Cairo University

Faculty of Engineering
Aerospace Engineering Department

Combustion case
CFM56-3 Engine
 Computer-aided Machine Drawing – Final Project
CFM56-3 Engine – Combustion case report
Presented to:
 Dr. Deyaa Nabil
 Eng. Hussein Hafez

BY:
 Abd El-Rahman Ahmed Mohamed Abd El-Salam
 Mohamed Ahmed Younes AbdElWareth
 Mohamed Bashar Mohamed Ahmed
Table of Contents:
1. Introduction
-Motivation
- History
-Type of Combustion casing
2. Component function
3. The combustion casing contains
4. Drawing steps
1. Introduction:
 Motivation:
The CFM International CFM56 (U.S. military designation F108) series is a Franco-American
family of high-bypass turbofan aircraft engines made by CFM International (CFMI), with a thrust
range of 18,500 to 34,000 lbf (82 to 150 kN). CFMI is a 50–50 joint-owned company of Safran
Aircraft Engines (Formerly known as Snecma) of France, and GE Aviation (GE) of the United
States. Both companies are responsible for producing components and each has its own final
assembly line. GE produces the high-pressure compressor, combustor, and high-pressure
turbine, Safran manufactures the fan, gearbox, exhaust and the low-pressure turbine, and some
components are made by Avio of Italy and Honeywell from the US. The engines are assembled
by GE in Evendale, Ohio, and by Safran in Villaroche, France. The completed engines are
marketed by CFMI. Despite initial export restrictions, it is the most used turbofan aircraft
engine in the world, in four major variants.

 History:
The CFM56 first ran in 1974. By April 1979, the joint venture had not received a single order in
five years and was two weeks away from being dissolved.[3] The program was saved when Delta
Air Lines, United Airlines, and Flying Tigers chose the CFM56 to re-engine their DC-8s and
shortly thereafter it was chosen to re-engine the Boeing KC-135 Stratotanker fleet of the U.S.
Air Force. The first engines entered service in 1982.[4] Several fan blades failure incidents were
experienced during the CFM56's early service, including one failure that was a cause of the
Kegworth air disaster, and some engine variants experienced problems caused by flight through
rain and hail. Both of these issues were resolved with engine modifications.

 Type of Combustion casing:

The case is the outer shell of the combustor, and is a fairly simple structure. The casing
generally requires little maintenance. The case is protected from thermal loads by the air
flowing in it, so thermal performance is of limited concern. However, the casing serves as a
pressure vessel that must withstand the difference between the high pressures inside the
combustor and the lower pressure outside. That mechanical (rather than thermal) load is a
driving design factor in the case there are Three type of it:
 1. Can

Can combustors are self-contained cylindrical combustion

chambers. Each "can" has its own fuel injector, igniter, liner,
and casing. The primary air from the compressor is guided
into each individual can, where it is decelerated, mixed with
fuel, and then ignited. The secondary air also comes from
the compressor, where it is fed outside of the liner (inside
of which is where the combustion is taking place). The
secondary air is then fed, usually through slits in the liner,
into the combustion zone to cool the liner via thin film
cooling.[ In most applications, multiple cans are arranged
around the central axis of the engine, and their shared
exhaust is fed to the turbine(s). Can-type combustors were most widely used in early gas
turbine engines, owing to their ease of design and testing (one can test a single can, rather than
have to test the whole system). Can-type combustors are easy to maintain, as only a single can
needs to be removed, rather than the whole combustion section. Most modern gas turbine
engines (particularly for aircraft applications) do not use can combustors, as they often weigh
more than alternatives. Additionally, the pressure drop across the can is generally higher than
other combustors (on the order of 7%). Most modern engines that use can combustors are
turboshafts featuring centrifugal compressors.
2. Cannular:
The next type of combustor is the cannular combustor;
the term is a portmanteau of "can annular". Like the
can-type combustor, can annular combustors have
discrete combustion zones contained in separate liners
with their own fuel injectors. Unlike the can combustor,
all the combustion zones share a common ring
(annulus) casing. Each combustion zone no longer has
to serve as a pressure vessel. The combustion zones can
also "communicate" with each other via liner holes or
connecting tubes that allow some air to flow
circumferentially. The exit flow from the cannular
combustor generally has a more uniform temperature
profile, which is better for the turbine section. It also eliminates the need for each chamber to
have its own igniter. Once the fire is lit in one or two cans, it can easily spread to and ignite the
others. This type of combustor is also lighter than the can type, and has a lower pressure drop
(on the order of 6%). However, a cannular combustor can be more difficult to maintain than a
can combustor.[27] Examples of gas turbine engines utilizing a cannular combustor include the
General Electric J79 turbojet and the Pratt & Whitney JT8D and Rolls-Royce Tay turbofans.
 3. Annular:
The final, and most-commonly used type of combustor is
the fully annular combustor. Annular combustors do
away with the separate combustion zones and simply
have a continuous liner and casing in a ring (the
annulus). There are many advantages to annular
combustors, including more uniform combustion, shorter
size (therefore lighter), and less surface area.
Additionally, annular combustors tend to have very
uniform exit temperatures. They also have the lowest
pressure drop of the three designs (on the order of
5%).The annular design is also simpler, although testing
generally requires a full size test rig. An engine that uses
an annular combustor is the CFM International CFM56. Almost all of the modern gas turbine
engines use annular combustors; likewise, most combustor research and development focuses
on improving this type.
2. Component function:
The main function of the casing is to carry the combustion chamber, the fuel sparks, and the
injectors, besides it carries the secondary airflow to cool the combustion chamber, and the
combustion casing is made of superalloys like the combustion chamber because it is exposed to
high temperature from the combustion chamber

The combustion case surrounds the combustion chamber and provides a path for compressor
discharge airflow around the chamber. The compressor outlet guide vanes are part of the
combustion case at the forward flange. A stepped CDP seal is attached to the center bolt flange
along with the HPT nozzle inner support and provides a structural base for the combustion
chamber and HPT nozzle. The inducer vanes are an integral part of the HPT nozzle inner support
rear flange. They provide a reduced airflow temperature to the HPT rotor.
3.The combustion case (continued):
*The combustion case is a weldment structure.
*The mounting pads accommodate 20 fuel nozzles around the outer surface and 2 igniters,
which are at the 4 and 8 o’clock positions.
*The fuel nozzles are supplied by the following equipment, which is attached to the case :
- a fuel supply manifold (Y-tubes).
-4 fuel manifold halves.
The combustion case also has:
- 6 borescope ports.
- 4 customer bleed ports.
- 4 ports for LPT stage 1 cooling.
- 3 ports for HPT clearance control air, 1 for source air and 2 for the introduction of air to the
shrouds.
- 2 ports for start bleed, 1 for source and 1 for introduction (not shown).
The drawing procedures
1. The Combustion Case
Step 1: Drawing sketch to the case.
Step 2: Revolving the sketch.
Step 3: Drawing sketch to the
holes and airfoil.
Then extrude them.
Step 4: pattern features.

2.

The Fuel tube

Step 1: Sketch
Step 2: Datum Planes
at each different
Thickness

Step 3: Drawing circles at each datum plane where each

radius of a circle equals to the thickness where it drawn
Step 4:
Swept

Step 5: Shell

The Views:
Figure 1 Top View

Figure 2 Front View

 Figure 3 Right View

Figure 4 Back View

 Assembly:

Section view:
Drafting: