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New Engine Thrust Calculation For New Engine Thrust Calculation For ArrivalsArrivals
ICRAT 2004ICRAT 2004 Ivan de Lépinay, ENVISA, Paris (France)
based on a dynamic equilibrium equation
Welcome!
New Engine Thrust Calculation For New Engine Thrust Calculation For ArrivalsArrivals
ICRAT 2004ICRAT 2004 Introduction
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
Environmental Impact of Civil Aviation Environmental Impact of Civil Aviation
ICRAT 2004ICRAT 2004 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.
The Balanced Approach The Balanced Approach
ICRAT 2004ICRAT 2004 Environmental impact of civil aviation
Reduction of Noise
at Source
Land-Use Planning and Management
Noise Abatement Operational Procedures
Operating Restrictions
Aircraft Noise Management
Assessing the Noise of Assessing the Noise of AircraftAircraft
ICRAT 2004ICRAT 2004 Aircraft Noise Modelling
(Acft Type, Thrust)
d
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)
(Noise)
Standard Profiles – Altitude (departure)Standard Profiles – Altitude (departure)
ICRAT 2004ICRAT 2004 Aircraft Noise Modelling
Standard Profiles – Speed (departure)Standard Profiles – Speed (departure)
ICRAT 2004ICRAT 2004 Aircraft Noise Modelling
Standard Profiles – Thrust (departure)Standard Profiles – Thrust (departure)
ICRAT 2004ICRAT 2004 Aircraft Noise Modelling
Noise Contours MapsNoise Contours Maps
ICRAT 2004ICRAT 2004 Aircraft Noise Modelling
Noise Contours MapsNoise Contours Maps
ICRAT 2004ICRAT 2004 Aircraft Noise Modelling
Noise Contours MapsNoise Contours Maps
ICRAT 2004ICRAT 2004 Aircraft Noise Modelling
Standard Profiles – Altitude (departure)Standard Profiles – Altitude (departure)
ICRAT 2004ICRAT 2004 Aircraft Noise Modelling
Real Profiles – Altitude (departure)Real Profiles – Altitude (departure)
ICRAT 2004ICRAT 2004 Aircraft Noise Modelling
Standard Profile – Altitude (approach)Standard Profile – Altitude (approach)
ICRAT 2004ICRAT 2004 Aircraft Noise Modelling
Real Profiles – Altitude Real Profiles – Altitude (approach)(approach)
ICRAT 2004ICRAT 2004 Aircraft Noise Modelling
What is ENHANCE?What is ENHANCE?
ICRAT 2004ICRAT 2004
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
From Radar / Simulation to the INMFrom Radar / Simulation to the INM
ICRAT 2004ICRAT 2004
ENHANCEENHANCE INMINM
Airport Data
Operational
Data
Radar / SimTrajectories
(X,Y,Z,v)
Aircraft dtb(INM 7.0) study
cases
runways
tracks
profiles
ASCII, MS Access, MS Excel(any column layout)
INM dbf input files(one track/profile for each flight)
Aircraft Noise Modelling
The SOURDINE II ProjectThe SOURDINE II Project
ICRAT 2004ICRAT 2004 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.
Engine Noise vs. Airframe NoiseEngine Noise vs. Airframe Noise
ICRAT 2004ICRAT 2004 The SOURDINE II Project
Take-Off Noise Landing Noise
Deriving the New Thrust EquationDeriving the New Thrust Equation
ICRAT 2004ICRAT 2004 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
Forces EquilibriumForces Equilibrium
ICRAT 2004ICRAT 2004 Deriving the new thrust equation
Dynamic equilibrium:
dt
VdmF
dt
dVmDsinWT
cosWL
Projected on X and Y axes:
New Thrust EquationNew Thrust Equation
ICRAT 2004ICRAT 2004 Deriving the new thrust equation
Rf = D / L (drag over lift) is function of:
aircraft configuration
true airspeed
angle of attack
sincosRgdt
dVmT f
Drag and LiftDrag and Lift
ICRAT 2004ICRAT 2004 Deriving the new thrust equation
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.
L2
D2
SCV2
1L
SCV2
1D
2LDDD CCCC
20
Available from BADA
Angle of AttackAngle of Attack
ICRAT 2004ICRAT 2004 Deriving the new thrust equation
sincosRg
dt
dV
cossinR
mT f
f
Results – Comparison with Airbus Results – Comparison with Airbus DataData
ICRAT 2004ICRAT 2004 Results - Comparison with Airbus Data
Data provided by Airbus (A320 standard approach, time step 1s)
Aircraft altitude
True airspeed
Weight
Angle of attack
Lift
Drag
Total thrust
Altitude ProfileAltitude Profile
ICRAT 2004ICRAT 2004
0
1000
2000
3000
4000
5000
6000
7000
8000
0 60 120 180 240 300 360 420 480 540Time (s)
Height (ft)
Results - Comparison with Airbus Data
0
50
100
150
200
250
300
0 60 120 180 240 300 360 420 480 540Time (s)
Speed (kt)
Speed ProfileSpeed Profile
ICRAT 2004ICRAT 2004 Results - Comparison with Airbus Data
0 60 120 180 240 300 360 420 480 540Time (s)
DoL
Manufacturer Calculated
1 u
nit
= 0
.01
Drag over Lift – Calculation Step 10sDrag over Lift – Calculation Step 10s
ICRAT 2004ICRAT 2004 Results - Comparison with Airbus Data
0 60 120 180 240 300 360 420 480 540Time (s)
Thrust (DAN)
Manufacturer Calculated
1 u
nit
= 5
00
DA
N
Thrust – Calculation Step 10sThrust – Calculation Step 10s
ICRAT 2004ICRAT 2004 Results - Comparison with Airbus Data
0 60 120 180 240 300 360 420 480 540Time (s)
Thrust (DAN)
Manufacturer Calculated with AoA
1 u
nit
= 5
00
DA
N
Thrust with Angle of Attack – Step 10sThrust with Angle of Attack – Step 10s
ICRAT 2004ICRAT 2004 Results - Comparison with Airbus Data
0 60 120 180 240 300 360 420 480 540
Time (s)
DoL
Manufacturer Calculated
1 u
nit
= 0
.01
Drag over Lift – Calculation Step 2sDrag over Lift – Calculation Step 2s
ICRAT 2004ICRAT 2004 Results - Comparison with Airbus Data
0 60 120 180 240 300 360 420 480 540
Time (s)
Thrust (DAN)
Manufacturer Calculated
1 u
nit
= 5
00
DA
N
Thrust – Calculation Step 2sThrust – Calculation Step 2s
ICRAT 2004ICRAT 2004 Results - Comparison with Airbus Data
0 60 120 180 240 300 360 420 480 540
Time (s)
Thrust (DAN)
Manufacturer Calculated with AoA
1 u
nit
= 5
00
DA
N
Thrust with Angle of Attack – Step Thrust with Angle of Attack – Step 2s2s
ICRAT 2004ICRAT 2004 Results - Comparison with Airbus Data
Small Time Step LimitationsSmall Time Step Limitations
ICRAT 2004ICRAT 2004 Results - Comparison with Airbus Data
Arrival Height Profile
0
1000
2000
3000
4000
5000
6000
7000
8000
-100000 -80000 -60000 -40000 -20000 0
Interpretation of GraphsInterpretation of Graphs
ICRAT 2004ICRAT 2004 Results - Comparison with Airbus Data
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.
Further DevelopmentsFurther Developments
ICRAT 2004ICRAT 2004 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 …
New Engine Thrust Calculation For New Engine Thrust Calculation For ArrivalsArrivals
ICRAT 2004ICRAT 2004 Thank you for your attention!
based on a dynamic equilibrium equation
Thank you for your attention!
Ivan de LépinayENVISAtel: +33 1 44 54 57 [email protected]