Keep it simple,

dummy

New York City, April 3, 2007

Basic Jet Propulsion

Massflow
m
Speed V

THRUST =
mV

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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 air

from the outside

Air

The fan
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The Jet Engine Principle

Fuel

Air

Compressor

Combustor

Turbine

The turbine drives the compressor

The fuel brings the energy to the system
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Why Does it Work?

Compressor

Combustor

Turbine

Energy

OUTSIDE AIR
0

V
Fuel

Constant pressure line

max pressure in engine

E3

THE CYCLE
E1

1
0

Constant pressure line

ambient pressure

Energy E1 << Energy E3

Entropy

Part of E3 used to drive the compressor

Rest of E3 used to generate thrust
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Jet Engine Differences

Turbojet engine
1 shaft
Small diameter

Modern commercial
jet engine
2 or 3 shafts
Large diameter

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The Concept of By-pass Ratio

By-pass ratio =
Mass flow 3 / mass flow 2
3
2

Air

1
2
3

T
S
U

!
E
M

Increase in by-pass ratio improves Specific

Fuel Consumption (SFC)

TR

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Jet Engine Differences

Thrust = mV
Low by-pass
ratio engine

Flow m

Low mass flow m

High speed V

Flow m
V

High by-pass
ratio engine

High mass flow

Low average speed V
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By pass ratio schematic

Aft looking forward

2
1

Front view

2
3

GENERATES 20%
OF THE THRUST

HIGH FLOW, LOW

SPEED

LOW FLOW
HIGH SPEED

GENERATES 80%
OF THE THRUST
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All About By-pass Ratio

Low by-pass
ratio engine

High by-pass
ratio engine

SFC
SFC: Fuel burnt
by engine on
a test stand

Low by-pass ratio engine

-20%

Characterizes
quality of the
engine

High by-pass ratio engine

By-pass ratios have increased over time

Current engines: By-pass ratios 5 to 6
New/future engines: By-pass ratio 10
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Noise Signature
Low by-pass
ratio engine

High by-pass
ratio engine

High by-pass ratio improves noise signature

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By-pass Ratio Limitations

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

GROUND CLEARANCE

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By-pass Ratio Limitations

By-pass ratio can be limited by fuel burn

Drag
Fuel burn (FB) is the fuel
burnt over
a given mission

Weight

Fuel burn depends on:

- SFC (engine quality): FB
- Drag
: FB
- Weight
: FB
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Going Beyond the Compromise

Fuel Burn
Improvement

Technology
jump
A380 ENGINES
OPTIMIZED FOR NOISE
RATHER THAN FUEL
BURN

INCREASE IN
BYPASS RATIO

Noise
Improvement

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The Maximum Cycle Temperature

Maximum temperature

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Maximum cycle temperature

The Plus of Increasing Max Cycle Temperature

Maximum metal temperature

1960

1970

1980

1990

2000

2010 YEAR

!
E
M
T
S

Increasing max cycle temperatures

improves Specific Fuel Consumption

U
R
T

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The Minuses of Increasing Max Cycle Temperature

Hotter engine burns more parts

T
O
H

Higher maintenance costs

ALTERNATIVE IS MORE SOPHISTICATED MATERIAL BUT MORE
EXPENSIVE

High pressure
turbine

Nitrogen oxides (NOx) are produced at high temperature

NOx
SFC/CO2

NOx

NOx vs CO2 =
A real challenge
SFC/CO2
Max cycle temperature

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The Green House Effect: Climate Change

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Air Quality

INDEX 3

OZONE + NOx + PARTICLES +CO + UHC

VERY SMALL
LEVELS

INDEX 7

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Engine Main Operational Cost Drivers

Maintenance cost
Mainly related to number of cycles
Cruise

(engine deterioration mostly occurs at T/O)

1 Take-off = 1 cycle
Take-off
+
climb

Descent

Typical Simplified mission

Life Limited Parts (LLP) cost

Only related to number of cycles
Fuel Burn
Cruise length is main driver

ENGINE COST OF OPERATION :

A MIX OF MAINTENANCE COST, LLP & FUEL COSTS
4001T-07/01

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Long Range vs Short/Medium Range Missions

Cruise

Long range A/C

Descent

Cruise is main part of the mission

1 cycle

T/O
+
climb

Low number of cycles

Fuel Burn is main driver

6 to 12 hours

Short/medium range A/C

High number of cycles
Short cruise

Cruise
T/O 1
+ cycle
climb

1
cycle

1
cycle

1
cycle

1
cycle

1 to 2 hours / cycle

Descent
1
cycle

Maintenance / LLP costs are 30% of the cost

FOR SHORT / MEDIUM RANGE AIRCRAFT,

CYCLE RELATED COSTS ARE VERY STRONG DRIVERS
4002T-09/99

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Maintenance Cost and Design

HOT SECTION
MATERIAL COST :

AND

60%

TOTAL MATERIAL
COST :

OF TOTAL
MATERIAL COST

60%
OF SHOP VISIT
COST*

SHOP VISIT COST (SVC)*

HOT SECTION MATERIAL COST
MATERIAL COST (rest of the engine)
LABOUR
REPAIRS

=
=
=
=

36% of SVC
24% of SVC
30% of SVC
10% of SVC

* Excl. Fees, tests and LLPs

HOT SECTION COST IS MAIN DRIVER

FOR SHOP VISIT COST
4455T-04/02

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Engine Architecture
Single Stage HP Turbine

Burns more fuel

2 to 3%

Two-Stage HP Turbine

More hot section parts

Burns more parts

20% more
expensive shop visit
Both can do the job but are not equivalent

On paper, both should have similar time on wing

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The effect of fuel price

Single aisle, high cycle A/C
Cost
1 stage HPT better

2 stage HPT better

Maintenance
Cost 2 stage HPT
vs 1 stage HPT
Fuel cost
Today

$/gallon

Cost
2 stage HPT
vs 1 stage HPT
Fuel cost
2 stage HPT
vs 1 stage HPT
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One Architecture, One Application

Certification Date

HIGH CYCLE

1965

1975

1985

2005

future

Design change

Regional jet
(Short range)

SaM146
CF34-8

CF34-3

CF34-10

BR715

Narrow Body
(Short & medium range)

Design change???
CFM56
PW2000

LOW CYCLE

1995

Wide Body
(Long range) JT9D
CF6
Single stage HP Turbine

V2500

PW6000

New V2500
New CFM

Design change

Trent 700*
PW4000

Trent 800*
GE90

Trent 900/1000*
GP7000

GEnX

Two stage HP Turbine

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Becoming Global Over Time

The 90s
COST OF
OWNERSHIP

The 2000s
SUSTAINABLE
DEVELOPMENT

The 80s
SFC

The 70s
THRUST

Environmental
Issues
Superimposed

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Environmental Issues Now Part Of The Equation

system

SFC
Maintenance cost
Acquisition cost
Emissions

The 2000s
Integration

Cycle

Architecture

Noise
Sust Dev industrial
process

Optimize System with Constraints

Regulations/Taxes/Charges
Minimize Cost of Ownership

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Make It Simple, Dummy

LOW NOISE

Hot

Small

Cold
BIG

Cold

Big
Big

SMALL
LIGHT
LOW FUEL
BURN

LOW CO2

BIG
COLD

LOW FUEL
CONSUMPTION

LOW
MAINTENANCE
COST

HOT

Big

2 Cold

>1

Small

>1

Hot

COLD

LOW NOx

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We Have A Secret Dream

Remember: Big engine, innovative installation

We may not be there yet !!!

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