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fuselage and threaten either the passengers themselves or the aircraft’s hydraulic systems. On turbofan engines this requirement is met by the fan case which surrounds the fan at the front of the engine. Such protection is clearly absent on an open rotor. Instead aircraft powered by open rotor engines will require the fitting of shielding. Airbus has estimated that this could add as much 1,100 lbs in additional weight (Warwick, 2014). However the use of lightweight carbon fibre composites is likely to offer a solution. Airframe integration is a potential problem because of the size of the rotor blades which would be too big to fit under the wing as on conventional jets at present. Mounting the engines at the rear of the aircraft instead of under the wings as on most conventional airliners today, avoids this problem but will make maintenance more difficult. Thus as a recent report from the SBAC (2013) noted whichever mounting configuration is selected there will be issues surrounding integration with the airframe. Maintenance issues are not confined to engine location. Because the SAGE 2 engine utilizes both a reduction gearbox and variable pitch technology, it will require more maintenance as these are complex mechanical systems. This is particularly an issue when it comes to convincing airlines to make the switch to open rotor designs, as airlines that have used turboprop aircraft in the past will be aware of the higher maintenance requirements (compared to conventional turbofan engines) associated with these mechanical systems. Similarly there will also be issues surrounding maintenance. Finally it is worth noting that open rotor aircraft will be slightly slower than today’s jets. This is because while they are capable of travelling at Mach 0.8, for optimum efficiency they need to fly slightly slower at Mach 0.75. However since open rotors are intended for short haul applications the increase in flight times is likely to be minimal. Thus while an open rotor design like the SAGE 2 engine does present a number of significant technological challenges which will make the new product development process a lengthy one, none of them appears to be insurmountable. In addition given that it isn’t planned that open rotor powered aircraft should enter service until 2030 there is sufficient time for the technical issues to 13PDF Image | Sustainable and Green Engine (SAGE) Aircraft Engine of the Future
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