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At least 127 records · Page 7

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NASA NTRS2008

Mitigating Aviation Communication and Satellite Orbit Operations Surprises from Adverse Space Weather

Adverse space weather affects operational activities in aviation and satellite systems. For example, large solar flares create highly variable enhanced neutral atmosphere and ionosphere electron density regions. These regions impact aviation communication frequencies as well as precision orbit determination. The natural space environment, with its dynamic space weather variability, is additionally changed by human activity. The increase in orbital debris in low Earth orbit (LEO), combined with lower atmosphere CO2 that rises into the lower thermosphere and causes increased cooling that results in increased debris lifetime, adds to the environmental hazards of navigating in near-Earth space. This is at a time when commercial space endeavors are posed to begin more missions to LEO during the rise of the solar activity cycle toward the next maximum (2012). For satellite and aviation operators, adverse space weather results in greater expenses for orbit management, more communication outages or aviation and ground-based high frequency radio used, and an inability to effectively plan missions or service customers with space-based communication, imagery, and data transferal during time-critical activities. Examples of some revenue-impacting conditions and solutions for mitigating adverse space weather are offered.

Tobiska, W. Kent↗

NASA NTRS2012

Common Methodology for Efficient Airspace Operations

Topics include: a) Developing a common methodology to model and avoid disturbances affecting airspace. b) Integrated contrails and emission models to a national level airspace simulation. c) Developed capability to visualize, evaluate technology and alternate operational concepts and provide inputs for policy-analysis tools to reduce the impact of aviation on the environment. d) Collaborating with Volpe Research Center, NOAA and DLR to leverage expertise and tools in aircraft emissions and weather/climate modeling. Airspace operations is a trade-off balancing safety, capacity, efficiency and environmental considerations. Ideal flight: Unimpeded wind optimal route with optimal climb and descent. Operations degraded due to reduction in airport and airspace capacity caused by inefficient procedures and disturbances.

Sridhar, Banavar↗

NASA NTRS2015

Validating and Verifying Biomathematical Models of Human Fatigue

Airline pilots experience acute and chronic sleep deprivation, sleep inertia, and circadian desynchrony due to the need to schedule flight operations around the clock. This sleep loss and circadian desynchrony gives rise to cognitive impairments, reduced vigilance and inconsistent performance. Several biomathematical models, based principally on patterns observed in circadian rhythms and homeostatic drive, have been developed to predict a pilots levels of fatigue or alertness. These models allow for the Federal Aviation Administration (FAA) and commercial airlines to make decisions about pilot capabilities and flight schedules. Although these models have been validated in a laboratory setting, they have not been thoroughly tested in operational environments where uncontrolled factors, such as environmental sleep disrupters, caffeine use and napping, may impact actual pilot alertness and performance. We will compare the predictions of three prominent biomathematical fatigue models (McCauley Model, Harvard Model, and the privately-sold SAFTE-FAST Model) to actual measures of alertness and performance. We collected sleep logs, movement and light recordings, psychomotor vigilance task (PVT), and urinary melatonin (a marker of circadian phase) from 44 pilots in a short-haul commercial airline over one month. We will statistically compare with the model predictions to lapses on the PVT and circadian phase. We will calculate the sensitivity and specificity of each model prediction under different scheduling conditions. Our findings will aid operational decision-makers in determining the reliability of each model under real-world scheduling situations.

fatigue↗

NASA NTRS2015

An Integrated Framework for Modeling Air Carrier Behavior, Policy, and Impacts in the U.S. Air Transportation System

The implementation of the Next Generation Air Transportation System (NextGen) in the United States is an ongoing challenge for policymakers due to the complexity of the air transportation system (ATS) with its broad array of stakeholders and dynamic interdependencies between them. The successful implementation of NextGen has a hard dependency on the active participation of U.S. commercial airlines. To assist policymakers in identifying potential policy designs that facilitate the implementation of NextGen, the National Aeronautics and Space Administration (NASA) and LMI developed a research framework called the Air Transportation System Evolutionary Simulation (ATS-EVOS). This framework integrates large empirical data sets with multiple specialized models to simulate the evolution of the airline response to potential future policies and explore consequential impacts on ATS performance and market dynamics. In the ATS-EVOS configuration presented here, we leverage the Transportation Systems Analysis Model (TSAM), the Airline Evolutionary Simulation (AIRLINE-EVOS), the Airspace Concept Evaluation System (ACES), and the Aviation Environmental Design Tool (AEDT), all of which enable this research to comprehensively represent the complex facets of the ATS and its participants. We validated this baseline configuration of ATS-EVOS against Airline Origin and Destination Survey (DB1B) data and subject matter expert opinion, and we verified the ATS-EVOS framework and agent behavior logic through scenario-based experiments that explored potential implementations of a carbon tax, congestion pricing policy, and the dynamics for equipage of new technology by airlines. These experiments demonstrated ATS-EVOS's capabilities in responding to a wide range of potential NextGen-related policies and utility for decision makers to gain insights for effective policy design.

Horio, Brant M.↗

NASA NTRS2021

Hybrid Electric Aircraft Thermal Management: Now, New Visions and Future Concepts and Formulation

The global fuel consumption by commercial airlines has increased each year since 2009 and is predicted to reach an all-time high of 97 billion gallons in 2019. There is also an environmental impact from this: CO2 emissions from commercial passenger and freight operations totaled 918 Mt in 2018 (ICCT, 2019), or around 2.5% of global energy-related CO2 emissions. Passenger transport accounted for 81% of the total. Emissions from aviation have grown 32% over the past five years. Coupled with this aspect, there is a continuous and growing need to satisfy ever-growing electrical power needs on commercial and military aircraft. All the armed services (Army, Navy, and Air Force) are continuously trying to enhance UAV (unmanned aerial vehicle) endurance and range across a broad fleet of different aircraft. The commercial Boeing 787 requires about 1.2MWe and that is expected to grow. Current technologies used to supply increased on-board electrical power are generally: 1) “burn more fuel and convert through on-board generators” and 2) use additional heavy (i.e., weight-inefficient) and sometimes unsafe battery systems on-board the aircraft. The aircraft industry is seeking new, innovative ways to satisfy this increasing power demand. One as-yet-untapped power source is the enormous amount of “waste” thermal energy flowing out the jet engine exhaust; some estimates in smaller “by-pass” flow jet engines is several hundreds of kilowatts (e.g., Pratt & Whitney Canada PW545B turbofan). This quantity is much higher in large jet engines associated with commercial aircraft. This large waste thermal energy manifests itself in large temperature differences within the by-pass-flow engine exhaust system relative to outside ambient conditions, because of the actual by-pass engine design configuration. There is strong need to develop thermal technologies and systems that could harness and convert at least a portion of this thermal energy into useful electrical energy to satisfy growing on-board electrical needs. In addition, there is a strong desire within the aircraft and engine manufacturing community to reduce the “carbon footprint” of the industry though reduced fuel usage worldwide. NASA has a robust aircraft electrification program to meet these desires and support industry in its aircraft electrification objectives. This program is integrating thermoacoustic systems, advanced lightweight heat exchanger technology, and advanced heat pipe technology to capture and transport large amounts of engine waste thermal energy for on-board power conversion, advanced heat-pump cooling, and exergy enhancement (i.e., temperature lift). Advanced lightweight heat exchangers are envisioned to capture engine exhaust thermal energy at approximately 673 K and deliver it to efficient thermoacoustic power conversion systems operating at temperature ratios (Thot/Tcold) > 1.6. Advanced heat pipe systems are envisioned to transport thermal energy from low temperature sources, through thermoacoustic heat pumps, to high temperature needs such as wing anti-icing, fuel pre-heating, and combustion air pre-heating. The paper will discuss the current state-of-the-art, objectives, system design architecture, and remaining technical challenges in system formulation within the NASA aircraft electrification program.

Dyson, Rodger↗

DOE OSTI2024

Study of eVTOL Charging Impact on Airport Electrical Grids

Growth in commercial air traffic has increased the aviation industry's contribution to global emissions. Aircraft electrification can reduce greenhouse gas emissions along with being efficient and reliable. Advanced air mobility introduces the idea of an advanced and more efficient air transportation system. Electric and hybrid aircraft designs, such as electric vertical takeoff and landing (eVTOL), are being considered for a number of applications, such as urban air mobility, cargo delivery, and medical emergencies. Although the electrification of aircraft provides environmental benefits, their charging needs will place significant demand on the electrical grid. This work presents a grid impact study and infrastructure upgrade requirements analysis of eVTOL charging on a realistic distribution grid through power flow simulation analysis. The case study results show that the eVTOL charging can lead to power quality issues, such as undervoltage and equipment capacity overloading. Grid infrastructure, such as lines and transformers, would need to be upgraded, and voltage management strategies would need to be deployed to accommodate eVTOL charging at an existing airport.

advanced air mobility (AAM)↗

NASA NTRS2001

Overview of CMC Development Activities in NASA's Ultra-Efficient Engine Technology (UEET) Program

The primary objective of the UEET (Ultra-Efficient Engine Technology) Program is to address two of the most critical propulsion issues: performance/efficiency and reduced emissions. High performance, low emissions engine systems will lead to significant improvement in local air quality, minimum impact on ozone depletion and level to an overall reduction in aviation contribution to global warming. The Materials and Structures for High Performance project will develop and demonstrate advanced high temperature materials to enable high-performance, high efficiency, and environmentally compatible propulsion systems.

Brewer, Dave↗

DOE OSTI2024

Economic and Jobs Impacts of Point-Source Carbon Capture in Cement Industry – Case Study

The cement industry accounts for an estimated 8% of global CO2 emissions, which surpasses that of the entire aviation sector. In contrast with other industries, where CO2 emissions can be drastically reduced via electrification or fuels substitution, cement production releases CO2 as part of its process, during the calcination of carbonates to yield oxides. Thus, point-source carbon capture has become a key technology in the cement industry’s decarbonization. Apart from the expected environmental benefits, point-source carbon capture in the cement industry can yield important economic benefits and create jobs. The objective of this study was to perform a preliminary assessment of the economic and workforce impacts associated with the construction and operation of a point-source carbon capture retrofit of an existing cement production facility, using as a basis the data from a front-end engineering design (FEED) study to install a 3.9 million metric tons per year (Mtpy) CO2 capture facility at Holcim Ste Genevieve cement plant in Missouri, United States of America. The advanced carbon capture technology used in this FEED study was Air Liquide’s Cryocap™ FG carbon capture technology. The study evaluated the direct, indirect, and induced economic impacts of the construction, operation, and maintenance activities of the project over its lifespan. It also covered how the project will generate new jobs, their nature, and quantity, along with strategies to prepare the workforce. To perform this study, construction, operation, and maintenance cost estimates, as well as construction and operation staffing plans from the FEED study were input into IMPLAN version 7.5 software, licensed by IMPLAN Group LLC (Huntersville, VC), to predict the direct, indirect and induced economic impacts of the project using industry multipliers from the software. Additionally, recruitment strategies were developed for hiring individuals who belong to groups that are historically underserved or underrepresented, as well as anticipated recruitment of workers from the local community (whether training will be required or if the skills are associated with an existing labor force). The analysis estimated that the construction and operation of the carbon capture at Holcim Ste. Genevive will result in over 24 thousand work-years of job opportunities, close to USD 10 billion of economic impacts, including over USD 460 million of tax revenue. These results encompass the direct, indirect, and induced effects. A strategy to maximize hiring from the project and neighboring counties was developed, leveraging training agreements with local trade groups and universities. The result of this study can be used for a strategic preliminary assessment of the potential regional economic and job impacts of retrofitting existing cement plants with point source carbon systems, and its methodology can be replicated to individual projects to aid in planning and workforce development.

01 COAL, LIGNITE, AND PEAT↗

DOE OSTI2024

Modeling Framework for the Assessment of a Sustainable Hydrogen Production and Supply Chain Network in California

The cost-effective and sustainable deployment of hydrogen supply and demand networks, especially in large economic regions like California, can be challenging considering the spatial-temporal availability and variability of the different actors across the network such as production processes, distribution modes, and end-users. In this presentation, we will provide an overview and demonstration of a modeling framework used to assess the environmental, economic, and human health impacts of plausible hydrogen production and supply chain networks in California. Scenarios focus on green hydrogen production pathways using water electrolysis and biomass gasification. End-use applications included in the model are transit, medium and heavy-duty trucking, port authorities, and power and aviation companies that currently consume natural gas, diesel, and aviation fuel for their day-to-day operation. Representative locations for hydrogen production and end-use are based on recent projections of the hydrogen economy in California. All mass and energy flows, as well as estimated emissions, are based on H2A process model designs and projections of technology performance, literature review, and LBNL process, economic and life cycle modeling, and not on company data for the sake of this presentation. Human health impacts are included following methodologies developed for the University of California Irvine HyDeal project. Life cycle phases associated with hydrogen production include feedstock preparation (water and biomass), energy production and consumption (renewable, grid, and combination of renewable and grid electricity), maintenance (chemical utilization in electrolysis and natural gas combustion in gasification), carbon sequestration, hydrogen storage (compression and liquefaction), and distribution (truck and pipeline). We apply the framework utilizing California specific emission factors, financial data, and human health damages and explore the impact of network characteristics on results. Example variations include: the inclusion of policy incentives or not, different representations of the electricity grid and source, electrolysis versus gasification versus combinations of both for production, liquefaction versus compression based on producer capacity cutoffs, transportation truck versus pipeline based on existing infrastructure, and ultimate end use. Comparison of these different scenarios can help inform future projects by demonstrating the trade-offs among environmental, economic, and human health impacts. This model, automated in R, is a starting platform upon which new analysis, modeling capabilities, locations, and emission factors can be rapidly tested and integrated.

Zaki, Mohammed Tamim↗

NASA NTRS2017

NASA Environmentally Responsible Aviation's Highly-Loaded Front Block Compressor Demonstration

The ERA project was created in 2009 as part of NASAs Aeronautics Research Mission Directorates (ARMD) Integrated Systems Aviation Program (IASP). The purpose of the ERA project was to explore and document the feasibility, benefit, and technical risk of vehicles concepts and enabling technologies to reduce aviations impact on the environment. The metrics for this technology is given in Figure 1 with the N+2 metrics highlighted in green. It is anticipated that the United States air transportation system will continue to expand significantly over the next few decades thus adversely impacting the environment unless new technology is incorporated to simultaneously reduce nitrous oxides (NOx), noise and fuel consumption. In order to achieve the overall goals and meet the technology insertion challenges, these goals were divided into technical challenges that were to be achieved during the execution of the ERA project. Technical challenges were accomplished through test campaigns conducted by Integrated Technology Demonstration (ITDs). ERAs technical performance period ended in 2015.

Environment↗

NASA NTRS2010

The Geostationary Lightning Mapper (GLM) for the GOES-R Series Next Generation Operational Environmental Satellite Constellation

The next generation Geostationary Operational Environmental Satellite (GOES-R) series with a planned launch in 2015 is a follow on to the existing GOES system currently operating over the Western Hemisphere. The system will aid in forecasting severe storms and tornado activity, and convective weather impacts on aviation safety and efficiency. The system provides products including lightning, cloud properties, rainfall rate, volcanic ash, air quality, hurricane intensity, and fire/hot spot characterization. Advancements over current GOES include a new capability for total lightning detection (cloud and cloud-to-ground flashes) from the Geostationary Lightning Mapper (GLM), and improved spectral, spatial, and temporal resolution for the 16-channel Advanced Baseline Imager (ABI). The Geostationary Lightning Mapper (GLM), an optical transient detector will map total (in-cloud and cloud-to-ground) lightning flashes continuously day and night with near-uniform spatial resolution of 8 km with a product refresh rate of less than 20 sec over the Americas and adjacent oceanic regions, from the west coast of Africa (GOES-E) to New Zealand (GOES-W) when the constellation is fully operational. In parallel with the instrument development, a GOES-R Risk Reduction Team and Algorithm Working Group Lightning Applications Team have begun to develop the higher level algorithms and applications using the GLM alone and decision aids incorporating information from the ABI, ground-based weather radar, and numerical models. Proxy total lightning data from the NASA Lightning Imaging Sensor on the Tropical Rainfall Measuring Mission (TRMM) satellite and regional lightning networks are being used to develop the pre-launch algorithms and applications, and also improve our knowledge of thunderstorm initiation and evolution. Real time total lightning mapping data are also being provided in an experimental mode to selected National Weather Service (NWS) national centers and forecast offices via the GOES-R Proving Ground to help improve our understanding of the application of these data in operational settings and facilitate early on-orbit user readiness for this new capability.

Goodman, Steven J.↗

NASA NTRS2015

Status of ERA Vehicle System Integration Technology Demonstrators

The Environmentally Responsible Aviation (ERA) Project within the Integrated Systems Research Program (ISRP) of the NASA Aeronautics Research Mission Directorate (ARMD) has the responsibility to explore and document the feasibility, benefits, and technical risk of air vehicle concepts and enabling technologies that will reduce the impact of aviation on the environment. The primary goal of the ERA Project is to select air vehicle concepts and technologies that can simultaneously reduce fuel burn, noise, and emissions. In addition, the ERA Project will identify and mitigate technical risk and transfer knowledge to the aeronautics community at large so that new technologies and vehicle concepts can be incorporated into the future design of aircraft.

Flamm, Jeffrey D.↗

NASA NTRS2010

NASA Integrated Systems Research with an Environmental Focus

This slide presentation reviews the Integrated Systems Research Program (ISRP) with a focus on the work being done on reduction of environmental impact from aeronautics. The focus of the ISRP is to Conduct research at an integrated system-level on promising concepts and technologies and explore, assess, or demonstrate the benefits in a relevant environment. The presentation reviews the criteria for an ISRP project, and discusses the Environmentally Responsible Aviation (ERA) project, and the technical challenges.

Wolfe, Jean↗

NASA NTRS2015

Influence of Surface Properties and Impact Conditions on Insect Residue Adhesion

Airflow over airfoils used on current commercial aircraft transitions from laminar to turbulent at relatively low chord positions. As a result, drag increases, requiring more thrust to maintain flight. An airfoil with increased laminar flow would experience reduced drag and a lower fuel burn rate. One of the objectives of NASA's Environmentally Responsible Aviation project is to identify and demonstrate technologies that will enable more environmentally friendly commercial aircraft. While more aerodynamically efficient airfoil shapes can be designed, surface contamination from ice, dirt, pollen, runway debris, and insect residue can degrade performance.

Wohl, Christopher J.↗

NASA NTRS2009

An Overview of the NASA Fundamental Aeronautics Program Subsonic Fixed Wing Project and Ultra High Bypass Partnership Research Goals

An overview of the NASA Fundamental Aeronautics Program (FAP) mission and goals is presented. One of the subprograms under the FAP, the Subsonic Fixed Wing Project (SFW), is the focus of the presentation. The SFW system environmental metrics are discussed, along with highlights of planned, systematic approach to research to reduce the environmental impact of commercial aircraft in the areas of acoustics, fuel burn and emissions. The presentation then focuses on collaborative research being conducted with U.S. Industry on the Ultra High Bypass (UHB) engine cycle, the propulsion cycle selected by the SFW to meet the system goals. The partnerships with General Electric Aviation to investigate Open Rotor propulsion concepts and with Pratt & Whitney to investigate the Geared Turbofan UHB engine are highlighted, including current and planned future collaborative research activities with NASA and each organization.

Hughes, Christopher E.↗

NASA NTRS2011

NASA's GreenLab Research Facility: A Guide for a Self-Sustainable Renewable Energy Ecosystem

There is a large gap between the production and demand for energy from alternative fuel and alternative renewable energy sources. The sustainability of humanity, as we know it, directly depends on the ability to secure affordable fuel, food, and freshwater. NASA Glenn Research Center (Glenn) has initiated a laboratory pilot study on using biofuels as viable alternative fuel resources for the field of aviation, as well as utilizing wind and solar technology as alternative renewable energy resources. The GreenLab Research Facility focuses on optimizing biomass feedstock using algae and halophytes as the next generation of renewable aviation fuels. The unique approach in this facility helps achieve optimal biomass feedstock through climatic adaptation of balanced ecosystems that do not use freshwater, compete with food crops, or use arable land. In addition, the GreenLab Research Facility is powered, in part, by alternative and renewable energy sources, reducing the major environmental impact of present electricity sources. The ultimate goal is to have a 100 percent clean energy laboratory that, when combined with biomass feedstock research, has the framework in place for a self-sustainable renewable energy ecosystem that can be duplicated anywhere in the world and can potentially be used to mitigate the shortage of food, fuel, and water. This paper describes the GreenLab Research Facility at Glenn and its power and energy sources, and provides recommendations for worldwide expansion and adoption of the facility s concept.

Bomani, B. M. McDowell↗

NASA NTRS2020

Supersonic Technology Concept Aeroplanes for Environmental Studies

The International Civil Aviation Organization is considering new environmental standards for future supersonic civil aircraft. NASA is supporting this effort by analyzing several notional, near-term supersonic transports. NASA’s performance, noise, and exhaust emission predictions for these transports are being used to inform a larger study that will determine the global environmental and economic impact of adding supersonic aircraft to the fleet beginning this decade. A supersonic business jet with a maximum takeoff gross weight of 55 tonnes is the focus of this paper. A smaller business jet weighing 45 tonnes is also discussed. Both airplanes use supersonic engines derived from a common contemporary commercial subsonic turbofan core. Aircraft performance, airport-vicinity noise, and exhaust emissions are predicted using NASA tools. Also investigated are some of the anticipated behaviors and requirements of these aircraft in the commercial airspace. The sensitivity of noise to system uncertainties is presented and alternative engine studies are discussed.

Berton, Jeffrey J.↗

NASA NTRS1982

A study of general aviation community noise impact and annoyance

The method involved the selection of three airports which were dominated by aircraft weighing 12,500 lbs or under and which were also undergoing a change relative to utilization. Also, there was interest in airports with different utilization levels so that effect of number of operations could be considered. In addition, there was a requirement to select airports with communities in the surrounding areas which were exposed to aircraft operations noise. Noise annoyance response data was obtained from available sources. These sources included environmental impact statements, interviews with airport managers, noise complaint information, community meetings concerned with projected changes in airport utilization, and social survey data. As a means of objectively assessing the noise impact due to aircraft operations, noise measurement and computer noise modeling determinations were obtained for each airport. Listening quality tape recordings were also obtained.

Mabry, J. E.↗