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(i.e. inside the engine). In effect this has meant increasing the size of the fan fitted at the front of the engine and the amount of air ducted around the engine thereby increasing the engine’s propulsive efficiency. Consequently as much as 70 per cent of the power of a turbofan engine comes not from the jet but from the fan at the front. The impact of this is very apparent when jets from the 1970s are compared with their modern counterparts like the Boeing 787 Dreamliner. Whereas the former have engines that are long and thin, the latter are equipped with engines that are much broader and more bulbous. General Electric’s biggest engine the GE90 has a diameter that is greater than the diameter of the fuselage of a Boeing 737. However there are limits to how much the BPR of an engine can be increased in this way. On a conventional (i.e. unducted) turbofan engine beyond a certain fan diameter the benefits of a higher BPR in terms of fuel consumption will eventually be more than offset by the increased weight and drag of the larger diameter nacelle required to house the fan (Dubois, 2014). Hence the challenge for engine manufacturers is to find technology solutions that will facilitate the use of higher BPR architectures without inducing fuel burn penalties (Dron, 2008). One way round this is to employ a radically different engine architecture (i.e. an architectural innovation). An open rotor is a concept that employs just such an architecture. Based on the same principles as a modern turbofan engine, an open rotor engine is essentially an engine without the ducting (i.e. the fan containment casing) fitted around the outside of the fan. Instead the fan, in the form of a multi-bladed rotor or propeller, is mounted on the outside of the engine (see figure 2). Using an open rotor in this way means its diameter is not constrained. The increased diameter of the rotor permits a very much higher BPR that allows the engine to work with a larger airflow regardless of aircraft speed and this in turn means that the energy turning the fan will be utilized more efficiently (Hallam, 2009). Combined with the removal of the heavy drag-inducing nacelle this means the fuel burn and hence the CO2 emissions of an open rotor design will be significantly less than that of an equivalent high BPR turbofan engine. Along with other technological advances associated with new materials and advanced aerodynamics, the gains in terms of reduced emissions (and fuel consumption) become very significant. ************ Insert Figure 2 ************ 7PDF Image | Sustainable and Green Engine (SAGE) Aircraft Engine of the Future
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