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System uncertainty due to thermo-fluid modelling Konstantinos G. Kyprianidis Figure 4.15: Percentage deviation of NOx emission index (left) and typical LTO parameters (right) predictions for different fluid models used. Figure 4.16: Percentage deviation of pollutant mass and GWP (left) and segment time and fuel burn (right) predictions for different fluid models used. environmental impact modules of TERA2020. While switching from one fluid model to another, the same design point values were used such as bypass ra- tio, OPR, efficiency and/or pressure loss for engine components, and combustor outlet temperature. For all fluid models, the engine was run at the same thrust for the ICAO (International Civil Aviation Organization) emissions certification points [64], and at the same combustor outlet temperatures for the climb and descent ratings as well as for the mid-cruise point. In general, the accuracy/uncertainty of an overall engine model will always be better than the mean accuracy/uncertainty of the individual component esti- mates as long as systematic errors are carefully examined and reduced to accept- able levels to ensure error propagation does not cause significant discrepancies. In those cases were dissociation is not important (i.e. for engine designs with relatively low combustor outlet temperatures), the uncertainty of the various technical models used for gas turbine thermo-fluid modelling can be ignored for multi-disciplinary simulations at aircraft system level. This is due to the fact that the overall level of confidence may be considerably low in highly concep- tual studies; many assumptions will need to be made at this stage of the design 100PDF Image | Multi-disciplinary conceptual design of future jet engine systems
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