scholarly journals Aircraft Emission and Fuel Burn Estimation Due to Changes of Payload and Range

2015 ◽  
Vol 19 (4) ◽  
pp. 278-287 ◽  
Author(s):  
Hee-jin Joo ◽  
Ho-yon Hwang ◽  
Byung-woon Park ◽  
Dongwook Lim
Keyword(s):  
Fuel Burn ◽  
Aircraft Emission

scholarly journals THE FUTURE OF PASSENGER AIR TRANSPORT – VERY LARGE AIRCRAFT AND OUT KEY HUMAN FACTORS AFFECTING THE OPERATION AND SAFETY OF PASSENGER AIR TRANSPORT

2017 ◽  
Vol 12 ◽  
pp. 104
Author(s):  
Petra Skolilova
Keyword(s):  
Human Factors ◽  
Human Error ◽  
Operating Cost ◽  
Aircraft Design ◽  
Air Transport ◽  
Final Decision ◽  
Factors Affecting ◽  
Fuel Burn ◽  
The Future ◽  
The Impact

The article outlines some human factors affecting the operation and safety of passenger air transport given the massive increase in the use of the VLA. Decrease of the impact of the CO2 world emissions is one of the key goals for the new aircraft design. The main wave is going to reduce the burned fuel. Therefore, the eco-efficiency engines combined with reasonable economic operation of the aircraft are very important from an aviation perspective. The prediction for the year 2030 says that about 90% of people, which will use long-haul flights to fly between big cities. So, the A380 was designed exactly for this time period, with a focus on the right capacity, right operating cost and right fuel burn per seat. There is no aircraft today with better fuel burn combined with eco-efficiency per seat, than the A380. The very large aircrafts (VLAs) are the future of the commercial passenger aviation. Operating cost versus safety or CO2 emissions versus increasing automation inside the new generation aircraft. Almost 80% of the world aircraft accidents are caused by human error based on wrong action, reaction or final decision of pilots, the catastrophic failures of aircraft systems, or air traffic control errors are not so frequent. So, we are at the beginning of a new age in passenger aviation and the role of the human factor is more important than ever.

scholarly journals An estimation method for the fuel burn and other performance characteristics of civil transport aircraft during cruise: part 2, determining the aircraft’s characteristic parameters

2020 ◽  
Vol 125 (1284) ◽  
pp. 296-340
Author(s):  
D.I.A. Poll ◽  
U. Schumann
Keyword(s):  
Estimation Method ◽  
Accurate Method ◽  
Characteristic Parameters ◽  
Transport Aircraft ◽  
The Public ◽  
Engine Thrust ◽  
Fuel Burn ◽  
Burn Rate ◽  
Drag Ratio ◽  
Independent Parameters

ABSTRACTA simple yet physically comprehensive and accurate method for the estimation of the cruise fuel burn rate of turbofan powered transport aircraft operating in a general atmosphere was developed in part 1. The method is built on previously published work showing that suitable normalisation reduces the governing relations to a set of near-universal curves. However, to apply the method to a specific aircraft, values must be assigned to six independent parameters and the more accurate these values are the more accurate the estimates will be. Unfortunately, some of these parameters rarely appear in the public domain. Consequently, a scheme for their estimation is developed herein using basic aerodynamic theory and data correlations. In addition, the basic method is extended to provide estimates for cruise lift-to-drag ratio, engine thrust and engine overall efficiency. This step requires the introduction of two more independent parameters, increasing the total number from six to eight. An error estimate and sensitivity analysis indicates that, in the aircraft’s normal operating range and using the present results, estimates of fuel burn rate are expected to be in error by no more than 5% in the majority of cases. Initial estimates of the characteristic parameters have been generated for 53 aircraft types and engine combinations and a table is provided.

scholarly journals Aircraft emission mitigation by changing route altitude: A multi-model estimate of aircraft NOx emission impact on O3 photochemistry

2014 ◽  
Vol 95 ◽  
pp. 468-479 ◽  
Author(s):  
Ole Amund Søvde ◽  
Sigrun Matthes ◽  
Agnieszka Skowron ◽  
Daniela Iachetti ◽  
Ling Lim ◽  
...  
Keyword(s):  
Nox Emission ◽  
Emission Mitigation ◽  
Model Estimate ◽  
Aircraft Emission

CAEP/9-agreed certification requirement for the Aeroplane CO2Emissions Standard: a comment on ICAO Cir 337

2016 ◽  
Vol 120 (1226) ◽  
pp. 693-723 ◽  
Author(s):  
J.E. Green ◽  
J.A. Jupp
Keyword(s):  
Fuel Efficiency ◽  
Scientific Basis ◽  
Civil Aviation ◽  
Aircraft Emissions ◽  
Current Form ◽  
Fuel Burn ◽  
Aircraft Fuel ◽  
Starting Point ◽  
Range Equation ◽  
Main Criticism

ABSTRACTThe International Civil Aviation Organization (ICAO) Circular Cir 337 is the first step towards ICAO establishing an Aeroplane CO2Emissions Standard to form part of Annex 16, Volume III to the Chicago Convention. It describes itself as ‘a work in progress’. This paper reviews Cir 337 against the background of flight physics, the published literature on aircraft fuel burn and CO2emissions and the current practices of the aircraft and engine manufacturers and the airline operators. We have taken, as our starting point, the aim of ICAO to reduce the fuel used per revenue tonne-kilometre performed and argue that the Breguet range equation, which captures all the relevant flight physics, should be the basis of the metric system underpinning the standard. Our overall conclusion is that Cir 337 provides an excellent basis for the initial regulation of aviation's CO2emissions and, further in the future, for developing measures to increase the fuel efficiency of the operational side of civil aviation. Our main criticism of the circular in its current form is that it does not address the ICAO goal of reducingfuel used per revenue tonne-kilometre performedand makes no reference to payload. This defect could be eliminated simply by omission of the exponent 0.24 of the Reference Geometric Factor (RGF) in the formula for the metric given in Chapter 2 (paragraph 2.2) of the circular. Retaining theRGFto the power unity in the metric and multiplying it by an appropriate value of the effective floor loading would convert it to what the 37thAssembly of ICAO called for – a statement of fuel used per revenue tonne-kilometre performed. Finally, correlating the amended metric against design range, as determined from the measured specific air range and the key certificated masses, provides a sound scientific basis for an initial regulation to cap passenger aircraft emissions.

scholarly journals Evaluation of the Climate Impact Reduction Potential of the Water-Enhanced Turbofan (WET) Concept

Aerospace ◽  
2021 ◽  
Vol 8 (3) ◽  
pp. 59
Author(s):  
Regina Pouzolz ◽  
Oliver Schmitz ◽  
Hermann Klingels
Keyword(s):  
Co2 Emissions ◽  
Aircraft Engine ◽  
Steam Injection ◽  
Climate Impact ◽  
Formation Mechanisms ◽  
Water Recovery ◽  
Impact Reduction ◽  
Fuel Burn ◽  
Starting Point ◽  
Reduction Of Co2

Aviation faces increasing pressure not only to reduce fuel burn, and; therefore, CO2 emissions, but also to provide technical solutions for an overall climate impact minimization. To combine both, a concept for the enhancement of an aircraft engine by steam injection with inflight water recovery is being developed. The so-called Water-Enhanced Turbofan (WET) concept promises a significant reduction of CO2 emissions, NOx emissions, and contrail formation. Representative missions for an A320-type aircraft using the proposed new engine were calculated. Applying a first-order one-dimensional climate assessment prospects the reduction of more than half of the Global Warming Potential over one hundred years, compared to an evolutionarily improved aero-engine. If CO2-neutrally produced sustainable aviation fuels are used, climate impact could be reduced by 93% compared to today’s aircraft. The evaluation is a first estimate of effects based on preliminary design studies and should provide a starting point for discussion in the scientific community, implying the need for research, especially on the formation mechanisms and radiation properties of potential contrails from the comparatively cold exhaust gases of the WET engine.

Ultra High Bypass Ratio Engine Sizing and Cycle Selection Study for a Subsonic Commercial Aircraft in the N+2 Timeframe

2011 ◽  
Author(s):  
Brian K. Kestner ◽  
Jeff S. Schutte ◽  
Jonathan C. Gladin ◽  
Dimitri N. Mavris
Keyword(s):  
Pressure Ratio ◽  
Important Variable ◽  
Direct Drive ◽  
Commercial Aircraft ◽  
Low Pressure Turbine ◽  
Fuel Burn ◽  
Technology Transition ◽  
Fundamental Research ◽  
Bypass Ratio ◽  
Engine Cycle

This paper presents an engine sizing and cycle selection study of ultra high bypass ratio engines applied to a subsonic commercial aircraft in the N+2 (2020) timeframe. NASA has created the Environmentally Responsible Aviation (ERA) project to serve as a technology transition bridge between fundamental research (TRL 1–4) and potential users (TRL 7). Specifically, ERA is focused on subsonic transport technologies that could reach TRL 6 by 2020 and are capable of integration into an advanced vehicle concept that simultaneously meets the ERA project metrics for noise, emissions, and fuel burn. An important variable in exploring the trade space is the selection of the optimal engine cycle for use on the advanced aircraft. In this paper, two specific ultra high bypass engine cycle options will be explored: advanced direct drive and geared turbofan. The advanced direct drive turbofan is an improved version of conventional turbofans. In terms of both bypass ratio and overall pressure ratio, the advanced direct turbofan benefits from improvements in aerodynamic design of its components, as well as material stress and temperature properties. By putting a gear between the fan and the low pressure turbine, a geared turbo fan allows both components to operate at optimal speeds, thus further improving overall cycle efficiency relative to a conventional turbofan. In this study, sensitivity of cycle design with level of technology will be explored, in terms of both cycle parameters (such as specific thrust consumption (TSFC) and bypass ratio) and aircraft mission parameters (such as fuel burn and noise). To demonstrate this sensitivity, engines will be sized for optimal performance on a 300 passenger class aircraft for a 2010 level technology tube and wing airframe, a N+2 level technology tube and wing air-frame, and finally on a N+2 level technology blended wing body airframe with and without boundary layer ingestion (BLI) engines.

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