the pratt & whitney purepower geared turbofan™ engine · 2018-05-28 · pratt & whitney...
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Academie de l’Air et de l’EspaceParis, September 2015
The Pratt & Whitney PurePower® Geared Turbofan™ Engine
Alan EpsteinVP, Technology and EnvironmentPratt & Whitney
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OverviewThe Development of the Geared TurbofanTM Engine
• Some historical perspective
• A recurrent theme - conventional wisdom vs. reality
• The roles of architecture, design, and technology
• Speculation on the future
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PurePower® Geared Turbofan™ Engine
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Why History?
“There is nothing new in the world except the history you do not know.”
Harry S. Truman
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Pratt & Whitney – Dependable Engines
Turbofan Engine2015
Wasp Engine1925
Wasp Pic
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Eras of Engine Architecture
OV
ER
AL
L E
FF
ICIE
NC
Y
Single Spool(1937)
Dual Spool Turbojet (1951)
High Bypass Turbofan (1969)
Ultra-High BypassGeared Turbofan
(2015)
>10% STEPS IN EFFICIENCY
1940 1960 1980 2000 2020
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1960
Pratt & WhitneyADP X-Engine, 1992
Pratt & Whitney PW304, 1957
Turbomeca Astafan Variable Pitch Fan, 19691
Image Credits1 Johan Visschedijk Collection2 Schaefer, et al, NASA, 19773 Simon JP O’Riordan4 NASA5 Wikimedia Commons
Hamilton Standard Q-Fan, 19722
Rolls Royce Dowty M45SD-02, 19753
General Electric QCSEE, 19774
Lycoming ALF502 19805
Garrett TFE73119705
1980
Geared Turbofan Technology DemonstratorsOver 50 years of interest
1970 1990
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P&W Hydrogen Fueled Aircraft EngineProject Suntan – Liquid H2 engine circa 1957-58
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1960 1990
Pratt & WhitneyADP X-Engine, 1992
Turbomeca Astafan Variable Pitch Fan, 19691
Image Credits1 Johan Visschedijk Collection2 Schaefer, et al, NASA, 19773 Simon JP O’Riordan4 NASA
Hamilton Standard Q-Fan, 19722
Rolls Royce Dowty M45SD-02, 19753
General Electric QCSEE, 19774
1980
Geared Turbofan Technology DemonstratorsVariable pitch fans
1970
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Turbofan Conversion Geared EnginesTurboprops/shaft transformed into high FPR turbofans
Image CreditsWikipedia commons
Lycoming ALF502 1980
19901960 1970 1980
Garrett TFE7311970
FPR = fan pressure ratio
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$1B Technology Investment25 years of research prior to product launch
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Challenging Conventional Wisdom Conventional wisdom - areas of general consensus
• Gears – too heavy, too much heat to reject, short-lived
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GTF™ EngineArchitecture for the 21st Century
Conventional Engine Higher Efficiency, Lower Noise
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Conventional Engine Higher Efficiency, Lower Noise
Turning Vision
GTF™ EngineArchitecture for the 21st Century
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Conventional Engine Higher Efficiency, Lower Noise
Into Reality
GTF™ EngineArchitecture for the 21st Century
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Efficient: >99.5%
Reliable: 20 years before maintenance
Fan Drive Gear System25 years of technology development
Simple: 13 major parts
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Three Interlocking Enabling TechnologiesEnable step change in propulsor performance
2 + 2 + 2 = 16% Improvement in Fuel Burn
Very Light Weight Reliable Gear
Light WeightExtra Efficient Fan
Advanced Nacelle
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• Gears – too heavy, too much heat to reject, short lived
• Low FPR Fans – need variable pitch or variable nozzle
Challenging Conventional Wisdom Conventional wisdom - areas of general consensus
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Low Fan Pressure Ratio Needs a Variable Area NozzleA widely accepted view
*Cumpsty, N.A., Journal of Turbomachinery, Oct 2010
“Fan pressure ratios at cruise significantly lower than, say, 1.45 will probably have to wait until variable nozzles for the bypass stream become available or acceptable, a point that has been recognized in the industry for some time.
In other words, the variable area nozzle is an enabling technology for lower fan pressure ratio.” *
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Low Fan Pressure Ratio Needs a Variable Area Nozzle
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PW1100G-JM / A320neo Nacelle
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• Gears – too heavy, too much heat to reject, short lived
• Low FPR Fans – need variable pitch or variable nozzle
• Nacelles – too large in diameter, too much drag
Challenging Conventional Wisdom Conventional wisdom - areas of general consensus
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Low Noise Fans Enable Short InletsLess noise produced less acoustic treatment needed
GTF
Inlet L/D ~0.5-0.6
Legacy
Inlet L/D~1
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Engine Diameter Grows as Length Shrinks35,000 lbs thrust (today) versus 47,000 lbs (1976)
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A Challenge to Retrofit a Much Larger Engine
Image courtesy of JetBlue
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• Gears – too heavy, too much heat to reject, short lived
• Low FPR Fans – need variable pitch or variable nozzle
• Nacelles – too large in diameter, too much drag
• Composite blades are a superior, lighter solution
Challenging Conventional Wisdom Conventional wisdom - areas of general consensus
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Hybrid MetallicSolid Ti Hollow TiSolid Ti
Fiber reinforced 2D Composite
3D Woven FiberreinforcedComposite
Hybrid Metallic Fan BladeDisciplined approach surprised conventional wisdom
1980 20001990 20202010
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Advanced Fan BladeVery high efficiency, very low noise
Bird StrikeResistant
Hybrid-MetallicConstruction
Superior Aerodynamics1% Better Fuel Burn
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• Gears – too heavy, too much heat to reject, short lived
• Low FPR Fans – need variable pitch or variable nozzle
• Nacelles – too large in diameter, too much drag
• Composite blades are a superior solution
• Low emissions requires lean burn combustors
Challenging Conventional Wisdom Conventional wisdom - areas of general consensus
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TALON™ X Rich Burn Quick Quench Combustor
Best in class emissions and performance
Blow out free 3rd Generation RQL aero
World-class emissions and smoke levels
Highly durable float wall construction
3rd Gen combustor alloys for oxidation
Compact, lightweight configuration
No complicated fuel nozzles or staging
Optimized exit profile temperatures
NO
Xem
issi
ons
-35% to -40%>40% Margin to CAEP/8
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• Gears – too heavy, too much heat to reject, short lived
• Low FPR Fans – need variable pitch or variable nozzle
• Nacelles – too large in diameter, too much drag
• Modern fans must use composite blades
• Low emissions requires lean burn combustors
• Higher pressure ratio core compressors are superior
Challenging Conventional Wisdom Conventional wisdom - areas of general consensus
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Architecture and Spool Pressure RatioEngine architecture sets optimum low-high split
1
2
3
4
5
6
7
8
9
10
4 6 8 10 12 14 16 18 20 22
4
6
2
8
4 1210 1614 201886 22
High Pressure Compressor Pressure Ratio
Fan
+L
owP
ress
ure
Com
pres
sor
Pre
ssur
e R
atio
2-Spool Geared
2-Spool
3-Spool
3040
50
50/50
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PW1000Ggeared turbofan engine
Two Spool engine
600 1350 220 2100
450 1300 140 400
45% fewer airfoils – 6 fewer stages
Same Overall Pressure Ratio (OPR)Geared vs. direct drive different split among spools
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LPT efficiency trades 1:1 for fuel efficiency (fuel burn)
Gear Enables High Speed LPT
Higher Efficiency
Lower Stage Count
>1700 fewer Airfoils
Lower Weight
Smaller Diameter and Length
Better installation, lower airframe weight
Lower Maintenance Cost
High Speed Low Pressure TurbineHigher speed improves efficiency and drops weights
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Cores Shrink as Efficiency Improves
Year of Introduction
0
0.2
0.4
0.6
0.8
1
1.2
0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
0.9
1970 1980 1990 2000 2010 2020 2030
Eff
icie
ncy
Relative C
ore Size, 1
97
4=
1
0.4
0.2
0
0.6
0.8
Core Sizeat constant thrust
lines are curve fits to data
0.9
36Pratt & Whitney Proprietary
This page contains no technical data subject to the EAR or the ITAR
Cores Shrink as Efficiency ImprovesFor similar missions
201624,000 lbf
V2524 PW1524GJT8D
1964/198014,000/21,700 lbf
199524,800 lbf
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Fan DriveGear System
(FDGS)
2/3-stage,high-speed
LPC
Advanced technology HPC• 8-stage design• advanced aerodynamics
High efficiency advanced HPT• advanced aerodynamics• advanced sealing / cooling• durability technologies
TALON® Xcombustor
Very high bypass,light weight fan
3-stage,high-speed
LPT
Compositefan case
PurePower® Geared Turbofan™ EngineNew technologies realized
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• Gears – too heavy, too much heat to reject, short lived
• Low FPR Fans – need variable pitch or variable nozzle
• Nacelles – too large in diameter, too much drag
• Modern fans must use composite blades
• Low emissions requires lean burn combustors
• Higher pressure ratio core compressors are superior
• Larger diameter, low FPR geared engines may have lower TSFC but will have higher fuel burn due to weight & drag penalties
Challenging Conventional Wisdom Conventional wisdom - areas of general consensus
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Conventional Propulsion System FundamentalsTrading fuel burn against noise
Fuel Burn
Fan Diameter
Noise
Low Bypass RatioHigher Fan Pressure Ratio
High Bypass RatioLower Fan Pressure Ratio
Low
High
Direct DriveTurbofan
Better
better fuel burn
GearedTurbofan
(GTF)engine
lower noise
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Dramatic Reduction in Community Noise73% reduction in noise footprint – Paris CDG
Source: Wyle LabsExisting turbofan: 75 dB contour = 104.4 sq km
PW1000G engine: 75 dB contour = 28.7 sq km
Existing turbofan PurePower® PW1000G Engine
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1960’s engine1:1 BPR
1990’s engine6~8:1 BPR
Jet
Turbine andCombustor
Compressor
JetTurbine andCombustor
Compressor
Jet
Turbine andCombustor
Compressor
FanFan
2015 engine 12:1 BPR
Evolution of Turbofan Engine NoiseJet noise no longer predominates
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Engine Models•
A319neoPW1124G‐JM24,000 lbs
A320neoPW1127G‐JM27,000 lbs
A321neoPW1133G‐JM33,000 lbs
PW1100G‐JM81”
CS100PW1519G19,000 lbs
CS100PW1521G21,000 lbs
CS300PW1524G24,000 lbs
PW1500G73”
MC‐21‐200PW1428G28,000 lbs
MC‐21‐300PW1431G31,000 lbs
PW1400G81”
MRJ70PW1215G15,000 lbs
MRJ90PW1217G17,000 lbs
PW1200G56”
E175‐E2PW1700Gup to 17,000 lbs
E190/195‐E2PW1900Gup to 22,000 lbs
PW1700G / PW1900G
73”
Airbus A320neo
Mitsubishi Regional Jet
Irkut MC‐21
Embraer E‐Jets E2
Bombardier CSeries
56”
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7,000 Orders & Commitments
Rostekhnologii
SaudiGulf
Airbus A320neo
Mitsubishi Regional Jet
Irkut MC‐21
Embraer E‐Jets E2
Bombardier C Series
Odyssey Airlines
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Successfully Completing Milestones•
20172011 2012 2013 2014 2015 2016 2018
EISBombardier C Series
FETT First Flight
EISFETT
EISFETT
EISFETT
FETT EIS
Airbus A320neo
Mitsubishi Regional Jet
Irkut MC‐21
Embraer E‐Jets E2
First Flight
First Flight
First Flight
First Flight
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The FutureSemi-informed speculation
• What will be future engine requirements?
• What will the engines of the future look like?
• What technologies are needed?
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0.3
0.2 0.4 0.5 0.6 0.7 0.80.3
0.4
0.5
0.6
0.7
0.8
0.2
Cor
e T
herm
al E
ffici
ency
Propulsive x Transmission Efficiency
Turbojets
Low BPR
High BPR
Ultra-highBPRB-777
B-707
Evolution of Jet Engine Efficiency
10%
20%
30%
40%
B-707B-727
B-777B-787
B-747
Turbojets High BPR
Low BPR
Ultra-highBPR
Whittle
A380
Overall Efficiency
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Change in Bypass Ratio, Efficiency
In ServiceBPR 5
Fuel Burn Reference
2013-16BPR ~12
-15%
Longer TermBPR 15~18
-20~30%
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Fan Pressure Ratios Must DropSo inlets must shorten
2015
Legacy
2020+
Image credit: NASA
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One Advanced Concept, the LRU CoreSolving design challenges, reducing maintenance
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Airplanes of the Future?Future airplane is unclear, future motor is not
Source: ATAG
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1:11 Scale D8 Aircraft
Source: E. Greitzer MIT
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Innovation in Energy – Solar Powered AirplanesSustainable Drop-In Biofuels for Reduced CO2
Conventional Fuel Bio Fuel
CO2
CmHn
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• Gas turbines are the future of commercial aviation
– Most efficient engines on the planet
– Most reliable
– Lowest emissions
– Lowest cost of ownership
• Geared, Ultra-high bypass ratio will dominate
• Conventional wisdom vs. technical reality
– Conventional wisdom based on “all else being equal”
– History suggests that it rarely is
SummaryThe future of commercial aviation
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