5B / CFM56-7B Tech Insertion package is on schedule for entry into service in the first half of 2007. CFM International (CFM) is a 50/50 joint company between Snecma (Safran Group) and General Electric Company. It is the world's leading aircraft engine manufacturer, with more than 15,000 engines delivered to date.
The CFM56 Tech Insertion program, which CFM officially launched in September 2004, incorporates advanced technologies developed and validated as part of Project TECH56 to provide operators with lower maintenance costs, improved oxides of nitrogen (NOx) emissions, and better fuel burn.
CFM56 Tech Insertion will become the new production configuration for both the CFM56-7B and CFM56-5B in early 2007. CFM is also defining potential upgrade kits that could be made these available to operators by late 2007. There are currently more than 5,400 CFM56-5B and CFM56-7B engines in service on Airbus A320 and Boeing 737 aircraft.
CFM56 Tech Insertion includes improvements to the high-pressure compressor, the combustor, and the high- and low-pressure turbines. The company has successfully completed high-pressure compressor performance and combustor engine and rig development tests, certification icing tests, and emissions assurance engine testing. The first full CFM56 Tech Insertion engine is scheduled to go on test in the third quarter of 2005, followed by hail ingestion, block, and flight tests on GE's modified 747 flying tested in the fourth quarter. Airbus and Boeing flight tests are scheduled for 2006, with engine certification expected in the third quarter of that year.
CFM has designed new high-pressure compressor blades using advanced aerodynamic analysis and design methods. This design improves efficiency and decreases deterioration by reducing sensitivity to open clearances.
Using advanced analytic tools developed for the TAPS (Twin-Annular Pre-Swirl) combustor, CFM has improved the cooling and optimized the dilution in the current CFM56 single-annular combustor in order to reduce NOx emissions, providing margin to the new International Civil Aviation Organisation (ICAO) Committee of Aviation Environmental Protection CAEP/6 standards scheduled to take effect in 2008.
Changes in the turbine include a new low-shock high-pressure turbine blade contour that lowers the interaction loss between the high- and low-pressure turbines. When combined with additional durability improvements, the high- and low-pressure turbines provide lower maintenance costs and help reduce fuel burn through improved efficiency. The design also includes a more durable low-pressure stage one turbine nozzle.
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