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    GE - FAA CLEEN Consortium 2010 - Unlimited Rights

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    zzzyyyfff
    The document summarizes GE's projects in the FAA's CLEEN program to develop more efficient and environmentally friendly aircraft technologies. It discusses three key projects: 1) an open rotor engine aiming for a 26% fuel reduction, 2) a TAPS II combustor to reduce emissions by 60% below CAEP/6 standards, and 3) integrating flight management systems and air traffic management to optimize trajectories for a 7% fuel/emissions reduction. It provides overviews, goals, development plans and challenges for each project with the goal of advancing them to TRL 6-7 for certification by 2015.

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    GE - FAA CLEEN Consortium 2010 - Unlimited Rights

    Uploaded by

    zzzyyyfff
    87 views23 pages
    The document summarizes GE's projects in the FAA's CLEEN program to develop more efficient and environmentally friendly aircraft technologies. It discusses three key projects: 1) an open rotor engine aiming for a 26% fuel reduction, 2) a TAPS II combustor to reduce emissions by 60% below CAEP/6 standards, and 3) integrating flight management systems and air traffic management to optimize trajectories for a 7% fuel/emissions reduction. It provides overviews, goals, development plans and challenges for each project with the goal of advancing them to TRL 6-7 for certification by 2015.

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    The document summarizes GE's projects in the FAA's CLEEN program to develop more efficient and environmentally friendly aircraft technologies. It discusses three key projects: 1) an open rotor engine aiming for a 26% fuel reduction, 2) a TAPS II combustor to reduce emissions by 60% below CAEP/6 standards, and 3) integrating flight management systems and air traffic management to optimize trajectories for a 7% fuel/emissions reduction. It provides overviews, goals, development plans and challenges for each project with the goal of advancing them to TRL 6-7 for certification by 2015.

    Copyright:

    Attribution Non-Commercial (BY-NC)
    Download as PDF, TXT or read online from Scribd
    Download as pdf or txt
    87 views23 pages

    GE - FAA CLEEN Consortium 2010 - Unlimited Rights

    Uploaded by

    zzzyyyfff
    The document summarizes GE's projects in the FAA's CLEEN program to develop more efficient and environmentally friendly aircraft technologies. It discusses three key projects: 1) an open rotor engine aiming for a 26% fuel reduction, 2) a TAPS II combustor to reduce emissions by 60% below CAEP/6 standards, and 3) integrating flight management systems and air traffic management to optimize trajectories for a 7% fuel/emissions reduction. It provides overviews, goals, development plans and challenges for each project with the goal of advancing them to TRL 6-7 for certification by 2015.

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    Download as PDF, TXT or read online from Scribd
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    of 23

    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


    2 GE Aviation 11/12/2010

    FAA CLEEN Program Goals

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


    3 GE Aviation 11/12/2010

    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)
    4 GE Aviation 11/12/2010

    1. Open Rotor

    5 GE 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
    6 GE Aviation 11/12/2010

    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

    7 GE Aviation 11/12/2010

    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


    8 GE Aviation 11/12/2010

    Open Rotor Fan Technology


    Key Technical Challenges
    FUEL BURN OPPORTUNITY/ NOISE CHALLENGE
    16 14
    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


    9 GE 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
    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


    10 GE 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
    11 GE Aviation 11/12/2010

    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
    12 GE Aviation 11/12/2010

    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


    14 GE 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
    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)

    15 GE Aviation 11/12/2010

    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
    16 GE Aviation 11/12/2010

    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
    18 GE Aviation 11/12/2010

    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

    20 GE Aviation 11/12/2010

    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
    21 GE Aviation 11/12/2010

    Future Symposium Topics


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

    23 GE Aviation 11/12/2010

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