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All sources NASA NTRS DOE OSTI

DOE OSTI2022

Imaging the crust and uppermost mantle structure of Portugal (West Iberia) with seismic ambient noise

SUMMARY We present a new high-resolution 3-D shear wave velocity (Vs) model of the crust and uppermost mantle beneath Portugal, inferred from ambient seismic noise tomography. We use broad-band seismic data from a dense temporary deployment covering the entire Portuguese mainland between 2010 and 2012 in the scope of the WILAS project. Vertical component data are processed using phase correlation and phase weighted stack to obtain empirical Green functions (EGFs) for 2016 station pairs. Further, we use a random sampling and subset stacking strategy to measure robust Rayleigh-wave group velocities in the period range 7–30 s and associated uncertainties. The tomographic inversion is performed in two steps: First, we determine group-velocity lateral variations for each period. Next, we invert them at each grid point using a new trans-dimensional inversion scheme to obtain the 3-D shear wave velocity model. The final 3-D model extends from the upper crust (5 km) down to the uppermost mantle (60 km) and has a lateral resolution of ∼50 km. In the upper and middle crusts, the Vs anomaly pattern matches the tectonic units of the Variscan Massif and Alpine basins. The transition between the Lusitanian Basin and the Ossa Morena Zone is marked by a contrast between moderate- and high-velocity anomalies, in addition to two arched earthquake lineations. Some faults, namely, the Manteigas–Vilariça–Bragança fault and the Porto–Tomar–Ferreira do Alentejo fault, have a clear signature from the upper crust down to the uppermost mantle (60 km). Our 3-D shear wave velocity model offers new insights into the continuation of the main tectonic units at depth and contributes to better understanding the seismicity of Portugal.

Silveira, Graça (ORCID:0000000221102554)↗

DOE OSTI2025

The GREEN ‘omics of Nutrient Feedbacks to Soil Warming

The GREEN ‘omics of Nutrient Feedbacks in Soil project advanced the DOE Biological and Environmental Research (BER) mission by developing and applying isotope-enabled ’omics tools to understand how soil microbes regulate carbon and nutrient cycling. Guided by the Growth Rate, growth Efficiency, and stoichiometry of Essential Nutrients (GREEN ’omics) framework, the project aimed to build a predictive, systems-level understanding of microbial traits that control ecosystem biogeochemistry. In a collaboration among Northern Arizona University (lead), West Virginia University, Lawrence Livermore National Laboratory, and Pacific Northwest National Laboratory, we combined quantitative stable isotope probing (qSIP), Chip-SIP, NanoSIMS, and genome-resolved metagenomics across long-term experiments in Arctic, boreal, temperate, and tropical ecosystems. The project produced three key outcomes: 1) We showed that community-weighted temperature sensitivities of bacterial growth (Q10) can predict ecosystem-scale soil respiration responses across diverse soils. 2) We provided the first in situ evidence for density-dependent population dynamics in soil bacteria and demonstrated that nutrient additions intensify competition, concentrating carbon use into fewer taxa. 3) We improved and extended isotope-enabled ’omics methods by quantifying qSIP measurement error to guide experimental design and coupling SIP with genome-resolved metagenomics to reveal cross-kingdom interactions among bacteria, fungi, and viruses. Together, these results show that a small number of microbial traits and taxa exert disproportionate control over soil carbon and nutrient cycling, providing critical data and methods to improve representation of microbial processes in Earth system models.

54 ENVIRONMENTAL SCIENCES↗

DOE OSTI2024

Lattice Design and Advanced Modeling to Guide the Design of High-Performance Lightweight Structural Materials

Lightweight structural materials are required to increase the mobility of fission batteries. The materials must feature a robust combination of mechanical properties to demonstrate structural resilience. The primary objective of this project is to produce lightweight structural materials whose strength-to-weight ratios exceed those of the current widely used structural materials such as 316L stainless steels (316L SS). To achieve this, advanced modeling and simulation tools were employed to design lattice structures with different lattice parameters and different lattice types. A process was successfully developed for transforming lattice-structures models into Multiphysics Object Oriented Simulation Environment (MOOSE) inputs. Finite element modeling (FEM) was used to simulate the uniaxial tensile testing of the lattice-structured parts to investigate the stress distribution at a given displacement. The preliminary results showed that the lattice-structured sample displayed a lower Young’s modulus in comparison with the solid material and that the unit cell size of the lattice had a minimal effect. The novelty here is to apply up-front modeling to determine the best structure for the application before actually producing the sample. The approach of using modeling as a guiding tool for preliminary material design can significantly save time and cost for material development.

36 MATERIALS SCIENCE↗

DOE OSTI2023

Long-term uncertainty quantification in WRF-modeled offshore wind resource off the US Atlantic coast

Uncertainty quantification of long-term modeled wind speed is essential to ensure stakeholders can best leverage wind resource numerical data sets. Offshore, this need is even stronger given the limited availability of observations of wind speed at heights relevant for wind energy purposes and the resulting heavier relative weight of numerical data sets for wind energy planning and operational projects. In this analysis, we consider the National Renewable Energy Laboratory's 21-year updated numerical offshore data set for the US East Coast and provide a methodological framework to leverage both floating lidar and near-surface buoy observations in the region to quantify uncertainty in the modeled hub-height wind resource. We first show how using a numerical ensemble to quantify the uncertainty in modeled wind speed is insufficient to fully capture the model deviation from real-world observations. Next, we train and validate a random forest to vertically extrapolate near-surface wind speed to hub height using the available short-term lidar data sets in the region. We then apply this model to vertically extrapolate the long-term near-surface buoy wind speed observations to hub height so that they can be directly compared to the long-term numerical data set. We find that the mean 21-year uncertainty in 140 m hourly average wind speed is slightly lower than 3 m s -1 (roughly 30m% of the mean observed wind speed) across the considered region. Atmospheric stability is strictly connected to the modeled wind speed uncertainty, with stable conditions associated with an uncertainty which is, on average, about 20 % larger than the overall mean uncertainty.

17 WIND ENERGY↗

NASA NTRS1979

The role of fuel cells in NASA's space power systems

A history of the fuel cell technology is presented and compared with NASA's increasing space power requirements. The role of fuel cells is discussed in perspective with other energy storage systems applicable for space using such criteria as type of mission, weight, reliability, costs, etc. Potential applications of space fuel cells with projected technology advances were examined.

Been, J. F.↗

NASA NTRS1979

The role of fuel cells in NASA's space power systems

The advances in fuel cell technology which have expanded the capabilities of the fuel cell from that of power generation to include energy storage also expanded its potential role in space power systems. This paper presents a brief evolutionary history of the fuel cell technology and compares this with NASA's increasing space power requirements. The role of fuel cells is put in perspective with other energy storage systems applicable for space using such criteria as type of mission, weight, reliability, costs, etc. Potential applications of space fuel cells with projected technology advances are examined.

Been, J. F.↗

NASA NTRS1955

General solutions of optimum problems in nonstationary flight

A general method concerning optimum problems in nonstationary flight is developed and discussed. Best flight techniques are determined for the following conditions: climb with minimum time, climb with minimum fuel consumption, steepest climb, descending and gliding flight with maximum time or with maximum distance. Optimum distributions of speed with altitude are derived assuming constant airplane weight and neglecting curvatures and squares of path inclination in the projection of the equation of motion on the normal to the flight path. The results of this paper differ from the well-known results obtained by neglecting accelerations with one exception, namely the case of gliding with maximum range. The paper is concluded with criticisms and remarks concerning the physical nature of the solutions and their usefulness for practical applications.

AIRPLANES - PERFORMANCE↗

NASA NTRS2001

MSFC Combustion Devices in 2001

The objectives of the project detailed in this viewgraph presentation were to reduce thrust assembly weights to create lighter engines and to increase the cycle life and/or operating temperatures. Information is given on material options (metal matrix composites and polymer matrix composites), ceramic matrix composites subscale liners, lightweight linear chambers, lightweight injector development, liquid/liquid preburner tasks, and vortex chamber tasks.

Dexter, Carol↗

NASA NTRS2020

Unmanned Aircraft Systems (UAS) Integration in the National Airspace System (NAS) Project: Low SWaP HITL 2, SC-228 Outbrief, EO/IR & ATAR Breakout

This presentation provides an overview of a recently completed human-in-the-loop simulation, conducted as part of the Unmanned Aircraft Systems (UAS) Integration in the National Airspace System (NAS) Project. This study explored the differential effects of four low size, weight, and power radar declaration ranges on pilot and system performance. Pilots were to avoid DAA well clear against cooperative and non-cooperative aircraft under 1.5, 2, 2.5, and 3 nautical mile non-cooperative detection ranges. Results revealed that pilot performance was primarily influenced by warning-level alert duration, with sufficient alerting time being most prevalent at 2.5 nautical miles and above.

Monk, Kevin J.↗

NASA NTRS2022

Reduced-Gravity Simulator for Field Environments - Drone Augmented System

Astronauts need to go through extensive training on Earth before heading into space, and the more accurate the analogue, the better prepared they will be. NASA currently trains astronauts in simulated lower gravity environments in either the Neutral Buoyancy Laboratory or the Active Response Gravity Offload System (ARGOS), but neither of these systems allow for testing outdoors in field environments. NASA, in partnership with Aquiline Drones, mechanical engineering, biomedical engineering, and the Krenicki Arts and Engineering Institute, are working to develop a gravity offload device compatible with testing in field environments such as Desert Research and Technology Studies (Desert RATS). This report covers the technical requirements of the gravity offload device, the design choices and justifications, options for scalability, current progress, and future goals. Two separate teams were formed to respond to NASA’s solicitation, and this report covers the work of the weather balloon and drone side of the project. Using a weather balloon to passively offload the user’s weight and a drone to actively respond to changes using a series of sensors, this system should create a consistent and well balanced offloading force. The weather balloon and drone system is connected to a harness system to comfortably lift the user, offload at their center of gravity, and provide attachment points for some of the necessary sensors. Final testing proved the comfort of the harness, mobility of the user, and passive stability of the balloon offload to exceed all expectations of the team. The current system is a scaled model of what NASA would be able to implement with a maximum offload of 25 pounds. The ability to scale up to NASA’s desired value of 100 pounds is easily achievable with linear scaling of the current model. All systems should work similarly on scaled versions, but minor tweaking and enhanced controls would be needed for optimal performance.

Jason Lee↗

DOE OSTI2024

Product Innovation to Increase Low-to-Moderate-Income Customers' Adoption of Community Solar PV

This study aims to comprehensively analyze community solar project preferences for consumers and suppliers by conducting three distinct analyses. First we analyze the predictors of community solar contract adoption to understand how individual priorities affect the probability of adoption. Using an original data set of survey responses from potential community solar customers, we analyzed the predictors of contract adoption by employing a weighted logit model. We find that individuals who were previously familiar with community solar projects were significantly more likely to adopt than those who were not familiar. Secondly, a survey of community solar developers and financiers identified industry perceived barriers to community solar access and inclusion. Thirdly, we gathered payment performance information from community solar initiatives to measure how financial risks are perceived and how they interact with customer demographics. Our study is beneficial to the public by providing insights into the drivers and barriers of community solar adoption and sheds light on the importance of understanding individual priorities in designing effective community solar policies. The community solar industry has changed significantly since the beginning of this project. The industry continues to grow at a rapid rate, with an additional 7 gigawatts expected to come online between 2022 and 2027. With federal pressure to meet climate goals, as the harms of climate change continue to impact everybody, legislators are looking to community solar as a method to achieving their states energy policy goals. These new policies that push for low-to-moderate inclusion, coupled with the increase in community solar capacity illustrate a new era for the community solar industry. A number of policies have arisen in the last few months that push for more inclusive practices including the groundbreaking Solar for All program run by the EPA. The research created a “best practice” contract that can then be used, in conjunction with the manuscript and validated study, to pitch the industry on a more inclusive community solar product.

14 SOLAR ENERGY↗

DOE OSTI2025

Reducing Mass of Steel Auto Bodies using Thin Advanced High Strength Steel with Carbon-Fiber Reinforced Epoxy

Diversitak, a company based in Detroit, MI, has developed a proprietary, low specific gravity, carbon fiber-reinforced epoxy (CFRE) under U.S. patent number 9,963,58832. Preliminary testing on this new material conducted in collaboration with ArcelorMittal Steel Company proved out the CFRE concept. A thin layer of this CFRE was applied to a stamped sheet of steel with residual stamping oils from a mill, in a time corresponding to automotive processing (e.g., ~15 seconds), and processed following automotive e-coat procedures (phosphating + 175–200°C heating), to complete the curing. No problems with adherence or performance were noted. While the CFRE does add weight to a thin gauge steel panel, it weighs much less than what is displaced by using thicker conventional mild steel gauges. The application of the coating showed a significant increased dent resistance, oil canning resistance, and part stiffness.This current two-year project was designed to mature this new technology to near manufacturing readiness to reduce the weight of a vehicle and lower the cost of weight reduction. The process involves the use of thinner gauge steels than are currently used. The collaborative development team included two industrial manufacturers: Diversitak and ArcelorMittal Steel Company; LightMAT; and two National Laboratories: Oak Ridge National Laboratory (ORNL) and Idaho National Laboratory (INL). The team developed a new manufacturing process to reduce the weight of a vehicle and lower the cost of weight reduction, as well as a better understanding of how to apply the coating so that it will perform to a high standard in-service. The team also performed an in-depth study to determine the long-term durability of the materials manufactured using this technology and well-known automotive industry standard tests.The overall process involved stiffening the thinner gauge steel by applying the CFRE on only one side. To accomplish this goal, the optimal reinforcement fiber length and fiber concentration was first determined. This was followed by measuring the coefficient of thermal expansion (CTE) in all three directions, so it could be fed into manufacturing models and methods for rapidly and inexpensively applying the coating. This was followed by panel level evaluations of the coating and steel combination, and then by full part demonstration of the technology on door panels. The final step was corrosion testing of the parts.ArcelorMittal characterized the advanced high strength steel (AHSS) (e.g., metallurgy-heat treatment for required AHSS properties as a function of the sheet thickness, state of internal stress) and quantified CFRE adhesion to the steel as a function of sheet preparation (e.g., rolling and stamping).ORNL optimized the fiber length, fiber concentration, and coating thickness for best vehicle function and performance at the least cost. Along with the suppliers, ORNL developed a durable CFRE application process (e.g., gun material, design, robotic dispensing process) and identified the adhesion stability of the CFRE during process holding. An approach to ensure that application/curing timing conforms to conventional assembly line speed and plant cycle times was determined. ORNL also determined the CTE of the material in all three directions and performed material scanning electron microscopy (SEM) analyses.INL characterized the corrosion properties of the steel panels coated with CFRE. The panels were investigated for corrosion resistance and stability as replacement materials used in automotive body panels to reduce mass. The coupons tested at INL were supplied by Diversitak after an optimized CFRE formulation was achieved in the already coated form for corrosion testing.

99 GENERAL AND MISCELLANEOUS↗

NASA NTRS2004

Structural Benchmark Testing of Superalloy Lattice Block Subelements Completed

Superalloy lattice block panels, which are produced directly by investment casting, are composed of thin ligaments arranged in three-dimensional triangulated trusslike structures (see the preceding figure). Optionally, solid panel face sheets can be formed integrally during casting. In either form, lattice block panels can easily be produced with weights less than 25 percent of the mass of a solid panel. Inconel 718 (IN 718) and MarM-247 superalloy lattice block panels have been developed under NASA's Ultra-Efficient Engine Technology Project and Higher Operating Temperature Propulsion Components Project to take advantage of the superalloys' high strength and elevated temperature capability with the inherent light weight and high stiffness of the lattice architecture (ref. 1). These characteristics are important in the future development of turbine engine components. Casting quality and structural efficiency were evaluated experimentally using small beam specimens machined from the cast and heat treated 140- by 300- by 11-mm panels. The matrix of specimens included samples of each superalloy in both open-celled and single-face-sheet configurations, machined from longitudinal, transverse, and diagonal panel orientations. Thirty-five beam subelements were tested in Glenn's Life Prediction Branch's material test machine at room temperature and 650 C under both static (see the following photograph) and cyclic load conditions. Surprisingly, test results exceeded initial linear elastic analytical predictions. This was likely a result of the formation of plastic hinges and redundancies inherent in lattice block geometry, which was not considered in the finite element models. The value of a single face sheet was demonstrated by increased bending moment capacity, where the face sheet simultaneously increased the gross section modulus and braced the compression ligaments against early buckling as seen in open-cell specimens. Preexisting flaws in specimens were not a discriminator in flexural, shear, or stiffness measurements, again because of redundant load paths available in the lattice block structure. Early test results are available in references 2 and 3; more complete analyses are scheduled for publication in 2004.

Source record↗

NASA NTRS1996

Neurofilament protein is differentially distributed in subpopulations of corticocortical projection neurons in the macaque monkey visual pathways

Previous studies of the primate cerebral cortex have shown that neurofilament protein is present in pyramidal neuron subpopulations displaying specific regional and laminar distribution patterns. In order to characterize further the neurochemical phenotype of the neurons furnishing feedforward and feedback pathways in the visual cortex of the macaque monkey, we performed an analysis of the distribution of neurofilament protein in corticocortical projection neurons in areas V1, V2, V3, V3A, V4, and MT. Injections of the retrogradely transported dyes Fast Blue and Diamidino Yellow were placed within areas V4 and MT, or in areas V1 and V2, in 14 adult rhesus monkeys, and the brains of these animals were processed for immunohistochemistry with an antibody to nonphosphorylated epitopes of the medium and heavy molecular weight subunits of the neurofilament protein. Overall, there was a higher proportion of neurons projecting from areas V1, V2, V3, and V3A to area MT that were neurofilament protein-immunoreactive (57-100%), than to area V4 (25-36%). In contrast, feedback projections from areas MT, V4, and V3 exhibited a more consistent proportion of neurofilament protein-containing neurons (70-80%), regardless of their target areas (V1 or V2). In addition, the vast majority of feedback neurons projecting to areas V1 and V2 were located in layers V and VI in areas V4 and MT, while they were observed in both supragranular and infragranular layers in area V3. The laminar distribution of feedforward projecting neurons was heterogeneous. In area V1, Meynert and layer IVB cells were found to project to area MT, while neurons projecting to area V4 were particularly dense in layer III within the foveal representation. In area V2, almost all neurons projecting to areas MT or V4 were located in layer III, whereas they were found in both layers II-III and V-VI in areas V3 and V3A. These results suggest that neurofilament protein identifies particular subpopulations of corticocortically projecting neurons with distinct regional and laminar distribution in the monkey visual system. It is possible that the preferential distribution of neurofilament protein within feedforward connections to area MT and all feedback projections is related to other distinctive properties of these corticocortical projection neurons.

Non-NASA Center↗

DOE OSTI2022

Probabilistic Nanomagnetic Memories for Uncertain and Robust Machine Learning

This project evaluated the use of emerging spintronic memory devices for robust and efficient variational inference schemes. Variational inference (VI) schemes, which constrain the distribution for each weight to be a Gaussian distribution with a mean and standard deviation, are a tractable method for calculating posterior distributions of weights in a Bayesian neural network such that this neural network can also be trained using the powerful backpropagation algorithm. Our project focuses on domain-wall magnetic tunnel junctions (DW-MTJs), a powerful multi-functional spintronic synapse design that can achieve low power switching while also opening the pathway towards repeatable, analog operation using fabricated notches. Our initial efforts to employ DW-MTJs as an all-in-one stochastic synapse with both a mean and standard deviation didn’t end up meeting the quality metrics for hardware-friendly VI. In the future, new device stacks and methods for expressive anisotropy modification may make this idea still possible. However, as a fall back that immediately satisfies our requirements, we invented and detailed how the combination of a DW-MTJ synapse encoding the mean and a probabilistic Bayes-MTJ device, programmed via a ferroelectric or ionically modifiable layer, can robustly and expressively implement VI. This design includes a physics-informed small circuit model, that was scaled up to perform and demonstrate rigorous uncertainty quantification applications, up to and including small convolutional networks on a grayscale image classification task, and larger (Residual) networks implementing multi-channel image classification. Lastly, as these results and ideas all depend upon the idea of an inference application where weights (spintronic memory states) remain non-volatile, the retention of these synapses for the notched case was further interrogated. These investigations revealed and emphasized the importance of both notch geometry and anisotropy modification in order to further enhance the endurance of written spintronic states. In the near future, these results will be mapped to effective predictions for room temperature and elevated operation DW-MTJ memory retention, and experimentally verified when devices become available.

77 NANOSCIENCE AND NANOTECHNOLOGY↗

NASA NTRSDate not supplied

Demonstration of How Manufacturing Innovations Challenge Conventional Structural Design

For almost 100 years, commercial aircraft have been fabricated using riveted aluminum alloy structures. Aside from refining aircraft designs for better aerodynamic efficiency, improving alloy compositions, and automating assembly steps, fuselage construction remains largely unchanged today. The intent of the lightweight metallic fuselage prototype undertaken in NASA’s Advanced Air Transport Technology project was to demonstrate innovative forming and joining processes that advance the design paradigm, i.e. achieve high-rate manufacturing and reduce assembly time/costs. Over the past decade, researchers at NASA Langley Research Center have evaluated the potential to modify the flow forming process to produce near-net shaped cylinders, integrally stiffened along the cylinder axis, for space launch vehicles. The production of integral stiffeners in a formed aluminum cylinder, the size of the Space Shuttle external tank, replaced machined thick plate and welding steps to eliminate > 500,000 pounds of machining chips and ~ 0.5 miles of welds. The flow forming method, called the Integrally Stiffened Cylinder (ISC) process, was successfully demonstrated up to the 10-foot diameter scale, which laid the groundwork for the current investigation of metallic fuselage structures. Using the ISC process as the basis for the re-design of a metallic fuselage eliminates hundreds of thousands of holes and rivets, while significantly reducing assembly time and crack initiation sites in the integral structure. However, the ISC process is not currently configured to fabricate circumferential ring frames for carrying fuselage internal pressure loads. Consequently, a trade study was performed to assess existing and advanced manufacturing processes, including additive manufacturing, forming, and welding. The approach with the lowest barriers to success, while simultaneously improving manufacturing time and cost, was to use formed ring frame segments attached to the ISC via Refill Friction Stir Spot Welding (RFSSW). The RFSSW process is five times faster than drilling, reaming, and riveting and provides similar mechanical performance. Finishing the fuselage structure with conventional windows, floor beams, and floor panels can then be accomplished using incumbent assembly methods, thereby maximizing reuse of existing infrastructure for aircraft construction. Structural analyses were performed to assess and optimize the geometric variables of integrated skin and stiffener configurations. A cost benefit and manufacturing rate analysis was also performed to compare against the current state-of-the-art for single aisle transport class aircraft. The resulting structure offers a weight reduction that rivals current graphite-epoxy composite fuselage structures. The projected manufacturing rate is close to double current metallic fuselages and six times faster than current composite manufacturing practices. The damage tolerance properties of a monocoque fuselage structure have yet to be assessed, but past integral airframe structural work has exploited geometric features to blunt or turn cracks. This concept offers promise that integrated structures can meet stringent aircraft durability specifications. An important benefit is that such aluminum fuselage structures may be inspected and repaired using established practices and existing expertise. Finally, pursuit of advanced manufacturing processes for future aluminum fuselages minimizes waste and the structure is 100% recyclable at the end-of-life for maximum sustainability.

aluminum↗

DOE OSTI2023

BCG alignment with the locations of cluster members and the large-scale structure out to 10 R 200

Using a sample of >200 clusters, each with typically 100–200 spectroscopically confirmed cluster members, we search for a signal of alignment between the position angle (PA) of the Brightest Cluster Galaxy (BCG) and the distribution of cluster members on the sky about the cluster centre out to projected distances of 3 R 200 . The deep spectroscopy, combined with corrections for spectroscopic incompleteness, makes our sample ideal to determine alignment signal strengths. We also use an SDSS based skeleton of the filamentary large-scale structure (LSS), and measure BCG alignment with the location of the LSS skeleton segments on the sky out to projected distances of 10 R 200 . The alignment signal is measured using three separate statistical measures; Rao’s spacing test (U), Kuiper’s V parameter (V), and the Binomial probability test (P). The significance of the BCG alignment signal with both cluster members and LSS segments is extremely high (1 in a million chance or less to be drawn randomly from a uniform distribution). We investigate a wide set of parameters that may influence the strength of the alignment signal. Clusters with more elliptical-shaped BCGs show stronger alignment with both their cluster members and LSS segments. Also, selecting clusters with closely connected filaments, or using a luminosity-weighted LSS skeleton, increases the alignment signal significantly. Alignment strength decreases with increasing projected distance. Combined, these results provide strong evidence for the growth of clusters and their BCGs by preferential feeding along the direction of the filaments in which they are embedded.

79 ASTRONOMY AND ASTROPHYSICS↗

NASA NTRS2022

Technology Maturation Report for Damage Arresting Composites under the Environmentally Responsible Aviation Project

The goal of the NASA Environmentally Responsible Aviation (ERA) Project was to develop technologies that will lead to commercial aircraft that will burn less fuel and produce fewer emissions than the 2010 state of the art. The purpose of this Technology Maturation Report (TMR) is to summarize both the development and lessons learned for the Damage Arresting Composites (DAC) Demonstration and to summarize how the test results were used to predict the impact the Pultruded Rod Stitched Efficient Unitized Structure (PRSEUS) technology would have on future transport aircraft weights. The TMR includes the technical work plans for the DAC Demonstration for the six-year effort of the NASA ERA Project. System studies indicated that DAC would reduce structural weight by 20% for both hybrid wing body and tube and wing aircraft. A lighter vehicle requires less energy to fly so weight savings becomes reduced fuel burn. Additionally, the hybrid wing body configuration has improved lift-to-drag ratios compared to the tube and wing aircraft, further reducing fuel burn.

carbon-epoxy↗