CFM56-3 Shop Visit

Analysis
Workscope Recommendations

October 9 – 10, 2012

CFM, CFM56, LEAP and the CFM logo are trademarks of CFM International, a 50/50 joint company between Snecma (Safran group) and GE. The information in this document is CFM Proprietary Information and is disclosed in confidence. It is the property of CFM International and its parent companies, and shall not be used,
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 Overview 737CL / CFM56-3 WTT

CFM56-3 Engine Distribution

CFM56-3 Shop Visit Rates
Shop Visit Drivers – Classic Configuration
CFM56-3 Upgrades – TOW/EP/ED Kits
Shop Visit Drivers – TOW/EP/ED Configuration
Workscope Recommendations
Performance Retention

2 / U.S. Export Classification – ECCN 9E991 737 CL / CFM56-3 WTT, 9,10 October 2012, Dublin
BOEING / CFM PROPRIETARY INFORMATION
 CFM56-3 Engine Distribution – Hours
737CL / CFM56-3 WTT
Classic Engine Configuration

3 / U.S. Export Classification – ECCN 9E991 737 CL / CFM56-3 WTT, 9,10 October 2012, Dublin
BOEING / CFM PROPRIETARY INFORMATION
 CFM56-3 Engine Distribution – Cycles 737CL / CFM56-3 WTT
Classic Engine Configuration

4 / U.S. Export Classification – ECCN 9E991 737 CL / CFM56-3 WTT, 9,10 October 2012, Dublin
BOEING / CFM PROPRIETARY INFORMATION
 CFM56-3 Shop Visit Rates – All CFM56-3
Engines 737CL / CFM56-3 WTT

Most Shop Visits today

are planned shop visits

Engine Upgrades continue to maintain low Engine Shop Visit Rate

5 / U.S. Export Classification – ECCN 9E991 737 CL / CFM56-3 WTT, 9,10 October 2012, Dublin
BOEING / CFM PROPRIETARY INFORMATION
CFM56-3 Classic Engine 737CL / CFM56-3 WTT
Shop Visit Causes vs. Cycles Classic Engine Configuration

6 / U.S. Export Classification – ECCN 9E991 737 CL / CFM56-3 WTT, 9,10 October 2012, Dublin
BOEING / CFM PROPRIETARY INFORMATION
CFM56-3 Advanced Upgrade Components 737CL / CFM56-3 WTT

HP compressor blades & vanes HP Turbine Nozzle Assy

3-D aero design N5 material extends part life
Improved braze joint
PtAl coating to reduce oxidation

HP Turbine Blade
R125 matl.
Improved cooling at tip and
L/E extends life

HP Turbine Shroud Assy

N2 material extends part life
Improved sealing & cooling
CoNiCrAlY coating for added
durability

Advanced Upgrade Allows 737 Classic Engines to

Incorporate Latest Engine Technology
7 / U.S. Export Classification – ECCN 9E991 737 CL / CFM56-3 WTT, 9,10 October 2012, Dublin
BOEING / CFM PROPRIETARY INFORMATION
Advanced Upgrade Details S/B 72-1000 737CL / CFM56-3 WTT
– TOW Kit
HP Turbine Nozzle Assy
N5 material extends part life
– Retains 4-piece construction
Improved braze joint HP Turbine Shroud Assy
– Tight tolerance fit N2 material extends part life
– Fillet cast into airfoil Removed center rib
– Cooling holes in fillet S/B 72-1044
S/B 72-1049
Improved sealing & cooling
PtAl coating to reduce oxidation
CoNiCrAlY coating for added
durability
HP Compressor Blades & Vanes
3-D Aero design
– No change to IGVs HP Turbine Blade
No change to other HPC parts R125 matl. (no change)
Requires VSV control modification to Relocation of tip cap
maintain N2 speed Improved cooling at tip and
L/E extends life

S/B 72-1031

S/B 72-1022
S/B 72-1020 – EGT Shunt

8 / U.S. Export Classification – ECCN 9E991 737 CL / CFM56-3 WTT, 9,10 October 2012, Dublin
BOEING / CFM PROPRIETARY INFORMATION
 Enhanced Performance Details 737CL / CFM56-3 WTT
S/B 72-1031 – EP Kit
HP Compressor Blades & Vanes
3-D Aero design
– No change to IGVs
No change to other HPC parts
Requires VSV control modification to maintain
N2 speed

S/B 72-1031 – Cat 7 S/B

New 3D Aero design improves compressor efficiency / maintains durability

9 / U.S. Export Classification – ECCN 9E991 737 CL / CFM56-3 WTT, 9,10 October 2012, Dublin
BOEING / CFM PROPRIETARY INFORMATION
CFM56-3 Advanced Upgrade Program 737CL / CFM56-3 WTT
Status
First TOW kit engine delivered October, 2002
15 - 25 degrees EGTM improvement
Deterioration Rate consistent with 2-D aero – Retention slightly better due to
improved hardware in turbine
~1.5+% fuel burn improvement
Fleet experience Total 925+ kits ordered since SB issuance
• Upgraded engines have accumulated more than 13 million hours and 9 million
cycles as of the end of September, 2012
Engine Sum of Kit Sum of Kit Count of Currently Percent
Configuration Hours Cycles ESN Installed or of Total
Spare
ED Kit 905481 582538 105 105 2%
EP Kit 3344049 1995491 306 300 7%
TOW Kit 9100482 6963793 513 499 11%
CLASSIC 188806302 130038624 3576 3477 79%
Grand Total 202156314 139580446 4500 4381 100%

Many Classic Configuration Engines have been retired

10 / U.S. Export Classification – ECCN 9E991 737 CL / CFM56-3 WTT, 9,10 October 2012, Dublin
BOEING / CFM PROPRIETARY INFORMATION
Fleet Performance – EGT Margin Retention 737CL / CFM56-3 WTT
Takeoff EGT Margin (derived from cruise DEGT, not measured)
Takeoff EGT Margin
80 3C 3D Initial Margin
3B1 3D- 5 point rolling average
70
C)
(°C)
(Deg

60
Margin
Margin

50 3C 2D Initial Margin
EGT

40
EGT

10 C
+25.4°
Takeoff

30
Takeoff

20

10
3B1 2D - 5 point rolling average Better
0
0 2000 4000 6000 8000 10000 12000
Cycles
CyclesSince Shop
Since Visit
Shop Visit
Upgraded Engines 20o - 25o More Takeoff EGT Margin
From On-Wing and Test Cell Data
11 / U.S. Export Classification – ECCN 9E991 737 CL / CFM56-3 WTT, 9,10 October 2012, Dublin
BOEING / CFM PROPRIETARY INFORMATION
 Cruise DEGT - TOW Engines 737CL / CFM56-3 WTT

Engines may exceed take-off EGT limits when trends above 40° DEGT
Deterioration rate ~ 1°C per 1000 hours based on trend line
12 / U.S. Export Classification – ECCN 9E991 737 CL / CFM56-3 WTT, 9,10 October 2012, Dublin
BOEING / CFM PROPRIETARY INFORMATION
 Fleet Performance – Cruise Fuel Flow 737CL / CFM56-3 WTT

2.0

1.5
2D - 5 point rolling average
1.0
Cruise ΔFuel Flow%

Better
0.5
1.6%
0.0

-0.5

-1.0

-1.5
3D - 5 point rolling average
-2.0
0 2000 4000 6000 8000 10000 12
Cycles Since Shop Visit

3B1 Upgraded Engines 1.6% Less Fuel Flow

3C Upgrades Show ~ 1.5% Better SFC In Test Cell
13 / U.S. Export Classification – ECCN 9E991 737 CL / CFM56-3 WTT, 9,10 October 2012, Dublin
BOEING / CFM PROPRIETARY INFORMATION
 737CL / CFM56-3 WTT

14 / U.S. Export Classification – ECCN 9E991 737 CL / CFM56-3 WTT, 9,10 October 2012, Dublin
BOEING / CFM PROPRIETARY INFORMATION
 737CL / CFM56-3 WTT

15 / U.S. Export Classification – ECCN 9E991 737 CL / CFM56-3 WTT, 9,10 October 2012, Dublin
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 737CL / CFM56-3 WTT
Shop Visit Statistics – Upgraded Engines

•Only 46% of all Upgraded Engines have come to the shop for visit
• Only 38% of these visits driven by LLP and Performance
• This compares to 72% for Classic Configuration

•Low Time Shop Visit Causes

• Oil Leaks – All Sumps, N1 Speed Sensor
• LPT Stage 1 Nozzle Distress – Aging hardware
• Hot Starts resulting in LPT Overtemperature damage

•Low Time LLP removals are primarly 2nd and 3rd SV’s since Kit Upgrade
• Not reflective of the upgraded hardware

•Upgraded Hardware performing well – No known durability or reliability

issues with new hardware
• Upgraded engine TOW is significantly improved over the Classic Engine Configuration

16 / U.S. Export Classification – ECCN 9E991 737 CL / CFM56-3 WTT, 9,10 October 2012, Dublin
BOEING / CFM PROPRIETARY INFORMATION
CFM56-3 Engine Configuration 737CL / CFM56-3 WTT
Time/Cycles to 1st SV after Upgrade
Hours to Next Shop Visit after Upgrade Cycles to Next Shop Visit after Upgrade

Variable Inbound N Mean Median TrMean StDev Variable Inbound N Mean Median TrMean
Engine Time Classic 4450 9356 8810 8988 StDev
5790 Engine C Classic 4450 6585 6171 6335
ED Kit 35 7490 7544 7510 4075
4072 ED Kit 35 4666 4957 4694
EP Kit 75 8712 8634 8617 2472
4552 EP Kit 75 6104 5963 6142
TOW Kit 209 14620 15187 14760 2912
7639 TOW Kit 209 11356 11891 11476
5951

TOW engines average 56% more hours and 72% more cycles than classic engine configurations
17 / U.S. Export Classification – ECCN 9E991 737 CL / CFM56-3 WTT, 9,10 October 2012, Dublin
BOEING / CFM PROPRIETARY INFORMATION
CFM56-3 Kit Upgraded Engines 737CL / CFM56-3 WTT
Shop Visit Causes since Upgrade – ALL SHOP VISITS

18 / U.S. Export Classification – ECCN 9E991 737 CL / CFM56-3 WTT, 9,10 October 2012, Dublin
BOEING / CFM PROPRIETARY INFORMATION
CFM56-3 Kit Upgraded Engines 737CL / CFM56-3 WTT
Shop Visit Causes since Upgrade – 1st SV Only - Cycles

• Low time removals driven by Oil Leaks,

Hot Starts, Maintenance Error,
Bearings, LPT Flowpath Damage
• Upgraded Hardware not driving visits

19 / U.S. Export Classification – ECCN 9E991 737 CL / CFM56-3 WTT, 9,10 October 2012, Dublin
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Recommendations at Shop Visit
Shop Visit Causes by Engine Configuration 737CL / CFM56-3 WTT

Row Labels Classic ED Kit EP Kit TOW Kit Grand Total WORKSCOPE RECOMMENDATIONS
LLP 2360 9 23 57 2449 Stub Life Selection
Performance Deterioration 701 2 28 44 775 Incorporate Waterwash, Proper Troubleshooting Techniques
Customer Convenience - Lease Return 151 8 3 6 168
LPT Stg 1 Nozzle Distress 88 6 4 20 118 U/S Inspection of Airfoil L/E, Aging hardware
HPT Blade Damage 110 2 112 Incorporate latest HPT Blade per S/B 72-1022
Customer Convenience 99 3 3 105
HPT Shroud Damage 87 5 2 94 Incorporate Enhanced Repair XXX with Puck, TOW Upgrade per SB 72-1049
HPC Blade Damage 84 8 92 Primarly FOD - Perform Top Case to repair damage where possible
Combustion Chamber Distress 70 2 2 5 79 Apply Thick TBC, Dome Angle 24°
FOD 49 4 4 8 65
LPT Blade Damage 50 1 5 2 58 Many SV's with LPT Overtemperature - MEC Overhaul
HPT Nozzle Distress 51 1 1 1 54 Repair Issue with Braze - Repair Change in 2010 eliminates issue
Slow Accel 39 5 44 Incorporate T800 coated W-Seal, Restore EGT per Performance Workscope
AGB/TGB Bearing 31 5 4 40 Miscellaneous Bearings
Oil Leak - Fwd Sump 29 6 35 Abradable Replacement at Shop Visit
Oil Smell in Cabin 29 2 31 Modification of Air/Oil Seal at SV, RTV in Bolt Holes
Oil Leak - Aft Sump 13 3 11 27 Replace O-Rings at SV, Maintenance Errors, Restore Honeycomb at SV
Maintenance Error 22 1 3 26
MCD Findings - Fwd Sump 25 25 Replace Abradable at SV,
No 3 Aft Air/Oil Seal 18 1 3 1 23 Modify seal per S/B 72-0881 or New part per SB 72-920
No 3 Bearing 17 4 21 Cleanliness in Shop, Bearing Best Practices
Hot Start - LPT Overtemp 9 3 9 21 MEC overhaul, Maintenance Error, Procedural Awareness
Troubleshooting 9 3 7 19 Maintenance, Weather Induced
LPT Overtemperature 13 6 19 Miscellaneous Causes
No 4 Bearing 16 1 17 32CDV13 Outer Race Material, Bearing Best Practices
LPT Stg 4 Blade Un-Latching 17 17 Incorporate T800 Interlock Material
HPT Discourager Seal 15 15 Replace high time seals at Shop Visit
Customer Convenience - Re-Rating 12 1 13
Accident/Incident
High Oil Consumption 10
11 1 1 1 13
12 Replace abradable material on oil seals at shop visit
VSV System 5 7 12 Incorporate VSV System Modifications
VBV System 7 2 2 11 Perform Pro-Active VBV System Maintenance at Shop Visit
Fan Abradable 6 1 4 11 Restore abradable material during shop visit
Low Oil Pressure 11 11 Miscellaneous Causes
MCD Findings 7 2 9
Data is for 2006-2012 Shop Visits

CFM56-3 Workscope Planning Guide

Re-Issued June 2012
20 / U.S. Export Classification – ECCN 9E991 737 CL / CFM56-3 WTT, 9,10 October 2012, Dublin
BOEING / CFM PROPRIETARY INFORMATION
 Shop Visit Summary – All Engines 737CL / CFM56-3 WTT

More than 67% of Shop Visits driven by Performance and LLP

Stub Life Selection is key to optimizing Time On-Wing

Hot Section Durability issues observed on high time engines

HPT Blade Distress
LPT Nozzle Distress
HPT Shroud Distress
Shop Issues at driving low time engine removals
Focus on preventing oil leaks, Non-upgraded hot section hardware driving
reliability
Bearing Issues – Improving Bearing Reliability
Best Practices appear to be doing good job in preventing failures in-service
Upgrades available to improve Outbound Performance
Upgrade Kit Performance improving Time On-Wing
21 / U.S. Export Classification – ECCN 9E991 737 CL / CFM56-3 WTT, 9,10 October 2012, Dublin
BOEING / CFM PROPRIETARY INFORMATION
 Performance Removals – Upgraded Engines737CL / CFM56-3 WTT

•Removals for EGT have been at random times and none have been
confirmed as being due to normal engine deterioration (rubs, erosion etc.)
•Investigation has revealed some engines with failed Shunt Box and/or
deteriorated EGT Harness – Proper Troubleshooting necessary
•Waterwash can improve EGT margins to extend Engine Time On-wing
•TOW (including the ED kit) engine HPT blade tips do not oxidize and
increase clearance as seen on new baseline blades and this, and the
improved EGT margin at overhaul, is the reason TOW engines are seeing
fewer EGT removals
•It is expected that LLP will continue to be the main removal cause as the
limits are reached in 2-3 years

22 / U.S. Export Classification – ECCN 9E991 737 CL / CFM56-3 WTT, 9,10 October 2012, Dublin
BOEING / CFM PROPRIETARY INFORMATION
 EGT Deterioration Rates
737CL / CFM56-3 WTT
First Run Engines - Classic

Initial EGT margin loss: 12°C in the first 2,000

Cycles
Then 2 to 3°C per 1,000 EFH
2s band around the average: +/- 16°C

CFM56-3 Performance Deterioration well understood

10° C EGT Deterioration = 0.8% to 1% Increase in SFC
Deterioration Rate of 3-5°C/1000 Cycles typical for classic engines
Upgraded engine deterioration rate improved – hot section durability

23 / U.S. Export Classification – ECCN 9E991 737 CL / CFM56-3 WTT, 9,10 October 2012, Dublin
BOEING / CFM PROPRIETARY INFORMATION
 EGT Deterioration Rates 737CL / CFM56-3 WTT
After Shop Visit

CFM56-3 Deterioration Rates similar to 1st Run Engines

24 / U.S. Export Classification – ECCN 9E991 737 CL / CFM56-3 WTT, 9,10 October 2012, Dublin
BOEING / CFM PROPRIETARY INFORMATION
 CFM56-3 Performance Recovery by Module 737CL / CFM56-3 WTT

Fan Module - Not a major contributor to outbound performance

• Fan Blade L/E contour, Fan Abradable repair, OGV cleanliness

HPC Module – 15-30°C Recovery on deteriorated engines (2D/3D)

• H/C replacement, HPC Blade Tip restoration, HPC Blade Chord and L/E repair
• New Influence Coefficients published shows HPC has a much higher impact on performance

Combustor Module - Not a major contributor to outbound performance

• Combustion chamber can cause profile shift, potentially causing EGT reading change
• Repair 013 available to improve durability of combustor

HPT Module - 10-30°C Recovery on deteriorated engines

• HPT Blade Tip restoration, HPT Nozzle repair, honeycomb replacement
• With DSR Nozzles, performance recovery in turbine less than in the past – mostly HPT Blade
tip clearance driven
• TOW/EP Blade has improved retention characteristics

LPT Module - 3-8°C Recovery on deteriorated engines

• LPT Stage 1 honeycomb replacement

Gearboxes - No contribution to EGT Margin

25 / U.S. Export Classification – ECCN 9E991 737 CL / CFM56-3 WTT, 9,10 October 2012, Dublin
BOEING / CFM PROPRIETARY INFORMATION
 On-Wing Entitlement 737CL / CFM56-3 WTT
CFM Recommendation for LLP Stub Life Selection

>70% of 2nd+ Run engines are removed for Performance/LLP - How should customers select stub life?
Engine Removal Performance Drivers:
Thrust Category
Engine Vintage
Derate CFM56-3-B1/-3B-2 T/O Margin
On-Wing Troubleshooting/Maintenance CFM56-3C-1 T/O Margin
EGT Removal Policy
Proper Warm-Up Procedures
Environment
Durability/Performance/Reliability Upgrades 20K,
18.5K
22K
Key Hardware Improvements:
23.5K
DSR142 HPT Nozzles
SWET Welded HPT Blades
HPTCC Timers
T800 Coated W-Seal
TBC Coating - Combustion Chamber
TOW Upgrade
EP Kit Upgrade Based on Performance Deterioration Rates, Engine Stub Lives
should be selected so that engines are removed for
Performance and LLP simultaneously
Each Customer needs to understand 23.5K Thrust - > 5,000 Cycles TOW > 8,000 Cycles
their On-Wing Life Entitlement 22.1K Thrust - > 8,000 Cycles TOW > 12,000 Cycles
20.1K Thrust - >10,000 Cycles TOW > 15,000 Cycles
18.5K Thrust - >10,000 Cycles TOW > 18,000 Cycles
26 / U.S. Export Classification – ECCN 9E991 737 CL / CFM56-3 WTT, 9,10 October 2012, Dublin
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 737CL / CFM56-3 WTT
Expectations from Performance Restoration

Average EGT Margins using Full Performance Restoration Workscope

• CFM56-3-B1 35-45 degrees C Hot Day T/O Margin (high altitude –44Deg C)
• CFM56-3B-2 35-45 degrees C Hot Day T/O Margin (no timer effect)
• CFM56-3C-1 30-40 degrees C Hot Day T/O Margin

• Full TOW Kit improves Outbound EGT Margin by an additional 15-25 degrees C
over and above these levels

The application of a consistent workscope is necessary to

control/minimize EGT variation

Stub lives must be understood (CFM recommends 6-10K cycles)

• Entitlement of Time On-Wing Shown on previous chart

27 / U.S. Export Classification – ECCN 9E991 737 CL / CFM56-3 WTT, 9,10 October 2012, Dublin
BOEING / CFM PROPRIETARY INFORMATION
 Summary 737CL / CFM56-3 WTT

Engine Upgrades are having a significant impact on Time On-Wing

•More than 50% increase in time on-wing – Upgraded hardware and
increased LLP build allowing engines to run to entitlement
•Low time removals are driven by oil leaks, LPT Stg 1 Nozzle Distress, Hot
Starts, non-TOW hardware durability
Performance Deterioration rate on TOW engines less than half of Classic
Performance Restoration workscoping yields excellent results
• CFM Recommendations listed in the Workscope Planning Guide

28 / U.S. Export Classification – ECCN 9E991 737 CL / CFM56-3 WTT, 9,10 October 2012, Dublin
BOEING / CFM PROPRIETARY INFORMATION
 Questions ?

29 / CFM Proprietary Information subject to restrictions on the cover