Cfm56 7 Manual
CFM56 Rear view of a CFM56-5 Type National origin France and United States Manufacturer First run June 1974; 43 years ago ( 1974-06) Major applications / Number built 30,000 (as of July 2016) Unit cost US$10 million (list price) Developed from Developed into The CFM International CFM56 (U.S. Military designation F108) series is a family of made by (CFMI), with a thrust range of 18,500 to 34,000 (82 to 150 ). CFMI is a 50–50 joint-owned company of (formerly known as ), France, and (GE), United States. Both companies are responsible for producing components and each has its own final assembly line. GE produces the high-pressure, and high-pressure, SNECMA manufactures the fan, exhaust and the low-pressure turbine, and some components are made by of Italy.
The CFM International CFM56 (U.S. Military designation F108) series is a family of made by (CFMI), with a thrust range of 18,500 to 34,000 (82 to 150 ). From heavy overhaul to on-site support and parts distribution, CFM's service and support teams are here to help keep you flying and generating revenue. The CFM56 is the world’s best-selling aircraft engine with more than 29,000 engines delivered to date, powering more than 550 operators worldwide.
The engines are assembled by GE in, and by SNECMA in, France. The completed engines are marketed by CFMI. Despite initial export restrictions, it is one of the most common in the world, in four major variants. The CFM56 first ran in 1974.
In April 1979, the had not received a single order in five years and was two weeks away from being dissolved. The program was saved when, and chose the CFM56 to re-engine their and shortly thereafter it was chosen to re-engine the fleet of the – still its biggest customer. The first engines entered service in 1982. Several fan blade incidents were experienced during the CFM56's early service, including one failure that was a cause of the, and some engine variants experienced problems caused by flight through rain and hail. Both these issues were resolved with engine modifications. A nose-on view of several re-engined aircraft taxiing prior to takeoff.
The new engines are CFM56-2 high-bypass turbofans. Winning the contract to re-engine the KC-135 tanker fleet for the USAF would be a huge boon to the CFM56 project (with more than 600 aircraft available to re-engine), and CFMI aggressively pursued that goal as soon as the Request For Proposals (RFP) was announced in 1977.
Like other aspects of the program, international politics played their part in this contract. In efforts to boost the CFM56's chances versus its competitors, the and an updated, the French government announced in 1978 that they would upgrade their 11 KC-135s with the CFM56, providing one of the first orders for the engine. The USAF announced the CFM56 as the winner of the re-engine contract in January 1980. Officials indicated that they were excited at the prospect of replacing the engines currently flying on the KC-135A aircraft, calling them '.the noisiest, dirtiest, and most fuel inefficient powerplant still flying' at the time.
The re-engined aircraft was designated the KC-135R. The CFM56 brought many benefits to the KC-135, decreasing distance by as much as 3,500 ft (1,100 m), decreasing overall fuel usage by 25%, greatly reducing noise (24 dB lower) and lowering total life cycle cost. With those benefits in mind, the selected the CFM56-2 to power their variant of the Boeing 707, the, in 1982.
In 1984 the selected the CFM56-2 to power their aircraft (also related to the 707 ). The CFM56-2-powered E-3 also became the standard configuration for aircraft purchased by the British and French. DC-8 By the end of the 1970s, airlines were considering upgrading their aging aircraft as an alternative to buying new quieter and more efficient aircraft. Following the French KC-135 order in 1978, the April 1979 decision by to upgrade 30 of their DC-8-61 aircraft with the CFM56-2 was important for securing the development of the CFM56; GE and SNECMA were two weeks away from freezing development had that order not materialized. This decision marked the first commercial purchase (rather than government/military) of the engine, and and soon followed suit, giving the CFM56 a firm footing in both the military and commercial realms. Boeing 737. Engine inlet of a CFM56-3 engine on a Boeing 737-400 series showing the non-circular design In the early 1980s Boeing selected the CFM56-3 to exclusively power the variant.
The 737 wings were closer to the ground than previous applications for the CFM56, necessitating several modifications to the engine. The fan diameter was reduced, which reduced the bypass ratio, and the engine accessory gearbox was moved from the bottom of the engine (the 6 o'clock position) to the 9 o'clock position, giving the engine nacelle its distinctive flat-bottomed shape. The overall thrust was also reduced, from 24,000 to 20,000 lbf (107 to 89 kN), mostly due to the reduction in bypass ratio. Since the small initial launch order for twenty 737-300s split between two airlines, over 5,000 Boeing 737 aircraft had been delivered with CFM56 turbofans by April 2010. Continued development Tech56 and Tech Insertion In 1998, CFMI launched the 'Tech56' development and demonstration program to create an engine for the new single-aisle aircraft that were expected to be built by Airbus and Boeing. The program focused on developing a large number of new technologies for the theoretical future engine, not necessarily creating an all-new design. When it became clear that Boeing and Airbus were not going to build all-new aircraft to replace the 737 and A320, CFMI decided to apply some of those Tech56 technologies to the CFM56 in the form of the 'Tech Insertion' program which focused on three areas:, maintenance costs and emissions.
Launched in 2004, the package included redesigned high-pressure compressor blades, an improved combustor, and improved high- and low-pressure turbine components which resulted in better fuel efficiency and lower (NO x) emissions. The new components also reduced engine wear, lowering maintenance costs by about 5%. The engines entered service in 2007, and all new CFM56-5B and CFM56-7B engines are being built with the Tech Insertion components. CFMI also offers the components as an upgrade kit for existing engines. CFM56-7B 'Evolution' In 2009, CFMI announced the latest upgrade to the CFM56 engine, the 'CFM56-7B Evolution' or CFM56-7BE. This upgrade, announced with improvements to Boeing's 737 Next Generation, further enhances the high- and low-pressure turbines with better aerodynamics, as well as improving engine cooling, and aims to reduce overall part count.
CFMI expected the changes to result in a 4% reduction in maintenance costs and a 1% improvement in fuel consumption (2% improvement including the airframe changes for the new 737); flight and ground tests completed in May 2010 revealed that the fuel burn improvement was better than expected at 1.6%. Following 450 hours of testing, the CFM56-7BE engine was certified by FAA and EASA on 30 July 2010 and delivered from mid-2011. The CFM56-5B/3 PIP (Performance Improvement Package) engine includes these new technologies and hardware changes to lower fuel burn and lower maintenance cost. Airbus A320s were to use this engine version starting in late 2011. Main article: The LEAP is a new engine design based on and designed to replace the CFM56 series, with 16% efficiency savings by using more composite materials and achieving higher bypass ratios of over 10:1. LEAP has entered service in 2016. Operational history As of June 2016, as the most used, it achieved more than 800 million engine flight hours, and at a rate of one million flight hours every eight days it will achieve one billion flight hours by 2020.
It has more than 550 operators and more than 2,400 CFM56-powered are in the air at any moment. It is known for its: its average time on wing is 30,000 hours before a first, with the current fleet record at 50,000 hours. As of July 2016, 30,000 engines have been built: 9,860 CFM56-5 engines for the and -200/300 and more than 17,300 CFM56-3/-7B engines for the and.
In July 2016, CFM had 3,000 engines in backlog., launch customer for the CFM56-5C-powered A340, have an engine with more than 100,000 flight hours, having entered commercial service on November 16, 1993, four times since. In 2016 CFM delivered 1,665 CFM56 and booked 876 orders.
CFM plans to produce CFM56 spare parts until 2045. Temperature margin erodes with usage, one or two performance restoration shop visits, costing $0.3-$0.6m for a -5 series, can be performed before taking the engine off wing, which can restore 60% to 80% of the original margin; after that, the parts must be replaced, after 20,000 cycles for the hot section ($0.5m), 25,000 for the and 30,000 for the fan and booster ($0.5m-$0.7m) for a recent CFM56: the whole engine parts cost more than $3m, $3.5 to $4m with the shop work-hours, around $150 per cycle. Design Summary The CFM56 is a high-bypass turbofan engine (most of the air accelerated by the fan bypasses the core of the engine and is exhausted out of the fan case) with several variants having ranging from 5:1 to 6:1, generating 18,500 to 34,000 lbf (80 kN to 150 kN) of thrust. The variants share a common design, but the details differ. The CFM56 is a two-shaft (or two-spool) engine, meaning that there are two rotating shafts, one high-pressure and one low-pressure. Each is powered by its own turbine section (the high-pressure and low-pressure turbines, respectively). The fan and booster (low-pressure compressor) evolved over the different iterations of the engine, as did the compressor, combustor and turbine sections.
Combustor. Swirl fuel nozzles of a CFM56 annular combustor Most variants of the CFM56 feature a. An annular combustor is a continuous ring where fuel is injected into the airflow and ignited, raising the pressure and temperature of the flow.
Other types of combustors include, where each combustion chamber is separate, and which is a hybrid of the two. Fuel injection is regulated by a Hydromechanical Unit (HMU), built. The HMU regulates the amount of fuel delivered to the engine by means of an that, in turn, drives a fuel metering valve, that provides information to the (FADEC).
In 1989, CFMI began work on a new, double-annular combustor. Instead of having just one combustion zone, the double-annular combustor has a second combustion zone that is used at high thrust levels. This design lowers the emissions of both (NO x) and (CO 2). The first CFM56 engine with the double-annular combustor entered service in 1995, and the combustor is used on 'Tech Insertion' CFM56-5B and CFM56-7B variants. GE started developing and testing a new type of combustor called the combustor, or 'TAPS', during the Tech 56 program. This design is similar to the double-annular combustor in that it has two combustion zones; this combustor 'swirls' the flow, creating an ideal fuel–air mixture.
This difference allows the combustor to generate much less NO x than other combustors. Tests on a CFM56-7B engine demonstrated an improvement of 46% over single-annular combustors and 22% over double-annular combustors. The analytical tools developed for TAPS have also been used to improve other combustors, notably the single-annular combustors in some CFM56-5B and -7B engines. Compressor. CFM56-3 casing, high-pressure compressor revealed. The high-pressure compressor (HPC), that was at the center of the original export controversy, features nine stages in all variants of the CFM56.
The compressor stages have been developed from 's 'GE 1/9 core' (namely a single-turbine, nine-compressor stage design) which was designed in a compact core rotor. The small span of the compressor radius meant that the entire engine could be lighter and smaller, as the in the system (, oiling systems) could be merged to the main fueling system running on aviation fuel. As design evolved HPC design improved through better airfoil design. As part of the CFMI has tested the new CFM-56 model with six-stage high-pressure (discs that make up the compressor system) that was designed to deliver same pressure ratios (pressure gain 30) similar to the old nine-stages compressor design. The new one was not fully replacing the old one, but it offered an upgrade in HPC, thanks to improved dynamics, as a part of their 'Tech Insertion' management plan from 2007. Exhaust CFMI tested both a mixed and unmixed exhaust design at the beginning of development; most variants of the engine have an unmixed exhaust nozzle.
Only the high-power CFM56-5C, designed for the Airbus A340, has a mixed-flow exhaust nozzle. GE and SNECMA also tested the effectiveness of on reducing jet noise. After examining configurations in the, CFMI chose to flight-test chevrons built into the core exhaust nozzle.
The chevrons reduced jet noise by 1.3 perceived loudness during takeoff conditions, and are now offered as an option with the CFM56 for the. Fan and booster. Fan and fan case of a CFM56-5 The CFM56 features a single-stage fan, and most variants have a three-stage booster on the low-pressure shaft, with four stages in the -5B and -5C variants. The booster is also commonly called the 'low-pressure compressor' (LPC) as it sits on the low-pressure shaft and compresses the flow initially before it reaches the high-pressure compressor. The original CFM56-2 variant featured 44 tip- fan blades, although the number of fan blades was reduced in later variants as wide-chord blade technology developed, down to 22 blades in the latest variant, the CFM56-7.
The CFM56 fan features fan blades which allows them to be replaced without removing the entire engine, and GE/SNECMA claim that the CFM56 was the first engine to have that capability. This attachment method is useful for circumstances where only a few fan blades need to be repaired or replaced, such as following. The fan diameter varies with the different models of the CFM56, and that change has a direct impact on the engine performance.
For example, the low-pressure shaft rotates at the same speed for both the CFM56-2 and the CFM56-3 models; the fan diameter is smaller on the -3, which lowers the tip speed of the fan blades. The lower speed allows the fan blades to operate more efficiently (5.5% more in this case), which increases the overall fuel efficiency of the engine (improving nearly 3%). Reverse thrust.
Pivoting-door thrust reversers are installed on the CFM56-5. Noise-reducing can also be seen at the engine's rear.
The CFM56 is designed to support several systems which help slow and stop the aircraft after landing. The variants built for the Boeing 737, the CFM56-3 and the CFM56-7, use a cascade type of thrust reverser. This type of thrust reverse consists of sleeves that slide back to expose mesh-like cascades and blocker doors that block the bypass air flow. The blocked bypass air is forced through the cascades, reducing the thrust of the engine and slowing the aircraft down. The CFM56 also supports pivoting-door type thrust reversers. This type is used on the CFM56-5 engines that power many Airbus aircraft.
They work by actuating a door that pivots down into the bypass duct, both blocking the bypass air and deflecting the flow outward, creating the reverse thrust. Stator vane cooling air ducts circle the iridescent shroud of a CFM56-7B26 turbine All variants of the CFM56 feature a single-stage high-pressure turbine (HPT). In some variants, the HPT are 'grown' from a, giving them high strength and resistance.
The low-pressure turbine (LPT) features four stages in most variants of the engine, but the CFM56-5C has a five-stage LPT. This change was implemented to drive the larger fan on this variant. Improvements to the turbine section were examined during the Tech56 program, and one development was an optimized low-pressure turbine blade design, which would have used 20% fewer blades for the whole low-pressure turbine, saving weight. Some of those Tech56 improvements made their way into the Tech Insertion package, where the turbine section was updated.
The turbine section was updated again in the 'Evolution' upgrade. The high-pressure turbine stages in the CFM56 are internally cooled by air from the high-pressure compressor.
The air passes through internal channels in each blade and ejects at the leading and trailing edges. Variants CFM56-2 series The CFM56-2 series is the original variant of the CFM56. It is most widely used in military applications where it is known as the F108; specifically in the, the and some aircraft. The CFM56-2 comprises a single-stage fan with 44 blades, with a three-stage LP compressor driven by a four-stage LP turbine, and a nine-stage HP compressor driven by a single-stage HP turbine.
The combustor is annular. Model Dry weight Applications CFM56-2A-2 (-3) 24,000 lbf (110 kN) 5.9 31.8 4,820 lb (2,190 kg), CFM56-2B1 22,000 lbf (98 kN) 6.0 30.5 4,671 lb (2,120 kg), CFM56-2C1 22,000 lbf (98 kN) 6.0 31.3 4,653 lb (2,110 kg) CFM56-3 series. A CFM56-3 series engine mounted on a airliner showing flattening of the nacelle at the bottom of the inlet lip. The first derivative of the CFM56 series, the CFM56-3 is designed for series (737-300/-400/-500), with static thrust ratings from 18,500 to 23,500 lbf (82.3 to 105 kN). A 'cropped fan' derivative of the -2, the -3 engine has a smaller fan diameter at 60 in (1.5 m) but retains the original basic engine layout.
The new fan is primarily derived from GE's turbofan rather than the CFM56-2, and the booster was redesigned to match the new fan. A significant challenge for this series was achieving ground clearance for the wing-mounted engine. This was overcome by reducing the intake fan diameter and relocating the gearbox and other accessories from beneath the engine to the sides. The resulting flattened nacelle bottom and intake lip yielded the distinctive appearance of the Boeing 737 with CFM56 engines. Model Thrust Bypass ratio Pressure ratio Dry weight Applications CFM56-3B-1 20,000 lbf (89 kN) 6.0 27.5 4,276 lb (1,940 kg), CFM56-3B-2 22,000 lbf (98 kN) 5.9 28.8 4,301 lb (1,950 kg) Boeing 737-300, CFM56-3C-1 23,500 lbf (100 kN) 6.0 30.6 4,301 lb (1,950 kg) Boeing 737-300, Boeing 737-400, Boeing 737-500 CFM56-4 series The CFM56-4 series was a proposed improved version of the CFM56-2 designed for the family of aircraft.
Competing with the engine being developed by Rolls-Royce, the -4 series was designed to produce 25,000 lbf (110 kN) and was to feature a new 68 in (1.73 m) fan, a new low-pressure compressor and a full authority digital engine controller (FADEC). Soon after the upgrade project was launched in 1984, International Aero Engines offered their new engine for the A320. CFMI realized that the CFM56-4 did not compare favorably with the new engine and scrapped the project to begin working on the CFM56-5 series. CFM56-5 series. CFM56-5B on an The CFM56-5 series is designed for the aircraft and has a very wide thrust rating of between 22,000 and 34,000 lbf (97.9 and 151 kN).
It has three distinct sub-variants; the CFM56-5A, CFM56-5B and CFM56-5C, and differs from its Boeing-fitted cousins by featuring a FADEC and incorporating further aerodynamic design improvements. CFM56-5A series The CFM56-5A series is the initial CFM56-5 series, designed to power the short-to-medium range. Derived from the CFM56-2 and CFM56-3 families, the -5A series produces thrusts between 22,000 and 26,500 lbf (98 kN and 118 kN). Aerodynamic improvements such as an updated fan, low-pressure compressor, high-pressure compressor and combustor make this variant 10–11% more fuel efficient than its predecessors. Model Thrust Bypass ratio Pressure ratio Dry weight Applications CFM56-5A1 25,000 lbf (111 kN) 6.0 31.3 4,995 lb (2,270 kg) CFM56-5A3 26,500 lbf (118 kN) 6.0 31.3 4,995 lb (2,270 kg) Airbus A320 CFM56-5A4 22,000 lbf (97.9 kN) 6.2 31.3 4,995 lb (2,270 kg) Airbus A319 CFM56-5A5 23,500 lbf (105 kN) 6.2 31.3 4,995 lb (2,270 kg) Airbus A319 CFM56-5B series. Front view of an A319-112 CFM56-5B6 with its fan removed An improvement of the CFM56-5A series, it was originally designed to power the A321.
With a thrust range between 22,000 and 33,000 lbf (98 kN and 147 kN) it can power every model in the A320 family (A318/A319/A320/A321) and has superseded the CFM56-5A series. Among the changes from the CFM56-5A is the option of a double-annular combustor that reduces emissions (particularly NO x), a new fan in a longer fan case, and a new low-pressure compressor with a fourth stage (up from three in earlier variants). It is the most numerous engine supplied to Airbus. Two of four CFM56-5C installed on an. With a thrust rating of between 31,200 and 34,000 lbf (139 kN and 151 kN), the CFM56-5C series is the most powerful of the CFM56 family. It powers Airbus' long-range airliners, and entered service in 1993. The major changes are a larger fan, a fifth low-pressure turbine stage, and the same four-stage low-pressure compressor found in the -5B variant.
Unlike every other variant of the CFM56, the -5C features a mixed-exhaust nozzle, which offers slightly higher efficiency. Model Thrust Bypass ratio Pressure ratio Dry weight Applications CFM56-5C2 31,200 lbf (139 kN) 6.6 37.4 8,796 lb (3,990 kg) CFM56-5C3 32,500 lbf (145 kN) 6.5 37.4 8,796 lb (3,990 kg) Airbus A340-200/-300 CFM56-5C4 34,000 lbf (151 kN) 6.4 38.3 8,796 lb (3,990 kg) Airbus A340-200/-300 CFM56-7 series. CFM56-7 of a The CFM56-7 first ran on 21 April 1995.
Rated with a takeoff thrust range of 19,500–27,300 lbf (87–121 kN), it powers the -600/-700/-800/-900; compared to the CFM56-3, it has greater durability, 8% fuel burn improvement and a 15% reduction in maintenance costs. Improvements are due to its 61-inch titanium fan, 3D aerodynamics designed new core and low-pressure turbine with high-pressure turbine and (FADEC). Fan blades are reduced from 38 to 24 and it incorporates features from the CFM56-5 series such as a double-annular combustor as an option. Less than two years after entry into service, the Next-Generation 737 received 180 minutes (ETOPS) from the US (FAA). It also powers the Boeing 737 military versions:, transport and Maritime Aircraft. ^ Mixed Exhaust Flow refers to turbofan engines (both low and high bypass) that exhaust both the hot core flow and the cool bypass flow through a single exit nozzle.
The core and bypass flows are 'mixed'. ^ Unmixed Exhaust Flow refers to turbofan engines (usually, but not exclusively high-bypass) that exhaust cool bypass air separately from their hot core flow. This arrangement is visually distinctive as the outer, wider, bypass section usually ends mid-way along the nacelle and the core protrudes to the rear.
With two separate exhaust points, the flow is 'unmixed'. Engine Trim generally refers to keeping the components of an engine in synchronisation with each other. For example, maintaining proper engine trim could mean adjusting the airflow to keep the proper amount of air flowing through the high-pressure compressor for a particular flight condition. Chevron is the name for sawtooth cutouts that are sometimes applied to the exhaust nozzles of jet engines to reduce the jet noise. An example can be seen here. (The pictured engine is not a CFM56.).
The Low-Pressure Shaft, in a two-shaft engine, is the shaft that is turned by the low-pressure (LPT). Generally the fan section(s) and the booster section(s) (also known as the 'low-pressure compressor') are located on the low-pressure shaft. Shrouds are plates that are a part of a fan (or compressor, or turbine) blade. Generally, the shroud of one blade rests on the shroud of the adjacent blade, forming a continuous ring.
Shrouds in the middle of blades are often used to damp. Shrouds at the tips of fan blades are often used to minimize air leakage around the tips. A midspan shroud is visible on the fan blades here. (Note that these fan blades are not from a CFM56.) (Gunston, Bill (2004). Cambridge Aerospace Dictionary. Cambridge University Press. P.558-9.).
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