Part-1
CFM56-7B Engine General Familiarization (Engine for Boeing 737 Next Generation)

History :
The success of the CF6 commercial turbofan engine firmly established GE as a major manufacturer of commercial jetliner engines. This production build-up prompted a transcontinental production agreement with Snecma of France in 1969, linking the two companies in both financial and manufacturing areas.
The mutual respect that had been built between GE and Snecma provided the impetus for launching a 50/50 joint venture. In 1974, this relationship became legally formalized as CFM International.
CFM is not an acronym, so it doesn’t stand for anything. The company (CFM), and product line (CFM56), got their names by a combination of the two parent companies’ commercial engine designations: GE’s CF6 and Snecma’s M56.
CFMI, with the full backing of parent companies holding equal shares, has a dual function:
• Overall program management, on behalf of both GE and SNECMA
• Single interface with customers for marketing and product support
With a thrust range of 18,500 to 34,000 pounds, CFM56 powerplants are well-suited for many commercial and military applications in the short-, medium-, and long-haul markets.
The CFM56 core is based on the GE F101 engine (developed for the B-1 bomber) and employs a single-stage high-pressure turbine to drive a nine-stage compressor. Correspondingly, a Snecma advanced four- or five-stage, low-pressure turbine drives the Snecma fan and booster.
The CFM56-5A and -5B are designed for the Airbus A320 family. The Boeing 737-300/-400/-500 family are powered exclusively by the CFM56-3

The CFM56-7 was developed to provide Next-Generation 737 operators with higher thrust, improved efficiency, and lower maintenance costs than its predecessor, the CFM56-3.

CFM56-7 Development timeline :
Program launch January 1994
First engine to test (FETT) May 1995
Flight test engine on 747 FTB January 1996
Engine certification October 1996
Boeing 737-700 entry into service 4Q 1997
Boeing 737-800 entry into service 1Q 1998
Boeing 737-600 entry into service 3Q 1998
Boeing 737-900 entry into service 2Q 2001

ENGINE SPECIFICATIONS :

Type of engine : Turbofan
Arrangement : Two spool axial flow
Rotation : Clockwise (ALF)

Compressors :
Fan Single stage
LP Compressor Four stages
HP Compressor Nine stages
Combustion chamber Annular SAC (option DAC)

Turbines :
HP Turbine Single stage
LP Turbine Four stages

Overall dimensions :
Length 2.51m (98.72 ins)
Height 1.83m (72.00 ins)
Width 2.12m (83.40 ins)
Performance :
• Take-off thrust (SLS) *19500 - 27300 lbs
• Take-off flat rated *86/30 Temperature °F/°C
• Max climb thrust *5962 Ibs
• By-pass ratio *5.1:1 to 5.5:1
• EGT red line 950°C
• 100% N1 (Low Pressure 5,175 rpm Rotational Speed)
• N1 speed limit (red line) 104%
• 100% N2 (High Pressure 14,460 rpmRotational Speed)
• N2 speed limit (red line) 105%

The CFM56-7B engine is a high by-pass, dual rotor, axial flow, advanced technology turbofan. It is supported by the wing pylon and streamlined by cowlings.
Air is sucked into the intake by the fan blades and split into two flow paths, the Primary and the Secondary.
The primary airflow passes through the inner portion of the fan blades and is directed into a booster (LPC). The flow path then enters a High Pressure Compressor (HPC) and goes to a combustor. Mixed with fuel and ignited, the gas flow provides energy to a High Pressure Turbine (HPT) and a Low Pressure Turbine (LPT).
The secondary airflow passes through the outer portion of the fan blades, the Outlet Guide Vanes (OGV's) and exits through the nacelle discharge duct, producing approximately 80 % of the total thrust. It also plays a role in the thrust reverser system.
At static take-off power, the engine by-pass ratio is between 5.1:1 and 5.5:1, depending on the engine model, which means that the secondary airflow takes in between 5 and 6 times more air than the primary airflow.
The CFM56-7B engine consists of two independent rotating systems:
• The low pressure system rotational speed is designated N1.
• The high pressure system rotational speed is designated N2.
The engine rotors are supported by 5 bearings, identified as numbers 1 thru 5, where No. 1 is the most forward and No. 5 the most aft. These bearings are housed in 2 dry sump cavities provided by the fan and turbine frames ..

#CFM56-7B
#engine
#boeing737

Exercise Part-1
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Exercise Part-2
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Exercise Part-3
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Exercise Part-4
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Exercise Part-5
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Thank You ..

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