1. 0 Les moteurs du futur Les grands enjeux Technologiques J.Renvier Juin 09

2. 1 ACARE 2020 OBJECTIVES (reference : 2000 aircraft)  To reduce perceived noise by half  To reduce NOx by 80% and other emissions  To reduce CO2 by 50% ATM Contribution Aircraft Contribution Engine Contribution To reduce noise by 6dB per operation To reduce NOx by 60 to 80% To reduce specific fuel consumption by 15 to 20% European Industry has committed on ACARE objectives for a drastic reduction of noise, Nox, and CO2 Engine Contribution to Environmental Objectives 2020

3. 2 Design Decisions Must Balance Requirements Environment Noise,local rules included Emissions AIRCRAFT Requirements Thrust Weight Installation….. ECONOMICS Market Cash EROC Maintenance cost Manufacturing cost Resale value….. Reliability – Maintenance Start and run “no surprise” D’s and C’s On wing life FAA and EASA Regulation TIMING For Entry into service Technology will contribute to resolve Conflicting Factors

4. 3 Thermodynamic Cycle improvements Propulsive efficiency Thermal efficiency Components efficiencies Materials

5. 4 Propulsion Systems: Principles Engine Specific Fuel Consumption Thermal Efficiency High cycle pressures High cycle temperatures Better component efficiencies Fuel burnt for a given thrust produced = (Kg fuel / hour / Kg thrust) Today Propulsive Efficiency Low jet velocity More air at given thrust Large fan diameter Higher Bypass Ratio Ideal trend? Overall Efficiency = Propulsive Efficiency x Thermal Efficiency 0.7 0.8 0.9 0.65 0.5 0.4 0.65 0.5 0.35

6. 5 Improving Thermal Efficiency… Engine Specific Fuel Consumption Fuel burnt for a given thrust produced = Today Materials Physical size Thermal Efficiency High cycle pressures High cycle temperatures Better component efficiencies Acquisition & Maintenance costs TAPS Combustor concept (CFM) (Kg fuel / hour / Kg thrust) “Internal” engine improvements 0.5 0.65 0.5 0.35

7. 6 Improving Propulsive Efficiency… Engine Specific Fuel Consumption Propulsive Efficiency Low jet velocity More air at given thrust Large fan diameter Higher Bypass Ratio Fuel burnt for a given thrust produced = Today Weight Drag Installation (Kg fuel / hour / Kg thrust) Strong interaction with physical / aerodynamic integration 0.8 0.9 0.65 0.5

8. 7 Aircraft Fuel Burn Bypass Ratio (Propulsive Efficiency) Propulsion System Optimum Engine Specific Fuel Consumption Nacelle Drag Engine & Nacelle Weight Fuel Burn Technology moves optimum to the right The consequences of increasing Bypass Ratio… Weaven fan blade Safe life

9. 8 HBPR BPR10 Contra rotative fans VHBR BPR10 Break through technology required to meet ACARE Goals Fuel Burn 500Nm Ref CFM56-5B/P Better Noise Better FB Noise Cumulative Margin Noise breakthrough

10. 9 Break through technology required to meet ACARE Goals Contra rotative fans VHBR HBPR BPR10 Fuel Burn 500Nm Ref CFM56-5B/P Better Noise Better FB BPR10 Open Rotors Noise Cumulative Margin BPR40 Trade FB vs Noise Practical limits EIS 2018/2020 EIS 2016 Fuel Burn breakthrough (Engine contribution) -16% -15 EPNdB vs Ch4 -26% -5 ACARE Goal (Airframe + Engine): -35 to -45%

11. 10 Aircraft Fuel Burn Bypass Ratio (Propulsive Efficiency) Propulsion System Optimum Engine Specific Fuel Consumption Nacelle Drag Engine & Nacelle Weight Fuel Burn Technology moves optimum to the right The consequences of increasing Bypass Ratio…

12. 11 Key R&D disciplines focused to deliver mature technology Aerodynamics Efficiency Composites Weight, reliability Integrated Propulsion System Weight Efficiency Diagnostics Reliability Materials SFC, weight Acoustics,Emission Access, productivity

13. 12 FAN 3-D woven Resin Transfer Molding (RTM)- Fan casing composite -Durability and Safe life design -Weight -50% less blades per engine 1, 350 lb weight benefit per aircraft Revolutionary, patented technology… LPT CMC Blades - lower weight -Simplified lower weight rotor with fewer stages

14. 13 RTM Blade Manufacturing Process 1. Preform Weaving 2. Preform Water-Jet Cut 3. Molding - Curing 4. Blade

15. 14 Open Rotor Alternative architecture… … leading to 26% Fuel Burn reduction … …… dedicated technology acquisition on going : Aircraft / Propulsion system integration Certification Propeller design and control Acoustic Environment, cabin noise, en route noise

16. 15 Advanced Concepts for long term EIS  Basic changes: non- Brayton cycle Combustion at constant volume,

17. 16 Designing an engine as an environmental asset and economical constraints…  LEAP-X foundational technologies redefining the state of the art through Technology …2016 EIS Fuel Burn and CO2: 16% below current modern aircraft (engine contribution) NOx: 60% margin vs CAEP6 Noise: 10-15 EPNdB margin vs Chapter 4 Technology acquisition on going  Parallel path trading Noise vs Fuel Burn / CO2 with Open Rotor…26% (engine contribution) Fuel burn improvement…2018 + EIS  Long term technology research on going CFM International Proprietary Information subject to the restrictions on the cover of this presentation CFM, CFM56, LEAP56, and the CFM logo are trademarks of CFM International, a 50/50 joint company between Snecma and General Electric Company 16 Ready to create the optimized solution …….to meet customer requirements… And we keep our options open …

18. 17 Thermodynamic Constraints