Developments in Aircraft Engine Technologies

Developments in Aircraft Engine Technologies 5th NLR Gas Turbine Symposium Rob Brink Nationaal Lucht- en Ruimtevaartlaboratorium National Aerospace Laboratory NLR NLR proprietary

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 100-200-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

First, let s take a look at the market... NLR proprietary 3

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

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

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

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 747-8 General Electric GEnX-2B DDTF 2011 Boeing 787 General Electric GEnX-1B DDTF 2011 Rolls-Royce Trent 1000 DDTF NLR proprietary 10

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 : 5.0 5.71* OPR : 11.6 13.8* 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 : 2.66 3.9* OPR : 14.0 24.2* Weight : 743 988 lb* EIS : 1972 Production : 11,718 engines (by 2005) Pratt & Whitney PW1000G Thrust : 13,000 33,000 lbf* Fan diameter : 56.0 81.0 inch* Stages : 1 GF, 3 LPC, 8 HPC, 2 HPT, 3 LPT BPR : 9.0 12.0* EIS : 2013 Orders : 1,800+ engines (by 2011) Aviadvigatel D-110 *depending on version of engine **performance data for ISA SLS NLR proprietary 11

Propfans are constrained by their fan diameter NASA LAP / PTA Power : 5,000 shp Fan diameter : 114.2 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 : 1986-1987 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

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 : 114.2 inch Stages : 2 CPF, 7 LPC, 8 HPC, 1 HPT, 1 IPT, 3 LPT BPR : 16.6 OPR : 28.85 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 : 177.17 inch Stages : 2 CPF, 2 LPC, 3 HPC, 1 HPT, 1 IPT, 4 LPT OPR : 30.25 EIS : 2011 Orders : ~150 Type Applications : Counter rotating propfan (pusher) : Airbus A320 and Boeing 737 class *performance data for ISA SLS NLR proprietary 13

Now, let s have a look at the technology... NLR proprietary 14

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

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

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, 2004 - Increase OPR > aerodynamics > materials - Similar TIT > materials & cooling > emissions Source: Lefebvre, 1999 NLR proprietary 17

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

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

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

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

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

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

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

Do you have any questions??? NLR proprietary 25

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