UNDUCTED FAN ENGINE DESIGN

Embry-Riddle Aeronautical University

AE-440
Dr. Magdy Attia
04.26.2011

TEAM FUDD
Chris Burch
Helena Hobbs
Noelle Palmer
Ryan Dantis
Shaheryar Khan
Steven Bohlemann
Timothy Hauenstein

Executive Summary
This report covers the detailed analysis for the unducted propfan engine with variable pitch and counter
rotating blades to compete in the same thrust class as the CFM International CFM 56-7B24. The design
uses 13 blades for the forward propfan and 11 blades for the aft propfan and has a diameter of 4.04m.
Propfan 1 runs at 1708 RPM and propfan 2 runs at 1855 RPM at cruise conditions. At takeoff conditions,
propfan 1 and 2 operate at 1610 RPM. The variable pitch blades remove the need for thrust reversers
and save a large amount of weight compared to conventional turbofan configurations. The engine is
designed to cruise at .85M at 34,000ft altitude. Takeoff speed was assumed to be .212M. The engine
can produce the required 7402lbf of thrust, which amounts 40% of CFM56 7B24 takeoff thrust. The
cruise TSFC is 0.63 per hour which is comparable to .627 of the CFM56. The TIT is 1558K for cruise and
1672K for takeoff. The exhaust gas temperature (EGT) is 681.4K for cruise and 832.2K for takeoff. Core
mass flow is designed for a cruise value of 30kg/s at cruise and 65kg/s at takeoff. The first and second
propfan mass flows are 456.1 and 459.8 respectively at cruise. At takeoff the propfan mass flows change
to 164.2 for the first propfan then 219.0 for the second propfan.

Table of Contents
1.

2.

3.

Introduction and Competitive Analysis............................................................................................... 14

1.1

Problem Statement and Requirements ...................................................................................... 14

1.2

Detailed Analysis ......................................................................................................................... 15

1.3

Technological Innovations .......................................................................................................... 16

Cycle .................................................................................................................................................... 17
2.1

General Information ................................................................................................................... 17

2.2

Cycle at Design: Cruise ................................................................................................................ 18

2.3

Cycle at off-design: Take-off ....................................................................................................... 20

2.4

Key Engine Performance Values ................................................................................................. 22

2.5

Customer and Cooling Bleeds ..................................................................................................... 22

Intermediate Pressure Compressor (IPC) ........................................................................................... 23

3.1

3.1.1

Key IPC design choices and criteria ..................................................................................... 24

3.1.2

Aerodynamic Analysis ......................................................................................................... 25

3.1.3

Thermodynamic analysis..................................................................................................... 29

3.1.4

Geometric Analysis ............................................................................................................. 30

3.2

4.

IPC at Design Condition: Cruise ................................................................................................... 23

Off Design Condition: Takeoff ..................................................................................................... 33

3.2.1

IPC design criteria ............................................................................................................... 33

3.2.2

Geometry Analysis .............................................................................................................. 34

3.2.3

Key IPC trends ..................................................................................................................... 36

High Pressure Compressor (HPC) ........................................................................................................ 39

4.1

HPC at Design Conditions: Cruise................................................................................................ 39

4.1.1

Aerodynamic Analysis ......................................................................................................... 39

4.1.2

Thermodynamic Analysis .................................................................................................... 45

4.1.3

Geometric Analysis ............................................................................................................. 46

4.2

HPC at Off Design Conditions: Takeoff........................................................................................ 48

4.2.1

HPC Design Criteria ............................................................................................................. 48

4.2.2

Geometric Analysis ............................................................................................................. 49

4.2.3

Key HPC Trends ................................................................................................................... 51

5.

Combustion Chamber ......................................................................................................................... 53

6.

High Pressure Turbine (HPT) ............................................................................................................... 56

3

7.

8.

9.

6.1

Aerodynamic Analysis ................................................................................................................. 57

6.2

Thermodynamic Analysis ............................................................................................................ 60

6.3

Geometric Analysis ..................................................................................................................... 61

Intermediate Pressure Turbine (IPT) ................................................................................................... 64

7.1

Aerodynamic Analysis ................................................................................................................. 65

7.2

Thermodynamic Analysis ............................................................................................................ 70

7.3

Geometric Analysis ..................................................................................................................... 71

Power Turbine (PT) ............................................................................................................................. 74

8.1

Aerodynamic Analysis ................................................................................................................. 77

8.2

Thermodynamic Analysis ............................................................................................................ 83

8.3

Geometric Analysis ..................................................................................................................... 87

Propfan................................................................................................................................................ 90
9.1.

Geometric Analysis ..................................................................................................................... 91

9.2.

Aerodynamic Analysis ................................................................................................................. 97

9.3.

Thermodynamic Analysis ............................................................................................................ 99

9.4.

Performance ............................................................................................................................. 103

10. Inlet ................................................................................................................................................... 105

11. Ducts ................................................................................................................................................. 108
11.1

High Pressure Compressor Exit Diffuser ................................................................................... 108

11.1.1

Diffuser Thermodynamics ................................................................................................. 108

11.1.2

Diffuser Geometry ............................................................................................................ 109

11.2

Intermediate Pressure Compressor/Power Turbine Duct ........................................................ 109

11.2.1

Duct Thermodynamics ...................................................................................................... 109

11.2.2

Duct Geometry .................................................................................................................. 110

12. Materials ........................................................................................................................................... 111

12.1

Prop Fan .................................................................................................................................... 111

12.2

Compressor ............................................................................................................................... 112

12.3

Combustion Chamber ............................................................................................................... 112

12.3.1

Thermal Barrier Coating (TBC) .......................................................................................... 113

12.3.2

Anti Oxidation Coating ...................................................................................................... 114

12.4

Turbine ...................................................................................................................................... 114

12.5

Duct and Diffuser ...................................................................................................................... 115

4

12.6

Inlet and Exit Cone .................................................................................................................... 116

1.

References ........................................................................................................................................ 117

2.

Appendix ........................................................................................................................................... 118

Table of Figures
Figure 1: Unducted Propfan GE36 (NASA) .................................................................................................. 16
Figure 2: Total and Static Pressure for cruise conditions............................................................................ 18
Figure 3: Total and Static Temperature for Cruise Conditions ................................................................... 19
Figure 4: Mach Number Trend at Cruise..................................................................................................... 19
Figure 5: Total and Static Pressure for Takeoff Conditions......................................................................... 20
Figure 6: Total and Static Temperature for Takeoff Conditions ................................................................. 21
Figure 7: Mach number Trend at Take-Off ................................................................................................. 21
Figure 8: IPC Isometric View ....................................................................................................................... 23
Figure 9: IPC Velocity Triangles at the Tip of the Second Stage.................................................................. 26
Figure 10: IPC Velocity Triangle at the Mid of the Second Stage................................................................ 27
Figure 11: IPC Velocity Triangle at the Hub of Second Stage ...................................................................... 28
Figure 12: IPC h-s Diagram of the Second Stage in the absolute FoR ......................................................... 29
Figure 13: IPC Meridional View ................................................................................................................... 30
Figure 14: IPC Stagger ................................................................................................................................. 31
Figure 15: IPC Gap to Pitch Ratio ................................................................................................................ 32
Figure 16: IPC Number of Blades vs Stages................................................................................................. 32
Figure 17: GE90-76B RPM at Take-Off and Cruise Conditions .................................................................... 35
Figure 18: IPC Flow Coefficient at Cruise and Take-Off .............................................................................. 36
Figure 19: IPC Pressure Ratio at Cruise and Take-Off ................................................................................. 36
Figure 20: IPC Work Coefficient at Cruise and Take-Off ............................................................................. 37
Figure 21: IPC Degree of Reaction at Cruise and Take-Off ......................................................................... 37
Figure 22: HPC Isometric View .................................................................................................................... 39
Figure 23: HPC Stage 3 Hub Velocity Triangles ........................................................................................... 42
Figure 24: HPC Stage 3 Mid Velocity Triangles ........................................................................................... 43
Figure 25: HPC Stage 3 Tip Velocity Triangles ............................................................................................. 44
Figure 26: HPC h-s Diagram for Stage 3 ...................................................................................................... 45
Figure 27: HPC Meridional View ................................................................................................................. 46
Figure 28: HPC Stage 1 Splitter Blade Detail ............................................................................................... 46
Figure 29:HPC Stagger for Stage 3 Rotor .................................................................................................... 47
Figure 30: HPC Gap to Pitch vs Blade Number............................................................................................ 47
Figure 31: HPC Number of Blades vs Stage Number .................................................................................. 48
Figure 32: HPC Flow Coefficient at Cruise and Takeoff............................................................................... 51
Figure 33: HPC Pressure Ratio for Cruise and Takeoff ................................................................................ 51
Figure 34: HPC Work Coefficient at Cruise and Takeoff ............................................................................. 52
Figure 35: HPC Degree of Reaction at Cruise and Takeoff .......................................................................... 52
Figure 36: Combustion Chamber ................................................................................................................ 53
Figure 37: Combustion Chamber h-s Diagram ............................................................................................ 54
Figure 38: HPT Isometric View .................................................................................................................... 56
Figure 39: HPT Hub Velocity Triangle.......................................................................................................... 57
Figure 40: HPT Mid Velocity Triangle .......................................................................................................... 58
6

Figure 41: HPT Tip Velocity Triangle ........................................................................................................... 59

Figure 42: HPT h-s Diagram......................................................................................................................... 60
Figure 43: HPT Meridional View ................................................................................................................. 61
Figure 44: Stagger of Rotor Blade ............................................................................................................... 62
Figure 45: Isometric View of IPT ................................................................................................................. 64
Figure 46: HPT-IPT Mid Velocity Triangle.................................................................................................... 65
Figure 47: HPT-IPT Hub Velocity Triangle ................................................................................................... 65
Figure 48: HPT-IPT Tip Velocity Triangle ..................................................................................................... 65
Figure 49: IPT Hub Velocity Triangle ........................................................................................................... 67
Figure 50: IPT Mid Velocity Triangle ........................................................................................................... 68
Figure 51: IPT Tip Velocity Triangle ............................................................................................................. 69
Figure 52: IPT h-s Diagram .......................................................................................................................... 70
Figure 53: IPT Meridional View ................................................................................................................... 71
Figure 54: IPT Stagger ................................................................................................................................. 72
Figure 55: Counter-rotating power turbine [AIAA-85-1190 The Unducted fan engine] ............................ 74
Figure 56: A 3D view of the power turbine (IGV/OGV-red; Rotors-blue; Unearthed Stators-black).......... 74
Figure 57: Conventional Stage .................................................................................................................... 75
Figure 58: Counter-Rotating Stage.............................................................................................................. 75
Figure 59: Work Split across the Power Turbine ........................................................................................ 76
Figure 60: Work Coefficient of Rotors and Stators across the Power Turbine ........................................... 77
Figure 61: Velocity Triangle at Hub, Mid, and Tip; Rotor 1 Rotating Counter-Clockwise, Stator 1 Rotating
Clockwise .................................................................................................................................................... 80
Figure 62: Stack for the Power Turbine Rotor. ........................................................................................... 81
Figure 63: Stack for the Power Turbine Stator ........................................................................................... 81
Figure 64: Velocity Distribution across the Power Turbine ........................................................................ 82
Figure 65: Flow Coefficient across the Power Turbine ............................................................................... 82
Figure 66: Degree of Reaction for the Power Turbine Components .......................................................... 83
Figure 67: Meridional View of for Station 1, 2, 3 and 4 .............................................................................. 84
Figure 68: h-s Diagram UDF rotor in Relative FoR ...................................................................................... 84
Figure 69: h-s Diagram UDF rotor in Absolute FoR ..................................................................................... 85
Figure 70: Pressure Variation across Power Turbine .................................................................................. 86
Figure 71: Temperature Variation across the Power Turbine .................................................................... 86
Figure 72: The Meridional Flow Path of the Power Turbine ....................................................................... 88
Figure 73: The Number of Blades across the Power turbine ...................................................................... 89
Figure 74: Propfan Isometric View.............................................................................................................. 90
Figure 75: Propfan Airfoil ............................................................................................................................ 91
Figure 76: Propfan 1 snd 2 .......................................................................................................................... 93
Figure 77: Pitch Angles across Flight Conditions......................................................................................... 94
Figure 78: Angle of Attack Across Flight Conditions ................................................................................... 95
Figure 79: Advance Angle Across Flight Conditions .................................................................................... 96
Figure 80: Propfan Cruise Velocity Triangle ................................................................................................ 97
Figure 81: Propfan h-s Diagram .................................................................................................................. 99
7

Figure 82: Propfan Aero/Thermo Stations .................................................................................................. 99

Figure 83: Propfan Relative h-s Diagram .................................................................................................. 101
Figure 84: Propfan Aero/Thermo Stations for Relative Frame of Reference ........................................... 101
Figure 85: Detailed Meridional Inlet View with Capture Cones ............................................................... 105
Figure 86: h-s Diagram of Flow through Inlet Diffuser ............................................................................. 106
Figure 87: HPC Exit Diffuser Thermodynamics and h-s Diagram .............................................................. 108
Figure 88: HPC exit Diffuser Meridonial View ........................................................................................... 109
Figure 89: IPT/PT Thermodynamics and h-s Diagram ............................................................................... 109
Figure 90: Detailed Meridional View of IPT/PT Duct ................................................................................ 110

List of Tables
Table 1: Requirements for Cycle Analysis ................................................................................................... 14
Table 2: GE 36 UDF Data ............................................................................................................................. 15
Table 3: CFM 56-7B24 ................................................................................................................................. 15
Table 4: Stage Locations ............................................................................................................................. 17
Table 5: Pressure Ratio Values .................................................................................................................... 17
Table 6: Total and Static Pressure for Cruise Conditions Values ................................................................ 18
Table 7: Total and Static Temperature for Cruise Conditions Values ......................................................... 19
Table 8: Total and Static Pressure for Takeoff Conditions Values .............................................................. 20
Table 9: Total and Static Temperature for Takeoff Conditions Values ....................................................... 21
Table 10: Key Engine Thrust and TSFC ........................................................................................................ 22
Table 11: Bleed Effects ................................................................................................................................ 22
Table 12: IPC Design Choices ...................................................................................................................... 24
Table 13: IPC Design Values for each Stage ................................................................................................ 24
Table 14: IPC Design Values at Each Rotor and Stator................................................................................ 24
Table 15: IPC Alpha and Beta Design Values............................................................................................... 25
Table 16: IPC Tip Velocity Triangle Data ..................................................................................................... 26
Table 17: IPC Velocity Triangle Data at the Mid ......................................................................................... 27
Table 18: IPC Velocity Triangle Data at the Hub ......................................................................................... 28
Table 19: IPC h-s Diagram Values for the Second Stage ............................................................................. 29
Table 20: IPC Design Values at Off Design .................................................................................................. 33
Table 21: IPC Design Values at each Rotor and Stator at Off Design .......................................................... 34
Table 22: IPC Variable Stator Vane Deflection in Degrees.......................................................................... 34
Table 23: IPC Beta Error Entering the Rotors .............................................................................................. 35
Table 24: HPC Design Choices ..................................................................................................................... 39
Table 25: HPC Design Values at Each Stage ................................................................................................ 40
Table 26: HPC Design Values at Each Rotor and Stator .............................................................................. 40
Table 27: HPC Design Values at each Aero/Thermo Station....................................................................... 41
Table 28: HPC Stage 3 Hub Velocity Values ................................................................................................ 42
Table 29: HPC Stage 3 Mid Velocity Values ................................................................................................ 43
Table 30: HPC Stage 3 Tip Velocity Values .................................................................................................. 44
Table 31: HPC h-s Diagram Values for Stage 3 ............................................................................................ 45
Table 32:HPC Stagger for Stage 3 Rotor ..................................................................................................... 47
Table 33: HPC Off Design Values at Each Stage .......................................................................................... 48
Table 34: HPC Off Design Values at Each Blade .......................................................................................... 49
Table 35: HPC Variable Stator Vane Deflection .......................................................................................... 50
Table 36: HPC Error in Beta ......................................................................................................................... 50
Table 37: Combustion Chamber Inlet and Outlet ....................................................................................... 53
Table 38: Parameters of Jet-A Fuel ............................................................................................................. 54
Table 39: Combustion Chamber Fuel Parameters ...................................................................................... 55
Table 40: Combustion Chamber Specifics................................................................................................... 55
9

Table 41: HPT Hub Velocity Triangle Values ............................................................................................... 57

Table 42: HPT Mid Velocity Triangle Values ............................................................................................... 58
Table 43: HPT Tip Velocity Triangle Values ................................................................................................. 59
Table 44: HPT h-s Diagram Values .............................................................................................................. 60
Table 45: HPT Radii Values .......................................................................................................................... 61
Table 46: HPT Airfoil Geometry Values ....................................................................................................... 62
Table 47: Key Values for the HPT ................................................................................................................ 63
Table 48: HPT-IPT Velocity Triangle Values................................................................................................. 66
Table 49: IPT Hub Velocity Triangle Values ................................................................................................. 67
Table 50: IPT Mid Velocity Triangle Values ................................................................................................. 68
Table 51: IPT Tip Velocity Triangle Values .................................................................................................. 69
Table 52: IPT h-s Diagram Values ................................................................................................................ 70
Table 53: IPT Radii Values ........................................................................................................................... 72
Table 54: IPT Airfoil Values ......................................................................................................................... 72
Table 55: IPT Key Values ............................................................................................................................. 73
Table 56: Counter-rotating Stage vs. Conventional Stage .......................................................................... 75
Table 57: Power Requirement .................................................................................................................... 76
Table 58: PT Aerodynamic characteristics at TIP ........................................................................................ 78
Table 59: PT Aerodynamic characteristics at MID ...................................................................................... 78
Table 60: PT Aerodynamic characteristics at HUB ...................................................................................... 79
Table 61: Thermodynamic Characteristics across Station 1, 2, 3 and 4 ..................................................... 85
Table 62: Geometry per Station across the Power Turbine ....................................................................... 87
Table 63: Geometry per Component across the Power Turbine ................................................................ 88
Table 64: Propfan Airfoil Data ..................................................................................................................... 91
Table 65: Radial Variation for Propfan........................................................................................................ 92
Table 66: Propfan Key Geometric Values ................................................................................................... 92
Table 67: Propfan Cruise Velocity Triangle Values ..................................................................................... 98
Table 68: Propfan Cruise Thermodynamic Values .................................................................................... 100
Table 69: Propfan Relative Thermodynamic Values ................................................................................. 102
Table 70: Propfan Off Design Thermodynamic Values ............................................................................. 102
Table 71: Key Propfan Stage Thermodynamic Values- Off Design ........................................................... 103
Table 72: Propfan Cruise Performance ..................................................................................................... 103
Table 73: Propfan Takeoff and SLS Performance...................................................................................... 104
Table 74: Areas at Locations of Interest Necessary for Inlet Design ........................................................ 105
Table 75: Thermodynamics through Inlet Diffuser at Cruise .................................................................... 106
Table 76: Thermodynamics through Inlet Diffuser at Takeoff .................................................................. 107
Table 77: Diffuser Thermodynamics ......................................................................................................... 108
Table 78: IPT/PT Thermodynamics ........................................................................................................... 109
Table 79: Composition of Ti-6Al-4V .......................................................................................................... 111
Table 80: Properties of Ti-6Al-4V compared with standard Alumina ....................................................... 111
Table 81: Composition of INCONEL Alloy 706......................................................................................... 112
Table 82: Properties of INCONEL Alloy 706 compared with standard Alumina ..................................... 112
10

Table 83: Composition of INCOLOY alloy A-286 ..................................................................................... 113

Table 84: Properties of INCOLOY alloy A-286 compared with standard Alumina .................................. 113
Table 85: Properties of YSZ ....................................................................................................................... 114
Table 86: Composition of MAR-M-247 ..................................................................................................... 114
Table 87: Properties of MAR-M-247 ......................................................................................................... 115
Table 88: Mechanical and Thermal Properties of Hastelloy alloy X ......................................................... 116

11

Nomenclature
GREEK
Symbol

Definition
Change
Absolute Flow Angle
Angle of Attack
Relative Flow Angle
Pitch Angle
Stagger Angle
Efficiency
Work Coefficient, Excess Air
Flow Coefficient, Fuel to Air Equivalence Ratio
Specific Fuel Coefficient
Advance Angle
Pressure Ratio
Temperature Ratio
Specific Heat Ratio
Loss Coefficient
Rotational Speed
Density

LETTERS

Symbol
A
AF
C
Cp
CP
CQ
CT
F
h
HPC
HPT
IPC
IPT
J

P
R
RPM
r
s

Definition
Cross-Sectional Area
Activity Factor
Chord Length
Specific heat at const pressure per unit mass
Coefficient of power
Coefficient of Torque
Coefficient of Thrust
Fan
Specific enthalpy
High Pressure Compressor
High Pressure Turbine
Intermediate Pressure Compressor
Intermediate Pressure Turbine
Advance Ratio
Mass flow rate
Pressure
Gas Constant
Revolutions per minute
Radius
Specific Entropy
12

T
TO
U
V
W
Z
AR
FoR
Ma
TR

Temperature
Takeoff
Blade Speed
Absolute Velocity
Relative Velocity
Zweifel Coefficient
Aspect Ratio
Frame of Reference
Mach Number
Taper Ratio

SUBSCRIPTS

Symbol
0
ax
h
LE
m
M
P1
P2
rel
R1
R2
s
ss
TE
t
ts
tt
u
Rel

Definition
Total
Axial
Hub-Span
Leading Edge
Mid-Span
Mechanical
Propfan 1
Propfan 2
Relative Frame of Reference
Rotor 1
Rotor 2
Stator
Static to Static
Trailing Edge
Tip-Span
Total to Static
Total to Total
Radial Velocity
Relative Frame of Reference

13

1. Introduction and Competitive Analysis

Growing reliance on the Gas Turbine Engine in the aviation industry is accompanied by dwindling energy
resources. Hiking fuel prices and increased environmental concerns require engineers to employ a
multidisciplinary approach, taking the engines environmental and economical impact into account.
Consequently, it is important to develop an engine with innovations which meet or surpass these
expectations. The engine with an unducted propfan(UDF) design has the innovations to surpass the
competition.

1.1

Problem Statement and Requirements

The focus of this project is to create an engine comparable to that of the CFM International CFM 567B24. The goal is to improve on the design with innovative features and adjustment to the detailed
design of the engine. The following is a table of requirements that must be met during the cycle analysis
of the engine.
Table 1: Requirements for Cycle Analysis

Cycle Analysis Requirements

ui TO
Mi Cruise
M7 (Combustor Inlet)
M6 (HPC Diffuser)
Cruise Altitude
Cruise Trust
sa
Po (a to 1)
Po Inlet (1 to 2)
Po Combustor (7 to 8)
Overall
tt IPC
ss ICP to HPC Duct
tt HPC
ss HCP to Diffuser Duct
tt HPT

72 m/s
0.85
0.1
0.3
34000 ft.
40% CFM TO Thrust
10 J/kg*k
-1%
Cruise: -1%
TO: -1.5%
-1.50%
<42
4 Stage: 90%
3 Stage: 88%
94%
7 Stages: 89%
6 Stages: 87%
93%
90%

M HPT and HPC

ss HCP to LPT Duct
tt LPT
M LPT and LPC
ts Core Nozzle
tt Fan 1
tt Fan 2

(4)
(3->4)
(6)
(4->6)
(7->8)
(8->12)
R
R(CC)
QR
TITmax

96%
93%
91%
96%
93%
92%
92%
1.4
1.39
1.395
1.38
1.385
1.355
1.33
287 J/Kg*K
259.8 J/Kg*K
43000000 J/kg
2100 K

Due to the engines innovative Unducted Propfan design, some of the requirements set previously do
not apply for both the cycle analysis as well as the detailed fan design. There will be no ducted fan at
the entrance of the engine. Instead, and unducted fan is installed at the end of the engines design.
Further design specification of the unducted prop fan will be discussed in Chapter 9.

14

1.2

Detailed Analysis

This design will be taking into comparison not only the CFM 56-7B24 but also the design of the GE-36
Unducted Fan. It will take into consideration some basic performance aspects of the CFM while
concentrating mainly on the GE-36 because of the similarities between the engine and the GE-36. The
engine will attempt to compare aspects such as the fan RPM and fan pressure ratio of the GE-36 while
taking into account characteristics such as the TSFC and Thrust of the CFM 56.
Table 2: GE 36 UDF Data

GE-36 UDF
SLS
Cruise Trust
Fan RPM
Fan Blade Numbers
Total Pressure Ratio
Fan Pressure Ratio
SFC at Cruise
Fan Stages
IPC Stages
HPC Stages
HPT Stages
LPT Stages
Power Turbine
Fan Blade Tip Speed at Cruise
Fan Blade Tip Speed at TO
Turbine Inlet Temperature

25,000 Ibf
20.36% SLS Thrust
1395
8-8
27
1.17
0.52/hr
2
3
7
1
1
6
238 m/s
259 m/s
1545 K

Table 3: CFM 56-7B24

CFM 56-7B24
Thrust TO
Thrust Cruise
SFC at Cruise
Bypass ratio
Mass Flow
Turbine Inlet Temperature
Total Pressure Ratio
Number of Spools
Fan Stages
LPC Stages
HPC Stages
HPT Stages
LPT Stages

24200 lbf
5480 lbf
0.627
5.3
354 kg/s
1780 K
32
2
1
3
9
1
4

15

1.3

Technological Innovations

The UDF was a modified turbofan engine with an attached open, counterrotating fan blades. Its
advantage is that it offers the speed and performance of a turbofan, with the fuel economy of a
turboprop.
This technology has been proven to work and showed very promising results during its R&D and testing
stage in the 1970s and 1980s. NASA and GE collaborated to work on the GE36, while Pratt &WhitneyAllison pursued the PW 578-DX Propfan. Figure 1 depicts the GE-36, a UDF similar to the engine
illustrated in this report.

Figure 1: Unducted Propfan GE36 (NASA)

The engine designed in this report has an aft mounted, pusher style, counter-rotating propfan. Initial
research shows a slight reduction of carbon and nitrogen oxides emissions and the UDF and saves fuel
when comparing the thrust produced. The UDF blades are variable pitch, which provides the reverse
thrust capability. This allows for reverse thruster mechanism on traditional turbofan engines to be
excluded from this engine, reducing overall weight of the engine. Counter-rotating fans allow recovery
of exit swirl and converting this to thrust, thus increasing efficiency. It is important to note that the
engine fan rotors do not deal with gearings thereby reducing weight, increasing reliability, and cutting
down maintenance costs. The HPC and IPC shafts are counter rotating and the rotation within the power
turbine for the UDF operates under a counter-rotating stage (rotor-rotor) design. A rotor-rotor design
has a work stage that is twice the amount of a conventional stage. This translates to lower stages for the
same work required, reducing the overall weight of the engine. All these factors combined produce an
engine which has high thrust to weight ratios, low specific fuel consumption and higher efficiencies.

16

Hauenstein, Palmer, Khan, Hobbs

2. Cycle
2.1

General Information

Cycle analysis was conducted for Cruise (34,000 ft and Mach .85) and Takeoff (Sea Level and Mach .212)
conditions.
22

21
9

7
a

4
5

11

10

Table 4: Stage Locations

Station
a
1
2
3
4
5
6

Component
Ambient
Inlet
Diffuser
IPC
HPC
HPC Diffuser
Combustion Chamber

7
8

HPT
IPT

9
10
11
21
22

IPT-PT Duct
Power Turbine
Core Nozzle
Propeller 1
Propeller 2

Table 5: Pressure Ratio Values

0 Core
0F1
0F2
0 IPC
0 HPC

UDF
TO
25.24
1.20
1.18
3.577
7.056

Cruise
28
1.116
1.114
4
7

17

2.2

Cycle at Design: Cruise

The pressure trend at cruise for the engine is shown in Figure 2 and the calculated values are shown in
Table 6. Pressure is increasing until the combustion chamber Inlet where the pressure begins to
decrease to the exhaust of the engine. The pressure across the fan stays almost constant.

Total and Static Pressure (Pa)

1200000.0
1000000.0
800000.0
600000.0
400000.0
200000.0
0.0

Po
P

Figure 2: Total and Static Pressure for cruise conditions

Table 6: Total and Static Pressure for Cruise Conditions Values

Po (Pa)
P (Pa)

Ambient

Inlet

Diffuser

IPC

HPC

HPC
Diffuser

Combustion
Chamber

HPT

IPT

40198.1
25064.0

39796.1
28176.7

39398.2
28403.2

156035.0
128817.5

1072385.7
912910.2

1084392.1
1076942.6

1068126.2
978346.2

352686.4
247190.9

200934.8
166466.2

IPT/Powe
r Turbine
Duct
198614.6
194874.9

Power
Turbine

Core
Nozzle

39723.5
38369.4

38395.4
25064.0

The temperature trend at cruise for the engine is shown in Figure 3 and the calculated values are shown
in Table 7. Temperature is increasing until the HPT where the temperature begins to decrease to the
exhaust of the engine. The trend mimics that of the pressure across the engine.

18

Total and Static Temperature (K)

2000.00
1500.00
1000.00
500.00

To

0.00

Figure 3: Total and Static Temperature for Cruise Conditions

Table 7: Total and Static Temperature for Cruise Conditions Values

To(K)
T (K)

Ambient

Inlet

Diffuser

IPC

HPC

HPC
Diffuser

Combustion
Chamber

HPT

IPT

252.8
220.9

252.8
229.1

252.8
230.3

393.3
372.7

719.7
688.5

719.7
723.0

1558.1
1524.5

1226.6
1123.1

1079.6
1030.3

IPT/Power
Turbine
Duct
1079.6
1074.5

Power
Turbine

Core
Nozzle

757.5
751.0

757.5
681.4

Below displays the Mach number trend throughout the engine at cruise.

Mach Number
1
0.8
0.6
0.4
0.2
0

Figure 4: Mach Number Trend at Cruise

19

2.3

Cycle at off-design: Take-off

The pressure trend at take-off for the engine is shown in Figure 5 and the calculated values are shown in
Table 8. The pressure increases until the combustion chamber inlet where the pressure begins to
decrease to the exhaust of the engine.

Total and Static Pressure (Pa)

3000000.0
2500000.0
2000000.0
1500000.0
1000000.0
500000.0
0.0

Po
P

Figure 5: Total and Static Pressure for Takeoff Conditions

Table 8: Total and Static Pressure for Takeoff Conditions Values

Po (Pa)
P (Pa)

Ambient

Inlet

Diffuser

IPC

HPC

104522.9
101300.0

103477.7
82286.1

101925.6
81474.6

364636.3
305881.6

2573014.5
2167150.5

HPC
Diffuser
2544118.8
2526641.4

Combustion
Chamber
2505957.1
2288149.6

HPT

IPT

698997.8
614838.2

400344
310991

IPT/Power
Turbine Duct
394185.2
384375.0

Power
Turbine
103740.4
100894.4

The temperature trend at take-off for the engine is shown in Figure 6 and the calculated values are
shown in Table 9. The temperature increases until the HPT inlet where the temperature begins to
decrease to the exhaust of the engine. The maximum temperature is higher at take off due to a higher
TIT takeoff.

20

Core
Nozzle
103567.2
101300.0

Total and Static Temperature (K)

2000.00
1500.00
1000.00
500.00

To

0.00

Figure 6: Total and Static Temperature for Takeoff Conditions

Table 9: Total and Static Temperature for Takeoff Conditions Values

To(K)
T (K)

Ambient

Inlet

Diffuser

IPC

HPC

HPC
Diffuser

Combustion
Chamber

HPT

IPT

290.6
288.0

290.6
272.2

290.6
272.6

436.1
415.2

795.0
758.3

795.0
793.5

1672.9
1635.6

1264.1
1224.5

1117.2
1049.3

IPT/Power
Turbine
Duct
1117.2
1110.2

Power
Turbine

Core
Nozzle

836.8
831.1

836.8
832.2

Below is a figure representing the Mach number trend across the engine at takeoff.

Mach Number
0.7
0.6
0.5
0.4
0.3
0.2
0.1
0

Figure 7: Mach number Trend at Take-Off

21

2.4

Key Engine Performance Values

The key engine performance values from the cruise cycle design are tabulated in Table 10. All thrust
requirements were met with the cruise thrust at exactly 40% of the competitors take-off thrust. Both
the take-off and SLS thrust values match that of the CFM exactly. The thrust was chosen not to be
raised above the minimum constraints due to fuel savings. The conclusion was made that having a fuel
savings at cruise was more important than exceeding the thrust. As a result, the engine was able to
achieve a competitive cruise TSFC of the CFM 56-7B24.

Table 10: Key Engine Thrust and TSFC

Propfan Thrust
(lbs)

Core Thrust
(lbs)

Net Thrust
(lbs)

Propfan Thrust
Percentage

Core Thrust
Percentage

TSFC
(1/h)

Cruise

6362.0

1039.6

7401.6

86.0%

14.0%

0.630

Takeoff

14713.0

3791.0

18504.0

79.5%

20.5%

0.557

SLS

19400

4607.3

24200.0

80%

20%

0.434

2.5

Customer and Cooling Bleeds

A customer bleed of 5% was taken out of the HPC at station 10. A cooling bleed of 0.3% was taken out of
the HPC at station 15 behind the last stator. These stations were chosen to meet the criteria of having a
static pressure of 450 kPa for the customer bleed and using a station with 20 psi higher pressure than
the trailing edge of the cooled part. There is a slight loss in fuel savings when the bleeds are added as
well as uniform increase in work over all the components. These results were to be expected due to a
loss in mass flow.
Table 11: Bleed Effects

hO HPT (J/kg)
hO LPT (J/kg)
hO PT (J/kg)
TIT (K)
TSFC at Cruise (1/hr)

With Bleeds
347064.7
153949.2
337287.1
1558.1
0.630

With Out Bleeds

329668.7
146232.7
320381.2
1482.3
0.621

% Diff
5.28
5.28
5.28
5.12
1.51

22

Hobbs, Burch

3. Intermediate Pressure Compressor (IPC)

The engine is equipped with a four stage intermediate pressure compressor as shown below in Figure 8.
It is equipped with a variable inlet guide vane and variable stator vanes.

3.1

IPC at Design Condition: Cruise

The key IPC design choices, design criteria, and the results from thermodynamics, aerodynamics, and
geometric analysis for the IPC at cruise are described in the subsections below.

Figure 8: IPC Isometric View

23

3.1.1

Key IPC design choices and criteria

The key design choices selected for the IPC and the design criteria that needed to be met are described
in this subsection. Table 12 below shows the design specifications selected to create the rotor and stator
blades.
Table 12: IPC Design Choices

RPM
AR Rotors
AR Stators
H/T
TR Rotors
TR - Stators

13,800
2.2
4
0.68
0.8
1.2

Table 13, Table 14 and Table 15 show that none of the design criteria has been violated and that all of
the IPC detail design is within the limits stated. Please note that in Table 14 the columns highlighted are
the important values of interest. The requirement is only for the stator blades while the
requirement is for the rotor blades.
Table 13: IPC Design Values for each Stage

Lambda
Phi
R

Stage 1
0.207
0.388
0.901

Stage 2
0.195
0.401
0.868

Stage 3
0.171
0.463
0.779

Stage 4
0.181
0.482
0.705

Criteria
<0.55
-------

Table 14: IPC Design Values at Each Rotor and Stator

IGV

Rotor 1

Stator 1

DF tip
DF mid
DF hub
DF Avg

0.000
0.009
0.021
0.010

0.279
0.360
0.426
0.355

0.341
0.400
0.476
0.406

Tip
Mid
Hub

6.7
8.0
9.9

40.6
27.4
24.6

28.5
25.4
22.8

Tip

4.9

6.8

9.3

Mid
Hub

2.3
2.4

4.2
1.7

4.7
2.7

Rotor 2 Stator 2 Rotor 3

Diffusion Factor
0.259
0.358
0.217
0.312
0.415
0.250
0.392
0.488
0.300
0.321
0.420
0.256
Delta Alpha (deg)
26.9
30.5
21.6
24.2
27.2
19.1
21.8
24.4
17.1
Delta Beta (deg)
9.3
9.7
10.4
5.5
3.6

5.4
3.3

7.4
5.7

Stator 3

Rotor 4

Stator 4

Criteria

0.237
0.277
0.330
0.282

0.207
0.237
0.279
0.241

0.199
0.232
0.276
0.236

---------<0.45

22.9
20.1
17.9

19.5
17.1
15.2

19.5
17.1
15.2

< 45
< 45
< 45

6.7

12.3

7.2

4.0
2.6

9.2
7.2

4.5
3.0

< 45
< 45
< 45

24

Table 15: IPC Alpha and Beta Design Values

IGV

Station
1

Station
2

Station
3

Tip
Mid
Hub

0
0
0

6.7
8
9.9

31.3
35.4
40.6

8.5
10
12.1

Tip
Mid
Hub

70.5
68.3
63.8

69.1
66.0
58.9

67.5
61.8
52.1

70.2
66.6
61.4

Station
Station
4
5
Alpha (deg)
30.4
6.0
34.2
7
39.0
8.4
Beta (deg)
66.5
69.9
61.1
66.5
52.1
61.8

Station
6

Station
7

Station
8

Station
9

Criteria

23.1
26.1
30.1

5.2
6
7.2

20.4
23.1
26.6

5.2
6
7.1

< 71
< 71
< 71

64.1
59.1
51.4

66.7
63.1
58.2

59.5
53.9
45.9

59.5
53.9
45.9

< 71
< 71
< 71

Important conclusions and observations:

The IPC meets all the design requirements. The work coefficients per stage are less than 0.55 as
specified in the requirements. Lambda reaches a high value of 0.27 in stage one of the IPC, which means
the IPC is lightly loaded compared to the maximum limit since the HPC is responsible for most of the
compression work.
The average diffusion factor across the hub, mid, and tip of each blade is less than 0.45 which provides
the adequate surge margin required. All alpha and beta angles are less than 71 degrees. In addition,
delta alpha across the stator blades and delta beta across the rotor blades is less than 45 degrees as
specified.

3.1.2

Aerodynamic Analysis

The following figures and tables depict the values for the IPC stage 2 velocity triangles at the hub, mid
and tip. The beta angles are located between W and Vax while the alpha angles are located between V
and Vax.

25

Figure 9: IPC Velocity Triangles at the Tip of the Second Stage

Table 16: IPC Tip Velocity Triangle Data

TIP
U (m/s)
Vax (m/s)
V (m/s)
W (m/s)
Wu (m/s)
Vu (m/s)
Beta
Alpha

Rotor 2 Entrance
553.8
189.6
191.8
558.5
525.3
28.4
70.2
8.5

Stator 2 Entrance
520.5
180.2
208.8
452.3
414.9
105.6
66.5
30.4

Stator 2 Exit
500.4
176.6
177.5
513.2
481.9
18.5
69.9
6.0

26

Figure 10: IPC Velocity Triangle at the Mid of the Second Stage

Table 17: IPC Velocity Triangle Data at the Mid

MID
U (m/s)
Vax (m/s)
V (m/s)
W (m/s)
Wu (m/s)
Vu (m/s)
Beta
Alpha

Rotor 2 Entrance
471.0
189.6
192.6
476.9
437.6
33.4
66.6
10

Stator 2 Entrance
448.9
180.2
217.8
372.9
326.4
122.4
61.1
34.2

Stator 2 Exit
427.8
176.6
177.9
442.8
406.1
21.7
66.5
7

27

Figure 11: IPC Velocity Triangle at the Hub of Second Stage

Table 18: IPC Velocity Triangle Data at the Hub

U (m/s)
VAX (m/s)
V (m/s)
W (m/s)
WU (m/s)
VU (m/s)
Beta
Alpha

Rotor 2 Entrance
388.3
189.6
193.9
396.1
347.7
40.6
61.4
12.1

Stator 2 Entrance
377.3
180.2
231.7
293.4
231.6
145.7
52.1
39.0

Stator 2 Exit
355.1
176.6
178.5
373.4
329.0
26.1
61.8
8.4

Important conclusions and observations:

The IPC aerodynamic geomerty is following its natural trend. Across the rotor in the relative frame of
reference W and beta are decrease while V and alpha are increasing in the absolute frame of reference.
The rotor blades are rotating clockwise and counter rotating in conjunction with the HPC.

28

3.1.3

Thermodynamic analysis

Below is the h-s diagram for the second stage of the IPC and the corresponding stage characteristic
values in the absolute FoR.

Figure 12: IPC h-s Diagram of the Second Stage in the absolute FoR

Below is the h-s table for the second stage of the IPC and the corresponding stage characteristic values.
Table 19: IPC h-s Diagram Values for the Second Stage

M
Po (Pa)
P (Pa)
To (K)
T (K)
ho (J/Kg)
h (J/kg)
CP (J/kg*K)

(kg/m )

Rotor 2 Entrance
0.6
68655.4
55101.6
303.1
284.7
304861.3
286319.0
1005.8
1.3993

Stator 2 Entrance
0.6
100951.6
78564.7
341.7
318.1
344075.6
320349.0
1007.1
1.3986

Stator 2 Exit
0.5
100236.9
84968.4
341.5
325.8
344075.6
328253.5
1007.5
1.3983

0.235

0.193

0.187

29

Important conclusions and observations:

As shown above, the thermodynamics for the IPC follows the normal compression trend. Pressure is
increasing across the stage. Variable Cp is increasing across the IPC

3.1.4

Geometric Analysis

The meridional view of the IPC is show below. The stator blades shown in Figure 13 are turned slightly
to show the angle they are positioned at in reference to the rotor blades.

Figure 13: IPC Meridional View

30

Figure 14: IPC Stagger

TIP
MID
HUB

Rotor 2 Stagger
68.3
63.8
56.8

31

Figure 15 below is the gap to pitch ratio across the IPC.

Gap/S vs Stage
0.4500
0.4000
0.3500

Gap/S

0.3000
0.2500
0.2000
0.1500
0.1000
0.0500
0.0000
0

Blade Number

Figure 15: IPC Gap to Pitch Ratio

Number of Blades per IPC Stage

90
80
70

NOB

60
50
Stators

40

Rotors

30
20
10
0
1

Stages
Figure 16: IPC Number of Blades vs Stages

32

Important conclusions and observations:

The reason for the unusual trend of blade numbers across the IPC is due to the variation in aspect ratio
across the rotors and stators. The aspect ratio across the rotors is 2.2 while the aspect ratio across the
stators is 4. Increasing the aspect ratio in the stators will increase the number of stator blades in each
stage. Although the best way to attain a smooth annulus is by altering the Vax and rmid these values could
no longer be altered at a certain point without affecting other key parameters. Instead it was chosen to
then alter the aspect ratio to keep the annulus as smooth as possible. The area of the IPC changes from
.328 at the entrance of the IGV to 0.122 at the exit of the last stator

3.2

Off Design Condition: Takeoff

The IPC, design criteria, and trend charts and design and off design for the IPC at cruise are described in
the subsections below.
3.2.1

IPC design criteria

The design criteria that the IPC needed to meet at off design are described in this subsection. Table 20
and Table 21 shows that none of the design criteria has been violated and that all of the IPC detail
design at take-off is within the limits stated. Please note that in Table 21 the columns highlighted are
the important values of interest. The requirement is only for the stator blades while the
requirement is for the rotor blades.
Table 20: IPC Design Values at Off Design

Lambda
Phi
R

Stage 1
0.311
0.325
0.891

Stage 2
0.192
0.353
0.761

Stage 3
0.157
0.355
0.742

Stage 4
0.151
0.393
0.690

Criteria
<0.55
-------

33

Table 21: IPC Design Values at each Rotor and Stator at Off Design

IGV

Rotor 1

Stator 1

Rotor 2

DF tip
DF mid
DF hub

-0.029
-0.021
-0.011

0.425
0.514
0.178

0.466
0.536
0.603

Stator 2
Rotor 3
Diffusion Factor
0.280
0.363
0.221
0.344
0.428
0.256
-0.049
0.552
-0.031

DF Avg

-0.020

0.372

0.535

0.192

Tip
Mid
Hub

6.7
8
9.8

37.3
40.0
42.8

26.1
27.4
28.3

21.1
22.2
22.9

Tip

2.7

1.2

2.7

4.0

Mid
Hub

3.7
4.0

4.0
13.3

5.6
13.5

6.4
11.8

0.448
0.149
Delta Alpha
27.2
15.8
29.2
17.1
31.1
18.5
Delta Beta
2.5
5.3
5.0
11.0

7.1
10.3

Stator 3

Rotor 4

Stator 4

Criteria

0.226
0.274
0.337

0.191
0.216
-0.019

0.149
0.187
0.238

0.279

0.129

0.191

---------<0.45

20.1
22.1
24.5

12.7
14.1
15.8

17.0
19.1
21.7

< 45
< 45
< 45

1.4

6.3

1.5

2.9
6.1

8.0
10.8

3.0
5.9

< 45
< 45
< 45

Important conclusions and observations:

The IPC meets all the design requirements at off design. The work coefficients per stage are less than
0.55 as specified in the requirements. Lambda reaches a high of 0.311 in stage one of the IPC which
means the IPC is moderately loaded compared to the maximum limit since the HPC is doing most of the
compressive work. The average diffusion factor across the hub, mid, and tip of each blade is less than
0.45 which provides the adequate surge margin required.

3.2.2

Geometry Analysis

At off design the stator geometry of the IPC changes slightly. The RPM decreases from 13,800 at cruise
to 13,330 at take-off approximately a 3.4% decrease. The IPC has three variable stator vanes as well as a
variable IGV. Table 22 below shows the angle change on the variable stators and IGV. Table 23 shows
the Beta error values entering the rotor blades of the IPC.
Table 22: IPC Variable Stator Vane Deflection in Degrees

VSV Deflection

IGV
2.4

Stator 1
13

Stator 2
9

Stator 3
5

Stator 4
0

34

Table 23: IPC Beta Error Entering the Rotors

TIP

Rotor 1
0.78

Rotor 2
1.23

Rotor 3
0.03

Rotor 4
-0.74

MID

-0.2

0.92

-0.4

-1.1

HUB

2.0

-0.13

-1.3

-1.8

Criteria

2<<2
2<<2
2<<2

Important conclusions and observations:

Although the design criteria for change of RPM between take-off and cruise is 3% and the engine is at
3.4 % it is not uncommon for engines to have a higher percent increase/decrease between takeoff and
cruise conditions. After reviewing several FAA Type Certificate Data Sheets, it was observed that there
are similar engines in service that operate with a higher percent increase/decrease. Shown below in
Figure 17, the GE90-76B has a nine percent decrease between take-off and cruise conditions. The three
variable stator vanes were used to decrease the difference in beta angles between cruise and take-off
on the leading edge of the rotors. All errors in beta are within the allowed clearance of two degrees.

Figure 17: GE90-76B RPM at Take-Off and Cruise Conditions

35

3.2.3

Key IPC trends

Some key trends of the IPC at cruise and take-off are shown below.

Flow Coefficient ''

0.600
0.500
0.400
0.300
0.200
0.100
0.000

Cruise
T.O.
0

# of stage

Figure 18: IPC Flow Coefficient at Cruise and Take-Off

Pressure Ratio ''

2
1.8
1.6
1.4
1.2
1
0.8
0.6
0.4
0.2
0

Cruise
T.O.

# of stage
Figure 19: IPC Pressure Ratio at Cruise and Take-Off

36

Work Coefficient ''

0.350
0.300
0.250
0.200
Cruise

0.150

T.O.

0.100
0.050
0.000
0

# of stage

Figure 20: IPC Work Coefficient at Cruise and Take-Off

Degree of Reaction 'R'

1.000
0.800
0.600
Cruise

0.400

T.O.

0.200
0.000
0

# of stage

Figure 21: IPC Degree of Reaction at Cruise and Take-Off

37

Important conclusions and observations:

The trends between design and off design are fairly similar. The Flow coefficient graph follows the
proper trend which should look like a relatively flat straight line. The flow coefficient graph increases by
less than a tenth of a point. The pressure ratio between take-off and cruise has a downward trend as
does the work coefficient. Although, the work coefficient at cruise has more of a shallow trend than that
at take-off.

38

Burch, Hobbs, Dantis

4. High Pressure Compressor (HPC)

The engine is equipped with a seven stage HPC as shown below in Figure 22.

Figure 22: HPC Isometric View

4.1

HPC at Design Conditions: Cruise

4.1.1

Aerodynamic Analysis

Table 24 below shows the design selection used to create the rotor and stator blades.
Table 24: HPC Design Choices

RPM
AR Rotors
AR Stators
H/T
TR Rotors
TR - Stators

14,775
2
2
0.7
0.8
1.25
39

Table 25, Table 26, and Table 27 show the design criteria and design values for the HPC detail design.
Please note that in Table 26 the columns highlighted are the important values of interest. The
requirement is only for the stators while the requirement is for the rotors.
Table 25: HPC Design Values at Each Stage

Stage 1

Stage 2

Stage 3

Stage 4

Stage 5

Stage 6

Stage 7

Criteria

Lambda

0.586

0.420

0.373

0.365

0.364

0.363

0.387

<.55

Phi

0.508

0.559

0.628

0.628

0.653

0.679

0.692

.25<<.75

0.818

0.664

0.546

0.572

0.562

0.586

0.686

.1<R<1

Table 26: HPC Design Values at Each Rotor and Stator

ROTOR 1

STATOR 1

ROTOR 2

DF AVG

0.55

0.52

0.50

TIP
MID
HUB

47.30
52.06
57.77

31.94
34.56
37.42

30.46
32.06
33.65

TIP
MID
HUB

11.88
18.97
32.50

8.42
15.33
28.49

13.74
18.38
25.47

DF AVG

ROTOR 5

STATOR 5

0.41

0.45

TIP
MID
HUB

22.36
22.92
23.45

25.09
25.92
26.77

TIP
MID
HUB

15.94
18.45
21.47

15.38
18.36
21.99

STATOR 2 ROTOR 3
DIFFUSION FACTOR
0.38
0.43
DELTA ALPHA
22.29
22.62
23.56
23.25
24.88
23.80
DELTA BETA
8.07
15.85
12.64
19.52
19.82
24.35

ROTOR 6 STATOR 6
DIFFUSION FACTOR
0.12
0.45
DELTA ALPHA
22.77
28.42
23.32
29.32
23.87
30.26
DELTA BETA
15.73
15.66
17.64
18.10
19.87
20.97

STATOR 3

ROTOR 4

STATOR 4

0.45

0.43

0.47

22.34
23.25
24.18

22.62
23.18
23.70

24.32
25.18
26.07

14.26
18.50
24.19

15.24
18.39
22.37

15.16
18.90
23.68

ROTOR 7

STATOR 7

CRITERIA

0.17

0.45

< 0.45

25.91
26.59
27.29

31.65
32.59
33.58

< 45
< 45
< 45

14.75
16.35
18.19

15.96
17.94
20.21

< 45
< 45
< 45

40

Table 27: HPC Design Values at each Aero/Thermo Station

STATION

TIP
MID
HUB

-5.11
-6.00
-7.27

42.20
46.06
50.49

TIP
MID
HUB

-65.31
-61.97
-57.80

STATION

-53.43
-43.00
-25.30

4
ALPHA
10.26
40.72
11.50
43.56
13.07
46.73
BETA
-61.86 -48.11
-58.33 -39.95
-53.79 -28.32

10

11

TIP
MID
HUB

16.98
18.00
19.07

39.49
40.94
42.54

14.32
15.00
15.76

TIP
MID
HUB

-54.53
-52.01
-49.31

-38.16
-33.49
-27.85

-53.78
-51.93
-49.82

12
ALPHA
37.16
38.36
39.64
BETA
-37.89
-34.20
-29.96

18.43
20.00
21.85

41.05
43.25
45.65

18.67
20.00
21.43

41.30
43.22
45.15

-56.18
-52.59
-48.14

-40.33
-33.07
-23.79

-54.61
-51.49
-48.00

-39.39
-32.98
-25.65

13

14

15

CRITERIA

8.65
9.00
9.38

34.63
35.63
36.68

2.90
3.00
3.11

<71
<71
<71

-53.75
-52.39
-50.91

-38.86
-35.95
-32.72

-54.99
-53.98
-52.92

<71
<71
<71

41

Figure 23 below shows the hub velocity triangle followed by Table 28 with the numerical values

Figure 23: HPC Stage 3 Hub Velocity Triangles

Table 28: HPC Stage 3 Hub Velocity Values

Rotor 3 Entrance

Stator 3
Entrance

Stator 3 Exit

U (m/s)

329.11

333.46

335.54

VAX (m/s)

216.94

227.79

223.24

V (m/s)

233.74

325.88

239.81

W (m/s)

325.09

248.95

333.63

WU (m/s)

242.11

100.42

247.94

VU (m/s)

87.00

233.04

87.60

48.14
21.85

23.79
45.65

48.00
21.43

42

Figure 24 below shows the mid velocity triangle followed by Table 29 with the numerical values

Figure 24: HPC Stage 3 Mid Velocity Triangles

Table 29: HPC Stage 3 Mid Velocity Values

Rotor 3
Entrance

Stator 3
Entrance

Stator 3 Exit

U (m/s)

329.11

333.46

335.54

Vax (m/s)

216.94

227.79

223.24

V (m/s)

233.74

325.88

239.81

W (m/s)

325.09

248.95

333.63

Wu (m/s)
Vu (m/s)

242.11
87.00

100.42
233.04

247.94
87.60

Beta
Alpha

48.14
21.85

23.79
45.65

48.00
21.43

43

Figure 25 below shows the tip velocity triangle followed by

Table 30 with the numerical values.

Figure 25: HPC Stage 3 Tip Velocity Triangles

Table 30: HPC Stage 3 Tip Velocity Values

U (m/s)

Rotor 3
Entrance
396.10

VAX (m/s)
V (m/s)
W (m/s)

216.94
228.67
389.77

227.79
302.05
298.82

223.24
235.64
385.46

WU (m/s)
VU (m/s)

323.82
72.28
56.18
18.43

193.40
198.36
40.33
41.05

314.24
75.43
54.61
18.67

Stator 3 Entrance

Stator 3 Exit

391.76

389.68

Important conclusions and observations

The work coefficient for stage 1 is the highest in the HPC and is held to a greater limit than the other
stages due to its added splitter blades. The Diffusion Factor for highly loaded compressors can range
from .52 to .58 according to Dickens and Day from reference [3].

44

4.1.2

Thermodynamic Analysis

Below is the h-s diagram for the third stage of the HPC and the corresponding stage values.

Figure 26: HPC h-s Diagram for Stage 3

Table 31: HPC h-s Diagram Values for Stage 3

STAGE 3
1
2
3
M
0.557
0.739
0.536

1.385
1.382
1.379
R [J/kg*K]
287
287
287
CP [J/kg*K]
1033.1
1039.0
1044.0
PO [kPa]
750989.6 1011297.4 1002414.3
P [kPa]
609690.1 706467.9 826527.1
TO [K]
548.4
601.9
599.0
T [K]
517.6
545.1
568.1
V [m/s]
252.5
343.5
254.2
hO [J/kg] 566585.7 625403.2 625403.2
[kg/m3]
4.105
4.515
5.069

45

Important conclusions and observation

The thermodynamic table shows increasing static pressure across the stage but a decrease in total
pressure across the stator, which should be expected. Similarly there is a total temperature drop across
the stator even though total enthalpy does not change due to the variable Cp.
4.1.3

Geometric Analysis

0.29
0.27
0.25
0.23
0.21
0.19
0.17
0.15
0

0.02

0.04

0.06

0.08

0.1

0.12

0.14

0.16

0.18

0.2

0.22

0.24

0.26

Figure 27: HPC Meridional View

Figure 28: HPC Stage 1 Splitter Blade Detail

46

0.28

Figure 29:HPC Stagger for Stage 3 Rotor

Table 32:HPC Stagger for Stage 3 Rotor

Stagger
TIP
MID
HUB

48.3
42.8
36.0

Gap to Pitch
0.8
0.7
0.6
0.5
0.4
0.3
0.2
0.1
0
0

10

12

14

16

# of Stage

Figure 30: HPC Gap to Pitch vs Blade Number

47

Number of Blades
200
180
160
140
120
100
80
60
40
20
0

Rotors
Stators

Figure 31: HPC Number of Blades vs Stage Number

Important conclusions and observations

The gap to pitch at station 10 does not follow the same trend as the other stations, because the gap at
that station is doubled to allow for the customer bleed to be extracted. There is no second doubled gap
to pitch for the HPT stator bleed because that bleed is taken just aft of Stator 7 so no blade gap is
needed. The number of blades of Rotor 1 is high because the solidity of the rotor was doubled to
account for the splitter blades that were added to that rotor. These splitter blades were added to
extract more work from the flow while still mitigating flow separation issues.

4.2

HPC at Off Design Conditions: Takeoff

4.2.1

HPC Design Criteria

Table 33: HPC Off Design Values at Each Stage

Stage 1
Lambda 0.466
Phi
0.637
R
0.741

Stage2
0.413
0.700
0.647

Stage3
0.417
0.736
0.553

Stage4
0.354
0.782
0.425

Stage5
0.390
0.764
0.517

Stage6
0.422
0.741
0.661

Stage7 Criteria
0.440
<.55
0.719 .25<<.75
0.766
.1<R<1

48

Table 34: HPC Off Design Values at Each Blade

ROTOR 1

STATOR 1

ROTOR 2

DF
AVG

0.48

0.47

0.40

TIP
MID
HUB

0.23
177.63
26.67

0.26
154.80
63.41

0.26
157.49
60.24

TIP
MID
HUB

0.00
38.56
83.62

0.00
32.56
71.05

0.00
30.56
88.05

ROTOR 5

STATOR 5

0.35

0.45

0.96
148.02
46.75

0.26
159.71
50.44

5.04
23.94
96.00

0.00
26.94
80.53

4.2.2

STATOR 2

ROTOR 3

STATOR 3

ROTOR 4

STATOR 4

0.47

0.30

0.48

0.78
144.54
49.39

0.78
134.39
47.00

0.96
147.34
46.78

0.00
23.25
98.71

0.00
20.22
103.18

0.00
23.22
102.30

DIFFUSION FACTOR
0.38
0.40

ROTOR 6

DELTA ALPHA
0.48
0.48
117.91
158.68
47.01
48.26
DELTA BETA
0.00
0.00
21.56
26.25
65.85
100.11

STATOR 6

ROTOR 7

DIFFUSION FACTOR
0.41
0.43
0.45
DELTA ALPHA
0.26
0.07
0.07
160.51
174.23
167.24
48.50
52.35
50.44
DELTA BETA
0.00
0.00
0.00
27.86
30.86
30.63
72.60
64.49
52.88

STATOR 7

CRITERIA

0.41

< 0.45

0.00
167.29
50.03

< 45
< 45
< 45

0.00
30.63
53.78

< 45
< 45
< 45

Geometric Analysis

At off design the high pressure shaft moves from 14775rpm to 15520rpm, which is an increase of 5%.
Justification for this rpm increase was covered in the IPC design. Table 35 below shows the deflection of
the Variable Stator Vanes (VSVs) where a positive angular deflection is in the clockwise direction. The
error in beta entering the rotor is presented in Table 36 seen below.

49

Table 35: HPC Variable Stator Vane Deflection

VSV
Deflection

Stator 1

Stator 2

Stator 3

Stator 4

Stator 5

Stator 6

Stator 7

11.5

10

Table 36: HPC Error in Beta

Beta Error Rotor 1

Rotor 2

Rotor 3

Rotor 4

Rotor 5

Rotor 6

Rotor 7

Criteria

TIP

0.23

0.26

0.26

-0.34

-0.34

-0.78

-0.78

-2<<2

MID

0.24

-0.39

-0.39

-0.99

-0.99

-1.28

-1.28

-2<<2

HUB

0.26

-1.46

-1.46

-1.96

-1.96

-1.92

-1.92

-2<<2

Important conclusions and observations

Six VSVs were utilized at off design to normalize the beta values on the leading edge of the
rotors to cruise values. Rotational speed varied by 5%, which is higher than recommended but
is within range for the CFM-56-7B. All errors in beta are within the mandated 2 degrees.

50

4.2.3

Key HPC Trends

Some key trends of the HPC at cruise and take-off are shown below.

Flow Coeffecient
1
0.8
0.6
CRUISE

0.4

TAKEOFF
0.2
0
0

# of Stage

Figure 32: HPC Flow Coefficient at Cruise and Takeoff

Pressure Ratio
1.8
1.6
1.4
1.2
1
0.8
0.6
0.4
0.2
0

CRUISE
TAKEOFF

# of Stage

Figure 33: HPC Pressure Ratio for Cruise and Takeoff

51

Work Coeffecient
1
0.9
0.8
0.7
0.6
0.5
0.4
0.3
0.2
0.1
0

CRUISE
TAKEOFF

# of Stage

Figure 34: HPC Work Coefficient at Cruise and Takeoff

Degree of Reaction
1
0.9
0.8
0.7
0.6
0.5
0.4
0.3
0.2
0.1
0

CRUISE
TAKEOFF

# of Stage

Figure 35: HPC Degree of Reaction at Cruise and Takeoff

Important conclusions and observations

The trends for off design are more jagged when compared to the design points trends, which is to be
expected, but the values still fall into acceptable ranges.

52

5. Combustion Chamber

Dantis, Palmer

The combustion chamber is an annular combustor that is made from INCOLOY alloy A-286. The
combustion chamber is explained in detail in the tables below.

Figure 36: Combustion Chamber

The given inlet conditions and the required outlet conditions are as referenced in the tables below. The
combustion chamber had to perform as per the given criteria.
Table 37: Combustion Chamber Inlet and Outlet

P0
T0
M

Inlet Conditions
1084392.12 Pa
719.72 K
0.1

P0
T0
M

Outlet Conditions
1068126.24 Pa
1558.08 K
0.36

53

Figure 37: Combustion Chamber h-s Diagram

The figure above refers to the h-s diagram of the process that takes place in the combustion chamber.
As can be seen from the figure, the upwards arrow indicates the compression done in the HPC. This
compression takes us to pressure gradient P07. However, the total pressure migrates onto the P08 line.
This is due to the addition of Jet-A fuel which is ignited with the compressed air, raising the temperature
but causing a drop in the total pressure. As per the design constraint, the drop in the pressure is 1.5% to
total pressure entering the combustion chamber. The arrow from P08 to P09 signifies the further drop in
pressure as we proceed through the HPT.
An important parameter to be taken into account during the calculations for the combustion chamber is
the type of fuel used. Today, the most common fuel used today is the Jet-A fuel. Table 38 highlights the
pertinent properties of the fuel.
Table 38: Parameters of Jet-A Fuel

Criteria
Flashpoint (K)
Auto-Ignition Temperature (K)
Open Air Burning Temperature (K)
Specific Energy (MJ/kg)

Jet A Fuel
311
483
560
42.8

54

The combustion chamber is designed completely at cruise. Based on the current mass flow and the cycle
analysis, the following parameters were calculated.
Table 39: Combustion Chamber Fuel Parameters

Criteria
(kg/s)
(kg/s)

(kg/s)
f
fprimary zone
fst
(fuel/air equivalence ratio)
(% excess air)

Value
28.41
5.89
15.97
0.0207
0.0368
0.131
0.9512
256.4

From the above calculations, it is determined that there is a fuel lean mixture in the combustion
chamber. This ensures that all the fuel is burnt. Hence the combustion chamber is parametrically
efficient. From the amount of air mass flow through the combustion chamber, the appropriation of air
through the primary zones, secondary zones and dilution holes need to be determined. The values after
calculation are given as follows.
Table 40: Combustion Chamber Specifics

Criteria

(kg/s)

(kg/s)

(kg/s)
Diameter of Primary Zone (mm)
Diameter of Secondary Zone (mm)
Diameter of Dilution Holes (mm)
Number of Primary Nozzles
Number of Secondary Zones
Number of Dilution Holes
Length of Combustion Chamber (m)
Outer Diameter of Combustion Chamber (m)
Inner Diameter of Combustion Chamber (m)

Value
15.97
5.59
6.85
38
10
18
18
164
98
0.195
0.239
0.15

55

6. High Pressure Turbine (HPT)

Hauenstein, Khan, Bohlemann

The High Pressure Turbine (HPT) uses one stage with a stator then rotor configuration. This component
rotates counterclockwise with the High Pressure Compressor. This is counter rotating with respect to
the Intermediate Shaft that is spinning clockwise. The HPT has an inlet temperature of 1557.4K and only
the stator requires a cooling circuit provided to the High Pressure Turbuine. Further information about
this component is given below.

Figure 38: HPT Isometric View

56

6.1

Aerodynamic Analysis

The following figures display the velocity triangles and their respective values at the hub mid and tip
sections at station two of the HPT.
HUB

Figure 39: HPT Hub Velocity Triangle

Table 41: HPT Hub Velocity Triangle Values

Station
Mabs
Mrel
U(m/s)
Vax(m/s)
V(m/s)
Vu(m/s)
W(m/s)
Wu(m/s)
(deg)
(deg)
hub (deg)
hub (deg)

0.977
0.651
321.6
278.4
723.3
667.6
444.1
346.0
67.4
51.2
123.45
119.61

0.747
1.28
304.5
292.3
523.9
434.8
794.9
739.3
56.1
68.4

57

MID

Figure 40: HPT Mid Velocity Triangle

Table 42: HPT Mid Velocity Triangle Values

Station
MREL
U(m/s)
VAX(m/s)
V(m/s)
VU(m/s)
W(m/s)
WU (m/s)
(deg)
(deg)
mid
mid

0.549
354.7
278.4
666.2
605.2
374.5
250.5
65.3
42.0
116.41
110.10

1.26
365.4
292.3
465.5
362.3
784.2
727.7
51.1
68.1

58

TIP

Figure 41: HPT Tip Velocity Triangle

Table 43: HPT Tip Velocity Triangle Values

Station
MREL
U(m/s)
VAX(m/s)
V(m/s)
VU(m/s)
W(m/s)
WU (m/s)
(deg)
(deg)
tip
tip

0.475
387.8
278.4
619.6
553.5
323.9
165.7
63.3
30.8
110.04
99.12

1.27
426.2
292.3
426.5
310.6
792.7
736.8
46.7
68.4

Important Conclusions and Observations

The velocity triangles and corresponding values above display the proper trends of absolute and relative
velocities across the rotor of the HPT. These trends show a decrease in absolute velocity while there is
an increase in relative velocity. Both Mach Number constraints, absolute and relative, have been met by
being lower than 1 and 1.45 respectively.
The alpha and beta constraints have been met by staying under 71.

59

6.2

Thermodynamic Analysis

The thermodynamic characteristics of the HPT are described below in the absolute frame of reference in
Table 44. The h-s diagram illustrated in Figure 42 also demonstrates these characteristics.

Figure 42: HPT h-s Diagram

Table 44: HPT h-s Diagram Values

Station
MABS
Po (Pa)
P (Pa)
To (K)
T (K)
To (K)
ho (J/kg)
h (J/kg)
ho (J/kg)
so (J/kg*K)
s (J/kg*K)
A (m2)

1
0.365
1068126.2
978385.8
1558.1
1524.5
--------------1631565.3
1596423.0
------------------------------------------0.044

2
0.977
1061182.1
588746.3
1558.1
1346.2
--------------1631565.3
1409678.1
------------------------------------------0.062

3
0.747
352724.3
247270.6
1226.7
1123.2
331.4
1284500.6
1176138.8
347064.7
37.4
37.4
0.117

(kg/m3)

2.47

1.68

0.85
60

Important Conclusions and Observations

As seen above in the table, both adiabatic expansion as well as expansion with work extraction
takes place across the HPT. This trend is seen as well in the area increase and density decrease. The
absolute Mach number, although high at station 2, does not exceed one which meets the criteria.
Looking at the static temperature trend, the stator is needed to be cooled from the station 15 of
the HPC. Due to the high acceleration of the flow across the stator, the static temperature was reduced
at the leading edge of the rotor to below 1350 K so no cooling was needed.

6.3

Geometric Analysis

The following figure display a meridional of the HPT as well as Table 45 and Table 46 which are
tabulated geometric values found during the design process.

Figure 43: HPT Meridional View

Table 45: HPT Radii Values

Station
rM (m)
rH (m)
rT (m)
bavg (m)

1
0.223
0.207
0.238
0.037

2
0.229
0.208
0.251
0.061

3
0.236
0.197
0.275
0.079

61

Table 46: HPT Airfoil Geometry Values

C Hub (m)
Stagger Hub (deg)
Cax Hub (m)
C Mid (m)
Stagger Mid (deg)
Cax Mid (m)
C Tip (m)
Stagger Tip (deg)
Cax Tip (m)
Aspect Ratio
Taper Ratio

Stator
0.043
33.68
0.036
0.046
32.65
0.039
0.050
31.65
0.043
0.8
1.2

Rotor
0.044
-8.62
0.044
0.040
-13.07
0.039
0.037
-18.80
0.035
1.5
0.8

NOB

34

43

The following shows the stagger variation between hub mid and tip sections of the rotor. The stator
stagger overlay is not shown due to the low difference in stagger between the sections. As seen above
there is approximately only one degree difference in stagger.
Below in Table 47 are the key performance factors and other important values that are key to analyzing
the HPT.

Figure 44: Stagger of Rotor Blade

62

Table 47: Key Values for the HPT

Key Values

2.6

0.8
TIT (K)
1558.1
ho (J/kg)
347064.7
tt (%)
88.5
oHPT
0.7873
oHPT
0.3302
CP (J/kg*K)
1047.2

1.33
RPM
14775
Degree of Reaction (hub)
0.636
Degree of Reaction (mid)
0.676
Degree of Reaction (tip)
0.722
Zweifel Coefficient
0.8

Important Conclusions and Observations

The performance factors in the table above including the work coefficient and flow coefficient are
reasonable values that are well within the given criteria. The degree of reaction (R) values given are also
within the given limits of above 0.1 and below 1 and their trend from hub to tip is correct with the
highest being at the tip.

63

7. Intermediate Pressure Turbine (IPT)

Hauenstein, Khan, Bohlemann

The Intermediate Pressure Turbine is spinning in the clockwise direction, opposite of the HPT allowing it
to utilize the swirl from the HPT rotor and use a single rotor configuration with no stator. This
configuration is used due to the small amount of work the IPC requires.

Figure 45: Isometric View of IPT

64

7.1

Aerodynamic Analysis

Below are the velocity triangles showing the exit of the HPT and the inlet of the IPT at hub mid and tip.
Take note in the ways the velocity vectors are directed representing the counter rotation. The values for
these triangles can be found on the following page.

Hub

Mid

Figure 47: HPT-IPT Hub Velocity Triangle

Figure 46: HPT-IPT Mid Velocity Triangle

Tip

Figure 48: HPT-IPT Tip Velocity Triangle

65

Table 48: HPT-IPT Velocity Triangle Values

U (m/s)
U' (m/s)
Vax (m/s)
V (m/s)
Vu (m/s)
W (m/s)
Wu (m/s)
W' (m/s)
Wu' (m/s)
(deg)
(deg)
' (deg)

Hub

Mid

Tip

304.5
284.5
292.3
523.9
434.8
794.9
739.3
407.7
150.2
56.1
68.4
27.2

365.4
341.6
292.3
465.5
362.3
784.2
727.7
292.7
20.4
51.1
68.1
3.99

426.2
398.7
292.3
426.5
310.6
792.7
736.8
292.7
88.6
46.7
68.4
16.9

The velocity triangles and tables of values below will show the aerodynamic trends across the IPT rotor.
It is important to note that the inlet values of relative velocity and beta angles are the same as the prime
values shown in the above triangle.

66

HUB

Figure 49: IPT Hub Velocity Triangle

Table 49: IPT Hub Velocity Triangle Values

Station
MREL
U (m/s)
VAX(m/s)
V(m/s)
VU(m/s)
W(m/s)
WU(m/s)
(deg)
(deg)
Hub (deg)

1
0.654
284.5
292.0
523.6
434.7
407.7
150.2
56.1
27.2
74.78

Hub (deg)

78.99

2
0.722
289.5
318.3
335.0
104.6
430.3
394.1
18.2
51.1

67

MID

Figure 50: IPT Mid Velocity Triangle

Table 50: IPT Mid Velocity Triangle Values

Station
MREL
U (m/s)
VAX(m/s)
V(m/s)
VU(m/s)
W(m/s)
WU(m/s)
(deg)
(deg)
Mid(deg)
Mid(deg)

0.470
341.6
292.0
465.1
362.0
292.7
20.4
51.1
3.99
66.32
59.05

0.915
358.2
318.3
329.3
84.6
545.3
442.7
14.9
54.3

68

TIP

Figure 51: IPT Tip Velocity Triangle

Table 51: IPT Tip Velocity Triangle Values

Station
MREL
U (m/s)
VAX(m/s)
V(m/s)
VU(m/s)
W(m/s)
WU(m/s)
(deg)
(deg)
Tip(deg)
Tip(deg)

0.793
398.7
292.0
426.0
310.1
494.2
88.6
46.7
16.9
59.54
41.34

0.893
426.8
318.3
326.1
71.0
532.4
497.8
12.6
57.4

Important Conclusions and Observations

As seen in the triangles representing counter rotation and the corresponding data table shows the exit
alpha of the HPT is 51 at the mid. With this high alpha angle, the IPT rotor is able to take advantage of
the swirl from the HPT allowing there to be no inlet stator needed. All velocity trends meet criteria for
this component as well as the angle requirements.

69

7.2

Thermodynamic Analysis

Below in Figure 52 and Table 52 represents the absolute frame of reference thermodynamic
characteristics of the IPT.

Figure 52: IPT h-s Diagram

Table 52: IPT h-s Diagram Values

Station

MABS
PO (Pa)
P (Pa)
TO (K)
T (K)
TO (K)
hO (J/kg)
h (J/kg)
hO (J/kg)
sO (J/kg*K)
s (J/kg*K)
A (m2)
(kg/m3)

0.746
352686.4
247421.8
1226.6
1123.3
----------------1284471.4
1176321.7
------------------------------------------------0.117
0.85

0.553
200945.0
164831.6
1079.6
1027.8
146.7
1130522.2
1076295.8
153652.9
15.3
15.3
0.148
0.62
70

Important Conclusions and Observations

As seen above in the table, both adiabatic expansion as well as expansion with work extraction
takes place across the IPT. This trend is seen as well in the area increase and density decrease. The
absolute Mach number, although high at station 2, does not exceed one which meets the criteria. This
single rotor stage requires no cooling due to an inlet temperature below 1350 K.

7.3

Geometric Analysis

Below displays the meridional view of the IPT rotor along with corresponding tables containing
geometric data for the stage.

Figure 53: IPT Meridional View

71

Table 53: IPT Radii Values

Station
rm
rh
rt
bavg

1
0.236
0.197
0.276
0.088

2
0.248
0.199
0.296
0.097

Table 54: IPT Airfoil Values

C Hub (m)
Stagger Hub (deg)
Cax Hub (m)
C Mid (m)
Stagger Mid (deg)
Cax Mid (m)
C Tip (m)
Stagger Tip (deg)
Cax Tip (m)
Aspect Ratio
Taper Ratio

0.045
11.930
0.044
0.044
25.149
0.039
0.044
37.144
0.035
2
0.8

The following will show the stagger overlay of the blade to show the stagger of the hub mid and tip
sections.

Figure 54: IPT Stagger

72

Below in Table 55 are the key values and performance coefficients for the IPT that are used in analyzing
the component.
Table 55: IPT Key Values

ho (J/kg)
tt (%)
oHPT
oHPT
Cp (J/kg*K)

RPM
Degree of Reaction (hub)
Degree of Reaction (mid)
Degree of Reaction (tip)
Number of Rotors
Zweifel Coefficient

1.20
0.889
153949.2
92.00
0.880
0.570
1047.2
1.33
13800
0.323
0.662
0.717
47
0.8

Important Conclusions and Observations

The above performance characteristics show a work coefficient of 1.2 which is low compared to the
range given between 2 and 2.8. This low work coefficient is due to the low power balance between the
IPT and IPC. The degree of reaction trend follows the correct trend of highest at tip and lowest at the
hub while also staying within the range of 0.1 to 1.

73

8. Power Turbine (PT)

Khan, Bohlemann, Dantis, Palmer

The power turbine for the Unducted Propfan is a six-stage counter-rotating turbine. The flow is
introduced into the turbine through the high slope transition duct and an inlet guide vane (IGV). The exit
flow is turned axial through outlet guide vane (OGV). 12 turbine blade rows make up a six-stage power
turbine with each alternate row rotating in the opposite direction. Each stage has a pair of counterrotating rotors. As the turbine rotors rotate on a shaft, the turbine stators rings are unearthed and free
to move on a rotating cowling. This mechanism allows for stage-to stage counter-rotation throughout
the six-stage power turbine as illustrated in Figure 55. A total of six rotors rotating counter-clockwise are
connected to and operate the aft propfan while the other set of clockwise rotating turbine stators are
connected to and operate the front propfan.

Figure 55: Counter-rotating power turbine [AIAA-85-1190 The Unducted fan engine]

Figure 56: A 3D view of the power turbine (IGV/OGV-red; Rotors-blue; Unearthed Stators-black)

74

Conventional Turbine vs Counter-rotating Turbine

In comparison to a conventional turbine, a counter-rotating turbine provides a comparable stage loading
at lower rpm with a similar number of blade rows. This allows the counter-rotating power turbine to run
the propfans at the required low rpm range of 1500-2000 within a reasonable no of six stages and
without the requirement for a gearbox.
A comparative study between a conventional and a counter-rotating turbine stage highlighted the
added thermodynamics advantages achieved through counter rotation. These are listed in Table 56
along with the respective stage configuration represented in Figure 57 and Figure 58

Figure 57: Conventional Stage

Figure 58: Counter-Rotating Stage

Table 56: Counter-rotating Stage vs. Conventional Stage

Efficiency (%)
Work Coefficient
Delta h (J/kg)
Pressure Ratio
Temp Ratio

Conventional Stage
89
2.78
27912
1.14
1.03

Counter-Rotating Stage
89
2.58
55960
1.30
1.06

75

As a stator is replaced by a rotor rotating in the opposite direction, the counter-rotating stage provides a
higher capacity to do work with a comparatively similar work coefficient to that of a conventional Stage.
It also provides a higher temperature and pressure ratio across the stage. Thus, counter-rotation allows
for an optimum turbine design required to operate the Propfans.
Turbine Power Requirement
The power required from the turbine to operate the Propfans is listed in Table 57. The clockwise rotating
rotors running the front fan will be referred to as Stators from this point onwards for the sake of
simplicity and clarification.
Table 57: Power Requirement

RPM

Fan 1
1708

Fan2
1855

Power(HP)

6319

6311

Stators

Rotors

%
Mass flow rate(kg/s)

96
29.07

29.07

h(J/kg)

168856

168653

The work split across the rotors and stators for the power turbine is as follows.

Work split across PT

28400
28300
Total Enthalpy (kg/J)

28200
28100
Rotors

28000

Stators

27900
27800
27700
1

Stages

Figure 59: Work Split across the Power Turbine

Blade rows, moving from front to aft, constitute a higher diameter and therefore perform more work.
The load factor on each rotating blade across PT is demonstrated through its work coefficient in Figure
60.
76

Work Coefficient across PT

Stator

Work Coefficent

2.5
Rotor

2
1.5
1
0.5
0
R1

S1

R2

S2

R3

S3

R4

S4

R5

S5

R6

S6

PT Components
Figure 60: Work Coefficient of Rotors and Stators across the Power Turbine

The work coefficient for the rotors and stators increases progressing to the later stages. The rotors have
an average work coefficient of 2.37 compared to the stators with an average work coefficient of 2.79.
This difference in loadings can be attributed to the difference in component RPMs based on propfan
requirement where the stators are generating a higher amount of work with lower RPMs than the rotors
as seen in Table 57.
The results from thermodynamics, aerodynamic and geometric analysis for the Power Turbine Design
are described in the following sections.

8.1

Aerodynamic Analysis

The power turbine with its six stages plus an IGV and OGV, is comprised of 15 stations. The aerodynamic
characteristics in the absolute and relative FoR for the power turbine at its Aero/Thermo stations 2, 3
and 4 are listed in Table 58, Table 59 and Table 60. These stages are a good representation of the
characteristics throughout the PT. The velocity triangles illustrated Figure 61 in demonstrates these
characteristics.

77

Table 58: PT Aerodynamic characteristics at TIP

Rotor 1
Stator 1
Station

Vax(m/s)

105.11

V(m/s)

107.22

107.22

108.82

168.05

161.38

161.38

161.47

Vu(m/s)

131.12

120.62

120.62

119.30

W(m/s)

107.10

255.43

107.22

264.52

Wu(m/s)

20.56

231.84

-1.18

241.10

U(m/s)

110.56

111.22

121.80

121.80

()

51.28

48.37

48.37

47.63

()

11.07

65.18

-0.63

65.71

TE

LE

Mar

0.18

0.43

Ma

0.28

0.27

()

76.25

65.08

Stagger()

27.05

33.17

Table 59: PT Aerodynamic characteristics at MID

Stator 1
Rotor 1
Station

Vax(m/s)

105.11

V(m/s)

107.22

107.22

108.82

178.83

162.07

162.07

163.31

Vu(m/s)

144.68

133.88

133.88

133.45

W(m/s)

114.13

257.47

110.09

265.65

Wu(m/s)

44.47

234.09

25.00

242.33

U(m/s)

100.20

100.20

108.88

108.88

()

54.00

48.58

48.58

48.22

()

22.89

55.86

13.12

55.98

TE

LE

Mar

0.19

0.43

Ma

0.29

0.27

()

78.75

69.10

Stagger()

16.5

21.43

78

Table 60: PT Aerodynamic characteristics at HUB

Rotor 1
Stator 1
Station

Vax(m/s)

105.11

V(m/s)

107.22

107.22

108.82

192.58

184.72

184.72

186.47

Vu(m/s)

161.36

150.42

150.42

151.42

W(m/s)

127.14

262.50

120.25

270.26

Wu(m/s)

71.52

239.61

54.46

247.38

U(m/s)

89.84

89.18

95.96

95.96

()

56.92

54.52

54.52

54.30

()

34.23

65.89

26.93

66.26

TE

LE

Mar

0.21

0.44

Ma

0.32

0.31

()

100.13

93.18

Stagger()

15.83

19.56

79

Figure 61: Velocity Triangle at Hub, Mid, and Tip; Rotor 1 Rotating Counter-Clockwise, Stator 1 Rotating Clockwise

80

Figure 61 demonstrates an increasing stagger flow leaving the IGV and entering the CCW rotating rotor
at station 2. Swirl is added to the flow in the relative FoR (W) and removed in the absolute FoR(V). This
flow enters CW rotating Stator 1 at station 3. The flow in the relative FoR (WLE) attains a new direction
due to counter-rotation and swirl is induced to it across the stator.
The increase of V (V3LE < V4) across Stator 1 (Station 3TE-4) in spite of the expected decrease
demonstrates the additive effect of counter-rotation as the V continues to increase through the PT and
eventually contributed to the thrust from the core.
The aero/thermo hub for a stator indicated in Figure 61 corresponds to its geometric tip and vice versa
since its rotating on the cowling. Regardless of the geometry, the stagger and the camber follow the
expected trend from the aero/thermo hub to tip; the stagger increases and the camber decreases from
hub to tip.

Figure 62: Stack for the Power Turbine Rotor.

Figure 63: Stack for the Power Turbine Stator

81

The aerodynamic trend across the PT is demonstrated in Figure 64

Velocity Distribution across PT

0.6

Mach Number

0.5
0.4
Ma_Vax

0.3

Ma_Wc

0.2

Ma_V

0.1

Ma_Wo

0
R1

S1

R2

S2

R3

S3

R4

S4

R5

S5

R6

S6

PT Components

Figure 64: Velocity Distribution across the Power Turbine

The flow is accelerating throughout PT in the axial direction, the absolute and the relative FoR. Ma_Wo
represents relative velocity(W) before the effect of counter-rotation, and Ma_Wc represent W after
counter-rotation as W attains a new direction.
The highest Mach in the relative FoR is 0.59 and therefore within the design criteria of 1.45 Mach.
This acceleration of flow across the PT is characterized through the increase in flow coefficient across
the PT as illustrated in Figure 65.

Flow Coefficient

Flow Coefficientacross PT
1.3
1.25
1.2
1.15
1.1
1.05
1
0.95
0.9
0.85
0.8
R1

S1

R2

S2

R3 S3 R4 S4
PT Components

R5

S5

R6

S6

Figure 65: Flow Coefficient across the Power Turbine

82

The flow coefficient generally increases across the turbine. The rotors have a lower coefficient
compared to the stators due to lower RPMs for comparatively the same amount of work.
The Degree of reaction for the PT rotors and stators is illustrated in Figure 66

DOR

Degree of Reaction
1
0.9
0.8
0.7
0.6
0.5
0.4
0.3
0.2
0.1
0

HUB Reaction
MID Reaction
TIP Reaction

R1 S1 R2 S2 R3 S3 R4 S4 R5 S5 R6 S6
PT Components

Figure 66: Degree of Reaction for the Power Turbine Components

The reactions are significantly high and positive indicating a decrease in pressure throughout the
turbine. There is no danger of pressure rise. With the exception of R1, the components follow an
expected trend of a decrease in reaction from tip to hub.

8.2

Thermodynamic Analysis

The thermodynamic characteristics in the absolute and relative FoR for the power turbine at its
Aero/Thermo stations 1, 2, 3 and 4 are listed in Table 61. The h-s diagrams illustrated in Figure 68 and
Figure 69 demonstrate these characteristics.

83

Figure 67: Meridional View of for Station 1, 2, 3 and 4

Figure 68: h-s Diagram UDF rotor in Relative FoR

84

Figure 69: h-s Diagram UDF rotor in Absolute FoR

Table 61: Thermodynamic Characteristics across Station 1, 2, 3 and 4

Station

P0

T0

h0

198669.2

194928.8

1078.9

1073.8

1116686.2

1124372.3

103.1

198483.5

187401.3

1078.9

1063.6

1116686.2

1113697.3

178.8

177254.5

168891.4

1052.2

1039.7

1088774.1

1088641.8

162.1

157815.5

150064.0

1025.6

1012.8

1060828.3

1060493.7

163.3

2r

191857.85

187401.3

1069.8

1063.6

1120210.6

1113697.3

114.1

3rTE

190591.84

168891.4

1071.3

1039.7

1121787.36

1088641.8

257.4

3rLE

172712.68

168891.4

1045.4

1039.7

1094701.99

1088641.8

110.0

171223.92

150064.0

1046.5

1012.8

1095777.57

1060493.7

265.6

Figure 69 demonstrates the IGV, Rotor 1 and Stator 1 in an absolute FoR. The IGV exhibits adiabatic
expansion with no work and thus a h0 = 0. Rotor 1 and Stator 1 exhibit adiabatic expansion with work
done across Rotor 1 being h03 - h02 and Stator 1 being h04 - h03.

85

Figure 68 demonstrates Rotor 1 and Stator 1 in a relative FoR. Each blade behaves like a stator and
exhibits adiabatic expansion with h02r=h03rTE and h03rLE=h04r . h03rLE < h03rTE and W3LE < W3TE exemplifies
counter-rotation in the PT where W3LE leading into Stator1 acquires a new direction and a lower
magnitude compared to W3TE leaving rotor 1.
The temperature and pressure distribution across the PT is described in Figure 70 and Figure 71. The
pressure ratio across the PT is 0.2 and the temperature ratio in 0.7.

Pressure Variation across PT

250000

Pressure(Pa)

200000
150000
100000

P0

50000

P
OGV

S6

R6

S5

R5

S4

R4

S3

R3

S2

R2

S1

R1

IGV

Inlet

0
PT Components
Figure 70: Pressure Variation across Power Turbine

Temperature Variation across PT

1200
1000
Temperature(K)

800
600
T0

400

200
OGV

S6

R6

S5

R5

S4

R4

S3

R3

S2

R2

S1

R1

IGV

Inlet

0
PT Components

Figure 71: Temperature Variation across the Power Turbine

As expected, the temperatures and pressures across PT decrease from front to aft of the engine with the
total pressures and temperatures higher than the static pressures and temperatures.
86

8.3

Geometric Analysis

The geometric characteristics of the power turbine are listed in Table 62 and Table 63 and demonstrated
in the detailed meridional view illustrated in Figure 72. The PTs areas expand from front to aft with
constant mid radius.
Table 62: Geometry per Station across the Power Turbine

Station

Area

rh

rm

rt

0.404

0.503

0.560

0.618

0.408

0.502

0.560

0.618

0.434

0.499

0.560

0.622

0.468

0.494

0.561

0.627

0.522

0.486

0.561

0.635

0.559

0.481

0.561

0.640

0.615

0.473

0.561

0.648

0.671

0.465

0.561

0.656

0.736

0.456

0.561

0.665

10

0.807

0.446

0.561

0.675

11

0.900

0.433

0.561

0.689

12

0.992

0.420

0.561

0.702

13

1.068

0.410

0.561

0.712

14

1.158

0.397

0.561

0.725

15

1.267

0.381

0.561

0.741

87

Table 63: Geometry per Component across the Power Turbine

Avg Span

Mid Chord

AR

TR

IGV

0.115

0.052

2.2

1.2

R1

0.120

0.034

3.5

0.8

S1

0.128

0.037

3.5

1.2

R2

0.141

0.040

3.5

0.8

S2

0.153

0.055

2.8

1.2

R3

0.167

0.048

3.5

0.8

S3

0.183

0.052

3.5

1.2

R4

0.200

0.057

3.5

0.8

S4

0.219

0.063

3.5

1.2

R5

0.242

0.081

0.8

S5

0.268

0.077

3.5

1.2

R6

0.292

0.083

3.5

0.8

S6

0.316

0.083

3.8

1.2

OGV

0.344

0.132

2.6

1.2

Rotor
Stator

IGV/OGV

Figure 72: The Meridional Flow Path of the Power Turbine

The merdional view shows the flow entering the IGV, followed by 12 rows of counter-rotating rotors and
unearthed stators and exiting through the OGV to the exhaust nozzle.

88

The number of blades for the Power Turbine is listed in Figure 73.

No of blades
120

No of blades

100

102
82

90

86

94
74

80

72

62

60

70

66
50

60

44

46

R6

S6

40
20
0
IGV

R1

S1

R2

S2

R3

S3

R4

S4

R5

S5

OGV

PT Components

Figure 73: The Number of Blades across the Power turbine

89

9. Propfan

Bohlemann, Khan, Hauenstein

Most of the propulsive power for this engine comes from the two counter-rotating profans in the rear of
the engine. The propfans have the ability to change their pitch through a computer controlled hydraulic
system which alters the pitch of the blade to ensure maximum thrust generation at different flight
conditions. The two sets of propfan blades are each attached to the corresponding components in the
powerturbine. These powerturbines spin the propfan blades. Both propfan and the corresponding
stages of the powerturbine spin at the same RPM.

Figure 74: Propfan Isometric View

The results from thermodynamic, aerodynamic and geometric analysis for the fan design are described
and more details of the engine are given in following sections.

90

9.1.

Geometric Analysis

When designing the propfan blades it is very important to select the correct airfoil as this will allow for
high performance. For this design the Lockheed C-141 BL761.11 was chosen for its high CLmax angle as
well as its low camber and thin shape. The characteristics of the airfoil chosen are listed below in Table
64.
Table 64: Propfan Airfoil Data
Airfoil Data
Thickness:
Camber:
Trailing edge angle:
Lower flatness:
Leading edge radius:
Max C :
L

Max C angle:
L

Max L/D:
Max L/D angle:
Max L/D C :
L

Stall angle:
Zero-lift angle:

10.50%
1.80%
o

18.3
70.30%
2.30%
1.15
o

15
41.709
6.5
0.995
6.5
o

-2

Figure 75: Propfan Airfoil

The low camber and thin characteristic is expected for a high speed airfoil. The CLmax angle of attack is
very important in respect to maximizing thrust. Thrust for this airfoil is highest at the CLmax value of 15.
Thus, for the propfan design it is important to attempt to keep angle of attack as close as possible to 15
to maximize thrust generation.

The chord lengths chosen for the propfan blade designs were reverse engineered from the GE-36. The
same chord values were used for propfan 1 and propfan 2. The chord lengths are shown in the Table 65
below in radial locations (r/R) intervals of 10%.

91

Table 65: Radial Variation for Propfan

r/R

Propfan 1 & 2
Chord (m)

(deg)

(deg)

(deg)

(deg)

0.0

0.427

97

99

---

---

0.1

0.447

98

99

13.3

14.8

0.2

0.447

93

95

13.7

14.9

0.3

0.447

89

91

13.8

15.0

0.4

0.439

85

87

13.9

15.0

0.5

0.419

82

84

13.9

15.0

0.6

0.391

78

80

13.9

14.9

0.7

0.363

75

77

13.7

14.8

0.8

0.334

72

74

13.4

14.4

0.9

0.286

69

71

13.3

14.3

1.0

0.193

65

67

13.1

14.0

P1

P2

P1

P1

The above values are set at cruise conditions. The pitch angle, the angle between axis of rotation and
the chord line, is determined based on the angle of attack, meaning the pitch angle is adjusted in order
to ensure angle of attack is at the desired value. In the table the corresponding angle of attacks are
given, and it can be observed that they are all close to their max allowed value of 15. If the angle of
attack exceeds 15, the lift is cut off and the propfan blade now experiences a reduction in its lift ability
which negatively impacts the thrust produced.
Table 66: Propfan Key Geometric Values

Key Values
NOB
Blade Height (m)
Fan Diameter (m)
Sweep

Propfan 1
13
1.197
2.394
45

Propfan 2
11
1.151
2.302
48

The tip speed for propfan 1 and 2 are mach 1.1 and 1.2, respectively. These speeds are obviously too
high therefore sweep is introduced to the blades, as can be seen in the above tables. This is done for
noise reductions. Tip speeds are the higher than the rest of the blade speeds. When these tip speeds
approach the critical Mach number, flow issues arise and these flow issues and shock formation cause
the creation of intense unwanted noise and vibration. To minimize the noise the blades are swept back
to allow for these tips to have high speeds but not all the noise and flow problems that come with high
speed. It is important to note the amount of sweep for the blades was determined at cruise condition,
because in this flight condition the tips speeds were the highest.

92

Also it is important to note that the diameter of propfan 2 is slightly smaller than propfan 1. This
difference in diameter helps in reducing noise. A significant amount of the noise generated in an
unducted fan design engine comes from the viscous interactions between the propfan blades. Basically
when the front propfan vortices interact with the aft propfan, noise is generated, and to avoid excessive
interaction between the vortices, a simple solution of reducing the diameter of the aft causes a
reduction in the interaction of the two. The diameter of the GE-36 engine fan blades is about 7.7ft, and
the engine design in this report is about 7.8ft.

The GE-36 Unducted Fan was used as a basis for this engine design, but with respect to the number of
blades based on research this design was modernized. It has been shown to reduce to noise, if the
number of blades is different, the resonance affect is reduced. More experimental data needs to be
gathered to completely verify this, but it has been shown to put more blades in the front propfan to
reduce noise. Thus, based on research showing a 12x10 configuration, it was decided to go with a 13x11
configuration to ensure sufficient thrust without exceeding tip speeds by having to increase RPM too
much.

Figure 76: Propfan 1 snd 2

*All lengths are in meters, and they are axial lengths not true lengths*

93

110

Pitch Angle (Blade Twist)Cruise Propfan 1

Pitch Angle (deg)

100
90

Propfan 2

80
70
60
50
0.0

0.2

0.4

0.6

0.8

1.0

1.2

1.0

1.2

1.0

1.2

Radial Location r/R

100

Pitch Angle- TO

Pitch Angle (deg)

90

Propfan 1
Propfan 2

80
70
60
50
40
30
0.0

0.2

0.4

0.6

0.8

Radial Location r/R

Pitch Angle (deg)

80
70

Pitch Angle - SLS

60

Propfan 1
Propfan 2

50
40
30
20
0.0

0.2

0.4

0.6

0.8

Radial Location r/R

Figure 77: Pitch Angles across Flight Conditions

The pitch trend is correct as in propellers the pitch angle decreases from hub to tip to keep the angle of
attack mostly constant at it CLmax angle across the blade to maximize thrust.

94

20

Angle of Attack -Cruise

AoA (deg)

15
10
Propfan 1
Propfan 2

5
0
0.0

0.2

0.4

0.6

0.8

1.0

1.2

1.0

1.2

1.0

1.2

Radial Location r/R

20

Angle of Attack -TO

AoA (deg)

15
10
Propfan 1
Propfan 2

5
0
0.0

0.2

0.4

0.6

0.8

Radial Location r/R

20

Angle of Attack -SLS

AoA (deg)

15
10
5

Propfan 1
Propfan 2

0
0.0

0.2

0.4

0.6

0.8

Radial Location r/R

Figure 78: Angle of Attack Across Flight Conditions

The angle of attack is mostly constant in all stages of flight. In the TO and SLS stages the angle is not
completely stable especially in the sections close to the hub, which is still acceptable, since when
analyzing propellers the sections close to hub are often ignored since they contribute very little to the
thrust.

95

Advance Angle (deg)

90
80
70
60
50
40
30
20
10
0

Advance Angle - Crz

Propfan 1
Propfan 2

0.0

0.2

0.4

0.6

0.8

1.0

1.2

Advance Angle (deg)

Radial Station r/R

90
80
70
60
50
40
30
20
10
0

Advance Angle - TO

Propfan 1
Propfan 2

0.0

0.2

0.4

0.6

0.8

1.0

1.2

Radial Station r/R

Advance Angle (deg)

60

Advance Angle - SLS

50
40
30
20
Propfan 1
Propfan 2

10
0
0.0

0.2

0.4

0.6

0.8

1.0

1.2

Radial Station r/R

Figure 79: Advance Angle Across Flight Conditions

The advance angle for all stages of flight share the same trend of decreasing from hub to tip. This makes
sense as pitch angle is decreasing while angle of attack remains almost constant, therefore advance
angle has to decrease as a well.

96

9.2.

Aerodynamic Analysis

The results for the Aerodynamic analysis for both propfan 1 and propfan 2 are analyzed below. The
analysis is completed at 80% chord length, since propellers are usually analyzed at about 70-80% chord
length. This is done since most thrust is generated towards the tips of propellers and at the hub a lot of
aerodynamic flow problems occur and very little thrust is generated in this region; therefore propellers
are analyzed on average at 75% chord. The values obtained in the data analysis where taken at 10%
intervals, thus 80% was the reasonable choice. The aerodynamic characteristics for the propfan at cruise
flight condition are shown below in Table 67.

Figure 80: Propfan Cruise Velocity Triangle

97

Table 67: Propfan Cruise Velocity Triangle Values

Station

Vax (m/s)

253.1

279.5

279.5

302.2

Vu (m/s)

-------

60.3

60.3

5.3

V (m/s)

253.1

286.0

286.0

302.2

M
Wu (m/s)

0.85
171.3

0.95
111.0

0.95
246.4

1.00
191.3

W (m/s)

305.6

300.7

372.6

357.7

MRelative

1.03

1.00

1.24

1.19

UP (m/s)

171.3

186.0

-------

-------

P (deg)

55.9

48.6

-------

--------

P (deg)

13.4

14.4

-------

--------

P(deg)

71.9

73.8

-------

-------

(deg)

34.1

21.6

41.4

32.3

(deg)

12.2

12.2

1.0

Important Observations and Conclusions

Advance angle, p , is the angle formed between the rotation axis, and a tangent to the blade helix. The
advance angle of the two blades is different as expected since the RPM and Velocity of the two propfans
are different. The angle of attack, p, is seen to be close to 15 which is what is desired to maximize
thrust.
The effects of counter-rotation are also exhibited. The increase of V (V1 < V2) across Rotor 1 (Station 1
2) describes swirl induction. Employing counter-rotation in propfan 2 (Station 3 - 4 ), this swirl is
expelled as V is turned axial again, without the expected reduction in V (V4 > V3) typical of swirl
expulsion. This demonstrates how counter-rotation recovers exit swirl between blades and converts this
to thrust.

98

9.3.

Thermodynamic Analysis

Figure 81 demonstrates Propfan 1 and Propfan 2 in an absolute FoR. Each blade exhibits adiabatic
compression with work done across blade 1 being h02 - h01 and Rotor 2 being h04 - h03.

Figure 81: Propfan h-s Diagram

The figure below describes the thermo stations used to describe the flow through the propfans.

Figure 82: Propfan Aero/Thermo Stations

99

Table 68: Propfan Cruise Thermodynamic Values

Station
Mach #

R (J/Kg*K)
Cp (J/Kg*K)

1
0.85
1.4
287

2
.938
1.4
287

3
1.01
1.4
287

1004.5

1004.5

1004.5

P0 (Pa)

40198.1

44862.7

49990.0

P (Pa)
T0 (K)

25064.0

25441.4

25962.1

252.8

263.1

273.3

T (K)
h0 (J/Kg)

220.9

223.7

226.6

253957.7

264290.4

274525.8

(Kg/m )

0.395

0.396

0.399

4.50

4.33

4.17

286.0

302.2
Propfan 2
1.114

A (m )
V(m/s)

253.1

Propfan 1
1.116

1.041

1.039

h0 (J/Kg)

10332.6

10235.4

s0 (J/Kg*K)

8.55

7.11

s0 (J/Kg*K)

8.55

7.11

Total h0 (J/Kg)

20568.0

Figure 83 demonstrates Propfan 1 and Propfan 2 in a relative FoR. Each blade behaves like a stator and
exhibits adiabatic compression with h01r=h02rTE and h02rLE=h04r . h02rTE < h02rLE and W2TE < W2LE
exemplifies counter-rotation in the propfan where W2LE leading into propfan 1 has a new direction and
a higher magnitude compared to W2LE leaving propfan 1. This phenomenon has a big part to play in the
added work being done across a counter rotating fan compared to a conventional fan.

100

Figure 83: Propfan Relative h-s Diagram

The figure below describes the thermo stations used to describe the flow through the propfans.

Figure 84: Propfan Aero/Thermo Stations for Relative Frame of Reference

101

Table 69: Propfan Relative Thermodynamic Values

Loc

P0 (Pa)

P (Pa)

T0 (K)

T (K)

40198.1

25064.0

252.8

220.9

44862.7

25441.4

263.1

223.7

49990.0

25962.1

273.3

226.6

1r

48914.7

25064.0

267.4

220.9

2TEr

48331.9

25441.4

268.8

223.7

2LEr

66598.3

25441.4

292.8

223.7

3r

59626.3

25962.1

290.3

226.6

Loc

h0 (J/Kg)

h (J/Kg)

Mach

V(m/s)

W(m/s)

253957.7

221894.1

0.85

253.1

264290.4

224748.7

0.95

286.0

274525.8

227659.1

1.00

302.2

1r

268604.8

221894.1

1.03

305.6

2TEr

269975.2

224748.7

1.00

300.7

2LEr

294164.0

224748.7

1.24

372.6

3r

291624.6

227659.1

1.19

357.7

Table 70: Propfan Off Design Thermodynamic Values

Station

1
Before P1

2
Between P1 and P2

3
Aft P2

R
cp
Po
P
To
T
ho
h
3
(kg/m )
u (m/s)
2
A (m )

0.21
1.4
287
1004.5
104522.4
101300.0
290.6
288.0
291896.0
289296.0
1.226
72.1
4.50

0.35
1.4
287
1004.5
125342.1
115146.7
333.7
325.7
335196.4
327168.9
1.232
126.7
4.33

0.46
1.4
287
1004.5
148080.8
128062.5
366.5
351.6
368103.4
353140.9
1.269
173.0
4.17

102

Table 71: Key Propfan Stage Thermodynamic Values- Off Design

Propfan 1
1.20

Propfan 2
1.18

1.15

1.10

h0 (J/Kg)

43300.4

32907.0

s0 (J/Kg*K)

86.8

46.2

s0 (J/Kg*K)

86.8

46.2

Total h0 (J/Kg)

76207.5

In the table above, as in the Cruise Thermo values, Cp is constant. It is determined that Cp is constant as
there a very small temperature change across the propfans.

9.4.

Performance

In the tables below some key performance characteristics of each propfan in different flight conditions
are listed.
Table 72: Propfan Cruise Performance

Summary-Cruise

Propfan 1

Propfan 2

Blade Height (m)

RPM
NOB
Velocity (m/s)
AF/blade
CT

1.197
1708
13
253.14
187
0.19

1.152
1855
11
278.19
195
0.17

CP

0.89

0.84

CQ

0.14

0.13

J
PROP

3.71
0.78

3.91
0.81

P (HP)
P (Watts)

6319.34
4712330.02

6311.68
4706617.82

ho (J/Kg)
0

10332.63
1.116

10235.39
1.114

mass flow (kg/s)

T(lb)
Total ho (J/Kg)

456.1
3278

459.8
3084

Total P (HP)
Total T(lb)

20568
12631
6362

103

In cruise condition the RPM was set to 1708 for propfan 1 and 1855 for propfan 2. These RPM were
chosen based on obtaining the correct amount of thrust as well as matching the HP of each propfan
since this was necessary for the power turbine. The velocity propfan two sees is the velocity which
comes off propfan 1. The activity factor for both blades is good, as they both are higher than the
comparable engine, GE-36 whose blades have an AF of 148. The advance ratio values of 3.71 and 3.91
are both values which represent a good forward motion of the engine for its revolution rate. The
pressure ratio across each propfan is relatively low compared to a fan but this is very characteristic for a
propeller style propulsive unit.

Table 73: Propfan Takeoff and SLS Performance

Summary-TO

Propfan 1

Propfan 2

Summary-SLS

Propfan 1

Propfan 2

Blade Height (m)

RPM
NOB
Velocity (m/s)
AF/blade
CT

1.197
1610
13
72
187
0.16

1.152
1690
11
119.6
195
0.14

Blade Height (m)

RPM
NOB
Velocity (m/s)
AF/blade
CT

1.197
2000
13
0
187
0.16

1.152
2010
11
20.60
195
0.16

CP

0.50

0.52

CP

0.28

0.33

CQ

0.078

0.083

CQ

0.044

0.053

J
PROP

1.12
.36

1.84
0.5

J
PROP

0.00
0.00

0.27
0.13

P (HP)
P (Watts)

9534.0
7109489.5

9662.7
7205480.2

P (HP)
P (Watts)

10305.7
7684995.9

10280.0
7665804.8

ho (J/Kg)
mass flow (kg/s)
T(lb)

43300.4
164.2
7958.1

32907.0
219
6754.9

132493.1
58.0
12791

92213.3
83.1
10647

19196.7

ho (J/Kg)
mass flow (kg/s)
T(lb)
Total ho (J/Kg)
Total P (HP)

14713

Total T(lb)

Total ho (J/Kg)
Total P (HP)
Total T(lb)

76207.5

224,706
20,586
23,439

For TO and SLS condition, as can be seen in Figure 77 in the geometric section, the pitch of the propfans
were changed to acquire the desired thrust and power values. Pitch angle could not exceed 15 due to
the airfoil, thus, RPM was also changed to control the desired thrust and power.

104

10.

Inlet

Palmer

The goal of the Inlet is to allow the appropriate amount of upstream air to be capture and swallowed by
the engine while minimizing inlet lip losses. Similarly, the goal of the Diffuser is to minimize viscous
losses in between the inlet lip and the first stage of the IPC by allowing the air to decelerate smoothly
from one point to the other. Both the Inlet and Diffuser were designed simultaneously using CATIA
V5R20 educational software. The table below shows the radius and area for the locations of interest.
Table 74: Areas at Locations of Interest Necessary for Inlet Design

Location
Takeoff Capture Area
Cruise Capture Area
Inlet
Diffuser

Area (m2)
.735
.300
.320
.328

Outer Diameter (m)

.968
.618
.639
.883

Finally, the start of the IPC was placed at a distance of .46m in the opposite direction from the capture
areas. A spline command in the Generative Shape Design workbench was used to connect each circle.
Two splines were used, one passing through what will be the top of the inlet and one passing through
what would be the bottom of the inlet. By manipulating the distance between inlet and capture area, a
smooth annulus was created by attempting to superimpose the cruise funnel on the takeoff funnel,
which allows for minimal losses at each flight condition.

Figure 85: Detailed Meridional Inlet View with Capture Cones

The flow through the diffuser can be described as adiabatic compression with no work. The process
from the Inlet to the IPC Entrance is modeled on the h-s Diagram in Figure 86 below.
105

PO1

PO2

hO 1,2
P2

V22
222

V12

h2

P1

h1

1
s1

s2

Figure 86: h-s Diagram of Flow through Inlet Diffuser

Table 75: Thermodynamics through Inlet Diffuser at Cruise

R
cp (J/kg*K)
Po (Pa)
P (Pa)
To (K)
T (K)
ho (J/kg)
h (J/kg)
(kg/m3)
u (m/s)
A (m2)
(m)
s (J/kg*K)

Inlet
0.720
1.4
287
1004.5
39796.1
28176.7
252.8
229.1
253957.7
230100.9
0.429
218.4
0.320
0.639
25.1

Diffuser
0.700
1.4
287
1004.5
39398.2
28403.2
252.8
230.3
253957.7
231291.2
0.430
212.9
0.328
0.646
25.4

106

Table 76: Thermodynamics through Inlet Diffuser at Takeoff

R
cp (J/kg*K)
Po (Pa)
P (Pa)
To (K)
T (K)
ho (J/kg)
h (J/kg)
(kg/m3)
u (m/s)
A (m2)
(m)
s (J/kg*K)

Inlet
0.582
1.4
287
1004.5
103477.7
82286.1
290.6
272.2
291896.4
273397.4
1.05
192.35
0.32
0.64
2.88

Diffuser
0.575
1.4
287
1004.5
101925.6
81474.6
290.6
272.6
291896.4
273804.1
1.04
190.22
0.33
0.65
4.34

107

11.

Ducts

Palmer

Engine ducts and diffusers are meant to guide the while at the same time accelerate or decelerate the
flow to an acceptable level for the next component. The engine has a total of 2 ducts. They range in size
based on their location throughout the engine. All Ducts were designed using CATIA V5R20 visualization
software. In order to design these components the components which they connected must be finalized
first. The duct length was determined by adjusting the spacing between the two components until the
steepest angle in the duct was no greater than 45 if the flow is accelerating or 30 if the flow is
decelerating.

11.1 High Pressure Compressor Exit Diffuser

11.1.1 Diffuser Thermodynamics
The flow from the HPC to the Combustion chamber is adiabatic compression with no work. Below is
pictured the enthalpy-entropy diagram and the table to the right of it shows all thermodynamic values
of interest.
Table 77: Diffuser Thermodynamics
Diffuser
Diffuser Exit
Entrance
PO1
PO2
M
0.488
0.100

1.38
1.38
hO 1,2
R
287.0
287.0
cp (J/kg*K)
1042.3
1042.3
2
V2
Po (Pa)
1072385.7
1084392.1
P (Pa)
912910.2
1076942.6
2
V1
2
To (K)
719.7
719.7
h2
T (K)
688.5
723.0
ho (J/kg)
750142.5
750142.5
h (J/kg)
717611.9
753533.4
h1
(kg/m3)
4.62
5.23
1
u (m/s)
255.1
53.5
A (m2)
0.02
0.10
s1
s2
(m)
0.18
0.36
s (J/kg*K)
77.73
3.48
Figure 87: HPC Exit Diffuser Thermodynamics and h-s Diagram

P2
222

P1

108

11.1.2

Diffuser Geometry

Figure 88: HPC exit Diffuser Meridonial View

11.2 Intermediate Pressure Compressor/Power Turbine Duct

11.2.1 Duct Thermodynamics
The flow from the IPT to the PT is adiabatic compression with no work. The enthalpy-entropy diagram
pictured in Figure 89 depicts the process.
Table 78: IPT/PT Thermodynamics
Duct Entrance
Duct Exit
M
0.538
0.169

1.33
1.33
R
259.8
259.8
cp (J/kg*K)
1047.1
1047.1
Po (Pa)
200934.8
198614.6
P (Pa)
166466.2
194874.9
To (K)
1079.6
1079.6
T (K)
1030.3
1074.5
ho (J/kg)
1130414.1
1130414.1
h (J/kg)
1078844.7
1125095.1
(kg/m3)
0.62
0.70
u (m/s)
321.2
103.1
A (m2)
0.15
0.40
(m)
0.44
0.72
s (J/kg*K)
12.47
3.02

PO1

PO2

hO 1,2
2

P2

V2

222
2

V1

h2

h1

P1

1
s1

s2

Figure 89: IPT/PT Thermodynamics and h-s Diagram

109

11.2.2

Duct Geometry

FLOW DIRECTION

Figure 90: Detailed Meridional View of IPT/PT Duct

The mean angle on the top surface of the duct is 28.9. The bottom surface of the ducts mean angle is
26.7. These angles meet the design requirement of less than 30 in a duct with decelerating flow.

110

12. Materials

Dantis

A working engine is just an engine half done. To get the engine presentable and lucrative to the
customer, the various components of the engine must prove that they will perform and exceed
expectations in terms of life, durability and reliability. The materials used in the FUDD are top grade
aerospace materials that guarantee long life and reliability of the engine.

12.1 Prop Fan

The propfan is about 13 feet in diameter and spins around 1800 rpm. The material that is chosen to
create it should be strong enough to take rotational stresses and light enough to not add too much
weight to the engine. The material chosen for the propfan is Titanium Aluminum Vanadium alloy (Ti-6Al4V). The propfan is going to have a unique material design namely the titanium alloy sandwiches a
titanium honeycomb structure. The main reason this is done is to save weight while not compromising
on performance and reliability. Table 79 provides the composition of the alloy.
Table 79: Composition of Ti-6Al-4V

Element
Ti

% Comp
90

Element
Al

% Comp
5.99

Element
V

% Comp
3.99

Element
Fe

% Comp
>0.25

Element
O

% Comp
>0.2

The thermal and mechanical properties of the alloy are represented in the table below.
Table 80: Properties of Ti-6Al-4V compared with standard Alumina

Criteria
Youngs Modulus (GPa)
Bulk Modulus (GPa)
Tensile Strength (GPa)
Endurance Limit (GPa)
Density (g/cc)
Melting Point (K)
Maximum Service Temp. (K)
Thermal Expansion Coefficient
( strain/ K)
Thermal Conductivity (kW/m.K)

Ti-6Al-4V
119.3
153.1
1.268
0.64
4.43
1672
623

Alumina
70
76
0.125
0.172
2.7
2277
2033

9.1

8.1

7.31

30

Titanium is relatively difficult to work with. However, the blade is created using patented Rolls Royce
technology which involves sandwiching and then air inflation till it reaches prime size. Rolls Royce has
used this technology on the Trent 900 and Trent 1000 already.

111

12.2 Compressor
The compressor consists of two parts namely the IPC and the HPC. The material used for both
compressors is INCONEL nickel-iron-chromium alloy 706. The alloy is a precipitation-hardenable alloy
that provides high mechanical strength in combination with good fabrication ability. Table 81 provides
the composition of the alloy.
Table 81: Composition of INCONEL Alloy 706

Element
Ni
Al
S

% Comp.
39-44
0.4
0.015

Element
Cr
C
P

% Comp.
14.5-17.5
0.06
0.02

Element
Co
Cu
B

% Comp.
1
0.3
0.016

Element
Nb
Mn
Fe

% Comp.
2.5-3.3
0.35
rest

Element
Ti
Si

% Comp.
1.5-2
0.35

The INCONEL alloy maintains its high strength and creep rupture resistance up to 980 K. This is due to
the heat treatment process it undergoes during fabrication. Table 82 lists the mechanical and thermal
properties of the alloy.
Table 82: Properties of INCONEL Alloy 706 compared with standard Alumina

Criteria

INCOLOY Alloy 706

Alumina

Youngs Modulus (GPa)

Bulk Modulus (GPa)
Tensile Strength (GPa)
Endurance Limit (GPa)
Density (g/cc)
Melting Point (K)
Maximum Service Temp. (K)
Thermal Expansion Coefficient
( strain/ K)
Thermal Conductivity (kW/m.K)

165.5
170.3
1.17
0.74
8
1605
1200

70
76
0.125
0.172
2.7
2277
2033

12.5

8.1

13.5

30

As stated before, the alloy is highly machineable and is very easy to manufacture. It is easily available in
the form of rods, plates, billets, wires, forgings and strips. Another reason to use a strong material for
the compressor is to provide added strength and reliability to the blisk in the HPC.

12.3 Combustion Chamber

The combustion chamber is the hottest part of the engine and hence the material should be hard,
sturdy, heat resistant and durable. The material used for the combustion chamber is INCOLOY alloy A286. It is an iron-nickel-chromium alloy with additions of molybdenum and titanium. The alloy maintains
good strength and exceptional oxidation resistance at high temperatures. The high strength and
excellent fabrication characteristics of INCOLOY alloy A-286 make the alloy useful for various
components of aircraft and industrial gas turbines. It is also used for fastener applications in automotive
112

engine and manifold components subject to high levels of heat and stress and in the offshore oil and gas
industry.
Table 83: Composition of INCOLOY alloy A-286

Element
Ni
V
S

% Comp.
24-27
0.1-0.5
0.03

Element
Cr
C
B

% Comp.
13.5-16
0.08
0.001-0.01

Element
Ti
Mn
Si

% Comp.
1.9-2.35
2
1

Element
Mo
Al
Fe

% Comp.
1-1.5
0.35
Rest

The table above consists of the composition of INCOLOY alloy A-286. The high concentration of nickel
and chromium adds strength and high temperature resistance to the alloy. Therefore the physical
properties of the alloy are enhanced and perfect for the extreme conditions it is subjected to. The table
below provides a brief synopsis of the mechanical and thermal properties of the alloy. To provide a good
reference to the strength and durability of the alloy, the properties of Alumina are compared alongside
as well.
Table 84: Properties of INCOLOY alloy A-286 compared with standard Alumina

Criteria

INCOLOY Alloy A-286

Alumina

Youngs Modulus (GPa)

Bulk Modulus (GPa)
Tensile Strength (GPa)
Endurance Limit (GPa)
Density (g/cc)
Melting Point (K)
Maximum Service Temp. (K)
Thermal Expansion Coefficient
( strain/ K)
Thermal Conductivity (kW/m.K)

201
175.8
0.897
0.433
7.94
1700
1433

70
76
0.125
0.172
2.7
2277
2033

17.7

8.1

23.8

30

INCOLOY alloy A-286 is readily fabricated by standard procedures for stainless steels and nickel alloys.
Therefore it is not difficult to manufacture is readily available in sheets, rods, bars and plates. This
makes the alloy prime material for the combustion chamber based on our low TIT and the materials
durability.

12.3.1 Thermal Barrier Coating (TBC)

The thermal barrier coating chosen for the combustion chamber and the HPT blades is Yttria stabilized
Zirconia (YSZ). YSZ is used industry wide for thermally protecting materials even when the temperature
is beyond their melting range. It has been proven that a 150 m application on the material surface can
protect the material to up to 170 K beyond its melting point. The two main reasons YSZ is used today is
because of its low thermal conductivity and high thermal expansion coefficient. These two reasons

113

contribute to an increased component life and durability. The following table highlights the mechanical
and thermal properties of YSZ.
Table 85: Properties of YSZ

Criteria
Youngs
Modulus (GPa)

Value

Value

208.91

Criteria
Endurance Limit
(GPa)

Bulk Modulus
(GPa)

128.93

Density (g/cc)

5.92

Tensile
Strength (GPa)

0.71

Melting Point (K)

2972

Criteria
Max Service Temp.
(K)
Thermal Expansion.
Coefficient
( strain/ K)
Thermal
Conductivity
(kW/m.K)

0.638

Value
2455
3.914

0.832

12.3.2 Anti Oxidation Coating

The anti oxidation coating used on the combustion chamber is Nickel Chromium Aluminum Yttrium alloy
(NiCrAlY). NiCrAlY alloy has two main properties that make it a lucrative material. The first reason is
because the coating acts as an adhesive and allows the TBC to successfully attach to the nickel alloy and
secondly they prevent the oxidation of the nickel alloy in the event of TBC failure. This acts as a last
resort before the nickel alloy fails.

12.4 Turbine
The turbine section is divided in to 3 parts namely the HPT, the IPT and the PT. The material that is to be
selected should be able to handle the high temperatures and stresses of gases coming out of the
combustion chamber while it should be strong enough and well equipped to spin the propfan with
relative ease. MAR-M-247 has a unique property of getting stronger and sturdier as it is subjected to
increasing temperatures. Table 86 provides the chemical composition of MAR-M-247.
Table 86: Composition of MAR-M-247

Element
Ni
Ta

% Comp.
59
3

Element
W
Ti

% Comp.
10
1

Element
Co
Mo

% Comp.
10
0.7

Element
Cr
Fe

% Comp.
8.25
0.5

Element
Al
B

% Comp.
5.5
0.015

The high concentration of nickel and chromium adds strength and high temperature resistance to the
alloy. The material also has trace amounts of tantalum in it which helps reduce grain boundary which
thereby increases grain size and decreases boundary cracking. Table 87 below provides a brief synopsis
of the mechanical and thermal properties of the alloy. To provide a good reference to the strength and
durability of the alloy, the properties of Alumina are compared alongside as well.

114

Table 87: Properties of MAR-M-247

Criteria

MAR-M-247

Alumina

Youngs Modulus (GPa)

Bulk Modulus (GPa)
Tensile Strength (GPa)
Endurance Limit (GPa)
Density (g/cc)
Melting Point (K)
Maximum Service Temp. (K)
Thermal Expansion Coefficient
( strain/ K)
Thermal Conductivity (kW/m.K)

195.2
140
1.758
0.54
8.44
1733
1238

70
76
0.125
0.172
2.7
2277
2033

13.9

8.1

12

30

The HPT blades will also have a 150 m coating of YSZ TBC with NiCrAlY anti oxidation coating to further
protect them from the high temperature and gases from the combustion chamber. MAR-M-247 is the
standard material used today for HPT and LPT blades. The manufacturing process has been set in stone
for the past 20 years and therefore should not be hard to manufacture.

12.5 Duct and Diffuser

The engine has a one duct and one diffuser. The duct connects the IPT to the PT while the diffuser
connects the HPC to the combustion chamber. Based on the mechanical and thermal properties of the
various components in the engine, the ideal material to make both the duct and the diffuser is INCONEL
Alloy 706. The alloy is strong enough to handle the highly compressed air and relatively high
temperature from the HPC with ease. Also, even though the temperature of the gases coming out of the
IPT are slightly elevated when compared to the HPC and since the pressure is much lower, the alloy is an
ideal candidate for both, the duct and the diffuser.

115

12.6 Inlet and Exit Cone

The inlet cone is made of Hastelloy alloy X which is a solid solution strengthened super alloy. It is one of
the most widely used materials for fabricated parts in a gas turbine engine. The properties of Hastelloy
alloy X is elaborated in
Table 88 below.
Table 88: Mechanical and Thermal Properties of Hastelloy alloy X

Criteria

Hastelloy alloy X

Alumina

Youngs Modulus (GPa)

Bulk Modulus (GPa)
Tensile Strength (GPa)
Endurance Limit (GPa)
Density (g/cc)
Melting Point (K)
Maximum Service Temp. (K)
Thermal Expansion Coefficient
( strain/ K)
Thermal Conductivity (kW/m.K)

139
189
0.703
0.28
8.22
1628
1422

70
76
0.125
0.172
2.7
2277
2033

16.6

8.1

28.7

30

The alloy is highly machineable and is easily available in sheet and billet form. The inlet cone is coated
with a polyurethane material to act as a protective layer.

116

1. References
1. CFM-CFM International. LEAP56,LEAP-X, and Open Rotor Janes Aero-Engines. : Jan. 31,2011
2. CFM. 2011. 30 January 2011 < http://www.cfm56.com/products/cfm56-7b>
3. Dickens, Tony, and Ivor Day. "The Design of Highly Loaded Axial Compressors." Journal of
Turbomachinery 133 (2011). Print.
4. U.S. DEPARTMENT OF TRANSPORTATION FEDERAL AVIATION ADMINISTRATION TYPE
CERTIFICATE DATA SHEET E00049EN (2007). Print.
5. Full Scale Technology Demonstration of Modern Counterrotating Unducted Fan Engine
Concept GE, NASA Contract No. NAS3-24210, CR-180867, December 1987
6. John E. Donelson, William T. Lewerenz, and Roger T. Durbin. UHB Technology Validation The
Final Step. American Institue of Aeronautics and Astronautics. AIAA-88-2807. 1988.
7. Norris, Guy. New-Generation GE Open Rotor and Regional Jet Engine Demo Efforts Planned
Aviation Week. May 11,2008.
8. Peters, Andreas. Assesment of Propfan Propulsion Systems for Reduced Environmental Impact
Diplomarbeit (Thesis). RWTH Aachen University (Germany) and Massachusetts Institute of
Technology. January 2010
9. Turner, Aimme. R-R achieves very big step in open rotor Technology. Flight International. Vol.
174. Issue 5160 (2008): pg 9

117

2. Appendix
Sample calculations
Compressor On Design
AERODYNAMICS

rm 2 rm1 *(1 rm )
rm 2 0.234*(1 0)
rm 2 0.234m

rm3 rm 2 *(1 rm )
rm3 0.234*(1 0)
rm3 0.234m
vax 2 vax1 *(1 vax )
vax 2 204.5* 1.10
vax 2 184.1 m

vax 3 vax 2 * 1 vax

vax 3 184.1*(1 0.08)
vax 3 198.8 m
VU 2

ho U1VU 1
U2

77044 362.6* 21.5

362.6
191.0 m
s

VU 2
VU 2

VU 3 Vax 3 * tan( 3 )
VU 3 198.8* tan(11.5o )
VU 3 40.4 m

118

WU VU U
WU 191.0 362.6
WU 171.6 m

VU

Vax

tan 1

191.0

184.1

tan 1
46.1o

WU

Vax
171.6
tan 1

184.1

tan 1

43.0o
V Vax 2 VU 2
V 184.12 191.02
V 265.2 m

W Vax 2 WU 2
W 184.12 171.6
W 251.7 m

THERMODYNAMICS

C p R 3.64 1.101*103 * Tguess 2.466*106 * Tguess 2 0.942*109 * Tguess 3

C p 287 3.64 1.101*103 * 407.5 2.466*106 * 407.52 0.942*109 * 407.53
C p 1015.2 J

kg * K

Cp
Cp R

1015.2
1015.2 287
1.394

119

C p1 * o1

avg 1
avg

C p3

tt

C p3

C p1
1.39381

1011.2*1.69 1.3938 1020.4

1020.4
.88
o
1011.2
o 1.183

To 3 To1 * o
To 3 393.3*1.18
To 3 469.3
ho 3 C p 3 * To 3
ho 3 1020.4* 469.3
ho 3 474721 J

kg

ho ho 3 ho1
ho 474721 397677
ho 77044 J

kg

Po 3 Po1 * o
Po 3 156035*1.69
Po 3 263785Pa
Po 2 Po 3

* guess *V32

2
.04*1.63* 202.82
Po 2 263785
2
Po 2 266085Pa
M

V
* R *T

265.2
1.392* 287 * 431.6
M .639
M

120

Po

1
1
2
1 2 * M
266085
1.392

1.392 1
1.3921
*.6392
1
2

P 202482 Pa

T To

V2
2* C p

T 431.0

218.32
2*1015.2

T 407.5 K

P
R *T
202482

287 * 431.6
1.63 kg 3
m

m
A
*Vax
30
1.63*184.1
A .0997 m 2
A

RADIAL EQUILIBRIUM

VUhub

rmid *VUmid
rhub

.234*191.0
.201
223.2 m
s

VUhub
VUhub

Vax _ hub Vax _ mid

Vax _ hub 184.1 m

121

U hub rhub *

U mid
rmid

362.6
.234
310.2 m
s

U hub .201*
U hub

OFF DESIGN AERODYNAMICS

Select : 3

2OD 2 DP
2 3 CAMBERSTATOR
2 0 32.6
2 32.6o
Vax 2

U2
tan( 2 ) tan( 2 )

380.9
tan(32.6) tan(43)
242.5 m
s

Vax 2
Vax 2

Vax 3

guess * A

30
3.28*.086
231.5 m
s

Vax 3
Vax 3

OFF DESIGN THERMODYNAMICS

ho U 2VU 2 U1VU 1
ho 380.9*154.8 380.9*( 22.8)
ho 67656 J

kg

122

To 3

ho C p1 * To1
C p3

67656 1015.2* 431.0

1024.0
To 3 493.4 K
To 3

To 3
To1

493.4
431.0
o 1.145

tt C p 3 * o C p1 C p1
o

avg
avg 1

C p3

1.392

.88 1024.0*1.145 1015.2 1015.2 1.3921

o

1024.0

o 1.526
Propfan Calculations

dCT 0

C Tno _ loss 0.1 dr

2

dCT 1

0.9 dCT
dr

2
r / R 0.2 dr

0
0.4260
0.1 .006917 0.02865 0.06615 0.1183 0.1811 0.2514 0.3283 0.4074 0.4713
2
2
C Tno _ loss 0.2072
C

Tno _ loss

B 1 ( 2 CTno _ loss ) / NOB

B 1 ( 2 0.2072) /13
B 0.95

123

dCTTip

C TTip _ Loss ((CT 1 (CT 1

(1 B)) / 2) (1 B)
dr

0.4260 0.4713

C TTip _ Loss ((0.4260 (0.4260

(1 0.95)) / 2) (1 0.95)
1.0 0.9

C TTip _ Loss 0.0218

CT CTNo _ Loss CTTip _ Loss

CT 0.2072 0.0218
CT 0.185

T CT A (R) 2
T 0.185 0.00073821( slug / ft 3 ) 48.5 ft 2 (702.52 ft / s) 2
T 3269lb

CQ

0.1

C Q 0.1
0

dC Q

.9

dr
2

r / R .2

dC Q
dC Q

dr

dr

0.00001305 0.0001081 0.0003769 0.0009138 0.001801 0.003131 0.005039 0.007664 0.01121

0.01389

C Q 0.00372
0

dC
dr
0.1
2

Qi

C
Qi

C
Qi

C
Qi

no _ loss

0.1
no _ loss

0.9

r / R 0.1

dC
dr

Qi

dC

Qi

dr

0.001018 0.007944 0.02603 0.05890 0.1072 0.1699 0.2465 0.3328 0.4114

0.3885
2

0.1556
no _ loss

C
C
C

Qi Tip _ loss

Qi Tip _ loss
Qi Tip _ loss

1 B

dCQi1

dr
1 0.9505 0.3885
0.192

124

CQi CQi

no _ loss

CQi

tip _ loss

CQi 0.1556 0.0192

CQi 0.1364

CQ CQ0 CQi
CQ 0.00372 0.1364
CQ 0.1401

C p 2 CQ
C p 2 0.1401
C p 0.8803

V
RPS D
830 ft / s
J
28.47 1/ s 7.856 ft
J

J 3.71

CT
CP

0.185
0.8803
0.78 78%

3.71

125

P T

830.496 ft / s
0.78
P 3480630.0( ft lb / s) 6328.4 HP 4719100.7W
P 3269lb

Vinlet Vexit
2
830.496 ft / s 912.69 ft / s

2
871.6 ft / s

Vavg
Vavg
Vavg
.

m Vavg A
7.856 ft
m 0.0237(lb / ft ) 871.6 ft / s

2
.

m 1001.3(lb / s) 455.1 kg / s

h0

P
.

m
4719100.7W
h0
455.1( Kg / s)
h0 10369.4 J / Kg

VTip

R V forward

VTip

702.52 ft / s 830.4 ft / s

VTip 1087.7 ft / s
M Tip
M Tip
M Tip

VTip

a
1087.7 ft / s

973.1 ft / s
1.1

126

100000
AF
16

100000
AF
16

16.82 in

100000
AF

17.61in

94.272 in

16 4

15.39 in

17.61in

0.2 0.1

94.272 in

0.6 0.5

94.272 in

0.1 0

17.61in

0.3 0.2

94.272 in

14.28 in

0.7 0.6

94.272 in

17.29 in

0.4 0.3

94.272 in

13.17 in

0.8 0.7

94.272 in

16.50 in

94.272 in

11.26 in

0.9 0.8

94.272 in

0.5 0.4

94.272 in

7.61in

1.0 0.9

94.272 in

AF 187

127