Aviation Propulsion Technologies in the 21st Century

Mike Epstein GE Aviation 07 November, 2013 04 Kislev, 5774

2 GE Aviation

Our business units

~$147.4 Billion Revenue in 2012

$16.1 B Operating Earnings

Capital

31% / $46.0 B

Home & Business Solutions

5% / $8.0 B

Healthcare

12% / $18.3 B

Aviation

14% / $20.0 B

Transportation

4% / $5.6 B

Energy Management

5% / $7.4 B

Oil & Gas

10% / $15.2 B

Power & Water

19% / $28.3 B

3 GE Aviation

“Longitude”… Author - Dava Sobel

• Engineering crisis of the 18th century.

• Longitude committee formed, prize defined by parliament.

• John Harrison – by 1735 solves with an accurate ship-worthy clock.

• Not really in widespread use until roughly 1780 or later.

• Why?

4

GE Aviation

Propulsion Challenge

Challenges for Future Commercial Aircraft Propulsion GE Perspective 4

Reduce commercial and military customer costs in an increasingly difficult environment

Airline Operating Costs

Regulatory Challenges

CAEP/6 2008 / 2013

CAEP/8 2014 / 2018

EU Carbon Trading 2012

ICAO CO2 Standard 2016-2020

FAR Stage 5 2020

Historical Fuel Prices

Industry Revenue/Profits

28%

23% 18%

14%

7%

6% 4% Fuel

Labor

Other Operating

Trasnport-Related

Professional Services

Aircraft rents/ownership

Non-aircraft rents/ownership

Source: A4A Quarterly Cost Index, US Airlines

(50.0)

-

50.0

100.0

150.0

200.0

250.0

1975 1980 1985 1990 1995 2000 2005 2010

$B

Revenues

Profits

Sources: Air Transport Association/Bureau of Transportation Statistics

Sources: Air Transport Association, International Air Transport Association

US

D/U

SG

-

1.00

2.00

3.00

4.00

5.00

1977 1981 1986 1990 1994 1999 2003 2008 2012

>15% Growth Rate

5

GE Aviation

Technologies and Architectures

6

GE Aviation

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%

1 2 3

Booster

Gooseneck

HPC

Cmb

HPT

Trans Duct

LPT(th)

LPT(tr)

Fan

Fan Duct

Fan Nozzle

Rear Frame

Core Nozzle

Fan Jet

Core Jet

Thermal

Transfer

Propulsive

Loss

Available

Energy Availability For Every Unit of Fuel Chemical Energy…

Unavailable (Losses)

Available to

Vehicle

Thermal

Transfer

Propulsive

Constant Pressure Combustor

Fan Jet

Compressor

Booster

HPT

LPT

Transition Duct

Fan Fan Duct

Core Jet

Today’s Turbofan Is roughly 40%

efficient

7

GE Aviation

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%

1 2 3

Booster

Gooseneck

HPC

Cmb

HPT

Trans Duct

LPT(th)

LPT(tr)

Fan

Fan Duct

Fan Nozzle

Rear Frame

Core Nozzle

Fan Jet

Core Jet

Thermal

Transfer

Propulsive

Loss

Available

Energy Availability converted into transfer efficiencies…

Unavailable (Losses)

Available to

Vehicle

Thermal

Transfer

Propulsive

Constant Pressure Combustor

Fan Jet

Compressor

Booster

HPT

LPT

Transition Duct

Fan Fan Duct

Core Jet

60% loss can be categorized as: Thermal eff: Thermodynamic loss due to the Brayton Cycle

Transfer efficiency: Loss converting energy from the core to the bypass Propulsive efficiency: Loss of converting fan and core exhaust into useable thrust

8

GE Aviation

8

GE Aviation

𝑹𝒂𝒏𝒈𝒆 =𝑽𝟎

𝑺𝑭𝑪∗

𝑳

𝑫∗ 𝐥𝐧

𝑾𝒊𝒏𝒊𝒕𝒊𝒂𝒍𝑾𝒇𝒊𝒏𝒂𝒍

= 𝑭𝑯𝑽 ∗ 𝞰𝒕𝒉𝒆𝒓𝒎𝒂𝒍 ∗ 𝞰𝒕𝒓𝒂𝒏𝒔𝒇𝒆𝒓 ∗ 𝞰𝒑𝒓𝒐𝒑𝒖𝒍𝒔𝒊𝒗𝒆 ∗𝑳

𝑫∗ 𝐥𝐧 𝟏 +

𝑾𝒇𝒖𝒆𝒍𝑾𝒑𝒂𝒚𝒍𝒐𝒂𝒅 + 𝑾𝒆𝒎𝒑𝒕𝒚

• Highly Loaded Compressors

• High OPR Low Emissions Combustors

• Novel Alloys

• Non-metallics

• Low Loss Inlets

• Variable Low Loss Exhausts

• Very High BPR Turbofans

• Constant Volume Combustion

• Hybrid Electric Propulsion

• Adaptive cycles • Distributed

Power Transmission

• Ultra High BPR Turbofans

• Open Rotors

• Distributed Propulsion

• Wake Ingestion

• Advanced Engine Architectures

Opportunities for the future…

9

GE Aviation

0.3

0.35

0.4

0.45

0.5

0.55

0.6

0.65

0.7

0.75

0.8

0 10 20 30 40 50 60 70

Overall Pressure Ratio (OPR)

Th

erm

al

Eff

icie

nc

y

T41=1500F

T41=2000F

T41=2500F

T41=3000F

T41=3500F

Ericcson T41=1500F

39k/0.8 (Mid-Cruise)

Large Thermal Opportunity Beyond Conventional Brayton Cycle

Topping, Bottoming Cycles

Thermal Efficiency

10

GE Aviation

• unsteady shock wave + combustion zone • pressure rise combustion • more efficient conversion of energy in fuel Shock

Wave Combustion

Zone

Compression and Power Stroke

Tube PDE

1 Fuel fill

2 Initiation

3 Detonation

4 Blowdown

5 Purge Air

Intake Stroke

Exhaust Stroke

IC Engine Analogy

PDE Technology

11

GE Aviation

Propulsive Efficiency

Drive to lower SFC’s and more integrated engine /

aircraft designs

0.70

0.75

0.80

0.85

0.90

0.95

1.00

1.0 1.1 1.2 1.3 1.4 1.5 1.6 1.7 1.8 1.9 2.0

Fan Pressure Ratio

Pro

pu

lsiv

e E

ffic

ien

cy

LEAP56/LEAPX

CFM56

Open Rotor

39k/0.8M Cruise

Turbofan (Slimline)

KDM3 /GE /

July 21, 2009

Distributed Propulsors

12 GE Aviation

Open rotor tests with NASA

GE/NASA testing began in 2009

Test builds on 1985 demonstration

• Acoustics validation

• Aero model validation

• New blade concepts

• Installation effects

• Pitch change effects

• Pylon, sidewall interaction

13 GE Aviation

Driving productivity through analytics

IVHM Integrated Vehicle Health Management

• Advanced prognostics & enterprise integration

Over 25,000–b) engines monitored … and growing

• Fuel efficiency

• Asset utilization

• Operations efficiency

Digital workscope Fuel & carbon

• Flight operations data analysis

• Operations insights for fuel savings

Improving productivity of assets

Improving utilization of airplanes

Improving service of our engines

1% fuel burn reduction–a) = $10MM savings

1 hour increase in aircraft utilization per day

= $100MM+ annual benefit–c)

5% annual productivity = $50MM cost savings

per year

• Optimize time on-wing

(a- Assumes a typical 70 aircraft, $1B fuel bill, fuel cost is $3.25 per gallon

(b- Includes CFM, GE & EA engines

(c- Assumes fleet > 50 aircraft

14 GE Aviation 10/31/2013

Illustration of particulate matter concentration (Source: NASA)

Global challenges Temperature, dust, pollution, gravel, sand, construction debris

Levels of Dust World Wide

15 GE Aviation

Technology integration thru 2020 Keeping the pipeline filled

Integrated engine and aircraft systems

Adaptive cycles

Advanced architectures

2010 2020 Advanced turbofan

Technology

Architecture

Composites Lean

Combustion Adv. Cooling High-Temp Materials

Flight Mgmt

Integrated propulsion Integrated power generation

Core efficiency New designs

CMCs

16

GE Aviation

UDF

ADVENT

HEETE

AATE

QCSEE

E3

80s

00s

70s

90s

TECH56

FATE

OPEN ROTOR

10s

Technology demonstrator programs

Renewing our technology DNA for new products and upgrades of fielded

products. Mostly USG funded, what comes next?

AETD

17

GE Aviation

Adaptive Engine Technology Development

• AETD…new class of engines with up to 25% better fuel efficiency

• Variable cycle technology

• Technology demonstration that

builds on ADVENT

• Foundation for future generation

of combat propulsion

18

GE Aviation

New Products and Services

GEnx build-up, acceptance & flight test…

September 2011

19

20 GE Aviation

Test types

• Performance

• Ingestion – water, hail, ice, dust, birds

• Acoustic

• Fan blade-out

• Emissions

• Vibration

• Endurance

• Flight

Make parts Run

Development Tests

Certify

New Product Introduction (NPI) Taking our products from design to manufacturing

21 GE Aviation

Turbine Airfoils Rotating Parts

Additive Manuf.

Automation

Composites Special Products

Castings

Structures

Process development

Demo production

Full scale production

Explore, develop and industrialize Advanced Manufacturing Technologies and transition to Supply Chain.

Industrialization for cost, quality

& delivery

New Product Introduction (NPI) Lean labs

22

GE Aviation

New military and commercial pipeline…

• F414 Gripen

• F414 INS6

• CT7, T700 derivatives

• LEAP

• GE9X

• GE38

23

GE Aviation

Alternative Fuels

24

GE Aviation

Aviation

Alternative Fuels…

• Drop in

• Near Drop-in

• Non Drop-in

25 GE Aviation

Imagination at workg

C1 C3-C4 C6-C10 C12 C16 C20-40 C80 C100++

Huge

reserves

Limited

volumes

Oil or equivalent based distillates – narrow

price range

Heavy ends. Freeze

pt and emissions

Conversion

costs

C1

Wholesale price per Jet-A gallon equivalent $

26

GE Aviation

26

GE Aviation

Summary Traditional fuel burn reduction strategies are beginning

to yield diminishing returns – innovative technologies

are required

• Light weight, high propulsive efficiency

• Advanced materials

• Highly integrated

• Big data, prognostics, IVHM

• Non-Brayton cycles

New products are the lifeblood of the business

• Roadmaps near term to 2050+

• Maintenance concept selection can have multi billion

dollar impact to the bottom line.

Aviation alternative fuels may play a significant role in

our energy future

787

737 MAX*

A320neo*

C919*

Honda Jet

777X

Global 7000

*CFM engines 26 GE Aviation 10/31/2013