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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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All sourcesNASA NTRSDOE OSTI
DOE OSTI2021

Maximizing Solar and Transportation Synergies

This report considers the technological and market pathways that will enable better use of photovoltaic (PV) electricity as fuel for future transportation demand. Most of the pathways identified will require collaborative research and development (R&D) efforts to improve the capabilities of multiple technologies, including PV, energy storage, vehicles, electrolyzers, electrofuels, and infrastructure. For plug-in electric vehicles (PEVs), technologies that enable wide-scale managed and coordinated charging are among the highest priorities for continued research, development, and deployment in the near term. Furthermore, managed and coordinated charging capabilities are foundational for future vehicle-to-grid (V2G) functionality in the long term. For hydrogen fuel cell electric vehicles (FCEVs), the use of PV electricity for electrolysis provides an opportunity to increase PV deployment. For rail, air, and maritime transportation, the feasibility of increased PV use varies in the near term; opportunities for synergies with solar include the electrification of rail, increased reliability from airport microgrids, and switching from heavy fuel oil to clean maritime electrofuels made from PV-based hydrogen. Over the longer term, battery swap stations for electric airplanes and the co-location of solar with hydrogen fueling stations at shipping ports may enable greater synergies between PV and transportation.

14 SOLAR ENERGY↗
NASA NTRS1995

Ground-Based and Space-Based Laser Beam Power Applications

A space power system based on laser beam power is sized to reduce mass, increase operational capabilities, and reduce complexity. The advantages of laser systems over solar-based systems are compared as a function of application. Power produced from the conversion of a laser beam that has been generated on the Earth's surface and beamed into cislunar space resulted in decreased round-trip time for Earth satellite electric propulsion tugs and a substantial landed mass savings for a lunar surface mission. The mass of a space-based laser system (generator in space and receiver near user) that beams down to an extraterrestrial airplane, orbiting spacecraft, surface outpost, or rover is calculated and compared to a solar system. In general, the advantage of low mass for these space-based laser systems is limited to high solar eclipse time missions at distances inside Jupiter. The power system mass is less in a continuously moving Mars rover or surface outpost using space-based laser technology than in a comparable solar-based power system, but only during dust storm conditions. Even at large distances for the Sun, the user-site portion of a space-based laser power system (e.g., the laser receiver component) is substantially less massive than a solar-based system with requisite on-board electrochemical energy storage.

Bozek, John M.↗
NASA NTRS2019

NASA Investments in Electrified Propulsion

Presentation to the International Forum on Aviation (IFAR) at the Electric Hybrid Propulsion Workshop #2 in Budapest, Hungary. This presentation is to provide an overview of NASA's investments in electrified propulsion as a starting point for the workshop, which will concentrate on the safety of electrified airplanes and potential for international collaboration.

Jankovsky, Amy↗
NASA NTRSDate not supplied

A Call To Action To Engage The Community To Meet The Challenges That Must Be Tackled To Make Electrified Aircraft Propulsion Real

Technology risk reduction is essential, as it is necessary to demonstrate the potential of Electrified Aircraft Propulsion (EAP). However, more is needed for implementation. The industry is leading EAP by developing a diverse community of novel vehicles from short-haul, small, urban-focused electric vertical takeoff and landing (eVTOL) to regional air mobility (RAM) and hybrid-electric, single-aisle transport category airplanes. There are a variety of novel EAP technologies for each of these novel vehicles. And the industry is not only looking at novel technology to advance the state of the art. Instead, the industry is looking to certify these novel aircraft through their regulatory authorities, such as the US Federal Aviation Administration (FAA), the European Union Aviation Safety Authority (EASA), Transport Canada Civil Aviation (TCCA), and Brazil’s Agência Nacional de Aviação Civil (National Civil Aviation Agency, ANAC), as well as other regulatory authorities. The NASA Electrified Powertrain Flight Demonstration (EPFD) project has partnered with two industry partners to advance integrated MW-class powertrain system technology demonstration that includes an assessment of their regulatory and standards gaps in their technology. The EPFD has conducted a generic regulatory gap analysis of hybrid electric engines that aligns with the industry partners’ efforts. The EPFD regulations and standards team is integrated into the industry standards community. The international industry standards community is wrestling with critical key challenges to certification. While some certification elements are proprietary, several technology elements cut across company propriety in aircraft engines (US 14 CFR Part 33 and EASA CS-E, regulations that only reflect reciprocating and turbine engines). The approach that several of these regulatory authorities have taken is to collaborate to address their challenges. The Certification Management Team (CMT) consists of the EASA, FAA, TCCA, and ANAC, and they have begun to address common questions, such as the Loss of Power Control (LOPC) for electric engines. They have reached out to the standards community to seek answers. The industry standards development organizations (SDO) have also looked ahead to address current regulations and standards gaps. The ASTM has built key committees in its ASTM F44 General Aviation Committee and F39 Aircraft Systems Committee. The SAE has established the E-40 Electric Propulsion and AE-10 High Voltage committees.

Standards↗
NASA NTRSDate not supplied

A Call To Action To Engage The Community To Meet The Challenges That Must Be Tackled To Make Electrified Aircraft Propulsion Real

Technology risk reduction is essential, as it is necessary to demonstrate the potential of Electrified Aircraft Propulsion (EAP). However, more is needed for implementation. The industry is leading EAP by developing a diverse community of novel vehicles from short-haul, small, urban-focused electric vertical takeoff and landing (eVTOL) to regional air mobility (RAM) and hybrid-electric, single-aisle transport category airplanes. There are a variety of novel EAP technologies for each of these novel vehicles. And the industry is not only looking at novel technology to advance the state of the art. Instead, the industry is looking to certify these novel aircraft through their regulatory authorities, such as the US Federal Aviation Administration (FAA), the European Union Aviation Safety Authority (EASA), Transport Canada Civil Aviation (TCCA), and Brazil’s Agência Nacional de Aviação Civil (National Civil Aviation Agency, ANAC), as well as other regulatory authorities. The NASA Electrified Powertrain Flight Demonstration (EPFD) project has partnered with two industry partners to advance integrated MW-class powertrain system technology demonstration that includes an assessment of their regulatory and standards gaps in their technology. The EPFD has conducted a generic regulatory gap analysis of hybrid electric engines that aligns with the industry partners’ efforts. The EPFD regulations and standards team is integrated into the industry standards community. The international industry standards community is wrestling with critical key challenges to certification. While some certification elements are proprietary, several technology elements cut across company propriety in aircraft engines (US 14 CFR Part 33 and EASA CS-E, regulations that only reflect reciprocating and turbine engines). The approach that several of these regulatory authorities have taken is to collaborate to address their challenges. The Certification Management Team (CMT) consists of the EASA, FAA, TCCA, and ANAC, and they have begun to address common questions, such as the Loss of Power Control (LOPC) for electric engines. They have reached out to the standards community to seek answers. The industry standards development organizations (SDO) have also looked ahead to address current regulations and standards gaps. The ASTM has built key committees in its ASTM F44 General Aviation Committee and F39 Aircraft Systems Committee. The SAE has established the E-40 Electric Propulsion and AE-10 High Voltage committees.

Standards↗
NASA NTRS2004

Construction and Analysis of Electronic circuits

The Aviation Environmental Technical Branch produces many various types of aeronautical research that benefits the NASA mission for space exploration and in turn, produces new technology for our nation. One of the present goals of the Aviation Environmental Technical Branch is to create better engines for airplanes by testing supersonic jet propulsion and safe fuel combustion. During the summer of 2004, I was hired by Vincent Sattenvhite Chief executive of the Aviation Environmental Technical Branch to Assist Yves Lamothe with a fuel igniter circuit. Yves Lamothe is an electrical engineer who is currently working on safe fuel combustion testing. This testing is planned to determine the minimum ignition energy for fuel and air vapors of current and alternative fuels under simulated flight conditions. An air temperature bath will provide simulated flight profile temperatures and the heat fluxes to the test chamber. I was assigned with Yves to help complete the igniter circuit which consists of a 36k voltage supply an oscilloscope, and a high voltage transistor switch. During my tenure in the L.E.C.I.R.P. program I studied the basics of electricity and circuitry along with two other projects that I completed. In the beginning of my internship, I devote all of my time to research the aspects of circuitry so that I would be prepared for the projects that I was assigned to do. I read about lessons on; the basic physical concepts of electronics, Electrical units, Basic dc circuits, direct current circuit analysis, resistance and cell batteries, various types of magnetism , Alternating current basics, inductance, and power supplies. I received work sheets and math equations from my Mentor so that I could be able to apply these concepts into my work. After I complete my studies, I went on to construct a LED chaser circuit which displays a series of light patterns using a 555 timer. I incorporated a switch and motion detector into the circuit to create basic alarm system. This project challenged my ability to interpret a schematic and expand it. While I was still completing the LED chaser circuit I Also was given A Basic Stamp Toddler Robot to build and program. The Toddler robot can walk in 36 various styles using advanced robotics. I used many different programs to create movement and direction of the robot. Also the Toddler can use infrared vision to sense objects. This enables the robot to maneuver indefinitely without running into objects. During my tenure at the NASA Glen Research Center I definite utilized the NASA mission to educate. I learned valuable information to help in my up coming year as a freshman in college.

Thomas, Ashley N.↗
NASA NTRS2004

Upgrades at the Propulsion Systems Lab (PSL)

The Propulsion Systems Lab (PSL) does ground testing on full size air breathing engines. These engines range from those on commercial airplanes to fighter jets. At the PSL, engineers receive test requirements from customers and put together the necessary instrumentation, data systems, power requirements, electrical control valves, and engine controls. The engineers are also responsible for facility maintenance, repairs and upgrades. There are four major sections at the PSL; the Test floor, the Data room, the Control room and, the WDPF room. On the test floor are two test cells, cell #3 and cell #4. It is within these cells that the actual engine resides for ground testing. The cells, once sealed and taken up to altitude, are capable of reaching engine inlet temperatures of 1000 F to -90 F, and various atmospheric pressures. The engine, when operational, takes in air and gives out exhaust of up to 2000 F. The exhaust is led to another section of the cell where it is cooled to 150 F before finally redirected to the appropriate disposer. Temperature and pressure transducers detect the conditions within the cell and transmit them to the data room where the results are captured, processed, analyzed, and translated to a more comprehensive language. This is made possible with the aid of several programmable logic controllers (PLCs) and instrumentation and control systems. The translated data is then sent, via the LAN, to the control room where the results can be viewed on monitors by the engineers and customers. From the control room, the test cell conditions can be changed whenever desired. During tests, a lot takes place in the facility. The WDPF control system monitors and controls all facility parameters. This summer, I will assist the engineers; on an upgrade to the facility's distributed control and dynamic data system, in preparation for an engine test that will begin in September, the installation of control systems and various miscellaneous projects around the PSL.

Audu, Abdullahi M.↗
NASA NTRS2012

Subsonic Ultra Green Aircraft Research Phase II: N+4 Advanced Concept Development

This final report documents the work of the Boeing Subsonic Ultra Green Aircraft Research (SUGAR) team on Task 1 of the Phase II effort. The team consisted of Boeing Research and Technology, Boeing Commercial Airplanes, General Electric, and Georgia Tech. Using a quantitative workshop process, the following technologies, appropriate to aircraft operational in the N+4 2040 timeframe, were identified: Liquefied Natural Gas (LNG), Hydrogen, fuel cell hybrids, battery electric hybrids, Low Energy Nuclear (LENR), boundary layer ingestion propulsion (BLI), unducted fans and advanced propellers, and combinations. Technology development plans were developed.

Bradley, Marty K.↗
NASA NTRS1987

Airflow calibration and exhaust pressure/temperature survey of an F404, S/N 215-109, turbofan engine

A General Electric F-404 turbofan engine was calibrated for thrust and airflow at the NASA Lewis Propulsion System Laboratory in support of future flight tests of the X-29 aircraft. Tests were conducted with and without augmentation, over a range of flight conditions, including the two design points of the airplane. Data obtained during the altitude tests will be used to correct two independent gross thrust calculation routines which will be installed and operated on the airplane to determine in-flight gross thrust. Corrected airflow data as a function of corrected fan speed collapsed onto a single curve. Similarly, trends were observed and defined for both augmented and dry thrust. Overall agreement between measured data and F-404 Engine Spec Deck data was within 2 percent for airflow and 6 percent for thrust. The results of an uncertainty analysis for thrust and airflow is presented. In addition to the thrust calibration, the exhaust gas boundary layer pressure and temperatures were surveyed at selected condition and engine power levels to obtain data for another NASA F-404 program. Test data for these surveys are presented.

Burns, Maureen E.↗
NASA NTRS2014

A Noise and Emissions Assessment of the N3-X Transport

Analytical predictions of certification noise and exhaust emissions for NASA's N3-X - a notional, hybrid wingbody airplane - are presented in this paper. The N3-X is a 300-passenger concept transport propelled by an array of fans distributed spanwise near the trailing edge of the wingbody. These fans are driven by electric motors deriving power from twin generators driven by turboshaft engines. Turboelectric distributed hybrid propulsion has the potential to dramatically increase the propulsive efficiency of aircraft. The noise and exhaust emission estimates presented here are generated using NASA's conceptual design systems analysis tools with several key modifications to accommodate this unconventional architecture. These tools predict certification noise and the emissions of oxides of nitrogen by leveraging data generated from a recent analysis of the N3-X propulsion system.

Berton, Jeffrey J.↗
NASA NTRS2017

Greased Lightning (GL-10) Flight Testing Campaign

Greased Lightning (GL-10) is an aircraft configuration that combines the characteristics of a cruise efficient airplane with the ability to perform vertical takeoff and landing (VTOL). This aircraft has been designed, fabricated and flight tested at the small unmanned aerial system (UAS) scale. This technical memorandum will document the procedures and findings of the flight test experiments. The GL-10 design utilized two key technologies to enable this unique aircraft design; namely, distributed electric propulsion (DEP) and inexpensive closed loop controllers. These technologies enabled the flight of this inherently unstable aircraft. Overall it has been determined thru flight test that a design that leverages these new technologies can yield a useful VTOL cruise efficient aircraft.

Fredericks, William J.↗
NASA NTRS1999

High-Lift Engine Aeroacoustics Technology (HEAT) Test Program Overview

The NASA High-Speed Research program developed the High-Lift Engine Aeroacoustics Technology (HEAT) program to demonstrate satisfactory interaction between the jet noise suppressor and high-lift system of a High-Speed Civil Transport (HSCT) configuration at takeoff, climb, approach and landing conditions. One scheme for reducing jet exhaust noise generated by an HSCT is the use of a mixer-ejector system which would entrain large quantities of ambient air into the nozzle exhaust flow through secondary inlets in order to cool and slow the jet exhaust before it exits the nozzle. The effectiveness of such a noise suppression device must be evaluated in the presence of an HSCT wing high-lift system before definitive assessments can be made concerning its acoustic performance. In addition, these noise suppressors must provide the required acoustic attenuation while not degrading the thrust efficiency of the propulsion system or the aerodynamic performance of the high-lift devices on the wing. Therefore, the main objective of the HEAT program is to demonstrate these technologies and understand their interactions on a large-scale HSCT model. The HEAT program is a collaborative effort between NASA-Ames, Boeing Commercial Airplane Group, Douglas Aircraft Corp., Lockheed-Georgia, General Electric and NASA - Lewis. The suppressor nozzles used in the tests were Generation 1 2-D mixer-ejector nozzles made by General Electric. The model used was a 13.5%-scale semi-span model of a Boeing Reference H configuration.

Zuniga, Fanny A.↗
NASA NTRS1998

Engine Technology Challenges for the High-Speed Civil Transport Plane

Ongoing NASA-funded and privately funded studies continue to indicate that an opportunity exists for a second generation supersonic commercial airliner, or High-Speed Civil Transport (HSCT), to become a key part of the 21 st century international air transportation system. Long distance air travel is projected to be the fastest growing segment of the air transportation market by the turn of the century with increases at about 5 percent per annum over the next two decades. This projection suggests that by the year 2015, more than 600,000 passengers per day will be traveling long distances, predominantly over water. These routes would provide the greatest potential for an HSCT to become a significant part of the international air transportation system. The potential market for an HSCT is currently projected to be anywhere from 500-1500 aircraft over the 2005-2030 time period. Such an aircraft fleet size would represent a considerable share of the potential long-range aircraft market. However, this projected HSCT fleet can become a reality only if technologies are developed which will allow an HSCT design that is (1) environmentally compatible and (2) economically viable. Simply stated, the HSCT will be a technology driven airplane. Without significant advances in airframe and propulsion technologies over the levels currently available, there will be no second generation supersonic airliner! This paper will briefly describe the propulsion technology challenges which must be met prior to any product launch decision being made by industry and the progress toward meeting these challenges through NASAs High-Speed Research (HSR) Program, a partnership between NASA and Boeing, General Electric and Pratt & Whitney.

Plencner, Robert M.↗
NASA NTRS2006

NASA Tech Briefs, January 2006

Topics covered include: Semiautonomous Avionics-and-Sensors System for a UAV; Biomimetic/Optical Sensors for Detecting Bacterial Species; System Would Detect Foreign-Object Damage in Turbofan Engine; Detection of Water Hazards for Autonomous Robotic Vehicles; Fuel Cells Utilizing Oxygen From Air at Low Pressures; Hybrid Ion-Detector/Data-Acquisition System for a TOF-MS; Spontaneous-Desorption Ionizer for a TOF-MS; Equipment for On-Wafer Testing From 220 to 325 GHz; Computing Isentropic Flow Properties of Air/R-134a Mixtures; Java Mission Evaluation Workstation System; Using a Quadtree Algorithm To Assess Line of Sight; Software for Automated Generation of Cartesian Meshes; Optics Program Modified for Multithreaded Parallel Computing; Programs for Testing Processor-in-Memory Computing Systems; PVM Enhancement for Beowulf Multiple-Processor Nodes; Ion-Exclusion Chromatography for Analyzing Organics in Water; Selective Plasma Deposition of Fluorocarbon Films on SAMs; Water-Based Pressure-Sensitive Paints; System Finds Horizontal Location of Center of Gravity; Predicting Tail Buffet Loads of a Fighter Airplane; Water Containment Systems for Testing High-Speed Flywheels; Vapor-Compression Heat Pumps for Operation Aboard Spacecraft; Multistage Electrophoretic Separators; Recovering Residual Xenon Propellant for an Ion Propulsion System; Automated Solvent Seaming of Large Polyimide Membranes; Manufacturing Precise, Lightweight Paraboloidal Mirrors; Analysis of Membrane Lipids of Airborne Micro-Organisms; Noninvasive Diagnosis of Coronary Artery Disease Using 12-Lead High-Frequency Electrocardiograms; Dual-Laser-Pulse Ignition; Enhanced-Contrast Viewing of White-Hot Objects in Furnaces; Electrically Tunable Terahertz Quantum-Cascade Lasers; Few-Mode Whispering-Gallery-Mode Resonators; Conflict-Aware Scheduling Algorithm; and Real-Time Diagnosis of Faults Using a Bank of Kalman Filters.

Source record↗
DOE OSTI2022

Hybrid Solid Oxide Fuel Cell/Gas Turbine Model Development for Electric Aviation

A thermodynamic model was developed and validated to analyze a high-performance solid oxide fuel cell and gas turbine (SOFC-GT) hybrid power system for electric aviation. This study used a process simulation software package (ProMax) to study the role of SOFC design and operation on the feasibility and performance of the hybrid system. Standard modules, including compressor, turbine, heat exchanger, reforming reactor, and combustor were used from the ProMax tool suite while a custom module was created to simulate the SOFC stack. The model used an SOFC test data set as an input. Additional SOFC stack performance effects, such as pressure, temperature, and utilization of air and fuel, were added from open source data. System performance predictors were SOFC specific power, fuel-to-electricity conversion efficiency, and hybrid system efficiency. Using these input data and predictors, a static thermodynamic performance model was created that can be modified for different system configurations and operating conditions. Prior to creating the final aircraft performance model, initial demonstration models were developed to validate output results. We used the NASA SOFC model as a benchmark, which was created with their Numerical Propulsion System Simulator (NPSS) software framework. Our output results matched within 1% of both the NASA model and open source SOFC performance data. With confidence gained in the accuracy of this model, a 1-MW SOFC-GT hybrid power system was constructed for an aircraft propulsion concept. Overall hybrid system efficiencies of > 75% FTE were observed during standard 36,000 feet cruise flight conditions.

30 DIRECT ENERGY CONVERSION↗
NASA NTRS2011

Subsonic Ultra Green Aircraft Research

This Final Report summarizes the work accomplished by the Boeing Subsonic Ultra Green Aircraft Research (SUGAR) team in Phase 1, which includes the time period of October 2008 through March 2010. The team consisted of Boeing Research and Technology, Boeing Commercial Airplanes, General Electric, and Georgia Tech. The team completed the development of a comprehensive future scenario for world-wide commercial aviation, selected baseline and advanced configurations for detailed study, generated technology suites for each configuration, conducted detailed performance analysis, calculated noise and emissions, assessed technology risks, and developed technology roadmaps. Five concepts were evaluated in detail: 2008 baseline, N+3 reference, N+3 high span strut braced wing, N+3 gas turbine battery electric concept, and N+3 hybrid wing body. A wide portfolio of technologies was identified to address the NASA N+3 goals. Significant improvements in air traffic management, aerodynamics, materials and structures, aircraft systems, propulsion, and acoustics are needed. Recommendations for Phase 2 concept and technology projects have been identified.

Bradley, Marty K.↗
NASA NTRS2015

System-Level Experimental Validations for Supersonic Commercial Transport Aircraft Entering Service in the 2018-2020 Time Period

This report describes the work conducted under NASA funding for the Boeing N+2 Supersonic Experimental Validation project to experimentally validate the conceptual design of a supersonic airliner feasible for entry into service in the 2018 -to 2020 timeframe (NASA N+2 generation). The primary goal of the project was to develop a low-boom configuration optimized for minimum sonic boom signature (65 to 70 PLdB). This was a very aggressive goal that could be achieved only through integrated multidisciplinary optimization tools validated in relevant ground and, later, flight environments. The project was split into two phases. Phase I of the project covered the detailed aerodynamic design of a low boom airliner as well as the wind tunnel tests to validate that design (ref. 1). This report covers Phase II of the project, which continued the design methodology development of Phase I with a focus on the propulsion integration aspects as well as the testing involved to validate those designs. One of the major airplane configuration features of the Boeing N+2 low boom design was the overwing nacelle. The location of the nacelle allowed for a minimal effect on the boom signature, however, it added a level of difficulty to designing an inlet with acceptable performance in the overwing flow field. Using the Phase I work as the starting point, the goals of the Phase 2 project were to design and verify inlet performance while maintaining a low-boom signature. The Phase II project was successful in meeting all contract objectives. New modular nacelles were built for the larger Performance Model along with a propulsion rig with an electrically-actuated mass flow plug. Two new mounting struts were built for the smaller Boom Model, along with new nacelles. Propulsion integration testing was performed using an instrumented fan face and a mass flow plug, while boom signatures were measured using a wall-mounted pressure rail. A side study of testing in different wind tunnels was completed as a precursor to the selection of the facilities used for validation testing. As facility schedules allowed, the propulsion testing was done at the NASA Glenn Research Center (GRC) 8 x 6-Foot wind tunnel, while boom and force testing was done at the NASA Ames Research Center (ARC) 9 x 7-Foot wind tunnel. During boom testing, a live balance was used for gathering force data. This report is broken down into nine sections. The first technical section (Section 2) covers the general scope of the Phase II activities, goals, a description of the design and testing efforts, and the project plan and schedule. Section 3 covers the details of the propulsion system concepts and design evolution. A series of short tests to evaluate the suitability of different wind tunnels for boom, propulsion, and force testing was also performed under the Phase 2 effort, with the results covered in Section 4. The propulsion integration testing is covered in Section 5 and the boom and force testing in Section 6. CFD comparisons and analyses are included in Section 7. Section 8 includes the conclusions and lessons learned.

Magee, Todd E.↗
NASA NTRS1990

The Screem-J4D: A proposal in response to a low Reynolds number station keeping mission

The Screem-J4D is a remotely piloted airplane that was designed to fly at a chord Reynold's number of 100,000 while performing figure-8 maneuvers in a restricted area. It has a high aspect ratio main wing with a conventional empennage giving it a sailplane appearance. A specifications table and three-view drawing is provided. The flight plan calls for ascent to cruise altitude at 20 ft and then perform three figure-8 turns around pylons. These pylons will be separated by fifty yards and stationed inside a sports facility. Once completed, the pilot is to make use of any remaining power by loitering before landing the plane. The propulsion system of the J4D consists of a propeller-electric motor combination with the prop mounted at the front of the fuselage. In order to provide sufficient lift for low speed travel, the J4D has an aspect ratio of 11.72 with an 8.2 inch mean chord. The wing consists of a spar and rib construction with Micafilm skin. A combination of directional and longitudinal control will enable the J4D to perform the figure-8 maneuvers. However, in order to avoid the construction and servo weight of ailerons, the rudder was designed to be over one-half the size of the vertical tail to insure that the proper roll motion could be attained.

Source record↗