It is a small scaled CFM LEAP engine built to power large business jets.
A contemporary turbofan engine derived from the CFM International LEAP engine is the General Electric (GE) Passport. The engine generates a takeoff thrust of 18,000–19,000 lbf (80–85 kIN). The Bombardier Global 7500/8000 series of aircraft are powered by the engine, which was built for big business jets. The engine is a twin-spool, small-scaled CFM LEAP with a 5.6:1 bypass ratio.
The History
GE sought to provide a standard engine architecture for narrowbody, business, commercial, and private jets. The CFM56 engines for the Boeing 737 MAX and Airbus A320neo family were replaced by the CFMI LEAP, a joint venture between GE and Safran Aircraft Engines.
The company sought to replace the outdated CF34, which now powers a variety of business and regional jets. When the TechX thrust range is between 14,000 and 20,000 Ibf (62 and 89 kN), the LEAP architecture becomes a logical alternative. Bombardier Aerospace chose the engine for their Global 7000 aircraft in 2010 after completing the basic design work. The Tech was dubbed the Passport after the engine's development and preliminary testing.
The engine's first flight was in 2015, and it was certified in 2016. In 2018, the 16,500 lbf (73 kN) variant of the engine was put into service on the Bombardier Global 7500. The Global 7500/8000 are ultra-long-range business aircraft having a maximum passenger capacity of 19.
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| Image Credit: Matti Blume Wikimedia Commons |
The jets have a maximum functioning range of 8,000 NM (14,000 km) and a maximum cruise speed of Mach 0.90 (516 kts / 955 km/h).
Major design characteristics of the GE Passport
One of the most effective high-pressure compressor (HPC) cores in its class is found in the high-bypass ratio engine. Five blisk (combined bladed disc) stages make up the 10-stage HPC core to lessen engine weight. A blisk is made up of a single piece that joins a rotor disc and revolving blades via additive manufacturing, integrated casting, or just welding.
The HPC requires fewer parts since blades don't need to be attached to the disc. Blisks also reduce drag and boost an engine's overall efficiency by reducing weight. Additionally, the design removes the attachments (dovetail slots) on the blades as the point of fracture initiation and propagation.
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