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CFM56‐5A / ‐5B Engine Differences
‐ 5A ‐ 5B
Technical Training
CFM56‐5A / ‐5B Engine Differences
C F M 5 6 ‐ 5 A 3 ( A 3 2 0 ) C F M 5 6 ‐ 5 B 3 / P ( A 3 2 1 )
History: History:
‐ First engine to test (FETT) = January 1986 ‐ First engine to test (FETT) = October 1991 (with DAC = March 1993)
‐ First flight on B707 FTB = June 1986 ‐ First flight on B707 FTB = September 1992
‐ Engine certification = August 1987 ‐ Engine certification = May 1993
‐ Entry into service = April 1988 ‐ Entry into service = March 1994 (with DAC = February 1995)
Engine Characteristics: Engine Characteristics:
‐ Length = 95.4 inches ‐ Length = 102.5 inches
‐ Fan diameter = 68.3 inches ‐ Fan diameter = 68.3 inches (same)
‐ Basic dry weight = 4,995 lbs ‐ Basic dry weight = 5,250 lbs
Takeoff Conditions: Takeoff Conditions:
‐ Max Takeoff Thrust = 26,500 lbs ‐ Max Takeoff Thrust = 33,000 lbs
‐ Airflow = 876 lb/sec ‐ Airflow = 968 lbs/sec
‐ Bypass ratio = 6.0 ‐ Bypass ratio = 5.4
I fli h f (3 000 f h 0 8 ISA)
In‐flight Performance (35,000 ft, Mach 0.8, ISA): IIn‐flight Performance (35,000 ft, Mach 0.8, ISA):
fli h f (3 000 f h 0 8 ISA)
‐ Max Climb Thrust = 5,260 lbs ‐ Max Climb Thrust = 6,420 lbs
‐ Overall pressure ratio at max climb = 31.3 ‐ Overall pressure ratio at max climb = 35.5
‐ Max Cruise Thrust = 5,000 lbs ‐ Max Cruise Thrust = 5,840 lbs
Engine Parameters: Engine Parameters:
‐ Max EGT Red Line = 890ºC (flashes Amber above 855ºC) ‐ Max EGT Red Line = 950ºC (flashes Amber above 915ºC)
‐ EGT exceedance (takeoff) requiring maint action @ 890ºC ‐ EGT exceedance (takeoff) requiring maint action @ 950ºC
‐ EGT limit (Climb, Cruise, Max Cont) = 855ºC ‐ EGT limit (Climb, Cruise, Max Cont) = 915ºC
‐ 100% N1 = 4904 rpm ‐ 100% N1 = 5000 rpm
New Technology: (See Appendix A)
‐ New advanced fan aerodynamic design
‐ CFM56‐5C core
‐ Double annular combustor (DAC) option; reduces NOx emissions by 45%
‐ HPT airfoils in higher temperature capability material
Derated Take off: Derated Take‐off (option): (See Appendix H)
‐ Not provided for the CFM56‐5A engines ‐ Provided to achieve take‐off power levels below the maximum level
‐ If option installed, FADEC unit may set a derated take‐off level depending on a
value from 1 to 6 entered through the MCDU
‐ Priority defaults to the highest derated take‐off thrust level
‐ Derated take‐off mode is only set if the engine is running and the aircraft is on
h d H h N1 d hi h i b h A Ci h d
the ground. However, the N1 speed, which is set by the FADEC in the derated d
take‐off mode, may be displayed by an input of a valid derated take‐off level
value and setting the TRA to the appropriate positions, before the engine is stared.
N1 Trim: N1 Trim: (See Appendix J)
‐ Not provided on the CFM56‐5A engines ‐ ECU uses N1 discrete modifier to reduce thrust differences (due engine build‐up
tolerances) between individual engines operating at same N1
‐ N1 trim levels (or modifiers) are determined during the test cell run and the N1
trim is only active beyond MCT setting
‐ N1 command is reduced within the ECU, which reduces N1 actual speed by a
certain percentage so that different thrust outputs can be matched
‐ Flight deck N1 indication remains unaffected, except when indicated N1 gets
closer to the indicated red line. In that case, the ECU takes into account the N1
trim level (wash out) so that the indicated N1 really equals the physical N1 (to
prevent a wrong overspeed warning)
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