A High Fidelity Real-Time Simulation of a Small Turboshaft Engine
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CAAM 3 Report
3rd Technical Report On Propulsion System and Auxiliary Power Unit (APU) Related Aircraft Safety Hazards A joint effort of The Federal Aviation Administration and The Aerospace Industries Association March 30, 2017 Questions concerning distribution of this report should be addressed to: Federal Aviation Administration Manager, Engine and Propeller Directorate. TABLE OF CONTENTS Page Table of Contents iii List of Figures v I. Foreword 1 II. Background 1 III. Scope 2 IV. Discussion 3 V. Relationship to Previous CAAM Data 7 VI. General Notes and Comments 8 VII. Fleet Utilization 11 VIII. CAAM3 Team Members 12 IX. Appendices List of Appendices 13 Appendix 1: Standardized Aircraft Event Hazard Levels and Definitions 14 • General Notes Applicable to All Event Hazard Levels 19 • Rationale for Changes in Severity Classifications 19 • Table 1. Historical Comparison of Severity Level Descriptions and Rationale for CAAM3 Changes 21 Appendix 2: Event Definitions 39 Appendix 3: Propulsion System and Auxiliary Power Unit (APU) Related Aircraft Safety Hazards (2001 through 2012) 44 • Uncontained Blade 44 • Uncontained Disk 50 • Uncontained – Other 56 iii • Uncontained – All Parts 62 • High Bypass Comparison by Generation 63 • Relationship Among High Bypass Fleet 64 • Case Rupture 66 • Case Burnthrough 69 • Under-Cowl Fire 72 • Strut/Pylon Fire 76 • Fuel Leak 78 • Engine Separation 82 • Cowl Separation 85 • Propulsion System Malfunction Recognition and Response (PSMRR) 88 • Crew Error 92 • Reverser/Beta Malfunction – In-Flight Deploy 96 • Fuel Tank Rupture/Explosion 99 • Tailpipe Fire 102 • Multiple-Engine Powerloss – Non-Fuel 107 • Multiple-Engine Powerloss – Fuel-Related 115 • Fatal Human Ingestion / Propeller Contact 120 • IFSD Snapshot by Hazard Level – 2012 Data Only 122 • RTO Snapshot by Hazard Level – 2012 Data Only 123 • APU Events 123 • Turboprop Events 124 • Matrices of Event Counts, Hazard Ratios and Rates 127 • Data Comparison to Previous CAAM Data 135 [ The following datasets which were collected in CAAM2 were not collected in CAAM3. -
Aircraft Engine Performance Study Using Flight Data Recorder Archives
Aircraft Engine Performance Study Using Flight Data Recorder Archives Yashovardhan S. Chati∗ and Hamsa Balakrishnan y Massachusetts Institute of Technology, Cambridge, Massachusetts, 02139, USA Aircraft emissions are a significant source of pollution and are closely related to engine fuel burn. The onboard Flight Data Recorder (FDR) is an accurate source of information as it logs operational aircraft data in situ. The main objective of this paper is the visualization and exploration of data from the FDR. The Airbus A330 - 223 is used to study the variation of normalized engine performance parameters with the altitude profile in all the phases of flight. A turbofan performance analysis model is employed to calculate the theoretical thrust and it is shown to be a good qualitative match to the FDR reported thrust. The operational thrust settings and the times in mode are found to differ significantly from the ICAO standard values in the LTO cycle. This difference can lead to errors in the calculation of aircraft emission inventories. This paper is the first step towards the accurate estimation of engine performance and emissions for different aircraft and engine types, given the trajectory of an aircraft. I. Introduction Aircraft emissions depend on engine characteristics, particularly on the fuel flow rate and the thrust. It is therefore, important to accurately assess engine performance and operational fuel burn. Traditionally, the estimation of fuel burn and emissions has been done using the ICAO Aircraft Engine Emissions Databank1. However, this method is approximate and the results have been shown to deviate from the measured values of emissions from aircraft in operation2,3. -
Propeller Operation and Malfunctions Basic Familiarization for Flight Crews
PROPELLER OPERATION AND MALFUNCTIONS BASIC FAMILIARIZATION FOR FLIGHT CREWS INTRODUCTION The following is basic material to help pilots understand how the propellers on turbine engines work, and how they sometimes fail. Some of these failures and malfunctions cannot be duplicated well in the simulator, which can cause recognition difficulties when they happen in actual operation. This text is not meant to replace other instructional texts. However, completion of the material can provide pilots with additional understanding of turbopropeller operation and the handling of malfunctions. GENERAL PROPELLER PRINCIPLES Propeller and engine system designs vary widely. They range from wood propellers on reciprocating engines to fully reversing and feathering constant- speed propellers on turbine engines. Each of these propulsion systems has the similar basic function of producing thrust to propel the airplane, but with different control and operational requirements. Since the full range of combinations is too broad to cover fully in this summary, it will focus on a typical system for transport category airplanes - the constant speed, feathering and reversing propellers on turbine engines. Major propeller components The propeller consists of several blades held in place by a central hub. The propeller hub holds the blades in place and is connected to the engine through a propeller drive shaft and a gearbox. There is also a control system for the propeller, which will be discussed later. Modern propellers on large turboprop airplanes typically have 4 to 6 blades. Other components typically include: The spinner, which creates aerodynamic streamlining over the propeller hub. The bulkhead, which allows the spinner to be attached to the rest of the propeller. -
Propulsion Systems for Aircraft. Aerospace Education II
. DOCUMENT RESUME ED 111 621 SE 017 458 AUTHOR Mackin, T. E. TITLE Propulsion Systems for Aircraft. Aerospace Education II. INSTITUTION 'Air Univ., Maxwell AFB, Ala. Junior Reserve Office Training Corps.- PUB.DATE 73 NOTE 136p.; Colored drawings may not reproduce clearly. For the accompanying Instructor Handbook, see SE 017 459. This is a revised text for ED 068 292 EDRS PRICE, -MF-$0.76 HC.I$6.97 Plus' Postage DESCRIPTORS *Aerospace 'Education; *Aerospace Technology;'Aviation technology; Energy; *Engines; *Instructional-. Materials; *Physical. Sciences; Science Education: Secondary Education; Textbooks IDENTIFIERS *Air Force Junior ROTC ABSTRACT This is a revised text used for the Air Force ROTC _:_progralit._The main part of the book centers on the discussion -of the . engines in an airplane. After describing the terms and concepts of power, jets, and4rockets, the author describes reciprocating engines. The description of diesel engines helps to explain why theseare not used in airplanes. The discussion of the carburetor is followed byan explanation of the lubrication system. The chapter on reaction engines describes the operation of,jets, with examples of different types of jet engines.(PS) . 4,,!It********************************************************************* * Documents acquired by, ERIC include many informal unpublished * materials not available from other souxces. ERIC makes every effort * * to obtain the best copravailable. nevertheless, items of marginal * * reproducibility are often encountered and this affects the quality * * of the microfiche and hardcopy reproductions ERIC makes available * * via the ERIC Document" Reproduction Service (EDRS). EDRS is not * responsible for the quality of the original document. Reproductions * * supplied by EDRS are the best that can be made from the original. -
Comparison of Helicopter Turboshaft Engines
Comparison of Helicopter Turboshaft Engines John Schenderlein1, and Tyler Clayton2 University of Colorado, Boulder, CO, 80304 Although they garnish less attention than their flashy jet cousins, turboshaft engines hold a specialized niche in the aviation industry. Built to be compact, efficient, and powerful, turboshafts have made modern helicopters and the feats they accomplish possible. First implemented in the 1950s, turboshaft geometry has gone largely unchanged, but advances in materials and axial flow technology have continued to drive higher power and efficiency from today's turboshafts. Similarly to the turbojet and fan industry, there are only a handful of big players in the market. The usual suspects - Pratt & Whitney, General Electric, and Rolls-Royce - have taken over most of the industry, but lesser known companies like Lycoming and Turbomeca still hold a footing in the Turboshaft world. Nomenclature shp = Shaft Horsepower SFC = Specific Fuel Consumption FPT = Free Power Turbine HPT = High Power Turbine Introduction & Background Turboshaft engines are very similar to a turboprop engine; in fact many turboshaft engines were created by modifying existing turboprop engines to fit the needs of the rotorcraft they propel. The most common use of turboshaft engines is in scenarios where high power and reliability are required within a small envelope of requirements for size and weight. Most helicopter, marine, and auxiliary power units applications take advantage of turboshaft configurations. In fact, the turboshaft plays a workhorse role in the aviation industry as much as it is does for industrial power generation. While conventional turbine jet propulsion is achieved through thrust generated by a hot and fast exhaust stream, turboshaft engines creates shaft power that drives one or more rotors on the vehicle. -
Turbofan Engine Malfunction Recognition and Response Final Report
07/17/09 Turbofan Engine Malfunction Recognition and Response Final Report Foreword This document summarizes the work done to develop generic text and video training material on the recognition and appropriate response to turbofan engine malfunctions, and to develop a simulator upgrade package improving the realism of engine malfunction simulation. This work was undertaken as a follow-on to the AIA/AECMA report on Propulsion System Malfunction Plus Inappropriate Crew Response (PSM+ICR), published in 1998, and implements some of the recommendations made in the PSM+ICR report. The material developed is closely based upon the PSM+ICR recommendations. The work was sponsored and co-chaired by the ATA and FAA. The organizations involved in preparation and review of the material included regulatory authorities, accident investigation authorities, pilot associations, airline associations, airline operators, training companies and airplane and engine manufacturers. The FAA is publishing the text and video material, and will make the simulator upgrade package available to interested parties. Reproduction and adaptation of the text and video material to meet the needs of individual operators is anticipated and encouraged. Copies may be obtained by contacting: FAA Engine & Propeller Directorate ANE-110 12 New England Executive Park Burlington, MA 01803 1 07/17/09 Contributing Organizations and Individuals Note: in order to expedite progress and maximize the participation of US airlines, it was decided to hold all meetings in North America. European regulators, manufacturers and operators were both invited to attend and informed of the progress of the work. Air Canada Capt. E Jokinen ATA Jim Mckie AirTran Capt. Robert Stienke Boeing Commercial Aircraft Van Winters CAE/ Flight Safety Boeing Capt. -
Wankel Powered Time to Climb World Record Attempt
Wankel powered time to climb world record attempt Presentation at Aero Expo, Friedrichshafen, Germany April 19th, 2018 by Paul Lamar Several years ago an American rotor head by the name of Russ MacFarlane living in Newcastle Australia decided to build a Mazda rotary powered world record attempt time to climb aircraft. Russ was a long time subscriber to the Rotary Engine News Letter. A used flying Harmon Rocket home built aircraft was purchased and the Lycoming engine and instruments were removed and sold. The aircraft is very similar to a Van's RV4 with longer landing gear and shorter wings. Dan Grey, owner of Aviation FX in Santa Paula California was chosen to finish the project and get it flying. I was the project engineer. Dan is a 787 captain for UAL. The Wankel rotary has a much better power to weight ratio and power to size ratio than any automotive piston engine. It is also far more robust and will withstand ungodly amounts of turbo boost with out structural failure. Up to 100 inches of Mercury manifold pressure is possible. That translates to almost 1000 HP for an all aluminum turbo two rotor weighing less than 200 pounds. That is about four HP per pound of engine weight. Most aircraft engines are about one HP per pound of weight or worse. Any piston engine operating at aircraft power levels has a limited life. That is the reason for a TBO. The moving parts are magnafluxed for cracks at TBO. The cracks are caused by reversing stress on the crankshaft, connecting rods, pistons and valve parts. -
Federal Register/Vol. 72, No. 156/Tuesday, August 14, 2007
45308 Federal Register / Vol. 72, No. 156 / Tuesday, August 14, 2007 / Rules and Regulations TABLE 2.—REQUIRED MATERIAL INCORPORATED BY REFERENCE Airbus service information Date All Operators Telex A300–600–55A6032 ......................................................................................................................................... June 23, 2004. All Operators Telex A310–55A2033 ................................................................................................................................................. June 23, 2004. Service Bulletin A300–55–6039, including Appendix 01 .................................................................................................................. June 7, 2006. Service Bulletin A310–55–2040, including Appendix 01 .................................................................................................................. June 7, 2006. If you accomplish the optional actions this AD to perform those actions, unless the specified in this AD, you must use the AD specifies otherwise. service documents identified in Table 3 of TABLE 3.—OPTIONAL MATERIAL INCORPORATED BY REFERENCE Airbus service information Date Service Bulletin A300–55–6040 ....................................................................................................................................................... June 5, 2006. Service Bulletin A310–55–2041 ...................................................................................................................................................... -
Cessna Citation Latitude / C680a Cc-Axz” Aviasur
DEPARTAMENTO “SEGURIDAD OPERACIONAL” SUBDEPARTAMENTO “LICENCIAS” SECCIÓN EVALUACIONES “CESSNA CITATION LATITUDE / C680A CC-AXZ” AVIASUR NOMBRE : _____________________________________ FIRMA: _________ FECHA : ____________________ A.- Limitations 1.- Airspeed limitations 3.- Weigth (lbs) KIAS/Mach Maximum design ramp 31.050 weight Pounds MMO (Above 29.833 Mach 0.80 feet) (indicated) Maximum design take 30.800 off weight (MTOW) Pounds VMO (Between 8000 and 305 KIAS 29.833 feet) Maximum design 27.575 landing weigt (MLW) Pounds VMO (below 8000 feet) 270 KIAS Maximum design zero 21.200 Vlo 210 KIAS fuel weight (MZFW) Pounds Vle 210 KIAS 4.- Electrical power system Vsb (maximum speed No limit Ground 300 Amps brake operation speed) Air < FL350 300 Amps Maximum tire ground 182 Knots speed >FL350 and <FL450 275 Amps Maximum autopilot 305 KIAS Battery start limit Three (3) engine operation speed or Mach starts per hour 0.80 2.- Take off and landing limits Maximum altitude limit 14.000 feet Maximum tailwind 10 Knots component 1 B.- EMERGENCIES / ABNORMAL PROCEDURES APU FIRE 1. APU FIRE Button....................................................................................................Push AT HOLD FAIL 1. Takeoff..................................................................................................................Abort BATTERY O’TEMP L and/or R 1. BATT Button (affected side).....................................................................................OFF CABIN ALTITUDE 1. Oxygen Masks...............................................................................................Don -
Siemens Eaircraft Overview
eAircraft: Hybrid-elektrische Antriebe für Luftfahrzeuge Dr. Frank Anton, Siemens AG, Corporate Technology 14. Tag der Deutschen Luft- und Raumfahrtregionen, Potsdam, 10. September 2019 © Siemens AG 2019 siemens.com We develop hybrid electric propulsion systems for aircraft Hybrid-electric propulsion is a scalable technology eVTOL potentially large number economy of scale Enabler to reduce total cost of ownership and envinronmental impact: Hybrid electric propulsion Useful range Decreased fuel flow & emission Separation of power generation and thrust generation Silent propulsion Distributed propulsion Increased aerodynamic efficiency Vectorized thrust eSTOL, eVTOL Page 2 Dr. Frank Anton, Siemens AG eAircraft September 10th, 2019 Unrestricted © Siemens AG 2019. All rights reserved The eAircraft portfolio has been designed to meet aerospace requirements and is now on the way to industrialization & certification The eAircraft portfolio has been shaped by close collaboration with partners such as Airbus. In the lower power classes, the systems have already been tested in flight and are being installed in first commercial applications. In the high power classes, a 2 MW lab demonstrator is currently awaiting test results and a design of a 10 MW generator based on superconducting technology exists as digital twin. Page 3 Dr. Frank Anton, Siemens AG eAircraft September 10th, 2019 Unrestricted © Siemens AG 2019. All rights reserved Our core portfolio – electric propulsion units (EPU) for applications with high power/weight requirements Condition-based Services System Integration Controller Fuel Battery Cell DC/DC Inverter Power Signal AC/DC DC/AC Generator Distri- Distri- Motor G Inverter Inverter bution bution Turbine/ICE Siemens Trading item Page 4 Dr. Frank Anton, Siemens AG eAircraft September 10th, 2019 Unrestricted © Siemens AG 2019. -
Flight Tests of Turboprop Engine with Reverse Air Intake System
TRANSACTIONS OF THE INSTITUTE OF AVIATION 3 (252) 2018, pp. 26–36 DOI: 10.2478/tar-2018-0020 © Copyright by Wydawnictwa Naukowe Instytutu Lotnictwa FLIGHT TESTS OF TURBOPROP ENGINE WITH REVERSE AIR INTAKE SYSTEM Marek Idzikowski, Wojciech Miksa Instytut Lotnictwa, Centrum Nowych Technologii Al. Krakowska 110/114, 02-256 Warsaw, Poland [email protected] Abstract This work presents selected results of I-31T propulsion flight tests, obtained in the framework of ESPOSA (Efficient Systems and Propulsion for Small Aircraft) project. I-31T test platform was equipped with TP100, a 180 kW turboprop engine. Engine installation design include reverse flow inlet and separator, controlled from the cockpit, that limited ingestion of solid particulates during ground operations. The flight tests verified proper air feed to the engine with the separator turned on and off. The carried out investigation of the intake system excluded possibility of hazardous engine -op eration, such as compressor stall, surge or flameout and potential airflow disturbance causing damaging vibration of the engine body. Finally, we present evaluation of total power losses associated with engine integration with the airframe. Keywords: light aircraft, flight tests, turboprop engine installation, turboprop engine integration, reverse air flow to engine. Abbreviations: oC – Celsius degree, temperature unit km/h – kilometers per hour, speed unit ∆P – power loss m – meter, altitude and length unit ∆TORQ – engine torque loss at shaft mm/s – millimeter per second, imbalance -
Method for Determining the Applicability of an Air Turbine for Operation in a Gas Turbine Engine Launch System
Method for Determining the Applicability of an Air Turbine for Operation in a Gas Turbine Engine Launch System Vasilii Zubanov1a, Grigorii Popov1b, Igor Egorov2, Evgenii Marchukov2 and Yulia Novikova1 1Samara National Research University, Samara, Russia 2Moscow Aviation Institute, Moscow, Russia Keywords: Auxiliary Power Unit, Air Turbine, Joint Operation, Gas Turbine Engine, Start-up Time, Torque. Abstract: The paper describes the methodology developed by the authors for matching the working process of the auxiliary power unit and the air turbine used when starting the engine The need for this technique is caused by an extremely small number of publications on this topic. The developed technique can be used to determine the possibility of starting a gas turbine engine, as well as to calculate its time and main parameters under all operating conditions (including in flight) and to select new auxiliary power units or an air turbine for an existing system. The developed technique considers structural, strength, operational and other limitations. The results were implemented as a computer program. NOMENCLATURE 1 INTRODUCTION GTE - gas turbine engine The start of an aircraft gas turbine engine is an APU - auxiliary power unit important mode that largely determines the safety, NGV - nozzle guide vane operational efficiency and reliability of the engine ATS - air turbo starter and the aircraft. The gas turbine engine start-up IGV - inlet guide vane system includes a whole set of different devices and - mass flow parameter units: a starter, auxiliary power unit, air and fuel - power parameter systems, automatic control system, transmission, P - pressure power supply system, ignition system, etc. For T - temperature reliable engine start-up, the operation of all the G - mass flow rate devices must be consistent with each other.