System and method for operating a multi-engine aircraft
In an asymmetric operating regime, a first engine is operating in an active mode to provide motive power to an aircraft while a second engine is operating in a standby mode and de-clutched from a gearbox of the aircraft. In response to an emergency exit request, the second engine's speed is increased, at a maximum permissible rate, to a re-clutching speed while increasing the first engine's power output at a maximum permissible rate. When the re-clutching speed is reached, the second engine's power output is increased at a maximum permissible rate. In response to a normal exit request, the second engine's speed is increased to the re-clutching speed at a rate lower than the maximum permissible rate. When the re-clutching speed is reached, the second engine's power output is increased at a rate lower than the maximum permissible rate.
1. A method for operating an aircraft having two or more engines, the method comprising:
operating the aircraft in an asymmetric operating regime in which a first one of the two or more engines is operating in an active mode to provide motive power to the aircraft while a second one of the two or more engines is operating in a standby mode in which the second engine is de-clutched from a gearbox of the aircraft;
receiving one of:
an emergency exit request, and
a normal exit request;
in response to the emergency exit request,
increasing a rotational speed of the second engine, at a maximum permissible speed rate of change associated with the second engine, to a re-clutching speed to re-clutch the second engine to the gearbox while increasing a power output of the first engine at a first maximum permissible power rate of change associated with the first engine, and
when the rotational speed of the second engine reaches the re-clutching speed, increasing a power output of the second engine at a second maximum permissible power rate of change associated with the second engine; and
in response to the normal exit request,
increasing the rotational speed of the second engine to the re-clutching speed at a speed rate of change lower than the maximum permissible speed rate of change associated with the second engine, and
when the rotational speed of the second engine reaches the re-clutching speed, increasing the power output of the second engine at a first power rate of change, the first power rate of change being lower than the second maximum permissible power rate of change associated with the second engine.
2. The method of claim 1 , wherein the receiving the normal exit request comprises receiving a pilot-commanded request to exit the asymmetric operating regime, and the receiving the emergency exit request comprises receiving a system-commanded request to exit the asymmetric operating regime.
3. The method of claim 1 , further comprising, when the rotational speed of the second engine reaches the re-clutching speed, decreasing the power output of the first engine to compensate for the increasing of the power output of the second engine.
4. The method of claim 3 , wherein, when the rotational speed of the second engine reaches the re-clutching speed, the power output of the second engine is increased towards a first power level and the power output of the first engine is decreased towards a second power level, a sum of the first power level and the second power level equal to the current power demand of the aircraft.
5. The method of claim 4 , wherein, in response to the normal exit request, the increasing the power output of the second engine and the decreasing the power output of the first engine comprise:
increasing the power output of the second engine to at least one first intermediate power level and decreasing the power output of the first engine to at least one second intermediate power level greater than the at least one first intermediate power level, a sum of the at least one first intermediate power level and the at least one second intermediate power level equal to the current power demand; and
after a predetermined time period has elapsed, increasing the power output of the second engine from the at least one first intermediate power level to the first power level and decreasing the power output of the first engine from the at least one second intermediate power level to the second power level.
6. The method of claim 4 , wherein, in response to the normal exit request, the increasing the power output of the second engine and the decreasing the power output of the first engine are performed continuously.
7. The method of claim 1 , wherein, in response to the normal exit request, the rotational speed of the second engine is increased to the re-clutching speed at the speed rate of change while increasing the power output of the first engine at a second power rate of change lower than the first maximum permissible power rate of change associated with the first engine.
8. The method of claim 1 , wherein the increasing the rotational speed of the second engine to the re-clutching speed comprises:
increasing the rotational speed of the second engine to a first speed lower than the re-clutching speed; and
a predetermined time period after the rotational speed of the second engine has reached the first speed, increasing the rotational speed of the second engine to the re-clutching speed.
9. The method of claim 1 , wherein, in response to the emergency exit request or the normal exit request, the rotational speed of the second engine is increased from a non-zero speed to the re-clutching speed.
10. The method of claim 1 , wherein the second engine is shutdown when operated in the standby mode, and further wherein, in response to the emergency exit request or the normal exit request, the rotational speed of the second engine is increased from zero speed to the re-clutching speed.
11. A system for operating an aircraft having two or more engines, the system comprising:
a processing unit; and
a non-transitory storage medium having stored thereon program code executable by the processing unit for:
operating the aircraft in an asymmetric operating regime in which a first one of the two or more engines is operating in an active mode to provide motive power to the aircraft while a second one of the two or more engines is operating in a standby mode in which the second engine is de-clutched from a gearbox of the aircraft; and
receiving one of:
an emergency exit request, and
a normal exit request;
in response to the emergency exit request,
increasing a rotational speed of the second engine, at a first maximum permissible speed rate of change associated with the second engine, to a re-clutching speed to re-clutch the second engine to the gearbox while increasing a power output of the first engine at a first maximum permissible power rate of change associated with the first engine, and
when the rotational speed of the second engine reaches the re-clutching speed, increasing a power output of the second engine at a second maximum permissible power rate of change associated with the second engine; and
in response to the normal exit request,
increasing the rotational speed of the second engine to the re-clutching speed at a speed rate of change lower than the maximum permissible speed rate of change associated with the second engine, and
when the rotational speed of the second engine reaches the re-clutching speed, increasing the power output of the second engine at a first power rate of change, the first power rate of change being lower than the second maximum permissible power rate of change associated with the second engine.
12. The system of claim 11 , wherein the program code is executable by the processing unit for receiving the normal exit request comprising receiving a pilot-commanded request to exit the asymmetric operating regime, and for receiving the emergency exit request comprising receiving a system-commanded request to exit the asymmetric operating regime.
13. The system of claim 11 , wherein the program code is executable by the processing unit for, when the rotational speed of the second engine reaches the re-clutching speed, decreasing the power output of the first engine to compensate for the increasing of the power output of the second engine.
14. The system of claim 13 , wherein, when the rotational speed of the second engine reaches the re-clutching speed, the program code is executable by the processing unit for increasing the power output of the second engine towards a first power level and decreasing the power output of the first engine towards a second power level, a sum of the first power level and the second power level equal to the current power demand of the aircraft.
15. The system of claim 14 , wherein the program code is executable by the processing unit for, in response to the normal exit request, increasing the power output of the second engine and decreasing the power output of the first engine by:
increasing the power output of the second engine to at least one first intermediate power level and decreasing the power output of the first engine to at least one second intermediate power level greater than the at least one first intermediate power level, a sum of the at least one first intermediate power level and the at least one second intermediate power level equal to the current power demand; and
after a predetermined time period has elapsed, increasing the power output of the second engine from the at least one first intermediate power level to the first power level and decreasing the power output of the first engine from the at least one second intermediate power level to the second power level.
16. The system of claim 14 , wherein the program code is executable by the processing unit for, in response to the normal exit request, increasing the power output of the second engine and decreasing the power output of the first engine continuously.
17. The system of claim 11 , wherein the program code is executable by the processing unit for, in response to the normal exit request, increasing the rotational speed of the second engine to the re-clutching speed at the speed rate of change while increasing the power output of the first engine at a second power rate of change lower than the first maximum permissible power rate of change associated with the first engine.
18. The system of claim 11 , wherein the program code is executable by the processing unit for increasing the rotational speed of the second engine to the re-clutching speed by:
increasing the rotational speed of the second engine to a first speed level lower than the re-clutching speed; and
a predetermined time period after the rotational speed of the second engine has reached the first speed, increasing the rotational speed of the second engine to the re-clutching speed.
19. The system of claim 11 , wherein the program code is executable by the processing unit for, in response to the emergency exit request or the normal exit request, increasing the rotational speed of the second engine from a non-zero speed to the re-clutching speed.
20. The system of claim 11 , wherein the second engine is shutdown when operated in the standby mode, and further wherein the program code is executable by the processing unit for, in response to the emergency exit request or the normal exit request, increasing the rotational speed of the second engine from a zero speed level to the re-clutching speed.