QUOTE
CFM continues to study a more efficient variant of its Airbus A320 family turbofan engine, the CFM56-5B.
The advances will be based in part on progress to date on the CFM56-7B Evolution turbofan, an upgrade of the CFM56-7B engine powering Next-Generation Boeing 737s. The newest 737, which will include aerodynamic improvements and a new Boeing "sky" interior, is set for entry into service in June 2011. ATI reported in May that Airbus and CFM had begun discussing the upgrade.
The CFM56-7BE engine has 9% fewer aerofoils as well as reshaped blades and vanes in the high- and low-pressure turbines to increase airflow through the engine and reduce operating temperatures. Combined with Boeing-designed modifications to the engine nozzle and plug, the engine will deliver 1% improvement in specific fuel consumption and 4% less maintenance costs. For the airframe in total, Boeing is advertising a 2% decrease in fuel consumption.
Boeing programs director at CFM Kris Shepherd says engineers are "trying to overshoot" the 1% target for the engine "a little bit to get some margin". In-flight data on the new engine will be available soon, as CFM 50/50 partner GE plans to begin flying a prototype on its 747-100 testbed in the US in February. Tests are expected to be complete in March, after which Boeing will begin testing the -7BE for the US Navy's P-8A Poseidon application, a variant of the Boeing 737-800.
In parallel, partner Snecma is now running "block tests" of severe operating conditions with an engine on a test stand at its facilities in France. "If it's going to break, this is when it's going to happen," says Shepherd of the Snecma tests. Included is a simulation of 150 consecutive take off and landing sequences, with the engine running as hot and fast as possible.
Shepherd says CFM has "been in discussions" with Airbus regarding a CFM56-5B evolution engine for the A320 family. Though some of the -7BE's low-pressure turbine technologies are already included in the -5B models, Shepherd says other possible changes will lead to further improvements of the engine. "It's too preliminary to talk about," he adds
.The advances will be based in part on progress to date on the CFM56-7B Evolution turbofan, an upgrade of the CFM56-7B engine powering Next-Generation Boeing 737s. The newest 737, which will include aerodynamic improvements and a new Boeing "sky" interior, is set for entry into service in June 2011. ATI reported in May that Airbus and CFM had begun discussing the upgrade.
The CFM56-7BE engine has 9% fewer aerofoils as well as reshaped blades and vanes in the high- and low-pressure turbines to increase airflow through the engine and reduce operating temperatures. Combined with Boeing-designed modifications to the engine nozzle and plug, the engine will deliver 1% improvement in specific fuel consumption and 4% less maintenance costs. For the airframe in total, Boeing is advertising a 2% decrease in fuel consumption.
Boeing programs director at CFM Kris Shepherd says engineers are "trying to overshoot" the 1% target for the engine "a little bit to get some margin". In-flight data on the new engine will be available soon, as CFM 50/50 partner GE plans to begin flying a prototype on its 747-100 testbed in the US in February. Tests are expected to be complete in March, after which Boeing will begin testing the -7BE for the US Navy's P-8A Poseidon application, a variant of the Boeing 737-800.
In parallel, partner Snecma is now running "block tests" of severe operating conditions with an engine on a test stand at its facilities in France. "If it's going to break, this is when it's going to happen," says Shepherd of the Snecma tests. Included is a simulation of 150 consecutive take off and landing sequences, with the engine running as hot and fast as possible.
Shepherd says CFM has "been in discussions" with Airbus regarding a CFM56-5B evolution engine for the A320 family. Though some of the -7BE's low-pressure turbine technologies are already included in the -5B models, Shepherd says other possible changes will lead to further improvements of the engine. "It's too preliminary to talk about," he adds
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