Experimental and Anaytica Methods for the Determination of Connected-Pipe Ramjet and Ducted Rocket Internal Performance (Methodes Expkimentales Et Analytiques
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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. -
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. -
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. -
The Potential of Turboprops to Reduce Fuel Consumption in the Chinese Aviation System
THE POTENTIAL OF TURBOPROPS TO REDUCE FUEL CONSUMPTION IN THE CHINESE AVIATION SYSTEM Megan S. Ryerson, Xin Ge Department of City and Regional Planning Department of Electrical and Systems Engineering University of Pennsylvania [email protected] ICRAT 2014 Agenda • Introduction • Data collection • Turboprops in the current CAS network • Spatial trends for short-haul aviation • Regional jet and turboprop trade space • Turboprops in the future CAS network 2 1. Introduction – Growth of the Chinese Aviation System Number of Airports • The Chinese aviation system is in a period 300 of rapid growth • China’s civil aviation system grew at a rate 250 244 of 17.6%/year, 1980 - 2009 • Number of airports grew from 77 to 166 and annual traffic volume increasing from 3.43 million to 230 million 200 • The Civil Aviation Administration of China 166 (CAAC) maintains a target of 244 airports 150 across the country by 2020 • The CAAC plans for 80% of urban and suburban areas to be within a 100km (62 100 77 miles) of aviation service by 2020 • Plans also include strengthening hub-and- 50 spoke networks across the country to meet the dual goals of improving the competitiveness and efficiency of domestic 0 and international aviation. 1980 2009 2020 (Planned) 3 1. Introduction – Reform of the Chinese Aviation System • Consolidation Strong national hubs + insufficient regional coverage • Regional commuter airlines could fill this gap by partnering with China’s major carriers and serving the second-tier and emerging hubs (Shaw, 2009) 4 1. Introduction – Aircraft of the Short Haul Chinese Aviation System Narrow Body Jet Fuel per seat: 7.9 gal Regional Jet Fuel per seat: 19.0 gal Turboprop Fuel per seat: 4.35 gal 5 1. -
The Historical Fuel Efficiency Characteristics of Regional Aircraft from Technological, Operational, and Cost Perspectives
The Historical Fuel Efficiency Characteristics of Regional Aircraft from Technological, Operational, and Cost Perspectives Raffi Babikian, Stephen P. Lukachko and Ian A. Waitz* Department of Aeronautics and Astronautics Massachusetts Institute of Technology 77 Massachusetts Ave., Cambridge, MA 02139 ABSTRACT To develop approaches that effectively reduce aircraft emissions, it is necessary to understand the mechanisms that have enabled historical improvements in aircraft efficiency. This paper focuses on the impact of regional aircraft on the U.S. aviation system and examines the technological, operational and cost characteristics of turboprop and regional jet aircraft. Regional aircraft are 40% to 60% less fuel efficient than their larger narrow- and wide-body counterparts, while regional jets are 10% to 60% less fuel efficient than turboprops. Fuel efficiency differences can be explained largely by differences in aircraft operations, not technology. Direct operating costs per revenue passenger kilometer are 2.5 to 6 times higher for regional aircraft because they operate at lower load factors and perform fewer miles over which to spread fixed costs. Further, despite incurring higher fuel costs, regional jets are shown to have operating costs similar to turboprops when flown over comparable stage lengths. Keywords: Regional aircraft, environment, regional jet, turboprop 1. INTRODUCTION The rapid growth of worldwide air travel has prompted concern about the influence of aviation activities on the environment. Demand for air travel has grown at an average rate of 9.0% per year since 1960 and at approximately 4.5% per year over the last decade (IPCC, 1999; FAA, 2000a). Barring any serious economic downturn or significant policy changes, various * Contact author: 617-253-0218 (phone), 617-258-6093 (fax), [email protected] (email) 1 organizations have estimated future worldwide growth will average 5% annually through at least 2015 (IPCC, 1999; Boeing, 2000; Airbus, 2000). -
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 ...................................................................................................................................................... -
2. Afterburners
2. AFTERBURNERS 2.1 Introduction The simple gas turbine cycle can be designed to have good performance characteristics at a particular operating or design point. However, a particu lar engine does not have the capability of producing a good performance for large ranges of thrust, an inflexibility that can lead to problems when the flight program for a particular vehicle is considered. For example, many airplanes require a larger thrust during takeoff and acceleration than they do at a cruise condition. Thus, if the engine is sized for takeoff and has its design point at this condition, the engine will be too large at cruise. The vehicle performance will be penalized at cruise for the poor off-design point operation of the engine components and for the larger weight of the engine. Similar problems arise when supersonic cruise vehicles are considered. The afterburning gas turbine cycle was an early attempt to avoid some of these problems. Afterburners or augmentation devices were first added to aircraft gas turbine engines to increase their thrust during takeoff or brief periods of acceleration and supersonic flight. The devices make use of the fact that, in a gas turbine engine, the maximum gas temperature at the turbine inlet is limited by structural considerations to values less than half the adiabatic flame temperature at the stoichiometric fuel-air ratio. As a result, the gas leaving the turbine contains most of its original concentration of oxygen. This oxygen can be burned with additional fuel in a secondary combustion chamber located downstream of the turbine where temperature constraints are relaxed. -
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 -
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 -
Aircraft Accident Report — North Central Airlines, Inc., Convair 580
TRANSPORTATION I SAFETY BOARD WASHINGTON, LC. 20594 .- ERRATA AIRCRAFT ACCIDENT REPORT - North Central Airlines, Inc. Convsir 580, N4825C, Kalamazoo Municipal Airport, Kalamazoo, Michigan, July 25, 1978, Report Number - NTSB-AAR-79-4 Substitute the following paragraph for paragraph 4 on page 14: I "At a gross weight of 49,130 lbs, with a 15O flap setting, and in coordinated flight, the following speeds are applicable: -3/ Vl = 107 KIM '2 '2 = 111 KIM vS Z 91 KIAS (88 TIS calibrated airspeed -KCAS) @ lG/zero thrust/gear down 'S Y 98 KIM (95 KCAS) @ 30° banh/zero thrust/gear down vmc 5 88 KIAS (85 KCAS) @ wings level/unaccelerated flight At loo flaps: vS 9 94 KIM (91 KCAS) @ lG/zero thrust/gear down vS 25 101 KIAS (98 KCAS) @ 300 bank/zero thrust/gear down 'mc 'mc 3 88 KIAS (85 KCAS) @ wings level/unaccelerated flight" . ' April 2, 1979 UNITED STATES GOVERNMENT TECHNICAL REPORT DOCUMENTATION PAGE 1. Report No. 2.Government Accession No. 3.Recipient's Catalog No. NTSB-AAR-79-4 4. Title and Subtitle Aircraft Accident Report -- 5.Report Date North Central Airlines, Inc., Convair 580, N4825C, February 22, 1979 Kalamazoo Municipal Airport, Kalamazoo, Michigan, 6.Performing Organization July 25. 1978 Code 7. Author(s) 8.Performing Organization Report No. 9. Performing Organization Name and Address 10.Work Unit No. 2583 National Transportation Safety Board Il.Contract or Grant No. Bureau of Accident Investiaation- Washington, D. C. 20594 13.Type of Report and Period Covered 12.Sponsoring Agency Name and Address Aircraft Accident ReDort.~ July 25, 1978 NATIONAL TRANSPORTATION SAFETY BOARD Washington, D. -
The Power for Flight: NASA's Contributions To
The Power Power The forFlight NASA’s Contributions to Aircraft Propulsion for for Flight Jeremy R. Kinney ThePower for NASA’s Contributions to Aircraft Propulsion Flight Jeremy R. Kinney Library of Congress Cataloging-in-Publication Data Names: Kinney, Jeremy R., author. Title: The power for flight : NASA’s contributions to aircraft propulsion / Jeremy R. Kinney. Description: Washington, DC : National Aeronautics and Space Administration, [2017] | Includes bibliographical references and index. Identifiers: LCCN 2017027182 (print) | LCCN 2017028761 (ebook) | ISBN 9781626830387 (Epub) | ISBN 9781626830370 (hardcover) ) | ISBN 9781626830394 (softcover) Subjects: LCSH: United States. National Aeronautics and Space Administration– Research–History. | Airplanes–Jet propulsion–Research–United States– History. | Airplanes–Motors–Research–United States–History. Classification: LCC TL521.312 (ebook) | LCC TL521.312 .K47 2017 (print) | DDC 629.134/35072073–dc23 LC record available at https://lccn.loc.gov/2017027182 Copyright © 2017 by the National Aeronautics and Space Administration. The opinions expressed in this volume are those of the authors and do not necessarily reflect the official positions of the United States Government or of the National Aeronautics and Space Administration. This publication is available as a free download at http://www.nasa.gov/ebooks National Aeronautics and Space Administration Washington, DC Table of Contents Dedication v Acknowledgments vi Foreword vii Chapter 1: The NACA and Aircraft Propulsion, 1915–1958.................................1 Chapter 2: NASA Gets to Work, 1958–1975 ..................................................... 49 Chapter 3: The Shift Toward Commercial Aviation, 1966–1975 ...................... 73 Chapter 4: The Quest for Propulsive Efficiency, 1976–1989 ......................... 103 Chapter 5: Propulsion Control Enters the Computer Era, 1976–1998 ........... 139 Chapter 6: Transiting to a New Century, 1990–2008 ....................................