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574 records · Page 29

An Overview of Experiments and Modeling of Polysiloxane-Coated Thermal Protection Systems for Missions to Mars, Titan, and Beyond.

Phenolic Impregnated Carbon Ablator (PICA) gained heritage during the historic Stardust mission, where it successfully returned samples from a comet’s tail and has since been instrumental in delivering payloads to the surface of Mars [1-3]. Most recently, PICA enabled the safe return of samples collected from asteroid Bennu as part of the OSIRIS-REx mission. This rich legacy underscores PICA’s critical role in allowing NASA’s most ambitious exploration missions. However, the friable nature of its phenolic phase presents challenges during handling and pre-launch activities. To mitigate this issue, PICA is coated with a polysiloxane resin system, which serves to suppress particulate dispersion and thereby safeguard spacecraft components. A comprehensive understanding of the polysiloxane resin’s behavior is imperative, as it profoundly shapes the material response of PICA during atmospheric entry by influencing its thermal and oxidative stability. This influence extends to thermocouple plugs embedded within thermal protection systems. These plugs have demonstrated their significance in missions such as Mars Science Laboratory (MSL) and Mars 2020, where the MEDLI and MEDLI2 instrumentation suites delivered in-valuable insights into the performance of thermal protection systems during entry into the Martian atmosphere [4]. Looking ahead, missions such as Dragonfly, set to descend into Titan’s dense atmosphere, aim to leverage advanced sensor technologies to further refine our understanding of thermal protection response [5]. Moreover, thermocouple plugs play an essential role in validating cutting-edge material response models, such as those pioneered under NASA’s Entry Systems Modeling Project (ESM), designed, in-part, to predict the operational integrity of thermal protection systems under the extreme stresses of atmospheric entry. To achieve these modeling goals, ground-based experiments are crucial to provide the foundational data necessary for developing and refining these predictive tools. To this end, an extensive test campaign was conducted at the Hypersonic Materials Environmental Test System (HyMETS) to investigate the high-temperature behavior of the polysiloxane resin in an air environment [6]. These experiments revealed critical phenomena, including the formation of a silicon oxycarbide layer that enhances oxidation resistance, moderates surface temperatures, and alters in-depth thermal response. Building on these findings, subsequent tests were designed to simulate atmospheric entry conditions in reactive gases, such as CO2 and N2, to mimic the environments of Mars and Titan, respectively, as well as non-reactive gases representing the atmospheres of the Ice Giants (Neptune and Uranus). A heating rate dependent decomposition mechanism has been identified for the polysiloxane resin under oxidizing conditions (Fig. 1). In the initial stage, the resin and the underlying thermal protection system undergo pyrolysis, rapidly generating a thin amorphous silicon oxycarbide interwoven with carbonaceous char and residual fibers from PICA. During the second stage, the nascent oxide layer establishes a robust, oxidation-resistant thermal barrier coating, which significantly impedes heat transfer to the underlying carbonaceous char, resulting in a stagnation of the surface temperature. A key factor contributing to this thermal resistance is the low recombination efficiency of atomic oxygen (γ), which further diminishes the heat load on the material’s interior layers [7]. Moreover, as the surface temperature stagnates, the silicon oxycarbide phase separates into distinct regions of silica and free graphite. Ultimately, when the heat flux reaches a critical threshold, a third stage is triggered, leading to the breakdown of the coating through carbothermal reduction, exposing the underlying char layer. This exposure leads to a dramatic surface temperature spike, driven by highly exothermic reactions between atomic oxygen and the char layer, further accelerating material degradation. A detailed mass and heat transfer model of PICA coated with polysiloxane resin was implemented in the Porous material Analysis Toolbox based on OpenFOAM, PATO [8]. The initial stage was considered negligible in this model because the resin decomposition occurs rapidly within a thin surface layer. Instead, the coating was directly considered as an oxygen-resistant thermal barrier coating. For the second stage, the thin amorphous silicon oxycarbide was treated as a pure silica surface to simplify the thermochemical behavior. The model ac-counts for surface equilibrium processes using representative elements of the coating-environment system. For the third stage, specific boundary conditions were developed to estimate the onset and progression of the coating removal. Two-dimensional material response simulations were conducted to compare uncoated and coated PICA using boundary conditions calibrated with HyMETS data. Fig. 2 illustrates that the simulations closely align with experimental data, successfully reproducing measured temperature profiles. This work will include the latest advancements in the coating model, including the calibration of recombination of atomic oxygen at the surface during the second phase. These simulated results will be further validated against additional CO2 data points from HyMETS, reinforcing the models’ predictive capabilities. These mechanisms and their effects on thermal protection systems, including thermochemical behavior and thermocouple probe performance in extreme environments, provide crucial insights for optimizing spacecraft designs that safeguard scientific payload and ensure mission success in future planetary exploration endeavors.

Active Oxidation

Radiation-Conditioned Ti–hBN Coatings for Space Mechanisms: Bridging Tribology and Irradiation Effects from Laboratory to Low-Earth Orbit

The longevity of tribological components in extraterrestrial environments is challenged by abrasive regolith, extreme temperatures, and ionizing radiation. This study evaluates the performance of vacuum plasma sprayed (VPS) Ti-2vol.% hexagonal boron nitride (hBN) coatings applied to joint mechanisms such as rod and slot, ball and socket, and hinge assemblies, fabricated from Al6061 and Ti6Al4V for planetary structures. Coated and uncoated samples were tested under vacuum with lunar regolith simulant (JSC-1A), followed by environmental exposures including electron radiation and thermal cycling. Results show that coated samples consistently outperformed uncoated counterparts across all configurations. Wear depth in coated components was reduced by over 80%, as confirmed by 3D profilometry and surface imaging. SEM analysis revealed severe abrasion and localized plastic deformation in uncoated surfaces, while coated samples retained structural integrity due to synergy of hard protective phases formed during deposition and retained hBN providing solid lubrication in the sliding surface. Coated and exposed samples exhibited smoother actuation profiles and reduced friction, indicating a beneficial "conditioning" effect from environmental exposure. The coatings-maintained performance even on complex geometries with minimal delamination. These findings demonstrate the potential of VPS Ti-hBN coatings to extend the operational life of lunar mechanisms, bridging laboratory-scale tribology with flight-relevant mechanical applications.

tribology

NASA’s SLS (Space Launch System) Rocket Ready for Artemis II Lunar Mission

In early 2026, NASA will launch the Artemis II mission, an approximately 10-day long lunar mission that will fly three NASA astronauts and one CSA (Canadian Space Agency) astronaut on a free-return trajectory around the Moon, following a one-day checkout of their Orion spacecraft in Earth orbit. The mission will be the first to launch astronauts aboard NASA’s Orion spacecraft and on top of the agency’s SLS (Space Launch System) rocket. The mission will also deploy four 12U CubeSats as secondary payloads from the Orion stage adapter, following Orion separation and departure. The payloads, developed by four of NASA’s international partners, will perform a variety of science and technology investigations. The SLS and Orion for the mission are currently stacked in the Vehicle Assembly Building (VAB) at NASA’s Kennedy Space Center in Florida and are undergoing final preparations to rollout to Launch Pad 39B for a tanking test before launch. In addition to preparations for the Artemis II mission, significant progress is being made on the SLS for the Artemis III mission, which is targeted to return astronauts to the lunar surface no later than 2029. Major components of the core stage and solid rocket boosters are already at NASA Kennedy undergoing build-up for the mission. Data from the Artemis II launch and mission, as well as progress to subsequent missions, as available, will be presented.

Bruce Askins

NASA’s SLS (Space Launch System) Rocket Ready for Artemis II Lunar Mission

In early 2026, NASA will launch the Artemis II mission, an approximately 10-day long lunar mission that will fly three NASA astronauts and one CSA (Canadian Space Agency) astronaut on a free-return trajectory around the Moon, following a one-day checkout of their Orion spacecraft in Earth orbit. The mission will be the first to launch astronauts aboard NASA’s Orion spacecraft and on top of the agency’s SLS (Space Launch System) rocket. The mission will also deploy four 12U CubeSats as secondary payloads from the Orion stage adapter, following Orion separation and departure. The payloads, developed by four of NASA’s international partners, will perform a variety of science and technology investigations. The SLS and Orion for the mission are currently stacked in the Vehicle Assembly Building (VAB) at NASA’s Kennedy Space Center in Florida and are undergoing final preparations to rollout to Launch Pad 39B for a tanking test before launch. In addition to preparations for the Artemis II mission, significant progress is being made on the SLS for the Artemis III mission, which is targeted to return astronauts to the lunar surface no later than 2029. Major components of the core stage and solid rocket boosters are already at NASA Kennedy undergoing build-up for the mission. Data from the Artemis II launch and mission, as well as progress to subsequent missions, as available, will be presented.

Bruce R Askins

Surface Characterization Through Shape Oscillations of Drops in Microgravity and 1-g

The goal of these experiments is to determine the rheological properties of liquid drops of single or multiple components in the presence or absence of surface active materials by exciting drops into their quadrupole resonance and observing their free decay. The resulting data coupled with appropriate theory should give a better description of the physics of the underlying phenomena, providing a better foundation than earlier empirical results could. The space environment makes an idealized geometry available (spherical drops) so that theory and experiment can be properly compared, and allows a 'clean' environment, by which is meant an environment in which no solid surfaces come in contact with the drops during the test period. Moreover, by considering the oscillations of intentionally deformed drops in microgravity, a baseline is established for interpreting surface characterization experiments done on the ground by other groups and ours. Experiments performed on the United States Microgravity Laboratory Laboratory (USML-1) demonstrated that shape oscillation experiments could be performed over a wide parameter range, and with a variety of surfactant materials. Results, however, were compromised by an unexpected, slow drop tumbling, some problems with droplet injection, and the presence of bubbles in the drop samples. Nevertheless, initial data suggests that the space environment will be useful in providing baseline data that can serve to validate theory and permit quantitative materials characterization at 1-g.

Robert E Apfel

Preliminary Dynamic Modeling of the Quarter-Scale Distributed Electric Propulsion Aircraft

This paper describes the early-stage modeling of a quarter-scale distributed electric propulsion aircraft, based on the SUbsonic Single Aft eNgine (SUSAN) Electrofan, a transformative concept aircraft for which a model exists. The full-scale 180 passenger SUSAN concept has a single turbofan engine in the tail that both produces thrust and provides electrical power to 16 electric fans distributed across the wings utilizing a series/parallel hybrid architecture. The quarter-scale version would have an internal combustion piston engine to provide power to 17 electric fans–16 on the wings, one in the tail–in a series hybrid configuration, and no vertical or horizontal stabilizers. It would also have a reduced flight envelope in terms of both altitude and speed. The initial modeling approach is to scale down the original airframe model to capture the dynamic behavior of a much smaller aircraft, albeit with an empennage. The original powertrain model is then replaced with one representing the physical components of that of the quarter-scale vehicle. This powertrain model is suitable for control design and analysis, and the fully integrated, although preliminary, aircraft model allows flight simulator testing and evaluation. Results from simulations are presented.

electrified aircraft propulsion

Preliminary Dynamic Modeling of the Quarter-Scale Distributed Electric Propulsion Aircraft

This presentation describes the early-stage modeling of a quarter-scale distributed electric propulsion aircraft, based on the SUbsonic Single Aft eNgine (SUSAN) Electrofan, a transformative concept aircraft for which a model exists. The full-scale 180 passenger SUSAN concept has a single turbofan engine in the tail that both produces thrust and provides electrical power to 16 electric fans distributed across the wings utilizing a series/parallel hybrid architecture. The quarter-scale version would have an internal combustion piston engine to provide power to 17 electric fans–16 on the wings, one in the tail–in a series hybrid configuration, and no vertical or horizontal stabilizers. It would also have a reduced flight envelope in terms of both altitude and speed. The initial modeling approach is to scale down the original airframe model to capture the dynamic behavior of a much smaller aircraft, albeit with an empennage. The original powertrain model is then replaced with one representing the physical components of that of the quarter-scale vehicle. This powertrain model is suitable for control design and analysis, and the fully integrated, although preliminary, aircraft model allows flight simulator testing and evaluation. Results from simulations are presented.

electrified aircraft propulsion

Preliminary Dynamic Modeling of the Quarter-Scale Distributed Electric Propulsion Aircraft

This paper describes the early-stage modeling of a quarter-scale distributed electric propulsion aircraft, based on the SUbsonic Single Aft eNgine (SUSAN) Electrofan, a transformative concept aircraft for which a model exists. The full-scale 180 passenger SUSAN concept has a single turbofan engine in the tail that both produces thrust and provides electrical power to 16 electric fans distributed across the wings utilizing a series/parallel hybrid architecture. The quarter-scale version would have an internal combustion piston engine to provide power to 17 electric fans–16 on the wings, one in the tail–in a series hybrid configuration, and no vertical or horizontal stabilizers. It would also have a reduced flight envelope in terms of both altitude and speed. The initial modeling approach is to scale down the original airframe model to capture the dynamic behavior of a much smaller aircraft, albeit with an empennage. The original powertrain model is then replaced with one representing the physical components of that of the quarter-scale vehicle. This powertrain model is suitable for control design and analysis, and the fully integrated, although preliminary, aircraft model allows flight simulator testing and evaluation. Results from simulations are presented.

Electrified powertrain

New Lithium-ion Polymer Battery for the Extravehicular Mobility Unit Suit

The Extravehicular Mobility Unit (EMU) suit currently has a silver-zinc battery that is 20.5 V and 45 Ah capacity. The EMU's portable life support system (PLSS) will draw power from the battery during the entire period of an EVA. Due to the disadvantages of using the silver-zinc battery in terms of cost and performance, a new high energy density battery is being developed for future use, The new battery (Lithium-ion battery or LIB) will consist of Li-ion polymer cells that will provide power to the EMU suit. The battery design consists of five 8 Ah cells in parallel to form a single module of 40 Ah and five such modules will be placed in series to give a 20.5 V, 40 Ah battery. Charging will be accomplished on the Shuttle or Station using the new LIB charger or the existing ALPS (Air Lock Power Supply) charger. The LIB delivers a maximum of 3.8 A on the average, for seven continuous hours, at voltages ranging from 20.5 V to 16.0 V and it should be capable of supporting transient pulses during start up and once every hour to support PLSS fan and pump operation. Figure 1 shows the placement of the battery in the backpack area of the EMU suit. The battery and cells will undergo testing under different conditions to understand its performance and safety characteristics.

Jeevarajan, J. A.

A Simplified Model of VIPER Thermal Management System. Part I: Loop Heat Pipe

NASA’s Volatiles Investigating Polar Exploration Rover (VIPER) uses a combination of loop heat pipes (LHPs) and heaters as the primary hardware to modulate the temperature of the electronic boxes and payloads instruments. LHPs have been designed and instrumented to be capable of passive and active shutdown. The goal of the passive shutdown, using a thermal control valve (TCV) to limit the flow of the working fluid, is to preserve thermal energy and avoid unnecessary heat leaks during lunar night. The goal of the active shutdown on the other hand, is to forcefully increase the vehicle internal temperature to bakeout the payload instruments. Several numerical modeling tools are available to analyze LHP performance under the complex set of operational requirements and environments levied on the VIPER Thermal Management System (TMS). Yet, while those numerical modeling tools are capable of detailed performance analysis, they tend to take large computational resources and long computational time. In this paper, a model of a single LHP developed based on control volume approach is presented. By using the control volume approach, the complex geometry of the LHP, and the components attached to it, are reduced to thermal lump capacitances, thus reducing the computation effort. This paper also describes the effort to correlate the proposed LHP model using thermal vacuum (TVAC) test data.

Loop Heat Pipe

A Simplified Model of VIPER Thermal Management System. Part I: Loop Heat Pipe

NASA’s Volatiles Investigating Polar Exploration Rover (VIPER) uses a combination of loop heat pipes (LHPs) and heaters as the primary hardware to modulate the temperature of the electronic boxes and payloads instruments. LHPs have been designed and instrumented to be capable of passive and active shutdown. The goal of the passive shutdown, using a thermal control valve (TCV) to limit the flow of the working fluid, is to preserve thermal energy and avoid unnecessary heat leaks during lunar night. The goal of the active shutdown on the other hand, is to forcefully increase the vehicle internal temperature to bakeout the payload instruments. Several numerical modeling tools are available to analyze LHP performance under the complex set of operational requirements and environments levied on the VIPER Thermal Management System (TMS). Yet, while those numerical modeling tools are capable of detailed performance analysis, they tend to take large computational resources and long computational time. In this paper, a model of a single LHP developed based on control volume approach is presented. By using the control volume approach, the complex geometry of the LHP, and the components attached to it, are reduced to thermal lump capacitances, thus reducing the computation effort. This paper also describes the effort to correlate the proposed LHP model using thermal vacuum (TVAC) test data.

Loop Heat Pipe

High Capacity Battery Cell Flight Qualified

The High Capacity Battery Cell project is an effort equally funded by the NASA Lewis Research Center and Hughes Space and Communications Company (a unit of Hughes Aircraft Company) to develop and flight qualify a higher capacity nickel hydrogen battery for continuing use on commercial spacecraft. The larger diameter, individual pressure vessel cell will provide approximately twice the power, while occupying the same volume, as the current state-of-the-art nickel hydrogen cell. These cells are also anticipated to reduce battery cost by 20 percent. The battery is currently booked for use on 26 spacecraft, with the first flight scheduled in 1997. A strong requirement for batteries with higher power levels (6 to 12 kW), long life, and reduced cost was identified in studies of the needs of commercial communications spacecraft. With the design developed in this effort, the higher power level was accommodated without having to modify the rest of the existing spacecraft bus. This design scaled-up the existing state-of-the-art nickel hydrogen battery cell from a 3.5-in., 50-Ahr cell to a 5.5-in., 350-Ahr cell. An improvement in cycle life was also achieved by the use of the 26-percent KOH electrolyte design developed by NASA Lewis. The cell design was completed, and flight batteries were built and flight qualified by Hughes Space and Communications Company with input from NASA Lewis. Two batteries were shipped in September 1996 to undergo life cycle testing under the purview of NASA Lewis.

McKissock, Barbara I.

Mechanical Design of Spacecraft

In the spring of 1962, engineers from the Engineering Mechanics Division of the Jet Propulsion Laboratory gave a series of lectures on spacecraft design at the Engineering Design seminars conducted at the California Institute of Technology. Several of these lectures were subsequently given at Stanford University as part of the Space Technology seminar series sponsored by the Department of Aeronautics and Astronautics. Presented here are notes taken from these lectures. The lectures were conceived with the intent of providing the audience with a glimpse of the activities of a few mechanical engineers who are involved in designing, building, and testing spacecraft. Engineering courses generally consist of heavily idealized problems in order to allow the more efficient teaching of mathematical technique. Students, therefore, receive a somewhat limited exposure to actual engineering problems, which are typified by more unknowns than equations. For this reason it was considered valuable to demonstrate some of the problems faced by spacecraft designers, the processes used to arrive at solutions, and the interactions between the engineer and the remainder of the organization in which he is constrained to operate. These lecture notes are not so much a compilation of sophisticated techniques of analysis as they are a collection of examples of spacecraft hardware and associated problems. They will be of interest not so much to the experienced spacecraft designer as to those who wonder what part the mechanical engineer plays in an effort such as the exploration of space.

MARINER SPACE PROBE

Dynamic Analysis of Reynolds Number Effects on Trailing Edge Transonic Vortex Shedding and Its Impact on Turbine Blade Aerodynamic Performance

Time-resolved, high-speed self-aligned focusing schlieren images were acquired in the NASA Glenn Research Center Transonic Turbine Blade Cascade facility to help understand the aerodynamic behavior of high-pressure, thick trailing edge turbine blades. The trailing edge thickness of 9% of axial chord tested represents simulated ceramic matrix composite fabrication constraints, which was verified previously to possess a high-loss flow regime at high inlet turbulence conditions over a narrow range of Reynolds numbers and at a fixed design exit Mach number of 0.74. Our high-speed images, which were acquired at 10 distinct Reynolds numbers, show a significant increase in energy from flow oscillations due to transonic vortex shedding at Reynolds numbers corresponding to the high loss conditions. For those conditions, strong acoustic waves turn into shock waves. Spectral Proper Orthogonal Decomposition of the high-speed images shows acoustic waves from trailing edge vortex shedding at all conditions, with increased spectral energy at the high-loss conditions and slightly increasing frequency (about 6%) as a function of Reynolds number. Analysis of potential feedback timing is performed using velocity fields from a previous LES simulation, considering different feedback mechanisms. Most noteworthy is the acoustic/shock-boundary layer interaction mechanism on the suction surface at the blade geometric throat, which likely plays an important role in realistic curved blade passages.

Trailing Edge

Improvement in the Thermal-to-Structural Model Mapping Process for Integrated Modeling for the Roman Space Telescope

Integrated Modeling has been a key component of verifying optical requirements for the Nancy Grace Roman Space Telescope (RST) that are either impossible or impractical to verify exclusively through ground testing. Two major areas for integrated Modeling are Jitter and Thermal Distortion that require the exchanges of model performance predictions across disciplines. In both cases, distortions are impressed on optical models to evaluate the impact on boresight alignment and wave front error. In the case of Jitter, the disturbances are driven by reactions to motions most often from actuators; however, in the case of thermal distortion, the motions are driven by thermal expansion or contraction as a result of changing temperatures. This then requires a link further upstream to the thermal model, which is used to predict the thermal performance and temperature gradients and stability. The process for mapping temperatures from a thermal model to a corresponding structural model has been performed numerous times through the RST project lifecycle, with improvements in the accuracy, verification, and effort sought throughout. This paper describes some of the recent improvements to the process, including: capture of the visualization parameters, automatic generation of the mapped images for both the thermal and structural model groupings, and reduction in the effort to assemble the full set of mapped temperatures. These upgrades have greatly reduced the manual effort associated with thermal mapping and allowed for faster turn-around of Integrated Modeling predictions.

Thermal Mapping

Fatigue Life of Flow-Formed Aluminum 2195 and 6061 Alloys

The successful design and fabrication of metallic cryotanks for commercial aviation applications require lightweight, durable materials capable of withstanding high pressures and cryogenic temperatures through tens of thousands of thermomechanical refueling cycles. Flow forming is an advanced manufacturing technique that offers high-rate production and scalability for fabricating integrally stiffened cylinders suitable for cryotank applications. This work establishes the durability of flow-formed aluminum alloys by characterizing their fatigue life performance under conditions that mimic cryotank refueling cycles. Residual stresses in flow-formed aluminum-lithium (Al-Li) 2195-T6 cylinders were assessed using the contour method and found to be minimal. Fatigue life testing was conducted on flow-formed Al-Li 2195-T6 at room temperature and cryogenic temperatures (-321°F [-196°C]), with wrought Al-Li 2195-T6 serving as a baseline for comparison. Results showed that flow-formed materials exhibited fatigue performance comparable to or better than wrought materials, with no statistically significant differences observed between different specimen orientations relative to processing directions. Fractography revealed reduced delaminations in the flow-formed Al-Li 2195 samples as compared to wrought, indicating potential improvement to the microstructure that could result in improved service properties. Texture analysis using electron backscattered diffraction (EBSD) indicated recrystallization during heat treatment, potentially contributing to reduced delamination susceptibility. These findings demonstrating flow-formed material durability coupled with the high manufacturing efficiency of flow forming, makes flow forming an attractive process to produce aircraft cryotanks.

EBF3

Three Dimensionally Woven Mid-Density Carbon Phenolic (3MDCP) is a Novel Single Piece Ablative TPS for Extreme Entry Environments

Three Dimensionally Woven Mid-Density Carbon Phenolic (3MDCP) is robust, single piece, carbon phenolic ablative thermal protection system under development at NASA Ames Research Center initially for the Mars Sample Return Earth Entry System (MSR EES). The MSR EES requirements drove the need for TPS with no seams, capable of surviving the highest entry conditions for any NASA Earth return capsule with heat fluxes >2000 W/cm2 and pressures >1.5 atmospheres. To produce 3MDCP required development of new weaving infrastructure to enable weaving of preforms large enough to form into a single piece heatshield. It required development of forming techniques to transform a flat woven panel into a sphere cone shape and enhanced infusion processes to support larger scale infusion of resin into the formed preforms. A rigorous performance testing campaign was conducted to develop and validate the materials thermal response model used to determine the required material thickness and to demonstrate the material can survive the extreme entry conditions. The end of the development effort (end of FY26) will result in a TPS at Technical Readiness Level (TRL) 6 and Manufacturing Readiness Level (MRL) 6+ for the MSR EES mission and a mature system ready to support other missions. This poster will provide a snapshot of where 3MDCP is in its development phase.

Ablator

Hot Water, Cold Reality: Experimental Analysis of Sorption Constraints in Iodine Filtration Media Under Heated-Water Conditions

Iodine has been widely employed as a residual biocide in potable water applications during crewed missions. Unlike other biocides, it is essential to remove iodine from drinking water prior to consumption, as its biocidal concentration raises health concerns. Consequently, effectively removing iodine species from water is a critical step in potable water processing. Although the non-biocided heated leg has not violated microbial specifications on the International Space Station, any wetted volume lacking biocide presents potential risks for long‑duration exploration missions and for systems that are sensitive to microbial growth/contamination. Recent assessments indicate, however, that iodine‑removal performance may degrade under elevated temperature conditions, such as those required for dispensing hot water for food preparation. This reduction in efficacy appears to stem from both the potential physical degradation of filtration media and the temperature‑dependent behavior of adsorption processes. To investigate the influence of water temperature on the efficacy of filtration media for iodine removal, a series of adsorption capacity tests were conducted at both room temperature and elevated temperatures (90 °C). These experiments aimed to benchmark the performance of the adsorbents that constitute the ACTEX filter in the ISS’s potable water dispenser. The findings of this study provide critical insights into the iodine filtration process, verify the potential performance shortfall under elevated temperature conditions, and establish the basis for defining new absorbent requirements to ensure reliable iodine removal in future mission architectures.

drinking water