VIJ ..’1 NASA CP 2209 c. 1 NASA ConferencePublication 2209 \-

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Proceedings of a workshop held in Hampton; Virginia June 9-10,1981 TECH LIBRARY KAFB, NM

Electric Flight

Edited by Nelson J. Groom and Ray V. Hood Langley Research Center Hampton, Virginia

Proceedings of a workshop held in Hampton, Virginia June 9-10,1981

National Aeronautics and Space Administration Sciontific and Tadmica1 Information Branch

1982

PREFACE

A joint NASA/industryworkshop on electric flight systems was held in Hampton, p' Virginia,June 9-10,1981. The purpose of the workshop was toprovide a forumfor li' the effectiveinterchange of ideas, plans,and program information needed to developthe technology for electric flight systems applications to both aircraft andspacecraft during the years 1985 to 2000. Approximately 154 government/ industry representatives attended the workshop.

The first dayconsisted of a number of presentations by industryrepresenta- tives.These presentations provided an excellent overview of work eitherbeing conductedor planned by the varioussegments of the aerospaceindustry. On the secondday of the workshop,separate working group sessions were heldcovering six disciplinary areas related to electric flight systems. These areas were: engine technology; power systems;environmental control systems; electromechanical actuators; digital flight controls;and electric flight systemsintegration. Each group was asked to consider the principalcomponent and system technology issues related to that particular discipline area, majorsteps to be takenrelative to

~ technologydevelopment and application, NASA's role,and views on whether flight testingof an all-electric airplane would be necessaryto improve the data base and 1 determinefeasibility. Following these workingsessions, summary reports on the 1 findingsand conclusions of each group were presented by the groupchairmen at a plenary session.

This publicationcontains an executive summary of the workshopand summarizes the discussions,conclusions, and recommendations of the six workinggroups. Copies of the materials usedin presentations are containedin appendices.

Use of trade names or names ofmanufacturers in this reportdoes not constitute anofficial endorsement of such productsor manufacturers, either expressedor implied, by the NationalAeronautics and Space Administration.

Nelson J. Groom Ray V. Hood NationalAeronautics and Space Administration Langley Research Center

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CONTENTS

PREFACE ...... iii I. INTRODUCTION...... 1 11. EXECUTIVE SUMMARY ...... 3 3 111. SUMMARYOF ENGINETECHNOLOGY WORKING GROUP DISCUSSIONS .... 13 1 AnthonyHoffman, Chairman i IV. SUMMARYOF POWER SYSTEMSWORKING GROUP DISCUSSIONS ...... 17 ! Robert Finke, Chairman .!I i 'SUMMARYV. ENVIRONMENTALOF CONTROL SYSTEMS WORKING GROUP _I DISCUSS IONS ...... 23 d-I FrankChairman Hrach, VI. SUMMARYOF ELECTROMECHANICALACTUATORS WORKING GROUP DISCUSSIONS...... 31 JamesBigham, Chairman VII. SUMMARYOF DIGITALFLIGHT CONTROLS WORKING GROUP DISCUSSIONS ...... 39 BillyDove, Chairman VIII. SUMMARYOF ELECTRICFLIGHT SYSTEMS INTEGRATION WORKING GROUP DISCUSSIONS ...... 43 ). Ray Hood, Chairman

5 APPENDIXA - LISTATTENDEES OF ...... 49 APPENDIX B - PRESENTATIONS

ELECTRICFLIGHT SYSTEMS 1. ELECTRICFLIGHT SYSTEMS - OVERVIEW ...... 61 MichaelCronin

ENGINETECHNOLOGY 2. PROPULSIONA VIEW OF THE ALL-ELECTRIC AIRPLANE. 95 Robert P. Wanger

3. POTENTIALPROPULSION CONSIDERATIONS AND STUDY

AREASFOR ALL-ELECTRIC AIRCRAFT. . 9 103 Thomas G. Lenox

1, V " " POWER SYSTEMS

4. A LOOKINTO THE FUTURE...THE POTENTIAL OF THE ALL-ELECTRIC SECONDARY POWER SYSTEMFOR THE ENERGY-EFFICIENTTRANSPORT ...... 113 A1an King

5. 400-HERTZCONSTANT-SPEED ELECTRICAL GENERATION SYSTEMS...... 125 Richard McClung

ENVIRONMENTALCONTROL SYSTEMS 6. ELECTRIC ECS...... 147 DaleMoeller 7. ENVIRONMENTALCONTROL SYSTEMS ...... 155 Fred Rosenbush

ELECTROMECHANICALACTUATORS

8. OVERVIEW OFHONEYWELL ELECTROMECHANICAL ACTUATION PROGRAMS ...... 163 CharlesWyllie

DIGITAL FLIGHT CONTROLS 9. DIGITAL FLIGHT CONTROLS ...... 189 John C. Hall

ELECTRIC FLIGHT SYSTEMSINTEGRATION

10. ELECTRICFLIGHT SYSTEMS ...... 213 WilliamClay

APPENDIX C - WORKING GROUP SUMMARY PRESENTATIONS 1. ENGINE TECHNOLOGY . . . 235 AnthonyHoffman, Chairman

2. POWERSYSTEMS...... 241 RobertFinke, Chairman

3. ENVIRONMENTAL3. CONTROL SYSTEMS ...... 247 FrankHrach, Chairman

4. ELECTROMECHANICALACTUATORS ...... 25 3 James Bigham, Chairman

5. DIGITAL FLIGHT CONTROLS ...... 25 9 Billy Dove, Chairman

vi 6. ELECTRIC FLIGHT SYSTEMS INTEGRATION ...... 26 3 Ray Hood, Chairman APPENDIX D - ABBREVIATIONS AND ACRONYMS...... 269

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I. INTRODUCTION

A joint NASA/industry workshop on electric flight systems was held in Hampton, Virginia on June9-10, 1981. The purpose of this workshop was to provide a forum for the effective interchange of ideas, plans, and program information needed to develop the technology for electric flight systems applications to both aircraft and spacecraft during the years1985 to 2000. A list of workshop attendeesis provided in AppendixA.

The first day of the 2-day workshopwas devoted to presentations from represen- tatives of industry who have been involved in the development and testing of electric flight systems. These presentations provided an excellent overview of the work being done or planned by various segments of the industry. Copies of the materials used in these presentations are presented in Appendix B. The second day of the workshop consisted of working sessions covering six disciplinary areas related to electric flight systems. The working groups and their chairmen are listed in Table1.

TABLE 1. Electric Flight Systems Workshop Working Groups and Chairmen

"......

1 " .- ~ Working Group Chairman 7 . ~ I. EngineTechnology Anthony C. Hoffman, LeRC 11. PowerSystems Robert C. Finke, LeRC 111. Environmental Control Systems Frank J. Hrach, LeRC IV.Electromechanical Actuators James Bigham, JSC V. DigitalFlight Controls Billy Dove, LaRC VI. Electric Flight Systems Integration Ray Hood, LaRC

". ~~ ~ ~~

Each group chairman was responsible for structuring his own sessions; however, each group was asked to consider the following questions:

0 What are the principal component and system technology issues in your particular descipline area relating to development of electric flight systems for aircraft and space vehicles?

0 How do you characterize the major steps to be taken relative to electric flight sys tems technology development and application?

0 Which of these steps are clearly dependent on government R&T? Why?

0 What should NASA's role be? How should NASA and industry interface with respect to both component and system technology issues? Ill I I1 Ill I1 Ill1 Ill1 I I I

0 To what degree and at what pointshould NASA get involved with the applicationof electric flight systemtechnology? Would flight testing of an all-electric airplane be necessaryto improve the data base and determine feasibility?

Following the workinggroup sessions, each chairmanpresented a report-on the findingsand conclusions of his workinggroup in a plenarysession. Copies of the materials usedin these presentations are containedin Appendix C.

This reportpresents an executive summary of the workshopand summarizes the discussions,conclusions, and recommendations of the sixworking groups. A list of abbreviationsand acronyms used throughout the report is providedin Appendix D.

2 11. EXECUTIVE SUMMARY

This section provides a sumary of each working group's report pertaining to thefive questions listed inthe introduction.

COMPONENT AND SYSTEM TECHNOLOGY ISSUES

Eachof the working groups addressed thequestion, What are the principal componentand system technology issues relating to the development of electric flightsystems for aircraft andspace vehicles?'1 A summary of the issuesdeveloped by eachof the six working groups is providedbelow.

EngineTechnolorn

Theprincipal electric flightsystems issues which affect enginetechnology are:

0 What is the optimum designfor engine cycles with zero ? Althoughengines would retainprovisions for bleed dueto coolingand starting requirements, the compressor would haveto be redesignedand the would haveto be reoptimizedto take advantageof the reducedcompressor load. Eliminating the customer air bleed has an attractive effect on the hotsection of the engine which would alsorequire redesign for full exploitation.Another ramification ofzero customer bleed is that some compressormodification may be necessaryto insure ease ofstarting.

0 What is the optimum designof the accessorysystem? The accessorysystem, withan accessory gearbox, would be significantlyaffected. One consideration is thetype of power forengine accessories. Current shaft drives for engine accessories may prove to be simplerand more reliable thanprecise but complex electronic drives and controls. In addition, electronicaccessories are more susceptible to interrupts and electronic interference.The accessory gearbox load would be changed due to a larger generatorand possibly reconfigured accessory drives. The accessory system would thusrequire redesign of shafts and gears. The mechanical interactionbetween the gearbox and the new generator would also require modification.Other considerations for the accessorysystem are reliability/redundancyand thermal loading without the benefit of Oil cooling.

0 What is optimum installationof the engines for the all-electric

aircraft? Specifically,inlet de-icing must be addressed forthe ,...r situation where there is nocompressor bleed. Accessibility is another @ be considerationwhich applies to all enginesand has to addressed for t;.i., powerplantsof an all-electric aircraft.Lightning and EM1 are alsomajor concernsfor the engine and the nacelle. Adequateshielding for all-electric devices is necessarysince interrupts cannot be tolerated for critical components.

0 What is the best mechanicaldesign for the all-electric aircraft powerplant? The mainshaftdynamics will be affected, especiallyfor an enginewith an integral generator. The mechanicaldesign of the compressor will also be changeddue to the removalof bleed manifolds and

3 possible resizing. The strut design will also be affected since tower shafts will have to be larger for gearbox driven generators.For an engine with an integral generator, it may be possible to ordownsize remove radial shafts, thus allowing for improved strut design.

0 What are the effects of installing an integral generator? The effectsof the engine dynamics on the generator must be taken into consideration. Since the location of the integral generatoris poor from a maintenance standpoint, reliability and maintainability must be adequately dovetailed. Another unresolved problem concerns containment and disconnect procedures in the event of a malfunction such as a stator short. In view of the possibility of such malfunctions, redundancy becomes an important consideration. This is especially true since there may not be enough room for two integral generators per powerplant.

Power Sys tems

The Power Systems working group considered the following to be the principal technology issues for electric flight systems:

0 What are the bus technologies and tradeoffs? Examples are variable voltage, wild frequency; fixed voltage, wild frequency; constant voltage, fixed frequency; and high voltage DC.

0 What generation system will be optimal? Technology considerations include the type of generation: permanent magnetor wound rotor motors; and integration, either integral with the engineor shaft-driven. In the area of control, considerations are engine-speed-dependent control, constant- speed drive in front of the generator,or use of a controller, such as VSLF. Other considerations are engine starting and fault protection.

0 What distribution system will be used? Factors to be considered are the technology for line switches and the characteristicsof the bus, the architecture and the management.

0 How will power conditioning/conversion be provided? Considerations in this area include the technology of transformers, inverters and energy storage.

0 What reliability is required and how can it be obtained? This issue includes both the system architecture and component reliability.

Environmental Control Systems

The environmental control system (ECS)is one part of the pneumatic system and does not stand alone. The pneumatic system also provides for anti-icing and engine starting, so new techniquesfor removing ice from the aircraft and for engine starting also must be considered. The issues reported by the ECS working group are:

0 Are all electric flight systems more cost-effective than advanced pneumatic systems? Studies by and Lockheed indicate that only about1.5 percent increase in fuel savings might be obtained over advanced pneumatic systems and that the advanced pneumatic systems may be more cost effective.

4 All electric may not be the most efficient aircraft of the future, and optimum subsystem configuration can only be determined by trade studies for a particular airframe configuration.

0 What is the optimum ECS system design without bleed and for which categories of aircraft?

0 What is the source of power for air-cycle and vapor-cycle cooling systems?

0 What is the optimum design of variable-speed motors? High-power variable- speed motors are required for several functions in the environmental control system.

Electromechanical Actuators

The principal single-channel and multichannel issues related to electro- mechanical actuators reported by the working group are listed below.

Is power switching transistor technology sufficiently advanced to consider aircraft application? Although power switching transistors are available for many high-power-level applications, the parts vendors have not yet focused on nor have they taken a seriouslook at what is required for the design of such transistors for aircraft application. Thereis a need to develop a specification and to develop packaging and thermal requirements for power switching for aircraft applications.

What is the optimum combination of advanced motor components as such improved magnets, digital transducers, multiple windings, etc.? What is the optimum combination of advanced motor control techniques, such as improved current control, energy regeneration, etc.?

Can power summing be accomplished by mechanicalor magnetic torque summing to eliminate differential gears?

How much payoffis obtained from replacing rotary reduction gears with traction transmissions, roller screws (linear conversion), etc., for power conversion?

What combination of techniques should be developed and used for redundancy management sys tems? Digital Flight Controls

The principal technology issues related to digital flight controls which emerged during the working group session included software, system architectures, system design and validation methods, identifying measures of safety and reliability, life cycle costs, and EM1 and lightning effect. The major issues are sumnarized as follows:

0 Software. What methods can be used to assure safe, reliable software designs for flight-critical applications (withno mechanical backup) and to provide more cost-effective manufacture of software?

5 0 SystemArchitectures. What types of digital networks(distributed processing,centralized processing or functionalcombinations) are requiredto provide reliability and cost-effectiveness for system designs? What are the best methodsfor interfacing data bussingand power distribution in the system architecture of an all-electric airplane?

0 SystemDesign Methods. What methods are requiredfor integrating and partitioning functions in a logical way anddetermining necessary levels of hardware/softwareredundancy to assure flight safety?

0 Validation Methods. What is the processfor verifying that thosethings which are expectedto happen actually do occur? What is anadequate basis fordetermining that digital flight controlsystem designs will completely meet systemfunctional specifications?

0 EMI/Lightning Effects. What are the effects of EM1 andlightning on the performanceand reliability of digital systemarchitecture? How should the systemson an all-electric aircraft be protected?

Electrical Flight SystemIntegration

The Electric FlightSystem Integration working group divided the issues into three categories: componenttechnology issues, pervasive issues and integration issues. These issues are listed below:

0 Component TechnologyIssues. How will reducedcompressor stability due to elimination of bleed air be overcome? How will integratedgenerator reliability be achieved? How will electromechanicalactuator performance andreliability requirements be met? How canwing anti-icing be achieved with electrical devices?

0 PervasiveTechnology Issues. Software - what common languagecan be used? What is the optimum designof reliable, high-bandbus structure requiredto integrate subsystems? What is the designof a federationof distributed controllers that will achieve maximum reliability and performance? What are the specifications and standardsfor subsystems which reflect top down design? What are the techniquesfor achieving adequatecoverage?

0 IntegrationIssues. What is the impact of the electric flight systems on certificationrequirements? What are the new groundsupport requirements? The finalintegration issue discussed was What are the airline dispatch requirements?"

MAJOR STEPS TO BE TAKEN RELATIVE TO ELECTRIC FLIGHTSYSTEMS TECHNOLOGY DEVELOPMENT AND APPLICATION

There was generalagreement among the sixworking groups on the major steps to be takenrelative to the developmentand application of electric flight systems technology. The findingsof the workinggroups on the major steps to be taken are summarized in Table 2. As can be seenfrom this table, fourout of six groups thought that further studies are required based on representativeairplane designs andmissions. The Electric FlightSystems Integration working group recommended that anindepth assessment be conductedto determine the risks and the real costs

6 ~~~~~~ ~~

EngineTechnology ~ SystemsPower ~ ronmentalEnvi ControlSystems

0 Conductstudies ofall electric 0 Conductstudy ofcivil aircraft 0 Developmulti-year RED program,in- airplane needs cludinggoals and objectives substantialindustry input selectrepresentative airplane - - 0 Conducttrade studies of secondary near-termapproach using cur- designand mission - powersystem by aircraft category renttechnology - definemission power profile long-termtechnology develop- and load profile - 0 Conductcomponent studies. e.g., ment foradditional gains - performpower system tradeoffs - controlrequirements 0 Preparepreliminary design to 0 Selectpower system concept - enginegear box verify study results - maingenerator/starter motor 0 Definecritical technologies that 0 Preparedetailed design, fabri- have to bedeveloped 0 Design,fabricate. test prototype cateand ground test systems components 0 Developcomponents not already existing 0 Assembleand testprototype ECS

0 Conductground system simulator testsand characterize system performance

0 Transfertechnology by conducting groundtesting and flight demon- strations

ElectromechanicalActuatorsControlsDigitalFlight ElectricSystemsFliqht Integration

0 Generaldesign requirements 0 Laboratoryexamination of sur- Near Term analysis rogatesystems 0 Establish and allocatedesign - designmethods and techniques groundrules with respect tosafety 0 Specifications/standards (softwareand hardware) etc. evolution reliability, performance, - tradeoffdata - interfacedefinition 0 Conductin-depth cost benefit 0 Designalternatives identi- validationprocess assessment fication andassessment - - designcriteria/guidelines 0 Establishcomponent requirements, 0 Laboratorytest and evalua- 0 Defineprototype systems for use in e:g.,engine bleed, powergenera- tion selectedflight test experiments tion,etc.

0 Flighttest anddemonstrations forindustry/customer accep- tance 0 Conductdemonstrations 0 Conductsystem design and certi- fication 0 Datadissemination FarTerm

0 Establishdesign ground rules

0 Conductcost-benefit assessment

0 Establishdevelopment requirements

0 Conductground and possibly flight tests

Table 2. Summary of Working Group Viewson Major Steps Required

7 andbenefits of electric flightsystems. The Environmental Control Systems group " recommended that a costeffectiveness study be conductedby aircraft type to determine if all-electric systems are more cost-effectivethan advanced pneumatic systems.The Engine Technology group agreed that a study was requiredand that there should be "substantialindustry input before it even gets underway."The Power Systemsgroup also recommended a study contract effort based on a represen tative airplane design and mission andthat power system tradeoffs be performed relationship to definedmission, powerand load profiles.

Both theEngine Technology and Systems Integration working groups thought that thestudies should be dividedinto near-term and far-term studyefforts. The near-termstudies would providethe basis for componentand system design, fabrication,testing and flight demonstrations of the available technology. The far-term study efforts would identifythe high-payoff development requirements that would provide the basis forresearch and technology (R&T) programs.

All workinggroups were inagreement that the major stepsshould include the designand fabrication of prototype systems for selected aircraft, andground testing. The Power Systems,Electromechanical Actuator, Digital FlightControls and Electric FlightSystems Integration working groups concluded that flight tests of selected componentsand subsystems were probablyrequired to demonstrate the availability of the technologyfor electric flightsystems and to convince the airlinesthat these technologies are reliable andcost-effective. The subject of flighttesting is discussedin more detail later in this summary.

WHAT SHOULD NASA'S ROLE BE?

There was a generalconsensus among theworking groups on NASA's role in the developmentand application of electric flightsystems technology. The views of theworking groups are listed in Table 3 and are summarized inthe following material.

All theworking groups agreed that the primary roles for NASA are to integrate and manage studycontracts, coordinate and integrate the electric flightsystems R&T programand disseminate technical data andinformation. In addition, the EngineTechnology, Power Systems,and Digital FlightControls working groups agreed that NASA shouldfund high-risk, long-range research and technology.

The ElectromechanicalActuators working group concluded that NASA should contractfor advanced technology EMA systems for flightapplication. The EnvironmentalControl Systems group also recommended that NASA andindustry jointly fundthe design, fabrication, and testing ofprototype components.

Two workinggroups, Environmental Control Systems and Electric FlightSystems Integration, recommended that NASA developprogram goals and objectives. The EnvironmentalControl Systems group also recommended that NASA develop a multiyear electric flight systemsprogram plan.

Three of the workinggroups agreed that NASA shoulddevelop standards, guidelinesand criteria for the all-electric airplaneincluding design standards forelectromechanical actuators, tools, methods and guidelinedcriteria for digital flightcontrols. In addition, NASA shoulddefine standardized interfaces.

8 ~ Engine_____~ .Technology ~- "_ . SystemsPowerEnvironmental ControlSystems

# Iritegrateand manage studyof # Fund high-risk,long-range R&T 0 Integrateand coordinate, e.g., all-electric airplane conducttrade studies 0 Programcoordination - disseminateinformtion # Possibleinvolvement (funding) in - preliminarydesign 0 Ground testing 0 Developmulti-year program plan far-term /risky research and (integrated withother electricwithother(integrated # Fundand far-term/riskyresearch tech nology development flight systems program plans) program systems flight development technology Perhaps(depending on results of tradestudy) fund jointly with industry: - prototypevariable speed motor studies - design,fabrication and test- ing of prototype components

ElectromechanicalActuators Bi tal F1 iControlsght Electric Flight Systems Integration

Helpmotivate, organize, and technologyas Act catalyst # Provide a focusand help formulate focus RAT programs overallelectric flight systems 0 Serveas model forindustry goalsand objectives - contractfor advanced tech- nology EMA systems for flight # Protectindustry fromtech- # Coordinatefunded studies application nologyrisks 0 Providefocus andforums foridea Disseminateinformation Educate FAA in new technology interchange Evolvedesign standards 0 Developtools,methods, and 0 Definestandardized interfaces guidelinesfcriteria Demonstrate maturity of tech- # Defineprogramming language and nology processor ISA standards

# Assembleand disseminate tech- nologydata base

Fund parametricsystem studies

Insureinteragency coordination

Implementworkshop recommendations

Table 3. Summary of Working Group Views on NASA's Role

9 Other roles recommended for NASA includedground testing (Power Systems), educatingthe Federal Aviation Administration (FAA) in the electric flight systems technology (Digital FlightControls), providing the focusand forums for the exchangeof information, insuring interagency coordination, and implementing the recommendationsof this workshop (Electric FlightSystems Integration).

FLIGHTTESTING AND DEMONSTRATIONS

The consensusof the workinggroups regarding the question of whether flight testing of an all-electric airplane would be necessaryto improve the database and todetermine the feasibility of an all-electric airplane was thatprobably flight testingof an all-electric airplane was notrequired. However, selected flight experimentsinvolving component and subsystems integration should be carried out. The viewsof the sixworking groups are summarizedbelow.

EngineTechnology

The consensusof this group was that testingof systems andsubsystems on existing aircraft is easilydone and probably beneficial but not necessary to demonstratefeasibility for the engine. Flight testing may be necessaryfor customeracceptance.

Power Systems

This group addressed the related questionof technology transfer rather than the questionof flight testingto determine feasibility. The consensusof the group was that the llonly way to really convince people that some of these technologies -- would be acceptable,would be toground test andthen do some flight demonstrations."Therefore, the componentsand subsystems should be installedin experimental aircraft and flight tested to show how the component/ subsystem operates.

Environmental Control Systems

The ECS workinggroup concluded that flight testing of environmental control systems was probablynot necessary to determine feasibility, that ground testing would suffice. However, the grouprecognized that some systems,such as anti-icing,should be flight tested.

ElectromechanicalActuators

This groupreported a consensuson the following:

0 The demonstrationof electric flightsystem technology in an all-electric space shuttle would significantly aid technologydevelopment but probably would not significantly accelerate its applicationin commercial aircraft.

0 A joint NASA/industryprogram todevelop and flight test an all-electric airplane would be a cost-effective approach to accelerate the application of electric flightsystems technology but studies are requiredto determine those all-electric subsystems that should be includedin the demonstration.

0 Electric flightsystems technology is sufficientlymature for the initiation of an electric airplane flight demonstrationprogram.

10 [! 1 Digital FlightControls 1 gi, The Digital FlightControls group concluded that selected flight tests would be meaningfulin the evaluationof alternative approaches. They alsoconcluded that lL'i\" flight demonstrationswould be required"to demonstrate the completenessof your +rt: activities as confidencebuilders for industry and to demonstrate credibility". &< Electric Flight Systems Integration

The consensusof this workinggroup was that it is probably premature at this point to make a judgement that flight testingof an all-electric airplane is required. However, selected flight experimentsinvolving component and subsystem integrationshould be includedin NASA's program.

SUMMARY OF WORKING GROUP FINDINGS !i . :: The followingsections provide a sumary of the discussionsand the findings

1. andrecommendations of each of the sixworking groups. Copies of the material used in the workinggroup sunnnary presentations are providedin Appendix C.

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111. SUMMARY OF ENGINE TECHNOLOGY WORKING GROUP DISCUSSIONS AnthonyHoffman, Lewis Research Center,Chairman ii b INTRODUCTION 1; There were 13 participantsinthe working session on engine technology. The !F? attendees are listed in Appendix A. The group discussed four questions: i ..$ ' ,i (1) What are theprincipal component and system technology issues relating to kt 112 the developmentof electric flightsystems? i' I. (2) What are the majorsteps required relative to electric flight systems technologydevelopment and application?

(3) What should NASA's involvement be?

(4) What flight testingrequirements are necessaryto improve the data base anddetermine feasibility?

TECHNOLOGY ISSUES

The electric flight systemissues which affect enginetechnology are given below:

0 EngineCycle Design With ZeroCustomer Bleed 0 AccessorySys tern 0 EngineInstallation/Nacelle 0 MechanicalDesign 0 IntegralGenerator

The groupdefined these issues based onseveral assumptions. Since the predominentobjectives for the all-electric aircraft are 1) fuelcost reductions through SFC improvementsand 2) systemweight reduction, the group assumed that onlylarge engines were under- considerationsince large enginesand aircraft present the best potentialfor savings in these areas. Digital controlsystems were also assumed to be commerciallyavailable. Issues such as the possibleneed fordesigning a mechanicalbackup for digital systems were notaddressed.

Engine Cycle Design With ZeroCustomer Bleed

The first issue is that enginecycles wouldhave to be designed with zero customerbleed air. There are severalramifications to this issue which mustbe considered.Although engines would retainprovisions for compressor bleed dueto coolingand starting requirements, the compressorwould have to beredes'igned and the bypass ratio wouldhave to be reoptimizedto take advantageof the reduced compressorload. Surge limits of the compressorwould be affected by reduced bleed and this wouldhave to be taken into consideration during design modifications. Eliminating the customer air bleed has an attractive effect on the hot section of the engine which would alsorequire redesign for full exploitation. Specifically, the zerocustomer bleed conditioncould be usedto reduce turbine inlet temperature which wouldimprove engine life andmaintenance schedules. Another alternative is

13 to maintain current inlet temperatures and translate the reducedcompressor work forcooling air intoincreased engine output. A third possibility is tomaintain the present turbine inlet temperature and rating but reduce the size and weight of the engine. A finalramification of zerocustomer bleed is that some compressormodification may be necessary to insure ease of starting.

Accessory System

Anotherengine-related issue, is that the accessorysystem, with anaccessory gearbox, would be significantly affected. One consideration is the typeof power forengine accessories. Current shaft drivesfor engine accessories may proveto be simpler and more reliable thanprecise but complex electronic drives and controls.In addition, electronic accessories are more susceptibleto interrupts andelectronic interference. This is a problemfor critical accessoriessuch as the fuel pump. The accessorygearbox load would be changeddue to a larger generatorand possible reconfigured accessory drives. The accessorysystem would thus require redesign of shafts and gears.

The mechanicalinteraction between the gearboxand the new generator would also requiremodification. Other considerationsfor the accessorysystem are reliability/redundancy and thermal loadingwithout the benefit of oil cooling.

EngineInstallation/Nacelle

A third issue,concerns the engineinstallation and nacelle. Specifically, inletde-icing must be addressed for the situation where there is no compressor bleed. Anotherconsideration, which is notnecessarily directly related to the all-electric airplanebut is significant, is the drag versus the accessorylocation. Accessibility is anotherissue which applies to all enginesand has to be addressed forpowerplants of an all electric aircraft. A finalconsideration for engine installationand the nacelleconcerns lightning and EMI. Adequateshielding for all-electric devices is necessarysince interrupts cannot be tolerated for critical components.

MechanicalDesign

Mechanicaldesign of the engine is also an issue relating to the all-electric aircraft. Inparticular, main shaft dynamics will be affected, especiallyfor an engine with anintegral generator. The mechanicaldesign of the compressor will also be changed due to the removalof bleed manifoldsand possible resizing. The strut design will be affected sincetower shafts will haveto be larger for gearbox drivengenerators. For an engine with anintegral generator it may be possibleto downsize or remove radial shafts, thusallowing for improved strut design.

IntegralGenerator

A final issue that the group separated as a special case concerns the integral generator.For this case, there is an effect of the enginedynamics on the generator which must be takeninto consideration. Since the locationof the integralgenerator is poorfrom a maintenancestandpoint, reliability and maintainabilitymust be adequatelydovetailed. With respectto reliability, the environmentalloads must be takeninto consideration, particularly heat-soak loads for permanent-magnetgenerators. Another unresolved problem concerns containment anddisconnect procedures in the eventof a malfunctionsuch as a stator short.

14 i 1 In view of suchmalfunctions, redundancy becomes another important consideration. This is especially true since there may not be enoughroom for two integral generatorsper powerplant. The integral generator can allow for theelimination of theaccessory gearbox and this can have a large effect onthe engine design. Althougheliminating the gearbox would allow for reduced weight and frontal area,

). it also removes theoption of mechanically driving engine accessories. , il:I. MAJOR STEPS 1s Thesecond question addressed by thegroup is "what are the major steps requiredrelative to electric flightsystems technology development and I!'4 9 !j application"?The first steprequired for electric flight systemstechnology f, developmentand application is a study.This study should be structuredaccording ;:, toinformation obtained from industry. An integratedindustry coverage is ' necessary so thatinputs from all major systemssuppliers can be includedin the study.In this way, a totalsystems approach can be usedto integrate the engine with othersystems such as the airframe and ECS. The studyshould address two timeframes, namely, a near-termapproach and a long-termapproach. The near-term approachshould be emphasized to allowearly implementation of electric flight systemstechnology.

Following the study, a preliminarydesign should be performed to verify the studyresults. An exampleof the near-termapproach leading to a preliminarydesign would be to assess the gains of all-electric flight systems on a new aircraft such as theBoeing 767. The preliminarydesign would be followed by detail design, fabricationand ground testing. The group decided to address flighttesting as a separatetopic.

NASA's INVOLVEMENT

The nextquestion addressed by the group, was "whatshould NASA's involvement be"? With respectto the study, the group felt that NASA is in a uniqueposition tointegrate andmanage the effort. NASA couldalso be beneficial by overseeing multiplecontracts integration of each system.In other words, utilizing the knowledgeand experience of two or more airframe manufacturers,engine builders, or ECS suppliers would yield a thoroughstudy effort. As far as the engines are concerned, it may be possiblefor NASA to aid in the preliminarydesign effort. It is not clear whether NASA would be involvedin detail design,fabrication, or ground testing. Any far-term or riskytechnology should be pursued by NASA, sinceindustry generallydoes not emphasize this typeof effort. In addition, such work on a far-term approach is inkeeping with currentgovernment mandates. Funding should also be partof NASA's involvement,particularly for the studyand far-term technology.

FLIGHT TESTING

The group addressed flight testing as a separatequestion. The testingof systemsand sub-systems can be easily doneon existing aircraft. The testingof new components for the all-electric aircraft would be beneficialand economical if performedin this fashion. The group agreed thatflight testing was notreally necessaryfor most enginemodifications necessary for the electric aircraft. Since engines wouldprobably not be significantlychanged, ground testing should suffice. However, flight testing may be necessary for customeracceptance.

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IV. SUMMARY OF THE POWER SYSTEMS WORKING GROUP DISCUSSIONS RobertFinke, Lewis ResearchCenter, Chairman

INTRODUCTION

The Power Systemsworking group (PSWG) included 22 representativesfrom governmentand industry (see Appendix A for listing ofattendees). The chairman convened the working group and presented to the group a list of issues or questions patterned on the five questions each group was asked to consider (see page 1 1. 4!; : Thesequestions were concernedwith the following:

0 Technologyissues 0 Program 0 NASA's role 0 Technologytransfer

The initial discussion centered on whatkind of overallprogram the group should be looking at near-term, mid-term orlong-term. The generalconsensus was that power systemsfor an llelectricll airplaneinvolved a mid/long-termprogram, but that both NASA andindustry should move ahead now andwork toward developing electric flight systems as soon as possible. Some near-termtechnology exists now inboth military andcommercial aircraft, and it should be used as buildingblocks in reaching the goa 1.

TECHNOLOGY ISSUES

It was agreed that the first requirementin this area was to define the power systembeing considered. As a first step, thegroup was askedto quantify in grossterms the functional load needs that the power system has to supply. As a practical matter, after determiningloads, a preliminaryload analysis would be made to determine howmany engineslgenerators would be required.

Loads

Determiningloads is aniterative process, and some ofthe other working groups maycome up withdifferent approaches affecting power requirements. However, forpurposes of its report,the PSWG agreed toidentify the source of loadsand deal withthe kW load in generic terms. Realizing that every aircraft hasfour load categories, i.e., connected,continuous, 5 minutes,and 5 seconds, it was decided to list kW requirements at peakload condition, even though the peak loadmight occur only for short periods in the aircraft mission profile.

Load Demand Systems.

System Comment

ECS The biggest loadoccurs while the aircraft is on the ground at least enginespeed. Will not work on variablespeed.

17 System Comment Control Surfaces Control surfaces operate either on fixed limits or continuous. Actuators for the control

surfaces include all systems (landing gear, I brakes, flaps, spoilers, etc.>.

Avionics Includes cockpit instrumentation.

Galley Resistance heating. Load depends on number of people in aircraft.

Lighting Interior cabin- Fluorescent Exterior - Strobe lights, landing and navigation lights.

De-icing/Anti-icing De-icing removes ice; anti-icing prevents icing and is used on the newer stability augmented systems.

Engine Starting Requires a synchronous motor. Includes engine management (electronic engine controls). One engine started at a time.

Fuel Pumps Ten fuel pumps on aircraft. onpumps fuel Ten Pumps Fuel

Miscellaneous Unidentified loads.Unidentified Miscellaneous kW Loads and Distribution. For purposes of load determination, kW loads were converted from hp since ishp the present measure in hydraulic systems. Bus requirements generated considerable discussion.It was first mentioned that one bus system would suffice, but several dissenting voices suggestedit might be more efficient to position load centers throughout the aircraft; this might also depend on whether the power had to be regulated through a special kind of bus. For ease of presentation, since generic terms were being discussed, it was decided to use Irbus" to denote a broad range of distribution methods and list unique features of the buses as follows: System kW Load -Bus Unique Feature E CS 150 AC Fixed frequency Control surfaces 150 AC/DC DC required for programmable motor to control surfaces 10 AC Galley 50 AC Lighting Interior 10 AC/DC Low voltage Exterior 5 DC Low voltage De-icing/anti-icing 15 AC Engine starting 150 AC Cond i ti oned management 5 AC Dedicated bus or alternator Fuel pumps 40 AC Miscellaneous -15 To tal 600

18 Raw power in this discussion was considered to be polyphase AC, either fixed or variable.

Distribution System

In order to develop the most efficient aircraft, the most efficient way of getting power to a load is required, regardless ofthe number ortypes of loads. Indesigning the distribution system, the entire aircraft has to be considered, I' i.e., "draw a circle around the whole aircraft."

, I Theadvantages anddisadvantages severalof bustechnologies were I. discussed. The results of the discussion are shown inFigure 1. These buses may not be realistic in practical terns, but the technologyexists.

One of the problems with wildfrequency distribution is electromagnetic interference (EMI). This is more anemotional problem than a technologyproblem, but it can take time to clear up. EM1 is controllable as evidencedby success in eliminating EM1 in flight testinginstallations The problemmight occur in a productionline where qualitycontrol could be less stringent.

Low-voltage direct current (LVDC) (28 volts) was considered as anoption, but the consensus was that it was not a problem. A separatebus would not be requiredfor LVDC; LVDC would be handledthrough a 28-V load center.

Other TechnologyIssues

Inaddition to the loadand bus technologies discussed in the previous sections,other technologies must be consideredbefore specific programs or program issues are identified. The categories agreed to were (1) generation, (2) distribu- tion, (3) power conditioning/conversionand (4) reliability.

PROGRAM

The workinggroup consensus was that it would be simpler andmore appro- priate toscope a programoriented toward civil needs rather than trying to cover bothmilitary and civil aircraft. The objectiveof a civil programwould be to reduce the costs of transportation bymeans such as lightening the aircraft, making it more efficient,and enabling it to carry more passengers/cargo.

Issues or elementsin defining a powersystems program for civil needs are listed below. Agreement was reached that studiescovering these issues must lead to hardware developmentand integrated testing in the short term before 1990. The steps involvedin a civil program development are:

0 Select representativeairplane/mission 0 Defineengine - Number - Characteristics 0 Define load 0 Describe missionpower profile and load profile 0 Perform power system trade-offs inrelation to defined loads 0 Definejudgement/selection criteria 0 Choose powersystem concept

19 BUSCHARACTERISTICS ADVANTAGES DISADVANTAGES

0 VARIABLE VOLTAGE, WILD FREQUENCY SIMPLE REQUIRESFIXED FREQUENCYBUS IN DISTRIBUTION ADDITION

0 FIXEDVOLTAGE, WILD FREQUENCY SIMPLE REQUIRESFIXED FREQUENCYBUS DISTRIBUTION INADDITION

0 CONSTANTVOLTAGE, FIXED STANDARDINTERFACE REQUIRESCONVERSION IN GENERATORS FREQUENCY

HIGH VOLTAGE DC (HVDC) PARALLELSEASILY LACKOF EFFICIENT CONVERSION POTENTIALLY MOST i EFFICIENT

Figure 1. Bus technology.

20 0 Define critical technologies 0 Developcomponents 0 "Iron bird" groundsimulator 0 Characterizesystem performance 0 Technologytransfer

NASA's ROLE

What is NASA's role in powersystem technology in the all-electric aircraft, otherthan being a fundsource? The highestlevel role is theprovision of initial venturecapital to investigate high-risk, long-range research and technologiessince most companies are unwilling or unable to risk their own capital at this stage. However, when thetechnology is proven,industry is verylikely to invest considerable of their own developmentcapital.

Anotherimportant function for NASA is programcoordination for civil aircraft. NASA has "centers of excellence"and expertise in such areas as engines, electrical systems,power components, and aerodynamics, and with this capability NASA couldperform the role of ombudsman forindustry. It was suggested that NASA sponsor a demonstratorvehicle. After discussionof this suggestion, it was agreed that NASA couldconduct ground testing of the power systemscomponents.

TECHNOLOGY TRANSFER

Technologytransfer is somethingeveryone talks about but does little to accomplish. How is it accomplishedand what would it be?

The critical elementin technology transfer is getting the electric componentsand electric systemin the air. Provingfuel savings realized by an electric system aircraft to the civil aircraft industry would be animportant selling point.

Technologytransfer takes time. Various time estimates were givenand the consensus was that it takes about12 years from the time NASA initiates R&T until industryincorporates the technology.

CONCLUSIONS

ThePower Systems working group concluded that:

0 Power systemstechnology for an all electric civil aircraft could be developed,integrated, and tested inflight by1990, leading to industryacceptance and production of an "electric11civil aircraft in the early lg90cs.

0 NASA's rolein the developmentof the electric civil aircraft is threefold :

a. Provideinitial revenue capital for high-risk, long-range R&T b. Coordinatethe overall program c. Conductground testing for components and an integrated electric system.

21

V. SUMMARY OF ENVIRONMENTAL CONTROL SYSTEMS WORKING GROUP DISCUSSIONS Frank Hrach, Lewis ResearchCenter, Chairman

INTRODUCTION

TheEnvironmental Control Systems (ECS)Working Group consisted of 11 representatives from governmentand industry. A list of attendees is includedin Appendix A.

FrankHrach introduced the subject of electric environmentalcontrol systems by discussing the resultsof two studieswhich hadbeen conducted for NASA. The first study by Lockheed-California(results from which were presentedin the overview sessionson the first day of the workshop)indicated that a weightsavings of 6300 lb was possibleon their ATA aircraft bygoing to all-electric flightsystems. The weight savingsin ECS components was estimated to beabout 2090 lb or 1/2 percent of TOGW (see Figure 2). ECS fuelrequirements could be reduced by 1638 lb, about 2 percent of the blockfuel for a typicalmission (see Figure 3). The secondstudy discussed was conductedby Boeing Commercial Airplane Company for NASA Langley Research Centerin 1975. This study, entitled "The FuelConservation Possibilitiesfor Terminal Area Compatible Aircraft" includedan analysis of fuel savingsfor 50 percentrecirculated air andother ECS innovations (see Figure 4). Both studies used the currentpneumatic system as the baselinefrom which comparisons were made. It was suggestedthat ECS's whichuse engine bleed can probably be improvedbeyond what is indicatedin the early Boeing study. Some of theseimprovements are beingincorporated in the Boeing767 and some commuter aircraft. Therefore, it is important when consideringfuture electric flight systemsto put fuel savingsin proper perspective.

DISCUSSION

It was agreedby the working group that environmental control systems should not be consideredin isolation. ECS has to be consideredin conjunction with other systems that use bleed air fromthe engine. The group identified ice protection systems as havingan important bearing on the question of extracting bleed from the engine.

A large gain related to anadvanced ECS is obtainedfrom eliminating the entire pneumaticsystem and possibly the APU. If the aircraft doesnot require an APU to start theengines and for air conditioningon the ground, large savingsin weight can be achieved.

The thermal side of ECS components is withinthe state-of-the-art. The big question to be answered is on the electric motordrive side. Furtherinvestigation is required to determine if the samarium-cobaltmotors are a panacea as some people thinkand are ready to go intoproduction.

Electric PoweredSystems

The workinggroup was notconvinced that electric drivesystems are the "way to go1' eventhough electrically poweredsystems may provemore efficient than current pneumaticsystems. They may not be the most efficient subsystemavailable.

23 SAVING = 6,300 LB.

ELECTRI c 5 ,470 WEIGHT (LB) AVIONICS 2,870

FCS 5,060 8 ,270 ECS A WEIGHT 2090 LB, 6,180 61 1/2X OF TOGW HYD I 2,700 1'1 I I

Figure 2. Weight savings: Conventional versus all-electric, ATA

-. 562 LB.

= 1,638 LB

2% OF BLOCK FUEL

Figure 3. ECS fuel savings: Conventional versus all-electric, ATA.

24 76 CHANGE j INCREASE - -DECREASE ALL FRESH AIR +1 0 -1 -2 -3 -4 I I ENGINE BLEED WITH AIR CYCLE---(BASE) DES I GN DEPENDENT SEPARATE COMPRESSOR AIR CYCLE BLOCK FUEL

VAPOR CYCLE

9%RECIRCULATED CABIN AIR * ENGINE BLEED WITH AIR CYCLE SELECTED SYSTEM LOW WE I GHT , LOW COST SEPARATE COMPRESSOR I .LEAST COMPLEX A 1 R CYCLE H 1 GH CONFl DENCE

VAPOR CYCLE

* VAPOR CYCLE. COOLING UNIT IN THE REC!?CUIAED LOOP

Figure 4. Air conditioning system - performance comparison.

25 It seemed evident to the workinggroup members that over the next 5 years there will be vastlyimproved pneumatic systems that will probablyachieve between 1-1/2 to 2-1/2 percentadditional savings in block fuel. Therefore, it is important when consideringfuture all-electric ECS to put fuel savingsin proper perspective, and todefine an llupdated base" systemfor comparison with the all-electric ECS. As indicatedabove, savings in weight and fuel can come aboutfrom eliminating APUs, mag starters, precoolers,and ducting for anti-icing or de-icingsystems, and not solelyfrom an all-electric ECS. There are also areas that havenot been investigatedsufficiently, e.g., groundoperations, anti-icing systems.

There has been a significantadvance in the state of the art of air recirculation/air conditioning with the adventof the chilled recirculation system now goingon the andseveral of the commuter aircraft. There are some furtherimprovements to be made such as in command andcontrol and modulated flow control.

Fresh Air Source

A basic questionfor an ECS system is: What is the fresh air source? If it continuesto be bleed air, then the air cycle will probablycontinue to be the preferredapproach. If it is supercharged ram air, then the vaporcycle deserves a hard look. Freonvapor cycle systems become more viablecandidates if the bleed air systemand the ground APU system are eliminated. To get away from bleed air systems, the de-icing/anti-icingproblem has to be solved as indicatedabove.

Electric Motor Drives

The workinggroup agreed with FredRosenbush of Hamilton Standard, that there is a requirementfor high-efficiency, variable-frequency, variable-speed motors up to150 hp. These machineshave not been produced and are currentlynot available, although some developmentwork has beendone.

The speed range required varies with horsepower. For higher horsepower machines, the requirement is for 30 000 - 40 000 rpm. Lower horsepowermachines need 60 000 - 80 000 rpm. Also, the motorcooling in any system design should be outside the air loopto eliminate odors.

Dale Moellerof Garrett Corp. reported that the technologyfor developing variable-speedmotors "is fairly well inhand." Samarium-cobalt in suitable sizes can be fabricated for a varietyof motor sizes, and typically they are very efficientmotors. Motors with 120horsepower and speeds up to 30 090 rpm are well withinrange of what can be built with permanentmagnets. One of the limits on the sizeof the motor is heat dissipation.Permanent magnet machines are forcedto use indirect liquid cooling, i.e., avoidhaving liquid coolantinside the statorwinding area where mostof the heat is generated.Although there havebeen development typeprograms, nothing has goneinto production. These motorscan be built,but undoubtedlythey will be costly.

Categoriesof Aircraft

There was agreement that the benefitsfrom an all-electric ECS wouldvary with aircraft size andmission of the aircraft, and that a variety of aircraft sizes should be studied.For example, the flight regimes of small multiengine aircraft used bycommuter and smaller regional airlines are totally different fromthose of

26 the larger transports. These aircraft will have a different set of priorities and trade-offs will be different. Studies to date for all-electric aircraft have .focusedon large transports. It is not known if the same benefits will apply to these lower altitude, slower aircraft which may spend a lot more time on the ground. Typically, these aircraft will haveturboprop engines.

TechnologyIssues

Some of the technologyissues related to ECS power systemsbeing considered by Lockheed-Georgia were discussed by Matt Pursley. The workinggroup concurred that the following are relevanttechnology issues for commercial and military transports :

0 What is the most efficienttype of coolingsystem from a DOC standpoint?

0 What are problemsand limitations of utilizingfuel as a major heat sink for ECS?

0 What type of ECS is best suitedfor integration with other related systems,e.g., on-board oxygen generating systems, inert gas generating systems for fueltank inerting and fire suppression,fuel heating systems?

0 What is best cabin air pressurizationsource?

0 Do dedicated APU's offeran effective alternative to providing secondary power and ECS requirements?

0 Can waste heat powersystems be effectivelyutilized to providesignificant ECS andsecondary power needs?

0 What typeof cooling system is best suitedto provide avionics cooling duringground operations without APU operation?

Trade Studies

Figure 5 shows the steps in a fairly detailed systemanalysis of the advanced medium transport aircraft to be undertaken by Lockheed-Georgia,and is anexample of the kind of detailed trade-off study the workinggroup concluded is required to determine the advantagesof an all-electric secondary power system. As shown on the left side of the figure, the airframe manufacturer will consult with component manufacturerssuch as ECS, secondarypower, and engine manufacturers. Their inputs will be integrated by the airframe manufacturer to form the basis of the trade study.

Three baseline aircraft would be selected foranalysis: commercial passenger transport;commercial cargo/passenger transport; and military cargo/passenger transport. Both propfanand versions of each baseline aircraft would be includedin the analysis.

It was suggested that the studies also include smaller comuter-typebaseline aircraft.

27 ADVANCED SECONDARY POWERSYSTEM DEVELOPMENT PROFILE

IGOVERNMENT FUNDING

I L

BASE- AIRFRAME OCOMMERCIALPASSENGER IRANSPORT MANUFACTURER TURBOFAN

IJCOMMERCIAL CARGO/PASSENGER IRANSPORI PROPFAN TURBOFAN HARDWARE ,3MILllARY CARGO/PASSENGER TRANSPORT PROPFAN DEVELOPMENT - IJRBOFAN - RADE STUDY -SYSTEMS ADVANCED TECHNOLOGY OALL ELECIRICSECONDARY PRODUCTION cPOWER SYSTEM AIRCRAFT SELECrCOMPEIING SYSTEMS -t- ". oPNEUMAllC SYSTEM OIIYDRAULIC INTEGRATION 0 WASTE HEAT oDEDlCAlED ARI

PERFORM DEIAILED SYSTEM IRADE STUDY COMPONENT o BASED ON DOC, lOGW AND LCC

WSYSIEM SECECT!ON ADVANCED SYSTEM,

PROPFANDEVELOPMENTt- To loYEARS

Figure 5. Example of trade study required.

28 Thebaseline system will be the all-electric secondary power system;competing systems would be selected andcompared with thebaseline system. A detailed trade study based on direct operatingcosts (DOC), takeoffgross weight (TOGW) and life cyclecosts (LCC) would be conductedto determine the final system selection.

CONCLUSIONS AND RECOMMENDATIONS

Theworking group addressed the following questions:

0 What are theprincipal ECS componentand system technology issues? 0 What are themajor development and application steps? 0 What should be theFederal government and/or NASA's role? 0 What are the views ofthe working group on flighttesting ECS subsystems/system?

A summary ofthe discussion on each of these questions is presented in the following material.

MajorIssues

ECS CannotStand Alone. Environmental control systems cannot be consideredin isolation. ECS hasto be consideredin conjunction with other systems that use bleed air from the engine,such as de-icing/anti-icing systems andthe engine startingsystem, both of which require ducting.

Are All-Electric Systems Most CostEffective? llAll-electricll may not be the mostcost effective system. Even thoughelectrically powered systems may prove more efficientthan current pneumatic systems, they may notprove to be the most costeffective systems available.

What is the Optimum Designfor ECS Without Bleed Air? This issue is related to the issue immediatelypreceding. Optimum designscan only be determined by trade studies for a particular aircraft configuration.

What is Sourceof Power? Alternativesthat should be consideredinclude: dedicated APUs, waste heat power systems,and advanced bleed air systems. An electrically powered system may proveto be more efficient than a conventional system with theadvent of samarium-cobaltpower generation; however, it may not be the most efficient system available.

What Type ofCooling System is Most Efficient?Alternatives that should be considered are: air cycle,vapor cycle, or a hybridcycle -- a combinationof the air andvapor cycle systems.

What is Optimum Designfor Variable SpeedMotors? The working group identified a needfor variable-frequency, variable-speed motors up to 150 hp for electric ECS. There hasbeen some development work andthe technology is availableto build thesemotors, but they have not been produced to date. It was alsoconcluded that further work is required to determine if the samarium-cobaltmotors are the panacea some thinkthey are, and todevelop and test preproductionprototype motors.

29 Developmentand Application Steps

Thesteps discussed below are generallythought to be required for the developmentand application of electric ECS's.

DevelopMulti-Year R&D Program. NASA incooperation with industry should agree on R&D goalsand objectives, and prepare a multiyear R&D programplan.

Conduct Trade Studies.Trade studies should be conducted for theentire secondary power system for selected aircraft types.These studies should be designedin a manner similar to thatdepicted in Figure 5.

Conduct Component Studies.Studies should be conducted to determinetrade-offs among competingcomponent designs/concepts. These studies would include: control requirementdefinition, engine gearbox studies, vapor cycle machine studies, variablegeometry compressor studies, and main generator/starter motor studies.

Design,Fabricate and Test PrototypeComponents. Following the studies to select systems,prototype hardware would be designed, fabricated, and tested.

Assemble and Test Prototype ECS. The finalstep would be to assemble and test a prototype ECS undersimulated flight conditions.

Government/NASA Role

The major role for NASA is integration,coordination, and program planning. Thiscan be accomplished through information dissemination and supporting system tradestudies. The ECS R&D programplan should be integratedwith and become an overall electric flight systems R&D programplan.

Dependingon the outcome of the trade studies, NASA wouldfund jointly with industrystudies such as design of prototypevariable-speed, variable-frequency motors;and the design, fabrication, and testing of prototypecomponents.

Views onFlight Testing

It was theconsensus of the working group that flight testing of systems such as anti- or de-icingsystems is required to obtainresearch/performance data which would be neededeventually for certification.Environmental control systems do not require flight testing to demonstratetheir efficiency and other performance measures.

30 VI. SUMMARY OF ELECTROMECHANICAL ACTUATORS WORKING GROUP DISCUSSIONS James Bigham,Johnson SpaceCenter, Chairman

INTRODUCTION

TheElectromechanical Actuators (EM) workinggroup had 33 participants of whom 23 representedindustrial companies and 10, governmentlaboratories or groups. Of the latter, eightrepresented NASA Headquartersor Centers, one the U.S. Air Force, andone the U.S. Navy. A completeattendance list is givenin Appendix A.

In accordance withthe workshop instructions (see page I), the EMA workinggroup consideredthe following four questions:

0 What are the principalcomponent and system technology issues for development of electrical flightsystems?

0 Characterize the majorsteps to be takenrelative to EMA technology developmentand application. Which of these steps are clearlydependent ongovernment participation?

0 What should NASA's rolein EMA technologydevelopment be?

0 To what degree and at what pointshould NASA become involved with the application of electrical flight systemtechnology?

Prior to coming to the workshop, the chairman had prepared material inviewgraph form relatingto each of the fouragenda items listedpreviously. This material, when shown tothe group, served to organize and focus the discussionon the question underconsideration. However, this did notinhibit free discussionof related matters. When a consensus had beenreached on each agenda topic, it was recorded for the workinggroup report.

COMPONENT AND SYSTEM TECHNOLOGY ISSUES

The "discussionstimulation" viewgraphs related to componentand technology issues are givenin Figures 6 and 7. These are given as singlechannel issues, i.e., related toone actuator and its associatedequipment, and multiple channel issues, i.e., related toredundant actuator systems.

Of the items on the list, powerswitching generated the greatest amount of discussion.This was mainlyconcerned with building and packaging solid state switchingdevices able tohandle the high power levelsrequired. The packaging problemfor aircraft applicationsin particular concerns heat dissipation and space/ weight restrictions. Lewis Research Center is doingconsiderable development in the switching area, havingproduced devices capable of handling up to 1200 volts and 100 ampereswith appropriate rise times andother features.

The generalopinion was that technology is availableto proceed to a test and demonstrationphase for the items listed inFigures 6 and 7. However, many speakers emphasizedthat components cannot be developedwithout consideration being given simultaneouslyto systems integration problems. This was consideredparticularly relevant for EMA's, sincethese impact directly on flight critical systems.

31 Ill1 111l11lllIll I I

E LH IEN T /ISSU E BASELINE ELHIENT/ISSUE -NEW PAYOFF

MOTOR DELCO-TYPEBRUSHLESS DC BETTER MAGNETS, DIGITAL WEIGHT, TRANSDUCERS,SYSTEMS DELTA, OPEN DELTA. MULTIPLECOMPATIBILITY WINDINGS,BETTER MODELING

POWER SWITCH POWER TRANSISTORS DEVELOP EMA APPLICABLE WEIGHT, RQMTS, WEIGHT EFFECTIVEPROCURABILITY

PACKAGING '

ROTORCGNTROL CONNECTEDWYE SWITCH 8 H/DELTA CONNECTED SWITCHES,WEIGHT, CURRENT FEEDBACKIMPROVEDCONTROL,CURRENT RELIABILITY, ENERGY REGENERATION PERFORMANCE

ACTUATORCONTROLANALOG DIGITAL SYSTEMS COMPATIBILITY WEIGHT, RELI- ABILITY PERFORMANCE

POWER CONVERSION ROTARY REDUCTION GEARS EFFICIENCY, WEIGHT, RELIABILITY, AUTHOR ITY SAFETY

EM1 EFFECTS NONE ANALYSIS AND TEST RELIABILITY SYSTEMS COMPATIBILITY

Figure 6. EMA technology issues (single-channel).

ELEMENT/ISSUE BASELINE NEW - PAYOFF

POWER SUMMING VELOCITY SUMMED, MECHANICAL TORQUE VOLUME, WEIGHT DIFFERENTIAL GEARS S UM RELIABILITY, MAGNETIC TORQUE SUM FAILUREEFFECTS

EQUALIZATION NONE MOTOR SYNCH PERFORMANCE ENERGY EFFICI- ENCY WE IGHT

REDUNDANCY INTERCHANNELPARITY TORQUE SUM APPLICABLE RELIABILITY MANAGEMENT VELOCITYVOTING RM, CYCLIC SELF-TEST, MAINTAINABILITY BITE,INTERCHANNEL COMMAND VOTING

FAILURE MODES MINIMAL-SHORTEDANALYSIS AND TEST, RELIABILITY, AND EFFECTS TURNS REQUIREDMORE DEPTH SAFETY ANALYSIS

ARCHITECTURE DISCUSSEDALTERNATEPARTI- AS RELIABILITY, TION ING. CONTROL/ PERFORMANCE, FDISEPARATION, MAINTAINABILITY MORE DEPTH,

Figure 7. EMA technology issues (multichannel).

32 The conclusions of the group related to componentand technology issues can be sumarized as follows:

0 General agreement thatdevelopment of power transistorsspecifications, packaging, and thermalcontrol for general aircraft EMA application is required. NASA Lewis couldplay a leading role in this task.

0 No significantaddition/modifications were suggestedby the working group to the EMA technologyissues presented.

0 Theimportance was stressed of reliabilltyand systems integration technologydevelopment for electric flight systems in addition to the developmentof individual electric subsystems.

MAJOR STEPS TO BE TAKEN

The list of stepspresented by thechairman to stimulate discussion is given in Figure 8. Thesesteps range from analysis of requirementsto flight test and demonstration.

Sincethis generic sequence of steps was notcontroversial, the discussion mainlyconcerned the need to initiate the sequence: how toconvince Congress, NASA Headquarters, airframe manufacturers,and airlines that initiation is advantageous andwhich of the steps NASA shouldaccomplish.

Some participants felt that since the advantagesof an all-electric aircraft cannot be realizedunless a completesystem is demonstrated, it is notuseful to proceedon a component-by-componentdevelopment program. Furthermore, only a system demonstration will convinceCongress, airlines, etc. Others felt that although this would be desirable, andalthough basic technology is available, a compendium of component laboratoryand flight testing experience is neededbefore the design of a productionflight system can commence. The latter viewpointappeared to be in the majority.

Thus, the finalconclusions of the working group were summarized as follows:

0 Generalconsensus was that expansionof the EMA experience base via government-encouragedlaboratory and flight test programs is essential.

0 If application of thetechnology is to be accelerated by flight demonstration,government leadership is required.

NASA's ROLE IN EMA TECHNOLOGY DEVELOPMENT

Thediscussion of NASA's role in EMA technologydevelopment was based on a suggestedprogram in this area developedby the JohnsonSpace Center. The details of theprogram are givenin Figure 9. The rationale for developmentof this program is givenin Figure 10. As shown in these figures,the maincomponent of the approachfor FY 83-86 involves soliciting competitive proposals from industry to design,build, test, anddeliver an actuator subsystem for a selected control surface of an operational aircraft.

33 EMAWORKING GROUP

0 CHARACTERIZETHE MAJOR STEPS TO BE TAKEN RELATIVE TO E#A TECHNOLOGYDEVELOPMENT AND APPLICATION., WHICH OF THESESTEPS ARE CLEARLYDEPENDENT ONGOVERNMENT PARTICIPATION?

GENERAL DESIGN oo DESIGN TOOLDEVELOPMENT SPECIFICATION/STANDARDS EVOLUTION DESIGNALTERNATIVES IDENTIFICATION ANDASSESSMENT LABORATORY TEST AND EVALUATION FLIGHT TEST AND DEMONSTRATIONSFOR INDUSTRY/CUSTOMER ACCEPTANCE mo INITIAL FLIGHT EVALUATIONS 00 IN-SERVICE TESTING oo ALL-ELECTRICFLIGHT CONTROLSYSTEM oo ALL-ELECTRIC AIRPLANE

e DATA DISSEMINATION

Figure 8. Major steps.

m Ali ACTUATOR DESIGN, BUILD, TEST, AND DELIVERY PROGRAM

m EXACTING REQUIREMENTS TO STRESSTHE TECHNOLOGY

m REAL APPLICATION FOR DESIGN RELEVANCY AND POTENTIAL FOR FLIGHT OR IRONBIRD TEST FOLLOW-ON.

m COMPETITIVE PROCUREMENT

- SINGLE CHANNELACTUATOR AND QUAD REMINDANT ACTUATOR - AWARD OF ONEOR MORE CONTRACTS FOR EACH ACTUATOR - FIXEDPRICE HlTH PERFORVANCE GOALS.

m QUADACTUATOR REQIIIREMENTS

- MECHANICAL; FORM, FIT, 8 FllNCTlON TO APPLlCATlON - ELECTRICAL BREADBOARD WITH FLIGHT PACKAGE DESIGH/WEIGHT ANALYSIS - MUSTADDRESS SINGLE AND ML'LTICHANNEL TECHNOLOGY ISSUES - ELEMENTAL MATHMODEL DEVELOPMENT - VENDOR VERIFICATION TEST PROGRAP - ACTUATOR DELIVERY TO JSC - FINAL REPORT

0 SINGLE CHANNELACTUATOR REOUIREMENTS

- SAMEASQUAD EXCEPT VVST INCLUDE:

mm VARIABLE AUTHORITYIPOWER CONFIGURABILITY mm WEIGHT EFFECTIVE INVERTER PACKAGE WITH RELIABLE THERMAL MANAGEMENT mm DEVELOPMENTOF APPLICATION RELEVANT SPECS FOR POWER SWITCHES

Figure 9. FY 1983-1986 EMA technology procurement plan.

34 0 WHATSHOULD NASA's ROLE BE? SOME IDEAS------

- HELP MOTIVATE,ORGANIZE, ANDFOCUS R&T PROGRAMS - DISSEMINATE INFORMATION - EVOLVE DESIGN STANDARDS - DEMONSTRATE MATURITY OF TECHNOLOGY

0 JSC'SDISCUSSION TO DATE INDICATEPRINCIPAL NASAFOCUS SHOULD BE ONEMA SYSTEFSTECHNOLOGY DEVELOPMENT 0 IT HASBEEM RECOMMENDED THATNASA CONSIDER CONPETED PROCIIREMENTS FOREMA SYSTEMS FOR A DEMANDING FLIGHTAPPLICATION

- PRACTICALAPPLICATION FORCES DESIGNINNOVATION TOMEET REAL-WORLD PERFORMANCEAND ENVI RONMENTALREQU IREPENTS - CONTRACTORMUST DEPONSTRATE CAPABILITY OF SYSTEM - REVEALS DEFICIENCIES IN TECHNOLOGY - COMPETITION AND PRACTICALAPPLICATION MOTIVATESDESIGN #TEAMS - MOST COST-EFFECTIVE FlEANS OF TECHNOLOGYDEVELOPMENT AND TRANSFER

0 JSCCONSIDERING THIS TECHNOLOGYPROGRAF! FOR 1983-86 TIME PERIOD

Figure 10. NASA's role in EMA technology development.

35 The discussion that followed the presentation of the JSC approach concerned whether or not the approach was tooconservative. On the onehand, some participants felt the programshould be limited to "bread boards" rather thanan actual flight hardware package. Other participants,taking the oppositeapproach, felt that demonstrationof EMA technology on a flight test aircraft was necessary. The feelingof the conservative-approachadvocates was that experience with this new technologymust be obtained.in small steps. The feelingof those with the oppositeviewpoint was that only a full scale demonstration would convinceCongress, the airlines, and others that a comprehensive electric aircraft developmentshould be supported .

The final consensus was as follows:

0 Generalagreement that the EMA technologyplan for the FY 83-86 time period was a good approach

0 Questionregarding why this plancould not be implementedin FY 82 -- funding limitations were given as the primaryreason

0 Suggestion that proposeduse of electrical bread boardsinstead of flight packagingfor EMA controllers be considered by NASA

THE DEGREE AND TIMING OF NASA's INVOLVEMENT

The finaldiscussion topic covered the degree of NASA's involvement withthe applicationof EMA technology,and the pointin the developmentcycle when this shouldoccur.

TO determine the extentof NASA's involvement, it was necessary first toreview the activities and attitudesof potential users and competitors. The following points emerged from this review:

0 Neither the Europeansnor the Japaneseapparently are activein this area, but little is known of their intentions.

0 The U.S. Air Force has made limited applicationsof fly by wire to fighter aircraft, but is notpursuing a comprehensivedevelopment program.

0 Commercial airlineshave not shown anyinterest in all-electric aircraft thus far; it is necessaryto bring them into the discussions.

0 The questionof FAA certification must be considered at all pointsin the development.

0 Any large developmentprogram should involve joint industry/NASA cost sharing.

Relativeto the abovepoints, the questionof motivation was raised. In the past, increasedperformance was the motivation, with the militaryplaying a large rolein performance achievement. The primarymotivation for electric aircraft development was felt to be decreased operatingcost. Since the costpayoff is greatest in large commercial aircraft, the manufacturersof large airframes should supply the motivation for all-electric aircraft development.

36 Acceleration of thistechnology development by NASA was strongly urged if an operational date earlier than 2000 is to be achieved.Three questions were posed concerning the means NASA couldemploy to achieve the requiredacceleration. The responsesto these questions are summarized inFigure 11.

Demonstrationof EMA technology in an all-electric Space Shuttle was viewed as a means ofaiding technology development, but not as a means of accelerating its application. However, joint NASA/industrydevelopment and flight test ofan all-electric aircraft was felt to be a potentially cost-effective means of acceleratingapplication of this technology. A determination wouldhave to be made concerningthe systems to include in a flight test aircraft.Inclusion of fly-by-wireflight controls and EMA is essential,but inclusion, for example, of an electric environmentalcontrol system requires study. Finally, electric flight systemstechnology was felt to be sufficiently advanced to allow initiation of an electric airplaneflight demonstration program.

CONCLUSIONS AND RECOMMENDATIONS

The EMA workinggroup reached a relatively limited set ofconclusions concerning the technologyavailable in this area. From these, severalsignificant recommenda- ti ons emerged.

In the area ofsingle channel actuator subsystems, the most significant issues relate tohigh-power-level, solid-state switching devices. However, Lewis Research Center is making significantprogress in this area. The problemsin multichannel subsystems, i.e., powersumming, equalization,redundancy management, etc., while requiringstudy, appear to be amenable tosolution.

There was some differenceof opinion on the ideal pacefor EMA development. One group saw the needfor a fairlycomprehensive program of laboratory testing to providean experience base. Anothergroup favored a fairly immediate flight test program toconvince airlines, Congress and others of the need tosupport the program. It was concludedthat a judiciouscompromise between these views was necessary.The Johnson Space Center program was viewed as providingsuch a compromise at this time. The programprovides for competitiveprocurement of an actual control surface actuation system.

Accelerationof the application of EMA technologycan best be accomplished by a joint industry/NASA flight test aircraft. An all-electric spaceshuttle would be helpfulfor subsystem development, but only marginally useful as a demonstration. Finally, it is nottoo soon to begin design of a flight test demonstration aircraft.

Based onthese general conclusions, the following NASA program for the EMA area can be recommended:

0 Implementationof the JSC/EMA technologyplan as presented

0 Expansionof the power switchingtechnology program at Lewis Research Centerto include development of power switching specifications/standards for aircraft applications

0 Initiation by NASA of a designstudy for a program totest/demonstrate electric flight systemstechnology in the flightenvironment

37 EMAWORKING GROl~P

0 TOWHAT DEGREE AND AT WHAT P@INT SHOULDNASA BECOPE INVOLVED blITH THE APPLI CAT1 ON OF ELECTRICALFLIGHT SYSTEMTECHNOLOGY?

- WOULD DEMONSTRATION OF THIS TECHNOLOGY IN AN ALL-ELECTRIC SPACE SHUTTLE SIGNIFICANTLY ACCELERATE ITS INTRODUCTION INTO COMMERCIAL AIRCRAFTDESIGN?

00 WOULD SIGNIFICANTLYAID TECHNOLOGYDEVELOPMENT BllT PROBABLY WOLlLDNOT SIGNIFICANTLY ACCELERATE APPLICATION

00 COPISENSUS OF PARTICIPANTS: 10 YES, 1 PIO, 2 MAYBE 8

- WOULD A JOINT NASA/INDUSTRY PROGRAMTO DEVELOP AND FLIGHT TEST AN ALL-ELECTRICAIRPLANE BE A COST-EFFECTIVE APPROACHTO ACCELERATING THE APPLICATION OF THIS TECHNOLOGY?

O# YES -- STUDIES ARE REQUIRED TO DETERMINE THOSE ALL-ELECTRIC SUBSYSTEMSTHAT SHOULD BE INCLUIIED INTHIS EEPONSTRATIOPJ

. 00 CONSEF!SUSJ @F PARTICIPANTS : 14 YES, 1 PAYBE

- IS ELECTRIC FLIGHT SYSTEMSTECHNOLOGY SUFFICIEIITLY MATUREFOR INITIATION OF AN ELECTRICAIRPLANE FLIGHT DEMONSTRATION PROGRAM?

00 YES, WITti SOME QUALIFICATIONS,

00 CONSENSUS OF PARTICIPANTS: 11 YES, 1 MAYBE,

Figure 11. NASA involvement - summary of responses.

38 VII. SUMMARY OF DIGITAL FLIGHT CONTROLS WORKING GROUP DISCUSSIONS Billy Dove,Langley Research Center, Chairman

INTRODUCTION

There were 22 participants in theworking session on digital flight controls. A list of attendees is included in Appendix A.

The workingsession considered the five questions posed for the workshop (see page 1) as an umbrellafor identifying technology issues at the componentand systemlevel and defining whatneeds tobe done to develop electric flight systems foraerospace vehicles. The considerationsin regard to digital flightcontrols were predicated upon the fact that the field of digital flightcontrols is ongoing andmoving rapidly ahead in the application of various aspects of digital technology. The general thrust ofthe session was to 1) identify the important thingsthat the field of digital flight controlshas to offer to the concept Of all-electric aerospacevehicles, 2) characterize the majorsteps which need to be taken, 3) highlightwhich of these steps should clearly involve government research andtechnology, and 4) identifywhat the NASA roleshould be inorder to integrate digital flightcontrols into an all-electric aircraft.

OBSERVATIONS AND ISSUES

Inconsidering the application of digital flight controls to the conceptof an all-electric airplane, a keyquestion to consider is whattechnology innovations andmajor issues need to be addressed inorder to provide digital flight controls technology. The workingsession noted that an all-electricaircraft concept alreadyencompasses the fly-by-wire/power-by-wire work efforts that havebeen accomplished. A completely new technologybreakthrough is requiredin the digital flight controls area to assure adequate safety and reliability for digital control applicationsin flight-critical situations, such as llfull-upllfly by wire and activecontrols (e.g., fluttersuppression) with no mechanicalbackup inthe system design.

The research issues central to a flight-critical all-electric system which emerged during the workingsession included software, system architectures, system designand validation methods, measures ofsafety and reliability, life-cycle cost trade-offs,and evaluating the effects oflightning and electromagnetic interference on digital flight controls.Further research efforts are requiredto address these keytechnology issues and are summarizedbelow.

Software

Reliable softwaredesign is consideredto be crucial to the all-electric airplaneconcept. Key areas requiringfurther research include methods for measuringand evaluating software reliability, top-down systemdesigns for integrating flight-critical digital flight controls into all-electric airplane concepts,and development of higher order languagesfor use by systemdesigners. An objective of a softwareresearch program should be toprovide methods for more cost-effectivemanufacture of software since software could account for 90 percent of digital flightcontrol cost.

39 System Architectures

Research is needed to develop methods for evaluating and selecting optimum systemarchitectures. It is not clear to what extentdistributed processing, centralized processing or functional combinations would provide reliability and cost-effectivenessfor systems design. Other researchelements include methods for data bussingand power distribution as they interface with the system architectures.

Svstem Design Methods

As a corollary to research on system architecture, research is needed to develop a methodologyfor integrating and partitioning functions in a logical way. Integrationtechniques need to be developed to determine required levels of hardware/softwareredundancy. The research shouldinclude tests with real systems in a laboratorysituation to evaluate methods for detecting component and system errors/failures.

Validation Methods

Research is needed todetermine methods for verifying that thosethings which are expectedto happen actually do occur. There is notan adequate validation processfor determining that digital flight control system designs will completely meet systemfunctional specifications. This validationprocess mustencompass software, hardware, reliability,life-cycle cost and system performance. Reliability,cost, and performance factors result from the systemarchitecture. However, systemselection currently is based upon inadequatemethods for predicting andtesting reliability and system effectiveness.

EMI/Lightning Effects

Research is needed to assess the effects ofelectromagnetic interference and lightningon the performanceand reliability of digital systemarchitectures. The extent of these effects needs to be known when considering various system design approaches.

ROLE OFNASA

The role of NASA should be in the area of flight-critical digital systemsfor an all-electricairplane and should include research activities that will:

0 Serve as catalyststo stimulate industry developments

0 Developanalytic tools, methods, and design guidelines/criteria

0 Developand evaluate component and system models to reduce technical risks inbusiness decisions by industry

0 Provide a technology base as aneducational aid to the FAA indefining new Federalstandards and for carrying out the aircraft certificationprocess foradvanced systems

It is believed that the role of NASA shouldnot include the selection of specific aircraft systemdesigns as prototypesystem standards. Such actions would tendto stifle innovativedesign choices by industry.

40 RE COMMENDATIONS

It is recommended that the followingmajor steps (see Figure 12) be taken by NASA in the area of flight-critical digital systems as a partof an electric flight systemstechnology program:

(1) Establish a laboratorydedicated to the task ofidentifying, conducting, andsupporting research in the area of flight critical systems.

(2) From the research efforts, as appropriate,define prototype systems for use inthe conduct of specific selected flight test experiments. These stepsinclude both laboratory research and selected flight tests. The scopeof work should include both in-house and contract research activities.

Thelaboratory research effort is toinclude investigations of surrogate systems representingvarious technical approaches. The laboratoryperforming this work would maintainstrong working interfaces with industry,universities, and the FAA to exchangeviews and facilitate technologytransfer. The outputof this intensive laboratoryeffort should include the following:

0 Designmethods and techniques e Trade-offdata 0 Validationprocess definition e Developmentof design criteria andguidelines

The laboratory research will lead to thedefinition of system prototypes for conductingselective flight tests. It is expected that the flight-test results when fed backinto the laboratoryefforts would be useful andconstructive. Selective flight tests shouldalso demonstrate the completenessof all facets of a systemdesign, build confidencein system performance, and enhance credibility in systemconcepts for potential industry applications.

41 a LAB o DESIGN METHODS 8 TECHIIIQUES

~ - e TRADE-OFFDATA e INTERFACE DEFINITION /. o VALIDATION PROCESS SURROGATE a DESIGN CRITERIA/GUIDELINES SELECT SYSTEM (APPROACHES)

I PROTOTYPE 1

SELECTED

o COMPLETENESS a CONFIDENCE BUILDER 0 CREDITABLE

Figure 12. Digitalflight controls: Major steps.

I

42 VIII. SUMMARY OF ELECTRIC FLIGHT SYSTEM INTEGRATION WORKING GROUP DISCUSSIONS RayHood, LangleyResearch Center, Chairman

INTRODUCTIaJ

This report presents the key points discussed by the Electric Flight Systems Integrationworking group chaired by Mr. Ray Hood, NASA/LaRC. Twenty-three representatives from industry and government participated in the discussions on a full-time basis. Theirnames and organizations are listed in Appendix A. In addition, other members of the electric flightsystems workshop joined in the discussionson a part-time basis.

The objective of the Electric Flight Systems Integration working group was to address thefive questions which the working groups had been asked to discuss (see page 1) andformulate a consensus of industryviews in each of the question areas.

Theworking group concentrated its efforts onaddressing the integration issues associated with thetotal airplane. It was assumed thatintegration issues, if theypertained to a particulartechnical area of the electric flightsystem, would be addressed by theindividual technical area workinggroups and, therefore, were notdiscussed in detail. This was not,however, intended to place boundaries on the discussion and the workinggroup did discuss some aspects of the individual components at some length.

During the discussion of the first questionconcerning technology issues, it became quiteobvious that a definitionof integration would be requiredto focus theworking group's attention on integration issues associated with the total airplane.The working group's definition which identifiesthose key elements considered essential to the integrationproblem follows:

Integration:Coordination of function among separatesubsystems to achievesynergistic benefits which none of the subsystemscould achieveon its own. Suchcoordination will entail a unified, top-down systemsdesign, development, and flight readiness verificationapproach which is based upon understandingof the bottom-upsubsystem design issues.

Althoughthe anticipated benefits from the variouselements appear well in hand,an understanding of the synergistic benefits that wouldaccrue when the separatesubsystems are integratedin combination needs to be addressed. A top-down systemsapproach based uponan understanding of bottom-upsubsystem design issues was recommended.

COMPONENT AND SYSTEM TECHNOLOGY ISSUES

The workinggroup agreed that each of the other workinggroups would address theissues associated with its specificsubsystems or components and therefore would devote its primaryattention to thesystem technology issues. The issues identified by theworking groups are listed below:

43 0 Component TechnologyIssues - Reduced compressor stabilitydue to elimination of bleed air - Integratedgenerator reliability - EM actuatorperformance and reliability - Wing anti-ice with electric devices

0 PervasiveTechnology Issues - Software - Subsysteminterfaces - reliable, high-bandbus structure - Federation of distributedcontrollers for reliability and performance - Set of specificationsand standards for subsystemsreflecting top-down designconclusions and allocating intersystem requests - Techniques for achieving adeqate coverage

0 IntegrationIssues

- Certificationimpact - New groundsupport requirements - airport andairline acceptability - Airline dispatch requirements.

Fourcomponent technology issues were highlighted as having sufficient importanceto the airplaneintegration problem that they were singledout. This was partlybecause historical approaches to their solutioncould no longer be used, e.g., wingicing.

The pervasivetechnology issues consumed the majority of the discussion. Production software was cited as oneof industry's main issues. Subsystem interfaces, i.e., how to get the subsystems to talk to oneanother, need to be explored,especially regarding how they are to be coupled; their cost,and complexity .

A self-test monitoringsystem was suggested to satisfy the reliability issue. Alsomentioned was industry'scurrent inability to make a highlydistributive controlsystem. There appear to be seriousquestions on how to make such a structure work properly. After a lengthydiscussion these issues were identified as a need to examine a federation of distributed controllers for reliability and performance.

The lack of a uniform set of specifications and standards was cited as a major deterrentto a coordinatedapproach to an all-electric airplane. A set of specificationsand standards reflecting design conclusions from a top-down systems approachto the all-electric aircraft was recommended. Inaddition, techniques for achievingadequate coverage need to be identified.

Under integrationissues, the impact of certification was identified. Certification issues center around reliability and the amount ofredundancy that may be requiredto assure the certifying authority that an all-electric airplane meets the high safetystandards of present aircraft. Other integrationissues recommendedby the workinggroup addressed groundsupport requirements and airline dispatch requirements. Logistics requirementsprobably will notrequire new technologybut need to be consideredin the top-down systemsstudy. Trade-offs

44 between APU's andground electric power will need to be investigated since facilities do not currently exist at all airportsto accomplish the electric startingrequirements. Airline dispatch requirements will center on the airlines' assurances that reliability will be no less thanfor current aircraft. It was mentionedthat the military had beendoing a great amount of work infly-by-wire, citing the F-16 and F-18 programs;however, it was emphasized that these programs do notassure that fly-by-wire has beenproven for civil use. During the discussion,the subject of the military'sinterest in power by wire was raised. It was concluded that the military was engaged in studies similar tothose of the civil sector.

MAJOR STEPS TO BE TAKEN

The Electric FlightSystems Integration working group characterized the major stepsto be takenfor near-term and far-term (EOD 2000) applications. A comparison of how thevarious components of the electric airplane will beapplied is shown in Figure 13. It is assumed that there will be some integrationof the actuatorsand flight controls as well as some integrationbetween the ECS, engines,and power systemsfor the near-termapplication. In the far term, all components will be integratedand optimized.

Majorsteps to be takenin the near-termapplication are listed below.Design groundrules would be established froman industry perspective. Hardware must either be in hand oravailable with moderatedevelopment effort. The major steps are :

0 Establish andallocate design ground rules - Safety - Reliability - Performance - System architecture - Programminglanguage

0 In-depthassessment - costs - Benefits - Risks

0 Establish componentrequirements i.e., bleed, generation, etc.

0 Component design,development and test - Wind tunnel - Laboratory - Ironbird

0 Systemdesign and certification

45 COMPONENT KEARTERM FAR TERM

FLIGHT CONTROLS PARTIALFLY BY WIRE/LI6HT FULLFLY BY .blIRE/LIGHT

ACTUATORS SOME OF EACH ELECTROMECHANICAL

EFIV IRONMENTAL CONTROLSYSTEMS (ELECTRI c OPT IM IZED

ENGINES NO BLEED INTEGRAL GENERATOR ELECTRIC START OPT IM IZAT ION

POWER SYSTEMSPOWER ( SOLID STATE H I Gti VOLTAGE DC

Figure 13. Major steps to be taken relative to electric flight systems technology development and applications.

46 Programminglanguages must be standardized. If left up to the customer this could create severeproblems. It was revealedthat DOD has a similar problemand has indicated a desire to standardize all of its software (i.e., mandate a common language). It was notedthat such a decisioncould eliminate certain suppliers not equipped to handlethe selected language.The group considered the impact that DoD's decision wouldhave on any decision made by the civil sector andposed the question -- will it be driven by the military decision?

With theabove ground rules established, an in-depthassessment was recommended to assess the costs, benefits, and risks associated with near term application of electric flightsystems technology. This assessmentwould then be followed by the establishment of definitive componentrequirements leading to their design, developmentand test. The finaloutput of such a programwould be thesystem designof a partially integrated electric airplaneand, ultimately, certification. NASA's role in the nearterm application was considered to be small as no new technologydevelopment requirements were foreseen.

The far term program was consideredto be not as well defined.Industry's perspectives are also required as inputto an assessment similar to thenear term application. The assessmentwould not be in as great a depth as thenear term assessmentbut should be definitive enough to identify any barriers to development of a fullyintegrated electric airplane.Special attention should be placed on identifying areas requiringdevelopment of new technology.

NASA ' S ROLE

Thegroup was inagreement that NASA's primaryrole would be in"spearheading" theevolution from near term to far term. Thiscould best be accomplished by providing a focusand forum for the interchange of ideas. The workinggroup agreed that NASA's role would consistof the following:

0 Helpformulate overall goals and objectives; coordinate NASA-funded studies

0 Providefocus and forums for idea interchangein style of ARINC and RTCA

0 Definestandardized interfaces; requires industry interplay and feedback

0 Defineprogramming language and processor ISA standards

- Maybe adopt DOD's - Requiresindustry interplay and feedback

0 Assemble anddisseminate data base

- Shuttle - F-8 FBW - TCV - F-16 - F-18

o Fund parametricsystem studies

0 Interagencycoordination

47 0 NASA shouldconsider and answer the followingquestion: How does NASA intendto implement these recommendations?

NASA's participation was discussed at great lengthand could be disaggregated into two categories -- NASA providing the incentivethrough a large ACEE type programand NASA providing the focal point limited infunding by the currentbudget climate.

The ACEE-type program was envisioned as having a separate office to act as the focalpoint for the assemblyof a data base anddissemination of information. Sufficient funds would be available to enable parallel developmentefforts by the componentand airframe/enginemanufacturers.

The secondalternative would be for NASA to set up a systemfor integrating the availableinformation. It was noted that coordinationand consultation activities could be accomplishedwithout large NASA funding.

The group was informed that the current climate in OMB is that NASA's role should be in R&T base activities.In such a climate it would appear doubtful that the ACEE programwould be approved.

The groupconcluded that it was prematureto establish an all-electric aircraft officewithin NASA at the present time but that NASA was the onlyagency suited for the role of addressing the question of integration.

The groupposed the questionof how NASA intendedto implement the recommenda- tionsfrom the workshop. A secondquestion of "what comesnext" elicited two suggestions - a sequel to the workshop in 4 to 5 months or aninformal meeting with the Chief of the Transportation Office, NASA/OAST to outline a strategy.

FLIGHT TESTING

The final topic discussed by the workinggroup was whether flight test'ingof an all-electricairplane would be necessaryto improve the data base and determine its feasibility.Discussions included consideration of a dedicated programusing available aircraft (e.g., the NASA B-737) or beingincluded with anothergovernment program. It was agreed that there is too much groundtesting still requiredand that it would be prematureto recommend a flight-testprogram at this time. Parametric studies and selected flight experimentsinvolving selected components andsubsystem integration should be includedin NASA's program. It was urged that the airlines be involvedin these activities.

48 APPENDIX A LIST OF ATTENDEES

WORKING GROUP DESIGNATORS ET - EngineTechnology PS - PowerSystems ECS - EnvironmentalControl Systems EMA - Electromechani cal Actuators DFC - DigitalFlight Controls

EFS - ElectricFlight Systems Integration

L. Adam (EMA) S. Asaki(ET) HydraulicResearch - Textron Doug1as Aircraft Company 25200 W. Rye MC 36-41 Canyon Road 3855 Lakewood Boulevard Valencia, CA 91355 Long Beach, CA 90846 ( 805) 259-4030 James S. Bauchspi es R. E. Anderson (ET) ORI, Inc. G.E. Group 1400 SpringStreet Cincinnati , OH 45215 Si1ver Spring, MD. 20910 (301) 588-6180 Dr. Wi 11 ard W. Anderson NASA LangleyResearch Center Gary P. Beasley MailStop 152 NASA LangleyResearch Center Hampton, VA 23665 MailStop 152 ( 804) 827 -3049 Hampton, VA 23665 (804) 827-2077 LarryArnold (PS) Lockheed-Georgi a Corp. MailStop 415 Dept. 72-98, 86Cobb Dr. Marietta, GA 30061 (404) 424-3576

49 Robert M. Bebee Gordon J. H. Brooking (EFS) Company Simmonds Precision P.O. Box 5000 150 White Plains Road Binghamton, NY 13902 Tarrytown, NY 10591 (607) 770-2700 (914) 631-7500 X246 (FTS 264-3311) Ed C. Buckley (EFS) Stanley Becker (EMA) NASA Headquarters Simmonds Precision Mail Code: RTE-3 197 Ridgedale Avenue Washington, DC 20546 Cedar Knolls, NJ 07927 (202) 755-8503 (201)267-4500 Ext. 257 A. L. Byrnes , Jr. Paul R. Bertheaud (PS) Dept. 75-41, Bldg. 63 USAF/AFWAL/POOS Lockheed-California Co. Wright-Patterson AFB, OH 45433 P.O. Box 551 (513) 255-6241 Burbank, CA 91520 Jim Bigham (EMA) Alan Caine (ET) NASA Johnson Space Center Lucas Industries Mail Code EH 30 Van Nostrand Avenue Houston, TX 77058 Englewood, NJ 07631 88-525-4381 (201) 567-6400 Gregory Bochnak (EMA) Eugene B. Canfield (PS) Plessey Dynamics Corp. General Electric 1414 Chestnut Avenue P.O. Box 5000 Hillside, NJ 07205 Binghamton, NY 13902 (201) 688-0250 ( 607 ) 770- 2900 John Bowes (PS) Gregory J. Cecere (EMA) U.S. Naval Air Development Center A.F. Wright Aeronautical Labs. Code 6012 Flight Dynamics Lab./FIGL Warminster, PA 18974 Wright-Patterson AFB, OH 45433 (513)255-2831 Leon Brantman (EMA) Jet Electronics Jack Chearmonte (ECS) 5353 52nd Street, S.E. Simmonds Precision Grand Rapids, MI 49508 Route 12 (616) 949-6600 Norwich, NY 13815 Jim Branstetter C. W. Clay (EFS) MS 258 Boeing Commercial AirplaneCo. FAA, Langley Research Center P.O. BOX 3707, M/S 9H-41 Hampton, VA 23665 Seattle, WA 98124 (206) 394-3408 Peter Briggs (EFS) General Electric Co. G. Coff i nberry (ECS) P .O. Box 5000 Code E186 Binghamton, NY 13902 General Electric Co. (607) 770-2485 Cincinnati , OH 45215

50 Robert Coll i ns (DFC) Bill Dove (DFC) Computer SciencesCorporation NASA LangleyResearch Center MS 233 A Mai 1 Stop 477 Langley Research Center Hampton, VA 23665 Hampton, VA 23665 (804) 827-3681 John F. Conway FrankEcholds (PS) General Electric Company Garrett AiResearchManufacturing MD 112, French Road 2525 W. 190th St. Uti cay NY 13503 Torrance, CA 90509 (315) 797-1000 Ext. 7357 (213) 323-9500

Ken Cox (DFC) J. T. Edge (EMA) NASA JohnsonSpace Center NASA Johnson Space Center Mail Code: EH Mai 1 Code EH6 Houston, TX 77058 Houston, TX 77058 88-525-4281 88-525-2392 J. Creager (PS) SamuelEdwards (EM) Doug1 as Aircraft Company Dept. 73-74, Bldg. 90 MC 36-43 Lockheed-Cal if ornia Co. 3855Lakewood Boulevard P.O. Box 551 Long Beach, CA 90846 Burbank, CA 91520 Bob Crompton (EMA) Wi 11 i am E iszner (EMA) Lucas Industries NationalWaterlift 30Van Nostrand 2220 Palmer Avenue Engl ewood, NJ 07631 Kal amazoo, MI 49001 (201) 567-6400 (616) 345-8641 Michael J. Cronin (PS) Ken E i tenmi 1 1 er (EMA) Lockheed-Cal ifornia Co. Sundstrand Avi ati on Dept. 74-75, Bldg. 63 4747 Harrison Avenue P.O. Box 551 Rockford, IL 61101 Burbank, CA 91520 (815) 226-6763 (213) 847-5609 Jerry Fa1 ta James C. Crook (EMA) General Electric Co. In1 and Motor Speci a1 ty Prod. 718B J. Clyde MorrisBlvd. 501 First Street Newport New, VA 23601 Radf ord, VA 24141 (703) 639-9047 Bob Finke (PS) NASA Lewis ResearchCenter Patrick Curran (ECS) MS 77-4 Sundstrand Avi ati on 21000 Brookpark Road 4747 Harrison Avenue Cleveland, OH 44135 Rockf ord , IL 61101 (216) 294-5232 (815) 226-6030 PeterFirth (ET) Lucas Industries 30 Van Nostrand Avenue Engl ewood, NJ 07631 (201) 567-6400

51 Evard H. Flinn (DFC) TonyHays A.F. Wright Aeronautical Labs. Lockheed-California Co. Flight DynamicsLab./FIGL Dept. 75-21 Bldg. 63 Wright-Patterson AFB, OH 45433 Burbank, CA 91520 (513) 255-3350 (213) 847-5588 Eli Gai (ET) Richard Heimbold C.S. Draper Lab. Dept. 75-41, Bldg. 63 555 TechnologySquare Lockheed-California Co. Cambri dge, MA 02139 P.O. Box 551 Torrance, CA 91520 Michael Gan (EMA) Hami 1ton Standard. Anthony C. Hoffman (ET) Airport Road NASA Lewis Research Center Wi ndsor Locks, CT 06096 2100 Brookpark Road Mail Stop 301-4 Ne1 son Groom (EMA) Cleveland, OH 44135 NASA LangleyResearch Center (216) 433-4000 Ext. 205 Mail Stop 156 (FTS 294-6205) Hampton, VA 23665 (804) 827-2014 GregHoffman (DFC) General Electric Co. Ri chard Hag1 und AC SD Tuledyne-Inet P.O. Box 5000 2750 W. Lomita Blvd. Bingharnton, NY 13902 Torrance, CA 90509 (607) 770-2342

J. C. Hall (DFC) H. M. Holt (ET) Rockwe 11 /Co 1 1i ns NASA LangleyResearch Center 400 Collins Road, N.E. Mail Stop 477 Cedar Rapids, IA 52406 Hampton, VA 23665 (319) 395-2526 (804) 827-3681 John F. Hanaway (EFS) RayHood (EFS) Intermetrics,Inc. NASA LangleyResearch Center Suite C-147, 1750 112th Ave., N.E. Mai 1 Stop 158 Bel 1 evue, WA 98004 Hampton, VA 23665 (206) 451-1120 (804) 827-3838 Water Hankins (EFS) W.E. Howell NASA LangleyResearch Center NASA LangleyResearch Center Mai 1 Stop 472 Mai 1 Stop 188A Hampton, VA 23665 Hampton, VA 23665 (804) 827-3318 Glenn J. Howski (EMA) Kent Haspert (EFS) MPC Products Corp. ARINC Research 7526 North Linder Avenue 2551 Riva Road Skokie, IL 60077 Annapolis, MD 21401 (312) 673-8300 (301) 224-4000

52 Frank Hrach (ECS) Alan E. King (PS) NASA Lewis Research Center Westi nghouse Electric Mc 301-4 P.O. Box 989 2100 Brookpark Road Lima, OH 45802 C1 eve1 and, OH 44135 (41 9) 226-3258 ( 216) 433-4000 EXT. 6941 John Kirkland (EMA) Wayne R. Hudson (PS) ORI, Inc. Code RTS-6 1400 Spring Street fiASA Headquarters Si1ver Spring, MD 20910 Washington, DC 20546 ( 301) 588 -61 80 Robert Hughes (PS) John C. Knight (DFC) Sundstrand Avi ati on NASA LangleyResearch Center 4747 Harrison Avenue MS 125A Rockf ord, IL 61101 Hampton, VA 23665 ( 815) 226-6404 A. Ferit Konar (DFC) Gary R. James (EMA) McDonnellDougl as Corp. Systems and ResearchCenter 3675 Patterson Avenue, S.E. 2600 RidgewayParkway P.O. Box 1704 Minneapolis, MI 55413 Grand Rapids, MI 49501 (612) 378-5045 ( 616)949-1090 Ext. 240 N. Krueger (ECS) Calvin R. Jarvis (EMA) Dougl as Aircraft Company NASA Dryden Fli ght ResearchCenter MC 36-49 Mail Code P-D 3855 Lakewood Boulevard Edwards, CA 93523 Long Beach, CA 90846 88 - 984 -823 7 A. A.A. Lambregts (DFC) Robert J. Johnston (DFC) Boei ng Commercia1 Airplane Co. Dept. 7411 P.O. Box 3707, Mail Stop 3N-43 F 1i ght System Di vi si on Seattle, WA 98124 Bendi x Corp. (202) 773-1686 Teterboro, NJ 07608 Will i am A. Lampert (EMA) William R. Jones (EFS) MPC Products Corp. NASA LangleyResearch Center 7426 N. Linder Avenue Mai 1 Stop 472 Skokie, IL 60077 Hampton, VA 23665 ( 31 2) 673 -8300 (804) 827-3318 Thomas G. Lenox (EFS) Gerald L. Keyser, Jr. Pratt & Whi tney Aircraft Group NASA LangleyResearch Center Commercia1 Products Division Mail Stop 255A 400 Main Street, EB2B MS 28 Hampton, VA 23665 EastHartford, CT 06108 (804)827-3061

53

! John B. Leonard (EMA) William D. Mace Grumnan AerospaceCorp. NASA LangleyResearch Center MailStop B15-035 MailStop 117 Bethpage, NY 11714 Hampton, VA 23665 (516) 575-2085 (804) 827-3745

RobertLetchworth (EFS) Dr. HermanMack (PS) NASA LangleyResearch Center NASA LewisResearch Center MailStop 249B MS 77-4 Hampton, VA 23665 21000Brookpark Road ( 804) 827-3838 Cleveland, OH 44135 (216)294-5222 All en J. Louvi ere (EMA) N4SA Johnson Space Center Domenic J. Maglieri (EFS) Houston, TX 77058 NASA LangleyResearch Center (713)483-4071 MailStop 249A Hampton, VA 23665 LucasIndustries (804) 827-3838 30Van Nostrand Ave. Englwood, NJ 07631 DonaldL. Maiden (EFS) (201)567-6400 NASA Headquarters Mail Code: RJT-2 Char1 es T. Luddy (EMA) Washington, D.C. 20546 GeneralElectric ( 202 ) 75 5 -3003 1200Lawrence Pkwy. Bldg. 64-2 Richard McClung (PS) Erie, PA 16531 Sundstrand Avi ation (814) 455-5466Ext. 3174 4747 Harrison Avenue Rockford, IL 61101 M. Lundquist (ECS) (815)226-6404 Sundstrand Avi ation 4747 Harrison Ave. DavidMcFarland (DFC) Rockford, IL 61101 Boeing Military Airplane Div. Boeing Wichita Co. A. 0. Lupton (DFC) 3801 S. Oliver NASA LangleyResearch Center Wichita, KS 67210 Mail Stop 477 Hampton, VA 23665 Ray McGinley (ET) (804)827-3681 GarrettTurbine Engines Company 111 S. 34th St. Jabe Luttrell (DFC) Phoenix, AZ 85010 Hamil ton Standard Division of United Tech.Corp. Duncan McIver (DFC) 1690 New Britain Avenue NASA LangleyResearch Center Farmington , CT 06032 Mail Code:476 Hampton, VA 23665 Ian 0. MacConochie (EMA) NASA LangleyResearch Center JamesMcNamara (EMA) Mai 1 Stop 365 Naval Air Development Ctr. Hampton, VA 23665 Warmi nster , PA 18974 (804)827-3911 (203) 565-4232 (215) 441-2166

54 Dr. Don H. Meyer (DFC) Ira Myers (PS) Rockwell-Collins NASA Lewis Research Center 400 Collins Rd., N.E. MS 77-4 CedarRapids, IA 52406 21000 Brookpark Road ( 319) 395-4755 Cleveland, OH 44135 (216) 294-5222 Frank Miller (EMA) Moog, Inc., Aero. Div. Dona1 d L. Nored (ET) Proner Airport NASA Lewis ResearchCenter EastAurora, NJ 14052 21000 Brookpark Road (716) 652-2000 Cleveland, OH 44135 ( 216) 433-4000 EXt . 6948 Dale 0. Moeller (ECS) AiResearch Mfg. James J. 0' Neil 1 (PS) 2525 W. 190th St. General Electric Co. Torrance, CA 90504 P.O. Box 5000 (213) 323-9500 Bi nghamton, NY 13902 RafaelJorge Montoya (DFC) William E. Parker Research Triangle Institute Boei ng Company P.O. Box 12194 2101 Executi ve Drive ResearchTriangle Park, NC 27709 Hampton, VA 23666 (919) 541-6807 (804) 838-2176 Hal M. Morgan (PS) BillPatten (ECS) AiResearchManufacturing Co. ORI, Inc. 2525 W. 190thStreet 1400 SpringStreet Torrance, CA 90509 SilverSpring, MD 20910 (213) 323-9500 EXt. 3444 ( 301 ) 588 -61 80 Howard J. Moses (PS) James C. Patterson , Jr. (ET) Simnonds Precision NASA LangleyResearch Center 197 Ri dgedale Ave. Mail Stop 280 Cedar Knolls, NJ 07927 Hampton, VA 23665 (804) 827-2673 Jerome P. Mullin Code RTS-6 R. B. Pearce (EMA) NASA Headquarters Rockwell I nternat i onal Washington, DC 20546 12214 Lakewood Boulevard Downey , CA 90241 Nicholas Murray (213) 922-2336 NASA LangleyResearch Center Mail Stop 477 Fred W . Peri an (EM) Hampton, VA 23665 Sperry Vi ckers ( 804) 827 -3681 AerospaceMarine Defense Div. P.O. Box 10177 Chris Musi Jackson, MS 39206 ORI, Inc. (601) 981-2811 1400 SpringStreet Si1ver Spring, MD 20910 (301) 588-6180

55 Jerry Phi 1 1 ips (EFS) David Schmiedebusch Lockheed-Georgi a Corp. Westinghouse Electric Mail Stop 415 P.O. Box 989 Dept . 72-42 Lima, OH 45802 86 Cobb Dr. (419) 226-3227 Marietta, GA 30063 (404) 424-4880 Lou Schwasnick (PS) Simnonds Precision Mat Pursley (ECS) Route 12 Lockheed-Georgi a Corp. Norwich, NJ 13815 Mai 1 Zone415 Dept. 72-47 Richard Scott (PS) 86 Cobb Dr. ORI, Inc. Marietta, GA 30063 1400 SpringStreet ( 404) 424 -4880 Si1ver Spring, MD 20910 (301) 588-6180 George Q uon General Electric Company C. L. Seacord (EFS) Box 5000 Honeywell Avionics Div. Binghamton, NY 13902 Box 312 (607) 770-2100 Minneapolis, MN 55440 (612) 378-5699 Dave Renz (PS) NASA Lewis ResearchCenter J. H. Shannon (DFC) MS 77-4 Dougl as Aircraft Company 21000 Brookpark Road MC 36-49 Cleveland, OH 44135 3855 Lakewood Boulevard (216) 294-6919 Long Beach, CA 90846 James Romero (EMA) W. A. Shirley (EFS) NASA Headquarters Dougl as Aircraft Company Washington, D.C. 20546 MC 120-30 (202) 755-2490 3855 Lakewood Boulevard LongBeach , CA 90846 Fred M. Rosenbush (ECS) Hamil ton Standard John J. Shorkey (EMA) Airport Road Sperry Vi ckers Windsor Locks, CT 06096 AerospaceMarine Defense Div. (203) 623-1621 Ext. 2127 P.O. Box 10177 Jackson, MS 39206 Steve Rowe (EMA) (601) 981-2811 AiResearch Mfg. Co. 2525 W. 190thStreet Robert Showman Torrance , CA 90509 MC 210-10 ( 213) 512 -441 9 NASA Ames ResearchCenter MoffettField, CA 94035 John W. Sadvary (EMA) Simmonds Precision Wi 11 i am Simpson (DFC) 197 Ridgedale Avenue ORI, Inc, Cedar Knolls, NJ 07927 1400 Spring Street (201) 267-4500 Ext. 280 Si1ver Spring, MD 20910 (301) 588-6180

56 H. E. Smith (EMA) Don S trazn i ckas ( EMA) NASA JohnsonSpace Center Sundstrand Avi ati on Mail Code EH 4747 Harrison Avenue Houston, TX 77058 Rockford, IL 61101 88-525-4281 Gale Sundberg (PS) James A. Smith (PS) NASA Lewis Research Center Sundstrand Avi ati on 21000 Brookpark Road 4747 Harrison Ave. Clevel and, OH 44135 Rockford, IL 61101 (216) 294-5221 T. Basil Smith (DFS) Bill Swingle (EMA) C.S. Draper Lab. NASA JohnsonSpace Center 555 TechnologySquare MailCode EH Cambridge , MA 02139 Houston, TX 77058 88-525-4281 Larry N. Spei ght (EMA) Honeywell , Inc . James R. Temple 13350 U.S. Hwy. 19 S. McDonnel 1 Dougl as Corporat i on C1 earwater , FL 35516 2013Cunni ngham Drive (813) 531-4611 Ext. 2683 Hampton, VA 23666 (804) 838-2551 Cary Spitzer (DFC) NASA LangleyResearch Center Duane R. Tes ke (EMA) Mail Stop 472 Sundstrand Avi ati on Hampton, VA 23665 4747 Harrison Avenue (804) 827-3318 Rockford, IL 61101 ( 81 5) 226 - 7621 Bruce Stauffer (ET) United Techno1ogi es B. Touher (EMA) 400Main Street Dougl as Aircraft Company EastHartford , CT 06108 Code 36-94 (203) 565-3582 3855Lakewood Boulevard Long Beach, CA 90846 PatrickSteen ORI, Inc. Neil Walker (EFS) 1400 SpringStreet General Electric Co. SilverSpring, MD 20910 NeumanWay (612) (301) 588-6180 Cincinnati , OH 45215 (513) 243-1469 Howard Stone (DFC) NASA LangleyResearch Center Bob W anger (ET) Mail Stop 365 General Electric Hampton, VA 23665 Aircraft Engine Group (804) 827-3911 Cincinnati , OH 45215 Terry A. Straeter (EFS) Ed White (PS) General Dynamics - DSS U.S. Naval Air Development Center 12101Woodcrest Code6012 St. Louis, MO 63105 Warmi nster , PA 18974 ( 314) 862-2440 (215) 441-2406

57

t Richard Wi ley (EMA) General Electric Company 718-B J. Clyde Morris Blvd. Newport News, VA 23601 (804) 596-6358 1. Jack Williams (EMA) Moog, Inc. East Aurora, NJ 14052 (716) 652-2000 Duane L. Willse (ECS) Hamil ton Standard Air port Road Windsor Locks, CT 06096 (203) 623-1621Ext. 4918 Wi 11iam Wraga (EMA) Curt is Wright Corporation Caldwell, NJ 07006 (201) 575-2313 C. E. Wyllie (EMA) Honeywe 1 ,1 I nc . 13350 U.S. Hwy. 19 S. Clearwater, FL 33516 (813) 531-4611Ext. 2772 W.W. Yates (ET) Westinghouse Corp. P.O. Box 989 Lima, OH 45802 !

APPENDIX B

PRESENTATIONS

59

Appendix B

1. ELECTRIC FLIGHT SYSTEMS - OVERVIEW

Michael Cronin Lockheed-California Co.

61 WORLD’S HVPOJHEllCAL OIL POTENTIAL

ENTIRE EARTH FULL OF OIL = 6.81 X IO2’ BARRELS AT 1910 RATE OF CONSUWPTION; OIL WOULD LAST 4.1 X 10 YEARS

AT CONSTANT 1% GROWTH RATE OF CONSUMPTION, OIL WILL LAST 342 YEARS

Figure B1.l

AMOUNT OF OIL 1990 REPRESENTS CONSUMED 1970 TO APCROXIMATELV 2000 THE KNOWN WORLD 1980 OIL RESOURCE TO IMPACT OF 1990 7% PER I ANNUM GROWTH

IN FUEL AMOUNT OF 2000 OIL THAT DEMAND TO MUST BE 2010 I DISCOVERED

Figure B1.2

62 INFLUENCEOF FUEL PRICE DIRECT OPERATING COST ELEMENTS

FUEL

---MAINTENANCE (DIRECT AND SEAT-MILE INDIRECT) 0.80 - ” CREW CENTSPER 0.70- AVAILABLE OTHER: -- DEPRECIATION, SEAT MILE 0.60 R E NTALS, 0.50- INSURANCE

68 70 68 72 74 76 78 SOURCE: YEAREND CAB FORM 41 I I I SCHEDULEP5 I I I AC TU AL DOCACTUAL 1.54 1 .il 2.k4

Figure B1.3

SENSITIVITY OF TOGWON ENGINE PERFORMANCEAND OEW

I I 1 I I 1 1 I 1 -5-4-3-2-1 0 123 4 5 A Pwrrnrtn X

Figure B1.4

63 SENSITIVITY OF DOC CHANGES ON AIRCRAFT ENGINE PARAMETRICS

r / Tim' 8 -

6 -

I

V 0 Utilization 0 -2 a

X Parameter Chryr

Figure B1.5

CRUISEFUEL CONSUMPTION SFC

1 .o DIRECT DRIVE JT9 0.8 D

0.6 "". ""-

0.4

PROPFAN 0 I I I 1 I 1970 '75 '80 '85 '90 '95

Figure B1.6

64 POWEREXTRACTION PENALTIES ONPBW STF 505 - M7C - E3 CONDITION

MAX CLIMB IYAX CRUISE CONVENTIONAL 20r/0.6M 35r/O.DM (BASELINE) SPS I BLEED,' PPS 2.78 2.3 2.09 EXT RAC TION , HPx 161HP EXTRACTION,HPx 161 161

THRUST IMPACT H Px BASEBLEED + HPx BASE BASE H Px ONLY HPx +2.8% +4.7% + 7.0% BL EED ONLY BLEED +0.5% +0.9% +1.2% N O BLEED/NO HPxBLEED/NO NO +3.3% +5.6% +8.2% TSFC IMPACT B LEE D+ HPx BLEED+ BASE BASE BASE H Px ONLY HPx -0.0% -2.0% -2.0% B LEED ONLY BLEED -0.2% -0.4% -0.0% NOHPx BLEED/NO' -0.8% -2.4% -3.2%

Figure B1.7

Qbwtn RANT ASSEMBLY: PBW JT9D-7R4 (LEFT SIDE)

CABIN AIR PRESSURE REGULATOR b CHECK VALVE SUPPLY CONTROL VALVE 15TH STAGE \

\ \REVERSERSHUTOFF VALVE REVERSER MANUAL GROUND CHECK VALVE

Figure B1.8

65 POWERPLANT ASSEMBLY: P&W JT9D-7R4 (RIGHT SIDE)

8TH STAGE CHECK VALVE,

ANTI-ICE SHUT-OFF VALVE ’

Figure B1.9

EFFECTSOF ASPECT RADIO - BASED ON MACH 0.82 TURBOFAN TRANSPORT CARRYING 258,800-LB PAYLOADFROM 8000-FT FIELD LENGTH

GROSS WEIGHT 740 1000’s OF LB AA = 9.75 730

ACQUISITION COST AA = 7.5 $ MILLIONS 53

11 13 15 17 19 177 15 9 13 11

Figure B1.10

66 ADVANCED MATERIALS

STABILIZER TIPS

SPARECHORDS HORIZONTAL STABILIZER

NOSE LANOING GEAR

IMPROVED ALUMINUM GRAPHITE COMPOSITE HYBRID COMPOSITE 0 19 rn (KEVIAR COVER)

Figure B1.ll

APPLICATION OF ADVANCED ELECTRIC/ELECTRONIC TECHNOLOGIES TO CONVENTIONAL AIRCRAFT

LOCKHEED-CALIFORNIA COMPANY LOCKHEED-GEORGIA COMPANY AIRESEARCH MANUFACTURING COMPANY HONEYWELL INCORPORATED

NASA NASS-15863

Figure B1.12

67 .. . .

THE All-ELECTRIC AIRPLANE

ElECT19ICS SOLE SOURCE OF SECONDARY POWER POWERS: - PRIMARY AND SECONDARY FCS - ENVIRONMENTAL CONTROL SYSTEM -LANDING GEAR/MISC. ACTUATOR FUNCTIONS - ELECTRIC/AVIONIC LOADS - MISC. SERVICES a ELIMINATES: - ENGINE BLEED AIR - HIGH PRESSURE HYDRAULIC SYSTEM - PNEUMATIC SYSTEM - NON-ELECTRIC START SYSTEMS A CONSEQUENCE - LARGE CAPACITY ELECTRIC POWER SYSTEMS

Figure B1.13

AIRCRAFT GENERAL ARRANGEMENT DRAWINGS ADVANCED WIDEBODY L-1011-500 ADVANCEDTRANSPORTAIRCRAFT CI-1383-1

+3 & SHORT HAUL TRANSPORT COMMUTER CL-1374-4 CL-1373-3

Figure B1.14

68 ALLELECTRIC PAYOFF

HYDRAULIC1 PNEUMATICS ELIMINATED REDUCTION

SYSTEMS C/O WITHOUT ENGINE

POWER EXTRACTION REDUCTION EFFICIENT IMPROVED

ENGINE DRAG REDUCTION ( AIRCRAFT WT POWER EXTRACTION REDUCED

ENGINE BLEED ELIMINATED

Figure B1.15

ALL ELECTRIC AIRPLANE: NET VALUE OF TECHNOLOGY

FUEL $1 .BO/GALLON 10.0 300 AIRCRAFT 16 YEAR PERIOD

0 FUEL WITH RSS--- I B.0 DEPRECIATION AND INSURANCE WITHOUT RSS I PERCENT 0 MAINTENANCE 6.14 8AVINOS OF )-BILLIONS TOTAL 4.0 4.0

2.0 2.0

n 0 FEW MUX INTEGRATED RLGALL AVIONICSELECTRIC

Figure B1.16

69 DESIGN PAYLOAD ATA- 100,ooO SH-50- 10,OOO C/ASM SH-30- 6,000 IMPACT OF FUEL-SO.GO/GAL 3 .O ADVANCED

TECHNOLOGY CURRENT

CTIVE CONTROLS .. ALL ELECTRIC AIRPLANE 1 .o I I I I 0 20 40 60 80 100 DESIGN PAYLOAD-1000 LB

Figure B1.17

FLIGHT CONTROL TECHNOLOGY PROGRESS

196 0 1965 1970 1975 1980 1985 1990 199199019851980 1975 1970 1965 1960 I SPACECRAFT

HIGH PERFORMANCE AIRCRAFT

SUPERSONIC DIGITAL FEW TRANSPORTS

SUBSONIC 0 C-6A ACT TRANSPORTS ANALOG AFCS/ACT 0 L-1011 ANALOG AFCS 0 L-1011-600 DIG AFCS/ACT MECHANICAL FLIGHT CONTROLS REDUNDAN T ELECTRONICSPLUS REDUNDANT \

Figure B1.18

70 FUEL SAVINGS THROUGH ADVANCED WING TECHNOLOGY

15 -~~~ ~ *NO SAS REQUIRED +SASty;k:b?E-

10 - SUPERCRlTlCAl TECHNOLOGY WING FUEL / SAVINGS 5 1 %

FWD

L IM IT LIMIT LIMIT NEUTRAL POINT 10 15 20 25 30 35 40 45 50 0 C.G. LOCATION 46 MAC

Figure B1.19

MECHANICAL FLIGHT CONTROLS: ROLVYAW AXIS

Figure B1.20

71 FLY-BY-WIRE DIAGRAM

SENSORS

COMPUTERS

SEC. ACTUATORS

PRI. VALVES b COILSDUAL I PRI. ACTUATORS CONTROL SURFACE LEFT SPOILERS (RIGHT SIMILAR) OUTED AILERONS IN BOARD AILERONS (RUDDER SIMILAR)

Figure B1.21

Figure B1.22

72 FLY-BY-LIGHT HMAS WITH TRI-REDUNDANT OPTIC LINK (BERTEA)

3PTICAL CONNECTOR n

ELECTRONICS MODULE (4) HYDRA ELECT ALTERNATOR

NOTE 1. SERVO ELECTRONICS MOUNTED DIRECTLY ON ACTUATOR ASGEMBLY 2. WIRELESS INTER- CONNECTIONS [HYDRAULIC PRESSURE- - AND RETURN PORTS

Figure B1.23

EMAS CANDIDATES PRIMARY CONV LINEAR/ FLIOHT CONTROU - ROTARV ACTO ROTARY COWER HlNOE/HINOELINE

UNOINO DEAR

Figure B1.24

73 UNDERSTANDINGTHE FBW TO PBW HANG-UP!

1. FBW - A NEAR TIME TECHNOLOGY 2. WHY IS PBW CONSIDERED A FAR TERM TECHNOLOGY? *EMAS HAS HERITAGE OF 20 OR MORE YEARS IN AIRCRAFT eFCS EMAS - A LOW TECHNICAL RISK I)FCS EMAS - A NUMBER OF ALTERNATIVES 3. FCS EMAS RELIABILITY )CONCERN FOR MOTORS? '1 AEROSPACE ENGINEERING 4 I# FOR GEAR BOXES? CAN'T WHIP FOR FATIGUESTRESS?THESE t

Figure B1.25

FBW TO PBW:PERTINENT FACTS A. HMAS - SIMPLE - BUT REQUIRES: e SEPARATE DEDICATED QUAD. REDUNDANT HYDRAULICS e COMPLEX, CUSTOMIZED INSTALLATION .@DETAILED ENGINEERING & TESTING e MAINTENANCELOGISTIC SUPPORT OF ANOTHER SYSTEM B. FBW DESIGN/INSTALLATlON - NO WAY SIMPLIFIED WITH HMAS

C. FBWHMAS INTERFACES e ELECTRIC TO MECHANICAL e MECHANICAL TO HYDRAULIC e HYDRAULIC TO MECHANICAL D. FBW - PBW:THE LOGICAL APPROACH e ELECTRIC TO ELECTRIC VIABLE & DIRECT e LOWER COST/LOWER WEIGHT

Figure B1.26

74 ACTUATOROUTLINES FOR PRIMARY FLIGHT CONTROL SURFACES (ATA): COMMONALITY

(INFINITE)

"

I 31.0 IN.-=/ SPOILER X1 (ACTUATOR 1) Lz-SPOILERS X2. 3. L1.SPOILERS X4-6 - STROKENFINITE) (ACTUATOR 2) (ACTUATOR 3) - . . .. 4

'L- A4IN.c llB AILERONS, O/B AILERONS, RUDDER [ACTUATOR 4)

70.0 IN.

STABILIZER/ELEVATOR (ACTUATOR 5)

Figure B1.2 7

DIGITAL FLY-BY-WIRE/POWER-BY-WIRE SYSTEM

FCS EMAS I 270V 1 ANALOG AND/OR OlGlTAL I 1

DIGITAL ELECTRONICS CONTROL I, BUSES ELECTRONICS

CHANNEL 2 CHANNEL 3 SUMMING SURFACE CHANNEL4 - Figure B1.28

75 ATA WING: HINGELINE ACTUATOR INSTALLATION

CONTROLLER 2 CONTROLLER 1 /”--REAR -

CONTROLLER 3

ACTUATOR 2 \ //3 \OO- I/ \ ACTUATOR 4 / ACTUATOR 2

ACTUATOR 4

Figure B1.29

FLIGHT TEST SYSTEM REDUNDANCY

r * FCS COMP 1 CONTROLLER 1 I 3

CONTROLLER 2 b A E- M

s ACTR SURFACE

CONTROLLER 3 b

CONTROLLER 4 ’

0 0 COLLINSuu MUX ELECTROMECHANICAL DIGITAL ACTUATILINKS 0 N C OM PUTE RS SYSTEM COMPUTERS

Figure B1.30

76 FLIGHT CONTROL SYSTEM: ELECTRIC APPROACH

TATINTEGRATED ACTUATOR PACKAGE2Aa

Figure B1.31

EMAS: WRAP-AROUND MOTOR DESIGN

CLUTCH 6 POSITION / ENCODERAREA

SCREW JACK

BEARING

Figure B1.32

77 EMAS CONVENTIONA1,WITH NO BACK DEVICE (SUNDSTRAND)

FINAL STAQE ?LANETMY OEARlNO (6 SETS)

NO-BACK DEVICE INPUT SHAFT

AIRFRAME STRUCTURE MOUNTS

Figure B1.33

TRACTIONDRIVE MECHANICAL SERVO

TEERING INPUT)

STEERABLEROLLERS FIXED ROLLERS

Figure B1.34

78 ECCENTUATOR KINEMATICS

CARRIER

I

IWN

0BEND = BEAM ANGLE Cfim-I-E?! M ""nnlL..-, 1800 cw ccw

Figure B1.35

CANDIDATE POWER SYSTEMS

0 FIVE CANDIDATES A ADVANCED CSD SYSTEMS B VARIABLE SPEED CONSTANT FREQUENCY (VSCF) CYCLO CONVERTER C VSCF: DC LINK D 270 VDC E DIRECT DRIVEN GENERATOR SYSTEM (DDGS) 0 STATUS ALL DEVELOPED EXCEPT E

Figure B1.36

79 POWER GENERATION SYSTEMS: I CONVENTIONAL I

I

I @ 1 , 4 CVCF BUS

I 270VDC 1 1 28 VDC 270VDC 1 . I 28 VDC

I CONSTANT SPEED DRIVE SYSTEM I IVSCF~CYCLOCONVERTER SYSTEM^ VARIABLE SPEED CONSTANT FREQUENCY

Figure B1.37

CONSTANT/VARIABLE POWER SYSTEM: (DIRECT-DRIVE) ip .270 VDC!

PARTIAL AC POWER CONVERSION

Figure B1.38

80 pa0 POWERTRANSMISSION EFFICIENCY A

Figure B1.39

FEATURES OF PRIMARY 3 PHASE 400V 800 HZ POWER 1. SMCO GENERATOR PRIMARY SOURCE OF POWER 2. INHERENT PM CHARACTERISTICS PROVIDES CONSTANT E/F RATIO 3. CONSTANT E/F IDEAL FOR INDUCTION MOTORS 4. POWER SYSTEM DESIGN EXTREMELY SIMPLE 5. 40OV 800 Hz YIELDS 200V 400 HJ270 VDC ON GROUND 6. 800 Hz PERMITS UP TO 48.000 RPM MOTOR SPEEDS 7. 4OOV 800 H, YIELDS: 0 LOWER FEEDER 0 LOWERXMFWMACHINE WEIGHTS 0 LOWERFILTER I 8. SYSTEM OPERATES AS: 0 POWER OC SPEED 0 DEDICATED CONSTANT POWER

Figure B1.40

81 150 KVA SMCO STARTER/GENERATOR CROSS SECTION

Figure B1.41

WOSEDINSTALLATION OF INTERNAL ENGINE GENERATOR

Figure B1.42

82 FLIGHT ENGINEER'S INTEGRATED DISPLAY PANEL

Figure B1.43

TYPICALHYDRAULIC FLOW DEMAND

" 70 -

80 - 50 - 40- G PM 30 - 20 -

10 -

Figure B1.44

83 FLAP SERVO VALVE CONTROL (LOOKING AFT)

Figure B1.45

HYDRAULIC LOAD .CENTER: 1-101 1-500

ELIMINATION OF HYDRAULIC LOAD CENTER IN ALL-ELECTRIC ATA:- ELIMINATES WEIGHT & COMPLEXITY OF HYDRAULIC LINES & COMPONENTS

ELIMINATES LABOR INSTALLATION & HYDRAULIC MATERIAL COSTS

FREES VALUABLE REAL ESTATE IN FUSELAGE UNDERFLOOR AREA

Figure B1.46

84 SOLID STATE POWER' CONTROLLERS (LOCKHEED) ,, ., &

PHASE I CONTROLLER

LOGIC

PHASE II CONTROLLER

Figure B1.47

ELECTRIC AI

'cSTEALTH'' HYDRAULICS

.48

85

I Ill1 I1 I1 Ill I

ATAPNEUMATIC SYSTEMS

SHUTOFF VALVE

POWER UNIT

ZONE DlSTRlBU SUPPLY DUCTS

URBINE MOTORS

IR CYCLE MACHINE ATER SEPARATOR STARTER

Figure B1.49

POWERPLANT CONFIGURATIONS:CONVENTIONAL VS ALL ELECTRIC,ATA

CONVENTIONAL

POWERPLANT

RTER SYSTEM

ER TAKE-OFF

MODIFIED 1-101 POWERPLANT

ELECTRO-MECHANICAL D

Figure B1.50

86 ECSSCHEMATIC: CONVENTIONAL, ATA

0 YOTAIR @ BUITERFLIVALVE -L WARM AIR Q CHECK VLLVE CONOlTlONEDAlR FLOWCONTROLVALVE - RAM AIR ASPIRATOR "Ea1 LXCHLNGLR

P

Figure B1.51

APGS: POWERING All-ELECTRIC ECS

I I ENGINE BLEED I h STAG E ELIMINATED t-FUSEIAGEI I HI- I I - I P I ECS i REMOVED DUCTS !PACK. = L """""" E N

"""""1 ECS U ADDED I 2'PACK. M "--h-"--(gELECTRIC LINES I EM } I I RAM - I r I ELECTRIC MOTOR AI R I COMPRESSOR +FUSELAGE

Figure B1.52

87 BLEED AND SHAFT POWER EXTRACTION EFFECTS ON SFC 35K/0.8M/STD DAY CONSTANT THRUST

W ASFC W ASFC

I

0 1.0 2.0 3.0 4.0 ENGINEBLEED - LBISEC SHAFT POWEREXTRACTION - HP

Figure B1.53

ECSFUEL REQUIREMENTS:CONVENTIONAL VS ELECTRIC,ATA

Figure B1.54

88 ELECTRIC STARTING WITH PROGRAMMED - TORQUE

100 - -HP ROTOR RPM

400-

Figure B1.55

SYNCHRONOUS MOTOR STARTING

5PHASEAC QENERATOROUTPUT- SmCOs GENERATOR 3 PHASE #)o Hz 4

ROTOR POSITION ISENSOR

LOGIC START PANEL ENQINEDATA 3 t FEATURES 0 SYNCHRONOUS (SrnC05) GENERATOR USED AS STARTER 0 SYNTHESIZED AC FIELD COMMUTATED BY ROTOR SENSOR OTOROUE/INERTlA RATIO CAN BE PROGRAMMED 0 ELIMINATES SEPARATE (PNEUMATIC) STARTSYSTEM ,-. 0 EMPLOYS DEDICATED POWER ELECTRONICS DISADVANTAGES EA RLY DEVELOPMENT0STAGE EARLY ?5P REDUNDANT POWER ELECTRONICS REQ'O "+ 0 GENERATOR MAY BE SIZED BY START REOUIREMENT

Figure B1.56

89 Figure B1.57

GROUND SERVICE CONNECTIONS

METERS

O'P'

0 100 mmma loodo INCHES

Figure B1.58

90 CENTRALIZEDELECTRIC POWER DOCKING TERMINALS

POWER CEWEIIATIOW

Figure B1.59

SPS WEIGHT: CONVENTIONAL VS ALLELECTRIC, ATA

ELECTRIC -t 5,960

AVIONICS 2 ,960 ELECTRIC 2,960 5.470 FCS 5.9 90 AVIONICS 5.990 2.870

FCS E C S 5.060 ECS 8.270 ECS HYD 6.180 2,700

Figure B1.60

91 ALL ELECTRICAIRPLANE: CYCLED WEIGHT SAVINGS

26r b ~ 23.500 LB FUEL (ON TOGW) (SIZING) 20 - FUEL (RSS)

FUEL IBLEED)k~u~~ 15 - (DRAG) 14,100 LB PROPULSION (ON OEW)

10 - SYSTEMS

5- STRUCTURE

Figure B1.61

All-ELECTRIC AIRPLANE SUMMARY, ATA

PRODUCTION COST SAVING/SHIP S1630K MAINTENANCE SAVING: LABOR -0.20 MH/FH (6%) MATERIAL-1.68 $/FH (6%) FEATURES: SYSTEM CHECK OUT WITHOUT ENGINE SYSTEM MONITORING MORE SIMPLE FLIGHT ENGINEERS PANEL MORE SIMPLE MAINTENANCE PERSONNEL LESS SPECIALIZED IMPROVED GROUND POWER UTILIZATION ENGINE CHANGE SIMPLIFIED

Figure B1.62

92 ALL ELECTRIC AIRPLANE: DEVELOPMENT SCENARIO

1984 POWER GENERATION 7 7 1984 VITECHNOLOGYCOMPLETION ENGINE STARTING DATE 7 1984 ELECTRIC ECS 7 1985 POWEROlSTRlBUTlON EMAS 986 FLY BY WIRE/LIGHT ””.1988 POWER BY WIRE 7 1984 MOTOR TECHNOLOGY - 7 1984 STATICPOWER ELECTRONICS SOSTEL -::x: SSPCS

0 EMAS: ELECTROMECHANICAL 0 MOTORTECHNOLOGY ACTUATORSYSTEM POWEREDWHEELS FC S ACTUATORS .COMPRESSORSACTUATORS FCS ‘PUMPS 9 LO ACTUATORS THRUST REVERSERS NOSEWHEEL STEERING 0 SOSTEL SOLID STATEELECT. LOGIC BRAKES 0 SSPCS:SOLID STATE POWERCONTROLLERS

Figure B1.63

AN All-ELECTRIC DEVELOPMENT SCENARIO

ELECTRONIC

1 1980 1990

Figure B1.64

93 TWO MAJOR ALL-ELECTRICPAYOFF TECHNOLOGIES

COST SAVINGS WT SAVINGS (AT $1.80/GAL)

STARTER/GENERATOR AND ELECTRICECS 60% 55%

FLY BY WIRE, EMAS AND RSS 40% 45%

Figure B1.65

BENEFITS OF ALL ELECTRIC AIRPLANE

AIRFRAME ENGINE A IRLINE S/MILITA RY SUPPLIER AIRLINES/MILITARY SUPPLIER

0 LOWER ACQUISITION 0 LOWER OEW/TOGW 0 BLEED PROVISIONS COSTS 0 IMPROVED PERFORMANCE ELIMINATED 0 LOWER DOC/FUEL COSTS 0 REDUCED ENGINEERING IMPROVED SFC/ 0 REDUCED MAINTENANCE/ HOURS PERFORMANCE LOGISTICS 0 0 REDUCED REDUCED WEIGHT 0 LOWER CAPITAL MANUFACTURING HOURS .TRANSVERSE THRUST LOADS INVESTMENT 0 SIMPLIFIED AIRCRAFT REDUCED 0 HIGHER PRODUCTIVITY/ SYSTEMS 0 NO 'CUSTOMIZED' BLEED REQS AVAILABILITY 0 REDUCED SYSTEMS 0 LOWER LIFE CYCLE TESTING 0 SIMPLIFIED POWER PLANT COSTS LOWER SYSTEM/ 0 REDUCED INSTALLATION/ COMPONENT COSTS REMOVAL TIMES

Figure B1.66

94 Appendix B

2. A PROPULSION VIEW OF THE ALL-ELECTRICAIRPLANE

Robert P. Wanger AircraftEngine Group General Electric Company

95 Contributing Technologies

0 Energy Efficient Engine

Contract No. NAS3-20643 NASA Lewis Research Center

0, Structures Performance Benefit Cost Study Contract No. NAS3-22049 NASA Lewis Research Center

0 Samarium Cobalt GeneratodEngine Integration Study

Contract No. F33615-774-2018 USAF - AFWAL/POOS

0 150 KVA Permanent Magnetic VSCF Starter-Generator

Contract No. F33615-74-C-2037 USAF - AFWAL

Figure B2.1

Forecast - Increasing Power Requirements -KVA/Eng. Airframe (E3) Engine

Conventional KVA Rating for Typical 90 Present System State-of-the-Art Aircraft with IDG/VSCF

As Above + Electric Engine Starting 120 As Above But Eliminate Air Starter As Above + Electric Driven ECS/Motor 180 As Above + Eliminate Driven Air Compressor Most Engine Bleed

As 2 + Power By Wire, Fly By Wire 2 x 120 As 2 + Eliminate Hyd. Pumps

All Secondary Power in Form of KVA, 2 x 150 Mech. Driven Engine Including Bleed Air Accessories & Generator/ Starters

Same As Above 2 x 200 Motor Driven Engine Accessories

Figure B2.2

96 Energy Efficient Engine Baseline Data

auerIer SI&* Fan / 10 Sbga 231 HPC \ Conlrol Acceesorles \ Double-Annular TWOYeln Frames Cornbuslor FADEC

Takeoff - Standard Day Cruise - 35K, hl .8

36,502 Ib Thrust 8425 Ib Net Thrust 10,718 pph Fuel Flow 4692 pph Fuel Flow

Figure B2.3

Alternate Power Extraction E3 At Cruise - Constant Thrust

-.s a 2- C na -a

0 100 200 300 400 Bleed pps + Shaft hp - Fuel Penalty per Engine Fuel Penalty per Engine 0.21 pph/hp

Figure B2.4

97 I I1 lllll I Ill1

Alternate Power Extraction ECS Example 50% RecirculationTwin Engine A/C - Two E3 At Cruise

Bleed pps Bleed - hp Shaft - p er Engine per Engine per Engine per Turbine Temperature + 31" F + 14" F

However This Propulsion Advantage Must be TradedOff Versus A/C Effects, Equipment Weight, RAM Drag, Etc. I

Figure B2.5

Alternate Engine/Generator Configurations

0 FanCase Mounted

0 Gas Generator Mounted

0 Integral Generator

Figure B2.6

98 FanCase Mounted

Hydraulic PUmPS Pneumalic Starter

Advantages Disadvantages State of the Art - Proven Frontal Area Best Accessability Increased Drag Cool Environment Longer Radial Drive

Figure B2.7

Gas Generator Mounted

Advantages Disadvantages

Reduced Drag (0.65% Less Accesrablllty Installed sfc Reduction) ($l/Fllghl Hour) Shorter Drlre Requires Thermal Shield Shorter Fuel Lines

Figure B2.8

99 I

Estimated Trend - 150 KVA PM VSCF - Weight and Efficiency Versus C Base Speed g loo[ a

ui 400 P System Ibs. E g 200 Generator Ibs.

ot 1 I I I I J 0 2000 4000 6000 8000 10,000 12,000 14,000

Generator Base Speed, rpm

Figure B2.9

Alternate Engine/Generator Configurations

0 Fan Case Mounted

0 Gas Generator Mounted

Figure B2.10

100 Integral Generator

-

F 'KL1OK 2OK 30K 40K 5OK Takeofl Thrurl - Ibr. Engine Size- Advantages Disadvantages

Low Drag - 2.3% Accessability - 6 Hour Replacement Gear Box Eliminated Low rpm and- High Performance Low Pressure Shaft Clearance Generator Bearings Eliminated (3" to 6" Internal Diameter) Result in Greater Weight Volume Limitation for Redundancy

Figure B2.11

An All Electric Engine for the All Electric Airplane

Electric Drive Payoff Function S.O.A. I Power-Typical Fuel Pumps GearboxDriven I 20 to 40 HP Cont. Eliminate Recirculation/Heat Load I I Lube Pumps I 1 to 3 HP Cont. I LocationFlexibility I ControlAlternator I 0.5 to 1 HPCont. (Retain for Redundancy) I Starter Pneumatic I 200 HP Inter. StarteVGenerator Integration I Stators Fuel I 1 HP Inter. Reduce Fuel Piping

Bleed Valves/ Fuel I 0.5 HP Inter. Reduce Fuel Piping Clearance Control I I Thrust Reverser Pneumatic I 40 HP Inter. Reduce Air Piping/Equipment

Figure B2.12

101 Recommended NASA Participation

0 Exploit Near Term Developments

- High Order Multidimensional Design Optimization Challenge

- Mission and Time Dependent

- Identify Interactive Factors

- Provide Data Base Management

- New Standards AC/DC/Split

- Failure Modes/Redundancy/EMI

0 Build Foundation for Long Term

- Fundamentals and Basics - More Powerful Magnetic Materials - Higher Mech. Strength Magnetic Materials - Novel Generating Technologies - Novel Gearing Mechanisms - A/C and Mission Forecasts

Figure B2.13

102 Appendix B

3. POTENTIALPROPULSION CONSIDERATIONS AND STUDY AREAS FOR ALL-ELECTRICAIRCRAFT

Thomas G. Lenox Commercial ProductsDivision Pratt & Whitney Aircraft Group

103 I1 I1 I1 I I I

TOPICS TO BE ADDRESSED

o GENERAL CONSIDERATIONS o ALL ELECTRIC POWER EXTRACTION o ACCESSORY DRIVETRAIN o INTEGRAL GENERATOR o CONTROLSAND ACCESSORIES

Figure B3.1

GENERAL CONS IDERAT IONS

o OVERALL AI RCRAFTCOST/BENEF IT ASSESSMENTNECESSARY o RELIABILITY/SAFETY CONCERNAS WELLAS COST/WEIGHT/PERFORMANCE/MAINTENANCE - FAILURE MODES - REDUNDANCY 8 MANAGEMENT o COMMERCIALAND MILITARYAPPLICATIONS MAY DIFFER o TURBOFANSAND MAY DIFFER o EXISTING NEWVS CENTERLINEENGINES

Figure B3.2

104 - "_ __ __ ......

GENERAL CONSIDERATIONS ___

o STUDYGROUND RULES/VEH I CLESIMPORTANT o BROAD VARIETY OF APPLICATIONSPOSSIBLE

Figure B3.3

ALL ELECTRIC POWER EXTRACTION

o FUEL ECONOMY

o CYCLE DEFINITION

o COMPONENT CHARACTERISTICS

o INSTALLATION ASPECTS

Figure B3.4

' 105 ALL ELECTRIC POWER EXTRACTION

~ ~~ ~~

IMPROVED FUEL CONSUMPTIOH APPEARS SIGNIFICANT

SPECIFICFUEL CONSUMPTION INCREASE

~ ~~~

POWER EXTRACTION

Ffgure B3.5

ALL ELECTRIC POWER EXTRACTION

CURRENT EXTRACTIDN PENALTIES

1 20K 4 i % x SPECIFIC SPECIFI'C I 7RBoPRoP FUEL FUEL CONSUHPTION CONSUMPTION INCREASE INCREASE

01 I r 0 1 2 3 0 100 2 00 300

SHAFT POWER HP AIRBLEEO PPS - - (CORE ENC INE)

Figure B3.6

106 I:

ALLELECTRIC POWER EXTRACTION

EFFECTVARIES WITH MGINE SIZE AND TYPE

8 - 20K TURQOPROP SUHMATIONOF CONVENTIONAL EXTRACTIONREQUIREHENTS x 6 SPECIFIC FUEL CONSUHPTION 4 - 40K INCREASE

2-

0 I I I I I I I I I I 0 100 200 300 400 500 600 700 BOO 900 loo0 1100

SHAFT POWER - HP

(CORE ENGINE)

Flgure B3.7

ALLELECTRIC POWER EXTRACTION

IMPROVED ECONOMY POSSIBLEWITH NEW ENGINEDESIGN

CRUISE CONVENTIONAL SPECIFICFUEL EXTRACTION CONSUMPTION

IMPROVED ECONOMY

ALLELECTRICAL

WITHOUTEXTRACTION

BYPASSRATIO

Figure B3.8

107 lllllllllllllllll Ill1 I

ALL ELECTRIC POWEREXTRACTION

CMPRESSORSTABILITY MARGIN A!IVERSELY AFFECTED

STEADYSTATE COMPRESSOR OPERATING PRESSURE LINES RATIO

CONSTANT COMPRESSOR SPEED

COMPRESSORFLOW

Figure B3.9

ACCESSORY DRIVE CONSIDERATIONS

MANY MECMNICAL DESIGNIHPACTS

GEAR SIZING

STRUTTHICKNESS

I \ LOCAT I ON - TORQUE REQUIREMENTS =I E PROF11 E - CRITICAL SPEED - BEARINGLUBRICATION . .- -. - . - - SPEEDREQUIREMENTS

Figure B3.10

108 m p A/CACCESSORIES IN PYLON

FULL DUTY GEARBOX(ENGINE AND A /C ACCESSORIES A/C ON A/C ACCESSORIES) BACK OF GEARBOX

Figure B3.11

Figure B3.12

109 Figure B3.13

INTEGRAL GENERATOR

CONSIDERATIONS

o RELIABILITY o REDUNDANCY o MAINTAINABILITY o ROTOR DISCONNECT o THERMALLOADS o VITAL ACCESSORY DRIVES - LUBE PUMP - FUEL PUMP

Figure B3.14

110 CONTROLSAND ACCESSORIES

TRADEAREAS WHICH SHOULD BE STUDIED

o ELECTRIC DRIVE - FUEL PUMPS - LUBE PUMPS - GEOMETRY ACTUATION - DEOILER - THRUSTREVERSER - PROP PITCH - HYDRAULICS o A/C POWERFOR CONTROL SYSTEM o ANT I - I CE/DE- I CE FUNCTIONS o ELECTRIC STARTING

Figure B3.15

CONTROLSAND ACCESSORIES

ELECTRICAL PONER TYPE 8 QUALITY REQUIREMENTS DIFFER FOR VARIOUS POSSIBLE FUNCTIONS

o VARIATIONS o INTERFERENCE o TRANS I ENTS o INTERRUPT

Figure B3.16

111 CONTROLS AND ACCESSORIES

BENEFITSWITH ALL ELECTRIC CONCEPT

o CONTROLLABILITY OF ELECTRICFUNCTIONS o DEMAND CONTROLLED PUMP SIMPLICITY 8 THERMAL LOAD RELIEF o ELECTRICEXTRACTION ACCURATELY MEASURABLE - POWER SETTING - LOADSHARING - FAULTDETECT1 ON

Figure B3.17

SUMMARY

o SROAD PROPULSION SYSTEM IMPACTS o MANY QUEST IONS

o STUDY REQUIRED TO OBTAIN ANSWERS o TECHNICAL CHALLENGES ABOUND

o INTERACTION NECESSARYBETWEEN AIRFRAME AND PROPULSION PEOPLE

ORGANIZED PROGRAM NEEDEDTO OBTAINCREDIBLE ASSESSMENT

Figure B3.18

112 Appendix B

4. A LOOK INTO THE FUTURE...THEPOTENTIAL OFTHE ALL-ELECTRIC SECONDARY POWER SYSTEMFOR THE ENERGY EFFICIENT TRANSPORT

AlanKing . Air All-ElectronicsDivision WestinghouseCorporation

113 llIlllllIllIIlllllIlllIllI I I I

All Electric Airplane Total Electric Secondary Power System

0 Eliminates

Hydraulic system Engine bleed Pneumatic system Separate start system Mechanical flight controls

0 Reduces

Accessory power Thrust loss SFC penalties Engine weight Aircraft weight

0 Improves

Reliability Maintenance Logistics LCC

Figure B4.1

All Electric Airplane Typical Benefits - Total Electric Secondary Power System

0 5,600 Ibs. less fuel in 5 hour flight 0 6,300 Ibs. less SPS hardware 0 23,500 Ibs. less TOGW in 240,000 Ib. airplane 0 Financial value for 300 aircraft/l6 years - 6% reduction in DOC - Equivalent to $9 billion at $1.80/gal. (Ref.: SAE 801 131, M. Cronin, Lockheed, 10180)

Figure B4.2

114 All Electric Airplane

a Why attractive today? 0 Advances over the years in electrical power system component weights, reliabilities, and distribution/control concepts have out-stripped advances in hydraulic systems and pneumatic systems 0 The trend of the future is electric 0 The technology is here today!

Figure B4.3

Aircraft Generator Specific Weight

I I I I I 1955 1960 1965 1970 1975 1980

Figure B4.4

115 High Power Transistors

300 250 200 Amp 150 Rating100 50 0

Figure 84.5

Reliability Highlights

0 20,000-24,000 hrs. MTBF, SOC generators 0 2" for SmCo PMG/Motor 0 Power switching devices - MTBF 8OoC 125OC - 6 Trans.Bridge 83,120 37,550 - 36 SCR Bridge 4,770 1,290 0 2-engine/4--generator system - Probability of 1 channel onlyin 1 -hr. mission: 1.12 x 10-11 - Probability of all power lostin 1 -hr. mission: 6.25 X 10-12

Figure B4.6

116 All Electric Airplane Typical Single Channel Schematic

270 VDC for EM ECS Actuators

As-Generated Frequency (400-800 Hz.) - Boost Pumps - Galleys - Anti-king I 150KVA I Controlled V/f Power Starter/ Motor - Static - "" Power - ECS Engine Conversion Motor - "" System Starter/ + Motor u I Generator k-1 For: Optimum ECS Operattng I -! StartingEngine (80 HP each. 50.000 RPMI I- "" -

Hz,, -+ Constant 400 Hz. Power(OC-Link VSCFI 60 Hz. or 400 Hz. I!+ 28 "DC Power "+ Operattng Mode Ground + -. Starclng Mode Power

Figure B4.7

Preliminary SPS Weight Estimates Two Channel System item Qty./AC Total Lbs.

Starter-Generator 4 300 GCU 2 20 ECS/Eng. Starter Inverter 2 300 Regulated TR Unit 4 360 DC-Link Inverter 2 80 ECS Compressor Motors 3 21 0 Contactors 220 22 1,490

Miscellaneous 600 2,090 (Vs. 5,000 Lbs. Removed) Figure B4.8

117 IIIIIIII lllllll I

All Electric Airplane Issues Worth Highlighting

0 Wound rotor vs. SmCo PMG 0 PMG disconnecthternai faults 0 Induction motor vs. SmCo BDCM 0 HVAC vs. HVDC vs. LVAC vs. LVDC 0 Frequency choices 0 Ground power choices 0 Motor controller/switches - ECWS-G/Cross-Tie start - Industry motivation

Figure B4.9

All Electric Airplane Issues Worth Highlighting

0 Shaft power extraction vs. pneumatic power extraction 0 Hydraulic power vs. EMA power 0 Hydraulics evoluationary VS. revolutionary 0 Pneumatics revolutionary vs. evolutionary

Figure B4.10

118 All Electric Airplane Issues Worth Highlighting

0 Dual redundant elec./hyd./ pneumatic systems 0 Quad redundant vs. dual redundant FCS 0 Distributed electrical power - MUX - APM - etc. 0 SSPC'S

Figure B4.11

Solid State Power Controller

I"------1 - Power I IoLoad Sourceo I Switch I I- I I,Status Protect Report 1 Status output I *I I - I Control, I Control 7 I Input I"""-I

Figure B4.12

119 TRIP CHARACTERISTICS

SSPC I Envelope I\

t EMCu B Spec Limits

Duration of Overload

Figure B4.13

NASA SpaceShuttle I Development I LJSAF E-1

NASA Hiah Voltane DC E E m NSWC AEGIS 2 n - NADC- AAES Martin Marietta- VLS

1969 1975 1981 Year

Figure B4.14

I I111 I11111111111 II I 1111 I

'Figure B4.15

Figure B4.16

121 All Electric SPS

a Eliminate entirely - Hydraulic system - Pneumatic system

e Revolutionary idea

0 Tough decision

0 Let the facts make decision

Figure B4.17

Facts

System weight

0 Reliability

0 Specific fuel consumption

Life cycle cost

0 Risk

Figure B4.18

122 .Critical Milestone Decisions

e Research

0 Optimization

0 Demonstration

0 Specification

a Full scale development

a Production

Figure B4.19

All Electric Airplane Estimated Timetable - SPS

1984 1985 Major Milestones -1982 1983 1990 2341234 2341234 2 34

Research

L

Demonslralion Fmaltze Demo System 3 Fabrxale Demo Hardware Tesl and Evaluatton A A

Cull Scale DeveloDment A A

"

Figure B4.20

123 Ill1 Ill IIIII I I I Appendix B

5. 400-HERTZ CONSTANT-SPEED ELECTRICALGENERATION SYSTEMS

Richard McClung Sundstrand Corporati on

PREFACE This presentation is based on the premise that an allelectric aircraft willnot suddenly emerge, but elements ofan allelectric aircraft will be incorporated on severalsuccessive aircraft. It is surmised that 400-Hz systems will be attractive for many yearsas the best sourcefor power distribution to the 1oads .

125 The purpose of this presentation is to bring you up to date onstatus the of 400 Hz ConstantSpeed Electrical Generation Systems(EPGS) in 1981, to giveyou some insight as to why constantspeed electrical generation systems are desirable for installation in an all electric aircraft, and to project the system’s capabilities into the 1990s.

Figure B5.1

As youcan see from the slide, hydromechanical speedconversion has been around for many years. However, the application of the concept has not remained idle.

Figure B5.2

First of all, let’s talk about what has kept a constant speed system competitive in 1981 and a viable candidate for the all electric airplane. These three systems arerepresentative of thetechnology available for the higher ratings in an all electricairplane. Two of thethree systemsare 75/90 kVA and share common electromagneticswith the APU driven channel. The third is a 40 kVA systemwhich has no APU but is hardened for nuclear environment.

Figure B5.3

126 Figure B5.4

Figure B5.5

Some of thesystem features which havemaintained the IDG asan attractivemeans to produce 400 Hz electric power include:

High reliability

Straightened maintenance

Low weight

Latest technology Figure B5.6 Advanced BITE

and single point responsibility

127 I I,

Basically, the apphcation factors in an aircrafthave influenced us to use electronicswhere they perform their functionsmost effectively and hydromechanicalcomponents in the engine environment where temperature and vibration usually are severe.

Figure B5.7

- capability.

As a part of thesystem which can providethese features, the IDGS has been designedto eliminate these failure modes.

Figure B5.9

128 Before I proceed,let me reviewthe basicsteps of producing constant frequencyin a constantspeed generating system.

The variable input speed is brought into the IDGS....

Figure B5.10

whereit istrimmed by the hydraulic units which add turns at engine idle or subtract turns at maximum throttle.

Figure B5.11

The resultant turns are summed in the geardifferential to produce a fixed outputspeed (in this example, 12,000 rpm) ....

Figure B5.12

129 to turn the generator.

Anothermeasure of thesystem evo!ution is reliability. This figure based on field data shows that the reliability trend for the various generations of 400 HZ systems fromthe HD throughthe IDGShasincreased inversely proportional to the decrease in weight.

130 We haveaddressed reliability by designing the engine or AMAD mounted IDGS equipment to be tolerant of the hightemperature andvibration environment,controllingby the environment of the generator, reducing thenumber of oilseals, internally routingharnesses and protecting all connectors. And last, but not least, by paying attention to details based on field experience.

Figure B5.16

For example, it is axiomatic that fewer partsincrease reliability. We have therefore made every effort to delete as manycomponents as possible by working with the engine suppliers and field service representatives as in this example of input shaft configuration.

Figure B5.17

Figure B5.18

131 Maintenanceprocedures have been simplified and reduced to eliminate as much as possible the human element asthe cause of eventualremoval or failure.

Figure B5.19

Theconstant speed EPGS is less oil sensitivethan other systems,but we havemade it evenless sensitive to error. Oil level check is now made by a go-nogo indicator consisting of a prismatic glass which is dark when the oil level is acceptable and light if oil is needed. A fill to spill standpipe prevents overfilling.

Figure B5.20

Figure B5.21

132 All service points have been located for access from one direction to reduce the number of cowl access ports necessary to check the unit.

Figure B5.22

The new IDGSs are similar enough to present equipment to retain personnel familiarity, but bypaying attention to detailand modularizing components, repair has been simplified andrepair times reduced.

Figure B5.23

Figure B5.24 Figure B5.25

Theimportant point I wishto make is that there is nothing to limit the growth of the constant speed EPGS rating to that required for the all electric airplane.

The mainpowerTheconversion componentswhich grow to meet the increased rating are the differential and generator. Since the generator speed is held constant, a 200 to 400 kW machine is notunreasonable in theimmediate future.The differential is certainly capableof growth to handle the increasedrating for connectedloads and engine start requirement. Figure B5.26

While I am onthe subject of engine starting,let me expand on some features of the hydromechanical IDGS as a starter.

134 The differential as shown can transmit torquein either direction. During the initialphase of thestart, the synchronous motor is spun up to speed beforeapplying the engine cranking load.

This is accomplished by feathering the hydraulic trim units to prevent rotation of the starter output shaft while the motor (generator)portion is spinning upto synchronousspeed as an induction motor.

Uponreaching synchronous speed Figure B5.27 unloaded, the synchronous motor field is excitedand the hydraulic units are trimmedor controlled to follow the engine acceleration torque profile.

Two of the features of this system which I want you to remember are:

1. Normalbus waveform is maintainedwithout distortion throughout the start sequence sincemaintaining bus waveformis valuable during crossstarting when aircraft loads may beconnected to theoperating generator channel, and second,

2. Thepower factor duringthe start is maintainedstartis at approximately .96 lagging which reduces the heating in thesupply channel and minimizesthe kVA required for starting.

135 ."..

Now let us go on to the controls for a moment. Referring to my commentat the beginningin which I indicated we haveapplied electronics where they makethe greatest contribution, by applying microprocessors to the EPGS we have tapped into a new design tool which gives us a fargreater decision making capability within the control and protection system than ever before all within a package size similar to previous systems.

Figure BS.28

Figure B5.29

Particularly, what we are striving for is reduced cost of ownership. We feel that by monitoringthe activity within the controlunits and other LRUs and accuratelyreporting to Maintenance personnel the system status, that the greatest impact on operating cost could beeffected. To accomplishthis, we incorporate the microprocessor into the systemby programming it to perform the logic and operation ofthe system whichinclude control and protectior functions. In addition, with virtually thc same partscount, an accurate BIT' capability is available. pi eure B5.30 Thetypical control and protection functions as shown here are provided.

Figure B5.31

The application of the microprocessor to the control and protection of the EPGS resultsin a unitwhich iseasily maintained as well as a system in which faulty LRUs are identified quicklyand accurately.

Figure B5.32

Figure B5.33

137 The object is to minimiz:e the troubleshooting time anId the test 0. K.’s, or in other words to brilng the me;an time between removals up to the actual MTBF.

Figure B5.34

This is accomplished by storing system malfunctions in non-volatile memory for interrogationmaintenance by personnel.

Figure B5.35

Briefly, the built-in-test functional areas include operational BITE, maintenance BITE,non-volatile memory, and the display.

Figure B5.36

138 Operational BITE monitorsevents, monitors status, identifies malfunctions, isolates to LRU or system area.

Figure B5.37

Maintenance BITE performs an end to end check of the GCUs and BPCU.

Figure B5.38

Non-volatilememory stores data partitioned by flight.

Figure B5.39

139 The 24 character alphanumeric display is located on one of the control units, most logically the BusPower Control Unit, since thereis only one peraircraft. The display data may.also be remoted to a CRTin the cockpit for inflight access to the operational BITE data.

Figure B5.40

For example, let’s look at the display sequence for anexter mal power undervoltagetrip caused by a faulty BPCU component.

Figure B5.41

Figure B5.42

140 Figure B5.43

Figure B5.44

Figure B5.45

141 Figure B5.46

Figure B5.47

Figure B5.48

142 Figure B5.49

Figure B5.50

Figure B5.51

143 ” Figure B5.52

Figure B5.53

Figure B5.54

144 In summary,the 1981 IDGS system contains all the elements of a system which could supply 400 Hz power and enginestarting for the all electric airplanewhile offering the user the flexibility of the microprocessor whichto date has just been touched asfar as its capabilities are concerned in the areaof load management.

Figure B5.55

Figure B5.56

145

Appendix B

6. ELECTRIC ECS

Dale Moeller AiResearch Corporation Garrett Corporation

147 ECS FUNCTIONS

CABIN PRESSURIZATION

VENTILATION

0 AIR CONDITIONING

Figure B6.1

AIRCRAFT REQUIREMENTS

MILITARY AIRCRAFT

AVIONICS COOLING LOADS SIZE ECS; PRESSURlZATlON/VENTILATlON SECONDARY CONSIDERATIONS; SUPERSONIC FLIGHT MAKES HEAT SINK SELECTION CRITICAL

COMMERCIAL AIRCRAFT

INFLIGHT VENTILATION FLOW SIZES ECS; GROUND COOLING PERFORMANCE CRITICAL

Figure B6.2

148 GENERAL CABIN AIRFLOW REQUIREMENTS

LPRESSURlZATlON

Figure B6.3

WHY OR WHERE DOES ELECTRIC DRIVE FIT

APPLICATION PRIORITIES

MILITARY PERFORMANCE WEIGHT

COMMERCIAL ENERGY CONSERVATION MINIMIZE FUEL COST

Figure B6.4

149 WHY OR WHERE DOES ELECTRIC DRIVE FIT

AIR CYCLE? VAPOR CYCLE?

PRESSURIZE VENTILATE COOL OR HEAT GROUND COOLING OR HEATING

Figure B6.5

MOTOR - H.P. VS RPM

HP = KD~ ND = CONSTANT L/D = CONSTANT H.P. L/D<2.5

I SPEED - RPM

Figure B6.6

150 EXISTING ECS TYPES

MOST APPLICATIONS USE AIR-CYCLE ECS t EXPANSION WATER REFRIft3:ATIONSEPARATOR 1 I AIR'OLD 4

OCCASIONAL APPLICATIONS USE VAPOR-CYCLE ECS t E LE C TR IC VAPOR ELECTRIC CYCLE PNEUMATIC POWER

Figure B6.7

767 AIRCRAFT CABIN AIR CONDITIONING AND TEMPERATURE CONTROL SYSTEM

FL IGH T FWD AFT FWD FLIGHT STATIONCABIN ZONE CABIN ZONE

RECIRCULATED CABIN AIR

Figure B6.8

151 ECS EXAMPLE

CONVERTER 25 KRPM 30 KAPM

C ABIN ACM CABIN . GROUND OPERATION 75 LWMIN FLOW - 100 HP COMPRESSOR SHAFT POWER 25,000 RPM 40,000-FT OPERATION 57 LWMIN FLOW - 120 HPCOMPRESSOR SHAFT POWER 30.000 RPM

Figure B6.9

TYPICAL INVERTER SCHEMATIC

hLm

39 AC 400-2000HZ

0 HEAVY INDUCTOR WITH LOW FREQUENCY SOURCE

+ 4 Yi d

39 ” 50-60 HZ ” Yr TO ZOO0 HZ Y6 ;c - L

0 SMALL OR NO INDUCTOR

Figure B6.10

152 ENGINE STARTING USING ECS AC-AC CONVERTER

QROUND 34AC POWER 400HZOR- AC-IC 80 Hz -CONVERTER

3.0 -&+ +oENEL7OR-I

W MODE 3

0P 2.0 I- n 2 W - z 1.0 (1 f

OO .25 .so .75 1.0 ENGINE PAD SPEED

Figure B6.11

Figure B6.12

153 ALWT ELECTRONICS

PROPULSION DRtVE ELECTRONtCS SECTION 275 VDC POWER RATING, 100 KW *WEIGHT, 36 LBS POWER DENSITY -2.8 KW/LB *0.098 KW/IN3

Figure B6.13

WHAT NEEDS TO BE DONE

*AIRCRAFT PRIME AIRFRAMECO. WITH SUPPORT FROM INDUSTRY *EVALUATE - ELECTRIC ECS (NO BLEED) - RESOLVE WING ANTI-ICE -FUEL-MAINTAINENCE COSTS *SHAFT POWER DOC *RAM AIR DRAG DOC WEIGHT DOC *TRADEOFF VS - OPTIMUM BLEED SYSTEM .WHICH BEST SUITS AIRLINE OPERATIONS?

Figure B6.14

154 Appendix B

7. ENVIRONMENTAL CONTROL SYSTEMS

Fred Rosenbush Hamilton Standard Division United Technologies Corporation

155 ENVIRONMENTAL CONTROL SYSTEM

Fresh air source Air conditioning packs Recircfans Electricheaters

Figure B7.1

FRESH AIR SOURCE

Centrifugal Engine compressor \

guide vanes air Fresh

Engine driven compressor (no engine bleed) Fresh air flow control

Figure B7.2

156 BASIC VAPOR CYCLE AIR CONDITIONING

C abin Cabin Cabin supply return supply 1 - Recirc Evaporator fan I Expansion .c valve Cooling Cooling Condenser I'M air e -"- --,F/ air fan t Overboard

Figure B7.3

VAPOR CYCLE AIR CONDITIONING

Electricmotorlturbine Cabin drivenvaporcycle SuqPlY Variable electric motor Ground driven recirc fan Irssh 2 FM E lectric heaters Electric .

t 3

Liquid rmk.

Figure B7.4

157 AIR CYCLE AIR CONDITIONING SYSTEMS

Blamd Simple cycle (1949-present) Light, inexpensive Requires high bleed pressures F8n Turbine

Bootstrap cycle (1955-present) More complex Better performance BIamdConditloned Water alr CompressorTurbine

Simplelbootstrap cycle (1967-present) Sim ple cycle simplicitycycle Simple Bleed Water Conditioned Bootstrap performance air air ssparator CompressorFanTurbine

Turbine Bleed REClRCAlR cycle (1976-present) air Bootstrap performance Return Minimum bleed air usage I

Flgure B7.5

Cabln C8bln r8turn AIR CYCLE AIR su?ly

Frash 81r lrom EDC

R8m d-T

REClRCAlR refrigeration cycle Variable electric motor driven compressor Variable electric motor driven recirc fan Electricheaters

Figure B7.6

158 3

Figure B7.7

VAPOR CYCLE ECS PARTS LIST - Name Controlled Bv Comments -No. 1 I 1 Engine driven compressor Outflow Variable geometry Gear shift or mod sp’d Emergency starting Reversing gear Diffuser shift 2 Recirc fan Cabin vent flow Variable frequency Ground fresh air Indep’t motor cooling 3 Refrigerant boiler Min supply air temp Utilize waste heat Refrigerant superheat Pneumatic control 4 Vapor cycle machine Cooling load Variable frequency Power recovery Motorlgenerator Gas bearings 5 Evaporator Refrigerant superheat Dehumidification 6 Backpressure valve Min evaporator press Pneumatic control 7 Dual condenser Min condenser press Save ram by fuel sink Utilize cond’d H20 8 Receiver assembly Pump “off” for max heat, Submerged pumplM “on” for heat transport Dryerlstrainer 9 Ground air fan Ground & min temp Possibly variable Hz 10 Electric heaters Heating load Pulse width modulation 11 ECS controller Fresh & recirc flows Digital computation Cabin pressure Multiplexing Zone & pack temp Electrical actuator 12 Power controllers Motorlgen & speed Frequency & voltage 13 ClTS computer lnflight & ground Like 8-1 baseline monitoring -

Figure B7.8

159 VAPOR CYCLE INNOVATIONS

Variable frequencyhariable speed drives Supplemental power from waste heat Condenser cooled by air andlor fuel Pulse-width modulated electric heaters Digital computer for control and BIT

Figure B7.9

AIR CYCLE

Figure B7.10

160 AIR CYCLE ECS PARTS LIST - -rl0 Name Controlled By Comments 1 Engine driven compress Outflow Variable geometry Gear shift or mod sp’d Emergency starting Reversing gear Diffuser shift 2 Recirc fan Cabin vent flow Variable frequency Ground fresh air Indep’t motor cooling 3 Precooler Min supply air temp Save ram drag 4 Motor driven compressor Cooling load Variable frequency 5 Dual (primlsecond)HX Cooling load Save ram drag 6 Air cycle machine - Design for max elf 7 Condenserlmixer - Non-freezing design a Bypass valve Cooling load Electric actuator 9 Electric heater Heating load Pulse width modulation 10 ECS controller Fresh & recirc flows Digital computation Cabin pressure Multiplexing Zone & pack temp’s Electrical actuators 11 Power controllers Motor speed (2) Frequency & voltage 12 ClTS computer lnflight & ground Like B-1 baseline monitoring

Figure B7.11

RECIRCAIR INNOVATIONS

Variable frequencylvariable speed drives Non-freezing dehumidification (only sizeis new) Pulse-width modulated electric heaters Digital computer for control and BIT

Figure B7.12

161 RECOMMENDED NASA PIONEERING

With ECS vendors: ECS analysis and requirements EDC gearbox studies Variable geometry compressor studies Vapor cycle machine studies Control requirements definition

With engine vendors: Engine gearbox studies a) EDClstarter pad b) Generatorlmotor pad

With motorlgen. vendors: Main generatorlstarter motor VCM MlG controller Motor & controller for MDC Motor & controller for fan Central converter vs. individual clinverter Heater control withlwithout central converter

Figure B7.13

162 Appendix B

8. OVERVIEW OF HONEYWELLELECTROMECHANICAL ACTUATION PROGRAMS

Charles Wyll ie HoneywellCorporation

163 ELECTROMECHANICAL ACTUATION SYSTEMS OVERVIEW

BACKGROUND - SYNOPSIS 1980 SHUTTLE FLIGHT CONTROL SYSTEM SHUTTLE' ACTUATION ENHANCEMENT STUDIES HONEYWELL SHUTTLE ROLE WHY EMA'S ARE ATTRACTIVE NOW HONEYWELLEMAS PROGRAMS EMASDEVELOPMENT - Application - Methodology - SystemDefinition - Analysis - Hardware - Test - Status - Results OPINIONS OF INDUSTRY EMAS TECHNOLOGIES STATUS OPINIONS OF NASAS ROLE

Figure B8.1

BACKGROUND - SYNOPSIS PRIOR TO 1970

ALL PRIMARY ACTUATION HYDRAULIC IN AIRCRAFT - Redundancy developing for FBW and reliability - Significant power level increase - Big aircraft, larger/complex actuation systems, larger engine - Energy efficiency not a driver - FueVenergy and maintenance costs not drivers PRIMARY EM ACTUATION APPLIED BY NASA - Apollo SM-SPS TVC gimbal actuators - Apollo booster TVC gimbal actuators EM ACTUATIONCOMMON FOR SECONDARY/AUXILIARY FUNCTIONS - Brush type dc, single and two phase induction - Flight control secondary servos, spoilers, flaps, trim ACTUATIONPOWER GROWING FASTER THAN EM POWER CAPABILITY - Magnetic power density limits - Rotor/brush power/cooling limits - Electronic inverter limits - Torque-inertia limits

Figure B8.2

164 BACKGROUND - SYNOPSIS 1970-1 980

FIRST QUARTER Samarium-Cobalt magnets emerged NASA-Shuttleestablished weight, energy and reliability goals SECOND AND THIRD QUARTERS NASAestablished brushlessa motor feasibility study program NASA established high power semiconductor development DoD, DOE andairframe interest spawned hardware programs FOURTH QUARTER NASA directs Shuttle actuation enhancement studies, goal oriented DoD directs aircraft hydraulic versus EM actuation studies NASA sponsors electric aircraft fleet payoff study Backroom EMA related projects are “dusted off”

Figure B8.3

BACKGROUND -SYNOPSIS STATUS - NOW

EM VERSUS HYDRAULIC Must be compared on a total system basis Shuttle orbiter actuation enhancement - Proposed designs versus established technology and hardware - EMAS provides significant weight and size reduction, decreased turnaround support, more precise control. reduced hazards, easier test - Programmatic risks with high payoff versus low risk and low payoff - Does EMAS technology represent risk? EMAS TECHNOLOGY Motors - PM motors exist; 4, 12, 15, 125 HP - Samarium-Cobalt magnets are common at 20x106 G-0. demonstrated at 26-30x106 G-0, may have capabliity to 40-50x106 G-0 Electronic Control - Solld state switching paces applicatlon success and motor power levels for reasonable weight Power Sources - Distribution - High energy density batteries are available - High voltage/power generator end inverter technologies are ready - Circuit breaker hardware needs speciflcatlon and development

Figure B8.4

165 SPACE SHUTTLE VEHICLE

REACTIONCONTROL SYSTEM ,"CSl

WEIGHT GROSSLIFT-OFF 4,400,000 LBS O RB ITER LANDING 187.000 LANDING ORBITER LBS FT 134 SYSTEM THRUST IIIVONS 000STERS SPAN-ORBITERWINGFT 78 (sa01 SRB (2) 2.650.000LBSFT 57 HEIGHT-ORBITER MPS (3) 470,000 LBS SYSTEM 76 FT LIFT-O FF 6,710,000LIFT-OFF LBS

Figure B8.5

SHUTTLE DFBW FLIGHT CONTROL SYSTEM

J

Figure B8.6

166 ORBITER ELEVON ACTUATION

H1 H2qH3 elSWTG VALVE

112 3 +28 VDC

IN-LINEQUAD STRINQ REDUNDANCY TO POWER VALVE INDEPENDENT CONTROL TRIPLEREDUNDANT HYDRAULIC SUPPLIES FOR QUAD,TRIPLEX, SINQLE LOADS TRIPLE REDUNDANT FUEL CELL 28 VDC BUSES FOR QUAD AVIONICS HYDRAZINE HOT QAS TURBINE DRIVEN VARIABLE FLOW HYDRAULIC PUMPS

Figure B8.7

HONEYWELL'S SPACE SHUTTLE ROLE DIGITAL FLY-BY-WIRE FLIGHT CONTROL

Figure B8.8

167 SHUTTLE ACTUATION ENHANCEMENT STUDIES

DUAL TANDEM ELEVON HYDRAULIC ACTUATORS - Reduced sing.le point faults ELECTRICORBITER - 2600-3600 pound weight reduction - Significant ground turnaround reduction - Increased system fault tolerance and performance - Significant retrofit impact ENERGY EFFICIENT HYDRAULIC SYSTEM - Integrated efficiency changes; hardware and operational Depressurizationscheduling Flow (capability) scheduling; pump speed Leakagereduction Significantretrofit impact - Electric motor driven pumps Low retrofit impact, little payoff

Figure B8.9

OBJECTIVE COMPARISON EMAS ARE GOOD FOR SHUTTLE

ELECTROMECHANICALACTUATIONHYDRAULICACTUATION

Figure B8.10

168 WHY EMAs ARE ATTRACTIVE NOW; SYSTEMS VIEWPOINT

REQUIRE LESS SYSTEM ENERGY Low quiescent surface activity requires little input power; no throttling power loss Hinge moment hold with low input power High average efficiency; little peak power penalty REDUCE SYSTEM WEIGHT Peak EMA power provided by overdrive (hydraulic requires full flow design for peaks) wiring and motors designed for average power Torque summing Engine shaft electric power generation doesn’t require a con- stant speed drive unit TOLERANT OF FAILURES AND MORE RELIABLE Electrical redundancy, precise fault detection Few single point failures “Leaks” are detectable, correctable, and don’t contaminate MAINTENANCE Self-test and fault trend analysis Cleanelectrical and mechanical elements, low turnaround maintenance

Figure B8.11

WHY EMA’s ARE FEASIBLE NOW TECHNOLOGY

HIGH POWER SOLID STATE SWITCHES - Commercial demand will ensure higher power levels - Various EMA developers are learning to specify unique appllcation environ- ments - Technologyfocus could effect further advances - Inverter-on-a-board, on-a-block, increased efficiency HIGH ENERQY DENSITY MAGNETS - Samarlum-Cobalt alloy processlng has matured. density levels may Increase considerably with demand - Materlal avallabillty Is not a factor for aerospace PM BRUSHLESS MOTORS - Inherent high efficiency, low welght, hlgh TIJ - Thermal advantages - Flexlble design for servo appilcatlons HIGH VOLTAGE DC POWER SOURCES - Hlgh power denslty prlmary and secondary batterles are available - High power, Ilghtwelght, generator-Inverter systems are being developed MECHANICAL ASSEMBLY - Actuatlon houses have the skillsto enhanceEMA assembly mechanlcal designs - Tractlon drlve and roller screw concepts offer welght reductlon and reliability Improvement

Figure B8.12

169 NEED TO INVESTIGATE

Interactive regeneration among multiple actuators, can regeneration be useful? Specific failure effects (minimize) EM1 Avionics interaction (minimize) Increased motor commutation efficiency (maximize) Motor-control parametric variations (work keys) Higher power solid state switches (reduceweight, heat) Roller screw, traction drive applicability (assessment) Static load torque springrate, stability (is it a problem) Highenergy density battery model correlation (predictability) Alternate servo motors (best fits)

Figure B8.13

OPINIONS OF EMAS TECHNOLOGY STATUS

SOLID STATE SWITCHES - Promising but not a product - Application signatures need matching with specs - Archltecture and packaging need speclailzation TECHNOLOGY DETERRENT NOW - LOOKING BETTER APPLICATION RISK NOW - LOOKING BETTER (WEIGHT, THERMAL, RELIABILITY) PM BRUSHLESS MOTORS - HP-application feasibility demonstrated - Performance stili by cut-and-try, not a predictable process - Faliure mode effects not well defined - Basic theory seems missing for windlng type, parameters selection - Need HI-re1 design and process integration - Need basic technology focus TECHNOLOGY NOT A DETERRENT NOW - APPLICATION RISK EXISTS NOW - (WEIGHT, THERMAL, RELIABILITY)

Figure B8.14

170 OPINIONS OF EMAS TECHNOLOGY STATUS

MOTOR CONTROL - High HP control (four quadrant) is not mature,1 HP techniques waiver at 4 HP, fail apart at 12-25 HP - Basic design approaches are sensitive to stray Inductlon, inadvertent compo- nent stress and nonlinearltles - Packaged efficiency and weight need improvement - Needs basic technology focus and development TECHNOLOGY NOT A DETERRENT NOW - APPLICATION RISK EXISTS NOW - (WEIGHT, THERMAL, RELIABILITY) ACTUATOR CONTROL - Verymature technology; avallable through many avionics houses with fly-by-wire actuation experience - Redundant channel control, fault detection, bit, self-test, distributed flight con- troi functions - Microprocessor based architecturecan ensureflexibllity forchanges, structured programming and freedom from generic failures - EM1 susceptance may be contained by isolation TECHNOLOGY NOT A DETERRENT NOW - NO APPLICATION RISK NOW

Figure B8.15

OPINIONS OF EMAS TECHNOLOGY STATUS

MECHANICAL TRANSMISSION - Mature technology, in need of improvements - Lowest efficiency of EMAS elements - Only single fpoint failure In redundant EMAS - Need evaluatlon of traction drive and roller screw concepts, application of high quality roller screw and planetary technology - Detailed modeling data difflcult to obtaln TECHNOLOGY NOT A DETERRENT NOW - APPLICATION RISK EXISTS NOW - (WEIGHT, THERMAL, RELIABILITY) FLIGHT CONTROL - Generally not organized to enhance EMA operation; a synergistic communica- tion problem - Command(s) rate llmltlng to pump flow capability has Its analogy wlth EMA limiting to instantaneous power peaks TECHNOLOGY NOT A DETERRENT - SOME APPLICATION RISK NOW - PENDING COORDINATION

Figure B8.16

171 OPINIONS OF EMAS TECHNOLOGY STATUS

SYSTEM - ELEMENT SPECIFICATION - Modeling, simulation and analysis techniques are mature in many houses - EMAS performance simulations are not mature, many are em- pirically based, not predictive - Models and parameter data is difficult to obtain - Optimum weight, thermal, performance, fault detection characteristics require predictability TECHNOLOGY NOT A DETERRENT - RESISTANCE TO APPLICATION - SOME APPLICATION RISK NOW - (WEIGHT, THERMAL, RELIABILITY, PROGRAMMATIC)

Figure B8.17

ORGANIZE INDUSTRY AND GOVERNMENT ACTIVITIES

MUST HAVE LEADERSHIP; A FOCUS industry can‘t provide NASA and DoD have before NASA centers have the specialties and organizatlon ORQANIZE INDEPENDENT EFFORTS, ATTRACT NEW PLAYERS AvoidInadvertent redundant developments Create Innovative solutions and approaches Compress development application time scale ESTABLISH “ELECTRIC AEROSPACECRAFT” MANAGEMENT Long term organlzatlon, commltment, goals, standards lncentlve guidance funding MUST HAVE GOALS; AN APPLICATION Issues cannot be resolved for vague, broad, appllcatlon An application requires goals, measures and trades

INDUSTRY WILL BACK AND SUPPORT AN ORGANIZED EFFORT

Figure B8.18

172 WHY A NASA RESPONSIBILITY

ACKNOWLEDGED LEADER IN TECHNOLOGY APPLICATION DoD has no crisis to accelerate EMAs technology/appiication Commercial aviation has an efficiencylcost crisis but has considerable inertia NASA has created realistic, safe, specifications and controlled new technology to application, many times ... NASA’s SHUTTLE AND AVIATION IN TESTS NEED THE PAYOFF

9 High shuttle and commercial payoff has been defined Critical need for orbiter weight reduction, Increased reiiabllity Critical need for airlines and DoD to reduce flight and maintenance costs NATIONAL TECHNOLOGY AND PRODUClBlLlTY CRISIS EXISTS NON-US. organizations have achieved hlgh rates of technology development and application US. Aerospace industry could follow the auto, TV receiver, camera industries pattern Short term MBO and ROi philosophy is common in our Industry

NASA HAS CAPABILITY TO FOCUS, ORGANIZE, COMMIT AND IMPLEMENT R&D ON A NATIONAL SCALE

Figure B8.19

COST EFFECTIVE DEVELOPMENT APPROACH

SYSTEMS LEVEL APPROACH - “TOP DOWN” Ensure every performance requlrement Is traceable to the mission, vehicle, program element Install modeling- slmulatlon - analysls for lnitlal speciflcatlon develop- ment,ensure correlatlon with developinghardware, software by Iteration Provide for Intersystem speclaltles synergism for enhanced payoffs Create confident, complete, low risk speclflcatlons prlor to application hardware commitment COMPONENT TECHNOLOGY DEVELOPMENT - “BOTTOM UP” Specialized technology lnvestlgatlons and development; NASA center focus, develop standards, dlssemlnate Identify and develop Industry speclalist resources; provide resource depth

Figure B6.20

173 NASA-JSC EMA TECHNOLOGY CENTER

INTEGRATE0 TECHNOLCGV APPLICATION

ASYSTEMS

INDUSTRY NASA RC NASA INDUSTRY SPECIALTIES

I II I

TECHNOLOGIES MOTORS MOTORCOMTROL ACTUATORCONTROL INDUSTRYRC NASA STANDARDS NASARC STANDARDS SPECIALTIES ANALYSIS

ON-SITE UBORATOAV DEVELOPMENT INDUSTRY - VERIFY NASA RC h 000 LABS

SHUllLE LABS

Figure B8.21

HONEYWELL EMA PROGRAMS

MOTIVATION - Currently a major supplier of Shuttle hardware, software and analyses - EMA's have high payoff potential for Shuttle (and conven- tional aircraft) - We want to remain a major supplier STRATEGY - Expand present flight control and actuation control skills to include EMAs - Select an application for focus, detailed development - Apply top down system approach to cover mission, flight controlrequlrements, trade studies and model-test-analysis cycles OBJECTIVES - Prove EMA's technology credibility; a risk assessment - Develop,provide capability to createdetailed, low risk specifications for an EMA system in support of prime air- frame system integrators

Figure B8.22

174 EMA INTEGRATION

I I I SECONDARY AVIONICS I ACTUATION I I I I' I I 1 L---- FLTCONTROL- """"""'

ACTUATION ----"""""-J U""""INTEGRATION

Figure B8.23

APPLICATION SHUTTLE INBOARD ELEVON

REQUIREMENTS IMPOSED BY FLIGHT CONTROL SYSTEM (FCS) Max hinge moment = 750,000 in-lb (50,100Ib thrust) Max rate = 30 deg/sec at 284,000 in-lb (7.84 in/sec) Bandwidth = 30 rad/sec IMPOSED BY SYSTEM FAULT TOLERANCE CRITERIA FCS requirementsapply with two (string/RM level)faults present IMPOSED BY PROGRAMMATIC PHILOSOPHY Actuator physically sized to fit into the existing hydraulic ac- tuator space Actuator controller architecture and algorithms designed to control 13 actuators (one RM level) simultaneously

Figure B8.24

175 EMA SYSTEM DEVELOPMENT METHODOLOGY

SYSTEM DEFINITION TASKS

EMA ACTUATION SYSTEM ELEMENT APPLICATION 3 DEFINITION SYSTEM> AND REOUIREMENTS

MISSIOWFUNGTIONREOUIREMENTS TRADESTUDIES FUNCTIONALARCHITECTURE FAILUREMODElEFFECT ASSESSMENT AND CRITERIA SYSTEMAND HARDWARE REQUIREMENTS

MATH MODELS

ANALYSIS/BUILD/VERIFY CYCLE YIELDS HIGH QUALITY SPECIFICATIONS

Figure B8.25

EMA HINGE MOMENT - RATE REQUIREMENT SHUTTLE INBOARD ELEVON

x

40

Figure B8.26

176 EMA SYSTEM CONSIDERATIONS

MOTOR FAILURE MODES Shorted turns/wlndlngs Swltchlng translstor shorts Frozenbearings Geartraln jam or open THERMAL; MOTOR AND POWER ELECTRONICS Demand duty cycle, thermal margins versus weight Location of power/commutatlon switches Need for active cooling versus weight Actuator mass versus peak temperature BATTERY/POWER SOURCE Regeneratlon capablllty Net capacity Peak current demand System voltage versus system welght MOTOR ACCELERATION (TORQUE TO INERTIA RATIO) Servo loop stablllty and bandwldth Vehlcle performance sensltlvlty Acceieratlon versus energy DIGITAL OPERATION Transport, computation lags Archltecture, multlple processor organization Bit, redundancy management, malntalnablllty

Figure B8.27

INITIAL FMEA RATIONALE

MOTOR ASSEMBLY Bearings Mechanical failure is due to heat and will be minimized by conservative ther- maldesign and possible use of multi-race(radial) bearings. Fault trend analysis may be based on direct temperature measurement and differential comparison Rotor Magnet separation, mechanical disintegration, must be minimized by process control and inherent design feature Windings Open. Unlikely as an initial fault effect. Likely as a result of a short circuit. An open fault is detected bythe power switching current feedback circuit. The RM action is dependent on the vehicle-system circumstances and the type stator winding configuration Short. Most likely initial failure which may propagate to an open circuit or to a more positive short (more turns involved). May involve one, many or all turns of aparticular phase winding. May occur between phase windings.

The effect of a short is dependent on the number of turns involved as well as number of phase windings and the dynamic stateof the motor during andafter the short occurs. Effects require very detailed modeling,and simulation for detailed evaluation of results

Figure B8.28

177 SHORTED TURN FMEA

I 1 roun MOTORS MOTORSFOUR TOROUE SUM W/CLIJTCHES I CONCERNS f CONCERNS Inertia to motor Fault tolerance - Clutchlbrake hold current Fault Propagation Clutchlbrake slip during plugging .Thermal Margin - Mechanicallault tolerance Reliability

GENERAL EVALUATION PARAMETERS - Weight Power Risk Reliabilily Testability

Figure B8.29

MAGNETIC TORQUE SUMMING FOR REDUNDANCY

3 PHASEWINDJNGS

MINIMUM 2 FAULTTORQUE

SPEED MAXIMUMALLOWED NO FAULTTORQUE

APABlLlTY MOTORNO. 2

TORQUESUM

# ONE COMMON MULTI-POLEROTOR 0 MINIMUM 2 FAULTTORQUE SPEED)(AND IS DEFINEDBY RM CRITERIA # EACH SET OF WINDINGSACTS AS AN INDEPENDENTMOTOR PM MAXIMUMALLOWEDTORQUE IS DEFINEDBY STRUCTURALLIMITS

0 SIIJGLE~~MOTOR rr. = T/ FOURMOTORS ~I .JK'.-. # NO FAULTTORQUE CAPABILITY IS INHERENT u4 4T/JRCAPABILITY. CURRENT LIMITS WITH NO SOFTWARECONTROL LIMIT PROVIDE a 2T/JRWHERE a IS DEFINEDBY SERVOANALYSIS AN0 FLIGHT CONTROL REr)UIREMENTS .

Figure B8.30

178 DEVELOPMENT HARDWARE FEATURES AND RATIONALE

DIGITAL SERVO LOOP Task load density is high Brushless motor control basically discrete A-D. D-A hinders high reliability Anticipated applications involve digital computers and data buses Micro-P technology is here and mature SEPARATE SERVO CONTROL AND POWER SWITCHING LRUs Allows EM1 isolation for test and application Safe for thermal management and application Best for structured development and maintenance DATA BUS Consistent with all digital LRUs and distribution We are familiar with multiwire. dedicated, cable Interfacing FIBEROPTIC DATA BUS Absolute conducted €MI isolation F.O. technology and hardware is mature, "Fly by Light" is popular We are familiar with hardware data busing TORQUE SUMMING Basic increase in efficiency, fewer gears Decreased servo control difficulty Lower inertia, lower current, lower power We are familiar with velocityldifferential summing

Figure B8.31

DEVELOPMENT HARDWARE FEATURES AND RATIONALE

MAGNETIC TORQUE SUMMING Additional potential for weight reduction Inherent reliabllity improvement Reduced shorted turn taiiure effect We need the model development and correlation We are familiar with independent, multiple. motor torque summing LINEAR ACTUATOR - Appropriate for the Shuttle study application - Appropriate for a test article Involves modeling and correlation of both rotary and linear elements BALL SCREW Alternates involve long lead time and high cost Simple ball screw useful for modeling and future trade studies CROSS-STRAP SCA DATA Allows significant torque equalizatlon Allows for very smart in-line RM Could be used to tolerate GPC computer laults Mechanized with optical isolation elements Cross-strapping need not violate in-line RM

GEAR TRAIN

Long life versus weight Efficiency versus regeneration Alternates. traction drive, roller screw. hybrlds Power switchlng location 0 Actuator type

Figure B8.32

179 Figure B8.33

EMA SYSTEM DEVELOPMENT METHODOLOGY ANALYSIS PHASE

ANALYSIS/BUlbD/VERIFY CYCLE YIELDS HIGH QUALITY SPECIFICATIONS

EMA ACTUATION SYSTEM ELEMENT APPLICATION DEFINITION AND SYSTEM > ’REOUIREMENTS

VEHICLE ANALYSIS CONTROLANALYSIS REQUIREMENTSANALYSIS RM ANALYSIS THERMALANALYSIS POWERANALYSIS EM1ANALYSIS

Figure B8.34

180 MOTOR AND SERVO REQUIREMENTS EVOLUTION

SHUTTLE INBOARD ELEVON ACTUATOR EXAMPLE

FCS ACTUATOR STATE OF THE

" ART

RATE * GEARRATIO C MAX MOTOR SPEED REOUIAEMENT 10.000 RPM (30 OEGISEC)

HINGE-MOMENT * MOTOR SIZE REOUIREMENT / NOM I BATTERY

(750.000 IN-LO) VOLTAGE 7 270V PROBLEM? TWO-SPEED < MOTOR > MAXSWITCHING / CURRENT .: 50 AMP MAXIMUM TOROUE - t BANDWIDTH

(30 RADISEC) I REQUIREMENT I I * SER!fHGAIN 1

Figure B8.35

FAULT TRANSIENT RESPONSE

48 DEGREE TRANSIENT

-6.70 \ Xll67) DEL ELEVON ANGLEKIEG) I I FAULT ACTUATION TRANS4 ENT SIMULATION MTH DETECTION AND SHUTTLE INBOARD RECONFIGURATION ELEVW L -7.m .00

"I- 02 DEGREE TRANSIENT

7 ELEcTRD"lCAL Figure B8.36

181 II l11l1ll1lIlIll I1 I

INBOARD ELEVON

INBOARD ELEVON SURFACE HORSEPOWER HISTOGRAM

PERCENTAGE OF MISSION TIME SPENT IN A GIVEN HORSEPOWER RANGE

ABORT; ENTRYILANDING GLIDE RETURN TO (32 MINUTES) LAUNCH TO LAUNCH SITE (GRTLS) (8 HINUTES>

25 HP HIHIHUH 2 FAULT

HORSEPOWER

Figure B8.37

Figure B8.38

182 , EM VERSUS HYDRAULIC ACTUATION ENERGY FLOW; ENTRY MISSION PHASE

ENERGY FOR HYDRAULIC

EM P' I

"IDI

Figure B8.39

BATTERY TYPE, NORMALIZED WEIGHT SUMMARY

BASED ON ENTRY AND GRTLS MISSION PHASE HINGE MOMENT - RATE PROFILES FOR ORBITER AERO SURFACES

1 I WEIGHT\ ISUS ENERGY, NO RED1 IANCY LITHIUM MISSION PHASE, TYPE LISOCL2) ACTUATION, BASIS WHWLB 260 " ~~ -ENTRY EMA W/O REGEN 0.64 KWH WEIGHT,LE 53.3 32 16 2.5 EMA WITHREGEN 0.438 KWH WEIGHT,LE 36.5 21.9 11 1.68 HYDRAULICSYSTEM 22 KWH ELEC MOTOR PUMP 44% EFF 50000 KWH WEIGHT,LE 4167 25W 1250 192

EMA W/O REGEN 0.86 KWH WEIGHT,LE 71.7 43 21.5 3.3 EMA WITH REGEN 0.588 KWH WEIGHT, LB 49 29.4 14.7 2.3 HYDRAULIC SYSTEM 6 KWH ELEC MOTOR PUMP 44% EFF 13636 KWH WEIGHT.LE 1136 682 I 341 52

Figure B8.40

183 I1 1ll1ll11l I I I

EMA SYSTEM DEVELOPMENT METHODOLOGY

r"-l r FMA A CT UA TIO N SYSTEM ACTUATION ELEMENT APPLICATION DEFINITION ANDSYSTEM REQUIREMENTS

CORRELATE VIATEST

I I b GEARTRAINS b LIP ARCHITECTURE ANALYSIS/BUILD/VERIFYCYCLE YIELDS COMPLETEFDI ALGORITHMS 1B ELEVON EMPI HIGH QUALITY SPECIFICATIONS

Figure B8.41

DEVELOPMENT SYSTEM CONFIGURATION

REDUNDANT

BATTERIES

Figure B8.42

184 EMA DEVELOPMENT SYSTEM FEATURES

ORBITER INBOARD ELEVON APPLICATION PERFORMANCE; TWO OF FOUR CHANNELS, MINIMUMS - 750,000 in-lb stall torque (50,000 Ib actuator stall force) - 30 deg/sec at 284,000 in-lb torque (18,933Ib actuator force at 7.84 in/sec) - 30 rad/sec response (40 rad/sec goal) FEATURES - Direct DPS/GPC data bus llnk - DigitaVdiscrete control, pP architecture - Subsystem data bus designed for fiberoptic - Quad redundant, magnetic torque summed motor(s) - Series-parallel winding “on-the-fly’’ reconfiguration - Low cost ball-screw convertible to roller screw - Built-in test - Autonomous RM/FDI with DPS/GPC override - GPC fault detection with two fault tolerance capability

Figure B8.43

EM DEVELOPMENT ACTUATOR CHARACTERISTICS

RETRACTED 47.32 IN. EXTENDED 61.96 IN. STROKE 14.64 IN.

CHARACTERISTICS Quad redundant motor; brushless PM. rare Earth magnets Quadredundant rotary position sensors Quad redundant linear position sensors Force: 50,100 pound minimum at stall with two faults Rate: 7.84 inch/secondminimum at 19,000 poundforce with two faults Power: 270 vdc Cooling: passive mass heatsink

Figure B8.44

185 Figure B8.46

186 Figure B8.47

187

Appendix B

9. DIGITAL FLIGHT CONTROLS

John C. Hall Rockwell International

189 DIGITAL FLIGHT CONTROL PROGRAMS

DEVELOPMENT PROGRAMS

L-1011 CAT 2 CAT 3

L-1011 CERTIFICATION 767 757

" 8-767 AND B-757 AFDS

Figure B9.1

DIGITAL IMPLEMENTATION CONSIDERATIONS

. SYSTEMARCHITECTURE - DIGITAL VERSUS ANALOG - EXPANSION OF FUNCTIONS - INTEGRATIONOF FUNCTIONS

SYSTEMDESIGN CRITERIA

. MAINTENANCECONSIDERATIONS

. COMPONENTS - PROCESSOR TECHNOLOGY - INTERFACEDEVICES - DIGITAL SERVOS

SOFTWARETECHNOLOGY

Figure B9.2

190 ACS-240 SYSTEM

ACS FUNCTIONS

HIGH 'G' MANEUVER

EXTENDED AILERONS WING MOVE UP FOR EFFICIENCY TO MOVE LOAD

"\ \

MOVE LOAD INBOARD WING FOR EFFICIENCY

Figure B9.4

191 STRUCTURAL VIBRATION

0

0 * AILERONS MOVED k" TO DAMP VIBRATION

Figure B9.5

ACS-240 SYSTEM ARCHITECTURE r?SENSOR vSENSOR LriSENSOR

SUPPLY

CHANNEL1A ! CHANNEL 18 CHANNEL 28 ! CHANNEL2A

/!E+,AILERON AILERON SERIES RIGHT SERIES 1 SERVO 1 AILERON SERVO AILERON SERVO SERIES SERVO

Figure B9.6

192 .~I” s.

Figure B9.7

ACTIVE CONTROL CONSIDERATIONS

SYSTEM AVAILABILITY HIGHLY CRITICAL 99.9% AVAILABILITY REQUIRED FAIL OPERATIVE FOR DISPATCH WITH ONE FAILURE

STRUCTURAL MODES REQUIRE COMPLEX FILTERS WHICH COULD NOT BE IMPLEMENTED WITHOUT DIGITAL TECHNOLOGY

MAINTENANCE IS A SIGNIFICANT ISSUE FOR ACHIEVING THE REQUIRED AVAILABILITY

Figure B9.8

193 Figure B9.9

FCS-240 DFCS FOR LOCKHEED'S L-1011-500

Figure B9.10

194 FLIGHT CONTROL MODES

AXIS ROLL AXES ROLLPITCH AXIS

PITCH HOLD BANK HOLD ALTITUDE HOLD HEADING HOLD VERTICAL SPEED HEADING SELECT IAS HOLD VOR MACH HOLD LOCALIZER ALTITUDE CAPTURE BACK COURSE VNAV INS

COMMONAUTOTHROTTLE AXES

AP PR OA CH ILAN D IAS SELECTAPPROACHILAND IAS GO AROUNDANGLE OF ATTACK TAK EO FF THRUST MANAGEMENT THRUST TAKEOFF TURBULENCE

Figure B9.11

L-1011 DFCS DESCRIPTION TRIPLE SENSORTRIPLE 1 SENSORTRIPLE 3 TRIPLE SENSOR 2

ACCEL ACCEL ACCEL

DUAL SENSOR 1 ILSIVOR COMPASS COMPASS AIR DATA AIR DATA

RAD ALT LONG ACC

SENSOR

SUPPLY

ACS FCES TRIM AND OTHER

Figure B9.12

195 FCC-201 ARCHITECTURE

CHANNEL A - """ "" """" "_ ""_ CHANNEL B

Figure B9.13

FCS1240 CONSIDERATIONS

ARCHITECTURE

8 MAINTENANCE CONCEPTS

8 FUNCTION EXPANSION

Figure B9.14

196 ,

L-1011-500 FAULT ISOLATION DATA DISPLAY SYSTEM (FIDDS)

Figure B9.15

L-1011-500 FAULT ISOLATION DATA DISPLAY SYSTEM (FIDDS)

. RECEIVES, STORESAND DISPLAYS DATA SUPPLIED BY OTHER SYSTEMS . CONSISTS OF: DISPLAY PANEL - AT FLIGHT ENGINEER STATION (REPLACES FDEP PANEL) COMPUTER - IN ELECTRONICS EQUIPMENT RACK . USED FOR FLIGHTCREW FOR: - FLIGHT DATA ENTRY TO DFDR - MONITORING CURRENTFAULT DATA WHEN DESIRED . USED BY GROUNDMAINTENANCE PERSONNEL TO ACCESS FAULT DATA

Figure B9.16

197 Figure B9.17

FAULT ISOLATION DATA DISPLAY SYSTEM (FIDDS)

FCC 14 DISPLAY PANEL FCC 2 4 (FDU-201)

ACC 1 --F ACC 24 COMPUTER GMT"c (FID-201) FCES/TRIM 1 (GROWTH)- FCES/TRIM 2 (GROWTH)"-r FDAU (GROWTH)--L MlSC A/C DISCRETES- - DFDR (FLIGHT DATA ENTRY)

Figure B9.18

198 L-1011 DIGITAL FLIGHT CONTROL COMPUTER INPUT DATA

CHANNEL A CHANNEL B

USED WITH USED WITH USEDAVAILABLE ALL DIGITAL SENSORS USED AVAILABLE ALL DIGITAL SENSORS - 3 WIRE AC 4 4 2 4 4 1 2 WIRE AC 3 3 2 3 3 2 DC 5 11 0 7 9 1 DIGITAL BUS 3 9 7 1 9 8 D!SCRETE 35 31 26 25 35 18

Figure B9.19

FCS-700 DFCS FOR BOEING'S 767

Figure B9.20

199 AUTOPILOT FLIGHT DIRECTOR SYSTEM MODES

- LATERALNAVIGATION - CONTROL WHEEL STEERING - VERTICALNAVIGATION - HEADINGSELECT/HOLD - LOCALIZER - VERTICAL SPEED SELECT/HOLD - APPROACH - AIRSPEED/MACHSELECT/HOLD - AUTOLAND - ALTITUDE SELECT/HOLD - BACKCOURSE - TAKE OFF - GOAROUND

Figure B9.21

Figure B9.22

200 DIGITAL IMPLEMENTATION CONSIDERATIONS

GSP ARCHITECTURE

. CUSTOMER OPTIONS VIA PIN SELECTION

. DIGITALSENSORS

Figure B9.23

.. - ~-.,

Figure B9.24

20 1 MCP-701 SIMPLIFIED BLOCK DIAGRAM

""

Figure B9.25

DESIGNED IN OPTION CAPABILITY AND INTERCHANGEABILITY

Figure B9.26

202 OPTIONS/INTERCHANGEABILITY IMPLEMENTATION

REAR PIN STRAPPING TO EXERCISE SOFTWARE OPTIONS

AIRCRAFT CONFIGURATION CHANGES 767 757

MODE/FUNCTIONAL OPTIONS MCP-701/702 WARN I NG AIR DATA SWITCHING

Figure B9.27

Figure B9.28

20 3 Figure B9.29

Figure B9.30

204

I EFlS FUNCTIONS

9 Conventional ADVHSI

Geographic Map

Weather Radar

Radio Altitude

Mode Annunciation - Thrust - Lateral - Vertical

Trend Information

Figure B9.31

Figure B9.32

205 Figure B9.33

EICAS FUNCTIONS

= Engine/SystemsAnalog to Digital Conversion

= CautionAdvisory Computer

= DataMonitoring and Processing - Data Validity Monitoring - Engine Data Exceedance Monitoring - Impending Hot Start Monitoring - In-flight Windmilling RPM Monitoring - Icing Condition Monitoring = Primary Display System - Primary and Secondary Engine Data - Caution and Warning Messages - Aircraft System Data - Status and Maintenance Messages

Figure B9.34

206 Figure B9.35

Figure B9.36

207 Figure B9.37

Figure B9.38

208 Figure B9.39

-,

Figure B9.40

209 PROCESSOR APPLICATIONS

CAPS-4 (1974) - GENERAL PURPOSE DESIGN - 300 KOPS - GPS GENERALIZED DEVELOPMENT SYSTEM

CAPS-6 (1977) - USES 2900 BIPOLAR LSI - 280 KOPS - L-1011 ACTIVE CONTROLS - L-1011AUTOPILOT - 757/767 FLIGHT CONTROL - NASA FAULT-TOLERANT MULTIPROCESSOR

CAPS-5 (1978) - SIMILAR TO PREVIOUS VERSIONS- FIVE 1/2 ATR CARDS - 500 KOPS

- MEDIUM-RANGE SURVEILLANCE SYSTEM - SHORT-RANGE RECOVERY SYSTEM

FigureB9.41

PROCESSOR APPLICATIONS

CAPS-7 (1979) - FLOATING-POINT ARITHMETIC - 450 KOPS

- GLOBAL POSITIONING SYSTEM

. CAPS-8 (1979) - REDUCED SIZE AND POWER OF CAPS-6 - 250 KOPS - 757/767 FLIGHT INSTRUMENTATION - 7571767 ENGINE INSTRUMENTATIONS

CAPS-9 (1981) - ADVANCED ARCHITECTURE MICROPROCESSOR (AAMP) - 330 KOPS

- GLOBAL POSITIONING SYSTEM - FUTURE APPLICATIONS

Figure B9.42

210 Figure B9.43

. Figure B9.44

211 SOFTWARE TECHNOLOGY

HIGH LEVEL LANGUAGE . COMPACT,ALLOWS MAJOR FUNCTIONS TO BE VISUALIZED . READABLEWITHOUT ASSEMBLY LANGUAGE SKILLS

FUNCTIONAL PARTITIONING . ENGAGELOGIC MODE LOGIC . INNERLOOPS . OUTERLOOPS

STRUCTURED PROGRAMMING . CLEARLYDEFINED PROGRAMFLOW

WRITTEN BY SYSTEMS/ANALYSIS ENGINEERS . MEANINGFULVARIABLE AND PROCEDURE NAMES

Figure B9.45

SOFTWARE DESIGN METHOD

FUNCTIONAL STRUCTURED WRITTEN BY UNDERSTANDABLE

HLL + + + SYSTEMS/ANALYSIS = BY PARTITIONING PROGRAMMING ENGINEERS NONSOFTWARE PERSONNEL

Figure B9.46

212 Appendix B

10. ELECTRIC FLIGHT SYSTEMS

Wi 11iam Clay Boeing Commercial Airplane Company

213 Figure B1O.l

Figure B10.2

2 14 Figure B10.3

New-Technology Transport

0 Refemce airplane has 0 New-technology transport advand bonded structure has advanced bonded structura with conventional systems. with all-electric syr~m.

STRUCTURE

CONTROLS ELECTRIC AND ELECTRONIC kHER1 SYSTEMS ELECTRIC AND ELECTRONIC SYSTEMS New-tachnology airplaw cost = 93% Referona airplvw colt = 10096 of rafema airplnrcost

Figure B10.4

2 15 IIIIIIIII Ill Ill

NTT Electric Systems Concept

0 Objective: use new technology to- o Improve producibility Lower operating cost

0 Present activity 0 Bring key elements to a stateof readiness through lab hrrdwrread flight test

Goal: have production-type hardware in hand by end of 1982

Figure B10.5

All-Electric Systems New-Technology Developments

0 Reoentdevelopments 0 How wed 0 High-torque samarium- Develop electromechanial cobaltmagnet motors rctutom (MA)equivrlen t Highcurrent,solidstate in performancehydraulic to mitching devices I syr tern @Highlyreliabledigital@Develop lowcost,multi- electronics channel, fly-by-wire flight- fly-by-wire channel, electronics @Highcrpocitydata buses controlsystems @Distributed power buses

Figure B10.6

216 Relative Magnet Energy

B-H PRODUCT ENERGY (moo)

CERAMIC ALNICO SAMARIUM- 6 8 COBALT (RARE EARTH)

Figure B10.7

Magnet Motor Design

0 Inside-out construction showing rotor with saknt pOk 8lCdh.ped -tS

Figure B10:8

217 NTT' All-Electric Systems Development Approach

0 Systems concept development 0 Multichannel flight controls Distributed power 0 Flightdeck configurotion

0 Hardware development 0 Autonomous terminal data bus Variable authority surface controller (model) Fullscale electromechanical actuators (QSRA spoiler) 270V dc electrical system components Flight deck Multifunctional cockpit flight controller Voice-actuated computer

Figure B10.9

Advanced Electromechanical Actuation for Flight Controls

ElectromechanicaI Actuator for QSRA Flight Spoilers

MOTOR CONTROLLER

RESEARCH AIRCRAFT

Figure BIO. 10

2 18 Electromechanical Actuator (EMA)

BALL SCREW

+ 0 First gomation

Figure B1O.ll

QSRA Inboard Spoiler Electro- mechanical Actuator Controller Problem

ELECTROMECHANICAL ACTUATOR j p $“TRo-LLL~+~~L_!

0 Problem 0 Solution

0 Motor heating 0 Revision to current control

0 Weak signals from motor 0 Change from optical to Hall positioneffect encoder encoder

0 Transistorfailure 0 Designtransistornew driver

Figure B10.12

2 19 220 f

NTT All-Electric Systems Concept Autonomous Terminal Data Bus Bus-Type Communication

NEW ARINC STANDARD (COMMERCIAL7cI AND LATER) I I I

1 I 4 MILITARY STANDARD (MILITARY AND AEROSTACE) n

~~ - DATAC SYSTEMS(NTT HAS MILITARY AND ARINC PLUS AUTONOMOUS TERMINALS) n n n

TRANSMl?TER nRECEIVER

Figure B10.15

Digital Data Bus Technology-Autonomous

1M BPS DATA TRANSFER

TWISTED WIRE OR FIBER OPTIC DATA BUS

~ DATA BUS DATA BUS UP TO 40 TERMINAL TERMINALS TERMINAL

ELECTROMECHANICAL ACTUATOR

Figure B10.16

22 1 , ,

~~~ ~~

Figure B10.17

Figure B10.18

222 Autonomous Terminal Data Bus MOD 11 Improvements

Self-monitoring and fault isolation with readout

0 Increased capacity from lOOK bps to 1 M bps

0 Microprocessor or programmable read-only memory (PROM)adaptability

a Sixteen-pin position programming (bus and airplane location)

Figure B10.19

I

Fly-by-Wire Elevator Control Systems

MAIN GAIN CONTROL

LEFT INBOARD ELEVATOR ELEVATOR ELEVATOR ELEVATOR ELEVATOR ELEVATOR ELEVATOR

Figure B10.20

223 NIT All-Electric Systems Development

LOADANALYSIS OTHER

REOUIRED STUDYFOR MAXIMUM FUEL SAVlmi (OR EQUIVALENT)

FLIGHTtiff CONTROLS A

Figure B10.21

Environmental Control System Engine Bleed Air Cycle Electric Drive Air Cyck

OVERBOARD Acm t I

OVERBOARD

DISTRIBUTION SYSTEM I Figure B10.22

224 Engine Generator/Starter/Electric Air-Conditioning System

-9J-r-pENGINE

I EXTERNAL I WER OR AIRCONDITIONING RAM AIR SYSTEM TURBINE 3/, 7" ENGINE

VARIABLE FREQUENCY GALLEY LOAD BOCST PUMPS - RECTIFIER & 115V. 400 Hz I b 28vDc INVERTER "--, 27ovDc

Figure B10.23

Electronic Propulsion Control (Fly By Wire)

ROTARY-TRIGGER-TYPE RELEASE ELECTRONIC CONTROL SYSTEM

.I MODULARIZED-ELECTRONIC CONTROL SYSTEM

Figure B10.24

225 All-Electric Systems Concept

ADVANCED SIMPLIFIED COCKPIT

ELECTRONIC FUEL CONTROL

ELECTRICALLY DRIVEN AIR C O ? J D lT lO N lN G DIGITAL DATA DIGITALCO?JDlTlONlNG BUS AND POWER BUS

Figure B10.25

Decentralized Computer-Controlled Vehicle Concept

LOCAL PRESSURE GRADIENT CONTROL

antral computer control (ATC, NAV.etc.)

REMOTE TERMINAL COMPUTATION PRESSURE GRADIENT LOAD ALLEVIATION GUST ALLEVIATION PITCH STABILITY

Figure B10.26

226 New Technology Transport All-Electric Systems Concept Flight-Deck Development NTT Flight-Deck Influences on Direct Operating Cost

Automatd onuW nunrg.mmt Rduction in cockpit mmufmcturinq dmu nd dirphyato rdua ful and mrumbly cat burn

FUEL AND OIL

Cockpit simplification ndimprod nliability OPERATIONS

Rduction of pilot worklod

DIRECT OPERATINGCOSTS

Figure B10.27

Efficient Cockpit Operations

0 Voice acquisition for operation of non-flight-critical functions

EXISTING ALL ELECTRIC

Figure B10.28

227 Figure B10.29

Figure B10.30

228 Figure B10.31

NTT All-Electric Systems Development 727 Airplane Upper Rudder Flight Test

DATA BUS TERMINAL

GYRO " DATA BUS TERMINAL IYAW RATE1 RUDDER POSITION TRANSMITTER

Figure B10.32

229 ~~~~

Figure B10.33

Electrohydraulic Actuator

MOTOR

Figure B10.34

230 NTT All-Electric Systems Concept Continuing Activities for 1982 Production Units

0 727 flight test Upper rudder Flight spoilers

0 Outboard aileron

0 Ganged flight pitch and roll controller 757/7-7electronic fuel control design and test 0 737-300data bus backup for 737-300? 0 7-7generator/starter/electric ECS laboratory system 0 7-7distributed power system 0 QSRA inboard flight spoiler actuator 0 Data bus and EMA controller hybrid production unit EMA alternative hardware configuration 0 Cockpit voice acquisition and voice synthesis flight test

Figure B10.35

Power Generation

RAM Ai R T TURBINE STARTER STARTER OLNERATOR QENERATOR OLNERATOR QENERATOR GENERATOR

I3

Figure B10.36

23 1

APPENDIX C

WORKINGGROUP SUMMARY PRESENTATIONS

233

Appendix C

1. ENGINE TECHNOLOGY

AnthonyHoffman, Chairman LewisResearch Center

235 WHATARE THE PRINCIPAL COMPONENTAND SYSTEM TECHNOLOGY ISSUESRELATING TO THEDEVELOPMENT OF ELECTRICFLIGHT SYSTEMS?

ISSUES :

0 ENGINE CYCLE DESIGNWITH ZEROCUSTOMER BLEED

0 ACCESSORYSYSTEM

0 ENG I NE INSTALLATI ON/NACELLE

0 MECHANICAL DESIGN

0 INTEGRAL GENERATOR

Figure C1.l

WHATARE THE PRI NC IPAL COMPONENTAND SYSTEM TECHNOLOGY ISSUESRELATING TO THE DEVELOPMENT OF ELECTRICFLIGHT SYSTEMS?

ENGINE CYCLE DESIGNWITH ZEROCUSTOMER BLEED:

0 NEW COMPRESSOR DESIGN

0 REOPTIMIZE BYPASS RATIO

0 REDESIGN FOR REDUCED TURBINEINLET TEMPERATURE

0 IMPACT ON ENGINESTARTING

Figure C1.2

236 WHAT ARE THE PRINCIPAL COMPONENTAND SYSTEM TECHNOLOGY ISSUESRELATING TO THEDEVELOPMENT OF ELECTRIC FLIGHT SYSTEMS?

ACCESSORYSYSTEM -- WITH ACCESSORYGEARBOX:

0 TYPE OF POWER FOR ENGINE ACCESSORIES

0 DESIGN OF DRIVE SHAFT ANDGEARS

0 RELIABILITY/REDUNDANCY CONSIDERATIONS

0 MECHANICAL INTERACT ION BETWEENGEARBOX AND GENERATOR

0 THERMAL DESIGN

Figure (21.3

WHAT ARE THEPRINCIPAL COMPONENTAND SYSTEM TECHNOLOGY ISSUESRELATING TO THE DEVELOPMENT OF ELECTRICFLIGHT SYSTEMS?

ENG INE INSTALLAT ION/NACELLE :

0 INLETDE-ICING

e DRAG vs, ACCESSORY LOCATION

0 ACCESSIBILITY

LIG!!TNING/EMI SCMSI?ERATIONS

Figure C1.4

237 WHATARE THE PRINCIPAL COMPONENTAND SYSTEM TECHNOLOGY ISSUES RELATING TOTHE DEVELOPMENT OF ELECTRIC FLIGHT SYSTEMS?

MECHAN ICAL DES IGN :

0 MA1N SHAFTDYNAMI CS

0 COMPRESSOR DESIGN

0 STRUT DESIGN

Figure C1.5

WHAT ARE THE PRINCIPAL COMPONENT ANDSYSTEM TECHNOLOGY ISSUES REMTING TO THE DEVELOPMENT OF ELECTRIC FLIGHT SYSTEMS?

INTEGRAL GENERATOR:

0 EFFECT OF ENGINE DYNAMICs ON GENERATOR

0 LOCATION/MAINTAINABILITY

0 RELIABILITY/ENVIRONMENT CONSIDERATIONS

0 CONTAI NMENT/D ISCONMECT

0 REDUNDANCY

0 ELIMINATION OF ACCESSORY GEARBOX

Figure C1.6

238 2

WHAT ARE THE MAJOR STEPSREQUIRED RELATIVE TO ELECTRICFLIGHT SYSTEMS TECHNOLOGY DEVELOPMENT AND APPLICATION?

MAJOR STEPSREQUIRED

0 STUDY (INDUSTRYINPUT) - INTEGRATEDINDUSTRY COVERAGE - NEAR-TERM APPROACH - CURRENT TECHNOLOGY - GAINS - LONG-TERM TECHNOLOGY DEVELOPMENT FOR ADDITIONAL GA I NS 0 PRELIMINARYDESIGN - VERIFY STUDYRESULTS - NEAR-TERM APPROACH, 767 AEA 0 DETAILDESIGN i FABRICATION 0 GROUND TEST - SYSTEMS

Figure C1.7

WHAT SHOULD NASA's INVOLVEMENT BE?

NASA INVOLVEMENT

0 INTEGRATE ANDMANAGE STUDY - MULTIPLE CCF!TRPtCTS - UNIQUEPOSITION 0 POSSIBLE INVOLVEMENT IN PRELIMINARYDESIGN 0 EFFORT ON FAR-TERM/RISKY TECHNOLOGY 0 FUNDING

Figure C1.8 WHAT FLIGHTTESTING REQUIREMENTSARE NECESSARYTO IMPROVE DATA BASE AND DETERMINE FEASIBILITY?

FLIGHT TEST ING

0 TESTING OF SYSTEMS OR SUBSYSTEMS EASILY DONE AND BENEFICIAL

0 FLIGHT TESTING NOTNECESSARY TODEMONSTRATE FEASIBILITY FOR ENGINE

0 FLIGHT TESTING MAY BE NECESSARY FOR CUSTOMER ACCEPTANCE

Figure C1.9

240 Appendix C

2. POWER SYSTEMS

RobertFinke, Chairman Lewis Research Center

24 1 QUESTIONS CONSIDERED

ISSUES:

0 TECHNOLOGY (TECHNOLOGIES)

0 PROGRAM

0 ROLEOF NASA

0 TECHNOLOGY TRANSFER

Figure C2.1

DEFINE THEPOWER SYSTEM

POWERLOADS : Kw BUS UNIQUE CHARACTERISTICS

0 ECS 150 AC FIXED FREQUENCY 0 CONTROL SURFACES 150 AC/DC LANDING GEAR, SPOILERS, ETC, - ACTUATORS 0 AVIONICS 10 AC - COCKPIT INSTRUMENTATION 0 GALLEY 50 AC 0 LIGHTING - INTERIOR 10 AC/DC LOW VOLTAGE - EXTERIOR 5 DC LOW VOLTAGE 0 DE-ICING/ANTI-ICING 15 AC 0 ENGINE STARTING 150 AC CONDITIONED - MANAGEMENT 5 AC 0 FUEL PUMPS 40 AC 0 MISCELLANEOUS 15 GROSS TOTAL 600

Figure C2.2

242 WHAT ARE THE BUSTECHNOLOGIES AND TRADE-OFFS (600 KW)

BUS CHARACTER1 ST1CS ADVANTAGES DISADVANTAGES

0 VARIABLE VOLTAGE WILD FREQUENCY SIMPLE REQUIRES FIXED FREQUENCY DISTRIBUTION Bus IN ADDITION

0 FIXED VOLTAGE WILD FREQUENCY SIMPLE REQUIRES FIXED FREQUENCY DISTRIBUTION Bus IN ADDITION

0 CONSTANT VOLTAGE FIXED FREQUENCY STANDARD INTER-REQUIRES CONVERSION IN FACE GENERATORS

0 HIGH VOLTAGEDC (HVDC) PARALLELS EASI LY LACK OF EFFICIENT POTENTIALLY MOST CONVERS ION EFF IC IENT

Figure C2.3

OTHERTECHNOLOGY ISSUES

GENERATION DISTRIBUTION

0 TYPE 0 LINE SWITCHES PERMANENTMAGNET - 0 BUS - WOUNDROTOR - CHARACTERISTICS - ARCHITECTURE 0 INTEGRATION - MANAGEMENT - INTEGRAL (BUILTINTO ENGINE) - SHAFT DRIVEN P- o TRANSFORMERS 0 CONTROL

- ENGINE SPEEDDEPENDENT 0 INVERTERS - CONSTANTSPEED DRIVE 0 ENERGYSTORAGE - VSLF RELIABILITY 0 ENGINESTARTING 0 SYSTEMARCHITECTURE 0 FAULT PROTECTION 0 COMPONENT

Figure C2.4

243 THE WORKINGGROUP AGREED TO FOCUS ON A PROGRAM ORIENTED TOWARD CIVIL NEEDS

SELECTREPRESENTATIVE AIRPLANE/MISSION DEFINE ENGINE - NUMBER - CHARACTERISTICS DEFINE LOAD MISSIONPOKR PROFILE ANDLOAD PROFILE PERFORMPOWER SYSTEM TRADE-OFFS IN RELATION TO DEFINED LOADS DEFINE JUDGEMENT/SELECTION CRITERIA CHOOSEPOWER SYSTEMCONCEPT DEFINECRITICAL TECHNOLOGIES DEVELOPCOMPONENTS "IRON BIRD" GROUND SIMULATOR CHARACTERIZE SYSTEMPERFORMANCE TECHNOLOGYTRANSFER

Figure C2.5

WHAT IS NASA'sROLE IN POWER SYSTEMS?

NASA's ROI F

0 INITIAL VENTURE CAPITAL

- HIGHRISK TECHNOLOGY - LONGRANGE R8T

0 PROGRAM COORDINATION

- CIVIL AIRCRAFT

0 GROUND TEST

Figure C2.6

244 WHAT IS TECHNOLOGYTRANSFER AND HOW IS IT ACCOMPLISHED?

0 FULL

- FLY PROTOTYPESYSTEM ON EXPERIMENTAL AIRCRAFT

0 PARTIAL

- FLY PROTOTYPECOMPONENTS AND SUBSYSTEMS ON EXPERI- MENTAL AIRCRAFT

Figure C2.7

245

Appendix C

3. ENVIRONMENTALCONTROL SYSTEMS

FrankHrach, Chairman LewisResearch Center

IIIII I IIIII I I 11l111ll Ill1 lIllIll111l1111l Ill IIIIIIII IT ECS FUNCTIONS

0 CABINPRESSURIZATION

0 VEMT I LAT I ON

0 AIR CONDITIONING

Figure C3.1

WHATARE PAJOR TECHNOLOGY ISSUES?

0 ECSCANIiOT STAKE ALONE; - ANTI-ICIIIG, ENGIFIESTARTING AREPART OF THEPEKLYATIC SYSTEM K@W - DUCT1 KG IS KEQI'IPET) FOP THESE SYSTEMS o ARE ALLELECTRIC SYSTEMS MOPE COST-EFFECTIVE THARADVANCED Ph'El'KAT IC SYSTEKS? FOR WHICH CATEGORIES OF AIRCRAFT? 0 WHAT IS OPTIF:l!F1 PESIGN OF ECS'S WITHOUT BLEED, BY AIKRAFT TYPE? 0 WHAT IS SOllRCE OF POWER--AIP CYCLE, VAPOR CYCLE? 0 WHAT IS OPTIMUM CESICN OF VARIABLE SPEEDKOTORS?

Figure C3.2

248 LOCKHEED ECSFUEL REOU I REMENTS : CONVENT I ONAL VS ELECTRIC,ATA

B L E E D

F U E L

(1830 LB) H PX FUEL (562 LB) DRAG 2% OF BLOCKFUEL -(370 LB)

Figure C3.3

LOCKHEED SPS WE I GHT : CONVENTIONAL VS ALLELECTRIC, ATA

ELECTRIc 5,960 SAVING - 6,300 LB.

AVIONICS " 2,960 ELECTRIc 5,470 FCS 5,990 AVIONICS 2,870

FCS ECS 5,060 ECS 8,270 ECS A WEIGHT 2090 LB, 6,180 a 1/2% OF TOGW HYD 2,700

Figure C3.4

III IIIIn n AIRCONDITIONING SYSTEM SECONDARY PERFORMANCE COMPARISON SYSTEMS

k CHANGE INCREASE - -DECREASE A LL FRESH ALL AIR +1 0 -1 -2 -3 -4 ENGINE BLEED WITH AIR CYCLE---(BASE) DENT SEPARATE COMPRESSOR A I R CYCLE BLOCK FUEL

VAPOR CYCLE 50%REClRCULATED CABIN AIR. ENGINE BLEED WITH AIR CYCLE SELECTED SYSTEM LOW WE I GHT

SEPARATE COMPRESSOR .LEAST COMPLM CYCLE *HIGH CONFIDENCE *HIGH AIR CYCLE INACHEVEMENT VAPOR CYCLE

0 VAPOR CYCLE COOLING UNIT IN THE RECIRCULATE0 LOOP

Figure C3.5 (from Fuel Conservation Possibilitiesfor Terminal Area Compatible Aircraft, The Boeing Commercial Aircraft Co., Final Oral Report, Contract NAS1-12018, January 1975)

WHATARE MAJOR DEVELOPMENT AND APPLICATION STEPS?

DEVELOPMULTI-YEAR R&DPROGRAM, GOALS AND OBJECTIVES

m CONDUCTTRADE STUDIES BY AIRCRAFT CATEGORY (ENTIRE SECONDARY POWERSYSTEM)

0 CONDUCT COFPOIENT STI’DIES - CONTROLREQUIREMENTS - ENGINE GEARBOX - MAIN GENERATOR/STARTER MOTOR

m DESIGN,FABRICATE, TEST PROTOTYPECOWPONENTS

0 ASSEMBLEAND TEST PROTOTYPE ECS’S,

Figure C3.6

250 ADVANCED SECONDARY POWER SYSTEM DEVELOPMENT PROFILE

GOVERNMENT FUNDING I 1I

.WUElCIAL CUGOr?ASSENGEt lt~S)oIl PROTOTYPE HARDWARE DEVELOPMENI

-6 lASlllNE SYSlWAS .All EUClllC SECONDMY rowu MIEM ItLlCrCOMEllNG SYSlfY( SYSTEM INTEGRATION

Figure C3.7

WHAT SHOULD GOVERNMENT/NASA'S ROLE BE?

0 MAJOR ROLE IS INTEGRATION AND COORDINATION,E.G,,

- INFORMATIONDISSEMINATION - TRADE STUDIES o DEVELOPMULTI-YEAR PROGRAM PLAN(INTEGRATED WITH OTHER ELECTRIC AIRCRAFT PROGRAM PLANS)

0 PERHAPS (DEPENDING ON TRADE STUDY RESULTS) FUND JOIhTLY WITH 1NIII'STP.Y

- PROTOTYPE VAPIABLE-SPEED MOTOR STUDIES

- DESIGN,FABRICATE, TEST PROTOTYPE COMPONENTS

Figure C3.8

25 1 VIEWS ON FLIGHTTESTING

FLIGHTTESTING OF SYSTEMS SUCH AS DE-ICING IS REQUIRED TO OBTAIN RESEARCH/PERFORMANCEDATA

0 ECS'S PROBABLY DO NOT REQUIRE FLIGHTTESTING

Figure C3.9

252 Appendix C

4. ELECTROMECHANICAL ACTUATORS

JamesBigham, Chairman Johnson Space Center

253 EMATECHNOLOGY ISSUES SUMMARY (SINGLE CHANNEL)

ELUIENT/ISSUE BASELINEELUIENT/ISSUE NEW PAYOFF MOTOR DELCO-TYPE BRUSHLESS DC BETTER MAGNETS, DIGITAL WEIGHT, TRANSDUCERS, DELTA, SYSTEMS OPEN DELTA, MULTIPLE COMPATIBILITY WINDINGS, BETTER MODELING POWER SWITCH POWER TRANSISTORS DEVELOP EMA APPLICABLE WEIGHT, RQMTS, WEIGHT EFFECTIVE PROCURABILITY PACKAGING KGTOR CGNTROL WYE CONNECTED SWITCH 8 II/DELTACONNECTED SWITCHES, WEIGHT, CURRENT FEEDBACK IMPROVED CURRENT CONTROL, RELIABILITY, ENERGY REGENERATION PERFORMANCE ACTUATOR CONTROL ANALOG DIGITAL SYSTEMS COMPATIBILITY WEIGHT, RELI-

ABILITY. .~ ~ -~ PERFORMANCE POWER CONVERSION ROTARY REDUCTION GEARS

EM1 EFFECTS NONE ANALYSIS AND TEST RELIABILITY SYSTEMS COMPATIBILITY

Figure C4.1

EMATECHNOLOGY ISSUES SUMMARY (MULTI-CHANNEL)

ELEMENT/ISSUE BASELINE NEW PAYOFF

POWERSUMMING VELOCITY SUMMED, MECHANICAL TORQUE VOLUME, WEIGHT DIFFERENTIAL GEARS SUM RELIABILITY, MAGNETIC TORQUE SUM FAILURE EFFECTS EQUALIZATION NONE MOTOR SYNCH MOTOR NONE EQUALIZATION PERFORMANCE ENERGY EFFICI- ENCY WE I GHT REDUNDANCY INTERCHANNEL PARITY TORQUESUM APPLICABLE RELIABILITY MANAGEMENT VELOCITY VOTING RM, CYCLIC SELF-TEST, MAINTAINABILITY BITE, INTERCHANNEL COMMAND VOTING FAILUREMINIMAL-SHORTEDMODES ANALYSiSAND TEST,RELIABILITY, AND EFFECTS TURNS MOREDEPTH REQUIRED SAFETY ANALYS IS ARCHITECTUREDISCUSSED AS ALTERNATE PARTI- RELIABILITY, T I ON I NG , CONTROL/ PERFORMANCE, FDI SEPARATION, MAINTAINABILITY MORE DEPTH,

Figure C4.2

254 WHATARE THE PRINCIPAL COMPONENTAND SYSTEM TECHNOLOGY ISSUES FOR DEVELOPMENTOF ELECTRICALFLIGHT SYSTEMS? i 0 GENERAL AGREEMENT THAT DEVELOPMENT OF POWER TRANSISTORS SPECIFICATIONS, PACKAGING, AND THERMAL CONTROLFOR GENERAL AIRCRAFT EMA APPLICATION REQUIRED -- NASA/LEWIS COULD PLAYA LEADING ROLE INTHIS TASK.

0 NO SIGNIFICANTADDITION/MODIFICATIONS SUGGESTEDBYWORKING GROUP TO

EMATECHNOLOGY ISSUES LIST PRESENTEDBY NASA/HONEYWELL, .

0 THE IMPORTANCE OFSYSTEMS INTEGRATION TECHNOLOGYDEVELOPMENT FOR ELECTRICFLIGHT SYSTEMS IN ADDITION TOTHE DEVELOPMENT OF INDIVIDUAL ELECTRIC SUBSYSTEMS WAS STRESSED,

Figure C4.3

EMA WORKING GROUP

0 CHARACTERIZETHE MAJOR STEPSTO BE TAKENRELATIVE TO EMATECHNOLOGY DEVELOPMENT AND APPLICATION, WHICH OF THESESTEPS ARE CLEARLY DEPENDENT ONGOVERNMENT PART IC I PAT I ON?

- GENERAL DESIGN oo DESIGNTOOL DEVELOPMENT - SPEC1F ICAT I ON/STANDARDS EVOLUTION - DES1GN ALTERNATIVES IDENT I F I CAT I ON AND ASSESSMENT - LABORATORY TEST AND EVALUATION - FLIGHTTEST AND DEMONSTRATIONS FOR INDUSTRY/CUSTOMERACCEPTANCE oo INITIALFLIGHT EVALUATIONS oo IN-SERVICETESTING oo ALL-ELECTRICFLIGHT CONTROLSYSTEM oo ALL-ELECTRICAIRPLANE

0 DATADISSEMINATION

Figure C4.4 CHARACTERIZE THE MAJOR STEPS TO BETAKEN RELATIVE TOEMA TECHNOLOGY DEVELOPMENT AND APPLICATION, WHICH OF THESESTEPS ARE CLEARLY DEPENDENT ON GOVERNMENT PART IC IPAT1 ON?

GENERAL CONSENSUS OF THE WORKING GROUP WAS THAT EXPANSION OF THE EMA EXPERIENCE BASE VIA GOVERNMENT-ENCOURAGEDLABORATORY AND FLIGHT TEST PROGRAMS IS ESSENTIAL

IF APPLICATION OF THE TECHNOLOGY IS TO BE ACCELERATED BY FLIGHT DEMONSTRATION, GOVERNMENT LEADERSHIP IS REQUIRED,

Figure C4.5

EMA WORKING GROUP

o WHAT SHOULD NASA’s ROLE BE? SOME IDEAS------

- HELPMOTIVATE, ORGANIZE, AND FOCUS R8T PROGRAMS - DISSEMINATEINFORMATION - EVOLVE DESIGN STANDARDS - DEMONSTRATE MATURITY OFTECHNOLOGY

o JSC’S DISCUSSION TO DATE INDICATEPRINCIPAL NASA FOCUS SHOULD BE ONEMA SYSTEPS TECHNOLOGYDEVELOPMENT 0 IT HAS BEEFJRECOMMENDED THAT NASA CONSIDER CORPETEDPROCIIREMENTS FOR EMA SYSTEMSFOR ADEMANDING FLIGHTAPPLICATION

- PRACTICALAPPLICATION FORCES DESIGNINNOVATION TOMEET REAL-WORLD PERFORMANCEAND ENVIRONMENTALREQUI REVENTS - CONTRACTORMUST DEYONSTRATE CAPABILITY OF SYSTEM - REVEALS DEFICIENCIESIN TECHNOLOGY - COMPETITION AND PRACTICALAPPLICATION MOTIVATES DESIGN TEAMS - PIOST COST-EFFECTIVE MEANSOF TECHNOLOGY DEVELOPMENT AND TRANSFER

o JSC CONSIDERING THIS TECHNOLOGY PROGRAF!FOR 1983-86 TIME PERIOD

Figure C4.6

256 WHATSHOULD NASA's ROLE IN EMATECHNOLOGY DEVELOPMENT BE?

GENERAL AGREEMENT THAT EMA TECHNOLOGY PLAN FOR FY 83-86 TIME PERIOD WAS A GOOD APPROACH

0 QUESTION ASKED WHY THIS PLAN COULD.NOT BE IMPLEMENTED IN FY 82 -- FUNDING LIMITATIONS PRIMARY REASON

0 SUGGESTION THAT NASA RECONSIDER PROPOSED USE OF ELECTRICAL BREADBOARDS INSTEAD OF FLIGHT PACKAGING IN ACTUATOR PROCUREMENTS

Figure C4.7

FY 1983-1986 EM TECHNOLOGY PROCUREMENT PLAN

0 ANACTUATOR DESIGN,BUILD, TEST, AND DELIVERY PROGRAM

0 EXACTINGREQUIREMENTS TO STRESS THE TECHNOLOGY

0 REALAPPLICATION FOR DESIGN RELEVANCY AND POTENTIAL FOR FLIGHT OR IRONBIRD TEST FOLLOW-ON,

0 COMPETITIVE PROCUREMENT

- SINGLE CHANNELACTUATOR ANDQUAD REDUNDANTACTUATOR - AWARD OF ONE OR MORE CONTRACTS FOR EACHACTUATOR - FIXEDPRICE WITH PERFORMANCEGOALS,

0 QUAD ACTUATORREQUIREMENTS

- MECHANICAL; FORM, FIT, 8 FUNCTIONTO APPLICATION - ELECTRICAL BREADBOARD WITHFLIGHT PACKAGE DESIGNIWEIGHTANALYSIS - MUSTADDRESS SINGLE AND MULTICHANNEL TECHNOLOGY ISSUES - ELEMENTAL MATHMODEL DEVELOPMENT - VENDOR VERIFICATIONTEST PROGRAF - ACTUATOR DELIVERYTO JSC - FINAL REPORT

SINGLE CHANNELACTUATOR REQUIREMENTS

- SAMEASQUAD EXCEPTMUST INCLUDE:

oo VARIABLE AUTHORITY/POWER CONFIGURABILITY 00 WEIGHTEFFECTIVE INVERTER PACKAGE WITHRELIABLE THERMAL MANAGEMENT oo DEVELOPMENT OF APPLICATIONRELEVANT SPECS FOR POWER SWITCHES

Figure C4.8

257 I lllllllll Ill1 I I1

EMAWORKING GFCl~P

0 TOWHAT DEGREE AND AT WHAT POINT SHOULDNASA BECOPE INVOLVEDWITH THE APPLICATION OF ELECTRICALFLIGHT SYSTEMTECHNOLOGY?

- WOULD DEMONSTRATION OF THIS TECHNOLOGY IN AN ALL-ELECTRIC SPACESHUTTLE SIGNIFICANTLY ACCELERATE ITS INTRODUCTION INTO COMMERCIAL AIRCRAFTDESIGN?

0# WOULD SIGNIFICANTLYAID TECHNOLOGYDEVELOPMENT Bl!T PROBABLY WOLlLDNOT SIGNIFICANTLY ACCELERATE APPLICATION

oo CONSENSUSOF PARTICIPANTS: 10 YES, 1 NO, '2 MAYBE,

- WOllLD A JOINT NASA/INDUSTRY PROGRAM TO DEVELOP AND FLIGHT TEST AN ALL-ELECTRICAIRPLANE BE ACOST-EFFECTIVE APPROACHTO ACCELERATING THE APPLICATION OF THIS TECHNOLOGY?

YES -- STUDIES ARE REWIRED TO DETERMINETHOSE ALL-ELECTRIC SUBSYSTEVSTHAT SHOULD BE INCLUDED INTHIS DEFONSTRATION

oo CONSENSUS,OF PARTICIPANTS: 14 YES, 1 PAYBE - IS ELECTRICFLIGHT SYSTEMSTECHIOLOGY SUFFICIEITLY MATUREFOR INITIATION OFAN ELECTRICAIRPLANE FLIGHT DEMONSTRATION PROGRAM?

oo YES, WITH SOME QUALIFICATIONS,

oo COPISENSUS OF PARTICIPANTS: 11 YES, 1 MAYBE,

Figure C4.9

2 58 Appendix C

5. DIGITALFLIGHT CONTROLS

Bi 1 ly Dove, Chairman Langley Research Center llIlll1llllllllllllll111llll Ill ll

ALL ELECTRIC AIRPLANE

NON-FLIGHT FLIGHT CRITICAL CRITICAL sVsTEMs DIGITAL SYSTEMS -ACTIVE CONTROL (FSS) - READY TODAY! -FIILL-UP (WITH ME HANICAL FLY -BY -W I RE BACK-UPS (NO MECHANICAL BACK-UP)

SAFETY/RELIABILITY

Figure C5.1

TECHNOLOGY ISSUES

0 SOFTWARE - TOP DOWN SYSTEM DESIGN - HIGH ORDER LANGllAGES

0 ARCHITECTURES - DISTRIBUTED vs CENTRALIZATION - DATA BUSSING/FIBRE OPTICS

0 SYSTEM DESIGN METHODS - INTEGRATED SYSTEFS - INTEGRATION OF DIGITAL CONTROLS

0 VALIDATION METHODS

0 RELIABILITY/SAFETY

0 COST-LIFE CYCLE

0 EMI/LIGHTNING EFFECTS

Figure C5.2 NASAROLE

TECHNOLOGY CATALYST

MODEL FOR INDI!STRY

“PROTECT” IFlDllSTRY FROM TECHNOLOGY RISKS(EI‘SINESS)

STAY 01!T OF SELECTING A SPECIFICAIRPLANE SYSTEP DES I GN

EDVCATE FAA IN NEW TECHNOLOGY

DEVELOP TOOLS (ANALYTICAL,SIMI!LATION, ETC, 1, METHODS,AND DEVELOP DESIGN GllIDELINES/CRITIERIA

Figure C5.3

VAJOR STEPS

0 LAB 0 DECISION METHODS 8 TECHNIQUES 0 TRADE-OFF DATA 0 INTERFACE DEFINITION 0 VALIDATION PROCESS SURROGATE CRITERIA/GUIDELINES0 DESIGN

sELEc?

0 COMPLETENESS 0 CONFIDENCE BUILDER 0, CREDITABLE

Figure C5.4

I IlIlllIllIIlllIIll I1 I Appendix C

6. ELECTRIC FLIGHT SYSTEMS INTEGRATION

Ray Hood, Chairman Langley Research Center

263 DEF IN ITI OW OF INTECRAT ION

COORDINATION OF FUNCTION AMONG SEPARATE SUBSYSTEMS

TO ACHIEVESYNERGISTIC BENEFITS WHICH NONE OF THE

SUBSYSTEMS COULD ACHIEVE ON ITS OWN, SUCH COORDINA-

TION WILL ENTAIL A L'NIFIED, TOP-DOWN SYSTEMS DESIGN,

DEVELOPMENT AND FLIGHT READINESS VERIFICATION AP-

PROACH tlHICH IS EASED UPONAN UNDERSTANDING OF THE

BOTTOM-UP SL'BSYSTEM PES I GN ISSl'ES ,

Figure C6.1

COMPONENTAND SYSTEMTECHNOLOGY ISSUES

e COMPONENTTECHNOLOGY ISSUES - REDUCEDCOMPRESSOR STABILITY DUE TO ELIMINATION OF BLEED AIR - INTEGRATED GENERATOR RELIABILITY - ACTUATOREM PERFORMANCE AND REL!ABILITY - WING ANTI-ICE WITH ELECTRICDEVICES

0 PERVASIVE TECHNOLOGY ISSUES - SOFTWARE - SUBSYSTEM INTERFACES - RELIABLE, HIGH-BAND BUS STRUCTURE - FEDERATION OF DISTRIBUTED CONTROLLERSFOR RELIABILITY ANDPERFORMANCE - SET OF SPECSANDSTANDARDS FORSUBSYSTEMS REFLECTING TOP-DOWN DESIGNCONCLUSIONS AND ALLOCATING INTER- SYSTEMREQUESTS - TECHNIQUES FOR ACHIEVING ADEQUATECOVERAGE

Figure C6.2

264 ELECTRICFLIGHT SYSTEMS INTEGRATION

0 INTEGRAT ION ISSllES

- CERT IF ICAT1 ON I MPACT

- NEW GROUNT) SUPPORT REQUI REPENTS - AIRPORT APilD AIRLINE ACCEPTABI LITY

- A IRLI NE PISPATCH REQI.1I FiEMENTS

Figure C6.3

MAJOR STEPS TO BETAKEN: COMPARISON OFNEAR TERM/FAR TERM APPLICATIONS

COMPONENT TERM NEAR TERM FAR

FLIGHT CONTROLS PARTIAL FLYBY WIRE/LIGHT FULL FLY BY WIREILIGHT

ACTUATORS SOME OF EACH ELECTROMECHANICAL

ENVI RONMENTAL CONTROLSYSTEMS [ELECTRI c OPTIMIZED

ENGINES NO BLEED INTEGRAL GENERATOR ELECTRIC START OPTIMIZATION

POWER SYSTEMS SOLIDSTATE HIGH VOLTAGE DC

Figure C6.4

265 MAJOR STEPSTO BE TAKEN NEAR TEfUlAPPLICATION

0 ESTABLISH AND ALLOCATE DESIGN GROUND RULES

- SAFETY - RELIABILITY - PERFORMANCE - SYSTEM ARCH I TECTURE - PROGRAMMINGLANGUAGE

0 IN-DEPTH ASSESSMENT

- COSTS - BENEFITS - RIMS

0 ESTABLISH COMPONENT REQUIRERENTS

- I,E,, BLEED, GENERATION, ETC.

0 COMPONENT DESIGN, DEVELOPMENT AND TEST

- WIND TUNNEL, LABORATORY, IRONBIRD

0 SYSTEM DESIGN AND CERTIFICATION

Figure C6.5

MAJOR STEPS TO BE TAKEN FAR -TERM APPLICATION - EOD 2000 -

0 DESIGN GROUND RULES

e ASSESSMEP,!T IFI THEGREATEST DEPTH POSSIBLE

- COSTS

- BENEFITS

- DEVELOPMENTREQUIREMENTS

Figure C6.6

266 NASA's ROLF - ELECTRICFLIGHT SYSTEM INTEGRATIOR

1. HELP FORMlllATE OVERALL GOALSAND OBJECTIVES - COORDINATE NASAFVNDEE STllDlES 2. PROVIDE FOCUSAND FORUMS FOR IDEA INTERCHANGE - IN STYLE OF ARINC ANDRTCA

3. DEFINE STANDARDIZEDINTERFACES - REQUIRES INDVSTRY INTERPLAY AHnFEEDBACK 4. EEFINE PROGRAMMING LANV'AGE ANDPROCESSOR ISA STANDARDS - MAYBEAEOPT !lO!"S - REQUIRES INDUSTRY INTERPLAY AND FEEDBACK

5. ASSEMBLEANI! DISSEMINATE DATABASE - SHL'TTLE - F8 FRW - TCV - F16 - F18

6. HIND PARAMETRICSYSTEr? STI!DIES

6A. INTER-AGENCYCOORDINATION

7. NASASHOULD CONSIDER ANP ANSWER THEFOLLOWING QUESTION

- HOW DOESNASA INTEND TO IHPLEMENTTHESE RECOMMENDA- TIONS?

Figure C6.7

WOULD FLIGHTTESTING OF AN ALL-ELECTRIC AIRPLANEBE NECESSARY TO IFPROVE THE DATA BASE AND DETERMINE FEASIBILITY?

IT IS PREMATI'FEJAT THIS POINT, TO MAKF THE JIIDCEMENT THAT

SUCH A PROGRAM IS REQUIRED, AS THE TECHNOLOGY IS DEVELOPED

FURTHER, THIS QUESTION SHOULD BE RE-EXAMINED,SELECTED FLIGHT

EXPERIMENTSINVOLVING CORPONENTAND SUB-SYSTEM INTEGRATION

SHOULD BE INCLUDED IN NASA's PROGRAM.

Figure C6.8

267

APPENDIX D ABBREVIATIONS AND ACRONYMS

AAES Advanced aircraft electrical systems AC A1 ternati ngcurrent ACC Acceleration ACEE Aircraft energy-efficient program ACM Air control module AC S Active control system ACT Active controls technology AD I Attitude director indicator AEA All-electric airplane AF CS Automatic flight control system AGD Axial gear differential ALWT Advanced lightweight torpedo AMAD Airframe-mounted AOA Angle of attack APGS Auxiliary power generation system APM Adaptive power management APU Aux i 1i ary powerun it ARINC Aeronautical Radio Incorporated A SA Aerosurface amplifier ATA Advanced technology aircraft B DCM Brushless DC motor BITE Built-in test equipment BP CU Bus power control unit BP R Bypass ratio B /U Back-up ccw Counterclockwise CG Center of gravity CRT Cathode ray tube CSD Constant-speed drive CVCF Constant-voltage constant-frequency cw Clockwise DATAC Digital autonomous terminal accesscomunication Dc Direct current DDG Direct-drive generator DDGS Direct-driven generator system DFBW Digital fly by wire DFCS Digital flight control system DF DR Digital flight data recorder DOC Direct operating cost DOD Department of Defense D PS Digital processing system ECS Environmental control system E DC Engine-driven compressor EFIS Electronic flight instruments system EH Electrohydraulic E I CAS Engine indication and crew alerting system EMA Electromechanical actuators 1 EMAS Electromechanical actuator systems EMCB Electromagnetic circuit breaker

269 Ill Ill ll111l1lllllllIlIIlIllll1l1l111ll11llllIlll I I1

EM I Electromagneticinterference EPDC Electric power distribution and control EPGS Electric power generatorsystem E3 Energy-efficientengine FADEC Full-authoritydigital electronic control FB Feedback F BW Fly by wire FCC Flightcontrol computer FCCL Flightcontrol computer - left FCCR Flightcontrol computer - right FCES Flightcontrol electronic system FCS Flightcontrol system FDAU Flightdata acqu,isition unit FDEP Flightdata entry panel FDI Faultdetection isolation FD IR Faultdetection and isolationreconfiguration FIDDS Faultisolation data display system FMEA Failure modes and effectsanalysis F SS Fluttersuppression system GCU Generatorcontrol unit GPC General -prupose computer G RTL S Guide returnto launch site GSP Glareshield panel HD Hydrau 1i c drive HDG Heading HLL High-1 eve1 1anguage HMAS Hydraulicmechanical actuator system HPC High-pressurecompressor H PT High-pressureturbine HPX Horsepower extraction HS I Horizontalsituation indicator HVDC High-voltagedirect current IAP Integratedactuator package IB Inboard IDG Integrateddrive generator IDGS Integrateddrive generator side by side ILS Instrumentlanding system IMU Inerti a1 measuring un it IRAD Independentresearch and development IRS Init i a1 reference sys tem JSC NASA Lyndon B. Johnson Space Center L cc Lifecycle costs LRU Linereplaceable unit LSI Large-scaleintegration L PT Low-pressureturbine LVDC Low-vol tage direct current MBO Management by objectives MCDP Maintenancecontrol display panel MDC Motor-drivencompressor M DM Multiplex/demultiplex M/G Motor/generator MPA Marinepatrol aircraft MPS Mainpropulsion system MUX Mu1 tiplexing

270 NADC Naval Air Development Center Naval SurfaceWarfare Center NNkK \ New transporttechnology OAST Off ice of Aeronautics and SpaceTechnology (NASA) OEW i 'Qperating empty weight OMS Orbital maneuveringsystem PB W Powerby wire PM Permanent magnet PMG Permanent magnet generator PRI Primary P&W Pratt and Whitney Aircraft Group QSRA Qui et s hort-haulresearch airpl ane RA Radio a1 timeter RAD Padi o R&D Research and development RL G Ring laser gyro RM Redundancymanagement ROI Return on investment RP S Rotaryposition sensor R SS Relaxed staticstability (airplane) R&T Research and techno1 ogy RT CA Radi o Techni cal Commission for Aeronautics RTLS Return to 1 aunch site SAS Stabi 1 i ty augmentationsystem SCR Si1icon controlrectifier SF C Spec if ic fuel cons umpti on S -G Starter-generator SmCo Samari um cobalt SM-SPS Service module - servicepropulsion system SOC Spray-oilcooled SOSTEL Sol i d-state el ectroni c 1 ogi c SPS Secondary power system S RB Sol idrocket booster SSP c Solid-state power controllers SWTG Swi t ch i ng TAE M Terminal areaenergy management T CV Termi nal conf i gured vehi cle TE Traii 1 ng edge T/J Torque-i nerti a ratio TOGW Take-off gross weight TSF C Thrust-specificfuel consumption TR Transformer rectii f er TVC Thrust vectorcontrol UA RT Uni versa1asynchronous recei ver transmitter V CM Vapor cycle machine VF Var i ab1frequency e VG Vertical gyro VLS Vertical 1 aunch system V OR Very hi gh frequency omnirange VSCF Vari ab1 e-speed constantfrequency VSLF Variable-speed low frequency vv Vari ablevoltage XDCRS Transducers XMF R Transformer

27 1

" " ,I1 l!;l I

1. Repwt No. 2. GovernmentAccession No. 3. Recipient's Catalog No. 8-2209 4. Title andSubtitle

Electric Flight Systems 6.Performing Orwnization @de

7. Author(s1 8. Performing Organization Report No. Nelson J. Groom and Ray V. Hood, editors L-14965 10. WorkUnit No. 9. Performing Organization Name and Address 534-02-13-01 NASA Langley Research Center 11. Contractor Grant No. Hampton, VA 23665 -Lt 13.Type of Report and P:tiod Covered 12.Sponsoring Agency Name and Address Conference Publication National Aeronautics and Space Administration 14, Agency Code Washington, D.C. 20546

1 15.Supplementary Notes Workshop Co-Chairmen: W. D. Mace, Langley Research Center , Hampton, VA 23665, A. J. Louviere, Johnson Space Flight Center, Houston, Texas 77058 , 16.Abstract A joint NASA/industry workshopon electric flight systems washeld in Hampton, Virginia on June 9-10, 1981. The workshop provided a forum for the interchange of ideas, plans,and program information needed to de- velop the technology for electric flight systems applicationsto both aircraft and spacecraft during the years1985 to 2000. The first day consisted of a number of presentationsby industry repre- sentatives which provided an overview of work either being conducted or planned by the various segments of the- aerospace industry. On the second day of the workshop, separate working group sessions heldwere covering six disciplinary areas related to electric flightsystems. 'These areas were: engine technology, power systems, environmental control systems, electromechanical actuators, digital flight controls,and electric flight systems integration. An executive summary of the workshopand summaries of the discussions, conclusions, and recommendations of the six working groups arepresented. Zopies of the materialsused in presentations are contained in appen- flicies.

7. KeyWords (Suggested by Author(s)) 18.Distribution Statement lectric Flight Systems, Engine TechnologyUnclassified - Unlimited mer Systems, Environmental Control ystems, Electrmhanical Actuators Subject Category 01 igital Flight Controls, Electric Flight ystms Integration 9. Security Classif. lof this report) 20. Security Classif. (of this page) 21. No.of Pager 22.Rice' Unclassified Unclassified 277 A13

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