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Program History
The Air Force began the EELV program in 1994 to develop multiple launch systems capable of meeting the entire spectrum of National Security Space (NSS) launch requirements. Additionally, due to an anticipated commercial launch market, the costs associated with these new systems was expected to significantly decrease from the heritage system costs (i.e. Titan II, Delta II, Atlas IIAS, and the Titan IV specifically).
The new EELV systems – Atlas V and Delta IV – would have modular designs to accommodate the large spectrum of launch needs for the space systems that were in parallel development. The original fixed-price launch service contract awards split the launches between two launch service provider companies. This tactic bolstered two robust and reliable launch systems and their associated industrial bases to meet NSS requirements and provide the best value to the U.S. Government (USG).
During this time in the mid-1990s, the USG anticipated the commercial launch market flourish, thus providing the rate and throughput necessary to enable both launch systems to quickly reach demonstrated reliability numbers. Additionally, the increased commercial space launch market was expected to develop and maintain a robust industrial base upon which NSS customers could rely. The Air Force employed an acquisition strategy which required co-investment by the industry partners in addition to a fixed non-recurring investment by the USG. This co-investment was to be accomplished through the use of an Other Transactions (OT) Authority contract vehicle and coupled with assigned launch service missions to be performed between 2002 and 2006. This acquisition approach enabled the NSS to ensure the new launch systems would be capable of meeting NSS requirements and provided
insight during the development phase, which gave the USG confidence that the systems would perform as needed.
As the anticipated commercial launch market dissolved before it ever got started, the USG was left with the majority of launches scheduled for the two new launch systems. Additionally, the NSS spacecraft scheduled to be launched were experiencing significant delays (the last of these originally awarded missions is planned to launch in 2016). This required the Air Force to adjust the acquisition approach to enable both launch systems to be viable in the face of the low NSS launch rate yet still meet the NSS- required reliability.
As the newly developed space systems began to be delivered for launch, the Air Force once again modified their approach to procuring launch services. Specifically, they identified a large quantity of launch service requirements and procured fixed-priced launch services in a quantity order known as the block buy. This provided a long-term commitment to the industrial base, enabled cost efficiencies to be achieved by the contractor, and provided an opportunity to allow new commercial launch providers to be certified and demonstrate their ability to meet NSS launch requirements.
Recently, international events have directly impacted NSS space launch capabilities available to support a transition. Currently, the Atlas V launch system uses a Russian-designed and -manufactured booster engine (RD-180). Unfortunately, due to Russia’s tactics with Crimea, all levels of the USG are pushing to stop using the RD-180 as soon as possible.
Now, the USAF finds itself in another transition period for space-based capabilities. Most of the current space architecture developed in the late 1990s through mid-2000s has been delivered and the associated launch services have been procured. These systems will provide on-orbit capabilities well into the 2020s and early 2030s. The NSS community is currently in the process of performing multiple Analyses of Alternatives (AoAs) to help define the requirements for the next generation of space systems. Those next-generation systems will not be available for launch until the mid-2020s; therefore, the USG must provide launch services to successfully and reliably launch the remaining NSS spacecraft through 2030 (medium through heavy) while maintaining enough flexibility to support whatever future spacecraft architectures defined in the AoAs. In parallel, the two EELV-certified launch providers are at differing levels of development of new launch systems. The first flight of these systems are projected as early as 2022.
NSS pursued the ability to maintain AATS while minimizing the impacts of potential launch failures. However, in the purest sense of the definition, the NSS has never had AATS across the entire spectrum of launch requirements (medium through heavy). Although, during this transition phase, NSS has the ability to achieve the full spectrum of AATS for the first time in history.
The U.S. is also experiencing an upsurge in the space capabilities coming on-line from the “New Space” community. This community, while not focused solely on supporting NSS requirements, are providing unique opportunities for the NSS community to partner with and potentially shape the future of NSS space-based capabilities. The capabilities under development could re-define the U.S. space industrial base over the course of the next decade. Managing them and ensuring they are capable of supporting NSS long-term requirements will be something the USG has not had to address in space since the early days when the industrial base was just forming at the beginning of the space age.
The Delta IV family is capable of carrying over 13,810 kg (30,440 lbm) to geosynchronous transfer orbit and can lift over 28,370 kg (62,540 lbm) to Low-Earth Orbit. The Delta IV Medium, Medium-Plus, and Heavy configurations are evolved from flight-proven Delta II and Delta III systems while incorporating the latest technology into a family of vehicles maximizing the use of common hardware. The Medium and Medium-Plus vehicles use a single Common Booster Core (CBC), while the Heavy variant uses three CBCs. The Aerojet Rocketdyne-built RS-68A, a liquid hydrogen/liquid oxygen engine that produces 702,000 lbs of liftoff thrust, powers the first stage. Launch performance can be augmented by adding either two or four solid rocket motors. The second stage is powered by the RL10B engine. Either a 4m or 5m fairing encapsulates the payload. Vehicles are defined by the number of solids and the width of the payload fairing. Delta IV's inaugural flight was marked by the successful launch of a commercial satellite on a Medium-Plus in November 2002. The first Heavy vehicle (demo) was launched in December 2004.
ULA has announced that they will not continue to produce the Delta IV Medium and Medium-Plus after the completion of the EELV Phase 1 block buy (FY2017). The Delta IV is much more expensive than an Atlas V (upwards of 30-50%) and is therefore not cost-competitive as we transition to a competitive launch environment for National Security Space missions.
The Atlas V family is capable of carrying payloads over 8,900 kg (19,620 lbm) to Geosynchronous Transfer Orbit and can lift over 18,850 kg (41,570 lbm) to Low-Earth Orbit. The Atlas V provides medium and intermediate lift capability and is evolved from flight-proven Atlas and Titan programs, maximizing flexibility and reliability. The Atlas family of launch vehicles has and continues to be a national workhorse, logging nearly 600 total launches (NSS, civil, and commercial) to date.
The Atlas V family uses a Russian RD-180 to power the first stage Common Core Booster. It uses 627,105 lbs (284,453 kg) of liquid oxygen and RP-1 rocket fuel propellants. Up to five solid rocket boosters can be added to augment performance. The second stage (known as Centaur) is powered by the RL10C engine. As with the Delta IV, either a 4m or 5m fairing is used to shroud the payload, and vehicles are defined by the number of solids and the size of the payload fairing. The Atlas V's inaugural flight was marked by the successful launch of a Hotbird-6 commercial satellite in August 2002.
The Falcon 9 is capable of carrying payloads of over 8,300 kg to Geosynchronous Transfer Orbit and can lift over 22,800 kg to Low-Earth Orbit. The Falcon 9 provides medium and intermediate lift capability with its nine Merlin engines on the first stage and single vacuum-optimized Merlin engine on the second stage.
The Falcon 9 uses nine Merlin engines, producing a combined 1,710,000 lbf of thrust at lift off. The second stage is also powered by a single, vacuum variant Merlin engine helping to achieve cost reduction through production efficiencies. The Falcon 9 flies with a 5.2m composite fairing. The Falcon 9’s inaugural flight was marked by the successful launch of a demonstration test flight in June of 2010.
| Date Taken: | 02.27.2017 |
| Date Posted: | 02.27.2017 10:53 |
| Story ID: | 225009 |
| Location: | FLORIDA, US |
| Web Views: | 78 |
| Downloads: | 0 |
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