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Module Development Konstantinos G. Kyprianidis ric is needed. However, there are serious limitations to the use of global mean GWPs for this purpose. While the GWPs of the long- lived greenhouse gases do not depend on location and time of emis- sions, the GWPs for short-lived species will be regionally and tempo- rally dependent. Although, GWP is now considered inadequate as a metric for short-lived species, no consensus has been reached yet by the scientific community on a validated metric for the environmental impact of aviation induced emissions [141]. To that extent, Forster et al. [142] argues that it is still premature to include the effects of short-lived species in policy schemes for aviation. Details on metrics currently under evaluation are given in [143]. 3.3.5.2 Example calculations A simple example of the kind of output that may be produced with TERA2020 when using HEPHAESTUS is presented in Fig. 3.15. The aircraft mission profile in this chart was assumed to be composed of the following flight phases: take-off, climb, cruise, descent, approach, and taxi. The dotted black line illustrates the aircraft flight path; the right hand side vertical axis has been used for plotting the flight altitude value for each point on the curve. The left vertical axis corresponds to the relativised cumulative GWP produced during the various aircraft flight phases. The cumulative GWP value at the end of the aircraft mission has been used as the denominator for the purposes of relativising the chart. This explains why the relative cumulative GWP value at the beginning of the aircraft mission is equal to zero, and why unity is approached during the final aircraft taxi, just after landing. The pollutants considered to contribute to global warming in Fig. 3.15 are NOx, CO2 and H2O with their contribution measured using GWP as a metric. Three curves have been plotted to illustrate the individual contribution of each pollu- tant to the cumulative GWP. According to the GWP model used, some 75% of the total GWP is produced during cruise, while nearly 20% is produced during take-off and climb. NOx emissions during cruise contribute by nearly 20% to the total GWP produced while H2O emissions contribute by 15%. CO2 emissions contribute by almost 70% to the total GWP produced during the entire flight cycle. 62PDF Image | Multi-disciplinary conceptual design of future jet engine systems
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