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<p>In this paper, we present an analysis of the effect of engine design modifications and operating point adaptation mechanisms on the conditions in the engine exhaust plume, with a focus on contrail formation which is evaluated using the Schmidt-Appleman criterion. Our goal is to find ways to prevent contrail formation and thus reduce the climate impact of aviation. We use the gas turbine performance software GasTurb to model an aircraft engine of a contemporary short- to medium-range aircraft. We then examine several operating point adaption mechanisms with regard to their influence on the exhaust conditions and the resulting mixing line in the Schmidt-Appleman diagram. These are the bypass and core nozzle areas, high- and low-pressure turbine capacities, a handling bleed, and a high-pressure bleed. The main influence on the mixing line in the Schmidt-Appleman diagram is the change in exhaust jet temperature and its water content, which is affected by the fuel flow resulting from the engine’s operating point and efficiency. All measures are evaluated based on the shift in the critical altitude of contrail formation, with a minimum increase of 450&#xa0;m in cruise flight conditions deemed necessary for any effective measure. We find that it is possible to reduce contrail formation. However, the critical altitude gains are only 57&#xa0;m to 206&#xa0;m for all measures investigated, which is insufficient to avoid contrail formation in practice, as calculated using the Schmidt-Appleman criterion. The measures also significantly increase specific fuel consumption, with more effective measures leading to higher increases of up to 35 %. Given the results presented, we find that engine operating point adaptations as examined in this paper are not suitable for contrail reduction due to their low effectiveness and significant increase in fuel consumption. More fundamental design changes, such as engine cycle adaptations or the use of hydrogen as a fuel, may offer greater potential for contrail reduction.</p>

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Reducing contrail formation by engine design and operating point adaptation of aircraft engines

  • 期刊论文

  • 出版模式：

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  • 发表日期：

    2025年9月8日

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  • Julian Callard,
  • Christian Klumpp,
  • Daniel Weintraub,
  • Stefan Henninger,
  • Peter Jeschke

摘要

In this paper, we present an analysis of the effect of engine design modifications and operating point adaptation mechanisms on the conditions in the engine exhaust plume, with a focus on contrail formation which is evaluated using the Schmidt-Appleman criterion. Our goal is to find ways to prevent contrail formation and thus reduce the climate impact of aviation. We use the gas turbine performance software GasTurb to model an aircraft engine of a contemporary short- to medium-range aircraft. We then examine several operating point adaption mechanisms with regard to their influence on the exhaust conditions and the resulting mixing line in the Schmidt-Appleman diagram. These are the bypass and core nozzle areas, high- and low-pressure turbine capacities, a handling bleed, and a high-pressure bleed. The main influence on the mixing line in the Schmidt-Appleman diagram is the change in exhaust jet temperature and its water content, which is affected by the fuel flow resulting from the engine’s operating point and efficiency. All measures are evaluated based on the shift in the critical altitude of contrail formation, with a minimum increase of 450 m in cruise flight conditions deemed necessary for any effective measure. We find that it is possible to reduce contrail formation. However, the critical altitude gains are only 57 m to 206 m for all measures investigated, which is insufficient to avoid contrail formation in practice, as calculated using the Schmidt-Appleman criterion. The measures also significantly increase specific fuel consumption, with more effective measures leading to higher increases of up to 35 %. Given the results presented, we find that engine operating point adaptations as examined in this paper are not suitable for contrail reduction due to their low effectiveness and significant increase in fuel consumption. More fundamental design changes, such as engine cycle adaptations or the use of hydrogen as a fuel, may offer greater potential for contrail reduction.