METHOD, SYSTEM, AND APPARATUS FOR REDUCING A TURBINE CLEARANCE
A method for reducing a turbine clearance between a plurality of rotor blades of a turbine engine and a shroud of the turbine engine is provided. Said method includes determining, with a flight operation controller, that an airplane is in a first flight condition, wherein the first flight condition is associated with a first turbine clearance and a first engine responsiveness level, determining, with the flight operation controller, that the airplane is in a second flight condition, adjusting an engine responsiveness level from the first engine responsiveness level to a second engine responsiveness level based on determining the airplane is in the second flight condition, and adjusting the turbine clearance from the first turbine clearance to a second turbine clearance based on the engine responsiveness level.
1 . A method for reducing a turbine clearance between a plurality of rotor blades of a turbine engine and a shroud of the turbine engine, said method comprising:
determining, with a flight operation controller, that an airplane is in a first flight condition, wherein the first flight condition is associated with a first turbine clearance and a first engine responsiveness level;
determining, with the flight operation controller, that the airplane is in a second flight condition;
adjusting an engine responsiveness level from the first engine responsiveness level to a second engine responsiveness level based on determining the airplane is in the second flight condition; and
adjusting the turbine clearance from the first turbine clearance to a second turbine clearance based on the engine responsiveness level.
2 . A method in accordance with claim 1 , wherein determining that the airplane is in a second flight condition includes determining the airplane is in a steady-state cruise condition.
3 . A method in accordance with claim 1 , wherein the flight operation controller comprises at least one of a flight control system, a flight management system, and a full authority digital engine control.
4 . A method in accordance with claim 1 , wherein determining that the airplane is in a second flight condition comprises analyzing at least one of a planned flight path of the airplane, historical flight conditions on previous flights of the same or similar route, and a weather forecast associated with the planned flight path.
5 . A method in accordance with claim 1 , wherein adjusting the engine responsiveness level from the first engine responsiveness level to the second engine responsiveness level comprises limiting engine acceleration in response to a throttle increase.
6 . A method in accordance with claim 5 , wherein said method further comprises adjusting the engine responsiveness level to a third engine responsiveness level based on determining that at least one of an altitude of the airplane is less than a threshold altitude, an auto-throttle is disengaged; variations in throttle movement are greater than a predetermined amount, the altitude of the aircraft has changed by greater than a threshold amount; a rotor speed has dropped below a predefined value; and a throttle resolver angle is above a climb setting or below a cruise setting.
7 . A method in accordance with claim 1 , wherein adjusting an engine responsiveness level includes adjusting the engine responsiveness level based on a first ramp time associated with a step-climb headroom associated with a first stage of the turbine engine.
8 . A clearance control system for reducing a turbine clearance between a plurality of blades of a turbine engine and a shroud of the turbine engine, said clearance control system comprising a flight operation controller configured to:
determine that an airplane is in a first flight condition, wherein the first flight condition is associated with a first turbine clearance and a first engine responsiveness level;
determine that the airplane is in a second flight condition;
adjust an engine responsiveness level from the first engine responsiveness level to a second engine responsiveness level based on the determination that the airplane is in the second flight condition; and
adjust the turbine clearance from the first turbine clearance to a second turbine clearance based on the engine responsiveness level.
9 . A system in accordance with claim 8 , wherein the second flight condition is a steady-state cruise condition.
10 . A system in accordance with claim 8 , wherein the flight operation controller comprises at least one of a flight control system, a flight management system, and a full authority digital engine control.
11 . A system in accordance with claim 8 , wherein flight operation controller is further configured to analyze at least one of a planned flight path of the airplane, historical flight conditions on previous flights of the same or similar route, and a weather forecast associated with the planned flight path to determine the airplane is in the second flight condition.
12 . A system in accordance with claim 8 , wherein the second engine responsiveness level limits engine acceleration in response to a throttle increase.
13 . A system in accordance with claim 12 , wherein the flight operation controller is further configured to adjust the engine responsiveness level to a third engine responsiveness level based on the determination that at least one of an altitude of the airplane is less than a threshold altitude, an auto-throttle is disengaged; variations in throttle movement are greater than a predetermined amount, the altitude of the aircraft has changed by greater than a threshold amount; a rotor speed has dropped below a predefined value; and a throttle resolver angle is above a climb setting or below a cruise setting.
14 . A system in accordance with claim 8 , wherein the second engine responsiveness level is based on a first ramp time associated with a step-climb headroom associated with a first stage of the turbine engine.
15 . An airplane comprising:
a plurality of turbine engines; and
a clearance control system for reducing a turbine clearance between a plurality of blades and a shroud of at least one of the plurality of turbine engines, the clearance control system comprising a flight operation controller configured to:
determine that the airplane is in a first flight condition, wherein the first flight condition is associated with a first turbine clearance and a first engine responsiveness level;
determine that the airplane is in a second flight condition;
adjust an engine responsiveness level from the first engine responsiveness level to a second engine responsiveness level based on the determination that the airplane is in the second flight condition; and
adjust the turbine clearance from the first turbine clearance to a second turbine clearance based on the engine responsiveness level.
16 . An airplane in accordance with claim 15 , wherein the second flight condition is a steady-state cruise condition.
17 . An airplane in accordance with claim 15 , wherein flight operation controller is further configured to analyze at least one of a planned flight path of the airplane, historical flight conditions on previous flights of the same or similar route, and a weather forecast associated with the planned flight path to determine the airplane is in the second flight condition.
18 . An airplane in accordance with claim 15 , wherein the second engine responsiveness level limits engine acceleration in response to a throttle increase.
19 . An airplane in accordance with claim 18 , wherein the flight operation controller is further configured to adjust the engine responsiveness level to a third engine responsiveness level based on the determination that at least one of an altitude of the airplane is less than a threshold altitude, an auto-throttle is disengaged; variations in throttle movement are greater than a predetermined amount, the altitude of the aircraft has changed by greater than a threshold amount; a rotor speed has dropped below a predefined value; and a throttle resolver angle is above a climb setting or below a cruise setting.
20 . An airplane in accordance with claim 15 , wherein the second engine responsiveness level is based on a first ramp time associated with a step-climb headroom associated with a first stage of the turbine engine.