Estimation of Aircraft Engine Flight Mission Severity Caused by Erosion

2020 ◽  
Author(s):  
Tim Brandes ◽  
Christian Koch ◽  
Stephan Staudacher
Keyword(s):  
Particle Separation ◽  
Leading Edge ◽  
Aircraft Engine ◽  
Compressor Blade ◽  
Operating Point ◽  
Compressor Blades ◽  
Engine Operation ◽  
Local Flow ◽  
Engine Model ◽  
Physical Phenomena

Abstract More and more attention is being devoted to assessing severity of the engine operation for a high number of flights in a minimum of time. Compressor erosion is one of the physical phenomena contributing to this severity. Hence, an effective method is developed which allows a general judgment of the severity of engine operation with regards to compressor erosion. The shortening of the camber line at blade leading edge is selected as the parameter describing the degree of severity. The particle impingement conditions experienced by compressor blades throughout a flight mission are computed using a flight mission simulation and a non-dimensional engine model. Local flow conditions of all compressor blade rows are derived from mean line computations. A dimensional analysis of a straight through swirling annulus flow led to a simplified model of particle separation within the compressor blade rows. It turns out, that bypass ratio, bleed setting and degree of particle separation changing from operating point to operating point are significant drivers of erosion. Fan root and booster suffer less from compressor erosion than the high pressure compressor. The flight segments taxi, take-off, take-off climb, climb and cruise are significantly impacting the severity of a flight mission with regards to compressor erosion.

Estimation of Aircraft Engine Flight Mission Severity Caused by Erosion

2021 ◽  
pp. 1-23
Author(s):  
Tim Brandes ◽  
Christian Koch ◽  
Stephan Staudacher
Keyword(s):  
Particle Separation ◽  
Leading Edge ◽  
Aircraft Engine ◽  
Compressor Blade ◽  
Operating Point ◽  
Compressor Blades ◽  
Engine Operation ◽  
Local Flow ◽  
Engine Model ◽  
Physical Phenomena

Abstract More and more attention is being devoted to assessing severity of the engine operation for a high number of flights in a minimum of time. Compressor erosion is one of the physical phenomena contributing to this severity. Hence, an effective method is developed which allows a general judgment of the severity of engine operation with regards to compressor erosion. The shortening of the camber line at blade leading edge is selected as the parameter describing the degree of severity. The particle impingement conditions experienced by compressor blades throughout a flight mission are computed using a flight mission simulation and a non-dimensional engine model. Local flow conditions of all compressor blade rows are derived from mean line computations. A dimensional analysis of a straight through swirling annulus flow led to a simplified model of particle separation within the compressor blade rows. It turns out, that bypass ratio, bleed setting and degree of particle separation changing from operating point to operating point are significant drivers of erosion. Fan root and booster suffer less from compressor erosion than the high pressure compressor. The flight segments taxi, take-off, take-off climb, climb and cruise are significantly impacting the severity of a flight mission with regards to compressor erosion.

scholarly journals Influence of aircraft engine compressor blades leading edge damage on their fatigue strength

Mechanik ◽  
2018 ◽  
Vol 91 (3) ◽  
pp. 205-209
Author(s):  
Wojciech Obrocki ◽  
Amadeusz Setkowicz ◽  
Maciej Masłyk ◽  
Jan Sieniawski
Keyword(s):  
Fatigue Strength ◽  
Leading Edge ◽  
Fatigue Cracking ◽  
Aircraft Engine ◽  
Fatigue Tests ◽  
Compressor Blade ◽  
Compressor Blades ◽  
Fluorescent Method ◽  
Engine Compressor ◽  
Edge Damage

Article presents the research results of aircraft compressor blade damage length and its position influence on fatigue strength under high number cycles conditions. The criteria for blade damage detection classification and test research methodology were developed. Designed and tested the instrumentation for compressor blades fatigue tests. Fluorescent method was used to determine the source of fatigue cracking initiation and its propagation direction during fatigue test.

scholarly journals Optimizing Aircraft Performance With Adaptive, Integrated Flight/Propulsion Control

1990 ◽  
Author(s):  
R. H. Smith ◽  
J. D. Chisholm ◽  
J. F. Stewart
Keyword(s):  
Fuel Consumption ◽  
Control Algorithm ◽  
Aircraft Engine ◽  
Inlet Temperature ◽  
Operating Characteristics ◽  
Engine Operation ◽  
Engine Model ◽  
Life Mode ◽  
Aircraft Performance ◽  
Propulsion Control

An adaptive, integrated flight/propulsion control algorithm called Performance Seeking Control (PSC) has been developed to optimize total aircraft performance during steady state engine operation. The multi-mode algorithm will minimize fuel consumption at cruise conditions; maximize excess thrust (thrust minus drag) during aircraft accelerations, climbs, and dashes; and extend engine life by reducing Fan Turbine Inlet Temperature (FTIT) when the extended life mode is engaged. On-board models of the inlet, engine, and nozzle are optimized to compute a set of control trims, which are then applied as increments to the nominal engine and inlet control schedules. The on-board engine model is continually updated to match the operating characteristics of the actual engine cycle through the use of a Kalman filter, which accounts for anomalous engine operation. The PSC algorithm will be flight demonstrated on an F-15 test aircraft under the direction of the NASA Ames/Dryden Flight Research Facility. This paper discusses the PSC design strategy, describes the control algorithm, and presents results from high fidelity, nonlinear aircraft/engine simulations. Simulation results indicate that thrust increases as high as 15% and specific fuel consumption reductions up to 3% are realizable by the PSC system.

On Line Compressor Washing on Large Frame 9-FA Gas Turbines: Erosion on R0 Compressor Blade Leading Edge — Field Performance With a Novel On Line Wash System

2007 ◽  
Author(s):  
Jos Oosting ◽  
Klaas Boonstra ◽  
Annemarie de Haan ◽  
Dick van der Vecht ◽  
Jean-Pierre Stalder ◽  
...  
Keyword(s):  
Gas Turbine ◽  
Gas Turbines ◽  
Leading Edge ◽  
Compressor Blade ◽  
Cleaning Efficiency ◽  
Compressor Blades ◽  
Erosion Risk ◽  
Plant Operator ◽  
On Line ◽  
Blade Leading Edge

On line compressor washing is an established practice amid gas turbine operators. Among these operators is the Netherlands Division of Electrabel who is operating at Eemshaven 5 x GE Frame 9-FA units since 1995. The plant operator used to perform routinely a daily on line wash and a single off line wash every year at shut down of the units for the annual inspection or maintenance outage. The on line water wash (OLWW) systems installed on these 5 engines are of the Turbotect Mk1 nozzle design and were originally procured and supplied by the OEM. To our knowledge, all other manufactured gas turbines in the 7/9-FA fleet are equipped with the OEMs’ own engineered OLWW nozzle systems. The OLWW regime of washing was reduced in June 2001 upon receipt of a recommendation by the OEM to inspect the first stages of the compressor for erosion marks. This recommendation was issued because some events have lead to investigation on erosion issues which materialized in the R0 (first stage rotor) compressor blades in some engines of the 7/9-FA fleet operating with the OEM OLWW system and resulting from frequent compressor wash routine, and/or from water ingestion used in power augmentation. Likewise, during the same time, some gas turbines at Eemscentrale had undergone their first major overhaul which allowed the compressor first row blading to be examined for signs of erosion. It was found that only minor erosion at the R0 blade leading edge had occurred over more than seven years of operation, during which period a daily on line wash had been performed. However, because of the erosion concerns among the 7/9-FA fleet and the OEM-recommended frequent inspections and measures to mitigate the rate of erosion due to droplet impingement, Electrabel investigated independently for a way of further reducing the erosion rate while maintaining on line washing over the lifetime of the gas turbine and improving the cleaning efficiency. To this effect, the OLWW system on unit EC-6 was upgraded in June 2004 with a new on line nozzle system specifically developed for use in large gas turbines. This paper presents the investigation results after some 24 months of operation and routine on line compressor washing. The Turbotect Mk3 OLWW nozzle system demonstrated and confirmed that it is contributing to mitigate the erosion risk on the R0 compressor blade leading edge, and in turn to decrease the number of blending operations over the life time of the R0 compressor blades. This nozzle designed for on line compressor cleaning of large gas turbines achieved a substantially improved cleaning effectiveness, respectively a lower rate in power degradation, by approx. 30 to 40% as compared to the current in use Mk1 OLWW nozzle system.

The Effect of Wake Induced Structures on Compressor Boundary-Layers

2006 ◽  
Author(s):  
Andrew P. S. Wheeler ◽  
Robert J. Miller ◽  
Howard P. Hodson
Keyword(s):  
Boundary Layer ◽  
Pressure Transducer ◽  
Leading Edge ◽  
Compressor Blade ◽  
Blade Surface ◽  
Cfd Simulations ◽  
Compressor Blades ◽  
System A ◽  
Dynamic Head ◽  
Pressure Perturbations

The interaction of a convected wake with a compressor blade boundary-layer was investigated. Measurements within a single-stage compressor were made using an endoscopic PIV system, a surface mounted pressure transducer, hotfilms and hotwire traverses, along with CFD simulations. The wake/leading-edge interaction was shown to lead to the formation of a thickened laminar boundary-layer, within which turbulent spots formed close to the leading-edge. The thickened boundary-layer became turbulent and propagated down the blade surface, giving rise to pressure perturbations of 7% of the inlet dynamic head in magnitude. The results indicate that wake/leading-edge interactions have a crucial role to play in the performance of compressor blades in the presence of wakes.

scholarly journals Application of a Constant Gain Extended Kalman Filter for In-Flight Estimation of Aircraft Engine Performance Parameters

2005 ◽  
Author(s):  
Takahisa Kobayashi ◽  
Donald L. Simon ◽  
Jonathan S. Litt
Keyword(s):  
Kalman Filter ◽  
Extended Kalman Filter ◽  
Aircraft Engine ◽  
Operating Conditions ◽  
Accurate Estimation ◽  
Aircraft Engines ◽  
Performance Parameters ◽  
Efficient Manner ◽  
Engine Operation ◽  
Engine Model

An approach based on the Constant Gain Extended Kalman Filter (CGEKF) technique is investigated for the in-flight estimation of non-measurable performance parameters of aircraft engines. Performance parameters, such as thrust and stall margins, provide crucial information for operating an aircraft engine in a safe and efficient manner, but they can not be directly measured during flight. A technique to accurately estimate these parameters is, therefore, essential for further enhancement of engine operation. In this paper, a CGEKF is developed by combining an on-board engine model and a single Kalman gain matrix. In order to make the on-board engine model adaptive to the real engine’s performance variations due to degradation or anomalies, the CGEKF is designed with the ability to adjust its performance through the adjustment of artificial parameters called “tuning parameters.” With this design approach, the CGEKF can maintain accurate estimation performance when it is applied to aircraft engines at off-nominal conditions. The performance of the CGEKF is evaluated in a simulation environment using numerous component degradation and fault scenarios at multiple operating conditions.

The Effect of Wake Induced Structures on Compressor Boundary-Layers

2006 ◽  
Vol 129 (4) ◽  
pp. 705-712 ◽  
Author(s):  
Andrew P. S. Wheeler ◽  
Robert J. Miller ◽  
Howard P. Hodson
Keyword(s):  
Boundary Layer ◽  
Pressure Transducer ◽  
Leading Edge ◽  
Compressor Blade ◽  
Blade Surface ◽  
Cfd Simulations ◽  
Compressor Blades ◽  
System A ◽  
Dynamic Head ◽  
Pressure Perturbations

The interaction of a convected wake with a compressor blade boundary layer was investigated. Measurements within a single-stage compressor were made using an endoscopic PIV system, a surface mounted pressure transducer, hotfilms and hotwire traverses, along with CFD simulations. The wake/leading-edge interaction was shown to lead to the formation of a thickened laminar boundary-layer, within which turbulent spots formed close to the leading edge. The thickened boundary-layer became turbulent and propagated down the blade surface, giving rise to pressure perturbations of 7% of the inlet dynamic head in magnitude. The results indicate that wake/leading-edge interactions have a crucial role to play in the performance of compressor blades in the presence of wakes.

scholarly journals Optimizing Aircraft Performance With Adaptive, Integrated Flight/Propulsion Control

1991 ◽  
Vol 113 (1) ◽  
pp. 87-94 ◽  
Author(s):  
R. H. Smith ◽  
J. D. Chisholm ◽  
J. F. Stewart
Keyword(s):  
Fuel Consumption ◽  
Control Algorithm ◽  
Aircraft Engine ◽  
Inlet Temperature ◽  
Operating Characteristics ◽  
Engine Operation ◽  
Engine Model ◽  
Life Mode ◽  
Aircraft Performance ◽  
Propulsion Control

An adaptive, integrated flight/propulsion control algorithm called Performance Seeking Control (PSC) has been developed to optimize total aircraft performance during steady-state engine operation. The multimode algorithm will minimize fuel consumption at cruise conditions; maximize excess thrust (thrust minus drag) during aircraft accelerations, climbs, and dashes; and extend engine life by reducing Fan Turbine Inlet Temperature (FTIT) when the extended life mode is engaged. On-board models of the inlet, engine, and nozzle are optimized to compute a set of control trims, which are then applied as increments to the nominal engine and inlet control schedules. The on-board engine model is continually updated to match the operating characteristics of the actual engine cycle through the use of a Kalman filter, which accounts for anomalous engine operation. The PSC algorithm will be flight demonstrated on an F-15 test aircraft under the direction of the NASA Ames/Dryden Flight Research Facility. This paper discusses the PSC design strategy, describes the control algorithm, and presents results from high-fidelity, nonlinear aircraft/engine simulations. Simulation results indicate that thrust increases as high as 15 percent and specific fuel consumption reductions up to 3 percent are realizable by the PSC system.

Performance Evaluation of Leading Edge Tubercles Applied to the Blades in a 2-D Compressor Cascade

2021 ◽  
Author(s):  
Satpreet S. Sidhu ◽  
Asad Asghar ◽  
William D. E. Allan
Keyword(s):  
Mach Number ◽  
Power Series ◽  
Total Pressure ◽  
Leading Edge ◽  
Surface Flow ◽  
Compressor Blade ◽  
Extensive Literature ◽  
Angle Of Incidence ◽  
Compressor Cascade ◽  
Compressor Blades

Abstract In the present paper, the performance of compressor blades modified with leading edge tubercles was evaluated and compared with that of a baseline profile at a high subsonic Mach number in a 2-D cascade. Specific tubercle geometries were selected based on an extensive literature survey and a Self-Organizing Map analysis. The compressor blade geometry of a popular aero-engine was reverse-engineered using laser-scanning. Baseline and tubercled compressor blades were 3-D printed and tested. Two sinusoidal tubercle shapes based on different amplitudes and wavelengths and one with a power law profile were selected. A 2-D compressor cascade was designed and commissioned to test these blades at high subsonic Mach number in the transonic wind tunnel at Royal Military College of Canada. Surface flow visualizations were performed with oil for observing and locating compressor blade stall for different sets of blades. Flow direction and the total pressure at the cascade exit were measured using a 5-hole, fast-response, traversing probe. Compressor blade performance was measured and compared with various tubercled blades at various angles of incidence, while maintaining periodicity at the inlet and exit planes. Total pressure loss coefficients were calculated for all 4 blades and compared for 6 positive angle of incidence. Power series tubercled profile resulted in slight improvements in the loss coefficient at 0° incidence and none of tubercled geometry compromized performance at the design point. The baseline blade stalled at 8° and tubercles were capable of delaying stall at this condition. Power series profile outperformed the baseline at all angle of incidence (AOI) with significant improvements at 8° AOI. Power series tubercled profiles performed better than other tubercled geometries at almost all AOI except 10° where sinusoidal tubercled profiles performed better. The presence of smaller valley and broader peaks is attributed with the performance improvement, supported by the flow visualization results.

scholarly journals Towards higher aerodynamic efficiency of propeller-driven aircraft with distributed propulsion

2021 ◽  
Author(s):  
Dennis Keller
Keyword(s):  
Performance Indicator ◽  
Leading Edge ◽  
Substantial Improvement ◽  
Initial Assessment ◽  
Local Flow ◽  
Propulsive Efficiency ◽  
Thrust Distribution ◽  
Distributed Propulsion ◽  
Wing Tip ◽  
Cruise Flight

AbstractThe scope of the present paper is to assess the potential of distributed propulsion for a regional aircraft regarding aero-propulsive efficiency. Several sensitivities such as the effect of wingtip propellers, thrust distribution, and shape modifications are investigated based on a configuration with 12 propulsors. Furthermore, an initial assessment of the high-lift performance is undertaken in order to estimate potential wing sizing effects. The performance of the main wing and the propellers are thereby equally considered with the required power being the overall performance indicator. The results indicate that distributed propulsion is not necessarily beneficial regarding the aero-propulsive efficiency in cruise flight. However, the use of wing tip propellers, optimization of the thrust distribution, and wing resizing effects lead to a reduction in required propulsive power by $$-2.9$$ - 2.9 to $$-3.3\,\%$$ - 3.3 % compared to a configuration with two propulsors. Adapting the leading edge to the local flow conditions did not show any substantial improvement in cruise configuration to date.

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