application of para gliders to s-1 booster recovery for c-1 and c-2 class vehicles
TRANSCRIPT
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'J'.. ): .
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~ e s e n t a t i o n Ti t l e :
Presented By:
Place of Presentat ion:
Time of Presentat ion:
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Application of Paragliders to S-l BoosterRecovery for C-l and C-2 Class Vehicles
Lewis L. McNairMarshall Space Flight CenterAeroball ist ics Division
NASA Headquarters1512 H Street , N.W.Washington, D.C.
July 10, 1962
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TITLE: Application of Paragliders to S - l aooster Recovery for C-l and
C-2 Class VehiJlesThis presentat ion w i l l be a summary of the resu l t s of a feas ib i l i ty
study to inves t igate the "Rogollo Flex Wing" for us e in dry landing
booster recoveries. Feas ib i l i ty studies were in i t i a ted concurrently
with North American Aviation, Inc. and Ryan Aeronautical Co. in Jan-
uary of 1960 and terminated in August of 1960. Main emphasis was placed
on the "Rogollo Flex Wing" or paraglider as applied to the recovery of
the S -l stage of the C-l and C-2 class Saturn vehic les .
The program objective (s l ide #1) was tod e ~ o n s t r a t e
th e technical
and economical feas ib i l i ty of th e paraglider for S -l stage dry land
recovery. Dry land recovery was a basic ground rule that was imposed
a t the time of th is study, because of th e low confidence level of th e
reuseabi l i ty of materials recovered from s a l t water. This res t ra in t may
not necessar i ly be imposed on future recovery techniques. Sal t watert e s t s of propulsion units are proving to be much less obstructive to
engine materials than a t f i r s t expected
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TITLE: Application of Paragliders to8 ~ 1
Booster Recovery for C-1 and
C-2Class Vehicles
suggested t h i s concept as a highly des i rable so lu t ion for the recovery
of la rger boos ters .
The program study scope ' (s l ide 1fo2) may be divided into four phases.
(1) Preliminary design of the recovery system. This phase includes
the parametric analysis necessary to define the wing geometry, and
su ff i c i en t de ta i l study of general charac te r i s t i c s to insure booster
an d wing compatibi l i ty for cont ro l during main f ly back time and land-
ing phase. (2) Hethod of attachment with minimum modificat ion to
boos ter. Since the 8-1 stage a t th is time had been almost completely
designed, extreme care had to be placed on the packaging of th e wing
within reasonable boundaries of the stage such as not to impose adverse
aerodynamic and s t ruc tu ra l problems during f l i g h t . Special emphasis was
placed on attachment of wing design to booster to insure adequate con-
t r o l during f ly back and landing phase. (3) Complete operat ional and
cos t I t i s probably clear to everyone t ha t the addit ion of a
\ ..... /
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TITLE: Application of Paragliders to 8- 1 Booster Recovery for C-l andC-2 Class Vehicles
be covered. (4) Detailed r.esearch and developPlent. A R&D program
would def ini te ly be recommended for the C-2 type vehicle, but a . of
t o d ~ y (1962) the C-2 vehicle i s no t in the NASA overal l program.
The S-l booster physical character is t ics are given on s l ide #3 .
The booster not including interstage has an overall length of 66 feet
and a diameter of 257 inches. "The booster cutoff weight i s 120,866
pounds which includes about 15,000 pounds of residual fuels . The center
of gravity a t cutoff of booster is s l igh t ly toward the rear of th e
booster. For the case of fuel residuals a t bottom of tanks, the CG
would be a t s ta t ion 331 and fo t fuel reSiduals a t top of tanks the CG
would be a t s ta t ion 344. Stations are referenced from engine or base
end of booster.
The configuration selected by Ryan and i t s mode of attachment to
the booster is shown on s l ide #4 . The wing i s 100 feet long for the
keel and leading edges with a wing area of 7.070 square feet , and a
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)
TITLE: Applicat ion'of Paragliders to S-l Booster Recovery for C-l and
C-2 Class Vehiclesand deploys the leading edges to the desired sweep angle. Fixed cables
at tach the wing to th e control ba r and .operating cables attach the cen-
t r o l b a r t o th e booster. The cables from th e contro l bar to the booster
allew fe r beth pi tch and r e l l contre l .
The beoster cu te ff velocity versus a l t i tude is given on s l idef ~ 5
fe r the various missions fe r beth the C-l and C-2 type vehic les . The
varieus missions a re escape, le w o r b i t s a t e l l i t e , re-ent ry and Dyna-
Soar. In comparing, .one ca n see t ha t the C-l burn out ve lec i t i e s and
al t i tudes are by a fac tor .of three te four times as great as the C-2
values. I t turns out, as we wi l l see l a te r, tha t these C-l cu te ff con-
di t iens are detrimental fe r f lying back to land. The high a l t i tudes
ceupled with th e high ve lec i t i e s a l se preduce excessive temperatures
onthe boester.
The ant ic ipa ted C-2 sequenced mission pre f i l e i s shown on s l ide
#7 ( i i l f C l i i prof i l e ) Down g l a t e r a l g and )
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,)
. ~ .
TITLE: Application of Paragliders to 5-1B o o s t e ~ R e c o v e ~ y
for C-l andC.. 2 Class Vehicles ::::
immediately. (This time period of 20 seconds permits a rea80nable
range of wing sizes to be deployed a t l i f t coeff ic ients up to CL maxi
mum and to maintain to lerable deployment loads). Shortly thereaf ter,
a preset 30 degree bank angle command i s in i t i a ted and a 180 degree
turn i s performed. The 180 degree turn indicates a desi re to re turn to
or near the original launch s i t e . Fly back to the f lare posit ion is
then made with a near~
maximum condit ion. The exis t ing energy a t the
f lare posit ion i s then used for axecution of the f ina l landing phase.
The Cool glide or fly back to land capabi l i ty for various winds and
no wind conditions is given on s l ide #6 . The range or impact footprints
is given for an azimuth 110 degrees East of North. From a range safety
viewpoint, th is is about as far south as f i r ings would be allowed.
The wind magnitudes given as 97% and 95% probabili ty levels are defined
as values tha t .wi l l no t be exceeded during the worst month of the year
(March) a t and surrounding area of Cape Canaveral not more than 3 and
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TITLE: Applicat ion of Paragliders to 5-1 Booster Recovery for C-l and
C-2 ClassV e h i c l c D "
booster would be f lying under head wind condit ions which would confine
the impact points to the inner most two c i rc les . The middle c i r c l e
shows the impact points for gl ide under no wind condi t ions .
The important thing to be gained from th is s l ide i s t ha t no guar-
antee can be made for dry landing for the C-l type booster. Since dry
landing was a ground ru le of th is study, the idea of recovering the C-l
type booster wi l l be dropped a t th is point and the remain.der of th is
discussion wi l l concentrate on the r'.covcry of the booster for the C-2
type vehic le .
The e ffec t of wing loading on range i s shown on s l ide #8. Two
representa t ive extreme cu to ff condition.s were chosen, namely, the re-
ent ry t e s t mission and th e Dyna-Soar mission. The e ffec t s of winds
both head and t a i l for the 97% probabi l i ty of oC'currence along with the
no wind cas,e are shown. Since t o l e rab le loads and temperatures did
not prove to be exceeded during f l i g h t the wing loading was chosen on
v
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TITLE: Application of Parag1iders to 8-1 Booster Recovery for C-l andC-2 Class
V e h i c l e s " ~ "
environmental condit ions with the exception of the 97% probabili ty head
wind which i s s l ight ly marginal.
At th is point , i t is noteworthy to point out tha t this ranae capa
b i l i t y i s achieved only with the~
values obtained from the wing with
r ig id leading edges. The ~ values obtained from the in f l a tab le leading\edge wing are somewhat smaller and wil l not return the vehicle to the
Cape.
Slide #10 shows main advantages and disadvantages of the r ig id
leading edge wing and the inf la table leading edge wing. The r ig id lead
in g edge wing provides a maximum f of 3.85; whereaB. the in f l a tab leD
leading edge only produces a maxtmum~
of 2.5. This difference in~
i s suff ic ient to render no dry landing capabi l i ty for the inf la table
leading edge wing. whereas, the r ig id leading -edge wing provides Buffi-
cient range for a l l cases except the Dyna-Soar Case (hi'ghly improbable).
The s t ructure weight of t o t a l system for the r ig id leading edge 1 .
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TITLE: Applicat ion of Paragl iders to S -l Booster Recovery fo r C-l and
C-2 Class Vehicles -require low q
d e p l o ~ ~ e n t s . For bp-s t use of energy diss ipa t ion , i t
appears necessary for f ly back to Cape missions to have ear ly deployment
an d tu rn around a f t e r f i r s t stage cu to ff .
Sl ide #11 shows a more d e t a i l view of the Ryan se lec ted r ig id
leading edge wing configurat ion at tached to the boos ter. Since the
proposed gl ide technique of recovery employs no auxi l ia ry aerodynamic
or j e t reac t ion contro ls , very careful a t t en t ion ha s to be given to the
manner of booster suspension from the wing.
An a f t end view of booster and wing combination i s shown on the
l e f t hand s ide of the s l ide . The cables leading from the strong points
of booster (both f ront and a f t end) to the cont ro l bar are movable
and are for pi tch and r o l l cont ro l . Control is accomplished by properly
contro l l ing the t o t a l mass center of the system. The array of cables
leading from cont ro l bar to the leadi.ng edges and keel are held fixed.
The r igh t hand s ide of s l ide shows a side view of wing at tached
t: iI
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TITLE: Application of Paragliders to S-1 Booster Recovery for C-I andC-2 Class Vehicles ,c.
During the flyback portion of the t r a jec to ry, wing incidence i s
commanded by th e ground operator to keup the vehic le along th e desired
f l igh t path. Phugoid motion wi l l occur a t nearly constant angle of
attack but th e automatic trimming system wi l l damp out the phugoid
mode, while preventing var ia t ions of wing angle of attgck to anglesno t consistent with
~ maximum.
The system as shown here may be considered completely r ig id ,
thus eliminating requirements for i n t e r re la t ed booster dYllaDlics~ i t h
respect to th e wing.
The actual f l igh t path during f l a re wil l be determined to some
extent by thevariable vehicle configuration and var iable infl1ght con-
di t ions upon in i t i a t ion of the f l a re maneuver. The f l a re command system
i s not designed to establ ish a fixed f l i g h t path during f l a re , but r a th -
er a specif ica l ly commanded sink ra te as a function of a l t i t u d e . This
method resul ts in an appropriate ut i l i za t ion of the energy avai lable
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TITLE: Applicat ion of Paragl iders to 5-1 Booster Recovery for C-l andC-2 Class Vehicles Y;
on s l ide #12. The simulated systemp ~ r f o r m a n c e
is measured agains t the
comnanded s ink r a t e . Touchdown was accomplished with less than 5 f t / s ec
v e r t i c a l ve loc i ty. The f ina l landing gear design i s based on landing
skis with conventional energy absorbing oleo s t r u t s .
Since the subjec ts of contro l , f l a r e , and landing requirements for
the paragl ider system i s going to be covered in l a t e r ta lks by Langley
Research Center, I wi.ll not dwell furth(!r on these subjec ts .
A schematic diagram of th e r ig id wing packaging attachment to
booster and deployment sequence i s given on s l ide #13. The r ig id wing
is packaged between a s ing le lox and fue l tank. Next to the wing
between adjoining fue l and lox tanks, the keel and cont ro l bars are
housed. In the nested posi t ion , the wing, f a i r ing door, and contro l
bar wi l l be at tached to the booster a t approximate s ta t ions 187 and 771.
There wi l l be cl ips welded to the tanks to 8.ccommodate s t raps across the
wing to minimize def l ec t ion and v ib ra t ion Clips wi l l also be added
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TITLE: Application of ParagHders to S-1 Booster Recovery for C-l andC-2 Class Vehicles
100 foot keel , Ejection of the undeployed wing also causes, by cable
attachment, contro l bar separat ion from the booster. Cable tension,
within the wing and control bar, causes spreader bar action which forces
both wing and control bar in t he i r operat ing geometry.
I tmay a t th is point he well to point out t ha t very
l i t t l ei s known
of deployment character is t ics of such a wing for high dynamic pressures.
The main steps of the booster re-use cycle are shown on s l ide #14.
The addit ion of a booster recovery system to a space vehicle program
requires addi t ional functions otherwise not needed i f expendable boost-
ers are employed. Typical of such functions are the recovery package
operations of i n s t a l l a t i o n , checkout, and booster refurbishment a f t e r
recovexy. Other functions, such as t ranspor ta t ion of boosters from the
manufacturing s i t e to the launCh s i t e , would be changed to the extent
tha t such operat ions are required to support a given launch frequency.
The ins ta l l a t ion and checkout of recovery package would be done
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)
TITLE: Application of Paragliders to 8- 1 Booster Recovery for C-1 and
C-2 Class Vehiclesshown on s l ide #15. The program cos t without recovery for a launch
ra te of 12 pe r year for a 12 year period was est imated a t 1.3 b i l l i o n
do l l a r s . The parameter E is defined as the r a t i o ofr e f u r b i s h m t ~ n t
cos t
to or ig inal cos t of booster. E was chosen to be .2 , .4 , and .6 respec-
t i ve ly. This graph was based on recovery mission r e l i a b i l i t y of 60%
and an average payload of 40,000 lbs . to low o r b i t . (C-2 conf igura t ion)
A most probable range r e l a t ive to number of launches per booster
i s from2 ~ 4
to 3.7. These l imi ts are based on th e f lex wing recovery
system r e l i a b i l i t y analys is , which i s converted from probabi l i ty of
booster re-use to launches per booster. The~ i n i m u m
point , and most
conservative, wi th in the probable range (2.4 launches per booster an d
a 60% of booster cos t allowance for refurbishment) indica tes a t o t a l
program savings of 185 mil l ion dol lars ; while th e maximum point and
most l i be ra l (3.7 launches per booster and a 20% of booster cos t al low-
f f b i h i ) h t t l g i f 644 i l l i
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TECHNICALANDE C O . ~ O r ~ I C
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tt FLEXV/ING" FORSATURN"S-l BOOSTERDRY
L A t ~ o RECOVERY
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Jr - l ' r o o t B o b t Point. Sta. 781.304
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, 260" D 257" (Ref)
Dr y Iooater (lDcludiDi f t_ )A. Pront Boia t Point LoadI . Rear Bolat Point LoecI
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