F. Jacobs
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1
Gravity field recovery from GRACE range-rate residuals
A novel tensor-based approach to in-situ estimation methods
Master thesis
(2026)
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B. Sousa Alves, J.G. De Teixeira da Encarnacao, M. Cuadrat-Grzybowski, F. Jacobs, E.J.O. Schrama, S. Gehly
This thesis develops a fast algorithm for generating Level-2 spherical harmonic coefficients from residual GRACE Level-1B observations using an in-situ measurement approach. A new dynamical formulation is developed to convert inter-satellite range-rate observations into line-of-sight gravity differences (LGDs), providing an alternative to existing conversion methods. Its performance is investigated through frequency-domain analysis, revealing limitations in recovering low-frequency signals. Additionally, to improve the computational efficiency of the subsequent inversion, an accelerated tensor-based Preconditioned Conjugate Gradient (PCCG) method is developed and evaluated. This framework substantially reduces the computational cost of the inversion while preserving its numerical results. The complete processing chain is assessed using both simulated data and GRACE observations, including sensitivity to processing parameters and measurement noise, and characterising how errors introduced during the range-rate conversion propagate through the inversion and affect the recovered gravity field.
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This thesis develops a fast algorithm for generating Level-2 spherical harmonic coefficients from residual GRACE Level-1B observations using an in-situ measurement approach. A new dynamical formulation is developed to convert inter-satellite range-rate observations into line-of-sight gravity differences (LGDs), providing an alternative to existing conversion methods. Its performance is investigated through frequency-domain analysis, revealing limitations in recovering low-frequency signals. Additionally, to improve the computational efficiency of the subsequent inversion, an accelerated tensor-based Preconditioned Conjugate Gradient (PCCG) method is developed and evaluated. This framework substantially reduces the computational cost of the inversion while preserving its numerical results. The complete processing chain is assessed using both simulated data and GRACE observations, including sensitivity to processing parameters and measurement noise, and characterising how errors introduced during the range-rate conversion propagate through the inversion and affect the recovered gravity field.
Bachelor thesis
(2026)
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Y.V. ten Brink, B.A.T. Janssen, M.E. Żelewska, S.D. Kalpoe, S.S. Miętus, A. Păun, N.J. Poot, A.W. Skibińska, L.A. Weeda, C. van Wegen, K. Yustyun, Y. Tang, F. Jacobs, P. Colonna
With a cruise altitude of 30 km and speed five times that of sound, Mach V takes civilian aviation to regions never before explored. The blended-body hypersonic aircraft is designed to support a wide range of mission profiles, including passenger transport, cargo operations, and scientific research missions. During take-off, two powerful hydrogen-fueled turbojet engines enable operation from conventional paved runways and provide the initial thrust required to accelerate the aircraft and climb to Mach 2.75 at an altitude of 19 km. At this point, two high-thrust ramjet engines take over, further accelerating the vehicle to its cruise speed and altitude.
At cruise, advanced thermal protection shields the nose, leading edges, and fuselage from extreme aerodynamic heating, and insulates the cryogenic tanks. Meanwhile active cooling system keeps the engines running, using the cryogenic fuel as a heat sink.
The final approach is performed via a gliding descent profile, and a dedicated ground-based cooling system is activated post-landing to manage residual thermal loads. Additionally structural health monitoring systems allows for inspection, and refurbishment between each flight.
Just 48 hours later, Mach V is ready to take flight once again. ...
At cruise, advanced thermal protection shields the nose, leading edges, and fuselage from extreme aerodynamic heating, and insulates the cryogenic tanks. Meanwhile active cooling system keeps the engines running, using the cryogenic fuel as a heat sink.
The final approach is performed via a gliding descent profile, and a dedicated ground-based cooling system is activated post-landing to manage residual thermal loads. Additionally structural health monitoring systems allows for inspection, and refurbishment between each flight.
Just 48 hours later, Mach V is ready to take flight once again. ...
With a cruise altitude of 30 km and speed five times that of sound, Mach V takes civilian aviation to regions never before explored. The blended-body hypersonic aircraft is designed to support a wide range of mission profiles, including passenger transport, cargo operations, and scientific research missions. During take-off, two powerful hydrogen-fueled turbojet engines enable operation from conventional paved runways and provide the initial thrust required to accelerate the aircraft and climb to Mach 2.75 at an altitude of 19 km. At this point, two high-thrust ramjet engines take over, further accelerating the vehicle to its cruise speed and altitude.
At cruise, advanced thermal protection shields the nose, leading edges, and fuselage from extreme aerodynamic heating, and insulates the cryogenic tanks. Meanwhile active cooling system keeps the engines running, using the cryogenic fuel as a heat sink.
The final approach is performed via a gliding descent profile, and a dedicated ground-based cooling system is activated post-landing to manage residual thermal loads. Additionally structural health monitoring systems allows for inspection, and refurbishment between each flight.
Just 48 hours later, Mach V is ready to take flight once again.
At cruise, advanced thermal protection shields the nose, leading edges, and fuselage from extreme aerodynamic heating, and insulates the cryogenic tanks. Meanwhile active cooling system keeps the engines running, using the cryogenic fuel as a heat sink.
The final approach is performed via a gliding descent profile, and a dedicated ground-based cooling system is activated post-landing to manage residual thermal loads. Additionally structural health monitoring systems allows for inspection, and refurbishment between each flight.
Just 48 hours later, Mach V is ready to take flight once again.