DOUGLAS PAPER 1868

1CARUS-A NEW CONCEPT OF

I NTER-CONTI NENTA L BALL I STIC T R A N S PORT (ICBT)
JUNE 28-JULY 2, 1964
P R E P A R E D B Y : PHIL BONO:
A F / A I A A , SM/ AAS, F/ B I S
A D V A N C E P R OJ E C T S E N GI N E E R
G. C. GOLDWAUM
A D V A N C E P R OGR A MMA N A GE R
S P A C E L A U N C H V E H I C L E S
P R E S E N T E D T O:
F I RS T A I A A
I A ME Rl CA N I N S T l T U T E OF
A E RONA UT I CS A N D A ST RONA UT I CS1
A N N U A L M E E T l N G A N D
T E C H N I C A L DI S P L A Y
S H E R A T ON P A R K H O T E L
WA SHI NGT ON, 0 . C .
P R E P A R E D U N D E R T H E SPONSORSHI P OF THE
DOUGL A S A I R C R A F T COMP A NY
A CCOUNT NUMB E R 81802-013
DOUGLAS M/.5S/LE &I SPAC SYSTEMS
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,
"ICAFUS" - A NEW CONCEPP OF IN'ITR C O N T I ~A I . BALLISTIC TRANSFORT (I CBT)
Phi l i p Bono
Advance Project Engineer
George C. Goldbaum
Advance Program Iknager
MISSILZ 8; SPACE SYSTEl4S DIVISION
f or
1290 Avenue of the Americas
Dar&l ae Ai .rCTaf t COmpany, Inc.
American I nsti tute of Aeronautics and Astronautics
New YOrk, N.Y., l Wl 9
Abstract I ntroduction
During "Operation Big L i f t, " i n October 1963,
15,700 troops and 500 tons of cargo were transported
i n 235 missions at he l argest long-range U.S. ai r-
borne peace-time exercise attempted to date. rUrbo-
5et and piston-engine ai rcraf t traveled the 5,600-
mi l e route between a series of Texas ai rfi el ds and
ten !Iesteni Europe ai rf i el ds i n Genxmy, Fnnce,
Spain, Scotland, and England. The enti re operation
was accomplished, with enormous success, i n 63
hours.
As a wartime strategi c operation, however, such a
method f or movement of troops to potenti.al battl e-
grounds Overseas would be cause for profound dis-
may.
foot landing runways, operational landing aids,
stand-by support equipnent, and i deal weather con-
di ti ons provide a basi s f or due apprehension.
long as mi l i tary transport systems must depend upon
prepared landing surfaces, easi l y detected and de-
stroyed by enemy gunfire or missiles, the enti re
concept of such troop movement i s rendered com-
pl etel y impractical under hosti l e conditions.
This paper describes a concept for a rocket-parered
troop transport which may potenti al l y evolve f r om
the reusable booster of tomorrow. The YCOL rocket
concept, hcwever, i s based on the premise that the
i ni ti al reusable booster, sized f or a payload of
approximately 800,000 pounds-to-orbit, i s al so de-
signed for && recovery. The global transport
derivative vehicle would tben be Correctly sized
f or bal l i sti c delivery of a full U.S. Marine Corps
battal i on (1,200 troops) or 132 tons of military
equiwent at averaue sDeeds of 17.000 mah to any
The reliance on perfectl y conditioned 10,000-
As
v
.,
piin: on car-h wi tkn i ? ninutes.
mission for mie1lin.q 1 hnwrheti c?l brush-fire, the
~n 1- typi ul "
manned rocket carri er, equipped with a troop com-
prtment as a payload, would travel fromthe
Atlantic Missile Bange to the middle of Africa (a
distance of 5,600 miles) i n 33 minutes, without
depending on a previously prepared landing stri p
f or successAil mission accomplishment.
ing of the engines, the troops (recl i ni ng on couches
i nstal l ed on si x decks) would not be subjected to
any more than 3 g's during the 6 minutes of verti cal
ascent to the 127 nauti cal mile apogee.
be adapted to the booster version i n order to re-
stri ct the decelerations, during 12 minutes of
controlled atmospheric entry, to a maximwn of 3 8 ' s .
k i n g entry, the bal l i sti c transport would gl i de
at a 52 degree angle of attack, unti l the horizontal
velocity i s nul l i fi ed. Pri or to a soft landing, the
propulsion system would cancel any verti cal vel oci ty
component and allori the vehicle to hover and trans-
l ate horizontally for pin-pointing the landing si te.
Vertical touch-down would then be accomplished on
four extensible l egs i n a manner similar to the
Apol l o method of landing on the moon.
By throttl -
Fins would
'L
1
Perhzps the era of the brute-force approach to
spice fl i ght, which began with Sputnik, on October
5, 1957, may fi nd i tsel f superseded withln 3 or 4
years by the age of the reusable booster. I f such
a reusable carri er, which could be operational by
1975, were soon subjected to a national fnndi.ng
comitment, it i s not premature to speculate on
the most attracti ve design characteri sti cs which
should be incorporated i nto thi s Post-%turn ve-
hi cl e. Booster reusabi l i ty i s gradml l y finding
acceptance by even the most rel uctant of techni cal
skeptics. However, reuse done, of thi s hypotheti-
cal transport, i s not a suffi ci ent goal. The
pramount design objective should be directed
toward mximum mission fl exi bi l i ty.
which Implies that land recovery be mandatory,
would suggest the corol l ary of eingle-stage-to-
orbi t capl bi l i ty, i n order to minimize the problems
of recovering the enti re booster from orbi t near
the launch si te. Clearly, incorporation of al l
these recomnended features would necessi tate a
radi cal departure from conventional booster design
and would result i n si gni fi cantl y increased en-
gineering complexity and a high degree of techni-
cal sophistication. I t does not appear, however,
that any proverbial "technological break-throL43hs"
would be required before such a "flying machine"
could materialize. A straightforward pemtatj .on
of such a reusable booster would possess inherent
potenti al applications for global transport sys-
tems which are staggering to contemplate.
A transport, whish can operate i n the manner de-
scribed by thi s pper, rocketing irmnense battl e
uni ts to di stant war zones at speedsof 17,000 mph,
could evolve i nto the most revolutionary advance
i n mi l i tary transportation since the airplane.
I ts impact on mi l i tary strategy could modernize
tradi ti onal Marine Corps techniques by replacing
conventional sea power and amphibious operations.
Logistics problems of the U.S. Armed Forces would
be f aci l i tated by the delivery of supplies and
equipnent to awhere i n the world i n a fracti on
of the time required by even the supersonic trans-
port, assuming that a prepared landing stri p were
available f or i ts mi l i t ar y operations. The ve-
hi cl e concept defined in thi s paper has been
termed ICARUS, an, acronym f or I nter Continental
Aerospacecraft - Range Unllmited System.
Conceptual Vehicle Definition
This premise,
Before thi s prper attempts to describe the ICARUS
mi l i tary transport, perhaps a bri ef explanation of
its hypothetical predecessor, the ROMBUS reusable
booster concept, i s necessitated. The l atter
vehicle i s extensively defined i n the fi rst three
references of the bibliography. It should be em-
phasized that thi s paper does not present the
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I CAnUS troop transport as an independent vehicle
recommendation but as an extrapolation to a poten-
ti al aml i cati on f or a land-recovered orbi t booster.
The ROI.CBUS conceptual vehicle (see Figure 1) uses a
plug-nozzle engine of altitude-compensating design.
This type of engine i s a necessity since a conven-
ti onal bel l nozzle would not survive the aerodynamic
heating during a stable base-fi rst recovery.
covering -the vehicle i n thi s atti tude wi l l allow use
of the same engines (emploxyed during boost) to
provide retro-thrust for terminal velocity cancella-
tion; allowing the vehicle to gradually descend to
a soft landing on earth.
nozzle i s regeneratively cooled during ascent, the
same cooling system would maintain the temperature
of the entry body within
peak aerodynanic heating pri or to landing.
earth touch-down maneuver, on four extensible legs,
w i l l uti l i ze the technolow which wi l l be developed
for the Apol l o manned lunar landing.
The high-drag atmospheric entry body resembles a
truncated cone with the i sentropi c p l ~ nozzle of
the engine forming i ts bl unt re-entry nose.
section contains an i nternal spherical M2 tank,
with a cyl i ndri cal four-man crew compartment
i nstal l ed near the upper edge of the truncated cone.
Sight detachable (pnchute-recovered) LH2 tanks are
strapped around the tapered centerbody during boost.
These cyl i ndri cal LH2 tanks provide aerodynandc
"shadowing" f or the two fi ns during verti cal (bal-
l i sti c) ascen-k through turbulent atmosphere.
two f i ns (with l ateral control surfaces) are at-
tached to the exteri or of the centerbody providing
l i ni ng mneuverabi l i ty f or pin-pointing the landing
destination and for reducing the re-entry decelera-
ti ons af ter the expendable LW tanks have been de-
pleted. md j etti soned.
Re-
Because the engine's plug
tol erabl e limits during
The
A conic
The
highly-trained and conditioned astronauts, but
would prove to be excessive for fi ghti ng men, even
i n the best physical condition. Therefore, a 3-g
l i mi t during boost and entry was adopted as a
physiological cri teri on.
I n addition to the physical differences of the two
vehicles, the material (titanium), used for con-
stmcti on of the RCNBUS reusable booster, iiould not
withstand the increased temperatures, of the ICLZJS
re-entry mode, when the underside of the vehiclc is
subjected to a higher heat flux; therefore, it ap-
pears that a type of stainless steel would replace
the strnctural mate?ial of the reusable booster,
at l east on the underside of the vehicle.
The "parent" ROMBUS reusable booster weighs 14
million pounds at l i f t-of f .
m s adopted for the hypothetical ICAEUS global
transport; therefore, the same advanced engines,
which would have to be developed f or i<OiBUs, would
be di rectl y applicable to the ICN?UC. version of
the vehicle.
(or thrust nodubti on of engines) f or i ts primary
mode of operation, the ICARUS fl i ght profi l e was
based on the same propulsion system chracteri sti cs.
By sheer coincidence, the Post-%%urn booster si ze
(with a l i f t-of f thrust of 18 mi l l i on pounds) w i l l
provide an ICAilUS-type derivative vi th a cap-
bi l i ty of transporting a full battal i on of troops
to a maximmrequired range of 7,600 nauti cal
mi l es, assuming thzt a launch ci te i s available on
each coastl i ne of the Continental United States.
On missions where the 264,000 pounds of useful p y -
l ead would be comprised of both troops and cargo,
part of thi s cargo can be carried within compirt-
ments i nstal l ed i n the unused volume above the
cpherical l i qui d oxygen tank.
v
The sane gross weight
Since RCbIBUS required throttl eabi l i ty
d
Y13CI l l
ICARUS
u 1.284.
D M I l WLSE WL L .
COXTl l OL I"3,IIU
INTERCONTINENTAL AEROSPACECRAFT-RANGE UNLIMITED SYSTEM
1200 TROOP CAPACITY
PI " L(I I 0 ,amr
L B I TO mem
FWD PRESSURE DOME
PASSENGER ENTRANCE WOR -
SYM ABOUT VERT PLANE OF SVM
FL WR STRUCTURE
ROMBUS VEHICLE PASSENGER AREA-6 LEVELS
CONFIGURATION
204 TRWPS PER LEVEL
25' DIAMETER (TYPICAL)
AFT PRESSURE WME
CARW CONTAINER
" " m m ,AN<
RCCWE*" CHUTt
COMROL I I n r Y
L H ~ TLNR w c x . 4 MAN CRE
~ i y a w c c i VALVE COMPARTM
8005TER PAY~DAD-MO,WO LE
TO 7600 N.M.
GROSS WT-14.036.WO LB
THRUST-18,WO.aXI LB
I LANDING wT-I.280.oM LB
USEFUL P/ L = 264,WO LB
FIGURE 1 FIGURE 2
By comparing Figure 2 with the previous figure, it
can be seen that the msjor di sti ncti on between the
ICAnilS version and the reusable booster version
l i es i n the payload section configuration (which
contains the troop compartment) and the addition of
two f i ns sham between the l i qui d hydrogen tanks.
The f i ns are necessary i n order to restrict the re-
entry decelerations to a ma x h of 3 g's. Without
a l i f ti ng entry, bal l i sti c decelerations mi &t
reach 10 or l l g's, which my be acceptable f or
The tabl e of Figure 3 presents.the principal design
parameters for the ICAFXJS troop transport.
effecti ve mass fracti on for thi s vehicle is si g-
ni fi cantl y l ess than that of i ts reusable booster
counterpart. The designation "effective" i ndi cates
that the weight-reduction benefi ts attendant with
LEI2 tank disposal during f l i ght have been included
i n the performance calculations. The effecti ve
mass fracti on of ICARUS i s reduced to al l ow f or 1)
the added structural weight of i ts fi ns, 2) the
The
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MAX THRUST (LB.)
THRUST- T0. W. RATIO (rm)
MAX. LIFT-OFF W. (LB.)
USABLE PROPELLANT (LB.1
EFF. MASS FRACT. (*I
VAC. SPECIFIC IMPULSE (SEC.)
NOZZLE EXPANSION RATIO (.)
IMPULSIVE VELOCITY (F.P.S.1
LANDING WEIGHT (LB.)
OVERALL LENGTH (FT)
PAYLOAD DIA. (FT.)
Figure 4 i l l ustntes the pressurized four-man crew
coqariment, which would be i nstal l ed within the
hooster centerbody, above the spherical l i qui d oxy-
gen tank. 'The crew would enter tni s conp3rtment by
way of tbe external door and access ramp, ti en
throwh the ai rl ock.
'.?he ai rl ock i s incorporated i nto the crew conpart-
rnent, for mS.ssion fl exi bi l i ty, allowing the crew
to plrticiwte in orbi tal rendezvous owrati ons
outside the ?ONBU: (antecedent) vehicle.
10,000 pounds of thi s pressurized cmpartment -as
not includen i n the i ni ti al weight bre'akdam f or the
W+OXIS orbi t31 booster, 3.t has heen incorporated
i nto the weight est3nat.e f or the IC.4RlIS vehicle, as
tahulated i n Figure 9.
'Three sol i d propellant motors provide emergency es-
cape provisions f or ti e crew during aborted. fl i ght:
however, i t should be noted that thi s capabi l i ty
w l l l only be used during cargo transport missions
or during the f l i ght test/developnent phase of the
orogram. %rin.g troop transport operations, the
enti re vehicle w i l l have ccanplete abort (water-
Since the
- recovery) caphi l i ty.
Two heat shields are provided above and belm the
external portion of the crew cmpartment to protect
ICARUS
MILITARY TRANSWRT
( p/ L =5M) K. L B? TO
J6w N. MI. RANGE)
18 M
1. 25* *
14 M
12 M
, 912
455
200
30.9K
1.28M
210
70
the windows fromexcessive heating during ascent
or entry. The lower heat shi el d i s .jettisoned
af ter entry, j ust pri or to the terminal retro-
phase. The upper heat shield, which i s necessary
for the ascent phsse, i s only j etti soned pri or t o
an emergency abort of the crew capsule. I n the
evcnt of such an abort, two stabi l i zl ng f i ns are
provided on the side of the crew compartment to
prevent the capsule from tumbling during operation
of the solid-motor escape rockets. 'he weight of
&blatant necessary for t h e d protection of the
f i ns and the compartment underside has not yet
been assesses.
M-13.Pll
ICARUSROMBUS
4 MAN CREW COMPARTMENT
EN1 $ DURING ABORT
FIGURE 4
Figure 5 depicts a typi cal low-altitude emergency
escape condition and i l l ustrates the front panel
being j etti soned along with the ascent heat shield.
f i l or to ejection, the centerl i ne of the enti re
capsule i s automatically rotated upward approxi-
mately 30 degrees. The escape rockets then wi l l
thrust i n an upward di recti on (as wel l as outboard),
away fran the jeopardized vehicle.
M-73.928
CREW CAPSULE EMERGENCY ESCAPE
(CARGO TRANSPORT MISSICI? AND FLIGHT TEST ONLY)
FIGURE 5
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Fi gure 6 depi ct s hawt he recovery parachut es are
depl oyed f romt hei r st owage canpr t ment at t he
appropri at e al t i t ude. I n addi t i on, t wo expandabl e-
st ruct ure pneumat i c hags ar e depl oyed from beneat h
t he st abi l i zi ng f i ns i n order t o provi de st abi l i t y
af t er t ouch- damat sea, and t o absorb i mpact
ener w duri ng a l and- r ecover y mode.
M-11.49
EMERGENCY CREW ABORT
(FLIGHT TEST AN0 CARGO TRANSPORT MISSION ONLY)
FIGURE 6
The fl oor pl an of Fi gure 7 i l l ust rat es hawt he 200
i ndi vi dual t r oop couches ar e ar r anged on each of
t he si x decks.
l ess f l i ght , t he personnel are const rai ned by
bel t s at t ached t o t he conches. On a rocket -
propel l ed bal l i st i c mi ssi on, of t he I CAAUS t ype,
t he accel erat i on vect or duri ng ascent and t he de-
cel erat i on vect or duri ng ent ry are ori ent ed i n t he
same di rect i on wi t h respect t o t he personnel ; t hat
i s, t he accel erat i on loads woul d be di st ri but ed by
t he couch t o t he same port i on of each pssenger ' s
back duri ng ei t her phase of t he f l i ght regi me. By
compr i son, wher e t he pi l ot and creware f aci ng
f orward for vi si bi l i t y pri or t o l andi ng duri ng a
gl i de- t ype re- ent ry, t hey are subj ect ed t o severe
di scomf ort and handi cap f romt he decel erat i on vec-
t or ori ent at i on ( eyebal l s protruded).
The fl oor pl an i l l ust rat es proposed st owage rack
l ocat i ons, for t he i ndi vi dual t r oop equi pnent ,
whi ch may be requi red f or l i mi t ed warf are opera-
t i ons.
i nt erconnect t he si x decks f or emcrgency egress.
Three ent ry doors ar e l ocat ed at each of t he six
l evel s for rapi d l oadi ng and depl oyment of troops.
I n or der t o di mi ni sh t he noi se efTect on personnel ,
t he 70- f oot di amet er payl oad cmpr t ment woul d he
const ruct ed of a doubl e- wal l , acoust i c- dmpi np:
mat eri al .
Duri ng t he few mi nut es of wei ght -
Al so shown are t he access st ai rwel l s whi ch
K13. P22A
ICARUS
1200 TROOP COMPARTMENT ARRANGEMENT
I YP STOWAGE RACK LOCATION
DOUBLE WALL STRUCTURE
3 DOORS TYP (ACOUSTIC DAMPING)
6 LEVELS
v
~ (70
2 M
FIGURE 7
DlA)
Fi gure 8 del i neat es some proposed t echni ques whi ch
may prove ef f ect i ve t oward reduci ng t he ant i ci -
pat ed noi se l evel s t o wi t hi n t ol erabl e l i mi t s. I t
i s est hat ed t hat t he I CWS t ype of propnl si on
syst em, del i veri ng 18- mi l l i on pounds of t hrust ,
may produce a noi se l evel of approxi mat el y 181
deci bel s ( db) i n t he vi ci ni t y of t he engi ne. A
ri gorous i nvest i gat i on has not yet been conduct ed
t o assess t he i nt ensi t y of acoust i c energy i mposed
, on t he payl oad port i on of t he vehi cl e. Nevert he-
l ess, i t current l y appears t hat some suppl ement ary
t echni ques must be empl oyed t o f ur t her at t enuat e
t he acoust i c exci t at i on wi t hi n t he t r oop cmpar t -
ment.
may ef f ect i vel y accompl i sh t hi s purpose.
consi derat i on appear s t o present one of t he maj or
probl emareas whi ch must be resol ved bef ore per-
sonnel can be t ransport ed by r ocket - pmer ed
vehi cl es .
One or more of t he t abul at ed t echni ques
The noi se
M-13.953
ICARUS NOISE REDUCTION TECHNIQUES
REDUCTION OF NOISE AT SOURCE
. AIR AUGMENTATION OF JET STREAM
. OPTIMIZE LAUNCH PAD DESIGN (REFLECTED ACOUSTIC ENERGY)
. DUCTING (DEFLECTION) OF JET STREAM
IMPINGEMENT OF JET ON WATER SURFACE
REDUCTION OF NOISE IN TROOP COMPARTMENT
- MECHANICAL ISOLATION OF FLOOR SUPPORTS AND SEATS
. LOW MOLECULAR WEIGHT GASES (OR VACUUM) BETWEEN MULTIPLE WALLS
INCREASED MASS OF INNER WALL
INCORPORATE PANELS OF ABSORPTNE MATERIALS
REDUCTION OF INTERNAL (CABIN) PRESSURE
. REDUCTION OF MOLECULAR WEIGHT OF BREATHING GASES (HELIUM)
* REDUCTION OF NOISE ON PERSONNEL
ISOLATION OF EARS (EAR PLUGS, EAR MUFFS I N HELMET)
ISOLATION OF BODY (SEALED INDIVIDUAL ENCLOSURES, HARD SPACE SUIT)
FIGURE 8
W
Fl gure 9 t abul at es t he breakdown of t he S C . WS
payl oad.
pounds) i s requi red f or t he ROMRUS cmpar i son and
i s equi Went to 264,000 pounds of usabl e payl oad,
whi ch can he compri sed of ei t her t roops or cargo.
The t er n "boost er pyl md" (5O0,OOO
4
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Approxi mat el y 220 pounds per man were al l ocat ed
f or each of t he 1, 200 t roops wi t h personal equi p-
ment. An appreci abl e al l ot ment of 20, 000 pounds
was i ncl uded f or t he wei ght of g a s t o pressuri ze
t he huge vol ume of t he t r oop compart ment . As
previ ousl y not ed, 10,000 pounds wer e deduct ed
f ran t he payl oad t o provi de f or t he wei ght of t he
f our- man crewcapsul e, escape systev., and envi mn-
wei ght est i mat es, shown f or st ruct ural component s,
can be si gni f i cant l y reduced t hrough more ri gorous
desi gn anal vsi s
~ ment al cont rol syst em. May of t he prel i mi nary
M-13,9521
ICARUS PAYLOAD
PRELIMINARY WEIGHT ESTIMATE
216.W ( L E )
48.m
24.W
2 0 . m
1 4 5 . W
USEFUL PAYLOAD
TROOPS (12W MEN AT 180 LBIMAN)
TROOP EQUIPMENT (40 LBIMAN)
TRWP PROVISIONS
CABIN PRESSURIZATION SYSTEM AND GAS ( 7 5 PSIAI
CABIN STRUCTURE (CYLINDRICAL
SIDEWALL. PRESS. BULKHEAOS. AND FLOORING)
(20 LBIMAN -SEATS, RESTRAINT1
ACOUSTIC DAMPING PROVISIONS '' 12.000
NOSE FAIRING ** 2 5 . W
CREW SYSTEM (4 CREWMEN, CAPSULE, ESCAPE SYS..
ENVIRONMENTAL SYS. ETC) I 0. W
BOOSTER PAYLOAD TO 7600 N. MI. RANGE 5w.m(LB)
(USEFUL PAYLOAD 10 1600N.MI. RANGE= 264Mo L B l
'FOR FLIGHT TEST h CARGO TRANSPORT MISSION ONLY
..
SUBJECT TO FURTHER DESIGN REFINEMENTS
FIGURE 9
Mi ssi on Prof i l e
-
- Si nce a bal l i st i c t ransport vehi cl e, of t he t ype
descri bed, must have l aunch capabi l i t y i n any
di rect i on ( east erl y or westerl y), a non- rot at i ng
eart h was assumed f or t he prel i mi nary est i mat e Of
payl oad capahl l i t y.
crease i n peyl oad whi ch can be acqui red duri ng an
east erl y l aunch. For exampl e, t he tIOminal 503, 000-
pound boost er payl oad ( t o a 7,600 naut i cal mi l e
range) can he i ncreased t o 620, 000 _mur i ds, due t o
t he added vel oci t y i mpart ed t o t he vehi cl e f ran
t he earth' s rot at i on, duri ng an east erl y l aunch.
The propul si on syst emspeci f i c i mpul se var i es f m
377 seconds ( at sea l evel ) t o 455 seconds ( at
vacuumcondi ti ons). These val ues ar e based on as-
sumed chamber pressure of 3,000 psi, wi t h a 7 t o 1
mi xt ure rat i o (of oxygen t o hydrogen) and an exp9.n-
si on rat i o of 200 t o 1, whi ch i s provi ded by t he
al t i t ude compensat i ng nozzl e.
l i i th t he assumpt i on of two l aunch- pd l ocat i ons
( one at ANR, t he ot her at RrR), a r ange hal f - way
ar ound t he wor l d (10,803 naut i cal mi l es) i s not
requi red i n order t o reach t he key dest i nat i ons
whi ch wer e assumed. Cl earl y, such a range al so
can be real i zed 'by t radi ng pByl cad f or added pr o-
pel l ant s. Fi gure 10 t abul at es t he di st ance and
t ransi t t i mes for t he I CARUS vehi cl e t o 14 repre-
sent at i ve ci t i es of t he worl d. For t he maximan-
r ange mi ssi ons (such as AK3 t o Ranbay or RCR t o
Si ngapore), t he vehi cl e woul d be ful l y l oaded wi t h
propel l ant s. !, hen t he payl oad i s mai nt ai ned at
pri or t o l i f t - of f , i n order t o per f omt he short er-
range mi ssi ons. For exampl e, a ml ssi on f r an AHR
t o London woul d necessi t at e propel l ant t anks onl y
Fi gure 10 i l l ust rat es t he i n-
- const ant wei ght , t he propel l ant woul d be of f - l oaded,
56 percent f ul l . ' The engi nes ar e t hrot t l ed at
l i f t - of f t o mai nt ai n a const ant t hr ust - t o- wei ght
mt i o of 1. 25 A vehi cl e, whi ch i s desi gned wi t h
di sposabl e t anks, i s readi l y adapt ed t o an of f -
l oaded mi ssi on, merel y by t he el i mi nat i on of some
of t he ext ernal propel l ant t ams. The i nt ernal
oxygen t ank woul d not be f i l l ed t o mvi mumcapaci ty.
On sane of t he short er- range mi ssi ons t o i nacces-
si bl e dest i nat i ons, propel l ant coul d he ret ai ned i n
t he ext ernal t a n k s ( at t ached t o t he upper si de of
t he vehi cl e duri ng ent ry) f or "f l yi ng" the vehi cl e
t o a spaceport af t er l andi ng and debarkat i on of
t roops.
M-13.431
0.90
1. w g =14 x 106
HALF-WAY AROUND
WEIGHT OF
BOOSTER
PAYLOAD, O.l0
ICARUS
ACTUAL
PAYLOAD VS
WPL
~ ~ ~ ~ ~ D F ~ ~ s ~ l & (MILLION LE)
RANGE. S (N MI)
FIGURE 10
Fi gure ll t abul at es t he t ransi t t i mes of t he ICARJ S
vehi cl e t o 14 pr i nci pl ci t i es, as compared wi t h
t hat requi red f or today' s j et t ransport and, al so,
wi t h t hat requi red by t he proposed supersoni c t r ans-
port , whi ch was assumed t o t r avel at 2.5 t i mes t he
speed of sound. . I t shoul d be not ed t hat nei t her
t he supersoni c t ransport , nor t he j et t ransport ,
wi l l possess t he ext ensi ve r ange capabi l i t y of an
I CARUS- t ype vehi cl e.
t ransport coul d t r avel t he 7,500 naut i cal mi l es
fmm Pl4R t o Si ngapore wi t hout st oppi ng t o ref uel ,
i t s f l i ght woul d consume seven t i mes t hF durat i on
requi red by t he ICARUS vehi cl e.
woul d necessi t at e a t r avel - t i me approxi mat el y 20
t i mes great er.
Assumi ng t hat t he supersoni c
The j et t ransport
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M-13,9144
BALLISTIC TRANSPORT CAPABILITY ESTIMATE TO
PRINCIPAL CITIES OF THE WORLD
DESTI NATI ON WUNCI
I SI TE
VEHI CLE
: L08AL PROPELWN
STANCE LOADI NG
N. MI.) (Yo FULL)
5550
6510
71W 98
2030 50
2140
4640 77
5270 87
6810
7510 100
EST. TRANSI T 1
2.9
3.3
3.8
39 4.4
37 4.0
4.4
-
J ET
QANSPORT
~ 5 5 0 MPH
(HR )
6.5
6.8
6 9
7.2
8.8
10.1
11.8
13.5
-
-
3.7
3.9
8.4
9.5
12.3
13.5
ICARUS PI L =0.5 M. L8. ( USEFUL PI L = 264K. LE.) MAX. RANGE =7 m N. MI
FIGURE 11
The 14 l ocat i ons t abul at ed i n t he previ ous f i gure,
and t hei r rel at i ve l ocat i on fromt he t wo assumed
launch si t es, are shown on t he map of Fi gure 12.
These 14 ci t i es were not canpl et el y arbi t rary i n
t hei r sel ect i on. They were sel ect ed si nce t hey
ar e normal l y accept ed by commerci al ai r carri ers
as pri nci pal l ocat i ons for est abl i shi ng gl obal net -
work coverage.
M 141071
GLOBAL TRANSPORT
ESTIMATED DISTANCE & TRAVEL TIMES FROM AMR &
PMR TO 14 KEY CITIES FOR WORLD.WIDE COVERAGE
FIGURE 12
Figure 13 i l l ust rat es a t ypi cal mi ssi on prof i l e
whi ch woul d resul t f m an i mposed 3- g l i mi t at i on
duri ng boost and entry. Boost er burn- out woul d
occur approxi mat el y 6 mi nut es af t er l i f t - of f at
an al t i t ude of 82 naut i cal mi l es and a vel oci t y of
approxi mat el y 24, 300 f p s . The vehi cl e woul d coast
for an addi t i onal 7.5 mi nut es unt i l apogee was ac-
qui red. At t hi s poi nt , t he vel oci t y has decreased
t o 24, 150 4 s . The apogee al t i t ude of 127 naut i cal
mi l es i s wel l above t he edge of t he sensi bl e at mo-
sphere. Most of t he mi ssi on woul d be accompl i shed
above t he at mosphere wher e drag i s non- exi st ent .
Some 10 mi nut es af t er apogee condi t i on, t he vehi cl e
wi l l s t a r t t he ent ry port i on of t he f l i ght prof i l e
when i t agai n approaches t he edge of t he at mosphere
at an al t i t ude of approxi mat el y 400, 000 f eet . The
react i on cont rol syst emvill ori ent t he vehi cl e
i nt o t he requi red 49 degrees nose- up at t i t ude
pri or t o entry.
At l i f t- of f , due t o t he engi ne t hrust - t o- wei ght
rat i o, t he vehi cl e i s accel erat ed at 1.25 g' s.
As propel l ant i s depl et ed, and t he accel erat i on
i ncreases, t he engi nes are t hrot t l ed i n order t o
rest ri ct t he maximumt o 3 g' s. Thi s condi t i on i s 4
mai nt ai ned unt i l mai n engi ne cut- of f .
ent ry, t he vehi cl e agai n is rest ri ct ed t o a 3- g
maxi mumcondi t i on. The bank angl e i s modul at ed,
at const ant al t i t ude, t o sat i sf y t hi s condi t i on.
A 52- degree angl e- of - at t ack wi l l produce a vehi cl e
l i f t - t o- drag rat i o of approxi mat el y 0.42. Af t er
t he hori zont al vel oci t y has compl et el y decayed,
and t he vehi cl e has reached a st al l i ng condi t i on,
t he at t i t ude cont rol syst emwi l l ori ent t he vehi cl e
t hrough an angl e of 77 degrees unt i l t he base i s
poi nt ed di rect l y downward. A f ew segment s of t he
propul si on syst emare t hen rest art ed i n order t o
cancel t he vert i cal vel oci t y. The vehi cl e has t he
capabi l i t y of hoveri ng and t ransl at i ng hori zont al l y
pri or t o set t l i ng down on t he f our ext ensi bl e l egs.
Duri ng r e-
FIGURE 13
Fi gures 14 t hrougM24 depi ct t he vari ous phases of
t he mi ssi on prof i l e fromt roop l oadi ng t o debarka-
ti on. Pri or t o l oadi ng of t roops, t he vehi cl e
woul d be compl et el y checked out and propel l ant
t anks woul d be f i l l ed.
sure t hat t he propel l ant i n t he t an k s was at t he
proper l evel prior t o l i ft-off.
The t roops woul d ent er t he vehi cl e t hrough a gant ry
t ower, i ncorporat i ng a number of el evat or pl at f orms
whi ch l ead t o t he l oadi ng ramps. Three mp s ser-
vi ce t he ent ry doors at each of t he six deck
l evel s of t he vehi cl e payl oad. Tnree ent ry doors,
pl aced bet veen t he ext ernal LH2 t anks, wi l l ex-
pedi t e t he l oadi ng and unl oadi ng operat i ons.
Duri ng re- ent ry, t hese door openi ngs are l ocat ed
on t he upper si de of t he vehi cl e, keepi ng t he
highly heat ed undersi de f ree of st ruct ural openi ngs
and di scont i nui t i es.
Const ant t oppi ng woul d as-
W
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FIGURE 14
I
I n many instances, where i nstant-stri ke caprbi l i ty
i s required, squadrons of E-52 ai rcraft are kept
airborne around the clock. Under similar circum-
stances, it may prove feasible to maintain ICARUS
i n a state of i nstant readiness, with troops loaded
on-board the vehicle, prepared for immediate dis-
ptch to a potenti al trouble area.
required for chill-down, and f or topping of the
tanks during an 8-hour ground hold with troops
aboard, was estimated. It was calculated that an
additional 9 percent of LH2 (based on tank capac-
i ty) and an addition 1.6 percent of I@ would cm-
pensate for the boil-off losses resul ti ng fran
these conditions.
bi l i ty could be itrorporated i nto the on-board
computer which controls vehicle guidance t o pre-
determined destinations. The crew wculd be pro-
vided with manual over-ride of the computer.
The propellant
Re-call and re-direction cap-
i nternal tank through the turbine discharge port
located i n the center of the engine plug nozzle.
In the event of an aborted mission, ample propel-
l ant would be retained on board to assure that
adequate retro-thrust can be provided, pri or to
sea recovew of the enti re vehicle.
a rocket-powered VTOL, which can use an enti re
ocean as i ts emergency landing site, may be inher-
ently safer than a J et ai rcraf t which must depend
on reaching a parti cul ar ai r pr t for an emergency
landing i f trouble develops.
I n thi s sense,
ICARUS
M
PROPELLANT DUMPING.LAUNCH ABORT
(LH2 TANK JETTISON & LO2 OVERBOARD PUMPING1
ICARUS ASCENT
FIGURE 15
During a nom1 ascent, ICARUS would ri se almost
verti cal l y for about 70 seconds. I n the event of
an engine malfunction, or an emergency abort con-
dition, the eight external tanks can inmediately be
separated and J ettisoned at sea; containing the
hazardous l i qui d hydrogen.
the l i qui d oxygen would be pumped overboard fran the
-
The major portion of
FIGURE 16
After dumping of propellants, four expandable-
structure spheres would autcaaatically be deployed
fromthe extended landing legs to assure hy3ro-
stati c stabi l i ty of the enti re vehicle after
alighting on the ocean.
recovery mode, the vehicle woul d be towed back to
port. herous surface vessels and tow l i nes are
used to stabi l i ze the vehicle against adverse
wind effects during retri eval .
k i n g thi s emergency
M-l3.P,,
ICARUS LAUNCH ABORT
(ALTERNATE RECOVERY MODE)
FIGURE 17
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TERMINAL RETRO
THRUST-2500 FT.
FIGURE 18
START RE-ENTRY FIGURE 21
FIGURE 19
FIGURE 22
The pi l ot's and co-pi l ot's comprtment incorporates
unobstructed downward-vision windows to confirm
the sui tabi l i ty of the touch-down location. Papid
deployment of troops would be a mandatory require-
ment f or such a mi l i tary operation. A number of
potenti al techniques and devices, which would be
employed to assure iormediate unl adi ng of troops
and support equi pent, are i l l ustrated i n Figure
23.
W
FIGURE 20
8
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*,3,w*
PILOT'S DOWNWARD VISION
(PRIOR TO TOUCHDOWN)
FIGURE 23
The ICAFUS propulsion system i s comprised of 36
toroi dal canbustion chambers which each produce
500,000 pounds of thrust at l i ft-off.
entry, sel ecti ve engine modules are ignited at an
a3titude of 2,500 feet t o prov5.de retro-thrust for
terminal vel oci ty cancellation. A t re-ignition,
only 2 million pounds of total thmst are required
to produce almost 2 g's of deceleration.
modules are progressivly throttl ed f or 12 seconds;
they then produce 1.28 million pounds of total
thrust to balance the recovered weight. Rol l con-
Since onl y eight modules (of the avai l abl e 36 seg-
ments) are operated at half-thrust (or lower)
during thi s maneuver, extensive redundancy and i m-
proved mission rel i abi l i ty are provided at no ad-
di ti onal weight penalty. After the hover maneuver,
the engines are autmati cal l y cut off when the
landing legs are compressed, as shown i n Figure 24.
After re-
'Fnese
- trol i s provided by the atti tude control system.
p::,yy. . .,
,. ;\I :
:; &
On a, typi cal mission to mid-Africa, it appears
feasi bl e to recover the vehicle after troops have
been unloaded.
has not yet been conducted f or ICARUS, an extensive
investigation (Reference 13) resolved the cost of
the ROMBUS "parent" vehicle at approximately $164
million for the fi rst f l i ght item and at an average
cost of $56 million per copy, for a sample of ap-
proximately 156 vehicles. It, therefore, appears
that the reuse of the troop transport would be
extremely attracti ve, even when the vehicle i s
locates at a remote, inaccessible, land-locked
destination. I n such an event, l i mi ted propellants
would be "trucked" i n on ground vehicles which can
traverse the di ffi cul t terrai n (Figure 25), After
refueling, the vehicle could then rmke a short
"fl i ght" to the nearest coastline, where a "crawler"
would l i f t it and transport it to a wai ti ng barge.
Return of the vehicle to the refurbishment and re-
launch si te would be accomplished i n a manner
eimilar to the RWBUS ground operations, as defined
i n Reference 1 (see Figure 26).
Although rigorous cost analysis
u I Y 2 9
REFUELING ICARUS PRIOR TO FLIGHT TO RECOVERY PORT
, LIMITED PROPELLANT QUANTITIES REQUIRED,
\
4%
. . . . . .. . . ...
FIGURE 25
Althov&h the suggestion of launching a booster
di rectl y f mm I ts landing legs (without a launch
pad) may appear rather unreal i sti c, "i t's not
necessarily so."
Apollo mission depends on precisely such an opera-
ti on, on the return phase. The Lunar Fxcursion
Module (m) i s launched, while supported by i ts
four l egs, from the lunar surface, where no Cape
Kennedy is known to exi st.
I n time, perhaps, the launch cmplex,which was re-
quired at the outset of the mission, may be di s-
pensed with, although it appears that i ni ti al
operations woul d be conducted froma Launch pad.
k i n g the retri ed flight of ICARUS, the required
engine thrust i s at a greatl y reduced l evel , since
the vehicle i s essenti al l y empty. merefore, the
problems attendant with the engine noise l evel , and
with the exhaust plume effects on the touch-down
surface, are si gni fi cantl y diminished.
It should be cl ari fi ed that the
-
FIGURE 24
9
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IIy2(I
The cont rol surf aces of t he t wo f i ns ( l ocat ed be-
t ween t he hydr ogen t an k s ) are st owed i n t he l ocked
posi t i on duri ng ascent. As t he vehi cl e i s boost ed
t hrough t he at mosphere, t he t rai l i ng edge of t hese
cont rol surf aces wi l l be subj ect ed t o heat flux.
Fi gure 28 i s an hi st ori cal t emperat ure pl ot of t he
cont rol surf ace edge. Si x mi nut es af t er l i f t - of f ,
t hi s edge reaches a maxi mumt emperat ure of approxi -
mat el y 1,100 degrees Fahrenhei t . On t he out board
edge of t he f i n, i n t he vi ci ni t y of t he vert i cal
cont rol surf ace, t he st ruct ure wi l l be subj ect ed
t o a maxi mumt emperat ure of onl y 200 degrees
Fahrenhei t . The t rai l i ng edge was assumed t o be
const ruct ed of st ai nl ess st eel , f ormed i nt o a 3-
f oot radi us. One pot ent i al probl emarea, whi ch
has not been subj ect ed t o ri gorous i nvest i gat i on,
i s t he degree of shock wave ref l ect i on bet ween t he
LH2 t anks and t he f i n surf aces. The i nt ensi t y of
heat i ng and buf f eti ng, whi ch may resul t f r om t hese
i nt eract i ons, shoul d be i ni t i al l y resol ved t hrough
ICARUS RECOVERY AFTERFLIGHT FROM INTERIOR
, VEHICLE DELIVERED TO THEATER OPERATIONS CENTER I
FIGURE 26
Wr amet r i c Mi ssi on Cri t eri a
Fi gure 27 present s an hi st ori cal pl ot of t he
ascent t raj ect ory f or a represent at i ve mi ssi on
wi nd- t unnel Lest i ng.
1
5W
TEMP
400
~
T.E RADIUS =3 F r
STAINLESS STEEL
f romAMR t o mi d- kr i ca.
i t y, al t i t ude, f l i ght - pat h angl e, and accel erat i on
are pl ot t ed as a f unct i on of t i me f r an l i f t - of f .
The i ni t i al t hr ust - t o- wei ght rat i o of 1.25 wi l l
bui l d up t o approxi mat el y 3 g' s af t er 150 seconds
of f l i ght . Accel erat i on i s mai nt ai ned at 3 g' s,
f or 3.5 mi nut es unt i l burn- out , by progressi ve
t hrot t l i ng of t he mai n engi nes as propel l ant i s
consumed. The pl ot def i nes t he poi nt at whi ch t he
f i r st f our ext ernal hydr ogen t an k s ar e j et t i soned,
some 135 seconds af t er l i f t - of f . The propel l ant 0-
I n or der not t o adversel y af f ect t he vehi cl e' s
st abi l i t y, t he t anks are separat ed si mul t anesoul y.
Approxi mat el y 240 seconds af t er l i ft-off, t he next FIGURE 28
pi r of t anks ar e j et t i soned, wi t h t he l ast pair
ej ect ed j ust af t er mai n enni ne cut of f , 350
The paramet ers of vel oc-
ICARUS FI N BOOST
TEMPERATURE
HISTORIES
INTERFERENCE
EFFECTS INCLUDED
1W
250
100
80 160 1UI 320 I W 480
i s depl et ed f romt hese f our t anks concurrent l y.
TIME FROM L l f l OFF, SEC
seconds af t er l i ft-off.
recovered, f romt he ocean, by an LDS, as descri bed
i n Ref erence 1.
s es e t anks are parachut e-
M13.9401
ICARUS EXIT TRAJECTORY
AMR TO AFRICA (RANGE= 56w N.MI.)
NOTES: 1. wg = 14 x L O ~ L B 2. 1, Wt . o =1.25 3. Isp =377-455 SEC
1
TIME FROM LIFFOFF. T (SEC)
FIGURE 27
Fi gure 29 pl ot s t he at mospheri c ent ry phase of t he
mi ssi on t raj ect ory. By resort i ng t o l i f t modula-
t i on by varyi ng t he bank angl e duri ng ent ry, t he
decel erat i on can be rest ri ct ed t o a maxlmvm val ue
of 3 g' s.
t he physi ol ogi cal loads vary bet ween 1.0 and 1.5
g ' s for t he remai nder of t he t raj ect ory.
shoul d be not ed, however, t hat t he t roops woul d be
subj ect ed t o more t han 2 g' s f or only a peri od of
approxi mat el y 1.5 mi nutes. The personnel woul d
t hen have avai l abl e an 8- mi nut e i nt erval f or r e-
covery f rom2 g' s pri or t o act i ve debarkat i on.
?he peak decel erat i on l oad occurs 190 seconds
af ter entry. Short l y, t hereaf t er, t he vehi cl e i s
banked t hrough an angl e of 70 degrees ( around t he
vel oci t y vector), whi ch I s progressi vel y decreased
duri ng an i nt erval of 200 seconds.
i nt erval , t he vehi cl e mai nt ai ns a const ant al t i t ude
of 160,000 f eet and a const ant f l i ght - pat h angl e
of zero degrees.
2. 7 degrees, down f romt he l ocal hori zont al at
ent ry i nt o t he edge of t he at mosphere (400,000
feet), i s decreased t o zero degrees wi t hi n 3 mi n-
angl e- of - at t ack of 52 degrees f ran t he vel oci t y
vect or t hrou&?hout t he ent i re regi me of t he ent ry
maneuver.
when t he propul si ve port i on of t he l andi ng maneuver
Af t er t he i ni t i al peak decel erat i on,
I t
Dari ng t hi s
The i ni t i al f l i ght - pat h angl e of
Utes. The vehi cl e i s mai nt ai ned at a const ant W
Approxi mat el y 12.5 mi nut es af t er ent ry,
10
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i s i ni t i at ed, t he vehi cl e has t raversed some 1,650
naut i cal mi l es of r ange f romt he poi nt of at mos-
pheri c i nsert i on, and t he f l i ght pt h angl e has
i ncreased t o 65 degrees bel ow t he hori zont al . The
vehi cl e cent erl i ne i s ori ent ed 49degrees above t he
hori zont al , at st art of ent ry, and 13 degrees down
f rom t he hor i zont al at t he end of t he at mospheri c
entry.
M.,3942A
ICARUS PRELIMINARY ENTRY TRAJECTORY
BANK ANGLE - MODULATED ENTRY
r
2 <
TIME AFl ER CNTRY (SECONDS)
FIGURE 29
Figurr 30 compares maxinunu r e- ent r y t emperat ure of
t he TCARUS vehi cl e wi t h comparabl e val ues f or t he
i l l - f at ed X- 20 -soar. The 4, 000 degree Fahr en-
hei t nose t emperat ure of t he X-20 i s anal ogous t o
an equi val ent 600 degree Fahrenhei t nose t empera-
t ure of I CARUS, due t o t he ef f ect i ve cool i ng of
t he ICARUS nose by ci rcul at i on of l i qui d hydrogen.
The bl unt nose of t he I CARUS conf i gurat i on provi des
an added f ri nge benef i t , The shock mve propogat ed
f romt he nose of t hi s bl unt ent ry body wi l l prot ect
t he f i n l eadi ng edges f romsevere heat i ng condi t i ons.
I[he f i n l eaai ng edge of t he X- 20 gl i der i s shown t o
be approxi mat el y 3,000 degrees; t he 1C.WS vehi cl e,
approxi mat el y 2, 500 degrees. I t shoul d be not ed,
however, that t hese val ues ar e t heor et i cal maximum
t emperat ures whi ch do not al l owf or any heat - si nk
capabi l i t y f or t he vehi cl e st ruct ure. The f ol l ow-
i ng f i gur es present t he act ual maximums predi ct ed
for t he pert i nent hot - spot s on t he vehi cl e st ruc-
ture.
mt e b 4,000 square f eet of total surf ace area.
' The ent i re a?ea can be cont ai ned wi t hi n t he
envel ope def i ned by t he ext ernal hydrogen t anks.
Hence, wi nd ohear gradi ent s duri ng boost are not
i mposed di rect l y on t he f i n surf ace area; ot her -
wi se resul t i ng i n severe de- st abi l i zi ng manent s.
-.,
The ICARUS f i ns were si zed t o d m appr oxi -
MII.W
MAXIMUM RADIATION EQUILIBRIUM TEMPERATURES
FOR WINGED VEHICLES DURING ENTRY
TEMPERATURES SHOWN I N ~F
x-20
-
FIGURE 30
Fi gure 31 i s an hi st or i cal pl ot of t he wi n body
ent ry t emperat ure f or I CARUS. I t i ndi cat es t hat
a maxm of approxi mat el y 1, 350 degrees -en-
hei t i s reached some 480 seconds af t er at mospheri c
penet rat i on. This t emperat ure i s associ at ed wi t h
a st ai nl ess st eel ( +i nch honeycomb sanmi i ch) con-
st ruct i on f or t he undersi de of t he body, wi t h ex-
t er nal ski ns approxi mat el y .080 i nches thi ck.
When t hi ckness, and resul t i ng heat st owage cap-
bi l i t y, i s at t ri but ed t o t he mat er i al of t he ve-
hi cl e, i t i s evi dent t hat t he t heor et i cal maximum
of 1,600 degrees Fahrenhei t ( shown i n Fi gure 30)
wi l l be reduced t o approxi mat el y 1, 350 degrees
Wr enhei t .
i ndi cat ed i n Fi gure 31, i s t he cr oss- sect i onal
ar ea of t he &- f oot di amet er base.
The 5,030 square f oot ref erence area,
u
ml sm cm m m1 w
NTRY AT 121.9 KM (4W.Mo m. SEC
FIGURE 31
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Fi gure 32 i s a pl ot of t he f i n l eadi ng- edge t em-
perat ure and i ndi cat es t hat a maxi mumof 2,000
degrees Fahrenhei t i s reached approxi mat el y 220
seconds af ter at mospheri c entry, as compared t o
t he 2,500 degree Fahrenhei t t heoret i cal maxi mnu
shami n Fi gure 30, or t he 3,000 degree Fahrenhei t
l eadi ng edge t emperat ure of t he X-20. The pl ot
of Fi gure 32 i s based on an assumed l eadi ng- edge
radi us of 2 4 2 f eet and st ai nl ess st eel con-
st ruct i on wi t h a ski n t hi ckness of .2 i nches.
ICARUS FIN
LEADING EDGE
TEMPERATURE
HISTORY
FIGURE 32
The pl ot of Fi gure 33 def i nes t he vari at i on of t he
previ ous maxi mumt emperat ure (2,000 degrees Fah-
renhei t), asaf hct i on of t he st ai nl ess st eel
sheet t hi ckness.
t he maximum t emperat ure wi l l i ncrease t o appmxi -
mat el y 2,400 degrees Fahrenhei t .
edge t hi ckness i s doubl ed, t he maxi mumt emper a-
t ure woul d be decreased t o approxi mat el y 1,400
degrees Fahrenhei t .
' , hen t he t hi ckness i s halved,
When t he l eadi ng-
Al t hough a hi gh L/ D l i f t i ng body woul d provi de
great er maneuverabi l i t y duri ng t he ent ry phase, a
moderat el y l owl i f t i ng body appears t o provi de
sui t abl e cont rol capabi l i t y. Fi gure 34 pl ot s t he
vari at i on of t he I CARUS L/ D rat i o ( CL =0.75,
CD =1.78) as a f unct i on of t he angl e- of - at t ack.
I t can be seen t hat a maximum L/D of about .42
can be acqui red at angl e- of - at t ack val ues bet ween
45 degrees and 55 degrees. At a zero angl e- of -
at t ack, no l i f t i s generat ed by t he TCARUS vehi cl e;
resul t i ng I n a pure bal l i st i c re- ent ry wi t h i ts
exceedi ngl y hi gh decel erat i ons, as previ ousl y di s-
cussed.
M.,,,*W
t 0.1, +
OF ANGLE OF
ICARUS EFFECT
ATTACK ON LIFT
TO DRAG RATIO
LIFT TO DRAG
1. MODIFIED
NEWTONIAN
2. REFERENCE
0.2
A =4 6 7 SQ. M. 0.1
"'
I I
Io Irn
ANGLE OF ATTACK. 0 (DEW
FIGURE 34
Fi gure 35 i s a pl ot of t he maneuverabi l i t y whi ch
When a const ant bank angl e i s mai nt ai ned t hr ough-
out t he i ni t i al 3 mi nut es and f i nal 6 mi nut es of
ent ry ( excl udi ng t he const ant - al t i t ude porti on),
t he down- range and cross- range maneuver capabi l i t y
can be vari ed a8 sham. The nomi nal desi gn pi nt
of t he I CARUS vehi cl e, whi ch al l ows a maxi mumde-
cel erat i on of 3 g' s duri ng E- ent r y, would be ac-
qui red wi t h a const ant bank angl e of 50 degrees.
Under t hese condi t i ons, t he down- range maneuver
capabi l i t y coul d be vari ed by 1,500 naut i cal
mi l es, wi t h t he cross- range t ouch- down poi nt con-
t rol l ed t o approxi mat el y 120 naut i cal mi l es.
These vari at i ons ar e def i ned as di spersi ons frm
t he nani nal t ouch- down l ocat i on resul t i ng frm
pure bal l i st i c ent ry ( Ki t bout l i f t capabi l i ty).
k i n g a ROMBUS bal l i st i c recovery fran orbi t ( at
an angl e of 1.5 degrees), i t was est i mat ed t hat
t he +sigma t ouch- down di spersi ons woul d be con-
t ai ned wi t hi n an el l i pse havi ng a 13.6 naut i cal
mi l e major axi s and a 1.6naut i cal mi l e mi nor
axi s (C.E.P. = 1.53 naut i cal mi l es).
Af ter I CARUS horl zont al vel oci t y cancel l at i on,
sel ect i ve segment s of t he propul si on syst emwoul d
be r e- i gni t ed t o provi de hover and hori zont al
t ransl at i on capabi l i t y f or t he vehi cl e.
t i mat ed t hat approxi mat el y 60,000 pounds of on-
board propel l ant woul d be requi red t o al l owt he
vehi cl e t o hover, t hen pi t ch over 10 degrees, and
t ransl at e 1,000 f eet hori zont al l y i n 30 seconds.
i s predi ct ed f or a vehi cl e of t he I CARUS type.
U
I t i s es-
W
12
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ANGLE OF ATTACK =45 DEG
LI D =0.425
INERTIAL ENTRY ANGLE =-2. 1 DEG
3 G DECELERATION LIMIT
-
1 I
I
BANK ANGLE
I THROUGHOUT
MANE,UVER
f
.~...
DESIGN POINT
. . . ..
1
~-
O"l.0 1.2 1.4 1.6 1.0 2.0
M 1629011
GLOBAL TRANSPORT VS PLANE
LOADING AND UNLOADING TIME COMPARISON
DOWN-RANGE MANEUVER CAPABILITY (1.W N. MI.)
FIGURE 35
One major consi derat i on, whi ch must be reckoned
wi t h when consi deri ng a t r oop t ransport mi ssi on
of t he ICARlJ S t ype, woul d i nvol ve t he t i me r e-
qui red t o prepare t he vehi cl e f or f l i ght readi ness.
The t i me- consumi ng preparat i ons and count - dam
procedures, requi red f or today' s expendabl e boost ers,
woul d render a rocket - t ransport mi ssi on i mpract i cal .
Si nce I CARUS woul d not be operat i onal unt i l t he
earl y 198O's, i t i s not unreal i st i c t o post ul at e
t hat , af t er boost er r euse has become comnonpl ace,
t he f l i ght readi ness t i me may be di mi ni shed t o a
l evel comparabl e t o t hat of t oday' s comer ci al
i rcraf t ; t hat i s, fromt ouch- down t o t he next con-
' -6eci i ti ve f l i ght .
For t he ROMBIJS reusabl e orhi t al boost er, i t was
est i mat ed t hat 76 days woul d he i ni t i al l y requi red
f or vehi cl e t urn- around t i me f romf i rst l aunch t o
f i rst re- l aunch. Thi s concl usi on was based on t he
f ol l owi ng t i me est i mat es:
ment requi red 16 days, 2) one week st ay- t i me of
vehi cl e on l aunch pad, and 3) one week requi red
for l aunch pad ref urbi shment .
t ask t o post ul at e, concl usi vel y, t he degree of
i ncreased conf i dence l evel and reduced l aunch
preparat i ons whi ch wi l l resul t f romrepeat e
boost er reuse. only experi ence can be subst i t ut ed
for specul at i on and conj ect ure on t hese vi t al con-
si derat i ons. Cl earl y, i t i s i mperat i ve t hat t i me-
consumi ng pre- f l i ght operat i ons must be mi ni mi zed.
T mnd t hi s end, t he I CARUS vehi cl e woul d cont ai n
on- boar d aut omat i c check- out equi pment t o provi de
i nst ant readi ness.
The premi se of reduced t urn- around t i me accept ed,
t he maj or consi derat i on remai ni ng, t o i nf l uence t he
f easi bi l i t y of rocket - borne t r oop t ransport s,
woul d be t hat t i me requi red f or l oadi ng and unl oad-
i ng of t he vehi cl e. Fi gure 36 t abul at es est i mat ed
l oadi ng t i mes, compari ng t he ICARUS mi l i t ary
t ransport wi t h equi val ent numbers of mi l i t ary ai r -
craf t , whi ch woul d be requi red t o accompl i sh t he
same payl oad- carryi ng mi ssi on. The rocket t mns-
ort woul d requi re approxi mat el y t wi ce as l ong t o
l oad 600 t roops and 132,000 pounds of cargo, as
t he t en equi val ent ai rcraf t woul d necessi t at e.
Duri ng t he unl oadi ng operat i on, i t i s est i mat ed
t hat t he t roops f romt he rocket t ransport coul d
be debarked i n sl i ght l y more t i me t han i s requi red
1) vehi cl e ref urbi sh-
I t i s an i mpossi bl e
FIGURE 36
F i we 37 compares t he ICRRUS vehi cl e, wi t h i t s
l anded wei ght of 1.28mi l l i on pounds, wi t h t hr ee
t ypi cal mi l i t ary ai rcraf t whi ch var y f rom270,000
pounds t o 80,000 pounds at t ouch- down. The t abl e
i ndi cat es t hat t he I CARUS vehi cl e, even when onl y
t hree of i t s f our l egs are l oaded on t ouchdown,
can l and on any t ype of t errai n, wi t h t he except i on
of qui ck- sand or si l t. By canpr i son, t he 8- 52C
and E-8 coul d not be support ed by anyt hi ng ot her
t han hard rock, whi ch has an al l owabl e beari ng
pressure of 50 t ons per square f oot . The C- n8,
however, coul d be support ed by sof t rock, whi ch
hac an al l owabl e beari ng pressure of 8 t ons per
square f oot . For a t ypi cal mi ssi on ( f r omAMR t o
mi dAf ri ca) , t he t abl e shows t hat t he wei ght of
t he I CARUS t r oop t ransport coul d r eadi l y be sup-
port ed on coarse sand ( such as i s f ound i n t he
Sahara desert ) by moderat el y- si zed l andi ng pads
( 6- f eet square) on each of t he f our l andi ng l egs.
M 142198
GLOBAL TRANSPORT VS AIRPLANE
LANDING LOAD COMPARISON
" ARD CUY L 5.0 7 x 7
SAND (MIXED) (4.4 Ti FT2)
GRAVEL 6 FIRM 6.0 6 x 6 1
COIRsf SAND 16.0 Ti@>
(MIXED)
swr ROCK 8.0 S X 6'
HARD ROCK 50.0 * X I
*DISREGARDS LENGTH OF PREPARED LANDING STRIP REQUIRED
( I . , TI " 2)
( 131 Ti FTT2)
FIGURE 37
13
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Fi gure 38 compares I CARUS wi t h one proposed versi on
of t he SST ( supersoni c transport). Al t hough I CARUS
has appr oxWt eI y ei ght t i mes t he payl oad capabi l -
i t y of t he SST, i t s gross wei ght i s 28 t i mes l arger,
and i t s l andi ng wei ght i s 4.5 t i mes great er. I t
has a r ange t wo and one- hal f t i mes as great as t he
SST. J t s crui si ng speed, as i ndi cat ed i n Fi gure
38, woul d be ei ght and one- hal f t i mes t hat of t he
SST.
l i st i c t ransport are:
and 2) el i mi nat i on of t he requi rement for a l and-
i ng runway. Undoubt ebl y, one paramet er i nf l uenc-
i ng t he evol ut i on of an I CARUS- t ype vehi cl e wi l l
be i t s cost - ef f ect i veness. As i ndi cat ed by t he
f i gure, i t does not appear t hat a rocket - powered
vehi cl e, usi ng hi gh- ener gy propel l ant s, can ef -
f ect i vel y compet e wi t h ai rpl anes on an operat i onal
cost basi s.
The pri nci pal advant ages of f ered by t he bal -
l ) t ransi t t i me reduct i on
TRANSPORT
VEHICLE
COMPARISON
T
WUCUI ,CAR" $-MI,. TRANSP
NASL SCAT ,I IS,
TOTAL USf FUL PAYLOAD WEIGHT 33 m LBS
PAOILNGERS __ ZI 2W LBS (125 PA& +BAGGAGE) --I32,oW LBS] @x R@ +EVUIP.l
C l R M
GROSS WLlGHT
UNDl NC WrlOH,
CRUlslNO IPFCD ~~~
TRANSIT TlML TOR ,Ma N.M,. OISIINCI - 1.4 HRS1THEO.l
RUNWA" LENGTH - TAl EOf l
1112-2 I E % S K . M I
-LANDING
El i , Ml l E COST< ," " C > ~
A%%- 14 OWm0 LBI
;&M%
275,mO L B I -1 580 h LBS
, 7 m urn
~- 1m.w LBI t6.c$gaM;sr
19 MIN
B R . : : T : ' .
8
9- n
7 CENTIIH.MI. (FUEL ONLY1
(RLUSABLE " THICLFI
FIGURE 38
When a l arge number of reuses can be real i zed for
each vehi cl e, t he operat i onal cost s are cmpr i sed,
pri nci pal l y, of l aunch cost s and t he cost f or pr o-
pel l ant s. Fi gure 39 present s prel i mi nary cost
est i mat es for t he t ransport mi ssi on. Tne t ot al
cost for bot h rocket propel l ant s, at a mi xt ure
rat i o of '7 t o 1, i s approxi mat el y 5f per pound as
compared t o 2) per pound for each pound of ker o-
sene consumed by t he ai rcraf t engi ne. I n t erns
of cost per seat - mi l e, consi deri ng only t he
speci f i c f uel cost ( when t he vehi cl e cost i s
amort i zed over a l arge number of f l i ghts), TCMUS
woul d cost 27 t i mes as much t o operat e t han woul d
a convent i onal j et ai rcraf t .
Al t hough cost of cryogeni c propel l ant s can be ex-
pect ed t o reduce wi t h mass product i on, i t does not
appear t hat i t can concei vabl y be reduced t o a
compet i t i ve l evel wi t h J P-4 f uel s. Moreover, a
bal l i st i c t raj ect ory, of t he TCARUS t ype, woul d
consume f ar more propel l ant wei ght , f or t he same
t ot al range and payl oad, t han woul d a convent i onal
ai rcraf t . ?%is poi nt i s borne out by i nspect i on of
Fi gure 39.
woul d carry a t ot al payl oad equi val ent t o TCARUS.
These seven ai rcraf t woul d consume a t ot al of
1.46 mi l l i on pounds of J P-4 (at 2,d per pound), as
compared t o I CARUS whi ch requi res 12 mi l l i on
pounds of cryogeni c propel l ant s (at an average
cost of 5,d per pound).
For exampl e, seven DC- 8F ai rpl anes
GLOBAL TRANSPORT VS. AIRPLANE
u 142561
FUEL COST COMPARISON
RANGE - N. MI.
PAYLOAD - TONS (INCL. STRUCT.)
USEFUL PAYLOAD (TONS)
USABLE FUEL (LB.)
SPECIFIC FUEL COST ($/TON-MILE) 0.612
NUMBER OF REFUELING STWS
SPECIFIC FUEL COST ($/SEAT-MILE)
FUEL COST (IILB.) 0.051
TRWP CAPACITY 12w
C-l j SA K- 8F C-130A
G.
'
0.017 0.017 i 0.017
0.025 0.025 ~ 0.024
1 1 2
175 189
I 92
0.W25 0.0025 0.W24
ASSUMED PROPELLANT COSTS
JP4 AT $0.11 I GAL.($0.02/ LB )- LO2 AT IO.OZILB-LH2 AT 10.271LB
FIGURE 39
Concl udi ng Remarks
Cl earl y, t he argument f or a rocket - powered t r ans-
port i s not based on economy, nor i s i ncreased
passenger ccnnfort a real i st i c rat i onal e; nevert he-
l ess, t he sane can be sai d f or t he SST. Yet, t he
i nsat i abl e demand f or ever- i ncreasi ng speed i s
provi di ng t he necessary i mpet us f or devel opment of
t he SST, al t hough no pret ense of i mproved economy
i s i mpl i ed.
An I CARUS- t ype vehi cl e woul d be devel oped f or
t he speci f i c mi ssi ons def i ned herei n. I ts mi ssi on
pot ent i al must be exami ned wi t hi n t he proper con-
t ext - as a possi bl e ext ensi on of reusabl e boost er \J
t echnol ogy. Onl y when t he l at t er machi ne al ready
exi st s, for sat i sf yi ng space expl orat i on requi re-
ment s, wi l l i t s adapt at i on f or bal l i st i c t ransport
purposes appear warrant ed. Bef ore t he desi rabi l -
i t y of a bal l i st i c t ransport can he est abl i shed,
j ts anol ogy t o "Operat i on Bi g Li f t " must be re-
exami ned. The 4.45 mi l l i on pounds of t ot al pay-
l oad, t ransport ed duri ng "Bi g Li f t " whi ch requi red
235 mi ssi ons, coul d be perf ormed wi t h 17 ICARU3
mi ssi ons. ' The 10 hours requi red f or each ai rpl ane
f l i ght coul d be reduced t o sl i ght l y more t han an
hal f - hour wi t hout ref uel l i ng - and each mi l i t ary
mi ssi on coul d be under wen wi t h t he compl et e as-
surance t hat a l andi ng si t e woul d be i n exi st ence
upon ar r i val at t he dest i nat i on.
the f ol l owi ng f undament al quest i ons remai n t o be
resolved:
Nevert hel ess,
1.
2.
3.
4.
5.
what i s t he mi l i t ary si gni f i cance of t rans-
port i ng an ent i re bat t al i on of t roops i n
one vehi cl e
what pri ce wi l l we pay f or drast i cal l y i n-
creased speeds and i mpressi ve reduct i ons
i n f l i ght t i me
howmuch i s t he added l ogi st i c f l exi bi l i t y
wort h when rel i ance on a l andi w st ri p i s
not requi red
what dol l ar val ue shal l be assi Kned t o an
how i s t he det errent consequence apprai sed
of a mi l i t ary ar senal whi ch i ncl udes ve-
hi cl es wi t h t he above capabi l i t y
unl i mi t ed- range capabi l i t y U
14
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6. how can t he val ue he assessed of t he added,
st i l l un!mown, benef i t s whi ch are cert ai n
t o be deri ved f romf ur t her appl i cat i ons
of reusabl e boost er deri vat i ves?
The RO!GlJS ant ecent has been est i mat ed t o cost
f rom5 t o 6 mi l l i on dol l ars f or devel opent . How
much can be saved by desi gni ng t he I CNI I I S versi on
as a st rai ght f orward modi f i cat i on of a presumabl y
exi st i ng vehi cl e, and t o what ext ent woul d t hi s
cost reduct i on of f set t he unat t ract i ve ooerat i onal
-I
Bi bl i ography
1. Bono, Phi l i p: "ROMBUS - An I nt egrat ed Syst ems
Concept f or a Reusabl e Orbi tal Modul e ( Boost er
and Ut i l i t y Shuttl e), " present ed t o An4 h-
mer Meet i ng, 10s Angel es, Cal i f orni a, J une 18,
1963; AI AA Prepri nt No. 63- 2p; al so Dougl as
Ai rcraf t Campany Engi neeri ng Wper No. 1552.
2. Bono, milip, C. H. Pri nt z, and G. E. Kahre:
"The I nf l uence of Unconvent i onal St ruct ures
cost - ef f ect i veness of t he bal l i st i c t rani port ?
I n concl usi on, i t must be st at ed t hat approxi mat el y
a bi l l i on dol l ar s wi l l be spent f or devel opment of
t he Supersoni c Tr anspor t , purel y f or t he sake of
i ncreased speed.
40 t o 80ai rpl anes, each SST woul d cost t hree t o
four t i mes as much as t oday' s comer ci al j et t r ans-
port; yet , t hi s f act i s not hi nderi ng necessary
progress i n a vi t al t echnol ogy.
Perhaps a smal l er versi on of ICARUS, rel at ed t o a
Sat urn- cl ass of reusabl e boost er, woul d prove more 4. Bono, Phi l i p and J ohn P. Hayes: "The Econcmi c
at t ract i ve. A bal l i st i c t ransport of t hi s si ze Aspect s of a Reusabl e Si ngl e- St age- t o- Or bi t
and Advanced Mat eri al s on Boost er Reusabi l i t y,
publ i shed i n Proceedi ngs of t he A W Fi f t h
Annual St ruct ures and Mat er i al s Conf erence at
Wlm Spri ngs, Cal i f orni a, Apri l 1- 3, 1964; .
al s o Dougla s Ai rcraf t Cmwny Engi neeri ng
Paper No. 1829.
i n Ast ronaut i cs and Aeronaut i cs TAbAT
J anuar y 1964, pp 28- 34.
Based on an est i mat ed market of
3. Bono, Phi l i p: "The ROMBUS Conce t '' bl i shed
coul d al so hc t i on as a t ouri st carri er t o eart h
orbi t and return. The mi l i t ar y I CARUS si ze, as
wer e many of i t s desi gn f eat ures, was a di rect r e-
sul t of i t s predecessor conf i gurat i on, t he ROMRUS
reusabl e booster. Al t hough t he J CARUS concept has
been subj ect ed t o onl y a superf i ci al anal ysi s, i t
can be st at ed, wi t h a hi gh degree of conf i dence,
t hat i t s t echni cal f easi bi l i t y has been cmpl et el y
veri f i ed.
Acknowl edgement s
The aut hors wi sh t o express t hei r si ncere grat i t ude
t o t he ent i re st af f of t he Douglas Ai rcraf t Com-
pany? ~ Advance hunch Vehi cl e Technol ogy Teamand,
- ' i n part i cul ar, t o t he follovfng personnel f or t hei r
support and capabl e generat i on of much of t he t ech-
ni cal data cont ai ned her ei n; wi t hout t hei r col l ec-
t i ve cont ri but i ons, t hi s paper woul d not have been
possi bl e.
C. M. Ai l man, Acoust i cs
G. C. Budri s, St rengt h
J . E. khl, Gui dance and Cont rol
C. D. Pay, Test and Devel opnent
R. H. Gri mes, Mechani sms
R. V. Hauver, Fl i ght Mechani cs
K. A. Hof f mayer, Operat i ons Anal ysi s
D. R. J ohnson, Ground Suppor t Equi pnent
M. J. Kl empa, Operat i ons Research
T. G. Lee, Thennodynami cs
R. H. Mi chael i s, Propul si on - Engi ne
I nt egrat i on
W. D. Nason, El ect roni cs
C. H. Pri nt z, St ruct ure
R. G. Ri edesel , Aav. Proj ect Engi neer
T. P. Sapp, Cost Anal ysi s
H. B. Sorki n, Cost Ef f ect i veness
K. L. Tanney, Rel i abi l i t y
P. B. Thcmpson, Propul si on - Subsyst ems
G. A. Ursi ni , Ground Operat i ons
S. J . Vi scovi ch, St ruct ural Desi gn
S. E. Wei nst ei n, J han Fact ors
J. L. Woodwort h, Wei ght Anal ysi s
Sme vehi cl e desi gn dat a for I WRUS, cont ai ned i n
t hi s paper, were deri ved f roma st udy of ROMBUS
sponsored by NASI\ Fut ure Pr oJ ect s Of f i ce, Mar shal l
Spxe Fl i ght Cent er.
-
(ROOST). " December 1962.
5 . Gunkel , R. J., P. Bono, and F. H. Bergonz:
"Recovery Syst emConcept s f or a Reusabl e Chemi -
cal Boost er, " present ed t o ARS 17t h Annual
Meet i na and Swce Fl i aht Fkwsi t i on at Los
Angel es, Cal i f orni a, Govembi r 18, 1962,
Faper No. 2n8- 62; al so Dougl as Ai rcraf t Cm-
plw Engi neeri ng Faper No. 1427.
6. J ohnson, Donal d R.: "An Anal ysi s and Compari -
son of Iend and Wat er bunch Syst ems, " pr e-
sent ed t o IAS Nat i onal S me r Meet i na. Los
Angel es, Cal i f orni a, J une 1962; ULS &er No.
62-132; al so Dougl as Ai rcraf t Company Eng i n-
eeri ng Faper No. 1313.
7. Koel l e. X. A. and W. G. Huber: ' %conomv of
space ki ght , " publ i shed i n Handbook or ' bt r o-
naut i cal Engi neeri ng, Sect i on 1.9, McGr aw-
H i l l , 1961.
8. Hunt er, M. W., E. B. Konecci , md R. F. Trapp:
'%Manned Nucl ear Spce Syst ems, " publ i shed i n
Aerospace Engi neeri ng, J anuar y 1960; al so
Douglas Ai rcraf t compag. Engi neeri ng %per
No. 824.
9. Bono, Phi l i p: "Fut ure Boost ers - NOVA and
Beyond, " present ed t o 18t h Annual Propul si on
Meet i ng, sponsored by AI AA and NASA Levi s
Research Center. Cl evel and, Ohi o, March 7.
1963; al so J h u g k s Ai rcraf t Cmp&y Eng i neer - '
i ng Faper NO. 1 5 ~ .
10. Gol dbaum, G. C. and J . F. whi te: "Ef f ect s of
Vehi cl e Cost on Desi gn and Si zi ng of Mul t i -
St aue Rocket s. " present ed t o t he 4t h Symmsium
on Bal l i st i c Mi ssi l e and Space Technol -& at
UCI A, August 1959; al so kughs Ai rcraf t Can-
plny Engi neeri ng =per No. 801.
I5
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l l . St one. J ohn W.: "Fut ure of I arge Iaunch
Vehi ci es, " publ i shed i n Proceedi ngs of AI AA-
NASA 2nd Manned Spce ni ght Meet i ng at
Pal l as, Texas, Apri l 22- 24, 1963.
12. %DD. T. P.: "Economi cs of Boost er Recoven. "
-,
pubi i shed i n Proceedi ngs of Symposium on
Space Rendezvous Rescue and Recovery at
Edwards Ai r Force Base, Cal i f orni a, sponsored
by Ameri can Ast ronaut i cal Soci et y and t he
Ai r Force Fl i ght Test Cent er, Sept ember 10-12,
1963; al so Douglas Ai rcraf t Company Engi neer -
i ng Paper NO. 1652.
13.
Mode, 3. C. , H. Ni ti l anan, and P. B. nanpson:
"The I nf l uence of Onboard Fropul si on Sel ect i on
on Manned Spscecraf t Desi nn. " publ i shed i n
Pr oceedi ngs- of AI AA 2nd &ed- Space Fl i ght
Meet i ng at kl l as, Texas, Apri l 22- 24, 1963;
al so Dougl as Ai rcraf t Company Fngi neeri ng
Paper No. 1627.
14. Gemi s , Robert L., Gi deon Markus, and
Robert G. Ri edesel : "Reusabl e- Manned- Nucl ear -
Orbi t aJ . Carri er, " present ed t o t he I nst i t ut e
of Aer osmce Sci ences 3l st Annual Meet i ng at
New Yor k- Ci t y, J anuary 23-29, 1963, a s Paper
No. 63- 32; al so Dougl as Ai rcraf t Company
Engi neeri ng Paper NO. 1467.
15. Burge, G. C. and D. 1J. Kendl e: ' Base Pr es-
sure FYf ect s on t he Thrust Perf ormance of Un-
convent i onal Rocket Nozzl es, " present ed t o
t he 5t h LI Quid Pr oaul si on Svmmsiumat Tamoa.
Florida, &ember i 963; al sb
- Comprny Engi neeri ng Paper No. 1
16. Koel l e. H. Hemn: "Trends i n Far t h- t o- Or bi t
Transport at i on Syst ems, " publ i shed i n
Ast ronaut i cs and Aer ospce Fql neer i x,
Oct ober 1963, pp 25- 30.
17. Bono. Phi l i p: "Advanced Rocket Concept s. "
publ i shed i n Mechani cal Engi neer i w(ASME),
J anuary 1964, pp 21- 25.
V
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