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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
NASA NTRS1975

Interagency Workshop on Lighter than Air Vehicles, Monterey, Calif., September 9-13, 1974, Proceedings

Papers are presented which review modern lighter-than-air (LTA) airship design concepts and LTA structures and materials technology, as well as perform economic and market analyses for assessment of the viability of future LTA development programs. Potential applications of LTA vehicles are examined. Some of the topics covered include preliminary estimates of operating costs for LTA transports, an economic comparison of three heavy lift airborn systems, boundary layer control for airships, computer aided flexible envelope designs, state-of-the-art of metalclad airships, aspects of hybrid-Zeppelins, the LTA vehicle as a total cargo system, unmanned powered balloons, and a practical concept for powered or tethered weight-lifting LTA vehicles. Individual items are announced in this issue.

Vittek, J. F., Jr.↗
NASA NTRS1979

Characteristics of future Vertical Axis Wind Turbines (VAWTs)

The developing Darrieus VAWT technology whose ultimate objective is economically feasible, industry-produced, commercially marketed wind energy systems is reviewed. First-level aerodynamic, structural, and system analyses capabilities which support and evaluate the system designs are discussed. The characteristics of current technology designs are presented and their cost effectiveness is assessed. Potential improvements identified are also presented along with their cost benefits.

Kadlec, E. G.↗
NASA NTRS1984

Newer Carbon Fibers and Their Properties

The newer carbon fibers that are either on the market or coming in the near future are described. The structure of carbon fibers is discussed along with the relationship between structure and physical property. Finally, how different types of structure are designed by control of process parameters is described.

Bacon, R.↗
NASA NTRS1992

Ultrasonic nondestructive characterization of composites with 3-dimensional architectures

The development and implementation of advanced composite material systems and their associated technologies are critical for success in the highly competitive world aerospace market. Acceptance of advance production methods and field support of structures made with these new materials require the development of quantitative, cost-effective, inspection methods. The results of quantitative ultrasonic through-transmission imaging of composites with complex three-dimensional architecture using phase-insensitive and phase-sensitive techniques are presented.

Miller, James G.↗
NASA NTRS1996

Damage accumulation in closed cross-section, laminated, composite structures

The need for safe, lightweight, less expensive, and more reliable launch vehicle components is being driven by the competitiveness of the commercial launch market. The United States has lost 2/3 of the commercial lunch market to Europe. As low cost Russian and Chinese vehicles become available, the US market share could be reduced even further. This international climate is driving the Single Stage To Orbit (SSTO) program at NASA. The goal of the SSTO program is to radically reduce the cost of safe, routine transportation to and from space with a totally reusable launch vehicle designed for low-cost aircraft-like operations. Achieving this goal will require more efficient uses of materials. Composite materials can provide this program with the material and structural efficiencies needed to stay competitive in the international launch market place. In satellite systems the high specific properties, design flexibility, improved corrosion and wear resistance, increased fatigue life, and low coefficient of thermal expansion that are characteristic of composite materials can all be used to improve the overall satellite performance. Some of the satellites that may be able to take advantage of these performance characteristics are the Tethered Satellite Systems (TOSCIFER, AIRSEDS, TSS2, SEDS1, and SEDS2), AXAF, GRO, and the next generation Hubble Space Telescope. These materials can also be utilized in projects at the NASAIMSFC Space Optics Technology and System Center of Excellence. The successful implementation of composite materials requires accurate performance characterization. Materials characterization data for composite materials is typically generated using flat coupons of finite width. At the free edge of these coupons the stress state is exacerbated by the presence of stiffness and geometric discontinuities. The exacerbated stress state has been shown to dominate the damage accumulation in these materials and to have a profound affect on the material constants. Space structures typically have closed cross-sections, absent of free edges. As a result, composite material characterization data generated using finite width flat specimens does not accurately reflect the performance of the composite materials used in a closed cross-section structural configuration. Several investigators have recognized the need to develop characterization techniques for composite materials in closed cross-sectioned structures. In these investigations test methods were developed and cylindrical specimens were evaluated. The behavior of the cylindrical specimens were observed to depart from behavior typical of flat coupons. However, no attempts were made to identify and monitor the progression of damage in these cylindrical specimens during loading. The identification and monitoring of damage is fundamental to the characterization of composite materials in closed cross-section configurations. In the study reported here, a closed cross-sectioned test method was developed to monitor damage progression in 2 in. diameter cylindrical specimens and 1.5 in. finite width flat coupons subjected to quasi-static, tensile loading conditions. Damage in these specimen configurations was monitored using pulse echo ultrasonic, acoustic emission, and X-ray techniques.

Bucinell, Ronald B.↗
NASA NTRS2016

Measurement and Modelling of Multicopter UAS Rotor Blades in Hover

Multicopters are becoming one of the more common and popular type of unmanned aircraft systems (UAS) which have both civilian and military applications. One example being the concept of drone deliveries proposed by the distribution company Amazon [1]. The electrical propulsion is considered to have both faster and easier deliveries and also environmental benefits compared to other vehicles that still use fossil fuel. Other examples include surveillance and just simple entertainment. The reason behind their success is often said to be due to their small size, relatively low cost, simple structure and finally simple usage. With an increase in the UAS market comes challenges in terms of security, as both people and other aircrafts could be harmed if not used correctly. Therefore further studies and regulations are needed to ensure that future use of drones, especially in the civilian and public sectors, are safe and efficient. Thorough research has been done on full scale, man or cargo transporting, helicopters so that most parts of flight and performance are fairly well understood. Yet not much of it have been verified for small multicopters. Until today many studies and research projects have been done on the control systems, navigation and aerodynamics of multicopters. Many of the methods used today for building multicopters involve a process of trial an error of what will work well together, and once that is accomplished some structural analysis of the multicopter bodies might be done to verify that the product will be strong enough and have a decent aerodynamic performance. However, not much has been done on the research of the rotor blades, especially in terms of structural stress analyses and ways to ensure that the commonly used parts are indeed safe and follow safety measures. Some producers claim that their propellers indeed have been tested, but again that usually tends towards simple fluid dynamic analyses and even simpler stress analyses. There is no real deflection measurement of said blades and all theory is today based on the theory developed for full scale helicopters. This report thus intends to highlight the problems that come with blade deflection theory and measurements for multicopters. This thesis starts with the introduction and problem formulation where the grounds for what the report contains are laid out. Then a literature review of the research within the area follows where previous and current research and methods are presented. In the background information and theory relevant to the area are presented. After that the methods and set up of the different experimental and computer simulation approaches are depicted. In the results section the obtained results are presented and compared. Lastly there is a discussion where the results and methods are evaluated and analyzed, followed by the most important conclusions.

Multicopter UAS Rotor Blades↗
NASA NTRS2000

A Structured Light Sensor System for Tree Inventory

Tree Inventory is referred to measurement and estimation of marketable wood volume in a piece of land or forest for purposes such as investment or for loan applications. Exist techniques rely on trained surveyor conducting measurements manually using simple optical or mechanical devices, and hence are time consuming subjective and error prone. The advance of computer vision techniques makes it possible to conduct automatic measurements that are more efficient, objective and reliable. This paper describes 3D measurements of tree diameters using a uniquely designed ensemble of two line laser emitters rigidly mounted on a video camera. The proposed laser camera system relies on a fixed distance between two parallel laser planes and projections of laser lines to calculate tree diameters. Performance of the laser camera system is further enhanced by fusion of information induced from structured lighting and that contained in video images. Comparison will be made between the laser camera sensor system and a stereo vision system previously developed for measurements of tree diameters.

Chien, Chiun-Hong↗
NASA NTRS2003

The Temporal Configuration of Airline Networks

The deregulation of US aviation in 1978 resulted in the reconfiguration of airline networks into hub-and-spoke systems, spatially concentrated around a small number of central airports or 'hubs' through which an airline operates a number of daily waves of flights. A hub-and-spoke network requires a concentration of traffic in both space and time. In contrast to the U.S. airlines, European airlines had entered the phase of spatial network concentration long before deregulation. Bilateral negotiation of traffic fights between governments forced European airlines to focus their networks spatially on small number of 'national' airports. In general, these star-shaped networks were not coordinated in time. Transfer opportunities at central airports were mostly created 'by accident'. With the deregulation of the EU air transport market from 1988 on, a second phase of airline network concentration started. European airlines concentrated their networks in time by adopting or intensifying wave-system structures in their flight schedules. Temporal concentration may increase the competitive position of the network in a deregulated market because of certain cost and demand advantages.

Burghouwt, Guillaume↗
NASA NTRS1976

Electric utility companies and geothermal power

The requirements of the electric utility industry as the primary potential market for geothermal energy are analyzed, based on a series of structured interviews with utility companies and financial institution executives. The interviews were designed to determine what information and technologies would be required before utilities would make investment decisions in favor of geothermal energy, the time frame in which the information and technologies would have to be available, and the influence of the governmental politics. The paper describes the geothermal resources, electric utility industry, its structure, the forces influencing utility companies, and their relationship to geothermal energy. A strategy for federal stimulation of utility investment in geothermal energy is suggested. Possibilities are discussed for stimulating utility investment through financial incentives, amelioration of institutional barriers, and technological improvements.

Pivirotto, D. S.↗
NASA NTRS1987

Ceramics for engines

Structural ceramics were under nearly continuous development for various heat engine applications since the early 1970s. These efforts were sustained by the properties that ceramics offer in the areas of high-temperature strength, environmental resistance, and low density and the large benefits in system efficiency and performance that can result. The promise of ceramics was not realized because their brittle nature results in high sensitivity to microscopic flaws and catastrophic fracture behavior. This translated into low reliability for ceramic components and thus limited their application in engines. For structural ceramics to successfully make inroads into the terrestrial heat engine market requires further advances in low cost, net shape fabrication of high reliability components, and improvements in properties such as toughness, and strength. These advances will lead to very limited use of ceramics in noncritical applications in aerospace engines. For critical aerospace applications, an additional requirement is that the components display markedly improved toughness and noncatastrophic or graceful fracture. Thus the major emphasis is on fiber-reinforced ceramics.

Kiser, James D.↗
NASA NTRSDate not supplied

OSAM-2: Plans and Progress for the First Demonstration of Structural Manufacturing in Space

OSAM-2 began as a NASA Space Technology Mission Directorate Tipping Point project in 2016 in which an investment made in ground development and demonstration and/or flight demonstration will result in: Significant advancement of technology’s maturation High likelihood for utilization of technology in commercially fielded space application Significant improvement in ability to successfully bring space technology to market Topic area was “Robotic In-Space Manufacturing and Assembly of Spacecraft and Space Structures” Made In Space, Inc. (now Redwire) proposed Archinaut One, an in-space robotic precision manufacturing and assembly system for larger-than-deployable structures Manufacturing / assembly in the operational environment allows manufactured parts to be designed for that environment (and not for launch loads and need to deploy) In 2020 NASA budget language, NASA began using On-orbit Servicing, Assembly, and Manufacturing Mission 2 (OSAM-2) for Archinaut One Restore-L + SPIDER (SPace Infrastructure DExterous Robot) became OSAM-1 Note: Slide 7 contains video animation, best viewed in presentation mode, run time 2 mins 25 secs.

In-Space Manufacturing↗
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 NTRS1997

Commercializing Defense Technologies and Helping Defense Firms Succeed in Commercial Markets: A Report on the Objectives, Activities, and Accomplishments of the TAP-IN Program

Technology Access for Product Innovation (TAP-IN), the largest technology deployment project funded by TRP, was competitively selected through a national solicitation for proposals. TAP-IN was created to help companies access and apply defense technologies and help defense-dependent companies enter new commercial markets. Defense technologies included technologies developed by DoD, DOE, NASA, and their contractors. TAP-IN was structured to provide region-based technology access services that were able to draw on technology resources nationwide. TAP-IN provided expert assistance in all stages of the commercialization process from concept through prototype design to capital sourcing and marketing strategy. TAP-IN helped companies locate new technology, identify business partners, secure financing, develop ideas for new products, identify new markets, license technology, solve technical problems, and develop company-specific applications of federal technology. TAP-IN leveraged NASA's existing commercial technology network to create an integrated national network of organizations that assisted companies in every state. In addition to NASA's six regional technology transfer centers (RTTCs), TAP-IN included business and technology development organizations in every state, the Industrial Designers Society of America, and the Federal Laboratory Consortium (FLC).

Source record↗
NASA NTRS1995

Prosthesis Material

FAB/CAM, a subsidiary of the Harshberger Prosthetic and Orthotic Center, Inc., approached Marshall for help in replacing the heavy, fragile plaster they used to produce master molds for prosthetics. Concurrently, Marshall and Martin Marietta were creating a commercial derivative of the foam insulation used to protect the Space Shuttle External Tank from excessive heat. FAB/CAM found the foam blanks to be lighter, cheaper and easier to manufacture than plaster, resulting in lower costs to the consumer. Martin Marietta markets the foam system, MARCORE, for the prosthesis market. The system also has commercial potential in high temperature insulation and structural applications.

Source record↗
NASA NTRS2005

History of the Development of Liquid-Applied Coatings for Protection of Reinforced Concrete

Corrosion of reinforcing steel in concrete is an insidious problem for structures at Kennedy Space Center (KSC). KSC is located on the coast of Florida in a highly corrosive atmosphere. Launch pads, highway bridge infrastructure, and buildings are strongly affected. To mitigate these problems, NASA initiated a development program for a Galvanic Liquid-Applied Coating System (GLACS). A breakthrough in this area would have great commercial value in transportation, marine and construction industry infrastructures. The patented NASA GLACS system has undergone considerable testing to meet the needs of commercialization. A moisture-cure coating gives excellent adhesion with ease of application compared to existing galvanic products on the market. The latest development, GalvaCori; can be sprayed or hand applied to almost any structure shape. A self-adhesive conductive tape system has been devised to simplify current collection within the coating areas. In testing programs, millivolt potential and milliamp output per square foot of anode have been closely studied at actual test sites. These two parameters are probably the most challenging items of a resin-based, room-temperature-applied, galvanic coating. Extensive re-formulation has resulted in a system that provides the needed polarization for catholic protection of reinforcing steel in concrete in a variety of structure environments. The rate of corrosion of rebar in concrete is greatly affected by the environment of the structure. In addition to this, for any given concrete structure; moisture level, carbonization, and chloride contamination influences the rate of rebar corrosion. Similarly, the cathodic protection level of galvanic systems is also dependent on the moisture level of the concrete. GalvaCorr is formulated to maintain galvanic activity as the moisture level of the structure declines. GalvaCorr is available as a three-part kit. The mixing step requires about ten minutes. The viscosity can be easily adjusted to meet the application needs. The pot or working life is four to six hours, depending on the temperature. GalvaCorr can be thought of as a spray-on coating, battery ready to provide up to -1.4 volts (relative to CSE) of cathodic protection (CP) potential.

Curran, Joseph J.↗
NASA NTRS2003

The Impact of Total Liberalization of Domestic Air Transport on the Social Welfare and on the Dynamic of Competition: Comparison Between the United States and the European Union

Since the lst of April 1997 date of the implementation of the third package of the liberalization, air transport, within the european Union has become totally liberalized. In the United States the deregulation of domestic air traffic was earlier and faster since it took place in October 1978 after the adoption of the only act of deregulation. This paper, in its first part, deals with the liberalization of the industry of air traffic in the european union. After a comparison with US system based on market demand, fare policy and network restrictions, we present our descriptive results coming from treatments on the OAG data. These results present several aspects such as the evolution of the competitive structure of the intra-european routes, the level of airport dominance and the growth of hub structure. The second part of the paper presents models of entry in the airline industry. As profitability" of route flown explains correctly decisions taken by airlines to serve or not a route, the paper focuses on the specification and the estimation of the determinants of city, pair profitability in the european union. Treatments done on the OAG data show a rapid development of leasing space agreement (partial and total) and code sharing practices between 1995 and 2000 in Europe that's why we differentiate first between the two type of competitive strategy of entry(direct entry and leasing space agreement) and second between the competitive strategy of entry and the alliance strategy of code sharing. So the estimation of model will be able to answer the question if the european air transport market is contestable and in case not to see if the decision of entry is more directed by the level of airport dominance (as in the domestic United States market)or essentially by the competitive structure of the routes. We try to explain the nature of entry(directleasing or code sharing) by the different levels of these two determinants.

Zbidi, Karim↗
NASA NTRS2017

Climate Limits Across Space and Time on European Forest Structure

The impact climate has on forests has been extensively studied. However, the large scale effect climate has on forest structures, such as average diameters, heights and basal area are understudied in a spatially explicit manner. The limits, tipping points and thresholds that climate places on forest structures dictate the services a forest may provide, the vulnerability of a forest to mortality and the potential value of the timber there within. The majority of current research either investigates climate impacts on forest pools and fluxes, on a tree physiological scale or on case studies that are used to extrapolate results and potential impacts. A spatially explicit study on how climate affects forest structure over a large region would give valuable information to stakeholders who are more concerned with ecosystem services that cannot be described by pools and fluxes but require spatially explicit information - such as biodiversity, habitat suitability, and market values. In this study, we quantified the limits that climate (maximum, minimum temperature and precipitation) places on 3 forest structures, diameter at breast height, height, and basal area throughout Europe. Our results show clear climatic zones of high and low upper limits for each forest structure variable studied. We also spatially analyzed how climate restricts the potential bio-physical upper limits and creates tipping points of each forest structure variable and which climate factors are most limiting. Further, we demonstrated how the climate change has affected 8 individual forests across Europe and then the continent as a whole. We find that diameter, height and basal area are limited by climate in different ways and that areas may have high upper limits in one structure and low upper limits in another limited by different climate variables. We also found that even though individual forests may have increased their potential upper limit forest structure values, European forests as a whole have lost, on average, 5.0%, 1.7% and 6.5% in potential mean forest diameter, height and basal area, respectively.

Moreno, Adam La Salle↗
NASA NTRS2013

High Speed Mobility Through On-Demand Aviation

Game changing advances come about by the introduction of new technologies at a time when societal needs create the opportunity for new market solutions. A unique opportunity exists for NASA to bring about such a mobility revolution in General Aviation, extendable to other aviation markets, to maintain leadership in aviation by the United States. This report outlines the research carried out so far under NASA's leadership towards developing a new mobility choice, called Zip Aviation1,2,3. The feasibility, technology and system gaps that need to be addressed, and pathways for successful implementation have been investigated to guide future investment. The past decade indicates exciting trends in transportation technologies, which are quickly evolving. Automobiles are embracing automation to ease driver tasks as well as to completely control the vehicle with added safety (Figure 1). Electric propulsion is providing zero tail-pipe emission vehicles with dramatically lower energy and maintenance costs. These technologies have not yet been applied to aviation, yet offer compelling potential benefits across all aviation markets, and in particular to General Aviation (GA) as an early adopter market. The benefits of such an adoption are applicable in the following areas: 􀁸 Safety: The GA market experiences accident rates that are substantially higher than automobiles or commercial airlines, with 7.5 fatal accidents per 100 million vehicle miles compared to 1.3 for automobiles and.068 for airlines. Approximately 80% of these accidents are caused by some form of pilot error, with another 13% caused by single point propulsion system failure. 􀁸 Emissions: Environmental constraints are pushing for the elimination of 100Low Lead (LL) fuel used in most GA aircraft, with aviation fuel the #1 source of lead emissions into the environment. Aircraft also have no emission control systems (i.e. no catalytic converters etc.), so they are gross hydrocarbon polluters compared to automobiles. 􀁸 Community Noise: Hub and smaller GA airports are facing increasing noise restrictions, and while commercial airliners have dramatically decreased their community noise footprint over the past 30 years, GA aircraft noise has essentially remained same, and moreover, is located in closer proximity to neighborhoods and businesses. 􀁸 Operating Costs: GA operating costs have risen dramatically due to average fuel costs of over $6 per gallon, which has constrained the market over the past decade and resulted in more than 50% lower sales and 35% less yearly operations. Infusion of autonomy and electric propulsion technologies can accomplish not only a transformation of the GA market, but also provide a technology enablement bridge for both larger aircraft and the emerging civil Unmanned Aerial Systems (UAS) markets. The NASA Advanced General Aviation Transport Experiments (AGATE) project successfully used a similar approach to enable the introduction of primary composite structures and flat panel displays in the 1990s, establishing both the technology and certification standardization to permit quick adoption through partnerships with industry, academia, and the Federal Aviation Administration (FAA). Regional and airliner markets are experiencing constant pressure to achieve decreasing levels of community emissions and noise, while lowering operating costs and improving safety. But to what degree can these new technology frontiers impact aircraft safety, the environment, operations, cost, and performance? Are the benefits transformational enough to fundamentally alter aircraft competiveness and productivity to permit much greater aviation use for high speed and On-Demand Mobility (ODM)? These questions were asked in a Zip aviation system study named after the Zip Car, an emerging car-sharing business model. Zip Aviation investigates the potential to enable new emergent markets for aviation that offer "more flexibility than the existing transportation solutions." These studies indicate that autonomy and electric propulsion technology infusions offer a unique opportunity to provide breakthrough capabilities for new high speed, on-demand travel alternatives that can leapfrog the need for future expensive ground-based infrastructure investment. At the same time, such investments offer a method of laying the foundation for these technologies to be incubated for commercial aviation at lower cost, and with lower initial certification thresholds due to the relatively poor capabilities of GA aircraft to permit early adoption and private market capitalization by rapid technology accelerations, as depicted in Figure 2.

Moore, Mark D.↗