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FI: GE Aviation Fires Up First GEnx  
User currently offlineN328KF From United States of America, joined May 2004, 6482 posts, RR: 3
Posted (8 years 1 month 1 day 14 hours ago) and read 2822 times:

Brief fair use excerpt:

General Electric (GE) started up the new generation GEnx turbofan for the first time on Sunday at its Peebles test site in Ohio.

The engine maker says the GEnx, which is in development for the Boeing 787, 747-8 and Airbus A350, ran at idle thrust setting at first but “was getting close to max thrust” during subsequent runs on Monday.

[...]

Initial tests are focused on the GEnx variant for the 787, with flight tests on GE’s 747-100 flying testbed targeted for the third quarter of 2006. The engine is scheduled to begin flight tests on the 787 around a year later. The first runs of the GEnx come some five weeks after the initial run of the competing Rolls-Royce Trent 1000 which was started for the first time on 14 February.

[...]
http://www.flightglobal.com/Articles/2006/03/21/Navigation/177/205589/General+Electric+performs+first+run+of+new+GENx+engine.html

EDIT: link URL

[Edited 2006-03-21 20:48:25]


When they call the roll in the Senate, the Senators do not know whether to answer 'Present' or 'Not guilty.' T.Roosevelt
11 replies: All unread, jump to last
 
User currently offlineLeelaw From , joined Dec 1969, posts, RR:
Reply 1, posted (8 years 1 month 1 day 13 hours ago) and read 2758 times:

http://www.flightglobal.com/Articles...+first+run+of+new+GENx+engine.html

User currently offlineGlom From United Kingdom, joined Apr 2005, 2809 posts, RR: 10
Reply 2, posted (8 years 1 month 1 day 13 hours ago) and read 2720 times:

Anyone have any pictures?

User currently offlineNDSchu777 From United States of America, joined Oct 2001, 419 posts, RR: 3
Reply 3, posted (8 years 1 month 1 day 9 hours ago) and read 2567 times:

Here's the link to the official press release from GE:

http://www.geae.com/aboutgeae/presscenter/genx/genx_20060321.html

Definitely a big milestone for GE, as well as for the development of the 787, 747-8, and A350.


User currently offlineBoeing7E7 From , joined Dec 1969, posts, RR:
Reply 4, posted (8 years 1 month 1 day 7 hours ago) and read 2463 times:

Good God. 80.5K! Perhaps a short field version?

From this design:

With a range of thrust from 53,000 to 75,000 lbs, this GEnx engine will power all versions of the 787 Dreamliner with a common bill of material.


User currently offlineLightsaber From United States of America, joined Jan 2005, 12421 posts, RR: 100
Reply 5, posted (8 years 1 month 18 hours ago) and read 2257 times:
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Quoting Boeing7E7 (Reply 4):
Good God. 80.5K! Perhaps a short field version?

During testing one must prove greater thrust on the test stand than what is allowed in service.  Smile

This will be interesting to see how RR and GE do with these new engines.

Lightsaber



I've posted how many times?!?
User currently offlinePmg1704 From United States of America, joined Sep 2004, 162 posts, RR: 0
Reply 6, posted (8 years 1 month 18 hours ago) and read 2216 times:

Can anyone explain what a cycle is? Does 1 cycle = 1 hour the engine is on?

From the GE press release: "The engine's maturation program will accumulate more than 15,000 cycles by entry into service and 50,000 cycles total."

Thanks.


User currently offlineGEnxPower From United States of America, joined Apr 2005, 121 posts, RR: 0
Reply 7, posted (8 years 1 month 17 hours ago) and read 2191 times:

An aircraft engine cycle is one mission. Start-up -> Ground Idle -> Taxi -> Take off -> Climb -> Cruise -> Descent -> Hold -> Land -> Taxi -> Shutdown.

In a test-stand, it's just from low power to high power and back to low power before shutdown.

[Edited 2006-03-22 16:47:04]

User currently offlineRoseFlyer From United States of America, joined Feb 2004, 9378 posts, RR: 52
Reply 8, posted (8 years 1 month 17 hours ago) and read 2137 times:

Quoting Pmg1704 (Reply 6):
Can anyone explain what a cycle is? Does 1 cycle = 1 hour the engine is on?

As someone pointed out it is a run from start to finish. It isn't necessarily related to a specific time period.

Quoting GEnxPower (Reply 7):
In a test-stand, it's just from low power to high power and back to low power before shutdown.

Kind of. There are complicated algorithms that are run through in testing. I worked in testing before for electrical generators on the 787 (certainly nothing as large as a jet engine, but still the same concept).

The testing process is incredibly elaborate. There is a lot that has to be done. Some of the most important parts of the testing phase are getting all the sensors to work properly and be able to monitor how the engine works. I have seen the test bay of an engine being tested that had instrumentation that said imminent failure was going to happen and less than later there were flames to the ceiling as a catestrophic failure occured. It is a lot of work to get everything ready for a final product because there is a lot of parts that need to work properly and in a predictable way in order to get the reliability that you see of the final products.

I extend my full congratulations to those engineers that worked hard in order to make the first test. There must have been hundreds of gantt charts and peopel monitoring every stage of the process in order to get the engine to this point. It is a lot of work that has been accomplished by some talented engineers. Good things can still be produced by American enginuity.



If you have never designed an airplane part before, let the real designers do the work!
User currently offlineDarkBlue From United States of America, joined Sep 2003, 233 posts, RR: 10
Reply 9, posted (8 years 1 month 16 hours ago) and read 2080 times:

Quoting RoseFlyer (Reply 8):
Good things can still be produced by American enginuity.

Yes, but don't forget the work from Sweden (Volvo), Japan (IHI & MHI), Italy (Avio), and Belgium (Tech-Aerospace). These 5 companies combine for about 35% of the GEnx.

After that, there's GE engineers in Mexico (CIAT), Poland (GE-Polska), Russia (GE-ETEC), France (SNECMA), Brazil (CELMA), Turkey (GEMTC), India (GE-EACoe) and many others that I'm sure I'm forgetting.


User currently offlineLightsaber From United States of America, joined Jan 2005, 12421 posts, RR: 100
Reply 10, posted (8 years 1 month 14 hours ago) and read 1992 times:
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Quoting Pmg1704 (Reply 6):
Can anyone explain what a cycle is? Does 1 cycle = 1 hour the engine is on?

GenxPower has explained a lot so I won't repeat as that answer is accurate enough for this discussion board. Yes test engineering is complicated, but so is being a chef unless you are one.  Wink

What I will note is that in older warranties an engine was guaranteed for so many hours. But... the catch is each cycle (idle to full and back) added one hour for purposes of calculating guarantee work and payments. For example, a 8,000 hour warranty might only cover 4,000 cycles and 4,000 hours of cruise. They were written in different ways. Later engine warranties were written more like a car warranty, 8,000 cycles or 12,000 hours (whichever comes first).

Note: I'm speaking in general. Many MX plans are custom to the airline and believe me, engine makers *want* to sell power by the hour. (Highest premium, but very little risk to the engine buyer.)

Back on topic, This is a big accomplishment for the GenX, but much work lies ahead on the test stand. Stators algorithms must be optimized, fuel maps cleaned up, verifications of boroscope inspection plans etc. And there will be a mistake found. For instance, its quite common to beef up the bearings after an engine makes the test stant. OR... perhaps TSFC was missed and a new fan will be added (rumors are the GenX is doing well). But if a new fan makes it more competitive versus the Trent, they'll change it. Its cheapest to change a fan before the bird strike, water ingestion, and blade out testing.

Maybe they'll change the fuel injectors (GE's traditional Gremlin is fuel injector durability on new designs. Its usually fixed before entry into the fleet. The big exception was early GE-90's. IIRC the fourth fix finally gave that engine durable fuel injectors.). Before the Trent 800, RR had trouble with combustor durability. Pratt traditionally misses fuel burn. (And the 4084's damn guide swirlers, a cheap part buried in the engine that "guides" the fuel injector home... Grrr.... A cheap part forcing engine pulls due to poor durability. Grrr...Any fix that impacts emissions is an expensive fix too... Unlike a fuel injector, these aren't line replaceable.)

I'll be interested to follow this engine through testing. I'm just sad there is no Pratt on the 787.  Sad Cest la vie. (I've gone into more Pratt, GE, and RR issues before, feel free to search for them.)

Lightsaber



I've posted how many times?!?
User currently offlineAndz From South Africa, joined Feb 2004, 8416 posts, RR: 11
Reply 11, posted (8 years 1 month 14 hours ago) and read 1983 times:
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There used to be a video clip on GE's website of the GE90 doing water ingestion tests, looked very impressive, does anyone have it?


After Monday and Tuesday even the calendar says WTF...
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