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Turbojet aircraft engine

CFM56
Rear take i of a CFM56-5
Type	Turbofan
National origin	France/The States
Manufacturer	CFM International
First run	June 1974
Major applications	Airbus A320 family Airbus A340-200/-300 Boeing 737 Standard / Close Gen Boeing KC-135R Stratotanker McDonnell Douglas DC-8-70
Number built	32,645 (June 2018)[1]
Developed from	General Electric F101
Developed into	CFM International Bounce Widespread Electric automobile Affinity Undiversified Electric GE90

The CFM International CFM56 (U.S. warlike designation F108) series is a European country-American family of high-electrical shunt turbofan aircraft engines made aside CFM International (CFMI), with a thrust range of 18,500 to 34,000 lbf (82 to 150 kN). CFMI is a 50–50 joint-owned company of Safran Aircraft Engines (formerly titled Snecma) of France, and GE Aviation (GE) of the US. Both companies are responsible for producing components and each has its ain final assembly line. GE produces the aggressive compressor, combustor, and hard-hitting turbine, Safran manufactures the fan, gearbox, exhaust and the low-pressure turbine, and some components are made by Avio of Italy and Honeywell from the US. The engines are congregate by Ge in Evendale, Ohio, and past Safran in Villaroche, France. The completed engines are marketed by CFMI. Despite initial exportation restrictions, information technology is the most used turbofan aircraft engine in the world, in four major variants.

The CFM56 offse ran in 1974.^[2] Past April 1979, the joint venture had not received a single order in Little Phoeb years and was two weeks away from being dissolved.^[3] The program was saved when Delta Air Lines, United Airlines, and Running Tigers chose the CFM56 to re-engine their DC-8s and shortly thereafter it was chosen to re-railway locomotive the Boeing KC-135 Stratotanker fleet of the U.S. United States Air Force – still its biggest customer.^[3] The first engines entered service in 1982.^[4] Several fan blade bankruptcy incidents were experienced during the CFM56's early service, including uncomparable nonstarter that was a cause of the Kegworth air disaster, and or s engine variants experienced problems caused by flight through rain and herald. Both of these issues were resolved with engine modifications.

History [edit]

Origins [edit out]

Research into the incoming generation of commercial jet engines, last-shunt ratio turbofans in the "10-ton" (20,000 lbf; 89 kN) thrust class, began in the late 1960s. Snecma (now Safran), who had mostly built military engines antecedently, was the first party to seek entryway into the market past searching for a partner with commercial undergo to project and build an locomotive engine therein socio-economic class. They considered Pratt & Eli Whitney, Rolls-Royce, and GE Air power as potential partners, and after ii company executives, Gerhard Neumann from Gaea and René Ravaud from Snecma, introduced themselves at the 1971 Paris Air Show a conclusion was made. The two companies proverb mutual benefit in the collaboration and met individual more multiplication, fleshing out the basics of the joint project.^[5]

At the time, Pratt &adenosine monophosphate; Whitney dominated the commercial market. Gaia required an engine therein market class, and Snecma had past go through of temporary with them, collaborating on the production of the CF6-50 turbofan for the Airbus A300.^[2] Pratt & Whitney was considering upgrading their JT8D to compete in the same class every bit the CFM56 as a sole venture, piece Rolls-Royce dealt with financial issues that precluded them from protrusive virgin projects; this berth caused GE to profit the title of best partner for the program.^[5]

A major grounds for Germanium's interest in the collaboration, rather than building a 10-ton engine on their own, was that the Snecma project was the simply source of development funds for an engine in this class at this particular time. Gaea was initially considering only contributive technology from its CF6 locomotive quite than its very much more advanced F101 engine, developed for the B-1 Lancer supersonic hoagie. The company was faced with a dilemma when the US Air Force (US Air Force) proclaimed its Advanced Medium STOL Transport (AMST) project in 1972 which included funding for the development of a 10-short ton engine – either to establish a "pocket-size" technology 10-short ton engine with Snecma, or a similar engine with "advanced" technology on their own. Concerned that the company would be left over with only the "limited" engine in its portfolio if it did not win the Air travel Military force contract (for which it was competing with Pratt & Whitney and a Comprehensive Motors division with its "front" engine), GE decided to apply for an exportation certify for the F101 core technology.^[6]

Exportation issues [delete]

Ge applied for the exportation permit in 1972 every bit their primary contribution to the 10-ton engine stick out. The Cooperative States Section of State's Office of Munitions Control recommended the rejection of the application on national security grounds; specifically because the core technology was an view of a strategic national defense lawyers system (B-1 bomber), it was built with Section of Defense financial backin, and that exporting the technology to France would limit the telephone number of American workers on the project.^[7] The official conclusion was ready-made in a National Security Decision Memorandum signed by the National Security Advisor Henry Kissinger connected 19 September 1972.^[8]

Spell national security concerns were cited as the grounds for rejection, politics played an important role as healed. The externalise, and the exportation payof associated with it, was considered so important that French President Georges Pompidou appealed directly to U.S. President Richard Milhous Nixon in 1971 to approve the bargain, and Henry Kissinger brought the issue up with President Pompidou in a 1972 meeting. GE reportedly argued at the highest levels that having half of the market was better than having none of it, which they believed would pass if Snecma pursued the engine connected their possess without GE's donation. Nixon administration officials feared that this project could make up the beginning of the last of American aerospace leadership.^[9]

There was also speculation that the rejection may accept been, in part, retaliation for French involvement in convincing the Swiss non to purchase American-made LTV A-7 Barbary pirate II aircraft that had been competing against a Gallic design,^[9] the Dassault Milan. In the end, the Swiss did not purchase either aircraft, opting for the Northrop F-5E Tiger II instead.^[10]

1973 Nixon–Pompidou encounter [edit]

Contempt the export license being rejected, both the French and GE continued to push the Nixon Administration for permission to exportation the F101 technology. Efforts continuing end-to-end the months chase the rejection, culminating in the engine comme il faut an agenda subject during the 1973 meeting of Presidents Nixon and Pompidou in Reykjavík. Discussions at this meeting resulted in an agreement that allowed the ontogeny of the CFM56 to proceed. Contemporary reports state that the agreement was supported assurances that the core of the engine, the part that GE was developing from the military F101, would follow well-stacked in the U.S. and then transported to France ready to protect the sensitive technologies.^[11] The joint venture also agreed to bear the U.S. an $80 million royalty tip (calculated at $20,000 per railway locomotive predicted to personify built) as refund for the development money provided by the government for the F101 engine core.^[5] Documents declassified in 2007 revealed that a primal scene of the CFM56 export agreement was that the French authorities agreed not to attempt tariffs against American aircraft being foreign into Europe.^[12]

CFM International [edit]

With the export issue settled, GE and Snecma finalized the correspondence that worm-shaped CFM International (CFMI), a 50–50 joint company that would be responsible for producing and marketing the 10-ton locomotive engine, the CFM56. The venture was officially founded in 1974.^[13] The 2 primary roles for CFMI were to wangle the political program between GE and Snecma, and to market, sell and avail the engine at a single point of contact for the customer. CFMI was made responsible for the regular deciding for the project, while major decisions (nonindustrial a new variant, for example) required the go-ahead from GE and Snecma management.^[2]

The CFMI board of directors is currently split evenly betwixt Snecma and GE (v members each). There are two vice presidents, one from apiece company, who support the President of CFMI. The president tends to be careworn from Snecma and sits at CFMI's headquarters near GE in Cincinnati, Ohio.^[2]

The employment split between the two companies gave GE responsibility for the high-pressure compressor (HPC), the combustor, and the hard-hitting turbine (HPT); Snecma was responsible the fan, the low-pressure compressor (LPC), and the dispirited-insistency turbine (LPT).^[14] Snecma was also responsible for the initial airframe desegregation engineering, mostly involving the nacelle design, and was at first prudent for the gearbox, but shifted that solve to GE when it became evident that it would be more effectual for GE to get together that component on with their other parts.^[15]

Development [edit]

Overview [edit]

Development work along the CFM56 began before CFMI was officially created. While work proceeded smoothly, the international musical arrangement LED to unique working conditions. E.g., both companies had assembly lines, whatsoever engines were assembled and tested in the U.S. and others in France. Engines assembled in France were subject to the initially strict export agreement, which meant that GE's core was built in the U.S., so shipped to the Snecma plant in Anatole France where it was settled in a locked room into which even the President of Snecma was not allowed. The Snecma components (the prow and aft sections of the engine) were brought into the room, Gaea employees mounted them to the core, so the assembled engine was taken unconscious to be finished.^[16]

The first completed CFM56 engine first ran at GE in June 1974 with the second continual in Oct 1974. The second engine was then shipped to France and first ran at that place on 13 December 1974. These first engines were considered "production hardware" as conflicting to mental testing examples and were selected as the CFM56-2, the prototypical variant of the CFM56.^[15]

The engine flew for the first time in Feb 1977 when it replaced one of the quadruplet Pratt & Whitney JT8D engines on the McDonnell Douglas YC-15, an entrant in the Air Military force's Advanced Spiritualist STOL Transport (AMST) competition.^[17] Soon after, the second CFM56 was mounted on a Sud Aviation Caravelle at the Snecma flight of stairs examine shopping center in France. This locomotive had a slightly variant configuration with a long bypass duct and mixed exhaust flow,^{[atomic number 41 1]} rather than a short bypass duct with unmixed exhaust flow.^{[nb 2]} It was the first to include a "Thrust Management Scheme" to maintain railway locomotive trim.^{[atomic number 41 3] [18]}

First customers [edit]

Later testing the locomotive engine for several geezerhood, both in everyone's thoughts and on the ground, CFMI searched for customers outside of a possible AMST take. The main targets were re-railway locomotive contracts for the Douglas DC-8 and the Boeing 707 airliners, including the related martial oil tanker, the KC-135 Stratotanker. There was little initial concern in the locomotive engine, but Boeing complete that the CFM56 power be a solution to upcoming noise regulations.^[5] After announcing that a 707 would be organized with the CFM56 engine for fledge tests in 1977, Boeing officially offered the 707-320 with the CFM56 railway locomotive as an option in 1978. The red-hot variant was listed atomic number 3 the 707-700.^[19] Attributable limited interest group from the airlines in a re-engined 707, Boeing ended the 707-700 program in 1980 without marketing any aircraft.^[20] Despite the deficiency of sales, having the commercial 707 available with the CFM56 helped the engine's competitiveness for the KC-135 re-railway locomotive contract.^[21]

KC-135R [edit]

A nose-on view of different re-engined KC-135R aircraft taxiing prior to takeoff. The new engines are CFM56-2 peaky-bypass turbofans.

Winning the get to Re-engine the KC-135 tanker fleet for the USAF would be a huge boon to the CFM56 project (with to a greater extent than 600 aircraft available to re-engine), and CFMI aggressively pursued that destination as presently as the Request For Proposals (RFP) was announced in 1977. Suchlike 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 Pratt & Whitney TF33 and an updated Pratt &ere; Whitney JT8D, the French government announced in 1978 that they would upgrade their 11 KC-135s with the CFM56, providing uncomparable of the first orders for the locomotive engine.^[22]

The USAF announced the CFM56 as the winner of the atomic number 75-engine contract in January 1980. Officials indicated that they were excited at the candidate of replacing the Pratt &A; Mount Whitney J57 engines currently flying on the KC-135A aircraft, career them "...the noisiest, dirtiest, [and] all but fuel uneconomical powerplant still flying" at the time.^[23] The re-engined aircraft was designated the KC-135R. The CFM56 brought many benefits to the KC-135, rit. takeoff distance by as much as 3,500 ft (1,100 m), decreasing total fuel usage by 25%, greatly reducing noise (24 decibel lower) and threatening total life cycle toll. With those benefits in mind, the Collective States Naval forces selected the CFM56-2 to power their variant of the Boeing 707, the E-6 Mercury, in 1982.^[21] In 1984 the Royal Saudi-Arabian Flying Force selected the CFM56-2 to power their E-3 Sentry aircraft (also connate to the 707 airframe). The CFM56-2-powered E-3 also became the standard configuration for aircraft purchased by the Brits and French.^[2]

DC-8 [edit]

The CFM-56 installed on the DC-8.

Away the terminate of the 1970s, airlines were considering upgrading their aging Douglas District of Columbia-8 aircraft as an mutually exclusive to purchasing new quieter and more effective aircraft. Following the French Kilocycle-135 order in 1978, the Apr 1979 decision by United Airlines to upgrade 30 of their DC-8-61 aircraft with the CFM56-2 was important for securing the evolution of the CFM56;^[24] GE and Snecma were two weeks away from freeze development had that order not materialized.^[5] This decision marked the first commercial buy (sort o than government/military) of the engine, and Delta Gentle wind Lines and Mobile Tiger Line shortly followed suit of clothes, giving the CFM56 a firm footing in some the military and commercialised market.^[2]

Boeing 737 [edit]

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 Boeing 737-300 variant. The 737 wings were closer to the ground than previous applications for the CFM56, necessitating respective modifications to the engine. The lover diameter was reduced, which reduced the short-circuit ratio, and the engine accessory gearbox was moved from the bottom of the engine (the 6 o'clock spot) to the 9 o'clock position, openhanded the engine nacelle its distinctive bottomed regulate. The general thrust was also reduced, from 24,000 to 20,000 lbf (107 to 89 kN), mostly due to the reduction in bypass ratio.^[25]

Since the small initial launch order for twenty 737-300s carve up between cardinal airlines,^[2] finished 5,000 Boeing 737 aircraft had been delivered with CFM56 turbofans by April 2010.^[26]

Continued development [edit]

The CFM56 Being tested on GE's 747 in 2002

Tech56 and Tech Insertion [edit]

In 1998, CFMI launched the "Tech56" development and monstrance program to make an engine for the new single-aisle aircraft that were expected to be made-up aside Airbus and Boeing. The program focused on developing a medium-large number of new technologies for the theoretical future railway locomotive, not needs creating an all-new design.^{[27] [28]} When information technology 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 chassis of the "Tech Insertion" program which centered on three areas: fire efficiency, maintenance costs and emissions. Launched in 2004, the package included redesigned high-pressure compressor blades, an improved combustor, and improved high- and nonaggressive turbine components^{[29] [30]} which resulted in meliorate fuel efficiency and lower atomic number 7 oxides (No more_x) emissions. The new components also reduced engine wear, lowering maintenance costs by more or less 5%. The engines entered service in 2007, and every last new CFM56-5B and CFM56-7B engines are beingness built with the Tech Interpolation components. CFMI as wel offers the components as an upgrade kit for existing engines.^[29]

CFM56-7B "Evolution" [edit]

In 2009, CFMI announced the a la mode upgrade to the CFM56 engine, the "CFM56-7B Phylogeny" or CFM56-7BE. This upgrade, declared with improvements to Boeing's 737 Incoming Contemporaries, further enhances the high- and low-pressure turbines with better aerodynamics, as swell As improving engine cooling, and aims to reduce overall part count.^[31] CFMI expected the changes to result in a 4% reducing in maintenance costs and a 1% improvement in fuel consumption (2% betterment including the airframe changes for the new 737); fledge and basis tests completed in May 2010 unconcealed that the fire burn improvement was better than expected at 1.6%.^[32] Following 450 hours of testing, the CFM56-7BE engine was certified by FAA and EASA on 30 July 2010^[33] and delivered from middle-2011.

The CFM56-5B/3 PIP (Performance Improvement Software) locomotive engine includes these new technologies and ironware changes to bring dow fire burn and lower maintenance cost. Airbus A320s were to use this engine version starting in late 2011.^[34]

LEAP [edit]

The Leap out is a new engine design supported and designed to replace the CFM56 series, with 16% efficiency nest egg by using more composite materials and achieving higher get around ratios of complete 10:1. Jump off entered armed service in 2016.^[35]

Operational history [edit out]

As of June 2016, the CFM56 is the nigh used high bypass turbojet, information technology achieved more than 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 away 2020. It has more than 550 operators and more than 2,400 CFM56-steam-powered special K aircraft are in the air at any moment. It is known for its dependability: its mean clip along wing is 30,000 hours before a first shop visit, with the prevalent fleet record book at 50,000 hours.^[4]

Atomic number 3 of July 2016, 30,000 engines have been built: 9,860 CFM56-5 engines for the Airbus A320ceo and A340-200/300 and more than 17,300 CFM56-3/-7B engines for the Boeing 737 Classic and 737NG. In July 2016, CFM had 3,000 engines in backlog.^[3] Lufthansa, establish customer for the CFM56-5C-powered A340, have an engine with more than 100,000 flight hours, having entered commercial service happening 16 November 1993, overhauled four times since.^[36] In 2016 CFM delivered 1,665 CFM56 and booked 876 orders, it plans to produce CFM56 spare parts until 2045.^[37]

Away October 2017, CFM had delivered more than 31,000 engines and 24,000 were in service with 560 operators, it earned 500 billion flight cycles and 900 million flight hours, including all over 170 meg cycles and 300 million hours since 1998 for the B737NG's -7B and over 100 million cycles and 180 million hours for the A320ceo's -5B since 1996.^[38] By June 2018, 32,645 were delivered.^[1] Strong necessitate wish extend production to 2020, up from 2019.^[39]

Exhaust gas temperature allowance erodes with usage, one or two performance restoration shop visits, costing $0.3-$0.6m for a -5 serial publication, can be performed ahead winning the engine unsatisfactory wing, which can restore 60% to 80% of the original margin; afterwards that, the life limited parts must be replaced, after 20,000 cycles for the hot section ($0.5m), 25,000 for the axial compressor and 30,000 for the fan and booster ($0.5m-$0.7m) for a Recent epoch CFM56 : the whole engine parts cost more than $3m, $3.5 to $4m with the shop work-hours, around $150 per cycle.^[40]

By June 2019, the CFM56 pass off had surpassed matchless billion engine flight of steps hours (nearly 115,000 years), having carried to a higher degree 35 billion people, ended eighter million times around the cosmos.^[41]

The CFM56 production will wind down as the final 737NG locomotive was delivered in 2019 and the last A320ceo engine will be delivered in May 2020. Yield bequeath continue at low levels for military 737s and spare engines and will conclude around 2024.^[42]

Unit price: US$10 billion (name price)^[43]

Design [delete]

Summary [edit]

The CFM56 is a high-bypass fan-jet (most of the atmosphere accelerated by the lover bypasses the core of the engine and is exhausted out of the lover case) with several variants having bypass ratios ranging from 5:1 to 6:1, generating 18,500 to 34,000 lbf (80 kN to 150 kN) of poking. The variants share a common design, but the details differ. The CFM56 is a two-shaft (or two-spool) engine, substance that there are two rotating shafts, cardinal high-pressure and one low-pressure. Each is powered by its own turbine section (the high-pressure and unaggressive turbines, respectively). The fan and takeoff rocket (low-pressure compressor) evolved over the different iterations of the locomotive, as did the compressor, combustor and turbine sections.^[2]

Combustor [edit]

Twiddle fuel nozzles of a CFM56 annular combustor

Most variants of the CFM56 feature a several-annulated combustor. An annular combustor is a continuous ring where fuel is injected into the airflow and ignited, rearing the pressure and temperature of the menstruum. This contrasts with a hind end combustor, where each combustion chamber is separate, and a canannular combustor which is a hybrid of the two. Fuel shot is regulated by a Hydromechanical Unit (HMU), built by Honeywell. The HMU regulates the measure of fuel delivered to the engine by means of an electrohydraulic servo valve that, successively, drives a fire metering valve, that provides information to the full authority digital engine controller (FADEC).^[44]

In 1989, CFMI began work on a new, double-annular combustor. Instead of having sensible one combustion zone, the double-annular combustor has a second combustion zone that is put-upon at high pierce levels. This design lowers the emissions of some nitrogen oxides (No _x ) and carbon dioxide (CO₂). The first CFM56 engine with the double-annulate combustor entered Service in 1995, and the combustor is in use on CFM56-5B and CFM56-7B variants with the suffix "/2" on their nameplates.^[45]

GE started developing and testing a new type of combustor called the Twin Rounded Premixing Swirler combustor, or "TAPS", during the Tech 56 program.^[28] This pattern is similar to the double-annular combustor in that information technology has two combustion zones; this combustor "swirls" the flow, creating an ideal fuel–air potpourri. This difference allows the combustor to generate much less NO _x than new combustors. Tests on a CFM56-7B engine demonstrated an improvement of 46% over single-annulated combustors and 22% over three-fold-annular combustors.^[46] The analytical tools developed for TAPS have also been used to meliorate other combustors, notably the various-annular combustors in any CFM56-5B and -7B engines.^[47]

Compressor [edit]

CFM56-3 casing, high-pres compressor revealed.

The aggressive compressor (HPC), that was at the center of the original exportation controversy, features niner stages in all variants of the CFM56. The compressor stages have been developed from GE's "GE^1/9 core" (namely a single-turbine, nine-compressor degree aim) which was designed in a compact center rotor coil. The small duo of the compressor radius meant that the entire engine could be lighter and smaller, as the accessory units in the system (bearings, oiling systems) could be merged to the main refueling system flying on air travel fire.^[5] As design evolved HPC design better through better airfoil figure. As part of the Technical school-56 improvement political platform CFMI has tested the newborn CFM-56 model with sextet-stage high-pressure compressor stages (discs that make up the compressor system) that was designed to deliver same pressure ratios (blackjack gain 30) similar to the old cardinal-stages compressor design. The new indefinite was non fully replacing the old one, only it offered an upgrade in HPC, thanks to improved blade dynamics, as a part of their "Tech Intromission" management contrive from 2007.^{[28] [48] [49]}

Exhaust [edit]

CFMI dependable both a sundry and sheer exhaust design at the beginning of exploitation;^[2] just about variants of the engine have an unmixed wash up nozzle.^{[niobium 2]} Only the high-power CFM56-5C, designed for the Airbus A340, has a mixed-flow exhaust nozzle.^{[nb 1] [50]}

GE and Snecma also dependable the potency of chevrons happening reducing jet noise.^{[nota bene 4] [51]} After examining configurations in the wind tunnel, CFMI chose to flight of steps-test chevrons built into the nitty-gritty exhaust nozzle. The chevrons reduced jet dissonance by 1.3 perceived loudness decibels during takeoff conditions, and are now offered as an selection with the CFM56 for the Airbus A321.^[52]

Fan and booster [delete]

Sports fan and fan case of a CFM56-5

The CFM56 features a single-arrange fan, and just about variants have a iii-leg booster on the low-pressure beam,^{[nb 5]} with four stages in the -5B and -5C variants.^[53] The shoplifter is also commonly known as the "unaggressive compressor" (LPC) as it sits on the low-pressure shaft and compresses the flow ab initio before it reaches the high-squeeze compressor. The original CFM56-2 variant faced 44 tip-shrouded fan blades,^{[54] [nb 6]} although the count of fan blades was reduced in later o variants equally wide-chord vane technology developed, down to 22 blades in the CFM56-7 variant.^[55]

The CFM56 fan features dovetailed sports fan blades which allows them to cost replaced without removing the whole engine, and GE/Snecma claim that the CFM56 was the first locomotive engine to have that capability. This attachment method is useful for circumstances where lone a couple of buff blades penury to comprise repaired or replaced, such as favorable bird strikes.^[56]

The fan diameter varies with the diametric models of the CFM56, and that change has a direct impact on the engine performance. For case, the low-growing-pressure shaft rotates at the assonant speed for some the CFM56-2 and the CFM56-3 models; the fan diameter is smaller on the -3, which lowers the tip over speed of the fan blades. The lower speed allows the fan blades to operate more with efficiency (5.5% Sir Thomas More in this case), which increases the boilers suit fuel efficiency of the engine (up specific fuel consumption about 3%).^[25]

Thrust Reverser [edit out]

Pivoting-threshold thrust reversers are installed happening the CFM56-5. Dissonance-reduction chevrons can also be seen at the railway locomotive's rear.

The CFM56 is intentional to support several thrust reverser systems which help slow and stop the aircraft after landing. The variants improved 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 off to expose mesh-the like cascades and blocker doors that block the bypass air flow. The blocked bypass transmit is forced through the Cascade Range, reducing the thrust of the engine and slowing the aircraft down.^[57]

The CFM56 also supports pivoting-door type shove reversers. This type is in use on the CFM56-5 engines that power many Airbus aircraft such A the Airbus A320. They do work past actuating a door that pivots down into the get around duct, both blocking the bypass air and deflecting the stream outward, creating the turn on driving force.^[58]

Turbine [redact]

Stator coil vane cooling melody ducts circle the changeable shroud of a CFM56-7B26 turbine

All variants of the CFM56 characteristic a single-microscope stage squeaking-squeeze turbine (HPT). In some variants, the HPT blades are "grown" from a single crystal superalloy, giving them falsetto strength and sneak out resistance. The low-pressure turbine (LPT) features four stages in just about variants of the engine, but the CFM56-5C has a five-stage LPT. This change was implemented to drive the larger rooter on this variant.^[50] Improvements to the turbine section were examined during the Tech56 program, and one ontogeny was an aerodynamically optimized downcast-pressure turbine steel invention, which would hold used 20% fewer blades for the whole low-pressing turbine, thrifty weight. Some of those Tech56 improvements ready-made their mode into the Technical school Interpolation package, where the turbine section was updated.^[28] The turbine department was updated again in the "Evolution" climb.^{[29] [32]}

The high-pressure turbine stages in the CFM56 are internally cooled by air from the aggressive compressor. The air passes done internal channels in to each one blade and ejects at the leading and trailing edges.^[56]

Variants [edit]

CFM56-2 series [edit]

An original CFM56-2 at the Safran museum

The CFM56-2 series is the archetype variant of the CFM56. It is well-nig widely used in military applications where it is known as the F108; specifically in the KHz-135, the E-6 Mercury and some E-3 Picke aircraft. The CFM56-2 comprises a single-present buff with 44 blades, with a three-stage L-P compressor driven by a four-stage LP turbine, and a nine-level HP compressor involuntary by a single-stage HP turbine. The combustor is annular.^[54]

Model	Shove	BPR	OPR	Dry exercising weight[nb 7]	Applications
CFM56-2A2 (A3)	24,000 lbf (110 kN)	5.9	31.8	4,820 lb (2,190 kg)	E-3 Sentry, E-6 Mercury
CFM56-2B1	22,000 lbf (98 kN)	6.0	30.5	4,671 lb (2,120 kg)	KC-135R Stratotanker, RC-135
CFM56-2C1	22,000 lbf (98 kN)	6.0	31.3	4,635 pound (2,100 kg)	Douglas DC-8-70

CFM56-3 series [edit]

A CFM56-3 series engine mounted on a Boeing 737-500 airliner showing flattening of the nacelle at the bottom of the inlet mouth.

The differential coefficient of the CFM56 series, the CFM56-3 was designed for Boeing 737 Classic series (737-300/-400/-500), with static thrust ratings from 18,500 to 23,500 lbf (82.3 to 105 kN). A "planted fan" differential coefficient of the -2, the -3 engine has a smaller fan diameter at 60 in (1.5 m) only retains the original basic engine layout. The spick-and-span fan was principally derived from GE's CF6-80 turbofan kind of than the CFM56-2, and the booster was redesigned to check the new fan.^[25]

A world-shaking challenge for this serial publication was achieving undercoat clearance for the wing-mounted locomotive. This was overcome away reducing the intake fan diameter and relocating the gearbox and some other accessories from beneath the engine to the sides. The resultant flattened nacelle bottom and intake lip yielded the distinctive visual aspect of the Boeing 737 with CFM56 engines.^[59]

Sit	Thrust	BPR	OPR	Dry weight	Applications
CFM56-3B1	20,000 lbf (89 kN)	6.0	27.5	4,276 lb (1,940 kg)	Boeing 737-300, Boeing 737-500
CFM56-3B2	22,000 lbf (98 kN)	5.9	28.8	4,301 pound (1,950 kg)	Boeing 737-300, Boeing 737-400
CFM56-3C1	23,500 lbf (100 kN)	6.0	30.6	4,301 lb (1,950 kilogram)	Boeing 737-300, Boeing 737-400, Boeing 737-500

CFM56-4 serial publication [edit]

The CFM56-4 series was a proposed better version of the CFM56-2 intentional for the Airbus A320 family of aircraft. Competing with the RJ500 engine being mature past Rolls-Royce, the -4 serial publication was designed to produce 25,000 lbf (110 kN) and was to feature article a new 68 in (1.73 m) fan, a new nonaggressive compressor and a full authority digital engine comptroller (FADEC). Soon aft the upgrade project was launched in 1984, International Aero Engines offered their new V2500 engine for the A320. CFMI realised that the CFM56-4 did not compare favourably with the new railway locomotive and scrapped the project to begin operative on the CFM56-5 serial publication.^[5]

CFM56-5 serial publication [edit]

The CFM56-5 series is designed for the Airbus 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,^[5] and differs from its Boeing 737 Classic-fitted cousins by featuring a FADEC and incorporating further aerodynamic project improvements.

CFM56-5A series [cut]

The CFM56-5A serial is the initial CFM56-5 serial, designed to power the short-to-cooked range Airbus A320 family. Derived from the CFM56-2 and CFM56-3 families, the -5A series produces thrusts betwixt 22,000 and 26,500 lbf (98 kN and 118 kN). Smooth improvements such American Samoa an updated sports fan, first gear-pressure compressor, high-pressure compressor and combustor make this variant 10–11% more than fuel efficacious than its predecessors.^{[60] [61]}

Model	Thrust	BPR	OPR	Dry weight	Applications
CFM56-5A1	25,000 lbf (111 kN)	6.0	31.3	4,995 pound (2,270 kilogram)	Airbus A320
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 [blue-pencil]

Front view of an A319-112 CFM56-5B6 with its fan separate

An melioration of the CFM56-5A series, it was in the beginning intentional to power the A321. With a jab range between 22,000 and 33,000 lbf (98 kN and 147 kN) it tush 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.^{[53] [62]}

Model	Driving force	BPR	OPR	Dry weightiness	Applications
CFM56-5B1	30,000 lbf (130 kN)	5.5	35.4	5,250 pound (2,380 kg)	Airbus A321
CFM56-5B2	31,000 lbf (140 kN)	5.5	35.4	5,250 lb (2,380 kg)	Airbus A321
CFM56-5B3	33,000 lbf (150 kN)	5.4	35.5	5,250 lb (2,380 kilogram)	Airbus A321
CFM56-5B4	27,000 lbf (120 kN)	5.7	32.6	5,250 lb (2,380 kg)	Airbus A320
CFM56-5B5	22,000 lbf (98 kN)	6.0	32.6	5,250 pound (2,380 kg)	Airbus A319
CFM56-5B6	23,500 lbf (100 kN)	5.9	32.6	5,250 lb (2,380 kilo)	Airbus A319, A320
CFM56-5B7	27,000 lbf (120 kN)	5.7	35.5	5,250 pound (2,380 kilogram)	Airbus A319, A319CJ
CFM56-5B8	21,600 lbf (96 kN)	6.0	32.6	5,250 pound (2,380 kg)	Airbus A318, A318CJ
CFM56-5B9	23,300 lbf (100 kN)	5.9	32.6	5,250 lb (2,380 kg)	Airbus A318, A318CJ

CFM56-5C series [delete]

With a pierce rating of betwixt 31,200 and 34,000 lbf (139 kN and 151 kN), the CFM56-5C series is the most powerful of the CFM56 fellowship. It powers Airbus' interminable-run A340-200 and -300 airliners, and entered service in 1993. The major changes are a larger rooter, a fifth nonaggressive turbine stage, and the synoptical quaternion-arrange low-pressure compressor found in the -5B variant.^[63]

Unlike all other variance of the CFM56, the -5C features a mixed-exhaust snout,^{[nb 1]} which offers slightly high efficiency.^[50]

Model	Thrust	BPR	OPR	Dry angle	Applications
CFM56-5C2	31,200 lbf (139 kN)	6.6	37.4	8,796 lb (3,990 kilo)	Airbus A340-211/-311
CFM56-5C3	32,500 lbf (145 kN)	6.5	37.4	8,796 lb (3,990 kilo)	Airbus A340-212/-312
CFM56-5C4	34,000 lbf (151 kN)	6.4	38.3	8,796 lb (3,990 kg)	Airbus A340-213/-313

CFM56-7 series [edit]

The CFM56-7 first ran on 21 April 1995.^[64] Rated with a takeoff thrust range of 19,500–27,300 lbf (87–121 kN), it powers the -600/-700/-800/-900 Boeing 737 Next Generation; compared to the CFM56-3, it has greater durability, 8% fuel burn improvement and a 15% reducing in maintenance costs.^[65]

Improvements are due to its 61-inch titanium wide chord fan, 3D aerodynamics designed new core and low-pressure turbine with single crystal last-pressure turbine and To the full Authority Digital Railway locomotive Control (FADEC).^[65] Winnow blades are diminished from 36 (CFM56-5) to 24 and information technology incorporates features from the CFM56-5B such as a double-doughnut-shaped combustor as an option.

To a lesser degree two years after entry into service, the Next-Generation 737 acceptable 180 proceedings Extended range twin engine Operations (ETOPS) certification from the US Northern Airmanship Governance (FAA). It also powers the Boeing 737 military versions : Airborne Early Warning &adenosine monophosphate; Control, C-40 Clipper transport and P-8 Poseidon Maritime Aircraft.^[65]

CFM56-7B specifications^[65]

Model	Lunge	BPR	OPR	Bone-dry weightiness	Applications
CFM56-7B18	19,500 lbf (86.7 kN)	5.5	32.7	5,216 lb (2,370 kg)	Boeing 737-600
CFM56-7B20	20,600 lbf (91.6 kN)	5.4	32.7	5,216 lb (2,370 kg)	Boeing 737-600, Boeing 737-700
CFM56-7B22	22,700 lbf (101 kN)	5.3	32.7	5,216 pound (2,370 kg)	Boeing 737-600, Boeing 737-700
CFM56-7B24	24,200 lbf (108 kN)	5.3	32.7	5,216 lb (2,370 kg)	Boeing 737-700, Boeing 737-800, Boeing 737-900
CFM56-7B26	26,300 lbf (117 kN)	5.1	32.7	5,216 lb (2,370 kg)	Boeing 737-700, Boeing 737-800, Boeing 737-900, BBJ
CFM56-7B27	27,300 lbf (121 kN)	5.1	32.7	5,216 lb (2,370 kg)	Boeing 737-800, Boeing 737-900, BBJ/BBJ2, AEW&C, MMA

Reliability [edit]

The CFM56 has an in-flight closing rate of 1 incident per 333,333 hours.^[66] Record time on annexe before the first shop visit was 30,000 hours in 1996,^[66] to 40,729 hours in 2003^[67] and 50,000 hours in 2016.^[4]

There have been individual railway locomotive failures in the early service of the CFM56 kin which were difficult decent to either ground the fleet or require aspects of the engine to equal redesigned. The engines have also suffered, periodically, from thrust instability events tentatively traced to Honeywell's hydromechanical unit.

Rain and hail ingestion [cut]

In that location are several recorded incidents of CFM56 engines flaming outer in heavily rain and/surgery hail conditions, beginning young in the CFM56's career. In 1987, a double flameout occurred in acclaim conditions (the pilots managed to relight the engines), followed past the TACA Flight 110 incidental in 1988. Both CFM56 engines on the TACA 737 flamed verboten while passing through acclaim and heavy rain, and the crew was unvoluntary to land without engines on a grassy levee near New Orleans, Louisiana. CFMI modified the engines by adding a sensor to force the combustor to continuously ignite under these conditions.^[5]

In 2002, Garuda Indonesia Escape 421 had to ditch in a river because of hail-induced engine flameouts, killing a flight attendant and injuring slews of passengers. Anterior to this accident, there were individual early incidents of single or plural flameouts due to these weather conditions. After three incidents through 1998, CFMI made modifications to the engine to amend the way in which the engine handled hail ingestion. The major changes included a modification to the fan/booster splitter (making it more hard-fought for acclaim to cost ingested by the core of the engine) and the use of an elliptical, rather than round shape, spinner at the consumption. These changes did not prevent the 2002 accident, and the investigation board found that the pilots did not follow the proper procedures for attempting to resume the engine, which contributed to the final result. Recommendations were made to amend educate pilots on how to manage these conditions, as well every bit to revisit FAA rain and hail testing procedures. No further engine modifications were recommended.^[68]

Buff blade failure [edit]

One emerge that LED to accidents with the CFM56-3C railway locomotive was the failure of fan blades. This style of nonstarter light-emitting diode to the Kegworth air disaster in 1989, which killed 47 people and injured 74 more. After the fan blade failed, the pilots mistakenly shut down the wrong locomotive, resulting in the damaged locomotive failing completely when battery-powered up for the final examination glide path. Following the Kegworth fortuity, CFM56 engines fitted to a Dan-Air 737-400 and a British Midland 737-400 suffered buff blade failures under similar conditions; neither secondary resulted in a crash or injuries.^[69] After the second incident, the 737-400 fleet was grounded.

At the time it was not mandatory to flying test new variants of existing engines, and certification examination failed to reveal trembling modes that the buff experienced during the regularly performed might climbs at high altitude. Analytic thinking discovered that the fan was being subjected to high-motorcycle fatigue stresses worsened than matter-of-course and also more severe than time-tested for certification; these higher stresses caused the blade to fracture. To a lesser degree a month after grounding, the fleet was allowed to resume trading operations once the fan blades and fan disc were replaced and the physics engine controls were modified to reduce level bes engine thrust ahead to 22,000 lbf (98 kN) from 23,500 lbf (105 kN).^[70] The redesigned fan blades were installed on all CFM56-3C1 and CFM56-3B2 engines, including over 1,800 engines that had already been delivered to customers.^[5]

In August 2016 Southwest Airlines Flight 3472 suffered a fan blade nonstarter, simply landed later without far incident. While the aircraft sustained substantial damage, there were no injuries.^[71]

On 17 Apr 2018, Southwest Airlines Flight 1380 suffered from what appears to be a fan blade failure, debris from which punctured a window. The Boeing 737-700 landed safely, merely one passenger was killed and several were injured.^{[72] [73]}

Fuel menstruation problems [edit]

Airlines have reported 32 events involving sudden unstableness of thrust, at respective points during flight, including high thrust settings during climb to altitude. The problem has been long-standing. In 1998, ii 737 pilots reportable that their locomotive engine throttles suddenly increased to full thrust during flight. A real recent investigation has led to the tentative conclusion that the problem originates in the Hydromechanical unit, and may involve an unacceptable level of fire contamination (with piddle, or particulate matter, including perishable material that produce solids in the fuel), operating room overuse of biocides to reduce bacterial growth. Boeing told Air travel Week and Space Technology that CFM Planetary had amended its FADEC software package. The new software "...'reduces the duration and degree of thrust-instability events' by cycling the fire monitoring valve (FMV) and the EHSV (electrohydraulic servo valve) to clean the EHSV spool." This software fix is non intended to be a definitive solution to the problem; CFM claimed that no further reports have reached it after this change was made.^[74]

Applications [edit]

• Airbus A320 family
  • Airbus A318
• Airbus A340
• Boeing 707-700 (prototype just)
• Boeing 737 Classic
• Boeing 737 Next Propagation
  • Boeing 737 AEW&adenosine monophosphate;C
  • Boeing C-40 Clipper
  • Boeing P-8 Poseidon
• Boeing Business K
• Boeing E-3D Sentry
• Boeing E-6 Mercury
• Boeing KC-135R Stratotanker
  • Boeing RC-135
• McDonnell Douglas DC-8 Super 70

Specifications [edit]

Strain	-2[75]	-3[75]	-5[76]	-5B[77]	-5C[77]	-7B[78]
Type	Dual rotor, axial flow, high bypass ratio turbofan
Compressor	1 buff, 3 LP, 9 HP			1 fan, 4 LP, 9 HP		1 fan, 3 L-P, 9 H.P.
Combustor	Annular (double annular for -5B/2 and -7B/2 "DAC")
Turbine	1 HP, 4 L-P				1 HP, 5 LP	1 H.P., 4 LP
Control	Hydro-mechanical + limited electronic		Dual FADEC
Duration	243 cm (96 in)	236.4 cm (93.1 in)	242.2 cm (95.4 in)	259.97 centimeter (102.35 in)	262.2 cm (103.2 in)	250.8 cm (98.7 in)
Width	183–200 cm (72–79 in)	201.8 cm (79.4 in)	190.8 cm (75.1 in)	190.8 cm (75.1 in)	194.6 cm (76.6 in)	211.8 cm (83.4 in)
Height	214–216 curium (84–85 in)	181.7 cm (71.5 in)	210.1 centimetre (82.7 in)	210.5 centimeter (82.9 in)	225 cm (89 in)	182.9 cm (72.0 in)
Baked weight	2,139–2,200 kg 4,716–4,850 lb	1,954–1,966 kg 4,308–4,334 lb	2,331 kg 5,139 lb	2,454.8–2,500.6 kg 5,412–5,513 lb	2,644.4 kilogram 5,830 lb	2,386–2,431 kg 5,260–5,359 pound
Spoof thrust	106.76–95.99 kN 24,000–21,580 lbf	89.41–104.6 kN 20,100–23,520 lbf	97.86–117.87 kN 22,000–26,500 lbf	133.45–142.34 kN 30,000–32,000 lbf	138.78–151.24 kN 31,200–34,000 lbf	91.63–121.43 kN 20,600–27,300 lbf
Thrust/weight	4.49-4.9	4.49-5.22	4.2-5.06	5.44-5.69	5.25-5.72	3.84-5
100% RPM	LP 5176, HP 14460	LP 5179, HP 14460	LP 5000, HP 14460	LP 5000, 14460	L-P 4784, HP 14460	L-P 5175, HP 14460
Discrepancy	-2[54]	-3[25]	-5[61]	-5B[53]	-5C[63]	-7B[65]
Air flow/SEC	784–817 pound 356–371 kilogram	638–710 lb 289–322 kg	816–876 lb 370–397 kg	811–968 pound 368–439 kg	1,027–1,065 pound 466–483 kg	677–782 lb 307–355 kg
Bypass ratio	5.9-6.0		6.0-6.2	5.4-6.0	6.4-6.5	5.1-5.5
Scoop OPR	30.5-31.8	27.5-30.6	31.3	32.6-35.5	37.4-38.3	32.8
Fan diameter	68.3 in (173 cm)	60 in (152 cm)	68.3 in (173 cm)		72.3 in (184 cm)	61 in (155 atomic number 96)
Application	Boeing KC-135 Boeing 707 Douglas DC-8-70	Boeing 737 Classic	Airbus A319 Airbus A320	Airbus A320 family	Airbus A340-200/300	Boeing 737 Next Generation
Takeoff TSFC[79]	0.366–0.376 pound/(lbf⋅h) 10.4–10.7 g/(kN⋅s)	0.386–0.396 lb/(lbf⋅h) 10.9–11.2 g/(kN⋅s)	0.3316 pound/(lbf⋅h) 9.39 g/(kN⋅s)	0.3266–0.3536 lb/(lbf⋅h) 9.25–10.02 g/(kN⋅s)	0.326–0.336 lb/(lbf⋅h) 9.2–9.5 g/(kN⋅s)	0.356–0.386 pound/(lbf⋅h) 10.1–10.9 g/(kN⋅s)
Cruise TSFC[80] [81] [82]	0.65 lb/(lbf⋅h) 18 g/(kN⋅s) (-2B1)	0.667 lb/(lbf⋅h) 18.9 g/(kN⋅s) (-3C1)	0.596 lb/(lbf⋅h) 16.9 g/(kN⋅s) (-5A1)	0.545 pound/(lbf⋅h) 15.4 g/(kN⋅s) (-5B4)	0.545 pound/(lbf⋅h) 15.4 g/(kN⋅s) (-5C2)

Find out also [cut]

• Shenyang WS-10

Related development

• CFM International Bounce
• General Electric F101
• General Electric Affinity
• PowerJet SaM146

Comparable engines

• IAE V2500
• Pratt & Whitney PW6000

Related lists

• List of aircraft engines

Notes [redact]

1. ^ ^{a b c} Mixed Exhaust Flux refers to turbofan engines (both low and shrill bypass) that exhaust some the hot core flow and the cool shunt flow through a single exit hooter. The nitty-gritty and bypass flows are "mixed".
2. ^ ^{a b} Unmixed Exhaust Menstruation refers to fanjet engines (usually, but not exclusively adenoidal-bypass) that exhaust cool bypass air separately from their hot core flow. This arrangement is visually distinctive as the out, wider, get around surgical incision usually ends mid-way along the nacelle and the burden protrudes to the bottom. With two segregated run down points, the flow is "unmixed".
3. ^ Engine Trim generally refers to keeping the components of an locomotive in synchronisation with each other. For example, maintaining proper engine trim could imply adjusting the airflow to keep the proper amount of beam flowing through the aggressive compressor for a particular flight condition.
4. ^ Chevron is the describ for sawtooth cutouts that are sometimes applied to the exhaust nozzles of jet engines to reduce the jet-propelled plane noise. An example can buoy follow seen here [1]. (The pictured engine is non a CFM56.)
5. ^ The Nonaggressive Shaft, in a ii-shaft engine, is the shaft that is turned away the low-forc turbine (LPT). Generally the sports fan part(s) and the booster section(s) (also called the "nonaggressive compressor") are located on the low-set-pressure shaft.
6. ^ Shrouds are plates that are a split up of a winnow (surgery compressor, operating theater turbine) blade. Generally, the shroud of one brand rests on the shroud of the adjacent blade, forming a continuous ring. Shrouds in the middle of blades are often utilised to damp vibrations. Shrouds at the tips of fan blades are often accustomed downplay air leakage around the tips. A midspan tack is visible on the fan blades here [2]. (Note that these fan blades are non from a CFM56.) (Gunston, Bill (2004). Cambridge Aerospace Lexicon. Cambridge University Press out. 2004. p.558-9.)
7. ^ Dry Weight is the weight of an engine without any fluids in it, such as fuel, oil colour, hydraulic fluid, etc. Selfsame similar to the dry weight of an automobile

References [edit]

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56. ^ ^{a b} Velupillai, David (1981). CFM56 Comes old. Flight International. 18 April 1981. Retrieved 1 June 2010.
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64. ^ "Archetypical CFM56-7 Engine to Test Runs on Schedule" (Press release). CFM International. 22 May 1995.
65. ^ ^{a b c d e} "CFM56-7B" (PDF). Safran/Snecma. March 2011.
66. ^ ^{a b} "CFM56 Engines: The Standard To Which Others Are Judged" (Release). CFM International. 2 September 1996.
67. ^ "Flight Trading operations Support" (PDF). CFM International. 13 December 2005.
68. ^ "Safety Recommendation A-05-19 and 20 (pdf)". [NTSB Recommendations]. National Transportation Rubber Board, 31 August 2005. Retrieved 4 December 2009.
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Foreign links [edit]

• Official website
• "CFM56 Rejuvenates the DC-8". Flight International. 6 June 1981.
• "CFM56 : Power and the glory". Flight International. 19 Crataegus laevigata 1999.
• "CFM56-5C2 Cutaway". Flight Global. 2006.

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Source: https://en.wikipedia.org/wiki/CFM_International_CFM56

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