asri Australian Space Research Institute ACN 051 850 563 Postal Address: Registered Office: Phone: PO Box 184 6 Kooringa Crescent S.A. (08) 287 0078 Ryde NSW 2112 Mulgrave VIC 3170 VIC (03) 561 8654 NSW (02) 807 1192 HTV Proposal Document DRAFT COPY ONLY Mr John Boyd Australian Space Office PO Box 269 Civic Square ACT 2608. Dear Sir, Please find enclosed a draft copy of the Hypersonic Test Vehicle (HTV) Program Proposal, prepared by the Australian Space Research Institute HTV Design Team in collaboration with selected staff from the University of Queensland. This proposal has been developed to take advantage of a perceived opportunity to flight test an experimental hypersonics payload atop a NASA sounding rocket in late 1995. The proposal discusses the development of a "one-off" HTV payload designed to provide free-flight hypervelocity test data to complement the extensive research undertaken by the University of Queensland Hypersonics Research Group. A copy of this draft proposal has been forwarded to the University of Queensland for comment, and they have raised a valid concern of the single-shot (one-off) nature of this proposal. We have taken on this and other concerns, to further develop the HTV concept as a series of flight test vehicles. As you can appreciate the major impediment to such a program is the sourcing of suitable boosters. ASRI is proposing to undertake another study to identify suitable boosters along with an analysis of mission capability and trade-offs. We hope that you will share our view of the national benefits to be derived from off-shoots of this HTV design proposal, and look forward to discussing your support for this venture in the near future. Yours sincerely, W. R. Williams M. A. Blair D. C. VanRoy Project Manager ASRI Chairman Systems Engineer For and on behalf of : Mr Warren Williams Mr Mark Blair Dr David Brown Mr Dwight Van Roy Mr Phil Pearson Mr Scott Simmonds Mr Colin Sparrow AUSTRALIAN SPACE RESEARCH INSTITUTE QUEENSLAND UNIVERSITY HYPERSONIC TEST VEHICLE PROGRAM PROPOSAL DOCUMENT EXECUTIVE SUMMARY INTRODUCTION This document outlines a proposal to develop and flight test a Hypersonic Test Vehicle (HTV) on a NASA provided sounding rocket in October 1995. This trial will be the first of its type to be conducted in Australia and will be at the forefront of international research and development in the field of supersonic combustion (scramjet) technology. Australia has been an international leader in scramjet research for many years and reached a major milestone in 1992 when the University of Queensland (UQ) successfully tested a prototype 6 cell axisymmetric scramjet designed by Professor Ray Stalker in the university's T4 shock tunnel. The next logical step in the development of scramjet motors involves the conduct of atmospheric flight trials. The major impediment to conducting these trials has been the prohibitive cost and limited availability of the launch vehicles required to get the scramjets to operational speeds. However, in April 1994, discussions were held between Australian Space Research Institute (ASRI) and NASA representatives regarding the provision of surplus military rocket motors to launch the HTV at the end of the NASA sounding rocket campaign at Woomera in October 1995. This potential collaborative opportunity involving the NASA provided rockets and the Australian HTV payload offers considerable cost savings to the Australian hypersonics research program over the conduct of such a trial independently. NATIONAL SIGNIFICANCE It is intended that the HTV program will provide numerous benefits on a national scale. These benefits include: a. Advancement of national scramjet and hypersonics research. b. Experience gained through the conduct of a sounding rocket campaign at the Woomera Range. c. Opportunity to display Australian capability in the practical application of hypersonics research to the international community. d. Increased public awareness of a national capability in space research. e. Providing educational opportunities to Australian scientists and engineers. f. Providing industry involvement in the development of advanced launch vehicle and air transport technology. g. Supporting the agenda of the Australian Space Council's 5 year plan. HTV TECHNICAL PROPOSAL The HTV is an experimental payload module designed to fly atop a NASA provided 2 stage Taurus/ Nike sounding rocket. The proposed mission profile will involve launching the HTV to a speed of Mach 5 and then allow the scramjet modules to operate for approximately 5 seconds while logging combustion pressure and temperature profiles and other system performance parameters. The HTV has essentially being designed around the axisymmetric scramjet prototype designed by Professor Ray Stalker, manufactured in the UQ mechanical workshops and tested successfully in the UQ T4 shock tube in 1992. MANAGEMENT PROPOSAL The HTV program will draw technical expertise from a number of Australian universities, companies and government bodies to enhance and further the national capability in hypersonics research. It is proposed that overall program management will be handled by ASRI with key payload technical direction being provided by UQ. Financial support will be sought from the Australian Space Office on the grounds of advancing key technology areas outlined in the Australian Space Council's 5 year plan. OPERATIONS PROPOSAL Given the proposed window of opportunity available, the HTV will be flight tested from the Woomera Rocket Range in South Australia at the end of the NASA sounding rocket campaign to be conducted in October 1995. All launch support facilities required for the conduct of the HTV trial are already in existence at the range and can be made available pending trial approval. Trials support for the HTV launch will be provided by Aircraft Research and Development Unit (ARDU) of the RAAF, NASA and the ASRI Trials team. COSTING PROPOSAL The following breakdown provides the preliminary estimate of the HTV Program costs. This preliminary cost analysis indicates that the proposed HTV program will cost one hundred and eleven thousand dollars. COSTED ITEM COST (A$) 1. Systems Definition and Mission Requirements. 0.0 2. Hardware Detailed Design and Development 68,000.0 3. Mechanical Ground Support Equipment 2,000.0 4. Telemetry and Tracking Systems 2,000.0 5. Integration Test and Evaluation 4,000.0 6. Launch Operations 35,000.0 7. Preparation of Trials Report and Data Distribution 0.0 TOTAL $ 111,000 RECOMMENDATIONS 1. The HTV Program should be identified as being of national benefit and added to the agenda of the National Hypersonics Program. 2. ASRI should assume a coordination and project management role in the HTV Program. 3. UQ Hypersonics Research Group should provide the key research expertise for the development of the HTV combustion modules and assume the role of Principal Experimenter. 4. The Australian Space Council (ASC) should advise the Australian Space Office (ASO) to allocate the required funding to support the HTV program given its' national benefits as outlined in this proposal document. 5. ASRI, for its part in the HTV program, should provide the required professional support for the design, analysis and launch operations and coordinate the fabrication and test of the flight vehicle. 6. UQ should be responsible for the analysis and assessment of the data obtained from the HTV trial and determine the direction for follow-on programs in collaboration with the ASO. 7. The ASO should actively market Australian expertise in the hypervelocity field to the international scientific and engineering community to enable the conduct of follow-on flight trials utilising Australia's unique research facilities and expertise. TABLE OF CONTENTS ABBREVIATIONS 1 1. INTRODUCTION 2 1.1 Background 2 1.2 Window of Opportunity 3 1.3 Scope 4 1.4 Statement of Work 4 2. NATIONAL SIGNIFICANCE 5 3. TECHNICAL PROPOSAL 6 3.1 Overview 6 3.2 System Description 7 3.2.1 Combustor System 7 3.2.2 Fuel System 10 3.2.3 Structure 10 3.2.4 Avionics System 10 3.2.5 Mass Budget 11 3.3 System Analysis 16 3.3.1 Aerodynamic Analysis 16 3.3.2 Trajectory Simulation 18 3.3.3 Operational Environment 21 3.4 Manufacturing 22 3.5 Integration and Test 23 3.6 Risk Analysis 24 4. MANAGEMENT PROPOSAL 25 4.1 ASRI Organisation 25 4.1.1 Aims 25 4.1.2 Activities 25 4.1.3 Research 26 4.2 ASRI - HTV Design Team 26 4.3 University of Queensland 28 4.4 Undergraduate Design Support Teams 28 4.5 ASRI Strategic Alliances 28 4.5.1 Australian Industry Involvement 28 4.5.2 Government Agency Involvement 28 5. SYSTEMS ENGINEERING PROPOSAL 29 5.1 Work Breakdown Structure 29 5.2 Program Schedule 32 5.3 Quality Management and Documentation 32 6. OPERATIONS PROPOSAL 35 6.1 Trials Facilities 35 6.2 Trials Support 35 6.3 Range Safety 36 7. COSTING PROPOSAL 37 8. SUMMARY 39 9. RECOMMENDATIONS 40 10. DISTRIBUTION 41 APPENDIX A: Key ASRI HTV Personnel Profiles 42 ABBREVIATIONS ADI Australian Defence Industries. ARDU Aircraft Research and Development Unit. ASC Australian Space Council. ASIG Australian Space Insurance Group ASO Australian Space Office. ASRI Australian Space Research Institute. BAeA British Aerospace Australia. DDS Development Documentation System. DSTO Defence Science and Technology Organisation. EFS Explosives Fitting Shop. ELDO European Launcher Development Organisation. GIO Government Insurance Office GPS Global Positioning System. HTV Hypersonic Test Vehicle. I, T & E Integration, Test and Evaluation. MTCR Missile Technology Control Regime. NASA National Aeronautics and Space Administration. NASP National Aerospace Plane. RAAF Royal Australian Air Force. UQ University of Queensland. USAF United States Air-Force WBS Work Breakdown Structure. WFF Wallops Flight Facility WIR Woomera Instrumented Range. 1. INTRODUCTION 1.1 Background Scramjet powered vehicles provide a low cost alternative to conventional rocket technology for placing payloads into low earth orbit, and to propel hypersonic flight vehicles such as America's National Aero-space Plane (NASP). Consequently, world attention has focussed for many years on development of a scramjet to a functioning prototype stage. The scramjet, otherwise known as the supersonic combustion ramjet, differs from the traditional ramjet in that fuel injection and combustion takes place at supersonic speeds. The main advantage of this propulsion system is that the oxygen required for combustion is obtained from the atmosphere, thereby eliminating the need for oxidiser carriage. This feature has benefits in that the vehicle fuelled mass and structural mass can be reduced, resulting in considerable performance improvements and cost savings. The Scramjet propulsion concept has been around for many decades and research has been conducted by many nations. The USAF had proposed a supersonic combustion module for the X-15 research aircraft, however the X-15 program was cancelled before the module could be flight tested. Russia has recently conducted 2 atmospheric scramjet flight trials in 1991 and 1992 and world interest is now growing to exploit the advantages that scramjet propulsion has to offer. Much research is currently centred around the use of computational fluid dynamics and materials science in an attempt to understand the governing principles of scramjet propulsion and in meeting the extremes of the operating environment. Research on scramjet propulsion has been undertaken at the University of Queensland (UQ) for well over a decade. This research has been based around the use of hypersonic shock tubes and ground based experimentation and analysis. For several years now the Australian Space Research Institute (ASRI), in collaboration with the University of Queensland (UQ), has been undertaking research into the development of a free flight scramjet prototype. To date there have been 12 students and 5 staff members at UQ undertaking and supervising projects aimed at the development of atmospheric free flight scramjet systems. A major milestone was reached in 1992 when Ray Stalker successfully tested a prototype 6 cell axisymmetric scramjet in the T4 shock tunnel at the University of Queensland. This design configuration now forms the basis of the proposed Hypersonic Test Vehicle (HTV). 1.2 Window of Opportunity Given the inherent complexities of scramjet technology, it has become apparent that there is a requirement for some precursor free-flight hypersonic research trials to be undertaken to validate and compliment the shock tunnel data obtained at UQ and elsewhere around the world. This data will greatly assist in the future development of operating scramjet motors. For some time now, ASRI has been searching for a suitable rocket booster to undertake a hypersonic research trial. Discussions were held with NASA representatives during a planning visit made to the Woomera Range in April 1994 regarding the possible launch of such a HTV at the end of the planned NASA sounding rocket campaign to be held at Woomera in October 1995. The NASA representatives revealed that they currently have a large number of surplus military rocket motors which they use in a variety of sounding rocket programs. They believed that a Taurus (Honest John) / Nike rocket combination would most likely meet the requirements for the ASRI/UQ HTV program. They also stated that such motors may be made available for such a program on the proviso that the US State Department approves their transfer under the Missile Technology Control Regime (MTCR) of which Australia is a signatory. Given that NASA will be obtaining such approval for the transfer of Black Brant sounding rocket hardware to Australia in 1995, it may be possible for them to transport the required motors and associated hardware to conduct an extra trial at the end of their campaign to carry an Australian HTV payload. This opportunity offers considerable cost savings to ASRI and UQ over conducting such a trial independently. Given that NASA personnel will conduct the firing, it also alleviates some of the problems associated with obtaining the US State Department approvals associated with the procurement of the booster rockets. The ASRI/UQ program was originally planned to take place over a period of approximately 3 years. This window of opportunity, however, will require the program to be placed on a fast track to meet the October 1995 campaign deadline. 1.3 Scope The HTV is intended to provide hypersonic test data in support of future scramjet development. Therefore the HTV requires the appropriate instrumentation and systems to measure combustion performance parameters and the aero-thermodynamic environment, and to assist in recovery for post-flight inspection. Furthermore this program will directly address the following strategies and actions which have identified in the Australian Space Council's 5 year plan: S12 Promote linkages between Australian and foreign space researchers. S13 Support 'Key' technology research. A29 Provide support for research training in space technology. A30 Build on Australia's present expertise in hypervelocity research through further support for associated technology development, including international collaboration projects. 1.4 Statement of Work Given the launch date, October 1995, and limited budgetary constraints, design, develop and manufacture a full scale HTV to the following specifications. Design Mach number 5.0 HTV diameter 0.42 m. Minimum burn duration 5 sec. Maximum weight 125 kg. Configuration length not more than 2.8 m. Interfaces and geometry to be structurally compatible with the NASA Taurus/ Nike booster. 2. NATIONAL SIGNIFICANCE It is intended that this proposed program will provide numerous benefits on a national scale. These benefits include: … Advancement of national hypersonic combustion research. … Experience gained through the conduct of a launch campaign at Woomera. … Opportunity to display Australian capability in hypersonic research to the international community. … Increased public awareness of a national capability in space research. … Providing educational opportunities to Australian scientists and engineers. … Providing industry involvement in the development of advanced technology. … Supporting the agenda of the Australian Space Council's 5 year plan. 3. TECHNICAL PROPOSAL 3.1 Overview The ASRI/UQ HTV is designed to provide atmospheric free-flight data in support of scramjet research. The HTV is an experimental payload module designed to fly atop a NASA provided 2 stage Taurus/ Nike rocket motor combination. Both of these motors are surplus ex-military rockets. The proposed flight profile will involve launching the vehicle at a launch angle of 70 degrees to the horizontal. The first stage Taurus motor burns for 3.5 seconds and accelerates the vehicle to Mach 2.65 before separation. The second stage Nike and HTV payload then coast for a period of 11.5 seconds before ignition of the Nike second stage. The Nike burns for 3.5 seconds and accelerates the vehicle to Mach 5.2. The HTV payload will remain attached to the burnt-out Nike motor which provides overall vehicle aerodynamic stability. Immediately after the Nike motor burn-out, the HTV fuel valve is opened allowing a fuel flow to the four active hypersonic combustors to initiate supersonic combustion. The HTV will operate for a period of 5 seconds and log combustion pressure and temperature profiles and other system parameters. A telemetry system will transmit this data to ground receivers for reduction, analysis and evaluation of system performance. At the completion of the burn period, the HTV will be separated from the Nike booster. The recovery mode will rely on the HTV aerodynamic instability to allow a relatively low ground impact speed. This will allow for a post flight inspection of the HTV. The HTV payload consists of 6 instrumented hypersonic combustion modules arranged around a central core containing the fuel supply system. The hypersonic combustion modules contain an air compression intake, a cylindrical combustion chamber and an expansion nozzle. The fuel system consists of a 28 litre fuel tank pressurised by gaseous nitrogen. The fuel (Silane) is to be fed under pressure to each of the 4 active combustion modules. Silane has been chosen as the fuel due to its pyrophoric nature and its performance which approaches that of methane. The core structure of the HTV consists of a conical fore-body, a cylindrical centre-body, a cylindrical aft- body and an adaptor that attaches the HTV to the Nike booster rocket. The low temperature regions of the HTV structure are to be manufactured from high strength aluminium alloys. In regions of moderate temperature, steel will be used. The high temperature regions of the structure will be manufactured from molybdenum, or protected by ablative materials. The avionics module will be located in the conical forebody and will consist of a flight management system and a telemetry system. The flight management system controls the flight sequence and data logging to the black box flight recorders. The telemetry system receives, conditions and encodes the sensor and system data and transmits this data to ground receivers. The HTV is essentially being developed around the axisymmetric scramjet prototype which was designed by Professor Ray Stalker, manufactured in the UQ mechanical workshops and tested successfully in the UQ T4 shock tube. The HTV will draw off the extensive experience which has been accumulated by the UQ Hypersonics Research Group. 3.2 System Description The following sections provide a basic outline of the various HTV sub-systems. Figures 1 and 2 show the proposed HTV configuration. A block diagram is provided for each sub-system along with the brief description. 3.2.1 Combustor System The combustor modules are the prime experimental HTV components. The combustor modules consists of an air intake, fuel injector, combustion chamber and expansion nozzle. All of these items are to be manufactured from steel. Six of these modules will be uniformly spaced around the central fuel tank. Figure 3 shows a block diagram of one of the combustor modules. We propose to have one of the complete combustor modules tested in the T4 shock tube at UQ to verify its performance and integrity prior to final system integration. 3.2.2 Fuel System The fuel system consists of a 28 litre tank rated to 12 MPa storage pressure. This tank also forms the hub of the HTV structure. Due to several operational constraints, silane has been chosen as the fuel and it will be stored in super-critical form at 8 MPa inside the fuel tank. Nitrogen gas is fed via a regulator to a bladder inside the tank to keep the silane at a constant 8 MPa for the duration of the experimental burn period. A dual redundant pyrotechnic valve will initiate the flow of silane to the combustor modules. Figure 4 shows the proposed fuel system layout. 3.2.3 Structure The structure of the HTV has undergone several design iterations and now consists of 6 major items. These items are shown in figure 5. Figures 1 and 2 show the proposed flight configuration in rendered 3D format. Due to short lead times associated with the program, all metallic structural components will be used. The structural materials will consist of molybdenum, steel and aluminium depending on the thermal environment. 3.2.4 Avionics System The layout of the HTV avionics is given in figure 6. The key to the HTV mission success is the ability to obtain, log and transmit sensor data from the combustor modules and flight environment for ground analysis. This system consists of sensors, conditioning and multiplexing electronics, a transmitter and backup storage devices. A flight management system will coordinate the sequence of events including the operation of the pyrotechnic fuel valve. It is intended to fly a GPS receiver and a C-band radar transponder to assist with vehicle tracking. The avionics module will be readily accessible within the conical forebody. It is intended to measure pressure and temperature distributions along the length of the combustor modules using standard pressure transducers and thermocouples. It is planned, at this stage, to provide no less than 72 channels of experimental data. Other HTV performance parameters to be logged, include fuel flowrate, fuel pressure, axial acceleration and positional data via GPS. Data will be logged on board during the critical phase of flight (ie HTV operating) using the dual redundant black box flight recorders. Additionally, this data will be transmitted to a ground based telemetry receiver for the entire flight duration. Due to the characteristics of the flight profile, data will be logged initially above the design Mach number, and will continue as the vehicle de- accelerates to some value below Mach 5. This will give HTV system performance data above, below and at the design Mach number. 3.2.5 Mass Budget A provisional mass budget has been determined for the current HTV configuration and is show in the following table in simplified terms. HTV Provisional Mass Breakdown Structural Mass 77.5 kg Fuel Systems Mass 29.5 kg Propellant Mass 7.0 kg Avionics System Mass 10.5 kg Total Fuelled Mass 124.5 kg Figure 3: HTV Combustor Modules Figure 4: HTV Fuel System Figure 5: HTV Structural Layout Figure 6: HTV Flight Avionics 3.3 System Analysis The HTV baseline configuration was agreed to by the HTV Design Group at the Systems Baseline Requirements Review. The baseline configuration is outlined in figures 1 and 2. 3.3.1 Aerodynamic Analysis An aerodynamic analysis was performed on the baseline configuration. The key results of the analysis are displayed in figures 7 and 8. Figure 7: HTV Drag Coefficient Figure 8a: Centre of pressure for the Taurus/Nike/HTV configuration Figure 8b: Centre of pressure for the Nike/HTV configuration 3.3.2 Trajectory Simulation A trajectory simulation was derived for the baseline configuration and a specific trajectory was derived to meet the mission requirements and constraints. The results of this preliminary trajectory simulation are displayed in figures 9 through 15. The trajectory simulation has been used to determine the HTV operating environment. Figure 9: HTV Altitude vs Range Figure 10: HTV Altitude vs Time Figure 11: HTV Acceleration Profile Figure 12: HTV Velocity Profile Figure 13: HTV Mach Number Profile Figure 14: HTV Flight Stagnation Temperature Figure 15: HTV Dynamic Pressure Profile 3.3.3 Operational Environment The environment of the payload shall be derived from trajectory data and consultation with NASA personnel. The payload and launch vehicle will be subjected to static and dynamic flight loads. These loads are generated by thrust, aerodynamic forces, inertial forces and the coupling of various components of these forces. It is envisioned that the operation of the combustion modules will also induce thermal and stress loads on the HTV aft support structure which will need to be addressed. The HTV shall be capable of withstanding the following: Static Load Environment (a) lateral acceleration will be taken as the lowest of the following 3 criteria: … 5g acceleration side load, or … 5 degrees angle of attack side load, or … Side load generated from a 50 m/s lateral gust A factor of safety of 1.5 will be used for all structural analysis (b) axial acceleration as given in figure 11. (380 m/s2 max.) Aeroelastic Environment The payload shall display a stiffness quotient of 4.0. Aerostability Environment Because of the novel configuration of the HTV, both first and second stages of the vehicle shall provide a static stability margin of not less than 10 percent of the body length for each stage respectively. The static margin of the payload alone, as separated from the second stage, shall be negative to insure a high drag descent to ground. Displayed in figure 8 are the aerostability estimates of the HTV. Dynamic Environment The maximum random vibration due to aerodynamic interactions, motor thrust and structural vibration will be determined from consultation with NASA and designed for accordingly. Thermal Environment The temperature profile, internal and external, of the payload shall be determined from the operational environment. The expected maximum static temperature is approximately 1400 K. Choice of construction materials will provide adequate protection to the vehicle structure. 3.4 Manufacturing The HTV is, primarily, fabricated from high strength aluminium alloys, stainless steels and molybdenum alloys. It is therefore expected that the manufacturing effort will not require the application of high risk and high cost technology. Therefore fabrication of the HTV structure may be undertaken in any well equipped machine shop. Such a workshop currently exists at ASRI's Salisbury Facility and can be made available for use in the HTV manufacturing program. The HTV combustion module intakes and nozzles are comprised of complex three-dimensional geometries which are to be fabricated from steel sheet. Since ASRI does not have the facilities to manufacture these items, a company such as ADI who already has experience with the manufacture of scramjet tunnel models will need to be sub-contracted. The HTV avionics system design is being carried out by the ASRI design team which has extensive experience with the design, manufacture and operation of flight avionics systems. The University of South Australia (USA) is developing a telemetry system for use in the Ausroc III program. Depending on the progress of the university program, it is planned to use segments of this system as a basis for the HTV telemetry system. Alternatively, an off-the- shelf system may be purchased at greater cost. The Hypersonics Research Group at UQ has extensive experience in the placement and use of sensors for the measurement of critical scramjet system performance parameters and, thus, will coordinate this aspect of the HTV telemetry system. Irrespective of the option chosen and due to the extensive array of flight sensors required to obtain the critical combustor performance data, the development or purchase of the flight avionics system will comprise the major proportion of the overall program cost. 3.5 Integration and Test The final integration and testing of the HTV system will be conducted at the ASRI Salisbury Facility. This ex-rocket motor assembly facility comprises of 11 working bays with a total of 650 m2 of floor space. Test facilities will be required to qualify HTV flight systems through the following series of tests. … Vibration test of HTV structure. … Vibration test of flight avionics. … Thermal testing of selected components exposed to high temperature. … Instrumentation bay thermal isolation test. … Calibration of pressure transducers. … Functional test of avionics telemetry system. … Functional test of propellant system. … Functional test of pyrotechnic valve. … HTV/ Booster separation mechanism tests. … Combustor Module Functional Test In the situation where ASRI does not have the required test and evaluation equipment, such tests can be performed by external companies or government organisations such as DSTO or BAeA, both of which are co-located at an adjacent site in Salisbury. It is envisioned that UQ will conduct the combustor module functional test in their T4 shock tube. 3.6 Risk Analysis The current design of the HTV has been specifically chosen to reduce the risk associated with the manufacture, integration and flight testing program. The design will make extensive use of existing hardware wherever possible. The choice of combustor configuration and fuel will be made on the premise of maximum probability of mission success and be drawn from the extensive knowledge accumulated by the UQ Hypersonics Research Group. The launch vehicle chosen for the flight trial, Taurus / Nike, is a proven and conventional launch vehicle which offers the highest level of mission success. 4. MANAGEMENT PROPOSAL The HTV program will draw technical expertise from a number of Australian universities, companies and government bodies to enhance and further the national capability in hypersonics research. At this stage, it is anticipated that overall program management will be handled by ASRI with key payload technical direction being provided by UQ. Financial support will be sought from the Australian Space Office on the grounds of advancing key technology areas outlined in the Australian Space Council's 5 year plan. Figure 16 shows the organisational breakdown for the HTV Program. The following sections provide further details about the program participants. 4.1 ASRI Organisation 4.1.1 Aims … To develop and advance space science and technology. … To conduct encourage and promote research in the field of space science and technology. … To educate and extend knowledge in the field of space science and technology and to make available education opportunities to supplement and further those opportunities made available by established educational institutions. … To conduct, co-ordinate and support projects for the advancement of space science and technology. 4.1.2 Activities Research and development activities are primarily project based, and fall into three broad categories as follows. Launch Vehicle Development * CARATEL. Liquid fuelled test vehicle. * AUSROC II. Liquid fuelled developmental vehicle. * AUSROC III. Developmental Sounding Rocket. * AUSROC IV. Satellite Launch Vehicle. * SIGHTER Rocket. Small scale payload support vehicle. Satellite/ Payload Development * AUSTRALIS Micro-satellite. * Infrared Imaging System (IRIS). * Observation and micro-gravity payload experiments. Scramjet Systems Development * SCRAMJET engineering mock-up. * HTV Program Project work is undertaken by university students, both undergraduate and postgraduate, and members of the Institute. University Lecturers and Professors supervise the project work in conjunction with program co- ordinators from the Institute. 4.1.3 Research The purpose of the research activities, undertaken by ASRI, are to increase the level of national expertise and activity in the space science and technology areas, and to assist Industry in the same. 4.2 ASRI - HTV Design Team The following list identifies the key ASRI HTV Design Team personnel. Profiles of each of these key personnel are listed in Appendix A. Warren Williams. Program Manager Mark Blair. Fuel Systems David Brown Aero Systems Philip Pearson Structural Design Scott Simmonds. Avionics Systems Colin Sparrow Telemetry Systems Dwight Van Roy. Integration, Test and Evaluation 4.3 University of Queensland The Hypersonic Research Group at the University of Queensland has been conducting research into scramjet propulsion and hypersonics for over a decade. As principal investigators of the HTV program, the UQ Hypersonics research group will be responsible for the provision of all the critical payload geometries, requirements specifications and key scramjet technologies advice. 4.4 Undergraduate Design Support Teams Since 1989, ASRI has initiated, supported and supervised approximately 70 undergraduate engineering student projects in the launch vehicle, satellite technology and scramjet fields. Many of these projects have direct relevance to the proposed HTV program and are providing useful background information to assist in the development of the HTV sub-systems. The following two student programs, in particular, have been identified as key sub-system development aids for the HTV program. University of Queensland - Student Scramjet Design Team University of South Australia - Student Telemetry Systems Design Team 4.5 ASRI Strategic Alliances Completion of the HTV program will require the support of several government and industry organisations. Strategic alliances are required between ASRI, UQ and these organisations to establish their commitment to the HTV program and to meet their individual concerns and requirements for participation. The following two sections list the proposed industry and government organisations to be involved in the program. 4.5.1 Australian Industry Involvement Ardebil Pty. Ltd. Australian Defence Industries (ADI) British Aerospace Australia (BAeA) 4.5.2 Government Agency Involvement Australian Space Office (ASO) Australian Space Council (ASC) Defence Science and Technology Organisation (DSTO) RAAF - Aircraft Research and Development Unit (RAAF-ARDU) 5. SYSTEMS ENGINEERING PROPOSAL 5.1 Work Breakdown Structure The following Work Breakdown Structure (WBS) is to be implemented for this proposal. The WBS will identify all areas of investigation and subsequent work detail. This list essentially outlines the sub system breakdown to component level and identifies each of these as a required work package. A. SYSTEMS DEFINITION AND MISSION REQUIREMENTS. PHYSICAL PARAMETERS 1. HTV Parameters 2. Nike Booster Parameters 3. Taurus (Honest John) Booster Parameters 4. Integrated Vehicle Parameters 5. Payload/ Booster Interface Specification AERODYNAMIC ANALYSIS 1. Configuration Aerostability Analysis 2. Wind Tunnel Aerodynamic Analysis 3. Aerothermodynamic Analysis 4. Aeroacoustic Analysis. DYNAMIC ANALYSIS 1. FEM Analysis 2. Vibration Analysis FLIGHT SIMULATION AND ANALYSIS 1. Mission Profile 2. Point Mass Trajectory Simulation 3. 6-DOF Simulation 4. Wind effects B. HARDWARE DESIGN AND DEVELOPMENT HYPERSONIC COMBUSTOR MODULES 1. Intakes 2. Combustion Duct 3. Thrust Surface PROPELLANT SYSTEMS Nitrogen Pressurisation System 1. Nitrogen Bottle 2. Nitrogen Bottle Mounts 3. Nitrogen Fill Valve 4. Nitrogen Regulator Fuel System 1. Fuel Tank 2. Fuel Pressure Check Valve 3. Fuel Pressure Relief Valve 4. Fuel Pressure Sensor 5. Fuel Fill Valve 6. Fuel Pyrotechnic Valve 7. Fuel Flow Metering Unit 8. Fuel Flow Divider STRUCTURES 1. Nose Tip 2. Conical Forebody 3. Cylindrical Centre-body / Tank 4. Cylindrical Aft-body 5. Cowl 6. Nike Booster Adaptor AVIONICS Flight Management System 1. Black Box Flight Recorders 2. Pyrotechnic Valve Driver 3. Flight Sequencer 4. Global Positioning System Telemetry System 1. Sensors 2. Signal Conditioners 3. Data Encoder 4. Transmitter 5. Antenna(s) Radar Transponder Power Supply Wiring Loom MECHANICAL GROUND SUPPORT EQUIPMENT 1. Launcher Infrastructure 2. Transport / Integration Equipment 3. Service Umbilicals 4. Nitrogen Filling System 5. Fuel Filling System TELEMETRY AND TRACKING SYSTEMS 1. Receiving Antennae 2. Receiver Modules 3. Data Recorders 4. Data Display Units 5. Adour Radar C. INTEGRATION, TEST AND EVALUATION FACILITIES 1. ASRI Building 5 2. WOOMERA Range Facilities 3. UQ Mechanical Engineering Department QUALITY ASSURANCE TEST AND EVALUATION PROCEDURES D. LAUNCH OPERATIONS RANGE SAFETY ANALYSIS TRIALS PROCEDURES TRIALS INSTRUCTION E. PREPARATION OF TRIALS REPORT AND DATA DISTRIBUTION. 5.2 Program Schedule The program schedule, as shown in figure 17, displays the key systems and functions which will be achieved prior to the launch in October 1995. Major milestones includes the various reviews, launch and trials report and documentation. This schedule has been developed in light of the proposed availability of resources. 5.3 Quality Management and Documentation ASRI will prepare and implement a quality plan for the HTV program based upon the guidelines set out for quality systems in the AS3900 series of Australian Standards. In particular, the Development Documentation System (DDS) will be tailored and used to produce a traceable design record of the HTV. The DDS is a 'living' document which is continuously updated to contain all the current specifications, design calculations, technical drawings, procedures and test results and will be readily available for all HTV program participants. 6. OPERATIONS PROPOSAL 6.1 Trials Facilities Given the proposed window of opportunity available, the HTV will be launched from the Woomera Rocket Range in South Australia at the end of the NASA campaign to be conducted in October 1995. All launch support facilities required for the conduct of the HTV trial are already in existence at the range and can be made available pending trial approval. These facilities include: … Boost Motor Magazine Storage … Payload Preparation Facility (Test Shop 1) … Explosives Fitting Shop (EFS) … NASA Launcher (Launcher Area 2) … Instrumentation Building (IB) … Launch Control Centre (Equipment Centre 2) … Adour Radars (2 off) … Tracking Optical Kinetheodolites (if required) … Range Net (intercom and timing network) … Telemetry Receiving Equipment … Woomera Meteorological. Station … Recovery Vehicles 6.2 Trials Support Trials support for the HTV launch will need to be provided by the following: RAAF - Aircraft Research and Development Unit (ARDU) ARDU is responsible for the conduct of trials activity at the Woomera Instrumented Range (WIR). The ARDU trials team will be on location at Woomera for the full duration of the NASA campaign. It is proposed that the HTV trial will be conducted at the end of the NASA campaign and will require approximately 3 extra days on top of the anticipated 2 month NASA campaign. ARDU will be ultimately responsible for range safety and the operation of range equipment. NASA - Wallops Flight Facility (WFF) Mr. Jay Brown who is the Sounding Rocket Project Manager from NASA's WFF has indicated that, if the trial is approved, the experienced NASA launch crew will be able to integrate the boost motors and conduct the launch of the HTV at the end of their sounding rocket campaign. NASA has conducted many trials of the Taurus / Nike booster combination for sounding rocket projects in the USA for a variety of scientific payloads, thus the vehicle has a sound flight history. ASRI - HTV Trial Team The ASRI HTV trial team has the combined experience from several hundred sounding rocket trials conducted at Woomera from the 1960's to the present. Team members have been principle investigators and program managers for a large number of the Australian sounding rocket programs including the series of Hypersonic Research Vehicles (HRV) that were fired from Woomera, in collaboration with the British, in the 1970's. ASRI will be responsible for the preparation of trials procedures, HTV payload integration, fuelling operations and telemetry acquisition. 6.3 Range Safety The Woomera Range Safety analysis is to be carried out by the ASRI Trials Team in accordance with RAAF-ARDU requirements. This analysis will take account of, but not be limited to, the following: … Launch Wind Effects and Limitations … Vehicle Dispersion … Divergence of the Vehicle Structure … Flight Corridor Specification … Preparation of Safeing Procedures for Abort and Recovery … Woomera 'clean-range' policy Launch liability insurance will be taken out to cover the pre-flight, flight and post-flight phases of the HTV trial at Woomera. This policy will be similar to the Ausroc II launch liability policy obtained from the Australian Space Insurance Group (ASIG). The Government Insurance Office (GIO) may also be involved. 7. COSTING PROPOSAL This section provides a preliminary estimate of the costs associated with the HTV Program. The HTV sub-systems have not been costed to the individual component level and therefore this costing will require further refinement in the near future. The current program cost is One Hundred and Eleven Thousand Dollars The ASRI Directors have fully endorsed the HTV Program and are prepared to meet all the professional labour costs incurred by the ASRI design team members. This professional involvement has included the aerodynamic analysis, preliminary hardware design, dynamic analysis and trajectory simulations. Future professional work will include detailed hardware design, integration, test, evaluation, launch operations and data reduction. This current costing does not include the labour costs to be incurred by the UQ Hypersonic Research Group, NASA or a contingency cost. Manufacture of the HTV will incur drafting and technical support in both electrical and mechanical areas. The cost breakdown in the following table includes the costs incurred by this technical support. COSTED ITEM COST (A$) 1. Systems Definition and Mission Requirements. 0.0 a. Physical Parameters 0.0 b. Aerodynamic Analysis 0.0 c. Dynamic Analysis 0.0 d. Flight Simulation And Analysis 0.0 e. Proposal Document 0.0 2. Hardware Detailed Design and Development 68,000.0 a. Professional Design and Analysis 0.0 b. Drafting Support (Mech. and Elec.) 2,000.0 c. Hypersonic Combustor Modules 8,000.0 d. Propellant Systems 4,000.0 e. Structure 3,000.0 f. Avionics 51,000.0 3. Mechanical Ground Support Equipment 2,000.0 4. Telemetry and Tracking Systems 2,000.0 5. Integration Test and Evaluation 4,000.0 6. Launch Operations 35,000.0 a. Consumables (Silane, Nitrogen etc.) 15,000.0 b. Transportation (Motors, payload and personnel) 10,000.0 c. ARDU trials support 4,000.0 d. Launch Liability Insurance 6,000.0 7. Preparation of Trials Report and Data Distribution 0.0 TOTAL $ 111,000.0 8. SUMMARY This proposal document has outlined the requirements and issues associated with the conduct of a flight trial of a hypersonic test vehicle to obtain data to support scramjet research. The HTV program proposal takes advantage of a perceived window of opportunity to fly an experimental payload atop a NASA sounding rocket in late 1995 from the Woomera Range. This opportunity offers considerable cost savings when compared to current international market prices for sounding rocket based services. The program is structured to directly address key national strategies and actions which were identified by the Australian Space Council as being of net benefit to Australia. The preliminary design aspects of the HTV have been optimised to meet the requirements of low cost, low risk and short development period. The manufacturing issues associated with the fabrication of the vehicle have also been addressed to meet the short program schedule and low risk considerations. A management proposal has been formulated to include contributions from Government, Universities, Industry and private research organisations. This collaborative effort is intended to enhance national capability in hypervelocity research and to better place Australia for future programs with international partners. The launch operations have been identified and found to be well within the capability of the HTV design team and the facilities at the Woomera Range. A preliminary work breakdown structure and schedule have been prepared and clearly indicate the feasibility of the program. It is envisaged that the HTV program be the forerunner for a series of internationally collaborative hypersonic combustion flight trials to be conducted in Australia and making use of Australian and International hypersonics expertise. It is also hoped that the conduct of this trial at the Woomera Range will encourage other international researchers to take advantage of the unique Australian facilities and expertise. 9. RECOMMENDATIONS 1. The HTV Program should be identified as being of national benefit and added to the agenda of the National Hypersonics Program. 2. ASRI should assume a coordination and project management role in the HTV Program. 3. UQ Hypersonics Research Group should provide the key research expertise for the development of the HTV combustion modules and assume the role of Principle Experimenter. 4. The Australian Space Council should advise the ASO to allocate the required funding to support the HTV program given its' national benefits as outlined in this proposal document. 5. ASRI, for its part in the HTV program, should provide the required professional support for the design, analysis and launch operations and coordinate the fabrication and test of the flight vehicle. 6. UQ should be responsible for the analysis and assessment of the data obtained from the HTV trial and determine the direction for the follow-on program in collaboration with the ASO. 7. The Australian Space Office should actively market Australian expertise in the hypervelocity field to the international scientific and engineering community to enable the conduct of follow-on flight trials utilising Australia's unique research facilities and expertise. 10. DISTRIBUTION 1. ASRI Library 1 Copy 2. HTV Program Manager 1 Copy 3. Professor Ray Stalker (UQ) 1 Copy 4. Professor John Simmonds (UQ) 1 Copy 5. Mr. John Boyd (ASO) 1 Copy 6. Mr. Don Watts (ASC) 1 Copy 7. Mr Graeme Waite (ADI) 1 Copy 8. Dr. Richard Brabbin-Smith (DSTO) 1 Copy 9. Mr John Douglas (SA EDA) 1 Copy 10. Hon. Senator Chris Schacht 1 Copy APPENDIX A: Key ASRI HTV Personnel Profiles Warren Williams. Program Manager Mr. W Williams has a B.E. (Mech.) from the University of Central Queensland and has been employed by the DSTO since graduating in 1988. Since graduation Warren has been involved in a number of DSTO tasks associated with applied aerodynamic research, conduct of flight trials, flight dynamic modelling, instrumentation development and systems simulation. Earlier tasks included assessment of projectile damage to aircraft fuselages, and the aerodynamic analysis of a newly developed mortar projectile to extend range and improve inflight stability. Mr Williams has also been involved in the planning and conduct of instrumented towed target flight trials to develop and validate mathematical models, and to provide data for a new Navy target system. He was responsible for final instrumentation test and evaluation, flight trial requirements, airworthiness aspects and data analysis. More recently Mr Williams has been involved in the store separation and aerodynamic aspects of the F-111C Avionics Update Program (AUP). This particular task is providing aerodynamic data to RAAF on store separation and ballistic characteristics to ensure accurate weapons delivery. It is planned that this aerodynamic data and the associated numerical models of store separation behaviour will be incorporated into the updated F-111C ballistic computer system to reduce the need for an extensive ballistic flight trial program. Mark Blair. Fuel Systems Mr. M. Blair has a B.E. (Mech.) from Monash University and has been employed by the Defence Science and Technology Organisation since graduating in 1991. Through DSTO, Mark has been involved in projects requiring the design, manufacture, test and evaluation of numerous small solid propellant rocket motors and gas generator modules. These projects have included the evaluation and simulation of a variable thrust, forced cone burning solid rocket motor, an IR smoke grenade gas generator, a range extending boost motor for a rifle grenade. Mark has been the program coordinator of the national Ausroc rocket program since it's inception in 1988 and has been responsible for the propulsion systems design, project management, flight trials planning and resource acquisition for all Ausroc series programs. As chairman of ASRI, Mark has had a major role in the initiation and coordination of educational space engineering programs at universities around the country. David Brown Aero Systems Dr D. Brown obtained his BSc. (Hons, Applied Mathematics) from Queensland University in 1964 and PhD. (Applied Mathematics) from the University of Western Australia in 1970. Since then, David has worked at DSTO primarily in the areas of missile systems aerodynamic design, missile flight test and evaluation, missile systems simulation and guided weapon control system design. In the 1970's he worked on the Hypersonic Research Vehicle (HRV) program, which included the Jabiru Mk II and Mk III vehicles, in the areas of vehicle aerodynamic design, high drag separation system, parachute recovery systems, flight performance prediction, flight test and flight test safety trace determination. During this same period, he was also involved in the investigation of aeroballistic problems associated with Australian sounding rockets such Cockatoo and Aerohigh. In more recent times, David has been involved in the aerodynamic design and control systems design for a number of vehicles including a mini-RPV, a terminally corrected rocket and the GTV and Kerkanya gliding munitions. His current activities involve the modelling and simulation of guided weapons. David is now one of Australia's leading authorities in aerodynamic design and systems simulation. Philip Pearson Structural Design Mr. P. Pearson obtained a B.Sc(Eng) Hons in Aeronautical Engineering from Imperial College at the University of London in 1957 and has spent the majority of his career at the Weapons Research Establishment (WRE), now DSTO. Phil was a member of the WRE Flight Projects Group from 1960-70. During this time he was Officer in Scientific Charge (OIC) on over 140 sounding rocket trials at both Woomera and Canarvon in WA. The majority of these trials were concerned with the determination of atmospheric temperature, pressure, density and wind profiles which contributed to the international standard atmosphere reference database. He was involved in the preliminary design and direct development of the Kookaburra, Cockatoo, Lorikeet and Corella upper atmosphere rockets of which over 200 were fired for a variety of atmosphere experiments. Phil was the Deputy Head of the group tasked to design and launch the WRESAT satellite from Woomera in 1967. His tasks here included orbital requirements, thermal control system, liaison with the US and UK and communications between Woomera and NASA control. As Head, Upper Atmosphere Research Group from 1970-75, Phil coordinated numerous atmospheric experiments in conjunction with Adelaide University. Since 1975, he has held head positions in Weapons Dynamics Group, Dynamics and Trials Group, and Guidance and Control Group. In these roles he has been the Chief Designer of the GTV and Kerkanya programs, and had key input into numerous other DSTO tasks. Phil's experience in all aspects of sounding rocket trials and experimentation makes him Australia's foremost expert in this field. Scott Simmonds. Avionics Systems Mr S. Simmonds has a certificate of technology in electrical engineering and has completed the requirements to apply for a major in applied mathematics for the ordinary degree of B.SC.(Ma) at Adelaide University. Scott has been a computer systems officer in the Guided Weapons Division, Defence Science and Technology Organisation since 1987. Since that time he has been significantly involved in the electronics and software design and implementation of flight control systems for the GTV and Kerkanya (Glide Bomb) projects and the telemetry data acquisition systems for GTV, Kerkanya and Nulka projects. He has also taken a lead role in developing GWD's guidance, control and telemetry capabilities, including the design of the Yakkata airborne telemetry encoder and the portable ground decoding system, and the development of various experimental flight management, control and simulation systems. Colin Sparrow Telemetry Systems Mr. C. Sparrow completed a Radio Tradesmans Certificate as a cadet at the Weapons Research Establishment (WRE) in 1962 prior to obtaining a Bachelor of Technology from the South Australian Institute of Technology in 1966. Colin's career at WRE, now DSTO, spanned 3 decades and has included the manufacture and installation of Woomera range instrumentation for the ELDO program. More recently, Colin has been the design engineer for airborne instrumentation and telemetry systems for the GTV and Kerkanya gliding munitions and the Nulka ship decoy rocket. He has also been the program manager for the Yakkata towed target airborne instrumentation and the Harpoon Captive Carriage Weapons System (CCWS). In 1981, Colin held an overseas posting as Scientific Adviser to the Malaysia Defence Research Centre. He has accumulated flight trials experience from ranges both Australian and international and is one of Australia's foremost experts in telemetry systems. Dwight Van Roy. Integration, Test and Evaluation Mr. D. Van Roy obtained a B.E. (Aeronautical Engineering) from the Royal Melbourne Institute of Technology in 1988 and a Graduate Certificate in Control Systems at the University of South Australia, 1993. He is currently a Systems Engineer with the Missile Simulation and Analysis (MSA) group in Guided Weapons Division (GWD) at DSTO. Dwight has accumulated experienced in guided weapon test and evaluation management, aerodynamic design, structural design, dynamic response and vibration and telemetry. He was involved in the design of the Kerkanya Precision Guided Munition (PGM) including the aerodynamic design, design of air data sensors, performance analysis and trials management. Recently, Dwight held an attached position with the Logistics Command, Proof and Experimental Branch in Melbourne. In this role, as senior test and evaluation engineer, his duties included the coordination, test and evaluation of customer weapon systems.