CLEEN ConsortiumOpen Session

October 27, 2010

P. M. Niskode’ Program ManagerRick Stickles TAPS II ManagerBarry Allmon Open Rotor ManagerRoss DeJong FMS/ATM Program Mgr

ecomaginationSM

2GE – Aviation

11/12/2010

GE CLEEN Technologies

1. Open Rotor

2. TAPS II Combustor

3. FMS/ATM Integration

3GE – Aviation

11/12/2010

FAA CLEEN Program Goals

Develop and demonstrate (TRL 6-7) certifiable aircraft technology

4GE – Aviation

11/12/2010

GE CLEEN Program GoalsTimeframe: CY 2010-2015

Open Rotor• 26% fuel burn reduction (relative to CFM56-7B)• 17 EPNdB noise reduction (relative to stage 4)

TAPS II Combustor• Emissions 60% below CAEP/6

FMS & ATM• 7% fuel burn/CO2 reduction• 22% landing noise reduction (area of 60 EPNdB footprint)

5GE – Aviation

11/12/2010

1. Open Rotor

6GE – Aviation

11/12/2010

GE Open Rotor Overview

Goal• 26% fuel burn reduction (relative to CFM56-7B)• 15 to 17 EPNdB noise reduction (relative to stage

4)

OR Program has two work elements:• Blade aero-acoustic assessment and • Pitch Change Mechanism (PCM) including control

system integration

7GE – Aviation

11/12/2010

Open Rotor Performance Benefits

Open Rotors provide very high propulsive efficiencies through very low fan pressure

ratios

Core Fan PressureRatio

Specific Fuel Consumption (SFC):

FHVv

FHVvSFC

propulsivetransferthermaloverall

00

driven by:

• Thermal efficiency: thermal

• Transfer efficiency: trans

• Propulsive efficiency: prop

CFM56-7B

13% Benefit

Next Gen Narrowbody

Open Rotor

Very High BypassTurbofan

0.7

0.75

0.8

0.85

0.9

0.95

1

1 1.1 1.2 1.3 1.4 1.5 1.6 1.7 1.8

Prop

ulsi

ve E

ffici

ency

CFM56-7B

13% Benefit

Next Gen Narrowbody

Open Rotor

Very High BypassTurbofan

0.7

0.75

0.8

0.85

0.9

0.95

1

1 1.1 1.2 1.3 1.4 1.5 1.6 1.7 1.8

Prop

ulsi

ve E

ffici

ency

0.4

0.45

0.5

0.55

0.6

0.65

0.7

0.75

0.8

1 1.1 1.2 1.3 1.4 1.5 1.6 1.7 1.8

Fan Pressure Ratio

Prop

ulsi

ve E

ffici

ency

CFM56-7B

Next Gen Narrowbody

Open Rotor

Very High BypassTurbofan50% Benefit

Takeoff (M = 0.25)

Cruise (M = 0.8)

8GE – Aviation

11/12/2010

Thickness / steady loading noise

Forward Fan Tones Interaction Tones (+ BBN)

Thickness / steady loading noiseAft Fan Tones

Thickness / steady loading noise

Forward Fan Tones

Vortex / blade interactionInteraction Tones (+ BBN)

Pylon / Blade interactionForward Fan Tones

Thickness / steady loading noiseAft Fan Tones

Compressor Noise(Tones + BBN)

Turbine Noise(Tones + BBN)

Jet Noise(BBN)

Fan Wake interaction Interaction Tones (+ BBN)

IncidenceForward Fan Tones

IncidenceForward Fan Tones

Thickness / steady loading noise

Forward Fan Tones Interaction Tones (+ BBN)

Thickness / steady loading noiseAft Fan Tones

Thickness / steady loading noise

Forward Fan Tones

Vortex / blade interactionInteraction Tones (+ BBN)

Pylon / Blade interactionForward Fan Tones

Thickness / steady loading noiseAft Fan Tones

Compressor Noise(Tones + BBN)

Turbine Noise(Tones + BBN)

Jet Noise(BBN)

Fan Wake interaction Interaction Tones (+ BBN)

Fan Wake interaction Interaction Tones (+ BBN)

IncidenceForward Fan Tones

IncidenceForward Fan Tones

Open Rotor Noise Physics

Acoustic design features can reduce efficiency gains

Fan Sources

Other Sources

Tone-dominated noise signature• R1-R2 Interaction

– Wake – Vortex

• Pylon Wake Interaction• Incidence Angle

9GE – Aviation

11/12/2010

Open Rotor Fan TechnologyKey Technical Challenges

INSTALLATION CHALLENGE

Revolutionary Fuel Burn Advantage … Significant Challenges

MD-80 FTD

FUEL BURN OPPORTUNITY/ NOISE CHALLENGE

0

2

4

6

8

10

12

14

16

0 5 10 15 20 25 30 35

% Fu e l Bu r n Be n e fit

CU

M M

argi

n, re

: CH

4 (E

PNdB

)

Chap 5 (projected)

Modern Open Rotor Program Goal

GE36 (1980)

CFM56-5B (2010)

Leap-X ATF

Modern Open Rotor(current estimate)

0

2

4

6

8

10

12

14

16

0 5 10 15 20 25 30 35

% Fu e l Bu r n Be n e fit

CU

M M

argi

n, re

: CH

4 (E

PNdB

)

Chap 5 (projected)

Modern Open Rotor Program Goal

GE36 (1980)GE36 (1980)

CFM56-5B (2010)

Leap-X ATFLeap-X ATF

Modern Open Rotor(current estimate)Modern Open Rotor(current estimate)

GE90-115B128”

LEAPOpen Rotor

168”

LEAP-X~71”

10GE – Aviation

11/12/2010

Open Rotor Blades Program Plan

• Develop advanced technology blade designs • Refine designs thru aero-acoustics model tests • Project blade model data to full-scale application

OC

T

NO

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DEC

JAN

FEB

MA

R

APR

MA

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JUN

JUL

AU

G

SEP

OC

T

NO

V

DEC

JAN

FEB

MA

R

APR

MA

Y

JUN

JUL

AU

G

SEP

OC

T

NO

V

DEC

Phase I (GE/NASA Collaboration)Low Speed Testing (NASA 9x15 LSWT)High Speed Testing (NASA 8x6 HSWT)Phase II (FAA CLEEN)Phase I Data Reduction/AnalysisPhase II DesignHardware FabricationTesting (NASA 8x6 HSWT, NASA 9x15 LSWT)Data Reduction/Analysis

TASK

201120102009

Phase II FAA CLEEN Effort Builds upon Phase I NASA/GE Effort

11GE – Aviation

11/12/2010

Open Rotor PCM System Definition

Selected Hydraulic System for Improved Reliability and Weight Savings

Technical Issues and Challenges• Transfer of fluid from stationary to rotating system

– Control system responses• Integration of PCM hydraulics into engine oil

system– Heat dissipation

12GE – Aviation

11/12/2010

Open Rotor PCM Program Plan

• Validation of hydraulic oil transfer mechanism thru a rig test

• Conduct Thermal Management Studies– Develop whole engine thermal model with flight profiles– Establish component requirements

Conceptual Studies & Down-select

2009 2010 2011

Design & Procure Rig

Assemble, Instrument & Test

2. GE TAPS II Combustor

14GE – Aviation

11/12/2010

FAA CLEEN Combustion System Goals LTO NOx emissions …. 60% margin to CAEP/6

• Cruise NOx emissions …. < 9 g/Kg fuel

• Solid Particulate Matter …. 90% margin to CAEP/6

(based on Smoke no.)

• Scale TAPS system …. Narrow body, regional & business jets FAA CLEEN Goal

• GEA goal

15GE – Aviation

11/12/2010

GE Aviation Approach:TAPS (Twin annular Premixing Swirler)

Twin annular flames• Staged combustion within mixer• Lean-premixed fuel/air mixture in

main swirler for reduced NOx at high power

• Central pilot for good operability and low CO/HC at low power

• Greater NOx Reduction at Cruise

FADEC sets optimum fuel splits• Balance Emissions, Operability

Durability, and Dynamics

Premixing flame zone

Pilot flame zone

Air

Fuel injection

Cyclone mixer

Pilot

Nozzle sprays shown without air flow(or cyclone mixer)

Pilot Only Pilot + Main

16GE – Aviation

11/12/2010

Combustion System Development2010 2011 2012 2013

Technology Maturation

System Engineering/Integration

Technology Demonstration

Technology Assessment

Conceptual DesignFlame tube test

Combustion Dynamics Enabling Technology

5 Cup sector test #1

TCA and HTP Test5 Cup sector test #2

Full annular Test

Test Report

Core Engine TestBaseline Engine Test

Test Report

Final Report

3. FMS/ATM Integration

18GE – Aviation

11/12/2010

FMS/ATM Overview

4D Trajectory NegotiationIntegrated with ATM to fly the most fuel-efficient profile, avoiding fuel-consuming and noisy low-level vectors, improving overall airspace efficiency

Trajectory OptimizationImproved efficiency throughout the flight - from takeoff to landing - for fuel and emissions savings

4D Trajectory SynchronizationCommon view of optimized trajectory to improve predictability and facilitate efficient negotiation

Optimized Profile DescentEliminates increased throttle use to reduce noise, fuel consumption and emissions, reducing noise footprint

19GE – Aviation

11/12/2010

FMS/ATM OverviewGoals• Optimize the 4-D trajectory flown by the aircraft throughout flight• Implement GE’s FMS technologies to optimize take-off, cruise and

landing• Synchronize trajectories in airborne FMS and Lockheed Martin’s

ERAM• Utilize AirDat’s accurate real time weather to reduce fuel consumption• Demonstrate technologies with Alaska Airlines

Key Activities• Collect baseline data to quantify fuel burn, noise and emissions• Mature FMS & FMS/ATM technologies• Determine optimum use of weather• Develop simulation environment to emulate broad range of scenarios• Demonstrate technology & validate simulation in 737 shadow-mode

trials

20GE – Aviation

11/12/2010

FMS/ATM Program Plan

21GE – Aviation

11/12/2010

Challenges & Technical IssuesTechnology Maturation

• Reaching TRL 6-7 requires significant coordination with FAA• AEE, ATO-P, ATO-E and Flight Standards

Simulation Environment• Creation of real time FMS-ERAM simulation environment • Necessary to model and quantify fuel savings• Accommodate multiple scenarios & technologies

Weather Benefits• Numerous weather options and variants of data to analyze

Flight Demonstration• FMS/ERAM will require shadow mode of live ATC• Requires considerable planning and FAA coordination

Future Symposium Topics

• Plan/process to feed CLEEN progress back into standardization committees – e.g. RTCA SC-214 4D trajectory downlink

23GE – Aviation

11/12/2010