FOD- The Risk to Engines BAA Global FOD Conference Paul Sixsmith Rolls-Royce

1. FOD- The Risk to EnginesBAA Global FOD ConferencePaul Sixsmith Rolls-Royce ©2010 Rolls-Royce plcThe 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. Rolls-Royce proprietary data

2. FOD – The Risk to Engines Soft body Hard body Volcanic Ash 2 Rolls-Royce proprietary data 9th & 10th November 2010

3. 3 Soft Body FOD - Bird What happens when a Bird enters the engine? Rolls-Royce proprietary data 9th & 10th November 2010

4. Bird Strike is Dangerous - for Birds at least 4 Rolls-Royce proprietary data 9th & 10th November 2010

5. The Science of Slicing – Theory View from above blades Engine travels from right to left Engine rotation such that blades travel down the page Successive blade leading edges will travel along the relative velocity line Thus slices are taken 5 Direction of blade rotation Direction of Relative velocity Direction of Engine travel Rolls-Royce proprietary data 9th & 10th November 2010

6. The Science of Slicing – Practice 6 Rolls-Royce proprietary data 9th & 10th November 2010

7. Bird strike is governed by CS-E 800 and CS-E 540 CS-E 800 states how to carry out testing CS-E 540 states how to interpret the results Tests are mandated in four categories Small, medium, large flocking and large A demonstration of thrust retention for a set period is required after medium and large flocking bird ingestion Safe shut-down is required after large bird ingestion It has been shown that a pass gives an acceptable level of safety in service The rules is regularly reviewed 7 Soft Body FOD – Bird Airworthiness Regulations Rolls-Royce proprietary data 9th & 10th November 2010

8. Hard Body FOD Hard body FOD can potentially cause damage to the Fan blades and Compressor blades 8 Rolls-Royce proprietary data 9th & 10th November 2010

9. Hard Body FOD - Blending 9 Rolls-Royce proprietary data 9th & 10th November 2010

10. The impact of volcanic ash on aircraft engines Why is operation in Volcanic Ash an issue ? Engine OEM’s understanding Safe to fly Ash & Engines Ash tolerant engine? Service Sampling Conclusions 10 Rolls-Royce proprietary data 9th & 10th November 2010

11. Why Is Operation In Volcanic Ash An Issue ? Erodes compressor blades and linings Ash melts in Combustor and deposits in HP Turbine Reduced HPNGV throat area Increased HPC pressure Engine surge Internal cooling airflow blockage Fine particles can get in to oil system and damage transmissions components Pneumatic controls blocked by small particles 11 Heavy HP NGV contamination (BA747, Jarkarta 1982) Rolls-Royce proprietary data 9th & 10th November 2010

12. The Safe to Fly – Chart: 17th May 2010 No flight at concentration bigger than this 12 Key KLM 867 BA9 Normal field operation in dusty environment (Cairo, Riyadh etc) BA Dornier DLR Germany GE Earth Mix Calspan Tests Met Office Model Uncertainty (±1.5 orders) 2x10-4 2x10-3 Rolls-Royce proprietary data 9th & 10th November 2010

13. Service Sampling RR have inspected over 350 individual engines On-wing borescope / visual inspections Off-wing component analysis Targeted sampling based on potential exposure to ash Utilising novel EHM & Operational modelling techniques Nil findings Off-wing sampling & analysis will continue throughout 2010 13 Rolls-Royce proprietary data 9th & 10th November 2010

14. Ash tolerant engine? R-R large engine fuel burn has improved ~20% in the last 20 yrs Emissions significantly reduced in the last 20yrs Improvement from: Reduced core engine size Higher pressure ratios Increased Turbine Entry Temperatures Modifications to reduce susceptibility to volcanic ash would have a negative environmental impact. Increased fuel burn Increased emissions 14 Rolls-Royce proprietary data 9th & 10th November 2010

15. Conclusions Analysis based on ‘actual’ ash density Actual ash concentration for safe operation 2x10–3g/m3 Engine OEM’s do not support flight in visible ash Probabilistic risk assessment supports this value Extensive service sampling has provided evidence that RR products were not exposed to predicted ash concentrations Designing an engine to be more tolerant to volcanic ash would increase fuel consumption and emissions 15 Rolls-Royce proprietary data 9th & 10th November 2010

16. Conclusions Analysis based on ‘actual’ ash density Actual ash concentration for safe operation 2x10–3g/m3 Engine OEM’s do not support flight in visible ash Probabilistic risk assessment supports this value Extensive service sampling has provided evidence that RR products were not exposed to predicted ash concentrations Designing an engine to be more tolerant to volcanic ash would increase fuel consumption and emissions 16 Rolls-Royce proprietary data 9th & 10th November 2010

17. Conclusions Analysis based on ‘actual’ ash density Actual ash concentration for safe operation 2x10–3g/m3 Engine OEM’s do not support flight in visible ash Probabilistic risk assessment supports this value Extensive service sampling has provided evidence that RR products were not exposed to predicted ash concentrations Designing an engine to be more tolerant to volcanic ash would increase fuel consumption and emissions 17 Rolls-Royce proprietary data 9th & 10th November 2010