Application of Para Gliders to S-1 Booster Recovery for C-1 and C-2 Class Vehicles

8/7/2019 Application of Para Gliders to S-1 Booster Recovery for C-1 and C-2 Class Vehicles

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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:

-X65 $4332

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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,)

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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

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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


13/30

)

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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tt FLEXV/ING" FORSATURN"S-l BOOSTERDRY

L A t ~ o RECOVERY

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Application of Para Gliders to S-1 Booster Recovery for C-1 and C-2 Class Vehicles

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Transcript of Application of Para Gliders to S-1 Booster Recovery for C-1 and C-2 Class Vehicles