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NASA NTRS2012

Frequency Correction for MIRO Chirp Transformation Spectroscopy Spectrum

This software processes the flyby spectra of the Chirp Transform Spectrometer (CTS) of the Microwave Instrument for Rosetta Orbiter (MIRO). The tool corrects the effect of Doppler shift and local-oscillator (LO) frequency shift during the flyby mode of MIRO operations. The frequency correction for CTS flyby spectra is performed and is integrated with multiple spectra into a high signal-to-noise averaged spectrum at the rest-frame RF frequency. This innovation also generates the 8 molecular line spectra by dividing continuous 4,096-channel CTS spectra. The 8 line spectra can then be readily used for scientific investigations. A spectral line that is at its rest frequency in the frame of the Earth or an asteroid will be observed with a time-varying Doppler shift as seen by MIRO. The frequency shift is toward the higher RF frequencies on approach, and toward lower RF frequencies on departure. The magnitude of the shift depends on the flyby velocity. The result of time-varying Doppler shift is that of an observed spectral line will be seen to move from channel to channel in the CTS spectrometer. The direction (higher or lower frequency) in the spectrometer depends on the spectral line frequency under consideration. In order to analyze the flyby spectra, two steps are required. First, individual spectra must be corrected for the Doppler shift so that individual spectra can be superimposed at the same rest frequency for integration purposes. Second, a correction needs to be applied to the CTS spectra to account for the LO frequency shifts that are applied to asteroid mode.

Lee, Seungwon↗

NASA NTRS1973

Auroral ion velocity distributions using a relaxation model.

Calculation of ion velocity distributions for a weakly-ionized plasma subjected to crossed electric and magnetic fields for application to the auroral ionosphere. By replacing the Boltzmann collision integral with a simple relaxation model, an exact solution to Boltzmann's equation could be obtained. This solution has the advantage over a series expansion in that all the higher-order velocity moments are inherent in it. The exact solution is particularly advantageous when studying large departures of the distribution from its Maxwellian form, because these departures are caused by the higher velocity moments. In general, however, a simple relaxation model can only be used to obtain qualitative information on the distribution function. Consequently, it is possible to determine when the higher-order velocity moments affect the ion velocity distribution and the nature of their effect, but it is not possible to obtain accurate quantitative results.

St-Maurice, J.-P.↗

NASA NTRS2011

Flight Test of L1 Adaptive Control Law: Offset Landings and Large Flight Envelope Modeling Work

This paper presents new results of a flight test of the L1 adaptive control architecture designed to directly compensate for significant uncertain cross-coupling in nonlinear systems. The flight test was conducted on the subscale turbine powered Generic Transport Model that is an integral part of the Airborne Subscale Transport Aircraft Research system at the NASA Langley Research Center. The results presented include control law evaluation for piloted offset landing tasks as well as results in support of nonlinear aerodynamic modeling and real-time dynamic modeling of the departure-prone edges of the flight envelope.

Gregory, Irene M.↗

NASA NTRS2018

Performance Evaluation of Conflict-Free Trajectory Taxiing in Airport Ramp Area Using Fast-Time Simulations

The German Aerospace Center (DLR) and the National Aeronautics and Space Administration (NASA) have been collaborating to conduct joint research addressing future surface traffic management challenges. The surface management tool from DLR, called Taxi Routing for Aircraft: Creation and Controlling (TRACC), was adapted to be integrated in NASA's fast-time simulation environment called Surface Operations Simulator and Scheduler (SOSS). The research described in this paper 1) applied TRACC to trajectory-based ramp traffic management, where TRACC generates conflict-free aircraft trajectories in a congested ramp area, 2) investigated the feasibility of the concept through the integrated TRACC-SOSS fast-time simulation, and 3) evaluated the performance of the integrated system. For this activity, TRACC was adapted for ramp operations at Charlotte Douglas International Airport, called TRACC_PB (TRACC for pushback optimization). TRACC_PB provides four-dimensional taxi trajectories with a command speed profile for each aircraft following standard taxi routes within the ramp area. In this study, departures are given the Target Movement Area entry Times (TMATs) provided by the baseline surface metering scheduler based on NASA's Spot and Runway Departure Advisor (SARDA). TRACC_PB also calculates optimal pushback times for departures, as well as the times when arrivals shall enter the ramp, the Target Movement area Exit Times (TMETs). The initial results showed that the TRACC_PB successfully generated conflict-free trajectories for the ramp area taxi operations and improved taxiing efficiency compared to the baseline results. TRACC_PB aimed to provide conflict-free taxi routes avoiding any stops while taxiing. This resulted in longer gate hold times for departures and postponed throughput values compared to the baseline simulation without trajectory optimization. Having conflict-free routes without stoppage also created shorter taxi times but required renegotiation of the given TMATs. TRACC_PB also achieved reductions in both fuel consumption and engine emissions (17% for departures and 10% for arrivals), which correlate with the ramp taxi time reduction.

trajectory-based taxi operations↗

NASA NTRS2020

Air Traffic Simulation Technology for High-Population Metroplexes

IAI's MetroSim optimizes air traffic by simulating departures, arrivals, and activity in air and onthe ground in busy metroplexes, where flights impact each other at a single airport and among traffic at nearby airports. MetroSim evolved out of several NASA SBIR/STTR Awards and has since been used by NASA for flight simulation analysis. MetroSim has also been integrated with FAA and DOT technology, has produced studies for the Port Authority of New York and New Jersey, and is under development to support the Navy

Cannon, Kimberly A.↗

NASA NTRS2000

Next Generation CTAS Tools

The FAA's Free Flight Phase 1 Office is in the process of deploying the current generation of CTAS tools, which are the Traffic Management Advisor (TMA) and the passive Final Approach Spacing Tool (pFAST), at selected centers and airports. Research at NASA is now focussed on extending the CTAS software and computer human interfaces to provide more advanced capabilities. The Multi-center TMA (McTMA) is designed to operate at airports where arrival flows originate from two or more centers whose boundaries are in close proximity to the TRACON boundary. McTMA will also include techniques for routing arrival flows away from congested airspace and around airspace reserved for arrivals into other hub airports. NASA is working with FAA and MITRE to build a prototype McTMA for the Philadelphia airport. The active Final Approach Spacing Tool (aFAST) provides speed and heading advisories to help controllers achieve accurate spacing between aircraft on final approach. These advisories will be integrated with those in the existing pFAST to provide a set of comprehensive advisories for controlling arrival traffic from the TRACON boundary to touchdown at complex, high-capacity airports. A research prototype of aFAST, designed for the Dallas-Fort Worth is in an advanced stage of development. The Expedite Departure Path (EDP) and Direct-To tools are designed to help controllers guide departing aircraft out of the TRACON airspace and to climb to cruise altitude along the most efficient routes.

Erzberger, Heinz↗

NASA NTRS2019

NASA’s Space Launch System: Enabling a New Generation of Lunar Exploration

Following two decades of operational experience in low-Earth orbit (LEO), NASA has turned its focus once again to deep space exploration. The Agency is building the Space Launch System (SLS) to take astronauts and cargo to the Moon and send robotic spacecraft deep into the solar system. Offering unmatched performance, departure energy and payload capacity, SLS is designed to evolve into progressively more powerful configurations, enabling a new generation of human exploration of the Moon in preparation for future missions to Mars. The first build of the Block 1 vehicle is nearly complete for Exploration Mission-1 (EM-1), the first integrated flight of SLS and the Orion crew vehicle. EM-1 will send an uncrewed Orion to a distant retrograde lunar orbit in order to test and verify new systems, and along the way will deploy 13 6U-class CubeSats in deep space along the upper stage disposal trajectory after separation from Orion. The Agency’s current plans call for the first three missions on the SLS manifest to utilize the Block 1 vehicle in crew and cargo configurations. A more powerful evolved vehicle, Block 1B, will provide additional mass and volume performance using a new Exploration Upper Stage (EUS). Block 1B will lift 34 to 40 metric tons (t) to trans-lunar injection (TLI), depending on crew or cargo configuration. The Block 1B crew configuration will offer as much payload volume as industry-standard 5 m-diameter fairings to co-manifested payloads in a Universal Stage Adapter (USA). The Block 1B cargo variant will accommodate 8.4 meter-diameter fairings in 62.7-foot (19.1 meter) or 90-foot (27.4 meter) lengths. Adding smallsat secondary payloads to ride along with primary and co-manifested payloads on future flights may be possible, depending on mass margins. Leveraging a flight-proven, well-understood propulsion system, SLS’s flexible architecture, unmatched performance and expansive payload accommodations will open exciting new mission possibilities in deep space. Launches of habitat modules for NASA’s new Gateway lunar outpost, the next generation of robotic spacecraft to the far reaches of the solar system, large-aperture deep space telescopes, probes to interstellar space and the return of astronauts to the Moon are all possible with SLS.

Creech, Stephen D.↗

NASA NTRS1992

Determining Mars parking orbits which ensure tangential periapsis burns at arrival and departure

A method is presented which finds Mars parking orbits which allow tangential periapsis burns at both arrival and departure. This method accounts for the actual geometry at both arrival and departure between the hyperbolic asymptotes and the orbital plane, along with the precession effects caused by the oblateness of Mars. Thus, realistic Delta-V values (and hence initial low-earth orbit masses) are obtained for these orbits. The results obtained from the present method compare very well with a trajectory integration program while only requiring CPU times of about one minute. Therefore, due to the computational efficiency and accuracy, the present method would be an ideal tool to use in preliminary mission design, since it provides the opportunity to incorporate realistic Mars parking orbits effects.

Desai, Prasun N.↗

NASA NTRS2010

The Mission Assessment Post Processor (MAPP): A New Tool for Performance Evaluation of Human Lunar Missions

The National Aeronautics and Space Administration s (NASA) Constellation Program paves the way for a series of lunar missions leading to a sustained human presence on the Moon. The proposed mission design includes an Earth Departure Stage (EDS), a Crew Exploration Vehicle (Orion) and a lunar lander (Altair) which support the transfer to and from the lunar surface. This report addresses the design, development and implementation of a new mission scan tool called the Mission Assessment Post Processor (MAPP) and its use to provide insight into the integrated (i.e., EDS, Orion, and Altair based) mission cost as a function of various mission parameters and constraints. The Constellation architecture calls for semiannual launches to the Moon and will support a number of missions, beginning with 7-day sortie missions, culminating in a lunar outpost at a specified location. The operational lifetime of the Constellation Program can cover a period of decades over which the Earth-Moon geometry (particularly, the lunar inclination) will go through a complete cycle (i.e., the lunar nodal cycle lasting 18.6 years). This geometry variation, along with other parameters such as flight time, landing site location, and mission related constraints, affect the outbound (Earth to Moon) and inbound (Moon to Earth) translational performance cost. The mission designer must determine the ability of the vehicles to perform lunar missions as a function of this complex set of interdependent parameters. Trade-offs among these parameters provide essential insights for properly assessing the ability of a mission architecture to meet desired goals and objectives. These trades also aid in determining the overall usable propellant required for supporting nominal and off-nominal missions over the entire operational lifetime of the program, thus they support vehicle sizing.

Williams, Jacob↗

NASA NTRS1993

The interaction of radiative and dynamical processes during a simulated sudden stratospheric warming

An analysis of a spontaneous sudden stratospheric warming that occurred during a 2-year integration of the Langley Research Center (LaRC) Atmospheric Simulation Model is presented. The simulated warming resembles observed 'wave 1' warmings in the Northern Hemisphere stratosphere and provides an opportunity to investigate the radiative and dynamical processes occurring during the warming event. Isentropic analysis of potential vorticity sources and sinks indicates that dynamically induced departures from radiative equilibrium play an important role in the warming event. Enhanced radiative cooling associated with a series of upper stratospheric warm pools leads to radiative dampening within the polar vortex. Within the 'surf zone' large-scale radiative cooling leads to diabatic advection of high potential vorticity air from aloft. Lagrangian area diagnostics of the simulated warming agree well with Limb Infrared Monitor of the Stratosphere (LIMS) analyses. Dynamical mixing is shown to account for the majority of the decrease in the size of the polar vortex during the simulated warming. An investigation of the nonlinear deformation of material lines that are initially coincident with diagnosed potential vorticity isopleths is conducted to clarify the relationship between the Lagrangian area diagnostics and potential vorticity advection during wave breaking events.

Pierce, R. B.↗

NASA NTRS2016

The Lunar IceCube Mission Design: Construction of Feasible Transfer Trajectories with a Constrained Departure

Lunar IceCube, a 6U CubeSat, will prospect for water and other volatiles from a low-periapsis, highly inclined elliptical lunar orbit. Injected from Exploration Mission-1, a lunar gravity assisted multi-body transfer trajectory will capture into a lunar science orbit. The constrained departure asymptote and value of trans-lunar energy limit transfer trajectory types that re-encounter the Moon with the necessary energy and flight duration. Purdue University and Goddard Space Flight Center's Adaptive Trajectory Design tool and dynamical system research is applied to uncover cislunar spatial regions permitting viable transfer arcs. Numerically integrated transfer designs applying low-thrust and a design framework are described.

Cis-lunar↗

NASA NTRS2019

Fusion-Enabled Pluto Orbiter and Lander

Direct Fusion Drive (DFD) is a unique fusion engine concept based on the Princeton Field-Reversed Configuration (PFRC) fusion reactor conceived by Dr. Sam Cohen of the Princeton Plasma Physics Laboratory. DFD would enable the Pluto orbiter and lander context mission and more broadly enable true "rapid transit" to outer-planet and near interstellar space. The truly game-changing levels of thrust and power in a modestly sized package could integrate with our current launch infrastructure while radically expanding the science capability of these missions. Our Phase I was our first funded work on the DFD, with previous work at PSS occurring only under internal R&D. We established the feasibility of our Pluto mission trajectories using straight-line and planar models, including a departure spiral from Earth and insertion at Pluto. We developed our first thrust and specific impulse model using the results of the UEDGE multi-fluid code. Our specific power model was improved. During this Phase II effort, we continued our efforts to increase the fidelity of the designs for the RF, magnet, and shielding subsystems. Dedicated thrust augmentation experiments were run on the PFRC experiment, using a supersonic gas puffing valve. For the first time, we analyzed the design of a closed-loop operation mode and estimated the hardware that would be required for a dual-mode engine. In an exciting new development, we have invented a new thermophotovoltaic thermal conversion method that has the potential to have efficiencies of a Brayton or Stirling system. Our report presents details of these analyses. Our roadmap to bringing DFD to flight predicts that with sufficient support, a first flight unit could be built by 2040. We anticipate that three machine generations are required before this point: a ~1 T PFRC-3 machine hitting new plasma temperature and density levels, a ~5 T PFRC-4 machine with first demonstration of D-3He fusion, and a flight. (The current experiment, PFRC-2, is limited to about 0.1 T). In order to achieve a flight in 2035-2040, the TRL of the supporting systems must be increased in parallel, including low mass radiators, cryogenic propellant storage, and large (>100 kW) thermal conversion systems. Fortunately, many of these systems are dual-use and are required for other technologies including fission systems, so DFD would contribute to and benefit from those programs. This NIAC support and the results of our work have led to multiple follow-on contracts. We won two NASA STTRs focused on DFD subsystems, one on the RF system and one on the superconducting magnets, and our magnet STTR is now midway through a Phase II. We will be receiving a superconducting test magnet for experiments at PPPL this summer. In addition, we won an ARPA-E OPEN grant; this is the first time that OPEN has included fusion technologies, and we are part of a cohort of three alternative fusion companies now supported directly by DOE. We are very optimistic that if we are able to meet our experimental milestones in the next 12-18 months, we will be competitive for additional DOE grants to build PFRC-3.

Propulsion↗

NASA NTRS2011

Multi-Segment Radius Measurement Using an Absolute Distance Meter Through a Null Assembly

This system was one of the test methods considered for measuring the radius of curvature of one or more of the 18 segmented mirrors that form the 6.5 m diameter primary mirror (PM) of the James Webb Space Telescope (JWST). The assembled telescope will be tested at cryogenic temperatures in a 17-m diameter by 27-m high vacuum chamber at the Johnson Space Center. This system uses a Leica Absolute Distance Meter (ADM), at a wavelength of 780 nm, combined with beam-steering and beam-shaping optics to make a differential distance measurement between a ring mirror on the reflective null assembly and individual PM segments. The ADM is located inside the same Pressure-Tight Enclosure (PTE) that houses the test interferometer. The PTE maintains the ADM and interferometer at ambient temperature and pressure so that they are not directly exposed to the telescope s harsh cryogenic and vacuum environment. This system takes advantage of the existing achromatic objective and reflective null assembly used by the test interferometer to direct four ADM beamlets to four PM segments through an optical path that is coincident with the interferometer beam. A mask, positioned on a linear slide, contains an array of 1.25 mm diameter circular subapertures that map to each of the 18 PM segments as well as six positions around the ring mirror. A down-collimated 4 mm ADM beam simultaneously covers 4 adjacent PM segment beamlets and one ring mirror beamlet. The radius, or spacing, of all 18 segments can be measured with the addition of two orthogonally-oriented scanning pentaprisms used to steer the ADM beam to any one of six different sub-aperture configurations at the plane of the ring mirror. The interferometer beam, at a wavelength of 687 nm, and the ADM beamlets, at a wavelength of 780 nm, pass through the objective and null so that the rays are normally incident on the parabolic PM surface. After reflecting off the PM, both the ADM and interferometer beams return to their respective instruments on nearly the same path. A fifth beamlet, acting as a differential reference, reflects off a ring mirror attached to the objective and null and returns to the ADM. The spacings between the ring mirror, objective, and null are known through manufacturing tolerances as well as through an in situ null wavefront alignment of the interferometer test beam with a reflective hologram located near the caustic of the null. Since total path length between the ring mirror and PM segments is highly deterministic, any ADM-measured departures from the predicted path length can be attributed to either spacing error or radius error in the PM. It is estimated that the path length measurement between the ring mirror and a PM segment is accurate to better than 100 m. The unique features of this invention include the differential distance measuring capability and its integration into an existing cryogenic and vacuum compatible interferometric optical test.

Merle, Cormic↗

NASA NTRS2012

Axisymmetric Plume Simulations with NASA's DSMC Analysis Code

A comparison of axisymmetric Direct Simulation Monte Carlo (DSMC) Analysis Code (DAC) results to analytic and Computational Fluid Dynamics (CFD) solutions in the near continuum regime and to 3D DAC solutions in the rarefied regime for expansion plumes into a vacuum is performed to investigate the validity of the newest DAC axisymmetric implementation. This new implementation, based on the standard DSMC axisymmetric approach where the representative molecules are allowed to move in all three dimensions but are rotated back to the plane of symmetry by the end of the move step, has been fully integrated into the 3D-based DAC code and therefore retains all of DAC s features, such as being able to compute flow over complex geometries and to model chemistry. Axisymmetric DAC results for a spherically symmetric isentropic expansion are in very good agreement with a source flow analytic solution in the continuum regime and show departure from equilibrium downstream of the estimated breakdown location. Axisymmetric density contours also compare favorably against CFD results for the R1E thruster while temperature contours depart from equilibrium very rapidly away from the estimated breakdown surface. Finally, axisymmetric and 3D DAC results are in very good agreement over the entire plume region and, as expected, this new axisymmetric implementation shows a significant reduction in computer resources required to achieve accurate simulations for this problem over the 3D simulations.

Stewart, B. D.↗

NASA NTRS2021

Development of Near-term Urban Air Mobility Routes and Airspace Integration

Growing interest in Urban Air Mobility (UAM) has been demonstrated by a great deal of investment in related research made by industry, government, and academia. Based on this research effort along with considerations of the maturing concept for UAM airspace integration, a cognitive walkthrough exercise and a human-in-the-loop simulation were conducted with controller subject matter experts (SMEs) to evaluate Dallas-Fort Worth (DFW) current day helicopter routes for near-term use as UAM routes. One of the outcomes of this work is a set of heuristics that should be applied when designing UAM routes in the future. The following heuristics were identified as critical to UAM route design: the proximity of routes to surrounding airports (including approach and departure paths of traditional commercial traffic), the configuration of surrounding airports, avoiding congested or heavily populated areas, avoiding route segments that would go through several sectors, avoiding route segments that would go in and out of Class B airspace, creating routes outside of Class B airspace when able, using routes with two-way, altitude-separated traffic when able, minimizing the length of the route, avoiding commonly placed Temporary Flight Restrictions, and creating Non-Movement Areas or UNICOM Areas. This paper describes each of these identified heuristics and relevant examples based on a human-in-the-loop study conducted using the DFW area airspace.

Urban Air Mobility↗

NASA NTRS2004

Uncertainty-Based Approach for Dynamic Aerodynamic Data Acquisition and Analysis

Development of improved modeling methods to provide increased fidelity of flight predictions for aircraft motions during flight in flow regimes with large nonlinearities requires improvements in test techniques for measuring and characterizing wind tunnel data. This paper presents a method for providing a measure of data integrity for static and forced oscillation test techniques. Data integrity is particularly important when attempting to accurately model and predict flight of today s high performance aircraft which are operating in expanded flight envelopes, often maneuvering at high angular rates at high angles-of-attack, even above maximum lift. Current aerodynamic models are inadequate in predicting flight characteristics in the expanded envelope, such as rapid aircraft departures and other unusual motions. Present wind tunnel test methods do not factor changes of flow physics into data acquisition schemes, so in many cases data are obtained over more iterations than required, or insufficient data may be obtained to determine a valid estimate with statistical significance. Additionally, forced oscillation test techniques, one of the primary tools used to develop dynamic models, do not currently provide estimates of the uncertainty of the results during an oscillation cycle. A method to optimize the required number of forced oscillation cycles based on decay of uncertainty gradients and balance tolerances is also presented.

Heim, Eugene H. D.↗

NASA NTRS1999

Disruption of postural readaptation by inertial stimuli following space flight

Postural instability (relative to pre-flight) has been observed in all shuttle astronauts studied upon return from orbital missions. Postural stability was more closely examined in four shuttle astronaut subjects before and after an 8 day orbital mission. Results of the pre- and post-flight postural stability studies were compared with a larger (n = 34) study of astronauts returning from shuttle missions of similar duration. Results from both studies indicated that inadequate vestibular feedback was the most significant sensory deficit contributing to the postural instability observed post flight. For two of the four IML-1 astronauts, post-flight postural instability and rate of recovery toward their earth-normal performance matched the performance of the larger sample. However, post-flight postural control in one returning astronaut was substantially below mean performance. This individual, who was within normal limits with respect to postural control before the mission, indicated that recovery to pre-flight postural stability was also interrupted by a post-flight pitch plane rotation test. A similar, though less extreme departure from the mean recovery trajectory was present in another astronaut following the same post-flight rotation test. The pitch plane rotation stimuli included otolith stimuli in the form of both transient tangential and constant centripetal linear acceleration components. We inferred from these findings that adaptation on orbit and re-adaptation on earth involved a change in sensorimotor integration of vestibular signals most likely from the otolith organs.

NASA Center JSC↗

NASA NTRSDate not supplied

CubeSat Payloads on NASA’s Space Launch System Pave the Way for Artemis Moon Missions

Preparing for first launch in 2021, NASA’s Space Launch System (SLS) super heavy-lift launch vehicle will usher in a new era of human spaceflight, returning astronauts to the Moon as part of the Artemis program. Although designed to send crew in the Orion spacecraft and large payloads to the Moon and beyond, SLS also provides CubeSats with rideshare opportunities for missions to deep space. The first launch of SLS and Orion, Artemis I, has 13 6U CubeSats manifested. The payloads have been tested and will soon ship to Kennedy Space Center (KSC) to be integrated into commercial off-the-shelf (COTS) dispensers and integrated into the SLS Block 1 vehicle. Leveraging launches for the Artemis program to deploy rideshare smallsats to deep space provides a low-cost opportunity to perform missions that previously would have required a larger spacecraft and a dedicated launch, and offers additional benefits to both NASA and the smallsat community. CubeSats, including those manifested on the Artemis I flight, have a valuable role to play in the Artemis program, providing data to address NASA’s identified Strategic Knowledge Gaps (SKGs) in its plans to permanently establish humanity in deep space. Payload sponsors and developers for the Artemis I CubeSats hail from a variety of NASA industry partners and mission directorates, as well as international space agencies and universities. Several payloads destined for cislunar space will demonstrate propulsion systems and other technologies useful to future exploration. Science missions manifested on the Artemis I flight include characterizing the effects of deep space radiation on living organisms, searching for hydrogen and other volatiles on the Moon’s South Pole, and studying the lunar radiation environment. Three of the payloads were selected through NASA’s Centennial Challenges Program. Those payloads are competing for prize money while meeting specific technical development goals, such as communication with Earth from millions of miles in space. Student involvement in almost half of the Artemis I payload development allows STEM engagement with SLS and NASA’s Artemis program. As the initial vehicle to fly, the SLS Block 1 vehicle will lay the foundation for a generation of human and robotic deep space exploration missions. The Block 1 core stage is undergoing final testing at Stennis Space Center in 2020 before transportation to KSC for integration and launch in 2021. Following the Block 1 vehicle, the Block 1B and Block 2 vehicles will incorporate propulsion system upgrades and other changes to increase lift capability. In addition to sending the Orion vehicle to TLI, SLS can also be outfitted with large-diameter fairings to send robotic probes to deep space. With unparalleled lift, volume and departure energy, SLS is poised to usher in a new generation of spaceflight. In addition to launching Orion and large-volume missions, CubeSats may also be a part of Artemis missions to deep space.

Kimberly Robinson↗