1. Historical Commercial Aviation Profitability
Airline Profit Margins under Continual Pressure
Global Deregulation Increases Cost Competition
Increased Environmental Pressures Add Further Restrictions
1.0
0.9
0.8
0.7
0.6
1977
1979
1981
1983
1985
1987
1989
1991
1993
1995
Reported Yields
Source: 1997 Boeing Market Outlook
Yield
Year
~35%

2. Low Cost of Ownership Goal14 12 10 8 6 4 2 -2
Airline Profits Fall Below Level Needed to Finance Replacement
Engine Ownership Cost Reduction Can Maintain Business Vitality
Potential Profit with 50% Lower Engine Cost of
Ownership
Required Profit to Adequately Finance
New Equipment (Source: The Economist)
% Profit
Actual Profit (Source: Walsh Aviation ) 86 88 90 92 94 96 98
Year
Low Cost of Ownership Goal

3. Engine Cost of Ownership Model
2000 NM Mission - 50 Cents / Gallon Fuel
Aircraft
System
Airframe
Interest
19.9%
Goal: 50% Reduction in Engine Cost of Ownership
Airframe
Depreciation
23.3%
Flight
Crew
11.8%
Fuel
12.9%
Cabin
Crew
6.2%
22.4%
AF Maint.
5.2%
Engine
Controlled
Costs
Engine
Interest
5.5%
Insurance
2.2%
Land
Fee
2.9%
Engine
Maint.
4.1%
Engine
Depreciation
6.4%
Fuel Cost Influenced
by Drag SFC and Weight
Influenced by
Manufacture and
Assembly Costs
Fuel
28.7%
Manta.
18.3%
Depreciation
28.5%
Interest
24.5%
Assumed
Proportional
to Cost
Engine Cost of Ownership Model

4. Component Weight and Cost Summary
5 out of 10 Major Components
Contribute 70% to 75% of
Engine Weight and Cost
Focus Design on:
Two-Frame Architecture
High Speed Low P/P Fan
High P/P per Stage HPC
Single-Stage HP Turbine
High Loading LP Turbine
% Weight % Cost
Fan Assembly 15.6* 14.6*
Booster
High Pressure Compressor 12.5* 11.8*
Combustor
High Pressure Turbine *
Low Pressure Turbine 20.4* 16.7*
Frames 16.3* 15.0*
Controls and Accessories 11.4* 8.7
Bearings and Seals
Miscellaneous and Assembly
Total
* Major Contributors

5. Goals and Payoffs - Propulsion System
10% Reduction in Fuel Burn *
~50% Reduction in NOx, CO, and HC **
50% Reduction in Ownership Costs *
10% Reduction in CO2 Emissions *
30 dB Reduction in Noise ***
50% Reduction in In-Flight Shutdowns and Engine-related Delays and Cancellations *
2X Increase in Thrust / Weight *
Reduced Greenhouse Gas Emissions
Reduced Cost of Travel
Reduced Dependence on Fossil Fuels
Conservation of Nonrenewable Energy
Improved Air Quality around Airports
Reduced Depletion of Ozone Layer
Improved Safety and Reliability
Improved Airline Customer Solvency
Improved Airport Throughput
Reduced Greenhouse Gases
Quieter Neighborhoods around Airports/ Increased Traffic Throughput
Improved Air Safety Ease of Travel and Improved Airport Throughput
Increased Range / Payload or Reduced Fuel Burn
* Relative to 1999 State-of-the-Art Operational Aircraft
** Relative to ICAO Requirements
*** Relative to FAA Stage 3 Limits

6. High Flow, High Efficiency, Lightweight Fan
Fan / Booster / Structures
Swept Wide Chord Fan Blade for High Specific Flow
Low Radius Ratio
Aluminum Frame with Integrated OGV ’s
Aluminum Fan Case
Blade-Out Load-Reduction Device
> 1% Fuel Burn
> 150-pounds Weight Savings

7. Noise Reduction Technology Development Plan
Advanced Liner Design
Tailored
OGV / Strut Design
Advanced 3D
Inlet Shape
Chevron
Nozzle Design
Noise Reduction Technology Development Plan

8. 1-2 EPNL Benefit at Approach
Shaped Inlet - Predicted Noise Benefits on Fan Tone Radiation
85 dB
80 dB
Classic Inlet
(-5° Droop)
80 dB
75 dB
75 dB
65 dB
70 dB
Advanced 3D
Inlet (Scarfed)
70 dB
65 dB
85 dB
50 dB
1-2 EPNL Benefit at Approach

9. Jet Noise Reduction - Chevron Nozzle
Discharge Velocity Profiles
Baseline Nozzle
Demonstrated 3.5 dB Jet Noise Reduction
Acoustic Energy Reduced Greater than 50%
Chevron Nozzle

10. Scale Model Testing Validates Analysis Prior to Full Engine Test
Fan and Nacelle Noise Reduction Technologies
Aeroacoustic Computerized Models
Scale Model Fan Test Vehicle
Scale Model Testing Validates Analysis Prior to Full Engine Test

11. Low Stage Number Compressor
Reduce Stages from 10 to 6
- New Blade Design
Lower Weight
Improved Maintenance Capability

12. Emission on Target to Meet Zurich Category 5
Twin-Annular, Pre-Swirl (TAPS) Combustor
3D Analysis
ACTS Rig
Advanced Diagnostics at CR&D
Emission on Target to Meet Zurich Category 5

13. Convergent-Divergent HPT Blade Improved Performance 0.5% Fuel Burn
Turbine Aerodynamics
HPT Stage 1 Vane
3D Aerodynamic HPT Vane
Convergent-Divergent HPT Blade
Improved Performance
0.5% Fuel Burn
6°-10°C Benefit in EGT Margin
Conventional
3D Aero

14. Higher Temperature Blade Material Improved Coatings
Turbine Materials
Higher Temperature Blade Material
Improved Coatings
Improved Disk Material
Developing Better Materials for 4-to-1 Hot Section Life Increase
PPT /97
KEY POINTS
The chart shows details of the GE90 Stage 1 HP turbine blade, the component subject to the most severe operating environment in the engine. The design draws on and improves on the important features of such blades in other GEAE engines: Monocrystal castings of N5 alloy, thermal barrier coatings (TBC), platinum aluminide coating under the TBC plus nickel aluminide coating on inner blade passages both for oxidation resistance, and a dedicated source of CDP cooling air for more effective cooling.
NOMENCLATURE
N5 Monocrystal blades = a casting technique that results in a single crystal metallurgical structure, of N5 super alloy for state-of-the-art material properties. TBC = Thermal barrier coatings to reduce surface temperatures. CDP = HP compressor discharge pressure, see PPT
MESSAGE
State-of-the-art material and optimized cooling improve engine efficiency and are key toward long blade life and lower operating cost.

15. Cycle and Configuration Comparisons with Current Engine
Equal Thrust Size Comparison
Bottom View: 1999 Baseline - BPR = 8, PROverall = 40 Class
Top View: 21st Century Configuration - BPR = 10, PROverall = 60 Class

16. Fuel Burn Benefits Stackup
1999 Baseline
Thermal and Propulsive Efficiency
4.5%
Thrust/Weight Ratio *
5.5%
* Based on “Fixed” Boeing 3000 Nm Range
Total Fuel Burn Benefit
10%
Bypass Ratio, T41 and Advanced Seals
Cycle Pressure Ratio and
Component Efficiencies
Lightweight Structures
Turbomachinery Cycle Effects
Advanced Materials
Design Tools
“Rubber” Aircraft Benefit **
** Based on “Rubber” Boeing 3000 Nm Range
2010 EIS Demonstrator Goal
Fuel Burn Benefits Stackup

17. Total Normalized Emissions
A 10-year View of Technology
Normalized Combustor Cost
TAPS DAC
Total Normalized Emissions
(% of 1996 ICAO Standard)
TAPS
Short SAC
1.25
1.20
0.75
0.50
0.25
-50%
Goal
Emissions (NOx)
Scaled CF6
Noise
dB Cumulative
Relative to Far 36-III -5
-10
-15
-20
-25
-30
Goal
-50
Cost of Ownership
Goal
Cost of Ownership, %
SFC
Manufacturing
Cost,
Depreciation,
and Interest
Maintenance
Cost
Weight
Reliability
-40
-30
-20
-10
Fuel Burn / CO2 Reduction
Net Thrust
1999 Standard
Advanced Commercial Engine
10%
SFC
Robust Safe Design
100 75 50 25
% Parts Count
CFM56 E 5
-30% Goal
Maintenance Cost
% Maint. Cost / EFH
100%
CFM56 E5
-30% Goal

18. Summary GEAE Remains the Industry Leader in Aircraft Engine Technology
Programs and Plans are in Place to Assure this Status is Maintained in the Future
Strong Consideration is Given to Achieve Improved Noise and Emission Signatures in a Manner Beneficial to the Airlines and the Community

19. Defining Technologies for the Next Millennium
Dave Fancher
August 12, 1999