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NASA NTRSDate not supplied

Motor Configuration Selection for A New Technical Challenge to Develop A 5 MW Cryogenic Motor and Drive

Due to aviation’s appreciable and growing share of humanity’s impact on our environment and estimates that CO2emissions only account for 34% of aviation’s total effective radiative forcing [1], there is a need to reach beyond climate goals that focus only on CO2emissions, such as the US Aviation Climate Action Plan’s [3] goal to reach net-zero carbon emissions by 2050.There is motivation to develop technology that pushes toward future large transport aircraft with net zero climate impact that are highly electrified (i.e., have higher power electrical propulsion system components). This paper describes a new, 6-year technical challenge to address this need by developing a 5 MW superconducting motor and cryogenic drive. Section 1 will detail the motivation for this work. Section 2 will describe the technical challenge and the selected specifications for the motor. Section 3 will present the results of a motor configuration trade study and the down selection of one configuration to develop a detailed design for. The technical challenge focuses on the design of a5 MW superconducting motor and cryogenic drive and demonstration of it at a 2+ MW scale to achieve TRL 3. Both fully superconducting (superconducting stator and rotor) and fully cryogenic (superconducting rotor and cryogenic stator) machine configurations will be explored. An emphasis will be placed on addressing the key tall poles for high power superconducting machines. Further details will be included in the full paper. The requirements and goals of the motor will be detailed. The rated speed (2,000 to 3,000 rpm) is defined to be appropriate for directly driving multi-MW fans or propellers. A range of rated speed is permitted because the motor is not designed for a specific aircraft and to provide design flexibility if AC losses in the stator winding are found to be a significant constraint (i.e., a lower speed can be selected to reduce electrical frequency). Relatively conservative requirements for efficiency (99%) and specific power (20 kW/kg) are defined, because TRL advancement and pushing toward flight readiness is emphasized over performance optimization. However, more aggressive efficiency and specific power goals are specified (99.9% and 40 kW/kg). The 3rd section will present the results of a motor configuration trade study. The study started with a qualitative assessment of sixteen motor configurations based on geometric, mechanical, thermal, and electromagnetic criteria. This assessment has been completed with three evaluators scoring all nine criteria. A configuration down select was made by prioritizing the sixteen configurations into four tiers based on each configuration’s total score and consideration of manufacturability, complexity, and support hardware (e.g., rotary vacuum seals, bearings). Configurations in priority A and B will be further evaluated through quantitative assessments, whereas those in priority C will only be further evaluated if time permits and priority D will not be further evaluated. Eight of the sixteen configurations were down selected for quantitative assessment, which will include analytical calculations and low-to moderate-fidelity finite element analysis to produce a preliminary Pareto front of efficiency versus specific power for each configuration. This assessment emphasizes the calculation of AC losses in the stator winding and an exploration of thermal management approaches to remove that heat and maintain cryogenic temperature. The final paper will include a description of each motor configuration that was considered. The quantitative assessments are underway, and an assessment of one configuration is complete for multiple stator conductor options. The remaining assessments are scheduled to be completed by late March so that the final down select to one configuration can be included in this paper.

Net Zero↗

NASA NTRSDate not supplied

Analysis and Optimization of Baseline Single Aisle Aircraft for Future Electrified Powertrain Flight Demonstrator Comparisons

The purpose of this study is to provide baseline single-aisle vehicles for future comparisons with NASA’s Electrified Powertrain Flight Demonstration (EPFD) turbofan-powered Vision Systems. State-of-the-art single-aisle transports with varying design capacities of 100 to 150 passengers are modeled using NASA Ames Research Center’s General Aviation Synthesis Program (GASP) as well as GASPy. GASPy is a modernized Python-based version of GASP built on the OpenMDAO framework to allow for future, efficient gradient-based optimization and coupled airframe-propulsion design. In order to meet projected NASA Aeronautics goals for 2035, advanced aircraft technologies must be incorporated into these vehicle systems. Methodology to parametrically infuse baseline aircraft models with advanced technologies simulating improvements in aerodynamics, structures, and propulsion systems is detailed, along with the results of technology sensitivity studies. Comparison of the baseline and advanced configurations will allow for future analysis of the benefits of future hybrid and fully electric aircraft concepts in the EPFD project, where fuel consumption and emissions will be modeled and assessed. This study has been conducted under the EPFD project to establish benchmark turbofan models and demonstrate System Analysis capabilities in multi-disciplinary aircraft design, analysis, and optimization for advanced turbofan concepts.

Carl J. Recine↗

NASA NTRSDate not supplied

Electrifying Aircraft Propulsion: Thermal Issues of Megawatt Scale Power Dense Electric Machines and Material Solutions

Aircraft are the last major mode of transportation to undergo electrification for many reasons, where the underlying reason is the sensitivity of aircraft performance to mass. This sensitivity demands that efficient, megawatt (MW)-scale high specific power density powertrains be developed to impact regional, single aisle and larger aircraft that account for the majority of fuel burn in commercial aviation. Developing MW-scale high specific power electric powertrains (machines, cables/busbars and power electronics) remains a significant challenge. While advanced power semiconductors have enabled higher voltages, densities, and operational frequencies this also leads to passing high current through smaller volumes when considering electric machines and power electronics. This poses significant thermal challenges. This is particularly true for electric machines that strive to surpass 13 kW/kg, which studies have shown to be desirable for electric aircraft propulsion. The necessity of handling high current densities to achieve MW power levels dictates that greater than 10kW of waste heat will be generated. Moreover, most of the heat is generated in the stator winding which is a mixture of electrical conductor (copper or aluminum), potting material, magnet wire (electrical) insulation and high voltage electrical insulation. Although the electrical conductor is a fantastic thermal conductor, it is also the source of the heat (carrying the electrical current) and is thermally isolated by the other materials. Simply letting the machine run at increased temperatures is an attractive idea, however the reality is that most of the suitable electric insulations and potting material candidates are not likely to satisfactorily operate at higher temperatures with reasonable life expectancies. The likelihood of developing new polymers that can satisfy the necessary functions (mechanical and electrical), operate at higher temperatures with acceptable lifetime in the near term is small. This has led the researchers at the NASA Glenn Research Center to examine electrically insulative materials in high power destiny electric machines, their thermal environment, and what solutions are realistic from a materials point of view. This presentation will touch on both the thermal challenges of electric machines and NASA Glenn’s research into material solutions.

Electric Aircraft Propulsion↗

DOE OSTI2021

Electrification of Aircraft: Challenges, Barriers, and Potential Impacts

Small-scale aircraft are being electrified with small e-aircraft already certified to fly and with test flights underway for retrofits of existing aircraft focused on near-term deployment. Internationally, from 2018 to 2020, the number of electric aircraft projects underway increased 50%. These technologies are projected to increase operational efficiency and reduce emissions and noise from a growing aviation sector. This emerging interest in aviation electrification includes aircraft, energy supply equipment, and battery storage manufacturers. Federal agencies are currently funding a variety of efforts including technology research as well as forecasting demand and environmental impacts and state governments have also begun pushing for further investigation in this area. This paper provides an overview of the current state and potential future development of aviation electrification. To understand the types of research questions around current and future challenges for this emerging sector, we consider a case study of the potential deployment of small commercial electric aircraft for existing, under-served markets and consider operational requirements and technical challenges as well as the range of questions that will need to be addressed around charging infrastructure, grid integration, policy and regulatory requirements, and emissions impacts. This case study also outlines potential nearer-term solutions and research areas of interest that will need to be addressed in the longer term at much larger scales and highlights NREL capabilities for addressing these challenges.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗

NASA NTRSDate not supplied

Update on Subsonic Single Aft Engine (SUSAN) Electrofan Trade Space Exploration

NASA is conducting an ongoing trade study analysis of the SUSAN Electrofan aircraft concept, which utilizes 20-MW-class electrified aircraft propulsion to enable propulsive, aerodynamic, and control benefits while retaining the range, speed, and size of typical narrow-body regional aircraft. The study is constrained by the ground rules of operating within the current airport and airspace infrastructure. This ongoing study seeks to find a configuration and combination of technologies that yield significant fuel burn and emissions benefits. Another key goal is to reduce cost per passenger mile. Currently, the study is focused on a configuration that utilizes jet A or sustainable aviation fuels, however, we plan to consider other fuel alternatives in the future. This paper describes the progress in defining the architecture of the aircraft, engine, power system, control system, and initial understandings of the sensitivity of the potential configurations to technology assumptions based on key performance parameters. Additionally, progress towards definition and refinement of driving operational, economic, infrastructure, certification, and technical requirements is discussed.

aircraft concept↗

NASA NTRS2026

AC and DC Fault Management for Megawatt Electrified Aircraft Electrical Powertrains Task 3: Lifetime and Reliability of Electrical Insulators

This research project was a collaborative investigation between researchers at the RTX Technology Research Center (RTRC) and the University of Texas at Austin and made a significant contribution to enabling electric aircraft. The transport of electric power between the points of generation and use requires power cables. These cables must be smaller, lighter and provide a more predictable life than power cables used in stationary applications. Consequently, this investigation provided heretofore unavailable information supporting the safety and reliability of smaller lighter power cables for electrified aircraft. In addition, the research identified key additional engineering data needed to support quantitative reliability assessments. Important advances included: • Demonstrated that at least one manufacturer can make a novel, smaller, lighter power cable that is free from serious defects. • Developed and published an appropriate analytical construct to describe the life of this novel cable. This is a necessary step for use in aviation where the understanding of remaining life is critical. • Demonstrated thermal-mechanical aging that suggested 1000+ flights before the thermal-mechanical processes produced defects large enough that the defect growth was accelerated electrically. • Showed that electrical aging took place at two rates. The first possibly lasting weeks to months and the second possibly days to weeks. If robust, this provides a good diagnostic for cable replacement. • Demonstrated that the traditional electrical testing of cable materials using manufactured voids can be misleading due to the size of the voids. Emerging laser drilling technology permitted demonstration that the physics of failure in realistically small voids is different from that in the unrealistically large voids used in earlier research, which is very important for high-quality, high-performance, small aircraft cables. Although this project represents a significant contribution to the specifics of cable aging in the aircraft environment, important additional research remains to be completed, including: • Non-uniform thermal cycling by applying the heat from the center conductor to maximize thermal stress next to the core area where the electric gradient is the strongest. This builds on the uniform thermal cycling that has been completed. • The augmentation of the thermal-mechanical failure rate by electrical processes. Better understanding of these time constants strongly affects the ability to predict life. • Termination design: Terminations provide not only electrical reflection potential, but a location for a series arc fault and an area where ozone can diffuse into the center conductor and negatively affect cable insulation. • The abrasion and ozone resistance of the cable jacket. • Pressure cycling as an accelerant of thermal, mechanical, and/or electrical aging. • Possible methods for online PD detection and offline PD localization

model↗

NASA NTRSDate not supplied

Parametric Modeling and Mission Performance Analysis of a True Parallel Hybrid Turboprop Aircraft for Freighter Operations

Hybrid-electric propulsion systems for short-haul, cargo carrying aircraft have emerged as promising solutions for an environmentally sustainable future for commercial aviation. The novel propulsion architecture presents significant complexity and requires the development of new methodologies to account for the unique coupling and integration between critical design variables. This paper presents a comprehensive study on the modeling, performance assessment, and design space exploration of a C-130H freighter aircraft retrofitted with a parallel hybrid electric powertrain. Details on the development of parametric models for both the baseline and true parallel hybrid (TPH) aircraft and the integrated electrified aircraft propulsion (EAP) system sizing approach are presented along with detailed performance analyses of payload/range capabilities for short-haul cargo missions. For 2030, 2040, and 2050 EAP technology levels, the TPH C-130H configuration with a ~2.12 MW class EAP system has a range capability of 485-1,028 nautical miles and block fuel savings of 27-44%.

efficiency↗

NASA NTRSDate not supplied

Update on Subsonic Single Aft Engine (SUSAN) Electrofan Trade Space Exploration

NASA is conducting an ongoing trade study analysis of the SUSAN Electrofan aircraft concept, which utilizes 20-MW-class electrified aircraft propulsion to enable propulsive, aerodynamic, and control benefits while retaining the range, speed, and size of typical narrow-body regional aircraft. The study is constrained by the ground rules of operating within the current airport and airspace infrastructure. This ongoing study seeks to find a configuration and combination of technologies that yield significant fuel burn and emissions benefits. Another key goal is to reduce cost per passenger mile. Currently, the study is focused on a configuration that utilizes jet A or sustainable aviation fuels, however, we plan to consider other fuel alternatives in the future. This presentation describes the progress in defining the architecture of the aircraft, engine, power system, control system, and initial understandings of the sensitivity of the potential configurations to technology assumptions based on key performance parameters. Additionally, progress towards definition and refinement of driving operational, economic, infrastructure, certification, and technical requirements is discussed.

Ralph H. Jansen↗

NASA NTRSDate not supplied

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

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

Electric Aircraft Propulsion↗

DOE OSTI2025

Selective electrified polyethylene upcycling by pore-modulated pyrolysis

Plastic waste is a increasing problem, accumulating in landfills and the environment. Pyrolysis is a promising and industrially relevant approach for transforming plastic waste into value-added chemicals. However, the selectivity and yield of traditional plastic pyrolysis are poor, with products featuring broad molar mass distributions. Here we report a highly selective, energy-efficient and catalyst-free pyrolysis method that can upcycle plastic into value-added chemicals via pore-modulated pyrolysis. Using a Joule-heated carbon column, we demonstrate the pivotal role of the reactor’s graded porous structure in decreasing the polydispersity of the reaction intermediates, enabling high product selectivity and yield. The decreasing pore size of the reactor modulates the mass transport in an apparent gating effect—preventing high-molar-mass species from exiting the reactor before sufficient pyrolysis has occurred. Using polyethylene as a model reactant, we demonstrate a high yield of 65.9 ± 5.2% and up to 80.8% selectivity toward value-added aviation fuel precursor (C8–C18 hydrocarbons) without the use of any catalysts.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗

NASA NTRSDate not supplied

Parallel Hybrid Turboprop Performance Modeling and Optimization

NASA’s Electrified Powertrain Flight Demonstration (EPFD) project conducts ground and flight tests of integrated Megawatt (MW) class hybrid-electric powertrain systems on regional turboprop aircraft demonstrators. To meet the increased demand for assessment of potential capabilities and benefits from these novel vehicle configurations, NASA is developing tooling and models to estimate the performance of hybridized regional turboprops. This paper covers the development of a parametrically driven performance model for a De Havilland Canada Dash 8-400 (Q400) regional turboprop integrated with a novel parallel hybrid architecture using the Gascon framework. Gascon is a modern reimplementation of the General Aviation Synthesis Program (GASP) built using the Condor mathematical modeling framework in Python. Within Gascon, a parametric representation of the parallel hybrid architecture was synthesized, which features the electric motor coupled to the power turbine. This capability allows for in-the-loop optimization of the parametric parallel hybrid architecture to characterize the mission capabilities and fuel savings of the design and determine optimal power scheduling strategies for efficient electric power management for a given mission. The study shows that a fuel savings of up to 20% can be achieved, but that increased fuel savings comes at the expense of payload capacity.

Gascon↗

NASA NTRSDate not supplied

Parallel Hybrid Turboprop Performance Modeling and Optimization

Gascon↗

NASA NTRS2018

X-57 Maxwell Battery from Cell Level to System Level Design and Testing

The X-57 Maxwell flight demonstrator aircraft is an experimental aircraft designed to demonstrate radically improved aircraft efficiency with a 3.5 times aero-propulsive efficiency gain at a "high-speed cruise" flight condition for comparable general aviation aircraft. These gains are enabled by integrating the design of a new, optimized wing and a new electric propulsion system. There are 14 propulsors in all: 12 high lift motor that are only active during takeoff and climb, and 2 larger motors positioned on the wingtips that operate over the entire mission. The innovative electric propulsion system will have as its primary power a Li-ion battery system. Integrating a battery system into this innovative design poses unique challenges that require careful design considerations across the system. The presentation will cover a breakout of X-57 battery specifications, battery design and lessons learned when designing a high voltage battery system to power electrified aircrafts.

Hernandez Lugo, Dionne↗

NASA NTRSDate not supplied

SUSAN Power/Propulsion System Emulation Test Predictions

The development of all-electric and hybrid-electric propulsion systems for transport aircraft presents an opportunity for new designs that can reduce fuel consumption and emissions from commercial aviation while enabling safer and more reliable aircraft. The SUbsonic Single Aft eNgine (SUSAN) is a conceptual design for a single-aisle transport aircraft with a series/parallel partial-hybrid propulsion system that is being developed by NASA as a reference design for single-aisle transport with a high degree of electrification. The SUSAN aircraft incorporates multiple tightly coupled power, propulsion, and flight control systems. This coupling leads to challenges in the aircraft control design process, requiring a hierarchical and more coordinated control architecture. This presentation will summarize the plans for a Hardware-in-the-Loop (HIL) test performed in the Hybrid Propulsion Emulation Rig (HyPER) facility at NASA Glenn Research Center (GRC). During this test, a real-time reference model of the full-scale SUSAN powertrain and controllers will be run alongside a sub-scale electro-mechanical system representing a portion of the electrified components in the SUSAN hybrid powertrain. This test will allow the performance of the SUSAN controllers to be evaluated using real powertrain components and allows side-by-side comparison between the real and modeled subsystems. This presentation will summarize the full-scale system model, steps towards integration of representative hardware for future control testing, and predicted results.

Jonah J. Sachs-Wetstone↗

NASA NTRSDate not supplied

Application of System-Theoretic Process Analysis (STPA) to a NASA Concept Electric Aircraft Battery System

System-Theoretic Process Analysis (STPA) is a systems-based hazard analysis method that identifies unsafe interactions and control deficiencies in complex systems but has been rarely used for NASA programs in favor of more well-established hazard analyses. To evaluate its applicability, a NASA Safety and Mission Assurance (SMA) team applied the STPA method to an early-stage hybrid electrified aircraft concept, focusing on the energy storage system and electric powertrain. Objectives include assessing STPA’s value relative to traditional methods and its suitability for early design phases. Activities include team training, system review, detailed STPA execution, and comparison with traditional analyses. Findings show STPA provides a structured, comprehensive hazard evaluation and can identify additional risks by expanding analysis boundaries. However, traditional methods can yield similar results when applied rigorously, though they typically require more mature designs. Overall, STPA is a valuable addition, particularly for early development, informing safety requirements and supporting preliminary hazard analyses. Further pilot applications are recommended.

Electric Aviation↗

NASA NTRSDate not supplied

NASA Hybrid Thermally Efficient Core (HyTEC) Project Overview

The HyTEC Project goal is to mature compact core aircraft engine technologies as part of the NASA-led Sustainable Flight National Partnership (SFNP) that contributes to the United States Aviation Climate Action Plan goal for aviation net zero carbon emissions by 2050. Individual technologies were proposed and defined by industry partners, and then selected technology maturation activities are cost shared. Phase 1 contracts were awarded in 2021, and since then, the project has matured numerous technologies to TRL 4-5. Some of the Phase 1 efforts have been completed with successful results. An initial systems analysis study has been completed to estimate the impact of Phase 1 technologies against project performance metrics, with results indicating significant progress is being made toward meeting those metrics. HyTEC will culminate with an engine core demonstration that will integrate many of the Phase 1 technologies into a large-scale integrated ground demonstration that will achieve TRL 6 to enable industry to transition the technologies into the next single-aisle engine architecture. The goal of the demonstration is to fully meet the project performance metrics that define a compact engine core with substantial improvements in efficiency, durability, performance, hybridization, and sustainability over the baseline established in the year 2020. HyTEC will also incorporate hybrid electric technology into the engine core with the intention to bring the first electrified turbofan engines into production. The core demonstration has been awarded with a cost-share partnership and is planned to occur by the end of 2028.

Anthony L Nerone↗

DOE OSTI2025

Airport Ground Support Equipment Infrastructure & Logistics Electrification Assessment Tool: 2025 Data Development, Modeling and Analysis for DFW

The aviation industry is increasingly turning to modernize freight facilities by integrating electric Ground Support Equipment (eGSE) to enhance operational efficiency of freight facility moving vehicles and equipment. Airports worldwide are adopting eGSE to streamline cargo movement, reduce fuel and maintenance costs, and improve logistics coordination.1 North America, with its advanced aviation infrastructure, leads this transition, leveraging Internet of things (IoT)-enabled automation and zero emission technologies to boost reliability and reduce human errors.2 Electrification of freight facility moving vehicles and equipment boosts turnaround times, improves equipment reliability, and optimizes logistics coordination, giving operators a competitive advantage. With rising fuel price volatility and the pressure to meet stringent performance benchmarks, airports are focusing on cost-effective, scalable solutions for long-term financial and operational gains. To further accelerate electrification, airports are integrating Zero Emission Vehicles (ZEVs) into rental car fleets and deploying electric baggage carts, requiring strategic investments in charging infrastructure. 3 The shift, however, presents challenges, such as limited technical expertise, high capital costs, and complex procurement processes. By forging strategic partnerships, leveraging advanced technologies, and optimizing infrastructure investments, airports can create a resilient, future-ready ecosystem that enhances the movement of people and goods through electrification-driven efficiency. Supported by the U.S. Department of Energy (DOE) Vehicle Technologies Office (VTO), this electrification effort provides a scalable, cost-effective solution to improve airport freight operations. Through targeted investments and innovation, airports enhance efficiency, reduce costs, and meet performance benchmarks while advancing toward a resilient, electrified future.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗

NASA NTRS2025

Airports as Energy Nodes Activity Summary

Advanced aircraft concepts that use non-traditional aviation energy storage methods such as batteries or cryogenic hydrogen are in development and expected to enter regular service at airports worldwide within the next decade. The energy needs for these aircraft may quickly overwhelm the existing energy infrastructure at airports, particularly at smaller and more remote facilities. Without energy upgrades, these airports will not be able to host these advanced vehicles, but without the advanced vehicle traffic, these airports will not have the rationale or funding to build up their energy infrastructure. The Airports as Energy Nodes (ÆNodes) activity, a collaboration between the National Aeronautics and Space Administration (NASA) and the National Renewable Energy Laboratory (NREL), was executed to understand and model the energy needs that advanced aircraft concepts may levy on these smaller airports, determine cost-effective approaches to enhance the airport energy infrastructure, and demonstrate the enhanced resilience of these energy infrastructure upgrades to the airport and surrounding community via “digital twin” simulation at relevant energy and dynamic time scales. The ÆNodes team also investigated future reference aircraft designs and materials to enable cryogenic hydrogen storage for aircraft. The ÆNodes team conducted analysis at two U.S. airport partner sites — Winchester Regional Airport in Winchester, Virginia, and Tweed/New Haven Airport in New Haven, Connecticut. The goal of this partnership was to develop data and reference infrastructure designs that could accommodate advanced aircraft in the future at these airports while also enhancing the resiliency of the energy supply to the surrounding airport community, which could be used to capture funding to enable the infrastructure upgrades. Over the course of the study, a method was developed to estimate air traffic requiring advanced energy services over the course of a year using a mix of historical data and companion studies on advanced aircraft transportation networks. The study has concluded at NASA but continues at NREL, who will develop a final report discussing the energy infrastructure upgrades and digital twin results. Preliminary results indicate that unrestricted adoption of advanced battery-electric aircraft may double traffic at these airports and increase peak daily power usage by an order of magnitude, while increase electricity energy needs by a factor of two to four. The infrastructure upgrades necessary to accommodate these increased energy needs could be used to provide enhanced energy services to the airport community to offset the cost and increase the utility of the upgrades, which will be described in the NREL final report.

Airports↗