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At least 145 records · Page 8

Program Options to Explore Ocean Worlds

Including Earth, roughly a dozen water ocean worlds exist in the solar system: the relict worlds Ceres and Mars, vast oceans inside most of the large Jovian and Saturnian icy moons, and Kuiper Belt Objects like Triton, Charon, and Pluto whose geologies are dominated by water and ammonia. Key pieces of the ocean-world science puzzle – which when completed may reveal whether life is widespread in the cosmos, why it exists where it does, and how it originates – are distributed among them. The eventual exploration of all these worlds will yield humanity’s total tangible knowledge about life in the universe, essentially forever. Thus, their exploration has existential significance for humanity’s self-regard, and indeed perhaps of our place in the natural scheme. The matter of planning how to pursue such a difficult and unprecedented exploration opportunity is therefore historic. The technical challenges are formidable, far harder than at Mars: missions to the Jovian and Saturnian ocean worlds are severely power-limited; trip times can be as much as a half decade and decade, respectively. And the science targets are global-scale oceans beneath kilometers of cryogenic ice. Reaching and exploring them would be a multi-generational undertaking, so again it is essential to plan and prepare. Today, we lack the instrumentation, subsystems, and remote operational-intelligence technologies needed to build and use exploration avatars as good as what we can envision needing. Each ocean world holds a piece of the puzzle, but the three priority targets are Europa at Jupiter, and Enceladus and Titan at Saturn. As with the systematic exploration of Mars, exploring these diverse worlds poses a complex technical and programmatic challenge – a strategic challenge – that needs to be designed and managed if each generation is to see its work bear fruit, and if the space science community is to make most effective use of the public money devoted to the quest. Strategic programs benefit from coherence. In only 15 years, the Mars Exploration Program (MEP) has transformed humanity’s view of Mars as a once and future habitable place, a world quite possibly holding relict evidence of life. Finding such evidence, we would study it to know if that life shared an origin common with Earth life. However, life in the ocean worlds could not have shared our origin, so exploring them opens another level in our quest to understand life in the universe: not only to places with vast salt-water seas known to contain organics and hydrothermal seafloors active today, but to places where anything alive cannot be related to us. MEP’s success – from its presence in the public consciousness to its rewriting of planetary habitability – make it an obvious template and source of lessons learned for a viable ocean worlds exploration program (OWEP). Six attributes of the MEP are analyzed for application to a potential OWEP. From this, five hypothetical programmatic scenarios are compared to the default case, and conclusions drawn. A coherent OWEP should have several parts: first, dedicated continuous investment in enabling technologies; and second, two directed-purpose, medium-class (~$1B) missions per decade that conduct pivotal investigations on a documented roadmap. Science could start in 2035, informing development of decadal flagship missions after Europa Clipper, to the places revealed to hold the most promise. The fastest pace of scientific discoveries would require access to high-performance propulsion infrastructure, e.g., the Space Launch System, Falcon Heavy, and high-power in-space solar electric propulsion, all capable of halving trip time. Not including these boosts, such a program would cost about a half-billion dollars more per year than NASA’s existing mission portfolio; the program architecture funded today cannot deliver a strategic OWEP while also sustaining balance among other solar system exploration priorities and opportunities.

Naderi, F.↗

Subsonic Single Aft Engine (SUSAN) Transport Aircraft Concept and Trade Space Exploration

A trade space exploration of a new NASA regional transport aircraft concept called the SUbsonic Single Aft eNgine (SUSAN) Electrofan is presented. The SUSAN concept uses a 20MW Electrified Aircraft Propulsion (EAP) system to enable advance Propulsion Airframe Integration (PAI) in transport category aircraft. Alternative fuels will be used to reduce the amount of emissions per energy used. By combining these features there is the potential to reduce aircraft emissions by 50% per passenger/mile while retaining the size, speed, and range of large regional jets. SUSAN is has a 750 mile economic mission, a 2500 mile design range and a maximum capacity of 180 passengers. The SUSAN configuration utilizes a single aft mounted engine and distributed electric wing-mounted thrusters on a tube and wing arrangement with a T-tail empennage. The SUSAN Electrofan employs a hybrid powertrain to enable: single turbofan operation on a large transport category aircraft; increased aerodynamic and propulsive efficiency through placement of electric engines; optimized turbofan sizing and efficiency through control and electric boosting, reduced control surface sizing through thrust augmentation. A single use battery is employed as the power source in case of turbofan failure. The design study also considers the constraints of operating within the current airport, airspace and economic constraints. This paper presents the status of the trade space exploration; however the concept definition is not finished. Forward work includes optimizing the overall aircraft configuration and including certain hard to model features like boundary layer ingestion or natural laminar flow across all appliable subsystems. Additional work forward work is a more extensive analysis of the configuration using alternative fuels.

Ralph H. Jansen↗

Brief Overview of Subsonic Single Aft Engine (SUSAN) Transport Aircraft Concept and Trade Space Exploration

The SUSAN concept uses a 20-megawatt Electrified Aircraft Propulsion system to enable advance Propulsion Airframe Integration in transport category aircraft. Alternative fuels will be used to reduce the amount of emissions per energy used. By combining these features there is the potential to reduce aircraft emissions by 50 percent per passenger/mile while retaining the size, speed, and range of large regional jets. The SUSAN is has a 750-mile economic mission, a 2500-mile design range and a maximum capacity of 180 passengers. The SUSAN configuration utilizes a single aft mounted engine and distributed electric wing-mounted thrusters on a tube and wing arrangement with a T-tail empennage. The SUSAN Electrofan employs a hybrid powertrain to enable: single turbofan operation on a large transport category aircraft; increased aerodynamic and propulsive efficiency through placement of electric engines; optimized turbofan sizing and efficiency through control and electric boosting, reduced control surface sizing through thrust augmentation. A single use battery is employed as the power source in case of turbofan failure. The design study also considers the constraints of operating within the current airport, airspace, and economic constraints. Forward work includes optimizing the overall aircraft configuration and including certain hard to model features like boundary layer ingestion or natural laminar flow across all appliable subsystems. Additional work forward work is a more extensive analysis of the configuration using alternative fuels.

Ralph Jansen↗

Power conditioning electronics for a 500 Wh inertial energy storage system

A description is given of a pulse-width-modulated buck-boost converter designed to interface a 500 Wh inertial energy storage system operating from 70 to 140 VDC to a constant bus of 150 VDC. Implementation of hysteresis feedback control provides excellent voltage regulation. The design is based on a 300-Wh, 94 percent Wh efficient prototype and is currently being optimized to yield 97 percent overall watt-hour efficiency.

Eakin, Vickie J.↗

Preliminary results on performance testing of a turbocharged rotary combustion engine

The performance of a turbocharged rotary engine at power levels above 75 kW (100 hp) was studied. A twin rotor turbocharged Mazda engine was tested at speeds of 3000 to 6000 rpm and boost pressures to 7 psi. The NASA developed combustion diagnostic instrumentation was used to quantify indicated and pumping mean effect pressures, peak pressure, and face to face variability on a cycle by cycle basis. Results of this testing showed that a 5900 rpm a 36 percent increase in power was obtained by operating the engine in the turbocharged configuration. When operating with lean carburetor jets at 105 hp (78.3 kW) and 4000 rpm, a brake specific fuel consumption of 0.45 lbm/lb-hr was measured.

Meng, P. R.↗

Hypersonic drone design: A multidisciplinary experience

Efforts were focused on design problems of an unmanned hypersonic vehicle. It is felt that a scaled hypersonic drone is necessary to bridge the gap between present theory on hypersonics and the future reality of the National Aerospace Plane (NASP) for two reasons: to fulfill a need for experimental data in the hypersonic regime, and to provide a testbed for the scramjet engine which is to be the primary mode of propulsion for the NASP. Three areas of great concern to NASP design were examined: propulsion, thermal management, and flight systems. Problem solving in these areas was directed towards design of the drone with the idea that the same design techniques could be applied to the NASP. A seventy degree swept double delta wing configuration, developed in the 70's at NASA Langley, was chosen as the aerodynamic and geometric model for the drone. This vehicle would be air-launched from a B-1 at Mach 0.8 and 48,000 feet, rocket boosted by two internal engines to Mach 10 and 100,000 feet, and allowed to cruise under power of the scramjet engine until burnout. It would then return to base for an unpowered landing. Preliminary energy calculations based upon the flight requirements give the drone a gross launch weight of 134,000 lb. and an overall length of 85 feet.

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Hypersonic drone vehicle design: A multidisciplinary experience

UCLA's Advanced Aeronautic Design group focussed their efforts on design problems of an unmanned hypersonic vehicle. It is felt that a scaled hypersonic drone is necesary to bridge the gap between present theory on hypersonics and the future reality of the National Aerospace Plane (NASP) for two reasons: (1) to fulfill a need for experimental data in the hypersonic regime, and (2) to provide a testbed for the scramjet engine which is to be the primary mode of propulsion for the NASP. The group concentrated on three areas of great concern to NASP design: propulsion, thermal management, and flight systems. Problem solving in these areas was directed toward design of the drone with the idea that the same design techniques could be applied to the NASP. A 70 deg swept double-delta wing configuration, developed in the 70's at the NASA Langley, was chosen as the aerodynamic and geometric model for the drone. This vehicle would be air launched from a B-1 at Mach 0.8 and 48,000 feet, rocket boosted by two internal engines to Mach 10 and 100,000 feet, and allowed to cruise under power of the scramjet engine until burnout. It would then return to base for an unpowered landing. Preliminary energy calculations based on flight requirements give the drone a gross launch weight of 134,000 pounds and an overall length of 85 feet.

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TROJID: A portable software package for upper-stage trajectory optimization

Performance optimization for upper-stage exoatmospheric vehicles often is performed within the framework of a full capability trajectory simulation package requiring either a large mainframe computer or powerful work-station. Since these software packages tend to include capabilities providing for high-fidelity boost and reentry simulations, the programs usually are quite large and not very portable. The program TROJID is an attempt to provide an environment for the optimization of upper-stage trajectories within a small package capable of being run on a standard desktop microcomputer. Utilizing a state-of-the-art nonlinear programming algorithm and a trajectory simulator implementing impulsive burns and an analytic coast phase propagator, TROJID is capable of producing trajectories for optimal multi-burn upper-stage orbit transfers. The package has been designed to allow full generality in definition of both the trajectory simulator and the parameter optimization problem.

Hammes, Steven M.↗

Beyond Fair: Engagement, Data Usability, and Open Community Productivity through the NASA Open Science Data Repository

The FAIR principle (findable, accessible, interoperable, and reusable) governs the storage and sharing of NASA space biology and health data[1]. These guiding principles maximize reuse of data and the reproducibility of scientific findings. The NASA Open Science Data Repository (OSDR; an expansion of NASA GeneLab) was built on the FAIR principles and houses over 500 studies and close to 1000 datasets from decades of space life sciences experiments. OSDR embodies the FAIR principles through data governance that includes mediated, embargoed, and fully open access data. The FAIR data governance principles were recently proposed to be expanded to encompass a FAIREST framework for assessing research data repositories (FAIR + Engagement, Social connections, and Trust)[2]. FAIREST emphasizes the importance of data repositories engaging with the scientific community and gaining the trust of researchers regarding data quality. Trust also refers to the TRUST principles developed for assessment of digital repositories: Transparency, Responsibility, User Focus, Sustainability, Technology[3]. We present the “Open Science for Life in Space” Analysis Working Groups (AWGs) as evidence regarding the power of engagement, social connections, and trust which has enhanced OSDR’s capabilities and productivity. AWG members engage in two main activities. One, members provide feedback on OSDR scientific standards for data ingestion, curation, and reuse (study, subject and assay metadata; processing pipelines; dataset formats and uniformed structures for machine-readability). Two, AWG members collaborate to mine-reuse OSDR data to conduct scientific analysis. With nearly 800 active members, the AWGs have resulted in 32 publications re-using OSDR data and contributed many papers in two major special issues in Cell (2020) and Nature (2024). AWGs also serve as networking groups, facilitate social connections between researchers at all levels of experience, and also have a social online ‘Forum’ used to keep members informed on projects and opportunities. This community-centric, productive, and trustworthy data culture has resulted in a broader effect with international space agencies, academics, and the commercial space sector wanting to submit their data to OSDR. Ten studies of Inspiration 4 data were recently publicly released by OSDR, as were some JAXA human data. Coming up soon in OSDR are data submissions from the European Space Agency, Virgin Galactic PIs, and SpaceX Polaris Dawn. A major benefit of OSDR is the array of standardized and uniformly formatted data (which was developed through AWG member consensus), from which visualization tools, analysis tools, and machine learning models can be built or trained. This talk will cover the Multi-Study Visualization Tool, the Environmental Data Application, RadLab, and a UCSF-NSF funded knowledge graph biomedical health discovery tool ‘SPOKE’ currently being integrated with OSDR. OSDR also provides training programs in bioinformatics and machine learning to improve the scientific community’s awareness of data availability and to boost their ability to perform data analysis. The increasing engagement of the scientific community and the public with technologies powered by artificial intelligence (AI) heightens the need for data analysis to be transparent. The AI for Life in Space initiative leverages the data products provided in OSDR to train AI models, with an emphasis on explainable and trustworthy AI, which would not be possible without FAIR data and metadata. Overall, here we will demonstrate the importance for NASA life sciences data repositories to adhere to the FAIREST framework, by providing examples and success stories from different aspects of OSDR.

data↗

Apollo-Lunar Orbital Rendezvous Technique

The film shows artists rendition of the spacecrafts, boosters, and flight of the Apollo lunar missions. The Apollo spacecraft will consist of three modules: the manned Command Module; the Service Module, which contains propulsion systems; and the Lunar Excursion Module (LEM) to carry astronauts to the moon and back to the Command and Service Modules. The spacecraft will be launched via a three-stage Saturn booster. The first stage will provide 7.5 million pounds of thrust from five F-1 engines for liftoff and initial powered flight. The second stage will develop 1 million pounds of thrust from five J-2 engines to boost the spacecraft almost into Earth orbit. Immediately after ignition of the second stage, the Launch Escape System will be jettisoned. A single J-2 engine in the S4B stage will provide 200,000 pounds of thrust to place the spacecraft in an earth parking orbit. It also will be used to propel the spacecraft into a translunar trajectory, then it will separate from the Apollo Modules. Onboard propulsion systems will be used to insert the spacecraft into lunar orbit. Two astronauts will enter the LEM, which will separate from the command and service modules. The LEM will go into elliptical orbit and prepare for landing. The LEM will lift off of the Moon's surface to return to the Command and Service Modules, and most likely be left in lunar orbit. After leaving the Moon's orbit, and shortly before entering Earth's orbit, the Service Module will be ejected. The Command Module will be oriented for reentry into the Earth's atmosphere. A drogue parachute will deploy at approximately 50,000 feet, followed by the main parachute system for touchdown.

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The Pulsed Fission-Fusion (PUFF) Concept for Deep Space Exploration and Terrestrial Power Generation

This team is exploring a modified Z-pinch geometry as a propulsion system, imploding a liner of liquid lithium onto a pellet containing both fission and fusion fuel. The plasma resulting from the fission and fusion burn expands against a magnetic nozzle, for propulsion, or a magnetic confinement system, for terrestrial power generation. There is considerable synergy in the concept; the lithium acts as a temporary virtual cathode, and adds reaction mass for propulsion. Further, the lithium acts as a radiation shield against generated neutrons and gamma rays. Finally, the density profile of the column can be tailored using the lithium sheath. Recent theoretical and experimental developments (e.g. tailored density profile in the fuel injection, shear stabilization, and magnetic shear stabilization) have had great success in mitigating instabilities that have plagued previous fusion efforts. This paper will review the work in evaluating the pellet sizes and z-pinch conditions for optimal PuFF propulsion. Trades of pellet size and composition with z-pinch power levels and conditions for the tamper and lithium implosion are evaluated. Current models, both theoretical and computational, show that a z-pinch can ignite a small (~1 cm radius) fission-fusion target with significant yield. Comparison is made between pure fission and boosted fission targets. Performance is shown for crewed spacecraft for high speed Mars round trip missions and near interstellar robotic missions. The PuFF concept also offers a solution for terrestrial power production. PuFF can, with recycling of the effluent, achieve near 100% burnup of fission fuel, providing a very attractive power source with minimal waste. The small size of PuFF relative to today's plants enables a more distributed power network and less exposure to natural or man-made disruptions.

Adams, Robert↗

Advanced solar-propelled cargo spacecraft for Mars missions

At the University of Washington, three concepts for an unmanned, solar powered, cargo spacecraft for Mars-support missions have been investigated. These spacecraft are designed to carry a 50,000 kg payload from a low Earth orbit to a low Mars orbit. Each design uses a distinctly different propulsion system: a solar radiation absorption (SRA) system, a solar-pumped laser (SPL) system, and a solar powered mangetoplasmadynamic (MPD) arc system. The SRA directly converts solar energy to thermal energy in the propellant through a novel process developed at the University of Washington. A solar concentrator focuses sunlight into an absorption chamber. A mixture of hydrogen and potassium vapor absorbs the incident radiation and is heated to approximately 3700 K. The hot propellant gas exhausts through a nozzle to produce thrust. The SRA has an I(sub sp) of approximately 1000 sec and produces a thrust of 2940 N using two thrust chambers. In the SPL system, a pair of solar-pumped, multi-megawatt, CO2 lasers in sun-synchronous Earth orbit converts solar energy to laser energy. The laser beams are transmitted to the spacecraft via laser relay satellites. The laser energy heats the hydrogen propellant through a plasma breakdown process in the center of an absorption chamber. Propellant flowing through the chamber, heated by the plasma core, expands through a nozzle to produce thrust. The SPL has an I(sub sp) of 1285 sec and produces a thrust of 1200 N using two thrust chambers. The MPD system uses indium phosphide solar cells to convert sunlight to electricity, which powers the propulsion system. In this system, the argon propellant is ionized and electromagnetically accelerated by a magnetoplasmadynamic arc to produce thrust. The MPD spacecraft has an I(sub sp) of 2490 sec and produces a thrust of 100 N. Various orbital transfer options are examined for these concepts. In the SRA system, the mother ship transfers the payload into a very high Earth orbit and a small auxiliary propulsion system boosts the payload into a Hohmann transfer to Mars. The SPL spacecraft releases the payload as the spacecraft passes by Mars. Both the SRA-powered spacecraft and the SPL-powered spacecraft return to Earth for subsequent missions. The MPD-propelled spacecraft, however, remains at Mars as an orbiting space station. A patched conic approximation was used to determine a heliocentric interplanetary transfer orbit for the MPD propelled spacecraft. All three solar-powered spacecraft use an aerobrake procedure to place the payload into a low Mars parking orbit. The payload delivery times range from 160 days to 873 days (2.39 years).

Auziasdeturenne, J.↗

The Origins Survey Spectrometer (OSS): A Far-IR Discovery Machine for the Origins Space Telescope

The OSS on the Origins Space Telescope is designed to decode the cosmic history of nucleosynthesis, star formation, and supermassive black hole growth with wide-area spatial-spectral 3-D surveys across the full 25 to 590 micron band. Six wideband grating modules combine to cover the full band at R=300, each couples a long slit with 60–190 beams on the sky. OSS will have a total of 120,000 background-limited detector pixels in the six 2-D arrays which provide spatial and spectral coverage. The suite of grating modules can be used for pointed observations of targets of interest, and are particularly powerful for 3-D spectral spectral surveys. To chart the transition from interstellar material, particularly water, to planetary systems, two high-spectral-resolution modes are included. The first incorporates a Fourier-transform spectrometer (FTS) in front of the gratings providing resolving power of 25,000 (δv = 12 km/s) at 179µm to resolve water emission in protoplanetary disk spectra. The second boosts the FTS capability with an additional etalon (Fabry-Perot interferometer) to provide 2 km/s resolution in this line to enable detailed structural studies of disks in the various water and HD lines. Optical, thermal, and mechanical designs are presented, and the system approach to the detector readout enabling the large formats is described.

Pontoppidan, Klaus↗

MMIC HEMT Power Amplifier for 140 to 170 GHz

A three-stage monolithic microwave integrated circuit (MMIC) power amplifier that features high-electron-mobility transistors (HEMTs) as gain elements is reviewed. This amplifier is designed to operate in the frequency range of 140 to 170 GHz, which contains spectral lines of several atmospheric molecular species plus subharmonics of other such spectral lines. Hence, this amplifier could serve as a prototype of amplifiers to be incorporated into heterodyne radiometers used in atmospheric science. The original intended purpose served by this amplifier is to boost the signal generated by a previously developed 164-GHz MMIC HEMT doubler and drive a 164-to-328-GHz doubler to provide a few milliwatts of power at 328 GHz.

Samoska, Lorene↗

Modeling and Analysis of Power Processing Systems (MAPPS). Volume 2: Appendices

The computer programs and derivations generated in support of the modeling and design optimization program are presented. Programs for the buck regulator, boost regulator, and buck-boost regulator are described. The computer program for the design optimization calculations is presented. Constraints for the boost and buck-boost converter were derived. Derivations of state-space equations and transfer functions are presented. Computer lists for the converters are presented, and the input parameters justified.

Lee, F. C.↗

A Facility for Testing High-Power Electric Propulsion Systems in Space: A Design Study

This paper will describe the results of the preliminary phase of a NASA design study for a facility to test high-power electric propulsion systems in space. The results of this design study are intended to provide a firm foundation for a subsequent detailed design and development activities leading to the deployment of a valuable space facility supporting the new vision of space exploration. The objectives for human and robotic exploration of space can be accomplished affordably, safely and effectively with high-power electric propulsion systems. But, as thruster power levels rise to the hundreds of kilowatts and up to megawatts, their testing will pose stringent and expensive demands on existing Earth-based vacuum facilities. These considerations and the access to near-Earth space provided by the International Space Station (ISS) have led to a renewed interest in space testing. The ISS could provide an excellent platform for a space-based test facility with the continuous vacuum conditions of the natural space environment and no chamber walls to modify the open boundary conditions of the propulsion system exhaust. The platform would be designed to accommodate the side-by-side testing of multiple types of electric thrusters currently under development and thus provide a strong basis for comparing their relative performance. The utility of testing on the station is further enhanced by the human presence, enabling close interaction with and modification of the test hardware in a true laboratory environment. These conditions facilitate rapid development and flight certification at potentially lower cost than with conventional Earth-bound facilities. As an added benefit, the propulsive effect of these tests could provide some drag compensation for the station, reducing the re-boost cost for the orbital facility. While it is expected that the ISS will not be capable of generating continuous levels of high power, the utilization of state-of-the-art energy storage media would be sufficient to achieve very high power levels over intervals short enough to be feasible and long enough to provide ample demonstration of steady-state operation. This paper will outline the results of the preliminary phase of the design study with emphasis on the requirements that will dictate the system design.

Petro, Andrew J.↗

X-43C Plans and Status

X-43C Project is a hypersonic flight demonstration being executed as a collaboration between the National Aeronautics and Space Administration (NASA) and the United States Air Force (USAF). X-43C will expand the hypersonic flight envelope for air breathing engines beyond the history making efforts of the Hyper-X Program (X-43A). X-43C will demonstrate sustained accelerating flight during three flight tests of expendable X-43C Demonstrator Vehicles (DVs). The approximately 16-foot long X-43C DV will be boosted to the starting test conditions, separate from the booster, and accelerate from Mach 5 to Mach 7 under its own power and autonomous control. The DVs are to be powered by a liquid hydrocarbon-fueled, fuel-cooled, dual-mode, airframe integrated scramjet engine system developed under the USAF HyTech Program. The Project is managed by NASA Langley Research Center as part of NASA s Next Generation Launch Technology Program. Flight tests will be conducted by NASA Dryden Flight Research Center over water off the coast of California in the Pacific Test Range. The NASA/USAF/industry project is a natural extension of the Hyper-X Program (X-43A), which will demonstrate short duration (~ 10 seconds) gaseous hydrogen-fueled scramjet powered flight at Mach 7 and Mach 10 using a heavyweight, largely heat sink construction, experimental engine. The X-43C Project will demonstrate sustained accelerating flight from Mach 5 to Mach 7 (~ 4 minutes) using a flight-weight, fuel-cooled, scramjet engine powered by much denser liquid hydrocarbon fuel. The X-43C DV design flows from integrating USAF HyTech developed engine technologies with a NASA Air Breathing Launch Vehicle accelerator-class configuration and Hyper-X heritage vehicle systems designs. This paper describes the X-43C Project and provides background for NASA s current hypersonic flight demonstration efforts.

Moses, Paul L.↗