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Aviation History
1979
1979 - 0096.PDF
94 FLIGHT International, 13 January 1979 establish itself as a successor to the ubiquitous J79 and act as a counter to the present heavy reliance by the US armed services on the P&WA F100. In this respect, the F10IX could emerge as even more important to GE than the F404. To date GE has built more than 82,000 aircraft engines which have logged over 135 million flying hours. CF6-G Two-shaft turbofan. More than 1,200 CF6-series turbofans have been delivered to 45 airlines flying over 280 A300s, DC-10 Series 10s and Series 30s, and 747-200s. By July last year a total of 57 operators had ordered CF6- powered airliners, and engines in service had flown in excess of 9-5 million hours. Of these statistics, the CF6-6 has contributed some 4-5 million hours flying in the DC-10-10. Basic versions are the 40,0001b CF6-6D and the 41,0001b CF6-6D1. It is proposed to certificate the 42,5001b CF6-6D2 in 1980; this variant is aimed at the L1011-400 TriStar and 767-200. In-flight shutdown rate is steady at around 0 • 1 per thousand engine hours, and CF6-6s have an effective six-year service life, corresponding to 18,000- 20,000hr operation. To improve still further on this per formance GE launched Project Update during 1978 and intends to provide retrofit fixes for every known problem with the CF6-6. The objective is to reduce engine main tenance costs, shop visits and in-flight shutdowns. CF6-6D2 specification Single-stage fan and single-stage 1-p compressor, sixteen-stage h-p compressor, annular com- bustor, single-stage h-p turbine, five-stage 1-p turbine. Take off 42,5001b, bypass ratio 5-6:1, pressure ratio in excess of 24:1, mass flow l,3071b/sec, length 188in, width 93-7in, height 108in, weight 8,7191b. CF6-32 Two-shaft turbofan. Originally announced in May 1977 as a potential joint venture with Snecma, and aimed at what eventually emerged as the Boeing 757, the CF6-32 has subsequently languished. Participation by Snecma would still appear possible, but no firm commitment to a co-operative manufacturing agreement has been reported. GE is currently making a strong bid to launch the CF6-32 in the 757, and plans to run the first complete engine in March this year. Flight testing, probably in a B-52, is scheduled for 1980. The CF6-32 embodies the CF6-6 core, a smaller-diameter fan, and a four-stage 1-p turbine which lacks the midframe support, resulting in engine weight and length savings. A number of versions are proposed, the first having a 76in-diameter fan and a spread of three ratings from 30,6001b to 36,4501b. A second variant with a 78in fan and an 1-p compressor booster stage will offer four ratings from 30,6001b to 39,4001b. By the time the CF6-32 is certificated during the second half of 1981, GE intends that the -32 and the CF6-6 will have identical cores as an added attraction to potential customers operating DC-10-lOs. Other possible applications for the CF6-32 The General Electric CF6-32 is the smallest engine in the CF6 range besides the 757 are the 767 and 777. The American Airlines order for the P&W-powered 767 now places these applica tions in doubt. CF6-32 specification Single-stage fan, sixteen-stage h-p compressor, annular combustor, two-stage h-p turbine, four-stage 1-p turbine. Take-off 36,4501b, bypass ratio 4-9:1, pressure ratio 23-3:1, mass flow l,0671b/sec, length 146in, fan diameter 76in, weight 6,8501b. CF6-45 Two-shaft turbofan. The CF6-45 is a derated version of the CF6-50, with which it is identical in configuration. Four models are available—the CF6-45A, -45A2, -45B and -45B2—all of which are rated at 46,5001b but offer slightly differing s.f.c. figures. Initially launched in 1977 by an All Nippon Airways order for CF6-45A-powered 747SBs, the derated engine was also selected last year for the Airbus Industrie A310. The A310 uses the -45B2, which is planned to be certificated in 1981, the year in which the aircraft will make its first flight. The CF6-45A2 is also on offer for the 747-100, and the -45B2 for the 767. CF6-50 Two-shaft turbofan. Derived from the CF6-6, the CF6-50 has a wider range of applications than either of the other big fans (RB.211 and JT9D), including twin-engined (A300B), three-engined (DC-10 Series 30) and four- engined (747-200) aircraft. The 49,0001b CF6-50A and the 51,0001b CF6-50C are in service in the DC-10 Series 30 and A300B; and the 52,0001b CF6-50C1 and -50E1 in the DC-10 Series 30 and the 747-200. The 52,5001b -50C2 and -50E2, which have an improved s.f.c., were scheduled to have been certificated last year. The -50C2 is on offer for the A300 and DC-10-30, and the -50E2 for the 747-200. Orders for CF6-50-powered A300s exceed 100 aircraft, while over 150 CF6-50-powered DC-10-30s have been sold. Engines for the A300 are assembled and part manufactured by Snecma. As with the CF6-6, GE is currently running a product- improvement programme, Project Upgrade, to provide fixes for every known problem with -50 engines. The modi fications will eventually be made available to operators in kit form for introduction by airline maintenance organisa tions. Meanwhile, in-flight shutdown rate for the CF6-50 is averaging well below 0-1 per 1,000 engine hours. GE is also studying a 56,0001b CF6-55 variant. CF6-80 Two-shaft turbofan. This modified version of the CF6-50 is rated in the 44,0001b to 54,0001b bracket and offers fuel-consumption improvements of up to six per cent compared with current CF6 models. Savings in weight and length result from the introduction of the new four- stage turbine being developed for the CF6-32. First run of a CF6-80 will be in November this year, and certifica tion is scheduled for 1981. The 44,0001b CF6-80A and 48,000-54,0001b CF6-80B are aimed at the 747, 767-200, A310 and stretched DC-10. In November last year the engine was launched when American and Delta Airlines ordered 50 CF6-80-powered 767s. CF7 Two-shaft turbofan. While pushing its new CF34 turbofan and CT7 turboshaft in the business-aircraft market, GE has studied a 2,0001b commercial turbofan based on the T700 core engine. Presumably designated CF7, this unit is intended to power light and medium business aircraft. CF34 Two-shaft turbofan. As the commercial counterpart to the TF34-100, the 8,6501b CF34 is planned to become one of GE's major fixed-wing turbines over the next 20 years. The CF34 is aimed at the commuter transport and large business jet market: 30,0001b twins and 40,000- 80,0001b trijets and four-engined aircraft. No installations for the CF34 have been announced so far, but the engine could power a stretched version of the Challenger, a twin- jet version of the JetStar, and the Sabreliner 85. A TF34 of CF34 configuration has been tested with modifications to meet FAA requirements for fan and turbine blade containment, and certification is scheduled for next year. CF700 (TF37) Two-shaft aft-fan turbofan. The CF700 con sists essentially of the CJ610/J85 gas generator with an
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