| GEnx | |
|---|---|
| General Electric GEnx at the Paris Air Show 2009 | |
| Type | Turbofan |
| Manufacturer | GE Aviation |
| First run | 2006 |
| Major applications | Boeing 747-8 Boeing 787 Dreamliner |
| Developed from | General Electric GE90 |
The General Electric GEnx (General Electric Next-generation) is an advanced dual rotor, axial flow, high-bypass turbofan jet engine in production by GE Aviation for the Boeing 787 and 747-8. The GEnx is intended to replace the CF6 in GE's product line.
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The GEnx and the Rolls-Royce Trent 1000 were selected by Boeing following a run-off between the three big engine manufacturers. The GEnx uses some technology from the GE90 turbofan, including composite fan blades, and the smaller core featured in earlier variants of the engine. The engine carries composite technology into the fan case.
Both engine types will have a standard interface with the aircraft, allowing any 787 to be fitted with either GE or RR engines at any time.[1][2] The engine market for the 787 is estimated at US$40 billion over the next 25 years. A first is the elimination of bleed air systems using high temperature/high pressure air from the propulsion engines to power aircraft systems such as the starting, air-conditioning and anti-ice systems. The GEnx and the Trent 1000 allow a move towards the electric airplane.
The GEnx is expected to produce thrust from 53,000 to 75,000 lbf (240 to 330 kN) with first tests commencing in 2006 and service entry by 2008 (now delayed by 787 deliveries). Boeing predicts reduced fuel consumption of up to 20% and significantly quieter engines than current turbofans. A 66,500 lbf (296 kN) thrust version (GEnx-2B67) will be used on the 747-8. Unlike the initial version, for the 787, this version has a traditional bleed air system to power internal pneumatic and ventilation systems. It will also have a smaller overall diameter than the initial model to accommodate installation on the 747.
General Electric began initial test runs of the bleedless GEnx variant on 19 March 2006.[3] The first flight with one of these engines took place on 22 February 2007, using a Boeing 747-100, fitted with one GEnx engine in the number 2 (inboard LH) position.
Despite being derived from the GE90, the GEnx features a number of weight-saving innovations:
Fuel burn reduction technologies include:
Among features to reduce maintenance cost and increase engine life are:
All of these yield a fuel burn said to be 15% better than GE's CF6-80C2 engines for widebody aircraft.
This engine is a dual rotor, axial flow, high bypass ratio turbofan. The 10-stage high pressure compressor is driven clockwise (Aft Looking Forward) by a 2-stage high pressure turbine. The single stage fan and 4-stage low pressure compressor are driven counterclockwise (Aft Looking Forward) by a 7-stage low pressure turbine. The engine control system includes a Full Authority Digital Engine Control (FADEC), which has an aircraft connection for digital communication. An engine monitoring unit (EMU) provides vibration level signals to the aircraft.
| Engine Model |
Arrangement | Performance | Dimensions (inch) and Weight (lb) | Certified (FAA) |
Application | Entry Into Service | Emissions | ||||||||||||||||||
| Fan diameter (in) |
Fan | LPC | HPC | LPT | HPT | Thrust Max (lbf) | Flat-Rated Temp C | Overall Pressure Ratio (OPR) |
Fan Bypass Ratio (BPR) |
Air flow (kg/s) |
SFC (max power) |
T/W Ratio |
Length | Max Envelope | Weight (Dry) |
CO | NOx | HC | |||||||
| Take-off (5 min) |
Max Cont. |
Take-off | Max Cont. |
Width | Height | ||||||||||||||||||||
| GEnx-1B54 | 111 | 1 | 4 | 10 | 7 | 2 | 57,400 | 56,300 | ISA+15 | ISA+10 | 36.0 | 4.48 | 194.0 | 139.0 | 137.0 | 12,822 | Mar 31, 2008 | B787-3 | |||||||
| GEnx-1B58 | 111 | 1 | 4 | 10 | 7 | 2 | 61,000 | 56,300 | ISA+15 | ISA+10 | 4.76 | 194.0 | 139.0 | 137.0 | 12,822 | Mar 31, 2008 | B787-3,-8 | ||||||||
| GEnx-1B64 | 111 | 1 | 4 | 10 | 7 | 2 | 67,500 | 61,500 | ISA+15 | ISA+10 | 41.0 | 5.23 | 194.0 | 139.0 | 137.0 | 12,822 | Mar 31, 2008 | B787-8,-9 | |||||||
| GEnx-1B67 | 111 | 1 | 4 | 10 | 7 | 2 | 69,400 | 61,500 | ISA+15 | ISA+10 | 43.0 | 5.41 | 194.0 | 139.0 | 137.0 | 12,822 | Mar 31, 2008 | B787-8,-9 | |||||||
| GEnx-1B70 | 111 | 1 | 4 | 10 | 7 | 2 | 72,300 | 66,500 | ISA+15 | ISA+10 | 43.0 | 9.6:1 | 5.64 | 194.0 | 139.0 | 137.0 | 12,822 | Mar 31, 2008 | B787-9 | ||||||
| GEnx-2B67 | 105 | 1 | 3 | 10 | 6 | 2 | 67,400 | 58,500 | 43.0 | 8.6:1 | 185.0 | 127.0 | 127.0 | 12,400 | July 22, 2010 | B747-8 | |||||||||
Note: Data for sea level static, standard pressure, no customer bleed or customer horsepower extraction, ideal inlet, 100% ram recovery, production aircraft flight cowling, production instrumentation, fuel lower heating value of 18,400 BTU/lb.
Note: 787-3 plans were cancelled on December 13, 2010 due to low demand.[7]
Data from [8]
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