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SEATTLE, WASH'NGTON
March 24, 1958
Gentlemen:
The past two decades have encompassed the conception, establishment,
and maintenance of strategic air power of the United States Air Force.
Throughout this period, the Boeing Airplane Company has combined the most
advanced technical developments available inco practical operating weapon
systems for Air Force utilization. The "New Family of Aerial Vehicles Iden-
tified as System 464L," for which the Air Force requests a General Manage-
ment Proposal, is conceived by the Boeing Company to be the framework by
which a new dimension and new order of magnitude of deterrenc stren,gth
will be added to the Strategic Air Command.
The mission for the next two decades-to implement the concept of
a strategic space command-requires mobilization of United States industrial
and scientific resources on an unprecedented scale. In response to this chal-
lenge, Boeing has organized to provide the technical and industrial force re-
quired to implement the System 464L Project. We have drawn from every
Division of our Company key personnel to form the cadre of both the weapon
system management and technical development organizations. In addition, we
have drawn from outside our Company the most competent major subcon-
tractors who have demonstrated their willingness and ability to perform large
portions of the System 464L task. It is our intent to weld these groups into one
Task Force which will be equal to the job ahead.
\X'e are prepared and willing to undertake management of the System
464L Program in cooperation with the Air Force on the global scale implicit
in the following proposal.
PRES DEN
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PROGRAM OBJECTIVES
As requested by the United States Air Force, the Boeing Airplane Com-
pany has developed a concept for Oyna Soar I to provide significant
advances in military technology and aimed tOward the subsequent applica-
tion of that technology to military hardware.
The Boeing approach achieves high flexibility by early development of
one basic hypersonic boost-glide vehicle usable in a wide range of technical
exploration of military interest. The technology to be demonstrated by this
vehicle and supporting systems is directed to achieve three fundamental
capabilities:
1. The ability to efficiently and economically launch into hypersonic
flight or orbit both men and tOnnages of useful equipment ..
2. The ability of hypersonic glide techniques and equipment to recover
the men and equipment at designated locations.
3. The ability to control space traffic involving large numbers of
vehicles including those being launched, those being recovered, and
those on sustained missions, plus the ability to recognize and track
hostile traffic in space.
In the OS-I Program, the basic vehicle is used in a wide range of test
missions and is later adopted without basic redesign to utilizations in strate-
gic missions. These missions could conceivably cover a wide range of possi-
bilities, the relative merits of which will be studied in conjunction with the
Air Force during the OS-1 programs. Some examples are:
1. Establishment of a global reconnaissance and early warning system
as a progressive outgrowth of SAGE and existing early warning
systems.
2. Establishment of a chain of television relay stations for meteorolog-
ical surveys and research.
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3. Construction of large space stations by carrying each parr separately
into orbital position with Oyna Soar vehicles.
4. Placement of nuclear warheads into orbit for potential use in
(a) retaliatory attacks on enemy territOry,
(b) attacks against enemy satellite systems,
(c) defensive interceptions against weapons attacking the vehicles, and
(d) defensive interceptions against ballistic missiles or other vehicles
attacking United States territOry.
Boeing is proposing at this time a specific preliminary design for the
OS-1 system. In the vehicle, extensive application has been made of the
Company's background in hypersonic vehicle research, wind runnel testing,
structural hot tests. The ability to carty a man into orbit and rerum has
been a central consideration in the Boeing design.
Boeing maintains a comprehensive view of the over-all Dyna Soar I
technical objectives of which the vehicle is but a parr. These are seen as
extending over a broad range of exploration and experiment required by
the Air Force designated parameters of interest. Included is the hardware
development of all components needed for later use in follow-on military
applications. It is planned that maximum use be made initially of available
hardware with parallel developments which can be extrapolated far into
the future without major changes in scale or function.
The Oyna Soar I Program is a technical exploration of massive pro-
portions resulting in hardware and data for later application in strategic
space weapon systems.
\NEA!PON' SYSTEM
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The Boeing Airplane Company wishes to assume from the starr thl
responsibility of managing the complete range of activities for extendin)
the Dyna Soar I technical program into full strategic capability. The Boein,!
Airplane Company is seriously cognizant of the magnitude of the inter
related tasks which must go into mobilizing the major elements of America!
industry toward a new strategic military system of gJobal proportions.
In extending the Dyna Soar technical concepts to strategic
there is a large class of equipment involving the concurrent functioning at
space-borne and ground-based elements. Such cooperative subsystems havl
intricate requirements of integration and fall into categories which in th(
past have included both GFE and CFE arricles. The Boeing Company
prepared to manage the total implementation of all combined space-to
ground-to-space electronic subsystems used in Dyna Soar. Such a responsio.
bility would include subcontracting of: development, design, and man
ufacture of 'vehicle electronic and optical components; development.
design, and installation of ground-based tracking and communication
elements; installation or acquisition of transmission lines by which these
are networked; development and modification of centralized computers for
processing data; and provision of equipment and vehicles involved in
keeping these elements in proper working order. In the conceptual phases,
the Boeing Company will be mindful of the fact that the over-all plan
must complement and, in fact, integrate other contemporary weapon sys-
tems in the total defense picture .
To service and maintain a weapon system involving continuous cycling
of orbital vehicles and around-theclock functioning of cooperative equip-
ment requires the development of adequate ground support capability.
Ground support equipment is needed at manufacturing facilities,
launching and landing bases, control centers, tracking stations, depots, and
auxiliary repair centers. Weapon support facilities include: facilities to
handle, transport, and house boost-glide vehicles and vehicle components
on the ground; facilities to supply stores and other services prior to launch;
equipment to functionally test all systems from factOry to launching; equip-
mem to repair and recondition vehicle systems as required; equipment and
vehicles to check and maintain ground-based electronic equipments, and
maintain towers, antennas, cables, and transmission lines by which they
are interconnected; test programs to insure reliable and flawless operation
of computing operations controlling the flights of both manned and un-
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manned Spare parts for all categories of equipment must be
planned in advance to provide adequate replacement of operational parts
which develop faults.
Standard USAF depots and ground facilities will be applicable to the
logistics of System 464L. The Boeing Company proposes that determina-
tion of the role which such facilities are to have and the way in which they
are used become a part of the composite weapon system management plan-
ning undertaken by Boeing.
The Boeing weapon system concept includes recognition of the opera-
tions for setting up a new weapon system for the Air Force. Land clear-
ances, agreements, and purchases necessary to acquire sites for vehicle
launching, landing and servicing, and for location of cooperative equipment
ground stations will be reviewed and appraised. Specification and planning
of means for shipping vehicles, contractor-supplied and government-
furnished equipment, parts, and materials to these sites is part of the
total task. Military facilities such as buildings, houses, roadways, sewers,
power and utilities, communication equipment, telephone lines, and
weather-protection equipment will be part of the complete complex of
installations to be planned by Boeing.
The Boeing weapon system management concept gives serious atten-
tion to planning for and training of Air Force manpower needed to place
into early operation the Dyna Soar military systems. The Boeing Company
recognizes that a strategic orbital system requires many new roles to be
assumed by man which deserve painstaking attention.
Safety ranks high among the problems to be studied. There are two
new kinds of hazard to be given particular attention throughout all phases
of system design. In the first place, the launching operations of Dyna Soar
involve tremendous releases of energy and heat, necessitating careful safe-
guarding of personnel around launching sites. Secondly, the glide vehicle
crews are entering flight regimes heretofore unattempted and require con-
ditioning apparatus and provisions of a special order. The Boeing Company
intends early in the development of the system to conduct comprehensive,
timely examinations of every stage of Dyna Soar operation so that appro-
priate protection for operating personnel can be built into the basic design.
A second area to be studied in the role assumed by man in operating
Dyna Soar is the balance between automatic and manual functions. There
is always a trade between providing ( 1) expensive highly aut0matic equip-
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ment designed for very low operating cost and (2) cheaper equipment with
conventional controls and displays for manual operation at accepted pen-
alties in operating cost.
In the case of the manned boost-glide vehicles, it is the Boeing inten-
tion to relieve the vehicle crew from stereotyped operations. However, the
crew is expected to become an integral part of the system operation in
tasks of decision and command which properly utilize human intelligence
and flexibility of action. The ability to take proper action in the event of
faulty equipment operation is expected to be a significant contribution of
the vehicle occupants. The pilot is ro be provided means of manually con-
trolling the re-entry stage of vehicle flight as insurance against the possi-
bility of the ground system becoming incapable of automatic re-entry
control. Both manned and unmanned vehicles will always have installed
an auromltic, ground -controlled, re-entry system.
Boeing plans to assist the Air Force in the analysis of personnel talents
for operating the Dyna Soar complex including crew operating cycles, crew
conditioning cycles, boost-glide vehicle launching and landing cycles,
vehicle servicing and maintenance cycles, cooperative equipment operation
and maintenance cycles; computer test programming cycles; base opera-
tions; and personnel training. Wherever possible, the weapon system will
be designed to avoid excessive use of critcal talents.
The complete training program for operating and maintenance person-
nel is part of the Boeing weapon system concept. Boeing will develop appro-
priate training aids including simulators and personnel testing apparatus
as needed. Training program descriptions and handbooks will be prepared
in complete detail.
The Boeing weapon system management organization will provide
technological control to insure earliest possible definition and compat-
ibility of all subsystem designs, and a properly phased combination of
these into a total weapon system of highest military capability. Design
management on a broad and comprehensive scale will be drawn from
Boeing and associated U. S. industry to assure proper execution of the com-
plete weapon system design.
It is this view of combined breadth and depth in program management
under over-all Air Force direction which constitutes the core of the Boeing
weapon system management concept.
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In a weapon system management program of the scope outlined above,
the time phasing of improvements into the inventory becomes an impor-
tant consideration. Boeing's Oyna Soar development concept is predicated
on a flexible but specific expression of the Air Force requirements looking
more than a decade into the future.
The initial (Oyna Soar I) program has already been designated as a
comprehensive technical mission resulting in hardware and data for applica-
tion in strategic global weapon systems.
Boeing has examined in some detail two candidate weapon systems
which could evolve from the Oyna Soar I: one involving early boost-glide
hardware of limited range (Oyna Soar II); the other involving orbital
vehicles of global capability (Oyna Soar III).
The Oyna Soar II concept employs a combination of a manned recon-
naissance boost-glide vehicle and an unmanned weapon boost-glide vehicle
in a fleet operation out to ranges of the order of 6,000 miles. Such fly-over
missions will compel rhe use of some landing and/or launching sites out-
side the United States. It is therefore recognized that the OS-II system
may not provide optimum utilization of the OS-I technology. However,
it does offer the significant advantage of immediate and direct appli-
cation of early DS-Ihardware development into military capability.
The Dyna Soar III weapon system concept employs satellite boost-glide
vehicles in the form of a manned ( command) vehicle, an unmanned
reconnaissance vehicle, and an unmanned weapon vehicle. These vehicles
are deployed in large numbers in various orbits to achieve world-wide
reconnaissance and bombardment capability.
Re-entry techniques involved in recovering both manned and unmanned
vehicles from orbit will have been developed as part of the OS-I Program.
However, the OS-III concept introduces two new requirements which fall
outside the capabilities of the standard building block hardware developed
in the DS-I Program.
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The first IS for a larger boost-glide vehicle. In orbital missions extend-
ing over many days and involving a multiplicity of human operations it
becomes profitable to rely on more extensive application of space-borne
equipment and more (han one occupant in the command vehicle. It is
expected that the new vehicle will constitute little more than a scale-up
of the basic OS-I vehicle and that the re-entry and landing techniques
developed in DS-I will continue to apply.
The second new requirement is for a recoverable booster for OS-III
vehicles. Analysis of a large scale dynamic global system predicts landings
and launchings frequent enough to make recoverable boost hardware
appear economically attractive.
In developing the new boosters, it is anticipated that much of the
OS-I groundwork and vehicle design knowledge will find direct applica-
tion. In addition, the technology for Navaho vehicles as well as the postu-
lated Air Force program for development of very large liquid rocket
engines may find application in this area.
In the Tol/owing sectiom, the DS-I, -II, and -Ill concepts are presented
in more detail. The DS-I system is comidered to be a sound preliminary
design which can be perfected without important change in the Phase I
study. The DS-ll and -Ill system concept are necessarily tentative.
In collaboration with the Air Force, these concepts will be continl/omly
improved during the Phase I study and later developments. The Boeing
Airplane Company believes that a conscious effort should be made from
the beginning to vimaiize specific, detailed military applications of the
Dyna Soar concept. This inmres that the weapon systems Ulhich finally
evolve from the DS-I studies are underwrittell by a thorough evaluation
of all steps needed to achieve ftdl operatioltal capability.'
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DS -I OBJECTIVES
The initial step in the evolution of Weapon System 464L is DS-I.
DS-l objectives supplies the basic n:chnical foundation for Dyna Soar
military weapons. This foundation includes all technical areas of mili-
tary imporrance, from flight characteristics of boost glide and orbital
vehicles through airborne and ground cooperative equipment problems,
to logistic, training and other ground support areas.
Without compromising the above objective, DS-! also will demonstrate
performance capability of components planned for later Dyna Soar weap-
ons. This is to be done by using, in the DS-I program, hardware that will
with minor modification, be used in DS-II and DS-III.
Specific technical objectives of DS-! fall into two classes:
1. Demonstration of manned flight in the hypersonic boost glide regime,
in orbit, and in re-entry from orbit.
2. Demonstration of ability to perform military operations in vehicles
flying in the above regimes. These military functions include reconnais-
sance and delivery of bombardment stores, and release of stores for use
against enemy missiles.
DETAILED DS-I REQUIREMENTS
Steps required to fulfill the above objectives are:
1. Development of a conceptual test vehicle and related system for opera-
tion throughout the DS-I flight regime.
First step in the DS-I program will be the development of vehicles
that can fly successfully and reliably at the required speeds and altitudes.
This will be done in successive stages, using test data obtained in early
flights to refine the vehicle design, its equipment, and the associated
ground support system, for use at higher speeds, altitudes, temperature
conditions and flight ranges.
The vehicle will be instrumented to obtain, record and telemeter re-
quired test data on each series of flights. Data obtained will include
skin temperatures, noise and vibration environment, stability parame-
ters, structural stresses, erosion, navigational outputs for the glide ve-
hicle and boosters, as required.
Use of the pilot under more and more severe flight conditions wjJJ
take place in a series of steps starring with unpowered drop flights from
a B-52, and working up to orbital flight and recovery. During these tests
the man and his environment will be instrumented.
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Navigation and control equipment, communications, tracking and
telemeter systems will be tested operationally as part of development of
the DS-I system. Tests will be conducted to determine effects of volt-
age breakdown in the air outside telemeter and beacon antennas in the
vehicle, and means for reducing these effects. Attenuation of radio and
radar energy passing through the boundary layer around high speed
vehicles will be investigated to determine how much it interferes with
communication, telemeter and tracking functions.
2. Collection of performance data from military equipment operating in
the boost glide environment.
Three types of tests will be conducted in this category:
a. Measurement of environmemal effects which influence equipment
operation, including attenuation of communications and radar en-
ergy; luminosity of the boundary layer (interfering with optical
and IR reconnaissance systems); window and radome heating
effects; effects of the ionosphere on communications; extent of
any ionized trail behind the glider.
b. Testing of components, breadboards or complete systems of mili-
tary equipment, including a breadboard model of high resolution
reconnaissance radar designed for use in hypersonic vehicles, a
typical camera system, one band of an eleCtronic reconnaissance
(Elim) system, and infrared components. An ATRAN automatic
map-matching radar will be evaluated for performance at DS-I
speeds and altitudes. Stores containing dummy warheads will be
ejected and tracked to para!lleters. Stores which
simulate missiles to be used for intercepting enemy ICBM's, satel-
lites and other missiles will be stOwed and ejected.
c. Testing of man's capability to perform military operations in the
hypersonic boost glide and free space environment. Man's capa-
bilities to do basic operations and his ability to operate specific
equipments will be evaluated. Training of USAF personnel in opera-
tion of boost-glide vehicles will be condUCted.
In addition, training of selected USAF personnel in operation of
boost glide vehicles will be conducted as required.
3. Use of DS-I as a test bed for testing not directly related to DS-ll and
DS-lII.
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a. Scientific measurements
The DS-l vehicle is ideal for conducting tests in the upper atmos-
phere, and immediately above the atmosphere, because of its ability
to remain at these altitudes for long times, its ability to be recovered
and its capacity to hold substantial quantities of equipment. Areas
of scientific interest include observation of weather, cosmic rays, and
solar radiation.
b. Testing of non-Dyna Soar military equipment
DS-l can be used as a test bed for new military hardware designed
for use in other weapons. It can be used for checking out defense
systems on the ground. Techniques for using nitric oxide in the
upper atmosphere to form radar-reflecting ionized clouds can be
investigated.
REQUIREMENTS FOR SUPPORTING
INVESTIGATIONS
Extensive supporting activities are required to design and operate the
OS-I system successfully. Also, to anticipate operational features of OS-II
and DS-III fully so that they can be evaluated in the DS-I program, a full-
scale analysis of DS-II and III must be conducted in cooperation with the
Air Force.
Engineering development tests required for design of the DS-1 airborne
vehicle include:
1. W ind Tunnel Tests
Aerodynamic, aerothermodynamic, temperature and electrical bound-
ary layer data will be obtained from Boeing, National Advisory Com-
mitte for Aeronautics, Arnold Engineering Oevelopment Center and
other wind tunnels, and from the General Electric shock tunnel.
2. Free Flight Model Test
Rocket firing of glider models at hypersonic speeds is now in progress.
These tests are being used to obtain preliminary aerodynamic and heat-
ing data in preparation for design of later test vehicles.
3. Structural Tests
Materials testing under appropriate thermal and vibration environ-
ments is planned. Boeing structural, radiant heat, acoustic, plasma jet
and rocket center test facilities will be used for this purpose.
4. Simulator Studies
A flight-training and flight-control simulator will be built for adequate
evaluation of control problems and pilot training.
Antenna Development
Tests are planned to evaluate voltage breakdown in the air outside the
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airborne transmitter antennas. Tests of materials for use in antennas
and radomes will be performed.
6. Airborne Equipment Development Tests
Development of propulsion and airborne equipment will be subcon-
tracted. Boeing, as system manager, will provide management direction
and active supervision of all development tests.
Engineering development tests are required for design of the OS-1
ground suppOrt equipment, including:
1. Static firing tests planned to determine structural compatibility of the
vehicle-booster combination.
2. Evaluation of digital and analog computing equipment for application
to automatic functional testing.
3. Investigation of a variety of function generators, whose operation could
synthesize booster-glider hardware operation.
4. Testing of the reliability of components of ground and airborne equip-
ment under simulated environmental conditions.
5. Demonstration of functional performance and compatibility of the
ground-air radio links using suppOrt aircraft.
FLIGHT TEST PROGRAM
To illustrate the way development of the OS-I Conceptual Test Vehicle
will proceed, the proposed flight test program is outlined.
Two interleaving test programs will be undertaken. The first of these
will use unmanned vehicles to obtain flight performance data, and to estab-
lish feasibility and reliability of operation in each major flight regime.
The second series of flight tests will demonstrate the pilot's ability to
operate the vehicles, and will proceed with the basic test program for
obtaining detailed performance data.
Throughout these flight tests the same basic glide vehicle will be used
(with one exception, the Early Bird tests; see next paragraph). Equipment
in the glider and the internal space arrangement will change, but the basic
vehicle will be used all the way through to manned orbital flight.
A U1l1rumned Flight Tests
The various phases of the unmanned flight test program are outlined 10
the upper figure on page 11.
1. Early-Bird Program
The Early-Bird Program is a series of flight tests, at velocies of 18,000
feet per second, of a large model with OS-I glider configuration. It
utilizes readily available hardware, including boosters and instrumenta-
tion. Irs objective is to obtain hypersonic flight test data on behavior of
the vehicle early in the program .
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A tOtal of five firings is planned. The first will be early in 1959 and the
last in June, 1959.
Early-Bird will supply needed design data at DS-I Mach and Reynolds
numbers. Instrumentation is provided to measure:
a. Lift, drag, and pitching moment.
b. Aerodynamic heating and pressures at important locations.
c. Glider stability and control characteristics (achieved by means of
an impulse to the glider).
d. Propagation of radio and radar energy through the boundary layer.
2. Propulsion Test Vehicles (PTV)
In the second series of unmanned flight tests, the basic glider is to be
boosted, first with three of the four stages, and then with all four boost
stages. In these tests the glider is expended.
The test objectives are to demonstrate boost, control, stability, separa-
tion, and areothermodynamics.
First flight is June 1960 with three stages of boost, followed by four
stages in November 1960.
3. Unmanned Conceptual Test Vehicle
These tests demonstrate each major step in evolution of the Concep-
tual Test Vehicle prior to flight with the man aboard. The vehicle is
recovered in each case with the exception of the "escape" test. The
major steps are as follows (manned flight tests are interleaved with
. these steps after reliable operation of each phase is demonstrated) :
a. Stability, control and escape tests of the vehicle boosted with the
fourth stage only. These tests are in preparation for proof of the
pilot's ability to escape as a result of failure of the first, second, or
third boost stage (he launches with the fourth stage only in such a
case). Also, stability and control in this speed regime is evaluated
(up to 4000 feet per second, flight range of 150 miles).
b. Guidance and control system evaluation with three stages of boost
for non-orbital flight. Burn-out speed ranges from 12,000 to 25,000
feet per second. Flight range varies between 1400 and 4,400 miles.
First flight will be March' 1961.
c. Orbital firing. Four boost stages are to be used for orbital flight.
Launching will take place at Cape Canaveral, as with previous tests,
with termination at Edwards Air Force Base, California. The vehicle
is tracked and monitored out to Ascension Island. It is planned that
tracking be re-established over the Southwest Pacific somewhere in
the vicinity of Australia at which point re-entry is initiared. The
flight is continuously moniwff:d during re-eqrry until stable glide
is achieved. This operation will be studied and planned in detail
in Phase 1.
The first global flight is planned for February 1962.
B. Afanned Flight Telt
1. Drop Tests
The first manned flights in the glide vehicle are drop tests from a B-52.
They are conducted at Edwards Air Force Base.
First flight is to be in May 1960.
Initially the vehicle will be unpowered. Low speed handling and landing
characteristics are verified in these tests. Automatic ground landing is
demonstrated.
Powered drop tests, using ATO units to accelerate to Mach 1.5, are
conducted to evaluate the man-machine combination in the transonic
speed regime. Acceleration effects and the use of-reaction controls are
to be studied.
The operational flight plan for these tests is shown in the lower figure
on page 11.
2. Ground Launched Tests
Manned operation of the vehicle is to be evaluated through all phases
of the boosted Conceptual Test Vehicle outlined under Unmanned
Flight Tests in the previous section.
In every case, the pilot's ability to adjust to each new flight regime is
evaluated. His ability to operate the vehicle under all flight conditions
for which test data is required will be developed.
Reaction controls, re-entry engine, navigation facilities, including use
of instructions from the ground, is to be evaluated.
In the orbital flights extensive instrumencarion of human reactions to
space has been planned.
First manned ground launched flight will be in July 1961, and first
manned global flight in September 1962.
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The figure below summarizes the placement and nature of ground
installatio,ls required for conducting all phases of the OS-I flight test pro-
gram in various parts of the globe.
In addition to launching, tracking, tclemetering, and landing facilities
shown, numerous other ground support operations will be required. Check-
Out and maimenance equipmenr and facilities will be needed.
A global flow and processing network connecting all operational units is
provided.
Logistics support for all areas of operation uses transport aircraft for test,
vehicle and data delivery.
Chase aircraft and one B-52 with their supporting activities for the manned
drop tests are used.

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OS-I CONCEPTUAL TEST VEHICLE
The proposed Boeing design of the Conceptual Test Vehicle, complete
with boosters is illustrated on page 9.
Glider weight for the shorter flights (up to three srages of operation)
is 6500 lbs, For four-stage circumnavigating flights, the increased require-
mem of expendable items increases the weight to 7000 pounds. Gross
weights are 18,000, 67,000, 164,000 and 358,000 pounds as boost stages
are added.
Boosters used are USAF large, solid propellant rocket engines being
developed in support of the Minute-Man Program.
Equipmem and material used in the vehicle are essentially on-the-shelf
items with only minor modifications or development required,
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TRANSITION FROM
OS-II WEAPON
OS-I TO
SYSTEM
is a wtapon system tvolving from the'DSI Program with a
minimum of new development, DSII as conctivtd in this proposal lItil-
izes techniques dtmonstfated in the DS-I Program and mllch of the air-
borne hardware developed during the DSJ Program,
The glider vehicle is tssentially tile same as the DSl glidtr, oper-
ating either unmanned or with a single crew member. The boost system
utilizes the 3-stage boost used in DS-I. Reconnaissance equipment is a
production version of breadboard or prototype equipment used in DS-J.
The bombardment vehicle consists of an unmanned DSJ glider carrying an
integral warhead.
The operational ground suppOrt equipment llsed for DS-JI has been
derived from pre-prororype equipment used during DSI.
Later version of the DS-II weapon system will incorporate more soph-
isticated equipment but the basic elements of DS-II are the earliest possible
of the DS-I Program.
OS-II MISSION
A. FLY-OVER RECONNAISSANCE MISSIONS
The DS-Il reconnaissance vehicle is a 6,000 to 8,OOO-mile boost
glider. It can be either manned or unmanned. The 6,OOO-mile glider
L1ses DS-J boosters; mile range is achieved with improved
boosters.
The manned version has the capability of examining selected target
areas and making on-the-spot evaluations of the enemy situation. The
unmanned version is used for peacetime reconnaissance carrying large
loads of reconnaissance equipment to collect data for later evaluation
on the ground. DS-IJ reconnaissance supplements other reconnaissance
and intelligence information; for example, general information ob-
tained from satellite vehicles is supplemented by the more detailed
evaluation of selected areas taking advantage of the lower altitude
of DS-ll.
Reconnaissance systems used in DS-II include:
1. H igh-Resoltttion Coberent Radar
An antenna 15 feet in length is mounted externally on the vehicle.
Negligible range loss is obtained from this configuration. Pitch stabil-
ization is obtained by flying the vehicle at zero angle of attack over
the selected target area. This attitude can be maintained for 20 seconds
at a time with essentially no range penalty. Seventy-five foOt resolution
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of ground targets will be obtained over a 25-mile-wide strip.
2. Optical Reconnaissance
Conventional cameras o[ high sensitivity TV cameras for night use
are used interchangeably.
3. Electronic Reconnaissance
Elint equipment can be installed internally with CUt-outS in the
lower vehicle surface for antennas.
B. BOMBING MISSIONS
Strategic bombing during the OS-II time period will be accom-
l5 02-260::' .
Typical
DS -II trajectories
LAUNCH OR LANDING BASES
FOR 6000 MILE VEHIUE
o ADDITIONAL BASES THAT
CAN BE USED WITH
8000 MILE VEHIUE
plished by various complementary wtapon systems. These include
ICBM's, manned bombers and glide weapons evolving from the OS-l
program.
The basic bombardment vehicle proposed for OSII is the un-
manned DSl glider carrying a warhead. This weapon vehicle carries
its own guidance system to navigate it to the pre-sdected target using
intelligence information available from reconnaissance or other sources
prior to its launching.
The guidance system would consist of an inertial autonavigato[
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plus an ATRAN map-matching radar to correct inertial guidance er-
ors by fixes taken about 100 miles from target. A CEP of 1500 feet is
obtained if adequate radar mapping data in the target area is available.
However, the basic bombardment operation used here to illustrate
DS-II potentialitjes involves use of the DS-II reconnaissance vehicle in
combination with both glide weapons and other bombing weapons.
This concept is described in the next section.
OPERATIONAL CONCEPT
A. USE OF DS-JI WEAPONS SEPARATELY
In this mode of operations DS-II reconnaissance vehicles fly over
Russia, landing either at foreign bases or, alternatively, launched
from these bases and landing in the United Srates or contiguous bases.
This latter course is preferable during wartime so that data obtained
on the flights can be used immediately to provide target designation
for strategic bombing weapons stationed in the United States.
The DS-II glide weapon will be one of the vehicles so used.
B. FLEET OPERATION OF DS-Il WEAPONS
In this operation both manned reconnaissance and bombing weap-
ons are launched tOward the target area. The reconnaissance vehicles
;;.rrive at selected target areas first. The crew identifies target aim
points on their radar or optical presentations and transmits correc-
tion signals to the bombing weapons. Each reconnaissance operatOr
controls one or more approaching missiles.
Four types of bombardment for which this fleet mode of operation
of DS-II can be used are:
1. Bombing of targets whose locations are not accurately known.
2. Selection of targets for bombing based on their present appearance;
i.e., presence or absence of aircraft on a runway.
3. Pinpoint bombing of underground installations. (An improved
form of terminal guidance can be provided for this type of
operation. )
4. Bomb damage assessment with follow-up bombing of targets not
destroyed in the first phase of war.
C. LAUNCH AND LANDING BASES
The map on page 15 shows preliminary choice of base locations
used for DS-II. Bases indicated with solid symbols are those which
permit coverage of all of Russia using 6000-mile vehicles.
The open symbols represent bases for an SOOO-mile DS-II flight
range; the additional range permits use of more satisfactOry base loca-
tions.
D. RECALL CAPABILITY
In the bombardment operation warhead missiles would be subject
to recall until they start their target dive. Until that time they have
the capability of continuing flight to the same landing fields used by
reconnaissance vehicles, or of being otherwise diverted or destroyed.
SYSTEM CHOICE
A. CHOICE OF BOMBARDMENT VEHICLE
The bombardment warhead could either be ejected from a recon-
naissance vehicle, using the technique demonstrated during DS-I, or
launched directly from home base in a DS-I unmanned type vehicle.
This latter technique has been used in the above illustration of DS-II
concept for the following reasons:
Preliminary estimate indicate that the CEP of typical downward-
ejected stores will be about 4 miles. This means that control surfaces
and guidance equipment will have to be added to the weapon to im-
prove its accuracy. To be effective, the guidance system must be
comparable in complexity and weight to that in the carrier vehicle.
Total vehicle size, including the warhead, then becomes large enough
to justify separate launching.
B. FEATURES OF THE DS-II SYSTEM
The DS-II boost glide weapon system chosen as an illustrative
example above has certain advantages and disadvantages which should
be evaluated carefully early in the Dyna Soar Program.
DS-II has the advantage that the basic configuration can evolve
rapidly from DS-1. It also has the advantage of lower flight altitude,
thus putting it closer to target areas under observation.
On the other hand, DS-ll will be exposed to problems associated
with the hypersonic air environment. Ionization in the boundary layer
may prevent utilization of radar and interfere with communication
between vehicles. Heating of infrared windows will affect or seri-
ously complicate utilization of infrared reconnaissance. Window heat-
ing and boundary layer luminosity may complicate optical and TV
reconnaissance.
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SOAR
DESIGN
I I I
CONCEPT
77 D1,603
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Components and techniques developed in 05-[ can be utilized in weapon
systems considerably more advanced than the OS-II described above. Still
retaining the basic vehicle configuration, extending the fleet concept, and
increasing endurance of the vehicles enables establishment of a system of
orbital gliders with global surveillance and bombardment capability.
THE WEAPON VEHICLE
One portion of the system consists of a large fleet of weapon vehicles
in orbits with a variety of altitudes, declination and ascension angles. These
vehicles are the same configuration and gross weight as OS-I, enabling
use of many of the developed partS. They contain a high-yield thermo-
nuclear warhead, inertial and terminal guidance, and a retarding rocket.
Two to three hundred of these could be dropped on carefully chosen targets
within enemy territory during the first hour of hostilities. By proper assign-
ment of orbits, arrangement of vehicles within orbits, and control of retard-
ing rocket impulse the bombs can be delivered nearly simultaneously, thus
obtaining the advantages of saturation attlack. A further series of benefits
from this approach is that due to use of glider vehicles. Preset evasive
maneuver patterns during penetration, such as ,dog-legs and dives to low
altitude, reduce probability of interception. Final course corrections based
on target-derived data allow a C. E. P. of 1500 feet with resulting high kill
effectiveness against hard targets.
One of the current concerns of the Strategic Air Command is to avoid
having a major portion of the retaliatory force destroyed on the ground
during the first few moments of war. The DS-III concept described above
reduces this possibility because the weapons which are in position to retal-
iate are not those over enemy territory bur arc well distributed around the
earth. Before the enemy could interrupt the weapons in their orbits, they
would have fired retarding rockets and started inexorably toward any of
several targets. Their path through space is difficult to predict and the final
few thousand miles will be in the atmosphere, allowing evasive maneuvers.
The difficulty of destroying these is one of the primary reasons for the
orbital concept, since it avoids the large expense of hardened, quick-
response, ground launching complexes. The system of orbits conceived for
these weapons permits attack of any SpOt on the earth. Further, this attack
can penetrate from any direction, thus forcing the enemy to build far more
complex ground defense installations.
Placing weapons in orbit automatically provides the "fail-safe" feature
desired in modern bombing missions. Unless a particular command is
transmitted to the vehicle, it will continue to orbit. This simple command
can be made very secure and interlocks in the vehicle can prevent bomb
arming if it begins a descent toward friendly territory.
The present concept of the DS-III weapon vehicle assigns it another
mode of operation besides retaliat'ion. The same warhead, rocket, radio link
and inertial guidance needed for bombardment, plus infrared homing and a
proximity fuze, allows use of this vehicle as an interceptor to attack enemy
ICBM's, anti-Dyna Soar weapons, or even enemy satellites. By automatic-
ally jettisoning unnecessary weight the retarding rocket has sufficient
impulse to maneuver the warhead up to 500 miles in 10 minutes. This
mode of use provides extremely early intercept of enemy ICBM's, in many
cases before rocket burn-out and before decoys have had a chance to spread
or even be emitted, and at a point where very small changes in velocity will
cause very large errors in impact point ( 1 ft/sec JUSt after burn-out causes
about 6000 feet error).
This mode offers several additional advantages not found in most other
defense systems. It is not limited to attack of intercontinental missiles bur
can attack ship or submarine-launched rockets or enemy airplanes as well.
Further, it provides global defense, procecting our allies and our overseas
installations with no extra investment. The system is also capable of
defending its own vital elements, as anti-satellite missiles launched from
enemy territory have flight characteristics similar to the ICBM and are
nearly as vulnerable. Further, if it is desired, these warhead vehicles could
intercept enemy satellite-launching vehicles to prevent establishment of a
like system.
Many of ,the functions of the weapon vehicle described above require
data acquisition, interpretation, and command communication abilities not
available today. Additional parts of the over-all system conceived for DS-
III therefore include a fleet of unmanned reconnaissance vehicles, a fleet
of manned command and communication vehicles, ground computation
and interpretation facilities, plus necessary ground logistic facilities.
THE RECONNAISSANCE AND
MANNED COMMAND VEHICLES
Reconnaissance vehicles are placed in polar orbits at about 300 miles
altitude, spaced to insure that every point on the earth is continuously
under surveillance. This will require 200 to 400 vehicles of the DS-I weight
and configuration; the precise number depends on accuracy attainable with
advanced trajectory control techniques. In addition to reconnaissance satel-
lites, manned command and communication satellites are required. Five
manned command vehicles are placed in each of two orbits at an altitude
of about 2000 miles, enabling line-of-sight communication from any recon-
naissance satellite to the ground with no more than twO relays. The manned
command vehicles use the same shape as DS-I but are larger to provide
space and endurance for four men and special equipment. This fleet of
orbital gliders has twO main functions. First, it scans the entire globe with
reconnaissance mapping equipment and transmits its pictures to the manned
command vehicle for relay to the ground interpretation facility. Second,
it searches, acquires, and tracks any enemy missile launched, transmitting
early warning and approximate track data to the manned vehicle for action
and relay to the ground.
The mapping function has several modes. Complete high-resolution
reconnaissance of the earth's surface can be performed as frequently as
desired. The data channel transmission capacity, cloud cover, and data
evaluation capacity tend to permit comprehensive mapping about once
every week. From interpretation of this map plus other strategic intelli-
gence inputs, enemy activities can be identified and located accurately.
During intervals between complete mappings, the reconnaissance equip-
ment can be keyed to scan smaller, selected critical portions of the earth
to attain new data as frequently as needed. For example, if a pocential
enemy is known to have a "scientific" expedition in Antarctica, but the
high resolution map shows major consrrucrion taking place, each satellite
passing this activity may be keyed to examine the locale approximately
every ten minutes, and a full-time examination of the resulting ground
presentation may be undertaken. Certain areas of the earth may warrant
such detailed reconnaissance continuously; others, never. The DS-IlI system
conceived offers a flexible choice.
Other uses of this ability include careful search for downed aircraft or
ships in trouble, and extended early warning for raids of manned aircraft.
In the latter case, sufficiently frequent track data is obtained to alert proper
SAGE subsectors and furnish SAGE with enough information to launch
long-range interceptor aircraft. Accurate assessment of raid size and nearly
certain identification of nationality can be made.
A low-resolution weather map can be derived every few hours using
the same equipment, degrading data to conserve bandwidth. Such informa-
tion noc only has military value but also can furnish far better civilian
prediction than present techniques permit.
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The early warning and track function relies on the fact that rockets
emit large infrared power and that, once clear of clouds, they can be acquired
and tracked by automatic infrared equipment at ranges of several hundred
miles. The general direction of flight and the number launched furnish
very reliable early warning information. Against intercontinental missiles,
warning time is about twice as long as that attainable from radars based in
Canada. In addition, early warning is obtained for rockets launched from
ships and submarines or even from other satellites. Without much extra
investment, this warning function can be extended to attacks on all our
allies as well.
Tracking information is utilized also in the guidance of the OS-1II inter-
ceptor weapons mentioned above. Additional studies of this mode of opera-
tion are required to determine whether homing-all-the-way by the inter-
ceptor weapon is feasible and, if not, whether track computation for inter-
cept guidance should be done in the manned command vehicle or on the
ground.
-
Further functions of the reconnaissance vehicles include carrying elec-
tronic intelligence-gathering equipment to obtain data on the enemy's radar
and radio activities and also include carrying electronic countermeasure
equipment. During penetration of enemy defenses by the retaliatory bombs,
the reconnaissance vehicle obtains and processes data on enemy defense
activities and radios this to the manned command vehicle. There the crew
decides on proper countermeasure strategies and activates these in the
weapon and the reconnaissance satellites currently in the best location to
aid the bomb. The crew continuously evaluates these strategies and modi-
fies them if necessary during the battle.
The obvious function of the manned vehicles is to relay information
from the reconnaissance gliders to ground computers. In this function, the
men act only as a maintenance crew. However, as mentioned above, the men
have strategic evaluation and command functions once battle begins. They
are required to verify early warning information by using precise optical or
infrared telescopes. This prevents either inadvertently starting a war if inter-
pretation of the phenomena is wrong or failing to start it if the automatic
data are of indeterminate nature. Although the space commander has no
authority to launch the retaliation fleet without ground authorization, he
is able to initiate a number of other actions. For example, he can activate
weapon vehicles for interception of enemy missiles aimed at either friendly
territory or at him. The high altitude of the manned vehicle simplifies its
defense as the enemy must penetrate a reasonably deep screen of weapon
vehicles. Even if the attacking missile succeeds in penetrating this screen,
the time of flight remaining is still so long (aboUt ten minutes) that the
commander can initiate his re-entry rocket and change his orbit by 100
miles or more.
GROUND COMPUTATION
AND INTERPRETATION
Precise choices cannot be made at this time as to how many functions
should be performed in the manned command vehicle and how many
should be done by men or computers on the ground. There are a large
number of operations which seem very logical to perform on the grouncl
For example, there must be precise tracking and identification ot each of
the many hundreds of vehicles in orbit. This requires a chain of ground
tracking stations with facilities for identifying the vehicle being tracked.
The satellites contain responders which aid this track and which include in
response a small amount of information describing their internal condition
and readiness for operation, as well as their identity. Also, there is a group
of radio receivers and steerable antennas, one pointing at each of the manned
relay stations in orbit. As presently conceived, there are several installations
of these antennas, each of which are formed by a matrix of switched dipoles
mounted in a concrete pad, thus attaining considerable hardening.
Radio information is partially analyzed at each receiver site and then
is transmitted to centralized, hardened computers. These have capacity to
store knowledge of each vehicle's position, identity, and readiness, to reduce
the rapidly changing pictures for each reconnaissance satellite to a series
of fixed presentations, to derive tracks from infrared data, to present this
information intelligibly to manned ground observers, and to originate infor-
mation for transmission to manned command vehicles, orbital weapons,
ground ICBM sites, or military and civilian command centers. With the
information presented to them, every echelon of command can make the
required decisions and initiate aCtions such as launching retaliatory strikes,
evacuating cities, or transferring control from ground to space.
There are a number of existing or planned ground communication and
computation facilities within the U. S. A. which are used in this system
where possible, including both SAGE and SAC facilities. These have been
carefully designed for military use and represent a large investment, both
in first cost and annual maintenance. Major additions must be made to
these facilities, however, to connect them to additional sites, to accom-
modate higher data rates, and to provide additional protection against
enemy acnon .
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GROUND OPERATIONS
The only major functions of the DS-Ill system not described so far are
the ground operations necessary to launch, recover, maintain, and support
the fleet of gliders described. To emphasize the importance of ground
operations in the illustrative DS-III system being described, a quantity and
endurance has been assumed for each type of vehicle:
Weapon Vehicles. . . . .. 1200 in orbit-One-year endurance
Reconnaissance Vehicles 400 in orbit-Three-month endurance
Manned Commander
Vehicles . . . . . . . . lOin orbit-One-month endurance
These assumptions result in a launching and recovery rate of about ten
gliders per working day. The development of a large, recoverable, first-
stage booster reduces the COSt of such a program to a reasonable value.
There are a great many advantages to the contitmous firing program.
One of the big weaknesses of the intercontinental missile program tOday is
the impossibility of adequate testing under closely simulated war condi-
tions. In the DS-III program described, every weapon vehicle recovery
operation will be arranged as an exact simulation (except for warhead
arming and detonation) of the wartime bombing mission. This constant
demonstration of performance drills the men, demonstrates continued
readiness of the machines, and integrates all components into a harmonious
weapon system. Reliability of the operational systems can be evaluated far
better by continuous missions than by occasional test firings, and any
weakness will be overcome before ban\e. Further, many operations where
failures might occur take place before battle; the entire pre-launch sequence,
rocket firing, and guidance into proper trajectory have been accomplished
during peacetime. Many aborts or failures during these port!ons of the
mission can be returned, repaired and re-Iaunched. Once war has started,
the entire launching base is unnecessary; hence, it does not require expen-
sive hardening or complex active defense installations. The savings can be
devoted to additional weapons.
The military commanders' problems are reduced in several ways by the
DS-UI weapon system. First, the exact military performance of the system
is demonstrated so thoroughly and so frequently there is little doubt it
can be depended upon during war. Second, to the extent desired by the Air
Force, the Boeing Airplane Company plans to provide complete system
maintenance both on and off bases. This eliminates Air Force problems
of obtaining, training, and retaining scarce technical personnel. Third, Air
Force operating personnel are continuously occupied with vital missions
rather than standing by, waiting to be called into action. A launching and
recovery rate of ten vehicles per day, plus continuous evaluation of recon-
naissance data, will provide a great deal of useful activity.
ADDITIONAL MISSIONS
The DS-III weapon system has been described above in its completed
implementation. Several useful military missions can be accomplished dur-
ing build-up of the final system. For example, the three types of vehicles
can be used in a single-thread b:.Jmbing/reconnaissance mission similar to
that of DS-II. A major advantage of DS-III vehicles used in this mode
results from their ability to circumnavigate the earth. Thus both launching
and recovery sites can be within the U. S. A. and can be located in snow-
free locations, Further, they avoid hypersonic reconnaissance flight condi-
tions over the target. The long range of the weapon vehicle allows fail-safe
operation, since it will return to home base unless it receives a command
to fire retarding rockets earlier. AnOther operational mode considered is
use of a few reconnaissance satellites and four manned relay satellites. This
small fleet would provide reconnaissance mapping on a frequent, but not
continuous basis, with relay to the ground for immediate interpretation.
Still another use of a partial system is to place as many weapon vehicles into
orbit as possible with some manned relay vehicles enabling the ground
commander to initiate retaliatory attack based on early warning data from
eXISting sources.
The foregoing descriptions of DS-II and DS-III operational systems
represent only tWO of the many possible developments permitted by basic
DS-I design concepts and vehicle configuration. These same concepts can
be extended to systems performing other, even more advanced functions.
Extensions which have been considered include: location of the manned
vehicles in 22,000-mile equatorial orbitS, use of similar vehicles with re-
usable boosters for taxi and ferry service to that or other space stations, use
of small winged vehicles to land or explore other planets with atmospheres.
In general, any function requiring controlled descent from space to a
particular point on earth, or any other planet, can utilize the benefits of
glider vehicles.
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GENERAL
MANAGEMENT
SECTION
This section describes the program
by which the Boeing Airplane Company proposes
to direct and control the development
of Weapon System 464L as envisioned in
the preceding pages.
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MASTER PHASING
The master phasing shown on the opposite page (Chart
No.1) depicts the major elements of Weapon System 464L
development and production program. The time phasing
proposed by the Contractor is based upon a determination
of the optimum relationship between program overlaps to
achieve minimum flow-times and corresponding schedule
and cost risks.
For purposes of clarity and brevity in the following
discussion of master phasing, reference to program mile-
stones is limited to terminology associated with vehicle
development and production. However, the time pha.sing
requirements of all related supporting elements of the Weapon
System have been considered in the development of these
program relationships. The more significant milestone
relationships between the vehicle, its airborne equipment
and the ground support system, are shown on Charts, No.
2 and 3.
PHASE I OF DS-I
As a part of the DS-I Phase I Program, it is proposed
to capitalize upon design studies of hypersonic vehicles
which the Contractor has been conducting during the past
18 months. These studies, aimed toward the earliest pos-
sible test firings of unmanned boost glide vehicles, make
possible the first of such firings in December of this year
(point 3). Boost glide design criteria derived therefrom
will be of substantial benefit in development of the DB-I
conceptual test vehicle. Concurrently, system design and
trade-off evaluations will be conducted, culminating with
inspection of the Weapon System mockup in December 1958.
All initial test evaluations will be complete by September 30,
1959, approximately 17 months after Phase I go-ahead.
PHASE IT OF DS-I
The beginning of Phase IT of DS-I in October, 1958,
occurs three months prior to mockUp inspection and first
test vehicle flight. A relatively low rate of expenditure is
required during this overlap period which, therefore, in-
volves low program risk. Sufficient time is allowed for
vehicle firing and weapon system mockup inspection results
to be incorporated in the first DS-I vehicle to be used for
manned air drop scheduled for May, 1960. (Compare points
3 and 2 with point 6.)
From this milestone (point 6) individual system demon-
strations through unmanned boost glide and manned full
thrust (points 7 and 8) are paced by the rate at which test
firings can be accomplished and results evaluated. A factor
of major significance in planning these flow times is the
substantial use of existing subsystem hardware which will
be adapted for DS-I conceptual demonstrations. Following
this series,. of tests which establish the feasibility of the
DS-II system, the DS-I development effort continues through
an unmanned global and manned global phase (points 9 and
10) to establish the feasibility of the Ds-m System. This
planned series of demonstrations represents a logical devel-
opment sequence to accomplish the conceptual test mission
assigned to the DS-I Program.
DS-II RESEARCH AND DEVELOPMENT
The relationship of DS-IT research and development
activities to DS-I conceptual. system tests is predicated upon
an analysis of two principal factors. First, the manned
reconnaissance demonstration programmed in DS-II must
follow DS-I flight tests by a sufficient period of time to per-
mit the results of DS-I manned full thrust flight evaluations
to be incorporated in the DS-II Program.
Secondly, the beginning of DS-IT research and develop-
ment hardware activities, leading toward the DS-II opera-
tional demonstration milestones, must be phased with ear-
lier DS-I developments such that unwarranted program
risks are not incurred. Considering the time phasing trade-
offs involved, the Contractor has concluded that commi1ment
of DS-IT developmental hardware about eight months after
DS-I drop tests and preceding boost glide demonstration by
.."".
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WEAPON SYSTEM 464L MASTER PHASING
PROGRAM SUMMARY
.--.
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1967 1960 1961 1962 1963 1964 1965 1966

I
SYSTEM EVALUATION
EARLY mRD
HASE II

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MANNED
AIRDROP
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(6)

FULL
BOOST THRUST
GLIDE IFLT.
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(10)
MAN'D
GLOBAL
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(7)
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il&D
iJRODUCTION
d.A)
(13)
L I I I I I
pRODUCTION IMPLEMfNTA TION
... I
(17)

(21)
'OS III 1 I I I 1 1 1 I 1 1 1 1 1 I I I I I I I I I I 1 I I I I I I I I I I I I I I I I
MAN 'D. FuLL THRUST'FL'I.
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4 MAN
. - VEH CONnNbOUI
SUB-sYS. , GRD MAN ORBIT I ,
DEvELOPMENT G.A. LAUNCH 0 mTAL FLEET DEMO FLT. TEST tVAJ... COMP:L.
& D
(24)
PRODUCTIJN IMPLEMENTATION
:tROoucnoN
1958 1959 1960 1961 1962 1963 1964 1965 1966 1967

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PHASE I
SYSTEM EVAWATION
EARLY BIRD
PHASE II
WASH. STATE
REMOTE SITE
CAPE CANAVERAL
EDWAllDS AFB
F.MTR DOWN RANGE
.. RECOVERY SITES
R&D
PRODUCTlON
R&D
PROOUCllON
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GROUND SUPPORT SYSTEM
1958 1959 1960 1961 1962 1963 1964 1965 1966
IpHAsE I'GO-WAn
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--- ..... -- ------ PRElJl( SPJ;C. !\EL.
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1961 .1962
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1963 1964
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BAB;E
1965 1966
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1967
1967
WEAPON SYSTEM 464L MASTER PHASING
VEHICLE & AIRBORNE EQUIPMENT
DS I 1958 1959
PHASE I
PBOJECT ''EARLY BIRD"
. PHASE II
AIRJ'RAME
COlO( NAV.
INSTll FLT TEST
TEST VEmCLES
COMPLETE
EV400llPL.
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R&D
AlRFRA.JtIB
EQUlPMENT
PROPULSlON
FLIGHT TEST
TEST VEmCLE8
COMPLETE
PRODUCTION
AIRFRAMB
EQUIPMENT. PROPf1L8[QN
PRODUCTION VEmCLE8

. DS
R&D
A.IRFRAME
EQUIPMENT.
PROPULSION
FLIGHT TEST
COMltlANDER VEmCLE
COMPUTE
BOMB/RECON. VEH. COMPLETE
I I
r 1958 1959 1960 1961 1962 1963 1964 1965 1966
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1967
a short period of four months, represents the optimum
compromise. (Compare points 6, 13 and 7.) DS-II system
component development starting in July of 1959 (point 12)
is essentially directed toward refinement in design of DB-I
demonstration subsystems and therefore can proceed at this
relatively early date with little program risk.
Predicated upon the above analysis and the lead times
invol ved, the first DS-II operational demonstration follows
similar DS-I conceptual tests by 15 months. (Compare
points 8 and 14.) This time phasing is compatible with the
requirement to incorporate DS-I conceptual test results in
the DS-ll development program. The five month phasing
between the manned reconnaissance and fleet demonstra-
tions (points 14 and 15) is a straight-forward function of
the time considered necessary to demonstrate an integrated
operational system following demonstration of its separate
command, reconnaissance and bomber subsystems.
DS-II PRODUCTION
The analysis required to establish the relationship
between DS-II development and DS-II production is analgous
to that discussed in the preceding section. It is desired to
follow DS-II developmental demonstrations with deliveries
of operational hardware by as short an interval as practi-
cable without unwarranted program risk being incurred in
the commitment of operational hardware. Considering the
distribution of effort over the flow-time from Ds-II produc-
tion authorization to first deliveries, the Contractor has
concluded that delivery of operational units approximately
10 months following demonstration of manned reconnaissance
capability represents an optimum pbasing relationship. (Com-
pare points 14 and 19.) This necessitates the commitment
of DS-II production hardware in January 1962. (Point 18.)
Note that this commitment date follows DS-I manned full
thrust demonstration (point 8). Long lead pre-production
implementation is required in April, 1961 to meet DS-II
production milestones.
D2.2603
DS-III RESEARCH AND DEVELOPMENT
The development of the DS-m System is also directly
related to the DS-I conceptual demonstrations, representing
for the most part a direct extrapolation of DS-I and DS-II
development hardware to incorporate sustained orbital opera-
tional capability. Exceptions to this direct relationship are
the development of the recoverable boost system associated
with the DS-m vehicles, and addition of early warning capa-
bility, defensive subsystems and countermeasures. The
recoverable boost system is suggested as an attractive
economy item, and the other items proposed to give addi-
tional weapon versatility.
The time phasing of Ds-m development has been predi-
cated upon flow-time requirements to provide the four-man
command vehicle and the recoverable boost subsystems in
parallel with development of additional weapon capabilities
and complementary ground systems previously mentioned.
A major portion of the effort during the initial flow time
shown will be devoted to the recoverable boost system and
the additional weapon features since the companion develop-
ment of the four-man command vehicle represents essentially
a scaling-up of DS-I hardware. Ds-m reconnaissance and
bomber subsystems are adaptations of DS-I hardware with
added operational capability and requires subsystem develop-
ment go-ahead in April 1959 (point 22) with hardware go-
ahead May 1961 (point 24).
Considering the above factors, commitment to develop-
ment hardware for the command vehicle i.s phased to follow
DS-I Phase II go-ahead by 15 months (points 5 and 23) with
implementation of system component development being
scheduled nine months earlier. This time phasing permits
orbital flight tests of this vehicle to follow manned global.
DS-I demonstrations by ten months (compare points 10 and
27). Developmental hardware go-ahead for reconnaissance
and bomber vehicles ~ s phased to appropriate flow times
with comparable DS-II milestones (compare points 13 and
24).
28
The _ time periods between initial DB-ill tests (point 25)
and continuous orbit fleet demonstrations (point 29) are a
function of the time necessary to integrate, test and evaluate
individual system elements to demonstrate fully operational
capabili ty .
Ds-m PRODUCTION
DS-ill production is phased on the same basis as des-
cribed previously. Allowing appropriate fLow":'times between
fleet demonstration and operational deliveries, (compare
points 28 and 33) DS-m production hardware commitment
is phased to follow shortly after DS-I manned global demon-
strations and follows initial DS-m command vehicle tests.
(Compare points 10, 25 and 32.) Again, long lead time
production implementation precedes this milestone by nine
months. This phasing provides 50 operational ns-m vehicles
by April, 1966 (point 34).
PROGRAM FLEXlBIIJTY
In analyzing the time phasing relationships for the devel-
ment of Weapon System 464L, the Contractor has given
particular attention to the matter of programming flexibility
at key milestone decision points. Typical of this approach
to program planning, is the alternative of elimina ting DB-II
from the Weapon System 4641 Program and accomplishing
the development and production of DS-ID by proceeding
directly from the DS-I test vehicle phase. As the develop-
ment, demonstration and production phases of the Ds-m
operational system are not directly contingent upon..the DB-II
Program, the decision to proceed in this manner would not
adversely effect Ds-m schedule phasing. Furthermore,
almost all DS-II activities prior to the hardware commitment
milestone would be directly applicable to the DS-m Program.
Accordingly, a decision by January, 1961 to eliminate DB-II
from the Weapon System 464L Program would result in full
realization of the overall program cost savings attributable
thereto.
FACILITIES
The development and production of Weapon System 464L
will require extensive facility capability in four general cate-
gories.
RESEARCH AND DEVELOPMENT
Certain research and laboratory capability must be
essentially existent to meet the program time schedule.
To the greatest degree possible, this basic capability should
be located in close proximity to the Weapon System Manage-
ment activity, as should facilities capable of accommodating
basic subsystem laboratory functional tests and weapon
system mockups. In addition, experimental manufacturing
capability is required for construction of subsystem test
hardware; for example, vehicles, boost systems, ground
support, communications, etc.
Substantial facility capability embracing all of the above
types is available at the Contractor's Developmental Center
recently completed at a cost of thirty million dollars. This
diversified facility will permit physical integration of weapon
system management, engineering, mockup, research, proto-
type ma
nll
fac1llling and prototype functional testing activities.
Areas in the Developmental Center will be assigned progres-
sively to the Weapon System 464L program as required. The
Contractor's other research and development laboratories
located in close proximity to the Developmental Center will
also be utilized in support of this program.
Additional developmental laboratory capacity will be
required to investigate environment, materials, manufac-
turing processes and other areas associated with hypersonic
space flight. The Contractor and sub-contractors will fund
research and development requirements of a general purpose
nature. No additional facilities -requirements are antici-
pated for the manufacture of developmental hardware.
SYSTEM TEST
Fundamentally, the system test demonstration activities
for Weapon System 464L can be supported from existing Air
Force installations by appropriate augmentation of their
basic capabilities. An exception to this condition is the
provisioning of a static test firing facUity.
Based upon the proposal ground rule that existing ICBM
static test sites would not be available for Weapon System
464L program use, the' Contractor proposes to provide
capabili ty for this activity on a site in central Washington
previously explored. The Contractor will provide land,
leasehold improvements and basic supporting facilities.
Thrust stands, control building, instrumentation and allied
special test facilities peculiar to the Weapon System 464L
program are to be provided by the government and costs
therefore are included as contract charges. This facUity
can be provided in sufficient time to meet DS-I conceptual
test vehicle static firing requirements.
The Contractor proposes to use Edwards Air Force
Base for the conduct of -vehicle drop tests. The principal
augmentation required at this facility will probably involve
improved tracking and communications capability, as well
as an automatic landing system compatible with DS-I re-
quirements. It is assumed that normal facility support,
such as hangars, shops, offices, housing accommodations
and basic utilities, are already existent in sufficient quan-
tities to support the Weapon System 464L program. The
Contractor's estimate of facility costs at Edwards includes
only the necessary base augmentation outlined above.
The Contractor proposes to use the existing capability
of Patrick Air Force Base and down-range tracking stations
for conducting boost glide launch tests. It is assumed,
however, that a complete launching complex consisting of
pads, towers, instrumented control houses, maintenance
hangar, shop, office and laboratory facilities will be re-
quired to support the Weapon System 464L program. Track-
ing and communications installations will require substantial
augmentation to be compatible with system test requirements.
Automatic landing facilities will also be required at several
D2-2603
down-range sites in order to provide recoverable vehicle
landing capability. While most of the equipment initially
developed for conceptual test vehicle demonstrations will
also serve the DS-II research and development program,
it is anticipated that two additional complete launching in-
stallations will be required for Ds-m four-man vehicle
tests. The Contractor's cost estimates represent its best
judgment as to the extent of the augmentation outlined above.
Except as noted above, all system test facilities are included
in the cost estimate as contract charges.
PRODUCTION
It is anticipated that basic capability for the production
of Weapon System 464L hardware in operational quantities
will be available among contractor-operated and sub-contractor
facilities in the time period required. Supplemental indus-
trial capability may be required for such items as propellants
and temperature-resistant structural materials. The degree
to which such capability must be augmented is dependent
upon other defense requirements and the resultant availa-
bility compatible with the Weapon System 464L production
phasing. Although no specific additional facUity require-
ments for production can be set forth at this time, an allow-
ance of $15,000,000 each for the DS-II and DS-m production
programs is included in the cost estimates for government-
funded facilities.
OPERA TlONAL
The facilities necessary to operate and maintain a stra-
tegic weapon system of this type requires the establishment
of adequate ground support equipment, launching and landing
bases, tracking and control center, depots, and repair
centers. Standard USAF bases, depots and ground facilities
can be utilized for some of these functions. The optimum.
utilization of these existing government facilities will be a
prime consideration in planning for an economic and early
development of the Weapon System 464L.
All operational facilities are to be government-furni.shed
30
---
and are included as contract charges.
FUNDING POLICY
In summary, all facility-type requirements peculiar to
this weapon system, other than normal industrial plant and
equipment, have been assumed as government-furnished'and
are included as contract charges; e. g., special test equip-
ment, ground support facilities, flight test facilities, opera-
tional facilities, etc.
General purpose research and experimental manufacturing
equipment will be contractor or sub-contractor furnished
except for that normally available through Industrial Reserve.
Although there are no mown special purpose requirements of
this type, an allowance for SFC funds in the amount of
$2,000,000 has been included in the DS-I cost estimate.
An allowance for government production facilities par-
ticipation in the amount of $15, 000, 000 each has been in-
cluded for production of DS-n and DS-m.
MANPOWER
The following paragraphs summarize the industry-wide
manpower requirements to support the design, development,
testing and production of the Dyna Soar System. These
estimates were developed by Boeing in consultation with
potential sub-contractors. Requirements for all elements
of the system are included with the exception of base con-
struction, military operations and logistic support. The
latter personnel requirements will be evaluated during
Phase I.
DS-I MANPOWER
Chart No.4 is directed specifically toward the require-
ments for DS-l. The requirements for manufacturing direct,
engineering direct and indirect personnel are shown separ-
ately. The total Boeing effort is indicated below the dotted
line, the balance being sub-contractor effort.
DS-I requirements peak at approximately the same time
as the completion of the first manned air drop test. At that
time, approximately 50% of the total effort is being expended
by sub-contractors. It is estimated that approximately 70%
of the peak requirement for DS-I will fall in the category of
skilled management, enginee ring and manufacturing personnel.
Completion of DS-I activities is scheduled for June, 1963.
TOTAL MANPOWER - DS-I, DS-II, Ds-m
Chart No.5 reflects the addition of DS-II and Ds-m
developmental and production personnel to the DS-I require-
ments previously discussed. The estimates shown for DS-II
and DS-m research and development reflect the total require-
ments to complete the program as shown on the Master
Phasing Chart. DS-II and DS-m production forecasts include
the total management, engineering and manufacturing effort
required for the production of 50 operational vehicles only.
Again, distribution of the total effort between Boeing and
other contractors is indicated by the dotted line.
The total requirements for the combined DS-I, DS-n,
and Ds-m research and development programs peaks at
approximately 34,000. This peak occurs in approximately
the same time period as DS-I manned global demonstrations.
Of this total, approximately 6,700 are engineering direct
personnel, apprOximately 14,500 are manufacturing direct
personnel, the balance being administrative personnel and
engineering and manufacturing indirect.
Program peak requirements of apprOximately 67,000
occur during the production phase. Of this total approxi-
mately 5,600 are engineering direct personnel, 34,500 are
manufacturing direct personnel, the balance being adminis-
trative personnel and engineering and manufacturing indirect.
Continued production to provide the full complement of opera-
tiona! vehicles and their supporting subsystems would increase
this program peak to approximately 107, 000 personnel at the
beginning of 1965. .
The following table shows the distribution of engineering
direct and manufacturing direct personnel by skill category
at three selected points; i. e., (1) the peak of Phase I, (2) the
.
.
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25
EXCLUDES: BASE CONSTRUCTION, LOGISTIC SUPPORT
AND MILITARY PERSONNEL
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1958 1959
1960 1961 1962
D2-2603 32
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WEAPON SYSTEM 464L PERSONNEL REQUIREMENTS
OS-I, OS-II, OS-III
1959 1960 1961 1962 1963 1964
I;
EXCLUDES: BASE CONSTRUCTION,
I
, LOGISTIC SUPPORT AND
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peak of research and development activities, and (3) the total
program peak.
Research "
Development
Phase I (DB-I, DB-n, DB-Ill) Total Program.
Engf.Deering Direct
Teclm1cal 90% 72% 60%
Sem.1-Teclmical 3% 16% 30%
Non-Teclm1cal 7% 12% 10%
MAnufacturing Direct
Technical 5% 4% 3%
Sldlled 80% 78% 57%
Sem.1-Bldl.led 10% 10% 30%
UuskWed 5% 8% 10%
The alternative of eliminating the DS-II production program
and proceeding directly from DS-I to Ds-m would require
personnel peaks of approximately 60,000 and 90, 000 for the
50 vehicle and full complement vehicle programs respectively.
CO,NTRACTING PLAN
AND COST ESTIMATE
CONTRACTING PLAN
Cost reimbursement type contracting (CPFF) is recom-
mended for the early stages of the Dyna Soar program as
being the most economical to the Government and the most
equitable to the Contractor. This type of contract will pro-
vide the contractual flexibility that is required for a research
and developmental effort of the comprehensiveness of DB-I.
However, the Contractor strongly favors inclusion of incen-
tive profit provisions at the earliest practicable date that the
program can be finitely described. Transition to fixed price
incentive concepts is recommended as soon as both parties
agree that such is feasible. Pricing on Dyna Soar I is pre-
dicated on a basic 6% fee on total estimated cost. Contract
milestones are shown graphically in charts included in the
Estimated Program Costs portion of this proposal to follow.
022603
ESTIMATED PROGRAM COSTS
Estimated program costs, as portrayed in the following
charts, cover facilities as well as contract costs. Cost
estimates include items normally considered as Government
furnished and assume optimum utilization of existing U. S.
Government facUities. Cost estimates are based on designs
which incorporate materials, components and/or subsystems,
compatible with technical objectives, either currently avaU-
able or which can reasonably be expected to be available
within the time period covered by this proposal.
Program costs for DB-I, including a firm estimate for
the Phase I portion thereof, have been prepared in detail
based upon a specific statement of work. To assure relia-
bility of costs for Phase I and Phase II of DS-I, cost quota-
tions were obtained from qualified vendors for major airborne
and ground support equipment subsystems-. In addition,
reasonableness checks have been made against costs of
other major missile programs. Estimated costs for both
the R&D and operational portions of DS-II and DS-m repre-
sent broad order of magnitude costs only, based upon a
general program concept.
Total es timates include costs of Boeing furnished lo-
gistics for the DS-I, II and m, R&D Programs. They do
not include Air Force operating costs. Additional logistics
costs for the Operational Weapon System and Air Force
operating costs will be studied during Phase I and estimates
developed thereon at that time.
WS 464L ESTIMATED TOTAL PROGRAM COSTS BY COST
CATEGORIES (CHART NO.6)
Estimated total costs by program have been segregated
into the five cost categories specified in the invitation for
general management proposal. It should be noted that the
estimated costs for the Operational Weapon System Program
under DS-II and DS-ill represent only the first fifty opera-
tional vehicles plus associated ground and communication
equIpment.
34
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WEAPON SYSTEM 464l ESTIMATED
TOTAL PROGRAM COSTS BY COST CATEGORIES
DOLLARS IN MILLIONS
PROGRAM ENGINEERING TESTING FABRICA TION SUBCONTRACT FACILITIES
RESEARCH & DEVROPMENT
A. DB I PROGRAM
1. PHASE I $13.0
I
$1.0 I 6.6 17.0 1-
2. PHASE n
154.6 .75.5
.!!!!:.! ~ --!J!..
SUBTOTAL ,167,6 $ 76.5 I 173.6 , 332.7 -*-2.0
B. DS n PROGRAM , 66.0 $49.0 , 62.0 , 224.0
I
...1....:..
I
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C. DS m PROGRAM , 215.0 ,68.0 , 615.0
, 1,776.0
......l-
TOTAL RESEARCH AND
$ 44'1.6 , 1 9 3 ~ ~ J750.5 I 2
1
332.7 , 2.0
DEVELOPMENT
,,][ OPERAnONAL
A. ns-n PROGRAM $ 66.0 $ 22.0 $ 206.0 I 3'19.0 $15.0
B. ns-m PROORAJ4
..1!Jl
28.0
!!!:! ~ ...!!JL
TOTAL OPERATIONAL
$ 143.0
, 50.0 , 471.0 , 725,0 , 30.0
ESnMATED GRAND TOTAL COST $ 590.6
I 243.5 I 11 221
L
5_ , 3,057.7 _' ___ 32.0
r----,
16
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ESTIMATED
TOTAL COST
$ 27.6
724.7
$ 752.3
, 400.0
, 2.574.0
, 3,726.3
, 686.0
733,0
, 1,419.0
, 5.145.3
DS-I (PHASE I AND II) ESTIMATED PROGRAM COSTS
(CHART NO.7)
Estimated program costs have been segregated into
procurement packages by types of funds. The arrows in-
dicate the dates by which contractual authorization must
be received and funds made a v a i l a b l ~ to the program on a
commitment basis. I
Indicated within each bar are the funds required to
implement the program on an expenditure basis by fiscal
year.
It should also be noted that fiscal year funding for R &
D (P-600) procurement is identical for both commitment
and expenditure types of funding.
WS 464L ESTIMATED TOTAL PROGRAM COSTS,
EXPENDITURES AND COMMITMENTS (CHART NO.8)
Estimated program commitments are segregated for
each of the major R&D and Operational Weapon System
Programs on the time pha.sing bars. In addition, total pro-
gram" expenditures and commitments are summarized by
fiscal year at the bottom of the chart.
STATEMENT OF WORK FOR DS-IPROGRAM
ITEM NO. (CHART NO.7)
PHASE I
1. Study, Research and Development: Items of work in
accordance with the Air Force invitation for general
management proposal.
PHASE IT
2. Research and Development: Costs associated with
developing, testing and management of airborne and
ground systems of the DS-I conceptual test system,
including implementation of critical long lead items.
3. 9 Vehicles: Design and manufacturing cost for FY
1959 procurement.
4. 8 Vehicles: Design and manufacturing cost for FY
1960 procurement.
022603
5. 6 Vehicles: Design and manufacturing cost for FY
1961 procurement.
6. Patrick Range: Design and hardware costs for testing
and firing DS-I vehicles from Cape Canaveral. Pro-
vide landing, tracking and communication equipment
for down range flights.
7. Edwards Air Force Base: Design and manufacture test
and ground equipment associated with drop tests.
8. Pacific Range (Global Flights): Tracking and communica-
tion equipment located at Woomera, Australia and three
Pacific Islands.
9. Washington State Remote Site: Design and hardware
costs for test and ground equipment for operational
checkout. Major items will include block house and
equipment and two launching pads for captive firing.
10. Facilities: Allowance for special purpose laboratory
facilities.
STATEMENT OF WORK FORDS-II PROGRAM
ITEM NO. (CHART NO.8)
A. Research and Development: Design, fabricate and test
two one-man reconnaissance, two unmanned bombers
and the modification of four vehicles. Provide additional
ground support equipment and test equipment.
B. Operational Weapon System: Manufacture twenty-five
one-man reconnaissance and twenty-five unmanned
bombers. Provide one overseas and one United States
reconnaissance launching base. Provide one United
States ICGM launching base. Provide three each auto-
landing systems, telemetering and receiving stations
and data reduction stations. LOgistics and Air Force
operating costs are not included.
STATEMENT OF WORK FOR DS-ill PROGRAM
ITEM NO. (CHART NO.8)
C. Research and Development: Design, fabricate and test
six four-man command, five unmanned reconnaissance,
seven unmanned bombers and modification of six vehicles.
36
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ITEM TYPE OF
NO. FUNDS
1 P-600
2 P-eoO
3 P-100
f P-100
& P-100
8
'I P-200
8 P-200
8 P-200
10 P-600
COMMITMENTS
FACILITIES
WEAPON SYSTEM 464l PROPOSAL
os I (PHASE I AND II) ESTIMATED PROGRAM COST
r---
:7
L __ _
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(3.D)
FY 1958

($3.0)
S -
DOlLARS IN MILLIONS
.'
24.
(114.6)
, Ir ,Ir
1l1.li .64.6
(11.1)
Ir (641' 6) (T7)
(113.1)
,
.a. ,
T
.. w",
(73.6)
1"'-115.9 .L..a
(48.0)
(33.6) I
,Ir
IBU.8
(106
1
7)
,Ir
1IIIIIIII.7 9
(9.7)
fIIIRIB.
(10.4)
,Ir
IIIJ.4
.0 __ 23.7.
(47 7)
" 1lIIIIIII: .0_:.0_
(2.0)
FY 1959
III Ill!!.
($319.0)
(s 2.0)
FY 1960
1111 If. um
(s 184.1)
S -
.1II1II
FY 1961
mIIf.i;I-
(s 146.6)
S -

I
(78.0)
I
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1.2l1li
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FY 1962
mlRR,lI'D
(s 78.0)
S -

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(19.6)
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FY 1963
BII,R.
" 19.6)
S -
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LEGEND
CONTRACT
EXPENDITURES -HI oo.oil
COMMITMENTS - (' 00.0)
TOTAL
COST
SUBTOTAL PHASE I , 17.8
RESEARCH" DEVELOPMENT' 391.1
FY-1959 -9 VEmCLES '13.8
FY -1960 -8 VEmCLES 0
FY -1961 -6 VEmCLES 33.& .
PATRICK RANGE 108.'1
EDWABDS AIR FORCE BASE 8.'1
PACIFIC RANGE 10.f
WASH. STATE REMOTE SITB f'l. 'I
FAClLITIES 2.0
SUB TOTAL PHASE n ,724.7
ESTIMATED TOTAL COST

(! 7&0.3)
II 9..0\
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EXPENDITURES AND COMMITMENTS
L ___ .J
DOUARS IN MIWONS
FY 1958 FY 1959 FY 1960 FY 1961 FY 1963 FY 1964
TOTAL

lITEM
FY 1962
I.
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1117'-0
!roB ToTAL 1$3,726. 3
1171.0
16 . 0
1$3,000
1$2,000
\$1,000
:; OS III

o
o - ---ND FACILITIES
718.0
16.0
EXPENDITURE8
COlOrUTKENTS
FACILn'IEB
,Atr;rBORIZA
"
'?Y . C OYER,AL

FY 1958
1.0
1.0
-
FY 1959
1S1.11
IU.O
:1.0
FY 1960
'12..1
SM.O

FY 1961 FY 1962
1I1e.7 e81.'
888.. l,m.'
16.0 16.0
.. 02.2603 38,
&11 i
FY 1963
1,&a7.1
1,818.8

FY 1964
l,lJIi.1I
&a7.e

"' .... .,..., -"''''U SuB ToTAL 1$ 1419. 0
FY 1965 FY 1966
UII.O
171.1

87.0
8'1.0
-
$ 5,145.3
$ 6,113.3
$ 32.0

~ I: \.. K ~
Provide additional ground support equipment and test
equipment.
D. Operational Weapon System:. Manufacture five four-man
command, twenty-five unmanned reconnaissance and
twenty unmanned bomber vehicles. Provide one United
States launching and landing base with required ground
support equipment. Logistics and Air Force operating
costs are not included.
ORGANIZATION AND
MANAGEMENT PLAN
We believe the successful and early development of the
Dyna Soar System can best be achieved by the Air Force
contracting with one company for the management, procure-
ment, installation, testing, demonstration and logistics
planning responsibility for the entire system.
To accomplish this we propose the following:
1. The establishment within the Boeing Company of a Sys-
tems Management Office to perform the overall weapon
system management responsibilities.
2. The assignment of the responsibility for the subsystem
design, development, testing and production of the
system to two Company Divisions and three Lead Con-
tractors.
The function of the Systems Management Office will be
overall weapon system management. It will be responsible
for the extensive coordination and planning necessary with
the Air Force. It will define the mission and establish the
concept of the weapon system and develop the requirements
and specifications therefor, including the requirements and
specifications of the work to be assigned to the two partici-
pating Company Divisions and three Lead Contractors. It
will develop the cost estimates for the overall system and
for the groupings of work assigned and will exercise active
surveillance over all phases of work being performed on the
program. It will administer the prime contract with the Air
Force and the necessary coordination for all governmeD.:t-
furnished facilities for the program.
The subsystem design, development, testing and pro-
duction work will be divided into five major groupings ar-
ranged with the objective of requiring a rpinimum of necessary
coordination. Each of the participating Company Divisions
and the three Lead Contractors will have extensive weapon
subsystem management responsibilities, will sub-contract
major subsystems and have an extensive network of sub-
contractors.
It is suggested that the Air Force locate its Dyna Soar
Weapon System Management Group at the Company's facility
in close proximity to the location of the Company Systems
Management Office. It is believed that such an arrangement
would result in substantial improvement in communications,
thus saving the time of both Air Force and industry.
The Systems Management Office organization, its position
within the Boeing Company and its relation to the Air Force ,
the participating Company Divisions, Lead Contractors, and
major subsystem contractors is shown on Chart No.9.
ORGANIZATION, RESPONSmILITIES AND STAFFING
OF THE SYSTEMS MANAGEMENT OFFICE
This office will be headed by E. C. Wells with the title
of Vice President-General Manager - Systems Management
Office: For many years Mr. Wells has been a Vice Presi-
dent, Director, and the Senior Engineering Representative.
Clyde Skeen will become Assistant General Manager - Opera-
tions. Mr. Skeen is a senior officer and is now Controller
of the Company. George Stoner will become Assistant General
Manager - Dyna Soar Weapon System Management. Mr.
Stoner has been associated with the BOMARC System during
its entire development and recently has been the BOMARC
Weapon System Manager. H. J. Longfelder will become the
Systems Engineering Director. He was formerly Chief of ,
Preliminary Design of the Seattle Division. Portus Boyce,
formerly Assistant to the BOMARC Weapon System Manager,
will manage the Planning Staff.
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BOEING COMPANY
SR.
VICE PRESIDENT
V.P.:.a.
OPERAuONS
PRODUCT
RESEARCH
OPERATING I DM8JONS
DYNA-SOAR WEAPON
SYSTEM MANAGEMENT
SYSTEMS
. ENGINEERING
DIRECTOR
AIR FORCE
DYNA-SOAR WEAPON
SYSTEM MANAGEMENT
SYSTEJIS MANAGEMENT
OFnCE
VICE GENERAL
PRESIDENT MANAGER
1-----11 PLANNING STAFF
ASST. GENERAL
HANAGER-
D.S. w.s.
MANAGEIlENT
SEA'ITLE DIVI8lON
WIClDTA DIVlSION
TRANSPORT DM8JON
PILOTLESS AIRCRAFT DIVJ8ION
INDUSTlUAL PRODUCTS DM8JON
FLIGHT
TECHNOLOGY
BRANCH
SYSTEMS
ANALY8lB
STAFF
VEmCLE
DESIGN
BRANCH
ELECTRO-
MAGNETICS
BRANCH
TECHNICAL
MANAGEMENT
PROORAJOmfG
__ ~ -',) \ l..,
-- -./ ....
-- -- " \ .... ...--- ~ , "
MAsTER
CHANGE BOARD
ClWl\MAN
L
CONTROLS
BRANCH
--- -- /' \ .......
--- -- ./ \ ............
--.----.,.,.,..,.,;' .......
-- - ./ \ ...... .--- ....... / ..........
,-- 1"- ( ) ...... ..,
f-------Clc--COMPANY DIVISIONS I I I LEAD CONTRAcfroRB :
,
:9
L __ _
ASST. GENERAL
HANAGER-
OPERATIONS
EXPERIMENTAL
OPERATIONS
BRANCH
SYSTEM DEMONSTRATION AND
BASE DESIGN MANAGEMENT
VEmCLE
MANAGEMENT
RECON SYSTEM
MANAGEMENT
TRACKING - TELEKETERING
8Y8TEK MANAGEMENT
AUTOMATIC FLIGHT AND
LANDING SYSTEM
MANAGEMENT
KAJOR
SUB-SYSTEM
CONTRACTORS
PILOTLESS AIRCRAFT DIV. SEA TTLE DIVISION RAllO-WOOLDRIDGE
.... _,.. ,.,_ ... -
"' ............ " ' ~ - u L ... J<oAn.L BASE A Ir E AERO.JET-GENERAL - BOOST
WICHITA DIVISION - MOBILE GROUND ROCKET
MECHANICAL SYSTEMS
EQUIPMENT
CHANCE VOUGHT - Pn.OT CAPSULE
AND ESCAPE
MECBANISMS
MJBSJLE DEVELOPMENT DM8JON, NoA.A. -
FmBTSTAGE
RECOVERABLE
BOOSTER
02.2603 40
GENERAL ELECTRIC I AUTONETICS DIVlBION. N.A.A.
NOTE:
MAINTENANCE TRAINING AND LOGISTICS ACCOMPLISHED BY
COMPANY DM8JONS. LEAD Ir SUB-SYSTEM CONTRACTORS
cooRDINATEI
D.S. w.s. :M.Alo
i
q
e
i
The Advanced Projects Proposal Team now consi.sting
of approximately 250 top technical people, most of whom
have worked during the past 18 months in the technical and
scientific fields required by this system, will form the tech-
nical nucleus of the Systems Management Office. This team
has obtained the services of outstanding scientific consultants.
Their services will be continued and supplemented under the
new organization.
THE DYNA SOAR WEAPON SYSTEM MANAGER'S respon-
sibilities include three elements. The first, the prime Dyna_
Soar technical management element, will be headed by Mr.
J. H. Goldie, formerly Senior Group Engineer, Technical.
Design, Anti-ICBM, Pilotless Aircraft Division. The gen-
eral requirements and specifications for each of the major
work packages to be assigned to a Lead Contractor will be
defined by this element in close liaison with the Air Force,
with the branches and associate staffs and with the Lead
Contractors. This work will be done with sufficient partic-
ularity to establish clearly the compatibility requirements
for each package with the others and to ensure their. success-
ful integration into the complete weapon system. This res-
ponsibility covers, with respect to the entire system, the
planning of its development, subsystem development testing
and complete system demonstration tests. This group will
be responsible for the establishment of the reliability factors
required for each package to ensure economical operation of
the system and the meeting of "alert" requirements estab-
lished by the Air Force. They will continue to be responsible
for the surveillance of all activities affecting the reliability
of the entire weapon system. As the program progresses.
their responsibility will also include analysis of flight test
results and the initiation of specification changas to correct
mal-operations. They will likewise be responsible for the
planning and coordination of maintenance, training and logis-
tics which will be accomplished by the Company' Divisions,
41
and the Lead and Subsystem Contractors. This element
will also serve as the focal point for Air Force technical
correspondence and contacts. The second element, Dyna
Soar Weapon System Programming, will establish the master
phasing for the Dyna Soar Program, act as focal point for
Dyna Soar manpower planning, develop and coordinate plan-
ning directives for Dyna Soar Program planning guidawe,
develop program progress reporting for evaluation of general
and specific areas of progress about which the Air Force
and Boeing requ!re information, and maintain overall sur-
veillance of the progress of the program and its major parts.
These responsibilities will be managed by P. L. Peterson, .
formerly Chief Program Planning Engineer, Transport
Division. The third element will provide the chairmanship.
for the Master Change Board. This individual will be desig-
nated as soon as the formal specification of the weapon
system has been established.
At that time the Board will include representatives from
the System Management Office branches and representatives
from the participating Company Divisions, Lead Contractors
and Subsystem Contractors. This Change Board will be
responsible for screening, planning and coordinating the
timely incorporation of all changes affecting the contractual
requirem ents and specifications estabUshed with the Air
Force and with the participating Company Divisions and
Lead Contractors.
THE PLANNING STAFF OF THE SYSTEMS MANAGE-
MENT OFFICE will coordinate program plans and schedules
for programs, proposals or studies being handled by the
Systems Management Office in relation to existing plans for
active programs, such as Dyna Soar, to insure consistency
of overall planning activities and proper balance among
programs.
Reporting to the SYSTEMS ENGINEERING DmECTOR
are the ADVANCED SYSTEMS ENGINEERING STAFF and
the SYSTEMS ANALYSIS STAFF. These staffs will keep
the operational concepts of Dyna Soar System and other
advanced systems continually up to date. They will consider
the impact of any substantial changes proposed to the Dyna
Soar System and also act as a source of inputs to the Dyna
Soar Weapon System Manager's Staff for proposal of modi-
fications dictated by changing environments. By the use of
war games and other systems analysis techniques they will
determine the impacts on System 464L of human factors,
long range fmuiing, new operational, maintenance and logis"';
tics concepts, and system economics and reliability of alter-
nate weapon system configurations.
The Advanoed Systems Engineering Staff will be headed
by Mr. Don Murray, formerly Senior Group Engineer, ICGM
Design, Seattle Division. The Systems Analysis Staff will be
headed by Mr. R. N. Smith, formerly Senior Group Engineer,
Physical Research Staff, Seattle Division.
THE FLIGHT TECHNOLOGY, VEHICLE DESIGN, GROUND
SYSTEMS AND ELECTRO-MAGNETICS BRANCHES will
constitute the principle systems engineering groups. They
will establish detailed requirements and specifications to
adequately provide the basis of formal work delegation to
the Company Divisions or contractual agreements with the
Lead Contractors.
These branches will work from the general. requirements
established by DSWS Management and with their counterparts
in the Company Divisions and Lead Contractor organizations.
These branches will also be responsible for prOviding
technical assistance as required in the negotiation of con-
tracts with the Lead Contractors by the Procurement Branch.
During the subsequent development and production work they
will have the responsibility for continuous monitoring of the
technical design progress of the Company Divisions and
Lead Contractors, including analysis of design approach
alternates, changes, monitoring of subsystem qualification
tests and analysis of their results and general subsystem
development trouble shooting.
THE FLIGHT TECHNOLOGY BRANCH will also be
assigned complete technical cognizance and direction of the
EARLY Bmo program. The Flight Technology Branch will
be headed by Robert Hildebrand, formerly Chief of Aero-
dynamics and Power Plant in Seattie Division.
THE VEHICLE DESIGN BRANCH will be headed by
E. Z. Gray, formerly Project Engineer, Manned Glide
Missiles, Seattle Division.
THE GROUND SYSTEMS BRANCH will be headed by
William Owens, formerly Project Engineer for BOMARC
Weapon System Support Equipment.
THE ELECTRO-MAGNETIC BRANCH will be headed by
G. L. Hollingsworth, formerly Project Engineer, Astro-
nautics, Seattie Division.
THE PROCUREMENT BRANCH will be composed of an
Operations Planning function and the Procurement Manage-
ment function. The Operations Planning fmlCtion will further
detail the overall planning developed by the Dyna Soar Weapon
System Manager's Staff for each participating Company
Division and each Lead Contractor, including the develop-
ment of program progress reporting. It is recognized that
the scope of the Dyna Soar Program will result in a vital
need for information by the Air Force as well as by the
Weapon System Contractor. We propose to take all necessary
steps to see that this need is satisfied in a timely and effec-
tive manner. Another part of the planning function will also
be to coordinate overall facilities planning and the evaluation
of participating Company Divisions', Lead and other major
Contractors' facilities requirements to determine compati-
bility with program plans.
A Procurement Manager will be established for each
Lead Contractor. He will be responsible for negotiating
necessary contracts, providing technical and performance
requirements, assuring surveillance and providing system
management integration and coordination between the Lead
Contractors. These managers will be assisted by a produc-
tion staff capable of providing management, production and
' T T
02.2603 .... 42
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quality surveillance of and assistance to the ~ a d Contractors;
a representative to coordinate policy for the work to be
placed with Small Business and to monitor compliance with
that policy, and a price control staff to analyze cost proposals
of Lead Contractors and to assist in price negotiations. This
Branch will also review, recommend and secure Air Force
approval of major subsystem Contractors, Lead Contractors
and participating Company Divisions. This Branch will be
headed by Neil McCormick, presently Factory Services
Manager for the Wichita Division.
THE FINANCIAL CONTROlS BRANCH will be responsible
for Fiscal year funding estimates; for total program price
estimating and assistance to the Contract Administration
Branch in prime contract price negotiations. The Financial
Controls Branch will also be responsible for the preliminary
price estimating for each work package assigned to a Lead
Contractor; for assisting the Procurement Branch in their
price negotiations with the Lead Contractors and for subse-
quent audits and price redetermination negotiation assistance.
Particular emphasis will be placed on the budget and cost
control reporting system designed to meet the needs of the
Air Force and the Boeing Weapon System Managements.
This Branch will be headed by Victor Knutzen, presently
Controller of the Seattle Division.
The CONTRACT ADMINISTRATION BRANCH will handle
prime contract negotiation and administration and establish
the' necessary control points for Air Force Correspondence.
This Branch will also direct all facility contracting
for Lead Contractors and for field and base installations.
It will be headed by H. W. Neffner, presently Director of
Contract Administration for the Seattle Division.
The EXPERIMENTAL OPERATIONS BRANCH will be re-
sponsible for arranging on an expedited basis, such direct
utilization of laboratory, test or experimental facilities by
personnel of the Systems Management Office as necessary.
This Branch will be headed by A. J. Krininger formerly
General Supervisor of Test Laboratory Shops, Pilotless
Aircraft Division.
A DYNA SOAR MANAGEMENT COUNCIL will be es-
tablished reporting to the Vice President-General. Manager.
It will be composed of senior representatives from the partici-
pating Divisions of Boeing, other companies having major
assignments for work on the program, and from the Systems
Management Office. It is expected that the Council will
meet regularly, and maintain surveillance of the overall
program and contribute significantly to assuring that the
proper level of effort is maintained.
The Systems Management Office will be located at
the new Seattle Developmental Center. In the formative
period of the developm ent of the Dyna Soar program we
will consolidate in that facility most of the activities related
to this program ,of the Seattle and Pilotless Aircraft Divi-
sions of the Company and will locate there a substantial
number of technical personnel from the Lead Contractors
and major subsystem and other contractors. Certain mock-
ups will be constructed there and most, if not all, mockups
will be assembled and integrated at this location. As the
program progresses, liaison technical representatives of all
of such parties will continue to be located at the Developmental
Center and extensive use will be made of these facilities
for system, subsystem and component testing.
ADDITIONAL RESPONSIBILITIES OF SYSTEM
MANAGE ME NT OF FICE
This organization will develop proposals for and manage
other projects or systems utilizing the same or similar
technologies. This will be advantageous both to the Dyna
Soar program and the other work which will be assigned
this group. Initlal studies and preliminary design work
for such new programs or systems will be conducted in Ad-
vanced Systems Engineering Staff.
When another project or system is assigned to this
group, a Weapon System Manager therefor will be estab-
lished reporting to the General Manager.
SCIENTIFIC ADVISORY COUNCIL
The Company will establish a Scientific Advisory Council.
It will be composed of highly qualified scientists to advise the
Company on matters in the fields of pertinent technologies,
with the individual members to be available for consultation
on particular problems as necessary. The services of this
Council will be available to the Systems Management Office.
BOEING SCIENTIFIC RESEARCH LABORATORIES
The Company is establishing these laboratories to
engage in basic research in the technological areas appli-
cable to the Company's business. This staff and the Director
of Research of the Company, George Schairer, will be
available to the Systems Management Office.
PARTICIPATING COMPANY DIVISIONS, LEAD
CONTRACTORS AND STAFFING
As noted above, it is proposed that the Systems Manage-
ment Office would proceed to the point of defining the re-
quirements and specifications for each of five major work
packages, which will then be assigned to two Boeing Divisions
and three Lead Contractors. The selected Lead Contractors,
Ramo-Wooldridge, General Electric, Autonetics Division,
of North American Aviation together with the Seattle and
Pilotless Aircraft Divisions of the Company have all partici-
pated in the preparation of this proposal and agree on the
basic arrangements for their participation in the program.
The participating divisions of the Company will each
have a staff reporting to the Division Manager, headed by
a Dyna Soar Manager, who will be responsible for assuring
that adequate plans are made for the division's responsi-
bility; for maintaining surveillance over the performance
of that responsibility and for the extensive coordination re-
quired in such an undertaking. The Engineering Depart-
ments of the divisions involved have had a re-alignment of
responsibilities and each will have an organization headed
by an Engineering Manager for this program. The work
assigned to each division of the Company will be defined to
the same degree and with the same particularity as work
contracted to another company.
Thornton Wilson will become the Dyna Soar Vehicle
System Manager reporting to the Vice President-General
Manager of the Seattle Division. Mr. Wilson is now B-52
Project Engineering Manager. R. R. Rotelli will manage
the organization in the Seattle Engineering Department.
Mr. Rotelli is now Project Engineer, B-52, Seattle Division.
In the Pilotless Aircraft Division, A. M. Johnston will
be assigned as Dyna Soar System Demonstration Manager
reporting to the Vice President - General Manager. Mr.
Johnston is currently Chief of Flight Test, Seattle Division.
H. D. Gunning will manage the Dyna Soar organization in
the Engineering Department. He has been Chief of Missile
Test for the Pilotless Aircraft Division.
The Lead Contractors and Major Subsystem Contractors
have agreed with Boeing that they understand and, subject
. to Air Force approval, will WlCJertake the elements of Systems
464L named in Chart 9. They propose to assign manage-
ment personnel as indicated below to act as the Dyna Soar
Program focal point within their companies to accomplish
functions analogous to the Dyna Soar Managers appointed
by Boeing.
1. General Electric Company - R. L. Shetler, now Manager -
Missile Guidance Section - Heavy Military Electronics -
Engineering Department.
2. Autonetics Division, North American Aviation, In.c. -
. D. L. Weeks, now Automatic Flight and Landing Control
Engineering Chief.
3. Ramo-Wooldridge Corporation - Charles B. Dougherty,
now Senior Staff Member - Engineering.
4. Chance Vought Aircraft, Inc. - J. R. Silverman, now
Program Manager, proposed as D. S. Project Manager
with Assistant Manager E. V. Marshall for Engineering
and Technical and Assistant Manager M. E. Roth for
Ope ra tions .
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5. Missile Development Division, North American Aviation,
Inc. - Paul Wickham, now Englneering Manager.
6. Aerojet-General Corporation - R. D. Geckler, now
Plant Manager - Solid Rocket Plant to lead project;
Assisted by T. T. Omori, Project Engineer Solid
Rocket Plant; T. M. Pruden, Senior Englneer Turbo
Machinery Division; and P. H. Lhlten, Project Engineer
A & E Division.
PROSPECTIVE SUBCONTRACTORS
In addition to the Lead Contractors and major subsystem
contractors already referred to, the following are among
companies being considered by the Boeing Company for sub-
contractors on this program for components:
REPRESENTA TlVE LIB'l' OF
SUPPLIERB
ACF Industries
AiResearoh Mfg. Co.
Amerloan Machine" FOWIdry Co.
American Bosch Arma Corp.
Bausch" Lomb Optical Co.
Bend1x Aviation Corp.
Brunswiok-Balke-Collellder Co.
Cadlllao Gage
Clevelaml Pneumatio lDdustr1ea
Colllns Radio
Cook Electrlo Co.
Dalmo-Vlctor Co.
Eastman Kodak
Electron1os Specialties Co.
Fairchild Engine " AJrplaDe Co
Farrand Optical Co.
International Tel. " Tel. Co.
Firestone Tire " Rubber Co.
B. F. Goodrloh Co.
Goodyear Aircraft Corp.
Goodyear Tire " Rubber Co.
Bam1lton-staDdard
Hydro-A.ire. mo.
WaIte!' Kidde Co.
Kearfott
Lear. Inc.
Liqu1dometer Corp.
Marquardt Aircraft Co.
Menasco Mfg. Co.
K!aneapol1a-Bcmeywe1lllec. Co.
lIoog Valve Co.
:Motorola, InD.
New York AIr Brake
Northrop Aircraft, IDe.
Osborn Electrlo
Pratt " Whitney
Radio Corporation 01 AmerJa
Ralph M.. Parsons Co.
Rheem Mfg. Co.
Bohr Airoraft Corp.
Ryan Aeronautioal Co.
Servomechanisms .
Sperry Gyro800pe Co. -
stathem Laborator1ea
stewart-Warner
Btratoa Dlv1a1on.
FalrcbUd Engine
, "Aircraft Corp.
&. 'IIdstraDd Aviation
T ~ 'JOo Alroraft Corp.
TID. s Instruments. IDe.
'.Dl1o. ,1 Chemioal Corp.
"lbompeon ProduotB, IDe.
1JD1ted Aircraft
United Controls
11D1ted Slates Rubber Co.
Vickers. Il10.
Weat1ngbouae Electrlo Corp.
ZeD1th A1roraft Co.
STATEMENT OF GENERAL
EXPERIENCE
Boeing has acquired extensive experience in the diverse
fields of weapon systems design, planning, production and
management; in the detailed design of advanced types of
structures using new materials and fabrication methods
in the development of electronic, electrical and mechanical
equipment for automatic control, for communication and
for guidance; and in the integration of the latest propulsion
developments into reliable operational military vehicles.
Boeing has successfully developed the BOMARC Weapon
System which is of particular Significance to the WS 464L. ;
The BOMARC System incorporates not only the unmanned
interceptor, but also extensive ground support and coopera-
tiona! equipment for launching and maintaining the missile,
Jor obtainjng and organizing information about the military
situation, and for concurrently directing the operations of
all the system components.
It I.s believed that no other single contractor of the
defense establishment has been assigned greater over-all
management responsibility for the development, production
and the installation of such a comprehensive weapon system.
Considering the state of the art at the time the Bomarc
Weapon System development was initiated, it is believed
that the magnitude and complexity of the problems associated
with that system required a management capability compar-
able to that required for the Dyna Soar Weapon System.
The Contractor's experience in discharging this prime
management responsibility will be invaluable in assuming
similar responsibilities for the Dyna Soar program.
Boeing has also designed, developed and produced more
long range strategic bombing vehicles than the remainder
of the industry combined. The Boeing B-47 and B-52 weapon
systems (in combination with the Boeing KC-97 and the
KC-135 equipped with the Boeing developed system of aerial
refueling) constitute the principal deterrent force of this
country and its allies against Russia. The management of
these weapon systems required extensive coordination of
development of many major subsystems with Associate
Contractors. such as: Arma (A3A and MD9 Fire Control).
Pratt & Whitney (J57 Engines), North American Aviation
(HOUND DOG ASM/(131B, McDonnell (QUAIL Decoys
(122A, Sperry (MA2 Auto-Pilot and ALQ-27 integrated
Electronic Counter-Measures), and mM (ASQ-38 Bomb-
Navigation) .
Under Project Brass Ring, (MX-1457). Contractor
developed the first unmanned Intercontinental Strategic
Bombing System. This project involved flight control,
communication, inertial guidance, aircraft and special
weapon performance, and the integration of all these com-
ponents into a reliable weapon system.
Boeing also has completed a number of weapon system
studies of particular significance to the Dyna Soar program;
such as:
1. Weapon System 110A, a long range supersonic manned
bomber which involved the use of new materials and
structures demanded by high temperatures.
2. SR-126, ROBO, and ICGM, all manned or unmanned
intercontinental hypersonic boost glide vehicles for
bombers, controllers, or reconnaissance whose functions
and performance provided initial exploration of pertinent
.technologies, including re-entry. Studies of these
systems have been concerned with launching, boosting,
hypersonic aerodynamics and control, inertial and map
matching terminal guidance, ground support equipments,
automatic flight control, and system integration and
management which provided invaluable experience
directly applicable to the Dyna Soar program.
3. SR-152 which, in coordination with General Electric
and Ramo-Wooldridge, conceived the RAMBOGE anti-
ballistic missile area defense system. Boeing's contri-
butionswereprimarily in the design of the intercepter,
022603
demonstrating competence in the application of multi-
stage, solid rocket boosters, of long range infra-red
and radar terminal guidance equipment, and of jet re-
action devices for extra-atmospheric control. The
results of these investigations have been applied to the
Dyna Soar Weapons System.
4. SR-168, Air to Surface Missile; WS130A ASM for the
110A Weapon System; and the Submarine Launched
Glide Vehicle.
Boeing has also pioneered in research and development
in many technical fields ultimately leading to the weapon
systems of the present and future, by title and field as
follows:
1. MX-I022, MX-1712, MX-1965 and MX-2145, all re-
lating to Aerodynamics and system integration studies
for supersonic and hypersonic aircraft.
2. SR-170, Extended Range High Speed Strategic Bomber.
3. Hypersonic Model Wind Tunnel Tests for aerodynamic
and structural design data.
4. Flight tests of Rocket Powered Hypersonic Test Vehicles
10 get stablli1\v and control, drag and heating information.
5. I.aboralory investigations of materials at the high temper-
atures and velocities of re-entry.
Experience gained through previous and current aircraft
and missile programs provides a sound basis for the analysis
of problems relating to crew and equipment environment and
accessory power systems.
With respect to investigations of special materials,
Boeing is nearing completion of a titanium development
contract which has resulted in the determination of several
practical production processes and applications. Supple-
menting the titanium development program, the Manufacturing
Research Section has made extensive studies on fabrication
teclmiques for use with new heat resistant structural materials.
Certain of the more prominent metals currently being studied
are M235, M253 and molybdenum alloys.
46
S PE"
Boeing has subcontracted with or procured materials
and equipment from many other major companies and indus-
tries and has taken the initiative in alerting the equipment
industry of the problems associated with high speed aircraft.
Currently we are procuring major equipment items as major
weapon system components from approximately seventy of
the top aircraft, electronics and propulsion system suppliers
in the United States. Development and procurement of the
BOMARC system has required sub-contractor and procure-
ment arrangements somewhat similar to those necessary
for the Dyna Soar system. Through these experiences we
have developed highly effective practices for selecting and
maintaining surveillance of sub-contractors and furnishing
assistance where necessary. In addition, at the request of
the Air Force, Boeing assisted Douglas and Lockheed in
establishing their production of B-47 aircraft, furnishing
the design data, technical assistance, tooling, gauges, and
manufacturing techniques which enabled them to produce
those ;models. We feel that our experience in dealing with
other major companies in the production of weapon systems
cannot be equaled by any other company.
Boeing is aware that by reason of its responsibility for
the successful accomplishment of the major programs which
it has been assigned, it has not developed within its own
staff some of the capabilities which will be required in the
development of future space vehicles. An immediate,
vigorous and determined effort is under way to supplement
our capabilities in these areas. Valuable additions to our
staff have already been made and others will follow within
the near future.
General Electric and Chance-Vought Aircraft, two of
the companies invited by the Air Force to submit proposals
for Dyna Soar, have elected not to submit independent pro-
posals, but have exclusively assisted Boeing on an over-all
basis in the preparation of this proposal. The Ramo-Woold-
ridge Corporation has also assisted on an exclusive basis.
The Missile Development Division of North American A via-
tion, Inc., has participated in the preparation of this pro-
posal and has offered Boeing a recoverable booster system
utilizing components of the Navaho program .. Aerojet-
General Corporation has participated extensively in prepara-
tion of this proposal and has offered its services as source
for boost rockets and base design contractor for the Boeing
Dyna Soar Program. Autonetics Division of North American
Aviation, Inc., has participated extensively in preparation
of this proposal and has offered Boeing its services as source
for the inertial navigation subsystem and automatic flight
and landing subsystems. We have also obtained the contin-
uing consulting services of a nmnber of outstanding scientists.
The Management of the Company recognizes the impor-
tance to the defense position of this country and its allies of
the successful and early development and implementation of
the weapon system herein presented. We believe that (1)
our understanding of weapon system management, (2) our
experi ence in the development, production and servicing
of comprehensive weapon systems, (3) our experience and
capability in dealing with associate contractors, subcontrac-
tors, suppliers and other companies, together with the
reputation we have obtained with these companies through
such relationships, and (4) our ability to obtain the assis-
tance of outstanding companies as necessary, provides us
with the understanding, experience and capability for manag-
ing the Dyna Soar Weapon System unequaled by any other
company.

,.
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fYPICAL
DYNA SOAR I
I I I
I lrn'" I
I , I DYNA I
The following sections of this proposal describe in detail the Boeing
Airplane Company's design approach and development and demonstration
plans for the DS Systems.
As an introduction to the ContractOr's design approach an example is
presented which briefly illustrates the DS-I System as it operates during
a typical developmental flight teSt. Firing No.3. Series 6 (using CTV -8)
from Cape Canaveral to Ascension Island is selected for the example.
This flight is scheduled for February, 1962. The principal purpose of this
flight test is to demonstrate capability of the glider to perform dog leg
missions. Secondary purposes of this test are to obtain physiological data
on the pilot and to determine his ability to control the dissipation of en-
ergy during one leg of the mission.
The glider configuration is the standard manned version, weighing
6500 Ibs., including several specialized instrumentation packages, among
which are a camera, electro-cardiograph, blood pressure, pulse and respira-
tory rate recorders. Three stages of solid propellant rocket booster are
required for this flight. Launch weight is 164,000 pounds.
The flight plan is to boost to 20,500 fps (21,700 fps in inertial space),
heading for a point about 800 miles southwest of Ascension Island. Three
thousand miles from Cape Canaveral a turn is initiated, ending in a head-
ing which brings the pilot in to Ascension Island.
The basic inertial navigation system, autopilot, and flight programmer
are used on this flight. As a backup to these systems in the glider, the
Atlas tracking system follows vehicle flight to provide high accuracy tra-
jectory information. This information is fed into the central control com-
puter for comparison with the programmed trajectOry. This comparison
is displayed to the pilotbY,means of go/no - go instrumentation. If the trajec-
tory is outside the predetermined limits for safe operation, the central con-
trol computer initiates emergency procedure. This action is indicated to
the pilot. At any point in the trajectOry the pilot can exercise the same over-
ride powers as those of the ground command. The emergency action consists
of actuating thrust termination in the active stage, jettisoning all but the
last stage and then, depending on the particular flight conditions, either
... 48 02-2603
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,,' SOAR I
"04'" I
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firing the last stage or the escape capsule or both in a planned sequence.
To provide insurance for the success of the flight test as well as pilot
safety, the Atlas trajectOry control equipmems arc cominuously operat-
ing to take over the boost control function in the event of failure or mal-
funCtion of the airborne system. This backup is provided in the event
that flight is within safe limits but not within limits required for ac-
complishing the test mission.
The count-down starts two hours before flight time. Electronic gear
and gyros arc started for their warm-up period. At 35 minutes before
firing, the ground crew starts aligning the guidance platform. Following
a pre-flight briefing and 18 minutes before firing the pilot goes up the
work stand elevator, climbs aboard, and starts his cockpit check. At minus
ten minutes beacon interrogation, telemeter recording, and vehicle cool-
ing are "ON." The work stand is removed. The pilot makes a cockpit radio
report. Two minutes before firing the automatically sequenced program-
mer takes over. Automatic checks, monitored by the pilot, are made of
vehicle power, flight controls, firing circuit, take-off control, data links,
etc. When the ready string is complete, the firing circuit is closed and
CTV -8 is launched.
(1) t=O
The first stage for this flight consists of two Air Force Minute
Man solid rockets, each containing 44,000 Ibs. of propellant. The
total thrust is 286,000 pounds, providing an initial net acceleration
of 0.75 g's. (1.75 g's resultant physiological acceleration.) Stability
during this first phase is provided by the autopilot in the glider
controlling gimballed nozzles in the booster (power supply carried
with the stage), until the fixed fins become effective.
The vehicle rises vertically to an altitude of 4000 feet at which
time it begins a programmed pushover of 21 (). The remainder of
the boost flight path is a zero-lift, gravity turn trajectory. Vehicle
temperature and pressure data, as well as subsystem function data,
are telemetered and relayed to the central control station, and re-
corded there .
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CANAYHAI.
254 MI
( 2) t = 1 min., 13 sec.
Initial stage burnout occurs at 4200 fps at an altitude of 74,000 feet
(q = 1000 psf). The flight path makes an angle of 30) with
respect ro local horizontal, and the vehicle has travelled 13.2 miles.
The flight programmer terminates the tail-off thrust, a small reverse
thrust is exerted, and the spent boosters are jettisoned by actuat-
ing an explosive bolt interstage structure. The boosters strike the
water 33 miles from the launch site.
To maximize boost performance while keeping within the flight
envelope, the initial stage boost is now followed by a 22 second
coasting period, timed by the flight programmer in the glider.
(3) t = 1 min., 35 sec.
At this time, 26.2 n. mi. down range from launch, the coasting
period has resulted in an altitude gain to 112,000 feet and velocity
is 3,800 fps. The gross weight is 66,200 lbs .. when the second
stage (one 44,000 lb. Minute Man Motor) is fired. Though the
pilot feels an acceleration of 2.4 g's, net initial acceleration on
the vehicle is 2.2 g's because of the 21" flight path inclination.
Close adherence ro the flight program is provided by the automatic
programmer working in conjunction with the autopilot and gim-
balled nozzles on the motor. Acceleration gradually increases, peak-
.......
3000 MI
900 MI TO ASCENSION
ing at 7.5 g's as flight path inclination drops to 3.5 degrees and
vehicle weight decreases to 22,000 Ibs. at second stage burnout.
(4) t = 2 min., 48 sec.
The ascending flight path has now brought the vehicle to an al-
titude of 197,000 feet and a velocity of 13,000 ft/sec. at a point
115 nautical miles from launch. As before, positive separation of
the spent booster is assured by programmer-signalled thrust ter-
mination and reversal, and explosive destruction of the attaching
structure. During separation of the spent booster the programmer-
autopilot system maintains close cOIHact over vehicle attitude by
means of glider reaction controls. The booster case strikes the water
360 miles from Cape Canaveral.
The final stage is a 10,000 Ib. Minute Man Motor, fired one second
after separation of the preceding boost stage. The initial weight
of 17,860 lbs. and thrust of 54,000 lbs. produce a net acceleration
of 3.0 g's (3.2 g's on the pilot), increasing to 6.9 g's near end of
boost. The inertial navigation system, which is keyed into the con-
trol system in this phase, works through the programmer and auto-
pilot to reach a horizontal flight path.
( 5) t = 3 min., 40 sec.
Final stage thrust termination is actuated by command from the
D22603
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autonavigatOr at the programmed conditions of 20,500 fps (Mach
20) at 220,000 feet. The spent booster case strikes the water 650
miles from Cape Canaveral. Because of the launch location and
heading, the inertial speed is 21,700 fps. The pilot feels 0.3 g's
vertically and about 0.15 g's horizontally. CTV-8 has now travelled
254 nautical miles and is heading 35 south of east on a course to
pass ROO nautical miles southwest of Ascension Island. The auto-
navigator maintains correct flight heading and the autopilot con-
trols the vehicle to the programmed angle of attack.
During the next 10 minutes of flight, the pilot's rate of recovery after
boost is being tested. The physiological data which have been recorded
during boosr are now supplemented by the pilot reporting his reaCtions.
As soon as he is physically able, the pilar begins a series of planned manual
and verbal tasks, such as manually recording and reporting instrument read-
ings. These data will later be compared to identical telemetered data and
similar information obtained during centrifuge and no-stress tests for
evaluation of the pilar's rate of recovery.
For the next five minutes the flight plan caUs for the pilot to check
dynamic response of the glider. In this test the unique capability
of a pilot to exercise judgement is being utilized. He perturbs the
flight path slightly and notes on his tape recorder the system res-
ponse, Flight control system data is continuously recorded. This
test periods ends about one minute before initiation of his pro-
grammed turn.
(6) t == 20 min. 0 sec.
At this time the vehicle has flown about 3000 nautical miles and
is over the Equator. The speed is 15,500 fps and the altitude is
192,000 feet. The flight programmer now changes target coordi-
nates to Ascension Island. The autonavigatOr tries to accommodate
this heading change by a left hand bank. The bank angle increases
until it reaches a limit, which for this flight condition and test has
been set at 60 '. The turn takes 6Y2 minutes and covers 850 nauti-
cal miles. The pilot monitors the heading change, ready to take over
if required. Communication is maintained with tWO of the three
picket ships ber.ween Santa Lucia and Ascension Island during the
turn maneuver.
(7) t = 26 min., 30 sec.
At this point Ascension Island is 900 miles away, and the turn
maneuver has been completed. The speed is 10,500 fps at 170,000
5i, D2.2603_
feet altitude. At this energy level, the glider has a 1500 mile range
capability.
As programmed for this portion of the flight test, the pilot keys
out the auto-navigator and flight programmer from the flight con-
trol system, and flies the glider to Ascension. He uses a display of
velocity versus miles-to-go to adjust his deceleration to be over
Ascension Island at 50,000 feet and Mach 1." To change his dece-
leration, the pilot changes altitude (up or down) to achieve a new
equilibrium angle of attack (hence changing the glider lift-drag
ratio). The pilot maintains the velocity distance schedule indicated
on the display by his technique. His heading indicator is a display
which compares instantaneous heading to required heading (from
the auto-navigator).
.. With this speed and altitude the vehicle can land anywhere within a
circle roughly 50 miles in diameter.
(8) t = 39 min., 0 sec.
The Conceptual Test Vehicle arrives at Ascension Island at Mach
1 and 50,000 feet. The pilot now starts to maneuver for landing
by use of procedures developed in previous flights, utilizing turns
and the large airbrakes, he hits the "high key" check point at 20,000
feet, heading over the runway in the direction he plans to land.
(9) t = 44 min.
At this time the pilot hits the "low key" checkpoint at 4000 feet
on his downwind leg. His speed is 200 knots. As he has done many
times before, he makes a procedure turn of 180
0
, utilizing flight
path control provided by the air brakes to aim at a point about
1000 feet shorr of the runway.
( 10) t = 45 minutes
Touchdown occurs at 150 knots. With the air brakes fully extended
the vehicle stops 4200 feet from touchdown. The ground crew
helps the pilot from the cockpit, hoists CTV-8 from the runway
and goes through routine post-flight procedures, such as inspecting,
draining fluids, etc.
The pilot is given an immediate routine medical check. Complete
debriefing is tape recorded at Ascension Island. Following this, the
pilot is given a complete medical examination.
CTV-8 and all airborne and debriefing data are flown back to Pat-
rick Air Force Base by a C-124.
8
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The design approach to the airborne system is to develop a sound con-
cept of an integrated weapon system through research, analysis, testing,
and system demonstration. The vehicle, its subsystems, and booster system
will be carefully matched to a ground support and test equipment system
with facilities required to permit the expedited testing necessary to create
a military OS operational weapons system at an early date.
A OS-I configuration has been selected to embody small size, the max-
imum amount of existing hardware, a versatile military stOres bay, simple
structure and maximum reliability. By test and development this configu-
ration has the growth potential with little change leading into the opera-
tional manned and unmanned bomber-reconnaissance weapon system
gliders.
A general arrangement drawing of the OS-I airborne system with orbital
booster is shown. The four-stage booster used consists of slightly modi-
fied USAF Minute Man solid rockets with gimballed nozzles and stabilizing
fins. The same system less first stage will provide burnout velocity of 20,000
feet/sec. The inboard profile drawing illustrates the compact vehicle design
with its versatile stores bay which has capabilities such as:
a. Ejection of high and low drag ASM, anti-ICBM and vehicle defense
missiles.
b. Multiple reconnaissance cameras, radar reconnaissance, ELINT,
ATRAN, and infrared detection equipment.
c. Instrumentation for scientific measurement and variable telemeter
equipment.
As an alternate capability the vehicle is equipped with a non-after
burning J-85 rurbo jet landing engine and fuel supply package adequate for
normal G.CA. approach and go-around, which can be easily removed after
reliability of the total landing operation is established. It also makes pas -
sible take-off from Edwards for initial pilot training with slight modi-
fication of the vehicle. A de-orbit rocket engine is provided and is easily
removed when not required.
The vehicle has been carefully sized to permit ground loading and air
launch from the bomb-bay of a B-52 without use of folding wings or fins.
The OS-I vehicle and booster units are capable of air transport.
The versatile stores bay and large operational envelope will fulfill the
missions established by the Air Force for OS-I, as well as demonstrate
.... Da
ZF
., 51
,. 5 REI.
........ Iii .. 2
follow .. on DS systems. The basic flight envelope permits high altitude bal ..
listie flights, medium to long range boost .. glide flights, and satellite orbit
operations with no basic change to vehicle structure or systems. Full aero-
dynamic capability of the vehicle may be used from C
L
maximum to L/D
maximum, permitting maximum possible control of energy and range.
AERODYNAMIC DESIGN
Aerodynamic design is based on good hypersonic performance, opn-
4 Stage configuration
7000 LB PAYlOAD
Air Vehicle
------.-----1
I 0001 I'). I
10 /'\ 1
10
0 1 _I
L
L- __ _
----
mum re-entry shape, and good stability and control characteristics. State-
of-the-art studies made on hypersonic gliders are reflected in the vehicle
design considering effect of L/D on glider weight for a minimum total
system.
Flight capabilities of DS-I are shown. The lower flight limits have
been determined by design dynamic pressure and heating conditions.
The ceiling is the maximum altitude from which recovery may be effected
without exceeding lower flight limits or allowable accelerations. Although
Inboard arrangement
STABLE PLA TFOIlM
U:HF ANTENNA
(1 r..;..
,,:_ ..... , .
'""
1ST STAGE-4 SOLID
0
GUIDANCE COMMUNICA liON
2ND STAGE - 2 SOLID
a
3RD STAGE - 1 SOLID
PWOPELLANT ENGINE 0
(4.4.000 LB PROPEllANT)
4TH STAGE - 1 SOLID
PROPELLANT ENGINE 0
(10.000 LB PROPElLANT)
.t-
","
21

WEIGHT
LAUNCH 358.000 LBS
GLIDER 7,000 LBS
PROPEUANT (SOLID)
1St $l ...C,f 11111000 liS
.,NO n ...c.f '.,DOO 1II5
l.O U...c.I ....,000 LH
.," !UAC;f 10,000
52 D3.W3
asaC or
LANDING
ANTENNA
REVERSE
THRUST
ROCKETS '"
ESCAPE EQUIPMENT
NITROGEN
SURVIVAL KIT
ESCAPE CAPSULE BREAK POINT
CAPSULE SEPARATION ROCKET -----/
A,PU and
ALTIMETER ANTENNA '
REACTION
ENGINE FUEl ---/
CORRUGATION BACKED
DETERMINATE
,/
..... _----- ..
A L T ERN AfT E
RADAR & ATRAN
EQUIPMENT
RADAR CAMERA
t- F COOLING & AIR CONDITION ING
" LANDING ENGINE
LOA 0 S
DKElERATION CHUTE
MILITARY EQUIPMENT BAY
___ __ /6 - ,
, .)-............. "
MISSILE

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ORBIT
400,000 FT.
25,700 FT./SEC.
III I
-+----!t--
v
I FIRE RETRO. ROCKET
Mlr AV. = 250 FT./SEC.
BOOST kJ 25,600 FT./SEC.
\
1 --0.78
0
FLIGHT PATH
. j"" ,u --' / I I
l
COAST '\f... RE-ENTRY
, ''P}-
. tvt. /
63-' MlN.I

5T AGE III _ _ 22.000 L -.
CONTROLLED 20,000
RE-ENTRY . 15.000 '"
92 M...'-
lOICIIID,
STAGE II
I
TOUCHDOWN
150
STAGE I "'r-...
11
'---+-1., -,
18 19 20
CAPE
CANAVERAL
11 12 13 14 15 16 17
DISTANCE-THOUSAND N. MI.
EDWARDS
AFB
Orbital Demonstration Flight
--
the performance indicated is for hypersonic glide conditions, the DS-I
program will ultimately include orbiting flights such as the Cape Cana-
veral to Edwards AFB flight.
The DS vehicle's capability to make large course corrections in gliding
flight as shown provides for misaligned trajectOries and orbits or alternate
landing sites. This capability also will increase the range of orbits from which
re-entries may be made and makes saturation-penetration attacks and other
dog-leg missions feasible witn follow-on weapon systems_
The DS-I aerodynamic shape, control surface configuration placement,
and internal system design are the best compromises to solve the boost, glide,
and landing control problems of this type vehicle. The thick wing-body
structure provides necessary longitudinal stiffness to prevent elastic diver-
gence of the vehicle during boost and minimizes reduction of surface
control effectiveness due to structural flexibility.
Performance Capability
1.000.000
1
SATliLLITli
900.000 I
I I
700.000
600.000
500,000
Al.TlTUDI
FT.
@.ooo
300.000
200.000
00 "
LAUNCH HfADlNG AmoX 125"
AT CArE CANAVERAL
10 15 20 25
YaOClTY - THOUSAND FT.ISIe.
-,_ P2-26Q3 53
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Turning Capability
ENVELOPE OF LANDING SITES
TU.N, ,INITIATED "T)6.
ooo
FPS
ENVElOPE OF LANDING SitEs
TURN INITJATED "T 21.000
/' "
'",,/ ....... ,
/ ..............
" ...
> DISTANCE
NORMAL TO/
INmAL GUOE 1000
HEADlNG,,- / ~ _
, ,,-N. MI. '''-../ ..... , ~
/ y ~ / ' ~ ,
X ,.>(/ ...
... / "-.. .. / ',,-,......-
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The highly swept planform holds the aerodynamic center shift to 6%
MAC between subsonic and hypersonic speeds with linear pitching
moments to 35 D angle of attack. These characteristics provide satisfacmry
longitudinal stability and control from zero lift to C
Lmax
, from subsonic
through hypersonic speeds, Control to CLlll:l
x
at hypersonic speeds permits
progressive testing of the maximum hypersonic heating conditions and
simplifies the 'orbital re-entry problem. The trailing edge elevons are out
of the high aerodynamic heating area and provide positive lateral and
longitudinal control for all flight conditions.
The 'V" bottom provides lateral stability up to CLmux at hypersonic
speeds. Positive lateral control for all flight conditions is provided by the
elevon system.
Dead stick spOt landing of the vehicle is accomplished by varying glide
path control with fully-modulated air brakes, variable angle of attack, a
relatively low wing loading (27 psf), and a ground control approach pro-
gram computer and guidance system. Forward location of the crew com-
partment provides good landing visibility.
Directional stability is provided for all flight conditions by twin ven-
tral fins plus a single dorsal fin. It is recognized that ventrals as shown
54 022603
BASIC VEHICLE WEIGHTS
GLIDER
Structure
De-Orbit Rocket
Engine & Inst.
Fixed Equipment
Crew & Expendables
BASIC OPERATIONAL WT.
VEHICLE WTS.
FOR PRINCIPLE TESTS
UNMANNED
Stability & Control
Escape-expendable
Guidance, Optical
Recon. & TV
Radar Recon.
Stores Separation
Global Capabilities
MANNED
Powered B-52 Drop
Pilot Eval, Stability
& Control
Guidance & Syst. Eval
Global Capabilities
3-STAGE CONFIGURATION 4-ST AGE CONFIGU RA TION
Unmanned Manned Unmanned Manned
2530 28'90 2530 2890
----
80 80
2220 2630 2250 2660
350 680 640 1070
5100 6200 5500 6700
BASIC
WEIGHT CHANGES TO OPERATIONAL GLIDER FOR:
OPERA
FLIGHT LANDING
TIONAL
PRIN SCIENTIfIC TEST & ENGINE TOTAL
GLIDER
CIPLE INSTRU THE AND GLIDER
WEIGHT
TEST MENTATION METER FUEL WEIGHT
5100 ' , +400 +750 6250
6200 -1500
----
+200 .. , 4900
5100 +370 +200 +400 +750 6820
5100 +1520 - ".
+400 , .. 7020
5100 +700 +500 +400
6700
5500 +500 +400
6400
6200 -340 ... +200 +750 6810
6200 +200 +750 7150
6200 +100 +200
6500
6700
+ '.00
+200
7000
/
<:-
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'-..(
-!ill .... 1
v"" '.,.d .... , .....
may be a potential heating problem therefore these, plus alternate solutions
for high angle of attack, directional stability and control, are being studied
to determine the best arrangement.
Preliminary wind tunnel tests have verified L/O and stability and
control characteristics of the basic configuration. These characteristics will
be examined in detail during Phase I through a transonic, supersonic, and
hypersonic wind tunnel program. These tests will be supplemented by
free-flight hypersonic model tests being conducted for Boeing by the Aero-
physics Development Corporation starting in March, 1958. An expanded
hypersonic program (Early Bird) is proposed to achieve added tests at
velocities up to a minimum of 18000 ft/sec. during 1958.
Major configuration problem areas are (1) development of optimum
canopy shape to provide adequate vision with minimum heating and per-
formance penalties; (2) provision of direCtional stability within accept-
able heating limits of structure; and (3) refine control surface configuration
to provide acceptable control about all axes. These configurations prob-
lems will be solved in the development program mentioned above. Full
use will be made of other experimental programs as well as the NACA
and AEOC laboratories and tests.
The phasing chart in the subsystem development section illustrates the
scheduling of design, development, and test activities during the OS-I pro-
gram. This comprehensive plan will permit utilization of OS-I knowledge
and proven concept toward rapid deVelopment of the OS-II and OS-III
tactical weapons.
MATERIALS AND PROCESSES
MtJxilJUlJlt tem/,ulllilft -- null'll/flrt/lit 1!tflferia/s
Materials to be exposed on the exterior of the DS-l will be resistant to
the high temperature, high velocity environment. Refractory materials,
resistant to oxidation, erosion, and thermal stresses, will be used to satisfy
severe requirements at nose and leading edges. Silicon carbide is one selec-
tion to be evaluated for these areas because of its strength at high tempera-
tures, low density, resistance to abrasion and oxidation, high emissivity,
and availability. Other materials to be evaluated include graphite and such
ablatable materials as boron nitride and refractOry fiber-resin combinations.
The leading edges will be joined and fastened to allow movement to com-
pensate for differential thermal expansion.
.INSULAnD AND 'MAX IT.OCT TlMP
MATIRIALS I IT COO,!:ID A ......
PILOT COMPT TIM/' LlAD !DOl! 1lMI'T r NOli TlMP
------,-----;.L'!ftIc __ ' 1 I I
The vehicle's primary structure is of M-252 (GE-J1500) alloy. This
material, similar to leonel X, has been selected because of its strength at
elevated temperatures, availability, and the progess made to date with its
fabrication. Other materials such as molybednum Udimet 500 and J-1610,
are superior to this alloy on a stregnth-tO-weight basas for high tem-
perature use but procurement of these alloys, and development of fabri-
cation processes, are not considered feasible in this time period. Prelim-
inary machining, forming and welding processes are available for M-252,
and development programs for processing, control specifications, and
establishment of allowable design strengths is under way. Joining is accom- .,
plished by welding, riveting and bolting. Rivets and bolts are made of the
same M-252 alloy.
SIC
NOR .....1 GaAPHITI
UADINO IDOl
SIC-OIIAPHITI
OI.ASS
WINDOwt I 'USI!D SILICA
IAP'Hilll
AHTINNA I ALUMINA
COVIll ,nOCIIAM
JOUIINAL
""""'1
ANTI'IICTION
INIULAnoN IlEHACTOIY
AIIODYNAMIC
HALl
PRE5SUII1

LUllS. 'LUIDS.
MAnllAU
Hi
... ..J .. :,":4.W
TlMPlRATURI - HUNDIIIDS .,
0 43 .6
For windows, it is proposed to use a multiple pane system with cooling
between and emissivity-controlling coatings to limit heat transmission into .,
the interior. One system to be evaluated includes an exterior pane of Cor- ."
ning 7900 glass, intermediate panes of Corning 1723 glass, and an interior
pane of soda-lime glass laminated with a Dow "K" interlayer. Fused quartz
and synthetic sapphire will be evaluated for photOgraphic or infrared sys-
tem use .
:/
,/ 0 . 022603 55
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Materials such as Pyroceram, aluminum oxide, boron nitride and cast-
able Fiberfrax and Refrasil will be evaluated as antenna covers. The low
density fibrous materials, easily fabricated in complex shapes, appear attrac-
tive for this application, with provision for adequate moisture and abra-
sion .resistance.
Fibrous ceramics will be evaluated for mounting antenna covers and
windows to provide isolation from mechanical shock, to allow for differ-
ential thermal expansion, and to effect a seal.
Insulated and cooled equipment capsules allow use of currendy avail-
able seals, lubricants, hydraulic fluids, insulations and sealants within them.
The development program for materials and processes is shown in the
phasing chart.
The technical approach and development program outlined above will
solve the principal materials problem areas. Many of these activities are
already under way at Boeing and at suppliers' facilities. The Missile and
Ordnance Systems Division of the General Electric Company has been
retained for consultation on materials problems associated with re-entry.
STRUCTURES SUBSYSTEMS
The structural concept for the DS weapon system is based on simplicity,
reliability, and use of available materials and known processes. The basic
structure is a simple determinate truss work covered with a single skin
stiffened by corrugations. With this structure, stresses from large thermal
gradients are reduced to negligible values. The basic structure emphasizes !
the excellent accessibility provision for systems as shown on I
the general arrangement drawing. The thick wings give excellent stiffness J
and flutter characteristics, and keep surface stress levels from gust and
maneuver loads low.
Provision is made for replaceable nose cone and leading edges to test
alternate configurations during the DS-I program. The use of lithium cool-
ing, ablating materials, and insulation will be investigated.
The strength-temperature relationship for the structural material used
and maximum temperature anticipated for structure are shown.
Cooling may be used in local areas if temperatures exceed material
capabilities, although emphasis will be toward the use of passive uncooled
structure wherever possible for basic reliability not dependent on a cooling
system.
Structural problem areas are as follows:
1. Choice of materials for nose cone and leading edges of wing and fins.
2. Controlled differential and thermal expansion of structure.
56 D2-2603
,. F, i _1 C
Structural materials study
YBtICU
-I:
MAXIMUM AlIAS 5T1UCTU11 INSULATED lOTAL WEIGHT
MATDW. , 5T1UCTIJU INSULATED WEIGHT & COOLING INClEASI
TEMP Of & COOlED WEIGHT
M-252 30 1600 CERAMIC L. E. 2890 0 BASE POINT = 0
I
M-252 750 1600 CERAMIC L. E. 2890 0 BASE POINT = 0
M-252 30 1600 63 FT' 2720 77 93 (DECREASf)
M-252 750 1600 176 FT' 2720 .70 300
177 PH 30 1000 250 FT' 2680 5 235
177 PH 750 1000 315 FT' 2680 980 770
202.5T 30 250 500 Fro 2280 1015
202. ST 750 250 500 FT' 2280 1795 1185
*WBGHT/(WING AHA) (lIFT COEFFICIENT)
._,._ ...... , .. _ ..., ....
Structural temperature environment
----------
(ULTIMATE TENSILE STRESS
Induction Vacuum Melted
160 M252 Hi-Nidt.1 Alloy
140
120
'"
.. 100
I
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'"
80

..
60
o
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40
20
LOWEll SURfACE
12.0
1200
0' T

200 400 600 800 1000 1200 1400 1600 1800

TEMPHATlJRE OF
Uf'I'ER SURfACE
EQUILIBRIUM ISOTHERMS - OF
950
920

0( 17.7'
AL T 220,000 fT
VEl 20.000 FPS
E =.9
LAMINAR flOW
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MILITARY SYST!M5
eNeRGY
ALTITUDe 'ItUINTATlON----
PlIOHT OIIICTOI-----
YAW lOLL RATI MITIII
WARNINO LlOHTI--------
HORIZONTAL OISI'lAY
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3. Acquisition of data to determine thermal gradients, heating rates and
wind shear loads, and other structural criteria.
4. Accurate analysis of shock wave patterns to determine local heating
environment.
These problems will be solved through a development test program and
through maximum use of existing experimental NACA and U.S.A.F. hyper-
sonic programs such as the X-I5. The Boeing hypersonic free flight model
test program during March 1958 will initiate the test program.
COCKPIT AND CREW PROVISIONS
The basic human factors program which provides the requirements for
cockpit and crew provisions is presented as shown. The configuration
and appointments for the DS-I and DS-U cockpits are outlined below, and
the DS-III cockpit is defined. Direct forward and side vision will be pro-
vided, with light and heat transmission control for prOtection of the pilot.
The instrument panel d'isplay is designed to present to the pilot all
information reljllired to monitor flight progress with reference to com-
mand or programmed schedules. In event of breakdown in the command
data link or the programming system, the pilot is provided with sufficient
information to let him assume control of the aircraft until the scheduling
system is restored or descent has been completed. Instrumentation will
include vehicle location on planned trajectory and range capability remain-
ing compared to distance from objective. Structural temperature will be
maintained by a peak-recording network of temperature-sensing elements
and warning display included on the panel.
The instrument display also includes:
Indications for spatial orientation and navigation.
A flight programmer for vehicle guidance through the autOpilot with
additional Outputs for pilot surveillance.
A height and distance indicator displaying pictorially and numerically
instantaneous flight status and vehicle capabilities with respect to the
over-all mission.
Monitoring of subsystems, autOmatic pilot escape system controls, arm-
ament, reconnaissance and flight test controls.
Control of the vehicle is through an autOmatic flight conrrol system.
Inputs to this system are from an autopilOt, stabilization augmentor, and the
pilot. Pilot's control inputs are through a side stick controller arranged to
02-2603 57
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controller. During these high-g conditions, these controllers may be locked,
with the pilot using servo trim knobs on the stick.
Propulsion controls are fully automatic and programmed. For early
flight testS, auxiliary engine control is mounted on the left side of the
cockpit and includes a fully integrated start and control function.
CREW PROTECTION
The Dyna Soar System being a major extension of preseOt flight bound-
aries demands careful attention to escape philosophy and escape system
design. The ejection seat is limited in its use by the high temperatures
experienced at extremely high speeds. Further, the survival of the occupant
aher landing in the ocean must be emphasized. The escape capsule offers
the solution to both problems, when accomplished as shown, and provides
safe return from all areas of the operational envelope from launching
through the flight range, including orbit and finally to the landing condi-
tion. As another safety feature, the last stage boost can be utilized to save

DROGUE ------
,
'PARATION t RECOVERY PARACHUTE PACKAGE ----,
:KET BLAST CAPSULE BOOSTER UNIT
SURVIVAl KIT
AUTOMATIC ESCAPE SYSTEM ----,
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11( BATTERY
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FLIGHT CAPSULE
the entire glider from launch hazards caused by main boost malfunction.
The escape system may be initiated from the ground or by the pilot during
launch. The features of this flight capsule concept are as follows:
(a) The capsule is in the forward part of the DS-I vehicle and isolates
the pilot from any possible hazardous energy system.
(b) Capsule separation is by a shaped charge acting outward to shear
structure, controls, wiring, etc., for minimum weight design.
(c) Survival capabilities provided for bOth in water and on land.
(d) A pressure atmosphere of nitrogen with oxygen partial pressure
equivalent to sea level can be provided even during escape from orbit.
(e) "Shirt sleeve" cabin operation can be developed.
( f) The capsule is stable after separation from the vehicle.
This capsule will be developed and demonstrated through ground, sled,
wind tunnel, and DS-I drone flights. Prior to demonstration of complete
flight capsule reliability, the air drop DS-I flight test vehicles will be
equipped, in addition to the capsule, with an ejection seat and X-15 type
pressure suit. This ejection seat is an adaptation of an existing high "Q,"
rocket catapulted, fin stabilized seat. Chance-Vought Aircraft Inc. has. been
selected as the potential contractor to design, develop and test the escape
capsule. They will also assist with design of the cockpit and instrument
display and the integration of the pilot into the cockpit.
The important problem are;lS are listed below:
1. An integrated pilOt-automatic control relationship in the cockpit
controls and instrumentation.
2. Determination of the pilot's ability (Q manage the vehicle with the
cockpit provisions under actual operating environment.
3. Development of fully-reliable escape capsule for the full operating
envelope.
These problems will be solved through monitoring of existing and
further flight programs such as the X-15, and a thorough developmental test
program utilizing simulators and flight tests.
The Curtiss-Wright Corporation has been selected as the potential con-
tractor to design a flight simulator for development and pilot familiariza-
tion. Cockpit instrumentation and pilot displays will be provided by
manufacturers who have participated in the W.A.D.C Integrated Flight
Display Program. These include Lear, Inc., Servomechanisms, Inc., Kolls-
man Instrument Corp., and Eclipse Pioneer.
. __ .58
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PROPULSION SUBSYSTEM
Reliability is the fundamental major consideration in the choice of a
booster system for DS-I program, Both liquid and solid propellant rocket
systems were reviewed by Boeing in an exhaustive survey of rocket engine
manufacturers, Problem statements were issued requesting propellant devel-
opment plans, costs, delivery, and capabilities of various engine staging
combinations ro provide required trajectOries for the contractOr's proposed
vehicle weights. (Conferences have been held to optimize propulsion
choices for the OS-I, DS-II and OS-III time periods,) The following com-
panies have participated in this program:
Aerojet-General, Solid and Liquid Divisions, Thiokol, Hercules Powder,
and Rocketdyne Division of Noreh American Aviation, Inc.
Based on this survey, it was found that the liquids have higher specific
impulse, lower propellant cost, and have possible re-usable engine hardware
as attractive features, but complex fuel systems and ground support facilities,
lack of mobility, and questionable reliability offset these advantages for
the OS-I time period, The solid propellant system offers better reliability
as well as the following advantages:
1. Minimum launch pad requirements permitting flexible test programs
with minimun
2, Self -con tained
3, Rocket mmors
USAF "Minut'
bEen selected for
Solid Division, h,
proposal and verif
Two basic uni
pellant loading fra
minimum velocity
orbital capability I
adding or substra
plished.
A complete Sl
available for the
flexibility of boos
D22603
55)
delay, installation, personnel and equipment_
uel, no elaborate fuel provisions required for programs,
maintain long periods of instant readiness.
Man" solid propellant rockets, slightly modified, have
he proposed DS-L The Aerojet-General Corporation,
provided engine performance and cost data for this
ed their ability to meet the DS-I schedule
with t" = 236 sec @ 500 psi sea level and ,91 pro-
tion provide both a three-stage propulsion system for a
of 20,000 ft/sec and a four-stage propulsion system for
f DS-I. These units make up a very flexible system. By
ting basic units, various requirements can be accom-
vey of alternate eXisting booster systems that will be
DS-I and their performance are tabulated to show the
r combinations possible for the DS-I vehicle .
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Fins will be employed on the first stage of all configurations to mini-
mize stability and control requirements. To provide maximum pilot safety,
and trajectory control, thrust termination will be provided on all stages.
In addition, the system will be so designed that the last stage only can be
fired in the event of malfunnioning of previous stages with automatic
prior thrust termination of the aCtive stage.
A controllable impulse solid propellant retarding engine will be em-
ployed when required to bring the vehicle out of orbit. This engine will
be placed in the glide vehicle with the thrust axis oriented through the c.g.
The ]-85 turbojet landing engine installation will be designed as a remov-
able component. The engine will be removed after the reliability of the
landing system has been established.
The significant propulsion systems problems are:
1. Development of gimballed nozzle materials to withstand high tem-
perature gases from future high performance rockets.
2. Development of uniformity and reproducibility of rocket performance.
3. Improve engine manufacturing and inspection techniques to eliminate
and/or detect grain deficiencies.
To insure rapid solution of these problems and a successful DS-J test
program, the development program will include studies by the engine
manufacturer during Phase I to insure compatibility of the boost system
with operational requirements of the test vehicle. Wind tunnel tests will
be performed to determine air loads and separation characteristic. Tests
will be performed on the boost system to insure its structural integrity.
Static ground firings in soft mounts will insure compatibility of vehicle and
its systems in the noise and vibration environment of the engines. Propul-
sion flight tests will be performed early in the program with a minimum of
vehicle systems to eliminate delays and minimize program costs. These tests
will permit evaluation of stage separation and ignition, thrust vector control
and termination and boost phase guidance and control.
60 02-2603
ACCESSORY EQUIPMENT SUBSYSTEM
The accessory equipment systems will provide power for flight controls
and electrical equipment, and cooling, heating and pressurization for pilot
and equipment. The systems will:
a. Supply power and conditioning for the wide range of flight missions to
satisfy the research requirements of OS-I.
b. Provide logical system developments into the OS-II and OS-III concepts.
c. Provide fail-safe operation for proteCtion of pilot and vehicle through
all flight phases.
d. Allow easy ground servicing and simplified system maintenance.
Systems which will meet the requirements utilizing equipment which is
available, or which can be made readily available on a low risk basis, are
illustrated.
The glider power generation system will use a monopropellant to
power the reaCtion control rocket motors and the auxiliary power units.
Two APU's will be installed, either of which will provide full glider elec-
trical and aerodynamic flight control power. Each will drive a 10 kva
115/208 volt alternator and a 3 gpm hydraulic pump for a 3000 psi Class
III system. The individual reaction control motors will be powered from
twO sources to furnish the maximum requirement of 35# thrust for pitch-
yaw control and 15 # thrust for roll.
For the boost stage flight controls, accessory power units will be
installed in each stage to furnish 3000 psi Oronite to the nozzle gimballing
actuators. A reaCtion power control system will provide boost stage Hight
control during coast.
Pressurization of the DS-I pilot compartment will be nitrogen gas stored
as a liquid, with compartment pressure maintained no lower than 5.5 psi.
Emergency pressurization will be provided from the equipment compart-
ment nitrogen pressurization system. The pilot compartment will require
1.25 lbs/min and the equipment compartment .25 lbs/min of nitrogen.
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Crew compartment temperature will be maintained between 70-
80:) F by vaporizing for cooling and using electrical power for heating.
The cooling system size will be based on the maximum requirement of
approximately 14,000 btu/hr. occurring during re-entry. Thermal radia-
tion from walls and windows will be minimized by circulating cabin atmos-
phere through wall ducts and window passages.
Expendable water and liquid ammonia will cool equipment compart-
ment systems. The main system will be designed to handle approximately
14,000 btu/hr from electronic equipment, 15,000 btu/hr from the outside,
19,000 btu/hr from the hydraulic system, and APU lubricating system.
The stable platform will be cooled to 55 -+- 5" F.
Scientific equipment for measuring geophysical data will be installed
as an integral package and will be furnished with power, conditioned and
pressurized from the basic glider systems.
The important problem areas for the development of accessory systems
equipment are:
1. The effects of long time variable gravity vectors on sloshing, pumping
and flow in liquid systems and equipment lubrication.
2. Development of equipment with long time operating capability for
minimum weight installations.
3. A high density systems packaging program required to miniaturize and
package the equipment with proper environment and quick removal
for inspection and maintenance.
These problems will be solved through a development test program,
the use of mockups and through a well-managed vendor equipment develop-
ment program. A thorough survey of the equipment industry resulted in
the establishment of the following potenrial supplier team:
1. Vehicle Auxiliary Power Units-General Electric Co., Thompson
Products.
2. Cooling Equipment-Stewart-Warner Air Research.
3. Booster Control A.P.U.-Aerojet-General.
4. Electrical Conrrols-General Electric, Westinghouse, Jack and Heintz.
022603_
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FLIGHT CONTROL SUBSYSTEM
An automatic flight control system with override provisions for pilot
and ground control provides the control potential required for the DS-I test
vehicle. The override feature allows ground control override of airborne
guidance during the boost phase and either pilot or ground concrol over-
ride during the ballistic, re-entry, glide and landing phases of flight. Con-
trol is provided by a three-axis stability augmented system designed to
provide adequate stability over the complete flight envelope. The basic
glider configuration is statically stable.
A safe, reliable system will be provided by a program encompassing:
1. Dynamic stability analysis and studies using analog and digital com-
puters.
2. Flight simulator tests incorporating airframe dynamics, control dynamics
and cockpit controls and instrumentation.
3. Wind tunnel tests of rigid, flexible and controlled models.
4. Component and full-scale system proof tests with flight hardware.
Reliability of the flight-path control function is enhanced by provisions
for malfunction detection by automatic circuitry and pilot monitoring and
override capabilities of the pilot or ground guidance.
Actuation and stabilization components are developed as an integral
part of the vehicle to assure proper stability and control characteristics.
Feedback sensors located in the glide vehicle and boost stages prevent
structural coupling with pitch and yaw control. The flight control system
will be integrated with the guidance system which provides attitude and
velocity data.
Reliable operation of stabilization and actuation systems is attained by:
1. Normal and emergency systems for basic vehicle and last stage boost.
2. Separate independent control power for the vehicle and each boost stage.
3. Maximum use of existing components with proven reliability.
4. Independence of the stabilization control from the guidance system.
The vehicle is maintained on a flight path consistent with allowable
thermal, structural and human limits during the entire flight regime. The
62 D22603
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1ST STAGE
HYDRAULIC THRUST
POWER VECTORING
2ND STAGE
THRUST
VECTORING
SERVOS
3RD STAGE
THRUST
VECTORING
SERVOS SERVOS
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flight plan guidance input is continuously monitored by limiting inputs
from acceleration and structural temperature sensors.
During boost, hydraulically actuated gimballed nozzles on each boost
stage provide control and stabilization to overcome thrust variations, thrust
misalignment, and wind shearing forces. Gas jet reaction controls provide
stabilization for COast between boost stages.
When operating outside the regime of aerodynamic control effective-
ness, control of glide attitude is accomplished by reaction controls. Retard
rockets are used to control the flight path. Initial vehicles would be provided
with mono-propellant gas jet reaction controls. Development and testing
of a system using gyro precession forces to stabilize and orient the vehicle
would be accomplished during the DS-I program. Use of this system on
future vehicles could lead to reduced fuel requirements. The retarding rock-
ets for de-orbit would be used in either case.
In the atmospheric regime during re-entry, glide, and landing, control
of the glider is attained through hydraulically-powered elevons for pitch
and roll, air-brakes for drag variation, and ventral rudders for yaw. The
airbrake position is varied during glide to change glide angle and control
glide range.
The fundamental problem to be solved during Phase I is the phenom-
enon of vehicle short period pitch instability and various control, dynamic
and structural coupling effects. The solution to this problem is the devel-
opment of a reliable stability augmentation system. Boeing has had con-
siderable successful experience in design and integration of the automatic
flight control system for BOMARC missiles. The contractor has evaluated
proposals from manufacturers of autO-pilot equipment and has selected
Autonetics Division of North American Aviation Inc. as the potential sup-
plier of this equipment.
ALIGHTING GEAR SUBSYSTEM
The DS-I tricycle alighting gear arrangement provides good landing
characteristics. A free swivelling nose wheel is used in combination with
rear skids. For short field operation, a drag chute will reduce the landing
run to 3000 feet.
Use of a solid nose wheel with no tire and the rear landing skids
eliminates the tire cooling problem. The solid wheel is spring suspended
and equipped with damping to provide energy absorbing characteristics
similar to a tire. Further cooling is eliminated by use of air shock absorbers
on the nose wheel and skids. The shock absorbers are charged with air to
extend the gear. A constant load is maintained during shock absorber stroke
by bleeding off the air charge through a pressure relief valve, providing a
highly efficient energy absorber. Rebound damping is provided by trapped
air in the opposite chamber of the shock absorber. Metallic seals of the
type developed on the Boeing WS-llOA program will be used.
VEHICLE DESIGN OS-II
The vehicle design for the DS-ll weapon system will be very similar
to the DS-I. The same general glide vehicle configuration, guidance equip-
ment, propulsion system, airframe, and flight controls system will be used.
The DS-I escape capsule will be used for the manned versions of DS-U.
This rapid conversion from the DS-I research vehicle to the tactical DS-II
weapons system is possible because of the comprehensive flight evaluation
of the DS-I and its supporting ground and test equipment system. The
benefits of the DS-I test program will be integrated during DS-II research
and development phase.
The DS-II vehicles will be designed and equipped to perform their
specific functions. Unmanned glide bombers will have no cockpit or can-
opy. The airborne system will include, in addition to the basic guidance
and flight equipment, the warhead, recall communications equipment and
A TRAN position fix radar. Manned reconnaissance vehicles will include
provisions for either camera or high resolution map making radar recon-
naissance equipment. These vehicles will also have necessary additional
equipment for manned operations such as: communications, landing system
and environmental conditioning.
The DS-II system is based on a high degree of mobility permitting
operations from "soft" sites within this country and from advance sAc
bases.
VEHICLE DESIGN DS- III
Requirements for the DS-Ill vehicles have not been firmly fixed. How-
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ever, preliminary design has indicated that the vehicle configurations used
in the OS-III weapons system will be (1) a growth of OS-II vehicles used
for unmanned orbital missions of reconnaissance and weapon delivery and
(2) a larger manned command orbital vehicle. The command vehicle will
be similar in configuration to the OS-! glider but enlarged to permit com-
mand operations of a four-man crew for missions of 28 days duration.
The unmanned vehicle will be capable of sustained orbits up to a year's
duration. In order to accomplish this, major developments in subsystem
reliability and duration capability will be achieved. Preliminary estimates
indicate the vehicle will weigh approximately 8000#.
The command vehicle will weigh approximately 25,000# in order to
provide space for crew operations, rest and exercise, escape provisions, and
mission equipment. A four-man crew was seleCted to provide a 3-man
combat capability, i.e., command, offensive, defensive, and operational capa-
bility, with one trainee or stand-by member.
Since the OS-Ill weapon system concept will have many launchings
per day, a recoverable first stage boost system with operational capability
is required.
BOOST SYSTEMS
Preliminary analyses by both Boeing and North American Missile Divi-
sion has shown the recoverable "fly back"-liquid booster systems to be most
attrhctive. These studies considered parachute recovery, air breathing
winged lifting devices, and liquid and solid rockets. The evaluation included
operating cost of the booster system, its development cost and time, and
the resultant size of the last stages of boost required for the mission. One
of the attractive features of the recoverable liquid boost system is that it
can be a naeural outgrowth of the Navaho program. The Missile Division
of North American Aviation Inc. was seleCted as the potential supplier for
development of this system since they have the background and "off the
shelf' equipment to modify for this task.
It is planned that the development of the recoverable boost will be
based on the 8000# vehicle to minimize the program cost, and will use
the 400,000# liquid engine being developed under an Air Force program.
Time phasing requirements for the recoverable boost system indicate
this development must begin early in Phase II time period of OS-I. This
64 022603


{


DS III Recoverable
Liquid Booster System
300 N.M. ALTITUDE
/
o
100 N.M. DISTANCE
I PILOT'S CANOPY
USED fOR fERRY
flIGHTS ONLY
,-8000 LB. GliDER
ADVANCED
SOLID PROPEllANT
ENGINES
LIS. PROP.
LIS. PROP.
36,000 LIS. PROP.
TWO X279 fNGIN!S
fOil LANDING AND
ffRRY fliGHTS
TWO .tOO,OOO LI. THRUST
, LIQUID fNGI'NB I
0
development is planned to make use of the DSI as a test vehicle, but not
to make the DSI program dependent upon timing of the recoverable boost.
The requirement for boosting larger vehicles into space will further the
need for advanced type future propulsion systems such as high energy fuels,
nuclear rockets, etc
DS-III CREW COMPARTMENT
The crew compartment design is basically fixed by the following con
siderations: (a) escape provisions, (b) separation of crew rest and work
areas, (c) in.flight maintenance provisions, (d) takeoff and landing sta-
tions, and (e) emergency egress for inorbit maintenance.
The forward compartment of the vehicle combines three functions. It
serves as the take-off and landing stations for the crew, as the rest and
exercise area, and finally, it can be separated from the vehicle for crew
escape. The requirement for parachute recovery of the escape capsule
necessitates minimizing the size of the separated portion.
The aft work area isolation from the forward compartment enhances the
Dyna Soar III: Manned Vehicle arrangement
ESCA'E CA'SULI
02.2603 65
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survival capability in event of damage due co meteors or enemy action.
Pressure-tight doors separate the two compartments for quick isolation of
either area. Emergency descent controls will be provided in the aft section.
The subsystems will be carefully analyzed and packaged so that those
most susceptible to malfunction will be included :n the aft work compart-
ment for in-flight maintenance capability. There will be no equipment or
systems in the forward section which constitute a toxic or fire hazard in
event of complete failure.
Crew stations are designed to permit an integrated offense-defense and
command ream action by the crew to minimize confusion or reaction time.
Additional studies and simulated flight operation on full scale mock ups
are planned to definitize the crew station during DS-III R&D program.
The escape capsule will be a larger scale version of that which is thor-
oughly developed for the DS-I and DSII programs.
Egress from the crew compartment during orbit will be possible by
means of airlock provisions between [he two compartments. Such egress will
make possible repair functions to other areas of the vehicle and any ocher
spatial crew functions which may be desired.
OP'IUTIN'O STATIONS
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An over-all program integrating human factors, escape, mission equip-
ment, compartment environment, etc., is planned early in DS-III R&D
program. During this period, extensive operational tests will be made coop-
eratively with the Air Force to firmly establish the compartment con-
figuration.
FLIGHT CONTROL SUBSYSTEMS
Flight controls for DS-III will be essentially the same as those used for
DS-I. Refinements will be made through benefit of the extensive DS-I
flight test program. Improved components, materials, and general state-
of-art advances wiU be integrated into the controls systems. The principal
effort will be directed toward highly reliable fully automatic concept wi'th
provisions for manual monitoring and override.
ACCESSORY EQUIPMENT SUBSYSTEMS
The accessory equipment systems for the early DS-III system will be
basically developments from the DS-I. The systems components wiU be
improved to include the benefits of the DS-I and DS-II flight test experience
and any general state-of-art advances. The equipment designed for and to
be tested during the W.S. 117 program will be expanded for use where
possible.
The concept of orbiting up to one year for DS-Ill unmanned vehicles
and up to 28 days for manned vehicles will require augmentation and basic
new developments to the systems for each vehicle.
Augmentation of the pressurization and conditioning systems would be
accomplished by reducing compartment leakage to the absolute minimum
in both unmanned and manned vehicles. In addition, in manned vehicles,
equipment wiU be installed to remove C O ~ , CO, water vapor and odors.
Enriched liquid air wiU supply pressurization for manned craft while N2
stores in high pressure containers will pressurize unmanned craft. Aggres-
sive programs to develop regenerative systems will be pursued.
The cooling system will depend upon expendable fluids during the
launch and re-entry phases similar to the DS-I; however, during the orbit-
ing phase, augmentation must be provided by systems which transport
heat from the crew and equipment to radiators which will dissipate the
heat to space. Development of these radiant systems will consider the effects
of the vehicle's orbit and the annual and diurnal cycles of the earth.
66 R2.2603
."
The power transmission systems aboard the orbiting vehicles will be
basically the same as those used in the DS-II vehicles but the power source
will be augmented. For the bombers where the stand-by requirements dur-
ing orbit are low, solar ceUs and baneries may be employed with a mono-
propellant turbine system to supply take-off and re-entry power. Command
and reconnaissance vehicles will need higher levels of power requiring
development of nuclear, isotope or thermo-electric devices to meet demands.
These will augment the mono-propellant systems used for launch and re-
entry.
AIRFRAME STRUCTURAL SUBSYSTEMS
The structural concept and materials used for the DS-I and DS-II will
in general perform the function of the airframe subsystem on DS-Ill. The
over-aU weapon system wiU benefit from increased state-of-art development
of materials such as beryllium, etc., and the refinement of structural design
criteria. This will be accomplished by the following ways:
1) Establish exact temperatures within the original DS-I envelope, through
flight test, to define the actual limits of the airframe and materials.
This will permit growth to the full capabilities of the DS-I and DS-II
for use on DS-Ill.
2) Determine load environment and hazard potential for all phases of the
flight envelope.
These activities will be a continuous research and development part of
the DS-I, II and III programs to keep the weapons system up to date with
new developments occurring during the life of these systems.
MATERIALS AND PROCESSES
In general the DS-III will use materials similar to DS-J.
Higher strength alloys such as Udimet 500 and ]-1610 will be evaluated
to provide for weapons system growth. Brazed sandwich construction will
also be investigated.
Fibrous refractories, such as potassium titanate and graphite wool, and
radiation baffles such as molybdenum, wiU be evaluated for use with
vacuum type insulation to reduce weight of system.
Nose and leading'edge systems materials will be considered for decreas-
ing the weight and improving the efficiency of the systems. Both refractory
materials for use with water, lithium or lithium hydride cooled systems will
be evaluated.
Military Subsystems
I .
IUOO I
IOOolxnliiil I
100 I I
L ____ L ____ I
NAVIGATION SYSTEM
The initial phase of the OS-I program will consist mainly of short-
range drop tests and stability and control tests demonstrating aerodynamic
and control features. Thus, simple attitude reference will suffice and air-
borne computation of the navigation problem will not be required. A
simple attitude programmer will be included for flight path command of
the flight control system. Gyros will be included for attitude references
for the flight control system, pilot displays, an input to the attitude pro-
grammer, and for telemetered information'. Vehicles will be precisely
ground tracked utilizing the GE pulse radar system, and correction infor-
mation will be supplied to the pilot from ground to enable him to over-
ride the preset attitude program in the vehicle. Ground tracking informa-
tion also will be used as a back-up emergency system. Tie-in to the air-
borne system data link will be included to give\emergency commands to
the flight control system and appropriate to the attitude pro-
grammer.
Airborne equipment for initial OS-I phases is almost entirely off-the-
shelf hardware. Jndustry contacts indicate that no problems in perform-
ance, procurement, or scheduling for this equipment will be en_countered.
All Attitude System
I ReFEReNC"E"SYsTEM l
i ,
DIRECTIONAL
GYRO
VERTICAL
GYRO
RADAR
ALTIMETER
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It is expected that attitude reference, flight control, and airborne landing
system equipment will be furnished as a package under subcontract with
Autonetics .. American Aviation.
-'A complete navigation system will be installed for conceprual tests of
the OS-! to prove feasibility of OS-II and OS-III vehicles. Such a system
will be required to provide pilot information and flight control command
signals for a flexible, program-controlled trajectory over long ranges.
Typical data supplied by the inertial guidance system position, velocity,
attitude, and trajectory control commands to the flight control system. The
navigation system must furnish complete information for the entire trajec-
tory from launch to approach and landing. The inertial system provides
flexibility to accept external signals from a tie-in to the airborne system
data link.
An industry survey was conducted and proposals were obtained for an
inertial navigation system to perform the above functions for OS-I, II and
III in a 5Pillin1l9\lS_ PIQgra.m based on presently tested equipment and
active development.
On the basis of this information, Autonetics Division of
ican Aviation is preferred as a potential source for the autOnavigatOr,
......
flight control, and airborne landing equiE!!lent in a completely integrated
system. The autonavigator portion of the system is described below. Flight
control and airborne landing system equipment is discussed in the follow-
ing sections.
'\ 1. Inertial Platform
o
The inertial platform is basically that currently under contract for the
USAF GAM-77. For OS-I it is intended to modify the table casting to
mount four (rather than six) floated gyros and three (rather than
two) velocity meters. These inertial instruments are currently in lim-
ited production on other Defense Department contracts at Autonetics.
That certain weight advantages exist in inertial systems of morel
advanced design is recognized., Modification of GAM-77 guidance is
proposed for OS-I because of its more advanced development and man-
ufacturing status. When industry can verify, through sled and flight!
r testS;' design 'ohjectives of advance design inertial platforms utilizing:
I free rotOr gyros, it is intended to phase such. a platform intO OS-! to:
i benefit from the lighter weight, and to get early field experience with!
I
: OS-II equipment. !
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Inertial System
INERTIAL THRUST
I
SYSTEM CUTPFF
DIGITAL
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COMPUTER
AND
LANDING
SELECTOR
FLIGHT
I
SYSTEM CONTROl
t
SYSTEM
I RADAR
I
DISPlAY
ALTIMETER
I
MANNED VEHICLES ONLY
2. Platform Auxiliaries
Electronics associated with the stable platform are of proven design
and reliability. For example, changes needed ro use the GAM-77 pack-
age in DS-I are simply elimination of two sets of Navan switching
electronics and the addition of one velocity meter servo, identical ro
the two already there.
3. Digital Computer
'. The Verdan digital computer, now supplied for the USAF GAM-77
.,j guidance system, uses a unique combination of general-purpose and
differential analyzer techniques to handle navigation, alignment, and
light control command signals. Additional capacity is available for
tasks such as flight profile programming. Reliability and accuracy are
inherent in this computer's design through use of the digital differen-
tial analyzer to carry the bulk of repetitive computation. This allows a
serial, relatively-Iow-pulse-rate digital machine to handle a very heavy
computing load.
DS-ll
Basic guidance system for all vehicles of the DS-II weapon system is the
'N5 all-inertial autonavigator used in the DS-I conceptual test vehicle. For
the manned reconnaissance vehicle the inertial guidance system will be
supplemented with a high-resolution, ground-mapping radar for position
fixing and target sighting. The unmanned weapon vehicle will contain an,
ATRAN type radar for increased accuracy.
DSJll
Various guidance equipments outlined for DS-II vehicles will also be
68 .. 022603
..
incorporated in DS-III functional counterpartS. However, since these DS-
III vehicle,S remain in orbit for extended times, an all-inertial system will
no longer suffice as the basic navigation system.
The Autonetics N5 inertial system will be modified ro incorporate a
star-tracker on the inertial platform. Preliminary design studies on mechan-
ization of this celestial-inertial system are now in progress at Autonetics,
based on their existing development work on star trackers for the 110A
bombing system. The airborne star-tracker will be used to moniror the iner-
tial platform attitude continuously, and to correct for gyro drift angle which,
otherwise, would accumulate during extended orbital flight. The inertial
platform will therefore give accurate measurement of vehicle attitude.
The inertial part of this equipment will be used during boost ro place
the vehicle in orbit, thus putting no restrictions on launch location. Ground
tracking radar equipment will provide a secondary guidance command
system for safety. The inertial equipment will also provide guidance dur-
ing atmosphere re-entry till the ground-based landing system assumes
vehicle COntrol. During boost and re-entry the star-tracker will not be used
because of stellar window deformation caused by aerodynamic heating.
To correct position and velocity of the inertial equipment during orbital
flight, the translational motion of the vehicle will be measured periodically
with a ground-based tracking radar system capable of accurate determina-
1
tiOn of vehicle orbit and position. The orbital parameters will be trans-l
mitred to the vehicle and the airborne digital computer w,ill then compute
the vehicle position and velocity for the remaining time the vehicle is in
,orbit. The effect of measurement errors in orbital parameters will be
significantly reduced by using a series of such ground measurements.
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Both translational and rotational motion of the vehicle will be known
accurately at all times during orbital flight, through use of the star-tracker,
the ground tracking equipment, and the airborne computer. Therefore the
inertial platform will be maintained in accurate alignment for atmosphere
re-entry.
APPROACH AND LANDING SYSTEM
The navigation system provides all necessary information to put the
vehicle in the proper area with the right energy level to effect a landing.
This area will, in effect, be a window 100 to 200 miles out from the
landing base at 100,000 to 200,000 feet altitude. The vehicle is then
controlled by the approach and landing system to effect recovery.
Ouring approach phase, the vehicle will be tracked by a mobile Mod. II,
WS-107A-l X-band pulse tracker, developed by the General Electric Com-
pany for the Atlas program. At landing sites, the Mod. II tracker can
observe the vehicle, and transmit periodic velocity and position correc-
tions to the inertial equipment within the vehicle. As range decreases, the
accuracy of these corrections increases. These data allow the airborne auto-
matic navigator to guide the vehicle into the approach gate of the autOmatic
ground landing system.
Landing guidance is done using the ANjGSN-5. In this closed-loop
system, the K-band ground radar tracks the approaching vehicle auto-
matically and supplies three-dimensional position data to a simple analog
computer. Measured and desired flight paths are compared in the computer
and correction signals are generated. These signals are transmitted from
the computer to the vehicle autopilot via the UHF cOnlmand data link.
Corrective commands maintain the aircraft on the desired flight path to
touchdown. Operation is entirely automatic, but radar consoles are pro-
vided for monitoring.
If this automatic approach and landing system fails, the manned vehicle
can effect an emergency landing with the pilot maintaining lateral control
and position reference, and using an automatic flare-out system in the
vehicle for touchdown control. Localizer equipment could also present the
pilot with lateral information in the final approach phases.
The automatic flare-out system to be installed in the vehicle is that
produced by Autonetics and used successfully in the Navaho.
DS-Il, DS-III
OS-II and III equipment will be essentially the same that was com-
pletely tested in OS-I. No major development advances will be required.
Refinement consistent with the over-all program will be utilized in the
final systems for improved miniaturization, accuracy, and reliability.
INTEGRATED RECONNA'ISSANCE SYSTEM
The Ramo-Wooldridge Corporation has proposed an integrated devel-
opment program which will result in the supply of prototype reconnaissance
equipments rogether with support facilities for initial testing in the OS-I
vehicle. This development will include Elint, photo intelligence, infrared,
and active radar sensor elements, and, in addition, will provide appropriate
airborne and terminal storage and processing devices, as well as a high
capacity reconnaissance information link.
In view of the cost of OS-I test vehicles, reconnaissance equipment
fabricated for the test program must be planned and engineered for max-
imum reliability so that necessary information can be obtained in a min-
imum of test flights. Consequently, presuming that satisfactory interim
operational capability is demonstrated in the test program, production
versions of reconnaissance equipment can be uItilized as early operational
equipment in OS-II and OS-III systems. The preliminary equipment charac-
teristics discussed below have taken into account the desirability of early
operational employment, as well as the requirement to provide basic engi-
neering data necessary for development and production of ultimate systems.
Particularly in OS-II, it is recognized that payload limitations will
restrict the reconnaissance equipment carried on any single mission and
that capability for rapid, flexible interchange of reconnaissance gear will
materially improve operational capabilities of the system. Maximum provi-
sion for such flexibility will be a design objective during Phase I studies
and the subsequent development program_
ELECTRONIC INTELLIGENCE SYSTEM (Elint)
The Elint system proposed by Ramo-Wooldridge for initial testing in
the DS-I will gather detailed signal data, including ground locations, over
a strip 200 miles wide beneath [he vehicle. In [he basic development pro-
gram, provision will be made for video recording of Elint data and capa-
bility to transmit this information to the grounarm- an airborne vehicle)
over the high-capacity reconnaissance data link.
;: 5 II-
Summary of BUnt SUbsystem Performance
ANTENNAS
DESCRIPTION
Spiral antennas will be used for the Land
S bands.
Slot antennas arrays will be used for X
bond.
CHARACTERISTICS
Performs source
location function
GAIN: Minimum of 10 db above 650 mc, for any polariza-
tion unity gain below 630 mc.
AREA COVERAGE: Analysis confined to signal sources lo-
cated in a rectangular area roughly 40 x 200 miles. As the
vehicle moves, a p a t ~ n width is swept.
SIZE: 2 antennas, each 1.5 feet x 3 feet x ~ foot. "'-f) \
-
RECEIVERS
DESCRIPTION: Rapidly scanning superheterodyne receivers pro-
viding detection of AM, FM, and CW s.lgnals with high reso-
lution.
CHARACTERISTICS
FREQUENCY COVERAGE: Initially L, S, X, with growth poten-
tion to 50-100,000 mc.
SENSITIVITY FREQUENCY BAND
-84 dbm L
-84 dbm S
-74 dbm X
DYNAMIC RANGE: 65 db in Land S bonds, decreasing in
the higher frequency bands.
VIDEO RECORDER
DESCRIPTION: Photographic film recording of scope display
using multiple rd,ter with either intensity or deflection modu-
lation.
FREQUENCY RESPONSE: 10 kc to 5 mc.
PROGRAMMER
A. Contro,ls analysis duration, based upon signal density, to
maintain maximum degree of confidence in signal data.
B. Controls analysis in accordance with an assigned signal
priority.
SIGNAL ANALYSIS
PARAMETER
Source Location
Frequency
PRF
Pulse Width
Relative Signal Strength
RANGE
within 200-mile-wide
path covered by antennas
Initially L, 5, and X with growth
potential to 50 to 100,000 mc
50 to 50,000 pps
0.2 to 20 microseconds depend-
ent on freqiuency range
same as dynamic range
ACCURACY
5 miles
10%
+ 1 % over 500 pps,
2% to 500 pps
10%
10%
Modulation Characteristics: CW, AM, FM, coherent signals, oth'ers analog-recorded
Maximum Intercept Capability: 30 intercepts per second per frequency bancl. Each intercept
is defined as a complete set of parameter data for a given source.
Output Data Rate: onolog-600 kc
dlgitol-9000 bits/sec
video recording-5 me
" 70 02.2603
TECHNIQUE
Phase comparison for transverse position,
amplitude comparison for longitudinal position
Calibrated local oscillator
Multiple reed filter using synched pulse generators
to separate interlaced pulse trains
Averaging of constant amplitude puis.
derived from intercepted pulses
Measurement of AGe voltage
--------
In the proposed system, source location is obtained co 5 mile accuracy
from a single brief intercept by phase comparison techniques, in contrast
to multiple d-f Cut procedures. Use of such "single shot" techniques sub-
stantially improves in-flight analysis efficiency, and also makes rapid ground
read-out and data .reduction possible. The receiving system will consist
basically of scanning 5uperhets of high resolution and high sensitivity. In
order to achieve optimum performance, both analysis time and scan cycle
will be controlled by a programmer adjusted co signal density.
The prototype systems proposed for test in DS-I cover the L, S, and X
frequency bands. This frequency coverage is considered adequate for the
test program and early operational implementation; however, if needed
later, full coverage can be provided from 40 megacycles co 100,000 mega-
cycles.
Although antenna breakdown is not a problem in the Elint system
since operation is passive, a serious reception problem may be posed by
shock wave ionization and ion sheath formations around the DS vehicle.
This problem as well as those which may result from signal refraction
within the ionospheric layer will be thoroughly investigated during the
Phase I study.
INFRARED RECONNAISSANCE SYSTEM
The Ramo-Wooldridge Corporation has proposed twO infrared systems
for testing in the DS-I vehicle; a dual channel ground mapping infrared
system and an ICBM detection and tracking system. Tests of these systems
will determine military capabilities and limitations of IR equipment in
DS vehicles and will provide information necessary for engineering the
ultimate equipments to be utilized in the DS-I1I system.
For both the proposed infrared equipments, irdome heating, under
gliding eype operation, is probably the most difficult problem co be faced
in rhe developmental program. Two problem areas arise in infrared systems
under hot irdome conditions:
( 1) losses in transmission of infrared energy through the irdome and,
( 2) deteccor saturation as a result of radiation from the irdome.
Preliminary studies indicate that rhe irdome heating problem can be
solved by judicious choice of irdome material and irdome location on the
DS vehicle, possibly supplemented by direct cooling if a location disadvan-
--
tageous from the heating viewpoint is required. Although considerable
development is needed, a number of possible cooling techniques, including
transpiration and gas circulation, are available for employment if necessary.
Total enthalpy considerations indicate that no irdome heating problem will
exist above 400,000 feet, and there is substantial doubt as to its seriousness
at altitudes as low as 250,000 feet.
Both the ICBM deteetion-and-tracking system and the ground map-
ping system will be supplied with 20-inch apertures. This aperture is
required by the ground mapper. However, if only ICBM detection were
considered, a smaller aperture would be given serious consideration for
this system. In recommending the large aperture ICBM system, cognizance
has been taken of the fact that, in the ultimate DS-III system, IR search
and detection equipments will be required to detect, at very long ranges,
vehicles with substantiaUy less radiation than that from ICBM propulsion
units. Vehicles for which severe detection requirements are likely to exist
include enemy craft, possibly of DS type, and potential enemy DS inter-
ception systems. In addition, against ICBM's, a 20-inch aperture assures
non-marginal detection of first and second boost stages at ranges of almost
2,000 miles, limitd only by line-of-sight. Also there is a possibility that
the 20-inch system can continue to track an ICBM after burnout. Such
capabiliey would be of first rate importance in anti-ICBM applications of
DS systems since it would also, because of continuous tracking, furnish
decoy discrimination.
The dual channel ground mapping system will provide
mapping in the 3-5.5 micron region and in the 3-3.3 mm passive micro-
wave region. Recent experimental work in passive reconnaissance at 8 mm
has shown this ro be a fruitful spectral region ro explore. An equally good
all-weather atmospheric window (approximately 1 db total attenuation or
3 db through a medium rainfall) exists at the recommended 3-3.3 mm
region, which also provides substantially increased system resolution. Detec-
tion components, including wave guide and a local osciUator of necessary
power, are now available commercially. Computations indicate that terrain
features should be detectable at 3 mm through polarization differences, or
by their temperature contrasts, down to a difference of 8 ' Kelvin, observed
against an ambient background.
022603
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The 3-3.3 mm channel of the proposed mapping system will operate
all weather and provide a resolucion of 6 mils, The line scan infrared
channel operating in the 3-5,5 micron region will nOt be aU-weather, but
will achieve Y2 mil resolution and, from an altitude of 280,000 feet, can
distinguish a temperature difference of less than l' Kelvin against an
ambient background. Both channels will provide mapping information
over a 90' angle perpendicular to missile COurse.
ProtOtype ICBM search and track systems furnished for the DS-I test
program will cover a search field whose dimensions are 10;' in elevation
and 110 in azimuth. However, much greater coverage would be a design
objective for systems supplied for DS-I1I. The planets, and a few of the
brighter stars, will appear as spurious targets in the search field of the
proposed detecting system, However, these objects are few in number
and their positions are known, so they can be readily eliminated in opera-
tional systems by straightforward techniques.
PHOTO-INTELLIGENCE SYSTEM
It is planned that development of the camera porrions of the integrated
reconnaissance system will be subcontracted by the Ramo-Wooldridge Cor-
poration. Several companies have been contacted for information on camera
development and a contraCt will be let for Phase I investigation, to be
followed, if necessary, by development of a reconnaissance camera of approx-
imately 36" focal length for test in the DS-L Other focal lengths will be
developed as indicated by these tests.
Using advanced techniques, the proposed phoro-intelligence system call
achieve a ground resolution of approximately five feet from an altitude of
300,000 feet with strip coverage of 30 miles. Thus, by itself, this camera
can perform extremely important military reconnaissance from DS-II
vehicles. For DS-III reconnaissance vehicles at 300 miles altitude, similar
resolution can be obtained by subsequent development of a camera with
substantially longer focal length but utilizing the same basic techniques.
The development program will include fast in-flight processing
equipment and read-out equipment to the reconnaissance data link, so
that initial investigation can be made of the TV capability planned for
the DS-III system. However, it is planned that in-flight processing and
read-out equipment required for TV capability will be flight tested at a
72 022603
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later date than the basic camera package. In the initial tests, film will be
gfound processed and analyzed at the end of test. Ground processing is
likely co be a required alternative even for advanced operational systems
because film resolution loss may occur with high speed, in-flight developing.
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In unmanned OS vehicles, camera operation will be controlled by a
programmer using inertial system outputs. Requirements for camera envi-
ronmental control and stabilization will be analyzed in detail during Phase I.
It is expected that long-term stabilization will be obtained from the inertial
system, and that rate gyros will furnish necessary short-term stability.
ACTIVE RADAR
The Ramo-Wooldridge Corporation has proposed development of a
high resolution, side-looking, ground mapping radar for test in the OS-!
vehicle and possible operational employment in the OS-II system. On the
basis of preliminary studies, the radar proposed will use doppler tech-
niques to provide at least a 75-foot ground resolution element over a
ground swath 25 miles in width from an altitude of 400,000 feet. Scanning
will be accomplished by vehicle motion, and the radar will operate at
frequencies providing all-weather capabili ty. Antenna dimensions are
directly related co suppression of velocity ambiguities, and represent a
much more critical design constraint at OS system speeds than at conven-
tional aircraft velocities; however, initial studies indicate that the antenna
array will be less than 20 feet in length and compatible with the proposed
OS-I configuration.
Although a very high degree of design sophistication is necessary to
achieve the above capabilities, weight and power requirements of the
radar are reasonable, and development of the system is feasible if satis-
factOry solutions can be found to problems which may be posed by ionized
shock wave attenuation and corona breakdown. Pulse compression tech-
niques can be used to reduce peak radiated power, and they offer a
promising approach to the breakdown problem if use of very short pulse
lengths is found unsatisfactOry. Similarly, MASER techniques can be used
to provide very low noise figure receivers, if shock wave attenuation is
found to be unacceptable.
The attenuation and breakdown problems will be eliminated for orbit-
ing OS-III vehicles, however, because of the increased radar range required,
very low noise figure receivers will be needed to hold power requirements
of ultimate OS-III radars within reasonable bounds. It is recognized that,
under OS-III operating conditions, much more severe design requirements
will exist than in the present system, and it is anticipated that the present
program will provide basic information for design of an adequate OS-III
radar system.
Suitable coupling equipment will be provided so that OS-I radar recon-
naissance test data can be transmitted co the ground over the high capacity
data link. With a resolution of 75 ft., a 25-mile mapping width, and a
vehicle speed of 18,000 ft/sec., the radar data rate is 400,000 elements/sec.,
which can be handled by the 1.25 mcs reconnaissance data link information
bandwidth which will be made available for the test program.
HIGH CAPACITY RECONNAISSANCE LINK
As part of the integrated reconnaissance system, the Ramo-Wooldridge
Corporation has proposed a high data rate air-co-ground communication
link, tOgether with ground facilities to permit rapid transfer of reconnais-
sance sensor outputs from OS vehicles to ground reception stations. The
222M2 73
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proposed link will provide a 1.25 mcs information rate, including recon-
naissance data plus a multiplexed speech channel. It is expected that data
transferred will include infrared and active radar mapping system outputs,
ICBM detection system data, Elint information, and, in a TV mode, in-flight
processed photo intelligence.
To minimize transmission losses in the ion sheath, which may surround
the OS vehicle under many flight conditions, it is planned that the link
will operate at S band frequencies or above, the proper frequency to be
determined during Phase I design studies. Vehicle antennas will be omni-
directional and the initial link will transmit at 200 watts power, providing
800-mile range to ground stations using tracking antennas of 25 db gain.
Receiving antenna beam widths will therefore exceed 10 with resultant
minimal requirements for tracking accuracy. The receiving antenna size,
assuming a parabolic dish, will be less than 3 feet and reception gear
consequently can be readily utilized in aircraft and, potentially, in other
OS vehicles. Programmed AFC will be provided in the reception equip-
ment to control frequency shift due to Doppler effect.
Development of the proposed link, together with OS-I test results, will
furnish the engineering basis for design of even more advanced, higher
capacity and longer range links for employment in operational OS-II and
OS-III. However, production versions of the proposed link itself will fur-
nish important military capabilities to early OS-III operational vehicles.
TRACKING SYSTEM
The Dyna Soar program, from the DS-I developmental phase through
the OS-III tactical phase, requires vehicle tracking for evaluation of per-
formance, for supplemental launch guidance, for range safety, for approach
information, for precise landing information, for ephemeris determina-
tion, for identification, and for tactical weapon system monitoring.
It is important to accomplish the maximum number of above-listed
functions with a minimum variety of equipment and a minimum missile-
borne weight. Also, to provide thorough testing and exercise of tracking
equipment, to provide for consistency and continuity in pilot operation,
and to avoid functionally redundant equipment during the entire program,
the same basic tracking equipment will be used during all phases of the
Dyna Soar program.
74 022603
In addition, it is required that the normal range tracking instrumen-
tation and destruct system at FMTR be utilized during R&D phases to
comply with range safety requirements.
After evaluation of various systems suggested by Sperry, RCA, General
Electric, Stewart-Warner, and Westinghouse, it is believed that tracking
requirements can best by met by utilizing the General Electric X-band pulse
tracker, MOD. II, WS-107 A, developed for Atlas guidance and the AN/-
GSN-5 K-band automatic ground-controlled approach system. The MOD.
n equipment will satisfy all functional requirements except that for pre-
cision ground-controlled landing. The AN/GSN-5 equipment will provide
landing guidance.
SYSTEM DESCRIPTION
The General Electric MOD. II WS-107A-1 pulse tracker is a 200 kw
X-band radar using a six-foot diameter monopulse antenna. The antenna
is mounted on a mobile trailer chassis which is firmly positioned on a
concrete pad in use. The pulse cate is 140 pulse groups per second, and each
pulse group consists of 14 pulses that serve as a ground-to-air data link. In
this 14 pulse group, three serve as synchronizing pulses, three provide an
address associating the message with the proper vehicle, two provide delta
modulation commands for pitch and yaw, and four provide a channel for
16 discreet commands. The fourteenth pulse triggers the airborne beacon
single pulse return to provide range dara on the ground. The beacon pulse
is 2 kw of 0.5 microseconds duration. The missile-borne pulse beacon and
pulse group decoder weigh about 100 pounds and require approximately
300 watts, though study of possible transistorization indicates that these
figures would be reduced about 50 per cent in the transistorized versions.
The MOD. II pulse tracker can provide angular accuracy of 0.1 mill i-
radians, range accuracy of 50 feet, range rate accuracy of 0.1 feet per
second, and angular rate accuracy of about 2.0 microradians per second for
a 50 second smoothing time. These numbers include the effect of radio
propagation during average weather conditions and are appropriate for
tracking velocities, elevation angles and ranges to be encountered in the
Dyna Soar program.
DS-I operation will require an instrumented global range. The MOD.
III equipment already in use at Cape Canaveral will be used for position
data and for supplemental launch guidance. A MOD. II tracker and an
ANjGSN-5 will be used at each landing site. In addition, mid-course
tracking points will require MOD. II tracking equipment. Thus, MOD. II
trackers will be used at St. Lucia, Ascension, Australia and Edwards Air
Force Base. ANjGSN-5 equipment will be used at Grand Bahama, St. Lucia.,
Ascension and Edwards.
During the DS-I program. tracking concepts postulated for the DS-II
and DS-III programs will be verified. In addition to demonstrating acqui-
sition and identification capability, the feasibility of using the MOD. II
trackers for final landing phase will be investigated, to verify need for the
AN/GSN-5 equipments.
First installation of the MOD. II pulse tracker and ANjGSN-5 equip-
ments will be at Edwards AFB. This equipment will provide continuous
tracking of aircraft-dropped test flights and will provide the landing
capability.
In addition to range, azimuth, and elevation information recorded as
test data, the MOD. III tracker with CW rate equipment installed at
FMTR will provide radio-guidance back-up to the inertial guidance
system during boost. Upon failure of the inertial guidance system, as deter-
mined from telemetered data, control of the autopilot will automatically
switch from the inertial system to the MOD. III pulse group decoder. The
MOD. III ground tracker will provide commands through the pulse group
data link to place the vehicle on a safe flight path for return to earth.
On all flights at the Canaveral range, the normal range tracking radars
will collect range, azimuth, and elevation data as a back-up system to MOD.
II and III equipment. This range equipment, consisting of AN/FPS-16
radars, requires an airborne, Cband beacon. Also, rescue tracking
techniques will be employed, utilizing a crash beacon in the test vehicle.
OS-II
The DS-ll tactical demonstration will require' a landing facility in South
Africa in addition to the entire DS-I tracking instrumentation. Thus, a
MOD. II and an ANjGSN-5 must be installed at this location.
OS-Ill
DS-III tactical operation is by far the most involved tracking problem.
The concept of DS-III envisions about 1600 satellite vehicles revolving
continuously in randomly-distributed orbits. In order to determine the
ephemeris, and coincidentally identify the vehicles and monitOr the weapon
complex, it will be necessary to make about twenty ten-minute tracking
observations on each vehicle during the 100-day orbit. These observations
will consist of several tracks during the first day in orbit and one observa-
tion per week thereafter. It is estimated that ten tracking stations, eight
located throughout the United States, one near the equator, and one south
of the western United States at 45) south latitude, would provide DS-III
tracking capability. It is necessary that the eight stations located in the
United States be equally spaced in two rows of four across the breadth of
the nation. TIle data link antennas, utilized for reconnaissance data recep-
tion, will be located at these tracking sites in order to utilize the pre-
ephemeris information for pointing.
After each tracking observation, range, elevation and azimuth, versus
time, will be sent to a central computing facility for ephemeris calcu-
lation, as well as correlation with reconnaissance data. Thus, the track-
ing system must include an accurate timing system. If the vehicle is moving
at 25,000 feet per second, range, azimuth and elevation data timed to a
few are essential. This timing could be done by atomic clocks
at each cracking site. National Company, Waltham, Massachusetts, builds
such clocks which have a one millisecond errOr in one hundred days.
The calculation of the effect of the stated equipment errors on pre-
dicted satellite position is very complex if the refinement of multiple pass
observation is taken into account. However, it may be shown that as the
result of a single observation, the ephemeris is sufficiently well predicted
to allow acquisition on the next pass over the same point without placing
the radar into a search mode. The second satellite observation will remove
95% of the longitudinal error. Observation at 90 along the orbit, by the
site at 45
0
south Latitude, and at 180
0
along the orbit, by tracking twelve
hours later, will allow a major reduction of the altitude and azimuth errors.
These observations spaced along the orbit are required because these errors
are repetitive and do not accumulate.
022603 75
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VOICE COMMUNICATION
OS-l
For the DS-I conceptual test vehicle, communication equipment will
consist of a UHF voice transmitter-receiver and a data link receiver multi-
plexed on the same antenna_ The operating frequency of the data link sys-
tem is deleted from the voice transmitter-receiver together with the ad-
jacent channels, -+- 100 KC, in order to provide interference-free data
reception. The pilot will thus be able to talk to ground without interrupt-
ing incoming data signal flow. For drop tests and medium range flights,
ground facilities will be available to provide continuous communication.
Circumnavigational flights will be over long stretches of water. They thus
preclude continuous voice and data link contact.
OS-II
For the DS-II vehicle, normal air-to-air voice communication is avail-
able using installed equipment. Enough channels (1750) are available for
allocation of both air-to-air and air-to-ground communication. Desirable
growth potential exists for DS-II in use of a channel of a digital data trans-
mission system on the vehicle. This has the advantage of obtaining a secure
means of voice communications. H.F. ground-to-ground stations will be
used to link the continental military command with the overseas launch
site and the landing site. These stations will be equipped with automatic
relay capabilities in order to provide direct voice contact between the
military command and the vehicle.
OS-Ill
In the DS-III concept command stations will be used and a large
number of vehicles will be under command. A large number of channels
will be required for adequate communication. Digital addressing and voice
transmission by digital means can accommodate a large number of vehicles.
Ground contact with any of the vehicles in orbit can be accomplished
best through one of the orbital command stations, which acts as an auto-
matic relay station or secondary command post. Message centers in the
continental United States will be equipped with UHF facilities.
Collins, Stewart-Warner, and RCA have been contacted for equip-
ment availability. The ANI ARC-62 manufactured by RCA is preferred for
the airborne UHF voice communications for the DS-J and DS-II.
76 D2-2603
This UHF transmitter-receiver provides the greatest capability for its size.
One thousand seven hundred fifty (1,750) channels are provided in the
225 to 399.9 megacycle band. The transmitter-receiver occupies 975 cubic
inches. The transmitter has a power output of 25 watts.
Ground-to-air UHF voice communication will use the AN/GRC-27
type ground transmitter-receiver, which provides am pli tude modulated
transmissions in the 312.5-399.9 megacycle range. The receiver-transmitter
bandwidth spectrum will be sufficiently broad to accommodate frequency
drifts from equipment and doppler effeers.
DS -I TEST TELEM ETER
It is estimated that 300 to 500 separate variables will be telemetered,
and that 100 to 200 of these may be active on anyone vehicle. Most of these
variables will be handled adequately by sampled telemetering with two to
20 samples per second. Some things., such as vibrations, will require much
higher sampling rate--or continuous monitOring with high frequency
channels.
The telemeter system will have flexibility of application to measure the
items of greatest interest out of the number available. Minor setup changes
in the telemeter system such as substituting one measurement for another
can be done in one day or less. The telemeter system will be adaptable to
a completely different measurement list in about one month interval. This
flexibility is essential to conduct of an R&D program with reusable vehicles.
The telemeter system will be compatible with existing facilities and
personnel experience at CCAFMTR and at BAC. It will have a range
capability of 400 to 500 nautical miles.
PROBLEM AREAS
Two problems are associated with all radar and radio communication
systems in the vehicle. These arise from the vehicle's hypersonic environ-
ment. These problems are attenuation of radio signals through the ionized
shock wave, and electrical breakdown of antennas. Attenuation through
an ionized region depends on the electron density and on the frequency of
the radio wave. Ionization increases with increasing temperature, and is
therefore most intense at the vehicle ~ o s e , decreasing somewhat in the
shock wave aft of nose.
Preliminary calculations indicate that for a Mach 20 vehicle at 200,000
feet, one-way attenuation through the nose shock is of the order of 100 db
for frequencies as high as 10
1
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the attenuation is of the order of 25 db. Location of an antenna in the,
nose is therefore completely Out of the question. The situation becomes
progressively better moving aft of the nose, but some attenuation still
occurs at higher flight speeds. Further analytic work on attenuation, and
especially experimental work as outlined elsewhere in this proposal, will
have to be done to determine how radar and radio signals are attenuated,
as a function of vehicle operating conditions, antenna locations, and fre-
quency.
Electrical breakdown of antennas depends, for a given voltage gradient,
on operating frequency, pulse length, pulse repetition frequency, and on
pressure altitude. Vehicle speed and ionization may also be contributing
factors. A plot of critical voltage gradient vs. altitude, other variables being
fixed, exhibits a minimum at altitudes between 100,000 to 250,000 feet,
with the magnitude of minimum breakdown gradient depending on aper-
ture or gap width. Oirect solution of the breakdown problem, namely,
reduction in power Output, is the opposite of what is needed to overcome
the problem of signal attenuation through an ionized shock wave.
The approach to the second problem, signal attenuation during hyper-
sonic flight, will be threefold. First, the test program will be planned to
use rearward transmission from the vehicle so that ionization in the trans-
mission path of interest will be a minimum. Second, possible improvement
by use of higher carrier frequencies will be considered. Third, if r-f drop-
outs are unavoidable during re-entry, tentative plans have been made for
including a high-capacity short-duration airborne recorder for use during
this period. Typical of available equipment is the Ampex MR100 tape
recorder. This unit has two tracks with response compatible with the
FM/FM telemetry currently planned. Recording duration is four minutes
maximum, size is 1/5 cubic foot, weight is 19 pounds. It is anticipated that
sufficient data can be acquired in the P1V test series to determine prob-
ability of r-f link failures at re-entry time for the global flights to follow.
This is nearly one and one-half years before first global flight, so ample
time exists to modify plans.
With these considerations in mind, the following telemeter system is
proposed. The system consists of two nearly-identical subsystems. For early
tests, such as drop tests, etc., half the system will be omitted. The total
system has the following information capacity:
Numbet' of Sampling Maximum 'Typical
Channels Rate Frequency Response Accuracy
20 (FM) Continuous Graduated from 20 cps 50/0 of full
to 1200 cps scale
86 (POM) 20/second 10 cps 3<70 of f/s
86 (POM) 2/second 1 cps 3% of f/s
Two r-f transmitters will be used, each with a power of 20 watts, Fre-
quencies will be in the 215 to 235 mc/s band with spacing between
frequencies of six megacycles or greater.
The telemeter system described above is selected largely on the basis
of availability and dependability for early flights of OS-I. The system will
be adequate for the entire OS-I program and could be adapted to R&O
phases of OS-II and OS-III. Attention will be given, however, to new
developments, and field trials of PCM telemeter equipment. Improve-
ments to be obtained in accuracy or equipment weight by conversion to
PCM equipment in OS-II and OS-III, or in later portions of OS-I, will be
evaluated.
The telemeter system discussed above will be compatible with tele-
meter receiving stations that will exist at CCAFMTR by 1960. This ground
equipment at each receiving station will consist of a (Tri-Helix) high
gain tracking antenna with associated preamplifiers, two receivers, and tape
recording equipment.
Two FM/FM telemeter receivers will be required. Clark Model 1400
receivers will be available and can be used. It is desirable to use phase-lock
demodulation. This could be accomplished by modification of the Oark
1400 or by substitution of a different receiver. Phase-lock development
programs are currently under way at Radiation, Inc., and in the Boeing
Bomarc Oata System Design Group.
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Antenna requirements have been established, based on conventional
coverage over the firing range using down-range ground stations. Patterns
will be evaluated by model techniques; and impedance, by means of full-
scale mockups. A complete analysis of ground facilities, flight profiles,
range requirements, airborne equipment, and environmental factors will
influence final decisions of antenna design.
1. UHF VOICE/DATA LINK (330-400 me)
Two annular slot antennas on the vertical centerline, one on tOp behind
the cab and one on the bonom under the pilot"s seat will provide combined
coverage giving maximum signal strength on the horizon omnidirection-
ally. Switching and/or multiplexing will be required for use of dual anten-
nas and multiple equipments. Limited amounts of energy may be obtained
in each direction on the vertical axis by intentional dissymmetry of the
annular slots. The use of external antennas, if mechanically feasible, will
reduce volume requirements.
2. TELEMETERING (215-230 me)
Excitation of the ventral fins provides the most convenient method of
operation in this frequency band with reasonable antenna size. Outboard
looking linear slots in each ventral fin will provide nearly omnidirectional
coverage. Outboard looking cardoid patterns are required to prevent inter-
ference nulls due to the antenna spacing of about one wavelength. Boost
shadowing may require a boost-mounted antenna with pull-away disconnect
to the missile mounted antennas.
3. C-BAND BEACON (5400-5900 me)
Centerline, tOP and bottOm mounted antennas will be required to pro-
vide adequate coverage for complete down-ranging tracking. Annular slots
will provide maximum horizontal gain; however, the need for more com-
plete coverage and/or circular polarization may necessitate consideration of
other cavity antenna types such as helices. A separate, boost-mounted, bea-
con and aft-looking antenna are planned.
4. L-BAND IFF/BEACON
A single, bottom centerline mounted, annular slot should give adequate
coverage for continental tracking.
5. LANDING ALTIMETER (4300 me)
Simple, bonom mounted, linear slots should give adequate, downward
looking coverage for transmitting and receiving.
r 78 D22603
6. HIGH ALTITUDE ALTIMETER (1630 me)
A broadside array of linear slots will be required for both downward
looking receiving and transmitting antennas to obtain the altitude capa-
bility required.
7. LONG RANGE COMMUNICATION-HF (Test)
A whip antenna that is pushed down near the vehicle center at high
autitudes will provide an antenna that is an appreciable portion of a wave-
length with minimum weight. The length will be set at about one-quarter
wavelength in the frequency band from 15 to 25 me. This type of antenna
will make possible a simple HF system with optimum patterns for long
range communications.
8. TRACKING BEACON (8500-9600 me)
In order to meet range reqUIrements, high gain antennas are required.
Multiple antennas with command switching or more complex arrays with
specially shaped patterns may be used.
The major problem areas involved in antenna design for this vehicle
are considered to be the environmental conditions of temperature and
altitude.
Study programs are already under way in investigation of dielectric
materials for high temperature application. Assuming _skin temperatures
below 2000 F the following materials may be useful:
a. Castable Fiberfrax; Carborundum Company, FS-50, FH-90, F-l00.
b. Pyroceram 9606; Corning Glass Works.
e. Boron Nitride; Carborundum Company.
d. High alumina materials.
Principal problems associated with use of this type of brittle material are
in the mechanical propen-ies and attachment. The use of less refractory
materials, that have the advantage of easier attachment, is also being inves-
tigated. In some antenna developments, materials may not be available in
time for initial flight tests. ~ o w e r temperature materials may be used in
glide and boost-glide tests to be replaced by the permanent design for final
flight tests.
Reports from various rocket projects indicate communication loss at
200,000 to 300,000 feet. Studies are now underway to determine the cause,
to prevent such failures in DS-I. Antenna breakdown, ionization, tempera-
ture, altitude and air velocity will be included in a broad study program.
Optimum antenna configurations will be developed to obtain the most
uniform antenna aperture illumination and reduce induction fields.
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COUNTERMEASURES
The use of active countermeasures from either gliding or orbital ve-
hicles is subject to serious limitation by antenna breakdown or prime
power availability. While these problems will be solved eventually, it is
not likely that active countermeasures will be an a.ttractive form of de-
fense. Decoys, however, are particularly effective.
MODE A
RECONNAISSANCE VEHICLE MAP
MATCHES CHECK POINT AND
IDENTIFIES TARGET

RECONNAISSANCE
---------------
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Dyna Soar II Weapon SYJtem
MODE B
BOMaeR RECEIVES TARGET
POSITION, MAP MATCHES CHECK
POINT, AND CONTINUES
INTERTIAll Y TO TARGET
ICGM
MAP
MATCHING
CHECK
POINT
---.....
.........
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INERTIAL
FLIGHT

TARGET
AREA
Low-drag shapes, released from glide vehicles, will have substantial
range, and will require the defense to take retaliatory action. When de-
coys are released from orbital vehicles, they can be given any desired
lifetime and will be extremely expensive for the enemy to destroy. In
view of the importance of such countermeasures, they will be actively
studied during Phase I of the OS contract.
OS-II WEAPON DELIVERY
OS-II weapon delivery (Mode A) is accomplished through a combina-
tion of a manned reconnaissance vehicle and a weapon vehicle (ICGM).
Basic guidance system for these vehicles is the inertial autonavigator dis-
cussed earlier in the proposal. In the manned reconnaissance vehicle, the
inertial guidance system will be supplemented with a high resolution
ground mapping radar with an automatic map-matching attachment. The
radar will allow the operator to recognize and identify targets whose
general location is known and to determine exact target location with
respect to pre-selected checkpoints. Target location can then be com-
municated to the strategic weapon vehicle or to the launching sites for
weapon assignment.
In addition to the inertial system, the ICGM vehicle will contain a
low resolution radar with an automatic map-matching attachment. Since
only area matching is performed, a high resolution radar is not required.
This radar will be used to correct accumulated error of the inertial system
by locking-on the same pre-selected checkpoint as used by the reconnais-
sance vehicle. The checkpoint would be located about 100-200 n. m. from
target and the inertial system would provide accurate guidance extrapola-
tion from checkpoint to target. Since the reconnaissance vehicle and ICGM
reference target coordinates to the same checkpoint, weapon delivery would
be accomplished with high accuracy, giving the weapon system a hard
target destruction capability.
An alternate method of weapon delivery (Mode B), involving simul-
taneous operation of two or more vehicles, is also possible. Here the manned
reconnaissance vehicle selects the target and establishes its coordinates by
in-flight computation. This data is relayed to a following ICGM via a
secure data link. A sketch of the target location and bomb delivery concept
is shown in the accompanying figure.
Accuracy analyses of the reconnaissance-ICGM combination have been
made. In a typical mission the following conditions were calculated:
Reconnaissance fix by radar on known checkpoint 770 ft. CEP
Reconnaissance identification and fix of target 770 ft. CEP

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Reconnaissance inertial measurcmcnt of distance and bearing
ro mrget from checkpoint (assumed 100 n. mi.) 120 ft. CEP
ICGM map-matching fix on known checkpoint 770 ft. CEP
ICGM inertial navigation ro mrget identified and
fixed by commander 860 ft. CEP
Root sum square 1600 ft. CEP
For checkpoint 500 n. mi. from the mrget, the CEP is increased ro 3700 ft.
To establish adequacy of the map-matching operation at high altitudes,
the DS-I will fly a prorotype map-matching radar at altitudes from
100,000 to 200,000 feet. Radar pictures obtained from such flighrs will
be compared wirh simulated radar pictures to determine map-matching
accuracy and the matching rario, which is an indication of rhe contrast in
the pictures. Such a flight test will also indicate the effect of rhe ionized
shock wave layer on rransmission or contrast at various flight speeds.
OS -III WEAPON DELIVERY
The DS-III bombardment weapons are orbital and are used either for
ground bombardment or for arrack against enemy missiles or satellites that
have been launched. On receiving the proper command to attack a given
target, the weapon changes to a new trajectOry and proceeds to the target.
This change of trajectOry is accomplished by firing rockets that can be
oriented so that the correct vectOr velocity is obtained.
Because of the inaccuracy associated with ballistic trajectories in the
atmosphere, weapon delivery against ground targets will utilize the basic
vehicle and its guidance system.
Several modes of operation are possible. The coordinates of the desired
impact in an inertial reference system can be sent to rhe weapon vehicle.
Airborne computarion by rhe navigation sysrem will then determine the
correct point to iniriate re-entry. After entering the earth's armosphere, the
vehicle will be guided ro rhe rarget by the inertial guidance system.
. For some targers the final phase of rhe trajecrory may be controlled by
ATRAN radar guidance, supplementing the inertial guidance for increased
accuracy. Other target derived systems can be used if the situation warrants.
Against targets requiring unusually accurare weapon delivery, a com-
mand guidance mode may be possible. This method 0: operation would
utilize the manned reconnaissance vehicle to view both the target and the
weapon vehicle simulraneously. The weapon vehicle would be inerrially
guided, with fine correction dara sup lied over rhe dara link by the recon-
naissance vehicle. Failure of the data link due to jamming would result in
..
80 02-2603
a conventional inerrially guided arrack.
OS-III ANTI-MISSILE CAPABILITY
The objective of the anti-missile capability is ro intercept and destroy
any enemy space vehicles, ICBM's and or ground-ro-space missiles. This
can be accomplished wirh a system similar to that proposed for the last
stage Ramboge anti-ICBM missile. That system's lasr stage propulsion and
guidance consisred of a fixed rocket, swiveling vernier rockers, reaerion
controls, inertial system, semi-passive radar, infrared seeker, computer and
control sysrems. Development efforr that has gone into the anti-ICBM
sysrem can be directly applied to the DS-IU weapon delivery vehicle ro give
it anri-missile capability.
The DS-IU weapon delivery vehicle has a reverse rocket propulsion
system and an inertial guidance system. These systems can be used for
either ground or air targets. Consequently, it appears desirable to incor-
porate dual capability in the weapon delivery vehicle. The anti-missile
capability is accomplished as follows:
1. The command vehicle establishes enemy missile space-rime rela-
rionship.
2. Orbiting weapon carrier in that area is chosen for attack on enemy
missile.
3. Space-rime relationship of enemy missile is rransmitted to weapon
carrier.
4. Anti-missile components are separated from the glide components
as shown on page 8'1. The separared vehicle can attain a differen-
tial velocity of 5000 fps.
5. Reaction controls orient rnese components properly for fixed' rock-
et firing. This fixed rocket is the same rocket used for de-orbiting
if the satellite bomber were used for ground arrack .
6. Fixed rocker is fired putting anti-missile components on a collision
course wirh enemy missiles.
7. Terminal phase guidance is accomplished through infrared, reac-
rion controls, inertial system, computer, and vernier rockets.
Incorporation of anti-missile capability in the DS-III weapon delivery
vehicle will best be accomplished with a separate development program.
This development program will be a separate sub-contract and will be
phased into the weapon system at such a time as the dual funcrion relia-
bility is established.
I.R. ANTENNA TARGET SEEKER
INERTIAL NAVIGATION
FLIGHT CONTROlS - COMPUTOR
SA TTERIES FCN GEN. AND TIMER
WARHEAD--------------
VERNIER ROCKET (2)
180" ROTATION-
DS. III BOMBER/MISSILE
MISSILE EJECTION COMPARTMENT
BOMBER THRUST TERMINATION
ROCKET I MISSILE PROPULSION
ROCKET
PROFILE SPACE MISSILE
Spctce Mio'ile Interception
ANTII.C.B.M. SPACE MISSILE '-
OS III __ -----
------- --- ENEMY I.C.B.M. ----------
EARTH CONTOUR '- /
--
REACTION CONTROl.
HYDRAULIC
SYSTEM N.
WARHEAD
FUSE
--
-------
EFFECTS OF ENEMY NUCLEAR WEAPONS
USED AGAINST OS VEHICLES
Enemy defensive action using high yield nuclear warheads poses serious
problems in operational use of DS-U and DS-lIl. In the thin or non-existing
air at high altitudes (100,000 feet and up) lethal radii for the several types
of radiation from a nuclear weapon are much greater than at sea level.
The accompanying graph indicates the horizontal range, as a function of
altitude, of the various effects from a high-neurron-flux, one-megaton
weapon. The enemy defensive nuclear missile may be effective at relatively
large distances when used against manned vehicles.
Neutron flux can cause damage to many different kinds of systems.
Thus, photographic film will become seriously fogged at about 100 rem
rep) neutron dose. Nausea is induced in man at about 200 rem and
almost instant incapacitation is produced at 5000 rem, transistors are dam-
aged at a flux between 10
12
and 1013 neutrons/cm
2
(nvt) and a nuclear
warhead can be destroyed by a flux of about 3 x 101.; nvt. The radii for these
effects increase gready as the altitude is increased, reaching a limiting value
in a vacuum. On the other hand, the overpressure lethal radius (6psi was
chosen here as being lethal to average aircraft structure) decreases as
weapon burst altitude increases, because of the reduced air density. The
thermal radiation damage radius (50 calories/cm
2
was chosen here as being
lethal to average aircraft structures) increases slightly as burst altitude is
increased to above 100,000 ft., but somewhere above that altitude it is
estimated that this effect will disappear and will be replaced by an X-ray
effect which, at sufficiently short range, will damage structure by vapor-
izing the outer surface and sening up tremendous pressures in the material.
This transition from thermal radiation to X-radiation comes about because
of the increasing temperature of the fireball as the air becomes more
rarified.
Certain other effects of high altitude nuclear bursts can be speculated
upon. Thus calculation shows that a megaton burst around 250,000 feet
will give rise to an ionized "cloud" under the burst (100,000 to 200,000
feet altitude) of such lateral extent as to impair communications between
ground and a satellite for a significant period of time (minutes or longer)
depending on the frequency employed.
While calculations and speculations can be made regarding the nature
and magnitude of certain effects from high altitude bursts, experimental
data is needed against which the theories can be checked. An important
022603
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step in this direction will be taken this year, when high altitude bursts will
be made in the forthcoming weapon testlng program in the Pacific.
Although the magnitude, or even the nature of several of the high-
altitude. nuclear effects. will not be known until experimental data are avail-
able, studies are being made by Boeing to determine what can be done to
improve the chance for survival of the aircraft, its subsystems, and the
crew. Shielding for the crew and sensitive components has been considered,
but in general it appears that it will not be possible to shield the crew to
a practical extent. For example, it requires a thickness of 8" of lithium
hydride, a good neutron shield, to reduce the neutron dose by a factor of 10,
or to reduce the range for a given dose at high altitudes by \110. Partial
body shielding should be considered as an alternative to tOtal shielding.
In addition to shielding, the possibility of protecting the crew from nausea
by drugs or certain injections is being studied at many laboratories in the
country.
Boeing has done considerable experimental work in determining the
effect of nuclear radiation on transistors and other semiconductors, and is
now working with a transistor manufacturer in a program to develop trans-
istOrs that are less susceptible to nuclear radiation. There is hope that, by
development and selection of components and by careful design of transis-
tor circuits, such circuits can be made to withstand neutron fluxes of
greater than 10\3 nvt.
With respect to thermal or X-radiation, the structure can be made more
resistant by increasing the thickness of the surface metal. The effect of
such radiation on non-metal surface material such as windows will have
to be investigated.
A program to obtain better understanding of the nuclear problem will
be undertaken during the Phase I study. The program will include the
following:
a. The importance of gamma rays in contributing to the nuclear dose
will be studied. Gamma rays were not included in the previous
discussion because of the uncertainties associated with their source,
time history, and aircraft motion.
b. The susceptibility of various subsystems to nuclear radiation will
be studied, experimentally where necessary, as in the case of Boe-
ing experiments on transistOrs. These studies will include not only
direct radiation effects but also secondary effects, such as ioniza-
tion effects on communication.
82 02-2603
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c. Trade-off studies will be made to determine the cost or practica-
bility of shielding the crew, wholly or in part, and of altering
the structure or subsystems to insure less vulnerability to nuclear
effects. Such studies will include feasibility of defending the ve-
hicle against attacking missiles by the use of defensive missiles.
SUBSYSTEM INTEGRATION
The foregoing material has described military the subsystems and the
function of each individually. These systems must function in harmony with
each other and with their ground-based components to achieve a success-
ful 'weapon system.
The following diagr;.un illustrates the functional relations among com-
ponents installed in the DS-I. It should be noted that multiple tracking
capability is provided through use of the C-band tracking beacon and
the AN/FPS-16 ground-based tracking radar as a redundant system to
the main WS-107 A tracking radar /beacon command link.
A guidance selector function is provided to assure command guidance
from the ground tracking system as a back-up for the navigation system
during boost, and to switch to the approach and landing system at the
proper time. Range safety control is accomplished with a dual channel
destruct system using a VHF data link receiver and an auxiliary destruct
receiver.
Pilot safety is assured through installation of a pilot ejection system
controllable from the ground in event of an emergency beyond the pilot's
control, during boost.
A military and/or scientific equipment pod is provided to conduct
stores ejection tests, camera tests, IR detection and mapping testS, radar
mapping and high resolution radar testing as alternative modes of testing
throughout the DSI flight test program. Data obtained from these tests,
along with that obtained from instrumenting the vehicle and system, will
be transmitted back to the ground via telemeter.
The proposed arrangement of components for DS-II is shown on the
next diagram. This equipment complement is based on the DS-II mission
concept illustrated. The vehicle illustrated is the tactical DS-II and there-
fore such equipment as the telemeter system, the auxiliary destruct sys-
tem, test instrumentation, and the scientific equipment pod have been
deleted. The UHF data link and destruct receiver has been replaced by a i
UHF data link and discreet address receiver to provide additional data
handling capability. The C-band tracking beacon has been changed to a
combination tracking/IFF beacon to provide identification for tactical pur-
poses. Tactical capability as a reconnaissance or bomber vehicle is provided
alternatively by the addition of reconnaissance and data storage equip-
ment or the substitution of a warhead and fusing and arming equipment
as shown by the dotted blocks. All other items, developed on the DS-I for
the tactical vehicles, remain unchanged with the exception of additional
capacity provided in the navigation computer. This is required for hand-
ling of increased data from the reconnaissance system.
The proposed DS-III military subsystem arrangement is shown in the
third diagram. This equipment complement is based on the mission con-
cept illustrated previously. A precise time clock and a star tracker have
been incorporated into the navigation system for accurate long term cor-
rection of the vehicle navigation system while in orbit.
A reconnaissance monitor display and a reconnaissance command data
repeater system has been provided to monitor reconnaissance data and
provide control of reconnaissance data transmission.
A ground command center has been provided that directs operations
of the DS-1I1 system. It keeps track of all satellites, schedules observations
and reporting of the reconnaissance satellites, and directs activities of the
bombers. It is equipped with large-scale digital computers and data process-
ing equipment that handles tracking, scheduling, and data obtained from
the reconnaissance activities. Photographic or TV observations by satellites
are interpreted and analyzed by a group of trained people assisted by infor-
mation handling equipment. Much of this data handling system is a direct
evolution of the data handling for system 117L.
In order to provide for combat surveillance and bomber assignment
for combat with orbiting unfriendlies, or attacking surface-to-air missiles,
an in-space combat system has been provided in the commander version
of DS-III.
Since the bomber vehicle now provides the capability of attacking air-
borne unfriendlies, a target tracking system has been provided in the bomber
vehicle.
D22603 83
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Dyna Soar I: System integration
LANDING
COMMAND
PILOT'S
DISPLAY
VEHICLE
POSITION DATA
TRACKING BEACON &
COMMAND LINK fsOo.9,
Me
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AUXILIARY
REFERENCE
NAVIGATION
SYSTEM
AUTO PILOT
PASSIVE
REflECTOR
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UHF DATA LINK &
DESTRUCT RECEIVER
SIGNAL - II I 1'---___________ ....
-.':1:2-4,00
TEST DATA &
INSTRUMENTATION
MILITARY AND/OR
SCIENTIFIC EQUIP. POD
LANDING COMMANDS
AUXILIARY
DESTRUCT RECEIVER
TELEMETER
TRANSMITTER
VERY HIGH RANGE
ALTIMETER
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CIANO
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TRANSMlmR RECEIVER 1----"" ..
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SIGNALS
FLARE OUT
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WS107A
LAUNCHORIIT
& DESCENT
TRACKING RADAR'
& COMMAND UNK
AN/GSN5
PRECISION
LANDING
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GROUND RADIO
,.------------------ .......
II RESCUE BEACON I :r.l - t,
L ___ ___ J
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GROUND SYSTEM
GROUND
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VEHICLE
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Dyna Soar III - System integration
BOMBER

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ADDRESS'
DECODER
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VEHICLE
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AUTO PilOT
UHF DATA LINK
& DISCRETE ADDRESS
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RECON DATA
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WARHEAD &
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GROUND SYSTEM
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LANDING RADAR
EMERGENCY
COMMAND
LINK TRANSMITTER
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DATA
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WEAPON SYSTEM
COMMAND
TRANSMITTERS
AIRSEA RESCUE
SQUADRON
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G.E. MOO 111- LAUNCHING
G.E. MOO II-LANDING
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POSITION &
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CENTER
GROUND
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b
-
------.-----,
Ground Support
100 I --L I
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INTRODUCTION
Analysis of the DS-I development program and potential tactical mis-
sions of the OS-II and OS-III series, shows the Ground Support System
to be required on a global scale for location of Base facilities, tracking,
data acquisition, command guidance, landing, and recovery. It is recognized
that the Ground SuppOrt System is a major cost portion of Weapon System
464L and must be integrated with the vehicle as an operational system.
The scope of required Ground Support System activity encompasses:
1. All ground su'PPOrt equipment for assembly, delivery, maintenance,
operation, repair, transportation, handling, servicing, and recovery
necessary for the Weapon System.
2. All ground cooperational equipment required for the guidance, com-
munications, data processing, launching, ground tracking, and land-
ing of the airborne vehicle.
3. Base suPPOrt facilities and GFE requirements.
4. Maintenance and operation publications, logistics requirements,
and. training equipment.
5. Integration of the Ground Support System with the vehicle, the
bases, and the data sites of System 464L.
6. Continued coordination with the USAF to obtain concurrence in
equipment and facility requirements, maintenance concept, and
operational concepts influencing the ground suPPOrt system.
OBJECTIVES
The GAPA and BOMARC Programs pursued thus far by the ContractOr,
supplemented by knowledge gained from other missile programs over the
past 12 years, have shown certain aspects of the ground suppOrt element of
the Weapon System to be of particular importance. This background has
been used to establish the following basic objectives:
1. Demonstrate technical feasibility of the Ground Support System
with experimental hardware during the OS-I development program.
2. Minimize tOtal inventory in the interest of economy by carefully
evaluating necessity and complexity of each item of hardware.
3. Make maximum use of existing hardware to reduce development
cost, save time and achieve the highest degree of reliability possible.
Keep to a minimum the number of specialized equipments which
differ from those of other weapon systems.
4. Choose designs of new hardware that do not extend the state-of-the-
art to the point of risk to the program.
5. Establish tactical base construction requirements early due to the
construction long lead time. Make as much equipment as possible
transportable to reduce the need for P-300 construction funds.
6. Start qualification test of components and assemblies of tactical pro-
totypes as early as possible in the development program.
7. Manage the system design in a manner to achieve a balance in design
between the airborne and ground equipment in accordance with the
maintenance concept to avoid penalizing one without carefully eval-
uating the other in terms of cost, performance, and maintainability.
TECHNICAL APPROACH
A. PHASE 1
The Contractor proposes to conduct the studies listed below in addition
to those required by the work statement contained in the proposal
request:
1. Improvement of the maintenance concept presented herein on the
basis of evaluated trades in cOSt, personnel, equipment, and facil-
ities to guide the DS-I Ground Support System designs toward the
,.,
DS-II and DS-III tactical objectives.
2. Studies of airborne systems to optimize packaging and field test
requirements.
3. Preparation of preliminary design specifications for the Ground
Support System equipments. Whenever possible include in the DS-I
specifications allowance for growth to accommodate DS-II and/or
DS-III to avoid subsequent major redesign.
,
4. Study maximum use of Minute Man rocket support equipment.
5. Preliminary design of Systems Development and Test Facility (Seat-
tle) where system integration and reliabiliry tests will be conducted.
6. Design of launching site and hangar facilities at AFMTC.
7. Development of a tactical logistics plan.
8. Planning of a training program to support the DS-I development
program.
9. Develop maintenance and operation publications requirements for
DS-I development program.
DS-I EQUIPMENT DEVELOPMENT
1. The schedule for the DS-I development requires that initially experi-
mental type equipment be employed in order to evaluate the feasi-
bility of the concepts for the Ground Support System. This equip-
ment will progressively be converted to tactical prororype hardware
following the release of the DS-II airborne designs.
2. The DS-! flight program requires a variety of vehicle booster
arrangements, since each flight provides particular data for the
evolution of the Dyna Soar I vehicle. The Ground SuppOrt Equip-
ment will match these flight dates with compatible equipment
configurations. T ~ c t i c a l equipment design flexibiliry will include:
(a) Additions and changes in functional test requirements,
RR
--..........-h.::, ........
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sequences and monitOring in the Functional Checkout Set and
Electrical Launching Equipment will be accommodated with-
out redesign by initial selection of basic standard equipment
which can be duplicated in quantity or by selecting, at the be-
ginning, a unit with extra capaciry, in particular the Autonetics,
"Basic Automatic Checkout Equipment."
( b ) Growth allowances in the erection tower will be planned for
required changes in vehicle external configuration.
(c) Use of adapters on the full-stage booster support stand and
adjustable levels in erection tower platforms will be made for
booster changes.
3. It is planned that Major Assembly Test Sets will be provided by the
designer of airborne hardware requiring the sets. This will eliminate
effort by the Contractor to coordinate input-output compatibiliry
of the two items if they are produced by separate companies. To
manage standardization of Major Assembly Test Sets among the vari-
ous subcontractors, the Contractor plans to require compliance with
a BAC specification covering such standards.
4. Maximum use will be made of modular construction for power
supplies, signal generators, cooling units, etc. to reduce cost and
mamtenance.
5. Based upon Bomarc experiences, test tolerances will be carefully
evaluated so that they tend progressively to relax from parts tests in
the factory to system tests in the field. This will simplify tactical
equipment and reduce field maintenance.
MAINTENANCE CONCEPT
Based on the Contractor's coordination with USAF Commands con-
cerned with maintenance, the basic concepts below have been developed
lr
to apply to 464L Weapon System tactical operations. The Contractor pro-
poses to follow, as a method of operation, the concepts stated below during
OS-II and subsequent programs in design and operational activities.
a. Organizational & Field Level Maintenance
1. Test and checkout equipment is provided for rapid isolation of mal-
functioning parts at two' principal areas on the Base; namely, the
Launch Pad and the Assembly and Maintenance Hangar.
2. At the Assembly and Maintenance Hangar, where the vehicle is
received either from the factOry or after recovery, Functional Check-
out Equipment is used to automatically isolate any malfunction-
ing packages. These are replaced with a spare major assembly. A low-
er level of fault isolation is performed on the package removed from
the glider in order to avoid shipping high value items between Base
and Depot, filling the pipeline, reducing reliability from excessive
handling. To isolate to this lower level package, about the size of
a cigar box or smaller, several Major Assembly Test Sets are re-
quired which will, manually or automatically, as required, perform
the tests in not more than one (1) hour. The malfunctioning sub-
assembly package is replaced by a spare. The faulty item is approp-
riately tagged and returned to the Depot for repair.
3. The Launching Pad is the critical area from the delay standpoint.
Much suppOrt equipment and many personnel may be tied up by
extensive malfunction and lengthy repair time. It is necessary, there-
fore, to pay particular attention to design-for-maintenance on the
Launch Pad. The Mobile InspeCtion Van with its Functional Check-
out Equipment will provide fault isolation at the Launch Pad, and
will be capable of performing all tests in not more than one (1)
hour, assuming no malfunction, with an additional thirty (30) min-
utes for connection and disconnection.
4. Repair of a malfunctioning package at the Launch Pad will be by
replacement with a spare major assembly. This requires that the
spare be physically and functionally interchangeable with the pack-
age replaced. The package to be replaced will be designated both in
volume and in weight for easy handling on the pad. The package
must be accessible enough to permit replacement in no more than
"
thirty (30) minutes, including removal and replacement of access
panels, disconnection, and reconnection. The faulty package is
returned to the Assembly and Maintenance Hangar for further
processing as described above.
5. Once the countdown goes into automatic mode, controlled by the
Electrical Launching Equipment, certain critical vehicle perform-
ance functions are monitored and the sequence is automatically
stopped in event of a malfunction. Indication of the malfunction-
ing system is provided by the Electrical Launching Equipment. To
further isolate the malfunctioning package, the Mobile Inspection
Van is used, and the procedures described above are followed.
Automatic countdown is then repeated.
6. The test equipment is designed to include self-check, fault isola-
tion and fail-safe features to minimize equipment down-time.
7. Calibration equipment (tertiary standards) is provided for periodic
calibration of test sets. The Base Calibration Equipment is checked
periodically against USAF secondary standards.
8. Other items of Ground SuppOrt and Ground Cooperational Equip-
ments are i :sted with their own test equipment.
9. A minimum number of special tools are used to supplement stand-
ard USAF tools.
10. Organizational and field maintenance will be done, for the most part,
by mechanics in the three and five skill levels. Approximately 10%
of tOtal personnel requirements will possess level seven skills.
b. Depot Level Maintenance
1. An important part of the above concept is that proper package and
installation design will obviate the requirement for soldering or
repair work at the organizational and field level. To assure a high
degree of reliability, rework must be limited to the more specialized
skill levels and equipmenrs established at a depot where close sur-
veillance of Quality Control can be exercised economically. During
the development program, the factory will serve as the depot.
2. Specialized test equipment is normally required at the depot for
checkout of repaired parts. This specialized test equipment is most
economically provided as duplicates of items used at the factOry.
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The following list of Ground Support Equipment and Ground Coopera-
tional Equipment, is provided from the analysis of the operational and
maintenance requirements conducted during the preparation of this pro-
posal and based on Bomarc background and study of ICBM and IRBM fa-
cilities. During the Phase I Program a more extensive study will, to some
extent, alter this list and the functions to be performed by each piece of
equipment. Asterisk indicates those items of equipment that are GFE and
available.
F'
MAJOR ASSEMBLY TEST SETS
Automatic Flight Control System
All-Attitude Gyro Reference
Power Supply and Regulation
* Auxiliary Power Unit
*Hydraulic System
* Automatic Landing System
Data link Receiver
Auto-naviga10r
Atran Radar
*Cooling System
Telemeter
Tracking Beacon ("C" Band)
Radar Altimeter
* Rescue Beacon
*Voice Radio Receiver - Transmitter
Atmosphere Regeneration
Instrument
Trajectory Computer
Pressure Suit
Tracking Beacon ("L" Band)
*Long Distance Voice Transmitter
*Reconnaissance TV
Camera
High Resolution Radar
*Landing Engine
INSPECTION EQUIPMENT
Mobile Functional Checkout Set
Calibration Equipment
*General Purpose Test Equipment
Special Test Equipment
HANDLING AND TRANSPORT EQUIPMENT
Glider Trailer
Glider Shop Dolly
Protective Covers
General Purpose Dolly
*Universal High lift Trailer
*Hangar Crane
Beams and Slings
*Work Platforms
Booster Control System Support Fixture
* Modified C-124 (Air Transport)
Air Transport Loading Equipment
Spares Parts Shipping Containers
Special Tools
Booster Trailer
* Booster Crane
SERVICING EQUIPMENT
liquid Oxygen
liquid Nitrogen
Hydrogen Peroxide
Hydraulic
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liquid Ammonia
JP-4 Fuel
Auxiliary Air Conditioning
GROUND COOPERA TlONAl EQUIP.
LAUNCHING EQUIPMENT
Launch Control Building and Pad
Erection Tower
Monitor Cable
Monitor Cabl1e Support Tower
Booster Support Stand
Electrical Launch Equipment
Missile External Power Supply
Automatic Collimator
COMMUNICATIONS EQUIPMENT
*Telephone
Relay Station
TRAINING EQUIPMENT
Flight Simulator
Training Aids
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TEST IOO5T
INITIATION CI.CUIT

L ... UNCH , ... 0 STlUCT, CONNECTED) 'IUY Off'
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'ACTOIIY THIU NI.D OPIIATlONAI. IIQUINCI HAl _ OINIIATID.
... '
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MAINTENANCE AND SERVICE FACILITIES OUDH
UNLOAD T .Oll ON WINGS AND fill GlIDn I'EllFOaM ".EADY ISOlATE fAULT TO mOT CHECKS OUT IN SAME CONDITION I
GlIDE. AND DOlLY TINSPfCT CONT.Ol _ fLUID TANKS _ TESTS ON GliDE. AND CONT.OlS AND AS Af ACCEPTANCE
nOM ..... , SUI'Aa POSITION CONNECT TfST AND SIEIVICE IOOST STAGE 1InAT:'" CHECK CAlillATION EQUIPMENT IN IEADY FOa MISSIlE
lAC ,lAC " EQUIP. TO EXTE.NAL CONTIOl SYSTEM fUNCTIONAL TEST GliDE. A5SY - OK FOa
, t aANE c: lot i IfMOVEt ".fPlAC 'UlLDUP 1
UNlOAD WINGS AND TIANSPOIT IfMOVt CONTIOl SYSTEMS MAJOII ASSY T
----_ ... DOlLY flOM .... ., DOllY. WING '10M DOllY PROVIDE EXTERNAL
.... C I .... C POWEI AND COOliNG TO I 01 .EPlACE
'ILL J,':=K AND
CHECK .UN MOTOIS I .EPLACEA.LE JNIT T UNlOAD SPAIU
ONTO
TlANSPOIIT
DOlL!!S
IIflUIN TO VINDOI FOa
SP"'IB
STORAGE AND
SUPPlY
.EPLACE '.OM IPAIIO IPAIU
SP"'IES 01 ADJUST .I.
CAU ..... TION ---L..-
IlP .... l
IIIP\ACIMI!NT 01 IfP:
OAD
TfST AND SITUP !QUIPMENT OPE.ATE !QUIP. OPE.ATE !QUIP...J OPEIATE EQUIP.
5T 'IP.
!QUIP_ E> [!l> [!> [!> E> [!l>
ONTO TlANSf'OIT CHECK C ... U ..... TION MONITOR EQUIP. - ' ... UlT ISOlATION AND MONITOR !QUIP j IOOST CONTIOlS
OOUJES lAC AND -1:: II- Ij':t--.. C ... lI .. ATION 11> Ij':t--.. SAME CONDITION AS
, , .... C cONIiiiiNCE ..... C ... f ACCEPTANCE
UNlOAD CONTIOl TIANSPOIIT POSITION DOlLY LJ.---
v
GO :!f HANOI.f
SYSTEM AND JIG r WITH CONT.OlS Sf. ICE MISoSILE IOOST STAGE CONTlOlS NQ.GO fAULT ISOlATION OK FOa 'UILO-IIP
ONTO TI"'N5POIIT SYSTEM ADJ ... CNT l .... C SYSTEM AND GlIOU SAME AS fOl
DOllY TO GlIOfl END TO END TEST GlIDER mOT CONTIOl IOOIT lA$H.UP
CONNECT BOOST TO lAC j TfST SAME CONDITION AS
UNLOAD CASH UP TIAN POSITION IOOST GlIDE. SIGNAl. CAllES lASH-U, A' ACCEPT ANtE
EQUIPMENT 000 Ir lASH-UP AND Sf' .... ATION CONNECT HYDl"'ULIC IOOST SEP ....... TION fAULT ISOlATION .EADY FOa MISSILE
.. , '. -:l SYSTEM I TO .P.MJ1 SAME FOa OK fORASS'YUllDUP
II ' .... K ENGINES ON 4Ii! IOOST -
TtANSPOIT TlANSPOIIT TI ... ILEtS ... T VISUAl INSPECTION
_
____________ ... IOOST ENGINE STOI ... GE _ COVE. WITH T .... ' IOOST _
I .... EA 01 SHElTEI
.... IlMfNT TO .... C
OK FOa IUllDUP
MISSILE LAUNCH TO LAUNCH lASE "MAINT. AHO GLIDER RECOVERY
_SllVIC! fACIUTIES." FOa SfIVICING. TfST
,..' .... 1 POI LAUNCH COUNT DOWN LAUN01 ... ND PR" ....... TION POI NEXT fLIGHT
'." .... E POI LAUNCH MISoSILE OPE.ATION INIT .... TE 1ST ST ... GE 1OO5T 5T ... GE .ECOVER GliDE. TI ... N5POIIT GliDE. LAUNCH IASf
1-----lI ... CONNECT LAUNCH ON OWN SYSTEMS IOOST fllf CIRCUIT I.II,III,IV, & GlIDtEI LOCATE AND UH ONTO_ AND WINGS PEl '.0 MiNOt MODifICATION
.. CA.LE, COOliNG SUPPlY EXC"T, flOM LAUNCH EQUIP. II,HI,IV & GliDE. TRANSPORT DOlLY TlAHSPOIT SfCTION fOR ADVANCED CTV
LlNfS, PE.OXIDE LINE, I GROUND POWE. TH.OUGH ".EADY HI,IV & GlIDH TOW TO IASf f.... CONflGUIIA TION
GROUND POWE. I TANK ''TOP OPf" ST.ING" IV & GlIDfI CILITIES. D .... IN T ... NKS. + t RE'AII MiNOt WE ....
INSTAlL PILOT OPU ... TE STlPPI!O $!QUINCE CHICJ( MONITO. EQUIP. .EMOVE WINGS AND DAMAGE '.OM
INVIIONMENT Of MISoSILE OI'EII ... TION GlIDE. STAGE UTiMATE DAMAGE 'ACTORY PLIGHT AND lANDING
SYSTEMS SYSTEMS OPE .... TION '.' t'" GlIOIEI - COAST AND .EP ...... EO'O. EXTENSIVE MOD"I IEVISf ... ND ADJUST
W .... M-U, SYSTEMS INIT .... TE APU .EMOVE .ECOIDED CATION for ADVANCED D ... T ... SENSING AND
AND ... LIGN PlATPOIM POWfIt "'ND CHECK LANDING STAGE OATA FOa PROCESSING CTV CONfIGU .... TION IECOIDING EQUIP.
MONITOR SYSTEMS ... LTElN ... TOIS GlIDE. AND ANAlYSIS .EP ... I. EXTENSIVE DAM- lAC
0PfIA TION E.JKT GROUND POWfIt IIADIO ONLY DECELE .... TION lAC "'GE OU.ING flIGHT 01
j... EST .... USH .AHOE ''TOP Off" LINES IOCKm LANDINO
ClfAIIANCE AND GROUND MIS$ILE .EADY TO 'IIII! GO .... OUND rERFOaM COMPlETE
!QUIP. .EADY , , ., JET ENGINES fUNCTIONAL TEST
'IlOT'S OK ___ . __ .' LAND AND CAlI ..... TION
I
........,rowa OI'EII ... EDWA.DS Aft Af
OPE .... TE !QUIP. MONITOR !QUIP. ... BOOST TUMINATION &AIlMENT .... CK TO
OPBATE !QUIP. !pi-- <> I$T STAGE .... C
r.--- 1!.9-- III SEP .... ATION .... C
LJ.--- I!S-- MONITOt EQUIP. LAUNCH - .... C If f ... LL INTO OCEAN .l J.
MONITOR EQUIP. [!l> T ,
IT> I!l:> COUNT DOWN -lAC lIND STAGE OPflATE !QUIP.
W .... M-U, -lAC . -"'OUTPUT MONITOI POSITION OCEAN IT> [!l>

.. - _., Of CONT.OlS In.D STAGE MONITOR !QUIP.
OUTPUT MONITOR POSITION SEP .... A TlON [!::> I'iO':>
Of CONTlOlS MISSILE RESTIAINT 'ALL INTO OCEAN 'UNCT. C"'lIl . .tHo ACaPT
MONITOR POSITION HYD .... ULIC POWE. MECHANISM DISENGAGED IVTH STAGE .... C
I-___ ...... Of CONT.OlS nOM GROUND CAIIT ",T, ALL ENGINES fiRE. Sf' ....... TlON
HYDlAUlIC PRESSUIE !HITI'" TE 1OO5T CONTIOlS CONTlOlS IN TOlER"'NCE 'All INTO OCEAN
f.OM GROUND C .... T POWE. ...ND EJECT lifT POWE. DEVELOPED
GROUND SU'Pl Y LINES
, 'INITI ... TE 1ST ST ... GE
I\AO _ It-. JUT __ . USTm ON ,_
rr:> COYIRS I'UNCTION JUT --.
1OO5T ENGINES
MONITOI fI.ING ... ND GO
EXHAUST TEMP. AND
'.ESSURE Of EACH
B> COYIRS IUC'I'lICAI. LAUNCH --,
COYIIS IIIYICI IQUIP.
COYIRS IPICIAL ruIPOSI JUT __
92 n? "iAn.,
,/Iff
-.-
SP .... fS
----L-
T
TEST
-.:L
.iT
CONTIOlS
-.:L
-r
JOOST
lASH-ur
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05-1 EQUIPMENT
Preliminary analysis of the illustrative airborne equipment, factory-to-
launch sequence, and maintenance concept provides a basis for classifying
the more important items of equipment by function and description. These
are described to indicate scope of management planned in the area.
GROUND COOPERATIONAL EQUIPMENT
Launch Equipment-The launch and monito.!' equipment provides those
items required for erection, launching and monitoring of this vehicle.
Launch Control Station is a facility providing housing for personnel and
equipment required to launch and control the vehicle.
Electrical Launch Equipment consist of items installed and operated with-
in the launch control station for initiating, controlling, and monitoring the
launching operation.
D2-2603 93
~ \ , : ; I( .<
This equipment shall include: electrical launching control and monitor
equipment, power supplies, electrical launching junction cabinet, electrical
launching cabling, and launching function programmer.
The launching function programmer shall be designed to be locally
controlled. It initiates and automatically sequences launching operation
events.
The launching monitOr equipment shall be capable of determining,
continuously and automatically if a vehicle and its launching equipment
are operating within acceptable limits. If an out-of-tolerance condition is
detected, the automatic sequence is stOpped and vehicle power is shut off.
The ELE indicates by light what monitored item caused malfunction.
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A test change-over switch shall be provided to disconnect all control
lines and to connect these lines to the Mobile Inspection Equipment during
vehicle and launching equipment checkout. The ELE will include fail-safe,
self-checking features.
ullmch Pad consists of a reinforced special refractory cement pad for firing
the vehicle. A water deluge system is required for fire protection.
Erection Tower provides the means to assemble, service and maintain the
booster and glider in a vertical position on the launching pad. The erec-
tion tower will consist of a heavy duty box girder crane operated from a
mobile steel struCture. Tower construction will be standard steel beams,
channels and siding. Hoisting provisions to work platform level for equip-
ment and personnel will be provided by an electric elevator on one side of
the tower. Work platforms will be adjustable for variable height and lateral
positions required. Tower mobility will be provided by four electric-
powered four-wheel trucks. Service equipment and electric outlets will be
installed in erection towers for assembly and pre-flight of the launch
configuration. The tower will be moved away from the launch pad prior to
booster firing.
Monitor Cables, }mzction and Monitor Cable Support Tower provide
cabling and supports required to monitor vehicle systems performance and
to supply power for vehicle systems up to launch time.
The monitor cable, tower and pit will consist of a structural steel tower
for support of the monitor cable, a monitor cable of sufficient capacity for
all required systems, and pit at the base of the tower for junction boxes and
a remote controlled disconnect.
Booster Support Stand provides the support for the vehicle over the launch-
ing pad in a vertical position. The stand will not be water cooled for launch.
A water deluge system will be provided for emergency and safety precau-
tions. The suppOrt stand will consist of a structural steel ring assembly rest-
ing on steel support columns anchored to the launching pad.
94_D7.2603 ~ .
~
"
~
---- _._-----
--.....-------.
----
.!.. ____ . ..--,1--
-i--
I
--------,J
.... --::---
.... --.---
- -
MANUAL
GROUND COOLING
EXTERNAL POWER
Launching Sequence portrayed below is made up of twO parts, a warm-up
and adjustment period of approximately two hours, and a twO minute,
automatical1y-programmed sequence at the end of which the vehicle is fired.
During warm-up and adjustment, critical operations of vehicle systems are
observed and and the guidance system is aligned. The vehicle is operated
on external power. If all is satisfactory at the end of chis period, the launch-
ing area is cleared of personnel and equipment, change-over to vehicle
internal power is initiated, and the automatic program which completes
launching sequence is begun. In the manned vehicle the pilot must be aboard
before start of the autOmatic program.
The automatic program makes a spot check on all system operations
and controls and completes the "ready string." Upon satisfactory operation
of the "ready string" the vehicle is fired.
Launch Operations
TYPICAL COUNT-DOWN SEQUENCE
Minutes I Seconds
100 90 80 7060 50 40 30 20102110\009080706050 40 30 20100
ELECTRONIC SYSTEMS "ON" WARM UP
I I I I I I I I I I I I
I I I I I I I I I I I I
I ..
III I I I I I I I 'IH**'W"W'"
IIIIIIIIII
11111111-'111111111111
BEACON INTERROGATION
TELEMETER RECORDING
ALIGN GUIDANCE PLATFORM
FASTEN PILOT IN
VEHICLE COOLING ON
WORK STAND REMOVED
COCKPIT REPORT (RADIO)
AUTOMATIC
VEHICLE POWER "ON"
PILOT OPERATES FLIGHT CONTROLS
RANGE SAFETY "ARMED"
DATA LINK CHECK
SELF DESTRUCT CHECK
TAKE-OFF CONTROL CHECK
FIRING CIRCUIT CHECK
READY STRING COMPLETE-LAUNCH VEHICLE
I II1I1 1111111111 I1III11 II I 1'1

I II I II 111.11 II I II II II I I I
I I I I I I I I I 11.1 I I I I I I I I I I I I
I I I I I I I I I 11111 I I I I I I I I I I II
AUTOMA TICAU Y SEOUENCEO I'IIOGRAM
.......

I I I III I I I I I I I I
1111.1111111
111111.11111
1IIIIIIm' 1
111111111111.
111I1III III II ..
TRACKING COMMUNICATIONS AND
DATA REDUCTION EQUIPMENT
Some elements of tracking and communications are in the airborne
vehicle design report section which discusses the technical concept.
Ground to Ground Communications are for down-range administration and
coordination. It is also (1) a two-way voice link between test control and
down-range UHF transmitters/receivers, (2) a means of relaying high
priority, "real time" data.
Trajectory Computer Complex compares vehicle position and velocity data
obtained from telemeter, ground track and programmed track, generates
corrective commands in suitable form for both the vehicle action and track
display equipment.
The trajectory computer itself will be a medium-sized digital machine,
similar to the Burroughs ElectroData 205, but possibly special purpose.
Over water point-topoint links employ HF with sufficient power for
world-wide communications. Where land lines and ocean cables exist, such
will be the primary means of communication. Both land lines and HF radio
will have bandwidth of at least 3000 cps.
Seattle Data Reduction Complex processes test data intO final form, does
calculation functions of data, and maintains master files of test data.
The computer will be an IBM 709, UNIVAC LARC, or equivalent. Ground
station facilities will include key punches, magnetic tape processing, and
ASCOP M station or equivalent.
Airborne data editing station allow preparation of raw data so that data
may go immediately into process upon landing in Seattle. Airborne data
station includes film, tape, and card equipment.
Tracking Optics include (1)' A variety of fixed and motion cameras to get
details of pre-launch, launch, and flight events. (2) Fixed metric cameras
to get position data of vehicle relative to launcher during launch. (3) Track-
ing metric cameras to determine space position during boost and landing.
( 4) Engineering surveillance cameras with tracking telescopes to get events
during boost and approach-landing.
D22603 95
.... v _

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GROUND SUPPORT EQUIPMENT
Inspection Equipment consists of those items required to checkout the
assembled booster plus vehicle and/or the glider alone, and items to test
and calibrate this equipment. This same equipment will be used at the
Launch Pad.
Mobile Inspection Van houses a Functional Checkout Sec plus Air Condi-
tioning Unit required for reliable operation of the Functional Checkout
Set, plus providing readily accessible storage of Van-to-Junction Box
Cabling. Prime power from the Base will be furnished to the Mobile
Inspection Van at the launch pad and at the Maintenance Hangar.
Functional Checkout Set is used to perform automatically or manually
sequenced testS on a completely assembled booster-glider vehicle and/or
an assembled glider. This set establishes confidence that the vehicle is
functioning properly. It will also determine vehicle malfunctioning and
isolate improper operations to the faulty major assembly. The Functional
Checkout Set in its sequence of tests will check operation of the following
vehicle systems:
Power Supply and Regulator Telemeter
Auxiliary Power Unit Tracking Beacons
!Automatic Landing System Radar Altimeter
Data Link Receiver High Resolution Radar
Autonavigator Rescue Beacon
Atran Radar Atmosphere Regeneration Equipment
Reconnaissance T.V. Flight Control Electronics
In addition, the Functional Checkout Set will check for operation of
Motion of all aerodynamic surfaces
Motion of all jetevators
Vehicle-contained portions of the "ready string"
Firing circuitry
Self-destruct circuitry
Existence of proper cooling
Existence of proper hydraulic and pneumatic pressures
External-to-internal power changeover operation
Pilot safety features.
If trouble occurs, the automatic program will stop and fail-safe features
go into play. The equipment will be capable of holding firm at any given
spot in the sequence to permit use of trouble-shooting procedu!es.
96 D? 7603
The equipment will contain self-check features which permit critical
examination of its own power voltages and frequencies, signal levels and
switching functions.
Air Conditioning Unit will be of standard design with 'sufficient load
capacity to maintain temperatures within the Mobile Inspection Van at
less than 75 CJ F with all contained equipments operating at overload. This
equipment will be packaged separately from the Functional Checkout Set
in the van, and be replaceable as a unit. It will control humidity and tem-
perature to required levels through a wide range of outside condirions.
Van-to-Junction Box will consist of those cables and connectors which attach
to the junction box. Sandwich connectors providing 'individual wire read-
out when necessary will be provided with this cabling. This equipment
will be swred in the Van in a readily accessible manner and protected
from excessive mechanical loads by suitable portable supports.
Calibration Equipment-The calibration equipment provides for inspec-
ting, calibrating, testing, and maintaining major replaceable assemblies of
the test and launch equipment. This equipment consists of:
Calibrator for functional checkout tester. This unit simulates all vehicle
systems to allow calibration of the tester.
Calibrawr for electrical launch system. This unit simulates vehicle sys-
tems checked by the electrical launch equipment, including the
"ready string."
Calibration equipment for auto-collimawr.
Tertiary standards for test equipment_
Major Assembly Test Sets provide means for isolating faults or malfunc-
tions of major assemblies down to sub-assembly level. Until such time
as detailed information is available on which systems the FCS can check
at this level, a major assembly test set is postulated for each major assembly.
Power Supply and Regulator Test Set provide equipment necessary w test
the vehicle power' systems. The set consists of a group of maaually-pro-
grammed equipment used to checkout voltages, frequencies, power output
regulator, and power quality generated by vehicle alternators and special
precision power supplies. Displays of test results will include meter presen-
tations as well as go/no-go indication. The test set will have the capability
of checking operation of the vehicle electrical circuit protective relay.
A.PD. Test Set is used to test and isolate malfunctions in the vehicle auxil-
iary power units. The set checks high pressure air supply, hydrogen per-
oxide tanks and burner, plumbing, control valves, tachometers, brake, dum-
my loads, controls and read-outs.
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Hydraulic Test Set is the bench test equipment required to test all hydrau-
lic components of the missile in the field maintenance facility. The set will
be a test bench providing hydraulic power, flow meters, relief valves, filters,
cooling equipment and control valves for conducting hydraulic tests.
Landing Engine Test Equipment is used to checkout operation of glider
turbo-jet landing engines. This equipment consistS of pressure measuring
equipment, exhaust gas temperature indicatOrs, tachometers, fuel and oil
pressure gages, hydraulic pressure gages, static thruSt measuring equip-
ment, electrical continuity tester and throttle and control rigging equip-
ment.
Command Receiver Test Set is used for bench testing and fault isolation
in the command radio equipment major assemblies. The command receiver
test set will consist of a monitOr and control section, power supplies, air
cooling source and mounting fixtures.
..
Auto-Navigator, Automatic Flight C01ttrol, and Automatic Landing Test
Sets are provided to isolate faulty components or sub-assemblies in mal-
functioning electronic major assemblies of the autO-navigatOr and in the
flight control and autOmatic landing system.
The sets consist of assembled electronic test circuits and elements pro-
vided with a programmer and patch panels for connection of equipment
to be tested. The sets include go/no-go indicators in addition to record-
ing equipment, fail-safe and self-checking circuitry.
Autumatic Map-matching Radar Test Set provides for isolating faulty sub-
assemblies and components in malfunctioning major assemblies of the
map-matching radar system.
The set will consist of:
a. A reference terrain echo simulatOr to provide input signals for com-
parison with any reference map inserted.
b. A control unit to provide sequencing of tests, interpretation of Out-
put signals and go/no-go displays.
c. Associated radar and electronic components required to test system
major assemblies.
Cooling Test Set provides bench checkout of vehicle cooling systems com-
ponents. The test unit will include:
a. Temperature pickups, pressure gauges, and humidity indicators.
b. Power supplies, controls and required plumbing.
Tracking Beacon Test Sets provide for testing airborne tracking beacon
equipment. The sets will consist of signal generators and output monitors as
required to check beacon operation.
Radar Altimeter Test Set is used for bench testing and calibration of system
major assemblies. The set will consist of power supply, controls, and cali-
brated time delay circuits.
Radio Beacon Test Set provides for bench testing and adjusting airborne
rescue beacon equipment. The set will consist of power supplies, dummy,
antenna loads, RF power measuring devices, voltage and frequency measur-
ing equipment, controls and test result displays.
Atmosphere Regeneration Test Equipment provides for bench test of
vehicle atmosphere regeneration equipment. The set will consist of a source
of CO:! and water vapor, temperature and humidity measuring equipment,
pressure gages, power supply controls, and gas composition analyzer, to-
gether with required electrical and plumbing connections.
D22603 97
~ - ~ - ~ ~ .. ~ ............ ..
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Flight Instmments Test Set provides for bench testing flight instruments
of the missile, including landing system accelerometer. The set will consist
of a rack containing power supplies, forcing function generatOrs, comparator
circuits,. go/no-go indicatOrs, test switches and a spin table for mounting
instruments and supplying proper accelerations and rotations to them.
Command Destmetion Test Set provides for testing the airborne destructor.
The set will consist of a pulse generatOr, evaluator, power supplies, self-
check circuits and a sequencer.
Pressure Suit Test Set is used for testing operation of the pilot's pressure
suit. The test set will consist of electrical power supplies, pressure sources,
controls and valves, test connections and pressure gages.
Ground Handling and Transport Eq11ipment provides means to: lift, sup-
POrt, and transport vehicle and components during assembly and main-
tenance operations and to protect and transport vehicle and components
during various phases from the manufacturer to final emplacement of
the vehicle on the launch site.
T owing Vehicles provide for vehicle and equipment moving. This equip-
ment will consist of Government-furnished vehicles.
General Purpose Transport Eq1lipmen.t provides for general hauling of
equipment and supplies. The general purpose transport equipment will
consist of Government-furnished equipment.
Glider Trailer transports the completely assembled glider between the
maintenance hanger and the launch pad. It will consist of a roadable semi-
trailer to be coupled to the standard towing tractor. The semi-trailer will be
equipped with saddles and tie-downs which suppOrt and secure the glider
to the trailer in a horizontal position. The trailer will be fabricated from
standard commercial structural shapes, and will include provision for pivot-
ing the glider to a vertical position at the erection tOwer.
Glider Shop Dolly provides movable support for transporting the glider
through the assembly period, provides support for the complete glider
during inside stOrage, and serves as a work stand for testing, inspection, and
maintenance of the glider. The glider shop dolly will be constructed as a
welded frame of commercial steel pipe and sheet steel, mounted on rubber
tires.
General Purpose Dolly with adaptOrs is used to transport glider sections,
assemblies and components in the work shop and maintenance areas.
Booster Trailer will transport booster units from storage areas to the erec-
98 022603
tion tower. It will be a heavy duty tractor-trailer of adequate capacity and
flexibility for highway transportation.
Booster Crane provides hoisting capabilities for removing and replacing
the booster from rail transport to booster trailer and from storage areas
to trailers, etc.
Beams and Slings provide for hoisting the vehicle and vehicle components
and for transferring them between items of handling and launching equip-
ment. The beam will be a meal beam with sling attachment points and
an adjustable pick-up point. The slings will consist of cables.
Structural design of the beam and slings will be based on load
specified in HIGED.
Work Platforms will consist of Government-furnished equipment for
maintenance and assembly work on the vehicle at the Assembly and Main-
tenance Hangar.
BOOSTER TRAIlER
LIQUID NITROGEN
LIQUID AMMONIA
'i.
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LIQUID OXYGEN
AUXILWY AlII CONDITIONING
AIR TRANSPOIIT LOADING
GLIDER TRAn.ER
JP-4 FUEL
HYDRAULIC
.
I
Booster Control System Support Fixture will support booster control units
with the glider for functional check prior to installation in the erection
tower. The fixture will consist of a structural steel assembly which will
allow booster control units to be located in the same operating system in
the vehicle control functional test stand as in their final launch config-
uration.
Protective Covers will protect the booster and vehicle from adverse weather
and dust conditions during transport, storage and launch environment. The
booster and vehicle covers will consist of fabric type moisture-proof covers.
Booster covers will also include electric heating blankets for extreme low
temperature conditions.
Air Transport Equipment provides support and protection for the com-
pleted glider assembly, test equipment, and parts, during loading into,
transport in, and unloading from cargo aircraft. The air transport equip-
ment shall consist of:
A modified C-124 for air transport of the completed glider.
Flyaway jigs used to support and tie-down the glider during transport
in the C-124 cargo aircraft.
Aircraft loading equipment (trailer hoists, cover, ramps).
The modification of the C-124 shall consist of the reworking of a spare
set of front cargo doors to accommodate the glider profile.
Air transport shipping containers for pares and test equipment will be
of minimum weight and bulk.
Ground Tramport Equipment constitutes shipping containers and equip-
ment required to give protection during transport and handling of boosters
and sub-assembly parts shipped by rail and highway transport.
The containers will conform to the approximate envelope size and shape
of the component packaged therein. Containers will include shock and
vibration isolators, where required, for gyros, instruments, fragile parts, etc.
Wherever possible, shock and vibration sensitive components will be
shipped in separate packages to avoid shock mounting the complete
assembly.
Large sections requiring transportation, will be supported by jigs and
shipped on flat-bed types of vehicles. Wherever practical, weather protec-
tion of large sub-assemblies will be of spray coat material.
Special Tools will consist of the minimum number of ContractOr-furnished
tools required for maintenance of vehicles and equipment.
Standard.Tools will consist of the Government-furnished items required for
maintenance of vehicles and equipment.
SERVICING EQUIPMENT-The servicing equipment is used to replen-
ish fluid systems of the glider and booster at the factory, the test base
maintenance shop, the launch pad, or from the erection tower.
Service equipment mounted on trailers will be towable by GFE pickup
trucks between storage, servicing, maintenance, test and launch pad areas.
Trailers will be movable by hand when the tow vehicle is disconnected.
Trailer running gear will be identical to that now in the Air Force inven-
tory, insofar as is possible. Equipment will be designed to suit environ-
ments at the factory and test base sites. Hand operated pumps will be
preferred. Electric pumps, if used, will be powered from plug-in power
sources. Profiles and weights of each trailer will be such as to allow trans-
portation in Air Force cargo aircraft.
Applicable Servicing Equipment now in Air Force inventory will be
used in the R&D Program to service:
Liquid oxygen system for pilot's breathing oxygen.
Liquid nitrogen system for cooling system, servicing equipment
will be the same, or adapted from, existing liquid oxygen servicing
equipment.
Hydraulic systems in the glider and booster stages. This equipment
will be portable and transportable in a pickup truck.
]P-4 fuel for the landing engine.
Hydrogen peroxide for the APU and reaction control systems.
Liquid ammonia for the electronic cooling system. Equipment de-
signed for the Bomarc Program may be adaptable.
D 2 ~ 3 92
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Analysis of the proposed testing program and a survey of available
facilities has led to compilation of the chart shown, which indicates
requirements and availability of major facilities to complete the DS-I Test
Program. Quantitative requirements are indicated where appropriate.
DS-I LAUNCH SITE
Establishment of a launch facility will be required at CCMT A. Exist-
DS-J facilities

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Hangar
3. Admin. Office Space

4. Lab. Space

5. Storage Space (Parll.

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6. Shop Facilities

7. 6a.e Elee. Power

8. Pad Cooling Water Supply

9. Emergency
Fire

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Base Facilities
L __________ I
ing facilities will be used for the DS-I program to the extent possible.
The main additional facilities required for the DS-I program will be
launching pads and associated equipment. Four launch pads, two block-
houses and interconnecting tunnels will sjltisfy the requirements. Design
of the launch pads and associated equipment will allow for sufficient
growth to accommodate DS-U R&D program. Utilization of an existing
maintenance and assembly hangar and an existing pad is proposed for the
"Early Bird" program.
lEGEND
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[Factory)
19. Tracking Equipment
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(Mod-III)
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SEATTLE DEVELOPMENT
AND TEST FACILITY
The remote development and test facility will be located in the Seattle
area and consist of those items previously tabulated in the equipment and
facilities list. Functions of this facility are ro:
Determine the structural compatibility of the DS series of vehicle-
booster combinations under the static firing conditions.
Develop critical ground support items.
Seattle System Development and Test Ptleility
.'
Solve sub-system and system incompatability problems arising from
above or at AFMTC.
Establish operational procedures.
Avoid conflicts in ground support development vs. firing schedules.
Obtain reliability information by cycling equipment.
Erection rower, firing pads, and electronic control equipment will be iden-
tical to those used for actual launching with minor modification to allow
tethered firings. A soft mount will be used to permit thrust and vibration
measurements.
DS-J Launeh Site
Cape Canaveral
f.
LEGEND
1. CENTRAL CONTROl
2. INDUSTRIAL AREA
3. MISSILE LAUNCH AREA
4. MISSU LAUNCH AIIEA
S. MISSILE LAUNCH AREA
6. TRANSMITTER AREA
7. RECEIVER AReA
. GUIDANCI! AREA
9. SKID 5TRP
10. FUEL STORAGE
11. HARBOR FACILITlII
12. HANGAR I (80MARC)
13. PROPOSED 4641. LAUNCH SITE
14. PROP05I!O 4641. HANGAR
15. PROPOS!D "EARLY BIRD" LAUNCH S
16. HANGAR rACILlTIfS FOR "EARLY BiRr
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DS -II GROUND EQUIPMENT
The ground system deveJopmem for the DSII reconnaissance vehicle
will require conversion of DS-I hardware from R&D type equipment to
strategic protOtypes for demonstration to the USAF. The fast reaction (less
than 15 minutes) bomber version will place major emphasis on automatic
equipment.
Additional studies are planned to solve these problems with minimum
cost for the bomber version.
Tactical operations for DS II reconnaissance missions (soft base)
will require launching-landing bases at twO or three locations on the
North American Continent and overseas. To launch one mission per day
from each Base, will require about five launch pads per Base. Scope of
Ground System requirements for a typical operation are shown below.
For integration of the DS system into the military defense system, an
operational link between SAC Headquarters and the DS Base requires
equipment for situation assessment, alert, weapon assignment, batcle dam
age and reconnaissance information as shown on the diagram below. Such
equipment development will be part of the DSII Program.
DS -III GROUND EQUIPMENT
A preliminary review of requirements for the DSIII Program indicates
devolopment and redesign of ground equipment to accommodate the larger
and more complicated vehicle and boosters. In addition, new types of equip.
ment and procedures will be required, such as:
Liquid propellant and oxidizer service equipment.
Recoverable booster landing facilities.
Recoverable booster maintenance and handling equipmenr.
Prelaunch thrust monitor and stabilization with water deluge sys-
tem and exhaust flame deflectOrs.
Mobile inspection equipmenr for recoverable booster.
The added airborne units for the DSIII four-man crew and orbital
miSSIOns will increase test equipmenr and data processing requirements.
Two additional launch pads with erection tOwers, twO launch control build
ings and an additional maintenance shop, together with the installed ground
equipment are required at CCMT A due to the DS-1I1 schedule overlap
with DSI and DSU Programs. The skid strip at CCMTA, equipped with
an autOmatic landing system, will be used for landing the recoverable first
stage booster.
The Seattle Test Facility will h::.ve to be increased by tWO DSI1 static
test complexes.
d
The DS-III tactical base will require about five launch pads and launch
control stations of the DSI type to fire warhead vehicles and unmanned
reconnaissance vehicles. One of these bases will be used for launching the
manned commander vehicles and will require launch pads with control
station and installed equipment. Separate facilities and equipment are
required in the Assembly and Maintenance Shop for the manned DS-Ill
version on one base.
COlJll}/c1l1d Coordi17clf/Oll
COM-SAC
_ ALERT
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COMMUNICATION
& TRACK
CONTROL
WING ALERT &
WEIIPON STATUS
IOIIRD
GROUND
COMMUNI'" nONS
LOCAL CONTROL
CENTER
WlNG-LOCAI.
COMMAND
COMMUNICATIONS
CENTER
..
PILOT ALERT
&
STATUS BOARD
GROUND TIlACK
LOCAL CONTROL
CENTER
WING-EMERGENCY
CONTROL CENTER
WING COMMANDEI
OS WING
WING FIRING
CONTROL
MASTER CONTROL
COMPARISON DISPLAY
COMPUTED TRAJECTORY
ACTUIIL TRAJECTORY
PILOT TO GROUND
COMMUNICATION
CONTROL
DS-JJ Grollnci ReqlliremeJltJ
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I
LAUNCH I LANDING I IlOilO BOOSTER
TRAINING MISSION t
I t I I t
I I
DATA COMMAND I I
MAINT TEST TRIICKING __ PIIOCCESSING ...- RECEIVING MAINT TEST VEHIClE AIRLIFT
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Phase I
.1-' II 0' J " I ~ /it".r
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The logistics plan will be treated with a systems approach, considering
all items required in support of the Weapon System Operations. Studies of
a broad scope, including items of ContractOr-furnished equipment and
Government issue items covering the life of the Weapon System, will be
conducted in cooperation with the Air Force. Some examples of the Phase I
studies of this nature are given below:
a. Production potential of solid and/or liquid propellants required to
support military operations and consideration of this aspect in
selecting the propellant, critical materials, etc.
b. Optimum level of spares items to stock at depots, bases, and outlying
supporting stations for minimum cost to the program. For example,
it may be more economical and improve system reliability to stock
major assemblies at the base and not sub-assemblies.
c. Determination of the real logistic problems that face the USAF
today which apply to the 464L Weapon System, followed by a basic
logistics plan agreed upon by the USAF which is intended to solve
these problems.
d. Investigation of problems of shipping supplies and spares to and
from overseas bases and outlying supporting stations to minimize
tOtal cost and manpower requirements.
DS-I Program
The Prime contractor will manage the complete Weapon System Logis-
tics Plan.
a. Spares will be transported by airlift, rail, and truck, direct from
ContractOr, subcontractors, and vendors, to the test sites.
b. Two cargo aircraft, bailed to the Contractor for the duration of
the DS-I Program, are needed to meet airlift requirement for ve-
hicle transponation, vehicle recovery, and ferrying telemetering data.
c. PropulsiOn booster will be transferred direct from the vendor to
the test site via truck.
d. All personnel will be transported by commercial air or private
aUtOmobile.
e. There will be two spares stOrage areas, one in Seattle and the other
in the Assembly and Maintenance Hangar at the test site.
f. Repair depot will be located in Seattle with vendor assistance in
the overhaul program.
DS-II and III Program
The basic logistic plans approved from the Phase I studies will be
expanded intO a detailed plan for submission to the USAF as operational
data applicable to the 464L Weapon System. The Contractor will manage
the Weapon System Logistics Plan for the DS-II and DS-IlI development
programs in the same manner as the DS-I program.
PUBLICATIONS
The Publications Program is designed to furnish all technicalpubli-
cations required as an element of the Weapon System. During the DS-I
Program, no military specification-eype manuals will be prepared. A
Weapon System Description and a Weapons System Technical Manual
Concept will be prepared, in addition to ContractOr manuals required
for the development program.
During the DS-II and DS-III Programs, complete Weapon System
technical manuals will be furnished in accordance with the applicable
Military Specifications. The complete Technical Manual Program will be
accomplished under Boeing management. These technical manuals will
provide all data necessary [Q operate and maintain the Weapon System as
well as provide a valuable training aid in the Contractor's Training School.
D22603 103
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Human Factors
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The program for human factOrs has been developed for an extreme
altitude, hypersonic family of manned vehides which will have orbital capa-
bility for research, reconnaissance and warhead deployment. Development
of these mission concepts with the DS-I can be accomplished in the most
rapid manner by utilizing the peculiar operating characteristics of a manned
system. Past experience has shown that system reliability, for example,
is greatly increased by using the human override capability (emergency
salvage) for emergency circumstances which may develop during the mis-
sion. The decision to include man as an airborne component of the Dyna
Soar vehicles must be followed through by providing effective integration
of the man into the particular vehicle. In similar fashion, the capabilities
of ground personnel, who must make critical decisions regarding vehicle
readiness, launch, and recovery, must be carefully evaluated and integrated
with mechanized equipment. The program for achieving effective man-
machine integration is contained in three broad areas of emphasis:
Utilization of the man
PrOtection of the man
Training and evaluation of the man
UTILIZATION OF MAN: DS-I SYSTEM
A primary objective of the human factors program is to provide a DS
system which makes maximum use of the man's intelligence and corrective
capabilities, and which minimizes his error potential. The accomplishment
of this goal requires a comprehensive analysis of proposed uses of the
weapon system, the effects of environmental factors, and the determina-
tion of the implications of the above for ground support requirements.
The results of these analyses are the basic data (Reference: MIL-H-25946,
USAF) used for determination of such human factors considerations as
airborne and ground crew duty stations, crew duties and duty cycles, in-
strumentation and controls, and number of personnel required. In this
regard, the Bell X-I and X-2 aircraft research flights and proposed DS-I
mission requirements hwe been analyzed, and representative mission pro-
files have been prepared. These data provide the basis for preliminary
assignments of automatic and manual modes of operation for the vehicle,
and the initial determination of the time-line analysis for pilot duties. Crew
104 022603
L ____ ..... ____ I
station layout, instrumentation and controls, and crew space considerations
have been determined specifically for test-bed mission use, but the ve-
hicle's conversion to weapon system use with a minimum interchange of
components has been considered.
The program for the pilot includes manual override controls, extem-
poraneous verbal reporting and physiological data, both recorded and verbal
while in flight and after the mission is terminated. The DS-I vehicle and
pilot will be an invaluable source of information in regard to the transi-
tion of air-crews from their present roles as operators to the role of vehicle
and equipment managers. expected for at least the DS-III. However, the
airman will continue to serve as an emergency mode of operation for as
many sub-systems as feasible.
An effective program for utilization of man requires that maintain-
ability be made a system design parameter. For the DS-J program, the im-
plications for design criteria of such ground suppOrt considerations as
inspection periods, use of fixed versus portable test equipment, accessibility,
standard versus special tools, and dimensional criteria for replaceable com-
ponents are being determined. Early design consideraions also include
personnel skill levels, studies of contractor participation in weapon system
maintenance, joboriented handbooks. and factory training requirements.
The weapon systems oriented approach and the techniques for analysis
suggested above provide a partial basis for the human factors program
which has been prepared forsupporr of the Dyna Soar Projecr. In addition,
emphasized research and development effort is programmed for the fol-
lowing problem areas:
a. Crew instrumentation and control requirements. While automatic
operation is planned the pilot will require sufficient information
to perform as the systems mlOager, and also to provide emergency
operation of components. "How goes it," and other appropriate
qualitative information displays, will require increased study and
development.
b. Man versus. Machine Capability. The entire system effectiveness
will be analyzed to assess man's capability, as compared to mechan-
ized means, to insure successful completion of the planned mission,
when considering riming and expense.
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PROTECTION OF MAN: OS-I SYSTEM
The human component in the Dyna Soar weapon system will be con-
ditioned and protected throughout the entire flight envelope. Success of
planned mission concepts depends on effective aircrew contribution during
short OS-I, single crew member, hypersonic glide flights as well as flights
into orbit under total space equivalent conditions for several hours dura-
tion. This will be accomplished by carefully planned procedures and pro-
tective devices which reduce the various stresses encountered to acceptable
human tolerance limits. Analysis of representative OS-1 missions and
their flight environment, as outlined in the chart below, established the
biological parameters within which protection will be supplied.
Ouring the initial development phase of OS-I the pilot will wear an
improved MC-2 rype full pressure suit, adequately ventilated to supply
breathing oxygen and temperature controL The cockpit will be adequately
to maintain the suit in the un inflated state. Escape provisions
during this preliminary ph:lsc will be provided by an ejection seat system
capable of deployment throughour the flight envelope. An escape capsule
is phased into the program in time to provide protection for the pilot
DSI Launch Profile
, i
90 120 . 210 240 270
during separation from vehicle and for survival after landing, either on
land or water. All emergency actuating devices will be designed to be
compatible with limited mobiliry under increased loads. Preliminary studies
show the result ant physiological acceleration (RP A) during ascent will
not exceed a maximum of 7 g (back to chest) as a result of any boost phase
and will not be less that 1 g (chest to back) during the coast phase between
third and fourth stage boost. The reentry maneuver will produce decelera-
tion acting from chest to back. For the greater parr of descent, RPA will act
90
0
to the longitudinal axis and will undergo one or tWO slow build.ups
from 0 to .9 g un'til equilibrium flight path is established. Subsequent de
scent will be under controlled conditions and RPA will vary above 1 g
depending on the maneuvers required for approach and landing. Thus,
optimum positioning and restraint in the modified supine position for
launch, and reposition to the standard seating position during orbit, re-
entry, approach, and landing will reduce this stress to well within human
tolerance ranges. Periods of weightlessness for OS1 missions will be of
relatively short duration and will be used to further evaluate physiological
and psychological responses. Psychological stress will be allev ia ted
by proper indoctrination, training, pre-flight simulation, and inflight in-
formational display. Exposures to electromagnetic radiation at high al-
titudes will be of short duration and within established human tolerances.
Noise levels and vibration are currently being evaluated, and will be at-
tenuated to operationally acceptable standards. Biological test instrumen-
tation of manned and unmanned (animal) flights will further establish
levels of stress, physiological response, currently unrecognized problems,
and systems reliability. Data obtainable from current research programs
such as "Manhigh II," Explorer, XIS, etc., will be programmed as vital and
fundamental elements of the Oyna Soar protection program.
Ground mainenance personnel will require safety provisions against
physical haz:irds present in servicing currene ground launched missiles,
and environmental protection under operating conditions from blast and
thermal effects of solid propellants.
The optimum solution to the above protection problem areas requires
the cooperative effort of various industry and military test facilities as
shown on accompanying charr. Biological parameters will be firmly defined
and maximum use made of current facilities for applied studies and sim-
ulations of flight conditions and environment. Protection criteria for DSI
research missions are being established and will be coordinated with the
Air Force.
022603 105
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TRAINING AND EVALUATION
The purpose, potenrial operating costs, and missions to be accomplished
by the Oyna Soar systems dictate the need for training equipmenr which
can train and simulate conditions for the aircrew and all support personnel.
The Dyna Soar program will provide training courses, aids, and simu-
lators which transcend presenr day procedural eype training by placing
the trainee in a realistic operational environmenr and teaching him to
function effectively. In this regard, the Boeing training program will em-
phasize three important areas in addition to the usual training factOrs:
1. Environmental simulation, primarily visual, acceleration, and tem-
perature environment, will be incorporated into simulator design.
Preliminary designs of such simulators incorporating centrifuges
have been initiated with Curtiss Wright Corporation.
2. Simulation training equipment will be provided for "down range"
test support personnel as well as maintenance suppOrt personnel.
3. "Whole System" simulation and assessment will be achieved by
coupling individual simulatOrs to the proper digital and analog
computers.
Consistent with the design phasing of the system,. training and simula-
tion equipment is planned for the three proposed OS configurations. DS-I
equipmenr will be designed to provide the basic training equipmenr for
DS-II and OS-llI. The proposed program for DS-I is briefly outline in the
chart presented below. Delivery dates for the various units of equipment are
based on the OS-I test program, and simulatOrs will be available for train-
ing preparation prior to actual flight.
The pilot simulation equipment will be developed in stages. The first
stage will be the Glide Landing simulator which will provide training in
approach and dead stick landings. This unit will be a conventional flight
simulatOr having the usual six degrees of freedom. Surface and power con-
trols will be properly coupled to the computer unit, the output of which
will provide data necessary to control the simulated instruments and the
visual landing display. The Limited Power Flight Simulator is the same
as the first stage, with the addition of a simulated limited propulsion sys-
tem and acceleration forces. Appropriate signals from the flight computer
will be coupled to the centrifuge unit. The Power Launch and Landing
Simulator will be an augmentation of the computer of the limited power
flight trainer for simulation of the complete propulsion system of the
launching vehicle.
106_ "BAn"
........'II!,,"',,""'-II!I----____ ....
UTILIZA TlON ANUL
MISSION ANAL.
FUNCTION ANAL.
TIME-TASK ANAL.
EMERG. TASK ANAL.
INFOR. ROMTS.
INSTR. ANAL
CONTROL ANAL.
LAYOUT ANAL
ESCAPE SYSTEM
ACCIDENT POT
SURVIVAL RQMTS.
PERSONAL EQUIP.
RESTRAINT
CAPSULE RQMTS.
GRD. SUPPORT ANALYSES
FUNCTION ANAL.
TIME-TASK ANAL
EMERG.-TASK ANAL.
MAINTAINABILITY ANAL.
QUAL. PERS. ROMTS.
ENVIRON. ANAL
HAZARD ANAL.
AIRCREW TRNG.
GRD. CREW TRNG.
SIMULATOR ROMTS.
HANDBOOK RQMTS.
W. 5. SIMULATION
ENVIRONMENTAL ANAL
ACCELERATION
ZERO GRAVITY
VIBRATION AND NOISE
CABIN ATMOSPHERE
ESCAPE SYSTEM
VISION
WORKREST CYCLES
CONFINEMENT ANAL.
Human Factors Program Chart
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The training program required of the pilot for the DS-I will assume
that he has a background in piloted aircraft which have a near approxima-
tion to flying and handling qualities of the DS-I vehicle. The pilot will
then be trained on the glide-landing simulator to give him procedural
training. He will then make unpowered and powered drop flights, will
transition and train on the limited power flight simulator, and finally
be ground launched.
Specific duty stations for the total ground support system which will
require simulation, will be delineated following further analysis of ground
suppOrt requirements for launch, track and recovery maneuvers. It is
planned to conduct ground crew training for maintenance type personnel.
A major goal of the simulator program will be to achieve weapon sys-
tem and research system analysis. Recording and computing facilities will be
coupled to pilot trainers and ground support trainers in order to evaluate
the performance of all humans as they enter the "Whole System" operation.
This assessment will determine the magnitude of expected human malfunc-
tions, and the probability of successful completion of the various missions.
Such data, in conjunction with fundamental statistical information on pro-
bability of failure of non-human components of the system, can be analyzed
to indicate over-all effectiveness of the 464L system. The importance of
these features, from monetary and safety considerations cannot be over-
emphasized.
The DS-U mission concepts involve one-way, fly-over capabilities for
reconnaissance and warhead guidance and control, and being an outgrowth
of the DS-I vehicle, will use a considerable amount of DS-I development
information directly. Tactical mission requirements, considering possible
enemy action, will be carefully assessed to determine possible needs for
protection of the pilot.
Crew duries required by the tactical mission will necessitate a revision
of crew station layout to accommodate the equipment required to perform
the tactical mission.
Training requirements for DS-II pilots are expected to be similar to
those of the DS-I program, but of an expanded nature. The DS-I pilot
simulator program will serve, again, as a basis for DS-II pilot training.
DS-III vehicles, as an operational system, will perform as units of an
integrated and coordinated reconnaissance and control system. The DS-III
manned vehicle is expeCted to require a crew performing command, of-
fensive, defensive, and maintenance functions. Target intelligence is im-
mediately scanned (photo interpretation), encoded, and transmitted to
other elements of the system. Specific implications of these mission con-
cepts for crew and crew stations are presently being determined, and are
being phased with requirements for airborne computer facilities, semi-
automatic and manual astronavigation procedures and aids, inflight main-
tenance capabilities, instrumentation and control. The accomplishment of
these reconnaissance and control missions will again require detailed study
of potential mission cycles, and analysis of equipment and human sensing
and response characteristics.
Environmental crew protection will be afforded by an independent,
automatically-controlled, omni-environmental, sealed cabin. The prolonged
duration of weightlessness will require additional evaluation with regard
to aircrew adaptation and the feasibility of restraint and artificial support.
Adaptation to the altered work-rest cycle and prolonged periods of isola-
tion and confinement will be accomplished by pre-flight simulation and
aircrew selection for personality compatibility. Facilities for maintenance
of adequate personal hygiene, muscular tone, and strength will be provided.
Contractor training program, established for DS-I and DS-II, will be con-
tinued and augmented for DS-III as increased production volume, numbers
of personnel, extent of design development, and mission evolution dictates.
022603 107
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RELIABILITY
The Dyna Soar reliability program has been formulated ro suppOrt
requirements of MIL-W-94 I 1, Amendment 1, 13 December 1957, General
Specification for Air Weapon Systems.
Principal objectives of the Dyna Soar reliability program are two-fold:
1. To provide quantitive criteria for the establishment of adequate flight
safety, technical missions accomplishment, and maintainability for the
DS-I program.
2. To provide the requisite high level of operational reliability for the
DS-II and DS-1II weapon systems.
Reliability effon during the Phase I study will be devoted to establish-
ing detailed criteria for reliability and maintainability, developing ac-
ceptable techniques for analytical prediction of reliability of the DS-I sys-:
tem, and implementing the necessary organization to achieve verification
of these analytical predictions during the DS-I program.
Reliability policy for the Dyna Soar Program will be established by the
Weapon System Manager's office, and will be implemented by all devel-
opment contractors under direction of that office. This reliability policy
consists of establishment of system and subsystem reliability requirements,
designation of acceptable criteria for design and fabrication, approval of
subcontractors' reliability programs, and establishment of management
controls for identification of problem areas and demonstration of ade-
quate system reliability. These policies will apply to the Airborne System,
SuppOrt System, Facilities and Installations, and Personnel and Training;
the major parts of the complete weapon system.
More important than predicting or measuring reliability is the basic
problem of designing and building a system reliable enough to satisfy the
mission requirements. Important facets of the procedure are: a) No de-
tailed design of any major subsystem can be manufactured till its reliability
has been approved. b) The organization approving reliability is indepen-
dent of the organization designing the system, c) Ample additional parts
are made for reliability evaluation tests, and J) Data from tests are fed
back to designers and to the independent reliability evaluation group.
108 022603
MAINTENANCE FOR RELIABILITY
It is impossible to sustain the intended reliability level unless organi-
zational and field level maintenance is performed with the same quality
control exercised in original production of the item in question. Boeing
has therefore established the following maintenance policy:
1. Organizational and Field Level: All organizational and field level main-
tenance will be limited to removal and replacement of the malfunction-
ing package.
2. Depot Level Maintenance: Maintenance performed at the depot must
be limited to that which can be accomplished with the same degree of
quality control obtained in original manufacture of the package. Dur-
in the DS-I Program this requires that all malfunctions be returned
to the factory for repair and maintenance.
During the DS-I Program data will be obtained for evaluation of the
contractor's ability to predict reliability and maintenance levels to a reason"
able accuracy. Based on his proven ability, and contractUal authorization
to provide operational maintenance for the DS-II and DS-III Weapons
Systems, Boeing will be in a position to include reliability in the contrac-
tual performance requirements for these systems.
DS -1 Reliability Data Flow
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Master Engineering Development and Demonstration Plan
OS-I
EARLY BIRD
ENGINEERING
SUBSYSTEM DEVELOPMENT
SYSTEM TEST
-- +-
CONCEPTUAL TEST VEHICLE
PHASE I
ENGINEERING
SUBSYTEM DEVELOPMENT
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OS-II
ENGINEERING
SUBSYSTEM DEVELOPMENT
SYSTEM TEST
OS-III
ENGINEERING
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SYSTEM TEST
PROJECT GO AHEAD
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1958 1959 1960 1961 1962 1963
02-2603 109
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FLIGHT TEST
1964
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DEVELOPMENT & DEMONSTRATION
This section portrays the Development and Demonstration plans for
Weapon System 464L. These plans include:
Research programs to support development of Dyna Soar systems and
promote study of scientific data from space in order to extend the frontiers
of man's knowledge.
Subsystem Development Programs for test and evaluation of equip-
ment prior to integration into a complete weapon system.
System Test Programs for progressive evaluation and demonstration
of Dyna Soar systems (DS-I, DS-n, and DS-III) and gathering of scientific
data from space by means of flight tests, and training of USAF operating
personnel in employment of a space-flight system.
RESEARCH PROGRAM
Applied research is planned as a connnuing effort to satisfy scientific
objectives of the DS-I test program; and to suppOrt development of the
Dyna Soar family of weapons and their operational employment. The
research programs will consist of theoretical studies, laboratOry experiments
and flight tests, with each complementing the other.
The continuing research which will be accomplished concurrently with
the DS-I development and flight testing programs is discussed under three
main categories, namely: Space Technology, Product Research, and Opera-
tions Analysis.
SPACE TECHNOLOGY
Space technological research will consist of analytical studies and anal-
ysis of DS-! flight test data supplemented by space data from other govern-
ment-sponsored programs such as Operation Far-side. Investigations will
be made in the fields of Geophysics (electrical properties, molecular impact,
etc.), Human FactOrs (physiology and psychology), Astro-physics and
space mechanics, and space navigation.
PRODUCT RESEARCH
Product research will be accomplished through studies and laboratOry
tests to provide data for product and system design. Research pertaining
to the flight vehicle will be concerned with propulsion, aerodynamics, struc-
tures (materials and processes), weapon delivery, and others. In addition,
space electromagnetic research will be conducted relative to data sensing,
transmission, reception, processing and display, analysis and decision, and
decision execurion. Data from the present Boeing-sponsored hypersonic test
vehicle research program wilI be applied to the DS development.
110 D22603
~ ---"'- c C
OPERATIONS ANALYSIS RESEARCH
Operation analysis research consists primarily of analytical studies to
optimize utility of the DS-I conceptual test system and the DS-II and
DS-III operational weapon systems. It is concerned with such studies as:
reconnaissance, logistics, self-defense, peacetime employment, weapons
delivery and effects, war gaming, and integration of the DS family of
weapons into the U. S. national arsenal.
Since it is not praCtical to discuss in this document the details of all
proposed research, an illustrative example only of Geophysical Research is
included, as well as an outline of aerodynamics, propulsion, and structures
research.
AERODYNAMIC RESEARCH
I. OBJECTIVES-DS-I
Aerodynamic research for DS-I has the following objectives:
a. Confirm performance and stability (Static and dynamic) and con-
trol predictions including flight limits for glider and glider plus
boosters.
b. Confirm heat transfer and pressure distriburion predictions for glider
and glider plus boosters.
c. Confirm aerodynamic predictions for escape capsule and separable
stOres.
d. Determine ditching characteristics of glider.
e. Develop requirements for satisfactOry flight control system.
f. Verify previous correlations on the nature of the upper atmosphere.
II. OBJECTIVES-DS-II AND DS-Ill
a. Refine and tailor configurations for the various missions .
b. Refine and tailor flight control system for the various missions.
1lI. FA ClLITIES-DS-I
A. Boeing Facilities
Transonic Wind Tunnel (500 hours)
Supersonic Wind Tunnel (660 hours)
Hypersonic Wind Tunnel (720 hours)
Flight Simulator
High Altitude Chamber
Boeing Rocket Center
B. Goverrunent Facilities
Test Range-Holloman Air Force Base (three Hypersonic Test
Vehicles)
NACA Langley Foot Unitary Plan Supersonic Wind Tunnel
(80 hours)
NACA Pard Range (five "Early Bird")
AEDC "Hot Shot" Tunnel (460 hours)
AEDC B-Minor Tunnel (80 hours)
David Taylor Model Basin (80 hours)
C. Other Facilities
University of Washington Low Speed Wind Tunnel (240 hours)
PROPULSION RESEARCH
I. OBJECTIVES - DS-I
Propulsion research for DS-I has the following objectives:
a. Improved propulsion system reliability, including ignition, grain
physical characteristics and grain inspection techniques, inert parts,
thrust vector control, and thrust termination.
b. Propellant development for higher performance and improved phy-
sical properties.
c. Development of retro-rocket compatible with vehicle environment.
II. OBJECTIVES-DS-Il
a. Develop higher performance booster systems.
Ill. OBJECTIVES-DS-llI
a. Develop a recoverable booster.
IV. FACILITIES
a. Boeing Facilities-Boeing Rocket Center
b. Government Facilities--Florida Missile Test Range
c. Other Facilities--Vendor Rocket Stands
Vendor Laboratories
STRUCTURES TECHNOLOGY RESEARCH
I. OBJECTIVES - DS-I
Structures technology research for DS-I has the following objectives:
1. Demonstr.ate a satisfactory structural concept.
2. Establish strength, stiffness, flutter, vibration and shock design
criteria.
3. Substantiate the validity of these design criteria.
II. OBJECTIVES - DS-Il AND DS-Ill
1. Prove the structural integrity of the DS-II and DS-III vehicles.
2. Develop techniques to improve structural efficiency through mate-
rials and design developments.
Ill. TEST FACILITIES-DS-I
a. Boeing Airplane Company Facilities
Transonic Wind Tunnel (120 hours)
Supersonic Wind Tunnel (160 hours)
Hypersonic Wind Tunnel (80 hours)
Plasma Jet Facility
Rocket Center
Radiant Heat Facility
Noise Facility
Mechanical Test Facilities
Vibration Laboratory
b. Government Facilities
NACA Langley Ceramic Heated Air Jet
NACA Langley Four Foot Unitary Supersonic Wind Tunnel
(80 hours)
NACA Pard Range (two firings)
Holloman Air Force Base Range (three hypersonic test vehicles
shown also in "Aerodynamics Research")
W ADC Radiant Heat Facility
c. Other Facilities
Plasma Jet (General Electric Company-M.O.s.D.)
University of Washington Low Speed Wind Tunnel (240 hours)'
GEOPHYSICAL RESEARCH
The proposed geophysical research will investigate the influence of
earth and its surrounding atmosphere on the DS system. Facets of the geo-
physical realm to be explored are:
The atmospheric ambient envirorunent including examination of tem-
perature and pressures; the hypersonic local environment,
layer and shock wave ionization; gaseous discharge (antenna break-
down); effects of earth's magnetic field; the result of electric charge on
the flight vehicle; possible nitric oxide catalyst applications; and ion-
ization trails.
111
022603 7
.......... '1*' 5,;I,rs'

I'

I.
'1'
..
I. UPPER ATMOSPHERE ELECTRICAL PROPERTIES
(AMBIENT ENVIRONMENT)
OS-I and OS-II configurations involve unique communication paths.
Their altirudes put them in the ionosphere. Their speeds move them
through the ionospheric complex rapidly. The investigations will treat
fundamental radio geophysics problems for development of engineering
dara for the special conditions of DS communications which include:
a. Supporting research in magnetOhydrodynamic sources.
Discussed in Paragraph V.
b. Analytical studies which adapt curent communications forecasting prac-
tice to the radio problems for OS paths. O-region signal loss effects
will be emphasized.
c. Ground Experiments
Experiments in upper atmosphere electrical properties are now in prog-
ress at Boeing. Very low frequency radio signals from a complex of VLF
transmitters are monitOred. Automatic mechanization of the equipment is
such that daily patterns of upper atmosphere "electrical weather" are dis-
played. The ionization state of the lower ionosphere (180,000 to 300,000
feet by day and 300,000 to 350,000 feet by night) can be continually
patrolled. Applied to DS testing, such ionosphere monitors will give state
of "electrical weather" prior to launch and so permit optimum program-
ming of HF voice and data link for test flights.
Supplemental monitOring of DS HF signals, together with the VLF
absorption region patrol and ionosonde data from NBS will make for a
well-controlled experiment on ionospheric properties in general, and on
radio propagation problems particularly pertaining to Dyna Soar.
Vendor and Consultant Contacts:
Central Radio Propagation Laboratory, National Bureau of Standards,
Boulder, Colorado.
Geophysical and Electronics Research DirectOrates AFCRC
Stanford Research Institute.
Contact will be initiated with Army Signal Corps, Fort Belvoir, Virginia.
II. HYPERSONIC LOCAL ENVIRONMENT
A. Molecular Impact Effects (Sputtering)
In free and quasi-free molecular flow conditions, which set in at alti-
tudes pf some 300,000 feet, molecular impacts are a dominant aerophys-
ical environment mechanism. Resulting microscopic vaporizations (sput-
tering and ablation) may have Important weapon system effects such as
112 n ' . ? ~ n '
ionization trails and electric charging of the airframe, and erosion rough-
ening of skin, sensors and windows.
Research will include:
a. Analytical studies of impact effects of various atmospheric species vs.
energy for various altitudes and speeds, and sputtering and ablation
reactions.
b. LaboratOry Experiments:
Ionization trails of projectiles in hypervelocity gun ranges.
c. Ground Experiments:
Radar monitoring of ionization trails from DS-1.
d. Airborne Experiments:
Radioactive erosion gauges-rotatable for impact angle effects. Sput-'
tering and ablation measured at various aircraft stations with geiger
counters.
Vendor and Consultant Contacts:
Naval Ordnance Laboratory-Hypervelocity guns
AMES Aeronautical Laboratory-Hypervelocity guns
University of Toronto--Aerophysical studies
Westinghouse-Cathode sputtering
University of Oregon-Low energy impact phenomena-sputtering
Boeing Required Facility:
Hypervelocity gun and range (0.22 caliber, Mach 25) in evacuated
rube (0.01 mm Hg) 100 ft. long-l ft. dia.
This research will provide basic information on sputtering and ablation
environment and control for DS-I1 and OS-III.
B. Boundary Layer and Shock Wave Ionization
Investigation will be made on aerophysical conditions in the boundary
layer which affect operation and design of electronic, IR and photo external
elements.
Theoretical studies:
Theoretical studies of boundary layer structure and analysis of electro-
magneto-optical properties due to dissociation and ionization. (Such work
has already been done for other hypersonic configurations (SR-126) and
the effort would be expanded from this foundation work.)
Laboratory experiments:
Experimental studies of boundary layer aerophysical properties will be
done with OS scale models and, preferably, certain OS full scale model
sections in a shock tunnel.
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Airborne experiments will use capacitor plate sections in OS skin. Measure-
ments of capacitor dielectric will give electron densities and electron colli-
sion frequencies in the boundary layer.
IR luminosity will be measured by IR sensing heads at various stations
on the airframe. The IR turret head will be cooled and sunk in a domeless
well. The cooled sensor will be swung into position (briefly) for each
luminosity measurement.
Vendor and Consultant Contacts-Shock Tunnels:
General Electric Company (MOSO)
DS-I boundary layer scientific research will provide engineering data
for OS-II and OS-III electronic, photo, and IR systems.
Ill. GAS DISCHARGE (ANTENNA BREAKDOWN)
Investigation of geophysical and hypersonic aerophysical factors on
g?-seous conduction problems, principally antenna breakdown, for the
range of altitude from 100,000 to 300,000 feet will be made.
Analytical studies will include effects of ambient environment param-
eters (air density, temperature, composition, ultra violet and X-ray solar
radiation); local environment phenomena (seed ionization in the super-
heated, dissociated, electrically conducting boundary layer) and "slip
stream" blow-away effects (air contamination by skin metallic vapors).
Laboratory experiments will simulate true flight conditions with tests
in environmental chambers, conventional wind tunnels, and shock tunnels.
Effort concentration here will be on effects of discharge of threshold ion-
ization, excitation field frequency and pulsed signal operation. Airborne
experiments will sweep transmitter power outputs to and beyond break-
down, and will telemeter antenna voltage, current and phase.
Vendors and Consultants:
AFCRC, Westinghouse and Massachusetts Institute of Technology.
OS-I gas discharge research data will be important for engineering of
reliable communications systems in OS-II and OS-III.
lV. EARTH'S MAGNETIC FIELD
Investigations of troublesome geomagnetic influences on OS systems:
( 1) magneto-ionic effects causing anomolous radio propagation and
radar errors, (2) effects of cutting geomagnetic lines of force and
developing potentials. (Circuit closure by the ionosphere allows cur-
rent to flow and resulting magnetic forces produce perturbing currents
in test sensors, disturbance of boundary flow, ohmic-magnetic drag,
and, possibly, reaction magnetic drag and magnetic lift.)
Analytical studies will apply magneto-ionic theory to evaluate these
aspeCtS of the DS radio and radar environment.
Magnetohydrodynamic currents and forces on the vehicle acting as a
self-excited dynamo will be evaluated for boundary layer electric currents
in earth's magnetic field, principally at E-region altitudes where electrical
contact of the vehicle to the ionosphere is optimum.
Laboratory experiments on magnetohydrodynamic forces will use sim-
ilitude modelling on drag models in an electrolytic tank with a superim-
posed magnetic field.
Ground station phase measurements of received signals will be made to
get path retardation information, which will be used in analysis of radar
time-range errors, and refraction errors.
In airborne experiments, insulated wires will be run chordwise and
vertically in the DS frame. Their ends will terminate at insulated conduct-
ing plates in the ~ J in. Measurement of currents in the wires will give the
magnitude of induction effects from the vehicle's motions.
3. Vendor and Consultant Contacts
Contact has been established with A VCO on hypersonic glider mag-
netohydrodynamics. Geomagnetism contacts include AFCRC; and Dept.
of Terrestrial Magnetism, Carnegie Institute of Geophysics, UCLA.
V. AIRCRAFT ELECTRIC CHARGE
Investigations will be made of electric charging of the airframe from
effects of photo-ionization (from solar ultra violet and X-radiation), tribo-
electric charge drag on the aircraft, and enhanced skin heating due to charge
recombination at the skin.
DS applications are to airborne radio and radar static interference,
electric charge drag on aircraft; enhanced skin heating due to charge
recombination at skin.
Analytical studies will show magnitudes of the above-mentioned charg-
ing processes for pertinent flight regimes, and will evaluate deleterious
effects on system study techniques for countering charging problems.
In airborne experiments, electric fields will be measured at the
OS rear surfaces. Effect of charging on boundary layer heating will be
determined by adding positive and/or negative charges to insulated metal
plates at ventral skin locations and monitoring resulting skin temperatures.
022603 113
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RESEARCH, FUNCTIONAL, TESTING, AND COMPONENT DEVELOPMENT
1958 1959 1960
I
1961 1962 1963
I
:UGHT SYSTEM AREA
PH.t.SE I
GO AHEAD
[
PHASE I ---i I OS-I FLIGHT TESTS __ I
BOOSTER MANNED I I
CONFIGURATION II. VEHICLE AIR DROP MANNEO UNMANNED
FIX "EARLY BIRD" STATIC", GROUNO LAUNCH GLOBAL
... PROOF WI,ND TUNNEl TEST .. I ...
MANNED
GLOB"l
..
AIRFRAME AND STRUCTURE
GLIDER. fliGHT CAPSULE. STORES. BOOSTER CONfIGUR"TlON
MATERIALS. P"NElS, LEADING EDGE, NOSE CONE,
L"NDING GEAR AND DRAG CHUTE
ACCESSORY EQUIPMENT
ACCESSORY POWER, ElECTRICAL POWER,
fLIGHT CONTROL POWER, COOLING, AND PRESSURIZATION
PROPULSION
RIGHT CONTROLS
CREW AND COCKPIT
ENVIRONMENTAL SUIT. flIGHT C"PSULE,
INSTRUMENTATION AND DISPL"YS
COMMUNICATIONS
"NTENN"S. RADIO RECEIVING "NO TR"NSMITTlNG,
TR"CKING, VOICE. AND OAT" LINK SYSTEMS
NAVIGATION
ALL" TTlTUDE GYRO REfERENCE SYSTEM,
INERTI"L "UTO N"VIGATOR, R"D"R ALTIMETER.
"'UTO-PILOT, "'UTOMATIC L"NDING SYSTEM
RECONNAISSANCE
CAMERAS, HIGH RESOLUTION R"DAR
:;ROUND SUPPORT AREA
FACILITIES
L"UNCH PADS, STOR"GE, CONTROl BUILDING, SHOPS
SEATTlE, EDW"RDS MB, CCAFB. GL08Al R"NGE
LAUNCH EQUIPMENT
ERECTION TOWER, eOOSIER STAND.
ELECTRIC"'l LAUNCH EQUIPMENT
HANDLING EQUIPMENT
TRANSPORT SERVICE
GROUND COOPERATIONAL SYSTEM
AUTOMATIC L"NDING SYSTEM. TRACKING, COMMAND.
TELEMETRY, COMMUNICATIONS, OAT" H ... NDLING
INSPECTION AND TEST
WIND lUNNEl II. HTV ENGINEERING TESTS fliGHT EXTERNAL STORES EXTERNAL STORES STATIC
ii .. 4 +fl .+." . mM?,DEl t:, I :! .. "" I'" I PROOF TEST
RECON DEMONSTRATION
BOM81NG DEMONSTR"TlON
t!ITCHING LGEAR L LIMITED STRUCTURAL
DESIGN MODEl TEST fLIGHT CLEARANCE.
SELECT STUDIES I CTV-I ANO ON
MATERIAL SCALE-.,--- FLIGHT HARDWARE AV"ILABLEI
' .. RElEASE I LAB TESTS ,
SElECT EQUIPMENT fLIGHT CLEARANCE,
REENTRY ROCKET L.:.: TEST START CTV-I ON BOOSTER
I VENDOR DESIGN fACILITIES fiRINGS START PROPULSION I Pfn fOR
11& DEVElOPMENT MANUF"CTURE & TEST.. GEST VEHICLE FIRINGS .. MANNED fLIGHT
( ;
k------ SEATTLE ST"TlC fiRING FACILITY .1. SYSTEM COMP"TlBllITY_
DESIGN AND CONSTRUCTION I TESTS I
WIND TUNNEl, fREE HIGHT TESTS -+1 TEST HARDWARE
DESIGN & CONSTRUCTION Of SIMUL"TOR J..AXIS SIMULATOR UTILIZATION
* i--fliGHT ' FLIGHT (TV.I
STUDIES REACTION HARDW"RE
CONTROLS LAB. TESTING ,
WIND TUNNEl FLIGHT EQUIPMENT ESCAPE & RESCUE BE"CON. CTVX
t+-AND SLED DELIVERY, CTV.I I-+- QU ... lIfY
I-MAN C ... PSUlE
DESIGN AND CONSTRUCTION
FLIGHT TRAINER SIMUL"TOR HIGH TEMPER"TURE
"NTENN"-CTV B
ENGINEERING COMPLeTE ALL SYSTEMS-:1 HARDWARE PROTOTYPE SYSTEMS I INTEGAATED
, 'I TElEMETERING-CTV.s
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PRELIMIN"RY FUNCTIONA! I BAC EQUIPMENT, 4th STAGE EMERGENCY
SPEC TEST I LAB TESTS GYRO. "UTOPILOT, COMMAND-IGNITE
t I AUTO LANDING SYSTI'M I
I. I ' i'. BAC 'L"B INERTI"L AUTONAVIGATOR
CTV-l0
SUBCONTRACTOR DEVelOP 1
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PRELIMINARY "NO fUNCTIONAL TEST SMALL TEST 90% ENGINEERING I
S*EC I CfERA "V"IL"BLE HIGH RE.LUTION RAD"R r- HIGH RESOlUTION
R"D"R BREADBO ... RD FLIGHT
FIN"L.....,J
SPEC
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FUNCTIONAL TEST
"'CTIVATE EDW"RDS MB ACTIVATE SE",TTLE ST",TlC rr" GLOBAL F"CILlTI'ES
DROP Tl'ST F"CILITIES ,FIRING F"CILITY I COMPLETI'
DESIGN "NO CONSTRUCTION ACTlV ... TE NO. I PAD, ASSEMBLY "NO MAINTI'N"NCE
START LONG LEAD PROCUREMENT 1st SET OF EQUIPMENT SHOP, CAPE CANAVERAL

DESIGN AND F"8RIC"'TE - 6th SET OF
FIRST EQUIPMENT, ,- I EQUIPMENT
EQUIPMENT DESIGN AND FABRICATION _ hI ... IRBORNE TR... CK I .
SYSTEM REQUIREMENTS rBASE SUPPORT .r- lot B52 [SURVEillANCE. rrGLOB"L TR"CK, COMMUNICATIONS
I' ' .. AND GFE RQMTS. , CARRIE!! MODIFIED ST"TION AND t,o.NDING SYSTEM
ST"RT LONG LE"D EDW ... RDS "'UTOLAND AND SE"TTtE OAT";' l ... AUTO-LAND, TR"CKING.
PROCUREMENT --,. TR"CKING INST"LLATION COMPLETE SYSTEM COMPLETI' AND COMMUNICATIONS SYSTEM COMPLETI'
I
CONFIGURATION Bth SET OF EQUIPMeNT
STUDY I
1958 1959 1960 1961 1962 1963
1964
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AIRFRAME STRUCTURE
ACCESSORY EQUIPMENT,
CREW, AND COCKPIT
PROPULSION
IMPROVED SOLID &OOSTERS
RECOVER ... IlE LIQUID BOOSTE.RS
FUGHT CONTROLS
COMMUNICA nONS,
NAVIGAnON
RECONNAISSANCE
HIGH RESOlUTION R ... O ... II. III DETECTION,
HINT, TV PHOTO PROCESS, HIGH CAP ... CITY
O ... T ... LINK
OFFENSIVE
... TR... N, FUSING, ... ND "RMING
DEFENSIVE
COUNTERME ... SURES, INSPACE COMBAT SYSTEM
GROUND SYSTEM AREA
FACIUTIES
I ... UNCH P ... DS, STOR"'GE, CONTROL BUILDING,
SHOPS. SE ... TTIE, CC ... F8, GlOB"'1 R ... NGE
LAUNCH EQUIPMENT
ERECTION AND MONITOR TOWEll.
&OOSTER ST"NO, ElECTRIC"L I ... UNCH EQUIPMENT
HANDUNG EQUIPMENT
TR... NSPORT, SERVICE
GROUND COOPERA nONAL SYSTEM
"'UTOM"TlC I ... NOING SYSTEM,U"CKING,COMM"'NO,
TelEMETRY, COMMUNIC" TlONS. 0 ... T ... HANDLING
INSPECTION AND TEST
-----
Subsystem Development, DS-II and III
RESEARCH, FUNCTIONAL TESTING, AND COMPONENT DEVELOPMENT
1962 1963 19604 1960
i
1961
051 fLIGHT TESTS

SUBSYSTEM
DEVelOPMENT
GO-AHEAD
I
J. OSII fLIGHT TESTS 1
. OSIII fLIGHT TESTS ------..:-------
OS-III OSII

WIND TUNNel
... NO FREE.HIGHT TEST
DESIGN O ... T ... -os II AND 11'1 -
OS.'" 0511
M ... N DEMONSTRATION
GROUND UNMANNED MANNED
LAUNCH BOMIER RKON
05111 FIRST fLIGHTS
UNM ... NNEO 4 M ... N
ORIIT ORIIT
HI ... LT
Os.lll 3 VEHICLE
SINGLE ORBITING
FLEET
DEMONSTRATIONS
ST "n VENDOR
DEVELOPMENT
ORBIT ... l EQUIPMENT
.L
I
0511 EQUIPMENT
SPEC RELE... SE
0511 EQUIPMENT tT ... TIC ... NO
+I7''----....J
ON DOCK DYNAMIC SUUCWR ... 1 PROOF TESTS
I t , MH
1
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QU ... lIFY OS-II FLIGHT C"PSUIE OS-III WIND TUNNel QUALIfY OS-III
I
HUTTER TEST "NO 4 MAN fLIGHT CAPSUlE
INITI"TE STRUCTURAL COMPONENT 1
IMPROVED SOliD BOOSTERS FIRST ST"TlC FIRING TEST I PfRT-Ds.lI SOUD IOOSTEII
I
I
ST"RT RECOVER ... BLE FI02 SIMUl"TOR LIQUID ENGINE RECOV BOOSTER UOO,OOOfo THRUST LIQUID ENGINE .....JOS.1I1 COMMANDER
/liQUIO BOOSTER RECOVER ... BlE/EHICLE VENDOR flTTES{ PfRT MANNED' r
OEl
TO ."'C _'1NOOR FLIGHT PfRT MANNEO_=.!RECOVER"BIE BOOSTEf
INITI ... TE 05111 SOLID ROCKET.-l ST1RT P T V FIRING PfRT _ OS-III '
OSII "NO III CONTROL FIRING OS-III 05111 SOLID ROCKET IMPROVED OPERATIONAl SOUD RQCICET
FLIGHT HARDW ... RE SPECS'l SYSTEM T$T$ cOMPUTE I
SlMUL ... TOR STUDIES + DELIVER OS-I" fLIGHT CONTROl EQUIPMENT
OS-II INERTI"1 ... UTONAVIG"TOR '''C I.... I OS-III OSII PRODUCTION oLl
SPECIFIC ... TlON TEST-OS-II TELEMETRY ... UTOPlIOT TELEMETRY FLIGHT AUTONAVIGAlOR I
1....05111 CONTROl_
.- STUDIES
*1 t Ii < f fliGHT
..
SPEC +--OS-III INERTI ... 1 , ... C LA: TEST EQUIPMENT ON DOCK TIlAClCEa.
RElE"'S!: WITH ST ... R TR... CKER I I
R ... D ... R

TV SPEC
REIE"'SE

RAO". SAC TV fLIGHT HIGH R!SOLUTION
I ... B TEST TEST RADAR fLIGHT TEST
t tit
t tit I '.
HINT SPEC IR SPEC RElE"SE WNT FLIGHT HIGH CAPACITY D ... 1A
D ... T ... LINK SPEC RH, "TR ... N TEST ... TR... N ,LINK OPERATIONAL
... lR ... N SPEC RelEASE L"a TEST FLIGHT TEST rTARGfT SEKEI,\'IGHr
+
T",RGET SEEKER SPEC I SPEC RELE... SE FIRST NITRIC OXIDE I ... , TEST - COM .... T. SYSTEM
STUDIES PRELIMIN ... RY DESIGN DECOY flSSIlES liN SP ... CE COM8 ... T SYSTEM I FIRST R.lGHT
INITI ... TE DESIGN
OS 11.1 LAUNCH F"CllITY
... CTlVATE SE ... TTIE TEST


f-

DESIGN & CONSTRUCT
"CTlV ... TE CC ... F8 P ... O FOR DS1I1
hi OS-III L"'UNCHU I OSI SET MODIFIED
I---DESIGN & F ... BRIC ... TE -----0. .TO DSII T ... CTiC ... l PROTOTYPE
T
I{os.,,11 T"CTIC"'1 PROTOTYPE LAUNCHER
OS.III R&D OS.UI T"CTlC"'1 PROTOTYPE
DESIGN & F ... 8RIC ... TE H"NOllNG EQUIPMENT H"NOLING EQUIPMENT
t DS.I I
0511 T"CTlC"'1 GlOa ... l SYSTEM __ "'PPlIC ... TION OF 051 __
PROTOTYPES t 1 SYSTEM TO 0511 "NO III
I ti TRACKING, COMMUNIC ... TION, ... NO
DESIGN & F"UICIITE
OS-II T ... CTlCAl
PROTOTYPE ..
1 " SET OF OS-III EQUIPMENT.1'
1960
T
1961
022603
-
05.1111 TACTIC ... 1 I LANDING SYSTEM - SOUTH AFRIC ...
PROTOTYPE.
1962 1963

..
19604

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______ , _ ~ _ _ _ ' t ~ ~

SUBSYSTEM DEVELOPMENT PROGRAM
The programming of subsystem design, development, and test has been
closely integrated into the Boeing Dyna Soar proposal. Subsystem devel-
opment begins with formulation of preliminary specifications and design
requirements, includes Boeing and vendor protOtype fabrication, and carries
through to integration of flight hardware and ground support equipment
into a DS complex ready for fljght testing.
Subsystem development will be continuously monitOred and controlled
by the System Management Group. This group will establish subsystem
requirements compatible with over-all system objectives. During subsystem
development, the System Management Group will observe the progress
of all component developments to determine compliance with schedule
objectives, and will act to meet deficiencies should any occur. Performance
of subsystems will be monitOred and compared with reliability criteria to
insure attainment of the required flight capability. Through this process,
assurance will be given that the stringent performance and schedule require-
ments for the Dyna Soar systems will be met.
Subsystem programs for the three phases of Dyna Soar development
are summarized in the subsystem development schedules. Significant com-
ments on these programs are given below:
DS-I
The DS-I subsystem development program is characterized by extensive
application of existing knowledge and "off-the-shelf" components to a
boost-glide system. The present-day technology of supersonic manned and
unmanned flight articles, and of ballistic missile programs may be applied
to the system. Current knowledge in the fields of materials, strucrures, pro-
pellants, and accessory equipment will permit early development of manned
and unmanned research test vehicles. Modified "off-the-shelf' hardware
will be suitable for communication and data gathering equipment. Human
environmental requirements are known for initial DS-I programmed flight
test operations, and these requirements will be satisfied.
Development of ground support equipment is apt to be the critical
factor in timely accomplishment of the DS-I Program. Ground support
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equipment must be compatible with flight vehicle configurations, conse-
quently it's design completion must follow that of the test vehicle. This
condition has been recognized in the program scheduling, and therefore
delays because of this condition are not likely ro occur.
DS-II
During DS-I flight testing, design data will be acquired, from which
improved components will be developed for the DS-II operational system.
In the areas of communication, navigation, and data transmitting the per-
formance of off-the-shelf hardware will be evaluated and the results will
be applied to specifications for integrated systems.
Components essential ro accomplishment of strategic bombing and
reconnaissance will receive primary attention during DS-I1 development.
These include improved navigation, high-resolution radar, and I-R detec-
tion subsystem components assisting in warhead delivery.
Ground equipment necessary ro support a tactical DS-II system will
be evolved from the experimental models developed during the DS.I
program.
Successful initiation of the DS-II flight test program will be paced by
the progress of high-resolution radar development. Should this equipment
not be available, DS-II testing can progress as a bombing system with
reduced reconnaissance capability.
DS-Ill
Subsystem development programs for DS-I and DS-II will provide
initial activation of component designs in all areas required for DS-III
support, with three principal exceptions. These are (1) the advanced pro-
pulsion systems required for this orbital system, (2) the defensive sub-
systems supporting DS-III In-space Combat Control, and (3) electronic
countermeasures. To insure progress of the DS-IlI program, an early start
is required on [he propulsion system, particularly since this system includes
the development of recoverable high performance boosters. Development
and demonstration of orbital test vehicles during the DS-I and DS-II pro-
grams will provide a basis for steady progress in all orher fields of com-
ponent design for the DS-III system.
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Flight test program
NUM Ell 01'
1960 r 1961 I 1962 r 1963 196,( 1965 DESCRIPTION Of GOALS
FlTS
J f M A M J J A sIOIN D JFMAMJJASONDJFMAMJJASONDJFMAMJJASONDJFMAMJJASOND JFMAMJJASOND JFMAMJJASOND
! i
II I ill
I I II I I I I II
FIRST
I I I III
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FLIGHT TEST PROGRAM OBJECTIVES
Flight testing of the Dyna Soar family of weapons is the culmination
of the entire DS engineering and development effort. Through flight test,
the mission concepts portrayed in this document will be progressively
proven. In addition, the performance and utiliey of the DS-II and III strate-
gic systems will be demonstrated.
The program is comprehensive, widely diversified, and planned in a
manner to prove the concept and weapons potential in the shortest possible
time. Emphasis is placed throughout on complete integration of all part,
component, and system resting prior to flight vehicle testing. Once testing
commences in the field, emphasis is placed on evaluating the system and
not just the flight articles. The test program also embraces a scheme in
which selected USAF personnel will participate in each phase of testing.
This procedure will insure readiness or these personnel to train air and
ground crews for mobilization of the OS-II and III weapons family at the
earliest possible time. It will, in addition, provide opportuniey for USAF
personnel to aid in establishing operational requirements in the early stages
of system hardware development.
Specific objeCtives of the planned flight test programs are:
I. OS-I (EARLY BIRO)
A. Achieve high velocity flight performance of a boost-glide eype vehicle
sufficiently early to provide verification of concept and design approaches
being developed for the DS family of vehicles.
B. Acquire detailed quantitative test data pertinent to major technical
areas, including scientific studies inter-related with this flight performance .
II. OSI (CONCEPTUAL T E ~ l VEHICLE)
A. Progressively develop capability of the manned CTV to perform reli-
ably and safely in the hypersonic, high-altitude and space-flight regimes.
B. Develop operational techniques and procedures required to assure that
the flight article, ground supporr and cooperational and logistics require-
ments form a highly flexible and efficient basis for followon weapons.
C. Acquire detailed quantitative test data to substantiate OS-I design and
performance.
_____ 118 02-2603
D. Accomplish initial testing relative to reconnaissance and stores delivery
feasibiliey, developing techniques and hardware as necessary.
E. Coordinate and work with the USAF in deriving and maintaining
up-to-date system operational requirements, and assist in providing the
nucleus of USAF personnel trained to implement the operational system.
F. Obtain scientific space data.
G. Demonstrate global mission capability by achieving once-around orbital
flights.
Ill. OS-ll
A. Test and develop the first series of boost-glide type vehicles to be util-
ized in the USAF operational inventory.
B. Evaluate all vehicle systems in detail, including stOres and reconnais-
sance. Investigate adequacy of the complete supporr and cooperational
complex.
C. Continue design-refinement testing to realize full growth potential of
the DS-II vehicles.
O. Demonstrate typical 6500-mile boost-glide fly-over missions for single
vehicles as well as for simultaneous vehicle flights.
E. Assist the USAF where possible in accomplishment of operating hand-
book type testing as well as employment and suitabiliey testing.
IV. OS-Ill
A. Accomplish the initial flight testing of the OS-III four-man vehicle,
and the recoverable boost system.
B. As on previous programs, fully evaluate all aspects of the weapon system:
vehicles, ground support, reconnaissance data processing, and the com-
plementary complex.
C. Continue design-refinement testing on all types of OS-III vehicles,
commander, reconnaissance and bomber, for continued performance im-
provement and usage of the Weapon System. In this connection, it is
particularly important to monitOr progress continually and use facilities
such as SAGE to integrate this global system completely.
D. As in OS-II, join with the USAF, where possible, in testing and training
to fully utilize the weapon's potential.
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02-2603 119
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S E C
OPERATIONAL PLAN
The DS-I and subsequent DS-II and DS-I1I flight test programs are the
of a true global nature. Although global and continuous orbital flights
are not achieved immediately in the development of this system, the initial
flight test operational plan must provide the foundation on which to build
advanced system testing. This is mandatory to assure program economy and
ro prevent delays in testing.
The plan presented in the following paragraphs has been derived from
careful consideration of all items pertinent to the above philosophy. A
study revealed that, ro achieve economy and timeliness, use of the Florida
Missile Test Range facilities for the control point of field test operations
is most logical. Utilizing this facility not only provides a sound struCture
for initial DS-I testing, but also offers a growth plan compatible with the
requirements of global operations. Cape Canaveral is ideally suited for
launch of DS type test vehicles. The existing missile range is well equipped
for data gathering and suitable for boost-glide flights to 4400 miles. The
range also provides landing sites and is situated to give the remoteness
desired in an experimental flight program. In considering the DS family of
vehicles, and their progressive performance growth to once-around and
continuous orbit flight, the present missile range does not satisfy all require-
ments. In this type of vehicle testing, the most significant features not
satisfied by the missile range are data acquisition during vehicle re-enrry
and a landing site. These requirements can be satisfied by global extension
of the FMTR with addition of data stations properly located to cover re-
entry phase and the flight trajectories planned for vehicle landings at the
Edwards Air Force Base.
The chart depicrs the operational plan proposed for the early conceptual
test and subsequent DS-II and DS-III testing. Also included on
this chart is a summary of performance to be achieved during the progres-
sive testing. The chart also may be used for further correlation with the
following written sec.:tions. These describe more detailed operational pro-
cedures and a brief summary of the type of testing planned.
DS-I TEST PROGRAM
I. EARLY BIRD TEST PROGRAM
First testing involving field operations is the program designated Early
Bird. The program involves firing five test boost-glide vehicles to attain
a velocity of 18,000 feet per second. The testing will be done from the
l?Q ,_6113
11

Cape Canaveral launching site. Vehicle flight paths will be pre-programmed
for climb to altitude and impaCt some 500 miles from the launch site. Only
partial capabilities of the missile test range will be used in acquiring test
data. The data obtained during these high velocity flights of Early Bird
will contribute extensively to the assurance and timeliness of the design
and testing of DS-l vehicles by providing early indication of procedural
requirements, and flight parameters and environment.
II. CTV TEST PROGRAM
Series # 1 - Manned Airdrops, Unpowered-Low Speed Handling and
Landing
The first flight testing involving the full scale glider will be manned,
unpowered air drops. Primary purpose of the drop tests will be to obtain
earliest verification of low speed handling and landing characteristics of
the test vehicle. The drops, 20 in number, will be accomplished utilizing a
B-52 carrier airplane. The test glider will be suspended in the bomb bay
in a conventional manner. The B-52, modified as carrier for both unpow-
ered and powered drop vehicles, will operate out of Edwards Air Force
Base and will drop the test vehicle at preselected points, allowing the pilot
to accomplish the planned mission adequately and land on the Muroc dry
lake bed. All flights will be subsonic, with each flight planned to procure
maximum data relative to low speed stability and control, stall character-
istics, flare, and landing. In addition, vision, cockpit configuration. prelim-
inary systems evaluation, flight test instrumentation, and the automatic
ground landing system (AGLS) will be evaluated. Demonstration of
AGLS equipment compatibility with the glider configuration is a pre-
requisite to the subsequent unmanned recoverable firings in the next test
phase.
Series #2-Manned, Powered-Supersonic-Handling, and Human Factors
The second important aspen of the air drop program involves the appli-
cation of propulsion to the vehicle. The primary objective of these flights
is to evaluate the man-machine combination in the transonic and super-
sonic speed regime (Mach 1.5). Supplemental technical areas of interest
to be investigated are acceleration effects, reaction controls, structural loads,
and basic aerodynamic parameters.
The missions will be similar to the previous series, in that the vehicle
will be dropped from the bomb bay of the B52 carrier. However, because
of added propulsion, the glider range will be extended appreciably. Drop
points will be over the range between Wendover Air Force Base, Utah,

and Edwards Air Force Base, with the test glider flight path programmed
over the existing tracking and telemeter facilities.
In summary, this operation will be quite similar to past research air-
plane projects accomplished at Edwards Air Force Base.
Ill. DS-I Boost-Glide Testing-Cape Canaveral, Florida
This phase of the test program is of far greater magnitude than the
previous testing, and it encompasses many major technical areas. Indi-
vidual flights throughout the remainder of the flight test program will
test effecrs of ionization on communications and data transmission, recon-
naissance, aerodynamic heating, etc., as set fonh in Tab. 2.5.1, 2.5.2, 2.5.2.2.
The over-all phasing relationship of firings is presented on the Flight Test
Program Schedule. For purposes of discussion, the following paragraphs
segregate these firings into the major technical categories.
Series #3-Unmanned Boost, Stage IV
The second vehicle will be assigned for the fourth-stage aircraft escape
sub-system test. It is expendable, and will have a minimum of equipment
installed. Pilot escape and separation characteristics will be determined by
telemetry and extensive photo-theodolite coverage.
All firings will be accomplished from Cape Canaveral in accordance
with range procedures relative to range safery, impact areas, destruct capa-
bilities, etc.
With the successful completion of the escape subsystem firing, it is
planned that a manned vehicle will fly the same flight plan for early evalua-
tion of human factors. This is covered under "manned flight" in the
following paragraphs, series 5.
Series #4-Unmanned Boost, Stages II, III and IV
Fourteen flights have been scheduled, using four vehicles. All flight
vehicles are recoverable. The test objectives of this series of firings sum-
marized are: (1) evaluation and verification of complete flight envelope,
(2) vehicle and human environment, (3) guidance equipment, and (4)
bombing, reconnaissance, and associated systems operations.
The first six firings will be planned for launch at Canaveral and recov-
ery at St. Lucia (Station 10), a distance of 1,400 miles. The primary means
of energy control will be use of variable lift-to-drag ratio during the glide.
The pertinent data relative to these firings are as follows:
Firing
1 & 2
3 & 4
5 & 6
Flight Regime
Exploratory at
nominal LjD
High lift
Placard conditions
Burnout
Flight Path Velocity-FPS
Straight line 14,000
Straight line 16,000
Straight line for 1,000 miles 11,000
at 15' heading off the
direct flight path from Can-
averal to St. Lucia,
then dissipate energy
during 30 bank.
Flight vehicle tracking equipment and an associated command system
will be required to correct the vehicle, should it deviate from the prede-
termined flight path. An automatic ground landing system will be required
on St. Lucia.
Eight firings of this series will be planned from Cape Canaveral to
Ascension Island (Station 12). The distance covered will be approximately
4400 miles. Drag devices and S-rype maneuvers will be employed, in
addition to variable lift to drag ratios, for energy control. These flights are
listed below.
Burnout
Firing Flight Regime Flight Path Velocity-FPS
7&8 Exploratory at Straight line 20,000
NominalLjD
9&10 High Lift Straight line for 3400 miles 19,000
(Dissipate energy with S-
type turns in last 1000 miles)
11, 12, Placard Straight line for 3000 miles 25,000
13&14 Conditions ( Dissipate energy with more
severe S-rype turns in
last 1400 miles)
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The complete flight envelope will have been explored during these tests.
This will permit initiation of the next series, the manned flights.
The same basic planning will occur for the manned series as for the
previous flights. A major difference will be the additional requirement for
tracking facilities between St. Lucia and Ascension Island. Picket ships will
be used for necessary telemetering. An automatic landing system will be
required at Ascension Island (Station 12).
Series # 5-Manned IV Stage Boost
Four last stage booster firings will be accomplished during this phase
of testing. The test vehicle will represent the complete conceptual system.
The flight program will be similar to the unmanned series and will
establish the pilot's evaluation of systems and his ability to control the
vehicle during the glide phase of the flight. The vehicle will attain a veloc-
ity of approximately Mach 4 and will land at Grand Bahama.
Series #6-Manned II, Ill, and IV Stage Boost
Eight flights are scheduled, using two conceptual test vehicles. The test
objective in this series is to project man into the 25,000 fps speed regime
previously explored in the unmanned launchings. Reaction controls, re-
entry motOr, and guidance will be evaluated. Operation support require-
ments and planning, as used on unmanned full boost firings, will apply.
IV. DS-J GLOBAL FLIGHT
Testing accomplishments prior to this phase have been aimed at assur-
ing a reliable and adequate configuration to initiate the single orbit with
re-entry series. This series is by far the most comprehensive of aU. Each
unmanned flight will be designed to establish a final configuration that
will be used to demonstrate the manned once-around global concept.
Series #7-Unmanned Global
Six flights have been scheduled using twO unmanned conceptual test
vehicles. All flights will launch from Canaveral and terminate at Edwards
Air Force Base, California. The objective will be to test the full global
concept from launch to landing. Primary emphasis will be placed on
navigation, re-entry, guidance, and tracking reliability. During a typical
unmanned flight, the test vehicle will be tracked by land and ship stations
from launch to Ascension Island. Tracking and telemetry data received at
122 D2-2603
Ascension Island will serve as a check against the programmed flight path.
Any deviation will be computed at the ground station and relayed to the
vehicle programmer, allowing for correction of the re-entry point. The
vehicle is reacquired as it approaches Australia. Data stations will be
located along the re-entry path to obtain re-entry and glide path from entry
to final landing at Edwards Air Force Base.
Successful demonstration of the unmanned global flights leads to the
manned global flights.
Series #8-Manned Global
Final testing of the DS-I program includes two circumnavigation flights
(Cape Canaveral to Edwards Air Force Base). One test vehicle is sched-
uled for this use.
Extensive instrumentation of human reactions to space flight will be
provided, in addition to the provisions for tracking and telemetering dis-
cussed in the preceding unmanned test series.
V. DS-II FLIGHT TEST PROGRAM
The OS-II test program is similar to the previous program, in that all
of the missile test range facilities are again A new requirement
exists for accomplishment of a 6500-mile mission. A landing site in South
Africa is planned. This program is divided into two categories: single
vehicle flights and multiple vehicle flights. Testing is relatively straight-
forward on the single vehicle portion of the program. However, during
simultaneous flights employing bombers and 'manned reconnaissance ve-
hicles, the operational aspens become more complex. This complexity
pertains primarily to tracking, data acquisition, and time coordination of
the vehicle's missions. For example, mid-Atlantic bomb drop will require
repositioning of an existing picket ship to monitor this part of the opera-
tion properly.
In total, the OS-II program will not impose any stringent requirements
not previously satisfied during the OS-I program. A most important aspect
of this program will be the contractor's effort to integrate this test program
with training and testing required by the USAF agency which will use these
weapons. The OS-II program is, therefore, one designed to demonstrate
operation and performance of a strategic bombardment/reconnaissance
"Fly-Over" weapon system.
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The DS-III weapon system utilizes vehicles operating in the Space
Flight Regime. Hence this must be considered a Space Flight test program,
and, as such, has tremendous unknown ramifications in the art of testing.
However, prior to the achievement of tcue continuous orbital flight, a test-
ing program similar to the programs previously discussed will be required.
The DS-IlI system involves a 4 crew member vehicle, necessitating a step-
by-step evaluation of the operational vehicle through testing. In addition,
first stage boost will be a recoverable item, requiring a conside{able testing
program. The Flight Test Schedule depicts the time relationship between
this and previous programs. It can be seen that DS-lII testing must com-
me.oce early in order to phase properly with the objective of an early strate-
gic global weapon system.
Since the weapon vehicles are designed to orbit for extended periods of
time, the vehicle in a sense, will become a center of test operations.
In addition, the ground tracking data and communication complex will,
of necessity, be more extensive in order to provide the required world-wide
coverage. During the DS-III program, it is planned to demonstrate the
feasibility of using the reconnaissance system to deteCt and track hostile
airborne targets, and to relay such early warning data to the SAGE system
for employment of defensive weapons. It is conceivable that the proposed
network of USAF operational tracking and data processing facilities can be
activated early enough to satisfy testing requirements. This will serve test-
ing purposes, as well as provide early evaluation of extended SAGE System
use with the Dyna Soar System.
Initial flights will demonstrate the detection concept by launching
reconnaissance vehicles from Cape Canaveral against incoming aircraft,
followed by detection of an ICBM for simulated orientation of ground-
based tracking radars. Final tests will explore the concept of providing
coarse track data to the SAGE system. Ground recorders will acquire detec-
tion and tracking data for analysis to determine suitability of the data for
SAGE computers and tracking radar orientation purposes.
Drone ICBM's will also be required for air combat demonstrations.
These will possibly be launched from Cooke Air Force Base for interception
by the DS weapon in the mid-Pacific.
During the course of the DS-III test program, it will be more important
than ever before to integrate contractor and USAF activities. As an ultimate
goal, it would be extremely desirable to provide a strong deterrent to hostile
actions during the DS-Ill test program.
.----"".
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Analysis of the anticipated flight-testing milestOnes provides the cri-
teria for determining the degree of proper scheduling and utilization of
test vehicles and the completeness of the testing program. The individual
milestones were derived from a detailed review of the entire program
schedule, numbers of test vehicles, availability of components and suppOrt
equipment, and the time required to perform the necessary testing. A re-
view of flight-testing milestones will indicate that an integrated testing
program, designed to achieve major program goals in the shortest time
has been attained during the complete DS Program.
On the flight envelope chart it is seen that over-all exploration of the
envelope progresses during the DS-l Program in stages, out to the ultimate
goal of once-around flight and re-entry. Within the envelope there are
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numerous areas of major significance to test scheduling. For example, the
most stringent temperature flight conditions occur near 20,000 fps veloc-
ity. As a result, the expendable propulsion vehicles are scheduled to inves-
tigate temperature problems well before unmanned recoverable vehicles
perform in this flight environment. In all cases manned explorations will
proceed through flight regimes previously investigated by unmanned
flights.
TEST DATA AND REPORTING
The rate of test data acquisition, reduction, analysis and reporting has
a direct relationship to the rate of system development. Since the DS system
evolves into a world-wide operation, test data will be required from points
widely separated. Accumulation of these data, and their transmittal to a
central processing and evaluation center, requires an extensive and well-
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integrated network involving facsimile, voice communication, R.F. trans-
mission and airplane courier service.
Florida Missile Test Range facilities satisfy data acquisition, trans-
mission, and preliminary processing requirements for flights from Cape
Canaveral to Ascension Island. For acquiring data of interest during global
flight, a typical facility is shown in the Australia area and several adjoining
islands, plus an airborne tracking station in the Hawaiian Island area.
Final data processing and computing is accomplished at the Weapon
System Contractor's (BAC) facility in Seattle. Various methods used to
gather all pertinent data at the central Seattle facility have been previously
graphically illustrated.
Dissemination of test results in report form is recognized to be the
culmination of the testing program. Their importance in over-all program
coordination, as well as in providing the means by which the USAF may
evaluate program progress and initiate further directives, is realized and
will be emphasized accordingly. From data handling procedures developed
during other Boeing test programs such as Bomarc, it can be expected that
first letter reports based on preliminary reduced data will be submitted in
six days after test in the boost-glide regime, and ten days after circum-
navigation flight.
DEVELOPMENT PROCEDURES SUMMARY
The Phase I studies required by the USAF in the request for proposal
will be made. In addition, those studies necessary for early implementation
of the DS-I flight program and the DS-Il and DS-III strategic demonstra-
tion programs are proposed.
Research and development of subsystems will proceed on an optimized
parallel basis to give the earliest practical integration of the DS-I conceptual
Test System and demonstration of the prototype strategic DS-ll and DS-III
Weapon Systems. This requires a reasonable trade of Rand D costs for early
operational employment.
Rapid evaluation of equipments will be accomplished through use of
test supplied with quantitative measuring equipment during the
Dyna Soar subsystem and system test programs.
Man's participation in flight will be accomplished through the orderly
sequence of studies, simulated flight, unpowered drop tests, powered drop
test, single-stage ground launch into glide flight, full-thrust ground launch
into glide, full thrust ground launch into single orbit flight with re-entry,
and full-thrust ground launch into continuous orbit flight with re-entry.
Each manned flight regime will have been explored previously by an un-
manned vehicle test flight.
DEMONSTRATION PROCEDURES SUMMARY
Demonstration during the DS-I program will be by flight testS and test
reports evidencing progress to the Air Force in exploration of system con-
cepts. Demonstration during the DS-II and DS-IIl programs will provide
to the USAF not only evidence of strategic mission concept development,
but also indication that major equipments and the integrated Weapon
System comply with specifications concerning function, performance, main-
tainability and suitability for USAF personnel operation. This will be
accomplished through COntractor operation of the Weapon Systems with
participation by USAF operating personnel.
TEST PROCEDURES SUMMARY
Experience in weapon system management and development has indi-
cated the essentiality of certain test procedures. These will be continued in
the development of Weapon System 464L. Some of the procedural
items are (1) Flow of all weapon system equipments through a System
Test organization independent of design and fabrication agencies for mon-
itOring of equiment performance, (2) economical utilization of test facil-
ities through a centralized administration, (3) control of all test activities
from Weapon System headquarters in Seattle whether performed in Seattle,
Edwards Air Force Base, Florida Missile Test Range, or other locations, (4)
control of development and design of special test equipment through release
of requirements from the System Test organization to an Engineering
design unit, (5) predicting flight performance before each flight by use
of IBM computers, (6) return of test data to the Weapon System Con-
tractor's headquarters facility for reduction, analysis coordination and com-
parison to predictions and (7) uniform reporting of test results to the
USAF by an independent analysis and reports unit.
During the field test programs previously described, it is expected that
USAF operating personnel will be employed in all pertinent operations to
the mutual benefit of the Contractor and the Government.
Through a concept of mutual support, it is the Company's intention to
capitalize on the twelve years of Weapon System field test experience now
resident in the present Boeing Field Test Organization at Patrick Air Force
Base, Florida.
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