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The problems of optimizing the trajectory motion of the first stage of an aerospace system according to the criterion of the maximum of the final mass are considered. The control is the angle of attack and thrust of the engines. Control optimization is carried out on the trajectory section from the point of bringing the first stage to the launch area until the motion parameters required for separation of the space stage are reached. The Pontryagin’s maximum principle is used to determine optimal control programs. The solution of the problem without restrictions on the modes of motion is carried out using the example of acceleration and climb of the first stage of the RASCAL aerospace system. A method is proposed for determining approximate optimal control in a problem with a limitation on the altitude range of the engines with separate optimization of the active and passive sections and the search for the optimal point of their coupling. Changes in control program, trajectory, and fuel consumption are discussed when limiting the maximum flight altitude in the active section.

This paper presents a comprehensive comparative study of the resilience of leading edge anti-icing systems on business jets when exposed to severe hailstorm conditions. Using advanced simulation models correlated with experimental data, the study aims to determine the overall effectiveness of these systems when exposed to the adverse effects of hail impact. Key aspects of the study include the examination of system structural response to varying sizes and densities of hailstones, and the impact on the leading edge structural integrity and on the overall aircraft safety. The simulations are designed to replicate realistic hailstorm scenarios, considering factors such as hailstone velocity, size, and impact angle. Results from the study reveal significant differences in the performance of piccolo-tube anti-icing system under hailstorm conditions. The study assesses the operational limitations and the energy absorption of a business jet anti icing system, providing valuable insights for anti-icing robust design in this category.

The design of aerospace systems is recognized as a complex interdisciplinary process. Many studies have shown that the exchange of information among multiple disciplines often results in strong coupling and nonlinearity characteristics in system optimization. Meanwhile, inevitable multi-source uncertainty factors continuously accumulate during the optimization process, greatly compromising the system’s robustness and reliability. In this context, uncertainty-based multidisciplinary design optimization (UMDO) has emerged and has been preliminarily applied in aerospace practices. However, it still encounters major challenges, including the complexity of multidisciplinary analysis modeling, and organizational and computational complexities of uncertainty analysis and optimization. Extensive research has been conducted recently to address these issues, particularly uncertainty analysis and artificial intelligence strategies. The former further enriches the UMDO technique, while the latter makes outstanding contributions to addressing the computational complexity of UMDO. With the aim of providing an overview of currently available methods, this paper summarizes existing state-of-the art UMDO technologies, with a special focus on relevant intelligent optimization strategies.

The paper deals with disturbed transatmospheric motion of the first stage of an aerospace system. Deviations of atmospheric density and deviations of aerodynamic force coefficients from reference values are taken as disturbances. Optimal angle-of-attack schedules for the first stage are specified. Comparative analysis of optimal control programs for disturbed and undisturbed motion is carried out.

The paper deals with disturbed motion of the hypersonic first stage of an aerospace system in accelerated climb. Disturbances are deviations of atmospheric density from the values of a standard model. A multistep control process is accepted. The command angle-of-attack schedule is specified at each step of control using the method of Pontryagins maximum principle. The nominal control program is applied at the first step. We present the results of modeling disturbed motion with command control of the angle of attack for maximum rarified and maximum dense atmosphere. The angle-of-attack constraint is violated for rarified and dense atmosphere at the end of the accelerated flight segment when a boundary value problem is solved. If command control obtained as a result of solving the boundary value problem is maintained the target terminal speed and altitude conditions are fulfilled. The finite value of the flight path inclination angle for rarefied atmosphere is 10% lower than the target one, while for dense atmosphere it is 12% higher.

Disturbed motion of the hypersonic first stage of an aerospace system in climb is analyzed. Deviations of atmospheric density from standard values and deviations of aerodynamic force coefficients from reference values are taken as disturbances. Disturbance motion of the hypersonic first stage of a hypersonic vehicle with the optimal angle-of-attack schedule obtained for reference atmosphere and nominal aerodynamic characteristics is modeled. Deviations of terminal conditions of disturbed motion from the target values of velocity, altitude and flight path inclination are determined. The problem of minimum propellant mass consumed in the climb with acceleration to hypersonic velocity is solved for disturbed motion by the method of Pontryagin’s maximum principle. Optimal angle-of-attack schedules, optimal flight paths and finite values of the mass of the hypersonic first stage are determined. Comparative analysis of optimal control programs and flight paths for disturbed and undisturbed motion is made.

Control programs and flight paths of the hypersonic first stage of an aerospace system in climb with acceleration to hypersonic velocity are analyzed. Two approaches to determining the control programs and flight paths are identified: the "traditional" approach and the "optimization" one. The "traditional" approach implies specifying a typical mission profile with max-q and peak heat flux. In the case of the "optimization" approach the problem of propellant mass minimum is stated and solved using the method of Pontryagin’s maximum principle. It concerns the mass of propellant consumed in hypersonic acceleration for various terminal flight path angles. Optimal control programs and optimal flight paths are determined. Those meeting the max-q and peak heat flux requirements are selected. The results of modeling the motion of a hypersonic booster with typical and optimal angle-of-attack schedules corresponding to the "traditional" and "optimization" approaches are presented and discussed. It is established that less propellant is consumed in the case of optimal control, which is accounted for by more efficient use of the hypersonic booster's aerodynamic performance due to direct control of the angle of attack.

Multi-step terminal control of the subhypersonic first stage of an aerospace system in trans-atmospheric climb is considered. Passive motion of spacecraft in conditions of joint influence of atmospheric and aerodynamic disturbance is analyzed. Achieving the prescribed value of the trajectory inclination angle is the terminal motion condition. Terminal height is a controlled value. An algorithm of terminal control for the formation of the command value of aerodynamic lift coefficient is proposed. The Newton method with one or more iterations at a control step is used in determining command control. The serviceability and efficiency of the algorithm compensating the influence of atmospheric and aerodynamic disturbances on the preset terminal altitude condition of spacecraft motion are analyzed. The results of simulating spacecraft motion with terminal control for maximally rarefied atmosphere and for different levels of deviation of the drag coefficient are discussed.