Developments in Aircraft Engine Technologies
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1 Developments in Aircraft Engine Technologies 5th NLR Gas Turbine Symposium Rob Brink Nationaal Lucht- en Ruimtevaartlaboratorium National Aerospace Laboratory NLR NLR proprietary
2 The market for commercial aircraft is very dynamic... COMAC C919, Challenging the Boeing and Airbus Duopoly Hidden Harmonies China Blog, 27 May 2010 Airbus shakes up single-aisle battle with NEO launch Caution welcomed: Boeing's 737 Max Flight International, 12 September 2011 Airline Business, 20 December 2012 WhyBoeing and Airbus are payingattention to Bombardier sc Series jet Globe and Mail, 1 October 2010 Can Airbus and Boeing be seriously challenged in the seat single-aisle market segment? Embraer will pursue re-engined E-jet Air Transport World, 11 November 2011 CAPA, 15 October 2009 Airbus explains why re-engine programmes won t hurt residual values AirInsight, 26 September 2011 NLR proprietary 2
3 First, let s take a look at the market... NLR proprietary 3
4 What is the most suitable engine configuration? That depends... Short-range aircraft: Advanced direct-drive turbofans Geared turbofans Propfans (next decade?) Medium-range aircraft: Advanced direct-drive turbofans Geared turbofans Propfans (next decade?) Long-range aircraft: Advanced direct-drive turbofans NLR proprietary 4
5 What is the most suitable engine configuration? That depends... Short-range aircraft: Advanced direct-drive turbofans Geared turbofans Propfans (next decade?) Medium-range aircraft: Advanced direct-drive turbofans Geared turbofans Propfans (next decade?) Long-range aircraft: Advanced direct-drive turbofans NLR proprietary 5
6 Short-range aircraft that enter service this decade are mounted with direct-drive or geared turbofans Aircraft Engine Type EIS Comac ARJ-21 General Electric CF34-10 DDTF 2011 Bombardier CS100/300 Pratt & Whitney PW1521G GTF 2013 Bombardier CS100/300 ER Pratt & Whitney PW1524G GTF 2013 Embraer E-Jet 2nd gen. Pratt & Whitney PW1000G? GTF 2018 General Electric Passport? DDTF Mitsubishi MRJ 70 Pratt & whitney PW1215G GTF 2014 Mitsubishi MRJ 90 Pratt & Whitney PW1217G GTF 2014 Sukhoi Superjet 100 PowerJet SaM146 DDTF 2011 NLR proprietary 6
7 What is the most suitable engine configuration? That depends... Short-range aircraft: Advanced direct-drive turbofans Geared turbofans Propfans (next decade?) Medium-range aircraft: Advanced direct-drive turbofans Geared turbofans Propfans (next decade?) Long-range aircraft: Advanced direct-drive turbofans NLR proprietary 7
8 Medium-range aircraft that enter service this decade are mounted with direct-drive or geared turbofans Aircraft Engine Type EIS Airbus A320neo CFM International LEAP-1A DDTF 2016 Pratt & Whitney PW1100G GTF Boeing 737 Max CFM International LEAP-1B DDTF 2017 Comac C919 CFM International LEAP-1C DDTF 2016 Irkut MS-21 Aviadvigatel PD-14 DDTF 2016 Pratt & whitney PW1215G GTF NLR proprietary 8
9 What is the most suitable engine configuration? That depends... Short-range aircraft: Advanced direct-drive turbofans Geared turbofans Propfans (next decade?) Medium-range aircraft: Advanced direct-drive turbofans Geared turbofans Propfans (next decade?) Long-range aircraft: Advanced direct-drive turbofans NLR proprietary 9
10 Long-range aircraft that enter service this decade are mounted with direct-drive turbofans Aircraft Engine Type EIS Airbus A350 Rolls-Royce Trent XWB DDTF 2013 Boeing General Electric GEnX-2B DDTF 2011 Boeing 787 General Electric GEnX-1B DDTF 2011 Rolls-Royce Trent 1000 DDTF NLR proprietary 10
11 Geared turbofans are constrained by the power that the gearbox can transmit Pratt & Whitney PW1000G s 17-inch planetary gearbox handles 32,000 shp Rolls-Royce LiftSystem s bevel gearbox handles 25,000 shp Aviadvigatel D-93 s planetary gearbox handles 30,000 shp Gearbox should be compact and light enough for aeronautical application Honeywell LF 502 Honeywell TFE731 Thrust : 6,700 7,800 lbf* Fan diameter : 41.7 inch Stages : 1 GF, 2 LPC, 8 HPC, 2 HPT, 2 LPT BPR : * OPR : * Weight : 1,311 1,375 lb* EIS : 1980 Production : 1,249 engines Thrust : 3,500 5,000 lbf* Fan diameter : 39.0 inch Stages : 1 GF, 4 LPC, 1 HPC, 1 HPT, 3 LPT BPR : * OPR : * Weight : lb* EIS : 1972 Production : 11,718 engines (by 2005) Pratt & Whitney PW1000G Thrust : 13,000 33,000 lbf* Fan diameter : inch* Stages : 1 GF, 3 LPC, 8 HPC, 2 HPT, 3 LPT BPR : * EIS : 2013 Orders : 1,800+ engines (by 2011) Aviadvigatel D-110 *depending on version of engine **performance data for ISA SLS NLR proprietary 11
12 Propfans are constrained by their fan diameter NASA LAP / PTA Power : 5,000 shp Fan diameter : inch Engine : Allison Model 501-M78 Propfan : Hamilton Standard SR-7 Application : Gulfstream II Flight tested : 1987 CFM International open rotor NASA ADP Type : Ducted propfan General Electric GE36 UDF Power : 16,000 shp Fan diameter : 140 inch Stages : 2 CPF, 3 LPC, 7 HPC, 1 HPT, 1 LPT BPR : 35-40* Applications : Boeing 727 and MD-80 Flight tested : Type Applications : Counter rotating propfan : Airbus A320 and Boeing 737 class Pratt & Whitney / Allison 578-DX MTU CRISP Type : Counter rotating integrated shrouded propfan Power : 7,700 shp Fan diameter : 140 inch Engine : Allison Model 571 Propfan : Hamilton Standard SR-7 (?) Application : McDonnell Douglas MD-80 Flight tested : 1986 *exact figure unknown **performance data for ISA SLS NLR proprietary 12
13 Propfans are constrained by their fan diameter Large fan diameters of propfans complicate power plant integration Fan blade-off is an issue for unducted fans Kuznetsov NK-93 Power : 30,000 shp Fan diameter : inch Stages : 2 CPF, 7 LPC, 8 HPC, 1 HPT, 1 IPT, 3 LPT BPR : 16.6 OPR : Ground tested : 2003 Rolls-Royce RB509 Type : Counter rotating geared propfan (pusher) Rolls-Royce RB541 Rolls-Royce RB529 Contrafan Type : Ducted counter rotating propfan Type : Ducted counter rotating propfan (pusher) Rolls-Royce RB3011 Type : Counter rotating propfan (pusher) Applications : Airbus A320 and Boeing 737 class Kuznetsov NK-110 Type: Counter rotating propfan (pusher) Snecma open rotor Progress D-27 Power : 14,000 shp Fan diameter : inch Stages : 2 CPF, 2 LPC, 3 HPC, 1 HPT, 1 IPT, 4 LPT OPR : EIS : 2011 Orders : ~150 Type Applications : Counter rotating propfan (pusher) : Airbus A320 and Boeing 737 class *performance data for ISA SLS NLR proprietary 13
14 Now, let s have a look at the technology... NLR proprietary 14
15 Trends in key parameters will feature increasing BPR and OPR, decreasing FPR and similar TIT Engine performance enhancement Improve propulsive efficiency (bypass) - Increase BPR > power plant integration > fan speed - Decrease FPR > variable geometry Improve thermal efficiency (core) - Increase OPR > aerodynamics > materials - Similar TIT > materials & cooling > emissions NLR proprietary 15
16 Trends in key parameters will feature increasing BPR and OPR, decreasing FPR and similar TIT Engine performance enhancement Improve propulsive efficiency (bypass) - Increase BPR > power plant integration > fan speed - Decrease FPR > variable geometry Improve thermal efficiency (core) - Increase OPR > aerodynamics Source: Riegler and Bichlmaier, 2007 > materials - Similar TIT > materials & cooling > emissions Source: Zimbrick and Colehour, 1988 NLR proprietary 16
17 Trends in key parameters will feature increasing BPR and OPR, decreasing FPR and similar TIT Engine performance enhancement Improve propulsive efficiency (bypass) - Increase BPR > power plant integration > fan speed - Decrease FPR > variable geometry Improve thermal efficiency (core) Source: Ballal and Zelina, Increase OPR > aerodynamics > materials - Similar TIT > materials & cooling > emissions Source: Lefebvre, 1999 NLR proprietary 17
18 Turbofan configurations Spool considerations Number of spools Contra-rotating spools Cycle considerations Intercooled engine Recuperated engine Intercooled recuperative engine Source: EU FP7 NEWAC NLR proprietary 18
19 Turbofan configurations Spool considerations Number of spools - Performance and handling at off-design conditions - Amount of stages with variable stator vanes - Length of shafts Contra-rotating spools - Improved aerodynamic performance - Reduced rotor gyroscopic effects Cycle considerations Intercooled engine Recuperated engine Source: Flight International Intercooled recuperative engine NLR proprietary 19
20 Turbofan configurations Spool considerations Number of spools Contra-rotating spools Cycle considerations Intercooled engine - High OPR - High heat input in combustor Recuperated engine - Low OPR - Reduced heat addition in combustor Intercooled recuperative engine - Moderate OPR - High heat addition in combustor - Low exhaust gas temperatures Source: Walsh and Fletcher, 2004 NLR proprietary 20
21 Compressors Active flow control 3D-flow manipulation by fluid injection or high-entropy fluid removal Many different applications within engine Active clearance and surge control Core engine adaptable to each operating condition Source: Wilfert et al., 2007 Improved handling and performance Active cooling air cooling Reduced cooling air mass flow and temperature for given conditions Improved thermal efficiency Source: Wilfert et al., 2007 NLR proprietary 21
22 Combustor Stoichiometry control Major impact on stability, efficiency and emissions Trade-off 1: altitude relight vs. NOx Trade-off 2: stoichiometry control vs. cooling air requirement Cooling and materials Very efficient cooling schemes to reduce cooling air requirement Source: Carrotte, 2010 CMC materials for future applications (?) Design for reduced emissions Rich burn combustors - RQL, axially or radially staged Lean burn combustors - LDI, LPP, LP(P), PERM Source: Doerr, 2010 NLR proprietary 22
23 Turbines Cooling and materials Efficient cooling schemes to limit the performance penalty Combination of technologies: film, impingement, serpentine and pin/fin CMC materials for future applications (?) TBCs facilitate substantial surface temperature reductions High-speed LPT Improved performance and reduced parts count Higher AN 2 > increase of rotor centrifugal loading Source: Han, Dutta and Ekkad, 2000 NLR proprietary 23
24 Summary Short- and medium-range aircraft: Direct drive or geared turbofans Long-range aircraft: Direct drive turbofans Propfans: Might be feasible for short- and medium-range aircraft Trend: BPR up, FPR down, OPR up and TIT similar Objective: Smart and efficient engines NLR proprietary 24
25 Do you have any questions??? NLR proprietary 25
26 NLR proprietary 26
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