Conceptual design studies of an advanced Mariner Mars flyby/lander system.
Conceptual design and parametric evaluation of advanced Mariner flyby bus/lander mission to Mars in 1969 and 1971 launch opportunities
PLANETARY LANDING↗
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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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Modeling and Test Data Analysis of a Tank Rapid Chill and Fill System for the Advanced Shuttle Upper Stage (ASUS) Concept
The Advanced Shuttle Upper Stage (ASUS) concept addresses safety concerns associated .with cryogenic stages by launching empty, and filling on ascent. The ASUS employs a rapid chill and fill concept. A spray bar is used to completely chill the tank before fill, allowing the vent valve to be closed during the fill process. The first tests of this concept, using a flight size (not flight weight) tank. were conducted at Marshall Space Flight Center (MSFC) during the summer of 2000. The objectives of the testing were to: 1) demonstrate that a flight size tank could be filled in roughly 5 minutes to accommodate the shuttle ascent window, and 2) demonstrate a no-vent fill of the tank. A total of 12 tests were conducted. Models of the test facility fill and vent systems, as well as the tank, were constructed. The objective of achieving tank fill in 5 minutes was met during the test series. However, liquid began to accumulate in the tank before it was chilled. Since the tank was not chilled until the end of each test, vent valve closure during fill was not possible. Even though the chill and fill process did not occur as expected, reasonable model correlation with the test data was achieved.
Flachbart, Robin↗
Mission oriented study of advanced nuclear system parameters, phase IV, volume III FINAL report, May 1965 - Dec. 1966
Analyses of swingby and conjunction class missions, mission aborts, and launch azimuth constraints based on manned Mars stopover missions study
ABORT↗
Launch and Propulsion Systems Materials and Process Development for Rocket Engine Components: Turbomachinery
This presentation identifies the key materials with the highest payoff to advance the state-of-the-art in materials for turbomachinery. Current show stoppers for advancing the state of the art in materials and processes were identified. Technical issues associated with incorporating key materials into new systems are discussed. Opportunities, where they exist, are identified to overcome these technical challenges.
Cannon, James L.↗
Kennedy Space Center
Among 2011's many accomplishments, we safely retired the Space Shuttle Program after 30 incredible years; completed the International Space Station and are taking steps to enable it to reach its full potential as a multi-purpose laboratory; and helped to expand scientific knowledge with missions like Aquarius, GRAIL, and the Mars Science Laboratory. Responding to national budget challenges, we are prioritizing critical capabilities and divesting ourselves of assets no longer needed for NASA's future exploration programs. Since these facilities do not have to be maintained or demolished, the government saves money. At the same time, our commercial partners save money because they do not have to build new facilities. It is a win-win for everyone. Moving forward, 2012 will be even more historically significant as we celebrate the 50th Anniversary of Kennedy Space Center. In the coming year, KSC will facilitate commercial transportation to low-Earth orbit and support the evolution of the Space Launch System and Orion crew vehicle as they ready for exploration missions, which will shape how human beings view the universe. While NASA's Vision is to lead scientific and technological advances in aeronautics and space for a Nation on the frontier of discovery KSC's vision is to be the world's preeminent launch complex for government and commercial space access, enabling the world to explore and work in space. KSC's Mission is to safely manage, develop, integrate, and sustain space systems through partnerships that enable innovative, diverse access to space and inspires the Nation's future explorers.
Griffin, Amanda↗
Design, develop, fabricate, assemble and checkout and advanced active damper system
An active electromagnetic damper system was developed for and used in a 5.5% aeroelastic model of Saturn 1B/SA206 launch configuration in wind tunnel tests to determine ground wind-induced loads. Detailed descriptions are given of the damper development program: approach, design analyses, fabrication, checkout, system calibration, wind tunnel test results, damper assembly and operating instructions, and trouble-shooting procedures. Conclusions and recommendations to improve the damper system for future applications are also presented.
Chang, C. S.↗
Remote Sensing: an International Perspective
The United States Government is not planning the continuation of the LANDSAT program beyond the anticipated date of 1988. Other sources of data which must ensure a continuity of information to the resource manager are environmental satellites to be launched in the next 5-10 by other entities. AEROS, and advanced Earth Resources Observation System, a private sector program, privately funded, and operated on a commercial basis, the AEROS data system, and CEDIS the combined environmental data information system are under development for the U.S. The European Space Agency's ERS-1, France's SPOT, Japan's MOS-1, Canada's RADARSAT, and India's IRS-1 satellites and their sensors are described.
Mcclure, M.↗
Flight Demonstrations of Orbital Space Plane (OSP) Technologies
The Orbital Space Plane (OSP) Program embodies NASA s priority to transport Space Station crews safely, reliably, and affordably, while it empowers the Nation s greater strategies for scientific exploration and space leadership. As early in the development cycle as possible, the OSP will provide crew rescue capability, offering an emergency ride home from the Space Station, while accommodating astronauts who are deconditioned due to long- duration missions, or those that may be ill or injured. As the OSP Program develops a fully integrated system, it will use existing technologies and employ computer modeling and simulation. Select flight demonstrator projects will provide valuable data on launch, orbital, reentry, and landing conditions to validate thermal protection systems, autonomous operations, and other advancements, especially those related to crew safety and survival.
Turner, Susan↗
Pterodactyl: Non-Propulsive Control System Designs for Future Planetary Missions
Advances in deployable entry vehicle (DEV) technology, entry guidance, woven thermal protection systems, and affordable launch services make it possible to conceive of entry vehicles that optimize maneuverability, usable payload mass and volume, and operational costs. NASA's Space Technology Mission Directorate is currently funding the authors on a project, Pterodactyl, that is using on-the-fly trajectory design and integrated software and hardware development to investigate non-propulsive entry control systems for precision targeting of mechanical DEVs. The authors recently reported developments of these control systems for an asymmetric DEV to track bank commands for a lunar return entry. For this presentation, the authors will highlight key findings from their studies and propose rapid investigations of applications to future Mars missions such as sample return and asset delivery. Pterodactyl entry vehicle designs are suited to handle sensitive payloads and poised to achieve greater payload mass and volume compared to heritage entry vehicles given a particular launch vehicle. Furthermore, these designs could be adapted to launch on less costly launch vehicles as secondary payloads and could enable missions with high-frequency deployment requirements.
Alunni, Antonella↗
Pterodactyl: Non-propulsive Control Systems for Future Planetary Missions
This white paper presents an assessment of control systems as it relates to state-of-the-art hypersonic entry vehicles and addresses technological advances that enable new control systems for future hypersonic entry vehicles. Advancements in deployable entry vehicle (DEV) technology, entry guidance, woven thermal protection systems, and affordable launch services make it possible to conceive of entry vehicles that optimize entry loads, maneuverability, usable payload mass and volume, and operational costs. NASA’s Space Technology Mission Directorate (STMD) is currently funding the authors on a project, Pterodactyl, that is using on-the-fly trajectory design and integrated software and hardware development to investigate non-propulsive entry control systems for precision targeting of mechanical DEVs. The authors recently reported key findings of these control systems for an asymmetric DEV to track bank commands for a lunar sample return entry.
Sarah D'Souza↗
Navigation for the ACS3 Solar Sail Mission
NASA’s Advanced Composite Solar Sail System (ACS3) mission consists of a spacecraft that plans to be launched in early 2024. The spacecraft carries an 80 m2 solar sail that can produce effective thrust to alter the initial 1000 km sun-synchronous orbit. The main objective of the mission is to demonstrate the capabilities of the solar sail to effectively change various orbital parameters such as the semi-major axis and the inclination. Various composite materials were used to produce the sail, together with lightweight booms that will deploy from a 12U CubeSat bus. The astrodynamics team at NASA Ames Research Center has built a Flight Dynamics System (FDS) to provide mission navigation and to produce regular ephemeris once in orbit. The FDS can compute the trajectories that the spacecraft will perform once the sail is deployed. To achieve that, GPS data is obtained from the spacecraft telemetry and then is used with a Kalman filter and a smoother to obtain an orbit determination solution. The outcome of this process reduces the position and velocity uncertainty in a daily cadence. After that, the state vector output is used to feed a propagation model that includes the updated attitude and orbit of the spacecraft at that given moment. The trajectory model considers the updated attitude plan of the spacecraft as well as the environment conditions such as the solar weather to compute the associated drag and solar radiation pressure. This paper explains in detail the implementation of the FDS, as well as the solar sail solar radiation pressure trajectory model. We also present the results of several potential trajectory models under various assumptions of orbit parameters, attitude, environment, and material properties. In addition, we introduce a trajectory model for potential interplanetary use of an equivalent solar sail in the future. The outcome of this process will be critical to achieving the objective of determining effective altitude change produced by the solar sail.
Andres Dono Perez↗
Navigation for the ACS3 Solar Sail Mission
NASA’s Advanced Composite Solar Sail System (ACS3) mission consists of a spacecraft that plans to be launched no earlier than April 2024. The spacecraft carries an 81 m2 solar sail that can produce effective ΔV to alter the initial 1000 km sun-synchronous orbit. The main objective of the mission is to demonstrate the capabilities of the solar sail to effectively change the semi-major axis of its initial orbit. Various composite materials were used to produce the sail, together with lightweight booms that will deploy from a 12U CubeSat bus. The ACS3 navigation team at NASA Ames Research Center has built a Flight Dynamics System (FDS) to provide mission navigation and to produce regular ephemeris once in orbit. The FDS can compute the orbit transfers that the spacecraft will perform once the sail is deployed. To achieve that, GPS data is obtained from the spacecraft telemetry and then is used with a Kalman filter and a smoother to obtain an orbit determination solution. The outcome of this process reduces the position and velocity uncertainty in a daily cadence. After that, the state vector output is used to feed a propagation model that includes the updated attitude and orbit of the spacecraft at that given moment. The trajectory model considers the updated attitude plan of the spacecraft as well as the environment conditions such as the solar weather to compute the associated drag and solar radiation pressure. This paper explains in detail the implementation of the FDS, as well as the solar sail solar radiation pressure trajectory model. We also present the results of several potential trajectory models under various assumptions of orbit parameters, attitude, environment, and material properties. In addition, we introduce a trajectory model for potential interplanetary use of an equivalent solar sail in the future. The outcome of this process will be critical to achieving the objective of determining effective semi-major axis change produced by the solar sail.
Andres Dono↗
Evaluation of Power Electronic Components and Systems at Cryogenic Temperatures For Space Missions
Power electronic circuits and systems designed for deep space applications and outer planetary exploration are required to operate reliably and efficiently under extreme temperature conditions. This requirement is dictated by the fact that the operational environments associated with some of the space missions would encompass temperatures as low as -183 C. The development and utilization of electronics capable of low temperature operation would not only fulfill the advanced technology requirements, but also would contribute to improving circuit performance, increasing system efficiency, and reducing development and launch costs. These benefits are generally achieved by the improved intrinsic properties of some of the electronic materials at low temperature, reduced device losses, and the elimination of heating elements used in conventional systems at low temperatures. Power electronic circuits are widely used in space power systems in the areas of power management, conditioning, and control. In this work, the performance of certain power electronic components and systems was investigated under low temperature. These include inductors, capacitors, pulse-width-modulation (PWM) controllers, and advanced commercial DC/DC converter modules. Different properties were determined as a function of temperature in the range of 20 C to -140 C, at various current and voltages levels. The experimental procedures along with the experimental data obtained are presented and discussed in this paper.
Elbuluk, Malik E.↗
Equivalent Mass versus Life Cycle Cost for Life Support Technology Selection
The decision to develop a particular life support technology or to select it for flight usually depends on the cost to develop and fly it. Other criteria - performance, safety, reliability, crew time, and risk - are considered, but cost is always an important factor. Because launch cost accounts for most of the cost of planetary missions, and because launch cost is directly proportional to the mass launched, equivalent mass has been used instead of cost to select life support technology. The equivalent mass of a life support system includes the estimated masses of the hardware and of the pressurized volume, power supply, and cooling system that the hardware requires. The equivalent mass is defined as the total payload launch mass needed to provide and support the system. An extension of equivalent mass, Equivalent System Mass (ESM), has been established for use in Advanced Life Support. A crew time mass-equivalent and sometimes other non-mass factors are added to equivalent mass to create ESM. Equivalent mass is an estimate of the launch cost only. For earth orbit rather than planetary missions, the launch cost is usually exceeded by the cost of Design, Development, Test, and Evaluation (DDT&E). Equivalent mass is used only in life support analysis. Life Cycle Cost (LCC) is much more commonly used. LCC includes DDT&E, launch, and operations costs. Since LCC includes launch cost, it is always a more accurate cost estimator than equivalent mass. The relative costs of development, launch, and operations vary depending on the mission design, destination, and duration. Since DDT&E or operations may cost more than launch, LCC may give a more accurate cost ranking than equivalent mass. To be sure of identifying the lowest cost technology for a particular mission, we should use LCC rather than equivalent mass.
Jones, Harry↗
Laser-boosted lightcraft technology demonstrator
The detailed description and performance analysis of a 1.4 meter diameter Lightcraft Technology Demonstator (LTD) is presented. The launch system employs a 100 MW-class ground-based laser to transmit power directly to an advanced combined-cycle engine that propels the 120 kg LTD to orbit - with a mass ratio of two. The single-stage-to-orbit (SSTO) LTD machine then becomes an autonomous sensor satellite that can deliver precise, high quality information typical of today's large orbital platforms. The dominant motivation behind this study is to provide an example of how laser propulsion and its low launch costs can induce a comparable order-of-magnitude reduction in sensor satellite packaging costs. The issue is simply one of production technology for future, survivable SSTO aerospace vehicles that intimately share both laser propulsion engine and satellite functional hardware.
Richard, J. C.↗
Space Transportation System Technology Symposium: Propulsion - Volume 4
The prospect of undertaking a reusable launch vehicle development led the NASA Office of Manned Space Flight (OMSF) to request the Office of Advanced Research and Technology (OART) to organize and direct a program to develop the technology that would aid in selecting the best system alternatives and that would support the ultimate development of an earth-to-orbit shuttle. Such a Space Transportation System Technology Program has been initiated. OART, OMSF, and NASA Flight and Research Centers with the considerable inputs of Department of Defense personnel have generated the program through the efforts of several Technology Working Groups and a Technology Steering Group. Funding and management of the recommended efforts is being accomplished through the normal OAR T and OMSF line management channels. The work is being done in government laboratories and under contract with industry and universities. Foreign nations have been invited to participate in this work as well. Substantial funding, from both OART and OMSF, was applied during the second half of fiscal year 1970. The Space Transportation System Technology Symposium held at the NASA Lewis Research Center, Cleveland, Ohio, July 15-17, 1970, was the first public report on that program. The Symposium goals were to consider the technology problems, their status, and the prospective program outlook for the benefit of the industry, government, university, and foreign participants considered to be contributors to the program. In addition, it offered an opportunity to identify the responsible individuals already engaged in the program. The Symposium sessions were intended to confront each presenter with his technical peers as listeners, and this, I believe, was substantially accomplished. Because of the high interest in the material presented, and also because the people who could edit the output are already deeply involved in other important tasks, we have elected to publish the material essentially as it was presented, utilizing mainly the illustrations used by the presenters along with brief words of explanation. Those who heard the presentations, and those who are technically astute in specialty areas, can probably put this story together again. We hope that more will be gained by compiling the information in this form now than by spending the time and effort to publish a more finished compendium later.
Source record↗
Space Transportation System Technology Symposium: Biotechnology - Volume 7
The prospect of undertaking a reusable launch vehicle development led the NASA Office of Manned Space Flight (OMSF) to request the Office of Advanced Research and Technology (OART) to organize and direct a program to develop the technology that would aid in selecting the best system alternatives and that would support the ultimate development of an earth-to-orbit shuttle. Such a Space Transportation System Technology Program has been initiated. OART, OMSF, and NASA Flight and Research Centers with the considerable inputs of Department of Defense personnel have generated the program through the efforts of several Technology Working Groups and a Technology Steering Group. Funding and management of the recommended efforts is being accomplished through the normal OART and OMSF line management channels. The work is being done in government laboratories and under contract with industry and universities. Foreign nations have been invited to participate in this work as well. Substantial funding, from both OART and OMSF, was applied during the second half of fiscal year 1970. The Space Transportation System Technology Symposium held at the NASA Lewis Research Center, Cleveland, Ohio, July 15-17, 1970, was the first public report on that program. The Symposium goals were to consider the technology problems, their status, and the prospective program outlook for the benefit of the industry, government, university, and foreign participants considered to be contributors to the program. In addition, it offered an opportunity to identify the responsible individuals already engaged in the program. The Symposium sessions were intended to confront each presenter with his technical peers as listeners, and this, I believe, was substantially accomplished. Because of the high interest in the material presented, and also because the people who could edit the output are already deeply involved in other important tasks, we have elected to publish the material essentially as it was presented, utilizing mainly the illustrations used by the presenters along with brief words of explanation. Those who heard the presentations, and those who are technically astute in specialty areas, can probably put this story together again. We hope that more will be gained by compiling the information in this form now than by spending the time and effort to publish a more finished compendium later.
Source record↗
NASA Crew Launch Vehicle Approach Builds on Lessons from Past and Present Missions
The United States Vision for Space Exploration, announced in January 2004, outlines the National Aeronautics and Space Administration's (NASA) strategic goals and objectives, including retiring the Space Shuttle and replacing it with a new human-rated system suitable for missions to the Moon and Mars. The Crew Exploration Vehicle (CEV) that the new Crew Launch Vehicle (CLV) lofts into space early next decade will initially ferry astronauts to the International Space Station and be capable of carrying crews back to lunar orbit and of supporting missions to Mars orbit. NASA is using its extensive experience gained from past and ongoing launch vehicle programs to maximize the CLV system design approach, with the objective of reducing total lifecycle costs through operational efficiencies. To provide in-depth data for selecting this follow-on launch vehicle, the Exploration Systems Architecture Study was conducted during the summer of 2005, following the confirmation of the new NASA Administrator. A team of aerospace subject matter experts used technical, budget, and schedule objectives to analyze a number of potential launch systems, with a focus on human rating for exploration missions. The results showed that a variant of the Space Shuttle, utilizing the reusable Solid Rocket Booster as the first stage, along with a new upper stage that uses a derivative of the RS-25 Space Shuttle Main Engine to deliver 25 metric tons to low-Earth orbit, was the best choice to reduce the risks associated with fielding a new system in a timely manner. The CLV Project, managed by the Exploration Launch Office located at NASA's Marshall Space Flight Center, is leading the design, development, testing, and operation of this new human-rated system. The CLV Project works closely with the Space Shuttle Program to transition hardware, infrastructure, and workforce assets to the new launch system . leveraging a wealth of lessons learned from Shuttle operations. The CL V is being designed to reduce costs through a number of methods, ranging from validating requirements to conducting trades studies against the concept design. Innovations such as automated processing will build on lessons learned from the Shuttle, other launch systems, Department of Defense operations experience, and subscale flight tests such as the Delta Clipper-Experimental Advanced (DCXA) vehicle operations that utilized minimal touch labor, automated cryogen ic propellant loading , and an 8-hour turnaround for a cryogenic propulsion system. For the CLV, the results of hazard analyses are contributing to an integrated vehicle health monitoring system that will troubleshoot anomalies and determine which ones can be solved without human intervention. Such advances will help streamline the mission operations process for pilots and ground controllers alike. In fiscal year 2005, NASA invested approximately $4.5 billion of its $16 bill ion budget on the Space Shuttle. The ultimate goal of the CLV Project is to deliver a safe, reliable system designed to minimize lifecycle costs so that NASA's budget can be invested in missions of scientific discovery. Lessons learned from developing the CLV will be applied to the growth path for future systems, including a heavy lift launch vehicle.
Dumbacher, Daniel L.↗