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Чистая прибыль General Electric в I полугодии составила $3,5 млрд против убытка год назад

МОСКВА, 31 июл — ПРАЙМ. Американский диверсифицированный технологический концерн General Electric Co. (GE) в первом полугодии 2019 года получил чистую прибыль, приходящуюся на акционеров, в размере 3,488 миллиарда долларов против убытка в 568 миллионов долларов за аналогичный период 2018 года, говорится в пресс-релизе компании.

Разводненная прибыль на акцию в отчетном периоде составила 0,4 доллара против убытка в 0,07 доллара за аналогичный период прошлого года. Выручка концерна при этом снизилась на 1%, до 56,117 миллиарда долларов.

Во втором квартале чистый убыток GE, приходящийся на акционеров, составил 61 миллион долларов против прибыли во втором квартале 2018 года в размере 615 миллионов долларов. Разводненный убыток на акцию в отчетном периоде составил 0,01 доллара против прибыли 0,07 доллара за аналогичный период прошлого года. Выручка концерна сократилась на 1%, до 28,831 миллиарда долларов.


"В течение второго квартала GE продолжала принимать меры для улучшения своего финансового положения и укрепления бизнеса. Как сообщалось ранее, компания сократила свою долю в Wabtec Corporation примерно с 25% до 12%, в результате чего денежные поступления составили 1,8 миллиарда долларов. GE Capital сократила внешний долг на 2 миллиарда долларов, а в рамках плана по продаже активов уменьшила их объем более чем на 500 миллионов долларов", — говорится в сообщении.

GE повысила прогноз по прибыли на акцию по итогам года до 0,55-0,65 доллара с 0,5-0,6 доллара.

 
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Разработчики устранили просчет в конструкции крупнейшего авиадвигателя

GE9X
GE Aviation
Американская компания GE Aviation устранила просчет в конструкции двигателя GE9X, крупнейшей в мире авиационной силовой установки. Как пишет Flightglobal, исправленная версия двигателя в настоящее время проходит финальные испытания, которые планируется завершить до конца ноября текущего года. После этого американский авиастроительный концерн Boeing сможет приступить к летным испытаниям перспективного пассажирского самолета Boeing 777X, крупнейшего в мире двухдвигательного лайнера.
Недочеты в конструкции GE9X были обнаружены во время испытаний в начале 2018 года. Специалисты выяснили, что плечи рычагов, приводящих в движение поворотные лопатки статора компрессора, во время работы двигателя испытывают нагрузки, превосходящие расчетные. Тогда конструкторы заявили, что обнаруженный просчет можно будет относительно просто устранить. Летом текущего года специалисты компании GE Aviation объявили, что из-за работ по устранению недочетов в конструкции статора сертификационные испытания GE9X вероятнее всего будут отложены на осень.
Теперь руководитель проекта GE9X Тед Инглинг объявил, что теперь недочет полностью устранен. При этом характеристики двигателя не изменились. В рамках финального этапа проверок силовые установки GE9X, в частности, проходят ресурсные испытания, в том числе работой на предельных режимах.
Разработка GE9X ведется с 2012 года. Диаметр вентилятора этого двигателя составляет 3,4 метра, а диаметр его воздухозаборника — 4,5 метра. Для сравнения, диаметр GE9X всего на 20 сантиметров меньше диаметра фюзеляжа лайнера Boeing 767 и на 76 сантиметров больше диаметра фюзеляжа лайнера Boeing 737. Новая силовая установка может развивать тягу до 470 килоньютонов. GE9X имеет крайне высокую степень двухконтурности — 10:1. Этот показатель позволяет двигателю поддерживать высокую мощность, потребляя существенно меньше топлива по сравнению с другими двигателями.
Новый двигатель будет устанавливаться на пассажирские лайнеры Boeing 777X, самые большие в мире двухдвигательные пассажирские самолеты. Длина лайнеров в зависимости от версии составит 69,8 или 76,7 метра, а размах крыла — 71,8 метра. Самолет получит складное крыло, благодаря которому сможет помещаться в стандартном авиационном ангаре. Размах сложенного крыла B777X составит 64,8 метра. Максимальная взлетная масса лайнера составит 351,5 тонны. Самолет сможет выполнять полеты на расстояние до 16,1 тысячи километров.
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ANALYSIS: GE wraps up GE9X trials as 777X flight tests near
  • 18 NOVEMBER, 2019
  • SOURCE: FLIGHTGLOBAL.COM
GE Aviation wants the industry to know it has fixed a GE9X problem that delayed first flight of the Boeing 777X.
The Ohio-based engine maker is now performing two final tests, which it expects will be completed before the end of November, clearing the way for 777X flight tests to begin.
In addition, GE Aviation is highlighting GEnx durability improvements and potential new business opportunities, including a possible GEnx-powered 767 variant being studied by Boeing.
“It is solved. It is fixed, and it’s fixed robustly,” GE Aviation’s GE9X programme manager, Ted Ingling, says of the GE9X stator vane problem that delayed the 777X’s flight-test programme. “It is better to have found it in the factory than find it in the field.”
“We fixed the assembly to make it more durable,” adds Ingling, “The performance and the operational characteristics of the engine did not change.”
The 105,000lb-thrust (467kN) GE9X is the only power option for both 777X variants – the 777-8 and larger 777-9.
GE Aviation is now completing certification testing on two engines. One is undergoing an “endurance test”, which examines engine performance when operated for extended periods at “redline temperatures and redline speed of rotors”, says Ingling.
The other engine is being subjected to a “vibration endurance” test, during which engineers run it with rotor imbalances. That test will help determine the engine’s ability to withstand such conditions and help establish procedures pilots will use to respond to issues.
“We expect to be done with that testing this month,” Ingling says. “When that’s done, Boeing can start its flight tests.”
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GE Aviation flight tested the GE9X on the wing of its 747 flying testbed
GE Aviation
GE Aviation had halted certification testing after discovering a problem with stator vanes at the front end of the GE9X’s high-pressure compressor. The engine maker’s chief executive, David Joyce, disclosed the issue in June at the Paris air show.
The vanes, which sit between rotor blades, pivot on a bearing to keep the engine at peak performance. A “durability issue” in the second-stage vane was causing exhaust gas temperatures outside an expected range and premature component deterioration, Joyce said.
As GE studied the problem, Boeing continued to perform ground tests of the engines on its 777X test airframes.
The issue eventually forced Boeing to delay the 777-9’s first flight from 2019 to its current expectation of early 2020.
“It’s a lesson learned for us,” Ingling says. “The unfortunate part of this learning was that it came late in the game.”
The problem forced GE Aviation to recall from Boeing four GE9X “compliance engines” – those used for 777X test flights. Two of those engines are already back on the wings of a test aircraft, Ingling says.
Meanwhile, GE Aviation is performing “maturation” testing on one engine – work that involves subjecting it to extreme operating conditions, such as “airborne dusting”. Those tests will help engineers understand how the powerplant will perform over time when operated in extreme conditions, Ingling says.
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GE Aviation tests GE9X turbofans in a "test cell' at its facility in Peebles, Ohio
GE Aviation
With firm orders for some 340 777X on Boeing’s books, the aircraft has not yet proved a massive seller. GE Aviation has put its backlog of GE9X engines at about 700.
Boeing has broadly seen a dip in widebody orders, including orders from carriers based in China, a country now embroiled with the USA in trade tensions. Earlier this month Boeing cited slow demand from China as among the reasons why it is cutting 787 production from 14 aircraft per month to 12.
Boeing also said in August that it had temporarily shelved development of the 777-8.
“There is clearly some pent-up demand that won’t get filled until some geopolitical things get resolved between the US and China,” says Ingling. “We look at this over the long haul and are very excited about the capability of the aircraft and the engine.”
Boeing executives and industry analysts have predicted a surge in 777X orders in the next decade as models currently in service edge towards retirement.
NEW GENX PLATFORMS
GE Aviation is also using Dubai to call attention to the commercial success of its GEnx, the 747-8’s sole engine option and one of two 787 engine choices. The company recently delivered its 2,000th GEnx to Boeing, a milestone coming 15 years after GE Aviation launched the engine.
Some 60 airlines operate GEnx turbofans, and the model has logged some 26 million hours and 4.5 million flight cycles. The engine entered service on the 747-8 in 2011 and in 2012 on the fast-selling 787.
The engines have not been issue free. GE Aviation has developed an upgrade to improve durability issues particularly affecting engines operating in high and sandy environments.
“We have had a couple of bumps in the road,” says GEnx programme manager Jim Leister. But, he says, the company learned from airlines’ service experience and developed durability improvements. GE Aviation is also running a GEnx through tests to simulate 2,000 “hot and sandy” engine cycles, he says.
Meanwhile, GE Aviation is eyeing other potential GEnx platforms, having proposed a variant to power the Sino-Russian CRAIC CR929, a widebody that developers expect to fly around 2025.
The engine is also reportedly the choice to power a potential new freighter derivative of the 767, known as the 767-X. Boeing is reportedly reviewing the business case for that aircraft, which would enter service around 2025.
“I can confirm we are talking about it as a normal strategy review,” Leister says of the 767-X’s engines. “We talk with Boeing on different applications.”
 
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GE Aviation поставило первые двигатели F110-129 для установки на истребитель Boeing F-15EX, который может совершить первый полет в следущем году.
GE ships first engines for F-15EX fighter
By Craig Hoyle16 September 2020

GE Aviation has delivered its first F110-129 engines for integration with Boeing’s F-15EX fighter, ahead of the new model’s flight debut next year.

Announcing the development on 16 September, GE said its relationship with Boeing on the project dates back to 2014, when the propulsion supplier “began investing resources and made a long-term commitment to become qualified on the F-15EX”.

F110-129 engine

Source: GE Aviation
GE’s first contract covers provision of 19 F110-129 engines
The US Air Force (USAF) in June awarded Boeing a contract to produce a first batch of eight interceptors, without disclosing its engine selection. GE confirms that during the same month it received a Lot 1 contract from the Air Force Life Cycle Management Center to supply 19 F110-129s, plus modernised engine monitoring system computers.

Shawn Warren, GE Aviation’s vice-president and general manager of large combat and mobility engines, says the company’s F110 production line is “fully operational and ready to serve the F-15EX programme”.

“We’re proud to deliver these engines to Boeing and do our part to ensure the air force’s rapid fielding requirements are met to maintain fighter aircraft capacity,” Warren adds.

F-15EX rendering

Source: Boeing
US Air Force plans to buy 144 of the new-generation fighter
Due to enter squadron service from 2023, the F-15EX is intended to allow the USAF to rapidly re-equip squadrons currently flying aged F-15C/Ds. It intends to acquire up to 144 examples, but could eventually increase this to as many as 200.

GE notes that F110s have powered all the F-15s delivered since 2012, including aircraft for export operators Qatar, Saudi Arabia and Singapore.
 
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GE to perform GE9X sand-ingestion tests in 2021
By Jon Hemmerdinger3 October 2020
GE Aviation in 2021 will kick off a GE9X test programme intended to validate the powerplant’s durability when operating in sandy, dusty conditions.
The tests will let GE evaluate the 105,000lb-thrust (467kN) GE9X’s design and technologies intended to help the powerplant tolerate such extreme operations.
“One of our biggest focus points has been on sand ingestion,” says GE9X programme leader Karl Sheldon. “The test next year is where we purposefully allow the engine to ingest sand.”
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“The intent of the test is to validate the technology that we put in there, in a full-up operating condition,” he adds.
GE9X 747 testbed c GE Aviation

Source: GE Aviation
A GE9X on the wing of the company’s 747 flying test bed.
Just days ago, on 28 September, GE received Federal Aviation Administration Type 33 airworthiness certification for the GE9X, which powers Boeing’s 777X. The regulatory clearance followed a certification project launched in 2017.
Boeing expects to deliver its first 777X– a 777-9 variant – in 2022.
Sheldon provides few details about technologies intended to make the GE9X more durable to sand. However, he says the technologies involve “how we manage secondary” air flow. The flow design ensures “dust and sand particles do not clog up the secondary-flow passages”.
GE has also equipped the GE9X with durable ceramic-matrix composite (CMC) materials. The engine has CMCs on its inner and outer combustor liners, and the stage-one and stage-two nozzles and stage-one shroud in its high-pressure turbine.
Boeing 777X 777-9

Source: Boeing
GE9X turbofans power Boeing’s 777-9 (seen above), which Boeing is moving through certification.
Meanwhile, GE is working with Boeing to achieve GE9X “extended operations” (ETOPS) certification – an FAA Part 25 aircraft airworthiness standard. That effort will involve logging another 2,000 cycles on an engine that has already logged 1,000, for 3,000 cycles total.
Each cycle lasts less than 1h and involves spooling the engine up and bringing it back to idle.
GE will perform ETOPS certification work using the same engine it recently ran through initial maintenance inspection (IMI) tests — part of the Part 33 certification.
The IMI tests, which GE completed in early September, involved creating an “unbalance” in the rotor.
“We purposefully put weights in the rotor that drive it to be unbalanced,” Sheldon says. The team then ran the powerplant through 1,000 cycles.
 
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Разработка «керамического» вертолетного двигателя завершится в 2020 году

GE Aviation
FATE
Армия США и американская компания GE Aviation до конца 2020 года завершат разработку проекта FATE (Future Affordable Turbine Engine, доступный газотурбинный двигатель будущего), предполагающего создание относительно экономичного и дешевого в производстве газотурбинного двигателя для вертолетной техники. Как сообщает Flightglobal, в рамках проекта GE Aviation уже провела испытания двух прототипов нового двигателя, в конструкции которых широко используются керамические матричные композиты.
Программа FATE стартовала в 2011 году. Силовые установки, разработанные по проекту, планируется ставить на разные типы вертолетной техники. По оценке GE Aviation, использование керамики в конструкции перспективных двигателей позволит удешевить их производство за счет упрощения производственного цикла и снизить стоимость эксплуатации благодаря большему ресурсу керамических композитов по сравнению с традиционными материалами.
Программа предполагает создание газотурбинных двигателей мощностью от пяти до десяти тысяч лошадиных сил. От существующих двигательных установок перспективные двигатели должны отличаться на 35 процентов меньшим потреблением топлива, на 20 процентов большим сроком службы и на 45 процентов меньшими стоимостью производства и обслуживания. Силовые установки проекта FATE будут выпускаться в нескольких вариантах. По утверждению GE Aviation, испытания подтвердили эти требования. В общей сложности в рамках испытаний двигатели отработали 130 часов.
В первую очередь силовые установки проекта FATE рассматриваются в качестве замены двигателей T700 вертолетов AH-64 Apache и UH-60 Black Hawk. Двигатели T700 в нескольких десятках версий выпускаются с 1973 года и имеют мощность от 6,1 до 7,4 киловатт.
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US Army’s Future Affordable Turbine Engine effort to finish by end of 2020
The US Army’s Future Affordable Turbine Engine (FATE) programme, an effort to come up with performance enhancing technologies, is nearing completion and should be wrapped up by the end of 2020.
GE Aviation, which funded the effort with the US Army, has successfully tested two unnamed engines as part of the programme, the company said on 13 October.
GE Aviation T901 mockup - used for fit check in AH-64

Source: GE Aviation
GE Aviation T901 mock-up used for fit check in AH-64
The programme is intended to develop and demonstrate a group of enhancing technologies that can be built onto existing or next-generation turbines that are in the power range of 5,000hp (3,730kW) to 10,000hp.
The initiative’s enhancement goals include a 35% reduction in specific fuel consumption, an 80% improvement in power-to-weight ratio, 20% improvement in design life and 45% reduction in production and maintenance costs relative to currently fielded legacy engines, says GE.
“We’re pleased with the results from engine and component testing, which completed all primary objectives,” says Harry Nahatis, vice-president of GE Aviation’s rotorcraft and turboprops programmes.
The company says it successfully tested the technologies on two engines. “GE has also completed several component tests, including the inlet particle separator, compressor, combustor and turbine,” it adds. “The full engine test programme completed over 130h of testing and captured more than 2,200 steady-state data points.”
Some of the technologies are already finding their way onto US Army turboshaft engines, including GE’s T901-900, which is to replace the powerplants on the US Army’s Sikorsky UH-60 Black Hawk utility helicopters and Boeing AH-64 Apache attack helicopters as part of the Improved Turbine Engine programme. The new T901 is to be 50% more powerful – at 3,000shp – 25% more fuel efficient, and provide a 20% longer design life over the T700 that currently powers the UH-60 and AH-64.
The 7,500hp GE T408 engine that powers the US Marine Corps’ Sikorsky CH-53K King Stallion may also benefit from the technologies, the company says. The T408 is also a contender for powering the US Army’s Future Long Range Assault Aircraft. As part of a separate effort, GE has developed and is flight demonstrating a variant of the T408 on the Boeing CH-47 Chinook.
 
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