The Algerian Space Agency has been active in the field of microsatellite engineering for more than 15 years and has successfully developed microsatellites under several know-how transfer technology programs, six to date. This paper presents the flight results and lessons learned from the attitude determination and control system (ADCS) flown on the ALSAT-2B satellite, an Earth observation microsatellite, by analysing the behaviour of the satellite from the initial attitude acquisition through the coarse pointing mode then the nominal mode, where the payload is first tested, and finally the orbit control mode. The spacecraft was launched on 26 September 2016 and placed into a 670km Sun-synchronous orbit with a solar local time at an ascending node of 22:15. The ADCS performance presented here mainly focuses on the launch and early operation results. ALSAT-2B includes four reaction wheels in a pyramidal configuration, three gyros, three Sun sensors, three magneto-torquers, one magnetometer, and one star tracker for agile and accurate attitude control. In addition, a propulsion system based on four 1N hydrazine thrusters is also used on board the microsatellite. The main new development in this platform compared with previous ones of the same type is the fusion of the star tracker and measurements by the three gyroscopes into one gyrostellar estimator that was implemented for the first time on ALSAT-2B, and the pyramidal configuration of the wheels, aiming to increase the angular momentum. The results obtained from the early launch operations for different ADCS modes are very encouraging and fulfil all the requirements set during design and testing. Currently, the satellite has accomplished its fourth year in orbit and is still operational and producing high-quality images.

During early phases of wing design, analytic and low-fidelity methods are often used to identify promising design concepts. In many cases, solutions obtained using these methods provide intuition about the design space that is not easily obtained using higher-fidelity methods. This is especially true for aerostructural design. However, many analytic and low-fidelity aerostructural solutions are limited in application to wings with specific planforms and weight distributions. Here, a numerical method for minimising induced drag with structural constraints is presented that uses approximations that apply to unswept planar wings with arbitrary planforms and weight distributions. The method is applied to the National Aeronautics and Space Administration (NASA) Ikhana airframe to show how it can be used for rapid aerostructural optimisation and design-space exploration. The design space around the optimum solution is visualised, and the sensitivity of the optimum solution to changes in weight distribution, structural properties, wing loading and taper ratio is shown. The optimum lift distribution and wing-structure weight for the Ikhana airframe are shown to be in good agreement with analytic solutions. Whereas most modern high-fidelity solvers obtain solutions in a matter of hours, all of the solutions shown here can be obtained in a matter of seconds.

A trajectory optimisation procedure is addressed to generate a reference trajectory for Satellite Launch Vehicles (SLVs). Using a grid-based discrete scheme, a Modified Minimum Cost Network Flow (MCNF)-based algorithm over a large-scale network is proposed. By using the network grid around the Earth and the discrete dynamic equations of motion, the optimum trajectory from a launch point to the desired orbit is obtained exactly by minimisation of a cost functional subject to the nonlinear dynamics and mission constraints of the SLV. Several objectives such as the flight time and terminal conditions may be assigned to each arc in the network. Simulation results demonstrate the capability of the proposed algorithm to generate an admissible trajectory in the minimum possible time compared with previous works.

The early conceptual design (CD) phase of space access vehicles (SAVs) is the most abstract, innovative and technologically challenging phase of the entire aerospace design life cycle. Although the design decision-making during this phase influences around 80 percent of the overall life cycle cost, it is the most abstract and thus least understood phase of the entire design life cycle. The history of SAV design provides numerous examples of project failures that could have been avoided if the decision-maker had had the capability to forecast the potential risks and threats correctly ahead of time during the conceptual design phase. The present study addresses this crucial phase and demonstrates a best-practice synthesis methodology prototype to advance the current state of the art of CD as applied to SAV design. Developed by the Aerospace Vehicle Design (AVD) Laboratory at the University of Texas at Arlington (UTA), the Aerospace Vehicle Design Synthesis process and software (AVDS) is a prototype solution for a flight vehicle configuration–flexible (generic) design synthesis capability that can be applied to the primary categories of SAVs. This study focusses on introducing AVDS, followed by the demonstration and verification of the system’s capability through a sizing case study based on the data-rich Boeing X-20 Dyna-Soar spaceplane.

The need for autonomous location estimation in the form of optical navigation is an essential requirement for forthcoming deep space missions. While crater-based navigation might work well with larger bodies littered with craters, small sub-kilometer bodies do not necessarily have them. We have developed a new pose estimation method for absolute navigation based on photometric local feature extraction techniques thus making it suitable for missions that cannot rely on craters. The algorithm can be used by a navigation filter in conjunction with relative pose estimation such as visual odometry for additional robustness and accuracy. To estimate the position and orientation of the spacecraft in the asteroid-fixed coordinate frame, it uses navigation camera images in combination with other readily available information, such as orientation relative to the stars and the current time for an initial estimate of the asteroid rotation state. Evaluation of the algorithm when using different feature extractors is performed, on one hand, using Monte Carlo simulations and, on the other hand, using actual images taken by the Rosetta spacecraft orbiting the comet 67P/Churyumov–Gerasimenko. Our analysis, where four different feature extraction methods (AKAZE, ORB, SIFT, SURF) were compared, showed that AKAZE is most promising in terms of stability and accuracy.

Air-breathing propulsion has the potential to decrease the cost per kilogram for access-to-space, while increasing the flexibility of available low earth orbits. However, to meet the performance requirements, fuel-air mixing inside of scramjet engines and thermal management still need to be improved.

An option to address these issues is to use intrinsically generated vortices from scramjet inlets to enhance fuel-air mixing further downstream, leading to shorter, less internal drag generating, and thus more efficient engines. Previous works have studied this vortex-injection interaction numerically, but validation was impractical due to lack of published experimental data. This paper extends upon these previous works by providing experimental data for a canonical geometry, obtained in the T4 Stalker Tube at Mach 8 flight conditions, and assesses the accuracy of numerical methodologies such as RANS CFD to predict the vortex-injection interaction.

Focus is placed on understanding the ability of the numerical methodology to replicate the most important aspects of the vortex-injection interaction. Results show overall good agreement between the numerical and experimental results, as all major features are captured. However, limitations are encountered, especially due to a localised region of over predicted heat flux.

The objective of this study is to identify, evaluate, and provide recommendations towards the realisation of near-term hypersonic flight hardware through the consideration of carrier vehicle constraints. The current rush of available funds for hypersonic research cannot cause a program to ignore growth potential for future missions. The prior NB-52 carrier vehicles, famous for the X-15 and X-43A missions, are retired. Next generation hypersonic demonstrator requirements will necessitate a substitution of carrier vehicle capability. Flight vehicle configuration, technology requirements, and recommendations are arrived at by constructing and evaluating a hypersonic technology demonstrator design matrix. This multi-disciplinary parametric sizing investigation of hypersonic vehicle demonstrators focuses on the evaluation of the combined carrier platform, booster, and hypersonic cruiser solution space topography. Promising baseline configurations are evaluated against operational requirements by trading fuel type, endurance cruise time, and payload weight. The multi-disciplinary study results are constrained with carrier payload mass and geometry limitations. The multi-disciplinary results provide physical insights into near-term hypersonic demonstrator payload and cruise time requirements that will stretch the capability of existing carrier aircraft. Any growth in hypersonic research aircraft size or capability will require new carrier vehicle investments.

Turbo-electric propulsive fuselage aircraft featuring Boundary-Layer Ingestion (BLI) are considered promising candidates to achieve the emissions reduction targets set for aviation. This paper presents an analytical method capable of estimating the BLI benefit at aircraft level, enabling a quick exploration of the propulsive fuselage design space. The design space exploration showed that the assumptions regarding the underwing turbofans and BLI fan mass estimation can have an important impact on the final fuel burn estimation. The same applies to the total efficiency assumed for the electric transmission, the range of the aircraft mission, and the propulsive efficiency of the engines used as benchmark. The regional jet and short- to medium-range aircraft classes seem to be the most promising as the ingested drag and power saving are among the largest, with long-range aircraft being just behind. The future introduction of advanced technologies, which target the reduction of vortex and wave dissipation at aircraft level, could increase the potential benefit of propulsive fuselage BLI. On the other hand, the potential benefit would be decreased if more efficient and lighter ultra high bypass ratio engines were used as benchmark.

The development of oceanography and meteorology has greatly benefited from satellite-based data of Earth’s atmosphere and ocean. Traditional Earth observation missions have utilised Sun-synchronous orbits with repeat ground tracks due to their advantages in visible and infrared wavelengths. However, diversification of observation wavelengths and massive deployment of miniaturised satellites are both enabling and necessitating new kinds of space missions. This paper proposes several unconventional satellite orbits intended for use in, but not limited to, Earth observation. This ‘toolbox’ of orbits and taxonomy thereof will thus support the definition of design requirements for the individual satellites in nano-satellite constellations developed by national space agencies, industries and academia.

Metop is the space segment of the EUMETSAT Polar System (EPS), which provides real-time data to several European meteorological services as well as to the National Oceanic and Atmospheric Administration (NOAA) and other international agencies. The third Metop satellite, Metop-C, was launched on 7 November 2018 and shall enter in operations in few months, once the on-going commissioning of the meteorological products is completed. Each Metop satellite was designed to operate at least five years. A sequential deployment of the satellites was foreseen to achieve the target mission duration of 15 years, replacing an old one at end of life with a newer one; thanks to the excellent performances of the launchers and of the platform itself, and to continuous improvements to the fuel management, it was possible to extend the operational life of each satellite by a factor of three, still maintaining enough fuel to perform safe de-orbiting operations (foreseen for Metop-A, launched in 2006, at the end of 2021). This provided the opportunity to develop in 2012 (after Metop-B launch) dual-satellite products, which now, with the arrival of Metop-C, can evolve to tri-satellite; several decisions, concerning the selection of launch date and time as well as commissioning and operational locations, had to be been taken to achieve the target configuration; the analyses leading to these decisions are discussed here.

The European Space Operations Centre currently operates five Copernicus Sentinel satellites in the framework of Europe’s Copernicus Earth observation programme. The routine operations rely on a daily orbit determination, carried out on-ground, consisting in a least-squares fit of a dynamical model to GPS navigation solutions generated on-board. The purpose of this paper is the estimation of realistic uncertainties on this daily determined state vector. By comparison with the orbit derived by Precise Orbit Determination, we estimate the 1-sigma errors at approximately 0.5m and 0.5mm/s. Non-stationary errors in the navigation solution preclude their characterisation with a constant covariance matrix. Error whitening is achieved by decreasing the signal-to-noise ratio in the errors through the use of underestimated weights on the data. The approach keeps the errors on the derived state vector unchanged and allows the covariance on the state vector to become realistic.

The RemoveDEBRIS mission has been the first mission to successfully demonstrate, in-orbit, a series of technologies that can be used for the active removal of space debris. The mission started late in 2014 and was sponsored by a grant from the EC that saw a consortium led by the Surrey Space Centre to develop the mission, from concept to in-orbit demonstrations, that terminated in March 2019. Technologies for the capture of large space debris, like a net and a harpoon, have been successfully tested together with hardware and software to retrieve data on non-cooperative target debris kinematics from observations carried out with on board cameras. The final demonstration consisted of the deployment of a drag-sail to increase the drag of the satellite to accelerate its demise.

A growing interest in constellations of small satellites has recently emerged due to the increasing capability of these platforms and their reduced time and cost of development. However, in the absence of dedicated launch services for these systems, alternative methods for the deployment of these constellations must be considered which can take advantage of the availability of secondary-payload launch opportunities. Furthermore, a means of exploring the effects and tradeoffs in corresponding system architectures is required. This paper presents a methodology to integrate the deployment of constellations of small satellites into the wider design process for these systems. Using a method of design-space exploration, enhanced understanding of the tradespace is supported , whilst identification of system designs for development is enabled by the application of an optimisation process. To demonstrate the method, a simplified analysis framework and a multiobjective genetic algorithm are implemented for three mission case-studies with differing application. The first two cases, modelled on existing constellations, indicate the benefits of design-space exploration, and possible savings which could be made in cost, system mass, or deployment time. The third case, based on a proposed Earth observation nanosatellite constellation, focuses on deployment following launch using a secondary-payload opportunity and demonstrates the breadth of feasible solutions which may not be considered if only point-designs are generated by a priori analysis. These results indicate that the presented method can support the development of future constellations of small satellites by improving the knowledge of different deployment strategies available during the early design phases and through enhanced exploration and identification of promising design alternatives.

Launching orbital and suborbital rockets from a high altitude is beneficial because of e.g. nozzle optimisation and reduced drag. Aircraft and gas balloons have been used for the purpose. Here we present a concept where a balloon is filled with pure water vapour on ground so that it rises to the launch altitude. The system resembles a gas balloon because no onboard energy source is carried, and no hard objects fall down. We simulate the ascent behaviour of the balloon. In the baseline simulation, we consider a 10 tonne rocket lifted to an altitude of 18 km.We model the trajectory of the balloon by taking into account steam adiabatic cooling, surface cooling, water condensation and balloon aerodynamic drag. The required steam mass proves to be only 1.4 times the mass of the rocket stage, and the ascent time is around 10 minutes. For small payloads, surface cooling increases the relative amount of steam needed, unless insulation is applied to the balloon skin. The ground-filled steam balloon seems to be an attractive and sustainable method of lifting payloads such as rockets into high altitude.

Hypersonic air-breathing propulsion can improve cost and flexibility of Low Earth Orbit (LEO) satellite launch missions. However, at the high flight Mach numbers required for access-to-space, performance margins are extremely tight. Techniques to improve mixing efficiency can push this technology forward. However, these are required to produce a minimal increase in losses and heat loads to be viable. The use of inlet-generated vortices in scramjets for mixing enhancement was previously studied. These vortices interact with the injected fuel plume, stretching it and increasing its effective surface for mixing. Moreover, these vortices are intrinsic to the flowfield. Therefore, contrary to other methods, when using inlet vortices mixing is enhanced without producing additional heat loads or losses. This work studies the vortex-injection interaction through numerical RANS simulations. A non-dimensional variable defining the quality of the plume shape for mixing purposes is proposed. This parameter is used to assess the effect of vortex intensity and injector location on fuel plume shape. The results show the ability of inlet vortices to modify fuel plume shape significantly increasing fuel mixing rate with minimal impact on losses.

The takeoff-mass of a two-stage-to-orbit Rocket-Based Combined Cycle Engine-Rocket (RBCC-RKT) launch vehicle is a crucial factor in its comprehensive performance. This paper optimizes the takeoff-mass together with the trajectory by reformulating it to a nonlinear optimal control problem. The range of the second stage rocket mass is considered as a process constraint. When the scopes of initial and terminal states are specified, the problem can be solved by using the Gauss pseudo-spectral method (GPM). In order to reduce the convergent difficulty caused by using table data, the data in different stages are utilized by employing an integrated interpolation strategy through the optimization. Simulation results show that the mass can be effectively optimized to meet the inertia mass ratio constraint of the first-stage, and the separation of Mach number and altitude can be optimized at the same time.

An electromechanical coupling model is established for the space-tethered combination (STC) under microgravity environment after target capture by the tethered robot system (TRS). A linearized dynamic model of the STC is put forward with its controllability and observability as a control system analyzed. A double closed-loop tension control strategy is proposed to mitigate the impact and suing longitudinal vibration caused by the velocity difference between the platform and target. Experiment setup is built on a ground-based flotation platform to investigate the impact of the STC. Results of simulation and experimental validation show that the proposed tension control strategy is responsive and rapid in tension tracking and effectively prevent impact.

In Japan, the working group for the Mars Exploration Aircraft continues to research and develop a Mars aircraft aiming to a future survey mission. To ensure the success of the flight mission, a self-localisation system with low-computational complexity is necessary. In the present research, a new self-localisation method is proposed using multispectral images. The algorithm is based on the simple mapping of image moment invariants and gradients calculated from several images at different wavelengths. The numerical simulations revealed the sufficient robustness of the proposed method to image noise. The estimation accuracy can be improved by increasing the number of the spectral images.

Speculation on near-term scientific reasons for the exploration of lunar pits is offered alongside comments on possible longer-term human exploitation. It is proposed that in order to determine whether or not one or more of the pits offer access the large subsurface voids e.g. a non-collapsed lava tube, a preliminary reconnaissance mission solely focused on obtaining lateral images (and/or LiDAR maps) is needed. Possible concept options for such a preliminary reconnaissance mission are discussed. It is suggested that one of the best possible strategies is to employ a micro-sized probe (~0.3 m) that would hop from a nearby main landing spacecraft to the selected pit. After the surface position of the main lander is determined accurately, the probe would perform a ballistic hop, or hover-traverse, a distance of ~3 km over the lunar surface using existing propulsive and guidance technology capability. Once hovering above the pit, the probe or a separate tethered imaging unit would then be lowered into the pit to acquire the necessary subsurface void topology data. This data would then be transmitted back to Earth, directly, via the lander, or via a store-and-forward orbiting relay. Preliminary estimates indicate that a probe of ~14 kg (dry mass) is viable using a conventional hydrazine monopropellant system with a propellant mass fraction of less than ~0.2 (20%) including margins, suggesting a piggyback architecture would be feasible.

In this paper, a non-linear tracking control algorithm is extended. The control objective of this research is to track a desired time-varying attitude of a satellite in the presence of inertia uncertainties and external disturbances, in order to be more suitable for implementation in a real-world application. In this investigation, the actuators are reaction wheels and the actuator dynamics are modelled in addition to the spacecraft dynamics. Thus, the control signal is DC motor voltage which is the most fundamental control variable and can be generated easily by a motor driver in practical cases. To achieve robust tracking of the desired time-varying attitude, a sliding mode controller is designed, and adaptive techniques are developed based on sliding mode control to overcome the inertia uncertainties and to estimate and compensate external disturbances. The kinematic equations of the satellite are expressed using quaternion parameters, and a novel control law will be derived by using a new facilitating approach in controller design, which is based on quaternion algebra, because of quaternion advantages, such as singularity rejection. Using this approach it will be more comfortable to deal with tedious mathematical operations, and on contrary with most of the previous studies, the terms corresponding to derivatives of the desired attitude are not neglected, and tracking capability is retained. The global stability of both methods (Sliding Mode Control (SMC) and adaptive sliding) is investigated using Lyapunov’s stability theorem. In order to validate the control methods, first, Simulink-ADAMS co-simulation of a 3-DOF attitude control is used to verify the algorithm performance and integrity, and finally, the control strategy is implemented on the Amirkabir University of Technology (AUT) 3-DOF attitude simulator for different types of non-linear attitudes. Both co-simulation and implementation results clearly illustrate the designed attitude control algorithm’s excellent performance in the various manoeuvres.