Keep it simple, dummy

New York City, April 3, 2007

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Basic Jet Propulsion

THRUST = mV

Massflowm

Speed V

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Different Types of Aircraft Propulsion

PROPELLER PROPULSION

HYBRID PROPULSION

JET PROPULSION

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First Look at a Jet Engine

A big pipe

The fan

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The Fan

The fan sucks airfrom the outside

The fan

Air

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The Jet Engine Principle

The fuel brings the energy to the system

Compressor Combustor

Fuel

Turbine

The turbine drives the compressor

Air

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THE CYCLE

Part of E3 used to drive the compressor

Why Does it Work? Compressor

1

Turbine

3

Entropy

Energy

E3

Energy E1 << Energy E3

Rest of E3 used to generate thrust

Combustor

2

Fuel

E1

Constant pressure linemax pressure in engine

2 3

Constant pressure lineambient pressure

1« 0 »

OUTSIDE AIR « 0 »

m

V

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Jet Engine Differences

Turbojet engine1 shaftSmall diameter

Modern commercialjet engine2 or 3 shaftsLarge diameter

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The Concept of By-pass Ratio

3

3

2

2

By-pass ratio =Mass flow / mass flow3 2

Increase in by-pass ratio improves SpecificFuel Consumption (SFC)TRUST ME!

1Air

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Jet Engine Differences

Thrust = mV

Flow m

VLow by-passratio engine

Flow mV

High by-passratio engine

Low mass flow mHigh speed V

High mass flow mLow average speed V

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1

1

2

2

3

3

Front view

Aft looking forwardBy pass ratio schematic

LOW FLOW

HIGH SPEED

HIGH FLOW, LOW SPEED

2 GENERATES 20% OF THE THRUST

3 GENERATES 80% OF THE THRUST

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All About By-pass RatioLow by-passratio engine

High by-passratio engine

By-pass ratios have increased over timeCurrent engines: By-pass ratios 5 to 6

Low by-pass ratio engine

High by-pass ratio engine

-20%

SFCSFC: Fuel burntby engine ona test stand

New/future engines: By-pass ratio 10

Characterizes quality of the

engine

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Noise Signature

High by-passratio engine

High by-passratio engine

Low by-passratio engineLow by-passratio engine

High by-pass ratio improves noise signature

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GROUND CLEARANCE

By-pass Ratio Limitations

By-pass ratio can be limited by installation on A/C

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By-pass Ratio Limitations

By-pass ratio can be limited by fuel burn

Fuel burn (FB) is the fuelburnt over

a given mission

Fuel burn depends on:- SFC (engine quality): - Drag :

Drag

Weight

- Weight :

FBFBFB

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Going Beyond the CompromiseFuel Burn

Improvement

NoiseImprovement

Technologyjump

INCREASE IN BYPASS RATIO

A380 ENGINES

OPTIMIZED FOR NOISE RATHER THAN FUEL

BURN

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The Maximum Cycle Temperature

Maximum temperature

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The Plus of Increasing Max Cycle Temperature

1960 1970 1980 1990 2000 2010 YEAR

Max

imum

cyc

le te

mpe

ratu

re

Maximum metal temperature

Increasing max cycle temperaturesimproves Specific Fuel ConsumptionTRUST ME!

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The Minuses of Increasing Max Cycle Temperature

HOT• Hotter engine burns more parts

Higher maintenance costs

• Nitrogen oxides (NOx) are produced at high temperature

NOx vs CO2 =A real challenge

NOx

SFC/CO2

High pressureturbine

NOxSFC/CO2

Max cycle temperature

ALTERNATIVE IS MORE SOPHISTICATED MATERIAL BUT MORE EXPENSIVE

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The Green House Effect: Climate Change

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Air Quality

OZONE + NOx + PARTICLES +CO + UHC

INDEX 3

INDEX 7

?VERY SMALL

LEVELS

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Engine Main Operational Cost Drivers

4001T-07/01

Take-off+

climb

Cruise

Descent1 Take-off = 1 cycle1 Take-off = 1 cycle

• Maintenance cost

Typical Simplified mission

• Life Limited Parts (LLP) cost

• Fuel Burn

Mainly related to number of cycles(engine deterioration mostly occurs at T/O)

Only related to number of cycles

Cruise length is main driver

ENGINE COST OF OPERATION :

A MIX OF MAINTENANCE COST, LLP & FUEL COSTS

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Maintenance / LLP costs are 30% of the cost

Long Range vs Short/Medium Range Missions

4002T-09/99

Long range A/C

Fuel Burn is main driver

Short/medium range A/C

Cruise

1 cycle1 cycle

1cycle

1cycle

1cycle

1cycle

1cycle

1cycle

1cycle

1cycle

1cycle

1cycle

1cycle

1cycle

6 to 12 hours

1 to 2 hours / cycle

• Low number of cycles

• High number of cycles

• Cruise is main part of the mission

• Short cruise

T/O+

climb

Cruise

Descent

T/O+

climb

Descent

FOR SHORT / MEDIUM RANGE AIRCRAFT,

CYCLE RELATED COSTS ARE VERY STRONG DRIVERS

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Maintenance Cost and Design

4455T-04/02

HOT SECTION MATERIAL COST :

60%OF TOTAL

MATERIAL COST

* Excl. Fees, tests and LLPs

SHOP VISIT COST (SVC)*

HOT SECTION MATERIAL COST = 36% of SVCMATERIAL COST (rest of the engine) = 24% of SVCLABOUR = 30% of SVCREPAIRS = 10% of SVC

AND

TOTAL MATERIAL COST : 60%

OF SHOP VISIT COST*

HOT SECTION COST IS MAIN DRIVER

FOR SHOP VISIT COST

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Engine Architecture

Burns more fuel2 to 3%

Burns more parts20% more

expensive shop visit

Single Stage HP Turbine

Two-Stage HP Turbine

Both can do the job but are not equivalentOn paper, both should have similar time on wing

More hot section parts

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The effect of fuel priceSingle aisle, high cycle A/C

1 stage HPT better 2 stage HPT better

Today

Fuel cost2 stage HPT

vs 1 stage HPT

MaintenanceCost 2 stage HPTvs 1 stage HPT

Cost2 stage HPT

vs 1 stage HPT

Cost

Fuel cost$/gallon

3

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One Architecture, One Application

CFM56 PW6000V2500

BR715

New V2500

CF6 PW4000

CF34-3 CF34-8CF34-10

GE90

JT9D Trent 700* Trent 800* Trent 900/1000*

Narrow BodyNarrow Body(Short & medium range)

Regional jetRegional jet(Short range)

Wide BodyWide Body(Long range)

SaM146

Two stage HP Turbine

GP7000

1965 1975 1985 1995 2005

Certification Date

future Design change

PW2000Design change

Single stage HP Turbine

Design change???

New CFM

GEnX

HIG

H C

YCLE

LOW

CYC

LE

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Becoming Global Over Time

The 90’sCOST OF

OWNERSHIPThe 80’s

SFC

The 70’sTHRUST

The 2000’sSUSTAINABLE DEVELOPMENT

EnvironmentalIssues

Superimposed

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SFCsystem

Emissions

Maintenance cost

The 2000’sIntegration Cycle

Acquisition cost

Noise

Architecture

Optimize System with Constraints• Regulations/Taxes/Charges• Minimize Cost of Ownership

Sust Dev industrial process

Environmental Issues Now Part Of The Equation

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Make It Simple, Dummy

HotCold

Cold

Big

Big

Small

>

>

2 Big

2 Cold

1 Small

1 Hot

LOW CO2LOW FUEL

BURN

LIGHT

LOW FUELCONSUMPTION

LOW NOx

COLD

HOT

BIGCOLD

LOWMAINTENANCE

COST

SMALL

BIG

LOW NOISE

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We Have A Secret Dream……

Remember: Big engine, innovative installation

We may not be there yet !!!

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