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Aerothermodynamic environments for Mars entry, Mars return, and lunar return aerobraking missions

The aeroheating environments to vehicles undergoing Mars aerocapture, earth aerocapture from Mars, and earth aerocapture from the moon are presented. An engineering approach for the analysis of various types of vehicles and trajectories was taken, rather than performing a benchmark computation for a specific point at a selected time point in a trajectory. The radiation into Mars using the Mars Rover Sample Return (MRSR) 2-ft nose radius bionic remains a small contributor of heating for 6 to 10 km/sec; however, at 12 km/sec it becomes comparable with the convection. For earth aerocapture, returning from Mars, peak radiation for the MRSR SRC is only 25 percent of the peak convection for the 12-km/sec trajectory. However, when large vehicles are considered with this trajectory, peak radiation can become 2 to 4 times higher than the peak convection. For both Mars entry and return, a partially ablative Thermal Protection System (TPS) would be required, but for Lunar Transfer Vehicle return an all-reusable TPS can be used.

Rochelle, W. C.↗

Mission Design Overview for Mars 2003/2005 Sample Return Mission

In May 2003, a new and exciting chapter in Mars exploration will begin with the launch of the first of three spacecraft that will collectively contribute toward the goal of delivering samples from the Red Planet to Earth. This mission is called Mars Sample Return (MSR) and will utilize both the 2003 and 2005 launch opportunities with an expected sample return in October 2008. NASA and CNES are major partners in this mission. The baseline mission mode selected for MSR is Mars orbit rendezvous (MOR), analogous in concept to the lunar orbit rendezvous (LOR) mode used for Apollo in the 1960s. Specifically, MSR will employ two NASA-provided landers of nearly identical design and one CNES-provided orbiter carrying a NASA payload of rendezvous sensors, orbital capture mechanisms, and an Earth entry vehicle (EEV). The high-level concept is that the landers will launch surface samples into Mars orbit, and the orbiter will retrieve the samples in orbit and then carry them back to Earth. The first element to depart for Mars will be one of the two landers. Currently, it is proposed that an intermediate class launch vehicle, such as the Boeing Delta 3 or Lockheed Martin Atlas 3A, will launch this 1800-kg lander from Cape Canaveral during the May 2003 opportunity. The lander will utilize a Type-1 transfer trajectory with an arrival at Mars in mid-December 2003. Landing will be aided by precision approach navigation and a guided hypersonic entry to achieve a touchdown accuracy of 10 km or better. Although the exact landing site has not yet been determined, it is estimated that lander resource constraints will limit the site to between 15 degrees north and south latitudes. Following touchdown, the lander will deploy a six-wheeled, 60-kg rover carrying an extensive suite of instruments designed to aid in the analysis of the local terrain and collection of core samples from selected rocks. The surface mission is currently designed around a concept called the surface traverse. Each traverse will involve the rover exploring a selected area of terrain up to 100 meters from the lander, the collection of rock core samples, and the delivery of the samples from the traverse back to a sample canister on the lander. Planning estimates indicate that up to three traverses may be possible during the expected 90-sol lifetime of the lander. The canister that will receive the samples from the rover will be attached to the top stage of a small solid-fueled rocket mounted to the deck of the lander. This rocket is called the Mars Ascent Vehicle (MAV) and consists of three stages weighing a total of about 140 kg. After the conclusion of the surface mission, the MAV will lift-off and insert the sample canister into a near-circular orbit with an altitude of about 600 km and inclination of 45 degrees. The sample canister will wait in this orbit until it is retrieved by the orbiter sometime in early 2007. In August 2005, the second lander and a CNES-provided orbiter weighing 2700 kg will depart for Mars. Currently, it is proposed that a single Ariane 5 provided by CNES will launch both of these two elements onto a Type-2 transfer trajectory. Although the orbiter and lander will be launched together, they will separate shortly after injection and will fly to Mars as two independent spacecraft. However, both spacecraft will perform a maneuver between 10 and 15 days after launch so that their arrival times at Mars differ by between 12 and 24 hours. This scheme will reduce the operational complexity at the encounter date. A set of four 60-kg surface probes will ride piggyback on the orbiter to Mars. These CNES-provided probes are called Netlanders and will serve as surface stations for scientific investigations independent of the Mars Sample Return goals. Starting approximately one month prior to arrival at Mars, the orbiter will begin to release the Netlanders one at a time. Each release cycle will take several days, and will include time for precision navigation to execute one or two maneuvers that will target the Netlanders to their proper landing site. All four deployment cycles will be completed prior to 10 days before arrival. Both the orbiter and lander will arrive in late-July 2006. Upon arrival, the lander will perform a precision landing and surface mission similar in concept to the one that was executed during the 2003 opportunity. Although the landing site for the 2005 opportunity has not been selected, it is expected to be different from the 2003 site to enhance the diversity of the collected samples. The orbiter's arrival at Mars will be highlighted by the first use of aerocapture to insert a spacecraft into a capture orbit around another planet. The choice of aerocapture, as opposed to a propulsive orbit insertion, was considered mission enabling due to a reduction of over 2000 m/s in mission AV. Aerocapture will be targeted to produce a 250 km x 1400 km capture orbit with an inclination of 45 degrees. Current analysis indicates that achieving this goal will require approximately six minutes of flight deep in the atmosphere with a targeted periapsis of approach of about 43 km. After factoring into account the penalty for carrying a heat shield to survive aerocapture, the net savings compared to a propulsive orbital insertion amounts to several hundred kilograms.

Lee, Wayne J.↗

A Dual-Use Ballute For Entry And Descent During Planetary Missions

An inflatable ballute system for aerocapture at the atmosphere-bearing planets and at Titan may provide significant performance benefits, compared to conventional propulsive capture and aerocapture technologies. Ballute simulations to date release the ballute at the appropriate instant and then ignore it to focus on the trajectory of the orbiter. The latest concept, which we pursue in this paper, is to employ the ballute to soft-land a small payload. Thus the same ballute can provide two uses (1) aerocapture of the orbiter and (2) soft-landing of the lander package, hence the term dual-use ballute. The dual-use ballute concept has the potential to dramatically alter the way we approach exploration of the atmosphere-bearing bodies in the Solar System. Cases investigated here include aerocapture and soft-landing at Mars, Titan and Neptune.

Medlock, Kristin L.↗

A preliminary TPS design for MRSR - Aerobraking at Mars and at earth

An investigation was made to determine the feasibility of using an aerobrake system for an unmanned mission to Mars and for a return vehicle to earth. A preliminary thermal protection system (TPS) is examined for two small nose radius, straight biconic vehicles aerocapturing at Mars. The TPS for these vehicles, entering at 6 km/s and 8 km/s, are shown to have an advantage over a propulsive burn velocity reduction for orbit insertion. The TPS for each vehicle consisted of an ablator in the region of high heating, and reusable insulation over the rest of the structure. It was determined that a reusable TPS could be used over 98 percent of the aeroshell structure. Also presented is the preliminary TPS design for an Apollo-shaped vehicle aerocapturing at earth. As with the biconics, this vehicle had an ablator in the region of high heating, and reusable insulation on the aft conic section. In contrast to the vehicles aerocapturing at Mars, the ablator is used on 63 percent of the vehicle's aeroshell structure.

Williams, S. D.↗

Aerobraking for capture into Martian orbit

A summary is given of several studies into problems associated with aerobraking a manned vehicle into a Martian capture orbit. The problems investigated are the establishment of entry flight path angle windows that allow aerocapture; the determination of the sensitivity of the entry trajectory to initial flight path angle; the determination of the effect on aerocapture of the assumed Martian atmosphere model; and the determination of the effect of random atmosphere disturbances on adaptive guidance systems that may be used for aerocapture. As a result of investigating the above problem areas, entry windows were established for three different vehicle configurations. Sensitivities to changes in initial flight path angle were also obtained for these three configurations. One configuration was chosen to determine the effect of Martian atmospheric model changes and random variations of density within a specific atmospheric model. Of particular interest was the effect of random density variations on adaptive guidance techniques. The effect of entry velocity on the size of the entry window was also examined.

Suit, William T.↗

Thermal Protection System design studies for lunar crew module

The results of a study to predict aeroheating and Thermal Protection System (TPS) requirements for manned entry vehicles returning to Earth from the moon are presented. The effects of vehicle size and lunar-return strategies on the aerothermodynamic environment and TPS design were assessed. Study guidelines were based on an Apollo Command Module (CM) configuration and lunar return strategies included direct entry and aerocapture followed by Low Earth Orbit entry (LEO). Convective heating was obtained by the boundary layer integral matrix procedure (BLIMP) code, and radiative heating was computed with the QRAD program. The AESOP-STAB code and the AESOP-THERM code were used for TPS analysis for ablating materials and nonablating materials respectively. Results indicated that there was an optimum size for minimum heating and that direct entry had higher heating rates than aerocapture. Aerocapture resulted in higher heat loads and TPS weight. The TPS weight factor was 6-8 percent for all lunar return strategies, with the TPS weight being about 50 percent less than that of the original Apollo CM vehicle.

Williams, S. D.↗

The effect of high lift to drag ratio on aerobraking

This work reviews the use of aerodynamic forces to modify the velocity, and therefore, the orbital path of vehicles due to transit through planetary atmospheres, especially when high values of lift can be generated. The concepts of aerobraking and aerocapture are examined, and the limiting factors are discussed. The use of high L/D vehicles, such as hypersonic waveriders, is examined, and the advantages and disadvantages of their use for aerocapture are addressed. This preliminary study of non-optimized aerocapture trajectories suggests that entrance velocities at Mars can be 10 - 12 km/sec for a waverider while sustaining acceptable loads of about 3 - 4 Earth G's over a 3 minute period, diminishing to less than 1 G in about 15 minutes. The entrance velocities are greater than those for a more conventional biconic configuration with similar deceleration loads sustained. The convective heating rate on the waverider, increased due to the higher velocities and sharp leading edges, has an estimated upper bound of 14000 W/sq cm and a corresponding temperature of about 7500 degrees K.

Crouse, Patrick↗

Current Developments in Future Planetary Probe Sensors for TPS

In-situ Thermal Protection System (TPS) sensors are required to provide traceability of TPS performance and sizing tools. Traceability will lead to higher fidelity design tools, which in turn will lead to lower design safety margins, and decreased heatshield mass. Decreasing TPS mass will enable certain missions that are not otherwise feasible, and directly increase science payload. NASA Ames is currently developing two flight measurements as essential to advancing the state of TPS traceability for material modeling and aerothermal simulation: heat flux and surface recession (for ablators). The heat flux gage is applicable to both ablators and non-ablators and is therefore the more generalized sensor concept of the two with wider applicability to mission scenarios. This paper describes the development of a microsensor capable of surface and in-depth temperature and heat flux measurements for TPS materials appropriate to Titan, Neptune, and Mars aerocapture, and direct entry. The thermal sensor will be monolithic solid state devices composed of thick film platinum RTD on an alumina substrate. Choice of materials and critical dimensions are used to tailor gage response, determined during calibration activities, to specific (forebody vs. aftbody) heating environments. Current design has maximum operating temperature of 1500 K, and allowable constant heat flux of q=28.7 watts per square centimeter, and time constants between 0.05 and 0.2 seconds. The catalytic and radiative response of these heat flux gages can also be changed through the use of appropriate coatings. By using several co-located gages with various surface coatings, data can be obtained to isolate surface heat flux components due to radiation, catalycity and convection. Selectivity to radiative heat flux is a useful feature even for an in-depth gage, as radiative transport may be a significant heat transport mechanism for porous TPS materials in Titan aerocapture. This paper also reports on progress to adapt a previously flown surface recession sensor, based on the Jupiter probe Galileo Analog Resistance Ablation Detector (ARAD), to appropriate aerocapture conditions.

Martinez, Ed↗

Atmospheric Models for Aeroentry and Aeroassist

Eight destinations in the Solar System have sufficient atmosphere for aeroentry, aeroassist, or aerobraking/aerocapture: Venus, Earth, Mars, Jupiter, Saturn, Uranus, and Neptune, plus Saturn's moon Titan. Engineering-level atmospheric models for Earth, Mars, Titan, and Neptune have been developed for use in NASA s systems analysis studies of aerocapture applications. Development has begun on a similar atmospheric model for Venus. An important capability of these models is simulation of quasi-random perturbations for Monte Carlo analyses in developing guidance, navigation and control algorithms, and for thermal systems design. Characteristics of these atmospheric models are compared, and example applications for aerocapture are presented. Recent Titan atmospheric model updates are discussed, in anticipation of applications for trajectory and atmospheric reconstruct of Huygens Probe entry at Titan. Recent and planned updates to the Mars atmospheric model, in support of future Mars aerocapture systems analysis studies, are also presented.

Justus, C. G.↗

Neptune Orbiters Utilizing Solar and Radioisotope Electric Propulsion

In certain cases, Radioisotope Electric Propulsion (REP), used in conjunction with other propulsion systems, could be used to reduce the trip times for outer planetary orbiter spacecraft. It also has the potential to improve the maneuverability and power capabilities of the spacecraft when the target body is reached as compared with non-electric propulsion spacecraft. Current missions under study baseline aerocapture systems to capture into a science orbit after a Solar Electric Propulsion (SEP) stage is jettisoned. Other options under study would use all REP transfers with small payloads. Compared to the SEP stage/Aerocapture scenario, adding REP to the science spacecraft as well as a chemical capture system can replace the aerocapture system but with a trip time penalty. Eliminating both the SEP stage and the aerocapture system and utilizing a slightly larger launch vehicle, Star 48 upper stage, and a combined REP/Chemical capture system, the trip time can nearly be matched while providing over a kilowatt of science power reused from the REP maneuver. A Neptune Orbiter mission is examined utilizing single propulsion systems and combinations of SEP, REP, and chemical systems to compare concepts.

Fiehler, Douglas I.↗

GRAM Series of Atmospheric Models for Aeroentry and Aeroassist

The eight destinations in the Solar System with sufficient atmosphere for either aeroentry or aeroassist, including aerocapture, are: Venus, Earth, Mars, Jupiter, Saturn; Uranus. and Neptune, and Saturn's moon Titan. Engineering-level atmospheric models for four of these (Earth, Mars, Titan, and Neptune) have been developed for use in NASA's systems analysis studies of aerocapture applications in potential future missions. Work has recently commenced on development of a similar atmospheric model for Venus. This series of MSFC-sponsored models is identified as the Global Reference Atmosphere Model (GRAM) series. An important capability of all of the models in the GRAM series is their ability to simulate quasi-random perturbations for Monte Carlo analyses in developing guidance, navigation and control algorithms, and for thermal systems design. Example applications for Earth aeroentry and Mars aerocapture systems analysis studies are presented and illustrated. Current and planned updates to the Earth and Mars atmospheric models, in support of NASA's new exploration vision, are also presented.

Duvall, Aleta↗

Atmospheric Models for Aeroentry and Aeroassist

Eight destinations in the Solar System have sufficient atmosphere for aeroentry, aeroassist, or aerobraking/aerocapture: Venus, Earth, Mars, Jupiter, Saturn, Uranus, and Neptune, plus Saturn's moon Titan. Engineering-level atmospheric models for Earth, Mars, Titan, and Neptune have been developed for use in NASA's systems analysis studies of aerocapture applications. Development has begun on a similar atmospheric model for Venus. An important capability of these models is simulation of quasi-random perturbations for Monte Carlo analyses in developing guidance, navigation and control algorithms, and for thermal systems design. Characteristics of these atmospheric models are compared, and example applications for aerocapture are presented. Recent Titan atmospheric model updates are discussed, in anticipation of applications for trajectory and atmospheric reconstruct of Huygens Probe entry at Titan. Recent and planned updates to the Mars atmospheric model, in support of future Mars aerocapture systems analysis studies, are also presented.

Justus, C. G.↗

HyperPASS, a New Aeroassist Tool

A new software tool designed to perform aeroassist studies has been developed by Global Aerospace Corporation (GAC). The Hypersonic Planetary Aeroassist Simulation System (HyperPASS) [1] enables users to perform guided aerocapture, guided ballute aerocapture, aerobraking, orbit decay, or unguided entry simulations at any of six target bodies (Venus, Earth, Mars, Jupiter, Titan, or Neptune). HyperPASS is currently being used for trade studies to investigate (1) aerocapture performance with alternate aeroshell types, varying flight path angle and entry velocity, different gload and heating limits, and angle of attack and angle of bank variations; (2) variable, attached ballute geometry; (3) railgun launched projectile trajectories, and (4) preliminary orbit decay evolution. After completing a simulation, there are numerous visualization options in which data can be plotted, saved, or exported to various formats. Several analysis examples will be described.

Gates, Kristin↗

Materials Needs for Future In-space Propulsion Systems

NASA is developing the next generation of in-space propulsion systems in support of robotic exploration missions throughout the solar system. The propulsion technologies being developed are non-traditional and have stressing materials performance requirements. (Chemical Propulsion) Earth-storable chemical bipropellant performance is constrained by temperature limitations of the columbium used in the chamber. Iridium/rhenium (Ir/Re) is now available and has been implemented in initial versions of Earth-Storable rockets with specific impulses (Isp) about 10 seconds higher than columbium rocket chambers. New chamber fabrication methods that improve process and performance of Ir/Re and other promising material systems are needed. (Solar Sail Propulsion) The solar sail is a propellantless propulsion system that gains momentum by reflecting sunlight. The sails need to be very large in area (from 10000 m2 up to 62500 m2) yet be very lightweight in order to achieve adequate accelerations for realistic mission times. Lightweight materials that can be manufactured in thicknesses of less than 1 micron and that are not harmed by the space environment are desired. (Aerocapture) Blunt Body Aerocapture uses aerodynamic drag to slow an approaching spacecraft and insert it into a science orbit around any planet or moon with an atmosphere. The spacecraft is enclosed by a rigid aeroshell that protects it from the entry heating and aerodynamic environment. Lightweight, high-temperature structural systems, adhesives, insulators, and ablatives are key components for improving aeroshell efficiencies at heating rates of 1000-2000 W/cu cm and beyond. Inflatable decelerators in the forms of ballutes and inflatable aeroshells will use flexible polymeric thin film materials, high temperature fabrics, and structural adhesives. The inflatable systems will be tightly packaged during cruise and will be inflated prior to entry interface at the destination. Materials must maintain strength and flexibility while packaged at cold temperatures (_100oC) for up to 10 years and then withstand the high temperatures (500oC) encountered during aerocapture. The presentation will describe the status of each propulsion technology and summarize the materials needed for their implementation.

Johnson, Charles Les↗

Advanced Chemical Propulsion System Study

A detailed; mission-level systems study has been performed to show the benefit resulting from engine performance gains that will result from NASA's In-Space Propulsion ROSS Cycle 3A NRA, Advanced Chemical Technology sub-topic. The technology development roadmap to accomplish the NRA goals are also detailed in this paper. NASA-Marshall and NASA-JPL have conducted mission-level studies to define engine requirements, operating conditions, and interfaces. Five reference missions have been chosen for this analysis based on scientific interest, current launch vehicle capability and trends in space craft size: a) GTO to GEO, 4800 kg, delta-V for GEO insertion only approx.1830 m/s; b) Titan Orbiter with aerocapture, 6620 kg, total delta V approx.210 m/s, mostly for periapsis raise after aerocapture; c) Enceladus Orbiter (Titan aerocapture) 6620 kg, delta V approx.2400 m/s; d) Europa Orbiter, 2170 kg, total delta V approx.2600 m/s; and e) Mars Orbiter, 2250 kg, total delta V approx.1860 m/s. The figures of merit used to define the benefit of increased propulsion efficiency at the spacecraft level include propulsion subsystem wet mass, volume and overall cost. The objective of the NRA is to increase the specific impulse of pressure-fed earth storable bipropellant rocket engines to greater than 330 seconds with nitrogen tetroxide and monomothylhydrazine propellants and greater than 335 , seconds with nitrogen tetroxide and hydrazine. Achievement of the NRA goals will significantly benefit NASA interplanetary missions and other government and commercial opportunities by enabling reduced launch weight and/or increased payload. The study also constitutes a crucial stepping stone to future development, such as pump-fed storable engines.

Portz, Ron↗

Global Landing Site Access Using Atmospheric Skip Trajectories

Mars direct entry, without going into orbit, does not provide global access to all landing site latitudes. Latitudes accessible via direct entry trajectories consist of a ring around the backside of the planet, centered about V infinity. Landing sites outside this ring can be achieved using a modified approach trajectory entering the atmosphere over the South Pole "aerocapture fashion" that will skip out to an altitude above the atmosphere and then re-enter the atmosphere a second time and continue to toward the North Pole. The first aerocapture maneuver is aligned to provide an exit orbit that contains the desired landing site with an apoapsis computed to provide proper ranging for the second entry. A powered maneuver is utilized during the exoatmospheric phase to remove altitude and flight path deviations due to uncertainties in the atmosphere occurring during the first entry. Three guidance schemes are required for global landing site access analysis. Aerocapture guidance was used for the first atmospheric entry, Shuttle Powered Explicit Guidance was used for the exoatmospheric maneuver, and Apollo Derived Entry Guidance was used for the second atmospheric entry. An altimeter to update the onboard navigation state after the first atmospheric entry, was required to remove accumulated deadreckoning navigation errors and achieve reasonable range errors at chute deploy.

Bryant, Lee↗

An Overview of NASA's Current Materials Development Efforts for Mars EDL

Current roadmaps point to landing heavy masses (cargo, followed by manned vehicles) on Mars in the 2030's and the existing entry, descent and landing (EDL) technology will not be sufficient to facilitate such missions. In 2009 the Exploration Technology Development Program (ETDP) established the Entry, Descent and Landing Technology Development Project (EDL TDP), to be managed programmatically at Langley Research Center (LaRC) and technically a Ames Research Center (ARC). The purpose of the project is to further the technologies required to land heavy (approximately 40 metric ton) masses on Mars to facilitate exploration. The EDL TDP contains three technical elements. They are: 1) Thermal Protection Systems (TPS) development 2) Modeling and Tools (MAT) development 3) Supersonic Retropropulsion (SRP) development The primary goals of the EDL TDP TPS element is to design and develop TPS materials capable of withstanding the severe aerothermal loads associated with aerocapture and entry into the Martian atmosphere while significantly decreasing the TPS mass fraction contribution to the entry system. Significant advancements in TPS materials technology are needed in order to enable heavy mass payloads to be successfully landed on the Martian surface for robotic precursors and subsequent human exploration missions. The EDL TDP TPS element is further divided into two different TPS concepts for Mars EDL those being: 1) Rigid TPS for a mid L/D aeroshell with the capability to withstand dual pulsed heating environments as high as 500 W/square cm for aerocapture and 130 W/square cm for entry 2) Flexible TPS for a deployable aerodynamic decelerator with the capability to withstand dual pulsed heating environments as high as 120 W/square cm for aerocapture and 30 W/square cm for entry NASA, along with its vendors, has begun developing and testing materials for each of the deceleration approaches. These include multi-layer rigid ablators and flexible ablative materials. In order to model the response of these types of materials, new and improved modeling techniques will be required. This presentation will outline the types of materials that are under development and illustrate the need for advancement in modeling of ablative materials.

Beck, Robin A.↗

NASA In-Space Propulsion Technologies and Their Infusion Potential

The In-Space Propulsion Technology (ISPT) program has been developing in-space propulsion technologies that will enable or enhance NASA robotic science missions. The ISPT program is currently developing technology in four areas that include Propulsion System Technologies (Electric and Chemical), Entry Vehicle Technologies (Aerocapture and Earth entry vehicles), Spacecraft Bus and Sample Return Propulsion Technologies (components and ascent vehicles), and Systems/Mission Analysis. Three technologies are ready for flight infusion: 1) the high-temperature Advanced Material Bipropellant Rocket (AMBR) engine providing higher performance; 2) NASA s Evolutionary Xenon Thruster (NEXT) ion propulsion system, a 0.6-7 kW throttle-able gridded ion system; and 3) Aerocapture technology development with investments in a family of thermal protection system (TPS) materials and structures; guidance, navigation, and control (GN&C) models of blunt-body rigid aeroshells; and aerothermal effect models. Two component technologies that will be ready for flight infusion in the near future will be Advanced Xenon Flow Control System, and ultra-lightweight propellant tank technologies. Future focuses for ISPT are sample return missions and other spacecraft bus technologies like: 1) Mars Ascent Vehicles (MAV); 2) multi-mission technologies for Earth Entry Vehicles (MMEEV) for sample return missions; and 3) electric propulsion for sample return and low cost missions. These technologies are more vehicle-focused, and present a different set of technology infusion challenges. While the Systems/Mission Analysis area is focused on developing tools and assessing the application of propulsion technologies to a wide variety of mission concepts. These in-space propulsion technologies are applicable, and potentially enabling for future NASA Discovery, New Frontiers, and sample return missions currently under consideration, as well as having broad applicability to potential Flagship missions. This paper provides a brief overview of the ISPT program, describing the development status and technology infusion readiness of in-space propulsion technologies in the areas of electric propulsion, aerocapture, Earth entry vehicles, propulsion components, Mars ascent vehicle, and mission/systems analysis.

Anderson, David↗