Highly fuel efficent aircraft

2008

Emissions are important drivers in the design and use of aero-engines. This paper presents a part of the work carried out in the VITAL (EnVIronmenTALly aero-engine) project; it consists of a parameter study on the application of three innovative thermodynamic cycles to aircraft propulsion, looking for benefits on fuel consumption, carbon dioxide, nitrogen oxides, and noise. These cycles are intercooler-regenerative, the wave rotor topping, and the constant volume combustor cycles. The work, starting from a next-generation ultra-high bypass ratio turbofan, the baseline, and considering two possible design conditions, presents the influence of the application of these new cycles or design changes to the baseline on emissions and on the required technological level, represented by the turbine entry temperature (TET). VITAL is a project supported by the Sixth Framework Programme of the European Communities. The results show that some significant benefits on emissions can be achieved although they are linked to significant technology improvements and in-depth studies of the new components involved in cycle implementation. specific thrust fuel consumption (SFC) or the fuel consumed per unit of the thrust, and the noise generated by the engine components [1-7]; more efficient, economic, and environmental-friendly aero-engines are required worldwide. More efficient engines require the design of an aero-engine with higher thermal and propulsive efficiencies; any increase in the thermal efficiency or in the propulsive efficiency will bring down the SFC for a given flight velocity, which will also decrease the burnt fuel and CO 2 production. The specific thrust (ST), which represents the amount of thrust per unit of airflow mass coming into the engine, is another important engine variable to be considered; it is a measure of the engine size, weight, and drag for conventional or near-conventional aeroengines, and it also influences the burnt fuel [8] and the noise emission. A higher ST lowers engine size. The development of more efficient and less polluting or environment-friendly aero-engines requires the maximum temperature and the overall pressure ratio of the cycle to be pushed up to improve their limits [4, 9, 10] while curbing down the SFC and the JAERO346

45th AIAA Aerospace Sciences Meeting and Exhibit, 2007

Aerospace

The desire for greener aircraft pushes both academic and industrial research into developing technologies, manufacturing, and operational strategies providing emissions abatement. At time of writing, there are no certified electric aircraft for passengers’ transport. This is due to the requirements of lightness, reliability, safety, comfort, and operational capability of the fast air transport, which are not completely met by the state-of-the-art technology. Recent studies have shown that new aero-propulsive technologies do not provide significant fuel burn reduction, unless the operational ranges are limited to short regional routes or the electric storage capability is unrealistically high, and that this little advantage comes at increased gross weight and operational costs. Therefore, a significant impact into aviation emissions reduction can only be obtained with a revolutionary design, which integrates disruptive technologies starting from the preliminary design phase. This pap...

Now a day, pollution has become a major threat to the Environment, Vehicular exhaust (NOX, CO, HC etc.) are mainly responsible for the pollution. The quest of human beings to develop engines with high power, high torque, less vibration and most essentially with no pollution is on since the discovery and development of engine.The gas chamber engine is powered by hot gases. The expansion and compression of the gas, using heat from external source, creates the useful work. This engine is works on the principle of Stirling cycle. And the basic advantage of this engine is that the amounts of gas is fixed and recycle process. That is there is no exhaust and hence this engine is pollution less.

2014

Air traffic is growing at a steady rate of to 7% per year in most regions of the world, implying a doubling every 10-25 years. This requires major advances in aircraft noise reduction at airports, just not to increase the noise exposure due to the increased number of aircraft movements. In fact it can be expected, as a consequence of increased opposition to noise by near airport residents, that the overall noise exposure will have to be reduced by bans, curfews, fines, and other means and limitations, unless significantly quieter aircraft operations are achieved. The ultimate solution is aircraft operations inaudible outside the airport perimeter, or noise levels below road traffic and other existing local noise sources. These substantial noise reductions cannot come at the expense of a degradation of cruise efficiency, that would affect not just economics and travel time, but would increase fuel consumption and emission of pollutants on a global scale. The paper reviews the: (i) cu...

2001

As Crawford et al. (in this issue) are proposing, more and more environmental parameters can be captured by compact sensors, enabling small aircraft as suitable carriers for state-of-the-art sensors (concept SERA: The Small Environmental Research Aircraft). MetAir has started in 1990 to equip advanced, self launching double-seated motorgliders with long endurance with a variety of meteorological and chemical sensors. It was possible to equip and certify two aircraft** with large underwing pods. In each of the two pods, 50 kg of equipment can be flown in a basically undisturbed environment. Up to another 30 kg can be carried in the fuselage.

newac.eu, 2007

Large investments have already been made in Europe and the US through R&T programmes and collaborations to reduce the negative environmental effects of aircraft use. Research is therefore providing the technologies to improve the performance of existing engine components.

An aircraft as the solution for the population boom and the alarming pollution.