Severity estimation and effect of operational parameters for civil aircraft jet engines

Hanumanthan, H; Laskaridis, Panagiotis; Singh, Riti

doi:10.1177/0954410011424854

Cited by 18 publications

(20 citation statements)

References 16 publications

Supporting

Mentioning

Contrasting

Order By: Relevance

“…Mishra and Beura [49], predicted a 13% reduction in TIT for a 25% derate operation (-228K) with a 2-spool engine installed on a WBA. Hanumanthan et al [50] report a reduction in Exit Gas Temperature (EGT) of -127K (-11.1%) for a 25% derated take-off on a narrow body aircraft with a 2-spool engine, similar to the one considered here.…”

Section: Appendix a -Engines Used For The Aircraft Models Appendix B-supporting

confidence: 55%

On-board compressor water injection for civil aircraft emission reductions: Range performance with fuel burn analysis

Novelo

Igie

Nalianda

2019

Transportation Research Part D: Transport and Environment

View full text Add to dashboard Cite

The performance benefit of compressor water injection for a stand-alone jet engine has been investigated in previous work conducted by the authors, as well as other studies. For the same required thrust, the benefits include reduced specific fuel consumption, turbine inlet temperature and NOx emissions. The additional weight implication for aircraft (narrow and wide-body type) with their typical engine type (two and three-spool) for the varied range is investigated here. The emphasis of this study is to establish whether the performance benefit restricted to takeoff and parts of the climb, offsets the additional weight penalty of the water injection system, onboard the aircraft. An in-house aircraft performance tool has been used and the changes in performance due to water injection are determined by an evaporation model previously developed. This study shows that the shortest range of 4 missions offers small overall fuel savings of 0.42% per flight cycle. The longest mission, in which the injection equipment is carried for longer (though mostly empty water tank), brings about an overall increase in fuel consumed, by about 0.05%. For the same range, the aircraft powered by a three-spool engine shows better performance. However, both aircraft equally benefit from landing and takeoff NOx emission reductions of around 43%. Water Injection is shown to result in similar performance benefits as 25% takeoff derate but without the penalties in fuel burn or increased takeoff and climb times. Reductions in turbine inlet temperature obtained are worth considerable attention as a means of decreasing the direct operating costs of an airline.

show abstract

Section: Appendix a -Engines Used For The Aircraft Models Appendix B-supporting

confidence: 55%

On-board compressor water injection for civil aircraft emission reductions: Range performance with fuel burn analysis

Novelo

Igie

Nalianda

2019

Transportation Research Part D: Transport and Environment

View full text Add to dashboard Cite

show abstract

“…16,17 This is performed in the aerodynamic module taking into account information from the input data, mission profile and atmospheric modules. Further explanation is presented in Hanumanthan et al 15 To calculate the total drag coefficient, it is the sum of the zero lift drag coefficient (lift dependent) and the induced drag coefficient (lift independent) as follows…”

Section: The Engine and Aircraft Modellingmentioning

confidence: 99%

Aero engine compressor fouling effects for short- and long-haul missions

Igie

Goiricelaya

Nalianda

et al. 2015

Proceedings of the Institution of Mechanical Engineers, Part G:

View full text Add to dashboard Cite

The impact of compressor fouling on civil aero engines unlike the industrial stationary application has not been widely investigated or available in open literature. There are questions about the impact of fouling for short-and long-haul missions comparatively, given their unique operational requirements and market. The aim of this study is to quantify the effects of different levels of fouling degradation on the fan, for two different aircraft with different two-spool engine models for their respective typical missions. Firstly, the study shows the increase in turbine entry temperature for both aircraft engines, to maintain the same level of thrust as their clean condition. The highest penalty observed is during takeoff and climb, when the thrust setting is the highest. Despite take-off and climb segment being a larger proportion in the short-haul mission compared to the long-haul mission, the percentage increase in fuel burn due to fouling are similar, except in the worst case fouling level were the former is higher by 0.8% points. In addition to this, for all the cases, the additional fuel burn due to fouling and its cost is shown to be small. Likewise, the increase in turbine entry temperature for both missions at take-off are similar, except in the worst case fouling level for the short-haul mission were the turbine entry temperature is 7 K higher than the corresponding long-haul mission for the same level of degradation. The study infers that the penalty due to rise in temperature is of more concern than the additional fuel burn. Hence the blade technology (cooling and material) and engine thrust rating are key factors in determining the extent to which blade fouling would affect aero engine performance in short-and long-haul missions.

show abstract

“…For aero-engine life assessment, Zhou et al (6) presented a damage evaluation model for blade creep life calculation, Abdul Ghafir et al (7) used a creep factor parameter to express the relative severity of firing temperatures on life consumption whereas Eshati et al (8) and Hanumanthan et al (9) adopted the numerical computational approach to solving the same problem. Gotoh et al (10) proposed a method for evaluating gas turbine equivalent operating time for creep and thermo-mechanical fatigue loadings.…”

Section: Introductionmentioning

confidence: 99%

Assessment of degradation equivalent operating time for aircraft gas turbine engines

Alozie

Diakostefanis

et al. 2020

Aeronaut. j.

View full text Add to dashboard Cite

This paper presents a novel method for quantifying the effect of ambient, environmental and operating conditions on the progression of degradation in aircraft gas turbines based on the measured engine and environmental parameters. The proposed equivalent operating time (EOT) model considers the degradation modes of fouling, erosion, and blade-tip wear due to creep strain, and expresses the actual degradation rate over the engine clock time relative to a pre-defined reference condition. In this work, the effects of changing environmental and engine operating conditions on the EOT for the core engine booster compressor and the high-pressure turbine were assessed by performance simulation with an engine model. The application to a single and multiple flight scenarios showed that, compared to the actual engine clock time, the EOT provides a clear description of component degradation, prediction of remaining useful life, and sufficient margin for maintenance action to be planned and performed before functional failure.

show abstract

Severity estimation and effect of operational parameters for civil aircraft jet engines

Cited by 18 publications

References 16 publications

On-board compressor water injection for civil aircraft emission reductions: Range performance with fuel burn analysis

On-board compressor water injection for civil aircraft emission reductions: Range performance with fuel burn analysis

Aero engine compressor fouling effects for short- and long-haul missions

Assessment of degradation equivalent operating time for aircraft gas turbine engines

Contact Info

Product

Resources

About