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Safran and its partner in the CFM International joint venture GE Aviation are preparing the technologies required for a next-generation commercial aircraft engine to enter service in the mid-2030s that would cut fuel burn by over 20%.
Olivier Andries, Safran chief executive, says that the French aerospace group wants to “be at the forefront” of aviation’s efforts to address climate change, directing around 75% of its research and technology spending to this topic in the coming years.
Propulsion will play a key part in this, he told a full-year results briefing today, and work is under way on a future project.
“Together with our partner GE we are already preparing and maturing the technologies for a next-gen engine for a next-gen aircraft [to arrive] around mid-next decade – 2035.”
To reach the “significant” fuel-burn and emission reductions required, Safran is working on “disruptive technologies and disruptive architectures”, says Andries.
Although declining to offer details, Safran has previously demonstrated an open rotor design for a future engine, and Andries says that the company will “capitalise” on that work. The demonstrator featured twin counter-rotating fans and was sized to deliver 10t of thrust with a bypass ratio of 30:1.
A next-generation engine will offer a fuel-burn improvement of “over 20%”, he says, and be able to burn 100% sustainable aviation fuel (SAF); current CFM56 and Leap powerplants can burn up to 50%, he notes.
To encourage the uptake of SAF, Safran has proposed to the European Commission that it mandate that all airlines operating flights in Europe use a “certain percentage” of SAF. The Commission is “thinking about it”, says Andries.
In addition, Safran is also working on electric and hybrid-electric propulsion for smaller aircraft to enable the company to “become world leaders in this segment”.
Safran Open Rotor im Test
ISTRES - Safran hat am Dienstag offiziell den Erfolg der bislang im Geheimen durchgeführten Prüfstandsversuche mit dem Open Rotor in Istres gefeiert. Der Open Rotor Demonstrator, der im Rahmen des europäischen Clean Sky Forschungsprogramms entwickelt wurde, hatte sein Testprogramm wohl im Mai gestartet.
Wie sein Name schon sagt, verfügt der Open Rotor über nicht ummantelte Fans. In diesem Fall treibt ein Getriebe zwei gegenläufig rotierende Fans an. Mit dem Konzept soll der Kraftstoffverbrauch gegenüber dem CFM Leap um etwa 18 Prozent gesenkt werden. Eine Serienausführung könnte bis 2030 verfügbar sein.
An dem von Safran geleitete Demonstrationsprogramm sind Partner wie GKN Aerospace, Avio und Safran Nacelles beteiligt. Vor den Bodenversuchen wurden unter anderem Windkanalversuche bei der französischen Luftfahrtforschungsagentur ONERA durchgeführt.
Unklare Marktchancen
Sie ergaben laut Hersteller, dass man mit neuen Blattformen den künftigen Lärmstandards (Chapter 14) genügen kann.
The Federal Aviation Administration is set to require inspections of high-pressure turbines (HPTs) in some CFM International Leap-1A turbofans, which power Airbus A320neo-family jets.
www.flightglobal.com
FAA to require inspections of Leap-1A high-pressure turbine cases
By Jon Hemmerdinger24 March 2021
The Federal Aviation Administration is set to require inspections of high-pressure turbine (HPTs) cases in some CFM International Leap-1A turbofans, which power Airbus A320neo-family jets.
In a proposed airworthiness directive made public on 24 March, the FAA says a “manufacturing quality escape” affecting HPT cases could cause uncontained engine failures.
“Several x-rays of the bleed ports of the HPT case showed 148 parts with nonconforming indications, eight of which were significant enough to impact the life of the HPT case,” says the FAA’s proposed rule.
The issue could result in “over-temperature of the HPT mid-seal and uncontained rotor failure”, it adds.
The proposal would require operators to remove and replace affected HPT cases. It notes that CFM, in October 2020, issued a related service bulletin specifying procedure for replacing affected HPT cases.
The issue affects only eight engines in service with US airlines, according to the FAA.
CFM says the proposal mandates recommendations already specified in the service bulletin, and adds that “none of the impacted parts has overflown their life limits”.
“There have been no operational disruptions or unserviceable conditions attributable to this issue,” CFM adds. ”Safety of flight is our number one priority, and CFM has been proactively engaged with regulators and customers to address this issue.” Headline and first paragraph updated on 25 March to specify that HPT “cases” are the subject of inspections.
Safran Aneto. (Photo: Olivier Panier des Touches-Safran) https://www.facebook.com/sharer/sha...safran-moving-forward-hybridization-saf-helos https://aviaforum.ru/javascript:window.print();
Safran Helicopter Engines is planning to hand over its new 2,500-shp Aneto-1X engines to Airbus Helicopters midyear in preparation for flight trials of the compound Racer next year. Those tests will prove out in flight the “eco mode” configuration of the Aneto-1X engines that is anticipated to produce up to a 15 percent savings in fuel burn. Under the configuration, one of the two engines that will power the high-speed Racer can be placed in standby mode during cruise flight.
The technologies involved are part of a multi-pronged research effort underway at Safran to explore advanced technologies around ultra-high-efficiency engines and fuel alternatives, hybridization and electrification, expansion in digitalization, and additive manufacturing.
Safran stresses that the future of helicopter propulsion lies in the hybridization of thermal and electrical power services and with this view has worked across its divisions to develop technologies involved in the Aneto-1X engines that were announced for the Racer during Heli-Expo 2018.
A demonstrator validated the eco mode during ground tests in 2019, Safran said. The configuration enables the pilot to “pause” one engine while the second supplies full power, increasing range along with fuel savings. When more power is necessary—during acceleration, landing, autorotation, for instance—the idling engine is restored to full power rapidly and automatically using a high-power-density electric motor developed by Safran Electrical & Power.
While eco mode was developed for a twin, Safran also is looking at a step toward hybridization in the single-engine helicopter, including the use of electrical power assistance to improve safety in case of an in-flight turbine-engine shutdown. In this case, the electrical power source will enable electrical flight for several minutes, Safran said, providing time for the pilot to land. In addition, Safran sees an added benefit of combining the electrical power source with the turbine to reduce emissions during takeoff.
This technology is now available for a new helicopter platform, but not yet in service, Safran said.
Longer range, Safran is working on its distributed Hybrid-Electric Propulsion System (HEPS) for emerging aircraft, such as VTOLs. HEPS distributes electrical power to multiple rotors or propellers using a power supply based on a turbogenerator and batteries and a hybrid power management system.
In 2018, various Safran companies collaborated on the first ground tests of a HEPS that could deliver 100 kW of electrical power, proving out technical feasibility. Flight tests of this technology also are planned for 2022 on the Ecopulse demonstrator developed with Airbus and Daher. Safran is exploring the use of a more powerful turbogenerator with hopes of having a range of offerings for new helicopters and other VTOL and aircraft concepts, it said.
As work progresses on this effort, Safran said it continues to make strides on the use of sustainable aviation fuel (SAF) as well as eying the future potential of hydrogen. Widely acknowledged as the most technologically accessible solution, Safran has launched a project with other aerospace stakeholders to evaluate the ability to burn as much as 100 percent SAF. Currently, all of Safran’s engines are certified to run on up to 50 percent SAF blend, the engine-maker said.
Right now, the 50 percent blend option is a true “drop-in” without the need for technical modifications. To get to 100 percent, Safran needs to work through issues surrounding the lifespan of seals and pumps to ensure efficient combustion, it added. This study also will look at the reduction of other pollutants, such as NOx, involved with the change in the chemistry of the fuel.
Safran Helicopter Engines further has kicked off a feasibility study with partners in southwest France to evaluate local capabilities and skills in the fields of agriculture, chemicals, and energy that could produce and distribute SAF, the company said. “We believe that a circular economy-type production system that could use biomass resources not currently being reused, such as agricultural and logging waste, is key to ensure decarbonization of our industry,” Safran said.
Meanwhile, Safran is looking longer-term at the use of liquid hydrogen, a major push of Airbus. However, this involves a number of other issues that need to be sorted out, including the entire helicopter fuel chain, from storage to distribution. Safran said it has several research projects underway to determine feasibility.
Safran further has turned its attention to production and materials, moving forward with its Add+ technological demonstrator that is based on the Arrius helicopter engine but has 30 percent of content made through additive manufacturing (3D-printed). That demonstrator completed a test campaign earlier this year involving 2,500 operating cycles and Safran said, the “first parts analyses have been very conclusive.”
Trials evaluated components such as nozzle guide vanes, combustion chamber, and stator rear module made through a “selective laser melting” process. “What were formerly assemblies of hundreds of separate pieces can now be molded into a single piece,” Safran said. For example, accessory gearbox casing is now made of two pieces instead of 12.
A second phase of tests is planned and Safran is continuing its evaluation of the parts before introducing them in serial production. But the ultimate results will pave the way for use of 3D-printed parts throughout the group.
All of this work has progressed against the backdrop of the Covid-19 pandemic, Safran noted. The engine maker expanded the use of its digital tools and remote operations to manage through the pandemic but has been able to keep its design offices, production, customer support, and MRO centers open. Safran conceded that “like most aerospace manufacturers our business has been impacted by the Covid-19 crisis with a drop in flight hours and orders.”
However, certain markets of the helicopter segment were less affected such as medical transport, anti-terrorism, sea and mountain rescue, firefighting, and aerial work.
The engine manufacturers Safran, MTU Aero and ITP reached an agreement to jointly develop and build an engine for the Future Combat Air System program.
Safran, MTU and ITP finalize future European fighter engine agreement
The French Safran Aircraft Engines, German MTU Aero Engines, and Spanish ITP Aero engine manufacturers announced they reached an agreement to jointly develop and build the engine of the New Generation Fighter (NGF), the centerpiece of the Future Combat Air System program.
Safran and MTU Aero will create a 50/50 joint entity called EUMET (European Military Engine Team) based in Munich, Germany, and led by a CEO appointed by Safran. This compromise agreed upon in November 2019 was the condition for the German Parliament, the Bundestag, to approve the funding of the engine subprogram.
The French manufacturer Safran and its German counterpart MTU Aero Engines reportedly reached an agreement on the engine for the future fighter jet developed by France, Germany and Spain. After an initial development led by Safran, the two companies will create a joint venture for the certification and production.
"The conclusion of this agreement reflects the strong and joint determination of our two companies to engage the technological development phase of the NGF engine," noted Jean-Paul Alary, Chief Executive Officer of Safran Aircraft Engines.
The Spanish manufacturer ITP Aero will be contracted as a main partner to EUMET. ITP, a subsidiary of British aero-engine manufacturer Rolls-Royce, was initially created to develop the EJ200 turbojet engine to power the Eurofighter Typhoon.
The development and integration of the NGF engine should be carried out under the leadership of Safran Aircraft Engines, while MTU Aero Engines will lead the engine service activities.
In March 2021, the French Ministry of the Armed Forces contracted Safran to accelerate the development of “new metal alloys and multilayer systems for high-temperature applications on turbine blades and disks,” a needed step as the upcoming sixth-generation fighter jet will require more powerful engines than the ones currently equipping the Dassault Rafale (Safran M88) or the Eurofighter Typhoon (Eurojet EJ200).
A notional NGF design is portrayed flying with “remote carrier” loyal wingmen. A powerplant is being developed for the final design, but the technology demonstrator design will feature the existing M88 engine to hasten the start of test efforts. (Photo: Airbus via MTU) https://www.facebook.com/sharer/sha...xt-generation-fighter-engine-team-takes-shape https://aviaforum.ru/javascript:window.print();
The French-German-Spanish team responsible for developing the engine that will power the European Next-Generation Fighter (NGF) has been formed. As a first step, France’s Safran Aircraft Engines and Germany’s MTU Aero Engines announced a 50/50 joint venture known as EUMET GmbH (European military engine team) on April 29, following earlier letters of intent and terms of agreement. On the same day, a partnership was announced between EUMET and Spain’s ITP Aero.
To be headed by a Safran-nominated CEO and based in Munich, Germany, EUMET will oversee the development, production, and support of the engine for the NGF, which is itself part of the wider Future Combat Air System (FCAS) program. In addition, the joint venture will oversee the integration of the existing Snecma (Safran) M88—which powers the Rafale fighter—into the flying demonstrator planned for the NGF.
Safran is tasked with leading the engine’s overall design and integration, while MTU will lead the engine service activities. ITP Aero has joined as a main partner of EUMET, which will result in an equal workshare across the three nations. The companies will be the sole prime contractors within their respective countries. ITP will be fully integrated into the engine design process and will lead the development of the low-pressure turbine and nozzle, as well as other components.
“We have set a reliable and solid framework for pragmatic and focused decisions among the partners over the entire life cycle of the engine,” said Michael Schreyögg, chief program officer of MTU and first chairman of the Shareholders’ Meeting of EUMET. “Having reached this we will jointly focus on the major next steps ahead: securing the contract for the demonstrator phase during the next few months and ramping up development activities in line with our highly ambitious timeline until 2040.”
The three partner nations have established a timetable for FCAS, with the next research and technology phase (R&T 1B/2) due to have received national approvals around mid-year. Earlier in April, France’s La Tribune reported that Airbus and Dassault had reached a tentative agreement following differences over their respective positions on workshare, intellectual property, and other issues. The agreement was subsequently confirmed by a release from the French Senate, although neither company has officially made a comment.
