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 GE Aviation

Type Subsidiary

Industry Aerospace

Founded 1917; 102 years ago[1]

Headquarters Evendale, Ohio

United States[2]

Key people David L. Joyce

(President & CEO)

Products Aircraft engines

Avionics

Revenue US$ 26.261 billion

(2016)[3]

- Equipment :: US$ 11.6

bn

- Services :: US$ 14.7 bn

Operating income US$ 6.115 billion (2016)[3]

Number of 40,000 (2017)

employees

Parent General Electric

 Subsidiaries GE Aviation Systems[4]
Walter Aircraft Engines[5]
GE Honda Aero
Engines (50%)
CFM International (50%)
Engine Alliance (50%)
Aviage Systems (50%)
Dowty Propellers (100%)
Avio Aero SpA (100%)
CFM Materials (50%)
XEOS(49%)

Website www.geaviation.com

GE Aviation, a subsidiary of General Electric, is headquartered in Evendale, Ohio,

outside Cincinnati. GE Aviation is among the top aircraft engine suppliers, and offers engines
for the majority of commercial aircraft. GE Aviation is part of the General
Electric conglomerate, which is one of the world's largest corporations. The division operated
under the name of General Electric Aircraft Engines (GEAE) until September 2005. GE
Aviation's main competitors in the engine market are Rolls-Royce and Pratt & Whitney. GE
operates two joint ventures with Safran Aircraft Engines of France, CFM International and
CFM Materials.

Early efforts:

General Electric had a long history in steam turbine work, dating back to the 1900s. In 1903
they hired Sanford Alexander Moss, who started the development of turbosuperchargersat
GE. This led to a series of record-breaking flights over the next ten years. At first the role of
high-altitude flight was limited, but in the years immediately prior to WWII they became
standard equipment on practically all military aircraft. GE was a world leader in this
technology; most other firms concentrated on the mechanically simpler supercharger driven
by the engine itself, while GE had spent considerable effort developing the exhaust driven
turbo system that offered higher performance.

This work made them the natural industrial partner to develop jet engines when Frank
Whittle's W.1 engine was demonstrated to Hap Arnold in 1941.[6] A production license was
arranged in September, and several of the existing W.1 test engines shipped to the US for
study, where they were converted to US manufacture as the I-A. GE quickly started
production of improved versions; the I-16 was produced in limited numbers starting in 1942,
and the much more powerful I-40 followed in 1944, which went on to power the first US
combat-capable jet fighters, the P-80 Shooting Star.
Early jet engine work took place at GE's Syracuse, NY (steam turbine) and Lynn,
MA (supercharger) plants, but soon concentrated at the Lynn plants.[7] On 31 July 1945 the
Lynn plant became the "Aircraft Gas Turbine Division". GE was repeatedly unable to deliver
enough engines for Army and Navy demand, and production of the I-40 (now known as
the J33) was also handed to Allison Engines in 1944. After the war ended, the Army canceled
its orders for GE-built J33s and turned the entire production over to Allison,[8] and the
Syracuse plant closed.

Military and civilian expansion[edit]

The J47 had a production run of over 30,000

These changes in fortune led to debate within the company about carrying on in the aircraft
engine market. However, the engineers at Lynn pressed ahead with development of a new
engine, the TG-180, which was designated J35 by the US military.[9]

Development funds were allotted in 1946 for a more powerful version of the same design, the
TG-190. This engine finally emerged as the famed General Electric J47, which saw great
demand for several military aircraft; a second manufacturing facility near Cincinnati was
opened. J47 production ran to 30,000 engines by the time the lines closed down in 1956.
Further development of the J47 by Patrick Clarke in 1957 led to the J73, and from there into
the much more powerful J79. The J79 was GE's second "hit", leading to a production run of
17,000 in several different countries. The GE and Lockheed team that developed the J79 and
the F-104 Mach 2 fighter aircraft received the 1958 Collier Trophy for outstanding technical
achievement in aviation. Other successes followed, including the T58,
and T64 turboshaft engines, J85 and F404 turbojets.

The TF39 was the first high-bypass turbofan engine to enter production.[10] Entered into
the C-5 Galaxy contest in 1964 against similar designs from Curtiss-Wright and Pratt &
Whitney, GE's entry was selected as the winner during the final down-select in 1965. This led
to a civilian model, the CF6,[11] which was offered for the Lockheed L-1011 and McDonnell
Douglas DC-10 projects. Although Lockheed later changed their engine to the Rolls-Royce
RB211, the DC-10 continued with the CF6, and this success led to widespread sales on many
large aircraft including the Boeing 747.

Another military-to-civilian success followed when GE was selected to supply engines for
the S-3 Viking and Fairchild Republic A-10 Thunderbolt II, developing a small high-bypass
engine using technologies from the TF39. The resulting TF34 was adapted to become
the CF34, whose wide variety of models powers many of the regional jets flying today.[12]

In the early 1970s, GE was also selected to develop a modern turboshaft engine for helicopter
use, the T700. It has been further developed as the CT7 turboprop engine for regional
transports.

Commercial aviation powerplants[edit]

In 1974 GE entered into an agreement with Snecma of France, forming CFM International to
jointly produce a new mid-sized turbofan, which emerged as the CFM56. A 50/50 joint
partnership was formed[13] with a new plant in Evendale, OH to produce the design. At first
sales were very difficult to come by, and the project was due to be cancelled. Only two weeks
before this was to happen, in March 1979, several companies selected the CFM56 to re-
engine their existing Douglas DC-8 fleets.[14] By July 2010, CFM International had delivered
their 21,000th engine of the CFM56 family, with an ongoing production rate of 1250 per
year, against a four-year production backlog.[15]

The success of the CFM led GE to join in several similar partnerships, including Garrett
AiResearch for the CFE CFE738, Pratt & Whitney on the Engine Alliance GP7000, and,
more recently, Honda for the GE Honda Aero Engines small turbofan project. GE also
continued development of their own lines, introducing new civilian models like the GE90,
and military designs like the General Electric F110.

GE Aviation today[edit]

General Electric used its 747-100 testbed in the 1990s for the GE90 which powers the Boeing
777-300ER, 777-200LR and 777F.

Then-GEAE (and competitor Rolls-Royce) were selected by Boeing to power its new 787.
GE Aviation's offering is the GEnx, a development of the GE90. GE Aviation also has a two-
year exclusivity on the Boeing 747-8.

The Lynn facility continues to assemble jet engines for the United States Department of
Defense, subsidiary services and commercial operators. Engines assembled at this plant
include the F404, F414, T700, and CFE738. The plant at Lynn also produces the -3 and -8
variants of the CF34 regional jet engine, the CT7 commercial turboprop power plant and
commercial versions of the T700 turboshaft which are also called the CT7.

The Evendale plant conducts final assembly for the CFM International's CFM56, CF6, as
well as LM6000, and LM2500 power plants.
The Durham, North Carolina facility conducts final assembly for the LEAP-X, GEnx,
CFM56, GE90, GP7200, and CF34 power plants. Crucial parts for these engines are crafted
in secondary GE Aviation facilities, such as those in Bromont, Quebec; Hooksett, New
Hampshire; Wilmington, North Carolina; Madisonville, Kentucky and Rutland, Vermont;
where the engine blades and vanes are manufactured.