Professional Documents
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GE Aviation
Volume 1, Issue 1
Fall 2006
Welcome!
To all of our Aviation customers, were pleased to welcome you to our first edition of
the GE Aviation Flight Operations Newsletter. The industry in which we operate
has seen dramatic changes in recent years, and as we move forward, one
major aim is to be more proactive in sharing technology updates and
best practices that will ultimately help your operations. This
newsletter is a key part of that process. Our goal
is to provide engine technical and
operational information
in a way that is
familiar to pilots and flight operations personnel. We hope you will find
this information to be beneficial.
Periodically, we will publish this newsletter to bring you updates on new engine
technology, operational recommendations and other best practices related to
engine operation. Please take a look and let us know if there are any topics that you
would like covered in a future issue or if you have any recommendations on how to
make this a better publication.
In this issue:
Welcome!
GE Flight Operations Support A
Brief Introduction
Engine Power Loss Associated with
Ice Crystal Exposure
Fuel Conservation
Engine Warm-up and Cool-down
Times
The Fleet Logbook
Inclement Weather Operations
Introducing the GEnx
Volume 1, Issue 1
Fall 2006
engine. Deep convective weather systems, characterized by
significant lifting and cumulonimbus clouds with very high
cloud tops, may have a combination of ice crystals and
supercooled droplets. These deep convection weather
systems may contain ice crystal concentrations estimated to
be up to 9 grams per cubic meter or nearly 4.5 times the
maximum supercooled liquid concentration of 2 grams per
cubic meter, which is the basis for current engine icing
certification testing.
Page 2
Volume 1, Issue 1
Fall 2006
6 Flameout occurs
5
6
4
20
GE Aviation
Engine Modifications
Extensive engine testing and research has shown that ice
ingestion into the core of the engine can be minimized by
allowing shed ice to discharge out of the VBVs as shown
above. During low power operation, the VBVs are
commanded open. As the engine accelerates the VBVs are
closed. New FADEC logic will slow the rate of VBV closure
during accels allowing more of the ice that was actually shed
during the accel to leave the engine through the open VBV
doors into the fan stream. Similar engine logic has been very
effective at lower altitudes. Testing has shown that the
revised VBV logic can also provide similar benefits at higher
altitudes.
Page 3
Volume 1, Issue 1
Fuel Conservation
The rapid increase in fuel prices over the last several years has
affected all operators. GE has formed a fuel burn cluster
group, which is studying this issue from every angle to include:
new engine technologies, improved maintenance practices,
different operational considerations and other suggestions to
flight crews for the optimized use of the engines. The
following information may be beneficial in reducing fuel
consumption at your operation.
Fall 2006
Proactively Monitoring the Fleet with GE
Diagnostics
Operators are increasingly aware of the tremendous resource
that GEs Diagnostics tool can be in reducing fuel burn. EGT or
ITT trending can identify bleed air leaks and other engine
conditions that can reduce engine efficiency. Unidentified
bleed air leaks as a result of a valve change or other
maintenance can increase fuel burn and decrease EGT
margin. Diagnostics can help identify these inadvertent leaks
much more quickly, saving fuel, compared to finding the leak
at the next scheduled maintenance check. The basic GE
Diagnostics tool is available free of charge to all GE engine
operators.
Human Factors
The highest exposure to excessive engine deterioration comes
at the hands of the human operators. Both pilots and
maintenance technicians are equally qualified to cause
excessive deterioration by using aggressive thrust lever or
power lever movements. Rapid thrust lever or power lever
bursts or chops cause rapid thermal changes to occur
between the more massive internal rotating components and
the less massive external engine cases. The different thermal
expansion characteristics combined with centrifugal forces
may result in turbine rubs that actually remove material
from the turbine blades decreasing turbine efficiency and
increasing fuel burn. Operators are encouraged to teach
pilots and maintenance technicians that smooth, and
deliberate thrust/power lever movements are essential in
preserving engine efficiency. Rapid thrust lever movements
should simply be avoided whenever practical.
Page 4
Volume 1, Issue 1
Fall 2006
Engine-Out Taxi
Engine
Type
Idle Reverse
Fuel Burn
Reduction
(lbs)
Estimated Savings
@ $2.00 per Gallon
CF34
39
$11
CFM56
(2 Eng. Appl..)
30
$9
$60
CF6-80C2
(2 Eng. Appl..)
133
$38
267
$76
$68
CF6-80C2
(4 Eng. Appl..)
GE90
149
$43
Engine
Type
CF34
CFM56
(2 Eng. Appl.)
441
500
CF6-80C2
(2 Eng. Appl.)
940
CF6-80C2
(4 Eng. Appl.)
2000
GE90
1440
(lbs)
231
263
494
1050
756
Estimated
Savings @
$2.00 per
Gallon
$128
$271
$195
The fuel savings above are approximate and may vary with
different installations, aircraft loading, etc.
Page 5
Volume 1, Issue 1
Warm-up Time
The engine warm-up time is used to help thermally stabilize
the engine components prior to takeoff thrust application.
Rapid thrust advance on a cold soaked engine may increase
the potential for turbine blade rubs which increase engine
deterioration and increase fuel burn. In addition, some
operators have found that increasing the first flight of the day
warm-up time, from 2 minutes to 5 minutes for example, can
minimize the potential of an EGT exceedance during takeoff,
especially on older non-FADEC engines.
Cool-down Time
The engine cool-down time is also intended to thermally
stabilize the engine prior to shutdown. Insufficient cool-down
times may result in increased oil system coking and/or
increased fuel nozzle coking. Oil system coking, shown below,
occurs when the oil flow from the engine driven oil pump is
reduced after shutdown allowing the stagnant oil to basically
bake in the tube which is exposed to the high soak-back
temperature. Increasing cool-down time will help reduce this
soak-back temperature and minimize coking. Insufficient
Fall 2006
cool-down times may also increase the probability of a bowed
rotor start during the subsequent start. The bowed rotor
condition is caused by high soak-back temperature and the
decreasing air flow within the nacelle after shutdown. As the
hot air rises within the nacelle the lower part of the engine
rotor system cools more rapidly than the top causing a very
slight bow of the high pressure and/or low pressure rotor.
Although it is typically not detrimental to the engine, a bowed
rotor start may result in increased vibration during the early
portion of the next start until the airflow within the engine
increases, thermally stabilizing the engine components. The
highest probability of a bowed rotor start is typically 20
minutes to several hours after engine shutdown.
The typical normal operation warm-up and cool-down times
for the various engine families are shown below. Specific
operations, like high power maintenance runs or other
operations may require longer times than shown. Please refer
to the aircraft operations documents or engine maintenance
documents specific to the aircraft and engine configuration
you are operating for specific warm-up and cool-down
requirements. For more information please contact Capt.
Walt Moeller at (513) 552-6602 or walt.moeller@ge.com
Engine
Warm-up Time
Cool-down Time
CT7
2 min.
2 min.
CF34
2 min.
2 min.
CFM56
2 min.
3 min.
CF6
3 min.
3 min.
GE90
3 min.
3 min.
Engine
Family
No. of
No. of
Cumulative
Operators Engines Engine Hours
CT7
103
1620
26109896
CF34
56
3013
30640818
CFM56
564
15763
322984631
CF6
252
6677
292340830
GE90
28
483
7790227
Totals
1003
27556
679866402
Page 6
Volume 1, Issue 1
Fall 2006
Engine Operation in
Inclement Weather
Scoop Factor
Accel schedule
Rollback
Operating
line with
extremely
high water
ingestion
Volume 1, Issue 1
Fall 2006
Introducing the
http://www.geae.com/education/theatre/genx/
Advanced Combustor
Technology for leaner fuel
Unique FOD Rejection System
Coneliptical Spinner
for improved inclement
weather characteristics
Page 8