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NASA NTRS2012

Entry, Descent, and Landing for Human Mars Missions

One of the most challenging aspects of a human mission to Mars is landing safely on the Martian surface. Mars has such low atmospheric density that decelerating large masses (tens of metric tons) requires methods that have not yet been demonstrated, and are not yet planned in future Mars missions. To identify the most promising options for Mars entry, descent, and landing, and to plan development of the needed technologies, NASA's Human Architecture Team (HAT) has refined candidate methods for emplacing needed elements of the human Mars exploration architecture (such as ascent vehicles and habitats) on the Mars surface. This paper explains the detailed, optimized simulations that have been developed to define the mass needed at Mars arrival to accomplish the entry, descent, and landing functions. Based on previous work, technology options for hypersonic deceleration include rigid, mid-L/D (lift-to-drag ratio) aeroshells, and inflatable aerodynamic decelerators (IADs). The hypersonic IADs, or HIADs, are about 20% less massive than the rigid vehicles, but both have their technology development challenges. For the supersonic regime, supersonic retropropulsion (SRP) is an attractive option, since a propulsive stage must be carried for terminal descent and can be ignited at higher speeds. The use of SRP eliminates the need for an additional deceleration system, but SRP is at a low Technology Readiness Level (TRL) in that the interacting plumes are not well-characterized, and their effect on vehicle stability has not been studied, to date. These architecture-level assessments have been used to define the key performance parameters and a technology development strategy for achieving the challenging mission of landing large payloads on Mars.

Munk, Michelle M.↗
NASA NTRS2017

Aerodynamic Coefficients from Aeroballistic Range Testing of Deployed- and Stowed-SIAD SFDT Models

This report documents a ballistic-range test campaign conducted in 2012 in order to estimate the aerodynamic stability characteristics of two configurations of the Supersonic Flight Dynamics Test (SFDT) vehicle prior to its initial flight in 2014. The SFDT vehicle was a test bed for demonstrating several new aerodynamic decelerator technologies then being developed under the Low-Density Supersonic Decelerator (LDSD) Project. Of particular interest here is the Supersonic Inflatable Aerodynamic Decelerator (SIAD), an inflatable attached torus used to increase the drag surface area of an entry vehicle during the supersonic portion of the entry trajectory. Two model configurations were tested in the ballistic range: one representing the SFDT vehicle prior to deployment of the SIAD, and the other representing the nominal shape with the SIAD inflated. Both models were fabricated from solid metal, and therefore, the effects of the flexibility of the inflatable decelerator were not considered. The test conditions were chosen to match, as close as possible, the Mach number, Reynolds number, and motion dynamics expected for the SFDT vehicle in flight, both with the SIAD stowed and deployed. For SFDT models with the SIAD stowed, 12 shots were performed covering a Mach number range of 3.2 to 3.7. For models representing the deployed SIAD, 37 shots were performed over a Mach number range of 2.0 to 3.8. Pitch oscillation amplitudes covered a range from 0.7 to 20.6 degrees RMS. Portions of this report (data analysis approach, aerodynamic modeling, and resulting aerodynamic coefficients) were originally published as an internal LDSD Project report [1] in 2012. In addition, this report provides a description of the test design approach, the test facility, and experimental procedures. Estimated non-linear aerodynamic coefficients, including pitch damping, for both model configurations are reported, and the shot-by-shot trajectory measurements, plotted in comparison with calculated trajectories based on the derived non-linear aerodynamic coefficients, are provided as appendices. Since the completion of these tests, two full-scale SFDT flights have been successfully conducted: one in June 2014 [2, 3], and one in June 2015 [3].

Ground Test↗
NASA NTRS2014

Trajectory Prediction Accuracy and Error Sources for Regional Jet Descents: Results of a 2010 Flight Trial at Denver International Airport using a Global 5000 Test Aircraft - Part I

The Efficient Descent Advisor (EDA) controller automation tool generates trajectory-based speed, path, and altitude-profile advisories to facilitate efficient, continuous descents into congested terminal airspace. While prior field trials have assessed the trajectory-prediction accuracy for large jet (i.e., Boeing and Airbus) types, smaller (i.e., regional and business) jet types present unique challenges involving different descent procedures and Flight Management System (FMS) capabilities. A small-jet field trial was conducted at Denver in the fall of 2010 with the objective of measuring trajectory prediction accuracy and quantifying the primary sources of error. This paper uses data collected onboard a Bombardier Global 5000 test aircraft to quantify the size and sources of trajectory prediction error. Error sources were quantified for the 44 runs by incrementally replacing predicted data with data collected onboard the aircraft and measuring the effect on time error. Results for en-route descents, from prior to top of descent to the meter fix 60-120 nmi downstream, indicate that the aircraft arrived an average 15 seconds earlier than predicted, with a standard deviation of 10 seconds. Target Mach and CAS deceleration were found to be the two largest error sources. If CAS deceleration error was reduced using a typical, more predictable level flight deceleration then the arrival time prediction error in 2010 would be on par with a 2009 flight trial of Airbus and Boeing revenue flights. Four of the error sources, tracker jumps, CAS deceleration, target Mach, and path distance, lend themselves to significant reductions with modest to no changes to ATC automation andor procedures. Wind error and its impact on arrival time error was significantly reduced in 2010 compared to a 1994 flight test using NASAs Boeing 737 test aircraft.

Trajectory Prediction Error↗
NASA NTRSDate not supplied

Fluid-Structure Interaction Simulations Of Supersonic Parachute Inflation: Model Sensitivities

Fluid-structure interaction simulations have the potential to accelerate the certification process of parachute systems for interplanetary robotic exploration missions while helping to mitigate risks by covering a wider range of scenarios than can be flight tested. The Launch, Ascent, and Vehicle Aerodynamics team is working toward actualizing this potential by further developing the capability to perform such fluid-structure interaction simulations and validating it with the best supersonic parachute flight test data available. We perform several simulations of the Advanced Supersonic Parachute Inflation Research Experiments’ third flight test (SR03) where we independently vary several parameters to determine their sensitivity on the predicted drag. We investigate sensitivity of the drag to the added mass of the confluence fitting, to the effective porosity, to how the gore seams are modeled, to viscous effects, and to deceleration. Modeling the added mass of the confluence fitting has virtually no impact on the drag, but is worthwhile to include to better match the overall system’s mass, which is important for the simulations with deceleration. Parachute drag is only marginally sensitive to porosity and viscous effects. Maximum parachute drag is most sensitive to how the gore seams are modeled, causing a nearly 20% drop when they are modeled as stiffer radials, and to deceleration, causing an additional 10% reduction. Results show improved agreement with flight test measurements when the FSI model is closest to the as-built configuration and physics experienced in flight: with the confluence fitting, viscous effects, the gore seams modeled as stiff radials, and including deceleration.

ESM↗
NASA NTRS2005

Enabling Pinpoint Landing (PPL) on Mars

Pinpoint landing (PPL) missions will deliver about 1000 kg of useful payload to the surface of Mars. Mid-to-high latitude landing site compatibility is sought which should provide the means to land at sites up to 2.5 km above Mars mean surface altitude. A dispersion and control analysis process is presented which helps to identify the effects of PPL error drivers, quantify the effect of dispersions on landing error and quantify the landing position control capability/authority along the entry path. An entry/descent/landing (EDL) profile is provided. Guided aeroshell is the baseline for all candidate Mars atmospheric entry architectures. A two-stage architecture is considered for the aerodynamic decelerator descent phase: supersonic parachute plus guided subsonic parachute or high-Mach inflatable decelerator plus guided subsonic parachute. The powered descent phase uses propulsive descent stage for soft landing and final error reduction maneuvers. Studies have found that the aeroshell entry face dispersions can be large, but closed-loop guidance can null out resulting errors to within about 2 km. Additionally, projected parachute control is inadequate to correct worst case dispersions without wind forecast data. To mitigate the problems dispersions due to atmospheric uncertainty can be reduced by providing on-board external means to measure density and winds ahead of the vehicle, higher L/D control authority options for the subsonic parachute phase can be investigated, and decelerators with control authority options for the supersonic descent phase can be examined. A navigation error analysis and wind effects summary are included.

aerodynamic↗
NASA NTRS1971

Some experimental observations on circulating currents in a crossed field plasma accelerator

Experiments on a thermally ionized argon plasma suggest that applying a Lorentz force by means of orthogonal electric and magnetic fields to an electrically conducting fluid flow imposes necessary but not sufficient conditions for acceleration. There are, in fact, many combinations of current and magnetic field which cause decelerations of the fluid. The deceleration arises from a retarding force which may be larger than the applied Lorentz force. The retarding force causing the deceleration is a consequence of currents circulating completely within the fluid. These currents arise from differences in velocity between the central and wall regions of the duct which interact with the imposed magnetic field to produce differences in induced voltages. The observed physical effects of the circulating currents cause a loss in velocity in the central region of the duct, an increase in thermal energy in the sidewall region, and little change in thermal energy near the electrode wall region. For similar velocity profiles, the adverse effects appear to be related to the product of electrical conductivity and velocity, and performance as an accelerator appears to be controlled by the Hoffman loading parameter (i.e., the ratio of the applied to the induced currents).

Jedlicka, J.↗
NASA NTRS1972

Interstellar propagation of galactic cosmic-ray nuclei 2 less than or equal to Z less than or equal to 8 in the energy range 10 to 1000 MeV per nucleon.

Analysis of the differential kinetic energy per nucleon spectra of galactic cosmic-ray He, Li, Be, B, C, N, and O with the University of Chicago cosmic-ray telescope on board the IMP-5 satellite in 1969-1970. The ratios He/(C + N + O) and (Li + Be + B)/(C + N + O) obtained from these spectra are found, within errors of about 20%, to be energy-independent over the energy range 10-1000 MeV per nucleon, and equal to about 15 and about 0.25, respectively. These results are compared with discrepancies existing among other measurements of these ratios, and with predictions of a class of steady-state models of cosmic-ray propagation which assume that Li, Be, and B are absent in cosmic-ray sources. The best fits for the present measurements are obtained for models with a source spectrum in the form of a power law in total energy per nucleon, but even these fits are outside the error limits at energies below 100 MeV per nucleon. In the context of the propagation models examined, it is concluded that the observed behavior of these ratios requires an additional mechanism operative at low energies. This mechanism may be adiabatic deceleration of cosmic rays in the solar wind. In order for this mechanism to be adiabatic deceleration, the deceleration in 1969 must have been such that particles observed at 10 to 20 MeV per nucleon had energies greater than 100 to 150 MeV per nucleon in the local interstellar space.

Mason, G. M.↗
NASA NTRS1972

Idealized model for the radial gradient of modulated cosmic rays.

Development of a conceptually idealized model for interpreting existing and future measurements of the radial gradient of modulated cosmic rays in the limit that deceleration and convection effects become comparable. The proposed model assumes that the modulated spectrum consists of two idealized regions: at low energy, below some critical transition energy T sub c, a region where the shape of the spectrum is assumed to be determined wholly by a balance between convection and deceleration effects; and, at higher energies, above T sub c, a region where the magnitude and shape of the spectrum are taken to be those given by the usual convection-diffusion modulation. The application of this model, invoking some straightforward assumptions about the behavior of T sub c, suggests that the radial gradient in the regime where deceleration processes are dominant may be related to the spectral index of the unmodulated spectrum at the energy T sub c and to the absolute level of modulation. This is in contrast to the gradient at high energies, above T sub c, which is related only to local interplanetary characteristics through convection and diffusion.

O'Gallagher, J. J.↗
NASA NTRS1974

Jet transport energy management for minimum fuel consumption and noise impact in the terminal area

Significant reductions in both noise and fuel consumption can be gained through careful tailoring of approach flightpath and airspeed profile, and the point at which the landing gear and flaps are lowered. For example, the noise problem has been successfully attacked in recent years with development of the 'two-segment' approach, which brings the aircraft in at a steeper angle initially, thereby achieving noise reduction through lower thrust settings and higher altitudes. A further reduction in noise and a significant reduction in fuel consumption can be achieved with the 'decelerating approach' concept. In this case, the approach is initiated at high airspeed and in a drag configuration that allows for low thrust. The landing flaps are then lowered at the appropriate time so that the airspeed slowly decelerates to V sub r at touchdown. The decelerating approach concept can be applied to constant glideslope flightpaths or segmented flightpaths such as the two-segment approach.

Bull, J. S.↗
NASA NTRS1975

Factors affecting handling qualities of a lift-fan aircraft during steep terminal area approaches

The XV-5B lift-fan aircraft was used to explore the factors affecting handling qualities in the terminal area. A 10 deg ILS approach task was selected to explore these problems. Interception of the glide slope at 457.2 m, glide slope tracking, deceleration along the glide slope to a spot hover were considered. Variations in airplane deck angle, deceleration schedule, and powered-lift management were studied. The overall descent performance envelope was identified on the basis of fan stall, maximum comfortable descent rate, and controllability restrictions. The collective-lift stick provided precise glide slope tracking capability. The pilot preferred a deck-parallel attitude for which he used powered lift to control glide slope and pitch attitude to keep the angle of attack near zero. Workload was reduced when the deceleration schedule was delayed until the aircraft was well established on the glide slope, since thrust vector changes induced flight path disturbances.

Gerdes, R. M.↗
NASA NTRS1975

Evaluation of all-parachute and hybrid /parachute-retrorocket/ recovery systems for a one-million-pound booster

Both an all-parachute recovery system and a hybrid parachute-retrorocket recovery system for a one-million-pound booster are evaluated in order to determine what parachute sizes and number in a cluster are required for an all-parachute system to provide impact velocities of less than 100 ft/sec and in order to determine whether the hybrid system permits a weight reduction over an all-parachute system. A minimum-weight hybrid decelerator system using Kevlar materials for a cluster of three parachutes with two stages of reefing is analyzed. Major conclusions are that for an impact velocity of less than 100 ft/sec the hybrid decelerator system is lighter in weight, and that the use of Kevlar rather than Nylon material results in hybrid decelerator system weight savings of over 40% for impact velocities in the range 60-30 ft/sec.

Eckstrom, C. V.↗
NASA NTRS1976

A study to determine the characteristic shapes of helicopter visual approach profiles

On previous helicopter instrument approach studies, pilot comments frequently indicated that the deceleration profiles were characterized by 'unnatural cues', and it was found that the pilots were comparing the motion and attitude cues with those obtained during visual approaches. Prior to this study, the characteristic shape of visual approach profiles had not been formally documented. Over 200 visual approaches were flown using different helicopter types, test subjects, and initial conditions, and the altitude and groundspeed profiles were measured by a precision tracking radar. The data from each approach were then processed, and the characteristic shape of the altitude, groundspeed, and deceleration profiles was determined for each set of initial conditions. These flight data were processed further using graphical analysis techniques and parameterization, which, in turn, led to developing closed-form equations that accurately describe the characteristic groundspeed and deceleration profiles. Results from this study can be used to select instrument approach profiles, to develop instrument approach control laws, and to define the corresponding hardware requirements.

Moen, G. C.↗
NASA NTRS1978

Ion beam divergence characteristics of three-grid accelerator systems

A comprehensive experimental investigation of the geometrical and operating conditions which affect most strongly the ion beam divergence of three-grid accelerator systems is presented. Three-grid accelerator systems are shown to offer significant improvements in ion beam focusing over two-grid accelerator systems. These improvements are greatest for low, but limited, net-to-total accelerating voltage ratio ranges and small screen-to-accelerator grid separation ratios (i.e., high perveance grid sets). Ion beam focusing gains are negligible at a net-to-total accelerating voltage ratio near unity. Low decelerator grid impingement currents and low ion beam divergence angles require that the decelerator hole diameter be about twenty five percent larger than the accelerator hole diameter, also that the decelerator grid be spaced as close as is practically possible to the accelerator grid.

Aston, G.↗
NASA NTRS1980

The role of fallback ejecta in the modification of impact craters

The physical processes responsible for the deposition of fragments of target material ejected from the transient cavity of an impact crater within the crater are discussed and quantities of fallback ejecta deposited in impact craters formed on different planetary surfaces are estimated. Consideration is given to the relative importance of in-flight particle collisions and atmospheric particle deceleration, and a model of the aerodynamic deceleration of fallback ejecta is developed. When applied to Meteor Crater in Arizona, the model predicts 5% of the primary ejecta, with an average fragment size of 1.4 cm, to have fallen back into the crater, in agreement with empirical studies of the crater fallback deposit, thus indicating atmospheric deceleration to be the principal mechanism for fallback deposition on earth. The model also predicts the proportion of primary ejecta to be deposited as fallback to increase with excavation cavity diameter on the earth. Model estimates also suggest that more than half of the primary ejecta from large-scale Venusian cavities should be redeposited as fallback, while relatively small amounts of fallback are expected for lunar and Martian craters.

Settle, M.↗
NASA NTRS1983

Time effect of erosion by solid particle impingement on ductile materials

Erosion and morphological studies of several metals and alloys eroded by normal impingement jets of spherical glass beads and angular crushed-glass erodent particles were conducted. Erosion morphology (the width, depth, and width-depth ratio of the pit) was studied in order to fully investigate the effect of time on erosion rate. The eroded surfaces were studied with a scanning electron microscope, and surface profiles were measured with a profilometer. A large amount of experimental data reported in the literature was also analyzed in order to understand the effect of variables such as the type of device, the erodent particle size and shape, the impact velocity, and the abrasive charge on erosion-rate-versus-time curves. In the present experiments the pit-width-versus-time or pit-depth-versus-time curves were similar to erosion-versus-time curves for glass-bead impingement. The pit-depth-rate-versus-time curves were similar to erosion-rate-versus-time curves for crushed-glass impingement. Analysis of experimental data with two forms of glass resulted in four types of erosion-rate-versus-time curves: (1) incubation, acceleration, and steady-state periods (type I), (2) incubation, acceleration, deceleration, and steady-state periods (type III), (3) incubation, acceleration, peak rate, and deceleration periods (type IV), and (4) incubation, acceleration, steady-state, and deceleration periods (type V).

Rao, P. V.↗
NASA NTRS1988

Observed velocity fluctuations on a major Antarctic ice stream

Recent ice velocity measurements on the major Antarctic Ice Stream B are compared with those collected 10 years ago. The results show that the ice flow in the mouth of Ice Stream B has decelerated by about 20 percent. The possible causes of this deceleration are discussed on the basis of present knowledge of current regional dynamics, and the possible effects of this deceleration on future ice stream behavior are examined.

Stephenson, S. N.↗
NASA NTRS1989

Visual acceleration detection - Effect of sign and motion orientation

Thresholds for the detection of constant acceleration and deceleration of a discrete object moving along horizontal and vertical axes were studied. A staircase methodology was used to determine thresholds for three average velocities (0.7, 1.2, and 1.7 deg/sec). Thresholds, expressed as the proportion of velocity change, did not differ significantly among the average velocities; thus, a consistent Weber-like fraction is suggested by the data. Furthermore, there was an interaction between the axis of motion (horizontal or vertical) and the sign of the velocity change (acceleration or deceleration): accelerations were easier to detect along the vertical axis, decelerations along the horizontal axis.

Calderone, Jack B.↗
NASA NTRS1992

Ion engine endurance testing at high background pressures

Ion engine endurance testing at vacuum chamber pressures in the low 10 exp -3 Pa range is enabled through the use of a three-grid accelerator system with the decelerator grid biased 50 to 100 volts negative of neutralizer cathode potential. The negative decelerator grid serves to collect the facility induced charge exchange ion current which normally results in rapid erosion of the accelerator grid during testing at elevated vacuum chamber pressures. This screen, accelerator, negative decelerator (SAND) grid configuration enables an order of magnitude reduction in vacuum chamber pumping speeds relative to that required for endurance testing of ion engines with conventional two-grid accelerator systems. A 900-hr test of a 30-cm diameter engine at 6.5 kW and a tank pressure of 3.7 x 10 exp -3 Pa was performed to test the feasibility of the three-grid SAND accelerator system technology. Grid erosion rates from this test are compared to those from a 200-hr test performed with the same discharge chamber, in the same test facility, and at the same background pressure with a conventional two grid accelerator system. The SAND optics resulted in greater than a factor of 100 reduction in accelerator grid erosion rate relative to the two-grid system.

Brophy, John R.↗