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Structure of the aerospace industry
Published in Wesley Spreen, The Aerospace Business, 2019
The international market for large turbine engines is dominated by four major producers: General Electric (USA), Pratt & Whitney (USA), Rolls-Royce (UK), and Safran (France), formerly named Snecma. Because of the large costs and financial risks of introducing new engines, cooperation among the companies has become commonplace. Noteworthy among the cooperative ventures have been the alliance between GE and Safran-Snecma to produce the CFM-56 engine, and the International Aero Engines consortium formed by Pratt & Whitney of the USA, the Japanese Aero Engines Corporation, MTU Aero Engines of Germany, and Rolls-Royce to develop and build the V2500. In addition to the major producers, the industry includes a few smaller firms that have historically produced engines for smaller sectors such as helicopters, general aviation aircraft, cruise missiles, regional transports, and business jets. Most significant among these second-echelon players are Honeywell of the USA, serving the regional transport market, and Turbomeca (recently acquired by Safran) of France, serving the helicopter market. In addition, the former Soviet engine manufacturers located in Russia and Ukraine continue to produce for their domestic markets within the CIS.
Aircraft supply and MRO
Published in Gert Meijer, Fundamentals of Aviation Operations, 2020
It is interesting to note that engine suppliers sometimes form joint-ventures, various engine models are designed and produced by two engine suppliers on a 50/50 base. As such, the world’s most successful engine, the CFM-56 powering the Boeing 737 and the Airbus A-320, is a joint venture between US supplier GE and the French company Snecma, with production facilities at both sides of the Atlantic Ocean. The alternative engine for A320, the V2500, also is the product of a joint venture between US-based P&W and British Rolls-Royce. And as both P&W and GE considered developing an engine for the big A380 to be too risky, they did it jointly, resulting in the Engine Alliance 3200 powering the A380 as alternative to the Rolls Royce Trent 900.
Flow over Immersed Bodies
Published in William S. Janna, Introduction to Fluid Mechanics, Sixth Edition, 2020
A Delta airlines publication reports speed and thrust ratings for an Airbus A320-200 aircraft. This aircraft has two CFM56-fA turbofan engines, providing a combined 53,000 lbf of thrust at a crusing speed of 517 mph. How much horespower does this aircraft have?
Assessment of predicted aircraft engine non-volatile particulate matter emissions at Hangzhou Xiaoshan International Airport using an integrated method
Published in Journal of the Air & Waste Management Association, 2022
Limin Zhou, Yushan Ni, Huolei Feng, Xiaowen Hu
In order to analyze the sources and trends of nvPM emissions produced by aircraft engines working in the LTO cycle at airports, it is necessary to calculate engine nvPM mass and number emissions in the LTO cycle from different aircraft. Because new data introduced into the integrated method could be obtained from flight operations at airports, we only need to prove that the sources of certain aircraft engine nvPM mass and number emissions in the LTO cycle could be assessed by the integrated estimation method for validating its effectiveness. Here we chose the unmixed turbofan engine CFM56-7B26E as an example, a typical dual-channel turbofan engine used in B737NG airplanes. Normally, the relevant aircraft engine emissions certification information could be obtained from ICAO EEDB, including its corrected nvPM mass and number emission index at the engine exit plane (EInvPMm_SL and EInvPMn_SL). According to the definition of relevant parameters, the values of EInvPMm_SL and EInvPMn_SL provided by engine manufacturers in ICAO EEDB are corresponding actual values of parameters EInvPMm,e,k and EInvPMn,e,k estimated by the integrated method respectively. Firstly, the relevant data of CFM56-7B26E engine SN, FF, EInvPMm_SL and EInvPMn_SL in the LTO cycle (see Table 4) are obtained from ICAO EEDB on the website of the European Aviation Safety Agency (EASA) (EASA 2021).
Layout optimization of pin-jointed truss structures with minimum frequency constraints
Published in Engineering Optimization, 2023
S. J. Salt, A. G. Weldeyesus, M. Gilbert, J. Gondzio
There have been numerous recorded HCF related incidents. A notable example led to the loss of British Midland flight #92 in 1989 (Cooper 1989). This was initiated by the failure of a fan blade on one of the two CFM International S.A. CFM56-3 turbofan engines. A single blade failed owing to the coupling of a torsional–flexural transient and a non-synchronous oscillation, leading to rapid reduction of the HCF life of the blade. The blade was subsequently released, causing high levels of vibration in the engine and aircraft, contributing to the loss of the aircraft upon attempting an emergency landing at East Midlands Airport in the UK.
Route planning in real time for short-range aircraft with a constant-volume-combustor-geared turbofan to minimize operating costs by particle swarm optimization
Published in Cogent Engineering, 2018
Ramón Fernando Colmenares-Quintero, Germán David Góez-Sánchez, Juan Carlos Colmenares-Quintero
PMDF is validated with the data of an Airbus A320 mounted with CFM56-5 turbofan engines. A selection of validation results is listed in Colmenares Quintero et al. (2010) (please, refer to Table 1). The data for the validation are obtained from the public domain (PD). The reliability of these data cannot be guaranteed.