Techspace Aero (Hall 2a Stand A228/A252, Hall 2b Stand G32) is here exhibiting the low-pressure compressor (booster) of a GEnx engine. The Milmort, Belgium-based Safran subsidiary is specializing in these modules of turbofans and is preparing technologies for lighter, speedier boosters. It is simultaneously gearing up for a massive production ramp-up.
For those engines that may enter into service in 2020-2022, or possibly for a CFM Leap mid-life update, Techspace Aero is working on a booster featuring a carbon-fiber case and a bladed drum. The latter, so-called “Blum,” integrates three stages of disks and blades into one part. Combined with the composite material of the case, this will yield a 15-percent weight saving, said Jacques Smal, senior v-p for strategy, commerce and programs.
The composite case, whose manufacture uses resin-transfer moulding, is seen at technology readiness level 6–meaning having completed research and ready to enter full product development. Recent, successful blade-out testing took place on a CF34 at a GE facility, Smal said.
Techspace Aero design engineers are also anticipating radically new engine architectures starting in 2025. Open rotors and ultra-high-bypass-ratio turbofans will require higher rotation speeds for the booster, Smal said. This means doubling today’s speeds, to between 8,000 and 10,000 rpm. A faster booster will also use the aforementioned technologies for lighter weight. However, composites should be carefully looked at and possibly adapted to ensure they can withstand the higher temperatures.
Looking further into the future, Smal suggested blades and vanes could be made of composites. He mentioned additive-layer manufacturing as a lead for production but warned these parts should demonstrate that they meet vibration and fatigue requirements.
Techspace Aero’s annual booster output, now numbering 500, is planned to jump to 2,300 by 2020. New programs, such as the CFM Leap, are to be in production as early as 2017 and the company is investing €110 million ($123 million) in machine tools, workshop expansion and more.
The company, which counts 1,400 employees, is a risk- and revenue-sharing partner for boosters in a number of programs, the most recent being the in-development CFM Leap, Snecma Silvercrest, GE 9X and GE Passport. A booster accounts for 5 to 10 percent of the development cost of an engine, which ranges between $1 billion and $2 billion, according to Smal. On a current-technology engine that weighs 6,000 pounds, it represents 300 pounds–mainly composed of titanium.
The company’s turnover last year was €599 million ($671 million). Snecma, the main shareholder (with 67 percent) is also the main customer, with an almost equivalent share in sales. By 2025, this is expected to evolve to a balance between Snecma and GE, each of which will account for about 45 percent of sales. GE’s share is expected to grow as a result of the GE9X and Passport programs.