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The CFM56 is possibly the most flexible mid-size turbofan engine commercial aviation currently available. The CFM56 can be found on both the A320 family and the 737 Classic and NG families. It has also been used on the DC-8, KC-135 (707) tanker, and on the A340-200 and -300. The following tables illustrate the variations of the CFM-56 and its evolution over the years, showing the inventory of active aircraft at the end of the first quarter 2013. Continue reading
NOT WITH GAME CHANGING AIRCRAFT AND ENGINE TECHNOLOGY
The introduction of the Bombardier CSeries in 2014 will bring the first application of the next generation of engines for narrow-body aircraft, the Pratt & Whitney PurePower 1000G geared turbofan. The combination of a new engine and an advanced high technology airframe will generate a very substantial change in the environmental impact of airplanes, the largest we’ve seen since the first generation noisy cigar tube engines were replaced by high bypass engines in the 1980s. Continue reading
BOC Aviation has quietly become a serious player in the aircraft leasing business. Backed by Bank of China, the company is in the midst of a growth spurt that will ensure it becomes one of the industry’s leading players. We sent some questions to Robert Martin, Managing Director & Chief Executive Officer of BOC Aviation and here are his responses. Continue reading
Today Germany’s TUIfly and CFM celebrated a new first-run time-on-wing world record set by a CFM56-7B engine powering one of the airline’s Boeing 737-800s. This engine logged more than 50,000 hours without a shop visit. That’s equivalent to 2,083 days or nearly six years!
“This record is a remarkable achievement and we are delighted that the technical and flight operational assistance from TUIfly have made such a record possible.Here you can see what a first class engine, in conjunction with professional flight and maintenance operation, can achieve, “said Friedrich Keppler, Managing Director TUIfly.
This is a remarkable performance.
Note: the following was written shortly before Southwest announced deferral of 30 737-800s by four years to save $1bn in capital expenditures. Half of the deferrals are now scheduled for 2017 and half for the following year. The assumption is that Southwest will convert all these deferrals to the 737-8 MAX. The timing appears to work better for the 2018 deliveries rather than for 2017. Right now, Southwest is scheduled to become the launch operator of the 8 MAX beginning in the fourth quarter of 2017, with just four deliveries. Boeing wants to move EIS “to the left” to first or second quarter, but it is way too soon to conclude that Boeing and CFM will be ready with their products then. Whether Southwest converts some or all of the 2017 deliveries to MAX depends on the progress by Boeing and CFM.
The information below was originally distributed to… Continue reading