General Electric Cf6

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General Electric CF6 - Wikipedia

General Electric CF6 The General Electric CF6 is a family of high-bypass

CF6

turbofan engines produced by GE Aviation. Based on the TF39, the first high-power high-bypass jet engine, the CF6 powers a wide variety of civilian airliners. The basic engine core also powers the LM2500, LM5000, and LM6000 marine and power generation turboshafts. The newer GEnx family has been introduced, intended to replace the CF6 family.

Contents Development Variants CF6-6 Undeveloped variants CF6-50 CF6-80 CF6-80A CF6-80C2 CF6-80E1 Other variants Accidents and incidents Applications Specifications See also References External links

Development

CF6 turbofan at the KLM engine shop Type

Turbofan

Manufacturer

GE Aviation

First run

1971

Major applications Airbus A300 Airbus A310 Airbus A330 Boeing 747 Boeing 767 Lockheed C-5M Super Galaxy McDonnell Douglas DC10 McDonnell Douglas MD11 Number built

8,300 (2018)[1]

After developing the TF39 for the C-5 Galaxy in the late 1960s,

Developed from

General Electric TF39

GE offered a more powerful variant for civilian use, the CF6,

Developed into

General Electric LM6000

and quickly found interest in two designs being offered for a recent Eastern Airlines contract, the Lockheed L-1011 and the McDonnell Douglas DC-10. Lockheed eventually selected the Rolls-Royce RB211, but Douglas stuck with the CF6 and the DC-10 entered service in 1971. It was also selected for versions of the Boeing 747. Since then, the CF6 has powered versions of the Airbus A300, A310 and A330, Boeing 767, and McDonnell Douglas MD-11. The high bypass of the CF6 represented a historic breakthrough in fuel efficiency.[2] By 2018, GE has delivered more than 8,300 CF6s: 480 -6s, 2,200 -50s, 4,400 -80C2s, more than 730 -80E; plus 3,000 LM6000 industrial and marine derivatives. The in-service fleet include 3,400 engines, more than all the GE90s and GEnx, generating over than 600 shop visits per year. GE will be delivering engines well into the 2020s and they will fly for 20 to 25 years, until 2045-50: more than 75 years since the first CF6.[1]

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As express delivery spurs an air cargo resurgence, Boeing plans to increase the CF680C2-powered 767 delivery rate from 2.5 to 3 per month in 2020, a type introduced in 1982. As CF6-80E1s are still delivered for the A330 and A330 MRTT, CF6 production will grow from 50 to 60-80 per year by 2020. GE also studies reengining

the

Progress

D-18-powered

Antonov

An-124

freighters

with

CargoLogicAir, a Volga-Dnepr subsidiary. This would likely provide a range increase, and Volga-Dnepr Group operates 12 aircraft, implying a 50-60 engines with spares program.[1]

Variants CF6-6 The CF6-6 was a development of the military TF39. It was first used on the

A CF6 turbofan installed on a testbed

McDonnell Douglas DC-10-10. This initial version of the CF6 has a single-stage fan with one core booster stage, driven by a 5-stage LP (low pressure) turbine, turbocharging a 16stage HP (high pressure) axial compressor driven by a 2-stage HP turbine; the combustor is annular; separate exhaust nozzles are used for the fan and core airflows. The 86.4-in (2.19-m) diameter fan generates an airflow of 1,300 lb/s (590 kg/s), resulting in a relatively high bypass ratio of 5.72. The overall pressure ratio of the compression system is 24.3. At maximum take-off power, the engine develops a static thrust of 41,500 lb (185.05 kN).

Undeveloped variants

An FAA cutaway diagram of the CF6-6 engine

The General Electric CF6-32 was to be a lower thrust derivative of the CF66 for the Boeing 757. In 1981, General Electric formally abandoned development of the engine, leaving the Boeing 757 engine market to Pratt & Whitney and Rolls-Royce.[3]

CF6-50 The CF6-50 series are high-bypass turbofan engines rated between 51,000 and 54,000 lb (227.41 to 240.79 kN, or '25 tons') of thrust. The CF6-50 was developed into the LM5000 industrial turboshaft engines. It was launched in 1969 to power the long range McDonnell Douglas DC-10-30, and was derived from the earlier CF6-6. Not long after the -6 entered service, an increase in thrust and therefore core power was required. Unable to increase (HP) turbine rotor inlet temperature, General Electric chose the expensive path of reconfiguring the CF6 core to increase its basic size. They removed two stages from the rear of the HP compressor, leaving an empty air passage where the blades and vanes had once been. Two booster stages were added to the LP (low pressure) compressor, which increased the overall pressure ratio to 29.3. Although the 86.4 in (2.19 m) diameter fan was retained, the airflow was raised to 1,450 lb/s (660 kg/s), yielding a static thrust of 51,000 lbf (227 kN). The increase in core size and overall pressure ratio raised the core flow, decreasing the bypass ratio to 4.26. In late 1969, the CF6-50 was selected to power the then new Airbus A300. Air France became the launch customer for the A300 by ordering six aircraft in 1971. In 1975, KLM became the first airline to order the Boeing 747 powered by the CF6-50. This led further developments to the CF6 family such as the CF6-80. The CF6-50 also powered the Boeing YC-14 USAF AMST transport prototype.

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The basic CF6-50 engine was also offered with a 10% thrust derate for the 747SR, a short-range high-cycle version used by All Nippon Airways for domestic Japanese operations. This engine is termed the CF6-45. The engine is designated the General Electric F103 in United States Air Force service on KC-10 Extenders and Boeing E-4s.

CF6-80 The CF6-80 series are high-bypass turbofan engines with a thrust range of 48,000 to 75,000 lb (214 to 334 kN). Although the HP compressor still has 14 stages, GE did take the opportunity to tidy-up the design, by removing the empty air passage at compressor exit. The -80 series is divided into three distinct models.

CF6-80A The CF6-80A, which has a thrust rating of 48,000 to 50,000 lb (214 to 222 kN), powered two twinjets, the Boeing 767 and Airbus A310. The GEpowered 767 entered airline service in 1982, and the GE powered A310 in

CF6-80C2K1F Engine for the Kawasaki C-2

early 1983. It is rated for ETOPS operations. For the CF6-80A/A1, the fan diameter remains at 86.4 in (2.19 m), with an airflow of 1435 lb/s (651 kg/s). Overall pressure ratio is 28.0, with a bypass ratio of 4.66. Static thrust is 48,000 lbf (214 kN). The basic mechanical configuration is the same as the -50 series.

CF6-80C2 For the CF6-80C2-A1, the fan diameter is increased to 93 in (2.36 m), with an airflow of 1750 lb/s (790 kg/s). Overall pressure ratio is 30.4, with a bypass ratio of 5.15. Static thrust is 59,000 lb (263 kN). An extra stage is

CF6 with cutouts at The National Air and Space Museum in Washington, D.C.

added to the LP compressor, and a 5th to the LP turbine.[4] The CF6-80C2 is currently certified on eleven widebody aircraft models including the Boeing 747-400, and McDonnell Douglas MD-11. The CF680C2 is also certified for ETOPS-180 for the Airbus A300, Airbus A310, Boeing 767, Kawasaki C-2, and, as the F138, the Lockheed C-5M Super Galaxy.

CF6-80E1 The CF6-80E1 is the highest thrust power of CF6-80 Series family, the fan tip diameters increased more to 96.2 in (2.443m), with Overall pressure ratio is 32.6, with a bypass ratio of 5.3.[5] The 68,000 to 72,000 lbf (300 to

cutouts detail : compressor at right, combustor in center and turbine at left

320 kN) variant competes with the Rolls-Royce Trent 700 and the Pratt & Whitney PW4000 to power the Airbus A330.[6]

Other variants

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The industrial and marine development of the CF6-80C2, the LM6000 Series, has found wide use including fast ferry and high speed cargo ship applications, as well as in power generation. The LM6000 gas turbine family provides power in the 40 to 56 MW range for utility, industrial, and oil & gas applications.[7]

Accidents and incidents In 1973, a CF6-6 fan assembly disintegrated, resulted in the loss of cabin pressurization of National Airlines Flight 27 over New Mexico, United States.[8] In 1989, a CF6-6 failed, causing United Airlines Flight 232 to crash in Sioux City, Iowa. In 2000, the National Transportation Safety Board (NTSB) warned that the high-pressure compressor could crack.[9] Following a series of high-pressure turbine failures on 6 September 1997,[10] 7 June 2000[11] and 8 December 2002,[12] and resulting in 767s being written off on 22 September 2000,[13] on 2 June 2006,[14] and on 28 October 2016,[15] the Federal Aviation Administration issued an airworthiness directive mandating inspections for over 600 engines and the NTSB believed that this number should be increased to include all -80 series engines with more than 3000 cycles since new or since last inspection.[16] In May 2010, The NTSB warned that the low-pressure turbine rotor disks could fail.[17] Four uncontained failures of CF6-45/50 engines in the preceding two years prompted it to issue an "urgent" recommendation to increase inspections of the engines on U.S. aircraft : none of the four incidents of rotor disk imbalance and subsequent failure resulted in an accident, but parts of the engine did penetrate the engine housing in each case[18]

Applications Airbus A300 Airbus A310 Airbus A330 Boeing 747 Boeing 767 Boeing E-4 Boeing E-767 Boeing KC-767 Boeing VC-25A (Air Force One) Boeing YC-14 Kawasaki C-2 Lockheed C-5M Super Galaxy McDonnell Douglas DC-10 McDonnell Douglas KC-10 Extender McDonnell Douglas MD-11 Northrop Grumman E-10 MC2A

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after the Airbus A300 first flight in 1972

on an Airbus A330

Two CF6s under a Boeing 747 wing

Single CF6 on a Boeing 767 wing

installed under the Kawasaki C-2 high wing

The MD-11 tail installation, identical to the DC-10

Specifications

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CF6 Specifications[19] Variant

CF6-6

Type

CF6-50

CF6-80A

CF6-80C2

CF6-80E1

Dual rotor, axial flow, high bypass ratio turbofan, annular combustor

Compressor

Fan & 1LP + 16HP

Fan & 3LP + 14HP

Fan & 4LP + 14HP

Turbine

2HP + 5LP

2HP + 4LP

2HP + 5LP

Length

188 in (478 cm)

183 in (465 cm)

167 in (424 cm)

106 in (269 cm)[4]

105 in (267 cm)[20][21][22]

Diameter Blade Count

168 in (427 cm)

38

114 in (290 cm)[4] 34

Takeoff thrust

41,500 lbf 185 kN

51,500– 54,000 lbf 229–240 kN

48,000– 50,000 lbf 210–220 kN

52,200– 61,960 lbf 232.2–275.6 kN

65,800– 69,800 lbf 293–310 kN

Pressure ratio

25–25.2

29.2–31.1

27.3–28.4

27.1–31.8

32.4–34.8

Bypass ratio

5.76–5.92[20]

4.24–4.4[21]

4.59–4.66[22]

5–5.31[4]

5–5.1[23]

Max. power TSFC

0.35 lb/lbf/h 9.9 g/kN/s[20]

0.368– 0.385 lb/lbf/h 10.4– 10.9 g/kN/s[21]

0.355– 0.357 lb/lbf/h 10.1– 10.1 g/kN/s[22]

0.307– 0.344 lb/lbf/h 8.7–9.7 g/kN/s[4]

0.332– 0.345 lb/lbf/h 9.4– 9.8 g/kN/s[4]

Application[24]

DC-10-10

B747, DC-1015/30 A300

A310, B767

A300/310, B747-400 B767, MD-11, C5M

A330

TCDS

CF6-6[25]

CF6-50[25]

CF6-80A[26]

CF6-80C2[26]

CF6-80E1[27]

Weight[a]

8,176 lb 3,709 kg

8,825–9,047 lb 4,003–4,104 kg

8,760–8,776 lb 3,973–3,981 kg

9,480–9,860 lb 4,300–4,470 kg

11,225 lb 5,092 kg

Max. LP RPM

3,810

4,102

4,016

3,854

3,835

Max. HP RPM

9,925

10,761

10,859

11,055

11,105

Thrust-to-weight ratio

5.08

5.84–5.97

5.48–5.7

5.51–6.28

5.86–6.22

a. Dry, includes basic engine accessories & optional equipment

See also Related development General Electric LM2500 General Electric TF39 Comparable engines Ivchenko-Progress D-18 Pratt & Whitney JT9D Pratt & Whitney PW4000 Rolls-Royce RB211 Rolls-Royce Trent 700 Related lists List of aircraft engines https://en.wikipedia.org/wiki/General_Electric_CF6

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References 1. Guy Norris (Oct 10, 2018). "Freighter Growth And Possible An-124 Reengining Boost CF6 Prospects" (http://aviati onweek.com/propulsion/freighter-growth-and-possible-124-reengining-boost-cf6-prospects#comment-1081811). Aviation Week & Space Technology. 2. Stephen Trimble (3 Jul 2015). "Industry sees path to carbon-neutral aviation" (http://www.flightglobal.com/news/art icles/analysis-industry-sees-path-to-carbon-neutral-aviation-413919/). Flight Global. 3. "New engine proposed as GE drops CF6-32" (http://www.flightglobal.com/FlightPDFArchive/1981/1981%20-%200 289.PDF) (PDF). Flightglobal. January 31, 1981. Retrieved October 23, 2013. 4. "CF6-80C2 Engine" (https://web.archive.org/web/20081121124612/http://www.geaviation.com/engines/commercia l/cf6/cf6-80c2.html). GE Aviation. Archived from the original on 2008-11-21. 5. "CF6-80E1 - GE Aviation" (https://www.geaviation.com/sites/default/files/datasheet-CF6-80E1.pdf) (PDF). 6. "CF6-80E: Past, present and future" (http://www.iasg.co.uk/pdfs/articles/engine_services/CF680E.pdf) (PDF). Engine Yearbook. 2006. 7. "LM6000 & SPRINT Aeroderivative Gas Turbine Packages (36 - 64 MW)" (https://www.ge-distributedpower.com/p roducts/power-generation/35-to-65mw/lm6000-sprint-series). GE Distributed Power. Retrieved 2014-06-28. 8. "National Airlines Flight 27, McDonnell Douglas DC-10-10, N60NA" (http://lessonslearned.faa.gov/ll_main.cfm?Ta bID=1&LLID=19). Lessons Learned. Federal Aviation Administration. 9. "Safety Recommendation A-00-104" (https://www.ntsb.gov/safety/safety-recs/recletters/A00_104.pdf) (PDF). National Transportation Safety Board. August 9, 2000. 10. "Report on aircraft C-FTCA 6 September 1997 engine failure" (http://aviation-safety.net/database/record.php?id=1 9970906-1&lang=en). Aviation Safety Network. 11. "Report on aircraft PP-VNN 7 June 2000 engine failure" (http://aviation-safety.net/database/record.php?id=20000 607-1&lang=en). Aviation Safety Network. 12. "Report on aircraft ZK-NBC 8 December 2002 engine failure" (http://aviation-safety.net/database/record.php?id=2 0021208-1&lang=en). Aviation Safety Network. 13. "Report on aircraft N654US 22 September 2000 engine failure" (http://aviation-safety.net/database/record.php?id= 20000922-0&lang=en). Aviation Safety Network. 14. "Report on aircraft N330AA 2 June 2006 engine failure" (http://aviation-safety.net/database/record.php?id=200606 02-0). Aviation Safety Network. 15. "Report on aircraft N345AN 28 October 2016 engine failure" (http://aviation-safety.net/database/record.php?id=20 161028-2). Aviation Safety Network. 16. "NTSB wants at-risk GE CF6 engines removed" (https://www.flightglobal.com/news/articles/us-aviation-safety-boa rd-ntsb-wants-at-risk-ge-cf6-engines-removed-following-june-uncontained-failure-on-aa-767-208851/). Flight International. September 5, 2006. 17. "Four Recent Uncontained Engine Failure Events Prompt NTSB to Issue Urgent Safety Recommendations to FAA" (https://www.ntsb.gov/news/press-releases/Pages/Four_Recent_Uncontained_Engine_Failure_Events_Pro mpt_NTSB_to_Issue_Urgent_Safety_Recommendations_to_FAA.aspx). National Transportation Safety Board. May 27, 2010. 18. Mike M. Ahlers (May 28, 2010). "Jet engine failures overseas prompt 'urgent' NTSB recommendation here" (http:// www.cnn.com/2010/US/05/27/ntsb.engine.failures/index.html?hpt=T2). CNN. 19. "The CF6 Engine" (http://www.geaviation.com/commercial/engines/cf6-engine). GE Aviation. 20. "Model CF6-6" (https://web.archive.org/web/20081121124007/http://www.geaviation.com/engines/commercial/cf6/ cf6-6.html). GE Aviation. Archived from the original on 2008-11-21. 21. "Model CF6-50" (https://web.archive.org/web/20081121110447/http://www.geaviation.com/engines/commercial/cf 6/cf6-50.html). GE Aviation. Archived from the original on 2008-11-21. 22. "Model CF6-80A" (https://web.archive.org/web/20081121092139/http://www.geaviation.com/engines/commercial/c f6/cf6-80a.html). GE Aviation. Archived from the original on 2008-11-21. 23. "Model CF6-80A" (https://web.archive.org/web/20081121104312/http://www.geaviation.com/engines/commercial/c f6/cf6-80e1.html). GE Aviation. Archived from the original on 2008-11-21. 24. "Commercial Aircraft Engines > CF6" (http://www.mtu.de/engines/commercial-aircraft-engines/widebody-jets/cf6/). MTU. https://en.wikipedia.org/wiki/General_Electric_CF6

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25. "Type Certificate Data Sheet E23EA" (http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgMakeMode l.nsf/0/2c339dd53360180c86257b9b004942ca/$FILE/E23EA_Rev_21.pdf) (PDF). FAA. June 10, 2013. 26. "Type Certificate Data Sheet E13NE" (http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgMakeMode l.nsf/0/1047854cea0ef5fe86257d56006cb935/$FILE/E13NE_Rev_26.pdf) (PDF). FAA. September 11, 2014. 27. "Type Certificate Data Sheet E41NE" (http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgMakeMode l.nsf/0/a55932323344fb7786257b9b00495a5a/$FILE/E41NE_Rev_11.pdf) (PDF). FAA. June 10, 2013.

External links Official website (http://www.geae.com/engines/commercial/cf6/index.html) "CF6-80C2 engine history and evolution" (http://cdn.aviaforum.ru/images/2014/10/656877_692dc785d173f9a109f cfdeed29ba1ae.pdf) (PDF). The Engine Yearbook. 2007. Stephen Trimble (21 Dec 2010). "General Electric celebrates 25th anniversary of best-selling widebody engine" (h ttps://www.flightglobal.com/news/articles/general-electric-celebrates-25th-anniversary-of-best-selling-widebody-35 1055/). Flight Global. Retrieved from "https://en.wikipedia.org/w/index.php?title=General_Electric_CF6&oldid=871147871" This page was last edited on 29 November 2018, at 06:55 (UTC). Text is available under the Creative Commons Attribution-ShareAlike License; additional terms may apply. By using this site, you agree to the Terms of Use and Privacy Policy. Wikipedia® is a registered trademark of the Wikimedia Foundation, Inc., a non-profit organization.

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