P2006T X-57 MAXWELL NASA

NASA X-57 Maxwell

SCEPTOR: Scalable Convergent Electric Propulsion Technology and Operations Research

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Quick facts

0B$

Billions

10 Year, $4 Billion Initiative to Return NASA to X-Planes

118 kts

Cruise Speed

219 km/ Sea Level

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Seating

Four seats.

0 US gal/h

Fuel Consumption

0 liters per hour

NASA New Aviation Horizons Initiative

Distributed Electric Propulsion (DEP) is a new technology frontier, enabling ultra-high efficiency, low carbon emissions, low community noise, and low operating costs.

When coupled with the autonomy technology frontier, will enable transformative high-speed On-Demand Mobility

10 Year, $4 Billion Initiative to Return NASA to X-Planes

NASA-P2006T-2

Objectives

PRIMARY OBJECTIVE

  • Goal: 5x Lower Energy Use (Compared to Original P2006T @ 175 mph)
  • IC Engine vs Electric Propulsion Efficiency changes from 28% to 92% (~3.3x)
  • Synergistic Integration (~1.5x)

DERIVATIVE OBJECTIVES

  • ~30% Lower Total Operating Cost
  • Zero In-flight Carbon Emissions

SECONDARY OBJECTIVES

  • 15 dB Lower community noise
  • Flight control redundancy and robustness
  • Improved ride quality
  • Certification basis for DEP technologies

Distributed Electric
Propulsion Wing
High-Lift Impact

Lift Coefficient at 70 mph Takeoff Velocity
(with/without 220 kW power into distributed propellers)

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SCEPTOR
Wing Sizing Impact

Impact:

  • Same Takeoff/Landing Speed
  • Large Reduction in Wing Area
  • Decreases the Friction Drag
  • Allows Cruise at High Lift Coefficient
  • Less Gust/Turbulence Sensitivity

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DEP Integration
Synergistic Design

NASA-P2006T-5

Hybrid Electric Propulsion

NASA-P2006T-6

SCEPTOR
Project Approach

NASA-P2006T-7

Cruise Motors

  • Air cooled, direct drive outrunner
  • Replaces 100 HP Rotax 912S engine with 60 kW Joby motor
  • Expected cruise operating point between 42 and 45 kW
  • Tailoring FAA engine design acceptance testing (Part 33) for NASA flight qualification
  • Electrodynamics, thermal and control modeling and prototyping underway

DATALINK

Battery Module Configuration

  • Electric Power Systems design
  • Organized into 8 battery modules per aircraft, split into two packs, each with 4 battery modules and a control module
  • Cooling analysis will drive module spacing, cells spaced at 4mm
  • Nickel Cobalt Aluminum 18650 cells selected; provides sufficient energy density and discharge rate for SCEPTOR mission. Cells arranged in 20p32s modules with BEP between series halves.
  • Each pack is 20p128s; 47 kWh useful capacity, 461 VDC nominal (416 to 525 across SOC range), peak discharge of 132 kW
  • Will comply with flight environment, including 18 g crash loads, -5 to +45 °C operating environment

DATALINK
P2006T NASA

We’re at the beginning of a 30-50 year propulsion revolution

Electric propulsion is not merely about propulsion, it’s about being able to apply a scale-free technology to fundamentally change how we design vehicles. Synergistic integration of Distributed Electric Propulsion will transform aircraft, and the missions they perform, and potentially society
The age of on-demand services is about to lead to On-Demand Mobility

maxwell

In every branch of knowledge the progress is proportional to the amount of facts on which to build, and therefore to the facility of obtaining data.

James Clerk Maxwell (1851)

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Go to P2006T page here

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