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1 2 CFM PROPRIETARY INFORMATIONS ubject to restrictions o n the cover or first pa geFlight Operations SupportTuesday, 13 December 2005 Flight Ops SupportTechnical FeaturesTechnical FeaturesNormal Operating ConsiderationsFlight phases, ops recommendationsNormal Operating ConsiderationsFlight phases, ops recommendationsReduced TakeOff ThrustReduced TakeOff ThrustOverviewOverviewCFM56 GeneralCFM56 GeneralEngine Certification & TestingEngine Certification & TestingOperational CharacteristcsEGTM argin, OATLO perational CharacteristcsEGTM argin, OATL3 CFM PROPRIETARY INFORMATIONS ubject to restrictions o n the cover or first pa geFlight Operations SupportTuesday, 13 December 2005 4 CFM PROPRIETARY INFORMATIONS ubject to restrictions o n the cover or first pa geFlight Operations SupportTuesday, 13 December 2005 The cfm56 core is based on the GE F101 engine(developed for the B-1 bomber) and employs a single-stage high-pressure turbine to drive a nine-stage compressor.

2 Correspondingly, a Snecma advanced four- or five-stage, low-pressure turbine drives the Snecma fan and booster. - LP system- Installations- Gearbox- Controls and accessories- Core engine- System integration- FADEC/MEC systemsA jointly owned companyEFECTIVE 50/50 WORK SPLITAn effective division of labor dictates exactlyhow the companiesallocate theirmanufacturingresources. This worksplit acknowledges the technologicalachievements of bothSnecma's and GE Aircraft Engines' respective organizationsCFM GeneralCFM General5 CFM PROPRIETARY INFORMATIONS ubject to restrictions o n the cover or first pa geFlight Operations SupportTuesday, 13 December 2005 BOEING 737300 / 400 / 500 cfm56 -3(1984) / 20 / 22 / KlbCFM56-5A(1987)22 / / 25 / KlbCFM56-2(1979)22 / 24 KlbCFM56-5C(1991) / / 34 KlbCFM56-7B(1996) / / / / KlbCFM56-5B(1993) / 22 / / 2730 / 31 /33 Klb DC8 KC-135 FR C-135 FR E-3 (AWACS) KE-3 ( Tanker) E-6 AIRBUSA319 / A320 AIRBUSA318 / A319 / A320 / A321 BOEING 737600 / 700 / 800 / KLB TO 34 KLB 18 KLB TO 34 KLB.

3 GROWTH CAPABILITY WITH COMMONALITY BENEFITSGROWTH CAPABILITY WITH COMMONALITY BENEFITSCFM GeneralCFM General6 CFM PROPRIETARY INFORMATIONS ubject to restrictions o n the cover or first pa geFlight Operations SupportTuesday, 13 December 2005 THE WORLDTHE WORLD S MOST POPULAR ENGINES MOST POPULAR ENGINECFM GeneralCFM General Around 20,000 cfm56 on commitment (options & spares included) 538 Operators / Customers & VIP 6,044A/C / 15,135engines in service 297million Engine Flight Hours & 174 million Engine Flight Cycles 1 aircraft departure every 3secondsCFM56 Family TodayCFM56 Family Todayas of August 31, 2005A320-100/-200A321-100/ 200A340-200A340 EnhancedDC-8-71/-72/- 73737-300737-500E-3KC-135RE-6C-135 FRA319737-800737-600KE-3RC-135737-900A31 8A340-300C-40737-400737-700B737 AEW&CMMA7 CFM PROPRIETARY INFORMATIONS ubject to restrictions o n the cover or first pa geFlight Operations SupportTuesday, 13 December 2005 Engine Fleet StatusEngine Fleet StatusCFM56as of August 31, 2005 CFM GeneralCFM General !

4 ! " # ! $%& ! ' ( ! ( ) 8 CFM PROPRIETARY INFORMATIONS ubject to restrictions o n the cover or first pa geFlight Operations SupportTuesday, 13 December 2005 CFM56as of August 31, 2005 Reliability RatesReliability Rates(Rate/Number of events)(Rate/Number of events)CFM GeneralCFM General12-Month Rolling Rate ! ! " # ! $%& ! ' ( ! ( ) 9 CFM PROPRIETARY INFORMATIONS ubject to restrictions o n the cover or first pa geFlight Operations SupportTuesday, 13 December 2005100M EFH IN 1997 ..200M IN 2002 ..300M IN 2005A CFM-POWERED AIRCRAFT TAKES OFF EVERY 4 SECONDSE xperience and ForecastExperience and Forecast051 1T-V 08/0319971998199920001993199419951996198 9199019911992198519861987198819821983198 40102030405060708090100110120130140150 Super 70737-300A320737-400737-500A340A321-100A 319A321-200737-700737-800737-600 cfm56 FLEET16017018020012002 2003200420051902002102202302402502602702 80290300737-900A318 cfm56 -5 FLEETCFM56-3 / -7B FLEETCFM GeneralCFM General10 CFM PROPRIETARY INFORMATIONS ubject to restrictions o n the cover or first pa geFlight Operations SupportTuesday.))

5 13 December 2005 NEW ENGINES BUILT ON cfm56 RECORD-SETTING ON-WING EXPERIENCECFM56 Engine High TimesCFM56 Engine High TimesCFM56 engines built around thesingle stage HPT conceptPROVEN OVER242M EFHWORLDWIDE RECORD FOR cfm56 -3on-wing life without removal20,000 cycles20,000 cycles* Longest intervals achieved on wing without removal40,729 hours / 17,504 cycles40,729 hours / 17,504 cyclesFirst engine re mov al on Se pt. 05, 2003 First engine re mov al on Se pt. 05, 2003 World records for high cycle operations092 1H RELA LLM0 80 3A cfm56 -5 ACFM56-5 BCFM56-5 CCFM56-2 CCFM56-7 BCFM56-341,24722,76148,30050,77524,50056 ,85030,68419,9669,34519,98513,94556,178 ENGINETSNCSNEFHEFCHigh Time EngineHighest on Wing lif e*30,63122,62831,89922,61424,50040,72915 ,30013,9856,4918,54112,57120,000As of December 31, 200311 CFM PROPRIETARY INFORMATIONS ubject to restrictions o n the cover or first pa geFlight Operations SupportTuesday, 13 December 2005 Flight Ops SupportTechnical FeaturesTechnical FeaturesNormal Operating ConsiderationsFlight phases, ops recommendationsNormal Operating ConsiderationsFlight phases.

6 Ops recommendationsReduced TakeOff ThrustReduced TakeOff ThrustCFM56 GeneralCFM56 GeneralEngine Certification & TestingEngine Certification & TestingOperational CharacteristcsEGTM argin, OATLO perational CharacteristcsEGTM argin, OATL12 CFM PROPRIETARY INFORMATIONS ubject to restrictions o n the cover or first pa geFlight Operations SupportTuesday, 13 December bearingsBall (B) bearings absorb axial loadsRoller (R) bearings absorb radial frames: Fan frame and turbine rear , Low Pressure Compressor1 fan stage3 or 4 booster , High Pressure Compressor9 rotor stages, 4 variable stages, 5 fixed stator , High Pressure TurbineSingle-stage turbine nozzleSingle-stage turbine annular combustorDual annular combustor (optional on cfm56 -5B and cfm56 -7B) , Low Pressure Turbine4 or 5 gearboxarrangementsInlet, transfer, accessoryCFM56 Common ArchitectureCFM56 Common ArchitectureAll cfm56 engines haveSTA 0 STA 12 STA 3 STA 25 STA 49,5168 STA 0 : Ambient conditionSTA 12 : Fan inletSTA 25 : HP inletSTA 3 : HP compressor discharg eSTA 49,5.

7 EGT mesuring pl aneN1 (~ 5000 RPM at 100%) N2 (~ 15000 RPM at 100%)575 bearings1 B2 R3 B4 R5 R249323 Flow path air tem perature rise13 CFM PROPRIETARY INFORMATIONS ubject to restrictions o n the cover or first pa geFlight Operations SupportTuesday, 13 December 2005 cfm56 -3 vs -7B DesignCFM56-3 vs -7B DesignCFM56-7 BCFM56-338 Fan blades, 60 inch Eliptical Spinner4 Stage LPT3 stage Booster24 Fan blades, 61 inch 3 stage BoosterConiptical Spinner4 Stage LPTS pinner shape Conical: Provides best ice accretion characteristics (m inim izes) Elliptical: Provides best hail ingestion capability Conipt ical: A com prom ise between ice accretion characteristics and hail ingestion capabilityConicalEllipticalConiptical14 CFM PROPRIETARY INFORMATIONS ubject to restrictions o n the cover or first pa geFlight Operations SupportTuesday, 13 December KlbsBoeing737-300 Boeing737-400 Boeing737-500 cfm56 -3 FamilyCFM56-3 Family18 CFM PROPRIETARY INFORMATIONS ubject to restrictions o n the cover or first pa geFlight Operations SupportTuesday, 13 December 2005 Main TasksAdd TasksSpeed ( N2) Governing SystemIdling SystemFuel Limiting SystemVBVVSVHPTCCVN1Vs ZN1Vs TCorrectionsPower ManagementMECMECPMCPMCE ngine Power ManagementEngine Power ManagementThe cfm56 cfm56 --33engine control system consists of both.

8 - Hydromechanical Unit, MEC (Main Engine Control)- Electronic Unit, PMC (Power Management Control)Engine Control SystemEngine Control System19 CFM PROPRIETARY INFORMATIONS ubject to restrictions o n the cover or first pa geFlight Operations SupportTuesday, 13 December 2005 Automatically schedules: WFWF( Fuel Flow ) VBVVBV( Variable Bleed Valve ) VSVVSV( Variable Stator Vane ) HPTCCVHPTCCV( High Pressure Turbine Clearance Control Valve )MEC MEC Main Engine ControlMain Engine ControlN2 HydromechanicalHydromechanicalUnitUnitEl ectronic UnitElectronic Unit Adjust FAN speed schedulingN1 PMC PMC Power Management ControlPower Management ControlEngine Control SystemEngine Control System20 CFM PROPRIETARY INFORMATIONS ubject to restrictions o n the cover or first pa geFlight Operations SupportTuesday, 13 December 2005 Control System SchematicMECPMCE ngine Control SystemEngine Control SystemM ain Engine Control (M EC)

9 Function- Schedules a core speedas a function of altitude, tem perature and thrust lever position- Schedules variab le geometry (VSV/VBV)- Regulates turb ine clearance control (TCC)position- Provides m etered fuel flow to the combustor Inputs- Core speed (N2)- Fan inlet static pressure (PS12)- Compressor inlet tem perature (T25)- Power lever angle (PLA)- Torque motor current (TMC)- Compressor discharge pressure (CDP/PS3)- VSV feedback- VBV feedback- Fan inlet temperature (T2)Power M anagement Control (PM C) Function- Schedules a fan speedas a function of altitude, temperature and power lever angle. Provides a fine trim signal to the MEC to ob tain the desired fan speed. Inputs- Power lever angle (PLA)- Fan inlet static pressure (PS12)- Fan inlet temperature (T12)- Actual fan speed (N1)N1 Fan SpeedN2 Core SpeedWF Fuel FlowTMC Torque Motor CurrentPS12 Fan Inlet Static Air PressurePS3 Compressor Discharge PressureCBP Compressor Bleed PressureT12 Fan Inlet Total Air HPC Inlet Air TemperatureT2 Fan Inlet TemperatureTC1 Turbine Clearance Control (5Th Stage)TC2 Turbine Clearance Control (9Th Stage)TC3 Turbine Clearance Control (Timer Signal)N2N121 CFM PROPRIETARY INFORMATIONS ubject to restrictions o n the cover or first pa geFlight Operations SupportTuesday, 13 December 2005 PLA IDLEYes / dem andN2 actualFuelMECT2+ / -HIGH IDLE:LOW IDLE.

10 Used only when anti-icing is selected or if a flying aircraft has flaps configuration > 15 . It is optimised to provide rapid recovery of takeoff thrust if required. Ground idle: Flight idle:Provide adequate taxi thrust while minimising noise, fuel consumption and braking effortScheduled to minimise fuel Control SystemEngine Control SystemFUEL LIMIT ING SYSTEM During transient operation, the speed governing system could change the fuel flow beyond the safe limits. The purpose of the fuel limiting system is to define and impose correct engine fuel flow limits during rapid transients: ACCELERATIONS, DECELERATIONS, STARTS22 CFM PROPRIETARY INFORMATIONS ubject to restrictions o n the cover or first pa geFlight Operations SupportTuesday, 13 December 2005 In a high bypass engine, total thrust is more accurately controlled by controlling N1 speed.