Search results
Results From The WOW.Com Content Network
The first derivative of the CFM56 series, the CFM56-3 was designed for Boeing 737 Classic 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 EAD required CFM56-7B engine fleet fan blade inspections for engines with 30,000 or greater cycles within 20 days of issuance, per the instructions provided in the service bulletin and if any crack indications were found, the affected fan blade was required to be removed from service before further flight.
Boeing was one of the first aircraft manufacturers to realise the full potential of the CFM56 engine. Boeing president Thornton Wilson contacted Neumann and Ravaud in 1977 with a proposal for an agreement to replace the engines of the 707 using the CFM56. On March 17, 1977, flight testing of the CFM56 began on the Caravelle flying testbench.
Turkish Engine Center (TEC) is a joint venture between Pratt & Whitney and Turkish Technic for the maintenance, overhaul, and repair of CFM56 and V2500 turbofan aircraft engines. TEC is located at Istanbul’s smaller international airport, Sabiha Gökçen Airport in Anatolia. TEC started operations in January 2010 and has an annual capacity of ...
Argus As 412 24-cylinder H-block, prototyped [37] Argus As 413 – similar to 412, ... CFM International CFM56; CFM International LEAP; CFM International RISE; Chaise
The aircraft involved, manufactured in 2009, was a Boeing 737-8AS [a] registered as HL8088 and was equipped with two CFM International CFM56-7B engines. [6] [7] It was acquired by Jeju Air in 2017 after previously operating for Ryanair. [8]
Thrust reversal, also called reverse thrust, is the temporary diversion of an aircraft engine's thrust for it to act against the forward travel of the aircraft, providing deceleration. Thrust reverser systems are featured on many jet aircraft to help slow down just after touch-down, reducing wear on the brakes and enabling shorter landing ...
In 2011, the CFM LEAP-1B engine was initially 10–12% more efficient than the previous 61-inch (156 cm) CFM56-7B of the 737NG. [26] The 18-blade, woven carbon-fiber fan enables a 9:1 bypass ratio (up from 5.1:1 with the previous 24-blade titanium fan) for a 40% smaller noise footprint. [31] The CFM56 bypass ranges from 5.1:1 to 5.5:1. [141]