AIAA/CIRA 13th International Space Planes and Hypersonics Systems and Technologies AIAA 2005-3291

Mission Analysis of a Reusable Launch Vehicle

Technology Demonstrator (RLV-TD)

V.Brinda* R.K.Arora.†
Vikram Sarabhai Space Centre,Indian Space Research Organisation, India

E.Janardhana‡
Vikram Sarabhai Space Centre,Indian Space Research Organisation, India

The development of a fully Reusable Launch Vehicle (RLV) would lead the way to
unveiling the potential of space by improving reliability and operational flexibility and
reducing the cost of accessing to space. The design of a winged body reentry vehicle, is very
complex, multidisciplinary in nature and requires mastering many advanced technologies.
Hypersonic flight experiment Missions are planned using Reusable Launch Vehicle
Technology Demonstrator Vehicle (RLV-TD) to gain insight into aerodynamic control and
energy management of a reentry vehicle which flies from hypersonic speed to subsonic
speed. These experiments also evaluate the design of structure, thermal protection system,
navigation, guidance & control. The conceptual studies have been completed for the first
Mission and the preliminary design studies have commenced. This paper presents the
preliminary mission design and analysis addressing the various aspects like Mission
requirements, constraints, and trajectory design in detail.

Nomenclature
T = Thrust
L = Lift
D = Drag
M = Mach number
q = dynamic pressure
S = reference area
CL = Lift coefficient
CD = Drag coefficient
CN = slope of normal force coefficient
h = altitude
V = inertial velocity
Vr = relative velocity
R = range
Rr = nose radius
= angle of attack
= flight path angle
= air density
= bank angle
= heading angle
= latitude
= longitude

*
Deputy Project Director , Mission, RLV-TD Project, v_brinda@vssc.org.
†
Project Manager , Mission, RLV-TD Project, rk_arora@vssc.org.
‡
Project Director, RLV-TD Project, e_janardhana@vssc.org.

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Copyright © 2005 by the American Institute of Aeronautics and Astronautics, Inc. All rights reserved.
m = mass
g = acceleration due to gravity

I. Introduction

L OW cost, higher reliability and operational flexibility is the most important feature for future space
transportation systems in the era after expendable launchers. Reusability of the vehicle is assumed inevitable for
low cost system. The Reusable Launch Vehicle Programme is aimed at realizing the ultimate goal of ‘Two Stage To
Orbit ‘(TSTO) Mission. Reusable Launch Vehicle Technology Demonstrator (RLV-TD) is a flying test bed
conceived for design, development & flight-testing of critical technologies required for the first stage of TSTO
Mission. In order to promote the programme more effectively a step by step approach is adopted. A number of RLV-
TD missions are planned with mission specific goals in accordance with the final RLV- TSTO Mission. For the sake
of presented study, only the first mission designated as HEX mission has been considered.
RLV-TD is designed as a wing- body vehicle with aerodynamic control surfaces and about 1.5 t lift off mass. It
will be boosted to about Mach 6 using a solid booster. RLV-TD performs a controlled descent through the
atmospheric entry phase, Terminal Area Energy Management phase and followed by glide on to the sea simulating
the horizontal landing maneuvers. This paper gives an overview of RLV-TD missions with focus on Trajectory
Design for the first HEX Mission.

II. RLV-TD Design Specific Missions

The entire flight regime of the TSTO first stage i.e entry at hypersonic Mach number, controlled reentry through
the dense atmosphere, subsonic cruise and autonomous horizontal landing will be understood through a series of
demonstrator missions planned in a number of phases. Specific Missions are defined as follows
To demonstrate controlled descent at large angles of attack from Hypersonic to subsonic speed
To establish the Autonomous Landing capability of the vehicle
To demonstrate powered cruise to the landing site followed by a horizontal landing
To serve as a flying Test bed for Scramjet propulsion testing
This paper addresses the various aspects of Mission design for the first phase namely, Hypersonic Flight
experiment Demonstration mission designated as HEX Mission

III. RLV-TD HEX Mission Outline

In HEX Mission RLV-TD arranged in Tandem configuration with a Solid Booster lifts off vertically and
performs a controlled ascent to Hypersonic Mach number of 6. After burnout, the booster will be separated when the
dynamic pressure is sufficiently low. RLV-TD continues to ascent till the vertical component of velocity becomes
zero and then performs a controlled descent through the atmospheric entry phase, followed by glide on to the sea
simulating the horizontal landing maneuvers. Vehicle recovery from sea using ship is also planned in this mission.
The ascent & descent trajectories are tailored considering the limits on thermal and structural loads on vehicle, and
the controllability aspects. A pictorial representation of the mission is shown in Fig.1.
Orient to desired

Booster Separation Hypersonic Descent phase,

High

Terminal Area
Energy Management
Ascent Phase phase

Sea Recovery

Figure 1: Typical HEX mission profile

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 IV. Trajectory Design for RLV-TD HEX Mission
Trajectory design procedure can be divided into various steps, which can be summarized as
A. Mission definition & Objectives
B. Constraints identification
C. Vehicle configuration
D. Definition of vehicle characteristics
D.1 Aerodynamic characteristics
D.2 Propulsion characteristics
E. Optimal trajectory synthesis

The following sections describe the above steps in detail.

A. HEX Mission Definition & Objectives

Mission definition is Hypersonic flight demonstration using a wing body vehicle of 1.5t class mass. The RLV-
TD takes off vertically, accelerates to Mach number 6 using a solid booster. Then the vehicle performs a controlled
sub-orbital flight through the atmospheric entry phase and glides on to a specific zone in sea after simulating the
horizontal landing maneuvers.
Mission Objectives during the Hypersonic flight experiment are
1)To evaluate Hypersonic Aero-thermodynamic characteristics of a Wing-Body vehicle including control
surfaces at various angles of attack and sideslip attitude and Mach numbers.
2)To assess the performance of the design of Reusable Thermal Protection system & Light weight structure
under the severe hypersonic flight environment.
3)To evaluate the autonomous Navigation, Guidance and Control Schemes under the demanding environment of
re-entry.

B. Constraints identification
The system is subjected to the constraints determined by mechanical and thermal loads as well as flight control
system limitations. The vehicle must not exceed specific design constraints imposed by limitations of structure,
material, flight control etc. These set of constraints are entitled path constraints and may apply during a certain
interval of time in the flight path. In addition to that the trajectory has to ensure certain terminal constraints also.

B.1 Ascent phase constraints

Constraints are imposed on the following parameters for the ascent phase
Path constraints
1)Dynamic pressure (q)
2)Dynamic pressure x angle of attack(q ) to limit load
3)Acceleration - longitudinal acceleration
- lateral acceleration
Terminal constraint: The flight path angle at burnout plays an important role in controlling the constraint on load
factor during re-entry phase

B.2 Descent phase constraints: Constraints are imposed on the following parameters to limit loads and achieve
controllability.
Path constraints
1)Dynamic pressure (q)
2)Normal load factor (lf)
3)Stagnation point heat flux
Trimming constraint:
Propulsion is absent during descent phase and therefore the vehicle must be trimmed by canceling the
aerodynamic moment using control surfaces’ deflections. This leads to limiting the admissible interval for angle of
attack values, which is the control parameter during descent phase. The width of the interval depends on the
deflection capability of the vehicle control surfaces and their effect at the various mach numbers along the
trajectory. These trimming capacities define the angle of attack upper bound. The lower bound may be endured by
vehicle leeward side. The admissible interval is shown in Fig.2

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 R L V -T D T rim b o u n d a ry
40
upper bound

30

angle of attack- (deg)

20 H y p e r s o n ic
flig h t
S u p e r s o n ic flig h t
10
lo w e r b o u n d

-1 0
1 2 3 4 5 6 7
M ach num ber

Figure 2: RLV-TD Trim boundary

Terminal constraint: at touch down are

1)Horizontal velocity
2)Sink rate
3)Angle of attack -
4)Flight Path angle-

C. Vehicle configuration
This is to be defined broadly with the kind of propulsion and control systems to be used in the vehicle. RLV-TD
is configured as a wing body vehicle (shown in Fig.3) that takes off vertically and lands horizontally. The choice of
the ascent and descent configurations very much depends on the particular mission for which the vehicle is to be
designed specifically.

Figure.3 RLV-TD configuration

C.1Ascent phase configuration

RLV-TD will be boosted to hypersonic Mach number using a solid rocket booster. Two configurations namely
Tandem and parallel were considered for the vehicle during ascent phase. Different aspects such as structural design,
controllability, aerodynamic heating, aerodynamic drag and booster separation were considered for the comparison
of the two configurations. From practical considerations and controllability performance, the Tandem configuration
is selected for ascent phase.

C.2 Descent phase configuration

Though RLV-TD first mission is to go for hypersonic flight experiment, the vehicle is also designed to carry out
flight experiments at later phases viz., the cruise return flight, landing on a specified runway, etc. RLV-TD vehicle is
a wing body configuration with cylindrical fuselage, double delta wing planform and trailing edge control surfaces.
It is provided with twin vertical tail having rudder for lateral stability and control. The aerodynamic configuration of
the vehicle is designed to provide the required lift to drag ratio and controllability throughout the reentry and return

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flight regime. During hypersonic descent phase the energy management is done by aerodynamic drag and this
requires the vehicle to be trimmed at high angles of attack at high Mach number regime. Trimming of the vehicle is
done using movable control surfaces like elevons, body flap, and is supported by RCS at low dynamic pressure
regimes.

D. Definition of Vehicle Characteristics [ Aerodynamic & Propulsion]

Vehicle aerodynamic and propulsion characteristics are to be defined properly.

D.1 Ascent phase aerodynamic characteristics

Combined vehicle (Booster+RLV-TD) static stability and controllability during ascent phase was studied in
detail and fin tip control was designed to provide the adequate aerodynamic control. Aerodynamic characteristics of
combined vehicle have been estimated using CFD. Vehicle follows a small angle of attack trajectory during ascent
phase. The drag force coefficient, CD and Slope of normal force coefficient CN are defined as function of Mach
number.

D.2 Descent phase aerodynamic characteristics

Aerodynamic characteristics of the RLV-TD during decent phase are estimated for the trimmed lift (CL) and (CD)
drag coefficients as functions of Mach number and angle of attack.

D.3 Propulsion characteristics

A propulsion system that can boost the RLV-TD to above Mach number 6 is required for HEX Mission.
Selection was made from already available boosters to minimize the cost and time of development of the launcher. It
was required to derive and optimize the motor thrust-time curve in such a way that, burn out Mach number is
maximized and the mission constraints such as dynamic pressure(q) and q are not violated .In order to realize a
solid motor thrust time curve, which is practical, constraints on grain shape, size added one more dimension to this
complex problem. Studies were made with different thrust time curves for the booster and mission performance
analysis was also carried out to arrive at a realistic, feasible thrust time curve for the booster.
The propulsion data are specified at sea level giving vacuum thrust and mass consumed as a function of time.
The actual thrust FAT is computed as a function of ambient pressure according to
FAT = FV – Pa*Ae
FV- Vacuum thrust from table at current time t, Pa- Atmospheric pressure at current altitude
Ae – exit area of motor

E. Vehicle Simulation
The methodology to optimize the various design parameters and mission comprise of 3 elements. i) Numerical
simulation, ii) Optimal trajectory synthesis and iii) Guidance and Control development.

Trajectory
Optimisation
hc,Vc h,V

, Numerical
Guidance & c c
Simulation
Control
of Vehicle
algorithms
dynamics

Figure.4 Block Diagram of Vehicle Simulation

E.1 Numerical Simulation of Vehicle dynamics

Objective of this element is to simulate two degree freedom of a point mass and integrate the equations of
motion and track altitude(h), velocity(V), range (R),latitude( ), longitude( ) and weight(w) etc. The equations of
motion for a point mass, non-rotating earth model is given by

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 . (T cos D)
v = g sin + (1)
m

. v g ( L + T sin )
= cos + cos (2)
r v mv

. v ( L + T sin ) sin
= cos sin tan + (3)
r mv cos

.
r = v sin (4)

.
R = v cos (5)

. v cos sin
= (6)
r cos

. v
= cos cos (7)
r

Where V, , , r, and are the state variables corresponding to velocity, flight path angle measured from local
horizontal, heading angle measured from true north, radial vector, longitude and latitude respectively. Angle of
attack and bank angle (= 0 in the present study) are the control variables. Thrust, lift and drag forces are given
by T, L and D. Indian Standard Atmosphere is used where atmospheric properties such as density, pressure and
temperature are stored as a function of altitude. Density ( ) will be used for computation of dynamic pressure (q = ½
Vr2), which will be required, by lift (L = qSCN ) and drag (D = qSCD) equations. S is the reference area. Pressure
will be used for thrust correction and temperature for the computation of speed of sound. Thrust as a function of
time, CN and CD as a function of Mach number are the inputs. Gravity is computed using the expression g = go (ro /
r) 2 where go is the acceleration due to gravity at the earth surface and ro is the radius of earth. Definition of the
variables are shown in Fig.5

Figure.5 Definition of Variables

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E.2 Trajectory Optimization

RLV-TD Trajectory Design Challenges

The trajectory design of RLV-TD is a challenging task, as the ascent and descent phases’ requirements are
extremely different. One special feature of the trajectory is the coupling in the same mission of an ascent phase
using rocket propulsion and one descent/reentry phase that is an un-powered gliding phase. Ascent and descent
phases are quite different due to the nature of the control forces. In ascent phase, the control force is usually the
thrust of the propulsion system, the magnitude of this force is almost independent from the vehicle state, for its
direction, it can be directly controlled in the vehicle’s reference frame. In descent phase the control force is the
resultant aerodynamic forces (lift & drag). Unlike in ascent phase the magnitude of this force is very much
dependent on the vehicle’s current state and more over the direction of this force cannot be controlled independently
from its magnitude, because of a coupling induced by the aerodynamic coefficient.

Optimal Trajectory Synthesis methodology

Trajectory Optimization Problems are type of optimization problems where the optimization depends not only on
a set of variables, but also on their trajectories through some sort of a space. The commonly employed techniques
for trajectory optimization are (i) Optimal Control Techniques,(ii)Non Linear Programming Method (NLP) and
iii)Stochastic method. Each method has its own advantages and disadvantages. The variational approach to optimal
control problems leads to a non linear Two Point Boundary Value Problem that cannot be solved analytically to
obtain optimal control law. NLP techniques can be successfully applied for determining the optimal controls and
trajectories of RLV-TD.
In NLP technique the problem can be solved using Sequential Quadratic Programming 1,2,3 (SQP) in which the
cost function is approximated by a quadratic function and the constraints are linearly approximated. This method
requires a good initial guess to drive the solution to optima. The variables are to be properly scaled and the gradient
of the constraint should be of full rank4 for fast convergence. In collocation method the optimal control problem is
converted into a parametric optimization problem. Both the control and state variables are treated as design
variables. Dynamics are forced at certain points called nodes and the path constraints are to be satisfied at these
points. Hermit –Simpson algorithm5 is used for collocation purpose and it was found that equality constraints on
states are satisfied but path constraints are violated. The problem showed marginal improvement with different grid
sizes and increasing the number of nodes. But the advantage of collocation algorithm is that the equality constraints
on states are always satisfied.
The trajectory optimization problem is solved separately for ascent and re-entry phases. In the present study
trajectory optimization problem for RLV-TD is solved using a Hybrid method. In this method the first step is to
obtain a good initial guess for the optimal control using collocation method. In the next step the NLP problem is
solved using SQP method. This procedure ensures that all the path constraints are satisfied. It also gives fast
convergence giving significant benefit in terms of CPU time also. The program works even with offbeat initial
guess.

Ascent phase trajectory design

The Ascent phase trajectory design has to ensure maximum Mach number at booster burn out. This performance
index ensures that RLV demonstrator is tested at hypersonic flight for maximum duration. To keep the structural
loads within safe limits lower q limit is desirable. Lower limit on dynamic pressure ensures vehicle controllability
during the ascent phase. A terminal constraint on flight path angle (<25°) helps to keep the subsequent descent phase
constraints such as load factor and dynamic pressure within limits. An appropriate thrust time profile that meets the
above requirements was arrived at through mission studies and the feasibility of grain design was confirmed. This
problem is different from the expendable launcher ascent trajectory, where a zero angle of attack is desired during
ascent trajectory. Here, the nonsymmetrical architecture and the lifting surfaces lead to an ascent trajectory with a
non-zero angle of attack. Trajectory optimization problem may be stated as follows:
Find at every instant the ‘best’ values of pitch angle such that
Burn out Mach number is maximized
Path constraints (q,q ) are not violated
End constraint on flight path angle ( )is met and
Control system is able to apply the desired command.
Typical ascent phase trajectory parameters are given in Fig. 6 .

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 q
M (k P a ) H k m A s c e t p h a s e t r a je c t o r y
7 .5 45 50

6 .0 40

30
4 .5 30

3 .0 20
15

1 .5 10

0 0 0
0 25 50 75 100 125
T im e ( s )

Figure.6 Ascent phase Trajectory parameters

Descent phase trajectory design

During descent phase appropriate Energy management has to be carried out to reduce the velocity by flying a
high angle of attack profile, within the trim capability of the vehicle and inside the entry corridor. The entry corridor
is defined by the boundaries on the following constraints, i) maximum dynamic pressure q, ii) maximum heat flux at
stagnation point and iii) normal load factor. Descent phase is un-powered gliding phase and the vehicle must
therefore be trimmed by canceling the aerodynamic moments using appropriate deflections of the control surfaces.
The trimming constraint leads to limiting the admissible interval for angle of attack values.
Descent phase trajectory optimization problem can be stated as
Find at every instant the ‘best’ values of angle of attack such that
Path constraints (q, heat flux, load factor) are not violated
End constraint at touch down (touch down velocities, angle of attack & flight path angle) are ensured
Angle of attack command justifies the trim boundaries of the Control system.
Typical trajectory parameters are given in Fig. 7.

(d e g ) q H k m D e s c e n t p h a s e tr a je c to r y
40 25 80

20 60
30

15 40
20
10 20

10
5 0

0 0 -2 0
250 500 750
T im e (s )

Figure.7 Descent phase Trajectory constraints

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E.3 Guidance and Control
Ascent phase Guidance:
A simple open loop guidance scheme has been implemented for the ascent phase. This will be executed from lift
off to booster burn out. Ascent guidance accepts the navigation information as states and computes the relative
velocity using current inertial velocity. The open loop guidance performs a table lookup of pitch steering commands
as a function of the computed relative velocity.
Simulations were carried out for off nominal performances such as, thrust dispersions and atmospheric
dispersions. The dispersions on achieved target conditions were within specifications [ altitude < 3km, <1deg,
Mach no<0.3]

Entry Guidance:
Entry guidance algorithm6 generates the appropriate angle of attack modulation commands that will cause the
descent vehicle to track a nominal drag acceleration versus relative energy profile. All relevant constraints such as
heating , dynamic pressure and normal load factor limits are enforced in the trajectory design process. This ensures
that when the descent vehicle flies the resulting nominal drag profile, all relevant entry constraints are satisfied. A
trajectory tracking guidance algorithm using feedback linearization is used to obtain an adaptive nonlinear tracking
control law. This guidance scheme generates the steering commands from entry till Terminal Area Energy
Management (TAEM) point is reached. Performance of the tracking algorithm was assessed for nominal and various
atmospheric perturbations(+/-20%). The dispersions at TAEM point were within the allowable limits
[ Altitude<5km, Mach no<0.5].

Typical figures showing closed loop guidance performance are given below.

CASE1- CL+20%
70
CASE1- CL + 20% CASE1- CL + 20%
nominal 6 10
65 clg nominal nominal
clg clg
5.5
60 5
FLIGHT PATH ANGLE(deg)

55 5
ALTITUDE(Km)

0
MACH NUMBER

50
4.5

45 -5
4
40
-10
3.5
35
-15
30 3

25 2.5 -20
0 50 100 150 200 250 300 0 50 100 150 200 250 300 0 50 100 150 200 250 300
TIME(s) TIME(s) TIME(s)

Figure.8 Figure.9 Figure.10

CASE2- CL - 20% CASE2- CL - 20% CASE2- CL - 20%

70 6 10
nominal nominal nominal
65 clg clg clg
5.5
5
60
5
FLIGHT PATH ANGLE(deg)

55
0
MACH NUMBER

4.5
ALTITUDE(Km)

50

45 4 -5

40
3.5
-10
35
3
30
-15
2.5
25

20 2 -20
0 50 100 150 200 250 300 0 50 100 150 200 250 300 0 50 100 150 200 250 300
TIME(s) TIME(s) TIME(s)

Figure.11 Figure.12 Figure.13

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 CASE3- CD +20% CASE3- CD +20% CASE3- CD+20%
70 6 10
nominal nominal nominal
65 clg clg clg
5.5
5
60
5

FLIGHT PATH ANGLE(deg)

55
0
4.5

MACH NUMBER
ALTITUDE(Km)

50

45 4 -5

40
3.5
-10
35
3
30
-15
2.5
25

20 2 -20
0 50 100 150 200 250 300 0 50 100 150 200 250 300 0 50 100 150 200 250 300
TIME(s) TIME(s) TIME(s)

Figure.14 Figure.15 Figure.16

CASE4- CD-20%
70
nominal CASE4- CD-20%
CASE4- CD-20%
clg 6
65 15
nominal
nominal
clg
clg
60 5.5
10

55 5

FLIGHT PATH ANGLE(deg)

5
ALTITUDE(Km)

MACH NUMBER

50
4.5 0
45
4 -5
40

3.5 -10
35

30 3 -15

25 2.5 -20
0 50 100 150 200 250 300 0 50 100 150 200 250 300 0 50 100 150 200 250 300
TIME(s) TIME(s) TIME(s)

Figure.17 Figure.18 Figure.19

Control:
Control algorithm development using advanced control techniques is under progress. The control law has to
support appropriate switching logics of control strategy.

V. Conclusions
This paper presented an overview of various RLV-TD Missions planned. The preliminary Mission design and
analysis of HEX mission was also presented addressing the various aspects like Mission Objectives, Vehicle
configuration, Typical Mission profile, Mission requirements. The trajectory design procedure for ascent and
descent phases were discussed in detail addressing aspects like vehicle simulation, optimal trajectory synthesis and
Control & Guidance development. The results show that the Mission requirements are met by the design.

Acknowledgments
The authors wish to thank Dr.P.Srinivasa, Associate Project Director, RLV-TD, and Dr. S.Swaminathan, Group
Head, Launch Vehicle Design Group, VSSC and all RLV-TD Team members, for the useful discussions with them.

References
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Paul T Boggs., Jon W Tolle., “Sequential Quadratic programming”, Acta Numerica, 1996
2
Fletcher.R., “Practical Methods of Optimization”, Vol. 2, Constrained Optimization, John Wiley and Sons, New York, 1985
3
Gill, P.E., Murray, W., and Wright., M.H., Practical Optimization, Academic Press, London, 1981
4
John T. Betts., Practical Methods for Optimal Control using Nonlinear Programming, SIAM, 2001
5
Hargraves., C.R., and Paris, C.R., “Direct Trajectory Optimization using Nonlinear Programming and Collocation”, Journal
of Guidance, Control, and Dynamics, Vol.10, No.4, 1987, pp.338-342
6
John.M.Hanson., Dan J. Coughlin., Gregory A.Dukeman., John A. Mulqueen., and James W.Mc Carter.,“Ascent, Transition,
Entry and Abort Guidance algorithm design for the X-33 vehicle”, paper AIAA-98-4409

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