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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. -
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. -
Aircraft Requirements for Sustainable Regional Aviation
aerospace Article Aircraft Requirements for Sustainable Regional Aviation Dominik Eisenhut 1,*,† , Nicolas Moebs 1,† , Evert Windels 2, Dominique Bergmann 1, Ingmar Geiß 1, Ricardo Reis 3 and Andreas Strohmayer 1 1 Institute of Aircraft Design, University of Stuttgart, 70569 Stuttgart, Germany; [email protected] (N.M.); [email protected] (D.B.); [email protected] (I.G.); [email protected] (A.S.) 2 Aircraft Development and Systems Engineering (ADSE) BV, 2132 LR Hoofddorp, The Netherlands; [email protected] 3 Embraer Research and Technology Europe—Airholding S.A., 2615–315 Alverca do Ribatejo, Portugal; [email protected] * Correspondence: [email protected] † These authors contributed equally to this work. Abstract: Recently, the new Green Deal policy initiative was presented by the European Union. The EU aims to achieve a sustainable future and be the first climate-neutral continent by 2050. It targets all of the continent’s industries, meaning aviation must contribute to these changes as well. By employing a systems engineering approach, this high-level task can be split into different levels to get from the vision to the relevant system or product itself. Part of this iterative process involves the aircraft requirements, which make the goals more achievable on the system level and allow validation of whether the designed systems fulfill these requirements. Within this work, the top-level aircraft requirements (TLARs) for a hybrid-electric regional aircraft for up to 50 passengers are presented. Apart from performance requirements, other requirements, like environmental ones, Citation: Eisenhut, D.; Moebs, N.; are also included. -
2018 Undergraduate Team Aircraft Design Competition Hybrid-Electric
2017 – 2018 Undergraduate Team Aircraft Design Competition Hybrid-Electric General Aviation Aircraft (HEGAA) Presented by Federal University of Uberlândia Department of Aerospace Engineering Minas Gerais, Brazil 2017 – 2018 Undergraduate Team Aircraft Design Competition Hybrid-Electric General Aviation Aircraft (HEGAA) Presented by Federal University of Uberlândia Department of Aerospace Engineering Minas Gerais, Brazil Team Members AIAA Numbers Signatures Alexandre Acerra Gil 922668 Eduardo Pavoni Gamba 922678 Gabriel Araújo Hernández 922675 Guilherme Miquelim Caires 922581 Higor Luis Silva 922459 João Paulo Vieira 922563 Kimberlly Costa Carvalho 922564 Luiz Gustavo Santiago 922576 Pedro Brito 922566 Roberto Martins de Castro Neto 922571 Advisor: Dr. Thiago A. M. Guimarães - 498079 Table of Contents 1. Introduction .......................................................................................................................................................... 6 2. Design Requirements and Proposals .................................................................................................................... 7 3. Market Research ................................................................................................................................................... 9 4. Conceptual Design .............................................................................................................................................. 10 4.1. Initial Design Estimate ................................................................................................................................. -
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. -
Diesel, Spark-Ignition, and Turboprop Engines for Long-Duration Unmanned Air Flights
JOURNAL OF PROPULSION AND POWER Diesel, Spark-Ignition, and Turboprop Engines for Long-Duration Unmanned Air Flights Daniele Cirigliano,∗ Aaron M. Frisch,† Feng Liu,‡ and William A. Sirignano‡ University of California, Irvine, California 92697 DOI: 10.2514/1.B36547 Comparisons are made for propulsion systems for unmanned flights with several hundred kilowatts of propulsive power at moderate subsonic speeds up to 50 h in duration. Gas-turbine engines (turbofans and turboprops), two- and four-stroke reciprocating (diesel and spark-ignition) engines, and electric motors (with electric generation by a combustion engine) are analyzed. Thermal analyses of these engines are performed in the power range of interest. Consideration is given to two types of generic missions: 1) a mission dominated by a constant-power requirement, and 2) a mission with intermittent demand for high thrust and/or substantial auxiliary power. The weights of the propulsion system, required fuel, and total aircraft are considered. Nowadays, diesel engines for airplane applications are rarely a choice. However, this technology is shown to bea very serious competitor for long-durationunmanned air vehicle flights. The two strongest competitors are gas-turbine engines and turbocharged four-stroke diesel engines, each type driving propellers. It is shown that hybrid-electric schemes and configurations with several propellers driven by one power source are less efficient. At the 500 KW level, one gas-turbine engine driving a larger propeller is more efficient for durations up to 25 h, whereas several diesel engines driving several propellers become more efficient at longer durations. The decreasing efficiency of the gas-turbine engine with decreasing size and increasing compression ratio is a key factor. -
Hybrid-Electric Aircraft: Conceptual Design, Structural and Aeroelastic Analyses
ALEXANDRE ACERRA GIL HIGOR LUIS SILVA HYBRID-ELECTRIC AIRCRAFT: CONCEPTUAL DESIGN, STRUCTURAL AND AEROELASTIC ANALYSES UNIVERSIDADE FEDERAL DE UBERLÂNDIA FACULDADE DE ENGENHARIA MECÂNICA 2017 ALEXANDRE ACERRA GIL HIGOR LUIS SILVA HYBRID-ELECTRIC AIRCRAFT: CONCEPTUAL DESIGN, STRUCTURAL AND AEROELASTIC ANALYSES Projeto de Conclusão de Curso apresentado ao Curso de Graduação em Engenharia Aeronáutica da Universidade Federal de Uberlândia, como parte dos requisitos para a obtenção do título de BACHAREL em ENGENHARIA AERONÁUTICA. Área de concentração: Projeto Aeronáutico, Mecânica dos Sólidos e Vibrações. Orientador: Prof. Dr. Thiago Augusto Machado Guimarães UBERLANDIA - MG 2017 HYBRID-ELECTRIC AIRCRAFT: CONCEPTUAL DESIGN, STRUCTURAL AND AEROELASTIC ANALYSES Projeto de conclusão de curso APROVADO pelo Colegiado do Curso de Graduação em Engenharia Aeronáutica da Faculdade de Engenharia Mecânica da Universidade Federal de Uberlândia. BANCA EXAMINADORA ________________________________________ Prof. Dr. Thiago Augusto Machado Guimarães Universidade Federal de Uberlândia ________________________________________ Prof. Dr. Leonardo Sanches Universidade Federal de Uberlândia ________________________________________ Prof. Dr. Tobias Souza Morais Universidade Federal de Uberlândia UBERLANDIA - MG 2017 To our moms and dads. ACKNOWLEDGEMENTS I would like to thank all my family and especially my mom and dad, Alessandra and Sergio, for all the unconditional support they gave me during my journey in Uberlândia, helping me through difficult moments and encouraging me to always move on. I would also like to thank my colleagues and professors from the Aeronautical Engineering Teaching Laboratory who participated actively in the development of this work, especially my friends Guilherme Miquelim, Gabriel Hernández, João Paulo Vieira, Kimberlly Costa, Luiz Santiago, Pedro Brito and Eduardo Gamba; professors Dr. Leonardo Sanches, MSc. Giuliano Venson and Dr. -
Preliminary Feasibility Analysis on the Use of Hydrogen Fuel Cells for a Hybrid-Electric Aircraft Testbed
Preliminary Feasibility Analysis on the use of Hydrogen Fuel Cells for a Hybrid-Electric Aircraft Testbed Evan Gibney Co-op Student National Research Council Canada 1200 Montreal Rd, Ottawa, ON K1A 0R6 [email protected] Overview A lithium-ion battery based powertrain was developed for a Cessna 337G Skymaster under the Hybrid Electric Aircraft Testbed (HEAT II) project at the National Research Council Canada (NRC). As the project approaches its conclusion, a future area of exploration for the HEAT project may be in the integration of hydrogen fuel cells onto the Cessna aircraft. Due to their low carbon emissions and high specific energy density relative to batteries, fuel cells are becoming an increasingly important area of research for the future of low emissions aviation. Fuel cells are expected to play a large role in helping the aviation industry meet the ambitious 2050 target for 50% reduction in carbon emissions relative to 2005 levels. This is evidenced by the significant growth of hydrogen based aviation developments in recent years. Companies such as H2FLY have begun to demonstrate test flights using hydrogen propulsion systems. Additionally, the government of Canada has made clear the importance of hydrogen in the future of Canada’s energy landscape. In December of 2020, a report, titled, “Hydrogen Strategy for Canada, Seizing the Opportunities for Hydrogen, A Call to Action”, was released by Natural Resources Canada (NRCan) outlining the path towards a Canadian hydrogen economy by 2050. The report outlines the need to support further R&D, and encourage “Canadian demonstrations in emerging applications” such as aviation. -
Battery Centric Serial Hybrid Aircraft Performance and Design Space
Dissertations and Theses 5-2017 Battery Centric Serial Hybrid Aircraft Performance and Design Space Lenny Gartenberg Follow this and additional works at: https://commons.erau.edu/edt Part of the Aerospace Engineering Commons Scholarly Commons Citation Gartenberg, Lenny, "Battery Centric Serial Hybrid Aircraft Performance and Design Space" (2017). Dissertations and Theses. 327. https://commons.erau.edu/edt/327 This Thesis - Open Access is brought to you for free and open access by Scholarly Commons. It has been accepted for inclusion in Dissertations and Theses by an authorized administrator of Scholarly Commons. For more information, please contact [email protected]. BATTERY CENTRIC SERIAL HYBRID AIRCRAFT PERFORMANCE AND DESIGN SPACE A Thesis Submitted to the Faculty of Embry-Riddle Aeronautical University by Lenny Gartenberg In Partial Fulfillment of the Requirements for the Degree of Master of Science in Aerospace Engineering May 2017 Embry-Riddle Aeronautical University Daytona Beach, Florida iii TABLE OF CONTENTS LIST OF TABLES .............................................................................................................. v LIST OF FIGURES ........................................................................................................... vi SYMBOLS ....................................................................................................................... viii ABBREVIATIONS ............................................................................................................ x ABSTRACT ...................................................................................................................... -
A High Fidelity Real-Time Simulation of a Small Turboshaft Engine
NASA Technical Memorandum 100991 "l A High Fidelity Real-Time Simulation of a Small Turboshaft Engine Mark G. Ballin = NBB-2637B |NAS_-TM- 100991) A HIGH FIDELITY EEAL-TI_E SIMULATION OF A SMALL TDRBOSHAFT ENGINE CSCL _IE [NASA) 95 p Unclas G3/08 0156166 July 1988 | | = National Aeronautics and Space Administration NASATechnicalMemorandum100991 A High Fidelity Real-Time Simulation of a Small Turboshaft Engine Mark G. Ballin, Ames Research Center, Moffett Field, California July 1988 I_JASA National Aeronautics and Space Administration Ames Research Center MoffettField,California 94035 National Aeronautics and Space Administration N/ A Ames Research Center Moffett Field, California 94035 Shelley J. Scarlch Reply to At'In of: M/S 241-13 ERRATA RE: NASA TM 100991 A High-Fidellty Real-Time Simulation of a Small Turboshaft Engine Mark G. Ballin July 1988 On p. 2, figure i, a correction should be noted. In the upper middle portion of the figure, GAS INDUCED FLAP REGRESSIVE should be CONTROL-SYSTEM-INDUCED FLAP REGRESSIVE. Yours, Publications = DRAFT A HIGH FIDELITY REAL-TIME SIMULATION OF A SMALL TURBOSHAFT ENGINE Mark G. Ball.in Ames Research Center SUMMARY A high-fidellty component-type model and real-time digital simulation of the General Electric T700-GE-700 turboshaft engine were developed for use with current generation real-time blade-dement rotor helicopter simulations. A control system model based on the specification fuel control system used in the UH-60A Black Hawk helicopter is also pre- sented. The modeling assumptions and real-time digital implementation methods particular to the simulation of small turboshaft engines are described. -
STS-1000: a High Performance Turboshaft Engine for Hybrid
AIAA 2018-2018 Engine Design Competition Sharif University of Technology STS-IDOO: A Candidate T urboshaft Engine for Hybrid Electric Medium Altitude Long Endurance Search and Rescue UAV High PowBr to WBight Low FuBI Consumption Modular 6 Compact SIGNATURE SHEET Prof. Kaveh Ghorbanian M. Reza AminiMagham Alireza Ebrahimi Faculty Advisor Project Advisor Team Leader 952166 Amir Nazemi Abolfazl Zolfaghari Hojjat Etemadianmofrad Vahid Danesh 981123 919547 964808 964807 M. Mahdi Asnaashari Saeide Kazembeigi Mahdi Jamshidiha Amirreza Saffizadeh 952842 978931 688249 937080 Copyright © 2019 by FARAS. Published by the American Institute of Aeronautics and Astronautics, Inc., with Permission Executive Summary This report proposes a turboshaft engine referred to “Sharif TurboShaft 1000 (STS-1000)” as a candidate engine to replace the baseline engine TPE331-10 for the next generation “Hybrid Electric Medium Altitude Long Endurance Search and Rescue UAV” by the year 2025. STS-1000, unlike the baseline engine, is a split single-spool turboshaft engine. The hot gas generator is a single spool with a single stage radial compressor, a reverse annular combustion chamber, and an uncooled single stage axial compressor turbine. The required shaft power is produced by a two stage axial power turbine on a separate spool which passes through the spool of the core engine and is intended to drive a power generator at the cold end of the engine. The air intake is of S-type and the exhaust duct has circular cross section. Compared to TPE331-10, STS-1000 has a higher turbine inlet temperature, a lower stage number for the air compressor, and requires less mass flow rate.