EVLN: NASA X-57 Mod III e-plane R&D milestones in Mojave-CA

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EVLN: NASA X-57 Mod III e-plane R&D milestones in Mojave-CA

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http://www.aerotechnews.com/blog/2019/06/28/concept-to-reality-nasa-marks-milestones-in-development-of-electric-x-57/
Concept to reality: NASA marks milestones in development of electric X-57
June 28, 2019  

[images  / AFRC TV photograph by Steve Parcel
http://www.aerotechnews.com/wp-content/uploads/2019/06/nasa-x57a.jpg
Engineers and specialists prepare X-57s Mod III wing for testing in the
Flight Loads Laboratory at NASA’s Armstrong Flight Research Center in
Edwards, Calif. Here, the wing began preparation for several tests,
including weight and balance measurement, ground vibration testing, and wing
loading tests. The high-aspect ratio wing contains 40 percent the area of
the Mod II vehicle’s baseline wing, and will feature repositioning the two
large electric cruise motors out to the wingtips to help boost efficiency.
(NASA photograph by Ken Ulbrich)

http://www.aerotechnews.com/edwardsafb/wp-content/uploads/sites/2/2019/06/nasa-x57b.jpg
X-57, pictured here in its final Mod IV configuration, will be powered by a
battery system that consists of 16 battery modules. This system will
comprise 800 lbs of the aircraft’s total weight. NASA Aeronautics
researchers will use the Maxwell to demonstrate that electric propulsion can
make planes quieter, more efficient and more environmentally friendly.
(Photograph courtesy of NASA Langley/Advanced Concepts Lab, AMA, Inc.)

http://www.aerotechnews.com/edwardsafb/wp-content/uploads/sites/2/2019/06/nasa-x57c.jpg
The electric motors for X-57’s Mod II vehicle and their propellers were
powered up and spun together for the first time as part of an integrated
spin test. Chris Higbee, Project Engineer at Scaled Composites, is seen in
the cockpit of the Mod II vehicle, which is the aircraft’s first of three
electric configurations. The wind turbines seen along the hillside in the
background illustrate a noticeable, appropriate impression of the future
final phase of X-57, known as Mod IV, which will feature 12 small electric
high-lift motors and propellers along its wing. (AFRC TV photograph by Steve
Parcel)
]

NASA’s X-57 project has marked two critical milestones, taking two major
steps toward demonstrating the benefits of electric propulsion for aviation.

More general aviation aircraft are in the air every year, which means that
the challenge to address aircraft efficiency, noise and emissions becomes
greater. NASA’s X-57 Maxwell, the agency’s first all-electric X-plane, will
seek to meet that challenge by demonstrating innovative technology through
electric-powered experimental flight.

The X-57 project is achieving this through several successive phases, in
which the aircraft, a Tecnam P2006T, will undergo different modifications,
or “Mods,” which NASA is tackling simultaneously to progress from one phase
to the next, both safely and efficiently.

One of these milestones was achieved as part of X-57’s Mod II activity — the
configuration in which the X-57 project will flight test the research
propulsion system, and will eventually fly as a fully electric aircraft. Mod
II includes the replacement of the baseline aircraft’s two inboard
combustion engines with electric cruise motors.

Having integrated much of the initial electric system into the Mod II
aircraft, engineers for the first time tested the motors and propellers,
integrated onto the vehicle, in an initial spin test.

“This is the first time we’ve had the electric motors installed with
propellers and had them spinning,” said Sean Clarke, NASA’s Principal
Investigator for X-57. “This was a big milestone, as it was a big systems
test where we were able to run both motors on the airplane at the same time.

“It’s really exciting to actually have all of the systems integrated and to
be able to operate the vehicle that we’ve been designing for our system
tests. It’s a huge opportunity for us, so we’re very excited.”

The test, which took place at Scaled Composites’ facility in Mojave, Calif.,
verified that the propellers, which pull energy from the motor to provide
thrust and propel the aircraft, operate as expected as the motors were
provided with significant amounts of power for the first time.

Instead of using batteries, which the vehicle will ultimately use during
taxi and flight tests, the spin test was carried out from the ground using a
power supply. Following stages of Mod II testing include repeating the test
with the use of batteries, and delivery of the Mod II aircraft to NASA’s
Armstrong Flight Research Center in Edwards, California. Once delivered to
NASA, the Mod II aircraft will undergo verification, followed by taxi tests,
and eventually, experimental flight tests.

While Mod II proceeds toward testing, efforts are already well underway for
X-57’s Mod III phase.

Mod III includes the replacement of the aircraft’s baseline wing with a new,
high-aspect ratio wing, and features the repositioning of the electric
cruise motors out to the wingtips – an arrangement that presents the
potential to boost aircraft efficiency considerably, but was not feasible
with heavier, traditional combustion engines.

X-57’s Mod III activity also achieved a major milestone, as NASA received
delivery of the Mod III wing from the project’s prime contractor, Empirical
Systems Aerospace, Inc. of San Luis Obispo, California, or ESAero.

Upon delivery of the wing, NASA immediately began running tests to verify
that its specifications and components are sound, and that the wing matches
NASA’s structure and design models.

NASA’s testing of the wing, which was built by Xperimental LLC in San Luis
Obispo, includes weight and balance measurement, ground vibration testing,
and wing loading tests. Weight and balance measurement determines the total
mass and the center of gravity on the wing, and helps NASA verify that the
aircraft will perform correctly during taxi and flight tests.

Ground vibration testing, or GVT, considers the engineering challenges of
the relatively thin, high aspect-ratio wing, which could be prone to flutter
and other vibration conditions in flight. The GVT lets NASA verify whether
the structural properties built into the wing matches what is expected for
flight.

Finally, the wing will undergo wing loading tests. These tests will confirm
whether the wing structure acts as predicted as it carries the approximately
3,000 pound aircraft through flight.

“I think that getting the wing here really brings Mod III to reality for the
team,” said X-57 Deputy Operations Engineering Lead Kirsten Boogaard.
“Having the wing come here and people being able to see the size of it, the
look of it, just actually see it in person instead of in models, I think, is
a really big deal for the project.

“It’s a cool thing when ideas go from concept to reality, but that’s what
NASA does.”

After these tests are complete, NASA will then send the wing back to ESAero,
where the wing will undergo fit checks onto a second “fit-check” fuselage.
Here, the wing will also have 12 nacelles integrated, which will eventually
house 12 small, electric high-lift motors and propellers, which will be
featured on X-57’s final phase, Mod IV.

NASA’s X-57 project is operated under the agency’s Aeronautics Research
Mission Directorate.
[© aerotechnews.com]


+
https://electrek.co/2019/07/04/lotus-evija-electric-hypercar/
Lotus names its electric hypercar Evija before its debut, releases another
teaser video
Jul. 4th 2019  Lotus has announced the official name of its upcoming
all-electric hypercar before it ... Cleverly enough, “EV” is right in the
name, with Lotus saying Evija is ...
https://www.youtube.com/watch?v=oaRpg9YxA3M




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