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Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

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At least 541 records · Page 30
All sourcesNASA NTRSDOE OSTI
NASA NTRS1994

Electron trapping in evolving coronal structures during a large gradual hard X-ray/radio burst

Gradual hard X-ray/radio bursts are characterized by their long duration, smooth time profile, time delays between peaks at different hard X-ray energies and microwaves, and radiation from extended sources in the low and middle corona. Their characteristic properties have been ascribed to the dynamic evolution of the accelerated electrons in coronal magnetic traps or to the separate acceleration of high-energy electrons in a 'second step' process. The information available so far was drawn from quality considerations of time profiles or even only from the common occurrence of emissions in different spectral ranges. This paper presents model computations of the temporal evolution of hard X-ray and microwave spectra, together with a qualitative discussion of radio lightcurves over a wide spectral range, and metric imaging observations. The basis hypothesis investigated is that the peculiar 'gradual' features can be related to the dynamical evolution of electrons injected over an extended time interval in a coronal trap, with electrons up to relativistic energies being injected simultaneously. The analyzed event (26 April. 1981) is particularly challenging to this hypothesis because of the long time delays between peaks at different X-ray energies and microwave frequencies. The observations are shown to be consistent with the hypothesis, provided that the electrons lose their energy by Coulomb collisions and possibly betatron deceleration. The access of the electrons to different coronal structures varies in the course of the event. The evolution and likely destabilization of part of the coronal plasma-magnetic field configuration is of crucial influence in determining the access to these structures and possibly the dynamical evolution of the trapped electrons through betatron deceleration in the late phase of the event.

Bruggmann, G.↗
NASA NTRS1993

Steady state and dynamical structure of a cosmic-ray-modified termination shock

A hydrodynamic model is developed for the structure of a cosmic-ray-modified termination shock. The model is based on the two-fluid equations of diffuse shock acceleration (Drury and Volk, 1981). Both the steady state structure of the shock and its interaction with outer heliospheric disturbances are considered. Under the assumption that the solar wind is decelerated by diffusing interstellar cosmic rates, it is shown that the natural state of the termination shock is a gradual deceleration and compression, followed by a discontinuous jump to a downstream state which is dominated by the pressure contribution of the cosmic rays. A representative model is calculated for the steady state which incorporates both interstellar cosmic ray mediation and diffusively accelerated anomalous ions through a proposed thermal leakage mechanism. The interaction of large-scale disturbances with the equilibrium termination shock model is shown to result in some unusual downstream structure, including transmitted shocks and cosmic-ray-modified contact discontinuities. The structure observed may be connected to the 2-kHz outer heliospheric radio emission (Cairns et al., 1992a, b). The time-dependent simulations also demonstrate that interaction with solar wind compressible turbulence (e.g., traveling interplanetary shocks, etc.) could induce the termination shock to continually fluctuate between cosmic-ray-dominated and gas-dynamic states. This fluctuation may represent a partial explanation of the galactic cosmic ray modulation effect and illustrates that the Pioneer and Voyager satellites will encounter an evolving shock whose structure and dynamic properties are strongly influence by the mediation of interstellar and anomalous cosmic rays.

Donohue, D. J.↗
NASA NTRS1995

Pick-up ion pressure gradients modulating the solar wind dynamics

Neutral interstellar atoms penetrate deeply into the inner heliosphere before they become ionized by various processes. As ions they are picked-up by the frozen-in magnetic fields and are convected outwards with the solar wind plasma. Thereby the primary plasma flow is mass, momentum, and energy-loaded. The dynamics of the distant multi-constituent solar wind is, however, not solely determined by these loading processes, but is also affected by the wave-mediated pick-up ion pressure gradients derivable from the pick-up ion distribution function. The action of the radial components of these pressures essentially counter balances the decelerating effect of the solar wind momentum loading, diminishing strongly the deceleration of the distant solar wind. Furthermore the latitudinal components of the pick-up ion pressures induce latitudinal forces acting on the multiconstituent solar plasma outflow and inducing nonradial bulk flow components. The enforced nonradial outflow geometry on the upwind hemisphere may partly be responsible for the magnetic flux deficit which was claimed since several years in the PIONEER-10 magnetic flux data.

Fahr, Hans J.↗
NASA NTRS1995

A perturbation calculation of the dynamical effects of cosmic rays and interstellar gas on the solar wind

The modulation of galactic cosmic rays and other energetic particles by the solar wind produces a gradient in their pressure, which in turn influences the wind dynamics. The basic equations describing this interaction are presented in the 'hydrodynamic' approximation. A perturbation solution of the equations is presented for the case in which both the galactic cosmic ray pressure, and the pressure of the anomalous cosmic ray component accelerated at the wind termination shock, are small compared with the wind ram pressure. Analytical expressions for the deceleration of the wind and the modification of the shock and its location are derived in this case. These effects are estimated to have a relative magnitude of several percent in the solar wind. The interstellar neutral gas which penetrates the heliosphere is ionized, predominantly by photoionization and charge exchange with the wind, and may also have a significant dynamical effect on the wind. The basic equations describing this interaction are also presented, A perturbation solution is presented under the assumption that the mass loading and momentum-loading of the wind by the interstellar pickup ions is small compared with the wind ram pressure. Analytical expressions for the deceleration of the wind, the contribution of the pickup ions to the wind pressure, and the modification of the termination shock location are derived. Again, with the exception of pickup ion pressure which is large compared with solar wind thermal pressure, the effects are estimated to be several percent in relative magnitude in the solar wind.

Lee, M. A.↗
NASA NTRS1960

Centrifuge Study of Pilot Tolerance to Acceleration and the Effects of Acceleration on Pilot Performance

A research program the general objective of which was to measure the effects of various sustained accelerations on the control performance of pilots, was carried out on the Aviation Medical Acceleration Laboratory centrifuge, U.S. Naval Air Development Center, Johnsville, PA. The experimental setup consisted of a flight simulator with the centrifuge in the control loop. The pilot performed his control tasks while being subjected to acceleration fields such as might be encountered by a forward-facing pilot flying an atmosphere entry vehicle. The study was divided into three phases. In one phase of the program, the pilots were subjected to a variety of sustained linear acceleration forces while controlling vehicles with several different sets of longitudinal dynamics. Here, a randomly moving target was displayed to the pilot on a cathode-ray tube. For each combination of acceleration field and vehicle dynamics, pilot tracking accuracy was measured and pilot opinion of the stability and control characteristics was recorded. Thus, information was obtained on the combined effects of complexity of control task and magnitude and direction of acceleration forces on pilot performance. These tests showed that the pilot's tracking performance deteriorated markedly at accelerations greater than about 4g when controlling a lightly damped vehicle. The tentative conclusion was also reached that regardless of the airframe dynamics involved, the pilot feels that in order to have the same level of control over the vehicle, an increase in the vehicle dynamic stability was required with increases in the magnitudes of the acceleration impressed upon the pilot. In another phase, boundaries of human tolerance of acceleration were established for acceleration fields such as might be encountered by a pilot flying an orbital vehicle. A special pilot restraint system was developed to increase human tolerance to longitudinal decelerations. The results of the tests showed that human tolerance of longitudinal deceleration forces was considerably improved through use of the special restraint system.

Creer, Brent Y.↗
NASA NTRS1959

A Concept of a Manned Satellite Reentry Which is Completed with a Glide Landing

A concept for a manned satellite reentry from a near space orbit and a glide landing on a normal size airfield is presented. The reentry vehicle configuration suitable for this concept would employ a variable geometry feature in order that the reentry could be made at 90 deg. angle of attack and the landing could be made with a conventional glide approach. Calculated results for reentry at a flight-path angle of -1 deg. show that with an accuracy of 1 percent in the impulse of a retrorocket, the desired flight-path angle at reentry can be controlled within 0.02 deg. and the distance traveled to the reentry point, within 100 miles. The reentry point is arbitrarily defined as the point at which the satellite passes through an altitude of about 70 miles. Misalignment of the retrorocket by 10 deg. increased these errors by as much as 0.02 deg. and 500 miles. Intra-atmospheric trajectory calculations show that pure drag reentries starting with flight-path angles of -1 deg. or less produce a peak deceleration of 8g. Lift created by varying the angle of attack between 90 and 60 deg. is effective in decreasing the maximum deceleration and allows the range to the "recovery" point (where transition is made from reentry to gliding flight) to be increased by as much as 2,300 miles. A sideslip angle of 30 deg. allows lateral displacement of the flight path by as much as 60 deg. miles. Reaction controls would provide control-attitude alignment during the orbit phase. For the reentry phase this configuration should have low static longitudinal and roll stability in the 90 deg. angle-of-attack attitude. Control could be effected by leading-edge and trailing-edge flaps. Transition into the landing phase would be accomplished at an altitude of about 100,000 feet by unfolding the outer wing panels and pitching over to low angles of attack. Calculations indicate that glides can be made from the recovery point to airfields at ranges of from 150 to 200 miles, depending upon the orientation with respect to the original course.

Cheatham, Donald C.↗
NASA NTRS1960

An Approximate Analytical Method for Studying Atmosphere Entry of Vehicles with Modulated Aerodynamic Forces

The dimensionless, transformed, nonlinear differential equation developed in NASA TR R-11 for describing the approximate motion and heating during entry into planetary atmospheres for constant aerodynamic coefficients and vehicle shape has been modified to include entries during which the aerodynamic coefficients and the vehicle shape are varied. The generality of the application of the original equation to vehicles of arbitrary weight, size, and shape and to arbitrary atmospheres is retained. A closed-form solution for the motion, heating, and the variation of drag loading parameter m/C(D)A has been obtained for the case of constant maximum resultant deceleration during nonlifting entries. This solution requires certain simplifying assumptions which do not compromise the accuracy of the results. The closed-form solution has been used to determine the variation of m/C(D)A required to reduce peak decelerations and to broaden the corridor for nonlifting entry into the earth's atmosphere at escape velocity. The attendant heating penalty is also studied.

Levy, Lionel L., Jr.↗
NASA NTRS1961

Rapid-Transition Tests of a 1/4-Scale Model of the VZ-2 Tilt-Wing Aircraft

An investigation of the longitudinal stability and control characteristics of a 1/4-scale model of the VZ-2 tilt-wing vertical-take-off- and-landing aircraft during rapid transitions has been made on the Langley control-line facility. Only the longitudinal characteristics were studied because with the control-line technique the other phases of the model motion are partially restrained. The rapid transitions from hovering to forward flight could be performed easily at any of the accelerations attempted; whereas, the transitions from forward flight to hovering were generally accompanied by a strong nose up pitching moment which at times was uncontrollable because of an inadequate amount of available pitch control. The model was more difficult to control during rapid decelerations than during slow decelerations and was also more difficult to control for rearward center-of-gravity conditions than for forward ones.

Tosti, Louis P.↗
NASA NTRS1961

Velocity Requirements for Abort From the Boost Trajectory of a Manned Lunar Mission

An investigation is made of the abort velocity requirements associated with failure of a propulsion system for a manned lunar mission. Two cases are considered: abort at less than satellite speed, which results in maximum decelerations in the following entry, and abort at greater than satellite speed with immediate return to earth. The velocity requirements associated with the latter problem are found to be substantial (several thousand feet per second) and are found to be even more severe if boost trajectories which lead to burnout at high altitudes or large flight-path angles are used. The velocity requirements associated with abort at less than satellite speed are found to be less severe than those for abort at greater than satellite speed except for nonlifting vehicles. It is found that abort rockets sufficient for abort at greater than satellite speed can be used to reduce maximum decelerations in entries following an abort at lower speeds. This reduction is accomplished by use of the abort rockets to decrease entry angle immediately prior to entry into the atmosphere.

Slye, Robert E.↗
NASA NTRS1960

Motion and Heating During Atmosphere Reentry of Space Vehicles

The results of an analysis of the motion and heating during atmospheric reentry of manned space vehicles has shown the following: 1. Flight-corridor depths which allow reentry in a single pass decrease rapidly as the reentry speed increases if the maximum deceleration is limited to 10 g. 2. Use of aerodynamic lift can result in a three-to five fold increase in corridor depth over that available to a ballistic vehicle for the same deceleration limits. 3. Use of aerodynamic lift to widen these reentry corridors causes a heating penalty which becomes severe for values of the lift-drag ratio greater than unity for constant lift-drag entry. 4. In the region of most intense convective heating the inviscid flow is generally in chemical equilibrium but the boundary-layer flows are out of equilibrium. Heating rates for the nonequilibrium boundary layer are generally lower than for the corresponding equilibrium case. 5. Radiative heating from the hot gas trapped between the shock wave and the body stagnation region may be as severe as the convective heating and unfortunately occurs at approximately the same time in the flight.

Wong, Thomas J.↗
NASA NTRS1998

Lifting Body Flight Vehicles

NASA has a technology program in place to build the X-33 test vehicle and then the full sized Reusable Launch Vehicle, VentureStar. VentureStar is a Lifting Body (LB) flight vehicle which will carry our future payloads into orbit, and will do so at a much reduced cost. There were three design contenders for the new Reusable Launch Vehicle: a Winged Vehicle, a Vertical Lander, and the Lifting Body(LB). The LB design won the competition. A LB vehicle has no wings and derives its lift solely from the shape of its body, and has the unique advantages of superior volumetric efficiency, better aerodynamic efficiency at high angles-of-attack and hypersonic speeds, and reduced thermal protection system weight. Classically, in a ballistic vehicle, drag has been employed to control the level of deceleration in reentry. In the LB, lift enables the vehicle to decelerate at higher altitudes for the same velocity and defines the reentry corridor which includes a greater cross range. This paper outlines our LB heritage which was utilized in the design of the new Reusable Launch Vehicle, VentureStar. NASA and the U.S. Air Force have a rich heritage of LB vehicle design and flight experience. Eight LB's were built and over 225 LB test flights were conducted through 1975 in the initial LB Program. Three LB series were most significant in the advancement of today's LB technology: the M2-F; HL-1O; and X-24 series. The M2-F series was designed by NASA Ames Research Center, the HL-10 series by NASA Langley Research Center, and the X-24 series by the Air Force. LB vehicles are alive again today.

Barret, Chris↗
NASA NTRS1999

The Lifting Body Legacy...X-33

NASA has a technology program in place to enable the development of a next generation Reusable Launch Vehicle that will carry our future payloads into orbit at a much-reduced cost. The VentureStar, Lifting Body (LB) flight vehicle, is one of the potential reusable launch vehicle configurations being studied. A LB vehicle has no wings and derives its lift solely from the shape of its body, and has the unique advantages of superior volumetric efficiency, better aerodynamic efficiency at high angles-of-attack and hypersonic speeds, and reduced thermal protection system weight. Classically, in a ballistic vehicle, drag has been employed to control the level of deceleration in reentry. In the LB, lift enables the vehicle to decelerate at higher altitudes for the same velocity and defines the reentry corridor which includes a greater cross range. This paper outlines the flight stability and control aspects of our LB heritage which was utilized in the design of the VentureStar LB and its test version, the X-33. NASA and the U.S. Air Force have a rich heritage of LB vehicle design and flight experience. In the initial LB Program, eight LB's were built and over 225 LB test flights were conducted through 1975. Three LB series were most significant in the advancement of today's LB technolocy: the M2-F; the HL-10; and the X-24 series. The M2-F series was designed by NASA Ames Research Center, the HL-10 series by NASA Langley Research Center, and the X-24 series by the U. S. Air Force. LB vehicles are alive again today with the X- 33, X-38, and VentureStar.

Barret, Chris↗
NASA NTRS2000

Rotorcraft Noise Abatement Flight Path Modeling

This report addresses development of a rotor state/trim modeling capability for noise modeling of decelerating rotorcraft approaches. The resulting technique employs discretization of the descent trajectory as multiple steady state segments for input to CAMRAD.Mod 1 to predict rotor states for acoustic analysis. Deceleration is included by modifying the CAMRAD.Mod 1 free flight trim options to allow trim to the specified acceleration/deceleration components.

Murty, Hema↗
NASA NTRS1995

A Light-Weight Inflatable Hypersonic Drag Device for Planetary Entry

The author has analyzed the use of a light-weight inflatable hypersonic drag device, called a ballute, (balloon + parachute) for flight in planetary atmospheres, for entry, aerocapture, and aerobraking. Studies to date include missions to Mars, Venus, Earth, Saturn, Titan, Neptune and Pluto. Data on a Pluto lander and a Mars orbiter will be presented to illustrate the concept. The main advantage of using a ballute is that aero deceleration and heating in atmospheric entry occurs at much smaller atmospheric density with a ballute than without it. For example, if a ballute has a diameter 10 times as large as the spacecraft, for unchanged total mass, entry speed and entry angle,the atmospheric density at peak convective heating is reduced by a factor of 100, reducing the peak heating by a factor of 10 for the spacecraft, and a factor of about 30 for the ballute. Consequently the entry payload (lander, orbiter, etc) is subject to much less heating, requires a much reduced thermal protection system (possibly only an MLI blanket), and the spacecraft design is therefore relatively unchanged from its vacuum counterpart. The heat flux on the ballute is small enough to be radiated at temperatures below 800 K or so. Also, the heating may be reduced further because the ballute enters at a more shallow angle, even allowing for the increased delivery angle error. Added advantages are a smaller mass ratio of entry system to total entry mass, and freedom from the low-density and transonic instability problems that conventional rigid entry bodies suffer, since the vehicle attitude is determined by the ballute, usually released at continuum conditions (hypersonic for an orbiter, and subsonic for a lander). Also, for a lander the range from entry to touchdown is less, offering a smaller footprint. The ballute derives an entry corridor for aerocapture by entering on a path that would lead to landing, and releasing the ballute adaptively, responding to measured deceleration, at a speed computed to achieve the desired orbiter exit conditions. For a lander an accurate landing point could be achieved by providing the lander with a small gliding capacity, using the large potential energy available from being subsonic at high altitude. Alternatively the ballute can be retained to act as a parachute or soft-landing device, or to float the payload as a buoyant aerobot. As expected, the ballute has smaller size for relatively small entry speeds, such as for Mars, or for the extensive atmosphere of a low-gravity planet such as Pluto. The author will discuss presently available ballute materials and a development program of aerodynamic tests and materials that would be required for ballutes to achieve their full potential.

McRonald, Angus D.↗
NASA NTRS2000

A Light-Weight Inflatable Hypersonic Drag Device for Planetary Entry

The author has analyzed the use of a light-weight inflatable hypersonic drag device, called a ballute, for flight in planetary atmospheres, for entry, aerocapture, and aerobraking. Studies to date include Mars, Venus, Earth, Saturn, Titan, Neptune and Pluto, and data on a Pluto lander and a Mars orbiter will be presented to illustrate the concept. The main advantage of using a ballute is that aero, deceleration and heating in atmospheric entry occurs at much smaller atmospheric density with a ballute than without it. For example, if a ballute has a diameter 10 times as large as the spacecraft, for unchanged total mass, entry speed and entry angle,the atmospheric density at peak convective heating is reduced by a factor of 100, reducing the heating by a factor of 10 for the spacecraft and a factor of 30 for the ballute. Consequently the entry payload (lander, orbiter, etc) is subject to much less heating, requires a much reduced thermal. protection system (possibly only an MLI blanket), and the spacecraft design is therefore relatively unchanged from its vacuum counterpart. The heat flux on the ballute is small enough to be radiated at temperatures below 800 K or so. Also, the heating may be reduced further because the ballute enters at a more shallow angle, even allowing for the increased delivery angle error. Added advantages are less mass ratio of entry system to total entry mass, and freedom from the low-density and transonic instability problems that conventional rigid entry bodies suffer, since the vehicle attitude is determined by the ballute, usually released at continuum conditions (hypersonic for an orbiter, and subsonic for a lander). Also, for a lander the range from entry to touchdown is less, offering a smaller footprint. The ballute derives an entry corridor for aerocapture by entering on a path that would lead to landing, and releasing the ballute adaptively, responding to measured deceleration, at a speed computed to achieve the desired orbiter exit conditions. For a lander an accurate landing point could be achieved by providing the lander with a small gliding capacity, using the large potential energy available from being subsonic at high altitude. Alternatively the ballute can be retained to act as a parachute or soft-landing device, or to float the payload as a buoyant aerobot. As expected, the ballute has smaller size for relatively small entry speeds, such as for Mars and Titan, or for the extensive atmosphere of a low-gravity planet such as Pluto. Details of a ballute to place a small Mars orbiter and a small Pluto lander will be given to illustrate the concept. The author will discuss presently available ballute materials and a development program of aerodynamic tests and materials that would be required for ballutes to achieve their full potential.

McRonald, Angus D.↗
NASA NTRS1998

Secondary Fragmentation of Comet Shoemaker-Levy 9 and the Ramifications for the Progenitor's Breakup in July 1992

Comprehensive analysis of discrete events of secondary fragmentation leads to a conceptually new understanding of the process of disintegration of comet Shoemaker-Levy 9. We submit that the jovian tidal forces inflicted extensive cracks throughout the interior of the original nucleus but did not split it apart. The initial disruption was apparently accomplished by stresses exerted on the cracked object by its fast rotation during the early post-perijove period of time. We argue that this disruption was in fact a rapid sequence of episodes during July 1992 that gave birth to the 12 on-train, or primary, fragments: A, C, D, E, G, H, K, L, Q (later Q(sub 1)), R, S, and W. The discrete events of secondary fragmentation, which gave birth to the off-train fragments, are understood in this scenario as stochastic manifestations of the continuing process of progressive disintegration. Of the 13 off-train fragments considered, nine were secondary--B, F, G(sub 2), M, N, P (later P(sub 2) or P(sub 2a)), Q(sub 2), U, and V--and four tertiary (J, P(sub 1), P(sub 2b), and T). The separation parameters of 11 off-train fragments were determined. The vectorial distribution of separation velocities of these fragments shows a strong concentration toward a great circle, unquestionably an effect of the approximately conserved angular momentum of the progenitor comet since the time of its initial disruption. Also apparent is their clumping (except for P(sub 1)) to a segment along the great circle, implying that the fragments were consistently released from one side of their parents, thus explaining for the first time why the off-train fragments preferentially appeared on one side of the nuclear train. In order to obtain a consistent solution, our model requires that the points of separation be on the antisolar side of the parent fragments, where thermal stresses are likely to enhance the effect of rotation. The episodes of secondary fragmentation are found to have nine months after the close encounter with Jupiter in early July 1992, and the separation velocities ranged between 0.36 and 1.7 m/s. The spin-axis position is determined to have been nearly in the jovicentric orbit plane, which rules out the Asphaug-Benz-Solem strengthless aggregate model as a plausible breakup hypothesis. Since the separation velocities are rotational in nature, they cannot substantially exceed the critical limit for centrifugal breakup and offer an estimate for the original nuclear dimensions. The comet's nucleus is found to have been approximately 10 km in diameter and spinning rapidly. With the exception of P(sub 1) and apparently also P(sub 2) and F, no nongravitational deceleration was detected in the motions of the off-train fragments. Serious doubts are cast on continuing appreciable activity of any of these fragments. Indeed, when it was necessary to introduce a deceleration into the equations of motion, the effect appears to have been due to the action of solar radiation pressure on the centroid of centimeter-sized particulates in the disintegrating condensations.

Sekanina, Z.↗
NASA NTRS2000

Earth Return Aerocapture for the TransHab/Ellipsled Vehicle

The current architecture being considered by NASA for a human Mars mission involves the use of an aerocapture procedure at Mars arrival and possibly upon Earth return. This technique would be used to decelerate the vehicles and insert them into their desired target orbits, thereby eliminating the need for propulsive orbital insertions. The crew may make the interplanetary journey in a large, inflatable habitat known as the TransHab. It has been proposed that upon Earth return, this habitat be captured into orbit for use on subsequent missions. In this case, the TransHab would be complimented with an aeroshell, which would protect it from heating during the atmospheric entry and provide the vehicle with aerodynamic lift. The aeroshell has been dubbed the "Ellipsled" because of its characteristic shape. This paper reports the results of a preliminary study of the aerocapture of the TransHab/Ellipsled vehicle upon Earth return. Undershoot and overshoot boundaries have been determined for a range of entry velocities, and the effects of variations in the atmospheric density profile, the vehicle deceleration limit, the maximum vehicle roll rate, the target orbit, and the vehicle ballistic coefficient have been examined. A simple, 180 degree roll maneuver was implemented in the undershoot trajectories to target the desired 407 km circular Earth orbit. A three-roll sequence was developed to target not only a specific orbital energy, but also a particular inclination, thereby decreasing propulsive inclination changes and post-aerocapture delta-V requirements. Results show that the TransHab/Ellipsled vehicle has a nominal corridor width of at least 0.7 degrees for entry speeds up to 14.0 km/s. Most trajectories were simulated using continuum flow aerodynamics, but the impact of high-altitude viscous effects was evaluated and found to be minimal. In addition, entry corridor comparisons have been made between the TransHab/Ellipsled and a modified Apollo capsule which is also being considered as the crew return vehicle; because of its slightly higher lift-to-drag ratio, the TransHab has a modest advantage with regard to corridor width. Stagnation-point heating rates and integrated heat loads were determined for a range of vehicle ballistic coefficients and entry velocities.

Muth, W. D.↗
NASA NTRS2000

A Reliable Earth Return System for Safe Recovery of Mars Samples

The objective of a Mars sample return mission is to bring selected Mars surface materials to Earth. Numerous approaches for the Earth-return segment have been analyzed including propulsive or aerocapture return to low-Earth orbit followed by Space Shuttle rendezvous and direct entry. Of these approaches, ballistic entry of a small capsule terminating in a ground landing has been shown to be the lowest risk strategy. Over the past two years, significant work has been performed towards development of a robust direct entry vehicle for Mars sample return. In June 1999, the NASA Planetary Protection Officer provided initial guidance to the former Mars Sample Return Project. The sample return phase of the mission was assigned a restricted Earth return planetary protection classification. The draft mission requirement states that the total mean probability of release of unsterilized Mars material into the Earth;s biosphere must be less than 1.0E-06 (1 in a million). This strict requirement drives the approach and design of the Earth return system. To meet this requirement, selection of the Earth return strategy and development of the Earth return system must be guided by risk, not performance, based decisions. An initial Probabilistic Risk Assessment (PRA) was performed to address the direct entry Earth return system containment assurance reliability and to identify high-risk elements of this system. The results of this PRA identified risk elements that include thermal protection system performance during entry, spin-eject orientation and aerodynamic stability during entry, structural integrity under atmospheric deceleration and impact loads, and tracking/recovery of this system. This initial probabilistic risk quantification demonstrates that, with the proper development program, a prototypical direct entry design can satisfy the containment assurance reliability requirement. Through the current Mars Sample Return Advanced Technology Development effort, an extensive design, analysis, and test program is presently proceeding with the aim of reducing the containment assurance risk of this system. This technology development effort, guided by a continuing PRA, focuses on key risk areas of a direct entry Earth return system including: the thermal protection system, impact dynamics, structural performance, aerodynamic stability, and ground recovery. This development program will culminate in a system validation flight test, 1-2 years prior to launch of the flight system. This flight test would include the launch, entry, and recovery of a full-scale Earth return system, as a scientific validation of the key risk elements to verify nominal design performance. The results of the initial PRA suggested several dominant failure sequences that can be validated in a flight test. These include: demonstrating the thermal protection system reliability and performance during entry, demonstrating the spin-eject orientation and aero-dynamic stability during entry, demonstrating the structural integrity under atmospheric deceleration and impact loads, and demonstrating tracking and recovery of the Earth return system. This single test will directly address over 50% of the total containment assurance risk elements. This presentation will begin by presenting the relative risk of various Earth return strategies. The results of the initial probabilistic risk assessment will be presented followed by a discussion of the development accomplishments and plans for demonstration of a highly reliable direct entry Earth return system.

Braun, R.↗