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Evaluation of the relationship between exhaust gas temperature and

operational parameters in CFM56-7B engines

Article  in  Proceedings of the Institution of Mechanical Engineers Part G Journal of Aerospace Engineering · June 2009
DOI: 10.1243/09544100JAERO474

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 433

Evaluation of the relationship between exhaust

gas temperature and operational parameters in
CFM56-7B engines
İ Yılmaz
Department of Airframe and Powerplants, Civil Aviation School, Erciyes University, 38039 Kayseri, Turkey.
email: iyilmaz@erciyes.edu.tr

The manuscript was received on 30 October 2008 and was accepted after revision for publication on 18 February 2009.

DOI: 10.1243/09544100JAERO474

Abstract: This study presents the relationship between exhaust gas temperature (EGT) and
engine operational parameters at two different power settings, including maximum continuous
and take-off, in the CFM56-7B turbofan engine. The ground measurements of engine operational
parameters including net thrust, fuel flow, low rotational speed, core rotational speed, pressure
ratio, air temperature at engine fan inlet, take-off margin temperature, and thrust-specific fuel
consumption of 51 different CFM56-7B engines are used to find the relationship mentioned in
the study. This engine type is selected due to its common use by the civil aviation sector. In accor-
dance with the results of multiple linear regression analysis, it was shown that EGT is affected
by the engine operational parameters in different rate. The relationship between EGT and the
operational parameters used in the maximum continuous power setting is slightly stronger than
that of take-off power setting, R 2 = 0.73 and 0.69, respectively. The fuel flow, thrust-specific fuel
consumption, and take-off margin temperature are determined to be the most significant oper-
ational parameters in the correlations used to predict the EGT of 51 CFM56-7B turbofan engines
in maximum continuous and take-off power settings, R 2 = 0.28, 0.23, and 0.35 and R 2 = 0.27,
0.14, and 0.60, respectively. It is found that there are good agreements between the predicted
and measured values of EGT in the study. It can be concluded that the proposed technique is an
effective tool for the EGT estimation of the turbofan engine.

Keywords: turbofan engine, exhaust gas temperature, regression analysis, operational

parameters

1 INTRODUCTION or catastrophic failure. EGT is a measure of the gas

Gas turbine engines have been widely used in indus-
trial and aerospace applications such as co-genera-
tion powerplants, ships, aircrafts, and helicopters.
Nowadays, the accurate determination of engine
operational parameters, including exhaust gas temp-
erature (EGT), engine shaft speed, engine pressure
ratio, engine vibration, oil pressure, and temperature,
is an important issue for gas turbine engines used in
commercial aviation. Aircraft airlines and manufac-
tures need to determine the performance parameters
of gas turbine engines to ensure flight safety, to reduce
maintenance costs, and increase the aircraft lifetime.
EGT is one of the most important operational param-
eters in a gas turbine engine, in view of the fact that
excessive turbine temperatures result in decreased life
turbine engine’s efficiency in producing its design level
of thrust. The higher EGT causes more wear of the
engine and thus the performance of the engine dete-
riorates. The federal aviation administration certifies
every aircraft engine with a certain EGT limit. So the
estimation of EGT of a gas turbine engine needs to
be known in terms of both the performance and the
structure of the gas turbine. When a turbofan engine
reaches its EGT limit, temperature of turbine blades
rises to its melting limit. Therefore, the engine must
be torn down for maintenance. This entails a high
maintenance cost.
There are various studies that focus on the opera-
tional parameters of gas turbine engine. Many of these
studies have been carried out using numerical meth-
ods and codes due to the sophisticated and complex

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434
operation conditions of the gas turbine engines. Doel
[1] carried out an analysis of the turbofan engine using
a modern gas-path analysis tool. Lu et al. [2] eval-
uated application of artificial neural network-based
method to perform engine condition monitoring and
fault diagnosis. They found that further investigations
using actual engine data need to be done to validate
their findings. Gülen et al. [3, 4] presented the results of
real-time, on-line performance monitoring of two gas
turbines. Also, they suggested that an important per-
formance degradation source can be the combustor
problems. The design and validation of a complex non-
linear real-time simulation model for a civil turbofan
aircraft engine was performed by Martin et al. [5].
Sorato et al. [6] presented a parametric analysis of the
performance and the emissions of two engines using
software that directly combined models of engine per-
formance, emissions, and aircraft operations. They
proposed that this type of analysis can be useful as
a starting point for further applications. Roth et al. [7]
described the development of an improved method
for the reliable, repeatable, and accurate matching of
engine performance models to test data. The improve-
ment performance of a real cycle gas turbine with
and without steam injection was evaluated using a
simulation computer program by Bouam et al. [8]. In
the study presented by Visser et al. [9], the integra-
tion of the adaptive modelling function into a system
modelling environment has been investigated on a
large turbofan engine application. They found that
results are sensitive to both model and measurement
inaccuracy. Stevenson and Saravanamuttoo [10] per-
formed a study to determine the effect of advanced
engine cycles on typical values of engine performance
indicators.
In light of the aforementioned literature review, no
study investigated the relationship between EGT and
the operational parameters of the CFM56-7B turbofan
engine as the present study proposes to do. The aim of
this article is to investigate the relationship between
EGT and engine operational parameters at two differ-
ent power settings, including take-off and maximum
continuous, in turbofan engine. Also the estimation
of EGT is performed for both power settings, includ-
ing maximum continuous and take-off. The remainder
of this article will be as follows. Section 2 introduces
the turbofan engine and the procedure of data anal-
ysis used in the study. In section 3, obtained results
from the study are presented and discussed in detail.
Finally, the conclusion of the article follows, in which
some proposals are given.
2 METHOD
CFM56-7B turbofan engines, which are the exclusive
engine for the Boeing 737, 600, 700, 800, and 900,
are used to data analysis in this study. These engines’
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İ Yılmaz
thrust ranges from 8400 kg (18 500 lb) to 12 400 kg
(27 300 lb). Over 4000 CFM56-7B engines are currently
in service as part of the most popular engine-aircraft
team in commercial aviation. The CFM56-7B also
powers the Boeing-GE boing business jet and 737
military variants, including transports special mission
aircraft [11].
There are many approaches to gas turbine engine
condition monitoring, such as performance anal-
ysis, oil analysis, mechanical-dynamics analysis,
borescope analysis, and so on. The measurement of
operational parameters including EGT, low rotational
speed, thrust, fuel flow is one of the most power-
ful among them. Based on ground measurements
of the engine, nine different operational parameters
(EGT, FN, WF, N1, N2, PR, TA, TM, and TSFC) at
two different power settings, maximum continuous
and take-off, were used in the analysis. All ground
measurement data were taken from reference [12].
These data include requirements of the manufactured
company and were taken at standard day, sea level
conditions. Turbofan engines were operated in a test
cell using Jet A-1 fuel. Performance measurements
were performed at two power settings, maximum con-
tinuous to take-off power, to obtain the relationship
between the operational parameters of the engine.
Also, the predicted values of EGT obtained in the study
have been verified using data from approved ground
measurements of the engine.
2.1 Data analysis
Regression analysis is used to obtain the relationship
between EGT and the operational parameters of the
CFM56-7B engine in the study. If the number of inde-
pendent variables is more than one, multiple linear
regression analysis (MLRA) is used. The MLRA is esti-
mation of the linear relationship between a dependent
variable and two or more independent variables, and is
one of the most widely employed statistical techniques
for the best available predictive modelling. A gen-
eral multiple regression equation, which has eight
independent variables, may be written as
Y = β0 + β1 x1 + β2 x2 + β3 x3 + β4 x4 + β5 x5
+ β 6 x6 + β 7 x7 + β 8 x8 + ε (1)
A statistical measure that is often used for goodness of
fit for linear regression models is R 2 . The goodness of
fit of the model is measured by R 2 , which is equal to
unity if a perfect fit is found. More specifically, R 2 mea-
sures how big proportion of the total variation in the
dependent variable is, as explained by the indepen-
dent variable. When the model contains two or more
independent variables, R 2 is usually called the multiple
coefficient of determination [13]. R 2 can take values
between 0 and 1. An R 2 = 1 indicates that we have
JAERO474 © IMechE 2009
 Evaluation of the relationship between exhaust gas temperature and operational parameters in CFM56-7B engines 435

Table 1 Descriptive statistics of 918 data points used in The coefficient of determination is that propor-
the study tion of the total variability in the dependent variable
that is accounted for by the regression equation and
Maximum continuous Take-off
written as
SD Mean N SD Mean N


EGT 36.473 1714.932 51 30.103 1726.527 51 (Ŷ − Ȳ )2
FN 0.674 118.409 51 0.78 119.739 51 R2 =
(2)
WF 0.022 6.109 51 0.016 6.234 51 (Y − Ȳ )2
N1 4.949 5046.5 51 6.364 5085.6 51
N2 54.447 14 382.5 51 56.568 14 403 51
PR 0.382 27.243 51 0.314 27.57 51
In MLRA, two different power settings, including max-
TA 5.197 330.097 51 5.501 329.942 51 imum continuous and take-off, and 459 ground mea-
TM 30.723 339.28 51 30.723 339.275 51 surements data for each power setting (totally 918
TSFC 0.003 0.374 51 0.003 0.377 51
measurements data) are used. EGT, which is one of
the most considerable performance parameters was
selected as dependent variable, while other character-
accounted for almost all of the variability with the istic values of the turbofan engines, such as FN,WF, N1,
variables specified in the model. In case of R 2 = 0, the N2, PR, TA, TM, and TSFC, were taken as independent
model equation explains none of the variability. A high variables to determine their effects on EGT. The effect
R 2 suggests that much of the variability is described of the operational parameters of the turbofan engine
by the model. A low R 2 represents the opposite of a on EGT has been analysed. The present study is an use-
high R 2 . ful and valuable source to understand the relationship

1820
1820
1800
1800
1780
1780
1760
EGT [K]

1760
EGT [K]

1740
1740
1720
1720
1700
1700

1680
116 116.5 117 117.5 118 118.5 119 119.5 120 1680
FN [kN] 6 6.05 6.1 6.15 6.2 6.25
WF [kg/s]
(a)
(a)
1820
1820

1800
1800

1780 1780

1760
EGT [K]

1760
EGT [K]

1740 1740

1720 1720

1700 1700

1680 1680
116 116.5 117 117.5 118 118.5 119 119.5 120 120.5 121 121.5 122 6 6.05 6.1 6.15 6.2 6.25 6.3 6.35 6.4
FN [kN] WF [kg/s]
(b) (b)

Fig. 1 Relationship between EGT and FN: (a) maximum Fig. 2 Relationship between EGT and WF: (a) maximum
continuous; (b) take-off continuous; (b) take-off

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436 İ Yılmaz

between the EGT and the operational parameters of where

CFM56-7B turbofan engine. 
1/2
n
A statistical program Statistica was used for deter- i=1 (Yi
− Ŷ )2
RMSE = (4)
mining the relationship between EGT and eight dif- n−p
ferent operational parameters for MLRA. Observation
and explanatory variables were entered as inputs EGTpredicted − EGTmeasured
MAE(%) = × 100 (5)
to the program. The estimated values of the EGT EGTmeasured
obtained using the analysis are compared to the mea-
sured values of the EGT for maximum continuous 3 RESULT AND DISCUSSION
and take-off power settings. As evaluation criteria
of the estimated EGT, the coefficient of variance The variation of the EGT with the operational parame-
of root mean square error (CVRMSE), which is a ters (FN, WF, N1, N2, PR, TA, TM, and TSFC) of CFM56-
major measure to evaluate the goodness-of-fit of the 7B turbofan engines is presented and discussed in this
model and mean absolute error (MAE), which is the section. The MLRA has been performed with data from
direct deviation between the predicted and measured ground measurements of the engines.
EGT, are considered. These are defined as follows, Table 1 gives standard deviations and means of oper-
respectively [14] ational parameters of the engine that are based on
the ground measurement of 51 CFM56-7B turbofan
engines at two different power settings.
RMSE
CVRMSE = × 100 (3) The relationship between EGT and net thrust mea-
Ȳ sured from 51 CFM56-7B turbofan engines is shown

1820
1820

1800
1800

1780
1780

1760
EGT [K]

1760
EGT [K]

1740
1740

1720
1720

1700
1700

1680 1680
14250 14300 14350 14400 14450 14500
5020 5030 5040 5050
N1 [rpm] N2 [rpm]
(a) (a)
1820 1820

1800 1800

1780 1780

1760 1760
EGT [K]

EGT [K]

1740 1740

1720 1720

1700 1700

1680 1680
5070 5080 5090 5100 14250 14300 14350 14400 14450 14500
N1 [rpm] N2 [rpm]
(b) (b)

Fig. 3 Relationship between EGT and N1: (a) maximum Fig. 4 Relationship between EGT and N2: (a) maximum
continuous; (b) take-off continuous; (b) take-off

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 Evaluation of the relationship between exhaust gas temperature and operational parameters in CFM56-7B engines 437

for two different power settings in Figs 1(a) and (b).
As can be seen from Figs 1(a) and (b), both power set-
tings have similar characteristic when considering the
regression curves.
Figures 2(a) and (b) display the relation of EGT with
fuel flow of 51 CFM56-7B turbofan engines at two dif-
ferent power settings. EGT increases with increasing
fuel flow in both power settings.
The relationship between EGT and low rotational
speed is given in Figs 3(a) and (b). From these fig-
ures, it is clear that there is not much difference at
different power ratios. Figure 4 illustrates the rela-
tion of EGT with the core rotational speed of 51
CFM56-7B turbofan engines at two different power
settings. Both power settings are completely differ-
ent. EGT increases with an increase in core rotational
speed in the maximum continuous case (Fig. 4(a)).
As excepted, the EGT decreases with the increase
in core rotational speed in a higher power setting
(Fig. 4(b)). The influence of the pressure ratio, which is
defined as the ratio of static pressure at the compressor
exit to total pressure at the compressor inlet, on
the EGT is investigated. The results are indicated in
Fig. 5(a) for maximum continuous and in Fig. 5(b) for
take-off.
The effect of air temperature at the engine fan inlet
on EGT is plotted in Fig. 6(a) for maximum con-
tinuous power setting and in Fig. 6(b) for take-off
power setting. These figures show that the EGT is
slightly decreased with increasing air temperature at
the engine fan inlet.
Variations of EGT with take-off margin temperature
are depicted in Figs 7(a) and (b).
These figures show that EGT is decreased when
the take-off margin temperature is increased in the
investigated power settings. It is also possible to
observe from Tables 2 and 3 that there is a strong
relationship between take-off margin temperature and
the EGT.
The relationship between EGT and specific fuel
consumption is presented in Figs 8(a) and (b). These
figures indicate that EGT is increased linearly with

1820 1820

1800 1800

1780 1780

1760
EGT [K]

1760
EGT [K]

1740 1740

1720 1720

1700 1700

1680 1680
26 26.5 27 27.5 28 290 300 310 320 330 340
PR [-] TA [K]

(a) (a)
1820 1820

1800 1800

1780 1780

1760 1760
EGT [K]

EGT [K]

1740 1740

1720 1720

1700 1700

1680 1680
26 26.5 27 27.5 28 290 300 310 320 330 340
PR [-] TA [K]
(b) (b)

Fig. 5 Relationship between EGT and PR: (a) maximum Fig. 6 Relationship between EGT and TA: (a) maximum
continuous; (b) take-off continuous; (b) take-off

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438 İ Yılmaz

1820 Table 3 Relationship between exhaust gas temperature

and operational parameters in take-off
1800
R2
1780
EGT = 1287.835 + 3.906 54∗ [FN] 0.020 756
= 604.314 + 184.2836∗ [WF] 0.279
1760 = 969.947 + 0.154 379∗ [N1] 0.002 981
EGT [K]

= 3113.434 − 0.094 51∗ [N2] 0.017 464

= 1910.11 − 5.729 17∗ [PR] 0.027 72
1740
= 1852.93 − 0.311 154∗ [TA] 0.037 955
= 2140.197 − 1.188 35∗ [TM] 0.604 518
1720 = 1025.941 + 1923.839∗ [TSFC] 0.143 57

1700

margin, and thrust-specific fuel consumption was

1680
290 300 310 320 330 340 350 360 370 380 analysed by stepwise multiple linear regression meth-
TM [K] ods. The correlation coefficients (R 2 ) between EGT and
(a) the operational parameters are illustrated for max-
1820
imum continuous power setting in Table 2 and for
take-off power setting in Table 3. It can be seen from
1800
these tables that the most strong correlations are
1780
between EGT and take-off margin temperature of the
engine, fuel flow, and thrust-specific fuel consumption
1760 in both power settings. It is also shown from these
EGT [K]

tables that there are weaker correlations between EGT

1740 and other operational parameters of the engine except
fuel flow.
1720 The relationship between operational parameters
of the engine and EGT was investigated using MLRA.
1700 Obtained correlations together with regression coef-
ficients are given in equation (6) for maximum con-
1680 tinuous power setting and in equation (7) for take-off
290 300 310 320 330 340 350 360 370 380
TM [K] power setting
(b)
EGT = 79 873.8 − 674.58∗ [FN] + 13 036.07∗ [WF]
Fig. 7 Relationship between EGT and TM: (a) maximum
continuous; (b) take-off + 0.289 812∗ [N1] − 0.030 62∗ [N2]
+ 5.145 313∗ [PR] + 0.068 985∗ [TA]
increasing specific fuel consumption. The correlation − 1.076 55∗ [TM] − 210 687∗ [TSFC](R 2 = 0.73)
between them is also shown in Table 2 for maximum (6)
continuous and in Table 3 for take-off. EGT = 42 842.83 − 336.413∗ [FN] + 6507.507∗ [WF]
The relationship between EGT and the operational
parameters of the engine including net thrust, fuel − 0.135 47∗ [N1] − 0.023 93∗ [N2]
flow, low rotational speed, core rotational speed, pres- − 0.013 85[PR] − 3.86∗ [TA] − 1.090 55∗ [TM]
sure ratio, air temperature at engine fan inlet, take-off
− 106 077∗ [TSFC](R 2 = 0.69) (7)

Table 2 Relationship between exhaust gas tem-
perature and operational parameter in
maximum continuous
EGT = 1279.013 + 3.9111∗ [FN]
= 516.2733 + 200.2558∗ [WF]
= 495.1391 + 0.247 03∗ [N1]
= −11.6367 + 0.122 011∗ [N2]
= 1225.140 22 + 19.167 53∗ [PR]
= 1820 − 0.256 63∗ [TA]
= 2063.53 − 0.998 29∗ [TM]
= 573.5321 + 3101.585∗ [TSFC]
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In Fig. 9, the values of EGT, calculated according to
equation (6), are compared to the measured values of
EGT for maximum continuous power setting. The rela-
R2
tionship is characterized by its correlation coefficient,
which is R 2 = 0.73. Equation (6) has overestimated the
0.012 698 phenomenon since the standard deviation of 13.3 per
0.286 013 cent shows the gap between measured and calculated
0.153 59
0.082 744 EGTs. For take-off power setting, the values of EGT, cal-
0.191 66 culated according to equation (7), are compared with
0.0215 the measured values of EGT in Fig. 10. In this case,
0.357 19
0.239 738 the correlation coefficient and the standard deviation
were found as 0.69 and 13.06 per cent, respectively.
JAERO474 © IMechE 2009
 Evaluation of the relationship between exhaust gas temperature and operational parameters in CFM56-7B engines 439

1820 1820

1800 1800

1780 1780

Measurement EGT [K]

1760 1760
EGT [K]

1740
1740

1720
1720

1700
1700

1680
1680 1680 1700 1720 1740 1760 1780 1800 1820
0.368 0.37 0.372 0.374 0.376 0.378 0.38 0.382 0.384
Predicted EGT [K]
TSFC [kg/h/N]
(a)
Fig. 10 Comparison of measured and predicted exhaust
1820
gas temperature according to equation (7)
1800
Table 4 Evaluation of the present model at
1780
different power settings

1760 Power setting MAE CVRMSE

EGT [K]

Maximum continuous 8.107 0.7646

1740
Take-off 8.54 0.7444

1720

1700 It is clear from these figures that there are good agree-
ments between predicted and measured values of EGT.
1680 In Figs 9 and 10, it is possible to notice that the values of
0.368 0.37 0.372 0.374 0.376 0.378 0.38 0.382 0.384 0.386 0.388 0.39 calculated EGT are higher than the measured values. In
TSFC [kg/h/N]
other words, the regression equations overestimated
(b)
the phenomenon.
Fig. 8 Relationship between EGT and TSFC: (a) maxi- Table 4 shows the calculated CVRSME and MAE
mum continuous; (b) take-off using equations (3) to (5), respectively, in the inves-
tigated power settings. It can be seen from Table 4 that
the MAE and CVRMSE have acceptable values (8.107
per cent and 0.764 per cent for max. continuous and
8.54 per cent and 0.744 per cent for take-off ).

1820
4 CONCLUSION
1800

The effects of the operational parameters of CFM56-7B

1780
Measurement EGT [K]

turbofan engine on the EGT were investigated using

1760
regression analysis. The ground measurement data set
for 51 CFM56-7B turbofan engines consist of 918 val-
1740 ues. The relationship between EGT and the majority
of the operational parameters of the engine is not
1720 very strong in the studied turbofan engine. The fuel
flow, thrust-specific fuel consumption, and take-off
1700 margin temperature are determined to be the most
significant operational parameters in the correlations
1680
1680 1700 1720 1740 1760 1780 1800 1820 used to predict the EGT of 51 CFM56-7B turbofan
Predicted EGT [K] engines in maximum continuous and take-off power
settings, R 2 = 0.28, 0.23, and 0.35 and R 2 = 0.27, 0.14,
Fig. 9 Comparison of measured and predicted exhaust and 0.60, respectively. It is clear from these correlation
gas temperature according to equation (6) coefficients that the effect of investigated operational

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440 İ Yılmaz

parameters on EGT of the engine alters considerably 9 Visser,W. P. J., Kogenhop, O., and Oostveen, M. A generic
depending on studied power setting. Predicted EGT approach for gas turbine adaptive modeling. J. Eng. Gas
values in maximum continuous and take-off power Turbines Power, 2004, 126, 334–341.
settings were compared with their measured values 10 Stevenson, J. D. and Saravanamuttoo, H. I. H. Simu-
lating indirect thrust measurement methods for high-
and the correlation were found to be R 2 = 0.73 and
bypass turbofans. J. Eng. Gas Turbines Power, 1995, 117,
0.69, respectively.
138–146.
The presented correlations result can be effectively 11 cfm, the power of flight. Available from http://www.
used as a predictive tool for engineers and techni- cfm56.com/products/cfm56-7b.
cal staff in test cell study of the CFM56-7B turbofan 12 Turkish Airlines Technic, Test cell measurement data for
engine. The results also provide fairly beneficial data CFM56-7B engines, Turkey, 2008.
for validation of the turbofan engine by numerical 13 Hagquist, C. and Stenbeck, M. Goodness of fit in regres-
codes. sion analysis – R2 and G2 reconsidered. Qual. Quantity,
1998, 32, 229–245.
14 Yezioro, A., Dong, B., and Leite, F. An applied artificial
ACKNOWLEDGEMENTS intelligence approach towards assessing building perfor-
mance simulation tools. Energy and Buildings, 2008, 40,
The author thanks the support provided by the School 612–620.
of Civil Aviation, Erciyes University, Turkey and Turkish
Airlines Technic, Turkey. The author wishes to express
his appreciation to the referees for their valuable APPENDIX
comments and contributions.
Notation
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