Design and develop Of

an aerospace reentry
vehicle

Team mike:
 Pareekshith TG
 Aaron G Abraham,
 M Jeevitesh
 Manish S
 INTRODUCTION

This study of Reentry Vehicle (RV) systems and their associated

operations was conducted for the Department of
Transportation/Office of Commercial Space Transportation.
The
purpose of the study was to investigate and present an overview
of reentry vehicle systems and to identify differences in mission
requirements and operations. This includes reentry vehicle
system background, system design considerations, description
of
past/present/future reentry systems, and hazards associated
with
reentry vehicles that attain orbit, reenter, and are recovered.
A general literature search that included the OCST data base,
NASA, Air Force, and other technical libraries and personal
contact with various government or private industry
organizations
knowledgeable in reentry system vehicles was performed. A
reference page is provided at the end of this report. A history
of early manned reentry vehicle launches is shown in Appendix
I.
A listing of some of the agencies and companies found to be
most
knowledgeable in the reentry vehicle area is provided in
Appendix
II. The following sections provide more detailed information on
reentry system vehicles.
A. Background - The development of reentry vehicles
began in the
late 1950's due to the need for Department of Defense and
Central
Intelligence Agency photo reconnaissance of Soviet ICBM sites.
NASA has also been involved in the use of reentry vehicles
since
the early 1960's, including manned space programs Mercury,
Gemini
and Apollo. The following sections describe the evolution of
reentry system development in the United States and foreign
countries:
1. Discoverer - The Discoverer program was of major
importance because it provided a vehicle for testing orbital
maneuvering capability and reentry techniques and it played
a large role in enabling the first United States manned
space flights to be conducted in Project Mercury. This
program also advanced technology required for the
development of the surveillance satellites used later by the
Department of Defense. All space-mission planning begins
with a set of requirements we must
meet to achieve mission objectives. The re-entry phase of a
mission is no
different. We must delicately balance three, often competing,
requirements
• Deceleration
• Heating
• Accuracy of landing or impact
Literature Survey
Re-entry vehicle enters the earth atmosphere at very high speed
and these leads to formation
of bow shock in front of the vehicle and also increase the
aerodynamic heating of
the body. The design of re-entry vehicles requires accurate
predictions of the surface quantities.
These quantities are typically the heat flux, pressure and shear
stress, from which
the aerodynamic forces and moments can be calculated. These
variables govern not only
the aerodynamic performance of the vehicle, but also determine
the selection and sizing of
the thermal protection system (TPS), which protects the vehicle
from the extreme temperatures
encountered at high velocities. Unfortunately, it is very difficult
and expensive to
reproduce in ground based experiments and flight tests the
conditions met from a vehicle
during re-entry. For this reason, computational methods have
played a prominent role in
aerodynamics of re-entry vehicle.
In the literature blunt shape of re-entry vehicle was proposed by
Allen [7] and Eggers
[8] and their work in the history considered as pioneer work in
the field of hypersonic flows.
They pointed out that the blunt shape was optimum for
relatively light weight reentry
bodies.
Computational flow field analysis of blunt body re-entry
vehicle was reported by viviani
[13]. He has solved the Euler and Navier-stokes equations
with the assumption of low earth
orbit re-entry scenario. Pezzella [14] reported the
aerodynamic and aerothermodynamic
trade-off analysis for configuration design of re-entry
vehicle. Stella et al. [15] reported the
flow field around YES-2 re-entry capsule using CFD. They
have used a simplified model
based on modified specific heats to account the dissociate
effects. Pezzella [16] have studied
the hypersonic environment assessment of the FTB-X re-
entry vehicle. He has considered
the air as a perfect gas model and analyses are based on
laminar flow conditions. Ohtake
[17] have studied the thermal analysis of thermal
protection system for the re-entry vehicle.
He has performed flow and structure analysis using Finite
element methods. Savino et
al. [18] studied the thermal analysis of thermal protection
system for the re-entry vehicle.
They have investigated the thermal response of ultra-high
temperature ceramics (UHTC)
material for thermal protection system of re-entry vehicle.
Design study.
 Re-entry capsules are used for space exploration applications due
to their ability to withstand high heating loads during the re-
entry phase. A re-entry capsule consists of a blunt fore body,
followed by a conical after body with straight or rounded base [1].
A bow shock forms ahead of the vehicle to slow down the
hypersonic flow. Apart from the blunt-shaped nose, the most
recent re-entry vehicles are equipped with ablative Thermal
Protection Systems (TPS) to avoid possible damage of the capsule
and insulate the vehicles content. In re-entry vehicles, during re-
entry phase, the thermal loads play a major part. A re-entry
capsule encounters a high temperature and chemically reacting
flow during the re-entry phase[2].
 Computational Fluid Dynamics is extensively used to simulate
these flows, as high enthalpy and low density associated with the
flight conditions are difficult to reproduce in wind tunnels or
shock tunnels at each re-entry trajectory point. Wind and shock
tunnel tests are difficult and are costly to conduct at high
enthalpy conditions. CFD is a much more economical approach
for studying such flows. Therefore CFD is extensively used as an
analysis tool in the design of hypersonic vehicles. CFD is also
used as a research tool to understand the complicated hypersonic
effects
The size of the corridor depends on the three competing
constraints—
deceleration, heating, and accuracy. For example, if the
vehicle strays
below the lower boundary (undershoots), it will experience
too much drag,
slowing down rapidly and heating up too quickly. On the
other hand, if the
vehicle enters above the upper boundary (overshoots), it
won’t experience
enough drag and may literally skip off the atmosphere, back
into space. If
designers aren’t careful, these competing requirements may
lead to a reentry
corridor that’s too narrow for the vehicle to steer through!
 Drag is a force that resists motion through the atmosphere. If you
were to put your hand out the window of a fast-moving car and
turn your palm into the wind, you'd feel the force of drag pushing
back on your hand. The drag force acts in the direction opposite
to your motion.
Lift is a force produced at a right angle to the direction of motion as a
result of air moving over an object's surface. An object with the
correct shape, such as an airplane's wing, will generate enough lift
force to overcome the force of gravity and “lift” it into the air.
 Aerodynamic Heating
 Atmospheric re-entry vehicles are subjected to
aerodynamic heating during re-entry phase of their
operation. Aerodynamic heating is the heating of a solid
body produced by the passage of fluid over the body. It is a
form of forced convection in that the flow field is created
by forces beyond those associated with the thermal
processes. This process generates heat and consequently
all external surfaces of the vehicle are heated. Due to
aerodynamic heating external surfaces of the re-entry
vehicle gets heated. Thermal Protection Systems are
necessary in order to protect the internal structure of the
vehicle from the elevated heat fluxes occurring on the
external surfaces. The design of a Thermal Protection
System is based on the principle that the energy released
by the aerodynamic heating must be absorbed or rejected
by the Thermal Protection System.
 2. METHODOLOGY
 A CFD analysis on a launch vehicle can be broken down
into few parts: (i). Creating a required model of re-entry
vehicle in a computer program, (ii). Import the geometry
into a meshing program, such as HYPERMESH, (iii).
Analyse the meshed geometry in a CFD program by
setting the design parameters and environmental
conditions, (iv). Post-processing the output and evaluate
the results
Reentry vehicle
Reentry Vehicle Design Considerations -
Reentry vehicles provide researchers in
several diverse fields of interest with a
method of access to space for extended
periods of time and eventual intact
recovery of the experiments on land, air or
water. Some vehicle capability factors that
are considered when designing these
vehicles are: 1) being launched by a variety
of launch vehicles, 2) operating in low
earth orbit as a free-flying unmanned
laboratory, and 3) an independent
atmospheric reentry with an air-snatch
recovery or a soft landing at a preselected
site (land or water), providing the
experimenter with rapid access to the
payload. Some specific design
considerations are as follows:
1. Shapes - The aerodynamic shape
configuration (ballistic or lifting) of a
reentry vehicle determines the severity,
duration, and flight path of reentry
experienced by the vehicle. This, in turn,
affects the vehicle systems complexity and
the heating loads on the payload.
2. Sizes - The size of a reentry vehicle has
depended, for the most part, on the
capabilities of available launch vehicles. For
example, the largest size of a blunt-nose
configuration that is compatible with the
Scout launch vehicle is one with a 96.5-cm
diameter base, while a Delta II can
accommodate a vehicle with a 254-cm
diameter base.
However, Ariane now offers a limited
capability to configure the launch vehicle to
meet the boost requirements of the reentry
vehicle. In general, the government-funded
vehicles have been designed for the large
(Delta II) class of
expendable launch vehicles while commercial
design has been targeted to a smaller class,
such as the Scout, Pegasus, or Amroc. The
reentry vehicle user (government or
commercial) has the option of using a fully
dedicated launch vehicle, or riding
"piggyback" as a secondary payload.
a. Attitude and Spin Control Subsystem - This
system normally is composed of sensors, control
electronics and several low thrust thruster
assemblies that perform a variety of functions, such
as:to stabilize the reentry vehicle, to convert errors
in orbit placement or to trim the orbital period to
adjust a projected orbital ground track, to maintain
reentry vehicle orbital altitude, to spin the reentry
vehicle to induce artificial gravity or to inertially fix
the direction of the main retro-rocket(s) thrust
vector, and to trim the orbit maneuver to null errors
in the performance of the solid rocket burn.
b. Deorbit Propulsion Subsystem - This system
provides the required velocity decrement to deorbit
the reentry vehicle and place it on a trajectory that is
aimed at the landing site. A typical change in
velocity requirement to do this may be
approximately 290 m/sec for low-altitude satellites
in near-circular orbit and for landing sites in the
orbital plane.
c. Structures - Structural design takes
intoconsideration,in addition to the loads
imposed on any other satellite, the loads imposed
during deorbit, reentry, and landing.
d. Power Subsystem - The power source for the
reentry
vehicle is a critical item, as with other satellites, and is
typically a tradeoff among batteries (and types of
batteries) vs fuel cells vs solar power systems.
Power Interface Units - These units control and
distribute primary power to the payload and the reentry
vehicle.
f. Tracking - A tracking aid, such as a transponder, is
normally required in the reentry vehicle as an aid in
recovery.
g. Communications Subsystems - Each payload normally has
its own dedicated data and control system that controls
payload functions and collects and stores its data between
reentry vehicle to Earth communication periods.
h. Reentry Vehicle Parachute Subsystem (or other
retardation system) - This system is designed to retard the
reentry vehicle's vertical velocity and provide a relatively
soft touchdown. For systems that have parachutes, two types
could be used for this application: a conventional type and
a lifting parafoil. The advantages of a conventional
parachute are reduced weight and less complexity. The
lifting parafoil has three advantages over the conventional
type: 1) being able to reduce the dispersions associated
with the deorbit and reentry trajectories by using its
maneuverability to glide to a predetermined point, 2) having
the capability of being manually controlled to minimize
landing area impact dispersions and, 3) by flairing, to
reduce the vehicle impact shock at touchdown.
i. Reentry Thermal Protection Subsystem - The function of
this system is to protect the reentry vehicle from aerothermodynamic
heating during atmospheric entry.
Ablative material such as phenolic nylon, elastomeric
silicon material (ESM), and white oak have been used in the
past to protect against excessive heating. For protection
against the considerably lower heating rates that occur on
the conical skirt of the vehicle, two types of th
DESIGN

Side view
 Titl
e
REENTRY CAPSULE

Author
TEAM MIKE

Date
2021/08/15 11:25:33

Contents
1. File Report
Table 1 File Information for Re entry vehicle.def._001 2.
Mesh Report
Table 2 Mesh Information for Re entry vehicle.def._001
3. Physics Report
Table 3 Domain Physics for Re entry vehicle.def._001
Table 4 Boundary Physics for Re entry vehicle.def._001
4. Solution Report
Table 5 Boundary Flows for Re entry vehicle.def._001
Table 6 Forces and Torques for Re entry vehicle.def._001
4.1.1.1.1.1. User Data
Figure 1 Figure 2 Figure 3 Figure 4

1. File Report
Table 1. File Information for Re entry
vehicle.def._001
Case Re entry vehicle.def._001
File Path E:\Ansys\Space RE entry vehicle\Re entry
vehicle.def._001.res
File Date 11 August 2021
File Time 12:10:46 AM
File Type CFX5
File 19.4
Version
2. Mesh Report
Table 2. Mesh Information for Re entry
vehicle.def._001
Domain Nodes Element
s
Default 325822 1687654
Domain

3. Physics Report
Table 3. Domain Physics for Re entry
vehicle.def._001
Domain - Default Domain
Type Fluid
Location FLUID
Materials
Air Ideal Gas
Fluid Definition Material Library
Morphology Continuous Fluid
Settings
Buoyancy Model Non Buoyant
Domain Motion Stationary
Reference Pressure 1.0000e+0
[atm]
Heat Transfer Model Total Energy
Include Viscous Work True
Term
Turbulence Model RNG k epsilon
Turbulent Wall Functions Scalable
High Speed Model On

Table 4. Boundary Physics for Re entry

vehicle.def._001
Domain Boundaries
Default Boundary - Inlet
Domain
Type INLET
Location INLET
Settings
Flow Regime Supersonic
Heat Transfer Static Temperature
Static Temperature 2.5000e+1 [C]
Mass And Momentum Normal Speed and Pressure
Normal Speed 5.0000e+2 [m s^-1]
Relative Static 0.0000e+0 [Pa]
Pressure
Turbulence Medium Intensity and Eddy Viscosity
Ratio
 Boundary - Outlet
Type OUTLET
Location OUTLET
Settings
Flow Regime Subsonic
Mass And Momentum Average Static Pressure
Pressure Profile Blend 5.0000e-2
Relative Pressure 0.0000e+0 [Pa]
Pressure Averaging Average Over Whole Outlet
Boundary - Symmetry
Type SYMMETRY
Location SIDE1, SIDE2
Settings
Boundary - Default Domain Default
Type WALL
Location BOTTOM, TOP
Settings
Heat Transfer Adiabatic
Mass And Momentum No Slip Wall
Wall Roughness Smooth Wall
Boundary - SpaceXDragon
Type WALL
Location DRAGON
Settings
Heat Transfer Adiabatic
Mass And Momentum No Slip Wall
Wall Roughness Smooth Wall

4. Solution Report
Table 5. Boundary Flows for Re entry
vehicle.def._001
Location Type Mass Flow Momentum
X Y Z
Default Domain Boundary 0.0000e+0 -5.8101e+3 2.6420e+6 -2.8724e+5
Default
Inlet Boundary 5.0258e+5 -2.5969e-1 3.9358e-1 2.5129e+
8
Outlet Boundary -5.0257e+5 -5.2223e+6 -2.6411e+6 -2.4869e+8
SpaceXDragon Boundary 0.0000e+0 2.5861e+ -1.1058e+4 -2.2220e+6
4
Symmetry Boundary 0.0000e+0 5.2045e+ -9.8943e-3 -1.0085e+5
6
Table 6. Forces and Torques for Re entry
vehicle.def._001
Location Type X Y Z
Default Domain Pressure Force 7.2519e- -2.6436e+6 1.5661e+4
Default 2
 Viscous Force 5.8100e+ 1.6089e+3 2.7158e+5
3
Total Force 5.8101e+ -2.6420e+6 2.8724e+5
3
Pressure 1.0645e+ 2.6254e+3 4.4303e+5
Torque 7
Viscous Torque -1.7793e+5 1.3945e+5 2.1770e+3
Total Torque 1.0468e+ 1.4208e+5 4.4520e+5
7
SpaceXDragon Pressure Force -2.5850e+4 1.1142e+4 2.2216e+6
Viscous Force -1.1274e+1 -8.3866e+1 4.6626e+2
Total Force -2.5861e+4 1.1058e+4 2.2220e+6
Pressure -1.5974e+4 -1.8266e+3 4.1967e+2
Torque
Viscous Torque -1.0868e+2 -1.1348e+2 1.3193e+1
Total Torque -1.6082e+4 -1.9401e+3 4.3286e+2

4.1.1.1.1.1. User
Data
Figure 1.
Figure
2.
Figure
3.
Figure
4.
Aerodynamic design and
principle
N, Normal Force

A, Axial Force
M, Pitch
Moment
CG CP • Center of Pressure (cp)
• Moment Reference Point – CP is the point on the body
(MRP) centerline through which
– In order to specify the integrated forces act
moments on • Viscous forces don’t
a body, one must specify an contribute much to
MRP moments
– MRP can be any • Pressure forces dominate
convenient – At the CP, the moment due
point, but normally, a point to pressure is zero
close to the cg is used to – Relative to the MRP,
avoid Xcp = M / N
loss of accuracy due to large • Assumes contribution of
transfer distances axial forces is negligible
– For trajectory simulations, • This assumption can be
one erroneous if there are
computes moments about cg large asymmetrical drag
devices
 Typically:
 • X-axis out body nose
 • Y-axis to the right
 • Z-axis 90o to Y-axis
 • Typically, Centered at CG. Can also be centered at
 Nose or Vehicle Base.

XB
YB

ZB

Crossrange

Initial P
Azimuth Downrange
Angle
I

Latitude
 Kinematics of a
Particle
Z a

• F = ma : Newton’s 2nd
Law
P
• Fixed reference frame
Particle Path
• Velocity of a particle: V

d dr
V= Y
t
• Acceleration of a
particle:
dv d 2r
a= =
X
dt d 2t
Exceptional Service in the
National Interest

26
Mach Number
 • The ratio of the vehicle's speed to the speed of sound
affects the forces
 on the vehicle, since the vehicle’s aerodynamic
characteristics
 (coefficients) change with Mach number
 Mach number, M = V/a
 – ratio of the vehicle’s speed to the speed of sound
 Subsonic 0 < M << 1
 Transonic M ~ 1
 Supersonic 1 < M < 5
1
 Hypersonic M > 5
q = V 2
 Dynamic Pressure 2
 Dynamic Pressure is proportional to Velocity-squared:
 where is atmospheric density at the desired altitude;
 and V is vehicle total velocity
 Aerodynamic Forces are Proportional to Dynamic Pressure:
 where Cx is the aerodynamic coefficient in the x-direction;
 q is the dynamic pressure; and,
 S is the vehicle reference area (typically base area).

Fx = CxqS
Ballistic Coefficient
W
 = W is
Ballistic Coefficient is defined as: where:
vehicle weight (lbf or N) Cd is the vehicle
Cd A
Drag Coefficient ( function of vehicle
shape)
A is the vehicle Reference Area (normally
Base area of reentry vehicle or rocket)

State Vector
A State Vector gives vehicle’s position and
velocity• Position Vector Information:–
Geodetic: Altitude, Geodetic Latitude,
Longitude,– ECI: X, Y, Z Position– ECF: X,
Y, Z Position Geocentric: Radius to Earth’s
Center, Geocentric Latitude , Longitude–
Dwn/Crs: Downrange offset, Crossrange
offset, Down offset (Used for Monte Carlo
variations from Known Initial Condition)
State Vector, cont
Velocity Vector Information:– Geodetic:
Velocity (or Mach Number), Vertical Flight
PathAngle, Horizontal Flight Path Angle–
Geodetic: North, East, Down Velocity– ECI:
X, Y, Z Velocity– ECF: X, Y, Z Velocity–
Geocentric: Velocity (or Mach Number),
Vertical Flight Path Angle, Horizontal
Flight Path Angle– Geocentric: North, East,
Down Velocity– Dwn/Crs: Downrange
Velocity offset, Crossrange Velocity offset,
Down Velocity offset
 Body Attitude Information
 Initial Body Attitude is initialized and
computed for 6DOF Trajectories:– Geodetic or
Geocentric: Yaw, Pitch, Roll Euler angles
 – Geodetic: Pitch Angle of Attack, Yaw Angle of
Attack, Bank Angle– ECI: Yaw, Pitch, Roll Euler
angles– ECF: Yaw, Pitch, Roll Euler angles
 Deployment Velocity
Errors
Direction of
dominant
deployment Post-
is
velocity error
controllab Boost
le Vehicle
Radia
l Trajectory
veloci
ty
error

Axial
veloci
ty
error

30 Exceptional Service in the

National Interest
MATERIAL SELECTION FOR
CONSTRUCTION

 HOW TO SELECT A APPROPRIATE MATERIAL?

 High capability material
 Material should be reusable
 Material must be test in relevant environment
 Ablative material
 HIGH TEMPERATURE MATERIAL
 The mentioned requirements have led to new approaches for
the thermal protection and development of new material
system is necessary to improvise the vehicle. For hypersonic
air breathing vehicles the material must have high
temperature capability, high strength at elevated temperature,
high toughness, light weight and environment THERMAL
PROTECTION SYSTEM (TPS)
 To protect the people and re-entry vehicles we introduced
thermal protection system (TPS). Thermal protection
system acts as a protective covering for the re-entry
vehicle with a temperature of 16500C (30000F) heat at the
time of atmospheric re-entry .durability.
 8.1REINFORCED CARBON-CARBON
 It can withstand temperature up to 2300 F during
atmospheric re-entry. So mostly used in leading edge,
wing, nose cap etc. It is a composite material consists of
carbon fiber and matrix of graphite with reinforcement. It
has extremely low coefficient of thermal expansion, high
fatigue resistance,low density.
 Excellent thermal shock resistance
 Low density (1830 kg/m3)
 High modulus of rigidity(200GPa)
 High thermal conductivity(100W/m*k)
 In Non oxidizing atmosphere it should have thermal
resistance
 SLA-561V
 SLA stands for super light-weight ablator. In this SLA-
561V has been used as primary thermal protection system
vehicle on all of the 700 of sphere cone entry vehicle. SLA-
561V is applied to the ablative material inner the
honeycomb cave, is rebounded to aero shell’s structure.
 HRSI
 High temperature reusable surface insulation is one of the
tiles used in the underside of the orbiter, where the tiles
are coated with Li-900 silica ceramics. When the re-entry
temperature was below 1200 0 C , then HRSI is used
 TANTALUM CARBIDE AND BAFNIUM CARBIDE

 The re-entry temperature during re-entry is of

approximate 1649 0 C. so we need to withstand this high
amount of temperature. Tantalum carbide and bafnium
carbide can able to withstand approximate 4000 0C.so we
can safety ensure these material for hypersonic space
vehicle or re-entry vehicles. These materials are refractory
ceramics where they can able to withstand high
temperature. We know that during re-entry (M=35)
generate high temperature due to friction. Tantalum
carbide Tacs and hafinum carbide Hfc can able to resist
extreme heat generated, so it is anefficient material for us
to make re-entry vehicle. Mainly we can use these
materials for nose cap in re-entry vehicle (since
temperature effect is high for nose part in re-entry
vehicles). Their melting point is high enough than any
other material ( approximate 3800 0C for Hfc and Tac),
make it as a good quality material for us to used for re-
entry vehicle manufacture. So in future these
 NOVEL HYBRID ABLATIVE / CERAMIC LAYERED
COMPOSITES
 We require new thermal protection system to attain safety for
astronauts as well as re-entry vehicles. Thus for future exploration
at very high speed we want a system which resist high
temperature than present. Hybrid TPS provides an extra layered
ablator ceramic composite material for the protection of the
metallic substructure in oxidative and high temperature for our
new thermal protection system method. They prospective
advantages is that, they have thinner ablative layer which can able
to withstand very high surface heat loads and the tough ceramic
composite underneath provides structural support, and this
property help us to establish a special type shield shape which is
an asset for aerodynamic performance(like shock formation,
boundary layer formation) during re-entry. The main point is to
be noted that heat loads are characterised by heat flux peak
profile, which ensures or dissipate high heat loads during the
peaking time materials(for hybrid or ablative layered
composites). Ceramic matrix composite was delivered as plates
and is consist of carbon fibers embedded in a silicon carbide
matrix, which help us to make it strong for high temperature
effects on re-enrty vehicles. The production of this process
(material) is based on polymer infiltration pyrolysis process
(PIP). The abrative material consist of carbon fibers (55-80%) and
phenolic resin(20-45%), which makes it tougher to resist high
temperature.[3]
 POLYMERS
 The properties in thermal condition make polymers to use in re-entry
vehicles or spacecraft due to their long chain structure and molecular
architecture make it different from metals and ceramics.[4] Polymers
are mainly used for production of thermal blankets and thermal
control paints which helps to reduce temperature effect on re-entry
vehicles
 Thermal blankets are used to regulate the temperature of most re-
entry vehicles. The polymer film in thermal blanket reduce the effect
of temperature((1)by absorbing sunlight using carbon black)((2) it
also coated with a layer of vapour deposited aluminium which reflect
sunlight reduce effect of temperature.). thermal blanket is a necessary
product to regulate the temperature conditions in re-entry vehicle.[16]
 Thermal control paint’s also used to regulate temperature in the re-
entry vehicles.[16] The paint consist of either black or white pigments
dispersed in an organic or inorganic binder (material that hold or
draws other material together to form a cohesive force), which have
high emissivity and used to reject excess heat back into space or
atmosphere. [16,4]The main point is to be noted that black paints are
used to absorb sunlight and maintain the spacecraft at warmer
temperature, while white paint have low solar absorbant and
temperature is kept low enough to prevent over heating.[4]
 NANO PHOTONIC MATERIAL
 Nano photonic materials helping to push re-entry vehicle closer
to speed of light. Nano photonic material helps to achieve to go to
other planets and return to earth. It is made out of Silica and its
oxides, silica. The principle of Nano photonic materials is that the
two by products convert into super thin structure could make
conversion of infra red light into a momentum, that would
accelerate a probe to speed of round 60000km/h (which is
approximately 20% speed of light) in terms of temperature effect
(heat), photon absorbs energy and emits quickly it as in form of
radiation, many materials do not have this property (like
aluminium and graphite). Light absorption(energy) and emission
is very quick here, thus we can neglect the chance of over heating
during light speed(approximate) so with the help of Nano
photonic materials, we can easily able to achieve many space
related project fastly in future days.
 INCONEL ALLOY 625
 INCONEL ALLOY is a special type of alloy which is made
from MOLYBDENUM And NIOBIUM on it’s nickel-
chromium matrix. The properties like high tensile, creep,
rupture strength, excellent weldability and brazeability
makes it perfect for aerospace industry. It is a high
corrosion resistant alloy. The important feature of
INCONEL ALLOY 625 has a good resistant to oxidation
and a scaling at high temperature.[7] It has a special
ability that, it can provide a protective oxide coating under
drastic cyclic conditions. It can be used for micro
structural evolution and thermal stability. This alloy can
able to produce LASER DEPOSITION, which helps to find
cracks, bonding error and porosity. The grain structure
formation in microstructure also can be identified by this
alloy. THE INCONEL ALLOY 625 plays an important role
in manufacturing and finding defects in aerospace
industry. The density is about 0.305 kg/m3 and melting
point is 2350 – 2460 0 F (1290 – 1350) 0 C.[7]
 AEROGELS
 They are low density, low thermal conductivity materials
which can be used for various space applications. Since
they have poor durability and poor mechanical properties
uses is less in space application. It acts as a good thermal
insulator and hence can be used in spacecraft for
insulation purpose. The aerogel packed in composite box
is called warm electronics boxes and can be used to
protect the batteries, computer and other electronic
components. Space shuttle uses cryogenic oxygen and
hydrogen which means both the oxygen and hydrogen
should be kept in the liquid state. Aerogels helps to keep
the fuel in liquid state. They help to make fire resistant
space suit.
Manufacturing technique
 Construction
The Atmospheric Reentry Materials and Structures Evaluation
Facility(ARMSEF), which includes the 13,193 square foot main
building (Building 222), the Rectifier Building (222a), the Boiler
Building No. 1 (222b) and the Arc Power Supply (222aa), was originally
built to support
reentry environment testing for the Apollo Program.64 The facility was
designed by a combination of two Houston, Texas, architecture and
engineering firms: Dale S. Cooper &
Associates and Cummins-Reed & Clements. It was built by the Baxter
Construction Company,
Inc. of Houston, Texas, under the direction of the ACOE, at a roughly $1.1
million.
Construction of the facility occurred between October 1965 and
November 1966; it became operational in 1967.65 At the time of
construction, the ARMSEF included a 10-megawatt (MW) arc jet, one
vacuum tunnel position and two atmospheric exhaust positions. The
arc heaters used who also furnished the 8’ vacuum test chamber and
the test article mount mechanisms.66 Electromechanical console
systems provided the control mechanisms for the testoperations.67
1972, the ARMSEF was upgraded to support the SSP, by modifying the
equipment to better simulate the conditions of low-Earth orbit.68
One of the key changes was the removal of the flexibility with regards
to test enthalpies, ARMSEF engineers and
 MANUFACTURE -An analysis of the baseline shuttle
vehicle and development of a manufacturing breakdown
indicates that manufacture of development hardware will
extend over approximately a 4-1/2-year period. The total
manufacturing program encompassing fabrication of six
flight vehicles at a rate of two per year will extend over
approximately 7-1/2 years. Significant manufacturing
progress will be necessary for installation of the vehicle
thermal protection system and vehicle handling. Existing
facilities can be adapted with minor modifications for
production of the orbiter vehicle, but new facilities or
existing facilities with major modifications will be
required for the booster. However, the consideration of
facility collocation effects of cost reduction led to the
selection of a new final assembly facility located at
Palmdale, California
 DEVELOPMENT ~Qualification of the shu ttle vehicle
will be based upon an aircraft-development approach
where possible, using nondestructive testin,g techniques
and increasing severity of test conditions. It is planned
that taxi, cruise, glide (low angle of attack), and landing
tests will be performed using turbojets. Main-rocket
propulsion is not recommended for horizontal flight
tests. Separate tests with vertical takeoff of the orbiter and
booster are possible. Integrated-system dynamic and fligll
t tests will be necessary.
 STRUCTURE AND THERMAL
PROTECTION-The most significant weight
element in the logistic vehicle is the structure and thermal
protection system. Trade studies were therefore
performed to establish the lowest-weight structure and
thermal protection design for concepts using integral
load-carrying tanks and for systems with suspended tanks
and external load-carrying structure.
Thermal protection
During reentry into the atmosphere, ARD’s
heatshield will be exposed to
temperatures ranging up to 2000ºC and
a heat flux as high as 1000 kW/m2,
resulting from the ionisation of the
surrounding atmosphere under the
aerodynamic pressure of the hypersonic
vehicle. On ARD’s conical area, the
temperatures could reach 1000ºC, with a
heat flux of 90-125 kW/m2. Inside, the
temperature will not rise above 40ºC.
Most of ARD’s thermal protection elements
are based on materials already developed
by Aerospatiale within French strategic
defence programmes. However, the flight
will also test a number of new-generation
materials.
 4. HIGH TEMPERATURE COATING
 High temperature coatings based on SiC can be used up to
about 17000 C. For higher temperature, different materials
such as carbides, oxides and diboxides of Hf and Zr can be
used. The later one can be used as part of composite
matrix, Iridium, Ir is regarded appropriate for coating.
The thermal conductivity of the material may also affect
the surface temperature as carbon fiber is used and woven
in various architectures.
 2. HEAT TRANSFER AT HIGH SPEED
 In high speed flow, it is to be expected that the magnitude
and direction of the heat transfer at the surface will
depends on the difference between the wall temperature
and the adiabatic wall temperature.[11] That is T w is less
than T wad there will be heat transfer from fluid to the
surface while if Tw is greater than T wad the heat transfer
from surface to fluid. It is usual in high speed gas flow to
write[9,10,11]
 Q = h A(T w-T wad)
 3. RE-ENTRY PROBLEMS
 Re-entry problem does not occur in every space mission.
Most satellite launches are one way mission and they go
away from the earth and out of its atmosphere.[10] For
LEO satellite re-entry may occur after useful life time.[11]
For very high orbits re-entry may never occur. Satellites in
general are not designed to survive the extreme forces and
heat loading that occurs during re-entry
 Joining of the manufactured
parts
 Joining of Rhenium plate with Aluminium
Eective joining of Rhenium and Aluminum
can be achieved by using Diusion Bonding
Technique (DBT).
 In dilusion bonding technique,
temperature and pressure are applied
uniformly to a piece to expand it into the
other piece . The inter dilusion of the
materials make up the joint in solid state.
Since heating is uniform, the entire
structure will undergo the same
metallurgical changes and there will not be
a heat-acted zone. The lack of fusion and
heat acted zones give unacted base
materials.[20]Joining of Titanium and
Aluminium Honeycombs Cold metal
transfer (CMT) welding{brazing can be
used for joinng the Titanium and
Aluminum honey-combs .
Application strategy
 Reentry vehicle is future human space exploration vehicle and it is in
design phase.
 . Very few numerical studies on re-entry vehicle at high altitude were
reported earlier.
 The present investigation has been motivated for the following points. (i)
Detailed analysis of aerothermodynamics of Orion CEV re-entry vehicle at
high and low altitudes for different velocities are not available in the
literature. (ii) Effect of nose radius on aerodynamic heating are not exist.
Multi-Material Additive Manufacturing is an
emerging of the manufacturing process.
Various uses of multi-material AM have to be
identfied and it has to be evaluated .
This paper described an innovative solution for
heat shielding in hypersonic spacecraft using
Multi-material based additive manufacturing.
Promising results are obtained and this type of
structure can only be manufactured using
Additive Manufacturing technologies only. The
model is simulated under appropriate
conditions, and it shows promising results based
on thermal and structural integrity. In the
current study two honey combs layers are used,
an advance study can be done to validate the
used of multiple layers for similar heat shielding
purposes. The study will be more if we print a
multi-material 3D part using an appropriate
multi-material additive manufacturing process.
A comparison of the simulated results with the
experimental works will prove the greatness of
this study. In this current study, analysis of
application of this concept and design is limited
only to hypersonics of aerospace sector , but
further studies can be done other aerospace,
automotive, high-power electrical machines, and
other high energy sectors where there is a need of
high heat shielding and mechanical strength is
needed.
Result

 As observed in the figure above the velocity at the heat

shield was minimum and increases as we move to the
shoulder. This decrease in velocity results in increase in
pressure gradient which results in the formation of shock
wave. Major output parameters of the aero
thermodynamic analysis are surface wall temperatures
which are helpful in material selection for the
survivability of the vehicle. Over the body for the
decreasing Mach number conditions and wall outer
surface temperature over the capsule is directly
proportional to the Mach number. The shock wave
formed comes closer to the body with increase in Mach
number. This analysis gives the idea about the heat flux
around the re-entry capsule body during re-entry phase at
different Mach number. As the Mach number increases
the temperature also increasing due to friction. As
temperature increases heat flux increases. Calorimeters
positioned at or very close to the shoulder, recorded
higher heat flux levels. . In this work maximum value of
the heat flux was 4.898*105 W/m2 it was slightly less than
flight data.The model AS-202 was tested at Mach 26.2 at
00 and 180angle of attack. For the 00 model, the wake was
completely separated while for the 180 model the wake
was partially separated and reattaches half way the model.
In all cases the flow separates at the shoulder and attaches
downstream on the afterbody frustum. The location of
reattachment moves upstream with increasing angle of
attack.
 From this investigation, it is proved that this method can
offer aerodynamic information on a timely basis while
keeping the cost and schedule of commercial programs.
Wind tunnel tests are important in the validation of
prediction methods if they are not available, validated the
results with actual flight data. Right choice of material
can

 avoid the localised heating. This method will help future

research on reentry much easier than it was before. The
CFD code will help future researcher to calculate reentry
parameters for their research work. In the analysis of
materials used in re-entry vehicle we found that the
material should have low thermal conductivity, low
density, high strength, high tensile, creep and rupture
strength, outstanding fatigue and thermal fatigue
strength, oxidation and resistance thermal resistance etc.
After the analysis we conclude that the material which is
more suitable for re-entry vehicle is super alloys and Nano
materials, due its properties. Both the materials super
alloys and Nano materials can able to withstand
maximum temperature. And the only disadvantage of
both materials are high cost.
 References
 Chapman, Dean. An Analysis of the Corridor and
Guidance Requirements for Super circular Entry Into
Planetary
 Atmospheres. NASA TR R-55, 1960.
 Concise Science Dictionary. Oxford: Oxford University
Press, U.K. Market House Books, Ltd., 1984.
 Eshbach, Suoder, (ed.). Handbook of Engineering
Fundamentals. 3rd edition. New York, NY: John Wiley &
Sons, Inc.,
 1975.
 Entry Guidance Training Manual. ENT GUID 2102, NASA
Mission Operations Directorate, Training Division, Flight
 Training Branch, NASA/Johnson Space Center, Houston,
TX, December 1987.
 Regan, Frank J. Reentry Vehicle Dynamics. AIAA
Education Series, J.S. Przemieniecki series ed. in chief. New
York,
 NY: American Institute of Aeronautics and Astronautics,
Inc., 1984.
 Tauber, Michael E. A Review of High Speed Convective
Heat Transfer Computation Methods. NASA Technical
Paper 2914,
 1990.
 Tauber, Michael E. Atmospheric Trajectories. Chapter for
AA213 Atmospheric Entry. NASA/Ames Research Center,
 Stanford University, 1990.
 Tauber, Michael E. Hypervelocity Flow Fields and
Aerodynamics. Chapter for AA213 Atmospheric Entry.
NASA/Ames
 Research Center, Stanford University, 1990.
 Voas, Robert B. John Glenn’s Three Orbits in Friendship 7.
National Geographic, Vol. 121, No. 6. June 1962