The characteristics of the intense vorticity structures (IVSs) near the turbulent/nonturbulent (T/NT) interface separating the turbulent and the irrotational flow regions are analysed using a direct numerical simulation (DNS) of a turbulent plane jet. The T/NT interface is defined by the radius of the large vorticity structures (LVSs) bordering the jet edge, while the IVSs arise only at a depth of about 5η from the T/NT interface, where η is the Kolmogorov micro-scale. Deep inside the jet shear layer the characteristics of the IVSs are similar to the IVSs found in many other flows: the mean radius, tangential velocity and circulation Reynolds number are R/η ≈ 4.6, u 0 /u ≈ 0.8, and Re Γ /Re 1/2 λ ≈ 28, where u 0 , and Re λ are the root mean square of the velocity fluctuations and the Reynolds number based on the Taylor micro-scale, respectively. Moreover, as in forced isotropic turbulence the IVSs inside the jet are well described by the Burgers vortex model, where the vortex core radius is stable due to a balance between the competing effects of axial vorticity production and viscous diffusion. Statistics conditioned on the distance from the T/NT interface are used to analyse the effect of the T/NT interface on the geometry and dynamics of the IVSs and show that the mean radius R, tangential velocity u 0 and circulation Γ of the IVSs increase as the T/NT interface is approached, while the vorticity norm |ω| stays approximately constant. Specifically R, u 0 and Γ exhibit maxima at a distance of roughly one Taylor micro-scale from the T/NT interface, before decreasing as the T/NT is approached. Analysis of the dynamics of the IVS shows that this is caused by a sharp decrease in the axial stretching rate acting on the axis of the IVSs near the jet edge. Unlike the IVSs deep inside the shear layer, there is a small predominance of vortex diffusion over stretching for the IVSs near the T/NT interface implying that the core of these structures is not stable i.e. it will tend to grow in time. Nevertheless the Burgers vortex model can still be considered to be a good representation for the IVSs near the jet edge, although it is not as accurate as for the IVSs deep inside the jet shear layer, since the observed magnitude of this imbalance is relatively small.

The role of coherent vortices near the turbulent/non-turbulent (T/NT) interface in a turbulent plane jet is analysed by a direct numerical simulation (DNS). The coherent vortices near the jet edge consist of large-scale vortical structures (LSVSs) maintained by the mean shear and intense vorticity structures (IVSs) created by the background fluctuating turbulence field. The radius of the LSVS is equal to the Taylor micro-scale R lsvs ≈ l, while the radius of the IVS is of the order of the Kolmogorov micro-scale R ivs ∼ h. The LSVSs are responsible for the observed vorticity jump at the T/NT interface, being of the order of the Taylor micro-scale. The coherent vortices in the proximity of the T/NT interface are preferentially aligned with the tangent to the T/NT interface and are responsible for the viscous dissipation of kinetic energy near the T/NT interface and to the characteristic shape of the enstrophy viscous diffusion observed at that location.

Recently, the new Green Deal policy initiative was presented by the European Union. The EU aims to achieve a sustainable future and be the first climate-neutral continent by 2050. It targets all of the continent’s industries, meaning aviation must contribute to these changes as well. By employing a systems engineering approach, this high-level task can be split into different levels to get from the vision to the relevant system or product itself. Part of this iterative process involves the aircraft requirements, which make the goals more achievable on the system level and allow validation of whether the designed systems fulfill these requirements. Within this work, the top-level aircraft requirements (TLARs) for a hybrid-electric regional aircraft for up to 50 passengers are presented. Apart from performance requirements, other requirements, like environmental ones, are also included. To check whether these requirements are fulfilled, different reference missions were defined which challenge various extremes within the requirements. Furthermore, figures of merit are established, providing a way of validating and comparing different aircraft designs. The modular structure of these aircraft designs ensures the possibility of evaluating different architectures and adapting these figures if necessary. Moreover, different criteria can be accounted for, or their calculation methods or weighting can be changed.