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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
I Ylmaz
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 ow, low rotational speed, core rotational speed, pressure
ratio, air temperature at engine fan inlet, take-off margin temperature, and thrust-specic fuel
consumption of 51 different CFM56-7B engines are used to nd the relationship mentioned in
the study. This engine type is selected due to its common use by the civil aviation sector. In accordance 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 ow, thrust-specic fuel
consumption, and take-off margin temperature are determined to be the most signicant operational 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

INTRODUCTION

Gas turbine engines have been widely used in industrial and aerospace applications such as co-generation powerplants, ships, aircrafts, and helicopters.
Nowadays, the accurate determination of engine
operational parameters, including exhaust gas temperature (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 manufactures need to determine the performance parameters
of gas turbine engines to ensure ight safety, to reduce
maintenance costs, and increase the aircraft lifetime.
EGT is one of the most important operational parameters in a gas turbine engine, in view of the fact that
excessive turbine temperatures result in decreased life
JAERO474 IMechE 2009

or catastrophic failure. EGT is a measure of the gas

turbine engines efciency in producing its design level
of thrust. The higher EGT causes more wear of the
engine and thus the performance of the engine deteriorates. The federal aviation administration certies
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 operational parameters of gas turbine engine. Many of these
studies have been carried out using numerical methods and codes due to the sophisticated and complex
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I Ylmaz

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] evaluated application of articial 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 ndings. Glen et al. [3, 4] presented the results of
real-time, on-line performance monitoring of two gas
turbines. Also, they suggested that an important performance degradation source can be the combustor
problems. The design and validation of a complex nonlinear 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 performance, 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 improvement 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 integration 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] performed 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 different power settings, including take-off and maximum
continuous, in turbofan engine. Also the estimation
of EGT is performed for both power settings, including 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 analysis 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

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 analysis, oil analysis, mechanical-dynamics analysis,
borescope analysis, and so on. The measurement of
operational parameters including EGT, low rotational
speed, thrust, fuel ow is one of the most powerful 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 continuous 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 veried 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 independent variables is more than one, multiple linear
regression analysis (MLRA) is used. The MLRA is estimation 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 general multiple regression equation, which has eight
independent variables, may be written as
Y = 0 + 1 x1 + 2 x2 + 3 x3 + 4 x4 + 5 x5
+ 6 x6 + 7 x7 + 8 x8 +

(1)

A statistical measure that is often used for goodness of

t for linear regression models is R 2 . The goodness of
t of the model is measured by R 2 , which is equal to
unity if a perfect t is found. More specically, R 2 measures how big proportion of the total variation in the
dependent variable is, as explained by the independent variable. When the model contains two or more
independent variables, R 2 is usually called the multiple
coefcient of determination [13]. R 2 can take values
between 0 and 1. An R 2 = 1 indicates that we have

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

Table 1

Descriptive statistics of 918 data points used in

the study
Maximum continuous

EGT
FN
WF
N1
N2
PR
TA
TM
TSFC

Take-off

SD

Mean

SD

Mean

36.473
0.674
0.022
4.949
54.447
0.382
5.197
30.723
0.003

1714.932
118.409
6.109
5046.5
14 382.5
27.243
330.097
339.28
0.374

51
51
51
51
51
51
51
51
51

30.103
0.78
0.016
6.364
56.568
0.314
5.501
30.723
0.003

1726.527
119.739
6.234
5085.6
14 403
27.57
329.942
339.275
0.377

51
51
51
51
51
51
51
51
51

accounted for almost all of the variability with the

variables specied in the model. In case of R 2 = 0, the
model equation explains none of the variability. A high
R 2 suggests that much of the variability is described
by the model. A low R 2 represents the opposite of a
high R 2 .

435

The coefcient of determination is that proportion of the total variability in the dependent variable
that is accounted for by the regression equation and
written as


(Y Y )2
R2 =

(Y Y )2

(2)

In MLRA, two different power settings, including maximum continuous and take-off, and 459 ground measurements data for each power setting (totally 918
measurements data) are used. EGT, which is one of
the most considerable performance parameters was
selected as dependent variable, while other characteristic values of the turbofan engines, such as FN,WF, N1,
N2, PR, TA, TM, and TSFC, were taken as independent
variables to determine their effects on EGT. The effect
of the operational parameters of the turbofan engine
on EGT has been analysed. The present study is an useful and valuable source to understand the relationship

1820
1820

1800
1800

1780

EGT [K]

EGT [K]

1780

1760
1740

1760
1740

1720
1720

1700
1700

1680
116

116.5

117

117.5

118
118.5
FN [kN]

119

119.5

120

1680

6.05

6.1

6.25

1820

1800

1800

1780

1780

1760

1760

EGT [K]

EGT [K]

6.2

(a)

1820

1740

1740

1720

1720

1700

1700

1680
116 116.5 117 117.5 118 118.5 119 119.5 120 120.5 121 121.5 122
FN [kN]

1680

6.05

(b)

Fig. 1

6.15
WF [kg/s]

(a)

6.15

6.2
6.25
WF [kg/s]

6.3

6.35

6.4

(b)

Relationship between EGT and FN: (a) maximum

continuous; (b) take-off

JAERO474 IMechE 2009

6.1

Fig. 2

Relationship between EGT and WF: (a) maximum

continuous; (b) take-off
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436

between the EGT and the operational parameters of

CFM56-7B turbofan engine.
A statistical program Statistica was used for determining the relationship between EGT and eight different operational parameters for MLRA. Observation
and explanatory variables were entered as inputs
to the program. The estimated values of the EGT
obtained using the analysis are compared to the measured values of the EGT for maximum continuous
and take-off power settings. As evaluation criteria
of the estimated EGT, the coefcient of variance
of root mean square error (CVRMSE), which is a
major measure to evaluate the goodness-of-t of the
model and mean absolute error (MAE), which is the
direct deviation between the predicted and measured
EGT, are considered. These are dened as follows,
respectively [14]

CVRMSE =

RMSE
100
Y

(3)

where


RMSE =
MAE(%) =
3

EGTpredicted EGTmeasured
EGTmeasured

100

(5)

RESULT AND DISCUSSION

1800
1780

EGT [K]

1780
1760
1740

1760
1740
1720

1720

1700

1700
1680
5020

5030

5040

1680
14250

5050

14300

14350

1800

1800

1780

1780

1760

1760

EGT [K]

1820

1740

14500

14450

14500

1740

1720

1720

1700

1700

5080

14450

(a)

(a)
1820

1680
5070

14400

N2 [rpm]

N1 [rpm]

EGT [K]

(4)

1820

1800

Fig. 3

1/2

The variation of the EGT with the operational parameters (FN, WF, N1, N2, PR, TA, TM, and TSFC) of CFM567B turbofan engines is presented and discussed in this
section. The MLRA has been performed with data from
ground measurements of the engines.
Table 1 gives standard deviations and means of operational parameters of the engine that are based on
the ground measurement of 51 CFM56-7B turbofan
engines at two different power settings.
The relationship between EGT and net thrust measured from 51 CFM56-7B turbofan engines is shown

1820

EGT [K]

Y )2
np

n
i=1 (Yi

5090

5100

1680
14250

14300

14350

14400

N1 [rpm]

N2 [rpm]

(b)

(b)

Relationship between EGT and N1: (a) maximum

continuous; (b) take-off

Fig. 4

Relationship between EGT and N2: (a) maximum

continuous; (b) take-off

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

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 continuous power setting and in Fig. 6(b) for take-off
power setting. These gures 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 gures 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 specic fuel
consumption is presented in Figs 8(a) and (b). These
gures indicate that EGT is increased linearly with

1820

1820

1800

1800

1780

1780

1760

1760

EGT [K]

EGT [K]

for two different power settings in Figs 1(a) and (b).

As can be seen from Figs 1(a) and (b), both power settings have similar characteristic when considering the
regression curves.
Figures 2(a) and (b) display the relation of EGT with
fuel ow of 51 CFM56-7B turbofan engines at two different power settings. EGT increases with increasing
fuel ow in both power settings.
The relationship between EGT and low rotational
speed is given in Figs 3(a) and (b). From these gures, it is clear that there is not much difference at
different power ratios. Figure 4 illustrates the relation of EGT with the core rotational speed of 51
CFM56-7B turbofan engines at two different power
settings. Both power settings are completely different. 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 inuence of the pressure ratio, which is
dened as the ratio of static pressure at the compressor

1740

1740

1720

1720

1700

1700

1680
26

26.5

27
PR [-]

27.5

1680
290

28

300

310

1800

1800

1780

1780

1760

1760

EGT [K]

EGT [K]

1820

1740

1720

1700

1700

27.5

28

1680
290

310

320

330

340

(b)

Relationship between EGT and PR: (a) maximum

continuous; (b) take-off

JAERO474 IMechE 2009

300

TA [K]

(b)

Fig. 5

340

1740

1720

27
PR [-]

330

(a)

(a)

26.5

320
TA [K]

1820

1680
26

437

Fig. 6

Relationship between EGT and TA: (a) maximum

continuous; (b) take-off
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438

Table 3

1820

Relationship between exhaust gas temperature

and operational parameters in take-off

1800

R2

EGT [K]

1780

EGT

1760
1740
1720

= 1287.835 + 3.906 54 [FN]

= 604.314 + 184.2836 [WF]
= 969.947 + 0.154 379 [N1]
= 3113.434 0.094 51 [N2]
= 1910.11 5.729 17 [PR]
= 1852.93 0.311 154 [TA]
= 2140.197 1.188 35 [TM]
= 1025.941 + 1923.839 [TSFC]

0.020 756
0.279
0.002 981
0.017 464
0.027 72
0.037 955
0.604 518
0.143 57

1700
1680
290

300

310

320

330
340
TM [K]

350

360

370

380

350

360

370

380

(a)
1820
1800

EGT [K]

1780
1760
1740
1720
1700
1680
290

300

310

320

330
340
TM [K]

margin, and thrust-specic fuel consumption was

analysed by stepwise multiple linear regression methods. The correlation coefcients (R 2 ) between EGT and
the operational parameters are illustrated for maximum continuous power setting in Table 2 and for
take-off power setting in Table 3. It can be seen from
these tables that the most strong correlations are
between EGT and take-off margin temperature of the
engine, fuel ow, and thrust-specic fuel consumption
in both power settings. It is also shown from these
tables that there are weaker correlations between EGT
and other operational parameters of the engine except
fuel ow.
The relationship between operational parameters
of the engine and EGT was investigated using MLRA.
Obtained correlations together with regression coefcients are given in equation (6) for maximum continuous power setting and in equation (7) for take-off
power setting

(b)

Fig. 7

Relationship between EGT and TM: (a) maximum

continuous; (b) take-off

EGT = 79 873.8 674.58 [FN] + 13 036.07 [WF]

+ 0.289 812 [N1] 0.030 62 [N2]
+ 5.145 313 [PR] + 0.068 985 [TA]

increasing specic fuel consumption. The correlation

between them is also shown in Table 2 for maximum
continuous and in Table 3 for take-off.
The relationship between EGT and the operational
parameters of the engine including net thrust, fuel
ow, low rotational speed, core rotational speed, pressure ratio, air temperature at engine fan inlet, take-off

Table 2

Relationship between exhaust gas temperature and operational parameter in

maximum continuous
R2

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]

0.012 698
0.286 013
0.153 59
0.082 744
0.191 66
0.0215
0.357 19
0.239 738

1.076 55 [TM] 210 687 [TSFC](R 2 = 0.73)

(6)
EGT = 42 842.83 336.413 [FN] + 6507.507 [WF]
0.135 47 [N1] 0.023 93 [N2]
0.013 85[PR] 3.86 [TA] 1.090 55 [TM]
106 077 [TSFC](R 2 = 0.69)

(7)

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 relationship is characterized by its correlation coefcient,
which is R 2 = 0.73. Equation (6) has overestimated the
phenomenon since the standard deviation of 13.3 per
cent shows the gap between measured and calculated
EGTs. For take-off power setting, the values of EGT, calculated according to equation (7), are compared with
the measured values of EGT in Fig. 10. In this case,
the correlation coefcient and the standard deviation
were found as 0.69 and 13.06 per cent, respectively.

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1820

1800

1800

1780

1780

Measurement EGT [K]

EGT [K]

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

1760
1740
1720

439

1760
1740
1720
1700

1700
1680
0.368

0.37

0.372

0.374 0.376 0.378

TSFC [kg/h/N]

0.38

0.382

1680
1680

0.384

(a)

Fig. 10

1820

1700

1720

1740
1760
Predicted EGT [K]

1780

1800

1820

Comparison of measured and predicted exhaust

gas temperature according to equation (7)

1800

Table 4

EGT [K]

1780

Evaluation of the present model at

different power settings

1760

Power setting

MAE

CVRMSE

1740

Maximum continuous
Take-off

8.107
8.54

0.7646
0.7444

1720
1700
1680
0.368 0.37 0.372 0.374 0.376 0.378 0.38 0.382 0.384 0.386 0.388 0.39
TSFC [kg/h/N]

(b)

Fig. 8

Relationship between EGT and TSFC: (a) maximum continuous; (b) take-off

It is clear from these gures that there are good agreements between predicted and measured values of EGT.
In Figs 9 and 10, it is possible to notice that the values of
calculated EGT are higher than the measured values. In
other words, the regression equations overestimated
the phenomenon.
Table 4 shows the calculated CVRSME and MAE
using equations (3) to (5), respectively, in the investigated 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

CONCLUSION

Measurement EGT [K]

1800
1780
1760
1740
1720
1700
1680
1680

Fig. 9

1700

1720

1740
1760
Predicted EGT [K]

1780

1800

1820

Comparison of measured and predicted exhaust

gas temperature according to equation (6)

JAERO474 IMechE 2009

The effects of the operational parameters of CFM56-7B

turbofan engine on the EGT were investigated using
regression analysis. The ground measurement data set
for 51 CFM56-7B turbofan engines consist of 918 values. The relationship between EGT and the majority
of the operational parameters of the engine is not
very strong in the studied turbofan engine. The fuel
ow, thrust-specic fuel consumption, and take-off
margin temperature are determined to be the most
signicant operational 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 clear from these correlation
coefcients that the effect of investigated operational
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I Ylmaz

440

parameters on EGT of the engine alters considerably

depending on studied power setting. Predicted EGT
values in maximum continuous and take-off power
settings were compared with their measured values
and the correlation were found to be R 2 = 0.73 and
0.69, respectively.
The presented correlations result can be effectively
used as a predictive tool for engineers and technical staff in test cell study of the CFM56-7B turbofan
engine. The results also provide fairly benecial data
for validation of the turbofan engine by numerical
codes.
ACKNOWLEDGEMENTS
The author thanks the support provided by the School
of Civil Aviation, Erciyes University, Turkey and Turkish
Airlines Technic, Turkey. The author wishes to express
his appreciation to the referees for their valuable
comments and contributions.

9 Visser,W. P. J., Kogenhop, O., and Oostveen, M. A generic

approach for gas turbine adaptive modeling. J. Eng. Gas
Turbines Power, 2004, 126, 334341.
10 Stevenson, J. D. and Saravanamuttoo, H. I. H. Simulating indirect thrust measurement methods for highbypass turbofans. J. Eng. Gas Turbines Power, 1995, 117,
138146.
11 cfm, the power of ight. Available from http://www.
cfm56.com/products/cfm56-7b.
12 Turkish Airlines Technic, Test cell measurement data for
CFM56-7B engines, Turkey, 2008.
13 Hagquist, C. and Stenbeck, M. Goodness of t in regression analysis R2 and G2 reconsidered. Qual. Quantity,
1998, 32, 229245.
14 Yezioro, A., Dong, B., and Leite, F. An applied articial
intelligence approach towards assessing building performance simulation tools. Energy and Buildings, 2008, 40,
612620.

APPENDIX
Notation

REFERENCES

CFM56

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trademark of CFM international

company
the coefcient of variance of root mean
square error
exhaust gas temperature
net thrust
mean absolute error
multiple linear regression analysis
the number of observations
low rotational speed
core rotational speed
the number of model parameters
pressure ratio
the coefcient of determination
root mean square error
standard deviation
air temperature at the engine fan inlet
take-off margin temperature
thrust-specic fuel consumptions
fuel ow
independent variable at regression
analysis
dependent variable at regression
analysis
the value of Y predicted at regression
analysis
mean value of Y

0
i

regression constant
regression coefcient
random error term

CVRMSE
EGT
FN
MAE
MLRA
n
N1
N2
p
PR
R2
RMSE
SD
TA
TM
TSFC
WF
X
Y
Y

Proc. IMechE Vol. 223 Part G: J. Aerospace Engineering

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JAERO474 IMechE 2009