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• W2316375538 abstract "Design to Investment Cost As the author has noted in previous Joint Propulsion Conference papers, minimization of pre-operational investment appears to be the key to the near-term economic feasibility of reusable launch vehicles.' ' More specifically, the author believes that pre-operational investment in a first-generation, commercial RLV must be held to perhaps $200,000,000 or less. Otherwise, a near-term RLV is not likely to make business sense in the transition period from an ELVbased market measured in terms of hundreds of tonnes per year of high-cost payloads to an RLV-based market measured in terms of tens of thousands of tonnes per year of low-cost payloads. Setting a limit on preoperational investment can be a road map for RLV concepts that have potential for being commercially successful without government subsidy. This road map essentially rules out single-stage-to-orbit vehicles (SSTOs) and large two-stage-to-orbit vehicles (TSTOs) for the near term. It probably also rules out other than commercially available airbreathing and rocket engines and other than in-hand technology and existing subsystems. This leaves system design as the only significant design variable. The author presents three variations of a two-stage RLV that he believes can meet this investment requirement, while also holding recurring operational costs to about $350,000 per flight or less. With recent design improvements, payload to low Earth orbit is now in the 700-kg to 1500-kg class. The author presents preliminary estimates supporting the economic and technical feasibilty of the vehicle concepts. He also identifies specific airbreathing and rocket engines appropriate to this design-to-investmentcost approach. Unless otherwise noted, all cost estimates are in year 2000 U.S. dollars. Our basic design approach is to constrain preoperational investment to $200,000,000 and to treat this constraint as the primary design requirement. Even payload becomes a fallout parameter— especially when the basic business strategy is a vertical integration of vehicle and a primary application. All versions of our Millennium Express are designed to the $200 million investment constraint. Moreover, all versions are designed to operate at a recurring cost per flight of less than about $350,000 at a traffic level of about 200 flights per year. During the last year, we have been able to make significant system design improvements, while staying close to our earlier constraints on investment and operational costs. Payload has increased from the 400kg class to the 700-kg to 1500-kg class. Accordingly, we call our improved two-stage-to-orbit system the Millennium Express. We now reserve our older XVan terminology for our much smaller and simpler suborbital X PRIZE entry, the XVan2001. The baseline orbiter of the Millennium Express uses a single Pratt & Whitney RL50 LOX/hydrogen engine. Payload to a 15° / 450 km orbit is 800 kg. This reduces to 720 kg with provisions for external carriage of a physically large payload. Orbiter gross mass is 22,700 kg for this version; two-stage mass is 80 tonnes. An alternative orbiter using one Aerojet / Lyulka RD-57A-1 LOX / hydrogen engine would result in a 38,500 kg orbiter. If two-stage mass is held at about 80 tonnes, payload stays about the same as with the RL50, Member, AIAA. Copyright © 2000 by Third Millennium Aerospace, Inc. Published by the American Institute of Aeronautics and Astronautics, Inc. with permission." @default.
• W2316375538 created "2016-06-24" @default.
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• W2316375538 date "2000-07-24" @default.
• W2316375538 modified "2023-09-23" @default.
• W2316375538 title "Propulsion for the Millennium Express" @default.
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• W2316375538 doi "https://doi.org/10.2514/6.2000-3839" @default.
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