10 CFM 2005 CFM Proprietary Document CFMI Proprietary · CFM56-7 ground tests on two alternate fuels…one was flown by VA. ... minimize weight & improve component efficiency. Lower

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


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


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


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


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


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%


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


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)


• Alternative Fuel• New Technology

Sustainable & Green engines ?


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


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


What customers say about new technology…

• Same acquisition price

• Commonality of parts

• Operating costsFuel BurnWeightNoise

• Maintenance costsLLP costsDurability

• Intermix possibility of engine

• Environment

• …


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


Examples

• 3-D aerodynamic design : Blades efficiencyFuel burnPerformance retention Maintenance costs

• Manufacturing Process : BliskReliabilityWeightMaintenance Costs

• Advanced computer analysis : MaintainabilityMaintenance CostsProductivity


• 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


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


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


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


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


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


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


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


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.


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


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


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

Documents

10 CFM 2005 CFM Proprietary Document CFMI Proprietary · CFM56-7 ground tests on two alternate fuels…one was flown by VA. ... minimize weight & improve component efficiency. Lower