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Construction of the full size demonstrator engine was virtual complete by mid- 2016, with the first run due to take place later in the year (Reals, 2016). This will be followed by an extensive period of ground testing at Snecma’s engine test facility in France. This will not only enable engineers to evaluate the engine’s performance it will also be an opportunity to trial variations both in the design and the materials used. This is likely to last at least two years and is scheduled to be carried out on the aft fuselage of an Airbus A340-300. Flight testing will focus on airframe integration and certification issues (Warwick, 2014). Only when the technical and economic viability of the open rotor design has been firmly established through the SAGE 2 demonstrator will work start on the production stage to build a fully commercial open rotor engine. This unlikely to be until 2025, with entry into service taking place after 2030. The production stage will be particularly challenging due to the complexity of the engine’s rear assembly comprising as it does a gearbox and a variable pitch system for the rotor blades. Applications One weak point of open rotor designs is that they are less suited to long haul wide-bodied aircraft like the Boeing 777 and 787. This arises because the BPR is an important parameter for an aircraft’s climb capability. On long haul flights this is a relatively short flight phase, with aircraft spending a much greater proportion of the flight in the cruise phase. On short and medium haul flights in contrast the aircraft spends a much greater proportion of flight time in the climb phase (Dubois, 2014). As a result there is a much bigger gain from a high BPR on short and medium haul flights. This is why Pratt & Whitney’s new geared turbofan (GTF) engine the PW1100G, which has a relatively high BPR of 12:1, is fitted to Airbus’s new short haul airliner, the narrow body, single aisle A320NEO. Consequently short and medium haul aircraft are the ones that are most likely to utilize open rotor technology if the outcome of this demonstrator programme is successful. Fortunately this particular market niche is a significant one. The two main protagonists in this market are currently the Airbus A320 and the Boeing.737. These aircraft are each company’s best selling models (see table 1), with a combined output in 2015 of almost 1,000 aircraft. Hence if the technology demonstrator programme proves the technology, the market for an environmentally sound, low emission engine is potentially substantial. 11PDF Image | Sustainable and Green Engine (SAGE) Aircraft Engine of the Future
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