The optimum aeroplane and beyond

Poll, D. I. A.

doi:10.1017/s000192400001143x

Cited by 19 publications

(24 citation statements)

References 3 publications

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“…The metric has been utilised as a key indicator in the 164 assessment of energy efficiency of aircraft (Poll, 2009). It was found to be particularly useful as it can 165 be used to assess a technology purely from an energy efficiency perspective, whilst taking into 166 account the useful work done in terms of its revenue earning potential.…”

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confidence: 99%

Techno-economic viability assessments of greener propulsion technology under potential environmental regulatory policy scenarios

et al. 2015

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PostprintThis is the accepted version of a paper published in Applied Energy. This paper has been peer-reviewed but does not include the final publisher proof-corrections or journal pagination. Citation for the original published paper (version of record):Nalianda, D., Kyprianidis, K., Sethi, V., Singh, R. (2015) Techno-economic viability assessments of greener propulsion technology under potential environmental regulatory policy scenarios.Applied Energy, http://dx.doi.org/10.1016/j.apenergy. 2015.07.017 Access to the published version may require subscription. N.B. When citing this work, cite the original published paper. Permanent link to this version:http://urn.kb.se/resolve?urn=urn:nbn:se:mdh:diva-28786 59The aviation sector has played a significant role in shaping the world into what it is today. The rapid 60 growth of global economies and the corresponding sharp rise in the number of people now wanting to 61 travel on business and for pleasure, has largely been responsible for the development of this industry. 62However the significantly large increase in air passengers over the years has led to an increase in air 63 traffic and a corresponding rise in fuel consumption, aviation emissions and noise. 64Over the years, the industry has consistently invested in improving technology and introducing it into 65 commercial applications, with the aim to always remain profitable. With fuel expenses being a 66 significant part of an airline's operating cost, the core focus of technology development in the past has 67 been to constantly improve fuel economy. This has been accomplished whilst actively striving to lower 68 costs (production and maintenance) reduce weight, maintain Landing and Take-Off (LTO) cycle noise 69 and NOx within certification limits and improve safety and reliability. However, with aviation 70 emissions now becoming a cause for growing global concern and various emission mitigation policies 71 coming into focus, the industry is actively pursuing even "greener" and quieter solutions for the future. 95The primary objective of the current work is to specifically assess economic viability and the 96 boundaries within which a particular energy efficiency improvement technology is financially 97 sustainable. In more detail, the work introduces an integrated methodology that may be used to 98 assess economic viability by demonstrating the sensitivity of operating cost to uncertain acquisition 99 prices and maintenance costs of futuristic technology. 100The focus of the work is to combine energy efficiency technology assessments with concepts of Net 101Present Value (NPV) and Internal Rate of Return (IRR) within an investment cost analysis approach. 102The study will first utilise and further develop a Techno-economic Environmental Risk Analysis 103(TERA) framework to produce a set of assessments (Kyprianidis, et al., 2008; Pascovici, D.S, 2008; 104 Kyprianidis, 2010). These assessments will compare a novel technology with competing conventional 105 solutions and establish its benefits in term...

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Techno-economic viability assessments of greener propulsion technology under potential environmental regulatory policy scenarios

et al. 2015

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“…basic aircraft mass (operational empty mass -mass of operational items) C 1 , C 2 constants used by Green (1) (see Equation (21)) ETRW ratio of energy used to revenue work done (defined in Equation (1)) F ratio of fuel tank volume to total wing volume FM total usable fuel mass FM nc mass of fuel carried on journey, but not consumed (reserve + tankered) f [1][2][3][4][5][6][7][8][9][10] functions defined in Equations (11),(26),(27),(28),(29),(30),…”

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On the effect of stage length on the efficiency of air transport

Poll

2011

Aeronaut. j.

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It is generally recognised that fuel can be saved on long haul routes if non-stop flights are broken down into a number of short stages. As fuel costs rise, these savings may eventually become economically attractive to airlines. ‘Staging’ may also play a role in the reduction of aviation’s impact upon climate change. To allow an accurate estimate of the potential benefits, an analytic model has been developed from first principles, with closure provided by data from existing aircraft. The analysis captures the relevant parameters and their influence is quantified. It has been found that significant savings are only available for distances greater than about 5,500km and a stop at the halfway point is either the best, or close to the best, strategy. For the longest routes, optimal staging with existing long range aircraft can give savings of up to 12%. However, if aircraft optimised for the stage lengths are used, this may be increased to up to 28% and, if the floor area per passenger is reduced to the short haul level, a limiting value of about 45% may be possible. The aircraft design passenger number and, provided it is constant, the load factor have little, or no, effect upon the percentage savings. Maximum use of staging on all current routes longer than 5,500km could reduce the total fuel consumed by between 3% and 20%, with a consequent reduction in global fleet annual fuel burn of between 1% and 6%. However, the savings for a given route are reduced as aircraft become more efficient.

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“…This shortcoming has led other authors, e.g. Green (9,10) and Poll (11) , to use the maximum payload mass, MPM, as the basis for estimates. This gives reasonably good results.…”

Section: The 'Aircraft Mass Hypothesis'mentioning

confidence: 99%

“…The relation for (OEM) i developed in Ref. 11 includes average allowances for cabin furnishings and facilities (≈ 32kg per passenger), oxygen, safety equipment, food, water etc. (≈ 15•5kg per passenger) and cabin crew (≈ 2•5kg per passenger).…”

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A first order method for the determination of the leading mass characteristics of civil transport aircraft

Poll¹

2011

Aeronaut. j.

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Simple, approximate relations are developed that allow rapid, yet accurate, estimates of the principal mass characteristics of modern civil transport aircraft. The method is based upon an ‘aircraft mass hypothesis’ combined with data taken from Type Certificates and manufacturers’ information for 44 different Boeing and Airbus aircraft types and variants. This hypothesis links the masses of the various aircraft components, including the operational items, and the maximum payload mass to just two parameters; the passenger cabin floor area, as exemplified by the ‘design passenger number’ and the ratio of maximum zero fuel mass to maximum take-off mass, as exemplified by the non-dimensional ‘design range’. In this context, the ‘design range’ is defined as the maximum possible range when the aircraft is operating at its maximum zero fuel mass. This approach leads to the formulation of three basic ‘laws’ for aircraft mass. Special consideration is given to the identification and separation of those components that are fixed either by the design, or the certification process, and those that are free, within defined limits, to be chosen by the operator.

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The optimum aeroplane and beyond

Cited by 19 publications

References 3 publications

Techno-economic viability assessments of greener propulsion technology under potential environmental regulatory policy scenarios

Techno-economic viability assessments of greener propulsion technology under potential environmental regulatory policy scenarios

On the effect of stage length on the efficiency of air transport

A first order method for the determination of the leading mass characteristics of civil transport aircraft

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