Shuttle orbiter with telescoping main propulsion unit and payload

An improved Space Shuttle with variable internal volume is provided. The Space Shuttle Orbiter includes a telescoping main propulsion unit. This main propulsion unit contains the main rocket engines and fuel tanks and telescopes into the Space Shuttle. A variable cavity is located between this unit and the crew compartment. Accordingly, the positioning of the telescoping main propulsion unit determines the volume of the variable cavity. Thus, the volume of the variable length of the entire Space Shuttle may be increased or decreased to achieve desired configurations for optimal storage. In one embodiment of the invention, the payload also telescopes within the variable cavity

A two-stage earth-to-orbit transport with translating oblique wings for booster recovery

A two-stage earth-to-orbit transport is disclosed which includes an orbiter vehicle and a pair of boosters, each having a deployable oblique wing located along a longitudinal axis of the booster. The wing is deployed in an oblique disposition in supersonic and hypersonic speeds, and disposed at 90 degree for subsonic speeds encountered during entry. The oblique wing is driven axially and rotated by means of a turret mounted on rails

Design, fabrication, and tests of a metallic shell tile thermal protection system for space transportation

A thermal protection tile for earth-to-orbit transports is described. The tiles consist of a rigid external shell filled with a flexible insulation. The tiles tend to be thicker than the current Shuttle rigidized silica tiles for the same entry heat load but are projected to be more durable and lighter. The tiles were thermally tested for several simulated entry trajectories

Shuttle to Shuttle 2: Subsystem weight reduction potential (estimated 1992 technology readiness date)

The objective of this study was to make estimates of the weight savings that might be realized on all the subsystems on an advanced rocket-powered shuttle (designated Shuttle 2) by using advanced technologies having a projected maturity date of 1992. The current Shuttle with external tank was used as a baseline from which to make the estimates of weight savings on each subsystem. The subsystems with the greatest potential for weight reduction are the body shell and the thermal protection system. For the body shell, a reduction of 5.2 percent in the weight of the vehicle at main engine cutoff is projected through the application of new technologies, and an additional configuration-based reduction of 5 percent is projected through simplification of body shape. A reduction of 5 percent is projected for the thermal protection system through experience with the current Space Shuttle and the potential for reducing thermal protection system thicknesses in selected areas. Main propellant tanks are expected to increase slightly in weight. The main propulsion system is also projected to increase in weight because of the requirement to operate engines at derated power levels in order to accommodate one-engine-out capability. The projections for weight reductions through improvements in the remaining subsystems are relatively small. By summing all the technology factors, a projected reduction of 16 percent in the vehicle weight at main engine cutoff is obtained. By summarizing the configurational factors, a potential reduction of 12 percent in vehicle weight is obtained

Potential for on-orbit manufacture of large space structures using the pultrusion process

On-orbit manufacture of lightweight, high-strength, advanced-composite structures using the pultrusion process is proposed. This process is adaptable to a zero-gravity environment by using preimpregnated graphite-fiber reinforcement systems. The reinforcement material is preimpregnated with a high-performance thermoplastic resin at a ground station, is coiled on spools for compact storage, and is transported into Earth orbit. A pultrusion machine is installed in the Shuttle cargo bay from which very long lengths of the desired structure is fabricated on-orbit. Potential structural profiles include rods, angles, channels, hat sections, tubes, honeycomb-cored panels, and T, H, and I beams. A potential pultrudable thermoplastic/graphite composite material is presented as a model for determining the effect on Earth-to-orbit package density of an on-orbit manufacture, the package density is increased by 132 percent, and payload volume requirement is decreased by 56.3 percent. The fabrication method has the potential for on-orbit manufacture of structural members for space platforms, large space antennas, and long tethers

Two-stage earth-to-orbit transport with translating oblique wings for booster recovery

A two-stage earth-to-orbit transport includes an orbiter vehicle and a pair of boosters, each having a depolyable oblique wing located along a longitudinal axis of the booster. The wing is deployed in an oblique disposition in supersonic and hypersonic speeds, and disposed at 90.degree. for subsonic speeds encountered during entry. The oblique wing is driven axially and rotated by means of a turret mounted on rails

Performance of a circular body earth-to-orbit winged transport with various strap-on boosters

Various types of twin strap-on boosters were evaluated by applying them to a core vehicle. The core vehicle has a clipped delta wing and a simple circular body, and is equipped with five Space Shuttle main engines. The only propellants in the core vehicle are liquid oxygen and liquid hydrogen. The strap-on boosters investigated include the current Shuttle solid rocket motors with steel cases and advanced solids with graphite composite filament-wound cases. Also, two types of liquid-oxygen/hydrocarbon boosters were investigated - one pair without crossfeed to the core vehicle and one with. The payloads obtained were tabulated for various assumptions, such as power levels on the core vehicle engines, number of engines, and maximum allowable flight dynamic pressures. The payload for the core vehicle with two filament-wound Shuttle solid rocket strap-on boosters was 83,000 lb and the payload for two liquid strap-ons with crossfeed was 84,000 lb. The core vehicle with Shuttle solid rocket strap-on boosters is regarded as a near term technology system

Comparison of flexural properties of aramid-reinforced pultrusions having varied matrices, pretreatments and postcures

Aramid-reinforced composite materials of equal fiber volume and varied polymer thermoset matrices were pultruded and flexurally tested to failure. The objective was to improve the flexural properties of aramid-reinforced pultrusions. Pultrusions of both sized and unsized aramid fiber with four different resin systems were compared to determine the effects of sizing compounds and postcuring on flexural strength, fiber wettability, and fiber-to-resin interface bonding. Improvements in flexural strength resulting from pretreatments with the sizing solutions used were marginal. The most significant improvements in flexural properties resulted from postcuring. Flexural strengths ranged from a low of 39,647 psi (273MPa) to a high of 80,390 psi (554 MPa), an overall increase of 103 percent. The fact that postcuring improved the flexural properties of the pultrusions of the four resin systems indicates that a full cure did not occur in any of the resin systems during the pultrusion process. The increased flexural strengths of the polyester and vinyl ester pultrusions were the most surprising. The four resin systems examined were Interplastic Corporation VE 8300 vinyl ester, Ashland Chemical Company Aropol 7430 Polyester, and Shell Chemical Company Epon 9302 and Epon 9310 epoxides

Two-stage reusable launch system utilizing a winged core vehicle and glideback boosters

A near-term technology launch system is described in which Space Shuttle main engines are used on a manned orbiter and also on twin strap-on unmanned boosters. The orbiter has a circular body and clipped delta wings. The twin strap-on boosters have a circular body and deployable oblique wings for a glideback recovery. The dry and gross weights of the system, capable of delivering 70klb of cargo to orbit, are compared with a similar system with hydrocarbon-fueled boosters and with the current Shuttle

Filament wound metal lined propellant tanks for future Earth-to-orbit transports

For future Earth-to-orbit transport vehicles, reusability and lighter weights are sought for the main propellant tanks. To achieve this, a filament wound tank with a metal liner and an intermediate layer of foam-filled honeycomb is proposed. A hydrogen tank is used as an example. To accommodate mismatches in the expansion of liner and overwrap a design is proposed wherin the liner is configured so that the extension of the liner under pressure matches the expected contraction of the same liner due to the presence of a cryogen. In operation, the liner is pressurized at a rate such that the pressure strain matches the contraction due to decrease in temperature. As an alternate approach, compressive pre-stress is placed in the liner such that it will not separate from the overwrap. A finite element program is used to show stresses in the liner and overwrap for various tank pressures for the pre-stressed liner concept. A fracture mechanics analysis is made of the liners to determine tank life. The tank concept shown has a similar weight to the Shuttle external hydrogen tank, but the filament wound tank is expected to be reusable. Integration of the propellant tanks into a future transport vehicle is discussed