General Electric CF6

{{short description|Turbofan aircraft engine family}} {{More citations needed|article|date=November 2008}}  {{Use mdy dates|date=November 2025}} {{Infobox aircraft | name = General Electric CF6 | image = CF-6 turbofan engine - NARA - 17475341 (cropped).jpg | caption = General Electric CF6 during testing at NASA's [[Glenn Research Center]] in 1979 | type = [[Turbofan]] | national_origin = United States | manufacturer = [[GE Aviation]] | first_run = 1971 | major_applications = {{Unbulleted list | [[Airbus A300]] | [[Airbus A310]] | [[Airbus A330]] | [[Boeing 747]] | [[Boeing 767]] | [[Kawasaki C-2]] | [[Lockheed C-5M Super Galaxy]] | [[McDonnell Douglas DC-10]] | [[McDonnell Douglas MD-11]] }} | number_built = 8,300 (2018)<ref name="genx">{{cite web |title=The GEnx Commercial Aircraft Engine |url=https://www.geaviation.com/commercial/engines/genx-engine |access-date=February 18, 2020}}</ref> | developed_from = [[General Electric TF39]] | developed_into = [[General Electric LM2500]]<br>[[General Electric LM6000]] }}

The '''General Electric CF6''', US military designations '''F103''' and '''F138''', is a family of [[high-bypass turbofan engine]]s produced by [[GE Aviation]]. The CF6, based on the [[General Electric TF39|TF39]], the first high-thrust, high-bypass jet engine, has been used in a wide variety of airliners, but has been superseded by the [[General Electric GEnx|GEnx]] in newer airliners.<ref name="genx" />

The CF6 core has been used for the [[General Electric LM2500|LM2500]], LM5000, and [[General Electric LM6000|LM6000]] industrial and marine gas turbines.

==Overview== [[File:MADRID 060508 MXALX 054.jpg|thumb|upright|A CF6 turbofan installed at the Spanish [[National Institute for Aerospace Technology]]]]

After developing the [[TF39]] for the [[C-5 Galaxy]] in the late 1960s, GE offered a higher thrust variant for civilian use, the CF6.<ref>"Sectional drawing showing differences between the TF39 and CF6, particularly in the fan/LP compression system" https://aviation.stackexchange.com/questions/51747/why-does-the-cf6-have-a-lower-bypass-ratio-than-the-tf39</ref> GE proposed the CF6 to [[Eastern Airlines]], for the [[Lockheed L-1011]] and the [[McDonnell Douglas DC-10]]. Lockheed used the [[Rolls-Royce RB211]] as its exclusive engine, but the CF6 was chosen for the DC-10, and entered service in 1971. It was also selected for versions of the [[Boeing 747]], and then for the [[Airbus A300]], [[Airbus A310|A310]] and [[Airbus A330|A330]], [[Boeing 767]], [[Lockheed C-5 Galaxy|Lockheed C-5M Galaxy]], and [[McDonnell Douglas MD-11]].

By 2018, GE had delivered more than 8,300 CF6s: 480 -6s, 2,200 -50s, 4,400 -80C2s, more than 730 -80E; and 3,000 [[General Electric LM6000|LM6000]] industrial and marine derivatives. The in-service fleet included 3,400 engines, generating over 600 [[Aircraft maintenance#Engines|shop visit]]s per year.

==Variants==

The CF6-6 was first used on the [[McDonnell Douglas]] [[McDonnell Douglas DC-10|DC-10-10]].

It has a single-stage fan with one core booster stage driven by a 5-stage LP (low pressure) turbine, and a 16-stage HP (high pressure) [[axial compressor]] driven by a 2-stage HP turbine; the [[combustor]] is annular; separate exhaust nozzles are used for the fan and core airflows. The 86.4-in (2.19-m) diameter fan generates an airflow of 1,300 lb/s (590 kg/s), resulting in a bypass ratio of 5.72. The [[overall pressure ratio]] is 24.3. The engine develops a maximum static take-off thrust of 41,500 lb (185.05 kN).

====Undeveloped variants==== The CF6-32 was to be a lower-thrust derivative of the CF6-6 for the [[Boeing 757]]. In 1981, GE stopped work on this engine, leaving the 757 to be powered by either Pratt & Whitney or Rolls-Royce powerplants.<ref>{{cite news |date=January 31, 1981 |title=New engine proposed as GE drops CF6-32 |url=http://www.flightglobal.com/FlightPDFArchive/1981/1981%20-%200289.PDF |access-date=October 23, 2013 |work=Flightglobal}}</ref>

===CF6-50===

The CF6-50 series are rated between 51,000 and 54,000 lb (227.41 to 240.79 kN, or '25 tons') of thrust. It was launched in [[1969 in aviation|1969]] to power the long range McDonnell Douglas [[McDonnell Douglas DC-10|DC-10-30]], and was derived from the earlier CF6-6.

Not long after the -6 entered service, an increase in thrust was required. It was obtained by increasing the airflow through the core. Two booster stages were added to the LP (low pressure) compressor and the last two stages of the HP compressor were removed<ref>"CF6 Reliability", Flight International, July 2, 1977, p. 11</ref> which increased the overall pressure ratio to 29.3. Although the 86.4 in (2.19 m) diameter fan was retained, the airflow was raised to 1,450 lb/s (660 kg/s), giving a static thrust of 51,000 lb (227 kN). The increase in core flow decreased the bypass ratio to 4.26.

In late 1969, the CF6-50 was selected to power the then new [[Airbus A300]]. [[Air France]] became the launch customer for the A300 by ordering six aircraft in [[1971 in aviation|1971]]. In [[1975 in aviation|1975]], [[KLM]] became the first airline to order the [[Boeing 747]] powered by the CF6-50. This led to more variants, such as the CF6-80. The CF6-50 also powered the [[Boeing YC-14]] USAF AMST transport prototype.

The CF6-50 was also offered with 10% less thrust, and known as CF6-45, for the 747SR, a short-range version used by All Nippon Airways for domestic Japanese operations.

The engine, known by its military designation F103, is used on the [[McDonnell Douglas KC-10 Extender|KC-10 Extenders]] and [[Boeing E-4]].

Starting in 1977, a derivative known as the LM5000 was offered as an industrial gas turbine. The first unit was sold in 1978, with 30 orders by October 1, 1988.<ref name="Stancliff1989">Stancliff, Robert C. (June 1989). [https://asmedigitalcollection.asme.org/GT/proceedings-pdf/GT1989/79146/V002T03A001/2398229/v002t03a001-89-gt-13.pdf The General Electric LM5000 Marine Gas Turbine] (PDF). Paper Number 89-GTP-13. The American Society of Mechanical Engineers. p. 1</ref>

===CF6-80=== [[File:General Electric CF6-80C2K1F Engine at JASDF Gifu Air Base October 30, 2016 (cropped).jpg|thumb|CF6-80C2K1F Engine for the [[Kawasaki C-2]]]] [[File:National Air and Space Museum - Washington DC - General Electric CF6 - Compressor and Combustor Cut Out.jpg|thumb|Display engine showing internal parts: compressor at right, combustor and HP turbine in center, and LP turbine at left]]

The CF6-80 series has a thrust range of 48,000 to 75,000 lb (214 to 334 kN).

There are 4 variants.

==== CF6-80A3 ==== The CF6-80A3, with thrusts from 48,000 to 50,000 lb (214 to 222 kN), powered two twinjets, the [[Boeing 767]] and [[Airbus A310]]. The GE-powered 767 entered airline service in [[1982 in aviation|1982]], and the GE powered A310 in early [[1983 in aviation|1983]]. It is approved for [[ETOPS/LROPS|ETOPS]] operations.

For the CF6-80A/A1, the fan diameter remains at 86.4 in (2.19 m), with an airflow of 1435 lb/s (651 kg/s). Overall pressure ratio is 28.0, with a bypass ratio of 4.66. Static thrust is 48,000 lb (214 kN). The basic mechanical configuration is the same as the -50 series.

==== CF6-80C2 ====

For the CF6-80C2-A1, the fan diameter is increased to 93 in (2.36 m), with an airflow of 1750 lb/s (790 kg/s). Overall pressure ratio is 30.4, with a bypass ratio of 5.15. Static thrust is 59,000 lb (263 kN). An extra stage is added to the LP compressor, and a 5th to the LP turbine.<ref name="GECF6-80C2">{{cite web |title=CF6-80C2 Engine |url=http://www.geaviation.com/engines/commercial/cf6/cf6-80c2.html |url-status=deviated |archive-url=https://web.archive.org/web/20081121124612/http://www.geaviation.com/engines/commercial/cf6/cf6-80c2.html |archive-date=November 21, 2008 |publisher=GE Aviation}}</ref> [[File:Leong IMG 5491 (6659633979).jpg|thumb|A pair of CF6-80C2 on the [[Boeing 747-400]]]] The CF6-80C2 is used on fifteen commercial and military [[widebody aircraft]] including the [[Boeing 747-400]], and [[McDonnell Douglas MD-11]]. The CF6-80C2 is also approved for [[ETOPS|ETOPS-180]] for the [[Airbus A300]], [[Airbus A310]], [[Boeing 767]], [[Boeing KC-767|KC-767A/J]], [[Boeing E-767|E-767J]], [[Kawasaki C-2]], and (as the F138) the [[Lockheed C-5M Super Galaxy]] and [[VC-25A]].

==== F138-GE-100 ====

The F138-GE-100 is a military designation given to the modified version of the CF6-80C2, to produce 50,400–51,600 lb, with Strict Noise Regulations and Green Emissions, for the [[Lockheed C-5M Super Galaxy|Lockheed Martin C-5M Super Galaxy]]. The F138 replaced the TF-39 when the Galaxy was upgraded to the Super Galaxy.

====CF6-80E1==== [[File:Engine of A330 Qatar Airways (10515804924).jpg|thumb|The CF6-80E1 powering the [[Airbus A330]]]] The CF6-80E1 has the highest thrust of the CF6-80 Series, with the fan tip diameters increased to 96.2 in (2.443m), and an overall pressure ratio of 32.6 and bypass ratio of 5.3.<ref name="CF6-80E1">{{cite web |title=CF6-80E1 - GE Aviation |url=https://www.geaviation.com/sites/default/files/datasheet-CF6-80E1.pdf}}</ref> The {{convert|68,000|to|72,000|lbf|kN|abbr=on}} variant competes with the [[Rolls-Royce Trent 700]] and the [[Pratt & Whitney PW4000]] to power the [[Airbus A330]].<ref>{{cite web |date=2006 |title=CF6-80E: Past, present and future |url=http://www.iasg.co.uk/pdfs/articles/engine_services/CF680E.pdf |url-status=dead |archive-url=https://web.archive.org/web/20181126051531/http://www.iasg.co.uk/pdfs/articles/engine_services/CF680E.pdf |archive-date=November 26, 2018 |access-date=March 24, 2017 |work=Engine Yearbook}}</ref>

====Other variants====

The industrial and marine development of the CF6-80C2, the [[General Electric LM6000|LM6000 Series]], has found wide use including fast ferry and high speed cargo ship applications, as well as in power generation. The LM6000 gas turbine family provides power in the 40 to 56 MW range for utility, industrial, and oil & gas applications.<ref>{{cite web |title=LM6000 & SPRINT Aeroderivative Gas Turbine Packages (36 - 64 MW) |url=https://www.ge-distributedpower.com/products/power-generation/35-to-65mw/lm6000-sprint-series |url-status=dead |archive-url=https://web.archive.org/web/20140630211009/https://www.ge-distributedpower.com/products/power-generation/35-to-65mw/lm6000-sprint-series |archive-date=June 30, 2014 |access-date=June 28, 2014 |publisher=GE Distributed Power}}</ref>

==Applications== * [[Airbus A300]]/[[Airbus Beluga]] * [[Airbus A310]]/[[Airbus A310 MRTT]]/[[Airbus CC-150 Polaris]] * [[Airbus A330]]/[[Airbus A330 MRTT]]/[[EADS/Northrop Grumman KC-45]] * [[Boeing 747]]/[[Boeing E-4|E-4]]/[[Boeing VC-25A|VC-25A]] * [[Boeing 767]]/[[Boeing E-767|E-767]]/[[Boeing KC-767|KC-767]]/[[Northrop Grumman E-10 MC2A|E-10]] * [[Boeing YC-14]] * [[Kawasaki C-2]] * [[Lockheed C-5M Super Galaxy|Lockheed Martin C-5M Super Galaxy]] * [[McDonnell Douglas DC-10]]/[[McDonnell Douglas KC-10 Extender|KC-10]] * [[McDonnell Douglas MD-11]]

== Accidents and incidents ==

In [[1973 in aviation|1973]], a CF6-6 fan assembly disintegrated, resulting in the loss of [[cabin pressurization]] of [[National Airlines Flight 27]] over [[New Mexico]], United States.<ref>{{cite web |title=National Airlines Flight 27, McDonnell Douglas DC-10-10, N60NA |url=http://lessonslearned.faa.gov/ll_main.cfm?TabID=1&LLID=19 |work=Lessons Learned |publisher=Federal Aviation Administration}}</ref>

In [[1979 in aviation|1979]] a CF6-6 engine detached from the left wing of [[American Airlines Flight 191]] due to faulty pylon maintenance, severing hydraulic lines and causing the aircraft to crash.

In [[1989 in aviation|1989]], a CF6-6 fan disk separated from the engine and damaged all three hydraulic systems. The flight, [[United Airlines Flight 232]], continued with no hydraulic power until it crash-landed at the airport in [[Sioux City, Iowa]].

In 2000, the [[National Transportation Safety Board]] (NTSB) warned that the high-pressure compressor could crack.<ref>{{cite web |date=August 9, 2000 |title=Safety Recommendation A-00-104 |url=https://www.ntsb.gov/safety/safety-recs/recletters/A00_104.pdf |publisher=National Transportation Safety Board |format=PDF}}</ref>

Following a series of high-pressure turbine failures on September 6, 1997,<ref>{{cite web |title=Report on aircraft C-FTCA 6 September 1997 engine failure |url=http://aviation-safety.net/database/record.php?id=19970906-1&lang=en |publisher=Aviation Safety Network}}</ref> June 7, 2000<ref>{{cite web |title=Report on aircraft PP-VNN 7 June 2000 engine failure |url=http://aviation-safety.net/database/record.php?id=20000607-1&lang=en |publisher=Aviation Safety Network}}</ref> and December 8, 2002,<ref>{{cite web |title=Report on aircraft ZK-NBC 8 December 2002 engine failure |url=http://aviation-safety.net/database/record.php?id=20021208-1&lang=en |publisher=Aviation Safety Network}}</ref> and resulting in 767s being written off on September 22, 2000,<ref>{{cite web |title=Report on aircraft N654US 22 September 2000 engine failure |url=http://aviation-safety.net/database/record.php?id=20000922-0&lang=en |publisher=Aviation Safety Network}}</ref> on June 2, 2006,<ref>{{cite web |title=Report on aircraft N330AA 2 June 2006 engine failure |url=http://aviation-safety.net/database/record.php?id=20060602-0 |publisher=Aviation Safety Network}}</ref> and [[American Airlines Flight 383 (2016)|on October 28, 2016]],<ref>{{cite web |title=Report on aircraft N345AN 28 October 2016 engine failure |url=http://aviation-safety.net/database/record.php?id=20161028-2 |publisher=Aviation Safety Network}}</ref> the [[Federal Aviation Administration]] issued an airworthiness directive mandating inspections for over 600 engines and the [[NTSB]] believed that this number should be increased to include all -80 series engines with more than 3000 cycles since new or since last inspection.<ref>{{cite web |date=September 5, 2006 |title=NTSB wants at-risk GE CF6 engines removed |url=https://www.flightglobal.com/news/articles/us-aviation-safety-board-ntsb-wants-at-risk-ge-cf6-engines-removed-following-june-uncontained-failure-on-aa-767-208851/ |work=Flight International}}</ref>

In May 2010, The NTSB warned that the low-pressure turbine rotor disks could fail.<ref>{{cite web |date=May 27, 2010 |title=Four Recent Uncontained Engine Failure Events Prompt NTSB to Issue Urgent Safety Recommendations to FAA |url=https://www.ntsb.gov/news/press-releases/Pages/Four_Recent_Uncontained_Engine_Failure_Events_Prompt_NTSB_to_Issue_Urgent_Safety_Recommendations_to_FAA.aspx |publisher=National Transportation Safety Board}}</ref> Four [[Jet engine#Uncontained failures|uncontained failures]] of CF6-45/50 engines in the preceding two years prompted it to issue an "urgent" recommendation to increase inspections of the engines on U.S. aircraft : none of the four incidents of rotor disk unbalance and subsequent failure resulted in an accident, but parts of the engine did come through the engine casing each time.<ref name="Ahlers2008-05-28">{{cite web |author=Mike M. Ahlers |date=May 28, 2010 |title=Jet engine failures overseas prompt 'urgent' NTSB recommendation here |url=http://www.cnn.com/2010/US/05/27/ntsb.engine.failures/index.html?hpt=T2 |publisher=CNN}}</ref>

In November 2025, [[UPS Airlines Flight 2976]], a [[McDonnell Douglas MD-11]] powered by three CF6-80C2D1F engines, crashed shortly after takeoff following an in-flight separation<ref>{{Cite news |last=Keck |first=Matthew |date=November 5, 2025 |title=UPS plane crashes at Louisville's airport, causing explosion and massive fire |url=https://www.wlky.com/article/plane-crash-explosion-louisville-airport/69255042 |archive-url=https://web.archive.org/web/20251105002207/https://www.wlky.com/article/plane-crash-explosion-louisville-airport/69255042 |archive-date=November 5, 2025 |access-date=November 5, 2025 |work=WLKY |language=en}}</ref> of the number one engine pylon, causing a subsequent fire and crash into a building, killing three on board and eleven on the ground. The preliminary report states the engine pylon fractured due to metal fatigue cracks. All MD-11s and DC-10s are currently grounded.

==Specifications== {{sticky-header}} {| class="wikitable sticky-header" style="text-align: center;" |+ CF6 Specifications<ref name="GECF6">{{cite web |title=The CF6 Engine |url=http://www.geaviation.com/commercial/engines/cf6-engine |publisher=GE Aviation}}</ref> ! Variant ! CF6-6<ref name="6/45/50TCDS">{{cite web |date=June 10, 2013 |title=Type Certificate Data Sheet E23EA |url=http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/2c339dd53360180c86257b9b004942ca/$FILE/E23EA_Rev_21.pdf |publisher=FAA}}</ref> ! CF6-50<ref name="6/45/50TCDS"/> ! CF6-80A<ref name="80TCDS">{{cite web |date=September 11, 2014 |title=Type Certificate Data Sheet E13NE |url=http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/1047854cea0ef5fe86257d56006cb935/$FILE/E13NE_Rev_26.pdf |url-status=dead |archive-url=https://web.archive.org/web/20170325025722/http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/1047854cea0ef5fe86257d56006cb935/$FILE/E13NE_Rev_26.pdf |archive-date=March 25, 2017 |access-date=March 24, 2017 |publisher=FAA}}</ref> ! CF6-80C<ref name=80TCDS/> ! CF6-80E<ref name="80E1TCDS">{{cite web |date=June 10, 2013 |title=Type Certificate Data Sheet E41NE |url=http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/a55932323344fb7786257b9b00495a5a/$FILE/E41NE_Rev_11.pdf |url-status=dead |archive-url=https://web.archive.org/web/20170325025657/http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/a55932323344fb7786257b9b00495a5a/$FILE/E41NE_Rev_11.pdf |archive-date=March 25, 2017 |access-date=March 24, 2017 |publisher=FAA}}</ref> |- ! Type | colspan=5 | Dual rotor, [[axial compressor|axial]] flow, high bypass ratio [[turbofan]], annular combustor |- ![[Axial compressor|Compressor]] | Fan & 1 {{Abbr|LP|low pressure}} + 16 {{Abbr|HP|high pressure}} | colspan=2 | Fan & 3 {{Abbr|LP|low pressure}} + 14 {{Abbr|HP|high pressure}} | colspan=2 | Fan & 4 {{Abbr|LP|low pressure}} + 14 {{Abbr|HP|high pressure}} |- ! [[Turbine]] | 2 {{Abbr|HP|high pressure}} + 5 {{Abbr|LP|low pressure}} | colspan=2 | 2 {{Abbr|HP|high pressure}} + 4 {{Abbr|LP|low pressure}} | colspan=2 | 2 {{Abbr|HP|high pressure}} + 5 {{Abbr|LP|low pressure}} |- ! Length | {{convert|188|in|cm|abbr=on|0}} | {{convert|183|in|cm|abbr=on|0}} | {{convert|167|in|cm|abbr=on|0}} | colspan=2 | {{convert|168|in|cm|abbr=on|0}} |- ! Overall diameter | colspan=3 | {{convert|105|in|cm|abbr=on|0}}<ref name=GECF6-6/><ref name=GECF6-50/><ref name=GECF6-80A/> | {{convert|106-111|in|cm|abbr=on|0}}<ref name=GECF6-80C2/> | {{convert|114|in|cm|abbr=on|0}}<ref name=GECF6-80C2/> |- ! Fan diameter | colspan=3 | {{convert|86.4|in|cm|abbr=on|0}}<ref>{{cite web |date=2007 |title=CF6-80C2 engine history and evolution |url=http://www.iasg.co.uk/pdfs/articles/engine_services/cf680c2_engine_history.pdf |url-status=dead |archive-url=https://web.archive.org/web/20211006070948/http://www.iasg.co.uk/pdfs/articles/engine_services/cf680c2_engine_history.pdf |archive-date=October 6, 2021 |access-date=October 18, 2019 |work=Engine Yearbook}}</ref> | {{convert|93|in|cm|abbr=on|0}}<ref>{{cite web |title=CF6-80C2 datasheet |url=https://www.geaviation.com/sites/default/files/datasheet-CF6-80C2.pdf |publisher=GE Aviation}}</ref> | {{convert|96.2|in|cm|abbr=on|0}}<ref name="CF6-80E1" /> |- ! Takeoff [[thrust]] | {{convert|41,500|lbf|kN|abbr=on}} | {{convert|51,500|-|54,000|lbf|kN|abbr=on}} | {{convert|48,000|-|50,000|lbf|kN|abbr=on}} | {{convert|52,200|-|61,960|lbf|kN|abbr=on}} | {{convert|65,800|-|69,800|lbf|kN|abbr=on}} |- ! [[Overall pressure ratio|Pressure ratio]] | 25–25.2 | 29.2–31.1 | 27.3–28.4 | 27.1–31.8 | 32.4–34.8 |- ![[Bypass ratio]] | 5.76–5.92<ref name="GECF6-6">{{cite web |title=Model CF6-6 |url=http://www.geaviation.com/engines/commercial/cf6/cf6-6.html |url-status=deviated |archive-url=https://web.archive.org/web/20081121124007/http://www.geaviation.com/engines/commercial/cf6/cf6-6.html |archive-date=November 21, 2008 |publisher=GE Aviation}}</ref> | 4.24–4.4<ref name="GECF6-50">{{cite web |title=Model CF6-50 |url=http://www.geaviation.com/engines/commercial/cf6/cf6-50.html |url-status=deviated |archive-url=https://web.archive.org/web/20081121110447/http://www.geaviation.com/engines/commercial/cf6/cf6-50.html |archive-date=November 21, 2008 |publisher=GE Aviation}}</ref> | 4.59–4.66<ref name="GECF6-80A">{{cite web |title=Model CF6-80A |url=http://www.geaviation.com/engines/commercial/cf6/cf6-80a.html |url-status=deviated |archive-url=https://web.archive.org/web/20081121092139/http://www.geaviation.com/engines/commercial/cf6/cf6-80a.html |archive-date=November 21, 2008 |publisher=GE Aviation}}</ref> | 5–5.31<ref name=GECF6-80C2/> | 5–5.1<ref name="GECF6-80E1">{{cite web |title=Model CF6-80A |url=http://www.geaviation.com/engines/commercial/cf6/cf6-80e1.html |url-status=deviated |archive-url=https://web.archive.org/web/20081121104312/http://www.geaviation.com/engines/commercial/cf6/cf6-80e1.html |archive-date=November 21, 2008 |publisher=GE Aviation}}</ref> |- ! [[Thrust-specific fuel consumption]] | {{convert|0.35|lb/lbf/h|g/kN/s|abbr=on}}<ref name=GECF6-6/> | {{convert|0.368|-|0.385|lb/lbf/h|g/kN/s|abbr=on}}<ref name=GECF6-50/> | {{convert|0.355|-|0.357|lb/lbf/h|g/kN/s|abbr=on}}<ref name=GECF6-80A/> | {{convert|0.307|-|0.344|lb/lbf/h|g/kN/s|abbr=on}}<ref name=GECF6-80C2/> | {{convert|0.332|-|0.345|lb/lbf/h|g/kN/s|abbr=on}}<ref name=GECF6-80C2/> |- ! Application<ref name="MTU">{{cite web |title=Commercial Aircraft Engines > CF6 |url=http://www.mtu.de/engines/commercial-aircraft-engines/widebody-jets/cf6/ |publisher=MTU}}</ref> | [[DC-10|DC{{nbhyph}}10{{nbhyph}}10]] | [[Boeing 747|747]], [[Airbus A300|A300]], {{nowrap|[[DC-10|DC-10-15/30]],}} [[McDonnell Douglas KC-10 Extender|KC{{nbhyph}}10]] | [[Boeing 767|767]], [[Airbus A310|A310]] | [[747-300]], [[747-400]], [[Boeing 767|767]], [[Airbus A300|A300]], [[Airbus A310|A310]], [[Kawasaki C-2|C{{nbhyph}}2]], [[C-5M|C{{nbhyph}}5M]], [[Boeing E-767|E{{nbhyph}}767]], [[Boeing KC-767|KC{{nbhyph}}767]], [[McDonnell Douglas MD-11|MD{{nbhyph}}11]] | [[Airbus A330|A330]], [[Airbus A330 MRTT|A330{{nbsp}}MRTT]] |- ! Weight{{efn|Dry, includes basic engine accessories & optional equipment}} | {{convert|8,176|lb|kg|abbr=on}} | {{convert|8,825|-|9,047|lb|kg|abbr=on}} | {{convert|8,760|-|8,776|lb|kg|abbr=on}} | {{convert|9,480|-|9,860|lb|kg|abbr=on}} | {{convert|11,225|lb|kg|abbr=on}} |- ! Maximum fan [[Revolutions per minute|rpm]] | 3,810 | 4,102 | 4,016 | 3,854 | 3,835 |- ! Maximum compressor rpm | 9,925 | 10,761 | 10,859 | 11,055 | 11,105 |- ! [[Thrust-to-weight ratio]] | {{#expr:41500/8176round2}} | {{#expr:51500/8825round2}}–{{#expr:54000/9047round2}} | {{#expr:48000/8760round2}}–{{#expr:50000/8776round2}} | {{#expr:52200/9480round2}}–{{#expr:61960/9860round2}} | {{#expr:65800/11225round2}}–{{#expr:69800/11225round2}} |} {{notelist}}

==See also== {{Aircontent |related= * [[General Electric TF39]] |similar engines= * [[Aviadvigatel PS-90]] * [[Ivchenko-Progress D-18]] * [[Pratt & Whitney JT9D]] * [[Pratt & Whitney PW2000]] * [[Pratt & Whitney PW4000]] * [[Rolls-Royce RB211]] * [[Rolls-Royce Trent 700]] |lists= * [[List of aircraft engines]] |see also= }}

==References== {{reflist}}

==External links== {{Commons category}} * {{official website|http://www.geae.com/engines/commercial/cf6/index.html}} * {{cite web |date=2007 |title=CF6-80C2 engine history and evolution |url=http://cdn.aviaforum.ru/images/2014/10/656877_692dc785d173f9a109fcfdeed29ba1ae.pdf |url-status=dead |archive-url=https://web.archive.org/web/20170325025309/http://cdn.aviaforum.ru/images/2014/10/656877_692dc785d173f9a109fcfdeed29ba1ae.pdf |archive-date=March 25, 2017 |access-date=March 24, 2017 |work=The Engine Yearbook}} * {{cite news |author=Stephen Trimble |date=December 21, 2010 |title=General Electric celebrates 25th anniversary of best-selling widebody engine |url=https://www.flightglobal.com/news/articles/general-electric-celebrates-25th-anniversary-of-best-selling-widebody-351055/ |work=Flight Global}}

[[Category:High-bypass turbofan engines]] [[Category:General Electric aircraft engines|CF6]] [[Category:1970s turbofan engines]]