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GE Aviation entering new propulsion era with multiple R&D programs

GE Aviation is advancing jet propulsion and its next-generation engine core program, called eCore, through several private- and government-funded R&D programs, many with key technology milestones this year.

The program involve testing demonstrator engines and engine hot sections with aggressive technical goals, new materials and 3D aerodynamic designs, unique architectures, as well as advances in electric power and thermal management. They will help to validate key aspects of GE's eCore - the cornerstone for GE's future jet engines.

eCore will dramatically improve fuel efficiency over current engines, and use ceramic matrix composites (CMCs) and advanced turbine alloys, unique aerodynamic cooling technologies, a next-generation twin-annular pre-mixed swirler (TAPS) combustor for lower emissions, and higher air compression.

"We are at an important juncture in our history," says David Joyce, president and CEO of GE Aviation. "Over the next 20 years, jet engines will perform at greatly improved levels in terms of fuel efficiency, lower emissions, cost of ownership and electric power generation. GE will be at the forefront of these technology breakthroughs because of the hard work and investments underway today."

More than 1000 engineers, scientists and technical personnel across several GE Aviation facilities are engaged in these programs, as well as collaboration with GE Global Research in Niskayuna, New York. The programs include:

* LEAP-X: The first version of eCore runs in mid-year as part of CFM International's (50/50 joint company of GE and Snecma) LEAP-X engine program, a new turbofan engine for future replacements for current narrow-body aircraft. With the first core running this year, GE and Snecma are targeting the run of a full demonstrator engine in 2012, incorporating technologies developed over three years as part of the LEAP56 technology program. The LEAP-X is rooted in advanced aerodynamics and materials technologies, such as CMCs and Titanium-Aluminide. This new turbofan will reduce the engine contribution to aircraft fuel burn by up to 16 percent compared to current CFM56 Tech Insertion engines powering Airbus A320 and Boeing Next-Generation 737 aircraft. Additional fuel burn improvements will be achieved once this engine is paired with new aircraft technology.

* ADVENT (ADaptive Versatile ENgine Technology): Sponsored by the U.S. Air Force (USAF), ADVENT involves game-changing technologies to greatly impact future military and commercial engines. The five-year program focuses on variable-cycle technologies to enable pilots to switch from combat maneuvers to long-range flight and accommodate lower fuel requirements of long-range missions and high performance during supersonic missions. GE will test CMCs and next-generation turbine alloys. With preliminary design review complete, core tests scheduled are for mid-2009.

* AATE (Advanced Affordable Turbine Engine): AATE's objective is to develop a 3,000-shaft-horsepower class engine with greater power, fuel efficiency and enhanced part durability and reliability for military attack and utility helicopters. U.S. Army goals include a 25 percent reduction in specific fuel consumption, 65 percent improvement in power-to-weight ratio*, 20 percent better design life, 35 percent lower production and maintenance costs and 15 percent lower development costs. GE has developed technologies for AATE since 1997 and was selected for five pre-AATE component areas: CMCs, advanced power turbine, mechanical systems, compact/high-power combustor and advanced compressors. In 2008, GE won a competition for the next phase of the AATE program, which is the technology demonstration program.

* FATE (Future Affordable Turbine Engine): A follow-on to AATE is the U.S. Army's FATE program, focusing on a 7,000-shaft-horsepower class engine to power future heavy-lift helicopters. Goals include a 35 percent improvement in fuel efficiency, 20 percent reduction in development costs, 45 percent improvement in maintenance costs and 90 percent improvement in power-to-weight ratio**. GE will test advanced materials and pursue aerodynamic improvements for high-pressure ratios. Competitions for component programs are under way. In September, GE received a contract on turbine cooling technology. A second round of contracts will be awarded this year to develop a compressor, followed by a four-year technology program scheduled to begin in 2012.

* HEETE (Highly Efficient Embedded Turbine Engine): A three-year program sponsored by the USAF, HEETE focuses on embedded technologies for the endurance and range of future intelligent surveillance and reconnaissance, tanker, mobility and unmanned combat air vehicles. The first phase will fund development of an ultra-high-pressure ratio compressor and associated thermal management technologies - potentially the centerpiece of GE's next compressor system. Along with a new high-pressure turbine, HEETE will provide a 25 percent improvement in fuel burn at a 70:1 overall pressure ratio in a full engine. GE completed detailed design and is procuring a compressor rig to run in 2010.

* INVENT (INtegrated Vehicle ENergy Technology): The USAF Research Laboratory's INVENT program is studying next-generation military electric power and thermal management systems for aircraft with integrated hybrid-electric system architectures. Goals include a 10 to 15 percent extension of range and endurance, 10 to 30 percent increase in power and thermal capacity, and lifecycle reduction costs. GE contracts involve preliminary designs of possible adaptive power and thermal management systems and robust electric power systems for possible integration into tactical, unmanned and long-strike platforms. An integrated ground demonstration is scheduled for 2012, with flight demonstrations planned for 2015.

* Future Vehicle Aircraft Research (N+3 Designs): NASA contracted GE to study concepts for commercial aircraft 25 to 30 years from now. The concepts are called N+3, denoting technologies three generations beyond today's aircraft. They face significant performance and environmental challenges set by NASA, including: an 80 decibel reduction in noise below current Stage 3; 80+ percent lower NOx emissions below CAEP 2; 70 percent improvement in fuel burn; and the ability to operate from small airports. GE, Georgia Institute of Technology and Cessna Aircraft Company will take an integrated airframer and propulsion system design approach to analyze a 10- to 30-passenger aircraft that can fly point-to-point service between small community airports. Potential designs include a traditional ducted turbofan and open-rotor or unducted fan engine designs.

* Open Rotor: Last fall, GE announced a joint study with NASA related to an open rotor or unducted fan engine design. In the 1980s, GE successfully ground-tested and flew an open-rotor engine that demonstrated dramatic fuel savings. Since then, GE has advanced its data acquisition systems and computational tools to better understand open-rotor systems. GE also gained extensive experience with composite fan blades in its GE90 engine and GEnx engine. This year, GE and NASA will conduct wind tunnel tests, using a component rig, to evaluate subscale counterrotating fan blade designs and systems. Snecma (SAFRAN Group), GE's longtime 50/50 partner in CFM International, will participate in fan blade design testing.

*Power-to-weight ratio compares the amount of thrust of an engine to the engine's weight. If an engine is lighter in weight relative to the thrust it produces, it will have a higher power-to-weight ratio and better fuel efficiency.

Press release issued by GE Aviation - Aircraft Engines on March 10, 2009

 

 Contact details from our directory:
CFM International Inc. Turbofan Engines
Cessna Aircraft Company Airframer
GE Aviation - Aircraft Engines Turboprop Engines, Turboshaft Engines, Turbofan Engines, Turbojet Engines

 

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