Aircraft full-scale fatigue tests are expensive and time-consuming to conduct but are a critical item on the certification path of any aircraft design or modification. This paper outlines a proposal that trades cycling hours for increased detail in the teardown of a metallic test article. A method for determining the equivalent demonstrated crack size (and crack growth curve) at the mandated test life utilising the lead crack framework is demonstrated. It is considered that the test duration can be significantly reduced, whilst still achieving all the desired outcomes of a certification program.

In the context of future human spaceflight exploration missions, Rendezvous and Docking (RVD) activities are critical for the assembly and maintenance of cislunar structures. The scope of this research is to investigate the specifics of orbits of interest for RVD in the cislunar realm and to propose novel strategies to safely perform these kinds of operations. This paper focuses on far rendezvous approaches and passively safe drift trajectories in the Ephemeris model. The goal is to exhibit phasing orbit requirements to ensure a safe far approach. Ephemeris representations of Near Rectilinear Halo Orbits (NRHOs) were derived using multiple-shooting and adaptive receding-horizon targeting algorithms. Simulations showed significant drift and overlapping properties for phasing and target orbits of interest, motivating the search for safe natural drift trajectories and using impact prediction strategies.

In the previous works by the authors, an efficient method of control of the inversion of the spinning spacecraft was proposed. This method was prompted by the Dzhanibekov’s Effect or Tennis Racket Theorem, which are often seen by many as odd or even mysterious. For the spacecraft, initially undergoing periodic flipping motion, proposed method allows to completely stop these flips by transferring the unstable motion into the regular stable spin. Similarly, the method allows activation of the flipping motion of the spacecraft, which is initially undergoing its stable spin. In this paper, spacecraft designs, which have inertial morphing capabilities, are considered and their advantages are further investigated. For general formulation, the ability of the spacecraft to change its inertial properties, associated with all three principal axes of inertia, are assumed. For simulation of these types of spacecraft systems, extended Euler’s equations are used and peculiar dynamics of the spacecraft is illustrated with a several study cases. Complex spacecraft attitude dynamics manoeuvres, using geometric interpretation, employing angular momentum spheres and kinetic energy ellipsoids, are considered in detail. Contributions of the inertial morphing to the changes of the shape of the kinetic energy ellipsoid are demonstrated and are related to the resultant various feature manoeuvres, including inversion and re-orientation. A method of reduction of the compound rotation of the spacecraft into a single stable predominant rotation around one of the body axes was proposed. This is achieved via multi-stage morphing and employing proposed instalment into separatrices. Implementation of the morphing control capabilities are discussed. For the periodic inversion motions, calculation of the periods of the flipping motion, based on the complete elliptic integral of the first kind, is performed. Flipping periods for various combinations of inertial properties of the spacecraft are presented in a systematic way. This paper discusses strategies to the increase or reduction the flipping and/or wobbling motions. A discovered asymmetric ridge of high periods for peculiar combinations of the inertial properties is discussed in detail. Numerous examples are illustrated with animations in virtual reality, facilitating explanation of the analysis and control methodologies to a wide audience, including specialists, industry and students.

This paper focuses on the problem of skin corrosion on the upper wing surfaces of rib-stiffened aircraft. For maritime and military transport aircraft this often results in multiple co-located repairs. The common approach to corrosion damage in operational aircraft is to blend out the corrosion and rivet a mechanical doubler over the region. In particular this paper describes the results of a combined numerical and experimental investigation into the ability of the additive metal technology, Supersonic Particle Deposition (SPD), to restore the load-carrying capacity of rib-stiffened wing planks with simulated skin corrosion. The experimental results reveal that unrepaired skin corrosion can result in failure by yielding. The experimental results also reveal that SPD repairs to skin corrosion can restore the stress field in the structure, and can ensure that the load-carrying capability of the repaired structure is above proof load.

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.

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 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.