cfm56

CFM 56

SUBJECT: AIRSEALING

MARCH 2015

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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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ENGINE MODEL 3-B1 3B-2 3-C1


Max. takeoff (lb) 20000 22000 23500

Airflow (lb/sec) 638-655 683 638-710





Max. cruise thrust (lb) 4650 5040 5370


Length (in) 93 93 93

Fan diameter (in) 60 60 60


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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ENGINE MODEL 5-A1 5A-3 5-A4 5-A5


Max. takeoff (lb) 25000 26500 22000 23500

Airflow (lb/sec) 852 876 816 842

Bypass ratio 6.0 6.0 6.2 6.2


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


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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ENGINE MODEL 5-C2 5C-3 5-C4


Max. takeoff (lb) 31200 32500 34000

Airflow (lb/sec) 1027 1045 1065





Max. cruise thrust (lb) 6910 6910 7100


Length (in) 103 103 103

Fan diameter (in) 72.3 72.3 72.3


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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ENGINE MODEL 5B1 5B2 5B3 5B4 5B5 5B6 5B7 5B8 5B9


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


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


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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ENGINE MODEL 7B18 7B20 7B22 7B24 7B26 7B27


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


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


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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CFM56 Bearings.

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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

Google images

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