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Eight fixed-wing reusable horizontal landing booster point design concepts are presented and compared on the basis of weight, cost, technical difficulty, and availability date. The eight vehicle types considered are all basically two-stage systems with a lifting body reusable second stage, with all vehicles normalized to place 40,000 lbs. payload in orbit. All flight vehicles are fully recoverable and capable of flying back and landing at the launch site. Vehicle types discussed are vertical take-off horizontal landing rockets, sled launched horizontal take-off rockets, runway launched horizontal take-off rockets, air breathing first stages, combined air breathing and rocket first stages, oxidizer collection concepts, supersonic combustion ramjets, and in-flight refueling vehicles. Each of these vehicle types is depicted in the paper and its design and performance characteristics are discussed.

The paper tries to give some insight into three points: Firstly, what has been the starting point of European work on the Aerospace Transporter and what is the development of cooperation on this subject in European industry. Secondly, how have been the studies tackled in the beginning and what is the main trend for future work now. Thirdly, who has worked in European on the Aerospace Transporter mainly and on what concept.

In recent years substantial resources have been expended by USAF and NASA to develop a broad technology base applicable to launch vehicles. A spectrum of reusable first stage launch vehicles using this technology base has been explored and the economic, operational and performance characteristics compared. The systems investigated are all vertically launched, two-stage-to-orbit rocket powered vehicles having fully recoverable first stages with glide hypersonic entry and airplane type subsonic flyback. The second stages are existing expendables, all engines are from the existing inventory and current structural-materials-fabrication-techniques are used. A specific vehicle is selected, defined, and shown to have economic merit. A major result of the study was to show that current technology could be applied to a reusable rocket launching system with significant economic benefits.

This paper summarizes recent work performed by The Boeing Company to evaluate various low-cost methods of providing rocket-launch vehicles of payload capability between the uprated Saturn I (40,000 lb. to low earth orbit) and Saturn V (262,000 lb. to low earth orbit). A NASA space program has been postulated indicating that from 33 to 69 vehicles may be required during the 1970's in the payload range described. In increasing development complexity, the vehicles evaluated include 1) existing developed equipment like the S-IC and S-IVB stages of Saturn V, 2) a new 260-inch diameter solid booster vehicle and 3) new pressure fed storable propellant booster vehicles. Comparisons are made evaluating the effort and cost required to implement the various systems and their individual operational costs. The low cost system selection changes with mission requirements and is further contingent on a booster stage recovery and reuse decision.

Because of the rapid growth of air travel, both cargo and passenger, the payload capacity required for future transport aircraft is too great to be accommodated by fuselages of conventional configuration (that is, single-deck, single-aisle, up to 6 seats abreast). Fuselage design philosophy was therefore re-evaluated in a recent Douglas study, and this paper reviews some of the features of that study. Factors affecting fuselage design are outlined and trends are discussed. It is concluded that the forthcoming wide, single-deck fuselage, seating up to 10 abreast, will have a potential capacity of about 550 passengers. For larger capacities, the greater efficiency of multi-deck fuselages over that of the single-deck becomes increasingly apparent on a per-passenger basis. The use of multi-deck fuselages, however, will raise new problems-particularly those of airport terminal design and passenger evacuation-but these should not prove insurmountable.

A method of determining the size of a supersonic transport that will be competitive in a future air traffic market is discussed. Traffic volume forecasts, year of introduction, type of aircraft, and flight frequency are used to select a basic configuration and size. Then engine-airframe matching analyses, landing and takeoff restraints, and the designer's judgment are balanced against direct operating costs to determine the final size.

The overall maintenance requirement for the Boeing Supersonic Transport is no different than that of any other airplane: To provide maximum airplane availability at minimum cost without compromise to safety. However, allowing for size, speed, and sophistication exceeding that of current airplanes, it must be apparent that traditional maintenance methods alone will not suffice with the SST. New approaches have to be developed if new standards of productivity are to be realized. The approaches described here are a start. Successful completion -- and hence successful operation -- will depend on the continuing efforts of manufacturer, suppliers, airlines and FAA.

EUROSPACE's aim is to advance a comprehensive European space program. Open cooperation in space technology between the U.S. and the European organization has also been sought, to the extent that U.S. companies were invited to become members of EUROSPACE. Among the several projects proposed by EUROSPACE is an aerospace transporter. At the first joint U.S.-European Conference, it was precisely the aerospace transporter proposal which elicited the least favorable response from the American side. Why this project would be unsuitable for the European organization to undertake at present is questioned openly.

Based upon initial testing, it was concluded that the T64 engine could operate on emulsified fuel (JD1) without any engine or control adjustment or modifications. This was accomplished without loss of performance or deterioration of engine components. However, the limited program indicated that water additives had severe effects on fuel system components which meet normal Military Specification corrosion resistance requirements. Extensive follow-on testing for fuels and long term engine endurance operation are required to evaluate these fuels fully from an engine life standpoint. This paper summarizes engine operation, and decribes components following limited operation on a water emulsification of JP4.

This paper discusses the results of tests conducted to determine the effect of the direct burning of an emulsified JP-4 fuel in a gas turbine engine under various environmental conditions. Engine operation, including starting and transient operation, with emulsified fuel was essentially the same as that with liquid JP-4 during all phases of the testing. Engine testing was terminated when a “hot section” corrosion problem, generated by one of the additives in the emulsified fuel was encountered.

The development of aircraft engine fuels with improved safety characteristics is of considerable importance to both military and commercial users. Preliminary evaluation of such a fuel has recently been completed by the Allison Div. of General Motors Corp. under contract with the U.S. Army. This evaluation compared an emulsified mixture of JP-4 fuel in water with standard JP-4 jet engine fuel in the Model T63 gas turbine engine. The results of this testing on both bench test and full scale engine test demonstrated the feasibility of such a safety fuel in this or an engine of similar type. In fact, the fuel appears to have a very good potential for military application.

This paper discusses the major effects observed in feasibility testing of three emulsified fuels in several gas turbine combustors, fuel controls, and fuel system component parts, and in three Avco Lycoming gas turbine engine models. Engine operation was essentially unaffected at power levels normally used for low altitude flight, but combustion was inhibited at starting and at altitude conditions. The fuel controls performed reasonably well, but showed that modifications will be required for reliable long term operation.

A diagnostic system is required for the supersonic transport engine and will be part of the normal engine development program. Methods must be devised to sense either performance deterioration or related mechanical malfunctions. Eight examples of diagnostic devices, essentially in the development stages, are discussed in relation to their potential for monitoring or measuring the health of the engine.

A television X-ray image enlargement system capable of directly detecting images developed by penetrating radiations is serving as an inspection tool for nondestructive testing. This system provides instantaneous X-ray images having 30X enlargement on a television screen. A special television camera tube detects the X-ray image and transforms the X-radiations to a video signal at a 1/30 sec frame rate when using standard television imaging operation. Original development of the television X-ray imaging system was for inspection of weldments and material reliability in aerospace vehicles. The contrast sensitivity of this system has shown 2% thickness change in 1/4 in. steel and 1 in. aluminum thicknesses. Its resolution capability has repeatedly revealed 500 μ in. detail; however, with careful attention to operational techniques, 300 μ in. detail can be visualized. Specimen motion speeds up to approximately 18 in./minute can be used without objectionable image blurring.

The United States Air Force is evaluating the application of an airborne analyzer and digital recording system to assess, diagnose, and predict turbojet engine health on an immediate and long-term basis. This paper presents a brief discussion of the C-141 “Lead-the-Force” System, the C-5A Malfunction Detection, Analysis, and Recording Subsystem, and discusses in detail the Engine Analyzer System (EASY). The EASY discussion includes the design philosophy, hardware, test programs, computer programs, and test results.

Mohawk's conversion to turbine-powered equipment resulted in numerous advantages: ability to supply comfort to the passenger comparable to that of jet transport, reduction in amount and complexity of ground support equipment, increased reliability of engines, and lower direct operating costs. An increasing problem of all airlines which affects the short haul carriers particularly hard is that of heavy air traffic. The author believes the provate air traffic will have to be rerouted to separate but equal facilities to solve the problem.

By 1980 the revenue passenger miles for the airline industry will be 3-1/2 times 1966’s performance, while the cargo volume will be two times 1966’s level. It is an established fact that though the growth of air transportation will continue, the present day airports in our national system are not adequate to handle these needs. The basic economic factors to be considered in the development of new major airports are social implications, costs, profits, and land values. Also to be considered are airport values to the community, both directly such as jobs for local residents, and indirectly such as stimulating tourism, motel, taxi, and other general business activity. In conclusion it is felt that future airport construction should take the deficit-financing approach represented by O’Hare Field, which appears to have answered the economic factors involved with a minimum of duplication of administrational organizations and lines of authority.

The potential advantages of hypersonic vehicles compatible with missions combining more than one cruise flight regime are developed. Gasdynamic heating is discussed as one of the most challenging areas in the development of their propulsion systems, and the role of thermal management on the design of hypersonic vehicles is emphasized. Mixed missions result in vehicles with higher structural efficiency and lower fuel equivalence ratios, and these benefits are presented in terms of their effect on range. Further, mixed missions are shown to complement current research and development of high-temperature materials.

The author discusses the ADAM II (Air Deflection and Modulation) propulsion system as it is applied to LTV propulsive wing airplane configurations which house all or part of their propulsion system within the wing surface. Briefly mentioned are the original ADAM I configuration and its subsequent development to the present ADAM II, together with a discussion of the characteristics currently used for each of its components such as fan turbine set, gas generator, hot gas ducting, wing mounted turbofans, and mechanical cross shafting. The ADAM II concept is applicable to a full spectrum of subsonic aircraft and the propulsion system uses present day state-of-the-art technology which makes the feasibility of its development quite real.

A concept for obtaining substantial amounts of shaft power from conventional two-spool turbofan engines will be introduced. The concept shows promise of alternatively providing rotor drive power and cruise thrust from the same engine for composite (stowed rotor) helicopter applications. The effects of varying several engine design features, including bypass ratio, compressor split, and variable geometry, on the amount of power available will be explored. Data on a specific engine will be used to investigate the installation, performance, and control characteristics of the engine in relation to the requirements of a typical composite helicopter.