Responsive Access Small Cargo Affordable Launch (RASCAL ...

This analysis results in a DDT&E cost of just under $3 B USD (FY’04) with a
TFU of $446 M USD (FY’04). The engine DDT&E number includes a cost for
developing the MIPCC technology, but no cost for developing the F-100 turbofans.
When these numbers are compared to the F-22 program the TFU of the baseline comes
out slightly high. (The TFU of the F-22 was backed out from the initial production order
of six aircraft at a cost of 1.6 billion dollars with a learning curve of 85% [15]). The
surface control and actuation seems high for this vehicle, but the complexity factor was
left at 0.9 since the aerodynamic maneuvers performed by the first stage are occurring at
high dynamic pressures and therefore require expensive actuators.
The second and third stages were again modeled together as two engines. The
CERs are similar to the ones used in the first stage analysis except they have been
adjusted to use expendable data from Transcost [13]. For the upper stages the fuel
casings for the solid propellant (for both the hybrid and the solid) are considered
propulsion weight along with the nozzles.
In Millions of $
Body Group
Power
Avionics
Engine Engine 2nd Stage
Engine Engine 3rd Stage
Total
DDTE
$ 36.09
$ 4.52
$ 28.64
$ 174.88
$ 14.81
$ 417
TFU
$ 3.59
$ 1.13
$ 1.56
$ 2.98
$ 0.80
$ 17
DDTE
Engine 2nd Stage
67%
TFU
Engine 2nd Stage
30%
Engine 3rd Stage
6%
Engine 3rd Stage
8%
Avionics
16%
Figure 24: Cost Breakdown for Upper Stages.
Body Group
14%
Power
2%
Body Group
35%
Power
11%
Avionics
11%
32