Results for “ORBITAL VELOCITY” — Page 30

NASA NTRS2000

Terrestrial planet and asteroid formation in the presence of giant planets. I. Relative velocities of planetesimals subject to Jupiter and Saturn perturbations

We investigate the orbital evolution of 10(13)- to 10(25) -g planetesimals near 1 AU and in the asteroid belt (near 2.6 AU) prior to the stage of evolution when the mutual perturbations between the planetesimals become important. We include nebular gas drag and the effects of Jupiter and Saturn at their present masses and in their present orbits. Gas drag introduces a size-dependent phasing of the secular perturbations, which leads to a pronounced dip in encounter velocities (Venc) between bodies of similar mass. Plantesimals of identical mass have Venc approximately 1 and approximately 10 m s-1 (near 1 and 2.6 AU, respectively) while bodies differing by approximately 10 in mass have Venc approximately 10 and approximately 100 m s-1 (near 1 and 2.6 AU, respectively). Under these conditions, growth, rather than erosion, will occur only by collisions of bodies of nearly the same mass. There will be essentially no gravitational focusing between bodies less than 10(22) to 10(25) g, allowing growth of planetary embryos in the terrestrial planet region to proceed in a slower nonrunaway fashion. The environment in the asteroid belt will be even more forbidding and it is uncertain whether even the severely depleted present asteroid belt could form under these conditions. The perturbations of Jupiter and Saturn are quite sensitive to their semi-major axes and decrease when the planets' heliocentric distances are increased to allow for protoplanet migration. It is possible, though not clearly demonstrated, that this could produce a depleted asteroid belt but permit formation of a system of terrestrial planet embryos on a approximately 10(6)-year timescale, initially by nonrunaway growth and transitioning to runaway growth after approximately 10(5) years. The calculations reported here are valid under the condition that the relative velocities of the bodies are determined only by Jupiter and Saturn perturbations and by gas drag, with no mutual perturbations between planetesimals. If, while subject to these conditions, the bodies become large enough for their mutual perturbations to influence their velocity and size evolution significantly, the problem becomes much more complex. This problem is under investigation.

NASA Discipline Exobiology↗

NASA NTRS2004

Acoustic Emission Detection of Impact Damage on Space Shuttle Structures

The loss of the Space Shuttle Columbia as a result of impact damage from foam debris during ascent has led NASA to investigate the feasibility of on-board impact detection technologies. AE sensing has been utilized to monitor a wide variety of impact conditions on Space Shuttle components ranging from insulating foam and ablator materials, and ice at ascent velocities to simulated hypervelocity micrometeoroid and orbital debris impacts. Impact testing has been performed on both reinforced carbon composite leading edge materials as well as Shuttle tile materials on representative aluminum wing structures. Results of these impact tests will be presented with a focus on the acoustic emission sensor responses to these impact conditions. These tests have demonstrated the potential of employing an on-board Shuttle impact detection system. We will describe the present plans for implementation of an initial, very low frequency acoustic impact sensing system using pre-existing flight qualified hardware. The details of an accompanying flight measurement system to assess the Shuttle s acoustic background noise environment as a function of frequency will be described. The background noise assessment is being performed to optimize the frequency range of sensing for a planned future upgrade to the initial impact sensing system.

Prosser, William H.↗

NASA NTRS2006

Aerocapture Technology Development for Planetary Science - Update

Within NASA's Science Mission Directorate is a technological program dedicated to improving the cost, mass, and trip time of future scientific missions throughout the Solar System. The In-Space Propulsion Technology (ISPT) Program, established in 2001, is charged with advancing propulsion systems used in space from Technology Readiness Level (TRL) 3 to TRL6, and with planning activities leading to flight readiness. The program's content has changed considerably since inception, as the program has refocused its priorities. One of the technologies that has remained in the ISPT portfolio through these changes is Aerocapture. Aerocapture is the use of a planetary body's atmosphere to slow a vehicle from hyperbolic velocity to a low-energy orbit suitable for science. Prospective use of this technology has repeatedly shown huge mass savings for missions of interest in planetary exploration, at Titan, Neptune, Venus, and Mars. With launch vehicle costs rising, these savings could be the key to mission viability. This paper provides an update on the current state of the Aerocapture technology development effort, summarizes some recent key findings, and highlights hardware developments that are ready for application to Aerocapture vehicles and entry probes alike. Description of Investments: The Aerocapture technology area within the ISPT program has utilized the expertise around NASA to perform Phase A-level studies of future missions, to identify technology gaps that need to be filled to achieve flight readiness. A 2002 study of the Titan Explorer mission concept showed that the combination of Aerocapture and a Solar Electric Propulsion system could deliver a lander and orbiter to Titan in half the time and on a smaller, less expensive launch vehicle, compared to a mission using chemical propulsion for the interplanetary injection and orbit insertion. The study also identified no component technology breakthroughs necessary to implement Aerocapture on such a mission. Similar studies of Aerocapture applications at Neptune, Venus, and Mars were studied in 2003 through 2005. All showed significant performance improvements for the missions studied. Findings from these studies were used to guide the technology development tasks originally solicited in a 2002 NASA ROSS Research Announcement. The tasks are now in their final year and have provided numerous improvements in modeling and hardware, for use in proposals or new mission starts. Major Accomplishments: Since validation of the Aerocapture maneuver requires a space flight, ground developments have focused on modeling and environment prediction, materials, and sensors. Lockheed Martin has designed and built a 2-meter Carbon-Carbon aeroshell "hot structure." The article utilizes co-cured stiffening ribs and advanced insulation to achieve large scale, and up to a 40% reduction in areal density over the Genesis probe construction. This concept would be an efficient solution for probes that experience heat rates near 800-1000 W/cm(exp 2), such as at Venus and Earth. Applied Research Associates has extensively tested a family of efficient ablative TPS materials that provide solutions for a range of heating conditions. These materials are being applied to high-temperature structures built by ATK Space Systems, led by Langley Research Center. One-meter aeroshells will be thermally tested to validate construction and demonstrate higher bondline temperatures, which can lead to mass savings of up to 30% over traditional heatshields. Ames Research Center has developed aeroshell instrumentation that could measure environmental conditions and material performance during atmospheric entry. Instruments to measure TPS recession, heat flux, and catalycity could be combined with traditional sensors to provide a "plug-and-play" system for minimal mass and power, that would acquire flight data for model improvement and risk reduction on future missions. Improved atmospheric and aerothermodynamic models ha also been a major focus of the program. Next Steps: Aerocapture is one of five technologies in competition for a flight validation opportunity through the New Millennium Program. If selected, a fully autonomous vehicle will perform an Aerocapture at Earth in 2010, and flight data will be used to validate the guidance system and the TPS material for science mission infusion.

Munk, Michelle M.↗

NASA NTRS2001

Design for a solar sail demonstration mission

Solar sails are an important propellantless propulsion technology that can enable missions requiring very high velocity changes and/or non-Keplerian orbits.

solar sails↗

NASA NTRS2007

GRAS NRT Precise Orbit Determination: Operational Experience

EUMETSAT launched the meteorological satellite MetOp-A in October 2006; it is the first of the three satellites that constitute the EUMETSAT Polar System (EPS) space segment. This satellite carries a challenging and innovative instrument, the GNSS Receiver for Atmospheric Sounding (GRAS). The goal of the GRAS instrument is to support the production of atmospheric profiles of temperature and humidity with high accuracy, in an operational context, based on the bending of the GPS signals traversing the atmosphere during the so-called occultation periods. One of the key aspects associated to the data processing of the GRAS instrument is the necessity to describe the satellite motion and GPS receiver clock behaviour with high accuracy and within very strict timeliness limitations. In addition to these severe requirements, the GRAS Product Processing Facility (PPF) must be integrated in the EPS core ground segment, which introduces additional complexity from the data integration and operational procedure points of view. This paper sets out the rationale for algorithm selection and the conclusions from operational experience. It describes in detail the rationale and conclusions derived from the selection and implementation of the algorithms leading to the final orbit determination requirements (0.1 mm/s in velocity and 1 ns in receiver clock error at 1 Hz). Then it describes the operational approach and extracts the ideas and conclusions derived from the operational experience.

MartinezFadrique, Francisco M.↗

NASA NTRS2006

Tunable, Highly Stable Lasers for Coherent Lidar

Practical space-based coherent laser radar systems envisioned for global winds measurement must be very efficient and must contend with unique problems associated with the large platform velocities that the instruments experience in orbit. To compensate for these large platform-induced Doppler shifts in space-based applications, agile-frequency offset-locking of two single-frequency Doppler reference lasers was thoroughly investigated. Such techniques involve actively locking a frequency-agile master oscillator (MO) source to a comparatively static local oscillator (LO) laser, and effectively producing an offset between MO (the lidar slave oscillator seed source, typically) and heterodyne signal receiver LO that lowers the bandwidth of the receiver data-collection system and permits use of very high-quantum-efficiency, reasonably- low-bandwidth heterodyne photoreceiver detectors and circuits. Recent work on MO/LO offset locking has focused on increasing the offset locking range, improving the graded-InGaAs photoreceiver performance, and advancing the maturity of the offset locking electronics. A figure provides a schematic diagram of the offset-locking system.

Henderson, Sammy W.↗

NASA NTRS2015

Post-Flight Analysis of the Guidance, Navigation, and Control Performance During Orion Exploration Flight Test 1

The first test flight of the Orion Multi-Purpose Crew Vehicle presented additional challenges for guidance, navigation and control as compared to a typical re-entry from the International Space Station or other Low Earth Orbit. An elevated re-entry velocity and steeper flight path angle were chosen to achieve aero-thermal flight test objectives. New IMU's, a GPS receiver, and baro altimeters were flight qualified to provide the redundant navigation needed for human space flight. The guidance and control systems must manage the vehicle lift vector in order to deliver the vehicle to a precision, coastal, water landing, while operating within aerodynamic load, reaction control system, and propellant constraints. Extensive pre-flight six degree-of-freedom analysis was performed that showed mission success for the nominal mission as well as in the presence of sensor and effector failures. Post-flight reconstruction analysis of the test flight is presented in this paper to show whether that all performance metrics were met and establish how well the pre-flight analysis predicted the in-flight performance.

Barth, Andrew↗

NASA NTRS2018

The Star-Grazing Bodies in the HD 172555 System

Kiefer et al. reported the detection of in falling Ca(sub II) absorption in HD 172555, a member of the β Pictoris Moving Group (βPMG). We obtained HST Space Telescope Imaging Spectrograph and Cosmic Origins Spectrograph spectroscopy of this star at 2 epochs separated by a week, and we report the discovery of infalling gas in resonant transitions of Si(sub III and IV), C(sub II and IV), and neutral atomic oxygen. Variable absorption is seen in the C(sub II) transitions and is optically thick, with covering factors which range between 58% and 68%, similar to features seen in β Pictoris. The O(sub I) spectral profile resembles that of C(sub II), showing a strong low-velocity absorption to +50 km s(exp −1) in the single spectral segment obtained during orbital night, as well as what may be higher-velocity absorption. Studies of the mid-IR spectrum of this system have suggested the presence of silica. The O(sub I) absorption differs from that seen in Si(sub III), suggesting that the neutral atomic oxygen does not originate in SiO dissociation products but in a more volatile parent molecule such as CO.

HST Space Telescope Imaging Spectrograph↗

NASA NTRS2020

NASA Meteoroid Engineering Model (MEM) Version 3

The Meteoroid Engineering Model (MEM) version 3 is NASA’s most current and accurate model of the meteoroid environment. MEM 3 supersedes all previous versions of MEM, including MEM Release 2.0 (MEMR2), MEM Release 1.0c (MEMR1c), and previously internally controlled and released versions of MEMCxP v2.0 and LunarMEM v2.0. Earlier versions of MEM superseded older models of the meteoroid environment such as the Grün model and its derivative, Technical Memo 4527 (hereafter abbreviated as TM 4527) [1]. Prior to the establishment of the NASA Meteoroid Environment Office (MEO), NASA’s meteoroid environment models relied on a simple empirical expression derived from [2], as described in [3] and later in [1]. This expression describes the meteoroid flux incident on a flat plate near 1 au. TM 4527 assumes an isotropic environment, making the orientation of the plate irrelevant [4]. The flux was combined with scale factors to account for the reduction in flux occurring when the Earth shields the spacecraft from a portion of the meteoroid environment and the enhancement in flux due to the focusing effect of Earth’s gravitational field. TM 4527 also introduced a crude, piecewise meteoroid speed distribution with an average velocity of 19 km/s for an orbiting spacecraft based on [5]. Finally, TM 4527 assumed a three-step density distribution in which dust particles smaller than 10−6 g have a density of 2 g/cu cm, micrometeoroids between 10−6 g and 0.01 g have a density of 1 g/cu cm, and meteoroids larger than 0.01 g have a density of 0.5 g/cm3. Thus, the meteoroid model presented in TM 4527 was assembled from multiple independent sources. The model of TM 4527 was also used for years in Space Station risk assessments, and is described in Space Station Specification (SSP) 30425.

Moorhead, A. V.↗

NASA NTRSDate not supplied

Automated Software for Manned Spacecraft - Bridging the Gap from Sci Fi to Reality

With a voice command or a few taps on the console, the spacecraft pivots on a dime at high velocity and gently docks to an orbiting space platform. This is the image most people have of the complex software computations and integrated hardware performance necessary for a spacecraft to successfully perform an automated launch, rendezvous, and docking. Today’s reality is that while computer operations are advancing rapidly, science fiction over-simplifies and over-sells current capabilities. This paper discusses the integration of spacecraft computer automation into the operation of one of the United States’ new Commercial Crew vehicles - the Boeing CST-100 Starliner. Lessons learned by the Boeing Mission Operations team, a private-public partnership with NASA, from conceptual design through real-time operation of the first test flight will be discussed. Focus will center on how operations has learned to use the automated software to their advantage while also knowing how to adjust the automation in response to spacecraft or mission anomalies. One goal of advanced spacecraft automation is the ability to reduce both the crew workload and the ground control footprint while at the same time increasing spacecraft and mission flexibility. Historically, crewed spacecraft required a large number of operators on the ground to use a plethora of tools to compute nominal and contingency mission trajectories. Moving those sophisticated software tools to being onboard the vehicle can reduce the need for such complex ground support. Given that today’s spacecraft software is not yet as capable or as flexible in all circumstances as the computers depicted in movies, there is usually a trade-off between software automation cost and the flexibility of that software resulting in a trade-off between what is performed on the spacecraft and what is left to onboard crew or ground control. For missions that go beyond the Moon, software that autonomously controls nearly every aspect of a crewed mission will become a necessity given the long time delays between the spacecraft and Earth’s ground control teams. The lessons learned by Boeing and its Mission Operations team, through the design and implementation of Starliner’s hardware and software automation, will be able to inform future public and private spacecraft design. As the technologies and capabilities evolve, incorporating lessons learned in successful low Earth orbit commercial crew vehicle missions, spacecraft designs will continue to improve and be able to better enable safe execution of human missions to the Moon and beyond.

Robert C Dempsey↗

NASA NTRSDate not supplied

Automated Software for Manned Spacecraft - Bridging the Gap from Sci Fi to Reality

With a voice command or a few taps on the console, the spacecraft pivots on a dime at high velocity and gently docks to an orbiting space platform. This is the image most people have of the complex software computations and integrated hardware performance necessary for a spacecraft to successfully perform an automated launch, rendezvous, and docking. Today’s reality is that while computer operations are advancing rapidly, science fiction over-simplifies and over-sells current capabilities. This paper discusses the integration of spacecraft computer automation into the operation of one of the United States’ new Commercial Crew vehicles - the Boeing CST-100 Starliner. Lessons learned by the Boeing Mission Operations team, a private-public partnership with NASA, from conceptual design through real-time operation of the first test flight will be discussed. Focus will center on how operations has learned to use the automated software to their advantage while also knowing how to adjust the automation in response to spacecraft or mission anomalies. One goal of advanced spacecraft automation is the ability to reduce both the crew workload and the ground control footprint while at the same time increasing spacecraft and mission flexibility. Historically, crewed spacecraft required a large number of operators on the ground to use a plethora of tools to compute nominal and contingency mission trajectories. Moving those sophisticated software tools to being onboard the vehicle can reduce the need for such complex ground support. Given that today’s spacecraft software is not yet as capable or as flexible in all circumstances as the computers depicted in movies, there is usually a trade-off between software automation cost and the flexibility of that software resulting in a trade-off between what is performed on the spacecraft and what is left to onboard crew or ground control. For missions that go beyond the Moon, software that autonomously controls nearly every aspect of a crewed mission will become a necessity given the long time delays between the spacecraft and Earth’s ground control teams. The lessons learned by Boeing and its Mission Operations team, through the design and implementation of Starliner’s hardware and software automation, will be able to inform future public and private spacecraft design. As the technologies and capabilities evolve, incorporating lessons learned in successful low Earth orbit commercial crew vehicle missions, spacecraft designs will continue to improve and be able to better enable safe execution of human missions to the Moon and beyond.

Robert C. Dempsey↗

NASA NTRS2019

A Super-Earth and Sub-Neptune Transiting the Late-type M Dwarf LP 791-18

Planets occur most frequently around cool dwarfs, but only a handful of specific examples are known to orbit the latest-type M stars. Using TESS photometry, we report the discovery of two planets transiting the low-mass star called LP 791-18 (identified by TESS as TOI 736). This star has spectral type M6V, effective temperature 2960 K, and radius 0.17 Rꙩ, making it the third-coolest star known to host planets. The two planets straddle the radius gap seen for smaller exoplanets; they include a 1.1Rꚛ planet on a 0.95 day orbit and a 2.3Rꚛ planet on a 5 day orbit. Because the host star is small the decrease in light during these planets' transits is fairly large (0.4% and 1.7%). This has allowed us to detect both planets' transits from ground-based photometry, refining their radii and orbital ephemerides. In the future, radial velocity observations and transmission spectroscopy can both probe these planets' bulk interior and atmospheric compositions, and additional photometric monitoring would be sensitive to even smaller transiting planets.

Ian J. M. Crossfield↗

NASA NTRSDate not supplied

Automated Software for Crewed Spacecraft - Bridging the Gap from Sci Fi to Reality

With a voice command or a few taps on the console, the spacecraft pivots on a dime at high velocity and gently docks to an orbiting space platform. This is the image most people have of the complex software computations and integrated hardware performance necessary for a spacecraft to successfully perform an automated launch, rendezvous, and docking. Today’s reality is that while computer operations are advancing rapidly, science fiction over-simplifies and over-sells current capabilities. This paper discusses the integration of spacecraft computer automation into the operation of one of the United States’ new Commercial Crew vehicles - the Boeing CST-100 Starliner. Lessons learned by the Boeing Mission Operations team, a private-public partnership with NASA, from conceptual design through real-time operation of the first test flight will be discussed. Focus will center on how operations has learned to use the automated software to their advantage while also knowing how to adjust the automation in response to spacecraft or mission anomalies. One goal of advanced spacecraft automation is the ability to reduce both the crew workload and the ground control footprint while at the same time increasing spacecraft and mission flexibility. Historically, crewed spacecraft required a large number of operators on the ground to use a plethora of tools to compute nominal and contingency mission trajectories. Moving those sophisticated software tools to being onboard the vehicle can reduce the need for such complex ground support. Given that today’s spacecraft software is not yet as capable or as flexible in all circumstances as the computers depicted in movies, there is usually a trade-off between software automation cost and the flexibility of that software resulting in a trade-off between what is performed on the spacecraft and what is left to onboard crew or ground control. For missions that go beyond the Moon, software that autonomously controls nearly every aspect of a crewed mission will become a necessity given the long time delays between the spacecraft and Earth’s ground control teams. The lessons learned by Boeing and its Mission Operations team, through the design and implementation of Starliner’s hardware and software automation, will be able to inform future public and private spacecraft design. As the technologies and capabilities evolve, incorporating lessons learned in successful low Earth orbit commercial crew vehicle missions, spacecraft designs will continue to improve and be able to better enable safe execution of human missions to the Moon and beyond.

Robert C Dempsey↗

NASA NTRS2020

TOI-824 b: A New Planet on the Lower Edge of the Hot Neptune Desert

We report the detection of a transiting hot Neptune exoplanet orbiting TOI-824 (SCR J1448-5735), a nearby (d = 64 pc) K4V star, using data from the Transiting Exoplanet Survey Satellite. The newly discovered planet has a radius Rp = 2.93 ± 0.20 Rꚛ and an orbital period of 1.393 days. Radial velocity measurements using the Planet Finder Spectrograph and the High Accuracy Radial velocity Planet Searcher spectrograph confirm the existence of the planet, and we estimate its mass to be 18.47 ± 1.84 Mꚛ. The planet's mean density is ρ(p)= 4.03 (+0.98,-0.78)g/cu. cm, making it more than twice as dense as Neptune. TOI-824 b's high equilibrium temperature makes the planet likely to have a cloud-free atmosphere, and thus it is an excellent candidate for follow-up atmospheric studies. The detectability of TOI-824 b's atmosphere from both ground and space is promising and could lead to the detailed characterization of the most irradiated small planet at the edge of the hot Neptune desert that has retained its atmosphere to date.

Jennifer A. Burt↗

NASA NTRSDate not supplied

Automated Software for Crewed Spacecraft - Bridging the Gap from Sci Fi to Reality

With a voice command or a few taps on the console, the spacecraft pivots on a dime at high velocity and gently docks to an orbiting space platform. This is the image most people have of the complex software computations and integrated hardware performance necessary for a spacecraft to successfully perform an automated launch, rendezvous, and docking. Today’s reality is that while computer operations are advancing rapidly, science fiction over-simplifies and over-sells current capabilities. This paper discusses the integration of spacecraft computer automation into the operation of one of the United States’ new Commercial Crew vehicles - the Boeing CST-100 Starliner. Lessons learned by the Boeing Mission Operations team, a unique private-public partnership with NASA, from conceptual design through real-time operation of the first test flight will be discussed along with evolution of the system in preparation for the second uncrewed test flight. Focus will center on how operations has learned to use the automated software to their advantage while also knowing how to adjust the automation in response to spacecraft or mission anomalies.

Robert C. Dempsey↗

NASA NTRS2021

TOI-1231 b: A Temperate, Neptune-sized Planet Transiting the Nearby M3 Dwarf NLTT 24399

We report the discovery of a transiting, temperate, Neptune-sized exoplanet orbiting the nearby (d = 27.5 pc), M3V star TOI-1231 (NLTT 24399, L 248-27, 2MASS J10265947-5228099). The planet was detected using photometric data from the Transiting Exoplanet Survey Satellite and followed up with observations from the Las Cumbres Observatory and the Antarctica Search for Transiting ExoPlanets program. Combining the photometric data sets, we find that the newly discovered planet has a radius of 3.65(+0.16,-0.15)Rꚛ and an orbital period of 24.246 days. Radial velocity measurements obtained with the Planet Finder Spectrograph on the Magellan Clay telescope confirm the existence of the planet and lead to a mass measurement of 15.5 ± 3.3 Mꚛ. With an equilibrium temperature of just 330 K, TOI-1231 b is one of the coolest small planets accessible for atmospheric studies thus far, and its host star's bright near-infrared brightness (J = 8.88, Ks = 8.07) makes it an exciting target for the Hubble Space Telescope and the James Webb Space Telescope. Future atmospheric observations would enable the first comparative planetology efforts in the 250–350 K temperature regime via comparisons with K2-18 b. Furthermore, TOI-1231's high systemic radial velocity (70.5 km/s) may allow for the detection of low-velocity hydrogen atoms escaping the planet by Doppler, shifting the H i Lyα stellar emission away from the geocoronal and interstellar medium absorption features.

Jennifer A. Burt↗

NASA NTRS1987

Evolution of planetesimal velocities

A self-consistent set of equations for the velocity evolution of a general planetesimal population is presented. The equations are given in a form convenient for calculations of the early stages of planetary accumulation when it is necessary to model the planetesimal swarm by methods of gas dynamics, rather than follow the orbital evolution of individual bodies. Steady state velocities of a simple planetesimal population consisting of two different sizes of bodies are calculated. Dynamical friction is found to be an important mechanism for transferring kinetic energy from the larger planetesimals to the smaller ones. When the small planetesimals are relatively abundant, gas drag and inelastic collisions among the smaller bodies are of comparable importance for dissipating energy from the population.

Stewart, Glen R.↗

NASA NTRS2024

Aerocapture: An Enabling Technology for Flagship-Class Uranus Orbiter and Probe Mission

Introduction: The current decadal survey published by the National Academies of Sciences has informed National Aeronautics and Space Administration (NASA) to prioritize the study of the Ice Giants, especially Uranus. To gather the required data that addresses the science questions raised in this survey, a mission to Uranus with an orbiter and atmospheric probe must be designed. The Uranus Orbiter and Probe (UOP) study, which the survey identified as the flagship mission of this decade, proposes a 2031 launch to take advantage of a Jupiter fly-by and utilizes a fully propulsive orbit insertion design with an Earth-to-Uranus transit times ranging from 13 to 15 years. This fully propulsive orbit insertion at Uranus will be very fuel expensive (wet mass percentages of around 60-70\%) thereby leaving less mass for the scientific payload and additional planetary probes. In addition, scientists are more interested in visiting Uranus before 2049, when the Spring Equinox will occur, as it allows studying Uranus seasons not seen during Voyager 2's flyby in 1987. A NASA Flagship-Class mission would require at least 10 years of lead time prior to launch thereby making the 2031 launch to take advantage of the Jupiter fly-by extremely challenging. The consequence of missing the Jupiter fly-by and launching in the late 2030s is the challenge of a fully-propulsive mission like UOP to have a feasible alternative interplanetary trajectory that reaches Uranus before 2050. As an alternative, to address the shortcomings of the fully propulsive mission, one can design a mission to Uranus using aerocapture. What is aerocapture: Aerocapture is an atmospheric maneuver that uses aerodynamic forces generated by flight within a planetary atmosphere to decelerate and achieve orbit insertion. Using aerocapture allows one to provide the change in velocity (Delta V) needed to slow down from the approach hyperbolic trajectory to achieve the desired captured orbit around the target planet using aerodynamic forces of the vehicle (lift and drag). Using aerodynamic forces instead of fully-propulsive maneuvers results in significant savings in the fuel. Furthermore, aerocapture can also allow one to consider interplanetary trajectories with higher approach hyperbolic velocities, thus reducing the mission transit times. Aerocapture as an enabling technology: To use aerocapture as an enabling technology for the Uranus exploration mission, one would require an integrated system-level design, including a Thermal Protection System (TPS), hardware needed for aerodynamic modulation, and autonomous Guidance, Navigation, and Control (GNC) systems. Aerocapture has yet to be demonstrated, despite considering it for several past missions. Recent advancements in TPS and GNC capabilities show the potential for using rigid, heritage entry vehicle configurations already flown at other planetary bodies for Uranus aerocapture. Aerocapture can be a robust technology that can deliver spacecraft to Uranus science orbits while substantially increasing on-orbit payload mass (more than 40\%) that can enable robust atmospheric entry probes. Additionally, the aerocapture maneuver would reduce the interplanetary transit time by 2–5 years (15-30\%) relative to fully-propulsive orbit insertion. Recent work has shown that one can conduct a flagship-class mission in a shorter period than fully-propulsive missions if using aerocapture. What does aerocapture bring in for a Uranus Mission: Using aerocapture for a Uranus orbiter and atmospheric probe mission can provide one with considerable propellant savings. Spacecraft in interplanetary trajectories to Uranus typically need an Delta V in orders of kilometers per second to insert into science orbit. One would require thousands of kilograms of fuel to achieve such a Delta V using a traditional fully propulsive maneuver, leaving less mass for payload during the mission launch. Aerocapture can reduce the propulsion needs by dissipating energy in the sizable atmosphere of Uranus without a significant mass increase due to the need for an aeroshell. One can use the mass savings achieved using the aerocapture to reduce the launch vehicle requirements. In addition, one can also have additional science instruments on the orbiter or create a robust instrumentation suite on an atmospheric probe that can significantly increase the science outcome of the Uranus exploration mission. Furthermore, since aerocapture performance is relatively insensitive to increases in hyperbolic excess velocity, one can design the interplanetary trajectory to arrive at Uranus faster, reducing the interplanetary transit time and operations cost. All these savings, achieved using aerocapture, could help fit a larger class mission, such as the Uranus mission within a smaller capital, e.g., a Flagship-class orbiter mission in a New Frontiers class capital. Summary: This talk will provide an overview of how aerocapture can enable the Uranus exploration mission. Specifically, this talk will discuss the latest advancements made in the Uranus aerocapture study, such as investigating interplanetary trajectories with higher hyperbolic approach velocities and their implications on the aero heating and the TPS design, incorporating FNPAG (an advanced numerical-predictor guidance) and comparison of multiple navigation approaches. In addition, this talk will focus on mechanical design that can house more than one atmospheric probe and the six degrees of freedom simulation of aerocapture at Uranus. Findings from a recent NASA Space Technology Mission Directorate (STMD)-funded activity studying the aerocapture as an enabling technology for a Uranus orbiter will be presented. Using the science payload recommended by the Decadal Survey for Uranus exploration, this work shows many improvements over the baseline fully-propulsive mission. These improvements include a shorter cruise phase, flexibility in launch opportunities late into the 2030s while reaching Uranus before the 2050 equinox for the desired science opportunities, and lower propellant mass needs. This talk will highlight how aerocapture can be utilized for Uranus science orbit insertion using a lower-risk, heritage entry vehicle configuration used extensively as a Mars entry, descent, and landing vehicle. Furthermore, this talk will explore how the demonstration of aerocapture at Earth can benefit the aerocapture-enabled Uranus mission.

Aerocapture↗