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EnergyProcedia 142
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9th International Conference on Applied Energy, ICAE2017, 21-24 August 2017, Cardiff, UK

Conceptual Design of a 3-Shaft Turbofan Engine with Reduced Fuel

The 15th International Symposium on District Heating and Cooling
Consumption for 2025
Assessing the
A. Dik, feasibility of using the heat demand-outdoor
N. Bitén, V. Zaccaria*, I. Aslanidou, K.G. Kyprianidis
temperature function for a long-term district heat demand forecast
Mälardalens Högskola, Högskoleplan 1, Västerås 722 23, Sweden

I. Andrića,b,c*, A. Pinaa, P. Ferrãoa, J. Fournierb., B. Lacarrièrec, O. Le Correc

a
IN+ Center for Innovation, Technology and Policy Research - Instituto Superior Técnico, Av. Rovisco Pais 1, 1049-001 Lisbon, Portugal
Abstract b
Veolia Recherche & Innovation, 291 Avenue Dreyfous Daniel, 78520 Limay, France
c
Département Systèmes Énergétiques et Environnement - IMT Atlantique, 4 rue Alfred Kastler, 44300 Nantes, France
In the past decade, aircraft fuel burn has been continually decreased, mainly by improving thermal and propulsion efficiencies with
consequent decrement in specific fuel consumption. In view of future emission specifications, the requirements for SFC in the
forthcoming years are expected to become more stringent. In this paper, a preliminary design of a turbofan engine for entry in
Abstract
service in 2025 was performed. The design of a baseline 2010 EIS engine was improved according to 2025 specifications. A
thermodynamic analysis was carried out to select optimal jet velocity ratio, pressure ratio, and temperatures with the goal of
District heating
minimizing specificnetworks are commonly
fuel consumption. A gasaddressed in the
path layout wasliterature
generatedasand
oneanof the most effective
aerodynamic analysis solutions for decreasing
was performed the
to optimize
greenhouse
the engine stagegas by
emissions from The
stage design. the building sector.
optimization These in
resulted systems require
a 3-shaft highjetinvestments
turbofan engine withwhich
a 21%are returned
increase in through the heat
fan diameter, a
sales.increment
2.2% Due to in theengine
changed climate
length, and a conditions and buildingof renovation
fuel burn improvement 11% comparedpolicies,
to the heat demand
baseline in mainly
engine, the future
due tocould decrease,
an increment
inprolonging
propulsivethe investment
efficiency. return period.
A sensitivity analysis was also conducted to highlight what the focus of technology development should
The main scope of this paper is to assess the feasibility of using the heat demand – outdoor temperature function for heat demand
be.
©forecast.
2017 TheThe districtPublished
Authors. of Alvalade, locatedLtd.
by Elsevier in Lisbon (Portugal), was used as a case study. The district is consisted of 665
© 2017
buildingsThe Authors.
that vary Published
in both by Elsevier
construction Ltd.
period
Peer-review under responsibility of the scientific committeeand typology.
of theThree weather scenarios
9th International (low,onmedium,
Conference Appliedhigh) and three district
Energy.
Peer-review under responsibility
renovation scenarios of the (shallow,
were developed scientific committee
intermediate,of the 9th International
deep). To estimate the Conference on Applied
error, obtained heatEnergy.
demand values were
comparedTurbofan;
Keywords: with results from a dynamic
Optimization; Conceptualheat demand
design; model,
Specific fuelpreviously
consumptiondeveloped and validated by the authors.
The results showed that when only weather change is considered, the margin of error could be acceptable for some applications
(the error in annual demand was lower than 20% for all weather scenarios considered). However, after introducing renovation
1.scenarios, the error value increased up to 59.5% (depending on the weather and renovation scenarios combination considered).
Introduction
The value of slope coefficient increased on average within the range of 3.8% up to 8% per decade, that corresponds to the
decrease in the number of heating hours of 22-139h during the heating season (depending on the combination of weather and
In recent years, major engine manufacturers have been trying to improve engine designs for the new generations of
renovation scenarios considered). On the other hand, function intercept increased for 7.8-12.7% per decade (depending on the
long haul aircraft such as Boeing 787, Airbus A380, and A350. The Advisory Council for Aviation Research in Europe
coupled scenarios). The values suggested could be used to modify the function parameters for the scenarios considered, and
(ACARE)
improve the setaccuracy
a road ofmap fordemand
heat futureestimations.
engine development; the goals for 2050 include 75% reduction in CO22 emissions

© 2017 The Authors. Published by Elsevier Ltd.

Peer-review under responsibility of the Scientific Committee of The 15th International Symposium on District Heating and
* Corresponding author. Tel.: +46 21-101566
Cooling.
E-mail address: valentina.zaccaria@mdh.se
Keywords: Heat demand; Forecast; Climate change
1876-6102 © 2017 The Authors. Published by Elsevier Ltd.
Peer-review under responsibility of the scientific committee of the 9th International Conference on Applied Energy.

1876-6102 © 2017 The Authors. Published by Elsevier Ltd.

Peer-review under responsibility of the Scientific Committee of The 15th International Symposium on District Heating and Cooling.
1876-6102 © 2017 The Authors. Published by Elsevier Ltd.
Peer-review under responsibility of the scientific committee of the 9th International Conference on Applied Energy .
10.1016/j.egypro.2017.12.556
 A. Dik et al. / Energy Procedia 142 (2017) 1728–1735 1729
2 A. Dik et al./ Energy Procedia 00 (2017) 000–000

per passenger kilometer, 90% reduction in NOx emissions, and 65% reduction in perceived noise [1]. Thus, reduced
specific fuel consumption (SFC) and increased efficiency are the target for an entry into service (EIS) in 2020 or
beyond [2]. Rising price of oil and growing presence of low cost carriers in the market are also promoting the design
of engines with lower SFC to reduce cost.
Reduced SFC is primarily achieved by increasing propulsive and thermal efficiency, which can be realized with
larger fan diameter and fan flow (reducing specific thrust), higher overall pressure ratio (OPR), and/or increased high
pressure turbine (HPT) rotor inlet temperature, compatibly with current materials and design technologies. A limit to
the increase of the turbine inlet temperature (TIT) is imposed by the blade cooling technologies, with the losses from
the increase in cooling flow offsetting the increase in efficiency [3]. This development in materials and aerodynamic
design has led to a reduction of aircraft specific fuel consumption by over 50%, reflected in the evolution of the gas
turbine from the turbojet of the 1950s to the Trent engines of 2000 [4].
However, the improvement in efficiency is inevitably reaching its limit and new technologies are required to
provide a step change. Different technologies have been the focus of recent research, much of which was supported
by the European Union Framework programme within different projects. Advanced designs such as ultra-high bypass
ratio and open rotor designs can achieve very low specific thrusts and high propulsive efficiency [5, 6]. In the former,
advanced materials are required to provide the increase in performance without the associated weight penalty due to
the size of the fan. The open rotor designs, studied in the DREAM project [7], provide the advantage of a high bypass
ratio with reduced weight, nacelle drag and bypass duct pressure losses but generate more noise. The NEWAC [8] and
the LEMCOTEC projects, focused on new core technologies and the challenges of a compact core design. Other engine
configurations, such as the large direct-drive turbofan, the contra-rotating turbofan, and the geared turbofan were
investigated in the VITAL project [9]. Intercooled or intercooled-recuperated cycles are also considered an interesting
solution for improved thermal efficiency [10-12] and different heat exchanger concepts have been proposed [10, 13,
14]. Combustor designs that limit the emission of NOx have also been thoroughly investigated, with lean burn
premixed staged combustion [15] providing the best results.
The new technologies proposed also come with new challenges. The increase in OPR drives the development of
HPC with higher pressure ratios which can have part speed stability issues as the front stages tend towards stall and
the last towards choke. Different technologies have been proposed to address this which is more pronounced in high
OPR and intercooled engines [16, 17]. The high PR multi-stage HPC have very small blade heights at the last stages,
which greatly increases tip leakage losses and requires advanced tip clearance control systems. Designs with an
intercooler or recuperator need to ensure high heat transfer and low pressure losses in the heat exchanger.
An advance in overall performance has also been possible with the use of computer software that enables
component and systems design optimization. The optimization of design parameters is critical to ensure maximum
efficiency and minimize fuel burn. In 2001, Guha presented a generalized methodology to determine optimum fan
pressure ratio (FPR), BPR, OPR, and TIT [18,19]. A multi-point on-design method was later developed for optimizing
the aero-thermodynamic cycle of an aero engine [20]. A design process for future engines with EIS in 2020 was
presented by Samuelsson et al. [21]. Consistent ways to predict component technology advances were discussed to
accomplish optimum design of the engine. Furthermore, different environments have been developed for conceptual
engine design that can include technology impact assessment, sensitivity and parametric studies, and multi-objective
optimization. MTU Aero Engines design program MOPEDS (MOdular Performance and Engine Design System) is a
high quality software that precisely guides the designer through the essential steps of a conceptual engine design [22].
The design tool TERA2020 (Techno-economic, Environmental, and Risk Assessment for 2020) was developed in the
framework of an EU financed project with the purpose of automating engine conceptual design [23].
The development of new engine concepts is a lengthy process, often limited by the emerging unknown challenges
in the application of the new technologies. A new engine concept will need to provide a significant improvement in
fuel consumption, emissions, and noise before it is deemed promising and many years can pass before it has reached
the technology level required and is proven to be robust enough to enter into service. Existing engine concepts have
to face less challenges with regards to engine performance and integration into the aircraft; improvements in existing
engine designs are often pursued until new engine concepts can enter into service. The aim of the present work was to
establish the improvement potential of a current three-spool, high bypass ratio turbofan design with a 2025 EIS in
mind. The improved engine, namely AN15, retains the core of the 2010 EIS baseline engine and features a new LP/IP
system with lower SFC. This was achieved through the optimization of BPR, OPR, and TIT.
 Author name / Energy Procedia 00 (2017) 000–000 3
1730 A. Dik et al. / Energy Procedia 142 (2017) 1728–1735

Nomenclature LPC Low pressure compressor

LPT Low pressure turbine
AR Aspect ratio
M Mach number
BPR Bypass ratio
NGV Nozzle guide vane
EIS Entry in service
OPR Overall pressure ratio
EoR End of runaway
SFC Specific fuel consumption [g/kN·s]
FN Net thrust [N]
SFN Specific thrust [N·s/kg]
FPR Fan pressure ratio
T-O Take-off
HPC High pressure compressor
TIT Turbine inlet temperature [K]
HPT High pressure turbine
ToC Top of Climb
IPC Intermediate pressure compressor
V Velocity [m/s]
IPT Intermediate pressure turbine
η Efficiency

2. Methodology

A thermodynamic analysis and optimization was performed using a publicly available steady-state gas turbine
performance analysis software, NPSS (Numerical Propulsion System Simulation) [24]. The specifications of an EIS
2010 engine were used as baseline. The engine is equipped with a one stage fan, eight stage IPC, six stage HPC, one
stage HPT, two stage IPT, and a six stage LPT. Key performance parameters are presented in Table 1. The optimization
of BPR, OPR, and TIT was carried out at Top of Climb (ToC), M0.82 at 35 000 ft with a net thrust of 69 400 N. The
polytropic efficiency for the different components at EIS in 2025 was estimated with the formulas employed in [21].
Following the thermodynamic analysis, the aerodynamic design of the new AN15 engine was accomplished
through a bespoke turbofan engine design system, including stage by stage analysis of the turbomachinery employed.

Table 1. Baseline engine specifications at design point.

Altitude 10,670 m ηpoly,fan 0.905
Mach 0.82 ηpoly,IPC 0.921
ISA +10 K ηpoly,HPC 0.943
Net thrust 69,400 N ηpoly,LPT 0.906
Mass flow 490 kg/s ηpoly,IPT 0.898
SFN 142 N·s/kg ηpoly,HPT 0.899
SFC 15.3 g/kN·s ηcore 0.577
OPR 45 ηprop 0.782
TIT 1440 K ηtran 0.828
BPR 6.7 ηthermal 0.478
FPR 1.63 ηoverall 0.373
Fan diameter 2.93 m PR split exponent 0.478

Definitions of the different efficiency terms are reported in Equations 1-5.

1 2 1
W44  V44,is  Wcore  V0 2 1 W V 2  1 W V 2
 core  2 2  thermal  2 2 0 0
8 8
W f  LHV W0  LHV
(1) (2)
 A. Dik et al. / Energy Procedia 142 (2017) 1728–1735 1731
4 A. Dik et al./ Energy Procedia 00 (2017) 000–000

W0  FN
 prop 
V82  V02
W8  overall   prop trans core
2 (3) (5)

trans  thermal
 core (4)

A schematic of the engine with relative numbering is depicted in Figure 1.

Fig.1. Engine schematic diagram

3. Results

3.1. Assumptions

An initial assumption of the hub-to-tip ratio was set to 0.3. With a known hub-to-tip ratio, a fan area was calculated
and the NPSS solver varied the mass fan flow through a determined fan area. The optimal velocity ratio between
bypass and engine core, V18/V8, was set at 0.8 as suggested in previous studies [19]. A predicted limit for T3 at End
of Runaway Take Off (EoR T-O) was set consistent with a 2025 EIS [25]. The NGV and rotor cooling for the HP
stages were initially set at 10% and 8%, respectively.

3.2. Parameter optimization

The change in SFC over some key parameters was analyzed. The jet velocity ratio, V18/V8, was varied between
0.67 and 0.83 at ToC. As illustrated in Figure 2, an optimum was found at a ratio of 0.75. At cruise, the optimal V18/V8
was close to 0.8. Minimum SFC at cruise was also evaluated by varying T41 (namely TIT) and T44 at EoR T-O at
different design OPRs. Two limiting factors were considered at take-off: T3 limit, as discussed previously, was set at
980 K; and because the LPT blades are uncooled, a maximum limit for T44 was set at 1200 K for Inconel 718 blades.
Cooling of NGV and rotor were adjusted to keep constant metal temperature in HPT and IPT. A further restriction is
related to the available cooling flow. A maximum of 20% total cooling flow (HPT+IPT) was assumed; hence, results
with higher cooling need were not considered feasible. Curves at different OPR and T 41 are presented in Figure 3.
 4.3.3.3
sat isfact ory opt ion. From H PC
t his point
IPC was chosen t o have eight st agesant o
higher blade speeds.HPC
t oget her wit h t he correlat edwas
T he mostdesigned
value of 1.4
favorab
possible t o set t he LP-shaft
creasing speed t ot 2315
from Mean
t he IPC
bladewere based
velocity t on area
riangles recomme owa
(VTSinc
) d
dropping hub line blade
for t he speeds.
IPC. T he dr
velocity t riangle in figure 10. T he red t ria
height madeT it high blade root tst
out power. he possible t o increase
fan hub blade had a high h
1732 A. Dik et al. / Energy Procedia 142 (2017) 1728–1735 lowering t heent
wit h a high react iontincrease
halpy
he
ratHP-shaft
e t owhich was
near cause
0.5.
Author name / Energy Procedia 00 (2017) 000–000 T he IPCfan
in real VTdesigns t
dat a but riangles
at t he5 mean
given dat a
t he tbladeout
ime con c
blade
11. K eyVTdatwould can be
a andbeapresent
IPC ed.seen
view in figu
Aisview of t
found
t he previous page) t oget her wit h t he key

St age 1 St age2 St age 31 41

β1 66 β 1 61 β 1 56 56 5466
β2 47
β2 58 54 β 2 44 3856
↵1 0
↵1 15 16 ↵ 129 3210
↵2 30
↵2 33
D efl ect 38i on
↵ 247 9 5036
D efl ect i on 8 Ca1 D 8 efl ect186
12i on 1610
Ca1 177 C a 2178 C a 178 1186 178214
Ca2 177 U 1 178 C a 178 2273 178214
U1 394 U 2 378 U 1366 307 354471
U2 386 V 1 379 U 2373 330 368477
V1 432 V 2 372 V 1320 273 301517
V2 C
330 1 299 V 2248 186 226382
C1 183 C 2 185 C 1204 215 210
R eact i on 0.804
217
C2 211 225 263 279264
D i ↵ u si on C 20.225
R eact i on 0.79 0.75
D e H al l er
0.60
R eact0.827
i on 0.54
0.80
D i ↵ u si on 0.28 φ 0.27 0.36
D i ↵ u0.683
si on 0.41
0.32
D e H al l er 0.76 0.80
D e H 0.77
al l er 0.75
0.706 0.74
φ 0.45
T em p 0.47
R i se φ0.4926 0.50
0.45
0.34 0.43 0.45 0.48
0.50
T em pTable
R i se 7: Fan
26 VT T 30dat
emapat30Rmean
i se 30blad
54

Table 9: IPC VT dat 11:

Table a at HPC
meanVT
b
# st ages 1
Fig.2 SFC optimization with velocity ratio Fig.3 SFC optimization with design OPR and T41 at EoR T-O
L en gt h 1.1
⌘p o l y 0.9
r hu b / r t i p i n 0.2
r hu b / r t i p ou t 0.3
Increasing turbine inlet temperature at take-off and design OPR up to 65 resulted in a reduction in SFC at cruise, FPR 1.4
A v g. 0.7
as shown in Figure 3. An increment in OPR, at a given T41, resulted in a rise in HPC exit temperature during take-off. M t i p ,r el 1.4
In contrast, it also had a beneficial impact on T 44, which decreased for increasing OPR. The limit# instTages 8
3 was reached
ARin
# st ages Tab 6
L engt h 0.754 m A R ou t
at an OPR of about 57, before the increment in cooling flow offset the efficiency improvement. A⌘ Tp o44l y above 0.918
the limit
L engt h 0.
M a x ,i n
⌘p o l y M 0.
of 1200 K was observed for low pressure ratios and high T 41. A maximum T41 at design condition A v g. was φ found
0.516to be a x ,o u

1675 K to ensure a total cooling flow below 20%. A v g. 0.509 A v g. φ 0.

A v g. 0.
According to the imposed limitations, an optimal OPR of 57 was determined, and a design TIT of 1650 TableK10:was
IPC key dat a.
Tabl
selected to have a temperature of 1880 K at T-O. Resulting cooling flows were 11.7% and 6.7% for HP and IP
turbines, respectively. From the chosen velocity ratio, the NPSS solver selected the optimal BPR; and with known
BPR and OPR, the best FPR was evaluated.

3.3. AN15 design

An inlet with smooth nacelle curvature was chosen to start at 0.125 m below the fan tip radius level. This, together
with a total inlet length of 1.6 m, made it possible to achieve an inlet pressure recovery of 0.983. The design of the
inlet nose cone was most favorable with a hade angle of 20 degrees. A FPR of 1.43 was selected to ensure adequate
surge margin at fixed geometry bypass and fixed pitch fan. With an axial Mach number in and out of the fan of 0.603
and 0.380 respectively, an AR of 2.4 was selected for the fan blade to ensure satisfactory performance. To achieve the
required design point performance, a fan diameter of 3.54 m was the most suitable option. The spacing between stator
and rotor blades was reduced in all components compared to the baseline engine design, verifying the allowable
diffusion rate with de Haller number [26]. The optimum aspect ratio and hub to tip ratio recommendations from [27]
resulted in a dropping hub line design for the IPC, allowing an increase in diffusion factor at the end while maintaining
an efficient blade reaction rate of 0.5. The HPC was designed to have a constant tip radius with a decreasing area, thus
reducing the stage loading and resulting in higher blade speeds, hence better efficiency at constant stage count. The
velocity triangles for the compressor components are shown in Figure 4.
 T he ialhigh pressure
ion of tcompressor was placed at a lower height t han t he IPC. T he
oinit
keep assumpt
t he average st he
ageLP-shaft
loadingspeed was made
at a lower leveland t hus giving
ed
bleasaspect
45 for at hesixrelat
st age
rat
ive t compressor
ios t oget her wittho hub
ip Mach number have foundainconst
t o t ip ratant
[19] it was
ios int ipand
radius
out wit h a gradually de-
5 rpm.
ards t he end of t he component , which reduced t he st ageofloading and gave higher
endat
dat at he ions
canHPT from
be found [19]
in limitwhich
t able ing essent
7 t oget her ially
wit creat ed a design a
ceopping hub is t he
line t oget her witfact
h a of thhe
orgradually a view
HP-shaftof t hespeed because
decreasing blade of t endency for
angle shows t he in power and t he black t riangle shows t he
t resses
he di↵usion t ogetfact
herorwitt owards
h big expansion t heofspeed
t heoft urbine disk, t he rot at ional speed of
deflect ion which was a result of0.4 lowatblade end t heher
t oget IPC while
sethe t omost12000 6 rpm which result ed
ioninas aa M of 1.15ofin0.5.
t he HPC.
A. Dik T heEnergy
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t he / Energy Procedia (2017) 1728–1735 1733
ure
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52 6 3 7 4 8 5 6
5464 5461 5564 5167 68
3855 37 48 37 53 3156 58
2915 2532 2026 2524 31
4942 4853 4651 4752 54
16 9 1713 1811 2010 9
4 177209 177200 176189 174 176 161
4 177209 177200 176189 174 176 161
1 342
482 327486 311
488 294
489 489
7 362484 356487 350488 343 489 489
7 302475 303412 304437 275 446 426
2 225363 222300 219313 203 318 307
7 202216 195237 187211 192 193 187
4 270279 262330 252304 257 285 279
0 0.56
0.75 0.58
0.60 0.61
0.66 0.54
0.69 0.67
2 0.41
0.32 0.42
0.41 0.43
0.41 0.43
0.41 0.41
4 0.74
0.76 0.73
0.73 0.72
0.72 0.74
0.71 0.72
5 0.52
0.43 0.54 Figure
0.41 0.57
10: VT
0.39 0.60
0.36
for fan
0.33
at mean blade.
0 0.53
0.52 0.58
0.52 0.64
0.53 0.62
0.53 0.50
de. 3058 3058 3058 2658 54

blade. Figure 11: VT for IPC at mean blade.

Fig.blade.
T dat a at mean 4. Velocity triangles for fan (left),
Figure 13: VT IPCfor(centre),
HPC atHPC (right)
mean blade. Fig. 5. Comparison of baseline engine and AN15 views
ARin 2.4
13 m A R ou t 2.4
946 M a x ,i n 0.603
273 An annular combustor design was selected to reduce size, weight, and cooling air requirements. The turbine
M a x ,o u t 0.380
361 Fan d i am et er 3.54 m
43 components were designed to maintain reasonable stage loading and blade root stress levels. The HPT was designed
Fan ar ea 9.84 m 2
706
45 to have a single stage, whereas two stages were required for the IPT. A high outlet Mach number for the IPT allowed
A v g. φ 0.683

ble
1.9
8: Fan
theA Rreduction 1.9of the blade root stress levels and the optimum aspect ratios for the blades. Ten stages were chosen for
1.3 key dat a. i n
t
.252 m
n 0.539 theAR LPT
o u t to achieve
1.3 the best efficiency and power outputs. An OGV at the end of the LPT minimized the swirl of the
.945 0.341 airflow 0.482 the convergent nozzle.
M a x ,i nentering
ut
.396 M a x ,o u t 0.263
.518 24 Figure 5 and Table 2 show a comparison between AN15 and the baseline engine. The overall efficiency on AN15
was increased by 12% while the fuel consumption was reduced by 11%. The core length (from the beginning of the
e 12: HPC key dat a.
fan until the end of the LPT) of AN15 was the same as the baseline engine, while the total engine length was 2.2%
longer due to bigger components such as the fan and the bypass duct. To achieve satisfying performance, the fan
diameter of AN15 hadIPC
Figure 12: to view.
be increased by 21%. An increase in OPR and TIT, and SFN/FPR reduction resulted in a
Figure 14: HPC view.
lower SFC at a constant jet velocity ratio. In this case, the SFN was reduced by 31%, which also improved the
propulsive efficiency but deteriorated transfer efficiency.

Table 2. Comparison of design parameters at ToC.

Baseline AN15 Change [%]
ηcore 0.577 0.610 5.8
ηprop 0.782 0.839 7.3
25
ηtran 0.828 0.813 -1.8
ηthermal 0.478 0.496 3.8
26
ηoverall 0.373 0.416 12
SFNcruise [N·s/kg] 142 97.6 -31
SFCcruise [g/kN·s] 15.3 13.7 -11
OPR 45 57 27
TIT [K] 1440 1650 15
BPR 6.7 14 109
Fan diameter [m] 2.93 3.57 21
Engine length [m] 6.85 7 2.2
1734 A. Dik et al. / Energy Procedia 142 (2017) 1728–1735
Author name / Energy Procedia 00 (2017) 000–000 7

3.4. Sensitivity analysis

A sensitivity analysis of the results was performed to determine how much of the performance improvement was
due to cycle enhancement and how much came from turbomachinery improvement. The analysis on component
efficiencies investigated the effect of an improvement of 1% in the polytropic efficiency. This was shown to result in
a reduction in SFC by 0.7% for the fan and 0.5% for the LPT. An analysis on the effect of pressure losses showed that
an increase in duct pressure loss of the bypass duct by 1% resulted in an increase of 1.9% in SFC, due to the effect of
loss on the BPR in low specific thrust design.

4. Conclusions

A 3-shaft turbofan engine was designed for entry into service in 2025. The core of the engine was kept the same as
in a baseline engine with characteristics from EIS 2010, and the design of a new LP/IP system was accomplished with
the goal of minimizing specific fuel consumption. This target was achieved by optimization of bypass ratio, pressure
ratio, and turbine inlet temperature based on design constraints for EIS 2025 (i.e. fan diameter). Predicted values of
component polytropic efficiencies and temperature limits were calculated for EIS 2025. An increment in fan diameter,
BPR, OPR, and TIT resulted in 7.3% and 3.8% increase in propulsive and thermal efficiencies, respectively, and 11%
reduction in SFC compared to the baseline engine. The drawback was an increase of 2.2% in engine length, while the
core length was maintained. The new design succeeded in achieving a high efficiency and reduced SFC, providing a
crucial first step towards a full preliminary design of a new engine, which can be complemented with mechanical and
cost analyses.

Acknowledgements

The Authors acknowledge the Southwest Research Institute for providing the NPSS software.

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