An extraterrestrial submarine was studied to explore Saturn's moon Titan, under a Phase II NASA Innovative Advanced Concepts (NIAC) study. One of the primary design concerns for the submarine is the effect of effervescence on submarine operation. Nitrogen gas is highly soluble in Titan's methane-rich sea, Ligeia Mare. Waste heat from the submarine power system may cause this dissolved nitrogen gas to come out of solution; in a quiescent case, bubbles that form may interfere with science instruments, and in a moving case, bubbles that form along the submarine may coalesce at the aft end and cause cavitation in the propellers. This paper introduces the Phase II orbiter-supported submarine, updated mission profile, critical subsystems, as well as relevant models needed to quantify effervescence as a function of the location and operation within Ligeia Mare. Phase I and Phase II submersible designs are also compared and contrasted.

A conceptual architecture for retrieval of a sample of the surface of Venus is proposed. The mission concept incorporates a high-temperature aircraft to retrieve the sample from the surface and raise it into the upper atmosphere, a balloon-borne platform to produce fuel from the carbon dioxide atmosphere of Venus, and a launch vehicle to bring the sample into Venus orbit, where it is retrieved by an Earth-return vehicle.

At the request of NASA’s Space Communication and Navigation (SCaN) program, the Glenn Research Center’s (GRC) Compass concurrent engineering team developed a conceptual design of a Lunar Surface Relay- Mobile (LSR-M) system to provide a variety of surface and relay communication links in support of future Artemis sorties. The team determined that a mobile asset, with its ability to relocate to support a variety of surface sites and leverage more hospitable winter locations on the lunar south pole, would be of particular use in the architecture. Following the design of a solar array and battery powered baseline case, a quick look design further investigated adding a multi-mission radioisotope thermoelectric generator (MMRTG) to the system to reduce battery requirements to survive the lunar night and remove the need to relocate to favorable night locations during the lunar winter.

NASA recently completed a mission concept study to evaluate the feasibility and propulsion technology development requirements for reduced travel duration crewed missions to Mars. A high-level goal of the study was to minimize the health impact on the crew caused by the space environment. This was implemented in the study by limiting the crew to a total of approximately-two years of in-space operations and travel time. For the initial mission, the crew would stay about 30 days on the Martian surface. The propulsive demands of such a mission are immense, and the study identified two advanced propulsion options with the potential to meet the mission requirements—both options rely on nuclear fission to provide efficient propulsive energy. One propulsion option was a nuclear electric propulsion (NEP)/Chem Hybrid, with a reactor and energy conversion system powering xenon propellant ion thrusters to provide an efficient, but lower-thrust, push for most of the mission duration. This concept also relied on a liquid oxygen/liquid methane (LO2/LCH4) chemical propulsion stage to provide high thrust for maneuvers while near the Earth and Mars. The second propulsion option was nuclear thermal propulsion (NTP), in which the reactor heats liquid hydrogen (LH2) propellant to expand through a nozzle for thrust at about twice the efficiency of the best chemical propulsion systems. Both vehicle concepts rely on storing large amounts of cryogenic propellant (either LO2/LCH4 or LH2) for multiple years in space without loss, far exceeding state-of-the-art capability. To enable this new capability, the team assumed the use of several advanced cryogenic fluid management (CFM) technologies and analyzed the integrated system performance. This included considering the vehicle-level effects of the size, mass, and power requirements of these CFM elements. Further, the team evaluated the development required to enable such a mission in the mid-2030 s and determined that it was feasible. The paper elaborates on the assumed CFM technologies, provides key analysis results, and illustrates the feasibility of technology development for the proposed solutions to the CFM challenges for each propulsion concept.

An analysis of the use of in-situ volatile propellants for a sample return mission from Titan shows that this mission should be feasible. Such a mission would be invaluable for its science return, and its contribution to our understanding the origins of organic compounds in the solar system and our place in the universe.

To assess ‘quick’ missions to Mars, a study was performed to determine the feasibility of a two-year roundtrip class mission concept of operation that enables boots on Mars in the 2030s. After performing a Phase 1.1 2036 Mars opposition design case, the more difficult 2039 opposition design was pursued. This Phase 1.2 also sought to further refine the concept, building on feasibility, and addressing several challenges brought by independent team reviews. Given the date of 2039, nearer-term technologies, primarily nuclear thermal and nuclear electric were deemed as the most viable for these missions. This paper explores a nuclear electric and chemical combined propulsion approach to achieve the desired mission timeline.

Many previous studies have examined sending crews to and from Mars. The most economical involved a ‘conjunction’ class whereby the crew spends around 500 days on Mars waiting for a ‘cheap’ return. The total mission time results in over a 1000-day mission duration (about 3 years). Given the current experience level of only one year on the International Space Station (ISS), it of interest to reduce that time to only two years, thus reducing risk and minimizing required Mars surface infrastructure. The Phase 1.1 Study goal was stated as follows, “Determine the feasibility of a two-year roundtrip class Mars mission concept of operation that enables boots on Mars no later than 2036.” While the Phase1 study did show feasibility for the NEP-Chemical option, the 2036 Opposition opportunity was found to stress the schedule due to proposed technology development schedules. A 2039 Opposition (which requires even more energy than the 2036 case) was chosen as representative for Phase 1.2. Phase 1.2 also sought to further refine the concept, building on the feasibility, but addressing several challenges brought by the red team and habitat team. Given the date of 2039, nearer term technologies, primarily nuclear thermal and nuclear electric were deemed as the most viable for these missions. As will be shown, the energy required to perform such a mission in only two years (for the 2039 opportunity at least) is about three times that of the three-year conjunction mission. The rocket equation shows that this mission would then require several times the propellant of the three-year mission unless the specific impulse (ISP) of the propulsion system can be increased. Based on lunar needs, a limit of five Space Launch System (SLS) launchers with 8.4m fairings was imposed for the piloted transportation portion of the mission, limiting the size of the system. When using nuclear electric propulsion, the main limiting factor was packaging the required radiator area. The higher Isp nuclear electric propulsion (NEP) system option is described herein but with a twist: in order to keep the size of radiators packageable in one SLS and use proven reactor power system technology (~1200K reactor outlet temperature and superalloy-class Brayton) the NEP system had to be combined with a chemical propulsion system. This combination of electric propulsion and high thrust chemical was found to be useful in previous design studies combining solar electric propulsion (SEP) and chemical propulsion. Such a combination allowed the low-thrust system to provide significant change in velocity (∆V) during the interplanetary portions of the mission, thereby notably reducing the ∆V required by the high thrust system to capture and depart from the Mars gravity well. Here the high thrust ‘impulsive’ system is more efficient due to the Oberth Effect. A plethora of trades, both at the mission and system level, as well as the subsystem level were performed to develop these vehicle concepts. An entire family of NEP-Chemical transportation vehicles is described herein. The main driver and the primary focus was the piloted vehicle but additional concepts for cargo were performed using the same ‘building blocks’ in order to reduce costs and provide commonality.

Triton, the largest moon around Neptune, is a captured Kuiper Belt Object with a dynamic rarified atmosphere, active geysers, and unique “cantaloupe” like terrain. Little is known about Kuiper Belt Objects in the scientific community with most of the information coming from Pluto. Currently, NASA is designing an unmanned probe to explore the atmosphere and surface of Triton. This vehicle is unique in that it repeatedly takes off and lands (hops) using nitrogen propellant collected from its surroundings on Triton. This paper presents preliminary conceptual system design and numerical modeling of the atmospheric collection process. Four concepts are presented: a cryocooler-based system, a pump-based system, a sublimation and pump-based system, and a cryocooler and sublimation system. Numerical modeling takes into account the mass and energy transfer between all the relevant nodes in the system and is able to calculate the amount of nitrogen ice collected and ice accumulation rate as a function of time for each concept. The models are ultimately used to assess the feasibility of traversing from equator to pole in under two years using a gaseous propellant acquisition system for the Hopper.

All high-priority Venus atmosphere science is enabled or enhanced by in situ exploration elements.We describe a distributed sensing platform that allows for observation of multiple interacting regional and global phenomena over wide spatial and temporal scales and which can provide correlated, ground-truth data for remote sensing assets and modeling efforts.

A study was conducted to determine the mass and power of an in situ propellant production plant producing 10.5 t of liquid oxygen per year from the regolith at the lunar south pole. The carbothennal reduction process was selected for oxygen extraction from the regolith, using direct solar energy from a concentrator for the thermal heating in the carbothermal reactor, and solar arrays for the remaining electrical power needs. The baseline lander design selected for delivery of the production plant is capable of landing a payload mass of 3,600 kg and has significant cargo area available below the propulsion deck close to the ground for the in situ resource utilization (ISRU) hardware. Total mass for the 10.5-t oxygen plant, including all power systems, structure, command and control, communication, thermal management, and 30% margin, was 4,145 kg, exceeding the lander's payload capability. A second design of a smaller plant producing 7 t of oxygen per year resulted in a mass of 3,459 kg, which is within the lander's capability. Mass payback ratio for the 10.5- and 7-t oxygen plants is 0.4 and 0.5 (kg hardware)/(kg oxygen/yr), respectively, and indicates that a net gain of mass on the lunar surface can be realized in three to four months. (C) 2021 Published by American Society of Civil Engineers.

NASA is currently designing a conceptual vehicle to explore the surface and atmosphere of Triton, Neptune's captured Kuiper Belt Object, under a NASA Innovative Advanced Concepts (NIAC) Phase 2 study. This tholin-rich moon is dynamic, with an atmosphere, active geysers, and a unique "cantaloupe" terrain. Based on observations from Voyager-2, the surface of Triton is at temperatures between 33 and 38 K and it has a slight atmosphere that varies in pressure depending on location between equator and pole. A vehicle is being proposed which relies on scavenging solid and gaseous nitrogen and for use as a propellant. Under the current conceptual design, nitrogen is collected, liquefied, gasified, pressurized, and then fed into warm gas rocket nozzles to provide thrust to hop from one location to the next. Gaseous nitrogen is collected using cryopumping. This paper presents the design and analysis of the passive thermal system for the collection tank and active cryocooler system used to cryopump nitrogen from the rarified atmosphere to a tank. Models are developed for parasitic heat leak, multi-layer insulation heat leak, and structural heat leak to determine the required cryocooler power and mass as a function of multiple parameters.

The Triton Hopper is a NASA Innovative Advanced Concepts (NIAC) project to design a mission to not merely land, but repeatedly fly across the surface of Triton, utilizing the volatile surface ices (primarily nitrogen) as propellant for a radioisotope-heated thermal rocket engine to launch across the surface and explore all the moon’s varied terrain. An engineering design study of the vehicle and mission was done. With a calculated range of 20 km per hop, equator-to-pole mobility can be achieved over a primary mission duration of 2 years. Using Nuclear Electric Propulsion for the transfer vehicle, the same concept can be applied for a mission to the surface of Pluto.

For many exothermic systems such as proton exchange membrane (PEM) fuel cells, cooling is necessary to maintain consistent and uniform operating temperatures which are generally in the range of 60 to 80°C. A potential solution is a heat pipe employing the principle of conduction in combination with a phase change. The purpose of this study was to fully characterize the operation of a heat pipe with unique geometry designed for fuel cell heat removal at operating temperatures up to 100°C and to assess the suitability of the resulting performance for cooling system integration. Test variables consist of cold sink thermal contact conductance coefficient improving material usage, heat rejection temperature, contact pressure and area, heat pipe orientation, operational hours, and variability between units. The test results showed that heat pipe performance improves through increased condenser and heat sink contact pressure, thermal contact coating usage, greater condenser area utilization, and colder heat sink temperature. Higher initial heat pipe temperature and greater age or operation time reduce the heat pipe capabilities. Placing the condenser lower than the evaporator is the only heat pipe orientation that affects evaporator plate temperature. Condensing fluid in the lower section reduces heat transfer capacity as that orientation requires liquid water to transport by wicking against gravity.

Power production is a key aspect to any Mars mission. One method for providing power throughout the day/night cycle, or to satisfy short-duration high-output power needs, is to utilize a regenerative fuel cell system for providing energy storage and nighttime or supplemental power. This study compares the total system mass for two types of fuel cell systems, proton exchange membrane (PEM) and solid oxide (SO), sized to provide 10 kW of electrical output power in the Mars environment. Two operating locations were examined; one near the equator at 4 °S latitude and one the higher northern latitude of 48°N. The systems were sized to operate throughout the year at these locations, where the radiator was sized for the worst-case warm condition and the insulation was sized for the worst-case cold condition. Using the selected system parameters, the results for both latitudes showed that the lightest system was the SO fuel cell with a PEM electrolyzer. This was mainly due to the higher operational temperature of the SO system enabled a significantly smaller radiator mass compared to that of the PEM fuel cell system. However, there was a significant difference in mass for the PEM system when operated near the equator as compared to the higher northern latitude. For the 10-kW output system this difference in mass was just under 100 kg.

LEAVES (Lofted Environmental Atmospheric Venus Sensors) is a design exercise with the goal of dramatically decreasing the cost of obtaining prioritized chemical and physical data in planetary atmospheres. Through the application of a swarm approach this concept parallelizes atmospheric exploration, with geographic coverage far exceeding what is possible with conventional monolithic platforms or sondes. Each unit in the swarm is exceptionally compact, with a powered payload mass of only a few tens of grams and a high-drag, semi-rigid structure that acts to slow each probe as it descends through the atmosphere. This structural design can collapse into a planar form to allow for efficient stowage prior to arrival at the target body. With a total per-unit mass of only 120 g, a fleet of 100 (or more) units can be very reasonably accommodated on a carrier spacecraft.Science operations, which begin when the LEAVES probes reach an altitude of 100 km, are targeted for the cloud-bearing region of Venus' atmosphere. During the roughly 9 hour, terminal velocity descent through the atmosphere, LEAVES collects data of the state and composition of the atmosphere in parallel across multiple units. These data would represent an unprecedented constraint on the distribution and concentration of targeted chemical species, and the detection of local and regional variations in both chemistry and physical properties.A novel and compelling result of this exercise was that the same optimization that produced a structure with an exceptionally low areal mass density (0.126 kg/m2) also resulted in a probe that can be deployed directly from an aerobraking orbit (~140 km at 5 km/s) without the need for aeroshell protection. This translates to a tremendous mass savings and gives LEAVES the flexibility to be carried as a secondary payload aboard either a descending surface probe or an orbital radar mapper. Because such missions are under active development or have already been proposed (but not flown), we infer that LEAVES is well positioned as a technology

Introduction: Vehicle concepts are currently being designed and developed to explore the surface and thin atmosphere of Neptune’s moon Triton [1] for a potential two year mission to investigate astrobiological and geological aspects of the moon. Visited once by the Voyager-2 fly-by, Triton, the only large moon in the Solar System in a retrograde orbit, is a captivating and presently geologically active destination within the Solar System believed to have been de-stabilized from the Kuiper belt and captured by Neptune. The motivation for the new exploration mission to visit Triton is threefold:

We present a preliminary design for a 3 kg expendable measurement system to descend to a depth of up to 1 km in the cryogenic hydrocarbon seas (Kraken and Ligeia Mare) of Saturn's moon Titan. These could profile the temperature and gross composition (methane/ethane) and providing information on the constitution of the seabed. Particular features of the Titan environment distinct from Earth are (1) the interior of this small vehicle must be thermally isolated from the 94 K liquid (2) 1 km depth on Titan entails overpressures of only 10 bar, and (3) that the low dielectric loss of the liquid allows data transmission by radio link. A surface vessel equipped with such expendable dropsondes could accomplish much of the science previously considered for submersible vehicles, while avoiding the challenges of buoyancy control. (C) 2018 COSPAR. Published by Elsevier Ltd. All rights reserved.