Thrust Specific Fuel Consumption Research Articles

Sustainable Energy Application of Pyrolytic Oils from Plastic Waste in Gas Turbine Engines: Performance, Environmental, and Economic Analysis

The rapid accumulation of polymer waste presents a significant environmental challenge, necessitating innovative waste management and resource recovery strategies. This study investigates the potential of chemical recycling via pyrolysis of plastic waste, specifically polystyrene (PS) and polypropylene (PP), to produce high-quality pyrolytic oils (WPPOs) for use as alternative fuels. The physicochemical properties of these oils were analyzed, and their performance in a gas turbine engine was evaluated. The results show that WPPOs increase NOx emissions by 61% for PSO and 26% for PPO, while CO emissions rise by 25% for PSO. Exhaust gas temperatures increase by 12.2% for PSO and 8.7% for PPO. Thrust-specific fuel consumption (TSFC) decreases by 13.8% for PPO, with negligible changes for PSO. The environmental-economic analysis indicates that using WPPO results in a 68.2% increase in environmental impact for PS100 and 64% for PP100, with energy emission indexes rising by 101% for PS100 and 57.8% for PP100, compared to JET A. Although WPPO reduces fuel costs by 15%, it significantly elevates emissions of CO2, CO, and NOx. This research advances the understanding of integrating waste plastic pyrolysis into energy systems, promoting a circular economy while balancing environmental challenges.

Pyrolysis-derived waste polypropylene oils in gas turbine engines: a comprehensive performance and emission study

Addressing the burgeoning issue of polymer waste management and disposal, chemical recycling, specifically the production of highquality oil, presents an enticing solution. This research paper delves into the process of plastic waste pyrolysis, focusing on polypropylene, and thoroughly examines the physico-chemical properties of the resulting pyrolytic oil. The oils, obtained from waste plastic pyrolysis (referred to as WPPO), are then blended with kerosene and utilized as fuel for a gas turbine engine. The primary objective of this investigation is to ascertain how the blend composition influences the performance and emission parameters of the micro gas turbine. In our findings, it was observed that all tested waste plastic pyrolysis blends displayed a trend towards escalating regulated emissions such as nitrogen oxides (NOx) with an average increase of 26% for polypropylene pyrolysis oil (PPO). The emission index (EI) for carbon monoxide (CO) was found to be relatively consistent across all fuel blends tested in this study. Interestingly, when considering the thrust specific fuel consumption (TSFC) within the EI calculation, blends of aviation kerosene and plastic oil showed lower values in comparison to the pure Jet A-1 fuel. Furthermore, an augmentation in the proportion of WPPO in the blends consequently led to an elevation in the exhaust gas temperature (an average increase of 8.7% for PPO). Interestingly, the fuel efficiency of the Jet engine, expressed as TSFC, demonstrated a decrease, with an average reduction of 13.8% observed for PPO.

Performance and Emissions Benefits of Cooled Ceramic Matrix Composite Vanes for High-Pressure Turbines

Abstract Ceramic matrix composites (CMCs) offer great potential for developing lighter and more efficient aero-engines. Due to their high-temperature capability, CMCs are mainly used in the hot gas section in order to replace cooled metallic components and thus save cooling air. Especially CMC vanes for high-pressure turbines (HPTs) have been researched and tested in the past. A realistic design approach for cooled CMC vanes is the so-called shell and spar concept. The application of such vanes in HPTs as inlet guide vanes (IGVs) at constant rotor inlet temperature (T41) enables performance and emissions benefits which are assessed by means of a reference engine in this paper. Compared to metallic IGVs, more temperature-resistant CMC IGVs require significantly less cooling air and generate lower cooling losses. A quantitative comparison will be presented. Consequently, the redesign of the reference engine to the setting of a hybrid HPT leads to a reduction in thrust specific fuel consumption (TSFC) by 0.23% at cruise conditions. Additionally, there is potential to extract the IGV cooling air at a lower pressure level, increasing the cruise TSFC gain to 0.41%. In the course of the redesign process, the turbine inlet temperature (T4) is reduced by 50 K in order to reach the same T41 with a lower IGV coolant mass flow. Regarding emissions, this leads to a decreased production of nitrogen oxides (NOx). Hence, several NOx emissions parameters can be reduced by more than 4%.

The effect of using triple bio-fuel blend with Jet-A on engine performance and emissions in mini-scale turbojet engine

ABSTRACT The aim of the study, which is a blend of triple biofuel CSP and the blended fuel preparation with jet-A for B5 (5% CSP-95% Jet-A), B10 (10% CSP-90% Jet-A), B20 (20% CSP-80% Jet-A), B40 (40% CSP-60% Jet-A), and B80 (80% CSP-20% Jet-A) on GasTurb Details-6. GasTurb-14 software used to perform simulations at different engine speeds. Within the calculations made, the thrust, thrust-specific fuel consumption (TSFC), emission (CO2, CO, NOx) and thermal efficiency values of the fuel blends used in the JetCat-P160 engine were predicted and compared with pure Jet-A fuel. As a result of the simulations, it has been seen that the CSP and Jet-A blends reduce the thrust value to around of 130 N for B20, B40, and B80 fuels with the addition of more than 10% CSP to the blend. TSFC values increase as the biofuel ratio increases and reaches approximately 2 times when the B80 and Jet-A are compared especially at low engine speeds. In addition, the prepared biofuels have a positive effect on reducing the harmful emission of CO value due to the content of O2. At 39 krpm engine speed, the CO value was 0.19% for Jet-A and 0.07% for B80 fuel and as the engine speed increases, it becomes 0.12% for Jet-A and 0.04% for B80 fuel for the maximum speed of 123 krpm. However, biofuels cause reduced combustion efficiency and delayed combustion and so accelerate the formation of NOx especially above 78 krpm engine speed.

Task-Level Energy Efficiency Evaluation Method Based on Aero-Engine Thrust-Specific Fuel Consumption with Application to Environment Control System

There has recently been a considerable and dramatic change in the system design of some future aircraft. The use of electrical energy has led to a demand for rapid technology development in the environment control system (ECS). Extracting energy from the aero-engine in the form of compressed air and electric power to drive the ECS directly affects aero-engine fuel economy. There is an urgent demand for a task-level energy efficiency evaluation method to guide energy and heat sink scheduling. This paper takes the F22 Raptor fighter jet as the research object and analyzes the influence of bleed air and electric power on the thrust and thrust-specific fuel consumption (TSFC) based on the exergy analysis method. First, a two-step TSFC surrogate model is constructed, and a task-level energy efficiency evaluation method is proposed. The error of the TSFC surrogate model is less than 5%, which means the accuracy of the model is sufficient to meet the needs of engineering. Then, the task-level energy efficiency evaluation results show that the vapor cycle has significant fuel economy when the cooling capacity is large, while the air cycle has certain advantages with a small cooling capacity. The method of TSFC surrogate model reduces computational complexity of evaluation with enough accuracy, which can provide a reference for selecting ECS type and guide the optimization of the cooling capacity distribution of the air cycle and vapor cycle.

Analysis of Recuperation Supercritical Carbon Dioxide Cycle for Heat Recovery of an Aircraft Engine

Reducing fuel consumption and maximizing thrust power are both critical factors for aircraft engine. Various technologies have been discovered and developed to achieve these goals. One of them is perhaps by integrating a waste heat recovery system to the engine. Therefore, this study will focus on waste heat recovery technology for aircraft engine, by applying a recuperation-supercritical carbon dioxide cycle in order to reduce jet engines’ fuel consumption and minimizing fuel expenses. The analysis will be conducted by modeling and simulation using Aspen Plus software. A quantitative analysis is done in order to compare the new modified recuperation cycle with the conventional basic Brayton- cycle in terms of their performance. The results stated that for both thermal efficiency and network done, recuperation- cycle performs much better with 42.46% of efficiency and network done at 2197.67 kW, than basic Brayton cycle at only 18.53 % of thermal efficiency and 2555.84 kW of network done. When integrating both cycles to aircraft engine, each of the cycle exhibits greater Thrust Specific Fuel Consumption (TSFC) savings, with up to 13.91 % and improved value of 1.7474 kg/s/kN for basic Brayton- cycle, and savings of 7.06 % and improved value of 1.8865 kg/s/kN for recuperation- cycle.

Computational Study of Biofuels Effect on Pressure and Temperature Changes Across Two-spool High Bypass Turbofan Engine Components at Various Engine Rotational Speeds

This study evaluates the effect of biofuels on pressure and temperature changes across the CFM56-3 gas turbine engine components and the overall engine performance. The analysis was performed numerically using the Gas Turbine Simulation Programme (GSP11) at increasing high-pressure turbine (HPT) shaft speeds ranging from 8400 rpm to 10 400 rpm. The biofuels used in this work were Jatropha Bio-Synthetic Paraffinic Kerosene (JSPK) and Camelina Bio-synthetic Paraffinic Kerosene (CSPK). The fuels were tested as pure and as a blend with Jet-A. Results revealed linear increases in the temperature and pressure across the compressor outlet, combustor outlet, and turbine outlet as HPT speed increases. Temperature and pressure obtained from biofuels are lower than that of the Jet-A fuel. However, the pressure reduction becomes insignificant at increasing shaft speed and surpassed Jet-A at 10 400 rpm. Utilising biofuels causes temperature reduction across the entire gas turbine components. The reduction is beneficial particularly at the turbine blade, as the blade's primary failure is mainly associated with thermal related fatigue failure. At a lower shaft speed, the thrust produced from biofuels is lower due to the temperature reduction. However, the reduction became negligible as the shaft speed increases and exceeded Jet-A at 10 400 rpm due to pressure increment. At all speeds, fuel flow and thrust specific fuel consumption (TSFC) of biofuels is 1% to 3% lower than Jet-A. Therefore, it indicates that utilising biofuels improved the engine thrust while consuming less amount of fuel.

D2 Law and Penetration Length of Jatropha and Camelina Bio-Synthetic Paraffinic Kerosene Spray Characteristics at Take-Off, Top of Climb and Cruise

A comparison of d2 law and penetration length of biofuels with Jet–A through the incorporation of fuel properties and actual combustor inlet data at various flight trajectories is presented. This study aims to identify fuel properties and flight operating conditions that most influence droplet characteristics accurately. The study comprises two phases involving a simulation using GSP to predict combustor inlet data for the respective flight operating conditions and a simulation using ANSYS Fluent V18.1 to obtain combustion characteristics of biofuels and Jet–A. The biofuels chosen in this study are Jatropha Bio-synthetic Paraffinic Kerosene (JSPK) and Camelina Bio-synthetic Paraffinic Kerosene (CSPK), evaluated as pure (100%) and blend (50%) with Jet–A. Thrust specific fuel consumption (TSFC) of biofuels is improved due to lower fuel consumed by the engine. The d2 law curve shows a heat-up period that takes place at the early stage of the combustion process. The penetration length of the fuels is shorter at take-off. Combusting biofuels reduce combustion temperature and the penetration length of the droplet.

Performing thermodynamic analysis by simulating the general characteristics of the two-spool turbojet engine suitable for drone and UAV propulsion

This study presents determining performance parameters as well as thermodynamic analysis through certain design parameters of a two-spool turbojet engine for utilizing as propulsion equipment in drones and UAVs. The general characteristics of the two-spool turbojet engine and the thermodynamic analysis outcomes that are the subject of the study guide the engine designers, scientists and researchers interested in this subject to measure the available energy level depending on the entropy generation level of the energy conversion system and to determine the exergy destructions in the components defined as sub-systems. The outcomes show that while the thrust of the engine is computed to be 516 daN, the thrust-specific fuel consumption (TSFC) rate and air–fuel ratio corresponding to the 4398.499 kW-fuel energy consumption rate of the designed turbojet engine were determined as 19.706 g kN−1 s−1 and 82.604, respectively. When considering the thermodynamic analysis, performance cycle and general characteristics of a two-spool turbojet engine in accordance with the design requirements, the focus should be on the combustion chamber component to improve the first law and second law efficiency ratios. Any innovation in the burner of the two-spool turbojet engine over the course of the design stage may mitigate the exergy generation rate. In particular for designers and researchers, it would be advantageous to optimize parametric engine design metrics with respect to thermodynamic analysis and performance results.

Enhanced cruise range prediction for narrow-body turbofan commercial aircraft based on QAR data

ABSTRACTAircraft performance parameters play a critical role in maintaining economic and environmental sustainability in aviation. Furthermore, the ability to calculate aircraft performance parameters accurately for the cruise range contributes to aviation in areas such as the preliminary design of aircraft and air traffic management. This study is focused on cruise range performance, as this is critical to both the evaluation and understanding of the economic and environmental impacts of commercial aircraft. Quick Access Recorders (QAR) data were used for more accurate analysis of the cruise range. The QAR data used in this study included 6,574 short-distance domestic flights by narrow-body turbofan commercial aircraft between 31 different city pairs. To obtain a more accurate cruise range equation, parameters affecting the cruise range performance were determined and studied. First, the drag polar model was improved to take the cambered profile, compressibility effects and cruise airspeeds of commercial aircraft into consideration using the real flight data. Second, Thrust-Specific Fuel Consumption (TSFC) models were compared and the most suitable one for the cruise phase was selected. After these steps, cruise range values were calculated using the Breguet range equation with these improved parameters. When the results of this enhanced range model were compared with the real flight data, the mean absolute percentage error (MAPE) was found to be 2.5% for all the Aircraft and Engine Type Groups (AETGs) considered in the data. This figure corresponds to a 7.9% smaller error than provided by previous range models based on simple parabolic drag polar and TSFC models. According to these results, the application of a simple parabolic drag polar and TSFC is not appropriate for cruise range calculations.

Experimental investigation of performance and emission characteristics of a miniature gas turbine supplied by blends of kerosene and waste tyre pyrolysis oil

Fossil fuels are non-renewable sources of energy that could be depleted in the near future, giving rise to a major energy crisis. Scientists from all over the world are working on new technologies to produce fuel not only from renewable sources but also from waste. This article is concerned with: (i) waste tyre management by means of the pyrolysis process, (ii) investigation of physico-chemical parameters of waste tyre pyrolysis oil (TPO), and (iii) investigation of performance and emission characteristics of a miniature GTM-140 turbine engine supplied by blends of kerosene and waste tyre pyrolysis oil. The final aim of the research is to determine the influence of the applied blend composition (between 10 and 50% of TPO in the blends) on the performance and emission parameters of a small gas turbine. Turbine inlet and outlet temperatures, fuel flow, static thrust, thrust specific fuel consumption (TSFC) and emissions index of NOx, CO, SO2 are measured in a wide range of turbine load. The differences are the largest for the highest rotational speeds, where the temperatures, TSFC and emissions of NOx especially tend to increase with the increasing fraction of pyrolytic oil in the blends, as compared to those of kerosene. However, emissions of SO2 are lower for the all blends in the entire range of load.

Performance and Sustainability Analysis of an Organic Rankine Cycle System in Subcritical and Supercritical Conditions for Waste Heat Recovery

This study addresses the performance analysis of a subcritical and supercritical Organic Rankine Cycle (ORC) with the addition of a preheater or superheater integrated with a turbofan engine. This analysis will try to explore the heat transfer throughout the evaporator for the purpose of determining the ORC output power and thermal efficiency. A simplified numerical model of the ORC for waste heat recovery is presented. The model depicts the evaporator by using a distributed model, and includes parameters such as the effectiveness, heat capacity and inlet temperature of the waste heat and the organic fluid. For a given set of initial parameter values, the output power and thermal efficiency, as well as the mass flow rate of the working fluid are acquired by solving the system’s thermodynamic cycle with the aid of MATLAB software. The model is then verified by using data from an industrial waste heat recovery system. The connection between the turbofan engine and the ORC system was established and evaluated by means of Thrust-Specific Fuel Consumption (TSFC) as well as fuel burn. It was found that the supercritical ORC with a preheater and superheater exhibits lower TSFC than the subcritical ORC, whereas the impact of the ORC in terms of waste heat recovery in relation to the environment and sustainability indices is quite small, but still considerable depending on the engine’s weight.

Effects of stability margin and thrust specific fuel consumption constrains on multi-disciplinary optimization for blended-wing-body design

Blended-Wing-Body (BWB) configuration, as an innovative transport concept, has become a worldwide research focus in the field of civil transports development. Relative to the conventional Tube-And-Wing (TAW) configuration, the BWB shows integrated benefits and serves as a most promising candidate for future “green aviation”. The objective of the present work is to figure out the effects of the stability margin and Thrust Specific Fuel Consumption (TSFC) on the BWB design in the framework of Multi-Disciplinary Optimization (MDO). A physically-based platform was promoted to study the effect static stability margin and engine technology level. Low-order physically based models are applied to the evaluation of the weight and the aerodynamic performance. The modules and methods are illustrated in detail, and the validation of the methods shows feasibility and confidence for the conceptual design of BWB aircrafts. In order to find out the relation between planform changes and the selection of stability and engine technology level, two sets of optimizations are conducted separately. The study proves that these two factors have dominant effects towards the optimized BWB designs in both aerodynamic shapes, weight distribution, which needs to be considered during the MDO design process. A balance diagram analysis is applied to find out a reasonable static stability margin range. It can be concluded that a recommended stability margin of a practical BWB commercial aircraft can be half of that of a conventional TAW design.

Computational Gui Software for Energetic Performances Calculation and Optimization of Turbojet and Turbofan Reactors

In this work, a graphical user interface (GUI) software is named “Turbofan Optimize”. Using C++ programing language, the GUI was built for the computational fluid dynamics calculation and optimization of compressor pressure ratio (CPR) of both turbojet reactor and turbofan reactors. A numerical investigation was conducted for the aim of studding these reactors. Turbofan is considered nowadays as the most civilian airplanes adopted in industry due to its high thrust power and good efficiency. In the other hand turbojet is also a commonly used in light aircraft. The Turbo reactor design and featuring is highly depending on CPR. Moreover, all of other organs are configurated to suite the intrinsic value of CPR. Indeed, the misusage of compressor, can cause additional fuel consumption. For the aim of building the GPU software, the temperature and pressure was sought to be determined along the reactor organs in order to find the criterial values of Thrust Specific Fuel Consumption (TSFC) and Overall efficiency (OE). Civilian use of turbofan necessitates to be operated under a high OE. While the chasing aircrafts require large TSFC to get the highest possible power regardless the OE. The built GUI consist of three main parts, which are the imputed data, the outputted results including the CPR optimal value and another part for showing the profiles of OE and TSFC variation as a function of CPR. The CPR range of computational GUI is between (8-120). While the altitude range is between (0-10000 m) and a bypass ration from (1 to 5) with a temperature varied between 1200 to 1500 k where subsonic flight condition adopted. Moreover, it considers the either OE or TSFC critics. It has been shown that a CPR of 80 is the optimal amount with affording an OE of 34.16 %. The TSFC is more important when decrease the CPR. However, at low CPRs the OE is reduced which not advisable for the civilian aircrafts. Otherwise, a CPR of 10 can be disposed to TSFC of 1052 Ns-1kg-1. Ignoring the OE of 28 %, this last case is suitable for operating chasing aircrafts.

Performance Analysis of Deteriorated Engine Powered by Alternative Fuels

An aero-engine is a mechanical turbomachinery that is subjected to a combination of mechanical cyclic and thermal loading due to high temperature and pressure regions, which may degrade the efficiency of engine components. As a result, the engine needs to burn more fuel to maintain the required thrust, thereby increasing emissions. In conjunction with alternative fuel usage in aircraft engines, aim of this study is to analyze the performance of a deteriorated engine powered with alternative fuels. Computational analysis using Gas turbine Simulation Program is conducted for a two-spool high-bypass turbofan engine. A deterioration rate of 0.1% is assumed for 30 days of operation. The alternative fuels used in this study are jatropha bio-synthetic paraffinic kerosene, camelina bio-synthetic paraffinic kerosene, and their blend with Jet-A. Unlike a clean engine, a deteriorated engine has lower air mass flow rate, shaft speed, thrust, thrust specific fuel consumption (SFC), and exhaust gas temperature. However, an increment in engine mass flow rate, engine thrust, and thrust SFC is observed when biofuels are used due to the higher low heating value of the fuels.

Deterioration effects of coupled blisk blades

Performance degradation due to wear of high pressure compressors (HPC) is a major concern in aero-engine operation and maintenance. Among other effects especially erosion of airfoils leads to changed aerodynamic behavior and therefore to deterioration. These affects engine performance parameter like thrust specific fuel consumption (TSFC) and exhaust gas temperature (EGT). Reaching EGT-limit, the engine typically has to be overhauled during a shop visit to restore safety standards and performance. During state of the art shop visits, engines are repaired based on EGT-specifications. To further enhance the maintenance, tailored repairs for each jet engine based on engine history and operation conditions are necessary to take TSFC into account. To ensure such an effective maintenance, the aerodynamic behavior of deteriorated and repaired airfoils is the key factors. Therefore, geometric properties with high influence on aerodynamic performance have to be known. For blisks (BLade-Integrated-diSK) the approach of tailored maintenance will be even more complicated because the airfoil arrangement cannot be changed or individual airfoils cannot be replaced. Thus, the effects of coupled misshaped airfoils have a high significance. This study will present a Design of Experiments (DoE) for circumferential coupled HPC-airfoils to identify the geometric properties which lead to a reduction of performance. To focus on geometric variations, quasi3D (Q3D) simulations are taken out. Based on a sensitivity analysis, the thickness related parameters, the stagger angle as well as the max. profile camber thickness are identified as the most important parameters which are influencing adjacent airfoils and reduce the aerodynamic performance.

Performance analysis of an Organic Rankine Cycle system with superheater utilizing exhaust gas of a turbofan engine

Waste heat recovery is recognized as one of the methods to overcome this energy saving issue. In this paper, the Organic Rankine Cycle (ORC) system has been introduced for the waste heat recovery. The main objective of the study is to convert the unused heat into useful power, which could reduce the fuel consumption and also minimize the harmful exhaust transmission. A thermodynamic model of the waste heat recovery cycle is developed and validated. The eventual results depict a reasonable agreement for the ORC power output and its thermal performance, especially at higher turbine inlet pressure. Consequently, this ORC model is then connected to a turbofan engine. The performance analysis of the engine depicts that the lowest Thrust Specific Fuel Consumption (TSFC) is at 0.68 lbm/lbf.h with the thrust force of 7000 lbf, thus lower than the base cycle without ORC as waste heat recovery.

Parametric optimization and performance analysis of a waste heat recovery system using Organic Rankine Cycle (ORC)

Organic Rankine Cycle (ORC) has been proven to be the most effective solution to utilize fully the waste heat energy produced from manufacturing and power plant. In this paper, thermodynamic analysis and performance optimization of an ORC waste heat recovery system is performed for an aircraft engine and R245-fa is chosen as the refrigerant. The main concern of this study is to maximize the total heat transfer rate through the evaporator, thus the optimization of the Thrust Specific Fuel Consumption (TSFC) and the Specific Thrust of the engine can be performed. The main parameter to conduct the optimization is Turbine Inlet Temperature (TIT) and preheating temperature of R245fa. From the analysis, by increasing the Turbine Inlet Temperature and the preheating temperature, the TSFC and Specific Thrust of the engine can be optimized.

A Computational Study to Investigate the Effect of Altitude on Deteriorated Engine Performance

This study presents an investigation on the effect of operational altitudes on the performance of the deteriorated engine. A two-spool high bypass ratio turbofan engine is used as the test subject for this study. The engine is modelled in Gas Turbine Simulation Program (GSP) based on an existing engine model from literature. Real flight data were used for the validation. Deterioration rate of 0.1% per day is applied for all turbofan components engine. The simulation is performed by varying the altitude from sea level until 9000m. Results obtained show reduction in air mass flow rate and engine thrust as altitude increases. The reduction in air mass flow rate is due to the lower air density at higher altitude hence reduces amount of engine thrust. At 1000m to 4000m, thrust specific fuel consumption (TSFC) of the engine is improved compared to sea level. However depleted in TSFC is shown when the aircraft flies at altitude higher than 4000m. At this altitude, the effect of air density is dominant. As a result, the engine is required to burn more fuel to provide a higher thrust to sustain the aircraft speed. More fuel is consumed hence depletion in TSFC is obtained.

Computational modelling of an Organic Rankine Cycle (ORC) waste heat recovery system for an aircraft engine

Escalating fuel prices and carbon dioxide emission are causing new interest in methods to increase the thrust force of an aircraft engine with limitation of fuel consumption. One viable means is the conversion of exhaust engine waste heat to a more useful form of energy or to be used in the aircraft environmental system. A one-dimensional analysis method has been proposed for the organic Rankine cycle (ORC) waste heat recovery system for turbofan engine in this paper. The paper contains two main parts: validation of the numerical model and a performance prediction of turbofan engine integrated to an ORC system. The cycle is compared with industrial waste heat recovery system from Hangzhou Chinen Steam Turbine Power CO., Ltd. The results show that thrust specific fuel consumption (TSFC) of the turbofan engine reach lowest value at 0.91 lbm/lbf.h for 7000 lbf of thrust force. When the system installation weight is applied, the system results in a 2.0% reduction in fuel burn. Hence implementation of ORC system for waste heat recovery to an aircraft engine can bring a great potential to the aviation industry.