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Improvements to Thermal Protection System Design of Aerocapture Systems for Uranus Orbiters

The National Academies Planetary Science and Astrobiology Decadal Survey identified Uranus and Neptune - called Ice Giants - as the priority destinations for science. The survey assessed both a mission to Uranus through the Uranus Orbiter and Probe (UOP) concept, and Neptune through the Neptune-Triton Odyssey concept and determined that Uranus is the highest priority for a Flagship class mission. The UOP mission concept planned to deliver an in situ probe and conduct a multi-year orbital tour of the system to meet the science objectives. While the Uranus mission is currently viable with launch windows starting in 2031 using existing launch vehicles, the mission has a cruise phase of at least 12 years and would require more than half of its weight in fuel propellant to achieve the change in velocity necessary for orbital insertion. Aerocapture uses aerodynamic forces generated on a vehicle by the planet's atmosphere to modulate a spacecraft's trajectory, decreasing spacecraft velocity, and allowing mission designers to target the final orbital state. Aerocapture reduces the time-of-flight from Earth to Uranus over a fully propulsive solution, opening up more launch opportunities to arrive in the 2040's to the mission's science objectives. Aerocapture also allows a payload mass increase by mitigating the need for fuel to retropropulsively insert the payload into orbit, thereby increase the science that can be performed. For an aerocapture mission structure using a traditional aeroshell to deliver the UOP scientific payload to Uranus, Conformal Phenolic Impregnated Carbon Ablator (C-PICA) was determined to be the best-performing forebody thermal protection system (TPS) and other candidate aftbody TPS options were presented as feasible. This paper focuses on A) evaluating C-PICA as a forebody TPS using stressing entry conditions associated with a large range of potential Uranus flagship launch vehicles and interplanetary trajectories, B) widening the aftbody TPS candidates for new mass-efficient and cost-efficient solutions, and C) a summary list of actions remaining to provide a technically feasible and supply-robust set of TPS for an aerocapture vehicle to the Ice Giants is presented.

C-PICA↗

Touring the satellites of Saturn

A set of possible options is being considered for the next mission to Saturn after the Voyager flybys. Many of these options will include a Saturn orbiter which will provide detailed investigations of the atmosphere, magnetosphere, ring system and satellites of Saturn. The feasibility of designing Saturnian satellite tours which satisfy the science objectives and are consistent with mission requirements and constraints is explored. An orbiter mission is possible through using gravity assist trajectories to target the spacecraft from one satellite encounter to the next. A challenge in designing trajectories to encounter all the satellites is that Titan is the only massive satellite available for gravity assist. Two reference tours are presented illustrating different strategies to achieve the science objectives.

Diehl, R. E.↗

Multiple main-belt asteroid mission options for a Mariner Mark II spacecraft

This paper presents the trajectory options available for a MMII spacecraft mission to asteroids and introduces systematic methods of uncovering attractive mission opportunities. The analysis presented considers multiple synchronous gravity assists of Mars and introduces a terminal resonant or phasing orbit; a concept useful for both increasing the number of asteroid rendezvous targets attainable during a launch opportunity, and also in increasing the number of potential asteroid flybys. Systematic examinations of the requirements for superior asteroidal alignments are made and a comprehensive set of asteroid rendezvous opportunities for the 1998 to 2010 period are presented. Examples of candidate missions involving one or more rendezvous and several flybys are also presented.

Sauer, Carl G., Jr.↗

Evaluation of Integrated Demand Management Looking into Strategic & Tactical Flow Management

The motivation behind Integrated Demand Management (IDM) research is to explore possible improvements to United States National Airspace System (NAS) performance that could be realized through procedural integration of strategic traffic flow management capabilities, such as the Collaborative Trajectory Options Program (CTOP), and tactical capabilities, such as Time Based Flow Management (TBFM). An initial IDM concept for clear weather operations was developed and evaluated for potential benefits, including efficiency, delay reduction, predictability and throughput, and to identify any major issues that might represent a showstopper for a fielded application. Newark Liberty International Airport (EWR) arrival operations provided a use case for concept development. EWR uses miles-in-trail (MIT) metering to regulate demand into TBFM during high volume operations, and short-haul flights are often penalized with excessive, last-minute ground delays when the overhead stream is saturated. IDM addresses this problem by replacing MIT conditioning with CTOP to better manage the demand delivery to the TBFM entry points. A quasi-real time high-fidelity simulation that would normally involve participants was conducted using heuristic-based procedures that mimicked operators behaviors instead. Five total conditions were compared: two baseline conditions with MIT delivery to TBFM entry points using two different TBFM settings; and three IDM conditions: one with airborne speed control using an Required Time of Arrival (RTA) capability, a second without RTA, and a third with no wind forecast errors. Results suggest that the IDM concept can deliver traffic more efficiently by shifting the delays from airborne to ground for both RTA and non-RTA conditions, while maintaining a target throughput rate. The results also suggest that with good predictability of airport capacity, excessive TBFM ground delay can be minimized by applying more strategic CTOP delay, increasing predictability for the airline operators. Overall, the results indicate that the implementation of an IDM concept under clear weather conditions can improve NAS system performance. Future IDM research aims to expand the concept to address demandcapacity imbalance d severe weather.

Time-Based Flow Management (TBFM)↗

Decision time on orbital debris

The problem of orbital debris, especially in LEO is discussed, stressing ways to minimize hazards caused by debris. There are over 7,000 objects making up 2.4 X 10 to the 6th kg of debris in LEO with velocities up to 7 km/sec. The least costly way of minimizing hazards from debris is to make spent rocket stages inert, to preclude failures after their useful life, by insuring that all residual propellants and pressurant gases are vented while the stage is still subject to command. A more costly option is the actively controlled deorbit of spent stages and spacecraft at the end of their useful mission life. The removal of inert stages or spacecraft is too costly to be practical. The least expensive methods of removal are deorbit for altitudes below 25,000 km and placing the object in earth-escape trajectory for objects at higher altitudes. NASA is developing a special radar to measure the existing small-particle debris and its changes over time, and international agreements are expected to set standards of operational practices to minimize debris.

Loftus, Joseph P.↗

Encealdus Orbilander: A Flagship Mission Concept for Astrobiology

"Whether life exists beyond Earth remains a fundamental question driving our exploration of the Solar System. At Saturn’s moon Enceladus, plumes of oceanic material vented into space allow the investigation of the astrobiological potential of an ocean world, hinted at by Cassini, without the necessity of drilling through kilometers of ice crust. The Enceladus Orbilander is a flagship ($2.56B in fiscal year 2025 dollars) mission concept created for the 2023–2033 Planetary Science Decadal Survey. Orbilander takes full advantage of the opportunity provided by Enceladus’ plumes to search for signs of life. A single spacecraft both orbits and lands, capturing samples from four distinct reservoirs offered by the plumes. These samples, both particulate and vapor, are then analyzed by the Life Detection Suite (LDS), a set of five instruments conducting complementary and orthogonal biosignature-seeking measurements. To provide the context that specifically enhances interpretation of LDS measurements, geochemical and geophysical investigations are conducted both in orbit and on the surface. These reveal the physio-chemical state of the ocean and core as well as the processes involved in ejection of plume material and how these affect the ocean material analyzed by the LDS. The Orbilander can be delivered to the Saturn system via several launch vehicle and trajectory options, including a direct trajectory (7-year cruise), a ∆V-EGA trajectory (9-year cruise) and several options using an inner cruise with Venus and Earth flybys (10-year cruise). Upon Saturn Orbit Insertion, a 4-year moon tour pumps down the Orbilander’s orbit to intercept Enceladus. The most optimal arrival times balance the Jupiter flyby opportunities of the late 2030s and solar illumination at the Enceladus high southern latitudes where plume material is most abundant. This mission concept therefore targets project start in 2030. Upon Enceladus Orbit Insertion, the Orbilander begins a 1.5-year-long campaign of landing site reconnaissance, remote sensing science, and collecting sufficient plume sample to run all but one of the LDS measurements. After successful landing, the Orbilander spends 2 years on the surface conducting multiple LDS measurements with all five instruments on actively and passively collected plume material, as well as seismic investigations. The schedule laid out here is well-defined, but the mission also has operational and resource flexibility should additional reconnaissance be needed. As part of the design study, mission and development risks were identified and mitigation strategies proposed. Technologies key to achieving the life detection science objectives include instrumentation matured under programs like COLDTech and ICEE-2, such as aspects of the sampling system and microfluidic devices, as well as well-known techniques like high-resolution and separation-capable mass spectrometers. Autonomous onboard navigation is planned to maintain a halo orbit around Enceladus to enable passive sampling from orbit as well as reconnaissance measurements for use in site selection and landing. Terrain relative navigation is included to ensure safe landing, given that targeted areas may contain landing hazards. Continued development of radioisotope thermoelectric generator (RTG) technology and long-life batteries is essential for this long duration mission. The Enceladus Orbilander represents an optimal point in the trade space of science value versus cost, taking advantage of the extensive knowledge of Enceladus provided by Cassini, how well Enceladus lends itself to a search for life in material from its ocean, and the flexibility afforded by the innovative design developed by the APL team. By taking full advantage of Enceladus’ plumes both in orbit and on the surface, Orbilander represents a robust search for life with complementary and orthogonal biosignatures as well as contextual geophysical and geochemical measurements, determining not only whether Enceladus is inhabited (at levels up to 500,000× scarcer than in Earth’s oceans) but also why. "

Exobiology↗

SERENE: Saturn Enceladus Return Explorer with Nuclear Electric Propulsion

A ‘quick’ Enceladus sample return mission concept was developed based on the scientist recommendations at the recent ‘Accelerating Space Science with Nuclear Technology Workshop’. The Nuclear Electric Propulsion spacecraft assumed a follow-on 40 kWe nuclear reactor using the demonstrated 40 kWe Fission Surface Power system, expected in the early 2030s. The NEP vehicle also utilized a set of NEXT-C ion thrusters as well as planned Artemis commercial launchers. By launching the 40 kW NEP vehicle on a Starship and adding the propellants of 15 tankers, the 27t probe could be sent on a direct trajectory to Saturn (no Earth or Jupiter flybys) where NEP was used for Saturn capture, spiral down, spiral up and return to the Earth. A small lander obtained the surface Enceladus sample. Using the 40 kW NEP provided a round-trip time of only 16.5 years. A second option was more attractive from a science perspective whereby the NEP vehicle would deliver a large, 6t chemical lander to low Enceladus orbit where it would grab and return a sample to Earth (similar to the recent Orbilander design but in reverse). After deploying the lander, the NEP vehicle would stay in Saturn space performing a moon tour by orbiting four more moons and mapping the large moon of Titan. This option took slightly longer (18.5 yrs) due to the chemical return leg limitations. Both options demonstrated the agility, payload capability, and sample return goals the workshop recommended. An all-chemical option with two stages was roughly analyzed but took 21.5 yrs and required a Jupiter gravity assist.

Nuclear Electric Propulsion↗

Survey and Method for Determination of Trajectory Predictor Requirements

A survey of air-traffic-management researchers, representing a broad range of automation applications, was conducted to document trajectory-predictor requirements for future decision-support systems. Results indicated that the researchers were unable to articulate a basic set of trajectory-prediction requirements for their automation concepts. Survey responses showed the need to establish a process to help developers determine the trajectory-predictor-performance requirements for their concepts. Two methods for determining trajectory-predictor requirements are introduced. A fast-time simulation method is discussed that captures the sensitivity of a concept to the performance of its trajectory-prediction capability. A characterization method is proposed to provide quicker, yet less precise results, based on analysis and simulation to characterize the trajectory-prediction errors associated with key modeling options for a specific concept. Concept developers can then identify the relative sizes of errors associated with key modeling options, and qualitatively determine which options lead to significant errors. The characterization method is demonstrated for a case study involving future airport surface traffic management automation. Of the top four sources of error, results indicated that the error associated with accelerations to and from turn speeds was unacceptable, the error associated with the turn path model was acceptable, and the error associated with taxi-speed estimation was of concern and needed a higher fidelity concept simulation to obtain a more precise result

Rentas, Tamika L.↗

Verification of the Solar Dynamics Observatory High Gain Antenna Pointing Algorithm Using Flight Data

The Solar Dynamics Observatory (SDO) is a NASA spacecraft designed to study the Sun. It was launched on February 11, 2010 into a geosynchronous orbit, and uses a suite of attitude sensors and actuators to finely point the spacecraft at the Sun. SDO has three science instruments: the Atmospheric Imaging Assembly (AIA), the Helioseismic and Magnetic Imager (HMI), and the Extreme Ultraviolet Variability Experiment (EVE). SDO uses two High Gain Antennas (HGAs) to send science data to a dedicated ground station in White Sands, New Mexico. In order to meet the science data capture budget, the HGAs must be able to transmit data to the ground for a very large percentage of the time. Each HGA is a dual-axis antenna driven by stepper motors. Both antennas transmit data at all times, but only a single antenna is required in order to meet the transmission rate requirement. For portions of the year, one antenna or the other has an unobstructed view of the White Sands ground station. During other periods, however, the view from both antennas to the Earth is blocked for different portions of the day. During these times of blockage, the two HGAs take turns pointing to White Sands, with the other antenna pointing out to space. The HGAs handover White Sands transmission responsibilities to the unblocked antenna. There are two handover seasons per year, each lasting about 72 days, where the antennas hand off control every twelve hours. The non-tracking antenna slews back to the ground station by following a ground commanded trajectory and arrives approximately 5 minutes before the formerly tracking antenna slews away to point out into space. The SDO Attitude Control System (ACS) runs at 5 Hz, and the HGA Gimbal Control Electronics (GCE) run at 200 Hz. There are 40 opportunities for the gimbals to step each ACS cycle, with a hardware limitation of no more than one step every three GCE cycles. The ACS calculates the desired gimbal motion for tracking the ground station or for slewing, and sends the command to the GCE at 5 Hz. This command contains the number of gimbals steps for that ACS cycle, the direction of motion, the spacing of the steps, and the delay before taking the first step. The AIA and HMI instruments are sensitive to spacecraft jitter. Pre-flight analysis showed that jitter from the motion of the HGAs was a cause of concern. Three jitter mitigation techniques were developed to overcome the effects of jitter from different sources. The first method is the random step delay, which avoids gimbal steps hitting a cadence on a jitter-critical mode by pseudo-randomly delaying the first gimbal step in an ACS cycle. The second method of jitter mitigation is stagger stepping, which forbids the two antennas from taking steps during the same ACS cycle in order to avoid constructively adding jitter from two antennas. The third method is the inclusion of an instrument No Step Request (NSR), which allows the instruments to request a stoppage in gimbal stepping during the times when they are taking images. During the commissioning phase of the mission, a jitter test was performed onboard the spacecraft. Various sources of jitter, such as the reaction wheels, the High Gain Antenna motors, and the motion of the instrument filter wheels, were examined to determine the level of their effect on the instruments. During the HGA portion of the test, the jitter amplitudes from the single step of a gimbal were examined, as well as the amplitudes due to the execution of various gimbal rates. These jitter levels are compared with the gimbal jitter allocations for each instrument. Additionally, the jitter test provided insight into a readback delay that exists with the GCE. Pre-flight analysis suggested that gimbal steps scheduled to occur during the later portion of an ACS cycle would not be read during that cycle, resulting in a delay in the telemetered current gimbal position. Flight data from the jitter test confirmed this expectation. Analysis is presentehat shows the readback delay does not have a negative impact on gimbal control. The decision was made to consider implementing two of the jitter mitigation techniques on board the spacecraft: stagger stepping and the NSR. Flight data from two sets of handovers, one set without jitter mitigation and the other with mitigation enabled, were examined. The trajectory of the predicted handover was compared with the measured trajectory for the two cases, showing that tracking was not negatively impacted with the addition of the jitter mitigation techniques. Additionally, the individual gimbal steps were examined, and it was confirmed that the stagger stepping and NSRs worked as designed. An Image Quality Test was performed to determine the amount of cumulative jitter from the reaction wheels, HGAs, and instruments during various combinations of typical operations. In this paper, the flight results are examined from a test where the HGAs are following the path of a nominal handover with stagger stepping on and HMI NSRs enabled. In this case, the reaction wheels are moving at low speed and the instruments are taking pictures in their standard sequence. The flight data shows the level of jitter that the instruments see when their shutters are open. The HGA-induced jitter is well within the jitter requirement when the stagger step and NSR mitigation options are enabled. The SDO HGA pointing algorithm was designed to achieve nominal antenna pointing at the ground station, perform slews during handover season, and provide three HGA-induced jitter mitigation options without compromising pointing objectives. During the commissioning phase, flight data sets were collected to verify the HGA pointing algorithm and demonstrate its jitter mitigation capabilities.

Bourkland, Kristin L.↗

(abstract) MEASURE-Jupiter: Low Cost Missions to Explore Jupiter in the Post-Galileo Era

MEASURE-Jupiter is a new mission concept for the exploration of giant planets, with initial application to Jupiter. By flying sets of lightweight spacecraft with highly focused measurement objectives, it is designed to break the apparent impass in giant planet exploration beyond Cassini. The MEASURE-Jupiter concept is characterized by: 1) intensive exploration of a giant planet system, 2) multiple small missions flown in focused waves using spacecraft costing $100M to $200M, and 3) mission sets launched every 2 to 3 years. Why Jupiter? Jupiter is the most complex planetary system in the Solar System with many scientifically intriguing bodies and phenomena to explore. The Galileo mission will scratch the surface of the exploration of Jupiter, posing many questions for the MEASURE-Jupiter missions to address. Jupiter is also the easiest planet in the Outer Solar System to reach, making possible flight times of 2 years and total mission durations of 3 years or less. Concept design studies have uncovered a number of scientifically rewarding, simple, low-cost mission options. These options have the additional attraction of being able to launch on 2-year trajectories to Jupiter with low-cost Delta II expendable launch vehicles. A partial list of mission concepts studied to date include: Io Very Close Flyby, Jupiter Close Polar Pass, Mini-Orbiters, and Galilean Satellite Penetrators. Key to the realization of the MEASURE-Jupiter missions is the judicious use of the new low power consuming advanced technology and applicable systems from the Pluto Fast Flyby mission spacecraft design. Foremost of the new technologies planned for inclusion are the elements of hybrid solar array/battery power systems which make it possible to perform the identified missions without the need for Radioactive Thermoelectric Generators (RTGs). This relieves the mission design of the attendant programmatic complexities, cost, and constraints attendant with the use of RTGs.

MEASURE-Jupiter Jupiter Pluto Fast Flyby low cost ↗

Asteroid amphitrite: Surface composition and prospects for the possible Galileo flyby

Studies of the trajectory of the Galileo mission to Jupiter recently revealed that the spacecraft can pass close to one of the largest asteroids (#29 Amphitrite). NASA has therefore altered the mission plan of the Galileo spacecraft to include a possible close flyby of Amphitrite in early December 1986, if the condition of the spacecraft allows. If this option is actually implemented, Amphitrite will become the only asteroid for which any high-spatial resolution images and reflection spectra will be available. To evaluate the value of this data and place Amphitrite in the context of the more than 600 asteroids for which some compositional information exists. Existing data was reexamined, new telescopic spectra of Amphitrite were obtained, and simulated Galileo data sets were constructed.

Bell, J. F.↗

Preliminary Design of Low-Thrust Interplanetary Missions

For interplanetary missions, highly efficient electric propulsion systems can be used to increase the mass delivered to the destination and/or reduce the trip time over typical chemical propulsion systems. This technology is being demonstrated on the Deep Space 1 mission - part of NASA's New Millennium Program validating technologies which can lower the cost and risk and enhance the performance of future missions. With the successful demonstration on Deep Space 1, future missions can consider electric propulsion as a viable propulsion option. Electric propulsion systems, while highly efficient, produce only a small amount of thrust. As a result, the engines operate during a significant fraction of the trajectory. This characteristic makes it much more difficult to find optimal trajectories. The methods for optimizing low-thrust trajectories are typically categorized as either indirect, or direct. Indirect methods are based on calculus of variations, resulting in a two-point boundary value problem that is solved by satisfying terminal constraints and targeting conditions. These methods are subject to extreme sensitivity to the initial guess of the variables - some of which are not physically intuitive. Adding a gravity assist to the trajectory compounds the sensitivity. Direct methods parameterize the problem and use nonlinear programming techniques to optimize an objective function by adjusting a set of variables. A variety of methods of this type have been examined with varying results. These methods are subject to the limitations of the nonlinear programming techniques. In this paper we present a direct method intended to be used primarily for preliminary design of low-thrust interplanetary trajectories, including those with multiple gravity assists. Preliminary design implies a willingness to accept limited accuracy to achieve an efficient algorithm that executes quickly.

Sims, Jon A.↗

Vision-Based Distributed Sensing at Vertiports for Advanced Air Mobility and Urban Air Mobility Approach and Landing

Advanced Air Mobility (AAM) encompasses a broad vision for air transportation, including Urban Air Mobility (UAM) as a subset. AAM aims to create a more connected and efficient transportation network across various geographical settings. However, navigating AAM aircraft in GPS-denied or degraded environments during approach and landing is challenging. Traditional vision aids like glideslopes and localizers are limited in vertiport environments due to narrow beam constraints and reduced landing angle options. This paper addresses the need for accurate navigation solutions at vertiports by proposing a vision-based distributed sensing (VIDIS) system utilizing cameras with bundle adjustment to assist incoming AAM aircraft during approach and landing while monitoring surface movements to enhance safety and efficiency. Key focus areas for current and future vertiport developers include identifying suitable sensor types and infrastructure standards to support AAM operations and including vertiport markings as vision-based navigation aids. The proposed system offers a novel approach to overcoming navigation challenges in AAM operations, particularly in urban settings where traditional aids may be insufficient. Preliminary simulation results with distributed cameras demonstrate promising outcomes for implementing bundle adjustment techniques to enhance vision-based navigation solutions at vertiports. Generating waypoint-based trajectories via waypoint integration using explicit guidance synthesis (WINGS) creates smooth AAM trajectories for landing at vertiports by using the current waypoint's terminal conditions as the initial conditions for the next waypoint. Combining bundle adjustment's ground-based solution of vertiport features with WINGS, Coplanar Pose from Orthography and Scaling with Iterations (COPOSIT), and an extended Kalman filter (EKF) estimates the state of an incoming aircraft during approach and landing at vertiports. Future work includes testing VIDIS in a high-fidelity simulation and with real-world data.

Distributed sensing↗

Vision-Based Distributed Sensing at Vertiports for Advanced Air Mobility and Urban Air Mobility Approach and Landing

Advanced Air Mobility (AAM) encompasses a broad vision for air transportation, including Urban Air Mobility (UAM) as a subset. AAM aims to create a more connected and efficient transportation network across various geographical settings. However, navigating AAM aircraft in GPS-denied or degraded environments during approach and landing is challenging. Traditional vision aids like glideslopes and localizers are limited in vertiport environments due to narrow beam constraints and reduced landing angle options. This paper addresses the need for accurate navigation solutions at vertiports by proposing a vision-based distributed sensing (VIDIS) system utilizing cameras with bundle adjustment to assist incoming AAM aircraft during approach and landing while monitoring surface movements to enhance safety and efficiency. Key focus areas for current and future vertiport developers include identifying suitable sensor types and infrastructure standards to support AAM operations and including vertiport markings as vision-based navigation aids. The proposed system offers a novel approach to overcoming navigation challenges in AAM operations, particularly in urban settings where traditional aids may be insufficient. Preliminary simulation results with distributed cameras demonstrate promising outcomes for implementing bundle adjustment techniques to enhance vision-based navigation solutions at vertiports. Generating waypoint-based trajectories via waypoint integration using explicit guidance synthesis (WINGS) creates smooth AAM trajectories for landing at vertiports by using the current waypoint's terminal conditions as the initial conditions for the next waypoint. Combining bundle adjustment's ground-based solution of vertiport features with WINGS, Coplanar Pose from Orthography and Scaling with Iterations (COPOSIT), and an extended Kalman filter (EKF) estimates the state of an incoming aircraft during approach and landing at vertiports. Future work includes testing VIDIS in a high-fidelity simulation and with real-world data.

Distributed sensing↗

The NASA/MSFC Global Reference Atmospheric Model: 1999 Version (GRAM-99)

The latest version of Global Reference Atmospheric Model (GRAM-99) is presented and discussed. GRAM-99 uses either (binary) Global Upper Air Climatic Atlas (GUACA) or (ASCII) Global Gridded Upper Air Statistics (GGUAS) CD-ROM data sets, for 0-27 km altitudes. As with earlier versions, GRAM-99 provides complete geographical and altitude coverage for each month of the year. GRAM-99 uses a specially-developed data set, based on Middle Atmosphere Program (MAP) data, for 20-120 km altitudes, and NASA's 1999 version Marshall Engineering Thermosphere (MET-99) model for heights above 90 km. Fairing techniques assure smooth transition in overlap height ranges (20-27 km and 90-120 km). GRAM-99 includes water vapor and 11 other atmospheric constituents (O3, N2O, CO, CH4, CO2, N2, O2, O, A, He and H). A variable-scale perturbation model provides both large-scale (wave) and small-scale (stochastic) deviations from mean values for thermodynamic variables and horizontal and vertical wind components. The small-scale perturbation model includes improvements in representing intermittency ("patchiness"). A major new feature is an option to substitute Range Reference Atmosphere (RRA) data for conventional GRAM climatology when a trajectory passes sufficiently near any RRA site. A complete user's guide for running the program, plus sample input and output, is provided. An example is provided for how to incorporate GRAM-99 as subroutines in other programs (e.g., trajectory codes).

Justus, C. G.↗

Space Launch System Co-Manifested Payload Options for Habitation

The Space Launch System (SLS) has a co-manifested payload capability that will grow over time as the launch vehicle matures and planned upgrades are implemented. The final configuration is planned to be capable of inserting a payload greater than 10 metric tons (mt) into a trans-lunar injection trajectory along with the crew in the Orion capsule and its service module. The co-manifested payload is located below the Orion and its service module in a 10 m high fairing similar to the way the Saturn launch vehicle carried the lunar lander below the Apollo command and service modules. Various approaches that utilize this comanifested payload capability to build up infrastructure in deep space have been explored in support of future asteroid, lunar, and Mars mission scenarios. This paper reports on the findings of the Advanced Concepts Office study team at NASA Marshall Space Flight Center (MSFC) working with the Advanced Exploration Systems Program on the Exploration Augmentation Module Project. It includes some of the possible options for habitation in the co-manifested payload volume of the SLS. Findings include a set of module designs that can be developed in 10 mt increments to support these co-manifested payload missions along with a comparison of this approach to a large-module payload flight configuration for the SLS.

Smitherman, David↗

Evolution of Orion Mission Design for Exploration Mission 1 and 2

The evolving mission design and concepts of NASA’s next steps have shaped Orion into the spacecraft that it is today. Since the initial inception of Orion, through the Constellation Program, and now in the Exploration Mission frame-work with the Space Launch System (SLS), each mission design concept and pro-gram goal have left Orion with a set of capabilities that can be utilized in many different mission types. Exploration Missions 1 and 2 (EM-1 and EM-2) have now been at the forefront of the mission design focus for the last several years. During that time, different Design Reference Missions (DRMs) were built, analyzed, and modified to solve or mitigate enterprise level design trades to ensure a viable mission from launch to landing. The resulting DRMs for EM-1 and EM-2 were then expanded into multi-year trajectory scans to characterize vehicle performance as affected by variations in Earth-Moon geometry. This provides Orion’s subsystems with stressing reference trajectories to help design their system. Now that Orion has progressed through the Preliminary and Critical Design Reviews (PDR and CDR), there is a general shift in the focus of mission design from aiding the vehicle design to providing mission specific products needed for pre-flight and real time operations. Some of the mission specific products needed include, large quantities of nominal trajectories for multiple monthly launch periods and abort options at any point in the mission for each valid trajectory in the launch window.

Gutkowski, Jeffrey P.↗

Evolution of Orion Mission Design for Exploration Mission 1 and 2

The evolving mission design and concepts of NASA's next steps have shaped Orion into the spacecraft that it is today. Since the initial inception of Orion, through the Constellation Program, and now in the Exploration Mission frame-work with the Space Launch System (SLS), each mission design concept and program goal have left Orion with a set of capabilities that can be utilized in many different mission types. Exploration Missions 1 and 2 (EM-1 and EM-2) have now been at the forefront of the mission design focus for the last several years. During that time, different Design Reference Missions (DRMs) were built, analyzed, and modified to solve or mitigate enterprise level design trades to ensure a viable mission from launch to landing. The resulting DRMs for EM-1 and EM-2 were then expanded into multi-year trajectory scans to characterize vehicle performance and Earth-Moon geometry trends. This provides Orion's subsystems with stressing reference trajectories to help design their system. Now that Orion has progressed through the Preliminary and Critical Design Re-views (PDR and CDR) there is a general shift in the focus of mission design from aiding the vehicle design to providing mission specific products needed for pre-flight and real time operations. Some of the mission specific products need-ed include analysis of steering law performance, inputs into navigational accura-cy assessments, abort options at any point in the mission for each valid trajecto-ry in the launch window, recontact avoidance between the upper stage and Orion post nominal separation, etc.

Gutkowski, Jeffrey P.↗