Il modellino airfix è un pò di fantasia,il LFV avrebbe dovuto essere monoposto.Questa dovrebbe essere tutta la storia dell’LFV:
One-Man Lunar Flying Vehicle Study Contract: Summary Briefing, Space Division, North American Rockwell, presentation materials, July 1969.
One of the great challenges Apollo traverse planners faced was to reach as many scientifically interesting sites around the Lunar Module (LM) touchdown point as possible within a period dictated by the amount of resources (cooling water, batteries, and breathing oxygen) the LM could carry. In addition, rugged mountain ranges, rilles (canyons), and craters often contained the most interesting scientific exploration sites, yet the Apollo LM needed a flat landing place with a clear approach path. The Lunar Flying Vehicle (LFV) was proposed to mitigate this conflict between operational limitations and scientific ambitions. Planners hoped that the LFV would be able to whisk astronauts in minutes to rugged, scientifically interesting sites kilometers from the LM. The company bases its LFV’s capabilities in part on requirements developed by scientists at the 1967 Santa Cruz conference. Some early (c. 1965) conceptual LFV designs had the astronaut standing on a small platform, restrained mainly by his grip on a pair of handlebars. In this study, North American Rockwell (NAR) rejects this design approach as prone to tipping, and opts instead for a low-slung, splay-legged flyer on which the astronaut would ride seated and strapped in. NAR’s flyer could alight on 10° slopes without tipping over. To cut costs, it would employ existing spacecraft hardware where possible. It would thus include two modified 20-inch-diameter Gemini spacecraft propellant tanks, a modified Apollo rotational hand controller, two Surveyor-type attenuators (shock absorbers) on each of its four landing legs, and Apollo Reaction Control System (RCS) system components. The RCS components would include a spherical tank, replaced after each sortie, containing helium gas for pushing propellants into the LFV’s engines. NAR’s LFV would function as follows.
Deployment: The LFV would arrive on the moon stowed in LM quadrant IV, a triangular volume in the LM descent stage. The astronaut would remove a protective cover by pulling twin lanyards, then would lower the 303-pound flyer to the surface by pulling a single bar attached to twin cables and pulleys. NAR considers folding landing gear, but finds that “integral leg-frame landing gear” would be sturdier, lighter, and easier to deploy. The astronaut would then unroll a fabric “landing & take-off pad” on the surface no less than 40 feet from the LM and drag the LFV onto it. The pad would help to protect the flyer from damage by dust and small rocks kicked up by its own engines. The astronaut would unfold the LFV seat, foot rest, and control panel, then would pump 300 pounds of hypergolic (ignite-on-contact) propellants scavenged from the LM descent stage into the LFV’s twin spherical tanks using two hoses (one for oxidizer, one for fuel). NAR estimates that the LM would on average retain 805 pounds of leftover propellants for LFV use after landing on the moon. The LFV could carry 370 pounds of payload plus a 380-pound suited astronaut, giving it a maximum total mass of about 1360 pounds.
Flight: NAR’s planned operational LFV range would be 10 miles (round trip) at a cruise altitude of 2000 feet. For his first flight on the moon, however, the astronaut would check out the LFV’s systems by performing a half-mile test sortie at a cruise altitude of 200 feet. The LFV would rise to cruise altitude and fly to its destination supported by its rocket engines. The astronaut would land and deploy scientific instruments from the flyer’s twin payload racks, then would unroll a second landing & takeoff pad, drag the LFV onto it, and fly back to the pad near the LM. NAR finds that a “modified ballistic” trajectory, in which the LFV would fire its engines briefly, travel in a high unpowered arc, and fire its engines again to slow down, maneuver, and land, would offer some propellant savings. It would, however, also increase the risk of “high velocity impact” if the pilot misjudged the braking burn. The high ballistic arc could cause disorientation, the company finds, while constant altitude flight would allow the pilot to navigate using known landmarks. Maximum acceleration during ascent would reach eight Earth gravities. The LFV’s four throttleable engines would swivel (“gimbal”) for steering. NAR finds that a single large LFV engine would offer reduced weight (thus better performance), but considers it unlikely that adequate single-engine reliability could be achieved during the flyer’s planned two-year development program.
NAR estimates that the first operational LFV could reach the moon in April 1972 if LFV development began on October 1, 1969 (the start of NASA’s 1970 Fiscal Year). The company places total LFV program cost at $37.5 million between 1969 and 1974.