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New Engine Thrust Calculation For Arrivals

New Engine Thrust Calculation For Arrivals. based on a dynamic equilibrium equation. Welcome!. Ivan de Lépinay, ENVISA, Paris (France). ICRAT 2004. New Engine Thrust Calculation For Arrivals. based on a dynamic equilibrium equation. Scope of the presentation.

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New Engine Thrust Calculation For Arrivals

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  1. New Engine Thrust Calculation For Arrivals based on a dynamic equilibrium equation Welcome! Ivan de Lépinay, ENVISA, Paris (France) ICRAT 2004

  2. New Engine Thrust Calculation For Arrivals based on a dynamic equilibrium equation Scope of the presentation • Basics of the environmental impact assessment of aviation • Objectives of the SOURDINE II project • Reasons for deriving a new thrust equation for arrivals • Main principles of the calculation • Comparison of results with aircraft manufacturer data • Suggestions for further developments Introduction ICRAT 2004

  3. Environmental Impact of Civil Aviation Key facts and figures: • Main types of aircraft pollution: noise and emissions. • 1% of the EU population is affected by aircraft noise levels of 65 dBA and more – against 19% for road traffic. • Aircraft CO2 emissions represent around 4% of the total CO2 emissions in the EU. • Benefits of the progress in the design of engines are balanced by the traffic increase. • June 2002: Directive 2002/49/EC of the European Parliament on the assessment and management of environmental noise. Environmental impact of civil aviation ICRAT 2004

  4. Noise Abatement Operational Procedures Reduction of Noise at Source Land-Use Planning and Management Operating Restrictions The Balanced Approach Aircraft Noise Management Environmental impact of civil aviation ICRAT 2004

  5. Assessing the Noise of Aircraft Required data (e.g. the Integrated Noise Model) Standard data • Noise-Power-Distance curves • Aircraft data (weight, engine type) Study-specific data • Airport data • Traffic sample • 3D trajectories (radar or sim.) • Speed profile (radar or sim.) • Thrust profile (not available from radar or simulated data) (Acft Type, Thrust) d (Noise) Aircraft Noise Modelling ICRAT 2004

  6. Standard Profiles – Altitude (departure) Aircraft Noise Modelling ICRAT 2004

  7. Standard Profiles – Speed (departure) Aircraft Noise Modelling ICRAT 2004

  8. Standard Profiles – Thrust (departure) Aircraft Noise Modelling ICRAT 2004

  9. Noise Contours Maps Aircraft Noise Modelling ICRAT 2004

  10. Noise Contours Maps Aircraft Noise Modelling ICRAT 2004

  11. Noise Contours Maps Aircraft Noise Modelling ICRAT 2004

  12. Standard Profiles – Altitude (departure) Aircraft Noise Modelling ICRAT 2004

  13. Real Profiles – Altitude (departure) Aircraft Noise Modelling ICRAT 2004

  14. Standard Profile – Altitude (approach) Aircraft Noise Modelling ICRAT 2004

  15. Real Profiles – Altitude (approach) Aircraft Noise Modelling ICRAT 2004

  16. What is ENHANCE? EuropeaN Harmonised Aircraft Noise Contour modelling Environment • Key Tasks: • Pre-process the user data into the noise model format • (dbIV for the INM) • Compute the thrust associated with radar/simulated data • (corrected net thrust per engine for the INM) • Easily assign pre-defined fixed-points profiles to radar/simulated ground tracks. • Specifically: • INM uses Standard Profiles for each aircraft type • ENHANCE uses a Profile for each flight. • (profile = height, speed & thrust vs distance from runway end) Aircraft Noise Modelling ICRAT 2004

  17. Aircraftdtb (INM 7.0) study cases runways profiles Airport Data Operational Data tracks ENHANCE INM Radar / Sim Trajectories (X,Y,Z,v) From Radar / Simulation to the INM INM dbf input files (one track/profile for each flight) ASCII, MS Access, MS Excel (any column layout) Aircraft Noise Modelling ICRAT 2004

  18. The SOURDINE II Project Study of Optimisation procedURes for Decreasing the Impact of NoisE • Funded by the European Commission • Consortium: AENA, AIRBUS France, EEC, INECO, ISDEFE, NLR, SICTA. • Development of new environmental friendly approach and departure procedures + validation in terms of cost, safety, efficiency and operational feasibility. The SOURDINE II Project ICRAT 2004

  19. Engine Engine Airframe Airframe Engine Noise vs. Airframe Noise Landing Noise Take-Off Noise The SOURDINE II Project ICRAT 2004

  20. Deriving the New Thrust Equation Forces applying on the aircraft: W the weight (=m*g) L the lift D the drag T the total engines’ thrust Deriving the new thrust equation ICRAT 2004

  21. Forces Equilibrium Dynamic equilibrium: Projected on X and Y axes: Deriving the new thrust equation ICRAT 2004

  22. New Thrust Equation • Rf = D / L (drag over lift) is function of: • aircraft configuration • true airspeed • angle of attack Deriving the new thrust equation ICRAT 2004

  23. Available from BADA Drag and Lift With ρ the air density around the airplane; S the gross wing surface area; CL, CD non-dimensional force coefficients which depend on the aircraft shape, angle of attack, and both the air compressibility and viscosity. Deriving the new thrust equation ICRAT 2004

  24. Angle of Attack Deriving the new thrust equation ICRAT 2004

  25. Results – Comparison with Airbus Data Data provided by Airbus (A320 standard approach, time step 1s) • Lift • Drag • Total thrust • Aircraft altitude • True airspeed • Weight • Angle of attack Results - Comparison with Airbus Data ICRAT 2004

  26. Altitude Profile Results - Comparison with Airbus Data ICRAT 2004

  27. Speed Profile Results - Comparison with Airbus Data ICRAT 2004

  28. Drag over Lift – Calculation Step 10s Results - Comparison with Airbus Data ICRAT 2004

  29. Thrust – Calculation Step 10s Results - Comparison with Airbus Data ICRAT 2004

  30. Thrust with Angle of Attack – Step 10s Results - Comparison with Airbus Data ICRAT 2004

  31. Drag over Lift – Calculation Step 2s Results - Comparison with Airbus Data ICRAT 2004

  32. Thrust – Calculation Step 2s Results - Comparison with Airbus Data ICRAT 2004

  33. Thrust with Angle of Attack – Step 2s Results - Comparison with Airbus Data ICRAT 2004

  34. Small Time Step Limitations Results - Comparison with Airbus Data ICRAT 2004

  35. Interpretation of Graphs • Good correlation during idle thrust phase and final approach. • The angle of attack allows an even better correlation during the final approach segment. • Necessity to use a calculation time step smaller than the typical time of a configuration change for thrust and drag over lift. • Necessity to use a larger calculation time step for the descent angle and acceleration to avoid side effects of altitude and speed measurement inaccuracies. Results - Comparison with Airbus Data ICRAT 2004

  36. Further Developments • Validation with other aircraft types – obtain extra performance data from aircraft manufacturers. • Profile smoothing tools to avoid irregularities due to a low measurement accuracy (radar data). • Validation of BADA drag and lift coefficients on landing procedures with longer sequences for each intermediate aircraft configuration. • Test equation with non ISA atmospheric conditions. • Test equation with departure profiles – derated thrust … Further Developments ICRAT 2004

  37. New Engine Thrust Calculation For Arrivals based on a dynamic equilibrium equation Thank you for your attention! Ivan de Lépinay ENVISA tel: +33 1 44 54 57 73 ivan@env-isa.com www.env-isa.com Thank you for your attention! ICRAT 2004

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