND C_ECKOUT MANUF. COST PER UNIT SYSTEMS ENGINEERING SOFTWARE ENGINEERING SYSTEMS TEST TOOLING MISC. TOTAL SUPI'OId FUNCTION COST TOTAL ACOUISTION CO_T DDT&E C(!SI = . =
COST, FIRST DESIGN-KS 951 3,582 213 101 474 5,785 70 1 1 I 92 2,665 918 3 2 1 2 ! 0 2,299 2,299 &,910 4,910 32,908 41 2,01_ _,22! 7,182 1,739 _9_ 13,435 1,188 3,75_ 8,479 6,5UU 793 2,28_ 2,_57 3.525 120,31&
UNIT COST, AND MANUF(! )-KS 90_ 273 124 59B 1,345 3,423 155 _3 5O 79 11_ 1,975 I,_90 61 _3 2& _3 50 15 53 53 98 98 1,281 84 i00 439 1,558 176 12 4,311 186 20 1,634 1,338 2,009 2,860 _32 2,446 31,706
24,062KS 2&3,?79KS 767,905K$ 19,624K5 32,1&YKS 27,200]<$ 37,145KS 820,382K$ 199,877K$ I,!16,753K5 7,_8,_IOK$ 1,084,512KS
Figure
B-19.
L0X With
Turbopumps,
Gas
Generator
System.
..........
: "'"<:Z' i.5
--Cr_I.I_nN;.NT AVIONICS WIRING BATTERIES INSTRUMENTA'rlO[_ NOSE SHELL HE TANK HE LINER HE PYRO VALVE HE I_EGULATOR HE SERVICE VLV INTER STAGE OXIDIZ_I( TANK OX LINER OX ISO VALVE OX PYRO VALVE OX THROT. VALVE OX SERVICE VLV OX REC, ULATOP, OX RELIEF VLV BOOST TUI_BINE BOOST PUHP MAIN TUI<B!NE MAIN PUMI' SOLID PROPEL. OX LINE SOLID IGN!TE[_ SOLID INSUL. SOL_D CASE CONVRG CASE CONVRG INSL INJECTOR COHB. CASE COH5. INSL THROAT NUZZLE TVC ACT AFf SKIRT TlIUSS SEF SYS lllSC:
COST
ASSU._H_T_ON
FACTORS
FO._ DESIGN DESIGN MATURITY 1 1 i ] 2 4 2 2 2 2 2 & 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 8 2 2 2 2 _ 2 2 2 8
AND
MANUFACTURE
--LEARNING CURVE SLOPE% 90 90 90 90 90 90 90 90 90 90 90 90 90 90 90 90 90 90 90 90 90 90 90 90 90 90 90 90 90 90 90 90 90 90 90 90 90 90 90 90
DESIGN COHP_E .... 'f 7 5 5 5 _ 5 5 5 5 5 2 5 5 5 5 5 5 5 5 5 5 5 5 5 2 5 5 5 5 5 5 .5 5 5 5 2 5 5 5 .u
OFF-THESHELF% 0 0 80 80 30 0 0 100 IO0 i00 50. 0 0 I00 I00 I00 100 IO0 I00 0 0 0 0 0 50 0 0 0 0 0 [) 0 0 O 0 80 0 0 0 lot
MANUFACTURE COMPLEXITY 5 5 5 5_ 5 5 5 5 5 5 2 5 5 5 5 5 5 5 5 5 5 5 5 7 2 5 5 5 5 5 5 5 5 5 5 5 5 5 5 9
MATERIAL TYPE I I i 1 1 5 I I 1 I 1 5 1 1 1 1 1 I 1 I I 1 1 1 4 I I 5 5 i I 5 I I I 1 1 I I i
--- FACTOR DEFINITION FOR ABOVE TABLE --DESIGN COM._LE,XITY: i-9; "i" FOR LOV, "9" FOR HIGH COMPLEXITY OFF-THE-SEEL',%: PERCENTAGE OF DESIGN THAT IS 0FF-THE-SHELF. DESIGN MATURITY: i-8; "I" QUALIFIED, "8" CONCEPTUAL ONLY ...... MANUFACTURE COMPLEXITY: !-9; "I" FOR LO'4, "9" FOR HIGH COMPLEXITY MATERIAL TYPE: "i" FOR ALUMINUM OP, REFERENCE MATERIAL "2" FOR ALUMINUM LITHIUM "3" FOR TITANIUM "&" FOR STAINLESS STEEL "5" FOR GRAPHITE ?IBER "6" FOR D6AC STEEL LEARNING CLrRVE SLOPE IN PERCENT
Figure
B-19.
LOX With
Turbopumps,
Gas
Generator
System
(Cont'd).
---
NON-RECD_RING
OPERATIONS
COST
---
LAUNCH PAD
g CONTROL
CENTER
I0
62BKS
& SITE
PREPARATION BUILDING & FACIL. SPARES MODS ,
III,684K$ I09,265K$ 3&6,352KS I0,215K$ 8 209K$
VEHICLE PROGRAM
ASSY
ADHIN$.
FACILITIES LAUNCH FAD IACO MOBILE IVITIAL GROUND TOTAL GSE GSE
INITIAL GSE
CONTROL
BS,915K$ 166,391KS 377,440KS 4_ SOFT'ARE OPTS COST = 267K$
EOUIPZENT SPARES SECTOR
17 057K$ 1,290 427K$
NON-RECUrRING
--FOR YEARS LAUf4CHES P_N TECII SYSTEM
RECURKIN$
O._EEA.'IO._S COST O1 3
---
1 - 2
6 33,BO6KS 93,90BK$ 420KS lllKS 37,563KS IO,?04KS 176,514KS
2 - 3
9 39,120KS I08,666K$ 630KS 167K$ 43,&66KS I0,903KS 202,954K$
- 14
12
YEAS " " _"" = . = CONTROL - FC/CS_ =
26,341F.S 73, !691:3 2 !0KS 55K$ 29,267K$ 10.374KS 139,4!9|'.$
43,3BBK$ 120,524KS 840K$ 222KS 48,209K$ I],046K$ 224,232KS -
PRELAUNCH PROPELLAVT HELIUM MISSION
OPERATIONS/CHECKOUT COST - LIQUID ONLY
COST & LAUNfH
REFLENISH_E_:T YEARLY
SPARE
OPERATIONS
COST
TOTAL
OPERATZONS
COST
2,985,aaaK$
TOTAL
LIFE
CYCLE
COST
- l!,42a,283KS
Figure
B-19.
LOX With
Turbopumps,
Gas Generator
System
(Cont'd).
O};;GiNAL OF POOR
FAGE
IS
QUALITY
COHPONEI,'T
UNITS REO'D
UNITS OPER.
PRELAUNCH FAILS/ MILLIOK
PRELAUNCH OPER. HRS-CY8
BOOST FAILS/ MILLION
BOOST OPER, HRS-CYC
POSTBOOST FAILS/ MILLION
POSTBOOST OPER. HRS-CYC
AVIOI_ICS BATTERIES INSTRUMENTATION NOSE SHELL lie lie HE HE BE TANK LINER PYRO VALVE REGULATOR SERVICE VLV
1 1 I 1 1 1 1 1 I I I I i 4 4 1 1 1 4 1 1 3 3 3 3 1 I 1 I 1 1 I 1 I ._
I I I 1 1 i 1 2 1 1 1 1 I a _ _ ! 1 1 & 1 ! _ 4 _ a ! ! i i ! 1 _ _ ] 1 1 1 1
2.00 0,13 33.80 6.80 1.00 3.80 3.80 1.10 2.60 1.60 0._0 0._0 0.IO 11.00 8.00 9.60 _.60 2.60 _.60 0.00 3.80 3.80 0.00 0.00 0.00 0.00 0,00 U.70 0.?0 0.00 0.00 0.70 0.00 0.00 _.0.70 O.OU U. OU l). O0 0.00
0,000 0,000 O.000 0.000 0.000 0.000 0.OOu 0.000 0.000 0.000 0.000 0.000 0.000 0.000 _.O00 O.UOO 0,000 0.000 0.000 O.OOU O.OOO O.UO0 0.000 0.000 0,000 0.000 0.000 O.O0O 0.000 O.O00 O,OOL) 0.000 O.OU0 0.000 0.000 O. [)[)0 O. 000 O. 000 0,000
20,00 1.50 _69.00 155.00 4_.00 37.50 37.50 0.00 55.30 0.00 1.00 I.O0 1.O0 0.00 0.00 165.70 0.00 55.30 9.80 I.i0 37.50 37._0 267.73 267.75 267.75 267.75 6.30 13&.O0 134.00 6.30 _S.UO 13_.00 6.30 56.00 83.00 321.00 2z_8.50 248.50 0.00
0.038 0,038 0.O38 0,038 0.038 0.038 0.038 0.000 0.O3B 0.000 0.038 0.038 0.038 0.000 0.000 0.038 0.000 0.038 0.038 0.038 0.038 0.038 1.000 1.O00 1.000 1.000 1.000 1.000 1.000 1,000 1,000 1.000 1.000 1,000 1,000 1,000 I. 000 I. 000 0,000
0.00 0.00 0.00 0.O0 0.O0 0.OO 0.00 0.00 0.00 0.00 0.00 O.00 O.00 II.O0 0.O0 0.00 0.00 0.00 1.00 0.00 0.00 0.00 0.O0 0.00 0.00 0.00 O.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0,00 0.00 O. O0 O. O0 0.00
0.000 0.000 0.000 0.000 0.000

0.OO0 O.000 0.000 0.O00 0.O00 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.O00 0.000 0.000 0.000 O.O00 0.000 0.000 0.000 0.000 0,000 0.000 0.000 0.000 0.000 0,000 0.000
INTER STAGE AFT SI'IR7 TRUSS OX ISO VALVE OX PYRO VALVE OX THROT. VALVE OX SERVICE VLV OX REGULATOR OZ RELIEF VLV OZ LINE OXIDIZER TANK OX LINE_ MAIN PUHP BOOST TURBINE BOOST PUMP MAIN TURBINE SOLID INSUL. SOLID CASE CONVRG CASE CONVRG I;_$L INJECTOR COHB, CASE COMB. INSL SOLID PROPEL. SOLID IGNITER TVC ACT THROAT NOZZL_ SEP SY_
o.oo0
O.000 O.000
O.OO0
l I I
Figure
B-20.
LOX
With
Turbopumps,
Gas
Generator
System.
ORIGINAL PAGE IS OF POOR QUALITY
(.'O.)(!'L)I_ENT AVI ONI CS WIRIt,_G BATTERIES IN,_TRUHENTATION NOSE SHELL NOSE HE HE HE lie HE SECTION
UI_ITS REO' D 1 I I 1 1 SUBSYSTEM 1 1 I l 2 SUBSYSTEE 1 1 i SUSYS'LEE & ,_ /. ! 1 1 & 1
UNITS O_ER. 1 1 i
"rl V RE,I AS, ,,.,IT. THRU PKB-LAUNCH
RELIABILITY THRU BOOST 0.999999250 O.99999994& 0.999993663 0.999994188 0.999998313 0.999985356 0.999998594 0.999998594 i.000000000 0.999997926 l.UOO000000 0.999995114 0.999999963 0.999999963 0.999999963 0.999999888 1.000000000 1.000000000 0.999975145 1.000000000 0.999997926 0.999999633 0.999999835 0.999998594 0.99999859_ 0 .999969727 0 0 0 0 .999999570 .999999570 .999999570 .999999570
RELIASILITY THRU POST-BOOST 0.999999250 0.999999944 0.999993663 0.999994188 0.999998313 0,999985356 0.999998594 0.999998594 1.000000000 0.999997926 1.000000000 0.999995114 0.999999963 0.999999963 0.999999963 0.999999888 I 000000000 1 000000000 0 999975145 I 000000000 0 999997926 0 999999633 0 999999835 0.99999859& 0.999998594 0.999969727 0.999999570 0.999999570 0.999999570 0.999999570 0.999998281 0.999993700 0 999866009 0 999866009 0 999993700 0 999955001 0 999866009 0 999993700 0.9999&&002 0.999915004 0.999393284
I. 000000C)00 i. 000000000 I. 000000000 i. 0000C)0000 i. 00C)000000 1.000000000
TANK LINER PYRO VALVE REGULATOR SERVICE VLV PRESS.
I 1 2 ] 1
I .000000000 1 .000000000 1 .000000000 1 .000000000 1 .000000000 1.000000000
HELIUM
:INTER STAGE AFT SKIRT TRUe. S STRUCTURE
! 1 )
1.000000000 l.O00CK)O000 l.O000OO000 1.000C'00000
0:.'. IS0 VALVE 07, PYI_O VALVF.. (IX THROT. VAI,VE I T OX SE.:V_C-'g' VLV 0): REGULATOR O)',RELIEF VLV 03: LI_:E O,.a.DI ZER Tr.,_I.
d & /, 1 1 !
1. 000000000 I. 000000000 !. 000000000 1. O00C)O00C)O !. O0000000O i. 000000OOC) !. 000000000 I. 000000000 i. OC)O000OOt_ !.000000000
OZIDIZEP,
_J:,S,ST_.. 3 3 3 3
HAYN P:!_::' BOOST TUREINE BOOST PUMP HAIN T[IRBINE TURB_-PU_I'
& &
1.000000090 1.000000000 !.000090000 1.000009009 1.000000000
SUB.SYS: gg 1 1 l I _ I I 1 l I I : I 1 1 ] :1 ]
0 .999998281 0 .999993700 0 .999866009 0.999866009 6.999993700 0.999955001 0.999866009 0.999993700 0.9999_4002 0.99991500& 0.99939328&
SOLID INSUL. SOLID CASE CONVRC, CASE CONVRC INSL INJECTOR COHB. CASE COHB. :INSL SOLID PROP!_L. SOLID IC,,N!TE_
:.000000000 1.000000900 1.000000000 l.O00000000 1.000000000 I.O000000UU 1.000000000 1.000000000 1.0000UOUU[} 1.000000000
SOI,ID MOTO. _ SU},SYS'[E, w
Figure
B-20.
LOX
With
Turbopumps,
Gas
Generator
System
(Cont'd).
"'" ....
"" F_'_'C'ES J
COHPON_ TVC ACT THROAT N_ZZL_ NOZZLE SZ? SYS SUZSYZTZ_I
UNITS ZE0'D 1 _ !
UNITS 0PEE. 1 I I
RELIABILITY THRU PR_-LAUNCH 1.000000000 i.O00000000 I.OO000D_O0 1.000000000
RELIABILITY THRU BOOST 0.999679052 0.999751531 0.999751531 0.999182334 I. 000000000
RELIABILITY THRU POST-BOOST 0.999679052 0.999751531 0.999?51531 0.999182334 I. 000000000
I.O00000000
O:<- BOOSTER
SYSTZH
RELIABILITY
!.O0OO0000O
0.998524554
0. 99852455&
Figure
B-20.
LOX With
Turbopumps,
Gas
Generator
System.(Cont'd).
0_' POOR
QUALITY
REUSABLEBOOSTER I::PUTS DEFAULTCOMPONENTDESIGNLIFE DEFAULTRECOVERYATTRITION RATE I0 fOX RECOVERY REFURBCOST REFURB COST IOTAL COST (K $) ATTRITION (l TFU) (K $)
_========= _======_== _==_==_== D .........
REUSELIFE
==========
E&I
........................
$445)113 I0 ] I ]0 IOZ 25Z $266,927 $0 SO $178, IS6 $70,iB9 )0 I0: 39i $70,:39 $I04,2B4 li:; i0 tO I IO IO_ IOX lot fOX I0_ 16t 16% 16_ 16X I_t $_I. 417 SO
$887,973 $402,226 $152,961 $268,504

e_c O_)i ._..,o,,
AVIONICS WIRING BATTERIES INSTRUMENTATION RECOVERY5YSTE_

........................ ........................
IOZ
25Z
PAPACHUIES STRUCTURES
........................ ........................
$255,B01 $768,5S') $_., 5S5 .... SO
NOSE FO_:WAF'D S}:IF:T AFI SKIRT ATTACHMENTS INTE) STABE OXIDIZEkSYSIEM

===================_====
$59,12B $435,75_ $I0,069 $74,350 S3,6561 $26,902 $56,337 $4,04'_,234
OXIDIZE_IANK TANk:LINER OXIDIZERPIPING OX ISO VALVE OX PYRO VALVE OX SERVICEVALVE OX RE6UALTOR OX RELIEF VALVE PROPANETANK PRO THROTTLEVALVE PRO ISO VALVE PRO PYRO VALVE PRO RELIEF VALVE HE TANK HE TANK LINEN HE ISO VALVE HE PYRD VALVE HE REGULATOR
I 1 I0 IO I0 I0 I0 10 I I0 IO I0 I0 I I I0 I0 I0
IO_ fOX fOX 10% I0_ I0_ IOX I0_ fOX 10% !Ol IOZ IOZ I0_ lot I0%
253C 25: 25:6 25_ 25t 25X 50Z 257. 25Z 25Z 25_ 501{ 50'( 25Z 25Z 25Z
SO $I,017,039 $0 $528,171 $29,842 $421,446 $2,2!3 $31,253 ii,537 $21,706, SI,660 18, 9 _8.. $1,BSB $9,384 $53.1 $2,697 SO $0 $e54 SO $0 sO S12,061 $0 SO $0
sO $I,763,062 $0 $34,813 sO $0 $I,572 $I, $13,029
Figure
B-21.
Reusable
Booster
Inputs.
ORIGINAL PAGE IS OF POOR QUALITY
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Atlantic Research Hybrid Propulsion Tech Program

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Hybrid

Virginia Propulsion Division 31 January,,; 990

Title INTRODUCTION .................................................. TECHNICAL 2.1 2.2 DISCUSSION ..........................................

2.4.3 2.4.4 2.4.5

2.4.9 2.5 Quarter 2.5.1 2.5.2 2.5.3 2.5.4

ii PRECEDING PAGE BLANK NOT FILMED

Page 69 71 71 71 72 72 72 74 77 77 76 84 85 85 88 90 9O 92 92 93 93 94 94 95 95 97 97 98 98 99 99 101 I01 IO0 103 103 104 104

This Technology identify

accomplished NAS8-37776. application The Hybrid

The program of hybrid

to enable vehicles. the

to manned Program that

and unmanned Is designed

technology it In a large the tasks

in Phase 2, and demonstrate is to cover

The scope of this report Atlantic Research the request system

Corporation for proposal

concepts first was

8-I-8-EP. method across of

sical hybrid) The second to

from the flow of oxidizer a self-sustalnlng exhaust offered that

a fuel grain (gas

generator mixed with

hybrid) separate over

the existing The

solid rocket ARC program

to address point llfe

the hybrid system. Our

evaluated of: (1)

bility. candidate concepts; and

(2) preliminary point

design cost tech-

(3) preparation analyses;

life cycle specific

(4) identification and

(5) preparation plan. provided by

plan and large-scale In Group tract addition to

demonstration the expertise

of the Boeing to provide

and Electronics and System to

was placed cost

life cycle Division provide vector

AiResearch Aerospace design and

Los Angeles Company were

Division placed data,

and the Fluid under

of Allied-Signal turbomachinery control

subcontract injection provided of

performance tively; trades; ARC and

thrust the the

Operations), under subcontract turbopumps and controls.

to ARC, provided additional

To encompass rocket motors (3.0

requirements, motor motor, should which four meet

two hybrid produces in

conceptualized: of thrust; thrust.

13.3 106 N combination,

x 106 Ibf) the

and a single Each motor

shall not use asbestos-containing shall utilize propellant active control