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NASA NTRS1985

Thermal Protection Requirements for Near-Earth Aeroassisted Orbital Transfer Vehicle Missions

The thermal protection required for decelerating and maneuvering spacecraft by aerodynamic forces is determined for return missions from geosynchronous to low Earth orbits. The effect of vehicle configuration on surface heating rates and selection of heat shield materials is analyzed. The effects of the current widespread estimates in the structure of atmospheric density are also evaluated. It is shown that nonequilibrium radiation can be a major source of surface heating during atmospheric entry and a significant factor for heat shielding requirements. It is also demonstrated that drag-brake concepts have application to a broad range of orbital transfer missions because of the favorable tradeoffs with aeromaneuvering vehicles in volumetric efficiency, retrothrust plane-change capability, and heat protection requirements. In addition, the results of this study indicate that the aeroassist technique produces acceptable penalties in vehicle payload capacity for drag-brake concepts, because of the system's heat protection requirements, and is highly attractive relative to all-propulsive orbital change maneuvers.

Menees, Gene P.↗

NASA NTRS2018

Thermal Protection Systems Technology Transfer from Apollo and Space Shuttle to the Orion Program

This paper describes how the Orion program is utilizing the Thermal Protection System (TPS) experience from the Apollo and Space Shuttle programs to reduce program risk and improve affordability to meet NASA's future manned exploration missions. The Orion program successfully completed the Exploration Flight Test (EFT-1) mission in 2014 and is currently assembling, integrating, and testing the next spacecraft for the Exploration Mission (EM-1) to meet the flight test objectives of an unmanned orbital mission to the moon and return to earth in 2019. The Orion spacecraft production operations are located in the Neil Armstrong Operations and Checkout (O&C) facility at the Kennedy Space Center (KSC) providing an affordable and seamless delivery approach of vehicles directly to the launch site eliminating spacecraft transportation and additional checkout testing. Innovative vehicle design, manufacturing and test operations approaches are maturing and evolving with each Orion vehicle build to support the challenging NASA exploration mission requirements beyond Low Earth Orbit (LEO) while reducing program cost and schedule impacts. An example of Orion's evolution is the incorporation of an improved heat shield design, assembly and testing approach to meet the higher re-entry velocities for a lunar return for the EM-1 mission. The EFT- 1 heat shield was based on the Apollo heat shield manufacturing processes and was assembled at a supplier location and then transported to KSC for final integration. The EM-1 heat shield is now manufactured, assembled, tested, and installed into the spacecraft at the O&C facility reducing program cost and production schedules. The transition of the Space Shuttle TPS capabilities has enabled Orion to provide a human rated capsule design using proven materials and processes established over years of orbiter re-entry missions. The Orion Crew Module (CM) TPS configuration is derived from the Apollo CM approach utilizing improved materials and processes developed from the Space Shuttle program. The Orion EFT-1 heat shield utilized the Avcoat ablative material from Apollo which was injected into a honeycomb substrate and has been updated for EM-1 incorporating a block configuration bonded to a composite shell structure. This approach utilizes the proven Avcoat material for the heat shield ablator and is utilizing derived bonding and inspection methods and techniques from the Space Shuttle tile experience. The Orion back shell TPS configuration is based on Space Shuttle tile designs using proven tile materials and coatings. The Orion forward bay cover utilizes the high temperature tiles similar to the back shell tiles and low temperature blankets derived from the Space Shuttle program reducing weight impacts. Space Shuttle Multi-Layer Insulation (MLI) is installed in the Orion capsule to control the interior temperature environment providing a light weight design. These TPS design approaches have performed successfully on the Orion first flight test on EFT-1 and are incorporated in the configuration for the next flight test for EM-1. Completion of these two flight tests will certify the TPS for the Orion program for human rated exploration missions and has reduced the development cost to the Orion program. In addition to transitioning the Space Shuttle TPS design configurations to Orion, the supporting manufacturing infrastructure, manufacturing processes, and inspection methods are also incorporated into the Orion assembly operations at KSC. This has avoided significant startup schedule and costs impacts of new capabilities and development of support operations necessary to fabricate, install, inspect, and validate the TPS installations for the Orion spacecraft. The Thermal Protection System Facility (TPSF) which supported the Space Shuttle program provides the heat shield Avcoat blocks and the back shell AETB-8 tiles for Orion program. Extending the existing Space Shuttle TPS operations at KSC provides onsite support to the Orion spacecraft assembly operations. A significant benefit to the Orion program is the transition of the Space Shuttle technician work force at KSC. This highly skilled workforce was able to transition to the Orion program and immediately support the TPS installation operations. They brought with them the human rated manufacturing and assembly operations culture that was critical to the Space Shuttle success avoiding the retraining cost and schedule impacts of a new workforce to Orion. The technician skills certification program from the Space Shuttle was found to be compatible with the Lockheed Martin technician certification programs enabling a seamless training process utilizing process similarity avoiding the cost of retraining the work force to Orion standards. The existing workforce is certificated for multiple processes enabling reassignment of technicians to other tasks in the Orion AI&P operations reducing the overall touch labor manpower requirements. Additional benefits of using the Space Shuttle workforce is the incorporation of the lessons learned from Space Shuttle processes to improve the Orion TPS processes. This has resulted in a continuous evolution of TPS processes to improve the producibility and reduce the program cost for the TPS for the Orion program. Transitioning the Apollo and Space Shuttle TPS designs, processes, and technician workforce has been instrumental in enabling Orion to successfully meet the program challenges for NASA's exploration missions of the future.

Stewart, Michael↗

NASA NTRS2021

LiDAR-Inertial Based Navigation and Mapping for Precision Landing

Future lander missions will travel to ambitious, scientifically interesting locations near rough and dangerous terrain. They will need to operate with limited prior information about the terrain, and under varying lighting conditions. Landing safely and precisely in the face of these challenges is difficult for existing vision-based landing systems, which require detailed orbital reconnaissance, a priori hazard maps, and impose time-of-day restrictions on landing to ensure similar lighting conditions in orbital and descent imagery. Advanced 3D imaging LiDAR systems currently under development, and originally intended for single-scan hazard detection, have the potential to be operated continuously from altitudes of up to 5 km. Used together with existing inertial measurement units (IMUs), these sensors open a path-to-flight for a full navigation and mapping system, which could replace or augment a traditional landing sensor suite. A landing system based around these sensors can perform accurate altimetry, map-relative localization (MRL), LiDAR-inertial odometry, and map refinement in an illumination-insensitive manner, over unknown or partially known terrain. This paper outlines preliminary work on a LiDAR-inertial landing system that: estimates the spacecraft trajectory during entry, descent, and landing (EDL); and maps the topography of the terrain below, for future use in hazard detection and avoidance. An incremental, factor graph based, smoothing approach is used to solve for the maximum a posteriori trajectory of spacecraft states. Integrated IMU measurements and features tracked in adjacent range and intensity images are used to estimate motion (LiDAR-inertial odometry). LiDAR scans are binned into motion-corrected digital elevation models (DEMs), which are matched to an existing orbital topographic map to provide absolute position information (MRL). The estimated trajectory is then used to project the LiDAR scans into the map frame, creating a variable-resolution quadtree topographic map suitable for hazard detection and avoidance. Existing topographic maps from throughout the solar system (i.e., Earth, the Moon, Mars, Ceres, Vesta, Europa, Enceladus, and Eros) are upsampled for use in EDL simulations. The Mars 2020 Lander Vision System Simulator (LVSS) is extended to simulate LiDAR-inertial data for realistic EDL trajectories. Results of the algorithm operating on the simulated data are presented. Estimated spacecraft trajectory and refined map are compared to ground truth to assess estimation accuracy.

Katake, Anup↗

NASA NTRS2000

A Novel Approach to Exploring the Mars Polar Caps

The Martian polar caps contain some of the most important scientific sites on the planet. There is much interest in exploring them with a view to understanding their role in the Mars climate system. By gaining access to the stratigraphy of the polar terrain, it is probable that one can access the climate history of the planet. Additionally, investigations aimed at localizing subsurface water--liquid or solid--are not only of great scientific interest but are also germane to the long-term interests of the manned space flight program. A major difficulty with polar exploration is access. Current techniques using chemical propulsion, Holman transfers, and direct-entry landers with aeroshells have limited capability to access the polar terrain. For the near term the authors propose a new approach to solving this transportation issue by using Solar Electric Propulsion (SEP), recently flight demonstrated on NASA's DS1 Mission to an asteroid and a comet. For a longer-term approach there are additional ways in which access to Mars, as well as other planets, can be significantly improved. These include the use of Chaos orbit theory to enable transportation between LaGrange points in the solar system, gossamer structures enabling very low-mass mobility, and advanced ascent vehicles. In this paper the authors describe how a 1000-kG payload can be transported to the surface of Mars and a polar sample obtained and returned to Earth in less than five years using SEP. A vision of how this approach can be integrated into a long-term Mars exploration strategy building toward the future is also discussed.

Brophy, John R.↗

NASA NTRS2012

Advanced Aero-Propulsive Mid-Lift-to-Drag Ratio Entry Vehicle for Future Exploration Missions

NASA is currently looking well into the future toward realizing Exploration mission possibilities to destinations including the Earth-Moon Lagrange points, Near-Earth Asteroids (NEAs) and the Moon. These are stepping stones to our ultimate destination Mars. New ideas will be required to conquer the significant challenges that await us, some just conceptions and others beginning to be realized. Bringing these ideas to fruition and enabling further expansion into space will require varying degrees of change, from engineering and integration approaches used in spacecraft design and operations, to high-level architectural capabilities bounded only by the limits of our ideas. The most profound change will be realized by paradigm change, thus enabling our ultimate goals to be achieved. Inherent to achieving these goals, higher entry, descent, and landing (EDL) performance has been identified as a high priority. Increased EDL performance will be enabled by highly-capable thermal protection systems (TPS), the ability to deliver larger and heavier payloads, increased surface access, and tighter landing footprints to accommodate multiple asset, single-site staging. In addition, realizing reduced cost access to space will demand more efficient approaches and reusable launch vehicle systems. Current operational spacecraft and launch vehicles do not incorporate the technologies required for these far-reaching missions and goals, nor what is needed to achieve the desired launch vehicle cost savings. To facilitate these missions and provide for safe and more reliable capabilities, NASA and its partners will need to make ideas reality by gaining knowledge through the design, development, manufacturing, implementation and flight testing of robotic and human spacecraft. To accomplish these goals, an approach is recommended for integrated development and implementation of three paradigm-shifting capabilities into an advanced entry vehicle system with additional application to launch vehicle stage return, thus making ideas reality. These paradigm shifts include the technology maturation of advanced flexible thermal protection materials onto mid lift-to-drag ratio entry vehicles, the development of integrated supersonic aero-propulsive maneuvering, and the implementation of advanced asymmetric launch shrouds. These paradigms have significant overlap with launch vehicle stage return already being developed by the Air Force and several commercial space efforts. Completing the realization of these combined paradigms holds the key to a high-performing entry vehicle system capability that fully leverages multiple technology benefits to accomplish NASA's Exploration missions to atmospheric planetary destinations.

Campbell, C. H.↗

NASA NTRS2014

An Approach for the Long-Term 30-m Land Surface Snow-Free Albedo Retrieval from Historic Landsat Surface Reflectance and MODIS-based A Priori Anisotropy Knowledge

Land surface albedo has been recognized by the Global Terrestrial Observing System (GTOS) as an essential climate variable crucial for accurate modeling and monitoring of the Earth's radiative budget. While global climate studies can leverage albedo datasets from MODIS, VIIRS, and other coarse-resolution sensors, many applications in heterogeneous environments can benefit from higher-resolution albedo products derived from Landsat. We previously developed a "MODIS-concurrent" approach for the 30-meter albedo estimation which relied on combining post-2000 Landsat data with MODIS Bidirectional Reflectance Distribution Function (BRDF) information. Here we present a "pre-MODIS era" approach to extend 30-m surface albedo generation in time back to the 1980s, through an a priori anisotropy Look-Up Table (LUT) built up from the high quality MCD43A BRDF estimates over representative homogenous regions. Each entry in the LUT reflects a unique combination of land cover, seasonality, terrain information, disturbance age and type, and Landsat optical spectral bands. An initial conceptual LUT was created for the Pacific Northwest (PNW) of the United States and provides BRDF shapes estimated from MODIS observations for undisturbed and disturbed surface types (including recovery trajectories of burned areas and non-fire disturbances). By accepting the assumption of a generally invariant BRDF shape for similar land surface structures as a priori information, spectral white-sky and black-sky albedos are derived through albedo-to-nadir reflectance ratios as a bridge between the Landsat and MODIS scale. A further narrow-to-broadband conversion based on radiative transfer simulations is adopted to produce broadband albedos at visible, near infrared, and shortwave regimes.We evaluate the accuracy of resultant Landsat albedo using available field measurements at forested AmeriFlux stations in the PNW region, and examine the consistency of the surface albedo generated by this approach respectively with that from the "concurrent" approach and the coincident MODIS operational surface albedo products. Using the tower measurements as reference, the derived Landsat 30-m snow-free shortwave broadband albedo yields an absolute accuracy of 0.02 with a root mean square error less than 0.016 and a bias of no more than 0.007. A further cross-comparison over individual scenes shows that the retrieved white sky shortwave albedo from the "pre-MODIS era" LUT approach is highly consistent (R(exp 2) = 0.988, the scene-averaged low RMSE = 0.009 and bias = −0.005) with that generated by the earlier "concurrent" approach. The Landsat albedo also exhibits more detailed landscape texture and a wider dynamic range of albedo values than the coincident 500-m MODIS operational products (MCD43A3), especially in the heterogeneous regions. Collectively, the "pre-MODIS" LUT and "concurrent" approaches provide a practical way to retrieve long-term Landsat albedo from the historic Landsat archives as far back as the 1980s, as well as the current Landsat-8 mission, and thus support investigations into the evolution of the albedo of terrestrial biomes at fine resolution.

Albedo algorithm↗

NASA NTRS1991

Aerobrake design studies for manned Mars missions

The dimensions of aerobrakes and associated heat shields are calculated as a fraction of the vehicle mass required for a high-velocity manned Mars entry. The entry speed and deceleration limit are assumed to be 8.6 km/sec and 5 earth g, respectively, to consider vehicles with low lift-drag ratio (L/D) and ballistic coefficients of 100 and 200 kg/sq m, as well as a vehicle with a medium L/D and a ballistic coefficient of 375 kg/sq m. The aerobrake mass plus the heat shield divided by an optimized, blunt-shaped vehicle's total mass is 15 and 13 percent for ballistic coefficients of 100 and 200 kg/sq m, respectively. For a winged vehicle the mass fraction is 17 percent because the higher ballistic coefficient requires more thermal protection to account for the greater temperatures generated. It is concluded that aerobraking is more efficient than propulsive braking because the mass fraction for a propulsive system would be 4 or 5 times greater than those calculated for aerobraking.

Tauber, M.↗

NASA NTRS2012

Engineering a Multimission Approach to Navigation Ground Data System Operations

The Mission Design and Navigation (MDNAV) Section at the Jet Propulsion Laboratory (JPL) supports many deep space and earth orbiting missions from formulation to end of mission operations. The requirements of these missions are met with a multimission approach to MDNAV ground data system (GDS) infrastructure capable of being shared and allocated in a seamless and consistent manner across missions. The MDNAV computing infrastructure consists of compute clusters, network attached storage, mission support area facilities, and desktop hardware. The multimission architecture allows these assets, and even personnel, to be leveraged effectively across the project lifecycle and across multiple missions simultaneously. It provides a more robust and capable infrastructure to each mission than might be possible if each constructed its own. It also enables a consistent interface and environment within which teams can conduct all mission analysis and navigation functions including: trajectory design; ephemeris generation; orbit determination; maneuver design; and entry, descent, and landing analysis. The savings of these efficiencies more than offset the costs of increased complexity and other challenges that had to be addressed: configuration management, scheduling conflicts, and competition for resources. This paper examines the benefits of the multimission MDNAV ground data system infrastructure, focusing on the hardware and software architecture. The result is an efficient, robust, scalable MDNAV ground data system capable of supporting more than a dozen active missions at once.

Mission Design and Navigation (MDNAV)↗

NASA NTRS2014

Passive Thermal Control for the Low Density Supersonic Decelerator (LDSD) Test Vehicle Spin Motors Sub-System

Future missions to Mars will require improved entry, descent, and landing (EDL) technology over the Viking-heritage systems which recently landed the largest payload to date, the 900 kg Mars Science Laboratory. As a result, NASA's Low Density Supersonic Decelerator (LDSD) project is working to advance the state of the art in Mars EDL systems by developing and testing three key technologies which will enable heavier payloads and higher altitude landing sites on the red planet. These technologies consist of a large 33.5 m diameter Supersonic Disk Sail (SSDS) parachute and two different Supersonic Inflatable Aerodynamic Decelerator (SIAD) devices - a robotic class that inflates to a 6 m diameter torus (SIAD-R), and an exploration class that inflates to an 8 m diameter isotensoid (SIADE). All three technologies will be demonstrated on test vehicles at high earth altitudes in order to simulate the Mars EDL environment. Each vehicle will be carried to altitude by a large helium balloon, released, spun up using spin motors to stabilize the vehicle's trajectory, and accelerated to supersonic speeds using a large solid rocket motor. The vehicle will then be spun down using another set of spin motors, and will deploy either the SIAD-R or SIAD-E, followed by the SSDS parachute until the vehicle lands in the ocean. Component level testing and bounding analysis are used to ensure the survival of system components in extreme thermal environments and predict temperatures throughout the flight. This paper presents a general description of the thermal testing, model correlation, and analysis of the spin motor passive thermal control sub-system to maintain spin motor performance, prescribed vehicle trajectory, and structural integrity of the test vehicle. The spin motor subsystem is predicted to meet its requirements with margin.

thermal analysis↗

NASA NTRSDate not supplied

An Overview of NASA’s Catalog of Archived Suborbital Earth Science Investigations (CASEI): Supporting FAIR and Open Access to Airborne and Field Data

Since 2019, NASA’s Airborne Data Management Group (ADMG) within the Interagency Implementation and Advanced Concepts Team (IMPACT) has worked to promote and ensure the discoverability and accessibility of the agency’s non-satellite Earth science observations. A primary component of this effort is the development of NASA’s Catalog of Archived Suborbital Earth Science Investigations (CASEI) and the vetting of key contextual details required to sustain this unique inventory of airborne and field metadata. CASEI provides information on the science objectives motivating data collection, key events/time periods in the observational record aligned with the science objectives, complementary simultaneous observations, programmatic details, and much more. The diverse set of data formats and disciplines served by CASEI have required the implementation of a common data model to organize suborbital observation metadata and efficiently connect appropriate campaigns, platforms, and instruments. The CASEI inventory provides a single entry point for users to search and browse NASA’s airborne and field data archives, regardless of which repository is responsible for their stewardship. This presentation will provide a summary of the motivations for and the development of the CASEI system. Particular attention will be granted to how CASEI facilitates discovery and reuse of these lesser-known NASA data, supporting the Open Science vision and enhancing the return on investments made to collect these unique and varied observations. An up-to-date summary of CASEI inventory content and initial metrics will be provided. Current and future avenues ADMG is pursuing to enhance both CASEI and specific components of suborbital data stewardship at various stages of the data life cycle will also be discussed.

Stephanie M. Wingo↗

NASA NTRS2010

A Comparison Between Orion Automated and Space Shuttle Rendezvous Techniques

The Orion spacecraft will replace the space shuttle and will be the first human spacecraft since the Apollo program to leave low earth orbit. This vehicle will serve as the cornerstone of a complete space transportation system with a myriad of mission requirements necessitating rendezvous to multiple vehicles in earth orbit, around the moon and eventually beyond . These goals will require a complex and robust vehicle that is, significantly different from both the space shuttle and the command module of the Apollo program. Historically, orbit operations have been accomplished with heavy reliance on ground support and manual crew reconfiguration and monitoring. One major difference with Orion is that automation will be incorporated as a key element of the man-vehicle system. The automated system will consist of software devoted to transitioning between events based on a master timeline. This effectively adds a layer of high level sequencing that moves control of the vehicle from one phase to the next. This type of automated control is not entirely new to spacecraft since the shuttle uses a version of this during ascent and entry operations. During shuttle orbit operations however many of the software modes and hardware switches must be manually configured through the use of printed procedures and instructions voiced from the ground. The goal of the automation scheme on Orion is to extend high level automation to all flight phases. The move towards automation represents a large shift from current space shuttle operations, and so these new systems will be adopted gradually via various safeguards. These include features such as authority-to-proceed, manual down modes, and functional inhibits. This paper describes the contrast between the manual and ground approach of the space shuttle and the proposed automation of the Orion vehicle. I will introduce typical orbit operations that are common to all rendezvous missions and go on to describe the current Orion automation architecture and contrast it with shuttle rendezvous techniques and circumstances. The shuttle rendezvous profile is timed to take approximately 3 days from orbit insertion to docking at the International Space Station (ISS). This process can be divided into 3 phases: far-field, mid-field and proximity operations. The far-field stage is characterized as the most quiescent phase. The spacecraft is usually too far to navigate using relative sensors and uses the Inertial Measurement Units (IMU s) to numerically solve for its position. The maneuvers are infrequent, roughly twice per day, and are larger than other burns in the profile. The shuttle uses this opportunity to take extensive ground based radar updates and keep high fidelity orbit states on the ground. This state is then periodically uplinked to the shuttle computers. The targeting solutions for burn maneuvers are also computed on the ground and uplinked. During the burn the crew is responsible for setting the shuttle attitude and configuring the propulsion system for ignition. Again this entire process is manually driven by both crew and ground activity. The only automatic processes that occur are associated with the real-time execution of the burn. The Orion automated functionality will seek to relieve the workload of both the crew and ground during this phase

Ruiz, Jose O,↗

NASA NTRS2014

NASA Mars 2020 Rover Mission: New Frontiers in Science

The Mars 2020 rover mission is the next step in NASAs robotic exploration of the red planet. The rover, based on the Mars Science Laboratory Curiosity rover now on Mars, will address key questions about the potential for life on Mars. The mission would also provide opportunities to gather knowledge and demonstrate technologies that address the challenges of future human expeditions to Mars.Like the Mars Science Laboratory rover, which has been exploring Mars since 2012, the Mars 2020 spacecraft will use a guided entry, descent, and landing system which includes a parachute, descent vehicle, and, during the provides the ability to land a very large, heavy rover on the surface of Mars in a more precise landing area. The Mars 2020 mission is designed to accomplish several high-priority planetary science goals and will be an important step toward meeting NASAs challenge to send humans to Mars in the 2030s. The mission will conduct geological assessments of the rover's landing site, determine the habitability of the environment, search for signs of ancient Martian life, and assess natural resources and hazards for future human explorers. The science instruments aboard the rover also will enable scientists to identify and select a collection of rock and soil samples that will be stored for potential return to Earth in the future. The rover also may help designers of a human expedition understand the hazards posed by Martian dust and demonstrate how to collect carbon dioxide from the atmosphere, which could be a valuable resource for producing oxygen and rocket fuel.

Regolith electrostatics↗

NASA NTRS1983

Thermal-protection requirements for near-earth aero-assisted orbital-transfer vehicle missions

The thermal protection required for decelerating and maneuvering spacecraft by aerodynamic forces is determined for return missions from geosynchronous to low-earth orbits. The effect of vehicle configuration on surface heating rates and selection of heat-shield materials is analyzed. Effects of the current widespread estimates in the structure of atmospheric density are also evaluated. It is shown that nonequilibrium radiation can be a major source of surface heating during atmospheric entry and a significant factor to heat-shielding requirements. It is also demonstrated that drag-brake concepts have application to a broad range of orbital-transfer missions, because of the favorable trade-offs with aeromaneuvering vehicles in volumetric efficiency, retrothrust plane-change capability, and heat-protection requirements. In addition, the results of this study indicate that the aero-assist technique produces small penalties in vehicle payload capacity for drag-brake concepts, because of the system's heat protection requirements, and is highly attractive relative to all-propulsive orbital-change maneuvers.

Menees, G. P.↗

NASA NTRS2011

Airborne Observation of the Hayabusa Sample Return Capsule Re-Entry

NASA Ames Research Center and the SETI Institute collaborated on an effort to observe the Earth re-entry of the Japan Aerospace Exploration Agency's Hayabusa sample return capsule. Hayabusa was an asteroid exploration mission that retrieved a sample from the near-Earth asteroid Itokawa. Its sample return capsule re-entered over the Woomera Prohibited Area in southern Australia on June 13, 2010. Being only the third sample return mission following NASA's Genesis and Stardust missions, Hayabusa's return was a rare opportunity to collect aerothermal data from an atmospheric entry capsule returning at superorbital speeds. NASA deployed its DC-8 airborne laboratory and a team of international researchers to Australia for the re-entry. For approximately 70 seconds, spectroscopic and radiometric imaging instruments acquired images and spectra of the capsule, its wake, and destructive re-entry of the spacecraft bus. Once calibrated, spectra of the capsule will be interpreted to yield data for comparison with and validation of high fidelity and engineering simulation tools used for design and development of future atmospheric entry system technologies. A brief summary of the Hayabusa mission, the preflight preparations and observation mission planning, mission execution, and preliminary spectral data are documented.

Spectroscopy↗

NASA NTRS1994

(abstract) Saturn Mini-Probes Mission

The original Cassini mission concept for intensive Saturn exploration included dual atmospheric probes - to Titan and Saturn. The Saturn probe was lost in Cassini Project cost reduction, but the Saturn atmospheric goals are still important to the planetary science community - especially it measurements can be acquired during synoptic coverage by the Cassini Orbiter. New advanced technology and design heritage from the Pluto Fast Flyby mission permit a low cost mission concept for launch early in the first decade of the 21st century, in time to take advantage of the Cassini spacecraft being in orbit around Saturn. This paper will describe such a concept. The mini-probe carrier can be a relatively simple design, depending on a solar array/battery power system design instead of Radioactive Thermoelectric Generators (RTGs) with their attendant programmatic complexities, costs, and constraints. The Atlas IIAS/Star 48B, Proton, and STS with upper stage are launch vehicle options which permit modest payload deliveries to Saturn with relatively short flight times (3 to 4 years) such that the mini-probes arrive in the time period when the Cassini Orbiter is operating at Saturn. The Cassini time-line with a compatible SMP mission sequence is described. An example mission concept includes a carrier spacecraft with three 10 to 20 kg mini-probes, launched in the late summer of 2001 by an Atlas IIAS/Star 48B on a 3.8 year trip to Saturn. Preliminary evaluation of the Cassini time-line suggests compatibility of the probe entries with collecting the data for Earth-return.

Saturn Cassini miniprobes cost Pluto Fast Flyby↗

NASA NTRS2010

Gossamer Technology to Deorbit LEO Non-Propulsion Fitted Satellite

Since 2004, CNES has decided to apply the end of life Code of Conduct rules to debris mitigation. Originally drawn up by the main European space agencies, it contains basic rules to be applied in space in order to limit the increase of orbital debris. In low Earth orbit, the rule is to limit in-orbit lifetime to 25 years after the end of the operational mission, or else to transfer to a graveyard orbit above 2000 km. In order to follow these instructions, a task force was set up in 2005 to find the best way to implement them on MICROSCOPE and CNES microsatellite family (MYRIADE). This 200-kg spacecraft should be launched in 2014 on a 790-km high circular orbit. Without targeted action, its natural re-entry would occur in 67 years. Two strategies to reduce this time period were compared: propulsive maneuvers at the end of the mission or the deployment of large surfaces to increase significantly the ballistic coefficient. At the end of the trade off, it was recommended: .. For the non-propulsive system fitted satellites, to use passive aerobraking by deployment of added surface, .. For satellites having propulsive subsystem in baseline for mission purposes, to keep sufficient propellant and implement specific maneuvers. The poster gives an overview of the process that led to the development of a deployable aerobraking wing using a lightweight aluminized Kapton membrane and an inflatable aluminum laminate boom. The main requirements; The trade off among various aerobraking solutions; The development plan. This technology presents a very attractive potential and it could be a first step in using of inflatable technology on spaces vehicles, before to deal with others more exigent applications.

Dupuy, C.↗

NASA NTRS2016

An Efficient Approach for Mars Sample Return Using Emerging Commercial Capabilities

Mars Sample Return is the highest priority science mission for the next decade as recommended by the 2011 Decadal Survey of Planetary Science. This article presents the results of a feasibility study for a Mars Sample Return mission that efficiently uses emerging commercial capabilities expected to be available in the near future. The motivation of our study was the recognition that emerging commercial capabilities might be used to perform Mars Sample Return with an Earth-direct architecture, and that this may offer a desirable simpler and lower cost approach. The objective of the study was to determine whether these capabilities can be used to optimize the number of mission systems and launches required to return the samples, with the goal of achieving the desired simplicity. All of the major element required for the Mars Sample Return mission are described. Mission system elements were analyzed with either direct techniques or by using parametric mass estimating relationships. The analysis shows the feasibility of a complete and closed Mars Sample Return mission design based on the following scenario: A SpaceX Falcon Heavy launch vehicle places a modified version of a SpaceX Dragon capsule, referred to as "Red Dragon", onto a Trans Mars Injection trajectory. The capsule carries all the hardware needed to return to Earth Orbit samples collected by a prior mission, such as the planned NASA Mars 2020 sample collection rover. The payload includes a fully fueled Mars Ascent Vehicle; a fueled Earth Return Vehicle, support equipment, and a mechanism to transfer samples from the sample cache system onboard the rover to the Earth Return Vehicle. The Red Dragon descends to land on the surface of Mars using Supersonic Retropropulsion. After collected samples are transferred to the Earth Return Vehicle, the single-stage Mars Ascent Vehicle launches the Earth Return Vehicle from the surface of Mars to a Mars phasing orbit. After a brief phasing period, the Earth Return Vehicle performs a Trans Earth Injection burn. Once near Earth, the Earth Return Vehicle performs Earth and lunar swing-bys and is placed into a Lunar Trailing Orbit - an Earth orbit, at lunar distance. A retrieval mission then performs a rendezvous with the Earth Return Vehicle, retrieves the sample container, and breaks the chain of contact with Mars by transferring the sample into a sterile and secure container. With the sample contained, the retrieving spacecraft makes a controlled Earth re-entry preventing any unintended release of Martian materials into the Earth's biosphere. The mission can start in any one of three Earth to Mars launch opportunities, beginning in 2022.

Commercial↗

NASA NTRS1991

Sunsynchronous low Earth orbit spacecraft concepts and technology requirements for global change monitoring

The Global Change Technology Initiative listing of instruments for operation in low Earth, sunsynchronous orbits contain 21 entries, of which 20 are carried aboard multi-instrument spacecraft. This list identifies the temporal requirements for repetition of measurements and also includes groups of instruments that make complementing measurements. Definitions for individual spacecraft follows the temporal and grouping requirements to establish constellations which will provide the measurement data. The definitions of constellations for multi-instrument spacecraft show two alternatives: a constellation of 10 spacecraft, each compatible with launch by a Delta booster; a constellation of 4 spacecraft, each requiring a Titan booster. Operating subsystems for the individual spacecraft can use modular concepts that are adaptations based upon current plans for improving the performance of the NASA-Goddard Multimission Modular units. The descriptions of the spacecraft and constellations begins with a compilation of instrument related requirements that define the principal system performance parameters and operating capabilities.

Garrett, L. Bernard↗