Hypersonic Mach number and real gas effects on Space Shuttle Orbiteraerodynamics

Maus, J. R.; Griffith, B. J.; Szema, K. Y.; Best, J.

doi:10.2514/3.8624

Cited by 75 publications

(17 citation statements)

References 4 publications

Supporting

Mentioning

Contrasting

Order By: Relevance

“…This problem, which has been encountered regardless of the complexity of the entry vehicle shape, is primarily caused by real-gas and Mach-number effects. 12 An example of this phenomena is the flight of STS-1 in which more than double the expected deflection in the Orbiter's body flap was required for trim. 12 During re-entry of the Apollo capsules, an approximate 3-deg error in the expected trim OL was noted.…”

Section: Aerodynamic Characteristic Mispredictionmentioning

confidence: 98%

“…12 An example of this phenomena is the flight of STS-1 in which more than double the expected deflection in the Orbiter's body flap was required for trim. 12 During re-entry of the Apollo capsules, an approximate 3-deg error in the expected trim OL was noted. 13 Furthermore, depending upon the atmospheric composition assumptions and the inclusions of real-gas effects, current AFE trim a predictions vary by as much as5deg.…”

Section: Aerodynamic Characteristic Mispredictionmentioning

confidence: 98%

See 1 more Smart Citation

Predictor-corrector guidance algorithm for use in high-energy aerobraking system studies

Braun

Powell

1992

Journal of Guidance, Control, and Dynamics

View full text Add to dashboard Cite

A three-degree-of-freedom predictor-corrector guidance algorithm is developed specifically for use in highenergy aerobraking performance evaluations. This paper presents both the development and capabilities of this guidance algorithm as applied to the design of manned Mars aerobraking vehicles. Atmospheric simulations are performed to demonstrate the applicability of this algorithm and to evaluate the effects of off-nominal conditions upon the mission. The off-nominal conditions simulated result from atmospheric density and aerodynamic characteristic mispredictions. The guidance algorithm also provides relief from the high deceleration levels typically encountered in a high-energy aerobraking mission profile. Through this analysis, bank-angle modulation is shown to be an effective means of providing deceleration relief. Furthermore, the capability of the guidance algorithm to manage off-nominal vehicle aerodynamic and atmospheric density variations is demonstrated. NomenclaturemVs 2 e = eccentricity g = gravitational acceleration (9.806 m/s 2 ) / = inclination, deg L/D = lift-to-drag ratio m = vehicle mass, kg m/C D S = ballistic coefficient, kg/m 2 S = aerobrake surface area, m 2 atm = atmospheric interface velocity, km/s w = horizontal density variational wavelength, km y = downrange distance, m a = angle of attack, deg A/ = guidance sampling rate, s AK = propulsive velocity change, m/s A7 = flyable corridor width, deg Tatm = atmospheric interface flight path angle, deg = bank angle, deg p = atmospheric density, kg/m 3 GJ = argument of periapsis, deg 12 = longitude of ascending node, deg

show abstract

Section: Aerodynamic Characteristic Mispredictionmentioning

confidence: 98%

Section: Aerodynamic Characteristic Mispredictionmentioning

confidence: 98%

Predictor-corrector guidance algorithm for use in high-energy aerobraking system studies

Braun

Powell

1992

Journal of Guidance, Control, and Dynamics

View full text Add to dashboard Cite

show abstract

“…Kutler et al, 10 16 studied the effect of real gas on the Space Shuttle aerodynamics. Real-gas effects were found to increase the axial force coefficient, particularly at high Mach numbers and at high-entry-altitude conditions.…”

Section: Literature Surveymentioning

confidence: 99%

Real-gas flowfields about three-dimensional configurations

Balakrishnan¹,

Lombard²,

Davy

1985

Journal of Spacecraft and Rockets

View full text Add to dashboard Cite

Real-gas, in viscid supersonic flowf ields over a three-dimensional configuration are determined using a factored implicit algorithm. Air in chemical equilibrium is considered and its local thermodynamic properties are computed by an equilibrium composition method. Numerical solutions are presented for both real and ideal gases at three different Mach numbers and at two different altitudes. Selected results are illustrated by contour plots and are also tabulated for future reference. The results obtained compare well with existing tabulated numerical solutions and hence validate the solution technique. Nomenclature a = sound speed A = Jacobian matrix, defined by Eqs. (15) and (16) B = Jacobian matrix, defined by Eq. (15) C = Jacobian matrix, defined by Eq. (15) e = total energy density E =flux vector, defined by Eq. (2) F =flux vector, defined by Eq. (2) G = flux vector, defined by Eq. (2) h = static enthalpy; also parameter used to select the spatial order of the numerical scheme in Eq. (14) / = internal energy / = identity matrix J = Jacobian of the coordinate transformation, defined by Eq. (6) £ = length M = molecular weight of the mixture; also Mach number p = nondimensional pressure q = conservative variable vector R = normalized radial distance T = normalized temperature, defined by Eq. (3) u = velocity component in the x coordinate direction v = velocity component in the y coordinate direction; also dimensional characteristic velocity w = velocity component in the z coordinate direction x,y,z = Cartesian coordinate directions Z = compressibility, defined by Eq. (12) a. = angle of attack j8 = ratio of static enthalpy to internal energy 7 = isentropic exponent d = central difference operator; also shock standoff distance A, V = forward and backward difference operators e = artificial dissipation smoothing parameter Presented as Paper 83-0581 at the AIAA 21st Aerospace Sciences Meeting, Reno, Nev., f = coordinate in the circumferential direction 77 = coordinate in the normal direction 0 = parameter defined by Eq. (18) £ = coordinate in the axial direction p =gas mixture density r = nondimensional time = parameter defined by Eq. (17) Subscripts = explicit = implicit = nose = reference =time derivative = freestream e i N ref t 00

show abstract

“…Computational study indicated that the differences between flight and pre-flight predictions of hypersonic pitching moment were attributable primarily to Mach number and real gas effects [2].…”

Section: Introductionmentioning

confidence: 99%

Aerodynamic Configuration Design of Flight Demonstrator for Real Gas Effect

Chen

Gong

2015

Procedia Engineering

View full text Add to dashboard Cite

Real gas effect is one of the key technical challenges for reusable orbital vehicle development. Conducting flight demonstration is an effective way to understand the real gas flow characteristics. In this paper, investigation on the aerodynamic configurations of flight demonstrators, which are designed according to the requirements of flight tests for real gas effect studies, are conducted. The real gas effect is simulated by the numerical method with the equilibrium gas model. By analyzing the influence of real gas effect on the aerodynamic characteristics of different types of aerodynamic shapes, the aerodynamic design principles for real gas effect demonstrator are summarized. The aerodynamic configuration that satisfies the requirements of real gas effect flight tests is proposed.

show abstract

Hypersonic Mach number and real gas effects on Space Shuttle Orbiteraerodynamics

Cited by 75 publications

References 4 publications

Predictor-corrector guidance algorithm for use in high-energy aerobraking system studies

Predictor-corrector guidance algorithm for use in high-energy aerobraking system studies

Real-gas flowfields about three-dimensional configurations

Aerodynamic Configuration Design of Flight Demonstrator for Real Gas Effect

Contact Info

Product

Resources

About