747400sp From United States of America, joined Aug 2003, 3301 posts, RR: 2 Posted (6 years 12 months 1 day 22 hours ago) and read 2442 times:
In a post I had about a high by-pass version of the JT3, somebody stated that Pratt & Whittney was working on the JT10 to power the 737-300 orginaly.
The JT10 became the PW 2000 and the CFM-56 end up powering the 737-300. The Largest CFM-56 is very close to the size of the PW 2000 so are they rival?
BR715-A1-30 From , joined Dec 1969, posts, RR: Reply 1, posted (6 years 12 months 1 day 18 hours ago) and read 2431 times:
The CFM56 is a series of engines that have different power settings. If you go to http://www.cfm56.com you will be able to see the different engines from the CFM56-2 to the CFM56-7 engine and their different thrust settings and applications. If you want, you could probably call the PW2000 a competitor to the CFM56-3 or the CFM56-7 or even possibly the CFM56-5, but for the CFM56-2 which is used on the DC-8-70, It is not that much of a competitor. The CFM56 is a highly "variable" engine, which can be used for almost anything....ALMOST
AeroWeanie From United States of America, joined Dec 2004, 1601 posts, RR: 52 Reply 2, posted (6 years 12 months 1 day 17 hours ago) and read 2420 times:
The P&W JT10D was designed to compete with the CFM56, as the CFM56 was originally sized. The JT10D was cancelled and P&W joined the IAE V2500 program to compete with the CFM56. After the collapse of the IAE SuperFan, Airbus talked CFM into pushing the thrust of the CFM56 to power the A340. Thus, the CFM56 grew into the low end of the thrust range of the PW2000 (and RB211-535).
Something to consider: the PW2000 tops out at a thrust of 43k lbs. The JT9D, RB211 and CF6 started life at thurst of around 45k lbs.
F14D4ever From United States of America, joined May 2005, 319 posts, RR: 4 Reply 4, posted (6 years 12 months 1 day 3 hours ago) and read 2349 times:
Quoting 747400sp (Thread starter): The Largest CFM-56 is very close to the size of the PW 2000 so are they rival?
No. The largest CFM56 is the -5C4 at 34,000 pounds thrust. That represents two evolutions beyond the original -5C2 which entered service at 31,200. The CFM line is pretty well tapped out. Meanwhile, the low end of the PW2000 series generates 38,250 pounds thrust. I don't think we can call them 'very close' in size. I can't imagine any airframe that could accomodate both the CFM and the PW2000.
As AeroWeanie pointed out, if you want a rival for the CFM, look to the V2500.
F14D4ever From United States of America, joined May 2005, 319 posts, RR: 4 Reply 5, posted (6 years 12 months 1 day 2 hours ago) and read 2333 times:
Quoting Timz (Reply 3): The PW2000 was intended to compete with an engine that GE dropped-- CFM32 sounds familiar, but don't recall if SNECMA was going to be part of that one, so not sure about the M.
You're thinking of the CF6-32, which apparently had no major involvement from SNECMA, and drew no significant response from the airlines. It would have derived from the CF6-6 and would have generated 36,500 pounds thrust.