SEARCH · Engineering Papers

Results for “design methodology”

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.

SourceResearch connectionFrom yearThrough year

Quote a phrase for an exact phrase match. Source license links do not imply unrestricted reuse.

At least 469 records · Page 26

All sources NASA NTRS DOE OSTI

NASA NTRS1986

High-angle-of-attack aerodynamics - Lessons learned

Recently, the military and civil technical communities have undertaken numerous studies of the high angle-of-attack aerodynamic characteristics of advanced airplane and missile configurations. The method of approach and the design methodology employed have necessarily been experimental and exploratory in nature, due to the complex nature of separated flows. However, despite the relatively poor definition of many of the key aerodynamic phenomena involved for high-alpha conditions, some generic guidelines for design consideration have been identified. The present paper summarizes some of the more important lessons learned in the area of high angle-of-attack aerodynamics with examples of a number of key concepts and with particular emphasis on high-alpha stability and control characteristics of high performance aircraft. Topics covered in the discussion include the impact of design evolution, forebody flows, control of separated flows, configuration effects, aerodynamic controls, wind-tunnel flight correlation, and recent NASA research activities.

Chambers, J. R.↗

NASA NTRS1987

Artificial Intelligence (AI), Operations Research (OR), and Decision Support Systems (DSS): A conceptual framework

In recent years there has been increasing interest in applying the computer based problem solving techniques of Artificial Intelligence (AI), Operations Research (OR), and Decision Support Systems (DSS) to analyze extremely complex problems. A conceptual framework is developed for successfully integrating these three techniques. First, the fields of AI, OR, and DSS are defined and the relationships among the three fields are explored. Next, a comprehensive adaptive design methodology for AI and OR modeling within the context of a DSS is described. These observations are made: (1) the solution of extremely complex knowledge problems with ill-defined, changing requirements can benefit greatly from the use of the adaptive design process, (2) the field of DSS provides the focus on the decision making process essential for tailoring solutions to these complex problems, (3) the characteristics of AI, OR, and DSS tools appears to be converging rapidly, and (4) there is a growing need for an interdisciplinary AI/OR/DSS education.

Parnell, Gregory S.↗

NASA NTRS2003

Single-Vector Calibration of Wind-Tunnel Force Balances

An improved method of calibrating a wind-tunnel force balance involves the use of a unique load application system integrated with formal experimental design methodology. The Single-Vector Force Balance Calibration System (SVS) overcomes the productivity and accuracy limitations of prior calibration methods. A force balance is a complex structural spring element instrumented with strain gauges for measuring three orthogonal components of aerodynamic force (normal, axial, and side force) and three orthogonal components of aerodynamic torque (rolling, pitching, and yawing moments). Force balances remain as the state-of-the-art instrument that provide these measurements on a scale model of an aircraft during wind tunnel testing. Ideally, each electrical channel of the balance would respond only to its respective component of load, and it would have no response to other components of load. This is not entirely possible even though balance designs are optimized to minimize these undesirable interaction effects. Ultimately, a calibration experiment is performed to obtain the necessary data to generate a mathematical model and determine the force measurement accuracy. In order to set the independent variables of applied load for the calibration 24 NASA Tech Briefs, October 2003 experiment, a high-precision mechanical system is required. Manual deadweight systems have been in use at Langley Research Center (LaRC) since the 1940s. These simple methodologies produce high confidence results, but the process is mechanically complex and labor-intensive, requiring three to four weeks to complete. Over the past decade, automated balance calibration systems have been developed. In general, these systems were designed to automate the tedious manual calibration process resulting in an even more complex system which deteriorates load application quality. The current calibration approach relies on a one-factor-at-a-time (OFAT) methodology, where each independent variable is incremented individually throughout its full-scale range, while all other variables are held at a constant magnitude. This OFAT approach has been widely accepted because of its inherent simplicity and intuitive appeal to the balance engineer. LaRC has been conducting research in a "modern design of experiments" (MDOE) approach to force balance calibration. Formal experimental design techniques provide an integrated view to the entire calibration process covering all three major aspects of an experiment; the design of the experiment, the execution of the experiment, and the statistical analyses of the data. In order to overcome the weaknesses in the available mechanical systems and to apply formal experimental techniques, a new mechanical system was required. The SVS enables the complete calibration of a six-component force balance with a series of single force vectors.

Parker, P. A.↗

NASA NTRS1977

Analytical display design for flight tasks conducted under instrument meteorological conditions

A relatively straightforward, nearly algorithmic procedure for deriving model-based pilot-centered display requirements is presented. A pilot model based on modern control theory serves as the backbone of the design methodology, which is specifically directed toward the synthesis of head-down, electronic cockpit display formats. Some novel applications of the optimal pilot model are discussed, including the generation of vehicle-handling-qualities levels via numerical pilot-opinion ratings. An analytical design example is offered which aids in the definition of a format for the electronic display to be used in a UH-1H helicopter in a landing-approach task involving longitudinal and lateral degrees of freedom. It is proposed that the design procedure offers a systematic means for generating candidate display formats and flight-director laws for simulator evaluation.

Hess, R. A.↗

NASA NTRS1993

Application of new electro-optic technology to Space Station Freedom data management system

A low risk design methodology to permit the local bus structures to support increased data carrying capacities and to speed messages and data flow between nodes or stations on the Space Station Freedom Data Management System in anticipation of growing requirements was evaluated and recommended. The recommended design employs a collateral fiber optic technique that follows a NATO avionic standard that is developed, tested, and available. Application of this process will permit a potential 25 fold increase in data transfer performance on the local wire bus network with a fiber optic network, maintaining the functionality of the low-speed bus and supporting all of the redundant transmission and fault detection capabilities designed into the existing system. The application of wavelength division multiplexing (WDM) technology to both the local data bus and global data bus segments of the Data Management System to support anticipated additional highspeed data transmission requirements was also examined. Techniques were examined to provide a dual wavelength implementation of the fiber optic collateral networks. This dual wavelength implementation would permit each local bus to support two simultaneous high-speed transfers on the same fiber optic bus structure and operate within the limits of the existing protocol standard. A second WDM study examined the use of spectral sliced technology to provide a fourfold increase in the Fiber Distributed Data Interface (FDDI) global bus networks without requiring modifications to the existing installed cable plant. Computer simulations presented indicated that this data rate improvement can be achieved with commercially available optical components.

Husbands, C. R.↗

NASA NTRS1999

The Analysis and Design of Low Boom Configurations Using CFD and Numerical Optimization Techniques

The use of computational fluid dynamics (CFD) for the analysis of sonic booms generated by aircraft has been shown to increase the accuracy and reliability of predictions. CFD takes into account important three-dimensional and nonlinear effects that are generally neglected by modified linear theory (MLT) methods. Up to the present time, CFD methods have been primarily used for analysis or prediction. Some investigators have used CFD to impact the design of low boom configurations using trial and error methods. One investigator developed a hybrid design method using a combination of Modified Linear Theory (e.g. F-functions) and CFD to provide equivalent area due to lift driven by a numerical optimizer to redesign or modify an existing configuration to achieve a shaped sonic boom signature. A three-dimensional design methodology has not yet been developed that completely uses nonlinear methods or CFD. Constrained numerical optimization techniques have existed for some time. Many of these methods use gradients to search for the minimum of a specified objective function subject to a variety of design variable bounds, linear and nonlinear constraints. Gradient based design optimization methods require the determination of the objective function gradients with respect to each of the design variables. These optimization methods are efficient and work well if the gradients can be obtained analytically. If analytical gradients are not available, the objective gradients or derivatives with respect to the design variables must be obtained numerically. To obtain numerical gradients, say, for 10 design variables, might require anywhere from 10 to 20 objective function evaluations. Typically, 5-10 global iterations of the optimizer are required to minimize the objective function. In terms of using CFD as a design optimization tool, the numerical evaluation of gradients can require anywhere from 100 to 200 CFD computations per design for only 10 design variables. If one CFD computation requires an hour of computational time on a Cray computer, one can see that the use of constrained numerical optimization quickly becomes impractical.Hence, in order to practically couple a numerical design optimization technique with a CFD method, the CFD method must be extremely efficient with running times on the order of only minutes. The CFD Euler code developed under NASA sponsorship and referred to as MIM3D-SB for the most part fulfills these efficiency requirements. Analysis of wing- body configurations can be computed in a matter of a few minutes. The present study will concentrate on the feasibility of the use of this CFD code in conjunction with a numerical design optimization technique for the sonic boom reduction of candidate HSCT configurations. A preliminary supersonic aircraft design system has been established that utilizes the numerical design optimization code NPSOL developed at Stanford University coupled with the supersonic NUM3D-SB CFD code. Many questions still need to be answered in regard to using CFD and numerical optimizers as design tools. There are difficulties related to both the CFD codes and the numerical optimizers. Numerical optimizers can converge to a local minima rather than a global minima. This behavior is largely a function of the initial guess in the design space. The optimizer also is searching for a minimum of the function in terms of its derivative without any regard to the actual function value. Numerically (i.e. CFD) determined gradients can also generate spurious numerical local minima. In addition, for the sonic boom problem, grid fineness will also determine the accuracy of the final design solution. Design optimization methods work well on problems defined by continuous objective functions. The sonic boom signature design problem is not necessarily defined by a continuous objective function. The signature can have a variety of shapes; i.e. from N-wave to multiple shocks. The far-field or ground signature may not transition continuously from one shape to another and hence, may exhibit discontinuous behavior. This is also a source of difficulty in using design optimization methods.In the following sections, several low boom and one reference aircraft configuration will be analyzed to predict their sonic boom signature characteristics. Modifications to some of these designs will also be presented to demonstrate the feasibility of using CFD as a design tool and to demonstrate the feasibility of designing shaped sonic boom signatures. Design modifications to some configurations will be presented to demonstrate the feasibility of achieving shaped signatures with reduced levels and not necessarily to represent realistic or aerodynamically efficient design modifications. Fuselage volume or camber are used as design variables in order to have a minimal effect on the primary wing aerodynamics. The paper will also seek to demonstrate whether a hybrid or ramped signature is feasible to achieve. For the low-boom configurations, the CFD predicted signatures will be compared qualitatively to their MLT design signatures.

Siclari, Michael J.↗

NASA NTRS2017

Practical Methodology for the Inclusion of Nonlinear Slosh Damping in the Stability Analysis of Liquid-Propelled Space Vehicles

One of the challenges of developing flight control systems for liquid-propelled space vehicles is ensuring stability and performance in the presence of parasitic minimally damped slosh dynamics in the liquid propellants. This can be especially difficult when the fundamental frequencies of the slosh motions are in proximity to the frequency used for vehicle control. The challenge is partially alleviated since the energy dissipation and effective damping in the slosh modes increases with amplitude. However, traditional launch vehicle control design methodology is performed with linearized systems using a fixed slosh damping corresponding to a slosh motion amplitude based on heritage values. This papers presents a method for performing the control design and analysis using damping at slosh amplitudes chosen based on the resulting limit cycle amplitude of the vehicle thrust vector system due to a control-slosh interaction under degraded phase and gain margin conditions.

Ottander, John A.↗

NASA NTRS2017

Practical Methodology for the Inclusion of Nonlinear Slosh Damping in the Stability Analysis of Liquid-propelled Space Vehicles

Ottander, John A.↗

NASA NTRS2016

An Introduction to Transient Engine Applications Using the Numerical Propulsion System Simulation (NPSS) and MATLAB

This document outlines methodologies designed to improve the interface between the Numerical Propulsion System Simulation framework and various control and dynamic analyses developed in the Matlab and Simulink environment. Although NPSS is most commonly used for steady-state modeling, this paper is intended to supplement the relatively sparse documentation on it's transient analysis functionality. Matlab has become an extremely popular engineering environment, and better methodologies are necessary to develop tools that leverage the benefits of these disparate frameworks. Transient analysis is not a new feature of the Numerical Propulsion System Simulation (NPSS), but transient considerations are becoming more pertinent as multidisciplinary trade-offs begin to play a larger role in advanced engine designs. This paper serves to supplement the relatively sparse documentation on transient modeling and cover the budding convergence between NPSS and Matlab based modeling toolsets. The following sections explore various design patterns to rapidly develop transient models. Each approach starts with a base model built with NPSS, and assumes the reader already has a basic understanding of how to construct a steady-state model. The second half of the paper focuses on further enhancements required to subsequently interface NPSS with Matlab codes. The first method being the simplest and most straightforward but performance constrained, and the last being the most abstract. These methods aren't mutually exclusive and the specific implementation details could vary greatly based on the designer's discretion. Basic recommendations are provided to organize model logic in a format most easily amenable to integration with existing Matlab control toolsets.

Matlab↗

NASA NTRS2013

Silent and Efficient Supersonic Bi-Directional Flying Wing

The supersonic bi-directional (SBiDir) flying wing (FW) concept has a great potential to achieve low sonic boom with high supersonic aerodynamic performance due to removal of performance conflict between high speed and low speed by rotating goo in flight. This NIAC Phase 1 research has achieved three objectives: 2) prove the concept based on simulation that it can achieve very low boom with smooth Sine wave ground over-pressure signature and excellent aerodynamic efficiency; 3) conduct trade study to correlate the geometric parameters with sonic boom and aerodynamic performance for further automated design optimization in Phase II. The design methodology developed in Phase I includes three parts: 1) an advanced geometry model, which can vary airfoil meanline angle distribution to control the expansion and shock waves on the airplane surface to mitigate sonic boom and improve aerodynamic efficiency. 2) a validated CFD procedure to resolve near field flow with accurate shock strength. The sonic boom propagation from near field to far field ground is simulated by NASA NF Boom code. The surface friction drag prediction is based on fiat plate correlation adopted by Seebass and supported by the experimental study of Winter and Smith, which is on the conservative side and is more reliable than CFD RANS simulation. 3) a mission analysis tool based on Corke's model that provides design requirements and constraints of supersonic airplanes for range, payload, volume, size, weight, etc. The design mission target is a supersonic transport with cruise Mach number 1.6, 100 passengers, and 4000nm range. The trade study has several very important findings: 1) The far field ground sonic boom signature is directly related to the smoothness of the flow on the airplane surface. The meanline angle distribution is a very effective control methodology to mitigate surface shock and expansion wave strength, and mitigating compression wave coalescing by achieving smooth loading distribution chord-wise. Compared with a linear meanline angle distribution, a design using nonlinear and non-monotonic meanline angle distribution is able to reduce the sonic boom ground loudness by over 20dBP1. The design achieves sonic boom ground loudness less than 70dBP1 and aerodynamic dynamic efficiency 1/D of 8.4. 2) Decreasing sweep angle within the Mach cone will increase 1/D as well as sonic boom. A design with variable sweep from 84° at the very leading edge to 68° at the tip achieves an extraordinarily high 1/D of 10.4 at Mach number 1.6 due to the low wave drag. If no sonic boom constraint is attached, SBiDir-FW concept still has a lot of room to increase the 1/D. 3) The round leading edge and trailing edge under high sweep angle are beneficial to improve aerodynamic performance, sonic boom, and to increase volume of the airplane. 4) Subsonic performance is benefited greatly from the high slenderness of supersonic configuration after rotating goo. A design with excellent supersonic aspect ratio of 0.44, 1/D of 8.g, gives an extraordinary subsonic aspect ration of 10 and 1/D of 1g.7. Two configurations are designed in details to install internal seats, landing gears, and engine installation to demonstrate the feasibility of SBiDir-FW configuration to accommodate all the required volume for realistic airplane. Here we emphasize that the qualitative findings in Phase I are very encouraging, more important than the quantitative results. Qualitative findings give the understanding of physics and provide the path to achieve the ultimate high performance design. The promising quantitative results achieved in Phase I need to be confirmed by wind tunnel testing in Phase II and ultimately proved by flight test. The other important step forward will be made to study the rotation transition from both CFD unsteady simulation and wind tunnel testing.

Zha, Gecheng↗

NASA NTRS1990

Habitability: CAMELOT 4

During 1988 to 1989 the NASA/USRA Advanced Design Program sponsored research and design efforts aimed at developing habitability criteria and at defining a habitability concept as a useful tool in understanding and evaluating dwellings for prolonged stays in extraterrestrial space. The Circulating Auto sufficient Mars-Earth Luxurious Orbital Transport (CAMELOT) was studied as a case in which the students would try to enhance the quality of life of the inhabitants by applying architectural design methodology. The study proposed 14 habitability criteria considered necessary to fulfill the defined habitability concept, which is that state of equilibrium that results from the interaction between components of the Individual Architecture Mission Complex, which allows a person to sustain physiological homeostatis, adequate performance, and acceptable social relationships. Architecture, design development, refinements and revisions to improve the quality of life, new insights on artificial gravity, form and constitution problems, and the final design concept are covered.

Alequin, W.↗

NASA NTRS1981

System data communication structures for active-control transport aircraft, volume 1

Candidate data communication techniques are identified, including dedicated links, local buses, broadcast buses, multiplex buses, and mesh networks. The design methodology for mesh networks is then discussed, including network topology and node architecture. Several concepts of power distribution are reviewed, including current limiting and mesh networks for power. The technology issues of packaging, transmission media, and lightning are addressed, and, finally, the analysis tools developed to aid in the communication design process are described. There are special tools to analyze the reliability and connectivity of networks and more general reliability analysis tools for all types of systems.

Hopkins, A. L.↗

NASA NTRS2001

Engine With Regression and Neural Network Approximators Designed

At the NASA Glenn Research Center, the NASA engine performance program (NEPP, ref. 1) and the design optimization testbed COMETBOARDS (ref. 2) with regression and neural network analysis-approximators have been coupled to obtain a preliminary engine design methodology. The solution to a high-bypass-ratio subsonic waverotor-topped turbofan engine, which is shown in the preceding figure, was obtained by the simulation depicted in the following figure. This engine is made of 16 components mounted on two shafts with 21 flow stations. The engine is designed for a flight envelope with 47 operating points. The design optimization utilized both neural network and regression approximations, along with the cascade strategy (ref. 3). The cascade used three algorithms in sequence: the method of feasible directions, the sequence of unconstrained minimizations technique, and sequential quadratic programming. The normalized optimum thrusts obtained by the three methods are shown in the following figure: the cascade algorithm with regression approximation is represented by a triangle, a circle is shown for the neural network solution, and a solid line indicates original NEPP results. The solutions obtained from both approximate methods lie within one standard deviation of the benchmark solution for each operating point. The simulation improved the maximum thrust by 5 percent. The performance of the linear regression and neural network methods as alternate engine analyzers was found to be satisfactory for the analysis and operation optimization of air-breathing propulsion engines (ref. 4).

Patnaik, Surya N.↗

NASA NTRS1990

Responsive systems - The challenge for the nineties

A concept of responsive computer systems will be introduced. The emerging responsive systems demand fault-tolerant and real-time performance in parallel and distributed computing environments. The design methodologies for fault-tolerant, real time and responsive systems will be presented. Novel techniques of introducing redundancy for improved performance and dependability will be illustrated. The methods of system responsiveness evaluation will be proposed. The issues of determinism, closed and open systems will also be discussed from the perspective of responsive systems design.

Malek, Miroslaw↗

NASA NTRS1999

Carbon Fiber Reinforced/Silicon Carbide Turbine Blisk Testing in the SIMPLEX Turbopump

A program designed to implement a ceramic matrix composite integrally bladed disk (blisk) into rocket engine style turbomachinery has successfully completed testing. The Marshall Space Flight Center (MSFC) program, utilizing the MSFC turbomachinery design, analysis, and testing capabilities along with materials development capabilities from both Glenn Research Center (GRC) and MSFC, has tested two carbon fiber reinforced silicon carbide blisks in the Simplex Turbopump at MSFC's Test Stand 500. One blisk contained a polar woven fiber preform, while the second blisk tested utilized a quasi-isotropic preform. Vhile earlier papers have chronicled the program's design, material testing, and torque testing efforts, this paper focuses on the testing of the blisks in the Simplex turbopump. Emphasis will be placed on the actual condition of the blisks before and after the testing test program design methodology, and conclusions that can be drawn from the test data and blisk final conditions. The program performed three separate test series. The first series was needed to validate that the Simplex turbopump was correctly re-built following a major incident to the turbopump. The turbopump had two major differences from the original design. The most obvious difference was the sleeve required throughout the bore of the main housing. The second major difference was modifications to the pump diffuser to improve performance. Several areas were burnt during the incident and were either repaired by weld repair (pump inlet housing) or simply smoothed out (turbine nozzle discharge). The test series was designed to weed out any turbopump design and manufacturing flaws or fatigue issues prior to putting the C/SiC blisks into it. The second and third series were the C/SiC blisk test series. The primary goal of these series was to expose the blisks to as much fatigue causing dynamic stress as possible to examine the material's capability. Initially, the test plan was to put equal time on the two blisks, however, as the test series progressed, the funding allowed additional testing to occur. The additional test time was placed on the polar weave blisk. The total test time accrued on the polar blisk was 2550 seconds with 860 seconds near the turbopump design speed of 25,000 rpm. This testing included 6 tests / 775 seconds pumping liquid nitrogen and 7 tests / 1775 seconds pumping liquid oxygen. The drive gas for all of the tests was gaseous nitrogen due to the lack of hot gas source for the Simplex turbopump. The quasi-isotropic blisk was tested for XX total tests and XXXX seconds with X tests/XXXX seconds pumping liquid nitrogen and X tests/XXXX seconds pumping liquid \oxygen.During the test series, the blisks were inspected following each test. Inspections initially were viewed from the downstream side of the blisks only. Midway through the testing, a method of borescoping the leading edges of the blades was devised, and subsequently, both sides of the blades were inspected following each test. The leading and trailing edges of the polar blisk held up better than the quasi-isotropic blisk. This was a known possibility due to the varying fiber direction in the blades as the rectangular preform weave is cut in a circular pattern. The surprising fact about the testing was that there was no measurable performance loss due to the inaccuracies in the blade manufacturing in the C/SiC blisks, the surface roughness C/SiC of the blades, or the loss of the material in the polar blisk. A performance shift was seen in the quasi-isotropic blisk as portions of the leading and trailing edges were lost. After the testing was completed, detailed inspections of the blisks were performed. The largest surprise was the polar blisk had a obvious crack in a single blade that was located nearly midspan which was not detected in test. The crack ran completely through the blade circumferenciary and through the radial length of the blade. However, the crack does not appear to extend into the blisk hub. Although the cause of the crack is still under investigation, the material appears to be tolerant of this crack, and other hairline cracks discovered under higher magnification. This bodies well for eventual use of this material in actual flight turbopumps where monolithic fracture toughness issues limit its use.

Genge, Gary G.↗

NASA NTRS1984

Energy Efficient Transport - Technology in hand

Technologies developed through NASA's Energy Efficient Transport Program are described. The program was charged with research in advanced aerodynamics and active controls, with the goal of increasing the fuel efficiency of transport aircraft by 15 to 20 percent. Research in aerodynamics was directed toward the development of high-aspect-ratio supercritical wings, winglets, computational design methodology, high-lift devices, propulsion airframe integration, and surface coatings. The active control portion of the program investigated Wing Load Alleviation (WLA) through the use of active controls, drag reduction, and the effect of active pitch controls on fuel consumption. It was found that applying active control functions at the beginning of the aircraft design cycle brings the best benefit, and that if active control and advanced aerodynamic airframe configurations are applied to transport aircraft design concurrently with new lightweight materials, fuel consumption can be reduced by as much as 40 percent.

Middleton, D. B.↗

NASA NTRS1998

Experimental Supersonic Combustion Research at NASA Langley

Experimental supersonic combustion research related to hypersonic airbreathing propulsion has been actively underway at NASA Langley Research Center (LaRC) since the mid-1960's. This research involved experimental investigations of fuel injection, mixing, and combustion in supersonic flows and numerous tests of scramjet engine flowpaths in LaRC test facilities simulating flight from Mach 4 to 8. Out of this research effort has come scramjet combustor design methodologies, ground test techniques, and data analysis procedures. These technologies have progressed steadily in support of the National Aero-Space Plane (NASP) program and the current Hyper-X flight demonstration program. During NASP nearly 2500 tests of 15 scramjet engine models were conducted in LaRC facilities. In addition, research supporting the engine flowpath design investigated ways to enhance mixing, improve and apply nonintrusive diagnostics, and address facility operation. Tests of scramjet combustor operation at conditions simulating hypersonic flight at Mach numbers up to 17 also have been performed in an expansion tube pulse facility. This paper presents a review of the LaRC experimental supersonic combustion research efforts since the late 1980's, during the NASP program, and into the Hyper-X Program.

Rogers, R. Clayton↗

NASA NTRS2008

Overview of the Cassini Extended Mission Trajectory

Due to the highly successful execution of the Cassini-Huygens prime mission and the estimated propellant remaining at the conclusion of the prime mission, NASA Headquarters allocated funding for the development of a 2-year long Cassini extended mission. The resultant extended mission, stemming from 1.5 years of development, includes an additional 26 targeted Titan flybys, 9 close flybys of icy satellites, and 60 orbits about Saturn. This paper describes, in detail, the different phases of the Cassini extended mission and the associated design methodology, which attempted to maximize the number and quality of high-priority scientific objectives while minimizing the total delta v expenditure and adhering to mission-imposed constraints.

gravity assist↗