Aero engine compressor fouling effects for short- and long-haul missions

Igie, Uyioghosa; Goiricelaya, Mike; Nalianda, Devaiah; Minervino, Orlando

doi:10.1177/0954410015607897

Cited by 20 publications

(17 citation statements)

References 16 publications

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“…As seemingly apparent for a model-based approach to the diagnosis problem, reliability of the results obtained depends greatly on the capability of the model to accurately predict the performances of the real system over a wide range of varying operating conditions and degradation states. For the purposes of this research, a numerical model of a high by-pass ratio (HBPR) two-spool unmixed-flow turbofan was developed in PROOSIS V R , and aligned against publicly available data of a typical modern HBPR turbofan (namely, the General Electric CF6 80E1A2 30 ) at design point. PROOSIS V R is a well-known stateof-the-art tool for advanced simulation of gas turbine engine performances, 33 and provides the TURBO V R library, which includes a complete catalogue of gas turbine components that facilitates the modeling and simulation of virtually any sort of imaginable gas turbine cycle.…”

Section: Engine Modelmentioning

confidence: 99%

Gradient-like minimization methods for aeroengines diagnosis and control

Leon

Rodrigo²,

Vega

et al. 2020

Proceedings of the Institution of Mechanical Engineers, Part G:

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Nowadays, there is an ever growing interest for gas turbine and aeroengines prognostics. The capability to assess not only the current state of an asset, but also to be able to predict its remaining useful life (RUL), and hence to perform condition-based maintenance (CBM) —if, and only when, it is needed— can represent a huge deal in the manufacturer profits. Against the plethora of data-driven methods that have arisen in the past few years, there is still some knowledge to be gained in terms of understanding the underlying phenomenology of engine degradation. In fact, it is certainly a non-trivial problem, to realize what has happened to the rotating components of an engine just by observing the pressure being measured by certain sensor rise, or some other temperature measured along the main gas-path decrease its value. In this regard, model-based approaches —and, in particular, gas path analysis (GPA)— can assist us in gaining such knowledge. In this paper, a non-linear GPA technique is revisited, introducing some novelties to the solver, and making use of current computational methods and resources, to establish a solid ‘foundation’ that will serve as the basis for further research.

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Section: Engine Modelmentioning

confidence: 99%

Gradient-like minimization methods for aeroengines diagnosis and control

Leon

Rodrigo²,

Vega

et al. 2020

Proceedings of the Institution of Mechanical Engineers, Part G:

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“…This process alters the aerodynamic blade profile and introduces surface roughness on the blade, hub and end wall surfaces which adversely affects the flow boundary layer (20) . Severe fouling also reduces the cascade flow area, since these particles are known to accumulate in the mid-chord region, down to the trailing edge, especially on the blade suction side (21) . These phenomena are manifested as reductions in the flow capacity and efficiency of the fouled compressors and turbines stages.…”

Section: Foulingmentioning

confidence: 99%

Assessment of degradation equivalent operating time for aircraft gas turbine engines

Alozie

Diakostefanis

et al. 2020

Aeronaut. j.

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This paper presents a novel method for quantifying the effect of ambient, environmental and operating conditions on the progression of degradation in aircraft gas turbines based on the measured engine and environmental parameters. The proposed equivalent operating time (EOT) model considers the degradation modes of fouling, erosion, and blade-tip wear due to creep strain, and expresses the actual degradation rate over the engine clock time relative to a pre-defined reference condition. In this work, the effects of changing environmental and engine operating conditions on the EOT for the core engine booster compressor and the high-pressure turbine were assessed by performance simulation with an engine model. The application to a single and multiple flight scenarios showed that, compared to the actual engine clock time, the EOT provides a clear description of component degradation, prediction of remaining useful life, and sufficient margin for maintenance action to be planned and performed before functional failure.

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“…D: is the aerodynamic drag and is calculated by adding the zero-lift and lift-induced drag coefficients of each flying element, as explained in Ref. [21]. Hermes considers skin friction, interference drag, and profile drag.…”

Section: Figure 1 Forces On An Aircraftmentioning

confidence: 99%

“…Further details of this methodology can be found in Refs. [19,22,23]. Igie et al [21] highlights the different modules of Hermes, showing their interactions, with details of the calculation procedures.…”

Section: Figure 1 Forces On An Aircraftmentioning

confidence: 99%

On-board compressor water injection for civil aircraft emission reductions: Range performance with fuel burn analysis

Novelo

Igie

Nalianda

2019

Transportation Research Part D: Transport and Environment

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The performance benefit of compressor water injection for a stand-alone jet engine has been investigated in previous work conducted by the authors, as well as other studies. For the same required thrust, the benefits include reduced specific fuel consumption, turbine inlet temperature and NOx emissions. The additional weight implication for aircraft (narrow and wide-body type) with their typical engine type (two and three-spool) for the varied range is investigated here. The emphasis of this study is to establish whether the performance benefit restricted to takeoff and parts of the climb, offsets the additional weight penalty of the water injection system, onboard the aircraft. An in-house aircraft performance tool has been used and the changes in performance due to water injection are determined by an evaporation model previously developed. This study shows that the shortest range of 4 missions offers small overall fuel savings of 0.42% per flight cycle. The longest mission, in which the injection equipment is carried for longer (though mostly empty water tank), brings about an overall increase in fuel consumed, by about 0.05%. For the same range, the aircraft powered by a three-spool engine shows better performance. However, both aircraft equally benefit from landing and takeoff NOx emission reductions of around 43%. Water Injection is shown to result in similar performance benefits as 25% takeoff derate but without the penalties in fuel burn or increased takeoff and climb times. Reductions in turbine inlet temperature obtained are worth considerable attention as a means of decreasing the direct operating costs of an airline.

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Aero engine compressor fouling effects for short- and long-haul missions

Cited by 20 publications

References 16 publications

Gradient-like minimization methods for aeroengines diagnosis and control

Gradient-like minimization methods for aeroengines diagnosis and control

Assessment of degradation equivalent operating time for aircraft gas turbine engines

On-board compressor water injection for civil aircraft emission reductions: Range performance with fuel burn analysis

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