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From: [e-mail] (Steven Pietrobon)
Subject: AUSROC III: The Development of Australian Launch Vehicle Capability
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AUSROC III

The Development of Australian Launch Vehicle Capability

M. A. Blair
B.E.(Mech.), Grad. I.E.Aust.
ASRI Director
Ausroc Program Coordinator

1. INTRODUCTION

Ausroc III is the third of the Ausroc series of liquid fuelled rockets
aimed at the promotion of research, development and education of the field
of launch vehicle technologies within Australia. Ausroc III is being
designed as a sounding rocket capable of lifting 100kg of useful scientific
payload to an altitude of 500km and then recovering it intact. The vehicle
is also being developed as a test bed for a number of technologies that
have direct application in satellite launchers. These technologies include:
regenerative liquid propulsion, composite structures, inertial navigation,
vehicle guidance and control, telemetry and flight termination systems,
ground support, tracking and range safety. The Australian Space Research
Institute (ASRI)  supports and promotes the Ausroc program through
cooperation with Australian Universities and a team of dedicated ASRI
members. This paper describes the past present and future development of
the Ausroc III program as well as its educational benefits.

2. AUSTRALIAN SPACE RESEARCH INSTITUTE

The Australian Space Research Institute Ltd. (ASRI) was formed on the 17th
May 1993 as a result of the merger between the Australian Space Engineering
Research Association Ltd. (ASERA), and the Ausroc Projects Group.  ASRI
will be undertaking space related research, development and education
programs in the launch vehicle and satellite technology areas.  The
Institute has been formed to fill a void in these research and development
disciplines within Australia. The objects with which the company (ASRI) has
been established are to, on a non-profit basis :

a.  Develop and advance space science and technology.

b. Conduct, encourage and promote research in the field of space science
and technology.

c.  Educate and extend knowledge in the field of space science and
technology  and to make available education opportunities in the field of
space science and technology to supplement and further those opportunities
made available by established educational institutions.

d.  Conduct, co-ordinate and support projects for the advancement of  the
above objects.

The Ausroc program is now one of 3 major program areas within ASRI. The
other 2 being the AUSTRALIS Micro-satellite program and the SCRAMJET
Development program.

3. AUSROC  PROGRAM  BACKGROUND

The Ausroc Projects Group was established in 1988 to fill an educational
void in launch vehicle engineering disciplines within Australia. Ausroc I
was a 2.6m bi-propellant liquid fuelled rocket using nitric acid and
furfuryl alcohol as propellants. It was launched from the Graytown Proof
Range in Victoria on the 9th of February, 1989. The vehicle velocity and
altitude were approximately 600km/hr and 3.5km respectively.

Although the recovery system failed to operate as planned during this
flight, the propulsion system worked very well, as did the electronics and
telemetry system. The Ausroc I project was undertaken as a private project,
although assistance was given by several members of the Monash Uni.
Mechanical Engineering staff.

The success of Ausroc I paved the way for a much more ambitious project,
Ausroc II. In 1989, Monash Uni. Engineering students commenced an official
project to design, build and test launch a bi-propellant Lox/Kero rocket
system. The Ausroc II regeneratively cooled, rocket motor was constructed
and static test fired at the Ravenhall Test Facility in Deer Park,
Melbourne, on three separate occasions during 1991-92. These trials were
performed to validate the system performance and familiarise the launch
crew with operating and safety procedures associated with liquid fuel
rocketry.

The launch trial, conducted during October 1992 at the Woomera Rocket Range
in S.A., resulted in the destruction of the vehicle on its' launcher.  The
failure was caused by the liquid oxygen supply valve failing to operate
successfully. Ausroc II was the largest liquid fuelled rocket designed and
manufactured in Australia and was one of the worlds' largest amateur rocket
systems. A second improved vehicle, Ausroc II-2, is currently under
construction for launch in 1994.

4. AUSROC III  CONCEPT DEFINITION

The interest and support shown for Ausroc II and the enthusiasm of those
involved, led the Ausroc team to prepare a plan for the future of the
Ausroc launch vehicle series. In late 1990 it was decided that the ultimate
goal of the Ausroc projects group would be to develop a satellite launch
vehicle capable of placing a microsatellite into a low earth orbit. This
goal encompasses many technical aspects which have not yet been addressed
in the previous 2 rocket programs. Therefore, it was decided to develop an
intermediate launch vehicle system that could be used as a technology
demonstrator for the satellite launcher. This intermediate launch vehicle
concept forms the basis of the Ausroc III program. The primary objective of
this third generation Ausroc system is:

S To carry a useful scientific payload of 100 kg mass to an altitude of 500
km on a predetermined and controlled, suborbital trajectory and recover it
intact.

Ausroc III, would, if completed, be the largest amateur rocket ever built
and would be a useful instrument for performing research in fields such as;
atmospheric physics, microgravity materials processing, high altitude
observations, hypersonics research and evaluation of satellite launch
vehicle hardware.

This new project represents a challenge that encompasses a diverse range of
science and engineering disciplines. The Ausroc III system has been
sub-divided into a number of sub-systems that are described in more detail
below. Each of these sub-systems represent a project that can be undertaken
by groups of science and engineering students at Universities and
Institutes around Australia or by groups of amateurs, outside the tertiary
education system, who would like to see the fruition of the Ausroc launch
vehicle program and its associated benefits. The Ausroc III program is
broken down into the following work areas:

                                Propulsion
                                Structures
                                Navigation, Guidance & Control
                                Flight Electronics
                                Ground Infrastructure
                                Payload

5. AUSROC III PROPULSION SYSTEM

In meeting our primary objective of lofting a 100 kg payload to 500 km, we
started by determining the type of rocket propulsion that would be used as
this would, undoubtedly, determine the size of the vehicle and the required
subsystems. Our preliminary calculations, using a trajectory simulation
program (ref.1) indicated that approximately 1200 kg of propellant,
assuming an average specific impulse of 250 sec, will be required to meet
the objective. Solid, liquid and hybrid rocket propulsion systems were
considered for use on Ausroc III.

Australia does not yet have the capacity to cast the required 1200kg of
solid propellant from one mix and the mixing, storing and transportation of
solid propellant is a hazardous operation that requires strict process
control and safety supervision.

A hybrid rocket has a solid fuel grain and a liquid oxidiser. The fuel is,
generally, no more dangerous than a block of rubber and the oxidiser can be
loaded at the launch site. With this system there are no storage or
transportation problems and in the case of a malfunction there is no
opportunity for the 2 propellants to intimately mix and explode. Hybrids,
however, have not had the same extensive development history as solid and
liquid rockets and for this reason there is only a limited amount of
published data available on hybrid rocket propulsion.

Liquid fuelled rockets offer a safety advantage over solid propellant
rockets in that the propellants are only loaded into the vehicle at the
launch site. This way, the rocket is safe and easy to store and transport.
The Ausroc team has chosen to develop a bi-propellant liquid propulsion
system, utilising liquid oxygen and kerosene for use in Ausroc III for the
following reasons:

                        a. High Specific Impulse
                        b. Lowest Propellant Cost
                        c. Large technical data base exists
                        d. Motors are controllable and reusable
                        e. Vehicle is inert and safe until fuelled on launcher

5.1 Motor Design

Due to the complexities involved with turbo-pump propellant delivery
systems, Ausroc III will utilise a pressure feed system to deliver the
propellants to the combustion chamber. Thus the propellant tanks must
operate at pressures in excess of the chamber pressure. A combustion
pressure of 2 MPa was chosen as a good compromise between overall tank
weight and specific impulse.

The propulsion system will be operational for the first 80 seconds of
flight in a pressure environment that extends from 1 atm at launch to a
near vacuum at shut-down. The Ausroc III motor nozzle will be designed to
expand the 2 MPa combustion gases to 0.55 x ambient pressure at sea-level
to avoid nozzle flow separation. This corresponds to a nozzle expansion
ratio of 6. Given these values, the optimal propellant mixture ratio
(Mox/Mf) of 2.4 was determined using the Nasa/Lewis thermodynamics code
(ref.2). The continual decrease in ambient pressure, as the rocket gains
altitude, causes a proportional increase in motor thrust. This increase in
thrust corresponds to an increase in specific impulse (Isp) and the thrust
coefficient (Cf).

In order to avoid any possible interaction between the rocket and the
launcher stand at lift-off, a net launch acceleration of approximately 1g
was specified. This implies a lift-off thrust of 35 kN. With this
information the motor geometry can be determined using a set of standard
motor equations as can be found in refs.3-4. Table I summarises the key
motor parameters and dimensions.

Four cooling techniques were considered for the Ausroc III motor. These
were regenerative, ablative, radiation and film. Regenerative cooling
involves the circulation of one of the propellants through passages along
the motor wall to absorb the heat transfered from the chamber. Ablative
motors are one shot devices used, primarily, in short burn liquid motors or
solid propellant motors. They use endothermic materials which decompose and
absorb large quantities of heat in the process. Radiation cooling relies on
the motor wall reaching thermal equilibrium with its surroundings.This
requires the use of rare and expensive high temperature refractory metals
and ceramics. Film cooling can be incorporated into any of the previous 3
types of motors and involves injecting a coolant fluid along the motor wall
to generate a 'cool' gas boundary layer to slow the rate of heat transfer.

TABLE I: AUSROC III Motor Specifications

        Fuel:                           Kerosene
        Oxidiser:                       Liquid Oxygen
        Burn Duration:                  80 sec.
        Combustion Pressure:            2 MPa
        Mixture Ratio (Ox/F):           2.4
        Thrust Correction Factor:       0.94
        Thrust Coefficient:             1.394 s.l. - 1.698 vac.
        Specific Impulse (corrected):   241 sec (s.l.) - 293 sec. (vac.)
        Thrust (N):                     35 kN (s.l.) - 42.6 kN (vac.)
        Nozzle Throat Diameter:         130 mm
        Nozzle Expansion Ratio:         6
        Nozzle Exit Diameter:           320 mm
        Expansion Cone Half Angle:      15 degrees
        Chamber Contraction Ratio:      3
        Chamber Diameter:               230 mm
        Characteristic Length (L*):     1.0 m
        Chamber Length:                 340 mm
        Contraction Cone Half Angle:    30 degrees
        Throat Radius:                  65 mm
        Contraction. Rad:               65 mm

The Ausroc III program will require numerous static firings to fine tune
the motor performance and control system before a launch can be approved.
Ablative motor construction was eliminated on the grounds that multiple
firings would require multiple motors to be manufactured and this would
increase the costs of development. To meet the multiple firing criterion
for the motor, a regenerative cooling system has been selected. Of the 2
propellants onboard Ausroc III, the kerosene fuel was selected as being the
more suitable regenerative coolant.

A program of work is currently being undertaken to develop a 'Tube Wall'
rocket motor for Ausroc III. This motor is fabricated by brazing together
and reinforcing a bundle of pre-contoured nickel alloy coolant tubes and
attaching inlet and outlet manifolds. The tubes form the geometric wall of
the motor. Once the tooling has been established to fabricate the first
motor, it would be a relatively straightforward process to produce
subsequent motors for further development or future vehicles.

The propellant requirements and tank volumes can be calculated with a
knowledge of the specific impulse, thrust level, mixture ratio, ullage
requirements and burn time. The propellant requirements are as follows:

        Propellant Mass Flow = F / Isp g = 14.8 kg/s
        Mass of Propellant = 80 x 14.8 = 1184 kg

Mass Lox = 836 kg               Mass Kerosene = 348 kg
Density of Lox = 1142 kg/m3     Density of Kerosene = 800 kg/m3
Volume of Lox = 732 lt          Volume of Kerosene = 435 lt
Lox Tank Volume = 800 lt        Kerosene Tank Volume = 500 lt

The rocket, as mentioned previously, is to be pressure fed. There are 2
gases that have been identified as being applicable to this application;
nitrogen and helium. Nitrogen was eliminated as the flight pressurant gas
on the grounds of its 7 fold increase in weight over helium and also
because of the close proximity of its boiling point to that of the lox
which causes density and solubility problems. Nitrogen, however, is very
cheap and readily available in large quantities. For the static firings and
ground tests, nitrogen can be used as the pressurant since weight and
storage volume is not of concern in these instances.

The flight pressurant tank will store the helium gas at high pressure
(30MPa). This high pressure gas will then be regulated down to the liquid
oxygen and kerosene tank pressures of 3 and 4MPa respectively. Thus, a
pressure tank volume of 200 lt, which includes an extra 20 lt for the cold
gas roll control thrusters, is required.

5.2 Injector Design

The injector attaches to the forward end of the motor and its purpose is to
introduce and meter the propellants into the combustion chamber. It also
atomises and mixes the propellants to enhance combustion efficiency. The
Ausroc III injector design is being modelled on the Ausroc II injector
configuration. A set of 200 triplet injectors are to be used whereby 2 15
degree half angle fuel injection streams impinge with each axial oxidiser
stream. The injector elements are to be 2.1mm diameter for the liquid
oxygen and 1.05mm diameter for the kerosene (ref. 6).

To assist in chamber wall cooling, it is planned to bias the mixture ratio
of the injectors which are closest to the wall in favour of the fuel. This
generates a cooler fuel rich zone along the inside wall of the motor. The
injector configuration also has a substantial effect on combustion
stability and this issue will receive further attention in the near future.
The injector will be manufactured from aluminium alloy due to its
machinability and high heat transfer coefficient.

5.3 Propellant Utilisation System

The propellant utilisation system consists of the following items; ball
valves, valve actuators, flow meters, tank level sensors and fill/drain
facilities.This system controls the flow of propellant during startup, burn
and shutdown and also has provision for interfacing to the launcher
fuelling equipment. For the majority of the burn time the propellant
utilisation system will ensure that the mixture ratio of the propellants is
maintained at 2.4. Towards the end of burn, the system will continually
sense the tank levels and adjust the mixture ratio to ensure that both
propellants are exhausted simultaneously. Failure to do this can lead to
considerable performance losses.

6. AUSROC III STRUCTURE

The performance of a rocket structure is usually determined by its mass
ratio. The mass ratio is the ratio of propellant weight to total weight
excluding payload. The Ausroc team has set a target mass ratio of 0.85 for
the Ausroc III system. This means that for a propellant mass of 1200 kg,
the total dry weight of all non-payload items will be approximately 220 kg.
This target mass ratio is quite high for a pressure-fed liquid fuelled
rocket and extensive use of strong, lightweight materials will be essential
to achieve it. For this reason it was decided to develop the system around
the use of high strength and lightweight filament wound tanks and composite
layup fairings. Where possible, 7075 aluminium alloy will be used for
machined components.

6.1 Structure Components

It was determined (ref.5) that the optimal length to diameter (L/D) ratio
of the launch vehicle, to minimise drag, was approximately 12. Given this
value and the tank and payload volume requirements, the body dimensions
were set at:

                Nominal Body Diameter:          0.7 m
                Total Body Length:              8.4 m (includes payload)

Ausroc III consists of 12 major structural items which are listed in Table
II and shown in figure 1. The 3 pressure vessel tanks are to be
manufactured by filament winding epoxy resin impregnated carbon fibre
rovings over thin walled stainless steel or aluminium mandrels. The
mandrels also serve as impervious tank liners. The performance rating of
pressure vessels is usually given in units of meters and determined by the
following relationship:

                Performance Rating = Pressure x Volume / Mass x g

Modern high performance aerospace pressure vessels have been fabricated,
via filament winding techniques, with performance values exceeding 25000m.
The minimum performance for the Ausroc III filament wound tanks has been
specified as 12000m since no tanks of this type have been manufactured in
Australia to date and much has to be learnt regarding the processes
involved.

In March 1993 a filament winding machine, of sufficient size to manufacture
the Ausroc III tanks and being surplus to DSTO requirements, was transfered
on permanent loan to the Mechanical Engineering Dept. of the University of
Adelaide. This machine is currently being commissioned by the department
for student projects.

TABLE II: Ausroc III Major Structural Items

Item    Structure                       Fabrication Method

1       Nose Cone                       Composite Lay-up
2       Payload Fairing                 Composite Lay-up
3       Payload Support Structure       Machined 7075 Al.
4       Helium Tank (30 MPa)            Filament Winding
5       Upper Intertank Fairing         Composite Lay-up
6       He/Lox Tank Interface           Machined 7075 Al.
7       Lox Tank (3 MPa)                Filament Winding
8       Lower Intertank Fairing         Composite Lay-up
9       Lox/Kero Tank Interface         Machined 7075 Al.
10      Kerosene Tank (3.5 MPa)         Filament Winding
11      Boattail Fairing                Composite Lay-up
12      Thrust Mount / Gimbal Unit      Machined 7075 Al.

The fairings are to be manufactured as single piece units using composite
lay-up construction techniques which use pre-preg carbon fibre mat
materials and autoclave curing processes. Honeycomb sandwich cores will be
used where enhanced strength and stiffness properties are required. The all
composite fairings will bolt directly to aluminium mounting rings which are
filament wound into each end of the 3 flight tanks.

Each fairing will contain 2 flush mounting hatches, 250 x 250mm square, for
access and assembly purposes. All the cylindrical fairings are to be
manufactured with common tooling and both intertank fairings are to be
identical  items. The junction between the base of the payload fairing and
the helium tank will contain a separation device that will be initiated
immediately after engine cut-off. This device will disconnect the payload
module and provide a positive separation force.

The nose cone is a tangent-ogive with an L/D of 2.14 and will incorporate
ablative materials to protect it from the high aerodynamic temperatures
experienced during the flight. A number of air pressure ports will be
incorporated into the nose cone to provide air speed and angle of attack
data to the flight computer.

The boattail fairing has a 6 degree taper to reduce the base area of the
rocket by approximately 50%. This significantly reduces the base drag of
the vehicle.

The thrust mount / gimbal assembly, to be manufactured from 7075-T6
aluminium stock, is a multi-purpose item which transfers the vectored
thrust load of the motor into the vehicle structure. It also provides
interfacing and mounting provisions for the following:

                        -Propellant utilisation system components
                        -Hydraulic system components
                        -Launcher release system

6.2 Structure Analysis

The Ausroc III vehicle will be exposed to a multitude of loads including
ground winds, wind shear, motor thrust, aerodynamic drag and lift,
propellant slosh and TVC. The structure is being designed to withstand a
flight angle of attack of 5 degrees at maximum dynamic pressure (69kPa).
The calculated normal force distribution imposed on the vehicle during
these conditions is shown in figure 2.

Wind tunnel testing of a scale model will be undertaken to verify the
calculated aerodynamic coefficients A theoretical analysis of the static
and dynamic characteristics of individual structural components and the
integrated assembly will be undertaken using finite element analysis
techniques to ensure that the structure will maintain its integrity for the
entire flight profile.

It is essential to ensure that the natural frequency of the vehicle does
not coincide with the control system frequency of 10 Hz. Therefore a target
first natural frequency for the structure has been set at 30 Hz. This
analysis is to be followed up by a test and evaluation program utilising
flight hardware.


Figure 2: Ausroc III Normal Force Distribution


7. AUSROC III  GUIDANCE, NAVIGATION  &  CONTROL (GN&C)

Information in this section was obtained from ref 8.

7.1 Navigation

Navigation involves the determination of the position, velocity and
attitude of the vehicle with respect to a convenient reference frame. The
inertial measurement unit (IMU) consists of sensors that are attached to
the vehicle body. Gyroscopes sense the angular velocity of the vehicle and
accelerometers sense the specific force. Navigation will be done by a
dedicated computer which will communicate with the IMU, GPS and the
computer responsible for guidance and control.

7.2 Guidance

Guidance involves using navigation data and guidance algorithms to generate
commands for the control system in order to achieve the desired trajectory.
The commands consist of attitude or attitude rate commands. The current
trajectory profile consists of:

        1. Vertical Ascent to 200m.
        2. Pitch over, decreasing the flight angle from 90 to 88 degrees.
        3. Gravity turn, to minimise aerodynamic loads.
        4. Coast, until initial recovery system deployment.
        5. Final recovery system deployment using steerable parachute.

Wind loads during the period of high dynamic pressure will be reduced by
'steering into the wind'. This is done by using the lateral acceleration
measurements to null side forces. When the dynamic pressure becomes low
enough, a closed loop guidance algorithm can be used to reduce the effects
of disturbances such as wind and non-ideal vehicle behaviour. The guidance
algorithms will be implemented as part of the software of the flight
management computer.

7.3 Control

Control refers to the control of the vehicle, implemented as a closed loop
control system. This accepts attitude or attitude rate commands and
generates commands for the thrust vector control system (TVC). It uses IMU
data to provide feedback for its control loops. The control algorithms will
also be implemented as part of the software of the flight management
computer. Given the nature of the Ausroc III system, it was decided to
implement an electro-hydraulic, gimballed motor TVC system to provide
control in the pitch and yaw planes and a cold gas thruster system for roll
control.


8. AUSROC III  ELECTRONICS

For Ausroc III to achieve its stated program objectives, a comprehensive
flight management system is required. This system will consist of the
following major items:

                1. Flight management controller (FMC)
                2. Inertial Navigation Unit (INU)
                3. Attitude Control System (ACS)
                4. Power Supply and Control (PSC)
                5. Data Acquisition and Telemetry
                6. Electro / Hydraulic / Pyrotechnic Drivers
                7. Flight Termination System (FTS)
                8. Radar Transponder

Figure 3 and reference 7 provide the general arrangement of the electronics
systems. It is proposed to use commercial 32 bit 80386 motherboards for the
FMC, ACS and INU due to low cost and easy access to peripherals,
documentation and software development tools. The 'C' programming language
has been selected as the basis for all flight software development. The
communications interface bus between all the system units has not yet been
determined but the current options include RS-422, Ethernet and Mil-1553B.

The complete data acquisition and telemetry system will consists of up to
128 sensors, 16 data formatters, a multiplexer and a transmitter. The
telemetry transmitter is to have a bandwidth of 500 kHz, a minimum power
output of 5W and operate on either L-band or S-band. A similar video
transmitter is to be included to relay optical data from the flight  and
payload cameras.

Two C-band radar transponders will be incorporated into the vehicle to
assist the Woomera range radars in providing accurate range safety
tracking. A Flight Termination System (FTS) utilising 2 WREBUS receivers
will provide command destruct capability. WREBUS was the system used
extensively at Woomera in the past. It is planned to develop an
omnidirectional strip antenna unit for each of the flight transmitters and
receivers to provide complete coverage irrespective of vehicle attitude.


9. AUSROC III  GROUND  SUPPORT

        Ground support includes such things as: transportation, assembly,
test, fuelling, launcher stand, launch control centre, tracking, flight
termination, film and video systems and vehicle recovery.  Woomera is the
intended launch site for Ausroc III and, in particular, we are focussing on
the use of Site 5 which is the old abandoned Black Knight launch site and
is located approximately 5 km SW of the range instrumentation building. The
block house still exists at site 5 and the exhaust deflection pit can be
refurbished. As currently designed the launcher stand and access tower also
doubles as the transport cradle and assembly jig.

The range instrumentation building is more than adequate for use as the
launch control centre. Pre-flight assembly and test will be performed in
Test shop 1 as was done during the Ausroc II trial. There are currently 2
operational Adour radar units at the range, and with the use of
transponders on the rocket, they would be capable of tracking the vehicle
for its full 500km apogee trajectory. A high power flight termination
system transmitter will need to be installed on the range and tested. Real
time display and analysis of critical flight parameters will be available
via an electrical umbilical prior to launch and by RF link after liftoff. A
dedicated launch sequence controller will be developed to perform the
critical preflight system checks, the launch sequence and abort routines.

10. CONCLUSION

The Ausroc III program has now been in existence for 3 years and in that
time approximately 50 students from 9 Universities around the country have
undertaken engineering design exercises from the broad range of launch
vehicle disciplines making up the Ausroc III system. The program represents
a learning experience for all those involved since no launch vehicle of
this type has ever been developed in Australia.

Projects will continue to be forwarded to the Universities around the
country in future years, culminating with the construction and test flight
of the prototype vehicle. It is the belief of the ASRI directors and the
Ausroc coordination team that the "hands-on" approach to launch vehicle
education, as is currently being provided, will enhance the national
technology base and provide a small stream of enthusiastic engineers and
scientists capable of participating in future national or international
programs.

11. ACKNOWLEDGMENTS

As previously discussed, the Ausroc III program is dispersed throughout
Australia. There are currently no fewer than 30 students and qualified
engineers and technicians involved in the program. The author wishes to
thank the lecturers and students from the following universities for their
involvement in the Ausroc III Program:

                        University of Adelaide
                        University of South Australia
                        Monash University
                        RMIT
                        University of NSW
                        University of Sydney
                        University of Queensland
                        Queensland University of Technology
                        University of Southern Queensland

The author would also like to thank the many Ausroc core group members and
industrial sponsors who have given much in the way of personal time and
resources to the Ausroc activities over the past years. Their enthusiasm
and commitment to an Australian Space Program is what has kept this program
alive.

REFERENCES

No.             Author                          Title

1.              Cheers A.        "A Spherical Earth Model Particle
                                 Trajectory Simulator Utilising a 4th Order
                                 Runge-Kutta Method" Computer Program (c)
                                 Ardebil 1991

2.              Gordon S. and   "Computer Program for Calculation of
                McBride B.      Complex Chemical  Equilibrium Compositions,
                                Rocket Performance, Incident and Reflected
                                Shocks and Chapman-Jouguet Detonations"
                                NASA SP-273  1967

3.              Huang D. and    "Design of Liquid Propellant Rocket Engines"
                Huzel D.        NASA SP-125  1971

4.              Sutton G.       "Rocket Propulsion Elements"
                                John Wiley & Sons 1986

5.              Clayton A.      " Pressure Vessel and Fairing Design for the
                Heiland T.      AUSROC III Amateur Rocket System"
                Reddon G.       University of Adelaide, Project Thesis 1991

6.              Williams W.     "Propellant Injector Design Notes for Ausroc III
                                Liquid Fuelled Rocket"  Ausroc Conference 1991

7.              Simmonds S.     "Ausroc III - Flight Management System"
                                Technical Note 1993

8.              Cheers A.       "Ausroc III - G N & C"  Technical Note 1993


Previous AUSROC updates can be obtained by anonymous ftp to
audrey.levels.unisa.edu.au in directory space/AUSROC

--
Steven S. Pietrobon,  Australian Space Centre for Signal Processing
Signal Processing Research Institute, University of South Australia
The Levels, SA 5095, Australia.     [e-mail]