Annotated Bibliography

Okutsu, M., (2015). “Low-thrust roundtrip trajectories to mars with one-synodic-period repeat
time”.​ Acta Astronautica, 110​, 191-205.2015.01.006

Dr. Masataka Okutsu evaluates the details of deep-space travel with the implementation
of both solar electric propulsion (SEP) and nuclear electric propulsion (NEP) to reach farther
destinations. He claims “Both solar electric propulsion and nuclear electric propulsion have been
considered for human missions to Mars”(15). He illustrates the way these long-distance
planetary missions will be executed and the sequence of both nuclear propulsion then followed
by solar propulsion to reach an optimal rate of efficiency. “Electric propulsion system is more
mass effective than chemical propulsion”(13), stating that the usage of SEP can be calculated for
efficiency with longer distance trips “design the low-thrust interplanetary trajectories to comprise
seven consecutive missions, in other words, the fifteen-year trajectory”(16) being much more
productive than a standard chemical propulsion system, which in return requires more fuel that
slows the trajectory of the spacecraft and increases overall costs.

Anderson, D. J., Pencil, E., Vento, D., Peterson, T., Dankanich, J., Hahne, D., & Munk, M. M.
(2014). “Products from NASA's in-space propulsion technology program applicable to
low-cost planetary missions”.​ Acta Astronautica, 93​, 516-523.2012.07.006

Anderson details the next generation of space propulsion systems and connects them to
the reduction of space travel costs. He highlights the development of ion thrusters, leading into
what they’ve become today. He claims, “advancement of solar electric propulsion systems to
enable wide variety of new missions throughout the solar system” (2). Elaborating on the uses of
ion thrusters and how they can become more qualified for the missions that traditional propulsion
systems, “The high specific impulse, or efficiency of electric propulsion system, allows direct
trajectories to multiple targets that are infeasible using chemical propulsion”(3). Finally he
concludes the article with a rough estimate of the benefits that come with the new technology
“represents an additional 70% reduction in mass, 50% reduction in footprint, and 50% reduction
in cost over the baseline”(7).

Meserole, J. S., & Richards, W. R. (2001). “Direct flight to Pluto using solar electric
 propulsion”. ​Journal of Propulsion and Power, 17​(4), 753-757. doi:10.2514/2.5811

Meserole and Richards describe the studies and experiments conducted by Boeing and
NASA with the possibilities of creating the first solar electric propulsion powers spacecraft to fly
with a direct trajectory to Mars in 2001. Claiming that “this paper presents a study done to
identify the advances in ion thruster and solar array technology needed to enable sending a
spacecraft on a fast direct trip using the pluto mission as an example”(1). They describe the key
concepts that both NASA and Boeing wanted to achieve in this small-scale planetary mission.
Meserole states, “rapid advancements in microelectronics and materials technologies are
enabling the design of high compact and efficient science and telemetry payloads with superior
capabilities than their large predecessors”(1). They also describe the first experimentation made
with electric propulsion systems in the NASA jet propulsion laboratory in november 1993, “a
spacecraft launched on a delta II could be propelled by solar-powered ion thrusters on an
earth-gravity-assist trajectory that reaches pluto in just 7-8 years”(1). Meserole and Richards thus
conclude that electric propulsion is the future of low gravity assisted space travel.

Martynov, M. B., & Petukhov, V. G. (2012). “Applications of electric propulsion in scientific

space projects: Benefits, features, and implementation examples”.​ Solar System Research
46(7), 523-530. doi:10.1134/S0038094612070180

Martynov and Petukhov describe the benefits and applications of the electric propulsion
systems. They start off by breaking electric propulsion into three main categories: electrothermal,
electrostatic, and plasma electromagnetic thus enhancing the reader's understanding of electric
propulsion systems. They then address the benefits that come with electric propulsion. Then
elaborating on the calculations needed for the experimentation, “the module structure of the
electric propulsion system; the parameters needed to calculate its mass (first of all, the mass of
fuel and tanks); the type and number electric thrusters”(3) .One of the problems solved with
electric propulsion is how to increase mass payload on spacecrafts. Martynov and Petukhov
respond with “A promising and effective solution to this problem is the use of electric propulsion
systems (EPSs) instead of the traditional upper stages and sustainer propulsion systems operating
on chemical fuel”(1). Continuing to elaborate on the topic of electric propulsion Martynov and
Petukhov claim, “One of the key elements of an electric propulsion system is electric thrusters
(ETs). There is a certain nomenclature for thrusters using the electricity generated by the
onboard electrical power plant as a source of energy for propulsion”(3) further elaborating the
basics of electric propulsion systems.

Gao, Y., & Kluever, C. A. (2005). “Engine-switching strategies for interplanetary solar-electric
-propulsion spacecraft”.​ Journal of Spacecraft and Rockets, 4​ 2(4), 765-767.
doi:10.2514/1.14973

Gao and Kluever elaborate on the conversion from conventional chemical propulsion
systems to new-aged Xenon thruster system (NEXT) , making what was a concept into a reality.
With the new engine swap Gao describes the new possibilities that are possible using the new
NEXT system. Including more payload during travel and creating a more efficient spacecraft for
long distance travel. On the other side of the spectrum Gao and Kluever examine the NEXT
system with some doubts in mind. For example, they propose “the NEXT can only be operated
within an acceptable input power range, and therefore it provides a limited thrust.”(1). This leads
Gao and Kluever to conclude, “Consequently, multiple NEXT engines are needed to increase the
total thrust acceleration level that is required for high energy interplanetary missions”(1). After
calculating the efficiency and engine firing sequence they found “indicate that operating multiple
engines always occur at the same input power, specific impulse, and thruster efficiency for each
engine”(1). Leading to the conclusion that in the their current state, both propulsion systems have
their benefits and restraints but in time as technology develops, more advancements will
counteract the restraints.