Editing General Electric CF6 (section)

==Variants==

===CF6-6===
[[File:CF6-6 engine cutaway.jpg|thumb|right|CF6-6 diagram]]
[[File:General Electric GE CF6-6 High-bypass turbofan engine - NARA - 17447451 (cropped).jpg|thumb|CF6-6 cutaway]]

The CF6-6 was first used on the [[McDonnell Douglas]] [[McDonnell Douglas DC-10|DC-10-10]].

This 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. The 86.4-in (2.19-m) diameter fan generates an airflow of 1,300&nbsp;lb/s (590&nbsp;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&nbsp;lb (185.05&nbsp;kN).

====Undeveloped variants====
The General Electric CF6-32 was to be a lower thrust derivative of the CF6-6 for the Boeing 757.  In 1981, GE formally abandoned development of the engine, leaving the Boeing 757 engine market to Pratt & Whitney and Rolls-Royce.<ref>{{cite news | url=http://www.flightglobal.com/FlightPDFArchive/1981/1981%20-%200289.PDF | title=New engine proposed as GE drops CF6-32 | work=Flightglobal | date=January 31, 1981 | access-date=October 23, 2013}}</ref>

===CF6-50===

The CF6-50 series are high-bypass turbofan engines rated between 51,000 and 54,000&nbsp;lb (227.41 to 240.79&nbsp;kN, or '25 tons') of thrust. The CF6-50 was developed into the LM5000 industrial [[turboshaft]] engines. It was launched in [[1969 in aviation|1969]] to power the long range McDonnell Douglas [[McDonnell Douglas DC-10|DC-10-30]], and was derived from the earlier CF6-6.

Not long after the -6 entered service, an increase in thrust was required. It was obtained by increasing the mass flow through the core. Two booster stages were added to the LP (low pressure) compressor and the last two stages of the HP compressor were removed<ref>"CF6 Reliability", Flight International,2 July 1977, p. 11</ref> 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&nbsp;lb/s (660&nbsp;kg/s), yielding a static thrust of 51,000&nbsp;lb<sub>f</sub> (227&nbsp;kN). The increase in core flow decreased the bypass ratio to 4.26.

In late 1969, the CF6-50 was selected to power the then new [[Airbus A300]]. [[Air France]] became the launch customer for the A300 by ordering six aircraft in [[1971 in aviation|1971]]. In [[1975 in aviation|1975]], [[KLM]] became the first airline to order the [[Boeing 747]] powered by the CF6-50. This led further developments to the CF6 family such as the CF6-80. The CF6-50 also powered the [[Boeing YC-14]] USAF AMST transport prototype.

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.

The engine is designated the General Electric F103 in [[United States Air Force]] service on [[McDonnell Douglas KC-10 Extender|KC-10 Extenders]] and [[Boeing E-4]]s.

===CF6-80===
[[File:General Electric CF6-80C2K1F Engine at JASDF Gifu Air Base October 30, 2016 (cropped).jpg|thumb|CF6-80C2K1F Engine for the [[Kawasaki C-2]]]]
[[File:Ge cf6 turbofan.jpg|right|thumb|CF6 with cutouts at The [[National Air and Space Museum]] in Washington, D.C.]]
[[File:National Air and Space Museum - Washington DC - General Electric CF6 - Compressor and Combustor Cut Out.jpg|thumb|cutouts detail : compressor at right, combustor and HP turbine in center, and LP turbine at left]]

The CF6-80 series are high-bypass turbofan engines with a thrust range of 48,000 to 75,000&nbsp;lb (214 to 334&nbsp;kN).  Although the HP compressor still has 14 stages, GE did take the opportunity to tidy-up the design, by removing the empty air passage at compressor exit.{{citation needed|date=February 2013}}

The -80 series is divided into four distinct models.

==== CF6-80A3 ====
The CF6-80A3, which has a thrust rating of 48,000 to 50,000&nbsp;lb (214 to 222&nbsp;kN), powered two twinjets, the [[Boeing 767]] and [[Airbus A310]]. The GE-powered 767 entered airline service in [[1982 in aviation|1982]], and the GE powered A310 in early [[1983 in aviation|1983]]. It is rated for [[ETOPS/LROPS|ETOPS]] operations.

For the CF6-80A/A1, the fan diameter remains at 86.4 in (2.19 m), with an airflow of 1435&nbsp;lb/s (651&nbsp;kg/s). Overall pressure ratio is 28.0, with a bypass ratio of 4.66. Static thrust is 48,000&nbsp;lb<sub>f</sub> (214&nbsp;kN). The basic mechanical configuration is the same as the -50 series.

==== CF6-80C2 ====

For the CF6-80C2-A1, the fan diameter is increased to 93 in (2.36 m), with an airflow of 1750&nbsp;lb/s (790&nbsp;kg/s). Overall pressure ratio is 30.4, with a bypass ratio of 5.15. Static thrust is 59,000&nbsp;lb (263&nbsp;kN). An extra stage is added to the LP compressor, and a 5th to the LP turbine.<ref name=GECF6-80C2>{{cite web |url= http://www.geaviation.com/engines/commercial/cf6/cf6-80c2.html |title= CF6-80C2 Engine |publisher= GE Aviation |url-status= bot: unknown |archive-url= https://web.archive.org/web/20081121124612/http://www.geaviation.com/engines/commercial/cf6/cf6-80c2.html |archive-date= 2008-11-21 }}</ref>

The CF6-80C2 is currently certified on fifteen commercial and military [[widebody aircraft]] models including the [[Boeing 747-400]], and [[McDonnell Douglas MD-11]]. The CF6-80C2 is also certified for [[ETOPS|ETOPS-180]] for the [[Airbus A300]], [[Airbus A310]], [[Boeing 767]], [[Boeing KC-767|KC-767A/J]], [[Boeing E-767|E-767J]], [[Kawasaki C-2]], and (as the F138) the [[Lockheed C-5M Super Galaxy]] and [[VC-25A]].

==== F138-GE-100 ====

The F138-GE-100 is a military designation given to the specifically modified version of the CF6-80C2, to produce 50,400–51,600 lbf, with Strict Noise Regulations and Green Emissions, specially and specifically designed for [[Lockheed C-5M Super Galaxy|Lockheed Martin C-5M Super Galaxy]]. This CF6 variant became the new standard for C-5 Galaxies in 2017 after the CF6's predecessor, the GE TF-39, was retired.

====CF6-80E1====

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.<ref>{{cite web |url= https://www.geaviation.com/sites/default/files/datasheet-CF6-80E1.pdf |title= CF6-80E1 - GE Aviation}}</ref>   The {{convert|68,000|to|72,000|lbf|kN|abbr=on}} variant competes with the [[Rolls-Royce Trent 700]] and the [[Pratt & Whitney PW4000]] to power the [[Airbus A330]].<ref>{{cite web |url= http://www.iasg.co.uk/pdfs/articles/engine_services/CF680E.pdf |title= CF6-80E: Past, present and future |work= Engine Yearbook |date= 2006 |access-date= 2017-03-24 |archive-date= 2018-11-26 |archive-url= https://web.archive.org/web/20181126051531/http://www.iasg.co.uk/pdfs/articles/engine_services/CF680E.pdf |url-status= dead }}</ref>

====Other variants====

The industrial and marine development of the CF6-80C2, the [[General Electric LM6000|LM6000 Series]], has found wide use including fast ferry and high speed cargo ship applications, as well as in power generation. The LM6000 gas turbine family provides power in the 40 to 56 MW range for utility, industrial, and oil & gas applications.<ref>{{cite web|title=LM6000 & SPRINT Aeroderivative Gas Turbine Packages (36 - 64 MW)|url=https://www.ge-distributedpower.com/products/power-generation/35-to-65mw/lm6000-sprint-series|publisher=GE Distributed Power|access-date=2014-06-28|archive-date=2014-06-30|archive-url=https://web.archive.org/web/20140630211009/https://www.ge-distributedpower.com/products/power-generation/35-to-65mw/lm6000-sprint-series|url-status=dead}}</ref>

===Parts of unknown origin===
In 2023, [[Bloomberg News|Bloomberg]] reported that European aviation regulators had determined that London-based AOG Technics, majority owned by Jose Zamora Yrala, whose nationality is listed as British on some forms and Venezuelan on others, supplied parts of unknown origin and false documents for repairs on CF6s.<ref name=":0">{{Cite news |author=Julie Johnsson |author2=Ryan Beene |author3=Siddharth Vikram Philip |title=Fake Spare Parts Were Supplied to Fix Top-Selling Jet Engine |url=https://www.bloomberg.com/news/articles/2023-08-31/fake-spare-parts-were-supplied-to-fix-top-selling-jet-engines#xj4y7vzkg |url-access=registration |work=Bloomberg News |date= 31 August 2023 }}</ref>