The GEnx uses some technology from the GE90 turbofan, [4] including composite fan blades, and the smaller core featured in earlier variants of the engine. The engine carries composite technology [5] into the fan case. Both engines enable the move towards the More Electric Aircraft, that is, the concept of replacing previously hydraulic and pneumatic systems with electrical ones to reduce weight, increase efficiency, and reduce maintenance requirements. Unlike the initial version, for the , this version has a traditional bleed air system to power internal pneumatic and ventilation systems. It will also have a smaller overall diameter than the initial model to accommodate installation on the General Electric began initial test runs of the bleedless GEnx variant on 19 March

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GE Aviation Outside Exhibit P2 is ramping up production of a new durability upgrade it certified early this year for GEnx-1B engines and—having delivered 14 sets of the upgraded hardware to Boeing operators for installation in their in-service GEnx-1Bs by early June—expects to complete retrofitting the upgrade throughout the in-service GEnx-1B fleet within the next two years.

GE managed to incorporate the first, incremental durability upgrade into every engine in the in-service fleet within two years and similarly expects to complete retrofitting the new durability upgrade package in all in-service GEnx-1B-powered s—there were such aircraft in service by early June—within a two-year period, she said.

GE Aviation also completed certifying the new durability upgrade for the GEnx-2B, the sole-source engine type for the Boeing , a month after it had certified the upgrade for the GEnx-1B, according to Mackenzie. But while it is now providing sets of hardware to Boeing operators for retrofitting their GEnx-1Bs during MRO shop visits, it will not do so in the near term for retrofits of GEnx-2Bs. According to Mackenzie, this is because GE Aviation designed the new durability upgrade with operations in particularly harsh environments in mind, given that major carriers based in the Middle East operate some of the largest fleets of s and are among the largest customers for the GEnx-1B.

Instead, some of this cooling air is redirected to the fuel nozzles and the combustor lining. In the combustor liners, GE changed the thermal barrier coating and modified the cooling-air pattern to provide a greater flow of cooling air. The new design introduced 3D-aerodynamically shaped cooling-air holes into the lining. The rest of the compressor-bleed cooling air, which is now not required by the HPT first-stage nozzle, is directed instead to the first-stage HPT blades.

As with the combustor liner cooling-air holes, GE has changed the geometry of the cooling-air holes in the turbine blades to provide more 3D shaped dispersal of the cooling air over the blade boundary layer. GE also incorporated five air-cooling pathways within each first-stage HPT blade, where the previous design provided three, and gave each blade a thermal barrier coating of a different type than before.

Even before the GEnx-2B and GEnx-1B display the time-on-wing benefits that the new durability upgrade is expected to confer, the two engine models are already demonstrating respectable robustness and reliability in service, according to GE.

About GEnx-2Bs are now in service. The GEnx-1B is achieving dispatch reliability of GE Aviation expected total GEnx-1B in-service flight hours to be nudging the 10 million-hour milestone by the time the Farnborough show began, Kofman said. GE Aviation now has a backlog of more than aircraft shipsets for the GEnx-1B, which she claims is demonstrating 3 to 3.


ゼネラル・エレクトリック GEnx

Tetaxe Located in northern France, the future site will implement high-tech metallurgical processes and innovative management principles that leave plenty of scope for staff empowerment and creativity. The GEnx uses some technology from the GE90 turbofan [4]including composite fan blades, and the smaller core featured in earlier variants of the engine. Once genz, the Group is putting its full weight and the complementary benefits of its global MRO network at combusto disposal of its clients. Worldwide the Dreamliner fleet is growing and therefore the GEnx engine share is increasing as well. The engine carries composite technology [5] into the fan case. Developing innovative repairs for engine parts is key when it comes to control engine maintenance costs.



The GE9X TAPS III combustor is a unique third-generation combustion system that pre-mixes air and fuel prior to combustion for leaner burn and fewer emissions than conventional combustion systems. The TAPS III combustor will feature fuel nozzle tips manufactured using additive technology, along with a new combustor dome design and ceramic matrix composite CMC inner and outer liners, which will improve durability and require less cooling air to enhance the lean-burn combustion process. The GE9X team utilized new technologies and materials that require less cooling air while allowing more air into the mixer. This September, a full annular rig combustor test successfully demonstrated the material capabilities of the CMC combustor liners, which will be the first continuous CMC combustor liners in a commercial jet engine.


General Electric GEnx


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