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Framework Development Konstantinos G. Kyprianidis could be performed for the entire design space - this being a typical approach used in conceptual design with fixed aircraft geometry assumption. For example, for a 12500 [km] design range mission, the cruise calculation is broken into more than 800 segments/points. The mid-cruise point could in this case be selected to be the middle point in the distance covered during cruise, but then care should be taken in analysing it’s variations (in terms of thrust, specific fuel consumption, and T4 requirements) as one would have to keep in mind that it’s not only affected by engine performance effects but by aircraft design as well. Also care would need to be taken during optimisation since this selection could result in numerical noise every time the middle point coincides with a step-up cruise altitude change. To avoid potential numerical unsmoothness issues, when single point mid-cruise analysis is required, TERA2020 considers a time-averaged engine cruise operating point which is based on the scaled aircraft actual performance results. On principle, no iterations are performed for take-off and climb thrust require- ments. Constraints for output parameters such as FAR (Federal Aviation Reg- ulations) take-off field length, time to height etc. are only set at the end of the TERA2020 calculation sequence. 2.3.3.4 Emissions and environmental impact This module uses thermodynamic data from the engine performance module to predict the emissions levels for the ICAO LTO (Landing and Take-Off) cycle, as well as interpolated thermodynamic data from the aircraft module, for the business case mission, to predict the emissions levels for the entire flight profile. The DpNOx/Foo figure is calculated and compared against ICAO Annex 16 Vol- ume II legislative limits [64], as well as the medium and long term technology goals set by CAEP [65]. A large number of public domain semi-empirical corre- lations are available in the module, each of which being suitable for a particular combustor concept such as rich burn single annular, rich burn dual-annular, or lean burn design. The environmental impact of the engine/aircraft combination is predicted using the NOx, CO2 and H2O(g) emissions estimates for the entire business case flight profile. The environmental impact is predicted in terms of global warming poten- tial, based on a parametric model with a selected time horizon of 100 years [47] 26PDF Image | Multi-disciplinary conceptual design of future jet engine systems
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