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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


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


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 –

loss of efficiency gives

delta to Exhaust Gas

Temp (EGT) margin

• Longer term ‘cost of ownership’ damage


2010 Quantitative Understanding

• Engine susceptibility – 2010 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

Rolls-Royce Engagement


MoD Funded Research 2012

• Global VA Risk Assessment

7



• Operability model uncertainty – duration of exposure before

engine stops working

• Uncertainty greater than an order of magnitude

8



• Proposed Research Programme to reduce uncertainty

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


Reassessment of BA009 & KLM867 Events

• 2010 assessment based on compressor erosion & turbine

accretion calculations

11



• 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



• 2010 engine ‘Safe-to-Fly’ Chart

13

- 2012 Revision



• 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?



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

16

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?

- Mt Mazama (Crater Lake, Oregon)

- Sakurajima ash

- Eyjafjallajokull ash

• What ash concentrations to run test to?

17

VIPR-III Key Questions:



• 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



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 - discuss

20

and finally…

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