GE Aviation Outside Exhibit P2 is ramping up production of a new durability upgrade it certified early this year for GEnx-1B engines and—having delivered 14 sets of the upgraded hardware to Boeing operators for installation in their in-service GEnx-1Bs by early June—expects to complete retrofitting the upgrade throughout the in-service GEnx-1B fleet within the next two years. GE managed to incorporate the first, incremental durability upgrade into every engine in the in-service fleet within two years and similarly expects to complete retrofitting the new durability upgrade package in all in-service GEnx-1B-powered s—there were such aircraft in service by early June—within a two-year period, she said. GE Aviation also completed certifying the new durability upgrade for the GEnx-2B, the sole-source engine type for the Boeing , a month after it had certified the upgrade for the GEnx-1B, according to Mackenzie. But while it is now providing sets of hardware to Boeing operators for retrofitting their GEnx-1Bs during MRO shop visits, it will not do so in the near term for retrofits of GEnx-2Bs. According to Mackenzie, this is because GE Aviation designed the new durability upgrade with operations in particularly harsh environments in mind, given that major carriers based in the Middle East operate some of the largest fleets of s and are among the largest customers for the GEnx-1B.

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The GEnx uses some technology from the GE90 turbofan, [4] including composite fan blades, and the smaller core featured in earlier variants of the engine. The engine carries composite technology [5] into the fan case. Both engines enable the move towards the More Electric Aircraft, that is, the concept of replacing previously hydraulic and pneumatic systems with electrical ones to reduce weight, increase efficiency, and reduce maintenance requirements.

Unlike the initial version, for the , 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 General Electric began initial test runs of the bleedless GEnx variant on 19 March By Fall , General Electric was offering the GEnx-2B, developed for the , for the revised XF variant based on the ER, but needed enough volume to cover the new product certification.

One failure was caused by an assembly problem, which led to inspections of all other engines then in service. The most serious incident involved an AirBridgeCargo freighter; on July 31, while at an altitude of 41, feet over China , the flight crew noted two engines surging while a third lost substantial power.

The pilots were able to land the plane safely but the engines were found to have sustained damage. To reduce weight, it features 18 composite fan blades, a composite fan case and titanium aluminide stage 6 and 7 low-pressure turbine blades.

It has a 10 stage high-pressure compressor and is quieter, helped by larger, more efficient fan blades. To reduce fuel burn, the pressure ratio high-pressure compressor is based on the GEB , shrouded guide vanes reduce secondary flows and counter-rotating spools for the reaction turbines reduce load on guide vanes.



The GE9X TAPS III combustor is a unique third-generation combustion system that pre-mixes air and fuel prior to combustion for leaner burn and fewer emissions than conventional combustion systems. The TAPS III combustor will feature fuel nozzle tips manufactured using additive technology, along with a new combustor dome design and ceramic matrix composite CMC inner and outer liners, which will improve durability and require less cooling air to enhance the lean-burn combustion process. The GE9X team utilized new technologies and materials that require less cooling air while allowing more air into the mixer. This September, a full annular rig combustor test successfully demonstrated the material capabilities of the CMC combustor liners, which will be the first continuous CMC combustor liners in a commercial jet engine. The liners were tested at dynamic loading levels well beyond what it will experience in service. Additional full annular rig testing, including GEnx- and GE9X-scale combustors, will be conducted during the next two years.


The GEnx Commercial Aircraft Engine

Tetaxe Located in northern France, the future site will implement high-tech metallurgical processes and innovative management principles that leave plenty of scope for staff empowerment and creativity. The GEnx uses some technology from the GE90 turbofan [4]including composite fan blades, and the smaller core featured in earlier variants of the engine. Once genz, the Group is putting its full weight and the complementary benefits of its global MRO network at combusto disposal of its clients. Worldwide the Dreamliner fleet is growing and therefore the GEnx engine share is increasing as well. The engine carries composite technology [5] into the fan case. Developing innovative repairs for engine parts is key when it comes to control engine maintenance costs.


ゼネラル・エレクトリック GEnx


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