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All sources NASA NTRS DOE OSTI

DOE OSTI2023

Near-Term Electricity Requirement and Emission Implications for Sustainable Aviation Fuel Production with CO 2 -to-Fuels Technologies

Aviation contributed approximately 10% of the U.S. transportation sector's greenhouse gas (GHG) emissions and about 3% of the nation's total GHG production before the coronavirus disease (COVID-19) pandemic (EPA 2022). Unlike the ground transportation sector, which can be decarbonized by using batteries and hydrogen fuel cell powertrain technologies, the technical and economic challenges of aviation electrification open the opportunity for CO 2 utilization (CO2U) using clean power sources. The U.S. government set a goal to produce 3 billion gallons per year of sustainable aviation fuels (SAF) by 2030 and scale up the production to 35 billion gallons per year by 2050 (Bioenergy Technologies Office 2022). In this report, we examine three potential locations, in California, Iowa, and Louisiana, for SAF production using two production pathways that are expected to be available by 2030. We analyze the electricity cost to satisfy 10% of the SAF production potential for the select locations. Specifically, we consider (1) retail electricity cost from the default local utility in each location; (2) physical power purchase agreement (PPA) for renewable power and battery storage hybrid systems with preset prices; (3) financial PPA from a dedicated renewable plant; and (4) estimated real-time pricing (RTP) from the wholesale power market with utility delivery adders. Retail rates are available for the three potential locations; however, the developer should negotiate with the local utility in Iowa for new tariff riders, because the load of the proposed SAF plant (1.4 GW) is significantly higher than the current industrial tariff structure requirement (200 kW). The developers are not able to claim federal credits (i.e., the Inflation Reduction Act of 2022) when sourcing electricity from local utilities. Developers could consider prioritizing physical and financial PPAs as purchase options. While physical PPAs can be imported out of state, this structure imposes availability issues as developers must locate in the same electricity grid regions. Financial PPAs do not have the same location restrictions and provide the same cost savings as physical PPAs, but financial PPAs impose financial risks in the event of system curtailment and grid interruption. RTPs are available for customers in California with flexible load and hourly load management capability; however, utilities in our studied regions in Louisiana and Iowa only offer time-of-use and curtailment programs to incentivize lower energy usage in peak hours. These utilities do not currently offer RTP programs, and the developer may need to have further negotiations with the local utilities to access RTP programs. The results show that purchased electricity prices may range from 2.6 cents/kWh to 7.1 cents/kWh for the three studied plants.

02 PETROLEUM↗

NASA NTRS1999

Battery Study for the Shuttle Orbiter EAPU Upgrade

The use of Electric Auxiliary Power Unit (EAPU) in commercial, and military aviation, and in commercial electric automobiles, is reviewed. The specifications of the battery to be used in the space shuttle are reviewed, and the possible vendors discussed. The testing activity and the reliability and the safety features are presented.

Otzinger, Burton↗

NASA NTRSDate not supplied

Some NASA Perspectives on H2

This presentation provides the NASA perspective for government and industry technology developers world-wide who are exploring the potential for hydrogen (H2) in aviation applications including electric aircraft, airport vehicles, and airport related equipment. NASA’s H2 interest has been related to vehicle-level technology development and integration only, but NASA is keenly aware of the necessity of work focused on solving the challenges of H2 airport infrastructure. Some historical perspectives are provided on NASA efforts in H2 fuel cell development for space and aeronautics applications. NASA’s current research portfolio includes some investigation of H2 energy storage and hydrocarbon conversion for fuel cells on electric aircraft. There is no current emphasis on the other H2-related challenges. Over the years NASA has conducted research into “Quiet Green Transport” with a H2 fuel cell powered aircraft, an Emissionless Aircraft Study with Non Flow Through – Regenerative Fuel Cell (NFT-RFC) technology which captures the water, and an H2 fuel cell powered Unmanned Aerial Vehicle (UAV) study. NASA has flown a long endurance UAV using a RFC in the Low Emissions Alternative Power (LEAP) program. Recently, NASA conducted feasibility studies on hybrid SOFC with onboard hydrocarbon fuel reformation for aircraft primary propulsive power and secondary power under the Fostering Ultra-Efficient, Low-Emitting Aviation Power (FUELEAP) program. NASA currently has a multiyear program with the Center for Cryogenic High-Efficiency Electrical Technologies for Aircraft (CHEETA) to explore the benefits of using cryogenic H2 on aircraft for fuel cell propulsion and to provide superconductivity in electrical power management on the aircraft.

Power↗

NASA NTRS2020

UAM Vision Concept of Operations (ConOps) UAM Maturity Level (UML) 4

This Vision ConOps is intended as a foundation to engage members of the UAM community and provide a consensus on the future vision of UAM operations. It provides a concept for more detailed discussion and a basis for the exploration of ideas using a common framework to inform the continued development and integration of UAM as part of the broader transportation system. Advanced Air Mobility (AAM) encompasses a range of innovative aviation technologies (small drones, electric aircraft, automated air traffic management, etc.) that are transforming aviation’s role in everyday life, including the movement of goods and people. Urban Air Mobility (UAM) represents one of the most exciting and complex AAM concepts with highly automated aircraft, providing commercial services to the public over densely populated cities. This concept has generated tremendous interest and industry investment. UAM envisages a future in which advanced technologies and new operational procedures enable practical, cost-effective air travel as an integral mode of transportation in metropolitan areas. It represents one of the most exciting and complex AAM concepts with highly automated aircraft providing commercial services to the public over densely populated cities. For this reason, the National Aeronautics and Space Administration (NASA) selected UAM as the initial goal of its AAM efforts and the focus of this Vision Concept of Operations (ConOps) document. UAM Community Vision ConOps: This Vision ConOps effort was led by experts from NASA’s Aeronautics Research Mission Directorate (ARMD) in collaboration with the Federal Aviation Administration (FAA) and Deloitte’s Ecosystem Advisory Group (a cohort of advisers with aviation, aerospace, and regulatory expertise). To develop this Vision ConOps, NASA, FAA, and Deloitte built upon the current body of aeronautical research and consulted with more than 100 stakeholder organizations. This UAM community includes entities ranging from legacy aviation leaders to innovators and new market entrants. Stakeholders consulted included the federal government, state and local government, aerospace original equipment manufacturers (OEMs), local transportation organizations, prospective UAM operators, academia, industry standards-setting bodies, airports, service suppliers, and others (as described in Appendix G). This input was captured through the following methods: • A series of more than two dozen interviews with industry experts, federal regulators, state and local governments, and industry trade groups provided insight into the challenges of UAM integration into the National Airspace System (NAS), as well as technology developments and a variety of perspectives as to how UAM systems will integrate. • A series of two-day community workshops enabling active, detailed engagement of nearly 100 industry, academic, federal, and state stakeholder individuals. These workshops, hosted by NASA and Deloitte, explored UAM concepts in detail, and stakeholders were invited to collaboratively analyze and propose solutions to some of the greatest conceptual challenges behind UAM at an intermediate state. • A review of more than 160 sources of UAM literature from across government, industry, and academia, which are listed in Appendix H. • The public sharing of workshop input and document drafts for review and input across the UAM community. Feedback in the form of more than 1,000 comments and inputs on the document was received from industry groups, individual companies, academia, and government (federal, state, and local), among others. Although effort was made to incorporate inputs from across the UAM stakeholder group, not all comments could ultimately be incorporated in this version. The team resolved conflicting comments or ideas while maintaining consistency with the known direction of regulators and ensuring the document was coherent and consistent. It is recognized that this is a rapidly evolving area and that concepts will likely change over time; as such, this Vision ConOps is a living document and is expected to evolve as concepts mature. The ConOps does, however, provide a vision of UAM concepts and solutions based on the broad insights from across the UAM stakeholder community at the time of its publication and is intended to serve as a UAM North Star for continued research and development of UAM. As a broad Vision ConOps, is not a detailed engineering document; rather, it focuses primarily on outlining a broad, high-level vision across all aspects of a UAM transportation system.

Urban Air Mobility↗

NASA NTRSDate not supplied

Urban Air Mobility (UAM) Vision Concept of Operations (ConOps) UAM Maturity Level (UML)-4 Overview

The Vision ConOps is intended as a foundation to engage members of the UAM community and provide a consensus on the future vision of UAM operations. It provides a concept for more detailed discussion and a basis for the exploration of ideas using a common framework to inform the continued development and integration of UAM as part of the broader transportation system. Advanced Air Mobility (AAM) encompasses a range of innovative aviation technologies (small drones, electric aircraft, automated air traffic management, etc.) that are transforming aviation’s role in everyday life, including the movement of goods and people. Urban Air Mobility (UAM) represents one of the most exciting and complex AAM concepts with highly automated aircraft, providing commercial services to the public over densely populated cities.

Brian Hill↗

DOE OSTI2022

Pathways to a Sustainable Aviation Ecosystem: Electrified Aviation Demand Modeling

With leading energy experts, high-performance computing, and powerful analysis and modeling capabilities, the National Renewable Energy Laboratory (NREL) empowers aviation stakeholders with tools and data to project future energy demand and explore supply options. As a result, NREL can help electric utilities and airport operations identify aviation electrification opportunities and prepare for future electricity needs.

aerial vehicles↗

DOE OSTI2021

Surface Modification of Nickel-Rich Cathode Materials by Ionically Conductive Materials at Room Temperature

Nickel-rich cathode materials (LiNi x Mn y Co 1-x-y O 2 , NMC) are promising to push the limits of lithium-ion batteries to higher energy density. This approach is favored in practical applications including electric vehicles and aviation transportation. However, the instability of the NMC at charged state results in safety concerns and poor cycling stability. Surface coating is a practical and effective strategy to address this. Cubic Li7La3Zr2O12 (LLZO) is an ideal coating material regarding the low electron transfer rate and high Li+ conductivity. Thus, a LLZO coating layer can suppress the parasitic reactions in the electrode/electrolyte interface without deteriorating the lithium migration. However, high-temperature calcination seems to inevitably create the chemical couplings between NMC and LLZO, leading to the interdiffusion and degradation of NMC and LLZO crystal structures. This work presents a simple mechanochemical method to effectively coat LLZO on the NMC particle surface. Furthermore, the coated cathode demonstrates superior electrochemical performance compared with the pristine NMC cathode.

25 ENERGY STORAGE↗

DOE OSTI2024

Ligand-channel-enabled ultrafast Li-ion conduction

Li-ion batteries (LIBs) for electric vehicles and aviation demand high energy density, fast charging and a wide operating temperature range, which are virtually impossible because they require electrolytes to simultaneously have high ionic conductivity, low solvation energy and low melting point and form an anion-derived inorganic interphase. We report guidelines for designing such electrolytes by using small-sized solvents with low solvation energy. The tiny solvent in the secondary solvation sheath pulls out the Li + in the primary solvation sheath to form a fast ion-conduction ligand channel to enhance Li + transport, while the small-sized solvent with low solvation energy also allows the anion to enter the first Li + solvation shell to form an inorganic-rich interphase. The electrolyte-design concept is demonstrated by using fluoroacetonitrile (FAN) solvent. The electrolyte of 1.3 M lithium bis(fluorosulfonyl)imide (LiFSI) in FAN exhibits ultrahigh ionic conductivity of 40.3 mS cm -1 at 25 °C and 11.9 mS cm -1 even at -70 °C, thus enabling 4.5-V graphite||LiNi 0.8 Mn 0.1 Co 0.1 O 2 pouch cells (1.2 Ah, 2.85 mAh cm -2 ) to achieve high reversibility (0.62 Ah) when the cells are charged and discharged even at -65 °C. The electrolyte with small-sized solvents enables LIBs to simultaneously achieve high energy density, fast charging and a wide operating temperature range, which is unattainable for the current electrolyte design but is highly desired for extreme LIBs. This mechanism is generalizable and can be expanded to other metal-ion battery electrolytes.

25 ENERGY STORAGE↗

DOE OSTI2025

Quantitative insights for diagnosing performance bottlenecks in lithium–sulfur batteries

Lithium–sulfur (Li–S) batteries hold significant promise for electric vehicles and aviation due to their high energy density and cost-effectiveness. However, understanding the root causes of performance degradation remains a formidable challenge, as the interplay of multiple factors obscures key failure mechanisms. A major limitation has been the inability to quantify soluble sulfur species within practical detection limits accurately and to correlate electrochemical processes with associated physical inventory changes. Here, we introduce the high-performance liquid chromatography-ultraviolet spectroscopy and gas chromatography sequential characterization (HUGS) toolkit, capable of precisely quantifying seven distinct sulfur and polysulfide species at concentrations as low as 40 ppb. HUGS has been successfully applied to practical coin and pouch cells without requiring cell modification. Furthermore, our self-developed software, Dr HUGS, enhanced the data analysis speed by over 30 times, enabling multi-source data integration and delivering comprehensive analysis results within minutes. Using HUGS, we identify significant capacity losses from inactive lithium and sulfur during initial cycles and sulfide-rich solid–electrolyte interphase (SEI) formation on the anode during later cycles. Notably, our findings reveal that soluble polysulfides have minimal contributions to capacity loss, challenging long-standing assumptions. Moreover, HUGS demonstrates that constant-pressure setups in Li–S pouch cells improve compositional uniformity compared to constant-gap configurations. For sulfurized polyacrylonitrile (SPAN) cathodes, unique issues such as non-sulfide SEI formation and lithium pulverization are observed, which can be mitigated through localized high-concentration electrolytes to enhance lithium inventory retention. By enabling precise quantification of critical inventory components, HUGS provides transformative insights into failure mechanisms across various electrolytes and cathode chemistries, guiding rational design strategies for next-generation energy storage systems.

25 ENERGY STORAGE↗

NASA NTRSDate not supplied

Blade and Trajectory Optimization of a Propeller-Driven Electric Aircraft with Acoustic Constraints

Urban Air Mobility vehicles are intended to operate near or within large cities, where a significant portion of the public will be exposed to the noise they create. If these vehicles are to become acceptable to the public, designers must be able to manage the amount of noise they generate, and understand the relationship between traditional performance metrics (thrust, efficiency, etc.) and noise. New design tools are needed to meet this challenge. As a first step toward providing these tools, a propeller design toolchain that includes aerodynamic performance, acoustics, and trajectory is developed in this work. This toolchain will be exercised on a hypothetical electric-powered general aviation aircraft, inspired by a previous study.

Acoustics↗

NASA NTRSDate not supplied

Modified Cascading Generalized Inverse Control Allocation

The current aviation revolution towards electric propulsion aircraft (e.g., electric vertical takeoff-and-landing) brings unique control challenges. These vehicles are typically over-actuated (more effectors than desired control outcomes), may require control strategies for the three phases of flight (hover, transition and cruise), and currently have limited electric power availability. These vehicle challenges bring the need for optimal control allocation to the forefront of research. A leading control allocation algorithm, used in current flight vehicles, is the Cascading Generalized Inverse (CGI). Unfortunately, the Cascading Generalized Inverse algorithm is unable to achieve some desired outcomes, it intermittently provides non-optimal allocations, and it may fail to preserve moment direction near maximal achievable outcomes. In this research, the shortcomings of the Cascading Generalized Inverse algorithm are addressed by augmenting the algorithm with Scalar Difference Quadratic unsaturation identification and location at each iteration. Rigorous theory is shown that the Modified Cascading Generalized Inverse performs better at obtaining optimal allocations for all attainable outcomes. Numerical case studies for over-actuated vehicles demonstrate resolution to the aforementioned deficiencies.

Control Allocation↗

NASA NTRSDate not supplied

Modified Cascading Generalized Inverse Control Allocation

Control Allocation↗

DOE OSTI2023

Ampaire ARPA-e Electric Flight Testbed

A hybrid-electric aircraft flying testbed was developed in this program with the intent to serve as a dedicated, enduring testbed to test and evaluate ARPA-e CIRCUITS Program and other electrified aviation technologies in relevant flight environments. This testbed enabled rapid development cycles of novel and innovative technologies in the electrified aviation space, maturing them from a research lab environment to flying in an aircraft. By providing research groups with the means to test their transformative technologies in a real-world, aircraft environment, the path to validating the safety and reliability of their technologies for future commercial opportunities was greatly accelerated. Three core technologies were integrated and tested: an inverter/motor drive built by the University of Arkansas, a solid-state circuit breaker (iBreaker) built by the Illinois Institute of Technology, and a Flying Capacitor Multi-level (FCML) DC/DC converter built by the University of California, Berkeley. In each of these cases, the requirements established for safety of flight resulted in a holistic approach to the designs, evoking a deeper understanding of the potential failure modes and mitigations necessary to build a robust and flightworthy system. Further, the integration into a hybrid-electric aircraft de-risked the potential electrical and mechanical issues that cannot easily be experienced or replicated in a lab environment. The experiments were also required to undergo representative temperature, shock, and vibration testing as the FAA prescribes for this category of aircraft, facilitating familiarity with the relevant design and test guidelines necessary to commercialize the technologies. This testbed unlocks the massive potential of core power electronics technologies necessary for a safe, robust, and efficient electric aviation future. With quick iterative design, test, and flight cycles, these core technologies are on a quicker path to technology readiness level maturity and commercialization, enabling a more sustainable future for the aviation industry.

24 POWER TRANSMISSION AND DISTRIBUTION↗

NASA NTRSDate not supplied

Initial Motor Winding Insulation Lifetime Experimental Results for Electric Aircraft Applications

Electric and hybrid-electric aircraft require high-performance and reliable electric motors to meet aviation performance and safety requirements. One of the most common failure mechanisms in electric motors is winding insulation breakdown. In this paper, initial set of aging experiments are carried out on twisted pairs and motorette specimens. The twisted pairs are aged with multiple steady-temperature thermal aging cycles. The motorette specimens are thermally cycled by applying current to the windings. Partial discharge inception voltage is tracked and reported throughout the aging process. The end goal of this work is to develop methods and models for assessing the lifetime of motor winding insulation in electric and hybrid electric aircraft applications.

Thomas Tallerico↗

NASA NTRS1980

An assessment of the risk arising from electrical effects associated with the release of carbon fibers from general aviation aircraft fires

A Poisson type model was developed and exercised to estimate the risk of economic losses through 1993 due to potential electric effects of carbon fibers released from United States general aviation aircraft in the aftermath of a fire. Of the expected 354 annual general aviation aircraft accidents with fire projected for 1993, approximately 88 could involve carbon fibers. The average annual loss was estimated to be about $250 (1977 dollars) and the likelihood of exceeding $107,000 (1977 dollars) in annual loss in any one year was estimated to be at most one in ten thousand.

Rosenfield, D.↗

NASA NTRS2018

Conductivity of a Copper-Carbon Covetic Composite

NASA is currently engaged in the development of highly electrically conductive wire for space and aviation power and propulsion applications. Higher levels of electrical conductivity and lower densities compared to copper and aluminum are needed to improve the efficiency of commercial aviation and space flight. Carbon, in various forms, is being considered as a component in composites to increase conductivity and decrease density in Cu and Al. One form of carbon that is currently receiving much interest is known as covectic. The technology currently known as covetics was first introduced by Shugart and Scherer whose patents claimed "Carbon can be incorporated into any of these metals by melting the metal, mixing the carbon into the molten metal and, while mixing, applying a current of sufficient amperage to the molten mixture such that the carbon becomes incorporated into the metal, thereby forming a single phase metal-carbon material." It is reported that in this process a conversion reaction occurs with the carbon forming covalent bonds with the host metal, and that covetic processing enables higher carbon solubility and improvements in properties. Although there is a growing body of work supporting covetic materials, it is still a very new and somewhat controversial field. Composition, density, and electrical conductivity measurements of a covetically processed alloy ingot of Cu and C, with a nominal composition of Cu-0.4wt.% C, were made. A pure Cu ingot was similarly processed for comparison. Sections of these ingots were worked into wire and tested. Only small amounts of C could be detected in the Cu-0.4wt.% C ingot, and trace amounts (0.006 wt.%) in the wire. All wires had densities very close to the full density of pure Cu, indicating a high level of Cu purity and low void fraction. Finally, the electrical conductivity of the Cu-0.4wt.% C wires were 9% lower than the samples similarly processed but without C additions. The wires made without C additions had conductivities approximately equal to pure Cu. The low conductivity of the Cu-0.4wt.% C material is believed to be due to: (1) a structure of interfaces in the wire created by collapsed voids lined with elemental C, (2) impurities, such as Fe in the Cu, which came from the added C, and (3) a small volume fraction of voids.

Degroh, Henry C.↗

NASA NTRS1991

The 1991 International Aerospace and Ground Conference on Lightning and Static Electricity, volume 1

The proceedings of the 1991 International Aerospace and Ground Conference on Lightning and Static Electricity are reported. Some of the topics covered include: lightning, lightning suppression, aerospace vehicles, aircraft safety, flight safety, aviation meteorology, thunderstorms, atmospheric electricity, warning systems, weather forecasting, electromagnetic coupling, electrical measurement, electrostatics, aircraft hazards, flight hazards, meteorological parameters, cloud (meteorology), ground effect, electric currents, lightning equipment, electric fields, measuring instruments, electrical grounding, and aircraft instruments.

William Jafferis↗

NASA NTRS2024

Preliminary Measurements of Partial Discharge Inception Voltage Degradation with Constant Temperature Aging of Magnet Wire Twisted Pairs for Electric Aircraft Motors

Electric aircraft require high reliability electric motors to meet the stringent safety standards of the aviation industry. Motor winding insulation lifetime and reliability models for electric aircraft applications are needed to enable design of high reliability and high-performance electric motors for aviation applications. Three primary stresses effect the lifetime of motor winding insulation: thermochemical, mechanical, and electrical. This paper presents preliminary experiments on twisted pairs of magnet wire targeting understanding the thermo-chemical degradation of motor winding insulation through constant temperature thermal aging. Three types of magnet wire twisted pairs where tested: polyimide insulated magnet wire, epoxy coated polyimide insulated magnet wire, and epoxy potted polyimide magnet wire. The degradation of the samples over time at temperature was tracked using partial discharge inception voltage measurements. These initial experiments were used for development of procedures and expertise in partial discharge testing and thermo-chemical aging to inform future testing. The preliminary nature of these experiments should be noted when viewing the results. Lessons learned from the experiments are documented.

Thomas Tallerico↗