THE GEnx: NEXT GENERATION AVIATION

Abstract Jet engines have been a convenience for decades,

yet General Electric has recently revolutionized this
common technology with the release of their next generation
jet engine, the GEnx. The GEnx has improved upon other
older jet engines designs with the addition of modern
composite materials, next generation compressor systems, a
revolutionary high-bypass system that decreases noise
pollution, and an advanced combustion chamber that
improves stability and drastically reduces standard
operation temperatures, and more
This paper will describe, in parts, how GE has improved
upon the design of their previous engine models with
regards to maintenance costs and the efficiency of the
operation and fuel systems. The first section will discuss how
the use of modern materials and composite parts makes the
fan blades and outer shell incredibly durable, while
reducing the overall weight of the unit and the cost of its
maintenance. The second section will describe the technical
aspects of the engine and how the improved temperature
stability, counter-rotation, digital diagnostics, and air-
bypass systems contribute to the overall longevity,
performance, and environmental benefits of the engine. In
the third section, we will briefly discuss the impact of the
GEnx on next-generation aircraft. GE has always been a
leader in the development of jet engines and mechanical
technology, and the new GEnx engine affirms that position
by introducing groundbreaking advancements into the field
of modern aviation science.

Key WordsGEnx, carbon fiber, titanium, composite,
compressor, combustor, turbine, blisk
MECHANICS OF THE MODERN JET ENGINE
Jet engines are vital to the travel of millions of people
worldwide every day. The average person, however, never
explores the extremely complicated physics and mechanics
behind the operation of a jet engine. The modern jet engine
is composed of several main subsystems: the main fan and
housing, the compressor, the combustor, the turbine, and the
maintenance system. All of these systems must work
together in order to perform the engines main function,
which is providing the massive amount of thrust required to
lift a standard commercial airliner. Modern companies such
as General Electric are re-inventing standard jet engines by
incorporating new technologies to improve efficiency,
performance, and reliability.







The Main Fan

Thanks to the innovative use of carbon fiber blades with
titanium edges, each of the fan blades on the GEnx is larger
and more aerodynamic than those of its predecessor,
allowing the GEnx to use fewer blades than older engines.
Thanks to some 3D design work by General Electric, the
GEnx jet engine utilizes only 18 carbon fiber blades, in
comparison to 22 on its predecessor, the GE90. Each of the
new carbon fiber blades is larger and moves more air than
the smaller titanium blades in its predecessor. In addition,
the reduction in the number of blades used on the fan of the
GEnx reduces the resistance caused by the friction of air
moving over the surface of each blade as it enters the
turbine, which increases performance and decreases overall
weight.


FIGURE 1
A CLOSE UP VIEW OF THE NEW TITANIUM-TIPPED CARBON FIBER
BLADES OF THE GENX
In addition to the reduction in the number of blades in the
fan, General Electric has made the fan assembly removable
from the remainder of the engine, allowing a spare turbine to
be mounted without removing the entire assembly from the
wing of the aircraft. Using this method, GE decreases
maintenance costs and downtime for all aircraft powered by
its GEnx engines. In the GEnx, General Electric began to
use a new high-bypass design; this involves allowing a great
portion of the air coming through the fan to leave the engine,
only using a small portion of the incoming air. The
remaining air bypasses the rest of the engine and leaves
through the honeycomb structure beyond the fan blades. A
very large volume of air enters the engine at high speed, and
due to the design of the engine, a large portion of this air
leaves the engine without being used. This allows only clean
air into the compressor before being mixed with fuel. Use of
the high-bypass design greatly reduces noise, improves

2
airflow and air quality through the compressor, and finally
increases fuel efficiency. This high-bypass setup also allows
flying objects to be centrifuged to the outside of the fan duct
and discarded out of the engine through variable-bleed valve
door located behind the fan instead of entering the
compressor, resulting in costly repairs. As seen in Figure 2,
air enters through the main fan, and the majority of this
incoming air exits through the back of the fan while a small
portion is used for combustion.

FIGURE 2
A CUT AWAY SIDE VIEW OF THE GENX JET ENGINE ILLUSTRATING AIR
FLOWING THROUGH THE ENGINE
The new design increases airflow, and has the highest
bypass ratio of any commercial engine available today at
19:2. This number means that the volume of air bypass the
compressor and combustor of the engine compared to the
volume of air entering the engine is in a 19:2 ratio. This
process decreases noise produced by the aircraft while
improving the quality of air flowing into the compressor,
which causes an increase in fuel efficiency. The air being
mixed with fuel in the GEnx has less debris than in similar
engines due to the design of the fan housing and variable-
bleed ducts. This innovation will help to decrease noise
pollution in areas surrounding commercial airports, while
also decreasing fuel costs.

The Compressor

After the main fan, comes the compressor of a jet engine.
This is the stage of the engine where the air from the main
fan is compressed before it is mixed with fuel and ignited.
The GEnx has one of the highest compression ratios of any
commercial jet engines, coming in at 23:1. This means that
the pressure of air leaving the compressor is 23 times that of
the air that enters. Compressing the air that enters the jet
engine allows the jet engine to optimize the burn of fuel to
maximize power output. To achieve this high level of
compression, General Electric uses a seven stage low
pressure compressor which differs from the older six stage
compressor. The stages of a compressor, as shown in figure
3, are disks with varying number of blades that increase the
pressure of the air as it passes through each individual disk
on its path through the engine. In the GEnx, General Electric
added the additional stage, while reducing the number of
blades for each individual stage. The use of fewer blades
with an additional stage kept the weight the same, but
increased fuel efficiency.

FIGURE 3
A CUT AWAY SHOWING THE BLISKS WITHIN THE COMPRESSOR OF THE
NEW GENX JET ENGINE
As seen in Figure 3, the GEnx also utilizes a new high-
pressure turbine that was increased from nine stages to ten,
creating the final 23:1 compression ratio within the engine.
General Electric also designed the two compressor sections
to spin in opposite directions. The low-pressure compressor
spins counter-clockwise while the high-pressure turbine
spins clockwise. The counter rotation of these two turbines
actually improves fuel efficiency by improving the transition
between the two stages.


FIGURE 4
A CLOSE UP OF A STANDARD BLADED DISK. NOTE THE DOVETAIL-SHAPED
JOINT WHERE THE BLADE AND DISK MEET
In each of these stages, blisks or blade-disks are used to
increase the pressure of the outside air to the pressures
needed for efficient combustion. Instead of using standard

3
blades attached to a central disk, a blisk is one solid piece of
material that is both the blade and the disk, removing the
dovetail joints where blades are normally attached to the
disk. This dovetail joint can be seen in Figure 4, and the
blisk replacement of this part can be seen in Figure 5.
Removing this joint improves overall strength and reliability
of the blisk, which increases the longevity of the engine
itself. These blisks spin at very high rates, and at these rates,
cavitation becomes a severe concern. Cavitation occurs
when a fluid is subjected to differences in pressure, causing
small vacuum bubbles of low pressure to form, which then
implode when entering areas of high pressure. In a jet
turbine, the fluid is air, and the areas of low and high
pressure are created from the spinning of the fan blades and
blisks. Inside the compressor, these small implosions of
bubbles can wear down the surface of the blisk, causing
cracks and failure.

FIGURE 5
ONE OF THE TITANIUM-REINFORCED BLISKS (BLADED-DISKS) OUT OF
THE GENX
Cavitation is lessened due to the removal of the weaker
joint between the two pieces, but can still cause failure of a
blisk, shooting debris through the rest of the engine. If one
of these blisks fails, the rest of the engine is put in danger of
being shredded by metallic debris. To combat this problem,
General Electric uses very strong metal blisks, covered in a
special coating designed for use in very high temperatures,
paired with a state of the art tracking system that can predict
when a part will fail. This strong metals and heat resistant
coating improves the reliability of the blisks under the high
temperature and high pressure conditions present in the
GEnx jet engine. The state of the art tracking system records
the serial number of every part within the engine, and tracks
usage to determine when one specific part could become
damaged to prevent a total loss. Instead of replacing a part
after it fails and destroys the parts around it, GE replaces the
part before it fails, saving other costly components
downwind.



The TAPS Combustor System

Inside of the GEnx, after the compressor, the air enters the
specially designed combustion chamber of the engine called
a TAPS combustor. The use of a Twin Annular, Pre-mixing
Swirler (TAPS) combustor in the GEnx has greatly
improved its fuel efficiency and reduced its emissions. This
technology uses a system of pre-mixing the fuel and air
before combustion to improve efficiency. In the GEnx, air
leaves the compressor stages and is directed into two high-
energy swirlers near the fuel nozzles. These swirlers, as
seen in Figure 6, create a vortex where air and fuel are
mixed before entering into the combustion chamber to be
ignited. Air enters the TAPS combustor, and is swirled
through the circular white holes while fuel is injected into
the region. This swirling of the air allows the fuel and air to
mix more homogenously, which creates a more concentrated
mixture that burns at a much lower temperature than the
mixtures used in its predecessors. The lower combustion
temperature, which reduces exit temperature variation by
205C (401F) reduces the strain on the components after
the combustor in the GEnx jet engine, which decreases
overall maintenance costs. In older jet engines, high
temperatures after the combustor can wreak havoc on the
blades of the turbine. In the GEnx, the lower combustion
temperatures reduce the strain due to heat, saving these vital
components.
The lower temperature within the engine also reduces
pollution because certain types of air pollution, especially
nitrogen oxides (NOx), increase exponentially at higher
temperatures. NOx, a pollutant which generates acid rain
and smog, is created when oxygen and nitrogen react at high
temperatures. Reducing these emissions is extremely
important when building a sustainable future, as a reduction
in atmospheric pollution leads to less contamination of
rainwater, air, and the ozone layer. When fired at
comparable thrust levels, the GEnx produced over 30
percent lower NOx emissions than General Electrics
widely-used CF6 engine. In addition, the damage reduction
due to lower temperatures in the TAPS combustor allows the
combustor to last longer than comparable engines which fire
at higher temperatures. By allowing combustor components
to last longer, GE is saving the energy and raw resources
that would be used in the production of new parts.






4
.
FIGURE 6
A CUT AWAY SHOWING THE TAPS COMBUSTION SYSTEM IN THE
COMBUSTOR OF THE GENX
Maintenance System

Along with all of the innovative technologies used in the
mechanics and materials of the GEnx, there is also a state of
the art monitoring system that tracks every part in each jet
engine by serial number. This system warns technicians to
replace parts within the engine before they actually fail. The
system tracks the life of individual parts by their usage, and
monitors the strains placed on the entire system to calculate
when a part could crack or warp. As mentioned earlier, this
system allows airlines to do preventative maintenance on
their engines, saving time and money.
The system includes multiple sensors throughout each
subsystem of the engine that track real-time data and
compare it against a General Electric model of the ideal
operation of the engine. This model took years to develop
and consists of thousands of hours of operational data on the
ideal operation of the jet engine. This real-time comparison
allows the maintenance crew to look at each engines usage
and history and analyze anomalies. If any issues arise, the
crew can look into each subsystem at that particular time to
isolate which part caused the issue. The computer system
saves approximately $7 per hour of flight time due to the
more efficient use of both parts and labor. The lowering of
costs and increase in performance and sustainability of the
engine helps companies to maintain lower operating costs
and more reasonable prices for everyone using their service.
MATERIALS IN THE MODERN JET ENGINE
The materials used in the construction of a jet engine and its
component parts are equally as important as the mechanics
themselves. Without the proper materials, the engine parts
simply will not function as efficiently as possible. As such,
important considerations must be made when considering
the materials of a jet engine. The components must be
thermally stable, corrosion-resistant, durable, easily
produced, and easily obtained, among many other concerns.
In order to meets these needs, modern companies are
designing their next-generation engines to utilize some of
the finest, most reliable materials available. These materials
will make the engine components more durable than ever,
while greatly improving operation performance and reducing
maintenance costs.

Titanium Alloys

Titanium has been recently used in jet engine construction
because of its strength, durability, and other properties that
make it useful in the aviation industry. Other materials, such
as aluminum, stainless steel, and aluminum-and-nickel-
based alloys are lacking in many of the benefits inherent to
titanium, making it a material of substantial use in modern
aviation science. For example, titanium is about 40% less
dense than other alloys and steels, which leads to an increase
in titaniums strength-to-weight ratio. This term simply
means that a small quantity of titanium alloy has the
equivalent strength of a larger quantity of an alloy of steel or
aluminum and nickel. This is crucial to aviation design,
because it means that less material can be used in
development of engine components. Thus, the resulting parts
will be lighter in weight than yet just as efficient as similar
parts made with other, heavier alloys. Titanium alloys can be
far stronger than iron- and cobalt-based superalloys (alloys
that exhibit incredible strength, thermal stability, and
corrosion resistance) and certain iron-based steels as well.
In addition, titanium is very easily forged and cast into
many forms for mechanical and industrial use. It can be
made using standard, non-special industrial techniques and
fused together in a variety of ways. Commercially pure (CP)
titanium and its alloys are the most easily welded, allowing
them to be formed into component engine parts with little
difficulty and less cost than more non-malleable materials. It
should be noted, though, that titanium can cost up to as four
times as much as some steels. However, such a price is
comparable to that of some superalloys, which, with respect
to the design of jet engine components, are not as stable and
effective as titanium.

Heat and Corrosion Resistance

Titanium alloys, especially commercially pure (CP)
types, exhibit strong thermal stability (resistance to
decomposition at high temperatures) up to temperatures of
roughly 538-595C (1000-1100F), and it is possible for
certain titanium-aluminum samples to resist even higher
temperatures. This is important in jet engine design because
the components of the engine that are exposed to these
extreme temperatures must be made of materials that can
withstand such heat without fail. Also, titanium is known for
its exceptional corrosion resistance; it is far more resistant to
atmospheric corrosion and degradation than stainless steel
alloys. This is because titanium is naturally reactive with and
has a strong affinity for oxygen, so a thin yet incredibly
protective and durable film of oxide molecules naturally

5
forms on titanium surfaces when they are exposed to air and
moisture. This protective film continually forms and reforms
itself so long as the metal remains exposed to moisture and
open air. Thus, titanium and titanium alloys are very
resistant to open-air corrosion and oxidation (degradation
and chemical changes, such as rusting, due to a loss of
electrons) at high temperatures (up to 650C/1200F). This
is incredibly important in aeronautics because jet engine
components must be able to resist the negative effects of air
being combusted at very high temperatures and the unstable
chemical reactions that occur therein.

Titanium in the GEnx

General Electric has incorporated titanium alloys into many
of the components of their new GEnx engine model. Where
older models utilized other, more inferior metals and alloys,
such as aluminum, in engine design, General Electric has
introduced stronger, more reliable titanium alloys.
The fan blades of a jet engine are crucial to the systems
proper operation. However, they are very prone to damage
from flying debris, such as birds that stray too close to the
engine. The GEnxs new fan blades have titanium-tipped
edges, giving them numerous advantages in structural
stability and performance. The blades themselves are made
with composite materials, but these materials can be easily
frayed by the force of the air passing over them. In order to
prevent the tips from fraying and compromising the safety of
the engine, they have been covered in titanium (see Figure
8), the durability of which will prevent the blade tips from
needing frequent maintenance. Also, these titanium-
reinforced blade tips redirect the force of debris collisions to
the main body of the blades themselves. In other words, the
shock damage caused by debris hitting a blade tip will not
overly damage it; the energy is transferred downward into
the far stronger, more durable composite material of the
blades main body.
Titanium alloys are also used in the later-stage turbine
blisks of the engines compressor. Given that these turbines
are subject to rotation at high speeds, temperatures, and
volume of air flow, the blisks must be made of a highly heat-
and corrosion-resistant material. Titanium, as previously
mentioned, is very resistant to damage from heat and
oxidation, allowing it to perform tasks that require resistance
to extreme conditions.
CARBON FIBER & PLASTIC COMPOSITES
While the use of titanium in industry has been a mainstay for
some time, the use of carbon fibers in industrial design and
manufacturing has been a rising trend in recent years. The
numerous advantages that carbon fibers have over traditional
materials make them a very attractive option for the structure
of many industrial products, including jet engines. As a
design material, carbon fiber filaments are durable,
lightweight, electrically and thermally stable, and easily
formed into final products.

Composition and Structural Benefits

A carbon fiber is a fiber filament that is composed of at
least 92 percent carbon; the carbon is in the form of long
filaments which are woven together and sealed with a resin
that, when dried, provides incredible strength. Since carbon
is a very light element, the fibers are very thin and
lightweight, with fibers measuring roughly 5-6 micrometers
(1 micrometer = 10
-6
meters) in diameter. As a result, carbon
fiber filaments are far less dense than other materials,
causing them to contribute much less weight to any engine
components that they are a part of. Also, they are a very
elastic material; a high elasticity means that they are able to
very effectively resist deformation when stress is applied,
allowing them to retain their shape under extreme physical
conditions. As a result, they can be easily constructed into
various jet engine components without the negative side-
effects of stress damage. This allows for more experimental
component design and a greater degree of reliability and
structural stability for parts made of carbon fiber.
The structure of a crystalline carbon fiber is most closely
related to that of graphite; multiple layers of carbon atoms,
bonded together in a flat, honeycomb-style arrangement, as
shown in Figure 7. These layers, due to the weak
intermolecular forces that hold them together, easily slide
across each other horizontally.



FIGURE 7
THE MOLECULAR STRUCTURE OF GRAPHITE, IN WHICH MULTIPLE
LAYERS OF BONDED CARBON ATOMS ARE BONDED TOGETHER
VERTICALLY (AS SHOWN IN THE INSET)

However, carbon fibers, when looked at on a larger scale,
are not made entirely of parallel layers of carbon, but rather
longer ribbons. While the surface layers are technically
parallel, the inner layers are warped into hairpin folds. These
folds prevent the ribbon layers from sliding past each other

6
as they do in graphite, granting the fiber strength, durability,
and elasticity parallel to the horizontal plane. Also, the more
aligned the layers are, the stronger the structure becomes;
this type of arrangement is known as a fiber texture. The
stronger the fiber texture is, the greater the carbon fibers
properties, such as density, elasticity, and tensile strength
(the amount of stress due to stretching that a material can
handle before it begins to deform). Hence, a carbon fiber
that possesses these qualities would have tremendous
strength, elasticity, and durability when compared to other,
more conventional industrial materials such as metal alloys.
Electrical and Thermal Conductivity
In addition to strong physical properties, carbon fibers are
also very stable in terms of electrical and thermal energy.
With the increasing strength of the fiber texture, a carbon
fiber becomes more electrically and thermally conductive.
The more conductive a material is, the more energy it can
stand to safely transfer. For example, a thermally-conductive
material may be used in the application of a heat sink, which
is a device that absorbs heat in a system (such as in a
computer or an engine) and transfers it to the surrounding
air, thereby cooling off the system and keeping it from
overheating. Thus, fibers used in engine design that are
structured this way are able to prevent electrical- and heat-
based damage in the areas of the engine that they are
incorporated into.
With regard to the aforementioned molecular layer
structure of the fibers, the bonds that hold the carbon atoms
of each layer together are caused by delocalization of certain
electron orbitals (areas of negative charge around an atom).
When an electron is delocalized, it is no longer associated
with a single atom, but instead roams freely around the space
of the structure. This results in increased electrical and
thermal conductivity along the horizontal plane since the
material is more receptive to energy and electrical charges.
CARBON FIBER IN THE GENX
General Electrics GEnx engine utilizes the best properties
of carbon fiber material technology in its redesign of
traditional jet engine components. Numerous parts of the
engine have been constructed using carbon fiber materials in
place of previously-used metal alloys, all with outstanding
benefits and results. By replacing aluminum and titanium
alloys with carbon fibers and fiber-reinforced plastics, GE
has greatly enhanced the performance of its newest jet
engine.

Fan Blades

Formerly, the fan blades of a jet engine were composed
of a titanium or aluminum alloy, mostly for the durability
those materials provided. However, such metals are heavy,
cumbersome, and prone to damage. During flight, engines
may encounter debris and foreign objects that sporadically
fly into the blades, either damaging them or moving past
them and into the combustor, where they can cause massive
damage. Fortunately, the GEnx utilizes the aforementioned
variable-bleed valve doors, which remove debris that passes
the fan blades, preventing it from entering the later stages of
the engines combustion process. These valve doors are built
with carbon fiber plastics so as to improve their durability
and reliability, as their operation is essential to the safety of
the engine.
In addition, the blades themselves are made of carbon
fiber materials; a far cry from metal-based blades of past
models (see Figure 8). With the replacement of traditional
metal alloy blades, GE had greatly enhanced the blades
strength and lifespan as well as their general efficacy. The
composite blades are more shock-resistant and able to
withstand much more foreign object damage (FOD) from
debris than their metal predecessors. Also, their inherent
low density makes solid composite blades 10% lighter than a
hollow titanium blade, and overall, composites are 66%
lighter than titanium and 100% stronger.


FIGURE 8
THE CARBON FIBER FAN BLADES OF THE GENX, WITH TITANIUM-COATED
EDGES

Composite fan blades are stronger and lighter than
traditional titanium blades, and General Electric has also
designed the engine to work with fewer bladesand thus
less weightthan previous models; the count has been
reduced from 22 to 18. This change increases efficiency and
decreases noise by reducing the amount of scrubbing on
the blades; a phenomenon that involves the drag force of air
and air resistance wearing down the blades as air moves
across their surfaces. When the blades were tested on the
earlier GE90 model, they were given a 30-year lifespan, and
after a decade of performance and 6.5 million flight
hoursonly three composite blades [had been] removed
from service due to debris damage. This not only serves as
a testament to the blades incredible performance, but also

7
shows that costs of maintenance are drastically reduced with
the switch to composite fan blades.

Fan Blade Chamber Housing

The outer casing of the fan, as shown in Figure 9, is also
made of carbon fiber plastic composites, and it provides
drastic improvements over the older aluminum casings. The
design of the casing utilizes a specific braid-and-weave
pattern of carbon composite fibers and a coating of resin in
order to replace the traditional aluminum alloy material. In
addition, a special thickened middle weave improves
durability by [providing] a fan-blade containment layer,
eliminating the need for the Kevlar blanket used on
aluminum cases. Since this containment layer is
incorporated directly into the blade housing, the casing
contains a durable extra layer without the need of additional
materials such as Kevlar.


FIGURE 9
THE COMPOSITE OUTER HOUSING OF THE GENX FAN BLADE CHAMBER

This design greatly reduces the weight of the unit while
also improving its resistance to damage; after over 100
ballistics test were performed on the casing design, it was
shown that the composite case was more resistant to
ballistic FOD damage than aluminum cases. Through the
use of carbon fibers in the design of their newest jet engine,
General Electric has significantly reduced the risk presented
by airborne debris, the cost of maintenance, and the overall
weight of then engine, all while greatly improving its
performance. In comparison to the earlier GE CF6 engine
model, the GEnx will use 15 percent less fuel, which is an
important factor in lowering costs for airlines and customers.
With the new, more durable fan blades and housing,
General Electric has greatly reduced its need for extra parts
and equipment. This allows the company to save the raw
materials and energy necessary for the construction of
replacement parts. These resources saved on replacements
can go directly into the development of new engines,
allowing for more fully-functional engines to be built out of
materials once used for backup fan blades and chamber
housing.
RE-INVENTING THE JET ENGINE
General Electric has spent millions of dollars designing and
building their next generation GEnx jet engine, but what
good is it to the average person? The GEnx allows airlines to
spend less money annually on fuel and maintenance,
lowering the operating costs of all of their aircraft. This, in
turn, keeps flight costs competitive for the consumer. The
GEnx also helps the environment world-wide due to its
decrease in air pollution thanks to its more efficient fuel
mixture and lower burn temperatures. Planes are not going
to stop flying, and providing a safer and more
environmentally friendly solution to propel them will allow
the newest generation of aircraft to operate safely.
The GEnx is a part of General Electrics
Ecomagination product line, which stresses the use of
technology that improves operational and consumer
performance while paying heed to the ecological concerns of
the industry. Thanks to General Electrics innovative use of
modern composites, metals can be saved for use in more
vital parts of the aircraft such as the turbines and compressor
instead of being wasted on costly fan blades and housings.
The use of various specialized coatings and lightweight
materials increases fuel efficiency while reducing weight,
which saves airlines money, and reduces the amount of fuel
consumed each year. Fossil fuels are a non-renewable
resource, and providing the most efficient ways to use these
fuels is vital to continuing their use in the years to come.
Finally, the high-bypass ratio of the GEnx decreases the
noise output of the engine by 30%, reducing noise pollution
in areas surrounding large airports. Along with all of the
other innovations General Electric has utilized in the GEnx,
the engine will stay on aircraft 30% longer than previous
engines, will increase fuel efficiency, decrease various types
of pollution, and decrease operating costs in many ways. All
of the perks of the newest generation of jet engines makes
airlines, passengers, and regulatory officials eager for these
engines to become the standard.






8


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