02/01/2019 General Electric CF6 - Wikipedia

General Electric CF6

The General Electric CF6 is a family of high-bypass
CF6
turbofan engines produced by GE Aviation. Based on the TF39,
the first high-power high-bypass jet engine, the CF6 powers a
wide variety of civilian airliners. The basic engine core also
powers the LM2500, LM5000, and LM6000 marine and
power generation turboshafts. The newer GEnx family has
been introduced, intended to replace the CF6 family.

Contents
Development
Variants
CF6-6 CF6 turbofan at the KLM engine shop
Undeveloped variants
Type Turbofan
CF6-50
CF6-80 Manufacturer GE Aviation
CF6-80A First run 1971
CF6-80C2
Major applications Airbus A300
CF6-80E1
Other variants Airbus A310
Airbus A330
Accidents and incidents
Boeing 747
Applications
Boeing 767
Specifications Lockheed C-5M Super
See also Galaxy
References McDonnell Douglas DC-
External links 10
McDonnell Douglas MD-
11
Development Number built 8,300 (2018)[1]
After developing the TF39 for the C-5 Galaxy in the late 1960s, Developed from General Electric TF39
GE offered a more powerful variant for civilian use, the CF6, Developed into General Electric LM6000
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. Lockheed eventually
selected the Rolls-Royce RB211, but Douglas stuck with the CF6 and the DC-10 entered service in 1971. It was also
selected for versions of the Boeing 747. Since then, the CF6 has powered versions of the Airbus A300, A310 and A330,
Boeing 767, and McDonnell Douglas MD-11.

The high bypass of the CF6 represented a historic breakthrough in fuel efficiency.[2]

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. The in-service fleet include 3,400 engines, more than all the GE90s
and GEnx, generating over than 600 shop visits per year. GE will be delivering engines well into the 2020s and they
will fly for 20 to 25 years, until 2045-50: more than 75 years since the first CF6.[1]

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As express delivery spurs an air cargo resurgence, Boeing plans to increase the CF6-
80C2-powered 767 delivery rate from 2.5 to 3 per month in 2020, a type introduced
in 1982. 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. GE also studies
reengining the Progress D-18-powered Antonov An-124 freighters with
CargoLogicAir, a Volga-Dnepr subsidiary. This would likely provide a range
increase, and Volga-Dnepr Group operates 12 aircraft, implying a 50-60 engines
with spares program.[1]

Variants

CF6-6
A CF6 turbofan installed on
The CF6-6 was a development of the military TF39. It was first used on the a testbed
McDonnell Douglas DC-10-10.

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 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
overall pressure ratio of the compression system is 24.3. At maximum
take-off power, the engine develops a static thrust of 41,500 lb (185.05 kN).

An FAA cutaway diagram of the

Undeveloped variants CF6-6 engine

The General Electric CF6-32 was to be a lower thrust derivative of the CF6-
6 for the Boeing 757. In 1981, General Electric formally abandoned development of the engine, leaving the Boeing 757
engine market to Pratt & Whitney and Rolls-Royce.[3]

CF6-50
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. The CF6-50 was developed into the LM5000 industrial turboshaft engines. It was launched in 1969 to
power the long range McDonnell Douglas DC-10-30, and was derived from the earlier CF6-6.

Not long after the -6 entered service, an increase in thrust and therefore core power was required. Unable to increase
(HP) turbine rotor inlet temperature, General Electric chose the expensive path of reconfiguring the CF6 core to
increase its basic size. They removed two stages from the rear of the HP compressor, leaving an empty air passage
where the blades and vanes had once been. Two booster stages were added to the LP (low pressure) compressor, which
increased the overall pressure ratio to 29.3. Although the 86.4 in (2.19 m) diameter fan was retained, the airflow was
raised to 1,450 lb/s (660 kg/s), yielding a static thrust of 51,000 lbf (227 kN). The increase in core size and overall
pressure ratio raised the core flow, decreasing the bypass ratio to 4.26.

In late 1969, the CF6-50 was selected to power the then new Airbus A300. Air France became the launch customer for
the A300 by ordering six aircraft in 1971. In 1975, KLM became the first airline to order the Boeing 747 powered by the
CF6-50. This led further developments to the CF6 family such as the CF6-80. The CF6-50 also powered the Boeing
YC-14 USAF AMST transport prototype.

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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. 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.

CF6-80
The CF6-80 series are high-bypass turbofan engines with a thrust range of
48,000 to 75,000 lb (214 to 334 kN). Although the HP compressor still has
14 stages, GE did take the opportunity to tidy-up the design, by removing
the empty air passage at compressor exit.

The -80 series is divided into three distinct models.

CF6-80A
The CF6-80A, which has a thrust rating of 48,000 to 50,000 lb (214 to
CF6-80C2K1F Engine for the
222 kN), powered two twinjets, the Boeing 767 and Airbus A310. The GE-
Kawasaki C-2
powered 767 entered airline service in 1982, and the GE powered A310 in
early 1983. It is rated for ETOPS operations.

For the CF6-80A/A1, the fan diameter remains at 86.4 in (2.19 m), with an
airflow of 1435 lb/s (651 kg/s). Overall pressure ratio is 28.0, with a bypass
ratio of 4.66. Static thrust is 48,000 lbf (214 kN). The basic mechanical
configuration is the same as the -50 series.

CF6-80C2
For the CF6-80C2-A1, the fan diameter is increased to 93 in (2.36 m), with CF6 with cutouts at The National Air
an airflow of 1750 lb/s (790 kg/s). Overall pressure ratio is 30.4, with a and Space Museum in Washington,
bypass ratio of 5.15. Static thrust is 59,000 lb (263 kN). An extra stage is D.C.
added to the LP compressor, and a 5th to the LP turbine.[4]

The CF6-80C2 is currently certified on eleven widebody aircraft models

including the Boeing 747-400, and McDonnell Douglas MD-11. The CF6-
80C2 is also certified for ETOPS-180 for the Airbus A300, Airbus A310,
Boeing 767, Kawasaki C-2, and, as the F138, the Lockheed C-5M Super
Galaxy.

CF6-80E1
The CF6-80E1 is the highest thrust power of CF6-80 Series family, the fan
cutouts detail : compressor at right,
tip diameters increased more to 96.2 in (2.443m), with Overall pressure
combustor in center and turbine at
ratio is 32.6, with a bypass ratio of 5.3.[5] The 68,000 to 72,000 lbf (300 to left
320 kN) variant competes with the Rolls-Royce Trent 700 and the Pratt &
Whitney PW4000 to power the Airbus A330.[6]

Other variants

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The industrial and marine development of the CF6-80C2, the LM6000 Series, has found wide use including fast ferry
and high speed cargo ship applications, as well as in power generation. The LM6000 gas turbine family provides
power in the 40 to 56 MW range for utility, industrial, and oil & gas applications.[7]

Accidents and incidents

In 1973, a CF6-6 fan assembly disintegrated, resulted in the loss of cabin pressurization of National Airlines Flight 27
over New Mexico, United States.[8] In 1989, a CF6-6 failed, causing United Airlines Flight 232 to crash in Sioux City,
Iowa.

In 2000, the National Transportation Safety Board (NTSB) warned that the high-pressure compressor could crack.[9]

Following a series of high-pressure turbine failures on 6 September 1997,[10] 7 June 2000[11] and 8 December
2002,[12] and resulting in 767s being written off on 22 September 2000,[13] on 2 June 2006,[14] and on 28 October
2016,[15] the Federal Aviation Administration issued an airworthiness directive mandating inspections for over 600
engines and the NTSB believed that this number should be increased to include all -80 series engines with more than
3000 cycles since new or since last inspection.[16]

In May 2010, The NTSB warned that the low-pressure turbine rotor disks could fail.[17] 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[18]

Applications
Airbus A300
Airbus A310
Airbus A330
Boeing 747
Boeing 767
Boeing E-4
Boeing E-767
Boeing KC-767
Boeing VC-25A (Air Force One)
Boeing YC-14
Kawasaki C-2
Lockheed C-5M Super Galaxy
McDonnell Douglas DC-10
McDonnell Douglas KC-10 Extender
McDonnell Douglas MD-11
Northrop Grumman E-10 MC2A

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after the Airbus A300 first flight in 1972 on an Airbus A330

Two CF6s under a Boeing 747 wing Single CF6 on a Boeing 767 wing

installed under the Kawasaki C-2 high wing The MD-11 tail installation, identical to the
DC-10

Specifications

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CF6 Specifications[19]
Variant CF6-6 CF6-50 CF6-80A CF6-80C2 CF6-80E1
Type Dual rotor, axial flow, high bypass ratio turbofan, annular combustor
Fan & 1LP +
Compressor Fan & 3LP + 14HP Fan & 4LP + 14HP
16HP
Turbine 2HP + 5LP 2HP + 4LP 2HP + 5LP
188 in
Length 183 in (465 cm) 167 in (424 cm) 168 in (427 cm)
(478 cm)
106 in 114 in
Diameter 105 in (267 cm)[20][21][22]
(269 cm)[4] (290 cm)[4]
Blade Count 38 34
51,500– 48,000– 52,200– 65,800–
41,500 lbf
Takeoff thrust 54,000 lbf 50,000 lbf 61,960 lbf 69,800 lbf
185 kN
229–240 kN 210–220 kN 232.2–275.6 kN 293–310 kN
Pressure ratio 25–25.2 29.2–31.1 27.3–28.4 27.1–31.8 32.4–34.8

Bypass ratio 5.76–5.92[20] 4.24–4.4[21] 4.59–4.66[22] 5–5.31[4] 5–5.1[23]

0.368– 0.355– 0.332–
0.307–
0.35 lb/lbf/h 0.385 lb/lbf/h 0.357 lb/lbf/h 0.345 lb/lbf/h
Max. power TSFC 0.344 lb/lbf/h
9.9 g/kN/s[20] 10.4– 10.1– 9.4–
8.7–9.7 g/kN/s[4]
10.9 g/kN/s[21] 10.1 g/kN/s[22] 9.8 g/kN/s[4]
A300/310,
B747, DC-10-
B747-400
Application[24] DC-10-10 15/30 A310, B767 A330
B767, MD-11, C-
A300
5M

TCDS CF6-6[25] CF6-50[25] CF6-80A[26] CF6-80C2[26] CF6-80E1[27]

8,176 lb 8,825–9,047 lb 8,760–8,776 lb 9,480–9,860 lb 11,225 lb
Weight[a]
3,709 kg 4,003–4,104 kg 3,973–3,981 kg 4,300–4,470 kg 5,092 kg
Max. LP RPM 3,810 4,102 4,016 3,854 3,835
Max. HP RPM 9,925 10,761 10,859 11,055 11,105
Thrust-to-weight
5.08 5.84–5.97 5.48–5.7 5.51–6.28 5.86–6.22
ratio

a. Dry, includes basic engine accessories & optional equipment

See also
Related development

General Electric LM2500

General Electric TF39
Comparable engines

Ivchenko-Progress D-18
Pratt & Whitney JT9D
Pratt & Whitney PW4000
Rolls-Royce RB211
Rolls-Royce Trent 700
Related lists

List of aircraft engines

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References
1. Guy Norris (Oct 10, 2018). "Freighter Growth And Possible An-124 Reengining Boost CF6 Prospects" (http://aviati
onweek.com/propulsion/freighter-growth-and-possible-124-reengining-boost-cf6-prospects#comment-1081811).
Aviation Week & Space Technology.
2. Stephen Trimble (3 Jul 2015). "Industry sees path to carbon-neutral aviation" (http://www.flightglobal.com/news/art
icles/analysis-industry-sees-path-to-carbon-neutral-aviation-413919/). Flight Global.
3. "New engine proposed as GE drops CF6-32" (http://www.flightglobal.com/FlightPDFArchive/1981/1981%20-%200
289.PDF) (PDF). Flightglobal. January 31, 1981. Retrieved October 23, 2013.
4. "CF6-80C2 Engine" (https://web.archive.org/web/20081121124612/http://www.geaviation.com/engines/commercia
l/cf6/cf6-80c2.html). GE Aviation. Archived from the original on 2008-11-21.
5. "CF6-80E1 - GE Aviation" (https://www.geaviation.com/sites/default/files/datasheet-CF6-80E1.pdf) (PDF).
6. "CF6-80E: Past, present and future" (http://www.iasg.co.uk/pdfs/articles/engine_services/CF680E.pdf) (PDF).
Engine Yearbook. 2006.
7. "LM6000 & SPRINT Aeroderivative Gas Turbine Packages (36 - 64 MW)" (https://www.ge-distributedpower.com/p
roducts/power-generation/35-to-65mw/lm6000-sprint-series). GE Distributed Power. Retrieved 2014-06-28.
8. "National Airlines Flight 27, McDonnell Douglas DC-10-10, N60NA" (http://lessonslearned.faa.gov/ll_main.cfm?Ta
bID=1&LLID=19). Lessons Learned. Federal Aviation Administration.
9. "Safety Recommendation A-00-104" (https://www.ntsb.gov/safety/safety-recs/recletters/A00_104.pdf) (PDF).
National Transportation Safety Board. August 9, 2000.
10. "Report on aircraft C-FTCA 6 September 1997 engine failure" (http://aviation-safety.net/database/record.php?id=1
9970906-1&lang=en). Aviation Safety Network.
11. "Report on aircraft PP-VNN 7 June 2000 engine failure" (http://aviation-safety.net/database/record.php?id=20000
607-1&lang=en). Aviation Safety Network.
12. "Report on aircraft ZK-NBC 8 December 2002 engine failure" (http://aviation-safety.net/database/record.php?id=2
0021208-1&lang=en). Aviation Safety Network.
13. "Report on aircraft N654US 22 September 2000 engine failure" (http://aviation-safety.net/database/record.php?id=
20000922-0&lang=en). Aviation Safety Network.
14. "Report on aircraft N330AA 2 June 2006 engine failure" (http://aviation-safety.net/database/record.php?id=200606
02-0). Aviation Safety Network.
15. "Report on aircraft N345AN 28 October 2016 engine failure" (http://aviation-safety.net/database/record.php?id=20
161028-2). Aviation Safety Network.
16. "NTSB wants at-risk GE CF6 engines removed" (https://www.flightglobal.com/news/articles/us-aviation-safety-boa
rd-ntsb-wants-at-risk-ge-cf6-engines-removed-following-june-uncontained-failure-on-aa-767-208851/). Flight
International. September 5, 2006.
17. "Four Recent Uncontained Engine Failure Events Prompt NTSB to Issue Urgent Safety Recommendations to
FAA" (https://www.ntsb.gov/news/press-releases/Pages/Four_Recent_Uncontained_Engine_Failure_Events_Pro
mpt_NTSB_to_Issue_Urgent_Safety_Recommendations_to_FAA.aspx). National Transportation Safety Board.
May 27, 2010.
18. Mike M. Ahlers (May 28, 2010). "Jet engine failures overseas prompt 'urgent' NTSB recommendation here" (http://
www.cnn.com/2010/US/05/27/ntsb.engine.failures/index.html?hpt=T2). CNN.
19. "The CF6 Engine" (http://www.geaviation.com/commercial/engines/cf6-engine). GE Aviation.
20. "Model CF6-6" (https://web.archive.org/web/20081121124007/http://www.geaviation.com/engines/commercial/cf6/
cf6-6.html). GE Aviation. Archived from the original on 2008-11-21.
21. "Model CF6-50" (https://web.archive.org/web/20081121110447/http://www.geaviation.com/engines/commercial/cf
6/cf6-50.html). GE Aviation. Archived from the original on 2008-11-21.
22. "Model CF6-80A" (https://web.archive.org/web/20081121092139/http://www.geaviation.com/engines/commercial/c
f6/cf6-80a.html). GE Aviation. Archived from the original on 2008-11-21.
23. "Model CF6-80A" (https://web.archive.org/web/20081121104312/http://www.geaviation.com/engines/commercial/c
f6/cf6-80e1.html). GE Aviation. Archived from the original on 2008-11-21.
24. "Commercial Aircraft Engines > CF6" (http://www.mtu.de/engines/commercial-aircraft-engines/widebody-jets/cf6/).
MTU.
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25. "Type Certificate Data Sheet E23EA" (http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgMakeMode

l.nsf/0/2c339dd53360180c86257b9b004942ca/$FILE/E23EA_Rev_21.pdf) (PDF). FAA. June 10, 2013.
26. "Type Certificate Data Sheet E13NE" (http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgMakeMode
l.nsf/0/1047854cea0ef5fe86257d56006cb935/$FILE/E13NE_Rev_26.pdf) (PDF). FAA. September 11, 2014.
27. "Type Certificate Data Sheet E41NE" (http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgMakeMode
l.nsf/0/a55932323344fb7786257b9b00495a5a/$FILE/E41NE_Rev_11.pdf) (PDF). FAA. June 10, 2013.

External links
Official website (http://www.geae.com/engines/commercial/cf6/index.html)
"CF6-80C2 engine history and evolution" (http://cdn.aviaforum.ru/images/2014/10/656877_692dc785d173f9a109f
cfdeed29ba1ae.pdf) (PDF). The Engine Yearbook. 2007.
Stephen Trimble (21 Dec 2010). "General Electric celebrates 25th anniversary of best-selling widebody engine" (h
ttps://www.flightglobal.com/news/articles/general-electric-celebrates-25th-anniversary-of-best-selling-widebody-35
1055/). Flight Global.

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