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Spacecraft Bus and Platform Technology Development under the NASA ISPT Program

The In-Space Propulsion Technology (ISPT) program is developing spacecraft bus and platform technologies that will enable or enhance NASA robotic science missions. The ISPT program is currently developing technology in four areas that include Propulsion System Technologies (electric and chemical), Entry Vehicle Technologies (aerocapture and Earth entry vehicles), Spacecraft Bus and Sample Return Propulsion Technologies (components and ascent vehicles), and Systems/Mission Analysis. Three technologies are ready for near-term flight infusion: 1) the high-temperature Advanced Material Bipropellant Rocket (AMBR) engine providing higher performance 2) NASAs Evolutionary Xenon Thruster (NEXT) ion propulsion system, a 0.6-7 kW throttle-able gridded ion system and 3) Aerocapture technology development with investments in a family of thermal protection system (TPS) materials and structures guidance, navigation, and control (GN&C) models of blunt-body rigid aeroshells and aerothermal effect models. Two component technologies being developed with flight infusion in mind are the Advanced Xenon Flow Control System, and ultra-lightweight propellant tank technologies. Future direction for ISPT are technologies that relate to sample return missions and other spacecraft bus technology needs like: 1) Mars Ascent Vehicles (MAV) 2) multi-mission technologies for Earth Entry Vehicles (MMEEV) for sample return missions and 3) electric propulsion for sample return and low cost missions. These technologies are more vehicle and mission-focused, and present a different set of technology development and infusion steps beyond those previously implemented. The Systems/Mission Analysis area is focused on developing tools and assessing the application of propulsion and spacecraft bus technologies to a wide variety of mission concepts. These in-space propulsion technologies are applicable, and potentially enabling for future NASA Discovery, New Frontiers, and sample return missions currently under consideration, as well as having broad applicability to potential Flagship missions. This paper provides a brief overview of the ISPT program, describing the development status and technology infusion readiness of in-space propulsion technologies in the areas of electric propulsion, Aerocapture, Earth entry vehicles, propulsion components, Mars ascent vehicle, and mission/systems analysis.

Anderson, David J.↗

Mars Surface Tunnel Element Concept

When the first human visitors on Mars prepare to return to Earth, they will have to comply with stringent planetary protection requirements. Apollo Program experience warns that opening an EVA hatch directly to the surface will bring dust into the ascent vehicle. To prevent inadvertent return of potential Martian contaminants to Earth, careful consideration must be given to the way in which crew ingress their Mars Ascent Vehicle (MAV). For architectures involving more than one surface element-such as an ascent vehicle and a pressurized rover or surface habitat-a retractable tunnel that eliminates extravehicular activity (EVA) ingress is an attractive solution. Beyond addressing the immediate MAV access issue, a reusable tunnel may be useful for other surface applications, such as rover to habitat transfer, once its primary mission is complete. A National Aeronautics and Space Administration (NASA) team is studying the optimal balance between surface tunnel functionality, mass, and stowed volume as part of the Evolvable Mars Campaign (EMC). The study team began by identifying the minimum set of functional requirements needed for the tunnel to perform its primary mission, as this would presumably be the simplest design, with the lowest mass and volume. This Minimum Functional Tunnel then becomes a baseline against which various tunnel design concepts and potential alternatives can be traded, and aids in assessing the mass penalty of increased functionality. Preliminary analysis indicates that the mass of a single-mission tunnel is about 237 kg, not including mass growth allowance.

Rucker, Michelle A.↗

Mars-GRAM Support for the Mars Ascent Vehicle

Mars sample return is a bold concept, which entails gathering a varied, scientifically-relevant collection of Martian rock core samples and bringing them to Earth for analysis. To support this endeavor, the Marshall Space Flight Center (MSFC) is developing the Mars Ascent Vehicle (MAV), which is responsible for getting the collected samples off the planet. The MAV Preliminary Architecture Assessment (PAA) study is designing two vehicle architectures based on different propulsion configurations: a two-stage solid-solid concept, and a hybrid concept. Given different thrust profiles for the two configurations, each concept uses a unique trajectory to reach the same orbit. In support of the PAA, The MSFC Natural Environments Branch (EV44) was asked to produce tables of atmospheric parameters along each of the two trajectories. The Mars Global Reference Atmospheric Model (Mars-GRAM) is an EV44 tool that is ideally suited for this analysis. Mars-GRAM will continue supporting MAV development in future design cycles.

Burns, K. L.↗

Mission Design Overview for Mars 2003/2005 Sample Return Mission

In May 2003, a new and exciting chapter in Mars exploration will begin with the launch of the first of three spacecraft that will collectively contribute toward the goal of delivering samples from the Red Planet to Earth. This mission is called Mars Sample Return (MSR) and will utilize both the 2003 and 2005 launch opportunities with an expected sample return in October 2008. NASA and CNES are major partners in this mission. The baseline mission mode selected for MSR is Mars orbit rendezvous (MOR), analogous in concept to the lunar orbit rendezvous (LOR) mode used for Apollo in the 1960s. Specifically, MSR will employ two NASA-provided landers of nearly identical design and one CNES-provided orbiter carrying a NASA payload of rendezvous sensors, orbital capture mechanisms, and an Earth entry vehicle (EEV). The high-level concept is that the landers will launch surface samples into Mars orbit, and the orbiter will retrieve the samples in orbit and then carry them back to Earth. The first element to depart for Mars will be one of the two landers. Currently, it is proposed that an intermediate class launch vehicle, such as the Boeing Delta 3 or Lockheed Martin Atlas 3A, will launch this 1800-kg lander from Cape Canaveral during the May 2003 opportunity. The lander will utilize a Type-1 transfer trajectory with an arrival at Mars in mid-December 2003. Landing will be aided by precision approach navigation and a guided hypersonic entry to achieve a touchdown accuracy of 10 km or better. Although the exact landing site has not yet been determined, it is estimated that lander resource constraints will limit the site to between 15 degrees north and south latitudes. Following touchdown, the lander will deploy a six-wheeled, 60-kg rover carrying an extensive suite of instruments designed to aid in the analysis of the local terrain and collection of core samples from selected rocks. The surface mission is currently designed around a concept called the surface traverse. Each traverse will involve the rover exploring a selected area of terrain up to 100 meters from the lander, the collection of rock core samples, and the delivery of the samples from the traverse back to a sample canister on the lander. Planning estimates indicate that up to three traverses may be possible during the expected 90-sol lifetime of the lander. The canister that will receive the samples from the rover will be attached to the top stage of a small solid-fueled rocket mounted to the deck of the lander. This rocket is called the Mars Ascent Vehicle (MAV) and consists of three stages weighing a total of about 140 kg. After the conclusion of the surface mission, the MAV will lift-off and insert the sample canister into a near-circular orbit with an altitude of about 600 km and inclination of 45 degrees. The sample canister will wait in this orbit until it is retrieved by the orbiter sometime in early 2007. In August 2005, the second lander and a CNES-provided orbiter weighing 2700 kg will depart for Mars. Currently, it is proposed that a single Ariane 5 provided by CNES will launch both of these two elements onto a Type-2 transfer trajectory. Although the orbiter and lander will be launched together, they will separate shortly after injection and will fly to Mars as two independent spacecraft. However, both spacecraft will perform a maneuver between 10 and 15 days after launch so that their arrival times at Mars differ by between 12 and 24 hours. This scheme will reduce the operational complexity at the encounter date. A set of four 60-kg surface probes will ride piggyback on the orbiter to Mars. These CNES-provided probes are called Netlanders and will serve as surface stations for scientific investigations independent of the Mars Sample Return goals. Starting approximately one month prior to arrival at Mars, the orbiter will begin to release the Netlanders one at a time. Each release cycle will take several days, and will include time for precision navigation to execute one or two maneuvers that will target the Netlanders to their proper landing site. All four deployment cycles will be completed prior to 10 days before arrival. Both the orbiter and lander will arrive in late-July 2006. Upon arrival, the lander will perform a precision landing and surface mission similar in concept to the one that was executed during the 2003 opportunity. Although the landing site for the 2005 opportunity has not been selected, it is expected to be different from the 2003 site to enhance the diversity of the collected samples. The orbiter's arrival at Mars will be highlighted by the first use of aerocapture to insert a spacecraft into a capture orbit around another planet. The choice of aerocapture, as opposed to a propulsive orbit insertion, was considered mission enabling due to a reduction of over 2000 m/s in mission AV. Aerocapture will be targeted to produce a 250 km x 1400 km capture orbit with an inclination of 45 degrees. Current analysis indicates that achieving this goal will require approximately six minutes of flight deep in the atmosphere with a targeted periapsis of approach of about 43 km. After factoring into account the penalty for carrying a heat shield to survive aerocapture, the net savings compared to a propulsive orbital insertion amounts to several hundred kilograms.

Lee, Wayne J.↗

A feasibility study of unmanned rendezvous and docking in Mars orbit. Volume 1: Summary

The technical feasibility of achieving automatic rendezvous and docking in Mars orbit as a part of a surface sample return mission was investigated based on using as much existing Viking '75 Orbiter and Lander hardware as possible. Both 1981 and 1983/84 mission opportunities were considered. The principle result of the study was the definition of a three stage 289 kg Mars Ascent Vehicle (MAV) capable of accepting a 1 kg sample, injecting itself into a 2200 km circular orbit, and rendezvousing with an orbiting spacecraft carrying an earth return vehicle. Conclusions are that with state of the art systems plus limited application of new developments in areas where feasibility has already been demonstrated, e.g., solid rocket motor sterilization, it is possible to land a small ascent vehicle capable of automatically ascending and rendezvousing with a modified Viking '75 orbiter spacecraft. The mission can be flown in 1981 or 1983/84, but a dual launch or a larger launch vehicle than the Viking Titan 3 Centaur, or the use of space storable propellants for Mars orbit injection, would be required in the 1983/84 opportunity.

Source record↗

Mars Sample Return Using Commercial Capabilities: Propulsive Entry, Descent, and Landing of a Capsule Form Vehicle

This paper describes a critical portion of the work that has been done at NASA, Ames Research Center regarding the use of the commercially developed Dragon capsule as a delivery vehicle for the elements of a high priority Mars Sample Return mission. The objective of the investigation was to determine entry and landed mass capabilities that cover anticipated mission conditions. The "Red Dragon", Mars configuration, uses supersonic retro-propulsion, with no required parachute system, to perform Entry, Descent, and Landing (EDL) maneuvers. The propulsive system proposed for use is the same system that will perform an abort, if necessary, for a human rated version of the Dragon capsule. Standard trajectory analysis tools are applied to publically available information about Dragon and other legacy capsule forms in order to perform the investigation. Trajectory simulation parameters include entry velocity, flight path angle, lift to drag Ratio (L/D), landing site elevation, atmosphere density, and total entry mass, in addition engineering assumptions for the performance of the propulsion system are stated. Mass estimates for major elements of the overall proposed architecture are coupled to this EDL analysis to close the overall architecture. Three synodic launch opportunities, beginning with the 2022 opportunity, define the arrival conditions. Results state the relations between the analysis parameters as well as sensitivities to those parameters. The EDL performance envelope includes landing altitudes between 0 and -4 km referenced to the Mars Orbiter Laser Altimeter datum as well as minimum and maximum atmosphere density. Total entry masses between 7 and 10 mt are considered with architecture closure occurring between 9.0 and 10 mt. Propellant mass fractions for each major phase of the EDL - Entry, Terminal Descent, and Hazard Avoidance - have been derived. An assessment of the effect of the entry conditions on the Thermal Protection System (TPS) currently in use for Dragon missions shows no significant stressors. A useful payload mass of 2.0 mt is provided and includes mass and grow allowance for a Mars Ascent Vehicle (MAV), Earth Return Vehicle (ERV), and mission unique equipment. The useful payload supports an architecture that receives a sample from another surface asset and sends it directly back to Earth for recovery in a high Earth orbit. The work shows that emerging commercial capabilities as well as previously studied EDL methodologies can be used to efficiently support an important planetary science objective. The work also has applications for human exploration missions that will also use propulsive EDL techniques

EDL↗

Sustainable Mars Sample Return

The proposed Mars sample return mission will be completed using natural Martian resources for the majority of its operations. The system uses the following technologies: In-Situ Propellant Production (ISPP), a methane-oxygen propelled Mars Ascent Vehicle (MAV), a carbon dioxide powered hopper, and a hydrogen fueled balloon system (large balloons and small weather balloons). The ISPP system will produce the hydrogen, methane, and oxygen using a Sabatier reactor. a water electrolysis cell, water extracted from the Martian surface, and carbon dioxide extracted from the Martian atmosphere. Indigenous hydrogen will fuel the balloon systems and locally-derived methane and oxygen will fuel the MAV for the return of a 50 kg sample to Earth. The ISPP system will have a production cycle of 800 days and the estimated overall mission length is 1355 days from Earth departure to return to low Earth orbit. Combining these advanced technologies will enable the proposed sample return mission to be executed with reduced initial launch mass and thus be more cost efficient. The successful completion of this mission will serve as the next step in the advancement of Mars exploration technology.

Alston, Christie↗

Human Mars Surface Mission Surface Power Impacts on Timeline and Traverse Capabilities

The National Aeronautics and Aerospace Administration’s (NASA) Mars Architecture Team (MAT) developed a concept for power management operations to support a thirty-day, minimal infrastructure Mars surface mission. The surface elements in this minimal surface mission concept include three landers as platforms for surface operations, a crewed Mars ascent vehicle (MAV), an unpressurized rover, and a pressurized rover where the crew will live for the duration of the thirty-day mission. In this analysis the power system is a ten kilowatt fission power system, which has been selected for its resiliency to dust storms, and will provide power for all aspects of the surface mission including thermal management of propellant and electronic systems, communications, and battery recharge of mobile surface assets. Developing a power management plan with the consideration of the various elements and mission phases helps define the traverse and exploration capabilities for the crew in the pressurized rover. Also, considerations need to be made for the different power requirements for each phase of the surface mission including arrival, offload, surface exploration, launch preparation, and departure. The described analysis aims to achieve a balance of maintaining power to critical systems while enabling desired traverse and exploration range in the pressurized rover. Additionally, a few enhancing technologies were explored that could expand the power capability if the additional capacity is necessary in the future. This study is used as a baseline to understand the constraints on all aspects of the surface mission for a minimal surface infrastructure human Mars campaign if a ten-kilowatt fission surface power system is available on the surface.

Michael B. Chappell↗

Human Mars Mission Surface Power Impacts on Timeline and Traverse Capabilities

The National Aeronautics and Aerospace Administration’s (NASA) Mars Architecture Team (MAT) developed a concept for power management operations to support a thirty-day, minimal infrastructure Mars surface mission. The surface elements in this minimal surface mission concept include three landers as platforms for surface operations, a crewed Mars ascent vehicle (MAV), an unpressurized rover, and a pressurized rover where the crew will live for the duration of the thirty-day mission. In this analysis the power system is a ten kilowatt fission power system, which has been selected for its resiliency to dust storms, and will provide power for all aspects of the surface mission including thermal management of propellant and electronic systems, communications, and battery recharge of mobile surface assets. Developing a power management plan with the consideration of the various elements and mission phases helps define the traverse and exploration capabilities for the crew in the pressurized rover. Also, considerations need to be made for the different power requirements for each phase of the surface mission including arrival, offload, surface exploration, launch preparation, and departure. The described analysis aims to achieve a balance of maintaining power to critical systems while enabling desired traverse and exploration range in the pressurized rover. Additionally, a few enhancing technologies were explored that could expand the power capability if the additional capacity is necessary in the future. This study is used as a baseline to understand the constraints on all aspects of the surface mission for a minimal surface infrastructure human Mars campaign if a ten-kilowatt fission surface power system is available on the surface.

Michael B Chappell↗

Mars Ascent Vehicle Solid Propulsion Configuration

As part of a Mars Sample Return (MSR) campaign, two Mars Ascent Vehicle (MAV) configurations have been designed in parallel. Each ascent vehicle configuration has a different propulsion system, which ultimately leads to two unique vehicle designs. As part of a Preliminary Architecture Assessment (PAA), these vehicle designs were developed to the same level of maturity in order to inform the selection of one of the vehicles as the point of departure design for the campaign. The selection will be made in November 2019. Although the initial MSR architecture called for a hybrid-based propulsion MAV featuring solid wax fuel with liquid oxidizer, a configuration using more traditional solid propulsion was developed as an additional risk mitigation option. Though lacking in the single stage to orbit (SSTO) and throttle flexibility of a hybrid configuration, a solid configuration vehicle allows a simpler design with significantly longer flight heritage and higher Technology Readiness Level (TRL). This paper describes the design of the solid propulsion configuration. An additional paper will be published describing the design of the hybrid propulsion configuration. The solid propulsion configuration MAV was developed in 2019 by NASA Marshall Space Flight Center (MSFC) in association with NASA Jet Propulsion Laboratory (JPL). It features two stages with a modified STAR-17 motor for the second stage and a traditional electromechanical actuator Thrust Vector Controller (TVC). The vehicle was designed to deliver approximately 0.47kg of Martian geological samples to a circular orbit at Mars of 343km at a 25° inclination. Although solid motor designs in general are at a relatively high TRL, the integrated vehicle subsystems that operate in conjunction with these propulsion elements do not typically operate in a Martian environment, which in this application can get as cold as -40°C. The PAA advanced the maturity of these subsystems by performing detailed design and analysis on the vehicle with respect to structures and mechanisms, Guidance/Navigation/Control (GNC) systems, avionics, Reaction Control System (RCS), TVC, thermal environments, and advanced Computational Fluid Dynamics (CFD). This paper will summarize the results of these studies.

Yaghoubi, Darius↗

Mars Ascent Vehicle Solid Propulsion Configuration

As part of a Mars Sample Return (MSR) campaign, two Mars Ascent Vehicle (MAV) configurations have been designed in parallel. Each ascent vehicle configuration has a different propulsion system, which ultimately leads to two unique vehicle designs. As part of a Preliminary Architecture Assessment (PAA), these vehicle designs were developed to the same level of maturity in order to inform the selection of one of the vehicles as the point of departure design for the campaign. The selection will be made in November 2019. Although the initial MSR architecture called for a hybrid-based propulsion MAV featuring solid wax fuel with liquid oxidizer, a configuration using more traditional solid propulsion was developed as an additional risk mitigation option. Though lacking in the single stage to orbit (SSTO) and throttle flexibility of a hybrid configuration, a solid configuration vehicle allows a simpler design with significantly longer flight heritage and higher Technology Readiness Level (TRL). This paper describes the design of the solid propulsion configuration. An additional paper will be published describing the design of the hybrid propulsion configuration. The solid propulsion configuration MAV was developed in 2019 by NASA Marshall Space Flight Center (MSFC) in association with NASA Jet Propulsion Laboratory (JPL). It features two stages with a modified STAR-17 motor for the second stage and a traditional electromechanical actuator Thrust Vector Controller (TVC). The vehicle was designed to deliver approximately 0.47kg of Martian geological samples to a circular orbit at Mars of 343km at a 25° inclination. Although solid motor designs in general are at a relatively high TRL, the integrated vehicle subsystems that operate in conjunction with these propulsion elements do not typically operate in a Martian environment, which in this application can get as cold as -40°C. The PAA advanced the maturity of these subsystems by performing detailed design and analysis on the vehicle with respect to structures and mechanisms, Guidance/Navigation/Control (GNC) systems, avionics, Reaction Control System (RCS), TVC, thermal environments, and advanced Computational Fluid Dynamics (CFD). This paper will summarize the results of these studies.

Yaghoubi, Darius↗

Integrated Design Results for the MSR DAC-0.0 Mars Ascent Vehicle

The NASA Mars Sample Return (MSR) Campaign endeavors to return Martian regolith, rock, and atmospheric samples to Earth for scientific study. One of many significant challenges to overcome in the return of these samples lies in transporting them from the Martian surface to space. In order to surmount this challenge, the Campaign has conceptualized the need for a Mars Ascent Vehicle (MAV) to perform this function and deliver Martian samples to orbit. There, the samples will be ejected and captured by a separate spacecraft for return to Earth. Many concepts for a MAV have existed in the past, but it has not been until now that an integrated, detailed design solution has been developed and analyzed. Preliminary assessments of the initial architecture examined multiple methods of propulsion. The team ultimately determined that a Two Stage to Orbit (TSTO) solid propulsion vehicle would provide the most effective performance and be the most technologically ready to support this mission. Following the decision to adopt a TSTO solid propelled vehicle, the first official Design Analysis Cycle, DAC-0.0, was performed in Spring 2020 to formally advance the fidelity of the vehicle to a maturity level acceptable for NASA Key Decision Point A (KDP-A). This paper describes the resultant MAV design concept developed as part of the DAC-0.0 study by the NASA Marshall Space Flight Center (MSFC), in association with the NASA Jet Propulsion Laboratory (JPL). The TSTO vehicle features two solid rocket motors, one powering each stage. Their thrust vectors are controlled with Thrust Vector Control (TVC) systems consisting of independent electromechanical actuators acting on gimballed nozzles. The vehicle is designed to deliver up to 0.47kg of Martian samples to a Mars circular orbit of 343km at 27° inclination. Due to the unique environmental conditions that this vehicle is required to operate in, the subsystem design teams were compelled to develop creative and unorthodox designs to ensure a successful mission. The detailed design and analysis of these subsystems are discussed in this paper and include topics on the MAV Guidance, Navigation, and Control (GNC); structures and mechanisms; integrated vehicle thermal; avionics and flight software; a hydrazine-based Reaction Control System (RCS); aerosciences; and vehicle assembly, integration, and test (AI&T) considerations, among others. Following the conclusion of the MAV DAC-0.0, additional alternative architecture concepts were also studied to further reduce the mass of the overall system. The results of these studies will also be examined in this paper.

Darius Yaghoubi↗

Integrated Design Results for the MSR DAC-0.0 Mars Ascent Vehicle

The NASA Mars Sample Return (MSR) Campaign endeavors to return Martian regolith, rock, and atmospheric samples to Earth for scientific study. One of many significant challenges to overcome in the return of thesesamples lies in transporting them from the Martian surface to space. In order to surmount this challenge, the Campaign has conceptualized the need for a Mars Ascent Vehicle (MAV) to perform this function and deliver Martian samples to orbit. There, the samples will be ejected and captured by a separate spacecraft for return to Earth. Many concepts for a MAV have existed in the past, but it has not been until now that an integrated, detailed design solution has been developed and analyzed. Preliminary assessments of the initial architecture examined multiple methods of propulsion. The team ultimately determined that a Two Stage to Orbit (TSTO) solid propulsion vehicle would provide the most effective performance and be the most technologically ready to support this mission. Following the decision to adopt a TSTO solid propelled vehicle, the first official Design Analysis Cycle, DAC-0.0, was performed in Spring 2020 to formally advance the fidelity of the vehicle to a maturity level acceptable for NASA Key Decision Point A (KDP-A). This paper describes the resultant MAV design concept developed as part of the DAC-0.0 study by the NASA Marshall Space Flight Center (MSFC), in association with the NASA Jet Propulsion Laboratory (JPL). The TSTO vehicle features two solid rocket motors, one powering each stage. Their thrust vectors are controlled with Thrust Vector Control (TVC) systems consisting of independent electromechanical actuators acting on gimballed nozzles. The vehicle is designed to deliver up to 0.47kg of Martian samples to a Mars circular orbit of 343km at 27° inclination. Due to the unique environmental conditions that this vehicle is required to operate in, the subsystem design teams were compelled to develop creative and unorthodox designs to ensure a successful mission. The detailed design and analysis of these subsystems are discussed in this paper and include topics on the MAV Guidance, Navigation, and Control (GNC); structures and mechanisms; integrated vehicle thermal; avionics and flight software; a hydrazine-based Reaction Control System (RCS); aerosciences; and vehicle assembly, integration, and test (AI&T) considerations, among others. Following the conclusion of the MAV DAC-0.0, additional alternative architecture concepts were also studied to further reduce the mass of the overall system.

Mars↗

Mars Ascent Vehicle Hybrid Propulsion Configuration

As part of a Mars Sample Return (MSR) campaign, two Mars Ascent Vehicle (MAV) configurations have been designed in parallel. Each ascent vehicle configuration has a different propulsion system which ultimately leads to two unique vehicle designs. As part of a Preliminary Architecture Assessment (PAA), these vehicle designs were developed to the same level of maturity in order to inform the selection of one of the vehicles as the point of departure design for the campaign. The selection will be made in November 2019. The initial MSR architecture called for a hybrid-based propulsion MAV. This type of propulsion system calls for a solid wax motor that would utilize liquid MON-25 as an oxidizer. Hybrid rocket propulsion allows for more flexibility than traditional solid or liquid propulsion options, and typically benefits from the advantages of both. A hybrid motor can be throttled and shut down easily, and avoids significant risk in manufacturing and handling. On a theoretical level, hybrid motors perform at a higher specific impulse (Isp) than solid motors. The primary disadvantage of hybrid motors comes from additional complexity and significantly less flight heritage and low Technology Readiness Level (TRL). This paper describes the design of the hybrid propulsion configuration. An additional paper will be published describing the design of the solid propulsion configuration1. The hybrid propulsion configuration MAV was developed in 2019 by NASA Marshall Space Flight Center (MSFC) in association with NASA Jet Propulsion Laboratory (JPL). It features a Single Stage to Orbit (SSTO) design with an SP7A solid wax fuel and MON-25 liquid oxidizer. The liquid portion of the vehicle allows for a Liquid Injection Thrust Vector Controller (LITVC) as well as hypergolic propellant additives for ignition. The vehicle was designed to deliver approximately 0.31kg of Martian geological samples to a circular orbit at Mars of 343km at a 25o inclination. Although hybrid propulsion in general has been used on launch vehicles in the past, the integrated vehicle subsystems that operate in conjunction with these propulsion elements do not typically operate in a Martian environment, which in this application can get as cold as -40oC. The PAA advanced the maturity of these subsystems by performing detailed design and analysis on the vehicle with respect to structures and mechanisms, Guidance/Navigation/Control (GNC) systems, avionics, Reaction Control System (RCS), LITVC, thermal environments, and advanced Computational Fluid Dynamics (CFD). This paper will summarize the results of these studies.

Yaghoubi, Darius↗

Integrated Design Results for the MSR SRC Mars Ascent Vehicle

The primary mission of the NASA Mars Sample Return (MSR) Campaign is to return samples of the Martian surface to Earth for scientific study. As part of this campaign, NASA is developing a Mars Ascent Vehicle (MAV). This vehicle must survive an approximate two-year journey to the Martian surface as a payload aboard a separate lander spacecraft. After residing on the surface for another year, the MAV will carry a payload of samples into orbit. From there, following ejection from the MAV, the samples will rendezvous with an Earth return spacecraft for capture, and ultimately, return to Earth. The design of the MAV represents a number of unique challenges, as no launch vehicle has ever left the surface of a planet other than Earth. Although conceptual designs for a MAV have been in various levels of development since the 1970s, none have achieved the level of fidelity and support that exists in the current MSR-MAV design. Early MSR-MAV concept studies examined multiple methods of propulsion, ultimately deciding that a Two-Stage-to-Orbit (TSTO) solid propulsion vehicle would provide the most capable performance in a Martian environment. Following this key architecture decision, the vehicle design was further matured to a Solid-Solid Guided-Guided (SSGG) architecture for NASA Key Decision Point A (KDP-A). Although the SSGG design was able to meet all mission constraints, concerns were raised regarding limited mass margin on other elements of the MSR campaign at such an early phase. A design challenge was issued to reduce MAV total mass by as much as possible. It was ultimately determined that by moving a number of components of the vehicle second stage to the first stage, the overall vehicle mass could be reduced significantly. The new design features a much smaller and completely unguided second stage. This paper describes the resultant Solid-Solid Guided-Unguided (SSGU) MAV design concept developed as part of the Systems Requirement Cycle (SRC). This design was developed primarily by NASA Marshall Space Flight Center (MSFC), in association with NASA Jet Propulsion Laboratory (JPL) and NASA Langley Research Center (LaRC). The TSTO vehicle includes one solid rocket motor per stage. As the vehicle second stage is unguided, it features spin-stabilization to maintain vehicle stability during flight. An electromechanically actuated Thrust Vector Control (TVC) system and a monopropellant Reaction Control System (RCS) are employed for active guidance on the first stage. The vehicle is designed to deliver up to 0.47kg of Martian samples to a Mars circular orbit of 380km at 27° inclination. Due to the extremely unique design constraints of this mission, and a recent transition to a Risk Class A posture, the MAV team was compelled to devise unconventional solutions to the vehicle design. The detailed design and analysis of these subsystems and the vehicle as a whole are discussed in this paper relative to all of the engineering disciplines involved.

MAV↗

Navigation and performance analysis of a Mars surface sample return /MSSR/ mission

A Viking-derived MSSR mission involves a rendezvous in Mars orbit between the sample-carrying Mars Ascent Vehicle (MAV) and a modified Viking Orbiter spacecraft. Conditions for the automatic terminal rendezvous phase are established by an initial earth-controlled phase which uses very accurate relative state information obtained by multi-vehicle interferometric tracking data. A navigation analysis has demonstrated sufficient performance and control capability to satisfy those conditions prior to terminal rendezvous. Specific performance constraints for the mission are developed, leading to a sizing of vehicle weight requirements and trades applicable to a 1981 MSSR, launched by a single Titan IIIE/Centaur.

Satin, A. L.↗

Mars Sample Return mission: Two alternate scenarios

Two scenarios for accomplishing a Mars Sample Return mission are presented herein. Mission A is a low cost, low mass scenario, while Mission B is a high technology, high science alternative. Mission A begins with the launch of one Titan IV rocket with a Centaur G' upper stage. The Centaur performs the trans-Mars injection burn and is then released. The payload consists of two lander packages and the Orbital Transfer Vehicle, which is responsible for supporting the landers during launch and interplanetary cruise. After descending to the surface, the landers deploy small, local rovers to collect samples. Mission B starts with 4 Titan IV launches, used to place the parts of the Planetary Transfer Vehicle (PTV) into orbit. The fourth launch payload is able to move to assemble the entire vehicle by simple docking routines. Once complete, the PTV begins a low thrust trajectory out from low Earth orbit, through interplanetary space, and into low Martian orbit. It deploys a communication satellite into a 1/2 sol orbit and then releases the lander package at 500 km altitude. The lander package contains the lander, the Mars Ascent Vehicle (MAV), two lighter than air rovers (called Aereons), and one conventional land rover. The entire package is contained with a biconic aeroshell. After release from the PTV, the lander package descends to the surface, where all three rovers are released to collect samples and map the terrain.

Source record↗

Propulsion systems using in situ propellants for a Mars ascent vehicle

The indigenous propellants of oxygen and carbon monoxide were studied for use in a Mars Ascent Vehicle (MAV). Both the oxygen and carbon monoxide were evaluated as turbine working fluids for a full expander engine cycle used in the MAV. Two oxygen working fluid engines and four carbon monoxide engines were investigated. The maximum hot-gas-side wall temperature was limited to either 445 K (800 R) or 556 K (1000 R) over a range of working fluid mass flows. An engine thrust of 44.5 kN (1,000 lb(sub f)) was assumed. The engine characteristics of coolant inlet pressure, total engine length, specific impulse, pump efficiencies, and turbine power required were optimized. Of the six engines evaluated, the study showed that either type of working fluid was feasible for a MAV engine. Using carbon monoxide as the working fluid resulted in the best engine characteristics.

Wadel, Mary F.↗