METHOD OF CONTRAIL MITIGATION AND AIRCRAFT HAVING CONTRAIL MITIGATION FUNCTIONALITY

Abstract

A method of mitigating contrails produced by an aircraft having a set of gas turbine engines, comprises the steps of (i) for each engine in a first subset of the engines, reducing the operating efficiency of the engine to produce a reduction in thrust provided by that engine and (ii) for each engine in a second subset, increasing the fuel flow to the engine to increase the thrust provided by that engine, the set of at least two gas turbine engines consisting of the first and second subsets. The method provides for contrail mitigation action by means of engine operating efficiency reduction to be directed to a first subset of engines for which contrail mitigation per unit engine operating efficiency reduction is greatest, the resulting reduction in thrust provided by such engines being at least partially compensated by increasing fuel flow to engines of the second subset.

Claims

1. A method of reducing the respective optical depths of one or more contrails produced by an aircraft having a set of at least two gas turbine engines each of which is arranged to provide propulsive thrust to the aircraft, the method comprising the steps of: (i) for each gas turbine engine in a first subset of the set of gas turbine engines, reducing the operating efficiency of the gas turbine engine and hence producing a reduction in thrust provided by that gas turbine engine; and (ii) for each gas turbine engine in a second subset of the set of gas turbine engines, increasing the fuel flow to the gas turbine engine to increase the thrust provided by that gas turbine engine, wherein the set of at least two gas turbine engines consists of the first and second subsets of the set of gas turbine engines.

2. A method according to claim 1, wherein the set of gas turbine engines is a set of like gas turbine engines and wherein the operating efficiency of each gas turbine engine in the first subset of the set of gas turbine engines is reduced in step (i) by a common amount to produce a common reduction in thrust provided by each gas turbine engine in the first subset, and the fuel flow to each gas turbine engine in the second subset of the set of gas turbine engines is increased in step (ii) by a common amount to increase the thrust provided by each gas turbine engine in the second subset by a common amount.

3. A method according to claim 1, where the total increase in thrust provided by gas turbine engines of the second subset is equal to the total reduction in thrust provided by gas turbine engines of the first subset.

4. A method according to claim 1, wherein the operating efficiency of each gas turbine engine in the first subset is reduced, the fuel flow to each gas turbine engine in the second subset increased and the fuel flow to each gas turbine engine in the first subset adjusted if necessary, such that each gas turbine engine in the set of gas turbine engines experiences substantially the same increase in turbine entry temperature and/or the same resulting turbine entry temperature.

5. A method according to claim 1, wherein the flow fuel to each gas turbine engine in the first subset is kept constant when step (i) is carried out.

6. A method according to claim 1, wherein the flow fuel to one or more gas turbine engines in the first subset is increased when step (i) is carried out thereby mitigating the reduction in thrust provided by the one or more gas turbine engines of the first subset when their operating efficiencies are reduced.

7. A method according to claim 1, wherein the fuel flow to one or ore gas turbine engines in the first subset is reduced when step (i) is carried out thereby causing a greater reduction in thrust provided by the one or more gas turbine engines of the first subset than that attributable only to reduction in operating efficiencies of the one, or more gas turbine engines in the first subset.

8. A method according to claim 1, wherein in step (i) the respective operating efficiencies of one or more gas turbine engines in the first subset are reduced by opening respective handling bleeds thereof.

9. A method according to claim 8, wherein each handling bleed is taken from the output of a compressor of a respective gas turbine engine.

10. A method according to claim 8, wherein each handling bleed is switched from a closed condition to an open condition over a period of time greater than or equal to a pre-determined minimum period of time necessary to prevent spool-speed transients in the one or mare gas turbine engines of the first subset.

11. A method according to claim 1, wherein the first subset of gas turbine engines consists of inboard gas turbine engines of the aircraft and the second subset of gas turbine engines consists of outboard gas turbine engines of the aircraft.

12. A method according to claim 1, wherein the first subset of gas turbine engines consists of outboard engines of the aircraft and the second subset of gas turbine engines consists of inboard engines of the aircraft.

13. An aircraft comprising a set of at least two gas turbine engines each of which is arranged to provide propulsive thrust to the aircraft, a controller and at least one sensor arranged to detect one or more ambient conditions of the aircraft and provide corresponding sensor data to the controller, wherein the controller is arranged to control: (a) the operating efficiency of each gas turbine engine within a first subset of the set of gas turbine engines, and (b) the fuel flow to each gas turbine engine within a second subset of the set of gas turbine engines, the set of gas turbine engines consisting of the first and second subsets thereof and the controller being arranged to implement a method according to claim 1 on receiving sensor data corresponding to ambient atmospheric conditions of the aircraft consistent with contrail formation.

14. An aircraft according to claim 13, wherein the controller is arranged to control the operating efficiency of each gas turbine engine in the first subset by controlling respective handling bleeds thereof.

15. An aircraft according to claim 14, wherein one or more handling bleeds is taken from the output of a compressor of a respective engine, for example a high-pressure compressor, an intermediate pressure compressor or a low-pressure compressor.

16. An aircraft according to claim 13 wherein the first and second subsets of the set of gas turbine engines consist of the inboard and the outboard gas turbine engines of the aircraft respectively and the controller is arranged to implement the steps of: (i) for each gas turbine engine in the first subset, reducing the operating efficiency of the gas turbine engine and hence producing a reduction in thrust provided by that gas turbine engine; and (ii) for each gas turbine engine in the second subset, increasing the fuel flow to the gas turbine engine to increase the thrust provided by that gas turbine engine, when the ambient air of the aircraft has a relative humidity over ice RHi in the range 100%≤RHi≤X where X is in the range 110%≤X≤120%.

17. An aircraft according to claim 16 wherein the controller is further arranged to estimate the reduction in effective radiative forcing and the increase in fuel consumption which would result from implementing steps (i) and (ii), and to implement steps (i) and (ii) only if the reduction in effective radiative forcing per unit of additional fuel consumption exceeds a pre-determined threshold.

18. An aircraft according to claim 13 wherein the first and second subsets of the set of gas turbine engines consist respectively of the outboard and the inboard gas turbine engines of the aircraft respectively and the controller is arranged to implement the steps of: (i) for each gas turbine engine in the first subset, reducing the operating efficiency of the gas turbine engine and hence producing a reduction in thrust provided by that gas turbine engine; and (ii) for each gas turbine engine in the second subset, increasing the fuel flow to the gas turbine engine to increase the thrust provided by that gas turbine engine, when the ambient air of the aircraft has a relative humidity over ice RHi≥X where X is approximately 130%.

19. An aircraft according to claim 18 wherein the controller is further arranged to estimate the reduction in effective radiative forcing and the increase in fuel consumption which would result from implementing steps (i) and (ii), and to implement steps (i) and (ii) only if the reduction in effective radiative forcing per unit of additional fuel consumption exceeds a pre-determined threshold.

20. An aircraft according to claim 13 wherein the controller is further arranged to control the fuel flow to each gas turbine engine in the first subset of gas turbine engines.

Description

DESCRIPTION OF THE DRAWINGS

[0033] Examples are described below with reference the accompanying drawings in which:

[0034] FIG. 1 shows a four-engine aircraft in flight with all engines producing contrails;

[0035] FIG. 2 shows a four-engine aircraft light with contrail mitigation action being applied;

[0036] FIG. 3 shows a graph of soot emission index as a function of thrust for an engine of the FIG. 2 aircraft;

[0037] FIG. 4 is a flow chart illustrating steps in a method which may be carried out in respect of the FIG. 2 aircraft; and

[0038] FIG. 5 shows a series, of possible aircraft flight paths having different path lengths within ice-supersaturated air.

DETAILED DESCRIPTION

[0039] FIG. 1 shows a conventional aircraft 100 in flight, the aircraft 100 comprising a fuselage 112 and wings 114. Each wing 114 creates a respective wingtip vortex 140. To each wing 114 is mounted an inboard engine 120 and an outboard engine 130, each of the engines 120, 130 being a gas turbine engine such as a turbofan engine. Each inboard engine 120 produces a respective exhaust jet 122 in which a contrail 124 may form. Each outboard engine 130 produces a respective exhaust jet 132 in which a contrail 134 may form. The contrail 134 of an outboard engine 130 interacts more strongly with the corresponding wingtip vortex 140 than does the contrail 124 of the corresponding inboard engine 120. As a result, the optical depth of the contrails 134 as observed at locations 136 is lower than the optical depth of the contrails 124 observed at corresponding locations 126 when the ambient air of the aircraft 100 is only modestly ice-super-saturated. The locations 126 and 136 correspond to a distance behind the aircraft at which the wingtip vortex 140 has dissipated. FIG. 1 is therefore is not to scale.

[0040] The contrails 124, 134 may be suppressed by reducing the operating efficiency of each of the engines 120, 130. The operating efficiency of an engine 120, 130 may be reduced by one of a number of techniques, e.g. by adjusting a variable area fan nozzle of the engine or variable fan-outlet guide vanes, or by adjusting an afterburner or handling bleed of the engine. Disadvantageously, the cost associated with increased fuel-burn directly attributable to the reduction in engine operating efficiency is the same for all engines 120, 130, but the reduction in contrail impact is less for the outboard engines 130 since, in the absence of contrail mitigation action, the contrail optical depth at location 136 would be less than that at location 126. A uniform approach to contrail mitigation for all engines 120, 130 is therefore not optimally efficient. Furthermore, the rise in turbine entry temperature (TET) of each engine 120, 130 may be significant, especially if the chosen method of engine operating efficiency reduction is handling bleed-valve use, for reasons described above.

[0041] FIG. 2 shows a first example aircraft 200, in which a controller 250 is in signal communication with the aircraft's inboard 220 and outboard 230 engines via communication paths 252, 254 respectively, the inboard 220 and outboard 230 engines making up a set of gas turbine engines arranged to provide thrust for the aircraft 200. The controller 250 may comprise or alternatively may be in signal communication with sensors (not shown) for one or more of ambient temperature, ambient pressure, ambient humidity, ambient relative humidity, and/or ambient relative humidity over ice. Parts of the aircraft 200 which correspond to parts of the aircraft 100 of FIG. 1 are labelled with reference signs differing by 100 from those labelling the corresponding parts in FIG. 1.

[0042] In one mode of operation, if the controller 250 determines that contrail mitigation is necessary, contrail mitigation action is targeted to a first subset of the set of gas turbine engines consisting of the inboard engines 220 by temporarily reducing the operating efficiency of the inboard engines 220, by instructing opening of handling bleeds of the inboard engines 220, and simultaneously the controller 250 instructs fuel flow to each of a second subset of the set of gas turbine engines consisting of the outboard engines 230 to be increased in order to maintain the total net thrust provided by the engines 220, 230 to the aircraft 200.

[0043] This method has two benefits. Firstly, the temporary reduction in engine operating efficiency necessary to achieve contrail mitigation may be large in magnitude and so the restriction of that penalty to the inboard engines (where pre-mitigation post-vortex contrail optical depth (location 126) is higher than the pre-mitigation post-vortex contrail optical depth of the outboard engines (location 136)) improves the benefit-to-cost ratio of contrail mitigation action. Secondly, by using the outboard engines 230 (rather than the inboard engines 220) to make up the thrust deficit arising from the reduction in operating efficiency of the inboard engines 220, the thrust deficit is rectified with a smaller rise in TET than would be the case if the thrust deficit were rectified by increased fuel flow to the inboard engines 220. This is because the total working fluid mass-flow rate through a combustor of an outboard engine 230 is not (as for the inboard engines 220) reduced by the action of handling bleeds, and so the temperature rise associated with a particular additional mass-flow rate of fuel is not increased. Therefore, an increase in fuel mass-flow rate required to provide additional thrust results in a TET increase that is smaller than it would be on the inboard engines 220 where the working fluid mass-flow rate (and hence the heat capacity of the working fluid) has been substantially reduced as a result of the engine operating efficiency reduction measure. Furthermore, the missing thrust is provided by engines 230 working at or close to their optimum operating efficiency level. Increasing the thrust setting of the outboard engines 230 may move these engines to a less efficient operating efficiency level but the operating efficiency penalty is small compared to that purposefully applied to the inboard engines 220.

[0044] A further benefit may be obtained by controlling the inboard engines 220 and outboard engines 230 such that they share the additional fuel-flow required to maintain the total thrust provided to the aircraft 200. Fuel-sharing is done not on a 50:50 basis, but rather in such a way that the resulting TET on the inboard engines 220 is substantially the same as that on the outboard engines 230. The outboard engines 230 still provide a greater fraction of the “missing” thrust (caused by reducing the efficiencies of the inboard engines 220) than the inboard engines 200, but the maximum TET rise is advantageously lower than if the outboard engines 230 alone make up the missing thrust, and much lower than if the inboard engines 220 alone make up the missing thrust arising from the reduction of engine operating efficiencies. Depending on the degree of engine operating efficiency reduction implemented on the inboard engines 220 (and the resulting reduction of core mass flow on those engines), the rise in TET experienced by the outboard engines 230 due to providing the “missing” thrust may be greater than or less than the rise in TET experienced by the inboard engines 220 as a result of their reduced core mass flow. Hence to achieve equal TET across all engines may involve the outboard engines 230 providing an additional thrust amount which is less than, equal to, or more than the “missing” thrust, in which case fuel-flow adjustments to the inboard engines 220 would be respectively positive, zero or negative compared to their default settings.

[0045] In the case where the outboard engines 230 alone provide the missing thrust arising from operating efficiency reduction of the inboard engines 220, and observing that the outboard engines 230 operate at substantially their optimum operating efficiency (excepting specific fuel consumption (SFC)—loop effects) while the inboard engines 220 are operating at a purposefully reduced operating efficiency level in order to achieve mitigation of inboard engine contrails 224, it may be possible to reduce further the operating efficiency penalty associated with the inboard-engine contrail mitigation activity. If the TET rise on the outboard engines 230 associated with provision of the missing thrust is modest in comparison with any TET limits or constraints on the outboard engines, it may be possible to increase fuel-flow to the outboard engines 230 still further, providing more than the “missing” thrust on the outboard engines, and at the same time reduce the fuel-flow rate to the inboard engines 220, hence further reducing thrust provided by the inboard engines 220. In this way, the inboard engines 220 still operate at a reduced operating efficiency consistent with, contrail mitigation, but a greater percentage of the total thrust provided to the aircraft is provided by the outboard engines which operate at a substantially more efficient condition than the inboard engines 220.

In a second example aircraft, a three-engine aircraft has two outboard engines each mounted on a respective wing of the aircraft, and a single inboard engine mounted on the aircraft's centre-line. The three engines make up a set of gas turbine engines arranged to provide thrust to the aircraft. In this case, first and second subsets of the set of gas turbine engines may be made up of the inboard and outboard engines respectively. Sharing of missing thrust caused by operating efficiency reduction of the single inboard engine between the two outboard engines entails only a modest rise in TET for each of the outboard engines. Furthermore in the three-engine aircraft, the purposeful reduction of fuel-flow to the inboard engine, further reducing its thrust, and a corresponding further increase of fuel-flow to the outboard engines allow mitigation of the fuel-efficiency penalty associated with contrail mitigation on the inboard engine by redistributing a material fraction of inboard (purposefully less-efficient) engine thrust to the pair of outboard (substantially optimally efficient) engines, each of which is moved less far from the optimum of its SFC loop by the additional thrust required of it (and may in fact be moved closer to its optimum operating efficiency).

[0046] As explained below, in another mode of operation and for certain other ambient atmospheric conditions, engine operating efficiency is reduced for each engine in a first subset of engines made up of outboard engines of an aircraft, and fuel flow is increased for each engine in a second subset of engines made up of inboard engines of an aircraft.

[0047] In a third example aircraft, a two-engine aircraft has two engines each mounted symmetrically with respect to the aircraft's wingtips and centre-line. The distinction between inboard and outboard engines does not arise, except to the extent that any yaw angle of the aircraft resulting from thrust asymmetry may alter the relative interactions of the engines' respective plumes with their corresponding wingtip vortices as described above. A first engine may be targeted for contrail mitigation action by reducing the operating efficiency of that engine, and fuel flow to the other engine (a second, non-targeted engine) increased to compensate for the reduction in thrust of the first engine caused by reduction the first engine's operating efficiency. Although the aircraft has no inboard and outboard engines as in the first and second embodiments described above, there are still opportunities to prioritise thrust increases to the second, non-targeted engine, firstly to make up the “missing” thrust associated with purposeful reduction in operating efficiency of the first engine in such a way as to minimise the resulting rise in TET of the first engine as discussed above, and secondly (optionally) to further redistribute thrust from the first engine to the second (nominally fully efficient) engine. This has particular benefits on engine types featuring fairly flat SFC loops, such as those with inter-turbine burning. However, thrust asymmetry incurs a drag penalty resulting from rudder deployment needed to correct the thrust asymmetry; the drag penalty results in an additional fuel-burn penalty which needs to be taken into account in determining whether or not to implement the method. Thus in a two-engine aircraft of the disclosure, there are again first and second subsets of engines (each made up of a single engine), although these do not correspond to inboard and outboard engines of the aircraft.

[0048] Increasing the rate of fuel-flow to an engine's combustor increases the mass of fuel burned by an engine per unit distance of aircraft travel, assuming the aircraft's forward speed remains constant by maintaining the total thrust provided to the aircraft. Provided the soot number emission index (El.sub.soot#, the number of soot particles emitted per unit mass of fuel burned) remains unchanged, then the number of soot particles emitted per metre of travel increases and hence the optical depth of a contrail produced by the engine also increases. However, El.sub.soot# itself is also typically a function of engine operating conditions. FIG. 3 schematically illustrates different regimes of engine operation in which the gradient of El.sub.soot# with respect to thrust or fuel-flow is materially positive (thrust interval X), materially negative (thrust interval Y), or substantially zero (thrust interval Z). If the engine is operating in a regime in which the gradient is negative (Y), then increasing thrust may actually reduce the number of soot particles produced by the engine per metre of travel, causing contrail optical depth to be reduced. Alternatively, if El.sub.soot# is substantially unchanging with respect to thrust (regime Z), then the number density of soot particles will rise approximately linearly with fuel-flow rate. Alternatively, if the gradient is positive (regime X), then the number density of soot particles emitted by an engine will increase in a super-linear manner with increasing fuel-flow rate. Increasing the number density of soot particles emitted by the engine increases the number density of contrail ice particles produced by the engine (at least prior to interaction with an aircraft wingtip vortex).

[0049] Strong interaction of an exhaust plume with a wingtip vortex can, depending upon ambient ice super-saturation levels, have a diluting effect on any changes made to the pre-vortex contrail ice particle number density. Thus, even though additional soot particles are emitted into a contrail-forming engine exhaust plume rather than a contrail-suppressed exhaust plume, the effect of the additional soot emissions is in some cases partly or even completely compensated for by the wingtip vortex interaction. The extent to which ice particles are eliminated depends upon how strongly the engine exhaust plume is captured and retained within the vortex, and also upon the degree of ambient ice super-saturation.

[0050] Referring to the flow chart 300 of FIG. 4, the controller 250 of the aircraft 200 is programmed to implement the following steps,

[0051] Step 1.

[0052] Start (310) and identify a requirement for contrail suppression or property-modification (collectively termed “mitigation”) from processing of data received from one or more sensors associated with the controller 250 (312). If a requirement is identified, proceed to step 2 below. Otherwise, do not proceed to step 2 and end (314).

[0053] Contrail mitigation action may be required if a contrail is forming (as confirmed by observation) or is predicted to form (according to the Schmidt-Appleman criterion for example) from data corresponding to measurements of ambient conditions and knowledge of other quantities such as engine state and fuel properties.

[0054] Contrail mitigation action may be preferentially limited to the mitigation of persistent contrails, i.e. those forming in ambient air which is supersaturated with respect to ice.

[0055] Additionally or alternatively, contrail mitigation may be preferentially limited to contrails forming in conditions where the likely cooling effect of the contrail (related to reflection of incoming sunlight away from the earth) is small or zero, for example contrails whose expected existence is primarily in night-time hours.

[0056] Optionally, contrail mitigation by engine-efficiency reduction (such as opening handling bleeds) could be restricted to locations lying within a pre-determined distance of the aircraft's departure airport. This would have the advantage of limiting the additional fuel-burn penalty associated with carrying extra fuel required to achieve efficiency-reduction for a desired period.

[0057] Account may be taken of the likely duration of a contrail-mitigation episode (and hence the additional fuel required to achieve contrail mitigation for the desired duration) as well as the distance over which that extra fuel must be carried and the resulting total fuel-burn penalty.

[0058] Optionally, for each potential contrail mitigation episode the achievable contrail-related climate benefit may be compared to the overall fuel-burn penalty, the latter calculated by taking account not only of a first quantity of additional fuel required to maintain the required total net forward thrust to the aircraft during a contrail-mitigation episode, but also of a second quantity of additional fuel necessary to carry the additional weight associated with the first quantity of additional fuel to the location of the contrail-mitigation episode, taking account of the distance between the departure airport of the aircraft and the location of the contrail-mitigation episode, and to decline to carry out contrail-mitigation in cases where the contrail-related benefit does not exceed the fuel-burn penalty (including CO.sub.2-related costs) by at least a pre-determined threshold amount.

[0059] Step 2:

[0060] Consider for current flight conditions the extent of engine operating efficiency change (Dh) required to suppress contrail formation or achieve a desired level of contrail property modification, and the associated TET rise (DIET) that would be incurred (in the absence of the present disclosure) to maintain desired thrust on each engine independently (i.e. without redistributing thrust between engines) (316). The extent of required engine operating efficiency change is calculated using methods and equations given in, for example, “On conditions for contrail formation from aircraft exhausts” by U. Schumann, Meteorologische Zeitscrift 6, pp 4-23, 1996, or derived therefrom. The corresponding required bleed valve flow-rate and the resulting TET rise can be calculated using standard methods. The following logic is executed by the controller 250: [0061] IF the required engine efficiency change and the resulting TET rise lies within acceptable limits and if contrail mitigation is an overriding priority (318) THEN contrail mitigation should be attempted on all engines (322); then end (324). Do not proceed to step 3, but instead proceed to step 5. ELSE if contrail mitigation is not an overriding priority, and other factors such as cost-effectiveness of contrail mitigation and/or the minimisation of TET rise are to be taken into account, then proceed to step 3 below. [0062] ELSE proceed to step 3 below.

[0063] Step 3:

[0064] Identify (326) an ice-supersaturation (ISS) regime A, B, C or D as follows: Regime A—ambient air is not ice-supersaturated i.e. ambient relative humidity over ice (RHi) is less than 100%. In this regime, contrail ice particles sublime over a relatively short time (tens of seconds to low single-digit minutes), irrespective of any interaction with aircraft wingtip vortices. Hence it may be decided not to attempt contrail mitigation (and hence not to incur the fuel burn penalty) since the resulting climate benefit (i.e. the resulting reduction in contrail-attributable climate warming impact) is likely to be small.

[0065] Regime B—ambient air is slightly ice-supersaturated, i.e. the relative humidity over ice (RHi) is greater than or equal to 100% and less than or equal to a first threshold such as approximately 110% or approximately 120%, In this regime, contrails are able to persist due to ambient ice super-saturation. However, the vast majority of ice particles which find themselves captured and retained within the aircraft wingtip vortices will advantageously be eliminated.

[0066] Regime C—ambient air is moderately ice-supersaturated, for example RHi lies between the first threshold and a second threshold such as approximately 130%. In this regime, although a material proportion of contrail ice particles captured within the wingtip vortex is eliminated, a further material proportion is not eliminated. Furthermore, the turbulence within the vortex enables the ice particles to cover a greater volume of sky, and to access a greater mass of ambient water vapour, following release from the vortex. The balance between reduction or increase of post-vortex contrail optical depth attributable to the vortex interaction may lie in either direction, according to the degree of ambient ice super-saturation.

[0067] Regime D—ambient air is highly supersaturated with respect to ice, for example RHi is greater than or equal to the second threshold. In this regime, only a very small proportion of contrail ice particles is eliminated within the descending wingtip vortex, and furthermore the turbulence within the vortex enables the ice particles to cover a greater volume of sky, and to access a greater mass of ambient water vapour, following release from the vortex. In other words, in this regime, wingtip vortex interaction may disadvantageously increase contrail post-vortex total-extinction.

[0068] Step 4:

[0069] Identify (328) one or more “targeted” engine(s) with reference to aircraft geometry and to the identified regime of operation, as follows:

[0070] The set of “targeted” engines is a first subset of the aircraft's engines upon which contrail mitigation is to be attempted by reducing operating efficiency. Its cardinality may range from 0 to n where n is the number of engines on the aircraft. If that set is also a proper subset of the aircraft's engines (i.e. its cardinality is no greater than n−1), then the remaining engines are the “non-targeted” engines; these engines will be assigned to a second subset of the aircraft's engines and will have their fuel-flows incased. In the special case where its cardinality is zero, no contrail mitigation is attempted. In the special case where its cardinality is n, contrail mitigation via reduction in engine operating efficiency is attempted on all engines.

[0071] If the aircraft's engines are all mounted at substantially the same distance from the nearest wingtip (as is the case for most conventional two-engined aircraft) then the issue of wingtip vortex interaction does not need to be taken into account when identifying the “targeted” engines. In such cases, the decision may be taken with reference to cross wind (such that any resulting thrust asymmetry is advantageous rather than disadvantageous) and/or with reference to which engine(s) were targeted on previous occasions (to share out any additional life usage implications).

[0072] If however there is a clear distinction between different engines with respect to the wingtips, for example on a 3 or 4-engined aircraft the difference between inboard and outboard engines, then the one or more targeted engine(s) is chosen with reference to the identified regime of operation as follows: [0073] REGIME A: Most likely no contrail mitigation action would be taken (as explained in step 3 above). However in the unlikely event that mitigation of non-persistent contrails is deemed necessary or desirable, the mitigation action should be targeted to the one or more inboard engine, since the inboard engine contrails will benefit to a lesser extent from wingtip vortex interaction (and therefore early sublimation) than will the outboard engine contrails. [0074] REGIME B: target inboard engine contrails for mitigation since they are less strongly interacting with wingtip vortices and hence the benefits of suppressing inboard engine contrails are greater than those of suppressing outboard engine contrails. Any increase in soot emissions by the outboard engines associated with increasing their thrust settings will be at least partly mitigated by the wingtip vortex interaction. [0075] REGIME C: Elimination of contrail ice particles within the wingtip vortex is not so strong in this regime. Any ice particles not eliminated are spread around by vortex turbulence (i.e. the spatial extent of the contrail is increased) and so individual particles are able to access more ambient water vapour and so grow to a larger size, thus slightly increasing their individual contributions to contrail optical depth. Depending on where the balance lies, and depending upon the number of additional contrail particles attributable to increased soot emissions associated with increasing thrust on the non-targeted engines, either the inboard or the outboard engines may be targeted for contrail mitigation. [0076] REGIME D: target contrail mitigation to the outboard engines, in other words, the outboard engines would be the ‘targeted’ engines, while the inboard (‘non-targeted’) engines would be used to make up any thrust deficit associated with reducing efficiency of the ‘targeted’ engines. Again, this choice could be reversed if the increase in soot emissions of the non-targeted engines meant that the rise in optical depth of the non-suppressed contrail(s) outweighs the reduction to zero of the optical depth of the suppressed contrails.

[0077] Step 5:

[0078] Implement (330) the opening of handling bleeds on the targeted engine(s) to the desired extent to achieve the desired efficiency reduction (the desired extent being determined with reference to a pre-populated lookup-table/database, or alternatively by computation on board the aircraft). Any shaft-speed transients which may arise from sudden opening of bleed valves can be mitigated by limiting the rate at which the valves open. This aspect may already be taken account of in existing engine control software. Further adjustments could be made, fine tuning the engine efficiency in response to observations of contrail formation/suppression/property-modification (e.g. by one or more cameras positioned so as to observe in its field of view a region in which contrail formation may occur behind the one or more targeted engines) so as to ensure that engine operating efficiency is as high as possible subject to achieving contrail suppression or a desired extent of contrail property modification.

[0079] Step 6:

[0080] Manage (330) thrust distribution between the targeted and non-targeted engines according to one of the following three options. In the event that, contrail mitigation was attempted on all engines, then the thrust will be distributed evenly between all engines and the following options will not apply. [0081] First thrust distribution option: Make up the entirety of the “missing thrust”—arising from efficiency reduction of the targeted engines—by increasing the fuel-flow rate to the non-targeted engines. [0082] Second thrust distribution option: Alternatively, adjust the fuel-flow rates to both targeted and non-targeted engines such that TET is substantially the same on all engines and the aircraft's total thrust requirement is met. This approach may be necessary in cases where the first thrust distribution option is not feasible due to TET limits on the non-targeted engines. Alternatively, even in cases where TET limits are not likely to be exceeded, this approach may nonetheless be desirable for reasons of minimising the maximum TET experienced by any one engine. [0083] Third thrust distribution option: Alternatively, subject to the requirement to avoid exceeding TET limits, thrust could be further redistributed from the one or more targeted engines towards the non-targeted engines. In comparison with the first thrust distribution option this would involve a reduction of fuel-flow rate to the targeted engines and a further increase to the non-targeted engines.

Then end (332).

[0084] Step 7:

[0085] The handling-bleed setting on the one or more targeted engine, and the thrust distribution between engines, may be reassessed in response to a material change in ambient conditions and/or commanded thrust levels.

[0086] Step 8:

[0087] For safety purposes, contrail mitigation using the method of the present disclosure could be disabled during one or more section of flight such as (i) the landing and take-off cycle, and/or (ii) below a certain altitude such as 10,000 feet or 20,000 feet above sea level, and/or (ii) below a certain altitude such as 5,000 ft above ground level. Contrail mitigation using the method of the present disclosure could further be automatically disabled during periods in which the total commanded thrust level exceeded a pre-determined threshold. For example, contrail mitigation using the method of the present disclosure could be disabled during climb and/or during step climb.

[0088] The method of the disclosure introduces a specific fuel consumption (SFC) penalty when carried out. Not only will the targeted engine(s) operate temporarily at a reduced efficiency level due to the use of handling bleeds (or some other efficiency-reducing measure is used), but, the non-targeted engines may potentially be moved to a slightly less efficient operating condition through a change in their thrust settings. Furthermore, an aircraft will be required to carry additional fuel to a location where the method is carried out, resulting in a further (second-order) fuel-burn penalty. Although measures to mitigate the fuel-burn penalty are presented above, nonetheless it will be appreciated that it is important that the aircraft be loaded prior to flight with an appropriate amount of additional fuel in support of contrail modification.

[0089] Ideally, sufficient additional fuel should be loaded such that an aircraft will be able to take advantage of all cost-effective contrail-modification opportunities that it may encounter during the flight. At the same time, excess additional fuel (i.e. more than would be required) should not be loaded in the interests of minimising total aircraft weight.

[0090] Preferably, expected contrail modification requirements should be estimated or calculated in advance and used to determine an additional fuel requirement for a flight. The calculations will mirror those which take place on board the aircraft, but using forecasts of ambient temperature, pressure and humidity rather than instantaneous measured values.

[0091] Preferably, an additional fuel requirement would be determined on a flight-by-flight basis, since different flights encounter ice-supersaturated air to different extents according to their routes (which can vary from day to day), and the prevailing weather. For example; referring to FIG. 5, a flight on path P does not encounter ice-supersaturated (ISS) air at all (and so in the present disclosure might require no additional fuel for the purposes of contrail modification), a flight on path encounters ISS air for a large proportion of its route, and flight on path R encounters ISS air only briefly.

[0092] In an aircraft of the disclosure in which handling bleed air is used as a means of reducing the efficiencies of engines targeted for contrail mitigation action, preferably bleed air is taken from the output of a compressor because inter-stage bleeds may disadvantageously affect surge lines of the compressor and/or may require modification of a variable inlet guide vane schedule. Use of bleed air taken from the output of a high-pressure compressor of an engine allows a relatively large reduction in engine efficiency per unit mass of air removed from the core cycle of the engine, thus resulting in a relatively low increase in TET. However, handling bleed air taken from the output of a high-pressure compressor has a substantially higher temperature than bleed air taken from a low-pressure compressor, or an intermediate-pressure pressure in a three-shaft engine, which may present handling difficulties. In a three-shaft engine, use of bleed air taken from output of the intermediate compressor of the engine offers a balance between modest TET rise per unit mass of bleed air and ease of handling of the bleed air.

[0093] Bleed air taken from the output of a compressor of an engine may be introduced into the engine's bypass duct. However, advantageously it may be vented in a direction having at least a component in the direction of travel of the aircraft in which the engine is comprised, thus producing a greater reduction in engine operating efficiency per unit mass flow rate of bleed air and limiting the associated rise in TET. The engine's reverse-thrust system may also be deployed to a very small extent to further reduce engine operating efficiency.

[0094] Bleed air taken from the output of a compressor of an engine may be arranged to pass through a conduit arranged for heat-exchange with the bypass air of the engine, thus warming the bypass air and reducing the range of altitudes over which contrails may form. The cooled bleed air may be passed to a cabin of an aircraft comprising the engine to provide cabin environmental control.

[0095] In variants of the example aircraft described above, each gas turbine engine is a turbo-prop engine. In such cases “bypass air” referred to above should be interpreted as air immediately outside a turbo-prop engine.