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Environmental Control SystemsBG Verkehr Industriedialog 04. Juni 2013g
Presented byAndreas BEZOLD / Environmental Control Systems – Air Qualityy y
Environmental Control Systems
Requirements and System Solutions
© AIRBUS Operations GmbH. All rights reserved. Confidential and proprietary document.
BG Verkehr Industriedialog CAQ - Andreas BEZOLD - Ref. PR1310342 - Issue 1 June 2013
The Environment
June 2013
hot day on groundcold day on ground
lower stratospherehigh humidity pg y
© AIRBUS Operations GmbH. All rights reserved. Confidential and proprietary document.BG Verkehr Industriedialog CAQ - Andreas BEZOLD - Ref. PR1310342 - Issue 1
• -43 °C to -65 °C• less than one percent humidity• ~ 200 hPa• Ozone
The Requirements...
BG Verkehr Industriedialog CAQ - Andreas BEZOLD - Ref. PR1310342 - Issue 1 June 2013
Certification requirements:qoutside air flowair quality (CO2, CO, O3, ...)cabin pressure-levelpcabin temperatures
…Functional requirements: removal of high thermal loads removal of high thermal loads
(passenger, avionic, IFE, galleys,...) independence of environment
(TcabTamb) Customer requirements:(TcabTamb) structural integrity (∆ P)
… high degree of flexibility comfort payload temperature control low maintenance costs low fuel consumption
…
© AIRBUS Operations GmbH. All rights reserved. Confidential and proprietary document.
The Source of Pressure – The Bleed System
BG Verkehr Industriedialog CAQ - Andreas BEZOLD - Ref. PR1310342 - Issue 1 June 2013
© AIRBUS Operations GmbH. All rights reserved. Confidential and proprietary document.
Turbofan Engine – Working Principle
BG Verkehr Industriedialog CAQ - Andreas BEZOLD - Ref. PR1310342 - Issue 1 June 2013
Bypass air stream
Fan
Fuel
Fan Nozzle
TurbineFuel injector
Turbine
Exhaust
Core Air Stream
CompressorCombustion
Chamber Turbine Nozzle
Compression and Bleed Air extraction
Combustion Exhaust
Air is taken from compressor stage UPSTREAM of the combustion chamber
© AIRBUS Operations GmbH. All rights reserved. Confidential and proprietary document.
Shaft Bearing Lubrication System simplified
BG Verkehr Industriedialog CAQ - Andreas BEZOLD - Ref. PR1310342 - Issue 1 June 2013
Exxon, 2009
© AIRBUS Operations GmbH. All rights reserved. Confidential and proprietary document.
Conditioning of Air – The Pack
BG Verkehr Industriedialog CAQ - Andreas BEZOLD - Ref. PR1310342 - Issue 1 June 2013
Cooling - Expansion Cooling
Hot bleed air:Hi h
Cold ambient air:Low pressureLow temperature
High pressureHigh temperature
C ld bl d i
Hea
Engines / APU / High pressure
Cold bleed air:Cabin pressureLow temperature
at Absorp
ground cart
tion
Hot ambient air:Low pressureHigh temperature
© AIRBUS Operations GmbH. All rights reserved. Confidential and proprietary document.
Air Distribution – The Ventilation System
BG Verkehr Industriedialog CAQ - Andreas BEZOLD - Ref. PR1310342 - Issue 1 June 2013
• Even distribution of conditioned air throughout the fuselage• Sizing and integration of needed blowing / extraction fans and ducting• Sizing and positioning of air outlets• Using mixing principle to balance airflow with temperature gradients at increased
humidityhumidity
© AIRBUS Operations GmbH. All rights reserved. Confidential and proprietary document.
The Entire Picture
BG Verkehr Industriedialog CAQ - Andreas BEZOLD - Ref. PR1310342 - Issue 1 June 2013
© AIRBUS Operations GmbH. All rights reserved. Confidential and proprietary document.
What drives ECS energy demand
BG Verkehr Industriedialog CAQ - Andreas BEZOLD - Ref. PR1310342 - Issue 1 June 2013
demand of cooling airflow based on cabin heat balance and air exchange determines performance of air
diti i ( b i i tifi dconditioning (above minimum certified airflows) and pressurization.
Example A320 net energy demand p gyduring flight:
Cooling: ~ 20 kWPressure adaption: 150 kWPressure adaption: ~ 150 kWVentilation: ~ 3 kW
Actual consumption considerably higher
© AIRBUS Operations GmbH. All rights reserved. Confidential and proprietary document.
p y g
ECS Development Parameters (Assortment)
BG Verkehr Industriedialog CAQ - Andreas BEZOLD - Ref. PR1310342 - Issue 1 June 2013
APU
Equipment Cooling
Power Generation
Engine
Power Transmission
Power Conversion
During development of an ECS concept many parameters need to be taken into account in order to assure an optimum in Aerodynamics
Weight
order to assure an optimum in operational safety, reliability and energy consumption
Aerodynamics (Drag)
© AIRBUS Operations GmbH. All rights reserved. Confidential and proprietary document.
Composition and Toxicity of Engine Oils
What do we know from Literature?
© AIRBUS Operations GmbH. All rights reserved. Confidential and proprietary document.
BG Verkehr Industriedialog CAQ - Andreas BEZOLD - Ref. PR1310342 - Issue 1 June 2013
Engine oil…
BG Verkehr Industriedialog CAQ - Andreas BEZOLD - Ref. PR1310342 - Issue 1 June 2013
…consist mainly of synthetic fatty acid esters of Pentaerythritol or Trimethylolpropane
© AIRBUS Operations GmbH. All rights reserved. Confidential and proprietary document.
TCP – Production and Isomeric Structure
BG Verkehr Industriedialog CAQ - Andreas BEZOLD - Ref. PR1310342 - Issue 1 June 2013
OHOHOHTri-cresyl-phosphate exists in 10 isomeric forms, depending of the position of the
para-cresolmeta-cresolortho-cresol
CHCH3
CH3
p g pmethyl groups. The ortho-isomers (rather their metabolic products in human bodies) are neurotoxic at sufficiently high concentration but only of vanishingly lowCH3
P ClCl Cl
Oconcentration but only of vanishingly low concentration in the engine oil.
+phosphorus oxychloride
neurotoxic
ortho-meta-
neurotoxic configuration
)para-
Tri-cresyl-phosphate
a)
a) Henschler and other scientists could not find any symptoms t hi h d f TCP d f d t l
© AIRBUS Operations GmbH. All rights reserved. Confidential and proprietary document.
Tri-cresyl-phosphate even at high doses for TCP made from para- and meta-cresyls.
TCP – Toxicity in Relation to TOCP
BG Verkehr Industriedialog CAQ - Andreas BEZOLD - Ref. PR1310342 - Issue 1 June 2013
• neurotoxicity of TCP depends on the content of ortho-isomers, which is given by the ortho-cresol concentration in the crude reaction mixture
• mono-ortho-isomers are more toxic than di- and tri-ortho-isomers • jet engine oil contains about 2-3% TCP, which contains < 0,2 % ortho-isomers
and according to Henschler is of significantly lower toxicity than pure TOCPg g y y p
Henschler, 1958
Tri-ortho-cresyl-h h (TOCP)
o-cresol TCP mixture [%]
phosphate (TOCP)TLV (0,1 mg/m³ TWA)ACGIH 2001
here we are
© AIRBUS Operations GmbH. All rights reserved. Confidential and proprietary document.
TCP – Content in JEO in practice
BG Verkehr Industriedialog CAQ - Andreas BEZOLD - Ref. PR1310342 - Issue 1 June 2013
• Department of Defense (Australia) determined TCP isomers in different jet engine oils from one single manufacturer
• Total TCP content 2-3%• Total ortho-isomer concentration (< 50 ppm) below 0,2% of total TCP
0.2 %
Denola, Mazurek, 2008
© AIRBUS Operations GmbH. All rights reserved. Confidential and proprietary document.
Measurements on Aircraft
Published data on TCP
© AIRBUS Operations GmbH. All rights reserved. Confidential and proprietary document.
BG Verkehr Industriedialog CAQ - Andreas BEZOLD - Ref. PR1310342 - Issue 1 June 2013
Measurements on Aircraft - TCP
BG Verkehr Industriedialog CAQ - Andreas BEZOLD - Ref. PR1310342 - Issue 1 June 2013
Some measurements of TCP concentrations are available, some of them taken during fume and even smoke events, all of them are at concentration well below l l bli h d h d f h lthlevels published as hazardous for health
Hanhela (2005): 0,4-49 µg/m³ total-TCP on military aircraft including incident with oil ingestion by APU (49 µg/m³) (Hanhela 2005)ingestion by APU (49 µg/m ) (Hanhela 2005)
Cranfield University (2011): 95% of 981 samples from 100 flights w/o detectable level. Max. 37 µg/m³ total-TCP for a single sample. Max 8 µg/m³ average concentration during 1 flight. Findings of TOCP far below ACGIH TLV (?). g g g ( )
Van Netten (2009): 0,03-0,08 µg/m³ Total-TCP in BAe146 w/o incidentSolbu (2011): max. 0,29 µg/m³ total-TCP w/o incident. 5 µg/m³ on aircraft on ground with
strong oil smell. Higher exposure seen at aircraft mechanics.Denola (2011): max. 51 µg/m³ total-TCP on military aircraft with smoke eventASHRAE (2012): ~1,5 ng/m³ m-TCP detected during one out of 63 flights
• All above studies able to clearly distinguish between 10 TCP isomers could not detect any TCP ortho-isomer in the cabin. This is quite consistent with the information we have on the composition of JEO
© AIRBUS Operations GmbH. All rights reserved. Confidential and proprietary document.
information we have on the composition of JEO
Measurements on aircraft - Conclusion
BG Verkehr Industriedialog CAQ - Andreas BEZOLD - Ref. PR1310342 - Issue 1 June 2013
• Even during oil contamination events, reported TCP levels do not exceed ACGIH TLV for TOCP
• ortho-Isomers of TCP were not reported (except by Cranfield at concentrations far below ACGIH TLV )
• This is consistent with published information on composition of Jet Engine Oilsp p g• Inconsistencies between studies (i.e. TOCP findings) should be clarified
• Few data available on other contaminants during such event• Few data available on other contaminants during such event• No significantly increased VOC concentration during smell on ground (Solbu, 2011)• No significantly increased CO concentration during oil smell incident (visible haze) on
ground (van Netten 1998)ground (van Netten, 1998)
• ASHRAE 1262 TRP results on air quality on 83 commercial flights did not contain f k t Ai lit t t d b i bl b tt th ifume or smoke events. Air quality stated being comparable or better than in offices, schools or residences with few exceptions. Several compounds related to passengers.
© AIRBUS Operations GmbH. All rights reserved. Confidential and proprietary document.
Airbus Air Quality Measurements
© AIRBUS Operations GmbH. All rights reserved. Confidential and proprietary document.
BG Verkehr Industriedialog CAQ - Andreas BEZOLD - Ref. PR1310342 - Issue 1 June 2013
BG Verkehr Industriedialog CAQ - Andreas BEZOLD - Ref. PR1310342 - Issue 1
Measurement Technologies
June 2013
• Online measurement with PTR-MSI d t t t i t i hi h t l l ti• In order to trace contaminants in a high temporal resolution
• Correlate trace contaminants with aircraft system data
• Component Class Specific Adsorbent Cartridges/Filters• Analyze and identify chemical components• Match identified components with molecular mass data from PTR-MS
• Particulate Measurement (Aerosol spectrometer)• In case of non gaseous contaminationIn case of non gaseous contamination• If possible determine organic load of particulate matter
© AIRBUS Operations GmbH. All rights reserved. Confidential and proprietary document.
Monitoring – PTR-MS-TOF on aeroplane
BG Verkehr Industriedialog CAQ - Andreas BEZOLD - Ref. PR1310342 - Issue 1 June 2013
© AIRBUS Operations GmbH. All rights reserved. Confidential and proprietary document.
Integrative Sampling Methods (Fraunhofer IBP)
BG Verkehr Industriedialog CAQ - Andreas BEZOLD - Ref. PR1310342 - Issue 1 June 2013
• Integrated concept with sensors and adsorbent tubes installed in trolley sized housinghousing
• Removable box with quick connections containing sampling tubes (up to 32)
© AIRBUS Operations GmbH. All rights reserved. Confidential and proprietary document.
Conclusion
BG Verkehr Industriedialog CAQ - Andreas BEZOLD - Ref. PR1310342 - Issue 1 June 2013
• Cabin Air Quality remains a high priority topic for the industry
• Cabin odour can occur and may be caused by many sources including engine related sources, but this does not necessarily indicate a high concentration of contaminants either toxic or non-toxicconcentration of contaminants, either toxic or non toxic
• Reported in-service events are difficult to investigate. The links between the reported cabin air quality event, the potential source and a confirmed medical condition remains difficult to establish
• However recognizing the industry concerns, Airbus and other t k h ld itt d t i hstakeholders are committed to ongoing research programmes
© AIRBUS Operations GmbH. All rights reserved. Confidential and proprietary document.
PTR-MS-TOF - Next Generation
BG Verkehr Industriedialog CAQ - Andreas BEZOLD - Ref. PR1310342 - Issue 1 June 2013
© AIRBUS Operations GmbH. All rights reserved. Confidential and proprietary document.
Thank you !Thank you!
Thank you !
BG Verkehr Industriedialog CAQ - Andreas BEZOLD - Ref. PR1310342 - Issue 1 June 2013
© AIRBUS Operations GmbH All rights reserved Confidential and proprietary document This document and all information contained herein is the sole property of AIRBUS Operations GmbH No intellectual property© AIRBUS Operations GmbH. All rights reserved. Confidential and proprietary document. This document and all information contained herein is the sole property of AIRBUS Operations GmbH. No intellectual propertyrights are granted by the delivery of this document or the disclosure of its content. This document shall not be reproduced or disclosed to a third party without the express written consent of AIRBUS Operations GmbH. Thisdocument and its content shall not be used for any purpose other than that for which it is supplied. The statements made herein do not constitute an offer. They are based on the mentioned assumptions and are expressedin good faith. Where the supporting grounds for these statements are not shown, AIRBUS Operations GmbH will be pleased to explain the basis thereof.AIRBUS, its logo, A300, A310, A318, A319, A320, A321, A330, A340, A350, A380, A400M are registered trademarks.
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