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CFM56
Engines developed by SNECMA of France and GE of the United States
After analysis and investigation, the French SNECMA company chose the United States at the end of 1971
GE Corporation
As a partner to the US F101 military
Turbofan engine
the
Core computer
Based on the development to meet the 1980s aircraft low
Oil consumption
Low noise, low pollution requirements of the engine. In November 1971, the two companies decided to jointly develop the 10000daN class
Bypass ratio
The engine. The design was completed in February 1972 and trial production began, and it was formally formed in September 1974
CFM
International company, engine named CFM56, trial production of the first two engines have been tested in two companies test stands.
Development test
It has 11 engines, five of which are used
Flight test
.
- Foreign name
- CFM56
- Structural form
- birotor
- Thrust range
- 8220 ~ 16000daN
- Price
- CFM56- $23.1 million
catalogue
Structure form double rotor
Thrust range 8220 ~ 16000daN
As of the beginning of 1995, 7,200 units had been produced, and a further 4,591 units are expected to be produced by 2004
Price CFM56-23.1 million USD; Cfm56-33 ~ $4.2 million; CFM56-5A, $4.4 million, CFM56-5C,
$4.95 million; Cfm56-7, $4.1 to $4.5 million; F108, $3.37 million (1995)
CFM56-3
Boeing 737-300
/-400/-500. (Based on CFM56-2,
Core computer
The low pressure turbine is the same as the -2, while the fan is
CF6
-80A reduction)
CFM56-5B A319/320/321.
CFM56-5C A340-200/-300.
Military variant F108 Boeing KC-135R/-135FR, Boeing E-6/-3, KE-3.
The year 1969
French government
For international
Civil aviation
Market situation
A 10t thrust stage is proposed for study
Turbofan engine
After analysis and investigation, the French SNECMA company chose the United States at the end of 1971
GE Corporation
As a partner, the core aircraft based on the US F101 military turbofan engine was developed to meet the low aircraft of the 1980s
Oil consumption
Low noise, low pollution requirements of the engine. In November 1971, the two companies decided to jointly develop the 10000daN class
Bypass ratio
The engine. In February 1972, the design was completed and trial production was carried out, and in September 1974, CFM International was formally formed, the engine was named CFM56, and the first two engines of trial production were tested on the test benches of two companies successively.
Development test
It has 11 engines, five of which are used
Flight test
. Converted in the United States in November 1979
Boeing 707
The -320 made its first flight and later flew for a total of 130 hours, while completing the necessary tests on the "Fast sail" flight pad in France. On November 9, 1979, the CFM56-2 engine was obtained from the United States and France
Airworthiness certificate
. CFM56 took seven years from 1971, when the two companies signed the cooperation agreement, to the time of obtaining evidence, excluding the suspension of one and a half years.
Development cost
It cost a billion dollars. The engine was selected for refit in March 1979
McDonnell Douglas
By 1986, a total of 110 DC-8 aircraft had been modified.
CFM56-2-B1
Military code F108-
CF-100
For changing
United States Air Force
The Boeing KC-135R
Refueling machine
And the French Air Force C-135ER.
CFM56-2A2
CFM56-2B1
Thrust 22,000
lbf
(98 kN), bypass ratio 6.0,
Compression ratio
30.5, 4,671 lb (2,120 kg) net weight, model: KC-135R
stratosphere
Tanker, RC-135
Early warning and control aircraft
.
CFM56-2C1
Thrust 2,000 lbf (98 kN), bypass ratio 6.0, compression ratio 31.3, net weight 4,653 lb (2,110 kg), model: Douglas DC-8-70.
[1]
CFM56-3
[2]
The CFM56-3 series is the first derivative of the CFM56, specifically designed for
Second generation Boeing 737
Designed for static thrust between 18,500 and 23,500 lb (82.3 to 105 kN). CFM56-3 series fan
Diameter ratio
The -2 series was reduced to 60 inches (1.5 m), but retained the original
Engine layout
. The new fan is mainly derived from
General Electric
CF6-80 engine instead of CFM56-2. Meanwhile, CFM56-3
booster
Was redesigned to accommodate the new fan.
——CFM56-3B-1
Thrust 20,000 lbf (89 kN), bypass ratio 6.0, compression ratio 27.5, net weight 4,276 lb (1,940 kg), model: Boeing 737-300/500. ——CFM56-3B-2
Thrust 22,000 lbf (98 kN), bypass ratio 5.9, compression ratio 28.8, net weight 4,301 lb (1,950 kg), model: Boeing 737-300/400. ——CFM56-3C-1
Thrust 23,500 lbf (100 kN), bypass ratio 6.0, compression ratio 30.6, net weight 4,301 lb (1,950 kg), model: Boeing 737-300/400/500.
CFM56-4
As an improved version of the CFM56-2 series, the CFM56-4 series was originally planned as a
An Airbus A320
The family-designed engine can produce 25,000 pounds (110 kN) of thrust. Design updates to the CFM56-4 series include a 68-inch (1.73 m) diameter fan, new
Low pressure compressor
And full power digital engine
Control device
. But shortly after the program was introduced in 1984,
Aero Engines International
Launched a new
V2500
A type of engine. CFM International decided that the program was no longer competitive, so it scrapped the program and began development of the CFM56-5 series.
CFM56-5A
for
An Airbus A320
The engine of development. To compete with IAE's V2500, a new 36-blade fan and a new 4.5-stage low-pressure turbine were designed. Compared to CFM56-2,
Specific fuel consumption
It is reduced by 13 to 15% and the reliability is improved by 30 to 40%.
——CFM56-5A1
It obtained American and French airworthiness certificates in August 1987 and began to be used in February 1988
The Lufthansa Airlines
The A320. The CFM56-5A4 is a reduced thrust variant of the -5A1 for use
Air Canada
Ordered A319.
——CFM56-5A3
Thrust 26,500 lbf (118 kN), bypass ratio 6.0, compression ratio 31.3, net weight 4,995 lb (2,270 kg) Aircraft: Airbus A320 -- CFM56-5A4
Thrust 22,000 lbf (97.9 kN), bypass ratio 6.2, compression ratio 31.3, net weight 4,995 lb (2,270 kg) Model used:
The Airbus A319
. ——CFM56-5A5
Thrust 23,500 lbf (105 kN), bypass ratio 6.2, compression ratio 31.3, net weight 4,995 lb (2,270 kg) Model: Airbus A319.
CFM56-5B
There are 5 thrust types. Advanced double ring cavity is adopted
Combustion chamber
NOx of the engine
emission
About 35% lower than the general engine.
[3]
——CFM56-5B1
Thrust 30,000 lbf (130 kN), bypass ratio 5.5, compression ratio 35.4, net weight 5,250 lb (2,380 kg), model used:
The Airbus A321
.
——CFM56-5B2
Thrust 31,000 lbf (140 kN), bypass ratio 5.5, compression ratio 35.4, net weight 5,250 lb (2,380 kg), aircraft type: Airbus A321.
——CFM56-5B3
Thrust 33,000 lbf (150 kN), bypass ratio 5.4, compression ratio 35.5, net weight 5,250 lb (2,380 kg), aircraft type: Airbus A321.
——CFM56-5B4
Thrust 27,000 lbf (120 kN), bypass ratio 5.7, compression ratio 32.6, net weight 5,250 lb (2,380 kg), model used:
An Airbus A320
.
——CFM56-5B5
Thrust 22,000 lbf (98 kN), bypass ratio 6.0, compression ratio 32.6, net weight 5,250 lb (2,380 kg), model used:
The Airbus A319
.
——CFM56-5B6
Thrust 23,500 lbf (100 kN), bypass ratio 5.9, compression ratio 32.6, net weight 5,250 lb (2,380 kg), model: Airbus A319.
——CFM56-5B7
Thrust 27,000 lbf (120 kN), bypass ratio 5.7, compression ratio 35.5, net weight 5,250 lb (2,380 kg), model: Airbus A319/319CJ.
——CFM56-5B8
Thrust 21,600 lbf (96 kN), bypass ratio 6.0, compression ratio 32.6, net weight 5,250 lb (2,380 kg), model used:
The Airbus A318
.
——CFM56-5B9
Thrust 23,300 lbf (100 kN), bypass ratio 5.9, compression ratio 32.6, net weight 5,250 lb (2,380 kg), model: Airbus A318.
CFM56-5C
for
An Airbus A340
Four engine long range
Passenger aircraft design
Yes. The core engine is the same as the CFM56-5B, and the low-pressure part is 101.6mm larger than the CFM56-5A1.
Booster stage
One stage is added, the low pressure turbine is 5 stages, and the long pipeline is mixed
nozzle
And the second generation
FADEC
.
Engine fuel consumption rate
Approximately 5% lower than CFM56-5A1,
Noise ratio
Federal Aviation Administration
Level III requires a minimum of 20db. The following types belong to the -5C type: CFM56-5C2, obtained airworthiness certificate in December 1991; CFM56-5C3, obtained airworthiness certificate in December 1991; CFM56-5C3/F, low pressure turbine using new materials, the exhaust red line temperature increased from 950℃ CFM56-5C3 to 965℃; CFM56-5C3/G, exhaust red line temperature reached 975℃, the same level as CFM56-5C4; The CFM56-5C4, with a fan diameter of 183.4cm, will be installed in the A340-300X and obtained airworthiness certificate in November 1994. The CFM56-5CX in the study will be equipped with A340-400X, its core machine is CFM56-5C4, and uses a wide chord fan and some new materials and new technologies, so that it can replace the larger one
Ducted fan
Engine (CFMIM109/M110) and
GE90
Compact form (CFMI GE45).
——CFM56-5C2
Thrust 31,200 lbf (139 kN), bypass ratio 6.6, compression ratio 37.4, net weight 8,796 lb (3,990 kg), model used:
An Airbus A340
200/300 -
——CFM56-5C3
Thrust 32,500 lbf (145 kN), bypass ratio 6.5, compression ratio 37.4, net weight 8,796 lb (3,990 kg), model: Airbus A340-200/300.
——CFM56-5C4
Thrust 34,000 lbf (151 kN), bypass ratio 6.4, compression ratio 38.3, net weight 8,796 lb (3,990 kg), model: Airbus A340-200/300.
CFM56-7
A type originally designated CFM56-3XS was developed in November 1993. That is, on the basis of CFM56-3, 24 blade wide string fans with a diameter of 1.55m are used to design new pressure levels and double-ring combustion chambers, so that compared with CFM56-3, noise and pollution are significantly reduced, maintenance costs are reduced by about 15%, and engine reliability remains unchanged. Developed 5 types.
——CFM56-7B18
Thrust 19,500 lbf (86.7 kN), bypass ratio 5.5, compression ratio 32.8, net weight 5,216 lb (2,370 kg), models used:
Boeing 737-600
.
——CFM56-7B20
Thrust 20,600 lbf (91.6 kN), bypass ratio 5.5, compression ratio 32.8, net weight 5,216 lb (2,370 kg), model: Boeing 737-600/700.
——CFM56-7B22
Thrust 22,700 lbf (101 kN), bypass ratio 5.3, compression ratio 32.8, net weight 5,216 lb (2,370 kg), model: Boeing 737-600/700.
——CFM56-7B24
Thrust 24,200 lbf (108 kN), bypass ratio 5.3, compression ratio 32.8, net weight 5,216 lb (2,370 kg), model: Boeing 737-700/800/900.
——CFM56-7B26
Thrust 26,300 lbf (117 kN), bypass ratio 5.1, compression ratio 32.8, net weight 5,216 lb (2,370 kg), model: Boeing 737-700/800/900.
——CFM56-7B27
Thrust 27,300 lbf (121kN), bypass ratio 5.1, compression ratio 32.8, net weight 5,216 lb (2,370 kg), model used:
Boeing 737-800
/900/BBJ
[4]
