Download - Future Trends in Aeropropulsion Gas Turbines
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Cyrus B. Meher-Homji, P.E.
Turbomachinery Group
Bechtel Corporation
ASME SW Texas Gas Turbine Technical Chapter
12-Nov-2012
Future Trends in Aeropropulsion Gas Turbines
Copyright 2012 : C.B. Meher-Homji
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Many flight crews will never face an engine failure during their career
Engine Reliability - In Flight Shut Downs
In the 1960s, in average each engine failed once a year
Today, on average, each engine fails every 30 years.
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Bird Strikes
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Gas Turbine Market
Source: Prof. Lee Langston, ME, May 2012
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Growth of Air Travel
Passenger air travel trends by region
1 Data source: ICAO Scheduled Services of Commercial Air Carriers (through 2006), IATA Annual Traffic GrowthData for Year 2007 (Jan.-Oct.).
North America
China/ India
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Growth over the next 20 Years – single aisle 70%
Market value of $3.2 trillion
Source: Airbus
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Crude Oil and Jet A Price
Crude and jet price history in the U.S. gulf coast region
Energy Information Administration, “Spot Prices for Crude Oil and Petroleum Products,” March 2010.
http://tonto.eia.doe.gov/dnav/pet/pet_pri_spt_s1_d.htm.
United AirlinesFuel cost:
$25,000 / minute
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THE TURBOJET REVOLUTION1912- 1945 PISTON ENGINE MAX POWER 120 HP TO 3000 HP
(UP X 25)
SPECIFIC WT 4.8 TO 0.82 LB/HP ( DOWN X 6)
= EVOLUTIONARY CHANGE
TURBOJET = TECHNOLOGY REVOLUTION
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The Turbojet Revolution - Technology Shift
May 15, 1941 First British Jet Flight
August 27, 1939 – World’s First Jet Flight
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Whittle- First Flight of a British Turbojet – Whittle and Gerry Sayer
15 May 1941
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Genealogy of Early Centrifugal Turbojets Derived from Whittle Designs
POWER JETS LTD
WU, W.1 X, W.2B
ROLLS ROYCE
W.2B, WELLAND, DERWENT
NENE, TAYGENERAL ELECTRIC
I-A. J-31, J33
USSR---CHINA
VK ENGINES (Nene)
PRATT& WHITNEY
J-42, J-48 ( Nene)
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JUNKERS JUMO 004 B ME 262 TURBOJET, 2000 LB THRUST
Thrust = 2000 lb, airflow = 46.6 lb/sec, pressure ratio = 3.14, Turbine inlet temperature = 1427F, fuel consumption = 1.4 (lb/hr)/lb-thrust,
Engine weight = 1650 lb, diameter = 30 in, length = 152 in,
< 5 lbs Chromium
Efficiencies: 78% compressor, 95% combustor, 79.5% turbine
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Key Advances in Propulsion
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Mid-span Aft Swept for High Efficiency, Tip Forward Swept for Good Tip Efficiency & Stall Margin
GE90 Fan Blade Evolution (Swept)
GE90-115B Fan Blade
Courtesy: Dr. Aspi Wadia, GEAE- AE Award Keynote at ASME Turboexpo 2009, Orlando
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Historical Trends in Fuel Efficiency for Commercial Aircraft
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Near Future
Near Future N+1 - GTF
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P&W Geared Turbofan- Service Entry Plan (Thrust: 15,000-30,000 lbsf)
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Geared Turbofan- Reduction Gearing
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Deployment of PW1000G Geared Turbofan
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NASA Programs
NASA N+3 Program for Subsonic Aircraft
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NASA Programs- Performance, Noise and Environmental Goals
NASA/TM—2011-217239
Studies done by four teams + NASA In house team to project scenarios for the 2030-2035 timeframe
TRL= 4-6
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NASA- Boeing, GE Aviation, Georgia Tech, N+3 Concepts
Boeing N+3 concepts, (a) Refined SUGAR, (b) SUGAR Ray, (c) SUGAR High,and (d) SUGAR Volt.
NASA/TM—2011-217239
Refined SUGAR
SUGAR High
SUGAR Ray
SUGAR Volt
SUGAR = Subsonic Ultra Green Aircraft Research
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MIT, Aurora Flight Sciences, Pratt &Whitney
MIT concepts, Double Bubble and Hybrid Wing Body
Two adjoining fuselages of Double Bubble
NASA/TM—2011-217239
Boundary Layer Ingestion
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MIT D8 “Double-Bubble” Design Concept
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MIT: Hybrid Wing Body (HWB) Design Concept
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Northtrup Grumman
Northrop Grumman SELECT concept
NASA/TM—2011-217239
Advanced tube and wing configurationadvanced engine BPR = 18Special airframe materials63% Fuel burn reduction
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Advanced Turboprop, 20 passanger Aircraft (point to point transport between regional airports)
meets the N+3 goals for noise, fuel burn, emissions
Use of composite structures
GE Aviation – Cessna- Georgia Tech
General Electric concept
NASA/TM—2011-217239
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NASA Glenn N3-X TeDP Turboelectric Distributed Propulsion
NASA Glenn TeDP concept- Turboelectric Distributed Propulsion
NASA/TM—2011-217239
Superconducting electrically driven, distributed low-pressure-ratio (1.35) fans power provided by two remote superconducting electric generators based on a conventional turbofan core engine design
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Relative Weights of Technologies wrt. N+3 goals and concepts
Relative weights of technologies w.r.t. N+3 goals and conceptsNASA/TM—2011-217239
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Advanced Combustors
Combustion instability control strategymultipoint arrayof lean direct injectorsintegrated into a sectorcombustor
NASA/TM—2011-217239
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Growth of % Composites in Commercial Aircraft
NASA/TM—2011-217239
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CONCLUDING REMARKS
Future Trends in Flight and Propulsion
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Concluding Remarks
Greatest opportunity for improvements involve airframe, engine integration to reduce L/D ratio
No single approach can be used‐ a wide range of technologies will be deployed
Trade off between fuel burn, emissions and noise will be dominant
Engines will be high bypass ratio ( Low FPR)
Aeroengine industry partnerships will be key to meeting goals.
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Airbus Concepts
Longer slimmer wings‐reduce drag
U tail ( Noise shielding)
Semi ‐ Embedded Engines
Adv. Health Monitoring
Lightweight Materials/ Composites
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Concluding Remarks
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Blended wing aircraft may offer up to 30% reduction in fuel consumption - 40% if combined with electric engine concepts
Future Aircraft Configurations
Flying wing
Large diameter duct
Gas generator
Contra-rotating turbine
Contra-rotatingfan
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Classic Swept Wing Aircraft A380 Boeing BWB