GEnx first test

[GEnxsux]

Looks like the FETT went smoothly, up to near max thrust as well.

http://www.flightglobal.com/Articles...Nx+engine.html

Composite fan case looks pretty sexy as well. Gonna be interesting with this and the T1000!

[Ian Corrigible]

80K now achieved, it says here.

I/C

[barit1]

OAT was about 10C below ISA, so it's not difficult to get plenty of thrust on initial test. But it's always good publicity!

[Volume]

already more than 575 engines ordered for three new commercial aircraft

Three new commercial aircraft ???
Boeing 787
Airbus A 350
and ?

[ZFT]

...B747-800

[Kitsune]

It's amazing how easily 'thrilled' these chaps are....

[GEnxsux]

Originally Posted by barit1

OAT was about 10C below ISA, so it's not difficult to get plenty of thrust on initial test. But it's always good publicity!

I'm having a bit of a intelligence breakdown at the mo, could someone explain why you can achieve more thrust at a colder TAT?

All I get cobble together is that you can run the HP system faster with a greater fuel flow, as T4 is effectively cooler. Hp runs quicker, LP runs quicker, more air chucked out of the fan at a quicker speed. More thrust???

Or is that all boll*ocks?
Anyone care to shed a bit of light on it for me??

[Paul Wilson]

Cold air is more dense than hot air, therefore more mass for a given vomlume of air moved. Same reason that engines lose power with altitude, generally.

[Gufo]

Originally Posted by GEnxsux

All I get cobble together is that you can run the HP system faster with a greater fuel flow, as T4 is effectively cooler. Hp runs quicker, LP runs quicker, more air chucked out of the fan at a quicker speed. More thrust???

Oh, yeah. Under the same other parameters, if you can burn more fuel, you can get more power. It's the conservation of energy (i.e. valid for all thermal cycles)

Cheers