DOCSLIB.ORG

The Pratt & Whitney Purepower® Geared Turbofan™ Engine Overview

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
The Pratt & Whitney Purepower® Geared Turbofan™ Engine Overview 9/27/2015 The Pratt & Whitney PurePower® Geared Turbofan™ Engine Alan Epstein VP, Technology and Environment Pratt & Whitney Academie de l’Air et de l’Espace Paris, September 2015 © 2015 United Technologies Corporation This document has been publicly released 1 Overview The 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 © 2015 United Technologies Corporation This document has been publicly released 2 1 9/27/2015 PurePower® Geared Turbofan™ Engine © 2015 United Technologies Corporation This document has been publicly released 3 Why History? “There is nothing new in the world except the history you do not know.” Harry S. Truman © 2015 United Technologies Corporation This document has been publicly released 4 2 9/27/2015 Pratt & Whitney – Dependable Engines Wasp Pic Wasp Engine Turbofan Engine 1925 2015 © 2015 United Technologies Corporation This document has been publicly released 5 Eras of Engine Architecture Single Spool Dual Spool Turbojet High Bypass Turbofan Ultra-High Bypass (1937) (1951) (1969) Geared Turbofan (2015) >10% STEPS IN EFFICIENCY OVERALL EFFICIENCY EFFICIENCY OVERALL 1940 1960 1980 2000 2020 © 2015 United Technologies Corporation This document has been publicly released 6 3 9/27/2015 Geared Turbofan Technology Demonstrators Over 50 years of interest Hamilton Standard General Electric Lycoming ALF502 4 5 Pratt & Whitney PW304, 1957 Q-Fan, 19722 QCSEE, 1977 1980 1960 1970 1980 1990 Turbomeca Astafan Variable Garrett TFE731 Rolls Royce Dowty Pratt & Whitney 1 Pitch Fan, 1969 19705 M45SD-02, 19753 ADP X-Engine, 1992 Image Credits 1 Johan Visschedijk Collection 2 Schaefer, et al, NASA, 1977 3 Simon JP O’Riordan 4 NASA 5 Wikimedia Commons © 2015 United Technologies Corporation This document has been publicly released 7 P&W Hydrogen Fueled Aircraft Engine Project Suntan – Liquid H2 engine circa 1957-58 © 2015 United Technologies Corporation This document has been publicly released 8 4 9/27/2015 Geared Turbofan Technology Demonstrators Variable pitch fans Hamilton Standard General Electric Q-Fan, 19722 QCSEE, 19774 1960 1970 1980 1990 Turbomeca Astafan Variable Rolls Royce Dowty Pratt & Whitney 1 Pitch Fan, 1969 M45SD-02, 19753 ADP X-Engine, 1992 Image Credits 1 Johan Visschedijk Collection 2 Schaefer, et al, NASA, 1977 3 Simon JP O’Riordan 4 NASA © 2015 United Technologies Corporation This document has been publicly released 9 Turbofan Conversion Geared Engines Turboprops/shaft transformed into high FPR turbofans Garrett TFE731 1970 1960 1970 1980 1990 Lycoming ALF502 1980 Image Credits Wikipedia commons FPR = fan pressure ratio © 2015 United Technologies Corporation This document has been publicly released 10 5 9/27/2015 $1B Technology Investment 25 years of research prior to product launch © 2015 United Technologies Corporation This document has been publicly released 11 Challenging Conventional Wisdom Conventional wisdom - areas of general consensus • Gears – too heavy, too much heat to reject, short-lived © 2015 United Technologies Corporation This document has been publicly released 12 6 9/27/2015 GTF™ Engine Architecture for the 21st Century Conventional Engine Higher Efficiency, Lower Noise © 2015 United Technologies Corporation This document has been publicly released 13 GTF™ Engine Architecture for the 21st Century Turning Vision Conventional Engine Higher Efficiency, Lower Noise © 2015 United Technologies Corporation This document has been publicly released 14 7 9/27/2015 GTF™ Engine Architecture for the 21st Century Into Reality Conventional Engine Higher Efficiency, Lower Noise © 2015 United Technologies Corporation This document has been publicly released 15 Fan Drive Gear System 25 years of technology development Efficient: >99.5% Simple: 13 major parts Reliable: 20 years before maintenance © 2015 United Technologies Corporation This document has been publicly released 16 8 9/27/2015 Three Interlocking Enabling Technologies Enable step change in propulsor performance Very Light Weight Light Weight Advanced Reliable Gear Extra Efficient Fan Nacelle 2 + 2 + 2 = 16% Improvement in Fuel Burn © 2015 United Technologies Corporation This document has been publicly released 17 Challenging Conventional Wisdom Conventional wisdom - areas of general consensus • Gears – too heavy, too much heat to reject, short lived • Low FPR Fans – need variable pitch or variable nozzle © 2015 United Technologies Corporation This document has been publicly released 18 9 9/27/2015 Low Fan Pressure Ratio Needs a Variable Area Nozzle A widely accepted view “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.” * *Cumpsty, N.A., Journal of Turbomachinery, Oct 2010 © 2015 United Technologies Corporation This document has been publicly released 19 Low Fan Pressure Ratio Needs a Variable Area Nozzle © 2015 United Technologies Corporation This document has been publicly released 20 10 9/27/2015 PW1100G-JM / A320neo Nacelle © 2015 United Technologies Corporation This document has been publicly released 21 Challenging Conventional Wisdom Conventional wisdom - areas of general consensus • 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 © 2015 United Technologies Corporation This document has been publicly released 22 11 9/27/2015 Low Noise Fans Enable Short Inlets Less noise produced less acoustic treatment needed Legacy GTF Inlet L/D~1 Inlet L/D ~0.5-0.6 © 2015 United Technologies Corporation This document has been publicly released 23 Engine Diameter Grows as Length Shrinks 35,000 lbs thrust (today) versus 47,000 lbs (1976) © 2015 United Technologies Corporation This document has been publicly released 24 12 9/27/2015 A Challenge to Retrofit a Much Larger Engine Image courtesy of JetBlue © 2015 United Technologies Corporation This document has been publicly released 25 Challenging Conventional Wisdom Conventional wisdom - areas of general consensus • 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 © 2015 United Technologies Corporation This document has been publicly released 26 13 9/27/2015 Hybrid Metallic Fan Blade Disciplined approach surprised conventional wisdom Solid TiSolid Ti Hollow Ti Hybrid Metallic 1980 1990 2000 2010 2020 Fiber reinforced 2D Composite 3D Woven Fiber reinforced Composite © 2015 United Technologies Corporation This document has been publicly released 27 Advanced Fan Blade Very high efficiency, very low noise Bird Strike Resistant Superior Aerodynamics Hybrid-Metallic 1% Better Fuel Burn Construction © 2015 United Technologies Corporation This document has been publicly released 28 14 9/27/2015 Challenging Conventional Wisdom Conventional wisdom - areas of general consensus • 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 © 2015 United Technologies Corporation This document has been publicly released 29 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 emissions X >40% Margin to CAEP/8 NO -35% to -40% © 2015 United Technologies Corporation This document has been publicly released 30 15 9/27/2015 Challenging Conventional Wisdom Conventional wisdom - areas of general consensus • 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 © 2015 United Technologies Corporation This document has been publicly released 31 Architecture and Spool Pressure Ratio Engine architecture sets optimum low-high split 10 9 3-Spool 8 8 50/50 7 2-Spool Geared 6 6 50 5 40 30 4 4 2-Spool Pressure Ratio Pressure 3 2 2 Fan+Low Pressure Compressor Fan+Low Compressor Pressure 1 412462 68 810 10 12 14 1614 1618 1820 20 222 High Pressure Compressor Pressure Ratio © 2015 United Technologies Corporation This document has been publicly released 32 16 9/27/2015 Same Overall Pressure Ratio (OPR) Geared vs. direct drive different split among spools 450 1300 140 400 PW1000G geared turbofan engine Two Spool engine 600 1350 220 2100 45% fewer airfoils – 6 fewer stages © 2015 United Technologies Corporation This document has been publicly released 33 High Speed Low Pressure Turbine Higher speed improves efficiency and drops weights 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
Load more

Recommended publications
  • The Medicine Bow Wind Energy Project
    The Medicine Bow Wind Energy Project James Bailey Historic Reclamation Projects Bureau of Reclamation 2014 Table of Contents Table of Contents ............................................................................................................................. i The Medicine Bow Wind Energy Project ....................................................................................... 1 Introduction ................................................................................................................................. 1 Wind Energy: A Historic Context............................................................................................... 3 Enter the Curious Feds ................................................................................................................ 5 The Rise and Fall of Nuclear ...................................................................................................... 7 Energy Crisis: Alternative Sources Revisited ............................................................................. 8 Reclamation’s Early Investigations .......................................................................................... 12 Planning Studies and Project Approval .................................................................................... 15 The Project Gets Underway ...................................................................................................... 20 Project Dedication—and Project Problems .............................................................................
    [Show full text]
  • (12) United States Patent (10) Patent No.: US 8,869,504 B1 Schwarz Et Al
    USOO88695 04B1 (12) United States Patent (10) Patent No.: US 8,869,504 B1 Schwarz et al. (45) Date of Patent: Oct. 28, 2014 (54) GEAREDTURBOFAN ENGINE GEARBOX 5.431,539 A 7/1995 Carvalho ARRANGEMENT 5,443,365 A * 8/1995 Ingling et al. ............. 416, 193A 5,778,659 A 7/1998 Duesler et al. 6,464,401 B1 10/2002 Allard (71) Applicant: United Technologies Corporation, 7,144.221 B2 * 12/2006 Giffin ............................ 416,189 Hartford, CT (US) 8,137,070 B2 * 3/2012 Van Houten ... 416,189 2006.0024162 A1* 2, 2006 Giffin .......... ... 415,208.3 (72) Inventors: Frederick M. Schwarz, Glastonbury, 2007/015.1258 A1* 7/2007 Gaines et al. ................... 60,792 CT (US); William G. Sheridan, 2008/00987.17 A1* 5, 2008 Orlando et al. .... ... 60,226.1 Southington, CT (US) 2010/0218478 A1* 9/2010 Merry et al. .................... 60,205 glon, 2011/0056208 A1 3/2011 Norris et al. .................... 6Of772 2011/O123326 A1 5/2011 DiBenedetto et al. (73) Assignee: United Technologies Corporation, 2012/0110979 A1* 5, 2012 Rosenkrans et al. ......... 60,226.1 Hartford, CT (US) 2012fO251306 A1* 10/2012 Reinhardt et al. ......... 415, 1821 2012fO263579 A1* 10, 2012 Otto et al. .......... ... 415,124.2 (*) Notice: Subject to any disclaimer, the term of this 2012/0291449 A1* 11/2012 Adams et al. ................... 60,793 2012/03 15130 A1 12/2012 Hasel et al. patent is extended or adjusted under 35 2013, OO25257 A1 1/2013 Suciu et all U.S.C. 154(b) by 0 days. 2013/0025258 A1* 1/2013 Merry et al.
    [Show full text]
  • Signature Redacted Department of Civil and Envirnmental Engineering, MIT Sloan School of Management May 11,2018
    Next Generation Commercial Aircraft Engine Maintenance, Repair, and Overhaul Capacity Planning and Gap Analysis by Amanda J. Knight B. S. Mechanical Engineering, The University of Texas at Austin, 2006 M.S. Aerospace Engineering, The University of Southern California, 2011 Submitted to the MIT Sloan School of Management and the Department of Civil and Environmental Engineering in Partial Fulfillment of the Requirements for the Degrees of Master of Business Administration and Master of Science in Civil and Environmental Engineering In conjunction with the Leaders for Global Operations Program at the Massachusetts Institute of Technology June 2018 2018 Amanda J. Knight. All rights reserved. The author hereby grants MIT permission to reproduce and to distribute publicly paper and electronic copies of this thesis document in whole or in part in any medium now known or hereafter created. Signature of Author: Signature redacted Department of Civil and Envirnmental Engineering, MIT Sloan School of Management May 11,2018 Certified by: Signature redacted __ DI Roy Welsch, Thesis Supervisor Professor of Statistics and Engineering Systems Certified by: Signature redacted Dr. Daniel Wh The i Supervisor Senior Research ScientisU/Eyneritust Lecturer, IVVT Leaders for obal Operations Certified by: _____Signature redacted _ _ _ _ _ _ Dr. David Simchi-Levi, Thesis Supervisor Prof"or,9 C ppdEnvironmental Engineering Accepted by: Signature redacted____ Jesse H. Kroll Profesor of Civil and Environmental Engineering Chair, Graduate Program Committee Accepted by: Signature redacted MHro MASSACHUSETTS INSTITUTE ' M PM ManuraHerson OF TECHNOLOGY co Director, MBA Program, MIT Sloan School of Management JUN 0 7 2018 LIBRARIES This page has been intentionally left blank Page | 2 Next Generation Commercial Aircraft Engine Maintenance, Repair, and Overhaul Capacity Planning and Gap Analysis by Amanda J.
    [Show full text]
  • Anteproyecto De Una Aeronave
    CENTRO UNIVERSITARIO DE LA DEFENSA ACADEMIA GENERAL DEL AIRE ANTEPROYECTO DE UNA AERONAVE AERONAVE DE ENTRENAMIENTO AVANZADO Trabajo Fin de Grado Autor: A. A. D. Rafael Ángel Reyes Rodríguez (LXVI – CGEA-EOF) Director: José Serna Serrano Co-director: Francisco Javier Sánchez Velasco Grado en Ingeniería en Organización industrial Curso: 2014/2015 – convocatoria: junio Tribunal nombrado por la dirección del Centro Universitario de la Defensa de San Javier, el día ____ de ____________ de 20____. Presidente: Dr. D. Manuel Caravaca Garratón Secretario: Dr. D. Alejandro López Belchí Vocal: Col. Dr. Andrés Dolón Payán Realizado el acto de defensa del Trabajo Fin de Grado, el día____ de _________ de 20____, en el Centro Universitario de la Defensa de San Javier. Calificación: __________________________. EL PRESIDENTE EL SECRETARIO EL VOCAL ANTEPROYECTO DE UNA AERONAVE AERONAVE DE ENTRENAMIENTO AVANZADO RESUMEN: Este trabajo trata de plasmar en su desarrollo el anteproyecto de una hipotética aeronave de entrenamiento avanzado. En él se busca encontrar una solución de compromiso al estado del arte actual, a partir del cálculo de los parámetros definitorios básicos de dicha aeronave, incluida la polar del avión. Para ello se acude a las referencias señaladas en busca de las herramientas necesarias para el establecimiento de los valores aerodinámicos y motrices deseados. Como producto final se obtiene un compendio de constantes que nos permite evaluar las características diferenciadoras de la aeronave con las ya existentes. ABSTRACT: This work tries to develop a conceptual advanced jet trainer design for a hypothetical aircraft. It seeks to find a compromise solution to the current state of the art, from the calculation of the basic parameters defining the aircraft, including polar aircraft.
    [Show full text]
  • It's No American Dream: Pratt & Whitney GTF Engine Now a Reality
    A D D E N D U M It’s No American Dream: Pratt & Whitney GTF Engine Now a Reality... and chosen in Time's November issue one of "The 50 Best Inventions of the Year" In the August try-tasked capabilities. 2008 issue of Gear For those who can’t Technology, we ran recall how the GTF a story (“Gearbox works, here’s a piece Speed Reducer Helps lifted from the 2008 Fan Technology for Gear Technology arti- ‘Greener” Jet Fuel cle explaining—with Efficiency’) on the help from Robert Saia, then ongoing, extreme- Pratt & Whitney vice ly challenging and pro- president, next-gener- tracted development ation products—what of Pratt & Whitney’s makes it leading edge: geared turbofan (GTF) (What’s unique) jet engine. If success- is the addition of a ful, the engine would reduction gear box— provide a 20 percent or transmission sys- reduction in carbon tem—comprised of a emissions and fuel star gear system with burn and up to 50 per- five stationary gears. cent in general noise As Saia explains, the reduction. The targeted The long-awaited Pratt & Whitney GTF (PurePower PW1000G) jet gear box decouples the market and application engine is now a reality, with customer orders now in production (cour- fan from the turbine so for the engine was the tesy Pratt & Whitney). that each component narrow-body commer- can turn at its optimum cial airline industry—until now a dormant market for P&W— speed while also allowing for a lighter, more efficient turbine to which had long demanded a total plane package that would turn at a higher speed in driving a much larger, slower-turning achieve reduced maintenance, lower emissions, better fuel burn, fan.
    [Show full text]
  • Hydromatic Propeller
    HYDROMATIC PROPELLER International Historic Engineering Landmark Hamilton Standard The American Society of A Division of United Technologies Mechanical Engineers Windsor Locks, Connecticut November 8, 1990 Historical Significance The text of this International Landmark Designation: The Hamilton Standard Hydromatic propeller represented INTERNATIONAL HISTORIC MECHANICAL a major advance in propeller design and laid the groundwork ENGINEERING LANDMARK for further advancements in propulsion over the next 50 years. The Hydromatic was designed to accommodate HAMILTON STANDARD larger blades for increased thrust, and provide a faster rate HYDROMATIC PROPELLER of pitch change and a wider range of pitch control. This WINDSOR LOCKS, CONNECTICUT propeller utilized high-pressure oil, applied to both sides of LATE 1930s the actuating piston, for pitch control as well as feathering — the act of stopping propeller rotation on a non-functioning The variable-pitch aircraft propeller allows the adjustment engine to reduce drag and vibration — allowing multiengined in flight of blade pitch, making optimal use of the engine’s aircraft to safely continue flight on remaining engine(s). power under varying flight conditions. On multi-engined The Hydromatic entered production in the late 1930s, just aircraft it also permits feathering the propeller--stopping its in time to meet the requirements of the high-performance rotation--of a nonfunctioning engine to reduce drag and military and transport aircraft of World War II. The vibration. propeller’s performance, durability and reliability made a The Hydromatic propeller was designed for larger blades, major contribution to the successful efforts of the U.S. and faster rate of pitch change, and wider range of pitch control Allied air forces.
    [Show full text]
  • The Market for Aviation APU Engines
    The Market for Aviation APU Engines Product Code #F644 A Special Focused Market Segment Analysis by: Aviation Gas Turbine Forecast Analysis 2 The Market for Aviation APU Engines 2011 - 2020 Table of Contents Executive Summary .................................................................................................................................................2 Introduction................................................................................................................................................................2 Methodology ..............................................................................................................................................................2 Trends..........................................................................................................................................................................3 The Competitive Environment...............................................................................................................................3 Market Statistics .......................................................................................................................................................3 Table 1 - The Market for Aviation APU Engines Unit Production by Headquarters/Company/Program 2011 - 2020 ..................................................5 Table 2 - The Market for Aviation APU Engines Value Statistics by Headquarters/Company/Program 2011 - 2020.................................................10 Figure 1 - The Market
    [Show full text]
  • Sept09frontiers.Pdf
    Frontierswww.boeing.com/frontiers SEPTEMBERAUGUSTJUNE 2009 20092009 / / / Volume VolumeVolume VIII, VIII,VIII, Issue IssueIssue IV VII Space for growth The arrival of Boeing’s newest satellite is opening doors to opportunities in the commercial market SEPTEMBER 2009 / BOEING FRONTIERS BOEING FRONTIERS / SEPTEMBER 2009 / VOLUME VIII, ISSUE V On the Cover 14 New bird Nearly one-third of the approximately 300 commercial satellites in orbit today were built by Boeing at its million- square-foot satellite factory in El Segundo, Calif. The latest model, known as the Boeing 702B, opens the door to many opportunities in the commercial market, where customers are looking for adaptable, medium- power satellites. Four years in development, the 702B from Boeing Space and Intelligence Systems made its debut in July. COVer IMAge: MiKE ConneLLY, Boeing InteLSAT PROGRAM DIRECTOR OF DIVISION OPERATIONS (LEFT), AND MIKE NEUMAN, 702B PROGRAM DIRECTOR, LEAD SPACE AND INTELLIGENCE SYSTEMS’ 702B SATELLITE PROGRAM. DANA REIMER/BOEING AND BOB FERGUSON/BOEING PHOTO: SPACECRAFT TECHNICIAN PAUL IM OF BOEING’S EL SEGUNDO, CALIF., SATELLITE FACTORY, ASSEMBLES A BATTERY PANEL USED ON THE 702B. BOB FERGUSON/BOEING BOEING FRONTIERS / SEPTEMBER 2009 / VOLUME VIII, ISSUE V 3 Frontiers Publisher: Tom Downey Table of contents Editorial director: Anne Toulouse EDITORIAL TEAM Executive editor: Paul Proctor: 312-544-2938 Editor: James Wallace: 312-544-2161 Managing editor: Vineta Plume: 312-544-2954 Art director: Brandon Luong: 312-544-2118 24 Commercial Airplanes editor: Julie O’Donnell: 206-766-1329 Super trip in 82 days Engineering, Operations & Technology Earlier this year, a Boeing-led team that included two Super Hornets circled the globe, editor: stopping in a number of countries to perform at air shows and display the jet fighters.
    [Show full text]
  • Usafalmanac ■ Gallery of USAF Weapons
    USAFAlmanac ■ Gallery of USAF Weapons By Susan H.H. Young The B-1B’s conventional capability is being significantly enhanced by the ongoing Conventional Mission Upgrade Program (CMUP). This gives the B-1B greater lethality and survivability through the integration of precision and standoff weapons and a robust ECM suite. CMUP will include GPS receivers, a MIL-STD-1760 weapon interface, secure radios, and improved computers to support precision weapons, initially the JDAM, followed by the Joint Standoff Weapon (JSOW) and the Joint Air to Surface Standoff Missile (JASSM). The Defensive System Upgrade Program will improve aircrew situational awareness and jamming capability. B-2 Spirit Brief: Stealthy, long-range, multirole bomber that can deliver conventional and nuclear munitions anywhere on the globe by flying through previously impenetrable defenses. Function: Long-range heavy bomber. Operator: ACC. First Flight: July 17, 1989. Delivered: Dec. 17, 1993–present. B-1B Lancer (Ted Carlson) IOC: April 1997, Whiteman AFB, Mo. Production: 21 planned. Inventory: 21. Unit Location: Whiteman AFB, Mo. Contractor: Northrop Grumman, with Boeing, LTV, and General Electric as principal subcontractors. Bombers Power Plant: four General Electric F118-GE-100 turbo fans, each 17,300 lb thrust. B-1 Lancer Accommodation: two, mission commander and pilot, Brief: A long-range multirole bomber capable of flying on zero/zero ejection seats. missions over intercontinental range without refueling, Dimensions: span 172 ft, length 69 ft, height 17 ft. then penetrating enemy defenses with a heavy load Weight: empty 150,000–160,000 lb, gross 350,000 lb. of ordnance. Ceiling: 50,000 ft. Function: Long-range conventional bomber.
    [Show full text]
  • Development and Application of Management Tools Within a High-Mix, Low-Volume Lean Aerospace Manufacturing Environment
    Development and Application of Management Tools within a High-Mix, Low-Volume Lean Aerospace Manufacturing Environment By Kevin McKenney S.B. Mechanical Engineering, Massachusetts Institute of Technology (2000) Submitted to the Department of Mechanical Engineering and the Sloan School of Management in Partial Fulfillment of the Requirements for the Degrees of Master of Science in Mechanical Engineering and Master of Business Administration MASSACHUSETTS INST E OF TECHNOLOGY In Conjunction with the Leaders for Manufacturing Program at the J Massachusetts Institute of Technology June 2005 LIBRARIES @2005 Massachusetts Institute of Technology. All rights reserved. Signature of Author Department of Mechanical EngiiYeering Sloan School of Management May 6, 2005 Certified by DavidHardt, Thesis Supervisor Professor of Mechanical Engineering Certified by Stephen Graves, Thesis Supervisor Abraham Siegel Professor of Management Accepted by David CapodiJatpoxeciti Director of Mastof's Prowgram Slan School of Management Accepted by____ LallBRa rnt Mehancal um ttee BARKER Department of Mechanical Engineering 2 Development and Application of Management Tools within a High-Mix, Low-Volume Lean Aerospace Manufacturing Environment By Kevin McKenney Submitted to the Department of Mechanical Engineering and the Sloan School of Management on May 6, 2005 in partial fulfillment of the Requirements for the Degrees of Master of Science in Mechanical Engineering and Master of Business Administration Abstract The design and implementation of a lean production system is a complex task requiring an intimate understanding of the fundamental lean principles. Much of the published lean literature is written at a high level of abstraction and contains very basic examples. When lean tools are applied blindly to complex, highly constrained systems, lean implementation becomes challenging and often ineffective.
    [Show full text]
  • Tuesday January 9, 1996
    1±9±96 Tuesday Vol. 61 No. 6 January 9, 1996 Pages 613±690 Briefings on How To Use the Federal Register For information on briefings in Washington, DC, see announcement on the inside cover of this issue. federal register 1 II Federal Register / Vol. 61, No. 6 / Tuesday, January 9, 1996 SUBSCRIPTIONS AND COPIES PUBLIC Subscriptions: Paper or fiche 202±512±1800 FEDERAL REGISTER Published daily, Monday through Friday, Assistance with public subscriptions 512±1806 (not published on Saturdays, Sundays, or on official holidays), by General online information 202±512±1530 the Office of the Federal Register, National Archives and Records Administration, Washington, DC 20408, under the Federal Register Single copies/back copies: Act (49 Stat. 500, as amended; 44 U.S.C. Ch. 15) and the Paper or fiche 512±1800 regulations of the Administrative Committee of the Federal Register Assistance with public single copies 512±1803 (1 CFR Ch. I). Distribution is made only by the Superintendent of Documents, U.S. Government Printing Office, Washington, DC FEDERAL AGENCIES 20402. Subscriptions: The Federal Register provides a uniform system for making Paper or fiche 523±5243 available to the public regulations and legal notices issued by Assistance with Federal agency subscriptions 523±5243 Federal agencies. These include Presidential proclamations and For other telephone numbers, see the Reader Aids section Executive Orders and Federal agency documents having general applicability and legal effect, documents required to be published at the end of this issue. by act of Congress and other Federal agency documents of public interest. Documents are on file for public inspection in the Office of the Federal Register the day before they are published, unless THE FEDERAL REGISTER earlier filing is requested by the issuing agency.
    [Show full text]
  • (12) United States Patent (10) Patent N0.2 US 8,402,742 B2 Roberge Et Al
    US008402742B2 (12) United States Patent (10) Patent N0.2 US 8,402,742 B2 Roberge et al. (45) Date of Patent: Mar. 26, 2013 (54) GAS TURBINE ENGINE SYSTEMS 4,005,575 A 2/1977 Scott et a1. INVOLVING TIP FANS 4,021,142 A 5/1977 Violette 4,043,121 A 8/1977 Thomas et al. (75) Inventors: Gary D. Roberge, Tolland, CT (US); i E2358 Gabriel L- 5119i“, Glastonbury, CT (Us) 4,964,844 A 10/1990 Bagnall 5,010,729 A 4/1991 Adamson et al. (73) Assignee: United Technologies Corporation, 5,182,905 A 2/1993 Stransky et 81. Hartford CT (Us) 5,388,964 A * 2/1995 Ciokajlo et al. ........... .. 60/226.1 ’ 5,404,713 A 4/1995 Johnson ( * ) Notice: Subject' to any disclaimer,~ the term of this 2 223L135? al' patent 1s extended or adjusted under 35 6,209,311 B1 4/2001 11011 et a1, U.S.C. 154(b) by 0 days. 6,223,616 B1 5/2001 Sheridan 6,339,927 B1 1/2002 DiPietro, Jr. 6,381,948 B1 5/2002 Klingels (21) Appl' NO" 13/452368 H2032 H * 7/2002 DiPietro, Jr. ............. .. 60/39.162 . _ 6,471,482 B2 10/2002 Montgomery et al. (22) F1169 APr- 201 2012 6,901,739 B2 6/2005 Christopherson 7,185,484 B2 3/2007 Grif?n, III et al. (65) Prior Publication Data 7,246,484 B2 7/2007 Gif?n, III et a1. 7,591,754 B2 9/2009 Duong et al. US 2013/0028712 A1 Jan 31, 2013 7,824,305 B2 11/2010 Duong et al.
    [Show full text]