….According to the reports confirmed by several sources, the
.777X’s engines have finished their flight tests, being tested in the Mojave desert aboard a modified
.747-446 Propulsion Test Platform (PTP); MSN
.26355 / LN
1024, reg.
N747GF, replacing one of its four
.CF6-80C2B1F, twin-shaft, high-bypass, turbofan engines (fan diameter: 2.362,0 mm / 93,0 in; BPR: (4,97-5,31):1; engine architecture: 1F+4LPC–14HPC
〧2HPT–5LPT), OPR: (27,1-31,8):1, rated at 254,26 kN / 25.927 kgf / 57.160 lbf, with the new
.GE9X-105B1A, twin-shaft, high-bypass, turbofan engine (fan diameter: 3.403,6 mm / 134,0 in; BPR: 10,0:1; engine architecture:
1F+3LPC–11HPC〧2HPT–6LPT), OPR: 61,0:1, rated at approximately 467,06 kN / 47.627 kgf / 105.000 lbf. The
General Electric company acquired its
Boeing 747-446 flying testbed from
Japan Airlines (reg.
JA8910), modified it (winglets have been removed), strengthened the aircraft’s wing and strut to accommodate test engines.
… ………… …In January 2017
GE Aviation accomplished the
last flight with their
.747-121 Flying Test Bed; MSN
.19651 / LN
25, reg.
N747GE, powered by four
.JT9D-7A, twin-shaft, high-bypass, turbofan engines (fan diameter: 2.340,0 mm / 92,3 in; BPR: 5,0:1; engine architecture: 1F+3LPC–11HPC
〧2HPT–4LPT), OPR: 23,4:1, rated at 205,29 kN / 20.933 kgf / 46.150 lbf ( 212,05 kN / 21.623 kgf / 47.670 lbf with water injection ).
… …The
General Electric company acquired its
Boeing 747-121 flying testbed from
Pan Am (reg.
N744PA) in 1992, submitted it through the modifications like removing seats, strengthening the left wing and tail for flight testing and installing data systems. It began operations with
General Electric in 1993 at its Flight Test Operation facility, which was then located in Mojave, California.
… …… …Image above:.(Please click for a larger view).GE Aviation’s
.747-121 Flying Test Bed during the testing of the
.GE90-115B, twin-shaft, high-bypass, turbofan engines (fan diameter: 3.251,2 mm / 128,0 in; BPR: 9,0:1; engine architecture:
1F+4LPC–9HPC〧2HPT–6LPT), OPR: 42,0:1, rated at 513,95 kN / 52.408 kgf / 115.540 lbf. During the
certification testing at
GE's outdoor test facility in Ohio, in 2002, the
GE90-115B, twin-shaft, high-bypass turbofan set a world record reaching 568,93 kN / 58.014 kgf / 127.900 lbf of thrust. The engine ran for approximately 60 hours at triple red-line conditions: maximum fan speed
N1 -
2.617 rpm (111,1 %), maximum core speed
N2 -
11.321 rpm (121,3 %) and maximum exhaust gas temperature
EGT - 2.013 °F /
1.100,6 °C, all that to evaluate the engine at its operational limits.
… …The
.747-121 Flying Test Bed, reg.
N747GE, provided critical flight data on more than 11 distinct engine models and 39 engine builds, including widebody engines like the
.GE90,
.GEnx and the
.GP7200,
.CF34 engines for regional jets, narrow body engines like
.CFM56 and
.LEAP, and the
.Passport for the business aviation. With
General Electric, the historic
Boeing 747 aircraft completed more than 3.600 flight hours and 775 cycles before its final flight in January 2017. Even it got a new livery in 2015, replacing the
GE Aircraft Engines’s
old paint scheme with the
GE Aviation’s …
… …In 2016 the first
.GE9X test engine completed its test runs. In 375 cycles it completed 335 hours of testing that were including evaluation of performance during water ingestion, overheating, crosswinds, blade out, hailstorm testing,
icing tests, bird ingestion, block or endurance testing and testing in extremely cold temperatures. The company's first round of
.GE9X airborne testing was
delayed more than two months in 2018 after engineers discovered unexpected wear on "lever arms" that alter the pitch of vanes inside the engine's compressor. The engine finally got airborne in March 2018 when
General Electric began an initial round of airborne tests that lasted until early May. That round involved 18 flights and 105 hours of flight time, allowing
GE to study high-altitude performance and to compare performance during cruise to ground-test data.
…………GE Aviation’s
GE9X, twin-shaft, high-bypass, turbofan engine, aimed for the propulsion of the future
.777-8 /-9 aircraft (MTOW:
775.000 lb / 351.534 kg), returned to the skies on 10. Dec 2018 for a second round of airborne testing during which the engine maker evaluated the powerplant’s software and performance in hot-and-high conditions. Testing concluded following 18 flights and 320 flight test hours.
……The test
.777X aircraft; MSN
64240 / LN
1567, reg.
N779XW, powered by two
.GE9X-105B1A, twin-shaft, high-bypass, turbofan engines (fan diameter: 3.403,6 mm / 134,0 in; BPR: 10,0:1; engine architecture:
1F+3LPC–11HPC〧2HPT–6LPT), OPR: 61,0:1, rated at approximately 467,06 kN / 47.627 kgf / 105.000 lbf is in the process of preparing to begin a series of testing, expected to take its first flight later this spring. Following this testing, it is expected of receiving 2019 certification and entering the service in late 2020 with
Emirates as the launch cutomer. The aircarft become well known for its new
folding wingtips, which fold up to reduce the aircraft’s wingspan when it’s on the ground. However, when the aircraft is flying, they are folded out to increase the lift generated.
… ………GE Aviation also plans to develop the versions of the
GE9X turbofan engine with 93.000 lbf and 102.000 lbf of thrust, according to regulatory filings with the
FAA. Those engines could power the other
.777X aircraft variants…
…… ……•
.GE9X-105B1A ……•
.GE9X-105B1A1 ……•
.GE9X-105B1A2……•
.GE9X-105B1A3……•
.GE9X-102B1A……•
.GE9X-102B1A1……•
.GE9X-102B1A2……•
.GE9X-102B1A3……•
.GE9X-93B1A…Mario