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.

This work aims to describe a mathematical model and a numerical method to simulate a thin anisotropic membrane moving and deforming in 3D space under a dynamic load of an arbitrary time and space profile. The anisotropic continuum medium model described in the article can be used to model a membrane made of composite material using its effective elastic parameters. The model and the method allow the consideration of problems when the quasi-static approximation is not valid and elastic waves caused by the impact should be calculated. The model and the method can be used for numerical study of different processes in thin composite layers, such as shock load, ultrasound propagation, non-destructive testing procedures and vibrations. The thin membrane is considered as a 2D object in 3D space, an approach that allows a reduction in the computational time compared with full 3D models, while still having an arbitrary material rheology and load profile.

Lack of flexibility limits the performance enhancement of man-made flapping wing Micro Air Vehicles (MAVs). Active chordwise deformation (bending) is introduced into the flapping wing model at low Reynolds number of Re = 200 in the present study. The lattice Boltzmann method with immersed boundary is adopted in the numerical simulation. The effects of the bending amplitude, bending frequency and phase lag between bending and flapping on the propulsive performance are analysed. The numerical results show that all the chordwise deformation parameters including the bending amplitude, bending frequency and phase lag have a great influence on the flow field, Leading-Edge Vortex (LEV), Trailing-Edge Vortex (TEV) and previous Leading-Edge Vortex (pLEV) of the deformable flapping wing, which leads to the variation of the propulsive performance. With decreasing bending amplitude and increasing bending frequency, both the thrust and energy dissipation coefficients increase. The highest thrust coefficient and highest energy dissipation coefficient occur at a phase lag of 180°. On the other hand, strong dependence of the propulsive efficiency on the vortex tangle is found. The highest propulsive efficiency is obtained for the present model at a dimensionless bending amplitude of 0.2, bending frequency of 0.7Hz, and phase lag of 0°.

We previously described an efficient, lightweight and flexible electro-thermal system, based on directly drawn carbon nanotube web (CNT web), as part of an icing protection system for carbon fibre reinforced polymer (CFRP) composite aircraft structures. The location of the heating elements on critical lifting surface leading edges or nacelle intake lips makes them particularly susceptible to impact damage, which may leave no visible mark. This makes it desirable to have both a mechanism for identifying the location of damage to the CNT structure (and by inference, potential damage to the underlying CFRP) and a process for restoring the CNT heater to full operation. With the CNT web acting as a sensor, impact damage is identified by an increase in electrical resistance and, particularly, by infrared imaging, which reveals a cold spot or zone depending upon the CNT web layup. Whereas a unidirectional CNT web layup exhibits a large increase in resistance and loss of a full width band of operation, a cross ply quasi-isotropic CNT web arrangement suffers only a small increase in resistance and a loss of function that is highly localised to the damaged area. A novel methodology, based on dispersed CNT in resin, is described for repairing and reconnecting the CNT structure and restoring functionality. A CNT web-based electro-thermal element was applied to the leading edge of a representative carbon-fibre composite wing section to demonstrate the flexibility of this system.

Visualising the loads that a structure can tolerate provides a key insight into the structural design process, especially for materials and structures that are governed by complex failure criteria. This paper proposes a general method for efficient construction of performance envelopes in load space, and demonstrates the approach with two examples. The performance envelope identifies all possible failure modes, all the redundant and non-redundant structural constraints, and the limiting failure mode in a particular direction in load space. Once the envelope has been constructed, the structural reserve factors can be calculated extremely quickly. In design such envelopes are most useful for structural analysis processes which involve a very large number of load cases, and where the cost of constructing an envelope for a given feature is relatively modest.

A multi-agent engagement scenario is considered in which a high-value aircraft launches two defenders to intercept two homing missiles aimed at the aircraft. Under the assumption that all aircrafts have first-order linear dynamic characteristics, a combined multiple-mode adaptive estimation (MMAE) and a two-way cooperative optimal guidance law are proposed for the target–defenders team. Considering the full cooperation of the target and both the two defenders, the two-way cooperative strategies provide the analytical expressions for their optimal control input, enabling the target–defenders team to intercept the missiles with minimal control effort. To successfully intercept the missiles, MMAE is used to identify the guidance laws adopted by the missiles and estimate their states. The simulation results show that the target cooperating with the defenders to perform lure manoeuvres for the missiles can improve the guidance performance of the defenders as well as reduce the control effort of the defenders for intercepting the missiles.

An electric propulsion model for propeller-driven aircraft is developed with the aim of minimising the power consumption for a given airspeed and thrust. Blade Element Momentum Theory (BEMT) is employed for propeller performance predictions fed with aerodynamic aerofoil data obtained from a proposed combined Computational Fluid Dynamics (CFD)–Montgomerie method, which is also validated. The Two-Dimensional (2D) aerofoil data are corrected to consider compressibility, three-dimensional, viscous and Reynolds-number effects. The BEMT model showed adequate fitting with experimental data from the University of Illinois Urbana Champaign (UIUC) database. Additionally, Goldstein optimisation via vortex theory is employed to design pitch and chord distributions minimising the induced losses of the propeller. Particle swarm optimisation is employed to find the optimal value for a wide range of geometrical and operational parameters considering some constraints. The optimisation algorithm is validated through a study case where an existing optimisation problem is approached, leading to very similar results. Some trends and insights are obtained from the study case and discussed regarding the design of an optimal propulsion system. Finally, CFD simulations of the study case are carried out, showing a slight relative error of BEMT.

Losses induced by tip clearance limit decisive improvements in the system efficiency and aerodynamic operational stability of aero-engine axial compressors. The tendency towards even lower blade heights to compensate for higher fluid densities aggravates their influence. Generally, it is emphasised that the tip clearance should be minimised but remain large enough to prevent collisions between the blade tip and the casing throughout the entire mission. The present work concentrates on the development of a preliminary aero-engine axial compressor casing design methodology involving meta-modelling techniques. Previous research work at the Institute for Turbomachinery and Flight Propulsion resulted in a Two-Dimensional (2D) axisymmetric finite element model for a generic multi-stage high-pressure axial compressor casing. Subsequent sensitivity studies led to the identification of significant parameters that are important for fine-tuning the tip clearance via specific flange design. This work is devoted to an exploration of the potential of surrogate modelling in preliminary compressor casing design with respect to rapid tip clearance assessments and its corresponding precision in comparison with finite element results. Reputed as data-driven mathematical approximation models and conceived for inexpensive numerical simulation result reproduction, surrogate models show even greater capacity when linked with extensive design space exploration and optimisation algorithms.

Compared with high-fidelity finite element simulations, the reductions obtained in computational time when using surrogate models amount to 99.9%. Validated via statistical methods and dependent on the size of the training database, the precision of surrogate models can reach down to the range of manufacturing tolerances. Subsequent inclusion of such surrogate models in a parametric optimisation process for tip clearance minimisation rapidly returned adaptions of the geometric design variables.

Microwaves are a form of electromagnetic radiation commonly used for telecommunications, navigation and food processing. More recently microwave technologies have found applications in fibre-reinforced polymer composites, which are increasingly used in aircraft structures. Microwave energy can be applied with low power (up to milliwatts) for non-destructive testing and high power (up to kilowatts) for heating/curing purposes. The state-of-the-art applications at high power include curing, three-dimensional (3D) printing, joining and recycling, whereas low-power microwave techniques can provide quality checks, strain sensing and damage inspection. Low-power microwave testing has the advantage of being non-contact, there is no need for surface transducers or couplants, it is operator friendly and relatively inexpensive; high-power microwave energy can offer volumetric heating, reduced processing time and energy saving with no ionising hazards. In this paper the recent research progress is reviewed, identifying achievements and challenges. First, the critical electromagnetic properties of composites that are closely related to the heating and sensing performance are discussed. Then, representative case studies are presented. Finally, the trends are outlined, including intelligent/automated inspection and solid-state heating.

Increasing demand for commercial air travel is projected to have additional environmental impact through increased emissions from fuel burn. This has necessitated the improvement of aircraft propulsion technologies and proposal of new concepts to mitigate this impact. The hybrid-electric aircraft propulsion system has been identified as a potential method to achieve this improvement. However, there are many challenges to overcome. One such challenges is the combination of electrical power sources and the best strategy to manage the power available in the propulsion system. Earlier methods reviewed did not quantify the mass and efficiency penalties incurred by each method, especially at system level. This work compares three power management approaches on the basis of feasibility, mass and efficiency. The focus is on voltage synchronisation and adaptation to the load rating. The three methods are the regulated rectification, the generator field flux variation and the buck-boost. This comparison was made using the propulsion system of the propulsive fuselage aircraft concept as the reference electrical configuration. Based on the findings, the generator field flux variation approach appeared to be the most promising, based on a balance of feasibility, mass and efficiency, for a 2.6MW system.