Shuttle-C art

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Dec 122018

The Shuttle-C of the late 80’s/early 90’s would have carried a whole lot more to orbit than the Shuttle Orbiter, but would not have been quite as capable of precise maneuvering as the Orbiter. Consequently, it might get close to a space station, but it would be unlikely to dock with it unless it was moved into position with secondary orbital maneuvering vehicles or grabbed with manipulator arms. This artwork depicts a Shuttle-C standing off some distance from a space station, with the cargo being shuttled over with an OMV.

The Shuttle-C was described and illustrated in US Launch Vehicle Projects #4.

Early nuclear-electric spacecraft

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Dec 072018

A NASA model circa 1959 illustrating the general configuration of a nuclear-electric spacecraft for the exploration of Mars. While apparently not meant to represent a serious design proposal, the general configuration is much the same as those created decades later. It features a nuclear reactor at the nose, a long boom with a pair of radiators to get rid of the heat produced by the reactor, and payload at the tail. Payload includes crew areas and an indistinct lander. The ring at the rear is the “propellant accelerator,” which is not described; presumably it is a structural ring holding a bank of ion engines or the like.

Note that the radiators are tapered. This is common in such designs: the gamma ray and neutron shields behind the reactor only block a relatively small portion of the emitted radiation. The radiators fit within that shadowed cone; if the radiators projected out into the unshielded volume, not only could the radiation do some damage to the structural materials it would also heat them up… defeating the whole point of radiators.

This basic layout would still be applicable today, with the main difference being that the engines might well be located elsewhere, firing in a different direction. The reactor could well be at the tail; leaving the engines where they are would turn the long boom into a structure in tension, meaning that the reactor would be “hanging” down. This would be structurally more efficient… after all, the reactor could certainly hang from a string, but a ship could hardly push on a string. Or the engines could be located near the ships center of gravity, firing “sideways.” This would be trickier for the boom, but if the engines are indeed low-thrust ion engines, the forces involved would be almost negligible. Or with a similar arrangement the ship could be made to tumble end over end; with the engines at the CG they could continue to fire “sideways” while the crew enjoyed at least some measure of artificial gravity.

Star Raker: Not Small

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Dec 042018

As previously mentioned, I’m tapping away at a CAD model of the Star Raker for the primary purpose of diagrams & art for the next issue of US Launch Vehicle Projects, and the secondary goal of a model kit. The plan at this time is to produce the Star Raker as a 1/288 scale model. That’s a slightly unusual scale; most launch vehicle models are in 1/144 or even 1/72 scale. But the Star Raker… she was huge. It was a horizontal takeoff airbreathing single stage spaceplane designed not to resupply a space station or any such trivial task, but to deliver to low Earth orbit the raw materials with which to build solar power satellites. it’s payload would have been small by the reckoning of most SPS launchers, which tended to have megapound-class payload capacities, but it still would have rivaled the Saturn V. To do that with a winged vehicle meant that its wings were vast, spanning 375 feet.

Here is a basic render of the model as it currently stand. the overlaid grid shows how big the 1/288 kit will be: each grid is one inch. You would not feel ashamed to have this sit on your desk or bookshelf.

My goal with this model is to have a relative *few* bits of extra details. Cockpit and landing gear would be tiny and pretty much infeasible at this scale, and there were no underslung weapons or gun turret or any such thing. Consequently the part count should be low. The model is being designed for the best simplicity possible in order to keep the price as low as feasible. A model kit is as yet not a sure thing. So if you know anyone who might be interested, let them know.

Something I think might look good, once the USLP project is done, is to continue with the diagramming and go into some detail and produce a large-format print of some kind, either cyanotype or mylar…

PDF Review: “Neptun,” the German Heavy Lift Launch Vehicle

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Dec 042018

In the late 1960’s H.H. Koelle of the Technische University Institut Fuer Raumfahrttechnik in Berlin devoted considerable effort to studying a reusable heavy lift launch vehicle. A good, well-illustrated report was put out in 1968 covering the design:

Entwurfskriterien fur groBe wiederverwendbare Tragersysteme (Design Criteria for Large Reusable Space Transportation Systems)

Note that the Neptun was *gigantic.* It was a two-stage ballistically recovered design, unusual in that rather than being circular in cross-section it was hexagonal. The individual propellant tanks were each the size of or bigger than the S-IC first stage of the Saturn V.

A number of payloads were proposed. One was a sub-orbital intercontinental passenger transport, The passenger “capsule” would land separate from the Neptun itself.

One of the more interesting payloads contemplated was a large Orion nuclear pulse vehicle, transported in two pieces (propulsion module in one launch and payload/pulse units in the other). Presumably this would be a NASA Orion hitching a ride on a West German booster; I suspect politics would have negated the likelihood of the West Germans developing a mass production line for nuclear explosives.

This fusion-powered interplanetary spacecraft is also a NASA design, dating from the early 1960’s.

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Forthcoming

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Dec 032018

A 3D CAD model currently being constructed o the Rockwell “Star Raker.” This is being done in order to nail down diagrams and artwork for a future issue of US Launch Vehicle Projects… and also possibly to serve as the basis of a 1/288 scale model kit.

Saturn S-IV & Dyna Soar

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Dec 032018

A magazine ad from 1963 showing the S-IV stage and the X-20 Dyna Soar. The Dyna Soar is shown without its adapter section and Transtage, indicating that it is approaching re-entry (note that it is shown with the canopy heat shield still in place). The Saturn S-IV stage, used on a few Saturn I launches, was smaller than the S-IVB that was used on later Saturn Ib and Saturn V launches, and used six RL-10 rocket engines instead of the S-IVB’s single J-2. Also note the three prominent “ullage rockets” sticking out from the base of the stage. These were small solid rocket motors that would impart a slight forward acceleration to the stage prior to the ignition of the RL-10’s. The acceleration would be high enough and last long enough to settle the propellants into the rears of the tanks. Otherwise the liquid propellants would float around in microgravity and might very well not feed properly into the plumbing system; if a turbopump swallowed a large bubble of gas rather than liquid, it could be destroyed.

The Saturn I/S-IV never launched an actual Apollo CSM, but only boilerplate test articles. Interestingly, the BP-16 test article, launched May 25, 1965, stayed in orbit until July 8, 1989.

Early Lockheed Space Shuttle concept art

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Nov 292018

A design circa 1970 for a Lockheed lifting body space shuttle concept. This design was derived from the earlier STAR Clipper stage-and-a-half design from the late 1960s… the whole story of the STAR Clipper and its many derivatives is given in Aerospace Projects Review issue V3N2, available HERE.

Note that this vehicle is equipped with sizable internal propellant tanks. As a result the cockpit is separated from the payload bay; in order to access the payload, the crew would need to pass through a long, narrow tunnel not unlike that within the B-36 bomber.

This is NOT the flying car you were looking for

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Nov 282018

This is just… ewww. No.

Even if the full-scale “drone” picked up the full scale *whole* car and toted it around, it’d still be dubious. But as it is, it picks up *part* of the car. Why? Just fargin’… why? The car would be better if it didn’t split apart. The aircraft would be better if it didn’t split apart. Is it that fookin’ hard to step out of the car, walk ten feet and get into the super-drone?

Come on… are *helicopters*really that challenging a concept?

Bell STOL transport art

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Nov 232018

In 1972 Bell designed a STOL jet transport, a concept that competed for the Advanced Medium STOL Transport role that the McDonnell-Douglas YC-15 and the Boeing YC-14 were built for. The Bell aircraft appeared to be largely conventional in layout, but it was actually quite different from every other transport: the engine nacelles were not only fitted with Harrier-like thrust vectoring nozzles to redirect the core exhaust, the flow could be diverted from the fans to augmenters in the wings. These, it was hoped, would greatly increase static thrust, allowing the aircraft to lift off from unimproved runways in a short distance. As part of their proposal, Bell also designed a proof of concept demonstrator to be built from parts of a C-130. The demonstrator could itself be used as a fair cargo transport, though of course it would not be as well optimized as the all-new vehicles. Unfortunately, the augmenter-wing concept for vertical thrust turned out to be a major disappointment as it steadfastly refused to scale up well.

The demonstrator was recently diagrammed and described in detail in US Recon & Research Projects #03, and the operational version in US Transport Projects #08.

USRP #3 can be downloaded as a PDF file for only $4.25:

USTP #8 can be downloaded as a PDF file for only $4.25:

I’ve uploaded the full rez versions of these scans to the 2018-11 APR Extras folder on Dropbox, available to all APR Patrons at the $4 level and above. If this sort of thing is of interest, please consider signing up for the APR Patreon.

Airport Spotting in the Era of SSTs

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Nov 232018

The SST designs of the 1960’s are hardly unknown. But what’s generally not well understood is that designs such as the Boeing 2707 were *huge.* This was considered necessary because SSTs with fuselage lengths in line with existing jetliners – such as the Concorde – would have small passenger capacities due to the need for the fuselages to be *very* narrow compared to their lengths. This, as Concorde showed, was a great way to build an extremely cost-ineffective fuel hog.

So the 2707 would be terribly long and pointy, with a geometry quite a bit unlike regular jetliners. A practical concern is “how do we deal with these things at airports?” If nothing else, the long pointed nose of the SST would put the passenger door considerably further aft than for a conventional rounded-nose jetliners. So, like the 747 and the A380, it was assumed that the larger airports would have to make some infrastructure modifications in order to deal with these new beasts.

The illustration below, from a 1967 issue of Aviation Week, shows American Airlines thinking about the airports of the future. Note that the 2707 is pulled in far closer than the other craft, with the tip of t’s very pointed nose just a few feet away from the building while the others are notably further away. The SST is being serviced by two extendable jetways at maximum extension, while most of the other planes seem to be getting along with just one jetway… though one of the 747s is using four. Note that even though the 747 isn’t pulled in quite as far as the 2707, the SST nonetheless projects much further out into the airfield. For some airports this could well have meant that the taxiways would have been a cluttered mess.

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