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CFM International says it will certificate its upgraded CFM56-7BE engine for the Next Generation Boeing 737 with the US Federal Aviation Administration and European Aviation Safety Agency by the end of July, replacing the existing -7B engine on the Boeing production line by mid-2011.
Speaking at a pre-show interview on Saturday, CFM president Eric Bachelet said testing has verified that improvements in blade and vane design, along with casing and seal technology, will provide the promised 1% decrease in specific fuel consumption.
CFM says the engine, which features 9% fewer aerofoils and reduced operating temperatures, will also decrease maintenance costs by 4%.
Combined with Boeing-designed modifications to the engine nozzle and plug and other aerodynamic improvements on the airframe, Boeing says the next generation 737 will offer a 2% overall fuel consumption.
Testing to date includes six engines performing 450h of ground and flight testing, with Boeing set to perform post-certification trials on a Boeing 737 later this year in preparation for the performance and cabin improvement package certification next year.
CFM says it remains in discussions with Airbus for a similar upgrade to the CFM56-5B engines for the A320. The engine maker is also considering a technology insertion option as a retrofit package. The -7BE engine will be backward compatible to airframes with an existing -7B engine, CFM adds.
The -7BE "evolution" engine is on the leading edge of much larger improvements to come with the CFM Leap-X engine series, slated for first use on the Comac 919 when it enters service in 2016.
| Quoting aerotech777 (Reply 6): In the same link it was also mentioned that the Leap X will use 2 stages high pressure turbine instead of single stage. What%u2019s the benefit of the use 2 stages HP turbine versus single stage and is this related to lower cycle versus higher cycle? |
CFM56-5B PIP to Power Thomas Cook’s New Airbus A321 On January 25, 2011, Thomas Cook Group has announced that it has selected the CFM56-5B engine to power 12 Airbus A321 aircraft scheduled for delivery in 2014.
All of Thomas Cook’s new CFM56-5B engines will incorporate an engine performance improvement package. The
modifications will reduce engine fuel consumption by 0.5 percent and lower maintenance costs by 1 percent.
The CFM56-5B PIP is currently undergoing flight tests at Airbus and is scheduled for certification in the second quarter 2011. Airline entry into service is planned for the third quarter 2011. The engine will maintain the same noise signature as the current production engine. These engines also meet current International Civil Aviation Organisation (ICAO) Committee of Aviation Environmental Protection standards (CAEP /6) requirements.
The CFM56-7BE-powered 737 Performance Improvement airplane/engine combination will provide:
- Fuel burn improvement of 1% compared to the current configuration CFM56-7B/3 (Tech Insertion) engine. The Next-Generation 737's airframe enhancements will provide another 1% improvement, for a total gain of
up to 2% in fuel efficiency compared to the current B737 NG.
- Up to 4 percent lower maintenance costs, depending on the thrust rating.
-10°Celsius EGT margin, improving time on-wing.
The improvements to the engine, which provide a 0.5% improvement in fuel burn, include hardware changes to the core, including new high-pressure turbine blade, as well as manufacturing changes the fan and compressor blades and vanes to improve performance retention. The engine also features fewer parts to help lower maintenance costs.
The CFM56-5B PIP engine maintains the same noise signature as the previous production model and also meets current International Civil Aviation Organisation (ICAO) Committee of Aviation Environmental Protection standards (CAEP /6) requirements.
Beochien a écrit:Tiens, Bjorn de Leeham revient sur le CFM56 !
Une analyse intéressante ! En gros 30% de la P en cruise, ça, c'est attendu, et peut être moins sur un long courrier en fin de mission !
Et un tableau bizarre ...
Et la différence entre Gross Trust et Net Trust, pas tout bien compris (Le rendement propulsif qq part), mais bon, Björn sait ce qu'il dit !
Ça concerne les HP mis en oeuvre par la Turbine BP ... donc, le fan, et le compresseur BP et probablement le boitier d'accessoires ...
Pas grand chose à conclure de précis, sinon l'impressionnante cavalerie (HP) mise en oeuvre, sans parler de la partie HP (Turbine et compresseur) et de la poussée résiduelle ...
https://leehamnews.com/2017/01/20/bjorns-corner-aircraft-engines-operation/#more-22051
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par Poncho (Admin) Lun 19 Juil 2010 - 22:50