LEAP-1B Entry into service

CFM Flight ops

April 2021

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, disclosed to others or reproduced without the express written consent of CFM. If consent is given for reproduction in whole or in part, this notice shall appear in any such reproduction in
whole or in part. The information contained in this document may also be controlled by the U.S. and French export control laws. Unauthorized export or re-export is prohibited.
 CFM International Proprietary Information – The information contained in this document is CFM International (CFM) proprietary information and is
disclosed in confidence. It is the property of CFM and shall not be used, disclosed to others or reproduced without the express written consent of CFM,
including, but without limitation, it is not to be used in the creation, manufacture, development, or derivation of any repairs, modifications, spare parts,
designs, or configuration changes or to obtain FAA or any other government or regulatory approval to do so. If consent is given for reproduction in whole or
in part, this notice and the notice set forth on each page of this document shall appear in any such reproduction in whole or in part. The information
contained in this document may also be controlled by the U.S. export control laws. Unauthorized export or re-export is prohibited.
The information contained in this document are published under CFM responsibility and will be updated occasionally. Information may differ from Air
Framer publication, but FCOM, FCTM, AFM and AMM will always take precedence. References are provided for cross reference.

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, disclosed to others or reproduced without the express written consent of CFM. If consent is given for reproduction in whole or in part, this notice shall appear in any such reproduction in
whole or in part. The information contained in this document may also be controlled by the U.S. and French export control laws. Unauthorized export or re-export is prohibited.
 Engine Description

New Engine Features vs Flight Phases

Adverse Weather

CFM Proprietary Information subject to restrictions on the cover 3

 Engine Description

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 737 MAX efficiency with MIN changes
Structure modifications
Improved aerodynamics

New LEAP-1B engine

OPERATIONAL COMMONALITY
737 MAX PERFORMANCES REQUIREMENT
(over B737 NG)

WITH THE 737 FAMILY

• Fuel burn -15 %
• NOx emissions -50 % vs CAEP/6
• Noise foot print -40 % (-15 EPNdB)
5 5• /Improved range
CFM Proprietary +19subject
Information % to restrictions on the cover
737 MAX vs 737 NG

1,76 m 1,55 m

NEW LEAP-1B ENGINE

43 cm Same ground clearance A LARGER ENGINE
MAX vs NG
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 LEAP breakthrough technologies
3-D woven carbon composites HP turbine 2 stages
(Fan case and blades) ceramic composites shroud
Lightweight, resistant, durable (HPT stage #1)
Lightweight, temperature resistant

LP turbine
TiAl blades
Lightweight

Debris rejection system

(VBV opening inward)
Protection against erosion
New-generation
combustor TapsII
Lean burn, low temperature

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FADEC architecture
EEC
> FADEC system Electronic computer

The LEAP-1B engine control system is a Full Channel A

Authority Digital Engine Control FADEC
system. Channel B
The primary control unit is a two-channel
redundancy Electronic Engine Controller
EEC, attached to the right side of the fan
case in two separated boxes. ID plug
PSS box
One hydro-mechanical unit SCU/SVA
receives command signals from the active
EEC to supply fuel for engine servo system
operation and combustion.

> Rating plug

The rating plug also called ID plug, supplies
EECs with maximum rated thrust, fan speed
modifier, hardware configuration… and is
located on the Pressure Sub-System box. SCU/SVA
Hydro-mechanical

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LEAP-1B vs CFM56-7B key differences
Parameter Comment
> Major improvements
Stage number 1 Fan 1 Fan 18 fan blades vs 24 blades
A larger fan with 9:1 bypass ratio provides 3 LPC 3 LPC Low Pressure Compressor
50 % of fuel efficiency improvement. 10 HPC 9 HPC High Pressure Compressor
2 HPT 1 HPT High Pressure Turbine
A higher HP compressor pressure ratio, 5 LPT 4 LPT Low Pressure Turbine
associated with two faster HP turbine Fan diameter 1.76 m 1.55 m Larger fan
stages, provide the other 50 % of fuel 69 in 61 in
efficiency improvement. Bypass ration 9:1 5:1 Increased BPR

> Nice to know HPC pressure

ratio
22:1 11:1 Doubled HPC pressure ratio

A higher indicated shaft speed may be Max N1 speed 4,586 rpm 5,382 rpm Lower fan speed
104.3 % 104 %
observed during climb and cruise because of
Max N2 speed 20,171 rpm 15,183 rpm Higher core speed
a higher core speed over the CFM56-7B. 117.5 % 105 %
e.g. N2 > 100 % during climb
Max EGT* Higher exhaust temperature
A higher EGT indication may be observed Takeoff 1,038 °C 950 °C
during normal operations, over the CFM56- MCT
GND Start
1,013 °C
753 °C
925 °C
725 °C
7B, because EGT sensors are located forward
in a hotter engine core section to provide a
more accurate temperature measurement.

FUEL EFFICIENCY INCREASED BY 15 %

* Cockpit indicated EGT

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LEAP-1B standard thrust ratings

Engine -1B21 -1B23 -1B25 -1B27 -1B28

Aircraft 23.0 klbf 24.0 klbf 25.0 klbf 26.4 klbf 27.9 klbf

737 MAX 7

737 MAX 8

737 MAX 9

737 MAX 10 * *
Basic ratings vs aircraft model

Available at xxx

ONE ENGINE TO POWER THE

* Pending aircraft development
WHOLE 737 MAX FAMILY
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LEAP-1B sea level maximum thrust ratings

> Maximum takeoff thrust

EEC limits the maximum rated thrust B28

according to the airplane model and engine B27

rating. B25

Unlike the CFM56-7B, no emergency over

boost (EOB) available with LEAP-1B when
TLA is pushed at the forward stop.
Tref
> Bump
Bump option provides additional thrust
beyond the corner point for high ambient
OAT operations.
e.g. B737-9 LEAP-1B28B3: “Hot day Bump”
B737-7 LEAP-1B27CB2: “High alt Bump”

EMERGENCY OVER BOOST IS NOT AVAILABLE

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737 MAX Flight Deck Layout

Engine panel
Engine start levers*
Engine anti-ice
panel

Engines’ inboard
Display Unit
737 MAX MAIN MODIFICATIONS
RELATED TO THE LEAP-1B
* May be available on late B737 NG as option

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Engine indication display

Crew Alerts:
Primary Engine Indications:
• THRUST (new)
• Fan Speed N1
• FUEL FLOW (new)
• Exhaust Gas Temp EGT

Secondary Engine Indications:

• Core Speed N2
• MOTORING indication (new)
• Fuel Flow Indication FF
• Oil Pressure
• Oil Temperature
• Oil Quantity
• Engine Vibration Level VIB
Display without secondary
engine indications

Display with secondary

engine indications

737 MAX NEW ENGINE DISPLAY

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Onboard maintenance function (New)

> Engine faults ENGINE

ENGINE
CONTROL
MAINT
Engine display and fault data is available on the CONTROL

MAX Display System (MDS). Engine control Maintenance

light light
Multi function panel buttons and selectors are used
to show:
• Maintenance data and control pages
N2 exceedance
• Onboard Maintenance Function (OMF) pages and
function
The MAINT light and the ENGINE CONTROL light
tell the maintenance crew to check the OMF.
The OMF also has engine system ground tests and
special functions.
Multi-function MAX display system
panel

OMF PROVIDES EXTENDED

MAINTENANCE FUNCTIONS
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Crew alerting messages (New)
> THRUST THRUST

Warns the crew when the engine is not producing

commanded thrust or not responding normally to changes Upper limit

in thrust command while in flight. Actual thrust Expected thrust

Illuminates with an amber band on the N1 command arc Lower limit

with one of the following conditions:

Example of over thrust condition
• Over thrust condition*
• Under thrust condition*
• Actual N1 > N1 max bug amber limit**

> FUEL FLOW

Warns the crew when an engine fuel leak is suspected. Under thrust Over thrust

Illuminates when the actual fuel flow rate is abnormally

high when compared to the FMC expected fuel flow rate,
for more than 5 minutes.
FUEL FLOW alert is detected and set by the FMC.
LEAP-1B PROVIDES
* Difference > ±10 % of max rated thrust
ADITIONNAL CREW ALERTS
** Option with Double Derate
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Engine start switches and start levers
Device Airplane Key differences
737 NG AUTO position: provides automatic ignition to selected igniters
AUTO below 18,000 feet with flaps extended or with ENG A-ICE ON**

737 MAX AUTO position: similar to OFF position, ignition is OFF**

LEAP-1B is certified without requiring continuous ignition on
Engine start switches
standard/option TO, LDG and in icing conditions => beneficial to igniters
wear/reliability
737 NG* Spring-loaded levers
737 MAX Illuminate RED when ENG FIRE SWITCH has illuminated when
an engine fire is detected or during an engine fire test

Engine start levers

AUTO IGNITION IS ACTIVATED THROUGH

* Available as option
** Auto relight is automatically activated if a flameout or a N2 rollback is detected
AUTO RELIGHT BY THE EEC
Accommodation: 2 igniters and decrement fuel schedule logic activated
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Engine panel and engine anti-ice panel
Device Light and logic
• REVERSER COMMAND*: reverse thrust lever not in down position in flight
• REVERSER AIR/GRD*: air/ground reverser logic has failed. Revers will
deploy in flight if commanded
• REVERSER LIMITED*: thrust reverser fault. Reverser will not deploy or will
Engine panel be limited to idle
• ENGINE CONTROL: Engine control fault. Engine is no dispatch.
ENG ENG
• ENG ANTI-ICE*: cowl anti-ice is inhibited or core anti-ice valve fails closed
ANTI-ICE
• COWL ANTI-ICE: overpressure in duct downstream of cowl anti-ice valve
ANTI-ICE

COWL COWL
ANTI-ICE ANTI-ICE

COWL VALVE COWL VALVE

• COWL VALVE:
- Momentary amber: cowl anti-ice valve in transit (TAI on N1 display)
- Steady amber: cowl anti-ice valve position disagree with engine anti-ice
switch (TAI on N1 display)
- Extinguished: cowl anti-ice valve is closed (switch: OFF) or cowl anti-ice
valve is open (switch: ON and TAI on N1 display)
Engine anti-ice panel

NEW LIGHTS MAY ALERT

* Not available on B737 NG
THE CREW IN CASE OF A FAILURE
** Same logic as B737 NG
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Maximum thrust limitation accommodation
> Maximum thrust limitation
Maximum thrust made available with TLA FT
at the forward stop may be automatically
limited by the EEC to protect the engine
from prolonged high thrust operation.
MTO thrust is only available in the TO
TO envelope
envelope and is automatically limited to Takeoff envelope
15 min* (MTO reverts to MGA beyond 15 min)
MGA is only available in the TO envelope
MCT is the maximum thrust available
out of TO envelope
> CFM Recommendation
Flight crew should manage the 5 min and TOGA/MCT transition diagram
10 min takeoff thrust time limitation.
Applies for TO thrust above MCT.

EEC PROVIDES FULL THROTTLE CAPABILITY

AND PROTECTION AGAINST
* MTO automatically reverts to MGA beyond 15 min
OVER-THRUSTING THE ENGINES
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Engine malfunction accommodations (New)
Parameter Function EEC accommodation Display
Engine overspeed Electronic Over Speed (EOS) FUEL inhibited via HPSOV
(N1* or N2) closure => Engine shutdown
EGT

Over thrust or Thrust Control Malfunction FUEL inhibited via HPSOV

Asymmetrical thrust Accommodation (TCMA) closure => Engine shutdown
(on ground) EGT

Thrust instability Thrust Instability Event (TIE) Dynamic fuel compensation No

(fuel contamination) => Thrust stability improved

LEAP-1B OFFERS EXTENDED

* When N1 overspeed occurs, EEC opens VSVs to trigger a N2 overspeed
ENGINE PROTECTIONS
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TCM accommodation (New)

> Thrust Control Malfunction (TCMA)

The EEC provides a Thrust Control Malfunction
protection to prevent unacceptable high asymmetric
thrust for on-ground conditions* that can cause runway
excursions.
If one engine thrust increases significantly higher than
commanded, and/or if engine thrust remains high when
low thrust is commanded, during a RTO or landing roll,
TCMA activation
EEC closes the HPSOV to shut down the affected
engine.
ENG FAIL alert will illuminate when N2 < 50 %.
In flight, TCMA is not active, THRUST alert will warn
the crew of abnormal thrust response. ENG FAIL display

TCMA IS ONLY ACTIVE ON GROUND

* On ground and CAS < 200 KT and TLA ≈ idle

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Engine core anti-ice accommodation (New)
> Booster Anti-Ice (BAI)
EEC may command the BAI valve to open for the
purpose of providing hot air from HPC 7th stage, EEC
for booster anti-ice. Booster Ice Crystal
Anti-Ice Accommodation
Managed by EEC during low engine speed, in Ice
icing conditions, below 26,000 FT. crystals

If the valve fails closed, ENG ANTI-ICE

illuminates amber.
to
No cockpit display secondary
airflow

> Ice Crystal Accommodation (ICA) Booster

(Low press. comp.)
VBV

EEC may command VBV pulsing (open/close cycles) to HPC

to extract potential ice crystals from core flow Engine ice protection
path.
Managed by EEC during high altitude flight
in potential ice crystal icing area.
No cockpit display
ENGINE CORE ICE PROTECTIONS
ARE FULLY MANAGED BY THE EEC
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 New Engine
Features
vs Flight Phases

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 Exterior Inspection

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LEAP-1B pilot walk-around video

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 Engine Start

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Bowed rotor effect
> Bowed rotor effect
LEAP-1B has a longer and narrower core relative to
CFM56-7B which causes it have a Bowed Rotor Motoring
mode managed by the EEC below idle speed, on ground.
Bowed rotor is transient condition caused by the thermal
gradient created after shutdown which causes thermal
expansion of the core components. Engine stopped, hot air rises to the top

Uneven cooling of the rotor results in the top of the shaft

being longer than the bottom, creating “BOW”.
> Results of unmitigated bowed rotor
Starting a bowed rotor engine may result in:
• Vibratory issues with components
• Rubbing of HPC blades leading to performance impact Bow after uneven cooling of the rotor

• Stall during start due to more open clearances on one

rotor side
NECESSARY TO ELIMINATE
BOWED ROTOR BEFORE REACHING
MAX MOTORING SPEED
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Bowed rotor development
> Bow development Bow
Slow Bow reduction rate

Bowed rotor develops quickly, 80 % of bow is 1

achieved 45 minutes after shutdown, and maximum

bowed rotor is achieved after 2 hours.
Quick development of Bow

> Parameters affecting bow development 1 2 3 4 5 6 7

Time

Size of bowed rotor is a function of: Bow development vs shutdown time (hours)

• Shutdown time Bowed rotor speed

N2
• Compressor discharge temperature (T3)
• Ambient temperature (Tamb) Max motor
speed
Pre-start

> Bowed rotor mitigation motoring

A pre-start motoring helps to eliminate difference in Time

heat, straightens the rotor shafts and thus eliminates N2 acceleration during ground start
bow effect before reaching maximum motoring speed.

BOWED ROTOR REMAINS PRESENT

UP TO 8 HOURS AFTER SHUTDOWN
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BRM accommodation (New)
> Bowed Rotor Motoring (BRM)
EEC uses a combination of shutdown time and residual HPC
temperature to activate the BRM accommodation.
EEC commands APU bleed schedule, VSV schedule and SAV
modulation to limit N2 speed during BRM to ∼23 %*
N2
“MOTORING” is displayed on N2 dial during BRM phase.
BRM mode display
BRM is only active on ground during start, dry/wet motoring.
> Bowed Rotor Motoring time fixed variable

BRM time is variable and based on ISA conditions, engine off 6s 0-80 s 0-4 s
time, residual EGT and core vibration during BRM, and is Motoring
18-23%
Adaptive pre-start
motoring
Add’l
Motoring

limited to 90 sec maximum:

• 6 sec minimum for turbine center frame vibration check 90 s maximum BRM

• +0 to 80 sec function of engine thermal state and vibration

• +0 to 4 sec until residual EGT<120 °C at the end of
calculated BRM**
BRM IS FULLY MANAGED BY EEC
* May vary from 18 to 26% N2
AND ONLY ACTIVE ON GROUND
** Reduces hot start potential in high elevation, hot day, high residual EGT conditions
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Engine start times
> Total start time
COLD engine
Start time depends on BRM time, ambient
∼10 s 6 s ∼50 s
temperature and altitude air pressure. Ramp up Motoring Light-off and ramp to
to 18% 18-23%
idle speed
Typical start time for ISA standard day
0 ∼70 s
conditions, with APU as air source:
• COLD* engine: ∼70 sec
HOT engine
• HOT engine: varies from ∼70 to ∼150 sec
∼10 s 6 s 0-80 s 0-4 s ∼50 s
> Nice to know Ramp up Motoring
to 18% 18-23%
Adaptive pre-start
motoring
Add’l
Motoring
Light-off and ramp
to idle speed

“ISOLATED PACK OPERATION DURING 0 Max ∼150 s

90 s maximum
ENGINE START” procedure enables to
supply right pack during engine 1 start.** Engine start time

> CFM Recommendation

Flight crew should not try to shorten nor
cancel BRM phase, as it is fully managed by
the EEC and as it is beneficial to the engine.
BRM PHASE CANNOT
* Cold engine is achieved ∼ 8 hours after shutdown and indicates no residual engine temperature
BE REDUCED BY FLIGHT CREW
** FCOM/SP2 Air Systems
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TCMA and EOS test (New)
> Start lever to idle detent
Start lever should be set to IDLE after MOTORING
message blanks and N2 = 25 % or max motoring speed.*
As long as BRM mode is active, fuel and igniter are
inhibited by EEC. Engine start levers

> TCMA and EOS test

With start lever in IDLE, EEC opens the FMV to fill
the fuel manifold and then does a test of both EOS
and TCM accommodations.
Display: Fuel Flow indicates zero and ENG VALVE
CLOSED light illuminates bright blue.
> CFM recommendation 0.00 FF
Flight crew should be aware that up to 10 sec may be Fuel flow indication Fuel control
needed before observing a positive fuel flow. panel

Confusion with a wet start/no light-off is possible.

TIME BETWEEN START LEVER TO IDLE

* Or if not possible, at maximum motoring and a minimum of 20% N2
AND LIGHT-OFF IS LONGER OVER CFM56-7B
** Reduces hot start potential in high elevation, hot day and high residual EGT conditions
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Standard ground start sequence
N2 EGT peak

> Typical engine parameters 70

∼ 18 % N2: MOTORING is displayed (6 – 90 sec) 50

Light-off

SAV closure

∼ 23 % N2: stabilization for BRM (Hot engine) 30

∼ 25 % N2: start lever to IDLE, TCMA/EOS test 10 TCMA/EOS test

Motoring
∼ 3-10 sec later: IGN/FF come ON … Light-off occurs 70 s Time
COLD engine start
∼ 45 % N2: IGN comes OFF
∼ 63 % N2: SAV closure … EGT peak is achieved N2 EGT peak
70

> Nice to know 50

Light-off
Motoring
Typical EGT peak: 620-720 °C SAV closure
30

EGT peak may come close to start limit at higher

ambient OAT with hot engine 10 TCMA/EOS test

Typical ground idle: up to 150 s 180 s* Time

HOT engine start
N1∼21 % EGT∼485 °C N2∼71 % FF∼0.29 T/h

START PARAMETERS MAY BE AFFECTED

* 180 sec: starter duty cycle limitation
BY TEMP, ALT AND BLEED PRESSURE
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LEAP-1B start simulation video

Blue circles were added for educational purpose. Cold engine start time is not representative.
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Abnormal start accommodations on ground
Condition Display Parameter Accommodation Comment
Hot start EGT readout EGT reaches 5° from redline IGN and FUEL: OFF Fuel decrement for next attempt
white-blinking New
Overtemp start EGT readout EGT exceeds start redline 753°C* IGN and FUEL: OFF
steady-red
Hung start No Slow accel. and stabilization below idle FUEL: Increment

No light-off No No EGT rise after 15 sec IGN and FUEL: OFF Dual igniters and fuel increment
Since start lever is set to idle for next attempt
Start stall EGT readout N2 rollback and EGT rise IGN and FUEL: OFF Dual igniters and fuel decrement
white-blinking for next attempt
Starter time No Starter duty cycle > 3 min No Fault message sent by EEC to
exceeded Extended motoring > 5 min OMF

No core rotation No Starter shaft shear or rotor lock IGN and FUEL: OFF On ground only
N2 < 5% after 12 sec SAV: CLOSED New

No fan rotation No Rotor lock IGN and FUEL: OFF On ground only
N1 < 5% at 57% N2 SAV: CLOSED New

BRM overspeed No N2 exceeds BRM speed limit IGN and FUEL: OFF On ground only
N2 > 26% during BRM SAV: CLOSED New
Non exhaustive list

MANUAL START ABORT PRIOR TO EEC INTERVENTION

IS NOT REQUIRED AS IT WILL INHIBIT EEC FUEL
* Since EEC sw v6.72 physical EGT start limits were increased by 47°C
Cockpit display for crew and maintenance action remain unchanged
ADJUSTMENT ON NEXT START ATTEMPT
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Alternate engine start procedures

> Engine start valve INOP

Prior to starting an engine using manual override of start
valve, with air supplied by start cart or cross bleed,
maintenance must perform a 4 min dry-motoring with one
pack ON as per AMM.*
This procedure enables to perform the pre-start motoring
Start valve manual override
within the BRM target speed 13 to 25% N2, and prevents
from BRM overspeed issue that excessive air coming from
ground cart or crossbleed may cause.
The engine should be started after a 5 min rest, within 15
min after motoring.
> Battery start
Engine 1 may be started using battery, but as MAINT light Ground cart Bleed air panel

is ON before start, a maintenance action is required to

verify for OMF status message after start.**
Procedure not in the FCOM.
ALTERNATE ENGINE START PROCEDURES
* MMEL 80-11-03
ARE IN THE AMM
** AMM 71-00-00/201
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 Taxi

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Engine keep out zone and wind limitation

> Hazard area

Flight crew and ground crew should be
aware of extended inlet suction area of
the Leap-1B over the CFM56-7B.

Breakaway Hazard Area

> Ground wind operating envelope

To protect the fan disk from high vibrations
associated with airflow disruption in a large engine
intake, flight crew should respect the followings:
Crosswind > 43 kt: limit thrust to normal taxi thrust
Wind > 58 kt: limit thrust to idle during taxi

Airflow disruption in the air intake

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Ground Idle thrust in hot day conditions
> Ground idle thrust
Diam 1.76 m (69”)
Flight crew should be aware that with a larger fan and a 18 blades BPR = 9
higher bypass ratio, the LEAP-1B ground idle thrust is 20 % N1 ≈ 920 rpm
slightly higher than the CFM56-7B.
30 kt ground speed may be reached faster with the
MAX than with the NG.
Minimum idle is managed by EEC to satisfy engine
operability and bleed demand.

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 Engine Warm-up

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Engine warm-up before takeoff
> Warm-up
Before applying takeoff thrust, the LEAP-1B should be
operated at or near idle thrust for a minimum of 3 min.
An increase in oil temperature to at least +31°C should be
verified.
Minimum oil temp for takeoff
> CFM Recommendation
More than 3 min warm-up is recommended with a COLD
engine as extended warm-up is beneficial to the engine:
• For proper thermal stabilization of oil and hardware
• To reduce all gaps
• To Limit EGT excursion when setting takeoff power
e.g EOTO is not recommended for with a COLD engine (1st flight)
Idle time to achieve 31°C oil temp*

ROUTINE WARM-UP LESS THAN 3 MIN

* FCOM/SP16 Adverse WX
CAN CAUSE ENGINE DEGRADATION
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 Takeoff

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Derated thrust takeoff
> Reduced thrust takeoff
Assumed temp method (ATM) and Fixed Derates N1 LIMIT page
are available in the limit of 25 % maximum thrust
reduction. Two settings available for Fixed Derates: Thrust
takeoff Max rated thrust
0%
Increasing
Fixed Derate available settings: ATM

• Default: TO 1=10 % and TO 2=20 %

• Customized: e.g.: TO 1=15 % and TO 2=30 % 25%
40%

Combination of both Fixed Derate and ATM is current Tref max OAT
possible in the limit of 40 % thrust reduction. OAT ATM

> CFM Recommendation EGT 1,038°C

When performance permits, select maximum takeoff

takeoff thrust reduction, and hold high thrust to the

practical minimum, to reduce maintenance costs, Increasing
maximise engine service life and keep a good fuel ATM
efficiency on a long period.
For maximum rated thrust takeoff with OAT beyond
current
OAT
Tref OAT
Tref, inserted OAT must be correct for ambient
conditions, to prevent over boost if inserted OAT is
lower than actual OAT. ENGINE DETERIORATION
IS DIRECTLY RELATED TO ENGINE
HOT SECTION TIME/TEMP EXPOSURE
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 Climb

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Derated thrust climb
> Reduced Climb
Reduced climb is available:
• TO arms CLB = Full climb thrust
• TO-1 arms CLB-1=10 % derated climb thrust (-3% N1)
provided until 10,000 FT
• TO-2 arms CLB-2=20 % derated climb thrust (-6% N1) N1 LIMIT page

provided until 5,000 FT

The reduced climb setting gradually increases to full climb
thrust by 15,000 FT.
> CFM Recommendation
To limit engine stress that may be caused by a climb N1
greater than reduced takeoff N1, use FMCs climb thrust
computation. Reduced climb profile
e.g. during takeoff with Max thrust reduction, associated with Full
climb thrust, a momentary EGT excursion may occur when climb
thrust is set.
CFM RECOMMENDS USING
COMPUTED REDUCED CLIMB THRUST
TO LIMIT ENGINE DETERIORATION
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 Cruise

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Engine in-flight start envelope

Engine airstart may be attempted up to

27,000 FT as per aircraft certification
Stabilized windmill relight IAS ≥ 270 KT
ENGINE RESTART OUTSIDE THE ENVELOPE
* QRH/NNC.7-Engines, APU
MAY BE ATTEMPTED AT OPERATOR’S DICRETION
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Engine in-flight windmill start procedure

> Engine hydraulic pump

As per NNC procedure, affected engine
hydraulic pump switch must be set to
OFF position to depressurize the Hydraulic panel
hydraulic pump.
A limited engine hydraulic pump drag
effect on windmill engine core speed,
enables to improve in-flight start
capability.

> Minimum engine core speed

Affected engine start lever should be set
to IDLE position when the engine core
speed N2 is at or above 8.5 %.* QRH/NNC.7-Engines, APU

ENGINE HYD PUMP DRAG

* Vs 11% N2 for CFM56-7B
MAY INFLUENCE WINDMILL ENGINE SPEED
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Abnormal start accommodations in flight
Condition Display Parameter Accommodation Comment
Hot start EGT readout EGT reaches 10° from redline IGN and FUEL: OFF Fuel decrement for next attempt
white-blinking for 1.2 sec New
Overtemp start EGT readout EGT exceeds start redline* After 3 failed Variable EGT redline
steady-red 883°C starter/windmill - 920°C quick attempts, redline is New
windmill – 981°C high power fuel cut increased

Hung start No Slow accel. and stabilization below idle FUEL: Increment

No light-off No No EGT rise after 10 sec FUEL: Increment

Since start lever is set to idle
Start stall EGT readout N2 rollback and EGT rise IGN and FUEL: OFF Fuel decrement for next attempt
white-blinking for 1.2 sec
Starter time No Starter duty cycle > 3 min No Fault message sent by EEC to
exceeded Extended motoring > 5 min OMF

Non exhaustive list

IN FLIGHT, EEC WILL ACCOMMODATE

UNTIL SUCCESSFUL START
* Since EEC sw v6.7 physical EGT start limits were increased by 47°C
Cockpit display for crew and maintenance action remain unchanged OR START ABORTED BY FLIGHT CREW
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 Descent

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In-flight minimum idle

> In-flight idle operation

The EEC automatically selects minimum idle according to engine anti-ice selection, and
flaps and landing gear position, to provide rapid engine acceleration for go-around.
Icing idle is required to meet bleed demand of engine anti-ice.

Flaps UP Flaps < 15 ° Flaps ≥ 15 °

ENG ANTI-ICE

OFF FLIGHT idle FLIGHT idle APPROACH idle

active below 19,000 FT

ON ICING idle* APPROACH idle APPROACH idle

starts below 30,400 FT active below 19,000 FT active below 19,000 FT
fully active below 22,000 FT

ICING IDLE > APPROACH IDLE > FLIGHT IDLE

* Not available on B737 NG

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 Landing

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Thrust reversers

> Effectiveness
LEAP-1B high bypass ratio makes full
reverse thrust very effective at high
speed.
MAX REV is certified until aircraft stop,
however engine malfunction such as stall,
high EGT may occur below 60 kt.

> CFM Recommendation Thrust reverser deployed

In high FOD potential areas, MAX REV

DETENT 2 MAX
REV
DETENT 1

should not be used below 80 kt to prevent INTERLOCK

from engine deterioration. STOWED

Inboard DU

Thrust levers

MAX REV SHOULD NOT BE USED

BELOW 60 KT FOR NORMAL OPERATION
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 Engine Cooldown

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Engine cooldown before shutdown

> Cooldown
Before shutdown, the LEAP-1B must be operated at or near
idle thrust for a minimum of 3 min.
The cooldown period may begin:
• At touchdown for an IDLE REV landing
• When engines are at IDLE REV for a MAX REV landing
Soak-back temperatures
> CFM Recommendation
Respect of engine cooldown period is strongly recommended
to thermally stabilize the engine, reduce undercowl soak-back
temperature effect and prevent from oil and fuel nozzle rapid
coking.
Carbon coke particles

ROUTINE COOLDOWN LESS THAN 3 MIN

CAN CAUSE ENGINE DEGRADATION
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 Adverse Weather

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Ice shedding procedure
> On ground Run-up

A run-up should be performed when OAT ≤ +3°C and

engine anti-ice required ; or if VIB has increased due to
fan icing ; and within 5 min or in conjunction with takeoff.*
0 min 60 min 120 min
=> 50% N1 for 5 sec then idle. Repeat every 60 min. 5 min

> In flight Run-up Run-up

“FAN ICE REMOVAL” procedure should be performed if
fan icing is suspected when flying in moderate to severe max 60 min max 60 min
icing conditions.*
0 min 60 min 120 min
=> 80% N1 for 1 sec then reduce for 15 sec and monitor 5 min
engine VIB < 4. Repeat every 15 min or as needed.
Minimum run-up requirement before takeoff
> Nice to know
In icing conditions, a change in VIB or noise may be
considered as a sign of asymmetrical ice accretion on
the fan and spinner.
VIB MAY INCREASE TO FULL SCALE
BEFORE ICE RELEASE
* Ref. FCOM/SP16 Adverse weather/Cold weather operations
WITH NO ADVERSE EFFECT ON ENGINE
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Engine operation in sandy or dusty environment

> Protections against erosion to secondary

airflow
The LEAP-1B combines specific airfoil design
and Debris Rejection System (VBV opening inward)
to provide the best erosion protection,
preventing sand, dirt and other harmful items
Debris rejection system
from reaching the core.

> CFM Recommendation

To limit FOD ingestion and engine deterioration
associated with engine VORTEX on ground, the
following is recommended (whenever possible): 43 cm
• 40 % N1 maximum for breakaway and taxi
• Maximum thrust reduction on takeoff Ground clearance
• Rolling takeoff

SAND AND DUST INGESTION

MAY CAUSE RAPID
* Ref. FCOM/SP16 Adverse weather/Operation in a sandy or dusty environment
ENGINE DEGRADATION
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 Thank you

CFM Flight ops team

[email protected]
[email protected]
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