Konstantin Tsiolkovskiy Hermann Oberth Robert Goddard Max Valier Junkers Orbital Airliners Rocket-Propelled Aircraft Eugen Saenger Irene Bredt Silberv

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2 Konstantin Tsiolkovskiy Hermann Oberth Robert Goddard Max Valier Junkers Orbital Airliners Rocket-Propelled Aircraft Eugen Saenger Irene Bredt SilbervogelSilver Bird dual-use

3 The Sänger Silbervogel wind tunnel model Lifting-BodySkip-Reentry Flight X-20 Dyna-SoarSkipping Flight

4 u Eugen Sänger (September 22, February 10, 1964) was an Austrian aerospace engineer best known for his contributions to lifting body and ramjet technology. His name is pronounced "Oy ghen Zeng er", and must be spelled either with the umlaut, or as "Saenger." Sänger was born in Přísečnice (Preßnitz) in Bohemia, at that time part of the Austro-Hungarian Empire. He studied civil engineering at the Technical Universities of Graz and Vienna. As a student, he came in contact with Hermann Oberth's book Die Rakete zu den Planetenräumen (By Rocket into Planetary Space), which inspired him to change from studying civil engineering to aeronautics. He also joined Germany's amateur rocket movement, the Verein für Raumschiffahrt (VfR - "Spaceflight Society") which was centred on Oberth. Sänger made rocket-powered flight the subject of his thesis, but it was rejected by the university as too fanciful. He was allowed to graduate when he submitted a far more mundane paper on the statics of wing trusses. Sänger would later publish his rejected thesis under the title Raketenflugtechnik (Rocket Flight Engineering) in In 1935 and 1936, he published articles on rocket-powered flight for the Austrian journal Flug (Flying). These attracted the attention of the Reichsluftfahrtministerium ("Reich Aviation Ministry" - RLM) which saw Sänger's ideas as a potential way to accomplish the goal of building a bomber that could strike the United States from Germany (the Amerika Bomber project). Sänger agreed to lead a rocket development team in the Lüneburger Heide region in He gradually conceived a rocket-powered sled that would launch a bomber with its own rocket engines that would climb to the fringe of space and then "skip" along the upper atmosphere - not actually entering orbit, but able to cover vast distances in a series of sub-orbital hops. This remarkable design was called the Silbervogel ("Silverbird") and would have relied on its fuselage creating lift (as a lifting body) to carry it along its sub-orbital path. Sänger was assisted in this design by mathematician Irene Bredt, whom he married. Sänger also designed the rocket motors that the space-plane would use, which would need to generate 1 MN of thrust. In this design, he was one of the first to suggest using the rocket's fuel as a way of cooling the engine, by circulating it around the rocket nozzle before burning it in the engine. By 1942, the RLM cancelled this project along with other more ambitious and theoretical designs in favour of concentrating on proven technologies. Sänger was sent to work for the Deutsche Versuchsanstalt für Segelflug ("German Gliding Research Institute" - DFS). There he did important work on ramjet technology ntil the end of World War II. After the conflict ended, he worked for the French government and in 1949 founded the Fédération Astronautique. Whilst in France, he was the subject of a botched attempt by Soviet agents to win him over. Stalin had become intrigued by reports of the Silbervogel design and sent his son, Vasili, and scientist Grigori Tokaty to convince him to come to the Soviet Union, but they failed to do so. By 1954, Sänger had returned to Germany and three years later was directing a jet propulsion research institute in Stuttgart. Between 1961 and 1963 he acted as a consultant for Junkers in designing a ramjet-powered space-plane that never left the drawing board. Sänger's other theoretical innovations during this period were proposing means of using photons for interplanetary and interstellar spacecraft propulsion, including the solar sail. He died in Berlin. His work on the Silbervogel would prove important to the X-15, X-20 Dyna-Soar, and ultimately Space Shuttle programmes.

Ref. R. Hallion, The History of Hypersonics: or, Back to the Future-Again and Again, AIAA 2005-329, 2005.

that could be used for a variety of military missions, including reconnaissance, bombing, space rescue, satellite maintenance, and

6 Ref. R. Hallion, The History of Hypersonics: or, Back to the Future-Again and Again, AIAA , X-Plane X-1~X-15 Dyna-Soar The X-20 Dyna-Soar ('Dynamic Soarer') was a United States Air Force (USAF) program to develop a spaceplane that could be used for a variety of military missions, including reconnaissance, bombing, space rescue, satellite maintenance, and sabotage of enemy satellites. The program ran from 24 October December 1963, cost US$660 million, and was canceled just after spacecraft construction had begun.

Dyna-Soar Aerospaceplane NASP Aerospaceplane I 1944 Antonio Ferri Theodore von Karman 1956 von Karman GASLGeneral Applied Science Laboratory NACAAir Force 1958 Ferri 3 Aerospaceplane The US Air

7 Dyna-Soar Aerospaceplane NASP Aerospaceplane I 1944 Antonio Ferri Theodore von Karman 1956 von Karman GASLGeneral Applied Science Laboratory NACAAir Force 1958 Ferri 3 Aerospaceplane The US Air Force's aerospaceplane project encompassed a variety of projects from 1958 until 1963 to study a fully-reusable spaceplane. A variety of designs were studied during the lifetime of the project, including most of the early efforts on liquid air cycle engines (LACE) and even a nuclear-powered ramjet. The effort was started largely due to the work of Weldon Worth at the Wright-Patterson AFB, who published a short work outlining a manned spaceplane. AF officials were interested enough to start SR (study requirement-) for a reusable spaceplane in By 1959 this work had resulted in the Recoverable Orbital Launch System, or ROLS, based around a LACE engine, known at the time as a Liquid Air Collection System, or LACES. Further work showed that more performance could be gained by extracting only the oxygen from the liquid air, a system they referred to as Air Collection and Enrichment System, or ACES. A development contract to develop an ACES testbed was placed with Marquardt and General Dynamics, with Garret AirResearch building the heat exchanger for cooling the air. The original ACES design was fairly complex; the air was first liquified in the heat exchanger cooled by liquid hydrogen fuel, then pumped into a low pressure tank for short term storage. From there it was then pumped into a high pressure tank where the oxygen was separated and the rest (mostly nitrogen) was dumped overboard. In late 1960 and early 1961 a 125 N demonstrator engine was being operated for up to five minutes at a time. In early 1960 Air Force offered a development contract to build a spaceplane with a crew of three that could take off from any runway and fly directly into orbit and return. They wanted the design to be in operation in 1970 for a total development cost of only $5 billion. Boeing, Douglas, Convair, Lockheed, Goodyear, North American, and Republic all responded.

8 However most of these designs ignored the ACES system and instead used a scramjet for power. The scramjet had first been outlined at about the same time as the original LACES design in a NASA paper of 1958, and many companies were highly interested in seeing it develop, perhaps none more than Marquardt, whose ramjet business was dwindling with the introduction of newer jet engines and who had already started work on the scramjet. Later that year a review suggested that the basic concepts of the aerospaceplane were far too new for development of an operational system to begin. They pointed out that far too much was being spent on development of the aircraft, and not nearly enough on basic research. Further the designs were all extremely sensitive to weight, and any increase (and there always is one) could result in all of the designs not working. In 1963 the Air Force changed their priorities in SR-651, and focussed entirely on development of a variety of high-speed engines. Included were LACES and ACES engines, as well scramjets, turboramjets and a "normal" (subsonic combustion) ramjet with an intake suitable for use up to Mach 8. In October a further review concluded that the technology was simply too new for anyone to predict when any such aerospaceplane could ever be built, and funding was wound down in Aerospaceplane 1959 Air Force ROLSRecoverable Orbital Launch System ACESAir Collection and Enrichment System SSTO HIRESHypersonic Inflight Refueling System TSTO 1964 SSTOTSTO DoD/NASA TSTO lb lb

9 Aerospaceplane 1950 NACA Ames Aeronautical Laboratory H.Julian Allen Spacecraft MercuryGemini Apollo Lifting Reentry TAVTrans-Atmospheric Vehicle Saenger II Germany :SSTO Spaceplane NAL Japan :NASP X-30 NASA USA :Delta Clipper USA :MAKS :HOTOL :Interim HOTOL UK ;Star-H France NASPNational Aero-Space Plane Program 1979 Hans Mark 1983 Air Force Systems Command Aeronautical Systems DivisionASD TAV TAV DARPA DuPont Aerospace Company Tony DuPont Slender SSTO

TAV Office Air Force/NASA/DARPA/SDIO/Navy Joint Program

10 1984 ASD TAV DARPA Copper Canyon DuPont TAV GASL 1985 Proof-of-Concept TAV GoD Global AccessReusable Launcher TAV TAV Office Air Force/NASA/DARPA/SDIO/Navy Joint Program OfficeJPO NASP 1986 X-30Orient Express DuPont Risky ft/sec NASP

1994 NASP X-43A 710 Scale-Back NASA NASA Space Exploration InititivesSEI Orion Ares 2010 NASA Hiatus DoD NASP Global Long-range AccessAffordable Quick-Response Reusable Launcher TAV National

11 1994 NASP X-43A 710 Scale-Back NASA NASA Space Exploration InititivesSEI Orion Ares 2010 NASA Hiatus DoD NASP Global Long-range AccessAffordable Quick-Response Reusable Launcher TAV National Aerospace InitiativeNAI Hydro-Carbon Scramjet In early 2003, the Air Force Research Laboratory (AFRL) established a program called EFSEFD (Endothermically Fueled Scramjet Engine Flight Demonstrator), a name since changed to SED-WR (Scramjet Engine Demonstrator - WaveRider). This program effectively continued earlier studies made under the waverider part of DARPA's ARRMD (Advanced Rapid Response Missile Demonstrator) program. In January 2004, AFRL selected a team of Boeing (airframe) and Pratt & Whitney (engine) to build the SED-WR flight test vehicle. In September 2005, this vehicle was officially designated as X-51A.

„h‹¤.05.07

„h‹¤.05.07 Japanese Civilian Control in the Cold War Era Takeo MIYAMOTO In European and American democratic countries, the predominance of politics over military, i.e. civilian control, has been assumed as an axiom.