CFM 56 TTM.pdf

TRAINING MANUAL

CFM56-5B

BASIC ENGINE

SEPTEMBER 2004

CTC-214 Level 4

CFM56-ALL TRAINING MANUAL

GENERAL Page 1Issue 01

EFFECTIVITYALL CFM56 ENGINES

CFMI PROPRIETARY INFORMATION

CFMI Customer Training CenterSnecma Services

Site de Melun-Montereau,Arodrome de Villaroche

Chemin de Viercy, B.P. 1936,77019 - Melun Cedex

FRANCE

CFMI Customer Training ServicesGE Aircraft Engines

Customer Technical Education Center123 Merchant Street

Mail Drop Y2Cincinnati, Ohio 45246

USA

Published by CFMI

THIS PAGE INTENTIONALLY LEFT BLANK









This CFMI publication is for Training Purposes Only. The information is accurate at the time of compilation; however, no update service will be furnished to maintain accuracy. For authorized maintenance practices and specifications, consult pertinent maintenance publications.

The information (including technical data) contained in this document is the property of CFM International (GE and SNECMA). It is disclosed in confidence, and the technical data therein is exported under a U.S. Government license. Therefore, None of the information may be disclosed to other than the recipient.

In addition, the technical data therein and the direct product of those data, may not be diverted, transferred, re-exported or disclosed in any manner not provided for by the license without prior written approval of both the U.S. Government and CFM International.

COPYRIGHT 1998 CFM INTERNATIONAL




LEXIS Page 5Issue 02

LEXIS





AA/C AIRCRAFTAC ALTERNATING CURRENTACARS AIRCRAFT COMMUNICATION ADRESSING and REPORTING SYSTEMACAU AIR CONDITIONING ACCESSORY UNITACMS AIRCRAFT CONDITION MONITORING SYSTEMACS AIRCRAFT CONTROL SYSTEMADC AIR DATA COMPUTERADEPT AIRLINE DATA ENGINE PERFORMANCE TRENDADIRS AIR DATA AND INERTIAL REFERENCE SYSTEMADIRU AIR DATA AND INERTIAL REFERENCE UNITAGB ACCESSORY GEARBOXAIDS AIRCRAFT INTEGRATED DATA SYSTEMALF AFT LOOKING FORWARDALT ALTITUDEALTN ALTERNATEAMB AMBIENTAMM AIRCRAFT MAINTENANCE MANUALAOG AIRCRAFT ON GROUNDA/P AIRPLANEAPU AUXILIARY POWER UNITARINC AERONAUTICAL RADIO, INC. (SPECIFICATION)ASM AUTOTHROTTLE SERVO MECHANISMA/T AUTOTHROTTLEATA AIR TRANSPORT ASSOCIATION

ATC AUTOTHROTTLE COMPUTERATHR AUTO THRUSTATO ABORTED TAKE OFFAVM AIRCRAFT VIBRATION MONITORING

BBITE BUILT IN TEST EQUIPMENTBMC BLEED MANAGEMENT COMPUTERBPRV BLEED PRESSURE REGULATING VALVEBSI BORESCOPE INSPECTIONBSV BURNER STAGING VALVE (SAC)BSV BURNER SELECTION VALVE (DAC)BVCS BLEED VALVE CONTROL SOLENOID

CC CELSIUS or CENTIGRADECAS CALIBRATED AIR SPEEDCBP (HP) COMPRESSOR BLEED PRESSURECCDL CROSS CHANNEL DATA LINKCCFG COMPACT CONSTANT FREQUENCY GENERATORCCU COMPUTER CONTROL UNITCCW COUNTER CLOCKWISECDP (HP) COMPRESSOR DISCHARGE PRESSURE CDS COMMON DISPLAY SYSTEMCDU CONTROL DISPLAY UNITCFDIU CENTRALIZED FAULT DISPLAY INTERFACE UNITCFDS CENTRALIZED FAULT DISPLAY SYSTEMCFMI JOINT GE/SNECMA COMPANY (CFM





INTERNATIONAL)CG CENTER OF GRAVITYCh A channel ACh B channel BCHATV CHANNEL ACTIVECIP(HP) COMPRESSOR INLET PRESSURECIT(HP) COMPRESSOR INLET TEMPERATUREcm.g CENTIMETER X GRAMSCMC CENTRALIZED MAINTENANCE COMPUTERCMM COMPONENT MAINTENANCE MANUALCMS CENTRALIZED MAINTENANCE SYSTEMCMS CENTRAL MAINTENANCE SYSTEMCODEP HIGH TEMPERATURE COATINGCONT CONTINUOUSCPU CENTRAL PROCESSING UNITCRT CATHODE RAY TUBECSD CONSTANT SPEED DRIVECSI CYCLES SINCE INSTALLATIONCSN CYCLES SINCE NEWCTAI COWL THERMAL ANTI-ICINGCTEC CUSTOMER TECHNICAL EDUCATION CENTERCTL CONTROLCu.Ni.In COPPER.NICKEL.INDIUMCW CLOCKWISE

DDAC DOUBLE ANNULAR COMBUSTORDAMV DOUBLE ANNULAR MODULATED VALVEDAR DIGITAL ACMS RECORDERDC DIRECT CURRENT

DCU DATA CONVERSION UNITDCV DIRECTIONAL CONTROL VALVE BOEING DEU DISPLAY ELECTRONIC UNITDFCS DIGITAL FLIGHT CONTROL SYSTEMDFDAU DIGITAL FLIGHT DATA ACQUISITION UNITDFDRS DIGITAL FLIGHT DATA RECORDING SYSTEMDISC DISCRETEDIU DIGITAL INTERFACE UNITDMC DISPLAY MANAGEMENT COMPUTERDMD DEMANDDMS DEBRIS MONITORING SYSTEMDMU DATA MANAGEMENT UNITDOD DOMESTIC OBJECT DAMAGEDPU DIGITAL PROCESSING MODULEDRT DE-RATED TAKE-OFF

EEAU ENGINE ACCESSORY UNITEBU ENGINE BUILDUP UNITECA ELECTRICAL CHASSIS ASSEMBLYECAM ELECTRONIC CENTRALIZED AIRCRAFT MONITORINGECS ENVIRONMENTAL CONTROL SYSTEMECU ELECTRONIC CONTROL UNITEE ELECTRONIC EQUIPMENTEEC ELECTRONIC ENGINE CONTROLEFH ENGINE FLIGHT HOURSEFIS ELECTRONIC FLIGHT INSTRUMENT SYSTEM





EGT EXHAUST GAS TEMPERATUREEHSV ELECTRO-HYDRAULIC SERVO VALVEEICAS ENGINE INDICATING AND CREW ALERTING SYSTEMEIS ELECTRONIC INSTRUMENT SYSTEMEIU ENGINE INTERFACE UNITEIVMU ENGINE INTERFACE AND VIBRATION MONITORING UNITEMF ELECTROMOTIVE FORCEEMI ELECTRO MAGNETIC INTERFERENCEEMU ENGINE MAINTENANCE UNITEPROM ERASABLE PROGRAMMABLE READ ONLY MEMORY(E)EPROM (ELECTRICALLY) ERASABLE PROGRAMMABLE READ ONLY MEMORYESN ENGINE SERIAL NUMBERETOPS EXTENDED TWIN OPERATION SYSTEMSEWD/SD ENGINE WARNING DISPLAY / SYSTEM DISPLAY

FF FARENHEITFAA FEDERAL AVIATION AGENCYFADEC FULL AUTHORITY DIGITAL ENGINE CONTROLFAR FUEL/AIR RATIOFCC FLIGHT CONTROL COMPUTERFCU FLIGHT CONTROL UNITFDAMS FLIGHT DATA ACQUISITION & MANAGEMENT SYSTEM

FDIU FLIGHT DATA INTERFACE UNITFDRS FLIGHT DATA RECORDING SYSTEMFDU FIRE DETECTION UNITFEIM FIELD ENGINEERING INVESTIGATION MEMOFF FUEL FLOW (see Wf) -7BFFCCV FAN FRAME/COMPRESSOR CASE VERTICAL (VIBRATION SENSOR)FI FLIGHT IDLE (F/I)FIM FAULT ISOLATION MANUALFIN FUNCTIONAL ITEM NUMBERFIT FAN INLET TEMPERATUREFLA FORWARD LOOKING AFTFLX TO FLEXIBLE TAKE-OFFFMC FLIGHT MANAGEMENT COMPUTERFMCS FLIGHT MANAGEMENT COMPUTER SYSTEMFMGC FLIGHT MANAGEMENT AND GUIDANCE COMPUTERFMGEC FLIGHT MANAGEMENT AND GUIDANCE ENVELOPE COMPUTERFMS FLIGHT MANAGEMENT SYSTEMFMV FUEL METERING VALVEFOD FOREIGN OBJECT DAMAGEFPA FRONT PANEL ASSEMBLYFPI FLUORESCENT PENETRANT INSPECTIONFQIS FUEL QUANTITY INDICATING SYSTEMFRV FUEL RETURN VALVEFWC FAULT WARNING COMPUTERFWD FORWARD

G





g.in GRAM X INCHESGE GENERAL ELECTRICGEAE GENERAL ELECTRIC AIRCRAFT ENGINESGEM GROUND-BASED ENGINE MONITORINGGI GROUND IDLE (G/I) GMM GROUND MAINTENANCE MODEGMT GREENWICH MEAN TIMEGND GROUNDGPH GALLON PER HOURGPU GROUND POWER UNITGSE GROUND SUPPORT EQUIPMENT

HHCF HIGH CYCLE FATIGUEHCU HYDRAULIC CONTROL UNITHDS HORIZONTAL DRIVE SHAFTHMU HYDROMECHANICAL UNITHP HIGH PRESSUREHPC HIGH PRESSURE COMPRESSORHPCR HIGH PRESSURE COMPRESSOR ROTORHPRV HIGH PRESSURE REGULATING VALVEHPSOV HIGH PRESSURE SHUT-OFF VALVEHPT HIGH PRESSURE TURBINEHPT(A)CC HIGH PRESSURE TURBINE (ACTIVE) CLEARANCE CONTROLHPTC HIGH PRESSURE TURBINE CLEARANCEHPTCCV HIGH PRESSURE TURBINE CLEARANCE CONTROL VALVEHPTN HIGH PRESSURE TURBINE NOZZLEHPTR HIGH PRESSURE TURBINE ROTOR

Hz HERTZ (CYCLES PER SECOND)

II/O INPUT/OUTPUTIAS INDICATED AIR SPEEDID INSIDE DIAMETERID PLUG IDENTIFICATION PLUGIDG INTEGRATED DRIVE GENERATORIFSD IN FLIGHT SHUT DOWNIGB INLET GEARBOXIGN IGNITIONIGV INLET GUIDE VANEin. INCHIOM INPUT OUTPUT MODULEIPB ILLUSTRATED PARTS BREAKDOWNIPC ILLUSTRATED PARTS CATALOGIPCV INTERMEDIATE PRESSURE CHECK VALVEIPS INCHES PER SECONDIR INFRA RED

KK KELVINk X 1000KIAS INDICATED AIR SPEED IN KNOTSkV KILOVOLTSKph KILOGRAMS PER HOUR

LL LEFTL/H LEFT HAND





lbs. POUNDS, WEIGHTLCD LIQUID CRYSTAL DISPLAYLCF LOW CYCLE FATIGUELE (L/E) LEADING EDGELGCIU LANDING GEAR CONTROL INTERFACE UNITLP LOW PRESSURELPC LOW PRESSURE COMPRESSORLPT LOW PRESSURE TURBINELPT(A)CC LOW PRESSURE TURBINE (ACTIVE) CLEARANCE CONTROLLPTC LOW PRESSURE TURBINE CLEARANCELPTN LOW PRESSURE TURBINE NOZZLELPTR LOW PRESSURE TURBINE ROTORLRU LINE REPLACEABLE UNITLVDT LINEAR VARIABLE DIFFERENTIAL TRANSFORMER

MmA MILLIAMPERES (CURRENT)MCD MAGNETIC CHIP DETECTORMCDU MULTIPURPOSE CONTROL AND DISPLAY UNITMCL MAXIMUM CLIMBMCR MAXIMUM CRUISEMCT MAXIMUM CONTINUOUSMDDU MULTIPURPOSE DISK DRIVE UNITMEC MAIN ENGINE CONTROLmilsD.A. Mils DOUBLE AMPLITUDEmm. MILLIMETERS

MMEL MAIN MINIMUM EQUIPMENT LISTMO AIRCRAFT SPEED MACH NUMBER MPA MAXIMUM POWER ASSURANCEMPH MILES PER HOURMTBF MEAN TIME BETWEEN FAILURESMTBR MEAN TIME BETWEEN REMOVALSmV MILLIVOLTSMvdc MILLIVOLTS DIRECT CURRENT

NN1 (NL) LOW PRESSURE ROTOR ROTATIONAL SPEEDN1* DESIRED N1N1ACT ACTUAL N1N1CMD COMMANDED N1N1DMD DEMANDED N1N1K CORRECTED FAN SPEEDN1TARGET TARGETED FAN SPEEDN2 (NH) HIGH PRESSURE ROTOR ROTATIONAL SPEEDN2* DESIRED N2N2ACT ACTUAL N2N2K CORRECTED CORE SPEEDN/C NORMALLY CLOSEDN/O NORMALLY OPENNAC NACELLENVM NON VOLATILE MEMORY

OOAT OUTSIDE AIR TEMPERATURE





OD OUTLET DIAMETEROGV OUTLET GUIDE VANEOSG OVERSPEED GOVERNOROVBD OVERBOARDOVHT OVERHEAT PPb BYPASS PRESSUREPc REGULATED SERVO PRESSUREPcr CASE REGULATED PRESSUREPf HEATED SERVO PRESSUREP/T25 HP COMPRESSOR INLET TOTAL AIR PRESSURE/TEMPERATUREP/N PART NUMBERP0 AMBIENT STATIC PRESSUREP25 HP COMPRESSOR INLET TOTAL AIR TEMPERATUREPCU PRESSURE CONVERTER UNITPLA POWER LEVER ANGLEPMC POWER MANAGEMENT CONTROLPMUX PROPULSION MULTIPLEXERPPH POUNDS PER HOURPRSOV PRESSURE REGULATING SERVO VALVEPs PUMP SUPPLY PRESSUREPS12 FAN INLET STATIC AIR PRESSUREPS13 FAN OUTLET STATIC AIR PRESSUREPS3HP COMPRESSOR DISCHARGE STATIC AIR PRESSURE (CDP)PSI POUNDS PER SQUARE INCHPSIA POUNDS PER SQUARE INCH ABSOLUTE

PSID POUNDS PER SQUARE INCH DIFFERENTIALpsig POUNDS PER SQUARE INCH GAGEPSM POWER SUPPLY MODULEPSS (ECU) PRESSURE SUB-SYSTEMPSU POWER SUPPLY UNITPT TOTAL PRESSUREPT2 FAN INLET TOTAL AIR PRESSURE (PRIMARY FLOW)PT25 HPC TOTAL INLET PRESSURE

QQAD QUICK ATTACH DETACHQEC QUICK ENGINE CHANGEQTY QUANTITYQWR QUICK WINDMILL RELIGHT

RR/H RIGHT HANDRAC/SB ROTOR ACTIVE CLEARANCE/START BLEEDRACC ROTOR ACTIVE CLEARANCE CONTROLRAM RANDOM ACCESS MEMORYRCC REMOTE CHARGE CONVERTERRDS RADIAL DRIVE SHAFTRPM REVOLUTIONS PER MINUTERTD RESISTIVE THERMAL DEVICERTO REFUSED TAKE OFFRTV ROOM TEMPERATURE VULCANIZING (MATERIAL)RVDT ROTARY VARIABLE DIFFERENTIAL





TRANSFORMER

SS/N SERIAL NUMBERS/R SERVICE REQUESTS/V SHOP VISITSAC SINGLE ANNULAR COMBUSTORSAR SMART ACMS RECORDERSAV STARTER AIR VALVESB SERVICE BULLETINSCU SIGNAL CONDITIONING UNITSDAC SYSTEM DATA ACQUISITION CONCENTRATORSDI SOURCE/DESTINATION IDENTIFIER (BITS) (CF ARINC SPEC)SDU SOLENOID DRIVER UNITSER SERVICE EVALUATION REQUESTSFC SPECIFIC FUEL CONSUMPTIONSFCC SLAT FLAP CONTROL COMPUTERSG SPECIFIC GRAVITYSLS SEA LEVEL STANDARD (CONDITIONS : 29.92 in.Hg / 59F)SLSD SEA LEVEL STANDARD DAY (CONDITIONS : 29.92 in.Hg / 59F)SMM STATUS MATRIXSMP SOFTWARE MANAGEMENT PLANSN SERIAL NUMBERSNECMA SOCIETE NATIONALE DETUDE ET DE CONSTRUCTION DE MOTEURS DAVIATIONSOL SOLENOIDSOV SHUT-OFF VALVE

STP STANDARD TEMPERATURE AND PRESSURESVR SHOP VISIT RATESW SWITCH BOEINGSYS SYSTEM

TT oil OIL TEMPERATURET/C THERMOCOUPLET/E TRAILING EDGET/O TAKE OFFT/R THRUST REVERSERT12 FAN INLET TOTAL AIR TEMPERATURET25 HP COMPRESSOR INLET AIR TEMPERATURET3 HP COMPRESSOR DISCHARGE AIR TEMPERATURET49.5 EXHAUST GAS TEMPERATURE T5 LOW PRESSURE TURBINE DISCHARGE TOTAL AIR TEMPERATURETAI THERMAL ANTI ICE TAT TOTAL AIR TEMPERATURETBC THERMAL BARRIER COATINGTBD TO BE DETERMINEDTBO TIME BETWEEN OVERHAULTBV TRANSIENT BLEED VALVETC(TCase) HP TURBINE CASE TEMPERATURETCC TURBINE CLEARANCE CONTROLTCCV TURBINE CLEARANCE CONTROL VALVETCJ TEMPERATURE COLD JUNCTIONT/E TRAILING EDGETECU ELECTRONIC CONTROL UNIT INTERNAL





TEMPERATURETEO ENGINE OIL TEMPERATURETGB TRANSFER GEARBOXTi TITANIUMTLA THROTTLE LEVER ANGLE AIRBUSTLA THRUST LEVER ANGLE BOEINGTM TORQUE MOTORTMC TORQUE MOTOR CURRENTT/O TAKE OFFTO/GA TAKE OFF/GO AROUNDT/P TEMPERATURE/PRESSURE SENSORTPU TRANSIENT PROTECTION UNITTR TRANSFORMER RECTIFIERTRA THROTTLE RESOLVER ANGLE AIRBUSTRA THRUST RESOLVER ANGLE BOEINGTRDV THRUST REVERSER DIRECTIONAL VALVE TRF TURBINE REAR FRAMETRPV THRUST REVERSER PRESSURIZING VALVETSI TIME SINCE INSTALLATION (HOURS)TSN TIME SINCE NEW (HOURS)TTL TRANSISTOR TRANSISTOR LOGIC

UUER UNSCHEDULED ENGINE REMOVALUTC UNIVERSAL TIME CONSTANT

VVAC VOLTAGE, ALTERNATING CURRENTVBV VARIABLE BLEED VALVEVDC VOLTAGE, DIRECT CURRENT

VDT VARIABLE DIFFERENTIAL TRANSFORMERVIB VIBRATIONVLV VALVEVRT VARIABLE RESISTANCE TRANSDUCERVSV VARIABLE STATOR VANE

WWDM WATCHDOG MONITORWf WEIGHT OF FUEL OR FUEL FLOW WFM WEIGHT OF FUEL METERED WOW WEIGHT ON WHEELSWTAI WING THERMAL ANTI-ICING





IMPERIAL / METRIC CONVERSIONS

1 mile = 1,609 km1 ft = 30,48 cm1 in. = 25,4 mm1 mil. = 25,4

1 sq.in. = 6,4516 cm

1 USG = 3,785 l (dm)1 cu.in. = 16.39 cm

1 lb. = 0.454 kg

1 psi. = 6.890 kPa

F = 1.8 x C + 32

METRIC / IMPERIAL CONVERSIONS

1 km = 0.621 mile1 m = 3.281 ft. or 39.37 in.1 cm = 0.3937 in.1 mm = 39.37 mils.

1 m = 10.76 sq. ft.1 cm = 0.155 sq.in.

1 m = 35.31 cu. ft.1 dm = 0.264 USA gallon1 cm = 0.061 cu.in.

1 kg = 2.205 lbs

1 Pa = 1.45 10-4 psi.1 kPa = 0.145 psi1 bar = 14.5 psi

C = ( F - 32 ) /1.8

TABLE OF CONTENTS

EFFECTIVITYALL CFM56-5B ENGINES FOR A319-A320-A321


CFM56-5B TRAINING MANUAL

CONTENTSBASIC ENGINE

Page 15Sep 04

EFFECTIVITYALL CFM56-5B ENGINES FOR A319-A320-A321



CONTENTSBASIC ENGINE

Page 16Sep 04

SECTION PAGE SECTION PAGE

LEXIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

TABLE OF CONTENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

INTRODUCTION TO THE CFM56 FAMILY . . . . . . . . . . . . . . . . . . . . . . . . 17

ENGINE GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23

FAN MAJOR MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45

FAN AND BOOSTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51

NO 1 AND NO 2 BEARING SUPPORT MODULE . . . . . . . . . . . . . . . . . . . 81

FAN FRAME MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111

CORE ENGINE MAJOR MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137

HIGH PRESSURE COMPRESSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 141

COMPRESSOR ROTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145

COMPRESSOR FRONT STATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 167

COMPRESSOR REAR STATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 183

COMBUSTION SECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 191

COMBUSTION CASE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 197

COMBUSTION CHAMBER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201

HIGH PRESSURE TURBINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211

HIGH PRESSURE TURBINE NOZZLE . . . . . . . . . . . . . . . . . . . . . . . . . . . 215

HIGH PRESSURE TURBINE ROTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . 227

HIGH PRESSURE TURBINE SHROUD AND STAGE 1 LPT NOZZLE . . 245

LOW PRESSURE TURBINE MAJOR MODULE . . . . . . . . . . . . . . . . . . . . 259

LPT ROTOR / STATOR MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 263

THE LPT SHAFT MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 289

THE LOW PRESSURE TURBINE FRAME MODULE . . . . . . . . . . . . . . . . 305

ACCESSORY DRIVE MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 315

INLET GEARBOX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 319

TRANSFER GEARBOX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 331

ACCESSORY GEARBOX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 345

EFFECTIVITYALL CFM56-5B ENGINES FOR A318-A319-A320-A321



INTROBASIC ENGINE

Page 17Sep 04

INTRODUCTION TO THE CFM56 FAMILY




INTROBASIC ENGINE

Page 18Sep 04

INTRODUCTION TO THE CFM56 FAMILY

Engine Applications

The following chart shows the various engine models for the Airbus A318-A319-A320-A321 aircraft.

The engine used on these aircraft is the CFM56-5B, which has several different thrust ratings.

Ranging from 21,600 to 32,000 lbs of take-off thrust (9608 to 14234 daN), the CFM56-5B is offered by CFMI as the common power source for the entire Airbus A320 family.




INTROBASIC ENGINE

Page 19Sep 04

CFM56-5B FOR AIRBUS APPLICATIONSCTC-214-002-02

CFM56-5B8/P (21,600 lbs) 9,608 daNCFM56-5B9/P (23,000 lbs) 10,230 daN

CFM56-5B5 (22,000 lbs) 9,786 daNCFM56-5B5/2 (22,000 lbs) 9,786 daNCFM56-5B5/P (22,000 lbs) 9,786 daNCFM56-5B5/2P (22,000 lbs) 9,786 daNCFM56-5B6 (23,500 lbs) 10,453 daN CFM56-5B6/2 (23,500 lbs) 10,453 daNCFM56-5B6/P (23,500 lbs) 10,453 daNCFM56-5B6/2P (23,500 lbs) 10,453 daNCFM56-5B7/P (27,000 lbs) 12,010 daN

CFM56-5B4 (27,000 lbs) 12,010 daNCFM56-5B4/2 (27,000 lbs) 12,010 daNCFM56-5B4/P (27,000 lbs) 12,010 daNCFM56-5B4/2P (27,000 lbs) 12,010 daN

CFM56-5B1 (30,000 lbs) 13,344 daNCFM56-5B1/2 (30,000 lbs) 13,344 daNCFM56-5B1/P (30,000 lbs) 13,344 daNCFM56-5B1/2P (30,000 lbs) 13,344 daNCFM56-5B2 (31,000 lbs) 13,789 daNCFM56-5B2/2 (31,000 lbs) 13,789 daNCFM56-5B2/P (31,000 lbs) 13,789 daNCFM56-5B2/2P (31,000 lbs) 13,789 daNCFM56-5B3/P (32,000 lbs) 14,234 daNCFM56-5B3/2P (32,000 lbs) 14,234 daN




INTROBASIC ENGINE

Page 20Sep 04

CFM56-5B MAIN CHARACTERISTICS

Type of engine Turbo fan

Arrangement Two spool axial flow

Rotation Clockwise (ALF)

Compressors- Low Pressure: Fan Stage 1 Booster Stages 2 to 5

- High Pressure: HP Compressor Stages 1 to 9

Combustion chamber Annular SAC (option DAC)

Turbines- HP Turbine Single stage- LP Turbine Four stages

Weight 2381 kg (5249 lbs)

Overall dimensions- Length 2.94m (115.86 ins)- Height 2.14m (83.65 ins)- Width 1.97m (77.88 ins)

Performance (*figures depend on engine model)

- Take-off thrust (SLS) 21,600 - 32,000 lbs (9,608 - 14,234 daN)

- Take-off flat rated *86/30 to 113/45 Temperature F/C

- Max climb thrust *5630 to 6420 lbs

- By-pass ratio *5.4:1 to 6:1

- EGT red line Non/P engines = 950C /P engines = 940C

- 100% N1 (Low Pressure 5000 rpm Rotational Speed)

- N1 speed limit (red line) 104%

- 100% N2 (High Pressure 14460 rpm Rotational Speed)

- N2 speed limit (red line) 105%




INTROBASIC ENGINE

Page 21Sep 04

CFM56-5BCTC-214-003-00





INTROBASIC ENGINE

Page 22Sep 04




ENGINEGENERAL

BASIC ENGINE

Page 23Sep 04

ENGINE GENERAL




ENGINEGENERAL

BASIC ENGINE

Page 24Sep 04

POWERPLANT PRESENTATION

The engine is attached to the wing pylon by mounts, located forward and aft of the core section.

Cowls enclose the periphery of the engine so as to form the nacelle, which is the aerodynamic structure around the engine.

The cowling assembly consists of:- The inlet cowl.- The fan cowls.- The thrust reverser cowls.- The primary exhaust (primary nozzle and

centerbody).




ENGINEGENERAL

BASIC ENGINE

Page 25Sep 04

POWERPLANT PRESENTATIONCTC-214-154-00

RIGHTFAN COWL

DOOR

AFTMOUNT

LEFTTHRUSTREVERSER"C" DUCT

FWDMOUNT

THRUSTREVERSERPIVOTINGDOORS

PRIMARYNOZZLE

CENTERBODY

RIGHTTHRUST REVERSER

"C" DUCT

ENGINEBUILT

UNIT

INLETCOWL

LEFTFAN COWLDOOR

FWD MOUNT

AFT MOUNTPYLON

WING




ENGINEGENERAL

BASIC ENGINE

Page 26Sep 04

AIR SYSTEM INTRODUCTION

The air system of the CFM56-5B serves various functions. The primary one is thrust delivery. Other functions include:

- To provide a Bleed air supply to the aircraft.- Variable geometry used to enhance engine

operation (VSV, VBV, and TBV).- Clearance control (HPTCC and LPTCC).- To provide cooling for Engine parts. - To provide Damping of bearing forces. - Re-introduction of air and hot gas. - Sump pressurization and venting (see Oil system).

When all the air system functions are performed correctly, the engine is more efficient. Power or thrust is obtained with a lower fuel flow, so the EGT will be lower and result in an increased life of the engine under the wing. Specific fuel consumption and economic factors (operating costs) are also enhanced.




ENGINEGENERAL

BASIC ENGINE

Page 27Sep 04

AIR SYSTEM INTRODUCTIONCTC-214-155-01

LPTCC

VBV

SUMPPRESSURIZATION

VSV COOLING

TBVHPTCC

BLEEDS

BEARING FORCESDAMPING

THRUST




ENGINEGENERAL

BASIC ENGINE

Page 28Sep 04

FUEL SYSTEM INTRODUCTION

The fuel is delivered by the Aircraft fuel management system (ATA 28). The FADEC system receives the aircraft and engine information such as the throttle position or engine sensor values. The fuel is used in the engine for combustion, and also for accessories power source supply, and oil cooling.

Sensors provide aircraft information to the crew and the maintenance systems.




ENGINEGENERAL

BASIC ENGINE

Page 29Sep 04

FUEL SYSTEM INTRODUCTIONCTC-214-156-00

FUELSUPPLY

LINE

FUEL PUMP

HMU FUEL FLOWTRANSMITTER

FRV FUELMANIFOLDS




ENGINEGENERAL

BASIC ENGINE

Page 30Sep 04

OIL SYSTEM INTRODUCTION

The oil system comprises three circuits: - The supply circuit provides oil from the oil tank to

the engine sumps for lubrication of bearings and gears.

- The scavenge circuit provides the oil return to the tank, passing through the lube unit and heat exchangers.

- The venting circuit ensures sealing of the sumps.

Sensors provide information to the crew and to aircraft maintenance systems.

These sensors include temperature and pressure sensors, and particle filters (used for maintenance purposes).




ENGINEGENERAL

BASIC ENGINE

Page 31Sep 04

OIL SYSTEM INTRODUCTIONCTC-214-157-00

LUBEUNIT

OIL TANK

AGBFORWARD SUMP(INSIDE THE ENGINE)

SENSOR

REAR SUMP(INSIDE THEENGINE)




ENGINEGENERAL

BASIC ENGINE

Page 32Sep 04

ENGINE GENERAL CONCEPT

The CFM56-5B engine is a high by-pass, dual rotor, axial flow, advanced technology turbofan. It is supported by the wing pylon and streamlined by cowlings.

Air is sucked into the intake by the fan blades and split into two flow paths, the Primary and the Secondary.

The primary airflow passes through the inner portion of the fan blades and is directed into a booster (LPC).

The flow path then enters a High Pressure Compressor (HPC) and goes to a combustor. Mixed with fuel and ignited, the gas flow provides energy to a High Pressure Turbine (HPT) and a Low Pressure Turbine (LPT).

The secondary airflow passes through the outer portion of the fan blades, the Outlet Guide Vanes (OGVs) and exits through the nacelle discharge duct, producing approximately 80 % of the total thrust. It also plays a role in the thrust reverser system.

At static take-off power, the engine by-pass ratio is between 5.4:1 and 6:1, depending on the engine model, which means that the secondary airflow takes in between 5.4 and 6 times more air than the primary airflow.




ENGINEGENERAL

BASIC ENGINE

Page 33Sep 04

DESIGN AND OPERATIONCTC-214-004-02

PRIMARY FLOW

SECONDARY FLOW

THRUSTREVERSER




ENGINEGENERAL

BASIC ENGINE

Page 34Sep 04


The CFM56-5B engine uses a maintenance concept called On Condition Maintenance. This means that the engine has no periodic overhaul schedules and can remain installed under the wing until something important occurs, or when lifetime limits of parts are reached.

For this reason, to monitor and maintain the health of the engine, different tools are available, which are:

- Engine performance trend monitoring, to evaluate engine deterioration over a period of use: engine parameters, such as gas temperature, are recorded and compared to those initially observed at engine installation on the aircraft.

- Borescope inspection, to check the condition of engine internal parts: when parts are not accessible, they can be visually inspected with borescope probes inserted in ports located on the engine outer casing.

- Lubrication particles analysis: while circulating in the oil system, lubrication oil is filtered, and large, visible-to-the-eye particles (larger than 10 microns) coming from worn engine parts are collected in filters and magnetic chip detectors, for visual inspection and analysis.

- Engine vibration monitoring system: sensors located in various positions in the engine, send vibration values to the on-board monitoring system. When vibration values are excessive, the data recorded can be used to take remedial balancing action.




ENGINEGENERAL

BASIC ENGINE

Page 35Sep 04

CONDITION MONITORINGCTC-214-005-03

TREND MONITORING

BORESCOPEINSPECTION LUBE PARTICLE ANALYSIS

VIBRATIONMONITORING




ENGINEGENERAL

BASIC ENGINE

Page 36Sep 04

LIFE-LIMITED PARTS

Airworthiness limitations (ATA Chapter 05) determine the life limits for rotating and static engine parts and the approved mandatory inspection intervals for specific engine parts. The life of parts is given in flight cycles. The cycles for each part serial number must be counted continuously from its first entry into service. A cycle is defined as:

- A flight which has a take-off and landing.or- A touch-and-go landing and take-off used to train

pilots.

It is the operators responsibility to maintain accurate records of the total number of cycles operated and the number of cycles remaining.




ENGINEGENERAL

BASIC ENGINE

Page 37Sep 04

LIFE - LIMITED PARTSCTC-214-158-01

FAN MODULE CORE MODULE LPT MODULE




ENGINEGENERAL

BASIC ENGINE

Page 38Sep 04


The CFM56-5B engine consists of two independent rotating systems:

- The low pressure system rotational speed is designated N1.

- The high pressure system rotational speed is designated N2.

The engine rotors are supported by 5 bearings, identified in manuals as numbers 1 thru 5, where No 1 is the most forward and No 5 the most aft. These bearings are housed in 2 dry sump cavities provided by the fan and turbine frames.

Engine structural rigidity is obtained with short lengths between two main structures (frames).

The accessory drive system uses energy from the high pressure compressor rotor to drive the engine and aircraft accessories. It also plays a major role in starting.




ENGINEGENERAL

BASIC ENGINE

Page 39Sep 04

ENGINE ROTATING SYSTEMSCTC-214-006-02

LP SYSTEMN1 SPEED = 5000 rpm (at 100 percent)

2 FRAMES

HP SYSTEMN2 SPEED = 14460 rpm (at 100 percent)

2 SUMPS

5 BEARINGS

ACCESSORYDRIVE SYSTEM




ENGINEGENERAL

BASIC ENGINE

Page 40Sep 04


Main Engine Bearings

The engine contains five main bearings, which support the rotors.

There are two types of bearings:- Ball bearings, which absorb axial and radial loads.- Roller bearings, which absorb only radial loads.

Bearings need permanent oil lubrication, so they are located in the two dry sump cavities, which are pressure sealed.

- The forward sump cavity houses No 1, No 2 and No 3 bearings:

- No 1 and No 2 bearings hold the fan shaft.- No 3 bearing holds the front of the HP shaft.

- The rear sump cavity houses No 4 and No 5 bearings:- No 4 bearing holds the rear of the HP shaft.- No 5 bearing holds the rear of the LPT shaft.




ENGINEGENERAL

BASIC ENGINE

Page 41Sep 04

MAIN ENGINE BEARINGSCTC-214-007-02

No 3BEARING

(BALL)

No 3BEARING(ROLLER)

No 4BEARING(ROLLER)

No 5BEARING(ROLLER)

No 1BEARING

(BALL)

No 2BEARING(ROLLER)

FAN FRAME

FORWARDSUMP

LP SHAFT HP SHAFT

REAR SUMP

TURBINE FRAME

FAN SHAFT




ENGINEGENERAL

BASIC ENGINE

Page 42Sep 04


The CFM56-5B is a modular concept design engine. It has 17 different modules that are enclosed within three major modules and an accessory drive module.

The 3 Major Modules are:- The Fan Major Module.- The Core Engine Major Module.- The Low Pressure Turbine Major Module.




ENGINEGENERAL

BASIC ENGINE

Page 43Sep 04

MODULAR DESIGNCTC-214-008-02

CORE ENGINEMAJOR MODULE

FAN MAJORMODULE

LOW PRESSURE TURBINEMAJOR MODULE

ACCESSORY DRIVEMODULE





ENGINEGENERAL

BASIC ENGINE

Page 44Sep 04




FAN MAJORMODULEBASIC ENGINE

Page 45Sep 04

FAN MAJOR MODULE





Page 46Sep 04

FAN MAJOR MODULE

The fan major module is at the front of the engine downstream from the air inlet cowl.

The main purposes of the fan major module are :- To provide the primary and secondary airflows.- To provide the engine/pylon front attachment.- To enclose the fan stage and Low Pressure

Compressor stages.- To provide structural rigidity in the front section.- To provide containment for front section major

deterioration and/or damage.- To provide noise reduction for the fan section.- To provide attachment for gearboxes and nacelle

equipment.- To provide attachment for the core engine.





Page 47Sep 04

FAN MAJOR MODULE PURPOSESCTC-214-009-01

FAN STAGE ANDLP COMPRESSOR

STAGES

ENCLOSES

STRUCTURALRIGIDITY IN

FRONT SECTION

FRONT SECTIONENGINE/PYLON

ATTACHMENTATTACHMENT FOR

CORE ENGINE

NOISEFAN SECTION

REDUCTION

SECTION MAJOR OF ENGINE FRONT

DETERIORATION

CONTAINMENTSECONDARY PRIMARY AND

AIR FLOWS

GENERATES

GEARBOXES, ENGINE/ATTACHMENT FOR

NACELLE EQUIPMENT





Page 48Sep 04

FAN MAJOR MODULE (CONTINUED)

The fan major module consists of 4 modules :

- Fan and booster module.- No 1 and 2 bearing support module.- Fan frame module.- Inlet gearbox and No 3 bearing.





Page 49Sep 04

FAN MAJOR MODULECTC-214-010-02

INLET GEARBOXAND No 3 BEARING

FAN FRAMEMODULE

FAN ANDBOOSTER

MODULE

No 1 AND No 2BEARING SUPPORT

MODULE






Page 50Sep 04




FAN ANDBOOSTER

BASIC ENGINE

Page 51Sep 04

FAN AND BOOSTER




FAN ANDBOOSTER

BASIC ENGINE

Page 52Sep 04

FAN AND BOOSTER

The purposes of the fan and booster are :

- To accelerate air overboard to generate thrust.- To increase the pressure of the air directed to the

High Pressure Compressor (HPC).

After entering the air inlet cowl, the total engine airflow passes through the fan rotor, which increases the airs kinetic energy.

Most of the airflow is ducted overboard producing approximately 80% of the total thrust. The remainder is directed through the booster, where it is pressurized before entering the HPC.




FAN ANDBOOSTER

BASIC ENGINE

Page 53Sep 04

FAN AND BOOSTER MODULECTC-214-011-02

SECONDARY AIRFLOW

PRIMARY AIRFLOW

FAN SECTION MODULE

AIR INLET COWL




FAN ANDBOOSTER

BASIC ENGINE

Page 54Sep 04

FAN AND BOOSTER (CONTINUED)

The fan and booster is located at the front of the engine, downstream from the air inlet cowl, and consists of :

- A spinner front cone.- A spinner rear cone.- A single stage fan rotor.- A four stage axial booster.

Its rotating assembly is mounted on the fan shaft and its fixed assembly is secured to the fan frame.




FAN ANDBOOSTER

BASIC ENGINE

Page 55Sep 04

FAN AND BOOSTER DESIGNCTC-214-012-01

BOOSTER

SPINNERREAR CONE

FAN ROTOR

SPINNERFRONT CONE




FAN ANDBOOSTER

BASIC ENGINE

Page 56Sep 04


Spinner front cone

The spinner front cone is designed to minimize ice build-up.

It is at the front of the engine and is a hollow cone-shaped structure, which is attached on its rear flange to the spinner rear cone. The attachment is an interference fitting.

Older versions could be made of either a composite material or aluminum alloy. In the case of aluminum alloy cones, an extra 6 washers must be installed. New version spinner front cones will only be made of aluminum.

The rear flange has 6 mounting screw locations and 3 threaded inserts, located every 120, for installation of jackscrews used in removal procedures.

An offset hole, identified by an indent mark, ensures correct installation and centering onto the rear cone front flange.




FAN ANDBOOSTER

BASIC ENGINE

Page 57Sep 04

SPINNER FRONT CONECTC-214-013-01

INDENTMARK

MOUNTINGSCREW

6 MOUNTINGSCREW LOCATIONS

3 JACKSCREWLOCATIONS

OFFSET HOLE




FAN ANDBOOSTER

BASIC ENGINE

Page 58Sep 04


Spinner rear cone

The rear cone prevents axial disengagement of spacers used in the fan blade retention system and accommodates balancing screws used in fan trim and static balance procedures.

Inspite of its name, the spinner rear cone is not really a cone. It is a hollow elliptical structure that is mounted on interference fit flanges between the spinner front cone and the fan disk.

It is made of aluminium alloy and protected by sulfuric anodization.

The front flange has 6 line replaceable, crimped, self-locking nuts.

The inner rear flange has 12 mounting screw holes for installation onto the fan disk and there are a further 6 threaded holes for the installation of jackscrews used in rear cone removal procedures.

Both front and rear flanges have an offset hole to ensure correct installation and they are identified by indent marks. On the front flange of the rear cone, the indent mark is next to the offset hole. The other indent mark is on the outer rim of the rear cone, facing fan blade No 1.

The rear cone also has an integrated air seal that is glued to its inner rear flange.




FAN ANDBOOSTER

BASIC ENGINE

Page 59Sep 04

REAR CONECTC-214-014-01

REAR FLANGE

FAN DISK

CRIMPEDSELF-LOCKING NUTS

FAN BLADE

JACKSCREW HOLE

12 MOUNTINGSCREW HOLES

OFFSET HOLEAT 12 O'CLOCK

FRONTSPINNER

INTERFERENCEFIT

INTERFERENCEFIT




FAN ANDBOOSTER

BASIC ENGINE

Page 60Sep 04


Spinner rear cone (continued)

Balance procedures use various weights which are in the form of balancing screws installed on the rear cone outer diameter.

The balancing screws are used in two cases :- Fan static balance following fan blade replacement,

for example after FOD.- Fan trim balance, when vibration levels are higher

than the limits.

There are two sets of balancing screws available and the screws in each set are identified as either P01 to P07 or, P08 to P14. The numbers, which are engraved on the screw heads, are equivalent to various weights.

There are 36 threaded inserts on the outer rim of the rear flange which accommodate the balance screws




FAN ANDBOOSTER

BASIC ENGINE

Page 61Sep 04

REAR CONE BALANCE PROCEDURESCTC-214-015-02

FANBLADE

INDENTMARK

FAN BLADE

BALANCINGSCREW

SPACER

SPINNERREAR CONE

FAN DISK




FAN ANDBOOSTER

BASIC ENGINE

Page 62Sep 04


Fan disk

The fan disk provides attachment for the fan shaft on its inner rear flange and the disk outer rim retains the fan blades.

The fan disk is a titanium alloy forging. The spinner rear cone is attached to its outer front flange and its outer rear flange is bolted to the booster rotor spool.




FAN ANDBOOSTER

BASIC ENGINE

Page 63Sep 04

FAN DISKCTC-214-016-01

FAN BLADERETAINING SLOT (36)

INNER FLANGE FORATTACHMENT OF

THE FAN SHAFT

BOOSTER ROTORSPOOL ATTACHMENT

SPINNER REAR CONEATTACHMENT




FAN ANDBOOSTER

BASIC ENGINE

Page 64Sep 04


Fan disk (continued)

The fan disk outer rim has 36 dovetail recesses for installation of the fan blades.

Balance weights are riveted on the forward flange for dynamic module balancing.

The inner front flange has an imprint to identify an offset hole for rear cone installation. There are also two identification marks engraved on either side of blade recesses No 1 and 5.




FAN ANDBOOSTER

BASIC ENGINE

Page 65Sep 04

FAN DISK FRONT FLANGECTC-214-017-00

SPHERICALIMPRINT

5

5

1 1

BALANCE WEIGHTLOCATION

OFFSET HOLE




FAN ANDBOOSTER

BASIC ENGINE

Page 66Sep 04


Fan blades

The fan blades form the first stage of the Low Pressure Compressor and accelerate the air entering the engine through the air inlet cowls.

There are 36 titanium alloy, mid-span shrouded fan blades.

Each blade has a dovetail base that slides into a recess on the fan disk outer rim.

The fan blades are approximately 23 inches (0.58m) long.

A retainer lug, machined at the rear end of the blade root, engages the forward flange of the booster spool and limits axial movements.

A spacer, installed underneath each blade, limits the radial movement.




FAN ANDBOOSTER

BASIC ENGINE

Page 67Sep 04

FAN BLADESCTC-214-018-01

36 FAN BLADES

SPACER

DISK

RETAINER LUG




FAN ANDBOOSTER

BASIC ENGINE

Page 68Sep 04


Fan blades (continued)

Each blade has specific indications engraved on the bottom of the root.

- Part number.- Serial number.- Momentum weight.- Manufacturer code.

The fan blade root faces have an anti-friction plasma coating (Cu-Ni-In) and a top coat of cured molybdenum-base film varnish, which acts as a lubricant.

Lubrication of blade roots is further improved by the application of solid molybdenum-base lubricant before installation on the fan disk.

The mid-span shroud contact surfaces have a tungsten-carbide coating. They are also lubricated with solid molybdenum-base lubricant at blade installation.




FAN ANDBOOSTER

BASIC ENGINE

Page 69Sep 04

FAN BLADE ROOT AND MIDSPAN SHROUDCTC-214-019-02

TUNGSTEN CARBIDE COATING

TUNGSTEN CARBIDE COATING

Cu-Ni-In COATING ANDMOLYBDENUM FILM

F0301 337-000-114-0

F0491 J023493206740

SERIAL NUMBER

MOMENTUMWEIGHT

EXAMPLE SPECIFICINDICATIONS

SUB-CONTRACTORNUMBER

PART NUMBER

MANUFACTURER CODE

FAN BLADE

HARD COATINGSURFACE

SPECIFICINDICATIONS




FAN ANDBOOSTER

BASIC ENGINE

Page 70Sep 04


Booster rotor

The booster rotor accelerates the air as it passes from stage to stage.

The 4-stage booster rotor consists of a booster spool, forged and machined from titanium alloy, that is cantilever mounted on the rear of the fan disk.

The inner front flange acts as a stop for the fan blades.

The four stages of blades are numbered 2 to 5 (the first stage of the Low Pressure Compressor is the fan blade).

Stage 2 has 64 blades, stages 3 and 4 have 70 blades each and stage 5 has 68 blades.

Rotating air seals are machined, between each stage, on the spool outer diameter.

The outer front flange is designed with a forward rotating air seal.




FAN ANDBOOSTER

BASIC ENGINE

Page 71Sep 04

BOOSTER ROTORCTC-214-020-03

STG2

STG3

STG4 STG

5

FAN DISK

STG1

BOOSTER SPOOL

ROTATINGAIR SEAL

MOUNTINGFLANGE

DOVETAIL SLOT

BOOSTER SPOOL




FAN ANDBOOSTER

BASIC ENGINE

Page 72Sep 04


Booster rotor (continued)

The booster rotor blades are installed in circumferential dovetail slots and serve, primarily, to supercharge the high pressure compressor.

Each stage has a loading slot and two smaller slots to position locking lugs. The dovetail roots of the blades are placed into the loading slot and moved around until the stage is full. Four of the blades have a cut-out to accommodate the locking lugs.

The locking lugs ensure the blades are retained and prevented from rotating in the slot. They are shifted 90 from one stage to the other to ensure first static balancing of the booster.

Correction weights can be installed in the stage 5 slot, under the blade platforms, for rotor balancing purposes.




FAN ANDBOOSTER

BASIC ENGINE

Page 73Sep 04

BOOSTER BLADESCTC-215-021-01

STEP 1

STEP 2

STEP 3

STEP 4

LOCKINGBLADES

LOADING SLOT

LOCKINGSLOTS

LOCKINGLUG

STEP 0




FAN ANDBOOSTER

BASIC ENGINE

Page 74Sep 04


Booster stator vane assembly

The stator vane assembly changes the air velocity into pressure.

The stacked vane assemblies are cantilever mounted on the fan frame front face.

The assembly is composed of 5 stages bolted together and consists of stator vanes and inner and outer shrouds.

The outer shroud, depending on its assembly location, is fitted with 1 or 2 mounting flanges at its ends.

A splitter fairing, installed on the outer shroud of stage 1, separates the Primary and Secondary airflows.

The outer shroud rear flange of the stage 5 vane assembly is bolted to the front face of the fan frame.

The inner shroud rear flange of the stage 5 vane is rabbeted to form an interference fit with a corresponding flange on the fan frame.




FAN ANDBOOSTER

BASIC ENGINE

Page 75Sep 04

BOOSTER STATOR VANE ASSEMBLYCTC-214-022-01

SPLITTERFAIRING

BOLTS

OUTERSHROUD

INNERSHROUD

BOOSTER STATORASSEMBLY

INTERFERENCEFIT

STAGE5

VANE FANFRAME




FAN ANDBOOSTER

BASIC ENGINE

Page 76Sep 04


Booster stator vane assembly (continued)

Stator vane stages 1 and 5 are welded to the outer shroud and bonded on the inner shroud by the application of abradable material.

Stator vane stages 2 to 4 are individually bolted to the outer shroud.

The inner shroud inner face is lined with abradable material, which faces the rotating air seal machined on the booster spool.

The outer shroud inner face also has abradable material, which faces the tip of the rotor blades

Stage 1 has 100 vanes, stages 2 and 3 have 122 vanes each, stage 4 has 116 vanes and stage 5 has 100 vanes.




FAN ANDBOOSTER

BASIC ENGINE

Page 77Sep 04

BOOSTER VANE DESIGNCTC-214-023-01

OUTERSHROUD

MOUNTINGFLANGE

VANES1 AND 5

INNER SHROUD WITHABRADABLE MATERIAL

ABRADABLEMATERIAL

BLADE

VANES2 TO 4

ROTATINGAIR SEAL

MOUNTINGFLANGE




FAN ANDBOOSTER

BASIC ENGINE

Page 78Sep 04


Booster stator vane assembly - borescope inspection

Visual assessment of the booster stage 1 vane assembly and the leading edge of the stage 2 blades can be made using a borescope fitted with a long 90 extension.

Two unplugged holes between the 3 and 4 oclock positions are available to inspect the other booster blades.

Inspection of stage 3 and 4 blades can be done through borescope port S03 also using a long 90 extension.

Booster blade stage 5 can be inspected in the same way through borescope port S05.




FAN ANDBOOSTER

BASIC ENGINE

Page 79Sep 04

BOOSTER INSPECTION HOLESCTC-214-024-01

2 3 45

S03 S05

BORESCOPE VIEWTHROUGH THE

BOOSTER INLET

FAN OUTLET GUIDE VANE

LONG RIGHTANGLE EXTENSION

FAN BLADE





FAN ANDBOOSTER

BASIC ENGINE

Page 80Sep 04




NO 1 & 2 BEARINGSUPPORT MODULE

BASIC ENGINE

Page 81sep 04

NO 1 AND NO 2 BEARING SUPPORT MODULE





BASIC ENGINE

Page 82Sep 04

NO 1 AND 2 BEARING SUPPORT MODULE

The No 1 and 2 bearing support module belongs to the fan major module and its purpose is :

- To support the fan booster rotor.- To enclose the front section of the forward oil sump.- To support one of the vibration sensors.- To vent the forward sump.- To provide the fan speed indication.- To direct bearings lubrication.- To receive torque from the LPT shaft.

It is bolted to the fan frame front face and its front flange is attached to the fan disk.




NO 1 & 2 BEARING SUPPORT MODULE

BASIC ENGINE

Page 83Sep 04

No 1 AND No 2 BEARING SUPPORT PURPOSESCTC-214-025-03

VENTS THEFWD SUMP

PROVIDES FANSPEED INDICATION

DIRECTS

LUBRICATIONBEARING

SUPPORTSFAN AND BOOSTER

SENSOR

ONEVIBRATION

SUPPORTS

ENCLOSESFRONT SECTIONOF FWD SUMP

RECEIVE TORQUEFROM LPT





BASIC ENGINE

Page 84Sep 04

NO 1 AND 2 BEARING SUPPORT MODULE (CONTINUED)

The No 1 & 2 bearing support module takes up the loads from the fan and booster rotor.

It consists of :- The No 1 bearing support.- The No 1 ball bearing.- The No 2 bearing support.- The No 2 roller bearing. - The fan shaft with the rotating air/oil separator. - A forward stationary air/oil seal.- An oil manifold assembly.- 5 external pipes.





BASIC ENGINE

Page 85Sep 04

No 1 AND No 2 BEARING SUPPORT MODULECTC-214-026-02

No 2 BRGSUPPORT

No 1 BRGSUPPORT

No 1 BALL BEARING

FAN SHAFT

FORWARDSTATIONARYAIR/OIL SEAL

SUMPPRESSURIZATION

TUBE (x3)

OIL MANIFOLDASSEMBLY

No 2 ROLLERBEARING

OIL SCAVENGETUBE





BASIC ENGINE

Page 86Sep 04


No 1 bearing support

The No 1 bearing support is a titanium casting.

The front flange of the support holds the No 1 ball bearing and its rear outer flange is bolted to the fan frame center hub.

The rear inner flange holds the No 2 bearing support.

The support front flange provides an attachment to the No 1 bearing stationary air/oil seal and for the No 1 bearing vibration sensor.

The bottom rear of the casing has a series of holes to allow the oil to flow into the forward sump scavenge oil collector in the fan frame hub.

There is also a small orifice that drains residual oil, through a coupling sleeve, into the scavenge oil collector.

The forward end of the bearing support has holes which allow oil to flow into a cavity at the bottom of the stationary air/oil seal structure.

A scavenge oil tube, at the 6 oclock position, connects the forward end of the cavity with the forward sump oil scavenge collector inside the fan frame hub. This scavenge circuit is also necessary during nose down attitudes, or high oil flow conditions, to prevent oil accumulation.





BASIC ENGINE

Page 87Sep 04

No 1 BEARING SUPPORTCTC-214-027-02

ENGINE AXIS

O-RINGNo 1 BEARING

SUPPORT

No 1 BEARINGSUPPORT

COUPLING SLEEVE

OIL DRAINTUBE

No 2 BEARINGSUPPORT

DRAIN ORIFICE





BASIC ENGINE

Page 88Sep 04


No 1 bearing or thrust bearing

The No 1 ball bearing is a thrust bearing which takes up the axial and radial loads generated by the low pressure rotor system.

Its one-piece outer race is installed on the bearing support and retained with a nut, keywasher and retaining ring.

The inner race consists of two halves mounted on a bearing sleeve and secured with a lock ring, retainer nut (left-hand threads), keywasher and retaining ring.

The bearing sleeve forward outer diameter has two series of sealing ribs to form the rotating element of the forward sump front air/oil seal.

The sleeve forward bore has locating slots to lock onto the shaft.

The rear of the center bore has circular and axial grooves connecting to radial holes designed to supply lube oil to the bearing inner race.

An oil baffle, installed on the sleeve forward of the No 1 bearing, uses centrifugal force to prevent oil from flooding the forward sump front oil seal. The baffle also acts as a shim during bearing installation.





BASIC ENGINE

Page 89Sep 04

No 1 BALL BEARING ASSYCTC-214-028-02

OIL BAFFLE

BEARINGSLEEVE

OUTER RACEAND BALL

No 1 BEARINGSUPPORT

FAN SHAFT

INNER RACE(2 HALVES)

FORWARD STATIONARYAIR/OIL SEAL

ANTI ROTATIONLUGS

OIL SEAL

AIR SEAL

LOCATING SLOT

RACERETAINER NUTS





BASIC ENGINE

Page 90Sep 04


No 2 bearing support

The No 2 bearing support is a steel alloy assembly.

Its front outer flange is bolted to the No 1 bearing support rear inner flange.

Its front inner flange holds the No 2 bearing outer race.

There are a series of holes in the support to balance internal pressures in the forward oil sump.

The support also accommodates a guide sleeve, at the 4 oclock position, for installation of the N1 speed sensor probe. The guide sleeve position is adjusted with shims at assembly.

There are holes, at the 9 oclock position, to supply oil to the oil manifold assembly and for installation of the No 2 bearing oil nozzle.





BASIC ENGINE

Page 91Sep 04

No 2 BEARING SUPPORTCTC-214-029-02

No 1 / No 2 BEARING OILCOUPLING TUBE LOCATION

N1 SPEEDSENSOR SLEEVE

No 2 BEARINGSUPPORT

ENGINE AXIS

AIR PRESSUREEQUALIZATIONHOLES

No 2 BEARING SUPPORT





BASIC ENGINE

Page 92Sep 04


No 2 bearing assembly

The No 2 roller bearing takes up some of the radial loads from the fan and booster rotor.

Its outer race is bolted to the No 2 bearing support.

Its inner race is installed on the fan shaft.

The No 2 bearing is locked axially in place on the fan shaft by an air/oil retaining seal nut, a nut retainer and a retaining ring.

The N1 speed sensor ring is located between the No 2 bearing inner race and the fan shaft.

The air/oil retaining seal nut has left-hand threads and is mounted at the rear of the fan shaft.

Its outer diameter has sealing ribs to form the rotating element of a sump pressurization seal.





BASIC ENGINE

Page 93Sep 04

No 2 ROLLER BEARING ASSYCTC-214-030-03

RETAININGSEAL NUT

RETAINING RINGNo 2 BEARING INNER FACE

ENGINE AXIS

NUT RETAINER

FAN SHAFT

N1 SPEED SENSORRING





BASIC ENGINE

Page 94Sep 04


The fan shaft

The fan shaft is made of nickel-cobalt alloy and is supported by the No 1 & 2 bearings.

Its front flange is attached to the fan disk with crimped self-locking nuts.

It has internal drive splines and an inner shoulder for axial retention and mechanical coupling of the LPT shaft.

An air/oil separator is located on the fan shaft between the No 1 & 2 bearings.

The fan shaft also provides a single annular position for installation of the N1 speed sensor ring.





BASIC ENGINE

Page 95Sep 04

FAN SHAFTCTC-214-031-02

DRIVERSPLINES

INNER SHOULDER

N1 SPEED SENSORRING LOCATION

CRIMPEDSELF-LOCKING NUT

ENGINE AXIS

AIR/OILSEPARATORLOCATION

DRIVE SPLINES





BASIC ENGINE

Page 96Sep 04


Air/oil separator

The air/oil separator uses centrifugal force to separate oil particles from the air, which is then vented overboard.

It consists of a support ring, holding 12 sleeves, and is held in position by a nut and keywasher.

Each sleeve has an integral restrictor slowing down the air/oil mixture flowing out of the sump.

Oil vapors condense on the inner diameter of the sleeve and are subjected to centrifugal force.





BASIC ENGINE

Page 97Sep 04

AIR/OIL SEPARATORCTC-214-032-01

SLEEVE (x12)

SUPPORT RING

AIR VENTED OVERBOARD

OIL PARTICLES





BASIC ENGINE

Page 98Sep 04


N1 speed sensor ring

The N1 speed sensor ring provides pulses proportional to the N1 speed.

The ring is made of magnetic metal AISI 9315 (16NCD13).

It has 2 offset lugs on its forward face which engage into matching slots on the fan shaft, thus enabling a foolproof single angular position.

The ring outer diameter has 30 teeth. A speed sensor counts the teeth as the ring turns and this provides an electrical signal that is proportional to the N1 speed.

One of the teeth is thicker than all the others and is installed in the same angular position as fan blade No 1.

The thicker tooth generates a stronger pulse as it passes the sensor and this is used as a phase reference in engine vibration analysis.





BASIC ENGINE

Page 99Sep 04

N1 SPEED SENSOR RINGCTC-214-033-02

N1 SPEEDSENSOR

N1 SPEEDSENSORRING

POSITIONINGLUG

THICKERTOOTH

t





BASIC ENGINE

Page 100Sep 04


Forward stationary air/oil seal

The forward stationary air/oil seal limits the engine forward sump at its front end and ducts air for seal pressurization.

It is a composite or metallic (SB 72-358) aluminum alloy material structure bolted to the No 1 bearing support front flange.

Its forward end has two separate lands coated with abradable material that surrounds sealing ribs on the bearing sleeve. These ribs form the rotating element of the forward sump front air/oil seal.

Space located between the seal inner and outer skin is divided into 5 independent compartments for pressurization, drainage and oil scavenge.





BASIC ENGINE

Page 101Sep 04

FORWARD STATIONARY AIR/OIL SEALCTC-214-034-02

ABRADABLEMATERIAL LANDS

OIL DRAINAGECOMPARTMENT

OIL SCAVENGECOMPARTMENT

SEAL PRESSURIZATIONCOMPARTMENTS





BASIC ENGINE

Page 102Sep 04


Oil manifold assembly

The oil manifold assembly supplies oil from the fan frame hub to the No 1 & 2 bearings.

The assembly is installed on the No 1 & 2 bearing support and consists of :

- No 1 & 2 bearing oil tube assembly.- A removable coupling tube.- No 1 bearing manifold.- No 2 bearing oil tube.

The No 1 & 2 bearing oil tube assembly aft end is bolted onto the front face of the No 1 bearing supports rear inner flange, at the 9 oclock position.

The removable coupling tube is plugged into the oil tube assembly aft end and forms the connection with the fan frame hub oil supply circuit.

The No 1 bearing manifold is secured to the inner forward end of the No 1 bearing support. It has two oil nozzles and one end fitting which connects the manifold with the forward end of the No 1 & 2 bearing oil tube assembly.

The No 2 bearing oil tube fits into the aft end of the No 1 & 2 bearing oil tube assembly and is routed through the No 2 bearing support. It has one nozzle and this is secured to the aft flange of the support.





BASIC ENGINE

Page 103Sep 04

BEARINGS LUBRICATION SYSTEMCTC-214-035-01

OIL MANIFOLDASSEMBLY

OIL COUPLINGTUBE

No 2 BRGOIL NOZZLE

No 1 BRGOIL NOZZLES





BASIC ENGINE

Page 104Sep 04


No 1 ball bearing lubrication circuit

The No 1 bearing oil manifold has dual nozzles at approximately the 9 oclock position. These nozzles direct oil jets into a cavity formed by the fan shaft and the No 1 bearing inner race retaining nut.

The oil flows between the No 1 bearing sleeve and the fan shaft and through holes drilled in the sleeve. The oil then goes between the two halves of the inner race to lubricate the bearing.





BASIC ENGINE

Page 105Sep 04

No 1 BALL BEARING LUBRICATION CIRCUITCTC-214-036-02

INNER RACERETAINING NUT

No 1 BEARINGOIL NOZZLE (x2)

OIL FLOW

BEARING SLEEVE

FAN SHAFT





BASIC ENGINE

Page 106Sep 04


No 2 roller bearing lubrication circuit

The single nozzle No 2 bearing oil tube directs an oil jet straight onto the rollers of the No 2 bearing.





BASIC ENGINE

Page 107Sep 04

No 2 ROLLER BEARING LUBRICATION CIRCUITCTC-214-037-01

No 2 BEARINGOIL NOZZLE

OILINLET





BASIC ENGINE

Page 108Sep 04


External piping

The external piping consists of 5 tubes mounted externally on the No 1 bearing support.

Their purposes are :- Sump pressurization.- Oil drainage.- Oil scavenge.

Sump pressurization

Three tubes direct booster discharge air to a cavity of the stationary air/oil seal.They are located at approximately the 3:30, 8:30 and 11:30 clock positions.There is a restrictor at the air inlet, to reduce the airflow.

Oil drainage

This tube connects to a compartment between the air/oil seals at the lowest point. Any oil from the sump that escapes through the seals is collected and drained overboard.It is located at approximately the 5 oclock position.

Oil scavenge

This tube connects to a compartment at the bottom of the stationary air/oil seal structure. This compartment is opened to the sump cavity at the rear of the No 1 bearing.It is installed at the 6 oclock position.





BASIC ENGINE

Page 109Sep 04

EXTERNAL PIPINGCTC-214-038-02

C OIL SCAVENGETUBE

A

A

BC

A

B DRAIN TUBEOIL

AIR/OIL

AIRA AIR PRESSURIZATIONTUBE (x3)

FWD STATIONARYAIR/OIL SEAL FWD STATIONARY

AIR/OIL SEAL






BASIC ENGINE

Page 110Sep 04




FAN FRAMEMODULEBASIC ENGINE

Page 111Sep 04

FAN FRAME MODULE





Page 112Sep 04

FAN FRAME MODULE

The fan frame module is the structure at the front of the engine.

Its main purposes are :- To provide ducting for both the primary and

secondary airflows. - To transmit power plant thrust to the aircraft.- To support the LPC rotor, through the No 1 & 2

bearing support. - To support the front of the HPC rotor through the No

3 bearing support. - To enclose the fan and booster.- To support various engine accessories.- To minimize fan area noise levels.- To provide attachment for the forward engine

mounts, front handling trunnions and lifting points.- To support the fan inlet cowl.- To provide a connection between gearboxes and

core engine rotor.





Page 113Sep 04

FAN FRAME MODULE MAIN PURPOSESCTC-214-039-02

TRANSMITSPOWER PLANT

THRUST TOAIRCRAFT

SUPPORTSENGINE

ACCESSORIES

PROVIDESGROUND HANDLING

PROVISIONS

PROVIDESDUCTING

FOR PRIMARYAND SECONDARY

AIRFLOWS

MINIMIZESFAN AREA

NOISE LEVEL

ENCLOSESFAN AND BOOSTER

SUPPORTSFAN INLET

COWL

SUPPORTSENGINE ROTORS

MECHANICALLOADS

PROVIDES ACONNECTION

BETWEENGEARBOXES/CORE

ENGINE ROTOR





Page 114Sep 04

FAN FRAME MODULE (CONTINUED)

The fan frame module consists of the following major assemblies :

- The fan upstream and downstream inlet cases.- The fan Outlet Guide Vane (OGV) assembly. - The fan frame.- The radial drive shaft housing.





Page 115Sep 04

FAN FRAME MODULECTC-214-040-01

FAN FRAME

FAN CASE

UPSTREAMFAN INLET

CASE

DOWNSTREAMFAN INLET

CASE

FAN OUTLETGUIDE VANE

RADIAL DRIVESHAFT HOUSING





Page 116Sep 04


The fan inlet case assembly

The main purposes of the fan inlet case are to provide :- Attachment of the engine inlet cowl and the support

and transmission of attachment loads from this point to the fan frame.

- Fan blade containment.- Attachment points for acoustic panels.- An abradable liner for the fan blade tips.- A housing for the OGV assembly.- AGB/TGB mount fittings and links.

The fan inlet case is a weldment structure and it is attached to the fan frame outer front flange with bolts.

The outer surface has flanges and ribs to give more strength to the case during engine operation and to provide attachment for equipment brackets.

It also has 2 hoisting points, at the 2 and 10 oclock positions, for ground handling purposes, 2 AGB mounts and various other mounting devices for engine equipment.

The fan inlet case is made up of two sections :- The upstream fan inlet case.- The downstream fan inlet case.





Page 117Sep 04

FAN INLET CASE ASSEMBLYCTC-214-041-02

FWD

DOWNSTREAMFAN INLET CASE

UPSTREAMFAN INLET CASE

FAN FRAME

MONTING FLANGE

ACOUSTICALPANELS

FAN INLET COWLMOUNTING FLANGE

OGV ASSEMBLY

ABRADABLE LINER

OUTER FLANGES

OUTER RIBS

AGB/TGB MOUNT





Page 118Sep 04


The upstream fan inlet case

The upstream fan inlet case is a weldment structure made of steel alloy.

The case is bolted onto the downstream fan case front flange.

Its inner surface houses 6 forward acoustic panels, 6 fan mid acoustic panels and also provides an abradable shroud which faces the fan blade tips.

The downstream fan inlet case

The downstream inlet case is made of aluminium alloy.

It supports the upstream fan inlet case and is bolted on the fan frame outer front flange.

Its inner surface houses 12 aft acoustic panels.

The downstream fan inlet case houses the OGV assembly.





Page 119Sep 04

FAN INLET CASE DESIGNCTC-214-043-02

FRONT ENGINEMOUNT

ABRADABLESHROUD

UPSTREAMFAN INLET CASE

FAN MIDACOUSTICAL

PANELS

OUTLETGUIDE VANE

DOWNSTREAMFAN INLET CASE

FANFRAMECASING

FAN AFTACOUSTICAL

PANELS

FAN FORWARDACOUSTICAL

PANELS





Page 120Sep 04


The Outlet Guide Vane (OGV)

The OGV assembly is housed in the downstream fan inlet case and its purpose is to direct and smooth the secondary airflow to increase thrust efficiency. It also plays a role in noise reduction.

The assembly consists of the fan OGV inner shroud and 34 twin vanes, made of composite material with a metallic leading edge.

The inner shroud rear flange is bolted to the fan frame and its forward outer surface contains 34 apertures to allow passage of the vane inner platforms.

The vane inner platforms are axially retained by the inner face of the fan OGV inner shroud.

The vane outer platforms are bolted to the downstream fan inlet case.

A splitter fairing, which separates the primary and secondary airflows, is bolted onto the fan OGV inner shroud forward flange.

There are 2 unplugged holes on the inner shroud, between the 3 and 4 oclock positions, to enable borescope inspection of the booster vane assemblies. One is located between the OGVs at the stage 3 vane assembly and the other at the stage 5 vane assembly.





Page 121Sep 04

FAN OUTLET GUIDE VANESCTC-214-044-03

OGVINNERSHROUD

OUTERGUIDEVANE

UNPLUGGEDBORESCOPE

HOLE

S03

UNPLUGGEDBORESCOPEHOLE

S05

SPLITTERFAIRING

OUTERPLATFORM

OGV

INNERPLATFORM





Page 122Sep 04


The fan frame

The fan frame is the main forward structural component of the engine. It is a weldment structure made of steel alloy.

Some of its main purposes are :- To take up loads from the fan and booster module,

through the No 1 & 2 bearing support, on its front face.

- To provide mounting for the HPC and to take up the loads, through the No 3 bearing support, on its rear face.

- To take up loads from the T/R, through an adaptor ring, on its rear inner and outer flanges.

- To provide attachment for the rear of the booster, on its front flange.

- To provide the engine thrust to the pylon.- Provides attachments for the forward engine

mounts, front handling trunnions and lifting points.





Page 123Sep 04

FAN FRAME MAIN PURPOSESCTC-214-045-02

PROVIDE THRUSTTO THE PYLON

BOOSTER MODULEATTACHMENT

No 1 AND No 2BEARING SUPPORT

LOAD TAKE-UP

No 3 BEARING SUPPORTLOAD TAKE-UP

ENGINE FORWARDMOUNTS

THRUST REVERSERLOAD TAKE-UP

HPC CASINGMOUNTING





Page 124Sep 04


The fan frame

The fan frame is made of concentric rings linked by 12 radial hollow struts that house various equipment and lines.

It consists of :- The outer case.- The radial struts.- The mid-box structure.- The center hub.

The primary airflow from the booster delivery is ducted to the HPC between the center hub and the mid-box structure.

The secondary flow from the fan blade delivery is ducted to the nacelle C ducts through the outer case and the mid-box structure.





Page 125Sep 04

FAN FRAME DESIGNCTC-214-046-01

PRIMARYAIRFLOW

SECONDARYAIRFLOW

FORWARDLOOKINGAFT

OUTER CASE

MID-BOXSTRUCTURE

CENTERHUB

RADIALSTRUTS





Page 126Sep 04


The fan frame outer case

On the fan frame outer case surface are :- 2 ground handling trunnions.- The Transfer Gearbox (TGB) mounting pad, at the 6

oclock position.- The engine data plate, at the 3 oclock position.

The outer case front flange supports and centers the fan inlet case. Its rear flange accommodates the thrust reverser adaptor ring.

The inner surface of the outer case is the outer wall of the secondary airflow and is lined with acoustic panels.





Page 127Sep 04

FAN FRAME OUTER CASECTC-214-047-02

TGB

ENGINE DATAPLATE

FAN INLET CASESECURING FLANGE

TURBOREACTEUR CFM56 TURBOFAN

N C.T. DGACDGAC AGREMENTDE PRODUCTION N

N D'ORDRE

FAA TC NFAAPRODUCTION C NSERIAL N

COMPLY

IMSP.CONTR

MFD BYFAB PAR

DATE

CONFIG

RATED TO MODEL CONFIGURATION IDENTIFIED BELOWPOUSSEE

DECOL(daN)

POUSSEEMAXI CONT

(daN)

TAKE OFFTHRUST

(lb)

MAXI CONTTHRUST

(lb)

N1TRIM

SERV BUL

1

FRONT HANDLINGTRUNNION

T/R ADAPTORRINGS





Page 128Sep 04


The radial struts

The radial struts give structural strength to the fan frame.

There are 12 hollow struts, numbered 1 to 12 in a clockwise direction (ALF), where No 1 is at the 12 oclock position.

In the primary flowpath and in the secondary flowpath, the vertical and horizontal struts (Nos 1, 4, 7 and 10) have a wider cross section; all the other struts have a narrow cross section to reduce drag losses.

All the others have the same narrow cross section as in the primary airflow.

The hollow radial struts provide passages for the following equipment :

- The No 1 bearing vibration sensor cable (strut No 4).- The N1 speed sensor and the forward sump oil drain

(strut No 6).- The TGB radial drive shaft and scavenge tube (strut

No 7).- The forward sump oil supply tube (strut No 10).





Page 129Sep 04

FAN FRAME RADIAL STRUTSCTC-214-048-03

AFT LOOKING FORWARD

1

11

10

9

8

7

4

3

2

5

6

12

MID BOX STRUCTURE

No 1 BEARINGVIBRATIONSENSOR CABLE

OUTER RADIAL DRIVESHAFT HOUSING ANDOIL SCAVENGE TUBE

OUTERCASING

N1 SPEED SENSORAND DRAIN CAVITY

FORWARDSUMP OIL

SUPPLY TUBE

HUB

STRUT

SECONDARYAIRFLOW

PRIMARYAIRFLOW





Page 130Sep 04


The mid-box structure

The mid-box structure is located between the primary and secondary airflows.

The structure incorporates 12 struts extending down to the center hub outer surface.

The compartments formed between the adjacent struts, house eleven variable bleed valves (VBVs) and one master VBV, which is located between struts 10 and 11.

The T2.5 sensor is housed in the mid-box structure between struts 6 and 7.

The forward face outer flange of the mid-box structure accommodates the OGV inner shroud assembly.

The forward face inner flange of the mid-box structure attaches the booster stator flange.

The rear face inner flange of the mid-box structure is connected to the HPC casing.

The rear face of the mid-box structure is also connected to the front engine mount (upper part).

NOTE : Slide

CFM 56 TTM.pdf

Documents

Transcript of CFM 56 TTM.pdf