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.
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 ]
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
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 ...
The DC-8-71, DC-8-72, and DC-8-73 were straightforward conversions of the -61, -62 and -63 primarily involving the replacement of the JT3D engines with the more fuel-efficient CFM International CFM56-2, a high bypass turbofan, which produced 22,000 lbf (98.5 kN) of thrust.
The CFM56-7B Evolution nacelle began testing in August 2009 to be used on the new 737 PIP (Performance Improvement Package) due to enter service mid-2011. This new improvement is said to shave at least 1% off the overall drag and have some weight benefits. Overall, it is claimed to have a 2% improvement on fuel burn on longer stages. [11]
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.