Improving the Efficiency of Engines for Large Nonfighter Aircraft (2007) / Chapter Skim
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3 Proposed Engine Modifications and Re-engining
3 Proposed Engine Modifications and Re-engining
Pages 26-39
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From page 26... ...
For planning purposes it cam be assumed that they fly 500 hours per year. The fuel consumption of the KC-135 R/T fleet accounts for a significant share of the Air Force mobility fleet needs (Figure 3-1)
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From page 27... ...
TF33 (B-52H, KC-135E, E-3, E-8) 27 FIGURE 3-2 Number of engines installed in the Air Force large nonfighter aircraft fleet.
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From page 28... ...
The modifications are predicted to reduce maintenance costs by 25 percent for a projected hme on wing of 12,000 engine flight hours. Projected fuel savings per airplane vary, from $35,000 per aircraft per year to $81,000 per aircraft per year given fuel costs of $2.14/gal and $5.00/gal, respectively.
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From page 29... ...
Because the C-130 aircraft is so ubiquitous and versatile and has such a high utilization rate, it accounts for approximately 10 percent of the total Air Force fuel consumption and has been the subject of many engine upgrade studies and activities. The latest T56 engine model fitted to the aircraft, the T56-A15, is designated Senes III.
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From page 30... ...
These result in significant improvements in parameters associated with safety, including the in-flight shutdown rate and the mission abort rate. The modem engines and propellers also provide significant improvements in environmental impacts in the form of noise and emissions.
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From page 31... ...
These benefits are sensitive to nonrecurring costs and future fuel costs and require detailed analysis beyond the scope of a study such as this. However, the payback period was shown to be within the structural life of the C-130H fleet and its projected active use within the force structure.
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From page 32... ...
The Air Force should conduct a study of C-130 airframe and operational techniques focused on fuel savings needs and generate an implementation plan for financially viable candidates.
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From page 33... ...
There is, in addition, a chronic low-pressure turbine failure problem associated with high-temperature operation, and this leads to high maintenance costs. In 2002, Maj Gen Dan Leaf asked Boeing to find the best way to increase B-IB mission flexibility, specifically by increasing altitude capability (see Summary 9 in Appendix C)
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From page 34... ...
, which eliminates significant boat tail drag. Lift/drag improvements could allow the F1 19-powered B-IB to supercruise for sustained rapid response
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From page 35... ...
3-8 3. Re-engining the B-1B with a derivative F119/F135 fan option could trade performance margin for improved fuel economy and enhance the total system impact to the B-1B range/persistence from CD capability.
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From page 36... ...
This relatively large commercial industry inventory of CF6-50 engines, parts, and maintenance capability acts as a reserve that can be drawn upon as needed to assure continued availability for the F103 engine. Finally, there are no viable candidate engines that could improve fuel consumption by >10 percent or significantly reduce maintenance costs within reasonable cost/benefit parameters.
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From page 37... ...
Thus the upgrade hit is predicted to significantly improve engine life, cost of ownership, and long-term residual value for the commercial operator community. The KC-IOA fleet could realize minor fuel efficiency benefits, on the order of 0.33 percent, and a projected 15 percent reduction in maintenance costs through a CF6-50 upgrade/technology infusion program for the F103 engine in the form of hot-sechon modifications.
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From page 38... ...
The projected fuel savings for the CF6-50 HPT/hot-section modification to the F103 engine for the KC-IOA fleet do not meet the objectives of this study pertaining to the reduction in fuel consumption for the large aircraft fleet. However, the opportunity for reducing operating costs amd improving mission performance/availability in the form of predicted improved on-wing time, improved EGT margin retention, reduced maintenance and material costs, and an attendant reduction in required maintenamce manpower would justify review by appropriate Air Force weapons systems and process managers for these modifications depending on the pnonhes of these issues relative to overall weapons-systems management objectives.
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From page 39... ...
Unpublished 39 Mark Amos, Herd, New Engines Division, Agile Combat Support Systems Wing, "United States Air Force Urge aircraft inventory:'Presentation to the committee on April 26, 2006. Norm Egbert, Vice President for Engineering and Technology, and Ron York, Vice President for Special Prcjects, Rolls-Royce, "Rolls-Royce presentation," Presentation to the committee on Mry 24, 2006.
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