CLEEN Consortium Open Session October 27, 2010

P. M. Niskode Program Manager Rick Stickles TAPS II Manager Barry Allmon Open Rotor Manager Ross DeJong FMS/ATM Program Mgr
ecomagination
SM

GE CLEEN Technologies

1. 2. 3.

Open Rotor TAPS II Combustor FMS/ATM Integration

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FAA CLEEN Program Goals

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

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GE CLEEN Program Goals Timeframe: 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)
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1. Open Rotor

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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
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Propulsive Efficiency

Open Rotor Performance Benefits

1 0.95

Cruise (M = 0.8)
Very High Bypass Turbofan

Open Rotor

Specific Fuel Consumption (SFC):

SFC v0 v0 overall FHV thermal transfer propulsive FHV

0.9 0.85

13% Benefit

Next Gen Narrowbody

0.8 0.75 0.7 0.8 1

CFM56-7B

Core

Fan Pressure Ratio

Propulsive Efficiency

1.1

1.2

1.3

1.4

0.75 0.7 0.65 0.6 0.55 0.5 0.45 0.4 1 1.1 1.2 1.3 1.4 50% Benefit
Very High Bypass Turbofan Open Rotor

Takeoff (M = 0.25)

1.5

1.6

1.7

1.8

driven by: Thermal efficiency: thermal Transfer efficiency: trans Propulsive efficiency: prop

Next Gen Narrowbody CFM56-7B

1.5

1.6

1.7

1.8

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

Fan Pressure Ratio

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Open Rotor Noise Physics

Thickness steady Thickness / /steady loading noise loading noise Forward Fan Tones Vortex / blade interaction Interaction Tones (+ BBN) Incidence Incidence Forward Fan Tones Pylon / Blade interaction Forward Fan Tones Thickness / steady loading noise Aft Fan Tones Aft Fan Tones

Fan Sources Other Sources

Compressor Noise (Tones + BBN)

Fan Wake interaction Interaction Tones (+ BBN)

Turbine Noise (Tones + BBN)

Tone-dominated noise signature

R1-R2 Interaction Wake Vortex Pylon Wake Interaction Incidence Angle

Jet Noise (BBN)

Acoustic design features can reduce efficiency gains

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Open Rotor Fan Technology

Key Technical Challenges
FUEL BURN OPPORTUNITY/ NOISE CHALLENGE
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Modern Open Rotor Program Goal

MD-80 FTD

INSTALLATION CHALLENGE

CUM Margin, re: CH 4 (EPNdB)

12 10 8 6 4
CFM56-5B (2010)

Leap-X ATF

GE90-115B 128

Chap 5 (projected)
Modern Open Rotor (current estimate)

LEAP Open Rotor 168

LEA P-X ~71

2 0 0 5 10
GE36 (1980)

15

20

25

30

35

% Fu e l Bu r n Be n e f it

Revolutionary Fuel Burn Advantage Significant Challenges

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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
2009
MAR MAY NOV OCT DEC APR JAN FEB

2010
MAR AUG MAY NOV OCT DEC APR SEP JUN JAN FEB JUL

2011
AUG NOV OCT DEC SEP JUN JUL

TASK
Phase I Phase II (GE/NASA Collaboration) (FAA CLEEN)
Low Speed Testing (NASA 9x15 LSWT) High Speed Testing (NASA 8x6 HSWT) Phase I Data Reduction/Analysis Phase II Design Hardware Fabrication Testing (NASA 8x6 HSWT, NASA 9x15 LSWT) Data Reduction/Analysis

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

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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
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Open Rotor PCM Program Plan

Validation of hydraulic oil transfer mechanism thru a rig test
2009
Conceptual Studies & Down-select Design & Procure Rig Assemble, Instrument & Test

2010

2011

Conduct Thermal Management Studies Develop whole engine thermal model with flight profiles Establish component requirements
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2. GE TAPS II Combustor

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 .
FAA CLEEN Goal GEA goal

Narrow body, regional & business jets

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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
Cyclone mixer

Pilot
Air Premixing flame zone Pilot flame zone

FADEC sets optimum fuel splits

Balance Emissions, Operability Durability, and Dynamics

Fuel injection

Pilot Only

Pilot + Main

Nozzle sprays shown without air flow (or cyclone mixer)

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Combustion System Development

2010
Technology Maturation
Conceptual Design Flame tube test Combustion Dynamics Enabling Technology

2011

2012

2013

System Engineering/Integration
5 Cup sector test #1 5 Cup sector test #2 TCA and HTP Test Full annular Test Test Report

Technology Demonstration
Core Engine Test Baseline Engine Test Test Report

Technology Assessment
Final Report
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3. FMS/ATM Integration

FMS/ATM Overview
Trajectory Optimization Improved efficiency throughout the flight - from takeoff to landing - for fuel and emissions savings 4D Trajectory Synchronization Common view of optimized trajectory to improve predictability and facilitate efficient negotiation

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

4D Trajectory Negotiation Integrated with ATM to fly the most fuel-efficient profile, avoiding fuelconsuming and noisy low-level vectors, improving overall airspace efficiency
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FMS/ATM Overview
Goals
Optimize the 4-D trajectory flown by the aircraft throughout flight Implement GEs FMS technologies to optimize take-off, cruise and landing Synchronize trajectories in airborne FMS and Lockheed Martins ERAM Utilize AirDats 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 19 Demonstrate technology & validate simulation in 737 shadow-mode Aviation GE 11/12/2010 trials

FMS/ATM Program Plan

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Challenges & Technical Issues

Technology 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
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Future Symposium Topics

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

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