Aeroassisted Orbital Transfer: Guidance and Control by D.Subbaram Naidu

By D.Subbaram Naidu

The suggestion of aeroassisting for orbital move has been famous as one of many severe applied sciences for pioneering the gap frontier. In house transportation structures, aeroassisting (or aerobraking), outlined because the deceleration because of the results of atmospheric drag upon a automobile in the course of orbital operations, opens new challenge possibilities, specifically in regards to the institution of the everlasting area Station Freedom and house explorations to different planets similar to Mars. the most parts of analysis stated during this monograph are atmospheric access challenge by means of the tactic of matched asymptotic expansions, coplanar and non-coplanar orbital transfers with aeroassist know-how, orbital plan switch with aerocruise, and neighbouring optimum assistance. a different characteristic is the bibliography with a purpose to give you the reader with a literature prestige for additional research.

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Extra resources for Aeroassisted Orbital Transfer: Guidance and Control Strategies

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2 Ideal Aeroassisted Transfer In an idealized aeroassisted coplanar transfer, the vehicle grazes the atmospheric boundary, undergoes the necessary velocity reduction and skips back into another orbit [Fig. 2]. Thus, the vehicle leaves HEO at R,lWith a tangential deorbit impulse AVoi and enters into an elliptic orbit with its perigee at Ra and flight path angle T¢= 0. , along the circular orbit of radius Ra). This grazing flight is continued along the atmospheric boundary to point F until sufficient velocity has been depleted by atmospheric drag such that upon reducing the lift to zero, the vehicle ascends with yf = 0 on an elliptic orbit to an apogee at R¢.

Dickmanns, "Maximum range three-dimensional lifting planetary entry," N A S A Tech. Report, T R R-387, Marshall Space Flight Center, AL, Aug. 1972 [8] R. V. Ramnath, and P. Sinha, "Dynamics of the space shuttle during entry into Earth's atmosphere," A/AA Journal, 13, 337-342, 1975. [9] A. Busemann, N. X. Vinh, and R. D. Culp, "Solution of the exact equations for three-dimensional atmospheric entry using directly matched CHAPTER 2: ATMOSPHERIC ENTRY PROBLEM 29 asymptotic expansions," NASA Contractor Report, CR-2643, University of Colorado, Boulder, CO, March 1976.

The spacecraft enters and exits the atmosphere at an altitude of 120 km. 65 km. The velocity versus time is shown in Figure 7(lo). The vehicle enters the atmosphere with a velocity of 10309 m/see and leaves the atmosphere with a speed of 7880 m/see, thus giving a velocity reduction of 2429 m/see. The profile of flight path angle with time is shown in Figure 7(c). 5045 degrees. The control history is shown in Figure 7(d). The vehicle enters the atmosphere with maximum lift capability and switches to the minimum lift coefficient and then gradually increases during the remaining flight.

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