GE90GE90-115BTypeManufacturerFirst runMarch 1993Major applicationsNumber built2000 as of 2014Unit costGE90: US$ 27.5 million list price (2011)GE9X: US$ 41.4M list price (2016)Developed intoThe General Electric GE90 is a family of built by for the, with thrust ratings from 81,000 to 115,000 lbf (360 to 510 kN). It entered service with in November 1995. It is one of three options for the 777-200, -200ER, and -300 versions, and the exclusive engine of the -200LR, -300ER, and 777F.
Apr 28, 2016 - With the GE9X, General Electric proves size matters. This engine actually produces less power than the GE90-115B (105,000 pounds of. Jul 29, 2017 - Yes, Here are the difference, The GE90 series area unit physically the most important engines in aviation these days, the GE90-115B,.
Design and developmentDeveloped from the 1970s, the 10-stage high pressure compressor develops an industry record pressure ratio of 23:1 and is driven by a 2-stage, air-cooled, HP turbine. A 3-stage low pressure compressor, situated directly behind the fan, supercharges the core. The fan/LPC is driven by a 6-stage low pressure turbine.
The GE90 series are physically the largest engines in aviation history, the fan diameter of the original series being 123 in (310 cm), and the largest variant GE90-115B has a fan diameter of 128 in (330 cm). A person standing in front of a GE90-115B engineFor Boeing's next-generation 777 long-range versions (later named 777-200LR and 777-300ER), greater thrust was needed to meet the specifications.
General Electric and Pratt & Whitney insisted on a winner-take-all contract due to the $500 million investment in engine modifications needed to meet the requirements. GE received sole engine supplier status for the higher-thrust engine variants for the 777-200LR, -300ER, and 777F.These higher-thrust variants, GE90-110B1 and -115B, have a different architecture from the earlier GE90 versions, with one stage removed from the HP compressor and an extra stage added to the LP compressor. A net increase in core flow was achieved. General Electric performed a similar re-staging exercise when they upgraded the from the -6 to the higher-thrust -50. However, this thrust growth route is expensive, since all the downstream components (e.g. Turbines) must be larger for flow capacity.
The fan is an advanced, larger diameter unit made from and is the first production engine to feature swept rotor blades. The higher-thrust GE90-115B mounted on GE's Boeing 747 test aircraft.The GE90-115B is powerful enough to fully operate GE's testbed on its own power, an attribute demonstrated during a flight test.
Operational historyThe first General Electric-powered Boeing 777 was delivered to British Airways on November 12, 1995; the aircraft, with two GE90-77Bs, entered service five days later. Initial service was affected by bearing wear concerns, which caused the airline to temporarily withdraw its 777 fleet from service in 1997.
British Airways' aircraft returned to full service later that year.Problems with GE90 development and testing caused delays in certification. In addition the GE90's increased output was not yet put to use by airlines and it was also the heaviest engine option, making it the least popular choice while Rolls-Royce held the top spot. British Airways soon replaced the GE90 with Rolls-Royce engines on their 777s.GE90 engines can only be air freighted in assembled form by outsize cargo aircraft such as the, presenting unique problems if, due to emergency diversions, a 777 were stranded in a place without the proper spare parts. If the fan is removed from the core, then the engines may be shipped on a.The GE90-equipped Boeing 777s have been the best-selling long-range large wide-body aircraft in the 2000s, at the expense of the four-engine that is less fuel efficient.The -94B for the -200ER is being retrofitted with some of the first FAA-approved components.It has an in-flight shutdown rate (IFSD) of one per million engine flight-hours.
It accumulated more than 8 million cycles and 50 million flight hours in 20 years. RecordsAccording to the, at 127,900 lbf (569 kN), the engine holds the record for the highest thrust (although rated at 115,300 lbf (513 kN)). This thrust record was accomplished inadvertently as part of a one-hour, triple-red-line engine stress test.
To accommodate the increase in torsional stresses, a new steel alloy, GE1014 was created and then machined to extreme tolerances. The new record was set during testing of a GE90-115B development engine at GE Aviations' Peebles Test Operation, which is an outdoor test complex outside Peebles, Ohio. It eclipsed the engine's previous Guinness world record of 122,965 lbf (546.98 kN).In October 2003, a broke the record by being able to fly five and a half hours (330 minutes) with one engine shut down. The aircraft, with GE90-115B engines, flew from Seattle to Taiwan as part of the ETOPS certification program.On November 10, 2005, the GE90 entered the Guinness World Records for a second time. The GE90-110B1 powered a 777-200LR during the world's longest flight by a commercial airliner, though there were no fare-paying passengers on the flight, only journalists and invited guests.
The 777-200LR flew 13,422 mi (21,601 km) in 22 hours, 42 minutes, flying from to 'the long way': over the Pacific, over the continental U.S., then over the Atlantic to London. IncidentsOn May 28, 2012, an Air Canada 777 taking off from Toronto en route to Japan suffered failure of a GE90-115B at 1,500 feet (460 m) and returned safely. Engine debris was found on the ground.On September 8, 2015, a GE90-85B powering a Boeing 777-236ER on, suffered an uncontained failure during take-off roll leading to a fire. NTSB and FAA investigations were begun to determine the cause; initial findings were reported in September 2015.On June 27, 2016, a GE90-115B powering a Boeing 777-300ER, on, received an engine oil warning during flight and returned to.
On landing the malfunctioning right engine caught fire, leading to fire damage to the engine and the wing. Transfer gearbox failuresThe FAA issued an Airworthiness Directive (AD) on May 16, 2013 and sent it to owners and operators of General Electric GE90-110B1 and GE90-115B turbofan engines. This emergency AD was prompted by reports of two failures of transfer gearbox assemblies (TGBs) which resulted in in-flight shutdowns (IFSDs). Investigation revealed that the failures were caused by TGB radial gear cracking and separation. Further inspections found two additional radial gears with cracks. This condition, if not corrected, could result in additional IFSDs of one or more engines, loss of thrust control, and damage to the airplane.
The Airworthiness Directive requires compliance by taking remedial measures within five days of receipt of the AD. A GE90-110B1 , curved fan blades GE90 Type Certificate Data Sheet Variant-76B/-77B/-85B/-90B/-94B-110B1/-113B/-115BTypeDual rotor, flow, high bypass ratioCompressor1 fan, 3-stage LP, 10-stage HP1 fan, 4-stage LP, 9-stage HP2-stage HP, 6-stage LPLength286.9 in (7,290 mm)286.67 in (7,281 mm)Max. Width152.4 in (3,870 mm)148.38 in (3,769 mm)Max. Height155.6 in (3,950 mm)154.56 in (3,926 mm)Fan diameter123 in (3,124 mm)128 in (3,251 mm)Weight17,400 lb (7,893 kg)19,316 lb (8,762 kg)Takeoff-76B: 81,070 lbf (360.6 kN)-77B: 81,700 lbf (363 kN)-85B: 88,870 lbf (395.3 kN)-90B: 94,000 lbf (420 kN)-94B: 97,300 lbf (433 kN)-110B1: 110,760 lbf (492.7 kN)-113B: 113,530 lbf (505.0 kN)-115B: 115,540 lbf (513.9 kN)LP rotor speed2,261.5 RPM2,355 RPMHP rotor speed9,332 RPMBypass ratio8.4 - 9940:142:15.595.98Derivatives GEnx. Main article:GE Aviation has also set up a cooperative venture with, named, under which the companies have developed an engine for the, called the, based on an 0.72 flow scale of the GE90-110B/115B core. GE9XIn February 2012, GE announced studies on a more efficient derivative, dubbed the GE9X, to power the new aircraft. It was to feature the same 128 inches (330 cm) fan diameter as the GE90-115B with an overall thrust decreased by 15,800 pounds-force (70 kN) to a new rating of 99,500 pounds-force (443 kN) per engine with a 10% increase in fuel efficiency.
The -8X engine was to be derated to 88,000 pounds-force (390 kN), the bypass ratio was planned for 10:1 and the overall pressure ratio for 60:1 with a new 11-stage high pressure compressor developing a pressure ratio of 27:1.In 2013, the fan diameter was increased by 3.5 inches to 132 inches (340 cm). In 2014, thrust was increased from 102,000 pounds-force (450 kN) to 105,000 pounds-force (470 kN) and fan diameter to 133.5 inches (339 cm). The new engine has the largest front fan at 134 inches in diameter with a composite fan case and 16 carbon fiber composite fan blades, it completed its first test run in April 2016.
The GE9X have only 16 blades where the GE90 has 22 and the GEnx 18, making the engine lighter and spinning faster to better match the low pressure fan and turbine. Cantwell (2 Feb 2010). Stanford University. (Press release). December 15, 2014.
(Press release). January 19, 2012. General Electric Company.
Apr 28, 2016. (Press release). November 18, 1996. (PDF). Flight Global. July 14, 1999.
August 9, 1999. History Channel. Event occurs at 3:00–3:10 min.
Retrieved July 11, 2013. August 8, 2003.
Archived from on November 1, 2006., p. January 3, 2006. Jens Flottau (14 November 2011).
Aviation Week & Space Technology. April 14, 2015. (Press release). November 10, 2015.
(Press release). July 24, 2000. (Press release). February 5, 2003. (Press release).
October 15, 2003. November 8, 2005.
Transportation Safety Board of Canada. December 13, 2013. Retrieved September 11, 2015. Edmiston, Jake (May 29, 2012). National Post. Charles Alcock (September 8, 2015).
Aviation International News. September 8, 2015. Retrieved August 8, 2015. Flight Global. 27 June 2016. (PDF).
May 16, 2013. Sent to owners and operators of General Electric Company (GE) GE90-110B1 and GE90-115B turbofan engines. (PDF). June 23, 2016. GE Aviation. (Press release). June 17, 2001.
Jon Ostrower (14 September 2011). Flight Global. Reed Business Information. March 7, 2012.
Aviation International News. June 16, 2013. Aviation Week. June 9, 2014. (Press release).
April 11, 2016.Bibliography. Eden, Paul, ed. Civil Aircraft Today: The World's Most Successful Commercial Aircraft.
London: Amber Books Ltd. 1-84509-324-0. Norris, Guy; Mark Wagner (1999).
Modern Boeing Jetliners. Minneapolis, Minnesota: Zenith Imprint. 0-7603-0717-2.External linksWikimedia Commons has media related to. (Press release).
November 16, 2004.
Contents.Design and developmentDeveloped from the 1970s, the 10-stage high-pressure compressor develops an industry record pressure ratio of 23:1 and is driven by a 2-stage, air-cooled, HP turbine. A 3-stage low-pressure compressor, situated directly behind the fan, supercharges the core. The fan/LPC is driven by a 6-stage low-pressure turbine.
The GE90 series are physically the largest engines in aviation history, the fan diameter of the original series being 123 in (310 cm), and the largest variant GE90-115B has a fan diameter of 128 in (330 cm). A person standing in front of a GE90-115B engineFor Boeing's next-generation 777 long-range versions (later named 777-200LR and 777-300ER), greater thrust was needed to meet the specifications. General Electric and Pratt & Whitney insisted on a winner-take-all contract due to the $500 million investment in engine modifications needed to meet the requirements. GE received sole engine supplier status for the higher-thrust engine variants for the 777-200LR, -300ER, and 777F.These higher-thrust variants, GE90-110B1 and -115B, have a different architecture from the earlier GE90 versions, with one stage removed from the HP compressor and an extra stage added to the LP compressor. A net increase in core flow was achieved. General Electric performed a similar re-staging exercise when they upgraded the from the -6 to the higher-thrust -50.
However, this thrust growth route is expensive, since all the downstream components (e.g. Turbines) must be larger for flow capacity.
The fan is an advanced, larger diameter unit made from and is the first production engine to feature swept rotor blades. The higher-thrust GE90-115B mounted on GE's Boeing 747 test aircraft.The GE90-115B is powerful enough to fully operate GE's testbed on its own power, an attribute demonstrated during a flight test. Operational historyThe first General Electric-powered Boeing 777 was delivered to British Airways on November 12, 1995; the aircraft, with two GE90-77Bs, entered service five days later. Initial service was affected by bearing wear concerns, which caused the airline to temporarily withdraw its 777 fleet from service in 1997. British Airways' aircraft returned to full service later that year.Problems with GE90 development and testing caused delays in certification. In addition the GE90's increased output was not yet put to use by airlines and it was also the heaviest engine option, making it the least popular choice while Rolls-Royce held the top spot.
British Airways soon replaced the GE90 with Rolls-Royce engines on their 777s.GE90 engines can only be air freighted in assembled form by outsize cargo aircraft such as the, presenting unique problems if, due to emergency diversions, a 777 were stranded in a place without the proper spare parts. If the fan is removed from the core, then the engines may be shipped on a.The GE90-equipped Boeing 777s have been the best-selling long-range large wide-body aircraft in the 2000s, at the expense of the four-engine that is less fuel efficient.The -94B for the -200ER is being retrofitted with some of the first FAA-approved components.It has an in-flight shutdown rate (IFSD) of one per million engine flight-hours. It accumulated more than 8 million cycles and 50 million flight hours in 20 years. RecordsAccording to the, at 127,900 lbf (569 kN), the engine holds the record for the highest thrust (although rated at 115,300 lbf (513 kN)). This thrust record was accomplished inadvertently as part of a one-hour, triple-red-line engine stress test.
To accommodate the increase in torsional stresses, a new steel alloy, GE1014 was created and then machined to extreme tolerances. The new record was set during testing of a GE90-115B development engine at GE Aviations' Peebles Test Operation, which is an outdoor test complex outside Peebles, Ohio.
It eclipsed the engine's previous Guinness world record of 122,965 lbf (546.98 kN).In October 2003, a broke the record by being able to fly five and a half hours (330 minutes) with one engine shut down. The aircraft, with GE90-115B engines, flew from Seattle to Taiwan as part of the ETOPS certification program.On November 10, 2005, the GE90 entered the Guinness World Records for a second time. The GE90-110B1 powered a 777-200LR during the world's longest flight by a commercial airliner, though there were no fare-paying passengers on the flight, only journalists and invited guests. The 777-200LR flew 13,422 mi (21,601 km) in 22 hours, 42 minutes, flying from to 'the long way': over the Pacific, over the continental U.S., then over the Atlantic to London. IncidentsOn May 28, 2012, an Air Canada 777 taking off from Toronto en route to Japan suffered failure of a GE90-115B at 1,500 feet (460 m) and returned safely.
Engine debris was found on the ground.On September 8, 2015, a GE90-85B powering a Boeing 777-236ER on suffered an uncontained failure during take-off roll leading to a fire. NTSB and FAA investigations were begun to determine the cause; initial findings were reported in September 2015.On June 27, 2016, a GE90-115B powering a Boeing 777-300ER, on, received an engine oil warning during flight and returned to. On landing the malfunctioning right engine caught fire, leading to fire damage to the engine and the wing. Transfer gearbox failuresThe FAA issued an Airworthiness Directive (AD) on May 16, 2013, and sent it to owners and operators of General Electric GE90-110B1 and GE90-115B turbofan engines.
This emergency AD was prompted by reports of two failures of transfer gearbox assemblies (TGBs) which resulted in in-flight shutdowns (IFSDs). Investigation revealed that the failures were caused by TGB radial gear cracking and separation. Further inspections found two additional radial gears with cracks. This condition, if not corrected, could result in additional IFSDs of one or more engines, loss of thrust control, and damage to the airplane. The Airworthiness Directive requires compliance by taking remedial measures within five days of receipt of the AD.
A GE90-110B1 , curved fan blades GE90 Type Certificate Data Sheet Variant-76B/-77B/-85B/-90B/-94B-110B1/-113B/-115BTypeDual rotor, flow, high bypass ratioCompressor1 fan, 3-stage LP, 10-stage HP1 fan, 4-stage LP, 9-stage HP2-stage HP, 6-stage LPLength286.9 in (729 cm)286.67 in (728.1 cm)Max. Width152.4 in (387 cm)148.38 in (376.9 cm)Max. Height155.6 in (395 cm)154.56 in (392.6 cm)Fan diameter123 in (310 cm)128 in (330 cm)Weight17,400 lb (7,893 kg)19,316 lb (8,762 kg)Takeoff-76B: 81,070 lbf (360.6 kN)-77B: 81,700 lbf (363 kN)-85B: 88,870 lbf (395.3 kN)-90B: 94,000 lbf (420 kN)-94B: 97,300 lbf (433 kN)-110B1: 110,760 lbf (492.7 kN)-113B: 113,530 lbf (505.0 kN)-115B: 115,540 lbf (513.9 kN)LP rotor speed2,261.5 RPM2,355 RPMHP rotor speed9,332 RPMBypass ratio8.4 - 9940:142:15.595.98. GE9X cutawayIn February 2012, GE announced studies on a more efficient derivative, dubbed the GE9X, to power the new aircraft. It was to feature the same 128 inches (330 cm) fan diameter as the GE90-115B with an overall thrust decreased by 15,800 pounds-force (70 kN) to a new rating of 99,500 pounds-force (443 kN) per engine with a 10% increase in fuel efficiency. The -8X engine was to be derated to 88,000 pounds-force (390 kN), the bypass ratio was planned for 10:1 and the overall pressure ratio for 60:1 with a new 11-stage high-pressure compressor developing a pressure ratio of 27:1.In 2013, the fan diameter was increased by 3.5 in (8.89 cm) to 132 in (335 cm). In 2014, thrust was increased from 102,000 lbf (450 kN) to 105,000 lbf (470 kN) and fan diameter to 133.5 in (339 cm).
The new engine has the largest front fan at 134 in (340 cm) in diameter with a composite fan case and 16 carbon fiber composite fan blades, it completed its first test run in April 2016. The GE9X has only 16 blades where the GE90 has 22 and the GEnx 18, making the engine lighter and spinning faster to better match the low-pressure fan and turbine.As it is larger than the GE90, for testing it fits only the with larger main gear struts and bigger tires and not the previous -100 GE testbed, and the tested engine is tilted 5° more than the original. Its is planned for the fourth quarter of 2018. See also Related development.Comparable engines.Related lists.References. Cantwell (2 Feb 2010).
Stanford University. (Press release). December 15, 2014. ↑ (Press release). January 19, 2012. ↑.
General Electric Company. Apr 28, 2016. (Press release). November 18, 1996. ↑ (PDF). Flight Global. July 14, 1999.
↑. August 9, 1999. History Channel. Event occurs at 3:00–3:10 min. Retrieved July 11, 2013. August 8, 2003.
Archived from on November 1, 2006., p. 115. ↑, p. 143., p. 144. January 3, 2006.
Jens Flottau (14 November 2011). Aviation Week & Space Technology.
April 14, 2015. (Press release).
November 10, 2015. (Press release).
July 24, 2000. ↑ (Press release). February 5, 2003. (Press release). October 15, 2003. November 8, 2005.
Transportation Safety Board of Canada. December 13, 2013.
Retrieved September 11, 2015. Edmiston, Jake (May 29, 2012). National Post.
Charles Alcock (September 8, 2015). Aviation International News. September 8, 2015. Retrieved August 8, 2015. Flight Global.
27 June 2016. (PDF). May 16, 2013.
Sent to owners and operators of General Electric Company (GE) GE90-110B1 and GE90-115B turbofan engines. (PDF).
June 23, 2016. ↑. GE Aviation. (Press release). June 17, 2001.
Jon Ostrower (14 September 2011). Flight Global. Reed Business Information.
March 7, 2012. Aviation International News. June 16, 2013. Aviation Week. June 9, 2014. (Press release). April 11, 2016.
Guy Norris (May 20, 2016). Aviation Week & Space Technology.Bibliography. Eden, Paul, ed. Civil Aircraft Today: The World's Most Successful Commercial Aircraft. London: Amber Books Ltd. Norris, Guy; Mark Wagner (1999).
Modern Boeing Jetliners. Minneapolis, Minnesota: Zenith Imprint.External linksWikimedia Commons has media related to. (Press release). November 16, 2004.