Patent Application
20220403790
This application is based upon and claims the benefit of priority from British Patent Application No, GB 21089101, filed on Jun. 22, 2021, the entire contents of which are herein incorporated by reference.
The disclosure relates to methods of contrail (i.e. condensation trail or vapour trail) mitigation and to aircraft having contrail mitigation or suppression functionality.
Contrails, also known as condensation trails or vapour trails, are line-shaped ice-clouds that appear behind aircraft under certain circumstances. If ambient air is super-saturated with respect to ice, then a contrail may persist for several hours, growing to resemble natural cirrus cloud, both in size and optical properties, and is then referred to as “contrail-cirrus”. Line-shaped contrails and contrail-cirrus are collectively referred to as “aviation-induced cloudiness” (AIC).
The impact of AIC upon the earth's energy balance comprises two aspects. During the day, AIC reflects incoming sunlight back into space, leading to an advantageous climate cooling effect. During both day and night, AIC also intercepts and retains outgoing infra-red radiation, leading to unwanted warming. The net effect is warming. Furthermore, the net effect represents a significant element of aviation's total climate forcing.
As the exhaust of an aircraft engine mixes with ambient air, local relative humidity over water (RHw) rises to a maximum before declining to ambient levels. If during this time local RHw exceeds 100%, water vapour can condense onto activated, soot particles, coating them with liquid water. Following freezing, further depositional growth is possible as water vapour is deposited as ice onto the contrail particles.
The requirement for RHw to reach or exceed 100% during mixing in order for a contrail to form is known as the Schmidt-Appleman criterion. Fulfilment or non-fulfilment of this criterion is determined by a combination of ambient conditions and engine-related parameters such as engine total operating efficiency and the properties of the fuel being burned. Specifically, if engine operating efficiency is higher, the criterion is fulfilled over a wider range of ambient conditions, and hence over a wider range of altitudes.
The climate warming impact of a contrail is influenced by (amongst other things) its optical depth, and by its lifetime. Optical depth is strongly influenced by number density of ice particles.
Temporary reduction of engine operating efficiency is known as one way of providing a degree of contrail mitigation, and there are many documented ways of achieving this e.g., use of a variable area fan nozzle, variable-angle fan outlet guide vanes, an afterburner or handling bleeds. In all cases, in order to maintain desired thrust, the fuel-flow rate must be increased, leading to an increase in turbine entry temperature (TET), which leads to a reduction in the operating lifetime of an engine. Furthermore, in order to achieve a meaningful degree of contrail mitigation, the required temporary operating efficiency change could (on occasions) be quite large, leading to a TET rise which exceeds an acceptable limit for an engine.
Use of handling bleeds can advantageously deliver a large temporary operating efficiency reduction using standard engine hardware, i.e. with no weight penalty and no design changes. However, since a handling bleed removes air from the core cycle of an engine upstream of the combustor of the engine, use of a handling bleed results in an additional TET increase for a given thrust, since the combustion temperature rise of an engine for a given fuel mass-flow rate is increased by the reduction in core air mass-flow rate attributable to use of handling bleed.
U.S. Pat. No. 9,896,218 discloses a method of reducing engine efficiency at constant aircraft thrust by re-distributing thrust between inboard and outboard engines of an aircraft. Although this method has the advantage of not requiring specialised equipment, it is limited in the extent of engine efficiency reduction that can be achieved, and is thus also limited with regard to the range of circumstances in which contrail suppression can be achieved.
U.S. Pat. No. 9,399,521 discloses a method of reducing the optical depth of a contrail by redistributing thrust between inboard and outboard engines of an aircraft in order to alter at least one of the total rate at which soot particles are emitted and the distribution between the inboard and outboard engines of the total rate of soot emission. However, typically suppression of contrails cannot be achieved. Also disclosed is a method of contrail mitigation which requires use of two different fuels types. However this presents other technical challenges. Also, suppression of contrails cannot be achieved.
According to an example there is provided a method of reducing the respective optical depths of one or more contrails produced by an aircraft having a set of at least two gas turbine engines each of which is arranged to provide propulsive thrust to the aircraft, the method comprising the steps of:
A reduction in thrust provided by gas turbine engines of the first subset is at least partially compensated by an increase in thrust provided by gas turbine engines of the second subset produced by increasing the fuel flow to gas turbine engines of the second subset. The TET rises of gas turbine engines of the first and second subsets are substantially less than would be the case for engines of the first subset if the reduction in thrust of gas turbine engines of the first subset were to be compensated to the same degree by increasing fuel flow to those engines. The disclosure thus provides contrail mitigation by means of reduction in engine operating efficiency, whilst limiting the increase in the rate at which the gas turbine engines of the aircraft are degraded due to TET increases. Furthermore, gas turbine engines of the first subset may be selected to include those gas turbine engines for which contrail mitigation is greatest for a given reduction in operating efficiency.
The set of gas turbine engines may be a set of like gas turbine engines, the operating efficiency of each gas turbine engine in the first subset of the set of gas turbine engines being reduced in step (i) by a common amount to produce a common reduction in thrust provided by each gas turbine engine in the first subset, and the fuel flow to each gas turbine engine in the second subset of the set of gas turbine engines being increased in step (ii) by a common amount to increase the thrust provided by each gas turbine engine in the second subset by a common amount. Implementation of the method is thereby simplified, particularly in cases where the first and second subsets of the gas turbine engines correspond to inboard and outboard engines of the aircraft respectively, or to outboard and inboard engines of the aircraft respectively.
In order to maintain the total thrust provided to the aircraft when the method is carried out, the total increase in thrust provided by gas turbine engines of the second subset may be arranged to be equal to the total reduction in thrust provided by gas turbine engines of the first subset.
The operating efficiency of each gas turbine engine in the first subset may be reduced, the fuel flow to each gas turbine engine in the second subset increased and the fuel flow to each gas turbine engine in the first subset adjusted, if necessary, such that each gas turbine engine in the set of gas turbine engines experiences the same increase in turbine entry temperature (TET), in order to distribute the adverse impacts of TET increase on engine lifetime evenly across all engines in the set of gas turbine engines.
The fuel flow to each gas turbine engine in the first subset nay be kept constant when step (i) is carried out. Alternatively, respective fuel flows to one or more gas turbine engines in the first subset may be increased when step (i) is carried out, thereby mitigating the reduction in thrust provided by the one or more gas turbine engines of the first subset when their efficiencies are reduced. The increase in TET for gas turbine engines of the second subset is thereby reduced (for a fixed total thrust change) compared to the case where respective fuel flows to the one or more gas turbine engines of the first subset are kept constant; this is beneficial if gas turbine engines of the second subset are limited in the extent to which their TETs may be increased. Conversely, respective fuel flows to one or more gas turbine engines in the first subset may be reduced when step (i) is carried out, thereby causing a greater reduction in thrust provided by the one or more gas turbine engines of the first subset than that attributable only to reduction in their operating efficiencies. This results in a higher TET rise for gas turbine engines of the second subset (for a fixed total thrust change) than is the case if the respective fuel flow rates to the one or more gas turbine engines of the first subset are kept constant. This is beneficial in cases where gas turbine engines of the first subset are limited in the extent to which their TETs may be increased and gas turbine engines of the second subset have a relatively high tolerance to TET increases. It is also beneficial in cases where the cardinality of the second subset is greater than that of the first subset since the required TET rise for individual gas turbine engines of the second subset is not as great as that required when the first and second subsets have equal cardinality.
Preferably, in step (i), the respective operating efficiencies of one or more gas turbine engines in the first subset are reduced by opening respective handling bleeds thereof, as the one or more gas turbine engines then require no special or additional apparatus. (A handling bleed of a gas turbine engine may comprise one or more individual openable apertures around the circumference of the gas annulus of the engine.) However, the operating efficiency of a given gas turbine engine in the first subset may alternatively be reduced by other means, for example control of a variable-area fan nozzle, variable-angle outlet guide vanes or an afterburner of the gas turbine engine.
Preferably, each handling bleed is taken from the output of a compressor of a respective gas turbine engine, in order that surge lines of the compressor are unaffected and to avoid the need for modification of a variable inlet guide vane schedule of the gas turbine engine. Each handling bleed may be taken from the output of a high-pressure compressor of a respective gas turbine engine in order to maximise the operating efficiency reduction per unit mass flow rate of air removed from the core cycle of the gas turbine engine. The handling bleed may alternatively be taken from the output of the low-pressure compressor or booster or from the output of the intermediate-pressure compressor of a respective gas turbine engine (the latter being an option in the case of a three-shaft engine). In these cases, bleed air is at a lower temperature than if bleed air is taken from the output of the high-pressure compressor, providing for simpler handling of the bleed air.
Each handling bleed is preferably switched from a closed condition to an open condition over a period of time greater than or equal to a pre-determined minimum period of time necessary to prevent spool-speed transients in the one or more gas turbine engines of the first subset, a spool-speed transient being an unacceptably large rate of change of spool-speed which may result in an excessive degradation rate of a gas turbine engine or damage to the engine.
Air removed from a gas turbine engine of the first subset via a handling bleed may be used to provide reverse thrust for the aircraft, providing an increased reduction in operating efficiency of the gas turbine engine per unit mass flow rate of air extracted via the handling bleed.
Air removed from a gas turbine engine of the first subset via a handling bleed may be cooled by heat exchange with bypass air of the gas turbine engine and optionally provided to a cabin of the aircraft. Bypass air is thereby warmed, advantageously reducing the range of altitudes over which contrails can be formed. The resulting cooled air may be used for cabin environmental control on board the aircraft.
Where the aircraft has inboard and outboard engines, the first subset of gas turbine engines may consist of inboard gas turbine engines of the aircraft and the second subset of gas turbine engines may consist of outboard gas turbine engines of the aircraft. Alternatively, the first subset of gas turbine engines may consist of outboard gas turbine engines of the aircraft and the second subset of gas turbine engines may consist of inboard engines of the aircraft. Inboard and outboard engines of the aircraft may be assigned to either the first or second subsets of gas turbine engines according to whichever option provides the greatest contrail mitigation per unit of additional fuel consumed when the method is carried out.
According to another example there is provided an aircraft comprising a set of at least two gas turbine engines each of which is arranged to provide propulsive thrust to the aircraft, a controller and at least one sensor arranged to detect one or more ambient conditions of the aircraft and provide corresponding sensor data to the controller, wherein the controller is arranged to control:
The controller may be arranged to control the operating efficiency of each gas turbine engine in the first subset by controlling respective handling bleeds thereof. One or more handling bleeds may be taken from the output of a compressor of a respective engine, for example a high-pressure compressor, an intermediate pressure compressor (in the case of a three-shaft gas turbine engine) or a low-pressure compressor or booster.
Air from one or more handling bleeds may be arranged to provide reverse thrust for the aircraft, thus providing an increased reduction in operating efficiency of a gas turbine engine per unit mass flow rate of air extracted via the handling bleed.
Air from each of one or more handling bleeds may be arranged to pass through a respective conduit arranged for heat exchange with bypass air of a respective gas turbine engine. This provides for the bypass air to be warmed, reducing the ranges of altitudes over which contrails are formed. Air from a handling bleed which is cooled by heat exchange with bypass may be arranged to be provided to a cabin of the aircraft for environmental control purposes.
The first and second subsets of gas turbine engines may be inboard and outboard gas turbine engines of the aircraft respectively, the controller being arranged to implement a method according to the first aspect of the disclosure when the ambient air of the aircraft has a relative humidity over ice RHi in the range 100%≤RHi≤X where X is in the range 110%≤X≤120%. Alternatively, the first and second subsets of gas turbine engines may be respectively outboard and inboard engines of the aircraft, the controller being arranged to implement a method according to the first aspect of the disclosure when the ambient air of the aircraft has a relative humidity over ice RHi≥X where X is approximately 130%. In either case, the controller may be arranged to estimate the reduction in effective radiative forcing and the increase in fuel consumption which would result from implementing the method of the first aspect of the disclosure, and to implement the method only if the reduction in effective radiative forcing per unit of additional fuel consumption exceeds a pre-determined threshold.
The controller may be further arranged to control the fuel flow to each gas turbine engine in the first subset of gas turbine engines, thus allowing TET increases and/or resulting TETs for each gas turbine engine of the aircraft to be substantially the same in cases where this is not achievable by carrying out steps (i) and (ii) alone.
Examples are described below with reference the accompanying drawings in which:
The contrails 124, 134 may be suppressed by reducing the operating efficiency of each of the engines 120, 130. The operating efficiency of an engine 120, 130 may be reduced by one of a number of techniques, e.g. by adjusting a variable area fan nozzle of the engine or variable fan-outlet guide vanes, or by adjusting an afterburner or handling bleed of the engine. Disadvantageously, the cost associated with increased fuel-burn directly attributable to the reduction in engine operating efficiency is the same for all engines 120, 130, but the reduction in contrail impact is less for the outboard engines 130 since, in the absence of contrail mitigation action, the contrail optical depth at location 136 would be less than that at location 126. A uniform approach to contrail mitigation for all engines 120, 130 is therefore not optimally efficient. Furthermore, the rise in turbine entry temperature (TET) of each engine 120, 130 may be significant, especially if the chosen method of engine operating efficiency reduction is handling bleed-valve use, for reasons described above.
In one mode of operation, if the controller 250 determines that contrail mitigation is necessary, contrail mitigation action is targeted to a first subset of the set of gas turbine engines consisting of the inboard engines 220 by temporarily reducing the operating efficiency of the inboard engines 220, by instructing opening of handling bleeds of the inboard engines 220, and simultaneously the controller 250 instructs fuel flow to each of a second subset of the set of gas turbine engines consisting of the outboard engines 230 to be increased in order to maintain the total net thrust provided by the engines 220, 230 to the aircraft 200.
This method has two benefits. Firstly, the temporary reduction in engine operating efficiency necessary to achieve contrail mitigation may be large in magnitude and so the restriction of that penalty to the inboard engines (where pre-mitigation post-vortex contrail optical depth (location 126) is higher than the pre-mitigation post-vortex contrail optical depth of the outboard engines (location 136)) improves the benefit-to-cost ratio of contrail mitigation action. Secondly, by using the outboard engines 230 (rather than the inboard engines 220) to make up the thrust deficit arising from the reduction in operating efficiency of the inboard engines 220, the thrust deficit is rectified with a smaller rise in TET than would be the case if the thrust deficit were rectified by increased fuel flow to the inboard engines 220. This is because the total working fluid mass-flow rate through a combustor of an outboard engine 230 is not (as for the inboard engines 220) reduced by the action of handling bleeds, and so the temperature rise associated with a particular additional mass-flow rate of fuel is not increased. Therefore, an increase in fuel mass-flow rate required to provide additional thrust results in a TET increase that is smaller than it would be on the inboard engines 220 where the working fluid mass-flow rate (and hence the heat capacity of the working fluid) has been substantially reduced as a result of the engine operating efficiency reduction measure. Furthermore, the missing thrust is provided by engines 230 working at or close to their optimum operating efficiency level. Increasing the thrust setting of the outboard engines 230 may move these engines to a less efficient operating efficiency level but the operating efficiency penalty is small compared to that purposefully applied to the inboard engines 220.
A further benefit may be obtained by controlling the inboard engines 220 and outboard engines 230 such that they share the additional fuel-flow required to maintain the total thrust provided to the aircraft 200. Fuel-sharing is done not on a 50:50 basis, but rather in such a way that the resulting TET on the inboard engines 220 is substantially the same as that on the outboard engines 230. The outboard engines 230 still provide a greater fraction of the “missing” thrust (caused by reducing the efficiencies of the inboard engines 220) than the inboard engines 200, but the maximum TET rise is advantageously lower than if the outboard engines 230 alone make up the missing thrust, and much lower than if the inboard engines 220 alone make up the missing thrust arising from the reduction of engine operating efficiencies. Depending on the degree of engine operating efficiency reduction implemented on the inboard engines 220 (and the resulting reduction of core mass flow on those engines), the rise in TET experienced by the outboard engines 230 due to providing the “missing” thrust may be greater than or less than the rise in TET experienced by the inboard engines 220 as a result of their reduced core mass flow. Hence to achieve equal TET across all engines may involve the outboard engines 230 providing an additional thrust amount which is less than, equal to, or more than the “missing” thrust, in which case fuel-flow adjustments to the inboard engines 220 would be respectively positive, zero or negative compared to their default settings.
In the case where the outboard engines 230 alone provide the missing thrust arising from operating efficiency reduction of the inboard engines 220, and observing that the outboard engines 230 operate at substantially their optimum operating efficiency (excepting specific fuel consumption (SFC)—loop effects) while the inboard engines 220 are operating at a purposefully reduced operating efficiency level in order to achieve mitigation of inboard engine contrails 224, it may be possible to reduce further the operating efficiency penalty associated with the inboard-engine contrail mitigation activity. If the TET rise on the outboard engines 230 associated with provision of the missing thrust is modest in comparison with any TET limits or constraints on the outboard engines, it may be possible to increase fuel-flow to the outboard engines 230 still further, providing more than the “missing” thrust on the outboard engines, and at the same time reduce the fuel-flow rate to the inboard engines 220, hence further reducing thrust provided by the inboard engines 220. In this way, the inboard engines 220 still operate at a reduced operating efficiency consistent with, contrail mitigation, but a greater percentage of the total thrust provided to the aircraft is provided by the outboard engines which operate at a substantially more efficient condition than the inboard engines 220.
In a second example aircraft, a three-engine aircraft has two outboard engines each mounted on a respective wing of the aircraft, and a single inboard engine mounted on the aircraft's centre-line. The three engines make up a set of gas turbine engines arranged to provide thrust to the aircraft. In this case, first and second subsets of the set of gas turbine engines may be made up of the inboard and outboard engines respectively. Sharing of missing thrust caused by operating efficiency reduction of the single inboard engine between the two outboard engines entails only a modest rise in TET for each of the outboard engines. Furthermore in the three-engine aircraft, the purposeful reduction of fuel-flow to the inboard engine, further reducing its thrust, and a corresponding further increase of fuel-flow to the outboard engines allow mitigation of the fuel-efficiency penalty associated with contrail mitigation on the inboard engine by redistributing a material fraction of inboard (purposefully less-efficient) engine thrust to the pair of outboard (substantially optimally efficient) engines, each of which is moved less far from the optimum of its SFC loop by the additional thrust required of it (and may in fact be moved closer to its optimum operating efficiency).
As explained below, in another mode of operation and for certain other ambient atmospheric conditions, engine operating efficiency is reduced for each engine in a first subset of engines made up of outboard engines of an aircraft, and fuel flow is increased for each engine in a second subset of engines made up of inboard engines of an aircraft.
In a third example aircraft, a two-engine aircraft has two engines each mounted symmetrically with respect to the aircraft's wingtips and centre-line. The distinction between inboard and outboard engines does not arise, except to the extent that any yaw angle of the aircraft resulting from thrust asymmetry may alter the relative interactions of the engines' respective plumes with their corresponding wingtip vortices as described above. A first engine may be targeted for contrail mitigation action by reducing the operating efficiency of that engine, and fuel flow to the other engine (a second, non-targeted engine) increased to compensate for the reduction in thrust of the first engine caused by reduction the first engine's operating efficiency. Although the aircraft has no inboard and outboard engines as in the first and second embodiments described above, there are still opportunities to prioritise thrust increases to the second, non-targeted engine, firstly to make up the “missing” thrust associated with purposeful reduction in operating efficiency of the first engine in such a way as to minimise the resulting rise in TET of the first engine as discussed above, and secondly (optionally) to further redistribute thrust from the first engine to the second (nominally fully efficient) engine. This has particular benefits on engine types featuring fairly flat SFC loops, such as those with inter-turbine burning. However, thrust asymmetry incurs a drag penalty resulting from rudder deployment needed to correct the thrust asymmetry; the drag penalty results in an additional fuel-burn penalty which needs to be taken into account in determining whether or not to implement the method. Thus in a two-engine aircraft of the disclosure, there are again first and second subsets of engines (each made up of a single engine), although these do not correspond to inboard and outboard engines of the aircraft.
Increasing the rate of fuel-flow to an engine's combustor increases the mass of fuel burned by an engine per unit distance of aircraft travel, assuming the aircraft's forward speed remains constant by maintaining the total thrust provided to the aircraft. Provided the soot number emission index (Elsoot#, the number of soot particles emitted per unit mass of fuel burned) remains unchanged, then the number of soot particles emitted per metre of travel increases and hence the optical depth of a contrail produced by the engine also increases. However, Elsoot# itself is also typically a function of engine operating conditions.
Strong interaction of an exhaust plume with a wingtip vortex can, depending upon ambient ice super-saturation levels, have a diluting effect on any changes made to the pre-vortex contrail ice particle number density. Thus, even though additional soot particles are emitted into a contrail-forming engine exhaust plume rather than a contrail-suppressed exhaust plume, the effect of the additional soot emissions is in some cases partly or even completely compensated for by the wingtip vortex interaction. The extent to which ice particles are eliminated depends upon how strongly the engine exhaust plume is captured and retained within the vortex, and also upon the degree of ambient ice super-saturation.
Referring to the flow chart 300 of
Step 1.
Start (310) and identify a requirement for contrail suppression or property-modification (collectively termed “mitigation”) from processing of data received from one or more sensors associated with the controller 250 (312). If a requirement is identified, proceed to step 2 below. Otherwise, do not proceed to step 2 and end (314).
Contrail mitigation action may be required if a contrail is forming (as confirmed by observation) or is predicted to form (according to the Schmidt-Appleman criterion for example) from data corresponding to measurements of ambient conditions and knowledge of other quantities such as engine state and fuel properties.
Contrail mitigation action may be preferentially limited to the mitigation of persistent contrails, i.e. those forming in ambient air which is supersaturated with respect to ice.
Additionally or alternatively, contrail mitigation may be preferentially limited to contrails forming in conditions where the likely cooling effect of the contrail (related to reflection of incoming sunlight away from the earth) is small or zero, for example contrails whose expected existence is primarily in night-time hours.
Optionally, contrail mitigation by engine-efficiency reduction (such as opening handling bleeds) could be restricted to locations lying within a pre-determined distance of the aircraft's departure airport. This would have the advantage of limiting the additional fuel-burn penalty associated with carrying extra fuel required to achieve efficiency-reduction for a desired period.
Account may be taken of the likely duration of a contrail-mitigation episode (and hence the additional fuel required to achieve contrail mitigation for the desired duration) as well as the distance over which that extra fuel must be carried and the resulting total fuel-burn penalty.
Optionally, for each potential contrail mitigation episode the achievable contrail-related climate benefit may be compared to the overall fuel-burn penalty, the latter calculated by taking account not only of a first quantity of additional fuel required to maintain the required total net forward thrust to the aircraft during a contrail-mitigation episode, but also of a second quantity of additional fuel necessary to carry the additional weight associated with the first quantity of additional fuel to the location of the contrail-mitigation episode, taking account of the distance between the departure airport of the aircraft and the location of the contrail-mitigation episode, and to decline to carry out contrail-mitigation in cases where the contrail-related benefit does not exceed the fuel-burn penalty (including CO2-related costs) by at least a pre-determined threshold amount.
Step 2:
Consider for current flight conditions the extent of engine operating efficiency change (Dh) required to suppress contrail formation or achieve a desired level of contrail property modification, and the associated TET rise (DIET) that would be incurred (in the absence of the present disclosure) to maintain desired thrust on each engine independently (i.e. without redistributing thrust between engines) (316). The extent of required engine operating efficiency change is calculated using methods and equations given in, for example, “On conditions for contrail formation from aircraft exhausts” by U. Schumann, Meteorologische Zeitscrift 6, pp 4-23, 1996, or derived therefrom. The corresponding required bleed valve flow-rate and the resulting TET rise can be calculated using standard methods. The following logic is executed by the controller 250:
Step 3:
Identify (326) an ice-supersaturation (ISS) regime A, B, C or D as follows: Regime A—ambient air is not ice-supersaturated i.e. ambient relative humidity over ice (RHi) is less than 100%. In this regime, contrail ice particles sublime over a relatively short time (tens of seconds to low single-digit minutes), irrespective of any interaction with aircraft wingtip vortices. Hence it may be decided not to attempt contrail mitigation (and hence not to incur the fuel burn penalty) since the resulting climate benefit (i.e. the resulting reduction in contrail-attributable climate warming impact) is likely to be small.
Regime B—ambient air is slightly ice-supersaturated, i.e. the relative humidity over ice (RHi) is greater than or equal to 100% and less than or equal to a first threshold such as approximately 110% or approximately 120%, In this regime, contrails are able to persist due to ambient ice super-saturation. However, the vast majority of ice particles which find themselves captured and retained within the aircraft wingtip vortices will advantageously be eliminated.
Regime C—ambient air is moderately ice-supersaturated, for example RHi lies between the first threshold and a second threshold such as approximately 130%. In this regime, although a material proportion of contrail ice particles captured within the wingtip vortex is eliminated, a further material proportion is not eliminated. Furthermore, the turbulence within the vortex enables the ice particles to cover a greater volume of sky, and to access a greater mass of ambient water vapour, following release from the vortex. The balance between reduction or increase of post-vortex contrail optical depth attributable to the vortex interaction may lie in either direction, according to the degree of ambient ice super-saturation.
Regime D—ambient air is highly supersaturated with respect to ice, for example RHi is greater than or equal to the second threshold. In this regime, only a very small proportion of contrail ice particles is eliminated within the descending wingtip vortex, and furthermore the turbulence within the vortex enables the ice particles to cover a greater volume of sky, and to access a greater mass of ambient water vapour, following release from the vortex. In other words, in this regime, wingtip vortex interaction may disadvantageously increase contrail post-vortex total-extinction.
Step 4:
Identify (328) one or more “targeted” engine(s) with reference to aircraft geometry and to the identified regime of operation, as follows:
The set of “targeted” engines is a first subset of the aircraft's engines upon which contrail mitigation is to be attempted by reducing operating efficiency. Its cardinality may range from 0 to n where n is the number of engines on the aircraft. If that set is also a proper subset of the aircraft's engines (i.e. its cardinality is no greater than n−1), then the remaining engines are the “non-targeted” engines; these engines will be assigned to a second subset of the aircraft's engines and will have their fuel-flows incased. In the special case where its cardinality is zero, no contrail mitigation is attempted. In the special case where its cardinality is n, contrail mitigation via reduction in engine operating efficiency is attempted on all engines.
If the aircraft's engines are all mounted at substantially the same distance from the nearest wingtip (as is the case for most conventional two-engined aircraft) then the issue of wingtip vortex interaction does not need to be taken into account when identifying the “targeted” engines. In such cases, the decision may be taken with reference to cross wind (such that any resulting thrust asymmetry is advantageous rather than disadvantageous) and/or with reference to which engine(s) were targeted on previous occasions (to share out any additional life usage implications).
If however there is a clear distinction between different engines with respect to the wingtips, for example on a 3 or 4-engined aircraft the difference between inboard and outboard engines, then the one or more targeted engine(s) is chosen with reference to the identified regime of operation as follows:
Step 5:
Implement (330) the opening of handling bleeds on the targeted engine(s) to the desired extent to achieve the desired efficiency reduction (the desired extent being determined with reference to a pre-populated lookup-table/database, or alternatively by computation on board the aircraft). Any shaft-speed transients which may arise from sudden opening of bleed valves can be mitigated by limiting the rate at which the valves open. This aspect may already be taken account of in existing engine control software. Further adjustments could be made, fine tuning the engine efficiency in response to observations of contrail formation/suppression/property-modification (e.g. by one or more cameras positioned so as to observe in its field of view a region in which contrail formation may occur behind the one or more targeted engines) so as to ensure that engine operating efficiency is as high as possible subject to achieving contrail suppression or a desired extent of contrail property modification.
Step 6:
Manage (330) thrust distribution between the targeted and non-targeted engines according to one of the following three options. In the event that, contrail mitigation was attempted on all engines, then the thrust will be distributed evenly between all engines and the following options will not apply.
Step 7:
The handling-bleed setting on the one or more targeted engine, and the thrust distribution between engines, may be reassessed in response to a material change in ambient conditions and/or commanded thrust levels.
Step 8:
For safety purposes, contrail mitigation using the method of the present disclosure could be disabled during one or more section of flight such as (i) the landing and take-off cycle, and/or (ii) below a certain altitude such as 10,000 feet or 20,000 feet above sea level, and/or (ii) below a certain altitude such as 5,000 ft above ground level. Contrail mitigation using the method of the present disclosure could further be automatically disabled during periods in which the total commanded thrust level exceeded a pre-determined threshold. For example, contrail mitigation using the method of the present disclosure could be disabled during climb and/or during step climb.
The method of the disclosure introduces a specific fuel consumption (SFC) penalty when carried out. Not only will the targeted engine(s) operate temporarily at a reduced efficiency level due to the use of handling bleeds (or some other efficiency-reducing measure is used), but, the non-targeted engines may potentially be moved to a slightly less efficient operating condition through a change in their thrust settings. Furthermore, an aircraft will be required to carry additional fuel to a location where the method is carried out, resulting in a further (second-order) fuel-burn penalty. Although measures to mitigate the fuel-burn penalty are presented above, nonetheless it will be appreciated that it is important that the aircraft be loaded prior to flight with an appropriate amount of additional fuel in support of contrail modification.
Ideally, sufficient additional fuel should be loaded such that an aircraft will be able to take advantage of all cost-effective contrail-modification opportunities that it may encounter during the flight. At the same time, excess additional fuel (i.e. more than would be required) should not be loaded in the interests of minimising total aircraft weight.
Preferably, expected contrail modification requirements should be estimated or calculated in advance and used to determine an additional fuel requirement for a flight. The calculations will mirror those which take place on board the aircraft, but using forecasts of ambient temperature, pressure and humidity rather than instantaneous measured values.
Preferably, an additional fuel requirement would be determined on a flight-by-flight basis, since different flights encounter ice-supersaturated air to different extents according to their routes (which can vary from day to day), and the prevailing weather. For example; referring to
In an aircraft of the disclosure in which handling bleed air is used as a means of reducing the efficiencies of engines targeted for contrail mitigation action, preferably bleed air is taken from the output of a compressor because inter-stage bleeds may disadvantageously affect surge lines of the compressor and/or may require modification of a variable inlet guide vane schedule. Use of bleed air taken from the output of a high-pressure compressor of an engine allows a relatively large reduction in engine efficiency per unit mass of air removed from the core cycle of the engine, thus resulting in a relatively low increase in TET. However, handling bleed air taken from the output of a high-pressure compressor has a substantially higher temperature than bleed air taken from a low-pressure compressor, or an intermediate-pressure pressure in a three-shaft engine, which may present handling difficulties. In a three-shaft engine, use of bleed air taken from output of the intermediate compressor of the engine offers a balance between modest TET rise per unit mass of bleed air and ease of handling of the bleed air.
Bleed air taken from the output of a compressor of an engine may be introduced into the engine's bypass duct. However, advantageously it may be vented in a direction having at least a component in the direction of travel of the aircraft in which the engine is comprised, thus producing a greater reduction in engine operating efficiency per unit mass flow rate of bleed air and limiting the associated rise in TET. The engine's reverse-thrust system may also be deployed to a very small extent to further reduce engine operating efficiency.
Bleed air taken from the output of a compressor of an engine may be arranged to pass through a conduit arranged for heat-exchange with the bypass air of the engine, thus warming the bypass air and reducing the range of altitudes over which contrails may form. The cooled bleed air may be passed to a cabin of an aircraft comprising the engine to provide cabin environmental control.
In variants of the example aircraft described above, each gas turbine engine is a turbo-prop engine. In such cases “bypass air” referred to above should be interpreted as air immediately outside a turbo-prop engine.
| Number | Date | Country | Kind |
|---|---|---|---|
| 2108910.7 | Jun 2021 | GB | national |
