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RB211 Vs GE  
User currently offlineQANTAS747-438 From United States of America, joined Jan 2001, 1927 posts, RR: 2
Posted (12 years 9 months 2 weeks 2 days 19 hours ago) and read 3503 times:

What are the differences in engines between, for a 747 for example, an RB211 like Qantas or British Airways, and a GE engine such as Virgin Atlantic or United?

Thanks!


My posts/replies are strictly my opinion and not that of any company, organization, or Southwest Airlines.
15 replies: All unread, jump to last
 
User currently offlineAJ From Australia, joined Nov 1999, 2386 posts, RR: 24
Reply 1, posted (12 years 9 months 2 weeks 2 days 16 hours ago) and read 3396 times:

The fundamental difference between the Roller and the GE is the triple spool design used by Rolls over the twin spool of the GE. The RR therefore displays N1, N2 and N3.
The first stage fan of the RB211-524G onwards is also very different, with wide chord stand alone blades. The GE has many more blades and a support ring half way along the blades.
The only other major difference (besides cowl appearance) is in the fire extinguishing system. The Rolls have two bottles per engine, the GE has two per wing.
Just a brief outline for you!


User currently offlineNorthStarDC4M From Canada, joined Apr 2000, 2992 posts, RR: 37
Reply 2, posted (12 years 9 months 2 weeks 2 days 15 hours ago) and read 3375 times:
AIRLINERS.NET CREW
CHAT OPERATOR

BTW, United uses PW4000s, not GE CF6s


Those who would give up Essential Liberty to purchase a little Temporary Safety, deserve neither Liberty nor Safety.
User currently offlineSpeedbird002 From Canada, joined May 2006, 0 posts, RR: 0
Reply 3, posted (12 years 9 months 2 weeks 2 days 5 hours ago) and read 3348 times:

Rolls Royce engines spin clockwise, GE spin anticlockwise.

Could someone please explain why that is?

I understand that GE engines are heavier, but more fuel efficient than RR. Please correct me if I'm wrong.



User currently offlineTimborara From United Kingdom, joined Sep 2001, 31 posts, RR: 0
Reply 4, posted (12 years 9 months 2 weeks 2 days 4 hours ago) and read 3340 times:

The RR is more efficient; rather than the other way around.
The triple spool system means that the compressor (7000rpm), turbine (10,000rpm) and front induction fan (3000rpm) can run closer to their optimal efficiency speeds making them in general more efficient overall.

Timborara


User currently offlineCV640 From United States of America, joined Aug 2000, 952 posts, RR: 5
Reply 5, posted (12 years 9 months 2 weeks 2 days 3 hours ago) and read 3345 times:

It is the same with piston engines and turboprops in the the rest of the world had their spin clockwise while the US is counter clockwise. I don't know why, but that's the way thinga go.

User currently offlineSpeedbird002 From Canada, joined May 2006, 0 posts, RR: 0
Reply 6, posted (12 years 9 months 2 weeks 2 days 2 hours ago) and read 3331 times:

Why is the CF6 so much more popular than the RB211 if the latter is more efficient?

Thanks in advance


User currently offlineGDB From United Kingdom, joined May 2001, 13170 posts, RR: 78
Reply 7, posted (12 years 9 months 2 weeks 1 day 22 hours ago) and read 3330 times:

The RB211 had a tricky start, but became a fine engine. But the delay in making a more powerful version, to compete with the CF6-50, hit the Tristar. Many previous non-Douglas airlines took DC-10's, so many also took CF-6 powered 747's when they became available.
An R/R powered DC-10 was offered to BA in the mid-1970s, but they stuck with the L1011.
But it's not all been good for GE, in the early days of the 757 programme GE offered a CF-6 version, rather like the RB211-535 developed from the older RB211's.
Only Air Florida ordered a few, then cancelled, GE cancelled development before the 757 flew, so the R/R engine cleaned up, apart from a few big US majors taking PW2037s.
Today, despite today's job cuts, R/R are second to GE in market share.
The Trent has a great portfolio of customers, and R/R has the best all-round range of aircraft flying their engines for over 30 years.
GE's advantage today is that it is part of a bigger industrial group, and do good deals with leasing companies. R/R cars were sold off in 1971.




User currently offlineTEDSKI From , joined Dec 1969, posts, RR:
Reply 8, posted (12 years 9 months 2 weeks 1 day 16 hours ago) and read 3315 times:

I agree that the RR RB211 is a great engine, I flew on an L-1011-500 last month with ATA and I loved how quiet and powerful the three 50,000lb thrust engines were on takeoff and climb.

User currently offlineRmm From Australia, joined Feb 2001, 524 posts, RR: 1
Reply 9, posted (12 years 9 months 2 weeks 1 day 13 hours ago) and read 3298 times:

I'll think you'll find the later CF6's have a better fuel burn than the
equivalent RR model. Have a look at the RR web site. The info for
all large engine types only specifies "competitive" fuel burn not the
best.

Rmm



User currently offlineTEDSKI From , joined Dec 1969, posts, RR:
Reply 10, posted (12 years 9 months 2 weeks 7 hours ago) and read 3275 times:

The RB211 has had better reliability vs. the GE CF6. The GE CF6 has had some recent incidents involving uncontained engine failures where the fan blades came apart.

User currently offlinePanman From Trinidad and Tobago, joined Aug 1999, 790 posts, RR: 0
Reply 11, posted (12 years 9 months 1 week 4 days 2 hours ago) and read 3208 times:

So Covert your contribution to this thread was:

umm....

Absolutely nothing? Take that back to the General Aviation Forum.

PaNMaN
------


User currently offlineAeroguy From United States of America, joined Aug 2001, 69 posts, RR: 0
Reply 12, posted (12 years 9 months 1 week 3 days 15 hours ago) and read 3192 times:

Does anyone have any more information about the recent incidents of uncontained failure on the CF6? How recent were they?

User currently offlineRmm From Australia, joined Feb 2001, 524 posts, RR: 1
Reply 13, posted (12 years 9 months 1 week 3 days 12 hours ago) and read 3179 times:

I like to here from any Qantas people as to how the Roller is
going on the Ex BA 767's on the MEL-SYD-MEL run. What are they
like compared to the CF6's? I know the Ansett CF6's didn't
really like this 1 hour leg. We used to get about 2000 to 3000
hours out of them before an overhaul was required.

Rmm


User currently offlineTEDSKI From , joined Dec 1969, posts, RR:
Reply 14, posted (12 years 9 months 1 week 3 days 12 hours ago) and read 3183 times:

It was last year where there were a series of uncontained engine failures involving the spools on the GE CF6. One involved a US Airways 767-200ER on the ground during an engine test run when the engine came apart severely damaging the aircraft.

User currently offline747-400buff From Australia, joined Jul 2001, 43 posts, RR: 0
Reply 15, posted (12 years 9 months 4 days 16 hours ago) and read 3141 times:

To Panman

Re: your comments to Covert.

GREAT COMEBACK!!!.....love that sence of humour!!

Regards
Dave Hollingsworth
Australia


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