G Defining Technologies for the Next Millennium GE Aircraft Engines AT(PC)-990712/1–10/12/2014...

g Defining Technologies for the Next Millennium Defining Technologies for the Next Millennium GE Aircraft Engines

AT(PC)-990712/1–04/11/23

Historical Commercial Aviation ProfitabilityHistorical Commercial Aviation Profitability

• Airline Profit Margins under Continual Pressure

• Global Deregulation Increases Cost Competition

• Increased Environmental Pressures Add Further Restrictions

1.0

0.9

0.8

0.7

0.61977 1979 1981 1983 1985 1987 1989 1991 1993 1995

Reported Yields

Source: 1997 Boeing Market Outlook

Yie

ld

Year

~35%


AT(PC)-990712/2–04/11/23

Low Cost of Ownership GoalLow Cost of Ownership Goal

• Airline Profits Fall Below Level Needed to Finance Replacement

• Engine Ownership Cost Reduction Can Maintain Business Vitality

14

12

10

8

6

4

2

0

-2

% P

rofit

86 88 90 92 94 96

Potential Profit with 50%Lower Engine Cost of Ownership

Required Profit toAdequately FinanceNew Equipment(Source: The Economist)

Actual Profit(Source: Walsh Aviation 3-2-97)

98

Year


AT(PC)-990712/3–04/11/23

2000 NM Mission - 50 Cents / Gallon Fuel2000 NM Mission - 50 Cents / Gallon Fuel

Engine Cost of Ownership ModelEngine Cost of Ownership Model

• Goal: 50% Reduction in Engine Cost of Ownership

EngineControlledCosts

Fuel Cost Influencedby Drag SFC and Weight

Depreciation28.5%

Manta.18.3%

Fuel28.7%

Interest24.5%

Influenced byManufacture andAssembly Costs

AssumedProportionalto Cost

AircraftSystem

AirframeDepreciation

23.3%

AirframeInterest19.9%

FlightCrew11.8%

CabinCrew6.2%

AF Maint.5.2%

Insurance2.2% Land

Fee2.9%

EngineDepreciation

6.4%

EngineInterest5.5%Engine

Maint.4.1%

Fuel12.9%

22.4%


AT(PC)-990712/4–04/11/23

Component Weight and Cost SummaryComponent Weight and Cost Summary

5 out of 10 Major Components Contribute 70% to 75% ofEngine Weight and Cost

Focus Design on:

• Two-Frame Architecture

• High Speed Low P/P Fan

• High P/P per Stage HPC

• Single-Stage HP Turbine

• High Loading LP Turbine

% Weight % Cost

Fan Assembly 15.6* 14.6*

Booster 6.1 4.7

High Pressure Compressor 12.5* 11.8*

Combustor 3.9 4.4

High Pressure Turbine 7.5 14.0*

Low Pressure Turbine 20.4* 16.7*

Frames 16.3* 15.0*

Controls and Accessories 11.4* 8.7

Bearings and Seals 3.5 3.3

Miscellaneous and Assembly 2.8 6.8

Total 100 100

* Major Contributors


AT(PC)-990712/5–04/11/23

Goals and Payoffs - Propulsion System Goals and Payoffs - Propulsion System

* Relative to 1999 State-of-the-Art Operational Aircraft ** Relative to ICAO Requirements*** Relative to FAA Stage 3 Limits

• Reduced Greenhouse Gas Emissions• Reduced Cost of Travel• Reduced Dependence on Fossil Fuels• Conservation of Nonrenewable Energy

• Improved Air Quality around Airports• Reduced Depletion of Ozone Layer

• Reduced Cost of Travel• Improved Safety and Reliability• Improved Airline Customer Solvency• Improved Airport Throughput

• Reduced Greenhouse Gases

• Quieter Neighborhoods around Airports/Increased Traffic Throughput

• Improved Air Safety Ease of Travel and Improved Airport Throughput

• Increased Range / Payload or Reduced Fuel Burn

• 10% Reduction in Fuel Burn *

• ~50% Reduction in NOx, CO, and HC **

• 50% Reduction in Ownership Costs *

• 10% Reduction in CO2 Emissions *

• 30 dB Reduction in Noise ***

• 50% Reduction in In-Flight Shutdownsand Engine-related Delays andCancellations *

• 2X Increase in Thrust / Weight *

GOALS PAYOFFS


AT(PC)-990712/6–04/11/23

High Flow, High Efficiency, Lightweight FanHigh Flow, High Efficiency, Lightweight Fan

Fan / Booster / StructuresFan / Booster / Structures

Swept Wide Chord Fan

Blade for High Specific Flow

Low Radius Ratio

Aluminum Frame with Integrated

OGV ’s

Aluminum Fan Case Blade-Out

Load-Reduction Device

• > 1% Fuel Burn• > 150-pounds Weight Savings


AT(PC)-990712/7–04/11/23

Advanced Liner Design TailoredOGV / Strut Design

Advanced 3DInlet Shape

ChevronNozzle Design

Noise Reduction Technology Development Plan Noise Reduction Technology Development Plan


AT(PC)-990712/8–04/11/23

80 dB

85 dB

75 dB

70 dB

65 dB

80 dB

85 dB

75 dB

70 dB

65 dB

Classic Inlet(-5° Droop)

Advanced 3DInlet (Scarfed)

50 dB

Shaped Inlet - Predicted Noise Benefits on Fan Tone RadiationShaped Inlet - Predicted Noise Benefits on Fan Tone Radiation

1-2 EPNL Benefit at Approach1-2 EPNL Benefit at Approach


AT(PC)-990712/9–04/11/23

Demonstrated 3.5 dBJet Noise Reduction

Acoustic Energy Reduced Greater than 50%

Baseline Nozzle

Discharge Velocity Profiles

Jet Noise Reduction - Chevron NozzleJet Noise Reduction - Chevron Nozzle

Chevron Nozzle


AT(PC)-990712/10–04/11/23

Fan and Nacelle Noise Reduction TechnologiesFan and Nacelle Noise Reduction Technologies

Aeroacoustic Computerized Models Scale Model Fan Test Vehicle

6.00 9.80 13.80 17.40 21.20 25.007.90 11.70 15.50 19.90 23.10

Scale Model Testing Validates Analysis Prior to Full Engine TestScale Model Testing Validates Analysis Prior to Full Engine Test


AT(PC)-990712/11–04/11/23

Low Stage Number CompressorLow Stage Number Compressor

• Reduce Stages from 10 to 6

- New Blade Design

• Lower Weight

• Improved Maintenance Capability


AT(PC)-990712/12–04/11/23

3D Analysis ACTS Rig

Twin-Annular, Pre-Swirl (TAPS) Combustor Twin-Annular, Pre-Swirl (TAPS) Combustor

Emission on Target to Meet Zurich Category 5 Emission on Target to Meet Zurich Category 5

Advanced Diagnostics at CR&D


AT(PC)-990712/13–04/11/23

Turbine AerodynamicsTurbine Aerodynamics

HPT Stage 1 Vane

Conventional

3D Aero

• 3D Aerodynamic HPT Vane

• Convergent-Divergent HPT Blade

• Improved Performance

-0.5% Fuel Burn

-6°-10°C Benefit in EGT Margin


AT(PC)-990712/14–04/11/23

Turbine MaterialsTurbine Materials

• Higher Temperature Blade Material

• Improved Coatings

• Improved Disk Material

• Developing Better Materials for 4-to-1 Hot Section Life Increase


AT(PC)-990712/15–04/11/23

Cycle and Configuration Comparisons with Current EngineCycle and Configuration Comparisons with Current Engine

Equal Thrust Size Comparison

Bottom View: 1999 Baseline - BPR = 8, PROverall = 40 Class

Top View: 21st Century Configuration - BPR = 10, PROverall = 60 Class


AT(PC)-990712/16–04/11/23

1999 Baseline

Thermal and Propulsive Efficiency

4.5%

Thrust/Weight Ratio *

5.5%

* Based on “Fixed” Boeing 777 @ 3000 Nm Range

Total Fuel Burn Benefit

10%

Bypass Ratio, T41 and Advanced Seals

Cycle Pressure Ratio and Component Efficiencies

Lightweight Structures

Turbomachinery Cycle Effects

Advanced Materials

Design Tools

“Rubber” Aircraft Benefit **

** Based on “Rubber” Boeing 777 @ 3000 Nm Range

2010 EIS Demonstrator Goal

Fuel Burn Benefits StackupFuel Burn Benefits Stackup


AT(PC)-990712/17–04/11/23

A 10-year View of TechnologyA 10-year View of Technology

Robust Safe Design100

75

50

25

0

% P

arts

Cou

nt

CFM56 E5

-30% Goal

Fuel Burn / CO2 Reduction

Net Thrust

1999 StandardAdvanced Commercial Engine

10%SF

C

Nor

ma

lize

d C

om

bust

or

Co

st

TAPS DAC

Total Normalized Emissions(% of 1996 ICAO Standard)

TAPSShort SAC

1.25

1.20

0.75

0.50

0.25

0

-50%Goal

Emissions (NOx)

Scaled CF6

Maintenance Cost

% M

aint

. Cos

t / E

FH

100%

CFM56 E5

-30% Goal

-50

Cost of OwnershipGoal

Cos

t o

f O

wn

ersh

ip, %

SFC

ManufacturingCost,

Depreciation,and Interest

MaintenanceCost

Weight

Reliability

-40

-30

-20

-10

0

Noise

dB C

umul

ativ

eR

elat

ive

to F

ar 3

6-III

0

-5

-10

-15

-20

-25

-30

Goal


AT(PC)-990712/18–04/11/23

SummarySummary

• GEAE Remains the Industry Leader in Aircraft Engine Technology

• Programs and Plans are in Place to Assure this Status is Maintained in the Future

• Strong Consideration is Given to Achieve Improved Noise and Emission Signatures in a Manner Beneficial to the Airlines and the Community


AT(PC)-990712/19–04/11/23

Defining Technologies Defining Technologies

for the Next Millenniumfor the Next Millennium

Dave FancherAugust 12, 1999

Dave FancherAugust 12, 1999

G Defining Technologies for the Next Millennium GE Aircraft Engines AT(PC)-990712/1–10/12/2014...

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Transcript of G Defining Technologies for the Next Millennium GE Aircraft Engines AT(PC)-990712/1–10/12/2014...