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NASA NTRSDate not supplied

Hybrid Electric Turboprop Commercial Freighter Opportunity

As the era of electric and hybrid electric aviation is dawning, we have the opportunity to reduce cost, energy use, and emissions of air transportation. In this paper, the case is made for the potential efficiency benefits that can be gained with hybrid electric propulsion. Initial economic, mission profile, and propulsion system concepts for a large turboprop aircraft we designate as the Hybrid Electric Turboprop Commercial Freighter (HETCOF) are presented. Market analysis shows HETCOF has the potential to serve a large market share, but the cost requirements for a new purpose built are challenging relative to the repurposed narrow body aircraft currently operating in the market. Comparing HETCOF to a genericized large turboprop freighter the payload capacity is reduced by 40% for the TRL 5+ configuration but is equivalent to the baseline for the TRL 1-2 configuration. All HETCOF configurations result in increased efficiency and subsequent block fuel, block energy, and block emissions reductions. An integrated power/thermal/and energy storage system is presented and analyzed using key performance parameters to estimate weights and losses at three technology readiness levels. Analysis shows that for a concept like this to have economic and energy benefits, many TRL 1-2 level technologies would be needed. Relevant ARPA-E programs and NASA technologies being developed to enable the benefit are also described. The most significant result of this paper is that the HETCOF concept can close with reduced fuel burn, energy use, and emissions while retaining some or all of the cargo capability of the baseline aircraft across TRL level assumptions, which enables this platform to be used for near term introduction with increasing benefits as technology matures.

Ralph H Jansen↗

NASA NTRSDate not supplied

Corridor Design and Analysis for UAM Operations

The Urban Air Mobility (UAM) concept is a part of Advanced Air Mobility (AAM), a joint initiative between the Federal Aviation Administration (FAA), NASA, and industry to develop an air transportation system that uses new electric (i.e., green) air vehicles in geographical areas previously underserved by traditional aviation. Market forecast studies predict that there will be demand for alternate modes of air transportation using electric Vertical Take-off and Landing aircraft. UAM expands transportation networks by introducing short flights to move people and goods around metropolitan areas. UAM is expected to improve mobility for the public, decongest road traffic, reduce trip time, and decrease strain on existing public transportation networks. Various challenges exist to make the introduction of UAM operations successful in the U.S. National Airspace System (NAS). These include but are not limited to integration with existing airports and airspace, provision of air traffic services (e.g., separation), vehicle design and certification, and community acceptance. The focus of this paper is on integration of UAM operations into the NAS via introduction of new airspace structures. UAM will operate within a regulatory, operational, and technical environment that is incorporated into the NAS. As per the UAM Concept of Operations (ConOps), the FAA retains regulatory authority and is responsible for establishing operational parameters and maintaining oversight. The FAA’s UAM ConOps describes flights at low altitudes (below 5,000 ft) with minimal disruption to established conventional aircraft traffic and limited voice interactions with the Air Traffic Control (ATC). Early stages of UAM may use existing procedures to safely integrate UAM with conventional flights. This would involve flying under Part 91 Visual Flight Rules (VFR) and using voice for communications. The initial UAM ecosystem will utilize the current infrastructure such as routes, helipads, and ATC services, where practicable. A NASA study explored the use of existing helicopter routes in Dallas Fort Worth (DFW) airspace for initial UAM operations with a Letter of Agreement (LOA) that included procedures to request a Class B (controlled airspace) clearance. The research showed that the chosen approach was feasible for near-term, low-demand UAM traffic, but was not scalable. The growth of operations in today’s aviation system has resulted in airspace reorganization and procedures to ensure safety and efficiency as traffic rates increase. One proposed operating innovation that can help with the scalability of UAM is establishing routes and corridors. This may look similar to the Area Navigation (RNAV) procedures used today to streamline operations into busy airports. However, instead of FAA automation systems and ATC managing the flow of traffic, some UAM concepts envision a third-party service provider performing this role as part of the Provider of Services for UAM (PSU) network. The FAA’s UAM ConOps posits that new airspace structures such as UAM corridors include the following design criteria: 1) Minimal impact on existing NAS operations, 2) no or minimal additional ATC services, 3) public interest considerations such as noise, safety, and security, and 4) customer needs. The airspace available in urban environments is limited by the height of buildings, the effect of weather including wind gusts, privacy needs, and a clearance envelope. The new airspace structure would need to be designed around large airports and urban areas where the initial market demand is likely to exist. NASA has started evaluating airspace in the Dallas Fort Worth area to design new airspace structures, keeping the first two design criteria in mind. It is assumed that there will be an on-board pilot-in-command, and the flights will operate under VFR in Visual Meteorological Conditions. Corridors will be required in controlled airspace, whereas UAM operations can fly in uncontrolled Class G and E airspace using current day rules. Keeler et. al identified factors and heuristics for development of routes for UAM operations for integration with airspace close to large airports such as Dallas Fort Worth and Dallas Love Field. This paper describes the heuristics applied to define the corridors, analyzes them with respect to legacy traffic and presents key results.

Urban Air Mobility↗

NASA NTRS2021

Advanced Air Mobility and Safety Management Systems

Our current air transportation system has underserved markets, including local, regional, intraregional, and urban transportation of both people and cargo. Recent advances in aviation technology such as small highly-automated vehicles, electric aircraft, and automated air traffic are enabling business opportunities in these markets. Advanced Air Mobility, or AAM, refers to a community effort to overcome the gaps in operational rules, safety analysis, and overall acceptance, so that these new operations will be possible. For full details, please see: https://www.nasa.gov/aam As we think about how we can safely introduce these new operations, fundamental questions about how the structure of Safety Management Systems can be applied to AAM, and how that structure can be used to help us overcome the necessary technical and societal obstacles arise. Two of these questions are: • How do we tailor the requirements and desired level of monitoring and assessment to achieve safety given the breadth of possible operations and the associated risk of those operations? • How do we aid innovation by rapidly evaluating the safety of novel operations without losing associated rigor? We assume that a Safety Management System that enables these future systems will incorporate knowledge of the acceptable level of risk, and will utilize data science to automate the core monitor, assess and mitigate functions that will allow us to respond to risks and hazards in time to prevent safety incidents. In 2018, the National Academies proposed an In-Time Aviation Safety Management System (IASMS) that would advance these goals. (https://www.nap.edu/catalog/24962/in-time-aviation-safety-management-challenges-and-research-for-an) The National Academies made a clear distinction between in-time systems, in which hazards could be identified and risks mitigated in time to prevent incidents, and real-time systems, since many hazards and risks do not need real-time data and analysis to detect and mitigate.

In-Time Aviation Safety Management System↗

NASA NTRS1980

Geothermal direct heat use: Market potential/penetration analysis for Federal Region 9

A preliminary study was made of the potential for geothermal direct heat use in Arizona, California, Hawaii, and Nevada (Federal Region 9). An analysis was made of each state to: (1) define the resource, based on the latest available data; (2) assess the potential market growth for geothermal energy; and (3) estimate the market penetration, projected to 2020. Findings of the study include the following: (1) Potentially economical hydrothermal resources exist in all four states of the Region: however, the resource data base is largely incomplete, particularly for low to moderate temperature resources. (2) In terms of beneficial heat, the total hydrothermal resource identified so far for the four states is on the order of 43 Quads, including an estimated 34 Quads of high temperature resources which are suitable for direct as well as electrical applications. (3) In California, Hawaii, and Nevada, the industrial market sector has somewhat greater potential for penetration than the residential/commercial sector. In Arizona, however, the situation is reversed, due to the collocation of two major metropolitan areas (Phoenix and Tucson) with potential geothermal resources.

Powell, W.↗

NASA NTRS2000

Tactile Sensing for Dexterous Robotic Hands

Robotic systems will be used as precursors to human exploration to explore the solar system and expand our knowledge of planetary surfaces. Robotic systems will also be used to build habitats and infrastructure required for human presence in space and on other planetary surfaces . Such robots will require a high level of intelligence and automation. The ability to flexibly manipulate their physical environment is one characteristic that makes humans so effective at these building and exploring tasks . The development of a generic autonomous grasp ing capability will greatly enhance the efficiency and ability of robotics to build, maintain and explore. To tele-operate a robot over vast distances of space, with long communication delays, has proven to be troublesome. Having an autonomous grasping capability that can react in real-time to disturbances or adapt to generic objects, without operator intervention, will reduce the probability of mishandled tools and samples and reduce the number of re-grasp attempts due to dropping. One aspect that separates humans from machines is a rich sensor set. We have the ability to feel objects and respond to forces and textures. The development of touch or tactile sensors for use on a robot that emulates human skin and nerves is the basis for this discussion. We will discuss the use of new piezo-electric and resistive materials that have emerged on the market with the intention of developing a touch sensitive sensor. With viable tacti le sensors we will be one step closer to developing an autonomous grasping capability.

Martin, Toby B.↗

NASA NTRS1994

Power Electronics Development for the SPT-100 Thruster

Russian electric propulsion technologies have recently become available on the world market. Of significant interest is the Stationary Plasma Thruster (SPT) which has a significant flight heritage in the former Soviet space program. The SPT has performance levels of up to 1600 seconds of specific impulse at a thrust efficiency of 0.50. Studies have shown that this level of performance is well suited for stationkeeping applications, and the SPT-100, with a 1.35 kW input power level, is presently being evaluated for use on Western commercial satellites. Under a program sponsored by the Innovative Science and Technology Division of the Ballistic Missile Defense Organization, a team of U.S. electric propulsion specialists observed the operation of the SPT-100 in Russia. Under this same program, power electronics were developed to operate the SPT-100 to characterize thruster performance and operation in the U.S. The power electronics consisted of a discharge, cathode heater, and pulse igniter power supplies to operate the thruster with manual flow control. A Russian designed matching network was incorporated in the discharge supply to ensure proper operation with the thruster. The cathode heater power supply and igniter were derived from ongoing development projects. No attempts were made to augment thruster electromagnet current in this effort. The power electronics successfully started and operated the SPT-100 thruster in performance tests at NASA Lewis, with minimal oscillations in the discharge current. The efficiency of the main discharge supply was measured at 0.92, and straightforward modifications were identified which could increase the efficiency to 0.94.

Hamley, John A.↗

NASA NTRS1981

Effects off system factors on the economics of and demand for small solar thermal power systems

Market penetration as a function time, SPS performance factors, and market/economic considerations was estimated, and commercialization strategies were formulated. A market analysis task included personal interviews and supplemental mail surveys to acquire statistical data and to identify and measure attitudes, reactions and intentions of prospective SPS users. Interviews encompassed three ownership classes of electric utilities and industrial firms in the SIC codes for energy consumption. A market demand model was developed which utilized the data base developed, and projected energy price and consumption data to perform sensitivity analyses and estimate potential market for SPS.

Source record↗

NASA NTRS1978

Bulb Miser

The Bulb-Miser was developed during NASA's Apollo program to protect the Saturn launch vehicle from electrical current surge. It is now being produced for the commercial market by Bulb-Miser, Inc., Houston, Texas. Technically known as a "temperature compensating thermistor," the Bulb-Miser is a simple, inexpensive device which looks like a washer about the size of a quarter. It is slipped between bulb and socket and can be used with any incandescent bulb that screws into a standard socket. In addition to delaying burnout, the Bulb-Miser also offers some reduction of electrical energy. But the economy of the device goes beyond energy use or bulb cost; to big users of bulbs, it makes possible substantially lower maintenance labor costs. One field test involving an apartment complex showed that it took two men 30 man hours monthly to replace light bulbs; after Bulb-Miser installation only nine man hours a month were needed. Bulb-Misers are used not only in private homes but also by hospitals, schools, hotels and motels, restaurants, banks and firms providing contract maintenance for large outdoor electric signs. The broadest use is in industrial facilities; the list of big companies which have purchased the Bulb-Miser reads like a Who's Who of American industry.

Source record↗

NASA NTRSDate not supplied

Current Status and Future Plans for Electric Motors and Drives at NASA

Current Status and Future Plans for Electric Motors and Drives at NASA: Our work advances propulsion for aircraft while reducing energy consumption, noise, emissions and the cost of air travel. We are committed to investigating the use of alternative energy sources and improving the safety and expediency of flight. Electrified Aircraft Propulsion (EAP) is the use of propulsors (propellers or fans) driven by electric motors to propel aircraft ranging from air taxis to subsonic transports. NASA is developing technology, aircraft concepts, test aircraft, and ground test facilities to turn this idea from science fiction to reality. Specifically, motors and/or generators (Electric machines) are needed on all electrified aircraft. And NASA is sponsoring or performing work to achieve power densities 2-3 times the state of the art for machines in the MW or larger class. Three major machine types are being developed: permanent magnet, induction, and wound field. Power converters are also an essential component in most EAP aircraft concepts, as they are used to convert from ac to dc power, or vice versa. Silicon carbide and gallium nitride convertors are being developed with conventional cooling as well as a cryogenically cooled converter. Future plans include demonstrating integrated flight-ready systems in both ground and flight tests; collaborating with and leveraging ARPA-E EAP programs; and supporting FAA standards development for market acceptance and safety.

Powertrain↗

NASA NTRS1980

Central station market development strategies for photovoltaics

Federal market development strategies designed to accelerate the market penetration of central station applications of photovoltaic energy system are analyzed. Since no specific goals were set for the commercialization of central station applications, strategic principles are explored which, when coupled with specific objectives for central stations, can produce a market development implementation plan. The study includes (1) background information on the National Photovoltaic Program, photovoltaic technology, and central stations; (2) a brief market assessment; (3) a discussion of the viewpoints of the electric utility industry with respect to solar energy; (4) a discussion of commercialization issues; and (5) strategy principles. It is recommended that a set of specific goals and objectives be defined for the photovoltaic central station program, and that these goals and objectives evolve into an implementation plan that identifies the appropriate federal role.

Source record↗

NASA NTRS1991

Solar powered Stirling cycle electrical generator

Under NASA's Civil Space Technology Initiative (CSTI), the NASA Lewis Research Center is developing the technology needed for free-piston Stirling engines as a candidate power source for space systems in the late 1990's and into the next century. Space power requirements include high efficiency, very long life, high reliability, and low vibration. Furthermore, system weight and operating temperature are important. The free-piston Stirling engine has the potential for a highly reliable engine with long life because it has only a few moving parts, non-contacting gas bearings, and can be hermetically sealed. These attributes of the free-piston Stirling engine also make it a viable candidate for terrestrial applications. In cooperation with the Department of Energy, system designs are currently being completed that feature the free-piston Stirling engine for terrestrial applications. Industry teams were assembled and are currently completing designs for two Advanced Stirling Conversion Systems utilizing technology being developed under the NASA CSTI Program. These systems, when coupled with a parabolic mirror to collect the solar energy, are capable of producing about 25 kW of electricity to a utility grid. Industry has identified a niche market for dish Stirling systems for worldwide remote power application. They believe that these niche markets may play a major role in the introduction of Stirling products into the commercial market.

Shaltens, Richard K.↗

NASA NTRS1978

Heated Goggles

The electrically heated ski goggles shown incorporate technology similar to that once used in Apollo astronauts' helmet visors, and for the same reason-providing fogfree sight in an activity that demands total vision. Defogging is accomplished by applying heat to prevent moisture condensation. Electric heat is supplied by a small battery built into the h goggles' headband. Heat is spread across the lenses by means of an invisible coating of electrically conductive metallic film. The goggles were introduced to the market last fall. They were designed by Sierracin Corporation, Sylmar, California, specialists in the field of heated transparent materials. The company produces heated windshields for military planes and for such civil aircraft as the Boeing 747, McDonnell Douglas DC-10 and Lockheed L-1011 TriStar.

Source record↗

NASA NTRS1978

Trash Compactor

The electrically heated ski goggles shown incorporate technology similar to that once used in Apollo astronauts' helmet visors, and for the same reason-providing fog-free sight in an activity that demands total vision. Defogging is accomplished by applying heat to prevent moisture condensation. Electric heat is supplied by a small battery built into the h goggles' headband. Heat is spread across the lenses by means of an invisible coating of electrically conductive metallic film. The goggles were introduced to the market last fall. They were designed by Sierracin Corporation, Sylmar, California, specialists in the field of heated transparent materials. The company produces heated windshields for military planes and for such civil aircraft as the Boeing 747, McDonnell Douglas DC-10 and Lockheed L-1011 TriStar.

Source record↗

NASA NTRS2018

Enabling Electric Aircraft_Applications and Approaches

Climate concerns have instigated serious research for weight-critical batteries to enable what are termed EVs, electric vehicles, initially for ground transportation. This research has advanced to the point where, at the system level, parity with combustion engines, via vehicle weight and drag reductions to reduce battery requirements, along with continued battery research, can conceivably be achieved in less than 10 years.. Concomitantly, renewable electric generation, which would enable essentially emission-less transportation, has via cost reductions, efficiency improvements and storage research advanced to the point of producing 25% of current electrical generation and 62% of new generation capability with continued rapid cost reductions and consequent rapid further adoption projected. The present report examines the resultant electric aircraft possibilities and opportunities including technologies to reduce requisite battery size and weight via airframe performance improvements, the benefits of electric propulsion and the enablement of a massive new aeronautics market for affordable, safe personal air vehicles that operate off of local streets.

Bushnell, Dennis M.↗

NASA NTRS1982

Potential benefits from a successful solar thermal program

Solar energy systems were investigated which complement nuclear and coal technologies as a means of reducing the U.S. dependence on imported petroleum. Solar Thermal Energy Systems (STES) represents an important category of solar energy technologies. STES can be utilized in a broad range of applications servicing a variety of economic sectors, and they can be deployed in both near-term and long-term markets. The net present value of the energy cost savings attributable to electric utility and IPH applications of STES were estimated for a variety of future energy cost scenarios and levels of R&D success. This analysis indicated that the expected net benefits of developing an STES option are significantly greater than the expected costs of completing the required R&D. In addition, transportable fuels and chemical feedstocks represent a substantial future potential market for STES. Due to the basic nature of this R&D activity, however, it is currently impossible to estimate the value of STES in these markets. Despite this fact, private investment in STES R&D is not anticipated due to the high level of uncertainty characterizing the expected payoffs.

Terasawa, K. L.↗

NASA NTRS1983

Solar thermal technologies - Potential benefits to U.S. utilities and industry

Terasawa, K. L.↗

NASA NTRS2018

Design and Performance of a Hybrid-Electric Fuel Cell Flight Demonstration Concept

As electric powertrain and propulsion-airframe integration technologies advance, airborne electric propulsion concepts appear to be on the cusp of disrupting or transforming aviation markets. One of the many challenges to this transformation lies within the onboard energy storage and generation technologies. State-of-the-art battery technology is heavy and lacks support infrastructure; purely combustion-based solutions to electrical power generation suffer from increased inefficiency as compared to a traditional combustion powertrain. This paper explores another alternative: a hybrid-electric, solid oxide fuel cell power system. This power system reforms traditional fuels to feed fuel cells that generate electrical power for the aircraft electric powertrain. A representative power system is designed based on the requirements for NASA’s X-57 Mod II electric flight demonstrator platform, and is shown to exceed system feasibility goals of 300 W/kg and 60% efficiency in at least one configuration. The hybrid-electric fuel cell power system is shown to be competitive with the range performance of a combustion-based power architecture and comparable in mission energy cost to a battery-electric power system.

Borer, Nicholas K.↗

NASA NTRS1980

The JPL parabolic dish project

The parabolic dish solar collector is a highly versatile concentrating collector system that can produce heat for many thermal processes and electricity by coupling the collector to a suitable heat engine. This paper discusses a project for the development of these collector systems and summarizes contracts with industry for developing the dish subsystems which include concentrator, receiver, and heat engine. An early market for dishes is the dispersed small community market which depends heavily on oil to operate diesel or steam turbine plants in order to generate electricity. The present contracts with industry for conducting engineering experiments using the developed dish hardware to demonstrate the technology in these early opportunity markets is also discussed.

Truscello, V. C.↗