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((short description|Turbofan aircraft engine family))
((More citations needed|article|date=November 2008))
<!-- This article is a part of [[Wikipedia:WikiProject Aircraft]]. Please see [[Wikipedia:WikiProject Aircraft/page content]] for recommended layout. -->
{|((Infobox aircraft begin
 |name = CF6
 |image = File:CF-6 turbofan engine - NARA - 17475341 (cropped).jpg
 |caption = At NASA's [[Glenn Research Center]] in 1979
))
((Infobox aircraft engine
 |type= [[Turbofan]]
 |national origin = United States
 |manufacturer= [[GE Aviation]]
 |first run= 1971
 |major applications= [[Airbus A300]]<br> [[Airbus A330]]<br>[[Boeing 747]]<br>[[Boeing 767]]<br>[[Lockheed C-5M Super Galaxy]]<br>[[McDonnell Douglas DC-10]]
(MD-12 Failed concept)
 |number built = 8,300 (2018)<ref name=AvWeek10oct2018/>
 |developed from = [[General Electric TF39]]
 |developed into = [[General Electric LM2500]]<br>[[General Electric LM6000]]<br>[[General Electric GE90]]
 |variants with their own articles =
))
|}

The '''General Electric CF6''', US military designations '''F103''' and '''F138''', is a family of [[high-bypass turbofan engine]]s produced by [[GE Aviation]]. Based on the [[General Electric TF39|TF39]], the first high-power high-bypass jet engine, the CF6 powers a wide variety of civilian airliners. The basic engine core also powers the [[General Electric LM2500|LM2500]] and [[General Electric LM6000|LM6000]] marine and power generation [[turboshaft]]s. It is gradually being replaced by the newer [[General Electric GEnx|GEnx]] family.<ref>((cite web|url=https://www.geaviation.com/commercial/engines/genx-engine|access-date=18 February 2020|title= The GEnx Commercial Aircraft Engine))</ref>

==Development==
[[File:MADRID 060508 MXALX 054.jpg|thumb|upright|A CF6 turbofan installed at [[INTA Turbojet Engine Test Centre]]]]

After developing the [[TF39]] for the [[C-5 Galaxy]] in the late 1960s, GE offered a more powerful variant for civilian use, the CF6, and quickly found interest in two designs being offered for a recent [[Eastern Airlines]] contract, the [[Lockheed L-1011]] and the [[McDonnell Douglas DC-10]]. Lockheed eventually selected the [[Rolls-Royce RB211]], but the latter stuck with the CF6 and entered service in 1971. It was also selected for versions of the [[Boeing 747]]. Since then, the CF6 has powered versions of the [[Airbus A300]], [[Airbus A310|A310]] and [[Airbus A330|A330]], [[Boeing 767]], and [[McDonnell Douglas MD-11]].

The high bypass of the CF6 represented a historic breakthrough in fuel efficiency.<ref>((cite news |url= http://www.flightglobal.com/news/articles/analysis-industry-sees-path-to-carbon-neutral-aviation-413919/ |title= Industry sees path to carbon-neutral aviation |work= Flight Global |date= 3 Jul 2015 |author= Stephen Trimble))</ref>

By 2018, GE has 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.<!--<ref name=AvWeek10oct2018/>-->
The in-service fleet include 3,400 engines, more than all the [[GE90]]s and [[GEnx]], generating over 600 [[Aircraft maintenance#Engines|shop visit]]s per year.<!--<ref name=AvWeek10oct2018/>-->
GE will be delivering engines well into the 2020s and they will fly for 20 to 25 years, until 2045-50: more than 75 years since the first CF6.<ref name=AvWeek10oct2018>((cite news |url= https://aviationweek.com/air-transport/aircraft-propulsion/freighter-growth-possible-124-reengining-boost-cf6-prospects |title= Freighter Growth And Possible An-124 Reengining Boost CF6 Prospects |date= Oct 10, 2018 |author= Guy Norris |work= Aviation Week & Space Technology))</ref>

As [[express delivery]] spurs an [[air cargo]] resurgence, [[Boeing]] plans to increase the CF6-80C2-powered [[Boeing 767|767]] delivery rate from 2.5 to 3 per month in 2020, a type introduced in 1982.<!--<ref name=AvWeek10oct2018/>-->
As CF6-80E1s are still delivered for the Airbus A330 and [[Airbus A330 MRTT]], CF6 production will grow from 50 to 60-80 per year by 2020.<!--<ref name=AvWeek10oct2018/>-->
GE also studies [[Re-engine|reengining]] the [[Progress D-18]]-powered [[Antonov An-124]] freighters with [[CargoLogicAir]], a [[Volga-Dnepr]] subsidiary.<!--<ref name=AvWeek10oct2018/>-->
This would likely provide a [[range (aeronautics)|range]] increase, and Volga-Dnepr Group operates 12 aircraft, implying a 50-60 engines with [[spare part|spare]]s program.<ref name=AvWeek10oct2018/>

==Variants==

===CF6-6===
[[File:CF6-6 engine cutaway.jpg|thumb|right|CF6-6 diagram]]
[[File:General Electric GE CF6-6 High-bypass turbofan engine - NARA - 17447451 (cropped).jpg|thumb|CF6-6 cutaway]]

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

This initial version of the CF6 has a single-stage fan with one core booster stage, driven by a 5-stage LP (low pressure) turbine, turbocharging 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&nbsp;lb/s (590&nbsp;kg/s), resulting in a relatively high bypass ratio of 5.72. The [[overall pressure ratio]] of the compression system is 24.3. At maximum take-off power, the engine develops a static thrust of 41,500&nbsp;lb (185.05&nbsp;kN).

====Undeveloped variants====
The General Electric CF6-32 was to be a lower thrust derivative of the CF6-6 for the Boeing 757.  In 1981, GE formally abandoned development of the engine, leaving the Boeing 757 engine market to Pratt & Whitney and Rolls-Royce.<ref>((cite news | url=http://www.flightglobal.com/FlightPDFArchive/1981/1981%20-%200289.PDF | title=New engine proposed as GE drops CF6-32 | work=Flightglobal | date=January 31, 1981 | access-date=October 23, 2013))</ref>

===CF6-50===

The CF6-50 series are high-bypass turbofan engines rated between 51,000 and 54,000&nbsp;lb (227.41 to 240.79&nbsp;kN, or '25 tons') of thrust. The CF6-50 was developed into the LM5000 industrial [[turboshaft]] engines. 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 mass flow 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,2 July 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&nbsp;lb/s (660&nbsp;kg/s), yielding a static thrust of 51,000&nbsp;lb<sub>f</sub> (227&nbsp;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 further developments to the CF6 family such as the CF6-80. The CF6-50 also powered the [[Boeing YC-14]] USAF AMST transport prototype.

The basic CF6-50 engine was also offered with a 10% thrust derate for the 747SR, a short-range high-cycle version used by All Nippon Airways for domestic Japanese operations. This engine is termed the CF6-45.

The engine is designated the General Electric F103 in [[United States Air Force]] service on [[McDonnell Douglas KC-10 Extender|KC-10 Extenders]] and [[Boeing E-4]]s.

===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:Ge cf6 turbofan.jpg|right|thumb|CF6 with cutouts at The [[National Air and Space Museum]] in Washington, D.C.]]
[[File:National Air and Space Museum - Washington DC - General Electric CF6 - Compressor and Combustor Cut Out.jpg|thumb|cutouts detail : compressor at right, combustor and HP turbine in center, and LP turbine at left]]

The CF6-80 series are high-bypass turbofan engines with a thrust range of 48,000 to 75,000&nbsp;lb (214 to 334&nbsp;kN).  Although the HP compressor still has 14 stages, GE did take the opportunity to tidy-up the design, by removing the empty air passage at compressor exit.((citation needed|date=February 2013))

The -80 series is divided into four distinct models.

==== CF6-80A ====
The CF6-80A, which has a thrust rating of 48,000 to 50,000&nbsp;lb (214 to 222&nbsp;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 rated 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&nbsp;lb/s (651&nbsp;kg/s). Overall pressure ratio is 28.0, with a bypass ratio of 4.66. Static thrust is 48,000&nbsp;lb<sub>f</sub> (214&nbsp;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&nbsp;lb/s (790&nbsp;kg/s). Overall pressure ratio is 30.4, with a bypass ratio of 5.15. Static thrust is 59,000&nbsp;lb (263&nbsp;kN). An extra stage is added to the LP compressor, and a 5th to the LP turbine.<ref name=GECF6-80C2>((cite web |url= http://www.geaviation.com/engines/commercial/cf6/cf6-80c2.html |title= CF6-80C2 Engine |publisher= GE Aviation |url-status= bot: unknown |archive-url= https://web.archive.org/web/20081121124612/http://www.geaviation.com/engines/commercial/cf6/cf6-80c2.html |archive-date= 2008-11-21 ))</ref>

The CF6-80C2 is currently certified on fifteen commercial and military [[widebody aircraft]] models including the [[Boeing 747-400]], and [[McDonnell Douglas MD-11]]. The CF6-80C2 is also certified 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]].

==== F138-100 ====

The F138-100 is a military designation of the CF6-80C2. This engine is a modification of the CF6-80C2 to produce 50,400–51,600 lbf, with Strict Noise Regulations and Green Emissions, specially and specifically designed for [[Lockheed C-5M Super Galaxy|Lockheed Martin C-5M Super Galaxy]]

====CF6-80E1====

The CF6-80E1 has the highest thrust power of CF6-80 Series family, 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>((cite web |url= https://www.geaviation.com/sites/default/files/datasheet-CF6-80E1.pdf |title= CF6-80E1 - GE Aviation))</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 |url= http://www.iasg.co.uk/pdfs/articles/engine_services/CF680E.pdf |title= CF6-80E: Past, present and future |work= Engine Yearbook |date= 2006 |access-date= 2017-03-24 |archive-date= 2018-11-26 |archive-url= https://web.archive.org/web/20181126051531/http://www.iasg.co.uk/pdfs/articles/engine_services/CF680E.pdf |url-status= dead ))</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|publisher=GE Distributed Power|access-date=2014-06-28|archive-date=2014-06-30|archive-url=https://web.archive.org/web/20140630211009/https://www.ge-distributedpower.com/products/power-generation/35-to-65mw/lm6000-sprint-series|url-status=dead))</ref>

===Parts of unknown origin===
According to [[Bloomberg News|Bloomberg]], European aviation regulators have determined that London-based AOG Technics, majority owned by Jose Zamora Yrala, whose nationality is listed as British on some forms and Venezuelan on others, supplied parts of unknown origin and false documents for repairs on CF6's.<ref name=":0">((Cite news |author=Julie Johnsson |author2=Ryan Beene |author3=Siddharth Vikram Philip |title=Fake Spare Parts Were Supplied to Fix Top-Selling Jet Engine |url=https://www.bloomberg.com/news/articles/2023-08-31/fake-spare-parts-were-supplied-to-fix-top-selling-jet-engines#xj4y7vzkg |url-access=registration |work=Bloomberg News |date= 31 August 2023 ))</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 |url= http://lessonslearned.faa.gov/ll_main.cfm?TabID=1&LLID=19 |title= National Airlines Flight 27, McDonnell Douglas DC-10-10, N60NA |publisher= Federal Aviation Administration |work= Lessons Learned))</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 |url= https://www.ntsb.gov/safety/safety-recs/recletters/A00_104.pdf |title= Safety Recommendation A-00-104 |publisher=National Transportation Safety Board |date=August 9, 2000 |format=PDF))</ref>

Following a series of high-pressure turbine failures on 6 September 1997,<ref>((cite web |url= http://aviation-safety.net/database/record.php?id=19970906-1&lang=en |title= Report on aircraft C-FTCA 6 September 1997 engine failure |publisher= Aviation Safety Network))</ref> 7 June 2000<ref>((cite web |url= http://aviation-safety.net/database/record.php?id=20000607-1&lang=en |title= Report on aircraft PP-VNN 7 June 2000 engine failure |publisher= Aviation Safety Network))</ref> and 8 December 2002,<ref>((cite web |url= http://aviation-safety.net/database/record.php?id=20021208-1&lang=en |title= Report on aircraft ZK-NBC 8 December 2002 engine failure |publisher= Aviation Safety Network))</ref> and resulting in 767s being written off on 22 September 2000,<ref>((cite web |url= http://aviation-safety.net/database/record.php?id=20000922-0&lang=en |title= Report on aircraft N654US 22 September 2000 engine failure |publisher= Aviation Safety Network))</ref> on 2 June 2006,<ref>((cite web |url= http://aviation-safety.net/database/record.php?id=20060602-0 |title= Report on aircraft N330AA 2 June 2006 engine failure |publisher= Aviation Safety Network))</ref> and on 28 October 2016,<ref>((cite web |url= http://aviation-safety.net/database/record.php?id=20161028-2 |title= Report on aircraft N345AN 28 October 2016 engine failure |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 |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/ |title= NTSB wants at-risk GE CF6 engines removed |work= Flight International |date= September 5, 2006))</ref>

In May 2010, The NTSB warned that the low-pressure turbine rotor disks could fail.<ref>((cite web |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 |title= Four Recent Uncontained Engine Failure Events Prompt NTSB to Issue Urgent Safety Recommendations to FAA |date= May 27, 2010 |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 (rotating) unbalance and subsequent failure resulted in an accident, but parts of the engine did penetrate the engine housing in each case.<ref name=Ahlers2008-05-28>((cite web |url= http://www.cnn.com/2010/US/05/27/ntsb.engine.failures/index.html?hpt=T2  |title= Jet engine failures overseas prompt 'urgent' NTSB recommendation here |author= Mike M. Ahlers |publisher= CNN |date= May 28, 2010))</ref>

==Specifications==

{| class="wikitable" style="text-align: center;"
|+ CF6 Specifications<ref name=GECF6>((cite web |url= http://www.geaviation.com/commercial/engines/cf6-engine |title= The CF6 Engine |publisher= GE Aviation))</ref>
! Variant
! CF6-6
! CF6-50
! CF6-80A
! CF6-80C2
! CF6-80E1
|-
! Type
| colspan=5 | Dual rotor, [[axial compressor|axial]] flow, high bypass ratio [[turbofan]], annular combustor
|-
![[Axial compressor|Compressor]]
| Fan & 1LP + 16HP
| colspan=2 | Fan & 3LP + 14HP
| colspan=2 | Fan & 4LP + 14HP
|-
! [[Turbine]]
| 2HP + 5LP
| colspan=2 | 2HP + 4LP
| colspan=2 | 2HP + 5LP
|-
! 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 |url= http://www.iasg.co.uk/pdfs/articles/engine_services/cf680c2_engine_history.pdf |work= Engine Yearbook |date= 2007 |title= CF6-80C2 engine history and evolution |access-date= 2019-10-18 |archive-date= 2021-10-06 |archive-url= https://web.archive.org/web/20211006070948/http://www.iasg.co.uk/pdfs/articles/engine_services/cf680c2_engine_history.pdf |url-status= dead ))</ref>
| ((convert|93|in|cm|abbr=on|0))<ref>((cite web |url= https://www.geaviation.com/sites/default/files/datasheet-CF6-80C2.pdf |title= CF6-80C2 datasheet |publisher= GE Aviation))</ref>
| ((convert|96.2|in|cm|abbr=on|0))<ref>((cite web |url= https://www.geaviation.com/sites/default/files/datasheet-CF6-80E1.pdf |title= CF6-80E1 datasheet |publisher= GE Aviation))</ref>
|-
![[Fan blade|Blade]] Count((citation needed|date=November 2018))
| colspan=4 | 38 
| 34
|-
! Takeoff [[thrust]]
| ((convert|41,500|lbf|kN|abbr=on|disp=br))
| ((convert|51,500|-|54,000|lbf|kN|abbr=on|disp=br))
| ((convert|48,000|-|50,000|lbf|kN|abbr=on|disp=br))
| ((convert|52,200|-|61,960|lbf|kN|abbr=on|disp=br))
| ((convert|65,800|-|69,800|lbf|kN|abbr=on|disp=br))
|-
! [[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 |url= http://www.geaviation.com/engines/commercial/cf6/cf6-6.html |title= Model CF6-6 |publisher= GE Aviation |url-status= bot: unknown |archive-url= https://web.archive.org/web/20081121124007/http://www.geaviation.com/engines/commercial/cf6/cf6-6.html |archive-date= 2008-11-21 ))</ref>
| 4.24–4.4<ref name=GECF6-50>((cite web |url= http://www.geaviation.com/engines/commercial/cf6/cf6-50.html |title= Model CF6-50 |publisher= GE Aviation |url-status= bot: unknown |archive-url= https://web.archive.org/web/20081121110447/http://www.geaviation.com/engines/commercial/cf6/cf6-50.html |archive-date= 2008-11-21 ))</ref>
| 4.59–4.66<ref name=GECF6-80A>((cite web |url= http://www.geaviation.com/engines/commercial/cf6/cf6-80a.html |title= Model CF6-80A |publisher= GE Aviation |url-status= bot: unknown |archive-url= https://web.archive.org/web/20081121092139/http://www.geaviation.com/engines/commercial/cf6/cf6-80a.html |archive-date= 2008-11-21 ))</ref>
| 5–5.31<ref name=GECF6-80C2/>
| 5–5.1<ref name=GECF6-80E1>((cite web |url= http://www.geaviation.com/engines/commercial/cf6/cf6-80e1.html |title= Model CF6-80A |publisher= GE Aviation |url-status= bot: unknown |archive-url= https://web.archive.org/web/20081121104312/http://www.geaviation.com/engines/commercial/cf6/cf6-80e1.html |archive-date= 2008-11-21 ))</ref>
|-
! ((abbr|Max.|Maximum)) power [[thrust specific fuel consumption|TSFC]]
| ((convert|0.35|lb/lbf/h|g/kN/s|abbr=on|disp=br))<ref name=GECF6-6/>
| ((convert|0.368|-|0.385|lb/lbf/h|g/kN/s|abbr=on|disp=br))<ref name=GECF6-50/>
| ((convert|0.355|-|0.357|lb/lbf/h|g/kN/s|abbr=on|disp=br))<ref name=GECF6-80A/>
| ((convert|0.307|-|0.344|lb/lbf/h|g/kN/s|abbr=on|disp=br))<ref name=GECF6-80C2/>
| ((convert|0.332|-|0.345|lb/lbf/h|g/kN/s|abbr=on|disp=br))<ref name=GECF6-80C2/>
|- 
! Application<ref name=MTU>((cite web |url= http://www.mtu.de/engines/commercial-aircraft-engines/widebody-jets/cf6/ |title= Commercial Aircraft Engines > CF6 |publisher= MTU))</ref>
| [[DC-10|DC-10-10]]
|[[Boeing 747|747]],<br /> [[DC-10|DC-10-15/30]],<br />[[KC-10A]], [[Airbus A300|A300]]
| [[Airbus A310|A310]], [[Boeing 767|767]] 
| [[Airbus A300|A300]], [[Airbus A310|A310]],<br/> [[747-400]], [[Boeing 767|767]], <br/> [[Boeing E-767|E-767]], [[Boeing KC-767|KC-46]],<br/> [[Kawasaki C-2|C-2]], [[C-5M]], [[MD-11]]
| [[Airbus A330|A330]], [[Airbus A330 MRTT|A330 MRTT]]
|-
! ((abbr|TCDS|Type Certificate Data Sheet)) 
! CF6-6<ref name="6/45/50TCDS">((cite web |url= http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/2c339dd53360180c86257b9b004942ca/$FILE/E23EA_Rev_21.pdf |title= Type Certificate Data Sheet E23EA |date= June 10, 2013 |publisher= FAA))</ref>
! CF6-50<ref name="6/45/50TCDS"/>
! CF6-80A<ref name=80TCDS>((cite web |url= http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/1047854cea0ef5fe86257d56006cb935/$FILE/E13NE_Rev_26.pdf |title= Type Certificate Data Sheet E13NE |date= September 11, 2014 |publisher= FAA |access-date= March 24, 2017 |archive-date= March 25, 2017 |archive-url= https://web.archive.org/web/20170325025722/http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/1047854cea0ef5fe86257d56006cb935/$FILE/E13NE_Rev_26.pdf |url-status= dead ))</ref>
! CF6-80C2<ref name=80TCDS/>
! CF6-80E1<ref name=80E1TCDS>((cite web |url= http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/a55932323344fb7786257b9b00495a5a/$FILE/E41NE_Rev_11.pdf |title= Type Certificate Data Sheet E41NE |date= June 10, 2013 |publisher= FAA |access-date= March 24, 2017 |archive-date= March 25, 2017 |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 |url-status= dead ))</ref>
|-
! Weight((efn|Dry, includes basic engine accessories & optional equipment))
| ((convert|8,176|lb|kg|abbr=on|disp=br))
| ((convert|8,825|-|9,047|lb|kg|abbr=on|disp=br)) 
| ((convert|8,760|-|8,776|lb|kg|abbr=on|disp=br))
| ((convert|9,480|-|9,860|lb|kg|abbr=on|disp=br))
| ((convert|11,225|lb|kg|abbr=on|disp=br))
|-
! ((abbr|Max.|Maximum)) ((abbr|LP|low-pressure spool)) [[Revolutions per minute|rpm]]
| 3,810
| 4,102
| 4,016
| 3,854
| 3,835
|-
! ((abbr|Max.|Maximum)) ((abbr|HP|high-pressure spool)) 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 GE90]]
* [[General Electric TF39]]
|similar engines=
* [[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 |url= http://cdn.aviaforum.ru/images/2014/10/656877_692dc785d173f9a109fcfdeed29ba1ae.pdf |title= CF6-80C2 engine history and evolution |work= The Engine Yearbook |date= 2007 |access-date= 2017-03-24 |archive-date= 2017-03-25 |archive-url= https://web.archive.org/web/20170325025309/http://cdn.aviaforum.ru/images/2014/10/656877_692dc785d173f9a109fcfdeed29ba1ae.pdf |url-status= dead ))
* ((cite news |url= https://www.flightglobal.com/news/articles/general-electric-celebrates-25th-anniversary-of-best-selling-widebody-351055/ |title= General Electric celebrates 25th anniversary of best-selling widebody engine |work= Flight Global |date= 21 Dec 2010 |author= Stephen Trimble ))

((General Electric aeroengines))
((USAF gas turbine engines))

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

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