6 I AIRCRAFT OWNER’S & OPERATOR’S GUIDE

CFM56-5A/5B series
engine to be developed to provide up to
32,000lbs thrust, and to increase
coreflow. The engine could also be de-
rated to power all other members of the

specifications A320 family.

The -5B series has nine different
variants with eight different thrust ratings
(see table, page 9). The -5B3 is the highest
rated at 32,000lbs thrust, used to power
The CFM56-5A/-5B series has many variants and the highest gross weight models of the
sub-variants. A complete description of the family A321, while the -5B8 is the lowest rated
at 21,600lbs thrust for the lighter A318
is given, together with their thrust ratings, flat model. All nine variants share the same
rating temperatures & EGT margins. hardware for the eight different ratings,
and thrust rating is changed by using the
data entry plug. The engine can therefore

T
he CFM56-5A and -5B series significant, because the engine is allowed easily and quickly be re-rated, which
followed the development of to operate at maximum thrust for all facilitates its management and can be
the -3 series. The -5A and -5B OATs up to this flat rating temperature. used to extend removal intervals between
are one of two engine options The -5A1’s EGT increases by 3.1 degrees shop visits. This means that the engine
available for the A320 family. The for every one degree increase in OAT can first be used on the A321 with one of
CFM56-5A was the original engine on when operating at maximum thrust. The the highest thrust ratings, and when its
the A320, which gave the CFM56 a engine’s FADEC and engine control unit EGT margin has been exhausted it can be
market lead over the V.2500 series. The then maintain the engine’s EGT at a re-rated to a lower thrust rating as used
first engines were -5A series powerplants constant level by reducing thrust as OAT by the A320 and A319. This process
that went into service in 1987, and increases beyond the flat rating allows it to regain some EGT margin that
continued to be manufactured up to temperature. This reduction in thrust for will enable it to operate for an extended
2003. The -5B was developed to provide OATs higher than the flat rating or period.
higher thrust ratings for all A320 family ‘corner point’ temperature means that There are three main variant groups
members. The first engines entered the aircraft may suffer take-off weight of the -5B series. Each one of these has
service in 1993 and are now the only and payload penalties. sub-groups. The first of these three main
CFM56-5B series available for the A320 The other -5A variant for the A320 is groups comprises the ‘classic’ -5B
family. To date 3,500 A320 family the -5A3 rated at 26,500lbs thrust. This engines. This was the first group of -5Bs
aircraft have been ordered, and about also has a flat rating temperature of 30 manufactured between 1993 and 1996,
2,000 of these have had CFM56-5A/-5B degrees. The engine’s EGT increases at a and fewer than 300 were produced.
engines specified. rate of 3.1 degrees for every one degree There are only six variants: the -5B1, -
increase in OAT below the corner point 5B2, -5B4, -5B5, -5B6 and -5B7. The
temperature. highest rated -5B3 and lowest rated - 5B8
Configuration The two variants available for the and -5B9 were not available at the time.
The CFM56-5A/-5B have a two-shaft A319 are the -5A4 rated at 22,000lbs These engines are recognisable by the
design, and overall have four and eight thrust and the -5A5 rated at 23,500lbs absence of a suffix on their variant name.
different thrust ratings between thrust. The lower rated -5A4 is flat rated The -5B2 powers the A320. It has the
21,600lbs and 32,000lbs thrust (see to 45 degrees centigrade, and this higher highest rating in this group of 31,000lbs
table, page 9). corner point temperature is beneficial to thrust, and a corner point temperature of
airlines operating in hot environments. 30 degrees (see table, page 9). The -5B1
The engine’s EGT increases by 2.9 also powers the A321, has a rating of
-5A series degrees for every one degree increase in 30,000lbs thrust and a corner point
The CFM56-5A has a 68.3-inch OAT. The -5A5 has a corner point temperature of 30 degrees. This relatively
diameter intake fan, a three-stage low temperature of 37 degrees centigrade. low corner point temperature could mean
pressure compressor (LPC) booster, a EGT increases by 3.0 degrees for every that the A321 will be performance
single-stage high pressure turbine (HPT), one degree increase in OAT. limited on some routes when operating in
and four-stage low pressure turbine A modification programme was hot climates.
(LPT). The engine also has a full developed for three of the -5A series The -5B4 and -5B7 are both rated at
authority digital engine control (FADEC) variants, denoted by a /F suffix. This 27,000lbs thrust, power the A320 and
as standard. The -5A series engines have allows the engine to run hotter, via hot have a corner point temperature of 45
red line exhaust gas temperatures (EGT) section modifications, and so provides it degrees (see table, page 9). The -5B7 can
of 890 and 915 degrees centigrade, with an increase in EGT certification also be used to power the A319.
depending on modification status. The - from 890 to 915 degrees centigrade, The -5B6 is rated at 23,500lbs thrust,
5B series have red line EGTs of 950 and thereby increasing the EGT margin by up and can be used to power the A320 and
940 degrees centigrade, depending on to 25 degrees centigrade. A319. It also has a corner point
their sub-variant. temperature of 45 degrees. The -5B5 is
The -5A series has four ratings. The rated at 22,000lbs thrust, has a corner
first variant introduced into service was -5B series point temperature of 45 degrees
the -5A1, rated at 25,000lbs thrust. This The -5B series was developed to centigrade, and can also be used to power
was used to power the A320-100, and power all proposed variants of the A320 the A320 and A319 (see table, page 9).
also powers the higher gross weight family, because the -5A series did not These six original variants of the -5B
A320-200 model. The -5A1 is flat rated have the growth potential that the A321 have an EGT of 950 degrees centigrade.
to an outside air temperature (OAT) of required. The -5B’s configuration is The second main group of -5B
30 degrees centigrade. similar to the -5A, but the -5B features a variants is recognised by the /P suffix
This flat rating temperature is fourth LPC stage which allowed the following their variant nomenclature. The

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8 I AIRCRAFT OWNER’S & OPERATOR’S GUIDE
The -5B series has nine variants. The series is
also split into three sub-variants. These are the
original or ‘classic’ engines, the -5B/P engines
and the -5B/3 engines. There are less than 200
classic engines in the fleet, which is dominated
by the -5B/P, accounting for more than 2,000
engines in operation. The -5B/3 will be the
standard production engine from the fourth
quarter of 2007.

/P suffix was used to designate an The main features include redesigned and engine’s FADEC will allow the maximum
improved performance modification. The more aerodynamic stage 1-9 HPC blades, thrust rating to be provided to a higher
main features were a redesigned HPC an upgraded single annular combustor corner point temperature. This facility
compressor that used 3-D aerodynamic (SAC) that will meet CAEP6 NOx could be useful not only for aircraft
blades, a new HPT blade that had emissions standards, improved cooling operating in hot environments, but also
increased cooling, and a redesigned LPT for durability, and redesigned HPT blades for those using high airfields or short
stage 1 nozzle. that will assist in lowering sfc (see runways, or where steep climb capability
This was included as standard on the CFM56-5A/-5B Modification is required.
production line, but was also available as programmes, page 10). The /3 ‘Tech Of the /P engines, the -5B3 and -5B4,
a modification that could be incorporated Insertion’ modification can also be which are the highest rated engines for
in a shop visit. The majority of classic installed on existing engines during a the A321 and A320, are available with
engines were upgraded to /P engines, shop visit. thrust bump capability. This is provided
leaving only 48 in their original via programme changes to the engine’s
configuration. FADEC, but it incurs penalties in cycle
The /P engines had about 3% lower Sub-variants times counted on the engine’s life limited
specific fuel consumption (sfc) over the In addition to the three main groups parts (LLPs).
classic -5B engines. of -5B variants, there are also several sub- Airlines can choose from several
This group includes all nine variants. variants. The first of these sub-groups combinations of specification. Besides the
The first of these was the -5B3, the comprises the engines with the dual regular /P, the -5B3 and -5B4 are
highest rated -5B variant. It is rated at annular combustor (DAC). These are available as the /P1, which is the /P with
32,000lbs for the A321, and has a corner denoted by the /2 suffix. The DAC was the thrust bump capability.
point temperature of 30 degrees. designed to reduce NOx emissions, and Six of the /P variants are available
This group also includes the two airlines operating in areas that impose with the DAC combustor. These are the -
lowest rated variants. The first is the - specific penalties related to emissions 5B1, -5B2, -5B3, -5B4, -5B6 and -5B9,
5B8, the lowest rated -5B variant, rated have specified the DAC. The standard and are denoted with the /2P suffix.
at 21,600lbs thrust. It is used to power specification of the -5A and -5B engines is Finnair ordered /P engines with the DAC
the A318, and has a corner point the SAC. combustor.
temperature of 45 degrees centigrade (see Of the six variants of the classic The -5B3 and -5B4 are also available
table, page 9). There is also the -5B9, engines, four were available as DAC with the DAC combustor and thrust
rated at 23,300lbs thrust and used to engines: the -5B1, -5B2, -5B4 and -5B6. bump, and are denoted with the /2P1
power the A318 Elite, which is the The majority of classic engines were suffix.
corporate version of the A318. specified with the SAC, but Swissair and The third main variant group of /3
The nine /P variants in this group are Austrian Airlines ordered classic DAC engines includes the option of a thrust
certified with an EGT of 940 degrees engines. bump for the -5B3 and -5B4 engines.
centigrade, 10 degrees lower than the The other main specification feature These are the -5B3/3B1 and -5B4/3B1.
classic engines. of -5B engines is the ‘thrust bump’. As
The third group of engines has a /3 described, the engine’s thrust is reduced
suffix. These will be standard production from maximum thrust when operating in Life limited parts
engines from late 2007, and the /3 OATs above its corner point temperature. The -5A series has 18 LLPs, which
designates a ‘Tech Insertion’ standard, This can restrict an aircraft’s performance have a total list price of $1.75 million.
which is a modification that offers several by limiting its take-off weight and These are split between three in the
improvements to reduce sfc and NOx payload on certain routes. Thrust bump fan/booster module with a list price of
emissions, and provide a higher EGT red is achieved by extending the engine’s $375,000, five in the HPC module with a
line limit and overall better durability. corner point by a few degrees, so that the list price of $460,000, four in the HPT

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 9 I AIRCRAFT OWNER’S & OPERATOR’S GUIDE
with a list price of $419,000, and six in CFM56-5A & -5B EGT MARGINS
the LPT with a list price of $500,000.
CFMI’s policy is to set target lives of Engine -5A3 -5A1/ -5A5/ -5A4/
30,000 engine flight cycles (EFCs) for the variant -5A1F -5A5F -5A4F
three fan/booster LLPs, a target life of
20,000EFC for the nine HPC and HPT Thrust lbs 26,500 25,000 23,500 22,000
LLPs, and a target life of 25,000EFC for
the six LPT LLPs. Application A320 A320 A319 A319
There are several part numbers for
each LLP, and some part numbers have Red line EGT (deg C) 915 890/915 890/915 890/915
had their lives limited to less than their
target lives. Other part numbers have Initial EGT 71 57/82 50/75 55/80
been issued as a consequence, so there is margin (deg C)
now a range of lives for each LLP. The
fan disk and booster spool part numbers Corner point 30 30 37 45
for the -5A series have lives of 23,000- temperature (deg C)
30,000EFC. All parts for the fan shaft
have a life of 30,000EFC. Most part Engine -5B3 -5B2 -5B1 -5B7 -5B4 -5B6 -5B5 -5B8
numbers for all LPT LLPs have lives of variant
25,000EFC, and all part numbers of HPC
LLPs have lives of 20,000EFC. The Thrust lbs 32,000 31,000 30,000 27,000 27,000 23,500 22,000 21,600
module with the most life restrictions is
the HPT. The rotating forward air seal in Application A321 A321 A321 A320 A320 A319 A319 A318
particular has some part numbers that are
restricted to lives of 11,000EFC in the - Red line (deg C) 940 950/ 950/ 950/ 950/ 950/ 950/ 940
5A1, 7,700EFC in the -5A3 and 940 940 940 940 940 940
9,100EFC in the -5A5. There are other
part numbers used in the HPT whose Initial EGT 66 95 115 109 109 145 163 180
lives are also limited to several thousand margin (deg C)
EFC fewer than the target life of
20,000EFC. Corner point 30 30 30 45 45 45 45 45
The -5B has 18 LLPs with a total list temperature (deg C)
price of $1.83 million. CFMI has the
same target lives for the four main
modules as the -5A series. The three parts
in the fan/booster module have a list price maximum thrust rating up to the corner margin at OATs lower than the corner
of $406,000, the five parts in the HPC point temperature. The EGT increases at point temperature.
have a list price of $447,000, the four a rate of about 3 degrees per one degree The engine’s EGT is highest for the
parts in the HPT have a list price of increase in OAT. The EGT therefore rises highest rated -5B3 engines, which
$474,000, and the six parts in the LPT to a maximum allowable level, which is therefore have the lowest EGT margin.
have a list price of $503,000. lower than the engine’s red line EGT. This The -5B3, as well as the -5B1 and -5B2,
Part numbers for the fan disk are is the exhaust temperature between 890 also has a low corner point temperature
limited to 20,000-25,000EFC, while the and 950 degrees centigrade, which must of 30 degrees centigrade. Conversely, the
other two LLPs in the module have lives never be exceeded. The difference lowest rated -5B8 has the highest EGT
of 30,000EFC. Five of the six LPT part between the engine’s actual EGT and the margin, as well as a higher corner point
numbers have lives of 25,000EFC, and red line temperature is the EGT margin. temperature of 45 degrees.
the sixth LLP has lives of 15,000- The EGT margin is measured at the EGT margins are at their highest
25,000EFC. Most part numbers for the reference point of the corner point levels when the engines are new. The rate
HPC have lives of 15,600-20,000EFC. temperature. The engine will actually at which EGT margins decline with
Like the -5A, the HPT has part numbers have a higher EGT margin for OATs engine deterioration determines life on-
with the most limitations. These have below the corner point. wing. The highest rated -5B3 and -5B1
lives between 6,400EFC and 20,000EFC. For OATs higher than the corner engines can therefore expect to have the
The worst affected part numbers in this point temperature, the FADEC is shortest removal intervals. Moreover,
module are those used in -5A engines. programmed to keep the engine’s EGT EGT margins of engines following shop
Part numbers used in the HPT of -5B constant, so that the difference between visits are only 60-80% of original levels,
engines have lives of 12,400-20,000EFC. the EGT and the red line temperature is which means that second and subsequent
Moreover, only a minority of engines the same. The engine’s EGT margin is removal intervals are shorter than the
have parts with lives as short as thus the same for all temperatures above first intervals.
12,400EFC. There are a larger number of the OAT, but the EGT margin increases The high EGT margins and high
engines, however, with parts that have by about 3 degrees for every one degree corner point temperatures of lower rated
lives as short as 15,300EFC and drop in OAT below the corner point engines therefore enable engines to
17,600EFC. temperature. achieve lower maintenance costs and
The /3 engines with the Tech Insertion As the engine’s condition deteriorates allow aircraft to operate with fewer
programme will, however, have all LLPs as a result of operation, the EGT performance restrictions in high ambient
with lives certified at the target lives. gradually rises and the EGT at the corner temperatures than the higher rated family
gradually increases. The EGT margin members.
therefore decreases by the same amount.
EGT margin The engine can remain in operation until To download 100s of articles
As described, the engine’s FADEC is the EGT margin has reduced to zero. The like this, visit:
programmed to keep the engine up to its engine will still actually have some EGT www.aircraft-commerce.com

ISSUE NO. 50 • FEBRUARY/MARCH 2007 AIRCRAFT COMMERCE