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

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All sourcesNASA NTRSDOE OSTI
NASA NTRS2018

The Aeolus Mission Concept, an Innovative Mission to Study the Winds and Climate of Mars

Aeolus is a mission to provide the first set of global, seasonal, and diurnal data to characterize winds and study the climate of Mars. Aeolus measures surface and atmospheric temperatures, aerosol abundances, and Doppler shifts in atmospheric spectral lines. The payload includes a system of four of a new type of miniaturized Spatial Heterodyne Spectrometer (SHS) paired to two orthogonal viewing telescopes that can measure CO2 (daytime absorption) and O2 (day and night emission) lines in the Martian atmosphere. The Thermal Limb Sounder (TLS) instrument measures atmospheric temperature profiles and aerosol (H2O ice clouds, dust) profiles, and the Surface Radiometric Sensor Package (SuRSeP) measures the total reflected solar radiance, and surface temperatures down to 140K. These combined spectral and thermal measurements will provide a new understanding of the global energy balance, dust transport processes, and climate cycles in the Martian atmosphere. The mission concept for Aeolus consists of a single sub-100 kg secondary spacecraft in a highly inclined orbit, allowing it to pass over all local times. Aeolus attains global coverage of the surface for a mission duration of one Martian year, to capture climate patterns during each Martian season. This paper gives an overview of the Aeolus payload, spacecraft, and the methodology used to mature the Aeolus mission concept.

Mauro, David↗
NASA NTRS2016

Airborne Measurements of Ozone and Other Trace Gases Captured by the Alpha Jet Atmospheric eXperiment (AJAX) During the 2016 California Baseline Ozone Transport Study (CABOTS)

In October 2015, the Environmental Protection Agency lowered the National Ambient Air Quality Standard for ozone (O3) from 75 ppbv to 70 ppbv. However, meeting the stricter air standards is a challenge for certain areas of California, like the San Joaquin Valley (SJV), where O3 levels are typically high due to topography, meteorology, and local emissions. Another factor potentially contributing to increased surface O3 is the trans-Pacific transport of O3 from Asia. The extent of which O3stems from local emissions or is transported across the Pacific, however, is unclear. The California Ozone Transport Study (CABOTS), a joint effort between the California Air Resource Board, the National Oceanic and Atmospheric Administration, and San Jose State University, was conducted during the spring and summer of 2016 in an attempt to answer this question.Nearly 10 science flights were carried out by the Alpha Jet Atmospheric eXperiment (AJAX) between June and August 2016, based out of the NASA Ames Research Center. A summary of airborne O3, CO2, CH4, H2O, formaldehyde (HCHO), and 3D wind measurements will be presented. AJAX flights connect the fixed-location measurements at Visalia (TOPAZ ozone lidar) and Bodega Bay (ozonesondes), while exploring the spatial heterogeneity of O3 concentrations across California and at various offshore locations. Preliminary analyses of these flights will investigate connections between offshore O3 and Central Valley O3. Vertical profiles, time series, and tracer-tracer correlations will be employed to identify the sources of O3 during these flights.

Iraci, Laura T.↗
NASA NTRS2005

Hydrogen-powered flight

As the Nation moves towards a hydrogen economy the shape of aviation will change dramatically. To accommodate a switch to hydrogen the aircraft designs, propulsion, and power systems will look much different than the systems of today. Hydrogen will enable a number of new aircraft capabilities from high altitude long endurance remotely operated aircraft (HALE ROA) that will fly weeks to months without refueling to clean, zero emissions transport aircraft. Design and development of new hydrogen powered aircraft have a number of challenges which must be addressed before an operational system can become a reality. While the switch to hydrogen will be most outwardly noticeable in the aircraft designs of the future, other significant changes will be occurring in the environment. A switch to hydrogen for aircraft will completely eliminate harmful greenhouse gases such as carbon monoxide (CO), carbon dioxide (CO2), sulfur oxides (SOx), unburnt hydrocarbons and smoke. While these aircraft emissions are a small percentage of the amount produced on a daily basis, their placement in the upper atmosphere make them particularly harmful. Another troublesome gaseous emission from aircraft is nitrogen oxides (NOx) which contribute to ozone depletion in the upper atmosphere. Nitrogen oxide emissions are produced during the combustion process and are primarily a function of combustion temperature and residence time. The introduction of hydrogen to a gas turbine propulsion system will not eliminate NOx emissions; however the wide flammability range will make low NOx producing, lean burning systems feasible. A revolutionary approach to completely eliminating NOx would be to fly all electric aircraft powered by hydrogen air fuel cells. The fuel cells systems would only produce water, which could be captured on board or released in the lower altitudes. Currently fuel cell systems do not have sufficient energy densities for use in large aircraft, but the long term potential of eliminating greenhouse gas emissions makes it an intriguing and important field of research.

Smith, Timothy D.↗
NASA NTRSDate not supplied

Capability Gaps Assessment and Identification of Critical Technology Elements for Mars Transit Habitat

The Habitation Systems Development Office (HP40) at NASA Marshall Space Flight Center supports systems engineering, integration, and project management for next generation space habitats. For in space operations and eventual transport of humans to Mars, NASA will rely on a Mars Transit Habitat (TH). The TH will be designed for an up to 1,200-day Mars mission and will carry all food and supplies needed to support four crew for this duration. In the current concept of operations, Mars TH transfers to near rectilinear halo orbit (NRHO) following launch and docks at Gateway as a visiting vehicle. While there, the TH will complete system shakedown testing and a series of analog missions which will grow from 3 to 6+ months in duration TH also augments Gateway’s habitation capabilities beyond 60-days. Proposed Gateway-TH missions will far exceed the longest duration cislunar human missions to date. These shakedown missions will also be the first operational readiness tests of Mars TH’s long-duration deep space systems, and of the split crew (two crew on the surface, two crew in space) operations that are vital to the approach for the first human Mars mission. Once shakedown missions are complete, Mars TH departs Gateway to aggregate with the Mars propulsion system in NRHO before onboarding the crew and final supplies in Earth orbit via a co-manifested Orion-logistics module. Orion and the LM return to Earth prior to the now aggregated Deep Space Transport vehicle’s journey to Mars. Development of the Mars TH requires significant technology development and maturation. Each year the agency performs a capability gaps assessment, where gaps developed by subject matter experts (SMEs) in various engineering/science disciplines are linked to architectural elements in formulation and prioritized. A gap captures the difference between the current state-of-the-art and the maturity of the capability that is needed to enable or enhance a mission as it is currently envisioned in the government reference architecture. HP40 conducted a gap analysis for Mars TH which will be summarized in this poster. Gaps classified as enabling (which means the mission cannot achieve success without gap closure) were subsequently used to identify critical technology elements (CTEs) for Mars TH. This identification of CTEs was also informed by an examination of the product breakdown structure for Mars TH and focused conversations with SMEs in specific technology areas. CTEs identified for Mars TH to date include the following (note this is not a comprehensive list – CTEs listed represent those in MSFC’s capability areas): inflatable softgoods for habitation; enhanced CO2 recovery; life support systems with greater levels of reliability and maintainability; autonomous guidance, navigation, command and control; and radiators for the Mars TH application. The habitation systems development team is currently delving deeper into each CTE to assess technology approaches being pursued, their maturity, and the degree of difficulty in maturation to meet projected Mars TH timelines. This poster will summarize work to date on the identification of enabling capability gaps linked to Mars TH and provide insight into the associated CTEs and technology maturation efforts.

technology development↗
NASA NTRS1988

Chemical abundance of comets

Observations of NH2, (OI) and molecular ion spectra in comets represent virtually all of the volatile fraction of a comet nucleus. Their study leads to the N2, NH3, H2O, CO2, CO content of the nucleus, and thus to important constraints on models of comet formation and chemical processing in the primitive solar nebula. The observations of Comet Halley provide the opportunity for the first comprehensive determination of the abundances in a comet nucleus. The carbon isotope abundance ratio 12 C/13 C = 65 plus or minus 8 has been determined for Comet Halley from resolved rotational line structure in the CN B-X (0,0) band. The ratio is approximately 30 pct lower than the solar system value, 89, indicating either an enhancement of 13CN or a depletion of 12CN in the comet. Scenarios consistent with the observed carbon isotope ratio are: (1) formation of the comet at the periphery of the solar nebula in a fractionation-enriched 13CN region, or hidden from 12CN enrichment sources, and (2) capture of an interestellar comet. Long-slit charge coupled device (CCD) spectra obtained at the time of the spacecraft encounter of Comet Halley have also been analyzed. Scale lengths, production rates and column densities of CH, CN, C2 and NH2 were determined.

Wyckoff, Susan↗
NASA NTRS2018

Preliminary Testing of NASA's Molecular Adsorber Coating Technology for Future Missions to Mars

The Molecular Adsorber Coating (MAC) is a sprayable coatings technology that was developed at NASA Goddard Space Flight Center (GSFC). The coating is comprised of highly porous, zeolite materials that help capture outgassed molecular contaminants on spaceflight applications. The adsorptive capabilities of the coating can alleviate molecular contamination concerns on or near sensitive surfaces and instruments within a spacecraft. This paper will discuss the preliminary testing of NASA’s MAC technology for use on future missions to Mars. The study involves evaluating the coating’s molecular adsorption properties in simulated test conditions, which include the vacuum environment of space and the Martian atmosphere. MAC adsorption testing was performed using a commonly used plasticizer called dioctyl phthalate (DOP) as the test contaminant.

CO2↗
NASA NTRSDate not supplied

Design for an Integrated Open-Loop System for Carbon Dioxide Removal using Liquid Amine

Manned Space missions require maintaining a safe environment for the crew that can both sustain a breathable atmosphere and remove pollutants. Carbon dioxide, while not toxic in low concentrations, accumulates as crew members work and breath and can eventually affect the crew’s health. Therefore, a constant, passive system to remove the carbon dioxide build up is necessary for long-term missions. Currently, the prevailing liquid sorbent used in submarines and industrial flue gas utilizes the primary amine, monoethanolamine (MEA), to capture, transfer, and remove carbon dioxide from air. Diglycolamine (DGA) is an alternate primary amine that has similar performance and less volatility. It is currently being studied at Ames Research Center (ARC) and is the primary candidate for the operation of the sub-scale liquid amine test stand. The test stand is used to investigate liquid flow and liquid gas interfaces to assist in a system design for microgravity applications. The test stand includes a wedge design utilizes capillary action to hold the liquid while allowing gas-liquid interaction for carbon dioxide transfer. These wedge trays are placed in a contactor unit to remove carbon dioxide from the air stream, a degasser unit to replenish the liquid amine, and a capillary condensing heat exchanger (CCHX) to recapture water lost in the degasser unit. Nominal operating conditions for the contactor are a gas flow rate of 26scfm enriched with pure CO2 to 2600ppm and a liquid mixture of 65/35 vol% DGA/H2O at 0.65mL/min while the degasser was operated at 100°C and 1 atm. This paper discusses the challenges and limitations of a fully integrated system which will influence the design of a new subscale test stand.

Adrian Cortez↗
NASA NTRS2018

Preliminary Testing of NASA's Molecular Adsorber Coating Technology for Future Missions to Mars

The Molecular Adsorber Coating (MAC) is a sprayable coatings technology that was developed at NASA Goddard Space Flight Center (GSFC). The coating is comprised of highly porous, zeolite materials that help capture outgassed molecular contaminants on spaceflight applications. The adsorptive capabilities of the coating can alleviate molecular contamination concerns on or near sensitive surfaces and instruments within a spacecraft. This paper will discuss the preliminary testing of NASA's MAC technology for use on future missions to Mars. The study involves evaluating the coating's molecular adsorption properties in simulated test conditions, which include the vacuum environment of space and the Martian atmosphere. MAC adsorption testing was performed using a commonly used plasticizer called dioctyl phthalate (DOP) as the test contaminant.

outgassing↗
NASA NTRS2020

Land management and climate change determine second‐generation bioenergy potential of the US Northern Great Plains

Bioenergy with carbon capture and storage (BECCS) has been proposed as a potential climate mitigation strategy raising concerns over trade‐offs with existing ecosystem services. We evaluate the feasibility of BECCS in the Upper Missouri River Basin (UMRB), a landscape with diverse land use, ownership, and bioenergy potential. We develop land‐use change scenarios and a switchgrass (Panicum virgatum L.) crop functional type to use in a land‐surface model to simulate second‐generation bioenergy production. By the end of this century, average annual switchgrass production over the UMRB ranges from 60 to 210 Tg dry mass/year and is dependent on the Representative Concentration Pathway for greenhouse gas emissions and on land‐use change assumptions. Under our simple phase‐in assumptions this results in a cumulative total production of 2,000–6,000 Tg C over the study period with the upper estimates only possible in the absence of climate change. Switchgrass yields decreased as average CO2 concentrations and temperatures increased, suggesting the effect of elevated atmospheric CO2 was small because of its C4 photosynthetic pathway. By the end of the 21st century, the potential energy stored annually in harvested switchgrass averaged between 1 and 4 EJ/year assuming perfect conversion efficiency, or an annual electrical generation capacity of 7,000–28,000 MW assuming current bioenergy efficiency rates. Trade‐offs between bioenergy and ecosystem services were identified, including cumulative direct losses of 1,000–2,600 Tg C stored in natural ecosystems from land‐use change by 2090. Total cumulative losses of ecosystem carbon stocks were higher than the potential ~300 Tg C in fossil fuel emissions from the single largest power plant in the region over the same time period, and equivalent to potential carbon removal from the atmosphere from using biofuels grown in the same region. Numerous trade‐offs from BECCS expansion in the UMRB must be balanced against the potential benefits of a carbon‐negative energy system.

climate change↗
NASA NTRS2020

Observational Constraints on the Effective Climate Sensitivity from the Historical Period

The observed warming in the atmosphere and ocean can be used to estimate the climate sensitivity linked to present-day feedbacks, which is referred to as the effective climate sensitivity (Shist). However, such an estimate is affected by uncertainty in the radiative forcing, particularly aerosols, over the historical period. Here, we make use of detection and attribution techniques to derive the surface air temperature and ocean warming that can be attributed directly to greenhouse gas increases. These serve as inputs to a simple energy budget to infer the likelihood of Shist in response to observed greenhouse gases increases over two time periods (1862–2012 and 1955–2012). The benefit of using greenhouse gas attributable quantities is that they are not subject to uncertainties in the aerosol forcing (other than uncertainty in the attribution to greenhouse gas versus aerosol forcing not captured by the multi-model aerosol response pattern). The resulting effective climate sensitivity estimate, Shist, ranges from 1.3 °Cto 3.1 °C(5%–95% range) over the full instrumental period (1862–2012) for our best estimate, and gets slightly wider when considering further uncertainties. This estimate increases to 1.7 °C–4.6 °C if using the shorter period (1955–2012).We also evaluate the climate model simulated surface air temperature and ocean heat content increase in response to greenhouse gas forcing over the same periods, and compare them with the observationally-constrained values.We find that that the ocean warming simulated in greenhouse gas only simulations in models considered here is consistent with that attributed to greenhouse gas increases from observations, while one model simulates more greenhouse gas-induced surface air warming than observed. However, other models with sensitivity outside our range show greenhouse gas warming that is consistent with that attributed in observations, emphasising that feedbacks during the historical period may differ from the feedbacks at CO2 doubling and from those at true equilibrium.

Tokarska, Katarzyna B↗
NASA NTRS2019

Maximum Carbon Uptake Rate Dominates the Interannual Variability of Global Net Ecosystem Exchange

Terrestrial ecosystems contribute most of the interannual variability (IAV) in atmospheric carbon dioxide (CO2) concentrations, but processes driving the IAV of net ecosystem CO2 exchange (NEE) remain elusive. For a predictive understanding of the global C cycle, it is imperative to identify indicators associated with ecological processes that determine the IAV of NEE. Here, we decompose the annual NEE of global terrestrial ecosystems into their phenological and physiological components, namely maximum carbon uptake (MCU) and release (MCR), the carbon uptake period (CUP), and two parameters, α and β, that describe the ratio between actual versus hypothetical maximum C sink and source, respectively. Using long‐term observed NEE from 66 eddy covariance sites and global products derived from FLUXNET observations, we found that the IAV of NEE is determined predominately by MCU at the global scale, which explains 48% of the IAV of NEE on average while α, CUP, β, and MCR explain 14%, 25%, 2%, and 8%, respectively. These patterns differ in water‐limited ecosystems versus temperature‐ and radiation‐limited ecosystems; 31% of the IAV of NEE is determined by the IAV of CUP in water‐limited ecosystems, and 60% of the IAV of NEE is determined by the IAV of MCU in temperature‐ and radiation‐limited ecosystems. The Lund‐Potsdam‐Jena (LPJ) model and the Multi‐scale Synthesis and Terrestrial Model Inter‐comparison Project (MsTMIP) models underestimate the contribution of MCU to the IAV of NEE by about 18% on average, and overestimate the contribution of CUP by about 25%. This study provides a new perspective on the proximate causes of the IAV of NEE, which suggest that capturing the variability of MCU is critical for modeling the IAV of NEE across most of the global land surface.

Fu, Zheng↗
NASA NTRS2023

The Hydrological Cycle and Ocean Circulation of the Maritime Continent in the Mid-Pliocene: Results From PlioMIP2

The Maritime Continent (MC) forms the western boundary of the tropical Pacific Ocean, and relatively small changes in this region can impact the climate locally and remotely. In the mid-Piacenzian warm period of the Pliocene (mPWP; 3.264 to 3.025 Ma) atmospheric CO2 concentrations were ∼ 400 ppm, and the subaerial Sunda and Sahul shelves made the land–sea distribution of the MC different to today. Topographic changes and elevated levels of CO2, combined with other forcings, are therefore expected to have driven a substantial climate signal in the MC region at this time. By using the results from the Pliocene Model Intercomparison Project Phase 2 (PlioMIP2), we study the mean climatic features of the MC in the mPWP and changes in Indonesian Throughflow (ITF) with respect to the preindustrial. Results show a warmer and wetter mPWP climate of the MC and lower sea surface salinity in the surrounding ocean compared with the preindustrial. Furthermore, we quantify the volume transfer through the ITF; although the ITF may be expected to be hindered by the subaerial shelves, 10 out of 15 models show an increased volume transport compared with the preindustrial. In order to avoid undue influence from closely related models that are present in the PlioMIP2 ensemble, we introduce a new metric, the multi-cluster mean (MCM), which is based on cluster analysis of the individual models. We study the effect that the choice of MCM versus the more traditional analysis of multi-model mean (MMM) and individual models has on the discrepancy between model results and data. We find that models, which reproduce modern MC climate well, are not always good at simulating the mPWP climate anomaly of the MC. By comparing with individual models, the MMM and MCM reproduce the preindustrial sea surface temperature (SST) of the reanalysis better than most individual models and produce less discrepancy with reconstructed sea surface temperature anomalies (SSTA) than most individual models in the MC. In addition, the clusters reveal spatial signals that are not captured by the MMM, so that the MCM provides us with a new way to explore the results from model ensembles that include similar models.

Hydrological cycle↗
NASA NTRS2023

The Statistical Emulators of GGCMI Phase 2: Responses of Year-to-Year Variation of Crop Yield to CO 2 , Temperature, Water and Nitrogen Perturbations

Understanding the impact of climate change on year-to-year variation of crop yield is critical to global food stability and security. While crop model emulators are believed to be lightweight tools to replace the models, few emulators have been developed to capture such interannual variation of crop yield in response to climate variability. In this study, we developed a statistical emulator with a machine learning algorithm to reproduce the response of year-to-year variation of four crop yields to CO 2 (C), temperature (T), water (W), and nitrogen (N) perturbations defined in the Global Gridded Crop Model Intercomparison Project (GGCMI) phase 2. The emulators were able to explain more than 52 % of the variance of simulated yield and performed well in capturing the year-to-year variation of global average and gridded crop yield over current croplands in the baseline. With the changes in CO 2 –temperature–water–nitrogen (CTWN) perturbations, the emulators could reproduce the year-to-year variation of crop yield well over most current cropland. The variation of R and the mean absolute error was small under the single CTWN perturbations and dual-factor perturbations. These emulators thus provide statistical response surfaces of yield, including both its mean and interannual variability, to climate factors. They could facilitate spatiotemporal downscaling of crop model simulation, projecting the changes in crop yield variability in the future and serving as a lightweight tool for multi-model ensemble simulation. The emulators enhanced the flexibility of crop yield estimates and expanded the application of large-ensemble simulations of crop yield under climate change.

Climate change↗
NASA NTRS2021

Hybrid Electric Aircraft Thermal Management: Now, New Visions and Future Concepts and Formulation

The global fuel consumption by commercial airlines has increased each year since 2009 and is predicted to reach an all-time high of 97 billion gallons in 2019. There is also an environmental impact from this: CO2 emissions from commercial passenger and freight operations totaled 918 Mt in 2018 (ICCT, 2019), or around 2.5% of global energy-related CO2 emissions. Passenger transport accounted for 81% of the total. Emissions from aviation have grown 32% over the past five years. Coupled with this aspect, there is a continuous and growing need to satisfy ever-growing electrical power needs on commercial and military aircraft. All the armed services (Army, Navy, and Air Force) are continuously trying to enhance UAV (unmanned aerial vehicle) endurance and range across a broad fleet of different aircraft. The commercial Boeing 787 requires about 1.2MWe and that is expected to grow. Current technologies used to supply increased on-board electrical power are generally: 1) “burn more fuel and convert through on-board generators” and 2) use additional heavy (i.e., weight-inefficient) and sometimes unsafe battery systems on-board the aircraft. The aircraft industry is seeking new, innovative ways to satisfy this increasing power demand. One as-yet-untapped power source is the enormous amount of “waste” thermal energy flowing out the jet engine exhaust; some estimates in smaller “by-pass” flow jet engines is several hundreds of kilowatts (e.g., Pratt & Whitney Canada PW545B turbofan). This quantity is much higher in large jet engines associated with commercial aircraft. This large waste thermal energy manifests itself in large temperature differences within the by-pass-flow engine exhaust system relative to outside ambient conditions, because of the actual by-pass engine design configuration. There is strong need to develop thermal technologies and systems that could harness and convert at least a portion of this thermal energy into useful electrical energy to satisfy growing on-board electrical needs. In addition, there is a strong desire within the aircraft and engine manufacturing community to reduce the “carbon footprint” of the industry though reduced fuel usage worldwide. NASA has a robust aircraft electrification program to meet these desires and support industry in its aircraft electrification objectives. This program is integrating thermoacoustic systems, advanced lightweight heat exchanger technology, and advanced heat pipe technology to capture and transport large amounts of engine waste thermal energy for on-board power conversion, advanced heat-pump cooling, and exergy enhancement (i.e., temperature lift). Advanced lightweight heat exchangers are envisioned to capture engine exhaust thermal energy at approximately 673 K and deliver it to efficient thermoacoustic power conversion systems operating at temperature ratios (Thot/Tcold) > 1.6. Advanced heat pipe systems are envisioned to transport thermal energy from low temperature sources, through thermoacoustic heat pumps, to high temperature needs such as wing anti-icing, fuel pre-heating, and combustion air pre-heating. The paper will discuss the current state-of-the-art, objectives, system design architecture, and remaining technical challenges in system formulation within the NASA aircraft electrification program.

Dyson, Rodger↗
NASA NTRS2018

Triton Hopper: Exploring Neptune's Captured Kuiper Belt Object

Neptune's moon Triton is a fascinating object, a dynamic moon with an atmosphere, and geysers. Triton is unique in the outer solar system in that it is most likely a captured Kuiper belt object (KBO), a leftover building block of the solar system. When Voyager flew by it was the coldest body yet found in our solar system (33 degrees Kelvin) and had volcanic activity, geysers, and a thin atmosphere. It is covered in ices made from nitrogen, water, and carbon-dioxide, and shows surface deposits of tholins, organic compounds that may be precursor chemicals to the origin of life. Exploring Triton will be a challenge well beyond anything done in previous missions; but the unique environment of Triton also allows some new possibilities for mobility. We developed a conceptual design of a Triton Hopping probe that both analyzes the surface and collects it for use to propel its hops. The Hopper would land near the South Pole in 2040 where geysers have been detected. Depending the details of propulsion chosen the Hopper should be able to jump over 300 kilometers in 60 hops or less, exploring the surface and thin atmosphere on its way. This craft will autonomously carry out detailed scientific investigations on the surface, below the surface (drilling) and in the upper atmosphere to provide unprecedented knowledge of a KBO-turned moon and expanding NASA's existing capabilities in deep space planetary exploration to include Hoppers using different ices for propellant. Triton is roughly 2700 kilometers in diameter with a surface of mostly frozen nitrogen, mostly water ice crust and core of metal and rock. Its gravity is half that of Earth's Moon and its atmosphere is 170,000th of Earth's or 0.3 of Mars.The mission concept studied investigated the full surface and atmospheric phenomenon: chemical composition of surface and near subsurface materials, the thin atmosphere, volcanic and geyser activity. Measurements of all these aspects of Triton's unique environment can only be made through focused in-situ exploration with a well-instrumented craft. And this craft will be provided revolutionary mobility, nearly global, using in-situ ices as propellants. While other concepts have looked at gathering gases at Mars to propel a hopper, long periods of time are needed to gather the thin CO2 atmosphere. Several gases, mainly nitrogen are on the surface in a readily dense ice form and just need to be picked up, vaporized and used for propellant.

low conductivity materials↗