Ctc-063 Basic Engine

TRAINING MANUAL CFM56-5A / -5B

BASIC ENGINE

january 2009

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CTC-063 Level 3

CFM56-ALL

TRAINING MANUAL

Published by CFMI

CFMI Customer Training Center Snecma Services Site de Melun-Montereau, Aérodrome de Villaroche Chemin de Viercy, B.P. 1936, 77019 - Melun Cedex FRANCE

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

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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

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TRAINING MANUAL


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EFFECTIVITY ALL CFM56 ENGINES

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CFMI Proprietary Information

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CFM56-ALL

A A/C AIRCRAFT AC ALTERNATING CURRENT ACARS AIRCRAFT COMMUNICATION ADRESSING and REPORTING SYSTEM ACAU AIR CONDITIONING ACCESSORY UNIT ACMS AIRCRAFT CONDITION MONITORING SYSTEM ACS AIRCRAFT CONTROL SYSTEM ADC AIR DATA COMPUTER ADEPT AIRLINE DATA ENGINE PERFORMANCE TREND ADIRS AIR DATA AND INERTIAL REFERENCE SYSTEM ADIRU AIR DATA AND INERTIAL REFERENCE UNIT AGB ACCESSORY GEARBOX AIDS AIRCRAFT INTEGRATED DATA SYSTEM ALF AFT LOOKING FORWARD ALT ALTITUDE ALTN ALTERNATE AMB AMBIENT AMM AIRCRAFT MAINTENANCE MANUAL AOG AIRCRAFT ON GROUND A/P AIRPLANE APU AUXILIARY POWER UNIT ARINC AERONAUTICAL RADIO, INC. (SPECIFICATION) ASM AUTOTHROTTLE SERVO MECHANISM A/T AUTOTHROTTLE ATA AIR TRANSPORT ASSOCIATION EFFECTIVITY ALL CFM56 ENGINES


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TRAINING MANUAL ATC AUTOTHROTTLE COMPUTER ATHR AUTO THRUST ATO ABORTED TAKE OFF AVM AIRCRAFT VIBRATION MONITORING B BITE BUILT IN TEST EQUIPMENT BMC BLEED MANAGEMENT COMPUTER BPRV BLEED PRESSURE REGULATING VALVE BSI BORESCOPE INSPECTION BSV BURNER STAGING VALVE (SAC) BSV BURNER SELECTION VALVE (DAC) BVCS BLEED VALVE CONTROL SOLENOID C C CELSIUS or CENTIGRADE CAS CALIBRATED AIR SPEED CBP (HP) COMPRESSOR BLEED PRESSURE CCDL CROSS CHANNEL DATA LINK CCFG COMPACT CONSTANT FREQUENCY GENERATOR CCU COMPUTER CONTROL UNIT CCW COUNTER CLOCKWISE CDP (HP) COMPRESSOR DISCHARGE PRESSURE CDS COMMON DISPLAY SYSTEM CDU CONTROL DISPLAY UNIT CFDIU CENTRALIZED FAULT DISPLAY INTERFACE UNIT CFDS CENTRALIZED FAULT DISPLAY SYSTEM CFMI JOINT GE/SNECMA COMPANY (CFM

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CFM56-ALL

INTERNATIONAL) CG CENTER OF GRAVITY Ch A channel A Ch B channel B CHATV CHANNEL ACTIVE CIP(HP) COMPRESSOR INLET PRESSURE CIT(HP) COMPRESSOR INLET TEMPERATURE cm.g CENTIMETER X GRAMS CMC CENTRALIZED MAINTENANCE COMPUTER CMM COMPONENT MAINTENANCE MANUAL CMS CENTRALIZED MAINTENANCE SYSTEM CMS CENTRAL MAINTENANCE SYSTEM CODEP HIGH TEMPERATURE COATING CONT CONTINUOUS CPU CENTRAL PROCESSING UNIT CRT CATHODE RAY TUBE CSD CONSTANT SPEED DRIVE CSI CYCLES SINCE INSTALLATION CSN CYCLES SINCE NEW CTAI COWL THERMAL ANTI-ICING CTEC CUSTOMER TECHNICAL EDUCATION CENTER CTL CONTROL Cu.Ni.In COPPER.NICKEL.INDIUM CW CLOCKWISE D DAC DOUBLE ANNULAR COMBUSTOR DAMV DOUBLE ANNULAR MODULATED VALVE DAR DIGITAL ACMS RECORDER DC DIRECT CURRENT EFFECTIVITY ALL CFM56 ENGINES

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TRAINING MANUAL DCU DATA CONVERSION UNIT DCV DIRECTIONAL CONTROL VALVE BOEING DEU DISPLAY ELECTRONIC UNIT DFCS DIGITAL FLIGHT CONTROL SYSTEM DFDAU DIGITAL FLIGHT DATA ACQUISITION UNIT DFDRS DIGITAL FLIGHT DATA RECORDING SYSTEM DISC DISCRETE DIU DIGITAL INTERFACE UNIT DMC DISPLAY MANAGEMENT COMPUTER DMD DEMAND DMS DEBRIS MONITORING SYSTEM DMU DATA MANAGEMENT UNIT DOD DOMESTIC OBJECT DAMAGE DPU DIGITAL PROCESSING MODULE DRT DE-RATED TAKE-OFF E EAU ENGINE ACCESSORY UNIT EBU ENGINE BUILDUP UNIT ECA ELECTRICAL CHASSIS ASSEMBLY ECAM ELECTRONIC CENTRALIZED AIRCRAFT MONITORING ECS ENVIRONMENTAL CONTROL SYSTEM ECU ELECTRONIC CONTROL UNIT EE ELECTRONIC EQUIPMENT EEC ELECTRONIC ENGINE CONTROL EFH ENGINE FLIGHT HOURS EFIS ELECTRONIC FLIGHT INSTRUMENT SYSTEM

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EGT EXHAUST GAS TEMPERATURE EHSV ELECTRO-HYDRAULIC SERVO VALVE EICAS ENGINE INDICATING AND CREW ALERTING SYSTEM EIS ELECTRONIC INSTRUMENT SYSTEM EIU ENGINE INTERFACE UNIT EIVMU ENGINE INTERFACE AND VIBRATION MONITORING UNIT EMF ELECTROMOTIVE FORCE EMI ELECTRO MAGNETIC INTERFERENCE EMU ENGINE MAINTENANCE UNIT EPROM ERASABLE PROGRAMMABLE READ ONLY MEMORY (E)EPROM (ELECTRICALLY) ERASABLE PROGRAMMABLE READ ONLY MEMORY ESN ENGINE SERIAL NUMBER ETOPS EXTENDED TWIN OPERATION SYSTEMS EWD/SD ENGINE WARNING DISPLAY / SYSTEM DISPLAY F F FARENHEIT FAA FEDERAL AVIATION AGENCY FADEC FULL AUTHORITY DIGITAL ENGINE CONTROL FAR FUEL/AIR RATIO FCC FLIGHT CONTROL COMPUTER FCU FLIGHT CONTROL UNIT FDAMS FLIGHT DATA ACQUISITION & MANAGEMENT SYSTEM EFFECTIVITY ALL CFM56 ENGINES


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TRAINING MANUAL FDIU FLIGHT DATA INTERFACE UNIT FDRS FLIGHT DATA RECORDING SYSTEM FDU FIRE DETECTION UNIT FEIM FIELD ENGINEERING INVESTIGATION MEMO FF FUEL FLOW (see Wf) -7B FFCCV FAN FRAME/COMPRESSOR CASE VERTICAL (VIBRATION SENSOR) FI FLIGHT IDLE (F/I) FIM FAULT ISOLATION MANUAL FIN FUNCTIONAL ITEM NUMBER FIT FAN INLET TEMPERATURE FLA FORWARD LOOKING AFT FLX TO FLEXIBLE TAKE-OFF FMC FLIGHT MANAGEMENT COMPUTER FMCS FLIGHT MANAGEMENT COMPUTER SYSTEM FMGC FLIGHT MANAGEMENT AND GUIDANCE COMPUTER FMGEC FLIGHT MANAGEMENT AND GUIDANCE ENVELOPE COMPUTER FMS FLIGHT MANAGEMENT SYSTEM FMV FUEL METERING VALVE FOD FOREIGN OBJECT DAMAGE FPA FRONT PANEL ASSEMBLY FPI FLUORESCENT PENETRANT INSPECTION FQIS FUEL QUANTITY INDICATING SYSTEM FRV FUEL RETURN VALVE FWC FAULT WARNING COMPUTER FWD FORWARD G

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CFM56-ALL

g.in GRAM X INCHES GE GENERAL ELECTRIC GEAE GENERAL ELECTRIC AIRCRAFT ENGINES GEM GROUND-BASED ENGINE MONITORING GI GROUND IDLE (G/I) GMM GROUND MAINTENANCE MODE GMT GREENWICH MEAN TIME GND GROUND GPH GALLON PER HOUR GPU GROUND POWER UNIT GSE GROUND SUPPORT EQUIPMENT H HCF HIGH CYCLE FATIGUE HCU HYDRAULIC CONTROL UNIT HDS HORIZONTAL DRIVE SHAFT HMU HYDROMECHANICAL UNIT HP HIGH PRESSURE HPC HIGH PRESSURE COMPRESSOR HPCR HIGH PRESSURE COMPRESSOR ROTOR HPRV HIGH PRESSURE REGULATING VALVE HPSOV HIGH PRESSURE SHUT-OFF VALVE HPT HIGH PRESSURE TURBINE HPT(A)CC HIGH PRESSURE TURBINE (ACTIVE) CLEARANCE CONTROL HPTC HIGH PRESSURE TURBINE CLEARANCE HPTCCV HIGH PRESSURE TURBINE CLEARANCE CONTROL VALVE HPTN HIGH PRESSURE TURBINE NOZZLE HPTR HIGH PRESSURE TURBINE ROTOR EFFECTIVITY ALL CFM56 ENGINES

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TRAINING MANUAL Hz HERTZ (CYCLES PER SECOND) I I/O INPUT/OUTPUT IAS INDICATED AIR SPEED ID INSIDE DIAMETER ID PLUG IDENTIFICATION PLUG IDG INTEGRATED DRIVE GENERATOR IFSD IN FLIGHT SHUT DOWN IGB INLET GEARBOX IGN IGNITION IGV INLET GUIDE VANE in. INCH IOM INPUT OUTPUT MODULE IPB ILLUSTRATED PARTS BREAKDOWN IPC ILLUSTRATED PARTS CATALOG IPCV INTERMEDIATE PRESSURE CHECK VALVE IPS INCHES PER SECOND IR INFRA RED K °K KELVIN k X 1000 KIAS INDICATED AIR SPEED IN KNOTS kV KILOVOLTS Kph KILOGRAMS PER HOUR L L LEFT L/H LEFT HAND

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CFM56-ALL

lbs. POUNDS, WEIGHT LCD LIQUID CRYSTAL DISPLAY LCF LOW CYCLE FATIGUE LE (L/E) LEADING EDGE LGCIU LANDING GEAR CONTROL INTERFACE UNIT LP LOW PRESSURE LPC LOW PRESSURE COMPRESSOR LPT LOW PRESSURE TURBINE LPT(A)CC LOW PRESSURE TURBINE (ACTIVE) CLEARANCE CONTROL LPTC LOW PRESSURE TURBINE CLEARANCE LPTN LOW PRESSURE TURBINE NOZZLE LPTR LOW PRESSURE TURBINE ROTOR LRU LINE REPLACEABLE UNIT LVDT LINEAR VARIABLE DIFFERENTIAL TRANSFORMER M mA MILLIAMPERES (CURRENT) MCD MAGNETIC CHIP DETECTOR MCDU MULTIPURPOSE CONTROL AND DISPLAY UNIT MCL MAXIMUM CLIMB MCR MAXIMUM CRUISE MCT MAXIMUM CONTINUOUS MDDU MULTIPURPOSE DISK DRIVE UNIT MEC MAIN ENGINE CONTROL milsD.A. Mils DOUBLE AMPLITUDE mm. MILLIMETERS EFFECTIVITY ALL CFM56 ENGINES


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TRAINING MANUAL MMEL MAIN MINIMUM EQUIPMENT LIST MO AIRCRAFT SPEED MACH NUMBER MPA MAXIMUM POWER ASSURANCE MPH MILES PER HOUR MTBF MEAN TIME BETWEEN FAILURES MTBR MEAN TIME BETWEEN REMOVALS mV MILLIVOLTS Mvdc MILLIVOLTS DIRECT CURRENT N N1 (NL) LOW PRESSURE ROTOR ROTATIONAL SPEED N1* DESIRED N1 N1ACT ACTUAL N1 N1CMD COMMANDED N1 N1DMD DEMANDED N1 N1K CORRECTED FAN SPEED N1TARGET TARGETED FAN SPEED N2 (NH) HIGH PRESSURE ROTOR ROTATIONAL SPEED N2* DESIRED N2 N2ACT ACTUAL N2 N2K CORRECTED CORE SPEED N/C NORMALLY CLOSED N/O NORMALLY OPEN NAC NACELLE NVM NON VOLATILE MEMORY O OAT OUTSIDE AIR TEMPERATURE

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CFM56-ALL

OD OUTLET DIAMETER OGV OUTLET GUIDE VANE OSG OVERSPEED GOVERNOR OVBD OVERBOARD OVHT OVERHEAT P Pb BYPASS PRESSURE Pc REGULATED SERVO PRESSURE Pcr CASE REGULATED PRESSURE Pf HEATED SERVO PRESSURE P/T25 HP COMPRESSOR INLET TOTAL AIR PRESSURE/TEMPERATURE P/N PART NUMBER P0 AMBIENT STATIC PRESSURE P25 HP COMPRESSOR INLET TOTAL AIR TEMPERATURE PCU PRESSURE CONVERTER UNIT PLA POWER LEVER ANGLE PMC POWER MANAGEMENT CONTROL PMUX PROPULSION MULTIPLEXER PPH POUNDS PER HOUR PRSOV PRESSURE REGULATING SERVO VALVE Ps PUMP SUPPLY PRESSURE PS12 FAN INLET STATIC AIR PRESSURE PS13 FAN OUTLET STATIC AIR PRESSURE PS3HP COMPRESSOR DISCHARGE STATIC AIR PRESSURE (CDP) PSI POUNDS PER SQUARE INCH PSIA POUNDS PER SQUARE INCH ABSOLUTE EFFECTIVITY ALL CFM56 ENGINES

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TRAINING MANUAL PSID POUNDS PER SQUARE INCH DIFFERENTIAL psig POUNDS PER SQUARE INCH GAGE PSM POWER SUPPLY MODULE PSS (ECU) PRESSURE SUB-SYSTEM PSU POWER SUPPLY UNIT PT TOTAL PRESSURE PT2 FAN INLET TOTAL AIR PRESSURE (PRIMARY FLOW) PT25 HPC TOTAL INLET PRESSURE Q QAD QUICK ATTACH DETACH QEC QUICK ENGINE CHANGE QTY QUANTITY QWR QUICK WINDMILL RELIGHT R R/H RIGHT HAND RAC/SB ROTOR ACTIVE CLEARANCE/START BLEED RACC ROTOR ACTIVE CLEARANCE CONTROL RAM RANDOM ACCESS MEMORY RCC REMOTE CHARGE CONVERTER RDS RADIAL DRIVE SHAFT RPM REVOLUTIONS PER MINUTE RTD RESISTIVE THERMAL DEVICE RTO REFUSED TAKE OFF RTV ROOM TEMPERATURE VULCANIZING (MATERIAL) RVDT ROTARY VARIABLE DIFFERENTIAL

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TRANSFORMER S S/N SERIAL NUMBER S/R SERVICE REQUEST S/V SHOP VISIT SAC SINGLE ANNULAR COMBUSTOR SAR SMART ACMS RECORDER SAV STARTER AIR VALVE SB SERVICE BULLETIN SCU SIGNAL CONDITIONING UNIT SDAC SYSTEM DATA ACQUISITION CONCENTRATOR SDI SOURCE/DESTINATION IDENTIFIER (BITS) (CF ARINC SPEC) SDU SOLENOID DRIVER UNIT SER SERVICE EVALUATION REQUEST SFC SPECIFIC FUEL CONSUMPTION SFCC SLAT FLAP CONTROL COMPUTER SG SPECIFIC GRAVITY SLS SEA LEVEL STANDARD (CONDITIONS : 29.92 in.Hg / 59°F) SLSD SEA LEVEL STANDARD DAY (CONDITIONS : 29.92 in.Hg / 59°F) SMM STATUS MATRIX SMP SOFTWARE MANAGEMENT PLAN SN SERIAL NUMBER SNECMA SOCIETE NATIONALE D’ETUDE ET DE CONSTRUCTION DE MOTEURS D’AVIATION SOL SOLENOID SOV SHUT-OFF VALVE EFFECTIVITY ALL CFM56 ENGINES


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TRAINING MANUAL STP SVR SW SYS

STANDARD TEMPERATURE AND PRESSURE SHOP VISIT RATE SWITCH BOEING SYSTEM

T T oil OIL TEMPERATURE T/C THERMOCOUPLE T/E TRAILING EDGE T/O TAKE OFF T/R THRUST REVERSER T12 FAN INLET TOTAL AIR TEMPERATURE T25 HP COMPRESSOR INLET AIR TEMPERATURE T3 HP COMPRESSOR DISCHARGE AIR TEMPERATURE T49.5 EXHAUST GAS TEMPERATURE T5 LOW PRESSURE TURBINE DISCHARGE TOTAL AIR TEMPERATURE TAI THERMAL ANTI ICE TAT TOTAL AIR TEMPERATURE TBC THERMAL BARRIER COATING TBD TO BE DETERMINED TBO TIME BETWEEN OVERHAUL TBV TRANSIENT BLEED VALVE TC(TCase) HP TURBINE CASE TEMPERATURE TCC TURBINE CLEARANCE CONTROL TCCV TURBINE CLEARANCE CONTROL VALVE TCJ TEMPERATURE COLD JUNCTION T/E TRAILING EDGE TECU ELECTRONIC CONTROL UNIT INTERNAL

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TEMPERATURE TEO ENGINE OIL TEMPERATURE TGB TRANSFER GEARBOX Ti TITANIUM TLA THROTTLE LEVER ANGLE AIRBUS TLA THRUST LEVER ANGLE BOEING TM TORQUE MOTOR TMC TORQUE MOTOR CURRENT T/O TAKE OFF TO/GA TAKE OFF/GO AROUND T/P TEMPERATURE/PRESSURE SENSOR TPU TRANSIENT PROTECTION UNIT TR TRANSFORMER RECTIFIER TRA THROTTLE RESOLVER ANGLE AIRBUS TRA THRUST RESOLVER ANGLE BOEING TRDV THRUST REVERSER DIRECTIONAL VALVE TRF TURBINE REAR FRAME TRPV THRUST REVERSER PRESSURIZING VALVE TSI TIME SINCE INSTALLATION (HOURS) TSN TIME SINCE NEW (HOURS) TTL TRANSISTOR TRANSISTOR LOGIC

TRAINING MANUAL VDT VIB VLV VRT VSV

VARIABLE DIFFERENTIAL TRANSFORMER VIBRATION VALVE VARIABLE RESISTANCE TRANSDUCER VARIABLE STATOR VANE

W WDM WATCHDOG MONITOR Wf WEIGHT OF FUEL OR FUEL FLOW WFM WEIGHT OF FUEL METERED WOW WEIGHT ON WHEELS WTAI WING THERMAL ANTI-ICING

U UER UNSCHEDULED ENGINE REMOVAL UTC UNIVERSAL TIME CONSTANT V VAC VOLTAGE, ALTERNATING CURRENT VBV VARIABLE BLEED VALVE VDC VOLTAGE, DIRECT CURRENT EFFECTIVITY ALL CFM56 ENGINES

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CFM56-ALL

IMPERIAL / METRIC CONVERSIONS

METRIC / IMPERIAL CONVERSIONS

1 mile = 1 ft = 1 in. = 1 mil. =

1,609 km 30,48 cm 25,4 mm 25,4 µ

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

1 sq.in.

=

6,4516 cm²

1 m² = 10.76 sq. ft. 1 cm² = 0.155 sq.in.

1 USG 1 cu.in.

= =

3,785 l (dm³) 16.39 cm³

1 m³ = 35.31 cu. ft. 1 dm³ = 0.264 USA gallon 1 cm³ = 0.061 cu.in.

1 lb. = 0.454 kg

1 kg = 2.205 lbs

1 psi. = 6.890 kPa

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

°F

°C

= 1.8 x °C + 32



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TRAINING MANUAL

= ( °F - 32 ) /1.8

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CFM56-5A/-5B

TRAINING MANUAL

TABLE OF CONTENTS

EFFECTIVITY ALL CFM56-5A/-5B FOR A318-A319-A320-A321

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contents BASIC ENGINE

Page 15 Jan 09

CFM56-5A/-5B

section

Page

TRAINING MANUAL section

Page

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ACCESSORY DRIVE section. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 157

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

ACCESSORY DRIVE MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . 159

engine performance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 INTRODUCTION TO THE CFM56 FAMILY. . . . . . . . . . . . . . . . . . . . 19 ENGINE GENERAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29

INLET GEARBOX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 163 TRANSFER GEARBOX. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 167 ACCESSORY GEARBOX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 171 standard practices. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 181

compressors section. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57 FAN MAJOR MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59 FAN AND BOOSTER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65 NO 1 AND NO 2 BEARING SUPPORT MODULE. . . . . . . . . . . . . . . 85 FAN FRAME MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89 CORE ENGINE MAJOR MODULE. . . . . . . . . . . . . . . . . . . . . . . . . 101 HIGH PRESSURE COMPRESSOR. . . . . . . . . . . . . . . . . . . . . . . . . 105 COMBUSTION SECTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115 TURBINES section. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125 HIGH PRESSURE TURBINE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127 LOW PRESSURE TURBINE MAJOR MODULE. . . . . . . . . . . . . . . 139 LPT ROTOR / STATOR MODULE. . . . . . . . . . . . . . . . . . . . . . . . . . 143 LPT SHAFT MODULE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149 LOW PRESSURE TURBINE FRAME MODULE. . . . . . . . . . . . . . . 153

EFFECTIVITY ALL CFM56-5A/-5B FOR A318-A319-A320-A321 CFMI Proprietary Information

contents basic engine

Page 16 Jan 09

CFM56-5A/-5B

TRAINING MANUAL

engine performance


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engine performance basic engine

Page 17 May 07

CFM56-5A/-5B

TRAINING MANUAL



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engine performance basic engine

Page 18 May 07

CFM56-5A/-5B

TRAINING MANUAL

INTRODUCTION TO THE CFM56 FAMILY


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INTRO BASIC ENGINE

Page 19 Feb 08

CFM56-5A/5B

TRAINING MANUAL

INTRODUCTION TO THE CFM56 FAMILY Engine Applications The following chart shows the various engine models for the Airbus A318-A319-A320-A321 aircraft. (-5B): Ranging from 21,600 to 32,000 lbs of take-off thrust (9608 to 14234 daN), the CFM56-5B is offered by CFMI as the common power source for the entire Airbus A320 family. (-5A): The CFM56-5A engine is used on some AIRBUS A319320 aircraft. It has several different thrust ratings, ranging from 22,000 to 26,500 lbs of thrust (9786 to 11787 daN).


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INTRO BASIC ENGINE

Page 20 Feb 08

CFM56-5A/-5B

CFM56-5B8 CFM56-5B9

(21,600 lbs) 9,608 daN (23,000 lbs) 10,230 daN

CFM56-5A4 CFM56-5A5

(22,000 lbs) 9,786 daN (23,500 lbs) 10,453 daN

CFM56-5B5 CFM56-5B6 CFM56-5B7

(22,000 lbs) 9,786 daN (23,500 lbs) 10,453 daN (27,000 lbs) 12,010 daN

CFM56-5A1 CFM56-5A3

(25,000 lbs) 11,120 daN (26,500 lbs) 11,787 daN

CFM56-5B4 CFM56-5B5 CFM56-5B6

(27,000 lbs) 12,010 daN (22,000 lbs) 9,786 daN (23,500 lbs) 10,453 daN

CFM56-5B1 CFM56-5B2 CFM56-5B3 CFM56-5B4

(30,000 lbs) (31,000 lbs) (32,000 lbs) (27,000 lbs)

CTC-063-002-04

13,344 daN 13,789 daN 14,234 daN 12,010 daN

CFM56-5A/-5B FOR AIRBUS APPlICATIONS


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INTRO BASIC ENGINE

Page 21 Feb 08

CFM56-5A/5B

TRAINING MANUAL

CFM56-5B MAIN CHARACTERISTICS

Performance (*figures depend on engine model)

Type of engine

Turbo fan

Arrangement

Two spool axial flow

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

Rotation

Clockwise (ALF)

Compressors - Low Pressure: Fan Booster - High Pressure: HP Compressor

Stage 1 Stages 2 to 5

- Take-off thrust (SLS)

21,600 - 32,000 lbs (9,608 - 14,234 daN)

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

*86/30 to 113/45

- Max climb thrust

*5630 to 6420 lbs

- By-pass ratio

*5.4:1 to 6:1

- EGT red line

Non/P engines = 950°C /P engines = 940°C

- 100% N1 (Low Pressure Rotational Speed)

5000 rpm

- N1 speed limit (red line)

104%

- 100% N2 (High Pressure Rotational Speed)

14460 rpm


105%

Stages 1 to 9

Combustion chamber Annular SAC (option DAC) Turbines - HP Turbine - LP Turbine

Single stage Four stages

Weight

2381 kg (5249 lbs)

Overall dimensions - Length - Height - Width

2.94m (115.86 ins) 2.14m (83.65 ins) 1.97m (77.88 ins)


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INTRO BASIC ENGINE

Page 22 Feb 08

CFM56-5A/-5B

TRAINING MANUAL

ENGINE TYPE

PERFORMANCE ( /P )

CFM56-5B4 CFM56-5B4/P

SAC

DAC ( /2 )

BUMP (1)*

TECh INSERTION

YES YES

YES

CFM56-5B4/2

YES

CFM56-5B4/2P

YES

CFM56-5B4/P1

YES

CFM56-5B4/2P1

YES

YES YES

YES YES

CFM56-5B4/3

**

YES

CFM56-5B4/3B1

**

YES

YES YES YES

YES

* BUMP AVAIlABlE FOR B3 AND B4 ThRUST ONlY. ** TECh INSERTION BASED ON /P CONFIGURATION

CFM56-5B

CTC-063-003-03


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INTRO BASIC ENGINE

Page 23 Feb 08

CFM56-5A/5B

TRAINING MANUAL

(-5B ONLY) TECH INSERTION PROGRAM The Tech Insertion Program consists of:

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

- New compressor blades - New VSV bushings - New LPT stage 1 nozzle - New combustor. The purpose of these modifications is to increase the life of the engine on-wing, with an EGT margin increased by 5°C, an improved SFC and a better combustion. The life duration of N2 rotor LLP’s is also increased. Despite the improvements made, the certified values for N1, N2 and EGT redlines remain unchanged. Modifications can be introduced gradually through various Service Bulletins already issued during the year 2007, or as a complete upgrade. They are made during shop visits. It is strictly forbidden to intermix ‘tech insertion’ and ‘nontech insertion’ items. Intermix between SAC / DAC /P is allowed with /3 engines, which are identified on the ID plug by a pushpull link. EFFECTIVITY ALL CFM56-5A/-5B FOR A318-A319-A320-A321 CFMI Proprietary Information

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INTRO BASIC ENGINE

Page 24 Feb 08

CFM56-5A/-5B

TRAINING MANUAL

TECh INSERTION ID PlATE

hPC KIT ESN Reference KIT (SB)

hPT BlADE KIT

DATE (MM/DD/YY)

-5B ONlY N1 TRIM Values CFM56VERSION

DATE (MM/DD/YY)

lPT NOZZlE STG 1 KIT Other Information

FUll /3 UPGRADE

N1 TRIM VAlUE FOR EACh RATING

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

TECh INSERTION PROGRAM

CTC-063-076-00


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RATINGS OPERATED


INTRO BASIC ENGINE

Page 25 Feb 08

CFM56-5A/5B

CFM56-5A MAIN CHARACTERISTICS

Performance (*figures depend on engine model)

Type of engine

Turbo fan

Arrangement

Two spool axial flow

There are various configurations for a given thrust. When the A3 configuration is installed for increased EGT, a /F suffix is added to the engine type, as shown in the table.

Rotation

Clockwise (ALF) - Take-off thrust (SLS)

22,000 to 26,500 lbs (9786 to 11787 daN)

Stage 1 Stages 2 to 4

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

* 86/30 to 113/45

Stages 1 to 9

- Max climb thrust

5616 lbs (2498 daN)

Combustion chamber Annular SAC

- By-pass ratio

* 6 to 6.2

Turbines - HP Turbine - LP Turbine

- EGT red line

890/915°C

- 100% N1 (Low Pressure Rotational Speed)

4904 rpm


104% (5100 rpm)

- 100% N2 (High Pressure Rotational Speed)

14460 rpm


105% (15183 rpm)

Compressors - Low Pressure: Fan Booster - High Pressure: HP Compressor

Weight Overall dimensions - Length - Height - Width - Fan diameter

Single stage Four stages 2266 Kg (4995 lbs) 2.92m (115 ins) 2.10m (82.7 ins) 1.91m (75.1 ins) 1.82m (71.5 ins)


TOC

TRAINING MANUAL

INTRO BASIC ENGINE

Page 26 Feb 08

CFM56-5A/-5B

TRAINING MANUAL

ENGINE TYPE

A3 hARDWARE (INCREASED EGT)

CFM56-5A1 CFM56-5A1/F

YES

CFM56-5A3 CFM56-5A4 CFM56-5A4/F

YES

CFM56-5A5 CFM56-5A5/F

CFM56-5A

CTC-063-040-01


TOC

YES


INTRO BASIC ENGINE

Page 27 Feb 08

CFM56-5A/-5B

TRAINING MANUAL



TOC

INTRO BASIC ENGINE

Page 28 Feb 08

CFM56-5A/-5B

TRAINING MANUAL

ENGINE GENERAL


TOC


ENGINE GENERAL BASIC ENGINE

Page 29 Feb 08

CFM56-5A/5B

TRAINING MANUAL

POWERPLANT PRESENTATION The engine is attached to the wing pylon by mounts, located forward and aft of the core section. Cowls enclose the periphery of the engine so as to form the nacelle, which is the aerodynamic structure around the engine. The cowling assembly consists of: - The inlet cowl. - The fan cowls. - The thrust reverser cowls. - The primary exhaust (primary nozzle and centerbody).


TOC


Page 30 Feb 08

CFM56-5A/-5B


TOC


TRAINING MANUAL


Page 31 Feb 08

CFM56-5A/5B

TRAINING MANUAL

AIR SYSTEM INTRODUCTION The air system of the CFM56-5A/-5B engines serves various functions. The primary one is thrust delivery. Other functions include: - To provide a Bleed air supply to the aircraft. - Variable geometry used to enhance engine operation (VSV, VBV, and TBV). - Clearance control (HPTCC and LPTCC). - To provide cooling for Engine parts. - To provide Damping of bearing forces. - Re-introduction of air and hot gas. - Sump pressurization and venting (see Oil system). When all the air system functions are performed correctly, the engine is more efficient. Power or thrust is obtained with a lower fuel flow, so the EGT will be lower and result in an increased life of the engine under the wing. Specific fuel consumption and economic factors (operating costs) are also enhanced. (-5A): NOTE: There is no Transient Bleed Valve (TBV) on CFM56-5A engines.


TOC


Page 32 Feb 08

CFM56-5A/-5B


TOC


TRAINING MANUAL


Page 33 Feb 08

CFM56-5A/5B

TRAINING MANUAL

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


TOC


Page 34 Feb 08

CFM56-5A/-5B


TOC


TRAINING MANUAL


Page 35 Feb 08

CFM56-5A/-5B

TRAINING MANUAL



TOC


Page 36 Feb 08

CFM56-5A/-5B


TOC


TRAINING MANUAL


Page 37 Feb 08

CFM56-5A/5B

TRAINING MANUAL

OIL SYSTEM INTRODUCTION The oil system comprises three circuits: - The supply circuit provides oil from the oil tank to the engine sumps for lubrication of bearings and gears. - The scavenge circuit provides the oil return to the tank, passing through the lube unit and heat exchangers. - The venting circuit ensures sealing of the sumps. Sensors provide information to the crew and to aircraft maintenance systems. These sensors include temperature and pressure sensors, and particle filters (used for maintenance purposes).


TOC


Page 38 Feb 08

CFM56-5A/-5B


TOC


TRAINING MANUAL


Page 39 Feb 08

CFM56-5A/-5B

TRAINING MANUAL



TOC


Page 40 Feb 08

CFM56-5A/-5B


TOC


TRAINING MANUAL


Page 41 Feb 08

CFM56-5A/5B

TRAINING MANUAL

ENGINE GENERAL CONCEPT The CFM56-5A/-5B engine is a high by-pass, dual rotor, axial flow, advanced technology turbofan. It is supported by the wing pylon and streamlined by cowlings. Air is sucked into the intake by the fan blades and split into two flow paths, the Primary and the Secondary.

(-5B): At static take-off power, the CFM56-5B engine by-pass ratio is between 5.4:1 and 6:1, depending on the engine model, which means that the secondary airflow takes in between 5.4 and 6 times more air than the primary airflow.

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

(-5A):

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).

At static take-off power, the CFM56-5A engine by-pass ratio is between 6:1 and 6.2:1, depending on the engine model. By-pass ratio = (secondary airflow) / (primary airflow).

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.


TOC


Page 42 Feb 08

CFM56-5A/-5B


TOC


TRAINING MANUAL


Page 43 Feb 08

CFM56-5A/5B

TRAINING MANUAL

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

- 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.

For this reason, to monitor and maintain the health of the engine, different tools are available, which are: - Engine performance trend monitoring, to evaluate engine deterioration over a period of use: engine parameters, such as gas temperature, are recorded and compared to those initially observed at engine installation on the aircraft. - Borescope inspection, to check the condition of engine internal parts: when parts are not accessible, they can be visually inspected with borescope probes inserted in ports located on the engine outer casing. - Lubrication particles analysis: while circulating in the oil system, lubrication oil is filtered, and large, visible-to-the-eye particles (larger than 10 microns) coming from worn engine parts are collected in filters and magnetic chip detectors, for visual inspection and analysis. EFFECTIVITY ALL CFM56-5A/-5B FOR A318-A319-A320-A321 CFMI Proprietary Information

TOC


Page 44 Feb 08

CFM56-5A/-5B


TOC


TRAINING MANUAL


Page 45 Feb 08

CFM56-5A/5B

TRAINING MANUAL

LIFE-LIMITED PARTS Airworthiness limitations (ATA Chapter 05) determine the life limits for rotating and static engine parts and the approved mandatory inspection intervals for specific engine parts. The life of parts is given in flight cycles. The cycles for each part serial number must be counted continuously from its first entry into service. A cycle is defined as: - A flight which has a take-off and landing. or - A touch-and-go landing and take-off used to train pilots. It is the operator’s responsibility to maintain accurate records of the total number of cycles operated and the number of cycles remaining.


TOC


Page 46 Feb 08

CFM56-5A/-5B


TOC


TRAINING MANUAL


Page 47 Feb 08

CFM56-5A/5B

TRAINING MANUAL

ENGINE GENERAL CONCEPT The CFM56-5A/-5B engine consists of two independent rotating systems: - The low pressure system rotational speed is designated N1. - The high pressure system rotational speed is designated N2. The engine rotors are supported by 5 bearings, identified in manuals as numbers 1 thru 5, where No 1 is the most forward and No 5 the most aft. These bearings are housed in 2 dry sump cavities provided by the fan and turbine frames. Engine structural rigidity is obtained with short lengths between two main structures (frames). The accessory drive system uses energy from the high pressure compressor rotor to drive the engine and aircraft accessories. It also plays a major role in starting.


TOC


Page 48 Feb 08

CFM56-5A/-5B


TOC


TRAINING MANUAL


Page 49 Feb 08

CFM56-5A/-5B

TRAINING MANUAL



TOC


Page 50 Feb 08

CFM56-5A/-5B


TOC


TRAINING MANUAL


Page 51 Feb 08

CFM56-5A/5B

TRAINING MANUAL

ENGINE GENERAL CONCEPT The CFM56-5A/-5B is a modular concept design engine. It has 17 different modules that are enclosed within three major modules and an accessory drive module. The 3 Major Modules are: - The Fan Major Module. - The Core Engine Major Module. - The Low Pressure Turbine Major Module.


TOC


Page 52 Feb 08

CFM56-5A/-5B


TOC


TRAINING MANUAL


Page 53 Feb 08

CFM56-5A/-5B

TRAINING MANUAL



TOC


Page 54 Feb 08

CFM56-5A/-5B


TOC


TRAINING MANUAL


Page 55 Feb 08

CFM56-5A/-5B

TRAINING MANUAL



TOC


Page 56 Feb 08

CFM56-5A/-5B

TRAINING MANUAL

compressors section


TOC


compressors section basic engine

Page 57 May 07

CFM56-5A/-5B

TRAINING MANUAL



TOC

compressors section basic engine

Page 58 May 07

CFM56-5A/-5B

TRAINING MANUAL

FAN MAJOR MODULE


TOC


FAN MAJOR MODULE BASIC ENGINE

Page 59 May 07

CFM56-5A/5B

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 the primary and secondary airflows. - To provide the engine/pylon front attachment. - To enclose the fan stage and Low Pressure Compressor stages. - To provide structural rigidity in the front section. - To provide containment for front section major deterioration and/or damage. - To provide noise reduction for the fan section. - To provide attachment for gearboxes and nacelle equipment. - To provide attachment for the core engine.


TOC


Page 60 May 07

CFM56-5A/-5B

GENERATES PRIMARY AND SECONDARY AIR FlOWS

STRUCTURAl RIGIDITY IN FRONT SECTION

TRAINING MANUAL

CONTAINMENT OF ENGINE FRONT SECTION MAJOR DETERIORATION

FAN SECTION NOISE REDUCTION

ENClOSES FAN STAGE AND BOOSTER STAGES

ATTAChMENT FOR GEARBOxES, ENGINE/ NACEllE EQUIPMENT ENGINE/PYlON FRONT SECTION ATTAChMENT

ATTAChMENT FOR CORE ENGINE

FAN MAJOR MODUlE PURPOSES

CTC-063-046-01


TOC



Page 61 May 07

CFM56-5A/5B

TRAINING MANUAL

Fan Major Module (continued) The fan major module consists of 4 modules: - Fan and booster module. - No 1 and 2 bearing support module. - Fan frame module. - Inlet gearbox and No 3 bearing.


TOC


Page 62 May 07

CFM56-5A/-5B

TRAINING MANUAL

FAN FRAME MODUlE FAN AND BOOSTER MODUlE

INlET GEARBOx AND No 3 BEARING

No 1 AND No 2 BEARING SUPPORT MODUlE

FAN MAJOR MODUlE

CTC-063-047-00


TOC



Page 63 May 07

CFM56-5A/-5B

TRAINING MANUAL



TOC


Page 64 May 07

CFM56-5A/-5B

TRAINING MANUAL

FAN AND BOOSTER


TOC


FAN AND BOOSTER BASIC ENGINE

Page 65 Feb 08

CFM56-5A/5B

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: (-5B):

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

(-5A):

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

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


TOC


Page 66 Feb 08

CFM56-5A/-5B

TRAINING MANUAL

- 5A

- 5B

FAN ROTOR

BOOSTER (3-STAGE)

BOOSTER (4-STAGE)

SPINNER REAR CONE SPINNER FRONT CONE SPINNER FRONT CONE

SPINNER REAR CONE

FAN AND BOOSTER DESIGN

CTC-063-011-02


TOC



Page 67 Feb 08

CFM56-5A/5B

TRAINING MANUAL

Fan and Booster (continued) 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. An offset hole, identified by an indent mark, ensures correct installation and centering onto the rear cone front flange. The rear flange has 6 mounting screw locations and 3 threaded inserts, located every 120°, for installation of jackscrews used in removal procedures. For -5B engines, older versions could be made of either a composite material or aluminium alloy. In the case of aluminium alloy cones, an extra 6 washers must be installed. New version spinner front cones will only be made of aluminium. For -5A engines, spinner front cones are made of aluminium only. EFFECTIVITY ALL CFM56-5A/-5B FOR A318-A319-A320-A321 CFMI Proprietary Information

TOC


Page 68 Feb 08

CFM56-5A/-5B

6 MOUNTING SCREW lOCATIONS

OFFSET hOlE INDENT MARK

TRAINING MANUAL

MOUNTING SCREW

FITTING DIAMETER

SPINER REAR CONE

SPINNER FRONT CONE

CTC-063-012-03


TOC

3 JACKSCREW lOCATIONS



Page 69 Feb 08

CFM56-5A/5B

TRAINING MANUAL

Fan and Booster (continued) (-5A, -5B): 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. (-5B): The spinner rear cone is not really a cone. It is a hollow elliptical structure that is mounted on interference fit flanges between the spinner front cone and the fan disk. It is made of aluminium alloy and protected by sulfuric anodization.

The front flange has 6 line replaceable, crimped, 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. 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.

(-5A): The spinner rear cone is a hollow conical structure made of aluminium alloy and is mounted on interference fit flanges between the spinner front cone and the fan disk.


TOC


Page 70 Feb 08

CFM56-5A/-5B

TRAINING MANUAL

FAN BlADE

FAN BlADE

- 5A

- 5B

SPACER

FAN DISK FRONT CONE

SPACING MATING SURFACE

CRIMPED SElF-lOCKING NUTS INTERFERENCE FIT

INTERFERENCE FIT

OFFSET hOlE & IDENT MARK AT 12 O'ClOCK

SElF-lOCKING NUTS

FRONT CONE

INTERFERENCE FIT

12 MOUNTING SCREW hOlES

FAN DISK

JACKSCREW hOlE REAR FlANGE

REAR CONE

CTC-063-013-03


TOC



Page 71 Feb 08

CFM56-5A/5B

TRAINING MANUAL

Fan and Booster (continued) Spinner rear cone (continued)

(-5B):

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

The rear cone has an integrated air seal that is glued to its inner rear flange. (-5A):

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.

A gap between the fan disk and the blade platforms accommodates an o-ring seal, which ensures air sealing between the disk and the rear spinner during engine operation.

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 72 Feb 08

CFM56-5A/-5B

TRAINING MANUAL

FAN BlADE - 5B

FAN BlADE

SEAl

O-RING SEAl

- 5A

BAlANCING SCREW

BAlANCING SCREW

SPACER

SPACER FAN DISK

FAN BlADE

FAN DISK

INDENT MARK

SPINNER REAR CONE

CTC-063-048-00

REAR CONE BAlANCE PROCEDURES


TOC



Page 73 Feb 08

CFM56-5A/5B

TRAINING MANUAL

Fan and Booster (continued) Fan disk

(-5A):

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

The fan disk inner rear flange provides attachment for the fan shaft (No 1 & 2 bearing support module). This flange also features holes to allow the riveting of balance weights used at shop maintenance level for fan and booster rotor balancing.

The forward flange has provisions for the installation of balance weights used 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

Note: To increase fan disk life limits, the fan disk can be repaired. After repair, the fan disk is identified with white paint on the fwd side: “DISK REPAIRED - SHIMS REQUIRED”


Page 74 Feb 08

CFM56-5A/-5B

TRAINING MANUAL

-5A ONlY FORWARD lOOKING AFT SPhERICAl IMPRINT

1

1

5

5

PROVISION FOR INSTAllATION OF BAlANCE WEIGhTS

OFFSET hOlE

FAN DISK FlANGES

CTC-063-015-03


TOC



Page 75 Feb 08

CFM56-5A/5B

TRAINING MANUAL

Fan and Booster (continued) 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. A spacer, installed underneath each blade, limits the radial movement. The fan blades are approximately 23 inches (0.58m) long.

(-5A): A blade retainer limits forward axial movement and the booster spool front flange limits axial movement rearward. In order to limit vibration, dampers are installed in the cavity between adjacent blades, below the inner platform. The damper is axially retained by a titanium damper retainer, which is bolted on the rear flange of the fan disk. Note: For the reworked fan disk assembly, a shim is introduced between each fan blade and the fan disk assembly to keep the same radial position to the fan blade.

(-5B): A retainer lug, machined at the rear end of the blade root, engages the forward flange of the booster spool and limits axial movements.


TOC


Page 76 Feb 08

CFM56-5A/-5B

TRAINING MANUAL

- 5B

- 5A

DAMPER RETAINER

36 FAN BlADES

BlADE DAMPER RETAINER lUG

FAN DISK

SPACER

SPACER

DISK

ShIM (WITh REPAIRED FAN DISK ONlY)

FAN BlADES

CTC-063-016-02


TOC

BlADE RETAINER



Page 77 Feb 08

CFM56-5A/5B

TRAINING MANUAL

Fan and Booster (continued) 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 78 Feb 08

CFM56-5A/-5B

TRAINING MANUAL

TUNGSTEN CARBIDE COATING

FAN BlADE

VIEW

A MANUFACTURER CODE PART NUMBER

MOMENTUM WEIGhT F0301 337-000-114-0

206740

TUNGSTEN CARBIDE COATING

Cu-Ni-In COATING AND MOlYBDENUM VARNISh

A

hARD COATING SURFACE SPECIFIC INDICATIONS

CTC-063-017-03

ExAMPlE SPECIFIC INDICATIONS

SERIAl NUMBER SUB-CONTRACTOR NUMBER

NOTE: DURING MAINTENANCE, RE-lUBRICATE ThE DOVETAIl MATING FACES.

FAN BlADE ROOT AND MIDSPAN ShROUD


TOC

F0491 J023493



Page 79 Feb 08

CFM56-5A/5B

TRAINING MANUAL

Fan and Booster (continued) Booster stator vane assembly - borescope inspection (-5B): Visual assessment of the booster stage 1 vane assembly and the leading edge of the LPC rotor stage 2 blades can be made using a borescope fitted with a long 90° extension. Two unplugged holes between the 3 and 4 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 80 Feb 08

CFM56-5A/-5B

TRAINING MANUAL

- 5B BORESCOPE VIEW ThROUGh ThE BOOSTER INlET

FAN OUTlET GUIDE VANE

lONG RIGhT ANGlE ExTENSION

FAN BlADE 2

3

S03

CTC-063-049-00

4 S05

BOOSTER INSPECTION hOlES (-5B)


TOC

5



Page 81 Feb 08

CFM56-5A/5B

TRAINING MANUAL

Fan and Booster (continued) Booster stator vane assembly - borescope inspection (5A): Visual assessment of the booster stage 1 vane assembly and the leading edge of the LPC rotor stage 2 blades can be made using a borescope fitted with a long 90° extension. The outer shroud of the stage 3 vane assembly has an unplugged port (S0), at the 3.30 o’clock position, for boresecope inspection of the primary airstream duct. Stage 3 and 4 blades can be inspected through this port using a long 90° extension.


TOC


Page 82 Feb 08

CFM56-5A/-5B

TRAINING MANUAL

- 5A FAN OUTlET GUIDE VANE

lONG RIGhT ANGlE ExTENSION BORESCOPE VIEW ThROUGh ThE BOOSTER INlET

FAN BlADE 2

3

4

UNPlUGGED BORESCOPE PORT S0

BOOSTER INSPECTION (-5A)

CTC-063-050-00


TOC



Page 83 Feb 08

CFM56-5A/-5B

TRAINING MANUAL



TOC


Page 84 Feb 08

CFM56-5A/-5B

TRAINING MANUAL

NO 1 AND NO 2 BEARING SUPPORT MODULE


TOC


No 1 & 2 BEARING SUPPORT MODULE Page 85 BASIC ENGINE

May 07

CFM56-5A/5B

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 purpose is: - To support the fan booster rotor. - To enclose the front section of the forward oil sump. - To support one of the vibration sensors. - To vent the forward sump. - To provide the fan speed indication. - To direct bearings lubrication. - To receive torque from the LPT shaft. It is bolted to the fan frame front face and its front flange is attached to the fan disk.


TOC


May 07

CFM56-5A/-5B

TRAINING MANUAL

RECEIVES TORQUE FROM lPT SUPPORTS ONE VIBRATION SENSOR

VENTS ThE FWD SUMP

ENClOSES FRONT SECTION OF FWD SUMP

PROVIDES FAN SPEED INDICATION

DIRECTS BEARING lUBRICATION

SUPPORTS FAN AND BOOSTER

CTC-063-051-01

No 1 AND No 2 BEARING SUPPORT PURPOSES


TOC



May 07

CFM56-5A/-5B

TRAINING MANUAL



TOC


May 07

CFM56-5A/-5B

TRAINING MANUAL

FAN FRAME MODULE


TOC


FAN FRAME MODULE BASIC ENGINE

Page 89 Jan 09

CFM56-5A/5B

TRAINING MANUAL

FAN FRAME MODULE The fan frame module is the structure at the front of the engine. (-5B): The fan frame module consists of the following major assemblies: - The fan upstream and downstream inlet cases. - The fan Outlet Guide Vane (OGV) assembly. - The fan frame. - The radial drive shaft housing.


TOC


Page 90 Jan 09

CFM56-5A/-5B UPSTREAM FAN INlET CASE

TRAINING MANUAL

DOWNSTREAM FAN FRAME FAN INlET CASE

FAN CASE

RADIAl DRIVE ShAFT hOUSING


FAN FRAME MODUlE (-5B)

CTC-063-052-00


TOC



Page 91 Jan 09

CFM56-5A/5B

TRAINING MANUAL

FAN FRAME MODULE (-5A): The fan frame module consists of the following major assemblies: - The fan inlet case. - The fan Outlet Guide Vane (OGV) assembly. - The fan frame. - The radial drive shaft housing.


TOC


Page 92 Jan 09

CFM56-5A/-5B

TRAINING MANUAL

FAN FRAME

FAN INlET CASE

RADIAl DRIVE ShAFT hOUSING


FAN FRAME MODUlE (-5A)

CTC-063-068-00


TOC



Page 93 Jan 09

CFM56-5A/5B

TRAINING MANUAL

Fan Frame Module (continued) The Outlet Guide Vane (OGV) (-5B): The OGV assembly is housed in the downstream fan inlet case and its purpose is to direct and smooth the secondary airflow to increase thrust efficiency. It also plays a role in noise reduction.

There are 2 unplugged holes on the inner shroud, between the 3 and 4 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 34 twin vanes, made of composite material with a metallic leading edge. The inner shroud rear flange is bolted to the fan frame and its forward outer surface contains 34 apertures to allow passage of the vane inner platforms. The vane inner platforms are axially retained by the inner face of the fan OGV inner shroud. The vane outer platforms are bolted to the downstream fan inlet case. A splitter fairing, which separates the primary and secondary airflows, is bolted onto the fan OGV inner shroud forward flange. EFFECTIVITY ALL CFM56-5A/-5B FOR A318-A319-A320-A321 CFMI Proprietary Information

TOC


Page 94 Jan 09

CFM56-5A/-5B

TRAINING MANUAL

- 5B

UNPlUGGED BORESCOPE hOlE

OUTER GUIDE VANE

OGV INNER ShROUD

OUTER PlATFORM UNPlUGGED BORESCOPE hOlE

S05

3

S0 OGV METAllIC lEADING EDGE

SPlITTER FAIRING

INNER PlATFORM

FAN OUTlET GUIDE VANES (-5B)

CTC-063-020-04


TOC



Page 95 Jan 09

CFM56-5A/5B

TRAINING MANUAL

FAN FRAME MODULE The Outlet Guide Vane (OGV) (-5A): 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. The OGV assembly consists of an iner shroud and 70 individual vanes made of aluminium or composite material. The OGV inner shroud is bolted to the fan frame. Its outer surface contains 70 apertures to allow passage for the vane inner platforms. The vane outer platforms are bolted to the fan case. There is an unplugged port for borescope inspection and an aluminium alloy splitter fairing, which is attached to the forward end of the inner shroud.


TOC


Page 96 Jan 09

CFM56-5A/-5B

FAN INlET CASE

FAN MID ACOUSTICAl PANElS

FAN AFT ACOUSTICAl PANElS

TRAINING MANUAL

FAN FRAME CASING

OUTlET GUIDE VANE FAN FORWARD ACOUSTICAl PANElS

OGV INNER ShROUD

OUTER PlATFORM

- 5A

ABRADABlE ShROUD OGV (AlUMINIUM OR COMPOSITE MATERIAl)

SPlITTER FAIRING UNPlUGGED BORESCOPE hOlE

INNER PlATFORM

FAN OUTlET GUIDE VANES (-5A)

CTC-063-053-01


TOC



Page 97 Jan 09

CFM56-5A/5B

TRAINING MANUAL

Fan Frame Module (continued) The fan frame outer case The outer case is a circular welded structure connected to the mid-box structure by 12 radial struts. The fan frame outer case surface features:

-5B only: - the Tech Insertion Program identity plate, between 2 and 3 o’clock,

- the forward sump drain line at 5 o’clock position, - the Transfer Gearbox (TGB) mounting pad, at the 6 o’clock position. The outer case front flange supports and centers the fan inlet case. Its rear flange accommodates an adaptor ring for the secondary airflow exhaust system. The inner surface of the outer case is the outer wall of the secondary airflow and is lined with acoustic panels.

-5A and -5B: - the engine data plate, at the 3 o’clock position, - 2 ground handling trunnions, at the 3 o’clock and 9 o’clock positions, - the No.1 bearing vibration sensor output connector at 3 o’clock position, - the N1 speed sensor through strut 5 at 5 o’clock position, EFFECTIVITY ALL CFM56-5A/-5B FOR A318-A319-A320-A321 CFMI Proprietary Information

TOC


Page 98 Jan 09

CFM56-5A/-5B

TRAINING MANUAL

FAN INLET CASE SECURING FLANGE

T/R ADAPTOR RINGS

TECH INSERTION ID PLATE

FRONT HANDLING TRUNNION & No.1 BRG VIB SENSOR OUTPUT CONNECTOR

- 5B ONLY

ESN Reference KIT (SB)

N1 TRIM Values

ENGINE DATA PLATE

CFM56VERSION

CORE ENGINE SECURING FLANGE N1 SPEED SENSOR & FWD SUMP DRAIN LINE THROUGH STRUT 5

TGB AT 6 O’CLOCK

DATE (MM/DD/YY)

Other Information

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

FAN FRAME OUTER CASE

CtC-063-100-00


TOC

DATE (MM/DD/YY)



Page 99 Jan 09

CFM56-5A/-5B

TRAINING MANUAL



TOC


Page 100 Jan 09

CFM56-5A/-5B

TRAINING MANUAL

CORE ENGINE MAJOR MODULE


TOC


CORE ENGINE MAJOR MODULE BASIC ENGINE

Page 101 May 07

CFM56-5A/5B

TRAINING MANUAL

CORE ENGINE MAJOR MODULE 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. In running conditions, the core engine also provides a torque to drive the accessories installed on the AGB. During engine start an Air Starter drives the core engine through the accessory drive system.

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 forward end of the core is supported by the No 3 ball and roller bearings, located in the Fan Major Module. The aft end is supported by the No 4 roller bearing, located in the LPT Major Module.


TOC


Page 102 May 07

CFM56-5A/-5B

TRAINING MANUAL

COMBUSTION CASE

hIGh PRESSURE COMPRESSOR STATOR

COMBUSTOR

hIGh PRESSURE TURBINE NOZZlES

FUEl NOZZlES

hPC STATOR

hIGh PRESSURE TURBINE ShROUDS STAGE 1 lPT NOZZlES

hIGh PRESSURE COMPRESSOR ROTOR

IGB & No 3 BEARING No 4 BEARING

hPC ROTOR

hIGh PRESSURE TURBINE ROTOR AIR DUCT

CORE ENGINE MAJOR MODUlE

CTC-063-039-01


TOC



Page 103 May 07

CFM56-5A/-5B

TRAINING MANUAL



TOC


Page 104 May 07

CFM56-5A/-5B

TRAINING MANUAL

HIGH PRESSURE COMPRESSOR


TOC


HIGH PRESSURE COMPRESSOR BASIC ENGINE

Page 105 Feb 08

CFM56-5A/5B

TRAINING MANUAL

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 106 Feb 08

CFM56-5A/-5B

TRAINING MANUAL

REAR ROTATING (CDP) AIR SEAl FRONT ShAFT SUPPORTED BY ThE No 3 BEARING hPT FRONT ShAFT

hP COMPRESSOR ROTOR

CTC-063-056-00


TOC



Page 107 Feb 08

CFM56-5A/5B

TRAINING MANUAL

HIGH PRESSURE COMPRESSOR The front stator case The upper and lower cases of the front stator are bolted together. The front stator case encloses the first 5 stages of the HPC rotor and the rear stator case, which in turn encloses stages 6 to 9. At the location where it accommodates the variable stages (IGV and VSV’s), the outer case has individual raised bosses which add extra depth to accommodate the trunnions of the variable vanes.

Air is bled from ... (-5A): the 5th stage (-5B): the 4th and 5th stages (-5A, -5B) ... for various purposes and at various locations as detailed below: - For nacelle anti-icing, through 1 port at 3 o’clock, - For customer use, through 1 port at 9 o’clock,

Otherwise, the outer case is thin in order to save weight. At 5 o’clock, the lower case has a series of plugged ports for borescope inspection of the rotor blades (one plug per stage).


TOC

- For LPT nozzle cooling, through 4 tubes at 2, 4, 8 and 10 o’clock, - For HPT clearance control, through 1 port at 3 o’clock.


Page 108 Feb 08

CFM56-5A/-5B

TRAINING MANUAL

NACEllE ANTI-ICE & hPTCC (3 O’ClOCK)

hPC FRONT STATOR ASSY

BlEED PORT FOR lPT1 NOZZlE COOlING (x4)

UPPER CASE BlEED PORTS

BORESCOPE PORTS CUSTOMER BlEED

hPC ROTOR ASSY

BORESCOPE PORTS lOWER CASE

hPC FRONT STATOR DESIGN

CTC-063-057-02


TOC



Page 109 Feb 08

CFM56-5A/5B

TRAINING MANUAL

The High Pressure Compressor (continued) The rear stator

(-5A):

The rear stator case is made of two halves bolted together.

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

It 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. (-5B): The rear stator aft flange is cantilever mounted on the inner flange of the rear stator support.

The CDP bulkhead is installed between the front stator and combustor case. All flanges are bolted, close-tolerance rabbeted diameters making a strong assembly, with accurate concentricity with the combustor case. The forward end of the rear stator assembly is held radially by 5 manifold brackets installed on the front stator case.

The rear stator support outer flange is installed between the front stator and the 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. EFFECTIVITY ALL CFM56-5A/-5B FOR A318-A319-A320-A321 CFMI Proprietary Information

TOC


Page 110 Feb 08

CFM56-5A/-5B

TRAINING MANUAL

- 5B

hPC REAR STATOR CASING STAGE 6-8

- 5A

REAR STATOR SUPPORT

CDP BUlKhEAD hPC REAR STATOR CASING STAGE 6-8

STAGE 9

STAGE 9

hPC REAR STATOR

CTC-063-058-00


TOC



Page 111 Feb 08

CFM56-5A/5B

TRAINING MANUAL

The High Pressure Compressor (continued) 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 112 Feb 08

CFM56-5A/-5B

S6 FWD

S5

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 )

S6

S5

S4

S3

S2

S1

hPC BORESCOPE PORTS

CTC-063-031-00


TOC

S7 S9 S8



Page 113 Feb 08

CFM56-5A/-5B

TRAINING MANUAL



TOC


Page 114 Feb 08

CFM56-5A/-5B

TRAINING MANUAL

COMBUSTION SECTION


TOC


COMBUSTION SECTION BASIC ENGINE

Page 115 Feb 08

CFM56-5A/5B

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 116 Feb 08

CFM56-5A/-5B

- 5A

TRAINING MANUAL

- 5B 9th. STAGE BlEED AIR

IGNITER PlUGS x2

FUEl NOZZlE x20

lPT STATOR

ENERGY

- 5A

- 5B

hPTCC BlEED AIR

ANNUlAR COMBUSTION ChAMBER hIGh PRESSURE TURBINE

COMBUSTION SECTION

CTC-063-022-04


TOC



Page 117 Feb 08

CFM56-5A/5B

TRAINING MANUAL

The combustion section The combustion case The combustion case provides the structural interface between the HPC, the combustor and the LPT. It provides 9th stage bleed air for both engine and 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: - 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.

The fuel nozzles are supplied by the following equipment, which is attached to the case: - A fuel supply manifold (Y-tubes). (-5B): - 2 fuel manifold halves. (-5A): - 4 fuel manifold halves. The combustion case also has: - 6 borescope ports. - 4 customer bleed ports. - 4 ports for LPT stage 1 cooling. - 3 ports for HPT clearance control air, 1 for source air and 2 for the introduction of air to the shrouds. (-5B): - 2 ports for TBV, 1 for source and 1 for introduction (not shown).

The combustion case is a weldment structure. The mounting pads accomodate 20 fuel nozzles around the outer surface and 2 igniters, which are at the 4 and 8 o’clock positions.


TOC

(-5A): - 2 ports for start bleed, 1 for source and 1 for introduction (not shown).


Page 118 Feb 08

CFM56-5A/-5B

TRAINING MANUAL

hPTCC AIR TO hPT ShROUD BORESCOPE BOSSES (x4) T3 PAD

AFT FlANGE

DIFFUSER

FUEl NOZZlE PAD (x20)

PS3 PAD

OUTlET GUIDE VANES

BORESCOPE BOSSES (x2) 9Th STAGE BlEED AIR

IGNITER BOSS (x2)

FUEl NOZZlES (x20) AND MANIFOlDS

COMBUSTION CASE DESIGN

CTC-063-059-02


TOC

COOlING AIR TO lPT STAGE 1 (x4)



Page 119 Feb 08

CFM56-5A/5B

TRAINING MANUAL

The combustion section (continued) 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 120 Feb 08

CFM56-5A/-5B

TRAINING MANUAL

OUTER lINER

SPECTAClE PlATE

hPT NOZZlE

OUTER COWl

INNER lINER

SWIRl FUEl NOZZlE DEFlECTOR INNER COWl

SlEEVE

PRIMARY SWIRl NOZZlE

SECONDARY SWIRl NOZZlE

COMBUSTION ChAMBER

CTC-063-060-00


TOC



Page 121 Feb 08

CFM56-5A/5B

TRAINING MANUAL

The combustion section (continued) 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 122 Feb 08

CFM56-5A/-5B

TRAINING MANUAL

BORESCOPE PORT lOCATIONS (AlF)

S12

S15 S13

COMBUSTION CASE

IGNITER (S10, S11)

COMBUSTION CASE BORESCOPE PORTS


TOC

S14

FWD

BORESCOPE PlUG S12, S13, S14, S15

CTC-063-032-02

S10 IGNITER

S11 IGNITER



Page 123 Feb 08

CFM56-5A/-5B

TRAINING MANUAL



TOC


Page 124 Feb 08

CFM56-5A/-5B

TRAINING MANUAL

TURBINES section


TOC


TURBINES section basic engine

Page 125 May 07

CFM56-5A/-5B

TRAINING MANUAL



TOC

TURBINES section basic engine

Page 126 May 07

CFM56-5A/-5B

TRAINING MANUAL

HIGH PRESSURE TURBINE


TOC


HIGH PRESSURE TURBINE BASIC ENGINE

Page 127 Feb 08

CFM56-5A/5B

TRAINING MANUAL

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 128 Feb 08

CFM56-5A/-5B

TRAINING MANUAL

COMBUSTOR CASE

lPT CASE

STAGE 1 lPT NOZZlE hPT ROTOR

hPT NOZZlE

hPT ShROUD

hPT ShAFT

No 4 BEARING

hIGh PRESSURE TURBINE

CTC-063-023-03


TOC



Page 129 Feb 08

CFM56-5A/5B

TRAINING MANUAL

High Pressure Turbine 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. (-5B): - The aft outer stationary seal. (-5A): - The aft outer stationary seal assembly.


TOC


Page 130 Feb 08

CFM56-5A/-5B

TRAINING MANUAL

- 5B

- 5A

hPT NOZZlE x 21

AFT INNER SUPPORT BOlT ShIElD AFT INNER SUPPORT

OUTER STATIONARY SEAl OUTER STATIONARY SEAl ASSEMBlY FORWARD INNER SUPPORT

CTC-063-061-00

hIGh PRESSURE TURBINE NOZZlE ASSEMBlY


TOC



Page 131 Feb 08

CFM56-5A/5B

TRAINING MANUAL

High Pressure Turbine (continued) 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 132 Feb 08

CFM56-5A/-5B

hPT NOZZlES

TRAINING MANUAL

hPT BlADES

FORWARD ROTATING AIR SEAl

hPC hPT DISK

FRONT ShAFT

hPT REAR ShAFT

CDP SEAl lPT ShAFT

hPT ROTOR DESIGN

CTC-063-062-01


TOC

No 4 BEARING



Page 133 Feb 08

CFM56-5A/5B

TRAINING MANUAL

High Pressure Turbine (continued) Borescope ports (-5A, -5B): Igniter ports S10 and S11, and combustion case ports S12 through S15 can be used to inspect the leading edge of the HPT blades. (-5B): Borescope ports S16 and S17, at the aft of the combustion case at approximately 5 and 8 o’clock, can be used to inspect the trailing edge of the HPT blades and leading edge of LPT blades. (-5A): Borescope ports S17 and S18, at the aft of the combustion case at 5:30 and 8.30, can be used to inspect the trailing edge of the HPT blades and the leading edge of the LPT stage 1 blades.


TOC


Page 134 Feb 08

CFM56-5A/-5B

TRAINING MANUAL

- 5B

- 5A



S12

S12

S15 S13 S17 S11 IGNITER

S10 IGNITER S14, S16

S15 S13 S18

S10 IGNITER

S11 IGNITER

S14, S17

FWD

FWD

BORESCOPE PlUG S16 OR S17 (-5B) S17 OR S18 (-5A)

S16, S17 (-5B) S17, S18 (-5A)

hPT BORESCOPE PORTS

CTC-063-033-02


TOC



Page 135 Feb 08

CFM56-5A/5B

TRAINING MANUAL

The High Pressure Turbine (continued) 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 136 Feb 08

CFM56-5A/-5B

TRAINING MANUAL

lPT STATOR

hPC BlEED AIR

hPTCC MANIFOlD COMBUSTION CASE

STG 1 lPT NOZZlE

hPT ShROUD

CTC-063-063-01

hPT ShROUD & STAGE 1 lPT NOZZlE


TOC



Page 137 Feb 08

CFM56-5A/-5B

TRAINING MANUAL



TOC


Page 138 Feb 08

CFM56-5A/-5B

TRAINING MANUAL

LOW PRESSURE TURBINE MAJOR MODULE


TOC


LPT MAJOR MODULE BASIC ENGINE

Page 139 May 07

CFM56-5A/5B

TRAINING MANUAL

Low Pressure Turbine (LPT) Major Module The purposes of the LPT major module are: - To transform the pressure and velocity of gasses coming 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 140 May 07

CFM56-5A/-5B

TRAINING MANUAL

TURBINE FRAME lPT ROTOR / STATOR ASSEMBlY

lPT ShAFT

CTC-063-034-01

lOW PRESSURE TURBINE MODUlE


TOC



Page 141 May 07

CFM56-5A/-5B

TRAINING MANUAL



TOC


Page 142 May 07

CFM56-5A/-5B

TRAINING MANUAL

LPT ROTOR / STATOR MODULE


TOC


LPT ROTOR/ STATOR MODULE BASIC ENGINE

Page 143 Feb 08

CFM56-5A/5B

TRAINING MANUAL

LPT Rotor/Stator Module The purpose of the LPT rotor/stator module is to convert the energy of combustion gasses 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 4-stage axial flow turbine, and consists of: - A stator assembly. - A rotor assembly.


TOC


Page 144 Feb 08

CFM56-5A/-5B

TRAINING MANUAL

REAR FlANGE

TURBINE ROTOR SUPPORT INNER FlANGE

ROTOR ASSEMBlY

FRONT FlANGE

STATOR ASSEMBlY

lPT ROTOR/STATOR MODUlE

CTC-063-064-01


TOC



Page 145 Feb 08

CFM56-5A/5B

TRAINING MANUAL

LPT Borescope Ports The rotor/stator assembly of the Low Pressure Turbine needs regular line maintenance inspection to identify defects, mainly on the rotor blades. The nozzle segments can also be inspected, but with limited visibility. Five borescope inspection ports are available. Their location corresponds to the nozzle segments stages 1 to 4 that are equipped with borescope holes. - Ports (-5B) S16 and S17 (-5A) S17 and S18 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 and the trailing edge of HPT blades. - Port (-5B) S18 (-5A) S20 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.

stage 2 blades and the leading edge of stage 3 blades. - Port (-5B) S20 (-5A) S22 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. NOTE: The trailing edge of stage 4 blades can be inspected through an instrumentation boss located at the 8.30 clock position on the turbine frame. When not in use, all borescope ports are closed by plugs. Ports (-5B) S16 and S17 (-5A) S17 and S18 are fitted with long spring-loaded plugs with hexagonal head caps. Ports (-5B) S18, S19 and S20 (-5A) S20, S21 and S22 are fitted with short spring-loaded plugs with hexagonal head caps. (-5A):

- Port (-5B) S19 (-5A) S21 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 EFFECTIVITY ALL CFM56-5A/-5B FOR A318-A319-A320-A321 CFMI Proprietary Information

TOC

NOTE: There is no port S19 on -5A engines.


Page 146 Feb 08

CFM56-5A/-5B

TRAINING MANUAL

BORESCOPE PORT lOCATIONS (AlF) S16, S17 (-5B) S17, S18 (-5A) BORESCOPE PlUGS

- 5B

S17 S16, S18, S19, S20 - 5A

S18 S20, S21, S22 S17

S16, S17 (-5B) S17, S18 (-5A)

S18, S19, S20 (-5B) S20, S21, S22 (-5A) BORESCOPE PlUGS

S18 (-5B) S20 (-5A) S19 (-5B) S21 (-5A) S20 (-5B) S22 (-5A)

lPT BORESCOPE PORTS

CTC-063-035-02


TOC



Page 147 Feb 08

CFM56-5A/-5B

TRAINING MANUAL



TOC


Page 148 Feb 08

CFM56-5A/-5B

TRAINING MANUAL

LPT SHAFT MODULE


TOC


LPT SHAFT MODULE BASIC ENGINE

Page 149 May 07

CFM56-5A/5B

TRAINING MANUAL

LPT Shaft Module 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 150 May 07

CFM56-5A/-5B

TRAINING MANUAL

CENTER VENT TUBE

TURBINE FRAME

lPT ROTOR

FAN ROTOR

FAN ShAFT

lPT ShAFT

No 4 BEARING

lPT ShAFT MODUlE

CTC-063-065-00


TOC

No 5 BEARING



Page 151 May 07

CFM56-5A/-5B

TRAINING MANUAL



TOC


Page 152 May 07

CFM56-5A/-5B

TRAINING MANUAL

LOW PRESSURE TURBINE FRAME MODULE


TOC


LPT FRAME MODULE BASIC ENGINE

Page 153 May 07

CFM56-5A/5B

TRAINING MANUAL

LOW PRESSURE Turbine Frame Module The LP 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 and exhaust plug, which are both 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 154 May 07

CFM56-5A/-5B

TRAINING MANUAL

ENGINE MOUNTS

STRUT

ExhAUST PlUG (NOT ShOWN)

OIl INlET COVER

ENGINE MOUNTS

FlAME ARRESTOR

ExhAUST NOZZlE ATTAChMENT

OIl SUPPlY TUBE

No 5 BEARING SUPPORT

FlANGE ASSEMBlY

INNER hUB

OVERBOARD SEAl DRAIN TUBE SCAVENGE TUBE

TURBINE FRAME

lP TURBINE FRAME MODUlE

CTC-063-037-02


TOC



Page 155 May 07

CFM56-5A/-5B

TRAINING MANUAL



TOC


Page 156 May 07

CFM56-5A/-5B

TRAINING MANUAL

ACCESSORY DRIVE section


TOC


ACCESSORY DRIVE Page 157 section basic engine

May 07

CFM56-5A/-5B

TRAINING MANUAL



TOC

ACCESSORY DRIVE Page 158 section basic engine

May 07

CFM56-5A/-5B

TRAINING MANUAL

ACCESSORY DRIVE MODULE


TOC


ACCESSORY DRIVE MODULE BASIC ENGINE

Page 159 May 07

CFM56-5A/5B

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), which takes power from the HPC front shaft. - Radial Drive Shaft (RDS), which transmits the power to the Transfer Gearbox. - Transfer Gearbox (TGB), which redirects the torque. - Horizontal Drive Shaft (HDS), which transmits power from the Transfer Gearbox to the Accessory Gearbox. - Accessory Gearbox (AGB), which supports and drives both engine and aircraft accessories.


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TRAINING MANUAL

INlET GEARBOx (IGB)

RADIAl DRIVE ShAFT (RDS)

hORIZONTAl DRIVE ShAFT (hDS)

ACCESSORY GEARBOx (AGB)

TRANSFER GEARBOx (TGB) CTC-063-026-02

ACCESSORY DRIVE SECTION DESIGN


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TRAINING MANUAL



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CFM56-5A/-5B

TRAINING MANUAL

INLET GEARBOX


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INLET GEARBOX BASIC ENGINE

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CFM56-5A/5B

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.


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CFM56-5A/-5B

TRAINING MANUAL

No 3 BAll BEARING

ROTATING AIR/OIl SEAl

hORIZONTAl BEVEl GEAR

COUPlING / lOCKING NUT

RADIAl BEVEl GEAR

INlET GEARBOx ASSEMBlY

CTC-063-066-01


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TRAINING MANUAL



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CFM56-5A/-5B

TRAINING MANUAL

TRANSFER GEARBOX


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TRANSFER GEARBOX BASIC ENGINE

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CFM56-5A/5B

TRAINING MANUAL

Transfer Gearbox (TGB) Driven by the RDS, the Transfer Gearbox 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.


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CFM56-5A/-5B

TRAINING MANUAL

FAN FRAME No 7 STRUT RADIAl DRIVE ShAFT

FAN CASE

INPUT BEVEl GEAR

hORIZONTAl DRIVE ShAFT

TGB hOUSING hORIZONTAl DRIVE ShAFT hOUSING

hORIZONTAl BEVEl GEAR

TRANSFER GEARBOx ASSEMBlY

CTC-063-067-01


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TRAINING MANUAL



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CFM56-5A/-5B

TRAINING MANUAL

ACCESSORY GEARBOX


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ACCESSORY GEARBOX BASIC ENGINE

Page 171 Feb 08

CFM56-5A/5B

TRAINING MANUAL

Accessory Gearbox The accessory gearbox 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).


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TRAINING MANUAL

TRANSFER GEARBOx ClEVIS MOUNT FUEl PUMP/hMU PAD hORIZONTAl DRIVE ShAFT N2 SPEED SENSOR MOUNTING PAD lUBRICATION UNIT PAD hORIZONTAl DRIVE COUPlING TUBE hYDRAUlIC PUMP PAD STARTER PAD FWD hANDCRANKING PAD CONTROl AlTERNATOR PAD

ClEVIS MOUNT IDG PAD

ACCESSORY GEARBOx

CTC-063-027-02


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TRAINING MANUAL

Accessory Gearbox (continued) 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: - Hydraulic pump. - Fuel pump.


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TRAINING MANUAL

NON MAGNETIC hOUSING

MAGNETIZED RING

RETAINING RING

CARBON RING (ROTOR)

O-RING

lAPPED OR POlIShED CONTACT FACE (STATOR) GEARShAFT ASSY

O-RING

ROTATING PART

MAGNETIC SEAl

CTC-063-028-02


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TRAINING MANUAL

Accessory Gearbox (continued) Starter and IDG drive pad seal On the starter and IDG drive pads 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.


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TRAINING MANUAL

O-RINGS

ROTATING RING OIl DRAINING hOlES

RETAINING RING

O-RING

ThRUST RING

CARBON RING

NON-MAGNETIC SEAl hOUSING

MAGNETIC RING

CTC-063-029-02

MAGNETIC SEAl (STARTER AND IDG PADS)


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TRAINING MANUAL

ACCESSORY GEARBOX Spring-loaded seals The spring-loaded seal is made up of a 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. Note: For the IDG and starter pads, the spring-loaded seals are slightly different (another part number). The o-ring on the rotor part is replaced by a bal seal for better thermal resistance.


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TRAINING MANUAL

(DISASSEMBlED) CARBON CONTACT FACE FIxED PART

MATING RING

lUGS lAPPED OR POlIShED CONTACT FACE CARBON RING

(ASSEMBlED) O-RING OR BAl SEAl (STARTER, IDG PADS)

O-RING SEAlS O-RINGS STATIC PART

ROTATING PART

GEARShIFT ASSY

SPRING-lOADED SEAl

CTC-063-030-03


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ROTATING PART



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TRAINING MANUAL



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CFM56-ALL

TRAINING MANUAL

standard practices


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standard practices basic engine

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CFM56-ALL

TRAINING MANUAL

COMMON locking devices

General. Locking devices are designed to keep fasteners and other parts safely engaged. They prevent any opposite forces that could cause fasteners to disengage. They are not designed to apply or keep a torque. Safety cable. CFM56 engines use common locking devices, such as cotter pins, tabwashers and lockwire, but they also use a specific device: the safety cable. The safety cable consists of a cable which is cut to the appropriate length, and a ferrule crimped on the cable during installation.



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CFM56-ALL

lOCKING WAShER

TRAINING MANUAL

BENT TAB COTTER PIN

lOCKING WAShER

lOCKWIRE lOCKING TAB CABlE COTTER PIN

COMMON lOCKING DEVICES

SAFETY CABlE

GENERAl

CTC-063-073-00


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FERRUlE



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CFM56-ALL

TRAINING MANUAL


Safety cable installation. Before installation, make sure that cable threading holes on the parts are correctly aligned. The following limits must not be exceeded: - The maximum length of safety cable between cabled parts is 6 ins. (15,4 cm). - Do not safety more than 3 bolts with one safety cable. To install the safety cable, proceed as follows: - Thread the cable through the parts to be safetied. - Install the ferrule on the cable. - Tighten the cable by putting the head of the tool in contact with the last bolt head to be cabled. - Operate the tool to apply a tension to the assembly and automatically crimp the ferrule at the same time. - Cut the excess cable.



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CFM56-ALL

STEP 1

STEP 4

STEP 5

STEP 3

STEP 6

SAFETY CABlE INSTAllATION

CTC-063-074-00


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STEP 2

TRAINING MANUAL



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CFM56-ALL

TRAINING MANUAL


Crimping tools. Specific tools are used to tighten the cable and crimp the ferrule. Pulloff test tools. CFMI recommends to do a pulloff test at least once a month on each of the crimping tools.



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CFM56-ALL

TRAINING MANUAL

CAlIBRATED BREAKAWAY TORQUE WRENCh

PIVOT JOINT

WAll

CABlE STOP

SAFETY CABlE VERIFICATION CRIMPING TOOlS

TOOlS

CTC-063-075-00


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PUllOFF TEST TOOlS



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CFM56-ALL

TRAINING MANUAL




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Page 188 May 07

Ctc-063 Basic Engine

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