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The Magellan spacecraft has been aerobraked into a 197 x 541 km near-circular orbit around Venus from which it is conducting a high-resolution gravity mapping mission. This was the first interplanetary aerobrake maneuver and involved flying the spacecraft through the upper reaches of the Venusian atmosphere 730 times over a 70 day period.
This viewgraph presentation reviews Interplanetary Network Directorate Deep Space Mission Systems services and support capabilities. The contents include: 1) Organization Chart; 2) IND DSMS Support Facilities; 3) Standard Services; and 4) Support Capabilities including Telemetry, command and tracking.
UltraSail is a next-generation ultra-large (km2 class) sail system. Analysis of the launch, deployment, stabilization, and control of these sails shows that high-payload-mass fractions for interplanetary and deep-space missions are possible. UltraSail combines propulsion and control systems developed for formation-flying microsatellites with a solar sail architecture to achieve controllable sail areas approaching 1 km2. Electrically conductive CP-1 polyimide film results in sail subsystem area densities as low as 5 g/m2. UltraSail produces thrust levels many times those of ion thrusters used for comparable deep-space missions. The primary innovation involves the near-elimination of sail-supporting structures by attaching each blade tip to a formation- flying microsatellite, which deploys the sail and then articulates the sail to provide attitude control, including spin stabilization and precession of the spin axis. These microsatellite tips are controlled by microthrusters for sail-film deployment and mission operations. UltraSail also avoids the problems inherent in folded sail film, namely stressing, yielding, or perforating, by storing the film in a roll for launch and deployment. A 5-km long by 2 micrometer thick film roll on a mandrel with a 1 m circumference (32 cm diameter) has a stored thickness of 5 cm. A 5 m-long mandrel can store a film area of 25,000 m2, and a four-blade system has an area of 0.1 sq km.
Bosch-based reactors have been in development at NASA since the 1960's. Traditional operation involves the reduction of carbon dioxide with hydrogen over a steel wool catalyst to produce water and solid carbon. While the system is capable of completely closing the loop on oxygen and hydrogen for Atmosphere Revitalization, steel wool requires a reaction temperature of 650C or higher for optimum performance. The single pass efficiency of the reaction over steel wool has been shown to be less than 10% resulting in a high recycle stream. Finally, the formation of solid carbon on steel wool ultimately fouls the catalyst necessitating catalyst resupply. These factors result in high mass, volume and power demands for a Bosch system. Interplanetary transportation and surface exploration missions of the moon, Mars, and near-earth objects will require higher levels of loop closure than current technology cannot provide. A Bosch system can provide the level of loop closure necessary for these long-term missions if mass, volume, and power can be kept low. The keys to improving the Bosch system lie in reactor and catalyst development. In 2009, the National Aeronautics and Space Administration refurbished a circa 1980's developmental Bosch reactor and built a sub-scale Bosch Catalyst Test Stand for the purpose of reactor and catalyst development. This paper describes the baseline performance of two commercially available steel wool catalysts as compared to performance reported in the 1960's and 80's. Additionally, the results of sub-scale testing of alternative Bosch catalysts, including nickel- and cobalt-based catalysts, are discussed.
From the late 1960's through 1997, the leadership of NASA's Intermediate and Large class unmanned expendable launch vehicle projects resided at the NASA Lewis (now Glenn) Research Center (LeRC). One of LeRC's primary responsibilities --- trajectory design and performance analysis --- was accomplished by an internally-developed analytic three dimensional computer program called DUKSUP. Because of its Calculus of Variations-based optimization routine, this code was generally more capable of finding optimal solutions than its contemporaries. A derivation of optimal control using the Calculus of Variations is summarized including transversality, intermediate, and final conditions. The two point boundary value problem is explained. A brief summary of the code's operation is provided, including iteration via the Newton-Raphson scheme and integration of variational and motion equations via a 4th order Runge-Kutta scheme. Main subroutines are discussed. The history of the LeRC trajectory design efforts in the early 1960's is explained within the context of supporting the Centaur upper stage program. How the code was constructed based on the operation of the Atlas/Centaur launch vehicle, the limits of the computers of that era, the limits of the computer programming languages, and the missions it supported are discussed. The vehicles DUKSUP supported (Atlas/Centaur, Titan/Centaur, and Shuttle/Centaur) are briefly described. The types of missions, including Earth orbital and interplanetary, are described. The roles of flight constraints and their impact on launch operations are detailed (such as jettisoning hardware on heating, Range Safety, ground station tracking, and elliptical parking orbits). The computer main frames on which the code was hosted are described. The applications of the code are detailed, including independent check of contractor analysis, benchmarking, leading edge analysis, and vehicle performance improvement assessments. Several of DUKSUP's many major impacts on launches are discussed including Intelsat, Voyager, Pioneer Venus, HEAO, Galileo, and Cassini.
The Mars Science Laboratory (MSL), carrying the Curiosity rover to Mars, was launched on November 26, 2011, from Cape Canaveral, Florida. The target for MSL was selected to be Gale Crater, near the equator of Mars, with an arrival date in early August 2012. The two main interplanetary navigation tasks for the mission were to deliver the spacecraft to an entry interface point that would allow the rover to safely reach the landing area, and to tell the spacecraft where it entered the atmosphere of Mars, so it could guide itself accurately to close proximity of the landing target. MSL used entry guidance as it slowed down from the entry speed to a speed low enough to allow for a successful parachute deployment, and this guidance allowed shrinking the landing ellipse to a 99% conservative estimate of 7 by 20 kilometers. Since there is no global positioning system in Mars, achieving this accuracy was predicated on flying a trajectory that closely matched the reference trajectory used to design the guidance algorithm, and on initializing the guidance system with an accurate Mars-relative entry state that could be used as the starting point to integrate the inertial measurement unit data during entry and descent. The pre-launch entry flight path angle (EFPA) delivery requirement was +/- 0.20 deg, but after launch a smaller threshold of +/- 0.05 deg was used as the criteria for late trajectory correction maneuver (TCM) decisions. The pre-launch requirement for entry state knowledge was 2.8 kilometers in position error and 2 meters per second in velocity error, but also smaller thresholds were defined after launch to evaluate entry state update opportunities. The biggest challenge for the navigation team was to accurately predict the trajectory of the spacecraft, so the estimates of the entry conditions could be stable, and late trajectory correction maneuvers or entry parameter updates could be waved off. As a matter of fact, the prediction accuracy was such that the last TCM performed was a small burn executed eight days before landing, and the entry state that was calculated just 36 hours after that TCM, and that was uploaded to the spacecraft the same day, did not need to be updated. The final EFPA was 0.013 deg shallower than the -15.5 deg target, and the on-board entry state was just 200 meters in position and 0.11 meters per second in velocity from the post-landing reconstructed entry state. Overall the entry delivery and knowledge requirements were fulfilled with a margin of more than 90% with respect to the pre-launch thresholds. This excellent accuracy contributed to a very successful and accurate entry, descent, and landing, and surface mission.
NASA's long-lived Cassini-Huygens spacecraft is currently in its 14th year of flight and in the midst of its second, and final, extended mission. Cassini is a massive interplanetary spacecraft that is three axis stabilized and can maintain attitude control using either its reaction control system thrusters or using reaction wheel control. Cassini has four identical reaction wheels, of which three are mutually orthogonal and have a fixed orientation. The fourth reaction wheel has an articulation motor that allows this reaction wheel to be aligned with the momentum direction of any of the other three fixed reaction wheels. The articulation motor allows this reaction wheel to be used as a replacement for any of the other three wheels without any performance degradation. However, due to limitations in the design of this backup system, there are few telemetric indications of the orientation of this reaction wheel following an articulation. This investigation serves to outline the procedures that have been developed by the Cassini Attitude and Articulation Control Subsystem to calibrate the position of the articulated reaction wheel assembly in the event that the momentum direction of this reaction wheel must be reoriented.
From the late 1960s through 1997, the leadership of NASAs Intermediate and Large class unmanned expendable launch vehicle projects resided at the NASA Lewis (now Glenn) Research Center (LeRC). One of LeRCs primary responsibilities --- trajectory design and performance analysis --- was accomplished by an internally-developed analytic three dimensional computer program called DUKSUP. Because of its Calculus of Variations-based optimization routine, this code was generally more capable of finding optimal solutions than its contemporaries. A derivation of optimal control using the Calculus of Variations is summarized including transversality, intermediate, and final conditions. The two point boundary value problem is explained. A brief summary of the codes operation is provided, including iteration via the Newton-Raphson scheme and integration of variational and motion equations via a 4th order Runge-Kutta scheme. Main subroutines are discussed. The history of the LeRC trajectory design efforts in the early 1960s is explained within the context of supporting the Centaur upper stage program. How the code was constructed based on the operation of the AtlasCentaur launch vehicle, the limits of the computers of that era, the limits of the computer programming languages, and the missions it supported are discussed. The vehicles DUKSUP supported (AtlasCentaur, TitanCentaur, and ShuttleCentaur) are briefly described. The types of missions, including Earth orbital and interplanetary, are described. The roles of flight constraints and their impact on launch operations are detailed (such as jettisoning hardware on heating, Range Safety, ground station tracking, and elliptical parking orbits). The computer main frames on which the code was hosted are described. The applications of the code are detailed, including independent check of contractor analysis, benchmarking, leading edge analysis, and vehicle performance improvement assessments. Several of DUKSUPs many major impacts on launches are discussed including Intelsat, Voyager, Pioneer Venus, HEAO, Galileo, and Cassini.
Command File Errors (CFE) are managed using standard risk management approaches at the Jet Propulsion Laboratory. Over the last few years, more emphasis has been made on the collection, organization, and analysis of these errors for the purpose of reducing the CFE rates. More recently, probabilistic modeling techniques have been used for more in depth analysis of the perceived error rates of the DAWN mission and for managing the soft factors in the upcoming phases of the mission. We broadly classify the factors that can lead to CFE's as soft factors, which relate to the cognition of the operators and hard factors which relate to the Mission System which is composed of the hardware, software and procedures used for the generation, verification & validation and execution of commands. The focus of this paper is to use probabilistic models that represent multiple missions at JPL to determine the root cause and sensitivities of the various components of the mission system and develop recommendations and techniques for addressing them. The customization of these multi-mission models to a sample interplanetary spacecraft is done for this purpose.
Understanding the nature of anisotropy of solar energetic protons (SEPs) and galactic cosmic ray (GCR) fluxes in the interplanetary medium is crucial in characterizing time-dependent radiation exposure in interplanetary space for future exploration missions. NASA Glenn Research Center has proposed a CubeSat-based instrument to study solar and cosmic ray ions in lunar orbit or deep space. The objective of Solar Proton Anisotropy and Galactic cosmic ray High Energy Transport Instrument (SPAGHETI) is to provide multi-directional ion data to further understand anisotropies in SEP and GCR flux. The instrument is to be developed using large area detectors fabricated from high density, high purity silicon carbide (SiC) to measure linear energy transfer (LET) of ions. Stacks of these LET detectors are arranged in a CubeSat at orthogonal directions to provide multidirectional measurements. The low-noise, thermally-stable nature of silicon carbide and its radiation tolerance allows the multidirectional array of detector stacks to be packed in a 6U CubeSat without active cooling. A concept involving additional coincidence/anticoincidence detectors and a high energy Cherenkov detector is possible to further expand ion energy range and sensitivity.
We present initial results of strong field amplitude flux ropes observed by Mars Atmosphere and Volatile EvolutioN (MAVEN) mission around Mars during the interplanetary coronal mass ejection (ICME) passage on 8 March 2015. The observed durations were shorter than 5 s and the magnetic field magnitudes peaked above 80 nT, which is a few times stronger than those usually seen in the magnetosheath barrier. These are the first unique observations that MAVEN detected such flux ropes with a strong field at high altitudes (greater than 5000 km). Across these structures, MAVEN coincidentally measured planetary heavy ions with energies higher than a few keV. The spatial properties inferred from the Grad-Shafranov equation suggest that the speed of the structure can be estimated at least an order of magnitude faster than those previously reported quiet-time counterparts. Hence, the space weather event like the ICME passage can be responsible for generating the observed strong field, fast-traveling flux ropes.
This paper describes the evolution of the NASA Double Asteroid Redirection Test (DART) mission design and navigation. Specifically, the mission has been conceived as (1) a hydrazine bus on a ballistic trajectory, (2) a low-thrust bus launching from a geostationary transfer orbit and spiraling to escape, and (3) a lowthrust bus that launches with a small positive escape energy. This paper discusses the rationale in favor of the third concept, low energy escape, and describes the key mission design and navigation studies. In an effort to be compatible with an unknown co-manifest partner, the trajectory design must account for a large range of launch energies, orientations, and dates. The navigation approach must account for sensitive regions in the trajectory and plan for both low-thrust and chemical phases of flight. These findings are relevant to other missions pursuing low-cost interplanetary rideshare concepts.
I.Nomenclaturemtypical_mission=internal mass of propellant lost over the course of a mission with Qtypicalmmission_goal=mass of propellant loss over the course of a mission with Qgoaltmission=theoretical mission durationQtypical=internal leakage rate found in commercially available valvesQgoal=internal leakage rate design goalρH2_STP=density of hydrogen at standard temperature and pressure.1NASA AST, Liquid Propulsion Valve Engineer.Valves, Actuators, and Ducts Design and Development Branch (ER14)2NASA AST, Liquid Propulsion Valve Engineer.Valves, Actuators, and Ducts Design and Development Branch (ER14)3NASA AST, Liquid Propulsion Valve Engineer (Retired).Valves, Actuators, and Ducts Design and Development Branch (ER14)4JSEG ESSCA, Engineering Specialist.Valves Actuators and Ducts Design and Development Branch (ER14)5NASA AST, Liquid Propulsion Valve Engineer.Valves, Actuators, and Ducts Design and Development Branch (ER14)6JSEG ESSCA, Valve Design and Development Engineer.Valves Actuators and Ducts Design and Development Branch (ER14) II.IntroductionCurrent aerospace cryogenic valves present challenges to potential long duration missions that utilize cryogenic propellants. Small interplanetary and long-life communication satellites typically utilize hypergolic propellants that operate at higher temperatures, making it easier to achieve very low internal leakage rates. Larger vehicles for long duration missions will likely need to utilize cryogenic-based chemical and nuclear systems to achieve mission requirements. Some early propulsion concepts are projected to require valves with a nominal size ranging from 3” to 10”.Currently available cryogenic aerospace valves typically have internal leakage rates which can range from 100 to 300 SCIM for 3” valves, or upwards of 2,000 SCIM for 10” valves. With just a few of these valves in a system, internal leakage could account for multiple tons of propellant loss over the course of a potential Mars mission, as shown in Figure 1.Figure 1 - Potential Propellant Loss Over the Course of a Long Duration MissionMost internal leakage rates can be attributed to inherent imperfections and misalignments, which result in imperfect contact between sealing surfaces, as shown in Figure 2.Figure 2 - Imperfections and Misalignments Between Sealing Surfaces The ER14 Branch at Marshall Space Flight Center (MSFC) has created a self-aligning seat and poppet design (shown in Figure 3) that allows a valve to be more tolerant of imperfect contacts. This design utilizes a metallic poppet head with five degrees of freedom that allows the poppet toself-align with the seat, reducing the need for tight tolerances.Figure 3 - Self-Aligning Seat and Poppet DesignIII.Test Valve DescriptionA series of development tasks have been conducted to study potential improvements to internal leakage rates. These tasks include 3 test valves (shown in Figure 4) to demonstrate the potential application to various configurations and sizes:A 3” isolation valve for liquid flows (similar to a fill and drain valve)A 3” relief valve for low temperature gas flows.An 8” pre-valve (similar to the engine isolation valve needed on a Nuclear Thermal Propulsion (NTP) engine).Figure 4 - Low Leakage Development Test ValvesThese valves have been developed and are currently being tested at liquid nitrogen (LN2) temperatures, and are anticipated to undergo testing at liquid hydrogen (LH2) temperatures in late 2022
Interplanetary CubeSats could enable small, low-cost missions beyond low Earth orbit. This class is defined by mass < ~ 10 kg, cost < $30 M, and durations up to 5 years. Over the coming decade, a stretch of each of six distinct technology areas, creating one overarching architecture, could enable comparatively low-cost Solar System exploration missions with capabilities far beyond those demonstrated in small satellites to date. The six technology areas are: (1) CubeSat electronics and subsystems extended to operate in the interplanetary environment, especially radiation and duration of operation; (2) Optical telecommunications to enable very small, low-power uplink/downlink over interplanetary distances; (3) Solar sail propulsion to enable high !V maneuvering using no propellant; (4) Navigation of the Interplanetary Superhighway to enable multiple destinations over reasonable mission durations using achievable !V; (5) Small, highly capable instrumentation enabling acquisition of high-quality scientific and exploration information; and (6) Onboard storage and processing of raw instrument data and navigation information to enable maximum utility of uplink and downlink telecom capacity, and minimal operations staffing. The NASA Innovative Advanced Concepts (NIAC) program in 2011 selected Interplanetary CubeSats for further investigation, some results of which are reported here for Phase 1.
The development of the Ares V launch vehicle will provide levels of performance unseen since the days of Apollo. This capability, like the Saturn V before it, is being developed primarily for crewed lunar missions. However, the tremendous jump in performance offered by the Ares V launch system has tremendous potential for the furtherance of robotic solar system exploration missions as well. Preliminary performance assessments indicate that Ares V could deliver 5 times the payload to Mars as compared to the most capable US expendable launch vehicle available today. Beyond Mars, the outer planets offer a number of high-priority investigations with compelling science. Presently, missions to these destinations are only achievable using indirect flights with gravity assist trajectories and, in many cases, suffer from long flight times. An Ares V with an upper stage could capture these missions using direct flights with shorter interplanetary transfer times that would enable extensive in situ investigations and possibly the return of samples to Earth. This paper lays out an estimate of Ares V performance for moderate and high C3 missions, and goes on to discuss a range of revolutionary mission concepts that could be enabled by this significant in-crease in launch capability.
This slide presentation reviews the status of Thermal Protection System (TPS) Ablator technologies and the preparation for use in interplanetary spacecraft. NASA does not have adequate TPS ablatives and sufficient selection for planned missions. It includes a comparison of shuttle and interplanetary TPS requirements, the status of mainline TPS charring ablator materials, a summary of JSC SBIR accomplishments in developing advanced charring ablators and the benefits of SBIR Ablator/fabrication technology.
The majority of today's CubeSat fleet consists of Earth-orbiting missions that mostly use existing ground systems developed by universities because of availability, simplicity, and low-cost. The Interplanetary NanoSpacecraft Pathfinder In Relevant Environment (INSPIRE) mission is a revolutionary CubeSat mission that will launch a pair of CubeSats into deep space to study the feasibility of CubeSats beyond low-Earth orbit. This uncovers a new set of systems and software engineering challenges to the development of a robust and reliable ground system in a low-cost environment. In this paper, we discuss the approach to these challenges by using the Jet Propulsion Laboratory's (JPL) Advanced Multimission Operation System (AMMOS) Ground Data System (GDS) as well as the methodologies used to engineer the flight system to work with an existing ground system developed for large-scale missions. Specifically we will focus on the command and telemetry subsystem of AMMOS, the Multimission Data Processing and Control System. We conclude with a retrospective on the challenges encountered and a brief discussion on our efforts to provide AMMOS to support future deep space CubeSat missions.
Twelve scientific instruments onboard the Cassini spacecraft depend on the accurate pointing capabilities of the spacecraft to return data critical to the success of the mission and to improving our understanding of Saturn. Throughout the seven year interplanetary cruise to Saturn and the four year prime mission, the control of the Cassini spacecraft is achieved by employing either the Reaction Control System (RCS) composed of a set of eight thrusters or the Reaction Wheel Assembly (RWA) made up of four reaction wheels, only three of which are active at a given time. The operations of Cassini imaging instruments (such as the Narrow Angle Camera) require a high level of spacecraft pointing stability in order to minimize the distortion and smearing of the image during the exposure time. In designing the Cassini attitude control system, a pointing stability performance metric that considered the frequency contents of the disturbance sources was employed. The flight performance of the Cassini pointing stability, achieved with a set of three reaction wheels or RCS thrusters, is summarized in this paper.