Main Engine Prototype Development for 2 nd Generation RLV RS-83

1. Main Engine Prototype Development for 2nd Generation RLV RS-83 Mark Fisher John Vilja April 12, 2002

2. Program Objectives • Retire risks for a 2nd Generation Reusable Engine • All technologies demonstrated in prototype • Build to most challenging conditions • Component operation (e.g. combustion stability) • Manufacturing capability (e.g. forgings) • Enable commercial engine viability • Work to requirements flowed to engine from program • Loss of crew 1 in 10,000 • Loss of vehicle 1 in 1,000 • $1000/lb to LEO

3. Overview Schedule CY2000 2001 2002 2003 2004 2005 IPD - Milestones • Technologies: • Hydrostatic Bearings • H2 Compatible Materials • Turbine Damping STAS 3B NRA 8-27 ATP SRR SDR PDR CDR • RS-83 Prototype • Design • Technology Risk Red. Basic Option 1 • Technology Maturation • Materials • Components • IVHM Prototype Test • RFP • Prototype Fabrication • Prototype Test

4. RS-83 Management Team NASA COTR Mark Fisher Location MSFC RPP Funded by subcontracts with primes Boeing: Raj Varma LMA: Steve Fusselman NG/OSC: Dan Levack Program Manager John Vilja NASA RPP REP Jeff Bland DPM Walt Janowski DPM Roger Campbell NASA Systems Engineer Mike Ise Chief Program Engineer VernonGregoire Business Manager Gale Augur SE&I Steve Hobart Engine Integration IPT JonVolkmann Turbopump IPT BrianShinguchi Thrust Chamber IPT MikeKrene Injectors IPT KenHunt Engine Development IPT Eric Stangeland NASA IPT Mike Mims NASA IPT Michael Haynes NASA IPT Dave Sparks NASA IPT Dave Sparks NASA IPT Mike Mims Charlie Nola

5. Team has Recent Rocket Engine Development Experience SSME Block II RS-68 RS-83 Team XRS-2200 Fastrack IPD RS-72 AR2-3

6. Integrated Systems Engineering Processes Requirements Risk Mgmt Safety/Hazards Reliability Maintainability Operability Affordability Schedule Performance Transients Weight Functional analysis Selection Criteria U Calcs Specs ICDs Utility Analysis Allocation Reports Trade Studies TPMs V&V RS-83 Balance Rev. 1.7d 1/15/01 TPM Quicklook Report Margin / Unit of Measure Spec Value Current Status Trend Chart TSR TPM Variance* Vacuum Specific Impulse sec 0xx yyy x0 Green Engine Weight lbm zzzz aaaa xxx2 Green Mean Time Between Catastrophic Failures flights zzzz yyyy zzz9 Green Mean Time Between Benign Failures flights xxx0 ? #VALUE! #VALUE! Turnaround Time shifts xx zz x Green Probability of Unscheduled R&R nondimensional 0.x 0..0yyy 0.www Green TPM reports Minimum Throttle %RPL rr uu tt Green Unit Cost $M uu pppp qqqq Green Operations Cost $M 1 cccc 0yyy Green Development Cost $M 1xx hhhh jjjj.8 Green Time to IOC months iii jjj lll Green Boeing Utility nondimensional 0 0.1271 0.1271 Green Lockheed Utility nondimensional 0 0.5298 0.5298 Green NASA Utility nondimensional 0 0.mmm 0.nnn Green *Variance is shown by a negative number Report Owner: Chris Garrett, SLI SE&I x6-1576 christopher.j.garrett@boeing.com

7. Requirement Analysis and Development Reqts Synthesis for Risk Reduction Prototype NRA 8-27 (Vehicle Reqts) Additional Vehicle Reqts PSRD Proposed Engine Derived Reqts SRR/ PIDS Conceptual Development Reqts Allocations Component Limits Trade Studies Engine Balance Utility Analysis

8. Catastrophic Loss of EngineAllocation to Subsystems and Component Teams Engine Derating + Health Management System + Component Design Allocation goal: 50% risk reduction (2 times MTBF improvement) 10 Allocation Goal with reserve 9 Health Management System + Component Design Allocation goal: 40% risk reduction (1.67 times MTBF improvement) 7 Single Engine Catastrophic Failure MTBF 5 Allocation goal: 60% risk reduction (2.5 times MTBF improvement) PIDS Req’t Component Design 3 SSME Block II point of departure Reference Resource/Time line/Risk Management Milestones

9. SSME Block II Failure Probabilityby Component HPFTP 25% Propellant Valves 6.54% HPOTP 15% Main Inj. 4.75% LTMCC 10% Nozzle 10%

10. Reliability, Maintainability & Supportability Vehicle Figure of Merit Engine Figure of Merit Failure Modes Reliability Cat. Failures Crit 1 Loss of Vehicle, Loss of Crew Planned Maintenance Benign Engine Shutdown Loss of Mission Crit 1R or 2 Availability Cost/Eng/Flt Unplanned R&R/ Maintainability Crit 3 Unplanned Maintenance Maintainability Supportability Logistics Support Plan

11. Operations Effects Modeled forAll Design Trade Studies Land Launch Prep for Launch 1 2 3 4 5 6 7 8 9 10 11 Land, Safe Propellant External Insp & Drying Maintenance (planned & unplanned) Vehicle to Launch Pad and Provide Loading Access 3.2.5.6 Turnaround Time 3.2.5.1 Maintenance Time 3.2.5.2 Engine Change Out 3.2.5.7 Routine Pre-Launch Maintenance Time 3.2.5.9 Call up Time 3.2.5.5 Chilldown Time Key Operation Drivers being Derived from FFBD to Support Requirements EXPORT CONTROLLED

12. Reference Configuration Viable Option 1 Vehicle Independent Attribute Inputs ATTRIBUTE VALUE Performance / Weight Vacuum Isp @ RPL (sec) 447.5 Vacuum Isp @ nominal PL (sec) 447 Single Engine Vacuum Thrust @ RPL (lbf) 751,717 Single Engine Sea Level Thrust @ RPL (lbf) 650,000 Single Engine Weight (lbm) 10,513 Reliability Viable Option 2 Single Engine Catastrophic Failure Prob. 5.187E-05 Single Engine Unscheduled R&R Prob. 0.0831788 Operability BASELINE 4 Engine Cluster Turnaround Time (shifts) 7 Cost Development Cost ($M) Boeing Unit Cost ($M) Sensitivities Lockheed Unit Cost ($M) Schedule Months from PDR to 1st flight set delivery 66 Throttle Minimum Throttle (%RPL) 50% Envelope Nozzle Exit O.D. (inches) 96 Viable Option 3 Utility-Based Trade MethodologySystem-Level Trades Option Assessment with respect to Decision Attributes Translate Assessment into Figures of Merit Determine Overall Rankings Traded Options • Isp • Weight • Cost • Reliability • Safety • Operability • Risk On Select trades Utilities

13. RS-83 Designs in High Reliability and Cost Reduction • Series turbines • Eliminate potential for “Run Away” • Higher efficiency reduces turbine temp • Reduced hot gas temperature • Improve turbine life • Eliminate hot-gas duct cooling • Liquid/Liquid Preburners • Eliminates turbine temp spikes • Turbopumps • Hydrostatic bearings provide long life • Hydrogen compatible materials • Eliminate reliability, cost, and maintenance issues with plating • Powder metal enables large parts

14. RS-83 Prototype Engine • Thrust • Sea Level 664 klb • Vacuum 750 klb • Specific Impulse • Sea Level 395 sec. • Vacuum 446 sec. • Weight 12,700 lbm • Life 100 Missions • Dimensions • Length 171 in. • Diameter 115 in. • Demonstrates all candidate technologies for FSD engine

15. Designs Maturing Rapidly CoDR completed on all major parts

16. Key Risk Mitigation Tests in Work Advanced Mat’ls & Processes Model Correlation Flow Characterization Technology Evaluation Component Demo Component Characterization

17. Summary • RS-83 engine meets all SLI requirements with margin • Project is on budget & schedule • High performance NASA/contractor team in-place • Trades based on rigorous systems engineering processes • CoDRs conducted for Turbopumps and Combustion Devices • Early retirement of key risks taking place • Communication within team enhanced by web-based information technology • All elements in-place to assure success