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GEnx First Flight Video  
User currently offlineNDSchu777 From United States of America, joined Oct 2001, 419 posts, RR: 3
Posted (7 years 5 months 4 weeks 1 day ago) and read 5761 times:

Here's a link to a video of the first flight of the GEnx on the flying test-bed 747.

http://www.geaviation.com/engines/commercial/genx/firstflight.html

Can't wait to see it flying on the 787 later this year!

41 replies: All unread, showing first 25:
 
User currently offlineSCAT15F From United States of America, joined Feb 2007, 402 posts, RR: 0
Reply 1, posted (7 years 5 months 4 weeks 1 day ago) and read 5730 times:

That engine looks great on the 747 testbed!
I just wish they could find a way to fit the GEnx-1B (as shown with 111" fan) on the 748. It just seems strange that with a total nacelle diameter only 12" more than the GEnx-2B67, Boeing would find a way to make it fit rather than having to design a smaller fan version with a lower bpr and lower efficiency. I mean, couldn't you simply add 12" to the landing gear height? Even if it meant totally redesigning the landing gear, it would still be more than worth it for the overall efficiency gains of the bigger fan. In fact I'd be willing to wager that the larger fan would be worth at least 300nm on the 748. I mean we are talking about a 28% difference in bypass ratio.

That's my two cents anyway.


User currently offlineAirTranTUS From , joined Dec 1969, posts, RR:
Reply 2, posted (7 years 5 months 4 weeks 1 day ago) and read 5726 times:

Quoting NDSchu777 (Thread starter):
Can't wait to see it flying on the 787 later this year!

Neither can I!  bigthumbsup 


User currently offlineNW7E7 From United States of America, joined Jun 2004, 533 posts, RR: 5
Reply 3, posted (7 years 5 months 4 weeks 17 hours ago) and read 5488 times:

Quoting SCAT15F (Reply 1):
I mean, couldn't you simply add 12" to the landing gear height? Even if it meant totally redesigning the landing gear,

Im not an expert on the 747 but im pretty sure hyd. lines, wiring, etc. would have to be rerouted and bulkheads would have to be shaved down in order to allow for larger MLG wheel wells.


User currently offlineLHStarAlliance From , joined Dec 1969, posts, RR:
Reply 4, posted (7 years 5 months 4 weeks 16 hours ago) and read 5410 times:

Wow , I´m so happy LH has ordered GEnx on the 748Is !

User currently offlinePADSpot From Germany, joined Jan 2005, 1676 posts, RR: 5
Reply 5, posted (7 years 5 months 4 weeks 16 hours ago) and read 5398 times:

Quoting NW7E7 (Reply 3):
Im not an expert on the 747 but im pretty sure hyd. lines, wiring, etc. would have to be rerouted and bulkheads would have to be shaved down in order to allow for larger MLG wheel wells.

Which surely results in so much additional weight that the 300nm gain SCAT15F suggested is eaten up pretty fast.
BTW are all versions of GEnx avaiable as bleedair and bleedless variants?


User currently offlineKhobar From United States of America, joined Mar 2006, 2379 posts, RR: 4
Reply 6, posted (7 years 5 months 4 weeks 16 hours ago) and read 5309 times:

I love the part of the video where it looks like they are putting the engine together from a "kit" - well, I guess it is but they make it seem so...so...like something you get mail order. Really nice.

Did they take off with just the GEnx engine? Looked like only one throttle was advanced.

Would have liked to hear the engine on the plane, though.


User currently offlineJAAlbert From United States of America, joined Jan 2006, 1573 posts, RR: 1
Reply 7, posted (7 years 5 months 4 weeks 16 hours ago) and read 5290 times:

It doesn't look like automation has made its way to the engine assembly process. No wonder they're so expensive. Didja see all that gleaming metal on the interior shaft of the engine?

Why can't they fit this engine on the 748? It was a bit bigger than the other 747 engines, but it obviously fit under the wing. What's that about?


User currently offlineBrendows From Norway, joined Apr 2006, 1020 posts, RR: 4
Reply 8, posted (7 years 5 months 4 weeks 15 hours ago) and read 5205 times:

Quoting JAAlbert (Reply 7):
Why can't they fit this engine on the 748?

I wouldn't want to land such a machine in cross wind... The ground clearance with the GEnX-2B is small enough as it is, I guess that's the reason to why the GEnX-1B won't find its way to the 748.


User currently offlineLHStarAlliance From , joined Dec 1969, posts, RR:
Reply 9, posted (7 years 5 months 4 weeks 15 hours ago) and read 5197 times:

Have the Trent engines already had the first flight?

User currently offlineCirrusDriver From United States of America, joined Nov 2006, 141 posts, RR: 0
Reply 10, posted (7 years 5 months 4 weeks 15 hours ago) and read 5154 times:

Quoting Khobar (Reply 6):
Would have liked to hear the engine on the plane, though.

My thoughts exactly! I wonder if they haven't quite reached the expected decible level from the engine, hence, no sound? I wish they showed more of the takeoff run. Either way, this is exciting stuff!


User currently offlineDarkBlue From United States of America, joined Sep 2003, 233 posts, RR: 10
Reply 11, posted (7 years 5 months 4 weeks 14 hours ago) and read 5084 times:

Quoting SCAT15F (Reply 1):
I just wish they could find a way to fit the GEnx-1B (as shown with 111" fan) on the 748. It just seems strange that with a total nacelle diameter only 12" more than the GEnx-2B67, Boeing would find a way to make it fit rather than having to design a smaller fan version with a lower bpr and lower efficiency. I mean, couldn't you simply add 12" to the landing gear height? Even if it meant totally redesigning the landing gear, it would still be more than worth it for the overall efficiency gains of the bigger fan. In fact I'd be willing to wager that the larger fan would be worth at least 300nm on the 748. I mean we are talking about a 28% difference in bypass ratio.

Weight is big factor here. 12" increased diameter is at least 1000 weight per engine. That's 4000lbs for the engine set. Add on weight for strengthing the pylon and wing structure. Add on weight for your taller landing gear. I won't even try to guess the total increase in aircraft weight, but I'm quite sure the improved efficiency gained from the higher BPR would not be anywhere near enough to offset the weight increases.


User currently offlineDfwRevolution From United States of America, joined Jan 2010, 968 posts, RR: 51
Reply 12, posted (7 years 5 months 4 weeks 14 hours ago) and read 5019 times:

Quoting JAAlbert (Reply 7):
It doesn't look like automation has made its way to the engine assembly process.

The engine shown in the video is a prototype, and is essentially built by hand. Once an engine enters service, the mass production does allow for more efficient production.

Quoting JAAlbert (Reply 7):
Why can't they fit this engine on the 748? It was a bit bigger than the other 747 engines, but it obviously fit under the wing. What's that about?

1. The GEnx-1B would not be an optimal power plant for the 747-8

2. What's acceptable ground clearance for experimental purposes is not always acceptable for everyday purposes.


User currently offlineMexicana757 From United States of America, joined Apr 2001, 3037 posts, RR: 28
Reply 13, posted (7 years 5 months 4 weeks 13 hours ago) and read 4979 times:

Great looking engine. Can't wait to see it on the 787s.

User currently offlineKaitak744 From United States of America, joined Jul 2005, 2368 posts, RR: 3
Reply 14, posted (7 years 5 months 4 weeks 3 hours ago) and read 4668 times:

Quoting DfwRevolution (Reply 12):
2. What's acceptable ground clearance for experimental purposes is not always acceptable for everyday purposes.

Well, one thing they could do, is use the same pylon they used when they tested the GE90-115b on the 747. That pylon positioned the engine in front of the wing and raised the engine so that the top of the fan case was actually higher than the bottom panel of the wing.

Also, why are the chevrons not on the main-thrust exhaust and only on the bypass-air exhaust? Boeing pictures have shown the chevrons to be on both.


User currently offlineLuke7e7 From United States of America, joined Dec 2006, 56 posts, RR: 0
Reply 15, posted (7 years 5 months 3 weeks 2 days 13 hours ago) and read 4368 times:

Quoting LHStarAlliance (Reply 4):

I guess they didn't have the other option , did they?


User currently offlineF14D4ever From United States of America, joined May 2005, 319 posts, RR: 4
Reply 16, posted (7 years 5 months 3 weeks 2 days 10 hours ago) and read 4217 times:

Quoting Kaitak744 (Reply 14):
Well, one thing they could do, is use the same pylon they used when they tested the GE90-115b on the 747. That pylon positioned the engine in front of the wing and raised the engine so that the top of the fan case was actually higher than the bottom panel of the wing.

That engine position relative to wing is far from optimal, and is unacceptable for airline use. There are aerodynamic reasons for placing the engine exhaust streamtube well clear of the wing.



"He is risen, as He said."
User currently offlineCobra27 From Slovenia, joined May 2001, 1011 posts, RR: 0
Reply 17, posted (7 years 5 months 3 weeks 2 days 9 hours ago) and read 4121 times:

Beatiful, very big engin. Could it be made to 115k Pounds like ge-90-115B

User currently offlineUAL747 From , joined Dec 1969, posts, RR:
Reply 18, posted (7 years 5 months 3 weeks 2 days 8 hours ago) and read 4059 times:

Just out of curiosity, in the video, what does that huge golf ball looking thing do that they placed in front of the engine test?

UAL


User currently offlineJetset7E7 From United Kingdom, joined Jul 2004, 1090 posts, RR: 15
Reply 19, posted (7 years 5 months 3 weeks 2 days 7 hours ago) and read 4009 times:

Quoting UAL747 (Reply 18):
Just out of curiosity, in the video, what does that huge golf ball looking thing do that they placed in front of the engine test?

Yeah thats what I was wondering, engine looks sweet! Better than the GE90 beasts!

Mark



Retrofitted Blended Winglets - The Future Is On The Wing
User currently offline747400sp From United States of America, joined Aug 2003, 3588 posts, RR: 2
Reply 20, posted (7 years 5 months 3 weeks 2 days ago) and read 3861 times:

Good video. But I wish they let us here how the engine sound.

User currently offlineBrendows From Norway, joined Apr 2006, 1020 posts, RR: 4
Reply 21, posted (7 years 5 months 3 weeks 1 day 12 hours ago) and read 3718 times:

Quoting Cobra27 (Reply 17):
Could it be made to 115k Pounds like ge-90-115B

No, the engine core is not designed for that.


User currently offlineIboam From United States of America, joined Feb 2007, 27 posts, RR: 0
Reply 22, posted (7 years 5 months 3 weeks 1 day 12 hours ago) and read 3675 times:

Quoting Khobar (Reply 6):

Yeah it looked like only one throttle was advanced. Is one GEnx have enough thrust to get a 747 off the ground all by it self? Maybe with an almost completely empty plane.


User currently offlineLemurs From United States of America, joined Mar 2005, 1439 posts, RR: 4
Reply 23, posted (7 years 5 months 3 weeks 1 day 12 hours ago) and read 3645 times:

Guys, you're reading too much into a collection of clips spliced together for a PR video. That was almost certainly a clip of them testing the engine on the ground, not a clip of the cockpit for the actual first flight of the engine.


There are 10 kinds of people in the world; those who understand binary, and those that don't.
User currently offlineF14D4ever From United States of America, joined May 2005, 319 posts, RR: 4
Reply 24, posted (7 years 5 months 3 weeks 1 day 8 hours ago) and read 3530 times:

Quoting UAL747 (Reply 18):
Just out of curiosity, in the video, what does that huge golf ball looking thing do that they placed in front of the engine test?

That's the Turbulence Control Structure (TCS), designed to eliminate inlet distortion due to crosswinds and gust effects during ground test. Enables consistent inlet airflow patterns for test-to-test comparison of engine data. The clip was almost certainly shot at Peebles, Ohio.



"He is risen, as He said."
25 GEnxPower : Although BPR improves efficiency, BPR is not the only factor for efficiency. With a smaller diameter fan, and only a smaller LP Turbine needed to pow
26 ContnlEliteCMH : Just fantastic! The engines are the most fascinating part of a modern commercial airliner! I toured GEAE once. You'd be amazed at how little "automati
27 Brons2 : Interesting to see that they super-cooled parts to make them fit together about 5 seconds into the video.
28 LimaNiner : Besides being the very first prototype, think about the production volumes of these things: if Boeing manages to sell 250 748's (good luck!!), we're
29 Dan2002 : I saw that engine on its way to VCV about 2 weeks ago on the back of that truck in the video. I knew it was some kind of aircraft engine, but I didn't
30 Post contains images SCAT15F : re: GEnxPower, Thanks for the great info- I didn't realize there were so many advantages for the smaller fan. BTW; given that the MTOW of the 748 has
31 Post contains links NDSchu777 : Another update on the GEnx development program from FI: http://www.flightglobal.com/articles...ches-peak-of-genx-test-period.html Looks like its going
32 Post contains images Silver1SWA :
33 FTOHIST : The shots of the FO moving only #2's throttle was in a pre-flight engines off condition, where they go through test points that will take place durin
34 ContnlEliteCMH : Yeah, but there's nothing so fine as the feeling of "on time" when undertaking project-based work. "On time" may only be one-upped by "on time and on
35 Khobar : Thanks for the clarification. I remembered back when they were doing T7 engine tests, the 747 testbed flew with just the new engine - at some point d
36 DarkBlue : The GEnx-1B (787) only has chevrons on the fan nozzle. The small gain in noise margin was needed to justify the penalty to performance. The Boeing pi
37 DarkBlue : Nope... there have been no changes to spec thrust requirements for the aircraft. If a new rating is created (a -2B69 for example), it will not be for
38 DarkBlue : I'm guessing you were up around Columbus? The engine was transported from Peebles to Rickenbacker by truck before taking a ride on the Antonov to VCV
39 NYC777 : FYI, First flight of the GE-powered 787 will be at the end of October. Two months after the first 787 flight.
40 Post contains images LHStarAlliance : You´re right! ...
41 Post contains links and images Imiakhtar : Unfortunately the GEnx is the soul engine for the 748. However, the GEnx's counterpart on the 787, the Trent 1000 has arrived in the US for testing.
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