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NASA NTRS2008

Taking the Next Steps: The Ares I Crew Launch Vehicle and Ares V Cargo Launch Vehicle

The National Aeronautics and Space Administration (NASA)'s Constellation Program is depending on the Ares Projects Office (APO) to deliver the crew and cargo launch capabilities needed to send human explorers to the Moon, Mars, and beyond. The APO continues to make progress toward design, component testing, and early flight testing of the Ares I crew launch vehicle, as well as early design work for the Ares V cargo launch vehicle. Ares I and Ares V will form the core space launch capabilities that the United States needs to continue its pioneering tradition as a spacefaring nation (Figure 1). This paper will discuss design, fabrication, and testing progress toward building these new launch vehicles.

Cook, Stephen A.↗

NASA NTRS2009

Signal Detection Theory Applied to Helicopter Transmission Diagnostic Thresholds

Helicopter Health Usage Monitoring Systems (HUMS) have potential for providing data to support increasing the service life of a dynamic mechanical component in the transmission of a helicopter. Data collected can demonstrate the HUMS condition indicator responds to a specific component fault with appropriate alert limits and minimal false alarms. Defining thresholds for specific faults requires a tradeoff between the sensitivity of the condition indicator (CI) limit to indicate damage and the number of false alarms. A method using Receiver Operating Characteristic (ROC) curves to assess CI performance was demonstrated using CI data collected from accelerometers installed on several UH60 Black Hawk and AH64 Apache helicopters and an AH64 helicopter component test stand. Results of the analysis indicate ROC curves can be used to reliably assess the performance of commercial HUMS condition indicators to detect damaged gears and bearings in a helicopter transmission.

Dempsey, Paula J.↗

NASA NTRS2008

The Ares I Crew Launch Vehicle: Human Space Access for the Moon and Beyond

The National Aeronautics and Space Administration (NASA)'s Constellation Program is depending on the Ares Projects to deliver the crew launch capabilities needed to send human explorers to the Moon and beyond. The Ares Projects continue to make progress toward design, component testing, and early flight testing of the Ares I crew launch vehicle (Figure 1), the United States first new human-rated launch vehicle in over 25 years. Ares I will provide the core space launch capabilities the United States needs to continue providing crew and cargo access to the International Space Station (ISS), maintaining the U.S. pioneering tradition as a spacefaring nation, and enabling cooperative international ventures to the Moon and beyond. This paper will discuss programmatic, design, fabrication, and testing progress toward building this new launch vehicle.

Cook, Stephen A.↗

NASA NTRS2008

Regenerative Blower for EVA Suit Ventilation Fan

Portable life support systems in future space suits will include a ventilation subsystem driven by a dedicated fan. This ventilation fan must meet challenging requirements for pressure rise, flow rate, efficiency, size, safety, and reliability. This paper describes research and development that showed the feasibility of a regenerative blower that is uniquely suited to meet these requirements. We proved feasibility through component tests, blower tests, and design analysis. Based on the requirements for the Constellation Space Suit ventilation fan, we designed the critical elements of the blower. We measured the effects of key design parameters on blower performance using separate effects tests, and used the results of these tests to design a regenerative blower that will meet the ventilation fan requirements. We assembled a proof-of-concept blower and measured its performance at low pressures that simulate a PLSS environment. We obtained head/flow performance curves over a range of operating speeds, identified the maximum efficiency point for the blower, and used these results to specify the design and operating conditions for the ventilation fan. We designed a compact motor that can drive the blower under all anticipated operating requirements and operate with high efficiency during normal operation. We identified materials for the blower that will enhance safety for operation in a lunar environment. We produced a solid model that illustrates the final design. The proof-of-concept blower produced the flow rate and pressure rise needed for the CSSS ventilation subsystem while running at 5400 rpm and consuming only 9 W of electric power and using a non-optimized, commercial motor and controller and inefficient bearings. Scaling the test results to a complete design shows that a lightweight, compact, reliable, and low power blower can meet the performance requirements for future PLSSs.

Paul, Heather↗

NASA NTRS2010

Regenerative Blower for EVA Suit Ventilation Fan

Portable life support systems in future space suits will include a ventilation subsystem driven by a dedicated fan. This ventilation fan must meet challenging requirements for pressure rise, flow rate, efficiency, size, safety, and reliability. This paper describes research and development that showed the feasibility of a regenerative blower that is uniquely suited to meet these requirements. We proved feasibility through component tests, blower tests, and design analysis. Based on the requirements for the Constellation Space Suit Element (CSSE) Portable Life Support System (PLSS) ventilation fan, we designed the critical elements of the blower. We measured the effects of key design parameters on blower performance using separate effects tests, and used the results of these tests to design a regenerative blower that will meet the ventilation fan requirements. We assembled a proof-of-concept blower and measured its performance at sub-atmospheric pressures that simulate a PLSS ventilation loop environment. Head/flow performance and maximum efficiency point data were used to specify the design and operating conditions for the ventilation fan. We identified materials for the blower that will enhance safety for operation in a lunar environment, and produced a solid model that illustrates the final design. The proof-of-concept blower produced the flow rate and pressure rise needed for the CSSE ventilation subsystem while running at 5400 rpm, consuming only 9 W of electric power using a non-optimized, commercial motor and controller and inefficient bearings. Scaling the test results to a complete design shows that a lightweight, compact, reliable, and low power regenerative blower can meet the performance requirements for future space suit life support systems.

Izenson, Michael G.↗

NASA NTRS2010

From Paper to Production: An Update on NASA's Upper Stage Engine for Exploration

In 2006, NASA selected an evolved variant of the proven Saturn/Apollo J-2 upper stage engine to power the Ares I crew launch vehicle upper stage and the Ares V cargo launch vehicle Earth departure stage (EDS) for the Constellation Program. Any design changes needed by the new engine would be based where possible on proven hardware from the Space Shuttle, commercial launchers, and other programs. In addition to the thrust and efficiency requirements needed for the Constellation reference missions, it would be an order of magnitude safer than past engines. It required the J-2X government/industry team to develop the highest performance engine of its type in history and develop it for use in two vehicles for two different missions. In the attempt to achieve these goals in the past five years, the Upper Stage Engine team has made significant progress, successfully passing System Requirements Review (SRR), System Design Review (SDR), Preliminary Design Review (PDR), and Critical Design Review (CDR). As of spring 2010, more than 100,000 experimental and development engine parts have been completed or are in various stages of manufacture. Approximately 1,300 of more than 1,600 engine drawings have been released for manufacturing. This progress has been due to a combination of factors: the heritage hardware starting point, advanced computer analysis, and early heritage and development component testing to understand performance, validate computer modeling, and inform design trades. This work will increase the odds of success as engine team prepares for powerpack and development engine hot fire testing in calendar 2011. This paper will provide an overview of the engine development program and progress to date.

Kynard, Mike↗

NASA NTRS2010

Integration Methodology For Oil-Free Shaft Support Systems: Four Steps to Success

Commercial applications for Oil-Free turbomachinery are slowly becoming a reality. Micro-turbine generators, highspeed electric motors, and electrically driven centrifugal blowers are a few examples of products available in today's commercial marketplace. Gas foil bearing technology makes most of these applications possible. A significant volume of component level research has led to recent acceptance of gas foil bearings in several specialized applications, including those mentioned above. Component tests identifying such characteristics as load carrying capacity, power loss, thermal behavior, rotordynamic coefficients, etc. all help the engineer design foil bearing machines, but the development process can be just as important. As the technology gains momentum and acceptance in a wider array of machinery, the complexity and variety of applications will grow beyond the current class of machines. Following a robust integration methodology will help improve the probability of successful development of future Oil-Free turbomachinery. This paper describes a previously successful four-step integration methodology used in the development of several Oil-Free turbomachines. Proper application of the methods put forward here enable successful design of Oil-Free turbomachinery. In addition when significant design changes or unique machinery are developed, this four-step process must be considered.

Howard, Samuel A.↗

NASA NTRS2010

Current Status of NASA's Heavy Lift Plans

Numerous studies since the Apollo Program of the 1960s have highlighted the benefits of - and the need for - a national heavy lift launch capability to support human exploration, science, national security, and commercial development of space. NASA's most recent and most refined effort to develop that heavy lift capability is the Ares V. Ares V is a key element of NASA's Constellation Program. It s overall goal s part of approved national space policy is to retire the Space Shuttle and develop its successor, complete the International Space Station, and resume human exploration beyond low Earth orbit (LEO), beginning with exploration of the Moon as a step to other destinations in the Solar System. Ares V s first role is that of cargo vehicle to carry a lunar lander into Earth orbit, rendezvous with astronauts launched on the smaller Ares I crew launch vehicle, and perform the trans lunar injection (TLI) mission to send the mated crew and lander vehicles to the Moon. The design reference missions (DRMs) envisioned for it also include direct lunar cargo flights and a human Mars mission. Although NASA's priority from the start of the Constellation Program to the present has been development of the Ares I and Orion crew vehicle to replace the retiring Shuttle fleet, the Ares team has made significant progress in understanding the performance, design trades, technology needs, mission scenarios, ground and flight operations, cost, and other factors associated with heavy lift development. The current reference configuration was selected during the Lunar Capabilities Concept Review (LCCR) in fall 2008. That design has served since then as a point of departure for further refinements and trades among five participating NASA field centers. Ares V development to date has benefited from progress on the Ares I due to commonality between the vehicles. The Ares I first stage completed a successful firing of a 5-segment solid rocket motor. The Ares I-X launch Numerous studies since the Apollo Program of the 1960s have highlighted the benefits of and the need for - a national heavy lift launch capability to support human exploration, science, national security, and commercial development of space. NASA s most recent and most refined effort to develop that heavy lift capability is the Ares V. Ares V is a key element of NASA s Constellation Program. It s overall goal s part of approved national space policy is to retire the Space Shuttle and develop its successor, complete the International Space Station, and resume human exploration beyond low Earth orbit (LEO), beginning with exploration of the Moon as a step to other destinations in the Solar System. Ares V s first role is that of cargo vehicle to carry a lunar lander into Earth orbit, rendezvous with astronauts launched on the smaller Ares I crew launch vehicle, and perform the trans lunar injection (TLI) mission to send the mated crew and lander vehicles to the Moon. The design reference missions (DRMs) envisioned for it also include direct lunar cargo flights and a human Mars mission. Although NASA s priority from the start of the Constellation Program to the present has been development of the Ares I and Orion crew vehicle to replace the retiring Shuttle fleet, the Ares team has made significant progress in understanding the performance, design trades, technology needs, mission scenarios, ground and flight operations, cost, and other factors associated with heavy lift development. The current reference configuration was selected during the Lunar Capabilities Concept Review (LCCR) in fall 2008. That design has served since then as a point of departure for further refinements and trades among five participating NASA field centers. Ares V development to date has benefited from progress on the Ares I due to commonality between the vehicles. The Ares I first stage completed a successful firing of a 5-segment solid rocket motor. The Ares I-X launch successfully demonstrated in suborbital flighhe ability to assemble, prepare, launch, control and recover the Ares I configuration and compare performance to computer models. Component tests continue on the J-2X engine, which will put both the Ares I and Ares V upper stages into orbit. In addition, more than 100,000 parts have been manufactured or on the assembly line for the first J-2X powerpack and the first two development engines, with hot fire tests to begin in 2011. This paper will further detail the progress to date on the Ares V and planned activities for the remainder of 2010. In addition, the Ares V team has continued its outreach to potential user communities in science and national security. Through the Constellation Program, NASA has amassed an enormous knowledge base in the design, technologies, and operations of heavy lift launch vehicles that will be a national asset for any future launch vehicle decision. This early phase of the design presents the best opportunity to incorporate where possible the insights and needs of other users.

Creech, Steve↗

NASA NTRS2010

NASA Open Rotor Noise Research

Owing to their inherent fuel burn efficiency advantage compared with the current generation high bypass ratio turbofan engines, there is resurgent interest in developing open rotor propulsion systems for powering the next generation commercial aircraft. However, to make open rotor systems truly competitive, they must be made to be acoustically acceptable too. To address this challenge, NASA in collaboration with industry is exploring the design space for low-noise open rotor propulsion systems. The focus is on the system level assessment of the open rotors compared with other candidate concepts like the ultra high bypass ratio cycle engines. To that end there is an extensive research effort at NASA focused on component testing and diagnostics of the open rotor acoustic performance as well as assessment and improvement of open rotor noise prediction tools. In this presentation and overview of the current NASA research on open rotor noise will be provided. Two NASA projects, the Environmentally Responsible Aviation Project and the Subsonic Fixed Wing Project, have been funding this research effort.

Envia, Ed↗

NASA NTRS2011

Analyses of Longitudinal Mode Combustion Instability in J-2X Gas Generator Development

The National Aeronautics and Space Administration (NASA) and Pratt & Whitney Rocketdyne are developing a liquid oxygen/liquid hydrogen rocket engine for future upper stage and trans-lunar applications. This engine, designated the J-2X, is a higher pressure, higher thrust variant of the Apollo-era J-2 engine. The contract for development was let to Pratt & Whitney Rocketdyne in 2006. Over the past several years, development of the gas generator for the J-2X engine has progressed through a variety of workhorse injector, chamber, and feed system configurations on the component test stand at the NASA Marshall Space Flight Center (MSFC). Several of the initial configurations resulted in combustion instability of the workhorse gas generator assembly at a frequency near the first longitudinal mode of the combustion chamber. In this paper, several aspects of these combustion instabilities are discussed, including injector, combustion chamber, feed system, and nozzle influences. To ensure elimination of the instabilities at the engine level, and to understand the stability margin, the gas generator system has been modeled at the NASA MSFC with two techniques, the Rocket Combustor Interaction Design and Analysis (ROCCID) code and a lumped-parameter MATLAB(TradeMark) model created as an alternative calculation to the ROCCID methodology. To correctly predict the instability characteristics of all the chamber and injector geometries and test conditions as a whole, several inputs to the submodels in ROCCID and the MATLAB(TradeMark) model were modified. Extensive sensitivity calculations were conducted to determine how to model and anchor a lumped-parameter injector response, and finite-element and acoustic analyses were conducted on several complicated combustion chamber geometries to determine how to model and anchor the chamber response. These modifications and their ramification for future stability analyses of this type are discussed.

Hulka, J. R.↗

NASA NTRS2011

The J-2X Fuel Turbopump - Turbine Nozzle Low Cycle Fatigue Acceptance Rationale

The J-2X Fuel Turbopump (FTP) turbine, which drives the pump that feeds hydrogen to the J-2X engine for main combustion, is based on the J-2S design developed in the early 1970 s. Updated materials and manufacturing processes have been incorporated to meet current requirements. This paper addresses an analytical concern that the J-2X Fuel Turbine Nozzle Low Cycle Fatigue (LCF) analysis did not meet safety factor requirements per program structural assessment criteria. High strains in the nozzle airfoil during engine transients were predicted to be caused by thermally induced stresses between the vane hub, vane shroud, and airfoil. The heritage J-2 nozzle was of a similar design and experienced cracks in the same area where analysis predicted cracks in the J-2X design. Redesign options that did not significantly impact the overall turbine configuration were unsuccessful. An approach using component tests and displacement controlled fracture mechanics analysis to evaluate LCF crack initiation and growth rate was developed. The results of this testing and analysis were used to define the level of inspection on development engine test units. The programmatic impact of developing crack initiation/growth rate/arrest data was significant for the J-2X program. Final Design Certification Review acceptance logic will ultimately be developed utilizing this test and analytical data.

Hawkins, Lakiesha V.↗

NASA NTRS2014

Investigation of Spiral Bevel Gear Condition Indicator Validation via AC-29-2C Using Fielded Rotorcraft HUMS Data

This report presents the analysis of gear condition indicator data collected on a helicopter when damage occurred in spiral bevel gears. The purpose of the data analysis was to use existing in-service helicopter HUMS flight data from faulted spiral bevel gears as a Case Study, to better understand the differences between HUMS data response in a helicopter and a component test rig, the NASA Glenn Spiral Bevel Gear Fatigue Rig. The reason spiral bevel gear sets were chosen to demonstrate differences in response between both systems was the availability of the helicopter data and the availability of a test rig that was capable of testing spiral bevel gear sets to failure. The objective of the analysis presented in this paper was to re-process helicopter HUMS data with the same analysis techniques applied to the spiral bevel rig test data. The damage modes experienced in the field were mapped to the failure modes created in the test rig. A total of forty helicopters were evaluated. Twenty helicopters, or tails, experienced damage to the spiral bevel gears in the nose gearbox. Vibration based gear condition indicators data was available before and after replacement. The other twenty tails had no known anomalies in the nose gearbox within the time frame of the datasets. These twenty tails were considered the baseline dataset. The HUMS gear condition indicators evaluated included gear condition indicators (CI) Figure of Merit 4 (FM4), Root Mean Square (RMS) or Diagnostic Algorithm 1 (DA1) and +/- 3 Sideband Index (SI3). Three additional condition indicators, not currently calculated on-board, were calculated from the archived data. These three indicators were +/- 1 Sideband Index (SI1), the DA1 of the difference signal (DiffDA1) and the peak-to-peak of the difference signal (DP2P). Results found the CI DP2P, not currently available in the on-board HUMS, performed the best, responding to varying levels of damage on thirteen of the fourteen helicopters evaluated. Two additional CIs also not in the on-board system, DiffDA1and SI1, also performed well responding to twelve and ten of the fourteen helicopters evaluated respectively. Of the three CIs currently available in the MSPU, DA1, FM4 and SI3, SI3, responded to eight, DA1 responded to six and FM4 responded to four of the fourteen helicopters evaluated. FM4, the poorest performing CI, was not as responsive to damage as the other five CIs. Conversely, when compared to the other two, it was the only CI that responded to damage on two helicopters. CI response could not be correlated to specific failure modes due to limited pictures and subjective descriptions found within the TDA. Flight regime did affect CI response to some gear faults. Due to the range of operating conditions for each regime, more studies are required to determine their sensitivity to regimes.

rotorcraft↗

NASA NTRS2013

Investigation of Gearbox Vibration Transmission Paths on Gear Condition Indicator Performance

Helicopter health monitoring systems use vibration signatures generated from damaged components to identify transmission faults. For damaged gears, these signatures relate to changes in dynamics due to the meshing of the damaged tooth. These signatures, referred to as condition indicators (CI), can perform differently when measured on different systems, such as a component test rig, or a full-scale transmission test stand, or an aircraft. These differences can result from dissimilarities in systems design and environment under dynamic operating conditions. The static structure can also filter the response between the vibration source and the accelerometer, when the accelerometer is installed on the housing. To assess the utility of static vibration transfer paths for predicting gear CI performance, measurements were taken on the NASA Glenn Spiral Bevel Gear Fatigue Test Rig. The vibration measurements were taken to determine the effect of torque, accelerometer location and gearbox design on accelerometer response. Measurements were taken at the housing and compared while impacting the gear set near mesh. These impacts were made at gear mesh to simulate gear meshing dynamics. Data measured on a helicopter gearbox installed in a static fixture were also compared to the test rig. The behavior of the structure under static conditions was also compared to CI values calculated under dynamic conditions. Results indicate that static vibration transfer path measurements can provide some insight into spiral bevel gear CI performance by identifying structural characteristics unique to each system that can affect specific CI response.

Dempsey, Paula J.↗

NASA NTRS2016

Electrodynamic Dust Shield for Space Applications

Dust mitigation technology has been highlighted by NASA and the International Space Exploration Coordination Group (ISECG) as a Global Exploration Roadmap (GER) critical technology need in order to reduce life cycle cost and risk, and increase the probability of mission success. The Electrostatics and Surface Physics Lab in Swamp Works at the Kennedy Space Center has developed an Electrodynamic Dust Shield (EDS) to remove dust from multiple surfaces, including glass shields and thermal radiators. Further development is underway to improve the operation and reliability of the EDS as well as to perform material and component testing outside of the International Space Station (ISS) on the Materials on International Space Station Experiment (MISSE). This experiment is designed to verify that the EDS can withstand the harsh environment of space and will look to closely replicate the solar environment experienced on the Moon.

Dust mitigation↗

NASA NTRS2017

Progress of High Efficiency Centrifugal Compressor Simulations Using TURBO

Three-dimensional, time-accurate, and phase-lagged computational fluid dynamics (CFD) simulations of the High Efficiency Centrifugal Compressor (HECC) stage were generated using the TURBO solver. Changes to the TURBO Parallel Version 4 source code were made in order to properly model the no-slip boundary condition along the spinning hub region for centrifugal impellers. A startup procedure was developed to generate a converged flow field in TURBO. This procedure initialized computations on a coarsened mesh generated by the Turbomachinery Gridding System (TGS) and relied on a method of systematically increasing wheel speed and backpressure. Baseline design-speed TURBO results generally overpredicted total pressure ratio, adiabatic efficiency, and the choking flow rate of the HECC stage as compared with the design-intent CFD results of Code Leo. Including diffuser fillet geometry in the TURBO computation resulted in a 0.6 percent reduction in the choking flow rate and led to a better match with design-intent CFD. Diffuser fillets reduced annulus cross-sectional area but also reduced corner separation, and thus blockage, in the diffuser passage. It was found that the TURBO computations are somewhat insensitive to inlet total pressure changing from the TURBO default inlet pressure of 14.7 pounds per square inch (101.35 kilopascals) down to 11.0 pounds per square inch (75.83 kilopascals), the inlet pressure of the component test. Off-design tip clearance was modeled in TURBO in two computations: one in which the blade tip geometry was trimmed by 12 mils (0.3048 millimeters), and another in which the hub flow path was moved to reflect a 12-mil axial shift in the impeller hub, creating a step at the hub. The one-dimensional results of these two computations indicate non-negligible differences between the two modeling approaches.

turbomachinery↗

NASA NTRSDate not supplied

Advanced Composite Structures and Materials Technologies for Launch Vehicles

The NASA's Advanced Composites Technologies (ACT) Project has the potential to develop composite materials and structures technologies for the largest composite aerospace structures ever made. The objective the ACT Project of is to develop mid-technology readiness level (TRL) composite materials and structures technologies to TRL 6 for specific heavy lift Ares V launch vehicle and Altair lunar lander applications. To accomplish this objective, the ACT Project has four major technical elements: materials and manufacturing; structural concepts development and assessment of lightweight components; testing and evaluation; and highly loaded composite struts. The Project uses capabilities from across NASA to form multi-disciplinary, cross-center teams to meet the milestones of these technical elements. This presentation will describe the activities and plans for the ACT Project. Studies from the first execution year of the project will be summarized including results from materials selection and structural concept evaluation studies. Plans for continuing activities include studies for nondestructive evaluation/structural health monitoring, damage tolerance, joints, and material and structural testing, and these studies will be described. A major emphasis this fiscal year is the start of work for a manufacturing demonstration barrel. This structure will be composed of six, 5-m-diameter, 3-m-long curved panels that when assembled, result in a 10-m-diameter barrel. Activities related to the development of this structure will also be described.

Mark J Shuart↗

NASA NTRS2014

ERA Advanced Core Compressor Technology Program

As part of the NASA Integrated Systems Research Program, Environmentally Responsible Aviation Project, NASA GRC and GE Aviation have partnered to investigate the technology barriers associated with improved fuel economy of large gas turbine engines. Crucial to improving fuel economy is the increase in Pressure Ratio (PR) of the core compressor. General Electric is in the process of defining new advanced technology engine concepts and related engine architectures for both commercial and military subsonic and supersonic flight applications. These new concepts and architectures offer the potential of providing substantial improvements in mission fuel burn, emissions, and noise levels relative to SOTA engines and support the needs and goals of future Air force, Navy, and NASA aircraft systems. A key aspect of many of these new engine concepts is an ultra high pressure ratio core compressor. Current SOTA engines such as the GENx utilize a 23:1 class pressure ratio core compressor to achieve an overall pressure ratio in the 50:1 class. Future engines with overall pressure ratios in the 70– 80:1 class will need core compressors with pressure ratios in the 30:1 class. These single spool, ultra high pressure ratio compressors will have inherent challenges. The goal of this work is to provide a dedicated component test vehicle to study the very challenging compressor front stage performance and operability issues that arise in these aggressive machines. With a view to providing highly detailed aerodynamic data that will provide, subject to the rights restrictions for test data afforded under NASA Contract NNC10BA06B/NNC10TA64T, an industry standard data set for CFD validation.

Axial Compressors↗

NASA NTRS2026

Turbofan Engine Power Extraction Demonstration Final Report

As GE Aerospace advances toward a revolutionary step change in propulsion efficiency, the integration and demonstration of new engine architectures and technology systems are essential. The NASA Turbofan Engine Power Extraction Demonstration (PEx), conducted through the Hybrid Thermally Efficient Core (HyTEC) project, aims to develop and demonstrate megawatt-class hybrid electric capability on a modern commercial turbofan engine. The hybrid electric system is critical to meeting the needs of the U.S. aviation industry for next-generational propulsion systems with greater efficiency, durability, and range. This supports energy independence and helps ensure the security and resilience of one of America's largest export industries. The PEx project specifically targets three key objectives: mechanically integrating hybrid electric capability into a commercial turbofan engine, integrating electric machine control with turbofan control for advanced power management, and de-risking performance modeling of future hybrid electric architectures. To mature these technologies to Technology Readiness Level (TRL) 6, a series of electric power system component tests and a baseline engine performance test campaign were conducted. These efforts culminated in an integrated hybrid electric turbofan test campaign demonstrating power extraction, power insertion, and power transfer between spools. Tests of the electric power system were completed at GE Aerospace’s Electrical Power Integrated Systems Center in Dayton, Ohio and engine tests were completed at Peebles Test Operation in Peebles, Ohio. Hybrid electric trade studies extended the demonstrated capability to altitude using the validated cycle model from the PEx test campaigns, allowing for comments on expanded mission benefits not demonstrated in the ground campaign. The knowledge gained from PEx also supports GE Aerospace’s Compact Core Demonstrator as part of HyTEC Phase 2 and ultimately informs the implementation of hybrid electric systems in the next generation of GE Aerospace commercial engine products. This report provides a summary of the program background, test campaigns, trade studies, and insights into the technical maturation required to support future commercial products.

Hybrid Electric↗