TSAGI RESEARCH CAPABILITIES TO ADDRESS … · TSAGI RESEARCH CAPABILITIES TO ... Landing Gear Noise Reduction Methods ... space cell . CENTRAL AEROHYDRODYNAMIC INSTITUTE

CENTRAL AEROHYDRODYNAMIC INSTITUTE NAMED AFTER PROFESSOR N.E. ZHUKOVSKYCENTRAL AEROHYDRODYNAMIC INSTITUTE NAMED AFTER PROFESSOR N.E.

ZHUKOVSKY

TSAGI RESEARCH CAPABILITIES TO ADDRESS AVIATION ENVIRONMENTAL

IMPACT ISSUESergey Chernyshev

Executive DirectorTsAGI, Russia

CENTRAL AEROHYDRODYNAMIC INSTITUTE NAMED AFTER PROFESSOR N.E. ZHUKOVSKY

Contents

14.10.2012 2

AVIATION ENVIRONMENT ISSUES

NOISE

SONIC BOOM

EMISSION

ALTERNATIVE AVIATION FUEL

JAXA Aeronautics Symposium in Nagoya


Aviation Impact on Environment

14.10.2012 3

Airc

raft

Env

ironm

ent I

ssue

s

Noise

Health deterioration Hearing impairment Disturbances of vocal

communication

Emission Respiratory disorders Toxic symptoms Discomfort

Sonic boom Orientation response of people Starting Sleep disruption

Greenhouse gases emissions, contrails

Global warming Climate change

Airport environment Pollution


Stratosphere

Troposphere

Ground layer

Ozone layer destruction

Climate change

Impact near ground surface

NOx

CO2NOxH2OSolid particles

NoiseEmission


14.10.2012 4

ICAO Requirements in Airport Proximity

1960 1970 1980 1990 2000 2010 2020 year

ΔEPN dB

0–10 10–20 20–30 30–40 40–50 50–60 60–70 70–80 80–90 90

–100 100

Airplanes noise

Chapter 2

Chapter 3Chapter 4

NOx emissions

% re

lativ

e to

198

5 em

issi

ons

Spatial location of control points (CP) for acoustic certification of commercial airplanes

DESCENT

CLIMBING

RUNWAY

120 m

CT3

CT1 (Turbofan)

450 m

300 mCT2 CT1 (Turboprop)

650 m


NO

x em

issi

ons,

g/k

N

Pressure ratio (H = 0, M = 0)

120

100

80

60

40

20

010 15 20 25 30 35 40 45 50 π∑

ICAO standards

ICAO targets

ICAO proposals to toughen NOх emissions during take-off and landing

Controlled combustion products:– Carbon oxide (СO) – Unburned hydrocarbons (CH) – Nitrogen oxides (NOx) – Soot (С)


Environment Target Goals for the Russian Aviation

14.10.2012 5

Target goalsBaseline (2010)

Dynamics of target goals

2015 2020 2025 2030

Accidents reduction 1 2.5 5.0 7.0 8.5Noise reduction relatively to ICAO Chapter 4 (by EPN dB)

7 12 20 25 30

NOx emission reduction relatively to ICAO 2008standards (by %)

100(2008) 20 45 65 80

Fuel consumption and СО2emission reduction (by %) 100 10 25 45 60



Contents

14.10.2012 6JAXA Aeronautics Symposium in Nagoya

AVIATION ENVIRONMENTAL ISSUES

NOISE

SONIC BOOM

EMISSION



Aircraft Noise Sources


1. Jet noise

The principal components determining the noise of a modern passenger aircraftare: fan and turbine noise, jet noise and airframe noise. All the above sources ofaerodynamic noise turn out to be important at different flight stages. Only abalanced reduction of all the above sources can lead to the overall desired aircraftnoise reduction.

2. Inlet and aft fan noise, turbine noise 3. Airframe noise


Acoustic Anechoic Chambers

14.10.2012 8

Maximum sound pressure level 160 dBTest section volume 211 м3

Test section dimensions 9,6×5,5×4,0 м3

Operational frequency range 160 – 20000 HzStagnation temperature 293 K

AK-2Anechoic chamber (AC), m3 14.0×11.5×8.0Free volume, m3 12.2×9.7×6.3Reverberation chamber 1 (RC1), m3 6.4×6.4×5.15Reverberation chamber 2 (RC2), m3 6.6×6.4×5.15Operational frequency range, Hz 80 … 16000

AK-11



Aircraft Engine Noise Reduction


Improved acoustic liners in the air inlet

Fan noise control

Combustion chamber noise control

Jet noise control

Air inlet channel shape control

Turbine noise control

Lining of mixing chamber walls

Outer circuit channel walls fully treated with liners


Fan Noise Reduction Methods

14.10.2012 10

Key Issues:• Fan aerodynamics performance• Fan blade stability and stall margin erosion• Manufacturing cost and complexity• Validation of CFD prediction methods

Expected noise reduction:• Fan tone intake noise 2 to 4 dB at take-off• Fan tone exhaust noise up to 2 dB

Approach:• To remove or weaken shocks at the fan blades• Simultaneous optimization of aerodynamic and

acoustic performance



Engine Noise Reduction by Advanced Acoustic Liners


500 800 1250 2000 3150 5000 Frequency, Hz

18

15

12

9

6

3

0

Efficiency, dB

Composite double-layer liners

Conventional liners

First generation liners (single-layer)Metallic Composite

Perforated skin Honeycomb filler

Skin

Box-type filler

Perforated skin

Second generation liners (double-layer)Metallic Composite

Perforated skin

Metallic mesh

Skin

Perforated filler


Fan Noise Reduction by Acoustic Liners

14.10.2012 12

Method Estimated noise reduction TRL Main problems

Seamless air inlet liners Suction noise: 1…4 dBduring approach (in service with А380)

7…9 Improving liners manufacturing and repair technology

Tapered air inlets Suction noise: ~ 3 dB 4…6 Aerodynamics, trade-off between cruise and climb

Lining of air inlet lip Suction noise: 1…3 dB 4…6 Integration with anti-icing systems

Lining of hub surface Acoustic power at outlet: 1…3 dB 3…4 Lacking full-scale verification data



Low Noise Nozzle Configurations

Variety of nozzle configurations are suggested forthe experimental jet noise reduction

14.10.2012 13

Noise reduction of jet emanating from chevron nozzle

25 50 100 200 400 800 f, Hz

Round nozzleChevron nozzle

5 dB

Noise



Jet Noise Reduction Methods

14.10.2012 14

Method Expected noise reduction TRL Open issues

Fixed geometry chevrons 1…4 EPN dB during roll and climb 6…9 Nacelle-Pylon integration for best

aerodynamic performance

Variable geometry chevrons 0.5…1.0 EPN dB during roll and climb 6 Reliability, maintainability and

manufacturability

Geared turbofan, m > 10 bypass ratio

Depending on operation regime 6…7 Higher structural weight and drag;

maintainability

Long channel with forced flow mixing

~ 1…2 EPN dB during roll and climb 6…9

long fairing nacelles for m ≈ 4…6, typically applied on regional and business aircraft



V = 100…180 m/sf = 6…12 kHzD ~ 5 cm

Noise Control by Plasma Actuators

14.10.2012 15

500 1k 1.5k 2k 2.5k 3k 3.5k 4k 4.5k [Hz]45

50

55

60

65[dB/20u Pa] w/o plasma actuators

with plasma actuators

Noise level improvement – 1.3 dB

The concept is based on direct control of noise radiation by Dielectric Barier Discharge (DBD). Vlasov–Ginevsky effect.



14.10.2012 16

Airframe Noise Reduction: Slats



Airframe Noise Noise Reduction: Landing Gear


50

65

0 50 100 150x, cm

P, d

B 5 dB

microfone 1

Noise control concept is based on shaped chassis rack and self-tuning system for major mode noise suppression. Patent of TsAGI No. 2293890


Landing Gear Noise Reduction Methods


Method Overall noise reduction efficiency TRL

Expected TRL = 6

time target

Expected TRL = 8

time targetMain problems

Fairings and covers Up to 3 dB 6

Weight, heat emission, maintainability

Low-noise chassis rack Up to 5 dB 3…4 2013 2015 Structural and

systems integration


Future Aircraft: Low Noise and Low Fuel Consumption

14.10.2012 19

Level 2012

10%

Noise

Fuel consumption

Distributed Fans

Low noise embedded propulsionFuture Low Noise Aircraft: Blended wing concept Podded engines with variable nozzles Mixed exhaust with extensive acoustic liners Power managed take-off

Blended wing concept


−30 EPNdB


Contents



NOISE

SONIC BOOM

EMISSION



Low Boom Super Sonic Business Jet


HISAC: TsAGI–SUKHOY

−0.05 0 0.05 0.10 0.15 0.20

− 60

− 40

−20

0

20

40

60

t, s

G = 51 tG = 58.5 tG = 56.5 t

H, m

L, dbA

P, Pa

Near field

Far field

Bow shock

Pressure signature p(t)

p

t

t

p


Contents



NOISE

SONIC BOOM

EMISSION



Emission Factor OF Various Transportations ref. DLR, 2008



Air Transport Emission Modeling

14.10.2012 24

Air Traffic

СО2 emission, including forecast

Routes over Russia

Contrailsyears

CO2 emission, Mt

modeling ↔ forecast


1° 1°1 km

Air space cell


Low Drag Due to Flow Control


Speed and range increase 8–10%Fuel burn reduction –(5–7)%Take-off and landing speeds reduction –(10–15)%Runway length reduction –(30–35)%

Using jet blowing system provides:

ΔK = 1.2

Flow separation

Slot nozzleM = 0.78K

12

10

80.2 0.4 0.6 0.8 1.0 CL

Blowing Jet

ShockM1 = 1

M1 > 1Slot

Compressed air supply

δз

1

23

0.7bA–A

A A1

3

452

1 Cruise δз = 0°2 Take-off δз = 30°3 Landing δз = 60°

1 Bleeding air from fan2 Bleeding compressed air from compressor3 Control and cut-off valves4 Slot nozzle5 Ring channel


Active Aeroelasticity Concept

14.10.2012 26

Main benefits of active structures : 4–6% increase in lift-to-drag ratio Control efficiency increase by 30–40% Fuel efficiency increase by 5–7% Structure weight reduction by 6–8% Noise reduction by 7–10 dB

Innovative controls having high efficiency at all flight regimes: take-off, landing, cruise

Main tasks – engineering, materials, optimization, life

Smart controls based on SDS-structures provide 30–40% gain in control efficiency

Selectively Deformable Structure (SDS)



Number of Engines: Environment Impact


Conventional configuration,two engines

Conventional configuration, three engines

Take-off thrust-to-weight

Noise

Fuel burn per 1 pass.·km

Direct operating costs

100

89

80

85

90

95

100

105

Long-haul aircraft-2

Long-haul aircraft -3

%

100

96

80

85

90

95

100

105



10097

80

85

90

95

100

105



%

100 100,7

80

85

90

95

100

105



%

−12.6 ЕpNдБ


AERIAL REFUELING


Noise reduction in the airport area due to reduced aircraft weight up to 35–40% for long-haul airplanes

Reduction of air transportation volumes due to increasing number of «point to point» routes

15–20% less fuel burn

Il-96-300

q, гр/пасс.·км

30 %

MC-21-200

20 %25 % Including

fuel burnt by air refueller

25

20

152000 4000 6000 8000 10000 L, km


Contents


AVIATION ENVIRONMENTAL ISSUE

NOISE

SONIC BOOM

EMISSION



Condensed Aviation Gas Fuel

30

1. Condensed aviation gas fuel is «greener» compared to conventional kerosene:

– СО2 5–10% less emission– low NOx and CO– very low solid particles (soot)

2. Huge amounts of propane-butane gas are burned at the oil development sites contributing to greenhouse gas emission in the atmosphere.

Russia territory gas torches thermal wakes

14.10.2012 JAXA Aeronautics Symposium in Nagoya


Condensed Gas Fuel Aircraft


Mi-8ТТ helicopter

Condensed gas fuel for near and middle term fuel strategy in Russia

Ilyushin-114 regional turboprop

Gas fuel tanks


Cryogenic Fuel Aircraft

32

Tupolev-155 Aircraft

Cryogenic gas fuel Tupolev-155 test bed. Flight demonstration of cryogenic methane and hydrogen for one of its three engines



Cryoplane

33

Higher bypass ratio turbofan

Heat insulated cryogenic tanks

Tail open rotor

High aspect ratio swept wing with cooled upper surface

Critical technologies: High-power fuel cells (2–3 МW) Superconductivity electric engines, the 50–60 К

working temperature may be provided by the cryogenic hydrogen fuel

%

75

37 32

75

9784

102030405060708090

100110 Modern technological level

Energy consumptionFuel burn

Long-haul aircraft-2030 (kerosene)

Long-haul aircraft-2030 (hydrogen)

Long-haul aircraft-2030 (integrated power plant, hydrogen)

0.56

0.52

0.47

Specific fuel consumption, kg/kG·h

The highest modern level

Increaseof engine

bypass ratio

Integrated power plant

−7%

−16%




Thank You for Your Attention!

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TSAGI RESEARCH CAPABILITIES TO ADDRESS … · TSAGI RESEARCH CAPABILITIES TO ... Landing Gear Noise Reduction Methods ... space cell . CENTRAL AEROHYDRODYNAMIC INSTITUTE