by Paul Gilster | Feb 19, 2021 | Advanced Rocketry |
The Bussard ramjet is an idea whose attractions do not fade, especially given stunning science fiction treatments like Poul Anderson’s novel Tau Zero. Not long ago I heard from Peter Schattschneider, a physicist and writer who has been exploring the Bussard concept in a soon to be published novel. In the article below, Dr. Schattschneider explains the complications involved in designing a realistic ramjet for his novel, with an interesting nod to a follow-up piece I’ll publish as soon as it is available on the work of John Ford Fishback, whose ideas on magnetic field configurations we have discussed in these pages before.
The author is professor emeritus in solid state physics at Technische Universität Wien, but he has also worked for a private engineering company as well as the French CNRS, and has been director of the Vienna University Service Center for Electron Microscopy. With more than 300 research articles in peer-reviewed journals and several monographs on electron-matter interaction, Dr. Schattschneider’s current research focuses on electron vortex beams, which are exotic probes for solid state spectroscopy. He tells me that his interest in physics emerged from an early fascination with science fiction, leading to the publication of several SF novels in German and many short stories in SF anthologies, some of them translated into English and French. As we see below, so-called ‘hard’ science fiction, scrupulously faithful to physics, demands attention to detail while pushing into fruitful speculation about future discovery.
by Peter Schattschneider
When the news about the BLC1 signal from Proxima Centauri came in, I was just finishing a scientific novel about an expedition to our neighbour star. Good news, I thought – the hype would spur interest in space travel. Disappointment set in immediately: Should the signal turn out to be real, this kind of science fiction would land in the dustbin.
Image: Peter Schattschneider. Credit & copyright: Klaus Ranger Fotografie.
The space ship in the novel is a Bussard ramjet. Collecting interstellar hydrogen with some kind of electrostatic or magnetic funnel that would operate like a giant vacuum cleaner is a great idea promoted by Robert W. Bussard in 1960 [1]. Interstellar protons (and some other stuff) enter the funnel at the ship‘s speed without further ado. Fusion to helium will not pose a problem in a century or so (ITER is almost working), conversion of the energy gain into thrust would work as in existing thrusters, and there you go!
Some order-of-magnitude calculations show that it isn‘t as simple as that. But more on that later. Let us first look at the more mundane problems occuring on a journey to our neighbour. The values given below were taken from my upcoming The EXODUS Incident [2], calculated for a ship mass of 1500 tons, an efficiency of 85% of the fusion energy going into thrust, an interstellar medium of density 1 hydrogen atom/cm3, completely ionized by means of electron strippers.
On the Way
Like existing ramjets the Bussard ramjet is an assisted take-off engine. In order to harvest fuel it needs a take-off speed, here 42 km/s, the escape velocity from the solar system. The faster a Bussard ramjet goes, the higher is the thrust, which means that one cannot assume a constant acceleration but must solve the dynamic rocket equation. The following table shows acceleration, speed and duration of the journey for different scoop radii.
At the midway point, the thrust is inverted to slow the ship down for arrival. To achieve an acceleration of the order of 1 g (as for instance in Poul Anderson’s celebrated novel Tau Zero [3]), the fusion drive must produce a thrust of 18 million Newton, about half the thrust of the Saturn-V. That doesn’t seem tremendous, but a short calculation reveals that one needs a scoop radius of about 3500 km to harvest enough fuel because the density of the interstellar medium is so low. Realizing magnetic or electric fields of this dimension is hardly imaginable, even for an advanced technology.
A perhaps more realistic funnel entrance of 200 km results in a time of flight of almost 500 years. Such a scenario would call for a generation starship. I thought that an acceleration of 0.1 g was perhaps a good compromise, avoiding both technical and social fantasizing. It stipulates a scoop radius of 1000 km, still enormous, but let us play the “what-if“ game: The journey would last 17.3 years, quite reasonable with future cryo-hibernation. The acceleration increases slowly, reaching a maximum of 0.1 g after 4 years. Interestingly, after that the acceleration decreases, although the speed and therefore the proton influx increases. This is because the relativistic mass of the ship increases with speed.
Fusion Drive
It has been pointed out by several authors that the “standard“ operation of a fusion reactor, burning Deuterium 2D into Helium 3He cannot work because the amount of 2D in interstellar space is too low. The proton-proton burning that would render p+p ? 2D for the 2D ? 3He reaction is 24 orders of magnitude (!) slower.
The interstellar ramjet seemed impossible until in 1975 Daniel Whitmire [4] proposed the Bethe-Weizsäcker or CNO cycle that operates in hot stars. Here, carbon, nitrogen and oxygen serve as catalysts. The reaction is fast enough for thrust production. The drawback is that it needs a very high core temperature of the plasma of several hundred million Kelvin. Reaction kinetics, cross sections and other gadgets stipulate a plasma volume of at least 6000 m3 which makes a spherical chamber of 11 m radius (for design aficionados a torus or – who knows? – a linear chamber of the same order of magnitude).
At this point, it should be noted that the results shown above were obtained without taking account of many limiting conditions (radiation losses, efficiency of the fusion process, drag, etc.) The numerical values are at best accurate to the first decimal. They should be understood as optimistic estimates, and not as input for the engineer.
Waste Heat
Radioactive high-energy by-products of the fusion process are blocked by a massive wall between the engine and the habitable section, made up of heavy elements. This is not the biggest problem because we already handle it in the experimental ITER design. The main problem is waste heat. The reactor produces 0.3 million GW. Assuming an efficiency of 85% going into thrust, the waste energy is still 47,000 GW in the form of neutrinos, high energy particles and thermal radiation. The habitable section should be at a considerable distance from the engine in order not to roast the crew. An optimistic estimate renders a distance of about 800 m, with several stacks of cooling fins in between. The surface temperature of the sternside hull would be at a comfortable 20-60 degrees Celsius. Without the shields, the hull would receive waste heat at a rate of 6 GW/m2, 5 million times more than the solar constant on earth.
Radiation shielding
An important aspect of the Bussard ramjet design is shielding from cosmic rays. At the maximum speed of 60% of light speed, interstellar hydrogen hits the bow with a kinetic energy of 200 MeV, dangerous for the crew. A.C. Clarke has proposed a protecting ice sheet at the bow of a starship in his novel The Songs of Distant Earth [5]. A similar solution is also known from modern proton cancer therapy. The penetration depth of such protons in tissue (or water, for that matter) is 26 cm. So it suffices to put a 26 cm thick water tank at the bow.
Artificial gravity
It is known that long periods of zero gravity are disastrous to the human body. It is therefore advised to have the ship rotate in order to create artificial gravity. In such an environment there are unusual phenomena, e.g. a different barometric height equation, or atmospheric turbulence caused by the Coriolis forces. Throwing an object in a rotating space ship has surprising consequences, exemplified in Fig. 1. Funny speculations about exquisite sporting activities are allowed.
Fig. 1: Freely falling objects in a rotating cylinder, thrown in different directions with the same starting speed. In this example, drawn from my novel, the cylinder has a radius of 45 m, rotating such that the artificial gravity on the inner hull is 0.3 g. The object is thrown with 40 km/h in different directions. Seen by an observer at rest, the cylinder rotates counterclockwise.
Scooping
The central question for scooping hydrogen is this: Which electric or magnetic field configuration allows us to collect a sufficient amount of interstellar hydrogen? There are solutions for manipulating charged particles: colliders use magnetic quadrupoles to keep the beam on track. The symmetry of the problem stipulates a cylindrical field configuration, such as ring coils or round electrostatic or magnetic lenses which are routinely used in electron microscopy. Such lenses are annular ferromagnetic yokes with a round bore hole of the order of a millimeter. They focus an incoming electron beam from a diameter of some microns to a nanometer spot.
Scaling the numbers up, one could dream of collecting incoming protons over tens of kilometers into a spot of less than 10 meters, good enough as input to a fusion chamber. This task is a formidable technological challenge. Anyway, it is prohibitive by the mere question of mass. Apart from that, one is still far away from the needed scoop radius of 1000 km.
The next best idea relates to the earth’s magnetic dipole field. It is known that charged particles follow the field lines over long distances, for instance causing aurora phenomena close to earth’s magnetic poles. So it seems that a simple ring coil producing a magnetic dipole is a promising device. Let’s have a closer look at the physics. In a magnetic field, charged particles obey the Lorentz force. Calculating the paths of the interstellar protons is then a simple matter of plugging the field into the force equation. The result for a dipole field is shown in Fig. 2.
Fig. 2: Some trajectories of protons starting at z=2R in the magnetic field of a ring coil of radius R that sits at the origin. Magnetic field lines (light blue) converge towards the loop hole. Only a small part of the protons would pass through the ring (red lines), spiralling down according to cyclotron gyration. The rest is deflected (black lines).
An important fact is seen here: the scoop radius is smaller than the coil radius. It turns out that it diminishes further when the starting point of the protons is set at higher z values. This starting point is defined where the coil field is as low as the galactic magnetic field (~1 nT). Taking a maximum field of a few Tesla at the origin and the 1/(z/R)3 decay of the dipole field, where R is the coil radius (10 m in the example), the charged particles begin to sense the scooping field at a distance of 10 km. The scoop radius at this distance is a ridiculously small – 2 cm. All particles outside this radius are deflected, producing drag.
That said, loop coils are hopelessly inefficient for hydrogen scooping, but they are ideal braking devices for future deep space probes, and interestingly they may also serve as protection shields against cosmic radiation. On Proxima b, strong flares of the star create particle showers, largely protons of 10 to 50 MeV energy. A loop coil protects the crew as shown in Fig. 3.
Fig.3: Blue: Magnetic field lines from a horizontal superconducting current loop of radius R=30 cm. Red lines are radial trajectories of stellar flare protons of 10 MeV energy approaching from top. The loop and the mechanical protection plate (a 3 cm thick water reservoir colored in blue) are at z=0. It absorbs the few central impinging particles. The fast cyclotron motion of the protons creates a plasma aureole above the protective plate, drawn as a blue-green ring right above the coil. The field at the coil center is 6 Tesla, and 20 milliTesla at ground level.
After all this paraphernalia the central question remains: Can a sufficient amount of hydrogen be harvested? From the above it seems that magnetic dipole fields, or even a superposition of several dipole fields, cannot do the job. Surprisingly, this is not quite true. For it turns out that an arcane article from 1969 by a certain John Ford Fishback [6] gives us hope, but this is another story and will be narrated at a later time.
References
1. Robert W. Bussard: Galactic Matter and Interstellar Flight. Astronautica Acta 6 (1960), 1-14.
2. P. Schattschneider: The EXODUS Incident – A Scientific Novel. Springer Nature, Science and Fiction Series. May 2021, DOI: 10.1007/978-3-030-70019-5.
3. Poul Anderson: Tau Zero (1970).
4. Daniel P. Whitmire: Relativistic Spaceflight and the Catalytic Nuclear Ramjet. Acta Astronautica 2 (1975), 497-509.
5. Arthur C. Clarke: Songs of distant Earth (1986).
6. John F. Fishback: Relativistic Interstellar Space Flight. Astronautica Acta 15 (1969), 25-35.
by Paul Gilster | Feb 3, 2021 | Advanced Rocketry |
At the Princeton Plasma Physics Laboratory (PPPL) in Plainsboro, New Jersey, physicist Fatima Ebrahimi has been exploring a plasma thruster that, on paper at least, appears to offer significant advantages over the kind of ion thruster engines now widely used in space missions. As opposed to electric propulsion methods, which draw a current of ions from a plasma source and accelerate it using high voltage grids, a plasma thruster generates currents and potentials within the plasma itself, thus harnessing magnetic fields to accelerate the plasma ions.
What Ebrahimi has in mind is to use magnetic reconnection, a process observed on the surface of the Sun (and also occurring in fusion tokamaks), to accelerate the particles to high speeds. The physicist found inspiration for the idea in PPPL’s ongoing work in fusion. Says Ebrahimi:
“I’ve been cooking this concept for a while. I had the idea in 2017 while sitting on a deck and thinking about the similarities between a car’s exhaust and the high-velocity exhaust particles created by PPPL’s National Spherical Torus Experiment (NSTX). During its operation, this tokamak produces magnetic bubbles called plasmoids that move at around 20 kilometers per second, which seemed to me a lot like thrust.”
In magnetic reconnection, magnetic field lines converge, separate, and join together again, producing energy that Ebrahimi believes can be applied to a thruster. Whereas ion thrusters propelling plasma particles via electric fields can produce a useful but low specific impulse, the magnetic reconnection thruster concept can, in theory, generate exhausts with velocities of hundreds of kilometers per second, roughly ten times the capability of conventional thrusters.
Image: Magnetic reconnection refers to the breaking and reconnecting of oppositely directed magnetic field lines in a plasma. In the process, magnetic field energy is converted to plasma kinetic and thermal energy. Credit: Magnetic Reconnection Experiment.
Writing up the concept in the Journal of Plasma Physics, Ebrahimi notes that this thruster design allows thrust to be regulated through changing the strength of the magnetic fields. The physicist describes it as turning a knob to fine-tune the velocity by the application of more electromagnets and magnetic fields. In addition, the new thruster ejects both plasma particles and plasmoids, the latter a component of power no other thruster can use.
If we could build a magnetic reconnection thruster like this, it would allow flexibility in the plasma chosen for a specific mission, with the more conventional xenon used in ion thrusters giving way to a range of lighter gases. Ebrahimi’s 2017 work showed how magnetic reconnection could be triggered by the motion of particles and magnetic fields within a plasma, with the accompanying production of plasmoids. Her ongoing fusion research investigates the use of reconnection to both create and confine the plasma that fuels the reaction without the need for a large central magnet.
Image: PPPL physicist Fatima Ebrahimi in front of an artist’s conception of a fusion rocket. Credit: Elle Starkman, PPPL Office of Communications, and ITER.
Thus research into plasmoids and magnetic reconnection filters down from the investigation of fusion into an as yet untested concept for propulsion. It’s important to emphasize that we are, to say the least, in the early stages of exploring the new propulsion concept. “This work was inspired by past fusion work and this is the first time that plasmoids and reconnection have been proposed for space propulsion,” adds Ebrahimi. “The next step is building a prototype.”
The paper is Ebrahimi, “An Alfvenic reconnecting plasmoid thruster,” Journal of Plasma Physics Vol. 86, Issue 6 (21 December 2020). Abstract.
by Paul Gilster | Jan 21, 2021 | Advanced Rocketry |
A French company called Exotrail has been working on electric propulsion systems for small spacecraft down to the CubeSat level. As presented last week at the 13th European Space Conference in Brussels, the ExoMG Hall-effect electric propulsion system was flown in a demonstration orbital mission in November, launched to low-Earth orbit by a PSLV (Polar Satellite Launch Vehicle) rocket. A brief nod to the PSLV: These launch vehicles were developed by the Indian Space Research Organisation (ISRO), and are being used for rideshare launch services for small satellites. Among their most notable payloads have been the Indian lunar probe Chandrayaan-1, and the Mars Orbiter Mission called Mangalyaan.
Hall-effect thrusters (HET) trap electrons emitted by a cathode in a magnetic field, ionizing a propellant to create a plasma that can be accelerated via an electric field. The technology has been in use in large satellites for many years because of its high thrust-to-power ratio.
What catches my eye about ExoMG is its size, about that of a 2-liter bottle of soda as opposed to conventional Hall-effect thrusters that weigh in at refrigerator size and demand kilowatts of power. The Exotrail thruster, which was successfully fired during the November mission, runs on about 50 watts of power, and appears to be a propulsion system that can adapt to satellites in the range of 10 to 250 kg. Collision avoidance and deorbiting for satellites in the CubeSat range as well as flexible orbital operations become feasible with this technology.
Image: Satellite using Exotrail technology undergoing testing. Credit: Exotrail.
The company is calling ExoMG “the first ever Hall-effect thruster operating on a sub-100kg spacecraft,” and points to four missions slated to fly with the technology in 2021. I’m interested in how the diminutive thruster can be employed in constellations of satellites. We already rely on satellites working together as a system — GPS is a classic example. The needs of navigation and communication force the issue. Think Iridium and Globalstar in terms of telephony, or the Russian Molniya military and communications satellites. The list could be easily extended.
So what we have evolving is a set of constellation technologies with immediate application to satellites in low-Earth orbit. Exotrail talks about “high coverage telecommunication constellations or high revisit rate earth observation constellations at 600-2000km altitude,” enabled by orbit-raising via the new thrusters as well as necessary de-orbiting capabilities, but we should be looking as well at the controlling software and thinking in longer timeframes. Satellites working together is the theme.
Increasing miniaturization coupled with artificial intelligence and next-generation electric thrusters can be enablers for planetary probes flying in swarm formation in the outer system, perhaps using sail technologies as the primary propulsion to get them there. The one-size fits all purposes mission begins to give way to a fleet approach, tiny probes networking their data as they operate at targets as interesting as Neptune and Pluto. It’s also worth noting that the entire Breakthrough Starshot concept calls for not one but an armada of small sails in interstellar space, offering a hedge against catastrophic failure of any one craft, and conceivably drawing on swarm technologies that could facilitate data gathering and return.
So I keep an eye on near-term technologies that explore this space of miniaturization, efficient orbital adjustment and constellation operations. It will be intriguing to see how Exotrail’s operational software (called ExoOPS) deals with the interactions of such constellations. Likewise interesting is last fall’s firing of the European Space Agency’s Helicon Plasma Thruster, which ESA presents as a “compact, electrodeless and low voltage design” optimized for propulsion in small satellites, including “maintaining the formation of large orbital constellations.”
The HPT achieved its first test ignition back in 2015 at ESA’s Propulsion Laboratory in the Netherlands, and has been under development in terms of improved levels of ionization and acceleration efficiency ever since, using high-power radio frequency waves, as opposed to the application of an electrical current, to render propellant into a plasma for acceleration.
Image: A test firing of Europe’s Helicon Plasma Thruster, developed with ESA by SENER and the Universidad Carlos III’s Plasma & Space Propulsion Team (EP2-UC3M) in Spain. This compact, electrodeless and low voltage design is ideal for the propulsion of small satellites, including maintaining the formation of large orbital constellations. Credit: SENER.
Where will constellation and formation flying in Earth orbit take us as we adapt them for environments further out? Will we one day see deep space swarms of Cubesat-sized (and smaller) craft exploring the outer planets?
by Paul Gilster | Dec 1, 2020 | Advanced Rocketry |
Proton-proton fusion produces 99 percent of the Sun’s energy, in a process that begins with two hydrogen nuclei and ends with one helium nucleus, releasing energy along the way. We’d love to exploit the fusion process to create energy for our own directed uses, which is what Robert Bussard was thinking about with his interstellar ramjet when he published the idea in 1960. Such a ship might deploy electromagnetic fields thousands of kilometers in diameter to scoop up atoms from the interstellar medium, using them as reaction mass for the fusion that would drive it.
Carl Sagan was a great enthusiast for the concept, and would describe it vividly in the book he wrote with Russian astronomer and astrophysicist Iosif S. Shklovskii. In Intelligent Life in the Universe (1966), the authors discuss a journey that takes advantage of time dilation, allowing a lightspeed-hugging starship powered by these methods to reach galactic center in a mere 21 years of ship-time; i.e., time as perceived by the crew, while of course tens of thousands of years are going by back on Earth. If you also hear echoes of Poul Anderson’s Tau Zero here, you’re exactly on target.
Shklovskii and Sagan assume proton-proton fusion as the reaction, as Bussard originally did, but Thomas Heppenheimer was able to show in 1978 that it would take more power to compress the protons gathered from the interstellar medium than the reaction would produce. Ramscoops are tricky, and this is just one of their problems — gathering interstellar materials is another, dependent as it is on the density of the gases where the starship travels. Drag is yet another issue, making interstellar ramjets a segue into magsail deceleration rather than starship-enabling speed, though it’s a segue I’ll follow up on another occasion.
But the fusion itself is still interesting. If Bussard assumed proton-proton, it wouldn’t be long before Daniel Whitmire was able to show that a different reaction could produce far more power. The Carbon Nitrogen Oxygen cycle (CNO cycle) came to mind this morning because of word that the team working on the Borexino experiment in the Laboratori Nazionali del Gran Sasso (Italy), which studies the Sun’s fusion reactions through the neutrinos it produces, has been able to identify the CNO cycle as a small component of the Sun’s production of energy.
Image: The Borexino research team has succeeded in detecting neutrinos from the sun’s second fusion process, the Carbon Nitrogen Oxygen cycle (CNO cycle) for the first time. Credit: Borexino Collaboration.
That’s interesting in itself and confirms work by Hans Bethe and Carl Friedrich von Weizsäcker from the 1930s, the first experimental confirmation of their independent investigations. But I cycle back to Bussard’s ramjet. The Carbon Nitrogen Oxygen cycle involves four hydrogen nuclei combining to form a helium nucleus using carbon, nitrogen and oxygen as catalysts and intermediate products in the reaction. Maybe ‘catalysts’ isn’t the right word — I was reminded by reading Adam Crowl’s thoughts on the matter some years back that we’re not talking about chemical catalysis and should perhaps refer to all this simply as ‘nuclear chemistry.’
What boggles the mind about the CNO cycle, which I’ve read is the dominant energy source in stars more than 1.3 times more massive than the Sun, is the degree of energy unlocked by it, far exceeding uncatalyzed proton/proton fusion. And it would take something highly energetic to work on Bussard’s ramscoop, for Whitmire’s 1975 paper showed that a proton-proton reactor built in the fashion originally suggested by Bussard would need a scoop 7,000 kilometers across to make the reaction work.
Isn’t that odd? You would think that a reaction that powers the Sun would be perfectly sufficient to drive the Bussard ramjet, but it turns out that the rate of proton-proton fusion is too low. Looking back through my materials on the problem, I find that the Sun produces less than 1 watt per cubic meter when averaged over its whole volume, which means that the energy produced in a light bulb filament is more powerful. Whitmire realized that the Sun’s vast energy output could occur because of its size. Making equally massive starships is out of the question.
It turns out that Whitmire and Centauri Dreams regular Al Jackson were friends at the University of Texas back in the 1970s, and I’ll remind you of Al’s reminiscence of Whitmire that can be found here — it was actually Al who introduced the Bussard ramscoop idea to Whitmire. Bussard would write to Whitmire that his 1975 paper offered a solution to the proton-proton fusion problem and would “become an enduring classic in this field.”
If you know your science fiction, you’ll recall that Greg Benford uses the CNO cycle in his 1984 novel Across the Sea of Suns, where he gives a poetic description of the process at work as perceived by his protagonist via the ultimate in futuristic telepresence:
He watches plumes of carbon nuclei striking the swarms of protons, wedding them to form the heavier hydrogen nuclei. The torrent swirls and screams at Nigel’s skin and in his sensors he sees and feels and tastes the lumpy, sluggish nitrogen as it finds a fresh incoming proton and with the fleshy smack of fusion the two stick, they hold, they wobble like raindrops — falling together — merging — ballooning into a new nucleus, heavier still: oxygen.
But the green pinpoints of oxygen are unstable. These fragile forms split instantly. Jets of new particles spew through the surrounding glow — neutrinos, ruddy photons of light, and slower, darker, there come the heavy daughters of the marriage: a swollen, burnt-gold cloud. A wobbling, heavier isotope of nitrogen….
Ahead he sees the violet points of nitrogen and hears them crack into carbon plus an alpha particle. So in the end the long cascade gives forth the carbon that catalyzed it, carbon that will begin again its life in the whistling blizzard of protons coming in from the forward maw of the ship.
And there you are: Carbon – Nitrogen – Oxygen in a cycle that makes starship fusion work. And all of this reminiscing suggested by the results of an experiment deep below the the Italian Gran Sasso massif which has turned up evidence for the CNO cycle within the Sun, a small but ongoing component of its output. If you want to read more on what turned up at Borexino, the paper is The Borexino Collaboration, “Experimental evidence of neutrinos produced in the CNO fusion cycle in the Sun,” Nature 587 (2020), 577-582 (abstract). The Whitmire paper is “Relativistic Spaceflight and the Catalytic Nuclear Ramjet,” Acta Astronautica 2 (1975), pp. 497-509 (abstract).
by Paul Gilster | Apr 3, 2020 | Advanced Rocketry |
The interstellar ramjet conceived by Robert Bussard may have launched more physics careers than any other propulsion concept. Numerous scientists over the years have told me how captivated they were with Poul Anderson’s treatment of the idea in his novel Tau Zero. Al Jackson takes a look at Bussard’s concept in today’s essay, referencing its subsequent treatment in the literature and adding a few anecdotes about Bussard himself. The original paper was submitted on February 1, 1960 to Astronautica Acta, then edited by Theodore von Kármán (a ‘tough judge,’ Al notes) and published later that spring. Although the ramjet faces numerous engineering issues, its ability to resolve the mass-ratio problem in interstellar flight makes it certain to receive continued scrutiny.
by A. A. Jackson
Writers of science fiction prose noticed the difference between interplanetary flight and interstellar flight earlier than anyone. Various fictional methods of faster-than-light (FTL) were invented in the 1930s, John Campbell even inventing the term ‘warp drive’. Asimov’s Galactic Empire is only facilitated by FTL ‘jump-drives’. Slower than light interstellar travel made an appearance in Goddard and Tsiolkovsky’s writings in the form of ‘generation ships’, usually called ‘worldships’ now.
As far as I know, the first engineer to look at the very basic physics — quantitative calculations — of relativistic interstellar flight was Robert Esnault-Pelterie; he made relativistic calculations before 1920 that were published in his book L’Astronautique (1930). The first derivation of the relativistic rocket equation occurs in Esnault-Pelterie’s writings. This was long before Ackeret (J. Ackeret, “Zur Theorie der Raketen,” Helvetica Physica Acta 19, p.103, 1946). The classical mass ratio rocket equation of Tsiolkovsky showed the difficulty of space travel. The relativistic rocket equation showed that interstellar flight was even more difficult.
Eugen Sänger, who had been interested in interstellar flight in the 1930s, addressed the interstellar mass ratio problem in 1953 with a paper on photon rockets, “Zur Theorie der Photonenraketen” (Vortrag auf dem 4. Internationalen Astronautischen Kongreß in Zürich 1953). Sänger, more than almost anyone before him, studied the hard physics of antimatter rockets and relativistic rocket mechanics. Using the most energetic energy source, antimatter, would require tons of it in a conventional rocket. There was sore need of a better method.
Bussard
Robert W Bussard was a rangy man who looked like he walked the halls of power. I had dinner with him at a San Francisco section of the American Institute of Aeronautics and Astronautics meeting in 1979. We had invited Poul Anderson, author of Tau Zero; Anderson and Bussard had never met. Over dinner Bussard told me he started working on nuclear propulsion at Los Alamos in 1955, and that he and R. DeLauer wrote the first monograph on atomic powered rockets in 1959 [1]. He also said he had been looking at work at Lawrence Radiation Laboratory in 1959.
Bussard told me he had always been interested in interstellar flight. One day at breakfast at Los Alamos he got a tortilla rolled up with scrambled egg in it. That cylinder made him think of a fusion ram starship! I have to wonder if that story is true, for had he been looking at Livermore’s lab papers he probably saw Project Pluto, the nuclear powered atmospheric ramjet.
Bussard sat down in 1959 and wrote the paper “Galactic matter and interstellar flight,” published in Astronautica Acta in 1960. This paper is thoroughly technical; Bussard summarizes Ackeret, Sänger and Les Shepherd’s studies of interstellar flight [2]. Sänger had shown that even using antimatter one still had a mass ratio problem with a conventional rocket. Bussard then presents an amazing new concept that solved the mass ratio problem [3]. He notes that one can scoop interstellar hydrogen and fuse it to produce a propulsion system.
The treatment is rigorously special relativistic; using conservation of energy and momentum he derives the equations of motion of an interstellar ramjet. He accounts for the energy production and propulsion efficiency of the vehicle in general terms. He uses the most energetic fusion mechanism, the proton-proton fusion reaction which converts .0071 of the rest mass of collected protons to energy. Bussard derives the property that the ramjet will need to be boosted to an initial speed.
Image: Robert Bussard in 1959 with his Astronutica Acta issue.
Bussard discusses the engineering physics problems; the difficulty of using the p-p chain is enormous. He notes that interstellar hydrogen can be unevenly distributed, there being rich and rarefied regions. He gives a simplified model for scooping and sometimes it is missed that he mentions magnetic fields as a ‘collector’. Bussard also notes both radiation losses and radiation hazards during the operation of the ramjet.
Sagan
The Bussard Ramjet got a boost in 1963 when Carl Sagan noted that there was a solution to the mass ratio problem for interstellar flight [4]. Sagan summarized this paper in Intelligent Life in the Universe in 1966 [5], probably the best popularization of the Ramjet. Sagan also noted that ships accelerating at one gravity could circumnavigate the universe, ship proper time, in about 50 years. He references Sänger in the paper version [4] and the calculation of the mechanics of a 1g starship. As far as I know, the 1957 paper of Sänger [6] is the first exposition of a constant acceleration starship and the consequences of time dilation when extreme interstellar distances are traveled. Bussard mentioned, very briefly, a magnetic field as a scoop, but Sagan describes such a collector in a more elaborated though qualitative way.
Fishback
John Ford Fishback published his MIT bachelor’s thesis in Astronautica Acta in 1969 [7]; this was supervised by Philip Morrison. Morrison and Cocconi were the fathers of radio SETI. Morrison seems to have taken an interest in Sagan’s mention of Bussard’s ramjet — I’m not sure if it was Morrison or Fishback who suggested the study. The paper is a remarkable marshalling of electrodynamics, charged particle motion, plasma physics, the physics of materials and special relativity.
Fishback constructs a model for the magnetic scoop field taking into account the fraction of hydrogen ingested and reflected. Using conservation laws, he derives the most detailed equations of motion accounting for mass and radiation losses that had been published anywhere. In the scooping process, Fishback examines the statistical distribution of gas in the galaxy and derives a relativistic expression for ship proper acceleration with ‘drag’. An important consequence, expressed for the first time, is the mechanical stress on the scoop field magnets. He derived an upper limit on the maximum Lorentz factor that can be obtained as a ramjet accelerates at 1 g for a long time due to stress on the source of the scoop field.
[For more on Fishback, see Al’s John Ford Fishback and the Leonora Christine from 2016, with further thoughts by Greg Benford.]
Image: John Ford Fishback in 1967 and first page of his paper in Astronautica Acta. Sadly, Fishback would take his own life in 1970 at the age of 23.
Martin
In 1971 [8] and 1973 [9] Tony Martin reviewed Fishback’s paper, making useful clarifying observations. Martin provides details of calculation that Fishback leaves to the reader on the relation of the fraction of particles that are magnetically confined to the reactor intake as a function of the confining field and the starship’s speed. In his second paper, Martin corrects a numerical error by Fishback showing that the cutoff speed due to the stress properties of the magnetic source is 10 times larger than was calculated. Martin also gives a nice calculation of the size of the magnetic scoop field. Fishback and Martin’s papers account for the ‘drag’ due to reflected particles; this result seems unknown to later critics of the ramjet.
Whitmire
I met Dan Whitmire in 1973, when we were both working on doctorates in physics at the University of Texas at Austin. Dan and I were talking about interstellar flight one day and I showed him Bussard’s paper. Dan was in the nuclear physics group at Texas and took an immediate interest in the problem with proton-proton fusion as had been pointed out by Bussard and Martin. Then he came up with an ingenious solution: Carry carbon on board the starship and use it as a catalyst to implement the CNO fusion cycle [10]. The CNO process is 1018 times faster than the PP chain at the fusion reactor temperatures under consideration. This reduces the fusion reactor size to 10s (and more) of meters in dimension. Since carbon cycles in the process, in theory one would only need to carry a small amount; however it is not clear how under dynamic conditions one would recover all the catalysis needed.
Later Developments
The above are the core studies of the interstellar ramjet. Hybrid methods occurred to several researchers. Alan Bond [11] proposed a vehicle that carried a separate energy source yet scooped-up interstellar hydrogen not as fuel but simply as reaction mass, this is known as the augmented interstellar ramjet. Conley Powell [12] presented a refined analysis of this system. The author [13] presented a study using antimatter added to the scooped reaction mass for propulsion as an augmented method. Relevant to the augmented ramjet is antimatter combined with matter for propulsion as studied by Forward and Kammash [14, 15].
T. A. Heppenheimer published a paper in the Journal of the British Interplanetary Society [16] noting the problems with the p-p chain for fusion without citing Dan Whitmire’s solution. Heppenheimer notes radiation losses but does not cite Whitmire and Fishback, who addressed the problems of bremsstrahlung and synchrotron radiation in the reactor and the scoop field.
Matloff and Fennelly [17] have interesting papers on charged particle scooping with superconducting coils. Cassenti looked at several modifications and aspects of the ramjet [18].
Recently Semay and Silvestre-Brac [21, 22] re-derived the equations of motion of the interstellar ramjet, first done by Bussard and Fishback. They find some new extensions with solutions of the relativistic equations for distance and time.
Dan Whitmire and the author [23] removed the fusion reactor by taking the energy source out of the ship and placing it in the Solar System. If one scoops hydrogen but energizes it with a laser system it is possible to make a ramjet that is smaller and less massive. Such a system probably has a limited range similar to laser pushed sails.
An excellent survey of interstellar ramjets and hybrid ram systems can be found in the books by Mallove and Matloff [24] and a recent monograph by Matloff [25], see these books and the references listed in them. See also Ian Crawford’s paper [26].
The Interstellar Ramjet in Science Fiction
It seems the Bussard Ramjet first appeared in a Larry Niven short story called “The Warriors” (1966). Later Niven used the Ramjet in his other fiction, inventing, I think, the term Ram Scoop. However I think the best known use of the Ramjet is Poul Anderson’s Tau Zero [26]. The core story in Tau Zero is not the Interstellar Ramjet but the constant acceleration circumnavigate-the-universe calculation first done by Eugen Sänger.
My guess is that Anderson only saw Carl Sagan’s exposition on this in Intelligent Life in the Universe. The Greek letter ‘Tau’ was introduced by Hermann Minkowski in 1908; it is the time measured by the travelers in the starship Leonora Christine, while the time measured by people back on earth is t. Special relativistic time dilation leads to (ship time)/(Earth Time) going to almost zero. Accelerate at one g for 50 years and one covers a distance of about 93 billion light years that is roughly the size of the universe.
Image: What would become Tau Zero first appeared in shortened form as “To Outlive Eternity” in the pages of Galaxy in June, 1967.
The Bussard Ramjet Leonora Christine sets out for Beta Virginis, approximately 36 light years away. A mid-trip mishap robs the ship of its ability to slow down. Repairs are impossible unless they shut down the ramjet, but if the crew did that, they would instantly be exposed to lethal radiation. There’s no choice but to keep accelerating and hope that the ship will eventually encounter a region in the intergalactic depths with a sufficiently hard vacuum so that the ramjet could be safely shut down. They do find such a region and repair the ship.
Anderson then introduces the mother of all twists. The Leonora Christine has accelerated for so long that the crew discover relative to the universe a cosmological amount of time has elapsed. The universe is not ‘open’ but fits the re-collapse model, it is going for the big crunch. I know of no other science fiction novel with more extreme problem solving that this hard SF story.
Anderson’s cosmology for Tau Zero seems to come totally from George Gamow [28]. Gamow and his students did pioneering work on early time cosmology, an elaboration of earlier work done by Georges Lemaître. When Poul Anderson wrote the novel, he may have been aware that Big Bang cosmology had evolved beyond Gamow’s models …. However, having his starship eventually orbit the ‘Cosmic Egg’ or Ylem was a solution to the crew’s problem. Alas, even in Gamow’s cosmology the ‘Ylem’ is the universe, so no way to ‘orbit’ it. Poetic license for the sake of a Ripping Yarn! (An intersecting exercise is to see what the trajectory of the Leonora Christine‘s plot problem is in current accelerating universe cosmology.)
After Niven and Anderson, the Bussard Ramjet became common currency in science fiction, although it has faded somewhat in recent times. Recently a fusion ramjet, SunSeeker, appears as an integral part of the Bowl of Heaven series by Greg Benford and Larry Niven [29].
Final Thoughts
There seems to be a thread of pessimism about the Bussard Ramjet centered around drag on the ramjet due to interaction with the scoop field. This is an issue that Fishback deals with in his analysis; he shows one cannot just use a dipole magnetic field. A more complex collector field is needed. Fishback and Martin do show there is a fundamental physics limitation. Even using the strongest material theoretically possible, there is an upper limit to a mission Lorentz factor, probably equal to 10,000. Above this one will bust the scoop coil due to magnetic stress. The cosmological peril of the Leonora Christine depicted in Tau Zero is not physically possible.
The main show stopper for the ramjet is the engineering. There is no way with foreseeable technology to build all the components of an interstellar ram scoop starship. Several aspects should be revisited. (1) The source of the magnetic scoop field, Fishback [7] derived one, Cassenti elaborated another [20]; (2) the fusion reactor — the aneutronic fusion concept is direct conversion of fusion to energy [30]; (3) hybrid systems, especially laser-boosted ramjets.
Since basic physics does not rule a ramjet out, it is possible that an advanced civilization might build one. Freeman Dyson [31] pointed out many times that what we could not do might be done by some advanced civilization as long as the fundamental physics allows it. An interesting consequence of this is that interstellar ramjets may have been built and might have observable properties. Doppler-boosted waste heat from such ships might be observable. Plowing into HII regions in the galaxy, a starship’s magnetic scoop field might produce a bow-shock which could be observable. Isolated objects in this galaxy with Lorentz factors in the thousands would be unusual and if they are accelerating even more unusual.
The idea of picking up your fuel along the way in your journey across interstellar space may be the optimal solution to the mass ratio problem in interstellar flight. The interstellar ramjet warrants more technical study.
Appendix
Because Robert Bussard sketched a ramjet with a physical ‘funnel’ …all the many illustrations I have seen since seem to have some kind of ‘cow catcher’ on the front. Though it is reasonable that such a structure is the source of an electromagnetic device, I think it more likely that the ‘scoop’ field will be produced by a magnetic configuration that directs the incoming stream into the mouth of the reactor without any extra funnel-like forward structure. Here is a rough schematic done for me by artist Doug Potter. There is a ‘bulb’ representing the magnetic source field (maybe the parabolic magnetic field calculated by Fishback), a reactor section and an exhaust. Not a very elegant representation of the ramjet but a suggested configuration.
References
1. Bussard, R. W., and R. D. DeLauer. Nuclear Rocket Propulsion, McGraw-Hill, New York, 1958
2. L. R. Shepherd, “Interstellar Flight,” Journal of the British Interplanetary Society, 11, 4, July 1952
3. R.W. Bussard, “Galactic matter and interstellar flight,” Astronautica Acta 6 (1960) 179-195
4. C. Sagan, “Direct contact among galactic civilizations by relativistic interstellar spaceflight,” Planet. Space Sci. 11 (1963) 485-498
5. Sagan, Carl; Shklovskii, I. S. (1966). Intelligent Life in the Universe. Random House
6. Sänger, E., “Zur Flugmechanik der Photonenraketen.” Astronautica Acta 3 (1957), S. 89-99
7. Fishback J F, “Relativistic interstellar spaceflight,” Astronautica Acta 15 25-35, 1969
8. Anthony R. Martin; “Structural limitations on interstellar spaceflight,” Astronautica Acta, 16, 353-357 , 1971
9. Anthony R. Martin; “Magnetic intake limitations on interstellar ramjets,” Astronautica Acta 18, 1-10 , 1973
10. Whitmire, Daniel P., “Relativistic Spaceflight and the Catalytic Nuclear Ramjet” Acta Astronautica 2 (5-6): 497-509, 1975
11. Bond, Alan, “An Analysis of the Potential Performance of the Ram Augmented Interstellar Rocket,” Journal of the British Interplanetary Society, Vol. 27, p.674,1974
12. Powell, Conley, “Flight Dynamics of the Ram-Augmented Interstellar Rocket,” Journal of the British Interplanetary Society, Vol. 28, p.553, 1975
13. Jackson, A. A., “Some Considerations on the Antimatter and Fusion Ram Augmented Interstellar Rocket,” Journal of the British Interplanetary Society, v33, 117, 1980.
14. R.L. Forward, “Antimatter Propulsion”, Journal of the British Interplanetary Society, 35, pp. 391-395, 1982
15. Kammash, T., and Galbraith, D. L., “Antimatter-Driven-Fusion Propulsion for Solar System Exploration,” Journal of Propulsion and Power, Vol. 8, No. 3, 1992, pp. 644 – 649
16. Heppenheimer, T.A. (1978). “On the Infeasibility of Interstellar Ramjets”. Journal of the British Interplanetary Society 31: 222
17. Matloff, G.L., and A.J. Fennelly, “A Superconducting Ion Scoop and Its Application to Interstellar Flight”, Journal of the British Interplanetary Society, Vol. 27, pp. 663-673, 1974
18. Matloff, G.L., and A.J. Fennelly, “Interstellar Applications and Limitations of Several Electrostatic/Electromagnetic Ion Collection Techniques”, Journal of the British Interplanetary Society, Vol. 30, pp. 213-222, 1980
19. Matloff, G.L., and A.J. Fennelly , B. N , “Design Considerations for the Interstellar Ramjet,” 44th AIAA/ASME/SAE/ASEE Joint Propulsion Conference & Exhibit, 2008
20. Cassenti, B. N , “The Interstellar Ramjet,” 40th AIAA/ASME/SAE/ASEE Joint Propulsion Conference and Exhibit, 2004
21. Claude Semay and Bernard Silvestre-Brac, “The equation of motion of an interstellar Bussard ramjet,” European Journal of Physics 26(1):75, 2004
22. Claude Semay and Bernard Silvestre-Brac, “Equation of motion of an interstellar Bussard ramjet with radiation loss,” Acta Astronautica 61(10):817-822, 2007
23. Whitmire, D. and Jackson, A, “Laser Powered Interstellar Ramjet,” Journal of the British Interplanetary Society Vol. 30pp. 223-226, 1977
24. Mallove, E. F., and G.L. Matloff, The Starflight Handbook, Wiley, New York, 1989
25. Matloff, G., Deep-Space Probes, Praxis Publishing, Chichester, UK, 2000
26. Ian A Crawford, “Direct Exoplanet Investigation Using Interstellar Space Probes.” In Handbook of Exoplanets Springer 2017
27. Anderson, Poul. Tau Zero. New York: Lancer Books (1970)
28. George Gamow, The Creation of the Universe (1952)
29. Benford, G. and Niven, L., Bowl of Heaven series, Macmillan.
30. Benford, G., Private communication.
31. Dyson, F. J., “The search for extraterrestrial technology,” in Marshak, R.E. (ed), Perspectives in Modern Physics, Interscience Publishers, New York, pp. 641-655
by Paul Gilster | Mar 27, 2020 | Advanced Rocketry |
If Breakthrough Starshot is tackling the question of velocities at a substantial percentage of lightspeed, what do we do about the payload question? A chip-sized spacecraft is challenging in terms of instrumentation and communications, not to mention power. Enter Jeff Greason’s Q-Drive, with an entirely different take on high velocity missions within the Solar System and beyond it. Drawing its energies from the medium to deploy an inert propellant, the Q-Drive ups the payload enormously. But can it be engineered? Alex Tolley has been doing a deep dive on the concept and talking to Dr. Greason about the possibilities, out of which today’s essay has emerged. A Centauri Dreams regular, Alex has a history of innovative propulsion work, and with Brian McConnell is co-author of A Design for a Reusable Water-Based Spacecraft Known as the Spacecoach (Springer, 2016),
by Alex Tolley
Technical University of Munich for Project Icarus. Credit: Adrian Mann.
The interstellar probe coasted at 4% c after her fusion drive first stage was spent. It massed 50,000 kg, mostly propellant water ice stored as a conical shield ahead of the probe that did double duty as a particle shield. The probe extended a spine, several hundred kilometers in length behind the shield. Then the plasma magnet sails at each end started to cycle, using just the power from a small nuclear generator. The magsails captured and extracted power from the ISM streaming by. This powered the ionization and ejection of the propellant. Ejected at the streaming velocity of the ISM, the probe steadily increased in velocity, eventually reaching 20% c after exhausting 48,000 kg of propellant. The probe, targeted at Proxima Centauri, would reach its destination in less than 20 years. It wouldn’t be the first to reach that system, the Breakthrough microsails had done that decades earlier, but this probe was the first with the scientific payload to make a real survey of the system and collect data from its habitable world.
(sound of a needle skidding across a vinyl record). Wait, what? How can a ship accelerate to 20% c without expending massive amounts of power from an onboard power plant, or an intense external power beam from the solar system?
In a previous article, I explained the plasma magnet drive, a magsail technology that did not require a large physical sail structure, but rather a compact electromechanical engine whose magnetic sail size was dependent on the power and the surrounding medium’s plasma density.
Like other magsail and electric sail designs, the plasma magnet could only run before the solar wind, making only outward bound trips and a velocity limited by the wind speed. This inherently limited the missions that a magsail could perform compared to a photon sail. Where it excelled was the thrust was not dependent on the distance from the sun that severely limits solar sail thrust, and therefore this made the plasma magnet sail particularly suited to missions to the outer planets and beyond.
Jeff Greason has since considered how the plasma magnet could be decelerated to allow the spacecraft to orbit a target in the outer system. Following the classic formulations of Fritz Zwicky, Greason considered whether the spacecraft could use onboard mass but external energy to achieve this goal. This external energy was to be extracted from the external medium, not solar or beamed energy, allowing it to operate anywhere where there was a medium moving relative to the vehicle.
The approach to achieve this was to use the momentum and energy of a plasma stream flowing past the ship and using that energy to transfer momentum to an onboard propellant to drive the ship. That plasma stream would be the solar wind inside the solar system (or another star system), and an ionized interstellar medium once beyond the heliosphere.
Counterintuitively, such a propulsion system can work in principle. By ejecting the reaction mass, the ship’s kinetic energy energy is maintained by a smaller mass, and therefore increases its velocity. There is no change in the ship’s kinetic energy, just an adjustment of the ship’s mass and velocity to keep the energy constant.
Box 1 shows that net momentum (and force) can be attained when the energy of the drag medium and propellant thrust are equal. However this simple momentum exchange would not be feasible as a drive as the ejection mass would have to be greater than the intercepted medium resulting in very high mass ratios. In contrast, the Q-Drive, achieves a net thrust with a propellant mass flow far less than the medium passing by the craft, resulting in a low mass ratio yet high performance in terms of velocity increase.
Figure 1 shows the principle of the Q-Drive using a simple terrestrial vehicle analogy. Wind blowing through a turbine generates energy that is then used to eject onboard propellant. If the energy extracted from the wind is used to eject the propellant, in principle the onboard propellant mass flow can be lower than the mass of air passing through the turbine. The propellant’s exhaust velocity is matched to that of the wind, and under these conditions, the thrust can be greater than the drag, allowing the vehicle to move forward into the wind.
Box 2 below shows the basic equations for the Q-Drive.
Let me draw your attention to equations 1 & 2, the drag and thrust forces. The drag force is dependent on the velocity of the wind or the ship moving through the wind which affects the mass flow of the medium. However, it is the change in velocity of the medium as it passes through the energy harvesting mechanism rather than the wind velocity itself that completes this equation. Compare that to the thrust from the propellant where the mass flow is dependent on the square of the exhaust velocity. When the velocity of the ship and the exhaust are equal, the ratio of the mass flows is dependent on the ratio of the change in velocity (delta V) of the medium and the exhaust velocity. The lower the delta V of the medium as the energy is extracted from it, the lower the mass flow of the propellant. As long as the delta V of the medium is greater than zero, as the delta V approaches zero, the mass of the stream of medium is greater than the mass flow of the propellant. Conversely, as the delta V approaches the velocity of the medium, i.e. slowing it to a dead stop relative to the ship, the closer the medium and exhaust mass flows become.
Equations 3 and 7 are for the power delivered by the medium and the propellant thrust. As the power needed for generating the thrust cannot be higher than than delivered by the medium, at 100% conversion the power of each must be equal. As can be seen, the power generated by the energy harvesting is the drag force multiplied by the speed of the medium. However, the power to generate the thrust is ½ the force of the thrust multiplied by the exhaust velocity, which is the same as the velocity of the medium. Therefore the thrust is twice that of the drag force and therefore a net thrust equal to the drag force is achieved [equation 9]. [Because the sail area must be very large to capture the thin solar wind and the even more rarified ISM, the drag force on the ship itself can be discounted.]
Because the power delivered from the external medium increases as the ship increases in velocity, so does the delivered power, which in turn is used to increase the exhaust velocity to match. This is very different from our normal expectations of powering vehicles. Because of this, the Q-Drive can continue to accelerate a ship for as long as it can continue to exhaust propellant.
Figure 2 shows the final velocity versus the ship’s mass ratio performance of the Q-Drive compared to a rocket with a fixed exhaust velocity, and the rocket equation using a variable exhaust but with the thrust reduced by 50% to match the Q-drive net thrust equaling 50% of the propellant thrust. With a mass ratio below 10, a rocket with an exhaust equal to the absolute wind velocity would marginally outperform the Q-drive, although it would need its own power source to run, such as a solar array or nuclear reactor. Beyond that, the Q-drive rapidly outperforms the rocket. This is primarily because as the vehicle accelerates, the increased power harvested from the wind is used to commensurately increase the exhaust velocity. If a rocket could do this, for example like the VASIMR drive, the performance curve is the same. However, the Q-drive does not need a huge power supply to work, and therefore offers a potential for very high velocity without needing a matching power supply.
Equation A16 [1] and Box 3 equation 1 show that the Q-Drive has a velocity multiplier that is the square root of the mass ratio. This is highly favorable compared to the rocket equation. The equations 2 and 3 in Box 3 show that the required propellant and hence mass ratio is reduced the less the medium velocity is reduced to extract power. However, reducing the delta V of the medium also reduced the acceleration of the craft. This implies that the design of the ship will be dependent on mission requirements rather than some fixed optimization.
Box 4 provides some illustrative values for the size of the mag sails in the solar system for the Q-Drive and the expected performance for a 1 tonne craft. While the magnetic sail radii are large, they are achievable and allow for relatively high acceleration. As explained in [4], the plasma magnet sails increase in size as the medium density decreases, maintaining the forces on the sail. Once in interstellar space, the ISM is yet more rarefied and the sails have to commensurately expand.
How might the plasma medium’s energy be harvested?
The wind turbine shown in figure 1 is replaced by an arrangement of the plasma magnet sails. To harvest the energy of the medium, it is useful to conceptualize the plasma magnet sail as a parachute that slows the wind to run a generator. At the end of this power stroke, the parachute is collapsed and rewound to the starting point to start the next power cycle. This is illustrated in figure 3. A ship would have 2 plasma magnet sails that cycle their magnetic fields at each end of a long spine that is aligned with the wind direction to mimic this mechanism. The harvested energy is then used to eject propellant so that the propellant exhaust velocity is optimally the same as the medium wind speed. By balancing the captured power with that needed to eject propellant, the ship needs no dedicated onboard power beyond that for maintenance of other systems, for example, powering the magnetic sails.
Within the solar system, the Q-Drive could therefore push a ship towards the sun into the solar wind, as well as away from the sun with the solar wind at its back. Ejecting propellant ahead of the ship on an outward bound journey would allow the ship to decelerate. Ejecting the propellant ahead of the ship as it faced the solar wind would allow the ship to fall towards the sun. In both cases, the maximum velocity is about the 400 km/s of the peak density velocity of the solar wind.
Can the drive achieve velocities greater than the solar wind?
With pure drag sails, whether photon or magnetic, the maximum velocity is the same as the medium pushing on the sail. For a magnetic sail, this is the bulk velocity of the solar wind, about 400 km/s at the sun’s equator, and 700 km/s at the sun’s poles.
Unlike drag sails, the Q-Drive can achieve velocities greater than the medium, e.g. the solar wind. As long as the wind is flowing into the bow of the ship, the ship can accelerate indefinitely until the propellant is exhausted. The limitation is that this can only happen while the ship is facing into the wind (or the wind vector has a forward facing component). In the solar system, this requires that there is sufficient distance to allow the ship to accelerate until its velocity is higher than the solar wind before it flies past the sun. Once past perihelion, the ship is now running into the solar wind from behind, and can therefore keep accelerating.
What performance might be achievable?
To indicate the possible performance of the Q-drive in the solar system, 2 missions are explored, both requiring powered flight into the solar wind.
Two Solar System Missions
1. Mercury Rendezvous
To reach Mercury quickly requires the probe to reduce its orbital speed around the sun to drop down to Mercury’s orbit and then reduce velocity further to allow orbital insertion. The Q-Drive ship points its bow towards the sun, and ejects propellant off-axis. This quickly pushed the probe into a fast trajectory towards the sun. Further propellant ejection is required to prevent the probe from a fast return trajectory and to remain in Mercury’s sun orbital path. From there a mix of propellant ejection and simple drag alone can be used to place the probe in orbit around Mercury. Flight time is of the order of 55 days. Figure 4 illustrates the maneuver.
2. Sundiver with Triton Flyby
The recent Centauri Dreams post on a proposed flyby mission to Triton indicated a flight time of 12 years using gravity assists from Earth, Venus, and Jupiter.. The Q-Drive could reduce most of that flight time using a sundiver approach. Figure 5 shows the possible flight path. The Q-Drive powers towards the sun against the solar wind. It must have a high enough acceleration to ensure that at perihelion it is now traveling faster than the solar wind. This allows it to now continue on a hyperbolic trajectory continually accelerating until its propellant is exhausted.
This sundiver maneuver allows the Q-Drive craft to fly downwind faster than the wind.
For a ship outward bound beyond the heliosphere, the ISM medium is experienced as a wind coming from the bow, While extremely tenuous, there is enough medium to extract the energy for continued acceleration as long as the ship has ejectable mass.
Up to this point, I have been careful to state this works IN PRINCIPLE. In practice there are some very severe engineering challenges. The first is to be able to extract energy from the drag of the plasma winds with sufficient efficiency to generate the needed power for propellant ejection. The second is to be able to eject propellant with a velocity that matches the speed of the vehicle, IOW, the exhaust velocity must match the vehicle’s velocity, unlike the constant exhaust velocity of a rocket. If the engines to eject propellant can only eject mass at a constant velocity, the delta V of the drive would look more like a conventional rocket, with a natural logarithm function of the mass flow. The ship would still be able to extract energy from the medium, but the mass ratio would have to be very much higher. The chart in Figure 2 shows the difference between a fixed velocity exhaust and the Q-Drive with variable velocity.
The engineering issues to turn the Q-Drive into hardware are formidable. To extract the energy of the plasma medium whether solar wind or ISM, with high efficiency, is non-trivial. Greason’s idea is to have 2 plasma magnet drag sails at each end of the probe’s spine that cycle in power to extract the energy. The model is rather like a parachute that is open to create drag to push on the parachute to run a generator, then collapse the parachute to release the trapped medium and restart it at the bow (see figure 3). Whether this is sufficient to create the needed energy extraction efficiency will need to be worked out. If the efficiencies are like those of a vertical axis wind turbine that works like drag engines, the efficiencies will be far too low. The efficiency would need to be higher than that of horizontal axis wind turbines to reduce the mass penalties for the propellant. It can be readily seen that if the efficiencies combine to be lower than 50%, then the Q-Drive effectively drops back into the regime illustrated in Box 1, that is that the mass of propellant must become larger than the medium and ejected more slowly. This hugely raises the mass ratio of the craft and in turn reduces its performance.
The second issue is how to eject the propellant to match the velocity of the medium streaming over the probe. Current electric engines have exhaust velocities in the 10s of km/s. Theoretical electric engines might manage the solar wind velocity. Efficiencies of ion drives are in the 50% range at present. To reach a fraction of light speed for the interstellar mission is orders of difficulty harder. Greason suggests something like a magnetic field particle accelerator that operates the length of the ship’s spine. Existing particle accelerators have low efficiencies, so this may present another very significant engineering challenge. If the exhaust velocity cannot be matched to the speed of the ship through the medium, the performance looks much more like a rocket, with velocity increases that depend on the natural logarithm of the mass ratio, rather than the square root. For the interstellar mission, increasing the velocity from 4% to 20% light speed would require a mass ratio of not just 25, but rather closer to 150.
Figure 6 shows my attempt to illustrate a conceptual Q-Drive powered spacecraft for interstellar flight. The propellant is at the front to act as a particle shield in the ISM. There is a science platform and communication module behind this propellant shield. Behind stretches a many kilometers long spine that has a plasma magnet at either end to harvest the energy in the ISM and to accelerate the propellant. Waste heat is handled by the radiator along this spine.
In summary, the Q-Drive offers an interesting path to high velocity missions both intra-system and interstellar, with much larger payloads than the Breakthrough Starshot missions, but with anticipated engineering challenges comparable with other exotic drives such as antimatter engines. The elegance of the Q-Drive is the capability of drawing the propulsion energy from the medium, so that the propellant can be common inert material such as water or hydrogen.
The conversion of the medium’s momentum to net thrust is more efficient than a rocket with constant exhaust velocity using onboard power allowing far higher velocities with equivalent mass ratios. The two example missions show the substantial improvements in mission time for both and inner system rendezvous and an outer system flyby. The Q-Drive also offers the intriguing possibility of interstellar missions with reasonable scientific and communication payloads that are not heroic feats of miniaturization.
References
1. Greason J. “A Reaction Drive Powered by External Dynamic Pressure” (2019) JBIS v72 pp146-152.
2. Greason J. ibid. equation A4 p151.
3. Greason J. “A Reaction Drive Powered by External Dynamic Pressure” (2019) TVIW video https://youtu.be/86z42y7DEAk
4. Tolley A. “The Plasma Magnet Drive: A Simple, Cheap Drive for the Solar System and Beyond” (2017) https://www.centauri-dreams.org/2017/12/29/the-plasma-magnet-drive-a-simple-cheap-drive-for-the-solar-system-and-beyond/
5. Zwicky F. The Fundamentals of Power (1946). Manuscript for the International Congress of Applied Mechanics in Paris, September 22-29, 1946.
