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Ronald Reagan Presidential Library
Digital Library Collections
This is a PDF of a folder from our textual collections.
Collection: Reagan, Ronald: Gubernatorial Papers,
1966-74: Press Unit
Folder Title: Issue Papers - Aerospace Industry
Box: P30
To see more digitized collections visit:
https://reaganlibrary.gov/archives/digital-library
To see all Ronald Reagan Presidential Library inventories visit:
https://reaganlibrary.gov/document-collection
Contact a reference archivist at: [email protected]
Citation Guidelines: https://reaganlibrary.gov/citing
National Archives Catalogue: https://catalog.archives.gov/
AEROSPACE
PB
JM
WAS
LG
EJG
GS
JJ
EM
JC
MKD
The following has been approved for answering queries:
Governor Reagan supports federal backing of a loan to the
Lockheed Aircraft Corporation to enable the company to manufacture
and sell the 1011 "Tri-Star" airbus.
The governor feels, however, that the loan guarantee should
be conditioned upon the feasibility of producing the plane at
currently estimated costs, and without any significant delay beyond
presently estimated delivery dates.
He also feels that safeguards should be provided to make
certain that the loan guarantee cannot be used in any way to improve
Lockheed's competitive position over other aerospace firms in relation
to other projects.
5-18-71
ejg
Herospace
Space Shuttle's new era dictates different needs for space
launches and retrievals. At the outset of America's space
age we were seeking both thrust and reliability. Then, Cape
Kennedy afforded the needed boost of an eastward thrust near
the Equator and ocean-overflight as a potential safety haven
while we improved reliability.
But, the Space Shuttle has different requirements. The
Shuttle will have assured thrust-capability, a necessity for
several azimuth angles of launch, an emergency ability to
abort safely and intact, and the intent of a glide or powered
landing at a dry land base. These abilities, and concurrent
requirements, prompt the search for an applicable base-site
in the continental United States.
California offers a solution.
California's solution is the currently existing, applicable,
and complementary facilities inherent in the combined use of
the bases at Vandenberg and Edwards. Vandenberg for launch
and most retrievals; Edwards for alternate and emergency
retrievals.
Thereby, the use of Edwards for flight-testing implies that
facilities developed for such testing could be economically
phased into follow-on use for retrievals. The proximity of the
two bases makes possible an efficient interchange between the
two, initially during testing and ultimately during operations,
without costly dislocation.
Combined, they resolve most objections found elsewhere, and
combined they equal or surpass most isolated and individual
advantages claimed elsewhere.
Choice of a launch-retrieval base site should be made on a
priority-rated scale ranked by significance to national goals
and weighted by value to operations. California endorses a
decision evaluated on that criteria. California has the
qualifications to justify a decision reached on that basis.
- 1 -
California's qualifications, combining Vandenberg and Edwards:
Strategically essential
Demonstrated necessity
Foreign avoidance
Favorably situated
Optimum climate
Existing facilities
Convenient fuel
Airfield capability
Waterborne adaptable
Accessible manufacturers
Ascending importance
Eliminates moth-balling
Overwater trajectory
Safety zoned
Sparsely inhabited
Casualty avoiding
Dispersing sonic-boom
Compatible mating
Cost efficient
Skilled manpower
Receptive economy
Aerospace compatibility
Manning capabilities
Environment conscious
Cumulatively superior
- 2 -
Strategically essential
Reportedly, over 93% of America's orbiting space shots are
polar. Thereby observing the Earth perpendicularly at
every latitude as it rotates below. America's polar shots
start from Vandenberg.
Retrograde shots achieve sun-synchronous orbits to view
the Earth consistently in sunlight or dark. 133 of
America's 136 retrograde shots were fired from Vandenberg.
The majority of shots America evidently deems strategically
essential are made from Vandenberg. Prudently, we should
assure our strategic obligations first, our less-essential
obligations thereafter.
Demonstrated necessity
Vandenberg's necessity is evident from the decision to
develop our capability there even though initiating the
Cape Kennedy space site.
Since 1957 the need for a Vandenberg capability has been
developed and demonstrated; a necessity not satisfied
elsewhere.
Foreign avoidance
Shots from Vandenberg avoid flight over foreign territory
during initial ascent. For Space Shuttle, a California
launch site also avoids the booster's return flight over
foreign territory.
The problems of having dropped missile parts upon Cuba
from Cape Kennedy, the threat of the Cuban missile crisis
years later, and the national policy decision to avoid
Cuban overflights underscore the shortcomings of Cape
Kennedy for polar and some retrograde shots which comprise
the bulk of our space azimuth-angle needs. Space Shuttle
shots to the south from Cape Kennedy would overfly Cuba
and Panama; boosters would be returning over Cuba
vulnerability at a 13,000 foot altitude. Such a possi-
bility induces the likelihood of exploitation of our
foreign neighbors by our international competitors.
3 -
Favorably situated
Combined or separately, the two California sites are
favorably situated. They facilitate strategic needs,
offer coastal availability or inland isolation, semi-
rural locale but nearby metropolitan requirements,
southerly for thrust of Equatorial-nearness yet Western
in weather advantages, and convenience to aerospace
centers and suppliers.
Optimum climate
Predictable weather and evenness of climate aid operations.
California affords inland desert dryness and a less
pervasive coastal humidity than that deteriorating Cape
Kennedy facilities. Minimum necessity for protection
from weather extremes favors operations.
At Vandenberg thunderstorms occur less than 5 days a year,
while thunderstorms at Cape Kennedy average 75 annually.
Lightning activity, which is almost unknown at Vandenberg
and Edwards, occurs 100 days a year at Cape Kennedy where
lightning strikes between 20 and 40 times within a square
mile each year.
The modest wind gust level at Vandenberg is tolerable,
compared with gusts approaching hurricane velocity at Cape
Kennedy.
Existing facilities
The largest launch area in the western world, Vandenberg
maintains 44 launch sites of which 30 are active. With
a range ten times the size of Cape Kennedy, the Vandenberg
base comprises 100,000 acres traversed by 327 miles of
roads, dotted with 3,500 buildings -- 1,400 of which
relate to base operations, and 2-1/4 million square feet
of which are occupied by missile contractors. Vandenberg
represents a construction investment since 1957 of
$2.4 million.
Vandenberg and Edwards admirably satisfy the caveat in
site selection: "make maximum use of existing facilities".
4
The premier landing and testing facility in the Nation
exists at Edwards insofar as extensiveness, visibility,
unobstructed access and existing facilities. Covering
over 300,000 acres, and served by an array of hangars,
buildings, shops and laboratories, Edwards maintains
an assembly of tracking facilities, houses the Aerospace
Research Pilot School and since 1953 has conducted
rocket test firings at the $150 million aggregation of
high thrust rocket test stands and research equipment
buildings.
Convenient fuel
California already has both the natural gas network
as well as plant facilities for converting natural gas
to liquid hydrogen. California's liquid hydrogen plants
can produce more than the 90 tons-per-day the Shuttle
will require during its peak operation. California
has over three times the liquid hydrogen plant capacity
of any other state.
Within 150 miles of either Vandenberg or Edwards, plants
can supply by tank truck more than adequate fuel for
the Shuttle's initial years.
By contrast, the Cape Kennedy site requires a 740-mile
haul by truck or train for most of the liquid hydrogen
consumed. One study concluded: the costly alternative
is to dismantle one of California's plants and re-
construct it in Florida.
A California site also makes unnecessary another
alternative, that of an international agreement for
converting crude oil to liquid hydrogen in another country
for shipment to America, thereby avoiding American
import duties on crude oil.
Airfield capability
Vandenberg's airfield adjoins a likely Shuttle launch
complex. Adequacy is demonstrated by its use for
training by commercial pilots of 747 aircraft which
approximate the booster in size. Extensive flat land
surrounds the strip, making expansion of its 8,000 feet
convenient to achieve.
5 -
Edwards is one of the Nation's largest landing areas.
A 15,000 foot concrete runway adjoins the 44 square
mile sun-hardened, wind-smoothed Rogers Dry Lake.
In turn, Rogers connects with 27 square miles of
Rosamond Dry Lake bed. Seven natural runways criss-
cross the 11-mile length of Rogers Dry Lake. The
supportive strength of these dry lake beds is
equivalent to a three-foot thickness of concrete and
can support up to 250 pounds per square inch.
The largest and heaviest of the world's aircraft
land here. Three billion dollars worth of aircraft
have been saved since 1946 from loss of crash landing
by directing them to Edwards.
By contrast, a landing strip adjacent to a Shuttle
complex at Cape Kennedy would have to be built at more
than $1,500 a foot.
Waterborne adatable
Coastal accessibility makes Vandenberg convenient by
boat or barge to all the Pacific aerospace ports from
Seattle to San Diego and to shipments from the Gulf
Coast.
A sheltered lagoon exists on Vandenberg's 36-mile
coastline within a short distance of the intended
Shuttle site. Limited dredging could prepare this
convenient natural port to receive Shuttle barge
shipments. Reportedly, the sand bottom is coarser and
less subject to silting and wave action than the Cape
Kennedy barge channel.
Over a decade of logistics experience has been perfected
at Vandenberg in missile and aerospace shipments by
plane, truck, and rail. Shuttle shipments can adapt
this knowledge in the handling of large and awkward
components.
Accessible manufacturers
Convenience to manufacture and assembly is a cost-
efficiency criterion in selecting a base site.
Virtually every manufacturer earmarked as a likely
participant, including payload and servicing contractors,
has a major installation in the nearby California and
6 -
Pacific Coast aerospace complex. Most are located
within an easy drive of Vandenberg or Edwards,
making shipment less time-consuming, servicing
convenient, and reducing the costs for rotation of
personnel.
All major aircraft builders use Edwards for test
purposes; most of those engaged in today's missile
hardware business maintain personnel and service
facilities at Vandenberg.
Ascending importance
Vandenberg's importance and frequency of use will
correspondingly increase as the Apollo era ends and
as Space Lab is completed.
The diminishing of space work elsewhere, and the
four or five year hiatus in manned space flight,
increases the reliance on and need for this major
remaining site.
The continuing necessity for Vandenberg's capabilities,
the steady schedule of operations, a readily accessible
work force, and a physical plant maintained in response
to current operations increase the legitimacy of
Vandenberg's importance.
Eliminates moth-balling
Cost savings occur when our space program can avoid
incurring the relatively unproductive expense of
moth-balling and the follow-on reactivation expenses.
Facilities at Vandenberg and Edwards will continue to
be used in a regular schedule of operations and the
expense of moth-balling while awaiting the Shuttle
era can be avoided. Furthermore, construction at
Vandenberg and Edwards could be scheduled when timely
and feasible rather than being initiated in the near-
future as a means to stretch-out, prolong, and main-
tain an otherwise declining level of activity.
7
Overwater trajectory
Vandenberg's bay-window on the Pacific scans 210°
of cean front, from 120° to 330°.
The overwhelming preponderance of our current space
shots, both polar and retrograde, capitalize on
these overwater trajectories from Vandenberg.
Therefore, if an overwater trajectory is advantageous
during the Shuttle's development as well as for
frequently used azimuth angles yet paralleling
relatively nearby emergency or alternate landing
sites in the continental United States without
requiring foreign landing rights
Vandenberg's
location combines these favorable factors.
Safety zoned
Edwards encompasses 300,000 acres; Vandenberg
100,000. This provides an important buffer margin
of safety. The nearly vertically rising Shuttle
will have reached a 100,000 foot elevation before
traversing 20 miles on the ground. Although
engineered for intact abort, a catastrophe-prone
critical period could occur during the initial rise
prior to separation before sufficient altitude is
reached for guided landing.
In this interim, a margin of safety is assured for
the off-base populace if debris falls within the
perimeter of a large land-area base. Narrow or
limited-area base sites cannot offer this safety-zone
afforded by Vandenberg and Edwards, two of America's
largest bases in ground area.
Sparsely inhabited
Vandenberg and Edwards combine a unique feature:
sparsely settled, low-population density nearby,
yet easy accessibility to the cosmopolitan
advantages of major metropolitan centers.
8 -
Both satisfy a preference specified by one study:
low-population density for the initial 100-mile
downrange along the most likely used azimuth
angles.
The desert immediately surrounding Edwards is one
of America's least populated areas; Vandenberg is
in the heart of a sparsely-settled, primarily
rural area. Likely eastward Shuttle corridors
pass over lightly inhabited national forest and
desert terrain.
Casualty avoiding
Edwards and Vandenberg claim at least seven factors
that aid in minimizing casualty possibilities:
(1) extensive, immediate base-site perimeter; (2)
available down-range corridors; (3) overwater
corridors for heavily used flight azimuths; (4)
low population density for at least the first
100 miles of a corridor; (5) opportunity for the
Shuttle to achieve substantial altitude before
overflying even moderate-sized population centers;
(6) clearly defined landing alternatives, either
scheduled or emergency; and (7) 'consistently
reliable weather making advance planning possible.
Dispersing sonic-boom
Orbiter sonic booms can be dispersed on return over
the Pacific Ocean for all Vandenberg eastward launches;
southerly launches can disperse orbiter sonic boom
off the Pacific Coast by means of a dog-leg return
glide angle. This offshore dispersal of orbiter
sonic boom is achievable by practically no other
candidate site without the costly establishment of
alternative landing sites developed solely for that
purpose.
Most orbiter returns to Edwards will also disperse
their sonic booms in the sparsely settled desert
test range where aircraft sound effects have long
been isolated from the public.
9
Booster flights south from Vandenberg disperse
their sonic booms over the Pacific; eastward
booster flights effect booms largely within the
Edwards test range, national forest or southwest
desert country.
Unlike some other candidate sites, California
launched Shuttles will subject no other inter-
national neighbor to our sonic booms.
Compatible mating
Most engineering studies tend to prefer horizontal
mating of the booster and orbiter, either during
preparation, concurrently with roll-out, or at the
launch pad. Some studies advocate lifting booster
and orbiter, at the pad, by strong-back and mate
at that time.
Cape Kennedy's vertical Vehicle Assembly Building
imposes an obligation to examine at length the
possibility of vertical mating and crawler-
transporter roll-out.
Neither California site, Vandenberg or Edwards,
impose the obligation of devising engineering
techniques or modifications of the Shuttle to
satisfy extensive existing structures. Either
method, horizontal or vertical, is thereby adaptable
to the California sites, whichever represents
priorities of practical engineering and orbiter
and booster design.
Cost efficient
An array of inherent Vandenberg and Edwards
advantages contribute to efficiency and the mini-
mizing of cost, both in initiating as well as
long term operating of a Shuttle base.
10 -
Strategic need is satisfied without assuming costs
of duplication to achieve that capability elsewhere
Test development facilities at Edwards could cost-
effectively translate into retrieval base operations
serving Vandenberg. Favorable climate has cost
advantages. Existing facilities minimize new
construction costs. The expense of additional
natural gas network system is not needed. Nearby
liquid hydrogen plants reduce new plant expense.
Existing airfields make construction minimal.
Coastal accessibility reduces costs of accommodating
larger components. Nearby manufacturers diminish
several expenses of accommodation. Vandenberg's
continuing operation minimizes otherwise costlier
stretch-out elsewhere. Moth-balling expenditures
are unnecessary. Manning facilities may reduce
new construction costs. Competitively available
manpower indicates cost efficiences.
Aerospace compatibility
Historically, California is an accustomed partner
in the development of flight. Californians are
attuned to aerospace activity, accept it as natural
to modern life, are agreeable to its presence,
industry is attuned to its requirements, and the
economy is conscious of its practices.
California's level of understanding and sophistication
about aerospace makes it an accepting environment
for the establishment of a Shuttle base.
Manning capabilities
The Manned Orbiting Laboratory with its allied
training, launch, housing and servicing facilities
exists at Vandenberg. The base has been brought to
the threshold of manned space flight as a natural
adjunct to its unmanned capabilities. This
readiness could phase into Shuttle use.
Edwards has extensive experience at studying and
adapting the talents of man to the capabilities of
advanced aircraft. Both sites could easily serve
Shuttle's manned requirements.
- 11 -
Environment conscious
All site candidates should be studied for their
likely effect on man and nature, their respect
for land use, their impingement upon other needs,
and their effect on natural terrain.
Vandenberg has witnessed several generations of
use, yet has maintained a pleasant accommodation
with nature, preservation of most of the natural
terrain and phenomenon, and has had a minimum of
unsightly nearby commercial exploitation. Local
residents are aware of continuing this responsi-
bility toward the total environment.
Edwards, a highly isolated location with very
little plant and animal life, has nevertheless
made only the slightest alteration on the vastness
and stark outline of the California desert.
Shuttle activity at Edwards is unlikely to induce
any appreciable change in the environment.
Edwards' vast size, on the other hand, offers an
opportunity to continue preservation of this unique
segment of American terrain.
Skilled manpower
Numerically, the total of California's experience
aerospace manpower is over twice that of nearly
all other major site-contending states combined.
In duration, California's aerospace manpower
experience is frequently two generations in depth
and often over three decades in length.
The size of the working populace, 7-1/2% to 8% of
which are now unemployed
the majority being
aerospace
indicates a larger total unemployed
aerospace populace than any other state or
combination thereof.
- 12 -
For Shuttle base staffing this implies: (1)
cost advantage of competitive availability;
(2) many applicants per opening thereby making
selection for quality more likely; (3) a work
force already residing in an area of pre-
determined preference; (4) less necessity for
costly inducements to relocate at isolated
locations; and (5) unlikely need for extensive
education to upgrade the work force.
Receptive economy
California's extensive and highly diversified
economy could absorb the infusion of Shuttle-
related activity without shock of dislocation.
On the contrary, even the placement of nearly
all Shuttle-related work in California would not
equal or offset the larger loss of aerospace
work which California has suffered in recent
years.
Unlike isolated or rural Shuttle base candidate
sites in other states, a study concluded that
location of the Shuttle base at Vandenberg would
only moderately effect the nearby local economy
by maintaining the same modest rate of growth
experience during the past ten or fifteen years.
California's gross national product is equivalent
to that of the world's seventh largest nation,
ranking in between that of the United Kingdom
and Italy. The scope of California's economy,
the size of populace and area, make it equivalent
to a major American region than the limited
and conventional interpretation of a state.
Cumulatively superior
In total, the reasons for California Shuttle-site
suitability are numerous. In importance of
contribution toward satisfying Shuttle needs, the
reasons are influential. In necessity, the reasons
are logical.
The foregoing has scanned the more obvious
qualifications. Each is worthy of greater
investigation. Each will reveal an increasing
number of justifications for establishment of a
Shuttle base in California; justifications which
compare favorably with other candidates,
justifications which cumulatively endorse
California, and justifications which continue
an already established importance of California
sites for space endeavors.
==== 14
Herospace
4 /
California Space Shuttle Task Force
April 15, 1971
ROBERT H. VOLK
CHAIRMAN
JAMES A. COOK
EXECUTIVE DIRECTOR
0
Attached is a tentative compilation of financial and contract
implications for California of the Space Shuttle:
Probable manufacturing income through short-
range of 1970's.
Possible launch/retrieval base income as a
follow-on economic leveler, 1970's, 80's
and on.
Current status of major shuttle contracts.
Composition of shuttle contractor "teams".
FIGUEROASTREET.LOS ANGELES, CALIFORNIA 90017 (213) 687-6305
YOU MAY FIND THIS TO BE A HANDY REFERENCE
POTENTIAL CALIFORNIA INCOME FROM MANUFACTURING AND
BASE OPERATIONS - SPACE SHUTTLE
SPACE SHUTTLE INITIAL EXPENDITURES
$8.5 Billion likely RDT&E expenditures for booster and orbiter
through 1972-1979 time period, peaking about 1975-1976.
(Estimates as high as $9.6 Billion, as low as $6.4 Billion)
$4 Billion of that probably for the orbiter.
$3 Billion of the total RDT&E effort could probably be obtained
by California prime and sub-contractors through either of
the team efforts by North American Rockwell or McDonnell-
(
Douglas; assuming assembly in California, flight test at
Edwards AFB.
$600,000 engine expenditures (Estimates as high as $1 Billion)
1972-1979 time period.
Almost entire expenditure could be obtained by California through
the proposals of either Aerojet Liquid Rocket Corp. or Rocketdyne.
BASE INITIAL AND CONTINUING OPERATIONS EXPENDITURES
Base modification/construction
$400 Million tentatively earmarked for investment in base
construction. Effort currently to reduce that expenditure
by utilizing existing facilities. Late 1973 into intial
1977 time period.
Nearly entire amount could be obtained for a Vandenberg/
Edwards combination minus existing applicable facilities.
Flight operations
$67.5 to $75 Million yearly in 1977-78 time period, rising to
$270 Million - $300 Million, annually, in the
early 1980's and throughout decade.
Payload costs provide additional income (Nearby preparation,
assembly, repair, possibly manufacture)
1970's base expenditures: approx. $650 Million plus payload.
1980's base expenditures: almost $3 Billion plus payload, and
on into 1990's
Nearly entire amount could be obtained for
a Vandenberg/Edwards combination
MANUFACTURING AND LAUNCH/RETRIEVAL BASE OPERATIONS
For California:
Manufacturing and base start-up could provide $4 Billion
in the 1970's
Base operations could provide an economic leveler after
manufacturing of $3 Billion per decade thereafter.
STATUS OF SPACE SHUTTLE CONTRACTS
PHASE A. Initial Space Shuttle studies
Launch & vehicle reentry studies
Amount: $450,000 each
Time : Jan 31 to Sept 30, 1969
Who : Convair Division, General Dynamics Corp.
0
Lockheed Corp.
North American Rockwell Corp.
McDonnell-Douglas Corp.
Additional Phase A. Alternate designs
Who
Amount
Time
Lockheed
$1 Million
June 30, '70 - May 31, '71
Chrysler
$1 Million
June 30, '70 - May 31, '71
Grumman
$ 4 Million
July 6, '70 - June 6, '71
PHASE B. (Research on facilities, logistics, advanced technology
requirements. Ends with selection of single project concept.)
Engine design, preliminary vehicle design.
Amount: $6 Million each
Time : June 12, '70 - May 12, '71
Who : Aerojet-General Corp., Div. of General Tire &
Rubber
Rocketdyne Division, North American Rockwell Corp.
Pratt & Whitney Aircraft, Div. of United Aircraft
Vehicle design studies
Amount: $10.8 Million each
Who
Time
McDonnel1-Douglas Corp. June 19, '70 - May 19, '71
North American Rockwell June 30, '70 - May 31, '71
Conclusion Phase B studies: NASA reopens competition for vehicle construction
to other corporate teams.
PHASE C. Contractors develop exact design specifications.
PHASE D. Hardware is fabricated and tested.
SPACE SHUTTLE, PHASE B CONTRACTOR "TEAMS"
Subject to possible reorganization and reallocation at conclusion
of Phase B studies (June 1971) and selection of single vehicle construction
team.
McDONNELL-DOUGLAS TEAM
McDonnell Douglas
(St. Louis, Missouri)
Space Systems Center
(Huntington Beach, Cal. however
major mfg. work likely in St.
Louis, Mo. and Michaud, La.)
Martin Marietta Corp.
(Baltimore, Maryland)
Denver Division
(Denver, Colorado)
(possible follow-on to Titan work done in Colorado)
TRW, Inc.
(Cleveland, Ohio, & Los Angeles)
Systems Group
(Redondo Beach, Ca.)
Raytheon Co.
(Lexington, Mass.)
Sperry Rand Corp.
(Lexington, Mass.)
Norden Div., United Aircraft Corp.
(Norwalk, Conn.)
Pan American
(New York, N.Y.)
Base operations
(Coco Beach, Florida)
Societe Nationale Industrielle Aerospatiale (France)
Hawker-Siddeley-Aviation, Inc.
(England)
ERNO-Raumfahrttechnig, GMBH
(Germany)
NORTH AMERICAN TEAM
North American Rockwell
(Pittsburgh, Penna.)
Space Division
(Downey, Cal. & Seal Beach, Cal.)
-Program & system integration
-Orbiter development
General Dynamics
(New York, N.Y.)
Convair Aerospace Division
(San Diego, Ca. however, mfg.
likely at Michaud, La.)
-Booster development
IBM
(Gaithersburg, Maryland)
-Data management, installation at site
SPACE SHUTTLE, PHASE B CONTRACTOR "TEAMS"
PAGE 2
NORTH AMERICAN TEAM (cont'd)
Honeywell
(Minneapolis, Minnesota)
-Vehicle stabilization & control at site
American Airlines
(New York, N.Y. & Tulsa, Okla.)
-Aircraft-type maintenance and operations at site
British Aircraft Corp.
(England)
Messerschmitt, Boelkow & Blohm
(Germany)
GRUMMAN-BOEING TEAM
Grumman Aerospace Corp.
(Bethpage, N.Y. & possibility
of final assembly at Michaud,
Louisiana)
-Systems manager
-Orbiter
Boeing
(Seattle, Wash., however major
mfg. work likely at Wichita,
Kansas, and Michaud, La.)
-Booster
-Operations
Aerojet General
(El Monte, California)
-Cryogenic tankage
(Fullerton, California)
Avco Systems Division
(Wilmington, Mass.)
-Thermal protection systems
General Electric
(Schenectady, N.Y.)
-Avionics
(Philadelphia, Pa.)
-some protection materials work
Northrop
(Los Angeles, Cal.)
-Orbiter technology
(Hawthorne, Cal.)
Eastern Airlines
(New York, N.Y.)
-Operations
-Maintenance
Avions Marcel Dassault
(France)
-Thermal protection subsystems
-Insulation subsystems
Dornier
(Germany)
-Subsystems technology
SPACE SHUTTLE, PHASE B CONTRACTOR "TEAMS"
PAGE 3
ENGINE
Pratt & Whitney Aircraft
(Hartford, Conn. for turbo
machinery)
Florida Research & Development Center
(West Palm Beach, Fla. for
manufacture and assembly)
Aerojet Liquid Rocket Corp.
(Sacramento, Cal.)
Rocketdyne, North American Rockwell
(Canoga Park, Cal.)
C
CALIFORNIA
the ideal solution
to the search for
Space Shuttle
launch & retrieval base
as well as for
flight testing
Space Shuttle's new era dictates different needs for space
launches and retrievals. At the outset of America's space age
we were seeking both thrust and reliability. Then, Cape Ken-
nedy afforded the needed boost of an eastward thrust near
the Equator and ocean-overflight as a potential safety haven
while we improved reliability.
But, the Space Shuttle has different requirements. The Shuttle
will have assured thrust-capability, a necessity for several
azimuth angles of launch, an emergency ability to abort safely
and intact, and the intent of a glide or powered landing at a
dry land base. These abilities, and concurrent requirements,
prompt the search for an applicable base-site in the continen-
tal United States.
2
California's qualifications,
Combining Vandenberg
and Edwards:
Strategically essential
Demonstrated necessity
Foreign avoidance
Favorably situated
California offers a solution
Optimum climate
California's solution is the currently existing, applicable, and
Existing facilities
Convenient fuel
complementary facilities inherent in the combined use of the
bases at Vandenberg and Edwards. Vandenberg for launch
Airfield capability
Waterborne adaptable
and most retrievals; Edwards for alternate and emergency
Accessible manufacturers
retrievals.
Ascending importance
Thereby, the use of Edwards for flight-testing implies that
Eliminates moth-balling
facilities developed for such testing could be economically
Overwater trajectory
phased into follow-on use for retrievals. The proximity of the
Dual usefulness
two bases makes possible an efficient interchange between
Performance advantages
the two, initially during testing and ultimately during opera-
Safety zoned
tions, without costly dislocation. Ultimately, Edwards may also
Sparsely inhabited
be as practical a launch site as Vandenberg.
Casualty avoiding
Combined, they resolve most objections found elsewhere, and
Dispersing sonic-boom
combined they equal or surpass most isolated and individual
Compatible mating
advantages claimed elsewhere.
Cost efficient
Skilled manpower
For several years of conventional missile operations, Cape
Receptive economy
Kennedy as well as Vandenberg have admirably served our
Aerospace compatibility
missile needs. New needs stimulate a reevaluation. Compari-
Manning capabilities
sons and questions on the following pages are tempered with
Environment conscious
respect and appreciation for the contributions made thus far
Cumulatively superior
to space exploration by the site and people of Cape Kennedy.
Historically, the Cape is unquestioned. However, new needs
require questioning of old assumptions.
Choice of a launch-retrieval base site should be made on a
priority-rated scale ranked by significance to national goals
Vandenberg
and weighted by value to operations. California endorses a
decision evaluated on that criteria. California has the quali-
Edwards
fications to justify a decision reached on that basis.
3
4
Strategically essential
Foreign avoidance
Reportedly, the overwhelming majority of America's orbiting
Shots from Vandenberg avoid flight over foreign territory dur-
space shots are southerly, both polar and retrograde. There-
ing initial ascent. For Space Shuttle, a California launch site
by, polar shots observe the Earth perpendicularly at every
also avoids the booster's return flight over foreign territory.
latitude as it rotates below. America's polar shots start from
The problems of having dropped missile parts upon Cuba
Vandenberg.
from Cape Kennedy, the threat of the Cuban missile crisis
Retrograde shots achieve sun-synchronous orbits to view the
years later, and the national policy decision to avoid Cuban
Earth consistently in sunlight or dark. 133 of America's 136
overflights underscore the shortcomings of Cape Kennedy for
retrograde shots were fired from Vandenberg.
polar and some retrograde shots which comprise the bulk of
The majority of shots America evidently deems strategically
our space azimuth-angle needs. Space Shuttle shots to the
essential are made from Vandenberg. Prudently, we should
south from Cape Kennedy would overfly Cuba and Panama;
assure our strategic obligations first, our less-essential obli-
boosters would be vulnerable returning over Cuba at a 13,000-
gations thereafter.
foot altitude. Such a possibility induces the likelihood of ex-
ploitation of our foreign neighbors by our international com-
petitors.
Demonstrated necessity
Favorably situated
Vandenberg's necessity is evident from the decision to
Combined or separately, the two California sites are favorably
develop our capability there even though initiating the Cape
situated. They facilitate strategic needs, offer coastal avail-
Kennedy space site.
ability or inland isolation, semi-rural locale but nearby metro-
Since 1957 the need for a Vandenberg capability has been
politan requirements, southerly for thrust of Equatorial-near-
developed and demonstrated; a necessity not satisfied else-
ness yet Western in weather advantages, and convenience to
where.
aerospace centers and suppliers.
5
6
Convenient fuel
California already has both the natural gas network as well as
plant facilities for converting natural gas to liquid hydrogen.
Optimum climate
California's liquid hydrogen plants can produce more than
the 90 tons-per-day the Shuttle will require during its peak
Predictable weather and evenness of climate aid operations.
operation. California has over three times the liquid hydrogen
California affords inland desert dryness and a less pervasive
plant capacity of any other state.
coastal humidity than that deteriorating Cape Kennedy facili-
ties. Minimum necessity for protection from weather extremes
Within 150 miles of either Vandenberg or Edwards, plants can
favors operations.
supply by tank truck more than adequate fuel for the Shuttle's
initial years.
At Vandenberg thunderstorms occur less than 5 days a year,
while thunderstorms at Cape Kennedy average 75 annually.
By contrast, the Cape Kennedy site requires a 740-mile haul
Lightning activity, which is almost unknown at Vandenberg
by truck or train for most of the liquid hydrogen consumed.
and Edwards, occurs 100 days a year at Cape Kennedy where
One study concluded: the costly alternative is to dismantle
lightning strikes between 20 and 40 times within a square mile
one of California's plants and reconstruct it in Florida.
each year.
A California site also makes unnecessary another alternative,
The modest wind gust level at Vandenberg is tolerable, com-
that of an international agreement for converting crude oil to
pared with gusts approaching hurricane velocity at Cape
liquid hydrogen in another country for shipment to America,
Kennedy.
thereby avoiding American import duties on crude oil.
Existing facilities
The largest launch area in the western world, Vandenberg
maintains 44 launch sites of which 30 are active. With a range
ten times the size of Cape Kennedy, the Vandenberg base
comprises 100,000 acres traversed by 327 miles of roads,
dotted with 3,500 buildings-1,400 of which relate to base
operations, and 21/4 million square feet of which are occupied
by missile contractors. Vandenberg represents a construction
investment since 1957 of $2.4 billion.
Vandenberg and Edwards admirably satisfy the caveat in site
selection: "make maximum use of existing facilities."
The premier landing and testing facility in the Nation exists
at Edwards insofar as extensiveness, visibility, unobstructed
access and existing facilities. Covering over 300,000 acres,
and served by an array of hangars, buildings, shops and labo-
ratories, Edwards maintains an assembly of tracking facilities,
houses the Aerospace Research Pilot School and since 1953
has conducted rocket test firings at the $150 million aggre-
gation of high thrust rocket test stands and research equip-
ment buildings.
8
7
Airfield capability
Vandenberg's airfield adjoins a likely Shuttle launch complex.
Adequacy is demonstrated by its use for training by commer-
cial pilots of 747 aircraft which approximate the booster in
size. Extensive flat land surrounds the strip, making expan-
sion of its 8,000 feet convenient to achieve.
Edwards is one of the Nation's largest landing areas. A 15,000-
Waterborne adaptable
foot concrete runway adjoins the 44 square mile sun-hard-
Coastal accessibility makes Vandenberg convenient by boat
ened, wind-smoothed Rogers Dry Lake. In turn, Rogers con-
or barge to all the Pacific aerospace ports from Seattle to San
nects with 27 square miles of Rosamond Dry Lake bed. Seven
Diego and to shipments from the Gulf Coast.
natural runways criss-cross the 11-mile length of Rogers Dry
Lake. The supportive strength of these dry lake beds is equiv-
A sheltered lagoon exists on Vandenberg's 36-mile coastline
within a short distance of the intended Shuttle site. Limited
alent to a three-foot thickness of concrete and can support
up to 250 pounds per square inch.
dredging could prepare this convenient natural port to re-
ceive Shuttle barge shipments. Reportedly, the sand bottom
The largest and heaviest of the world's aircraft land here.
is coarser and less subject to silting and wave action than the
Three billion dollars worth of aircraft have been saved since
Cape Kennedy barge channel.
1946 from loss of crash landing by directing them to Edwards.
Over a decade of logistics experience has been perfected at
By contrast, a landing strip adjacent to a Shuttle complex at
Vandenberg in missile and aerospace shipments by plane,
Cape Kennedy would have to be built at more than $1,500 a
truck, and rail. Shuttle shipments can adapt this knowledge
foot.
in the handling of large and awkward components.
9
10
Accessible manufacturers
Eliminates moth-balling
Convenience to manufacture and assembly is a cost-efficiency
Cost savings occur when our space program can avoid incur-
criterion in selecting a base site.
ring the relatively unproductive expense of moth-balling and
Virtually every manufacturer earmarked as a likely partici-
the follow-on reactivation expenses.
pant, including payload and servicing contractors, has a
Facilities at Vandenberg and Edwards will continue to be used
major installation in the nearby California and Pacific Coast
in a regular schedule of operations and the expense of moth-
aerospace complex. Most are located within an easy drive of
balling while awaiting the Shuttle era can be avoided. Further-
Vandenberg or Edwards, making shipment less time-consum-
more, construction at Vandenberg and Edwards could be
ing, servicing convenient, and reducing the costs for rotation
scheduled when timely and feasible rather than being initiated
of personnel.
in the near-future as a means to stretch-out, prolong, and
All major aircraft builders use Edwards for test purposes;
maintain an otherwise declining level of activity.
most of those engaged in today's missile hardware business
maintain personnel and service facilities at Vandenberg.
Overwater trajectory
Vandenberg's bay-window on the Pacific scans 210° of ocean
front, from 120° to 330°.
The overwhelming preponderance of our current space shots,
both polar and retrograde, capitalize on these overwater tra-
jectories from Vandenberg.
Therefore, if an overwater trajectory is advantageous during
the Shuttle's development as well as for frequently used
azimuth angles yet paralleling relatively nearby emergency
or alternate landing sites in the continental United States with-
out requiring foreign landing rights
Vandenberg's location
combines these favorable factors.
Ascending importance
Vandenberg's importance and frequency of use will corre-
spondingly increase as the Apollo era ends and as Space Lab
is completed.
The diminishing of space work elsewhere, and the four or five
year hiatus in manned space flight, increases the reliance on
and need for this major remaining site.
The continuing necessity for Vandenberg's capabilities, the
steady schedule of operations, a readily accessible work
force, and a physical plant maintained in response to current
operations increase the legitimacy of Vandenberg's impor-
tance.
11
12
EDWARDS
Dual usefulness
Both services, NASA and Defense, can and do perform mis-
sions at Vandenberg. Conversely, Cape Kennedy has a dimin-
ishing usefulness for defense missions, primarily including
the peaceful yet prudent observational flights.
Cost-conscious site selection urges the choice of a single
California location suitable for both services rather than the
luxury of two, new, separate Shuttle bases created simultane-
ously for each of two services.
Performance advantages
Dog-leg maneuvers to attain orbits are costly in fuel-weight.
Southerly and polar orbits lack the eastward earth rotation for
added thrust. Therefore, dog-leg maneuvers are least desir-
able in achieving such orbits. In evaluating site trade-offs,
California locations require no dog-leg maneuvers for south-
erly orbits as does Cape Kennedy.
Higher elevations, such as Edwards' 2,302 feet elevation, con-
sume less fuel to exit the drag of earth's atmosphere and
could accommodate an additional 2,300 pound payload. Ed-
VANDENBERG
wards qualifies if high elevation inland launch sites are pre-
ferred over coastal locations.
Safety zoned
Edwards encompasses 300,000 acres; Vandenberg 100,000.
This provides an important buffer margin of safety. The nearly
vertically rising Shuttle will have reached a 100,000-foot ele-
vation before traversing 20 miles on the ground. Although
engineered for intact abort, a catastrophe-prone critical
period could occur during the initial rise prior to separation
before sufficient altitude is reached for guided landing.
In this interim, a margin of safety is assured for the off-base
populace if debris falls within the perimeter of a large land-
area base. Narrow or limited-area base sites cannot offer this
safety-zone afforded by Vandenberg and Edwards, two of
America's largest bases in ground area.
14
13
Sparsely inhabited
Vandenberg and Edwards combine a unique feature: sparsely
settled, low-population density nearby, yet easy accessibility
to the cosmopolitan advantages of major metropolitan cen-
ters.
Both satisfy a preference specified by one study: low-popula-
tion density for the initial 100-mile downrange along the most
likely used azimuth angles.
The desert immediately surrounding Edwards is one of
America's least populated areas; Vandenberg is in the heart
of a sparsely-settled, primarily rural area. Likely eastward
Shuttle corridors pass over lightly inhabited national forests
and desert terrain.
Dispersing sonic-boom
Orbiter sonic booms can be dispersed on return over the
Pacific Ocean for all Vandenberg eastward launches; south-
erly launches can disperse orbiter sonic boom off the Pacific
Coast by means of a dog-leg return glide angle. This offshore
dispersal of orbiter sonic boom is achievable by practically
no other candidate site without the costly establishment of
alternative landing sites developed solely for that purpose.
Casualty avoiding
Most orbiter returns to Edwards will also disperse their sonic
Edwards and Vandenberg claim at least seven factors that aid
booms in the sparsely settled desert test range where aircraft
sound effects have long been isolated from the public.
in minimizing casualty possibilities:
1. extensive and protective base-site perimeter
Booster flights south from Vandenberg disperse their sonic
2. available down-range corridors
booms over the Pacific; eastward booster flights effect booms
3. overwater corridors for heavily used flight azimuths
largely within the Edwards test range, national forest or south-
4. low population density for at least the first 100 miles of a corridor
west desert country.
5. opportunity for the Shuttle to achieve substantial altitude before
overflying even moderate-sized population centers
Unlike some other candidate sites, California launched Shut-
6. clearly defined landing alternatives, either scheduled or emergency
tles will subject no other international neighbor to our sonic
7. consistently reliable weather making advance planning possible
booms.
15
16
Cost efficient
An array of inherent Vandenberg and Edwards advantages
Compatible mating
contribute to efficiency and the minimizing of cost, both in
Most engineering studies tend to prefer horizontal roll-out of
initiating as well as long term operating of a Shuttle base.
the booster and orbiter with mating at the launch pad, if not
Strategic need is satisfied without assuming costs of duplication to
in advance.
achieve that capability elsewhere
Some studies advocate lifting booster and orbiter, at the pad,
Test development facilities at Edwards could cost-effectively translate
into retrieval base operations serving Vandenberg
by strong-back and mate at that time.
Favorable climate has cost advantages
Cape Kennedy's vertical Vehicle Assembly Building imposes
Existing facilities minimize new construction costs
an obligation there to examine at length the possibility of ver-
The expense of additional natural gas network system is not needed
Nearby liquid hydrogen and oxygen plants reduce new plant expense
tical mating and crawler-transporter roll-out.
Existing airfields make construction minimal
Neither California site, Vandenberg or Edwards, impose the
Coastal accessibility reduces costs of accommodating larger components
Nearby manufacturers diminish several expenses of accommodation
obligation of devising engineering techniques or modifica-
Vandenberg's continuing operation minimizes otherwise costlier
tions of the Shuttle to satisfy extensive existing structures.
stretch-out elsewhere
Either method, horizontal or vertical, is thereby adaptable to
Moth-balling expenditures are unnecessary
the California sites, whichever represents priorities of prac-
Manning facilities may reduce new construction costs
tical engineering and preferred design for orbiter and booster.
Competitively available manpower indicates cost efficiencies
An estimated $287 million is required to convert Cape Ken-
nedy to Shuttle use, not including correspondingly higher
costs of operation. Yet this site would not be universally use-
ful for the Shuttle. On the other hand, that figure represents
about two-thirds of the cost for converting California sites to
more widely useful Shuttle missions where many operational
costs would be less expensive.
Skilled manpower
Numerically, the total of California's experienced aerospace
manpower is over twice that of nearly all other major site-
contending states combined.
In duration, California's aerospace manpower experience is
frequently two generations in depth and often over three de-
cades in length.
The size of the working populace, 7½ to 8% of which are
now
unemployed the majority being aerospace, among
which 14% are unemployed indicates a larger total unem-
ployed aerospace populace than any other state or combina-
tion thereof.
For Shuttle base staffing this implies:
1. Cost advantage of competitive availability
2. Many applicants per opening thereby making selection for quality more likely
3. A work force already residing in an area of predetermined preference
4. Less necessity for costly inducements to relocate at isolated locations
5. Unlikely need for extensive education to upgrade the work force
18
17
Receptive economy
Manning capabilities
California's extensive and highly diversified economy could
The Manned Orbiting Laboratory with its allied training,
absorb the infusion of Shuttle-related activity without shock
launch, housing and servicing facilities exists at Vandenberg.
of dislocation. On the contrary, even the placement of nearly
The base has been brought to the threshold of manned space
all Shuttle-related work in California would not equal or off-
flight as a natural adjunct to its unmanned capabilities. This
set the larger loss of aerospace work which California has
readiness could phase into Shuttle use.
suffered in recent years.
Edwards has extensive experience at studying and adapting
Unlike isolated or rural Shuttle base candidate sites in other
the talents of man to the capabilities of advanced aircraft.
states, a study concluded that location of the Shuttle base at
Both sites could easily serve Shuttle's manned requirements.
Vandenberg would only moderately affect the nearby local
economy by maintaining the same modest rate of growth ex-
Environment conscious
perienced during the past ten or fifteen years.
All site candidates should be studied for their likely effect on
California's gross national product is equivalent to that of the
man and nature, their respect for land use, their impingement
world's seventh largest nation, ranking in between that of the
upon other needs, and their effect on natural terrain.
United Kingdom and Italy. The scope of California's economy,
the size of populace and area, make it equivalent to a major
Vandenberg has witnessed several generations of use, yet has
American region than the limited and conventional interpre-
maintained a pleasant accommodation with nature, preserva-
tation of a state.
tion of most of the natural terrain and phenomenon, and has
had a minimum of unsightly nearby commercial exploitation.
Local residents are aware of continuing this responsibility
toward the total environment.
Edwards, a highly isolated location with very little plant and
animal life, has nevertheless made only the slightest altera-
tion on the vastness and stark outline of the California desert.
Shuttle activity at Edwards is unlikely to induce any appre-
ciable change in the environment. Edwards' vast size, on the
other hand, offers an opportunity to continue preservation of
this unique segment of American terrain.
Aerospace compatibility
Historically, California is an accustomed partner in the devel-
opment of flight. Californians are attuned to aerospace ac-
tivity, accept it as natural to modern life, are agreeable to its
presence, industry is attuned to its requirements, and the
economy is conscious of its practices.
California's level of understanding and sophistication about
aerospace makes it an accepting environment for the estab-
lishment of a Shuttle base.
19
20
CALIFOI
SPAC
SHUT'
TAS
FOR
Cumulatively superior
445 South Figue
In total, the reasons for California Shuttle-site suita-
Los Angeles, Cali
bility are numerous. In importance of contribution
(213) 687-
toward satisfying Shuttle needs, the reasons are in-
fluential. In necessity, the reasons are logical.
The foregoing has scanned the more obvious quali-
fications. Each is worthy of greater investigation.
Each will reveal an increasing number of justifica-
tions for establishment of a Shuttle base in Cali-
fornia; justifications which compare favorably with
other candidates, justifications which cumulatively
endorse California, and justifications which con-
tinue an already established importance of Cali-
fornia sites for space endeavors.