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Konstantinos G. Kyprianidis Towards the optimal 2020 ducted turbofan Table 7.2: Comparison of the fuel optimal intercooled and conventional core turbofan engine designs. Fan diameter [in] ISA SLS take-off thrust [lbf] Overall pressure ratio IPC pressure ratio HPC pressure ratio Fan mass flow [kg/s] Core mass flow [kg/s] Mid-cruise fan tip pressure ratio Mid-cruise bypass ratio Mid-cruise SFC Mid-cruise thermal efficiency (core + transmission efficiency) Mid-cruise propulsive efficiency Engine dry weight Fan weight LPT weight Core weight Added components weight (as % of engine dry weight) Nacelle weight MTOW [1000 kg] OEW [1000 kg] Block fuel weight Conventional core EIS 2020 127 66000 62.3 8.0 5.5 588 36.3 1.31 17.7 Ref. Ref. Ref. Ref. Ref. Ref. Ref. - Ref. 208.5 116.2 Ref. Intercooled core EIS 2020 118 65000 82.0 4.1 14.9 507 34.3 1.36 17.3 -0.6% +0.015 -0.02 -12.6% -23.5% -33.2% -19.9% 12.2% -18.0% 203.3 112.6 -2.6% ∗Performance parameters at top of climb conditions unless stated otherwise 7.2.2 Fuel optimal designs Optimising a turbofan engine design for minimum block fuel essentially has to consider the trade-off between better thermal and propulsive efficiency and lower engine weight nacelle drag. The cycle optimisation results for the two power- plants are given in Table 7.2. Significant block fuel benefits are projected for the intercooled core engine but they are smaller than what was predicted earlier in Chapter 6. This is mainly attributed to the minimum blade height requirement 159PDF Image | Multi-disciplinary conceptual design of future jet engine systems
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