Results for “SUSAN” — Page 5

NASA NTRSDate not supplied

System Health Management for a Series/Parallel Partial Hybrid Powertrain with Distributed Electric Propulsion

Electrified aircraft powertrains contain multiple interacting subsystems, making them much more complex than traditional aircraft propulsion systems in terms of integration and control. Electrification enables aircraft to have distributed thrust-producing fans that the flight control system can leverage for enhanced maneuverability, further increasing the control complexity. A NASA concept aircraft, the SUbsonic Single Aft eNgine (SUSAN) Electrofan, is such a vehicle. SUSAN is a series/parallel partial hybrid-electric single-aisle transport aircraft that takes advantage of its electrified powertrain to provide fuel burn and emissions benefits when compared to the state-of-the-art. Achieving these benefits requires an appropriately designed control architecture that coordinates the various powertrain and flight control subsystems. As such, the SUSAN aircraft is designed with a high level of automation, allowing it to properly manage coupled subsystems and react rapidly to failures and anomalies. To do this effectively, algorithms that perform component health management, fault detection, isolation, and accommodation, and continuous optimization, must be developed and implemented. This paper describes the development of some of these algorithms for system health management applied to the powertrain of the SUSAN concept aircraft.

Electrified Aircraft Propulsion↗

NASA NTRS2024

System Health Management for a Series/Parallel Partial Hybrid Powertrain with Distributed Electric Propulsion

Electrified aircraft powertrains contain multiple interacting subsystems, making them much more complex than traditional aircraft propulsion systems in terms of integration and control. Electrification enables aircraft to have distributed thrust-producing fans that the flight control system can leverage for enhanced maneuverability, further increasing the control complexity. A NASA concept aircraft, the SUbsonic Single Aft eNgine (SUSAN) Electrofan, is such a vehicle. SUSAN is a series/parallel partial hybrid-electric single-aisle transport aircraft that takes advantage of its electrified powertrain to provide fuel burn and emissions benefits when compared to the state-of-the-art. Achieving these benefits requires an appropriately designed control architecture that coordinates the various powertrain and flight control subsystems. As such, the SUSAN aircraft is designed with a high level of automation, allowing it to properly manage coupled subsystems and react rapidly to failures and anomalies. To do this effectively, algorithms that perform component health management, fault detection, isolation, and accommodation, and continuous optimization, must be developed and implemented. This paper describes the development of some of these algorithms for system health management applied to the powertrain of the SUSAN concept aircraft.

Electrified Aircraft Propulsion↗

NASA NTRSDate not supplied

Flight Deck Design of a Hybrid Turbine/Electric Aircraft

The SUbsonic Single Aft eNgine (SUSAN) program is being developed as a sustainable subsonic regional aircraft. NASA is conducting trade studies for this future hybrid single aisle passenger aircraft. The goal of reducing emission levels by 50% will be enabled through an advanced design. An aft mounted single turbine engine provides thrust and electric power to drive 16 wing mounted electric engines. Using the 16 counter-rotating electric fans will create an efficient, very high bypass ratio, engine. Electric engines allow for distributed thrust, reducing control surfaces and provide a greater dynamic response. Batteries provide boost for takeoff and climb, allowing a smaller, more efficient, turbine engine. As part of the SUSAN effort, two pilot-in-the-loop studies were conducted at NASA Langley Research Center in Virginia to explore flight deck design issues. In particular: how many throttles are required/desired for a 17-engine aircraft, does the hybrid electric design change the answer, what are the requirements for electric engine displays, what system pages are required, and what information is required to monitor the batteries. Objective and subjective data were collected after each scenario and at the end of the day with a guided set of questionnaires from sixteen crews paired by airline. Data along with pilot comments were used to improve the throttle and engine displays between the studies and used to make the final recommendations on flight deck configurations. This paper provides final design recommendations for the SUSAN flight deck and justification for each recommendation.

PAI↗

NASA NTRSDate not supplied

Design and Development of a Fluid Immersion Cooled, SiC MOSFET, 37.5 kW, Bi-Directional Motor Converter

NASA's SUb-sonic Single Aft eNgine (SUSAN) aircraft is a concept aircraft whose architecture is that of a subsonic regional jet transport aircraft. SUSAN contains a single turbofan engine coupled to an electrified aircraft propulsion (EAP) system. To provide a path towards this goal, a 25% scale version of the SUSAN aircraft is being researched. A main component of the 25% power train is the Motor And Generator Intelligent Converter (MAGIC). This paper presents the design, development, and initial test results from MAGIC, a 37.5 kW, fluid immersion cooled, silicon carbide (SiC) MOSFET-based, bi-directional converter and controller.

PAO↗

NASA NTRSDate not supplied

Design and Development of a Fluid Immersion Cooled, SiC MOSFET, 37.5 kW, Bi-Directional Motor Converter

NASA's SUb-sonic Single Aft eNgine (SUSAN) aircraft is a concept aircraft whose architecture is that of a subsonic regional jet transport aircraft. SUSAN contains a single turbofan engine coupled to an electrified aircraft propulsion (EAP) system. To provide a path towards this goal, a 25% scale version of the SUSAN aircraft is being researched. A main component of the 25% power train is the Motor And Generator Intelligent Converter (MAGIC). This paper presents the design, development, and initial test results from MAGIC, a 37.5 kW, fluid immersion cooled, silicon carbide (SiC) MOSFET-based, bi-directional converter and controller.

Immersion↗

NASA NTRSDate not supplied

Tail-mounted engine Architecture and Design for the Subsonic Single Aft Engine Electrofan Aircraft

This paper describes the turbofan engine architecture for SUbsonic Single Aft eNgine (SUSAN) Electrofan is, a transformative concept hybrid electric aircraft. SUSAN has a single tail-mounted turbofan engine that produces a portion of the requires thrust and drives a 20MW electric generator which in turn provides the power to the 16 electric propulsors located on the wing responsible for producing the remainder of the required thrust. The atypical operation of the turbofan due to the large levels of power extraction from the low pressure turbine (LPT) is described here. This paper investigates the most efficient engine architecture to enable this unique operation, as well as exploring natural gas as an alternative fuel for SUSAN.

EAP↗

NASA NTRSDate not supplied

Flight Deck Design of a Hybrid Turbine/Electric Passenger Aircraft

NASA is exploring the development of a 180-passenger subsonic single engine aft turbine aircraft, The aft turbine provides electric power in a hybrid design to wing mounted electric engines, creating a highly efficient, high-bypass-ratio fan equivalent. The SUbsonic Single Aft eNgine (SUSAN) aircraft is being developed as a sustainable subsonic regional aircraft that seeks to reduce emission levels by 50% in the next few decades. Pilot-in-the-loop studies were conducted at the NASA Langley Research Center in Hampton, Virginia, to explore the flight deck design for the hybrid electric aircraft. Following modern trends in commercial aircraft flight decks with full time augmented controls and a quiet and dark philosophy, single throttle and simplified engine displays were developed for the SUSAN aircraft. The aircraft includes a single aft mounted turbine engine and 16 wing mounted electric fans. The final design was developed from feedback received during an earlier pilot-in-the-loop study where one, two, and three throttles were tested in standard airline operations, including various failures of the turbine and electric engines. Current flight deck designs normally provide control inceptors for each propulsion engine and an engine display for all primary aircraft engine parameters. With full time augmentation expected, a single throttle control with autothrottle always engaged, even during failures, is desired. Augmentation of flight controls using distributed thrust also requires full time control of the electric engines using automation. Additionally, electric engine thrust is augmented during climb based on battery state of charge. Thrust augmentation changes faster than human reaction time and therefore requires full-time automation. A pilot-in-the-loop study was conducted at the NASA Langley Research Center in Hampton, Virginia, to test the final design of the single throttle with simplified engine displays. Fourteen airline pilots evaluated the single throttle and engine display concept. Electric engine failures included one, four symmetric, and eight non-symmetric electric engine failures. The turbine engine was evaluated for complete and partial failure during critical phases of flight to include takeoff as well as enroute. Unexpected go-arounds increase workload and require significant throttle manipulation. Go-arounds were included to ensure the single throttle was usable for all phases of flight. Failures during takeoff required a return to the departure field and failures enroute required a diversion except for one and four electric engine failures as these failures did not affect aircraft flyability or range. There are currently no Part 25 aircraft certified with hybrid systems or electric engines with batteries as emergency propulsion. For turbine engine failures in the SUSAN aircraft design, range is limited to 30 minutes at full power. Battery state of charge and battery health displays were developed and tested for usability and to determine how well they supported pilot decisions for alternate airports during emergency diversions. Novel displays using shape and color were developed to provide immediate feedback when state of charge became critical. This paper details the pilot study including pilot feedback supporting the potential for increased automation and a single throttle control. Detailed recommendations are provided for a novel single throttle control and additional pilot controls to support selection of engines during start, shutdown, and engine troubleshooting procedures. This design deviates significantly from current practice of providing throttles for each propulsion engine. Engine display recommendations are provided based on pilot feedback during a guided post-evaluation interview. Battery state of charge and battery health display recommendations were collected from all airline crews. The simplified engine displays design was rated excellent as measured with a usability scale. Quantitative metrics include airspeed tracking, time to complete checklists, time to make diversion decisions and the quality of the diversion decision. Recommendations for future studies are documented with supporting research and current observations about upcoming flight deck certifications.

autothrottle↗

NASA NTRSDate not supplied

Flight Deck Design of a Hybrid Turbine/Electric Passenger Aircraft

NASA is exploring the development of a 180-passenger subsonic single engine aft turbine aircraft, The aft turbine provides electric power in a hybrid design to wing mounted electric engines, creating a highly efficient, high-bypass-ratio fan equivalent. The SUbsonic Single Aft eNgine (SUSAN) aircraft is being developed as a sustainable subsonic regional aircraft that seeks to reduce emission levels by 50% in the next few decades. Pilot-in-the-loop studies were conducted at the NASA Langley Research Center in Hampton, Virginia, to explore the flight deck design for the hybrid electric aircraft. Following modern trends in commercial aircraft flight decks with full time augmented controls and a quiet and dark philosophy, single throttle and simplified engine displays were developed for the SUSAN aircraft. The aircraft includes a single aft mounted turbine engine and 16 wing mounted electric fans. The final design was developed from feedback received during an earlier pilot-in-the-loop study where one, two, and three throttles were tested in standard airline operations, including various failures of the turbine and electric engines. Current flight deck designs normally provide control inceptors for each propulsion engine and an engine display for all primary aircraft engine parameters. With full time augmentation expected, a single throttle control with autothrottle always engaged, even during failures, is desired. Augmentation of flight controls using distributed thrust also requires full time control of the electric engines using automation. Additionally, electric engine thrust is augmented during climb based on battery state of charge. Thrust augmentation changes faster than human reaction time and therefore requires full-time automation. A pilot-in-the-loop study was conducted at the NASA Langley Research Center in Hampton, Virginia, to test the final design of the single throttle with simplified engine displays. Fourteen airline pilots evaluated the single throttle and engine display concept. Electric engine failures included one, four symmetric, and eight non-symmetric electric engine failures. The turbine engine was evaluated for complete and partial failure during critical phases of flight to include takeoff as well as enroute. Unexpected go-arounds increase workload and require significant throttle manipulation. Go-arounds were included to ensure the single throttle was usable for all phases of flight. Failures during takeoff required a return to the departure field and failures enroute required a diversion except for one and four electric engine failures as these failures did not affect aircraft flyability or range. There are currently no Part 25 aircraft certified with hybrid systems or electric engines with batteries as emergency propulsion. For turbine engine failures in the SUSAN aircraft design, range is limited to 30 minutes at full power. Battery state of charge and battery health displays were developed and tested for usability and to determine how well they supported pilot decisions for alternate airports during emergency diversions. Novel displays using shape and color were developed to provide immediate feedback when state of charge became critical. This paper details the pilot study including pilot feedback supporting the potential for increased automation and a single throttle control. Detailed recommendations are provided for a novel single throttle control and additional pilot controls to support selection of engines during start, shutdown, and engine troubleshooting procedures. This design deviates significantly from current practice of providing throttles for each propulsion engine. Engine display recommendations are provided based on pilot feedback during a guided post-evaluation interview. Battery state of charge and battery health display recommendations were collected from all airline crews. The simplified engine displays design was rated excellent as measured with a usability scale. Quantitative metrics include airspeed tracking, time to complete checklists, time to make diversion decisions and the quality of the diversion decision. Recommendations for future studies are documented with supporting research and current observations about upcoming flight deck certifications.

autothrottle↗

NASA NTRSDate not supplied

Piloted Evaluation of a Fault Recovery System for an Aircraft with Distributed Electric Propulsion

Electrified aircraft powertrains contain multiple tightly coupled subsystems, making them much more complex than traditional aircraft propulsion systems, both in terms of integration and control. Electrification enables aircraft to have multiple distributed thrust-producing fans that the flight control system can utilize for enhanced maneuverability, further increasing the control complexity. The SUbsonic Single Aft eNgine (SUSAN) Electrofan is a NASA concept aircraft that leverages this technology. SUSAN is a series/parallel partial hybrid electric single-aisle transport aircraft that takes advantage of its electrified powertrain to provide fuel burn and emissions benefits when compared to the state-of-the-art. Achieving these benefits requires an appropriately designed control architecture that coordinates the various powertrain and flight control subsystems. As such, the SUSAN aircraft is designed with a high level of automation, allowing it to properly manage coupled subsystems and react rapidly to failures and anomalies. To do this effectively, algorithms that perform component health management, fault detection, isolation, and accommodation, and continuous optimization, must be developed, tested, validated, and implemented. This paper describes a piloted evaluation of such an algorithm in scenarios with multiple fan failures, performed in a flight simulator, demonstrating failure recovery and continued safe operation up to the limits of the powertrain. These scenarios are subsequently related to certification requirements.

Electrified Aircraft Propulsion↗

NASA NTRS2025

Piloted Evaluation of a Fault Recovery System for an Aircraft with Distributed Electric Propulsion

Electrified aircraft powertrains contain multiple tightly coupled subsystems, making them much more complex than traditional aircraft propulsion systems, both in terms of integration and control. Electrification enables aircraft to have multiple distributed thrust-producing fans that the flight control system can utilize for enhanced maneuverability, further increasing the control complexity. The SUbsonic Single Aft eNgine (SUSAN) Electrofan is a NASA concept aircraft that leverages this technology. SUSAN is a series/parallel partial hybrid electric single-aisle transport aircraft that takes advantage of its electrified powertrain to provide fuel burn and emissions benefits when compared to the state-of-the-art. Achieving these benefits requires an appropriately designed control architecture that coordinates the various powertrain and flight control subsystems. As such, the SUSAN aircraft is designed with a high level of automation, allowing it to properly manage coupled subsystems and react rapidly to failures and anomalies. To do this effectively, algorithms that perform component health management, fault detection, isolation, and accommodation, and continuous optimization, must be developed, tested, validated, and implemented. This paper describes a piloted evaluation of such an algorithm in scenarios with multiple fan failures, performed in a flight simulator, demonstrating failure recovery and continued safe operation up to the limits of the powertrain. These scenarios are subsequently related to certification requirements.

Electrified Aircraft Propulsion↗

NASA NTRSDate not supplied

Piloted Evaluation of a Fault Recovery System for an Aircraft with Distributed Electric Propulsion

Electrified aircraft powertrains contain multiple tightly coupled subsystems, making them much more complex than traditional aircraft propulsion systems, both in terms of integration and control. Electrification enables aircraft to have multiple distributed thrust-producing fans that the flight control system can utilize for enhanced maneuverability, further increasing the control complexity. The SUbsonic Single Aft eNgine (SUSAN) Electrofan is a NASA concept aircraft that leverages this technology. SUSAN is a series/parallel partial hybrid electric single-aisle transport aircraft that takes advantage of its electrified powertrain to provide fuel burn and emissions benefits when compared to the state-of-the-art. Achieving these benefits requires an appropriately designed control architecture that coordinates the various powertrain and flight control subsystems. As such, the SUSAN aircraft is designed with a high level of automation, allowing it to properly manage coupled subsystems and react rapidly to failures and anomalies. To do this effectively, algorithms that perform component health management, fault detection, isolation, and accommodation, and continuous optimization, must be developed, tested, validated, and implemented. This paper describes a piloted evaluation of such an algorithm in scenarios with multiple fan failures, performed in a flight simulator, demonstrating failure recovery and continued safe operation up to the limits of the powertrain. These scenarios are subsequently related to certification requirements.

Electrified Aircraft Propulsion↗

NASA NTRS1997

Mid-Infrared Observations of the Galactic Center

Under this grant, Susan Stolovy completed her thesis work and performed an analysis of the galactic center. For her thesis Susan analyzed observations of the galactic center obtained with the KAO using the KEGS spectrograph, built at Cornell. These observations present a study of the distribution and kinematics of the atomic gas in the inner few parsecs of the Galaxy as traced by the forbidden [SiII] line at 34.814 microns. The integrated [SiII] emission peaks near Sgr A* and extends past the inner edge of the Circumnuclear Disk (CND), passing through a gap in the dense molecular material to the northwest. The [SiII] maps have a spatial resolution of 15" and a spectral resolution of 50 km/s. The spectra, which are characterized by broad linewidths of order 100 km/s, are kinematically consistent with the CND rotation to the southwest but not to the north. The northern extension may be experiencing shocks and is likely to be infalling along the Northern Arm. Observations of high [Sill]/ [OI] and [SiII]/dust continuum ratios support the conjecture that turbulent motions and shocks in the inner few parsecs of the Galaxy are destroying dust grains, thus elevating the abundance of atomic silicon.

Stolovy, Susan↗

NASA NTRS1996

STS-78 Flight Day 12

On this twelfth day of the STS-78 mission, the flight crew, Cmdr. Terence T. Henricks, Pilot Kevin R. Kregel, Payload Cmdr. Susan J. Helms, Mission Specialists Richard M. Linnehan, Charles E. Brady, Jr., and Payload Specialists Jean-Jacques Favier, Ph.D. and Robert B. Thirsk, M.D., are awakened by the Canadian national anthem, 'Oh Canada.' This morning, Thirsk is shown delivering a holiday message to Prime Minister Jean Chretien and other dignitaries gathered at Parliament Hill in Ottawa. The crew is then shown celebrating Canada Day aboard the Space Shuttle. Also this morning, Mission Specialist Susan Helms discusses the progress of Columbia's flight with WBBM Radio in Chicago.

Source record↗

NASA NTRS1995

STS-94 Day 08 Highlights

On this eighth day of the STS-94 mission, the flight crew, Cmdr. James D. Halsell, Jr., Pilot Susan L. Still, Payload Cmdr. Janice E. Voss, Mission Specialists Michael L. Gernhardt and Donald A. Thomas, and Payload Specialists Gregory T. Linteris and Roger K. Crouch conduct status checks and perform video documentation of some of the Microgravity Science Laboratory experiments and activities in the Spacelab. The first part of Pilot Susan Still's day involves monitoring orbiter systems and working an in-flight maintenance procedure with the Shuttle Amateur Radio Experiment (SAREX).

Source record↗

NASA NTRS2001

STS-102 Crew Activity Report/Flight Day 7 Highlights

Footage shows STS-102 Mission Specialist Andy Thomas, Expedition 1 crewmember Sergei Krikalev, and Expedition 2 crewmember Susan Helms transferring supplies from the Leonardo Module to the International Space Station (ISS). Then STS-102 Commander Jim Wetherbee joins the crew of Expedition 2 (James Voss, Susan Helms, and Yuriy Usachev) for an on-orbit interview, where they answer questions about the spacewalks performed by Voss and Helms and about living on the ISS.

Source record↗

NASA NTRS2001

STS-105 Flight Day 8 Highlights

On this eighth day of the STS-105 mission, Expedition 2 crewmember Susan Helms and Expedition 3 crewmember Vladimir Dezhurov are seen working in the Destiny Laboratory Module. The three crews gather (STS-105 crew Commander Scott Horowitz, Pilot Fred Sturckow, and Mission Specialists Dan Barry and Pat Forrester, Expedition 2 crew Commander Yuriy Usachev and Flight Engineers James Voss and Susan Helms, and Expedition 3 crew Frank Culbertson, Jr., Mikhail Turin, and Vladimir Dezhurov) for the change of command ceremony, where the Expedition 3 crew officially takes control of the International Space Station from the Expedition 2 crew, and the three crews answer questions about the mission in an on-orbit interview. Footage shows Hawaii from space.

Source record↗

NASA NTRSDate not supplied

Implementation Approach for an Electrified Aircraft Concept Vehicle in a Research Flight Simulator

A flight simulation test capability for the SUbsonic Single Aft eNgine (SUSAN) Electrofan is under development. SUSAN is a regional jet transport aircraft concept that utilizes electrified propulsion to gain benefits in fuel usage, emissions, and cost. The process, which involves the integration of independently developed models and their subsequent implementation in a flight simulator, is general and can be applied to a variety of aircraft types. However, the use of electrified propulsion adds complexity beyond that of a traditional aircraft, especially with regard to the pilot interface. The way the pilot interacts with the engines will differ from current practice, and the information displayed to the pilot will necessarily include additional variables beyond what is normally displayed in a traditional cockpit.

flight simulation↗

NASA NTRS2023

Concept Design for a 5 MW Partially Superconducting Generator

This paper presents a concept design for the 5 MW generators on NASA’s SUSAN hybrid electric flight concept. The performance targets for this machine are 25 kW/kg and 99% efficiency. The concept design is a partially superconducting machine that builds on NASA’s past work on its High Efficiency Megawatt Motor (HEMM). A partially superconducting machine design tool is used to create a preliminary concept design capable of achieving the target specifications for the SUSAN generator. Higher fidelity design and analysis is applied to the preliminary design. After high fidelity analysis the machine is predicted to achieve 22.3 kW/kg and 99.1% efficiency. Lessons learned from this concept design will be incorporated in the next iteration of the machine.

Thomas Tallerico↗