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agency ONERA’s SM1A wind tunnel at its research facility in Modane in the French Alps starting in 2010. They confirmed the open rotor’s efficiency (Warwick, 2014) and that a 2030 timeframe for the introduction of open rotor engines into airline service was technically feasible. The aerodynamic performance of the open rotor design also featured in the wind tunnel tests. Three generations of blade design, HERA 1,3 and 5, were evaluated in terms of their aerodynamic performance (Warwick, 2014). Test results indicated that in aerodynamic terms an open rotor had the potential for a saving of around 30 per cent in terms of fuel used over comparable turbofan engines (Gubisch, 2014). Having successfully completed tests with a scale model, the next stage of the SAGE 2 programme was for Snecma and its partners to construct a full size prototype engine employing an open rotor architecture. Like the earlier General Electric design, this experimental powerplant has two unducted contra-rotating rotors in a ‘pusher’ configuration at the rear of the engine. This configuration permits the installation of the engine at the rear of the aircraft, a location that shields the open rotors to reduce noise levels (Warwick, 2014). The advantage of having not one but two rotors and allowing them to contra-rotate is that the rotational component of the velocity of the air leaving the first set of blades (known as the ‘swirl’) will be corrected by the second set of blades and so increase the engine’s effective thrust (Dron, 2008). It also means that a contra- rotating open rotor (CROR) engine can have smaller blades, which offer the benefit of easier integration with the airframe (SBAC, 2012). The engine itself is based on the core of Snecma’s M88 engine which powers the Dassault Rafale fighter (Gubisch, 2012). Unlike General Electric’s earlier UDF engine, where a direct drive from the turbine was used to power the rotors, the SAGE 2 demonstrator employs a gearbox to optimize rotational speeds. The contra-rotating pusher with a power gearbox concept is actually slightly lighter than General Electric’s UDF engine, because it permits a significant reduction in the number of power turbine stages (Dron, 2008). It is also less noisy thanks to a reduction in the speed of the rotor blades. Like the earlier UDF engine, the SAGE 2 demonstrator features variable pitch technology to control the rotor blades themselves. 10PDF Image | Sustainable and Green Engine (SAGE) Aircraft Engine of the Future
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