CFM56
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Transcript of CFM56
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List of Contents
Contents Page no
Preface 1
List of contents 2
Introduction 3
Variants of engines
CFM-56-2 specification/performances/limitation 4
CFM-56-3specification/performances/limitation 6
CFM-56-5Aspecification/performances/limitation 8
CFM-56-5Cspecification/performances/limitation 10
CFM-56-5Bspecification/performances/limitation 12
CFM-56-7Bspecification/performances/limitation 14
CFM56 Bearings 16
How does a turbo fan engine works? 18
Surprising details about the CFM 56. 21
Conclusion 22
References 23
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Introduction
CFM International is a 50/50 joint venture between French Snecma Moteurs and
American General Electric (GE). The CFM56 family of engines, CFM
International main product, is named after General Electric's CF6 and Snecma's
M56 engines. The CFM56 engines (all turbo fan type) have been designed to
power short-, medium-, and long-range commercial and military aircraft since the
first CFM56-1 entered service in 1974. These single-stage turbofans are currently
available ranging from 18,500 to 34,000 pounds of thrust and four fan sizes. More
than 25,000 CFM56 engines have been delivered to over 350customers all over the
world. Rated between 31,200 and 34,000 pounds of thrust the CFM56-5C is the
most powerful engine of the CFM56 family. It incorporates a second generation
Full Authority Digital Electronic Control (FADEC), noise attenuation
improvements, and increased climb thrust. The CFM56-5C powers the four-engine
Airbus A340 long range airliner and entered service in 1993. It is perfectly tailored
for all A340 variants including A340-300E which is powered by four CFM56-
5C4/P engines.
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Variants of engine
CFM56-2
The CFM56-2 engine is the "granddaddy" of the CFM family of engines. It was the
first high-bypass engine in the 10-ton class and forms the foundation for the rest of
the CFM engines in service today. Its sturdy, efficient architecture has allowed
CFM to become the most popular engine in the air. It flew first on re-engined
Boeing 707 aircraft in 1982 and was soon chosen to re-engine KC-135 tankers for
the USAF.
First high-bypass engine in the 10-ton class
Single-stage HP turbine
Low emission combustor
Low noise engine
First engine to meet FAR 33-6 ingestion requirement
Hydro mechanical controls.
60 percent fewer parts than earlier high-bypass design
Figure; CFM 56-2
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Specifications/Performances
ENGINE MODEL 2-C1 2A-2 | 2A-3 2-B1
Takeoff Conditions (sea level)
Max. takeoff (lb) 22000 24000 22000
Airflow (lb/sec) 788 817 784
Bypass ratio 6.0 5.9 6.0
In-Flight Performance (installed) (35,000 ft-Mach=0.80-ISA)
Max climb thrust (lb) 5400 5760 5450
Overall pressure ratio at max. climb 31.3 31.8 30.5
Max. cruise thrust (lb) 4980 4970
Cruise SFC (Bucket)(lb/lbhr) 0.671 0.657 0.648
Engine Characteristics
Length (in) 95.7 95.7 95.7
Fan diameter (in) 68.3 68.3 68.3
Basic dry weight (lb) 4635 4820 4671
Thrust reverser Yes yes yes
Electric power generation (kVA) 1x40 2x75/90 1x40
Oil tank capacity (hr) 25 72 25
Applications
DC-8 Super 70
KC135
F108 Rapier
E-6 Mercury
E-3 Sentry
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CFM56-3
The CFM56-3 was designed for Boeing 737 second-generation: 300/400/500 aircraft. It is derived from the -2, the original CFM engine.
This super-reliable turbofan is in service all over the world nearly 4,500 strong.
The engine/airframe combo 737 entered revenue service in 1984 and quickly became one of the best-selling ever... just as its successor, the 737NG.
Today, CFM offers upgrade kits for the CFM56-3, which extends life and reduces maintenance on this compact lightweight workhorse. The CFM56-3 Advanced
Upgrade Kits deliver 3-D Aero for the high-pressure compressor,Up to 25 degrees (C) of additional EGT margin,As much as 1.6% SFC improvement.
A growing number of CFM56-3 engines reach more than 25,000
hours before their first shop visit removal
Expected first run life of more than 16,000 engine flight hours
Meets most-severe inclement weather threat
Setting new industry standards for reliability
40 percent margin, compared to ICAO NOx limit.
Figure; CFM56-3
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Specifications/Performances
ENGINE MODEL 3-B1 3B-2 3-C1
Takeoff Conditions (sea level)
Max. takeoff (lb) 20000 22000 23500
Airflow (lb/sec) 638-655 683 638-710
Bypass ratio 6.0 5.9 6.0
In-Flight Performance (installed) (35,000 ft-Mach=0.80-ISA)
Max climb thrust (lb) 4860 5260 5540
Overall pressure ratio at max. climb 27.5 28.8 30.6
Max. cruise thrust (lb) 4650 5040 5370
Engine Characteristics
Length (in) 93 93 93
Fan diameter (in) 60 60 60
Basic dry weight (lb) 4276 4301 4301
Applications
Boeing 737-300
Boeing 737-400
Boeing 737-500
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CFM56-5A
The CFM56-5A is the power plant that powered Airbus' entry into the single-aisle
market -the A320. Entering service in 1988, more than 1,100 engines are in service
with more than 40 million flight hours. The -5A maintains dispatch reliability
above 99.9%.
First to power the A320
First ETOPS on the A320
Highest overall reliability on the A320
First use of FADEC in CFM56 family
Most experienced engine on the A320
Low operating temperatures
Use of advanced materials
Figure; CFM56-5A
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Specifications/Performances
ENGINE MODEL 5-A1 5A-3 5-A4 5-A5
Takeoff Conditions (sea level)
Max. takeoff (lb) 25000 26500 22000 23500
Airflow (lb/sec) 852 876 816 842
Bypass ratio 6.0 6.0 6.2 6.2
In-Flight Performance (installed) (35,000 ft-Mach=0.80-ISA)
Max climb thrust (lb) 5260 5260 5260 5260
Overall pressure ratio at max. climb 31.3 31.3 31.3 31.3
Max. cruise thrust (lb) 5000 5000 5000 5000
Engine Characteristics
Length (in) 95.4 95.4 95.4 95.4
Fan diameter (in) 68.3 68.3 68.3 68.3
Basic dry weight (lb) 4995 4995 4995 4995
Applications
Airbus 319
Airbus 320
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CFM56-5C
The CFM56-5C, the most powerful engine in the CFM56 family, is the sole cost-
effective propulsion system perfectly tailored for the long-range Airbus A340-200
and A340-300 aircraft. Continuing the CFM56 engine's excellent worldwide
reputation, the CFM56-5C features innovative technologies, low fuel consumption,
and the ability to meet all existing environmental requirements with significant
margins.
Lowest SFC of the CFM56 family
Quietest engine in its thrust class
High thrust-to-weight ratio to provide excellent takeoff performance for
high-altitude and hot airfields
36,000 pounds of thrust demonstrated during ground testing
Second-generation FADEC
Long-duct, mixed-flow nacelle developed by CFM to provide significant
noise attenuation, reduced fuel burn, and increased climb thrust
Figure; CFM56-5C
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Specifications/Performances
ENGINE MODEL 5-C2 5C-3 5-C4
Takeoff Conditions (sea level)
Max. takeoff (lb) 31200 32500 34000
Airflow (lb/sec) 1027 1045 1065
Bypass ratio 6.5 6.5 6.4
In-Flight Performance (installed) (35,000 ft-Mach=0.80-ISA)
Max climb thrust (lb) 7370 7370 7580
Overall pressure ratio at max. climb 37.4 37.4 38.3
Max. cruise thrust (lb) 6910 6910 7100
Engine Characteristics
Length (in) 103 103 103
Fan diameter (in) 72.3 72.3 72.3
Basic dry weight (lb) 8796 8796 8796
Applications
Airbus 340-200
Airbus 340-300
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CFM56-5B
The CFM56-5B, a high-performance, low-risk derivative engine of the CFM56
family, was originally developed to power the Airbus A321. Today, it is the only
engine that can power every model of the A320 family with one bill of materials.
More than 5,000 CFM56-5B engines have been delivered and this fleet has
accumulated more than 80 million flight hours.
The CFM56-5B was the first engine to introduce advanced double annular
combustor (DAC) technology in the mid-1990s. This technology reduced NOx
(oxides of nitrogen) emissions by as much as 45 percent.
CFM keeps investing in technology enhancements that make the CFM56-5B even
better. In October 2007, Tech Insertion became the production configuration for all
CFM56-5B engines. Tech Insertion provides operators with significant
improvements in fuel consumption, emissions levels, and maintenance costs.
Most recently, as of November 2011, all deliveries are in CFM56-5B/3 PIP
configuration. This new production standard provides 0.5% improved fuel
efficiency and 1% lower maintenance cost.
Figure; CFM56-5B
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Specifications/Performances
ENGINE MODEL 5B1 5B2 5B3 5B4 5B5 5B6 5B7 5B8 5B9
Takeoff Conditions (sea level)
Max. takeoff (lb) 30000 31000 33000 27000 22000 23500 27000 21600 23300
Airflow (lb/sec) 943 956 968 897 818 844 897 811 841
Bypass ratio 5.5 5.5 5.4 5.7 6.0 5.9 5.7 6.0 6.9
In-Flight Performance (installed) (35,000 ft-Mach=0.80-ISA)
Max climb thrust (lb) 6420 6420 6420 5630 5630 5630 6420 5630 5630
Overall pressure
ratio at max. climb 35.4 35.4 35.5 32.6 32.6 32.6 35.5 32.6 32.6
Max. cruise thrust (lb)
5840 5840 5840 5020 5020 5020 5840 5020 5020
Engine Characteristics
Length (in) 102.4 102.4 102.4 102.4 102.4 102.4 102.4 102.4 102.4
Fan diameter (in) 68.3 68.3 68.3 68.3 68.3 68.3 68.3 68.3 68.3
Basic dry weight (lb) 5250 5250 5250 5250 5250 5250 5250 5250 5250
Applications
Airbus 318
Airbus 319
Airbus 320
Airbus 321
Airbus cj318
Airbus cj319
Airbus cj320
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CFM56-7B
The CFM56-7B was originally developed to provide Next-Generation 737
operators with higher thrust, improved efficiency, and lower maintenance costs
than its predecessor, the CFM56-3. Since entering service in 1994, the CFM56-7B
is delivering on that promise while providing industry-leading reliability. The
engine has been able to achieve outstanding rates in very demanding
circumstances. For example, Southwest Airlines 737s have one of the highest
utilization rates of the fleet and typically accumulate 6 or 7 flights each day. This
reliability made the CFM56-7B-powered 737 the first aircraft in its class to be
granted 180-minute Extended-Range, Twin-Engine Operations (ETOPS) approval
by the U.S. Federal Aviation Administration. ETOPS is defined as the number of
minutes flying time from a suitable airport that a twin-engine aircraft may operate
in the event that one engine becomes inoperable. The approval gives operating
airlines far greater route-scheduling flexibility.
On-wing life enhanced by increased exhaust gas temperature (EGT)
margins
Reduced fuel burn through advanced thermodynamic cycle
Common core with CFM56-5B/P
Figure; CFM56-7B
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Specifications/Performances
ENGINE MODEL 7B18 7B20 7B22 7B24 7B26 7B27
Takeoff Conditions (sea level)
Max. takeoff (lb) 19500 20600 22700 24200 26300 27300
Airflow (lb/sec) 677 696 728 751 779 782
Bypass ratio 5.5 5.5 5.3 5.3 5.1 5.1
In-Flight Performance (installed) (35,000 ft-Mach=0.80-ISA)
Max climb thrust (lb) 5962 5962 5962 5962 5962 5962
Overall pressure ratio at max. climb 32.8 32.8 32.8 32.8 32.8 32.8
Max. cruise thrust (lb) 5420 5450 5450 5480 5480 5480
Engine Characteristics
Length (in) 98.7 98.7 98.7 98.7 98.7 98.7
Fan diameter (in) 61.0 61.0 61.0 61.0 61.0 61.0
Basic dry weight (lb) 5216 5216 5216 5216 5216 5216
Applications
Boeing 737-600
Boeing 737-700
Boeing 737-800
Boeing 737-900
Boeing 737-Airborne Early Warning &Control (AEW&C)
Boeing Business Jet (BBJ)
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How does a turbofan engine works
A turbofan engine is the most modern variation of the basic gas turbine engine. In
it’s the core engine is surrounded by a fan in the front and an additional turbine at
the rear. The fan and fan turbine are composed of many blades, like the core
compressor and core turbine, and are connected to an additional shaft. Turn with
the shaft and some blades remain stationary. The fan shaft passes through the core
shaft for mechanical reasons. This type of arrangement is called a two spool engine
(one "spool" for the fan, one "spool" for the core.) Some advanced engines have
additional spools for even higher efficiency.
The incoming air is captured by the engine inlet. Some of the incoming air passes
through the fan and continues on into the core compressor and then the burner,
where it is mixed with fuel and combustion occurs. The hot exhaust passes through
the core and fan turbines and then out the nozzle, as in a basic turbojet. The rest of
the incoming air passes through the fan and bypasses, or goes around the engine,
just like the air through a propeller. The air that goes through the fan has a velocity
that is slightly increased from free stream. So a turbofan gets some of its thrust
from the core and some of its thrust from the fan. The ratio of the air that goes
around the engine to the air that goes through the core is called the bypass ratio.
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Because the fuel flow rate for the core is changed only a small amount by the
addition of the fan, a turbofan generates more thrust for nearly the same amount of
fuel used by the core. This means that a turbofan is very fuel efficient. In fact, high
bypass ratio turbofans are nearly as fuel efficient as turboprops. Because the fan is
enclosed by the inlet and is composed of many blades, it can operate efficiently at
higher speeds than a simple propeller. That is why turbofans are found on high
speed transports and propellers are used on low speed transports. Low bypass ratio
turbofans are still more fuel efficient than basic turbojets. Many modern fighter
planes actually use low bypass ratio turbofans equipped with afterburners. They
can then cruise efficiently but still have high thrust when dogfighting. Even though
the fighter plane can fly much faster than the speed of sound, the air going into the
engine must travel less than the speed of sound for high efficiency. Therefore, the
airplane inlet slows the air down from supersonic speeds.
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Surprising details about the CFM 56
The CFM56-2 is the first high-bypass 10-ton thrust engine of the CFM56
family.
When Boeing selected the fledgling engine company to provide the sole
power plant for its 737-300/-400/-500 series of aircraft in 1981, both
companies optimistically predicted they would sell about 400 airplanes;
4,496 engines and 1,989 airplanes later, the CFM56-3-powered 737 is a
story for the record books.
The CFM56-5A demonstrates an impressive dispatch reliability rate: less
than one delay or cancellation per 1,600 aircraft departures due to engine
causes for the A320/CFM56-5A association.
In its class, the Airbus A340/CFM56-5C offers the lowest noise signature in
commercial service.
The CFM56-5B was the first engine to introduce advanced double annular
combustor (DAC) technology in the mid-1990s. This technology reduced
NOx (oxides of nitrogen) emissions by as much as 45 percent.
The enhanced CFM56-7BE-powered Next-Generation 737 airplane/engine
combination provides a 2 percent improvement in fuel consumption, which
in turn equates to a 2 percent reduction in carbon emissions. Additionally,
the -7BE provides up to 4 percent lower maintenance costs depending on
thrust rating.
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Conclusion
I have come to the end of my assignment and I gained a vast knowledge and found
detailed information about CFM-56 Engine. As the world aviation gets developing
since the Wright Brothers invention majority people made their way as an easiest
mode of transportation between sea and land, thereby increasing the population
flying day to day. Not only the passengers many loads of goods was also
transported as cargo. For this as a challenge to the airlines and manufactures a
successive Engine has to be built for the aircraft to its perfect such as strength to
weight ratio, greater efficiently for heat resistance,its speed and mainly for the
safety of passengers,provide reduced takeoff roll, added thrust and increased fuel
efficiency. CFM56 power also provides lower fuel burn for extended range, as well
as increased time-on-station, payload and tanker offload capability.
Building on the strong foundation of success, CFM56 engines stand ready to power
future critical missions well into the 21st century. CFM56-7B engines power the
USAF and USN C-40s, Boeing's 737 AEW&C, and P-8 Poseidon. The Boeing P-8
(based on the Next-Generation 737) will be used for anti-submarine and anti-
surface warfare, replacing current aircraft that average 30 years of age.CFM-56
engine was success from the above and made a world recording achievement.
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Reference
Course Notes
http://www.deagel.com/Turbofan-Engines/CFM56-5C_a001738005.aspx
http://www.nasa.gov/
http://www.cfmaeroengines.com
http://en.wikipedia.org/wiki/CFM_International_CFM56
https://www.flightglobal.com/
http://www.geaviation.com/
http://www.schaeffler.com/
FAG Aerospace GmbH & Co. KG
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