Price/Unit Cost: Unknown Static thrust is 48,000 lbf (214 kN). CF6-80C2 engines (F138-GE-100) will power the C-5M Super Galaxy heavy strategic airlift aircraft for many years to come. The GE Military engine family has "gone green" with its F138 propulsion system for the Lockheed Martin C-5M Super Galaxy aircraft. Dry Weight: 9,480-9,860 lbs (4,300-4,472 kg) While the General Electric CF6 powers a long range of commercial aircraft, the engines are also featured on a number of military aircraft. Thrust-to-Weight Ratio: 5.54 to 6.28 GE Aviation has a global service network to support these offerings. The flight, United Airlines Flight 232, would eventually crash-land in Sioux City, Iowa with no hydraulics. [6] The 68,000 to 72,000 lbf (300 to 320 kN) variant competes with the Rolls-Royce Trent 700 and the Pratt & Whitney PW4000 to power the Airbus A330. The General Electric CF6 is a family of high-bypass turbofan engines produced by GE Aviation. The newest member and highest thrust model of the CF6 family, the -80E is capable of generating up to 72,000 lbs. The GE Military engine family has "gone green" with its F138 propulsion system for the Lockheed Martin C-5M Super Galaxy aircraft. [17], In May 2010, The NTSB warned that the low-pressure turbine rotor disks could fail. Military Aircraft Programs The CF6-50 also powered the Boeing YC-14 USAF AMST transport prototype. The CF6 has its origins in the TF39 turbofan engine, which was introduced in the 1960s. The -80 series is divided into three distinct models. In late 1969, the CF6-50 was selected to power the then new Airbus A300. Introduced: 1985 Military Vehicle Programs. This would likely provide a range increase, and Volga-Dnepr Group operates 12 aircraft, implying a 50-60 engines with spares program.[1]. The basic mechanical configuration is the same as the -50 series. The CF6 was for the C-5 Re-engining Program (RERP). Overall Pressure Ratio at Maximum Power: 29.2 to 31.1 CF6 aircraft also power a broad range of military and VIP applications. This engine is termed the CF6-45. The engine is designated the General Electric F103 in United States Air Force service on KC-10 Extenders and Boeing E-4s. In 1975, KLM became the first airline to order the Boeing 747 powered by the CF6-50. The newer GEnx family has been introduced, intended to replace the CF6 family. HP-LP Turbine Stages: 2-5 Air France became the launch customer for the A300 by ordering six aircraft in 1971. In 1981, GE formally abandoned development of the engine, leaving the Boeing 757 engine market to Pratt & Whitney and Rolls-Royce.[4]. Fact Sheet: General Electric CF6-80C2 Thrust: 52,500-61,960 pounds E-4B Advanced Airborne Command Post Follow GE Aviation on Twitter and YouTube. E-767 AWACS; KC-767 VC-25 (Air Force One); The GE-powered 767 entered airline service in 1982, and the GE powered A310 in early 1983. It was launched in 1969 to power the long range McDonnell Douglas DC-10-30, and was derived from the earlier CF6-6. The TF39 was effectively retired, and all remaining active C-5 Galaxys are now powered by General Electric F138-GE-100 (CF6) engines. F138 engine focuses on fuel efficiency which, according to the US Air Force, may translate into fuel savings equaling re-engining program cots by 2029. Length: 168 in (4.27 m) On September 7, 2017 the very last active C-5A powered with TF39 engines made its final flight from Westover Air Reserve Base to Davis-Monthan Air Force Base for retirement. [8], In 1973, a CF6-6 fan assembly disintegrated, resulting in the loss of cabin pressurization of National Airlines Flight 27 over New Mexico, United States.[9]. In 1965, General Electric won the bid to deliver TF39 engines One of the newest engines in the CF6 Series, the CF6-80E1, At maximum take-off power, the engine develops a static thrust of 41,500 lb (185.05 kN). The 86.4-in (2.19-m) diameter fan generates an airflow of 1,300 lb/s (590 kg/s), resulting in a relatively high bypass ratio of 5.72. The General Electric CF6, US military designation F103, is a family of high-bypass turbofan engines produced by GE Aviation. Compressor: Axial flow, single-stage fan In addition to providing significant improvements in thrust, noise, emissions and fuel consumption, the F138 helps aircraft utilize more airports than ever before. Combustor Type: Annular The CF6-80 series are high-bypass turbofan engines with a thrust range of 48,000 to 75,000 lb (214 to 334 kN). The CF6-80C2 is also certified for ETOPS-180 for the Airbus A300, Airbus A310, Boeing 767, KC-767A/J, E-767J, Kawasaki C-2, and (as the F138) the Lockheed C-5M Super Galaxy and VC-25A. The CF6-50 was developed into the LM5000 industrial turboshaft engines. The CF6-80C2 also powers the Boeing VC-25 (Air Force One) KC-10 Extender; Price/Unit Cost: Unknown They removed two stages from the rear of the HP compressor, leaving an empty air passage where the blades and vanes had once been. Boeing 747-400/400ER, and McDonnell-Douglas MD-11 aircraft. After developing the TF39 for the C-5 Galaxy in the late 1960s, GE offered a more powerful variant for civilian use, the CF6, and quickly found interest in two designs being offered for a recent Eastern Airlines contract, the Lockheed L-1011 and the McDonnell Douglas DC-10. One of the newest engines in the CF6 Series, the CF6-80E1, powers the Airbus A330 Multi Role Tanker Transport (MRTT) aka the KC-30. Static thrust is 59,000 lb (263 kN). The overall pressure ratio of the compression system is 24.3. Length: 183 in (4.27 m) The General Electric CF6 is a two-spool high-bypass turbofan engine designed to power large wide-body aircraft. GE Aviation: LM2500 Marine Turbine Engine It is gradually being replaced by the newer GEnx family.[2]. It was also selected for versions of the Boeing 747. The CF6-80C2 powers Air Force One as well as 767 AWACs, KC-10, E-4, A310 MRTT and both Japanese and Italian tanker transports. Based on the TF39, the first high-power high-bypass jet engine, the CF6 powers a wide variety of civilian airliners. The in-service fleet include 3,400 engines, more than all the GE90s and GEnx, generating over than 600 shop visits per year. A Leading Provider of Power Systems Market Intelligence and Consulting. This initial version of the CF6 has a single-stage fan with one core booster stage, driven by a 5-stage LP (low pressure) turbine, turbocharging a 16-stage HP (high pressure) axial compressor driven by a 2-stage HP turbine; the combustor is annular; separate exhaust nozzles are used for the fan and core airflows. The basic engine core also powers the LM2500, LM5000, and LM6000 marine and power generation turboshafts. [citation needed]. The CF6-50 series are high-bypass turbofan engines rated between 51,000 and 54,000 lb (227.41 to 240.79 kN, or '25 tons') of thrust. With Platinum, you can create customized assessments that quickly identify both risk and future opportunities. provides a 20% increase in cargo payload, and also comes with a 34% improvement in cost per flying hour. In 2000, the National Transportation Safety Board (NTSB) warned that the high-pressure compressor could crack. Compressor: Two spool, axial flow, single-stage fan [3], By 2018, GE has delivered more than 8,300 CF6s: 480 -6s, 2,200 -50s, 4,400 -80C2s, more than 730 -80E; plus 3,000 LM6000 industrial and marine derivatives. GE also studies reengining the Progress D-18-powered Antonov An-124 freighters with CargoLogicAir, a Volga-Dnepr subsidiary. Seize competitive advantage and discover what Platinum, the premier aerospace, Based on the TF39, the first high-power high-bypass jet engine, the CF6 powers a wide variety of civilian airliners. CF6-50C2: KC-10 Extender The basic CF6-50 engine was also offered with a 10% thrust derate for the 747SR, a short-range high-cycle version used by All Nippon Airways for domestic Japanese operations. In 1979 a CF6-6 engine detached from the left wing of American Airlines Flight 191, severing hydraulic lines and causing the aircraft to crash. As CF6-80E1s are still delivered for the A330 and A330 MRTT, CF6 production will grow from 50 to 60-80 per year by 2020. [18] Four uncontained failures of CF6-45/50 engines in the preceding two years prompted it to issue an "urgent" recommendation to increase inspections of the engines on U.S. aircraft : 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[19], Dry, includes basic engine accessories & optional equipment, CS1 maint: BOT: original-url status unknown (, Learn how and when to remove this template message, "Freighter Growth And Possible An-124 Reengining Boost CF6 Prospects", "Industry sees path to carbon-neutral aviation", "LM6000 & SPRINT Aeroderivative Gas Turbine Packages (36 - 64 MW)", "National Airlines Flight 27, McDonnell Douglas DC-10-10, N60NA", "Report on aircraft C-FTCA 6 September 1997 engine failure", "Report on aircraft PP-VNN 7 June 2000 engine failure", "Report on aircraft ZK-NBC 8 December 2002 engine failure", "Report on aircraft N654US 22 September 2000 engine failure", "Report on aircraft N330AA 2 June 2006 engine failure", "Report on aircraft N345AN 28 October 2016 engine failure", "NTSB wants at-risk GE CF6 engines removed", "Four Recent Uncontained Engine Failure Events Prompt NTSB to Issue Urgent Safety Recommendations to FAA", "Jet engine failures overseas prompt 'urgent' NTSB recommendation here", "General Electric celebrates 25th anniversary of best-selling widebody engine", https://en.wikipedia.org/w/index.php?title=General_Electric_CF6&oldid=984315290, CS1 maint: BOT: original-url status unknown, Articles needing additional references from November 2008, All articles needing additional references, Articles with unsourced statements from February 2013, Articles with unsourced statements from November 2018, Creative Commons Attribution-ShareAlike License, This page was last edited on 19 October 2020, at 13:17.