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Konstantinos G. Kyprianidis Framework Development number) using a step-up cruise procedure as the aircraft gets lighter. A com- prehensive take-off field length calculation is performed for all engines operating and one engine inoperative conditions up to 1500 [ft]. During design space exploration a rubberised1 aircraft wing model is used to cap- ture “snowball effects” with respect to maximum take-off weight variation. It of- fers a simplified method for aircraft scaling, that covers the major aircraft/engine conceptual design interactions i.e. first order effects. The given aircraft configu- ration is adapted, on a constant wing loading and aspect ratio criterion, in order to suit the new engine design (i.e. performance, weight and geometry) as well as to satisfy the defined payload-range requirements. Once the aircraft geometry has been set for the aircraft design range, a second set of fuel burned calculations is performed for the business range with the aircraft geometry fixed this time. All aircraft performance data fed to the modules downstream in the TERA sequence are for the business range. As the aircraft gets lighter during the flight mission profile, less thrust is required for cruise; therefore the engine will gradually be operated at a lower T4. A lighter, smaller and more efficient engine means that the aircraft will be lighter to begin with, resulting in a lower maximum take-off weight design requirement. The aircraft wing will therefore be resized to meet the new lift requirements while the tail plane is also resized to retain aircraft stability. Changing the aircraft wing and tail area essentially means that their weight will change, hence, the overall aircraft operating empty weight will change (first snowball effect). It also means that the drag polar will change (second snowball effect). The weight of other components also changes in some cases; for example the landing gear systems will be resized using the new maximum take-off weight design requirement. The fuel tank volume is recalculated for the new wing size and a check is made to confirm that the fuel tank volume is sufficient for the given mission. The overall aircraft scaling procedure eventually results in lower cruise thrust and T4 requirements. In conclusion, the required cruise thrust, T4 and specific fuel consumption will not only vary during the cruise phase to account for the aircraft getting lighter - due to the mass of fuel consumed - but will also vary for every new individual engine design during the design space exploration. It is therefore hard to set a fixed mid-cruise point for which consistent analysis 1Rubberised refers to an aircraft geometry and weight that is optimised to meet the perfor- mance specification of the integrated engine. 25PDF Image | Multi-disciplinary conceptual design of future jet engine systems
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