飞行学习文件Optimized Flight Ops Seminar CFM56-7BR1

CFMIProprietaryInformationTheinformationcontainedinthisdocumentisCFMIProprietaryInformationandisdisclosedinconfidence.ItisthepropertyofCFMIandshallnotbeused,disclosedtoothersorreproducedwithoutthewrittenconsentofCFMI.Ifconsentforreproductioninwholeorinpart,thisnoticeshallappearinanysuchreproductioninwholeorinpart.TheinformationcontainedinthisdocumentmayalsobecontrolledbytheU.S.exportcontrollaws.Unauthorizedexportorre-exportisprohibited.,CFM56-7B,FlightOpsSupport,TechnicalFeatures,NormalOperatingConsiderationsFlightphases,opsrecommendations,ReducedTakeOffThrust,Overview,CFM56General,EngineCertificationtheyveloggedmorethan247millionflyinghoursandnearly60billionmiles.Reliably.Efficiently.Cost-effectively.Everyfourseconds,everysingleday.,ReliabilityRates(Rate/Numberofevents),CFMGeneral,*(TotalincludesenginecauseandotherrelatedengineeventssuchasFOD,CustomerConvenience,.)*(Per1,000EFH)*(Per1,000Departures),EVERYfourseconds,everysingleday,anaircraftwithourenginestakesoff.CFM56enginespowermoreplanestomoresplacesthananyotherengineintheirthrustclass;theyveloggedmorethan247millionflyinghoursandnearly60billionmiles.Reliably.Efficiently.Cost-effectively.Everyfourseconds,everysingleday.,100MEFHIN1997200MIN2002300MIN2005ACFM-POWEREDAIRCRAFTTAKESOFFEVERY4SECONDS,ExperienceandForecast,0511T-V08/03,1997,1998,1999,2000,1993,1994,1995,1996,1989,1990,1991,1992,1985,1986,1987,1988,1982,1983,1984,0,10,20,30,40,50,60,70,80,90,100,110,120,130,140,150,Super70,737-300,A320,737-400,737-500,A340,A321-100,A319,A321-200,737-700,737-800,737-600,CFM56FLEET,160,170,180,2001,2002,2003,2004,2005,190,200,210,220,230,240,250,260,270,280,290,300,737-900,A318,CFM56-5FLEET,CFM56-3/-7BFLEET,CFMGeneral,FlightOpsSupport,TechnicalFeatures,NormalOperatingConsiderationsFlightphases,opsrecommendations,ReducedTakeOffThrust,CFM56General,EngineCertificationnotbyAC25-13,ReducedTakeOffThrust,TypicalAdditionalRestrictionappliedbyindividualoperatorsonReducedThrustTakeoffs,PossiblewindshearBrakesdeactivatedOtherMMELitemsinoperativeDe-icingperformed,ReducedTakeOffThrust,AC25-13RestrictionsAperiodictakeoffdemonstrationmustbeconductedusingfulltakeoffthrust.Anapprovedmaintenanceprocedureorengineconditionmonitoringprogrammaybeusedtoextendthetimeintervalbetweentakeoffdemonstrations,Anti-iceusedfortakeoffTakeoffwithtailwindWetrunwayPerformancedemo“required”,Operatormethodsvarye.g.EverytenthtakeoffEveryFridayNevermakededicatedfullthrustT/OforperformanceverificationTakecreditforECMandfullthrustT/OsperformedforoperationalreasonsLessreducedthrustbenefitsacruewhenunnecessaryfullthrusttakeoffsareperformedFullthrusttakeoffsmeaningfulonlywhentakeoffisperformedattheflatratetemperature;otherwisethetakeoffdatamustbeextrapolatedtoflatratetemperatureReducedthrusttakeoffscanbeextrapolatedaswellCruiseECMdatacanalsobeusedtopredictEGTmarginNegotiatewithregulatoryagencytoextendintervalbetweendedicatedperformanceverificationtakeoffsTakecreditforECMprograms(T/OorCruise)TakecreditforfullthrusttakeoffsperformedforoperationalrequirementsExtrapolatedataobtainedduringreducedthrustaswellasfullthrusttakeoffs,ReducedTakeOffThrust,PeriodicTakeoffDemonstrations,CFM56-7B27,-7B26AND-7B24PeriodicTakeOffDemonstrationseffectcompared,70%,75%,80%,85%,90%,95%,100%,105%,%thruston7B27,$/EFH,7B27,7B26,7B24,ReducedTakeOffThrust,PeriodicTakeOffDemonstrationseffectonCFM56-7B,CFM56-7Bfleetaverage,-MaxThrustisnotanymorenecessary!,BenefitsofReducedThrust/Derated-LowerTakeoffEGT-FeweroperationaleventsduetohighEGT-Lowerfuelburnoveron-winglifeofengine-LowermaintenancecostsEGTMargindecreaseslowlySFCkeptatlowrateBetterEngineperformanceretention-Longerenginelifeonwing-ShopVisitratedecrease-ImprovedflightsafetyForagivenTakeOff,enginestressdecreasing,probabilityofenginefailuredecreaseonthatTakeOff.,TakeOffthrustisreducedwhenREALGWMAXLIMITINGGW,ReducedTakeOffThrust,Severityofoperationisafunctionofflightlengthand“effectivederate*”whichisacompositeoftakeoff,climbandcruisereducedthrust/derate.T/Oisweightedheavieronshorterflights;climbandcruisederateareweightedheavier(relativetotakeoff)onlongflights.Thisvisualizationisnotusedinthepricingofmaintenanceservicecontracts.,SeverityAnalysis,*ReducedThrust,Ameansofquantifyingandpredictingmissionseveritybasedonhowtheengineisused,ReducedTakeOffThrust,Thischartrepresentstherelativeimpactofreducedthrustincrementsonseverity.Thisshowsthatthefirstincrementofthrustreductionisthemostimportantbutthatthrustreductionevenatthehigherincrementsisimportant.,SeverityAnalysis,ReducedTakeOffThrust,FlightLeg,100,80,60,40,20,0,0.5,1.5,2.5,3,2,1,%MaintenanceCost,T/OFFCLIMBCRUISE,Lowermaintenancecosts,2minutesoftakeoffaccountsforatleast45%ofenginemaintenancecost,ReducedTakeOffThrust,Note:-Dataforentirehigh-bypassengine-poweredcommercialtransportfleet-Source:PropulsionSafetyAnalysisMethodologyforCommercialTransportAircraft,1998,Improvedflightsafety,Example:Foranaveragehighbypassturbofanmission(approximately2hours)43%oftheuncontainedenginefailuresoccurinthe1%ofthetimespentinthetakeoffphase.Thisyieldsan“uncontainedfactor”of431=43versusthe“uncontainedfactor”forclimbwhichis30142.Thus,onuncontainedfailureis21.5timesmorelikelytooccurinthetakeoff(higherthrust)phasethantheclimb(lowerthrust)phaseofflight.Tomakethepointthatanenginefailureislesslikelyatreducedthrust,onecanthinkofthetakeoffphaseasa“fullthrust”takeoffandtheclimbphaseas“reducedthrust.”Thus,thedatawouldshowasignificantlyhigherchanceofenginefailureatfullthrustthanreducedthrust.,NodataonThrustReductionversusenginefailuresFollowingdataisfortakeoffphaseVsclimbphase,showingsignificantlyhigherchanceofenginefailureathigherthrustsettingsassociatedwithtakeoff,ReducedTakeOffThrust,ReducedTakeOffThrust,ForRUNWAY(Length,Altitude,slope)TEMPERATURE,QNH,wind,FLAPSSETTINGOBSTACLESHEIGHTindeed,maynotrequireanyactionotherthantologtheexceedance,SelectedAbnormalConditions,CertifiedthrustwillindeedremainavailableevenincaseofEGTexceedance,(SeeBoeingAMMforfulldetails)NomaintenanceactionnecessarywhenmaxEGTbetxeen950and960Cforlessthan20sec.(T/OorGA)AreaA:Visualinspectionofengineinletandexhaustbeforesubsequentflight.Correctthecause.Ifcausefoundbutnotcorrected,10moreovertemperaturesinthisareabeforeyoumustcorrectthecause.AreaBVisualinspectionofengineinletandexhaustbeforesubsequentflight.Correctthecause.Ifcausefoundbutnotcorrected,10moreovertemperaturesinareaAandBbeforeyoumustcorrectthecause.AreaCIfEGTovertemperaturemorethan5sec.,enginemustberemovedbeforesubsequent15cycles.AreaDEnginemustberemoved,EGTExceedances,SelectedAbnormalConditions,Vibration,EnginevibrationsystemandassociatedproceduresaretheresponsibilityoftheaircraftmanufacturerEnginevibrationsystemisavaluabletoolforEngineconditionmonitoringIdentifyingaffectedenginefollowingFODorotherenginedamageeventsuchasbirdstrikeProvidingasecondsourcetoconfirmotherengineanomaliesDetectingunbalanceduetofan/spinnericebuildupandsheddingCrewalertlevelGenerallyestablishedatorabovethevibrationlevelsdemonstratedforinfinitelifeonmainenginestructureandmajorenginecomponentsOperationabovethislevelforanextendedperiodmayresultinenginedeterioration/distress,SelectedAbnormalConditions,Vibration(Continued),NocrewactionunlessvibrationindicationisvalidatedNoIFSDbasedsolelyonvibrationindication(evenwhenindicationvalidated)Unacceptabletactilevibrationorexceedanceofotherengineparameter(s)woulddrivecrewtoIFSD,ifnecessaryN1/LPTvibrationAvalidhighN1indicatedvibration(atorabove“crewalert”level)WouldbeaccompaniedbytactilevibrationMaybeaccompaniedbyanomaliesinotherengineparametersMayrespondtothrustlevermovementForvalidatedhighN1vibrationindication(atorabove“crewalert”level)Retardthrustlevertoachievevibrationbelow“action”levelandacceptabletactilevibrationlevelContinuedoperationabovetheactionlevelmayresultinenginedeterioration/distressIFSDonlyifunacceptabletactilevibrationpersistsorifcalledforbyotheraircraftproceduresIfinicingconditions,performicesheddingproceduresperAOMorFCOM,SelectedAbnormalConditions,N2vibrationAvalidhighN2indicatedvibration(atorabove“crewalert”level)Wouldmostlikelynotbea