the impact volcanic ash has on jet engines latest
TRANSCRIPT
Trusted to deliver excellence
© 2013 Rolls-Royce plc
The information in this document is the property of Rolls-Royce plc and may not be copied or communicated to a third party, or used for any purpose other
than that for which it is supplied without the express written consent of Rolls-Royce plc.
This information is given in good faith based upon the latest information available to Rolls-Royce plc, no warranty or representation is given concerning
such information, which must not be taken as establishing any contractual or other commitment binding upon Rolls-Royce plc or any of its subsidiary or
associated companies.
The Impact Volcanic Ash has on Jet
Engines – Latest Understanding
2nd IUGG-WMO Workshop on Ash Dispersal Forecast and Civil Aviation – 18-20 November 2013
Rory Clarkson
Engine Environmental Protection
Rolls-Royce
© 2013 Rolls-Royce plc
Introduction
• Qualitative understanding of engine damage mechanisms
• Quantitative understanding of engine damage mechanisms
in 2010
• Rolls-Royce’s activities 2010 – 2013
- Including quantitative investigations 2011 – 2013
• Current Position
2
© 2013 Rolls-Royce plc
What We Know – Engine Damage Mechanisms 3
Limited
centrifuging
by fan
Ash
cloud
• Rapid impact effects Molten ash sticks in
turbine annulus,
choking engine
Compressor erosion –
loss of efficiency and
surge margin
Ash starts to melt in and
around combustor
(clogging in combustor
and flame extinction) Electrical and
electronic system
contamination
Fuel system
blockage
© 2013 Rolls-Royce plc
Limited
centrifuging
by fan
Ash
cloud
What We Know – Engine Damage Mechanisms 4
Lubrication system
contamination Sulphidation of Ni
alloys in turbine
Turbine cooling systems
block, reducing
component life
Compressor erosion –
loss of efficiency gives
delta to Exhaust Gas
Temp (EGT) margin
• Longer term ‘cost of ownership’ damage
© 2013 Rolls-Royce plc
2010 Quantitative Understanding
• Engine susceptibility – 2010 RR engine ‘Safe-to-Fly’ chart
5
© 2013 Rolls-Royce plc
Rolls-Royce Activities 2010-2013 6
2010 2011 2012 2013 2014 2015
E15 and all that
Many informal discussions with Met Office/Bristol Univ/BGS/NILU
Grimsvotn, PCC, Nabro & all that
Part 1 Part 2
TTCP Fairbanks
2010 2011 2012 2013 2014 2015
A-NPA 2011-6
NPA 2011-17
A-NPA 2012-21
CS-25 Am’nt 13
IAGOS
IUGG ESA/
EUMETSAT IMechE IWVA
UK VAAG
CAA/Met Off/RR mtgs
DfT VAORG
IVATF/IAVWOPSG
Sundry mtgs
Rolls-Royce Engagement
© 2013 Rolls-Royce plc
MoD Funded Research 2012
• Operability model uncertainty – duration of exposure before
engine stops working
• Uncertainty greater than an order of magnitude
8
© 2013 Rolls-Royce plc
MoD Funded Research 2012
• Proposed Research Programme to reduce uncertainty
9
- Partial reduction in modelling uncertainty - £1.5M - £2M - Substantial reduction in modelling uncertainty - >£15M
© 2013 Rolls-Royce plc
Rolls-Royce Activities 2010-2013 10
2010 2011 2012 2013 2014 2015
E15 and all that
Many informal discussions with Met Office/Bristol Univ/BGS/NILU
Grimsvotn, PCC, Nabro & all that
Part 1 Part 2
TTCP Fairbanks
2010 2011 2012 2013 2014 2015
A-NPA 2011-6
NPA 2011-17
A-NPA 2012-21
CS-25 Am’nt 13
IAGOS
IUGG ESA/
EUMETSAT IMechE IWVA
UK VAAG
CAA/Met Off/RR mtgs
DfT VAORG
IVATF/IAVWOPSG
Sundry mtgs
External Engagement
BA009/KLM867 reassessment
© 2013 Rolls-Royce plc
Reassessment of BA009 & KLM867 Events
• 2010 assessment based on compressor erosion & turbine
accretion calculations
11
© 2013 Rolls-Royce plc
Reassessment of BA009 & KLM867 Events
• Turbine accumulation factors
- Calspan data and CFD studies
• BA9 compressor erosion rate
calculations
- Brite-Euram and NEWAC
erosion rate data
• Times-to-surge compared to
Calspan/GE tests
• VA concentrations from a
VEI 4 100-200 km from vent - Satellite measurements
- Dispersion modelling
• Visibility evidence
12
6 mins
KLM867 Event
Modelled by
MetOffice
Satellite total
column load [g/m2]
– Meteo France
E15 Visibility Data - Environment
Agency of Iceland 2010
© 2013 Rolls-Royce plc
Reassessment of BA009 & KLM867 Events
• 2010 engine ‘Safe-to-Fly’ Chart
13
- 2012 Revision
© 2013 Rolls-Royce plc
Reassessment of BA009 & KLM867 Events
• Duration of exposure v Ash concentration chart – a cartoon
14
2 20 0.2 200 2000
1 100 10 1 000 0.1 0.01 0.001 10 000 0.0001
Visible ash
threshold
10 000
1 000
100
10
1
0.1
0.01
hrs
seconds
minutes
hours
infinite/ years
weeks
days
months Unsafe
Operation? Unsafe
Operation
Normal field
operation in
dusty/sandy
environments
2010 DLR
flights
2010 Dornier
+ BA flights
BA9
KLM867
Ash concentration (mg/m3)
Du
rati
on
of
En
gin
e E
xp
os
ure
Discernible ash
threshold (approx)
Predicted conc. used to get
flights going in 2010
(Requested and funded by MoD)
Current area
of interest
Constant dose
(Cash t) line
Economic
Damage?
© 2013 Rolls-Royce plc
Rolls-Royce Activities 2010-2013 15
2010 2011 2012 2013 2014 2015
E15 and all that
Many informal discussions with Met Office/Bristol Univ/BGS/NILU
Grimsvotn, PCC, Nabro & all that
Part 1 Part 2
TTCP Fairbanks
2010 2011 2012 2013 2014 2015
A-NPA 2011-6
NPA 2011-17
A-NPA 2012-21
CS-25 Am’nt 13
IAGOS
IUGG ESA/
EUMETSAT IMechE IWVA
UK VAAG
CAA/Met Off/RR mtgs
DfT VAORG
IVATF/IAVWOPSG
Sundry mtgs
External Engagement
BA009/KLM867 reassessment
VIPR-III
© 2013 Rolls-Royce plc
Vehicle Integrated Propulsion Research
• VIPR
- NASA/USAF Engine Health Monitoring (EHM) technology
development
- Volcanic ash (VIPR-III) is a good way to deteriorate an engine
16
VIPR-III Participants
P&W F117
GE Ash Delivery System
© 2013 Rolls-Royce plc
Vehicle Integrated Propulsion Research
• FAA – Exposure to low concentration visible ash; safety or
economic damage concern?
• What type of ash to use; fresh ash or 7,000 year old ash?
- Mt Mazama (Crater Lake, Oregon)
- Sakurajima ash
- Eyjafjallajokull ash
• What ash concentrations to run test to?
17
VIPR-III Key Questions:
© 2013 Rolls-Royce plc
Vehicle Integrated Propulsion Research
• VIPR-III Test points?
18
2 20 0.2 200 2000
1 100 10 1 000 0.1 0.01 0.001 10 000 0.0001
Visible ash
threshold
10 000
1 000
100
10
1
0.1
0.01
hrs
seconds
minutes
hours
infinite/ years
weeks
days
months
Economic
Damage?
Unsafe
Operation? Unsafe
Operation
Normal field
operation in
dusty/sandy
environments
2010 DLR
flights
2010 Dornier
+ BA flights
BA9
KLM867
VIPR-III ?
?
?
?
?
?
?
?
Ash concentration (mg/m3)
Du
rati
on
of
En
gin
e E
xp
os
ure
Discernible ash
threshold (approx)
Predicted conc. used to get
flights going in 2010
MoD Requested & Funded
Duration of Exposure v Ash Concentration Chart
Current area
of interest
© 2013 Rolls-Royce plc
Rolls-Royce Activities 2010-2013 19
2010 2011 2012 2013 2014 2015
E15 and all that
Many informal discussions with Met Office/Bristol Univ/BGS/NILU
Grimsvotn, PCC, Nabro & all that
Part 1 Part 2
TTCP Fairbanks
2010 2011 2012 2013 2014 2015
A-NPA 2011-6
NPA 2011-17
A-NPA 2012-21
CS-25 Am’nt 13
IAGOS
IUGG ESA/
EUMETSAT IMechE IWVA
UK VAAG
CAA/Met Off/RR mtgs
DfT VAORG
IVATF/IAVWOPSG
Sundry mtgs
External Engagement
BA009/KLM867 reassessment
VIPR-III
GE delivery system test
Engine test & strip
© 2013 Rolls-Royce plc
Current Position & Conclusions
• Since 2010 work has continued on improving the engine
manufacturers’ understanding of the volcanic ash problem:
- Better understanding of what we know and don’t know
- Better understanding of what it would take to improve our
knowledge – should it be required
• There are various international initiatives running to address
some of the gaps in our knowledge
- Modelling and measurement of ash clouds – e.g. VADAS,
ESA/EUMETSAT, …
- Engine effects – e.g. VIPR-III
• EASA regulations have evolved slightly
• We are in a better place than we were in April 2010 - discuss
20
and finally…