Such engines allow for significantly wider fans and, hence, higher bypass ratios, without the drag and weight penalties imposed by nacelles. GE vice-president of engineering Mohamed Ali, however, insists an open-fan architecture will be capable of hitting the 20% target even when installed. Conventional engines continue as another option.”ĭeal says Boeing is pursuing various technologies that, taken together, could help its next aircraft be 20% more fuel efficient, including a truss-braced wing and greater use of composite materials.īoeing is widely expected to bring its next aircraft, a 737 replacement, to market in the 2030s. “We haven’t selected an engine,” Deal says. He declines to specify Boeing’s efficiency estimate for an open-fan engine but makes clear the company has not picked an propulsion design for its future aircraft. “There is always a knock-down effect to get to pure fuel burn.” Every engine runs better uninstalled than installed,” Deal says. Speaking on 18 June, Deal said GE’s 20% target is based on an stand-alone engine, not a powerplant integrated on to an aircraft. GE and Safran Aircraft Engines jointly own CFM. GE has been heavily promoting its open-fan engine concept, which CFM International is developing under its Revolutionary Innovation for Sustainable Engines (RISE) demonstrator programme.
The disagreement came to light in recent days in Paris.
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