Back in the 1980’s GE Aviation experimented with composite fan blades on its GE36 open rotor jet engine that successfully ground-tested and flew. This encouraged GE to use composite fan blades for the GE90 engine, which required a lightweight, durable material solution for the engine’s large front fan.

The company’s bet on composite fan blades for the GE90 has paid off. For one, the composite blade is critical to the GE90’s record thrust. With more than 2,000 GE90 engines delivered, the composite fan blade has become a landmark technology for GE and has influenced succeeding generations of GE commercial engines, including the GEnx and the new GE9X.

But achieving certification of that first composite fan blade was no easy feat, one of the biggest hurdles for the blade was understanding the characteristics of the new carbon fibre material. GE conducted hundreds of intensive tests on the new composite material to determine its breaking points.

For certification, GE worked closely with Boeing, the U.S. Federal Aviation Administration and customers to educate them on the attributes of carbon fibre composite material. To manufacture the composites blade, GE teamed up with Snecma of France to create CFAN in 1993 located in San Marcos, Texas

CFAN has perfected the production process for composite fan blades, at the start of production, the yield rate for composite fan blade was less than 30%. Today, CFAN has a yield of greater than 97%, and the business has doubled its fan blade production in the last five years from 5,000 blades in 2009 to 14,000 fan blades last year.

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For the 128-inch fan diameter on the latest GE90–115B for the Boeing 777–300ER, 777–200LR and the 777 Freighter, GE designed a second-generation composite fan blade using three-dimensional aerodynamic computer design tools. The Museum of Modern Art (MOMA) in New York recognised the uniquely curved design of the GE90–115B composite fan blade as a work of art, and the fan blade is part of MOMA’s Architecture and Design collection.

The next-generation GE90 engine, the GE9X, will feature fewer and thinner composite fan blades than any GE widebody engine in service. To do this, the company is designing a new composite fan blade using next-generation carbon fibre composite material. The engine will have just 16 fan blades on its 134 inch front fan. The fewer, thinner blades will enhance the engine’s airflow and make for a lighter, more efficient fan that will help with the overall performance and fuel burn.

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The company ran the low-pressure turbine blades in an F414 turbofan demonstrator engine designed to further validate the heat-resistant material for high-stress operation in GE’s next-generation Adaptive Engine Technology Demonstrator program, currently in development with the United States Air Force Research Lab.

The introduction of rotating Ceramic Matrix Composite or CMC components into the hottest and hardest-working sections of jet engines represents a significant technology breakthrough for GE. Prior to the F414 CMC demonstrator, successful CMC applications were limited to static parts, like the high pressure turbine shroud that will be installed on the LEAP engine, currently in development for the Airbus 320neo, Boeing 737 MAX and the COMAC (CHINA) C919 aircraft.

The F414 CMC test endured 500 cycles and validated the unprecedented temperature and durability of the lightweight turbine blades made from heat resistant ceramic matrix composites. The successful tests will lead to expansive deployment of the advanced manufacturing material in GE’s adaptive cycle combat engine and next-gen commercial engines.

Because the rotating turbine blades made from CMCs are one-third the weight of conventional nickel alloys used in the high-stress turbine, they allow GE to reduce the size and weight of the metal disks to which the CMCs system is connected.

Jonathan Blank, general manager of CMC and advanced polymer matrix composite research at GE Aviation said;

Going from nickel alloys to rotating ceramics inside the engine is the really big jump. But this is pure mechanics. The lighter blades generate smaller centrifugal force, which means that you can slim down the disk, bearings and other parts. CMCs allow for a revolutionary change in jet engine design.

GE’s adaptive cycle engine will be much more durable than conventional engines because the CMC’s material temperature capability is hundreds of degrees higher than the nickel-based alloys currently being used on both commercial and military engines.

Since it began developing the technology in the early 90’s, GE Aviation has invested more than $1 billion in CMCs, which are made of silicon carbide ceramic fibres and ceramic resin, manufactured by GE facilities in Delaware and North Carolina through a highly sophisticated process and further enhanced with proprietary coatings.

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To do this, GE is designing a new composite fan blade using next-generation carbon fibre composite material that incorporates a higher stiffness carbon fibre and a new epoxy resin. The leading edge material will also be modified from titanium to a steel alloy to further enhance the blade’s strength.

Bill Millhaem, general manager of the GE90/GE9X engine programs said;

It’s been a decade since GE designed a new composite fan blade for the GEnx engine, Carbon fibre composite material has advanced in those 10 years, and the advancements enable GE engineers to design a thinner GE9X blade, which is just as strong as our current composite fan blades. Fewer, thinner blades will enhance the airflow and make for a lighter, more efficient fan that will help with the GE9X engine’s overall performance and fuel burn.

Testing of the new material continues this quarter in preparation for next year’s testing on the fourth-generation GE9X blade design, engineers are continuing to work on the final blade design which will incorporate some improved aerodynamics.

The company is projected to spend $300 million in 2014 on technology maturation testing for the new engine. Tests include the Universal Propulsion Simulator (UPS) fan performance tests as well as testing of ceramic matrix composite components in a GEnx engine.

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Currently composite manufacturing represents around 2% of the company’s revenue, this is expected to rise to 8% by 2020 and over 15% in the long term, CEO Jean-Paul Herteman said, at the opening of a 50 million-euro research plant on Tuesday.

Safran is working with their main engine partner, GE to make 3D composite woven fan blades and casings for the new LEAP engine for 2016. With orders for the LEAP and CFM56 totalling over 11,000, CFM International’s total backlog as of March 31, 2014 represented almost six years’ production, and in order to meet this challenge the company will ramp-up production, aiming to produce 1,500 engines per year.

The Group has anticipated this ramp-up, adapting its internal organisation and securing its supply chain. Production processes have been optimised and synergies between Group companies have been systematically sought out and implemented. In addition, major industrial investments have been made, In cooperation with partners Albany International, the company have created two plants dedicated to manufacturing the 3D woven RTM2 composite parts used in this engine: one in Rochester, United States, the other in Commercy, France.

This week Safran inaugurated its new composite materials research centre at the Le Bouchet site in Itteville (Essone, greater Paris area), the company is investing some 50 million euros in this new facility, which spans 10,000 square metres. It will ultimately be staffed by 150 recognised specialists in composite materials, including technicians, engineers and doctoral scientists, who will deploy state-of-the-art machinery and equipment for all phases in the development cycle, from research to prototyping.

This dedicated new research centre will enable Safran to continue to grow the scope of application and performance of composite materials. Combining light weight with high strength and temperature resistance, advanced composites will help meet the pressing challenge of producing aircraft with reduced fuel consumption and CO2 emissions.

Chairman and CEO of Safran, Jean-Paul Herteman said;

Safran Composites is the tangible result of an industrial strategy anchored in technological innovation, and reflects our strong position within the French business and science communities. By integrating our skills and expertise, we will bolster our technological and competitive leadership in the global marketplace.

The Le Bouchet site is already home to facilities for two Group companies: Herakles, which operates an energetic materials research centre, and Structil, the Herakles subsidiary specialised in composite materials. The installation of Safran Composites will expand the capabilities of the Le Bouchet site by fostering cross-disciplinary exchanges and synergies with the engineers and technicians already working in the existing facilities.

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The 35,000 square foot building will be dedicated to the manufacturing of sophisticated oxide ceramic matrix composites.

Included with CHI’s expansion is an $11 million investment in new equipment and processes for all four existing facilities. The new facility will house a 4,000 square feet clean room with a dedicated ply cutter, laser projection and a team of personnel trained in oxide ceramic production. The new facility will also include a 15,000 square feet assembly area and a sintering furnace with 8 cubic feet capacity and 2500°F temperature capability. Ultimately, the building will include two dedicated autoclaves, an additional production sintering furnace, a smaller development furnace, 5-axis CMC machining centres, quality inspection capability for CMC products, and house the company’s executive offices.

Also included in the expansion are three 5 axis CMC mills to be added to current machining capabilities and a new high temperature 12’ x 25’ autoclave installed adjacent to its current 10’ x 20’ 800°F autoclave in the high temperature PMC lay-up building.

Along with the expansion the company has also announced that they have been selected by GE Aviation as a supplier of components for an exhaust system for a key business aircraft engine program. This award represents the largest contract in CHI’s 30-year history. High temperature CMC’s will enable manufacturers to reduce engine weight and improve efficiency.

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The GE9X will be the most fuel-efficient engine GE has ever produced on a per-pounds-of-thrust basis, from the 4th-generation composite fan blades which reduce the blade count to 16, to the Ceramic matrix composite (CMC) materials in the core which deliver twice the strength and greater thermal capabilities than their metal counterparts, with just a third of the weight.

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GE Aviation’s Sanjay Correa, Vice President, Ceramic Matrix Composite (CMC) Program and Mike Kauffman, Senior Executive, Composites Manufacturing were joined by Governor Pat McCrory and officials from the Asheville Area Chamber, Buncombe County, City of Asheville and NC Department of Commerce to commemorate the groundbreaking.

The new 170,000-square-foot facility will be the first in the world to mass produce engine components made of advanced ceramic matrix composite (CMC) materials. GE will begin hiring at the new CMC components plant in 2014. Within five years, the workforce at the plant is expected to grow to more than 340 people.

The existing workforce at GE Aviation’s current machining operation in Asheville will gradually transition to the CMC components plant.

The introduction of CMC components into the hot section of GE jet engines represents a significant technology breakthrough for GE and the jet propulsion industry. CMCs are made of silicon carbide ceramic fibres and ceramic resin, manufactured through a highly sophisticated process and further enhanced with proprietary coatings, GE plans to introduce more CMC components into future engine development programs.

The specific CMC component to be built in the new Asheville facility is a high-pressure turbine shroud, this component will be on the best-selling LEAP jet engine, being developed by CFM International, a joint company of GE and Snecma (SAFRAN) of France and will mark the first time CMCs are used for a commercial application. The LEAP engine, which will enter airline service in 2016, will power the new Airbus A320neo, Boeing 737 MAX and COMAC (China) C919 aircraft.

US Congressmen Patrick McHenry and Mark Meadows also welcomed GE’s growth in North Carolina.

The groundbreaking is a great day for Asheville and Western North Carolina. GE Aviation’s commitment to manufacture CMC components in Asheville is a tremendous boon for our area. I look forward to visiting the plant when it is completed next year.

GE Aviation has the largest and fastest-growing installed base of jet engines in commercial aviation and a global services network to support them.

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The companies that are in the partnership include Bell Helicopters, GE Aviation, Lockheed Martin, Northrop Grumman, Boeing and United technologies. These companies were selected from 20 proposals submitted by teams from industry and academia in response to a call from the Advanced Composites Project, which is part of NASA’s Aeronautics Research Mission Directorate’s Integrated Systems Research Program.

The project sought proposals to reduce the time for development, verification and regulatory acceptance of new composite materials and structures. A panel of experts from NASA, the Federal Aviation Administration and the U.S. Air Force Research Laboratory reviewed the submissions and assessed them according to specific criteria. The six firms were chosen for their technical expertise, willingness and ability to share in costs, certification experience with government agencies, focused technology areas and partnership histories.

The first task for the new team is to develop articles of collaboration and establish how the alliance will work and how companies may be added in the future.

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The first round of fan blade tests occurred in June at the ITP Engine testing facility in the UK and focused on validating the new composite material for the fan blades. GE plans a second round of tests at ITP later this summer to further validate the new fan blade composite material and a new metal material for the blades leading edge.

This Autumn, GE plans to run Universal Propulsion Simulator (UPS) fan performance tests on a fan rig at a Boeing facility in Seattle, Washington. Work is already under way on the fan rig and facility for these tests.
 
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The GE9X fan blade will feature a new high-strength carbon fibre material with a steel alloy leading edge, the new material, along with a higher fan tip speed, will improve the efficiency of the low-pressure turbine (LPT) and deliver more than 1.5 percent fuel efficiency improvement compared to the GE90-115B engine.

The GE9X fan module incorporates several unique features. The GE9X front fan will be the largest of any GE engine at 132 inches in diameter and include a durable, lightweight composite fan case similar to the fan case on the GEnx. Compared to a metal fan case, the composite fan case will lower the weight by 350 lbs. per engine.

The fan blades in the GE9X engine will be fourth-generation composite fan blades. GE Aviation developed the first composite fan blade for its GE90-94B engines back in 1995. Composite fan blades are also featured in the GE90-115B and GEnx engines. GE has accumulated 36 million flight-hours with composite blades and anticipates accumulating more than 100 million flight-hours when the GE9X enters service later this decade.

The GE9X engine will have 16 fan blades, which is fewer blades than the GEnx and the GE90-115B engines. This fan blade reduction is possible as a result of advancements in three-dimensional (3D) swept design that enables engineers to create a more swept design and large fan chord. The new high-strength carbon fibre material allows the blades to be thinner than blades made from current carbon fibre material, with the same strength and durability. These improvements will drive fuel efficiency improvements and hundreds of pounds of weight reduction from fan blades and the structure needed to support them.

The lower blade count and new carbon fibre composite material will enable the company to increase the fan tip speed. The increased tip speed will improve the efficiency of the LPT, enabling a reduction in the LPT blade count and contributing to the engine’s fuel burn improvement.

The GE9X engine for Boeing’s 777X aircraft will be in the 100,000 pounds thrust class with a 10 percent improvement in fuel burn over today’s GE90-115B. Key features include: a 132″ fan diameter; composite fan case and fourth-generation composite fan blades; next-generation 27:1 pressure ratio high-pressure compressor; a third-generation TAPS (twin annular pre-swirl) combustor for greater efficiency and low emissions; and ceramic matrix composite (CMC) material in the combustor and turbine.

GE Aviation has been conducting tests on new materials and technologies for the engine during the last few years, along with fan blade tests at the ITP Engine testing facility in the United Kingdom, the company will test a high-pressure compressor rig at GE’s Oil & Gas facility in Massa, Italy, this month. The first engine will test in 2016, with flight-testing on GE’s flying testbed anticipated in 2017.

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This facility will enable GE Aviation, Hamble to ramp-up the output of wing fixed trailing edge components for the A350-800, A350-900 and A350-1000 aircraft, reaching the capacity to deliver up to 13 shipsets per month. The A350 XWB package is the largest production contract awarded in GE Aviation Hamble’s 75-year history, comprising more than 3,000 components that include structural composite panels and complex machined assemblies.

Steve Walters, general manager of Mechanical Systems for GE Aviation said;

Our new production capability at Hamble is part of investments that contribute to a transformation of GE Aviation’s aerostructures business as we meet the program requirements of today and in the future.

The Hamble composites facility is based on a sustainable building concept that will include a 2,000-square-metre clean room, two autoclaves and four large curing ovens for out-of-autoclave composites production, five-axis machine tools, non-destructive testing facilities and offices for administrative and engineering personnel.

The development involves the complete conversion of two existing buildings at the historic Hamble-le-Rice aviation production site in Southampton, Hampshire to create the new facility, which is expected to become operational in early 2015.

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