LTO Cycle Research Articles

Thermodynamic Analysis of an Aircraft Engine to estimate performance and emissions at LTO cycle

Nowadays, pollutant gases emitted from the civil aircraft are doing more and more harm to the environment with the rapid development of the global commercial aviation transport. Emissions of aircraft engines whose rated output is greater than 26.7 kN and whose date of manufacture is after 1 January 1986, are regulated under the provisions established by ICAO to guarantee that engines, at the reference emissions Landing and Take-Off cycle, do not exceed certain regulatory environmental limits. For this purpose, an analysis of the aircraft engine at Landing and Take-Off cycle conditions to determine the emission is important.The aim of this paper is to study the GE90-94B engine built on the proven success of the early GE90 engine models, that with a nominal thrust of 416.8 kN and a dual dome annular combustor, powers the Boeing 777-200 aircraft. The engine is modelled and simulated with the modular code ESMS, that has the ability to simulate a generic engine at design and off-design conditions without creating a new source program. A thermodynamic design simulation at cruise condition has been realized, using a few known operating characteristics and some general design parameters can be determined. Thereafter an off-design analysis varying the operating mode has been reported; consequently, the thermodynamic parameters as fuel consumption, thrust, bypass ratio, turbine inlet temperature and exhaust temperature change. Moreover, using the results of the ESMS simulations it is possible to estimate, with a correlation, the NOx emissions during the Landing and Take-Off cycle.

CAIRO AIRPORT ANNUAL GASEOUS EMISSION INVENTORY

Civil Aviation is one of the most growing up industries around the world, which consumes large amounts of fossil fuel in its various operations such as takeoff, landing, power generation and each other ground services. This makes determination of emissions inventory from its sources for airports transaction very important to determine the effects of gaseous emissions and airport footprint. One of those airports is Cairo International Airport which is the major airport in Egypt and is going on to expand its operations and strategic plans aiming to become a large hub airport in the Middle East. This paper is calculating the emissions from the Airport sources (Aircraft movement, ground services, landside traffic and secondary power generators) by using the mathematical calculation for their emission factor. It was found that the most affected area is the area near runway end 05C which is near to Nasr city district and there are high traffic movements in comparison to the total passenger movement which is around77624 movement/year, and this number represents 52.8% of the total LTO Cycles in the airport. This makes it the most polluted area; thus, there is a need to redistribute the movements between the runways 05C, 05L and 05R.The traffic movements (245,000 vehicle/day) is very high in comparison to the total passenger movements which is 16 Million passenger/Year (about 43,836 passenger/day), this makes the underground an effective environmental control measure

Research on The Airplane Carbon Emissions and Low Carbon Solution in The Yangtze River Delta Airports

carbon emissions during airplane taking off and landing is a direct source of air pollution in the airport. For the low carbon development of civil aviation industry and environmental protection, based on the standard LTO cycle concept and engine emission data from the International Civil Aviation Organization, combined with the Chinese civil aviation airplane's data, this paper analyzes the annual airplane carbon emissions and carbon emission rate in 22 airports of Yangtze River Delta. The results show that the more number of airplane taking off and landing, the more carbon emissions of airplane in the airports, but for carbon emissions rate, the conclusion is different. Although small airplane has small fuel flow in the take-off and landing phase, it doesn't lead to a small carbon emission rate. On the basis of this result, combined with the actual situation of civil aviation industry in China, suggestion on low carbon solution to airport is developed.

Analysis of the effects of meteorology on aircraft exhaust dispersion and deposition using a Lagrangian particle model

The risk of air quality degradation is of considerable concern particularly for those airports that are located near urban areas. The ability to quantitatively predict the effects of air pollutants originated by airport operations is important for assessing air quality and the related impacts on human health. Current emission regulations have focused on local air quality in the proximity of airports. However, an integrated study should consider the effects of meteorological events, at both regional and local level, that can affect the dispersion and the deposition of exhausts. Rigorous scientific studies and extensive experimental data could contribute to the analysis of the impacts of airports expansion plans.This paper is focused on the analysis of the effects of meteorology on aircraft emission for the Marco Polo Airport in Venice. This is the most important international airport in the eastern part of the Po’ Valley, one of the most polluted area in Europe. Air pollution is exacerbated by meteorology that is a combination of large and local scale effects that do not allow significant dispersion. Moreover, the airport is located near Venice, a city of noteworthy cultural and architectural relevance, and nearby the lagoon that hosts several areas of outstanding ecological importance at European level (Natura 2000 sites).Dispersion and deposit of the main aircraft exhausts (NOx, HC and CO) have been evaluated by using a Lagrangian particle model. Spatial and temporal aircraft exhaust dispersion has been analyzed for LTO cycle. Aircraft taxiing resulted to be the most impacting aircraft operation especially for the airport working area and its surroundings, however occasionally peaks may be observed even at high altitudes when cruise mode starts. Mixing height can affect concentrations more significantly than the concentrations in the exhausts themselves. An increase of HC and CO concentrations (15–50%) has been observed during specific meteorological events.

Estimation on LTO Cycle Emissions from Aircrafts at Civil Airports

A calculation method on pollutant emission inventory is established based on the standard LTO cycle of the International Civil Aviation Organization (ICAO) by analyzing the factors influencing aircraft engine emissions at civil aviation airports. For a certain airport in China, the emissions of HC, CO, NOx and SO2per hour for a whole day from the aircraft engines are calculated, and the variations of various pollutant emissions with time are analyzed based on the air traffic data, the civil aviation fleet composition, the flight detailed take-off and landing information at the airport, and ICAO engine emission data bank. It’s found that the variations of the pollutant emissions with time are different, in which, the emissions of HC and CO are significantly influenced by the frequency of flight arrival at airport, however, the emission of NOx is influenced by the frequency of flight departure from airport greatly, and the emission of SO2is influenced by the total frequency of flight arrival at and departure from airport comprehensively. For solving the problem of local high-emission time, some solutions are suggested, such as equipping aircrafts with low-emission engines or optimizing the flight schedule.

Optimization of aircraft fuel consumption and reduction of pollutant emissions: Environmental impact assessment

Environmental impact of aircraft emissions can be addressed in two ways. Air quality impact occurs during landings and takeoffs while in-flight impact during climbs and cruises influences climate change, ozone and UV-radiation. The aim of this paper is to investigate airports related local emissions and fuel consumption (FC). It gives flight path optimization model linked to a dispersion model as well as numerical methods. Operational factors are considered and the cost function integrates objectives taking into account FC and induced pollutant concentrations. We have compared pollutants emitted and their reduction during LTO cycles, optimized flight path and with analysis by Dopelheuer. Pollutants appearing from incomplete and complete combustion processes have been discussed. Because of calculation difficulties, no assessment has been made for the soot, <TEX>$H_2O$</TEX> and <TEX>$PM_{2.5}$</TEX>. In addition, because of the low reliability of models quantifying pollutant emissions of the APU, an empirical evaluation has been done. This is based on Benson's fuel flow method. A new model, giving FC and predicting the in-flight emissions, has been developed. It fits with the Boeing FC model. We confirm that FC can be reduced by 3% for takeoffs and 27% for landings. This contributes to analyze the intelligent fuel gauge computing the in-flight fuel flow. Further research is needed to define the role of <TEX>$NO</TEX><TEX>_x$</TEX> which is emitted during the combustion process derived from the ambient air, not the fuel. Models are needed for analyzing the effects of fleet composition and engine combinations on emission factors and fuel flow assessment.

Evaluation of possibility to use the LTO cycle for emission test on example of the model turbine engine GTM-120

Evaluation of possibility to use the LTO cycle for emission test on example of the model turbine engine GTM-120