Rolls-Royce CFM56-5B Gas Turbine Engine

A Research Paper

Presented to the Faculty of

Negros Oriental State University

Aviation Department

Dumaguete City

In Partial Fulfillment of the Requirements

For Gas Turbine Engine 2

GAÑOLON DANRAY

MM/DD/YY
 Table of Contents

Chapter 1...................................................................................................................................................3
Introduction..........................................................................................................................................3
Background of the Study..............................................................................................................3
 Abstract

The CFM56-5B gas turbine engine, developed by CFM International—a joint venture

between General Electric (GE) of the United States and Safran Aircraft Engines

(formerly Snecma) of France—is a high-bypass turbofan engine specifically designed

for the Airbus A320 family. Known for its exceptional reliability and fuel efficiency, the

CFM56-5B provides thrust ranging from 22,000 to 33,000 pounds. It features advanced

materials and design elements that contribute to lower operating costs and compliance

with stringent environmental standards for noise and emissions. The engine's robust

performance and adaptability have made it a popular choice among airlines, solidifying

its role in the commercial aviation sector and influencing future advancements in engine

technology.

INTRODUCTION

The CFM56-5B is the engine of choice for the A320ceo family, having been selected to

power nearly 60 percent of the aircraft ordered. Today, it is the only engine that can

power every model of the A320ceo family with one bill of materials. The engine’s broad-

based market acceptance has been because of its simple, rugged architecture, which

gives it the highest reliability, durability, reparability and the lowest cost of ownership in

its class.
Engine Description and Operation

Design and Configuration

 Type: High-bypass turbofan engine.

 Thrust Range: 22,000 to 33,000 pounds, depending on the specific model within

the 5B series.

 Fan: A single-stage fan with wide-chord fan blades, optimized for efficiency and

noise reduction.

 Compressors:

o Low-Pressure Compressor (LPC): Features a 3-stage axial design.

o High-Pressure Compressor (HPC): Comprised of 9 axial stages,

contributing to high compression ratios and improved fuel efficiency.

 Combustor: Annular combustor design, which helps achieve efficient fuel-air

mixing and combustion.

 Turbines:

o High-Pressure Turbine (HPT): A single stage, designed to drive the HPC.

o Low-Pressure Turbine (LPT): A 4-stage turbine that drives the fan and

LPC.

Key Features
  Bypass Ratio: Approximately 6:1, which enhances fuel efficiency and reduces

noise.

 Materials: Advanced materials such as single-crystal superalloys in turbine

blades for improved thermal efficiency and durability.

 Noise Reduction: The engine incorporates chevrons on the nacelle and

advanced acoustic treatment to minimize noise levels, complying with

international noise regulations.

 Emissions: Designed to meet stringent environmental standards, the combustor

technology reduces NOx and other emissions.

Operation

Basic Principle

The CFM56-5B operates on the Brayton cycle, which involves four main processes:

intake, compression, combustion, and exhaust.

1. Intake: Air enters the engine through the intake and is directed into the large fan

at the front of the engine.

2. Compression:

 The fan accelerates a large mass of air, a portion of which bypasses the core

(providing thrust directly) while the remaining air enters the LPC.

 The LPC and HPC further compress the air, significantly increasing its

pressure and temperature.

3. Combustion:
  Compressed air enters the annular combustor where it is mixed with fuel and

ignited.

 The combustion process generates high-pressure, high-temperature gases.

4. Exhaust:

 These gases expand rapidly through the HPT and LPT, causing them to spin.

 The turbines extract energy from the exhaust gases to drive the compressors

and the fan.

 Finally, the exhaust gases exit the engine, providing additional thrust.

Cooling and Lubrication System

The lubrication unit installed on the AGB contains a supply pump forbearing and gear

lubrication and four scavenge pumps for scavenge services. The lubrication unit has

two filters, the main oil supply filter and the back-up filter which is used when the main

oil supply filter is clogged. The main oil supply filter is disposable and the back-up filter

is self-cleanable. The lubrication unit is also equipped with an oil clogging switch and oil

temperature switch for indicating (ECAM), an electrical master chip detector is installed

on the lubrication unit on the main return and scavenge line. In case of oil contamination

by metal particles the master chip detector operates a visual pop-out indicator located

just above the oil tank. The indicator is red when popped-out. In case of pop-out, four

optional chip detectors have to be installed instead of scavenge screen plugs for

troubleshooting. To maintain engine oil temperature within limits the scavenge oil is

cooled through the main oil/fuel heat exchanger and servo fuel heater. For pressure

monitoring, a low oil pressure switch and pressure transmitter are provided on the

engine they are both located on the left-hand side of the fan case at approximately the
09:30 O’clock position. The oil tank which is in one piece made of light aluminum

casting has a total capacity of 24 US Quarts (22.7 Liters). An oil quantity transmitter is

installed on it for oil quantity measurement. For servicing two ports and a sight gauge

are provided. There is also a filler cap for gravity filling with a scraper drain, do not

remove the filler cap immediately after engine operation, let the oil pressure decrease

for a minimum of 5 minutes after engine shut-down, if you open the filler cap before the

pressure decreases, hot oil may gush out and could cause severe burns. To drain the oil

tank a drain plug is installed at the bottom of the tank, when the drain plug is removed

an internal check valve prevents the oil from pouring out

Fuel System

The engine fuel system is pressurised by two engine driven pumps {TODO: engine

driven is inferred from the diagram in 1.70.40.1000- check its true}, a low pressure (LP)

pump and a high pressure (HP) pump. These provide a supply of high-pressure fuel to

the inlet of a Fuel Metering Valve (FMV). The FADEC controls this valve to provide the

fuel flow required to satisfy the N1 demand and keep all other engine parameters within

their defined limits. A bypass valve located immediately before the FMV modulates to

maintain a constant pressure drop across the FMV in order to maintain a linear

relationship between FMV position and fuel flow acheived. This bypass valve is also

used by an independent overspeed governor that limits N2 to 107.2% in the event of

FADEC malfunction.

The FMV, along with other actuators under the control of the FADEC (variable stator

veins, variable bleed valves etc) are operated hydro-mechanically using high pressure

fuel tapped from the fuel lines after the HP pump.

located before the LP pump, and a high pressure shut off valve located after the FMV.

Both these valves are closed when the engine master switch is selected off, but only the

low pressure shut off valve is closed by the fire button.

Fuel is also used to provide IDG cooling. The FADEC modulates the bypass valve and

fuel return valve to control flow of fuel through the IDG oil cooler to acheive the required

cooling.

Ignition and Starting System

The FADEC start module receives input from the engine master switches, the engine

mode selector, the manual start buttons and the LGCIU, all via the EIU. It controls the

start valve, the igniters and the HP fuel valve. The engine master switch also

independently inhibits the opening of the HP fuel valve when selected off.

Each engine has two identical independent igniter systems. Normally, each FADEC

channel controls a single igniter system, but in failure cases both igniter systems can be

controlled by a single FADEC channel. For automatic starts on the ground, a single
igniter is used. It is energized at 16% N2 and de-energized at 50% N2. The FADEC

toggles between the four channel/igniter system permutations after each start.

For manual starts and in flight starts, both igniters are energized when the master

switch is turned on. De-energization at 50% remains automatic.

Automatic continuous ignition is provided if a flame out is detected. It is also provided if

the EIU fails whilst the engine is running. {TODO: There is a third case: Engine running

and ignition delay during start - this doesn't seem to make much sense} Continuous

ignition can also be selected manually using the engine mode selector.

Engine spin up is provided by an air turbine starter that is powered by the pneumatic

system. Supply of air to the turbine is controlled by a start valve which is controlled

electrically by the FADEC. There is also a handle on the engine to allow the start valve

to be operated manually if electrical control fails. In an automatic start sequence, if the

starter is required (i.e. on the ground or insufficient windmilling speed), the FADEC

opens the start valve at the start of the sequence and closes it at 50% N2. In a manual

start sequence the FADEC still closes the start valve at 50% N2, but opening of the

valve is achieved by pressing the manual start push-button. All manual start sequences

are starter assisted.

For automatic starts, the FADEC opens the HP fuel valve at 22% N2 on the ground and

15% N2 in flight. For manual starts, the HP fuel valve opens when the engine master

switch is turned on.

The FADEC also provides start monitoring. It will detect hot starts, hung starts, stalls

and wet starts and provide an appropriate ECAM message. If these conditions are
detected during an automatic start, the FADEC will automatically run an abort sequence

including dry cranking and then attempt further starts. An automatic start can be aborted

at any time by turning the engine master switch off. This closes both fuel valves and

signals the FADEC to close the start valve and de-energise the ignition. Dry cranking, if

required must then be done manually using the crank position of the engine mode

selector and the manual start button. For manual starts, the FADEC has very limited

authority to abort a start. The sole case is when on the ground and a start EGT

exceedance occurs before 50% N2. In all other cases, it is the pilot's responsibility to

interrupt the start sequence by either deselecting the manual start button or turning the

engine master switch off as appropriate.

The completion of the start sequence is indicated by the grey background on the N2

indicator disappearing. The stable N2 value is approximately 58%. It is recommended

that the engines are operated at or near idle for at least two minutes after start.

Methodology

Conclusion

In this paper, CATIA's own finite element software is used to analyze the stress of

CFM56 engine fan blades under centrifugal load. From the analysis results, it can be

seen that the maximum point of deformation occurs at the tip of the fan and the high

stress area appears in the root area of the blade. Under rated power, the maximum Von

Mises stress caused by rotary centrifugal force is 398 Mpa, the stress caused by

rotating torque is 6.4MPa, and the maximum stress is superimposed on 404.4 MPa.The

stress induced by torque is very low relative to the stress caused by centrifugal force.
The stress of the fan under normal working condition is mainly caused by centrifugal

load. The fan is the key technology of civil high bypass ratio turbofan engine,In the

future, the direction of the research includes the curved blade, the stirrup blade and the

separated blade.Noise reduction, resistance to external damage and blade tolerance

are also the key problems in the design of large fans [6].The key technology includes:

unsteady viscous aerodynamic design technology; splitter blade design; swept fan

blade design and manufacturing technology; blisk design and manufacturing

technology; two flow control technology; brush seal design and manufacturing

technology; the design of metal matrix composites. The design of the future fan is

mainly to continue improving the flow capacity, the blade tip cutting speed and the

average level load. To improve the flow capacity can reduce the engine inlet diameter,

so as to effectively reduce the weight of the engine, improve the thrust weight ratio. The

method is to reduce the hub ratio (d) and increase the axial Maher number (Ma). At

present, in the design of the fan, the wheel hub ratio is 0.34, and the Maher number is

0. 631.Increasing the tangential speed and diffusion factor of blade tip can improve the

stage pressure ratio, thereby reducing the required series under the given total pressure

ratio and reducing the length and weight of the whole engine. In recent years, with the

continuous improvement of computer computing speed, finite element analysis has

gained more and more attention in engineering design and analysis, and has become

an effective way to solve complex engineering problems. Almost all of the design and

manufacturing cannot be separated from the finite element analysis and calculation.

References

https://hursts.org.uk/airbus-technical/html/ar01s19.html#idm995
https://www.scribd.com/doc/44756596/Engine-CFM56