Progress in Aero Engine Technology 1939 2003 Adapated from Dilip R Ballal University of Dayton Joseph Zelina Air Force Research Laboratory Gas Turbine Unit Market Share Vehicular Applications APUs GPUs 0 27 16 84 Missiles Drones RPVs 11 55 51 3 11 46 Micro Mini Turbines Industrial and Marine 8 57 Manned Aircraft Search for Higher Thrust z 1903 z 1939 1 000 lbf 4450N von Ohain Whittle z 2003 z 134 lbf Wright Flyer 35 000 lbf Military Engine z 115 000 lbf GE90 115B 8 of single F 1 engine in Saturn V Gas Turbine Thrust Improvements 600 400 300 200 100 Thrust kN 500 Specific Thrust Improvements 1000 Specific Thrust N kg s 10 000 Thrust Weight z 84 56 Saturn V one F 1 Engine z 2003 7 Rolls Royce Trent z 2003 6 5 Military Engine z 1939 1 2 von Ohain Whittle z 1903 0 67 Wright Flyer Efficiency u z propulsive K e z thermal z overall propulsive x thermal K e m f hr z 1903 10 Wright Flyer z 1939 15 von Ohain and Whittle z 2003 30 Military Engine 40 Civil Engine thermal Specific Fuel Consumption 0 1 0 05 0 SFC kg hr N 0 15 MORE LATER 4 800F zirconium oxide z 4 200F stoichiometric gas temperature z 3600F aluminum nitride z 2006 3500F proposed gas temperature z z z 2003 3200F gas temp with cooling 2003 2800F C C composites 1939 1300F von Ohain and Whittle 3500 Civil 3000 Military Turbine Inlet Temperature 2000 C C 2500 2000 Cooling Technologies Directional 1500 Conventional 1500 Composites Material Temperature Limit 1000 1000 1940 1950 1960 1970 1980 1990 2000 2010 Year T4 K z Turbine Inlet Temperature F Materials Challenge Reliability Life on Wing OPR BPR T3 and SFC z High OPR Turbo Jet Cycle z z z Low SFC Core thrust and Propulsive efficiency High BPR Turbofan Cycle z Low SFC and Core Thrust z High Propulsive Efficiency High T3 z High Thermal Efficiency z Lighter Engine and Low SFC Overall Pressure Ratio By Pass Ratio Trent1000 GE90 GP7200 Compressor Stage Pressure Ratio Emissions Reduction Progress Gas Turbines 1 8 Railways and Ships 12 Road Vehicles 60 Misc 1 2 Power Generation 25 Smoke Number Noise Reduction Summary z z z z z Since 1939 aero engine thrust has increased over 100 fold for civil engines and some 20 fold for military engines Today s engines also recorded thrust weight approaching 7 While the early jet engines barely lasted for less than 10 hours modern civil engines can stay on wings for up to 10 000 hours and military engines up to 800 hours However there is a considerable future scope for increasing aero engine durability and life and decreasing maintenance and repair costs For component improvements the single stage compressor pressure ratio has increased 30 percent and at the same time the number of stages and blade count has decreased Advances in blade cooling technologies even more so than advances in high temperature materials have permitted an increase in turbine inlet temperature from 1280F to 3200F Aero engine thermal efficiency is approaching 50 percent and take off thrust specific fuel consumption is near 0 34 Today s most powerful aero engines already meet the ICAO ultra low gaseous and smoke requirements However tougher new particulate matter emissions and noise abatement regulations are expected in the near future These areas will require further improvements