Tag: Marty Bradley

Wild Ideas for Stopping Climate Change

Panelists: Moderator Marty Bradley, technical fellow, Boeing; Martin Bunzl, philosophy professor, Rutgers University; Timothy C. Langenkamp, partner, Sidley Austin LLP; Douglas MacMartin, research professor, Caltech, and senior research associate, Cornell University

by Ben IannottaAerospace America Editor-in-Chief

If humanity wants to get serious about stopping human-caused climate change, it’s going to have to actively intervene in the functioning of the atmosphere, said panelists Jan. 10 at the 2017 AIAA SciTech Forum in Grapevine, Texas.

Exactly how is the question. Perhaps sulfur dioxide could be dispersed in the stratosphere to reflect solar radiation. Or carbon dioxide could be captured from the air on a vast scale. Or maybe giant sunshades could be erected in space to cool Earth.

Such geoengineering might sound extreme, but according to some scientists, active intervention is going to be the only way to stave off a planetary warming of more than 1.5 to 2 degree Celsius, the threshold beyond which increases in sea level could be severe.

“It is a controversial topic,” said Marty Bradley, a technical fellow at Boeing and the session moderator for “Geoengineering to Mitigate Climate Change — Is There a Role for Aerospace?”

Douglas MacMartin, a geoengineering theorist at Caltech, showed the audience a graph to make his case that adopting renewable energy and improving efficiency would not be enough to stop profound climate change.

In fact, he said it’s a “pipe dream” to think that cutting carbon emission can by itself solve the problem. He cautioned that we may already have crossed a threshold to meters of sea level rise.

Striking a similar note, Martin Bunzl, a philosophy professor at Rutgers University, said the Paris climate accord is “woefully inadequate” to keep warming to 1.5 to 2 degrees Celsius. Bunzl lauded former Vice President Al Gore’s passion for the topic of climate change, but he said it’s simply not going to possible to turn around the energy economy over a span of just 20 years.

As MacMartin put it: “Unmitigated climate change may scare us more than risks of geoengineering.”

So what exactly are the possibilities for intervention?

MacMartin said it would be possible to cool the planet rapidly, perhaps over the course of few years, by “dumping crap” in the stratosphere in what’s called solar geoengineering or sometimes solar radiation management. The idea would be to mimic the effect of the 1991 eruption of Mount Pinatubo in the Philippines, which spewed tons of sulfur dioxide into the stratosphere and cooled the planet by half a degree Celsius.

MacMartin cautioned against jumping quickly to solar geoengineering, because it could have consequences that scientists do not yet understand.

“If you wanted to do it intelligently, that’s probably at least decades away,” he cautioned. “We need to ramp up research funding from our current level of, with a rounding error, zero,” he added.

In Bunzl’s view, “it’s inevitable that geoengineering has to be part of the portfolio of response.”

Of course, there are options other than solar radiation management. One idea is to capture carbon dioxide from the atmosphere. Questions persist about how that could be done at the required scale.

Nevertheless, Timothy C. Langenkamp, a Houston-based lawyer who helps companies raise capital for oil and gas initiatives, predicted that his industry would be interested in this technology. He said a test plant could be built to show how synthetic fuels could be derived from atmospheric carbon dioxide.

The carbon would not be sequestered, but “at least you’re not adding to the problem” by drilling more fossil fuels, he said. The industry likes the idea because, if feasible, it comes with a built-in “repeatable revenue stream.”

Another idea would be to orbit sunshades, perhaps made of Kapton polymer like that of the sunshield of the James Webb Space Telescope. The challenge would be getting adequate surface area into orbit. MacMartin calculates this idea would require 270 Delta 4 rocket launches every day for the next 50 years.

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Study Questions Near-Term Value of Battery Tech for Large Planes

Panelists: Moderator Marty Bradley, technical fellow, Boeing; Alan Angleman, senior program officer and study director for the aviation carbon reduction committee, Aeronautics and Space Engineering Board, National Academies of Sciences, Engineering and Medicine; Mike Benzakein, director, Propulsion and Power Center, Ohio State University, and member of the aviation carbon reduction committee, National Academies; Steve Csonka, executive director, Commercial Aviation Alternative Fuels Initiative, and member of the aviation carbon reduction committee, National Academies; Alan Epstein, vice president for technology and environment, Pratt and Whitney, and member of the aviation carbon reduction committee, National Academies; Karen Thole, head of nuclear and mechanical engineering department, Pennsylvania State University, and co-chair of the aviation carbon reduction committee, National Academies

By Ben IannottaAerospace America Editor-in-Chief

Turboelectric propulsion, in which fuel-burning engines generate electricity for propulsion, has a better chance of significantly reducing the carbon footprint of large commercial planes within 30 years than do batteries or hybrid engines.

That was a key conclusion of the Committee on Propulsion and Energy Systems to Reduce Commercial Aviation Carbon Emissions. The group was formed by the National Academies of Sciences, Engineering and Medicine to suggest research priorities for NASA as it seeks to reduce carbon emissions from aircraft.

Members of the committee have been briefing their findings to congressional staffs and agencies since releasing their report. On July 25, they discussed their recommendations with an audience at 2016 AIAA Propulsion and Energy Forum in Salt Lake City.

“Turboelectric propulsion, coupled with distributed propulsion and boundary layer ingestion, have the potential to reduce fuel burn and emissions by 20 percent or more compared to the current state of the art for large commercial aircraft,” said Mike Benzakein, a member of the committee and an aerospace engineering professor at Ohio State University.

Karen Thole, a committee co-chair and professor of nuclear and mechanical engineering at Penn State, cautioned that the committee didn’t say “stop working on batteries.” She said the study’s “boundary condition” of identifying technologies that could be ready no later than 30 years from now prompted the recommendation to focus on turboelectric propulsion, related technologies and alternative fuels.

Pratt and Whitney’s Alan Epstein, a member of the committee and the company’s vice president for technology and environment, said “no battery chemistries” exist right now with the potential to power large commercial aircraft.

Shifting to the state of the U.S. research infrastructure, Thole said “megawatt class” research facilities are critical but that there are no “facilities available for this megawatt class research.”

The committee looked at technologies for single- and double-aisle passenger jets capable of carrying 100 passengers or more. Those aircraft comprise 90 percent of the carbon emissions from the aviation segment, Thole said. She added that the segment burns 7 billion gallons of fuel.

“A systemic change needed to be considered at that kind of scaling,” she said.

The committee looked at engine technology, including nacelle designs and internal coatings that might let engine cores burn hotter. Epstein said ultimately, propulsion and aircraft designs will need to be considered together as a system, even if that was not the committee’s focus.

The committee also lauded the potential of sustainable alternative fuels to reduce aviation’s carbon footprint.

The “really good news” is that if society decides to take action, “these reductions can be immediate,” said Steven Csonka, a member of the committee and executive director of the Commercial Aviation Alternative Fuels Initiative.

Advances in alternative fuels are critical, he said, because “we expect to be using fuel in aircraft at least for the next five decades.”

Csonka cautioned that not all alternative fuels are created equal. He said some, such as those derived from coal, can have a “higher carbon footprint” because they do not involve sustainably cycling carbon through biomass.

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All 2016 AIAA Propulsion and Energy Forum Videos

Electric Airliners: Finding the Missing Ingredients

Panelists: Moderator Rubén Del Rosario, NASA’s Glenn Research Center; Michael Armstrong, Rolls-Royce; Marty Bradley, Boeing Co.; Andrew Gibson, Empirical Systems Aerospace Inc.; Charles Lents, United Technologies Research Center; Johannes Stuhlberger, Airbus

by Ben Iannotta, Editor-in-Chief, Aerospace America

Creating an electric passenger plane capable of carrying more than 100 people will require persistence and an unprecedented cross-domain collaboration among aircraft designers, battery makers and the auto and marine industries, said members of a panel at the 2015 AIAA Propulsion and Energy Forum in Orlando, Florida.

“How do we get all these different communities, all these different subject-matter experts, together to go and execute a real system?” asked Marty Bradley, a technical fellow at Boeing Co. and chairman of AIAA’s Green Engineering Program Committee.

Bradley and other experts spoke during the session “Aircraft Electric Propulsion — Bridging the Gap.”

Bradley suggested that AIAA could play a major role in bringing together multiple disciplines, starting within the aerospace sector itself.

“We had some meetings on this, and we had at least five or six committees that all thought they had a share in this. So getting that group of people organized in joint sessions like this is a good start,” Bradley said.

The panelists waded into the question over the feasibility of developing a large commercial aircraft that would be powered by fuel and electricity — a hybrid — perhaps on the way to an all-electric aircraft. Moderator Rubén Del Rosario of NASA’s Glenn Research Center, paraphrasing a question submitted online, steered the discussion to whether miracles were needed before a hybrid propulsion system could be enabled.

“I’ll throw out the systems integration challenge here,” chimed in Charles Lents, a principal research engineer with the United Technologies Research Center.

Andrew Gibson, president of Empirical Systems Aerospace Inc., said questions about thermal management and power distribution are hot on his mind. Beyond that, he said, “I’m more concerned about the miracles that need to happen in how these cross-discipline teams operate.”

Steering the conversation back to the technical realm, Bradley said he sees only one miracle required: “That’s in energy storage.”

Johannes Stuhlberger, a power system expert with Airbus, lauded the auto industry for creating consumer confidence in batteries through the excellent safety record of hybrid autos.

That’s “a great success, I would say, because in the beginning, everyone was afraid about batteries, instantaneous burning and things like that,” Stuhlberger said.

Michael Armstrong, an aerospace systems engineering specialist with Rolls-Royce, said aerospace experts must look “at multiple industries to pull from,” but he also gave a nod to the auto industry.

“Without their assistance in this area, we would have a longer haul to get where we need to go,” Armstrong said.

Bradley volunteered that he drives a Chevrolet Volt.

“I’m trying to reverse engineer,” Bradley said. “Wouldn’t it be better if I was meeting with the engineers at General Motors. Now, I wonder: Have we done things like that?”

Armstrong said he works with technologists at Rolls-Royce who have expertise with hybrid buses and vehicles. He said the best advice is sometimes “what things not to do.”

The challenge will be in translating vehicle technology to aircraft, Armstrong said. “What does a hybrid car look like versus what does a hybrid aircraft look like? There are differences that we’ll have to make sure that we respect.”

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All 2015 AIAA Propulsion and Energy Forum Videos