CFM International CFM56
CFM International CFM56 is the name of a series of aircraft engines . The United States Air Force also calls it the F 108 . These are turbofan engines with a bypass ratio of up to 6.5: 1, which are manufactured by CFM International , a joint venture between General Electric / USA (high pressure part) and Safran Aircraft Engines / France (low pressure part).
In October 2009 it was 20,000. Engine of the series delivered. The latest version CFM56-7BE received its approval on July 30, 2010 and is said to have a 2% lower fuel consumption.
The CFM56 was used in the late 1970s for an extensive retrofit of turbojet- powered aircraft such as the Douglas DC-8 Super 60 Series and some military Boeing 707 variants as well as many KC-135s . With the introduction of the Boeing 737 Classic in 1984, it became the only drive available for the entire model family. It is the exclusive engine of the Airbus A340 in the 200/300 series; in the Airbus A320 family it competes with the V2500 from International Aero Engines .
CFM engines are characterized by a relatively short length. The modular design is advantageous for assembly and disassembly.
The CFM56 is based on the high pressure part of the General Electric F101 and low pressure parts designed by SNECMA. The CFM56 engines have a nine-stage high-pressure compressor and a single-stage high-pressure turbine. The levels of the low pressure range vary from sample to sample.
- Low pressure compressor (fan & booster)
- CFM56-3, -5A and CFM56-7B have 4 stages.
- CFM56-5B and -5C have 5 levels.
- Low pressure turbine
- CFM56-3 has 4 levels
- CFM56-5A, -5B and -7B have 4 levels
- CFM56-5C has 5 levels.
The bypass ratio of the engines is between 5.1 and 6.6: 1, the total pressure ratio between 32.6 and 38.8: 1.
|Engine||Thrust range||Fan diameter||length||Weight||use|
|CFM56-2A||107 kN||1.73 m||2.43 m||2186 kg||E-3 , E-6|
|CFM56-2B1||97.9 kN||1.73 m||2.43 m||2119 kg||KC-135R / T, C-135FR , RC-135|
|CFM56-2C1||97.9 kN||1.73 m||2.43 m||2102 kg||DC-8|
|CFM56-3B1||82-89 kN||1.53 m||2.36 m||1941 kg||B737 -300 / 500|
|CFM56-3B2||89-98 kN||1.53 m||2.36 m||B737 -300 / 400|
|CFM56-3B4||82 kN||1.53 m||2.36 m||B737 -500|
|CFM56-3C1||82-105 kN||1.53 m||2.36 m||2206 kg||B737 -300/400/500|
|CFM56-5A1||111.2 kN||1.74 m||2.51 m||A319 , A320|
|CFM56-5A3||117.9 kN||1.74 m||2.51 m||A320 , A321|
|CFM56-5B1||133.5 kN||1.74 m||2.60 m||2384 kg||A320 , A321|
|CFM56-5B2||137.9 kN||1.74 m||2.60 m||2384 kg||A321|
|CFM56-5B6||105 kN||1.74 m||2.60 m||2378 kg||A319|
|CFM56-5B8 / B9||96/103 kN||1.74 m||2.60 m||2378 kg||A318|
|CFM56-5C2||138.8 kN||1.84 m||2.62 m||2572 kg||A340|
|CFM56-5C3||144.6 kN||1.84 m||2.62 m||2572 kg||A340|
|CFM56-5C4||151.3 kN||1.84 m||2.62 m||2572 kg||A340|
|CFM56-7B18||87 kN||1.54 m||2.49 m||2376 kg||B737 -600|
|CFM56-7B20||92 kN||1.54 m||2.49 m||2376 kg||B737 -6 / -7 / -7IGW|
|CFM56-7B22||101 kN||1.54 m||2.49 m||2376 kg||B737 -6 / -7 / -7IGW|
|CFM56-7B24||108 kN||1.54 m||2.49 m||2376 kg||B737 -7 / -8 / -9 / -7IGW|
|CFM56-7B26||118 kN||1.54 m||2.49 m||2376 kg||B737 -8 / -9 / -7 / BBJ|
|CFM56-7B27||122 kN||1.54 m||2.49 m||2376 kg||B737 -800 / 900 / 900ER|
In flight the fuel consumption is between 0.54 (CFM56-5C) and 0.65 (CFM56-3C) lb / lbf · h.
On May 24, 1988, on flight 110 of the TACA International Airlines, both CFM56-3B1 engines failed while flying through a thunderstorm. The Boeing 737-300 was able to make an emergency landing on a dam near New Orleans. The accident investigation revealed that the failure was due to massive rain or hail being drawn in during a phase of reduced engine performance during the approach. The CFM56-3B1 has been revised based on the findings of this accident investigation and a. equipped with a modified blower and enlarged drainage.
On August 27, 2016, flight 3472 of the US airline Southwest Airlines suffered an engine failure of a CFM56-7B with debris escaping. The Boeing 737-700 had to make an emergency landing. The investigation of the accident revealed that the likely cause was the fatigue fracture of a fan blade.
On April 17, 2018 came on the flight WN1380 Southwest Airlines from New York to Dallas to a so-called "uncontained engine damage" ( English uncontained engine failure ) of the CFM56-7B jet engine, in which one of 24 fan blades to the hub solved. This damaged the engine casing, wings and fuselage of the Boeing 737-700 and the machine had to make an emergency landing in Philadelphia. One passenger was partially sucked through the broken window and rescued by fellow travelers, but later succumbed to her injuries. Seven other passengers were injured. All engines of this subtype have been checked.
- ↑ Bernd Vetter: Pioneers of the Jet Age, DC-8 , Gera Mond Verlag, Munich (2001) ISBN 3-932785-86-X page 84, 86
- ^ Civil Engine Data. (No longer available online.) In: aircraftenginedesign.com. Archived from the original on April 3, 2018 ; accessed on April 21, 2018 (English).
- ↑ Civil Turbojet / Turbofan Specifications. In: jet-engine.net. Accessed April 21, 2018 (English).
- ↑ a b EASA preceded FAA with test instructions for CFM56-7B. In: aero.de. April 20, 2018. Retrieved April 21, 2018 .
- ↑ REGULATION (EU) No. 996/2010 OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL of October 20, 2010 on the investigation and prevention of accidents and incidents in civil aviation and repealing Directive 94/56 / EC . In: Official Journal of the European Union . November 12, 2010, p. L 295/50 (  [PDF; accessed on April 21, 2018]).
- ↑ Southwest # WN1380 Suffered serious uncontained engine failure mid-air (video). In: www.airlive.net. April 17, 2018, accessed April 17, 2018 .
- ↑ Damage to aircraft engine - forced landing in Philadelphia. In: http://www.airlive.net/ . http://www.airlive.net/ , April 17, 2018, accessed April 17, 2018 .
- ↑ Deadly explosion in the engine: US supervision has hundreds of jets checked. In: n-tv.de. April 21, 2018. Retrieved April 21, 2018 .
- Manufacturer website
- Type certification of the CFM56-2 and -3 - EASA-TCDS-E.066 (PDF; 199 kB)
- Type certification of the CFM56-5 and -5A - EASA-TCDS-E.067 (PDF; 194 kB)
- Type certification of the CFM56-5B and -5C - EASA-TCDS-E.003 (PDF; 229 kB)
- Type certification of the CFM56-7 - EASA-TCDS-E.004 (PDF; 224 kB)