Responsive Access Small Cargo Affordable Launch (RASCAL ...

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Intercontinental Ballistic Missile (ICBM) technologies improved the need to defend from high speed bombers was superceded by the need to protect from ICBMs. This put MIPCC on the technology shelf until recently with the advent of the <strong>RASCAL</strong> program. The MIPCC bolt-on additions to the F-100 turbofans are the single most important enabling technologies for the <strong>RASCAL</strong> design. The MIPCC is what is used to attain the engine inlet conditions desired in the turbofan design section. MIPCC is a technology that introduces tanked water and LOX to the incoming air flow (precompressor) at high Mach numbers and at high altitudes. Typical aircraft engines are limited in altitude by the density of the incoming fluid (oxidizer). Typical turbofans are also limited in speed of the flow by the temperature limits of the combustor materials. MIPCC pushes out the altitude and speed boundaries by both cooling and adding density to the incoming flow of a turbofan. The result is that at high Mach numbers the incoming air is cooled by the water and the LOX. This allows the engine to operate at Mach numbers far exceeding the design limits for the nominal turbofans. Another benefit is that the incoming water and LOX add density to the incoming flow. This allows the engine to operate at higher altitudes that the design limits. A third benefit is that the LOX in the intake acts as a stabilizer in the oxidizer deprived combustion chamber at high altitudes. A diagram of a MIPCC augmented engine is included as Figure 11. Figure 11: MIPCC Design Features [2]. 14
To analyze the effect of MIPCC an AIAA paper written by Preston Carter was analyzed [6]. MIPCC engines are able to operate to altitudes greater than 85,000 ft and Mach numbers in excess of Mach 4. At these conditions the MIPCC system cools and increases the density of the flow so the engine appears to be operating at a lower altitude and Mach number. To model this, a translation of the TBEAT data was preformed using the apparent altitude and apparent Mach number at the flight altitude and Mach numbers. A summary of the performance of the MIPCC engines is included as Figure 12 and Figure 13. Apparent Flight Altitude (ft) 80000 70000 60000 50000 40000 30000 20000 10000 0 MIPCC off MIPCC on 0 20000 40000 60000 80000 100000 Actual Flight Altitude (ft) Figure 12: Apparent Flight Altitude Experienced by the Turbo Machinery as a Function of Actual Flight Altitude [6]. 15
Page 1 and 2: Responsive Access Small Cargo Affor
Page 3 and 4: List of Figures: Figure 1: Launch C
Page 5 and 6: Abstract: RASCAL is a Defense Depar
Page 7 and 8: Introduction: Due to the uncertaint
Page 9 and 10: This stage will then propel the veh
Page 11 and 12: stages which continue on to orbit.
Page 13 and 14: driving constraint) will then be fl
Page 15 and 16: Once the geometry is defined it mus
Page 17 and 18: Coefficient of Drag 0.6 0.5 0.4 0.3
Page 19: These characteristics were then ana
Page 23 and 24: 14. The new Isp of the MIPCC engine
Page 25 and 26: combination selected the overall we
Page 27 and 28: Table 5: POST Trajectory Constraint
Page 29 and 30: Thrust (lbs) 120000 100000 80000 60
Page 31 and 32: Gross Gross Weight Dry Dry Weight W
Page 33 and 34: Temperature (F) 1400 1300 1200 1100
Page 35 and 36: Operations: Number 1st Stages 5 Num
Page 37 and 38: Cost Estimation: The cost estimatio
Page 39 and 40: As this figure depicts the DDT&E fo
Page 41 and 42: profile of the cost charts is due t
Page 43 and 44: Each of these alternatives will be
Page 45 and 46: 1+2+3 1+3 4th Stage MMC 1st Lox Hyb
Page 47 and 48: The design alternatives were costed
Page 49 and 50: GT RASCAL: From this alternative an
Page 51 and 52: As this figure shows the GT RASCAL
Page 53 and 54: used in the GT RASCAL design is in
Page 55 and 56: Figure 39: GT RASCAL Mission Profil
Page 57 and 58: When the final cost numbers of the
Page 59 and 60: References: 1. Cyr, Kelley, “US L

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