2011

Nitish Kumar
Janmejay Jaiswal
Lala Surya Prakash

11/17/2011
Reentry Vehicle Design
2

Table of Contents
List of Symbol .................................................................................................................... 3
List of figures ..................................................................................................................... 4
Mission Requirements .......................................................................................................... 5
Vehicle Configurations ......................................................................................................... 6
Initial Mass Estimation
9
.................................................................................................... 8
Orbit Parameters ................................................................................................................ 9
Payload ........................................................................................................................... 10
Guidance, Navigation and control ........................................................................................ 13
Power System ................................................................................................................... 13
Thermal analysis ............................................................................................................... 14
CFD & FEM ANALYSIS .................................................................................................... 17
Structure ......................................................................................................................... 21
Trajectory ....................................................................................................................... 23
Blackout during Reentry ................................................................................................. 28
Calculation for blackout time and altitude ......................................................................... 29
Propulsion ....................................................................................................................... 30
Recovery System .............................................................................................................. 30
Parachute ..................................................................................................................... 30
Conclusion ....................................................................................................................... 31
References ....................................................................................................................... 32
APPENDIX ...................................................................................................................... 33


3

List of Symbol

R- Base radius of spacecraft
L- Length of Spacecraft
Rn- Nose radius of spacecraft
V- Velocity of spacecraft
r-Distance of spacecraft from center of Earth
A-Apogee
P-Perigee
V-Velocity Impulse
cir
V -Velocity of spacecraft in initial circular orbit

en
- Reentry flight path angle
q - Heat transfer rate
-Density
h
w
-Wall enthalpy
h
o
-Stagnation Enthalpy
-sweep angle of delta wing
LBC-Lifting ballistic coefficient
L/D- Lift to Drag ratio
n
e,w
-Electron density in wake region
n
e,s
- Electron density in stagnation region
I
sp
Specific Impulse
i- initial satte
f-final state

4

List of figures
Figure 1 Mission Profile ....................................................................................................... 5
Figure 2 Conceptual design of Subsystem of reentry vehicle ...................................................... 6
Figure 3 Fore body shape Design .......................................................................................... 7
Figure 4 Positioning of Sub system inside reentry vehicle .......................................................... 8
Figure 5 Stagnation heat transfer rate at different altitude ...................................................... 14
Figure 6 Heat transfer rate at windward surface .................................................................... 15
Figure 7 Heat transfer at leading edge of wing ....................................................................... 16
Figure 8 Density variation along the length of vehicle obtained from CFD analysis ..................... 17
Figure 9 Static temperature contour on reentry vehicle obtained from CFD analysis ................... 18
Figure 10 Mach number contour on reentry vehicle obtained from CFD analysis ........................ 18
Figure 11 Static Pressure Variation along length of vehicle obtained from CFD analysis .............. 19
Figure 12 Total Pressure Variation along length of vehicle obtained from CFD analysis ............... 19
Figure 13 Wall Shear Stress with length of vehicle obtained from CFD analysis .......................... 20
Figure 14 Mesh and Loads for FEM ANALYSIS ..................................................................... 21
Figure 15 Total Translation (in mm) ..................................................................................... 22
Figure 16 Von Mises Stress (in kPa) .................................................................................... 22
Figure 17 Altitude vs Deceleration ...................................................................................... 24
Figure 18 Altitude vs V/Vre ............................................................................................... 25
Figure 19 Downrange vs V/Vcs .......................................................................................... 25
Figure 20 Time vs V/Vcs ................................................................................................... 26
Figure 21 Entry and touchdown point location ...................................................................... 27
Figure 22 Relation of Volume-Wing area parameter to L/D at hypersonic speeds ....................... 28
5


Mission Requirements
1. To conduct experiments in micro gravity conditions. We have chosen ISS orbit for our experiments.
2. To perform experiments on rat and to bring them safely to Earth.
3. Deceleration of vehicle should not exit 1g.

Mission Profile

Figure 1 Mission Profile

After conducting micro gravity experiment in 400 km circular orbit, we will deboost spacecraft to 200
km circular orbit by using solid propellant. Since we are conducting bone loss experiment, we require
more time. So the duration for the whole mission is 10 days.







6

Vehicle Configurations






Figure 2 Conceptual design of Subsystem of reentry vehicle






7

We are designing lifting body reentry vehicle for our mission. Following are the advantages of lifting
body
1. Increase the width of entry corridor
2. Lesser deceleration than ballistic reentry vehicle.
3. Enlarge the landing footprint
4. Provide additional trajectory options such as skipping trajectory
5. Execute non propulsive plane changes.

During this design process, we are trying to optimize deceleration and heat flux.


Figure 3 Fore body shape Design
Data:
L=1.5m
R=1m
rn=0.3m
Half cone angle= 33.6 degree
From elementary geometry,

( )
|
|
.
|

\
|
2 2
2 2
R + L
r
R
L
= x
n
t

L
R
x = y
t t

( )
2 2
t n t o
y r + x = x

n o a
x x = x

8

Solving for xt, yt, xa and xo, we get
xa=0.2413m ; xo= 0.5413m
xt=0.374m ; yt=0.249m
Volume of the vehicle = 1.6277 m
3


Figure 4 Positioning of Sub system inside reentry vehicle
Initial Mass Estimation
9

Sub System Mass (in kg)
Payload 100
Structure 300
Power System 75
Flight Instrumentation & NGC 180
Thermal Protection System 60
Recovery 105
Launcher Interface 15
Total Initial Mass 835
Growth Margin 5%
9

Orbit Parameters

Initial Orbit Parameters in Keplerian Coordinate System

Radius 6764.4 km
Eccentricity 0
Inclination 51.6 deg.


De-boost phase

The orbit will become circular of altitude 200km after de-boosting phase .We are doing an impulsive
Hohmann transfer for de-boosting. Velocity impulse required for the transfer is calculated using vis-
viva equation
|
.
|

\
|

a r
= V
1 2
2



Initial Orbit
r = a = 6764.4 km
V
I
= 7.6763 km/s

Transfer Orbit
r
A
= 6764.4 km
r
P
= 6578 km
a = 6671.2 km
V
TA
= 7.6225 km/s
V
TP
= 7.8385 km/s
V
1
=V
I
V
TA
= 0.0538 km/s
Final Orbit
r=a= 6578 km
V
F
=7.7843 km/s
V
2
=V
TF
V
F
=0.0542 km/s


V
total
= V
1
+V
2
= 0.108 km/s

The optimal value of reentry angle can be found by the following formula
8

( )
( ) (
(

|
|
.
|

\
|

2 2
2r
1
at en cir
at cir at
cir
r sec r
r r
V = V

This gives the minimal flight path angle at which reentry takes place. If we decrease the flight path
angle below this atmosphere may not be able to capture the vehicle.

en
= 1.60089 deg




10

Payload
We are carrying three payloads to perform experiments in micro gravity conditions

1. Protein Crystal Growth Experiment (CPCG)

The goal of the Commercial Protein Crystal Growth payload is to grow high-quality crystals of selected
proteins so that their molecular structures can be studied. On Earth, gravity often has a negative
impact on growing protein crystals. In microgravity the near weightlessness of space gravitys
disturbances are removed, allowing crystals to grow in a more regular and perfect form.
When the microscopic crystals are returned to Earth, scientists will use X-rays to help analyze the
crystals and to map the locations of a proteins atoms. This information allows them to make
computer models depicting the biological molecules and to determine how the biological substances
function. Knowing the atomic structure may help pharmaceutical companies develop medicines that
fit into a proteins structure much like a key in lock. This research may lead to more effective
medicines with fewer side effects.
Experiment chamber in the CPCG-H consists of a small chamber to hold the protein crystal solution
and reservoir chamber to hold the precipitating agent solution. A small droplet of protein solution is
mixed with a small amount of precipitating agent solution and placed in the protein chamber. The
larger chamber is filled with more concentrated precipitating agent solution, which is captured in a
polymer wicking material to keep the solution from moving around the chamber. During activation,
the protein chamber is rotated so that it is in vapor contact with the reservoir. Water molecules
migrate from the protein droplet through the vapor space into the more concentrated reservoir. As
the volume of the protein droplet decreases, the concentration of protein increases and protein
crystals form. As the experiment proceeds, the crystals become larger.
Advantages
Structural studies using microgravity-grown protein crystals may provide information that can be used
in the development of new drugs. With the advent of genomic information from humans and many
other species, the roles proteins play in diseases and degenerative conditions is becoming more clear
and the need for information about the structure of these proteins more critical.
Benefits from microgravity protein growth experiments have already been seen. Many of the
crystallization experiments conducted on the Space Shuttle have yielded crystals that furthered
structural biology projects. For example, microgravity crystallization experiments have been conducted
with recombinant human insulin. These studies have yielded X-ray diffraction data that helped
scientists to determine higher-resolution structures of insulin formations. This structural information is
valuable for ongoing research toward more effective treatment of diabetes. Other very successful
microgravity crystallization experiments have provided enhanced X-ray diffraction data on a protein
involved in the human immune system. These studies have contributed to the search for drugs to
decrease inflammation problems associated with open-heart surgery.
To conduct this experiment, temperature is maintained at 22C .Also maximum acceleration should be
less than 1g to perform experiment
13
.



11

Specification
Mass of the setup: 8 kg
Power Requirement: 0
Volume Required: 356.4 cm
3

2. Physiological System Experiment
Osteoporosis is a disease marked by a progressive loss of bone mass. It currently affects a large
number of people. Immobilization of any kind for a longer time can cause bone loss; hence it is also
the problem faced by bedridden or paralyzed patients. Because exposure to micro-gravity results in a
loss of bone mass similar to the effects of osteoporosis and immobilization, the space environment
serves as a laboratory for studying these conditions. The changes seen in bone tissue after exposure to
microgravity are, in fact, more similar to the changes seen in osteoporosis.
Hence payload to study the capacity of a synthetic protein molecule to halt or slow bone loss in
micro-gravity is taken.. The protein has potential use in countering conditions that involve loss in bone
mass. It may also be useful for combating the bone loss that is likely to be experienced by astronauts
on long-term space flights in the future.

This experiment deals with the bone loss in rats. Four rats are under investigation. Two of them are
trained (like subjected to centrifuge etc) and other two are normal rats.

Specification
Weight of each rat = 250 gm
Weight of food & water = 17 kg
Power required = 28 W
Operational hour=16 hrs per day
Volume required = 35732 cm
3

Sub systems required for this experiment:
A) Air Quality Control
B) Lighting System
C) Water Refill Box
Water Refill Box is supplementary hardware that can be used to replenish drinking water in the AEM
(Animal Enclosure Module) for missions longer than 5 days.
D) Temperature Recorder
The Ambient Temperature Recorder (ATR) is a self-contained, battery-powered instrument,
approximately the size of a deck of cards. It may be placed in almost any environment (not
submersible in liquid) to provide recording of up to four channels of temperature data. External
probes are flexible to allow the user to place probes at various locations within the sensed
environment. Standard length for probes is 3 feet, but they may be longer or shorter, if required.
Power for this is provided by two internal Lithium thionyl chloride batteries. An O-ring seal protects
the internal electronics of the ATR from fluids in the environment and permits operation in damp or
humid environments, such as an animal habitat.


12


3. Plant Growth Unit
The Plant Growth Unit (PGU) is a self-contained system and designed to hold removable Plant Growth
Chambers. The PGU consists of the support com- ponents and a cavity for growing plants. The PGU is
equipped with a 15 W plant growth lamps (Vita-Lite spectrum), a timer to provide day/night cycling,
temperature sensors, electronically-controlled fans, heater strips for temperature modification, data-
acquisition system, and internal batteries.
For environmental control, two thermostatically-controlled variable-speed fans draw air over the plant
growth chambers. A temperature gradient decreasing from the top to the bottom of the chambers is
maintained to prevent moisture condensation in front of the light. Diurnal temperature cycling is
provided, with a chamber temperature of 25.5 0.61C during the daylight and 23.3 0.61 C during
the night.
Specification
Weight of setup = 35 kg
Power Required = 20 W
Operational hour = 16 hrs
Volume required = 42240 cm
3

Temperature controlling unit
To control the temperature within the limits, refrigerator/incubator system is used. Details of
refrigerator/incubator are given below:
Weight = 20 kg
Power Required = 84 W
Operational hour =24 hrs
Volume required = 59119.2 cm
3

Calculation of oxygen required for rats
14

Density of O
2
= 1.429 g/ml
Minute Volume = 1.4 ml/g (body weight)
Total minute volume for four rats = (1.4*4*250) ml/min = 1.4 l/min
Total O
2
required for 10 days = 1.4*14400 = 20160 liter
O
2
mass = 28.81 kg
In a M6 cylinder, 164 liters of O
2
is compressed to nearly 1 liter at a pressure of 137 bars. So in our
case volume of vessel required for storing oxygen is

Volume of vessel = 20160/164 = 123 liters = 0.123 m
3

Total payload weight = 113 kg

Total payload volume = 151478 cm
3




13

Guidance, Navigation and control
The guidance is performed to maintain defined drag accelerations versus velocity profile, taking into
account the fixed constraints on the heat flux and the aerodynamic loads, and the avoidance of the
active oxidation of the selected thermal protection materials. Antenna is placed in a wake region to
avoid blackout.
The navigation consists of a combination of inertial measurements and GPS updates before 120 km
and a Drag Derived Altitude (DDA) update at 60 km, during the blackout phase.
Guidance is controlled by On Board Computer (OBC).Power required by OBC is 20 W and Operational
hour is 24 hrs

Power System
Ni-H2- The pressure vessel cases of Ni-H2 batteries are generally cylindrical with hemispherical ends.
This makes close packing difficult. Also it is used in large spacecraft. Hence we are not selecting.

Li battery- its energy density is higher compared to other batteries but certain types of Li batteries
experienced teething problem in early application showing a tendency to explode in some situation.
Hence this battery is also rejected.

Ag-Zn It has a good energy density (175Wh/kg, Primary) , high voltage per cell and does not have
above disadvantages. Thus it is selected as the power source.

Total Power required for 10 days = (28*16+20*16+84*24+20*24)*10
=32640 sec

Energy density= 175 Wh/kg
Estimated mass of battery= 185 kg

















14

Thermal analysis
Due to very high Mach number during reentry, temperature at the wall is of the order of 1500 K. So
proper insulation is necessary to safely return vehicle to Earth. Thus we need to accurately measure
the heat transfer rate so that we can select proper material for in insulation.
The simplest method for estimating hypersonic aerodynamic heating refers to the following general
relationship
2

b a
V C = q



If the values of C, a and b are calculated from below formula, we get the stagnation point heat transfer
at fuselage nose ( q ) from the above formula. The graph is plotted
|
|
.
|

\
|
-

o
w
n
h
h
R
= C 1
1
10 1.83
4

3
2
1
= b , = a

Figure 5 Stagnation heat transfer rate at different altitude




15

In order to perform the vehicle windward surface heating analysis (
FP
q ), values of C,a and b are given
by

|
|
.
|

\
|
u
u
-

o
w
h
h
x
= C 1 cos
sin
10 2.53
5

3.2 1, = b = a
For conservative purpose, we take h
w
=0 and =55. Also we assume x=0.6m. We get the following
graph.

Figure 6 Heat transfer rate at windward surface



We use heat transfer rate at nose and on windward surface to calculate heat transfer rate on wings
leading edge (LE). It is given by
( ) q + q = q
FP N
cos sin cos
2
1
2
2
|
|
.
|

\
|
|
.
|

\
|


For getting conservative value, is assumed to be zero.
Also =90-(half cone angle)
16


Figure 7 Heat transfer at leading edge of wing

We also tried to calculate the thickness of heat shield but value of thickness is coming out to be 15 cm
everywhere. This value seems to be reasonable for nose cone but not for entire vehicle.

















17

CFD & FEM ANALYSIS

We have done CFD analysis on two dimensional planar body as shown in fig 3 and FEM analysis on
three dimensional body (fig 14). We have neglected wing to avoid unrealistic results .The flight
condition for which the analysis is done is given below

Mach No. 8.4
Altitude - 50 km
Static Temperature -273 K
Static pressure -92.522 Pa
Density 1.18*10
-3
kg/m
3

Total Pressure 1241110 Pa
Total temperature 4125 K



Figure 8 Density variation along the length of vehicle obtained from CFD analysis






18


Figure 9 Static temperature contour on reentry vehicle obtained from CFD analysis


Figure 10 Mach number contour on reentry vehicle obtained from CFD analysis

19


Figure 11 Static Pressure Variation along length of vehicle obtained from CFD analysis



Figure 12 Total Pressure Variation along length of vehicle obtained from CFD analysis
20



Figure 13 Wall Shear Stress with length of vehicle obtained from CFD analysis

1. From figs. 8,11 and 12, we observe that there is a sharp increase in values of density and static
pressure and a decrease in total pressure. This is due to the formation of bow shock wave
ahead of the vehicle. Then the density and static pressure will decrease due to expansion.

2. The static temperature contour diagram shows that the maximum temperature reached is about
4000K at stagnation point. The temperature obtained is unrealistic because we have not
accounted for radiation and convection.

3. The wall shear stress is zero at nose because the velocity is zero at stagnation. Then it increases
for curved portion and then it decreases. This is due to the fact that the flow is attached in
curved portion and separates after that.







21

Structure

We observe from static temperature contour diagram (fig 9) that the average temperature on wall is
about 2000K and the average temperature on nose is much higher. But the temperature will be lower in
actual case due to radiation and other heat transfer effects. Hence we can use Reinforced Carbon-
Carbon composites for nose and silica tiles for rest of the body. The wing leading edge heat transfer
rate is higher than the windward surface as seen from fig.6 and fig 7. So we can use Reinforced
Carbon-Carbon composites on leading edge.

Based on the results obtained from CFD analysis, we observe from fig 11 that static pressure on nose
cone is about 8400 Pa and average static pressure on the rest of the body is about 3500 Pa. Using these
values of pressure, we performed FEM analysis on the reentry body. The mesh and results are as
follows:


Figure 14 Mesh and Loads for FEM ANALYSIS


No. of Elements 38921
No. of nodes 8630
Element type Tetra4
Mesh 3D mesh
22


Figure 15 Total Translation (in mm)




Figure 16 Von Mises Stress (in kPa)
23

Properties of Materials Used

1. Reinforced Carbon-Carbon Composites
Max. temperature 2000K
Density 1900 kg/m
3

Ultimate tensile strength 480 MPa
2. Silica Tiles
Max. Temperature 1700K
Density 300 kg/m
3

Tensile Strength 150 kPa

FEM Results
Translation(mm) Von Mises Stress (kPa)
Max 1.933e-004 3.918e+000
Min 0.000e+000 5.365e-002

From the data obtained, we can observe that the stresses on reentry body are much smaller than the
ultimate tensile strength of the materials used.


Trajectory
Assumptions
1. Effect of Angle of Attack and flight path angle is neglected
2. As V/V
cs
become 1, most of the parameter tends to infinite. Hence we consider values of
parameter corresponding to V/V
cs
=0.95.
3. We consider exponential density model for atmosphere.

Following are the expressions to find different parameter to define reentry trajectory
12
.



( ) ( )
( )
( )
h
cs e LBC g r +
=
V
V

- - - 2 / 1
1
0 0 0



( ) D L
V
V
= n
cs
/
1
2
|
|
.
|

\
|
|
|
.
|

\
|




24

|
|
|
|
|
|
.
|

\
|
|
|
.
|

\
|
|
|
.
|

\
|

|
|
.
|

\
|
|
|
.
|

\
|
|
|
.
|

\
|
2
2
1
1
ln
2
1
cs
cs
V
V
V
V
+
D
L
g0
r0
= t


(
(

|
|
.
|

\
|

2
0
1 ln
2
cs
V
V
D
L r
= S



Here S is Downrange which is the distance travelled in the direction of entry velocity in the verticle
plane.


Figure 17 Altitude vs Deceleration
25


Figure 18 Altitude vs V/Vre

Figure 19 Downrange vs V/Vcs
26


Figure 20 Time vs V/Vcs

From fig 19, downrange at V/V
cs
=0.95 is 1500 km and from fig 20, touchdown time is 0.69 hrs.
Using downrange we can calculate reentry points coordinates.


The reentry point longitude-latitude are found using Napier formula for spherical triangle. Landing
point is fixed in Bay of Bengal at 18 deg N, 88 deg E. This target is selected because it is far away from
landmass.
27


Figure 21 Entry and touchdown point location

Aerodynamics

Since speed encounter during reentry is very high, weve decided to use Delta wing as our lifting
surface.
Advantage of delta wing
1. Ease of manufacture,
2. Higher strength
3. Substantial interior volume for fuel or other equipment.
4. It can be made very robust (even if it is quite thin), and it is easy and relatively inexpensive to build

C
D
=2*sin
2
()=0.6125

Volume of vehicle (Vol) =1.6277 m
3
Wing Span = 4 m
Wing Area (AW) = 2.4 m
2
Vol
2/3
/AW = 0.576
28


Figure 22 Relation of Volume-Wing area parameter to L/D at hypersonic speeds

From fig 22
15
we can see that (L/D)
max
= 1.8


Blackout during Reentry

When a spacecraft enters a planetary atmosphere at a velocity significantly exceeding the speed of
sound, a shock layer forms in front of the body. The sheath of ionized particles, which develops around
the spacecraft, is the result of ionization of the atmospheric gases as they are compressed and heated
by the shock, or heated within the adjacent boundary layer. When the electron density gets
sufficiently high, such that it exceeds the critical plasma density of the link frequency, communications
can be disrupted, with the result being significant attenuation or even blackout. The surrounding
plasma on a spacecraft entering a planetary atmosphere will attenuate any radiated signal b
absorption and reflection if its density is sufficiently high. Electrons are the main contributors to
deflection of waves in a plasma gas.

Link Frequency (GHz) Designation Critical Electron Density/cm
3
0.401 UHF 1.99 10
9
2.3 S-band 6.56 10
10
8.4 X-band 8.75 10
11
32.0 Ka-band 1.27 10
13


The ratio of electron number density in the wake region to that at the stagnation point can be
estimated using
7


( )
G s e,
w e,
P
P
=
n
n
/ 1
(

29


Where P /P
G
is the pressure ratio across the shock region, is the isentropic expansion coefficient
(or ratio of specific heats), which ranges from 1.3 to 1.4 , and is a correction factor normally taken to
be unity.
For this study, a value of = 1.4 for Earth. The approximation of equation can produce different results
because the expansion coefficient, , is not constant as the gases expand, and the wake-region
pressure can be significantly higher than the free-stream pressure, P , during certain stages of the
atmospheric entry profile. Thus, the inclusion of the factor in the above equation will allow for a
better approximation of the wake-region electron number concentration. This assumes that the
communications antenna is located in the wake region. The electron density in the stagnation region is
assumed to remain constant as the gases flow around the spacecraft into the wake region.
Thus, the basic rule of thumb for testing for a blackout condition is

1. If the calculated electron number density lies below the critical plasma number density by more
than an order of magnitude, blackout is deemed unlikely
2. If the calculated electron density lies above the critical electron number density by more than an
order of magnitude, blackout is deemed likely.
3. If the calculated electron number density is within an order of magnitude of the critical number
density, blackout is deemed uncertain, but possible.


Calculation for blackout time and altitude
Maximum electron density at stagnation point is taken from MA-6 reentry data
s e,
n = 5*10
13
/ cm
3
.
At two different altitude we calculate electron density in wake region.

Altitude (km) Temperature(K) V/V
cs
V (m/s) Mach no.
G
P
P

w e,
n / cm
3
60 258 0.6 4819.8 14.97 3.827*10
-3
9.385*10
11
80 175 0.95 7631.35 28.78 1.035*10
-3
3.688*10
11

We observe from the above table that the electron density in wake region is one order of magnitude
higher than electron density at stagnation point. Thus in this region, blackout is most likely to happen.









30

Propulsion

Total Velocity impulse is 108 m/s. Assuming de-boosting time from 400 km circular orbit to 200 km
circular orbit to be 60 sec, we got acceleration of 1.8 m/s
2
. Assuming I
sp
of propellant to be 300 sec,
from Rocket equation we get

m
i/
m
f
=1.037
Since m
i
=850 kg, final mass of spacecraft is 819.37 kg. Thus mass of propellant is 30.63 kg.
Corresponding thrust is 1530 N.
Reaction Control System- We use cold compressed Nitrogen gas as RCS for attitude control of vehicle
for aligning vehicle during reentry.
Recovery System
The landing system consists of the Drogue Parachute, Main Parachutes and the Landing Bag. The
Drogue is deployed by means of a pyrotechnic mortar. Primary task of Drogue parachute is to stabilize
the vehicle and reduce descent speed at which the main parachute is deployed.
Parachute
Two-stage parachute systems have been used to recover the spacecraft. The recovery design was
based on a reentry vehicle weighing 850 kg with an initial velocity of 8000 m/sec at a trajectory angle
of 1.60089 degree below the horizontal at an altitude of 200 km.
Recovery was desired to commence at an altitude of about 5 km after the vehicle had passed through
the peak heating and maximum stagnation pressure environment. This altitude is selected to reduce
dispersion from target point. The main function of parachute is to decrease the velocity of vehicle .

Parameters
Material Nylon
Cone angle 20 deg
No. of gores 12
Suspension line strength 3.3 kN
Max dynamic pressure 96000 Pa


We are opening parachute at 5 km altitude to get less dispersion from landing point. Large velocity at
higher altitude does not allow deployment of parachute due to vortex formation.

Velocity at 5 km =136.5 m/s
Velocity near splashdown = 10 m/s
time required to splashdown from 5 km altitude = 16 sec

We computed Deceleration = 7.84 m/s
2
From Newtons law we get
31

Total tension = m*(g+a)/cos(20) = 15.97 kN
Tension in each cable = 1.33 kN
Dynamic pressure at 5 km altitude = 5500 pascal
Area of the canopy = (Total tension)/( Dynamic pressure) = 2.9 m
2
Diameter of canopy (circular) = 1.92 meters

Finally spacecraft splashdown in the sea where flotation bag is opened and spacecraft is recovered.


Conclusion
Weve designed reentry vehicle which will successfully complete the mission in 10 days. The
experiments will be done and data will be returned to Earth. Vehicle will splashdown in Bay of Bengal
away from landmass. Weve done analytical and numerical (CFD and FEM) analysis. Analytical analysis
is based on first order approximation of main equation and is not very accurate.
To calculate orbit parameter, weve made matlab code which is given in appendix. 2-D CFD and 3-D
FEM analysis of reentry vehicle are done and results seems to realistic. They are in close
approximation to the analytical results. 3-D CFD analysis is not done because we were not getting
reasonablr result and problem for this remains unknown to us.
We have included materials for TPS which are available in India. Other materials can give better
performance but we have to take into account the availability and cost of material. A lot of design for
reentry vehicle is possible but we have selected a configuration which is not available in literature
upto our knowledge.




















32

References
1. THERMAL PROTECTION MATERIALS FOR RE-USABLE LAUNCH VEHICLES ,M.R.Ajith, R Gopi, V
Chandrasekaran, M C Mittal, P P Sinha ,VIKRAM SARABHAI SPACE CENTRE
2. Heat Transfer Analysis for a Winged Reentry Flight Test Bed, Antonio Viviani, Giuseppe Pezzella
3. Preliminary report on development of Interim parachute recovery system for reentry vehicle,
William Pepper
4. Communication blackout at reentry, F.J.Tisher, University of Alabama Research Institute,1963
5. ROUGH ESTIMATE Of THE "BLACKOUT" TImE In RE-ENTRY COMMUNICATIONS, F.J.Tisher,
Goddard Space Center
6. Atmospheric Re-Entry, John C. Adams, Jr.
7. The Spacecraft Communications Blackout Problem Encountered during Passage or Entry of
Planetary Atmospheres, D. D. Morabito, IPN Progress Report
8. RE-ENTRY TRAJECTORY SIMULATION OF A SMALL BALLISTIC RECOVERABLE SATELLITE, Walkiria
Schulz* Paulo Moraes Jr, ADVANCES IN SPACE DYNAMICS 4: CELESTIAL MECHANICS AND
ASTRONAUTICS,
9. Wijker J Lecture series ae2 S02,Delft University of Technology
10. Rocket Propulsion Element,Sutton, Biblarz, Wiley
11. Space Vehicle Design ,Griffin , French,AIAA
12. Introduction to Space Flight, Francis J Hale
13. Method of growing protein crystal by Lawrence, Delucas, Patents
14. Journal of Applied Toxicology, Joe L.Manderly,Volume 6, Issue 1, pg 25-30,
























33

APPENDIX

/*Program to claculate trajectory parameters */

h=0:1:200;
rho=1.225;
r0=6378e3;
bet=0.1378;
n=0;
m=850;
CD=0.6125
//lbyd=[1 1.5 2 2.5 3];
lbyd=[1.8 1.8 1.8 1.8 1.8];
g0=9.81;
a=3.14;

bc=m*g0/(CD*a);

for j=1:5
lbc(j)=bc/lbyd(j);
end

lbcnew=gsort(lbc,'g','i');
bcnew=gsort(bc,'g','i');
printf("\n")

Vcs=sqrt(g0*r0);
gamma=1.6;
phi=acot(sqrt(1+.106.*(lbyd).^2));
cr=(r0*(lbyd).^2)./(5.2*sqrt((1+.106.*(lbyd).^2)));
LF=1./cos(phi);

for i=1:5
for j=1:201
Vden=sqrt(1+(rho*r0*g0/(2*lbcnew(i)))*exp(-bet*h(j)));
V(j+201*(i-1))=1/Vden;
Q(j+201*(i-1))=0.5*rho*(V(j+201*(i-1))*Vcs)^2*exp(-bet*h(j));
d(j+201*(i-1))=((V(j+201*(i-1)))^2-1)/lbyd(i);
time(j+201*(i-1))=.5*sqrt(r0/g0)*lbyd(i)*log((1+(V(j+201*(i-
1)))^2)/(1-(V(j+201*(i-1)))^2));
dr(j+201*(i-1))=-.5*r0*lbyd(i)*log(1-(V(j+201*(i-1)))^2);
//q(j+201*(i-1))=(V(j+201*(i-
1))*Vcs)^3*sqrt(lbcnew(i)*sind(gamma));

//printf("%f\n",time(i))
end
// Q(i)=Vcs^2*sqrt(lbyd(1)*bcnew(i)/sind(gamma));
if modulo(n,1)==0 then
//figure(0)
//plot(V(1+n*201:201+201*n),time(1+n*201:201+201*n))
//xlabel('V/Vcs')
//ylabel('Altitude(km)')
34

//printf("%f\n",time(i))
//figure(1)
plot(V(1+n*201:201+201*n),dr(1+n*201:201+201*n))
//plot(V(1+n*201:201+201*n),dr(1+n*201:201+201*n))

end

n=n+1;
end


/* Program to calculate Heat Transfer Rate at stagnation point*/

h=0:1000:200*10^3;
rho=1.225*exp(-h./7200);
cpw=.25*4.18*10^3;
R=6378*10^3;
rcs=R+h(length(h));
g=9.81;
vcs=sqrt(g*rcs);
hrw=0;
h0=vcs.^2/2;
rn=.3;
C=1.83*10^-4*(1-hrw./h0)/sqrt(rn);
b=3;
a=.5;
lbd=1.8;cd=.6125;A=3.14;W=850*g;
v=vcs*(1+(lbd*cd*A*rho*g*R)/(2*W)).^-0.5;
q=C.*rho.^a.*v.^b;
plot(q,h);
hold on