Electric Propulsion Adoption Pathways

through Integrated Technology

Development
Nicholas K. Borer, Ph.D.
NASA Langley Research Center
Aeronautics Systems Analysis Branch
 Electric Propulsion for Aviation
energy.gov
Benefits Challenges
• High efficiency • Mass of
• Wide onboard
operating stored energy
envelope system http://www.berlinnh.gov/pages/berlinnh_news/airport

• Lack of FAA, National Plan of Integrated Airport Systems, 2011—2015

• High power-
supporting
to-weight
infrastructure
ratio
• Certification/
• High reliability
safety
• “Scale- assurance
invariant”

Component-level technology development abounds…

but what can we get out of smarter integration?
nicholas.k.borer@nasa.gov 2nd On-Demand Mobility and Emerging Aviation Technology Roadmapping Workshop 2
 SCEPTOR – Propulsion-Airframe Integration
(Scalable Convergent Electric Propulsion Technology Operations Research)

• Lead Center & Partner Centers: Langley (VA), Armstrong (CA), Glenn (OH)
• External Collaborators: ESAero, Joby Aviation, Scaled Composites, Xperimental
• Big Question: Can rapid, inexpensive sub-scale technology development and
testing show Distributed Electric Propulsion (DEP) capable of ultra-high
efficiency, low carbon emissions, and low operating costs at high-speed?
• NASA Aeronautics Strategic Thrusts and Associated Outcomes Addressed:
• Transition to Low Carbon Propulsion
• Ultra Efficient Commercial Vehicles

• Idea/Concept: Design and fabricate a DEP wing system, retrofit a Tecnam P2006T with a DEP wing, flight
test to show the benefit achieved.
• Feasibility Assessment: Establish baseline cruise energy required, apply new technology, determine
whether 5x reduction goal is achieved at 150 knot cruise speed.
• Duration of Execution: 3.5 years, ~$16M full-cost
nicholas.k.borer@nasa.gov 2nd On-Demand Mobility and Emerging Aviation Technology Roadmapping Workshop
 SCEPTOR Key Technologies
Folding High-Lift Low Tip Speed Wingtip Vortex
Propeller (Inboard) Propeller Integration

Propeller Efficiency Increase %

Higher Cruise Speed
Regional TurboProp
Commercial Aircraft

NASA
SCEPTOR DEP Demonstrator
with Wing at High Cruise CL

NASA Conventional General Aviation Aircraft

Cruise Velocity/Propeller Tip Speed

nicholas.k.borer@nasa.gov 2nd On-Demand Mobility and Emerging Aviation Technology Roadmapping Workshop 4
 Distributed Electric Propulsion High-Lift Benefit
Lift Coefficient at 61 Knots (with and without 220 kW power across wing propellers)

DEP Flapped Wing

No Flap (STAR-CCM+) 4
40º Flap, No Power (STAR-CCM+)

40º Flap with Power (STAR-CCM+)

3

CL
40º Flap with Power (Effective, STAR-CCM+) Flapped Wing
40º Flap with Power (FUN3D)
2
40º Flap with Power (Effective, FUN3D)

1
Unflapped Wing
0
-2 0 2 4 6 8 10
α (°)

nicholas.k.borer@nasa.gov 2nd On-Demand Mobility and Emerging Aviation Technology Roadmapping Workshop 5
 Wing Planform Comparison

DEP Tecnam P2006T

Wing loading
45 lb/ft2

Tecnam P2006T
Wing loading Large Reduction in Wing Area
17 lb/ft2 Decreases the Friction Drag, and
Allows Cruising at High Lift Coefficient

nicholas.k.borer@nasa.gov 2nd On-Demand Mobility and Emerging Aviation Technology Roadmapping Workshop 6
 SCEPTOR X-Plane Objectives
NASA SCEPTOR Primary Objective
• Goal: 5x Lower Energy Use (Comparative to Retrofit
GA Baseline @ 150 knots)
• Motor/controller/battery conversion efficiency
from 28% to 92% (3.3x)
• Integration benefits of ~1.5x (2.0x likely
achievable with non-retrofit)

NASA SCEPTOR Derivative Objectives

• ~30% Lower Total Operating Cost (Comparative to
Retrofit GA Baseline)
• Zero In-flight Carbon Emissions

NASA SCEPTOR Secondary Objectives

• 15 dB Lower community noise (with even lower
true community annoyance).
• Flight control redundancy, robustness, reliability,
with improved ride quality.
• Certification basis for DEP technologies.
nicholas.k.borer@nasa.gov 2nd On-Demand Mobility and Emerging Aviation Technology Roadmapping Workshop 7
 Schedule
PHASE I PHASE II PHASE III PHASE IV

DEP wing
Ground development and
validation of fabrication
DEP highlift Flight test with
system integrated DEP
Flight test electric
motors and folding
motors relocated to
props (cruise motors
wing-tips, with DEP
remain in wing-tips).
wing including nacelles
(but no DEP highlift
Baseline
system).
Tecnam Ground and flight test
P2006T validation of electric motors,
battery, and instrumentation.
testing Achieves Primary Objective Achieves Secondary Objectives
Goals: of High Speed Cruise • DEP Acoustics Testing
Goals:
• Establish Electric Power Efficiency • Low Speed Control Robustness
• Establish Baseline
System Flight Safety • Certification Basis of DEP
Tecnam Performance
• Establish Electric Baseline Technologies
• Test Pilot Familiarity
nicholas.k.borer@nasa.gov 2nd On-Demand Mobility and Emerging Aviation Technology Roadmapping Workshop 8
 SCEPTOR Phase III/IV Cruise Performance
x 10
4 Efficiency Multiplier x 10
4 Cruise Power Required, kW
4.5
3.53.8 4
3.7 4.5 115 1
110 1
3.3 3.6
3.2
3.2
110
3.3
3.2 105
4 3.3
3.1
3.2 4 100
3.1 3.5
3.23.6 4.1 100
100 10
2.733.1 4.2 10595
2.8
2.9
3
3.1 100
95
3.5 2.93.2
33.1 3.5 90
2.6
2.7
2.8
2.9
33.2 4.5 100
95
90
3.1 85
33.1
3 3 4.7 3 115
3.1
33.1 75
2.5 33.1 2.5 75
3.2
3.4

h, ft
h, ft

2.7
2.8
2.9
3.3
33.1
3.2 75
70
3 4.9 70
2 3.1 2
3
3.1
3.2
3.3
3.4 3.7 70
65
3.8
1.5 3.3
3.4
3.5
3.6 3.9 1.5 65 60
4
3.5
3.6
3.7
3.8
3.9
4 60
1 1
3.8
3.9
44.1
4.2
4.3
4.5 4.6 4.8 5.1 60 9095
100
110
4.7 80 120
0.5 4.9
4.3
4.4
4.6
4.5 4.3 0.5 55 6570
4.7
4.8 5.2 5 55
5.1
54.8
4.6
4.4
4.95.3
5.25.5 5.6
55.1 5.4 50
0 0
80 100 120 140 160 180 200 220 80 100 120 140 160 180 200 220
V, KTAS V, KTAS

nicholas.k.borer@nasa.gov 2nd On-Demand Mobility and Emerging Aviation Technology Roadmapping Workshop 9
 Heavy Fuel Hybrid-Electric SOFC
Leverage Existing Infrastructure with Compelling On-Board Efficiency

• Developing dual-use system concept for hybrid-electric

Solid Oxide Fuel Cell (SOFC) power system
• Leverage technology developed for DARPA by Boeing
• Reforms heavy fuel onboard the aircraft
• Sized for average rather than peak power Boeing
• Tightly integrated to make judicious use of “waste” products
Heavy fuel
Hydrogen CO, CO2
Reformer NASA
Electrical power
Fuel Cell
Steam Exhaust
US Coast Guard

Combustor
Heat Heat Electrical power
Turbocharger
Pressurized air
Elec. Bus
nicholas.k.borer@nasa.gov 2nd On-Demand Mobility and Emerging Aviation Technology Roadmapping Workshop 10
 Hybrid SOFC Power System Work in Progress
• Developed conceptual system for Cessna
172 retrofit as potential fast concept-to-
flight vehicle
• COTS motor, no integration benefits, ~100kW
• Total system >300 W/kg at >60% efficiency
• Translates to ~2-3x reduction in fuel cost, 2x NASA

reduction in carbon emissions, zero NOx for Cessna 172P w/

primary propulsion Takeoff gross mass, kg
SuperHawk STC
1159
• Can use typical hydrocarbon fuel Typical unmodified empty mass, kg 695
infrastructure Unmodified fuel flow at cruise, kg/hr
Exchange mass, kg
25
-161
• Developing follow-up effort for design and Hybrid power system mass, kg
Electric powertrain mass, kg
309
85
tested of dual-use system targeting Fuel mass remaining to gross weight, kg
Estimated cruise fuel flow, kg/hr
51
13.4
>100kW power class Change in cruise fuel flow, % mass -46%
Change in cruise fuel flow, % volume -54%
nicholas.k.borer@nasa.gov 2nd On-Demand Mobility and Emerging Aviation Technology Roadmapping Workshop 11
Questions?

12
 Phase I Ground Testing Validation

nicholas.k.borer@nasa.gov 2nd On-Demand Mobility and Emerging Aviation Technology Roadmapping Workshop 13