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Konstantinos G. Kyprianidis Towards the optimal 2020 ducted turbofan 7.2.6 Engine ratings Rating an engine is a highly complex process that has to consider aircraft per- formance requirements, fuel consumption, and engine lifing. Turbine blade lif- ing requirements and cooling technology set a maximum allowable blade metal temperature constraint; cooling flows therefore need to increase with increasing combustor outlet temperature (T4) levels. The maximum T4 level may also be constrained by combustor design considerations. For example liner cooling re- quirements essentially reduce the amount of air available for mixing and hence NOx tend to increase [132]; detail design studies are required for establishing the optimal trade-off between cycle efficiency and acceptable NOx levels. For these reasons an upper limit was set to T4 that was considered to be a reason- able trade-off for year 2020 entry into service turbofan engines. The same limit was used for both the conventional core and the intercooled core. Although, the intercooled core benefits from lower combustor inlet temperatures the air to fuel ratio is lower for a given T4. Furthermore, high pressure levels in the inter- cooled cycle will affect the influence of luminosity on gas emissivity, and hence the temperature difference across the liner [8]. For a given OPR there is an optimal mid-cruise T4 for SFC. Nevertheless, running the cycle hotter at top of climb (than the optimal for mid-cruise SFC) tends to reduce engine weight, as illustrated in Fig. 7.13. These benefits come mainly from the reduction in LPT weight although a further reduction in weight is possible by reducing core size (mainly in the case of the conventional core) since core output is increasing with T4. On the other hand, running the cycle hotter at hot day take-off tends to increase engine weight. An increase in T4 at top of climb generally requires an increase in T4 at take-off in order to maintain a constant FAR take-off field length; T4 at top of climb is therefore constrained by a hot-day take-off T4 limitation. Furthermore, with modern large engines on long range aircraft typically being heavily derated at take-off conditions milder than hot-day, top of climb T4 will need to be lower than hot-day take-off T4 as to not compromise engine life [57]. An optimal block fuel trade-off therefore arises as illustrated in Fig. 7.14. 167PDF Image | Multi-disciplinary conceptual design of future jet engine systems
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