737 800 fan blades and icy tail.
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Works like a charm, just try it next time You have it ,even if you have a heater.
I think the hot air rices as it exits forward and those blades conduct heat nicely, composite blades must be an different thing . More a thing for us 25 minutes strivers!!??
The interesting part is taxi out for deice and getting airborne 15 to 25 min later.
Some 70% N1 for sheding is a must for T/O but not always easy on contaminated rwy, never mind on taxiways or holding point. ( lover DU check vib, up to 30sec if needed,ATC loves it, slot just expired and holdovertime not getting better,,F/O can feel vibration,,,, TOGA TIME!!
My favorite time of the day.
Oh , and dont forget to brief him. : If we slide and no vib we go!!
At full 26k no vib , you are good!
I think the hot air rices as it exits forward and those blades conduct heat nicely, composite blades must be an different thing . More a thing for us 25 minutes strivers!!??
The interesting part is taxi out for deice and getting airborne 15 to 25 min later.
Some 70% N1 for sheding is a must for T/O but not always easy on contaminated rwy, never mind on taxiways or holding point. ( lover DU check vib, up to 30sec if needed,ATC loves it, slot just expired and holdovertime not getting better,,F/O can feel vibration,,,, TOGA TIME!!
My favorite time of the day.
Oh , and dont forget to brief him. : If we slide and no vib we go!!
At full 26k no vib , you are good!
Hi RAT 5,
FWIW (not much!), I always spun the fan blades forwards. On smaller engines, like the CFM-56, if the fan is rotating reasonably slowly (but too fast to observe the blades to your satisfaction) you can gradually stop it by carefully holding the spinner in the palm of your hand. **
Quote from BluSdUp:
"Spin the fan counter clockwise after finding ice on the backside of the blade.
So backwards of normal spin, this draws hot air forward and starts melting the ice."
Interesting, but too late for me to try! BTW, on a CFM and, I think, any American engine, counter-clockwise when looking into the front of the engine would be the normal direction of rotation.
** [EDIT] Not to be recommended if you are wearing a neck-tie (as in uniform apparel).
FWIW (not much!), I always spun the fan blades forwards. On smaller engines, like the CFM-56, if the fan is rotating reasonably slowly (but too fast to observe the blades to your satisfaction) you can gradually stop it by carefully holding the spinner in the palm of your hand. **
Quote from BluSdUp:
"Spin the fan counter clockwise after finding ice on the backside of the blade.
So backwards of normal spin, this draws hot air forward and starts melting the ice."
Interesting, but too late for me to try! BTW, on a CFM and, I think, any American engine, counter-clockwise when looking into the front of the engine would be the normal direction of rotation.
** [EDIT] Not to be recommended if you are wearing a neck-tie (as in uniform apparel).
Last edited by Chris Scott; 22nd Jan 2017 at 18:52. Reason: Caveat added.
Gender Faculty Specialist
Quote from noflynomore:
"That little area of ice at the base of the stab is were there is a big metal spar right under the skin where the fin attached to the fuselage."
There's a small area on the top of each A320 wing that does the same thing. IIRC, it's where the rear beam of the landing-gear bay intersects the rear spar (i.e., the apex of the so-called Bermuda triangle). Some engineers on the ramp have a hand-held de-icing bottle to melt it.
"That little area of ice at the base of the stab is were there is a big metal spar right under the skin where the fin attached to the fuselage."
There's a small area on the top of each A320 wing that does the same thing. IIRC, it's where the rear beam of the landing-gear bay intersects the rear spar (i.e., the apex of the so-called Bermuda triangle). Some engineers on the ramp have a hand-held de-icing bottle to melt it.
Hi BluSdUp,
Re the meaning of the acronym CFM, as in CFM International, it seems to come from the name of the engine, which originated as the Snecma M56. SNECMA formed a partnership with General Electric to produce the engine. According to Flight International for 18NOV1971, the CFM56 moniker was a reference to the M56 and CF6 engines. GE used CF6 technology for its part in the CFM56 (HP compressor, HP turbine and combustor).
Re the meaning of the acronym CFM, as in CFM International, it seems to come from the name of the engine, which originated as the Snecma M56. SNECMA formed a partnership with General Electric to produce the engine. According to Flight International for 18NOV1971, the CFM56 moniker was a reference to the M56 and CF6 engines. GE used CF6 technology for its part in the CFM56 (HP compressor, HP turbine and combustor).
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CFM
Commesial Fan Motoure in French or CFM for short.
Core was exelent and aperantly came from the F111 Ardwarg? I am not shure?
Cris
Clockwise is normal, aint it??
Core was exelent and aperantly came from the F111 Ardwarg? I am not shure?
Cris
Clockwise is normal, aint it??
Last edited by BluSdUp; 22nd Jan 2017 at 23:00. Reason: clock
Quote:
"Commesial Fan Motoure in French or CFM for short."
Nice try...
The HP side of the CFM56 is said to be based on the GE F101, which powered the (later cancelled) Rockwell B1A, although in the B1A it was reheated. There's a story that, during assembly of the first CFM56s at Villaroche (near Paris) in the early 1970s, the Snecma engineers were not permitted to see the interior of the requisite modules supplied by GE because the F101 was still classified.
Quote:
"Clockwise is normal, aint it??"
Yes, but only if you are standing behind the LP turbine and looking forwards!
"Commesial Fan Motoure in French or CFM for short."
Nice try...
The HP side of the CFM56 is said to be based on the GE F101, which powered the (later cancelled) Rockwell B1A, although in the B1A it was reheated. There's a story that, during assembly of the first CFM56s at Villaroche (near Paris) in the early 1970s, the Snecma engineers were not permitted to see the interior of the requisite modules supplied by GE because the F101 was still classified.
Quote:
"Clockwise is normal, aint it??"
Yes, but only if you are standing behind the LP turbine and looking forwards!
Gender Faculty Specialist
Although the CF originally stood for Commercial Fan I can't find any evidence to suggest the M was originally Motoure.
But either way CFM is just an amalgamation of CF and M and doesn't stand for anything.
But either way CFM is just an amalgamation of CF and M and doesn't stand for anything.
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CFM -Comercial Fan Moteurs
Bill Bulfer in 737NG COCKPIT COMPANION says:
"CFM from GE Comercial Fan and Snecma Moteurs engine engine designations"
And , Voila : CFM International was born!!
It turns the Right way , for fan deIce , turn it the wrong way while still warm to expel hot air forward. ( after taking tie of ??)
"CFM from GE Comercial Fan and Snecma Moteurs engine engine designations"
And , Voila : CFM International was born!!
It turns the Right way , for fan deIce , turn it the wrong way while still warm to expel hot air forward. ( after taking tie of ??)
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Question for the people that don't rotate the blades. How do you do this procedure then (FCOM, SUPP, Cold weather ops, exterior inspection)?
For the "How do they check it on bigger aircraft." I also checked our bigger Boeing aircraft FCOM and it says this.
Coincidence or.... 
Boeing 737:
Engine inlets.............................................. Check
Verify that the inlet cowling is free of snow and ice.
Verify that the fan is free to rotate.
Engine inlets.............................................. Check
Verify that the inlet cowling is free of snow and ice.
Verify that the fan is free to rotate.
Boeing 757:
Engine inlets........................................... Check
Verify that the inlet cowling is free of snow and ice.
Engine inlets........................................... Check
Verify that the inlet cowling is free of snow and ice.
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That would only be necessary on the first flight of the day which I do check in weather likely to be an issue. Glad there is something written down in the FCOM though.
Gender Faculty Specialist
Also from the FCOM.
Snow or ice that accumulates on the fan spinner or fan blades as a result of operation in icing conditions, such as during approach or taxi in, is allowed if the fan is free to rotate and the snow or ice is removed using the ice shedding procedure during taxi out and before setting takeoff thrust.
Rvblyky7
Note in both cases it says engine inlets.
To me that is the big round (or roundish) bit at the front, that the engine anti ice heats when it's on and to a lesser extent the abradable lining.
On the RR Trent engines that I am familiar with I can't even reach the fan let alone spin it.
Verifying the fan on the cfm56 is free to rotate can be as simple as looking at it spin in the breeze.
Note in both cases it says engine inlets.
To me that is the big round (or roundish) bit at the front, that the engine anti ice heats when it's on and to a lesser extent the abradable lining.
On the RR Trent engines that I am familiar with I can't even reach the fan let alone spin it.
Verifying the fan on the cfm56 is free to rotate can be as simple as looking at it spin in the breeze.
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An eng told me the oil from the hands is corrosive to the blades, and if I must touch then, I should do it with the back of my hand or with gloves. I certainly rotate the fan in freezing conditions.
Gender Faculty Specialist
Really? Titanium, impervious to nitric and hydrochloric acid, a completely corrosion resistant element, inert and non-reactive to most chemicals...corrodes if we touch it?
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Chris Scott:
Quite right. But President Reagan revived the B-1 as a lower-cost machine (B-1B) and the F101 thus employed. Since then the F110 and F118 have been developed from the same core, and the CFM56-2 (military F108) powers the KC-135R.
It's more than a story; it was de rigueur for CFM development work for many months.
The HP side of the CFM56 is said to be based on the GE F101, which powered the (later cancelled) Rockwell B1A, although in the B1A it was reheated.
There's a story that, during assembly of the first CFM56s at Villaroche (near Paris) in the early 1970s, the Snecma engineers were not permitted to see the interior of the requisite modules supplied by GE because the F101 was still classified.
