Group : Turbofan Engines
Status : Active
Also Known As : GEnx 2B67, GEnx-2B67
Origin : United States of America
Contractors : GE Aerospace*, Avio, Hanwha Techwin, Ishikawajima-Harima Heavy Industries (IHI), Techspace Aero, Volvo Aero
Initial Operational Capability (IOC) : October 12, 2011
Total Production : 629
Unitary Cost : USD $12.0 million

GEnx final design was expected in early 2005. The first full engine will undergo tests beginning in 2006 and followed by engine first flight. The engine certification is anticipated by 2007. Early engine tests began in the late 2004 in Evendale, Ohio, using a representative engine with the front fan case and fan blades made of composites. On January 20, 2005 General Dynamics announced that five international partners comprising Ishikawajima-Harima Heavy Industries (IHI) of Japan, Avio SpA of Italy, Volvo Aero of Sweden, Techspace Aero of Belgium and Mitsubishi Heavy Industries (MHI) of Japan will have approximately 36 percent share of the GENX engine. Following fierce competition between Airbus and Boeing, GENX will be designed to power both Boeing 7E7/787 and Airbus A350 twin-engine, wide-body long range jetliners.

The Boeing company selected General Electric's GEnx engine to power the proposed Advanced 747 airplane featuring more payload and more range than current 747s. The Advanced 747 would be able to travel 8,000 nautical miles (approx. 15,000 kilometers) carrying 450 passengers. Boeing anticipated a potential for the Advanced 747 ranging from 250 to 300 airplanes. Boeing officially launched the Boeing 747-8 family of aircraft, formerly the Advanced 747, with the General Electric GEnX as its sole engine on November 14, 2005. Luxembourg-based CargoLux and Japanese operator Nippon Cargo Airlines ordered 10 and 8 747-8 freighters respectively.

GEnx 2B67 is the engine model selected to power the Boeing 747-8 aircraft family. The new engine would be rated at 66,500 pounds of thrust and scheduled for entry into service by September 2009 powering a CargoLux 747-8 Freighter. GEnx 2B67 leverages composite fan case and fan blades and the TAPS (twin-annular, pre-swirler) combustor system that have been introduced in the GEnx engine for Boeing's 787 aircraft. The 747-8 engine front fan is 105 inches in diameter compared to 111 inches on the 787 aircraft.

Group : Turbofan Engines
Status : Active
Also Known As : GEnx 1A, GEnx-1B64
Origin : United States of America
Contractors : GE Aerospace*, Avio, Hanwha Techwin, Ishikawajima-Harima Heavy Industries (IHI), Techspace Aero, Volvo Aero
Initial Operational Capability (IOC) : March 26, 2012
Total Production : 2,395
Unitary Cost : USD $13.4 million

GEnx final design is expected in early 2005. The first full engine will undergo tests beginning in 2006 and followed by engine first flight. The engine certification is anticipated by 2007. Early engine tests began in the late 2004 in Evendale, Ohio, using a representative engine with the front fan case and fan blades made of composites. On January 20, 2005, General Dynamics announced that five international partners comprising Ishikawajima-Harima Heavy Industries (IHI) of Japan, Avio SpA of Italy, Volvo Aero of Sweden, Techspace Aero of Belgium and Mitsubishi Heavy Industries (MHI) of Japan will have approximately 36 percent share of the GENX engine. Following fierce competition between Airbus and Boeing, GENX will be designed to power both Boeing 7E7/787 and Airbus A350 twin-engine, wide-body long range jetliners.

In early February 2005, UK-based First Choice Airways signed a Memorandum of Understanding (MoU) with General Electric Transportation to purchase GENX engines to power six Boeing 787 Dreamliners. The MoU also included options for powering six additional Dreamliners. This way First Choice became the first customer for the new generation General Electric engine.

The Boeing company selected General Electric's GEnx engine to power the proposed Advanced 747 airplane featuring more payload and more range than current 747s. The Advanced 747 would be able to travel 8,000 nautical miles (approx. 15,000 kilometers) carrying 450 passengers. Boeing anticipated a potential for the Advanced 747 ranging from 250 to 300 airplanes.

On 14 September 2005, Qatar Airways selected General Electric GENX engine to power its newest fleet of Airbus A350 airliners. The Memorandum of Understanding (MoU) signed between General Electric and Qatar Airways included motorization of 60 A350-800/900 airplanes beginning in 2010. The engine contract was valued at $1.6 billion. On 30 September 2005 US operator Continental Airlines selected General Electric GEnx engines to power its Boeing 787 fleet which was formed by ten aircraft. The engine contract was valued at $250 million with first engine deliveries projected by 2009.

Air Canada selected General Electric GEnx and GE90 engines to power a new order for 787 and 777 aircraft on November 9, 2005. GEnx engines were chosen to power Air Canada's 14 firm Boeing 787 airliners to be delivered beginning in 2010 . The engine contract valued at more than $400 million. Japan Airlines (JAL) selected the General Electric's GEnx engine to power its 30 firm and 20 option Boeing 787 airplanes, which would be delivered beginning in 2008, on November 28, 2005. The deal was valued at more than $700 million. In early January 2006, TAM selected General Electric GEnX engine to power 10 Airbus A350-900 airplanes which were expected to be delivered to the Brazilian carrier from late 2012 onwards.

On June 6, 2006, Boeing and Continental Airlines announced an agreement for the purchase of 10 Boeing 787-8 Dreamliners and an undisclosed mix of 24 Next-Generation 737 airplanes. All in, the aircraft deal was valued at $3 billion at list prices. Boeing 787 deliveries to Continental were scheduled to commence in 2009 and 737 deliveries in 2008. On 21 June 2006, Continental Airlines selected the General Electric GEnx engine to power its 787 aircraft. The engine contract was valued at $250 million.