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Konstantinos G. Kyprianidis Low pressure system component advancements SR = V (5.2) FN,Tot ·SFC Specific range SR relates the total propulsion system thrust FN,Tot with flight velocity V and specific fuel consumption SFC. For a given range RA/C the change in aircraft weight WA/C is equal to the block fuel. The thrust requirement along the mission is dependent both on flight trajectory and aircraft controls as well as the aircraft takeoff weight and aerodynamic characteristics. From this, it is un- derstood that engine efficiency improvements will require less fuel to be carried, which in turn will reduce aircraft wing size and aircraft empty weight, reducing thrust requirement further. It must therefore be appreciated that to establish sensitivities for a given technology a rubberized aircraft model is required and its thrust requirement must be integrated over a specified mission to find the requested values. Similarly engine weight reductions will translate to reduced aircraft takeoff weight which will reduce the aircraft thrust requirement and con- sequently decrease block fuel. The sensitivities of the technologies component models have to be formulated in such a way that they, whenever possible on a conceptual design stage, relate traditional component design parameters with en- gine/aircraft performance. This is done in this work either through aerodynamic improvements or weight reductions. 5.2.2 Noise considerations Based on modelling the Sound Pressure Levels (SPL) generated by the engine components and the aircraft, time-integrated Effective Perceived Noise Levels (EPNL) can be estimated. In terms of noise performance, the engine is associ- ated with the legislative limits set by ICAO [66] for particular engine operating conditions. These limits depend on the number of engines and on the maximum take-off weight of the aircraft. Thus, as the engine performance modelling can predict its off-design operation, it is possible to calculate the EPNL with respect to the three noise certification flight conditions: the sideline, the flyover and the approach points [66]. The different noise sources (fan noise, LPT noise, jet noise etc.) sum up logarithmically through the relation: 111PDF Image | Multi-disciplinary conceptual design of future jet engine systems
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