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The PRORA-USV Project Chapter 2 Space Vehicles) does not focus on any specific future launcher configuration. Rather it looks at technology advances that are supposed to be fundamental for foreseeable next generations RLVs. The basic belief is that the real revolution in access-to-space cost reduction can be obtained only by pushing the development toward the realization of a today aviation-like system (SSTO-HTHL, sometime called aerospaceplanes) 10,13 . Identified technological areas requiring innovation and maturation are the following 10,13 : • aero-thermal design and optimization of the vehicle configuration, with the main task of improving aerodynamic performances and thermal management, as compared to past and present operational spacecrafts (Soyuz, Space Shuttle); • development of a fully innovative avionics as well as autonomous guidance navigation and control capability allowing maximum down and cross-range flexibility for a wider family of re-entry trajectories; • development of hot structures based on innovative architectures and very high performance materials, allowing to withstand the very high temperatures and large thermal loads during the re-entry phase into the atmosphere. PRORA includes thus technology developments along these three directions up to their validation both on ground using test facilities and in flight using experimental vehicles. Actually the USV program approach consists in the execution of a series of flight tests of increasing complexity, in terms of flight regimes and altitude envelope, with the aim of gradually achieving the final goal of an advanced re-entry capability. For this scope, the design, development and operation of a number of Flying Test Beds (FTBs) represent a relevant effort of the program. The peculiar concept underlying these class of experimental vehicles is that they have to be conceived as sub-scale unmanned and autonomous flying research laboratories, allowing them to fly within an enlarged operating envelope rather than a pre-defined and fixed pattern 10-14 . System and technology targets that are needed to achieve the final re-entry capability as above depicted, are grouped in two major classes of missions which will be described in the next section. 12
The PRORA-USV Project Chapter 2 2.2 – The Missions The first class of missions, covers all of the flight and mission operation issues related to the low atmosphere part of a re-entry pattern, from about 35 km of altitude down to ground, the main focus being on aero-structural and flight control of a re- entry vehicle at transonic and low supersonic speed 10,11,13,14 . These missions will be accomplished using alternatively the two twin units (Castore and Polluce) of the FTB_1 laboratory (see Figure 2.1) and using a stratospheric balloon as carrier/launch system. © CIRA Specifically: Figure 2.1 – CIRA’s FTB_1 experimental vehicle. • Mission DTFT1 (Dropped Transonic Flight Test 1, accomplished on February 24, 2007) 12 and Mission DTFT2 (Dropped Transonic Flight Test 2, scheduled for winter 2008) are intended to: � validate advanced GNC systems fully developed in house (CIRA) by means of Rapid Prototyping techniques, � realize extensive measurements in the field of aerodynamics and structures in order to guarantee proper aero-structural characteristics under transonic and low supersonic conditions � validate all of the mission and operation management aspects • Mission DSFT (Dropped Supersonic Flight Test) is intended to validate flight stability, guidance strategies and control laws in supersonic regimes. The second class of missions, will cover all of the flight regimes interested by a complete re-entry pattern, from LEO orbit to landing 10,11,13,14 . These missions, will be 13
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5 Validation of the Code The purpos
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7 Lessons Learned from the USV-DTFT
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ACHAB Related Projects Chapter 8
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References [1] Crouch, T. D., “Li
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[37] Weismann, D., “The Influence
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