04 Propulsion
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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. -
Propulsion Controls at NASA Lewis
Aircraft Turbine Engine Control Research at NASA Glenn Research Center Dr. Sanjay Garg Chief, Intelligent Control and Autonomy Branch Ph: (216) 433-2685 FAX: (216) 433-8990 email: [email protected] http://www.grc.nasa.gov/WWW/cdtb Glenn Research Center Intelligent Control and Autonomy Branch at Lewis Field Outline – The Engine Control Problem • Safety and Operational Limits • State-of-the-Art Engine Control Logic Architecture – Historical Glenn Research Center Contributions • Early Stages of Turbine Engine Control (1945-1960s) • Maturation of Turbine Engine Control (1970-1990) – Advanced Engine Control Research • Recent Significant Accomplishments (1990- 2004) • Current Research (2004 onwards) – Conclusion Glenn Research Center Intelligent Control and Autonomy Branch at Lewis Field Basic Engine Control Concept • Objective: Provide smooth, stable, and stall free operation of the engine via single input (PLA) with no throttle restrictions • Reliable and predictable throttle movement to thrust response • Issues: • Thrust cannot be measured • Changes in ambient condition and aircraft maneuvers cause distortion into the fan/compressor • Harsh operating environment – high temperatures and large vibrations • Safe operation – avoid stall, combustor blow out etc. • Need to provide long operating life – 20,000 hours • Engine components degrade with usage – need to have reliable performance throughout the operating life Glenn Research Center Intelligent Control and Autonomy Branch at Lewis Field Basic Engine Control Concept • Since Thrust (T) -
CHAPTER 9 Design and Optimization of Turbo Compressors
CHAPTER 9 Design and optimization of Turbo compressors C. Xu & R.S. Amano Department of Mechanical Engineering, University of Wisconsin-Milwaukee, USA. Abstract A compressor has been refereed to raise static enthalpy and pressure. A successful compressor design greatly benefi ts the performance of the whole power system. Lean design methodologies have been used for industrial power system design. The compressor designs require benefi t to both OEM and customers, i.e. lowest cost for both OEM and end users and high effi ciency in all operating range of the compressor. The compressor design and optimization are critical for the new com- pressor development and compressor upgrade. The design experience and design considerations are also critical for a successful compressor design. The design experience can accelerate compressor lean design process. An optimization pro- cess is discussed to design compressor blades in turbo machinery. The compressor design process is not only an aerodynamic optimization, but structure analyses also need to be combined in the optimization. This chapter discusses an aerodynamic and structure integration optimization process. The design method consists of an airfoil shape optimization and a three-dimensional gradient-based optimization coupled with Navier–Stokes solvers. A model airfoil of a transonic compressor is designed by using this approach, with an effi ciency improvement. Airfoil sections were stacked up to a three-dimensional rotor blade of a compressor. The effi ciency is improved over a wide range of mass fl ow. The results indicate that the optimiza- tion process can provide improved design and can be integrated into a compressor design procedure. -
A Design Study Me T Rop"Ol Itan Air Transit System
NASA CR 73362 A DESIGN STUDY OF A MET R OP"OL ITAN AIR TRANSIT SYSTEM MAT ir 0 ± 0 49 PREPARED UNDER, NASA-ASEE SUMMER FACULTY FELLOWSHIP PROGRAM ,IN Cq ENGINEERING SYSTEMS DESIGN NASA CONTRACT NSR 05-020-151 p STANFORD UNIVERSITY STANFORD CALIFORNIA CL ceoroducedEAR'C-by thEGHOU AUGUST 1969 for Federal Scientific &Va Tec1nical 2 Information Springfied NASA CR 73362 A DESIGN STUDY OF A METROPOLITAN AIR TRANSIT SYSTEM MAT Prepared under NASA Contract NSR 05-020-151 under the NASA-ASEE Summer Faculty Fellowship Program in Engineering Systems Design, 16 June 29 August, 1969. Faculty Fellows Richard X. Andres ........... ......... ..Parks College Roger R. Bate ....... ...... .."... Air Force Academy Clarence A. Bell ....... ......"Kansas State University Paul D. Cribbins .. .... "North Carolina State University William J. Crochetiere .... .. ........ .Tufts University Charles P. Davis . ... California State Polytechnic College J. Gordon Davis . .... Georgia Institute of Technology Curtis W. Dodd ..... ....... .Southern Illinois University Floyd W. Harris .... ....... .... Kansas State University George G. Hespelt ........ ......... .University of Idaho Ronald P. Jetton ...... ............ .Bradley University Kenneth L. Johnson... .. Milwaukee School of Engineering Marshall H. Kaplan ..... .... Pennsylvania State University Roger A. Keech . .... California State Polytechnic College Richard D. Klafter... .. .. Drexel Institute of Technology Richard S. Marleau ....... ..... .University of Wisconsin Robert W. McLaren ..... ....... University'of Missouri James C. Wambold..... .. Pefinsylvania State University Robert E. Wilson..... ..... Oregon State University •Co-Directors Willi'am Bollay ...... .......... Stanford University John V. Foster ...... ........... .Ames Research Center Program Advisors Alfred E. Andreoli . California State Polytechnic College Dean F. Babcock .... ........ Stanford Research Institute SUDAAR NO. 387 September, 1969 i NOT FILMED. ppECEDING PAGE BLANK CONTENTS Page CHAPTER 1--INTRODUCTION ... -
Aerospace Engine Data
AEROSPACE ENGINE DATA Data for some concrete aerospace engines and their craft ................................................................................. 1 Data on rocket-engine types and comparison with large turbofans ................................................................... 1 Data on some large airliner engines ................................................................................................................... 2 Data on other aircraft engines and manufacturers .......................................................................................... 3 In this Appendix common to Aircraft propulsion and Space propulsion, data for thrust, weight, and specific fuel consumption, are presented for some different types of engines (Table 1), with some values of specific impulse and exit speed (Table 2), a plot of Mach number and specific impulse characteristic of different engine types (Fig. 1), and detailed characteristics of some modern turbofan engines, used in large airplanes (Table 3). DATA FOR SOME CONCRETE AEROSPACE ENGINES AND THEIR CRAFT Table 1. Thrust to weight ratio (F/W), for engines and their crafts, at take-off*, specific fuel consumption (TSFC), and initial and final mass of craft (intermediate values appear in [kN] when forces, and in tonnes [t] when masses). Engine Engine TSFC Whole craft Whole craft Whole craft mass, type thrust/weight (g/s)/kN type thrust/weight mini/mfin Trent 900 350/63=5.5 15.5 A380 4×350/5600=0.25 560/330=1.8 cruise 90/63=1.4 cruise 4×90/5000=0.1 CFM56-5A 110/23=4.8 16 -
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. -
CHAPTER 10 Advances in Understanding the Flow in A
CHAPTER 10 Advances in understanding the fl ow in a centrifugal compressor impeller and improved design A. Engeda Turbomachinery Lab, Michigan State University, USA. Abstract The last 60 years have seen a very high number of experimental and theoretical studies of the centrifugal impeller fl ow physics at government, industry and uni- versity levels, which have been extensively documented. As Robert Dean, one of the well-known impeller aerodynamists stated, “The centrifugal impeller is prob- ably the most complex fl uid machine built by man”. Despite this, it is still the widest used turbomachinery and continues to be a major research and develop- ment topic. Computational fl uid dynamics has now matured to the point where it is widely accepted as a key tool for aerodynamic analysis. Today, with the power of modern computers, steady-state solutions are carried out on a routine basis, and can be considered as part of the design process. The complete design of the impeller requires a detailed understanding of the fl ow in the impeller and aerody- namic analysis of the fl ow path and structural analysis of the impeller including the blades and the hub. This chapter discusses the developments in the understand- ing of the fl ow in a centrifugal impeller and the contributions of this knowledge towards better and advanced impeller designs. 1 Introduction Centrifugal compressors have the widest compressor application area. They are reliable, compact, and robust; they have better resistance to foreign object dam- age; and are less affected by performance degradation due to fouling. They are found in small gas turbine engines, turbochargers, and refrigeration chillers and are used extensively in the petrochemical and process industry. -
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. -
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. -
6. Chemical-Nuclear Propulsion MAE 342 2016
2/12/20 Chemical/Nuclear Propulsion Space System Design, MAE 342, Princeton University Robert Stengel • Thermal rockets • Performance parameters • Propellants and propellant storage Copyright 2016 by Robert Stengel. All rights reserved. For educational use only. http://www.princeton.edu/~stengel/MAE342.html 1 1 Chemical (Thermal) Rockets • Liquid/Gas Propellant –Monopropellant • Cold gas • Catalytic decomposition –Bipropellant • Separate oxidizer and fuel • Hypergolic (spontaneous) • Solid Propellant ignition –Mixed oxidizer and fuel • External ignition –External ignition • Storage –Burn to completion – Ambient temperature and pressure • Hybrid Propellant – Cryogenic –Liquid oxidizer, solid fuel – Pressurized tank –Throttlable –Throttlable –Start/stop cycling –Start/stop cycling 2 2 1 2/12/20 Cold Gas Thruster (used with inert gas) Moog Divert/Attitude Thruster and Valve 3 3 Monopropellant Hydrazine Thruster Aerojet Rocketdyne • Catalytic decomposition produces thrust • Reliable • Low performance • Toxic 4 4 2 2/12/20 Bi-Propellant Rocket Motor Thrust / Motor Weight ~ 70:1 5 5 Hypergolic, Storable Liquid- Propellant Thruster Titan 2 • Spontaneous combustion • Reliable • Corrosive, toxic 6 6 3 2/12/20 Pressure-Fed and Turbopump Engine Cycles Pressure-Fed Gas-Generator Rocket Rocket Cycle Cycle, with Nozzle Cooling 7 7 Staged Combustion Engine Cycles Staged Combustion Full-Flow Staged Rocket Cycle Combustion Rocket Cycle 8 8 4 2/12/20 German V-2 Rocket Motor, Fuel Injectors, and Turbopump 9 9 Combustion Chamber Injectors 10 10 5 2/12/20 -
China's Pearl River Delta Escorted Tour
3rd - 13th October 2016 China’s Pearl River Delta Come and explore the amazing sites of China’s Pearl River Delta region on this tour that is the perfect blend Escorted Tour of historic and modern day China. Incorporating the destinations of Hong Kong, Guangzhou, Shenzhen, per person Twin Share Zhuhai and Macau you will experience incredible shopping, amazing scenery, historic sites and $4,995 ex BNE monuments, divine cuisine and possibly a win at the Single Supplement gaming tables! This is China like you have never $1,200 ex BNE seen it before!! BOOK YOUR TRAVEL INCLUSIONSINSURANCE WITH GO SEE Return EconomyTOURIN AirfaresG and Taxes ex Brisbane & RECEIVE A 25% 3 Nights in HongDISCOUNT Kong 3 Nights in Guangzhou 3 Nights in Macau 9 x Breakfasts 6 x lunches Book your Travel Insurance 7 x Dinners with Go See Touring All touring and entrance& fees receiv eas a 25% discount outlined in the itinerary China Entry Visa Gratuities for the driver and guide Train from Hong Kong to Guangzhou Turbojet Sea Express ferry from Macau to Hong Kong TERMS & CONDITIONS: * Prices are per person twin share in AUD. Single supplement applies. Deposit of $500.00 per person is required within 3 days of booking (unless by prior arrangement with Go See Touring), balance due by 03rd August 2016. For full terms & conditions refer to our website. Go See Touring Pty Ltd T/A Go See Touring Member of Helloworld QLD Lic No: 3198772 ABN: 72 122 522 276 1300 551 997 www.goseetouring.com Day 1 - Tuesday 04 October 2016 (L, D) Depart BNE 12:50AM Arrive HKG 7:35AM Welcome to Hong Kong!!!! After arrival enjoy a delicious Dim Sum lunch followed by an afternoon exploring the wonders of Kowloon.