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Aviation History
1975
1975 - 0028.PDF
10 Directory TURBINE ENGINES OF THE WORLD General Electric slipped in 1973 from fourth largest (in terms of sales) corporation in the USA, to fifth place. Growth in company turnover is 50 per cent faster in export sales than in home sales, and international business was "well over $1,000 million, £431 million, in 1973. A. major contribution to this trend will un doubtedly have come from the Aircraft Engine Group, one of ten or so activity or product groups comprising the corporation. GE's total order backlog at the start of 1974 was over $1,400 million, £603 million, 25 per cent higher than 12 months previ ously. GE continues to provide corporate support for expansion of the AEG's commercial product range as part of its aim to increase its share of this market sector as the military engine market continues to slow. In particular, major financing is being provided for the GE/Snecma CFM56 programme in which each company is committed to spend some $225 million, £97 million. Ategg Single-shaft core engine. General Electric is one of four contractors participating in the joint USAF/USN Ategg (Ad vanced Turbine Engine Gas Generator) programme for develop ment of advanced engine components and technology. GE has designed three generations of Ategg units—the GE1 (Ategg 1) which led to the GE15 (J101) bypass turbojet, the GE14 (Ategg 2) which is adaptable to become an even more advanced 15,0001b- thrust engine, and the GE23 (Ategg 3) which embodies F101 components and is currently in design phase to lead to even greater performance. CF6-6 Two-shaft turbofan. The CF6-6, closely derived from the General Electric TF39 turbofan for the USAF C-5A Galaxy, powers the McDonnell Douglas DC-10-10. The engine represented GE's first big break into the airline market, and led to a radical alteration in the balanee of power between the three big com mercial engine suppliers, with GE overtaking Rolls-Royce to come a close second to Pratt & Whitney. Orders for the DC-10-10 currently stand at just over 100, equal to approximately 45 per cent of all GE-powered DC-lOs. The CF6-6 entered airline service in August 1971. Basic versions are the 40,0001b CF6-6D, the 41,0001b CF6-6D1, and the 43,0001b CF6-6G. There is also the 41,0001b CF6-6H with a new fan-blade retention system. CF6-6D Single-stage fan and single-stage i-p compressor, sixteen-stage h-p compressor, annular combustor, two-stage h-p turbine, five-stage 1-p turbine. Take-off 40,0001b; bypass ratio 6-2:1; pressure ratio 26:1; mass flow l,3071b/sec; length 193in; width 93-7in; height 108in; weight 7,4501b. CF6-30 Two-shaft turbofan. A projected derated version of the CF6-6 covering a thrust bracket of 30,0001b-36,0001b and intended to bridge the gap between the CFM56 and GF6-6. Potential applications are the Boeing 7X7 and similar designs. CF6-50 (F103) Two-shaft turbofan. Undoubtedly GE's most important engine today, the CF6-50 is an uprated derivative of the CF6-6 with application in five different civil and military aircraft. By designing the original series of turbofans to facilitate introduction of core-engine booster stages and other component changes, GE was able (at some expense) to step ahead of the competing P&W JT9D and Rolls-Royce RB.211 to produce an engine in the 50,0001b bracket. This resulted in the successful launch of the long-range DC-10-30, selection of the CF6-50 to powder the Airbus Industrie A300, and intrusion by GE into P&W's domain via the heavier Boeing 747-300. For the USAF, the F103 military counterpart has been chosen for the Boeing YC-14 AMST (Advanced Medium Stol Transport) and AANCP (Advanced Airborne National Command Post) version of the 747-300. As the 49,0001b CF6-50A, the engine entered service in the DC-10-30 in December 1972, and in the A300 in May last year. The combined orderbooks for these two aircraft are currently in excess of 270. In addition, in July 1974 GE won its first 747 order when KLM decided on two CF6-50E-powered 747B freighters for delivery in October this year—despite the fact that the airline was already operating JT9D-powered 747s. All future such orders will continue to be subject to intense competition from Pratt & Whitney in protecting the major outlet for its JT9D turbofan. Latest GE version to join battle is the 54,0001b- +hrust CF6-50J which is scheduled to be certificated in December FLIGHT International, 2 January 1975 this year, and to enter service early in 1976. Other growth versions using essentially the same core engine are likely to be rated at 55,0001b-56,0001b, 58,0001b and finally 60,0001b. Major change on these models will be a larger fan, but probably still suited to the present size of nacelle installation to avoid the need for develop ing a new fan thrust-reverser. The 52,5001b F103-GE-100 (CF6-50E) flew in the re-engined military 747-300 in June 1974 as the first of four E-4A AANCPs on order for the USAF. Delivery of this aircraft to the Air Force was scheduled for late last year. Two earlier E-4As are to be retro fitted with the FI03. Despite the stretch-out of the AMST pro gramme, it is still possible that the YC-14, powered by two 51,0001b F103s (CF6-50Ds), may make its first flight before the end of this year. Other potential military applications for the F103/CF6-50 include projected aerial tanker/cargo transport versions of the DC-10 and 747, where the GE turbofan is com peting with the P&W F105/JT9D. Applications and projects Airbus Industrie A300B2 and A300B4 (2 x 49,0001b CF6-50A or 2 x 51,0001b CF6-50C); Boeing 747- 300 and -300B (4 X 51,0001b CF6-50D or 54,0001b CF6-50J); Boeing aerial tanker/cargo transport project (4 X 52,0001b CF6- 50E or 54,0001b CF6-50J); Boeing E-4A and E-4B (4 X 52,5001b F103-GE-100); Boeing YC-14 (2 x 51,0001b F103/CF6-50D); Conroy Colossus large cargo transport project (3 X CF6-50); McDonnell Douglas DC-10-30 (3 X 51,0001b CF6-50C); McDonnell Douglas DC-10 aerial tanker/cargo transport project (3 X 52,5001b F103-GE-100). OF6-S0J Single-shaft fan and three-stage i-p compressor, fourteen-stage h-p compressor, annular combustor, two-stage h-p turbine, four-stage 1-p turbine. Take-off 54,0001b; bypass ratio 4-4:1; pressure ratio 30:1; length 190in; width 93-7in; height 108in; weight 8,4101b. CF700 (TF37) Two-shaft aft-fan engine. The CF700 uses the same gas-generator and many of the same accessories as the CJ610 (J85) series of turbojets. The turbofan has two active applications, the Dassault-Breguet Fan Jet Falcon 20 (2 X 4,2501b CF700-2D or 2 X 4,3151b CF700-2D-2), and the Rockwell International Sabre 75A (2 X 4,3151b CF700-2D-2). The Falcon 20 is one of the most successful business jets, with about 300 now on order, and the Sabre 75A, which was previously powered by P&W JT12A-8 turbojets, was FAA-certificated in November 1973. The TBO on all models of this engine was raised to 3,000hr in September last year. Together with the CJ610 turbojet, the CF700 powers some 950 business jet aircraft. The TF37 is the military counterpart. GF700-2D-2 Eight-stage compressor, annular combustor, two- stage compressor turbine, single-stage fan turbine, with integral single-stage fan. Take-off 4,3151b; mass flow 841b/sec: length 75-6in; diameter 36-lin: weight 7371b. CFM56 Two-shaft turbofan. This is a joint venture with Snecma to develop a 10-12 tonne commercial turbofan based on the use of the core engine from the GE F101 military turbofan. CJ610 (J85) Single-shaft turbojet. Commercial derivative of the J85 military turbojet, the CJ610 has flown more than 1-5 million hours powering business twin jets. Its most popular applications are the Learjet Models 24 and 25, of which the 400th was delivered in October 1973, with orders in hand for a further 100. To meet the noise requirements of FAR Part 36, GE and Learjet have developed an eight-lobe noise-suppressing tailpipe for use on the CJ610 powering the Models 24 and 25. Known as the "Quiet Learjets," Models 24D, 25B and 25C are available for early delivery with the suppressor. The TBO on all models of CJ610 up to 2,9501b-thrust was raised to 3,000hr in September last year. Applications and projects. Gates Learjet Model 24D, 25B and 25C (2 X 2,9501b CJ610-6); Hamburger Flugzeugbau Hansa Jet 300(2 X 2,9501b CJ610-5 or 3,1001b CJ610-9); Israel Aircraft Industries Westwind 1121 (2 X 2,9501b CJ610-5); Israel Aircraft Industries Westwind 1123 (2 X 3,1001b CJ610-9); National Aerospace Laboratory (Japan) Experimental Vtol (1 X 3,1001b CJ610-9). GJ610-8/9 Eight-stage compressor, annular combustor, two- stage turbine. Take-off 3,1001b; pressure ratio 6-3:1; mass flow 44-01b/sec; length 45-4in (CJ610-8) and 51-lin (CJ610-9); weight 4071b (CJ610-8) and 4171b (CJ610-9).
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