CF6 jet engine performance deterioration

Wulf, R.; Krämer, W.; Pass, J. E.; Smith, J. J.

doi:10.2514/6.1979-1233

Cited by 8 publications

(25 citation statements)

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“…Such models rely on empirical relationships derived during in-service operations. Seminal studies performed by two of the leading North American OEMs are presented by Wulf et al [18] and Salle [19], assessing the causes of engine deterioration and its impact on performance for the General Electric (GE) CF6-6D and Pratt & Whitney (P&W) JT9D engines, respectively. Accumulating data from different sources, such as performance measurements taken both from the test cell (sea level) and on-wing (during cruise), in addition to hardware inspections and measurements, allowed both references to characterize the average 𝑆𝐹𝐶 loss during in-service operations.…”

Section: 𝑆𝐹𝐶 =mentioning

confidence: 99%

“…The first objective of this paper is to use information from practical experience, such as the work in [18], to develop a thermodynamic deterioration model that can predict the increase in average fuel consumption (𝑓 𝑐 ) throughout the life of a regional aircraft engine, namely, the CF34-8C5B1. Moreover, this paper highlights the importance of analyzing the inter-turbine temperature (𝐼𝑇𝑇) margin to track engine deterioration to determine the inservice engine life.…”

Section: 𝑆𝐹𝐶 =mentioning

confidence: 99%

“…The salient results reported in [18] were used to develop a thermodynamic model that relates the efficiency loss (∆𝜂) of each major turbomachinery component (or module) with a normalized time index (𝜏), designed to represent a measure of the in-service time. The deterioration model was incorporated into the thermodynamic model that represents the CF34-8C5B1, the so-called CM-8C5B1 [20], which predicts the performance under new engine conditions (i.e., no deterioration).…”

Section: 𝑆𝐹𝐶 =mentioning

confidence: 99%

“…Next, the engine is typically sent to the airframer to be installed in a new aircraft; however, there are times when it is dispatched directly to an airliner to serve as a spare engine. If the engine is sent to the airframer, after its installation, the airframer will perform different tests in the aircraft/engine (called production flights) before delivering the aircraft to the airliner [18]. If an engine is sent to the airline directly, it will be induced in service without the typical airframer production tests [18].…”

Section: Engine Life In Servicementioning

confidence: 99%

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An Engine Deterioration Model for Predicting Fuel Consumption Impact in a Regional Aircraft

Gurrola Arrieta,

Botez,

Lasne

2024

Aerospace

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A deterioration cycle model is presented, designed to consider the turbomachinery efficiency losses that are expected during real engine in-service operations. The cycle model was developed using information from practical experience found in the literature to account for both short- and long-term deterioration effects; the former occurring during the first flight cycles, the latter due to regular in-service operation. This paper highlights the importance of analyzing the inter-turbine temperature margin () to track engine deterioration to determine the extent of an in-service engine life. The proposed model was used to assess the and fuel consumption impact in the CRJ-700 regional aircraft (powered by two CF34-8C5B1 engines) for three representative missions: short (0.4 h), average (1.4 h), and long (2.5 h), considering different levels of engine deterioration, from the new engine level up to fully deteriorated. The fuel consumption at the new engine level (zero deterioration) was validated against a real-time engine model embedded in a Level-D flight simulator, the so-called Virtual Research Flight Simulator located at the Laboratory of Applied Research in Active Control, Avionics, and AeroServoElasticity. The errors found in this validation for the trip mission fuel consumption in the short, average, and long missions were −3.6, +0.9, and +0.6%, respectively. The cycle model predictions suggest the for a new engine is 55.2 °C, whereas for a fully deteriorated engine, it is 26.4 °C. Finally, in terms of fuel consumption, the results presented here show that an average CF34-8C5B1 engine shows an increase in the cumulative fuel consumption of 2.25% during its life in service, which translates to a 4.5% impact in aircraft fuel consumption.

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Section: 𝑆𝐹𝐶 =mentioning

confidence: 99%

Section: 𝑆𝐹𝐶 =mentioning

confidence: 99%

Section: 𝑆𝐹𝐶 =mentioning

confidence: 99%

Section: Engine Life In Servicementioning

confidence: 99%

See 2 more Smart Citations

An Engine Deterioration Model for Predicting Fuel Consumption Impact in a Regional Aircraft

Gurrola Arrieta,

Botez,

Lasne

2024

Aerospace

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“…Japikse [6], Wulf et al [7], and Peterson [8] related the rate of wear to the time of usage. They claimed that, within 6000 -8000 hours of jet engine operation, compressor blades had blunt leading edges with an increased surface roughness.…”

Section: Introductionmentioning

confidence: 99%

Erosion of an Axial Transonic Fan due to Dust Ingestion

EL-Saied¹

2015

AJAE

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This paper deals with the prediction of the particle dynamic and erosion characteristics due to dust ingestion in an axial flow fan, installed in a high bypass-ratio turbofan engine that operates in a dusty environment. Dynamic behavior comprises the particle trajectory and its impact velocity and location. While the erosion characteristics are resembled by the impact frequency, erosion rate, erosion parameter and the penetration rate. The study was carried out in two flight regimes, namely, takeoff, where the sand particles are prevailing, and cruise, where the fly ashes are dominated. In both cases, the effect of the particle size on its trajectory, impact location, and the erosion characteristics was studied. To simulate the problem in a more realistic manner, a Rosin Rambler particle diameter distribution was assumed at takeoff and cruise conditions. At takeoff, this distribution varies from 50 to 300 µm with a mean diameter of 150 µm sand particles. While at cruise, this distribution varies from 5 to 30 µm with a mean diameter of 15 µm fly ash particles. The computational domain employed was a periodic sector through both the fan and its intake bounding an angle of (360/38) where the number of fan blades is (38). The intake is a stationary domain while the fan is a rotating one and the FLUENT solver is used to solve this problem. Firstly, the flow field was solved in the computational domain using the Navier-Stokes finite-volume supported by the Spalart-Allmaras turbulence model. The governing equations, representing the particle motion through the moving stream of a compressible flow are introduced herein to calculate the particle trajectory. The solution of these equations is carried out based on the Lagrangian approach. Next, empirical equations representing the particle impact characteristics with the walls are introduced to calculate the rebound velocity, the erosion rate, erosion parameter, impact frequency and penetration rate. Moreover, a method to smoothen the irregularity in the calculated scattered data was discussed as well. During takeoff flight regime, the pressure side of fan blade experienced higher particle impact and erosion damage. The highest erosion rate was found at the corner formed by blade tip and trailing edge of pressure side. During cruise conditions, less erosion rates resulted. Maximum erosion rates are found at the leading edge of the pressure side.

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A novel method for aero-engine map calibration using adaptation factor surface

Wang,

Wang

et al. 2025

Measurement

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CF6 jet engine performance deterioration

Cited by 8 publications

References 0 publications

An Engine Deterioration Model for Predicting Fuel Consumption Impact in a Regional Aircraft

An Engine Deterioration Model for Predicting Fuel Consumption Impact in a Regional Aircraft

Erosion of an Axial Transonic Fan due to Dust Ingestion

A novel method for aero-engine map calibration using adaptation factor surface

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