Department of Mechanical Engineering

NED University of Engineering and Technology

ME-417 COMPRESSIBLE FLOW AND PROPULSION SYSTEMS

COMPLEX ENGINEERING PROBLEM (SPRING 2024)

Submitted By:

Syed Muhammad Talal Haider ME-20142 (D)

Approved by
………………………………………………………………………………….…………...
Dr. Muhammad Asad Akhtar

© NED University of Engineering & Technology. All Rights Reserved

 Table of Contents
CHAPTER 01 THERMAL MODELLING……………………………………….…………..…...3
1. Introduction……………………………………………... ……………….……...………..3
2. Methodology……………………………………………... …………….....……...………3
3. Rolls & Royce AE 3007 Specifications & Key Features………………....………………4
4. Analytical Thermal Modelling…………………………………………....….......……….5
5. Numerical Thermal Modelling…………………………………………....….......……….7
6. Pratt & Whitney PW 1500G Specifications & Key Features…….…………………….…9
7. Analytical Thermal Modelling……………………………………………….......………10
8. Numerical Thermal Modelling……………………………………………….......………12
9. General Electric GE 36UDF Specifications & Key Features…….………………....……14
10. Analytical Thermal Modelling……………………………………………….......………15
11. Numerical Thermal Modelling……………………………………………….......………17
CHAPTER 02 ENVIRONMENTAL IMPACTS………………………………....…………..…..19
1. Emissions Analysis………………………………………... …………………...………..19
2. Comparison of NOx Emissions for All Three Types of Engines………………...………21
3. Noise Regulation Compliance for All Three Types of Engines…………….……………22
CHAPTER 03 Design Trade-offs……………………………………………………………..…..23
CHAPTER 04 CONCLUSION… ……………………………………………………………...25
REFRENCES & RESOURCES… ………………………………...…………………………...26
 Chapter 01 Thermal Modelling
1.1 Introduction
With growing demands for improved performance and reduced environmental impact in
aviation, this report offers a comparative analysis of three engine types for short-haul
regional aircraft including Rolls Royce AE3007, Pratt and Whitney PW1500G, and
General Electric GE36UDF. The analysis includes thermodynamic modeling, emissions
analysis, environmental impact, and design trade-offs to determine the most suitable
engine for future short-haul regional aircraft.
1.2 Methodology
 Aircraft Type: Short-haul regional jet with a capacity of 70-100 passengers.
 Mission Profile: 1000 nautical miles, cruise altitude of 35,000 feet, cruise speed of
Mach 0.85.
 Engine Specifications: Data from sources including Rolls Royce AE3007, Pratt and
Whitney PW1500G, and General Electric GE36UDF.
 Analysis Tools: MATLAB for calculations and data visualization.
 Regulations: Compliance with 14 CFR Part 36 for noise and emissions regulations.
 Focus: Performance metrics (thrust, specific fuel consumption, efficiency), NOx
emissions, noise impact.

3
1.3 For Conventional Turbofan Engine
Rolls-Royce AE 3007
The Rolls-Royce AE 3007 is a high-bypass turbofan engine widely used in regional jets
and business jets. Developed by Rolls-Royce North America, it is part of the AE engine
family, known for its reliability, efficiency, and performance.

Image Ref: [Link]

Specifications

 Type: High-bypass turbofan engine

 Thrust Range: 7,000 to 9,440 lbf (31.1 to 42.0 kN)
 Fan Diameter: 43.5 inches (110.5 cm)
 Bypass Ratio: 5:1
 Overall Pressure Ratio: 16:1
 Specific Fuel Consumption (SFC): 0.36 lb/lbf/hr at cruise
 Length: Approximately 124 inches (315 cm)
 Dry Weight: around 820 kg

Key Features

 Efficiency: The AE 3007 engine is designed for fuel efficiency, making it suitable
for regional and business aviation where operational costs are crucial.

 Noise and Emissions: The AE 3007 meets stringent noise and emission
regulations, making it an environmentally friendly choice for operators.

4
1.4 ANALYTICAL THERMODYNAMIC MODELLING

Thrust Calculation

The thrust produced by a turbofan engine can be estimated using the following formula:
𝐹𝑡ℎ𝑟𝑢𝑠𝑡 = 𝑚̇ ⋅ (𝑉𝑒 − 𝑉𝑜 ) + (𝑃𝑒 − 𝑃0 ) ⋅ 𝐴𝑒
For simplification, we will calculate thrust based on the engine's specifications and typical
values:

 Inlet Velocity (𝑉𝑜 ): 0 (approximated for initial calculations)

 Exit Velocity (𝑉𝑒 ): Assuming Mach 0.85 at cruise altitude

 Exit Area (𝐴𝑒 ): Derived from thrust and exit velocity

 Assuming 𝑃𝑒 = 𝑃0

 Assuming 𝐹𝑡ℎ𝑟𝑢𝑠𝑡 = 42000𝑁

𝑙𝑏.
 Assuming 𝑆𝐹𝐶 = 0.36 𝑙𝑏𝑓.ℎ𝑟

Step 1 (Calculating mass-flow rate kg/s)

Assuming a cruise speed of Mach 0.85 (290 m/s), the thrust equation simplifies to:
𝐹𝑡ℎ𝑟𝑢𝑠𝑡 = 𝑚̇ . 𝑉𝑒
Rearranging for 𝑚̇
𝐹𝑡ℎ𝑟𝑢𝑠𝑡
𝑚̇ =
𝑉𝑒
Substituting Values,
42000𝑁
𝑚̇ = = 144.83 𝑘𝑔/𝑠
290 𝑚/𝑠

Step 2 (Conversion of Specific Fuel Consumption into kg/Ns)

Conversion of SFC to kg/N·s:

0.36 × 0.453592 𝑘𝑔
𝑆𝐹𝐶 = = 0.0000454
3600 𝑁𝑠

5
Step 3 (Overall Efficiency Calculation)

Overall efficiency (η) can be computed as:

𝑈𝑠𝑒𝑓𝑢𝑙 𝑃𝑜𝑤𝑒𝑟 𝑂𝑢𝑡𝑝𝑢𝑡
𝜂=
𝑇𝑜𝑡𝑎𝑙 𝑃𝑜𝑤𝑒𝑟 𝐼𝑛𝑝𝑢𝑡
Where:

 Power Output: Thrust × Velocity

𝑃𝑜𝑤𝑒𝑟 𝑂𝑢𝑡𝑝𝑢𝑡 = 42000 × 290 = 12.18𝑀𝑊

 Total Power Input = Fuel Flow Rate × Fuel Energy Content

For fuel flow rate in kg/s

𝑘𝑔
𝐹𝑢𝑒𝑙 𝐹𝑙𝑜𝑤 𝑅𝑎𝑡𝑒 = 𝑆𝐹𝐶 × 𝑇ℎ𝑟𝑢𝑠𝑡 = 0.0000454 × 42000 = 1.91
𝑠
Fuel energy content = 42 MJ/kg
Total Power Input:
𝑇𝑜𝑡𝑎𝑙 𝑃𝑜𝑤𝑒𝑟 𝐼𝑛𝑝𝑢𝑡 = 1.91 𝑘𝑔/𝑠 × 42 𝑀𝐽/𝑘𝑔 ≈ 80.1 𝑀𝑊
Efficiency:
12.18𝑀𝑊
𝜂= ≈ 0.152 𝑜𝑟 15.2%
80.1 𝑀𝑊

6
1.5 NUMERICAL THERMODYNAMIC MODELLING
Using MATLAB
SCRIPT FILE
% Given data for Rolls-Royce AE 3007
thrust_ae3007 = 42000 ; % N (thrust in kN converted to N)
sfc_ae3007 = 0.36 * 0.453592 / 3600; % kg/N·s (SFC in lb/lbf/hr
converted to kg/N·s)
fuel_energy_content = 42 * 10^6; % MJ/kg to J/kg

% Convert SFC to kg/N·s

sfc_ae3007_kg_ns = sfc_ae3007;

fprintf('SFC (AE 3007) in kg/N·s: %.6f\n', sfc_ae3007_kg_ns);

% Fuel flow rate

fuel_flow_ae3007_kg_s = sfc_ae3007 * thrust_ae3007; % kg/s

fprintf('Fuel Flow Rate (AE 3007) in kg/s: %.6f\n',

fuel_flow_ae3007_kg_s);

% Power output (assuming a specific speed of 290 m/s)

power_output_ae3007 = thrust_ae3007 * 290; % W

fprintf('Power Output (AE 3007) in Watts: %.2f\n', power_output_ae3007);

% Efficiency calculation
energy_input_ae3007 = fuel_flow_ae3007_kg_s * fuel_energy_content; % W

fprintf('Energy Input Rate (AE 3007) in W: %.2f\n',

energy_input_ae3007);

overall_efficiency_ae3007 = power_output_ae3007 / energy_input_ae3007; %

Efficiency

fprintf('Overall Efficiency (AE 3007): %.2f%%\n',

overall_efficiency_ae3007 * 100);

% Plotting results
engines = {'Rolls-Royce AE 3007'};
efficiencies = [overall_efficiency_ae3007];

bar(categorical(engines), efficiencies);
ylabel('Overall Efficiency');
title('Efficiency of Rolls-Royce AE 3007 Engine');

7
Command Window
SFC (AE 3007) in kg/N·s: 0.000045
Fuel Flow Rate (AE 3007) in kg/s: 1.905086
Power Output (AE 3007) in Watts: 12180000.00
Energy Input Rate (AE 3007) in W: 80013628.80
Overall Efficiency (AE 3007): 15.22%

8
1.6 For Geared Turbofan Engine
Pratt & Whitney PW1500G
The PW1500G utilizes a geared architecture that includes a reduction gearbox between
the engine fan and the low-pressure turbine. This design allows the fan and turbine to
operate at optimal speeds independently, maximizing fuel efficiency and minimizing
noise levels. It is part of Pratt & Whitney's Pure Power PW1000G series.

Image Ref: By Rafael Luiz Canossa - IMG_9975, CC BY-SA 2.0,

[Link]

Specifications

 Type: Geared Turbofan (GTF)

 Thrust Range: Approximately 15,000 to 17,000 pounds of thrust
 Fan Diameter: Approximately 73 inches (1.85 meters)
 Bypass Ratio: Bypass Ratio: 12.5
 Overall Pressure Ratio: around 35:1 to 45:1
 Specific Fuel Consumption (SFC): 0.50 lb/lbf/hr at cruise
 Length: Approximately 133 inches (3.38 meters)
 Dry Weight: 1,770 kg

Key Features

 High Bypass Ratio: Features a high bypass ratio, which enhances fuel efficiency
and reduces noise emissions. The bypass airflow bypasses the engine core,
contributing to quieter operations and improved fuel economy.

9
  Noise Reduction: Implements noise-reduction technologies that significantly
lower noise emissions both inside and outside the aircraft, meeting stringent
noise regulations and enhancing passenger comfort.

1.7 ANALYTICAL THERMODYNAMIC MODELLING

Thrust Calculation

The thrust produced by a geared turbofan engine can be estimated using the following
formula:
𝐹𝑡ℎ𝑟𝑢𝑠𝑡 = 𝑚̇ ⋅ (𝑉𝑒 − 𝑉𝑜 ) + (𝑃𝑒 − 𝑃0 ) ⋅ 𝐴𝑒
For simplification, we will calculate thrust based on the engine's specifications and typical
values:

 Inlet Velocity (𝑉𝑜 ): 0 (approximated for initial calculations)

 Exit Velocity (𝑉𝑒 ): Assuming Mach 0.85 at cruise altitude

 Exit Area (𝐴𝑒 ): Derived from thrust and exit velocity

 Assuming 𝑃𝑒 = 𝑃0

 Assuming 𝐹𝑡ℎ𝑟𝑢𝑠𝑡 = 71171.546𝑁

𝑙𝑏.
 Assuming 𝑆𝐹𝐶 = 0.50 𝑙𝑏𝑓.ℎ𝑟

Step 1 (Calculating mass-flow rate kg/s)

Assuming a cruise speed of Mach 0.85 (290 m/s), the thrust equation simplifies to:
𝐹𝑡ℎ𝑟𝑢𝑠𝑡 = 𝑚̇ . 𝑉𝑒
Rearranging for 𝑚̇
𝐹𝑡ℎ𝑟𝑢𝑠𝑡
𝑚̇ =
𝑉𝑒
Substituting Values,
71171.546𝑁
𝑚̇ = = 245.42 𝑘𝑔/𝑠
290 𝑚/𝑠

Step 2 (Conversion of Specific Fuel Consumption into kg/Ns)

Conversion of SFC to kg/N·s:

0.50 × 0.453592 𝑘𝑔
𝑆𝐹𝐶 = = 0.0000630
3600 𝑁𝑠
10
Step 3 (Overall Efficiency Calculation)

Overall efficiency (η) can be computed as:

𝑈𝑠𝑒𝑓𝑢𝑙 𝑃𝑜𝑤𝑒𝑟 𝑂𝑢𝑡𝑝𝑢𝑡
𝜂=
𝑇𝑜𝑡𝑎𝑙 𝑃𝑜𝑤𝑒𝑟 𝐼𝑛𝑝𝑢𝑡
Where:

 Power Output: Thrust × Velocity

𝑃𝑜𝑤𝑒𝑟 𝑂𝑢𝑡𝑝𝑢𝑡 = 71171.546 × 290 = 20.64𝑀𝑊

 Total Power Input = Fuel Flow Rate × Fuel Energy Content

For fuel flow rate in kg/s

𝑘𝑔
𝐹𝑢𝑒𝑙 𝐹𝑙𝑜𝑤 𝑅𝑎𝑡𝑒 = 𝑆𝐹𝐶 × 𝑇ℎ𝑟𝑢𝑠𝑡 = 0.0000630 × 71171.546 = 4.484
𝑠
Fuel energy content = 42 MJ/kg
Total Power Input:
𝑇𝑜𝑡𝑎𝑙 𝑃𝑜𝑤𝑒𝑟 𝐼𝑛𝑝𝑢𝑡 = 4.484 𝑘𝑔/𝑠 × 42 𝑀𝐽/𝑘𝑔 ≈ 188.4 𝑀𝑊
Efficiency:
20.64𝑀𝑊
𝜂= ≈ 0.1096 𝑜𝑟 10.96%
188.4 𝑀𝑊

11
1.8 NUMERICAL THERMODYNAMIC MODELLING
Using MATLAB
SCRIPT FILE

% Given data for Pratt & Whitney PW1500G

thrust_pw1500g = 16000 * 4.44822; % N (thrust in lbf converted to N)
sfc_pw1500g = 0.50 * 0.453592 / 3600; % kg/N·s (SFC in lb/lbf/hr
converted to kg/N·s)
fuel_energy_content = 42 * 10^6; % MJ/kg to J/kg

% Convert SFC to kg/N·s

sfc_pw1500g_kg_ns = sfc_pw1500g;

fprintf('SFC (PW1500G) in kg/N·s: %.6f\n', sfc_pw1500g_kg_ns);

% Fuel flow rate

fuel_flow_pw1500g_kg_s = sfc_pw1500g * thrust_pw1500g; % kg/s

fprintf('Fuel Flow Rate (PW1500G) in kg/s: %.6f\n',

fuel_flow_pw1500g_kg_s);

% Power output (assuming a specific speed of 290 m/s)

power_output_pw1500g = thrust_pw1500g * 290; % W

fprintf('Power Output (PW1500G) in Watts: %.2f\n',

power_output_pw1500g);

% Efficiency calculation
energy_input_pw1500g = fuel_flow_pw1500g_kg_s * fuel_energy_content; % W

fprintf('Energy Input Rate (PW1500G) in W: %.2f\n',

energy_input_pw1500g);

overall_efficiency_pw1500g = power_output_pw1500g /
energy_input_pw1500g; % Efficiency
fprintf('Overall Efficiency (PW1500G): %.2f%%\n',
overall_efficiency_pw1500g * 100);

% Plotting results
engines = {'Pratt & Whitney PW1500G'};
efficiencies = [overall_efficiency_pw1500g];

bar(categorical(engines), efficiencies);
ylabel('Overall Efficiency');
title('Efficiency of Pratt & Whitney PW1500G Engine');

12
Command Window

SFC (PW1500G) in kg/N·s: 0.000063

Fuel Flow Rate (PW1500G) in kg/s: 4.483727
Power Output (PW1500G) in Watts: 20639740.80
Energy Input Rate (PW1500G) in W: 188316520.58
Overall Efficiency (PW1500G): 10.96%
>>

13
1.9 For Open Rotor Engine
General Electric GE36 UDF
The GE36 UDF represented an innovative approach to aircraft propulsion, utilizing
contra-rotating propellers (fans) without the traditional protective duct. This design
aimed to achieve significant fuel efficiency gains and reduce noise levels compared to
conventional turbofan engines.

Image Ref: Public Domain, [Link]

Specifications

 Type: Open Rotor or Unducted Type

 Thrust Range: Approximately 22,000 pounds-force (98 kN)
 Fan Diameter: 11 feet (3.35 meters)
 Bypass Ratio: 10
 Overall Pressure Ratio: around 25
 Specific Fuel Consumption (SFC): upto 0.40 lb/lbf/hr at cruise
 Length: still in development stage
 Dry Weight: still in development stage

Key Features

 Open Rotor Design: Featured two contra-rotating fan stages exposed to the
airflow, without a protective duct. This configuration aimed to improve
aerodynamic efficiency and reduce weight.

14
  Fuel Efficiency: Designed to achieve significant fuel savings compared to
traditional turbofans of the era, addressing the growing emphasis on fuel
economy and operating cost reduction.
1.10 ANALYTICAL THERMODYNAMIC MODELLING

Thrust Calculation

The thrust produced by a open rotor engine can be estimated using the following formula:
𝐹𝑡ℎ𝑟𝑢𝑠𝑡 = 𝑚̇ ⋅ (𝑉𝑒 − 𝑉𝑜 ) + (𝑃𝑒 − 𝑃0 ) ⋅ 𝐴𝑒
For simplification, we will calculate thrust based on the engine's specifications and typical
values:

 Inlet Velocity (𝑉𝑜 ): 0 (approximated for initial calculations)

 Exit Velocity (𝑉𝑒 ): Assuming Mach 0.85 at cruise altitude

 Exit Area (𝐴𝑒 ): Derived from thrust and exit velocity

 Assuming 𝑃𝑒 = 𝑃0

 Assuming 𝐹𝑡ℎ𝑟𝑢𝑠𝑡 = 90000 𝑁

𝑙𝑏.
 Assuming 𝑆𝐹𝐶 = 0.30
𝑙𝑏𝑓.ℎ𝑟

Step 1 (Calculating mass-flow rate kg/s)

Assuming a cruise speed of Mach 0.85 (290 m/s), the thrust equation simplifies to:
𝐹𝑡ℎ𝑟𝑢𝑠𝑡 = 𝑚̇ . 𝑉𝑒
Rearranging for 𝑚̇
𝐹𝑡ℎ𝑟𝑢𝑠𝑡
𝑚̇ =
𝑉𝑒
Substituting Values,
90000 𝑁
𝑚̇ = = 310.34 𝑘𝑔/𝑠
290 𝑚/𝑠

Step 2 (Conversion of Specific Fuel Consumption into kg/Ns)

Conversion of SFC to kg/N·s:

0.30 × 0.453592 𝑘𝑔
𝑆𝐹𝐶 = = 0.0000378
3600 𝑁𝑠
Step 3 (Overall Efficiency Calculation)
15
Overall efficiency (η) can be computed as:
𝑈𝑠𝑒𝑓𝑢𝑙 𝑃𝑜𝑤𝑒𝑟 𝑂𝑢𝑡𝑝𝑢𝑡
𝜂=
𝑇𝑜𝑡𝑎𝑙 𝑃𝑜𝑤𝑒𝑟 𝐼𝑛𝑝𝑢𝑡
Where:

 Power Output: Thrust × Velocity

𝑃𝑜𝑤𝑒𝑟 𝑂𝑢𝑡𝑝𝑢𝑡 = 90000 × 290 = 26.1𝑀𝑊

 Total Power Input = Fuel Flow Rate × Fuel Energy Content

For fuel flow rate in kg/s

𝑘𝑔
𝐹𝑢𝑒𝑙 𝐹𝑙𝑜𝑤 𝑅𝑎𝑡𝑒 = 𝑆𝐹𝐶 × 𝑇ℎ𝑟𝑢𝑠𝑡 = 0.0000378 × 90000 = 3.402
𝑠
Fuel energy content = 42 MJ/kg
Total Power Input:
𝑇𝑜𝑡𝑎𝑙 𝑃𝑜𝑤𝑒𝑟 𝐼𝑛𝑝𝑢𝑡 = 3.402 𝑘𝑔/𝑠 × 42 𝑀𝐽/𝑘𝑔 ≈ 142.9 𝑀𝑊
Efficiency:
26.1𝑀𝑊
𝜂= ≈ 0.1827 𝑜𝑟 18.27%
142.9 𝑀𝑊

16
1.11 NUMERICAL THERMODYNAMIC MODELLING
Using MATLAB
SCRIPT FILE

% Given data for GE36UDF

thrust_ge36udf = 90000; % N (thrust in Newtons)
sfc_ge36udf = 0.30 * 0.453592 / 3600; % kg/N·s (SFC in lb/lbf/hr
converted to kg/N·s)
fuel_energy_content = 42 * 10^6; % MJ/kg to J/kg

% Convert SFC to kg/N·s

sfc_ge36udf_kg_ns = sfc_ge36udf;

fprintf('SFC (GE36UDF) in kg/N·s: %.6f\n', sfc_ge36udf_kg_ns);

% Fuel flow rate

fuel_flow_ge36udf_kg_s = sfc_ge36udf * thrust_ge36udf; % kg/s

fprintf('Fuel Flow Rate (GE36UDF) in kg/s: %.6f\n',

fuel_flow_ge36udf_kg_s);

% Power output (assuming a specific speed of 290 m/s)

power_output_ge36udf = thrust_ge36udf * 290; % W

fprintf('Power Output (GE36UDF) in Watts: %.2f\n',

power_output_ge36udf);

% Efficiency calculation
energy_input_ge36udf = fuel_flow_ge36udf_kg_s * fuel_energy_content; % W

fprintf('Energy Input Rate (GE36UDF) in W: %.2f\n',

energy_input_ge36udf);

overall_efficiency_ge36udf = power_output_ge36udf /
energy_input_ge36udf; % Efficiency
fprintf('Overall Efficiency (GE36UDF): %.2f%%\n',
overall_efficiency_ge36udf * 100);

% Plotting results
engines = {'GE36UDF'};
efficiencies = [overall_efficiency_ge36udf];

bar(categorical(engines), efficiencies);
ylabel('Overall Efficiency');
title('Efficiency of GE36UDF Engine');

17
Command Window

SFC (GE36UDF) in kg/N·s: 0.000038

Fuel Flow Rate (GE36UDF) in kg/s: 3.401940
Power Output (GE36UDF) in Watts: 26100000.00
Energy Input Rate (GE36UDF) in W: 142881480.00
Overall Efficiency (GE36UDF): 18.27%
>>

18
 Chapter 02 ENVIRONMENTAL IMPACTS
2.1 Emissions Analysis
To compare NOx emissions, we use the following formula:
NOx Emissions = Emission Index × Fuel Flow Rate
- Emission Index for NOx (g/kg of fuel burned):
- AE3007: 15 g/kg Conventional Turbofan Engine
- PW1500G: 10 g/kg Geared Turbofan Engine
- GE36UDF: 5 g/kg Open Rotor Engine
Calculate emissions for each engine using their respective fuel flow rates from previous
sections.
Using MATLAB
SCRIPT FILE
emission_index_ae3007 = 18;
emission_index_pw1500g = 20;
emission_index_ge36udf = 8;

% Given fuel flow rates (converted from kg/hr to kg/s)

fuel_flow_ae3007_kg_s = 80 / 3600;
fuel_flow_pw1500g_kg_s = 100 / 3600;
fuel_flow_ge36udf_kg_s = 120 / 3600;

% Calculate NOx emissions in kg/hr

nox_ae3007 = emission_index_ae3007 * fuel_flow_ae3007_kg_s * 3600;
nox_pw1500g = emission_index_pw1500g * fuel_flow_pw1500g_kg_s * 3600;
nox_ge36udf = emission_index_ge36udf * fuel_flow_ge36udf_kg_s * 3600;

% Plotting results
engines = {'AE3007', 'PW1500G', 'GE36UDF'};
nox_emissions = [nox_ae3007, nox_pw1500g, nox_ge36udf];

bar(categorical(engines), nox_emissions);
ylabel('NOx Emissions (kg/hr)');
title('NOx Emissions Comparison of Engines');

19
20
2.2 Comparison of NOx Emissions for All Three Types of Engines

AE3007 Engine (Conventional Turbofan Engine)

 NOx Emissions: 1440 kg/hr

 Conclusion: The AE3007 has a moderate level of NOx emissions compared to the
other engines. Its emission index and fuel flow rate contribute to emissions that
are neither the highest nor the lowest among the three engines considered.

PW1500G Engine (Geared Turbofan Engine)

 NOx Emissions: 2000 kg/hr

 Conclusion: The PW1500G engine has the highest NOx emissions among the
three engines. This is due to its higher emission index and fuel flow rate, making
it less environmentally friendly in terms of NOx emissions.

GE36UDF Engine (Open Rotor Engine)

 NOx Emissions: 960 kg/hr

 Conclusion: The GE36UDF engine has the lowest NOx emissions. Despite its
higher fuel flow rate, the low emission index significantly reduces its NOx output,
making it the most environmentally friendly option in terms of NOx emissions
among the three engines.

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2.3 Noise Regulations Compliance for All Three Types of Engines

AE3007 Engine (Conventional Turbofan Engine)

 The AE3007 is a high-bypass turbofan engine, commonly used in regional jets such as the
Embraer ERJ family.
 Typically complies with ICAO Chapter 4 noise standards, which apply to jet aircraft
certified after January 1, 2006.
 Also meets FAA Part 36 Stage 4 standards, which are equivalent to ICAO Chapter
4.

PW1500G Engine (Geared Turbofan Engine)

 Known for its efficiency and lower noise levels due to the geared fan technology,
which allows the fan to rotate at a lower speed, reducing noise.
 Complies with the more stringent ICAO Chapter 14 noise standards, which apply
to aircraft certified from December 31, 2017.
 Meets FAA Part 36 Stage 5 standards, which are equivalent to ICAO Chapter 14,
and represent the latest and most stringent noise requirements.

GE36UDF Engine (Open Rotor Engine)

 It is designed to offer high efficiency with potentially lower noise levels compared
to conventional jet engines.
 Historically, the open rotor designs faced challenges with noise, but advancements
have been made to ensure compliance with noise standards.
 Designed to meet ICAO Chapter 4 standards at a minimum, with efforts to achieve
compliance with ICAO Chapter 14 depending on advancements in open rotor
technology.
 Would aim to comply with FAA Part 36 Stage 4 or Stage 5 standards.

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 CHAPTER 03 DESIGN TRADE-OFFS

Evaluating the design trade-offs between the three engine types reveals distinct
advantages and disadvantages:
AE3007 Engine (Conventional Turbofan Engine)
Fuel Efficiency:
 Strengths: Balanced for regional jets, optimized for short to medium-haul flights.
 Trade-offs: Less efficient compared to newer, advanced engines like the
PW1500G.
Emissions:
 NOx: Moderate at around 1440 kg/hr.
 CO2: Higher compared to modern engines due to lower overall efficiency.
Noise:
 Strengths: Meets ICAO Chapter 4 and FAA Stage 4 standards.
 Trade-offs: Higher noise levels compared to newer engines with advanced noise
reduction technologies.

PW1500G Engine (Geared Turbofan Engine)

Fuel Efficiency:

 Strengths: High due to geared turbofan technology, reducing fuel burn.

 Trade-offs: Higher initial and maintenance costs due to complexity.

Emissions:

 NOx: Lower, around 2000 kg/hr, thanks to advanced combustor technology.

 CO2: Significantly lower due to improved fuel efficiency.

Noise:

 Strengths: Meets ICAO Chapter 14 and FAA Stage 5 standards, significantly

reducing noise.
 Trade-offs: Geared mechanism adds complexity, potentially increasing
maintenance requirements.

GE36UDF Engine (Open Rotor Engine)

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Fuel Efficiency:

 Strengths: Potentially very high due to unducted fan design.

 Trade-offs: Aerodynamic and integration challenges might offset some efficiency
gains.

Emissions:

 NOx: Lowest, around 960 kg/hr.

 CO2: Potentially very low due to high efficiency and advanced combustion
processes.

Noise:

 Strengths: Designed to compete with conventional turbofans.

 Trade-offs: Unique noise characteristics can be harder to mitigate, posing
compliance challenges.

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 CHAPTER 04 CONCLUSION
Based on the comprehensive analysis performed,
The Rolls-Royce AE 3007 engine appears to offer the best compromise for short-haul
regional aircraft in the current era because of its overall highest efficiency compared to
other two types of engines. It demonstrates competitive fuel efficiency, meets stringent
noise and emissions regulations, and is well-established in regional jet applications.
Despite newer technologies like the geared turbofan (PW1500G) and open rotor (GE36
UDF) engines showing advancements in specific areas, the AE 3007 strikes a balance
across efficiency, emissions, and noise performance, making it a robust choice for
operators focusing on operational costs, environmental impact, and regulatory
compliance in regional aviation.
But it is difficult to say the same in the near future as advanced gear boxes and rotor
technology keeps on developing day by day.

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References & Resources
 [Link] (for specifications)
 [Link] (for specifications)
 [Link] (for specifications)
 [Link] (for NOx data)
 MATLAB, MS-Word (for computation and report formatting)

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