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Baldev K Mehta
Technical Fellow at Boeing Company
baldev.k.mehta@boeing.com
425-237-4798
Pacific North West AIAA Symposium
November 2009, Seattle
50 years of Engine Improvements
Lower Emissions
• Modern combustors do not emit smoke
• Modern engines permit quiet airport operations
120,000
Sea Level Static Take Off Thrust
100,000
80,000
60,000
40,000
20,000
0
1950 1960 1970 1980 1990 2000 2010
Year of Introduction
50 years of Engine Improvements
50 years of Engine Improvements
8
7
Takeoff Thrust/Weight
2
1950 1960 1970 1980 1990 2000 2010
Year of Introduction
50 years of Engine Improvements
50 years of Engine Improvements
50 years of Engine Improvements
• TSFC improvements
• Higher thermal Efficiency requires high pressures and high turbine
inlet temperatures to develop increase power per pound of airflow
• Variable geometry stators
High overall pressure ratio results in high rotor speeds and creates
high variations in operating lines between design point and off
design conditions
• Internal turbine blade cooling/ceramic blade coating
HPC air is injected inside the turbine blades to cool turbine blade
surfaces and to remain within temperature limits of turbine/disk
material. Complex multiple pass cooling system have reduced the
amount of cooling flow and improved performance. New improved
ceramic coatings on blades
• Improved performance fan blades
Fan efficiency was improved by: removing inlet guide vanes,
reduction in number of fan blades, using non-shrouded wider
chord/swept fan blades
50 years of Engine Improvements
50 years of Engine Improvements
• Propulsive Efficiency
• Propulsive efficiency is the ratio of available useful power (net thrust
x free-stream velocity) to the kinetic energy imparted to the engine
mass airflow
• Eff =Fn x Vo/M(Vj-V)/2= 2/1+Vj/Vo= 2/2+(Fn/W)g/Vo
M= engine weight airflow, Vj= exhaust jet velocity,
Vo=free-stream velocity, Specific thrust= Fn/W
• Propulsive Eff. Increases
decrease in specific thrust (Fn/W)
decrease in amount of energy wasted in the jet velocity dissipation
As the speed of aircraft increases
50 years of Engine Improvements
50 years of Engine Improvements
Good Optimum
Drag, Weight, Noise
Blade creep
50 years of Engine Improvements
• Emissions Improvement
• Oxides of Nitrogen (NOx) production increase exponentially as gas
temperature increases
• 787/Trent 1000 engine –Tiled combustor improves fuel burn and
reduces oxides of Nitrogen (NOx) by 30 %
• 787/GEnx engine-Twin Annular Premixing Swirler (TAPS) in
combustor will lower combustor temperatures to reduce NOx
emissions ( 30% improvement relative to 747 engine)
• TAPS-fed by two annular fuel/air swirlers- a central swirler for idle
and taxi and a main (outside) swirler for take-off, climb and cruise.
50 years of Engine Improvements
• 777/GE90 Engine
• Thrust 84,700, 9% TSFC improvement
relative to 767/GE CF6-80C2
• 123 inch fan diameter, composite
wide chord blades with titanium
leading edge, Blade- 43 in span, 24 in
chord and weighs 32 lbs
• BPR 6.8, OPR 37:1
• Fan, 3 stage LPC, 10 Stage HPC,
Burner, 2 stage HPT, 6 Stage LPT
50 years of Engine Improvements
• 787-8/GEnx Engine
• Thrust 53,000 to 75,000 lbs,
• Efficiency improved 6.9% relative to 777 engine (Av Week 4/17)
• 111.1 inch fan diameter, 18 composite fan blades-wide chord, new
swept, one piece composite forward fan case
• BPR 9.2, OPR 41.4
• Fan, 4 stage LPC, 10 Stage HPC, Burner, 2 stage HPT, 7 Stage
LPT
50 years of Engine Improvements