Table of contents:

• ENGINE CONCEPT
• LITERATURE SURVEY
• THE PURPOSE OF FAN MODULE
• FAN TRIM BALANCE
• CFD ANALYSIS
• STRUCTURE ANALYSIS

Contents in this project:

• Literature survey
• Fan Trim Balance
• CFD Analysis for the new Fan Design
• Structural Analysis for the new Fan Design
ENGINE CONCEPT:
ENGINE DESCRIPTION:
The CFM56-7B engine is a high by-pass, dual rotor, axial flow, advanced technology turbofan. It
is supported by the wing pylon and streamlined by cowlings. Air is sucked into the intake by the fan
blades and separated by a splitter fairing into two flow paths, the Primary and the Secondary.
The primary airflow passes through the inner portion of the fan blades and is directed into a
booster (LPC).The flow path then enters a High Pressure Compressor (HPC) and goes to a combustor.
Mixed with fuel and ignited, the gas flow provides energy to a High Pressure Turbine (HPT) and a Low
Pressure Turbine (LPT).
The secondary airflow passes through the outer portion of the fan blades, the outlet guide vanes
(OGV’s) and exists through the nacelle discharge duct, producing approximately 80% of the total thrust
at take-off. It also plays a role in the thrust reverser system.
At static take-off power, the engine by-pass ratio is between 5.1:1 and 5.5:1, depending on the
engine model, which means that the secondary airflow takes in between 5 and 6 times more air than
the primary airflow.
The CFM56-7 engine is of a modular design that consists of three major modules. The engine major
modules areas follow:
- Fan major module.
- Core major module.
- LPT major module.
 The CFM56-7B engine uses a maintenance concept called ‘On condition Maintenance’. This means
that the engine has no periodic overhaul schedules and can remain installed under the wing until something
important occurs, or when lifetime limits of parts are reached.
For this reason, the monitor and maintain the health of the engine, different tools are available, which
are:
-Engine performance trend monitoring, to evaluate engine deterioration over a period of use:
engine parameters, such as gas temperature, are recorded and compared to those initially observed at
engine installation on the aircraft.
-Borescope inspection, to check the condition of engine internal parts: when parts are not
accessible, they can be visually inspected with borescope probes inserted in ports located on the engine
outer casing.
-Lubrication particles analysis, while circulating in the oil system, lubrication oil is filtered, and
large, visible-to-the-eye particles (Larger than 10 microns) coming from worn engine parts are collected in
filters and magnetic chip detectors, for visual inspection and analysis.
-Engine vibration monitoring system, sensors located in various positions in the engine, send
vibration values to the on-board monitoring system. When vibration values are excessive, the data
recorded can be used to take a remedial balancing action.
 CFM56-7 SERIES:
The CFM56-7 powers the Boeing 737 Next Generation series (737-600/-700/-800/-900). The CFM56-7
is rated with takeoff thrust from 19,500 to 27,300 lbf (86.7 kN to 121 kN). It has higher thrust ranges,
improved efficiency, and lower maintenance costs than its predecessor, the CFM56-3 series. It incorporates
features from the CFM56-5 series such as FADEC, double-annular combustor (as an option), and improved
internal design.
The basic mechanical arrangement is as the -3 series, but all aspects were aerodynamically improved
from that model. For example, the improved wide-chord fan blades allowed the total number of fan blades to
be reduced from 44 to 24. Other improvements came from material advances, such as the use of
single-crystal turbine blades in the high-pressure turbine.
The CFM56-7-powered 737 is granted 180-minute Extended-Range, Twin-Engine Operations (ETOPS)
approval by the U.S. Federal Aviation Administration. It also powers the military versions of the Next-
Generation 737, the C-40 Clipper, the P-8 Poseidon, and Boeing 737 AEW&C. The Next Generation's use
the CFM56-7B which has a 61 inch diameter solid titanium wide-chord fan, new LP turbine turbo machinery,
FADEC, and new single crystal material in the HP turbine.
All of which give an 8% fuel reduction, 15% maintenance cost reduction and greater EGT margin
compared to the CFM56-3.One of the most significant improvements in the powerplant has been to the noise
levels.
 2.3 VARIANTS OF CFM56-7B:
Here we take cfm56-7b27 engine for the study and analysis of FAN.
2.4 WEIGHT AND DIMENSIONS
Approximate weights for a CFM56-7 engine are indicated in the table below. Actual weight will vary
with different aircraft component configurations and options added.
The graphic below also depicts approximate dimensional data for a CFM56-7 engine.

Major Module Weight

Fan 2330 lb (1156.9 kg) Model Thrust Bypass Pressure Dry Weight

Core 1713 lb (777.5 kg) Ratio Ratio Application

s
Low Pressure Turbine 1090 lb (494.4 kg) CFM56- 19,500lbf 5.5 32.8 5,216lb Boeing 737
-600
7B18 (86.7 kN) (2,370 kg)

CFM56- 20,600lbf 5.5 32.8 5,216lb Boeing 737

-600
7B20 (91.6 kN) (2,370 kg)
,

Boeing 737
CFM56- 22,700lbf 5.3 32.8 5,216lb Boeing
-700 737
-600
7B22 (101 kN) (2,370 kg)
,

Boeing 737
CFM56- 24,200lbf 5.3 32.8 5,216lb Boeing
-700 737
-700
7B24 (108 kN) (2,370 kg)
,
Boeing 737
-800
,

CFM56- 26,300lbf 5.1 32.8 5,216lb Boeing 737

Boeing 737
-700
7B26 (117 kN) (2,370 kg) -900
,
Boeing 737
-800
,

CFM56- 27,300lbf 5.1 32.8 5,216lb Boeing 737

Boeing 737
-800
7B27 (121 kN) (2,370 kg) -900
,
Boeing 737
-900
,
Boeing Busi
ness Jet
CFM56-7B MAIN CHARACTERISTICS:
•Type of engine -Turbo fan
•Arrangement -Two spool axial flow
•Rotation -Clockwise (ALF)
•Compressors
1.- Fan -Single stage
2.- LP Compressor -Four stages
3.- HP Compressor -Nine stages
•Combustion chamber -Annular SAC (option DAC)
•Turbines
1.- HP Turbine -Single stage
2.- LP Turbine -Four stages
•Weight -2384 kg (5257 lbs)
•Overall dimensions
1.- Length -2.51m (98.72 ins)
2.- Height -1.83m (72.00 ins)
3.- Width -2.12m (83.40 ins)
•Performance
1.-Take-off thrust -19500-27300lbs
2.-Take-off flat rated temp °f/°c -86/30
3.-Max. climb thrust -5960lbs
4.-by-pass ratio -5.1:1 to 5.5:1
5.-EGT red line -95°c
6.-100% N1(low pressure
Rotational speed) -5175 rpm
7.-N1 speed limit (red line) -104%
8.-100% N2(high pressure
Rotational speed) -14460 rpm
9.-N2 speed limit( red line) -105%
THE PURPOSE OF FAN MODULE:
The fan major module is at the front of the engine downstream from
the air inlet cowl.
The main purposes of the fan major module are:
•To provide approximately 80% of the engine thrust.
•To provide the engine/pylon front attachment.
•To enclose the fan stage and Low Pressure Compressor stages.
•To provide structural rigidity in the front section.
•To provide containment for front section major deterioration and/or damage.
•To provide noise reduction for the fan section.
•To provide attachment for gearboxes and nacelle equipment.
•To provide attachment for the core engine.
The fan major module consists of 4 modules:
•Fan and booster module.
•No 1 and 2 bearing support module.
•Fan frame module.
•Inlet gearbox and No 3 bearing.
 FAN TRIM BALANCE:
The purpose of the engine fan trim balance is to bring back the engine vibration level to a satisfactory level.
This ensures that:
- The engine reliability will not be affected by abnormal vibration,
- Engine performance level is maintained for all operational phases,
- Cabin noise is maintained to a satisfactory level.
The trim balance procedure should limit vibration levels measured on fan and Low Pressure Turbine to 1.5
AVM units during all engine ground runs.
These are the conditions for Fan Trim balance procedure is performed on the CFM56-7B to reduce engine
vibration levels:
- Fan or/and LPT vibrations are equal or more than 3 AVM units or 6 mils Double Amplitude.
- After the replacement of 1or more fan blades and the correction weight installed on the spinner cone is
more than 3.36 pound inches or 600 cm.g.
- After the repair of 1or more fan blades and the correction weight installed on the spinner cone is more
than 3.36 pound inches or 600 cm.g.
 MAINTENANCE PRACTICE:
These are the two different maintenance practice procedures available to perform fan trim
balance:
- Airborne Vibration Monitoring Unit (AVM) Method
-The 3 Shot Plot Method
Airborne Vibration Monitoring Unit (AVM):
The procedure using the Boeing on board optional equipment installed in the airplane electronic bay
on the E3-2 shelf. This procedure is uses the vibration data for phase angle and vibration levels collected
during the last 32 flight legs and when necessary during engine ground runs.
The AVM uses these signal inputs to calculate vibration levels:
-Vibration sensor from N1 bearing
-Vibration sensor from the FFCCV
-N1 Speed Sensor
-N2 Speed Sensor
The AVM signal conditioner continuously calculates vibration data for several areas of each engine.
-Fan and LP compressor
-HPC Compressor -HPT Turbine
-LPT turbine
The highest vibration level is displayed on the CDS, on the vibration indicator.
The four vibration monitoring systems are the (Endevco -203, -213 and Vibrometer -103,
-113). These units calculate the amount and location of weight necessary to balance the engine back to a
normal level. The PO weight is selected and then needs to be installed in the engine rear cone by the
technician.
 The 3 shot plot method:
In case our aircraft is not equipped with such optional vibration monitoring units, we still have one way to get
our engine balanced using the alternate manual procedure called "the 3 shot plot."
The 3 shot plot procedure philosophy:
This method is used when no equipment is available to find out the phase angle of the engine unbalance. To
find out the location and amount of weight to install on the engine rear spinner cone, engine runs must be
performed. A minimum of 5 runs are necessary.
Initial run:
The actual engine unbalanced condition is recorded through different engine speeds.
First run:
Balance weights are installed on the spinner cone, and engine is operating at the same speeds that during
the initial run and vibration levels are recorded. Obviously, the vibration amplitudes change and are more or less
important that the one recorded during the initial run.
Second run:
Balance weights installed for the engine first run are removed and installed in different position 120°apart),
Engine is run again at the same speeds that the earlier runs, and vibration levels are recorded. Once again,
Vibration amplitudes change, and are more or less important that previous engine runs.
Third run:
Balance weights installed for the engine second run are removed and installed in a different position (120°
apart) from the second run. Engine is run again at the same speeds, and vibration levels are recorded. Once
again, Vibration amplitudes change, and are more or less important that amplitudes recorded during previous
engine runs depending on the position of unbalance.
Engine run analysis:
From the engine runs recorded data, a manual vectorial construction is performed to determine the amount
of balance weight to install, and the position to install the weight. This is calculated using the different forms
available within the Boeing Maintenance Manual. Weight is then installed on the engine rear spinner cone
according to the analysis calculation.
Final run:
The engine is operated to record the engine vibration amplitude, and to verify that the level is within limits.
NOTE: If during engine run with test weights installed the vibration level is measured within limits, the fan
trim balance procedure is finished.
CFD ANALYSIS & STRUCTURAL ANALYSIS:

Cfd and Structural Analysis are done for the new fan design module to
validate the new design of the Engine.