Ctc-063 Basic Engine

7/17/2019 Ctc-063 Basic Engine

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TRAINING MANUAL

CFM56-5A / -5B

BASIC ENGINE

JANUARY 2009

CTC-063 Level 3

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CFM56-ALL TRAINING MANUAL

GENERAL Page 1Issue 01

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

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This CFMI publication is for Training Purposes Only. The information is accurate at the time of compilation; however, noupdate service will be furnished to maintain accuracy. For authorized maintenance practices and specifications, consultpertinent maintenance publications.

The information (including technical data) contained in this document is the property of CFM International (GE andSNECMA). 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-exportedor disclosed in any manner not provided for by the license without prior written approval of both the U.S. Government andCFM International.

COPYRIGHT 1998 CFM INTERNATIONAL

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EFFECTIVITYALL CFM56 ENGINES

CFMI PROPRIETARY INFORMATION


LEXIS Page 5Issue 02

LEXIS

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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 PERFORMANCETRENDADIRS AIR DATA AND INERTIAL REFERENCESYSTEMADIRU 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 FREQUENCYGENERATORCCU COMPUTER CONTROL UNITCCW COUNTER CLOCKWISECDP (HP) COMPRESSOR DISCHARGE PRESSURECDS COMMON DISPLAY SYSTEMCDU CONTROL DISPLAY UNITCFDIU CENTRALIZED FAULT DISPLAYINTERFACE UNITCFDS CENTRALIZED FAULT DISPLAY SYSTEMCFMI JOINT GE/SNECMA COMPANY (CFM

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INTERNATIONAL)CG CENTER OF GRAVITY

Ch 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 CENTER

CTL 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 ACQUISITIONUNITDFDRS DIGITAL FLIGHT DATA RECORDINGSYSTEMDISC 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 UNIT

ECA ELECTRICAL CHASSIS ASSEMBLYECAM ELECTRONIC CENTRALIZED AIRCRAFTMONITORINGECS ENVIRONMENTAL CONTROL SYSTEMECU ELECTRONIC CONTROL UNITEE ELECTRONIC EQUIPMENTEEC ELECTRONIC ENGINE CONTROLEFH ENGINE FLIGHT HOURSEFIS ELECTRONIC FLIGHT INSTRUMENT SYSTEM

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EGT EXHAUST GAS TEMPERATUREEHSV ELECTRO-HYDRAULIC SERVO VALVEEICAS ENGINE INDICATING AND CREWALERTING SYSTEM

EIS ELECTRONIC INSTRUMENT SYSTEMEIU ENGINE INTERFACE UNITEIVMU ENGINE INTERFACE AND VIBRATIONMONITORING UNITEMF ELECTROMOTIVE FORCEEMI ELECTRO MAGNETIC INTERFERENCEEMU ENGINE MAINTENANCE UNITEPROM ERASABLE PROGRAMMABLE READONLY MEMORY(E)EPROM (ELECTRICALLY) ERASABLE

PROGRAMMABLE READ ONLY MEMORYESN ENGINE SERIAL NUMBERETOPS EXTENDED TWIN OPERATION SYSTEMSEWD/SD ENGINE WARNING DISPLAY / SYSTEMDISPLAY

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 MEMO

FF FUEL FLOW (see Wf) -7BFFCCV FAN FRAME/COMPRESSOR CASEVERTICAL (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 COMPUTER

FMCS FLIGHT MANAGEMENT COMPUTER SYSTEMFMGC FLIGHT MANAGEMENT AND GUIDANCECOMPUTERFMGEC FLIGHT MANAGEMENT AND GUIDANCEENVELOPE COMPUTERFMS FLIGHT MANAGEMENT SYSTEMFMV FUEL METERING VALVEFOD FOREIGN OBJECT DAMAGEFPA FRONT PANEL ASSEMBLYFPI FLUORESCENT PENETRANT INSPECTION

FQIS FUEL QUANTITY INDICATING SYSTEMFRV FUEL RETURN VALVEFWC FAULT WARNING COMPUTERFWD FORWARD

G

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g.in GRAM X INCHESGE GENERAL ELECTRIC

GEAE 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 VALVE

HPSOV HIGH PRESSURE SHUT-OFF VALVEHPT HIGH PRESSURE TURBINEHPT(A)CC HIGH PRESSURE TURBINE (ACTIVE)CLEARANCE CONTROLHPTC HIGH PRESSURE TURBINE CLEARANCEHPTCCV HIGH PRESSURE TURBINE CLEARANCECONTROL 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

K

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

LL LEFTL/H LEFT HAND

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lbs. POUNDS, WEIGHTLCD LIQUID CRYSTAL DISPLAYLCF LOW CYCLE FATIGUELE (L/E) LEADING EDGE

LGCIU LANDING GEAR CONTROL INTERFACEUNITLP 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 ROTOR

LRU LINE REPLACEABLE UNITLVDT LINEAR VARIABLE DIFFERENTIALTRANSFORMER

MmA MILLIAMPERES (CURRENT)MCD MAGNETIC CHIP DETECTORMCDU MULTIPURPOSE CONTROL ANDDISPLAY UNITMCL MAXIMUM CLIMB

MCR MAXIMUM CRUISEMCT MAXIMUM CONTINUOUSMDDU MULTIPURPOSE DISK DRIVE UNITMEC MAIN ENGINE CONTROLmilsD.A. Mils DOUBLE AMPLITUDEmm. MILLIMETERS

MMEL MAIN MINIMUM EQUIPMENT LISTMO AIRCRAFT SPEED MACH NUMBERMPA MAXIMUM POWER ASSURANCEMPH MILES PER HOUR

MTBF MEAN TIME BETWEEN FAILURESMTBR MEAN TIME BETWEEN REMOVALSmV MILLIVOLTSMvdc MILLIVOLTS DIRECT CURRENT

NN1 (NL) LOW PRESSURE ROTOR ROTATIONALSPEEDN1* DESIRED N1N1ACT ACTUAL N1

N1CMD COMMANDED N1N1DMD DEMANDED N1N1K CORRECTED FAN SPEEDN1TARGET TARGETED FAN SPEEDN2 (NH) HIGH PRESSURE ROTOR ROTATIONALSPEEDN2* DESIRED N2N2ACT ACTUAL N2N2K CORRECTED CORE SPEEDN/C NORMALLY CLOSED

N/O NORMALLY OPENNAC NACELLENVM NON VOLATILE MEMORY

OOAT OUTSIDE AIR TEMPERATURE

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OD OUTLET DIAMETEROGV OUTLET GUIDE VANE

OSG OVERSPEED GOVERNOROVBD OVERBOARDOVHT OVERHEATPPb BYPASS PRESSUREPc REGULATED SERVO PRESSUREPcr CASE REGULATED PRESSUREPf HEATED SERVO PRESSUREP/T25 HP COMPRESSOR INLET TOTAL AIRPRESSURE/TEMPERATUREP/N PART NUMBERP0 AMBIENT STATIC PRESSUREP25 HP COMPRESSOR INLET TOTAL AIRTEMPERATUREPCU PRESSURE CONVERTER UNITPLA POWER LEVER ANGLEPMC POWER MANAGEMENT CONTROLPMUX PROPULSION MULTIPLEXER

PPH POUNDS PER HOURPRSOV PRESSURE REGULATING SERVO VALVEPs PUMP SUPPLY PRESSUREPS12 FAN INLET STATIC AIR PRESSUREPS13 FAN OUTLET STATIC AIR PRESSUREPS3HP COMPRESSOR DISCHARGE STATIC AIRPRESSURE (CDP)PSI POUNDS PER SQUARE INCHPSIA POUNDS PER SQUARE INCH ABSOLUTE

PSID POUNDS PER SQUARE INCH DIFFERENTIALpsig POUNDS PER SQUARE INCH GAGE

PSM POWER SUPPLY MODULEPSS (ECU) PRESSURE SUB-SYSTEMPSU POWER SUPPLY UNITPT TOTAL PRESSUREPT2 FAN INLET TOTAL AIR PRESSURE (PRIMARYFLOW)PT25 HPC TOTAL INLET PRESSURE

QQAD QUICK ATTACH DETACHQEC QUICK ENGINE CHANGEQTY QUANTITYQWR QUICK WINDMILL RELIGHT

RR/H RIGHT HANDRAC/SB ROTOR ACTIVE CLEARANCE/STARTBLEEDRACC ROTOR ACTIVE CLEARANCE CONTROL

RAM 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

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TRANSFORMER

SS/N SERIAL NUMBER

S/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) (CFARINC SPEC)

SDU SOLENOID DRIVER UNITSER SERVICE EVALUATION REQUESTSFC SPECIFIC FUEL CONSUMPTIONSFCC SLAT FLAP CONTROL COMPUTERSG SPECIFIC GRAVITYSLS SEA LEVEL STANDARD (CONDITIONS : 29.92in.Hg / 59F)SLSD SEA LEVEL STANDARD DAY (CONDITIONS :29.92 in.Hg / 59F)SMM STATUS MATRIX

SMP SOFTWARE MANAGEMENT PLANSN SERIAL NUMBERSNECMA SOCIETE NATIONALE DETUDE ET DECONSTRUCTION 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 TEMPERATURET5 LOW PRESSURE TURBINE DISCHARGE TOTALAIR TEMPERATURETAI THERMAL ANTI ICETAT TOTAL AIR TEMPERATURETBC THERMAL BARRIER COATINGTBD TO BE DETERMINEDTBO TIME BETWEEN OVERHAULTBV TRANSIENT BLEED VALVE

TC(TCase) HP TURBINE CASE TEMPERATURETCC TURBINE CLEARANCE CONTROLTCCV TURBINE CLEARANCE CONTROL VALVETCJ TEMPERATURE COLD JUNCTIONT/E TRAILING EDGETECU ELECTRONIC CONTROL UNIT INTERNAL

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TEMPERATURETEO ENGINE OIL TEMPERATURE

TGB 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 VALVETRF 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 VIBRATION

VLV VALVEVRT VARIABLE RESISTANCE TRANSDUCERVSV VARIABLE STATOR VANE

WWDM WATCHDOG MONITORWf WEIGHT OF FUEL OR FUEL FLOWWFM WEIGHT OF FUEL METEREDWOW WEIGHT ON WHEELSWTAI WING THERMAL ANTI-ICING

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IMPERIAL / METRIC CONVERSIONS

1 mile = 1,609 km1 ft = 30,48 cm

1 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

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TABLE OF CONTENTS

EFFECTIVITYALL CFM56-5A/-5B FOR A318-A319-A320-A321


CFM56-5A/-5B TRAINING MANUAL

CONTENTSBASIC ENGINE

Page 15Jan 09

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CONTENTSBASIC ENGINE

Page 16Jan 09

SECTION PAGE SECTION PAGE

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

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

ENGINE PERFORMANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

INTRODUCTION TO THE CFM56 FAMILY . . . . . . . . . . . . . . . . . . . 19

ENGINE GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29

COMPRESSORS SECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57

FAN MAJOR MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59

FAN AND BOOSTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65

NO 1 AND NO 2 BEARING SUPPORT MODULE . . . . . . . . . . . . . . 85

FAN FRAME MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89

CORE ENGINE MAJOR MODULE . . . . . . . . . . . . . . . . . . . . . . . . 101

HIGH PRESSURE COMPRESSOR. . . . . . . . . . . . . . . . . . . . . . . . 105

COMBUSTION SECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115

TURBINES SECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125

HIGH PRESSURE TURBINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127

LOW PRESSURE TURBINE MAJOR MODULE .. . . . . . . . . . . . . 139

LPT ROTOR / STATOR MODULE . . . . . . . . . . . . . . . . . . . . . . . . . 143

LPT SHAFT MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149

LOW PRESSURE TURBINE FRAME MODULE .. . . . . . . . . . . . . 153

ACCESSORY DRIVE SECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 157

ACCESSORY DRIVE MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . 159INLET GEARBOX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 163

TRANSFER GEARBOX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 167

ACCESSORY GEARBOX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 171

STANDARD PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 181


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ENGINEPERFORMANCEBASIC ENGINE

Page 17May 07

ENGINE PERFORMANCE

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ENGINEPERFORMANCE

BASIC ENGINE

Page 18May 07

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INTROBASIC ENGINE

Page 19Feb 08

INTRODUCTION TO THE CFM56 FAMILY

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CFM56-5A/5B TRAINING MANUAL

INTROBASIC ENGINE

Page 20Feb 08

INTRODUCTION TO THE CFM56 FAMILY

Engine Applications

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

(-5B):Ranging from 21,600 to 32,000 lbs of take-off thrust(9608 to 14234 daN), the CFM56-5B is offered by CFMIas the common power source for the entire Airbus A320family.

(-5A):The CFM56-5A engine is used on some AIRBUS A319-320 aircraft. It has several different thrust ratings, rangingfrom 22,000 to 26,500 lbs of thrust (9786 to 11787 daN).

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INTROBASIC ENGINE

Page 21Feb 08

CFM56-5A/-5B FOR AIRBUS APPLICATIONSCTC-063-002-04

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

CFM56-5A4 (22,000 lbs) 9,786 daNCFM56-5A5 (23,500 lbs) 10,453 daN

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

CFM56-5A1 (25,000 lbs) 11,120 daNCFM56-5A3 (26,500 lbs) 11,787 daN

CFM56-5B4 (27,000 lbs) 12,010 daNCFM56-5B5 (22,000 lbs) 9,786 daNCFM56-5B6 (23,500 lbs) 10,453 daN

CFM56-5B1 (30,000 lbs) 13,344 daNCFM56-5B2 (31,000 lbs) 13,789 daNCFM56-5B3 (32,000 lbs) 14,234 daNCFM56-5B4 (27,000 lbs) 12,010 daN

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INTROBASIC ENGINE

Page 22Feb 08

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 ENGINEMODEL)

There are various configurations for a given thrust,according to the type of equipment installed on theengine. They are designated by a specific suffix, asshown in the table.

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

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

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INTROBASIC ENGINE

Page 23Feb 08

CFM56-5BCTC-063-003-03

ENGINE TYPEPERFORMANCE

( /P )

* BUMP AVAILABLE FOR B3 AND B4 THRUST ONLY.** TECH INSERTION BASED ON /P CONFIGURATION

YES

YES

YES

YES

YES

YES

YES

YES

YES

YES

YES

YES

YES

YES

YES

YES

YES

**

**

BUMP( 1 ) *

DAC( /2 )

SAC TECHINSERTION

CFM56-5B4

CFM56-5B4/P

CFM56-5B4/2

CFM56-5B4/2P

CFM56-5B4/P1

CFM56-5B4/2P1

CFM56-5B4/3

CFM56-5B4/3B1

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INTROBASIC ENGINE

Page 24Feb 08

(-5B ONLY) TECH INSERTION PROGRAM

The Tech Insertion Program consists of:

- New compressor blades- New VSV bushings- New LPT stage 1 nozzle- New combustor.

The purpose of these modifications is to increase the lifeof the engine on-wing, with an EGT margin increased by5C, an improved SFC and a better combustion. The lifeduration of N2 rotor LLPs is also increased.

Despite the improvements made, the certified values forN1, N2 and EGT redlines remain unchanged.

Modifications can be introduced gradually throughvarious Service Bulletins already issued during the year2007, or as a complete upgrade.

They are made during shop visits.

It is strictly forbidden to intermix tech insertion and non-tech insertion items.

Intermix between SAC / DAC /P is allowed with /3engines, which are identified on the ID plug by a push-pull link.

The information relative to modifications made to anengine are given on a plate installed on the fan frame.

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INTROBASIC ENGINE

Page 25Feb 08

TECH INSERTION PROGRAMCTC-063-076-00

ESN

Reference KIT (SB)

Other Information

CFM declines responsibility for

any data marked on this plate,not expressly provided by CFM

DATE(MM/DD/YY)

DATE(MM/DD/YY)

N1 TRIM Values

CFM56-

VERSION

HPC KIT

HPT BLADE KIT

LPT NOZZLE STG 1 KIT

FULL /3 UPGRADE

TECH INSERTIONID PLATE

RATINGSOPERATED

N1 TRIM VALUEFOR EACH RATING

-5B ONLY

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INTROBASIC ENGINE

Page 26Feb 08

CFM56-5A 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 4- High Pressure:

HP Compressor Stages 1 to 9

Combustion chamber Annular SAC

Turbines- HP Turbine Single stage- LP Turbine Four stages

Weight 2266 Kg (4995 lbs)

Overall dimensions- Length 2.92m (115 ins)- Height 2.10m (82.7 ins)- Width 1.91m (75.1 ins)- Fan diameter 1.82m (71.5 ins)

PERFORMANCE (*FIGURES DEPEND ON ENGINEMODEL)

There are various configurations for a given thrust. Whenthe A3 configuration is installed for increased EGT,a /F suffix is added to the engine type, as shown in thetable.- Take-off thrust (SLS) 22,000 to 26,500 lbs (9786 to 11787 daN)

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

- Max climb thrust 5616 lbs (2498 daN)

- By-pass ratio * 6 to 6.2

- EGT red line 890/915C

- 100% N1 (Low Pressure Rotational Speed) 4904 rpm

- N1 speed limit (red line) 104% (5100 rpm)

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

- N2 speed limit (red line) 105% (15183 rpm)

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INTROBASIC ENGINE

Page 27Feb 08

CFM56-5ACTC-063-040-01

ENGINE TYPEA3 HARDWARE

(INCREASED EGT)

YES

YES

YES

CFM56-5A1

CFM56-5A1/F

CFM56-5A3

CFM56-5A4

CFM56-5A4/F

CFM56-5A5

CFM56-5A5/F

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INTROBASIC ENGINE

Page 28Feb 08

TOC


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ENGINEGENERAL

BASIC ENGINE

Page 29Feb 08

ENGINE GENERAL

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ENGINEGENERAL

BASIC ENGINE

Page 30Feb 08

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 formthe nacelle, which is the aerodynamic structure aroundthe engine.

The cowling assembly consists of:- The inlet cowl.- The fan cowls.- The thrust reverser cowls.

- The primary exhaust (primary nozzle andcenterbody).

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ENGINEGENERAL

BASIC ENGINE

Page 31Feb 08

TOC


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ENGINEGENERAL

BASIC ENGINE

Page 32Feb 08

AIR SYSTEM INTRODUCTION

The air system of the CFM56-5A/-5B engines servesvarious 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 obtainedwith a lower fuel flow, so the EGT will be lower and resultin an increased life of the engine under the wing.Specific fuel consumption and economic factors(operating costs) are also enhanced.

(-5A):

NOTE:There is no Transient Bleed Valve (TBV) on CFM56-5Aengines.

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ENGINEGENERAL

BASIC ENGINE

Page 33Feb 08

TOC


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ENGINEGENERAL

BASIC ENGINE

Page 34Feb 08

FUEL SYSTEM INTRODUCTION

The fuel is delivered by the Aircraft fuel managementsystem (ATA 28). The FADEC system receives the aircraft

and engine information such as the throttle position orengine sensor values. The fuel is used in the enginefor combustion, and also for accessories power sourcesupply, and oil cooling.

Sensors provide aircraft information to the crew and themaintenance systems.

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ENGINEGENERAL

BASIC ENGINE

Page 35Feb 08

TOC


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ENGINEGENERAL

BASIC ENGINE

Page 36Feb 08

TOC


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ENGINEGENERAL

BASIC ENGINE

Page 37Feb 08

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ENGINEGENERAL

BASIC ENGINE

Page 38Feb 08

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 andgears.

- The scavenge circuit provides the oil return to thetank, passing through the lube unit and heatexchangers.

- The venting circuit ensures sealing of the sumps.

Sensors provide information to the crew and to aircraftmaintenance systems.

These sensors include temperature and pressuresensors, and particle filters (used for maintenancepurposes).

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ENGINEGENERAL

BASIC ENGINE

Page 39Feb 08

TOC


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ENGINEGENERAL

BASIC ENGINE

Page 40Feb 08

TOC


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EFFECTIVITYALL CFM56-5A/-5B FOR A318-A319-A320-A321CFMI PROPRIETARY INFORMATION


ENGINEGENERAL

BASIC ENGINE

Page 41Feb 08

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ENGINEGENERAL

BASIC ENGINE

Page 42Feb 08

ENGINE GENERAL CONCEPT

The CFM56-5A/-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 splitinto two flow paths, the Primary and the Secondary.

The primary airflow passes through the inner portion ofthe 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 andignited, the gas flow provides energy to a High PressureTurbine (HPT) and a Low Pressure Turbine (LPT).

The secondary airflow passes through the outer portionof the fan blades, the Outlet Guide Vanes (OGVs) andexits through the nacelle discharge duct, producingapproximately 80 % of the total thrust. It also plays a rolein the thrust reverser system.

(-5B):

At static take-off power, the CFM56-5B engine by-passratio is between 5.4:1 and 6:1, depending on the enginemodel, which means that the secondary airflow takesin between 5.4 and 6 times more air than the primaryairflow.

(-5A):

At static take-off power, the CFM56-5A engine by-pass

ratio is between 6:1 and 6.2:1, depending on the enginemodel.By-pass ratio = (secondary airflow) / (primary airflow).

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ENGINE

GENERALBASIC ENGINE

Page 43Feb 08

TOC


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ENGINEGENERAL

BASIC ENGINE

Page 44Feb 08


The CFM56-5A/-5B engine uses a maintenance conceptcalled On Condition Maintenance. This means that the

engine has no periodic overhaul schedules and canremain installed under the wing until something importantoccurs, or when lifetime limits of parts are reached.

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

- Engine performance trend monitoring, to evaluateengine deterioration over a period of use: engineparameters, such as gas temperature, arerecorded and compared to those initially observedat engine installation on the aircraft.

- Borescope inspection, to check the conditionof engine internal parts: when parts are notaccessible, they can be visually inspected withborescope probes inserted in ports located on theengine outer casing.

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

- Engine vibration monitoring system: sensorslocated in various positions in the engine, send

vibration values to the on-board monitoringsystem. When vibration values are excessive,the data recorded can be used to take remedialbalancing action.

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ENGINE

GENERALBASIC ENGINE

Page 45Feb 08

TOC

CFM56 5A/5B TRAINING MANUAL


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ENGINEGENERAL

BASIC ENGINE

Page 46Feb 08

LIFE-LIMITED PARTS

Airworthiness limitations (ATA Chapter 05) determinethe life limits for rotating and static engine parts and the

approved mandatory inspection intervals for specificengine parts.The life of parts is given in flight cycles. The cycles foreach part serial number must be counted continuouslyfrom 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 accuraterecords of the total number of cycles operated and thenumber of cycles remaining.

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ENGINE

GENERALBASIC ENGINE

Page 47Feb 08

TOC

CFM56 5A/5B TRAINING MANUAL


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ENGINEGENERAL

BASIC ENGINE

Page 48Feb 08


The CFM56-5A/-5B engine consists of two independentrotating systems:

- The low pressure system rotational speed isdesignated N1.

- The high pressure system rotational speed isdesignated N2.

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

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

The accessory drive system uses energy from the highpressure compressor rotor to drive the engine and aircraftaccessories. It also plays a major role in starting.

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ENGINE

GENERALBASIC ENGINE

Page 49Feb 08

TOC

CFM56 5A/ 5B TRAINING MANUAL


51/189





ENGINEGENERAL

BASIC ENGINE

Page 50Feb 08

TOC


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ENGINE

GENERALBASIC ENGINE

Page 51Feb 08

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ENGINEGENERAL

BASIC ENGINE

Page 52Feb 08


The CFM56-5A/-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.

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ENGINE

GENERALBASIC ENGINE

Page 53Feb 08

TOC



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ENGINEGENERAL

BASIC ENGINE

Page 54Feb 08

TOC


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ENGINE

GENERALBASIC ENGINE

Page 55Feb 08

TOC



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ENGINEGENERAL

BASIC ENGINE

Page 56Feb 08

TOC


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COMPRESSORS

SECTIONBASIC ENGINE

Page 57May 07

COMPRESSORS SECTION

TOC



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COMPRESSORSSECTIONBASIC ENGINE

Page 58May 07

TOC


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FAN MAJOR

MODULEBASIC ENGINE

Page 59May 07

FAN MAJOR MODULE

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FAN MAJORMODULEBASIC ENGINE

Page 60May 07

FAN MAJOR MODULE

The fan major module is at the front of the enginedownstream 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 r igidity 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.

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FAN MAJOR

MODULEBASIC ENGINE

Page 61May 07

FAN MAJOR MODULE PURPOSESCTC-063-046-01

FAN STAGE AND

BOOSTER

STAGES

ENCLOSES

STRUCTURAL

RIGIDITY IN

FRONT SECTION

FRONT SECTION

ENGINE/PYLON

ATTACHMENTATTACHMENT FOR

CORE ENGINE

NOISE

FAN SECTION

REDUCTION

SECTION MAJOROF ENGINE FRONT

DETERIORATION

CONTAINMENTSECONDARYPRIMARY AND

AIR FLOWS

GENERATES

GEARBOXES, ENGINE/ATTACHMENT FOR

NACELLE EQUIPMENT

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Page 62May 07

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.

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FAN MAJOR

MODULEBASIC ENGINE

Page 63May 07

FAN MAJOR MODULECTC-063-047-00

INLET GEARBOXAND No 3 BEARING

FAN FRAMEMODULE

FAN ANDBOOSTERMODULE

No 1 AND No 2BEARING SUPPORT

MODULE

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Page 64May 07

TOC


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FAN AND

BOOSTERBASIC ENGINE

Page 65Feb 08

FAN AND BOOSTER

TOC



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FAN ANDBOOSTER

BASIC ENGINE

Page 66Feb 08

FAN AND BOOSTER

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

(-5B):

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

(-5A):

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

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

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FAN AND

BOOSTERBASIC ENGINE

Page 67Feb 08

FAN AND BOOSTER DESIGNCTC-063-011-02

BOOSTER(4-STAGE)

SPINNERREARCONE

FAN ROTOR

SPINNERFRONTCONE

SPINNERFRONTCONE

SPINNERREAR CONE

BOOSTER(3-STAGE)

- 5B

- 5A

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FAN ANDBOOSTER

BASIC ENGINE

Page 68Feb 08

FAN AND BOOSTER (CONTINUED)

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 tothe spinner rear cone. The attachment is an interferencefitting.

An offset hole, identified by an indent mark, ensurescorrect installation and centering onto the rear cone front

flange.

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

For -5Bengines, older versions could be made of eithera composite material or aluminium alloy. In the caseof aluminium alloy cones, an extra 6 washers must be

installed. New version spinner front cones will only bemade of aluminium.

For -5Aengines, spinner front cones are made ofaluminium only.

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FAN AND

BOOSTERBASIC ENGINE

Page 69Feb 08

SPINNER FRONT CONECTC-063-012-03

INDENTMARK

MOUNTINGSCREW

6 MOUNTING

SCREW LOCATIONS

3 JACKSCREWLOCATIONS

OFFSET

HOLE

SPINER REARCONE

FITTINGDIAMETER

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FAN ANDBOOSTER

BASIC ENGINE

Page 70Feb 08


Spinner rear cone

The rear cone prevents axial disengagement ofspacers used in the fan blade retention system andaccommodates balancing screws used in fan trim andstatic balance procedures.

(-5B):

The spinner rear cone is not really a cone. It is a hollowelliptical structure that is mounted on interference fitflanges between the spinner front cone and the fan disk.

It is made of aluminium alloy and protected by sulfuricanodization.

(-5A):

The spinner rear cone is a hollow conical structure madeof aluminium alloy and is mounted on interference fitflanges between the spinner front cone and the fan disk.

(-5A, -5B):

The front flange has 6 line replaceable, crimped, self-

locking nuts.

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

Both front and rear flanges have an offset hole to ensurecorrect installation and they are identified by indentmarks. On the front flange of the rear cone, the indent

mark is next to the offset hole. The other indent mark ison the outer rim of the rear cone, facing fan blade No 1.

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FAN AND

BOOSTERBASIC ENGINE

Page 71Feb 08

REAR CONECTC-063-013-03

FAN DISK

CRIMPEDSELF-LOCKINGNUTS

FANBLADE

JACKSCREW

HOLE

REAR FLANGE

12 MOUNTING

SCREW HOLES

OFFSET HOLE& IDENT MARKAT 12 O'CLOCK

FRONTCONE

INTERFERENCEFIT

INTERFERENCEFIT

SELF-LOCKINGNUTS

FANDISK

FAN

BLADE

SPACER

FRONTCONE

INTERFERENCEFIT

SPACINGMATING SURFACE

- 5B- 5A

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FAN ANDBOOSTER

BASIC ENGINE

Page 72Feb 08


Spinner rear cone (continued)

Balance procedures use various weights which are in theform of balancing screws installed on the rear cone outerdiameter.

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 thescrews in each set are identified as either P01 to P07or, P08 to P14. The numbers, which are engraved on thescrew heads, are equivalent to various weights.

There are 36 threaded inserts on the outer rim of the rearflange which accommodate the balance screws.

(-5B):

The rear cone has an integrated air seal that is glued toits inner rear flange.

(-5A):

A gap between the fan disk and the blade platformsaccommodates an o-ring seal, which ensures air sealingbetween the disk and the rear spinner during engineoperation.

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FAN AND

BOOSTERBASIC ENGINE

Page 73Feb 08

REAR CONE BALANCE PROCEDURESCTC-063-048-00

FAN BLADE

BALANCINGSCREW

SPACER

FAN DISK

INDENTMARK

FANBLADE

SPINNERREAR CONE

FAN BLADE

O-RING SEAL

BALANCINGSCREW

SPACER

FAN DISK

- 5B - 5ASEAL

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FAN ANDBOOSTER

BASIC ENGINE

Page 74Feb 08


Fan disk

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

The forward flange has provisions for the installation ofbalance weights used for dynamic module balancing.

The inner front flange has an imprint to identify anoffset hole for rear cone installation. There are also twoidentification marks engraved on either side of bladerecesses No 1 and 5.

(-5A):

The fan disk inner rear flange provides attachment forthe fan shaft (No 1 & 2 bearing support module). Thisflange also features holes to allow the riveting of balanceweights used at shop maintenance level for fan andbooster rotor balancing.

NOTE:To increase fan disk life limits, the fan disk can berepaired. After repair, the fan disk is identified with whitepaint on the fwd side:

DISK REPAIRED - SHIMS REQUIRED

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EFFECTIVITY

ALL CFM56-5A/-5B FOR A318-A319-A320-A321CFMI PROPRIETARY INFORMATION


FAN AND

BOOSTERBASIC ENGINE

Page 75Feb 08

FAN DISK FLANGESCTC-063-015-03

11

5

5

FORWARD LOOKING AFT

SPHERICALIMPRINT

OFFSETHOLE

PROVISION FORINSTALLATION OFBALANCE WEIGHTS

-5A ONLY

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FAN ANDBOOSTER

BASIC ENGINE

Page 76Feb 08


Fan blades

The fan blades form the first stage of the Low PressureCompressor and accelerate the air entering the enginethrough the air inlet cowls.

There are 36 titanium alloy, mid-span shrouded fanblades.

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

A spacer, installed underneath each blade, limits theradial movement.

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

(-5B):

A retainer lug, machined at the rear end of the bladeroot, engages the forward flange of the booster spool andlimits axial movements.

(-5A):

A blade retainer limits forward axial movement and thebooster spool front flange limits axial movement rearward.

In order to limit vibration, dampers are installed in thecavity between adjacent blades, below the inner platform.The damper is axially retained by a titanium damperretainer, which is bolted on the rear flange of the fan disk.

NOTE:For the reworked fan disk assembly, a shim is introducedbetween each fan blade and the fan disk assembly tokeep the same radial position to the fan blade.

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EFFECTIVITY



FAN AND

BOOSTERBASIC ENGINE

Page 77Feb 08

FAN BLADESCTC-063-016-02

36 FANBLADES

SPACER

BLADE

RETAINER

BLADEDAMPER

SPACER

RETAINERLUG

DISK

SHIM(WITH REPAIREDFAN DISK ONLY)

FANDISK

DAMPERRETAINER

- 5B - 5A

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FAN ANDBOOSTER

BASIC ENGINE

Page 78Feb 08


Fan blades (continued)

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

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

The fan blade root faces have an anti-friction plasmacoating (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 theapplication of solid molybdenum-base lubricant beforeinstallation on the fan disk.

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

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EFFECTIVITY



FAN AND

BOOSTERBASIC ENGINE

Page 79Feb 08

FAN BLADE ROOT AND MIDSPAN SHROUDCTC-063-017-03

F0301 337-000-114-0

F0491 J023493206740

SERIALNUMBER

MOMENTUMWEIGHT

EXAMPLESPECIFIC

INDICATIONS

SUB-CONTRACTORNUMBER

PARTNUMBER

MANUFACTURERCODE

FAN BLADE

HARD COATINGSURFACE

SPECIFICINDICATIONS

TUNGSTEN CARBIDECOATING

TUNGSTEN CARBIDECOATING

NOTE:DURING MAINTENANCE,RE-LUBRICATE THE DOVETAILMATING FACES.

A

VIEWA

Cu-Ni-In COATING ANDMOLYBDENUM VARNISH

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FAN ANDBOOSTER

BASIC ENGINE

Page 80Feb 08


Booster stator vane assembly - borescope inspection

(-5B):

Visual assessment of the booster stage 1 vane assemblyand the leading edge of the LPC rotor stage 2 bladescan be made using a borescope fitted with a long 90extension.

Two unplugged holes between the 3 and 4 oclockpositions are available to inspect the other boosterblades.

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

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

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EFFECTIVITY



FAN AND

BOOSTERBASIC ENGINE

Page 81Feb 08

BOOSTER INSPECTION HOLES (-5B)CTC-063-049-00

2 3 45

S03 S05

BORESCOPE VIEWTHROUGH THE

BOOSTER INLET FAN OUTLET GUIDE VANE

LONG RIGHTANGLE EXTENSION

FAN BLADE

- 5B

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FAN ANDBOOSTER

BASIC ENGINE

Page 82Feb 08


Booster stator vane assembly - borescope inspection

(5A):

Visual assessment of the booster stage 1 vane assemblyand the leading edge of the LPC rotor stage 2 bladescan be made using a borescope fitted with a long 90extension.

The outer shroud of the stage 3 vane assembly has anunplugged port (S0), at the 3.30 oclock position, forboresecope inspection of the primary airstream duct.

Stage 3 and 4 blades can be inspected through this portusing a long 90 extension.

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EFFECTIVITY



FAN AND

BOOSTERBASIC ENGINE

Page 83Feb 08

BOOSTER INSPECTION (-5A)CTC-063-050-00

2 34

FAN OUTLET GUIDE VANE

LONG RIGHTANGLEEXTENSION

FAN BLADE

BORESCOPEVIEW THROUGH

THE BOOSTER INLET

UNPLUGGEDBORESCOPE PORT S0

- 5A

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FAN ANDBOOSTER

BASIC ENGINE

Page 84Feb 08

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EFFECTIVITY



NO 1 & 2 BEARING

SUPPORT MODULEBASIC ENGINE

Page 85May 07

NO 1 AND NO 2 BEARING SUPPORT MODULE

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NO 1 & 2 BEARINGSUPPORT MODULE

BASIC ENGINE

Page 86May 07

NO 1 AND 2 BEARING SUPPORT MODULE

The No 1 and 2 bearing support module belongs to thefan 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 flangeis attached to the fan disk.

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EFFECTIVITY



NO 1 & 2 BEARING

SUPPORT MODULEBASIC ENGINE

Page 87May 07

No 1 AND No 2 BEARING SUPPORT PURPOSESCTC-063-051-01

VENTS THE

FWD SUMP

PROVIDES FAN

SPEED INDICATION

DIRECTS

LUBRICATION

BEARING

RECEIVES TORQUE

FROM LPT

SENSOR

ONE

VIBRATION

SUPPORTS

SUPPORTS

FAN AND BOOSTER

ENCLOSES

FRONT SECTION

OF FWD SUMP

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NO 1 & 2 BEARINGSUPPORT MODULE

BASIC ENGINE

Page 88May 07

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EFFECTIVITY



FAN FRAME

MODULEBASIC ENGINE

Page 89Jan 09

FAN FRAME MODULE

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FAN FRAMEMODULEBASIC ENGINE

Page 90Jan 09

FAN FRAME MODULE

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

(-5B):

The fan frame module consists of the following majorassemblies: - The fan upstream and downstream inlet cases. - The fan Outlet Guide Vane (OGV) assembly. - The fan frame. - The radial drive shaft housing.

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CFM 6 A/ B TRAINING MANUAL


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EFFECTIVITY



FAN FRAME

MODULEBASIC ENGINE

Page 91Jan 09

FAN FRAME MODULE (-5B)CTC-063-052-00

FAN CASE

UPSTREAMFAN INLET

CASE

DOWNSTREAMFAN INLET

CASE

FAN OUTLETGUIDE VANE

RADIAL DRIVESHAFT HOUSING

FANFRAME

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Page 92Jan 09

FAN FRAME MODULE

(-5A):

The fan frame module consists of the following majorassemblies: - The fan inlet case. - The fan Outlet Guide Vane (OGV) assembly. - The fan frame. - The radial drive shaft housing.

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EFFECTIVITY



FAN FRAME

MODULEBASIC ENGINE

Page 93Jan 09

FAN FRAME MODULE (-5A)CTC-063-068-00

FAN INLETCASE

FAN OUTLETGUIDE VANE

FAN FRAME

RADIAL DRIVESHAFT HOUSING

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Page 94Jan 09

FAN FRAME MODULE (CONTINUED)

The Outlet Guide Vane (OGV)

(-5B):

The OGV assembly is housed in the downstream faninlet case and its purpose is to direct and smooth thesecondary airflow to increase thrust efficiency. It alsoplays a role in noise reduction.

The assembly consists of the fan OGV inner shroud and34 twin vanes, made of composite material with a metallicleading edge.

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

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

The vane outer platforms are bolted to the downstreamfan inlet case.

A splitter fairing, which separates the primary andsecondary airflows, is bolted onto the fan OGV innershroud forward flange.

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

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EFFECTIVITY



FAN FRAME

MODULEBASIC ENGINE

Page 95Jan 09

FAN OUTLET GUIDE VANES (-5B)CTC-063-020-04

OGVINNERSHROUD

OUTERGUIDEVANE

UNPLUGGEDBORESCOPE

HOLE

S03

UNPLUGGEDBORESCOPEHOLE

S05

SPLITTERFAIRING

METALLICLEADING

EDGE

OUTER

PLATFORM

OGV

INNERPLATFORM

- 5B

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Page 96Jan 09

FAN FRAME MODULE

The Outlet Guide Vane (OGV)

(-5A):

The OGV assembly is housed in the fan inlet case andits purpose is to direct and smooth the secondary airflowto increase thrust efficiency. It also plays a role in noisereduction.

The OGV assembly consists of an iner shroud and70 individual vanes made of aluminium or compositematerial.

The OGV inner shroud is bolted to the fan frame. Its outersurface contains 70 apertures to allow passage for thevane inner platforms. The vane outer platforms are boltedto the fan case.

There is an unplugged port for borescope inspection andan aluminium alloy splitter fairing, which is attached to theforward end of the inner shroud.

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FAN FRAME

MODULEBASIC ENGINE

Page 97Jan 09

FAN OUTLET GUIDE VANES (-5A)CTC-063-053-01

FAN FRAMECASING

OUTLETGUIDE VANE

OUTERPLATFORM

INNERPLATFORM

OGV INNERSHROUD

FAN MIDACOUSTICAL

PANELS

FAN AFTACOUSTICAL

PANELS

UNPLUGGED

BORESCOPEHOLE

FAN FORWARDACOUSTICAL

PANELS

ABRADABLESHROUD

SPLITTERFAIRING

FAN INLETCASE

OGV(ALUMINIUM

ORCOMPOSITE

MATERIAL)

- 5A

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Page 98Jan 09


The fan frame outer case

The outer case is a circular welded structure connectedto the mid-box structure by 12 radial struts.

The fan frame outer case surface features:

-5B only:- the Tech Insertion Program identity plate, between 2

and 3 oclock,

-5A and -5B:- the engine data plate, at the 3 oclock position,

- 2 ground handling trunnions, at the 3 oclock and 9oclock positions,

- the No.1 bearing vibration sensor output connectorat 3 oclock position,

- the N1 speed sensor through strut 5 at 5 oclockposition,

- the forward sump drain line at 5 oclock position,

- the Transfer Gearbox (TGB) mounting pad, at the 6oclock position.

The outer case front flange supports and centers the faninlet case. Its rear flange accommodates an adaptor ringfor the secondary airflow exhaust system.

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

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FAN FRAME

MODULEBASIC ENGINE

Page 99Jan 09

FAN FRAME OUTER CASECTC-063-100-00

ESN

Reference KIT (SB)

Other Information

CFM declines responsibility forany data marked on this plate,not expressly provided by CFM

DATE(MM/DD/YY)

DATE(MM/DD/YY)

N1 TRIM Values

CFM56-

VERSION

- 5B ONLY

TECH INSERTION

ID PLATE

TGB AT

6 OCLOCK

FAN INLET CASE

SECURING FLANGET/R ADAPTOR RINGS

CORE ENGINE

SECURING

FLANGE

N1 SPEED SENSOR

& FWD SUMPDRAIN LINE

THROUGH

STRUT 5

ENGINE

DATA PLATE

FRONT HANDLING

TRUNNION

& No.1 BRG

VIB SENSOR

OUTPUT

CONNECTOR

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CORE ENGINE

MAJOR MODULEBASIC ENGINE

Page 101

May 07

CORE ENGINE MAJOR MODULE

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CORE ENGINEMAJOR MODULE

BASIC ENGINE

Page 102May 07


The core engine is a high pressure, high speed, gasgenerator that produces the power to drive the engine.

Fan discharge air is compressed in the High PressureCompressor (HPC), heated and expanded in thecombustion chamber. It is then directed by the HighPressure Turbine (HPT) nozzles onto the HPT rotor.Energy not extracted from the gas stream by the HPTrotor is used to drive the Low Pressure Turbine (LPT), fanrotors and booster.

In running conditions, the core engine also provides a

torque to drive the accessories installed on the AGB.

During engine start an Air Starter drives the core enginethrough the accessory drive system.

The forward end of the core is supported by the No 3 balland roller bearings, located in the Fan Major Module.

The aft end is supported by the No 4 roller bearing,located in the LPT Major Module.

The core engine consists of the following:

The HPC.- HPC rotor.- HPC front stator.- HPC rear stator.

The combustion section.- Combustor casing.- Combustion chamber.

The HPT.

- HPT nozzle.- HPT rotor.- HPT shroud & Stage 1 LPT nozzle.

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CORE ENGINE

MAJOR MODULEBASIC ENGINE

Page 103

May 07

CORE ENGINE MAJOR MODULECTC-063-039-01

HPCROTOR

AIR DUCT

HIGH PRESSURETURBINE ROTOR

No 4 BEARING

HIGH PRESSURETURBINE SHROUDS

STAGE 1 LPTNOZZLES

HIGH PRESSURETURBINE NOZZLES

COMBUSTIONCASE

FUEL NOZZLES

COMBUSTOR

HPC STATOR

HIGH PRESSURECOMPRESSOR STATOR

IGB & No 3 BEARING

HIGH PRESSURECOMPRESSOR ROTOR

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CORE ENGINEMAJOR MODULE

BASIC ENGINE

Page 104May 07

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HIGH PRESSURE

COMPRESSORBASIC ENGINE

Page 105

Feb 08

HIGH PRESSURE COMPRESSOR

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HIGH PRESSURECOMPRESSOR

BASIC ENGINE

Page 106Feb 08


The compressor rotor

The compressor rotor increases the velocity of fanbooster discharge air, which is pressurized by the statorbefore entering the combustion section.

It is housed in the compressor case and the rotor frontend is supported by the No 3 bearing.

Its rear end is bolted to the HPT front shaft, through therear rotating (CDP) air seal.

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HIGH PRESSURE


Page 107

Feb 08

HP COMPRESSOR ROTORCTC-063-056-00

REAR ROTATING(CDP) AIR SEAL

HPTFRONT SHAFT

FRONT SHAFT

SUPPORTED BY

THE No 3 BEARING

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BASIC ENGINE

Page 108Feb 08

Air is bled from ...

(-5A):the 5th stage(-5B):the 4th and 5th stages

(-5A, -5B)...for various purposes and at various locations asdetailed below:

- For nacelle anti-icing, through 1 port at 3 oclock,

- For customer use, through 1 port at 9 oclock,

- For LPT nozzle cooling, through 4 tubes at 2, 4, 8and 10 oclock,

- For HPT clearance control, through 1 port at 3oclock.

The front stator case

The upper and lower cases of the front stator are boltedtogether.

The front stator case encloses the first 5 stages ofthe HPC rotor and the rear stator case, which in turnencloses stages 6 to 9.

At the location where it accommodates the variablestages (IGV and VSVs), the outer case has individualraised bosses which add extra depth to accommodate

the trunnions of the variable vanes.

Otherwise, the outer case is thin in order to save weight.

At 5 oclock, the lower case has a series of plugged portsfor borescope inspection of the rotor blades (one plug perstage).

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HIGH PRESSURE


Page 109

Feb 08

HPC FRONT STATOR DESIGNCTC-063-057-02

LOWER CASE

BLEED PORTS

BORESCOPE

PORTS

HPC FRONTSTATOR ASSY

HPC ROTORASSY

UPPERCASE

BORESCOPEPORTS

CUSTOMERBLEED

BLEED PORTFOR LPT1 NOZZLECOOLING (x4)

NACELLE

ANTI-ICE & HPTCC(3 OCLOCK)

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THE HIGH PRESSURE COMPRESSOR (CONTINUED)


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BASIC ENGINE

Page 110Feb 08

( )

The rear stator

The rear stator case is made of two halves boltedtogether.

It houses three fixed vanes stages 6-8 and is installedinside the front stator casing.

The HPC fixed vane stage 9 is part of the combustioncase.

(-5B):

The rear stator aft flange is cantilever mounted on theinner flange of the rear stator support.

The rear stator support outer flange is installed betweenthe front stator and the combustor case.

All flanges are close tolerance rabbeted diameters andare bolted to make a strong assembly.

The forward end of the rear stator assembly is heldradially by a pilot diameter at stage 5 of the front statorcase. This gives accurate concentricity between the frontand rear stator case assemblies.

(-5A):

The rear stator aft flange is cantilever installed to theinner flange of the compressor discharge pressure (CDP)bulkhead and the combustor case.

The CDP bulkhead is installed between the front statorand combustor case.

All flanges are bolted, close-tolerance rabbeted diametersmaking a strong assembly, with accurate concentricitywith the combustor case.

The forward end of the rear stator assembly is heldradially by 5 manifold brackets installed on the front statorcase.

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HIGH PRESSURE


Page 111

Feb 08

HPC REAR STATORCTC-063-058-00

- 5A- 5B

CDP BULKHEAD

HPC REARSTATOR CASING

STAGE 6-8

STAGE 9STAGE 9

HPC REARSTATOR CASING

STAGE 6-8

REAR STATORSUPPORT

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THE HIGH PRESSURE COMPRESSOR (CONTINUED)


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BASIC ENGINE

Page 112Feb 08

Borescope ports

There are 9 plugged borescope ports on the lower statorcase, at approximately the 5 oclock position, and theyare numbered S1 thru S9, where S1 is the most forward.

S7, S8 and S9 plugs have a particular design. They aredouble plugs.

The inner thread engages the HPC rear stator case,while the outer thread is tightened on the HPC case.

A spring-loaded system enables the outer plug to drivethe inner plug.

Both the inner and outer plugs have specific torquevalues.

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HIGH PRESSURE


Page 113

Feb 08

HPC BORESCOPE PORTSCTC-063-031-00

S9 BORESCOPE PLUG ASSEMBLY( S7 TO S9 )

S6 BORESCOPE PLUG( S1 TO S6 )

S9S7S8

S1S2

S3S4S5S6

S1 TO S9

AFT LOOKING FORWARD

TOP VERTICALS1

S5S6

S2

S3

S4

S9

S8

S7

FWD

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BASIC ENGINE

Page 114Feb 08

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EFFECTIVITY


COMBUSTION

SECTIONBASIC ENGINE

Page 115

Feb 08

COMBUSTION SECTION

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THE COMBUSTION SECTION


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COMBUSTIONSECTIONBASIC ENGINE

Page 116Feb 08

The combustion section is located between the HighPressure Compressor (HPC) and the Low PressureTurbine (LPT).

Air from the HPC is mixed with fuel, supplied by 20 fuelnozzles.

During the starting sequence, or when required, themixture is ignited by 2 igniter plugs, in order to producethe necessary energy to drive the turbine rotors.Residual energy is converted into thrust.

The combustion section also supplies HPC 9th

stagebleed air for both aircraft and engine use.

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COMBUSTION

SECTIONBASIC ENGINE

Page 117

Feb 08

COMBUSTION SECTIONCTC-063-022-04

ENERGY

LPT STATOR

HIGH PRESSURETURBINE

9th. STAGEBLEED AIR

ANNULARCOMBUSTION

CHAMBER

IGNITER PLUGSx2

FUEL NOZZLEx20

HPTCCBLEED AIR

- 5A

- 5A

- 5B

- 5B

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THE COMBUSTION SECTION


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Page 118Feb 08

The fuel nozzles are supplied by the following equipment,which is attached to the case:

- A fuel supply manifold (Y-tubes).

(-5B):- 2 fuel manifold halves.

(-5A):- 4 fuel manifold halves.

The combustion case also has:- 6 borescope ports.

- 4 customer bleed ports.- 4 ports for LPT stage 1 cooling.- 3 ports for HPT clearance control air, 1 for source air

and 2 for the introduction of air to the shrouds.

(-5B):- 2 ports for TBV, 1 for source and 1 for introduction

(not shown).

(-5A):

- 2 ports for start bleed, 1 for source and 1 forintroduction (not shown).

The combustion case

The combustion case provides the structural interface

between the HPC, the combustor and the LPT.

It provides 9th stage bleed air for both engine and aircraftuse.

It incorporates the compressor Outlet Guide Vanes(OGV) and a diffuser, which slows down HPC airflow priorto delivering it into the combustion area, thus improvingcombustion efficiency.

The combustion case features:- Mounting pads for fuel nozzles, pressure and

temperature sensors and igniter plugs.- Mounting pads for air bleed for the customer,

starting, clearance control and turbine coolingsystems.

The combustion case is a weldment structure.

The mounting pads accomodate 20 fuel nozzles aroundthe outer surface and 2 igniters, which are at the 4 and 8oclock positions.

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Page 119

Feb 08

COMBUSTION CASE DESIGNCTC-063-059-02

HPTCC AIRTO HPT SHROUD

BORESCOPEBOSSES (x4)

T3 PAD AFT FLANGE

FUEL NOZZLEPAD (x20)

PS3 PAD

BORESCOPEBOSSES (x2)

COOLING AIRTO LPT STAGE 1 (x4)

IGNITER BOSS (x2)

9TH STAGE BLEED AIR

OUTLETGUIDEVANES

DIFFUSER

FUEL NOZZLES (x20) AND MANIFOLDS

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THE COMBUSTION SECTION (CONTINUED)


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Page 120Feb 08

The combustion chamber

The combustion chamber is a short annular structure

housed in the combustion case.

It is installed between the HPC stator stage 9 and theHPT nozzle.

The swirl nozzles and the liners, which provide additionalcombustion and cooling air, produce an efficient fuel/airmixture providing a uniform combustion pattern and lowthermal stresses.

It consists of:- The swirl fuel nozzles and deflectors (the dome).- The outer and inner cowls.- The outer and inner liners.

The swirl nozzles and dome

The dome is made of both cast and machined

components.

It is bolted at its inner and outer ends to the liners andcowls.

The dome contains the spectacle plate, which supports20 primary swirl nozzles, 20 secondary swirl nozzles,sleeves and deflectors.

The swirl nozzles, sleeves and deflectors mix air and fuel.

The surface of the dome is cooled by a layer of air fromthe HPC discharge (CDP) airflow.

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Page 121

Feb 08

COMBUSTION CHAMBERCTC-063-060-00

HPT NOZZLE

SECONDARY SWIRL NOZZLE

SWIRL FUELNOZZLE

INNER COWL

OUTERCOWL

PRIMARY SWIRL NOZZLE

SLEEVE

DEFLECTOR

INNER LINER

SPECTACLEPLATE

OUTER LINER

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THE COMBUSTION SECTION (CONTINUED)


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Page 122Feb 08

Borescope ports

There are 4 plugged borescope ports (S12, S13,

S14, S15) around the combustion case, which enableinspection of the combustion chamber.

Two other ports are available, using the spark igniterports S10 and S11, which can also be used to inspect theHigh Pressure Turbine (HPT) blades.

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Page 123

Feb 08

COMBUSTION CASE BORESCOPE PORTSCTC-063-032-02

COMBUSTION CASE

BORESCOPE PORTLOCATIONS (ALF)

S10

IGNITERS11IGNITERS14

S12

S13

S15

IGNITER (S10, S11)

FWDBORESCOPE PLUGS12, S13, S14, S15

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Page 124Feb 08

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EFFECTIVITY


TURBINESSECTIONBASIC ENGINE

Page 125

May 07

TURBINES SECTION

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TURBINESSECTIONBASIC ENGINE

Page 126May 07

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HIGH PRESSURE TURBINE (HPT)


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HIGH PRESSURETURBINEBASIC ENGINE

Page 128Feb 08

The HPT converts the kinetic energy of gasses from thecombustion chamber into torque to drive the HPC.

It is housed in the combustion case and is a single-stageair cooled assembly that consists of:

- The HPT nozzle.- The HPT rotor.- The HPT shroud and stage 1 LPT nozzle.

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HIGH PRESSURETURBINEBASIC ENGINE

Page 129

Feb 08

HIGH PRESSURE TURBINECTC-063-023-03

No 4 BEARING

LPT CASE

HPT NOZZLE

HPT SHROUD

HPT SHAFT

ST

Ctc-063 Basic Engine

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Transcript of Ctc-063 Basic Engine