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Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

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NASA NTRS1979

Energy efficient aircraft engines

The three engine programs that constitute the propulsion portion of NASA's Aircraft Energy Efficiency Program are described, their status indicated, and anticipated improvements in SFC discussed. The three engine programs are: (1) engine component improvement, directed at current engines, (2) energy efficient engine, directed at new turbofan engines, and (3) advanced turboprops, directed at technology for advanced turboprop-powered aircraft with cruise speeds to Mach 0.8. Unique propulsion system interactive ties to the airframe resulting from engine design features to reduce fuel consumption are discussed. Emphasis is placed on the advanced turboprop since it offers the largest potential fuel savings of the three propulsion programs and also has the strongest interactive ties to the airframe.

Chamberlin, R.↗

NASA NTRS1981

Development and evaluation of automatic landing control laws for power lift STOL aircraft

A series of investigations were conducted to generate and verify through ground bases simulation and flight research a data base to aid in the design and certification of advanced propulsive lift short takeoff and landing aircraft. Problems impacting the design of powered lift short haul aircraft that are to be landed automatically on STOL runways in adverse weather were examined. An understanding of the problems was gained by a limited coverage of important elements that are normally included in the certification process of a CAT 3 automatic landing system.

Feinreich, B.↗

NASA NTRS1982

Power Generation from Nuclear Reactors in Aerospace Applications

Power generation in nuclear powerplants in space is addressed. In particular, the states of technology of the principal competitive concepts for power generation are assessed. The possible impact of power conditioning on power generation is also discussed. For aircraft nuclear propulsion, the suitability of various technologies is cursorily assessed for flight in the Earth's atmosphere; a program path is suggested to ease the conditions of first use of aircraft nuclear propulsion.

English, Robert E.↗

NASA NTRS1987

Gear systems for advanced turboprops

A new generation of transport aircraft will be powered by efficient, advanced turboprop propulsion systems. Systems that develop 5,000 to 15,000 horsepower have been studied. Reduction gearing for these advanced propulsion systems is discussed. Allison Gas Turbine Division's experience with the 5,000 horsepower reduction gearing for the T56 engine is reviewed and the impact of that experience on advanced gear systems is considered. The reliability needs for component design and development are also considered. Allison's experience and their research serve as a basis on which to characterize future gear systems that emphasize low cost and high reliability.

Wagner, Douglas A.↗

NASA NTRS1986

Test results at transonic speeds on a contoured over-the-wing propfan model

A semispan wing/body model with a powered highly loaded propeller has been tested to provide data on the propulsion installation drag of advanced propfan-powered aircraft. The model had a supercritical wing with a contoured over-the-wing nacelle. It was tested in the Ames Research Center's (ARC) 14-foot Transonic Wind Tunnel at a total pressure of 1 atm. The test was conducted at angles of attack from -0.5 to 4 deg at Mach numbers ranging from 0.6 to 0.8. The test objectives were to determine propeller performance, exhaust jet effects, propeller slipstream interference drag, and total powerplant installation drag. Test results indicated a total powerplant installation drag of 82 counts (0.0082) at a Mach number of 0.8 and a lift coefficient of 0.5, which is approximately 29 percent of a typical airplane cruise drag.

Levin, Alan D.↗

NASA NTRS2019

Structural Analysis and Performance-Based Validation of a Composite Wing Spar

Electric-motor powered aircraft possess the ability to operate with efficient energy delivery, but lack the operational range of internal combustion engine powered aircraft. This range limitation requires the use of high aspect ratio, thin-chord wings to minimize aerodynamic drag losses, which results in highly loaded composite spar structures. High aspect ratio wings are required to increase mission durations for a NASA-developed experimental multi-rotor electric powered aircraft denoted as the Scalable Convergent Electric Propulsion Technology and Operations Research (SCEPTOR) or “X-57”. This paper examines the structural performance of the composite main wing spars to validate spar strength using ply-based laminate finite element methods. Geometric scaling of a main spar test-section was initially proposed for proof-testing but sacrificed stability. Ply-based structures modeling with local structural features was implemented as a risk-reduction methodology. Ply-based modeling was selected to augment the conventional “building block” approach to reduce risk, and leverage a “performance-based” approval processes encouraged in Federal Aviation Administration (FAA) design guidance. Therefore, ply-based laminate modeling of the full-scale main spar and forward spar shear-web attachments were subsequently undertaken to determine load path complexity with predicted flight loads. Ply-based modeling included stress concentrations and interlaminate behavior at interface locations that can be obscured in traditional finite element sizing models. Analysis of the wing spar laminate ply-based models compared with bearing test coupon performance was used to reduce future wing assembly proof-testing burden and facilitate performance-based flight hardware safety for the X-57 experimental aircraft.

Moore, James B.↗

NASA NTRS2010

Distributed Propulsion Vehicles

Since the introduction of large jet-powered transport aircraft, the majority of these vehicles have been designed by placing thrust-generating engines either under the wings or on the fuselage to minimize aerodynamic interactions on the vehicle operation. However, advances in computational and experimental tools along with new technologies in materials, structures, and aircraft controls, etc. are enabling a high degree of integration of the airframe and propulsion system in aircraft design. The National Aeronautics and Space Administration (NASA) has been investigating a number of revolutionary distributed propulsion vehicle concepts to increase aircraft performance. The concept of distributed propulsion is to fully integrate a propulsion system within an airframe such that the aircraft takes full synergistic benefits of coupling of airframe aerodynamics and the propulsion thrust stream by distributing thrust using many propulsors on the airframe. Some of the concepts are based on the use of distributed jet flaps, distributed small multiple engines, gas-driven multi-fans, mechanically driven multifans, cross-flow fans, and electric fans driven by turboelectric generators. This paper describes some early concepts of the distributed propulsion vehicles and the current turboelectric distributed propulsion (TeDP) vehicle concepts being studied under the NASA s Subsonic Fixed Wing (SFW) Project to drastically reduce aircraft-related fuel burn, emissions, and noise by the year 2030 to 2035.

Kim, Hyun Dae↗

NASA NTRS2023

Nasa Scaled Power Electrified Drivetrain

A new transportation system is upon us, and it aims to satisfy the increasing need for air transportation. Advanced Air Mobility (AAM) has the potential to connect cities and increase air transportation capabilities and services. NASA recognizes that there is a need for standards and technology development to ensure the safety and reliability of future AAM aircraft. The NASA Revolutionary Vertical Lift Technology (RVLT) Project is using testbed data to satisfy these needs. One of these testbeds is the Scaled Power ElEctrified Drivetrain (SPEED). SPEED is a 400 VDC, 6 kW continuous, electrified aircraft propulsion system which is used to calibrate equipment, develop procedures, and perform tests at a reduced power level. This paper describes the testbed and the work it has supported at NASA.

Patrick A Hanlon↗

NASA NTRS2023

NASA Scaled Power ElEctrified Drivetrain

Patrick Hanlon↗

NASA NTRS2003

Electrical Systems Analysis at NASA Glenn Research Center: Status and Prospects

An analysis of an electrical power and propulsion system for a 2-place general aviation aircraft is presented to provide a status of such modeling at NASA Glenn Research Center. The thermodynamic/ electrical model and mass prediction tools are described and the resulting system power and mass are shown. Three technology levels are used to predict the effect of advancements in component technology. Methods of fuel storage are compared by mass and volume. Prospects for future model development and validation at NASA as well as possible applications are also summarized.

Freeh, Joshua E.↗

NASA NTRS2017

High Voltage Hybrid Electric Propulsion - Multilayered Functional Insulation System (MFIS) NASA-GRC

High power transmission cables pose a key challenge in future Hybrid Electric Propulsion Aircraft. The challenge arises in developing safe transmission lines that can withstand the unique environment found in aircraft while providing megawatts of power. High voltage AC, variable frequency cables do not currently exist and present particular electrical insulation challenges since electrical arcing and high heating are more prevalent at higher voltages and frequencies. Identifying and developing materials that maintain their dielectric properties at high voltage and frequencies is crucial.

Power distribution↗

NASA NTRS2026

Center for High-Efficiency Electrical Technologies for Aircraft: Phase I Final Report

Under the University Leadership Initiative (ULI), the Center for High-Efficiency for Electrical Technologies (CHEETA) was established to develop and mature early-stage technologies pertaining to hydrogen-electric power and energy systems for aircraft. In particular, integration of these technologies on an aircraft system is envisioned to leverage the high specific energy content of liquid hydrogen (LH2) with fuel cell energy conversion and an electrically driven ducted fan system to provide an ultra-efficient propulsion drivetrain. For this concept, the LH2 system is not just used as an energy storage mechanism, but also as a cryogen to enable highly efficient superconducting electric systems. The end result of this concept is an integrated aircraft system with a quiet, efficient propulsion architecture that produces zero CO2, NOx, SOx, and particulate matter emissions at the vehicle level.

Hydrogen↗

NASA NTRSDate not supplied

NASA’s Electric Aircraft Propulsion Research: Yesterday, Today and Tomorrow

NASA has been making investments since ~2015 in technologies related to electric aircraft propulsion. These investments span all-electric with our four passenger X-plane and electric vertical lift studies, to regional flight demonstrators and targeted technology maturation programs. These latter two areas are focused ultimately on reducing fuel burn and overall energy use in transport-class aircraft, with the goal of reducing carbon impact of aviation on our planet. Key technology contributions include such as electric machines, power electronics, cables/bus bars, fault management systems, controls and systems studies, and enabling materials. Today we are seeing the fundamental technology investments manifest themselves in flight demonstrations, that are aimed at impacting aircraft entering service 2035-2040 time range. These efforts have largely been aimed at megawatt scale technologies that can enable hybrid electric or mildly distributed airplane concepts. While these concepts offer benefits to regional and single isle aircraft it is thought that a more fully electrified propulsion system requiring greater than 10 MW of distributed power offers more possible pathways to configure the propulsion-airframe system to gain new efficiencies. A few examples of this are NASA’s SUSAN distributed electrofan concept and NASA University Leadership Initiatives such as CHEETA and IZEA that champion turbo-electric concepts. These concepts utilize combination of advanced technologies such as, fuel cells, power dense electronics and power dense electric machines and superconducting technologies. How much or which of these concepts will be adopted by industry is unclear, however another step function in electrifying aircraft propulsion is now on the horizon.

Electric Aircraft Propulsion↗

NASA NTRSDate not supplied

Flight Deck Design of a Hybrid Turbine/Electric Aircraft

The SUbsonic Single Aft eNgine (SUSAN) program is being developed as a sustainable subsonic regional aircraft. NASA is conducting trade studies for this future hybrid single aisle passenger aircraft. The goal of reducing emission levels by 50% will be enabled through an advanced design. An aft mounted single turbine engine provides thrust and electric power to drive 16 wing mounted electric engines. Using the 16 counter-rotating electric fans will create an efficient, very high bypass ratio, engine. Electric engines allow for distributed thrust, reducing control surfaces and provide a greater dynamic response. Batteries provide boost for takeoff and climb, allowing a smaller, more efficient, turbine engine. As part of the SUSAN effort, two pilot-in-the-loop studies were conducted at NASA Langley Research Center in Virginia to explore flight deck design issues. In particular: how many throttles are required/desired for a 17-engine aircraft, does the hybrid electric design change the answer, what are the requirements for electric engine displays, what system pages are required, and what information is required to monitor the batteries. Objective and subjective data were collected after each scenario and at the end of the day with a guided set of questionnaires from sixteen crews paired by airline. Data along with pilot comments were used to improve the throttle and engine displays between the studies and used to make the final recommendations on flight deck configurations. This paper provides final design recommendations for the SUSAN flight deck and justification for each recommendation.

PAI↗

NASA NTRSDate not supplied

Design Techniques for Lightweight Aircraft Motor Drives

Electric aircraft require a propulsion system with a high specific power. Designing electric motor drives for aeronautics applications is a multidisciplinary effort which requires complex design and construction techniques to achieve the desired performance metrics. This presentation explains some of the electrical, mechanical, thermal, and magnetics design techniques used in these motor drives. The presentation also shows how the techniques are used in two ongoing NASA EAP projects.

Aircraft Motor Drive↗

NASA NTRS2019

Propeller-Wing Integration on the Parallel Electric-Gas Architecture with Synergistic Utilization Scheme (PEGASUS) Aircraft

Electrically powered aircraft show promise for reducing emissions and energy consumption, but many of the opportunities surrounding electric propulsion have yet to be explored. One opportunity is the use of multiple propulsors or distributed propulsion for improved propulsion airframe integration. However, the size, power, location, and optimum number of propulsors has not been thoroughly vetted. This paper describes the use of FlightStream, a surface vorticity solver, to investigate the aerodynamic-propulsion integration of four propulsors across the leading edge of a wing, two inboard and two at the wingtips, as proposed in the NASA Parallel Electric-Gas Architecture with Synergistic Utilization Scheme (PEGASUS) concept. FlightStream was used to determine the minimum power required for cruise for the PEGASUS aircraft. The study found that tip propellers are effective at lowering both viscous and induced drag when compared to inboard propellers alone or inboard propellers combined with tip propellers. Despite this drag savings, the propulsive efficiency was reduced when a single propeller class was used, resulting in a higher system power consumption when compared with using multiple propeller classes. Reductions in propeller efficiency are related to increases in disc and blade loading of the propeller; thus, larger propellers or higher tip speeds are seen as possible means of to improve system performance.

Blaesser, Nathaniel J.↗

NASA NTRSDate not supplied

Aeropropulsive Assessment of a BLI Tail-Cone Thruster Propulsion System for the NASA Common Research Model and a Transonic Truss-Braced Wing Configuration

This paper presents an investigation into the potential benefits of a boundary layer ingestion(BLI) aft fuselage propulsion system, or tail-cone thruster (TCT), when applied to two transport category aircraft: a conventional tube-and-wing configuration based on the NASA Common Research Model (CRM) and a transonic truss-braced wing (TTBW) configuration. Through the ingestion of low-momentum flow developed over the airframe of an aircraft, the TCT propulsion system technology can reduce overall power consumption and hence fuel burn and emissions. However, an accurate assessment of this potential requires the application of high-fidelity analysis tools that can capture the relevant propulsion-airframe integration effects, at least to first order. Toward this end, the present study employs aeropropulsive analysis tools based on the Reynolds-averaged Navier-Stokes equations to estimate the power savings coefficient, measured relative to equivalent non-BLI configurations of a given airframe. Results indicate shaft power savings of 4.1% and 5.9% can be obtained for the boundary-layer ingesting TCT configuration of the CRM and TTBW, respectively. The present study also examines the coupling between airframe aerodynamics and the inlet flow distortion experienced by the TCT of a given aircraft configuration through airframe component sensitivity studies.

AATT↗

NASA NTRS1978

Laser aircraft propulsion

The concept of using a high energy continuous wave laser beam from a power satellite in geosynchronous orbit to power a commercial air transport during cruise, i.e., a laser-powered airplane, is examined. These studies indicate that a laser powered airplane is a nearly fuelless and pollution-free flight transportation system which is cost competitive with the fuel conservative air transport of the future. This laser flight system involves the integration of a conventional aircraft with a laser power satellite and a set of laser driven turbofans, all of which can be fabricated with existing or projected technology. The dominant cost of the laser-powered flight transportation system is the cost of the power satellite.

Hertzberg, A.↗