# Presentation: 752792

## Slide 1

## Low Cost of Ownership  Goal

***Low Cost of Ownership  Goal***

**Airline Profits Fall Below Level Needed to Finance Replacement**
**Engine Ownership Cost Reduction Can Maintain Business Vitality**

- % Profit

- 86

- 88

- 90

- 92

- 94

- 96

- Potential Profit with 50%Lower Engine Cost of
- Ownership

- Required Profit toAdequately Finance
- New Equipment(Source: The Economist)

- Actual Profit(Source: Walsh Aviation 3-2-97)

- 98

- Year

## Engine Cost of Ownership Model

***2000 NM Mission - 50 Cents / Gallon Fuel***

***Engine Cost of Ownership Model***

**Goal:  50% Reduction in ****Engine Cost of Ownership**

**Engine**
**Controlled**
**Costs**

- Fuel Cost Influenced
- by Drag SFC and Weight

- Depreciation
- 28.5%

- Manta.
- 18.3%

- Fuel
- 28.7%

- Interest
- 24.5%

- Influenced by
- Manufacture and
- Assembly Costs

- Assumed
- Proportional
- to Cost

**Aircraft**
**System**

- Airframe
- Depreciation
- 23.3%

- Airframe
- Interest
- 19.9%

- Flight
- Crew
- 11.8%

- Cabin
- Crew
- 6.2%

- AF Maint.
- 5.2%

- Insurance
- 2.2%

- Land
- Fee
- 2.9%

- Engine
- Depreciation
- 6.4%

- Engine
- Interest
- 5.5%

- Engine
- Maint.
- 4.1%

- Fuel
- 12.9%

**22.4%**

## Slide 4

## Goals and Payoffs - Propulsion System 

- *	Relative to 1999 State-of-the-Art Operational Aircraft
- **	Relative to ICAO Requirements
- ***	Relative to FAA Stage 3 Limits

**Reduced Greenhouse Gas Emissions**
**Reduced Cost of Travel**
**Reduced Dependence on Fossil Fuels**
**Conservation of Nonrenewable Energy**
**Improved Air Quality around Airports**
**Reduced Depletion of Ozone Layer**
**Reduced Cost of Travel**
**Improved Safety and Reliability**
**Improved Airline Customer Solvency**
**Improved Airport Throughput**
**Reduced Greenhouse Gases**
**Quieter Neighborhoods around Airports/****Increased Traffic Throughput**
**Improved Air Safety Ease of Travel and Improved Airport Throughput**
**Increased Range / Payload or Reduced Fuel Burn**

**10% Reduction in Fuel Burn ***
**~50% Reduction in NO****x****, CO, and HC ****
**50% Reduction in Ownership Costs ***** **
**10% Reduction in CO****2**** Emissions ***
**30 dB Reduction in Noise *****
**50% Reduction in In-Flight Shutdowns****and Engine-related Delays and****Cancellations ***
**2X Increase in Thrust / Weight ***

**GOALS**

**PAYOFFS**

## Slide 6

## Slide 7

## 1-2 EPNL Benefit at Approach

**80 dB**

**85 dB**

**75 dB**

**65 dB**

**Classic Inlet**
**(-5° Droop)**

**Advanced 3D**
**Inlet (Scarfed)**

**50 dB**

***Shaped Inlet - Predicted Noise Benefits on Fan Tone Radiation***

***1-2 EPNL Benefit at Approach***

## Jet Noise Reduction - Chevron Nozzle

**Acoustic Energy Reduced Greater than 50%**

*Baseline Nozzle*

- Discharge Velocity Profiles

***Jet Noise Reduction - Chevron Nozzle***

*Chevron Nozzle*

## Scale Model Testing Validates Analysis Prior to Full Engine Test

***Fan and Nacelle Noise Reduction Technologies***

***Scale Model Testing Validates Analysis Prior to Full Engine Test***

## Low Stage Number Compressor

***Low Stage Number Compressor***

**Reduce Stages from 10 to 6**
**	****	****-****	****New Blade Design**
**Lower Weight**
**Improved Maintenance Capability**

## Emission on Target to Meet Zurich Category 5 

**ACTS Rig **

***Twin-Annular, Pre-Swirl (TAPS) Combustor ***

***Emission on Target to Meet Zurich Category 5 ***

**Advanced Diagnostics at CR&D**

## Turbine Aerodynamics

***HPT Stage 1 Vane***

- Conventional

- 3D Aero

**3D Aerodynamic HPT Vane **
**Convergent-Divergent HPT Blade**
**Improved Performance**
***0.5% Fuel Burn***
***6°-10°C Benefit in EGT Margin***

## Higher Temperature Blade Material
Improved Coatings
Improved Disk Material
Developing Better Materials for 4-to-1 Hot Section Life Increase

***Turbine Materials***

**Higher Temperature Blade Material**
**Improved Coatings**
**Improved Disk Material**
**Developing Better Materials for 4-to-1 Hot Section Life Increase**

**Notes:**

PPT-88226      3/97

KEY POINTS
The chart shows details of the GE90 Stage 1 HP turbine blade, the component subject to the most severe operating environment in the engine.  The design draws on and improves on the important features of such blades in other GEAE engines: Monocrystal castings of N5 alloy, thermal barrier coatings (TBC), platinum aluminide coating under the TBC plus nickel aluminide coating on inner blade passages both for oxidation resistance,  and a dedicated source of CDP cooling air for more effective cooling.

NOMENCLATURE
N5 Monocrystal blades = a casting technique that results in a single crystal metallurgical structure, of N5 super alloy for state-of-the-art material properties.  TBC = Thermal barrier coatings to reduce surface temperatures.   CDP = HP compressor discharge pressure, see PPT-84325.

MESSAGE
State-of-the-art material and optimized cooling improve engine efficiency and are key toward long blade life and lower operating cost.

## Cycle and Configuration Comparisons with Current Engine

## Slide 16

## A 10-year View of Technology

## Summary

**GEAE Remains the Industry Leader in Aircraft Engine Technology**
**Programs and Plans are in Place to Assure this Status is Maintained in the Future**
**Strong Consideration is Given to Achieve Improved Noise and Emission Signatures in a Manner Beneficial to the Airlines and the Community**

## Defining Technologies for the Next Millennium

***Defining Technologies for the Next Millennium***

- Dave Fancher
- August 12, 1999