United Earthlings
13-02-2009, 23:35
Principality of Belkaland
Grand Duke Razgriz H. Demon
Dr. Hamlein O'Brian, BSA Administrator
The Principality of Belkaland & BSA welcomes any and all suggestions on the design of the PA.101 design. Especially if said suggestions cuts without cutting performance drastically.
Upon receival of your suggestions and a favorable review of them by BSA, the Principality of Belkaland will approve the joint development.
Sincerly,
Grand Duke Razgriz H. Demon
Dr. Hamlein O'Brian
Attached below to this document, you will find a point by point review by our engineers on issues that we require to be at least partly addressed before we begin any joint projects. In addition, any and all comments that we felt import to bring to your attention and for your consideration will be within parenthesis [I.E. Out of Character]. We look forward to hearing your comments and to the future development of this project.
Sincerely, Nicholas Stevens
------------------------------------------------------------------------------
Using a crank arrow wing design, the PA.101 has all the aerodynamics of the Space Shuttle which uses the similar Double-Delta wing. This was well liked as it would lessen the impact of pilot training as they could use the same strategies of re-entry as the Shuttle; all that would be different was the initial pre-re-entry checks & maneuvers. The reason for the slight change would be due to the advanced alloys used to form the heat shield & hull.
As the PA.101 has yet to enter the prototype stage, we fully understand while you didn’t include any general specifications, but by examining the computer images you provided and using our previous experience with similar space systems, we were able to roughly calculate the dimensions the prototype would be. In our opinion, the design would greatly benefit in terms of practically if the size of the shuttle was slightly reduced yet still use the crank arrow wing design, thereby saving weight and in the long term result in a cost savings to operate. In addition, we feel the addition of a empennage or tail assembly would lessen the impact even more for pilot training and provide even more benefits then a design without one. One final thought on the design which we plan to discuss in more detail later, but for now just a quick summary. As, our nation currently has no desire to send people to explore other worlds and just needs a simple vehicle to bring equipment and personnel, into space quickly and as cheaply as possible, building a design meant to do everything is in our humble opinion a waste of money and resources better devoted to one meant for very specific tasks. [Just looking at the design, that thing has to at least weigh in the area of anywhere between 300,000 kilograms to 500,000 kilograms which is the size and weight of a standard four engine commercial jet airliner. Getting into space is all about weight, do you really need to lug up all that extra weight into space, No... Having a design meant to do multiple tasks instead of very specific ones increases that design’s complexity and thereby the time it takes to work out all the bugs and thereby results in cost overruns in most cases. As neither my nation nor yours at the moment has any plans on going on interplanetary missions for some time, a smaller design would better serve our needs. Then, should the smaller design prove cost effective and meeting all required specifications, we could then build a new design or enlarge the older one to add new capabilities.]
Initial designs had used an in-development alloy made from Titanium, Carbon, & Tungsten. This new alloy, being developed by Dinsmark University, has shown to possess nearly all of highly wanted qualities of the base elements that made up the alloy; heat resistant, light weight, & durable. The only thing that it didn’t have was malleability due to the ultra-high melting temperature, but with further development of newer forges, it would be possible to heat the alloy enough to form the wanted piece. Another problem that has recently encountered is the difficulty of mass-producing the alloy.
So far, there has only been enough of the alloy made to build a 1/50th scale unmanned model for researching. Further development of the alloy manufacturing is required; estimates have shown it’ll take 7 to10 years for advancements to reach the needed level to truly mass-produce the alloy. Due to the large amount of time it would take, Panther Aero revised their design slightly to use a system similar to the Space Shuttle’s tile system. However, to prevent a repeat of the tragedy of the first production Space Shuttle, Panther designer Bagera T. Devlin devised a backup system in case of tile breach. Under the tiles is a 1 inch layer of high grade titanium with a further 2 inches in likely rupture areas such as the leading wing edge & wheel access doors. However, this redesigned heat shield increased the overall weight of the PA.101 by nearly 7%, mainly due to the secondary titanium heat shield.
On the matter of the alloy for use with the PA. 101 we may have a solution that would benefit both parties in reducing the overall cost. Though developed with military applications in mind, our scientists created a new alloy that came to be known as Cartanconium with the major elements of the new ally being composed of Carbon, Titanium and Zirconium along with a trace amount of various other elements to enhance the strength of the individual components that make up Cartanconium; E.g., tungsten in steel for increase toughness. Cartanconium was specially design to be highly resist to heat energy with also a good capability to resist Kinetic energy projectiles. So, although Cartanconium was never really envisioned for use with civilian applications, it’s adaptability seem to make it the perfect choice as it meets all the requirements you outlined above with it being not only heat resistant, light weight, & durable, but also malleable. In addition, as Cartanconium has already been developed by us and in use for many years on previous projects and designs, it has the added benefit of being capable of mass production now instead of the seven to ten years your alloy would take. This would save both our companies time and money in the long run, a great benefit to all involved. On the matter of the secondary titanium heat shield, in our expert opinion it is a waste of space and only adds weight while providing little to no benefit should the primary heat shield be breached. A 7% weight reduction would go a long way in allowing our other desired requirements for the project to be meet. Instead of a second heat shield, those areas deemed at risk to be exposed to greater heat levels, e.g. leading wing edges and wheel access doors, would have a thicker level of Cartanconium installed. This should provide a better or at least similar function to the secondary head shield, but allow a weight savings and thereby a cost savings to all involved. [Zirconium is the actually element used in the current Space Shuttles heat shield so Cartanconium as you can see will clearly have a few advantages over your alloy and will be more keeping in what’s used today, which is how I like to roleplay. Titanium loses strength when heated above 430 °C (800 °F) and as the shuttle generally experiences upward of 1500 °C (2732 °F) upon reentry and any weakness could lead to disaster.]
As with any spacecraft like the PA.101, one of the most important sections is the cargo bay. Because of cheaper costs of unmanned heavy-lift rockets, the PA.101 cargo bay is roughly half the size of the Space Shuttle’s. Instead, the PA.101 uses the added space from the smaller bay for added stores for long term missions, such as moon trips and possibly even a Mars mission in the future.
We feel at this time that with at least twice the weight and at half the cargo capability, the PA.101 is not only a steep backwards in regards to the Space Shuttle, but to our current shuttle fleet of PX-701 'Olanas'. Instead, until those long term missions are a distinct possibility, a larger cargo bay with the same or greater capability as our current fleet and the Space Shuttle would be highly desirable. On how to get a larger cargo bay, we have a few suggestions that will be discussed in more detail later in our review.
At the heart of the PA.101 are its propulsion units, the SABRE Combined Cycle Engine and magnetoplasmadynamic thruster. The most prominent of them are the 4 SABRE Combined Cycle Engines mounted in pairs on each side of the PA.101. These engines are the key to the PA.101’s SSTO abilities. SABRE (Synergic Air Breathing Engine) is a hypersonic hydrogen-fueled air breathing combined cycle rocket engine/turbojet engine/ramjet engine designed for propelling craft into Low Earth Orbit (LEO). The engines are designed to operate much like a conventional jet engine at up to around Mach 5.5, 26 km altitude, and then close the air inlet and operate as a highly efficient rocket to orbital speed.
Operating a turbojet engine at up to Mach 5.5 is difficult. Previous engines proposed by other designers have been good jet engines but poor rockets. This engine design has shown to be a good rocket engine, as well as being an excellent jet engine at all speeds. The problem with operating at Mach 5.5 has been that the air coming into the engine heats up as it is compressed into the engine, which can cause the engine to overheat and eventually melt. Attempts to avoid these issues typically make the engine much heavier (scramjets/ramjets) or greatly reduce the thrust (conventional turbojets/ramjets). In either case the end result is an engine that has a poor thrust to weight ratio at high speeds, and so the installed engine is too heavy to assist much in reaching orbit.
The SABRE engine design avoids this by using some of the liquid hydrogen fuel to cool the air right at the inlet. The air is then burnt much like in a conventional jet. Because the air is cool at all speeds, the jet can be built of light alloys and the weight is roughly halved. Additionally, more fuel can be burnt at high speed. Beyond Mach 5.5, the air would still end up unusably hot, so the air inlet closes and the engine instead turns to burning the hydrogen with onboard liquid oxygen as in a normal rocket.
Because the engine uses the atmosphere as reaction mass at low altitude, it has a high specific impulse, and burn about one fifth of the propellant that would have been required by a conventional rocket. Therefore, it is able to take off with much less total propellant than conventional systems. This, in turn, means that it doesn't need as much lift or thrust, which permits smaller engines, and allows conventional wings to be used. While in the atmosphere, using wings to counteract gravity drag is more fuel-efficient than simply expelling propellant (as in a rocket), again reducing the total amount of propellant needed.
While, the SABRE engines do indeed sound like the wave of the future, we can’t help, but be concerned that those engines are a little to ambitious for the design currently envisioned to make the PA.101 a practical aircraft. Should the SABRE engines, prove after much testing by both us and you to indeed be a practical and cost effective engine design, only then would be comforted using the SABRE engines. Until, such time we have a few suggestions and ideas on a more practical design on what we were leading towards from the beginning. Of course, our rough design is just that so any modifications you feel would improve the design or better meet your national criteria, we would gladly welcome. Instead of the four SABRE engines, two civilian high-bypass turbofan engines each capable of generating at least 100,000 lbs of thrust that would lift the aircraft up to 40,000 to 60,000 feet whereupon the rocket engines or in the future the SABRE engines would engage propelling the craft into Low Earth Orbit (LEO). To protect the turbofans from damage, an flap of some type made up of Cartanconium would close over the air inlets once the rocket engines were activated. The use of the turbofans during landings would also allow powered flight and be easier and simpler to operate and maintain then the SABRE ever would be, again resulting in cost savings all around.
The second engine on the PA.101 is a single Magnetoplasmadynamic thruster which is located in the tail. The Magnetoplasmadynamic (MPD) thruster (MPDT) is a form of electric propulsion (a subdivision of spacecraft propulsion) which uses the Lorentz force (a force resulting from the interaction between a magnetic field and an electric current) to generate thrust. It is sometimes referred to as Lorentz Force Accelerator (LFA) or MPD arcjet.
Generally, a gaseous fuel is ionized and fed into an acceleration chamber, where the magnetic and electrical fields are created using a power source. The particles are then propelled by the Lorentz force resulting from the interaction between the current flowing through the plasma and the magnetic field (which is either externally applied, or induced by the current) out through the exhaust chamber. Unlike chemical propulsion, there is no combustion of fuel. As with other electric propulsion variations, both specific impulse and thrust increase with power input, while thrust per watt drops.
However, the MPDT has 2 problems. One problem is that power requirements of the order of hundreds of kilowatts are required for optimum performance. Current interplanetary spacecraft power systems (such as radioisotope thermoelectric generators (RTGs)) and solar arrays are incapable of producing that much power. So until the creation of a powerful enough powerplant is developed, any Mars missions for the PA.101 are out of the question. The other problem with the MPDT is that MPD technology in general has been plagued by the degradation of cathodes due to evaporation driven by high current densities (in excess of 100 amps/cm^2). The use of lithium and barium propellant mixtures and multi-channel hollow cathodes had been shown in the laboratory to be a promising solution for the cathode erosion problem. But after further research, the use of multi-channel hollow cathodes has shown to seriously degrade the specific impulse of the engine. Further development is required to correct this.
The PA.101 would use this engine for long term missions such as Moon trips and given enough fuel, Mars missions. But until the MPDT is perfected, the PA.101 is limited to orbital flights and the occasional 2 week-long Moon trip.
As it is clear the MPDT or Magnetoplasmadynamic thruster is far from ready and as we have no intention as stated earlier of interplanetary travel for the foreseeable future, we would request the use of the MPDT being omitted from the current design, but of course with funds continuing to be directed to it’s refinement into a practical engine. Should early tests prove promising, we might even consider joining in funding the MPDT. In place of the MPDT, we would like to have installed three reusable rocket engines or in the future if the SABRE proves successful, the SABRE engines themselves. In addition, with the installation of an possible tail assembly and rocket engines instead of the MPDT, we feel a more flatter (straight line) tail section would be more practically then the current pointy triangle currently used. [By eliminating the MPDT you not only free up weight from the design itself, but of it’s companion components as well, weight that can be used for other more important things, like a larger cargo bay to carry heavier payloads or more supplies. In the future once the bugs have been worked out of the MPDT, then we can upgrade the design of the PA.101 to include the MPDT and other improvements we feel might are important.]
As you can see, the PA.101 is almost ready for a full scale protoype. However, we require help in testing & further development of the PA.101 as Belkaland has never attempted to test something like this on her own.
In return for you help, Belkaland will grant UEMS full-production & sale rights of the final PA.101 production model. However, we do request that 15-20% of the profit from PA.101s be transfered to Belkaland so that we can pay Panther Aero for their design & help fill the Regional coffers until Hypersphere Ltd. can bounce back.
Before any agreement on costs or who is required to pay what is settled. A memorandum of understanding would first have to be signed and that requires a high level meeting to take place between us. As such, we suggest that at your earliest convenience a meeting be arranged so that we may discuss the finer details, privately. [Using this thread for the meeting is fine, as this is your baby, I think meeting within your nation is the honorable thing to do.]
Grand Duke Razgriz H. Demon
Dr. Hamlein O'Brian, BSA Administrator
The Principality of Belkaland & BSA welcomes any and all suggestions on the design of the PA.101 design. Especially if said suggestions cuts without cutting performance drastically.
Upon receival of your suggestions and a favorable review of them by BSA, the Principality of Belkaland will approve the joint development.
Sincerly,
Grand Duke Razgriz H. Demon
Dr. Hamlein O'Brian
Attached below to this document, you will find a point by point review by our engineers on issues that we require to be at least partly addressed before we begin any joint projects. In addition, any and all comments that we felt import to bring to your attention and for your consideration will be within parenthesis [I.E. Out of Character]. We look forward to hearing your comments and to the future development of this project.
Sincerely, Nicholas Stevens
------------------------------------------------------------------------------
Using a crank arrow wing design, the PA.101 has all the aerodynamics of the Space Shuttle which uses the similar Double-Delta wing. This was well liked as it would lessen the impact of pilot training as they could use the same strategies of re-entry as the Shuttle; all that would be different was the initial pre-re-entry checks & maneuvers. The reason for the slight change would be due to the advanced alloys used to form the heat shield & hull.
As the PA.101 has yet to enter the prototype stage, we fully understand while you didn’t include any general specifications, but by examining the computer images you provided and using our previous experience with similar space systems, we were able to roughly calculate the dimensions the prototype would be. In our opinion, the design would greatly benefit in terms of practically if the size of the shuttle was slightly reduced yet still use the crank arrow wing design, thereby saving weight and in the long term result in a cost savings to operate. In addition, we feel the addition of a empennage or tail assembly would lessen the impact even more for pilot training and provide even more benefits then a design without one. One final thought on the design which we plan to discuss in more detail later, but for now just a quick summary. As, our nation currently has no desire to send people to explore other worlds and just needs a simple vehicle to bring equipment and personnel, into space quickly and as cheaply as possible, building a design meant to do everything is in our humble opinion a waste of money and resources better devoted to one meant for very specific tasks. [Just looking at the design, that thing has to at least weigh in the area of anywhere between 300,000 kilograms to 500,000 kilograms which is the size and weight of a standard four engine commercial jet airliner. Getting into space is all about weight, do you really need to lug up all that extra weight into space, No... Having a design meant to do multiple tasks instead of very specific ones increases that design’s complexity and thereby the time it takes to work out all the bugs and thereby results in cost overruns in most cases. As neither my nation nor yours at the moment has any plans on going on interplanetary missions for some time, a smaller design would better serve our needs. Then, should the smaller design prove cost effective and meeting all required specifications, we could then build a new design or enlarge the older one to add new capabilities.]
Initial designs had used an in-development alloy made from Titanium, Carbon, & Tungsten. This new alloy, being developed by Dinsmark University, has shown to possess nearly all of highly wanted qualities of the base elements that made up the alloy; heat resistant, light weight, & durable. The only thing that it didn’t have was malleability due to the ultra-high melting temperature, but with further development of newer forges, it would be possible to heat the alloy enough to form the wanted piece. Another problem that has recently encountered is the difficulty of mass-producing the alloy.
So far, there has only been enough of the alloy made to build a 1/50th scale unmanned model for researching. Further development of the alloy manufacturing is required; estimates have shown it’ll take 7 to10 years for advancements to reach the needed level to truly mass-produce the alloy. Due to the large amount of time it would take, Panther Aero revised their design slightly to use a system similar to the Space Shuttle’s tile system. However, to prevent a repeat of the tragedy of the first production Space Shuttle, Panther designer Bagera T. Devlin devised a backup system in case of tile breach. Under the tiles is a 1 inch layer of high grade titanium with a further 2 inches in likely rupture areas such as the leading wing edge & wheel access doors. However, this redesigned heat shield increased the overall weight of the PA.101 by nearly 7%, mainly due to the secondary titanium heat shield.
On the matter of the alloy for use with the PA. 101 we may have a solution that would benefit both parties in reducing the overall cost. Though developed with military applications in mind, our scientists created a new alloy that came to be known as Cartanconium with the major elements of the new ally being composed of Carbon, Titanium and Zirconium along with a trace amount of various other elements to enhance the strength of the individual components that make up Cartanconium; E.g., tungsten in steel for increase toughness. Cartanconium was specially design to be highly resist to heat energy with also a good capability to resist Kinetic energy projectiles. So, although Cartanconium was never really envisioned for use with civilian applications, it’s adaptability seem to make it the perfect choice as it meets all the requirements you outlined above with it being not only heat resistant, light weight, & durable, but also malleable. In addition, as Cartanconium has already been developed by us and in use for many years on previous projects and designs, it has the added benefit of being capable of mass production now instead of the seven to ten years your alloy would take. This would save both our companies time and money in the long run, a great benefit to all involved. On the matter of the secondary titanium heat shield, in our expert opinion it is a waste of space and only adds weight while providing little to no benefit should the primary heat shield be breached. A 7% weight reduction would go a long way in allowing our other desired requirements for the project to be meet. Instead of a second heat shield, those areas deemed at risk to be exposed to greater heat levels, e.g. leading wing edges and wheel access doors, would have a thicker level of Cartanconium installed. This should provide a better or at least similar function to the secondary head shield, but allow a weight savings and thereby a cost savings to all involved. [Zirconium is the actually element used in the current Space Shuttles heat shield so Cartanconium as you can see will clearly have a few advantages over your alloy and will be more keeping in what’s used today, which is how I like to roleplay. Titanium loses strength when heated above 430 °C (800 °F) and as the shuttle generally experiences upward of 1500 °C (2732 °F) upon reentry and any weakness could lead to disaster.]
As with any spacecraft like the PA.101, one of the most important sections is the cargo bay. Because of cheaper costs of unmanned heavy-lift rockets, the PA.101 cargo bay is roughly half the size of the Space Shuttle’s. Instead, the PA.101 uses the added space from the smaller bay for added stores for long term missions, such as moon trips and possibly even a Mars mission in the future.
We feel at this time that with at least twice the weight and at half the cargo capability, the PA.101 is not only a steep backwards in regards to the Space Shuttle, but to our current shuttle fleet of PX-701 'Olanas'. Instead, until those long term missions are a distinct possibility, a larger cargo bay with the same or greater capability as our current fleet and the Space Shuttle would be highly desirable. On how to get a larger cargo bay, we have a few suggestions that will be discussed in more detail later in our review.
At the heart of the PA.101 are its propulsion units, the SABRE Combined Cycle Engine and magnetoplasmadynamic thruster. The most prominent of them are the 4 SABRE Combined Cycle Engines mounted in pairs on each side of the PA.101. These engines are the key to the PA.101’s SSTO abilities. SABRE (Synergic Air Breathing Engine) is a hypersonic hydrogen-fueled air breathing combined cycle rocket engine/turbojet engine/ramjet engine designed for propelling craft into Low Earth Orbit (LEO). The engines are designed to operate much like a conventional jet engine at up to around Mach 5.5, 26 km altitude, and then close the air inlet and operate as a highly efficient rocket to orbital speed.
Operating a turbojet engine at up to Mach 5.5 is difficult. Previous engines proposed by other designers have been good jet engines but poor rockets. This engine design has shown to be a good rocket engine, as well as being an excellent jet engine at all speeds. The problem with operating at Mach 5.5 has been that the air coming into the engine heats up as it is compressed into the engine, which can cause the engine to overheat and eventually melt. Attempts to avoid these issues typically make the engine much heavier (scramjets/ramjets) or greatly reduce the thrust (conventional turbojets/ramjets). In either case the end result is an engine that has a poor thrust to weight ratio at high speeds, and so the installed engine is too heavy to assist much in reaching orbit.
The SABRE engine design avoids this by using some of the liquid hydrogen fuel to cool the air right at the inlet. The air is then burnt much like in a conventional jet. Because the air is cool at all speeds, the jet can be built of light alloys and the weight is roughly halved. Additionally, more fuel can be burnt at high speed. Beyond Mach 5.5, the air would still end up unusably hot, so the air inlet closes and the engine instead turns to burning the hydrogen with onboard liquid oxygen as in a normal rocket.
Because the engine uses the atmosphere as reaction mass at low altitude, it has a high specific impulse, and burn about one fifth of the propellant that would have been required by a conventional rocket. Therefore, it is able to take off with much less total propellant than conventional systems. This, in turn, means that it doesn't need as much lift or thrust, which permits smaller engines, and allows conventional wings to be used. While in the atmosphere, using wings to counteract gravity drag is more fuel-efficient than simply expelling propellant (as in a rocket), again reducing the total amount of propellant needed.
While, the SABRE engines do indeed sound like the wave of the future, we can’t help, but be concerned that those engines are a little to ambitious for the design currently envisioned to make the PA.101 a practical aircraft. Should the SABRE engines, prove after much testing by both us and you to indeed be a practical and cost effective engine design, only then would be comforted using the SABRE engines. Until, such time we have a few suggestions and ideas on a more practical design on what we were leading towards from the beginning. Of course, our rough design is just that so any modifications you feel would improve the design or better meet your national criteria, we would gladly welcome. Instead of the four SABRE engines, two civilian high-bypass turbofan engines each capable of generating at least 100,000 lbs of thrust that would lift the aircraft up to 40,000 to 60,000 feet whereupon the rocket engines or in the future the SABRE engines would engage propelling the craft into Low Earth Orbit (LEO). To protect the turbofans from damage, an flap of some type made up of Cartanconium would close over the air inlets once the rocket engines were activated. The use of the turbofans during landings would also allow powered flight and be easier and simpler to operate and maintain then the SABRE ever would be, again resulting in cost savings all around.
The second engine on the PA.101 is a single Magnetoplasmadynamic thruster which is located in the tail. The Magnetoplasmadynamic (MPD) thruster (MPDT) is a form of electric propulsion (a subdivision of spacecraft propulsion) which uses the Lorentz force (a force resulting from the interaction between a magnetic field and an electric current) to generate thrust. It is sometimes referred to as Lorentz Force Accelerator (LFA) or MPD arcjet.
Generally, a gaseous fuel is ionized and fed into an acceleration chamber, where the magnetic and electrical fields are created using a power source. The particles are then propelled by the Lorentz force resulting from the interaction between the current flowing through the plasma and the magnetic field (which is either externally applied, or induced by the current) out through the exhaust chamber. Unlike chemical propulsion, there is no combustion of fuel. As with other electric propulsion variations, both specific impulse and thrust increase with power input, while thrust per watt drops.
However, the MPDT has 2 problems. One problem is that power requirements of the order of hundreds of kilowatts are required for optimum performance. Current interplanetary spacecraft power systems (such as radioisotope thermoelectric generators (RTGs)) and solar arrays are incapable of producing that much power. So until the creation of a powerful enough powerplant is developed, any Mars missions for the PA.101 are out of the question. The other problem with the MPDT is that MPD technology in general has been plagued by the degradation of cathodes due to evaporation driven by high current densities (in excess of 100 amps/cm^2). The use of lithium and barium propellant mixtures and multi-channel hollow cathodes had been shown in the laboratory to be a promising solution for the cathode erosion problem. But after further research, the use of multi-channel hollow cathodes has shown to seriously degrade the specific impulse of the engine. Further development is required to correct this.
The PA.101 would use this engine for long term missions such as Moon trips and given enough fuel, Mars missions. But until the MPDT is perfected, the PA.101 is limited to orbital flights and the occasional 2 week-long Moon trip.
As it is clear the MPDT or Magnetoplasmadynamic thruster is far from ready and as we have no intention as stated earlier of interplanetary travel for the foreseeable future, we would request the use of the MPDT being omitted from the current design, but of course with funds continuing to be directed to it’s refinement into a practical engine. Should early tests prove promising, we might even consider joining in funding the MPDT. In place of the MPDT, we would like to have installed three reusable rocket engines or in the future if the SABRE proves successful, the SABRE engines themselves. In addition, with the installation of an possible tail assembly and rocket engines instead of the MPDT, we feel a more flatter (straight line) tail section would be more practically then the current pointy triangle currently used. [By eliminating the MPDT you not only free up weight from the design itself, but of it’s companion components as well, weight that can be used for other more important things, like a larger cargo bay to carry heavier payloads or more supplies. In the future once the bugs have been worked out of the MPDT, then we can upgrade the design of the PA.101 to include the MPDT and other improvements we feel might are important.]
As you can see, the PA.101 is almost ready for a full scale protoype. However, we require help in testing & further development of the PA.101 as Belkaland has never attempted to test something like this on her own.
In return for you help, Belkaland will grant UEMS full-production & sale rights of the final PA.101 production model. However, we do request that 15-20% of the profit from PA.101s be transfered to Belkaland so that we can pay Panther Aero for their design & help fill the Regional coffers until Hypersphere Ltd. can bounce back.
Before any agreement on costs or who is required to pay what is settled. A memorandum of understanding would first have to be signed and that requires a high level meeting to take place between us. As such, we suggest that at your earliest convenience a meeting be arranged so that we may discuss the finer details, privately. [Using this thread for the meeting is fine, as this is your baby, I think meeting within your nation is the honorable thing to do.]