View source for General Electric GE90

{{Short description|High-bypass turbofan aircraft engine}}
{{Use mdy dates|date=May 2024}}
<!-- This article is a part of [[Wikipedia:WikiProject Aircraft]]. Please see [[Wikipedia:WikiProject Aircraft/page content]] for recommended layout, and guidelines. -->
{{infobox aero engine
| name = GE90
| logo = General Electric GE90 Logo, November 1994.svg{{!}}class=skin-invert
| image = General Electric GE90 displayed at Farnborough Air Show 2008.jpg
| caption = GE90-115B
| alt = 
| logo_size = 120px
 |engine_type = [[Turbofan]]
 |national_origin = United States
 |manufacturer = [[GE Aerospace]]
 |first_run = March 1993<ref>{{cite web |url= https://web.stanford.edu/~cantwell/AA283_Course_Material/GE90_Engine_Data.pdf |title= The GE90 – An Introduction |author= Brian J. Cantwell |publisher= Stanford University |date= February 2, 2010 |access-date= February 2, 2016 |archive-url= https://web.archive.org/web/20170930084057/https://web.stanford.edu/~cantwell/AA283_Course_Material/GE90_Engine_Data.pdf |archive-date= September 30, 2017 |url-status= dead }}</ref>
 |major_applications = [[Boeing 777]]
 |number_built = 2,800 by July 2020<ref name=GE24july2020/>
 |produced= 1993-present
 |developed_from = 
 |variants_with_their_own_articles =
 |developed_into = {{ubl | [[General Electric GEnx]] | [[Engine Alliance GP7000]] | [[CFM International LEAP]] | [[General Electric GE9X]] }}
}}

The '''General Electric GE90''' is a family of [[High-bypass turbofan engine|high-bypass]] [[turbofan]] [[aircraft engine]]s built by [[GE Aerospace]] for the [[Boeing 777]], with thrust ratings from {{convert|81000|to|115000|lbf|kN|lk=on|abbr=off}}. It entered service with [[British Airways]] in November 1995. It is one of three engines for the 777-200 and -200ER, and the exclusive engine of the -200LR, -300ER, and 777F. It was the largest [[jet engine]],<ref name=120119PR>{{cite press release |url= https://www.geaviation.com/press-release/ge90-engine-family/record-year-worlds-largest-most-powerful-jet-engine |title= Record Year For The World's Largest, Most Powerful Jet Engine |date= January 19, 2012 |publisher= GE Aviation |access-date= January 1, 2019 |archive-date= January 1, 2019 |archive-url= https://web.archive.org/web/20190101194018/https://www.geaviation.com/press-release/ge90-engine-family/record-year-worlds-largest-most-powerful-jet-engine |url-status= live }}</ref> until being surpassed in January 2020 by its successor, the {{cvt|110000|lbf|kN|abbr=}} [[General Electric GE9X|GE9X]], which has a larger fan diameter by {{Convert|{{#expr:134-128}}|in|cm}}. However, the GE90-115B, the most recent variant of the GE90, is rated for a higher thrust (115,000 lbs) than the GE9X.

==Background==
In the early 1980s, GE began to develop an [[unducted fan]] (UDF) engine, which was thought to be a more fuel-efficient option to propel short-haul airliners, a compelling proposition after the [[1979 oil crisis]]. NASA gave GE a grant in February 1984 to continue its research, eventually building the experimental [[General Electric GE36|GE36]]. One of the major innovations for the engine were its carbon fiber composite fan blades, which were both lighter and stronger than traditional materials.<ref name="Sweetman 2005">{{Cite news |last=Sweetman |first=Bill |date=September 2005 |title=The Short, Happy Life of the Prop-fan |url=http://www.airspacemag.com/history-of-flight/the-short-happy-life-of-the-prop-fan-7856180/?all |url-status=live |archive-url=https://web.archive.org/web/20170814224217/http://www.airspacemag.com/history-of-flight/the-short-happy-life-of-the-prop-fan-7856180/?all |archive-date=August 14, 2017 |access-date=June 16, 2017 |work=[[Smithsonian (magazine)|Smithsonian]]}}</ref> However, the UDF was less reliable than the turbofans of the era, lower fuel costs made the cost of developing the engine less attractive, and the company was worried the GE36 would cannibalize sales of the highly successful [[CFM International CFM56|CFM56]] engine it had co-developed with [[Snecma]] of France.<ref name="Sweetman 2005" />

== Development ==
The GE90 engine was launched in 1990 to provide a large turbofan engine for the [[Boeing 777]], a wide-body, long-range, twin-engine jet airliner.<ref>{{Cite press release |title=First Year in Service for GE90 a Huge Success |url=https://www.geaviation.com/press-release/ge90-engine-family/first-year-service-ge90-huge-success |publisher=GE Aviation |date=November 18, 1996 |access-date=November 28, 2017 |archive-date=December 1, 2017 |archive-url=https://web.archive.org/web/20171201030649/https://www.geaviation.com/press-release/ge90-engine-family/first-year-service-ge90-huge-success |url-status=live}}</ref> GE Aviation teamed with Snecma (France, 24%), [[IHI Corporation|IHI]] (Japan) and [[Avio S.p.A.|Avio]] (Italy) for the program.<ref name="SnecmaGE90">{{cite web |title=commercial aircraft engines -GE90 |url=http://www.safran-aircraft-engines.com/file/download/fiche_ge90_ang.pdf |url-status=live |archive-url=https://web.archive.org/web/20161107160734/http://www.safran-aircraft-engines.com/file/download/fiche_ge90_ang.pdf |archive-date=November 7, 2016 |access-date=November 7, 2016 |work=Snecma |publisher=Safran}}</ref> The GE90  would face stiff competition as [[Pratt & Whitney]] and [[Rolls-Royce Holdings|Rolls-Royce]] would also offer engines for the 777, the [[Pratt & Whitney PW4000|PW4000]] and [[Rolls-Royce Trent 800|Trent 800]], respectively.

The major innovation of the GE90 was that it used 22 [[carbon fiber composite]] fan blades, technology first developed for the GE36. These blades provided double the strength at one-third the weight of traditional titanium fan blades. The 22 fan blades were a significant reduction from the 38 blades used in GE's prior large turbofan, the [[General Electric CF6|CF6]], despite the {{Convert|30|in|adj=mid}} greater diameter of the GE90. Having fewer fan blades reduces the engine weight and improves aerodynamic efficiency.

With the stiff competition to equip the first generation 777 models (777-200 and 777-200ER), GE tried to branch out and use the GE90 for other aircraft. Then-CEO [[Brian H. Rowe]] went so far as to offer to pay for the development of the GE90 for the [[Airbus A330]], but Airbus rebuffed the plan, instead choosing to focus on the four-engine [[Airbus A340|A340]] for the long-haul market.<ref name="Leeham14dec20172">{{cite news |author=Scott Hamilton |date=December 14, 2017 |title=Top Airbus officials scoffed at Leahy's 50% market share goal |work=Leeham |url=https://leehamnews.com/2017/12/14/top-airbus-officials-scoffed-leahys-50-market-share-goal/ |url-status=dead |access-date=December 14, 2017 |archive-url=https://web.archive.org/web/20181129153740/https://leehamnews.com/2017/12/14/top-airbus-officials-scoffed-leahys-50-market-share-goal/ |archive-date=November 29, 2018}}</ref>

In the late 1990s, Boeing began developing the second-generation 777 long-range variants (777-200LR, 777-300ER, and 777F). For these aircraft a more powerful engine in the thrust class of {{cvt|100000|lbf|kN}} was required, leading to talks between Boeing and engine manufacturers. General Electric offered to develop the GE90-115B engine,<ref name=777XGE90>{{cite web |url=http://www.flightglobal.com/articles/2000/03/01/62872/a-question-of-choice.html |archive-url=https://web.archive.org/web/20090414031600/http://www.flightglobal.com/articles/2000/03/01/62872/a-question-of-choice.html |archive-date=April 14, 2009 |title=A question of choice |work=Flight International |date=January 3, 2000 |access-date=March 29, 2009}}</ref> while Rolls-Royce proposed developing the [[Rolls-Royce Trent|Trent 8104]] engine.<ref>{{cite web |date=February 13, 2001 |title=Aero-Engines – Rolls-Royce Trent |url=http://www.janes.com/aerospace/civil/news/jae/jae010213_2_n.shtml |archive-url=https://web.archive.org/web/20080325005849/http://www.janes.com/aerospace/civil/news/jae/jae010213_2_n.shtml |archive-date=March 25, 2008 |access-date=March 21, 2009 |work=[[Jane's Information Group|Jane's Transport Business News]]}}</ref> In 1999, Boeing announced an agreement with General Electric, beating out rival proposals.<ref name="777XGE90" /> Under the deal with General Electric, Boeing agreed to only offer GE90 engines on new 777 versions.<ref name="777XGE90" /> The GE90-115B had its first run at the GE facility in [[Peebles, Ohio|Peebles]], Ohio in November 2001.<ref>{{Cite web |title=Full GE90 tests get under way |url=https://www.flightglobal.com/full-ge90-tests-get-under-way-/40510.article |url-status=live |archive-url=https://web.archive.org/web/20220212032031/https://www.flightglobal.com/full-ge90-tests-get-under-way-/40510.article |archive-date=February 12, 2022 |access-date=May 26, 2020 |website=Flight Global |language=en}}</ref>[[File:A6-ECF B777-300 Emirates front (4134226438).jpg|thumb|The GE90-115B diameter is {{cvt|128|in|cm|0}}, comparable to the fuselages of the Boeing 737 and Airbus A320 at {{cvt|148|in|cm|0}} and {{cvt|156|in|cm|0}} respectively, while the 777 fuselage is {{cvt|244|in|cm|0}}]]

==Design==
The GE90's 10-stage high-pressure compressor developed a then-industry record pressure ratio of 23:1 and is driven by a 2-stage, air-cooled, HP turbine. A 3-stage low-pressure compressor, situated directly behind the fan, supercharges the core. The fan/LPC is driven by a 6-stage low-pressure turbine.

The higher-thrust variants, GE90-110B1 and -115B, have a different architecture from that of the earlier GE90 versions. General Electric incorporated an advanced larger diameter fan made from [[composite material]]s which enhanced thrust at low flight speeds. However, GE also needed to increase core power to improve net thrust at high flight speeds. Consequently, GE elected to increase core capacity, which they achieved by removing one stage from the rear of the HP compressor and adding an additional stage to the LP compressor, which more than compensated for the reduction in HP compressor pressure ratio, resulting in a net increase in core mass flow.<ref>{{cite web|url= https://blog.geaviation.com/people/the-ge90-ge-aviations-greatest-comeback-story|title= The GE90:ge aviations greatest comeback story|date= December 2, 2019|publisher= GE Aviation|access-date= February 12, 2020|archive-date= February 6, 2020|archive-url= https://web.archive.org/web/20200206054407/https://blog.geaviation.com/people/the-ge90-ge-aviations-greatest-comeback-story/|url-status= live}}</ref> 

The higher-thrust GE90 variants are the first production engines to feature swept rotor blades. The [[nacelle]] has a maximum diameter of {{cvt|166|in}}.<ref name=seattletimes4jan2019>{{cite news |url= https://www.seattletimes.com/business/boeing-aerospace/the-biggest-jet-engines-ever-seen-are-set-to-roar-on-boeings-777x/ |title= The biggest jet engines ever seen are set to roar on Boeing's 777X |date= January 4, 2019 |author= Dominic Gates |author-link= Dominic Gates |newspaper= The Seattle Times |access-date= January 4, 2019 |archive-date= January 4, 2019 |archive-url= https://web.archive.org/web/20190104174520/https://www.seattletimes.com/business/boeing-aerospace/the-biggest-jet-engines-ever-seen-are-set-to-roar-on-boeings-777x/ |url-status= live }}</ref> Each of the 22 fan blades on the GE90-115B have a length of {{convert|4|ft|abbr=off|sp=us}} and a mass of less than {{convert|50|lb|abbr=off}}.<ref name="MoMA">{{cite book |author=[[The Museum of Modern Art]] |title=MoMA highlights since 1980: 250 works from the Museum of Modern Art, New York |url={{GBurl|izrz644BTjEC}} |section=Jet engine fan blade (model GE90-115B) |section-url=https://www.moma.org/collection/works/93637 |page=175 |editor-first=Rebecca |editor-last=Roberts |year=2007 |publisher=The Museum of Modern Art |isbn=978-0-87070-713-1 |oclc=191091211 |access-date=October 18, 2022}}</ref>
[[File:Boeing 777-240(ER), Pakistan International Airlines (PIA) JP5925503.jpg|thumb|An original GE90-94B operating on a 777-200ER]]

==Operational history==
As one of the three available engines for the all-new Boeing 777 large twinjet airliner, the GE90 was an all-new $2 billion design in contrast to the offerings from [[Pratt & Whitney]] and [[Rolls-Royce Holdings|Rolls-Royce]] which were modifications of existing engines.<ref name=FG990714/>

The first General Electric-powered Boeing 777 was delivered to British Airways on November 12, 1995.<ref>{{Cite book |editor-last= Eden |editor-first= Paul |title= Civil Aircraft Today: The World's Most Successful Commercial Aircraft |year= 2008 |publisher= Amber Books Ltd |location= London |isbn= 978-1-84509-324-2 |page= 115}}</ref> The aircraft, with two GE90-77Bs, entered service five days later.<!--<ref name=norris143-144/>--> Initial service was affected by [[gearbox]] bearing wear concerns, which caused the airline to temporarily withdraw its 777 fleet from [[transatlantic flight|transatlantic]] service in 1997.<!--<ref name=norris143-144/>--> British Airways' aircraft returned to full service later that year.<ref name=norris143-144>{{Cite book |last1= Norris |first1= Guy |author2=Mark Wagner|title= Modern Boeing Jetliners |year= 1999 |publisher= Zenith Imprint |location= Minneapolis, Minnesota |isbn= 0-7603-0717-2 |pages= 143–144}}</ref>

Problems with GE90 development and testing caused delays in [[Federal Aviation Administration]] certification. British Airways soon replaced the GE90 with the Rolls-Royce Trent 800 on their 777s. In addition the GE90's increased thrust was not yet required by airlines and it was also the heaviest engine of the three available choices, making it the least popular option on these first generation 777s (777-200 and 777-200ER, also known as the 777 Classic) while the Rolls-Royce engine was the most popular.<ref name=FG990714/><ref name=BB990809/>

[[File:GE90-115B Farnborough 2004 cropped.JPG|thumb|A GE90-115B engine]]

For Boeing's second-generation 777 long-range versions (777-200LR, 777-300ER, and 777F), greater thrust was needed to meet the aircraft requirements. General Electric and Pratt & Whitney insisted on a [[Winner-take-all market|winner-take-all]] contract due to the $500 million investment in engine modifications needed to meet the requirements, with GE receiving sole engine supplier status.<ref name=FG990714>{{cite news |url= https://www.flightglobal.com/news/articles/ge90-secures-exclusive-position-on-777x-53942/ |title= GE90 secures exclusive position on 777X |work= Flight Global |date= July 14, 1999 |access-date= August 1, 2016 |archive-date= August 18, 2016 |archive-url= https://web.archive.org/web/20160818030957/https://www.flightglobal.com/news/articles/ge90-secures-exclusive-position-on-777x-53942/ |url-status= live }}</ref><ref name=BB990809>{{cite news |url= https://www.bloomberg.com/news/articles/1999-08-08/how-ge-locked-up-that-boeing-order |title= How Ge Locked Up That Boeing Order |publisher= Bloomberg |date= August 9, 1999 |access-date= March 7, 2017 |archive-date= September 12, 2017 |archive-url= https://web.archive.org/web/20170912235512/https://www.bloomberg.com/news/articles/1999-08-08/how-ge-locked-up-that-boeing-order |url-status= live }}</ref> The improved version entered service with Air France in May 2004.<ref>{{Cite press release|url=https://www.geaviation.com/press-release/ge90-engine-family/ge90-115b-ges-best-ever-new-jet-engine-entry-airline-service|title=GE90-115B: GE's Best-Ever New Jet Engine Entry Into Airline Service|publisher=GE Aviation|date=July 17, 2006|access-date=December 26, 2019|archive-date=December 26, 2019|archive-url=https://web.archive.org/web/20191226203642/https://www.geaviation.com/press-release/ge90-engine-family/ge90-115b-ges-best-ever-new-jet-engine-entry-airline-service|url-status=live}}</ref>

The higher thrust GE90-110B1 and -115B engines, in combination with the second-generation 777 variants -200LR and -300ER, were primary reasons for 777 sales being greater than those of its rival, the A340.<ref name=777pressure>{{cite web |url= https://www.flightglobal.com/news/articles/airbus-a350-xwb-puts-pressure-on-boeing-777-219901/ |title= Airbus A350 XWB puts pressure on Boeing 777 |publisher= flightglobal |date= November 26, 2007 |access-date= June 16, 2017 |archive-date= March 8, 2016 |archive-url= https://web.archive.org/web/20160308174257/https://www.flightglobal.com/news/articles/airbus-a350-xwb-puts-pressure-on-boeing-777-219901/ |url-status= live }}</ref>  Using two engines produces a typical [[operating cost]] advantage of around 8–9% for the -300ER over the A340-600.<ref name="exclusive-a340e">{{cite web |author= Ben Kingsley-Jones |author2= Guy Norris |url= https://www.flightglobal.com/news/articles/exclusive-enhanced-a340-to-take-on-777-203391/ |title= Enhanced A340 to take on 777 |work= Flight International |date= November 29, 2005 |access-date= June 16, 2017 |archive-date= March 7, 2016 |archive-url= https://web.archive.org/web/20160307102539/https://www.flightglobal.com/news/articles/exclusive-enhanced-a340-to-take-on-777-203391/ |url-status= live }}</ref>  The 777-300ER was also seen as a 747-400 replacement amid rising fuel prices given its 20% fuel burn advantage.<ref>{{cite news |url= http://aviationweek.com/awin/airbus-bids-adieu-a340-postpones-a350-delivery |title= Airbus Bids Adieu to A340, Postpones A350 Delivery |author= Jens Flottau |work= Aviation Week & Space Technology |date= November 14, 2011 |access-date= August 12, 2014 |archive-date= May 14, 2016 |archive-url= https://web.archive.org/web/20160514001920/http://aviationweek.com/awin/airbus-bids-adieu-a340-postpones-a350-delivery |url-status= live }}</ref>

Until passed by its derivative, the [[General Electric GE9X|GE9X]], the GE90 series held the title of the largest engines in aviation history. The fan diameter of the original series being {{convert|123|in|cm|abbr=on}}, and the largest variant GE90-115B has a fan diameter of {{convert|128|in|cm|abbr=on}}. As a result, the GE90 engine can only be air-freighted using an outsize cargo aircraft such as the [[Antonov An-124 Ruslan|Antonov An-124]], which restricts shipping options if, due to an emergency diversion, a 777 were stranded needing an engine change. If the fan and fan case are removed the engine may be shipped using a [[Boeing 747|747 Freighter]].<ref>{{cite news |title= GE strives to identify Air France engine fault |url= https://www.flightglobal.com/news/articles/ge-strives-to-identify-air-france-engine-fault-203826/ |work= [[Flight International]] |date= January 3, 2006 |access-date= November 7, 2016 |archive-date= June 13, 2017 |archive-url= https://web.archive.org/web/20170613182448/https://www.flightglobal.com/news/articles/ge-strives-to-identify-air-france-engine-fault-203826/ |url-status= live }}</ref>

The -94B for the -200ER was retrofitted with some of the first FAA-approved [[3D printing#Space|3D-printed]] components.<ref name="ge2015-3d">{{cite news |url= http://www.gereports.com/post/116402870270/the-faa-cleared-the-first-3d-printed-part-to-fly |title= The FAA Cleared The First 3D Printed Part To Fly In A Commercial Jet Engine From GE |work= GE reports |publisher= GE Aviation |date= April 14, 2015 |access-date= April 22, 2015 |archive-date= June 29, 2017 |archive-url= https://web.archive.org/web/20170629213122/http://www.gereports.com/post/116402870270/the-faa-cleared-the-first-3d-printed-part-to-fly/ |url-status= live }}</ref>

In 2011, its list price was [[United States dollar|US$]]{{#expr:11000/400}} million<!-- $11 billion / 400 engines -->, and it had an in-flight shutdown rate (IFSD) of one per million engine flight-hours.<ref name=120119PR/> Until November 2015, it accumulated more than 8 million cycles and 50 million flight hours in 20 years.<ref>{{cite press release |url= http://www.geaviation.com/press/ge90/ge90_20151110.html |title= Etihad Airways signs engine agreements with GE for Boeing 777 Freighters |publisher= GE Aviation |date= November 10, 2015 |access-date= July 21, 2016 |archive-date= August 7, 2016 |archive-url= https://web.archive.org/web/20160807102703/http://www.geaviation.com/press/ge90/ge90_20151110.html |url-status= live }}</ref> 
In July 2020, the fleet of 2,800 engines surpassed 100 million hours, powering over 1,200 aircraft for 70 operators with a dispatch reliability rate of 99.97%.<ref name=GE24july2020>{{cite press release |url= https://www.geaviation.com/press-release/ge90-engine-family/ge90-engine-surpasses-100-million-hours |title= GE90 engine surpasses 100 million hours |publisher= GE Aviation |date= July 24, 2020 |access-date= July 28, 2020 |archive-date= July 28, 2020 |archive-url= https://web.archive.org/web/20200728124611/https://www.geaviation.com/press-release/ge90-engine-family/ge90-engine-surpasses-100-million-hours |url-status= live }}</ref>
A complete overhaul costs more than $12 million.<ref>{{cite news |url= https://leehamnews.com/2021/11/08/pontifications-as-customers-wait-for-787s-some-rethink-777-300ers/ |title= Pontifications: As customers wait for 787s, some rethink 777-300ERs |date= November 8, 2021 |work= Leeham News |author= Scott Hamilton |access-date= November 10, 2021 |archive-date= November 10, 2021 |archive-url= https://web.archive.org/web/20211110052137/https://leehamnews.com/2021/11/08/pontifications-as-customers-wait-for-787s-some-rethink-777-300ers/ |url-status= live }}</ref>

===Records===
[[File:GE90-115B.jpg|GE90 without cowling|thumb|right]]
[[File:General Electric-747-N747GE-020918-03.jpg|thumb|The higher-thrust GE90-115B mounted on [[N747GE]], GE's Boeing 747 test aircraft.]]
The GE90-115B provided enough thrust to fly [[N747GE]], GE's Boeing 747-100 flying testbed with the other three engines at idle, an attribute demonstrated during a flight test.<ref>{{Cite video |title=General Electric Biggest Jet Engine for B-777 |publisher=History Channel |url=https://www.youtube.com/watch?v=Rac87fY6w-M  |archive-url=https://ghostarchive.org/varchive/youtube/20211212/Rac87fY6w-M| archive-date=December 12, 2021 |url-status=live|date=2008 |time=3:00–3:10 min |access-date=July 11, 2013}}{{cbignore}}</ref><ref>{{Cite news |url=http://www.le-webmag.com/article.php3?id_article=45&lang=en |title=GE90-115B certification: a look at the flight tests |publisher=Safran |work= Le Webmag |date= August 8, 2003 |url-status=dead |archive-url=https://web.archive.org/web/20061101234127/http://www.le-webmag.com/article.php3?id_article=45&lang=en |archive-date=November 1, 2006 }}</ref>

<!-- thrust -->
According to the ''[[Guinness World Records|Guinness Book of Records]]'', at {{convert|127900|lbf|kN|abbr=on}}, the engine held the record for the highest thrust achieved by an aircraft engine (the maximum thrust for the engine in service is its rated thrust {{convert|115300|lbf|kN|abbr=on}}). This thrust record was reached inadvertently as part of a one-hour, triple-red-line engine stress test using a GE90-115B development engine at GE's outdoor test complex near [[Peebles, Ohio]]. It eclipsed the engine's previous Guinness world record of {{convert|122965|lbf|kN|abbr=on}}.<ref name=030205PR>{{cite press release |title= GE90 Sets New World Record For Thrust; Engine Completes FAR 33 Certification Tests |publisher= GE Aviation |date= February 5, 2003 |url= http://www.geae.com/aboutgeae/presscenter/ge90/ge90_200325a.html |access-date= April 14, 2011 |archive-date= June 14, 2011 |archive-url= https://web.archive.org/web/20110614030942/http://www.geae.com/aboutgeae/presscenter/ge90/ge90_200325a.html |url-status= live }}</ref>
On November 10, 2017, its successor, the [[GE9X]], reached a higher record thrust of {{cvt|134,300|lbf|kN}} in Peebles.<ref>{{cite press release |url= https://www.geaviation.com/press-release/ge9x-engine-family/ge9x-breaks-guinness-world-records™-title-thrust |title= GE9X Breaks GUINNESS WORLD RECORDS™ Title for Thrust |date= July 12, 2019 |publisher= GE Aviation }}{{Dead link|date=March 2022 |bot=InternetArchiveBot |fix-attempted=yes }}</ref>

The initial GE90 fan shaft design loads were greatly increased for operational torque and the fan blade-off condition. To accommodate the increase in fan-shaft torsional and bending stresses, a steel alloy, GE1014, not previously used in aircraft engines was required. A significantly longer fan shaft spline-coupling was required and maintaining the required high machining accuracy was challenging.<ref>Development of GE90-115B Turbofan Engine,Horibe et al., IHI Engineering Review,Vol.37 No.February 1, 2004,p.6</ref><ref>{{cite press release |title= Impressive Progress of GE90-115B Engine Continues |publisher= GE Aviation |date= July 24, 2000 |url= http://www.geae.com/aboutgeae/presscenter/ge90/ge90_20000724.html |access-date= December 19, 2008 |archive-date= March 6, 2009 |archive-url= https://web.archive.org/web/20090306051758/http://www.geae.com/aboutgeae/presscenter/ge90/ge90_20000724.html |url-status= live }}</ref>

<!-- ETOPS -->
In October 2003, the [[777-300ER|Boeing 777-300ER]] with GE90-115B engines was the first ever plane/engine configuration to be certified [[ETOPS|ETOPS 330]]. This allows flying routes where flying time to the nearest airport, with one engine shut down, could be as much as five and a half hours (330 minutes).<ref>{{Cite press release |url=http://boeing.mediaroom.com/2003-10-15-Boeing-777-300ER-Performs-330-Minute-ETOPS-Flight |title=Boeing 777-300ER Performs 330-Minute ETOPS Flight |date=October 15, 2003 |publisher=Boeing |access-date=November 3, 2016 |archive-date=November 4, 2016 |archive-url=https://web.archive.org/web/20161104075009/http://boeing.mediaroom.com/2003-10-15-Boeing-777-300ER-Performs-330-Minute-ETOPS-Flight |url-status=live }}</ref> That aircraft, with GE90-115B engines, flew from Seattle to Taiwan as part of this ETOPS certification program, with one engine actually shut down for 330 minutes, during the approximately 13 hour flight.

<!-- longest flight -->
On November 10, 2005, the GE90 entered the Guinness World Records for a second time. The GE90-110B1 powered a 777-200LR during the world's longest flight by a commercial airliner, though there were no fare-paying passengers on the flight, only journalists and invited guests. The 777-200LR flew {{convert|13423|mi|km|abbr=on}} in 22 hours, 22 minutes, flying from [[Hong Kong]] to [[London]] "the long way": over the Pacific, over the continental U.S., then over the Atlantic to London.<ref>{{cite news |title= Flight-distance record awaits as big 777 heads to London |url= http://www.seattlepi.com/business/article/Flight-distance-record-awaits-as-big-777-heads-to-1187040.php |work= [[Seattle Post-Intelligencer]] |date= November 8, 2005 |access-date= November 7, 2016 |archive-date= October 21, 2016 |archive-url= https://web.archive.org/web/20161021092730/http://www.seattlepi.com/business/article/Flight-distance-record-awaits-as-big-777-heads-to-1187040.php |url-status= live }}</ref>

==Incidents==
<!--Aug 11, 2004 BA2024 -->
On  August 11, 2004, a GE90-85B powering a Boeing 777-200ER on British Airways flight  2024 suffered an engine failure on takeoff from [[George Bush Intercontinental Airport]] in Houston, Texas. The pilots noticed a noise and vibration on takeoff but continued the rotation. At 1500&nbsp;ft AGL they noticed smoke and haze in the cockpit and cabin crew advised the cabin was filling with smoke. They returned to the airport for an emergency landing. The findings were that a stage 2 turbine blade had separated at its shank, damaging the trailing blades and causing the vibration. The debris was contained in the engine casing.<ref>url= https://www.ntsb.gov/_layouts/ntsb.aviation/brief2.aspx?ev_id=20041015X01640&ntsbno=DCA04IA066&akey=1 {{Webarchive|url=https://web.archive.org/web/20180428181010/https://www.ntsb.gov/_layouts/ntsb.aviation/brief2.aspx?ev_id=20041015X01640&ntsbno=DCA04IA066&akey=1 |date=April 28, 2018 }}</ref>

<!-- May 28, 2012 AC-001 -->
On May 28, 2012, an Air Canada 777-300ER taking off from Toronto en route to Tokyo suffered failure of a GE90-115B at {{convert|1500|ft|m}} and returned safely. Engine debris was found on the ground.<ref>{{cite web|title=Maintenance inspection a factor in 2012 Air Canada engine failure during take-off from Lester B. Pearson International Airport|url=http://www.tsb.gc.ca/eng/medias-media/communiques/aviation/2013/a12o0074-20131213.asp|publisher=Transportation Safety Board of Canada|access-date=September 11, 2015|date=December 13, 2013|archive-date=October 19, 2015|archive-url=https://web.archive.org/web/20151019040549/http://www.tsb.gc.ca/eng/medias-media/communiques/aviation/2013/a12o0074-20131213.asp|url-status=live}}</ref><ref>{{cite news|last1=Edmiston|first1=Jake|title=Air Canada plane debris struck cars after engine failure, safety board confirms|url=https://nationalpost.com/posted-toronto/air-canada-plane-debris-struck-cars-after-engine-failure-safety-board-confirms|work=National Post|date=May 29, 2012|access-date=November 7, 2016|archive-date=February 12, 2022|archive-url=https://web.archive.org/web/20220212032031/https://nationalpost.com/category/news/|url-status=live}}</ref>

<!-- September 8, 2015 BA 2276 -->
On September 8, 2015, a GE90-85B powering a Boeing 777-236ER on [[British Airways Flight 2276]] suffered an uncontained failure during take-off roll at Las Vegas McCarran Airport, leading to a fire.<ref>{{cite web |url=http://www.ainonline.com/aviation-news/air-transport/2015-09-08/engine-failure-causes-fire-british-airways-boeing-777 |title=Engine Failure Causes Fire on British Airways Boeing 777 |author=Charles Alcock |date=September 8, 2015 |work=Aviation International News |access-date=September 9, 2015 |archive-date=May 28, 2020 |archive-url=https://web.archive.org/web/20200528211621/https://www.ainonline.com/aviation-news/air-transport/2015-09-08/engine-failure-causes-fire-british-airways-boeing-777 |url-status=live }}</ref><ref>{{cite web |title=NTSB Issues Update on the British Airways Engine Fire at Las Vegas |url=https://www.ntsb.gov/news/press-releases/Pages/PR20150910.aspx |publisher=NTSB |date=September 8, 2015 |access-date=August 8, 2015 |archive-date=September 12, 2015 |archive-url=https://web.archive.org/web/20150912221308/https://www.ntsb.gov/news/press-releases/Pages/PR20150910.aspx |url-status=live }}</ref>

<!-- June 27, 2016 SIA 368 -->
On June 27, 2016, a GE90-115B powering a Boeing 777-300ER, on [[Singapore Airlines]] Flight 368, received an engine oil warning during flight and returned to [[Singapore Changi Airport]]. On landing the malfunctioning right engine caught fire, leading to fire damage to the engine and the wing.<ref>{{cite web |url= https://www.flightglobal.com/news/articles/fire-damage-apparent-on-sia-777-wing-426708/ |title= Fire damage apparent on SIA 777 wing |work= Flight Global |date= June 27, 2016 |access-date= November 7, 2016 |archive-date= September 20, 2019 |archive-url= https://web.archive.org/web/20190920192725/https://www.flightglobal.com/news/articles/fire-damage-apparent-on-sia-777-wing-426708/ |url-status= live }}</ref>

===Transfer gearbox failures===
The FAA issued an Airworthiness Directive (AD) on May 16, 2013, and sent it to owners and operators of General Electric GE90-110B1 and GE90-115B turbofan engines. This emergency AD was prompted by reports of two failures of transfer gearbox assemblies (TGBs) which resulted in in-flight shutdowns (IFSDs). Investigation revealed that the failures were caused by TGB radial gear cracking and separation.<ref name="TGB NTSB Incident Findings">{{cite web |last1=M Scarfo |first1=Jean-Pierre |title=National Transportation Safety Board Aviation Incident Final Report |url=https://skybrary.aero/sites/default/files/bookshelf/2942.pdf |website=Skybrary |publisher=National Transportation Safety Board |access-date=November 19, 2022}}</ref> Further inspections found two additional radial gears with cracks. This condition, if not corrected, could result in additional IFSDs of one or more engines, loss of thrust control, and damage to the airplane. The Airworthiness Directive requires compliance by taking remedial measures within five days of receipt of the AD. All affected modules have been replaced.<ref>{{cite web |url= http://cdn1.atp.com/ADs/pdf/131052e.pdf |title= Emergency airworthiness directive (AD) 2013-10-52 |at= sent to owners and operators of General Electric Company (GE) GE90-110B1 and GE90-115B turbofan engines |date= May 16, 2013 |publisher= FAA |access-date= November 7, 2016 |archive-url= https://web.archive.org/web/20161107160312/http://cdn1.atp.com/ADs/pdf/131052e.pdf |archive-date= November 7, 2016 |url-status= dead }}</ref>

==Specifications==
{{multiple images
|direction=vertical
|image1=SVGE90.jpg
|caption1=A GE90-94B ([[Boeing 777|Boeing 777-200ER]]), straight fan blades
|image2=GE90 B777-200LR.JPG
|caption2=A GE90-110B1 ([[Boeing 777|Boeing 777-200LR]]), curved fan blades
}}

{| class="wikitable" style="text-align: center;"
|+ GE90 Type Certificate<ref name=TCDS>{{cite web |url= http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/b80ecadfe26c16b986257fdb006d97cb/$FILE/E00049EN_R19.pdf |title= Type Certificate Data Sheet E00049EN |date= June 23, 2016 |publisher= FAA |access-date= November 7, 2016 |archive-date= February 9, 2020 |archive-url= https://web.archive.org/web/20200209042218/https://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/b80ecadfe26c16b986257fdb006d97cb/$FILE/E00049EN_R19.pdf |url-status= dead }}</ref> Datasheet<ref name=datasheet>{{cite web |url= https://www.kimerius.com/app/download/5781574315/The+GE90+-+An+introduction.pdf |title= The GE90 - An introduction |date= January 27, 2025 |publisher= GE |access-date= January 25, 2025 |archive-date= May 19, 2016 |archive-url= https://web.archive.org/web/20160519110958/https://www.kimerius.com/app/download/5781574315/The+GE90+-+An+introduction.pdf |url-status= live }}</ref>
! Variant
! -76B/-77B/-85B/-90B/-94B
! -110B1/-113B/-115B
|-
! Type
| colspan=2 | Dual rotor, [[Axial compressor|axial flow]], [[high bypass turbofan]]
|-
![[Compressor]]
| 1 fan, 3-stage LP, 10-stage HP
| 1 fan, 4-stage LP, 9-stage HP<ref name=GE90>{{cite web |url= http://www.geaviation.com/commercial/engines/ge90/ |title= GE90 Commercial Aircraft Engine |publisher= GE Aviation |access-date= March 28, 2016 |archive-date= March 29, 2016 |archive-url= https://web.archive.org/web/20160329070457/http://www.geaviation.com/commercial/engines/ge90/ |url-status= live }}</ref>
|-
! [[Turbine]]
| colspan=2 | 2-stage HP, 6-stage LP
|-
! Length{{efn|Fan spinner to nozzle centerbody}}
| {{cvt|286.9|in|m|lk=on}}
| {{cvt|286.67|in|m}}
|-
! Max. width
| {{cvt|152.4|in|m}}
| {{cvt|148.38|in|m}}
|-
! Max. height
| {{cvt|155.6|in|m}}
| {{cvt|154.56|in|m}}
|-
! Fan diameter<ref>{{cite press release |url= https://www.geaviation.com/press-release/ge90-engine-family/ge90-115b-fan-completing-blade-testing-schedule-first-engine-test |title= GE90-115B Fan Completing Blade Testing; On Schedule For First Engine To Test |date= June 17, 2001 |publisher= GE Aviation |access-date= January 1, 2019 |archive-date= January 1, 2019 |archive-url= https://web.archive.org/web/20190101195359/https://www.geaviation.com/press-release/ge90-engine-family/ge90-115b-fan-completing-blade-testing-schedule-first-engine-test |url-status= live }}</ref>
| {{cvt|123|in|m}}
| {{cvt|128|in|m}}
|-
! Weight{{efn|Dry, Includes basic engine, basic engine accessories, and optional equipment}}
| {{cvt|17400|lb|kg|0|lk=on}}
| {{cvt|19316|lb|kg}}
|-
! Takeoff [[thrust]]
| {{cvt|81,070-97,300|lbf|kN|lk=on}}
| {{cvt|110,760-115,540|lbf|kN}}{{efn|world record set at {{cvt|127,900|lbf|kN}} in testing 827 feet above sea level<ref name=030205PR/>}}
|-
! LP rotor speed
| 2,261.5 rpm
| 2,355 rpm
|-
! HP rotor speed
| colspan=2 | 9,332 [[Revolutions per minute|rpm]]
|-
! Air mass flow
| 
Static: 1350 kg/s<ref name=datasheet></ref><br />
Cruise: 576 kg/s<ref name=datasheet></ref>
|-
! Specific thrust
| 
Static: 278.1 m/s²<ref name=datasheet></ref><br />
Cruise: 120.1 m/s²<ref name=datasheet></ref>
|
|-
![[Bypass ratio]]<ref name="SnecmaGE90"/>
| 8.4–9
| 9
|-
! [[Overall pressure ratio|Pressure ratio]]<ref name=GE90/>
| 40:1
| 42:1
|-
! [[Thrust-to-weight ratio]]
| {{#expr:97300/17400round2}}
| {{#expr:115540/19316round2}}
|-
! Takeoff [[Thrust-specific fuel consumption|TSFC]]
| {{Convert|0.278|lb/lbf/h|g/kN/s|abbr=on}}<ref>{{cite magazine |url= https://www.flightglobal.com/pdfarchive/view/2000/2000-1%20-%201791.html |title= Engine Directory Part 1 - Turbofans |magazine= Flight International |date= November 14, 2000 |access-date= February 16, 2019 |archive-date= February 16, 2019 |archive-url= https://web.archive.org/web/20190216212120/https://www.flightglobal.com/pdfarchive/view/2000/2000-1%20-%201791.html |url-status= live }}</ref>
|
|-
! Cruise TSFC
| {{cvt|0.545|lb/lbf/h|g/kN/s|abbr=on}} (-76B)<ref name="ijaaa"/> (-85B)<ref>{{cite web |url= https://booksite.elsevier.com/9780340741528/appendices/data-b/table-3/default.htm |title= Civil Jet Aircraft Design: Engine Data File |author= Lloyd R. Jenkinson & al. |date= July 30, 1999 |publisher= Elsevier/Butterworth-Heinemann |access-date= February 16, 2019 |archive-date= May 6, 2021 |archive-url= https://web.archive.org/web/20210506165319/https://booksite.elsevier.com/9780340741528/appendices/data-b/table-3/default.htm |url-status= live }}</ref><br/> or {{cvt|0.520|lb/lbf/h|g/kN/s|abbr=on}} (-85B)<br/><ref name="ijaaa">{{cite journal |issn=2374-6793 |journal=International Journal of Aviation, Aeronautics, and Aerospace |title=Blended Wing Body Propulsion System Design |page=28 |url=https://commons.erau.edu/cgi/viewcontent.cgi?article=1187&context=ijaaa#page=29 |doi=10.15394/ijaaa.2017.1187 |volume=4 |number=4 |year=2017 |given1=Parth |surname1=Kumar |given2=Adeel |surname2=Khalid |doi-access=free |access-date=July 10, 2021 |archive-date=June 3, 2021 |archive-url=https://web.archive.org/web/20210603081954/https://commons.erau.edu/cgi/viewcontent.cgi?article=1187&context=ijaaa#page=29 |url-status=live }}</ref><ref name="Sahai">{{cite thesis |title=Consideration of Aircraft Noise Annoyance during Conceptual Aircraft Design |given=Abhishek Kumar |surname=Sahai |publication-date=June 24, 2016 |url=https://publications.rwth-aachen.de/record/668901/files/668901.pdf#page=107 |at=Table 5.2: Comparison of key Gasturb simulated and reference values for the GE90-85B engine |access-date=May 30, 2021 |archive-date=June 2, 2021 |archive-url=https://web.archive.org/web/20210602213657/https://publications.rwth-aachen.de/record/668901/files/668901.pdf#page=107 |url-status=live }}</ref>
|
|}
{{clear}}

==Derivatives==

===GEnx===
{{Main|General Electric GEnx}}

The [[General Electric GEnx|GEnx]] engine, that has been developed for the [[Boeing 787 Dreamliner]] and [[Boeing 747-8|747-8]], is derived from a smaller core variant of the GE90, also featuring a fan with swept rotor blades.

===GP7000===
{{Main|Engine Alliance GP7000}}

GE Aviation set up a cooperative venture with Pratt & Whitney, named [[Engine Alliance]], under which the companies have developed an engine for the [[Airbus A380]], named GP7000, based on an 0.72 flow scale of the GE90-110B/115B core.

===GE9X===
{{Main|General Electric GE9X}}

In February 2012, GE announced studies on a 10% more efficient derivative, dubbed the GE9X, to power the new [[Boeing 777X|Boeing 777-8X/9X]] aircraft.

===LM9000===

The LM9000 is an [[aeroderivative gas turbine]] available in two options; the LM9000 without water augmentation outputting {{cvt|66|MW}} at a 42.4% efficiency before [[cogeneration]], and the LM9000 with water augmentation outputting {{cvt|75|MW}} at a 42.7% efficiency before cogeneration.<ref>{{cite web |url= https://www.ge.com/power/gas/gas-turbines/lm9000 |title= LM9000 |publisher= General Electric |access-date= July 2, 2018 |archive-date= July 2, 2018 |archive-url= https://web.archive.org/web/20180702233427/https://www.ge.com/power/gas/gas-turbines/lm9000 |url-status= live }}</ref> The engine's 33:1 pressure ratio comes from a 4-stage low pressure compressor followed by a 9 stage high pressure compressor, driven by a  2 stage high pressure turbine and a 1-stage low pressure turbine, powering a 4-stage free turbine.<ref>{{cite web |url= https://www.geoilandgas.com/sites/geog.dev.local/files/ge_tms_lm9000_brochure-041817-pages.pdf |title= LM9000 – The new prime mover for oil and gas |publisher= General Electric |date= 2017 |access-date= June 30, 2017 |archive-date= July 2, 2018 |archive-url= https://web.archive.org/web/20180702233457/https://www.geoilandgas.com/sites/geog.dev.local/files/ge_tms_lm9000_brochure-041817-pages.pdf |url-status= live }}</ref>

==See also==
{{aircontent
|see also=
|related=
* [[General Electric GEnx]]
* [[Engine Alliance GP7000]]
* [[General Electric GE9X]]
* [[General Electric LM9000]]
|similar engines=
*[[Pratt & Whitney PW4000]]
*[[Rolls-Royce Trent 800]]
*[[Rolls-Royce Trent XWB]]
|lists=
* [[List of aircraft engines]]
}}

==References==
{{notelist}}

===Notes===
<!--See [[Wikipedia:Footnotes]] for an explanation of how to generate footnotes using the <ref(erences/)> tags-->
{{Reflist|35em}}

== External links ==
{{Commons category}}
* {{Official website}}
* {{cite press release |url= http://www.geaviation.com/press/ge90/ge90_20041116.html |title= It's Great Design Too: World's Biggest Jet Engine Fan Blade at The Museum of Modern Art |publisher= GE Aviation |date= November 16, 2004 |access-date= July 21, 2016 |archive-date= October 11, 2016 |archive-url= https://web.archive.org/web/20161011142233/http://www.geaviation.com/press/ge90/ge90_20041116.html |url-status= dead }}

{{GE aeroengines}}

{{DEFAULTSORT:General Electric Ge90}}
[[Category:High-bypass turbofan engines]]
[[Category:General Electric aircraft engines|GE90]]
[[Category:1990s turbofan engines]]