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A340-300 Does It Get The Same Engine Upgrades?  
User currently onlineparapente From United Kingdom, joined Mar 2006, 1570 posts, RR: 10
Posted (4 years 2 months 2 weeks 3 days 1 hour ago) and read 3826 times:

I notice that Swiss like many are keeping their 340's.Do the Cfm engines on this type enjoy the same continual upgrades that the 320 and 737 get?

If so they must be enjoying some significant improvements in economy and reliability over the past few years - and indeed the next couple.Or are they in some way "too different"

5 replies: All unread, jump to last
 
User currently offlineStitch From United States of America, joined Jul 2005, 30922 posts, RR: 87
Reply 1, posted (4 years 2 months 2 weeks 2 days 16 hours ago) and read 3696 times:
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There appear to be some upgrade kits - GE launched the CFM56-5C/P Upgrade Kit in the mid-2000s, which included 3-D aero HPC blades, HPC vanes, HPT blades & nozzles and LPT stage 1 nozzle. This was said to reduce SFC by 1.1% and add 3600 hours of on-wing time between maintenance intervals.

User currently onlineparapente From United Kingdom, joined Mar 2006, 1570 posts, RR: 10
Reply 2, posted (4 years 2 months 2 weeks 1 day 17 hours ago) and read 3541 times:

Thanks Stitch,

I guess it will allow these airlines to keep them flying economically for a while yet.


User currently offlineprebennorholm From Denmark, joined Mar 2000, 6434 posts, RR: 54
Reply 3, posted (4 years 2 months 2 weeks 1 day 11 hours ago) and read 3445 times:

Quoting parapente (Thread starter):
If so they must be enjoying some significant improvements in economy and reliability over the past few years - and indeed the next couple.Or are they in some way "too different"

While the CFM56-5B on the 320 and the CFM56-7B on the 737NG are not very different (apart from the fan), then the CFM56-5C on the 340 is a rather different animal.

It is for instance some 66% heavier - 8,800 lbs vs 5,250 lbs for the -5B and -7B. It also has by far the biggest fan of all CFM56 versions.

While some -5B and -5C versions are rated at rather similar takeoff thrust, the the -5C has much higher thrust rating for climb and cruise at altitude.

The few dozen CFM56 variants can be grouped into three groups:
1. The old ones, -2, -3 and -5A
2. The much reworked and improved ones (first certification 1994), -5B and -7B
3. The bigger, heavier and more powerful one (first certification 1991), -5C.

At the end of the day hardware updates on the -5B and -7B will hardly be directly transferable to the -5C. But since all CFM56 engines share the same basic design philosophy, then improvements may over time find their way to all versions the same way as RR Trent 1000 (B787) design details are these days planned to be implimented on Trent 700 and 900 engines on A330 and A380, also as update kits.

Creation of the -5C in 1987-1991 was in fact the major "revolution" in CFMI engine design. The smaller -5B and -7B owes a lot of design details to the several years earlier -5C. But no more than that, they are very different animals.



Always keep your number of landings equal to your number of take-offs, Preben Norholm
User currently offlineJohnClipper From Hong Kong, joined Aug 2005, 844 posts, RR: 0
Reply 4, posted (4 years 2 months 1 week 4 days 7 hours ago) and read 3039 times:

Can any A340s with the old CFM56-2, -3 or 5A be refitted with the newer ones?

User currently offlineStitch From United States of America, joined Jul 2005, 30922 posts, RR: 87
Reply 5, posted (4 years 2 months 1 week 3 days 23 hours ago) and read 2973 times:
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Quoting JohnClipper (Reply 4):
Can any A340s with the old CFM56-2, -3 or 5A be refitted with the newer ones?

All A340-200s and A340-300s entered service with the CFM56-5C series of engines. The only engines close in total thrust are the CFM56-5B2 and CFM56-5B3, however with a smaller bypass and pressure ratio, it might not be as efficient for long cruise missions.

[Edited 2010-06-24 04:04:37]

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