Boeing 737, CFM56-3 e sensori

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Rispondo alla richiesta di un Comandante dell'Aviazione Civile (un Comandante vero, con 4 botte sulla divisa, non il cialtrone sanremese...).

Il famigerato sedicente ingestionale marco ha postato una richiesta sul blog di Essse, per la precisione qui

Marco said...

Quale mentecatto mi spiega cos'è quell'ugello nella parte anteriore del turbofan?

Wednesday, March 10, 2010 4:10:00 PM GMT+01:00

E qui

Marco said...

Nessuno è in grado di spiegare cosa sia quell'ugello nella parte anteriore del turbofan? A parte i coglioni e i troll, neanche Orsovolante?

Wednesday, March 10, 2010 4:37:00 PM GMT+01:00

E poi ancora qui, dove FINALMENTE si capisce a che cavolo di "ugello" si riferisce...

Marco said...

L'aereo è della Ryanair ma non so che velivolo è.

Link alla foto ---> http://tinyurl.com/ycvfzou

Wednesday, March 10, 2010 5:05:00 PM GMT+01:00

Bon, la risposta, costatami la bellezza di 30" netti di sfruculiamento del piu' famoso sito riguardante il Boeing 737 nelle sua varie (quasi infinite...) versioni e' postata qui di seguito.

http://www.b737.org.uk/powerplant.htm



There are two fan inlet temperature sensors in the CFM56-3 engine intake. The one at the 2 o'clock position is used by the PMC and the one at the 11 o'clock position is used by the MEC. The MEC uses the signal to establish parameters to control low and high idle power schedules.

The temperature data is used for thrust management and variable bleed valves, variable stator vanes & high / low pressure turbine clearance control systems.

The CFM56-7 inlet has just one fan inlet temperature probe, which is for the EEC (because there is no PMC on the NG's).

A subtle difference between the NG & classic temp probes is that the NG's only use inlet temp data on the ground and for 5 minutes after take-off. In-flight after 5 minutes temp data is taken from the ADIRU's.

The temperature data is used for thrust management and variable bleed valves, variable stator vanes & high / low pressure turbine clearance control systems.

The CFM56-7 spinner has a unique conelliptical profile. The first 737-3/400's had a conical (sharp pointed) spinner but these tended to shed ice into the core. This was one of the reasons for the early limitation of minimum 45% N1 in icing conditions which made descent management quite difficult. They were later replaced with elliptical (round nosed) spinners which succeeded in deflecting the ice away from the core, but because of their larger stagnation point, were more prone to picking up ice in the first place. The conelliptical spinner of the NG's neatly solves both problems.

Ah, c'e' anche una chicca che fara' sdilinquire il cialtrone di sanremo...

SPOILER!

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The CFM56-7 tailpipe is slightly longer then the CFM56-3 and has a small tube protruding from the faring. This is the Aft Fairing Drain Tube for any hydraulic fluid, oil or fuel that may collect in there. There is also a second drain tube that does not protrude located on the inside of the fairing.

ROTFL! :D

Saluti
Hanmar

Ps: due post in un giorno... e poi non dite che non mi guadagno i miei 6.000 neuri al mese, benefit esclusi ovvio... :D