CFM Fleet Highlites

A publication covering CFM56 fleet activity / February 2016 Revision 1

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 Statistics
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CFM56 program status

Data through January 2016

Engine model Aircraft* Engines* Operators** Cumulative hours Cumulative cycles

CFM56-2A (E3/KE3/E6) 41 193 4 2,506,455 973,705

CFM56-2B (KC/RC135) 470 1,966 4 14,853,954 6,187,634

CFM56-2C (DC8-70) 110 525 12 16,427,973 6,942,478

CFM56-3 (B737-300/400/500) 1,989 4,496 238 215,275,699 152,521,752

CFM56-5A (A319/320) 535 1,191 47 55,030,074 31,936,042

CFM56-5B (A318/319/320/321) 3,360 7,183 180 147,961,458 84,823,987

CFM56-5C (A340) 247 1,133 44 67,807,314 10,087,449

CFM56-7B (B737NG) 5,749 12,269 216 269,826,979 141,119,952

Total 12,501 28,956 566** 789,689,906 434,592,999

* Aircraft registered and engines delivered to customers

** Customers operating CFM56 engines

CFM56 reliability rates

Rates/number of events – 12-month rolling average
Data through January 2016

Unplanned removal** Shop visit ** IFSD** ATO*** Aircraft dep rel %****

Total* Engine Total* Engine Total* Engine Total* Engine Total* Engine
rate | count rate | count rate | count rate | count rate | count rate | count rate | count rate | count rate | count rate | count
CFM56-2C
.000 0 .000 0 .000 0 .000 0 .000 0 .000 0 0.00 0 0.00 0 100.00 0 100.00 0
(DC8-70)

CFM56-3
(B737-300/ .044 144 .034 112 .042 136 .035 115 .005 17 .003 10 .019 21 .011 12 99.966 - 99.974 -
400/500)

CFM56-5A
.028 53 .021 40 .075 143 .065 125 .002 3 .002 3 .029 15 .014 7 99.920 - 99.946 -
(A319/320)

CFM56-5B
(A318/319/ .018 330 .014 254 .040 734 .033 614 .002 43 .001 25 .011 65 .004 26 99.957 - 99.974 -
320/321)

CFM56-5C
.028 68 .025 59 .048 114 .041 98 .006 15 .005 13 .070 6 .070 6 99.678 - 99.761 -
(A340)

CFM56-7B
.014 479 .012 388 .034 1117 .030 991 .001 45 .001 33 .005 43 .003 25 99.941 - 99.949 -
(B737NG)

* Total includes engine causes and other related engine events such as FOD, customer convenience, etc.
** Per 1000 EFH
*** Per 1000 departures
**** Populated using sampling method (customers, qty D&C's and departures)

CFM Proprietary Information subject to restrictions on the cover CFM56 Fleet Highlites Rev.1 February 2016 2
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Operational events
ATOs/IFSDs, January 2016

Date Aircraft Position Type Event Cause Event details

January 2 737-700 2 CFM56-7B ATO Non-engine Slow acceleration

(Inspections OK – acceleration check within limits – released aircraft)

January 4 737-800 1 CFM56-7BE ATO Non-engine Birdstrike

(Two fan blades/platforms damaged – replaced two fan blade pairs / platforms – released aircraft)

January 5 737-700 2 CFM56-7B ATO Engine Slow/hung acceleration

(Replaced EEC – cleaned sense line – released aircraft)

January 5 A320-200 2 CFM56-5A-1 ATO Engine Low oil pressure indication

(Oil pressure / quantity OK – replaced oil pressure switch – released aircraft)

January 6 737-800 2 CFM56-7B/3 ATO Engine Slow acceleration / asymmetric thrust

(MFP impeller rotation check failed – replaced MFP – replaced HMU as precaution – released aircraft)

January 7 737-900ER 2 CFM56-7B/3 IFSD Engine Low oil quantity / pressure

(Oil quantity zero – oil filter changed previous night – wet motor showed leak at oil filter – seal not replaced – corrected – released aircraft)

January 9 A320-200 2 CFM56-5B/3 IFSD Non-engine Engine fire fault

(HPC stage 9 duct cracked – several harnesses / heat shields with heat damage – replaced damaged tubing/hardware – released aircraft)

January 10 A320-200 1 CFM56-5B/P ATO Engine PFR message / VBV HMU message

(VBV system inspections / actuation checks OK – replaced VBV gear motor / VBV sensor – released aircraft)

January 10 737-800 1 CFM56-7B/3 IFSD Non-engine Fuel quantity loss

(Root cause identified as crossfeed valve actuator – corrected – released aircraft)

January 15 737-500 1 CFM56-3-B1 IFSD Non-engine Low oil pressure

(Replaced oil pressure indicator – released aircraft)

January 21 A320-200 2 CFM56-5B/3 IFSD Non-engine Fluctuating oil quantity indication

(Dispatched with oil quantity indication inop – released aircraft – subsequently replaced oil quantity indicator)

January 21 A340-300 3 CFM56-5C4 ATO Engine Reverser unlock ECAM

(Reverser put on MEL – released aircraft)

January 22 A320-200 1 CFM56-5A/F ATO Non-engine Birdstrike

(P2/T2 probe missing – fan blade damage – fan case abradable shroud damage – replaced engine)

January 25 737-800 1 CFM56-7B IFSD Engine Noise

(Metal in tailpipe – BSI showed unserviceable HPT damage – replaced engine – confirmed HPT blade under platform separation)

January 28 A320-200 2 CFM56-5B/3 IFSD Engine Power loss

(Replaced MFP / HMU / fuel filter – BSI OK – released aircraft)

January 29 737-700 2 CFM56-7B ATO Non-engine Birdstrike

(Inspections OK – released aircraft)

January 29 A321-211 1 CFM56-5B/3 IFSD Engine N2 at zero

(Low oil quantity – oil staining on tank – broken VBV flex shafts – debris on EMCD – metal on front scavenge screen – replaced engine)

Continued on next page

CFM Proprietary Information subject to restrictions on the cover CFM56 Fleet Highlites Rev.1 February 2016 3
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Continued from previous page

Date Aircraft Position Type Event Cause Event details

January 30 737-500 1 CFM56-3-B1 ATO Engine Noise / yaw / EGT light

(Replaced engine)

January 31 A340-300 3 CFM56-5C/F IFSD Non-engine Low oil quantity

(Replaced oil quantity transmitter – released aircraft)

January 31 A321-211 1 CFM56-5B/3 IFSD Engine Several ECAM warnings

(Fan frame strut damage – RDS broken – replaced engine)

CFM Proprietary Information subject to restrictions on the cover CFM56 Fleet Highlites Rev.1 February 2016 4
 Article Index

Overview
The following articles are published in this February 2016 issue of CFM56 Fleet Highlites:

Page 06 Page 12
CFM56-7B – SB 72-0981: new fire detection harness CFM56-5B/-7B – Harmonization of center vent tube seals
(16-02-2611-01) (16-02-7255-07)

Page 07 Page 13
CFM56-7B – SB 79-0037: introduction of a new OFDPS CFM56-7B – Fan case abradable best practices available
(16-02-7921-02) (16-02-7223-08)

Page 09 Page 14
CFM56-5B – Starter damage due to oil loss from loose drain plug CFM56-5B – Fan frame repair after removal for RDS housing
(16-02-1213-03) leakage (16-02-7223-09)

Page 10 Page 15
CFM56-5B – FAA-2015-2983 AD: CFM56-5B for TRFs CFM56-7B – TGB line 2 seal: closure of field plan (16-02-7262-10)
(16-02-7256-04)

Page 15
Page 10
CFM56-All – CFM LEAP-1A powers Airbus A321neo first flight
CFM56-7B – Fan frame shroud V-groove PTFE on-wing repair (16-02-7200-11)
(16-02-7223-05)

Page 16
Page 11
CFM56-All – CFM orders strong in 2015; LEAP engine surpasses
CFM56-7B – Best practices: fan blade moment weight measurement 10,000 orders (16-02-7200-12)
(16-02-7221-06)

Ideas for a Fleet Highlites article?

For CFM-Inc customers, email CFM56FHArticles@ae.ge.com
For CFM-S.A. customers, email per.bengtsson@snecma.fr

CFM Proprietary Information subject to restrictions on the cover CFM56 Fleet Highlites Rev.1 February 2016 5
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CFM56-7B – SB 72-0981: new fire detection harness (16-02-2611-01)

This article announces the introduction of a new CFM56-7B fire
detection harness by SB 72-0981. The current MW0325 VIN
CA243-01 (340-406-801-0) and MW0326 VIN CA244-01 (340-406-
901-0) fire detection harnesses (Esterline) have experienced
premature removal due to shielding braid wear and terminal lug
ceramic breakage.
Improvements
Improvements have been incorporated into the new fire detection
harness design (Figure 2) and documentation to address:
 Broken ceramic/lug
o Assembly documentation was revised to highlight potential
risk of mishandling
 Worn/missing braid
o AMM 70-70-01 was revised in October 2015 to extend
repair criteria (Aluminum tape and lockwire repair) to “No
Limit”
SB 72-0981 new fire detection harness
Category 7 SB 72-0981, issued October 20, 2015, announces the
production introduction and spare parts availability of the new
MW0325 and MW0326 Fire Detection Harnesses with a new Meggitt
design:
- Old: Esterline (Auxitrol) MW0325 VIN CA243-01 (340-406-801-0)
and MW0326 VIN CA244-01 (340-406-901-0)
- New: Meggitt MW0325 VIN 8960-01-002 (340-406-811-0) and
MW0326 VIN 8960-02-002 (340-406-911-0)
The old harness MW0325/0326 can be replaced by the new
harnesses as a set per Boeing SB 737-26-1142. Mixing the old and
new harnesses is not allowed – the new harness system must be
installed as a complete set.
The Esterline (Auxitrol) harnesses will be maintained and available
as spare parts for field use only.

CFM has worked with Boeing to propose design improvement of

harness, addressing all findings:
 New semi-rigid harness Semi-rigid harness
 Improved routing and additional brackets, helping eliminate
potential lug/ceramic damage
 No braid
No braid

Figure 2: New fire detection harness design

Figure 1: Location of MW0325 and MW0326 harnesses

CFM Proprietary Information subject to restrictions on the cover CFM56 Fleet Highlites Rev.1 February 2016 6

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CFM56-7B – SB 79-0037: Introduction of a New OFDPS (16-02-7921-02)
Background
In 2013, the CFM56-7B experienced an increase in the number of low
time Oil Filter Differential Pressure Switch (OFDPS) removals due to
switch disagree faults. Faults were observed on those OFDPS
before 3,000 EFH, causing Delays & Cancelations and maintenance
burden.
This fault affects only ground operation, as the annunciation of
switch disagree faults is inhibited in flight.
Figure 1: OFDPS description and operation
Figure 3: Step-by-step OFDPS improvements
Continued on next page
CFM Proprietary Information subject to restrictions on the cover
Line
Investigation
Root cause analysis on returned units revealed infant mortality due
to two main contributors:
1. Internal contamination on the micro switch contacts
2. Marginal force applied on the micro switch contacts
Contamination and
marginal contact
pressure
Figure 2: X-ray cross-section of micro switch in actuated position
Improvements
Several improvements were introduced on a step-by-step basis,
as soon as available, in order to continuously improve the OFDPS
reliability:
 Step 1: OFDPS containment: Improved ATP (Acceptance Test
Protocol) + SB79-0035 issuance for suspect batch.
 Step 2: Micro-switch extra wash: Additional cleaning in production
to improve removal of internal contaminants.
 Step 3: OFDPS process: Rejection of OFDPS with lowest force on
micro switch contacts + optimization of micro switch orientation
 Step 4: OFDPS design: Increase magnet force to increase pressure
on micro switch contacts + Removal of bi-metal lock blade to create
a daily activation of micro switch, keeping the contact surface clean.
CFM56 Fleet Highlites Rev.1 February 2016 7

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Continued from previous page
Service Bulletins
Cat 7 SB 79-0037 issued on December 2, 2015, introducing the full
upgraded OFDPS (4 steps) with the following part number change:
 Old PN: VIN QA07656ISS1 (340-400-402-0)
 New PN: VIN QA07656ISS2 (340-400-403-0)
Cat 5 SB 79-0035, described in December 2014 CFM56 Fleet
Highlites article (14-12-7900-02), addressing a limited production
window, will subsequently be cancelled (2016).
Figure 4: Summary of improvements on new OFDPS
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Recommendations
There is no proactive removal recommended per SB 79-0037.
CFM recommends installation of this new OFDPS at customer
convenience.
The CFM56-7B WPG continues to recommend replacing the OFDPS
during shop visit for engines with OFDPS greater than 15,000 flight
hours (reference December 2010 CFM56 Fleet Highlites article
10-12-7900-01).
CFM56 Fleet Highlites Rev.1 February 2016 8
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CFM56-5B – Starter damage due to oil loss from loose drain plug (16-02-1213-03)
This article describes a recent CFM56-5B significant event caused
by maintenance error, and reminds operators of appropriate
maintenance action to help prevent similar events.
CFM recently received a report regarding starter damage at the
starter’s first shop return. The air starter turbine wheel contacted
the inlet duct wall (Figure 1).
Maintenance recommendations to drain the starter
There are two options for draining the starter for maintenance
purposes (AMM 12-13-80-680-0XX-X).
1. The first procedure removes the drain plug. Removing the plug
presents the opportunity for maintenance error when the plug is
reinstalled: the plug or starter housing threads can be damaged, and
it is also possible for the plug to be torqued incorrectly. These
errors can lead to subsequent oil leakage.
2. The second procedure (RECOMMENDED) allows servicing the
starter without removing the drain plug, using an adapter instead
(Figure 4).
 Drain adapter PN 2G7899 allows servicing without removing
the drain plug
 Connection into drain plug eliminates requirement for drain plug
removal and torque

CFM recommends following the AMM procedure that uses the

specified drain tool (Figure 4).

Flexible PVC
tubing

Ferrule

Figure 1: Air starter turbine wheel contact location Drain

adapter

This condition is believed to be caused by a lack of oil resulting from

incorrect drain plug sealing. During starter disassembly, the drain
seal was found to be loose (Figure 2). The drain plug threads in the Figure 4: Drain adapter PN 2G7899 (Honeywell)
housing were damaged as well (Figure 3).

Magnetic plug, untorqued

Gap visible between drain plug

fitting and housing (drain plug
can be moved relative to housing)

Drain plug threads in

aluminum housing found
stripped /worn

Figure 2: Improperly torqued drain plug causing poor sealing Figure 3: Drain plug damaged threads

CFM Proprietary Information subject to restrictions on the cover CFM56 Fleet Highlites Rev.1 February 2016 9
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CFM56-5B – FAA-2015-2983 AD: CFM56-5B for TRFs (16-02-7256-04)

Reference: CFM56-5B All Operators Wire (16-CFM56-734 Rev.1), February 9, 2016
CFM56 Fleet Highlites article (16-01-7256-01), January 2016

CFM has issued two CFM56-5B Service Bulletins (SBs) that are
referenced in a recent FAA Airworthiness Directive (AD). CFM56-5B
SB 72-0308 Rev 05 identifies engines as utilized in aircraft
corporate applications. CFM56-5B SB 72-0850 specifies inspection
procedures for the Turbine Rear Frames, including an inspection
threshold and repetitive intervals, which vary dependent on the
application of SB 72-0308.
The CFM56-5B SBs 72-0850 and 72-0308 are available to CFM56-
5B customers on the CFM Customer Web Center, under Publications,
Nav & Go.
The FAA-AD 2016-02-04 is available on the FAA website at
http://www.regulations.gov/#!documentDetail;D=FAA-2015-2983-
0002

On January 26, 2016, the FAA issued AD number 2016-02-04, with

an effective date of March 1, 2016. This AD requires compliance
with CFM56-5B SB 72-0850 within the stated inspection thresholds
or within 150 cycles after the effective date of the AD, whichever
occurs later. The SB and AD’s actions manage potential low cycle
fatigue cracks on Turbine Rear Frames to avoid further engine and
aircraft damage.

To article index

CFM56-7B – Fan frame shroud V-groove PTFE on-wing repair (16-02-7223-05)

This article announces that CFM56-7B SB 72-0996 was released

on December 9, 2015. This Service Bulletin provides the repair
procedure to restore the fan frame shroud outer V-groove PTFE
varnish on-wing (Figures 1 and 2), which protects the V-groove from
fretting between the V-blade and the V-groove. The aim is to
avoid/limit the wear of the base metal, and to help prevent scrapping
fan frame shrouds at shop visit.

SB 72-0996 is category 7. The proposed interval for the repair is to

restore the varnish at every C-check, but operators may choose to
perform the restoration more frequently at their convenience.

Figure 1: PTFE varnish appearance

Figure 2: Area for applying PTFE varnish

CFM Proprietary Information subject to restrictions on the cover CFM56 Fleet Highlites Rev.1 February 2016 10
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CFM56-7B – Best practices: fan blade moment weight measurement

(16-02-7221-06)

The article provides CFM56-7B operators and shops with fan blade
moment weight (MW) measurement best practices. Improper
methods to calculate moment weights can lead to an incorrect
measurements and, as a consequence, difficulties during fan trim
balancing.
Background
Some operators reported to CFM that they experienced high levels
of vibration after balancing. Analysis shows that those difficulties in
balancing were due to incorrect MW measurement after repair.
Investigations at several shops revealed use of improper methods,
including variability of the process, environmental disturbances, lack
of tooling calibration, etc.
The following ESM references require MW measurement (Table 1):
Practices recommendations
1) Part condition:
- Before performing the measurement, each blade must be
cleaned following ESM task 72-21-01-100-001--0.
- Make sure that the blades are clean and have gone through
inspection prior to MW measurement.
2) Tooling calibration:
- The scale must be calibrated after every ten (10) blades are
measured.
- The reset must be ensured by using a master blade, being
itself calibrated once a year.
- The operator must confirm that the fan blade is correctly
positioned in the scale fixture.
- No backlash/displacement is permitted.

Manual Task reference

ESM 72-21-01-300-001--0
ESM 72-21-01-300-012--0
ESM 72-21-01-300-014--0

Table 1: Manual references requiring MW measurement

Influencing factors
Audits were performed at several shops. Three ways to improve the
efficiency and consistency of MW measurement were identified:
 Part condition
 Tooling
 Environment Figure 2: Example of gripper system

Each these influencing factors need to be mastered to ensure MW 3) The calibration room must be closed. Make sure that no door and
measurement reliability and repeatability. no window is open during the measurement process. This can
create disturbances during the measurement and significantly
influence the result.

Recommendations
CFM recommends that customers comply with these best practices
for fan blade moment weight (MW) measurement in order to help
prevent MW result differences/inconsistencies due to variation in
shop processes. Such a MW result difference may lead to an incorrect
N1 vibration signature after balancing.

Figure 1: Fan blade MW measurement process

CFM Proprietary Information subject to restrictions on the cover CFM56 Fleet Highlites Rev.1 February 2016 11
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CFM56-5B/-7B – Harmonization of center vent tube (CVT) seals (16-02-7255-07)

Background Harmonized CVT seals
The Center Vent Tube (CVT) has three seals installed along its Category 7 Service Bulletins 72-0923 (5B) and 72-0999 (7B)
length. CFM has identified a risk of mixing the seals on the forward, introduce the same seal on the forward CVT groove that is on the
middle and rear grooves of the Center Vent Tube. The forward seal is middle and rear CVT grooves. All three seals on the CVT will be the
a different material than that of the middle and rear seals. same after Service Bulletin compliance. This removes the risk of
installing a seal with the wrong material in the heat exposed areas.
It is difficult to differentiate these CVT seals. The rear and middle
seals are designed to resist more heat. If the forward seal, which is
Old forward CVT seal New forward CVT seal
made of less heat resistant material (Viton E) is installed on the CFM56-5B 305-482-701-0 649-397-111-0
middle or rear grooves, it may lose its damping properties.
CFM56-7B 305-482-701-0 649-397-111-0

Table1: CVT forward seal part numbers

Figure 1: Seal locations, CFM56-7B example

CFM Proprietary Information subject to restrictions on the cover CFM56 Fleet Highlites Rev.1 February 2016 12
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CFM56-7B – Fan case abradable best practices available (16-02-7223-08)

Fan Case abradable repair best practices have been developed to The best practices are now available for download from the CWC
help prevent on-wing abradable disbonding (Figure 1). The aim is to download center, meeting materials / CFM56-7B section (Figure 3).
provide general recommendations and illustrations for properly
cleaning, preparing and applying fan case abradable (Figure 2).

Figure 1: Example of disbonded fan abradable Figure 2: Excerpt from Fan Case Abradable Best Practices

Figure 3: Fan Case Abradable Best Practices available on CWCs Figure 4: Fan Case Abradable Best Practices on CWCi publications
 download center  download  meeting materials  CFM56-7B
 WTT  fan case abradable best practices

CFM Proprietary Information subject to restrictions on the cover CFM56 Fleet Highlites Rev.1 February 2016 13
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CFM56-5B – Fan frame repair after removal for RDS housing leakage
(16-02-7223-09)

This article informs CFM56-5B operators that the current ESM

repair method (Figure 1) for fan frame diameter WA was deleted by
Incremental Change in February 2016. In advance of ESM Revision
67 issuing in March 2016, CFM recommends to not apply this repair
method.

An investigation of oil leakage events in service determined that the

diameter WA repair can cause radial drive shaft (RDS) housing
leakage issues. The repair was removed and alternative repair
options are being evaluated.
Figure 2: Fan frame diameters WA and WB
Diameter WB is repairable at piece part level by ESM 72-23-01
REPAIR 031. CFM is working to develop a new repair method for
diameter WA, and will provide repair status updates at FOCUS team
calls.

Until the repair is available, CFM recommends keeping affected fan

frames on hold.
Figure 1: Deleted ESM repair method of Dia. WA

Diameter WA can become damaged if RDS inner housing disbonding

on the fan frame inner cavity occurs. The RDS inner housing can drop
slightly due to gravity and rotates, which can lead to damage to
diameters WA and WB by fretting (Figure 2).

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CFM56-7B – TGB line 2 seal: closure of field plan (16-02-7262-10)
Reference: CFM56-7B (16-CFM56-735) All Operators Wire, February 19, 2016
On June 2, 2015, CFM announced by AOW 15-CFM56-723,
identification of a limited population of CFM56-7B Transfer
Gearboxes (TGB) that may exhibit premature wear on Line 2 gear
spline due to seal deterioration. All affected customers were
notified at that time. A category 2 Service Bulletin (72-0991) was
issued on June 15 calling for removal of the affected TGBs before
December 31, 2015.
CFM can now confirm that the affected hardware has been removed
from operation and corrected with minimal impact to revenue
service.
To article index
CFM56-All – CFM LEAP-1A powers Airbus A321neo first flight (16-02-7200-11)
Reference: CFM press release, February 9, 2016
On February 9, advanced LEAP-1A engines successfully completed a
five-hour, 29-minute first flight powering the new Airbus A321neo,
paving the way for delivery of the first LEAP engines on the largest
member of the A320neo family in 2017.
The LEAP engine began flight tests on the A320neo variant in May
2015 and has logged more than 1,000 engine hours to date on more
than 200 flights to support aircraft certification and first delivery in
mid-2016. The engine received joint U.S. Federal Aviation
Administration and European Aviation Safety Agency certification in
November 2015.
CFM Proprietary Information subject to restrictions on the cover
General
One TGB (SN VX3453) was not proactively reworked by CFM as it
was removed from the engine to be sold as a spare unit. Special
attention is recommended to all customers on this specific TGB.
Per CFM records, all CFM56-7B TGBs are compliant with SB 72-
0991 except TGB SN VX3453.
"We could not be happier with the LEAP engine and are proud of the
many ‘firsts’ such as today’s flight it has powered throughout the
A320neo flight test program,” said Jean-Paul Ebanga, president
and CEO of CFM International. "We have confirmed that the engine
is meeting its performance specifications, and the reliability and
durability it has exhibited throughout testing is a glowing testament
to the professionalism and expertise of the team that is bringing
this product to market. We can’t wait to begin introducing it to our
customers later this year. On behalf of the entire CFM team,
I congratulate Airbus on the continued success of the A320 family
flight test program. "
For more information, contact:
Jamie Jewell Rick Kennedy Giulia Lecarrié
513.552.2790 513.243.3372 +33.1.69.87.09.29
jamie.jewell@ge.com rick.l.kennedy@ge.com giulia.lecarrie@snecma.fr
Cell: 513.885.2282 Cell: 513.607.0609 Cell: +33.6.42.40.17.19
CFM56 Fleet Highlites Rev.1 February 2016 15
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CFM56-All – CFM orders strong in 2015; LEAP engine surpasses 10,000 orders
(16-02-7200-12)
Reference: CFM press release, February 8, 2016

2015 proved to be another strong year for CFM orders with the
company booking a total of 2,154 engines, including 736 CFM56
engines (commercial, military and spares) and 1,418 LEAP engines
(including spares).
2016 is already off to a good start, with nearly 600 engine orders
received in January. At the same time, the LEAP engine has now
surpassed 10,000 total engine orders and commitments (excluding
options) at a value of $140 billion U.S. at list price.
CFM continues to achieve historic production rates for the CFM56
product line. The company produced 1,638 CFM56 engines in 2015,
compared to 1,560 engines in 2014 and 1,502 in 2013. CFM
maintains the highest production rate in the industry and has
consistently built more than 1,000 CFM56 engines per year since
2006.
"We are honored that airline customers around the world continue to
show a preference for CFM engines," said Jean-Paul Ebanga,
president and CEO of CFM International. "The CFM56 family is still
going strong and we believe LEAP orders raise even higher as our
technology choices prove themselves out in the flight test programs
at Airbus and Boeing.
This year makes the start of the transition to LEAP engine
production, with more than 140 units in the plan. The company
expects to complete the transition by 2020 with an annual
production rate of more than 2,000 engines. CFM will continue to
build CFM56 spare engines for many years to support the in-service
fleet and plans to produce spare parts for the program until around
the year 2045.
The LEAP engine is delivering double-digit improvements in fuel
efficiency, emissions and noise, while the legendary reliability and
low cost of ownership of its predecessor, the ubiquitous maintaining
CFM56 engine family. The LEAP-1A is an engine as an option on the
A320neo family; and the LEAP-1C engine is the sole Western
powerplant for the COMAC C919; and the LEAP-1B is the sole
powerplant for Boeing’s new 737 MAX.
For more information, visit us at www.cfmaeroengines.com or follow
us on Twitter @CFM_engines, or contact:
Jamie Jewell Rick Kennedy Giulia Lecarrié
513.552.2790 513.243.3372 +33.1.69.87.09.29
jamie.jewell@ge.com rick.l.kennedy@ge.com giulia.lecarrie@snecma.fr
Cell: 513.885.2282 Cell: 513.607.0609 Cell: +33.6.42.40.17.19

“Our 2015 orders bring the current backlog to more than 13,400
engines and our biggest challenge now is building them all. To meet
that challenge, GE and Snecma have invested nearly $1 billion U.S.
to date in new and upgraded facilities that incorporate today’s most
advanced manufacturing technology. Our goal is to ensure that each
new LEAP engine is delivered on time with the same level of quality
and reliability our customers have come to expect from a CFM
product."

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Service Bulletins

Engine Bulletin Issue date Compliance Title

CFM56-3 72-1021 R03 January 25 5 Engine - HPC (72-32-00) - stages 2 and 3 shrouds - leading edge cutback

CFM56-5A 72-0768 R04 January 21 7 Engine - combustion chamber (72-42-00) - combustion chamber outer
liner rework

CFM56-5A 72-0854 R00 January 22 7 Engine - general (72-00-00) - corporate application of the CFM56-5, -5-
A1/F, -5A3, -5A4, -5A4/F, -5A5 and -5A5/F

CFM56-5A 72-0855 R00 January 22 7 Engine - general (72-00-00) - commercial application of the CFM56-5, -5-
A1/F, -5A3, -5A4, -5A4/F, -5A5 and -5A5/F

CFM56-5B 72-0917 R00 July 6, 2015 7 Engine - fan and booster assembly (72-21-00) - inner shroud rework and
re-identification of vane assembly stage 2

CFM56-5B 72-1025 R01 October 16, 8 Engine - fan and booster (72-21-00) - spare parts release for CFM56-5B
2015 IPC

CFM56-5B 72-0656 R05 January 21 7 Engine - combustion chamber (72-42-00) - combustion chamber outer
liner rework

CFM56-5B 72-0925 R00 January 22 8 Engine - transfer gearbox assembly (72-62-00) - spare parts release for
CFM56-5B IPC

CFM56-5C 75-0063 R01 January 4 3 Air - general (75-00-00) - VBV system preventive maintenance

CFM56-5C 73-0192 R01 January 6 7 Engine fuel and control - electronic control unit (73-21-60) - ECU
modification - buck power supply U540 modification

CFM56-5C 72-0775 R01 January 23 3 Engine - HPT shroud and stage 1 LPT nozzle assembly (72-53-00) - stage
1 LPT nozzle inspection

CFM56-7B 72-0996 R00 December 9, 7 Engine - fan frame assembly (72-23-00) - application of PTFE lubricant
2015 varnish on V-groove outer ring

CFM56-7B 72-0295 R04 January 5 2 Engine - fan and booster assembly (72-21-00) - inspection of the booster
spool

CFM56-7B 73-0185 R01 January 6 7 Engine fuel and control - electronic control unit (73-21-60) - buck power
supply U540 modification

CFM56-7B 72-0580 R04 January 13 7 Engine - fan frame assembly (72-23-00) - rework for fan containment
case B1 flange at fire detector location

CFM56-7B 72-0780 R02 January 13 7 Engine - fan frame assembly (72-23-00) - rework in field of fan
containment case B1 flange at holes no. 84 and 85

CFM56-7B 72-0647 R04 January 21 7 Engine - combustion chamber (72-42-00) - outer combustion chamber
liner rework

CFM56-7B 72-0825 R04 January 21 2 Engine - compressor front stator assembly (72-32-00) - on wing
inspection of pre-CFM56-7B S/B 72-0811 actuation compressor stator
inlet guide vane ring assemblies

CFM56-7B 72-0958 R02 January 25 7 Engine - compressor front stator assembly (72-32-00) - introduction of
new stage 2 and stage 3 shrouds seals inner bushings and stage 3
retention pin

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Support equipment releases

Document /
Engine Tool number Title Function Date

CFM56-All Old: HPC stator case flowpath All references to HPC stator case power grinder Stop Order
856A4325G01 power grinder 856A4325G01 have been removed and replaced with 856A4325G01
New: None grind in accordance with SPM 70-41-12-350-010 February 2016
(70-41-12 power blend).

CFM56-5B/3 Old: HPC stg 1-9 blade tip Several parts including the grinding wheels will no TDS
CFM56-7B/3 856A4055G13 grinder (Technical longer be available for the 856A4055G13. Rework 856A4055G14
(TI) New: Insertion) instructions to a G14 are available on the Technical February 2016
856A4055G14 Data Sheet(TDS)

CFM56-5B Old: HPC stg 1-9 blade tip Several parts including the grinding wheels will no TDS
CFM56-7B 856A4055G12 grinder (Non-Technical longer be available for the 856A4055G12. Rework 856A4055G15
(Non-TI) New: Insertion) instructions to a G15 are available on the Technical February 2016
856A4055G15 Data Sheet(TDS)

CFM56-5B Old: Compressor mid flange The G03 tool is made to clear a redesigned air tube TDS
CFM56-5BP 856A1491G02 bracket set (right hand side aft looking fwd) on the 5B & 5C engines. 856A1491G03
CFM56-5C2 New: The G03 is recommended for all applicable engines for February 2016
856A1491G03 commonality. The G02 will remain as an alternate for
the 5A1 & 7B engines. G02 cannot be reworked to G03
configuration due to material changes.

CFM56-5A Old: Compressor mid flange The G03 tool is made to clear a redesigned air tube TDS
CFM56-7B 856A1491G02 bracket set (right hand side aft looking fwd) on the 5B & 5C engines. 856A1491G03
New: The G03 is recommended for all applicable engines for February 2016
856A1491G03 commonality. The G02 will remain as an alternate for
the 5A1 & 7B engines. G02 cannot be reworked to G03
configuration due to material changes.

All Operators Wires

Engine AOW number Issue date Title

CFM56-5B 16-CFM56-734 February 5 FAA-2015-2983 Airworthiness Directive on CFM56-5B for turbine rear
frames

CFM56-5B 16-CFM56-734Rev1 February 9 FAA-2015-2983 Airworthiness Directive on CFM56-5B for turbine rear
frames

CFM56-7B 16-CFM56-735 February 19 CFM56-7B TGB Line 2 seal – Closure of field plan by CFM

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Repair Releases
Repair documents (RD) identified with “Yes” in the “Substantiation Required” column require source substantiation. Source substantiation by CFM
requires that a valid contract covering this repair be in place before the document is released to the requesting shop. Therefore, requests for
substantiated repair documents cannot be fulfilled unless a valid contractual agreement exists with CFM.

Repair Substantiation
document RD issued Program title Engine(s) ATA Repair/SB required?

070-970-P1 February 4 Compressor front stator assembly - CFM56-5B 72-32-02 011 Yes
compressor stator variable vanes - repair – CFM56-7B
laser weld repair of the inner trunnion pin
notch on the stages 1 - 3 vanes
120-268-S1 February 4 Combustion assembly - combustion case - CFM56-5B 72-41-01 028 No
repair - replacement of outlet guide vane
diffuser

070-969-P1 February 4 Compressor front stator assembly - CFM56-5B 72-32-02 010 Yes
compressor stator variable vanes - repair – CFM56-7B
laser weld repair of the inner trunnion on the
stages 1-3 vanes

840-249-P5 February 5 Fan frame assembly - no. 3 bearing aft CFM56-5A 72-23-20 SB 72-0742 Yes
stationary seal - alteration – Teflon seal and CFM56-5B SB 72-0603
oil drain tube cover replacement CFM56-5C SB 72-0604
CFM56-7B SB 72-0574

840-279-P4 February 5 Fan frame assembly - no. 3 bearing aft CFM56-5A 72-23-20 007 Yes
stationary seal - repair - Teflon seal repair CFM56-5B
CFM56-5C
CFM56-7B

840-280-P4 February 5 fan frame assembly - no. 3 bearing aft CFM56-5A 72-23-20 008 Yes
stationary seal - repair - oil drain tube cover CFM56-5B
repair CFM56-5C
CFM56-7B

170-584-P2 February 8 High pressure turbine shroud and stage 1 low CFM56-5B 72-53-04 010 Yes
pressure turbine nozzle assembly – HPT CFM56-5C
shroud support hanger - repair - locating slot CFM56-7B
weld repair

170-488-P4 February 10 High pressure turbine shroud and stage 1 low CFM56-5B 72-53-04 007 Yes
pressure turbine nozzle assembly - H shroud CFM56-5C
support hanger - repair - forward lip weld CFM56-7B
repair

150-859-P3 February 12 High pressure turbine rotor assembly - high CFM56-5B 72-52-06 002 Yes
pressure turbine rotor blade retainer - repair - CFM56-5C
repair of dimension d and dimension C CFM56-7B

To obtain the latest revision of the CFM56 High Pressure Repair To obtain the latest revision of the CFM56 Low Pressure Repair
Document, please contact your CFM56 Field Service Representative, Document, please contact your CFM56 Field Service Representative,
or contact: or contact:
USA: Phone 1-877-GEAE-CSC International: Phone 33 (1) 64.14.88.66
Fax 1-877-GEAE-FAX Fax 33 (1) 64.79.85.55
E-mail aviation.fleetsupport@ge.com E-mail snecma.csc@snecma.fr

International: Phone 1-513-552-3272

Fax 1-513-552-3329
E-mail aviation.fleetsupport@ge.com

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EASA and FAA Airworthiness Directives (ADs) log

Note 1: The list provided below is a general summary meant for general reference only – operators should refer to the FAA and EASA websites for the
listing of ADs applicable to CFM56 engines.

Note 2: This list will be presented and updated in each edition of CFM56 Fleet Highlites.

Engine model EASA * FAA

Effective FAA
2 3 5 5B 5C 7B Component * Number Issue Date Number Comments
date amendment
X Fuel injector w/o heat shield 1985-8(B) 30-Jan-85 84-26-03 22-Feb-85 39-4976
X Oil distributor 1986-66(B) R1 09-Jul-86 86-08-05 R1 07-Jul-86 39-5339
X X X #3 bearing 1989-181(B) R3 17-Jan-96 89-23-06 R1 28-Jan-98 39-10290
X Fan blade dampers 1990-031(B) 06-Feb-90 90-20-13 14-Oct-90 39-6679
Superseded by
X Fan blade dampers 1990-031(B) R1 31-Oct-90 89-13-51 16-Jan-91 39-6425
96-25-11
X Fan blade dampers 1990-031(B) R2 06-Feb-91 96-25-11 29-Jan-97 39-9854
X Inclement weather 1991-030(B) 06-Feb-91 91-02-10 11-Feb-91 39-6839
X Air starter 1994-099(B) 27-Apr-94 97-05-13 03-Jun-97 39-9957
X Fan disk (LDM) life reduction 1994-195(B) 31-Aug-94 97-08-01 23-Jun-97 39-9989
X X X HPC 1-2 spool 1994-272(B) R3 27-Sept-95 97-06-01 03-Jun-97 39-9958
X X X Stub shaft, conical support 1997-010(B) R1 26-Feb-97 96-18-16 09-Dec-96 39-9742
X LPT/HPT life reduction 1997-199(B) R3 21-Sep-04 97-09-02 R3 14-Oct-04 39-13791
X Fan disk inspection F-1997-298(B) R4 30-Mar-05 2001-04-06 04-Apr-01 39-12124
X X HPT disk rim bolt hole 1997-327(B) 05-Nov-97 98-12-32 20-Jul-98 39-10585
CN Replaced by
X X X X AGB/TGB cancellation 1997-354(B) R4 25-Feb-98 ----------------
1998-097(B)
X LPT case life reduction 1998-003(B) R2 15-Jul-98 98-02-04 23-Mar-98 39-10286
X LPT case life reduction 1998-003(B) R3 12-Dec-01
X X Air/Oil seal, #3 bearing 1998-080(B) R1 17-Jun-98 98-07-02 30-Mar-98 39-10420
X AGB/TGB 1998-096(B) 25-Feb-98 98-10-11 03-Jun-98 39-10523
X X X AGB/TGB 1998-097(B) 25-Feb-98 98-10-11 03-Jun-98 39-10523
X HMU (osg) 1998-162(B) R1 22-Apr-98 98-19-20 10-Jul-98 39-10761
X AGB, line #5 1998-198(B) R1 01-Jul-98 98-19-10 28-Sep-98 39-10752
X AGB, line #5 1998-259(B) R1 13-Jul-98 98-14-51 01-Oct-98 39-10758
X FOS life reduction 1998-334(B) 12-Aug-98 99-06-16 21-Apr-99 39-11079
T98-18-51
X HMU (FMV resolver) T1998-350(B) 28-Aug-98 T98-18-51 28-Aug-98 superseded by
AD98-21-23
X HMU (FMV resolver) 1998-350(B) R2 04-Nov-98 98-21-23 02-Nov-98 39-10831
X X X Fuel filter cover 1998-427(B) R2 20-Oct-99 2000-15-01 02-Oct-00 39-11830
X Fuel filter cover 1998-544(B) R1 20-Oct-99 2000-15-01 02-Oct-00 39-11830
X Fuel filter cover 1998-545(B) R1 20-Oct-99 2000-15-01 02-Oct-00 39-11830
X Fuel filter cover 1999-245(B) R1 20-Oct-99 2000-15-01 02-Oct-00 39-11830
X X X X X X PMA fuel filter replacement ------------------ ---------- 2006-26-01 03-Jan-07 39-14859
CN replaced by
2000-294IMP(B)
X X FAA inspection initiative 1999-274-IMP(B) 30-Jun-99 99-08-16 13-May-99 39-11122
– AD superseded
by 2000-12-01
X X Forward outer seal 2000-018(B) 12-Jan-00 2000-05-22 02-May-00 39-11632
X Forward outer seal 2000-019(B) 12-Jan-00 2000-05-22 02-May-00 39-11632
CN replaced by
2002-390IMP(B)
X X X X X X FAA Inspection Initiative 2000-294-IMP(B) R1 12-Jul-01 2000-12-01 11-Dec-00 39-11779
– AD superseded
by 2002-13-03
X PS3 line b-nuts T2001-057(B) 30-Jan-01 2001-02-12 14-Feb-01 39-12097
Superseded by
X CJ9 harness chafing T2001-145(B) 10-Apr-01 2001-08-51 10-Apr-01 2001-187(B) &
2001-09-17
X X X Starter oil mag plug 2001-177(B) 16-May-01 2002-02-13 21-Mar-02 39-12461
X CJ9 & CJ10 harness chafing 2001-187(B) 16-May-01 2001-09-17 14-May-01 39-12224

Continued on next page

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EASA and FAA Airworthiness Directives (ADs) log (continued)

Engine Model EASA * FAA

Effective FAA
2 3 5 5B 5C 7B Component * Number Issue date Number Comments
date amendment
Superseded by
X X X X X X No.4 bearing quality escape 2001-207(B) --------------
2001-240(B)
EASA AD for
X X X X X X No.4 bearing quality escape 2001-240(B) 13-Jun-01 2001-11-05 11-Jun-01 39-12246
-5B/-5C only
AD 2001-17-14
LPT conical support life limit
X F-2001-385(B) R1 28-Feb-07 2007-24-04 06-Dec-07 39-15270 superseded by
reduction –-5C4 & -5C4/1
AD 2007-24-04
FAA Inspection Initiative –
X X X X X X 2002-390-IMP(B) 24-Jul-02 2002-13-03 01-Aug-02 39-12790
rotating parts
LPT nozzle sectors stg 2 & 3 Supersedes CN
X X 2002-470(B) 18-Sep-02 2002-16-18 18-Sep-02 39-12857
rework 2002-031(B) R1
AD 2003-02-04
EGT harnesses; temp shift F-2003-001(B) R2 08-Jun-05
X X 2007-03-15 19-Mar-07 39-14926 superseded by
indication (2005-4747) (31-May-05)
AD 2007-03-15
X X X Air starter retention ring F-2003-456(B) R2 29-Sep-04 2005-10-05 14-Jun-05 39-14082
X X X Fuel pump; bronze bearings F-2004-095(B) 23-Jun-04 2004-10-13 24-Jun-04 39-13643
TRF life limit reduction and
X 2007-0104 17-Apr-07 2008-03-09 10-Mar-08 39-15359
periodic inspection
TRF life limit reduction and
X 2007-0221 13-Aug-07 2009-18-01 07-Oct-09
periodic inspection
HPC inspection / replacement Superseded by
X 2008-0227-E 23-Dec-08 2009-01-01 31-Dec-08 39-15779
for deterioration / stalls 2008-0228-E
Superseded by
X HPC open beta stall 2008-0228-E 26-Dec-08 ------ ------ ------
AD 2009-088
Supersedes AD
5.B.R software as closing
X 2009-0088 R1 28-Apr-09 2010-09-14 8-Jun-10 39-16279 2008-0228-E &
action for deterioration stalls
AD 2009-01-01
Corrected: time limits – LPT
X rear frame – life limit / 2009-0009 15-Jan-09 2010-01-05 18-Feb-10 39-16162
mandatory inspection
Engine – fan blades with 25
X deg mid-span shrouds – 2009-0036 20-Feb-09 2010-12-03 13-Jul-10 39-16324
inspection
Time limits – low pressure
X turbine rear frame – life limit 2009-0110 07-May-09 2009-18-01 01-Oct-09 39-15997
/ mandatory inspection
X X X X X X HPC 4-9 spool US-2009-11-02 20-May-09 2009-11-02 23-Jun-09 39-15912
Engine fuel and control –
X HMU – inspection / 2009-0154-E 15-Jul-09
replacement
X X X LPT stage 3 disk 2009-0270 17-Dec-09 2010-13-09 26-Jul-10 39-16340
Fan blade replacement (mid
X 2010-0212 18-Oct-10 2012-02-03 15-Mar-12
span shroud radius)
X X HMU mx, CIS TS1 fuels 2012-0123 09-Jul-12 2013-14-06 03-Sep-13 39-17511
X X AGB hand cranking pad mod 2012-0209 08-Oct-12 2013-26-01 03-Feb-14
X Non TCH HPT disk 2013-02-02 28-Jan-13 39-17323
Non TCH holder LPT stage 1 Superseded by
X 2013-0183 13-Aug-13
vane repair 2014-0083
X X Life limits/inspections - 2014-0130 20-May-14
stationary parts operated on
another engine model
EEC: removing 7BV4 and
X 2014-0261 18-Dec-14 2015-04-02 31-Mar-15
earlier for thrust instability
X X AGB gearshaft – line 6, line 7 2015-0133 22-Jul-2015 2015-18-04 20-Oct-15 39-18262
X TRF mount inspection 2016-02-04 01-Mar-16
CFM56 engine models were formerly certified by FAA and DGAC; DGAC’s responsibility has been transferred to EASA.

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Scorecards – CFM56-5A

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Scorecards – CFM56-5A, continued

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Scorecards – CFM56-5A, continued

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Scorecards – CFM56-5B

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Scorecards – CFM56-5B, continued

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Scorecards – CFM56-5B, continued

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Scorecards – CFM56-5C

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Scorecards – CFM56-5C, continued

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Scorecards – CFM56-5C, continued

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Scorecards – CFM56-7B

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Scorecards – CFM56-7B, continued

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Scorecards – CFM56-7B, continued

..

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Scorecards – CFM56-3

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Scorecards – CFM56-3, continued

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