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CFMI ProprietaryCFMI Proprietary10
CFM Proprietary DocumentCFM 2005
WE LIKE TO PLAN A FEW YEARS AHEAD.
CFMI ProprietaryCFMI Proprietary
The world is changing very quickly…
?
0
20
40
60
80
100
120
140
160
Jan-1999
Jan-2000
Jan-2001
Jan-2002
Jan-2003
Jan-2004
Jan-2005
Jan-2006
Jan-2007
Jan-2008
Jan-2009
51% 43%
6%
36%60%
4%
All OtherEngine maintenanceFuel Cost
Generic single-aisle aircraft (160 passengers)800 nautical mile rangeSource: Internal analysis
Airline direct cash operating costs
CFMI ProprietaryCFMI Proprietary
And the market is now asking for …
• Less CO2 emissionsTo minimize taxes and allow traffic growth
• Less NOx emissionsTo anticipate future landing/take-off (LTO) regulationTo anticipate future cruise/enroute regulationTo minimize future risk to be taxed at the most stringent airport
• Less NoiseTo anticipate future regulationTo take into account airport constraints
… greener aircraft engines
CFMI ProprietaryCFMI Proprietary
Cum
ulat
ive
Noi
se L
evel
cor
rect
ed fo
r airc
raft
thru
st
Entry into Service Date
Noise improvement
Source ICCAIA
1955 1960 1965 1970 1975 1980 1985 1990 1995 2000 2005
Caravelle
CV990
B720
CV880
B707
DC8
Comet 4
Turbojets
F28
Caravelle 10
B727
Trident 1
VC10
BAe1-11
DC9
B737
1st Generation Turbofans
B747-100
B717-200
B737-600
A319-100
VFW614
A300
DC10-30
B747-200
DC10-10
L1011-1L1011-500
MD80A310
B767B757
BAe146
B737-300
DC8-70
B767-300ER
B747-400
F100
A320MD11
A340
A330
A321
F70 MD90
B777-200
2nd Generation Turbofans
20 dB improvement in 40 years
2010
Falcon2000
CL600-2D
ERJ175
ERJ195
A318
CFMI ProprietaryCFMI Proprietary
SR/MR Aircraft @ T.O.60
90
70
100
80
NoisedB(A)
Car @ Idle
@ 10 m
Noise of the Street
LR Aircraft @ T.O.
Car @ full speed
HST @ 300 km/h@ 100 m
@ 10 m
Trucks @ full speed
@ 10 m
Comparison of acoustic levels
@ 700 m
@ 700 m@ 300 m
@ 300 m
CFMI ProprietaryCFMI Proprietary
0.0
1.0
2.0
3.0
4.0
5.0
6.0
7.0
8.0
9.0
1950 1960 1970 1980 1990 2000 2010 2020
Entry Into Service year
Fuel
con
sum
ptio
n (l/
100k
m/p
ax)
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
Aircraft fuel consumption reduction
-70% in aircraft fuel consumption in 40 years Modern aircraft fuel consumption is between 3 and 5 l/100 km/pax
Average US cars
Average EU cars
70% load factor
CFMI ProprietaryCFMI Proprietary
ACARE 2020 OBJECTIVES(reference : 2000 aircraft)
• To reduce perceived noise by half
• To reduce NOx by 80% and other emissions
• To reduce CO2 by 50%
Engine Contribution to Environmental Objectives 2020
Engine manufacturers are on the spot facing aggressive objectives, along with Airframers and Air Traffic Management
ATM ContributionAircraft Contribution
Engine Contribution
• To reduce noise by 6dB per operation• To reduce NOx by 60 to 80%• To reduce specific fuel consumption by 20%
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Clean Sky The Aeronautics Joint Technology Initiative
• A large-scale project based on public-private partnership• Launched by the European Council (27 countries) in Dec 2007• Responds to the environmental chapters of the ACARE Strategic
Research Agenda• Aimed at delivering technologies to dramatically improve the impact on
the environment• Will include large-scale validation testing of breakthrough technologies• Will represent a European structuring organisation for aeronautics
research
CFMI ProprietaryCFMI Proprietary
Clean Sky Integrated Approach
• Vehicle Integrated Technology DemonstratorSmart Fixed Wing (Leaders : Airbus & Saab)Green Regional Aircraft (Leaders : Alenia & EADS CASA)Green Rotorcraft (Leaders : Eurocopter & AugustaWestland)
• Transverse Integrated Technology Demonstrator for all vehiclesSustainable & Green Engines (Leaders : Safran & Rolls-Royce)Systems for Green Operations (Leaders : Liebherr & Thales)
• Eco-Design for Airframe and Systems (Leaders : Dassault Aviation & Fraunhofer Institue)
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• Alternative Fuel• New Technology
Sustainable & Green engines ?
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Alternative fuel perspective
• Aviation fuel has to match very stringent specifications including Energy density, thermal stability, critical temperatures
• Net contribution to reducing carbon must be assessed over the whole fuel cycle
• Synthetic fuel from biomass origin is a promising alternative if production is sustainable
• Substantiation of a new fuel is long and costly and will have to be supported by a combined effort from fuel industry, research labs, and authorities
CFMI ProprietaryCFMI Proprietary
Alternative fuels… great promise… great challenge
Recent headlines …2009 Continental Airlines,
Boeing and CFM biofuels demonstration flight on CFM56-7-powered 737
2008 Virgin Atlantic, Boeing and GE biofuels demonstration on CF6-powered 747
2007 CFM56-7 ground tests on two alternate fuels…one was flown by VA
2007 CFM56-7 ground tests with ester based biofuel
2007 DARPA biofuels contract award to GE’s Global Research Center
CFMI ProprietaryCFMI Proprietary
What customers say about new technology…
• Same acquisition price
• Commonality of parts
• Operating costsFuel BurnWeightNoise
• Maintenance costsLLP costsDurability
• Intermix possibility of engine
• Environment
• …
CFMI ProprietaryCFMI Proprietary
Key R&D disciplines for greener engines
Composites Weight, reliability
Diagnostics Reliability
Integrated Propulsion SystemWeight Efficiency
Materials SFC, weight
Aerodynamics Efficiency
Acoustics Access, productivity
15
CFMI ProprietaryCFMI Proprietary
Examples
• 3-D aerodynamic design : Blades efficiencyFuel burnPerformance retention Maintenance costs
• Manufacturing Process : BliskReliabilityWeightMaintenance Costs
• Advanced computer analysis : MaintainabilityMaintenance CostsProductivity
CFMI ProprietaryCFMI Proprietary
• Advanced computer analysis3-D aerodynamic designsComputational Fluid DynamicsAcoustics
• Advanced materials3-D woven RTM composite fan blade & caseCeramic Matrix CompositesAdvanced Turbine Airfoil Materials (ATAMS) turbine bladesTitanium-AluminidePowder meta
LEAP-X, leveraging experience for future benefits
• ObjectivesCO2 (engine only) : -16%NOx : -60% vs CAEP6Noise : -10/15 EPNdB vs Ch.4
CFMI ProprietaryCFMI Proprietary
GE36 UDFUnducted, composite
blades
GE9012 million hours
In service
Key mechanical tests completed
CFM56-3½ scale test
Over 300 blades manufactured to date
Bird ingestion test
80s 90s 00s 05 Today
3-D Woven RTM Fan Blades (Resin Transfer Molding)
1,000 lb weight benefit per aircraft
CFMI ProprietaryCFMI Proprietary
LEAP
GE90-115B
GP7000
90s 00s Next
Advancing core technology …
GEnx
TECH56Tech Insertion
Current CFM56 blade TECH56
blade
Improved modeling led to nextgeneration rotor tip features
>10% fewer blades >15% improvement in stall margin>1.5% improvement in efficiency
50% higher core pressure ratio
CFMI ProprietaryCFMI Proprietary
Dedicated technology to lower emissions
90s 00s Next
NOxNOx
COCO
GE90-115BDAC TAPS
TECH56Twin-Annular
Pre-mixingSwirler LEAP
TAPS IIGEnx TAPS
CFM/GE90 Dual-Annular Combustor
(DAC)
60% NOx emissions margin vs CAEP6
CFMI ProprietaryCFMI Proprietary
Propulsive efficiency improvement and enabler
Higher bypass ratio
Prop
ulsi
ve e
ffici
ency
Requires breakthrough aerodynamic & materials technology to minimize weight & improve component efficiency
Low
er fu
el b
urn
Larger diameter increases weight
Current CFM
Open Rotor
LEAP-X
Open RotorCO2 (engine only) : -26%NOx : -60% vs CAEP6Noise : -5/10 EPNdB vs Ch.4
CFMI ProprietaryCFMI Proprietary
Open Rotor key enabling technologies
• Challenge on AcousticsAdvanced aerodynamics … meet community and cabin noiseEngine installation concepts… cabin & community noise isolation
• Challenge on ReliabilityPitch-change mechanismGear Box
…system as reliable as today’s CFM56 engines
LEAP base technology plan plus :
% Improved fuel burn
EPN
dB-M
argi
n to
Sta
ge 4
15 20 25105
CFM Today
5
10
15 LEAP-X
0300
Open Rotor
CFMI ProprietaryCFMI Proprietary
Leveraging the UDF® Experience
• Ground and flight tests in 1987 & ’88
… featured at Farnborough Air Show 1988
• Demonstrated tremendous potential for fuel burn improvement
General Electric Company Proprietary Information
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Open rotor scale model test program
• Low-speed wind tunnel testing for acoustics
• High-speed wind tunnel testing for aero performance2008 2009 2010 2011
NASA
TsAGI
HERA
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LEAPOpen Rotor
168”
Big fuel burn benefits …
… but efficient installation critical to achieving this benefit
GE90-115B128”
LEAP-X~71”
CFMI ProprietaryCFMI Proprietary9999T-10/00
The information in this document is CFM Proprietary Information and is disclosed in confidence. It is the property of CFM International and its parent companies, General Electric Company and Snecma, and shall not be used, disclosed to others or reproduced without the express written consent of CFM. If consent is given for reproduction in whole or in part, this notice shall appear in any such reproduction in whole or in part. The information contained in this document may also be controlled by the U.S. and French export control laws.
Unauthorized export or re-export is prohibited
This document is a Bullet Point presentation. It may be misinterpreted without the proper comments from an appropriate CFM representative.
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The Concept of By-pass Ratio
Increase in by-pass ratio improves SpecificFuel Consumption (SFC)
Increase in by-pass ratio improves SpecificFuel Consumption (SFC)
11 AirAir
33
33
22
22
By-pass ratio = Mass flow / Mass flow
By-pass ratio = Mass flow / Mass flow33 22
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Fuel burn / Noise trade off
GTF
Better Noise
BetterFB
NoiseRequirement
Installation constraints
Conventional architecture meet future noise requirementGTF may be limited by installation constraints under the wing
Fuel burn benefit limited by installation constraints
BPR10
LEAP-X
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Pratt engine offers (from P&W publications)
Better Noise
BetterFB
80” demonstratorBPR 12
23-30 klbf78” engine
BPR 10
CSeries74” engine
BPR 10
MRJ56” engine
BPR 8
Engines offered by P&W are not scaled down from the 80” demo engine
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