GE Transportation – Aircraft Engines g GE Aircraft Engines

2.72’s Aircraft Engine Design Project

Fall 2004 Ken Gould

Pete Rock
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 Course Overview g GE Aircraft Engines

• General Electric Transportation Business

• Engine Design Process Overview
• Engine Component Function Descriptions
• Engine Thermodynamics
• Mechanical Design Aspects
• Problem Description
• Questions

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 GE Transportation g GE Aircraft Engines

Comprises aircraft engines and rail, two

industry-leading business units whose
products and services span the aviation,
rail, marine and off-highway industries

MARKETS:

Aviation, Rail, Marine and Off-highway

Industries with Jet Engines for Military and Civil
Aircraft, Freight and Passenger Locomotives,
Motorized Systems for Mining Trucks and Drills,
and Gas Turbines for Marine and Industrial
Applications
President and CEO: David L. Calhoun
President and CEO, Rail: Charlene T. Begley
2003 revenues: ~$13.2 billion
Employees: ~33,000
Headquarters: Cincinnati, OH

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 GE Corporate/MIT Team g GE Aircraft Engines

GEAE Technical Innovations:

U.S. jet engine
U.S. turboprop engine
Variable stator engine
Mach 2 fighter engine
Mach 3 bomber engine
I-A - First U.S. jet engine 2400°F turbine GE90 on test
(Developed in Lynn, MA, 1941)
High bypass engine
Variable cycle turbofan engine
Unducted fan engine
30:1 pressure ratio engine
Demonstration of 100k+ engine thrust
Certified double annular combustor engine
First U.S. turboprop powered aircraft, Dec. 1945

Technology Leadership Is Key to Our Past and

4 Future
commercial aviation THIS IS

Pounds of thrust
GE90
76,000-115,000
GP7000*** 70,000-85,000
CF6-80E1 67,500-72,000
CF6-80C2 50,600-63,500
CF6-6,-50,-80A 40,000-54,000
CFM56-5C* 31,200-34,000
CFM56-5A/5B* 21,600-32,000
CFM56-7B* 18,500-27,300
CFM56-2* 22,000-24,000
CFM56-3* 18,500-23,500
CF34-10A/E 18,500
CF34-8C/E 13,790+
CF34-1/-3 9,200
CFE738** 5,725
CT7 Shaft 1,600-2,500 SHP
CT7 Prop 1,900 SHP
*CFM56 engines produced by CFM International, a joint company of GE and Snecma
**CFE738 produced by CFE Company, a joint company of GE and AlliedSignal
***GP7000 produced by Engine Alliance, a joint company of GE and Pratt & Whitney
military aviation THIS IS

Pounds of thrust
F110 27,000-32,000

Supersonic
F414 22,000
F404 16,000-18,100

J79 17,820

J85 2,850-5,000

F108/CFM56-2 22,000-24,000
CFM56-7 27,300

TF39 43,000
Subsonic
F101 30,000

F103/CF6 52,500-61,500
F118 17,000-19,000

F404 10,800-11,100

TF34 9,065-9,275
J85 2,850-2,950
T64 3,133-5,000 SHP
Turboshaft/
turboprop

T700/CT7 1,600-2,800 SHP

T58 1,500-1,870 SHP

 g GE Aircraft Engines

Engine Design Process Overview

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 GE Transportation – Aircraft Engines g GE Aircraft Engines

the Customer, the need, the application

Program Requirements
(program & technical)

System, Module &

Component Design
and Integration

the Qualified Product

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 Designing through “Centers of Excellence” or COE’s g GE Aircraft Engines

Centers of Excellence
• Design • Rotating Parts
• Develop Engine • Structures
• Turbine Airfoils
• Procure Components • Fan and Compressor
• Produce Airfoils
• Combustors
• Deliver • Configurations
• Support • Controls and Accessories
• Product Test

• Engineers design and support all component processes,

- manufacture, assembly, field
• Integrate Engineering, Sourcing, Manufacturing, Quality & Test

• Meet technical, cost, and schedule commitments as a team

Work to Defined Goals and Metrics

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 Assess Effects of Variation g GE Aircraft Engines

Robust Design Techniques Assess Process Variation

Forecast: Margin-: Average Off Target Forecast: Margin: High Variation
2,000 Trials
Design Margin Off Target
Frequency Chart 0 Outliers 2,000 Trials
Design Margin with High Variation
Frequency Chart 49 Outliers
.054 108 .023 45
LSL Target LSL Target
.041 81 .017 33.75

.027 54 .011 22.5

.014 27 .006 11.25

.000 0 .000 0
-2.00 0.00 2.00 4.00 6.00 -1.00 1.00 3.00 5.00 7.00
Certainty is 92.50% from 0.00 to +Infinity Certainty is 95.05% from 0.00 to +Infinity

Design Margin Design Margin

Forecast: Margin:On Target-Low Variation
2,000 Trials
On TargetFrequency
- Low Variation
Chart 1 Outlier
.052 104
Center Target Reduce
LSL
Process .039 78
Spread
.026 52

.013 26

.000 0
LSL=Lower Spec Limit
-2.00 0.00 2.00 4.00 6.00
Design Margin

Understanding
Understandingand
andAccounting
Accountingfor
forProcess
ProcessVariation
VariationAssures
Assures
10 Compliance
Compliancewith
withDesign
DesignRequirements
Requirements 10
 g GE Aircraft Engines

Engine Component Description

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 Modern Afterburning Turbofan Engine g GE Aircraft Engines

A/B w/ Variable Exhaust Nozzle

Single-stage HPT module

3-stage fan module

Single Stage LPT module

Annular Combustor

multi-stage compressor module

Typical Operating Parameters:
Terms: OPR 25:1
blade rotating airfoil BPR 0.34
vane static airfoil ITT 2520oF
stage rotor/stator pair Airflow 142 lbm/sec
PLA pilot’s throttle Thrust Class 12 lbf
16K-22K
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 Thermodynamic Station Representation g GE Aircraft Engines

8 9
Wf_AB 7
5
Wf_comb 4.1 FN
4
3
2.5
2

Nozzle
Expansion

A/B Temp Rise

LP Turbine
expansion
W2 A8 (nozzle
HP Turbine
Comb expansion area)
Temp
HPC Pr Rise
Fan Pr (P25/P2)
(P25/P2)

Overall Pressure Ratio (P3/P2)

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 g GE Aircraft Engines

Jet Engine Thermodynamics

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 Ideal Brayton Cycle: T-S Representation g GE Aircraft Engines

HP Turbine Inlet
4
Expansion

Turbine Exit Pressure

n
io
5
on re
st
iti su 5
∆ pressure available for
bu

d s
Ad re
at t P
m

expansion across Exhaust Nozzle

He tan
Co
ns

T
Co

P
Combustor
Inlet
Ambient Pressure
= ∆21 h0
3 W

Compression Note: 1) Flight Mach = 0

2) Pt2 = Pamb
2.5 Compressor Inlet Lines of Constant Pressure
3) P = power
2 Fan Inlet 4) W = mass flow rate
5) h0 = total enthalpy

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 Real Brayton Cycle: T-S Representation g GE Aircraft Engines

HP Turbine Inlet
4’
Expansion

Turbine Exit Pressure

n 5’
io
on re
st
iti su
∆ pressure available for
bu

d s
Ad re
at t P
m

expansion across Exhaust Nozzle

He tan
Co
ns

T
Co

P
= ∆21 h0
Combustor
Ambient Pressure
Inlet
3’ W

Impact of Real Efficiencies:

Compression Decreased Thrust @ if T4 is maintained

2.5 Compressor Inlet Lines of Constant Pressure Or

2 Fan Inlet
Increase Temp (fuel flow) to maintain
thrust!

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 Jet Engine Cycle Analysis g GE Aircraft Engines

Engine Inlet (Station 0 to 2)

• Flow capacity (flow function relationship)

ƒ starting with the conservation of mass and substituting the total to
static relations for Pressure and Temperature, can derive:
W = ρVA
−
(γ +1)
W Tt g cγ ⎛ γ − 1 2 ⎞ 2 (γ −1)
=M ⎜1 + M ⎟
where, Pt Ae R ⎝ 2 ⎠
• M = Mach number
• ρ = density (lbm/ in3)
• A = flow area (in2)
• Tt = total temperature (oR) Turbojet
• Pt = total pressure (psia)
• W = airflow (lbm/sec) Compressor Combustor HPT
• Ae = effective area (in2)
• gc = gravitational constant
= 32.17 (lbm ft)/(sec2 lbf) Inlet Exit
HP Spool
• γ = ratio of specific heats
• R = gas constant
(ft lbf)/(lbm oR) 0 2 9
3 4 5 17
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 Jet Engine Cycle Analysis g GE Aircraft Engines

Compression (Fan and HPC, Station 2 to 2.5 & 2.5 to 3)

• From adiabatic efficiency relationship

γ −1
⎛ Pexit ⎞ γ
⎜⎜ ⎟⎟ − 1
η compressor =
Work Ideal
= ⎝ Pinlet ⎠
Work Actual ⎛ Texit ⎞
⎜⎜ − 1⎟⎟
where, ⎝ Tinlet ⎠
• Pexit = compressor exit total pressure (psia)
• Pinlet = compressor exit total pressure (psia)
• Tinlet = compressor inlet total temp (oR)
• Texit = compressor exit total temp (oR)
Turbojet

Compressor Combustor HPT

Fan

Inlet Exit
HP Spool

0 2 3 4 5 18
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 Jet Engine Cycle Analysis g GE Aircraft Engines

Combustor (Station 3 to 4)

• From Energy balance/ Combustor efficiency relationship:

Enthalpy Rise Actual W C p ,combustor (Texit − Tinlet )

η combustor = =
Enthalpy Rise Ideal (WF )(FHV )
where,
• W = airflow (lbm/sec)
• WF = fuel flow (lbm/sec)
• FHV = fuel heating value (BTU/lbm)
• Tinlet = combustor inlet total temperature (oR)
• Texit = combustor exit total temperature (oR)
• Cp = combustor specific heat
= BTU/(lbm oR) Turbojet
• FAR = WF/W (fuel to air ratio)
Compressor Combustor HPT

Inlet Exit
HP Spool

0 2 3 4 5 19
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 Jet Engine Cycle Analysis g GE Aircraft Engines

Turbine (Station 4 to 5 OR 4 to 4.5 & 4.5 to 5)

⎛ Texit ⎞
• From efficiency relationship 1 − ⎜⎜ ⎟⎟
η turbine =
Work Actual
= ⎝ Tinlet ⎠
γ −1
Work Ideal
⎛ Pexit ⎞ γ
1 − ⎜⎜ ⎟⎟
• Work Balance: From conservation of energy ⎝ Pinlet ⎠

Workturbine = Workcompressor + Losses

C p ,turb (W + WF ) (Tinlet − Texit )turb = C p ,comp W (Texit − Tinlet )comp
Turbojet

where, HPT
Compressor Combustor
• Pexit = turbine exit total pressure (psia)
• Pinlet = turbine exit total pressure (psia)
• Tinlet = inlet total temperature (oR) Exit
Inlet
• Texit = exit total temperature (oR) HP Spool
• Cp = specific heat for turbine or
compressor, BTU/(lbm oR)
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 Jet Engine Cycle Analysis g GE Aircraft Engines

Nozzle (Station 5 to 9)

• Isentropic relationship, can determine exhaust properties

γ −1
Tt ⎛ Pt ⎞
= ⎜⎜ ⎟⎟
γ
= 1+
(γ − 1) 2
M
Ts ⎝ Ps ⎠ 2
• From Mach number relationship can determine exhaust velocity

V =M a
where,
• Tt = total temp (oR) a= γ g c RT s
• Pt = total pressure (psia)
• Ps = static pressure (psia) Turbojet
• Ts = static temp (oR)
• gc = gravitational constant Compressor Combustor HPT
=32.17 (lbm ft)/(sec2 lbf)
• γ = ratio of specific heats
• R = gas constant (ft lbf)/(lbm oR) Inlet Exit
• V = flow velocity (ft/sec) HP Spool
• M = Mach #
• a =speed of sound (ft/sec)
0 2 3 4 5 21
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 Jet Engine Cycle Analysis g GE Aircraft Engines

Engine Performance

• Thrust relationship: from conservation of momentum

W9V9 W0V0
Fnet = − + (Ps 9 − Ps 0 )A9
gc gc
If flight Mach # is 0, V0 = 0, and if nozzle expands to ambient, Ps9 = Ps0,
and Fnet = W9V9/gc

• SFC = Specific Fuel Consumption (lower SFC = lower operating costs)

SFC = WF/ FN (lbm/hr /lbf)
Turbojet

Compressor Combustor HPT

Inlet Exit
HP Spool

0 2 3 4 5 9
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 g GE Aircraft Engines

Mechanical Design Aspects

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 Simple Single-Spool Turbojet g GE Aircraft Engines

Combustor HPT
Compressor

Exhaust

airflow

Inlet

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 Load Transfer in a High Pressure Spool g GE Aircraft Engines

• Aerodynamic forces create a lift force on the turbine airfoils

• Multiple airfoils create a torque on the disk
• Shaft transmits torque to drive compressor
• Compressor blades transfer kinetic energy to incoming air
• Steady-State Operation… Torque is balanced!
Turbine Airfoil
Fdrag
Compressor Blades Ω
Flift
Disk
HP Engine
Compressor Disk centerline
Shaft

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25 HP Turbine
 Function of Rotating Parts (for example) g GE Aircraft Engines

• Turbomachinery supports blades

in the flowpath
Blade
- Includes maintaining proper
position and clearances for
optimum performance Blade retainer
• Transmit drive loads from turbines
to compressor and fan or to Disk
external drive
• Provide passages for secondary
Seal
airflows
• Provide sealing of flowpath
and bearing sumps
Shaft
HPT
Compressor Combustor

Inlet Exit
HP Spool

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 Solid Mechanics: Stress in a Turbine Shaft g GE Aircraft Engines

σp/a
Ω P

σhoop σhoop
τ
τ
T
ft
Sha σp/a R

e
lin
er
nt
Ce
e
in
g
En
Stress Symbol Equation Terms Source
Hoop Stress σhoop σh= ρR2Ω2 ρ: Weight Density Rotation
R: Radius
Ω: Rotational Speed
Tensile Stress σp/a σp/a=P/A P: Axial Load Axial pull on disks
A: Sectional Area
Torsional
Shear Stress
τ τmax = TR/Ip T: Applied Torque Torque
transmission
R: Radius
Ip:Polar Moment of Inertia
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 Stress Field Visualization: Mohr’s Circle g GE Aircraft Engines

σp/a
τ
Assume:
σhoop = 1 unit
Face 2 σp/a= 0.6 units
τ = 1 unit
σhoop σhoop,
τ −τ
τ
σp/a
2θmax_shear
σp/a
σh

σ σ1 σ
Step 1: Center @ sav=(shoop+sp/a)/2 2θprincipal

Step 2: Locate X-face Stress

σ hoop
Step 3: Locate Y-face Stress +τ
2 σ2
Step 4:R := ⎛⎜ σxx − σyy ⎞ + (τxy)2
⎝ 2 ⎠ σ1
⎛τ⎞
τ
Face 1
asin ⎜
Step 5 σmax := σav + R 2θp :=
⎝ R⎠
2
τ
Step 6 τmax := R 2θp2 := 2θp
θp + 90
σp/a 28
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 Stress Concentration Factors g GE Aircraft Engines

σ2
• Simplified stress calculations
assume uniform cross sections
• Often, components have features
which increase local stresses, for

σ1
example;
- Welded Joints

σ1
- Drilled holes
- Fillets and notches
• Stress concentration factors can
be used to estimate local peak

σ2
stresses
σmax = Kt* σ1 Stress Concentration for Hole in Plate σ1

• Based on experiment/analysis, σmax

Kt’s are used to make quick
assessments of peak stress
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levels in hardware. 29
 g GE Aircraft Engines

2.72 Engine Design Project

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 The Aircraft Engine Assignment: g GE Aircraft Engines

Background:
As a contributing Coop in a design group working for GE Transportation’s
aircraft engine business, you’ve been assigned the task of determining if
recently obtained engine test data is reasonable. If the test data is
reasonable, your engine can be removed from the test cell and another
engine test can begin; if not, you must retest. Until you complete this task,
your program pays to have the cell sit idle and that is expensive!
Fan Compressor

Bypass Flow
HPT LPT
Inlet
Co

Combustor Afterburner
re

Exit
HP Spool

LP Spool

fan drive shaft

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 The Aircraft Engine Project con’t: g GE Aircraft Engines

Background continued:
The instrumented engine test data is fan drive shaft strain-gage results. The
gages have been applied to the outer diameter of the shaft and are located in
the predicted peak stress location (with respect to the hole’s circumference).
The function of the fan drive shaft is to transmit the torque generated in the
low pressure turbine (LPT) to the fan rotor. Strain-gages have also been
placed far away from the holes, positioned on the shaft’s outer diameter and
aligned at a 45o angle with respect to the engine’s centerline.
Fan Compressor

Bypass Flow
HPT LPT
Inlet
Co

Combustor Afterburner
re

Exit
HP Spool

LP Spool

fan drive shaft

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 g GE Aircraft Engines

ft
Sha

Strain-Gage
Orientation

σ hoop σ hoop
Assume σ2 SG
zero 2
σ1 SG
1
τ τ f t
Sha
ft
σp/a Sha 45o
σp/a
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 The Aircraft Engine Project con’t: g GE Aircraft Engines

Problem Details:
The provided test data includes the fan’s mass flow rate, operating speed,
inlet conditions, exit conditions and the strain-gage readings. Table 1
summarizes the findings.

Table 1: Available Test Data & Shafting Dimensions

Parameter Test Data Comments
Engine Conditions:
Fan Inlet Temperature 59oF Total Temp.
Fan Pressure Ratio 4 Pexit/Pinlet (totals).
Fan rotor speed 11,750 RPM
Fan mass flow 200 lbm/sec
Adiabatic fan efficiency 90% Overall Fan Efficiency
BPR 0.27 Bypass/core flows
Measured Strain-Gage Results:
Peak Strain-Gage Stress 140 ksi @ the hole
Far-field Stress 25 ksi 3” away from the hole
Shafting Geometry:
Achievable Shaft Kt 4.9 Equally spaced in one axial plane
Shaft outer diameter 2.8” Nickel-based superalloy
Shaft inner diameter 1.5”

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 The Aircraft Engine Project con’t: g GE Aircraft Engines

Specific Requests:
With the provided information and some appropriate assumption, determine if
the strain-gage results can be deemed valid. Document all necessary
assumptions as well as additional work or research you complete to support
your conclusion.

Document your findings in your reports. The material should include:

- conclusion (i.e. is the readings reasonable or not),
- solution approach,
- supporting calculations,
- assumptions utilized,
- rationale behind potential calculated vs. measured stresses,
- pertinent references used.

Address questions considered in Attachment I.

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 Attachment I g GE Aircraft Engines

1) What variables drive the most change in the calculated peak stress?
Reasonable input parameter variation is provided in Attachment II.

2) Is rotational hoop stress a significant concern in this area of the engine?

3) Are there engine operating conditions not provided that could influence
the measured stress level?

4) What does Mohr’s circle look like at the shaft’s outer surface (away from
the hole) and can it offer insight into a design change (i.e. consider hole
shape, size, pattern, …)?

5) How does strain-gage positioning play a role (at and away from the hole)?

6) How could typical manufacturing capabilities on hole size and positioning

impact stress levels in the holes?

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 Attachment II g GE Aircraft Engines

Table 2: Reasonable +1σ Input Parameter Variation

Parameter Test Data Comments
Engine Conditions:
Fan Inlet Temperature negligible Total Temp.
Fan Pressure Ratio 0.1 units Pexit/Pinlet (totals).
Fan rotor speed 50 RPM
Fan mass flow 5 lbm/sec
Adiabatic Fan Efficiency 1%
BPR negligible Bypass/core flows
Measured Strain-Gage Results:
Peak Strain-Gage Stress n/r @ the hole
Far-field Stress n/r 3” away from the hole
Shafting Geometry:
Number of hole in shaft n/r equally spaced in one axial plane
Hole Kt 0.2
Shaft outer diameter 0.002”
Shaft inner diameter 0.002”

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 Helpful Information g GE Aircraft Engines

Thermodynamic parameters
1. Gas properties:
a. Gamma (function of temperature)
γ = 1.4000 for inlet , fan, and bypass

b. Specific heats
Cp, compressor = 0.2400 BTU/(lbm oR)

2. Gas constant, R 53.35 (ft lbf)/(lbm oR)

3. Energy constant, J 778 (ft lbf)/BTU
4. Gravitational constant, gc 32.17 (ft lbm)/(lbf sec2)
5. Sea level standard ambient conditions
temperature (Tamb,Ts0) 59 oF
pressure (Pamb, Ps0) 14.696 psia

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 Helpful Resources g GE Aircraft Engines

Suggested References:

1) Pilkey, Walter D., “Peterson’s Stress Concentration Factors”, John Wiley & Sons,
Inc., 2nd Edition, 1997, Chapter 4 (particularly Charts 4.32-4.33 and 4.93-4.96).

2) Young, Warren C., “Roark’s Formulas for Stress and Strain”, McGraw-Hill Book
Company, 6th Edition, 1989, Chapter 15 & Appended Table 37.

3) Avallone, Eugene A. and Baumeister, Theodore III, “Mark’s Standard Handbook for
Mechanical Engineers”, McGraw-Hill Book Company, 9th Edition, 1987, pp. 5-19
through 5-20 (Mohr’s Stress Circle).

4) Wilson, David Gordon, “The Design of High-Efficiency Turbomachinery and Gas

Turbines”, The MIT Press, Second Printing, 1985.

5) Jet Engine Concepts: www.geae.com/education/engines101

6) Virtual reality pictures and movies: www.cfm56-airshow.com

GE Contacts if Needed:

1) kenneth.gould@ae.ge.com
2) peter.rock@ae.ge.com
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Q&A ???
 GE On-Campus – come visit us ! g GE Aircraft Engines

GE Info Night Details – Wednesday, 10/6

When, Where: 7-9pm Room 3-270
Speaker: Lloyd Thompson, President of GE-P&W Alliance
Course 2, BS 1974
Businesses: GE Transportation – Aircraft Engines
GE Energy – Power Systems
GE Infrastructure
GE Advanced Materials
GE Global Research

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 g GE Aircraft Engines

Appended Material

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 Appendix 1 g GE Aircraft Engines

Mid-Week checkpoint checklist:

- have questions ready

- plan to summarize the overall approach used to solve the problem
- spot-check a parameters:
• Fan work
• Fan torque
• Far-field & concentrated stress predictions
• Variation effects

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