Computational Fluid Dynamics is a powerful tool used on a daily basis by designers and researchers in the advancement of propulsion technology. As hardware and software technology continue to evolve, the impact on propulsion systems has the potential to be disruptive. With continued development of High Performance Computing, Large Eddy Simulation, High-Order unstructured grid algorithms, optimization and uncertainty quantification it is conceivable that a new frontier of simulation based research, analysis and design capability is in the foreseeable future. In order to accelerate this development collaboration between industry, academia and government labs is required. NomenclatureBR = Bypass Ratio c = Chord Length CFD = Computational Fluid Dynamics DNS = Direct Numerical Simulation HLES = Hybrid Large Eddy Simulation HO = High-Order HPC = High Performance Computing HPC = High Pressure Compressor HPT = High Pressure Turbine IDDES = Improved Delayed Detached Eddy Simulation IDDES-T = Improved Delayed Detached Eddy Simulation with Transition LES = Large Eddy Simulation LPC = Low Pressure Compressor LPT = Low Pressure Turbine Ma = Mach Number 1 Principal Engineer high-fidelity CFD, Advanced Design Tools, 2 MDAO = Multi-Disciplinary Analysis and Optimization OPR = Overall Pressure Ratio Pt = Total Pressure RANS = Reynolds Averaged Navier Stokes Equations Re = Reynolds number Ro = Rossby Number S = Slot Height S1B = Stage 1 Blade S2B = Stage 2 Blade S1N = Stage 1 Nozzle S2N = Stage 2 Nozzle SFC = Specific Fuel Consumption St = Strouhal Number TIT = Turbine Inlet Temperature Tt = Total Temperature TVD = Total Variation Diminishing UQ = Uncertainty Quantification URANS = Unsteady Reynolds Averaged Navier Stokes Equations VKI = von Karman Institute WMLES = Wall-Modeled Large Eddy Simulation WRLES = Wall-Resolved Large Eddy Simulation

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Building upon the successes of the UDF® program in the 1980’s, open rotor designs for high flight speed efficiency and low community noise have been developed at GE in collaboration with NASA and the FAA. Targeting a narrow body aircraft with 0.78 cruise Mach number, the cost-share program leveraged computational fluid dynamics (CFD), computational aero-acoustics (CAA), and rig scale testing to generate designs that achieved significant noise reductions well beyond what was attained in the 1980’s while substantially retaining cruise performance. This paper presents overall propeller net efficiency and acoustic assessments of GE’s modern open rotor designs based on measured rig data and the progression of the technology from the 1980’s through the present. Also discussed are the effects of aft rotor clipping, inter-rotor spacing, and disk loading. This paper shows how the two-phase design and scale model wind tunnel test program allowed for test results of the first design phase to feed back into the second design phase, resulting in 2–3% improvement in overall propeller net efficiency than the best efficiency design of the 1980’s while nominally achieving 15–17 EPNdB noise margin to Chapter 4 (when projected to full scale for a prescribed aircraft trajectory and installation). Accounting for trades and near term advancements, such a propulsion system is projected to meet the goal of 26% fuel burn reduction relative to CFM56-7B powered narrow body aircraft.