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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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NASA NTRS2018

A Plasma Aerocapture and Entry System for Manned Missions and Planetary Deep Space Orbiters

A rapid mission to Mars requires a large change in vehicle velocity upon arrival to establish a stable orbit. This demand is even greater for a Neptune science, requiring many kilometers per second of V. It is clear from past mission studies that a manned Mars mission and deep space planetary orbiters require aerobraking and aerocapture which use aerodynamic drag forces to slow the spacecraft. Aerocapture would enable long term studies of the outer planets and moons that would not be possible with existing braking methodologies. While the ability to utilize these atmospheres to slow down and capture spacecraft would dramatically reduce the cost, launch mass, and travel time, currently planned approaches require significant additional spacecraft mass and risk as the spacecraft must descend deep into the planetary atmosphere in order to produce significant drag on a relatively small aeroshell. The plasma based Magnetoshell being developed in this program holds the potential to perform the desired braking with significantly increased drag and control while dramatically reducing mass. Most importantly, this technology significantly lowers the risk involved with aerocapture thereby making manned planetary missions possible. The fundamental physics of the Magnetoshell is based on demonstrated experimental results. Successful implementation will dramatically decrease radiation exposures, mission risk, launch cost, and launch mass. Implementation of aerobraking by employing a solid deflector or aeroshell as a method for orbit insertion and circularization has been successfully demonstrated in the past, resulting in launch mass savings greater than 50%. In order to reduce the effect of frictional heating and dynamic pressure on the typically fragile aeroshell, or worse solar panels, the braking must be distributed over many orbital passes at a high altitude in the less dense regions of the atmosphere. It can thus take several months for a meter-scale, 1000 kg, aeroshell to execute the many elliptic orbital passes through the atmosphere to achieve the required V. This rather slow method of braking not only reduces frictional heating and dynamic forces, but also avoids unpredictable dynamic behavior due to turbulence, as well as unknown and seasonally variable atmospheric composition and temperature which has led to dangerous, mission-critical events. For exploration class missions such as DRA 5.0 aerocapture and Thermal Protection Systems (TPS) are proposed for breaking at Mars for cargo missions. Traditional aerocapture is considered too risky for manned missions. Even with the enormous mass savings that aerocapture allows, it still requires 80 tons of aeroshell and significantly increased launch mass and propellant. As will be shown, by using Magnetoshells for aerobraking, the DRA 5.0 mission will save 224 metric tons (MT) and greater than $2 B in launch costs. Beyond the dramatic savings for existing mission architectures, a low-mass, risk-free aerocapture system would allow much more rapid missions to Mars and deep space orbiters by allowing direct, faster trajectories. As will be shown, the plasma Magnetoshell Aerobraking, Aerocapture, and Entry System (AAES) not only reduces mass and cost while enabling significant new mission architectures, but also significantly reduces radiation exposures by decreasing trip times.

Manned Missions↗
NASA NTRS2003

Planetary Defense: Options for Deflection of Near Earth Objects

Several recent near-miss encounters with asteroids and comets have focused attention on the threat of a catastrophic impact with the Earth. This document reviews the historical impact record and current understanding of the number and location of Near Earth Objects (NEO’s) to address their impact probability. Various ongoing projects intended to survey and catalog the NEO population are also reviewed. Details are then given of an MSFC-led study, intended to develop and assess various candidate systems for protection of the Earth against NEO’s. An existing program, used to model the NEO threat, was extensively modified and is presented here. Details of various analytical tools, developed to evaluate the performance of proposed technologies for protection against the NEO threat, are also presented. Trajectory tools, developed to model the outbound path a vehicle would take to intercept or rendezvous with a target asteroid or comet, are described. Also, details are given of a tool that was created to model both the un-deflected inbound path of an NEO as well as the modified, post-deflection, path. The number of possible options available for protection against the NEO threat was too numerous for them to all be addressed within the study; instead, a representative selection were modeled and evaluated. The major output from this work was a novel process by which the relative effectiveness of different threat mitigation concepts can be evaluated during future, more detailed, studies. In addition, several new or modified mathematical models were developed to analyze various proposed protection systems. A summary of the major lessons learned during this study is presented, as are recommendations for future work. It is hoped that this study will serve to raise the level attention about this very real threat and also demonstrate that successful defense is both possible and practicable, provided appropriate steps are taken.

Planets↗
NASA NTRS2002

Overall Traveling-Wave-Tube Efficiency Improved By Optimized Multistage Depressed Collector Design

Depressed Collector Design The microwave traveling wave tube (TWT) is used widely for space communications and high-power airborne transmitting sources. One of the most important features in designing a TWT is overall efficiency. Yet, overall TWT efficiency is strongly dependent on the efficiency of the electron beam collector, particularly for high values of collector efficiency. For these reasons, the NASA Glenn Research Center developed an optimization algorithm based on simulated annealing to quickly design highly efficient multistage depressed collectors (MDC's). Simulated annealing is a strategy for solving highly nonlinear combinatorial optimization problems. Its major advantage over other methods is its ability to avoid becoming trapped in local minima. Simulated annealing is based on an analogy to statistical thermodynamics, specifically the physical process of annealing: heating a material to a temperature that permits many atomic rearrangements and then cooling it carefully and slowly, until it freezes into a strong, minimum-energy crystalline structure. This minimum energy crystal corresponds to the optimal solution of a mathematical optimization problem. The TWT used as a baseline for optimization was the 32-GHz, 10-W, helical TWT developed for the Cassini mission to Saturn. The method of collector analysis and design used was a 2-1/2-dimensional computational procedure that employs two types of codes, a large signal analysis code and an electron trajectory code. The large signal analysis code produces the spatial, energetic, and temporal distributions of the spent beam entering the MDC. An electron trajectory code uses the resultant data to perform the actual collector analysis. The MDC was optimized for maximum MDC efficiency and minimum final kinetic energy of all collected electrons (to reduce heat transfer). The preceding figure shows the geometric and electrical configuration of an optimized collector with an efficiency of 93.8 percent. The results show the improvement in collector efficiency from 89.7 to 93.8 percent, resulting in an increase of three overall efficiency points. In addition, the time to design a highly efficient MDC was reduced from a month to a few days. All work was done in-house at Glenn for the High Rate Data Delivery Program. Future plans include optimizing the MDC and TWT interaction circuit in tandem to further improve overall TWT efficiency.

Vaden, Karl R.↗
NASA NTRS2019

Fusion-Enabled Pluto Orbiter and Lander

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

Propulsion↗
NASA NTRS2020

Solar Cruiser Technology Maturation Plans

The NASA Marshall Space Flight Center (MSFC) developed the Solar Cruiser mission concept to mature solar sail technology for use in future Heliophysics missions, as well as missions of interest across a broad user community (e.g., space weather and Earth polar observatories). Solar Cruiser will serve as a pathfinder for missions that observe the solar environment from unique vantage points such as a high inclination solar mission opening a fundamentally new range of observational capabilities for the Heliophysics Program and for space weather monitoring. Sustained observations away from the Sun-Earth line (SEL) present unique opportunities for answering the outstanding science questions of Heliophysics, improving space-weather monitoring and prediction, and revealing new information about our Sun and solar system. Propellantless solar sails can be used to create artificial equilibria and maintain indefinite station-keeping at locations sunward of L1 along the SEL, or at any desired offset from the SEL leading or trailing the Earth in its orbit. They can change the heliocentric inclination of a spacecraft from the ecliptic to as high as solar polar, stopping and remaining at any intermediate inclination orbit in between. Sails can be used to hover over the Earth’s poles, using solar photon pressure to offset the Earth’s gravitational attraction, creating functional equivalents of geostationary earth orbits. The Solar Cruiser mission would fly a small spacecraft with a large (>1,600 square meter) solar sail containing embedded reflectivity control devices (RCDs) and photovoltaic cells. The mission concept includes successful deployment of the solar sail, validation of all sail subsystems, controlled station-keeping inside of the Sun-Earth L1 point, attitude control of the sail with the RCDs (including spinning and de-spinning), demonstration of pointing performance for science imaging, and an increase in heliocentric inclination (out of the ecliptic). To demonstrate the requisite sail technology, the Solar Cruiser project will design, fabricate, deploy, and fly the Solar Sail Propulsion Element (SSPE). The SSPE incorporates the following three systems: • The Solar Sail System (SSS) provides the large propulsive surface required for acceleration and smaller reflectivity-changing surfaces for roll control. • The Active Mass Translator System (AMT) provides SSPE motion with respect to the sailcraft bus for pitch and yaw control. • The Solar Sail Attitude Determination and Control System (SSADCS) consists of embedded software to 1) provide autonomous sailcraft attitude estimation, attitude pointing control, and reaction wheel momentum management following sail deployment and 2) execute the uplinked inertial attitude pointing commands to maintain the desired sailcraft trajectory. The plans for maturing each of these technology systems to TRL 5 and beyond are described herein.

Solar Sail↗
NASA NTRS2010

Plasma IMS Composition Measurements for Europa and the Other Galilean Moons

NASA and ESA are planning the joint Europa Jupiter System Mission (EJSM) to the Jupiter system with specific emphasis to Europa and Ganymede, respectively. The Japanese Space Agency is also planning an orbiter mission to explore Jupiter's magnetosphere and the Galilean satellites. For NASA's Jupiter Europa Orbiter (JEO) we are developing the 3D Ion Mass Spectrometer (IMS) with two main goals which can also be applied to the other Galilean moons, 1) measure the plasma interaction between Europa and Jupiter's magnetosphere and 2) infer the 4 pi surface composition to trace elemental and significant isotopic levels. The first goal supports the magnetometer (MAG) measurements, primarily directed at detection of Europa's sub-surface ocean, while the second gives information about transfer of material between the Galilean moons, and between the moon surfaces and subsurface layers putatively including oceans. The measurement of the interactions for all the Galilean moons can be used to trace the in situ ion measurements of pickup ions back to either Europa's or Ganymede's surface from the respectively orbiting spacecraft. The IMS instrument, being developed under NASA's Astrobiology Instrument Development Program, would maximally achieve plasma measurement requirements for JEO and EJSM while moving forward our knowledge of Jupiter system composition and source processes to far higher levels than previously envisaged. The composition of the global surfaces of Europa and Ganymede can be inferred from the measurement of ejected neutrals and pick-up ions using at minimum an in situ payload including MAG and IMS also fully capable of meeting Level 1 mission requirements for ocean detection and survey. Elemental and isotopic analysis of potentially extruded oceanic materials at the moon surfaces would further support the ocean objectives. These measurements should be made from a polar orbiting spacecraft about Europa or Ganymede at height 100 km. The ejecta produced by sputtering of the surfaces of Europa and Ganymede has been shown to be representative of the surface composition. Level 2 science on surface geology and composition can then be further enhanced by addition of the following: 3D Ion Neutral Mass Spectrometer (INNS), 3D plasma electron spectrometer (ELS), and hot plasma energetic particle instrument. The measurement approach is to alternate between times measuring pickup ions and times measuring plasma and magnetic field parameters along the spacecraft trajectory. By measuring the pickup ion energy, arrival direction and mass-per-charge, the ion can be traced back along the ejection trajectory to the approximate area of origin if the 3-D electric field and magnetic field are known. In situ observations of plasma flow velocities and vector magnetic fields can be used to determine the local convective electric field (E = -VXB) along the spacecraft trajectory. By combining this information with models of the magnetospheric interaction with Europa, one can generate 3D maps of the electric and magnetic field and compute the trajectories of the pickup ions back to the surface or exospheric points of origin. In the case of Ganymede there is the additional complexity of its own internal dipole magnetic field, while Io's volcanic activity introduces the complexity of a highly structured denser atmosphere. Callisto with its less globally extended exosphere will have a simpler interaction than for Europa (i.e., more like our moon). We will discuss these differences in light of the above proposed technique. Finally, the INNS observations and neutral exosphere models are needed to estimate production rates of pickup ions. The hot plasma measurements are needed to correct for sputtering rates which can be time dependent and electron plasma observations for electron impact ionization rates. Instrument characteristics, field-of-view requirements, modes of operation and effects of radiation on instrument functionality will be discussed.

Sittler, Edward↗
NASA NTRS1995

The effects of spaceflight on open-loop and closed-loop postural control mechanisms: human neurovestibular studies on SLS-2

Stabilogram-diffusion analysis was used to examine how prolonged periods in microgravity affect the open-loop and closed-loop postural control mechanisms. It was hypothesized that following spaceflight: (1) the effective stochastic activity of the open-loop postural control schemes in astronauts is increased; (2) the effective stochastic activity and uncorrelated behavior, respectively, of the closed-loop postural control mechanisms in astronauts are increased; and (3) astronauts utilized open-loop postural controls schemes for shorter time intervals and smaller displacements. Four crew members and two alternates from the 14-day Spacelab Life Sciences 2 Mission were included in the study. Each subject was tested under eyes-open, quiet-standing conditions on multiple preflight and postflight days. The subjects' center-of-pressure trajectories were measured with a force platform and analyzed according to stabilogram-diffusion analysis. It was found that the effective stochastic activity of the open-loop postural control schemes in three of the four crew members was increased following spaceflight. This result is interpreted as an indication that there may be in-flight adaptations to higher-level descending postural control pathways, e.g., a postflight increase in the tonic activation of postural muscles. This change may also be the consequence of a compensatory (e.g., "stiffening") postural control strategy that is adopted by astronauts to account for general feeling of postflight unsteadiness. The crew members, as a group, did not exhibit any consistent preflight/postflight differences in the steady-state behavior of their closed-loop postural control mechanisms or in the functional interaction of their open-loop and closed-loop postural control mechanisms. These results are interpreted as indications that although there may be in-flight adaptations to the vestibular system and/or proprioceptive system, input from the visual system can compensate for such changes during undisturbed stance.

NASA Program Flight↗
NASA NTRS2024

Looking to the Future: A Call to Action for Advanced GNC Algorithm Verification and Validation

Future space systems will rely on autonomous Guidance, Navigation, and Control (GNC) functions to efficiently manage safe and precise self-directed operations in uncertain complex environments. Fundamentally, the GNC system plays a key role in mission performance and safety because it computes the ideal trajectory (Guidance), determines the actual trajectory (Navigation), and executes the ideal trajectory (Control) of a vehicle’s position and attitude. Our current GNC systems are highly automated and already have a high degree of complexity. As missions become more ambitious, GNC systems for launch vehicles and space platforms (e.g., spacecraft, probes, and landers) will require higher levels of performance and autonomous operation than previously encountered, for example, this includes GNC for optimizing aerodynamic and/or propulsion performance during planetary entry. This GNC Verification and Validation (V&V) paper highlights concerns with what undoubtedly will be a trend towards increased complexity as fully autonomous GNC systems are developed for future space missions. Clearly, complex GNC systems pose challenges in the prelaunch V&V phase, which is a relatively expensive part of a mission’s life cycle. Essentially the V&V phase is focused on checking that the system effectively meets all the design and operational requirements for the mission. The authors of this paper (i.e., the Inter-Agency Working Group of GNC subject matter experts) focused on this fundamental question over the past few years: Will the GNC engineering community of practice be sufficiently prepared to perform the necessary V&V on evolving GNC architectures that are driven by very demanding requirements for autonomy, resiliency, reconfigurability, adaptability, and mission cost-benefit balance? It is the viewpoint of our Inter-Agency team that the GNC V&V approaches and processes needed to address the next generation of complex GNC systems, which likely will employ various forms of modern GNC technology, are not currently established to the level the community will need in the future. While researchers and practitioners have made some progress in developing new GNC V&V methods for modern GNC systems, a good deal of work remains to be done to codify such methods in a comprehensive and systematic manner. Thus, the Inter-Agency team’s partner organizations [the National Aeronautics and Space Administration (NASA), the European Space Agency (ESA), the National Centre for Space Studies (CNES), the German Aerospace Center (DLR), the French Aerospace Lab (ONERA), and ISAE-SUPAERO] have conducted preliminary investigations into advancing GNC V&V techniques, which resulted in the identification of the need for education, new V&V tools, and benchmark problems for the GNC community. The necessary proactive steps to be taken to meet the challenges and fill the gaps in GNC V&V are summarized in this paper. The first steps include identifying advanced analysis tools, developing a GNC V&V roadmap, and expanding education and training programs for GNC practitioners. This paper is a call to action and proposes a comprehensive set of recommended actions for all our stakeholders: space agencies, researchers, and industry.

Samir Bennani↗
NASA NTRS2001

Amyloplast sedimentation dynamics in maize columella cells support a new model for the gravity-sensing apparatus of roots

Quantitative analysis of statolith sedimentation behavior was accomplished using videomicroscopy of living columella cells of corn (Zea mays) roots, which displayed no systematic cytoplasmic streaming. Following 90 degrees rotation of the root, the statoliths moved downward along the distal wall and then spread out along the bottom with an average velocity of 1.7 microm min(-1). When statolith trajectories traversed the complete width or length of the cell, they initially moved horizontally toward channel-initiation sites and then moved vertically through the channels to the lower side of the reoriented cell where they again dispersed. These statoliths exhibited a significantly lower average velocity than those sedimenting on distal-to-side trajectories. In addition, although statoliths undergoing distal-to-side sedimentation began at their highest velocity and slowed monotonically as they approached the lower cell membrane, statoliths crossing the cell's central region remained slow initially and accelerated to maximum speed once they reached a channel. The statoliths accelerated sooner, and the channeling effect was less pronounced in roots treated with cytochalasin D. Parallel ultrastructural studies of high-pressure frozen-freeze-substituted columella cells suggest that the low-resistance statolith pathway in the cell periphery corresponds to the sharp interface between the endoplasmic reticulum (ER)-rich cortical and the ER-devoid central region of these cells. The central region is also shown to contain an actin-based cytoskeletal network in which the individual, straight, actin-like filaments are randomly distributed. To explain these findings as well as the results of physical simulation experiments, we have formulated a new, tensegrity-based model of gravity sensing in columella cells. This model envisages the cytoplasm as pervaded by an actin-based cytoskeletal network that is denser in the ER-devoid central region than in the ER-rich cell cortex and is linked to stretch receptors in the plasma membrane. Sedimenting statoliths are postulated to produce a directional signal by locally disrupting the network and thereby altering the balance of forces acting on the receptors in different plasma membrane regions.

NASA Program Fundamental Space Biology↗
NASA NTRS2013

In-flight Operation of the Dawn Ion Propulsion System Through Year One of Cruise to Ceres

The Dawn mission, part of NASA's Discovery Program, has as its goal the scientific exploration of the two most massive main-belt asteroids, 4 Vesta, and the dwarf planet 1 Ceres. The Dawn spacecraft was launched from the Cape Canaveral Air Force Station on September 27, 2007 on a Delta-II 7925H-9.5 rocket that placed the 1218-kg spacecraft into an Earth-escape trajectory. On-board the spacecraft is an ion propulsion system (IPS) developed at the Jet Propulsion Laboratory which will provide an additional delta- V of approximately 11 km/s for the heliocentric transfers to each body and for all orbit transfers including orbit capture/escape and transition to the various science orbits. Deterministic thrusting to Vesta began in December 2007 and concluded with orbit capture at Vesta in July 2011. The transfer to Vesta included a Mars gravity assist flyby in February 2009 that provided an additional delta-V of 2.6 km/s and was the only postlaunch mission delta-V not provided by IPS. During the mission at Vesta the IPS was used for all orbit transfers which included six different near-polar science mapping orbits. Thrusting for departure from Vesta and the start of cruise to Ceres began on July 25, 2012 with escape from Vesta occurring on September 5, 2012. To date the IPS has been operated for approximately 31,000 hours, consumed approximately 300 kg of xenon, and provided a delta-V of approximately 8.3 km/s. IPS performance characteristics are very close to the expected performance based on analysis and testing performed prelaunch. Thrusting for cruise to Ceres will continue until the spring of 2015, with a planned arrival date at Ceres in April 2015. This paper provides an overview of Dawn's mission objectives and the results of Dawn IPS mission operations from Vesta departure through the first year of cruise to Ceres.

Hayabusa spacecraft↗
NASA NTRS2018

Multiple Uplinks Per Antenna (MUPA) Signal Acquisition Schemes

The Deep Space Network (DSN) currently makes use of the technique of Multiple Spacecraft per Antenna (MSPA) where a single antenna is used to track multiple spacecraft downlinks within its beam, such as in the case of multiple spacecraft orbiting Mars at 8.4 GHz (X-band). It is desired to extend this technique to the uplink where a single station is used to send a signal to multiple spacecraft in order to make more efficient use of ground resources. This would be applicable to numerous smallsat constellations being considered for future missions or to future spacecraft at Venus, Mars, or more distant destinations that are all within the half-power beamwidth of a single 34-m diameter antenna. In one scheme, each spacecraft’s command sequences would be time multiplexed onto a single uplink frequency. Each spacecraft would lock onto the uplink signal and would accept only commands intended for it via special identifier codes. Each spacecraft would also emit a downlink signal to the ground that is coherent with the uplink signal but would have its own allocated frequency channel and identifier information. A couple of key challenges associated with using this technique need to be addressed. Because of the single uplink frequency, coherent turnaround for two-way Doppler and ranging would not conform to established ratios, thus the radios employed by the spacecraft would need to be capable of variable turnaround ratios. In addition, because of the different orbits or spacecraft trajectories, the relative Doppler shifts and rates can be large with respect to the common uplink signal whose frequency would lie at the centroid of the frequencies of the expected received signals of the constellation. This would be problematic with standard analog spacecraft radios whose acquisition bandwidths are relatively small (~1.7 kHz) relative to the large frequency offsets (~100 kHz) expected using the single frequency uplink technique. With the advent of software defined radios (SDRs), signal frequency search algorithms can be utilized within the flight software and/or programmable hardware (e.g., FPGAs) that can easily acquire and track signals with large frequency offsets and varying dynamics. Such techniques could include FFT search algorithms, step-and-sweep search algorithms, or onboard frequency steering making use of trajectory vectors uplinked to each member spacecraft. Other challenges include mitigation of potential interference between received signals. We have identified several software defined radios that are in different stages of development and whose key parameters have been tabulated. We have examined each radio’s capabilities with respect to acquiring and tracking signals with large frequency offsets. Such analyses made use of previous studies supplemented with specially designed tests using both simulation tools and/or existing testbeds. We have compared signal acquisition times computed from provided algorithms along with measured values derived from tests using existing hardware and simulation tools for the purpose of conducting tradeoff studies between the various radio designs and software/firmware programming approaches.

Abraham, Douglas S.↗
NASA NTRS2010

Experimental Space Shuttle Orbiter Studies to Acquire Data for Code and Flight Heating Model Validation

In an experimental study to obtain detailed heating data over the Space Shuttle Orbiter, CUBRC has completed an extensive matrix of experiments using three distinct models and two unique hypervelocity wind tunnel facilities. This detailed data will be employed to assess heating augmentation due to boundary layer transition on the Orbiter wing leading edge and wind side acreage with comparisons to computational methods and flight data obtained during the Orbiter Entry Boundary Layer Flight Experiment and HYTHIRM during STS-119 reentry. These comparisons will facilitate critical updates to be made to the engineering tools employed to make assessments about natural and tripped boundary layer transition during Orbiter reentry. To achieve the goals of this study data was obtained over a range of Mach numbers from 10 to 18, with flight scaled Reynolds numbers and model attitudes representing key points on the Orbiter reentry trajectory. The first of these studies were performed as an integral part of Return to Flight activities following the accident that occurred during the reentry of the Space Shuttle Columbia (STS-107) in February of 2003. This accident was caused by debris, which originated from the foam covering the external tank bipod fitting ramps, striking and damaging critical wing leading edge heating tiles that reside in the Orbiter bow shock/wing interaction region. During investigation of the accident aeroheating team members discovered that only a limited amount of experimental wing leading edge data existed in this critical peak heating area and a need arose to acquire a detailed dataset of heating in this region. This new dataset was acquired in three phases consisting of a risk mitigation phase employing a 1.8% scale Orbiter model with special temperature sensitive paint covering the wing leading edge, a 0.9% scale Orbiter model with high resolution thin-film instrumentation in the span direction, and the primary 1.8% scale Orbiter model with detailed thin-film resolution in both the span and chord direction in the area of peak heating. Additional objectives of this first study included: obtaining natural or tripped turbulent wing leading edge heating levels, assessing the effectiveness of protuberances and cavities placed at specified locations on the orbiter over a range of Mach numbers and Reynolds numbers to evaluate and compare to existing engineering and computational tools, obtaining cavity floor heating to aid in the verification of cavity heating correlations, acquiring control surface deflection heating data on both the main body flap and elevons, and obtain high speed schlieren videos of the interaction of the orbiter nose bow shock with the wing leading edge. To support these objectives, the stainless steel 1.8% scale orbiter model in addition to the sensors on the wing leading edge was instrumented down the windward centerline, over the wing acreage on the port side, and painted with temperature sensitive paint on the starboard side wing acreage. In all, the stainless steel 1.8% scale Orbiter model was instrumented with over three-hundred highly sensitive thin-film heating sensors, two-hundred of which were located in the wing leading edge shock interaction region. Further experimental studies will also be performed following the successful acquisition of flight data during the Orbiter Entry Boundary Layer Flight Experiment and HYTHIRM on STS-119 at specific data points simulating flight conditions and geometries. Additional instrumentation and a protuberance matching the layout present during the STS-119 boundary layer transition flight experiment were added with testing performed at Mach number and Reynolds number conditions simulating conditions experienced in flight. In addition to the experimental studies, CUBRC also performed a large amount of CFD analysis to confirm and validate not only the tunnel freestream conditions, but also 3D flows over the orbiter acreage, wing leading edge, and controlurfaces to assess data quality, shock interaction locations, and control surface separation regions. This analysis is a standard part of any experimental program at CUBRC, and this information was of key importance for post-test data quality analysis and understanding particular phenomena seen in the data. All work during this effort was sponsored and paid for by the NASA Space Shuttle Program Office at the Johnson Space Center in Houston, Texas.

Wadhams, T. P.↗
NASA NTRS2007

Optimisation of the Future Routine Orbit for Mars Express

Mars Express (MEX), the first planetary mission of the European Space Agency (ESA), reached Mars on December 25th 2003. Since then it is performing routine operations. Its operational phase had to cover one Martian year, with the possibility of an extension for a second Martian year (i.e. until November 2007). The end of the mission extension is approaching but, given the good health of the payload instruments and the high science return of the mission, there is a strong will to achieve further extensions. Mars Express is also seen as an important asset, capable to provide relay functions for future Martian missions. The ESA Science Program Committee has recently approved a second extension of the MEX mission until May 2009 and even further extensions are possible. Mars Express has an eccentric quasi-polar orbit with a period of approximately 6.72 hours and a pericentre height of about 300 km. Science observations are mainly performed at pericentre (but not only). In addition the orbit has a resonance of 11 revolutions per 3 Martian days. This means that ground tracks corresponding to orbits separated by 11 revolutions are adjacent, such that a given area can be covered by the on-board camera without leaving gaps. The J2 effect of Mars causes a drift of both ascending node and argument of pericentre. The drift of argument of pericentre makes it possible to observe periodically all Mars latitudes from close distance. Illumination conditions at pericentre are influenced by both the drift of the argument of pericentre and the drift of ascending node, as well as by the rotation of Mars around the Sun. The original MEX routine orbit was optimized for the duration of the nominal mission and extension, such that it produced a balanced share of day-side observations (for the optical instruments) and night-side observations (for the radar). The orbit was thus not optimized for the time beyond the assumed extension. Indeed, the evolution of the ascending node and argument of pericentre would cause in the following years a drift of the pericentre towards night-side observation conditions, hence uninteresting for the optical instruments. In order to prevent this an optimisation process for the future routine orbit has taken place. The share between day-side and night-side observations can be controlled by adjusting the drift of argument of pericentre and ascending node. This can in particular be achieved by changing the semimajor axis, eccentricity and/or inclination. A change of inclination is inefficient compared to a change in semimajor axis and eccentricity, and has therefore been discarded. An in-plane maneuvre can be performed to change both semi-major axis and eccentricity, and thus the period of the orbit. Although an apocentre manoeuvre is cheaper in terms of deltaV, it would result in raising the pericentre height, which is unfavourable for close observations. Hence a pericentre manoeuvre is proposed, which will increase the apocentre height. A repeat cycle is still required to allow mapping areas with adjacent ground tracks, so the change of semimajor axis must result in a new resonance. Resonances 18:5, 25:7 and 7:2 have been considered as potential candidates. The resulting long term evolution of the observation conditions has been analysed. Finally it has been decided to perform a change of orbit to reach the 18:5. Another aspect of the optimisation process is the control of the ground track. The previous MEX reference trajectory included regular maneuvres at every apocentre in order to adjust the orbital period, such that the separation of the ground tracks would be optimal, regardless of the latitude of pericentre. The implementation of the actual delatVs on-board was done partly by optimizing the attitude of reaction-wheel desaturation activities. Despite of it, this strategy has a significant propellant cost, because it prevents to optimize reaction wheel de-saturation activities to minimize propellant consumption. Therore, with the aim at preserving propellant resources for a long time extension it has been agreed to stop the ground-track control. This requires now a more accurate science operation planning, with improved attitude pointing control. Finally, the approach to phase Mars Express to provide back-up relay functions for NASA Phoenix landing is explained. In the context of the routine trajectory optimisation a new requirement for close fly-bys at Phobos, with different observation geometries, has been specified. The approach to fulfill this requirement is explained.

Carranza, Manuel↗
NASA NTRSDate not supplied

Magnetohydrodynamics (MHD) Aerocapture System for Enabling Faster-Larger Planetary Science & Human Exploration Missions

Since our completing the NIAC Phase I NIAC on this Advanced Aerocapture System, NASA Langley Research Center has funded or supported a number of studies and code enhancements through its Center Innovation Fund (CIF) and NASA’s NSTGRO and Internship Programs to mature the analysis capabilities and quantify the merits of the MHD Aerocapture System technology. These efforts have resulted in a plug and play analysis capability for assessing MHD aerocapture system performance for arrival at many planetary bodies of interest. Our efforts have especially focused on the potential mass savings for improving the capacity for science observations at Neptune and Triton. A re-cent Forbes article published “‘Orbital mechanics is probably going to decide for us whether we go to Uranus or Neptune because we need to flyby Jupiter,’ said Kunio Sayanagi at Hampton University, Virginia, who also worked on the Neptune Odyssey proposal…. Exactly when a mission can be sent to Uranus, or Neptune, depends on the relative position of Jupiter, which can help give a spacecraft a gravitational slingshot. That drastically shortens the cruise phase.” [1] Since shortening the cruise phase is important for these science missions, any mass savings enabled by the MHD Aerocapture System could be reallocated to increasing Thermal Protection System mass to allow faster arrival speeds and/or for onboarding additional payloads such as science instruments, batteries, or propellant for conducting more science for longer durations in the desired orbits. The analysis steps and codes for conducting trades and sizing vehicles for aerocapture are as follows: Step 1 is to conduct aeroheating analysis using LAURA of the selected entry vehicle shape to identify locations on the forebody where ionization and flow velocity are sufficient for producing Lo-rentz forces. LAURA is a multiblock structured grid finite-volume CFD solver developed at the NASA Langley Research Center. [2] LAURA has been used for aerothermal analysis support of the entry, de-scent and landing (EDL) phase of interplanetary missions over the last three decades [3-7]. Step 2 is to port the LAURA results into CFDWARP to calcu-late electrical and thermal conductivities of ionized flow for sizing MHD patch system and calculating Lorentz forces needed for controls analysis. CFDWARP is a CFD code that uses advanced nu-merical methods that enable the simulation of the full coupling between the aerodynamics, the magne-tohydrodynamics, and the non-neutral plasma sheaths. CFDWARP has the unique capability to simulate efficiently the non-neutral sheaths (near the electrodes) in coupled form with the quasi-neutral bulk MHD flow [8-11]. Step 3 is to link re-sults from LAURA and CFDWARP into POST2 for calculating entry trajectories and comparing MHD control results with other aerodynamic control strategies. The Program to Optimize Simulated Tra-jectories II (POST2) is a generalized point mass, discrete parameter targeting and optimization pro-gram. POST2 provides the capability to target and optimize point mass trajectories for multiple pow-ered or un-powered vehicles near an arbitrary rotat-ing, oblate planet [12]. Step 4: TPS sizing was per-formed using the Fully Implicit Ablation and Ther-mal-response code (FIAT) tool which computes the transient one-dimensional thermal response and surface thermochemistry of a multilayer stackup of thermal protection, bonding, and structural materi-als subject to aeroheating on one surface [13]. The sizing and margining methodology used was based on the approach documented by Mahzari and Milos [14] for the dual-layered heatshield for extreme entry environment technology (DL-HEEET) TPS concept. TPS analysis utilizes trajectory information from POST2. Using this step-wise plug and play MHD Aerocapture performance assessment process, our analysis targets a Neptune aerocapture trajectory that will place the spacecraft in an observation orbit for Triton. [15]. Magnetohydrodynamic (MHD) control of a 4.5-meter diameter MSL-style capsule resulted in TPS mass savings of nearly 2000 kg when using an MHD system mass of under 200 kg. The flight path for a vehicle using the MHD control strategy has a much lower heat rate and heat load compared to the conventional aerodynamic aerocapture strategies known as bank angle con-trolled (BAC) and direct force controlled (DFC). Both BAC and DFC have heat rates significantly greater than 1500 W/cm2 typically used as an upper limit for PICA. Thus, DL-HEEET TPS concept was required for the BAC and DFC control strategies. However, considering the more benign environ-ments for the MHD case, additional TPS concepts with improved mass efficiency were also assessed. PICA was considered for the MHD controlled strat-egy since the maximum heat rate was well within the limits (<1500 W/cm2) of PICA. TPS sizing re-sulted in a significant mass reduction. The PICA layer for this sizing case was about 7.8 cm. As a point of reference, the Mars 2020 mission, which used this same PICA concept, had a PICA thickness of 3.18 cm [16]. The trajectories used for the TPS sizing originat-ed from the POST2 simulations. The current, I, to an electromagnet configuration can be manipulated to allow for active control of the vehicle. Manipula-tion of the current, I, changes the magnetic field, B, which affects the Lorentz force and therefore the MHD drag force on the vehicle. Our analysis in-cluded both open-loop and close-loop control. Closed-loop control will enable improved overall performance when taking into account mission level uncertainties, such as interplanetary delivery errors and atmospheric modeling uncertainties. The open-loop and closed-loop MHD control cases do not dip as deep into the atmosphere as the aerodynamic cases. Three types of aerodynamic-only approach-es are investigated: bank angle modulation (BAM), director force control (DFC), and Drag Modulated. BAM and DFC make use of vehicle aerodynamic angles to steer the vehicle. Thus, changing the aer-odynamic forces acting on the vehicle for control, aerodynamic drag modulated case requires a vary-ing drag area to modulate the drag force. The MHD drag modulated case modulates MHD generated drag force that adds to the aerodynamic drag. This higher atmospheric activation of drag forces by the MHD patch results in significantly less heat flux on the vehicle. The MHD technology will enable shorter cruise times and deceleration of larger payloads for increasing the capacity for science at the Ice Giants or for returning astronauts to Earth from cislunar space or from Mars. The purpose of this presentation is to provide more details about this work and to highlight plans for further research and development including a flight demonstration.

R. W. Moses↗
NASA NTRSDate not supplied

Design and Technology Maturation of the Stratospheric Projectile Experiment of Entry Dynamics

The supersonic and transonic dynamic stability of blunt-body reentry vehicles currently poses large risks in all of NASA’s ongoing entry missions (MSR SRL, MSR EES, and Dragonfly). These projects have allocated millions of dollars to testing and modeling efforts to buy down risk by using the current state-of-the-art (SoA) facilities at NASA’s disposal. While these facilities have heritage in supplying dynamics data to reentry missions, their availability is severely limited – particularly with the high number of concur-rent projects requesting simultaneous testing– and are costly when considering the science density per dollar. None of the current SoA facility methodologies allow the test model to have the dynamics fully develop through a flight relevant free-stream profile and as such require extrapolations with resultant high uncertainties in order to relate the test dynamics to flight expectations. SPEED is a NASA Ames Center Innovation Fund (CIF) project that is developing a highly tailorable and cost-effective test methodology to better assess the dynamic stability of blunt-body reentry vehicles via a stratospheric balloon flight. This is accomplished by dropping a suite of instrumented capsules from a stratospheric balloon to gain a statistically relevant dataset of scaled reentry vehicles in mission relevant free-flight conditions. This presentation will walk through how the test methodology is being implemented specifically for the Mars Sample Return (MSR) Earth Entry System (EES) geometry in an awarded Flight Opportunities Program (FOP) test flight in early CY24. SPEED Application to MSR: SPEED consists of three main mechanical systems: the Drop Platform, the Projectile, and the test Capsule. SPEED is being developed as a set of guidelines and recommendations for how to test with the proposed Concept of Operations (Conops) since the specific design parameters will vary depending on the specific project’s reference trajectory and entry vehicle design. As such, this presentation will walk through the development time-line as shown in Fig. 2. This is meant to serve as a blueprint for further missions as desired. Mechanical and Avionics Design. The SPEED test platform designed for the MSR-EES capsule geometry with nominal entry parameters has the ability to carry 10 Capsules to altitude instrumented with: 1. 3-Axis Accelerometer 2. IMU 3. Gyroscope 4. Magnetometer 5. Pressure Transducer cruciform 6. Uplook and Horizon Cameras To package the avionics/instrumentation suite, the capsule is approximately 1’ in diameter with the Outer Mold Line (OML) centroid-scaled from the full EES design. The internal volume is gutted and custom-shaped to fit the desired instrumentation suite, as well as to allow for the positioning of ballast mass such that the Center of Gravity is analogous to the flight vehicle. All structural components in the Capsule and Projectile are 3D printed, which significantly reduces the cost of each flight unit to around $1500 including all instrumentation, avionics, and structural components. Flight Conops. The test Capsule is accelerated to the desired altitude and Mach number while stowed in the Projectile, a missile-like vehicle consisting of steel ballast in the nose, a low-drag OML, and an Ejection Mechanism to reliably release the Capsule into the free-flow supersonic conditions. For the MSR-EES design, the capsule employs ~3kg of ballast mass at the nose to accelerate the 1.25kg test Capsule to ~Mach 1.7 at 23km altitude. This requires an initial release altitude of 40km, the quoted limit of a 80kg payload by the FOP-contracted balloon provider. Once the Ejection Mechanism avionics detect the proper conditions, the spring-loaded Ejection Mechanism will release and – guided by the sabot – expose the test Capsule to the desired test conditions for ~5 seconds of free-flight in the supersonic/transonic regimes. Dynamics in the subsonic regime will also be captured with the instrumentation suite with post-flight recovery operations aimed at recovering the high-G-load capable SD cards after the planned hard impact landings. Testing and Development: In the few months the SPEED project has worked the development of MSR-EES flight test, the team has performed lab and drone based testing which this presentation will overview. After the first design phase, the team fabricated Engineering Demonstration Units (EDUs) of all subsystems to perform validation testing shown in Fig. 5. After validation was completed on the subsystem level, a drone-drop test was performed at the recreational flight ceiling of 400ft altitude to assess the SPEED systems in a flight environment. Parameters such as in-flight stability, hard impact landing performance, and avionics performance were quantified and qualified. The FY23 CIF will culminate in a helicopter drop test aboard an Air National Guard Blackhawk. This will prepare the team for the CY24 FOP stratospheric balloon flight that should provide the final verification to begin offering the test platform for mission support. Focus of Presentation: This presentation will outline the technology maturation path of the SPEED implementation to the MSR-EES capsule baseline as well as the details regarding the mechanical system, avionics and instrumentation, and flight operations. Note that a complementary presentation is being submitted for a methodology overview of the SPEED test platform, introducing the testing technique and benefits as well as the full application space of the technology.

pitch damping coefficient↗
NASA NTRS2007

Large Solar-Rejection Filter

NASA utilized Image Intensified Video Cameras for ATV data acquisition from a jet flying at 12.8 km. Afterwards the video was digitized and then analyzed with a modified commercial software package, Image Systems Trackeye. Astrometric results were limited by saturation, plate scale, and imposed linear plate solution based on field reference stars. Time-dependent fragment angular trajectories, velocities, accelerations, and luminosities were derived in each video segment. It was evident that individual fragments behave differently. Photometric accuracy was insufficient to confidently assess correlations between luminosity and fragment spatial behavior (velocity, deceleration). Use of high resolution digital video cameras in future should remedy this shortcoming. A scenically accurate description of matter interpreted as a substance made up of corpuscular constituents was established during the course of the 19th century. In this description, atoms--the building blocks of the matter--form molecules. The properties of the molecules were described by chemistry or thermodynamics depending on what characteristics of the matter were investigated. In both theories, the molecules can dissociate to atoms when the kinetic energies of the atoms exceed the strength of the chemical bonds. The number of atoms is always preserved in a closed system. This is not true, however, when the matter takes up much higher energies at relativistic scales. New particles can be produced at the expense of the kinetic energy. The number of particles is no longer preserved. There are other conserved quantities, however, these quantities, the charge, baryon number, lepton number, are associated with particles that are considered elementary today. The properties and behavior of these elementary particles is the subject of Particle Physics or High Energy Physics. Practice Page: A crewmember touching a positively charged surface was thought to be galvanically isolated from the vehicle ground analogous to a bird on a high voltage power wire. Recent analysis confirms that positive floating potentials, ionospheric currents to the EVA suit, can be hazardous. The analysis is wrong in that the ionospheric plasma itself can close the circuit. Parametric analysis of very low voltage exposures (2 to 15 volts) could cause pain and/or involuntary muscle tetani or spinal cord shock. NASA worked with the Naval Health Research Center Detachment Directed Energy Bioeffects Laboratory to examine the affects electrical hazards could have on extravehicular activity using two models. The results of the two computational models were combined to predict areas of the body in which neurons of different diameters would be excited. They predicted that physiologically active current could be conducted across the crew member causing catastrophic hazards. Future work to analyze additional current paths was proposed. The FUSE spectrum of BB Dor, observed in a high state, is modeled with an accretion disk with a very low inclination (possibly lower than 10 degrees). Assuming an average WD mass of 0.8 solar mass leads to a distance of the order of approximately 650pc, consistent with the extremely low galactic reddening in its direction, and a mass accretion rate of 10 (exp -9) solar mass a year. The spectrum presents some broad and deep silicon and sulfur absorption lines, indicating that these elements are over-abundant: silicon is 3 times solar, and sulfur is 20 times solar. The FUSE spectrum of BB Dor, observed in a high state, is modeled with an accretion disk with a very low inclination (possibly lower than 10 degrees). Assuming an average WD mass of 0.8 solar mass leads to a distance of the order of approximately 650pc, consistent with the extremely low galactic reddening in its direction, and a mass accretion rate of 10 (exp -9) solar mass a year. The spectrum presents some broad and deep silicon and sulfur absorption lines, indicating that these elements are over-abundant: silicon is times solar, and sulfur is 20 times solar. From its previously observed optical emission lines, P831-57 (WD 0334 6400 or Ret 1 in A Catalog and Atlas of Cataclysmic Variables: Living Edition) has been suspected to contain an accretion disk associated with a companion star in orbit around a subdwarf star with a temperature T is greater than 21,000K. P831-57 has therefore been classified as a nova-like. However, our present observations show it to be a DA + dMe binary. The analysis of its Far Ultraviolet Spectroscopic Explorer (FUSE) spectrum (continuum and lines) reveal an average mass white dwarf (Log(g) approximately equals 7.8 plus or minus 0.1)with a temperature T approximately equals 37,000 plus or minus 500K, an extremely low projected rotational velocity, and a distance of about 115 plus or minus 5pc. The photosphere contains C, N, Si, and S (at about 1% of solar abundances). The dMe star is seen as a flux excess in near-infrared photometry and appears to show occasional flaring of about one magnitude as seen in the Harvard plates. There is no evidence of periodic variability in the spectroscopic or photometric data. We find no evidence of a an accretion disk, instead we find evidence of wind accretion as the stellar carbon abundance (N(C)/N(H) = 2.5 x 10 (exp -6) is about ten times larger than predicted by radiative levitation for such a gravity and temperature. The power needs and solutions for the space exploration and lunar mobility program are discussed. Long term missions in space and on the lunar surface require high energy batteries. Rechargeable batteries for mobility systems and portable utility pallet are needed for successful exploration missions. Nanomaterial usage increases the energy density of the cells apart from increasing the power density. The symptoms and threats from acute mountain sickness (AMS) are discussed. The underlying assumptions concerning spacecraft atmosphere mean there is a potential risk to astronauts. The baseline worst case scenario is about 25% based on direct ascent to 8.0 psia with 32% O2. The practical mitigation approach is a staged depressurization scheme. Due to the uncertainty about potential AMS risk the flight surgeon should prepare, focused research should proceed, and current analytical efforts should continue. This slide presentation reviews the threat astronauts face from acute mountain sickness (AMS). The incidence of AMS is highly variable and the risk to astronauts is unclear. However, the potential risk is higher than current EAAs suggest and precautions should be implemented. Due to the uncertain nature of the risk flight surgeons should prepare, and focused research should proceed. Quasiparticle tunneling can be understood at low temperatures using a non-equilibrium kinetic theory. Low-temperature tunneling can be suppressed using existing techniques: island-lead gap engineering, lead cooling with SIN junctions, and quasiparticle traps. The slide presentation reviews the science goals and mission planning for the proposed Jupiter System Observer (JSO). The spacecraft would accommodate 9 instruments making the instrument payload more capable than any previously flown to Jupiter. The would-be mission includes study programs for Jupiter's satellites, interior, magnetosphere and atmosphere. The power needs and solutions for the space exploration and lunar mobility program are discussed. Long term missions in space and on the lunar surface require high energy batteries. Rechargeable batteries for mobility systems and portable utility pallet are needed for successful exploration missions. Nanomaterial usage increases the energy density of the cells apart from increasing the power density. This slide presentation reviews the power requirements for the space exploration and the lunar surface mobility programs. It includes information about the specifications for high energy batteries and the power requirements for lunar rovers,

Roberts, William↗