The global aviation industry adopted a set of targets to mitigate CO2 emissions resulting from air transportation in 2009. The engine fuel burn is the main driver of CO2 emission; hence it will be the focus of this study. Rotorcraft are designed for supporting different types of missions or operations that are different from fixed wing aircraft. For this reason, the rotorcraft strategy for addressing the carbon impact should mainly target the new emerging technologies that will assist in reducing the fuel consumption and the deployment of Sustainable Aviation Fuels (SAF). This paper presents a forecast of the contribution level that could be achieved by rotorcraft industry in CO2 emission reduction in the period up to 2050. A projection of growth in civil rotorcraft fleet worldwide is provided as the starting point. Several new emerging technologies for both rotorcraft and engine together with the implementation scheme and their projected positive net impact on CO2 emission level are considered. Further, the contribution from SAF deployment in rotorcraft operation is analyzed. It is generally recognized that as much as 80% reduction in overall CO2 life cycle emission can be achieved from SAF relative to the fossil-based fuels or Conventional Aviation Fuels (CAF). However, some critical parameters used in predicting the SAF benefits remain uncertain. These pertain to fuel resources, economy, investment and policies. Therefore, consistent with previous studies, several fuel substitution scenarios are considered ranging from the most conservative to an optimistic projection.
The first prototype SA340 flew the 7th of April 1967 initially with a conventional tail rotor. The initial Fenestron® patents of Mouille and Bouquardez, were quickly followed by the first flight on the Gazelle prototype. In early 1968 the second prototype flew with the Fenestron®. There are more than 5200 helicopters that are flying today with this anti torque concept.
The purpose of this paper is to determine an equation enabling the calculation of the temperature at the exit of a gas cooler, knowing the input temperature, the flow rate, the pressure, the gas composition, the temperature of the heat transfer fluid as well as the heat transfer coefficient of the gas cooler and its transfer surface with the constrain to be easily applied and to give acceptable results. This research has been initiated by compressor engineers and experts in charge of checking the compressor installations. This paper consists of 3 parts. • Determining the equation: This section sets out the equations of continuity, momentum and energy applied to a gas particle flowing within a pipe, by using some assumptions. The most important assumption allows us to consider the gas particle as a very thin disk with the same diameter as the “equivalent tube” of the gas cooler and of which the normal is parallel to the axis of the tube. This gas particle therefore has two faces perpendicular to the gas flow. At the end of the demonstration, the gas cooler could be described in a equation where the inputs are the temperature of the gas entering the gas cooler, the outside temperature of the system considered to be that of the heat transfer fluid of the gas cooler, the total transfer surface of the gas cooler, the average molar heat capacity at constant pressure of the gas, the molar mass of the gas, the mass flow rate, the heat transfer coefficient of the gas cooler; and at the end, a fouling factor is introduced to achieve the purpose of this paper. • Numerical application: In this section, the global heat transfer coefficient of a gas cooler is determined. Knowing this value, The error between temperature T2 established by the provider of the equipment at the exit of the gas cooler and temperature T2calc calculated according to the proposed formula in this paper is determined. The error margin is systematically less than ±0.5 °C. • Field tests: Field tests using this method showed: - the tested gas cooler does not meet the specified requirements, - the accuracy of the method applied in field tests is 98%, - the method is very easy to apply on site and gives acceptable results.
This paper explains how to obtain and manage reliable information on current and planned performance of turbines by using an appropriate method for planning and controlling turbine degradation. In this paper a useful calculation method is described to manage the performance of gas turbine driven centrifugal compressors. The method is based on the knowledge of its current performance of installations and their degradation. The paper consists of 4 parts: – general information about turbine fouling and deterioration, – calculation methods, – measurements influences, – field results.
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