System and method for tracking aircraft fuel usage and emissions

Abstract

A system and method of determining emissions of an aircraft having a turbine engine for a flight mission includes receiving a control data input. The control data input may accept a quality check and then be planned to different power levels to complete a flight mission. Planning of different power levels may accept another quality check. The system and method generates an emissions index based on control data inputs planned to different power levels, the emissions index representing emissions to complete a flight mission.

Description

[0001] Cross - Reference to Related Applications

[0002] This application claims priority and the benefit of U.S. Patent Application No. 18 / 429,982, filed on February 1, 2024, currently pending before the United States Patent and Trademark Office, the entire content of which is incorporated herein by reference. Technical Field

[0003] The subject matter generally relates to systems and methods for determining and estimating aircraft emissions for an aircraft, an engine, or a fleet of aircraft to complete one or more flight missions. Background Art

[0004] A turbofan engine for powering an aircraft typically includes an engine core having a compressor section, a combustor section, and a turbine section in a serial flow arrangement. In a bypass turbofan engine, a fan section may be disposed upstream of the compressor section. The compressor section compresses air that is directed to the combustor section, where the air is mixed with fuel and then the mixture is ignited in the combustor section to generate hot combustion gases. The combustion gases are directed to the turbine section, which extracts energy from the combustion gases for powering the compressor section and for producing useful work to propel the aircraft in flight or to power a load (such as a generator). The combustion of fuel produces emissions. Brief Description of the Drawings

[0005] A complete and enabling disclosure of the present disclosure, including the best mode thereof, for the ordinary skill in the art, is set forth in the specification, which makes reference to the accompanying drawings, in which:

[0006] Figure 1 is a schematic diagram of a system for communicating with a network and an aircraft according to aspects of the present disclosure.

[0007] Figure 2 is a schematic diagram of a system for determining Figure 1 the emission index of an aircraft according to aspects of the present disclosure.

[0008] Figure 3 is a schematic diagram of a ground implementation of the emission index of a system according to aspects of the present disclosure Figure 2 according to aspects of the present disclosure.

[0009] Figure 4 is a schematic diagram of an airborne implementation of the emission index of a system according to aspects of the present disclosure Figure 2 according to aspects of the present disclosure.

[0010] Figure 5 is a flowchart showing a method for determining the emissions of an aircraft having a turbofan engine for completing a flight mission according to aspects of the present disclosure. Detailed Description

[0011] Reference will now be made in detail to the present embodiments of the disclosure, one or more examples of which are illustrated in the accompanying drawings. The detailed description uses numerical and alphabetical designations to refer to features in the drawings. Similar or like designations in the drawings and description have been used to refer to similar or like parts of the disclosure. Although the aspects described herein relate to aircraft and aircraft turbine engine embodiments, it should be appreciated that, in non-limiting examples, these aspects may be applied to non-aircraft environments, such as ground-based, marine, or land systems, engines, or fuels. For example, while this description is directed to system architectures in aircraft, aspects of the disclosure may also be applied to non-aircraft embodiments, such as land, water, or other fuel-driven systems. It should be understood that the aspects shown in the disclosure are only one non-limiting example of an aircraft, and the disclosure also contemplates many other possible aspects and configurations in addition to the aspects and configurations shown. Similarly, while the discussion is generally directed to a single aircraft, it should be understood that these aspects may be applied across a fleet of multiple aircraft and need not be specific to a single aircraft embodiment.

[0012] Aspects of the disclosure generally relate to systems and methods for estimating emissions based on engine cycle models and service data. The method generates emission estimates as emission indices for a single flight, multiple flights, or a fleet of one or more aircraft, and may calculate emissions including, but not limited to, nitrogen oxides (NOx), carbon monoxide (CO), unburned hydrocarbons (UHC), non-volatile particulate emissions (nvPM), and carbon dioxide (CO2). The system and method may utilize data inputs during engine takeoff to customize emission estimates for the engine's degradation level as well as other flight mission or aircraft data. As the engine ages and the flight time in use increases, the engine naturally degrades, which affects emissions, such as increasing emissions over time. Using this data, the system and method may estimate the total fuel expected to be consumed during a flight and provide an estimate of the total emissions as an emission index. The system and method may be incorporated on the aircraft, within a ground system in communication with the aircraft, both, or via communication between the two.

[0013] As used herein, the word "exemplary" means "serving as an example, instance, or illustration". Any embodiment described herein as "exemplary" is not necessarily to be construed as superior to or better than other embodiments. Additionally, unless otherwise explicitly stated, all embodiments described herein should be considered exemplary.

[0014] As used herein, a "group" or a group of elements may include any number of the said elements, including one. Unless the context clearly dictates otherwise, the singular forms "a", "an", and "the" include plural references.

[0015] Additionally, as used herein, a "controller" can include components configured or adapted to provide instructions, control, operation, or any form of communication to an operable component to affect its operation. A controller can include any known processor, microcontroller, or logic device, including but not limited to: field-programmable gate arrays (FPGAs), application-specific integrated circuits (ASICs), full-authority digital engine controls (FADECs), proportional controllers (P), proportional-integral controllers (PI), proportional-derivative controllers (PD), proportional-integral-derivative controllers (PID controllers), hardware acceleration logic controllers (e.g., for encoding, decoding, transcoding, etc.), or the like, or combinations thereof. Non-limiting examples of controllers can be configured or adapted to run, operate, or otherwise execute program code to affect an operation or functional result, including performing various methods, functions, processing tasks, calculations, comparisons, sensed or measured values, etc., to enable or implement the technical operations or operations described herein. The operation or functional result can be based on one or more inputs, stored data values, sensed or measured values, true or false indications, etc. Although "program code" is described, non-limiting examples of sets of operable or executable instructions can include routines, programs, objects, components, data structures, algorithms, etc. having a technical effect of performing a task or implementing an abstract data type. In another non-limiting example, the controller can also include a data storage component accessible by a processor, including memory, whether transient, volatile memory, or non-transient or non-volatile memory.

[0016] Additional non-limiting examples of memory can include random access memory (RAM), read-only memory (ROM), flash memory, or one or more different types of portable electronic memory, such as disks, DVDs, CD-ROMs, flash drives, universal serial bus (USB) drives, etc., or any suitable combination of these types of memory. In one example, the program code can be stored in the memory in a machine-readable format accessible by the processor. Additionally, the memory can store various data, data types, sensed or measured data values, inputs, data generated or processed, etc. accessible by the processor when providing instructions, control, or operation to affect a function or operable result, as described herein. In another non-limiting example, the controller can compare a first value with a second value and operate or control the operation of additional components based on the satisfaction of the comparison. For example, when a sensed, measured, or provided value is compared with another value (including a stored or predetermined value), the satisfaction of the comparison can result in an action, function, or operation controllable by the controller. It should be understood that such a determination can be easily changed to be satisfied by a positive / negative comparison or a true / false comparison. Example comparisons can include comparing a sensed or measured value with a threshold or threshold range.

[0017] The standard practice for determining emissions is to determine the fuel usage relative to the standard emission value per volume or mass of such fuel used. The determination of emissions (such as emissions for certification) is based on measurements typically made on a test engine under original conditions. These measurements fail to account for emissions variations over the entire life of the engine or aircraft and are based only on the mass or volume of fuel used relative to the test engine baseline. Additionally, these measurements fail to account for differences in emissions variations between power levels over the entire life of the engine or aircraft.

[0018] Based on a flight mission that includes flight distance and flight path, the expected fuel usage can be determined. Emissions can be estimated based on standard emissions per volume or mass, as determined by the expected fuel usage to complete the flight mission, such as the mass or volume of fuel used multiplied by time or distance. However, this fails to account for engine degradation and also fails to account for engine-specific emissions variations over time. Additionally, during different power levels of engine operation or when engine degradation affects emissions at different power levels, the standard practice fails to account for the different emission levels being emitted, where different power levels may result in values of mass or volume of emissions per unit of fuel that are different from other engine power levels. Therefore, a more intuitive solution is needed that can better account for emissions specific to the engine, aircraft, aircraft fleet, or flight mission and can present this information to pilots, operators, ground communications, airlines, consumers, or retailers, especially in real time.

[0019] The practice of the subject matter of the present disclosure is carried out in such a way that systems and methods are designed to be suitable for use with existing systems and infrastructure while improving the accuracy of determining emissions and related costs for fuel usage of an aircraft, engine, fuel, or flight mission. The disclosure herein includes systems for determining, evaluating, or outputting an emission index customized for an aircraft and a flight mission. The emission index can be presented to aircraft operators, airlines, enterprises, air traffic control, or other entities that can utilize emission estimates. Such an emission index can be used to determine and manage emissions during flight and to balance emissions with contrails. Additionally, the present disclosure can be used to identify problems with an engine, such as unexpected or unanticipated operation or lack of operation, via the emission index.

[0020] Figure 1System 10 is schematically shown, which includes an aircraft 20, a ground station 14, a fuel storage device 16, and a database 18 that are interconnected or otherwise communicate with each other via a network 12. The aircraft 20 may include one or more engines 22, such as turbine engines. The aircraft 20 may also include an avionics system 24 (such as FADEC) for operating and electronically communicating between the systems and components of the aircraft 20, including the engine 22 and the display 26. The avionics system 24 may be communicatively and / or operably coupled to the engine 22 to measure the engine 22, such as fuel consumption, power level, cycle speed, or temperature in a non-limiting example. The avionics system 24 can be used to measure or record flight information (such as engine speed, engine power level, fuel consumption, or engine cycle in a non-limiting example), as well as flight-specific information (such as flight path, flight distance, weather, flight speed, or other environmental factors in additional non-limiting examples). During operation, fuel is burned to drive the engine 22 to produce emissions 28. Non-limiting examples of the emissions 28 may include nitrogen oxides (NOx), carbon monoxide (CO), unburned hydrocarbons (UHC), non-volatile particulate emissions (NVPM), and carbon dioxide (CO2).

[0021] The database 18 may be communicatively coupled to the aircraft 20 and the avionics system 24 via the network 12. The network 12 can communicate data or information between the systems 10 in real time or upon request. The data or information can be shared and communicated between multiple aircraft 20 (such as between fleets of aircraft 20), as well as with the ground station 14 or air traffic control that manages such fleets. Although the database 18 is shown as a physical structure, it should be understood that the database 18 can be included on any part of the network 12, such as stored on the avionics system 24 of the aircraft 20 or the ground station 14 in a non-limiting example. In a non-limiting example, the ground station 14 may include an airport, a control tower, or air traffic control. Additionally or alternatively, in a non-limiting example, the ground station 14 may include a fuel station, an aircraft hanger for storage, maintenance, or inspection, or a central hub. The network 12, the database 18, and the ground station 14 can send real-time information to or receive real-time information from the aircraft 20 for real-time fuel use and emissions determination during flight.

[0022] The ground station 14, the fuel storage device 16, the aircraft 20, the database 18, and any other aspects connected to the network 12 may include a controller, a memory, and a processor, which can be used to receive, send, interpret, or otherwise use the information or measurements of the system 10. In a non-limiting example, the database 18 can be stored on a memory included in another aspect connected to the network 12 (such as at the ground station 14 or on the aircraft 20).

[0023] Reference Figure 2 , a system 50 that may include an emissions monitoring and estimation system is configured as a tool 52 for evaluating or determining emissions or fuel usage in order to output an emissions index and to operate a turbine engine 22 or complete a flight mission based on the output emissions index. The system 50 may be integrated into or incorporated into any aspect of the network 12( Figure 1 ), such as being integrated into or incorporated into the aircraft 20 or the ground station 14. The emissions index may represent the mass or volume of emissions of a flight mission or the emissions (mass or volume) per unit of fuel used during engine operation of a flight mission. For example, particulate pollutants may be measured by weight, while gaseous pollutants may be measured based on weight or volume. In another example, the emissions index may be expressed as grams of pollutants per unit distance traveled by the aircraft 20. In yet another example, the emissions index may be expressed as a carbon cost, measuring the amount of carbon emitted due to fuel use by the engine 22 or the aircraft 20, and the emissions index may also represent a carbon footprint, expressed as the mass of carbon dioxide emitted per unit time, per unit of fuel, or per unit distance. In yet another example, the emissions index may determine carbon intensity. It should be understood that the emissions index or carbon intensity need not be limited to carbon and may be a measurement of any or different types of emissions (including but not limited to carbon, carbon monoxide, carbon dioxide, methane, nitrous oxide, hydrofluorocarbons, perfluorocarbons, fluorinated emissions, or other greenhouse gases in the non-limiting examples). Additionally, the emissions index may be expressed as a combination of two or more emissions, types, intensities, footprints, or other emissions measurements or types.

[0024] In this manner, it should be understood that the system 50 may provide an emissions index for determining the aircraft 20( Figure 1 ), the engine 22( Figure 1 ), the fuel, the fuel mixture, or the fuel type, or a flight mission. A flight mission may include details or instructions for completing a flight from a departure airport to an arrival airport, as well as pre-flight and post-flight requirements for considering the completion of the flight mission. In non-limiting examples, additional details of a flight mission may include aircraft type, engine type, weather, travel path, altitude, departure airport, arrival airport, engine power level, and the expected time of engine operation at each power level, aircraft weight, and engine temperature. Thus, the emissions index may describe the purchase and / or use in the aircraft 20( Figure 1 ), the engine 22( Figure 1) or either or both of the monetary or pollutant value of the fuel used within its fleet. In one example, where the emission index represents a plurality of aircraft 20 or a fleet of aircraft 20, the emission index can represent the sum of individual emission indices in total so as to represent emissions from the entire fleet of aircraft 20. The system 50 can utilize the emission index to determine the emission value or emission cost of the fuel used, taking into account the specific circumstances of each aircraft 20 or engine 22, and can be accomplished in real time.

[0025] The system 50 can be controllably implemented or realized by a controller 54 having a processor 56 and a memory 58. The functions described herein can be implemented or realized at least in part by the controller 54. In one non-limiting example, the controller 54 can include the system 50 or can be incorporated into the system 50 as described herein. For example, the controller 54 can be incorporated as part of the avionics system 24 on an aircraft 20( Figure 1 ) or can be incorporated into the system 50 incorporated into a ground station 14( Figure 1 ). In one example, the controller 54 can include a non-transitory medium storing programming instructions for operating the system 50. In non-limiting examples, the operation of an aircraft, an avionics system, or a turbine engine can be accomplished with a non-transitory medium for determining the emission index.

[0026] For example, the system 50 provides measurements or decisions to determine the emission index and can provide decisions related to an entire fleet or multiple aircraft 20 having a common fuel or flight mission. Such as during a flight mission on an aircraft 20( Figure 1 ), the controller 54 can make such measurements or decisions in real time. In another example, the controller 54 can make such a determination at a ground station 14 that receives flight data from the aircraft 20 after completion of a flight mission, such as after completion of a flight mission. The system 50 can be in the form of a program or software, such as provided on the controller 54 for storing and executing such a program or software. In non-limiting examples, the system 50 can be used by governments, airlines, fuel companies, and enterprises to closely monitor or manage emissions and to evaluate the economy or feasibility of adopting different fuels, flight missions, engines 22, or aircraft 20. Additionally, the system 50 can allow the determination or projection of the cost of such use or purchase based on the expected emissions of the fuel used or purchased. The system 50 can be used to enable enterprises or organizations to easily determine or predict the emission cost, carbon footprint, or its monetary cost associated with a single fuel, engine 22, aircraft 20, fleet, or flight mission, while taking into account multiple simultaneous flights across a fleet of multiple aircraft 20 in real time.

[0027] System 50 may include programming or instructions, such as within controller 54, that may be configured to receive control data input 60, configured to perform input data quality check 62, configured to perform performance correction 64, configured to perform planning for different power levels 66, and configured to perform data quality check 68. System 50 may be configured to determine and output an emissions index 70 based on control data input 60, input data quality check 62, performance correction 64, planning for different power levels 66, and data quality check 68.

[0028] In a non-limiting example, control data input 60 may be data related to aircraft 20, such as weight; data related to engine 22, such as power level, fuel use, fuel type, engine age, cycle speed or level; or data related to a flight mission, such as flight distance, flight time, flight speed, flight area, projected fuel use, fuel type or flight altitude. In one non-limiting example, at least some of control data input 60 may be obtained from an aircraft communications addressing and reporting system (ACARS), which may be provided to aircraft 20 ( Figure 1 ) or ground station 14 ( Figure 1 ), or provided from aircraft 20 ( Figure 1 ) or ground station 14 ( Figure 1 ), such as engine 22 ( Figure 1) or the revenue, service flight data, or other historical data of the aircraft 20. The service flight data may include data or information related to the engine 22 or the aircraft 20, such as fuel consumption rate, emission mass or volume, engine cycle speed, engine power level, engine temperature, altitude, flight path, information related to the flight mission, or other suitable historical data or information that can be determined from the engine 22 or the aircraft 20. The information related to the flight mission may include geographical or environmental information, such as local temperature, or dust, sand, or debris levels. Such information may be determined in real time by the system 50, such as on the aircraft 20, and compared with predicted values to update the model providing the control data input 60. In an additional non-limiting example, the control data input 60 may include continuous engine operation data (CEOD), which is measured and recorded continuously during flight and may be measured and used in real time. This historical data may be used as the control data input 60 to the controller 54 to represent the degradation condition of the engine 22 caused by previous usage (such as age, flight time, or other cycle information), and to determine the trend of the expected change or degradation over time. In a non-limiting example, the controller 54 may utilize this data to determine the type and amount of emissions, including but not limited to nitrous oxide (NOx) or other nitrogen oxides or dinitrogen monoxide, non-volatile particulate matter (nvPM), carbon monoxide (CO) or other carbon oxides, or unburned hydrocarbons (UHC), which are released on a mass or volume basis relative to fuel use. In a non-limiting example, additional control data inputs 60 may include flight mission, flight altitude, flight Mach number, ambient temperature, local weather information, fuel flow, compressor discharge temperature, fan speed, compressor exhaust ratio, and / or compressor discharge pressure. Additionally, in a non-limiting example, the control data input 60 may include inputs recorded during flight and during the pre-flight, post-flight, or prediction of the flight mission. For example, such control data inputs 60 may include real-time fuel use, engine temperature, engine power level, engine cycle speed, or other data related to the flight mission when the flight occurs.

[0029] The controller 54 can be configured to perform an input data quality check 62, which can include reviewing the control data input 60 to ensure quality and accuracy. The control data input 60 can be compared with stored data, historical data, or other threshold information related to the operation of the engine 22, the aircraft 20, or the flight mission, such that the control data input 60 is within an acceptable expected range or threshold. For example, such stored or historical data can be data related to the aircraft 20, such as aircraft type, weight, age, engine number or location, or other information that can be used to determine emissions specific to the aircraft 20. Similarly, such stored or historical data can include data specific to the engine 22, such as the level of deterioration or engine age. For example, as the engine 22 deteriorates during use, the fan speed may change slightly over time. If the expected fan speed of the engine 22 is within 1% of 10,000 revolutions per minute (rpm), and the measured or actual fan speed is not within 1%, a performance correction 64 can be performed to update the system 50 to account for the actual fan speed and to determine the emission index 70 using the measured actual speed. At the input data quality check 62, the controller 54 determines whether any control data input 60 is outside the expected range or threshold, and the user of the system 50 can make a manual correction or request an updated control data input 60 to be measured by the system 50, while it is contemplated that the system 50 can make such corrections and requests automatically or upon the will or permission of the user.

[0030] The controller 54 can also be configured to perform a performance correction 64 to correct any control data input 60 that is inconsistent with the requirements at the input data quality check 62. The performance correction 64 can utilize real-time measurements or information to determine the actual use value of the control data input 60 outside of the initially provided value. In cases where real-time measurements or information are not available, such as when measurements or information are provided after completion of a flight mission, the performance correction can be performed by comparing these measurements or information with the expected values, where the controller 54 can correct any discrepancies via the performance correction 64. This ensures that the control data input 60 is consistent with the actual engine operating values, which ensures that engine deterioration is accounted for, and that the emission index 70 corresponds to the engine 22 or the aircraft 20 during the completion of the flight mission.

[0031] The controller 54 can also be configured to project the control data input 60 and any control data input schedule that has been updated by the performance correction 64 to different power levels 66. The schedule of different power levels 66 can represent different engine operating conditions or states, where these states utilize different power generation to maintain flight to complete the flight mission. For example, the cruise power level is the engine operating condition that maintains cruise flight during the flight mission, and in a non-limiting example has an associated engine cycle speed, fuel burn, and temperature, and thus has an associated emission at that power level. During the flight mission, the engine 22( Figure 1 ) operates at different power levels (such as takeoff, climb, cruise, descent, or landing in non-limiting examples). Takeoff and landing can include the immediate acceleration or deceleration of takeoff or landing, and can also include runway travel or waiting for takeoff or landing, each case utilizing a different engine power level. Climb typically utilizes the maximum or near-maximum power level, which burns a relatively large amount of fuel relative to other parts of the flight mission, and can contribute a relatively large amount to the determination of the emission index 70. Climb generates sufficient thrust to lift the aircraft 20 off the ground, which utilizes a relatively higher fuel consumption rate than cruise or descent. Cruise can operate the engine 22 at a specific speed to generate a specific amount of thrust to maintain altitude and flight path. Cruise can further include ascending or descending to different altitudes or changing to other flight paths updated in real time. For example, weather patterns or other environmental or industry factors may cause changes to the flight plan or mission. Changing the flight plan or mission may change the engine power level, emissions, and fuel use. It is contemplated that the system 50 can consider numerous different engine power levels for numerous potential changes across the flight mission, each engine power level potentially resulting in a different emission level. In this way, the system can consider the different power levels of multiple aircraft 20 in the fleet of aircraft 20 in order to minimize or reduce emissions across the entire fleet. It should be understood that the emission index 70 of the aircraft 20 can change in real time, and the system 50 can consider any such changes iteratively.

[0032] The system 50 utilizes the control data input 60 to project values to the different power levels used by the engine 22( Figure 1 ) to complete the flight mission. Such projection enables the system 50 to estimate emissions at different engine power levels before the engine 22 operates at different engine power levels, when the engine 22 changes between power levels, or after completing a flight mission with engine operation changing between different engine power levels. More specifically, the system 50 can utilize measurements of the engine 22 or the control data input 60 to predict or estimate emissions at different power levels before, during, or after the flight mission. Additionally, when the engine 22(Figure 1 ) When operating at different power levels, real-time measurements can be made to provide updated control data inputs 60, or additional input data quality checks 62 can be performed to ensure that the prediction performance correction 64 is accurate based on in-flight data. For example, measurements can be made on the engine 22 or the aircraft 20 before flight, at takeoff, during climb, or during cruise, which may be related to the operation of the engine 22 or the aircraft 20 at various power levels (such as cruise, descent, or landing) and the emissions associated therewith. These determinations or emissions can be projected to different power levels 66 in order to calculate emissions across the various power levels used for the flight mission and during the flight mission, which can provide an accurate representation of the engine operation and usage for the entire flight, regardless of the variations between operating conditions.

[0033] The controller 54 can be configured to perform data quality checks 68 on data projected to different power levels 66. For example, if the projected data is inconsistent with the expected projection, the system 50 can utilize the controller 54 to update the tool 52 by updating the control data input 60 or the projection of different power levels 66. Such an update can account for any inconsistencies in the control data input 60 or the projection of different power levels 66, as well as identify potential problems with the aircraft 20 ( Figure 1 ), the engine 22 ( Figure 1 ) or the avionics system 24 ( Figure 1 ). If the data quality check 68 indicates that the expected data is outside a predetermined range or threshold, the controller 54 can indicate that a review or maintenance may be beneficial. In one non-limiting example, the data quality check 68 can compare the projection at different power levels 66 to a threshold based on the control data input 60, or to an emissions margin of the projection of different power levels 66. Such a threshold can be based on the control data input 60. In another non-limiting example, the data quality check 68 can compare the projected power levels to measurements made during flight and can update the projections to ensure they are consistent with the engine 22 and the flight mission.

[0034] The controller 54 can be configured to determine an emissions index 70. The determined emissions index 70 can represent the total emissions discharged by the engine 22, the aircraft 20, the flight mission, or a combination thereof. In another example, the emissions index 70 can represent emissions at a particular engine power level or at a particular point in time during a geographic region or time period. In a non-limiting example, the determined emissions index 70 can be output as the amount of emissions discharged over a period of time or for a flight mission, typically expressed in pounds per hour (lb / hr). Such an output can represent the total emissions of a flight mission, the aircraft 20, or the engine 22, or the total emissions of a group of flight missions, a fleet of multiple aircraft 20 or multiple aircraft 20, or a group of multiple engines 22, and can be customized for the aircraft 20 and the engine 22. Considering the variations in the engine 22 (including degradation or power levels), the total emissions of a flight mission can represent the total emissions mass or volume. The emissions index 70 can be output by the controller 54, such as output to a display or a database. For example, the output of the total emissions can be provided on a display 26 of the aircraft 20 ( Figure 1 ), such as within the cockpit of the aircraft 20 for which the emissions index 70 is determined. Additionally or alternatively, the determined emissions index 70 can be determined or output at a particular point in time. For example, a flight mission has a departure location and an arrival location. The determined emissions index 70 can indicate the emissions discharged during that flight, during a portion of that flight (such as over a geographic region or over a government), or at any point during that flight. Additionally, the determined emissions index 70 can be specific to engine operating conditions and power levels and can apply to different portions of a flight mission, such as during takeoff, climb, cruise, descent, or landing. The controller 54 can be configured to determine the emissions index 70 of a flight mission by considering the power levels used to complete the flight mission and the time associated with operating at each different power level. Using this information, the system 50 can provide an accurate determination of the emissions discharged during a flight mission, during a portion of a flight mission, or at any point during such a flight mission. Additionally, the controller 54 can request or make real-time measurements during a flight mission and can update the emissions index 70 in real time. Existing sensors within the engine 22 ( Figure 1 ) allow such real-time measurements without the need for dedicated sensors specific to the emissions index 70. In the case of determining the emissions index 70 across a fleet of aircraft 20, the emissions index 70 can be determined as the sum or representation of individual emissions measured across the fleet of aircraft 20 when completing a set of flight missions, where each aircraft 20 in the fleet of aircraft 20 completes at least one flight mission in the set of flight missions.

[0035] In addition, it should be understood that system 50 can be iterative, repeating its processes and updating or redefining control data inputs 60 to ensure accurate emissions measurements based on emissions indices 70 from earlier iterations. Such iterations can include making measurements of engine 22 or aircraft 20 during a flight mission and updating control data inputs 60 in real time to ensure an accurate representation of engine degradation through actual measurements during use. For example, such iterations can be the result of input data quality check 62 or data quality check 68. Such iterations provide updated or new control data inputs 60, and system 50 can utilize the updated or new control data inputs 60 to determine whether an update to emissions index 70 is beneficial.

[0036] In addition, system 50 can determine emissions indices 70 specific to an engine cycle model and can use emissions indices 70 to generate revenue service snapshot data customized for the engine cycle model. System 50 can also use emissions indices 70 across a fleet of aircraft 20. Although degradation of aircraft 20 or engines 22 across a fleet of aircraft 20 will result in different emissions indices 70, which can be specific to or customized for each aircraft 20 or engine 22, these values can be considered across an entire fleet of aircraft 20 or for a set of flight missions, or an average between fleets of aircraft 20 can be utilized to output an emissions index 70 representative of the entire fleet.

[0037] Reference Figure 3 , system 50, including controller 54 for determining emissions index 70, can be used by a ground station at 76. A ground station at 76 (such as ground station 14 ( Figure 1 )) can include, in non-limiting examples, an airport, air traffic control, or a gas station and generally communicates remotely with aircraft 20 completing a flight mission. At 78, ground station 76 can receive control data inputs 60 ( Figure 2 ) representative of a completed flight mission, a first flight mission, or a set of completed flight missions and determine emissions index 70 ( Figure 2 ). For example, aircraft 20 can send or ground station 14 can request and receive control data inputs 60, as well as any other information from the completed flight mission necessary to determine emissions index 70.

[0038] At 80, system 50 and controller 54 may predict or estimate the emission index 70 of a second flight mission, which may be a future second flight mission. More specifically, the control data input 60 received at 78 and used to determine the emission index 70 may be used to determine the emission index 70 of the second flight by inputting the expected control data input 60 from the first flight mission into system 50 (the expected control data input 60 overlaps with the control data input 60 of the second flight mission) in order to estimate the emission index 70 of the second flight mission. That is, the control data input 60 used in the first flight mission (such as flight path, distance, altitude, fuel type, engine 22, aircraft 20) may be input into system 50 to output the emission index 70 of the second flight mission. Additionally, when determining the emission index 70 of the second flight mission, system 50 may consider the differences between the first flight mission and the second flight mission. For example, in the case where the engine 22, fuel, and aircraft 20 are similar but the flight paths are different, system 50 changes the emission index 70 based on the flight path for an accurate estimate. In a non-limiting example, in the case where the flight path is longer or shorter for the second flight mission, or requires different power levels to be used, system 50 may consider these differences while still using the control data input 60 values of the engine 22, fuel, and aircraft 20 to determine the emission index 70 of the second flight mission. In this way, system 50 allows ground station 14 to utilize the emission index 70 of the first flight mission to estimate and project the emissions of a later second flight mission. Such an estimate may allow the ground station to review whether the projected emissions of the second flight mission are within the emission threshold to meet the emission targets between the second flight mission, the aircraft 20, the engine 22, or the fleet of aircraft 20 or engines 22. In this way, the emission index 70 as historical data allows the determination of the expected total emissions of a later flight mission. Such a determination may be specific to the engine 22, the aircraft 20, the flight mission, or a combination thereof, or may be extrapolated between a fleet of aircraft 20 having a set of engines 22.

[0039] At 82, the ground station at 80 may calculate the total emissions of the completed flight mission. The total emissions may be based on the emission index 70, or may be calculated based on the control data input 60 used to determine the emission index 70. For example, this information may be included in the control data input 60( Figure 2 ), and system 50 may perform different power levels 66( Figure 2)'s plan to determine the emission index 70. The total emissions can be derived from the control data input 60 or the emission index 70, and can be expressed as the total mass or total volume of emissions for the completed flight mission. For example, the emission index 70 can represent the total emissions of a particular engine 22 or aircraft 20, which can be determined for a particular fuel or flight path used during the completed flight mission. In this way, the system 50 provides an accurate representation of the total emissions for the flight mission, the aircraft 20( Figure 1 ) or its fleet, and the engine 22( Figure 1 ) by utilizing one or both of the control data input 60 and the emission index 70.

[0040] At 84, the system 50 can determine an emission margin, which in one non-limiting example can be a margin derived from an emission regulatory entity and a value. Additionally, the emission margin can be used to at least partially define an emission threshold. More specifically, if the measured data fails to fall within the expected emission margin, the system can use this information to update the control data input 60( Figure 2 ), or even re-determine the emission index 70 to bring the data within the expected emission margin. The determination of the emission index 70 can be slightly different from the actual emissions discharged during the flight, such as a variation of + / - 1% in one non-limiting example. Additionally, the margin can be used to define a threshold. More specifically, if the measured data falls outside the emission margin, the system 50 can use this information to update the control data input 60( Figure 2 ) or the input data quality check 62( Figure 2 ), or even re-determine the emission index 70 so that the data falls within the expected emission margin. In this way, if the total emissions are outside the expected range or threshold, the system 50 can be iterative.

[0041] At 86, system 50 can determine an emissions trend, or controller 54 can be configured to determine an emissions trend. The emissions trend determined at 86 can represent emissions over time. For example, historical emissions index 70 from a previous flight mission can be stored within controller 54 and used to determine changes in emissions or emissions index 70 over time. In a non-limiting example, such a trend can be identified for a particular repetitive flight mission, flight path, aircraft 20, fleet of aircraft 20, engine 22, or multiple engines 22 across a fleet of multiple aircraft 20. As aircraft 20 and engine 22 operate, high cycle engine fatigue reduces the efficiency of engine 22 that drives aircraft 20. Additionally, such fatigue can affect emissions, altering the emissions expelled over time, or emissions levels at different power levels. More specifically, as the operational life and usage of aircraft 20 (or engine 22) increases, aircraft 20 and engine 22 experience degradation, which can change or increase overall emissions over time. Thus, system 50 can combine how emissions change over time with respect to aircraft 20, engine 22, or their fleet, represented as emissions index 70 and compare it to the historical emissions index 70. System 50 can utilize emissions index 70 and the determined total emissions at 82 to determine an emissions trend over time at 86, in order to ensure accurate measurement of emissions even over time and with changes associated with degradation or fatigue of engine 22 or aircraft 20. The emissions trend determined at 86 can be used as control data input 60 ( Figure 2 ) to estimate emissions of aircraft 20 or engine 22 over time.

[0042] Reference Figure 4 , system 50 and controller 54 can be integrated on aircraft 20 at 90, allowing for real-time measurement or receipt thereof for aircraft 20 and engine 22 thereon. At 90, engine 22 can communicate with aircraft 20 in real-time. This real-time communication allows system 50 to iteratively request control data input 60 for real-time determination of emissions index 70. For example, during the completion of a flight mission, controller 54 can request or receive control data input 60 ( Figure 2 ) from engine 22, aircraft 20, or avionics system 24.

[0043] At 92, system 50 can receive control data input 60 requested from aircraft 20, engine 22, or avionics system 24, and can determine emissions index 70. This process can be done continuously during the completion of a flight mission. In a non-limiting example, system 50 can be configured to request or receive control data input 60 at regular intervals or at specific milestones during flight (such as when a power level change occurs, or when changing from takeoff to cruise, or when changing from cruise to descent and landing).

[0044] At 94, the system 50 may estimate or plan an emission index 70 for completing a flight mission. As the flight mission is being completed, the system 50 may utilize control data inputs 60 over time to estimate or determine the emission index 70 for completing the flight mission. Additionally, the system 50 may confirm that the emission index 70 remains accurate at different power levels when a power level change occurs during the completion of the flight mission. Although the system 50 may determine the emission index 70 for the flight mission, real-time measurements of emissions during flight may be compared to the emission index 70 periodically or continuously to ensure accurate data during the execution of the flight mission. In a non-limiting example, such real-time measurements may occur via sensors (such as temperature sensors, cycle speed sensors, or fuel combustion sensors) disposed within the engine 22( Figure 1 ) or in communication with the engine 22( Figure 1 ). Additionally or alternatively, engine information may be obtained from the aircraft 20, the engine 22, or the avionics system 24, which, in a non-limiting example, may store operational data specific to the aircraft 20 or the engine 22. This information may be used to determine the emission index 70( Figure 2 ) in real time, and the emission index 70 may be compared to an initial measurement to ensure accuracy.

[0045] At 96, emissions may be managed. If the total emissions represented by the emission index 70 exceed expectations or requirements for receiving emission credits or benefits, then the emissions may be managed by the system 50. In a non-limiting example, the emissions may be managed by a person operating the aircraft 20 (such as a pilot). In an additional non-limiting example, the emissions may be managed by the controller 54 (such as by the FADEC on the aircraft 20), or it may be automated such that certain emission index values may trigger the management of emissions. In a non-limiting example, managing emissions may include changing or updating the flight plan, flight speed, altitude, flight mission, power level, or fuel consumption rate. By changing one or more of these items, the emissions generated in real time also change. In a non-limiting example, managing emissions at 96 may include operating the turbofan engine 22 in real time based on the emission index 70.

[0046] If the emissions determined in real time by the system 50 at 92 are different from the emissions expected based on the emission index 70 or historical values, then the system 50 may output an indication such as on the display 26( Figure 1 ). Such an output may be provided or displayed on the display 26 to the pilot or aircraft operator, or even to a person located away from the aircraft 20 (such as at the ground station 14), for example while still being real-time. Then the emissions may be managed in real time, and the system 50 may iterate to provide an updated determination of the emission index 70, as well as an updated total emissions 82, during the flight mission. This management of emissions may occur by changing the defined control data inputs 60(Figure 2 ) by one or more values. In a non - limiting example, the engine cycle speed can be changed to change emissions in real time. In another non - limiting example, the flight mission can be changed or updated, such as changing the flight path, flight speed, or altitude in non - limiting examples. Such changes are accounted for by the system 50 using an updated determination of the emission index 70 or an updated determination of the total emissions at 82, and the updated determination of the emission index 70 or the updated determination of the total emissions at 82 can be done iteratively or continuously during the execution of the flight mission. In the case where emissions are outside of expectations, the system 50 or its user can take action to change the flight mission to reduce or change the emissions to within expectations. In non - limiting examples, these actions can include changing the flight mission, flight speed, flight path, or altitude. Prior to flight, changing the flight mission can include changing the type of fuel used to complete the flight mission.

[0047] Additionally, real - time emission management can include balancing emissions with contrails. Engine exhaust is typically a mixture of emissions (usually carbon dioxide) and water vapor. While emissions have well - known negative environmental impacts, contrails reflect outgoing long - wave radiation at a greater rate than incoming solar radiation, resulting in a net increase in radiation due to contrails. Thus, the emission index 70 can be used to reduce contrails, or to balance reducing emissions with generating contrails. Considering a trade - off between non - water - vapor emissions and generating contrails or water - type emissions to define or meet emission targets is within the scope of the present disclosure, rather than just considering emissions without regard to contrails.

[0048] Furthermore, the emission index 70 can be linked or otherwise related to the engine 22. For example, the emission index 70 can be related to the serial number of the engine 22 or the aircraft 20. Using the serial number or other information related to the aircraft 20 or the engine 22 can utilize the emission index 70 to indicate additional aircraft maintenance or inspection. Such an indication can be in the form of an alert or advice provided to the aircraft pilot or a user of the ground station on a display (such as on the display 26( Figure 1 ). The alert or advice can include additional information derivable from the emission index 70, such as the type of maintenance or the scope of maintenance in non - limiting examples. The alert or advice can also allow the user to schedule maintenance, which can reduce costs. The time or location of maintenance can also be considered, such as being available to receive emission credits for a particular government or region, and the emission index 70 can be used to determine or mitigate maintenance costs. Additionally, the emission index 70 can be used to forecast or otherwise predict emissions for a given time range or different operating scenarios, which can be used to determine trends, which can be used across the fleet of aircraft 20.

[0049] It is further contemplated that maintenance alerts can be generated based on measurements of the engine by sensors. The initiation or maintenance alert itself for the measurements made by the sensors can be created based on the emission index 70. For example, when the emission index 70 reaches a specific value or threshold, it is contemplated that the measurements can be initiated by the sensors or the system operating the sensors. The measurements can provide real-time values that can be used to determine whether maintenance or inspection is recommended. Additionally, it is contemplated that the emission index 70 can be used to verify or confirm an engine deterioration estimate, which can be based on alternative measurements (such as measurements of engine 22), or can be based on information measured or generated on the ground or in flight before or during the execution of a flight mission.

[0050] Reference Figure 5 , a method 100 for determining the emissions of an aircraft (such as aircraft 20 ( Figure 1 )) or an engine thereon (such as engine 22 ( Figure 1 ))). Such determination can be used for the flight mission of aircraft 20, or can be considered for multiple flight missions across the fleet of aircraft 20.

[0051] At 102, method 100 can include receiving a control data input, such as Figure 2 control data input 60. In a non-limiting example, control data input 60 can be data related to aircraft 20 (such as weight), data related to engine 22 (such as power level, fuel use, fuel type, engine age, cycle speed or level), or data related to the flight mission (such as flight distance, flight time, flight area, flight phase, expected fuel use, fuel type or flight altitude). In a non-limiting example, additional control data inputs can include flight mission, flight altitude, flight Mach number, ambient temperature, local weather information, fuel flow, compressor discharge temperature, fan speed, compressor exhaust ratio, and / or compressor discharge pressure. Additionally, in a non-limiting example, control data input 60 can include inputs recorded during the flight as well as in the pre-flight, post-flight, or mission anticipation. For example, such control data input 60 can include real-time fuel use, engine temperature, engine power level, engine cycle speed, or other data related to the flight mission when the flight occurs.

[0052] At 104, method 100 may include performing a quality check on control data input 60. The control data input 60 may be compared with stored or historical data such that the control data input 60 is within an acceptable expected range or threshold. At 106, a user of system 50 may make a manual correction or request updated control data input 60 measured by system 50, while it is contemplated that system 50 may make such a correction automatically or according to the user's will or permission. In a non-limiting example, such an automatic correction may include automatically changing a flight mission, flight speed, altitude, flight path, or engine cycle speed in order to achieve a reduction in emissions.

[0053] At 108, method 100 may include scheduling the control data input 60 to different power levels. System 50 may utilize measurements taken on engine 22 or the control data input 60 to predict or estimate emissions at different power levels.

[0054] At 110, method 100 may include performing a quality check on the data scheduled to different power levels at 106. The scheduling of the data to different power levels may be within an expected range or value. For example, in the case where the scheduling to different power levels is outside the expected threshold, system 50 may iterate, updating the control data input 102 and the scheduled power levels at 108 in order to ensure that the values are within the threshold range. If the iterative process is still outside the expected range or threshold, it is contemplated that an additional review or update of the flight mission may be made.

[0055] At 112, method 100 may include determining an emissions index, such as determining Figure 2 emissions index 70. The emissions index 70 may represent emissions of engine 22 or aircraft 20 across various engine power levels of a flight mission. In this way, the emissions index 70 may accurately determine the emissions of a flight mission, where different engine power levels result in different emission levels or amounts, and at the same time compensate for the level of deterioration of engine 22 or aircraft 20.

[0056] The emissions index 70 may be used in various ways, including ground-based implementations and airborne implementations. For a ground-based implementation, method 100 may further include, at 114, determining the total emissions of the flight mission based on the emissions index 70 after completion of the flight mission. The total emissions may represent the total emission weight or total emission volume of the completed flight mission. Additionally, considering the measurement of aircraft 20 or engine 22 itself to generate the control data input 60, the total emissions represent the actual emissions specific to aircraft 20 or the engine 22 thereon and the flight mission, such that the emissions index 70 also represents the level of deterioration of aircraft 20 or engine 22.

[0057] At 116, method 100 may include determining an emissions trend. The emissions index 70 determined according to a previous flight mission may be saved or stored, such as data on the memory 58 of the controller 54 ( Figure 2 ). The total emissions or emissions index 70 of the completed flight mission may be compared with historical data across similar engines 22, aircraft 20, or flight missions to determine the emissions trend. This trend may be used as a control data input at 102 to more accurately generate the emissions index 70 and more accurately program the control data input to different power levels compared to a system without the benefit of historical data of the emissions index 70 or total emissions.

[0058] For an airborne and real-time implementation, method 100 may further include determining at 120 the airborne emissions of the aircraft 20 carrying the engine 22 during a flight mission. The airborne emissions index 70 may be determined by real-time measurements made on the engine 22 during the flight mission and by confirming the programming of these power levels when different power levels are reached during the flight mission. In a non-limiting example, such measurements may include engine cycle speed, engine temperature, and fuel burn rate. These real-time measurements may provide for accurately determining emissions via the emissions index 70 by validating the emissions index 70 with the data measured in real time or updating the emissions index 70 such that the control data input and the control data input for the programming of different power levels match the measurements made. The system 50 and the controller 54 may use the real-time measurements to output an emissions index 70 that takes into account the level of degradation of the engine 22 and any changes in emissions projected across engine power levels. This output value or number representing the total emissions of the flight mission (such as the mass or volume of the total emissions) may be recorded or utilized. The output value may be generated by the system 50 and used to operate the aircraft 20 or the engine 22. In a non-limiting example, such utilization may include updating the flight mission at 122. In a non-limiting example, in the case where the emissions represented by the emissions index 70 or the total emissions are too large for a particular flight mission to meet the emissions target, the system 50 may change the flight mission (for a single aircraft 20 ( Figure 1) or across the fleet of aircraft 20) in order to reduce total emissions or meet emission targets. In a non-limiting example, updating the flight mission can include changing or updating the flight plan, flight speed, power level, altitude, destination, path, fuel type, fuel consumption rate, engine temperature, or engine cycle speed. Additionally, updating the flight mission can include managing emissions such that the flight mission is changed or altered to meet a specific emission target, such as the total emission volume across the fleet of aircraft 20. It is further contemplated that if the emission index 70 indicates emissions or costs outside of an expected or predetermined threshold, the system 50 can automatically update the flight mission, and the expected or predetermined threshold can be customized based on engine degradation. In another non-limiting example, updating the flight mission can be done at the discretion or with the permission of a user, such as a pilot of the aircraft 20, or at the ground station 14.

[0059] The order depicted is for illustrative purposes only and is not meant to limit the method 100 in any way, as it should be understood that without departing from the described method, the parts of the method can be in a different logical order, can include additional or intervening parts, or the described parts of the method can be divided into multiple parts, or the described parts of the method can be omitted.

[0060] In addition to those shown in the above figures, the present disclosure contemplates many other possible aspects and configurations. The aspects disclosed herein provide an emission index 70 that is specific to the degradation level of the engine 22 or the aircraft 20 and compensates for variations in emissions across different engine power levels. The technical effect is that the emission index 70 provides a representation of the emissions of the aircraft 20 or the engine 22 that is specific to the degradation level of the aircraft 20 or the engine 22, as well as any variations across the power levels of the aircraft 20 or the generator 22. One advantage that can be achieved in the above aspects is that the above aspects are able to accurately represent emissions as the emission index 70, which represents the degradation of the engine 22 or the aircraft 20, as well as the emission variations generated by different power levels of the engine 22. Traditional emission measurements utilize test engines and only consider the mass or volume of fuel burned when determining emissions. Traditional emission measurements fail to account for emission variations due to engine degradation or power level changes across a flight mission. The aspects described herein provide an emission index 70 that does not neglect engine degradation or variations across different power levels.

[0061] To the extent that one or more of the structures, elements, or steps provided herein may be known in the art, it should be appreciated that the present disclosure may include combinations of structures that were not previously known to be combined, at least in part for reasons based on conflict of interest and loss, desired operating modes, or other forms of teaching in the art.

[0062] This written description uses examples to disclose the present disclosure, including the best mode, and also enables any person skilled in the art to practice the present disclosure, including making and using any device or system and performing any combination of methods. The patentable scope of the present disclosure is defined by the claims and may include other examples that occur to those skilled in the art. If these other examples include structural elements that are not different from the literal language of the claims, or if they include equivalent structural elements that are not substantially different from the literal language of the claims, then these other examples are intended to fall within the scope of the claims.

[0063] A further aspect of the present disclosure is provided by the subject matter of the following clauses:

[0064] A method for determining emissions of an aircraft having a turbine engine for a flight mission, the method comprising: receiving a control data input including service flight data representing degradation of the turbine engine; scheduling the control data input to different power levels of the turbine engine to complete the flight mission; generating an emissions index based on the control data input and the scheduled control data input to complete the flight mission; and operating the turbine engine based on the emissions index to complete the flight mission.

[0065] The method according to any of the preceding clauses, further comprising displaying the emissions index for the flight mission on a display.

[0066] The method according to any of the preceding clauses, further comprising performing an input data quality check on the control data input.

[0067] The method according to any of the preceding clauses, wherein performing the input data quality check occurs before scheduling the control data input to the different power levels.

[0068] The method according to any of the preceding clauses, further comprising performing a performance correction when the input data quality check is outside a threshold.

[0069] The method according to any of the preceding clauses, further comprising performing a data quality check on the scheduled control data input at the different power levels.

[0070] The method according to any of the preceding clauses, wherein the service flight data is received from an Aircraft Communications Addressing and Reporting System (ACARS).

[0071] The method according to any of the preceding clauses, wherein generating the emissions index further comprises generating the emissions index at a ground station.

[0072] The method according to any of the preceding clauses, further comprising providing the emissions index to the aircraft.

[0073] The method according to any of the preceding clauses, wherein the emission index is provided to a FADEC that operates the turbomachine based on the emission index.

[0074] The method according to any of the preceding clauses, further comprising determining an emission margin of the total emissions.

[0075] The method according to any of the preceding clauses, further comprising determining an emission trend.

[0076] The method according to any of the preceding clauses, further comprising providing an alert indicating recommended maintenance of the aircraft or the engine based on the emission index.

[0077] The method according to any of the preceding clauses, further comprising managing emissions using the emission index.

[0078] The method according to any of the preceding clauses, wherein managing emissions further comprises balancing the emission index with the generation of contrails during the completion of the flight mission.

[0079] The method according to any of the preceding clauses, wherein the emission trend is specific to the aircraft or the turbomachine.

[0080] The method according to any of the preceding clauses, wherein the emission index is determined on the aircraft during the flight mission.

[0081] The method according to any of the preceding clauses, wherein the emission index is determined in real time during the flight mission.

[0082] The method according to any of the preceding clauses, further comprising managing emissions in real time.

[0083] The method according to any of the preceding clauses, wherein managing emissions in real time includes updating the flight mission.

[0084] The method according to any of the preceding clauses, wherein updating the flight mission includes changing the flight path.

[0085] The method according to any of the preceding clauses, wherein the emission index is determined by an avionics system on the aircraft.

[0086] The method according to any of the preceding clauses, wherein the avionics system is incorporated within the FADEC of the aircraft.

[0087] The method according to any of the preceding clauses, wherein the emission index represents one or more of nitrogen oxides, non-volatile particulate matter, carbon oxides, or unburned hydrocarbons.

[0088] The method according to any of the preceding clauses, wherein the control data input further includes continuous engine operation data (CEOD).

[0089] The method according to any of the preceding clauses, wherein the emission index represents the total emission mass of the flight mission.

[0090] The method according to any of the preceding clauses, wherein the emission index represents the total emission mass per power level of the turbofan engine that completes the flight mission.

[0091] A method for determining emissions of a fleet of aircraft across a set of flight missions, wherein each aircraft in the fleet of aircraft completes at least one flight mission in the set of flight missions, the method comprising: receiving control data inputs for each aircraft in the fleet of aircraft; scheduling the control data inputs for each aircraft in the fleet of aircraft to different power levels to complete the at least one flight mission; generating an emission index for the fleet of aircraft based on the scheduled control data inputs for each aircraft in the fleet of aircraft at the different power levels to complete the set of flight missions; and operating the fleet of aircraft based on the emission index to complete the at least one flight mission in the set of flight missions.

[0092] The method according to any of the preceding clauses, wherein the emission index represents the sum of individual emission indices measured across the fleet of aircraft used to complete the set of flight missions.

[0093] The method according to any of the preceding clauses, further comprising updating at least one flight mission in the set of flight missions.

[0094] The method according to any of the preceding clauses, further comprising repeating the method with the updated at least one flight mission in the set of flight missions to update at least a portion of the control data inputs.

[0095] The method according to any of the preceding clauses, wherein updating the at least one flight mission includes changing at least one of a flight path, a different power level used to complete the at least one flight mission, a fuel type, or a flight speed, or a combination thereof.

[0096] The method according to any of the preceding clauses, further comprising displaying the emission index of the set of flight missions on a display.

[0097] The method according to any of the preceding clauses, further comprising performing an input data quality check on the control data inputs for each aircraft in the fleet of aircraft.

[0098] The method according to any of the preceding clauses, wherein performing the input data quality check occurs before planning the control data input to the different power levels.

[0099] The method according to any of the preceding clauses, further comprising performing performance correction when the input data quality check is outside a threshold.

[0100] The method according to any of the preceding clauses, further comprising performing a data quality check on the planned control data input at different power levels for each flight mission in the set of flight missions.

[0101] The method according to any of the preceding clauses, further comprising determining an emission margin of the emission index.

[0102] The method according to any of the preceding clauses, further comprising determining an emission trend based on the emission index.

[0103] The method according to any of the preceding clauses, further comprising managing emissions in real time.

[0104] The method according to any of the preceding clauses, wherein managing emissions in real time includes updating at least one flight mission in the set of flight missions.

[0105] The method according to any of the preceding clauses, wherein updating the flight mission includes changing the flight path, at least one of the different power levels, or one or a combination of fuel types.

[0106] The method according to any of the preceding clauses, wherein the emission index represents one or more of nitrogen oxides, non-volatile particulate matter, carbon oxides, or unburned hydrocarbons.

[0107] The method according to any of the preceding clauses, wherein the emission index represents the total emission mass for each flight mission in the set of flight missions.

[0108] The method according to any of the preceding clauses, wherein the emission index represents the total emission mass at each power level for each flight mission in the set of flight missions.

[0109] A system for determining emissions of a flight mission of an aircraft having a turbomachine, the system comprising: a controller configured to receive a control data input, wherein the controller is configured to use the control data input to: plan the control data input to different power levels to complete the flight mission; generate an emission index based on the control data input and the planned control data input; and output the emission index.

[0110] The system according to any of the preceding clauses further includes a display communicatively coupled to the controller for displaying the emission index of the flight mission.

[0111] The system according to any of the preceding clauses, wherein the controller is configured to perform an input data quality check on the control data input.

[0112] The system according to any of the preceding clauses, wherein the controller is further configured to perform performance correction if the input data quality check determines that the control data input is outside a threshold.

[0113] The system according to any of the preceding clauses, wherein the controller is further configured to perform a data quality check on the control data input planned for the different power levels.

[0114] The system according to any of the preceding clauses further includes a ground station in communication with the controller, wherein the ground station uses the emission index to determine the total emissions of the flight mission.

[0115] The system according to any of the preceding clauses, wherein the controller is further configured to determine an emission trend.

[0116] The system according to any of the preceding clauses, wherein the emission trend is specific to the aircraft or the turbomachine.

[0117] The system according to any of the preceding clauses, wherein the controller is configured to determine the emission index in real time during the flight mission.

[0118] The system according to any of the preceding clauses, wherein the controller is integrated with an avionics system on the aircraft.

[0119] The system according to any of the preceding clauses, wherein the avionics system is incorporated within the FADEC of the aircraft.

[0120] The system according to any of the preceding clauses, wherein the emission index represents one or more of nitrogen oxides, non-volatile particulate matter, carbon oxides, or unburned hydrocarbons.

[0121] The system according to any of the preceding clauses, wherein the control data input further includes continuous engine operation data (CEOD).

[0122] The system according to any of the preceding clauses, wherein the emission index represents the total emission mass of the flight mission.

[0123] The system according to any of the preceding clauses, wherein the emission index represents the total emission mass per power level of the flight mission.

[0124] A system for determining emissions of a flight mission of an aircraft having a turbomachine, the system comprising: a controller configured to receive control data inputs, wherein the controller is configured to use the control data inputs to: schedule the control data inputs to different power levels to complete the flight mission; generate an emission index based on the control data inputs and the scheduled control data inputs; output the emission index; and operate the turbomachine based on the emission index.

[0125] The system according to any of the preceding clauses, wherein the controller is located on the aircraft.

[0126] The system according to any of the preceding clauses, wherein the controller is a FADEC.

[0127] The system according to any of the preceding clauses, further comprising a display communicatively coupled to the controller.

[0128] The system according to any of the preceding clauses, wherein the controller is further configured to output the emission index on the display.

[0129] The system according to any of the preceding clauses, wherein the controller is further configured to receive the control data inputs in real time during the flight mission.

[0130] The system according to any of the preceding clauses, wherein the controller is further configured to operate the turbomachine in real time based on the emission index.

[0131] The system according to any of the preceding clauses, wherein the controller is further configured to perform an input data quality check on the control data inputs.

[0132] The system according to any of the preceding clauses, wherein the controller is further configured to perform the input data quality check before scheduling the control data inputs to the different power levels.

[0133] The system according to any of the preceding clauses, wherein the controller is further configured to perform a performance correction when the input data quality check is outside a threshold.

[0134] The system according to any of the preceding clauses, wherein the controller is further configured to perform a data quality check on the scheduled control data inputs for the different power levels.

[0135] The system according to any of the preceding clauses, wherein when the emission index is outside the threshold, the controller outputs an alarm based on the emission index.

[0136] The system according to any of the preceding clauses, wherein the alarm is output in real time on the aircraft.

[0137] The system according to any of the preceding clauses, wherein the controller is further configured to determine an emission trend by storing and comparing historical emission indices.

[0138] The system according to any of the preceding clauses, wherein the controller is further configured to compare the emission index with the wake generation of the turbofan engine.

[0139] A system for determining emissions of a first flight mission of an aircraft having a turbofan engine, the system comprising: a controller configured to receive control data inputs for the first flight mission, wherein the controller is configured to use the control data inputs to: schedule the control data inputs to different power levels used during completion of the first flight mission; generate an emission index based on the control data inputs and the scheduled control data inputs; output the emission index; and operate the turbofan engine for a second flight mission based on the emission index.

[0140] The system according to any of the preceding clauses, wherein the controller is located at a ground station in communication with the aircraft.

[0141] The system according to any of the preceding clauses, wherein the controller is configured to receive the control data inputs after completion of the first flight mission.

[0142] The system according to any of the preceding clauses, wherein the controller is configured to store the emission index from the first flight mission in a memory.

[0143] The system according to any of the preceding clauses, wherein the controller is configured to determine an emission trend based on the stored emission index and at least one stored historical emission index.

Claims

1. A system for determining the emissions of a flight mission of an aircraft having a turbomachine, characterized in that, The system includes: a controller configured to receive control data inputs, wherein the controller is configured to use the control data inputs to: schedule the control data inputs to different power levels to complete the flight mission; generate an emissions index based on the control data inputs and the scheduled control data inputs; output the emissions index; and operate the turbofan engine based on the emissions index.

2. The system according to claim 1, wherein Wherein, the controller is located on the aircraft.

3. The system according to claim 2, characterized in that, Wherein, the controller is a FADEC.

4. The system according to claim 2, wherein Further included is a display communicatively coupled to the controller.

5. The system according to claim 4, wherein Wherein, the controller is further configured to output the emissions index on the display.

6. The system according to claim 1, wherein Wherein, the controller is further configured to receive the control data inputs in real time during the flight mission.

7. The system according to claim 6, wherein Wherein, the controller is further configured to operate the turbofan engine in real time based on the emissions index.

8. The system according to claim 1, wherein Wherein, the controller is further configured to perform an input data quality check on the control data inputs.

9. The system according to claim 8, wherein Wherein, the controller is further configured to perform the input data quality check before scheduling the control data inputs to the different power levels.

10. The system according to claim 9, wherein, Wherein, the controller is further configured to perform performance correction when the input data quality check is outside the threshold.

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