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Life Cycle Assessment in Conceptual Aircraft Design

Authors:

Abstract

This excel sheet contains a methodology for life cycle assessment in conceptual aircraft design. Using this methodology, the environmental impact of the designed aircraft can be calculated. Additionally the driving in- and outputs, processes, life cycle phases, impact categories and design parameters for the environmental impact of aircraft can be identified.
LCA-AD
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LCA AD is free software: you can redistribute it and/or modify
it under the terms of the GNU General Public License as published by
the Free Software Foundation, License Version 3.
LCA AD is distributed in the hope that it will be useful,
but WITHOUT ANY WARRANTY; without even the implied warranty of
MERCHANTABILITY or FITNESS FOR A PARTICULAR PURPOSE.
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Go to LCA calculation
See the GNU General Public License for more details.
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Life Cycle Assessment in Conceptual Aircraft Design
Quick start guide
The tool consists of four sections covering the four phases of a Life Cycle Assessment (LCA). The pluses and minuses on the left side can be used to navigate within the sections of the tool.
The entire required input data has to be entered in Section 2.1.1. Whenever a cell has a white background color, it is an input cell and the user can enter a value.
Cells with a grey background should normally not be changed. However, advanced users are invited to also play around with these cells.
To protect the user from unwanted modifications of the tool, the sheets and the workbook are protected (with the exception of the white input cells).
In case a user wants to make changes in protected areas, he simply has to unprotect the respective sheets or the workbook.
The final results of the LCA are presented in Section 3.3. The Single Score calculated in Seciton 3.3 represents the total Environmental Impact (EI) of an aircraft expressed in one score.
The sheet "LCA_Stat" provides statistics that have been used to determine several required parameters. Whenever such a statistical value is used, there is also a link to the respective statistic.
The sheet "LCA_Lit" provides the references used to determine several parameters. Whenever such a reference value is used, there is also a link to the respective reference.
The tool is based on several publications:
Equations from these publications are also displayed in the tool to make it more easily understandable for readers of the paper.
In order to properly run the tool, macros have to be activated. When the tool is opened, a pop-up will appear asking the user to enable macros.
1 Goal and Scope Definition
2 Life Cycle Inventory Analysis
3 Life Cycle Impact Assessment
4 Interpretation
"A First Step Towards The Integration Of Life Cycle Assessment Into Conceptual Aircraft Design" from DLRK 2013
"Adapting Life Cycle Impact Assessment Methods for Application in Aircraft Design" from DLRK 2014
"Comparison of the Potential Environmental Impact Improvements of Future Aircraft Concepts Using Life Cycle Assessment" from CEAS 2015
CO2 Emissions per process [g per pkm]
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The entire required input data has to be entered in Section 2.1.1. Whenever a cell has a white background color, it is an input cell and the user can enter a value.
Cells with a grey background should normally not be changed. However, advanced users are invited to also play around with these cells.
To protect the user from unwanted modifications of the tool, the sheets and the workbook are protected (with the exception of the white input cells).
In case a user wants to make changes in protected areas, he simply has to unprotect the respective sheets or the workbook.
The sheet "LCA_Lit" provides the references used to determine several parameters. Whenever such a reference value is used, there is also a link to the respective reference.
Equations from these publications are also displayed in the tool to make it more easily understandable for readers of the paper.
In order to properly run the tool, macros have to be activated. When the tool is opened, a pop-up will appear asking the user to enable macros.
"A First Step Towards The Integration Of Life Cycle Assessment Into Conceptual Aircraft Design" from DLRK 2013
"Adapting Life Cycle Impact Assessment Methods for Application in Aircraft Design" from DLRK 2014
"Comparison of the Potential Environmental Impact Improvements of Future Aircraft Concepts Using Life Cycle Assessment" from CEAS 2015
CO2 Emissions per process [g per pkm]
Percentage of processes on CO2 emissions
Summarized results of the inventory analysis [g/pkm]
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 #
References
H,F0("2D 3G3"0,87899$999$93G39*:<.
M '"@8$$ @%:""0M8! H3";0,87899I $9939$$ @%:<9*:<.
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H,F0(((8A% 3 !V)$B!:F @"!"*&8W(3 WM W&,M:WDWW)3WH,F0(D3)$XBX!X.
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H3%%3- 638,H-"&"0,878999$39&9X*:<.
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F%$&%B"Y&D3"!B"F&" :0,87899$99GX$9$9>9$>>?=>;<??=>?>9:;X$XXX$ XXX;X:XG*:<.
/-H"F"(/HA"/"++"("/0,"2"Q3% 2H35"";
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F+++,2(AF-MA&"11"+,/)+A"15"(A2+"(";"2/++!!+2(-!-HAA-2H-A-A2/+0+2H+0,+8Z0A2H22H+(20&S-AD,-&02++5FB ""H"?>
;
+0,--A2,-"?(H+0,--A2,-FGFY"F 8+0,--A2,-/["+3A=
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+&:$"+"&)5,"H3+%($":0,87899'9$9%*:.
 !H)/2HA2+,A2H-A">:($:"#1I#
 !H)/2HA2+,A2H-A">:($:"#!3 $% #

!H)/2HA2+,A2H-A"<-$>A%$:"#!7(AI3G3#
: !H)/2HA2+,A2H-A"=-$:"#,5\%@\#
> FLIGHT GLOBAL, 31.01.2014, "Airlines begin push for discounted end-of-line 777s"
? FLIGHT INTERNATIONAL, 2013-06-11, "Maturity in the Making" (p. 48-50)
 FLIGHT GLOBAL, 14-02-18, "Pratt plans performance upgrade for A320neo engine"
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 ! /$ "0B] >
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++%H 8++D9-,HAH,+H%)$B:"2A9:":0,8789999$39 $B:*:;:.
5-/AAHA)"(/-^"&":!(2H 3& H8 Publikaonen zum DLRK 2013 *&,B "(7 "($:.0,87899$%  98$888>=;:;:*8?>.
5-/AAHA)"(/-^"&">3 H3& H8 Publikaonen zum DLRK 2014*&,B " $ ";($>.0,87899$%  98$888?=>?*8?.
5-/AAHA)"(/-^"&"?D3+%HH%!0 H8 CEAS: 5th CEAS Air&Space Conference : Proceedings*+(?"&"=($?.&H&8;&87899:D(6
H,F0("2D3G3"0,87899$999$9 3G39*:<.
M '"@8$$ @%:""0M8! H3";0,87899I  $9939$$ @%:<9*:<.
H,F0(((8A% 3 !V)$B!:F @"!"*&8W(3 WM W&,M:WDWW)3WH,F0(D3)$XBX!X.
H3%%3- 638,H-"&"0,878999$39&9X*:<.
F%$&%B"Y&D3"!B"F&" :0,87899$99GX$9$9>9$>>?=>;<??=>?>9:;X$XXX$ XXX;X:XG*:<.
/-H"F"(/HA"/"++"("/0,"2"Q3% 2H35"";
F+++,2(AF-MA&"11"+,/)+A"15"(A2+"(";"2/++!!+2(-!-HAA-2H-A-A2/+0+2H+0,+8Z0A2H22H+(20&S-AD,-&02++5FB ""H"?>
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... The first LCA application used in the analysis was developed by Johanning [12]. The tool, named LCA-AD or simplified tool, is an open-source tool derived from the LCA software openLCA. ...
... Then, LCA is explained with respect to the use case of the conceptual aircraft design. It is followed by a review of previous aircraft LCA studies with a focus on their used software, including a detailed explanation of the simplified LCA-AD tool by Johanning [12]. Section 3 then explores the applied software evaluation methodology of this work. ...
... Furthermore, Johanning's study [12] should be highlighted, as this tool serves as a baseline within this study. He aimed to build a simple and comprehensive connection between LCA and aircraft design. ...
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Early and rapid environmental assessment of newly developed aircraft concepts is eminent in today’s climate debate. This can shorten the decision-making process and thus accelerate the entry into service of climate-friendly technologies. A holistic approach within the conceptual aircraft design is taken into consideration in terms of a life cycle assessment (LCA) to properly model and evaluate these concepts. To provide an understanding of how different LCA software affects the assessment, the goals of this study are to establish a baseline metrics definition for comparative evaluation and apply them to two tools. The first tool is an existing simplified derivative of openLCA, while the second, developed in this study, is an automated interface to the same software. The main finding is that researchers and practitioners must carefully consider the intended use of the tool. The simplified tool is suitable for training and teaching purposes and assessments on single score level. In contrast, an advanced tool is required in order to appropriately analyze the overall impact categories requiring high levels of LCA expertise, modeling, and time effort.
... According to [82,83], an operating life of 25 years for the brackets was considered, i.e. the mean value of the airplane on which they are mounted, while the investment costs were not considered in the analysis. ...
... Since there is great variability in the concentrations of major components of crude oil, there is also a great variation in the final jet fuel product. In this study, a kerosene-based jet fuel is considered, being among the most used fuels for military and commercial aircrafts [82,88]. ...
... In addition, the flows that contribute to the overall impact of the product systems are indicated through the red lines, while the green lines indicate the flows that have a beneficial effect, or detrimental, on the impacts, thanks to reuse and recycling processes. The process shaft of Fig. 9 shows how the totality of the impact is practically due to the operating stage, or fuel consumption during the 25 years of flight of the aircraft, in agreement to [82,88]. The environmental impacts of both raw materials extraction, production, and disposal processes are negligible. ...
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This work proposes the assessment of the economic and environmental impacts for the replacement of conventional aluminium-made brackets for overhead locker within commercial aircrafts. To this end, a 3D printed support made of carbon reinforced polyether ether ketone (PEEK) was fabricated through the fused deposition modelling (FDM) technique by using the Roboze ARGO 35010 3D printer. After verifying the mechanical performance in terms of quasi-static and fatigue life response through a finite element analysis and the technological feasibility in reproducing such a geometry, the economic assessment highlighted the benefits of using FDM. This can be directly related to the reduction of the annual fuel consumption, which per single aircraft on the Italian route Rome-Milan is estimated at approximately 1740 ton/year, leading to a saving of approximately 320,000 €/year, thanks to the reduction of the brackets’ weight of around 50%. The environmental analysis has shown that the proposed solution is highly eco-sustainable, allowing the reduction of around 550 ton/year of CO2 per aircraft, thanks to a lower consumption of jet fuel during flight, as well as of the overall environmental impact associated with air transport, for each damage class. These results showed how the innovative strategy described offers a concrete possibility to reduce the costs and environmental impacts associated with aviation in order to promote greater sustainability of the entire sector.
... In the literature, there are only two publications regarding the LCA of full conventional aircraft over the entire lifecycle [39], performed by Chester [40] and Lopes [41]. Chester reported carbon footprint for Embraer 145-180 g CO 2 eq per 1 pkm (the transport of one passenger over one kilometer), for Boeing 737-131 g CO 2 eq per 1 pkm, and for Boeing 747-124 g CO 2 eq per 1 [40]. ...
... Lopes obtained a carbon footprint for Airbus A330-126 g CO 2 eq per 1 [41]. For all analyzed cases, the contribution of aircraft operation, i.e., the use phase, was from 79% to 99% of the total carbon footprint [39]. Scholz et al. performed an environmental life cycle assessment of battery-powered hybrid-electric aircraft and compared the results to those of a conventional reference aircraft (a single-aisle transport aircraft of the A320 class). ...
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The Hybrid Electric Regional Aircraft Distribution Technologies (HECATE) Clean Aviation project will mature and develop breakthrough technologies and perform scalability and impact analysis to ensure safe and power-dense technologies that will enable Entry Into Service (EIS) of hybrid-electric regional aircraft by 2035. Along the project, a circular economy approach in future aircraft will be ensured through the use of Life Cycle Assessment (LCA), performing this type of assessment on the overall electrical system and primary/secondary distribution and conversion technologies, helping to be in line with long-term environmental roadmaps such as Flightpath 2050. This communication includes a description of the HECATE activities and how LCA will be applied to the future Regional Aircraft Electrical Distribution System.
... However, most aircraft LCAs focus solely on climate change impacts and present a low level of detail and transparency (Rupcic et al., 2023). The carbon footprint of hybrid-electric aircraft is thus often performed in literature based on preliminary design outputs such as hybridization degree, energy requirements, fuel consumption, and weight (Barke et al., 2022;Johanning and Scholz, 2014;Melo et al., 2023;Ribeiro et al., 2020;Scholz et al., 2022). This limited the interpretation of these rough carbon footprints, which indicated that hybridization would perform better than conventional aircraft for a given mission but did not allow for hotspot analysis due to a lack of technical specifications of the power train technology and the coarse granularity of the impact assessment. ...
... It is sometimes pointed out that the production of CFRP structures is significantly more energy-intensive than that of metallic lightweight materials [25]. However, life cycle analyses (LCA) show that in aircraft, production accounts for between 0.1% (LR aircraft) to 0.2% (SMR aircraft) of the total CO 2 footprint [53], [113]. This means that the use of CFRP in aircraft design is also advantageous for ecological reasons as a result of the energy savings over the entire lifetime of the aircraft. ...
... [12,13] Various LCA had been made for di↵erent aspects of civilian aviation. [14,15] LCA on a commercial aircraft reveals that most of the impact, especially on climate change, is due to the usage of kerosene during flight. [16] For that reason, further studies focus on the LCA of the fuel itself [17] or the usage of completely di↵erent technologies like hydrogen [18] or electric [19] plane engines. ...
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As sustainability becomes one of the main challenges of the aerospace industry , we need to find new ways to integrate it into the design phase of aerospace systems. The Multidisciplinary Analysis and Optimization (MDAO) framework is a great host for an environmental discipline thanks to its modularity. However current Life Cycle Assessment (LCA) software do not integrate well with other computation tools, and are designed for low amounts of simulations on massive databases, while MDAO requires often many iterations with only slight variations. This work presents newly developed tools aiming at bridging those two valuable methods to enable better use of LCA within MDAO. Symbolic links between classic design variables and associated LCA parameter, python-based tools compatible with OpenMDAO, and optimization of the LCA algorithms to allow for multiple runs on variations of the same overall system makes it possible to integrate LCA considerations inside an MDAO model at reduced performance cost. The resulting framework makes ecodesign more accessible as environmental impacts can be used inside the design process, possibly as main objectives or constraints.
Chapter
The majority of aircraft engine life cycle assessment (LCA), and more generally aeronautical products, focuses on the use, the extraction of raw materials, and the manufacturing phases. This focus seems logical since they represent a priori the most significant sources of impacts on the environment. The maintenance phase is usually overlooked and roughly modeled. However, it is precisely relevant as aircraft engines are high-value products, and airlines strive to maintain their engines to last the longest as possible. The maintenance phase can be considered as an additional life cycle for the product. It implies a vast diversity of swapped parts and repairs. The detailed LCA modeling would be an intricate analysis that would require huge work of inventory. Nevertheless, one has to tackle this objective, as LCA tends to be a reference methodology not only for environmental disclosure but also for eco-design activities for the aeronautical sector. This chapter proposes a methodology to model the overall maintenance of an aircraft engine throughout its whole life for LCA purposes. This model applies to the whole engine or parts of it. A generic flow diagram of maintenance in workshops has been built based on industrial experience. Then the simplifications of the model, required to make it viable, are introduced. The feasibility is evaluated with a use case on the repair of a specific engine part. Finally, this chapter proposes a discussion about the limits related to the assumptions, the simplifications, and the areas of improvement.
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The aviation industry is under increasing pressure to reduce its environmental emissions. To meet the environmental ambitious, aircraft manufacturers and suppliers are exploring new technologies for future aircraft systems. However, these long-term innovations have significant risks. Thus, optimizing current aircraft programs regarding their environmental performance through continuous improvements is important to meet the environmental targets. Due to the shorter development cycles of cabin equipment and the continuous retrofitting activities, the aircraft cabin is particularly suited to improve the environmental performance of current aircraft programs. This paper proposes the integration of Life Cycle Assessment into the aircraft cabin customization process to evaluate and enhance environmental performance measurements systematically. First, we outline the basics of LCA and the customization process in the aviation industry. Subsequently, we describe the conceptual integration of LCA within the cabin configuration phase, followed by the development and implementation of software application to support the integration. Our findings demonstrate that the integration into the customization process is feasible with the support of a software solution. In summary, this paper draws the conceptual and practical roadmap for integrating environmental aspects into the customization process of aircraft cabins.
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