new engine thrust calculation for arrivals icrat 2004 ivan de lépinay, envisa, paris (france) based...

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!


ICRAT 2004ICRAT 2004 Introduction


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)


Standard Profiles – Speed (departure)Standard Profiles – Speed (departure)


Standard Profiles – Thrust (departure)Standard Profiles – Thrust (departure)


Noise Contours MapsNoise Contours Maps


Standard Profiles – Altitude (departure)Standard Profiles – Altitude (departure)


Real Profiles – Altitude (departure)Real Profiles – Altitude (departure)


Standard Profile – Altitude (approach)Standard Profile – Altitude (approach)


Real Profiles – Altitude Real Profiles – Altitude (approach)(approach)


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


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


Dynamic equilibrium:

dt

VdmF

dt

dVmDsinWT

cosWL

Projected on X and Y axes:

New Thrust EquationNew 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


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


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


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


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


0 60 120 180 240 300 360 420 480 540Time (s)

Thrust (DAN)


1 u

nit

= 5

00

DA

N

Thrust – Calculation Step 10sThrust – Calculation Step 10s


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


0 60 120 180 240 300 360 420 480 540

Time (s)

DoL


1 u

nit

= 0

.01

Drag over Lift – Calculation Step 2sDrag over Lift – Calculation Step 2s


0 60 120 180 240 300 360 420 480 540

Time (s)

Thrust (DAN)


1 u

nit

= 5

00

DA

N

Thrust – Calculation Step 2sThrust – Calculation Step 2s


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


Small Time Step LimitationsSmall Time Step Limitations


Arrival Height Profile

0

1000

2000

3000

4000

5000

6000

7000

8000

-100000 -80000 -60000 -40000 -20000 0

Interpretation of GraphsInterpretation 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.

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 …


ICRAT 2004ICRAT 2004 Thank you for your attention!


Thank you for your attention!

Ivan de LépinayENVISAtel: +33 1 44 54 57 [email protected]

new engine thrust calculation for arrivals icrat 2004 ivan de lépinay, envisa, paris (france) based...

Documents

noise of aircraft icrat

aircraft noise levels

simulated data noise

noise contours maps

aircraft type

inm icrat

arrivals icrat

aircraft dtb inm