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Low pressure system component advancements Konstantinos G. Kyprianidis Tot 10 EPNL = 10log 10EPNLi (5.3) i=1,m The noise sensitivity of source i on EPNLTot, can be described by the following partial derivative: ∂EPNLTot ∂EPNLi (5.4) It is clear from Eq. 5.3 that the absolute noise levels EPNLi for all engine related noise sources as well as the airframe have to be established. Therefore, detailed noise source modelling and component modelling has to be carried out for the establishment of the noise sensitivities. The models produced for TERA2020 provide the noise sources as expected from the fundamental models and thermo- dynamics, for all VITAL engine configurations. Data such as rotational speeds pressures and temperatures, blade speeds and tip Mach numbers are used to establish the component noise contributions as described previously. The sepa- rate sources are then combined into an EPNL value expressing the overall noise generation of engines and the airframe. The logarithmic sum, accounting for the combined effect of the various noise sources, can be calculated using Eq. 5.3. Thus, the models developed are able to predict the relative contributions from the different components/sources of the engines. Any changes in noise for a given component/source will then be directly translated to an EPNL change for the combined airframe/engine system. 5.2.3 Step change considerations Sensitivity factors are determined by carrying out mission analysis with the rub- berised wing aircraft model. First, a 1% deficiency in the technology parameters is introduced and then a mission study is carried out; the impact of the change in the generated noise and CO2 emissions can then be computed. It should be pointed out that some of the parameters relating weight and aerodynamic technology have to be introduced as step changes. These parameters are: 112PDF Image | Multi-disciplinary conceptual design of future jet engine systems
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