CFM International CFM56

1082: 458:. Discussions at this meeting resulted in an agreement that allowed the development of the CFM56 to proceed. Contemporary reports state that the agreement was based on assurances that the core of the engine, the part that GE was developing from the military F101, would be built in the U.S. and then transported to France in order to protect the sensitive technologies. The joint venture also agreed to pay the U.S. an $ 80 million royalty fee (calculated at $ 20,000 per engine predicted to be built) as repayment for the development money provided by the government for the F101 engine core. Documents declassified in 2007 revealed that a key aspect of the CFM56 export agreement was that the French government agreed not to seek tariffs against American aircraft being imported into Europe. 1012: 42: 666: 470:(CFMI), a 50–50 joint company that would be responsible for producing and marketing the 10-ton engine, the CFM56. The venture was officially founded in 1974. The "CF" in the engine name stands for GE's designation for commercial turbofan engines, while the "M56" is the name of Snecma's original engine proposal. The two primary roles for CFMI were to manage the program between GE and Snecma, and to market, sell and service the engine at a single point of contact for the customer. CFMI was made responsible for the day-to-day decision making for the project, while major decisions (developing a new variant, for example) required the go-ahead from GE and Snecma management. 1262: 935: 1801: 1053: 562:. There was little initial interest in the engine, but Boeing realized that the CFM56 might be a solution to upcoming noise regulations. After announcing that a 707 would be configured with the CFM56 engine for flight tests in 1977, Boeing officially offered the 707-320 with the CFM56 engine as an option in 1978. The new variant was listed as the 707-700. Due to limited interest from the airlines in a re-engined 707, Boeing ended the 707-700 program in 1980 without selling any aircraft. Despite the lack of sales, having the commercial 707 available with the CFM56 helped the engine's competitiveness for the KC-135 re-engine contract. 633: 2206:

engine to improve the way in which the engine handled hail ingestion. The major changes included a modification to the fan/booster splitter (making it more difficult for hail to be ingested by the core of the engine) and the use of an elliptical, rather than conical, spinner at the intake. These changes did not prevent the 2002 accident, and the investigation board found that the pilots did not follow the proper procedures for attempting to restart the engine, which contributed to the final result. Recommendations were made to better educate pilots on how to handle these conditions, as well as to revisit

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aims to reduce overall part count. CFMI expected the changes to result in a 4% reduction in maintenance costs and a 1% improvement in fuel consumption (2% improvement including the airframe changes for the new 737); flight and ground tests completed in May 2010 revealed that the fuel burn improvement was better than expected at 1.6%. Following 450 hours of testing, the CFM56-7BE engine was certified by FAA and EASA on 30 July 2010 and delivered from mid-2011.

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assembled in France were subject to the initially strict export agreement, which meant that GE's core was built in the U.S., then shipped to the Snecma plant in France where it was placed in a locked room into which even the President of Snecma was not allowed. The Snecma components (the fore and aft sections of the engine) were brought into the room, GE employees mounted them to the core, and then the assembled engine was taken out to be finished.

1929: 376:(AMST) project in 1972 which included funding for the development of a 10-ton engine – either to build a "limited" technology 10-ton engine with Snecma, or a similar engine with "advanced" technology on their own. Concerned that the company would be left with only the "limited" engine in its portfolio if it did not win the Air Force contract (for which it was competing with Pratt & Whitney and a 2263:

flight. A very recent investigation has led to the tentative conclusion that the problem originates in the Hydromechanical unit, and may involve an unacceptable level of fuel contamination (with water, or particulate matter, including biodegradable material that create solids in the fuel), or overuse of biocides to reduce bacterial growth. Boeing told

1444:. Derived from the CFM56-2 and CFM56-3 families, the -5A series produces thrusts between 22,000 and 26,500 lbf (98 kN and 118 kN). Aerodynamic improvements such as an updated fan, low-pressure compressor, high-pressure compressor and combustor make this variant 10–11% more fuel efficient than its predecessors. 1020:

compression done by the inner part of the fan before it reaches the high-pressure compressor. The original CFM56-2 variant featured 44 tip-shrouded fan blades, although the number of fan blades was reduced in later variants as wide-chord blade technology developed, down to 22 blades in the CFM56-7 variant.

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software. The new software "...'reduces the duration and degree of thrust-instability events' by cycling the fuel monitoring valve (FMV) and the EHSV (electrohydraulic servo valve) to clean the EHSV spool." This software fix is not intended to be a definitive solution to the problem; CFM claimed that

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in a river because of hail-induced engine flameouts, killing a flight attendant and injuring dozens of passengers. Prior to this accident, there were several other incidents of single or dual flameouts due to these weather conditions. After three incidents through 1998, CFMI made modifications to the

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An improvement of the CFM56-5A series, it was originally designed to power the A321. With a thrust range between 22,000 and 33,000 lbf (98 kN and 147 kN) it can power every model in the A320 family (A318/A319/A320/A321) and has superseded the CFM56-5A series. Among the changes from the

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ranging from 5:1 to 6:1, generating 18,500 to 34,000 lbf (80 kN to 150 kN) of thrust. The variants share a common design, and differ only in details. The CFM56 is a two-shaft (or two-spool) engine, meaning that there are two rotating shafts, one high-pressure and one low-pressure. Each

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The first completed CFM56 engine first ran at GE in June 1974 with the second running in October 1974. The second engine was then shipped to France and first ran there on 13 December 1974. These first engines were considered "production hardware" as opposed to test examples and were designated as the

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Airlines have reported 32 events involving sudden instability of thrust, at various points during flight, including high thrust settings during climb to altitude. The problem has been long-standing. In 1998, two 737 pilots reported that their engine throttles suddenly increased to full thrust during

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optimized low-pressure turbine blade design, which would have used 20% fewer blades for the whole low-pressure turbine, saving weight. Some of those Tech56 improvements made their way into the Tech Insertion package, where the turbine section was updated. The turbine section was updated again in the

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resistance. The low-pressure turbine (LPT) features four stages in most variants of the engine, but the CFM56-5C has a five-stage LPT. This change was implemented to drive the larger fan on this variant. Improvements to the turbine section were examined during the Tech56 program, and one development

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design improved through better airfoil design. As part of the Tech-56 improvement program CFMI has tested the new CFM-56 model with six-stage high-pressure compressor stages (discs that make up the compressor system) that was designed to deliver same pressure ratios (pressure gain 30) similar to the

715:) emissions. The new components also reduced engine wear, lowering maintenance costs by about 5%. The engines entered service in 2007, and all new CFM56-5B and CFM56-7B engines are being built with the Tech Insertion components. CFMI also offers the components as an upgrade kit for existing engines. 702:

In 1998, CFMI launched the "Tech56" development and demonstration program to create an engine for the new single-aisle aircraft that were expected to be built by Airbus and Boeing. The program focused on developing a large number of new technologies for the theoretical future engine, not necessarily

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series (737-300/-400/-500), with static thrust ratings from 18,500 to 23,500 lbf (82.3 to 105 kN). A "cropped fan" derivative of the -2, the -3 engine has a smaller fan diameter at 60 in (1.5 m) but retains the original basic engine layout. The new fan was primarily derived from

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The fan diameter varies with the different models of the CFM56, and that change has a direct impact on the engine performance. For example, the low-pressure shaft rotates at the same speed for both the CFM56-2 and the CFM56-3 models; the fan diameter is smaller on the -3, which lowers the tip speed

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than other combustors. Tests on a CFM56-7B engine demonstrated an improvement of 46% over single-annular combustors and 22% over double-annular combustors. The analytical tools developed for TAPS have also been used to improve other combustors, notably the single-annular combustors in some CFM56-5B

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aircraft and has a very wide thrust rating of between 22,000 and 34,000 lbf (97.9 and 151 kN). It has three distinct sub-variants; the CFM56-5A, CFM56-5B and CFM56-5C, and differs from its Boeing 737 Classic-fitted cousins by featuring a FADEC and incorporating further aerodynamic design

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The CFM56 also supports pivoting-door type thrust reversers. This type is used on the CFM56-5 engines that power many Airbus aircraft such as the Airbus A320. They work by actuating a door that pivots down into the bypass duct, both blocking the bypass air and deflecting the flow outward, creating

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systems which help slow and stop the aircraft after landing. The variants built for the Boeing 737, the CFM56-3 and the CFM56-7, use a cascade type of thrust reverser. This type of thrust reverse consists of sleeves that slide back to expose mesh-like cascades and blocker doors that block the

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By October 2017, CFM had delivered more than 31,000 engines and 24,000 were in service with 560 operators, it attained 500 million flight cycles and 900 million flight hours, including over 170 million cycles and 300 million hours since 1998 for the B737NG's -7B and over 100 million cycles and 180

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to upgrade 30 of their DC-8-61 aircraft with the CFM56-2 was important for securing the development of the CFM56; GE and Snecma were two weeks away from freezing development had that order not materialized. This decision marked the first commercial purchase (rather than government/military) of the

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Winning the contract to re-engine the KC-135 tanker fleet for the USAF would be a huge boon to the CFM56 project (with more than 600 aircraft available to re-engine), and CFMI aggressively pursued that goal as soon as the Request For Proposals (RFP) was announced in 1977. Like other aspects of the

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A major reason for GE's interest in the collaboration, rather than building a 10-ton engine on their own, was that the Snecma project was the only source of development funds for an engine in this class at this particular time. GE was initially considering only contributing technology from its CF6

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stresses worse than expected and also more severe than tested for certification; these higher stresses caused the blade to fracture. Less than a month after grounding, the fleet was allowed to resume operations once the fan blades and fan disc were replaced and the electronic engine controls were

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In 2009, CFMI announced the latest upgrade to the CFM56 engine, the "CFM56-7B Evolution" or CFM56-7BE. This upgrade, announced with improvements to Boeing's 737 Next Generation, further enhances the high- and low-pressure turbines with better aerodynamics, as well as improving engine cooling, and

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Despite the export license being rejected, both the French and GE continued to push the Nixon Administration for permission to export the F101 technology. Efforts continued throughout the months following the rejection, culminating in the engine becoming an agenda topic during the 1973 meeting of

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turbofans in the "10-ton" (20,000 lbf; 89 kN) thrust class, began in the late 1960s. Snecma (now Safran), who had mostly built military engines previously, was the first company to seek entrance into the market by searching for a partner with commercial experience to design and build an

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refers to turbofan engines (usually, but not exclusively high-bypass) that exhaust cool bypass air separately from their hot core flow. This arrangement is visually distinctive as the outer, wider, bypass section usually ends mid-way along the nacelle and the core protrudes to the rear. With two

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variant. The 737 wings were closer to the ground than previous applications for the CFM56, necessitating several modifications to the engine. The fan diameter was reduced, which reduced the bypass ratio, and the engine accessory gearbox was moved from the bottom of the engine (the 6 o'clock

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in 1971 to approve the deal, and Henry Kissinger brought the issue up with President Pompidou in a 1972 meeting. GE reportedly argued at the highest levels that having half of the market was better than having none of it, which they believed would happen if Snecma pursued the engine on their own

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There have been several engine failures in the early service of the CFM56 family which were serious enough to either ground the fleet or require aspects of the engine to be redesigned. The engines have also suffered, periodically, from thrust instability events tentatively traced to Honeywell's

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A significant challenge for this series was achieving ground clearance for the wing-mounted engine. This was overcome by reducing the intake fan diameter and relocating the gearbox and other accessories from beneath the engine to the sides. The resulting flattened nacelle bottom and intake lip

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Development work on the CFM56 began before CFMI was formally created. While work proceeded smoothly, the international arrangement led to unique working conditions. For example, both companies had assembly lines, some engines were assembled and tested in the U.S. and others in France. Engines

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fan blades which allows them to be replaced without removing the entire engine, and GE/Snecma claim that the CFM56 was the first engine to have that capability. This attachment method is useful for circumstances where only a few fan blades need to be repaired or replaced, such as following

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The CFM56 features a single-stage fan, and most variants have a three-stage booster on the low-pressure shaft, with four stages in the -5B and -5C variants. The booster is also commonly called the "low-pressure compressor" (LPC) as it is part of the low-pressure spool and continues the air

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The CFMI board of directors is currently split evenly between Snecma and GE (five members each). There are two vice presidents, one from each company, who support the President of CFMI. The president tends to be drawn from Snecma and sits at CFMI's headquarters near GE in Cincinnati, Ohio.

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creating an all-new design. When it became clear that Boeing and Airbus were not going to build all-new aircraft to replace the 737 and A320, CFMI decided to apply some of those Tech56 technologies to the CFM56 in the form of the "Tech Insertion" program which focused on three areas:

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At the time it was not mandatory to flight test new variants of existing engines, and certification testing failed to reveal vibration modes that the fan experienced during the regularly performed power climbs at high altitude. Analysis revealed that the fan was being subjected to

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in 1989, which killed 47 people and injured 74 more. After the fan blade failed, the pilots mistakenly shut down the wrong engine, resulting in the damaged engine failing completely when powered up for the final approach. Following the Kegworth accident, CFM56 engines fitted to a

2286:, European aviation regulators have determined that London-based AOG Technics, majority owned by Jose Zamora Yrala, whose nationality is listed as British on some forms and Venezuelan on others, supplied parts of unknown origin and false documents for repairs on some CFM56s. 918:

combustor, or "TAPS", during the Tech 56 program. This design is similar to the double-annular combustor in that it has two combustion zones; this combustor "swirls" the flow, creating an ideal fuel–air mixture. This difference allows the combustor to generate much less

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modified to reduce maximum engine thrust to 22,000 lbf (98 kN) from 23,500 lbf (105 kN). The redesigned fan blades were installed on all CFM56-3C1 and CFM56-3B2 engines, including over 1,800 engines that had already been delivered to customers.

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engines currently flying on the KC-135A aircraft, calling them "...the noisiest, dirtiest, most fuel inefficient powerplant still flying" at the time. The re-engined aircraft was designated the KC-135R. The CFM56 brought many benefits to the KC-135, decreasing

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is powered by its own turbine section (the high-pressure and low-pressure turbines, respectively). The fan and the booster (low-pressure compressor) evolved over the different iterations of the engine, as did the compressor, combustor and turbine sections.

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In 1989, CFMI began work on a new, double-annular combustor. Instead of having just one combustion zone, the double-annular combustor has a second combustion zone that is used at high thrust levels. This design lowers the emissions of both nitrogen oxides

759:. It has achieved more than 800 million engine flight hours, and at a rate of one million flight hours every eight days it is expected to have achieved one billion flight hours by 2020. It has more than 550 operators and more than 2,400 CFM56-powered 823:

The CFM56 production will wind down as the final 737NG engine was delivered in 2019 and the last A320ceo engine will be delivered in May 2020. Production will continue at low levels for military 737s and spare engines and will conclude around 2024.

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temperature margin erodes with usage. One or two performance restoration shop visits, costing $ 0.3-$ 0.6m for a -5 series, can be performed before taking the engine off wing, which can restore 60% to 80% of the original margin. Once restored, the

707:, maintenance costs and emissions. Launched in 2004, the package included redesigned high-pressure compressor blades, an improved combustor, and improved high- and low-pressure turbine components which resulted in better fuel efficiency and lower 3589: 8290: 1399:

engine being developed by Rolls-Royce, the -4 series was designed to produce 25,000 lbf (110 kN) and was to feature a new 68 in (1.73 m) fan, a new low-pressure compressor and a full authority digital engine controller

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position) to the 9 o'clock position, giving the engine nacelle its distinctive flat-bottomed shape. The overall thrust was also reduced, from 24,000 to 20,000 lbf (107 to 89 kN), mostly due to the reduction in bypass ratio.

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CFMI tested both a mixed and unmixed exhaust design at the beginning of development; most variants of the engine have an unmixed exhaust nozzle. Only the high-power CFM56-5C, designed for the Airbus A340, has a mixed-flow exhaust nozzle.

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are plates that are a part of a fan (or compressor, or turbine) blade. Generally, the shroud of one blade rests on the shroud of the adjacent blade, forming a continuous ring. Shrouds in the middle of blades are often used to dampen

392:'s Office of Munitions Control recommended the rejection of the application on national security grounds; specifically because the core technology was an aspect of a strategic national defense system (B-1 bomber), it was built with 355:

to compete in the same class as the CFM56 as a sole venture, while Rolls-Royce dealt with financial issues that precluded them from starting new projects; this situation caused GE to gain the title of best partner for the program.

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aircraft. The CFM56-2 comprises a single-stage fan with 44 blades, with a three-stage LP compressor driven by a four-stage LP turbine, and a nine-stage HP compressor driven by a single-stage HP turbine. The combustor is annular.

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The CFM56-5B/3 PIP (Performance Improvement Package) engine includes these new technologies and hardware changes to lower fuel burn and lower maintenance cost. Airbus A320s were to use this engine version starting in late 2011.

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funding, and that exporting the technology to France would limit the number of American workers on the project. The official decision was made in a National Security Decision Memorandum signed by the National Security Advisor

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While national security concerns were cited as the grounds for rejection, politics played an important role as well. The project, and the export issue associated with it, was considered so important that French President

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engine for the A320, which had beaten the CFM56 in early sales of the A320, ran into technical trouble, leading many customers to switch to the CFM56. However, the CFM56 was not without its own issues; several fan blade

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is a new engine design based on and designed to replace the CFM56 series, with 16% efficiency savings by using more composite materials and achieving higher bypass ratios of over 10:1. LEAP entered service in 2016.

489:(HPT); Snecma was responsible for the fan, the low-pressure compressor (LPC), and the low-pressure turbine (LPT). Snecma was also responsible for the initial airframe integration engineering, mostly involving the 1110:

The high-pressure turbine stages in the CFM56 are internally cooled by air from the high-pressure compressor. The air passes through internal channels in each blade and ejects at the leading and trailing edges.

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Epstein, N (1981). "CFM56-3 High By-Pass Technology for Single Aisle Twins". 1981 AIAA/SAE/ASCE/ATRIF/TRB International Air Transportation Conference, 26–28 May 1981, Atlantic City, New Jersey. AIAA-1981-0808.

954:" (namely a single-turbine, nine-compressor stage design) which was designed in a compact core rotor. The small span of the compressor radius meant that the entire engine could be lighter and smaller, as the 3770: 8056: 342:

At the time, Pratt & Whitney dominated the commercial market. GE needed an engine in this market class, and Snecma had previous experience of working with them, collaborating on the production of the

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distance by as much as 3,500 ft (1,100 m), decreasing overall fuel usage by 25%, greatly reducing noise (24 dB lower) and lowering total life cycle cost. With those benefits in mind, the

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The CFM56 has an in-flight shutdown rate of 1 incident per 333,333 hours. Record time on wing before the first shop visit was 30,000 hours in 1996, to 40,729 hours in 2003 and 50,000 hours in 2016.

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After testing the engine for several years, both in the air and on the ground, CFMI searched for customers outside of a possible AMST contract. The main targets were re-engine contracts for the

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in heavy rain and/or hail conditions, beginning early in the CFM56's career. In 1987, a double flameout occurred in hail conditions (the pilots managed to relight the engines), followed by the

4732: 9461: 8592: 8577: 8267: 3744: 9355: 9169: 8423: 8350: 7877: 7852: 911:). The first CFM56 engine with the double-annular combustor entered service in 1995, and the combustor is used on CFM56-5B and CFM56-7B variants with the suffix "/2" on their nameplates. 820:

By June 2019, the CFM56 fleet had surpassed one billion engine flight hours (nearly 115,000 years), having carried more than 35 billion people, over eight million times around the world.

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airliners, and entered service in 1993. The major changes are a larger fan, a fifth low-pressure turbine stage, and the same four-stage low-pressure compressor found in the -5B variant.

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refers to turbofan engines (both low and high bypass) that exhaust both the hot core flow and the cool bypass flow through a single exit nozzle. The core and bypass flows are "mixed".

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The CFM56 is a high-bypass turbofan engine (most of the air accelerated by the fan bypasses the core of the engine and is exhausted out of the fan case) with several variants having

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suffered from what appears to be a fan blade failure, debris from which punctured a window. The Boeing 737-700 landed safely, but one passenger was killed and several were injured.

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With a thrust rating of between 31,200 and 34,000 lbf (139 kN and 151 kN), the CFM56-5C series is the most powerful of the CFM56 family. It powers Airbus' long-range

817:, and 30,000 for the fan and booster ($ 0.5m-$ 0.7m) for a recent CFM56. The whole engine parts cost more than $ 3m, $ 3.5 to $ 4m with the shop work-hours, around $ 150 per cycle. 4911: 4021: 3903: 4943: 3851: 915: 4086: 3727: 1577:), a new fan in a longer fan case, and a new low-pressure compressor with a fourth stage (up from three in earlier variants). It is the most numerous engine supplied to Airbus. 4270: 8282: 8121: 8034: 9147: 8902: 8897: 7740: 7352: 6614: 5700: 4812: 4851: 8907: 7667: 7121: 3799: 2231:

737-400 suffered fan blade failures under similar conditions; neither incident resulted in a crash or injuries. After the second incident, the 737-400 fleet was grounded.

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Since the small initial launch order for twenty 737-300s split between two airlines, over 5,000 Boeing 737 aircraft had been delivered with CFM56 turbofans by April 2010.

4517: 7735: 7515: 869:. An annular combustor is a continuous ring where fuel is injected into the airflow and ignited, raising the pressure and temperature of the flow. This contrasts with a 7992: 4879: 4125: 2186:

incident in 1988. Both CFM56 engines on the TACA 737 flamed out while passing through hail and heavy rain, and the crew was forced to land without engines on a grassy

3766: 946:(HPC), that was at the center of the original export controversy, features nine stages in all variants of the CFM56. The compressor stages have been developed from 8607: 6936: 6903: 6141: 6121: 6106: 5949: 4672: 1408:

engine for the A320. CFMI realized that the CFM56-4 did not compare favorably with the new engine and scrapped the project to begin working on the CFM56-5 series.

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The USAF announced the CFM56 as the winner of the re-engine contract in January 1980. Officials indicated that they were excited at the prospect of replacing the

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There was also speculation that the rejection may have been, in part, retaliation for French involvement in convincing the Swiss not to purchase American-made

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The CFM56-2 series is the original variant of the CFM56. It is most widely used in military applications where it is known as the F108; specifically in the

794:, launch customer for the CFM56-5C-powered A340, have an engine with more than 100,000 flight hours, having entered commercial service on 16 November 1993, 1566:

Front view of an A319-112 CFM56-5B6 with its fan removed. The relative sizes of the air passages to the core and bypass duct for a BPR of 6:1 are apparent.

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a decision was made. The two companies saw mutual benefit in the collaboration and met several more times, fleshing out the basics of the joint project.

1958:(FADEC). Fan blades are reduced from 36 (CFM56-5) to 24 and it incorporates features from the CFM56-5B such as a double-annular combustor as an option. 1939:

The CFM56-7 first ran on 21 April 1995. Rated with a takeoff thrust range of 19,500–27,300 lbf (87–121 kN), it powers the -600/-700/-800/-900

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is the name for sawtooth cutouts that are sometimes applied to the exhaust nozzles of jet engines to reduce the jet noise. An example can be seen here

1992:. The proposed rule is to receive comments until January 26, 2024. The rule will require airlines to make the relevant modifications by July 31, 2028. 414:

without GE's contribution. Nixon administration officials feared that this project could be the beginning of the end of American aerospace leadership.

3933: 497:, but shifted that work to GE when it became apparent that it would be more efficient for GE to assemble that component along with their other parts. 6221: 5969: 5693: 4724: 591:, the French government announced in 1978 that they would upgrade their 11 KC-135s with the CFM56, providing one of the first orders for the engine. 285:) to sell only modestly, but in fact the CFM56's lower noise and lower fuel consumption (compared to older engines for the 737) led to strong sales. 4643: 4298: 4162: 3324: 3200: 644:

aircraft as an alternative to buying new quieter and more efficient aircraft. Following the French KC-135 order in 1978, the April 1979 decision by

6829: 6273: 3081:(LPT). Generally the fan section(s) and the booster section(s) (also known as the "low-pressure compressor") are located on the low-pressure shaft. 955: 4623: 4553: 3365: 3288: 2247:

suffered a fan blade failure, but landed later without further incident. While the aircraft sustained substantial damage, there were no injuries.

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million hours for the A320ceo's -5B since 1996. By June 2018, 32,645 were delivered. Strong demand will extend production to 2020, up from 2019.

4319: 3740: 8782: 8325: 8272: 8163: 8024: 7997: 7889: 6091: 5996: 3098:. Shrouds at the tips of fan blades are often used to minimize air leakage around the tips. A midspan shroud is visible on the fan blades here 301:, and some CFM56 variants experienced problems when flying through rain or hail. Both of these issues were resolved with engine modifications. 4582: 3986: 9491: 9419: 9375: 9217: 9212: 9199: 9122: 9109: 9054: 9044: 9039: 8924: 8862: 8543: 8533: 8453: 8312: 8101: 8076: 7922: 7847: 7608: 7603: 6266: 6236: 5944: 5854: 3821: 3236:. Aircraft Design and Operations Meeting (Report). Vol. AIAA-89-2038. Seattle, WA: American Institute of Aeronautics and Astronautics. 9385: 9032: 9004: 8989: 8984: 8957: 8929: 8829: 8824: 8240: 6096: 5879: 5869: 5829: 5686: 1036:

of the fan blades. The lower speed allows the fan blades to operate more efficiently (5.5% more in this case), which increases the overall

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bypass air flow. The blocked bypass air is forced through the cascades, reducing the thrust of the engine and slowing the aircraft down.

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old nine-stages compressor design. The new one was not fully replacing the old one, but it offered an upgrade in HPC, thanks to improved

4954: 4422: 4393: 3847: 3609: 583:

program, international politics played their part in this contract. In efforts to boost the CFM56's chances versus its competitors, the

9615: 8245: 7392: 5084: 5038: 3633: 4253: 9164: 9089: 9012: 8947: 8919: 8892: 8887: 8882: 8877: 8729: 8684: 8664: 8614: 8564: 8521: 8516: 8503: 8491: 8486: 8471: 8466: 8443: 8433: 8405: 8400: 8395: 8365: 8345: 8188: 8039: 8019: 7957: 7952: 7797: 7727: 7685: 7528: 7523: 7231: 7028: 7003: 6958: 6941: 6923: 6913: 4406: 4377: 4266: 4102:. AIAA/ICAS International Air and Space Symposium and Exposition: The Next 100 Years, 14–17 July 2003, Dayton, Ohio. AIAA 2003–2657. 9501: 8337: 7827: 3651: 995:, CFMI chose to flight-test chevrons built into the core exhaust nozzle. The chevrons reduced jet noise by 1.3 perceived loudness 5153: 4844: 4607: 5013: 4702: 3795: 8355: 8198: 8134: 7438: 5168: 9605: 9182: 4349: 1955: 798:

four times since. In 2016 CFM delivered 1,665 CFM56 and booked 876 orders, it plans to produce CFM56 spare parts until 2045.

4886: 7480: 7431: 4186: 534:

at the Snecma flight test center in France. This engine had a slightly different configuration with a long bypass duct and

5141: 1085:

Cooling air tubes (for turbine blade tip to shroud clearance control) circle the iridescent turbine casing on a CFM56-7B26

7869: 7660: 5709: 1943:; compared to the CFM56-3, it has greater durability, 8% fuel burn improvement and a 15% reduction in maintenance costs. 795: 393: 5678: 4664: 2218:

One issue that led to accidents with the CFM56-3C engine was the failure of fan blades. This mode of failure led to the

889:

that, in turn, drives a fuel metering valve, that provides information to the full authority digital engine controller (

7927: 4435: 3956: 3395: 3144: 2265: 5059: 3873: 257:

had not received a single order in five years and was two weeks away from being dissolved. The program was saved when

7964: 7700: 7141: 6557: 5651: 5361: 4043: 3422: 389: 4980: 4235: 1988:

accident, the FAA required Boeing to redesign the nacelle and inlet of the 7B variant in compliance with applicable

624:). The CFM56-2-powered E-3 also became the standard configuration for aircraft purchased by the British and French. 9620: 8044: 7414: 7409: 5425: 4364: 3381: 2910: 2872: 1989: 1041: 6278: 3117:

is the weight of an engine without any fluids in it, such as fuel, oil, hydraulic fluid, etc. Very similar to the

9610: 7387: 6918: 6673: 5525: 1966: 3680: 938:

CFM56-3 showing 3 stages of LP compressor at left (section of bypass duct removed) and 9 stages of HP compressor

8380: 8109: 8049: 6285: 5402: 5219: 3055: 2370: 2251: 2244: 1985: 527: 373: 4470: 3703: 3078: 380:

division with its "advanced" engine), GE decided to apply for an export license for the F101 core technology.

219: 6771: 6251: 5571: 1805: 3669:

CFM Certifies Tech Insertion Compressor Upgrade; Brings Lower Fuel Burn, Longer On-Wing Life to Mature Fleet

9287: 7426: 7211: 7131: 7071: 6347: 5620: 5549: 5453: 5448: 3925: 886: 388:

GE applied for the export license in 1972 as their primary contribution to the 10-ton engine project. The

8277: 8205: 7705: 7280: 7247: 6594: 5485: 5129: 2198: 1800: 246:, France. The engine initially had extremely slow sales but has gone on to become the most used turbofan 5117: 4640: 4295: 4159: 3362: 3321: 3285: 3197: 1089:

All variants of the CFM56 feature a single-stage high-pressure turbine (HPT). In some variants, the HPT

7807: 7769: 7672: 7262: 7126: 7091: 7054: 6866: 6709: 6666: 5369: 4620: 4549: 3522:. 19th AIAA/SAE/ASME Joint Propulsion Conference, 27–29 June 1983. Seattle, Washington. AIAA-1983-1374. 2864: 2360: 2323: 1940: 1933: 1222: 1137: 575: 243: 120: 115: 4621:

Report on the accident to Boeing 737-400, G-OBME, near Kegworth, Leicestershire on 8 January 1989

9511: 8151: 8061: 8004: 7784: 7774: 7578: 7347: 6841: 6487: 5600: 2988: 2966: 1404:). Soon after the upgrade project was launched in 1984, International Aero Engines offered their new 422: 166: 8624: 8009: 7566: 7059: 6647: 6637: 4575: 3000: 494: 223: 3480:. 4th AIAA Flight Test Conference, San Diego, CA. 18–20 May 1988. Technical Papers AIAA-1988-2078. 344: 277:

program. The first engines entered service in 1982. The CFM56 was later selected to re-engine the

9451: 8370: 8156: 7655: 7546: 7498: 7397: 6846: 6714: 6689: 6579: 6552: 6497: 6447: 6422: 6390: 6375: 6246: 6171: 5874: 5503: 5470: 5258: 3118: 588: 584: 523: 519: 369: 352: 203: 4630:" (1990). Report No: 4/1990. Air Investigations Branch. 25 August 1990. Retrieved 22 March 2010. 1416: 669:

Engine inlet of a CFM56-3 engine on a Boeing 737-400 series showing the non-circular design

657:

soon followed suit, giving the CFM56 a firm footing in both the military and commercial market.

9257: 7297: 7146: 7086: 7064: 6736: 6642: 6632: 6527: 6502: 6405: 6400: 6051: 5979: 5914: 5864: 5859: 5834: 5819: 5665: 5645: 5557: 5431: 5315: 5299: 5240: 3730:. Air Transport Intelligence news via Flightglobal.com. 2 August 2010. Retrieved 2 August 2010. 2956: 2774: 2665: 2639: 1440:

The CFM56-5A series is the initial CFM56-5 series, designed to power the short-to-medium range

1396: 1168: 743: 737: 595: 531: 297:

incidents were experienced during early service, including one failure that was a cause of the

294: 162: 9547: 8724: 8694: 8639: 8071: 7638: 7503: 7475: 7443: 7221: 6704: 6624: 6609: 6604: 6589: 6537: 6532: 6492: 6472: 6427: 6410: 6395: 6357: 6332: 6312: 6305: 6300: 5954: 5769: 5614: 5478: 5337: 3681:"CFM Launches CFM56-7B Evolution Engine Program to Power Enhanced Boeing Next-Generation 737" 3606: 2961: 2219: 613: 361: 298: 170: 150: 17: 1571:

CFM56-5A is the option of a double-annular combustor that reduces emissions (particularly NO

8210: 8114: 7419: 7292: 7285: 6893: 6721: 6567: 6437: 6317: 6201: 6176: 6165: 6086: 6041: 5964: 5939: 5934: 5919: 5909: 5814: 5774: 5734: 5578: 2377: 1961:

Less than two years after entry into service, the Next-Generation 737 received 180 minutes

1248: 959: 768: 756: 274: 187: 125: 5110: 4753:

Croft, John. "Fueling fears", Aviation Week and Space Technology, 18 February 2013, p. 33.

4518:"FAA proposes requiring Boeing 737 part replacements after 2018 Southwest fan blade death" 632: 8: 8619: 7969: 7757: 7633: 6978: 6824: 6658: 6584: 6562: 6522: 6517: 6066: 5894: 5759: 5708: 5244: 5209: 2484: 2480: 2345: 2338: 2333: 2328: 2202: 2133: 1970: 1098: 1057: 966:) could be merged to the main fueling system running on aviation fuel. As design evolved 813:

parts must be replaced after: 20,000 cycles for the hot section ($ 0.5m), 25,000 for the

559: 1124: 9229: 8714: 8602: 8066: 7939: 7485: 5641: 5543: 5396: 5323: 2853: 2839: 2355: 2318: 2295: 2236: 2190:

near New Orleans, Louisiana. CFMI modified the engines by adding a sensor to force the

1489: 1441: 1392: 1282:

turbofan rather than the CFM56-2, and the booster was redesigned to match the new fan.

1274: 1266: 857: 783: 674: 605: 418: 320: 282: 110: 100: 4694: 4183: 1562: 477:

The work split between the two companies gave GE responsibility for the high-pressure

9282: 7779: 7650: 7111: 6814: 6599: 6547: 6452: 6327: 6196: 6013: 6006: 6001: 5659: 5517: 5286: 5264: 5078: 5032: 5006: 4610:". . National Transportation Safety Board, 31 August 2005. Retrieved 4 December 2009. 4345: 4047: 2451: 2350: 1196: 1145: 866: 654: 578:

aircraft taxiing prior to takeoff. The new engines are CFM56-2 high-bypass turbofans.

518:

The engine flew for the first time in February 1977 when it replaced one of the four

467: 266: 191: 77: 2210:

rain and hail testing procedures. No further engine modifications were recommended.

9277: 9242: 9142: 8091: 7166: 6993: 6948: 6928: 6482: 6432: 6295: 6231: 6036: 5974: 5924: 5899: 5844: 5809: 5804: 5794: 5789: 5779: 5749: 5739: 5729: 5539: 5392: 5192: 4337: 4211: 3237: 2475: 2418: 1391:

The CFM56-4 series was a proposed improved version of the CFM56-2 designed for the

1261: 999:

during takeoff conditions, and are now offered as an option with the CFM56 for the

947: 814: 478: 446: 406: 4203: 8139: 7792: 7561: 7551: 7362: 7081: 6878: 6322: 6241: 6216: 6206: 6136: 5416: 5355: 5309: 5160: 4647: 4627: 4302: 4166: 3710: 3687: 3613: 3593: 3396:"'Bowled over with a feather': When Safran Aircraft Engines went courting for GE" 3369: 3328: 3292: 3204: 3061: 2971: 2183: 1808: 1065: 1052: 1037: 704: 650: 645: 466:

With the export issue settled, GE and Snecma finalized the agreement that formed

398: 332: 324: 262: 258: 247: 5103: 4341: 2312: 8804: 8260: 8220: 7372: 7340: 7327: 7174: 6973: 6256: 5563: 5343: 4762: 3233: 2283: 2110: 2106: 2063: 2040: 1951: 1358: 1335: 1331: 1094: 1024: 904: 878: 775: 774:

As of July 2016, 30,000 engines have been built: 9,860 CFM56-5 engines for the

377: 336: 239: 1286:

yielded the distinctive appearance of the Boeing 737 with CFM56 engines.

870: 9599: 8702: 7882: 7573: 7201: 7101: 7046: 6861: 6781: 6542: 6512: 6507: 6477: 6457: 6156: 6111: 6061: 5991: 5929: 5799: 5329: 4322:. National Transportation Safety Board. 10 April 2006. Retrieved 28 May 2010. 4210:)/CEAS Aeroacoustics Conference (Manchester, Great Britain). AIAA 2004–3044, 4190: 4115:". CFM International Press Release. 13 June 2005. Retrieved 16 November 2009. 2825: 2365: 2228: 1822: 1226: 1090: 810: 764: 442: 410: 254: 199: 195: 4334:

Systems of Commercial Turbofan Engines: An Introduction to Systems Functions

4184:

US Patent number: 6360528, "Chevron exhaust nozzle for a gas turbine engine"

4089:". CFM International Press Release. 9 July 1998. Retrieved 16 November 2009. 3101:. (Note that these fan blades are not from a CFM56.) (Gunston, Bill (2004). 1056:

Pivoting-door thrust reversers are installed on the CFM56-5. Noise-reducing

9567: 8572: 7934: 7834: 7752: 7257: 7161: 6888: 6883: 6873: 6731: 6467: 6442: 6415: 6385: 6146: 6056: 5984: 5824: 5784: 5764: 5377: 5351: 5250: 5052: 3636:". Aviation Week's Show News Online. 24 July 2000. Retrieved 23 March 2010. 3616:". Aerospace Engineering and Manufacturing Online. Retrieved 23 March 2010. 2833: 2751: 2422: 1978: 1974: 1269:

airliner showing flattening of the nacelle at the bottom of the inlet lip.

1163: 1103: 845: 760: 641: 551: 426: 315: 270: 207: 3671:". CFM International Press Release. 14 July 2008. Retrieved 23 March 2010. 3450:

Lewis, Flora (1975). "G.E.-SNECMA Deal: U.S.-French Dispute Is Obscured".

689: 455: 9272: 9267: 9262: 9207: 9152: 8857: 8629: 7556: 7335: 7302: 7151: 7023: 6983: 6754: 6749: 6726: 6261: 6186: 6161: 6151: 6101: 6081: 6076: 6071: 5904: 5754: 5744: 5511: 5272: 3400: 3254:

Samuelson, Robert (1972). "Commerce, Security and the "Ten Ton Engine"".

3077:, in a two-shaft engine, is the shaft that is turned by the low-pressure 2858: 2848: 2844: 2307: 2300: 1874: 1815: 1766: 1704: 1622: 1421: 1200: 1141: 1029: 1000: 992: 988: 975:

dynamics, as a part of their "Tech Insertion" management plan from 2007.

963: 885:. It regulates the amount of fuel delivered to the engine by means of an 877:

combustor which is a hybrid of the two. Fuel injection is regulated by a

805: 640:

By the end of the 1970s, airlines were considering upgrading their aging

609: 539: 535: 425:. In the end, the Swiss did not purchase either aircraft, opting for the 348: 328: 105: 4215: 4100:

TAPS –A 4th Generation Propulsion Combustor Technology for Low Emissions

3489:

O'Lone, Richard (1978). Boeing to Offer 707-320 Re-engined with CFM56s.

3241: 673:

In the early 1980s Boeing selected the CFM56-3 to exclusively power the

665: 608:

selected the CFM56-2 to power their variant of the Boeing 707, the

8964: 8777: 8193: 8171: 7917: 7018: 7013: 6342: 6181: 6131: 6126: 6116: 6046: 6028: 5889: 5849: 5606: 5592: 5278: 3478:

A Survey of the Flight Testing, and Evaluation of CFM56 Series Turbofan

2829: 2430: 1947: 1826: 1273:

The first derivative of the CFM56 series, the CFM56-3 was designed for

943: 617: 555: 365: 335:

from GE and René Ravaud from Snecma, introduced themselves at the 1971

278: 211: 4763:

Julie Johnsson; Ryan Beene; Siddharth Vikram Philip (31 August 2023).

3767:"First LEAP 1A-Powered A320Neo Aircraft Delivered to Pegasus Airlines" 238:

from the US. Both companies have their own final assembly line, GE in

8867: 8819: 8587: 7191: 6352: 6211: 6191: 6023: 5531: 5497: 5440: 5382: 3095: 2983: 2446: 2191: 1950:

fan, 3D aerodynamics designed new core and low-pressure turbine with

1405: 972: 914:

GE started developing and testing a new type of combustor called the

882: 791: 482: 289: 235: 215: 934: 281:. Boeing initially expected this re-engine program (later named the 6367: 5721: 5410: 5231: 5200: 2179: 1928: 951: 874: 621: 57: 3690:. GE Aviation Press Release. 28 April 2009. Retrieved 19 May 2010. 530:(AMST) competition. Soon after, the second CFM56 was mounted on a 449:(right) prior to the 1973 U.S.–French summit in Reykjavík, Iceland 9365: 9360: 8912: 8385: 5632: 4785:"Bogus Supplier of Jet-Engine Parts May Have Faked Employees Too" 4525: 2713: 2459: 2224: 1011: 996: 600: 490: 486: 437: 368:

supersonic bomber. The company was faced with a dilemma when the

41: 1279: 542:

flow. It was the first to include a "Thrust Management System".

8538: 7008: 6898: 5493: 5464: 5213: 4503:"Boeing Details CFM56-7 Nacelle Inlet And Cowl Redesign Effort" 3437:

Yaffee, Michael (1975). "Developers Face 1975 CFM56 Decision".

2799: 2602: 2274:

no further reports have reached it after this change was made.

1428: 1158: 1129: 570: 227: 4766:"Fake Spare Parts Were Supplied to Fix Top-Selling Jet Engine" 4202:

Loheac, Pierre, Julliard, Jacques, Dravet, Alain (May 2004). "

3987:"CFM56 Engine Fleet Surpasses One Billion Engine Flight Hours" 1969:(FAA). It also powers the Boeing 737 military versions : 421:

aircraft that had been competing against a French design, the

230:

and the low-pressure turbine, and some components are made by

9247: 7984: 5586: 3741:"CFM brings elements of Evolution upgrade to A320 powerplant" 2490: 2270: 2187: 1962: 1401: 991:

on reducing jet noise. After examining configurations in the

890: 787: 314:

Research into the next generation of commercial jet engines,

4978: 4332:

Linke-Diesinger, Andreas (2008). "Thrust Reverser Systems".

4113:

CFM56-5B/-7B Tech Insertion Package On Schedule For 2007 EIS

1821:

Unlike every other variant of the CFM56, the -5C features a

9252: 3902:(Press release). Safran Aircraft Engines. 31 October 2017. 3344:

Farnsworth, Clyde (1973). "U.S. Ban Lifted on G. E. Plan".

3267:

Farnsworth, Clyde (1973). "GE, French To Make Jet Engine".

828: 779: 231: 6688: 4695:"One dead after Southwest Airlines jet engine 'explosion'" 782:-200/300 and more than 17,300 CFM56-3/-7B engines for the 767:: its average time on wing is 30,000 hours before a first 3848:"Lufthansa CFM56-5C engine achieves 100,000 flight hours" 2207: 2155:

Boeing 737-800, Boeing 737-900, BBJ/BBJ2, AEW&C, MMA

708: 331:

as potential partners, and after two company executives,

210:(GE) of the United States. GE produces the high-pressure 4725:"Jet with engine, window damage makes emergency landing" 4550:"CFM56 Engines: The Standard To Which Others Are Judged" 763:

are in the air at any given moment. It is known for its

3357:

GE-SNECMA. CFM-56 Jet Engine Joint Development (1973).

4552:(Press release). CFM International. 2 September 1996. 3876:(Press release). CFM International. 14 February 2017. 2178:

There are several recorded incidents of CFM56 engines

558:

airliners, including the related military tanker, the

351:. Pratt & Whitney was considering upgrading their 4269:(Press release). CFM International. 7 December 1996. 3957:"Bjorn's Corner: Aircraft engine maintenance, Part 1" 3850:(Press release). CFM International. 8 November 2016. 3822:"30,000th CFM56 engine comes off the production-line" 3607:

Preparing for the future of aircraft engines – TECH56

194:(CFMI), with a thrust range of 18,500 to 34,000 4953:. 28 January 2008. pp. 137–138. Archived from 4014:"CFM sees all-new airliner possible by early 2030s" 3658:. November 2007. Retrieved 23 March 2010. pp. 26–7. 873:, where each combustion chamber is separate, and a 5190: 4764: 4208:American Institute of Aeronautics and Astronautics 4087:CFM'S Advanced Double Annular Combustor Technology 4011: 3824:(Press release). CFM international. 12 July 2016. 790:. In July 2016, CFM had 3,000 engines in backlog. 5208: 4657: 4438:(Press release). CFM International. 22 May 1995. 4409:". CFM International. Retrieved 20 November 2009. 4204:CFM56 Jet Noise Reduction with the Chevron Nozzle 3989:(Press release). CFM international. 4 June 2019. 3900:"CFM56 fleet surpasses 500 million flight cycles" 3798:(Press release). CFM international. 2 June 2016. 3652:Tech Insertion: Eternal youth for the CFM56 (pdf) 3138: 3136: 771:, with the current fleet record at 50,000 hours. 718: 9597: 4515: 4336:. Springer Berlin Heidelberg. pp. 167–178. 3796:"CFM56 fleet surpasses 800 million flight hours" 3384:. CFM International. Retrieved 10 November 2009. 2132:Boeing 737-700, Boeing 737-800, Boeing 737-900, 253:The CFM56 first ran in 1974. By April 1979, the 4436:"First CFM56-7 Engine to Test Runs on Schedule" 4331: 4320:Section D.1.3 Thrust Reverser Description (pdf) 4005: 3728:"CFM56-7BE achieves FAA and EASA certification" 3042:separate exhaust points, the flow is "unmixed". 2194:to continuously ignite under these conditions. 1380:Boeing 737-300, Boeing 737-400, Boeing 737-500 987:GE and Snecma also tested the effectiveness of 861:Swirl fuel nozzles of a CFM56 annular combustor 3704:Airbus Weighs Modified CFM56-5 Upgrade Options 3335:. 7 January 1978, p. 8. Retrieved 9 June 2010. 3227: 3225: 3223: 3221: 3219: 3217: 3215: 3213: 3133: 2012: 1846: 1594: 1461: 1303: 493:design, and was initially responsible for the 432: 6674: 5694: 5176: 4981:"Civil Jet Aircraft Design: Engine Data File" 4979:Lloyd R. Jenkinson & al. (30 July 1999). 4874: 4872: 4807: 4805: 4267:"An In-Depth Look at the New Industry Leader" 3502:"Plan to Reengine 707 With CFM56 Suspended". 3192:Norris, Guy (1999). CFM56: Engine of Change. 3105:. Cambridge University Press. 2004. p.558-9.) 1946:Improvements are due to its 61-inch titanium 4425:". CFM International. Retrieved 12 May 2012. 4396:". CFM International. Retrieved 12 May 2010. 4380:". CFM International. Retrieved 12 May 2010. 4256:". CFM International. Retrieved 12 May 2010. 4238:". CFM International. Retrieved 12 May 2010. 4154: 4152: 4150: 4144:. 3 August 2004. Retrieved 17 November 2009. 4044:"CIT Selects CFM56-5B for new A321 aircraft" 3733: 3596:. The Boeing Company. Retrieved 19 May 2010. 3531:"GE, French Firm Get Jet Engines Contract". 3425:". CFM International. Retrieved 12 May 2010. 755:As of June 2016, the CFM56 is the most-used 697: 4544: 4542: 4465: 4463: 4461: 4459: 4457: 4417: 4415: 4367:. CFM International. Retrieved 12 May 2010. 4290: 4288: 4230: 4228: 4226: 4173:. 11 June 1991. Retrieved 17 November 2009. 3954: 3790: 3788: 3628: 3626: 3624: 3622: 3303: 3301: 3280:GE-SNECMA Jet Engine Joint Venture (1972). 3231: 3210: 3142: 2454:(double annular for -5B/2 and -7B/2 "DAC") 538:flow, rather than a short bypass duct with 6681: 6667: 5701: 5687: 5183: 5169: 4869: 4802: 4654:. 1 July 1989. Retrieved 11 December 2009. 4608:Safety Recommendation A-05-19 and 20 (pdf) 4388: 4386: 4358: 4248: 4246: 4244: 3573: 3571: 3569: 3567: 3470: 3387: 3188: 3186: 3184: 3182: 3180: 3178: 3176: 3174: 3172: 3170: 2277: 2173: 1097:superalloy, giving them high strength and 693:The CFM56 Being tested on GE's 747 in 2002 360:engine rather than its much more advanced 206:(formerly known as Snecma) of France, and 202:). CFMI is a 50–50 joint-owned company of 4885:. EASA. 28 September 2017. Archived from 4147: 4126:"CFMI details insertion plan for Tech 56" 3926:"GE/CFM in "lockstep" with Boeing on NMA" 3646: 3644: 3642: 3544:"CFM56 Selected for KC-135 Re-engining". 3520:KC-135/CFM56 Re-engine, The Best Solution 3433: 3431: 3359:National Security Decision Memorandum 220 3307:"A Rebuff to Pompidou on Engine" (1972). 3282:National Security Decision Memorandum 189 3232:Bilien, Jean; Matta, Ram (31 July 1989). 1064:The CFM56 is designed to support several 515:CFM56-2, the first variant of the CFM56. 4539: 4454: 4412: 4285: 4223: 3866: 3814: 3785: 3619: 3514: 3512: 3338: 3298: 3145:"Leap Deliveries About To Outpace CFM56" 1927: 1799: 1561: 1415: 1260: 1123: 1080: 1051: 1010: 933: 856: 688: 684: 664: 631: 569: 436: 186:) series is a Franco-American family of 4687: 4581:. CFM International. 13 December 2005. 4383: 4309:. 18 April 1981. Retrieved 1 June 2010. 4259: 4241: 4012:Max Kingsley-Jones (17 November 2019). 3874:"2016 CFM orders surpass 2,600 engines" 3564: 3463:"YC-15 Enters New Flight Test Series". 3393: 3167: 3064:. (The pictured engine is not a CFM56.) 2269:that CFM International had revised its 1427:The CFM56-5 series is designed for the 1395:family of aircraft. Competing with the 1060:can also be seen at the engine's rear. 14: 9598: 5083:: CS1 maint: archived copy as title ( 5037:: CS1 maint: archived copy as title ( 4917:. EASA. 3 January 2016. Archived from 3698: 3696: 3639: 3444: 3428: 750: 319:engine in this class. They considered 6662: 5682: 5164: 4516:David Shepardson (13 December 2023). 4483:from the original on 20 December 2016 4273:from the original on 10 December 2019 4024:from the original on 17 November 2019 3936:from the original on 10 December 2019 3906:from the original on 10 December 2019 3880:from the original on 10 December 2019 3854:from the original on 10 December 2019 3828:from the original on 10 December 2019 3802:from the original on 10 December 2019 3773:from the original on 10 December 2019 3747:from the original on 22 December 2016 3717:. 12 May 2010. Retrieved 19 May 2010. 3509: 3261: 3034: 3032: 3019: 3017: 3015: 2257: 1963:Extended range twin engine Operations 1956:Full Authority Digital Engine Control 1265:A CFM56-3 series engine mounted on a 865:Most variants of the CFM56 feature a 574:A nose-on view of several re-engined 4857:from the original on 26 October 2018 4825:from the original on 26 October 2018 4600: 4556:from the original on 16 January 2017 4092: 3559:Aviation Week & Space Technology 3546:Aviation Week & Space Technology 3504:Aviation Week & Space Technology 3491:Aviation Week & Space Technology 3465:Aviation Week & Space Technology 3439:Aviation Week & Space Technology 3248: 2213: 2007: 1971:Airborne Early Warning & Control 1841: 1804:Two of four CFM56-5C installed on a 1589: 1456: 1298: 616:selected the CFM56-2 to power their 461: 409:appealed directly to U.S. President 4613: 3769:. CFM International. 21 July 2016. 3693: 3557:"United Picks CFM56 for DC-8-60s". 269:chose the CFM56 to re-engine their 24: 4983:. Elsevier/Butterworth-Heinemann. 4756: 4735:from the original on 19 April 2018 4705:from the original on 17 April 2018 4074:Aviation Week and Space Technology 4054:from the original on 23 March 2016 3029: 3012: 2266:Aviation Week and Space Technology 1965:(ETOPS) certification from the US 1795: 1557: 1435: 1047: 1006: 620:aircraft (also related to the 707 545: 25: 9632: 9616:General Electric aircraft engines 5095: 4675:from the original on 6 April 2017 4665:"NTSB Identification: DCA16FA217" 3967:from the original on 4 March 2017 3155:from the original on 20 July 2018 2383: 1923: 1411: 1386: 1256: 1119: 454:Presidents Nixon and Pompidou in 390:United States Department of State 4641:Derating Clears CFM56-3Cs to Fly 4588:from the original on 17 May 2018 4442:from the original on 1 June 2016 3993:from the original on 7 June 2019 2546:214–216 cm (84–85 in) 2523:183–200 cm (72–79 in) 2509:259.97 cm (102.35 in) 636:The CFM-56 installed on the DC-8 526:, an entrant in the Air Force's 383: 40: 5065:from the original on 5 May 2021 5045: 5019:from the original on 5 May 2021 4999: 4987:from the original on 6 May 2021 4972: 4936: 4904: 4837: 4777: 4747: 4717: 4633: 4568: 4509: 4505:. Aviation Week. 1 August 2023. 4495: 4428: 4399: 4370: 4325: 4312: 4196: 4182:Brausch, John F. et al (2002). 4176: 4135: 4118: 4105: 4079: 4066: 4036: 3979: 3948: 3918: 3892: 3840: 3759: 3720: 3674: 3661: 3599: 3580: 3551: 3538: 3525: 3496: 3483: 3457: 3415: 3375: 3351: 3108: 3084: 3067: 3045: 2378:McDonnell Douglas DC-8 Super 70 2289: 2085:Boeing 737-600, Boeing 737-700 1967:Federal Aviation Administration 1825:, which offers slightly higher 222:, Safran manufactures the fan, 4072:Croft, John. "Fueling fears", 3314: 3274: 3103:Cambridge Aerospace Dictionary 2512:262.2 cm (103.2 in) 2252:Southwest Airlines Flight 1380 2245:Southwest Airlines Flight 3472 2161: 2050:20,600 lbf (91.6 kN) 2028:19,500 lbf (86.7 kN) 1986:Southwest Airlines Flight 1380 1519:22,000 lbf (97.9 kN) 916:Twin Annular Premixing Swirler 528:Advanced Medium STOL Transport 500: 374:Advanced Medium STOL Transport 13: 1: 4476:. Safran/Snecma. March 2011. 3394:Kennedy, Rick (30 May 2019). 3126: 2892:0.3266–0.3536 lb/(lbf⋅h) 2561:182.9 cm (72.0 in) 2555:210.5 cm (82.9 in) 2552:210.1 cm (82.7 in) 2549:181.7 cm (71.5 in) 2538:211.8 cm (83.4 in) 2535:194.6 cm (76.6 in) 2532:190.8 cm (75.1 in) 2529:190.8 cm (75.1 in) 2526:201.8 cm (79.4 in) 2515:250.8 cm (98.7 in) 2506:242.2 cm (95.4 in) 2503:236.4 cm (93.1 in) 2152:5,216 lb (2,370 kg) 2143:27,300 lbf (121 kN) 2129:5,216 lb (2,370 kg) 2120:26,300 lbf (117 kN) 2102:5,216 lb (2,370 kg) 2093:24,200 lbf (108 kN) 2082:5,216 lb (2,370 kg) 2073:22,700 lbf (101 kN) 2059:5,216 lb (2,370 kg) 2037:5,216 lb (2,370 kg) 1914:8,796 lb (3,990 kg) 1905:34,000 lbf (151 kN) 1894:8,796 lb (3,990 kg) 1885:32,500 lbf (145 kN) 1871:8,796 lb (3,990 kg) 1862:31,200 lbf (139 kN) 1786:5,250 lb (2,380 kg) 1777:23,300 lbf (100 kN) 1763:5,250 lb (2,380 kg) 1743:5,250 lb (2,380 kg) 1734:27,000 lbf (120 kN) 1723:5,250 lb (2,380 kg) 1714:23,500 lbf (100 kN) 1701:5,250 lb (2,380 kg) 1681:5,250 lb (2,380 kg) 1672:27,000 lbf (120 kN) 1661:5,250 lb (2,380 kg) 1652:33,000 lbf (150 kN) 1641:5,250 lb (2,380 kg) 1632:31,000 lbf (140 kN) 1619:5,250 lb (2,380 kg) 1610:30,000 lbf (130 kN) 1548:4,995 lb (2,270 kg) 1539:23,500 lbf (105 kN) 1528:4,995 lb (2,270 kg) 1508:4,995 lb (2,270 kg) 1499:26,500 lbf (118 kN) 1486:4,995 lb (2,270 kg) 1477:25,000 lbf (111 kN) 1377:4,301 lb (1,950 kg) 1368:23,500 lbf (100 kN) 1354:4,301 lb (1,950 kg) 1328:4,276 lb (1,940 kg) 1245:4,635 lb (2,100 kg) 1219:4,671 lb (2,120 kg) 1193:4,820 lb (2,190 kg) 1184:24,000 lbf (110 kN) 1015:Fan and fan case of a CFM56-5 929: 660: 9606:High-bypass turbofan engines 5712:gas turbine aircraft engine 5154:"CFM56-7B Half-cutaway View" 5130:"CFM56: Power and the glory" 5118:"CFM56 Rejuvenates the DC-8" 3955:Bjorn Fehrm (3 March 2017). 3372:. Retrieved 9 November 2009. 3295:. Retrieved 9 November 2009. 3196:. 19–25 May 1999. Online at 3143:John Morris (16 July 2018). 1754:21,600 lbf (96 kN) 1692:22,000 lbf (98 kN) 1345:22,000 lbf (98 kN) 1319:20,000 lbf (89 kN) 1236:22,000 lbf (98 kN) 1210:22,000 lbf (98 kN) 887:electrohydraulic servo valve 852: 445:(left) and French President 7: 4576:"Flight Operations Support" 4342:10.1007/978-3-540-73619-6_8 3311:. 30 September 1972, p. 39. 3119:dry weight of an automobile 2945: 2902:0.356–0.386 lb/(lbf⋅h) 2897:0.326–0.336 lb/(lbf⋅h) 2882:0.386–0.396 lb/(lbf⋅h) 2877:0.366–0.376 lb/(lbf⋅h) 2814:72.3 in (184 cm) 2811:68.3 in (173 cm) 2805:68.3 in (173 cm) 2361:Boeing KC-135R Stratotanker 2199:Garuda Indonesia Flight 421 1128:An original CFM56-2 at the 1114: 505: 433:1973 Nixon–Pompidou meeting 182:(U.S. military designation 121:Boeing KC-135R Stratotanker 10: 9637: 5370:International Aero Engines 4818:. EASA. 28 November 2008. 4294:Velupillai, David (1981). 4193:. Retrieved 22 March 2010. 4076:, 18 February 2013, p. 33. 3467:. 21 February 1977, p. 27. 3441:. 24 February 1975, p. 41. 2989:Pratt & Whitney PW6000 2937:15.4 g/(kN⋅s) (-5C2) 2932:15.4 g/(kN⋅s) (-5B4) 2927:16.9 g/(kN⋅s) (-5A1) 2922:18.9 g/(kN⋅s) (-3C1) 2865:Boeing 737 Next Generation 2324:Boeing 737 Next Generation 2154: 2131: 2104: 2084: 2061: 2039: 1954:high-pressure turbine and 1941:Boeing 737 Next Generation 1916: 1896: 1873: 1788: 1765: 1745: 1725: 1703: 1683: 1663: 1643: 1621: 1550: 1530: 1510: 1488: 1379: 1356: 1330: 1247: 1221: 1195: 1076: 978: 839: 735: 565: 364:engine, developed for the 309: 304: 116:Boeing 737 Next Generation 9586: 9535: 9399: 9318: 8557: 8416: 7539: 7240: 7039: 6697: 6623: 6366: 6022: 5720: 5658: 5640: 5631: 5613: 5601:MTU Turbomeca Rolls-Royce 5599: 5585: 5570: 5556: 5538: 5524: 5510: 5492: 5477: 5462: 5438: 5423: 5409: 5391: 5368: 5350: 5336: 5322: 5308: 5285: 5271: 5257: 5239: 5230: 5199: 4165:13 September 2017 at the 3612:29 September 2012 at the 3535:. 8 November 1978, p. 14. 2967:General Electric Affinity 2894:9.25–10.02 g/(kN⋅s) 2817:61 in (155 cm) 2810: 2808:60 in (152 cm) 2755: 2558:225 cm (89 in) 2500:243 cm (96 in) 2488: 2479: 2463: 2450: 2437: 2434: 2416: 1042:specific fuel consumption 1040:of the engine (improving 834: 698:Tech56 and Tech Insertion 190:aircraft engines made by 167:General Electric Affinity 126:McDonnell Douglas DC-8-70 48: 39: 34: 4646:22 December 2015 at the 4318:NTSB No: DCA-06-MA-009. 4160:CFM56 rises to challenge 3686:11 December 2010 at the 3548:. 28 January 1980, p. 18 3493:. 14 August 1978, p. 40. 3476:Shivaram, Malur (1988). 3368:16 November 2013 at the 3327:27 December 2016 at the 3291:16 November 2013 at the 3271:, 23 June 1973, p. 11-A. 3258:. 8 October 1972, p. H7. 3060:5 September 2018 at the 3006: 3001:List of aircraft engines 2917:18 g/(kN⋅s) (-2B1) 2904:10.1–10.9 g/(kN⋅s) 2884:10.9–11.2 g/(kN⋅s) 2879:10.4–10.7 g/(kN⋅s) 1996:CFM56-7B specifications 867:single-annular combustor 831:10 million (list price) 589:Pratt & Whitney JT8D 585:Pratt & Whitney TF33 520:Pratt & Whitney JT8D 485:, and the high-pressure 273:aircraft as part of the 27:Turbofan aircraft engine 9621:Snecma aircraft engines 9588:Unknown or not assigned 6690:United States Air Force 4850:. EASA. 17 April 2018. 4219:(subscription required) 3709:14 October 2017 at the 3634:"Son of CFM56" – TECH56 3533:The Wall Street Journal 3506:. 28 April 1980. p. 35. 3198:CFM56: Engine of Change 2634:20,600–27,300 lbf 2629:31,200–34,000 lbf 2624:30,000–32,000 lbf 2619:22,000–26,500 lbf 2614:20,100–23,520 lbf 2609:24,000–21,580 lbf 2584:2,454.8–2,500.6 kg 2278:Parts of unknown origin 2174:Rain and hail ingestion 1023:The CFM56 fan features 731: 627: 612:, in 1982. In 1984 the 596:Pratt & Whitney J57 524:McDonnell Douglas YC-15 370:United States Air Force 204:Safran Aircraft Engines 180:CFM International CFM56 69:France / United States 49:Rear view of a CFM56-5 9611:1970s turbofan engines 6625:Adaptive cycle engines 5710:United States military 5558:Europrop International 4098:Mongia, Hukam (2003). 3632:Morris, John (2000). " 3561:. 9 April 1979, p. 19. 3454:. 5 March 1975, p. 53. 3348:. 23 June 1973, p. 37. 2957:CFM International LEAP 2899:9.2–9.5 g/(kN⋅s) 2887:0.3316 lb/(lbf⋅h) 2170:hydromechanical unit. 1936: 1811: 1567: 1424: 1270: 1133: 1086: 1061: 1016: 939: 862: 738:CFM International LEAP 694: 670: 637: 579: 532:Sud Aviation Caravelle 450: 401:on 19 September 1972. 163:CFM International LEAP 5615:Rolls-Royce Turbomeca 5479:Rolls-Royce Turbomeca 5338:GE Honda Aero Engines 4944:"Gas Turbine Engines" 3650:Angrand, A. (2007). " 3587:Boeing 737 Deliveries 3284:. 19 September 1972. 3149:Aviation Week Network 2962:General Electric F101 2935:0.545 lb/(lbf⋅h) 2930:0.545 lb/(lbf⋅h) 2925:0.596 lb/(lbf⋅h) 2920:0.667 lb/(lbf⋅h) 2627:138.78–151.24 kN 2622:133.45–142.34 kN 2220:Kegworth air disaster 1931: 1917:Airbus A340-213/-313 1897:Airbus A340-212/-312 1803: 1565: 1419: 1264: 1127: 1107:"Evolution" upgrade. 1084: 1055: 1014: 937: 860: 692: 685:Continued development 668: 635: 614:Royal Saudi Air Force 573: 440: 394:Department of Defense 372:(USAF) announced its 299:Kegworth air disaster 171:General Electric GE90 151:General Electric F101 5134:Flight International 5122:Flight International 4652:Flight International 4365:"CFM56-3 Technology" 4307:Flight International 4301:5 March 2016 at the 4171:Flight International 4142:Flight International 4130:Flight International 3743:. flightglobal.com. 3702:Norris, Guy (2010). 3592:3 April 2020 at the 3333:Flight International 3322:Tooling up for Tiger 3269:St. Petersburg Times 3203:5 March 2016 at the 3194:Flight International 3039:Unmixed Exhaust Flow 2915:0.65 lb/(lbf⋅h) 2632:91.63–121.43 kN 2617:97.86–117.87 kN 2607:106.76–95.99 kN 2596:5,260–5,359 lb 2586:5,412–5,513 lb 2576:4,308–4,334 lb 2571:4,716–4,850 lb 2329:Boeing 737 AEW&C 1823:mixed-exhaust nozzle 1789:Airbus A318, A318CJ 1746:Airbus A319, A319CJ 1223:KC-135R Stratotanker 1073:the reverse thrust. 881:unit (HMU) built by 757:high-bypass turbofan 719:CFM56-7B "Evolution" 429:E Tiger II instead. 218:, and high-pressure 188:high-bypass turbofan 5642:Pratt & Whitney 5544:Pratt & Whitney 5397:Pratt & Whitney 5245:Rolls-Royce Limited 5142:"CFM56-5C2 Cutaway" 4626:1 June 2012 at the 4423:CFM56-5C Technology 4394:CFM56-5A Technology 4236:CFM56-5B Technology 4216:10.2514/6.2004-3044 4189:24 January 2013 at 3256:The Washington Post 3242:10.2514/6.1989-2038 3234:"The CFM56 venture" 2951:Related development 2889:9.39 g/(kN⋅s) 2739:1,027–1,065 lb 2612:89.41–104.6 kN 2594:2,386–2,431 kg 2574:1,954–1,966 kg 2569:2,139–2,200 kg 2346:Boeing Business Jet 2339:Boeing P-8 Poseidon 2334:Boeing C-40 Clipper 1997: 1990:Part 25 regulations 1981:Maritime Aircraft. 1093:are "grown" from a 751:Operational history 560:KC-135 Stratotanker 321:Pratt & Whitney 140:32,645 (June 2018) 5714:designation system 5324:EuroJet Turbo GmbH 5191:Joint development 4960:on 6 November 2018 4924:on 26 October 2018 4296:CFM56 Comes of Age 4254:CFM56-2 Technology 3452:The New York Times 3346:The New York Times 3309:The New York Times 3075:Low-Pressure Shaft 3024:Mixed Exhaust Flow 2978:Comparable engines 2854:Airbus A320 family 2840:Boeing 737 Classic 2685:LP 5175, HP 14460 2682:LP 4784, HP 14460 2679:LP 5000, HP 14460 2676:LP 5000, HP 14460 2673:LP 5179, HP 14460 2670:LP 5176, HP 14460 2441:1 fan, 3 LP, 9 HP 2438:1 fan, 4 LP, 9 HP 2435:1 fan, 3 LP, 9 HP 2356:Boeing E-6 Mercury 2351:Boeing E-3D Sentry 2319:Boeing 737 Classic 2296:Airbus A320 family 2258:Fuel flow problems 2250:On 17 April 2018, 2237:high-cycle fatigue 1995: 1937: 1812: 1726:Airbus A319, A320 1568: 1442:Airbus A320 family 1425: 1275:Boeing 737 Classic 1271: 1134: 1087: 1062: 1017: 942:The high-pressure 940: 863: 784:Boeing 737 Classic 695: 671: 638: 606:United States Navy 580: 451: 419:LTV A-7 Corsair II 283:Boeing 737 Classic 111:Boeing 737 Classic 101:Airbus A320 family 93:Major applications 9593: 9592: 6656: 6655: 5676: 5675: 5672: 5671: 5660:CFM International 5627: 5626: 5287:CFM International 5226: 5225: 4731:. 18 April 2018. 4701:. 17 April 2018. 4351:978-3-540-73618-9 4050:. 12 March 2015. 4048:CFM International 4046:(Press release). 3932:. 22 March 2018. 3518:Kazin, S (1983). 2943: 2942: 2214:Fan blade failure 2159: 2158: 1921: 1920: 1816:A340-200 and -300 1793: 1792: 1555: 1554: 1384: 1383: 1254: 1253: 926:and -7B engines. 655:Flying Tiger Line 468:CFM International 462:CFM International 347:turbofan for the 316:high-bypass ratio 192:CFM International 176: 175: 78:CFM International 16:(Redirected from 9628: 9574: 9564: 9559: 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5089: 5088: 5082: 5074: 5072: 5070: 5064: 5057: 5049: 5043: 5042: 5036: 5028: 5026: 5024: 5018: 5011: 5003: 4997: 4996: 4994: 4992: 4976: 4970: 4969: 4967: 4965: 4959: 4948: 4940: 4934: 4933: 4931: 4929: 4923: 4916: 4908: 4902: 4901: 4899: 4897: 4892:on 11 April 2019 4891: 4884: 4876: 4867: 4866: 4864: 4862: 4856: 4849: 4841: 4835: 4834: 4832: 4830: 4824: 4817: 4809: 4800: 4799: 4797: 4795: 4781: 4775: 4774: 4768: 4760: 4754: 4751: 4745: 4744: 4742: 4740: 4721: 4715: 4714: 4712: 4710: 4691: 4685: 4684: 4682: 4680: 4661: 4655: 4637: 4631: 4617: 4611: 4604: 4598: 4597: 4595: 4593: 4587: 4580: 4572: 4566: 4565: 4563: 4561: 4546: 4537: 4536: 4534: 4532: 4513: 4507: 4506: 4499: 4493: 4492: 4490: 4488: 4482: 4475: 4467: 4452: 4451: 4449: 4447: 4432: 4426: 4419: 4410: 4407:CFM56-5B History 4403: 4397: 4390: 4381: 4378:CFM56-5A History 4374: 4368: 4362: 4356: 4355: 4329: 4323: 4316: 4310: 4292: 4283: 4282: 4280: 4278: 4263: 4257: 4250: 4239: 4232: 4221: 4220: 4200: 4194: 4180: 4174: 4156: 4145: 4139: 4133: 4132:, 4 August 2004. 4122: 4116: 4109: 4103: 4096: 4090: 4083: 4077: 4070: 4064: 4063: 4061: 4059: 4040: 4034: 4033: 4031: 4029: 4009: 4003: 4002: 4000: 3998: 3983: 3977: 3976: 3974: 3972: 3952: 3946: 3945: 3943: 3941: 3922: 3916: 3915: 3913: 3911: 3896: 3890: 3889: 3887: 3885: 3870: 3864: 3863: 3861: 3859: 3844: 3838: 3837: 3835: 3833: 3818: 3812: 3811: 3809: 3807: 3792: 3783: 3782: 3780: 3778: 3763: 3757: 3756: 3754: 3752: 3737: 3731: 3724: 3718: 3700: 3691: 3678: 3672: 3665: 3659: 3648: 3637: 3630: 3617: 3603: 3597: 3584: 3578: 3575: 3562: 3555: 3549: 3542: 3536: 3529: 3523: 3516: 3507: 3500: 3494: 3487: 3481: 3474: 3468: 3461: 3455: 3448: 3442: 3435: 3426: 3419: 3413: 3412: 3410: 3408: 3391: 3385: 3379: 3373: 3355: 3349: 3342: 3336: 3318: 3312: 3305: 3296: 3278: 3272: 3265: 3259: 3252: 3246: 3245: 3229: 3208: 3190: 3165: 3164: 3162: 3160: 3140: 3121: 3112: 3106: 3088: 3082: 3071: 3065: 3049: 3043: 3036: 3027: 3021: 2746:307–355 kg 2741:466–483 kg 2736:368–439 kg 2731:370–397 kg 2726:289–322 kg 2721:356–371 kg 2481:Hydro-mechanical 2388: 2387: 2315:(prototype only) 2105:Boeing 737-700, 2062:Boeing 737-600, 2014: 2009: 1998: 1994: 1848: 1843: 1832: 1831: 1596: 1591: 1580: 1579: 1463: 1458: 1447: 1446: 1357:Boeing 737-300, 1305: 1300: 1289: 1288: 1152: 1151: 815:axial compressor 447:Georges Pompidou 407:Georges Pompidou 242:, and Safran in 198:(82 to 150 159: 147: 137: 94: 66: 44: 32: 31: 21: 9636: 9635: 9631: 9630: 9629: 9627: 9626: 9625: 9596: 9595: 9594: 9589: 9582: 9572: 9562: 9557: 9552: 9542: 9531: 9526: 9516: 9506: 9496: 9486: 9481: 9476: 9471: 9466: 9456: 9441: 9436: 9431: 9411: 9406: 9395: 9390: 9380: 9370: 9350: 9345: 9340: 9335: 9325: 9314: 9309: 9304: 9299: 9294: 9234: 9224: 9194: 9189: 9159: 9134: 9104: 9099: 9094: 9079: 9059: 9049: 8999: 8994: 8979: 8974: 8969: 8939: 8934: 8849: 8844: 8839: 8834: 8799: 8794: 8759: 8754: 8749: 8744: 8734: 8689: 8679: 8669: 8659: 8654: 8649: 8644: 8634: 8553: 8548: 8528: 8508: 8498: 8478: 8458: 8448: 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4909: 4905: 4895: 4893: 4889: 4882: 4878: 4877: 4870: 4860: 4858: 4854: 4847: 4843: 4842: 4838: 4828: 4826: 4822: 4815: 4811: 4810: 4803: 4793: 4791: 4783: 4782: 4778: 4761: 4757: 4752: 4748: 4738: 4736: 4723: 4722: 4718: 4708: 4706: 4693: 4692: 4688: 4678: 4676: 4663: 4662: 4658: 4648:Wayback Machine 4638: 4634: 4628:Wayback Machine 4618: 4614: 4605: 4601: 4591: 4589: 4585: 4578: 4574: 4573: 4569: 4559: 4557: 4548: 4547: 4540: 4530: 4528: 4514: 4510: 4501: 4500: 4496: 4486: 4484: 4480: 4473: 4469: 4468: 4455: 4445: 4443: 4434: 4433: 4429: 4420: 4413: 4404: 4400: 4391: 4384: 4375: 4371: 4363: 4359: 4352: 4330: 4326: 4317: 4313: 4303:Wayback Machine 4293: 4286: 4276: 4274: 4265: 4264: 4260: 4251: 4242: 4233: 4224: 4218: 4201: 4197: 4181: 4177: 4167:Wayback Machine 4157: 4148: 4140: 4136: 4123: 4119: 4110: 4106: 4097: 4093: 4084: 4080: 4071: 4067: 4057: 4055: 4042: 4041: 4037: 4027: 4025: 4010: 4006: 3996: 3994: 3985: 3984: 3980: 3970: 3968: 3953: 3949: 3939: 3937: 3924: 3923: 3919: 3909: 3907: 3898: 3897: 3893: 3883: 3881: 3872: 3871: 3867: 3857: 3855: 3846: 3845: 3841: 3831: 3829: 3820: 3819: 3815: 3805: 3803: 3794: 3793: 3786: 3776: 3774: 3765: 3764: 3760: 3750: 3748: 3739: 3738: 3734: 3726:Ostrower, Jon. 3725: 3721: 3711:Wayback Machine 3701: 3694: 3688:Wayback Machine 3679: 3675: 3666: 3662: 3656:SAFRAN magazine 3649: 3640: 3631: 3620: 3614:Wayback Machine 3604: 3600: 3594:Wayback Machine 3585: 3581: 3576: 3565: 3556: 3552: 3543: 3539: 3530: 3526: 3517: 3510: 3501: 3497: 3488: 3484: 3475: 3471: 3462: 3458: 3449: 3445: 3436: 3429: 3420: 3416: 3406: 3404: 3392: 3388: 3380: 3376: 3370:Wayback Machine 3361:. 4 June 1973. 3356: 3352: 3343: 3339: 3329:Wayback Machine 3319: 3315: 3306: 3299: 3293:Wayback Machine 3279: 3275: 3266: 3262: 3253: 3249: 3230: 3211: 3205:Wayback Machine 3191: 3168: 3158: 3156: 3141: 3134: 3129: 3124: 3113: 3109: 3089: 3085: 3072: 3068: 3062:Wayback Machine 3050: 3046: 3037: 3030: 3022: 3013: 3009: 2972:PowerJet SaM146 2948: 2936: 2931: 2926: 2921: 2916: 2903: 2898: 2893: 2888: 2883: 2878: 2847: 2832: 2828: 2745: 2744:677–782 lb 2740: 2735: 2734:811–968 lb 2730: 2729:816–876 lb 2725: 2724:638–710 lb 2720: 2719:784–817 lb 2633: 2628: 2623: 2618: 2613: 2608: 2595: 2590: 2589:2,644.4 kg 2585: 2580: 2575: 2570: 2386: 2292: 2280: 2260: 2243:In August 2016 2229:British Midland 2216: 2184:TACA Flight 110 2176: 2164: 1926: 1809:Airbus A340-300 1798: 1796:CFM56-5C series 1576: 1560: 1558:CFM56-5B series 1438: 1436:CFM56-5A series 1420:CFM56-5B on an 1414: 1389: 1259: 1249:Douglas DC-8-70 1122: 1117: 1104:aerodynamically 1079: 1066:thrust reverser 1050: 1048:Thrust reverser 1038:fuel efficiency 1009: 1007:Fan and booster 981: 958:in the system ( 956:accessory units 932: 924: 910: 902: 879:hydromechanical 855: 842: 837: 753: 740: 734: 721: 714: 709:nitrogen oxides 705:fuel efficiency 700: 687: 663: 651:Delta Air Lines 646:United Airlines 630: 587:and an updated 568: 548: 546:First customers 540:unmixed exhaust 522:engines on the 508: 503: 464: 443:President Nixon 435: 399:Henry Kissinger 386: 333:Gerhard Neumann 312: 307: 263:United Airlines 259:Delta Air Lines 248:aircraft engine 169: 165: 157: 145: 135: 130: 92: 65:National origin 64: 28: 23: 22: 15: 12: 11: 5: 9634: 9624: 9623: 9618: 9613: 9608: 9591: 9590: 9587: 9584: 9583: 9581: 9580: 9575: 9570: 9565: 9560: 9555: 9550: 9545: 9539: 9537: 9533: 9532: 9530: 9529: 9524: 9519: 9514: 9509: 9504: 9499: 9494: 9489: 9484: 9479: 9474: 9469: 9464: 9459: 9454: 9449: 9444: 9439: 9434: 9429: 9428: 9427: 9422: 9414: 9409: 9403: 9401: 9397: 9396: 9394: 9393: 9388: 9383: 9378: 9373: 9368: 9363: 9358: 9353: 9348: 9343: 9338: 9333: 9328: 9322: 9320: 9316: 9315: 9313: 9312: 9307: 9302: 9297: 9292: 9291: 9290: 9285: 9280: 9275: 9270: 9265: 9260: 9255: 9250: 9245: 9237: 9232: 9227: 9222: 9221: 9220: 9215: 9210: 9202: 9197: 9192: 9187: 9186: 9185: 9180: 9172: 9167: 9162: 9157: 9156: 9155: 9150: 9145: 9137: 9132: 9131: 9130: 9125: 9117: 9112: 9107: 9102: 9097: 9092: 9087: 9082: 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6911: 6906: 6901: 6896: 6891: 6886: 6881: 6876: 6871: 6870: 6869: 6864: 6859: 6854: 6849: 6839: 6838: 6837: 6832: 6827: 6819: 6818: 6817: 6812: 6804: 6799: 6794: 6789: 6784: 6779: 6774: 6769: 6764: 6759: 6758: 6757: 6752: 6744: 6739: 6734: 6729: 6724: 6719: 6718: 6717: 6707: 6701: 6699: 6695: 6694: 6692:system numbers 6686: 6685: 6678: 6671: 6663: 6654: 6653: 6651: 6650: 6645: 6640: 6635: 6629: 6627: 6621: 6620: 6618: 6617: 6612: 6607: 6602: 6597: 6592: 6587: 6582: 6577: 6571: 6570: 6565: 6560: 6555: 6550: 6545: 6540: 6535: 6530: 6525: 6520: 6515: 6510: 6505: 6500: 6495: 6490: 6485: 6480: 6475: 6470: 6465: 6460: 6455: 6450: 6445: 6440: 6435: 6430: 6425: 6419: 6418: 6413: 6408: 6403: 6398: 6393: 6388: 6383: 6378: 6372: 6370: 6364: 6363: 6361: 6360: 6355: 6350: 6345: 6340: 6335: 6330: 6325: 6320: 6315: 6309: 6308: 6303: 6298: 6293: 6288: 6282: 6281: 6276: 6270: 6269: 6264: 6259: 6254: 6249: 6244: 6239: 6234: 6229: 6224: 6219: 6214: 6209: 6204: 6199: 6194: 6189: 6184: 6179: 6174: 6169: 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3524: 3508: 3495: 3482: 3469: 3456: 3443: 3427: 3414: 3386: 3374: 3363:NSDM 220 (pdf) 3350: 3337: 3313: 3297: 3286:NSDM 189 (pdf) 3273: 3260: 3247: 3209: 3166: 3131: 3130: 3128: 3125: 3123: 3122: 3107: 3083: 3066: 3044: 3028: 3010: 3008: 3005: 3004: 3003: 2992: 2991: 2986: 2975: 2974: 2969: 2964: 2959: 2947: 2944: 2941: 2940: 2938: 2933: 2928: 2923: 2918: 2913: 2906: 2905: 2900: 2895: 2890: 2885: 2880: 2875: 2868: 2867: 2862: 2856: 2851: 2842: 2837: 2823: 2819: 2818: 2815: 2812: 2809: 2806: 2803: 2796: 2795: 2792: 2789: 2786: 2783: 2780: 2777: 2770: 2769: 2766: 2763: 2760: 2757: 2754: 2748: 2747: 2742: 2737: 2732: 2727: 2722: 2717: 2710: 2709: 2706: 2703: 2700: 2697: 2694: 2691: 2687: 2686: 2683: 2680: 2677: 2674: 2671: 2668: 2661: 2660: 2657: 2654: 2651: 2648: 2645: 2642: 2636: 2635: 2630: 2625: 2620: 2615: 2610: 2605: 2598: 2597: 2592: 2591:5,830 lb 2587: 2582: 2581:5,139 lb 2577: 2572: 2567: 2563: 2562: 2559: 2556: 2553: 2550: 2547: 2544: 2540: 2539: 2536: 2533: 2530: 2527: 2524: 2521: 2517: 2516: 2513: 2510: 2507: 2504: 2501: 2498: 2494: 2493: 2487: 2478: 2472: 2471: 2468: 2465: 2462: 2456: 2455: 2449: 2443: 2442: 2439: 2436: 2433: 2427: 2426: 2415: 2411: 2410: 2407: 2404: 2401: 2398: 2395: 2392: 2385: 2384:Specifications 2382: 2381: 2380: 2375: 2374: 2373: 2368: 2358: 2353: 2348: 2343: 2342: 2341: 2336: 2331: 2321: 2316: 2313:Boeing 707-700 2310: 2305: 2304: 2303: 2291: 2288: 2279: 2276: 2259: 2256: 2227:737-400 and a 2215: 2212: 2175: 2172: 2163: 2160: 2157: 2156: 2153: 2150: 2147: 2144: 2141: 2137: 2136: 2130: 2127: 2124: 2121: 2118: 2114: 2113: 2111:Boeing 737-900 2107:Boeing 737-800 2103: 2100: 2097: 2094: 2091: 2087: 2086: 2083: 2080: 2077: 2074: 2071: 2067: 2066: 2064:Boeing 737-700 2060: 2057: 2054: 2051: 2048: 2044: 2043: 2041:Boeing 737-600 2038: 2035: 2032: 2029: 2026: 2022: 2021: 2018: 2015: 2010: 2005: 2002: 1977:transport and 1952:single crystal 1934:Boeing 737-800 1925: 1924:CFM56-7 series 1922: 1919: 1918: 1915: 1912: 1909: 1906: 1903: 1899: 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5429: 5427: 5422: 5418: 5414: 5412: 5408: 5404: 5400: 5398: 5394: 5390: 5384: 5381: 5379: 5376: 5375: 5373: 5371: 5367: 5363: 5359: 5357: 5353: 5349: 5345: 5341: 5339: 5335: 5331: 5327: 5325: 5321: 5317: 5313: 5311: 5307: 5301: 5298: 5296: 5293: 5292: 5290: 5288: 5284: 5280: 5276: 5274: 5270: 5266: 5262: 5260: 5256: 5252: 5248: 5246: 5242: 5238: 5235: 5233: 5229: 5221: 5217: 5215: 5211: 5207: 5204: 5202: 5198: 5194: 5186: 5181: 5179: 5174: 5172: 5167: 5166: 5163: 5155: 5151: 5147: 5146:Flight Global 5143: 5139: 5135: 5131: 5127: 5123: 5119: 5115: 5112: 5109: 5105: 5100: 5099: 5086: 5080: 5061: 5054: 5048: 5040: 5034: 5015: 5008: 5002: 4986: 4982: 4975: 4956: 4952: 4951:Aviation Week 4945: 4939: 4920: 4913: 4907: 4888: 4881: 4875: 4873: 4853: 4846: 4840: 4821: 4814: 4808: 4806: 4790: 4786: 4780: 4772: 4767: 4759: 4750: 4734: 4730: 4726: 4720: 4704: 4700: 4696: 4690: 4674: 4670: 4666: 4660: 4653: 4649: 4645: 4642: 4636: 4629: 4625: 4622: 4616: 4609: 4603: 4584: 4577: 4571: 4555: 4551: 4545: 4543: 4527: 4523: 4519: 4512: 4504: 4498: 4479: 4472: 4466: 4464: 4462: 4460: 4458: 4441: 4437: 4431: 4424: 4418: 4416: 4408: 4402: 4395: 4389: 4387: 4379: 4373: 4366: 4361: 4353: 4347: 4343: 4339: 4335: 4328: 4321: 4315: 4308: 4304: 4300: 4297: 4291: 4289: 4272: 4268: 4262: 4255: 4249: 4247: 4245: 4237: 4231: 4229: 4227: 4217: 4213: 4209: 4205: 4199: 4192: 4191:archive.today 4188: 4185: 4179: 4172: 4168: 4164: 4161: 4155: 4153: 4151: 4143: 4138: 4131: 4127: 4121: 4114: 4108: 4101: 4095: 4088: 4082: 4075: 4069: 4053: 4049: 4045: 4039: 4023: 4019: 4015: 4008: 3992: 3988: 3982: 3966: 3962: 3958: 3951: 3935: 3931: 3927: 3921: 3905: 3901: 3895: 3879: 3875: 3869: 3853: 3849: 3843: 3827: 3823: 3817: 3801: 3797: 3791: 3789: 3772: 3768: 3762: 3746: 3742: 3736: 3729: 3723: 3716: 3715:Aviation Week 3712: 3708: 3705: 3699: 3697: 3689: 3685: 3682: 3677: 3670: 3664: 3657: 3653: 3647: 3645: 3643: 3635: 3629: 3627: 3625: 3623: 3615: 3611: 3608: 3602: 3595: 3591: 3588: 3583: 3574: 3572: 3570: 3568: 3560: 3554: 3547: 3541: 3534: 3528: 3521: 3515: 3513: 3505: 3499: 3492: 3486: 3479: 3473: 3466: 3460: 3453: 3447: 3440: 3434: 3432: 3424: 3418: 3403: 3402: 3397: 3390: 3383: 3378: 3371: 3367: 3364: 3360: 3354: 3347: 3341: 3334: 3330: 3326: 3323: 3317: 3310: 3304: 3302: 3294: 3290: 3287: 3283: 3277: 3270: 3264: 3257: 3251: 3243: 3239: 3235: 3228: 3226: 3224: 3222: 3220: 3218: 3216: 3214: 3206: 3202: 3199: 3195: 3189: 3187: 3185: 3183: 3181: 3179: 3177: 3175: 3173: 3171: 3154: 3150: 3146: 3139: 3137: 3132: 3120: 3116: 3111: 3104: 3100: 3097: 3092: 3087: 3080: 3076: 3070: 3063: 3059: 3056: 3053: 3048: 3040: 3035: 3033: 3025: 3020: 3018: 3016: 3011: 3002: 2999: 2998: 2997: 2996: 2995:Related lists 2990: 2987: 2985: 2982: 2981: 2980: 2979: 2973: 2970: 2968: 2965: 2963: 2960: 2958: 2955: 2954: 2953: 2952: 2939: 2934: 2929: 2924: 2919: 2914: 2912: 2908: 2907: 2901: 2896: 2891: 2886: 2881: 2876: 2874: 2870: 2869: 2866: 2863: 2860: 2857: 2855: 2852: 2850: 2846: 2843: 2841: 2838: 2835: 2831: 2827: 2826:Boeing KC-135 2824: 2821: 2820: 2816: 2813: 2807: 2804: 2801: 2798: 2797: 2793: 2790: 2787: 2784: 2781: 2778: 2776: 2772: 2771: 2767: 2764: 2761: 2758: 2753: 2750: 2749: 2743: 2738: 2733: 2728: 2723: 2718: 2716:at sea level 2715: 2712: 2711: 2707: 2704: 2701: 2698: 2695: 2692: 2689: 2688: 2684: 2681: 2678: 2675: 2672: 2669: 2667: 2663: 2662: 2658: 2655: 2652: 2649: 2646: 2643: 2641: 2640:Thrust/weight 2638: 2637: 2631: 2626: 2621: 2616: 2611: 2606: 2604: 2600: 2599: 2593: 2588: 2583: 2579:2,331 kg 2578: 2573: 2568: 2565: 2564: 2560: 2557: 2554: 2551: 2548: 2545: 2542: 2541: 2537: 2534: 2531: 2528: 2525: 2522: 2519: 2518: 2514: 2511: 2508: 2505: 2502: 2499: 2496: 2495: 2492: 2486: 2482: 2477: 2474: 2473: 2469: 2466: 2461: 2458: 2457: 2453: 2448: 2445: 2444: 2440: 2432: 2429: 2428: 2424: 2420: 2413: 2412: 2408: 2405: 2402: 2399: 2396: 2393: 2390: 2389: 2379: 2376: 2372: 2371:Boeing WC-135 2369: 2367: 2366:Boeing RC-135 2364: 2363: 2362: 2359: 2357: 2354: 2352: 2349: 2347: 2344: 2340: 2337: 2335: 2332: 2330: 2327: 2326: 2325: 2322: 2320: 2317: 2314: 2311: 2309: 2306: 2302: 2299: 2298: 2297: 2294: 2293: 2287: 2285: 2282:According to 2275: 2272: 2268: 2267: 2255: 2253: 2248: 2246: 2241: 2238: 2232: 2230: 2226: 2221: 2211: 2209: 2204: 2200: 2195: 2193: 2189: 2185: 2181: 2171: 2167: 2151: 2148: 2145: 2142: 2139: 2138: 2135: 2128: 2125: 2122: 2119: 2116: 2115: 2112: 2108: 2101: 2098: 2095: 2092: 2089: 2088: 2081: 2078: 2075: 2072: 2069: 2068: 2065: 2058: 2055: 2052: 2049: 2046: 2045: 2042: 2036: 2033: 2030: 2027: 2024: 2023: 2020:Applications 2019: 2016: 2011: 2006: 2003: 2000: 1999: 1993: 1991: 1987: 1982: 1980: 1976: 1972: 1968: 1964: 1959: 1957: 1953: 1949: 1944: 1942: 1935: 1932:CFM56-7 of a 1930: 1913: 1910: 1907: 1904: 1901: 1900: 1893: 1890: 1887: 1884: 1881: 1880: 1876: 1870: 1867: 1864: 1861: 1858: 1857: 1854:Applications 1853: 1850: 1845: 1840: 1837: 1834: 1833: 1830: 1828: 1824: 1819: 1817: 1810: 1807: 1802: 1785: 1782: 1779: 1776: 1773: 1772: 1768: 1762: 1759: 1756: 1753: 1750: 1749: 1742: 1739: 1736: 1733: 1730: 1729: 1722: 1719: 1716: 1713: 1710: 1709: 1706: 1700: 1697: 1694: 1691: 1688: 1687: 1680: 1677: 1674: 1671: 1668: 1667: 1660: 1657: 1654: 1651: 1648: 1647: 1640: 1637: 1634: 1631: 1628: 1627: 1624: 1618: 1615: 1612: 1609: 1606: 1605: 1602:Applications 1601: 1598: 1593: 1588: 1585: 1582: 1581: 1578: 1575: 1564: 1547: 1544: 1541: 1538: 1535: 1534: 1527: 1524: 1521: 1518: 1515: 1514: 1507: 1504: 1501: 1498: 1495: 1494: 1491: 1485: 1482: 1479: 1476: 1473: 1472: 1469:Applications 1468: 1465: 1460: 1455: 1452: 1449: 1448: 1445: 1443: 1433: 1430: 1423: 1418: 1409: 1407: 1403: 1398: 1394: 1376: 1373: 1370: 1367: 1364: 1363: 1360: 1353: 1350: 1347: 1344: 1341: 1340: 1337: 1333: 1327: 1324: 1321: 1318: 1315: 1314: 1311:Applications 1310: 1307: 1302: 1297: 1294: 1291: 1290: 1287: 1283: 1281: 1276: 1268: 1263: 1250: 1244: 1241: 1238: 1235: 1232: 1231: 1228: 1224: 1218: 1215: 1212: 1209: 1206: 1205: 1202: 1198: 1192: 1189: 1186: 1183: 1180: 1179: 1176:Applications 1175: 1172: 1170: 1167: 1165: 1162: 1160: 1157: 1154: 1153: 1150: 1147: 1143: 1139: 1131: 1126: 1112: 1108: 1105: 1100: 1096: 1092: 1083: 1074: 1070: 1067: 1059: 1054: 1045: 1043: 1039: 1033: 1031: 1026: 1021: 1013: 1004: 1002: 998: 994: 990: 985: 976: 974: 969: 965: 961: 957: 953: 949: 945: 936: 927: 923: 917: 912: 906: 901: 894: 892: 888: 884: 880: 876: 872: 871:can combustor 868: 859: 850: 847: 846:bypass ratios 832: 830: 825: 821: 818: 816: 812: 807: 803: 799: 797: 793: 789: 785: 781: 777: 772: 770: 766: 765:dependability 762: 758: 748: 745: 739: 729: 725: 716: 710: 706: 691: 682: 679: 676: 667: 658: 656: 652: 647: 643: 634: 625: 623: 619: 615: 611: 607: 602: 597: 592: 590: 586: 577: 572: 563: 561: 557: 553: 543: 541: 537: 536:mixed exhaust 533: 529: 525: 521: 516: 512: 498: 496: 492: 488: 484: 480: 475: 471: 469: 459: 457: 448: 444: 439: 430: 428: 424: 420: 415: 412: 411:Richard Nixon 408: 402: 400: 395: 391: 384:Export issues 381: 379: 375: 371: 367: 363: 357: 354: 350: 346: 340: 338: 334: 330: 326: 322: 317: 302: 300: 296: 291: 288:In 1987, the 286: 284: 280: 276: 272: 268: 267:Flying Tigers 264: 260: 256: 255:joint venture 251: 249: 245: 241: 237: 234:of Italy and 233: 229: 225: 221: 217: 213: 209: 205: 201: 197: 193: 189: 185: 181: 172: 168: 164: 161: 156: 155: 152: 149: 144: 143: 139: 134: 133: 127: 124: 122: 119: 117: 114: 112: 109: 107: 104: 102: 99: 98: 96: 91: 90: 86: 83: 82: 79: 76: 74:Manufacturer 73: 72: 68: 63: 62: 59: 56: 53: 52: 47: 43: 38: 33: 30: 19: 6851: 6462: 5463:Rolls-Royce/ 5439:Rolls-Royce/ 5424:Rolls-Royce/ 5294: 5193:aero engines 5145: 5133: 5121: 5067:. Retrieved 5047: 5021:. Retrieved 5001: 4989:. Retrieved 4974: 4962:. Retrieved 4955:the original 4950: 4938: 4926:. Retrieved 4919:the original 4912:"TCDS E.067" 4906: 4894:. Retrieved 4887:the original 4880:"TCDS E.003" 4859:. Retrieved 4845:"TCDS E.067" 4839: 4827:. Retrieved 4813:"TCDS E.066" 4792:. Retrieved 4788: 4779: 4770: 4758: 4749: 4737:. Retrieved 4728: 4719: 4707:. Retrieved 4698: 4689: 4677:. Retrieved 4668: 4659: 4651: 4635: 4615: 4602: 4590:. Retrieved 4570: 4558:. Retrieved 4529:. Retrieved 4521: 4511: 4497: 4485:. Retrieved 4444:. Retrieved 4430: 4401: 4372: 4360: 4333: 4327: 4314: 4306: 4275:. Retrieved 4261: 4198: 4178: 4170: 4141: 4137: 4129: 4124:Norris, Guy 4120: 4107: 4099: 4094: 4081: 4073: 4068: 4056:. Retrieved 4038: 4026:. Retrieved 4018:Flightglobal 4017: 4007: 3995:. Retrieved 3981: 3969:. Retrieved 3960: 3950: 3938:. Retrieved 3929: 3920: 3908:. Retrieved 3894: 3882:. Retrieved 3868: 3856:. Retrieved 3842: 3830:. Retrieved 3816: 3804:. Retrieved 3775:. 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Retrieved 3148: 3114: 3110: 3102: 3090: 3086: 3074: 3069: 3051: 3047: 3038: 3023: 2994: 2993: 2977: 2976: 2950: 2949: 2834:Douglas DC-8 2822:Application 2752:Bypass ratio 2714:Air flow/sec 2423:bypass ratio 2417:Dual rotor, 2290:Applications 2281: 2264: 2261: 2249: 2242: 2233: 2217: 2196: 2177: 2168: 2165: 1983: 1979:P-8 Poseidon 1975:C-40 Clipper 1960: 1945: 1938: 1820: 1813: 1684:Airbus A320 1664:Airbus A321 1644:Airbus A321 1573: 1569: 1551:Airbus A319 1531:Airbus A319 1511:Airbus A320 1439: 1426: 1390: 1284: 1272: 1135: 1109: 1088: 1071: 1063: 1044:nearly 3%). 1034: 1030:bird strikes 1022: 1018: 986: 982: 967: 941: 921: 913: 899: 895: 864: 843: 826: 822: 819: 811:life limited 804: 800: 773: 761:jet aircraft 754: 741: 726: 722: 701: 680: 672: 649:engine, and 642:Douglas DC-8 639: 593: 581: 552:Douglas DC-8 549: 517: 513: 509: 476: 472: 465: 452: 427:Northrop F-5 416: 403: 387: 358: 341: 313: 287: 271:Douglas DC-8 252: 208:GE Aerospace 183: 179: 177: 136:Number built 29: 6029:Turboshafts 5512:Turbo-Union 5356:Rolls Royce 5273:CFE Company 5220:Olympus 593 5210:Rolls-Royce 4794:8 September 4522:reuters.com 4487:10 December 4028:18 November 3930:Leeham News 3884:15 February 3777:22 December 3401:GE Aviation 2859:Airbus A340 2849:Airbus A320 2845:Airbus A319 2566:Dry weight 2470:1 HP, 4 LP 2467:1 HP, 5 LP 2464:1 HP, 4 LP 2308:Airbus A340 2301:Airbus A318 2180:flaming out 2162:Reliability 1875:Airbus A340 1767:Airbus A318 1705:Airbus A319 1623:Airbus A321 1490:Airbus A320 1422:Airbus A319 1393:Airbus A320 1201:E-6 Mercury 1142:E-6 Mercury 1001:Airbus A321 993:wind tunnel 827:Unit cost: 806:Exhaust gas 610:E-6 Mercury 501:Development 481:(HPC), the 349:Airbus A300 329:GE Aviation 325:Rolls-Royce 106:Airbus A340 9600:Categories 6343:LHTEC T800 6024:Turboprops 5574:/Turbomeca 5295:CFM56/F108 4964:26 October 4928:26 October 4896:26 October 4861:26 October 4829:26 October 4650:" (1989). 4471:"CFM56-7B" 3858:9 November 3423:Work Split 3127:References 3115:Dry Weight 3096:vibrations 2830:Boeing 707 2791:37.4–38.3 2788:32.6–35.5 2782:27.5–30.6 2779:30.5–31.8 2656:5.25–5.72 2653:5.44–5.69 2647:4.49–5.22 2485:electronic 2483:+ limited 2431:Compressor 2419:axial flow 2140:CFM56-7B27 2117:CFM56-7B26 2090:CFM56-7B24 2070:CFM56-7B22 2047:CFM56-7B20 2025:CFM56-7B18 2017:Dry weight 1984:After the 1948:wide chord 1877:-211/-311 1851:Dry weight 1827:efficiency 1599:Dry weight 1466:Dry weight 1308:Dry weight 1197:E-3 Sentry 1173:Dry weight 1146:E-3 Sentry 1025:dovetailed 944:compressor 930:Compressor 796:overhauled 769:shop visit 661:Boeing 737 618:E-3 Sentry 556:Boeing 707 479:compressor 366:B-1 Lancer 279:Boeing 737 244:Villaroche 212:compressor 87:June 1974 84:First run 7499:A/B/E/F/N 6368:Turbofans 5722:Turbojets 5498:Turbomeca 5441:MAN Turbo 5232:Turbofans 5201:Turbojets 2984:IAE V2500 2861:-200/300 2802:diameter 2650:4.2–5.06 2644:4.49–4.9 2447:Combustor 2425:turbofan 2284:Bloomberg 2197:In 2002, 2192:combustor 1902:CFM56-5C4 1882:CFM56-5C3 1859:CFM56-5C2 1774:CFM56-5B9 1769:, A318CJ 1751:CFM56-5B8 1731:CFM56-5B7 1711:CFM56-5B6 1689:CFM56-5B5 1669:CFM56-5B4 1649:CFM56-5B3 1629:CFM56-5B2 1607:CFM56-5B1 1536:CFM56-5A5 1516:CFM56-5A4 1496:CFM56-5A3 1474:CFM56-5A1 1365:CFM56-3C1 1342:CFM56-3B2 1316:CFM56-3B1 1233:CFM56-2C1 1207:CFM56-2B1 1144:and some 883:Honeywell 853:Combustor 792:Lufthansa 483:combustor 456:Reykjavík 290:IAE V2500 236:Honeywell 216:combustor 6348:APW T800 6166:variants 5633:Propfans 5593:T800-LHT 5564:TP400-D6 5550:T800-APW 5411:PowerJet 5378:SuperFan 5079:cite web 5060:Archived 5033:cite web 5014:Archived 4985:Archived 4852:Archived 4820:Archived 4739:18 April 4733:Archived 4709:18 April 4703:Archived 4699:BBC News 4673:Archived 4669:ntsb.gov 4644:Archived 4624:Archived 4583:Archived 4554:Archived 4478:Archived 4446:30 April 4440:Archived 4299:Archived 4271:Archived 4187:Archived 4163:Archived 4058:16 April 4052:Archived 4022:Archived 3991:Archived 3965:Archived 3940:22 March 3934:Archived 3904:Archived 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5148:. 2006. 4991:8 March 4729:AP News 4679:5 April 4592:21 July 4560:21 July 4526:Reuters 4277:6 March 3971:3 March 3832:13 July 3806:13 July 3407:25 July 3159:19 July 3091:Shrouds 3079:turbine 3052:Chevron 2909:Cruise 2659:3.84–5 2543:Height 2497:Length 2476:Control 2460:Turbine 2452:Annular 2421:, high 2225:Dan-Air 2201:had to 1102:was an 1077:Turbine 979:Exhaust 950:'s "GE 840:Summary 601:takeoff 576:KC-135R 566:KC-135R 495:gearbox 491:nacelle 487:turbine 310:Origins 305:History 295:failure 228:exhaust 224:gearbox 220:turbine 9425:L (II) 9288:S (II) 9018:A (II) 8953:A (II) 8708:B (II) 8331:L (II) 8115:L (II) 7853:G (II) 7711:M (II) 5652:578-DX 5621:RTM322 5607:MTR390 5504:Larzac 5494:Snecma 5465:Snecma 5454:RB.193 5449:RB.153 5417:SaM146 5316:GP7000 5279:CFE738 5214:Snecma 4348: 3997:7 June 3961:Leeham 3910:5 June 2603:thrust 2520:Width 2004:Thrust 1838:Thrust 1586:Thrust 1453:Thrust 1429:Airbus 1295:Thrust 1280:CF6-80 1227:RC-135 1159:Thrust 1140:, the 1138:KC-135 1132:museum 1130:Safran 1091:blades 903:) and 835:Design 345:CF6-50 327:, and 265:, and 35:CFM56 9420:L (I) 9283:S (I) 9013:A (I) 8948:A (I) 8351:L (I) 8326:L (I) 8110:L (I) 7848:G (I) 7706:M (I) 7552:B/C/N 6648:XA103 6643:XA102 6638:XA101 6633:XA100 6503:YF120 5980:YJ101 5587:LHTEC 5518:RB199 5486:Adour 5432:RJ500 5383:V2500 5344:HF120 5330:EJ200 5265:BR700 5111:CFM56 5069:5 May 5063:(PDF) 5056:(PDF) 5023:5 May 5017:(PDF) 5010:(PDF) 4958:(PDF) 4947:(PDF) 4922:(PDF) 4915:(PDF) 4890:(PDF) 4883:(PDF) 4855:(PDF) 4848:(PDF) 4823:(PDF) 4816:(PDF) 4586:(PDF) 4579:(PDF) 4531:9 May 4481:(PDF) 4474:(PDF) 3007:Notes 2794:32.8 2785:31.3 2664:100% 2491:FADEC 2489:Dual 2414:Type 2271:FADEC 2203:ditch 2188:levee 2001:Model 1835:Model 1806:Swiss 1583:Model 1450:Model 1406:V2500 1402:FADEC 1397:RJ500 1292:Model 1278:GE's 1155:Model 1099:creep 973:blade 891:FADEC 788:737NG 441:U.S. 54:Type 18:CFM56 9416:802 9239:695 9204:691 9174:687 9139:683 9119:681 9064:672 9024:666 9009:665 8944:655 8874:649 8854:648 8774:634 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353:JT8D 232:Avio 184:F108 178:The 9578:968 9568:956 9563:855 9558:854 9553:853 9548:952 9522:846 9512:834 9507:833 9502:832 9492:823 9487:822 9482:821 9477:820 9472:819 9467:818 9462:817 9452:807 9447:806 9442:805 9437:804 9432:803 9412:801 9407:800 9386:754 9376:745 9371:744 9366:743 9361:742 9356:741 9351:740 9346:739 9341:738 9336:737 9331:736 9310:699 9305:698 9300:697 9295:696 9235:694 9230:693 9225:692 9200:690 9195:689 9190:688 9170:686 9165:685 9160:684 9135:682 9115:680 9110:679 9105:678 9100:677 9095:676 9090:675 9085:674 9080:673 9073:M/P 9060:671 9055:670 9050:669 9045:668 9040:667 9033:C/P 9005:664 9000:663 8995:662 8990:661 8985:660 8980:659 8975:658 8970:657 8965:656 8940:654 8935:653 8930:652 8925:651 8920:650 8850:647 8845:646 8840:645 8835:644 8830:643 8825:642 8820:641 8815:640 8810:639 8805:638 8800:637 8795:636 8790:635 8770:633 8765:632 8760:631 8755:630 8750:629 8745:628 8740:627 8735:626 8730:625 8725:624 8720:623 8715:622 8695:620 8690:619 8685:618 8680:617 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