LAUNCH SYSTEM AND METHOD

A launch system is provided, including a composite vehicle and a carrier vehicle. The composite vehicle includes a payload vehicle, a booster vehicle and a first coupling system. The payload vehicle is configured for powered spaceflight at least in a space medium, and includes a rocket driven propulsion system. The booster vehicle is configured for powered supersonic/hypersonic aerodynamic flight, includes a ramjet propulsion system, and is configured for transporting the composite vehicle between a first altitude and a second altitude under propulsive power provided by the ramjet propulsion system. The first coupling system is configured for selectively coupling and decoupling the payload vehicle with respect to the booster vehicle. The carrier vehicle is configured at least for powered subsonic/transonic/supersonic aerodynamic flight, and for transporting the composite vehicle to at least the first altitude from a ground location. The launch system also includes a second coupling system for selectively coupling and decoupling the composite vehicle with respect to the carrier aircraft.

TECHNOLOGICAL FIELD

The presently disclosed subject matter relates to launch systems and launch methods for delivering a payload to a high altitude.

BACKGROUND

Transporting payloads to high altitudes, including to the edge of space and beyond to outer space, conventionally incurs large economic costs, and many attempts at reducing such costs have been tried over the years.

Traditionally, multi-stage rockets, have been used for such purpose, and a large proportion of the associated launch costs has been attributable to the configuration of such launch vehicles, in which the various stages thereof are designed to be discarded soon after their fuel is used up or the stage is decoupled from the next upper stage.

The US Space Shuttle was conceived as a reusable launch system, and the delivery cost per Kg of payload to low earth orbit via Space Shuttle at the beginning of the 1980's reduced previous launch costs to about $85,000 per Kg payload, coming down to about $27,000 per Kg payload by the mid 1990's.

By 2017 the Falcon 9 system, in which the first stage is capable of landing and can be re-used, enables the launch costs to be managed at about $1,900 per Kg.

Other launch systems under development include the LauncherOne system and the Electron system. The LauncherOne system is a two stage orbital launch vehicle, powered by rocket engines and designed to launch payloads of about 300 Kg into Sun-synchronous orbit following deployment from a carrier aircraft at high altitude, with expected launch costs of under US$12,000,000. The Electron system is a two stage orbital launch vehicle, powered by liquid rocket engines and designed to launch payloads of about 150 Kg into Sun-synchronous orbit from the ground, with expected launch costs of under US$5,000,000.

GENERAL DESCRIPTION

According to a first aspect of the presently disclosed subject matter there is provided a composite vehicle comprising:a payload vehicle configured for powered spaceflight at least in a space medium, comprising a rocket driven propulsion system;a booster vehicle configured for powered supersonic/hypersonic aerodynamic flight, comprising a ramjet propulsion system, and configured for transporting the composite vehicle between a first altitude and a second altitude under propulsive power provided by said ramjet propulsion system;a first coupling system for selectively coupling and decoupling the payload vehicle with respect to the booster vehicle.

For example, said ramjet propulsion system comprises at least one of: a pure ramjet engine; a solid fuel integrated rocket ramjet engine (SFIRR); a scramjet engine; a dual mode ramjet/scramjet (DMRJ).

Additionally or alternatively for example, said booster vehicle has an absence of a turbojet-based propulsion system or a turbofan based propulsion system.

Additionally or alternatively for example, the booster vehicle comprises an aerodynamic wing system configured for providing lift, stability and control to at least the composite vehicle at least at supersonic/transonic conditions between the first altitude and the second altitude. For example, said aerodynamic wing system comprises a delta wing, or, said aerodynamic wing system comprises any one of: variable geometry wings; double delta wings; swept wings. Additionally or alternatively for example, said aerodynamic wing system comprises a vertical stabilizer arrangement including at least one fin pivotable between a stowed position and a deployed position, wherein in the stowed position in which the at least one fin has a first height dimension, and wherein in the deployed position in which the at least one fin has a second height dimension said second height dimension being greater than said first height dimension. For example, in in the deployed position the at least one fin is configured for generating stability and control moments to at least the composite vehicle. Additionally or alternatively for example, said booster vehicle comprises a fuselage, and said at least one fin is pivotably mounted to said fuselage, or, said booster vehicle comprises said aerodynamic wing system, and said at least one fin is pivotably mounted to said aerodynamic wing system.

Additionally or alternatively for example, said aerodynamic wing system comprises a vertical stabilizer arrangement including at least one fin fixedly mounted to the booster vehicle.

Additionally or alternatively for example, said rocket propulsion system comprises at least one of: a solid fuel rocket engine; a liquid fuel rocket engine.

Additionally or alternatively for example, said payload vehicle has an absence of any one of: a ramjet based propulsion system; a turbojet based propulsion system; a turbofan based propulsion system.

Additionally or alternatively for example, said payload vehicle comprises a payload vehicle payload bay configured for accommodating therein a payload.

Additionally or alternatively for example, said first coupling system is configured for coupling the payload vehicle with the booster vehicle in longitudinal stacked arrangement, in which at least a forward part of the payload vehicle is longitudinally forward with respect to the booster vehicle. Alternatively for example, said first coupling system is configured for coupling the payload vehicle with the booster vehicle in transverse stacked arrangement, in which at least a first part of the payload vehicle is in transverse overlying relationship with respect to the booster vehicle. Alternatively for example, said booster vehicle comprises a booster vehicle payload bay, and wherein said first coupling system is configured for coupling the payload vehicle with respect to the booster vehicle payload bay.

Additionally or alternatively for example, the payload vehicle is configured for transporting the composite vehicle at least between the second altitude and a desired altitude under propulsive power provided by said rocket propulsion system, the desired altitude being higher than the second altitude.

Additionally or alternatively for example, said first altitude is the range between 10,000 m and 20,000 m.

Additionally or alternatively for example, said second altitude is the range between 30,000 m and 40,000 m.

Additionally or alternatively for example, said desired altitude is greater than 40,000 m.

According to a second aspect of the presently disclosed subject matter there is provided a launch system, comprising:the composite vehicle as defined herein according to the first aspect of the presently disclosed subject matter;a carrier vehicle configured at least for powered subsonic/transonic/supersonic aerodynamic flight, and configured for transporting said composite vehicle to at least said first altitude from a ground location;a second coupling system for selectively coupling and decoupling the composite vehicle with respect to the carrier aircraft.

For example, said carrier vehicle is a subsonic aircraft or a supersonic aircraft.

Additionally or alternatively for example, said second coupling system is configured for coupling the composite vehicle with the carrier vehicle in transverse stacked arrangement, in which the carrier vehicle is in at least partial transverse overlying relationship with respect to the composite vehicle.

Alternatively for example, said second coupling system is configured for coupling the composite vehicle with the carrier vehicle in said transverse stacked arrangement, in which the carrier vehicle comprises a carrier aircraft fuselage and the second coupling system is configured for selectively coupling and decoupling the composite vehicle directly with respect to a lower portion of the carrier aircraft fuselage. For example, the composite air vehicle has a height dimension, when coupled to the carrier vehicle, less than the fuselage ground clearance of the carrier vehicle. For example, said carrier vehicle is a Boeing 747 type aircraft.

Alternatively for example, said second coupling system is in the form of a wing pylon affixed to a port wing or a starboard wing of the carrier vehicle, and configured for coupling the composite vehicle with the carrier vehicle via the wing pylon. For example, said carrier vehicle is a Boeing 747 type aircraft, and said wing pylon is mounted to the port wing thereof at attached to anchor points on the underside of the port wing.

Alternatively for example, the carrier vehicle comprises two fuselages, each having an outboard wing, and further comprising an interconnecting wing interconnecting the two fuselages, and wherein said second coupling system is in the form of a wing pylon affixed to the interconnecting wing, and configured for coupling the composite vehicle with the carrier aircraft via the wing pylon. For example, said second coupling system is configured for coupling the composite vehicle with the carrier aircraft in transverse stacked arrangement, in which the composite vehicle is in at least partial transverse overlying relationship with respect to the carrier aircraft.

Alternatively for example, said second coupling system is configured for coupling the composite vehicle with the carrier vehicle in said transverse stacked arrangement, in which the carrier vehicle comprises a carrier aircraft fuselage and the second coupling system is configured for selectively coupling and decoupling the composite vehicle directly with respect to an upper portion of the carrier aircraft fuselage.

Alternatively for example, said carrier vehicle is in the form of a rocket booster, configured for propelling the composite vehicle to at least said first altitude from the ground location. For example, the second coupling system is configured for coupling the composite vehicle with the carrier vehicle in transverse stacked arrangement, in which the carrier vehicle comprises a booster rocket body and the second coupling system is configured for selectively coupling and decoupling the composite vehicle directly with respect to a side portion of the booster rocket body.

According to a third aspect of the presently disclosed subject matter there is provided a method for delivering a payload vehicle to a predetermined altitude, comprising:carrying the payload vehicle from a ground location to a first altitude, while the payload vehicle is concurrently coupled to a booster vehicle to provide a composite vehicle, via a carrier vehicle; and decoupling the composite vehicle from the carrier vehicle at said first altitude and at a first predetermined forward speed; operating the uncoupled booster vehicle of the composite vehicle to transport the booster vehicle to at least a second altitude under propulsive power provided by a ramjet propulsion system comprised in the booster vehicle; and decoupling the payload vehicle from the booster vehicle at said second altitude and at a second predetermined forward speed;operating the payload vehicle to transport the payload vehicle to at least said predetermined altitude and at a third predetermined forward speed under propulsive power provided by a rocket propulsion system comprised in the payload vehicle.

For example, the payload vehicle, booster vehicle and composite vehicle are as defined herein according to the first aspect of the presently disclosed subject matter.

Additionally or alternatively, for example, the carrier vehicle comprised in the launch system as defined herein according to the second aspect of the presently disclosed subject matter.

Additionally or alternatively, for example, said first altitude is the range between 10,000 m and 20,000 m.

Additionally or alternatively, for example, said second altitude is the range between 30,000 m and 40,000 m.

Additionally or alternatively, for example, said desired altitude is greater than 40,000 m.

A feature of at least one example of the presently disclosed subject matter is that the respective launch system enables the propulsion system of each component vehicle thereof—in particular each one of the booster vehicle, the payload vehicle and the carrier vehicle—to provide optimal performance as a single cycle-single platform component: the carrier vehicle in some examples has turbojet/turbofan propulsion system and propels the launch system from ground level and zero forward speed to the first altitude and a subsonic forward speed exceeding Mach 0.5 at optimal conditions for such an air breathing propulsion system; the booster vehicle has ramjet propulsion system and propels the composite vehicle from the first altitude and subsonic forward speed to the second altitude and supersonic/hypersonic forward speed at optimal conditions for such air breathing propulsion system; the payload vehicle has rocket propulsion system and propels the payload from the second altitude and supersonic/hypersonic forward speed to the desired altitude and desired forward speed at optimal conditions for such a non-air breathing propulsion system.

Another feature of at least one example of the presently disclosed subject matter is that the respective launch system enables the propulsion system of each component vehicle thereof—in particular each one of the booster vehicle, the payload vehicle and the carrier vehicle—to provide optimal performance as a single cycle-single platform component: the carrier vehicle in some examples has turbojet/turbofan propulsion system and propels the launch system from ground level and zero forward speed to the first altitude and a supersonic forward speed exceeding Mach 1.0 at optimal conditions for such an air breathing propulsion system; the booster vehicle has ramjet propulsion system and propels the composite vehicle from the first altitude and low supersonic forward speed to the second altitude and supersonic/hypersonic forward speed at optimal conditions for such an air breathing propulsion system; the payload vehicle has rocket propulsion system and propels the payload from the second altitude and supersonic/hypersonic forward speed to the desired altitude and desired forward speed at optimal conditions for such a non-air breathing propulsion system.

Another feature of at least one example of the presently disclosed subject matter is that the respective launch system enables the propulsion system of some of the component vehicle thereof—in particular each one of the booster vehicle, and the payload vehicle—to provide optimal performance as a single cycle-single platform component, while the carrier vehicle can be configured as a low cost rocket booster. For example, the carrier vehicle in some examples has rocket propulsion system and propels the launch system from ground level and zero forward speed to the first altitude and a supersonic forward speed exceeding Mach 1.0, for example up to Mach 1.5; the booster vehicle has ramjet propulsion system and propels the composite vehicle from the first altitude and low supersonic forward speed to the second altitude and higher supersonic/hypersonic forward speed at optimal conditions for such an air breathing propulsion system; the payload vehicle has rocket propulsion system and propels the payload from the second altitude and supersonic/hypersonic forward speed to the desired altitude and desired forward speed at optimal conditions for such a non-air breathing propulsion system.

Another feature of at least one example of the presently disclosed subject matter is that the respective launch system enables a payload to be launched into the desired altitude with relatively low launch costs as compared with currently available pure rocket launch systems.

Another feature of at least one example of the presently disclosed subject matter is that the respective launch system can provide a larger payload weight for a given all-up weight of the composite vehicle Another feature of at least one example of the presently disclosed subject matter is that the respective launch system, in which the composite air vehicle is air-launched from a carrier vehicle in the form of a subsonic or supersonic carrier aircraft, the payload can have a larger payload weight per se within the weight limitation of the carrier aircraft, as compared with payload weight of other conventional air-launched systems for the same carrier aircraft.

DETAILED DESCRIPTION

Referring toFIGS.1and2, a launch system for delivering a payload to a predetermined altitude H according to a first example of the presently disclosed subject matter, generally designated10, comprises a composite vehicle100accommodating a payload P, and a carrier vehicle500.

In at least this example, the predetermined altitude H is typically not less than the range 30 km to 40 km, and can include altitudes up to the Karman line (about 100 km) or more, for example near Earth orbital altitudes (100 km to 700 km), or even greater, for example sun synchronous orbits, geosynchronous orbits, or indeed outer space in which the payload vehicle200, or the payload P, can accelerate to escape velocity.

Referring also toFIGS.3(a) and3(b), the composite vehicle100according to at least a first example thereof, comprises a payload vehicle200, a booster vehicle300, and a first coupling system400.

The payload vehicle200is configured for powered spaceflight at least in space medium, and comprises a rocket driven propulsion system250.

While in this example the payload vehicle200is configured as a single stage vehicle, in alternative variations of this example, and in other examples, the payload vehicle200is instead configured as a multi-stage vehicle, for example having two or more stacked stages, in which typically the payload P is accommodated in the final stage.

By “space medium” is meant a vacuum or near vacuum, or at least atmospheric conditions consistent with an altitude at which the atmosphere is too thin to support aerodynamic flight (typically about 84 km or higher) and/or too thin to enable propulsive power to be generated by air-breathing engines, including ramjets, scramjets, dual mode ramjet/scramjet (DMRJ) and the like—for example about 36 km to 40 km for ramjets or about 75 km for scramjets.

In at least this example, the rocket driven propulsion system250is configured as a single cycle propulsion system, in which at no time, during operation thereof to generate thrust, the rocket driven propulsion system250requires any external atmospheric air to be supplied thereto to generate thrust. Rather, all the materials, including as appropriate fuel, oxidizer and so on, are carried by the payload vehicle200itself.

In at least this example, the payload vehicle200has no other propulsion system other than the rocket driven propulsion system250, and thus the payload vehicle200has an absence of air-breathing engine for the purpose of generating thrust. For example, the payload vehicle200has an absence of any one of: a ramjet based propulsion system; a scramjet propulsion system; a turbojet based propulsion system; a turbofan based propulsion system.

Rather, in at least this example, the rocket driven propulsion system250comprises at least one rocket engine260, and suitable propellants. In at least this example, the rocket engine is a chemical rocket engine.

In at least this example, the at least one rocket engine260is a liquid fuel rocket engine, and the payload vehicle also comprises suitable propellant tanks270, including for example fuel tanks and oxidizer tanks, as well as a suitable pump system275for supplying propellants to the rocket engine260from the propellant tanks270, and control system278for controlling operation of the pimp system275and/or rocket engine260in particular the thrust generated thereby.

In alternative variations of this example, the rocket driven propulsion system250comprises at least one chemical rocket engine260in the form of a solid rocket engine, having solid propellants.

In any case, the configuration of the rocket driven propulsion system250, for example the number of rocket engines260and/or the respective specific impulse (ISP) thereof (for example in the range of 250/sec to 420/sec), can depend on the particulars of the mission for which it is intended to operate the payload vehicle200. Such particular can include, for example the weight of the payload P to be carried by the payload vehicle200, the magnitude of the respective predetermined altitude H, the velocity VPto be provided to the payload P (for example: sub orbital velocity, or, orbital velocity at a particular orbital altitude, or, escape velocity), and other mission parameters, for example whether or not the payload P (or part thereof) is to be returned to Earth.

In at least this example, the payload vehicle200comprises a body210that is aerodynamically contoured for minimizing aerodynamic drag. In at least this example, the body210has a forward ogive-shaped nose portion212, and a generally cylindrical or frusto-conical aft body section214. In at least this example, the rocket driven propulsion system250is provided in the aft body section214.

While in this example the body210has circular transverse cross-sections, in alternative variations of this example and in other examples, the body transverse cross sections can have any other suitable shape, for example, oval, elliptical, super-elliptical, polygonal, and so on. In yet in other alternative variations of this example and in other examples, the body210can be configured as a lifting-body, in which the body210itself can generate aerodynamic lift at lower altitudes.

While in this example the payload vehicle200is devoid of any aerodynamic lift-producing wings, in alternative variations of this example and in other examples, the payload vehicle200can have aerodynamic lift-producing wings, affixed to the body210.

In at least this example, the payload vehicle200can be configured for spin stabilization when operating on its own, and disengaged from the booster vehicle. In such spin stabilization, the payload vehicle200spins in roll about a longitudinal axis LA1of the payload vehicle200.

In at least this example, the payload vehicle200the payload vehicle comprises a payload vehicle payload bay290, configured for accommodating therein a payload P. In at least this example, the payload vehicle payload bay290is located within the body210. Furthermore, the payload vehicle can be configured for exposing the payload P (while still engaged to the payload vehicle200) with respect to the external environment, and/or for releasing the payload P from the payload vehicle payload bay290, at predetermined conditions.

For example, the payload vehicle200can be configured with an ejectable nose portion212, and the nose portion212can be selectively ejected to expose the payload vehicle payload bay290, and optionally to selectively disengage the payload P therefrom and thereby allow separation of the payload P from the payload vehicle200.

Alternatively, the payload vehicle200can be configured with openable or ejectable payload bay doors, which can be selectively opened or ejected, respectively, to expose the payload vehicle payload bay290, and optionally to selectively disengage the payload P therefrom and thereby allow separation of the payload P from the payload vehicle200.

In at least some examples, the payload vehicle200is configured for being maneuvered (automatically, autonomously, or under human control via remote control) during and up to attaining the desired height H. Additionally or alternatively, at least some examples, the payload vehicle200is configured for re-entry or otherwise recovered via ground landing or sea landing, for example using a parachute system that can be deployed from the payload vehicle200at predetermined conditions.

In at least this example, the booster vehicle300is configured for powered aerodynamic flight at least between a first altitude H1and a second altitude H2. The booster vehicle300is configured for powered aerodynamic flight, up to second altitude H2, which can, in at least some examples, include, as a maximum limit, altitudes up until the atmosphere is too thin to support aerodynamic flight (i.e., typically at altitudes of about 84 km or less) and/or too thin to enable propulsive power to be generated by air-breathing engines, including at least ramjets, scramjets and the like. In at least this example, the first altitude H1, which is lower than the second altitude H2, can include as a maximum limit the maximum altitude at which the carrier vehicle500can operate in powered aerodynamic flight while concurrently carrying the composite vehicle100. For example, the first altitude H1can be in the range of 8,000 m to 12,000 m, or in the range 10,000 m to 20,000 m. For example, the second altitude H2can be in the range of 30,000 m to 40,000 m

In particular, the booster vehicle300is configured for powered supersonic/hypersonic aerodynamic flight, i.e., for powered supersonic flight and/or for powered hypersonic flight, between the first altitude H1and the second altitude H2. The booster vehicle300thus comprises a ramjet propulsion system350, configured for transporting the composite vehicle100between the first altitude H1and the second altitude H2under propulsive power provided by said ramjet propulsion system350.

In at least this example, the ramjet propulsion system350is configured as a single cycle propulsion system.

By “ramjet propulsion system” is meant an air-breathing propulsion system in which at no time, during operation thereof to generate thrust, the ramjet propulsion system requires any external atmospheric air to be compressed by means of a compressor, for example a mechanical rotary-based compressor (i.e., having a rotary component that is turned to thereby compress air passing through the rotary component), for example an axial compressor or a centrifugal compressor (for example of a turbojet engine or turbofan engine) to generate thrust. Rather, all the air compression required by the ramjet propulsion system350is provided as a result of the forward speed of the booster vehicle300itself, and the geometry of the intake of the ramjet engine.

In at least this example, the booster vehicle300has no other propulsion system other than the ramjet propulsion system350, and is thus an exclusively ramjet propulsion system. Thus the booster vehicle300has an absence of any air-breathing engine that includes a compressor (for example a mechanical rotary-based compressor, for example an axial compressor or a centrifugal compressor) for the purpose of generating thrust (for example the booster vehicle300has an absence of a turbojet based propulsion system and/or an absence of a turbofan based propulsion system), and/or an absence of any type of non-air-breathing engine that does not require the continuous provision of atmospheric air for the purpose of generating thrust (for example the booster vehicle300has an absence of rocket engines).

For example, the ramjet propulsion system350comprises at least one of: a pure ramjet engine; a solid fuel integrated rocket ramjet engine (SFIRR); a scramjet engine, a DMRJ.

In at least this example, the ramjet propulsion system350comprises at least one ramjet engine360, and the ramjet propulsion system350also comprises (carried by the booster vehicle300) suitable propellant tanks370, including for example fuel tanks, as well as a suitable pump system375for supplying propellants to the ramjet engine360from the propellant tanks370, and control system378for controlling operation of the pump system375and/or ramjet engine360in particular the thrust generated thereby. The ramjet engine360includes a suitable intake365, combustion chamber366and exhaust nozzle367.

In any case, the configuration of ramjet propulsion system350, for example the number of ramjet engines360and/or the respective specific impulse (ISP) thereof (for example in the range 1200/sec to 2200/sec), can depend on the particulars of the mission for which it is intended to operate the booster vehicle300. Such particular can include, for example the weight of the payload vehicle200to be carried by the booster vehicle300in the composite vehicle100configuration, the magnitude of the respective second altitude H2, the velocity VPVto be provided to the payload vehicle200such as to enable the payload vehicle to be operated, after separation from the booster vehicle300, such as to provide the payload P with the desired velocity VP(for example: sub orbital velocity, or, orbital velocity at a particular orbital altitude, or, escape velocity), and other mission parameters.

In at least this example, the ramjet propulsion system350is configured for providing a baseline thrust TBVat a predetermined forward velocity VCAthat can be provided by the carrier vehicle500. For example, such a predetermined forward velocity VCAcan be Mach 0.5 or higher, for example about Mach 0.85 (when the carrier vehicle500is a subsonic turbofan aircraft), or for example Mach 1.5 (when the carrier vehicle500is a supersonic aircraft or a rocket booster vehicle). Furthermore, the ramjet propulsion system350is configured for providing sufficient thrust for accelerating the payload vehicle200(when coupled thereto in the composite vehicle100) to Mach number in the region of 3 and 6, or beyond, for example Mach 5.

In alternative variations of this example, the ramjet propulsion system350comprises at least one scramjet engine and/or solid fuel integrated rocket ramjet engine (SFIRR) and/or DMRJ.

In at least this example, the booster vehicle300comprises a fuselage330that is aerodynamically contoured for minimizing aerodynamic drag. In at least this example, the fuselage330has a forward ogive-shaped nose312, and a generally cylindrical or frusto-conical mid fuselage section316, and a tapering aft fuselage section314.

While in this example the fuselage330has circular transverse cross-sections along the longitudinal axis LA2thereof, in alternative variations of this example and in other examples, the fuselage transverse cross sections can have any other suitable shape, for example, oval, elliptical, super-elliptical, polygonal, and so on. In yet in other alternative variations of this example and in other examples, the fuselage330can be configured as a lifting-body, in which the fuselage330itself can generate aerodynamic lift at lower altitudes at or below the second altitude H2.

In at least this example, the booster vehicle300comprises an aerodynamic wing system320, configured for providing lift, stability and control to at least the composite vehicle100, via the booster vehicle300, at least at supersonic/transonic conditions between the first altitude H1and the second altitude H2. In at least this example, the aerodynamic wing system320is also configured for providing lift, stability and control to the booster vehicle300, when disengaged from the payload vehicle200, within the flight envelope of the booster vehicle300when operated by itself.

Furthermore, in at least this example, the aerodynamic wing system320is configured for providing lift, stability and control to the composite vehicle100, as well as the booster vehicle300when separated from the payload vehicle, also at subsonic and transonic conditions, either when accelerating to supersonic conditions, or decelerating from supersonic conditions.

In at least this example, the booster vehicle300comprises a fuselage330, and the aerodynamic wing system320comprises a delta wing, having a port wing322and a starboard wing324affixed to the fuselage330. The port wing322and starboard wing324each comprise control surfaces in the form of elevons325, for pitch control as well as roll control.

In at least this example, the ramjet propulsion system350is affixed to the aerodynamic wing system320. In at least this example, the ramjet propulsion system350comprises two ramjet engines360, one ramjet engine360mounted to each of the port wing322and the starboard wing324. In alternative variations of this example, the ramjet propulsion system350can comprise more than two ramjet engines360, while in other alternative variations of this example, the ramjet propulsion system350can comprise one ramjet engine360, for example mounted to the fuselage330.

The booster vehicle300, particular the aerodynamic wing system320, further comprises a vertical stabilizer arrangement340for yaw control. In at least this example, the vertical stabilizer arrangement includes one fin342pivotable between a stowed position SP and a deployed position DP. In alternative variations of this example, the vertical stabilizer arrangement includes more than one fin pivotable between a respective stowed position and a respective deployed position. In any case, in the stowed position SP the fin342has a first height dimension S1, and in the deployed position DP the fin342has a second height dimension S2, the second height dimension S2being greater than the first height dimension S1. In the deployed position DP the fin342is configured for generating stability and control moments to the composite vehicle100, as well as to the booster vehicle300when separated from the payload vehicle200.

While in at least this example, the pivotable fin342is pivotably mounted to the fuselage330on a top part thereof, in alternative variations of this example the pivotable fin342can pivotably mounted to a bottom part of the fuselage330, or to the aerodynamic wing system, for example at least one fin mounted to the port wing322and at least one fin mounted to the starboard wing324, for example at the wing tips thereof.

In alternative variations of the above example, the aerodynamic wing system320comprises a vertical stabilizer arrangement including at least one fin fixedly mounted to the booster vehicle300, for example to the fuselage330, and/or to the wings342,344.

In yet other alternative variations of the above examples, the booster vehicle300does not have a fuselage, and is provided as a flying wing—comprised mostly of the aerodynamic wing system320.

In yet other alternative variations of the above examples, the booster vehicle300is configured as a blended wing body vehicle, integrating the fuselage330and the aerodynamic wing system320.

In these or other alternative variations of the above examples, the aerodynamic wing system320further comprises canards, which can be affixed to the nose312; alternatively, the canards can be affixed to the payload vehicle200, and are only needed while the booster vehicle300and the payload vehicle200are coupled together to form the composite vehicle100.

In yet other alternative variations of the above examples, the aerodynamic wing system is in the form of variable geometry wings (so-called “swing wing”), or double delta wings, or swept wings.

The first coupling system400is for selectively coupling and decoupling the payload vehicle200with respect to the booster vehicle300. When the first coupling system400is in coupled configuration, the payload vehicle200is coupled to the booster vehicle300and the two vehicles operate together as a single vehicle—the composite vehicle100. In the decoupled configuration, the payload vehicle200is decoupled with respect to the booster vehicle300, and each one of payload vehicle200and the booster vehicle300operate independently of one another.

In at least this example, the first coupling system400is configured for coupling the payload vehicle200with the booster vehicle300in longitudinal stacked arrangement, in which at least a forward part of the payload vehicle200is longitudinally forward with respect to the booster vehicle300, along the first longitudinal axis LA1and the second longitudinal axis LA2. For example, the first coupling system400comprises a plurality of explosive bolts that, in the coupled configuration, mechanically hold together the payload vehicle200with the booster vehicle300in load bearing relationship, and when actuated in the uncoupled configuration enable the payload vehicle200to separate from the booster vehicle300.

The booster vehicle300is further configured for being flown independently of the payload vehicle200, and thus can be maneuvered (automatically, autonomously, or under human control via remote control) to be flown to a recovery site, and recovered there by controlled horizontal landing, in which case the booster vehicle300comprises a suitable undercarriage. For example such undercarriage can be conventional deployable/retractable undercarriage, or alternatively, can be “down only” landing gear that only deploys (and has no hydraulic mechanism for retraction of the landing gear—this can only be done by work crews on the ground) thereby saving weight and complexity. Alternatively, the booster vehicle300can be recovered via parachute that can be deployed from the booster vehicle300at predetermined conditions.

As best seen inFIGS.3(a) and3(b), in at least this example the composite vehicle100further comprises a payload module adaptor110in the form of a fairing that interconnects the payload vehicle200with the booster vehicle300while in coupled mode. The payload module adaptor110provides aerodynamic continuity between the payload vehicle200and the booster vehicle300, and can be discarded when the payload vehicle200becomes uncoupled with the booster vehicle300in uncoupled mode. The first coupling system400can be provided between the payload module adaptor110and the payload vehicle200, and/or between the payload module adaptor110and the booster vehicle300.

Referring toFIGS.4(a) and4(b), an alternative variation of the example ofFIGS.3(a) and3(b)is illustrated, in which the booster vehicle300has a modified nose312A that is directly coupled to the aft end of the payload vehicle200in the coupled mode. The modified nose312A is blunt and comprises a forward periphery315A that couples directly to an aft periphery215A of the aft body section214via explosive bolts or the like, for example.

Referring toFIGS.5(a),5(b) and5(c), an alternative variation of the example ofFIGS.3(a),3(b),4(a),4(b)is illustrated, in which the respective first coupling system400is configured for coupling the payload vehicle200with the booster vehicle300in longitudinal stacked arrangement, in which at least a forward part of the booster vehicle300is longitudinally forward with respect to the payload vehicle200, along the first longitudinal axis LA1and the second longitudinal axis LA2. In this example, the port wing322A and starboard wing324A of the corresponding aerodynamic wing system are mounted on booms342,344, respectively, that project aft from the aft end of respective fuselage330A. The booms342,344are co-extensive with the payload vehicle200, and are thus located on either side of the payload vehicle200when the payload vehicle200is coupled with the booster vehicle300. In this example, the aerodynamic wing system320comprises a vertical stabilizer arrangement including at least one fin fixedly mounted to the booster vehicle300, for example to the wing tips of wings342A,344A. As illustrated inFIG.5(c), in decoupled configuration, first coupling system400decouples the payload vehicle200with respect to the booster vehicle300, and each one of the payload vehicle200and the booster vehicle300follows its respective trajectory.

Referring toFIGS.6(a),6(b) and6(c), an alternative variation of the examples ofFIGS.3(a) to5(c)is illustrated, in which the respective first coupling system400is configured for coupling the payload vehicle200with the booster vehicle300in transverse stacked arrangement, in which at least a first part290of the payload vehicle200is in transverse overlying relationship with respect to which at least a first part390the booster vehicle300, along a direction not parallel to the first longitudinal axis LA1and the second longitudinal axis LA2. In this example, the first part390of the booster vehicle300is provided by an upper fuselage portion395of fuselage330B of the booster vehicle300. In this example the upper fuselage portion395can be relatively flat. In this example, the first part290of the payload vehicle200is provided by a lower body portion295of body210B of the payload vehicle200. In this example the lower body portion295is relatively flat, and essentially abuts or at least overlies the upper fuselage portion395in coupled configuration. As illustrated inFIG.6(c), in decoupled configuration, the respective first coupling system400decouples the payload vehicle200with respect to the booster vehicle300, and each one of the payload vehicle200and the booster vehicle300follows its respective trajectory.

Referring toFIGS.7(a) and7(b), an alternative variation of the examples ofFIGS.3(a) to6(c)is illustrated, in which the booster vehicle300comprises a booster vehicle payload bay380, which has an internal geometry and dimensions sufficient for enabling the payload vehicle200to be accommodated in the booster vehicle payload bay380. The booster vehicle payload bay380is further configured for allowing egress of the payload vehicle200therefrom, and for this purpose the respective fuselage330comprises payload doors389which can selectively open to expose the booster vehicle payload bay380to the external environment. The respective first coupling system400is configured for selectively coupling and decoupling the payload vehicle200with respect to the booster vehicle payload bay380of the booster vehicle300. As illustrated inFIG.7(c), in decoupled configuration, the respective first coupling system400decouples the payload vehicle200with respect to the booster vehicle300, and the payload vehicle200egresses from the booster vehicle payload bay380; thereafter each one of the payload vehicle200and the booster vehicle300follows its respective trajectory.

In the above examples the booster vehicle300and the payload vehicle200are each unmanned, and thus each comprises a respective control system including one or more of a communications module, a navigation module, and a control module, for controlling the various functions of the booster vehicle300and the payload vehicle200, respectively. Such control systems enable the composite vehicle100to be flown to the desired second altitude H2after separation from the carrier vehicle500, enable the booster vehicle300and the payload vehicle200to become decoupled from one another, and further allows the payload vehicle200to continue under power to the desired height H to thereby deploy or operate the payload P, while enabling the booster vehicle300to be flown back to a desired location and landed there. In alternative variations of this example, and in other examples, the booster vehicle300and/or the payload vehicle200can be configured as manned vehicles.

Referring again toFIG.1, in at least this example the carrier vehicle500is configured at least for powered subsonic aerodynamic flight, and further configured for transporting the composite vehicle100to at least the first altitude H1from a ground location GL. For example, the carrier vehicle500has a fuselage530, main lift generating wings540and empennage560, and a propulsion system580that is configured to enable the carrier vehicle500, while carrying the composite vehicle100, to reach at least the first altitude H1, as well as the aforesaid predetermined forward velocity VCA, which can be Mach 0.5 or higher for example. Thus the payload weight capacity of the carrier vehicle500is at least equal to the all-up weight of the composite vehicle100.

For example, such a carrier vehicle500can be a Boeing 747 aircraft; alternatively, such a carrier vehicle500can be any one of a Boeing 767 aircraft, Airbus 320 aircraft, Airbus 380 aircraft, White Knight 2 aircraft, Stratolaunch, and so on.

In this example and in other examples, the system10further comprises a second coupling system700for selectively coupling and decoupling the composite vehicle100with respect to the carrier vehicle500.

In the first example of the second coupling system700illustrated inFIG.1, the second coupling system700is configured for coupling the composite vehicle100with the carrier vehicle500in transverse stacked arrangement, in which the carrier vehicle500is in at least partial transverse (vertical) overlying relationship with respect to the composite vehicle100. In other words, the composite vehicle100is vertically below the underside of the carrier aircraft when coupled thereto via the second coupling system700.

In this example, the second coupling system700is configured for coupling the composite vehicle100with the carrier vehicle500in the aforesaid transverse stacked arrangement, wherein the carrier vehicle500fuselage is already configured to, or alternatively is modified structurally to, incorporate the second coupling system700. In particular the second coupling system700is configured for selectively coupling and decoupling the composite vehicle100directly with respect to a lower portion535of the carrier aircraft fuselage530. The second coupling system700can therefore be mounted with respect to hard points on the lower portion535of the carrier aircraft fuselage530.

For example, the second coupling system700can comprise one or more hooks provided in the lower portion535of the carrier aircraft fuselage530, and configured to engage with lugs provided in the upper portion of the composite vehicle100, either on one or both of the booster vehicle300and the payload vehicle200. For example, on actuation, the hooks can be selectively moved from an engaged position, in load bearing contact with the lugs, to a disengaged position, in which the hooks are disengaged from the lugs, allowing the composite air vehicle100to separate from the carrier vehicle500.

In at least this example, and referring again toFIG.1, the carrier vehicle500has a fuselage ground clearance C1, being defined as the vertical spacing between the underside of the carrier aircraft fuselage530and the ground GR, when the carrier aircraft has the undercarriage deployed and is resting statically on the ground.

In this example, and referring also toFIG.3(a), the composite vehicle100has a height dimension C2, when coupled to the carrier vehicle500, less than the fuselage ground clearance C1of the carrier vehicle500, leaving a composite vehicle ground clearance C3between the underside of the composite vehicle100and the ground GR.

It is to be noted that composite vehicle ground clearance C3is not least than the minimum fuselage ground clearance permitted for the particular type of carrier vehicle500.

It is to be noted that in the first example of the composite vehicle100, illustrated inFIGS.3(a) and3(b), the fin342is pivotable between the stowed position SP and the deployed position DP, such that when the composite vehicle100is coupled to the carrier vehicle500the composite vehicle height dimension C2is minimized, enabling the composite vehicle100to be mounted on the underside of the carrier vehicle500while still retaining an allowable composite vehicle ground clearance C3to enable safe take-off of the launch system10, and/or to enable safe landing of the launch system10, for example in emergency cases where it is required to land the carrier vehicle500together with the composite vehicle100

It is to be noted that such an example of the second coupling system700can be used for coupling the composite vehicle100, according to any of the examples illustrated inFIGS.1to7(b), to the carrier vehicle500, subject to weight limitations as permitted for the carrier aircraft fuselage.

Referring toFIG.8, in a second example of the second coupling system, the second coupling system, generally designated with reference numeral700A is similar to the second coupling system700of the first example, mutatis mutandis, and is similarly configured for coupling the composite vehicle100with the carrier vehicle500in transverse stacked arrangement, in which the carrier vehicle500is in at least partial transverse (vertical) overlying relationship with respect to the composite vehicle100. In other words, the composite vehicle100is vertically below the underside of the carrier aircraft when coupled thereto via the second coupling system700A.

However in the second example, the second coupling system700A is in the form of a wing pylon710affixed to a wing540of the carrier aircraft, and configured for coupling the composite vehicle100with the carrier vehicle500via the wing pylon710. For example, the carrier vehicle500can be modified to provide such a load-carrying pylon710on the underside of the port wing or of the starboard wing thereof.

Alternatively, and when such a carrier vehicle500is a Boeing 747 aircraft, in at least some examples of such a carrier aircraft, the carrier aircraft already has a pylon attachment zone PZ with suitable anchor points715provided on the port wing between the fuselage and the inner engine, and such a pylon attachment zone PZ is sometimes used to ferry a fifth, non-operational engine by the carrier aircraft, by mounting the fifth engine to the pylon attachment zone PZ. In such examples, in which the carrier aircraft is a Boeing 747 type aircraft, the wing pylon710can be mounted to the port wing540thereof, and attached to the aforesaid anchor points on the underside of the port wing, inboard of the operating engines of the carrier vehicle500.

For example, the wing pylon710can comprise one or more hooks configured to engage with lugs provided in the upper portion of the composite vehicle100, either on one or both of the booster vehicle300and the payload vehicle200. For example, on actuation, the hooks can be selectively moved from an engaged position, in load bearing contact with the lugs, to a disengaged position, in which the hooks are disengaged from the lugs, allowing the composite air vehicle100to separate from the carrier vehicle500.

It is to be noted that the second coupling system700A, particularly in the form of a wing pylon710, can be used for coupling the composite vehicle100, according to any of the examples illustrated inFIGS.1to8, to the carrier vehicle500, subject to weight limitations as permitted for the aforesaid anchor points. For example, in a standard Boeing 747 fitted with such a wing pylon710, the maximum all-up weight of the composite vehicle100can be, for example, up to 6,500 Kg or for example up to 22,500 Kg.

Referring toFIG.9, in a third example of the second coupling system, the second coupling system, generally designated with reference numeral700B is similar to the second coupling system700of the first example or second example, mutatis mutandis, and is similarly configured for coupling the composite vehicle100with the carrier vehicle500in transverse stacked arrangement, in which the carrier vehicle500is in at least partial transverse (vertical) overlying relationship with respect to the composite vehicle100. In other words, the composite vehicle100is vertically below the underside of part of the carrier aircraft when coupled thereto via the second coupling system700B.

However in the third example, the carrier vehicle is also in the form of a carrier aircraft, generally designated500B inFIG.9, comprises two fuselages530B, each having an outboard wing540B, and further comprising an interconnecting wing545B interconnecting the two fuselages530B. the carrier vehicle500B also has an empennage560B, and a propulsion system580B that is configured to enable the carrier vehicle500B, while carrying the composite vehicle100, to reach at least the first altitude H1, as well as the aforesaid predetermined forward velocity VCA, which can be Mach 0.5 or higher for example. Thus the payload weight capacity of the carrier vehicle500B is at least equal to the all-up weight of the composite vehicle100.

In this example, the second coupling system700B is in the form of a wing pylon710B affixed to the interconnecting wing545B of the carrier vehicle500B, and is configured for coupling the composite vehicle100with the carrier vehicle500B via the wing pylon710B. For example, such a carrier vehicle500can be similar in type to the White Knight Two aircraft, provided by Scaled Composites, USA, or the Stratolaunch aircraft provided by Scaled Composites, USA.

For example, the wing pylon710B can comprise one or more hooks configured to engage with lugs provided in the upper portion of the composite vehicle100, either on one or both of the booster vehicle300and the payload vehicle200. For example, on actuation, the hooks can be selectively moved from an engaged position, in load bearing contact with the lugs, to a disengaged position, in which the hooks are disengaged from the lugs, allowing the composite air vehicle100to separate from the carrier vehicle500.

It is to be noted that the second coupling system700B, particularly in the form of a wing pylon710B, can be used for coupling the composite vehicle100, according to any of the examples illustrated inFIGS.1to7(b), to the carrier vehicle500B, subject to weight limitations as permitted for the aforesaid wing pylon710B. For example, in a Whiteknight 2 fitted with such a wing pylon710B, the maximum all-up weight of the composite vehicle100can be, for example, up to 17,000 Kg.

Referring toFIG.10, in a fourth example of the second coupling system, the second coupling system, generally designated with reference numeral700C is similar to the second coupling system700of the first example, second example or third example, mutatis mutandis, and is similarly configured for coupling the composite vehicle100with the carrier vehicle500in transverse stacked arrangement. However, in this example, in transverse stacked arrangement the composite vehicle100is in at least partial transverse (vertical) overlying relationship with respect to the carrier vehicle500. In other words, the composite vehicle100is vertically above the upper part of the carrier aircraft when coupled thereto via the second coupling system700C.

In the fourth example, the second coupling system700C is in the form of a plurality of fuselage struts710C affixed to an upper part of the fuselage530of the carrier vehicle500, and configured for coupling the composite vehicle100with the carrier vehicle500via the fuselage struts710C. For example, the carrier vehicle500can be modified to provide such fuselage struts710C on the upper part of the fuselage530thereof. For example, such a carrier vehicle500is a Boeing 747 aircraft.

In this example, the second coupling system700C is configured for coupling the composite vehicle100with the carrier vehicle500in the aforesaid transverse stacked arrangement, wherein the carrier aircraft fuselage is modified structurally to incorporate the second coupling system700C. In particular the second coupling system700C is configured for selectively coupling and decoupling the composite vehicle100directly with respect to a upper portion of the carrier aircraft fuselage530. The second coupling system700C can therefore be mounted to hard points on the upper portion of the carrier aircraft fuselage530.

For example, the second coupling system700C can comprise one or more hooks provided in the lower portion of the composite vehicle100, and configured to engage with lugs provided in the upper portions of the fuselage struts710C. For example, on actuation, the hooks can be selectively moved from an engaged position, in load bearing contact with the lugs, to a disengaged position, in which the hooks are disengaged from the lugs, allowing the composite air vehicle100to separate from the carrier vehicle500.

In a second example of the carrier vehicle, and referring toFIG.11, the carrier vehicle500is configured as a rocket booster vehicle, and is designated herein the reference number500C. in the illustrated example, the rocket booster vehicle500C comprises a port booster500C1and a starboard booster500C2, each of which comprises booster body530C, accommodating suitable propellants (for example solid rocket propellants or liquid propellants) and one or more suitable rocket engines520C. The the rocket booster vehicle500C, in particular the port booster500C1and a starboard booster500C2, and a fifth example of the second coupling system, the second coupling system, generally designated with reference numeral700D, which is similar to the second coupling system700of the first example, second example, third example or fourth example, mutatis mutandis, and is similarly configured for coupling the composite vehicle100with the carrier vehicle500C in transverse stacked arrangement. However, in this example, in transverse stacked arrangement the composite vehicle100is in at least partial transverse (sideways) overlying relationship with respect to the carrier vehicle500C, in particular with respect to each of the booster bodies530C, when the rocket booster vehicle500is in vertical orientation suitable for vertical take-off. In other words, the composite vehicle100is adjacent to the carrier vehicle when coupled thereto via the second coupling system700D.

In the fifth example, the second coupling system700D is in the form of a plurality of struts affixed to a side part of the booster body530of each one of the port booster500C1and starboard booster500C2, of carrier vehicle500C, and configured for coupling the composite vehicle100with the carrier vehicle500C via the struts.

In particular the second coupling system700D is configured for selectively coupling and decoupling the composite vehicle100directly with respect to each one of the two booster bodies530C. For example, the second coupling system700D can comprise one or more hooks provided in the lower portion of the composite vehicle100, and configured to engage with lugs provided in the corresponding portions of the struts710D. For example, on actuation, the hooks can be selectively moved from an engaged position, in load bearing contact with the lugs, to a disengaged position, in which the hooks are disengaged from the lugs, allowing the composite air vehicle100to separate from the carrier vehicle500C.

Referring again toFIG.2, the launch system10can be operated according to a first operating method delivering the payload vehicle200to a predetermined altitude, for example the desired altitude H.

Referring also toFIG.12, a first example of such a method, generally designated with reference numeral1000, for example comprises the following steps:Step1100—first (subsonic/transonic/low supersonic) phase;Step1200—second (supersonic/hypersonic) phase;Step1300—third (airless) phase.

Step1100comprises carrying the payload vehicle200from a ground location GL to a first altitude H1and at a first predetermined forward speed VCA, while the payload vehicle200is concurrently coupled to the booster vehicle300(to provide the composite vehicle100), via the carrier vehicle500. For example, the launch system10, with the composite vehicle100coupled to the carrier vehicle500via the second coupling system700(of the first example thereof, or alternatively via the second coupling system700A,700B, or700C of the examples ofFIGS.8,9,10, respectively) takes off from a runway at ground location GL in a conventional manner, and climbs to altitude H1with a forward speed of VCAalso in the conventional manner, under the power of the conventional propulsion system580. Thereafter, the composite vehicle100is decoupled from the carrier vehicle500at the first altitude H1and at a first predetermined forward speed VCA. In at least this example, the minimum value of forward speed VCAis the minimum forward speed at which the ramjet propulsion system530can provide a minimum and sustainable thrust for enabling acceleration and climb of the composite vehicle100.

Thus, if the conditions at the first altitude H1and at the first predetermined forward speed VCAare sufficient for enabling the ramjet propulsion system530to operate to generate thrust, in particular sufficient thrust to enable the composite vehicle100to accelerate and climb, the method continues directly to step1200. For example, such a first altitude H1can be in the range of 10,000 m to 20,000 m, and forward speed VCAwhich can be at least Mach 0.5, which allow efficient operation of the propulsion system580to provide sufficient thrust to maintain altitude. In such conditions, particularly of forward speed VCA, there can be sufficient associated air compression to enable the ramjet propulsion system350to ignite and begin to operate to generate thrust.

While at least some ramjet engines are known in the art to be capable of being started, theoretically, at very low speeds around 200 km/hour, these engines do not tend to generate any significant thrust until airspeeds of about Mach 0.5. Conventionally, ramjet engines operate at optimal or maximum efficiency at Mach No 3 to 5, and can operate up to a maximum Mach number of about 6. On the other hand, scramjets conventionally operate at optimal or maximum efficiency at Mach No 6 to 10, and can operate up to a maximum Mach number of about 12, but are typically more expensive than ramjets, have thrust-to-weight ratios much lower than ramjets (for example in the order of about 2 as compared with for example 30 form Scramjets), and require a much greater forward speed than ramjets to start operating.

Alternatively, in alternative variations of this example in which the carrier vehicle500cannot achieve the minimum forward speed for operation of the ramjet propulsion system350, the composite vehicle100, in particular the booster vehicle300, can be operated to maneuver into a controlled dive, after separation from the carrier vehicle500, to thereby accelerate the speed of the composite vehicle100, until such a minimum forward speed can be achieved and the ramjet propulsion system350can begin to generate sustainable and sufficient thrust to thereby allow the composite vehicle100to recover from the dive at a particular saddlepoint altitude, and thereafter begin to climb. Thereafter, the composite vehicle100is decoupled from the carrier vehicle500at the first altitude H1and at a first predetermined forward speed VCA. For example, the composite vehicle100can be decoupled from carrier vehicle500at an altitude higher than first altitude H1, such that the aforesaid saddlepoint altitude occurs at the first altitude H1.

In examples in which the carrier vehicle500is in the form of a booster rocket, for example as in the example ofFIG.11, the launch system10takes off vertically, and at the first altitude H1the composite vehicle100disengages from the carrier rocket500C.

In any case, once the composite vehicle100is uncoupled with respect to the respective carrier vehicle500, each one continues along its trajectory—the composite vehicle proceeds to step1200, while the carrier vehicle500can return and land on a suitable runway, for example at the ground location GL, in examples in which the carrier vehicle500is an aircraft. In other examples in which the carrier vehicle500is a rocket booster, the carrier vehicle500can be recovered, for example via parachute, or discarded.

Thus, in the first (subsonic/transonic/low supersonic) phase—Step1100—the propulsion to the first altitude H1can be carried out using the optimal propulsion system for these conditions, i.e., based on turbojet or turbofan engine systems, that typically have a specific impulse ISPof between 3,000/sec to 5,000/sec or more, and aerodynamic lift generating wings provide lift to the launch system10in an efficient and cost-effective manner in the corresponding flight envelope.

In examples in which the carrier vehicle500is a subsonic aircraft, for example a subsonic turbofan aircraft as are well known in the art, the carrier vehicle500can provide a high subsonic forward speed, for example Mach 0.85.

In other examples, in which the carrier vehicle500is a supersonic aircraft, for example as are well known in the art, or in which the carrier vehicle500is a rocket booster, the carrier vehicle500can provide a low supersonic forward speed, for example Mach 1.5, for more efficient ignition and operation of the ramjet propulsion system350.

In the next Step1200, the uncoupled booster vehicle300of the composite vehicle100is operated to transport the booster vehicle300to at least the second altitude H2under propulsive power provided by the ramjet propulsion system350comprised in the booster vehicle300. As the Mach number of the composite vehicle100increases past Mach 1 and up to about Mach 6, the efficiency and thrust output of the ramjet propulsion system350increase, further facilitating acceleration and climb of the composite vehicle100. Once the second altitude H2and a second predetermined forward speed VPVis achieved by the composite vehicle100, the payload vehicle200is decoupled with respect to the booster vehicle300.

Once the payload vehicle200is uncoupled with respect to the booster vehicle300, each one continues along its trajectory—the payload vehicle200proceeds to step1300, while the booster vehicle300can return and land on a suitable runway, for example at the ground location GL, in a conventional horizontal controlled landing or by parachute, for example.

Thus, in the second (supersonic/hypersonic) phase—Step1200—the propulsion to the second altitude H2is carried out using the optimal propulsion system for these conditions, i.e., based on ramjet engine systems, that typically have a specific impulse ISPof between 1,200/sec to 2,200/sec or more, and aerodynamic lift generating wings provide lift to the composite vehicle100in an efficient and cost-effective manner in the corresponding flight envelope.

In the next Step1300the payload vehicle200is operated to transport the payload vehicle200to at least the predetermined or desired altitude H and at a third predetermined forward speed VPunder propulsive power provided by the rocket propulsion system250comprised in the payload vehicle200. Depending on the mission for the payload P, the forward speed VPcan be orbital velocity, or, orbital velocity at a particular orbital altitude, or, escape velocity, sufficient for the payload P to obtain sub orbital trajectory, or, orbital trajectory at a particular orbital altitude, or, escape the earth's gravitational pull, respectively.

Optionally, the payload P can be detached from the payload vehicle200, or can be maintained attached thereto.

The payload P can of course comprise any suitable or desired cargo—for example one or more satellites—for example communication satellites.

Thus, in the third (airless) phase—Step1300—the propulsion to the desired altitude H is carried out using the optimal propulsion system for these conditions, i.e., based on rocket engine systems, that typically have a specific impulse ISPof between 300/sec to 400/sec or more.

In at least one implementation of the above examples, the payload vehicle200can be configured with an all-up weight of 7664 Kg, including a payload weight of 450 Kg for the payload P, and the at least one rocket engine260is configured for delivering the payload vehicle200from a second altitude H2of 37,000 m to desired altitude H of 151,000 m. In this implementation, or in at least one other implementation of the above examples, the booster vehicle300can be configured with an all-up weight of 1475 Kg, and the at least one ramjet engine360is configured for delivering the composite vehicle100from a first altitude H1of 10,700 m to a second altitude H2of 37,000 m.

In the method claims that follow, alphanumeric characters and Roman numerals used to designate claim steps are provided for convenience only and do not imply any particular order of performing the steps.

Finally, it should be noted that the word “comprising” as used throughout the appended claims is to be interpreted to mean “including but not limited to”.

While there has been shown and disclosed examples in accordance with the presently disclosed subject matter, it will be appreciated that many changes may be made therein without departing from the scope of the presently disclosed subject matter as set out in the claims.