CFM56

Visão geral

The CFM56 is the most produced jet engine in aviation history, with more than 35,000 units delivered since its entrada em serviço in 1982. A joint venture between GE Aerospace and Safran Aircraft Engines (formerly Snecma) under the CFM International partnership, the CFM56 family powers two of the most ubiquitous commercial aircraft families ever built: the Boeing 737 Next Generation (NG) and the Airbus A320ceo. Its combination of reliability, eficiência de combustível, and low custo de manutenção made it the dominant fuselagem estreita powerplant for four decades.

The CFM56 traces its lineage to the early 1970s, when GE and Snecma signed a joint-venture agreement in 1971 to develop a new commercial turbofan for the fuselagem estreita market. The core technology derived from GE's F101 military engine, while Snecma contributed fan and low-pressure turbine expertise. After a lengthy certification program driven partly by US export-control regulations on military-derived technology, the CFM56-2 entrou em serviço aéreo on the DC-8-73 in 1982. Successive variants — the -3 for the 737 Classic, -5 for the A320 family and A340, and -7B for the 737NG — continuously improved thrust, efficiency, and reliability.

Especificações técnicas

Variantes

The CFM56 family spans five major variants across fifty years of development. The CFM56-2 (22,000–24,000 lbf) re-engined the Douglas DC-8-73 and powers some Boeing E-3 Sentry and E-6 Mercury military aircraft. The CFM56-3 (18,500–23,500 lbf) was developed for the 737 Classic (−300/400/500), featuring a smaller fan to maintain distância ao solo. The CFM56-5A/5B/5C (22,000–34,000 lbf) powers the entire A320ceo family and the A340-300/200. The CFM56-7B (19,500–33,000 lbf) is the motor exclusivo for the 737NG (−600/700/800/900ER) and remains the most numerous variant, with over 15,000 units delivered. Each successive variant brought improvements in OPR, SFC, and on-wing reliability.

Aplicações em aeronaves

• Boeing 737-300: CFM56-3B1/3B2 (20,000–22,000 lbf) — variante de lançamento do 737 Classic
• Boeing 737-400: CFM56-3C1 (23,500 lbf) — Classic alongado
• Boeing 737-500: CFM56-3C1 (20,000 lbf) — Classic encurtado
• Boeing 737-600: CFM56-7B18/22 (18,500–22,700 lbf) — menor 737NG
• Boeing 737-700: CFM56-7B24/27 (24,200–27,300 lbf) — corredor único padrão do 737NG
• Boeing 737-800: CFM56-7B26/27 (26,300–27,300 lbf) — variante do 737 mais vendida
• Boeing 737-900ER: CFM56-7B27A (27,300 lbf) — 737NG mais longo
• Airbus A318: CFM56-5B5/9 (23,300 lbf) — membro mais curto da família A320
• Airbus A319: CFM56-5A4/5B5/6 (22,000–27,000 lbf) — fuselagem estreita mais pequena da família A320
• Airbus A320-200: CFM56-5A1/5B4 (25,000–27,000 lbf) — a fuselagem estreita por excelência
• Airbus A321-200: CFM56-5B3 (33,000 lbf) — variante de alto empuxo para o membro mais pesado da família A320
• Airbus A340-300: CFM56-5C4 (34,000 lbf) — aplicação de longo alcance com quatro motores

História do desenvolvimento

First run in 1974 at GE's Evendale facility, the CFM56 program was nearly cancelled multiple times due to US ITAR restrictions on the F101 core technology — the US DoD initially refused to allow export of the military core to a French partner. A landmark 1979 agreement cleared the path for commercial sales. The −3 variant for the 737 Classic required a novel accessory gearbox repositioning to the side of the engine (from beneath) to preserve the 737's low ground clearance — a design decision that would echo in the LEAP-1B decades later. The CFM56-5B introduced a dual-annular combustor (DAC) option to reduce NOx emissions on the A320neo's predecessor. The −7B for the 737NG, certified in 1997, achieved sem precedentes dispatch reliability rates above 99.98%, cementing CFM56's reputation. Production continues for pós-venda support and spare engines, with the LEAP family serving as the direct successor.