GE Aviation:

Perspectives on
Clean, Efficient
Engines
Dr. Dale Carlson
May 14, 2013
I find out what the world needs,
Thomas Edison
then I proceed to invent it.

2
2
GE Aviation
GE Aviation
Technical innovation
Key to our past and future

First
U.S. jet engine
U.S. turboprop engine
Mach 2 engine
High bypass engine
Variable cycle turbofan engine
Unducted fan engine
Composite fan blade in airline service
120,000+ lb thrust engine
4D trajectory flight in revenue service
Modular power tile
FMS-controlled Unmanned Aircraft System

3
GE Aviation
50 years of engine improvements
Flight Safety Thrust to Weight
25
8

20
6
15
4
10

5 90% 2
350%
improvement increase
0 0
1940 1960 1980 2000 1940 1960 1980 2000

Fuel Efficiency Engine Noise

0.9 130

0.8 120

0.7 110

0.6 100

45% 35 db
0.5 90
improvement decrease
0.4 80
1940 1960 1980 2000 1940 1960 1980 2000

4
GE Aviation
 Commercial enginesby thrust rating New Technology In
Each Power Class
130

Did you know? CFM56 Fleet of

22,000 Engines Accumulates 1 GE90-115B
Million Hours Every 8.5 Days! GE9X
100

GE90-90B
GP7282

GE90-85B
GP7277
GE90-76 GP7270
70
CF6-80E1A3 GENX
CF6-80C (FADEC)
CF6-80E1A4
CF6-80C (PMC) CF6-80E1A2
CF6-80C2
CF6-50
40 R88DT HPT
CF6-6 CF6-80A
CFM56-5C
TF39 CFM56-7B
CFM56-5A LEAP
CFM56-5B
CFM56-3
CFM56-2 CF34-10
CFE738 CF34-8C HF120
CF34-3A CF34-3B Passport
10+ TF34

1970 1980 1990 2000 2010

Worlds Broadest, Most Modern Product Line

CFM, CFM56, LEAP and the CFM logo are trademarks of CFM International, a 50/50 joint company between Snecma and GE
EA (GP line) is a 50/50 JV between GE and Pratt & Whitney
5
GE Aviation
The Future:

Global forces/environment

6
GE Aviation
Industry drivers
Oil & crack spread
Energy Information Agency (EIA) WTI 5.1% YoY Avg August crack spread $36
WTI oil $/bbl
Refining costs $/bbl (crack)
WTI $/bbl

EU assurances to support banks & rising tensions with

Iran have both pushed oil prices to 3 month high
2009 2010 2011 2012

Global semi-conductor billings U.S Non-defense capital goods orders

SIA, 3 month moving average (Per MM) U.S Bureau of Labor Statistics (Orders, seasonally adjusted, $B)

Down 3.4% YoY

Historical Peak

Semi-conductors are high value, Orders signify capital investments &

low volume commodity indicator for purchasing June
significant for freight demand showed decline continuing
2009 2010 2011 2012 2009 2010 2011 2012

7
GE Aviation
Commercial aviation growing steadily
Airframe Production rate Traffic growth (Trillion RPKs)
(12 14)

A380 2.7 3.5 GP

777 7 8.3 GE90

787 3.5 10 GEnx

9.3%
737 38 42 CFM
CAGR
5.4%
CAGR
A320 40 42 CFM

EJet 8.7 9.2 CF34

CRJ 2.5 2.5 CF34 10 14F 20F

Highest production ramp rates in 3 decades inconsistent with demand growth

Boeing and Airbus are increasing rates to ~40 / month. That means: 40 x 2 (Airbus & Boeing) x 11.5 mth. / yr. = 920 / yr. or ~1,000 including the
other new single aisles.1,000 x 5 years = 5,000 / 10 yrs. = 10,000 / 20 yrs. = 20,000 aircraft.
CFM, CFM56, LEAP and the CFM logo are trademarks of CFM International, a 50/50 joint company between Snecma and GE
EA is a 50/50 JV between GE and Pratt & Whitney
8
GE Aviation
Technology success takes commitment
and opportunity
Commitment $1-2 billion continuous technology investment per year

GE90 GP7 GEnx LEAP

core tests core test core tests eCore tests

1995 2000 2005 2010

CF34-10E

GE90 CF34-8C GEnx-1B

CFM56-5B CFM56-7B GE90-94B GE90-115B GP7200 GEnx-2B

Opportunity 10 new engines proving and maturing technology

CFM i CFM, CFM56, LEAP and the CFM logo are trademarks of CFM International, a 50/50 joint company between Snecma and GE s a 50/50 JV between GE and Snecma
EA is a 50/50 JV between GE and Pratt & Whitney
9
GE Aviation
Our Industry-Specifically Propulsion
Timescales of innovation longsafety demands technologies
to be provenstrategic vision/commitment a must (Gamma
TiAl, CMC, etc.)multi-decade VISION
Almost every flying technology started as a USG funded
(NASA, DoD, etc.) early TRL level study, many driven to TRL 5
or 6. Changing dynamics/playersWTO agreement,
sequestration, emerging funding sources
Doubling of revenue miles every 13-15 years despite shocks
such as 911
Question: How many tube/wing iterations are left?
15% campaign/campaign FB improvement a must
ICAO 2050 CO2 commitment, other regs looming

10
GE Aviation
Technology Readiness to Serve

Today and Tomorrow

11
GE Aviation
GE Aviation Engineering
UK
665 engineers
Poland
Turkey 463 engineers
United States
126 engineers China
5529 engineers
Mexico India 142 engineers
929 engineers 644 engineers

Over 8000 engineers around the globe

3000 technologists at 5 Global Research Sites
12
GE Aviation
Practical innovation GEs model
Global resources teamed to advance technology
Idea creation + Technology maturation = Winning products
Internal Cross-disciplinary teams
Customers Technology roadmaps
Government TRL/MRL maturation plans
Universities Long-term growth
(300+ relationships) strategies
Tactical funding 30+ new technologies by 2020

13
GE Aviation
The Physics of Readiness to Serve

Highly Loaded Low Loss Very High BPR Novel Alloys /

Compressors Inlets Turbofans MMCs
Today

High OPR Low Variable Low Non-metallics

Emissions Loss Exhausts Ultra High BPR
Combustors Turbofans
Adaptive cycles Open Rotors Advanced Engine
2020-2050?

Constant Volume Architectures

Combustion Distributed Distributed
Hybrid Electric Power Propulsion
Propulsion Transmission Wake Ingestion

14
GE Aviation
Essential technologies keeping the
pipeline filled
Technology

Lean High-temp Flight Management

Composites combustion Advanced cooling materials

Integrated Adaptive
Advanced cycles
2010 turbofan
engine and
aircraft Advanced
2020
systems architectures

Architecture

Integrated propulsion Integrated power Core efficiency New designs

generation
15
GE Aviation
Technology demonstrator programs
AETD
FATE

10s
HEETE

00s OPEN ROTOR

ADVENT
90s
80s AATE

70s TECH56

UDF
Renewing our technology DNA for
E3 new products and upgrades of
QCSEE
fielded products

GE Proprietary Information 16
Subject to restrictions on the cover or first page GE Aviation
Advanced materials

17
GE Aviation
Carbon fiber fan blades have proven
durability
GE90 field experience

16
No Airworthiness Directives (ADs)
or special inspections
+
No flight line lubrication
YEARS
Incredibly durable in service

30
almost maintenance free

180+ bird ingestion events with

+
only 1 blade not serviceable

SOURCE: GE90 in service record MILLION

flight hours
18
GE Aviation
 Ceramic Matrix Composites future
of performance
EIS configuration Enhancement
Stg1 Shroud CMC CMC HPT stage 2 airfoils
Further CMC incorporation

No
Engine fuel efficiency

cooling
air losses

1/3
the weight

1st Higher
commercial thermal
application capability

2016 Future
EIS performance
19
GE Aviation
GE ceramic-matrix composites (CMCs)
development

1 st G E N E R AT I O N

2 nd G E N E R AT I O N

3 rd G E N E R AT I O N

2000s 2016 2020

Power Generation Aviation LEAP HPT shroud Aviation and Power Gen hot
turbine shroud 1st FAA certification section airfoils and combustor
15,000+ service hours 10M+ service hours by 20

Game changing material technology reduced Fuel Burn through lower

cooling flow and weight
CMC service introductions built on 20+ years of development

20
GE Aviation
Gamma TiAl turbine blades
Worlds first certified intermetallic application

10s

TiAl turbine blade

Complete Material Database
05s
Engine Testing of TiAl Components
00s
Component Casting Trials
90s
TiAl LPTB weight reduction vs.
Alloy Development
80s Ni superalloys 100 lb./stage
21
GE Aviation
 Manufacturing Development

Turbine airfoils Rotating parts Manufacturing support Automation

Dayton Cincinnati Cincinnati Canada

PMC/Ox-Ox composites Structures Additive manufacturing CMC composites

Cincinnati Cincinnati Cincinnati Newark
Technology readiness research to production
Manufacturing readiness industrialization

22
GE Aviation
Aerodynamics

23
GE Aviation
Evolution of fan technology
1992 - CF6-80E Today
Titanium blades Compound swept aero
Metal casing Composite blades
34 airfoils Composite casing
Shrouded 18 airfoils
Radial aero Unshrouded
High eff / high flow

Significant fuel burn reduction

24
GE Aviation
eCore technologydelivers thermal
efficiency and retention
Double wall, 360 aft case
Performance efficiency
Next generation 3D Aero
22:1 PR in 10 stages best in industry

Performance retention
Short, stiff core retains performance
Rigid aft case maintains clearances
Blisks minimize dovetail leakage

Operability
Stall-free performance

Stage 1-5 blisks

25
GE Aviation
 Compressor aerodynamics for LEAP
Efficiency, performance retention,
maintenance costs
3rd generation 3-D aerodynamic design
Advanced sweep
End wall contouring tip and root
Balanced stage loading

Bowed stators Integral bladed disks

CFM, CFM56, LEAP and the CFM logo are trademarks of CFM International, a 50/50 joint company between Snecma and GE
26
GE Aviation
Advanced turbine cooling & efficiency
HPT S1B Hgas
LE
Film Effectiveness
All Streamlines
Htc
Hrel

PS SS

xs

Cooling Flows HPT S1B Ttb

Purge,
Leakage Flows

27
GE Aviation
Combustion

28
GE Aviation
Lean-burn combustion
over 25 million hours of experience
Cruise NOx improvement versus typical rich-quench-lean combustor
(NOx emission per lb of fuel*)

100
Continued emissions
reductions while meeting
the increased turbofan
75 cycle demands
% RQL NOx emissions

Dual Annular
(CFM)
10M+ flight
50 hours Twin Annular Pre-
2-nozzle lean mixing Swirler
Dry Low burn mode (TAPS)
Emissions Compact Next-gen TAPS
25 (Aeroderivative) staging LEAP engine Potential TAPS
15M+ industrial Certified on evolution
hours GEnx maintenance
cost reductions
0
1994 1998 2011 2016 2020+
*On ground, 1000F combustor inlet temperature
CFM, CFM56, LEAP and the CFM logo are trademarks of CFM International, a 50/50 joint company between Snecma and GE.
Comparison with DLE made assuming equivalent operating pressures and liquid fuel

29
GE Aviation
Lean combustion lowers NOx

Traditional Combustor
Temperature Rise
Curve
NOx production zone

.030

Stoichiometric Temperature
.12 .07

Temperature
(Fuel / Air Ratio)

Lean burning TAPS Combustor

.030
.042 Excess Fuel Excess Air

Rich Lean
(Fuel / Air Ratio)

30
GE Aviation
Lean-burn combustion lowers HPT
distress & improves thermal efficiency
TAPS lean combustor Typical rich burn
combustor
Lean flame reduces local hot spots
Improves turbine part life for better Local
TOW and HPT maintenance cost hot spots

Reduced NOx, achieves CAEP/10 TAPS lean burn

limits
combustor

*Twin Annular Pre-mixing Swirler

31
GE Aviation
Bringing it all together

32
GE Aviation
Technology readiness for EIS and growth
Continuous investment produces multiple technologies & innovations

Composites Core efficiency Combustor CMCs / TiAl /

Lighter, durable blades 3rd generation 3D aero Low temp. profile Cooling / Coatings
& case and lean burning Better efficiency
& debris rejection
maintenance free fan durable combustor with same metal temp.
High Press. Ratio HPCs
durable HPT & LPT

33
GE Aviation
GEnx
Integrating new technologies throughout the engine
COMPOSITE CASE & FAN CONTROLS LPT
BLADES Model based TiAl spin casting Entry Into Service
1000 lbs./ aircraft Distributed
High temp packaging in 2011

HPT 787
15% reduction in cooling flow
Next gen disk materials
COMBUSTOR
50% NOx margin
TAPS
FAN BLADE AERO & ACOUSTICS COMPRESSOR
Improved SFC Performance retention 747-8
Adv. noise prediction Adv. aero and stability modeling

34
GE Aviation
 LEAP
The next generation of technology
Entry Into
Service ~2016
STRUCTURES
Rigid structures
3600 double
wall HPC case HPT
Proven
materials
3D aero
Adv. Cooling
A320 NEO

DIRECT-DRIVE
COMBUSTOR
High bypass ratio
Lean-burn
COMAC C919
COMPRESSOR
Integral bladed disks
Advanced 3D aero

COMPOSITES
Fan blades & fan case 737 MAX

35
GE Aviation
The Future: Open rotor tests
GE/FAA/NASA testing
began in 2009
Test builds on 1985
demonstration
Acoustics validation
Aero model validation
New blade concepts
Installation effects
Pitch change effects
Pylon, sidewall interaction

36
GE Aviation
No Tube & Wing? BLI / Wake Propulsion
Reenergizing aircraft wake via distributed propulsion

120 Turbulent B.L. Flat Plate Cummulative Mass Ave P/P0 for 35K/0.8/ISA Condition

100

80
Y (in)

60

40

20

0
0.6 0.65 0.7 0.75 0.8 0.85 0.9 0.95 1 1.05

Cummulative Mass Ave P/P0

Aircraft Installation and

integration Critical
> 10% Fuel Burn Savings Potential

37
GE Aviation
Hybrid Turbo/Electric Engine Concepts

NASA N+3 Boeing-GE SUGAR Volt

Hybrid Fuel/Battery Airplane

N+3 SUGAR GE hFan

Hybrid Turbo/Electric Engine

Multiple potential configurations

Power transfer between shafts
Back-up power, eliminate APU, EPU
Aircraft systems synergy
Electric idle / taxi operation
Superconducting Machines
Reduced energy costs

38
GE Aviation
Superconducting Turbo-Electric Propulsion

30
Fuel Burn Reduction* (%)

20

10

0
Conventional Turbo-Electric Turbo-Electric Turbo-Electric Turbo-FC-Electric Battery

Turbofan Fan Distributed Distributed Distributed Turbo-Electric

(FPR~1.6) (FPR~1.35) Fan Wake Fan Wake Fan Distributed

(FPR~1.25) (FPR~1.25) (FPR~1.25) Wake Fan
(FPR=1.25)
39
* Relative to 2000 SOA TF
GE Aviation
GEs commitment
Technology innovation
for customer value
Learning from the worlds largest
installed fleet
Focusing on people, processes,
and tools
To be prepared for, and shape,
the future of flight