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Pratt & Whitney CLEEN Technologies Briefing

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Pratt & Whitney CLEEN Technologies Briefing FAA CLEEN October 27, 2010 Atlanta, GA UTC Business and Technology Hamilton Sundstrand Pratt & Whitney Sikorsky Otis UTC Fire & Security UTC Power Carrier Kiernan/10-27-10/mnc FAA CLEEN Consortium – Georgia Tech, 27 October 2010 J6060_FAA_Consortium - 2 UTC Pioneers Willis Carrier Elisha Graves Otis Igor Sikorsky Fred Rentschler Thomas Hamilton David Sundstrand Charles Chubb Walter Kidde Kiernan/10-27-10/mnc FAA CLEEN Consortium – Georgia Tech, 27 October 2010 J6060_FAA_Consortium - 3 History Dependable Engines Frederick Rentschler Production Assembly of Dependable Engines “The best airplanes can only be designed around the best engines.” - Frederick Rentschler Kiernan/10-27-10/mnc FAA CLEEN Consortium – Georgia Tech, 27 October 2010 J6060_FAA_Consortium - 4 Innovation Milestones JT3 PWR Redstone R-1830 R-2800 A-7 Engine PW4000 F135 PurePower® PW1000G Engine Kiernan/10-27-10/mnc FAA CLEEN Consortium – Georgia Tech, 27 October 2010 J6060_FAA_Consortium - 5 Pratt & Whitney Leading Industry Change Commercial P&W Power P&W Canada Military Engines and Rocketdyne Systems Engines Global Services Kiernan/10-27-10/mnc FAA CLEEN Consortium – Georgia Tech, 27 October 2010 J6060_FAA_Consortium - 6 GTF Development On-Track October – First Engine to Test Kiernan/10-27-10/mnc FAA CLEEN Consortium – Georgia Tech, 27 October 2010 J6060_FAA_Consortium - 7 GTF Propulsion Architecture Lowest Fuel Burn + Noise 0 -5 -10 CR Prop EIS 2018-20 BPR ~ 40-80 current -15 737/A320 BPR ~ 5 -20 -25 GTF EIS ~ 2013 BPR ~ 9-12 NASA GTF EIS ~ 2017-20 -30 N+1 BPR ~ 15-20 -35 -40 -30 -25 -20 -15 -10 -5 0 % FUEL BURN Kiernan/10-27-10/mnc FAA CLEEN Consortium – Georgia Tech, 27 October 2010 J6060_FAA_Consortium - 8 Why the Geared Turbofan? Kiernan/10-27-10/mnc FAA CLEEN Consortium – Georgia Tech, 27 October 2010 J6060_FAA_Consortium - 9 Geared Turbofan Relative to Direct Drive fuel maint. noise Kiernan/10-27-10/mnc FAA CLEEN Consortium – Georgia Tech, 27 October 2010 J6060_FAA_Consortium - 10 Fuel Efficiency Drives Engine Thermodynamic Cycle Thermal Efficiency High OPR, T4 Propulsive Efficiency Low FPR GTFs Enable Further Increase in Propulsive Efficiency Beyond DDTF Limit Combine with High-OPR Advanced Core for Max Overall TSFC Improvement 0.6 0.5 0.4 0.3 0.2 0.1 High BPR ~ 5-10 GTFs BPR 12-20 approximate limit for V TSFC 0 direct-drive turbofans overall LHV BPR ~ 10 Kiernan/10-27-10/mnc FAA CLEEN Consortium – Georgia Tech, 27 October 2010 J6060_FAA_Consortium - 11 Propulsive Efficiency for Fan Bypass System FNfanV0 Flight Mach = 0.80 Pfan SHPfan 1 0.95 Ideal Fan P is Only a Function of FPR and Flight Speed 0.9 0.85 0.8 0.75 0.7 Fan Propulsive Efficiency 0.65 0.6 1 1.1 1.2 1.3 FPR 1.4 1.5 1.6 1.7 Kiernan/10-27-10/mnc FAA CLEEN Consortium – Georgia Tech, 27 October 2010 J6060_FAA_Consortium - 12 Propulsive Efficiency for Fan Bypass System FNfanV0 Flight Mach = 0.80 Pfan SHPfan 1 0.95 Ideal Fan P is Only a Function of FPR and Flight Speed 0.9 0.85 0.8 Internal Losses 0.75 in Fan Stream 0.7 Fan Propulsive Efficiency 0.65 0.6 1 1.1 1.2 1.3 FPR 1.4 1.5 1.6 1.7 Kiernan/10-27-10/mnc FAA CLEEN Consortium – Georgia Tech, 27 October 2010 J6060_FAA_Consortium - 13 Propulsive Efficiency for Fan Bypass System FNfanV0 Flight Mach = 0.80 Pfan SHPfan 1 0.95 Ideal Fan P is Only a Function of FPR and Flight Speed 0.9 0.85 0.8 Internal Losses 0.75 in Fan Stream 0.7 Fan Propulsive Efficiency 0.65 0.6 1 1.1 1.2 1.3 FPR 1.4 1.5 1.6 1.7 Kiernan/10-27-10/mnc FAA CLEEN Consortium – Georgia Tech, 27 October 2010 J6060_FAA_Consortium - 14 Propulsive Efficiency for Fan Bypass System FNfanV0 Flight Mach = 0.80 Pfan SHPfan 1 0.95 Ideal Fan P is Only a Function of FPR and Flight Speed 0.9 0.85 0.8 Internal Losses 0.75 in Fan Stream 0.7 Fan Propulsive Efficiency 0.65 0.6 1 1.1 1.2 1.3 FPR 1.4 1.5 1.6 1.7 Kiernan/10-27-10/mnc FAA CLEEN Consortium – Georgia Tech, 27 October 2010 J6060_FAA_Consortium - 15 Propulsive Efficiency for Fan Bypass System FNfanV0 Flight Mach = 0.80 Pfan SHPfan 1 0.95 Ideal Fan P is Only a Function of FPR and Flight Speed 0.9 0.85 0.8 Internal Losses 0.75 in Fan Stream 0.7 Fan Propulsive Efficiency 0.65 Aim to Achieve the Propulsive Efficiency Benefit of Turboprop and Noise Benefit of Turbofan 0.6 1 1.1 1.2 1.3 FPR 1.4 1.5 1.6 1.7 Kiernan/10-27-10/mnc FAA CLEEN Consortium – Georgia Tech, 27 October 2010 J6060_FAA_Consortium - 16 Propulsive Efficiency – Another Perspective ~4% Low FPR TF Source: 19th ISABE Conference, Montreal, CANADA, September 2009 Kiernan/10-27-10/mnc FAA CLEEN Consortium – Georgia Tech, 27 October 2010 J6060_FAA_Consortium - 17 Thermal Efficiency – Another Perspective +25% OPR +480F T4.1 ~4% Source: 19th ISABE Conference, Montreal, CANADA, September 2009 Kiernan/10-27-10/mnc FAA CLEEN Consortium – Georgia Tech, 27 October 2010 J6060_FAA_Consortium - 18 Power Turbine / Transfer Efficiency High-Speed Power Turbine Enables Installation, Low Weight and High Efficiency 10 9 SAI DDTF 8 7 DDTF 6 5 Stage Count 4 GDTF SAI GDTF 3 2 1.2 1.3 1.4 FPR 1.5 1.6 1.7 Kiernan/10-27-10/mnc FAA CLEEN Consortium – Georgia Tech, 27 October 2010 J6060_FAA_Consortium - 19 Power Turbine / Transfer Efficiency High-Speed Power Turbine Enables Installation, Low Weight and High Efficiency 10 9 SAI DDTF 8 7 DDTF 6 5 Stage Count 4 GDTF SAI GDTF 3 2 1.2 1.3 1.4 FPR 1.5 1.6 1.7 0.65 0.6 DDTF* 0.55 FAN 0.5 /D 0.45 GDTF LPT D 0.4 Source: Flowpath: Janes 0.35 FPR: PW est. 0.3 1.2 1.3 1.4 FPR 1.5 1.6 1.7 Kiernan/10-27-10/mnc FAA CLEEN Consortium – Georgia Tech, 27 October 2010 J6060_FAA_Consortium - 20 Power Turbine / Transfer Efficiency High-Speed Power Turbine Enables Installation, Low Weight and High Efficiency 10 9 SAI DDTF 8 7 DDTF 6 5 Stage Count SAI GDTF 4 GDTF Direct-Drive 3 LPT 2 High-Speed LPT 1.2 1.3 1.4 FPR 1.5 1.6 1.7 0.65 0.6 DDTF* 0.55 1.5 % FAN 0.5 /D LPT 0.45 GDTF h LPT Direct-Drive D 0.4 Source: LPT Flowpath: Janes 2 0.35 Dh/U FPR: PW est. 0.3 1.2 1.3 1.4 FPR 1.5 1.6 1.7 Kiernan/10-27-10/mnc FAA CLEEN Consortium – Georgia Tech, 27 October 2010 J6060_FAA_Consortium - 21 Fundamental Propulsion System Characteristic Gear Driven Propulsor Enables Improved Fuel Burn and Lower Noise High Noise Noise Low (Higher FPR) (Lower FPR) Fan Diameter Kiernan/10-27-10/mnc FAA CLEEN Consortium – Georgia Tech, 27 October 2010 J6060_FAA_Consortium - 22 Fundamental Propulsion System Characteristic Gear Driven Propulsor Enables Improved Fuel Burn and Lower Noise High Fuel Burn Noise Noise Fuel Burn Low (Higher FPR) (Lower FPR) Fan Diameter Kiernan/10-27-10/mnc FAA CLEEN Consortium – Georgia Tech, 27 October 2010 J6060_FAA_Consortium - 23 Fundamental Propulsion System Characteristic Gear Driven Propulsor Enables Improved Fuel Burn and Lower Noise Increasing weight of Low-RPM High LPT contributes to increasing fuel burn Fuel Burn Noise State-of- Noise The-Art Fuel Burn Low (Higher FPR) (Lower FPR) Fan Diameter Kiernan/10-27-10/mnc FAA CLEEN Consortium – Georgia Tech, 27 October 2010 J6060_FAA_Consortium - 24 Fundamental Propulsion System Characteristic Gear Driven Propulsor Enables Improved Fuel Burn and Lower Noise Increasing weight of Low-RPM High LPT contributes to increasing fuel burn Fuel Burn Noise State-of- Noise The-Art Fuel Burn Advanced Components Low (Higher FPR) (Lower FPR) Fan Diameter Kiernan/10-27-10/mnc FAA CLEEN Consortium – Georgia Tech, 27 October 2010 J6060_FAA_Consortium - 25 Fundamental Propulsion System Characteristic Gear Driven Propulsor Enables Improved Fuel Burn and Lower Noise Increasing weight of Low-RPM High LPT contributes to increasing fuel burn Fuel Burn Noise State-of- Noise The-Art Fuel Burn Advanced Components Paradigm Low Shift (Higher FPR) (Lower FPR) Fan Diameter Kiernan/10-27-10/mnc FAA CLEEN Consortium – Georgia Tech, 27 October 2010 J6060_FAA_Consortium - 26 Fundamental Propulsion System Characteristic Gear Driven Propulsor Enables Improved Fuel Burn and Lower Noise Increasing weight of Low-RPM High LPT contributes to increasing fuel burn Fuel Burn Noise State-of- Noise The-Art Noise Fuel Burn Reduction Advanced Components Fuel Burn Reduction Paradigm Low Shift (Higher FPR) (Lower FPR) Fan Diameter Kiernan/10-27-10/mnc FAA CLEEN Consortium – Georgia Tech, 27 October 2010 J6060_FAA_Consortium - 27 FAA CLEEN Technologies Goal Projected Company Technology Impact Performance Ultra-high bypass ratio Fuel-burn > 20% reduction Geared Turbofan w/ 60% reduction in P&W advanced fan system Emissions with reduced weight NOx (re: CAEP 6) 25 EPNdB reduction and drag Noise (re: Stage 4) • Represents commercialized product implementing UHB GTF fan technologies in CLEEN plus other technologies that leverage the overall GTF system benefits, which we anticipate the market will demand in 2020 or beyond. Kiernan/10-27-10/mnc FAA CLEEN Consortium – Georgia Tech, 27 October 2010 J6060_FAA_Consortium - 28 Level 1 Schedule P&W 5-Year Plan Supports FAA CLEEN Goals Year 1 Year 2 Year 3 Year 4 Year 5 2010 2011 2012 2013 2014 2015 M J J A S O N D J F M A M J J A S O N D J F M A M J J A S O N D J F M A M J J A S O N D J F M A M J J A S O N D J F M A Final Written Engine Informal Report Detailed Task Plan FAA FAA Demo Plan Test & Risk PDR DDR Report Final Assessment Oral Report GROUND TEST PLANNING & GROUND ANALYIS & STUDIES CI/CO PED DD ASSEMBLY DEMO REPORTING Kiernan/10-27-10/mnc FAA CLEEN Consortium – Georgia Tech, 27 October 2010 J6060_FAA_Consortium - 29 Summary • Lower fan pressure ratio = higher bypass ratio • Ultra-high bypass ratio is key to future engines • Max benefits from integrated system – Potential Workshop: How to maximize benefits of UHB? • Objective: Demonstrate ultra-high bypass ratio system to validate enabling technologies Kiernan/10-27-10/mnc FAA CLEEN Consortium – Georgia Tech, 27 October 2010 J6060_FAA_Consortium - 30 .
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