COMPLEX ENGINEERING PROBLEM
Department of Mechanical Engineering
NED University of Engineering and Technology
CEP (ME-417)
COPRESSIBLE FLOW & PROPULSION SYSTEM
Submitted by:
Abeer Ahmed Khan
ME-20227
Batch: 2020
Section: F
Submitted to:
Dr. Asad Akhtar
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Engine Description:
Conventional Turbo Fan Engine:
The conventional turbofan engine is the most prevalent propulsion system in commercial
aviation. It features a fan positioned at the front of the engine that draws in air. Due to the high-
bypass ratio design, a substantial portion of this air bypasses the engine core. The remaining air
is compressed, combined with fuel, and ignited within the core. The fan's turbine is powered by
the resulting high-speed exhaust gases, generating thrust.
Geared Turbo Fan Engine:
The geared turbofan engine integrates a gearbox positioned between the low-pressure turbine and
the fan, marking a significant technological leap from conventional turbofans. This gearbox
enhances overall efficiency by allowing the fan and turbine to operate independently at their
optimal speeds. As a result, the geared turbofan achieves improved performance by consuming
less fuel and emitting fewer pollutants and noise compared to traditional engine designs.
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Open Rotor Engine:
The Open rotor engine, also known as the un ducted fan, represents an advanced concept aimed
at reducing emissions and enhancing fuel efficiency. It features counter-rotating propellers
driven by a gas turbine core. Unlike traditional turbofans, this design lacks the usual nacelle and
employs open propellers.
Abeer Ahmed Khan ME-20227
Aircraft:
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Airbus A320neo:
I have chosen the Airbus A320neo for this assessment because it is a flexible regional jet
specifically designed for short-distance flights, widely utilized by regional airlines. With seating
for 70 to 90 passengers, it delivers efficient performance tailored for regional operations. Its
well-rounded design, combining capacity, range, and operational efficiency, positions it ideally
for evaluating how different engine types affect fuel efficiency, noise levels, and operational
parameters in short-haul regional aviation.
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Data:
Conventional Turbofan Engine
Engine: General Electric CF6-80C2
Thrust: 280,000 N
Specific Fuel Consumption (SFC): 0.58 kg/N·h
Bypass Ratio: 6.5:1
Overall Efficiency: 38%
NOx Emission Index: 16 g/kN
Geared Turbofan Engine
Engine: CFM International LEAP-1A
Thrust: 150,000 N
SFC: 0.049 kg/N·h
Bypass Ratio: 10:1
Overall Efficiency: 47%
Gear Ratio: 4:1
NOx Emission Index: 11 g/kN
Open Rotor Engine
Source: Eurocopter X³
Thrust: 120,000 N
SFC: 0.048 kg/N·h
Propeller Design: Coaxial counter-rotating
Overall Efficiency: 52%
NOx Emission Index: 9 g/kN
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Fuel flow rate calculations:
FFR=Thrust × SFC
Let's calculate the fuel flow rate for each engine:
1. Conventional Turbofan Engine (General Electric CF6-80C2)
Thrust: 280,000 N
SFC: 0.58 kg/N·h
FFR=280,000×0.58=162,400 kg/h = 45.11 g/s
2. Geared Turbofan Engine (CFM International LEAP-1A)
Thrust: 150,000 N
SFC: 0.049 kg/N·h
FFR=150,000×0.049=7,350 kg/h = 2.04 g/s
3. Open Rotor Engine (Eurocopter X³)
Thrust: 120,000 N
SFC: 0.048 kg/N·h
1. FFR=120,000×0.048=5,760 kg/h = 1.60 g/s
Conventional Turbofan Engine has a higher fuel flow rate due to its higher SFC and thrust
requirements.
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Emissions Analysis:
Using the Formula:
NOx Emissions = (Fuel Flow Rate) *(NOx Emission Index)
Conventional Turbofan:
NOx Emissions = (45.11) *(15)
NOx Emissions = 676.65 g/s
Geared Turbofan:
NOx Emissions = (2.04) *(12)
NOx Emissions = 24.48 g/s
Open Rotor Engine:
NOx Emissions = (1.60) *(10)
NOx Emissions = 16 g/s
Comparison:
Integrating cutting-edge engine technologies like geared turbofan or open rotor
engines can effectively lower the NOx emissions of the Airbus A320neo, supporting
environmental sustainability objectives. Each engine type offers unique trade-offs
between emissions, efficiency, and operational suitability, underscoring the need
for a comprehensive cost-benefit evaluation to determine the most suitable engine
choice.
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Noise Impact:
Conventional Turbofan
General Electric CF6-80C2
Take-off: 85 dB
Landing: 80 dB
Geared Turbofan
CFM International LEAP-1A
Take-off: 84 dB
Landing: 79 dB
Open Rotor
Eurocopter X³
Take-off: 94 dB
Landing: 85 dB
Comparison:
Conventional turbofan engines typically generate lower noise levels than older
turbojets because of their high bypass ratio, which decreases exhaust velocity and
consequently reduces noise. Geared turbofan engines utilize a gearbox that enables
independent operation speeds for the fan and low-pressure turbine, offering
potential for notable noise reduction through optimization. Open rotor engines are
recognized for potential efficiency improvements but may produce increased noise
levels due to their un-ducted fan blade design.
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Thermodynamic Modelling:
Conventional Turbo Fan Engine:
Thrust specific Fuel Consumption: Fuel Flow rate / Thrust
Thrust specific Fuel Consumption: 45.0888/ 280
Thrust specific Fuel Consumption: 0.161 kN kg /s
Overall Efficiency = (Thermal Efficiency) x (Propulsive Efficiency)
Overall Efficiency = (0.35) x (0.75)
Overall Efficiency = 0.2625
Overall Efficiency = 26.25%
Geared Turbo Fan Engine
Thrust specific Fuel Consumption: Fuel Flow rate / Thrust
Thrust specific Fuel Consumption: 0.48 / 150
Thrust specific Fuel Consumption: 0.0032 kN kg /s
Overall Efficiency = (Thermal Efficiency) x (Propulsive Efficiency) x (gear box Efficiency)
Overall Efficiency = (0.4) x (0.8) x (0.997)
Overall Efficiency = 0.3190
Overall Efficiency = 31.90%
Open Rotor Engine
Thrust specific Fuel Consumption: Fuel Flow rate / Thrust
Thrust specific Fuel Consumption: 0.4 / 120
Thrust specific Fuel Consumption: 0.0033 kN kg /s
Overall Efficiency = (Thermal Efficiency) x (Propulsive Efficiency)
Overall Efficiency = (0.58) x (0.75)
Overall Efficiency = 0.435
Overall Efficiency = 43.5%
Abeer Ahmed Khan ME-20227
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Design Tradeoffs:
Performance VS Emissions & Noise
Engines Thrust SFC Efficiency NOx Noise
Conventional 280,000 0.58 26.25% 16 82.5
Geared 150,000 0.049 31.90% 11 81.5
Open Rotor 120,000 0.048 43.5% 9 89
Emission Impact:
Local Air Quality:
Ozone production at ground level may result from high NOx emissions.
Global Climate Change:
Because NOx increases radiative forcing, global temperatures rise.
Physical integration involves carefully assessing the size, weight, and mounting points of the
engine to ensure they align with the structural capabilities of the aircraft. This ensures that the
engine can be securely installed without compromising the integrity or balance of the aircraft.
Aerodynamic compatibility is essential to prevent any negative impact on the aircraft's
aerodynamics. A new engine should not introduce additional drag or disrupt airflow patterns,
which could reduce overall efficiency and affect flight performance.
Maintaining the aircraft's center of gravity is crucial for flight safety. The weight of the new
engine must be carefully balanced with other components to ensure the aircraft remains stable
and controllable during all phases of flight.
Lastly, considerations for maintenance and repair are vital. This includes ensuring that spare
parts for the new engine are readily available, and that maintenance procedures are
straightforward and compatible with existing infrastructure. This approach helps minimize
downtime and operational disruptions, ensuring the aircraft remains operational and reliable over
its service life.
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Software Analysis:
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Results Obtained:
Real World Constraints:
The engine chosen must adhere to rigorous safety standards established by regulatory bodies such as the
FAA, EASA, and ICAO. It is essential to meet strict regulations governing emissions, including limits for
NOx, CO, particulates, and unburned carbon. Furthermore, compliance with noise level criteria is crucial
for certification during takeoff, landing, and flyover, especially given stringent airport noise limits in
densely populated areas. Obtaining both type certification and operational permissions is mandatory for
every aircraft model utilizing the engine, ensuring compliance with regulatory requirements for safe and
environmentally responsible operation.
Conclusion:
This study evaluated the performance, emissions, specific fuel consumption (SFC), and noise
levels of three engine variants—Conventional Turbofan, Geared Turbofan, and Open Rotor—in
the context of their suitability for the Airbus A320neo regional jet.
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Recommendation:
Present Recommendation: The Geared Turbofan Engine (CFM International
LEAP-1A) appears to be the most balanced choice for current applications. It
offers good thrust (150,000 N), relatively low specific fuel consumption (SFC) at
0.049 kg/N·h, a high bypass ratio (10:1), and a decent overall efficiency (47%). It
also achieves a lower NOx emission index (11 g/kN) compared to the
Conventional Turbofan.
Future Recommendation: Looking forward, the Open Rotor Engine (Eurocopter
X³) stands out as a promising option. Despite a lower thrust (120,000 N), it boasts
the lowest SFC (0.048 kg/N·h), highest overall efficiency (52%), and the lowest
NOx emission index (9 g/kN) among the three types. Its unique coaxial counter-
rotating propeller design could potentially offer significant fuel efficiency gains
and emissions reductions, making it a viable choice for future aircraft engines,
especially with increasing emphasis on environmental sustainability and efficiency.
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