General Electric
CF6 Engine
A Technical Report
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Contents
Introduction .................................................................................................................................................. 3
Variants and applications.............................................................................................................................. 5
CF6-6 ......................................................................................................................................................... 5
Significant features of CF6-6 ................................................................................................................. 6
CF6-50 ....................................................................................................................................................... 6
Significant features of CF6-50 ............................................................................................................... 6
CF6-80A ..................................................................................................................................................... 7
Significant features of CF6-80A............................................................................................................. 8
CF6-80C2 ................................................................................................................................................... 8
Significant features of 80-C2 ................................................................................................................. 9
CF6-80E1 ................................................................................................................................................. 10
Significant features of CF6-80E1 [4].................................................................................................... 11
Specifications and Summary of features [5] ............................................................................................... 12
References .................................................................................................................................................. 14
List of Figures
Figure 1 Components and the main flow of a turbofan engine [1] .............................................................. 3
Figure 2 CF6-6 turbofan engine [2] ............................................................................................................... 5
Figure 3 CF6-50 turbofan engine [2] ............................................................................................................. 7
Figure 4 CF6-80A turbofan engine [2]........................................................................................................... 8
Figure 5 CF6-80C2 turbofan engine [2] ......................................................................................................... 9
Figure 6 CF6-80E1 turbofan engine [2] ....................................................................................................... 10
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Introduction
The General Electric CF6 is a family of high-bypass turbofan engines produced by GE Aviation.
Its US military designation is F103.A turbofan engine belongs to category of air breathing jet
engine that is widely used in aircraft propulsion. The turbofan engine has evolved from its
introduction in the 1950s to its current role as the primary power source for today's commercial
aviation fleet. A typical modern, high-bypass turbofan produces thrust to power aircraft by
ingesting ambient air, compressing the air, undergoing combustion, and expanding the hot gas
through thrust-producing exhaust nozzles. Conventional practice divides the incoming flow into
two streams: a primary or core stream, and a fan stream. The flow of the primary stream
experiences compression and expansion, as the expansion process occurs both in the thrust-
producing nozzle and, immediately upstream of the nozzle, in power-producing turbines that drive
the compression systems of both streams. The flow of the fan stream also undergoes compression
and expansion, but in this example stream expansion occurs only through the thrust-producing
nozzle.
Figure 1 Components and the main flow of a turbofan engine [1]
The ratio of the mass-flow of air bypassing the engine core divided by the mass-flow of air passing
through the core is referred to as the bypass ratio. The engine produces thrust through a
combination of these two portions working together; engines that use more jet thrust relative to
fan thrust are known as low-bypass turbofans, conversely those that have considerably more fan
thrust than jet thrust are known as high-bypass. Most commercial aviation jet engines in use today
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are of the high-bypass type, and most modern military fighter engines are low-bypass. Modern
turbofans have either a large single-stage fan or a smaller fan with several stages.
The General Electric CF6-6 turbofan was selected in April 1968 to power the McDonnell Douglas
DC-10 Series 10 intermediate-range transport aircraft then on order by United Air Lines and
American Airlines. This was GE's first major turbofan engine for commercial aviation, and was
basically derived from the company's large TF-39 turbofan which used to power the Lockheed C-
5A. FAA certification was obtained in September 1970, and airline service began in August 1971.
Construction of the CF6 is modular in order to facilitate easily removable, and interchangeable
components that allow airlines to minimize spare-parts holdings and to use sectional overhaul
procedures. The CF6 engine family has a power range of up to 313 KN (72,000 lb) of thrust, and
powers a wide variety of civilian airliners including the Boeing 747 and 767, McDonnell Douglas
MD-11, and Airbus Industrie A300, A310 and A330. The basic engine core also powers
the LM2500, LM5000, and LM6000 marine and power generation turbo shafts. It is gradually
being replaced by the newer GEnx family.
The high bypass of the CF6 represented a historic breakthrough in fuel efficiency. By 2018, GE
has delivered more than 8,300 CF6s: 480 -6s, 2,200 -50s, 4,400 -80C2s, more than 730 -80E; plus
3,000 LM6000 industrial and marine derivatives. The in-service fleet includes 3,400 engines, more
than all the GE90s and GEnx, generating over than 600 shop visits per year. GE will be delivering
engines well into the 2020s and they will fly for 20 to 25 years, until 2045-50: more than 75 years
since the first CF6.
As express delivery spurred air cargo resurgence, Boeing planned to increase the CF6-80C2 (a
type introduced in 1982)-powered 767 delivery rate from 2.5 to 3 per month in 2020. As CF6-
80E1s are still delivered for the Airbus A330 and Airbus A330 MRTT, CF6 production was
anticipated to grow from 50 to 60-80 per year by 2020. GE also studies re-engining the Progress
D-18-powered Antonov An-124 freighters with Cargo Logic Air, a Volga-Dnepr subsidiary. This
would likely provide a range increase, and Volga-Dnepr Group operates 12 aircraft, implying a
50-60 engines with spares program.
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Variants and applications
The CF6 engine family has established an impressive operational record for last 45 years. CF6
engines have compiled nearly 430 million flight hours since they first entered commercial revenue
service in 1971. Certified to power more than 13 different aircraft types, the CF6 has accumulated
more than 115 million flight cycles in service. Following are the various models of CF6 family:
CF6-6
In 1968, United Airlines and American Airlines selected the 40,000-pound thrust GE CF6-6 to
power their Douglas DC-10 Series 10 aircraft. As a result, GE began its 45-year legacy in
commercial aviation.
Figure 2 CF6-6 turbofan engine [2]
CF6 engines have a classic two-shaft design. The configuration mounts the low- pressure
compressor (LPC) and low-pressure turbine (LPT) on the same shaft as the intake fan. The 86.4-
in (2.19-m) diameter fan generates an airflow of 1,300 lb/s (590 kg/s), resulting in a relatively high
bypass ratio of 5.72. The overall pressure ratio of the compression system is 24.3. At maximum
take-off power, the engine develops a static thrust of 41,500 lb (185.05 kN).
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Significant features of CF6-6
The initial version of the CF6 has a single-stage fan with one core booster stage, driven by a 5-
stage LP (low pressure) turbine, turbocharging a 16-stage HP (high pressure) axial
compressor driven by a 2-stage HP turbine; the combustor is annular; separate exhaust nozzles are
used for the fan and core airflows.
CF6-50
The CF6-50 series, launched in 1969 are high-bypass turbofan engines rated between 51,000 and
54,000 lb (227.41 to 240.79 kN, or '25 tons') of thrust. CF6-50C series was designed and
produced for the DC-10-30 and the first variants of the Airbus A300B, the -B2 and -B4 versions.
However, few parts were common with the CF6-6 since major changes had been made to core
engine design and configuration.
Significant features of CF6-50
Not long after the 6 entered services, an increase in thrust and therefore core power was
required. Unable to increase (HP) turbine rotor inlet temperature, General Electric chose the
expensive path of reconfiguring the CF6 core to increase its basic size-
➢ HPC was shortened from 16 to 14 stages, leaving an empty air passage where the blades
and vanes had once been. and the The LPC was also reduced by one stage and turbine
cooling was also improved.
➢ Two booster stages were added to the LP (low pressure) compressor, which increased the
overall pressure ratio to 29.3.
➢ Although the 86.4 in (2.19 m) diameter fan was retained, the airflow was raised to
1,450 lb/s (660 kg/s), yielding a static thrust of 51,000 lbf (227 kN). The increase in core
size and overall pressure ratio raised the core flow, decreasing the bypass ratio to 4.26.
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Figure 3 CF6-50 turbofan engine [2]
The CF6-50E is the same basic engine as the CF6 -50C, but it has variable stator vanes in the HPC.
The CF6-50E is rated at 51,800lbs, has a bypass ratio of 4.24, powers the DC-10-30 and was the
first CF6 variant to power the747. The CF6-50C2B is the highest thrust variant of the CF6-50
series and is rated at 53,200lbs. This version powers the highest gross weight variant of the DC-
10-30 and higher gross weight models of the 747-200. The basic CF6-50 engine was also offered
with a 10% thrust derate for the 747SR, a short-range high-cycle version used by All Nippon
Airways for domestic Japanese operations. This engine is termed the CF6-45.
CF6-80A
In the late 1970s, an advanced model in the CF6 family was introduced for new short-to-medium
range commercial jets. The CF6-80A which has a thrust rating of 48,000 to 50,000 lb (214 to
222 kN), was selected to power two new twinjets, the Boeing 767 and Airbus A310. The GE-
powered 767 entered airline service in 1982, and the GE powered A310 in early 1983. It is rated
for ETOPS operations. The CF6-80A series did not feature any major changes to core engine
configuration fan diameter from the CF6-50 However, earlier models received criticism for
being long, giving the engine a tendency for the shafts to bend in use. The consequence of this
excessive bending was significant rubbing of blade tips resulting in a high rate of engine
performance deterioration and higher removal and overhaul rates.
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Significant features of CF6-80A
For the CF6-80A/A1, the fan diameter remains at 86.4 in (2.19 m), with an airflow of 1435 lb/s
(651 kg/s). Overall pressure ratio is 28.0, with a bypass ratio of 4.66. Static thrust is
48,000 lbf (214 kN). The basic mechanical configuration is the same as the CF6-50 series.
Figure 4 CF6-80A turbofan engine [2]
CF6-80C2
GE really broke into the market with the CF6-80C2 series and this engine was the defining point in
creating the leadership position which it has since attained. The CF6-80C2 series featured the first
major changes to engine configuration since the development of the CF6-50 series. The CF6-80C2 has
a larger fan and one additional LPC and LPT stage.
Currently certified on 12 wide body aircraft models including the Boeing 747-400,
and McDonnell Douglas MD-11 and with 16 ratings, the CF6-80C2 has accumulated over 200
million flight hours in service. The CF6-80C2 is also certified for ETOPS-180 for the Airbus
A300, Airbus A310, Boeing 767, KC-767A/J, E-767J, Kawasaki C-2, and (as the F138)
the Lockheed C-5M Super Galaxy and VC-25A. For the CF6-80C2-A1, the fan diameter is
increased to 93 in (2.36 m), with airflow of 1750 lb/s (790 kg/s). Overall pressure ratio is 30.4,
with a bypass ratio of 5.15. Static thrust is 59,000 lb (263 kN).
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Figure 5 CF6-80C2 turbofan engine [2]
Significant features of 80-C2
➢ In order to minimize fuel consumption, and to control the engine stall margin, the engine
is provided with a variable stator vane (VSV) system. The first five HPC stages can change
stator vanes angle depending on the engine operating regime. The system is controlled by
two fuel-controlled actuators, moving the VSV levers.
➢ The engine is also equipped with a variable bleed valve (VBV) in the booster. Through this
system, booster air is vented into the secondary flow when the engine is in the start phase.
➢ In order to optimize engine fuel consumption and minimize deterioration, the HPT and
the LPT are cooled externally with air bled from the HPC. Through control valves
managed by the main engine control (MEC) or full authority digital electronic control
(FADEC), HPT and LPT tip clearances are optimized for each engine regime.
➢ The first versions of the engine were mechanically controlled with the MEC and the power
management control (PMC) jointly acting as the engine controlling system. Mechanically
controlled engines can have their thrust ratings changed by replacing the MEC and the
PMC.
➢ Later, the CF6-80C2B1F version (powering the B747-400) introduced the first FADEC
system on the CF6 family. Such electronically controlled engines have additional sensors
on the engine, allowing a more precise control of systems, thereby decreasing specific fuel
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consumption (SFC). On such engines the MEC and PMC are substituted by the electronic
engine control (EEC). FADEC family models range from the CF6-80C2B1F to the CF6-
80C2B8F.
➢ One of the CF6-80C2’s notable features was the new commonality concept. Each variant is
interchangeable between all the aircraft types it powers and higher thrust ratings can be
achieved by turning the engine at a faster rate to increase air flow. This can be easily done
by changing the rating plug in the EEC. PMC-controlled engines cannot be modified to
FADEC standards.
CF6-80E1
By designing the CF6-80E1 specifically for the Airbus A330, GE was able to bring together the
newest technology, lowest weight, lowest fuel burn, and enable operators to maximize the potential
of their A330 aircraft.
The CF6-80E1 has the highest thrust power of CF6-80 Series family, with the fan tip
diameters increased to 96.2 in (2.443m), and an overall pressure ratio of 32.6 and bypass ratio of
5.3. The 68,000 to 72,000 lbf (300 to 320 kN) variant competes with the Rolls-Royce Trent
700 and the Pratt & Whitney PW4000 to power the Airbus A330.
Figure 6 CF6-80E1 turbofan engine [2]
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Significant features of CF6-80E1 [4]
➢ The fan module consists of a 96-inch diameter fan frame, aluminum fan blades and a 4-
stage booster. The fan frame is one of the two main structural parts of the engine.
➢ The core module is composed of a 14-stage high-pressure compressor driven by the high-
pressure turbine, while the low-pressure shaft is driven by the low-pressure turbine. The
high-pressure stator, the compressor rear frame, the combustion chamber and the stage 1
nozzle guide vanes are also part of the same module.
➢ The high-pressure turbine module has two stages and blades are made of different materials
based on the same standard. The nozzle guide vanes are also part of the module.
➢ The low-pressure turbine module has five stages, one more than the - C2 model. The
turbine frame is the second structural part of the engine.
➢ Through the inlet gearbox, which is part of the fan module, torque is transferred to the
accessory gearbox module where the engine-mounted components are installed. The
accessory gearbox module is mounted on the bottom of the HP compressor to reduce
engine ground clearance when the engine is installed.
➢ The engine is equipped with a second-generation full authority digital electronic control
(FADEC II). The main component in the computerized control system is the engine control
unit (ECU). The ECU receives inputs from several sensors located on the engine, the air
intake and the aircraft. These inputs are analyzed and engine actuators are activated by the
ECU to improve engine fuel consumption and to optimize engine airflow efficiency.
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Specifications and Summary of features [5]
CF6 Specifications
Variant CF6-6 CF6-50 CF6-80A CF6-80C2 CF6-80E1
Type Dual rotor, axial flow, high bypass ratio turbofan, annular combustor
Fan & 1LP
Compressor Fan & 3LP + 14HP Fan & 4LP + 14HP
+ 16HP
2HP +
Turbine 2HP + 4LP 2HP + 5LP
5LP
Length 188 in 183 in 167 in 168 in
Overall
105 in 106 in 114 in
diameter
Fan diameter 86.4 in 93 in 96.2 in
Blade Count 38 34
51,500– 48,000– 52,200– 65,800–
41,500 lbf
54,000 lbf 50,000 lbf 61,960 lbf 69,800 lbf
Takeoff thrust
232.2–
185 kN 229–240 kN 210–220 kN 293–310 kN
275.6 kN
Pressure ratio 25–25.2 29.2–31.1 27.3–28.4 27.1–31.8 32.4–34.8
Bypass ratio 5.76–5.92 4.24–4.4 4.59–4.66 5–5.31 5–5.1
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0.355–
0.35 0.368–0.385 0.307–0.344 0.332-0.345
0.357
lb/lbf/h lb/lbf/h lb/lbf/h lb/lbf/h
Max. power TSF lb/lbf/h
9.9 10.4–10.9 10.1–10.1 8.7–9.7 9.4–9.8
g/kN/s g/kN/s g/kN/s g/kN/s g/kN/s
A300,
747, DC-10- A310, 747-
Application DC-10-10 15/30 A310, 767 400 A330
A300 767, C-2, C-
5M, MD-11
TCDS CF6-6 CF6-50 CF6-80A CF6-80C2 CF6-80E1
8,825– 8,760– 9,480–
8,176 lb 11,225 lb
9,047 lb 8,776 lb 9,860 lb
Weight
4,003– 3,973– 4,300–
3,709 kg 5,092 kg
4,104 kg 3,981 kg 4,470 kg
Max. LP rpm 3,810 4,102 4,016 3,854 3,835
Max. HP rpm 9,925 10,761 10,859 11,055 11,105
Thrust-to-
5.08 5.84–5.97 5.48–5.7 5.51–6.28 5.86–6.22
weight ratio
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References
1. https://www.sciencedirect.com/topics/engineering/turbofan-engines
2. https://www.geaviation.com/commercial/engines/cf6-engine
3. http://www.iasg.co.uk/pdfs/articles/engine_services/cf680c2_engine_history.pdf
4. http://www.iasg.co.uk/pdfs/articles/engine_services/CF680E.pdf
5. https://en.wikipedia.org/wiki/General_Electric_CF6
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