This study presents an automated shape optimization method for heat sinks. The computational framework has been developed by combining a conjugate heat transfer solver with adjoint capabilities, a CAD parametrization tool, and a gradient-based optimizer. The test case considers the design optimization of a water-cooled heat sink with pin fins, with the goal of concurrently enhancing heat transfer and minimizing pressure losses. Results show that the optimized fin geometry leads to an improvement of the average heat transfer coefficient by 24% while the pressure drop is lowered by 19%. The optimal fin array features an unconventional shape with an enlarged cross-section at the hub and the top with respect to mid-span, and a variation of the pin profile in the streamwise direction. The net effect is a reduction in flow blockage, an increase in fin efficiency, and a lower and more uniform temperature distribution in the heat sink base plate.

Organic Rankine cycle (ORC) systems are a class of distributed power-generation systems that are suitable for the efficient conversion of low-to-medium temperature thermal energy to useful power. These versatile systems have significant potential to contribute in diverse ways to future clean and sustainable energy systems through, e.g., deployment for waste-heat recovery in industrial facilities, but also the utilisation of renewable-heat sources, thereby improving energy access and living standards, while reducing primary energy consumption and the associated emissions. The energetic and economic performance, but also environmental sustainability of ORC systems, all depend strongly on the working fluid employed, and therefore a significant effort has been made in recent years to select, but also to design novel working fluids for ORC systems. In this context, computer-aided molecular design (CAMD) techniques have emerged as highly promising approaches with which to explore the key role of working fluids, and present an opportunity, by focusing on the design of new eco-friendly fluids with low environmental footprints, to identify alternatives to traditional refrigerants with improved characteristics. In this review article, an overview of working-fluid and system optimisation methodologies that can be used for the design and operation of next-generation ORC systems is provided. With reference to wide-ranging applications from waste-heat recovery in industrial and automotive applications, to biomass, geothermal and solar-energy conversion and/or storage, this review represents a comprehensive, forward-looking exposition of the application of CAMD to the design of ORC technology.

The preliminary design of the thermal management system for the electric powertrain of a 90-seater battery-electric aircraft is addressed in this study. The main heat loads of the powertrain are associated with the battery pack and the electronic power unit, comprising an electric motor, an inverter, and optionally a gearbox. The main operating points of the thermal management system throughout the nominal flight mission are identified as take-off, top of climb, cruise, and top of descent. Two candidate architectures are assessed and compared in terms of key performance metrics, i.e., weight, drag penalty, and electric power consumption. Moreover, the equivalent battery mass required to power and carry the thermal management system throughout the flight mission is computed. The results show that the architecture exploiting the difference in the temperature levels of the heat sources in the powertrain features superior performance than the baseline configuration. In particular, the total equivalent battery mass is reduced by 388 kg. Overall, this translates into an increase in the usable range of 11 km prior to snowball effects, highlighting the importance of the thermal management system in the design of large battery-electric aircraft.

Thermal energy recovery is being investigated by leading aerospace companies as a means to improve the efficiency of next-generation propulsion systems. The organic Rankine cycle (ORC) system, due to the flexibility of the concept, is arguably the best technology for waste heat recovery and, thus, a promising solution to develop recuperated engines. In such systems, heat exchangers are arguably the most critical components, as their design must balance thermal performance with constraints on weight and volume. Consequently, integrating the optimization of heat exchangers into the overall system design may lead to substantial performance enhancement compared to more traditional iterative design methods. The objective of this study was the development of a systematic methodology for optimizing airborne thermal systems, with a focus on addressing the computational challenges of integrated design. Three design strategies are compared: (i) optimization of the sole cycle parameters while performing heat exchanger sizing for values of the geometrical characteristics defined a priori based on a preliminary investigation of the design space of these components, (ii) concurrent optimization of both the thermodynamic cycle and of the most critical heat exchanger, e.g., the condenser, and, (iii) use of a data-driven surrogate model of the condenser to predict the optimal heat exchanger geometry as a function of any feasible thermodynamic conditions to reduce the number of optimization variables of the integrated design problem. The surrogate model is constructed based on datasets of Pareto-optimal HX designs in the objective space defined by heat exchanger weight and pressure drops. The three design strategies are applied to two case studies featuring supercritical ORC systems utilizing cyclopentane as the working fluid: a combined cycle auxiliary power unit (CC-APU) and a combined cycle turboshaft (CC-TS) engine. Findings indicate that integrated optimization yields performance gains that vary depending on the heat exchanger topology, application, and thermodynamic cycle. For instance, CC-APU designs obtained with the integrated design optimization method are up to 15% lighter than designs obtained with the optimization of the thermodynamic cycle parameters alone, for the same net power output. Microchannel condenser designs with offset strip fins allow for obtaining a better performance than louvered fin-based designs if a low-pressure drop is targeted, whereas louvered fins are advantageous if a higher pressure drop is allowed. The design strategy employing the surrogate model considerably reduces the computational cost, without significantly affecting accuracy: the relative deviation between the Pareto front obtained with the surrogate model and that obtained with the integrated optimization strategy ranges between 1% and 2.9%. These values are comparable to the uncertainty of the predictions of the heat exchanger model. The reduction in computational time required to generate the Pareto fronts associated with the two case studies is up to 200%.

Heat exchangers are key components of thermal energy conversion systems, however, their optimal design is still based on reduced order models relying on semi-empirical heat transfer correlations. CFD-based design optimization emerged as a viable method to provide a significant improvement in performance at an affordable cost. This study presents a framework to optimize multiple heat transfer surfaces concurrently using the adjoint method. The heat transfer surfaces are parametrized using a CAD-based parametrization method, and their performance is evaluated using a RANS solver complemented by its discrete adjoint counterpart for gradient computation. The optimization framework is applied to minimize the pressure drop across a bare-tube heat exchanger while constraining the heat transfer rate. Two variants of the same optimization problem are formulated: in the first one, the sensitivities are averaged and the tubes are constrained to maintain the same shape, while in the second variant, the shape of the tubes can vary, resulting in an optimum solution with non-identical tube shapes. The results show that the optimized geometry reduces the pressure drop by 19% if the tube shapes are identical, and by 25% in the case of non-identical shapes, compared to the baseline. To identify the physical mechanisms contributing to the fluid-dynamic losses, entropy generation along the flow path was investigated. The results reveal that the major loss reduction observed for the case of non-identical tube shapes is due to the better thermo-hydraulic performance of the first and last tubes.

The Environmental Control System (ECS) is the main utilizer of non-propulsive power among the aircraft subsystems. Onboard helicopters, the ECS is based on the Vapour Compression Cycle (VCC) concept, and the standard refrigerant is R-134a. The objective of this study is to evaluate the impact of replacing the conventional scroll compressor with a high-speed centrifugal compressor operating with a low-GWP refrigerant as the prime mover of the VCC system. The case study is the ECS of a large helicopter and the sizing operating condition is that of the helicopter on the ground on a hot and humid day. The working fluids identified as potential alternatives to R-134a are the haloolefins R-1233zd(E), R-1234ze(Z), R-1224yd(Z) and R-1336mzz(Z). An integrated design optimization method has been employed to simultaneously account for the design of the VCC system, its main components, and the selection of the working fluid. The model of the VCC system has been coded with the acausal Modelica language. The design of the high-speed compressor has been performed with an in-house program validated with experimental data. The objectives of the optimization are the maximization of the Coefficient of Performance (COP) and the minimization of the system weight. The results show that the use of haloolefins in place of R-134a allows the design of lighter and more efficient VCC systems. In particular, the refrigerant R-1234ze(Z) enables the identification of an optimal design point featuring a 12% increase in COP and a 26% reduction in weight.

The use of an electrically driven vapor compression cycle (VCC) for the environmental control system (ECS) of next-generation aircraft could substantially reduce fuel consumption. The renovated interest in this technology is due to the advent of new refrigerants featuring low global warming potential and the latest developments in high-speed centrifugal compressors and ultracompact heat exchangers. This paper documents the development of an integrated design optimization method for aircraft ECS, whereby the system-level design is performed along with the preliminary design of its main components. The methodology is used to perform the multipoint and multi-objective design optimization of a bleedless air cycle machine (ACM), i.e., the state-of-the-art ECS installed onboard the Boeing 787, and an electrically driven VCC system for a single-aisle, short-haul aircraft. The performance of the two optimal architectures is compared, showing that the VCC system is characterized by lower weight and electric power consumption than the bleedless ACM but features a higher drag penalty. Overall, the optimal VCC system leads to an 18% reduction in fuel weight penalty with respect to the bleedless ACM for the prescribed application.

The aircraft Environmental Control System (ECS) is the primary consumer of non-propulsive power at cruise conditions, hence, its performance optimization is crucial for the reduction of specific fuel consumption. A novel integrated system design optimization method is presented: thermodynamic cycle, component sizing and working fluid are taken into account simultaneously. This method was applied to the ECS of large rotorcraft based on a Vapour Compression Cycle system electrically driven by a high-speed centrifugal compressor. Steady-state and lumped parameter system component models have been developed using the Modelica acausal modelling language. The optimization design framework consists of an in-house code, featuring a Python-Modelica interface. The study case refers to a critical operating condition: the helicopter is on the ground during a hot and humid day. The working fluid is R-134a. The multi-objective optimization targets the maximization of the system efficiency and the minimization of system weight. The results show that more efficient systems can be designed only with heavier components. The design feasibility of high-speed centrifugal compressors is demonstrated. The advantage of an integrated system design optimization framework for complex energy systems is proved, allowing for the analysis of the impact of both component design and working fluid on system performance.

This paper presents a preliminary study about a combined-cycle engine based on a turboshaft engine and an organic-Rankine-cycle (ORC) bottoming unit to be used onboard an aircraft with a turboelectric propulsion system. The aim is to analyse whether benefits with respect to mission fuel consumption can be derived by employing such a combined-cycle
engine when compared to a simple-cycle turboshaft engine. For this purpose, a multidisciplinary optimization framework is developed, incorporating models for the engine, ORC system, ORC turbine, heat exchangers, and mission analysis. This framework is coupled with an optimizer to identify the optimal combined-cycle engine design for minimum mission fuel consumption. The results suggest that fuel savings of around 1.5% are possible with the optimized system if compared to the aircraft employing turboshaft engines. Heat exchanger volume is identified as the most constraining parameter when it comes to combined-cycle performance. The analysis of the results suggests as aspects which might lead to further improvements the evaluation of other ORC architectures, working fluids and heat exchanger topologies.

This study presents a Computational Fluid Dynamics (CFD)-based optimization framework to enhance the performance of bare-tube heat exchangers. The framework comprises a CFD solver, an adjoint solver, and a CAD-based parametrization tool. This framework simultaneously optimizes the tube shape and layout to obtain an optimum heat exchanger configuration with a higher heat transfer rate and lower pressure drop. Firstly, a parametric study of the longitudinal pitch is performed that shows that increasing the longitudinal pitch results in an increase in pressure drop and heat transfer rate. Furthermore, the proposed framework was applied to optimize an in-line elliptical tube configuration. The optimum geometry showed a performance improvement of 29% as compared to the baseline geometry while satisfying the constraint on the heat transfer rate.

The Environmental Control System (ECS) of passenger aircraft is the main consumer of non-propulsive power aboard. A computationally efficient and accurate thermal model of the fuselage is needed for future sustainable aircraft to address ECS preliminary sizing and control design, as the ECS should be re-designed to exploit possible synergies with other thermal management systems on board. Differently from previous works, the present aircraft thermal model is extensively documented and released open-source. Moreover, it is completely based on first principles and the acausal modeling paradigm. It results that the model is scalable, easily extendable, and allows for the estimation of the aircraft thermal loads given limited information about its configuration and flight mission. The predictive capabilities of the model have been assessed by comparing the thermodynamic state estimated at the pack discharge for three ECS operating points of an Airbus A320 with data provided by the manufacturer. The maximum deviation is limited to 2.4 K and 4.5 kPa. The validated thermal model has been used to compute the operating envelope of the A320 ECS, showing that the air supply requirements vary substantially with ambient conditions and flight phases. This calls for a multi-point design strategy when assessing novel ECS configurations.

Compressible flows of fluids whose thermophysical properties are related by complex equations are quantitatively and can be qualitatively different from high-speed flows of ideal gases. Nonideal compressible fluid dynamics (NICFD) is concerned with these fluid flows, which are relevant in many processes and power and propulsion systems. Typically, NICFD effects occur if the fluid is an organic compound and its vapor state is close to the vapor–liquid critical point, at high-reduced temperature and pressure (even supercritical). Current design and analysis of devices operating in the nonideal compressible regime demand for validated simulation software, characterized in terms of uncertainty. Moreover, experiments are needed to further validate related theory. Experimental data are limited as generating and measuring these flows is challenging given their high pressure or temperature or both. In addition, flows of organic compounds can be flammable, can thermally decompose, and sealing may demand for special materials. Recently, more research has been devoted to the measurement of these flows using both intrusive and less intrusive techniques relying on optical access and lasers. The transparency and refractive properties of these dense vapors pose additional problems. The ORCHID (organic Rankine cycle hybrid integrated device) at the Aerospace Propulsion and Power Laboratory of Delft University of Technology is a closed-loop facility, used to generate a continuous nonideal supersonic flow of siloxane MM with the vapor at 4bar and 220 °C at the inlet of the test section. Within this work, we have employed particle image velocimetry for the first time to obtain the velocity field in a de Laval nozzle in such flows. Measured velocity fields (expanded uncertainty within 1.1% of the maximum velocity) have been compared with those resulting from a CFD simulation. The comparison between experimental and simulated data is satisfactory, with deviation ranging from 0.1 to 10 % from the throat to the outlet, respectively. This discrepancy is attributed to hardware limitations, which will be overcome in the future experiments. The feasibility of PIV with uncontrolled but fixed seeding density to measure high-speed vapors of organic vapors has been demonstrated, and future experimental campaigns will target flows for which nonideal effects are more pronounced, other paradigmatic configurations, and improvements to the measurement techniques.

In evaporators, the distribution of the liquid and vapor phases among the channels is a convoluted problem, depending on a wide range of parameters. However, maldistribution causes important losses of performance. Due to their complexity, the accurate modeling of such two-phase flows is difficult to handle. Hence, experimental studies are still of great importance to help the understanding of maldistribution behaviors inside evaporators. Most of the experimental investigations of two-phase flow distribution are measuring the liquid and vapor quantities in the channels through a phase separation process, increasing the test duration and complexity. As a consequence, the number of parameters investigated is usually limited. Therefore, a new inline instrumentation method would allow for a more complete study by simplifying the measurement process. In the present work, an isothermal air/water mixture was used as fluid. The distribution of the two phases in eight channels of 10-mm I.D. connected to a simplified header was investigated. The inlet mass flow rates considered ranged from 0 to 0.025 kg/s for the water, and from 0 to 0.022 kg/s for the air. Consequently, qualities x up to 0.7 and void fractions ® up to 0.9 were reached. All the tests were carried at a pressure condition of 7 bar to reach a liquid to vapor density ratio similar to what is encountered for traditional refrigerant. Finally, to allow a continuous measurement process, the mass flow rates in each of the 10-mm I.D. channel were measured using a flowmeter calibrated on a separate line. Since no void fraction meter was coupled, a new iterative methodology, based on the Venturi pressure drops measurement solely, was developed and is proposed here. It proved to successfully predict the vapor and liquid phase flow rates in each channel.

Waste heat recovery (WHR) from aeroengines via compact organic Rankine cycle (ORC) units may increase the fuel efficiency of air transportation. Heat exchangers are arguably the key components of ORC systems for aeronautical applications and their design must be optimized to guarantee the best trade-off between fluid pressure drop, weight and induced aircraft drag. At present, no heat exchangers design guidelines are available for waste heat recovery systems aboard aircraft. This study, thus, contributes to defining a proper design methodology for ORC systems of such applications. The chosen test case is a supercritical ORC system with cyclopentane as the working fluid, which recovers waste heat from the auxiliary power unit of an aircraft. The exhaust gas temperature and mass flow rate of the power unit are known and kept constant in the analysis, and so are the ambient conditions, which define the cold sink of the ORC turbogenerator. Three design strategies targeting minimum mass and maximum net power output of the ORC unit have been assessed. In the first one, the multi-objective optimization is performed by prescribing a priori the geometry and frontal area of the heat exchangers. Thus, only the cycle parameters are optimized. The second method tackles, instead, the simultaneous optimization of the geometric parameters of the condenser and the cycle parameters. It was found that the integrated design allows for system mass reduction by 10 - 12% for a given ORC power output, highlighting the importance of performing the simultaneous optimization of the thermodynamic process and the heat exchanger geometry. Finally, the third method addresses the same optimal design problem by leveraging a reduced-order model of the condenser to predict the optimal design space of this component. The generated Pareto front obtained with this method is very similar to that found by optimizing simultaneously the complete condenser geometry and the cycle parameters. The mean deviation is about 2%. With just one heat exchanger surrogate model, the Pareto front was generated in one fourth of the computational time. This is due to the lower number of optimization variables and the faster objective function evaluation.

The use of mixtures as working fluids of organic Rankine cycle (ORC) waste heat recovery (WHR) power plants has been proposed in the past to improve the matching between the temperature profile of the hot and the cold streams of condensers and evaporators, thus to possibly increase the energy conversion efficiency of the system. The goal of this study is to assess the benefits in terms of efficiency, environmental (GWP) and operational safety (flammability) that can be obtained by selecting optimal binary mixtures as working fluids of air-cooled ORC bottoming power plants of medium-capacity industrial gas turbines. Furthermore, two thermodynamic cycle configurations are analyzed, namely the simple recuperated cycle and the so-called split-cycle configurations. The benchmark case is a combined cycle power plant formed by an industrial gas turbine and an air-cooled recuperated ORC power unit with cyclopentane as the working fluid. The results of this study indicate that binary mixtures provide the designer with a wider choice of optimal working fluids, however, in the case of the recuperated-cycle configuration, no improvement in terms of combined cycle efficiency over the benchmark case can be achieved. The split-cycle configuration leads to an increase of combined cycle efficiency of the order of 1.5%, both in case of pure and blended working fluids. Furthermore, for this cycle configuration the use of Novec 649 as working fluid is advantageous because it is environmentally and operationally safe, and it does not involve any penalty in terms of combined cycle efficiency if compared to the benchmark case. Additionally, the use of this fluid would lead to a more compact turbine, as the corresponding thermodynamic cycle would determine a turbine volume flow ratio that is half of the value of the benchmark case and a specific enthalpy difference over the expansion that is one fifth.

The aircraft Environmental Control System (ECS) is the main consumer of non-propulsive energy, accounting for 3% of the total energy consumption among all the aircraft subsystems. The ECS efficiency can be improved by recurring to an electrically-driven Vapour Compression Cycle (VCC) system for cabin cooling. This work documents the detailed design and the commissioning of a novel experimental test rig, called Inverse organic Rankine cycle Integrated System (IRIS). The setup has been conceived for testing the performance of VCC systems and some of their components for aircraft ECS applications in different operating conditions, and for validating the numerical models developed for systems and components simulations. The facility implements a single-stage compression refrigeration cycle with two test sections: a volumetric compressor testing setup and an air-cooled condenser test bed. The evaporator is heated by a glycol-water mixture, warmed up in an independent loop. The design working fluid is R-1233zd(E). The successful commissioning of the facility is documented by discussing the data recorded during steady-state operation at the design operating point, together with the operation of the setup during start-up and shut-down procedures. The system cooling capacity is equal to 17.88 ± 0.8 kW, which is slightly higher than the design value of 15.5 kW. The difference has a positive effect on the system efficiency, which is 4% higher than the one calculated at design.

The Environmental Control System (ECS) is the main consumer of non-propulsive power onboard aircraft. The use of an electrically-driven Vapor Compression Cycle (VCC) system, in place of the conventional air cycle machine, can lead to a substantial increase of the coefficient of performance. This work documents the development of an integrated design optimization method for VCC-based aircraft ECS, where the sizing of the system is performed along with the conceptual design of the compact heat exchangers and the high-speed centrifugal compressor. A data-driven model of the compressor has been developed to reduce the complexity of the VCC system model and the computational cost of the associated optimization problem. The model is based on artificial neural networks and has been trained on a synthetic dataset of 165k centrifugal compressor designs, generated with an in-house tool. The case study selected to demonstrate the capabilities of the proposed methodology is the multi-objective design optimization of an electrically-driven VCC system for the ECS of a single-aisle, short-haul aircraft, flying at cruise conditions. The results show that the number of function evaluations needed to identify the Pareto front reduces by a factor of three when using the data-driven model, in place of a meanline method. At the same time, the robustness of the numerical solver is improved, leading to the identification of optimal solutions covering a wider design space. Finally, the proposed methodology enables the analysis of the trends established between the system performance metrics and the design of the individual components.

This paper describes an experiment conducted within the nozzle test section of the Organic Rankine Cycle Hybrid Integrated Device (ORCHID) aimed at providing accurate data for the validation of NICFD flow solvers [5]. A supersonic flow of the dense vapor siloxane MM established in the nozzle of the setup was characterized by means of the schlieren technique and by pressure taps along the nozzle profile. The nozzle inlet conditions corresponded to a stagnation temperature and pressure of T0=253∘C and P0=18.36bara. At these inlet conditions, the compressibility factor of the fluid is Z₀= 0.58. The nozzle backpressure was equal to Pb=2.2bara. The experimental data-set includes: 1) the average mid-plane local Mach number, which was derived from the schlieren images by estimating the angle of the Mach waves originating from the roughness of the upper and lower nozzle surfaces, 2) the angle of a shock wave generated by a 5^∘ wedge placed at the nozzle exit, also detectable in the schlieren images, and 3) the static pressure distribution along the flow expansion acquired with a Scanivalve DSA3218 pressure scanner device. The Mach number at the nozzle exit estimated based on the schlieren images is M= 1.95 ± 0.05, very close to the expected value of M= 2 according to the design conditions of the experiment. The static pressure measurements have a maximum absolute uncertainty amounting to ± 1.80 kPa in the initial stages of the expansion. This information was used to assess the capability of the open-source SU2 flow solver in evaluating the NICFD effects in a supersonic flow of MM when the fluid thermodynamic properties are modeled with a cubic equation of state. For this purpose, two-dimensional Euler simulations were carried out with SU2 for the operating conditions achieved in the experiment. The numerical results are in good agreement with the experimental data. The largest deviation between the simulation and experiment is observed in the nozzle uniform region, where two dips in the Mach number occur due to a slight local decrease in flow velocity owing to two weak shock waves. The shock wave generated by the wedge located at the nozzle outlet propagates with two different angles, namely, β_above= 37. 6^∘± 0.86, and β_below= 31. 6^∘± 0.64, due to the axial misalignment of the wedge with respect to the flow.

This work assessed the accuracy of the SU2 flow solver in predicting the isentropic expansion of Siloxane MM through the converging-diverging nozzle test section of the Organic Rankine Cycle Hybrid Integrated Device (ORCHID) [9]. The expansion is modeled using compressible Euler equations, and assuming adiabatic flow, while the fluid thermodynamic properties are estimated using the Peng-Robinson equation of state. The boundary conditions for the experiment and simulations correspond to a stagnation temperature and pressure of T¯0=253.7∘C and P¯0=18.36bar. At these inlet conditions the compressibility factor of the fluid is Z₀= 0.58. The back pressure was equal to P¯b=2.21bar. The Mach number along the centreline, and static pressure along the nozzle surface were used as the system response quantities for the validation exercise. The studied SU2 model provides valid predictions for Mach number and static pressure. The largest deviation observed in the Mach number comparison between the simulation and experiment is in the uniform flow region of the nozzle and is equal to E_Mach= 0.045. Regarding the pressure trend, the largest discrepancy occurs in the kernel region and is equal to E_pressure= 9 kPa. At the same time, the simulated Mach number and static pressure reach a maximum absolute uncertainty of ± 0.015 and of ± 20 kPa, respectively. For both quantities, these values are reached in the region close to the throat. All the uncertainties calculated for the simulated pressure profile were larger than those of the experiments. The static pressure is particularly sensitive to the geometrical uncertainties of the nozzle profile, especially inside the kernel region. A proper characterisation of the nozzle geometry was therefore required to perform a meaningful validation of the fluid dynamic solver. The developed infrastructure can be used in the future for the validation of SU2 in different operating conditions and flow cases.

This paper presents a preliminary study about a combined-cycle engine based on a turboshaft engine and an organic-Rankine-cycle (ORC) bottoming unit to be used onboard an aircraft with a turboelectric propulsion system. The aim is to analyse whether benefits with respect to mission fuel consumption can be derived by employing such a combined-cycle engine when compared to a simple-cycle turboshaft engine. For this purpose, a multidisciplinary optimization framework is developed, incorporating models for the engine, ORC system, ORC turbine, heat exchangers, and mission analysis. This framework is coupled with an optimizer to identify the optimal combined-cycle engine design for minimum mission fuel consumption. The results suggest that fuel savings of around 4% are possible with the optimized system if compared to the aircraft employing turboshaft engines. Heat exchanger volume is identified as the most constraining parameter when it comes to combined-cycle performance. The analysis of the results suggests as aspects which might lead to further improvements the evaluation of other ORC architectures, working fluids and heat exchanger topologies.