Boeing LENR Patent

  • They have an override, and it is called a Pilot. When things go haywire, the first thing well trained pilots are taught is to disconnect and manually fly the plane.

    Correct. This issue is sometimes confused because all modern large airplanes use electronic controls between the pilot and the control surfaces, such as the tail. This is called "fly by wire." Decades ago this was done mechanically, sort of like power steering on an automobile. Nowadays there is no direct, mechanical link between pilot's controls and the surfaces. That is safer, because there are multiple pathways from the controls back to the tail, for example, whereas with the older systems there were only two links (as I recall). In an accident, both links could be severed.

    Anyway, the autopilot can be disabled by the pilot, but the fly-by-wire system cannot. Both are electronic. I doubt anyone could hack either system.

    Fly-by-wire is MUCH simpler, as you see from Figs. 3 and 4 here, a document from 1968 when fly-by-wire was first being developed:

    Figure 4 says "NON REDUNDANT" but they are all redundant nowadays. As I said, more redundant than the last mechanical systems that fly-by-wire eventually replaced.

  • The electronics are not mistaken only the pilot remains the weak point.

    Air France experienced the Rio Paris crash, one of the pilots pulled the stick when the other pushed. The same thing this time at Roissy recently where for the same reasons they almost crashed a 777.

  • I think Shane D. has some notions about airplanes 8) Concerning cars, the legislation doesn't allow a 100% electric link between the steering wheel vs wheels, even if the rack is hydraulically assisted then now electrically.

  • Boeing quotes from 2012

    These came from a Cold Fusion Now article, 12July2012 titled

    "Cold Fusion NASA LENR – part two Flight"

    Sadly, the links to the Boeing postings are no longer active. Perhaps they are archived somewhere.

    Boeing has been granted a patent for an LENR turbo fan. I think it was made public, ie published around 2014.

    Quote Boeing 2012

    • The SUGAR Program (SUGAR – Subsonic Ultra Green Aeronautics Research) was initiated in 2008 as a challenge to four that received contracts, Boeing, GE Aviation, Massachusetts Institute of Technology and Northrop Grumman. The goal is a deep reduction in harmful emissions from airplanes and to decrease their noisome irritation. “Hybrid electric engine technology is a clear winner because it can potentially improve performance relative to all of the NASA goals.” (Boeing)
    • The SUGAR Volt design utilizes electric turbo fans; which are candidates for LENR electrical power. SUGAR VOLT


    (To hear us talk) by Robert Frost

    The tree a tempest with a crash of wood

    Throws down in front of us is not to bar

    Our passage to our journey’s end for good,

    But just to ask us who we think we are,

    Insisting always on our own way so.

    She likes to halt us in our runner tracks,

    And make us get down in a foot of snow

    Debating what to do with an ax.

    And yet who knows obstruction is in vain:

    We will not be put off the final goal

    We have hidden in us to attain,

    Not though we have to seize earth by the pole

    And, tired of aimless circling in one place,

    Steer straight off after something into space.

  • 2012 NASA/Boeing Publication (applied engineering) NASA Contract NNL08AA16B – NNL11AA00T – “Subsonic Ultra Green Aircraft Research – Phase II N+4 Advanced Concept Development” – (editors note) The NASA Working Group Report also makes public the following list of organizations and individuals working on the advanced concept contract:


    Marty Bradley, Christopher Droney, Zachary Hoisington, Timothy Allen, Dwaine Cotes, Yueping Guo, Brian Foist, Blaine Rawdon, Sean Wakayama, Emily Dallara, Ed Kowalski, Joe Wa, Ismail Robbana, Sergey Barmichev, Larry Fink, Mithra Sankrithi, Edward White

    General Electric

    Kurt Murrow, Jeff Hammel, Srini Gowda

    Georgia Tech

    Michelle Kirby, Hongjun Ran, Teawoo Nam, Jimmy Tai, Chris Perullo

    Vermont Tech

    Joe Schetz, Rakesh Kapania


    Mark Guynn, Erik Olson, Gerald Brown, Larry Leavitt, Richard Wahls, Doug Wells, James Felder, Casey Burley, John Martin

    Federal Aviation Administration

    Rhett Jeffries, Christopher Sequiera

    Reference NASA

    Subsonic Ultra Green Aircraft Research Phase II: N+4 Advanced Concept Development - NASA Technical Reports Server (NTRS)

  • In 1958, the “SPACE HANDBOOK: ASTRONAUTICS AND ITS APPLICATIONS by the Rand Corporation, was presented to the President at the birth of NASA. It clearly states that electricity produced without generators through some unknown nuclear process will enable quick astronautic transport throughout the solar system with advanced electric drive.

    How much for a pound of thrust back in '58?

    Advanced Electric Drive Circa 1958 NASA

    The primary consideration in obtaining useful thrust from ion or plasma rockets is the construction of lightweight electric power supplies. A gross reduction in electrical generation equipment, as compared with the most advanced of present equipments, is required to make the electric rocket really interesting for flight in the solar system.

    • It is contemplated that some type of nuclear fission (or fusion, farther in the future) could be used to supply the energy for the electric powerplant, although this step would still not eliminate the need for heavy electrical generators, unless direct conversion of fission to electrical energy in large quantities be came practical.
    • 2,100 kilovolts of electric power to produce 1 pound of thrust, assuming good efficiency. Optimistic estimates of electric-power supply weight in dictate that the power unit would weigh about 8,500 pounds.


    2,100 kilovolts for a pound of thrust!

    Reference NASA History


  • 2013 Boeing Patent (applied engineering)

    “Rotational annular airscrew with integrated acoustic arrester” CA2824290A1

    Applicant: The Boeing Company, Matthew D. Moore, Kelly L. Boren – Filing date: Aug 16, 2013 – Publication date: May 12, 2014 – “

    The contra-rotating forward coaxial

    electric motor

    and the contra-rotating aft coaxial

    electric motor

    are coupled to at least one energy source.

    The contra-rotating forward coaxial electric motor 126 and the contra-rotating aft coaxial electric motor may be directly coupled to the at least one energy source, or through various control and/or power distribution circuits.

    The energy source may comprise, for example, a system to

    convert chemical, solar

    or nuclear energy into electricity

    within or coupled to a volume bearing structure. The energy source may comprise, for example but without limitation, a battery, a fuel cell, a solar cell, an energy harvesting device,

    low energy nuclear reactor (LENR),

    a hybrid propulsion system, or other energy source.

    CA2824290A1 - Rotational annular airscrew with integrated acoustic arrester - Google Patents

  • Looking at each of the Boeing SUGAR LENR aircraft design team members. It's been over ten years, I wonder what these Boeing team members are doing now.

    Marty K. Bradley is an author of NASAs latest white paper. He is presently the Senior Technical Fellow at Electra Aero

    Website link to the Team

    Meet Our Leadership Team —
    Our leadership team of aerospace firebrands, led by industry pioneer John Langford, has decades of combined experience in developing novel aircraft. We are…

    They seem to be a leading Urban Air Mobility contender. They are advancing distributed electric power developed within the NASA SUGAR program. The Boeing LENR electric turbine, being highly scalable, is ideal for Electra Aero designs. I believe these folks follow CMNS energy technology and have better than high hopes. I wish them the best and hope they follow and enjoy the Forum.

    Inexpensive, point of use, secure and green energy will enable the vision and goals set out by Marty Bradley, NASA, et al. Marty likely knows more about any LENR reactors tested by NASA than I do. I wonder if he has tested the reactor described in the Boeing LENR Patent.

    Shane D. The dream of sky travelers is growing... I hope to attend the next Cafe Foundation symposium. Here is a link to the 2021 event's press release. AMAZING

    CAFE Foundation and Vertical Flight Society Announce Impressive Program For Next Week’s 15th Annual Electric Aircraft Symposium

    gbgoblenote - Boeing is on board. The LENR powered electric turbo fan patent development and NASA SUGAR experience is well considered here. -end gbgoblenote

    Press release quote

    More than two-dozen companies are now flying full-scale all-electric passenger and cargo eVTOL aircraft, with the leading companies garnering $4.5B in investments in just the first half of 2021. In addition, several of the world’s largest airlines and logistics companies placed conditional orders and options totaling more than 1,200 aircraft. In addition, the US Air Force’s Agility Prime initiatives has invested in the development of several leading eVTOL developers plus and more than 250 small businesses and academic institutions that are part of the eVTOL ecosystem. - end quotes.

    2021 NASA White Paper

    Regional Air Mobility


    The NASA Team would like to formally thank all contributors, reviewers, designers, and technical editors in their tireless efforts to bring this white paper to fruition.


    • Kevin Antcliff, NASA
    • Nicholas Borer, NASA
    • Sky Sartorius, Boeing
    • Pasha Saleh, Alaska Airlines
    • Robert Rose, Reliable Robotics
    • Maxime Gariel, Xwing
    • Joseph Oldham, New Vision Aviation
    • Chris Courtin, Electra.Aero
    • Marty Bradley, Electra.Aero
    • Satadru Roy, Georgia Tech
    • Bryan Lynch, Explorer Aircraft
    • Arnel Guiang, FLOAT Shuttle
    • Paul Stith, Black & Veatch
    • Dengfeng Sun, Purdue University
    • Susan Ying, Ampaire
    • Michael Patterson, NASA
    • Vince Schultz, NASA
    • Roei Ganzarski, magniX
    • Kevin Noertker, Ampaire
    • Cory Combs, Ampaire
    • Rich Oullette, Boeing (ret.)
  • Surprisingly I found a historical story on SUGAR and Boeing, written by Marty Bradley 2017, that I haven't read before... It is posted here in it's entirety to preserve it for our future study.

    "An Informal Brainstorm Turns into Potential Climate-Saving Flight Technologies"

    Normally, your average sugar rush doesn’t last a decade. But the last nine years for Boeing’s partnership with NASA on Subsonic Ultra Green Aircraft Research (SUGAR) has brought about promising developments for the future of aviation.

    The original SUGAR project began with a brainstorming session in December 2006.

    I pondered what Boeing could do to make our aircraft more environmentally friendly. So, I assembled some colleagues, and we generated a list of ideas that included alternative fuels, electric aircraft, and improved aerodynamics, propulsion and sustainable materials. We also came up with the name SUGAR. In this original form SUGAR stood for Sustainable Ultra Green Aircraft Research. After narrowing the list of ideas, the team worked on quick tools to assess the ideas and quantify the possible benefits.

    Then along came a NASA request for proposals on subsonic aviation concepts and technologies that could help meet these goals in the 2030-2040 timeframe:

    • A 71-decibel reduction below current Federal Aviation Administration noise
    • A greater than 75 percent reduction on the International Civil Aviation Organization’s Committee on Aviation Environmental Protection Sixth Meeting, or CAEP/6, standard for nitrogen oxide emissions.
    • A greater than 70 percent reduction in fuel burn.

    At the beginning, none of us thought we could reach those levels. Because of the work we had just done in the brainstorming activity, we were able to respond quickly with lots of green ideas and add quantitative results. Combining many ideas, and adding a healthy dose of improved air traffic management as well, we were able to show it was possible to get close to these goals.

    After winning the contract, deemed Phase I, three additional phases were awarded. The original goals were adjusted between each phase, but NASA always tried to keep the goals just ahead of what the team thought could be achieved.

    SUGAR had great teammates from other companies, including Georgia Tech, Virginia Tech, General Electric, and NextGen Aeronautics.

    From SUGAR has come ideas for multiple concepts and technologies:

    SUGAR High—a high span, high aspect ratio, high lift-to-drag truss braced wind concept that has been tested in aeroelastic and high speed wind tunnels and is preparing for a low speed wind tunnel test. It is currently estimated to deliver an 8 percent reduction in fuel burn compared to a conventional cantilever (non-strut-braced) wing. Additionally, the high wing allows easier more efficient integration of large diameter fans and open rotor propulsion systems for additional fuel burn benefits.

    SUGAR Volt—the first concept for a hybrid electric commercial airliner. This played a major role in electrifying the current interest in small and large electric aircraft at companies, government labs and universities around the world. Much like a hybrid car, the SUGAR Volt is able to decrease fuel use and substitute electrical energy, which if from a renewable grid source (wind, solar, etc.), can significantly reduce the life cycle greenhouse gas emission of a conventional airliner.

    SUGAR Freeze—uses liquefied natural gas, fuel cells, cryogenically cooled electric motors, advanced battery energy storage, and aft fuselage boundary layer ingestion propulsion for even more potential benefits. (This is farther on the technology horizon.)

    Recently, Boeing was awarded a new contract to continue studying the SUGAR Volt and a NASA hybrid electric concept called the STARC-ABL (single-aisle turbo-electric aircraft with an aft boundary layer propulsor). Boeing is interested in developing environmentally progressive vehicles, but it’s too soon to say whether any of the concepts that have been studied under this contract will be incorporated into Boeing aircraft. Except for Boeing proprietary technology, the knowledge NASA gained in collaboration with Boeing from this research is publicly available.

    By Marty Bradley

    Reference Boeing Innovation Quarterly

    How Sweet the Future of Aviation

    Boeing: How sweet the future of aviation

  • A Russian Boeing SUGAR NASA review and analysis 2015. Note the Boeing SUGAR NASA LENR aircraft report was also publicly available to these authors in 2012.

    "Concepts of Perspective Hybrid Mid-Flight Engines on Gas and Cryogenic Fuels for Aircraft" 2015, vol. 22, no. 1, pp. 87-99


    Aircraft engines and power generators

    Аuthors: Ryabov P. A.*, Kalenskii S. M.**

    Central Institute of Aviation Motors named after P.I. Baranov, CIAM, 2, Aviamotornaya str., Moscow, 111116, Russia


    Prediction analysis of foreign and domestic studies shows that turbofan with high BPR and high cycle parameters using aviation kerosene will not provide meeting to environmental requirements for new aircraft already after 2035. And only hybrid gas-turbine engine (HGTE) using liquefied natural gas (LNG) allows developing aircrafts, meeting stringent emission standards up to 2045.

    The purpose of work is studies of available foreign and domestic research experience and generation rational concepts of HGTE using various fuel types, including gas and cryogenic fuels.

    According to purposes of the work following activities are conducted:

    — results of a foreign forecast of HGTE, conducted by Boeing and NASA, are analyzed;

    — perspective concepts of foreign power plants (PP) for aircrafts 2030 with HGTE having potential in improvement of cost and environmental characteristics are considered;

    — the key design parameters of foreign HGTE and results of researches on the assessment of their efficiency by the advanced aircrafts using kerosene and LNG as fuel are presented;

    — rational HGTE concepts are analyzed, numerical investigation of key design parameters of the mid-flight HGTE using different types of fuel, including gas and cryogenic fuels are performed.

    2 most promising HGTE architectures based on the turbofan with high engine cycle parameters are defined in the paper.

    — Architecture HGTE-1 — usage of additional supply of fan shaft by mechanical power from electromotor (EM). Electrical energy to supply EM is generated by external source, i.e. power unit (PU) based on solid oxide fuel cells (SOFC).

    — Architecture HGTE-2 — usage of electrochemical generator (ECG) based on SOFC, operating in parallel with main combustor. Similar to HGTE-1 electricity, generated by ECG supplies EM, located on the fan shaft. Remaining heat generated by ECG supplies low pressure turbine.

    Various levels of power ratio between the low pressure turbine and EM, providing a fan drive are considered for each HGTE scheme. Design parameters of effective schemes of HGTE are specified.

    The forecast about prospects of development of considered concepts for 2030 and 2045 is made in the final part of the work. - end quotes


    Further Reading

    Lattice Energy LLC- "Report Reveals Boeing and NASA Investigating LENR-powered Aircraft" Lewis Larsen Aug. 03, 2012

    Lattice Energy LLC- Report Reveals Boeing and NASA Investigating LENR…
    There is a recent NASA government contract report titled, “Subsonic Ultra Green Aircraft Research Phase II: N+4 Advanced Concept Development,” by Marty K. Brad…

    "Subsonic Ultra Green Aircraft Research Phase II: N+4 Advanced Concept Development" - NASA Technical Reports Server

    by MK Bradley · 2012 This final report documents the work of the Boeing Subsonic Ultra Green Aircraft Research. (SUGAR) team on Task 1 of the Phase II effort.


    This project and report reflect the combined efforts of the SUGAR Task 1 team. The team members for this task are Boeing Research and Technology, Boeing Commercial Airplanes, GE Aviation, and the Georgia Institute of Technology. The coordinated effort of this team has produced this report.

    The team would like to thank Erik Olson and Mark Guynn of the NASA Langley Research Center for their guidance as the NASA Contracting Officer Technical Representative (COTR), and task

    technical advisor (TA), respectively. The team would also like to thank Gerry Brown, a NASA subject matter expert, for his contribution.

    Additionally, other experts from NASA, the Department of Energy, the Air Force Research Lab, the Federal Aviation Administration, and Virginia Tech contributed during the N+4 technology

    workshop or made suggestions for the Energy Study Outline.

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