Green Aviation: Reduction of Environmental Impact Through Aircraft Technology and Alternative Fuels

Nelson, Emily S.; Reddy, Dhanireddy R.

doi:10.1201/b20287

Cited by 7 publications

(3 citation statements)

References 15 publications

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“…У роботі [3] представлений комплексний прогноз найімовірніших шляхів розвитку сталої «зеленої» авіації. Особлива увага приділяється розробці необхідних технологій для проєктування/експлуатації літаків, силових установок та виробництва альтернативного палива як у короткостроковій, так і довгостроковій перспективі.…”

Section: літературний оглядunclassified

Оцінка Тяги Закапотованого Співвісного Гвинтовентилятора

Usenko¹,

Balalaieva

Mitrakhovych

2022

aktt

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One of the basic requirements for existing and future aircraft engines is high specific power, low specific fuel consumption, and low noise level. The current work evaluates the thrust of a ducted coaxial propfan. A coaxial propfan was chosen as the object under study. The peripheral diameter of the first and second rows of the propfan reaches 4.5 m. The number of blades of the first row of the propfan is 8, the second – 6. The duct had a length of 3.214 m and a maximum profile thickness of 0.23 m. For this study, a model of a coaxial propeller fan was made for a numerical experiment. The model created for the study was a cylinder with a radius of 75 m and a height of 150 m. A model of an open coaxial fan and a ducted coaxial fan was created in this cylinder. The simulation of the flow in a ducted and open coaxial propfan was carried out for a flight altitude of H=7534 m at a rotational speed of the first and second rows of the propfan at 850 rpm. The input Mach number was 0.52. Based on the results of the study, a histogram for evaluating the thrust of the ducted and open coaxial propfan was constructed. The simulation of the flow in assessing the thrust of a ducted and open coaxial propfan was carried out under the same flight conditions. The results of the study showed that the presence of a duct gives a fairly large increase in thrust - the thrust of a coaxial propfan increases by 82 %. However, note that the calculations do not consider the drag that the duct will create. Evaluation of the drag of the ducted is the next task of the study. The resulting visualizations of the flow around an open and ducted coaxial propfan demonstrate qualitative and quantitative changes in the values of the parameters under study during flow. It can be seen that in the presence of a duct, the total pressure behind the propfan increases significantly. Increasing the thrust of a ducted coaxial propfan makes it possible to reduce the rotational speed of the propfan to provide thrust similar to that of an open propfan, which will improve the acoustic characteristics of the propfan. Also, the acoustic radiation can be reduced by placing sound-absorbing structures in the duct.

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Section: літературний оглядunclassified

Оцінка Тяги Закапотованого Співвісного Гвинтовентилятора

Usenko¹,

Balalaieva

Mitrakhovych

2022

aktt

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“…J et noise is one of the dominant sources of aircraft noise during take-off [1]. Further reductions in jet noise are therefore needed to meet the ambitious noise reduction goals set forward by the EU [2], and thereby minimize the negative impacts of commercial aviation.…”

Section: Introductionmentioning

confidence: 99%

Aeroacoustic Analysis of a Subsonic Jet using the Discontinuous Galerkin Method

Lindblad

Sherwin

Cantwell

et al. 2022

28th AIAA/CEAS Aeroacoustics 2022 Conference

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In this work, the open-source spectral/hp element framework Nektar++ (www.nektar.info) is coupled with the Antares library (www.cerfacs.fr/antares/) to predict noise from a subsonic jet. Nektar++ uses the high-order discontinuous Galerkin method to solve the compressible Navier-Stokes equations on unstructured grids. Unresolved turbulent scales are modeled using an implicit Large Eddy Simulation approach. In this approach, the favourable dissipation properties of the discontinuous Galerkin method are used to remove the highest resolved wavenumbers from the solution. For time-integration, an implicit, matrix-free, Newton-Krylov method is used. To compute the far-field noise, Antares solves the Ffowcs Williams -Hawkings equation for a permeable integration surface in the time-domain using a source-time dominant algorithm. The simulation results are validated against experimental data obtained in the Doak Laboratory Flight Jet Rig, located at the University of Southampton.

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“…To ensure that international aviation continues to develop in a sustainable manner there are many challenges to address, not least the sector's continued reliance on fossil fuels and the associated damage that results to the environment from greenhouse gases such as carbon dioxide (CO 2 ) and other harmful emissions (Hassan, Pfaender, & Mavris, 2018). Although aviation's contribution to global warming is relatively minor, accounting for approximately 2%-3% of total global CO 2 emissions (Nelson & Reddy, 2018), it is nonetheless projected to increase significantly as the public's appetite for air travel continues unchecked.…”

Section: Introductionmentioning

confidence: 99%

Towards Meeting the Iata-Agreed 1.5% Average Annual Fuel Efficiency Improvements Between 2010 and 2020: The Current Progress Being Made by U.S. Air Carriers

Cho

Bardell

2020

Aviation

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The purpose of this paper is to see if airlines in general, and U.S. air-carriers in particular, are meeting their IATA-agreed 1.5% average annual fuel efficiency improvements between 2010 and 2020. To assess the fuel efficiency performance, a quantitative analysis was performed using data provided by ICAO, IATA and the U.S. Bureau of Transportation Statistics (BTS) Form 41 Schedules P 12(a) and T-2. The metric used to assess fuel efficiency is the one advanced by ICAO, namely Litres per Revenue Tonne Kilometre performed. Trends are examined over an extended timeframe to establish annual fuel efficiency improvements. The findings show that the overall performance of U.S. air-carriers from 2010 to 2018 has just met IATA’s 1.5% target with a 1.52% year-upon-year annual fuel efficiency improvement, with domestic operations showing a greater level of improvement than international operations. Such performance suggests that the U.S.A, and by inference, the rest of the world, are just likely to meet their IATA target by 2020. This achievement has largely been made possible through industry’s tremendous efforts to enhance aircraft engine technologies, implement operational improvements, and reduce airframe weight through the extensive application of composite materials.

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Green Aviation: Reduction of Environmental Impact Through Aircraft Technology and Alternative Fuels

Cited by 7 publications

References 15 publications

Оцінка Тяги Закапотованого Співвісного Гвинтовентилятора

Оцінка Тяги Закапотованого Співвісного Гвинтовентилятора

Aeroacoustic Analysis of a Subsonic Jet using the Discontinuous Galerkin Method

Towards Meeting the Iata-Agreed 1.5% Average Annual Fuel Efficiency Improvements Between 2010 and 2020: The Current Progress Being Made by U.S. Air Carriers

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