General Electric CF6 - Wikipedia, The Free Encyclopedia

CF6

CF6 turbofan at the KLM engine shop

Type Turbofan

Manufacturer GE Aviation

First run 1971

Major applications Airbus A300

Airbus A330

Boeing 747

Boeing 767

McDonnell Douglas DC-10

McDonnell Douglas MD-11

Lockheed C-5M Super Galaxy

Developed from General Electric TF39

Developed into General Electric LM6000

CFM International CFM56

From Wikipedia, the free encyclopedia

The General Electric CF6 is a family of high-bypassturbofan engines produced by GE Aviation. Adevelopment of the first high-power high-bypass jetengine available, the TF39, the CF6 powers a widevariety of civilian airliners. The basic engine coreformed the basis for the LM2500, LM5000, and LM6000marine and power generation turboshaft. GE intends toreplace the CF6 family with the GEnx.

1 Development2 Variants

2.1 CF6-62.2 CF6-502.3 CF6-80

2.3.1 CF6-80A2.3.2 CF6-80C22.3.3 CF6-80E12.3.4 Other variants

3 Applications4 Specifications (CF6-50)

4.1 General characteristics4.2 Components4.3 Performance

5 See also6 References7 External links

After the successful development in the late 1960s of the TF39 for the C-5 Galaxy, GE offered a morepowerful development for civilian use as the CF6, and quickly found interest in two designs being offeredfor a recent Eastern Airlines contract, the Lockheed L-1011 and McDonnell Douglas DC-10. Although theL-1011 would eventually select the Rolls-Royce RB211, the DC-10 stuck with the CF6, and entered servicein 1971. It was also selected for versions of the Boeing 747. Since then, the CF6 has powered versions of the

Airbus A300, 310 and 330, Boeing 767, and McDonnell Douglas MD-11.[1] The NTSB issued warningsregarding the cracking of the high pressure compressor in 2000 and failure of the low pressure turbine rotor

disks in 2010.[2][3]

CF6-6

General Electric CF6 - Wikipedia, the free encyclopedia http://en.wikipedia.org/w/index.php?title=General_Electric_CF6&prin...

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CF6 high-bypass turbofan

The CF6-6 was a development of the military TF39. It was firstutilized on the McDonnell Douglas DC-10-10.

This initial version of the CF6 comprises a single stage fan, with onecore booster stage, driven by a 5-stage LP (low pressure) turbine,turbocharging a 16-stage HP (high pressure) axial compressor drivenby a 2-stage HP turbine; the combustor is annular; separate exhaustnozzles are used for the fan and core airflows. The 86.4 in (2.19 m)diameter fan generates an airflow of 1300 lb/s (590 kg/s), resulting ina relatively high bypass ratio of 5.72. The overall pressure ratio ofthe compression system is 24.3. At maximum take-off power, theengine develops a static thrust of 41,500 lb (185.05 kN).

A complete disintegration of a CF6-6 fan assembly resulted in the loss of cabin pressurization of National

Airlines Flight 27 over New Mexico, USA in 1973.[4] The failure of a CF6-6 was the primary cause of theSioux City, Iowa USA crash of United Airlines Flight 232 in 1989.

CF6-50

The CF6-50 series are high-bypass turbofan engines rated between 51,000 and 54,000 lb (227.41 to240.79 kN) of thrust. The CF6-50 was developed into the LM5000 industrial turboshaft engines. It waslaunched in 1969 to power the long range McDonnell Douglas DC-10-30, and was derived from the earlierCF6-6.

Because a significant increase in thrust and therefore core power was required not long after the -6 hadentered service, General Electric could not increase (HP) turbine rotor inlet temperature significantly, sothey took the very expensive decision to reconfigure the CF6 core to increase its basic size. They achievedthis by removing two stages from the rear of the HP compressor (even leaving an empty air passage, wherethe blades and vanes had once been located). Two extra 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 fanwas retained, the airflow was raised to 1450 lb/s (660 kg/s), yielding a static thrust of 51,000 lb

f (227 kN).

The increase in core size and overall pressure ratio significantly raised the core flow, resulting in a decreasein bypass ratio to 4.26.

In late 1969, the CF6-50 was selected to power the then new Airbus A300. Air France became the launchcustomer for the A300 by ordering six aircraft in 1971. In 1975, KLM was the first airline to order theBoeing 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.

The basic CF6-50 engine was also offered with a 10% thrust derate for the 747SR, a short-range high-cycleversion used by All Nippon Airways for domestic Japanese operations. This engine is termed the CF6-45.

Four uncontained failures of CF6-45/50 engines in the preceding two years prompted the U.S. NationalTransportation Safety Board to issue an "urgent" recommendation to increase inspections of the engines on

U.S. aircraft in May 2010.[5] 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.[5]

CF6-80

The CF6-80 series are high-bypass turbofan engines with a thrust range of 48,000 to 75,000 lb (214 to334 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.[citation needed]


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Air Canada Boeing 767-300ER with

CF6-80C2B6F engines

Following a series of high-pressure turbine failures,[6] [7] [8] some

which resulted in 767s being written off,[9] [10] [11] the FAA hasissued an airworthiness directive mandating inspections for over 600engines. The NTSB believed that this number should be increased toinclude all -80 series engines with more than 3000 cycles since new

or since last inspection.[12]

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 (214to 222 kN), powered two twinjets, the Boeing 767 and Airbus A310.The GE-powered 767 entered airline service in 1982, and the GEpowered A310 in 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 added to the HP compressor, and a 5th to the LP turbine.[13]

The CF6-80C2 is currently certified on eleven widebody aircraft models including the Boeing 747-400, andMcDonnell Douglas MD-11. The CF6-80C2 is also certified for ETOPS-180 for the Airbus A300, AirbusA310, Boeing 767, and, as the F138-GE-100, the U.S. Air Force's C-5M Super Galaxy.

CF6-80E1

The CF6-80E1 is a derivative of the successful CF6 family applied to the Airbus A330, with thrust rating of

67,500 to 72,000 lb (300 to 320 kN).[14]

Other variants

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.[citation needed]

CF6-6

McDonnell Douglas DC-10-10

CF6-45

Boeing 747-100SR

CF6-80C2

Boeing 767E-10 MC2ABoeing E-767Boeing KC-767

Boeing 747


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An FAA cutaway diagram of the

CF6-6 engine

CF6-50

McDonnell Douglas DC-10McDonnell Douglas DC-10-30KC-10 Extender

Boeing 747Boeing 747-200Boeing 747-300Boeing E-4B

Airbus A300Boeing YC-14

CF6-80A

Boeing 767Airbus A310

Boeing 747-400/-400ERBoeing VC-25 (Air Force One)

Lockheed C-5M GalaxyMcDonnell Douglas MD-11Airbus A300-600Kawasaki C-2

CF6-80E1/E2

Airbus A330

Data from General Electric.[15]

General characteristics

Type: TurbofanLength: 183 in (4.65 m)Diameter: 105 in (2.67 m)Dry weight: 8,966 - 9,047 lb (4067 kg - 4104 kg)

Components

Compressor: 1 stage fan, 3 stage low pressure, 14 stage highpressure axial compressorCombustors: annularTurbine: 2 stage high pressure, 4 stage low pressure turbine

Performance

Maximum thrust: 52,500 - 61,500 lbs (234.1 - 274.23 kN)Overall pressure ratio: 29.2:1 - 31.1:1Bypass ratio: 4.24 - 4.4Thrust-to-weight ratio: 5.6:1 - 6:1

Related development

General Electric TF39General Electric LM2500

Comparable engines


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Pratt & Whitney JT9DPratt & Whitney PW4000Ivchenko-Progress D-18Rolls-Royce RB211Rolls-Royce Trent 700

Related lists

List of aircraft engines

^ General Electric - Model TF39 (http://www.geae.com/engines/military/tf39/index.html)1.^ "Safety Recommendation A-00-104" (http://www.ntsb.gov/Recs/letters/2000/A00_104.pdf) (PDF). NationalTransportation Safety Board. August 9, 2000.

2.

^ "FOUR RECENT UNCONTAINED ENGINE FAILURE EVENTS PROMPT NTSB TO ISSUE URGENTSAFETY RECOMMENDATIONS TO FAA" (http://www.ntsb.gov/Pressrel/2010/100527b.html). NationalTransportation Safety Board. May 27, 2010.

3.

^ Applying Lessons Learned - National Airlines Flight 27 (http://lessons.air.mmac.faa.gov/l2/NAL27/sum/)Federal Aviation Administration

4.

^ a b Ahlers, Mike M. (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, retrieved 2010-05-28

5.

^ Report on aircraft C-FTCA 6 September 1997 engine failure (http://aviation-safety.net/database/record.php?id=19970906-1&lang=en) Aviation Safety Network

6.

^ Report on aircraft PP-VNN 7 June 2000 engine failure (http://aviation-safety.net/database/record.php?id=20000607-1&lang=en) Aviation Safety Network

7.

^ Report on aircraft ZK-NBC 8 December 2002 engine failure (http://aviation-safety.net/database/record.php?id=20021208-1&lang=en) Aviation Safety Network

8.

^ Report on aircraft N654US 22 September 2000 engine failure (http://aviation-safety.net/database/record.php?id=20000922-0&lang=en) Aviation Safety Network

9.

^ Report on aircraft N330AA 2 June 2006 engine failure (http://aviation-safety.net/database/record.php?id=20060602-0) Aviation Safety Network

10.

^ N330AA photos (http://www.airliners.net/search/photo.search?regsearch=N330AA&distinct_entry=true)airliners.net

11.

^ NTSB wants at-risk GE CF6 engines removed (http://www.flightglobal.com/Articles/2006/09/05/Navigation/177/208851/US+aviation+safety+board+NTSB+wants+at-risk+GE+CF6+engines+removed+after+June+uncontained+failure.html) Flight International, September 5, 2006

12.

^ CF6-80C2 Engine | Commercial Aviation | Jet Engines | GE Aviation. http://www.geaviation.com/engines/commercial/cf6/cf6-80c2.html. Accessed May 12, 2013.

13.

^ CF6-80E1 Engine | Commercial Aviation | Jet Engines | GE Aviation. http://www.geaviation.com/engines/commercial/cf6/cf6-80e1.html. Accessed May 12, 2013.

14.

^ GE CF6-50. http://geae.com/engines/commercial/cf6/cf6-50.html. Accessed Oct 3 2009.15.

GE CF6 website (http://www.geae.com/engines/commercial/cf6/index.html)"Volvo Aero CF6-80 webpage" (http://web.archive.org/web/20070622021412/http://www.volvo.com/volvoaero/global/en-gb/businesssolutions/OEM/component+partner+-+commercial/CF6-80/).Archived from the original (http://www.volvo.com/volvoaero/global/en-gb/businesssolutions/OEM/component+partner+-+commercial/CF6-80/) on 2007-06-22. subcontractorNTSB Safety Recommendation on GE CF-6 engines of December 12 2000 (http://www.ntsb.gov/recs/letters/2000/A00_121_124.pdf) PDF 262 KBStammen, Ken (2001-01-03). "Engine failures cause GE overhaul" (http://web.archive.org/web/20070822105919/http://www.cincypost.com/business/engine010301.html). The Cincinnati Post.


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Archived from the original (http://www.cincypost.com/business/engine010301.html) on 2007-08-22.

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General Electric CF6 - Wikipedia, The Free Encyclopedia

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