volcanic ash and aircraft engines - home | airlines uk

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.

Volcanic Ash and Aircraft Engines

BATA Volcanic Ash Workshop – 15 October 2013

Rory Clarkson

Engine Environmental Protection

Rolls-Royce

Introduction

• The exam question:

• What was known in 2010:

- Damage mechanisms

- Quantitative understanding

• Rolls-Royce activities 2010-2013

• Current position

2

Progress across the industry since 2010 – has it been enough?

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

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 –

gradual loss of

efficiency

• Longer term ‘cost of ownership’ damage

Engine Susceptibility

• 2010 quantitative understanding – RR engine ‘Safe-to-Fly’

chart

5

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

External Engagement

Rolls-Royce Activities 2010-2013

• MoD support 2012 – Global VA Risk Assessment

7


• MoD support 2012 – Operability Model Uncertainty

8


• MoD support 2012 – Proposed Research Programme

9

- Partial reduction in modelling uncertainty - £1.5M - £2M - Substantial reduction in modelling uncertainty - >£15M


2010 2011 2012 2013 2014 2015

E15 and 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/


UK VAAG

CAA/Met Off/RR mtgs

DfT VAORG

IVATF/IAVWOPSG

Sundry mtgs

External Engagement

BA009/KLM867 reassessment


• Engine ‘Safe-to-Fly’ Chart

11

- 2012 Revision


2010 2011 2012 2013 2014 2015

E15 and 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/


UK VAAG

CAA/Met Off/RR mtgs

DfT VAORG

IVATF/IAVWOPSG

Sundry mtgs

External Engagement


VIPR-III


• 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

13

VIPR-III Participants

P&W F117

GE Ash Delivery System


• 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?

• What ash concentrations to run test to?

14

VIPR-III Key Questions:


• VIPR-III Test points?

15

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 – A Cartoon


2010 2011 2012 2013 2014 2015

E15 and 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/


UK VAAG

CAA/Met Off/RR mtgs

DfT VAORG

IVATF/IAVWOPSG

Sundry mtgs

External Engagement


VIPR-III

GE delivery system test

Engine test & strip

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

17

and finally…

volcanic ash and aircraft engines - home | airlines uk

Documents