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NASA Funds New Studies Looking at Future of Sustainable Aircraft


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Preparations for Next Moonwalk Simulations Underway (and Underwater)

An artist’s concept that depicts a large, broad, white airliner with five propellers on each wing and twin tails with three air intakes between them. The concept aircraft is shown flying above the clouds in a blue sky.
Artist’s concept of a future airliner based on the NASA Advanced Aircraft Concepts for Environmental Sustainability 2050 submission from awardee Electra. The team’s project focuses on electric propulsion, integrated aircraft technologies, and vehicle design.
Electra

Picture yourself at an airport a few decades from now. What does your airliner look like? It’s more efficient, with lower emissions than today’s aircraft – what kinds of designs or technology make that possible? NASA is working to answer those questions by commissioning five new design studies looking to push the boundaries of possibility for sustainable aircraft. 

Through NASA’s Advanced Aircraft Concepts for Environmental Sustainability (AACES) 2050 initiative, the agency asked industry and academia to come up with studies looking at aircraft concepts, key technologies, and designs that could offer the transformative solutions needed to secure commercial aviation’s sustainable future by 2050. NASA issued five awards, worth a total of $11.5 million, to four companies and one university. These new NASA-funded studies will help the agency identify and select promising aircraft concepts and technologies for further investigations. 

An artist’s concept of an airliner with swept-back wings and 10 engines mounted between a large twin tail. The concept aircraft, white with blue and gold detailing on the back of it, is pictured flying above a cloud with an orange horizon in the background.
Artist’s concept of a future airliner based on the NASA Advanced Aircraft Concepts for Environmental Sustainability 2050 submission from awardee Georgia Institute of Technology. The team’s project focuses on exploring scenarios and technologies based on an aircraft concept the institute has developed, known as ATH2ENA.
Georgia Institute of Technology

“Through initiatives like AACES, NASA is positioned to harness a broad set of perspectives about how to further increase aircraft efficiency, reduce aviation’s environmental impact and enhance U.S. technological competitiveness in the 2040s, 2050s, and beyond,” said Bob Pearce, NASA associate administrator for the Aeronautics Research Mission Directorate. “As a leader in U.S. sustainable aviation research and development, these awards are one example of how we bring together the best ideas and most innovative concepts from the private sector, academia, research agencies, and other stakeholders to pioneer the future of aviation.” 

For decades, NASA has connected government agencies, industry, and academia to develop sustainable aviation technologies. In 2021, NASA launched its Sustainable Flight National Partnership, focused on technologies that could be incorporated into aircraft by the 2030s. The partnership’s research and development led to current NASA work including the experimental X-66 Sustainable Flight Demonstrator aircraft, its Electrified Powertrain Flight Demonstration project, and the development of more efficient engine cores and processes for the rapid manufacturing of lightweight composite materials

A computer rendering of an aircraft engine, with one side cut away to reveal the turbine and other internal components. The gray engine is shown on a white background.
Artist’s concept of a Pratt & Whitney advanced propulsion concept for the NASA Advanced Aircraft Concepts for Environmental Sustainability 2050 initiative. The Pratt & Whitney project focuses on commercial aviation propulsion technologies targeting thermal and propulsive efficiency improvements to reduce fuel consumption and greenhouse gas emissions.
Pratt & Whitney

The new AACES awards are initiating a similar process, but on a longer timeline, focusing on technologies to help transform aviation beyond SFNP with aircraft that could enter service by 2050. The kinds of partnerships NASA develops through SFNP and AACES are critical for the agency to support the U.S. goal of net-zero aviation emissions by 2050 and to help put aviation on a path toward energy-resilience. 

“The AACES 2050 solicitation drew significant interest from the aviation community and as a result the award process was highly competitive,” said Nateri Madavan, director for NASA’s Advanced Air Vehicles Program. “The proposals selected come from a diverse set of organizations that will provide exciting and wide-ranging explorations of the scenarios, technologies, and aircraft concepts that will advance aviation towards its transformative sustainability goals.” 

An artist’s concept depicts a white blended wing body aircraft with a broad, delta-shaped fuselage without a traditional tail. Two turbine engines sit atop the aircraft’s rear, and thin wings with large winglets extend from its body. The aircraft is depicted flying above clouds ina blue sky.
An artist’s concept of JetZero’s blended wing body, which the company’s team will use to evaluate technologies for the NASA Advanced Aircraft Concepts for Environmental Sustainability 2050 initiative. JetZero’s project will explore technologies that enable cryogenic, liquid hydrogen to be used as a fuel for commercial aviation to reduce greenhouse gas emissions.
JetZero

The AACES 2050 awards went to organizations that will form networks of university and corporate partners to advance their studies. NASA expects the awardees to complete their studies by mid-2026. The new awardee institutions are: 

  • Aurora Flight Sciences, a Boeing Company, whose team will perform a comprehensive, “open-aperture” exploration of technologies and aircraft concepts for the 2050 timeframe. This will include examining new alternative aviation fuels, propulsion systems, aerodynamic technologies, and aircraft configurations along with other technology areas that arise throughout the study. 
  • The Electra-led team will explore extending Electra’s novel distributed electric propulsion and its unique aerodynamic design capabilities to develop innovative wing and fuselage integrations that deliver sustainable aviation focused on enabling community-friendly emission reduction, noise reduction, and improved air travel access. The company’s existing small aircraft prototype has been flying for over a year, demonstrating Electra’s technology that aims to transform air travel with reduced environmental impact and improved operational efficiency. 
  • Georgia Institute of Technology will perform a comprehensive exploration of sustainability technologies, including alternative fuels, propulsion systems, and aircraft configurations. The institute’s team will then explore new aircraft concepts incorporating the selected technologies with their Advanced Technology Hydrogen Electric Novel Aircraft (ATH2ENA) as a starting point.  
  • JetZero will explore technologies that enable cryogenic, liquid hydrogen to be used as a fuel for commercial aviation to reduce greenhouse gas emissions. These technologies will be evaluated on both tube-and wing and JetZero’s blended wing body – an airplane shape that provides more options for larger hydrogen fuel tanks within the aircraft. 
  • Pratt and Whitney a division of RTX Corporation, will explore a broad suite of commercial aviation propulsion technologies targeting thermal and propulsive efficiency improvements to reduce fuel consumption and greenhouse gas emissions. The Pratt & Whitney team will then down-select high-priority and alternative propulsion concepts for potential integration studies with various airframe concepts for aircraft in 2050 and beyond. 
An artist’s concept that depicts an airliner with two propeller engines on each wing resting on airport tarmac. The aircraft is viewed through a window and, in the foreground, a small child with dark hair and a yellow backpack looks at it, with his hand resting on the glass. Sustainable infrastructure is visible in the far background, including wind turbines and large tanks.
Artist’s concept of a 50-60 passenger hydrogen fuel cell electric plane created by Boeing through its future flight concept efforts. Aurora Flight Sciences, a Boeing Company, received an award through NASA’s Advanced Aircraft Concepts for Environmental Sustainability (AACES) 2050 initiative to examine new alternative aviation fuels propulsion systems, aerodynamic technologies, and aircraft configurations, along with other technology areas.
Boeing

AACES 2050 is part of NASA’s Advanced Air Transport Technology project, which explores and develops technology to further NASA’s vision for the future development of fixed-wing transport aircraft with revolutionary energy efficiency. The project falls under NASA’s Advanced Air Vehicles Program, which evaluates and develops technologies for new aircraft systems and explores promising air travel concepts. 

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      Funding from NASA and other sources has enabled this material to transition from the laboratory to the commercial scale. ALLVAR received NASA Small Business Innovative Research (SBIR) funding to scale and integrate a new alloy material into telescope structure demonstrations for potential use on future NASA missions like the Habitable Worlds Observatory. This alloy shrinks when heated and expands when cooled—a property known as negative thermal expansion (NTE). For example, ALLVAR Alloy 30 exhibits a -30 ppm/°C coefficient of thermal expansion (CTE) at room temperature. This means that a 1-meter long piece of this NTE alloy will shrink 0.003 mm for every 1 °C increase in temperature. For comparison, aluminum expands at +23 ppm/°C.

      While other materials expand while heated and contract when cooled, ALLVAR Alloy 30 exhibits a negative thermal expansion, which can compensate for the thermal expansion mismatch of other materials. The thermal strain versus temperature is shown for 6061 Aluminum, A286 Stainless Steel, Titanium 6Al-4V, Invar 36, and ALLVAR Alloy 30.
      Because it shrinks when other materials expand, ALLVAR Alloy 30 can be used to strategically compensate for the expansion and contraction of other materials. The alloy’s unique NTE property and lack of moisture expansion could enable optic designers to address the stability needs of future telescope structures. Calculations have indicated that integrating ALLVAR Alloy 30 into certain telescope designs could improve thermal stability up to 200 times compared to only using traditional materials like aluminum, titanium, Carbon Fiber Reinforced Polymers (CFRPs), and the nickel–iron alloy, Invar.
      The hexapod assembly with six ALLVAR Alloy struts was measured for long-term stability. The stability of the individual struts and the hexapod assembly were measured using interferometry at the University of Florida’s Institute for High Energy Physics and Astrophysics. The struts were found to have a length noise well below the proposed target for the success criteria for the project. Credit: (left) ALLVAR and (right) Simon F. Barke, Ph.D. To demonstrate that negative thermal expansion alloys can enable ultra-stable structures, the ALLVAR team developed a hexapod structure to separate two mirrors made of a commercially available glass ceramic material with ultra-low thermal expansion properties. Invar was bonded to the mirrors and flexures made of Ti6Al4V—a titanium alloy commonly used in aerospace applications—were attached to the Invar. To compensate for the positive CTEs of the Invar and Ti6Al4V components, an NTE ALLVAR Alloy 30 tube was used between the Ti6Al4V flexures to create the struts separating the two mirrors. The natural positive thermal expansion of the Invar and Ti6Al4V components is offset by the negative thermal expansion of the NTE alloy struts, resulting in a structure with an effective zero thermal expansion.
      The stability of the structure was evaluated at the University of Florida Institute for High Energy Physics and Astrophysics. The hexapod structure exhibited stability well below the 100 pm/√Hz target and achieved 11 pm/√Hz. This first iteration is close to the 10 pm stability required for the future Habitable Worlds Observatory. A paper and presentation made at the August 2021 Society of Photo-Optical Instrumentation Engineers conference provides details about this analysis.
      Furthermore, a series of tests run by NASA Marshall showed that the ultra-stable struts were able to achieve a near-zero thermal expansion that matched the mirrors in the above analysis. This result translates into less than a 5 nm root mean square (rms) change in the mirror’s shape across a 28K temperature change.
      The ALLVAR enabled Ultra-Stable Hexapod Assembly undergoing Interferometric Testing between 293K and 265K (right). On the left, the Root Mean Square (RMS) changes in the mirror’s surface shape are visually represented. The three roughly circular red areas are caused by the thermal expansion mismatch of the invar bonding pads with the ZERODUR mirror, while the blue and green sections show little to no changes caused by thermal expansion. The surface diagram shows a less than 5 nanometer RMS change in mirror figure. Credit: NASA’s X-Ray and Cryogenic Facility [XRCF] Beyond ultra-stable structures, the NTE alloy technology has enabled enhanced passive thermal switch performance and has been used to remove the detrimental effects of temperature changes on bolted joints and infrared optics. These applications could impact technologies used in other NASA missions. For example, these new alloys have been integrated into the cryogenic sub-assembly of Roman’s coronagraph technology demonstration. The addition of NTE washers enabled the use of pyrolytic graphite thermal straps for more efficient heat transfer. ALLVAR Alloy 30 is also being used in a high-performance passive thermal switch incorporated into the UC Berkeley Space Science Laboratory’s Lunar Surface Electromagnetics Experiment-Night (LuSEE Night) project aboard Firefly Aerospace’s Blue Ghost Mission 2, which will be delivered to the Moon through NASA’s CLPS (Commercial Lunar Payload Services) initiative. The NTE alloys enabled smaller thermal switch size and greater on-off heat conduction ratios for LuSEE Night.
      Through another recent NASA SBIR effort, the ALLVAR team worked with NASA’s Jet Propulsion Laboratory to develop detailed datasets of ALLVAR Alloy 30 material properties. These large datasets include statistically significant material properties such as strength, elastic modulus, fatigue, and thermal conductivity. The team also collected information about less common properties like micro-creep and micro-yield. With these properties characterized, ALLVAR Alloy 30 has cleared a major hurdle towards space-material qualification.
      As a spinoff of this NASA-funded work, the team is developing a new alloy with tunable thermal expansion properties that can match other materials or even achieve zero CTE. Thermal expansion mismatch causes dimensional stability and force-load issues that can impact fields such as nuclear engineering, quantum computing, aerospace and defense, optics, fundamental physics, and medical imaging. The potential uses for this new material will likely extend far beyond astronomy. For example, ALLVAR developed washers and spacers, are now commercially available to maintain consistent preloads across extreme temperature ranges in both space and terrestrial environments. These washers and spacers excel at counteracting the thermal expansion and contraction of other materials, ensuring stability for demanding applications.
      For additional details, see the entry for this project on NASA TechPort.
      Project Lead: Dr. James A. Monroe, ALLVAR
      The following NASA organizations sponsored this effort: NASA Astrophysics Division, NASA SBIR Program funded by the Space Technology Mission Directorate (STMD).
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      The AirSHARP team used radiometers with matching technology – C-AIR from the air and C-OPS (Compact Optical Profiling System) from the water – to gather water leaving reflectance data.

      “The C-AIR instrument is modified from an instrument that goes on research vessels and takes measurements of the water’s surface from very close range,” said NASA Ames research scientist Samuel LeBlanc. “The issue there is that you’re very local to one area at a time. What our team has done successfully is put it on an aircraft, which enables us to span the entire Monterey Bay.”

      The larger PACE validation team will compare OCI measurements with observations made by the sensors much closer to the ocean to ensure that they match, and make adjustments when they don’t. 

      Aerosol Interference

      One factor that can impact OCI data is the presence of manmade and natural aerosols, which interact with sunlight as it moves through the atmosphere. An aerosol refers to any solid or liquid suspended in the air, such as smoke from fires, salt from sea spray, particulates from fossil fuel emissions, desert dust, and pollen.

      Imagine a 420 mile-long tube, with the PACE satellite at one end and the ocean at the other. Everything inside the tube is what scientists refer to as the atmospheric column, and it is full of tiny particulates that interact with sunlight. Scientists quantify this aerosol interaction with a measurement called aerosol optical depth.

      “During AirSHARP, we were essentially measuring, at different wavelengths, how light is changed by the particles present in the atmosphere,” said NASA Ames research scientist Kristina Pistone. “The aerosol optical depth is a measure of light extinction, or how much light is either scattered away or absorbed by aerosol particulates.” 

      The team measured aerosol optical depth using the 4STAR-B spectrometer, which was engineered at NASA Ames and  enables scientists to identify which aerosols are present and how they interact with sunlight.

      Twin Otter Aircraft

      AirSHARP principal investigator Liane Guild walks towards a Twin Otter aircraft owned and operated by the Naval Postgraduate School. The aircraft’s ability to perform complex, low-altitude flights made it the ideal platform to fly multiple instruments over Monterey Bay during the AirSHARP campaign. NASA/Samuel Leblanc
      Flying these instruments required use of a Twin Otter plane, operated by the Naval Postgraduate School (NPS). The Twin Otter is unique for its ability to perform extremely low-altitude flights, making passes down to 100 feet above the water in clear conditions.

      “It’s an intense way to fly. At that low height, the pilots continually watch for and avoid birds, tall ships, and even wildlife like breaching whales,” said Anthony Bucholtz, director of the Airborne Research Facility at NPS.

      With the phytoplankton bloom attracting so much wildlife in a bay already full of ships, this is no small feat. “The pilots keep a close eye on the radar, and fly by hand,” Bucholtz said, “all while following careful flight plans crisscrossing Monterey Bay and performing tight spirals over the Research Vessel Shana Rae.”

      Campaign Data

      Data gathered from the 2024 phase of this campaign is available on two data archive systems. Data from the 4STAR instrument is available in the PACE data archive  and data from C-AIR is housed in the SeaBASS data archive.

      Other data from the NASA PACE Validation Science Team is available through the PACE website: https://pace.oceansciences.org/pvstdoi.htm#
      Samuel LeBlanc and Kristina Pistone are funded via the Bay Area Environmental Research Institute (BAERI), which  is a scientist-founded nonprofit focused on supporting Earth and space sciences.
      About the Author
      Milan Loiacono
      Science Communication SpecialistMilan Loiacono is a science communication specialist for the Earth Science Division at NASA Ames Research Center.
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      Last Updated Jun 26, 2025 Related Terms
      Ames Research Center's Science Directorate Ames Research Center Earth Earth Science Earth Science Division PACE (Plankton, Aerosol, Cloud, Ocean Ecosystem) Science Mission Directorate Explore More
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