CFM 56 - 5C Basic-Engine

TRAINING MANUAL CFM56-5C

BASIC ENGINE

JANUARY 2002

CTC-134 Level 4

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CFM56-5C

TRAINING MANUAL

BASIC ENGINE

Published by CFMI CFMI Customer Training Center Snecma Services - Snecma Group Direction de l’Après-Vente Civile MELUN-MONTEREAU Aérodrome de Villaroche B.P. 1936 77019 - MELUN-MONTEREAU Cedex FRANCE

EFFECTIVITY ALL CFM56-5C ENGINES FOR A340 CFMI PROPRIETARY INFORMATION

CFMI Customer Training Services GE Aircraft Engines Customer Technical Education Center 123 Merchant Street Mail Drop Y2 Cincinnati, Ohio 45246 USA

GENERAL

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CFM56-5C

TRAINING MANUAL

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GENERAL

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CFM56-5C

TRAINING MANUAL

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


GENERAL

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CFM56-5C

TRAINING MANUAL



GENERAL

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CFM56-5C

TRAINING MANUAL

TABLE OF CONTENTS


CONTENTS BASIC ENGINE

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CFM56-5C

Chapter

Section

TRAINING MANUAL

Page

Table of Contents

1 to 4

Lexis

1 to 8

Intro

1 to 8

72-00-00

Engine General

1 to 12

72-00-01

Fan Major Module

1 to 6

72-21-00

Fan and Booster

1 to 30

72-22-00

No.1 and No.2 Bearing Support Module

1 to 30

72-23-00

Fan Frame Module

1 to 28

72-00-02

Core Engine Major Module

1 to 4

72-30-00

High Pressure Compressor

1 to 4

72-31-00

Compressor Rotor

1 to 24

72-32-00

Compressor Front Stator

1 to 18

72-33-00

Compressor Rear Stator

1 to 10

72-40-00

Combustion Section

1 to 6



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EFG Chapter

CFM56-5C

Section

TRAINING MANUAL

Page

72-41-00

Combustion Case

1 to 6

72-42-00

Combustion Chamber

1 to 10

72-50-00

High Pressure Turbine

1 to 4

72-51-00

High Pressure Turbine Nozzle

1 to 12

72-52-00

High Pressure Turbine Rotor

1 to 18

72-53-00

High Pressure Turbine Shroud and Stage 1 Nozzle

1 to 16

72-00-03

Low Pressure Turbine Major Module

1 to 4

72-54-00

LPT Rotor/Stator Module

1 to 30

72-55-00

LPT Shaft Module

1 to 16

72-56-00

Turbine Frame Module

1 to 10

72-60-00

Accessory Drive Major Module

1 to 4

72-61-00

Inlet Gearbox

1 to 12

72-62-00

Transfer Gearbox

1 to 12



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CFM56-5C

Section Accessory Gearbox


TRAINING MANUAL

Page 1 to 14


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TRAINING MANUAL

ABBREVIATIONS & ACRONYMS

EFFECTIVITY ALL CFM56-5C ENGINES FOR A340

TOC

CFMI PROPRIETARY INFORMATION

LEXIS

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CFM56-5C

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A A/C AC ACARS ACMS ACS ADC ADEPT ADIRS AGB AIDS ALF ALT AMB AMM AOG APU ARINC ATA ATHR ATO

AIRCRAFT ALTERNATING CURRENT AIRCRAFT COMMUNICATION ADDRESSING and REPORTING SYSTEM AIRCRAFT CONDITION MONITORING SYSTEM AIRCRAFT CONTROL SYSTEM AIR DATA COMPUTER AIRLINE DATA ENGINE PERFORMANCE TREND AIR DATA AND INERTIAL REFERENCE SYSTEM ACCESSORY GEARBOX AIRCRAFT INTEGRATED DATA SYSTEM AFT LOOKING FORWARD ALTITUDE AMBIENT AIRCRAFT MAINTENANCE MANUAL AIRCRAFT ON GROUND AUXILIARY POWER UNIT AERONAUTICAL RADIO, INC. (SPECIFICATION) AIR TRANSPORT ASSOCIATION AUTO THRUST ABORTED TAKE OFF

B BITE BMC BPRV BSI BSV BVCS C CBP CCDL CCFG CCU CCW CDP CFDIU CFDS CFMI Ch A Ch B CMC CMM CMS CG


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TRAINING MANUAL

BUILT IN TEST EQUIPMENT BLEED MONITORING COMPUTER BLEED PRESSURE REGULATING VALVE BORESCOPE INSPECTION BURNER STAGING VALVE BLEED VALVE CONTROL SOLENOID

(HP) COMPRESSOR BLEED PRESSURE CROSS CHANNEL DATA LINK COMPACT CONSTANT FREQUENCY GENERATOR COMPUTER CONTROL UNIT COUNTER CLOCKWISE (HP) COMPRESSOR DISCHARGE PRESSURE CENTRALIZED FAULT DISPLAY INTERFACE UNIT CENTRALIZED FAULT DISPLAY SYSTEM JOINT GE/SNECMA COMPANY (CFM INTERNATIONAL) channel A channel B CENTRALIZED MAINTENANCE COMPUTER COMPONENT MAINTENANCE MANUAL CENTRAL MAINTENANCE SYSTEM CENTER OF GRAVITY

LEXIS

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CFM56-5C

cm.g CHATV CIP(HP) CIT(HP) CMS CODEP CPU CRT CSD CSI CSN Cu.Ni.In CW

CENTIMETER x GRAMS CHANNEL ACTIVE COMPRESSOR INLET PRESSURE COMPRESSOR INLET TEMPERATURE CENTRALIZED MAINTENANCE SYSTEM HIGH TEMPERATURE COATING CENTRAL PROCESSING UNIT CATHODE RAY TUBE CONSTANT SPEED DRIVE CYCLES SINCE INSTALLATION CYCLES SINCE NEW COPPER.NICKEL.INDIUM CLOCKWISE

D DC DCU DISC DIU DMC DMU DPU DRT

DIRECT CURRENT DATA CONVERSION UNIT DISCRETE DIGITAL INTERFACE UNIT DISPLAY MANAGEMENT COMPUTER DATA MANAGEMENT UNIT DIGITAL PROCESSING MODULE DE-RATED TAKE-OFF

E EBU

ENGINE BUILDUP UNIT


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TRAINING MANUAL

ECAM

ELECTRONIC CENTRALIZED AIRCRAFT MONITORING ECU ELECTRONIC CONTROL UNIT EFH ENGINE FLIGHT HOURS EFIS ELECTRONIC FLIGHT INSTRUMENT SYSTEM EGT EXHAUST GAS TEMPERATURE EICAS ENGINE INDICATING AND CREW ALERTING SYSTEM EIS ELECTRONIC INSTRUMENT SYSTEM EIVMU ENGINE INTERFACE AND VIBRATION MONITORING UNIT EMF ELECTROMOTIVE FORCE EMI ELECTRO MAGNETIC INTERFERENCE EMU ENGINE MAINTENANCE UNIT (E)EPROM (ELECTRICALLY) ERASABLE PROGRAMMABLE READ ONLY MEMORY ESN ENGINE SERIAL NUMBER F FAA FADEC FAR FDRS FDU

FEDERAL AVIATION AGENCY FULL AUTHORITY DIGITAL ENGINE CONTROL FUEL/AIR RATIO FLIGHT DATA RECORDING SYSTEM FIRE DETECTION UNIT

LEXIS

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FEIM

CFM56-5C

FRV FWC FWD

FIELD ENGINEERING INVESTIGATION MEMO FAN FRAME/COMPRESSOR CASE VERTICAL (VIBRATION SENSOR) FLIGHT IDLE (F/I) FORWARD LOOKING AFT FLEXIBLE TAKE OFF FLIGHT MANAGEMENT AND GUIDANCE COMPUTER FLIGHT MANAGEMENT SYSTEM FUEL METERING VALVE FOREIGN OBJECT DAMAGE FRONT PANEL ASSEMBLY FLUORESCENT PENETRANT INSPECTION FUEL RETURN VALVE FAULT WARNING COMPUTER FORWARD

G GE GEM GI g.in GMT GSE

GENERAL ELECTRIC GROUND-BASED ENGINE MONITORING GROUND IDLE (G/I) GRAM x INCHES GREENWICH MEAN TIME GROUND SUPPORT EQUIPMENT

H HCF HCU

HIGH CYCLE FATIGUE HYDRAULIC CONTROL UNIT

FFCCV FI FLA FLX TO FMGC FMS FMV FOD FPA FPI


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HMU HDS HP HPC HPCR HPSOV HPT HPTC HPT(A)CC HPTCCV HPTR HPRV Hz I IDG ID PLUG IFSD IGB IGN IGV in. I/O IOM IPCV IR

TRAINING MANUAL HYDROMECHANICAL UNIT HORIZONTAL DRIVE SHAFT HIGH PRESSURE HIGH PRESSURE COMPRESSOR HIGH PRESSURE COMPRESSOR ROTOR HIGH PRESSURE SHUTOFF VALVE HIGH PRESSURE TURBINE HIGH PRESSURE TURBINE CLEARANCE HIGH PRESSURE TURBINE (ACTIVE) CLEARANCE CONTROL HIGH PRESSURE TURBINE CLEARANCE CONTROL VALVE HIGH PRESSURE TURBINE ROTOR HIGH PRESSURE REGULATING VALVE HERTZ (CYCLES PER SECOND)

INTEGRATED DRIVE GENERATOR IDENTIFICATION PLUG IN FLIGHT SHUT DOWN INLET GEARBOX IGNITION INLET GUIDE VANE INCH INPUT/OUTPUT INPUT OUTPUT MODULE INTERMEDIATE PRESSURE CHECK VALVE INFRA RED

LEXIS

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CFM56-5C

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K K L lbs. LCF LE (L/E) L/H LP LPC LPT LPTC LPT(A)CC LPTR LRU LVDT

M MO MCD MCDU MCL MCT MDDU MEC

X 1000 POUNDS, WEIGHT LOW CYCLE FATIGUE LEADING EDGE LEFT HAND LOW PRESSURE LOW PRESSURE COMPRESSOR LOW PRESSURE TURBINE LOW PRESSURE TURBINE CLEARANCE LOW PRESSURE TURBINE (ACTIVE) CLEARANCE CONTROL LOW PRESSURE TURBINE ROTOR LINE REPLACEABLE UNIT LINEAR VARIABLE DIFFERENTIAL TRANSFORMER

AIRCRAFT SPEED MACH NUMBER MAGNETIC CHIP DETECTOR MULTIPURPOSE CONTROL AND DISPLAY UNIT MAXIMUM CLIMB MAXIMUM CONTINUOUS MULTIPURPOSE DISK DRIVE UNIT MAIN ENGINE CONTROL


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mm. MMEL MTBF MTBR

TRAINING MANUAL MILLIMETERS MAIN MINIMUM EQUIPMENT LIST MEAN TIME BETWEEN FAILURES MEAN TIME BETWEEN REMOVALS

N N1 (NL)

LOW PRESSURE ROTOR ROTATIONAL SPEED N1ACT ACTUAL N1 N1DMD DEMANDED N1 N1CMD COMMANDED N1 N1TARGET TARGETED FAN SPEED N2 (NH) HIGH PRESSURE ROTOR ROTATIONAL SPEED N2ACT ACTUAL N2 NVM NON VOLATILE MEMORY O OAT OGV OSG P P0 P/T25 PCU

OUTSIDE AIR TEMPERATURE OUTLET GUIDE VANE OVERSPEED GOVERNOR

AMBIENT STATIC PRESSURE HP COMPRESSOR INLET TOTAL AIR PRESSURE/TEMPERATURE PRESSURE CONVERTER UNIT

LEXIS

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PLA PMC PMUX PS12 PS13 PS3HP psi psia psid psig PSM PSS PSU PT PT2

Q QAD QTY R RAC/SB RACC RAM RCC

CFM56-5C POWER LEVER ANGLE POWER MANAGEMENT CONTROL PROPULSION MULTIPLEXER FAN INLET STATIC AIR PRESSURE FAN OUTLET STATIC AIR PRESSURE COMPRESSOR DISCHARGE STATIC AIR PRESSURE POUNDS PER SQUARE INCH POUNDS PER SQUARE INCH ABSOLUTE POUNDS PER SQUARE INCH DIFFERENTIAL POUNDS PER SQUARE INCH GAGE POWER SUPPLY MODULE (ECU) PRESSURE SUB-SYSTEM POWER SUPPLY UNIT TOTAL PRESSURE FAN INLET TOTAL AIR PRESSURE (PRIMARY FLOW)

QUICK ATTACH DETACH QUANTITY

ROTOR ACTIVE CLEARANCE/START BLEED ROTOR ACTIVE CLEARANCE CONTROL RANDOM ACCESS MEMORY REMOTE CHARGE CONVERTER


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RDS R/H RPM RTD RTV RVDT S SAV SB SCU SDI SDU SER SFC SG SLS SMM SMP S/N SNECMA

SOL SOV S/R S/V

TRAINING MANUAL RADIAL DRIVE SHAFT RIGHT HAND REVOLUTIONS PER MINUTE RESISTIVE THERMAL DEVICE ROOM TEMPERATURE VULCANIZING (MATERIAL) ROTARY VARIABLE DIFFERENTIAL TRANSFORMER STARTER AIR VALVE SERVICE BULLETIN SIGNAL CONDITIONING UNIT SOURCE/DESTINATION IDENTIFIER (BITS) (CF ARINC SPEC) SOLENOID DRIVER UNIT SERVICE EVALUATION REQUEST SPECIFIC FUEL CONSUMPTION SPECIFIC GRAVITY SEA LEVEL STANDARD (CONDITIONS : 29.92 in.Hg / 59°F) STATUS MATRIX SOFTWARE MANAGEMENT PLAN SERIAL NUMBER SOCIETE NATIONALE D’ETUDE ET DE CONSTRUCTION DE MOTEURS D’AVIATION SOLENOID SHUT-OFF VALVE SERVICE REQUEST SHOP VISIT

LEXIS

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SVR SW

CFM56-5C SHOP VISIT RATE SOFTWARE

T T12 T3

FAN INLET TOTAL AIR TEMPERATURE HP COMPRESSOR DISCHARGE AIR TEMPERATURE T49.5 EXHAUST GAS TEMPERATURE T5 LOW PRESSURE TURBINE DISCHARGE TOTAL AIR TEMPERATURE TAT TOTAL AIR TEMPERATURE TBD TO BE DETERMINED T/E TRAILING EDGE T/C THERMOCOUPLE TC (T Case) HP TURBINE CASE TEMPERATURE TCC TURBINE CLEARANCE CONTROL TCJ TEMPERATURE COLD JUNCTION TECU ELECTRONIC CONTROL UNIT INTERNAL TEMPERATURE TGB TRANSFER GEARBOX Ti TITANIUM TLA THROTTLE LEVER ANGLE TM TORQUE MOTOR TMC TORQUE MOTOR CURRENT TO/GA TAKE OFF/GO AROUND T/O TAKE OFF T oil OIL TEMPERATURE


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TPU T/R TRA TRDV

TRAINING MANUAL

TSI TSN TTL

TRANSIENT PROTECTION UNIT THRUST REVERSER THROTTLE RESOLVER ANGLE THRUST REVERSER DIRECTIONAL VALVE THRUST REVERSER PRESSURIZING VALVE TIME SINCE INSTALLATION (HOURS) TIME SINCE NEW (HOURS) TRANSISTOR TRANSISTOR LOGIC

U UER

UNSCHEDULED ENGINE REMOVAL

TRPV

V VAC VBV VDC VDT VRT VSV

VOLTAGE, ALTERNATING CURRENT VARIABLE BLEED VALVE VOLTAGE, DIRECT CURRENT VARIABLE DIFFERENTIAL TRANSFORMER VARIABLE RESISTANCE TRANSDUCER VARIABLE STATOR VANE

W WDM WFM WOW

WATCHDOG MONITOR WEIGHT OF FUEL METERED WEIGHT ON WHEEL

LEXIS

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CFM56-5C

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TRAINING MANUAL

ENGLISH/METRIC CONVERSIONS METRIC/ENGLISH CONVERSIONS

1 mile = 1.609 km 1 km = 0.621 mile

1 lb = 0.454 kg 1 kg =2.205 lbs

1 ft = 0.3048 m or 30.48 cm 1 m = 3.281 ft. or 39.37 in.

1 psi = 6.890 kPa or 6.89 x 10-2 bar 1 Pa = 1.45 x 10-4 psi 1 kPa = 0.145 psi or 0.01 bar 1 bar = 14.5 psi

1 in. = 0.0254 m or 2.54 cm 1 cm = 0.3937 in. 1 mil. = 25.4 10-6 m or 25.4mm 1 mm = 39.37 mils.

°F = 1.8 x °C + 32 °C = ( °F - 32 ) /1.8

1 in.2 = 6.45 cm² 1 m² = 10.76 sq. ft. 1 cm² = 0.155 sq.in. 1 USG = 3.785 l ( dm³ ) 1 in.3 = 16.39 cm³ 1 m³ = 35.31 cu. ft. 1 dm³ = 0.264 US gallon 1 cm³ = 0.061 cu.in.


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LEXIS

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CFM56-5C

TRAINING MANUAL

INTRODUCTION TO THE CFM56 FAMILY


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INTRO BASIC ENGINE

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CFM56-5C

TRAINING MANUAL


The CFM56 engine, a high by-pass, dual rotor, axial flow advanced technology turbofan, was designed in the mid 70’s. It is a product of CFMI. CFM International is a company jointly owned by GENERAL ELECTRIC (GE) of the USA, and SOCIETE NATIONALE D’ETUDE ET DE CONSTRUCTION DE MOTEURS D’AVIATION (SNECMA) of France. CFMI, with the full backing of parent companies holding equal shares, has a dual function: - Overall program management, on behalf of both GE and SNECMA. - Single interface with customers for marketing and product support.


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INTRO BASIC ENGINE

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CFM56-5C

TRAINING MANUAL

DESIGN DEVELOPMENT MANUFACTURING ASSEMBLY

Jointly owned company Uses all GENERAL ELECTRIC and SNECMA resources... ...With work split 50/50

One program manager One customer interface

MARKETING

PRODUCT SUPPORT

CUSTOMER SATISFACTION

CTC-134-001-00

CFM INTERNATIONAL ORGANIZATION


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INTRO BASIC ENGINE

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CFM56-5C

TRAINING MANUAL


Engine Application The following chart shows the various engine models for the Airbus A340 aircraft. The engine used on this aircraft is the CFM56-5C, which has several different thrust ratings. Ranging from 31200 to 34000 lbs of thrust, the CFM565C is offered by CFMI as the power source for the Airbus A340.


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INTRO BASIC ENGINE

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CFM56-5C

TRAINING MANUAL

CFM56-5C2 (31,200 lbs) CFM56-5C3 (32,500 lbs) CFM56-5C4 (34,000 lbs)

CTC-134-002-00

CFM56-5C FOR AIRBUS APPLICATIONS


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INTRO BASIC ENGINE

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CFM56-5C

TRAINING MANUAL

CFM56-5C MAIN CHARACTERISTICS Type of engine

Turbo fan

Performance

5C2

5C3

5C4

Arrangement

Two spool axial flow

- Take-off thrust (SLS)

31200

32500

34000

Rotation

Clockwise (ALF)

- Take-off flat rated Temperature °F/°C

86/30

86/30

86/30

- Max Continuous

28300

29400

30060

- By-pass ratio

6.6

6.5

6.4

- EGT red line std T/O °F/°C

1619/882 1625/885 1621/883

- 100% N1 (LP rotational speed)

4784

4784

4784

- N1 speed limit (red line) 4800

4800

4985

- 100% N2 (HP rotational speed)

14460

14460

14460

- N2 speed limit (red line) 15183

15183

15183

Compressors Low Pressure: Fan Booster High Pressure: HP Compressor

Stage 1 Stages 2 to 5 Stages 1 to 9

Combustion chamber

Annular SAC

Turbines - HP Turbine - LP Turbine

Stage 1 Stages 1 to 5

Weight

3990 kg (8796 lbs)

Overall dimensions - Length - Height - Width

2.99m (116.68 ins) 2.25m (88.6 ins) 1.98m (76.6 ins)


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INTRO BASIC ENGINE

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CFM56-5C

CFM56-5C

CTC-134-003-00


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TRAINING MANUAL


INTRO BASIC ENGINE

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INTRO BASIC ENGINE

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CFM56-5C

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TRAINING MANUAL

ENGINE GENERAL


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72-00-00 BASIC ENGINE

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CFM56-5C

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TRAINING MANUAL

ENGINE GENERAL CONCEPT

The CFM56-C 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) and then produces approximately 20% of the total thrust. The secondary airflow passes through the outer portion of the fan blades, the Outlet Guide Vanes (OGV’s) 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 6.4:1 and 6.6:1, depending on the engine model, which means that the secondary airflow takes in between 6.4 and 6.6 times more air than the primary airflow. EFFECTIVITY ALL CFM56-5C ENGINES FOR A340 CFMI PROPRIETARY INFORMATION

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CFM56-5C

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TRAINING MANUAL

SECONDARY FLOW

PRIMARY FLOW

THRUST REVERSER

DESIGN AND OPERATION

CTC-134-004-01


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CFM56-5C

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TRAINING MANUAL


The CFM56-5C 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.

- Spectrometric oil analysis program (S.O.A.P.): oil is sampled from the oil tank, and an analysis is made of all microscopic (smaller than 10 microns) metal particles it contains. The nature and concentration of metal found indicates the beginning of parts damage. - 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.

- 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. EFFECTIVITY ALL CFM56-5C ENGINES FOR A340 CFMI PROPRIETARY INFORMATION

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TRAINING MANUAL

TREND MONITORING

VIBRATION MONITORING

BORESCOPE INSPECTION LUBE PARTICLE ANALYSIS

CONDITION MONITORING

CTC-134-005-00


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S.O.A.P.



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TRAINING MANUAL


The CFM56-5C 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.


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TRAINING MANUAL 5 BEARINGS

LP SYSTEM

ACCESSORY DRIVE SYSTEM

2 FRAMES HP SYSTEM 2 SUMPS


CTC-134-006-01


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TRAINING MANUAL


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


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CFM56-5C

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TRAINING MANUAL

FAN FRAME

TURBINE FRAME REAR SUMP FORWARD SUMP

HP SHAFT LP SHAFT

FAN SHAFT

NUMBER 1 BEARING (BALL)

NUMBER 2 BEARING (ROLLER)




MAIN ENGINE BEARINGS

CTC-214-007-01


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NUMBER 3 BEARING (BALL)



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TRAINING MANUAL


The CFM56-5C is a modular concept design engine. It has 17 different modules that are enclosed within three major modules and an accessory drive module. The 4 modules are: - The Fan Major Module - The Core Engine Major Module - The Low Pressure Turbine Major Module - The Accessory Drive Module


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TRAINING MANUAL

CORE ENGINE MAJOR MODULE FAN MAJOR MODULE

LOW PRESSURE TURBINE MAJOR MODULE

ACCESSORY DRIVE MODULE

MODULAR DESIGN

CTC-134-008-00


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TRAINING MANUAL



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CFM56-5C

TRAINING MANUAL

FAN MAJOR MODULE


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CFM56-5C

TRAINING MANUAL

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 approximately 80% of the engine thrust. - 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.


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CFM56-5C

TRAINING MANUAL

CONTAINMENT OF ENGINE FRONT SECTION MAJOR DETERIORATION

STRUCTURAL RIGIDITY IN FRONT SECTION

FAN SECTION NOISE REDUCTION

ENCLOSES FAN STAGE AND LP COMPRESSOR STAGES

ATTACHMENT FOR GEARBOXES, ENGINE/ NACELLE EQUIPMENT

ENGINE/PYLON FRONT SECTION ATTACHMENT

PROVIDES 80% THRUST SLS, STATIC CONDITIONS

ATTACHMENT FOR CORE ENGINE

FAN MAJOR MODULE PURPOSES

CTC-134-009-01


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TRAINING MANUAL

FAN MAJOR MODULE

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 (not shown).


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CFM56-5C

TRAINING MANUAL

FAN FRAME MODULE

No.1 AND No.2 BEARING SUPPORT MODULE

FAN AND BOOSTER MODULE

FAN SECTION

CTC-134-010-00


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CFM56-5C

TRAINING MANUAL



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CFM56-5C

TRAINING MANUAL

FAN AND BOOSTER


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CFM56-5C

TRAINING MANUAL

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 air’s 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.


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CFM56-5C

TRAINING MANUAL

AIR INLET COWL

FAN SECTION MODULE

AIR OVERBOARD AIR TO THE BOOSTER

FAN AND BOOSTER MODULE

CTC-134-011-01


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CFM56-5C

TRAINING MANUAL

FAN AND BOOSTER

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.


TOC


Page 4 Jan 02

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CFM56-5C

TRAINING MANUAL

FAN ROTOR

BOOSTER

SPINNER REAR CONE

SPINNER FRONT CONE

FAN AND BOOSTER DESIGN

CTC-134-012-00


TOC



Page 5 Jan 02

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CFM56-5C

TRAINING MANUAL

FAN AND BOOSTER

Spinner front cone The spinner front cone is designed to minimize ice buildup. It is at the front of the engine and is a hollow coneshaped 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.


TOC


Page 6 Jan 02

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CFM56-5C

6 MOUNTING SCREW LOCATIONS

OFFSET HOLE

INDENT MARK

TRAINING MANUAL

MOUNTING SCREW

3 JACKSCREW LOCATIONS

SPINNER FRONT CONE

CTC-134-013-00


TOC



Page 7 Jan 02

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CFM56-5C

TRAINING MANUAL

FAN AND BOOSTER

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. Unlike the name suggests, 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.

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.

It is made of aluminium alloy and protected by sulfuric anodization. The front flange has 6 line replaceable, crimped, selflocking 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.


TOC


Page 8 Jan 02

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CFM56-5C

TRAINING MANUAL

REAR FLANGE

GLUED SEAL

CRIMPED SELF - LOCKING NUTS 12 MOUNTING SCREW HOLES

JACKSCREW HOLE

REAR CONE

CTC-134-014-00


TOC



Page 9 Jan 02

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CFM56-5C

TRAINING MANUAL

FAN AND BOOSTER

Spinner rear cone (continued) Balance procedures use various weights which are in the form of balancing screws installed on the rear cones 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.


TOC


Page 10 Jan 02

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CFM56-5C

TRAINING MANUAL

FAN BLADE

FAN BLADE

SPACER FAN DISK BALANCING SCREWS

BALANCING SCREWS

SPACER

REAR CONE

CTC-134-015-00


TOC

INDENT MARK



Page 11 Jan 02

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CFM56-5C

TRAINING MANUAL

FAN AND BOOSTER

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.


TOC


Page 12 Jan 02

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CFM56-5C

TRAINING MANUAL

BOOSTER ROTOR SPOOL ATTACHMENT SPINNER REAR CONE ATTACHMENT FAN BLADE RETAINING SLOT (36)

INNER FLANGE FOR ATTACHMENT OF THE FAN SHAFT

FAN DISK

CTC-134-016-00


TOC



Page 13 Jan 02

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CFM56-5C

TRAINING MANUAL

FAN AND BOOSTER

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.


TOC


Page 14 Jan 02

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CFM56-5C

TRAINING MANUAL

SPHERICAL IMPRINT

1

1

5 5

OFFSET HOLE

BALANCE WEIGHT LOCATION

FAN DISK FRONT FLANGE

CTC-134-017-00


TOC



Page 15 Jan 02

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CFM56-5C

TRAINING MANUAL

FAN AND BOOSTER

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 23.5 ins (0.6m) 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.


TOC


Page 16 Jan 02

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CFM56-5C

TRAINING MANUAL

36 FAN BLADES

RETAINER LUG DISK

SPACER

FAN BLADES

CTC-134-018-00


TOC



Page 17 Jan 02

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CFM56-5C

TRAINING MANUAL

FAN AND BOOSTER

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 molybdenumbase 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 tungstencarbide coating. They are also lubricated with solid molybdenum-base lubricant at blade installation.


TOC


Page 18 Jan 02

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CFM56-5C

TRAINING MANUAL

MANUFACTURER CODE PART NUMBER

MOMENTUM WEIGHT

F0301 337-000-114-0

206740 F0491 J023493

TUNGSTEN CARBIDE COATING

SERIAL NUMBER SUB-CONTRACTOR NUMBER

EXAMPLE SPECIFIC INDICATIONS

FAN BLADE

TUNGSTEN CARBIDE COATING

Cu-Ni-In COATING AND MOLYBDENUM FILM

SPECIFIC INDICATIONS

FAN BLADE ROOT

CTC-134-019-00


TOC

HARD COATING SURFACE



Page 19 Jan 02

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CFM56-5C

TRAINING MANUAL

FAN AND BOOSTER

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 70 blades, stage 3 has 74 blades, stage 4 has 70 blades and stage 5 has 66 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.


TOC


Page 20 Jan 02

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CFM56-5C

BOOSTER SPOOL

TRAINING MANUAL

BOOSTER BLADES

STG 2

STG 3

STG 4

STG 5

DOVETAIL SLOT ROTATING AIR SEAL

MOUNTING FLANGE

FAN DISK

BOOSTER ROTOR

CTC-134-020-00


TOC



Page 21 Jan 02

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CFM56-5C

TRAINING MANUAL

FAN AND BOOSTER

Booster rotor (continued) The booster rotor blades, approximately 3.5-4.2ins (89107mm) long, are installed in circumferential dovetail slots and serve, primarily, to supercharge the compressor. Their platforms can be either wide or narrow to adjust circumferential clearance. 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.


TOC


Page 22 Jan 02

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CFM56-5C

TRAINING MANUAL

LOCKING BLADE LOCKING NUT

BOOSTER BLADES

CTC-134-021-00


TOC



Page 23 Jan 02

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CFM56-5C

TRAINING MANUAL

FAN AND BOOSTER

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.


TOC


Page 24 Jan 02

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CFM56-5C

TRAINING MANUAL

BOLTS

SPLITTER FAIRING OUTER SHROUD STAGE 5 VANE

INNER SHROUD

FAN FRAME

BOOSTER STATOR ASSEMBLY INTERFERENCE FIT

BOOSTER VANE ASSEMBLY

CTC-134-022-00


TOC



Page 25 Jan 02

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CFM56-5C

TRAINING MANUAL

FAN AND BOOSTER

Booster stator vane assembly (continued) Stator vane stages 1 to 5 are welded to the outer shroud and bonded on the inner shroud by the application of abradable material. 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 106 vanes, stages 2 and 3 have 124 vanes each, stage 4 has 116 vanes and stage 5 has 90 vanes.


TOC


Page 26 Jan 02

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CFM56-5C

TRAINING MANUAL

ABRADABLE AL-SI POLYESTER

1

2

3 4 5

ABRADABLE SILICON

BOOSTER VANE DESIGN

CTC-134-023-00


TOC



Page 27 Jan 02

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CFM56-5C

TRAINING MANUAL

FAN AND BOOSTER

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 4 and 5 o’clock 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.


TOC


Page 28 Jan 02

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CFM56-5C

TRAINING MANUAL

FAN OUTLET GUIDE VANE

BORESCOPE VIEW THROUGH THE BOOSTER INLET

LONG RIGHT ANGLE EXTENSION

FAN BLADE 2

3

S03

5

S05

BOOSTER INSPECTION HOLES

CTC-134-024-00


TOC

4



Page 29 Jan 02

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CFM56-5C

TRAINING MANUAL



TOC


Page 30 Jan 02

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CFM56-5C

TRAINING MANUAL



TOC



Page 1 Jan 02

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CFM56-5C

TRAINING MANUAL

NO 1 AND 2 BEARING SUPPORT MODULE

The No 1 and 2 bearing support module belongs to the fan major module and its purposes are : - 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. It is bolted to the fan frame front face and its front flange is attached to the fan disk.


TOC


Page 2 Jan 02

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CFM56-5C

SUPPORTS ONE VIBRATION SENSOR

ENCLOSES FRONT SECTION OF FWD SUMP

DIRECTS BEARING LUBRICATION

No.1 AND No.2 BEARING SUPPORT MODULE PURPOSES


TOC

VENTS THE FWD SUMP

PROVIDES FAN SPEED INDICATION

SUPPORTS FAN AND BOOSTER

CTC-134-025-01

TRAINING MANUAL



Page 3 Jan 02

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CFM56-5C

TRAINING MANUAL


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. - a forward stationary air/oil seal. - an oil manifold assembly. - 5 external pipes.


TOC


Page 4 Jan 02

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CFM56-5C

OIL MANIFOLD ASSEMBLY

TRAINING MANUAL

No.2 BRG SUPPORT

No.1 BRG SUPPORT

FORWARD STATIONARY AIR/OIL SEAL

No.2 ROLLER BEARING

FAN SHAFT

No.1 BALL BEARING

CTC-134-026-00



TOC

SUMP PRESSURIZATION TUBE (x3)



Page 5 Jan 02

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CFM56-5C

TRAINING MANUAL


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 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 o’clock 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.

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 into the scavenge oil collector.


TOC


Page 6 Jan 02

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CFM56-5C

OIL SCAVENGE

TRAINING MANUAL

No.2 BEARING SUPPORT

No. 1 BEARING SUPPORT OIL SCAVENGE TUBE

FWD SUMP OIL SCAVENGE TUBE

6 O'CLOCK FAN FRAME STRUT


CTC-134-027-01


TOC



Page 7 Jan 02

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CFM56-5C

TRAINING MANUAL


No 1 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.

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.

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.


TOC


Page 8 Jan 02

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CFM56-5C

TRAINING MANUAL

FORWARD STATIONARY AIR/OIL SEAL No.1 BRG SUPPORT OIL SEAL AIR SEAL

OUTER RACE AND BALL

INNER RACE RETAINER NUT

LOCATING SLOT FAN SHAFT

OIL BAFFLE BEARING SLEEVE

No.1 BALL BEARING

CTC-134-028-01


TOC

INNER RACE



Page 9 Jan 02

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CFM56-5C

TRAINING MANUAL


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 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 o’clock 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 o’clock position, to supply oil to the oil manifold assembly and for installation of the No 2 bearing oil nozzle.


TOC


Page 10 Jan 02

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CFM56-5C

TRAINING MANUAL

N1 SPEED SENSOR SLEEVE


AIR PRESSURE EQUALIZATION HOLE

No.1/No.2 BEARING OIL COUPLING TUBE LOCATION


CTC-134-029-00


TOC



Page 11 Jan 02

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CFM56-5C

TRAINING MANUAL


No 2 bearing 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 keywasher and a retaining ring. The N1 speed sensor ring is located between the No 2 bearing inner race and the air/oil retaining seal nut. 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.


TOC


Page 12 Jan 02

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CFM56-5C

TRAINING MANUAL

N1 SPEED SENSOR RING

SEALING RIBS

RETAINING SEAL NUT

No.2 BEARING INNER RACE

KEYWASHER

RETAINING RING

FAN SHAFT

No.2 ROLLER BEARING

CTC-134-030-00


TOC



Page 13 Jan 02

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CFM56-5C

TRAINING MANUAL


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.


TOC


Page 14 Jan 02

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CFM56-5C

TRAINING MANUAL

DRIVE SPLINES

AIR/OIL SEPARATOR LOCATION INNER SHOULDER

DRIVE SPLINES INNER SHOULDER


CRIMPED SELF-LOCKING NUTS

FAN SHAFT

CTC-134-031-00


TOC

AIR/OIL SEPARATOR



Page 15 Jan 02

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CFM56-5C

TRAINING MANUAL


Air/oil separator The air/oil separator uses centrifugal force to separate oil particles from the air. The air is then vented overboard. The separator consists of a metallic mesh filter enclosed in a box-like body. The metalic mesh is made of nickel/chromium, which allows oil particles to be collected on its outer surface, but is porous enough to let only the air pass through it. Oil vapors condense on the mesh and are subjected to centrifugal force.


TOC


Page 16 Jan 02

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CFM56-5C

TRAINING MANUAL

METALLIC FILTER ELEMENT BODY

RETAINING FLANGE OIL PARTICLES

AIR VENTED OVERBOARD

AIR/OIL SEPARATOR

CTC-134-032-01


TOC



Page 17 Jan 02

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CFM56-5C

TRAINING MANUAL


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.


TOC


Page 18 Jan 02

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CFM56-5C

TRAINING MANUAL

POSITIONING LUG

THICKER TOOTH

N1 SPEED SENSOR RING N1 SPEED SENSOR


CTC-134-033-00


TOC



Page 19 Jan 02

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CFM56-5C

TRAINING MANUAL


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 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 skins is divided into 5 independent compartments for pressurization, drainage and oil scavenge.


TOC


Page 20 Jan 02

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CFM56-5C

TRAINING MANUAL

SEAL PRESSURIZATION COMPARTMENT

ABRADABLE MATERIAL LANDS

CTC-134-034-00

OIL DRAINAGE COMPARTMENT



TOC

OIL SCAVENGE COMPARTMENT



Page 21 Jan 02

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CFM56-5C

TRAINING MANUAL


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 bearing manifold is secured to the forward inner flange 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. It has one nozzle and this is secured to the front face of the No 2 bearing support inner flange.

The No 1 & 2 bearing oil tube assembly aft end is bolted onto the front face of the No 1 bearing support’s rear inner flange. 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.


TOC


Page 22 Jan 02

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CFM56-5C

TRAINING MANUAL

OIL COUPLING TUBE No.2 BEARING OIL TUBE

No.1/2 BEARING OIL TUBE ASSEMBLY

No.2 BRG OIL NOZZLE

No.1 BRG OIL NOZZLE

CTC-134-035-01

BEARINGS LUBRICATION SYSTEM


TOC



Page 23 Jan 02

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CFM56-5C

TRAINING MANUAL


No 1 ball bearing lubrication The No 1 bearing oil manifold has two nozzles at approximately the 9 and 3 o’clock positions. 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.


TOC


Page 24 Jan 02

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CFM56-5C

TRAINING MANUAL

No.1 BEARING OIL NOZZLE (X2)

OIL FLOW

BEARING SLEEVE INNER RACE RETAINING NUT

FAN SHAFT

CTC-134-036-01

No.1 BALL BEARING LUBRICATION CIRCUIT


TOC



Page 25 Jan 02

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CFM56-5C

TRAINING MANUAL


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


TOC


Page 26 Jan 02

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CFM56-5C

TRAINING MANUAL

OIL INLET

No.2 BRG OIL NOZZLE

CTC-134-037-01

No.2 ROLLER BEARING LUBRICATION CIRCUIT


TOC



Page 27 Jan 02

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CFM56-5C

TRAINING MANUAL


External piping

Oil scavenge

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

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 o’clock position.

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 o’clock position.


TOC


Page 28 Jan 02

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CFM56-5C

TRAINING MANUAL

AIR

A

AIR PRESSURIZATION TUBE (x3)

A

FWD STATIONARY AIR/OIL SEAL

A

A B C

C

B

OIL

OIL SCAVENGE TUBE

EXTERNAL PIPING

CTC-134-038-01


TOC

OIL

DRAIN TUBE



Page 29 Jan 02

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CFM56-5C

TRAINING MANUAL



TOC


Page 30 Jan 02

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CFM56-5C

TRAINING MANUAL

FAN FRAME MODULE


TOC



Page 1 Jan 02

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CFM56-5C

TRAINING MANUAL

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.


TOC


Page 2 Jan 02

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CFM56-5C

SUPPORTS FAN INLET COWL

SUPPORTS ENGINE ACCESSORIES

TRAINING MANUAL

ENCLOSES FAN AND BOOSTER

TRANSMITS POWER PLANT THRUST TO AIRCRAFT

PROVIDES GROUND HANDLING PROVISIONS

SUPPORTS ENGINE ROTORS MECHANICAL LOADS

PROVIDES DUCTING FOR PRIMARY AND SECONDARY AIRFLOWS

PROVIDES A CONNECTION BETWEEN GEARBOXES/CORE ENGINE ROTOR

MINIMIZES FAN AREA NOISE LEVEL

CTC-214-039-01

FAN FRAME MODULE MAIN PURPOSES


TOC



Page 3 Jan 02

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CFM56-5C

TRAINING MANUAL

FAN FRAME MODULE

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


TOC


Page 4 Jan 02

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CFM56-5C

FAN FRAME

FAN CASE

FAN OUTLET GUIDE VANE

RADIAL DRIVE SHAFT HOUSING

FAN FRAME MODULE

CTC-134-040-00


TOC

TRAINING MANUAL



Page 5 Jan 02

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CFM56-5C

TRAINING MANUAL

FAN FRAME MODULE

The fan inlet case 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 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 o’clock positions, for ground handling purposes, 2 AGB mounts and various other mounting devices for engine equipment.


TOC


Page 6 Jan 02

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CFM56-5C

MOUNTING FLANGE

TRAINING MANUAL

FAN FRAME

OUTER FLANGE OUTER RIBS

OGV ASSEMBLY

ACOUSTICAL PANELS FAN ABRADABLE RUB LAND AGB / TGB MOUNT

FAN INLET CASE ASSEMBLY

CTC-134-041-00


TOC



Page 7 Jan 02

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CFM56-5C

TRAINING MANUAL

FAN FRAME MODULE

The fan inlet case The fan inlet case is a weldment structure made of steel alloy. The front outer flange provides mounts for the inlet cowl and it is attached to the fan frame outer front flange with bolts. Its inner surface houses 6 forward acoustic panels, 24 aft acoustical panels and also provides an abradable shroud which faces the fan blade tips. The fan inlet case also houses the OGV assembly. The rear face of the fan frame section provides the front mounts for the engine and the front flange for the High Pressure Compressor (HPC) section.


TOC


Page 8 Jan 02

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CFM56-5C

FAN INLET CASE

TRAINING MANUAL

FAN FRAME

STRUT

ABRADABLE SHROUD

AFT ACOUSTICAL PANEL (24)

FWD ACOUSTICAL PANEL (6)

VBV ACTUATOR

OUTLET GUIDE VANE (OGV)

FRONT ENGINE MOUNT HPC MOUNTING POSITION

FAN INLET CASE ASSEMBLY

CTC-134-042-00


TOC



Page 9 Jan 02

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CFM56-5C

TRAINING MANUAL

FAN FRAME MODULE

The Outlet Guide Vane (OGV) assembly The OGV assembly is housed in the 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.

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

The assembly consists of the fan OGV inner shroud and 35 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 35 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 fan inlet case. A splitter fairing, which separates the primary and secondary airflows, is bolted onto the fan OGV inner shroud forward flange.


TOC


Page 10 Jan 02

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CFM56-5C

OUTER PLATFORM OUTLET GUIDE VANE

TRAINING MANUAL

UNPLUGGED BORESCOPE HOLE (S03) UNPLUGGED BORESCOPE HOLE (S05)

OGV

SPLITTER FAIRING

OGV INNER SHROUD INNER PLATFORM

FAN OUTLET GUIDE VANES

CTC-134-043-00


TOC



Page 11 Jan 02

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CFM56-5C

TRAINING MANUAL

FAN FRAME MODULE

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 provide two airflow paths. - 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 accommodate the forward engine mounts, on its rear flange.


TOC


Page 12 Jan 02

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CFM56-5C

TRAINING MANUAL

THRUST REVERSER LOAD TAKE-UP ENGINE FORWARD MOUNTS HPC CASING MOUNTING

BOOSTER MODULE ATTACHMENT

No.1 AND No.2 BEARING SUPPORT LOAD TAKE-UP

No.3 BEARING SUPPORT LOAD TAKE-UP

FAN FRAME MAIN PURPOSES

CTC-134-044-00


TOC



Page 13 Jan 02

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CFM56-5C

TRAINING MANUAL

FAN FRAME MODULE

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.


TOC


Page 14 Jan 02

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CFM56-5C

TRAINING MANUAL

OUTER CASE

SECONDARY AIRFLOW

PRIMARY AIRFLOW RADIAL STRUTS

CENTER HUB

MID BOX STRUCTURE FORWARD

FAN FRAME DESIGN

CTC-134-045-01


TOC



Page 15 Jan 02

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CFM56-5C

TRAINING MANUAL

FAN FRAME MODULE

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 o’clock position. - the engine data plate, at the 3 o’clock position. The outer case front flange supports and centers the fan inlet case. Its rear flange accommodates the thrust reverser adapter ring. The inner surface of the outer case is the outer wall of the secondary airflow and is lined with acoustic panels.


TOC


Page 16 Jan 02

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CFM56-5C

TRAINING MANUAL

FAN INLET CASE SECURING FLANGE

T/R ADAPTOR RING FRONT HANDLING TRUNNION

TURBOREACTEUR

CFM56

1

TURBOFAN FAA TC N˚ FAA PRODUCTION C N˚ SERIAL N˚

N˚ C.T. DGAC DGAC AGREMENT DE PRODUCTION N˚

N˚ D'ORDRE CONFIG

ENGINE DATA PLATE

RATED TO MODEL CONFIGURATION IDENTIFIED BELOW POUSSEE POUSSEE TAKE OFF MAXI CONT N1 DECOL MAXI CONT THRUST THRUST TRIM (daN) (daN) (lb) (lb)

SERV BUL

TGB

IMSP. CONTR

MFD BY FAB PAR COMPLY

DATE

FAN FRAME OUTER SURFACE

CTC-134-046-00


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Page 17 Jan 02

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CFM56-5C

TRAINING MANUAL

FAN FRAME MODULE

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 12 is at the 12 o’clock position. In the primary flowpath, the 12 struts have a narrow, aerodynamic cross section to reduce drag losses. In the secondary flowpath, the vertical and horizontal struts (Nos 3, 6, 9 and 12), have a wider cross section. 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 N° 1 bearing vibration sensor cable (strut No 3). - The N1 speed sensor (strut No 4). - The oil drain line (strut No 5). - The TGB radial drive shaft and scavenge tube (strut No 6). - The forward sump oil supply tube (strut No 9).


TOC


Page 18 Jan 02

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CFM56-5C

TRAINING MANUAL

AFT LOOKING FORWARD

12

STRUT 11

1

HUB

OUTER CASING

SECONDARY AIR FLOW

2

10

WIDE CROSS SECTION

PRIMARY AIR FLOW 3

9

N1 BEARING VIBRATION SENSOR CABLE

FORWARD SUMP OIL SUPPLY TUBE 4

8

MID BOX STRUCTURE OUTER RADIAL DRIVE SHAFT HOUSING AND OIL SCAVENGE TUBE

6 OIL DRAIN LINE

FAN FRAME RADIAL STRUTS

CTC-134-047-01


TOC

N1 SPEED SENSOR

5

7

NARROW CROSS SECTION



Page 19 Jan 02

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CFM56-5C

TRAINING MANUAL

FAN FRAME MODULE

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. Eleven of the compartments formed between the adjacent struts, house ten variable bleed valves (VBV’s) and one master VBV, which is located between struts 9 and 10. The twelth compartment, between struts 4 and 5, houses an air inlet scoop, which is part of the LPT cooling system.


TOC


Page 20 Jan 02

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CFM56-5C

TRAINING MANUAL

VBV COMPARTMENTS

5TH STAGE BLEED AIR "IN"

AFT LOOKING FORWARD

SECONDARY AIR FLOW

STRUT 10

PRIMARY AIR FLOW

STRUT 9

MID BOX STRUCTURE

CTC-134-048-01

MID-BOX STRUCTURE VBV COMPARTMENTS


TOC



Page 21 Jan 02

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CFM56-5C

TRAINING MANUAL

FAN FRAME MODULE

The mid-box structure (continued) The front face of the mid-box structure holds the rear flanges of the booster stator assembly and the OGV assembly inner shroud. The rear face holds the HPC forward case, the VBV hydraulic gear motor and supplies engine mounting. Slides are installed in the mid-box that direct primary air to fan duct panels installed between the struts. The panels have a series of deflectors, to redirect the primary air into the secondary airflow when the VBV doors are opened. When the VBV doors are closed, the primary airflow is ducted between the mid-box structure and the fan frame center hub.


TOC


Page 22 Jan 02

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CFM56-5C

TRAINING MANUAL

BOOSTER ASSY SECONDARY AIR FLOW FAN DUCT PANEL MID-BOX STRUCTURE

HPC CASE MOUNTING FLANGE

PRIMARY AIR FLOW VBV DOORS

MID-BOX STRUCTURE

CTC-134-049-01


TOC



Page 23 Jan 02

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CFM56-5C

TRAINING MANUAL

FAN FRAME MODULE

The center hub The center hub front face has threaded holes for bolts, which hold the No 1 & 2 bearing support. The rear face holds the Inlet Gearbox (IGB), No 3 bearing assembly and the rear stationary air/oil seal. The stationary air/oil seal, together with its pressurization air supply ring, forms the rear limit of the forward sump. The center hub has various apertures for the passage of bleed air. On its front face, there are 3 air tappings which supply booster delivery air to the pressurizing air tubes for the forward stationary air/oil seal. On its outer wall, there are 4 air tappings which supply booster delivery air to the mid-sump pressurization seals. There is a port on its rear face to supply air for the Rotor Active Clearance Control and Start Bleed (RAC/SB) system.


TOC


Page 24 Jan 02

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CFM56-5C

BOOSTER AIR TAPPINGS TO FWD STATIONARY AIR/OIL SEAL (3)

TRAINING MANUAL

RACC AIR SUPPLY

BOOSTER AIR TAPPINGS TO MID-SUMP PRESSURIZATION SEAL (4)

REAR STATIONARY AIR/OIL SEAL


FAN FRAME CENTER HUB

CTC-134-050-00


TOC



Page 25 Jan 02

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CFM56-5C

TRAINING MANUAL

FAN FRAME MODULE

The radial drive shaft housing Strut No 6, at the 6 o’clock position, contains both the forward sump scavenge tube and the Radial Drive Shaft (RDS) housing. The RDS housing is a two piece assembly, made up of inner and outer housings, that is installed alongside the oil scavenge tube. The inner and outer housings are tubes fitted together with O-rings. The inner housing has a rabbet diameter, which is bonded to the strut and must be heated in order to remove it from the strut. The RDS is the mechanical rotating link between the Inlet Gearbox (IGB) and the Transfer Gearbox (TGB). At approximately the shaft’s center, there is a mid-length roller bearing. The outer race of the bearing is brazed to the inside of the outer housing.


TOC


Page 26 Jan 02

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CFM56-5C

TRAINING MANUAL

IGB RADIAL DRIVE SHAFT

SHAFT MID-LENGTH ROLLER BEARING

INNER RADIAL DRIVE SHAFT HOUSING

FAN FRAME THICK STRUT (6 O'CLOCK)

OIL SCAVENGE TUBE OUTER RADIAL SHAFT HOUSING

TGB

RADIAL DRIVE SHAFT HOUSING

CTC-134-051-00


TOC



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CFM56-5C

TRAINING MANUAL



TOC


Page 28 Jan 02

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CFM56-5C

TRAINING MANUAL

CORE ENGINE MAJOR MODULE


TOC



Page 1 Jan 02

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CFM56-5C

TRAINING MANUAL


The core engine is a high pressure, high speed, gas generator that produces the power to drive the engine. Fan discharge air is compressed in the High Pressure Compressor (HPC), heated and expanded in the combustion chamber. It is then directed by the High Pressure Turbine (HPT) nozzles onto the HPT rotor. Energy not extracted from the gas stream by the HPT rotor is used to drive the Low Pressure Turbine (LPT), fan rotors and booster, producing approximately 20% of the total thrust. The forward end of the core is supported by the No 3 ball and roller bearings, located in the fan frame.

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.

The aft end is supported by the No 4 roller bearing, located in the HPT rotor rear shaft.


TOC


Page 2 Jan 02

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CFM56-5C

TRAINING MANUAL

COMBUSTION CASE

HIGH PRESSURE COMPRESSOR STATOR

COMBUSTOR HIGH PRESSURE TURBINE NOZZLES FUEL NOZZLES HIGH PRESSURE TURBINE SHROUDS HPC STATOR STAGE 1 LPT NOZZLES

HIGH PRESSURE COMPRESSOR ROTOR

#3 BEARING #4 BEARING

HPC ROTOR


CTC-134-052-01


TOC

HIGH PRESSURE TURBINE ROTOR



Page 3 Jan 02

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CFM56-5C

TRAINING MANUAL



TOC


Page 4 Jan 02

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CFM56-5C

TRAINING MANUAL

HIGH PRESSURE COMPRESSOR


TOC



Page 1 Jan 02

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CFM56-5C

TRAINING MANUAL

THE HIGH PRESSURE COMPRESSOR (HPC)

The HPC is a 9-stage compressor and its main purpose is to increase the pressure of the air as it passes from stage to stage, to supply the combustor section. The HPC also has pipe connections that duct 4th, 5th, and 9th stage bleed air for both engine and aircraft use. The HPC is mounted between the fan frame and the combustor case. It consists of the following modules : - The compressor rotor - The compressor front stator - The compressor rear stator


TOC


Page 2 Jan 02

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CFM56-5C

TRAINING MANUAL

HIGH PRESSURE COMPRESSOR FRONT STATOR HIGH PRESSURE COMPRESSOR REAR STATOR HIGH PRESSURE COMPRESSOR ROTOR

4TH STAGE BLEED AIR

9TH STAGE BLEED AIR

HP COMPRESSOR SECTION

CTC-134-053-01


TOC

5TH STAGE BLEED AIR



Page 3 Jan 02

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CFM56-5C

TRAINING MANUAL



TOC


Page 4 Jan 02

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CFM56-5C

TRAINING MANUAL

COMPRESSOR ROTOR


TOC



Page 1 Jan 02

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CFM56-5C

TRAINING MANUAL

THE HIGH PRESSURE COMPRESSOR

The compressor rotor The compressor rotor increases the velocity of fan booster discharge air, which is pressurized by the stator before entering the combustion section. It is housed in the compressor case and the rotor front end is supported by the No 3 bearing. Its rear end is bolted to the HPT front shaft, through the rear rotating (CDP) air seal.


TOC


Page 2 Jan 02

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CFM56-5C

TRAINING MANUAL

REAR ROTATING (CDP) AIR SEAL FRONT SHAFT SUPPORTED BY THE No.3 BEARING HPT FRONT SHAFT

HP COMPRESSOR ROTOR

CTC-134-054-00


TOC



Page 3 Jan 02

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CFM56-5C

TRAINING MANUAL


The compressor rotor (continued) The HPC rotor is a 9-stage, axial flow, high speed, spooldisk structure. The rotor has 5 major parts : - The rotor shaft - The stage 1-2 spool - The stage 3 disk - The stage 4-9 spool - The rear rotating (CDP) air seal


TOC


Page 4 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

STAGE 4-9 SPOOL REAR ROTATING (CDP) AIR SEAL

STAGE 3 DISK

STAGE 1 BLADES

ROTOR SHAFT STAGE 9 BLADES STAGE 1-2 SPOOL

CTC-134-055-00

HP COMPRESSOR ROTOR DESIGN


TOC



Page 5 Jan 02

EFG

CFM56-5C

TRAINING MANUAL


The compressor rotor (continued) The rotor shaft, disk and spools connect at a single bolted joint to form a smooth, rigid unit. The flange of the HPC rotor shaft is bolted between the 1-2 spool and the stage 3 disk.


TOC


Page 6 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

STAGE 1-2 SPOOL STAGE 4-9 SPOOL

STAGE 3 DISK

HPC ROTOR SHAFT

REAR ROTATING (CDP) AIR SEAL

THE COMPRESSOR ROTOR

CTC-134-056-00


TOC



Page 7 Jan 02

EFG

CFM56-5C

TRAINING MANUAL


The rotor shaft The rotor shaft is the forward support for the HPC. It is made of titanium alloy. The shaft is splined and attached to the IGB horizontal bevel gear by a coupling nut. The IGB contains the thrust bearing for the core engine. The shaft forward end is threaded and has 2 machined slots for installation of a retaining ring to provide locking to the coupling nut. The shaft also has 2 pilot lands to center the IGB bevel gear. The shaft has holes machined at the rear to allow booster air to pass for internal cooling.


TOC


Page 8 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

SEATING SHOULDER COOLING AIR HOLE SPLINES

LOCKING SLOTS

PILOT LANDS

THREADS

HPC ROTOR SHAFT DESIGN

CTC-134-057-00


TOC



Page 9 Jan 02

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CFM56-5C

TRAINING MANUAL


The stage 1-2 spool The stage 1-2 spool is cantilever mounted on the front face of the rotor shaft flange. The spool is a titanium alloy forging and is assembled by inertia welding. There are inter-stage labyrinth seals machined on the spool, which face abradable structures on the stator assembly in order to optimize flow path sealing and HPC performance. The spool has individual axial slots for blade installation : - Stage 1 has 38 blades - Stage 2 has 53 blades.


TOC


Page 10 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

STAGE 1-2 SPOOL MOUNTING FLANGE

STAGE 1-2 SPOOL

INTER-STAGE LABYRINTH SEALS

DAMPER RING

INTER-STAGE LABYRINTH SEALS

HPC ROTOR SHAFT STAGE 1 STAGE 2

HPC STAGE 1-2 SPOOL

CTC-134-058-00


TOC



Page 11 Jan 02

EFG

CFM56-5C

TRAINING MANUAL


The stage 3 disk The stage 3 disk mates with the rotor shaft flange and supports the stage 4-9 spool. It is made of titanium alloy. Its outer rim has individual axial dovetail slots for blade installation. There are 60 blades. Retainer hooks are machined on either side of the disk to provide a slot for the installation of split-ring type blade retainers.


TOC


Page 12 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

DOVETAIL SLOT RETAINER HOOKS

RETAINER HOOKS

DISK BORE

DISK WEB

MATING SURFACES

HPC STAGE 3 DISK

CTC-134-059-00


TOC



Page 13 Jan 02

EFG

CFM56-5C

TRAINING MANUAL


The stage 3 disk (continued) Blade retention The front spool and disk blade retention system is similar for all three stages. The blades all have dovetail roots that slide into individual dovetail slots. The blades are held in place by a ring blade retainer that engages into retainer slots and is prevented from rotating by flats.


TOC


Page 14 Jan 02

EFG

CFM56-5C

HPC STAGE 1

TRAINING MANUAL

HPC STAGE 2

STAGE 2 RING RETAINER



HPC STAGE 3 STAGE 3 RING RETAINER

CTC-134-060-00

HPC FRONT SPOOL BLADE RETENTION SYSTEM


TOC



Page 15 Jan 02

EFG

CFM56-5C

TRAINING MANUAL


The stage 4-9 spool The HPC stage 4-9 spool is bolted onto the stage 3 disk rear face and its aft flange accommodates the rear rotating air seal disk. It is made from a nickel alloy. There are a series of labyrinth seal teeth on the spool outer structure, between each stage, which face an abradable structure on the stator assembly.


TOC


Page 16 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

AIR SEAL DISK

STAGE 4-9 SPOOL STAGE 3 DISK

STAGE 4-9 SPOOL

HPC STAGE 4-9 SPOOL

CTC-134-061-00


TOC

AIR SEAL DISK



Page 17 Jan 02

EFG

CFM56-5C

TRAINING MANUAL


The stage 4-9 spool (continued) The outer surface of the 4-9 spool has 6 circumferential dovetail grooves for installation of the blades. Each groove has: - a loading slot for blade installation. - 2 slots for the installation of locking lugs used to immobilize the blades. For balancing purposes, the position of the locking lugs is shifted between stages : - stages 4 and 5 180° apart. - stages 5 and 6 60° apart. - stages 6 and 7 180° apart. - stages 7 and 8 60° apart. - stages 8 and 9 180° apart.

The stage 4-9 blades fit into the circumferential dovetail grooves on the spool : - Stage 4 has 68 blades. - Stage 5 has 75 blades. - Stages 6 & 7 have 82 blades. - Stage 8 has 80 blades. - Stage 9 has 76 blades. The blade tips are machined to reduce contact surface rubbing (squealer tip). Their platforms can be either wide or narrow to adjust circumferential clearance. On each stage there are 4 blades, which have cut-outs on their platforms to accommodate the blade locking lugs.

2 seal wires are installed forward and aft of the groove and make contact with the underside of the blade platforms at installation. These seal wires ensure flow path sealing.


TOC


Page 18 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

DETAIL

STAGE 4 TO 9 HPC BLADES

A PLATFORM CUT-OUT

A

BLADE LOCKING LUGS SEAL WIRES BLADE LOADING SLOT

CTC-134-062-00

HPC REAR SPOOL BLADE RETENTION SYSTEM


TOC



Page 19 Jan 02

EFG

CFM56-5C

TRAINING MANUAL


Rotor blades design All the blades are squealer tip types. Stage 1 blades have a stiffener. Stage 1-3 blades are made of titanium alloy. Stage 4-9 blades are made of nickel alloy. The upper portion of the airfoil is coated with tungsten carbide, on its concave side, to limit erosion. The blade roots have an aluminum bronze (Al-Br) coating on their mating faces.


TOC


Page 20 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

FILLET RADIUS SQUEALER TIP

TUNGSTEN CARBIDE COATING (CONCAVE SIDE ONLY)

STIFFENER

AL-BR COATING

TUNGSTEN CARBIDE COATING (CONCAVE SIDE ONLY)

AL-BR COATING RTV IDENT NUMBER

IDENT NUMBER STAGE 1

RTV STAGE 2-3

IDENT NUMBER

COLLOIDAL GRAPHITE (2 PLACES)

STAGE 4 TO 9

ROTOR BLADES DESIGN

CTC-134-064-01


TOC

TUNGSTEN CARBIDE EROSION COATING (CONCAVE SIDE ONLY)



Page 21 Jan 02

EFG

CFM56-5C

TRAINING MANUAL


The rear rotating air seal The compressor rotor rear rotating (CDP) air seal is a one-piece nickel alloy forged part, with abrasive protection-coated labyrinth seal teeth. The CDP seal is attached to the aft flange of the stage 4-9 spool by a tight-fitting rabbeted diameter. The seal is axially clamped by the bolts and nuts which hold the forward flange of the HPT shaft to the compressor. Its outer rim has labyrinth teeth to control CDP air supply to a downstream compartment for HP rotor axial balancing.


TOC


Page 22 Jan 02

EFG

CFM56-5C

HPC SPOOL STAGE 4-9

TRAINING MANUAL

HP TURBINE SHAFT FRONT FLANGE

SEAL TEETH

SEAL TEETH

HPC REAR ROTATING (CDP) AIR SEAL

HPC REAR ROTATING AIR SEAL

CTC-134-065-00


TOC



Page 23 Jan 02

EFG

CFM56-5C

TRAINING MANUAL



TOC


Page 24 Jan 02

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CFM56-5C

TRAINING MANUAL

COMPRESSOR FRONT STATOR


TOC



Page 1 Jan 02

EFG

CFM56-5C

TRAINING MANUAL


The front stator The compressor stator changes the air velocity produced by the rotor into pressure. The front case forms the load carrying structure between the fan frame and the combustion case. The front case is made up of two halves with horizontal split-line flanges that are machined as a matched set from a steel forging.


TOC


Page 2 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

FAN FRAME

COMBUSTOR CASE HPC STATOR CASE

HPC FRONT STATOR LOCATION

CTC-134-066-00


TOC



Page 3 Jan 02

EFG

CFM56-5C

TRAINING MANUAL


The front stator (continued) The HPC front stator is constructed with an upper case and a lower case. The front stator assembly consists of : - the stator case halves - the inlet guide vanes (IGV) - the variable stator vanes (VSV), stages 1, 2 and 3 - the fixed stator vanes stages 4 and 5 - the VSV actuation system The inner surface is machined to provide a smooth air flowpath through stages 1 to 5.


TOC


Page 4 Jan 02

EFG

CFM56-5C

VARIABLE STATOR STAGES

TRAINING MANUAL

UPPER CASE

VSV ACTUATOR

FIXED STATOR STAGES SPLIT LINE

LOWER CASE VSV ACTUATOR INLET GUIDE VANES

HPC FRONT STATOR DESIGN

CTC-134-067-00


TOC



Page 5 Jan 02

EFG

CFM56-5C

TRAINING MANUAL


The front stator case The upper and lower cases of the HPC front stator are bolted together. They have ports at the 4th and 5th stages to accommodate pipes that supply bleed air for both engine and aircraft use. Bleed air from the 4th stage is extracted for High Pressure Turbine (HPT) cooling and clearance control and for Low Pressure Turbine (LPT) cooling. Bleed air from the 5th stage ports is for the use of the customer. There are also a series of plugged ports alongside the casing, at approximately the 5 o’clock position, for borescope inspection of the rotor blades (one port per stage) and the 2 stator vanes adjacent to the port. The outer case has individual raised bosses at the IGV and stages 1, 2 and 3. The outer case is thin to save weight, so the bosses add extra depth to accommodate the variable vane trunnions.


TOC


Page 6 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

UPPER CASE HPC FRONT STATOR ASSY BLEED PORTS AIR INLET

HPC DISCHARGE

BORESCOPE PORTS

CUSTOMER BLEED BORESCOPE PORTS

HPC ROTOR ASSY

LOWER CASE

HPC FRONT STATOR DESIGN

CTC-134-068-01


TOC



Page 7 Jan 02

EFG

CFM56-5C

TRAINING MANUAL


Variable stator vane stages outer end connection. The IGV and stages 1, 2 and 3 are variable vanes installed individually through the HPC front case. The vanes are made of a steel alloy. The vane’s outer trunnion passes through the bosses in the outer case. Its radial position is adjusted by an inner washer and the upper pivot is protected by an outer bushing. It is then connected to a lever arm and secured by a washer and nut. The lever arm connects to actuation rings around the outer surface of the front case.


TOC


Page 8 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

NUT OUTER WASHER LEVER ARM

OUTER BUSHING ACTUATION RING STATOR CASE IGV

TRUNNION INNER WASHER

STG 1 STG 2 VANE

VSV UPPER END CONNECTION

CTC-134-069-00


TOC



Page 9 Jan 02

EFG

CFM56-5C

TRAINING MANUAL


Variable stator vane stages inner end connection All stages of vanes have a shroud on their inner diameter. There are 2 IGV shroud segments, the upper and the lower, which can be separated into forward and aft halves. The forward and aft IGV shroud sections are a matched set bolted together to form a segment. The inner end of the inlet guide vane fits into an inner trunnion bushing installed in holes in the shroud segments.


TOC


Page 10 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

IGV INNER END

INNER TRUNNION BUSHING

BOLT NUT AFT SECTION

FORWARD SECTION

UPPER SHROUD HALVES

CTC-134-070-00

INLET GUIDE VANE INNER END CONNECTION


TOC



Page 11 Jan 02

EFG

CFM56-5C

TRAINING MANUAL


Variable stator vane stages inner end connection Stages 1, 2 and 3 vanes are mounted in a similar way to the IGV’s, but the shroud segments are smaller. Stages 1 and 2 hold seven vanes each and stage 3 holds eight vanes. Two bushings fitted at the outer ends of the segments have a small cutout to allow insertion of headed pins, which lock the shroud segments in position. At the pins location, the vanes have a machined slot on their inner pivot which allows their rotation and also pin insertion. The bushings and pins are held in place by the installation of a honeycomb seal, which slides into slots machined on the shroud. The honeycomb seals face the rotor teeth to make interstage seals that prevent air leakage from the flowpath.


TOC


Page 12 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

VANE HEADED PINS

SHROUD

HEADED PIN

INNER BUSHING

INNER BUSHINGS SEAL

CTC-134-071-00

VSV SHROUD SEGMENTS INSTALLATION


TOC



Page 13 Jan 02

EFG

CFM56-5C

TRAINING MANUAL


Fixed stator vane stages 4 and 5 There are 2 circumferential grooves machined inside the front stator case to accommodate stator vane sectors at stages 4 and 5. The stage 4 sectors have 9 vanes. The stage 5 sectors have 8 vanes. The vanes are made of a steel alloy. The stator vane sectors slide into the circumferential grooves on their outer platform rail with segment guides. The sectors inner platform rail accommodates a honeycomb shroud, which faces labyrinth seal teeth to prevent air leakage from the flowpath. Slots are machined at the end of the circumferential grooves to accommodate an anti-rotation stop for sector retention.


TOC


Page 14 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

SHROUD

OUTER PLATFORM RAIL

STATOR VANE SECTOR

VANES SEGMENT GUIDES

INNER PLATFORM RAIL

TRAILING EDGE

BRAZED JOINTS SEAL SLOTS

STAGE 5

ANTI-ROTATION STOP

CTC-134-072-00

HPC VANE SECTOR INSTALLATION


TOC



Page 15 Jan 02

EFG

CFM56-5C

TRAINING MANUAL


The VSV actuation system Actuation of the variable vanes is achieved through hydro-mechanically actuated bellcrank assemblies. The bellcrank assemblies are installed on the front compressor stator at the 2 and 8 o’clock positions. Fixed links, which are bolted to upper and lower actuation rings, form the connection to the bellcrank assemblies. The upper and lower actuation rings are connected to the lever arms on the variable vanes. A guide installed on the actuation rings makes contact with a polished surface on the stator case and ensures a smooth gliding action of the rings movement. Fuel pressures from the Hydromechanical Unit (HMU) operate the hydraulic actuators on command from the Electronic Control Unit (ECU).


TOC


Page 16 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

THREADED BUSHING LEVER ARM

VSV ACTUATOR

BOLT GUIDE HEADED PIN

UPPER ACTUATION RING

ECU

CONNECTING LINK LOWER ACTUATION RING

HMU

ACTUATION RING BELLCRANK ASSEMBLIES

STRAIGHT PIN

THREADED HOLES

VSV ACTUATOR

VSV ACTUATION SYSTEM

CTC-134-073-01


TOC

BUSHING



Page 17 Jan 02

EFG

CFM56-5C

TRAINING MANUAL



TOC


Page 18 Jan 02

CFM56-5C

EFG

TRAINING MANUAL

COMPRESSOR REAR STATOR


TOC



Page 1 Jan 02

CFM56-5C

EFG

TRAINING MANUAL


The rear stator The HPC rear stator plays a role in increasing the air pressure delivered to the combustion section. The rear stator houses three fixed vanes stages 6-8 and is installed inside the front stator casing. The HPC fixed vane stage 9 is part of the combustion case.


TOC


Page 2 Jan 02

CFM56-5C

EFG HPC FRONT STATOR CASING

COMBUSTION CASE

HPC REAR STATOR CASING STAGE 6-8

STAGE 9

REAR STATOR LOCATION

CTC-134-074-00


TOC

TRAINING MANUAL



Page 3 Jan 02

CFM56-5C

EFG

TRAINING MANUAL


The rear stator (continued) The rear stator aft flange is cantilever mounted on the inner flange of the rear stator support. The rear stator support outer flange is installed between the front stator and combustor case. All flanges are close tolerance rabbeted diameters and are bolted to make a strong assembly. The forward end of the rear stator assembly is held radially by a pilot diameter at stage 5 of the front stator case. This gives accurate concentricity between the front and rear stator case assemblies.


TOC


Page 4 Jan 02

CFM56-5C

EFG

TRAINING MANUAL

RABBETED DIAMETER

REAR STATOR SUPPORT

PILOT DIAMETER

STAGE 6 VANE SLOT

CTC-134-075-01

HPC REAR STATOR INSTALLATION


TOC



Page 5 Jan 02

CFM56-5C

EFG

TRAINING MANUAL


The rear stator (continued) The rear stator case is made up of two halves bolted together at their 3 and 9 o’clock split-line flanges. The casing halves are a matched set machined from a zinc-nickel-cobalt alloy forging. The casings have internal machined circumferential slots that hold the fixed vanes of stages 6, 7 and 8. The vanes are assembled into segments and each stage has 10 segments. Each casing half is equipped with an anti-rotation stop, which keeps the segments in position. All stages of vanes have a honeycomb shroud on their inner diameter that faces rotor seal teeth to make interstage air seals. The casing has borescope ports for inspection of internal areas.


TOC


Page 6 Jan 02

CFM56-5C

EFG

TRAINING MANUAL

VANE SEGMENT ANTI-ROTATION STOP STAGE 6

STAGE 7

STAGE 8

BORESCOPE PORTS SPLIT FLANGE

SPLIT FLANGE

HPC REAR STATOR ASSEMBLY

CTC-134-076-01


TOC



Page 7 Jan 02

CFM56-5C

EFG

TRAINING MANUAL


Borescope ports There are 9 plugged borescope ports on the lower stator case, at approximately the 5 o’clock position, and they are numbered S1 thru S9, where S1 is the most forward. S7, S8 and S9 plugs have a particular design. They are double 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 drive the inner plug. Both the inner and outer plugs have specific torque values.


TOC


Page 8 Jan 02

CFM56-5C

EFG S6

S5

FWD

TRAINING MANUAL

S4 S3 S2 S1

TOP VERTICAL

S9

S1 TO S9

S8

AFT LOOKING FORWARD

S7

S6 BORESCOPE PLUG ( S1 TO S6 ) S9 BORESCOPE PLUG ASSEMBLY ( S7 TO S9 )

S7 S9 S8

S6

S5 S4

S3

S2 S1

HPC BORESCOPE PORTS

CTC-134-077-01


TOC



Page 9 Jan 02

CFM56-5C

EFG

TRAINING MANUAL



TOC


Page 10 Jan 02

CFM56-5C

EFG

TRAINING MANUAL

COMBUSTION SECTION


TOC



Page 1 Jan 02

CFM56-5C

EFG

TRAINING MANUAL

THE COMBUSTION SECTION

The combustion section is located between the High Pressure Compressor (HPC) and the Low Pressure Turbine (LPT). Air from the HPC is mixed with fuel, supplied by 20 fuel nozzles. During the starting sequence or when required, the mixture is ignited by 2 igniter plugs, in order to produce the necessary energy to drive the turbine rotors. Residual energy is converted into thrust. The combustion section also supplies HPC 9th stage bleed air for both aircraft and engine use.


TOC


Page 2 Jan 02

CFM56-5C

EFG

TRAINING MANUAL

FUEL NOZZLE x20 IGNITER PLUGS x2

LPT STATOR

9TH STAGE BLEED AIR

ENERGY

HIGH PRESSURE COMPRESSOR

HIGH PRESSURE TURBINE

COMBUSTOR DESIGN

CTC-134-078-01


TOC

ANNULAR COMBUSTION CHAMBER



Page 3 Jan 02

CFM56-5C

EFG

TRAINING MANUAL


The front face of the combustor is attached to the rear of the HPC. Its rear face is bolted onto the LPT module front flange. The rear part of the combustor houses the High Pressure Turbine (HPT) module and stage 1 LPT nozzle. The combustion section consists of : - the combustion case - the combustion chamber


TOC


Page 4 Jan 02

CFM56-5C

EFG

TRAINING MANUAL

COMBUSTION CASE COMBUSTION CASE REAR FLANGE COMBUSTION CASE FRONT FLANGE

HP TURBINE SECTION

COMBUSTION CHAMBER

COMBUSTOR INTERFACES

CTC-134-079-01


TOC



Page 5 Jan 02

CFM56-5C

EFG

TRAINING MANUAL



TOC


Page 6 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

COMBUSTION CASE


TOC



Page 1 Jan 02

EFG

CFM56-5C

TRAINING MANUAL


The combustion case The combustion case provides the structural interface between the HPC, the combustor and the LPT and transmits the engine axial loads. It provides 9th stage bleed air for both engine and aircraft use. It incorporates the compressor Outlet Guide Vanes (OGV) and a diffuser, which slows down HPC airflow prior to delivering it into the combustion area, thus improving combustion efficiency. The combustion case features : - a series of ports for borescope inspection. - 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 cooling systems.


TOC


Page 2 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

COOLING AIR TO HPT SHROUD

BORESCOPE BOSSES (4) AFT FLANGE DIFFUSER

FUEL NOZZLE PAD (20) PS3 PAD (1) OUTLET GUIDE VANES BORESCOPE BOSSES (2)

COOLING AIR TO LPT STAGE 1 IGNITER BOSS

9TH STAGE BLEED AIR

COMBUSTION CASE DESIGN

CTC-134-152-00


TOC



Page 3 Jan 02

EFG

CFM56-5C

TRAINING MANUAL


The combustion case (continued) The combustion case is a weldment structure. The mounting pads accommodate 20 fuel nozzles around the outer surface and 2 igniters, which are at the 4 and 8 o’clock positions. The fuel nozzles are supplied by the following equipment, which is attached to the case : - a fuel supply manifold (Y-tubes). - 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. - 2 ports for start bleed, 1 for source and 1 for introduction (not shown).


TOC


Page 4 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

HPT SHROUD AIR CLERANCE CONTROL (2) BORESCOPE BOSS (4)

FUEL NOZZLE PAD (20)

BORESCOPE BOSS (2)

CUSTOMER BLEED (4)

IGNITER BOSS (2)

LTP STAGE 1 COOLING AIR (4)

FUEL NOZZLES (20) AND MANIFOLDS

CTC-134-081-01

COMBUSTOR CASE NOZZLES AND PADS


TOC



Page 5 Jan 02

EFG

CFM56-5C

TRAINING MANUAL



TOC


Page 6 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

COMBUSTION CHAMBER


TOC



Page 1 Jan 02

EFG

CFM56-5C

TRAINING MANUAL


The combustion chamber

The swirl nozzles and dome

The combustion chamber is a short annular structure housed in the combustion case.

The dome is made of both cast and machined components.

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

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

The swirl nozzles and the liners, which provide additional combustion and cooling air, produce an efficient fuel/air mixture providing a uniform combustion pattern and low thermal stresses.

The dome contains the spectacle plate, which supports 20 primary swirl nozzles, 20 secondary swirl nozzles, sleeves and deflectors. The swirl nozzles, sleeves and deflectors mix air and fuel.

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


TOC

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


Page 2 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

OUTER LINER HPT NOZZLE OUTER COWL SPECTACLE PLATE PRIMARY SWIRL NOZZLE

SLEEVE

INNER LINER

DEFLECTOR

HPC STATOR STAGE 9 INNER COWL

COMBUSTION CHAMBER

CTC-134-082-01


TOC

SECONDARY SWIRL NOZZLE



Page 3 Jan 02

EFG

CFM56-5C

TRAINING MANUAL


The outer and inner cowls

The outer and inner liners

The outer and inner cowls form the front end of the combustor and are designed to give a constant and stable airflow to the combustion chamber.

The outer and inner liners are of an integral design with overhung panels which contain closely spaced holes for cooling purposes. To lower turbine inlet gas temperature, the liners also have dilution holes, which produce additional combustion and cooling air.

They are made from a nickel-chrome alloy and are attached to the forward end of the outer and inner liners and the dome by 80 bolts, which are tack welded at their heads. The tack weld must be carefully ground off in order to remove the bolts and separate the cowls from the liners and dome.

Both inner and outer liners have a thermal barrier coating on their inner surfaces. The outer liner has 2 ferrules for installation of the spark igniters and locator ridges* to ensure correct alignment with the combustion case. *Note : There is only one locator ridge on recent engines at the top vertical centerline position, but earlier versions have three, 120° apart.


TOC


Page 4 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

OUTER LINER OUTER LINER

COOLING HOLES INNER COWL SWIRL NOZZLE

INNER LINER

INNER LINER

OUTER COWL

DILUTION HOLES

LOCATOR RIDGE IGNITER FERRULE (2 LOCATIONS)

OUTER COWL

CTC-134-084-00

OUTER AND INNER COWLS AND LINERS


TOC

INNER COWL



Page 5 Jan 02

EFG

CFM56-5C

TRAINING MANUAL


Outer and inner liners rear mounting. The inner liner rear flange is bolted to the High Pressure Turbine (HPT) forward inner nozzle support. The outer liner rear mounting flange is S-shaped and has a rabbeted diameter, which is pinched between the HPT nozzle vane outer platform and the combustion chamber outer casing. This allows for thermal expansion of the combustion chamber.


TOC


Page 6 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

OUTER LINER "S" SHAPED MOUNTING FLANGE

COMBUSTION CHAMBER

LOCATOR RIDGE

FUEL NOZZLE LUG RING AFT SEAL HPT NOZZLE

INNER LINER MOUNTING FLANGE HPT FORWARD INNER NOZZLE SUPPORT

CTC-134-086-01

OUTER AND INNER LINERS REAR MOUNTING


TOC



Page 7 Jan 02

EFG

CFM56-5C

TRAINING MANUAL


Borescope ports There are 4 plugged borescope ports (S12, S13, S14, S15) around the combustion case, which enable inspection of the combustion chamber. Two other ports are available, using the spark igniter ports S10 and S11, which can also be used to inspect the High Pressure Turbine (HPT) blades.


TOC


Page 8 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

BORESCOPE PORT LOCATIONS (ALF)

S12

S15 S13

COMBUSTION CASE

S10 IGNITER

S11 IGNITER S14

FWD

BORESCOPE PLUG S12, S13, S14, S15

CTC-134-087-01

IGNITER (S10, S11)

COMBUSTION CASE BORESCOPE PORTS


TOC



Page 9 Jan 02

EFG

CFM56-5C

TRAINING MANUAL



TOC


Page 10 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

HIGH PRESSURE TURBINE


TOC



Page 1 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

THE HIGH PRESSURE TURBINE (HPT)

The HPT converts the kinetic energy of gasses from the combustion chamber into torque to drive the HPC. It is housed in the combustion case and is a single-stage air cooled assembly that consists of : - the HPT nozzle. - the HPT rotor. - the HPT shroud and stage 1 LPT nozzle.


TOC


Page 2 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

COMBUSTOR CASE STAGE 1 LPT NOZZLE

HPT NOZZLE

HPT ROTOR

HPT SHROUD

THE HIGH PRESSURE TURBINE

CTC-134-088-01


TOC



Page 3 Jan 02

EFG

CFM56-5C

TRAINING MANUAL



TOC


Page 4 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

HIGH PRESSURE TURBINE NOZZLE


TOC



Page 1 Jan 02

EFG

CFM56-5C

TRAINING MANUAL


The HPT nozzle The HPT nozzle directs the gas flow from the combustion chamber onto the blades of the HPT rotor at an angle that will give the greatest performance during all operating conditions. The HPT nozzle consists of : - 21 nozzle segments of 2 vanes each. - the forward and aft inner supports. - the aft outer stationary seal.


TOC


Page 2 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

HPT NOZZLE x 21

AFT INNER SUPPORT BOLT SHIELD FWD INNER SUPPORT OUTER STATIONARY SEAL

CTC-134-089-00

HIGH PRESSURE TURBINE NOZZLE ASSEMBLY


TOC



Page 3 Jan 02

EFG

CFM56-5C

TRAINING MANUAL


The nozzle segments The 21 HPT nozzle segments are assemblies made up of 2 vanes brazed onto inner and outer platforms. Each vane is a cast shell divided into forward and aft cooling compartments by an inner rib. The vanes and platforms are cooled by CDP air, which enters the vane compartments through inserts in the inner and outer ends of the vanes. The air exits through holes in the vane’s leading edge and slots in the trailing edge.

The nozzle inner and outer platforms have metal seals, held in place by grease at installation, to prevent air leakage. The forward inner and outer platform seals are pushed against the combustion case inner and outer liners by springs. The vanes rear outer platform seal is pushed against the shroud support by spring-loaded clips. The vanes rear inner platforms are supported by forward and aft inner supports.

The vanes and platforms are made of a high strength nickel base alloy, with a protective coating on the vane airfoils and the platform flowpath surfaces.


TOC


Page 4 Jan 02

EFG

CFM56-5C

OUTER PLATFORM

TRAINING MANUAL

VANE

INNER RIB

COOLING COMPARTMENT

SEALS

COOLING SLOT

COOLING SLOTS

INNER PLATFORM

COOLING COMPARTMENT

HP TURBINE NOZZLE SEGMENTS

CTC-134-090-00


TOC

SEALS

COOLING HOLE



Page 5 Jan 02

EFG

CFM56-5C

TRAINING MANUAL


The nozzle inner supports The HPT nozzle inner supports are made of a nickel base alloy and they carry much of the nozzle load. The nozzle forward inner support forward flange is bolted on the combustion case inner casing rear flange. An integral part of the forward inner support is the inducer that provides HPT rotor cooling air. An air deflector enables air to enter the inducer and at the same time prevents contaminants from entering. The forward inner supports rear flange is bolted to the HPT nozzle aft inner support.


TOC


Page 6 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

AIR DEFLECTOR

INDUCER FORWARD INNER SUPPORT BODY

FRONT FLANGE

CTC-134-091-00

AFT FLANGE

HPT NOZZLE FORWARD INNER SUPPORT


TOC



Page 7 Jan 02

EFG

CFM56-5C

TRAINING MANUAL


The nozzle supports The rear face of the HPT nozzle aft inner support front flange is bolted to the front face of the forward inner support rear flange. The inner platform of the nozzle is pushed against the aft inner support by gas pressure. A W-shaped pressure seal prevents leakage of cooling air between the nozzle assembly and the HPT blades. A seal retainer holds the pressure seal in place and the assembly is bolted together by a D-head bolt.


TOC


Page 8 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

HPT NOZZLE

SEAL RING

HPT NOZZLE

NOZZLE SEGMENT ENGAGEMENT PIN

PRESSURE SEAL SEAL RETAINER

AFT INNER SUPPORT

D-HEAD BOLT

INNER SUPPORT FORWARD INNER SUPPORT

HPT NOZZLE INNER SUPPORT

CTC-134-092-00


TOC



Page 9 Jan 02

EFG

CFM56-5C

TRAINING MANUAL


The aft outer stationary seal The aft outer stationary seal is a one-piece ring that is made of a nickel base alloy. It has a 4-step honeycomb seal. 3 of the seals mate with the HPT rotor seal teeth. This helps to maintain the proper amount of cooling airflow and rotor thrust. The purpose of the 4th honeycomb seal is to damp thermal stresses. It only appears on later versions.


TOC


Page 10 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

COMBUSTOR CASE AFT FLANGE

HPT NOZZLE

HPT NOZZLE OUTER STATIONARY SEAL HONEYCOMB SEALS HPT INNER NOZZLE SUPPORT

OUTER STATIONARY SEAL

CTC-134-093-00


TOC



Page 11 Jan 02

EFG

CFM56-5C

TRAINING MANUAL



TOC


Page 12 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

HIGH PRESSURE TURBINE ROTOR


TOC



Page 1 Jan 02

EFG

CFM56-5C

TRAINING MANUAL


The HPT rotor The HPT rotor receives gas flow from the combustion chamber through the HPT nozzle. The nozzle and rotor convert the kinetic energy into the necessary torque for the HPT rotor to drive the HPC rotor. The HPT rotor is a single stage assembly cooled by CDP air and is housed in the combustion case at the rear of the core engine. It consists of : - the front shaft. - the forward rotating air seal. - the disk. - the blades. - the rear shaft.


TOC


Page 2 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

HPT BLADES

FORWARD ROTATING AIR SEAL HPT DISK FRONT SHAFT

HPT REAR SHAFT

HPT ROTOR DESIGN

CTC-134-094-00


TOC



Page 3 Jan 02

EFG

CFM56-5C

TRAINING MANUAL


The front shaft The rotor front shaft forms the structural connection between the compressor rotor and the HPT rotor. It also supports the aft end of the compressor rotor. It is made from a nickel chrome alloy. The front shaft front flange is bolted to the HPC stages 4-9 spool at the CDP rotating air seal to form a single core rotor. It accommodates a damper sleeve on its inner surface to change vibration frequency. Weights are also installed, at assembly line and module maintenance level, for balancing purposes.


TOC


Page 4 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

COMBUSTOR CASE

HPT NOZZLE HPT FRONT SHAFT BALANCE WEIGHTS

DAMPER SLEEVE

CDP ROTOR AIR SEAL

HPT REAR SHAFT

HPT FRONT SHAFT LOCATION

CTC-134-095-01


TOC

FORWARD ROTATING AIR SEAL



Page 5 Jan 02

EFG

CFM56-5C

TRAINING MANUAL


The forward rotating air seal The forward rotating air seal provides a closed cavity to direct CDP air toward the disk and out through the turbine rotor blades for cooling purposes. It is bolted between the rotor front shaft and the disk. It is a labyrinth seal which has inclined teeth that reduce the amount of air leaking past the seals. The seal teeth have an abrasive coating applied to them.


TOC


Page 6 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

CDP AIR PASSAGE

CDP AIR PASSAGE HOLE

BOLT HOLES FRONT SHAFT

HPT DISK

HUB

FORWARD MOUNTING FLANGE

WEB


CTC-134-096-01


TOC



Page 7 Jan 02

EFG

CFM56-5C

TRAINING MANUAL


The disk The HPT disk is a forged and machined part that retains the turbine blades in individual axial dovetail slots. The inner part of the disk is cooled by booster discharge air. Its outer front face is cooled by CDP air passing through the forward rotating air seal. Its rear outer face is cooled by HPC 4th stage air. It is bolted to the forward rotating air seal on its forward face and the rear shaft on its rear face.


TOC


Page 8 Jan 02

EFG

CFM56-5C

WEB

TRAINING MANUAL

RIM TURBINE BLADE

FLANGE SUPPORT

CDP AIR

HPC 4th. STAGE COOLING AIR

HUB

FORWARD MOUNTING FLANGE

DOVETAIL SLOT BOOSTER AIR

HP TURBINE DISK

CTC-134-097-01


TOC

REAR SHAFT



Page 9 Jan 02

EFG

CFM56-5C

TRAINING MANUAL


The blade retainers The HPT rotor blades are installed into individual dovetail slots on the disk. They are held in position at the front by the forward rotating air seal. At the rear, the blades are held in place by a blade retainer and a seal ring.


TOC


Page 10 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

AFT BLADE RETAINER

BLADES


SEAL RING

HPT BLADE RETAINERS

CTC-134-098-00


TOC



Page 11 Jan 02

EFG

CFM56-5C

TRAINING MANUAL


The rotor blades The HPT rotor blades are made of a high temperature nickel alloy that is directionally solidified for a high strength to weight ratio. There are 80 individually replaceable blades. 4 blades have notches machined on their convex side at installation in order to indicate wear levels and help in borescope inspection. They are internally cooled by CDP air which enters through the blade root and exits through holes in the leading edge, tip and trailing edge. The blades have dovetail roots that slide into slots on the disk. Note : The blades must only be installed and removed by hand. Tapping the blades into or, out of their slots with any device can cause damage to the disk post.


TOC


Page 12 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

FILM COOLING

TIP FILM COOLING HOLES

TIP SHELF

AIR SLOTS TIP AIRFOIL PLATFORM

TRAILING EDGE

LEADING EDGE

SEAL LIP

DOVETAIL ROOT

HP TURBINE BLADE

CTC-134-099-01


TOC

CDP AIR



Page 13 Jan 02

EFG

CFM56-5C

TRAINING MANUAL


Borescope ports Borescope ports S16 and S17, at the aft of the combustion case at approximately the 5 and 8 o’clock positions, are used to inspect the trailing edge of the HPT blades. Igniter ports S10 and S11 can be used to inspect the HPT front sections and combustor.


TOC


Page 14 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

BORESCOPE PORT LOCATIONS (ALF) S12 S15 S13 S17 S11 IGNITER

S10 IGNITER S14, S16

FWD

FWD

S16, S17

HPT BORESCOPE PORTS

CTC-134-100-01


TOC

BORESCOPE PLUG S16 OR S17



Page 15 Jan 02

EFG

CFM56-5C

TRAINING MANUAL


The rear shaft The rear shaft provides aft support for the HPT rotor through the No 4 bearing. It is installed with bolts to the aft side of the disk at a rabbeted flange. An aft air seal is attached at the same point. The shaft is supported by the No 4 roller bearing that rides on the low pressure shaft. 36 radial and axial holes allow the passage of oil in order to cool the No 4 bearing outer race. It also has holes providing passages for booster discharge bleed air to cool the LPT, and booster air to pressurize the aft sump. Repairable abrasive coated seals are machined as an integral part of the rear shaft.


TOC


Page 16 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

AIR SEAL SERRATIONS

BOLT HOLES HPT DISK BEARING JOURNAL AFT AIR SEAL

LPT ROTOR COOLING AIR PASSAGE

BOOSTER DISCHARGE AIR COOLING OIL PASSAGE

BOOSTER AIR HPC AIR DUCT

AFT SUMP PRESSURIZATION AIR PASSAGE

HP TURBINE REAR SHAFT

CTC-134-101-01


TOC

MOUNTING FLANGE



Page 17 Jan 02

EFG

CFM56-5C

TRAINING MANUAL



TOC


Page 18 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

HIGH PRESSURE TURBINE SHROUD AND STAGE 1 NOZZLE


TOC



Page 1 Jan 02

EFG

CFM56-5C

TRAINING MANUAL


The shroud and stage 1 LPT nozzle The HPT shroud and stage 1 LPT nozzle assembly forms the connection between the core section and the LPT module of the engine. It is located inside the aft end of the combustion case and performs 2 main functions : - The HPT shroud is part of the HPT clearance control mechanism and uses HPC bleed air to maintain close clearances with the HPT rotor blades throughout flight operations. - The stage 1 LPT nozzles direct the core engine exhaust gas onto the stage 1 LPT blades. The forward flange of the assembly is bolted to the inner surface of the combustion case. The aft flange is rabbeted and bolted between the combustion case aft flange and the LPT stator forward flange.


TOC


Page 2 Jan 02

EFG

CFM56-5C

HPTCC MANIFOLD

TRAINING MANUAL

LPT STATOR

COMBUSTOR CASE

STAGE 1 LPT NOZZLE

HPT SHROUD

CTC-134-102-01

HPT SHROUD & STAGE 1 LPT NOZZLE


TOC



Page 3 Jan 02

EFG

CFM56-5C

TRAINING MANUAL


The shroud and stage 1 LPT nozzle assembly The HPT shroud and stage 1 LPT nozzle assembly consists of : - an air impingement manifold. - shroud/nozzle support. - HPT shroud hangers. - HPT shrouds. - the stage 1 nozzle. - the inner and stationary air seals.


TOC


Page 4 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

LPT NOZZLE COOLING

AIR IMPINGEMENT MANIFOLD FOR HPTCC

SHROUD NOZZLE SUPPORT

SHROUD HANGERS SHROUD

STAGE 1 LPT NOZZLE ASSEMBLY

"C" CLIPS

STATIONARY AIR SEAL INNER AIR SEAL

CTC-134-103-01

HPT SHROUD AND STAGE 1 LPT NOZZLE ASSEMBLY


TOC



Page 5 Jan 02

EFG

CFM56-5C

TRAINING MANUAL


The air impingement manifold The air impingement manifold circulates 4th and 9th stage bleed air for HPT clearance control and LPT nozzle cooling. It is a brazed fabrication made from a nickel-chrome alloy. The manifold is made up of 2 half-rings, the upper and lower, that are bolted together at their 3 and 9 o’clock split-line flanges. Bushings with spacers, inserted through the combustion case, supply bleed air to 2 holes on the manifolds outer surface at approximately the 1 and 7 o’clock positions. There are 3 air supply tubes on the manifolds inner surface, which circulate the air to cool down the HPT shroud for clearance control. Small holes allow the air to blow onto the shroud support. The air is then re-circulated into a cavity to be mixed with HPC 4th stage air. A series of holes around the rear of the manifold supply HPC 4th stage air from the cavity formed with the combustion case, to cool down the 1st stage of the LPT. EFFECTIVITY ALL CFM56-5C ENGINES FOR A340 CFMI PROPRIETARY INFORMATION

TOC


Page 6 Jan 02

EFG

CFM56-5C

HPC 4th AND 9th STAGE BLEED AIR

TRAINING MANUAL

BUSHING HPC 4th STAGE AIR

SPACER UPPER MANIFOLD HALF-RING

SHROUD SUPPORT

COMBUSTION CASE

SEALING SURFACE (HPT SHROUD SUPPORT) MANIFOLD AIR SUPPLY TUBES

AIR SUPPLY TUBES

1 O'CLOCK POSITION APPROX.

LOWER MANIFOLD HALF-RING

AIR IMPINGEMENT MANIFOLD

CTC-134-104-01


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Page 7 Jan 02

EFG

CFM56-5C

TRAINING MANUAL


The shroud/nozzle support The shroud/nozzle support assembly forms the outer shell of the HPT shroud and stage 1 LPT nozzle assembly.

Also at the rear section, there are 96 holes with bushings to allow passage of HPC 4th stage air to cool down the LPT nozzle.

It is made of a nickel chrome alloy.

On the support’s inner surface, 3 heat shields are installed.

It provides the area for the air impingement manifold on its outer surface and supports the HPT shrouds and the outer platforms of the LPT nozzle segments on its inner surface. Its front flange is secured to the combustion case with slab-head bolts. Its rear flange is pinched between the combustion case rear flange and the LPT stator case front flange. There are 2 borescope bosses, which are installed through its rear section at approximately the 5 and 8 o’clock positions, to enable inspection of the trailing edge of the HPT blades.


TOC


Page 8 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

SUPPORT BORESCOPE BOSS FWD HEAT SHIELD NUT SLABBED HEAD BOLT

LPT COOLING HOLES

BUSHING AFT HEAT SHIELD FWD HEAT SHIELD BUSHING

MID HEAT SHIELD

FWD HEAT SHIELD PIN

FWD HEAT SHIELD CTC-134-105-00

SHROUD/NOZZLE SUPPORT ASSEMBLY


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Page 9 Jan 02

EFG

CFM56-5C

TRAINING MANUAL


The shroud hangers The HPT shroud hangers carry the shroud segments on their inner surface. They provide a cooling area between the segments and the shroud/nozzle support reducing the risk of damage to the support due to thermal stresses. The shroud hangers have machined runners on their forward and aft faces, which slide into mating slots on the shroud/nozzle support. There are 14 hangers each carrying 3 shrouds. There are numerous seals, which slot between and into both hanger and shroud intersections, to prevent hot air leakage. Individual C-clip retainers, which are also air sealed, hold the shrouds in position on the hangers.


TOC


Page 10 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

SHROUD AND NOZZLE SUPPORT

AFT HEAT SHIELD

MID HEAT SHIELD

SHROUD HANGER

C-CLIP RETAINERS SEALS

SHROUDS SEAL

SEALS

HPT SHROUD HANGERS

CTC-134-106-00


TOC



Page 11 Jan 02

EFG

CFM56-5C

TRAINING MANUAL


The shrouds The HPT shrouds have a smooth abradable surface that can endure blade tip rub and prevent erosion from hot exhaust gasses. The shrouds are made of Rene N5. There are 42 individually replaceable shrouds each having their own C-clip retainer, which holds the shroud in place in slots on the hanger. Shroud expansion is controlled throughout engine operation to increase HPT efficiency. CDP air passes between the shroud/nozzle support and the shroud segments for cooling purposes. It exits through holes drilled in the shroud and goes back into the primary flow to the LPT nozzles.


TOC


Page 12 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

HPT SHROUD SEGMENT RETAINING CLIP

CDP AIR COOLING HOLE

SHROUD SEGMENTS

RUB SURFACE

HP TURBINE SHROUD

CTC-134-107-01


TOC



Page 13 Jan 02

EFG

CFM56-5C

TRAINING MANUAL


The Low Pressure Turbine (LPT) nozzle The LPT nozzle directs high velocity gasses from the HPT rotor onto the blades of the LPT rotor stage 1. The assembly consists of 24 nozzle segments of 4 vanes each and the nozzle segments outer and inner locating lips are mechanically locked into the shroud/nozzle support. The forward lip prevents axial movement of the HPT shroud retainer clips. The inner air seal and the stationary air seal are bolted together and held in place on the inner platforms of the LPT nozzle. HPC 4th stage cooling air is directed into cooling air duct bores in the nozzle segments and seals are installed between the segments to avoid air leakage. The cooling air exits through holes in the vane’s trailing edge and through the vane roots and inner seal to cool the HPT disk rear face. The air also passes through the stationary air seal to cool down the LPT rotor.


TOC


Page 14 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

HPC STAGE 4 COOLING AIR

ANTI-ROTATION SLOT

OUTER LOCATING LIP COOLING AIR DUCT BORES

INNER LOCATING LIP FORWARD LIP

STAGE 1 LPT NOZZLE SHROUD RETAINER CLIP HONEYCOMB SEAL

LEADING EDGE

STATIONARY AIR SEAL

COOLING AIR EXIT HOLES INNER PLATFORM SEAL STRIP SLOTS

INNER AIR SEAL HONEYCOMB SEAL

STAGE 1 LPT NOZZLE SEGMENT

CTC-134-108-01


TOC



Page 15 Jan 02

EFG

CFM56-5C

TRAINING MANUAL



TOC


Page 16 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

LOW PRESSURE TURBINE MAJOR MODULE


TOC



Page 1 Jan 00

EFG

CFM56-5C

TRAINING MANUAL

LOW PRESSURE TURBINE (LPT) MAJOR MODULE

The purposes of the LPT major module are : - to transform the pressure and velocity of gasses from the High Pressure Turbine (HPT), into mechanical power to drive the fan and booster module. - to provide a rear support for the HP and LP rotors. - to provide rear mounts for engine installation on the aircraft. The LPT major module is located at the rear of the engine, and consists of : - The LPT rotor/stator module. - The LPT shaft module. - The turbine frame module.


TOC


Page 2 Jan 00

EFG

CFM56-5C

TRAINING MANUAL

TURBINE FRAME LPT ROTOR / STATOR ASSEMBLY

LPT SHAFT

CTC-134-109-00

LOW PRESSURE TURBINE MODULE


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Page 3 Jan 00

EFG

CFM56-5C

TRAINING MANUAL



TOC


Page 4 Jan 00

EFG

CFM56-5C

TRAINING MANUAL

LPT ROTOR / STATOR MODULE


TOC



Page 1 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

LPT ROTOR/STATOR MODULE

The purpose of the LPT rotor/stator module is to convert the kinetic energy of gasses coming from the HPT, into mechanical power to drive the fan and booster rotor. The LPT rotor/stator is located between the HPT and the turbine frame. Its front flange is mounted on the rear flange of the combustion module. Its rear flange provides attachment for the turbine frame. Its inner flange is secured onto the LPT shaft. It is a 5-stage axial flow turbine, and consists of : - a bulkhead assembly - a stator assembly - a rotor assembly


TOC


Page 2 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

REAR FLANGE

ROTOR ASSEMBLY STATOR ASSEMBLY

FRONT FLANGE

INNER FLANGE

BULKHEAD ASSEMBLY


CTC-134-110-00


TOC



Page 3 Jan 02

EFG

CFM56-5C

TRAINING MANUAL


Bulkhead assembly An eight-segment sheet metal flange extension, identified as the A8 flange extension, is attached all around the rear surface of the LPT case front flange, and provides support and attachment for the bulkhead assembly.

It is attached radially all around the rear surface of the A8 flange extension. Eight support rods connected to brackets on the front flange of the turbine frame, provide axial rigidity.

The purpose of the bulkhead assembly is to prevent extremely hot air from the core engine area from reaching the turbine area, thus keeping maximum turbine cooling efficiency.

Its upper segment is partially shaped 90° rearward, to form the pylon pan, which matches the shape of the pylon interface extension.

It splits the nacelle core area into two separate compartments, where pressures are different : - the forward core compartment, upstream of the bulkhead, is not pressurized - the aft core compartment, downstream of the bulkhead, is pressurized This pressure difference prevents any potential fire in the engine hot area from extending into cold areas.

Its lower segment is partially slanted rearward, to form the bifurcation pan, which clears the forward core compartment venting conduit located at 6 o’clock. Its periphery is equipped with a rubber bulb seal that ensures sealing when the thrust reverser core cowl is closed. The bulkhead assembly provides sealed passages for various tubes, harnesses and leads.

The bulkhead assembly comes in four segments and is made of nickel alloy.


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Page 4 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

PYLON PAN UPPER SEGMENT

BULKHEAD ASSEMBLY (UPPER SEGMENT)

FWD

RUBBER BULB SEAL A8 FLANGE EXTENSION

FWD

SUPPORT ROD ( QTY : 8 ) LPT CASE FRONT FLANGE

LOWER SEGMENT T-FLANGE OF STAGE 1 TURBINE NOZZLE SUPPORT

LPT CASE

COMBUSTION CASE REAR FLANGE

BULKHEAD ASSEMBLY

CTC-134-151-00


TOC

BIFURCATION PAN



Page 5 Jan 02

EFG

CFM56-5C

TRAINING MANUAL


LPT stator assembly The stator assembly increases the speed of gasses coming from the combustion chamber. It consists of the following components : - The LPT case. - An air cooling tubes and manifolds assembly. - Stages 2 to 5 nozzle assemblies.


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Page 6 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

LPT COOLING MANIFOLD

5 4 3

LPT NOZZLES STAGES 2 TO 5

FRONT FLANGE 2

LPT STATOR ASSEMBLY

CTC-134-111-00


TOC



Page 7 Jan 02

EFG

CFM56-5C

TRAINING MANUAL


LPT case The LPT case provides support for the stator assembly. It is made of nickel-chrome alloy. Its front flange is bolted to the rear flange of the combustion case, through the HPT shroud/nozzle support flange (also called T-flange). Its rear flange provides attachment for the outer front flange of the turbine frame. The outer surface of the LPT case is fitted with angle brackets to hold air cooling tube supports and cooling manifolds. It also has 9 thermocouple mounting pads for EGT measurement, and 4 borescope ports at the 5 o’clock position (not shown). The inner surface of the LPT case houses eight thermal insulation blankets and also has flanges for the installation of nozzle and seal segments.


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Page 8 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

BRACKETS

THERMOCOUPLE MOUNTING PADS

MOUNTING FLANGES FOR NOZZLE AND SEAL SEGMENTS

LPT CASE

CTC-134-112-00


TOC



Page 9 Jan 02

EFG

CFM56-5C

TRAINING MANUAL


Air cooling tubes and manifolds assembly The purpose of the air cooling tubes and manifolds assembly is to blow cooling air onto the outer surface of the LPT case, for rotor clearance control. It is installed on supports, held by brackets located around the LPT case. It is made of steel alloy, and consists of : - 2 air supply manifolds. - 2 tube manifold assemblies. The tube manifold assemblies consist of 8 upper and lower tube halves which surround the case. The manifolds supply fan discharge air to the tubes, which have holes drilled in them to direct cooling air onto the outer case.


TOC


Page 10 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

UPPER COOLING MANIFOLD TUBE SUPPORT AIR MANIFOLD LPT AIR COOLING TUBES AND MANIFOLDS ASSEMBLY

LPT CASE REAR FLANGE

LPT CASE FRONT FLANGE

LOWER COOLING MANIFOLD

LPT COOLING MANIFOLDS

CTC-134-113-00


TOC



Page 11 Jan 02

EFG

CFM56-5C

TRAINING MANUAL


Stages 2 to 5 nozzles The purpose of the LPT stages 2 to 5 nozzles is to increase the speed of the air coming from the HPT, and to direct it onto the LPT rotor assembly.

Seal segments are installed between each nozzle stage. They have an abradable liner that faces the rotor blade teeth.

Each nozzle stage is made up of segments. The number of segments and the number of vanes in each segment vary from stage to stage.

The front of each seal segment has an integral rail clip which locks onto the nozzle rear outer platform and the case flange. Each seal has an anti-rotation lock.

The segments are installed on the flanges inside the LPT case and their retention is obtained through a stacking system, which is basically the same for all stages: The front outer platform of each nozzle segment has an anti-rotation slot which locks onto a locating pin on one of the flanges inside the LPT case.

NOTE : Stage 1 seal segments, located in front of stage 2 nozzle segments, are held in position inside the LPT case by the shroud support. Stage 5 seal segments are locked in position by a retaining hook and the turbine frame.

The outer platform holds a thermal insulation blanket in position, through another anti-rotation slot.


TOC


Page 12 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

SHROUD SUPPORT

LPT CASE FLANGES

THERMAL INSULATION BLANKET

LPT NOZZLES STAGES 2 TO 5

SEAL SEGMENT LOCK REAR OUTER PLATFORM FRONT OUTER PLATFORM

NOZZLE SEGMENT STAGE 2

LPT STATOR ASSEMBLY

CTC-134-114-00


TOC



Page 13 Jan 02

EFG

CFM56-5C

TRAINING MANUAL


Stages 2 to 5 nozzles (continued)

Stages 3, 4 and 5

All nozzle assembly stages are made of nickel alloy, protected against oxidation by a vapor-phase aluminization treatment.

Stages 3, 4, and 5 nozzle assemblies consist of 18 segments with 7 vanes each.

The inner platform of each nozzle segment has a brazed-on integral inner stationary air seal.

On stages 3 and 5, one segment, located at 5 o’clock, has a hole for borescope inspection.

The sides of the outer platforms have slots to house sealing plates that are installed between each segment to prevent air leakage. Stage 2 The stage 2 nozzle assembly consists of 18 segments with 6 vanes each. Nine of these segments have a hole to house the thermocouples that measure Exhaust Gas Temperature (EGT). One of these 9 segments, located at 5 o’clock, also has a hole for borescope inspection.


TOC


Page 14 Jan 02

EFG

CFM56-5C

HOLE FOR THERMOCOUPLE (STAGE 2 ONLY)

SEALING PLATE SLOTS

ANTI-ROTATION SLOTS HOLE FOR BORESCOPE INSPECTION (5 O'CLOCK)

TRAINING MANUAL

OUTER PLATFORM

LEADING EDGE

INNER STATIONARY AIR SEAL INNER PLATFORM

NOZZLE SEGMENTS

CTC-134-115-00


TOC

TRAILING EDGE



Page 15 Jan 02

EFG

CFM56-5C

TRAINING MANUAL


Rotor assembly The rotor assembly is housed inside the LPT case and has five stages. It consists of the following components : - Stages 1 to 5 disks. - Stages 2 to 5 rotating air seals. - Stages 1 to 5 blades. - A rotor support.


TOC


Page 16 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

ROTATING AIR SEAL

LPT BLADE

4

5

3 2 1

LPT DISK

LPT ROTOR SUPPORT

LPT ROTOR ASSEMBLY

CTC-134-116-00


TOC



Page 17 Jan 02

EFG

CFM56-5C

TRAINING MANUAL


Stage 1 to 5 disks The disks are made of nickel alloy. Their outer rims have machined dovetail slots in which the rotor blades are installed. The number of slots varies between stages. Except for stage 1, their front flanges have bolt holes for the installation of rotating air seals. Except for stage 5, their rear flanges have bolt holes for the installation of the next stage disk together with its rotating air seal. The disks are assembled together with D-head bolts.


TOC


Page 18 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

ROTATING AIR SEAL LPT BLADE 4

5

3 2 1

DOVETAIL SLOT

LPT ROTOR SUPPORT DISK

LPT DISKS

CTC-134-117-00


TOC



Page 19 Jan 02

EFG

CFM56-5C

TRAINING MANUAL


Stage 2 to 5 rotating air seals The purpose of the rotating air seals is to control the airflow between the LPT nozzles and the rotor. They are made of nickel alloy. The seals are sandwich-mounted between stages 1 to 5 disks, through holes located on the inner rear flange of the stage 1 disk, the inner front and rear flanges of stages 2, 3 and 4 disks and the front inner flange of the stage 5 disk. Stage 2 and 3 seals have machined slots to allow the passage of cooling air to the blade roots. The seals have two inclined teeth on stages 2, 3 and 4, and one straight tooth on stage 5, that rub against the abradable liner of the inner stationary air seal brazed on the inner platform of the nozzle segments. On the stage 2 seal, the front face of the forward outer flange and the rear face of the rear outer flange mates with retainer rings, which hold blade stages 1 and 2 in their axial position in the disk slots. On stage 3 and 4 seals, the rear face of the rear outer flange mates with retainer rings which hold blade stages 3 and 4 in their axial position in the slots. EFFECTIVITY ALL CFM56-5C ENGINES FOR A340 CFMI PROPRIETARY INFORMATION

TOC


Page 20 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

RETAINER RING

SEAL STAGE 2

SEAL STAGE 4

BLADE

SEAL STAGE 3

SEAL STAGE 5

ABRADABLE LINER DISK

LPT ROTATING AIR SEALS

CTC-134-118-00


TOC



Page 21 Jan 02

EFG

CFM56-5C

TRAINING MANUAL


Stage 1 to 5 blades The five stages of the LPT rotor have tip-shrouded blades made of nickel alloy. On stage 1 only, the blade airfoil is protected against oxidation by a vapor-phase aluminization treatment.

On stages 1, 2, 3 and 4, antiwear shields or foils are crimped on the blade roots before installation on the disk. Stage 5 blades do not have shields. Deflectors are installed between each blade, under the blade inner platform.

The number of blades varies between stages : - Stage 1 has 160 blades - Stage 2 has 144 blades - Stage 3 has 138 blades - Stage 4 has 146 blades - Stage 5 has 126 blades On each stage, 3 of the blades have a hard coating on their tips, to rub against the honeycomb material of the stator seal segments. Each blade has a dovetail root that slides into dovetail slots on the disk outer rim.


TOC

For stages 2, 3, and 4, a lug is machined on the front of the inner platform of each blade. For stages 1 and 5, the lug is machined on the rear of the inner platform of each blade. When all the blades are installed side by side on a disk, these lugs form a groove in which the blade retainer rings are inserted. The blade retaining rings are held in position by the rotating air seals. The retainer of stage 5 is made up of 18 separate segments, each having its own integral locking tab. The segments slide into a groove at the rear of the stage 5 disk and are locked in position by manually bending the tabs.


Page 22 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

LPT BLADE STAGE 1

LPT BLADE STAGE 1

ANTIWEAR SHIELD

DEFLECTOR LUG

ANTIWEAR SHIELD

GROOVE FOR RETAINER RING RETAINER RING

DISK

ROTATING AIR SEAL

LPT STAGE 1 ROTOR ASSEMBLY

CTC-134-119-00


TOC

DISK



Page 23 Jan 02

EFG

CFM56-5C

TRAINING MANUAL


Rotor support The rotor support gives structural strength to the rotor assembly, and provides a mechanical connection between the assembled disks and the LPT shaft. It also divides the rotor enclosure into two separate cavities. It is made of nickel alloy, and has holes for the circulation of cooling and pressurizing air. The outer flange of the rotor support is sandwich-mounted between the stage 4 rotating air seal and the front flange of the stage 4 disk.


TOC


Page 24 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

OUTER FLANGE TURBINE ROTOR SUPPORT 4

5

3 2 1

HOLES FOR AIR CIRCULATION

TURBINE ROTOR SUPPORT

CTC-134-120-00


TOC



Page 25 Jan 02

EFG

CFM56-5C

TRAINING MANUAL


The forward rotating air/oil seal. The forward rotating air/oil seal is bolted onto the front inner flange of the rotor support. It has 2 honeycomb air seals and 2 abradable rub seals, which face seal teeth on the HPT rear shaft. The rear inner flange of the rotor support is bolted onto the front face of the LPT shaft hub, making the mechanical connection between the assembled disks and the LPT shaft.


TOC


Page 26 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

LPT ROTOR SUPPORT

FORWARD ROTATING AIR/OIL SEAL

HONEYCOMB AIR SEALS

AIR/OIL SEAL AIR SEAL

TURBINE ROTOR SUPPORT

CTC-134-121-00


TOC



Page 27 Jan 02

EFG

CFM56-5C

TRAINING MANUAL


Borescope ports The rotor/stator assembly needs regular line maintenance inspection to identify defects, mainly on the rotor blades. The nozzle segments can also be inspected, but with limited visibility. Six borescope inspection ports are available. Their location corresponds to the nozzle segments stages 1 to 5 that are equipped with borescope holes.

- Port S20 goes through the stage 4 nozzle shroud. It is located on the LPT case at 5 o’clock, and is used to inspect the trailing edge of stage 3 blades and the leading edge of stage 4 blades. - Port S21 goes through the stage 5 nozzle shroud. It is located on the LPT case at 5 o’clock, and is used to inspect the trailing edge of stage 4 blades and the leading edge of stage 5 blades.

- Ports S16 and S17 go through the stage 1 nozzle shroud. They are located at the rear of the combustion case at approximately 5 and 8 o’clock, and are used to inspect the leading edge of stage 1 blades.

NOTE : The trailing edge of stage 5 blades can be inspected through an instrumentation boss located at the 8.30 clock position on the turbine frame.

- Port S18 goes through the stage 2 nozzle shroud. It is located on the LPT case at 5 o’clock, and is used to inspect the trailing edge of stage 1 blades and the leading edge of stage 2 blades.

Ports S16 and S17 are fitted with long spring-loaded plugs with hexagonal head caps.

When not in use, all borescope ports are closed by plugs.

Ports S18, S19, S20 and S21 are fitted with short springloaded plugs with hexagonal head caps.

- Port S19 goes through the stage 3 nozzle shroud. It is located on the LPT case at 5 o’clock, and is used to inspect the trailing edge of stage 2 blades and the leading edge of stage 3 blades. EFFECTIVITY ALL CFM56-5C ENGINES FOR A340 CFMI PROPRIETARY INFORMATION

TOC


Page 28 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

S16, S17 BORESCOPE PLUGS

S18, S19, S20, S21 BORESCOPE PLUGS

S16, S17 S18

S19 S20 S21 CTC-134-133-00

LOW PRESSURE TURBINE BORESCOPE PORTS


TOC



Page 29 Jan 02

EFG

CFM56-5C

TRAINING MANUAL



TOC


Page 30 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

THE LPT SHAFT MODULE


TOC



Page 1 Jan 02

EFG

CFM56-5C

TRAINING MANUAL


The LPT shaft module transmits power from the LP turbine to the fan and booster module. Through the No 4 bearing, it also takes up the radial load of the aft of the HP rotor and, through the No 5 bearing, the radial load of the aft of the LP rotor. It is located concentrically inside the high pressure rotor system, and connects the fan shaft with the LPT rotor. It provides support for the rear of the LPT rotor through the No.5 bearing, which holds the LPT rotor inside the turbine frame. It also vents the engine forward and aft sumps, through the center vent tube.


TOC


Page 2 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

TURBINE FRAME LPT ROTOR FAN ROTOR

CENTER VENT TUBE

FAN SHAFT

LPT SHAFT No.4 BEARING No.5 BEARING


CTC-134-122-00


TOC



Page 3 Jan 02

EFG

CFM56-5C

TRAINING MANUAL


The LPT shaft module consists of the following components : - The LPT shaft - A center vent tube - The No.4 roller bearing - The No. 5 roller bearing


TOC


Page 4 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

No.5 ROLLER BEARING

No.4 ROLLER BEARING

CENTER VENT TUBE

No.4 ROLLER BEARING

SHAFT CENTER VENT TUBE

No.5 ROLLER BEARING

SHAFT

LPT SHAFT ASSEMBLY

CTC-134-123-00


TOC



Page 5 Jan 02

EFG

CFM56-5C

TRAINING MANUAL


LPT shaft The LPT shaft is made of steel alloy, and transmits torque from the LP turbine to the fan and booster module.

The No. 4 and No. 5 bearings are installed at the aft end of the shaft, on each side of an integral hub.

It is installed concentrically inside the HP rotor system.

The front face of the hub accommodates the turbine rotor support.

The forward end of the LPT shaft has outer splines that engage into inner splines on the fan shaft. It also has a shoulder that is secured against a mating shoulder in the fan shaft, by the installation of a coupling nut. The shoulder and the coupling nut provide axial retention of the LPT shaft.

The rear face of the hub holds a rotating air seal and an oil seal. They control air circulation through the LPT rotor and sump pressurization through a set of seal teeth that mate with the oil collector and the No. 5 bearing support located inside the turbine rear frame.

A machined shim, called D48, is installed between the shaft shoulder and the coupling nut, to adjust the position of the LPT. The forward end of the LPT shaft is closed by a plug, locked in position by a retaining clip. The plug has an anti-rotation lug that engages into a slot on the coupling nut.


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Page 6 Jan 02

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CFM56-5C

TRAINING MANUAL INTEGRAL HUB

SPLINES SHOULDER

FAN SHAFT

No.4 BEARING No.5 BEARING RETAINING CLIP

LUG

D48 SHIM COUPLING NUT PLUG

LPT SHAFT

CTC-134-124-00


TOC



Page 7 Jan 02

EFG

CFM56-5C

TRAINING MANUAL


Center vent tube The center vent tube provides overboard venting for the engine forward and rear sumps. It is made of titanium alloy, and is installed concentrically inside the LPT shaft. The forward end of the center vent tube is inserted through the rear of the LPT shaft. It is held inside the shaft by means of two expandable-type supports that fit around two locating diameters. The aft end of the center vent tube is supported by the LPT shaft hub. Three shoulder-pins engage the shaft hub and the center vent tube to prevent its rotation in the LPT shaft.


TOC

A centrifugal air/oil separator is installed at the rear of the center vent tube. It separates the vaporized oil from the aft sump pressurization air, and sends lubrication oil to the No. 4 and No. 5 bearings. The air/oil separator is installed against the central shoulder of the center vent tube. It has an internal flange that is held against the duct shoulder by a nut. The angular position of the separator is held by slots on its forward end, that engage onto the rear of the center vent tube. The rear end of the center vent tube has two sets of seal teeth that rub against an abradable coating, located inside the oil inlet cover of the turbine frame.


Page 8 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

SHOULDER PINS SEAL TEETH

AIR/OIL SEPARATOR EXPANDABLE SUPPORTS

CENTRAL SHOULDER

LOCATING DIAMETERS

CENTER VENT TUBE

CENTER VENT TUBE

CTC-134-125-00


TOC



Page 9 Jan 02

EFG

CFM56-5C

TRAINING MANUAL


No. 4 bearing The No. 4 bearing takes up the radial loads generated by the High Pressure Turbine rotor. It is a roller bearing, installed between the HPT rear shaft and the LPT shaft, at the front of the LPT shaft hub. The bearing outer race is housed in the HPT rear shaft bore. Its inner race is bolted to the front face of the LPT shaft integral hub. The No. 4 bearing inner race has a shoulder, which acts as an emergency bearing in case of roller failure. The forward end of the inner race has seal teeth that rub against an abradable coating located on the No. 4 bearing forward rotating oil seal, thus acting as one of the sump air/oil seals.


TOC


Page 10 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

No.4 ROLLER BEARING

SEAL TEETH

OUTER RACE

No.4 BRG FORWARD ROTATING OIL SEAL INNER RACE

No.4 BEARING

CTC-134-126-00


TOC



Page 11 Jan 02

EFG

CFM56-5C

TRAINING MANUAL


No. 5 bearing The No. 5 bearing holds the aft end of the LPT rotor inside the turbine frame, and takes up the radial loads generated by the LPT. It is an oil-damped roller bearing, mounted at the rear of the LPT shaft hub, which reduces the vibration level of the rotating assembly. The bearing outer race is installed in an adjusting sleeve inside the turbine frame. Oil damping is achieved by sending oil pressure between the outer race and the adusting sleeve. Its inner race is installed on the aft end of the LPT shaft. The No. 5 bearing is held in position by a retaining ring at the front, and a retaining nut at the rear. The retaining nut provides axial retention of the bearing, and is locked in position by a rivet pin.


TOC


Page 12 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

No.5 ROLLER BEARING

RIVET PIN

BEARING OUTER RING RETAINING RING

RETAINING NUT BEARING

No.5 BEARING

CTC-134-127-00


TOC

ADJUSTING SLEEVE



Page 13 Jan 02

EFG

CFM56-5C

TRAINING MANUAL


Bearings lubrication A supply tube located in the turbine frame delivers oil to the rotating air/oil separator, which in turn sends this oil forward to the No. 5 bearing by centrifugation, through an oil gallery between the separator and the LPT shaft. Oil finds a passage through holes in the LPT shaft and the No. 5 bearing inner race, to lubricate the rollers and outer race of the No. 5 bearing. The remaining oil continues to flow forward, through passageways drilled in the LPT shaft, and lubricates the inner race, the rollers and the outer race of the No. 4 bearing.


TOC


Page 14 Jan 02

EFG

CFM56-5C

No.5 BEARING

TRAINING MANUAL

OIL SUPPLY NOZZLE

No.4 BEARING

BEARINGS LUBRICATION

CTC-134-128-01


TOC



Page 15 Jan 02

EFG

CFM56-5C

TRAINING MANUAL



TOC


Page 16 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

THE TURBINE FRAME MODULE


TOC



Page 1 Jan 02

EFG

CFM56-5C

TRAINING MANUAL


The turbine frame module is one of the engine major structural assemblies, and is located at the rear of the engine. Its front section is bolted to the rear flange of the LPT case, and its rear section provides attachment for the exhaust nozzle, the mixer and the center body, which are part of the nacelle. The main structural component of the module is the turbine frame. The turbine frame outer casing has engine rear installation mounts. Its inner hub takes up loads from the rear of the LPT rotor through the No. 5 bearing support, and provides attachment for parts on its front and rear faces.


TOC


Page 2 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

LPT CASE ENGINE MOUNTS


INNER HUB OUTER CASING

EXHAUST NOZZLE ATTACHMENT

TURBINE FRAME MODULE

CTC-134-129-00


TOC



Page 3 Jan 02

EFG

CFM56-5C

TRAINING MANUAL


Turbine Frame - General The turbine frame is made of nickel alloy. It consists of a polygonal outer casing and an inner hub, connected with 16 airfoil-shaped struts tangential to the inner hub. The struts decrease thermal and mechanical stresses, and hold a fairing. Strut No. 9 accommodates the oil supply tube for the No. 4 and No. 5 bearings and also the oil scavenge tube. The turbine frame has two brackets used for handling and installation on engine storage stands and the outer casing has three clevis mounts for engine installation on the airframe.


TOC


Page 4 Jan 02

EFG

CFM56-5C

CLEVIS MOUNT

TRAINING MANUAL

FAIRING

1

OUTER CASING

2

16

3

15 OUTER CASE DRAIN TUBE 14

4

5

13

6

12

INNER HUB

7

HANDLING 11 BRACKETS

FRONT FLANGE

OIL SUPPLY TUBE (FLA)

9 OIL SCAVENGE TUBE (ALF)

TURBINE FRAME

CTC-134-130-00


TOC

8

10

STRUT



Page 5 Jan 02

EFG

CFM56-5C

TRAINING MANUAL


Turbine Frame Hub - Front The front of the turbine frame hub has two flanges that provide attachment for various components. - The hub inner flange provides attachment for the outer flange of the No. 5 bearing support, which is made of steel alloy. The support’s inner flange receives an adjusting sleeve, which secures the No. 5 bearing outer race in position and allows oil damping of the bearing. The support’s forward section has an outer and an inner wall, which mate with the rear seal teeth of the rotating air/oil seal located at the rear of the LPT shaft, thus providing sealing and pressurization of the aft oil sump.

It also provides attachment for the rear inner flange of the oil collector. The oil collector is made of steel alloy and provides containment for the aft oil sump. Its inner front flange is lined with abradable material which mates with the front seal teeth of the rotating air/oil seal, for oil sump sealing and pressurization purposes. - The hub outer flange provides attachment for the rear outer flange of the oil collector and the front of a stream fairing.

The support has machined passages for the circulation of pressurizing air to the oil inlet cover, sump air to the center vent tube, oil to the scavenge tube and oil to the outer race damper.


TOC


Page 6 Jan 02

EFG

CFM56-5C

TRAINING MANUAL OUTER CASING STREAM FAIRING

OUTER FLANGE OIL COLLECTOR ADJUSTING SLEEVE

INNER FLANGE

FACE MATING WITH OIL SEALS

ADJUSTING SLEEVE


STREAM FAIRING No.5 BEARING SUPPORT

FACES MATING WITH AIR SEALS

OIL COLLECTOR

TURBINE FRAME HUB-FRONT

CTC-134-131-00


TOC



Page 7 Jan 02

EFG

CFM56-5C

TRAINING MANUAL


Turbine Frame Hub - Rear The rear of the turbine frame hub provides attachment for various components; some on the center section of the No. 5 bearing support, and some on two flanges.

- The hub outer flange provides attachment for the back of the fairing, and is fitted with mounting studs for the center body, which is part of the nacelle.

- The rear center section of the No. 5 bearing support provides attachment for the front flange of the oil inlet cover and the rear insulation blanket.

There are 8 venting and oil drain tubes, which connect the rear rotating air/oil seals cavity with the centerbody.

The oil inlet cover is made of steel alloy and, together with the rear insulation blanket, forms the end boundary of the aft sump. It supports the oil supply tube for the No. 4 and No. 5 bearings, and has a port to connect the damping oil tube. The oil inlet cover also has internal ducts that carry booster discharge air to pressurize the sump rear seals. The cover’s inner sleeve is lined with abradable material. This provides support and sealing for the rear of the center vent tube.

- The hub inner flange provides attachment for the flange assembly. The flange assembly is made of nickel alloy and it closes the rear of the engine. Its central section receives the flame arrestor. The flame arrestor is the exit point of sump pressurization airflow, and is designed to prevent flame propagation into the engine exhaust system.

The rear flange of the oil inlet cover provides attachment for a nickel alloy flame arrestor.


TOC


Page 8 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

REAR INSULATION BLANKET

GASKET SEAL

VENTING AND OIL DRAIN TUBE OIL SUPPLY TUBE

OIL INLET COVER

EXHAUST MIXER SUPPORT FLANGE STRUT FAIRING

FLANGE ASSEMBLY

NIPPLE RING O RING

FLAME ARRESTOR OIL SUPPLY TUBE

SCAVENGE TUBE

DAMPING OIL TUBE

TURBINE FRAME HUB-REAR

CTC-134-132-00


TOC



Page 9 Jan 02

EFG

CFM56-5C

TRAINING MANUAL



TOC


Page 10 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

ACCESSORY DRIVE MAJOR MODULE


TOC



Page 1 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

ACCESSORY DRIVE SYSTEM

At engine start, the accessory drive system transmits external power from the engine air starter to drive the core engine. When the engine is running, the accessory drive system extracts part of the core engine power and transmits it through a series of gearboxes and shafts in order to drive the engine and aircraft accessories. For maintenance tasks, the core can be cranked manually through the Accessory Gearbox. The accessory drive system is located at the 6 o’clock position and consists of the following components : - Inlet Gearbox (IGB), that takes power from the HPC front shaft. - Radial Drive Shaft (RDS), that transmits the power to the Transfer Gearbox. - Transfer Gearbox (TGB), which redirects the torque. - Horizontal Drive Shaft (HDS), that transmits power from the Transfer Gearbox to the Accessory Gearbox. - Accessory Gearbox (AGB), that supports and drives both engine and aircraft accessories.


TOC


Page 2 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

INLET GEARBOX (IGB)

FAN FRAME THICK STRUT (6 O'CLOCK)

UPPER RADIAL DRIVE SHAFT (RDS)

LOWER RADIAL DRIVE SHAFT

HORIZONTAL DRIVE SHAFT (HDS)

ACCESSORY GEARBOX (AGB)

TRANSFER GEARBOX (TGB)

ACCESSORY DRIVE SECTION DESIGN

CTC-134-134-00


TOC



Page 3 Jan 02

EFG

CFM56-5C

TRAINING MANUAL



TOC


Page 4 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

INLET GEARBOX


TOC



Page 1 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

THE INLET GEARBOX (IGB)

The IGB transfers torque between the HPC front shaft and the radial drive shaft. It also supports the front end of the core engine. It is located in the fan frame sump and is bolted to the forward side of the fan frame aft flange. It is only accessible after different engine module removals. The IGB contains the following parts : - Horizontal bevel gear (with coupling/locking nut) - Radial bevel gear - No 3 bearing (ball and roller) - Rotating air/oil seal


TOC


Page 2 Jan 02

EFG

CFM56-5C

No.3 BALL BEARING

TRAINING MANUAL

ROTATING AIR/OIL SEAL

HORIZONTAL BEVEL GEAR

COUPLING / LOCKING NUT

RADIAL BEVEL GEAR

INLET GEARBOX ASSEMBLY

CTC-134-135-00


TOC



Page 3 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

THE INLET GEARBOX

The horizontal bevel gear The horizontal bevel gear mates with the radial bevel gear to provide rotational torque to the TGB assembly. It is secured onto the HPC forward shaft and carries the No 3 bearing inner race. The horizontal bevel gear has 47 teeth. It is splined to the compressor rotor front shaft and secured to it by a coupling/locking nut. The coupling/locking nut is installed in such a way that it rotates independently, but its internal thread secures the HPC front shaft to the horizontal bevel gear. The nut is also used to pull out the core engine rotor during engine disassembly. The nut has teeth on its outer surface to provide sealing with the forward stationary oil seal. The bevel gear’s outer shaft provides for the inner races of the bearing. The rear end has threads for the installation of a rotating air/oil seal, which also acts as a locking nut for the No 3 ball and roller bearing. EFFECTIVITY ALL CFM56-5C ENGINES FOR A340 CFMI PROPRIETARY INFORMATION

TOC


Page 4 Jan 02

EFG

CFM56-5C

TRAINING MANUAL



TEETH (47)

THREADS

COUPLING/ LOCKING NUT

SPLINES

BEARING JOURNAL

RADIAL BEVEL GEAR

THREADS


CTC-134-136-00


TOC

No.3 BEARING



Page 5 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

THE INLET GEARBOX

The radial bevel gear The radial bevel gear has 35 teeth. It is mounted on 1 ball bearing and 2 roller bearings, one at each end of the bevel gear hub. The gear is internally splined to drive the radial drive shaft, which is removable from the exterior of the engine to allow individual replacement of the IGB. The bearings and gear are lubricated and cooled by oil, supplied through the forward sump oil manifold assembly.


TOC


Page 6 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

RADIAL BEVEL GEAR TEETH (35)

BEARING JOURNALS SPLINES ROLLER BEARINGS THREADS

OIL SEAL

BALL BEARING

RADIAL BEVEL GEAR

CTC-134-137-00


TOC

OIL INJECTORS



Page 7 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

THE INLET GEARBOX

The No 3 bearing The No 3 bearing assembly consists of a ball bearing and a roller bearing. The assembly is installed between the IGB housing and the horizontal bevel gear. The No 3 ball bearing acts as the core engine thrust bearing and provides axial positioning of the forward end of the HPC rotor. The roller bearing is located directly after the ball bearing and radially positions the core engine rotor. The bearings and gear are lubricated and cooled by oil, supplied through the forward sump oil manifold assembly.


TOC


Page 8 Jan 02

EFG

CFM56-5C

No. 3 BALL BEARING

TRAINING MANUAL

IGB HOUSING

REAR STATIONARY AIR/OIL SEAL


No.3 ROLLER BEARING


THRUST BEARING No.3

CTC-134-138-00


TOC



Page 9 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

THE INLET GEARBOX

The rotating air/oil seal The rotating air/oil seal provides the sealing of the aft end of the forward sump and acts as a locknut for the No 3 bearing. Holes between the two aft seal teeth allow passage of sump pressurizing air. Holes passing underneath the forward seal teeth allow oil to be drained into the No 3 bearing cavity. The rotating air/oil seal has internal threads for installation onto the horizontal bevel gear and its front face locks the No 3 bearing inner races in position.


TOC


Page 10 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

SEAL TEETH

OIL DRAIN HOLE

THREAD


CTC-134-139-00


TOC

SUMP PRESSURIZATION HOLES



Page 11 Jan 02

EFG

CFM56-5C

TRAINING MANUAL



TOC


Page 12 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

TRANSFER GEARBOX


TOC



Page 1 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

THE TRANSFER GEARBOX

The Radial Drive Shaft (RDS) The Radial Drive Shaft transmits power from the IGB to the TGB. It is installed inside fan frame strut No 6, at 6 o’clock. It consists of the radial drive shaft, which comes in two parts and a mid-length bearing. The RDS is hollow and made of steel alloy. It measures approximately 29.52 ins (0.75 m). Both ends are externally splined and connect the IGB bevel gear with the TGB input bevel gear. A foolproof slot is machined on the shaft to avoid inversion of the RDS during installation. The lower end of the shaft has a shoulder, which prevents disengagement and ensures correct seating into the gear. The shaft mid-length bearing provides proper centering of the RDS in its housing. Its inner race is mounted halfway up on the RDS and the outer race is part of the RDS housing. EFFECTIVITY ALL CFM56-5C ENGINES FOR A340 CFMI PROPRIETARY INFORMATION

TOC


Page 2 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

OIL DISTRIBUTOR INLET GEARBOX

FAN FRAME NO.6 STRUT RADIAL DRIVE SHAFT SHAFT MID-LENGTH BEARING ROLLER BEARING OUTER RACE

SHOULDER

FAN CASE

TGB HOUSING

THE RADIAL DRIVE SHAFT

CTC-134-140-00


TOC



Page 3 Jan 02

EFG

CFM56-5C

TRAINING MANUAL


The transfer gearbox (TGB) Driven by the RDS, the TGB reduces rotational speed and redirects the torque from the IGB to the AGB, through the horizontal drive shaft. It is secured under the fan frame module at the 6 o’clock position and consists of : - The gearbox housing - The input bevel gear - The horizontal bevel gear


TOC


Page 4 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

FAN FRAME NO.7 STRUT

FAN CASE RADIAL DRIVE SHAFT

INPUT BEVEL GEAR

HORIZONTAL DRIVE SHAFT

TGB HOUSING

HORIZONTAL BEVEL GEAR HORIZONTAL DRIVE SHAFT HOUSING CTC-134-141-00

TRANSFER GEARBOX ASSEMBLY


TOC



Page 5 Jan 02

EFG

CFM56-5C

TRAINING MANUAL


The gearbox housing The TGB housing is made up of two parts bolted together to form one assembly. The housing is made of aluminium alloy. The upper part of the TGB contains an adapter, which fits in the bell-shaped outer end of the RDS housing. The horizontal part provides the attachment to the fan inlet case through a single clevis/link rod mounting arrangement located at the top of the housing. The TGB housing contains 2 oil nozzles for lubrication of the bevel gears and bearings.


TOC


Page 6 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

INPUT BEVEL GEAR ADAPTER INPUT BEVEL GEAR HOUSING

CLEVIS

VENT

OIL SUPPLY OIL SCAVENGE


HORIZONTAL BEVEL GEAR HOUSING

TRANSFER GEARBOX ASSEMBLY

CTC-134-142-00


TOC



Page 7 Jan 02

EFG

CFM56-5C

TRAINING MANUAL


The input bevel gear The upper part of the TGB houses the input bevel gear, its bearing housing, ball bearing and roller bearing. The input bevel gear has 31 teeth. The bore of the bevel gear is splined at its upper end and engages with the radial drive shaft. Sealing is provided by a seal ring installed externally on the adapter. An oil nozzle (not shown on diagram) supplies a jet of oil directly onto the bevel gear. Another oil nozzle supplies a jet of oil onto the roller bearing. An oil distributor, installed inside the bevel gear and secured by an anti-rotation system, ensures oil distribution to the ball bearing and axial retention of the RDS.


TOC


Page 8 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

SPLINES LUBRICATING HOLES ADAPTER SEAL RING TEETH (31)

BALL BEARING

OIL DISTRIBUTOR INPUT BEVEL GEAR ROLLER BEARING

OIL NOZZLE

INPUT BEVEL GEAR

CTC-134-143-00


TOC



Page 9 Jan 02

EFG

CFM56-5C

TRAINING MANUAL


The horizontal bevel gear The horizontal part of the TGB includes the housing, the horizontal bevel gear, a ball bearing and a roller bearing. The horizontal bevel gear has 40 teeth. The gear housing is a cast part. The suspension clevis, which attaches to the fan inlet case through a link, is a cast part and integral with the housing. An oil nozzle directs 3 jets of oil into various parts of the horizontal bevel gear. An oil distributor, installed in the bevel gear and attached by an anti-rotation system, permits oil distribution to the bearings. The bore of the bevel gear is splined at its forward end and connects with the Horizontal Drive Shaft (HDS).


TOC


Page 10 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

ROLLER BEARING BALL BEARING CLEVIS

LUBRICATING HOLES

SPLINES OIL NOZZLE

OIL DISTRIBUTOR

TEETH (40)


CTC-134-144-00


TOC


HORIZONTAL BEVEL GEAR HOUSING



Page 11 Jan 02

EFG

CFM56-5C

TRAINING MANUAL



TOC


Page 12 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

ACCESSORY GEARBOX


TOC



Page 1 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

THE ACCESSORY GEARBOX

The Horizontal Drive Shaft (HDS) The Horizontal Drive Shaft provides power transmission between the TGB and the AGB. The coupling tube, bolted between the TGB and AGB housings, is made of aluminium alloy. It protects the HDS and ensures connection with the AGB. A gasket between the tube and the TGB front flange and an O-ring between the tube and the AGB rear flange, provide the necessary sealing of the assembly. The HDS is made of steel alloy. It is splined at both ends and drives the AGB gears through the hand-cranking drive gear. The shaft is secured in the drive gear by a castellated nut.


TOC


Page 2 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

CLEVIS LINK ROD MOUNT BRACKET FAN INLET CASE

AGB GASKET

TGB HOUSING

HORIZONTAL DRIVE SHAFT COUPLING TUBE CTC-134-145-00

HORIZONTAL DRIVE SHAFT LOCATION


TOC



Page 3 Jan 02

EFG

CFM56-5C

TRAINING MANUAL


The Accessory Gearbox (AGB) The AGB supports and drives both aircraft and engine accessories. The AGB assembly is mounted under the fan inlet case at the 6 o’clock position and is secured by 2 clevis mounts with shouldered bushings. The housing is an aluminium alloy casting.

Its rear face connects with the HDS coupling tube and provides mounting pads for : - The fuel pump - The N2 speed sensor - The starter Some of the accessories are installed on the AGB through Quick Attach/Detach (QAD) rings.

The AGB consists of a gear train that reduces and increases the rotational speed to meet the specific drive requirements of each accessory. The AGB’s front face has mounting pads for the following equipment : - Lube unit - Hydraulic pump - Hand-cranking drive - Control alternator - Integrated Drive Generator (IDG)


TOC


Page 4 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

CLEVIS MOUNT FUEL PUMP/HMU PAD

N2 SPEED SENSOR MOUNTING PAD

LUBRICATION UNIT PAD

HORIZONTAL DRIVE COUPLING TUBE

STARTER PAD

HYDRAULIC PUMP PAD FWD

HANDCRANKING PAD

CLEVIS MOUNT CONTROL ALTERNATOR PAD IDG PAD

ACCESSORY GEARBOX HOUSING

CTC-134-146-00


TOC



Page 5 Jan 02

EFG

CFM56-5C

TRAINING MANUAL


The gear train The gear train is contained in the AGB housing and consists of an arrangement of gear shafts, which drive the accessories. Each gear shaft assembly consists of a spur gear supported by a ball and roller bearing. The gears, their bearings and bearing supports are plugin type systems. They are lubricated by oil distributors, which supply oil jets onto specific areas (bearings and splines). Accessory ratios : - The IDG - The hydraulic pump - The HMU and fuel pump - The lubrication unit - The ECU alternator - The starter - Hand cranking

0.5947 N2 0.256 N2 0.423 N2 0.423 N2 1.342 N2 0.5947 N2 1.04 N2


TOC


Page 6 Jan 02

EFG

CFM56-5C

TRAINING MANUAL 100% N2 14460 RPM

47

IGB 35 UPPER RADIAL DRIVE SHAFT

LOWER RADIAL DRIVE SHAFT

HORIZONTAL DRIVE SHAFT

STARTER

31

70

HMU

TGB IDG

40

61

FUEL PUMP

71

40

31 31

HANDCRANKING

71 43 34

ECU ALTERNATOR HYDRAULIC PUMP

CTC-134-147-01

LUBRICATION UNIT

ACCESSORY DRIVE SYSTEM GEAR TRAIN


TOC

43



Page 7 Jan 02

EFG

CFM56-5C

TRAINING MANUAL


Sealing Sealing of the AGB is provided by 2 configurations of carbon-contact seals : - Magnetic type - Spring-loaded type Magnetic seals The magnetic-type seal consists of : - A non-magnetic housing, which contains a magnetized mating ring with a polished face and a retaining ring - A rotating seal with carbon material held in a rotating ring This seal type can be used on the following pads : - Integrated Drive Generator (IDG) - Hydraulic pump - Fuel pump


TOC


Page 8 Jan 02

EFG

CFM56-5C

(ASSEMBLED)

TRAINING MANUAL

(DISASSEMBLED)

NON MAGNETIC SEAL HOUSING

MAGNETIZED RING

RETAINING RING

O-RING SEALS

STATIC PART ROTATING PART

CARBON CONTACT FACE

O-RING SEAL

MAGNETIC SEAL

CTC-134-148-01


TOC

LAPPED OR POLISHED CONTACT FACE



Page 9 Jan 02

EFG

CFM56-5C

TRAINING MANUAL


Starter drive pad seal On the starter drive pad only, a different configuration of magnetic seal is used. It has a thrust ring, which also acts as a heat sink, installed in between the mating ring and retaining ring.


TOC


Page 10 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

(ASSEMBLED)

STATIC PART O-RING SEAL THRUST RING OIL DRAINING HOLES ROTATING PART O-RING SEAL

(DISASSEMBLED) STATIC PART NON MAGNETIC SEAL HOUSING

RETAINING RING THRUST RING

CARBON CONTACT FACE

MAGNETIZED RING LAPPED OR POLISHED CONTACT FACE

CTC-134-149-01

MAGNETIC SEAL (STARTER DRIVE ONLY)


TOC



Page 11 Jan 02

EFG

CFM56-5C

TRAINING MANUAL


Spring-loaded seals The spring-loaded seal is made up of carbon packing and a rotating mating ring with a polished face. The rotating mating ring has 4 lugs that engage in corresponding slots machined in the gear shaft bearing. A housing, which contains the spring-loaded seal, ensures constant contact between the polished face and the carbon seal element. This seal type can be used on the following drive pads : - Integrated Drive Generator (IDG) - Hydraulic pump - Starter - Fuel pump


TOC


Page 12 Jan 02

EFG

CFM56-5C

TRAINING MANUAL

(DISASSEMBLED)

(ASSEMBLED) CARBON CONTACT FACE SPRING O-RING SEAL

O-RING SEALS

STATIC PART

MATING RING

ROTATING PART

LUGS

LAPPED OR POLISHED CONTACT FACE

SPRING LOADED SEAL

CTC-134-150-01


TOC



Page 13 Jan 02

EFG

CFM56-5C

TRAINING MANUAL



TOC


Page 14 Jan 02

CFM 56 - 5C Basic-Engine

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