CTC-234_NACELLE.pdf

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NACELLE

CFM56-7B January 2003 ATA level 3

CTC-234

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CFM56-7B

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TRAINING MANUAL

NACELLE

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 737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL 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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EFFECTIVITY B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL CFMI PROPRIETARY INFORMATION

GENERAL

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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

EFFECTIVITY 737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL CFMI PROPRIETARY INFORMATION

GENERAL

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GENERAL

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TABLE OF CONTENTS


CONTENTS NACELLE

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Chapter

Page

Chapter

Page

Table of Contents

1 to 2

Engine Fire Protection System

1 to 4

Lexis

1 to 10

Engine Fire Detection System

1 to 4

Nacelle General

1 to 6

Engine/Aircraft Connections

1 to 8

Powerplant Presentation

1 to 6

Powerplant Drains

1 to 10

Engine Mounts

1 to 10

Air Inlet Cowl

1 to 6

Fan Cowl Doors

1 to 4

Thrust Reverser Cowl Opening

1 to 6

Thrust Reverser General

1 to 4

Thrust Reverser Mechanical Structure

1 to 24

Thrust Reverser Control System

1 to 30

Exhaust System

1 to 8

Engine Hydraulic System

1 to 4

Engine Bleed Air System

1 to 4


CONTENTS NACELLE

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LEXIS

EFFECTIVITY B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL

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CFMI PROPRIETARY INFORMATION

LEXIS

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A A/C AC ACARS ACMS ACS ADC ADEPT ADIRS ADIRU AGB AIDS ALF ALT ALTN AMB AMM AOG A/P APU ARINC ASM A/T ATA

AIRCRAFT ALTERNATING CURRENT AIRCRAFT COMMUNICATION ADRESSING and REPORTING SYSTEM AIRCRAFT CONDITION MONITORING SYSTEM AIRCRAFT CONTROL SYSTEM AIR DATA COMPUTER AIRLINE DATA ENGINE PERFORMANCE TREND AIR DATA AND INERTIAL REFERENCE SYSTEM AIR DATA AND INERTIAL REFERENCE UNIT ACCESSORY GEARBOX AIRCRAFT INTEGRATED DATA SYSTEM AFT LOOKING FORWARD ALTITUDE ALTERNATE AMBIENT AIRCRAFT MAINTENANCE MANUAL AIRCRAFT ON GROUND AIR PLANE AUXILIARY POWER UNIT AERONAUTICAL RADIO, INC. (SPECIFICATION) AUTOTHROTTLE SERVO MECHANISM AUTOTHROTTLE AIR TRANSPORT ASSOCIATION


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TRAINING MANUAL

ATC ATHR ATO AVM

AUTOTHROTTLE COMPUTER AUTO THRUST ABORTED TAKE OFF AIRCRAFT VIBRATION MONITORING

B BITE BMC BPRV BSI BSV BSV BVCS

BUILT IN TEST EQUIPMENT BLEED MANAGEMENT COMPUTER BLEED PRESSURE REGULATING VALVE BORESCOPE INSPECTION BURNER STAGING VALVE (SAC) BURNER SELECTION VALVE (DAC) BLEED VALVE CONTROL SOLENOID

C C CAS CBP CCDL CCFG CCU CCW CDP CDS CDU CFDIU CFDS

CELSIUS or CENTIGRADE CALIBRATED AIR SPEED (HP) COMPRESSOR BLEED PRESSURE CROSS CHANNEL DATA LINK COMPACT CONSTANT FREQUENCY GENERATOR COMPUTER CONTROL UNIT COUNTER CLOCKWISE (HP) COMPRESSOR DISCHARGE PRESSURE COMMON DISPLAY SYSTEM CONTROL DISPLAY UNIT CENTRALIZED FAULT DISPLAY INTERFACE UNIT CENTRALIZED FAULT DISPLAY SYSTEM

LEXIS

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CFMI

CFM56-7B

CTL Cu.Ni.In CW

JOINT GE/SNECMA COMPANY (CFM INTERNATIONAL) CENTER OF GRAVITY channel A channel B CHANNEL ACTIVE COMPRESSOR INLET PRESSURE COMPRESSOR INLET TEMPERATURE CENTIMETER X GRAMS CENTRALIZED MAINTENANCE COMPUTER COMPONENT MAINTENANCE MANUAL CENTRALIZED MAINTENANCE SYSTEM CENTRAL MAINTENANCE SYSTEM HIGH TEMPERATURE COATING CONTINUOUS CENTRAL PROCESSING UNIT CATHODE RAY TUBE CONSTANT SPEED DRIVE CYCLES SINCE INSTALLATION CYCLES SINCE NEW COWL THERMAL ANTI-ICING CUSTOMER TECHNICAL EDUCATION CENTER CONTROL COPPER.NICKEL.INDIUM CLOCKWISE

D DAC

DOUBLE ANNULAR COMBUSTOR

CG Ch A Ch B CHATV CIP(HP) CIT(HP) cm.g CMC CMM CMS CMS CODEP CONT CPU CRT CSD CSI CSN CTAI CTEC


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DAMV DAR DC DCU DCV DEU DFCS DFDAU DFDRS DISC DIU DMC DMD DMS DMU DOD DPU DRT E EAU EBU ECA ECAM ECS ECU EE EEC

TRAINING MANUAL DOUBLE ANNULAR MODULATED VALVE DIGITAL ACMS RECORDER DIRECT CURRENT DATA CONVERSION UNIT DIRECTIONAL CONTROL VALVE BOEING DISPLAY ELECTRONIC UNIT DIGITAL FLIGHT CONTROL SYSTEM DIGITAL FLIGHT DATA ACQUISITION UNIT DIGITAL FLIGHT DATA RECORDING SYSTEM DISCRETE DIGITAL INTERFACE UNIT DISPLAY MANAGEMENT COMPUTER DEMAND DEBRIS MONITORING SYSTEM DATA MANAGEMENT UNIT DOMESTIC OBJECT DAMAGE DIGITAL PROCESSING MODULE DE-RATED TAKE-OFF ENGINE ACCESSORY UNIT ENGINE BUILDUP UNIT ELECTRICAL CHASSIS ASSEMBLY ELECTRONIC CENTRALIZED AIRCRAFT MONITORING ENVIRONMENTAL CONTROL SYSTEM ELECTRONIC CONTROL UNIT ELECTRONIC EQUIPMENT ELECTRONIC ENGINE CONTROL

LEXIS

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EFH EFIS

ENGINE FLIGHT HOURS ELECTRONIC FLIGHT INSTRUMENT SYSTEM 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 FAA FADEC FAR FCC

FARENHEIT FEDERAL AVIATION AGENCY FULL AUTHORITY DIGITAL ENGINE CONTROL FUEL/AIR RATIO FLIGHT CONTROL COMPUTER


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FCU FDAMS FDIU FDRS FDU FEIM FF FFCCV FI FIM FIN FIT FLA FLX TO FMC FMCS FMGC FMGEC FMS FMV FOD FPA FPI FQIS

TRAINING MANUAL FLIGHT CONTROL UNIT FLIGHT DATA ACQUISITION & MANAGEMENT SYSTEM FLIGHT DATA INTERFACE UNIT FLIGHT DATA RECORDING SYSTEM FIRE DETECTION UNIT FIELD ENGINEERING INVESTIGATION MEMO FUEL FLOW (see Wf) -7B FAN FRAME/COMPRESSOR CASE VERTICAL (VIBRATION SENSOR) FLIGHT IDLE (F/I) FAULT ISOLATION MANUAL FUNCTIONAL ITEM NUMBER FAN INLET TEMPERATURE FORWARD LOOKING AFT FLEXIBLE TAKE-OFF FLIGHT MANAGEMENT COMPUTER FLIGHT MANAGEMENT COMPUTER SYSTEM FLIGHT MANAGEMENT AND GUIDANCE COMPUTER FLIGHT MANAGEMENT AND GUIDANCE ENVELOPE COMPUTER FLIGHT MANAGEMENT SYSTEM FUEL METERING VALVE FOREIGN OBJECT DAMAGE FRONT PANEL ASSEMBLY FLUORESCENT PENETRANT INSPECTION FUEL QUANTITY INDICATING SYSTEM

LEXIS

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CFM56-7B

FRV FWC FWD

FUEL RETURN VALVE FAULT WARNING COMPUTER FORWARD

G g.in GE GEAE GEM GI GMM GMT GND GPH GPU GSE

GRAM X INCHES GENERAL ELECTRIC GENERAL ELECTRIC AIRCRAFT ENGINES GROUND-BASED ENGINE MONITORING GROUND IDLE (G/I) GROUND MAINTENANCE MODE GREENWICH MEAN TIME GROUND GALLON PER HOUR GROUND POWER UNIT GROUND SUPPORT EQUIPMENT

H HCF HCU HDS HMU HP HPC HPCR HPRV HPSOV HPT HPT(A)CC

HIGH CYCLE FATIGUE HYDRAULIC CONTROL UNIT HORIZONTAL DRIVE SHAFT HYDROMECHANICAL UNIT HIGH PRESSURE HIGH PRESSURE COMPRESSOR HIGH PRESSURE COMPRESSOR ROTOR HIGH PRESSURE REGULATING VALVE HIGH PRESSURE SHUT-OFF VALVE HIGH PRESSURE TURBINE HIGH PRESSURE TURBINE (ACTIVE) CLEARANCE CONTROL


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TRAINING MANUAL

HPTC HIGH PRESSURE TURBINE CLEARANCE HPTCCV HIGH PRESSURE TURBINE CLEARANCE CONTROL VALVE HPTN HIGH PRESSURE TURBINE NOZZLE HPTR HIGH PRESSURE TURBINE ROTOR Hz HERTZ (CYCLES PER SECOND) I I/O IAS ID ID PLUG IDG IFSD IGB IGN IGV in. IOM IPB IPC IPCV IPS IR

INPUT/OUTPUT INDICATED AIR SPEED INSIDE DIAMETER IDENTIFICATION PLUG INTEGRATED DRIVE GENERATOR IN FLIGHT SHUT DOWN INLET GEARBOX IGNITION INLET GUIDE VANE INCH INPUT OUTPUT MODULE ILLUSTRATED PARTS BREAKDOWN ILLUSTRATED PARTS CATALOG INTERMEDIATE PRESSURE CHECK VALVE INCHES PER SECOND INFRA RED

K °K k KIAS kV

KELVIN X 1000 INDICATED AIR SPEED IN KNOTS KILOVOLTS

LEXIS

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Kph

CFM56-7B KILOGRAMS PER HOUR

L L L/H lbs. LCD LCF LE (L/E) LGCIU

LEFT LEFT HAND POUNDS, WEIGHT LIQUID CRYSTAL DISPLAY LOW CYCLE FATIGUE LEADING EDGE 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 MCD MCDU MCL MCR

MILLIAMPERES (CURRENT) MAGNETIC CHIP DETECTOR MULTIPURPOSE CONTROL AND DISPLAY UNIT MAXIMUM CLIMB MAXIMUM CRUISE


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MCT MDDU MEC milsD.A. mm. MMEL MO MPA MPH MTBF MTBR mV Mvdc

TRAINING MANUAL MAXIMUM CONTINUOUS MULTIPURPOSE DISK DRIVE UNIT MAIN ENGINE CONTROL Mils DOUBLE AMPLITUDE MILLIMETERS MAIN MINIMUM EQUIPMENT LIST AIRCRAFT SPEED MACH NUMBER MAXIMUM POWER ASSURANCE MILES PER HOUR MEAN TIME BETWEEN FAILURES MEAN TIME BETWEEN REMOVALS MILLIVOLTS 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

LEXIS

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CFM56-7B

NAC NVM

NACELLE NON VOLATILE MEMORY

O OAT OD OGV OSG OVBD OVHT

OUTSIDE AIR TEMPERATURE OUTLET DIAMETER OUTLET GUIDE VANE OVERSPEED GOVERNOR OVERBOARD OVERHEAT

P Pb Pc Pcr Pf P/T25 P/N P0 P25 PCU PLA PMC PMUX PPH PRSOV Ps PS12

BYPASS PRESSURE REGULATED SERVO PRESSURE CASE REGULATED PRESSURE HEATED SERVO PRESSURE HP COMPRESSOR INLET TOTAL AIR PRESSURE/TEMPERATURE PART NUMBER AMBIENT STATIC PRESSURE HP COMPRESSOR INLET TOTAL AIR TEMPERATURE PRESSURE CONVERTER UNIT POWER LEVER ANGLE POWER MANAGEMENT CONTROL PROPULSION MULTIPLEXER POUNDS PER HOUR PRESSURE REGULATING SERVO VALVE PUMP SUPPLY PRESSURE FAN INLET STATIC AIR PRESSURE


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PS13 PS3HP

TRAINING MANUAL

PT25

FAN OUTLET STATIC AIR PRESSURE COMPRESSOR DISCHARGE STATIC AIR PRESSURE (CDP) 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) HPC TOTAL INLET PRESSURE

Q QAD QEC QTY QWR

QUICK ATTACH DETACH QUICK ENGINE CHANGE QUANTITY QUICK WINDMILL RELIGHT

PSI PSIA PSID psig PSM PSS PSU PT PT2

R R/H RAC/SB RACC RAM RCC RDS

RIGHT HAND ROTOR ACTIVE CLEARANCE/START BLEED ROTOR ACTIVE CLEARANCE CONTROL RANDOM ACCESS MEMORY REMOTE CHARGE CONVERTER RADIAL DRIVE SHAFT

LEXIS

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RPM RTD RTO RTV

RVDT S S/N S/R S/V SAC SAR SAV SB SCU SDAC SDI SDU SER SFC SFCC SG SLS SLSD

CFM56-7B REVOLUTIONS PER MINUTE RESISTIVE THERMAL DEVICE REFUSED TAKE OFF ROOM TEMPERATURE VULCANIZING (MATERIAL) ROTARY VARIABLE DIFFERENTIAL TRANSFORMER SERIAL NUMBER SERVICE REQUEST SHOP VISIT SINGLE ANNULAR COMBUSTOR SMART ACMS RECORDER STARTER AIR VALVE SERVICE BULLETIN SIGNAL CONDITIONING UNIT SYSTEM DATA ACQUISITION CONCENTRATOR SOURCE/DESTINATION IDENTIFIER (BITS) (CF ARINC SPEC) SOLENOID DRIVER UNIT SERVICE EVALUATION REQUEST SPECIFIC FUEL CONSUMPTION SLAT FLAP CONTROL COMPUTER SPECIFIC GRAVITY SEA LEVEL STANDARD (CONDITIONS : 29.92 in.Hg / 59°F) SEA LEVEL STANDARD DAY (CONDITIONS : 29.92 in.Hg / 59°F)


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SMM SMP SN SNECMA SOL SOV STP SVR SW SYS T T oil T/C T/E T/O T/R T12 T25 T3 T49.5 T5 TAI TAT

TRAINING MANUAL STATUS MATRIX SOFTWARE MANAGEMENT PLAN SERIAL NUMBER SOCIETE NATIONALE D’ETUDE ET DE CONSTRUCTION DE MOTEURS D’AVIATION SOLENOID SHUT-OFF VALVE STANDARD TEMPERATURE AND PRESSURE SHOP VISIT RATE SWITCH BOEING SYSTEM OIL TEMPERATURE THERMOCOUPLE TRAILING EDGE TAKE OFF THRUST REVERSER FAN INLET TOTAL AIR TEMPERATURE HP COMPRESSOR INLET AIR TEMPERATURE HP COMPRESSOR DISCHARGE AIR TEMPERATURE EXHAUST GAS TEMPERATURE LOW PRESSURE TURBINE DISCHARGE TOTAL AIR TEMPERATURE THERMAL ANTI ICE TOTAL AIR TEMPERATURE

LEXIS

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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 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) EFFECTIVITY B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL

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TRAINING MANUAL

TSN TTL

TIME SINCE NEW (HOURS) TRANSISTOR TRANSISTOR LOGIC

U UER UTC

UNSCHEDULED ENGINE REMOVAL UNIVERSAL TIME CONSTANT

V VAC VBV VDC VDT VIB VLV VRT VSV

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

W WDM Wf WFM WOW WTAI

WATCHDOG MONITOR WEIGHT OF FUEL OR FUEL FLOW WEIGHT OF FUEL METERED WEIGHT ON WHEELS WING THERMAL ANTI-ICING

LEXIS

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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 1m 1 cm 1 mm

= 0.621 mile = 3.281 ft. or 39.37 in. = 0.3937 in. = 39.37 mils.

1 sq.in.

= 6,4516 cm²

1 m² 1 cm²

= 10.76 sq. ft. = 0.155 sq.in.

1 USG 1 cu.in.

= 3,785 l (dm³) = 16.39 cm³

1 m³ 1 dm³ 1 cm³

= 35.31 cu. ft. = 0.264 USA gallon = 0.061 cu.in.

1 lb.

= 0.454 kg

1 kg

= 2.205 lbs

1 psi.

= 6.890 kPa

1 Pa 1 kPa 1 bar

= 1.45 10-4 psi. = 0.145 psi = 14.5 psi

°F

= 1.8 x °C + 32

°C

= ( °F - 32 ) /1.8


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TRAINING MANUAL

LEXIS

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NACELLE GENERAL


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NACELLE GENERAL NACELLE

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NACELLE GENERAL The cowls enclose the periphery of the engine so as to form the engine nacelle, underneath the aircraft wings. The nacelle is the aerodynamic structure around the basic engine and has several purposes: - To smooth the airflow around and into the engine, in order to decrease drag and give better engine performance. - To prevent damage to the external surface of the engine. - To give extra strength to the engine structure. - To make connections for air, fluids and electricity. - To enable access to the engine, or direct access to some engine equipment.


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AERODYNAMICS

RIGIDITY

ENGINE PROTECTION

CONNECTIONS

ACCESS

NACELLE PURPOSES

CTC-234-043-00


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TRAINING MANUAL



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NACELLE GENERAL The nacelle is made up of different major sections along the engine and includes: - The fan inlet cowl. - The fan cowl doors. - The thrust reverser. - The exhaust system.


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INLET COWL

FAN COWL

THRUST REVERSER

EXHAUST SYSTEM

NACELLE SECTIONS

CTC-234-044-00


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TRAINING MANUAL



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TRAINING MANUAL

POWERPLANT PRESENTATION


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POWERPLANT PRESENTATION NACELLE

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POWERPLANT PRESENTATION The engine is attached to the wing strut 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.


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TRAINING MANUAL

ENGINE MOUNT LOCATIONS

WING STRUT

COWLS

POWERPLANT PRESENTATION

CTC-234-001-00


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POWERPLANT PRESENTATION For quick servicing, the nacelle cowling is equipped with various access doors and holes. Also, various inlets and outlets allow cooling and venting of the inlet and fan compartments.

Nacelle right side. The nacelle left side features the following items: - An EEC ram air inlet.

Nacelle left side.

- A pressure relief/T12 access door.

The nacelle left side features the following items:

- An oil tank access door.

- A starter override access hole.

- Thrust reverser actuators access doors.

- An access door for servicing of the Integrated Drive Generator (IDG).

- Thrust reverser deactivation holes.

- A pressure relief/access door for visual inspection of the chip detector. - Thrust reverser actuators access doors. - Thrust reverser deactivation holes.


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EFG STARTER OVERRIDE ACCESS HOLE

TRAINING MANUAL

IDG ACCESS DOOR CHIP DETECTOR ACCESS/ PRESSURE RELIEF DOOR

EEC RAM AIR INLET T/R DEACTIVATION HOLES

T/R ACTUATORS ACCESS DOORS CTC-234-002-00

OIL TANK ACCESS DOOR

NACELLE - EQUIPMENT ACCESS POINTS


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T12 ACCESS/ PRESSURE RELIEF DOOR



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TRAINING MANUAL



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TRAINING MANUAL

ENGINE MOUNTS


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ENGINE MOUNTS NACELLE

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TRAINING MANUAL

ENGINE MOUNTS The engine is connected to the strut by two mounts: - The forward mount. - The aft mount. Both mounts are designed to: - Withstand all the loads acting upon the nacelle. - Transmit these loads to the strut structure.


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CFM56-7B

EFG STRUT

WING

TRAINING MANUAL

FWD

FORWARD ENGINE MOUNT

FAN FRAME

TURBINE FRAME

FWD

AFT ENGINE MOUNT

ENGINE MOUNTS

CTC-234-004-00


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TRAINING MANUAL

ENGINE MOUNTS Forward mount. The forward mount carries the engine vertical and lateral loads. It consists of the following elements: - A fan case fitting assembly attached to the fan frame at 12 o’clock with ten bolts. - A hanger fitting assembly attached to the strut structure with two shear pins, four bolts and four barrel nuts. The two fittings are mated by means of pawl pins and nuts before engine installation.


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TRAINING MANUAL

STRUT

BOLTS (x4) HANGER FITTING BARREL NUTS (x4) SHEAR PINS

PAWL PINS (x3) FAN CASE FITTING BOLTS (x10) TO FAN CASE

FWD

FORWARD MOUNT

CTC-234-040-00


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TRAINING MANUAL

ENGINE MOUNTS Aft mount. The aft mount assembly is designed to restrain engine movements in all directions. It connects the engine turbine rear frame to the wing strut. It consists of the following elements: - Four links. - A hanger fitting. - An evener bar. The four links connect to the turbine rear frame clevisses with pawl pins and nuts. The hanger fitting connects to the wing strut structure with a shear pin, four bolts and barrel nuts. The evener bar has two attachment points for thrust links.


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CFM56-7B

EFG EVENER BAR

THRUST LINK (x2)

STRUT

TRAINING MANUAL

SHEAR PIN

BARREL NUT (x4)

HANGER FITTING AFT ENGINE MOUNT LINK (x4) INNER PAWL PIN (x2) NUT (x4)

OUTER PAWL PIN (x2) TURBINE REAR FRAME

FWD

BOLT (x4)

AFT MOUNT

CTC-234-041-00


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FWD



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TRAINING MANUAL

ENGINE MOUNTS Thrust links. In conjunction with the engine mounts, a forward thrust link system is used to absorb forward and aft engine loads. It consists of two links that connect the aft mount to the fan frame. Attachment to the fan frame is made at 11 and 1 o’clock, by means of pawl pins and nuts installed through fittings. Attachment to the aft mount is made by means of pawl pins and nuts through the two attachment points on the evener bar.


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TRAINING MANUAL

THRUST LINK

AFT MOUNT SIDE

FAN FRAME SIDE PAWL PIN NUT

AFT ENGINE MOUNT EVENER BAR

THRUST LINK FWD

THRUST LINK

PAWL PIN

NOTE: ONLY RIGHT THRUST LINK SHOWN, LEFT THRUST LINK OPPOSITE.

THRUST LINKS

CTC-234-042-00


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NUT FAN FRAME FITTING

FWD


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TRAINING MANUAL



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TRAINING MANUAL

AIR INLET COWL


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AIR INLET COWL NACELLE

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TRAINING MANUAL

AIR INLET COWL The air inlet cowl provides a smooth airflow into the engine during all aircraft operational sequences, and also prevents ice formation at the front of the powerplant. It is located at the forward section of the nacelle, and its rear flange attaches to the engine fan case, by means of alignment pins at 3 and 9 o’clock, and bolts. The air inlet cowl features: - An EEC ram air inlet scoop, which provides cooling air to the EEC. - A T12 sensor access door, which also acts as a pressure relief door. - An anti-ice air duct inside the nose lip, to prevent ice formation. The inner skin of the air inlet cowl is lined with acoustical panels. Its rear face provides connections for the anti-ice duct, the EEC cooling hose and the T12 sensor cable.


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TRAINING MANUAL

ANTI-ICE AIR DUCT

NOSE LIP

VIEW A ANTI-ICE DUCT

ANTI-ICE AIR OUTLET DUCT EEC RAM AIR INLET SCOOP

A PRESSURE RELIEF/ T12 ACCESS DOOR SENSOR CABLE CONNECTION FWD EEC COOLING HOSE

AIR INLET COWL

CTC-234-045-00


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EFG

TRAINING MANUAL

AIR INLET COWL Anti-icing system. The inlet cowl anti-icing system keeps ice from forming on the engine inlet cowl. Each engine has an inlet cowl anti-icing system. The systems operate in flight and on the ground. Switches in the cockpit control the operation of the inlet cowl anti-icing system. When the system is ON, the inlet cowl thermal anti-ice (TAI) valve opens. Hot air from the engine bleed air manifold flows through the valve into the hollow inlet cowl. The warm air increases the temperature in the inlet cowl. The warm air then flows overboard through a vent at the bottom of the cowl. Each engine is the source of its inlet cowl thermal anti-icing air. Thermal anti-icing air is from the engine bleed air manifold, upstream of the pressure regulator and shutoff valve. An inlet cowl TAI pressure switch monitors the pressure in the duct downstream of the inlet cowl anti-icing valve. EFFECTIVITY B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL CFMI PROPRIETARY INFORMATION

TOC


Page 4 Jan 03

CFM56-7B

EFG PRESSURE SWITCH

TRAINING MANUAL

TAI VALVE

ENGINE PNEUMATIC SYSTEM

SPRAY RING

OVERBOARD EXHAUST

ANTI-ICING SYSTEM

CTC-234-046-00


TOC



Page 5 Jan 03

CFM56-7B

EFG

TRAINING MANUAL



TOC


Page 6 Jan 03

CFM56-7B

EFG

TRAINING MANUAL

FAN COWL DOORS


TOC


FAN COWL DOORS NACELLE

Page 1 Jan 03

CFM56-7B

EFG

TRAINING MANUAL

FAN COWL DOORS There are two fan cowls for each engine. Each fan cowl attaches to the strut with three hinges. Each fan cowl has two hold open rods. Fan Cowl Latches. Three latches secure the left and right fan cowls together. All latches are along the bottom of the fan cowls. Fan Cowl Hold Open Rods.

Fan Cowl Hinges. Each fan cowl hinge has these components: - Fan cowl clevis. - Quick release pin. - Strut lug. Each fan cowl clevis is on the fan cowl. All strut lugs are on the strut. The quick release pins make it easy to remove a fan cowl.

One end of each hold open rod attaches to the fan cowl. When the cowl is closed, the other end attaches to a receiver on the fan cowl. When the cowl is open, the other end attaches to a receiver on the engine. Each hold open rod is telescopic. Each hold open rod has a collar that locks the hold open rod in place. A yellow lock indication shows when the hold open rod is in the locked position.


TOC


Page 2 Jan 03

CFM56-7B

EFG A

TRAINING MANUAL

FAN COWL (OPEN)

FAN COWL HINGE (x3)

FAN COWL CLEVIS

FAN COWL LATCH KEEPER (x3)

QUICK RELEASE PIN VIEW

STRUT LUG

FAN COWL LATCH (x3)

A

COLLAR FAN COWL HINGE

LOCKED INDICATION

HOLD OPEN ROD (TYPICAL) RECEIVER (ON ENGINE)

FAN COWL DOORS

CTC-234-005-00


TOC



Page 3 Jan 03

CFM56-7B

EFG

TRAINING MANUAL



TOC


Page 4 Jan 03

CFM56-7B

EFG

TRAINING MANUAL

THRUST REVERSER COWL OPENING


TOC


T/R COWL OPENING NACELLE

Page 1 Jan 03

CFM56-7B

EFG

TRAINING MANUAL

THRUST REVERSER COWL OPENING Tension latches. The tension latches hold the T/R halves together. They must be released to open the T/R cowls. There are six tension latches for each T/R. Numbers identify each latch. Latch number one is the latch most forward. Latch number six is the latch most aft. All latches are interchangeable. All tension latches are at the bottom of the T/R halves. The latch handles and mechanisms are on the left T/R half. The latch keeper pins are on the right T/R half. Always open the latches in order from aft (No. 6) to forward (No. 1). Always close the latches in order from forward (No. 1) to aft (No. 6). You use a latch lever tool to help bring the T/R halves together. This makes it easy to close the tension latches.


TOC


Page 2 Jan 03

CFM56-7B

EFG

TRAINING MANUAL

LATCH HANDLE

LATCH LEVER TOOL

TENSION LATCHES No.5, No.6 TENSION LATCHES No.4 TENSION LATCHES No.3 THRUST REVERSER , BOTTOM VIEW

TENSION LATCHES No.1, No.2

T/R COWLS TENSION LATCHES

CTC-234-008-00


TOC



Page 3 Jan 03

CFM56-7B

EFG

TRAINING MANUAL

THRUST REVERSER COWL OPENING Opening actuators. T/R opening actuators are used to open the T/R cowls. Each engine has two actuators. Each actuator opens its cowl to approximately 45° from the closed position. Each actuator is on the forward face of its T/R cowl. The upper end of the actuator attaches to the T/R cowl. The lower end attaches to the engine fan frame extension ring. You must open the fan cowls to get access to the actuators. A hand pump is usually connected to the actuator inlet fitting. Fluid from the hand pump causes the actuator rod to extend and open the cowl. As the actuator approaches the full extend position, the lock collar goes into the lock position. Fluid goes from the opening actuator back to the hand pump when you close the cowl.


TOC


Page 4 Jan 03

CFM56-7B

EFG

TRAINING MANUAL

LEFT T/R COWL (HALF) QUICK RELEASE PIN (x2)

LOCK COLLAR T/R OPENING ACTUATOR

ACTUATOR SAFETY LOCK

INLET FITTING FWD

ENGINE, LEFT SIDE (NO FAN COWL) HAND PUMP

CONTROL VALVE

T/R COWL OPENING ACTUATOR

CTC-234-009-00


TOC



Page 5 Jan 03

CFM56-7B

EFG

TRAINING MANUAL



TOC


Page 6 Jan 03

CFM56-7B

EFG

TRAINING MANUAL

THRUST REVERSER GENERAL


TOC


THRUST REVERSER Page 1 GENERAL NACELLE

Jan 03

CFM56-7B

EFG

TRAINING MANUAL

THRUST REVERSER - GENERAL The thrust reverser is designed for ground operation only. It has two different positions depending on crew request and aircraft configurations. In the stow position, the thrust reverser assembly forms the passage for fan secondary airflow to be discharged overboard. In the deploy position (reverse thrust mode), two hydraulically actuated translating sleeves move rearward, acting on blocker doors which redirect the secondary airflow forward and provide a braking effect to reduce the aircraft stopping distance.


TOC


Jan 03

CFM56-7B

EFG

TRAINING MANUAL

T/R 2

LEFT TRANSLATING SLEEVE

T/R 1 LEFT TRANSLATING SLEEVE

FAN AIR EXHAUST

INLET AIR

EXHAUST AIR

T/R STOW POSITION

EXHAUST AIR

T/R DEPLOY POSITION

THRUST REVERSER POSITIONS

CTC-234-006-00


TOC

INLET AIR



Jan 03

CFM56-7B

EFG

TRAINING MANUAL



TOC


Jan 03

CFM56-7B

EFG

TRAINING MANUAL

THRUST REVERSER MECHANICAL STRUCTURE


TOC


T/R MECHANICAL STRUCTURE NACELLE

Page 1 Jan 03

CFM56-7B

EFG

TRAINING MANUAL

THRUST REVERSER MECHANICAL STRUCTURE The thrust reverser is made of two halves. Each half has the following components: -

Translating sleeve. Hydraulic actuators. Sync shafts. Cascade segments. Blocker doors. Blocker door drag links. Opening actuator. Krueger flap deflector (inboard halves only). Rubstrip. Tension latches. Fire seals. Insulation blanket. Torque box, innerwall and aft cascade support ring. Access doors. Upper main track slider. Lower main track slider. Main track liner. Auxiliary track liner. Upper auxiliary track slider. Lower auxiliary track slider. Bullnose seal and retainer.


TOC


Page 2 Jan 03

CFM56-7B

EFG

TRAINING MANUAL

KRUEGER FLAP DEFLECTOR

BLOCKER DOOR OPENING ACTUATOR

ACCESS DOOR (x6) BLOCKER DOOR DRAG LINK

T/R DEACTIVATION POINTS (FOR FLIGHT DISPATCH)

SYNC SHAFT THRUST REVERSER OPENING ACTUATOR

FIRE SEALS FWD

TRANSLATING SLEEVE HYDRAULIC ACTUATOR

CTC-234-010-00

THRUST REVERSER COMPONENTS LOCATION


TOC



Page 3 Jan 03

CFM56-7B

EFG

TRAINING MANUAL

THRUST REVERSER MECHANICAL STRUCTURE The T/R is a translating sleeve and cascade design. Each T/R has a left and right fan duct half with a translating outer wall (sleeve). The two sleeves on each T/R work at the same time. However, they are independent from each other. The mechanical operation of each T/R half is made by the following components: -

Hydraulic actuators and sync shafts. A translating sleeve. Upper and lower sliders and tracks. Blocker doors. Blocker door drag links. Cascades.

Each blocker door drag link attaches a blocker door to the inner duct. The T/R control system uses the hydraulic actuators to move the translating sleeves. The sleeves move aft of the cascades during a deploy operation. Each drag link moves its blocker door into the fan air exhaust flow as the sleeves move aft. The blocker doors change the direction of the fan air exhaust out through the cascades.

The sleeves are in the stow position when they are in the full forward position. They are in the deploy position when they are in the full aft position. The sleeves have sliders which let them move forward and aft in tracks. EFFECTIVITY B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL CFMI PROPRIETARY INFORMATION

TOC


Page 4 Jan 03

CFM56-7B

EFG

BLOCKER DOOR

BLOCKER DOOR (OPEN)

STOW POSITION

CASCADE

DEPLOY POSITION

BLOCKER DOOR (CLOSED)

CASCADE

CASCADE

TRANSLATING SLEEVE

TRANSLATING SLEEVE

INNER DUCT FORWARD THRUST

BLOCKER DOOR DRAG LINK

FAN AIR EXHAUST

TRANSLATING DOOR

FWD REVERSE THRUST

THRUST REVERSER OPERATION

CTC-234-007-00


TOC

TRANSLATING SLEEVE

TRANSLATING SLEEVE

FAN AIR EXHAUST FWD

TRAINING MANUAL



Page 5 Jan 03

CFM56-7B

EFG

TRAINING MANUAL

THRUST REVERSER MECHANICAL STRUCTURE Translating sleeves. The translating sleeves have two purposes when the T/Rs are in the stow position:

The inner skin is the outer wall of the fan duct. Blocker doors and acoustic panels make up a large part of the inner skin.

- Protect the cascades and other internal components. - Control the outer edge of the fan air exhaust flow. The translating sleeves have two purposes when the T/Rs are in the deploy position: - Expose the cascades. - Move the blocker doors into the fan air exhaust flow. The T/R sleeves are located aft of the fan cowl. Sliders and tracks attach the sleeve to the structure. The T/R sleeve is a composite assembly with an inner and outer skin. The outer skin completes the aerodynamic contour of the engine cowls and protects internal components.


TOC


Page 6 Jan 03

CFM56-7B

EFG

TRAINING MANUAL

BLOCKER DOOR

FWD

BLOCKER DOOR DRAG LINK FWD TRANSLATING SLEEVE (INNER COWL STRUCTURE NOT SHOWN) BLOCKER DOOR (OPEN)

BLOCKER DOOR (CLOSED)

CASCADE

CASCADE OUTER SKIN

OUTER SKIN

INNER SKIN FAN AIR EXHAUST

FAN AIR EXHAUST FWD FAN DUCT


STOW POSITION


FAN DUCT DEPLOY POSITION

TRANSLATING SLEEVE

CTC-234-011-00


TOC

INNER SKIN

FWD



Page 7 Jan 03

CFM56-7B

EFG

TRAINING MANUAL

THRUST REVERSER MECHANICAL STRUCTURE Auxiliary and main track liners. The T/R auxiliary and main track liners hold the sliders which let the translating sleeves move forward and aft. They are located on the upper and lower hinge beams of each T/R half. The liners are inside the tracks.


TOC


Page 8 Jan 03

CFM56-7B

EFG

TRAINING MANUAL

UPPER AUXILIARY TRACK AND LINER

A

TRANSLATING SLEEVE REMOVED

UPPER MAIN TRACK AND LINER

A

HINGE BEAM

FWD UPPER TRACKS AND LINERS

UPPER AUXILIARY LINER UPPER MAIN LINER

A-A

B LOWER MAIN LINER FWD

B

LOWER AUXILIARY TRACK AND LINER LOWER TRACKS AND LINERS

CTC-234-017-00

LOWER AUXILIARY LINER

LATCH BEAM

B-B

AUXILIARY AND MAIN TRACK LINERS


TOC

LOWER MAIN TRACK AND LINER



Page 9 Jan 03

CFM56-7B

EFG

TRAINING MANUAL

THRUST REVERSER MECHANICAL STRUCTURE Auxiliary and main track sliders. The auxiliary and main track sliders permit the translating sleeves to move forward and aft in the tracks. They are located on the top and the bottom of each translating sleeve. The sliders have a wear surface that reduces the friction between the sliders and the track liners.


TOC


Page 10 Jan 03

CFM56-7B

EFG

TRAINING MANUAL

UPPER AUXILIARY TRACK SLIDER AND WEAR SURFACE

FWD


BLOCKER DOOR

UPPER MAIN TRACK SLIDER AND WEAR SURFACE

UPPER TRACK SLIDERS (SEE NOTE)

NOTE : LOWER TRACK SLIDERS ALMOST THE SAME CTC-234-018-00

AUXILIARY AND MAIN TRACK SLIDERS


TOC

FWD



Page 11 Jan 03

CFM56-7B

EFG

TRAINING MANUAL

THRUST REVERSER MECHANICAL STRUCTURE Blocker doors and drag links. The blocker doors change the direction of the fan air exhaust flow during a T/R deploy operation. They are part of the fan duct outer wall when the T/R is in the stow position.

Each translating sleeve moves aft during a T/R deploy operation. This movement causes the blocker doors to move into the fan duct. The fan air exhaust changes direction and exits through the cascades. This helps create reverse thrust.

The drag links connect the blocker doors to the fan duct inner wall. The blocker doors are part of the translating sleeve. They are usually smooth with the inner contour of the translating sleeve. The blocker door drag links are located in the fan duct. Each translating sleeve has five blocker doors. There are three different sizes of blocker doors on each sleeve. Two hinges connect each blocker door to the forward end of the inner sleeve.


TOC


Page 12 Jan 03

CFM56-7B

EFG

TRAINING MANUAL

COVER 1

HINGE (x2)

BLOCKER DOOR

2

3

6 8 10

FWD FAN DUCT INNER WALL

LEFT T/R HALF

BLOCKER DOOR NUMBERING (LOOKING FORWARD) DRAG LINK

FWD CASCADE

BLOCKER DOOR

OUTER SKIN

CASCADE BLOCKER DOOR

BLOCKER DOOR INSTALLATION

OUTER SKIN

INNER SKIN FAN AIR EXHAUST FAN DUCT

FWD

CTC-234-015-00

DRAG LINK

FWD

STOW POSITION

FAN DUCT DEPLOY POSITION

DRAG LINK

BLOCKER DOORS AND DRAG LINKS


TOC

FAN AIR EXHAUST



Page 13 Jan 03

CFM56-7B

EFG

TRAINING MANUAL

THRUST REVERSER MECHANICAL STRUCTURE Cascade segments. The cascades control the direction of the fan air exhaust during a T/R deploy operation. This helps create reverse thrust. The cascades also give structural strength to the T/R. Each T/R has 12 cascades. Numbers identify the cascade locations. T/R 1 cascade numbers increase clockwise when looking forward. T/R 2 cascade numbers increase counterclockwise when looking forward. Bolts attach the cascades to the torque box on the forward edge and to the cascade support ring on the aft edge. The T/R needs to be deployed to get access to the cascades. There are 22 different cascades for each airplane. Each type makes the fan air exhaust airflow go out in a different direction. Cascades 2 and 3 are partially blocked on each T/R. These cascades do not let air go through a portion of their vanes. EFFECTIVITY B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL CFMI PROPRIETARY INFORMATION

TOC


Page 14 Jan 03

CFM56-7B

EFG

TRAINING MANUAL

1

12

2

11

3

10 FWD

CASCADE

9 8

PARTIALLY BLOCKED CASCADE

CASCADE SUPPORT RING

12

1

HYDRAULIC ACTUATOR

11

2 3

FAN AIR EXHAUST

4

FWD

5

BULLNOSE FAIRING CASCADE INSTALLATION

INBD

9

8 6 7 T/R 2 CASCADE LOCATIONS (ALF)

CASCADE SEGMENTS

CTC-234-014-00


TOC

6

T/R 1 CASCADE LOCATIONS (ALF)

FWD

TORQUE BOX STRUCTURE

5 7

DEPLOY POSITION

4

INBD



Page 15 Jan 03

CFM56-7B

EFG

TRAINING MANUAL

THRUST REVERSER MECHANICAL STRUCTURE Krueger flap deflector and fairing. The krueger flap deflector keeps separation between the inboard leading edge (krueger) flap and the inboard thrust reverser outer skin during these conditions: - The inboard leading edge flap in the extend position. - Anytime the T/R is out of the stow position. The fairing gives an aerodynamic surface for airflow around the top of the thrust reverser. The krueger flap deflector is on the inboard T/R half of each engine. The deflector is near the top of the T/R half. Bolts on the inside of the translating sleeve hold the deflector in position. You move the translating sleeve aft to get access to these bolts. The fairing is just aft of the deflector. Bolts attach the fairing to the T/R half structure.


TOC


Page 16 Jan 03

CFM56-7B

EFG

TRAINING MANUAL

VORTEX CONTROL DEVICE

KRUEGER FLAP DEFLECTOR T/R SLEEVE OUT OF STOW POSITION FAIRING

FWD

FWD

CTC-234-016-00

KRUEGER FLAP DEFLECTOR AND FAIRING


TOC



Page 17 Jan 03

CFM56-7B

EFG

TRAINING MANUAL

THRUST REVERSER MECHANICAL STRUCTURE Rubstrips. The rubstrips are the interface between the translating sleeve and these areas of the structure: - T/R torque box. - Hinge (upper) beam. These rubstrips are the interface between the engine fan cowl and these areas of the structure: - T/R torque box. - Hinge (upper) beam. - Latch beam. All rubstrips are along the forward or aft side of the T/R torque box.


TOC


Page 18 Jan 03

CFM56-7B

EFG

TRAINING MANUAL

VIEW

A

FWD

A HINGE BEAM (FAN COWL OPEN) VIEW LATCH BEAM RUBSTRIP

FWD

B

AFT AND FORWARD TORQUE BOX RUBSTRIPS

TORQUE BOX

BOTTOM BEAM RUBSTRIP

TORQUE BOX RUBSTRIPS

FWD

RIGHT T/R SLEEVE OUT OF STOW POSITION

B

RUBSTRIPS

CTC-234-019-00


TOC

LATCH BEAM RUBSTRIP


LATCH BEAM

TENSION LATCHES No. 1 AND No. 2


Page 19 Jan 03

CFM56-7B

EFG

TRAINING MANUAL

THRUST REVERSER MECHANICAL STRUCTURE Bullnose seal and retainer. The bullnose seal prevents fan exhaust airflow from entering the inner part of the T/R translating sleeve when the T/R is in the stow position, by compressing against the bullnose fairing. The bullnose retainer holds the bullnose seal to the acoustic panel assembly. The bullnose seal and retainer are on the forward end of the inner wall structure of the translating sleeve. They are inboard of the blocker doors. The retainer attaches to the acoustic panel assembly. Grooves in the retainer hold the bullnose seal in position. You move the translating sleeves aft to get access to the bullnose seal and retainer.


TOC


Page 20 Jan 03

CFM56-7B

EFG

TRAINING MANUAL

UPPER AUXILIARY SLIDER BULLNOSE SEAL AND RETAINER

FWD

UPPER MAIN SLIDE

BLOCKER DOOR FWD

CASCADE

TORQUE BOX


BULLNOSE

ACOUSTIC PANEL ASSEMBLY

BLOCKER DOOR

FWD

BULLNOSE SEAL AND RETAINER

INBD

BULLNOSE SEAL AND RETAINER

CTC-234-020-00


TOC



Page 21 Jan 03

CFM56-7B

EFG

TRAINING MANUAL

THRUST REVERSER MECHANICAL STRUCTURE Fire seals. The fire seals keep any engine fire in the turbine case area away from these: -

T/R components. Engine fan. Components in the engine fan case area. Engine strut.

All fire seals are along the upper and forward edges of the T/R cowls.


TOC


Page 22 Jan 03

CFM56-7B

EFG

TRAINING MANUAL

FIRE SEAL

FIRE SEAL

FIRE SEAL RIGHT T/R HALF

LEFT T/R HALF

FIRE SEALS

CTC-234-021-00


TOC

FWD

FIRE SEALS

FWD



Page 23 Jan 03

CFM56-7B

EFG

TRAINING MANUAL



TOC


Page 24 Jan 03

CFM56-7B

EFG

TRAINING MANUAL

THRUST REVERSER CONTROL SYSTEM


TOC


T/R CONTROL SYSTEM NACELLE

Page 1 Jan 03

CFM56-7B

EFG

TRAINING MANUAL

THRUST REVERSER CONTROL SYSTEM The thrust reverser control system controls hydraulic and electrical power to the thrust reverser for stow and deploy operations. The control components are located in the following areas of the airplane: -

The control stand. The electronic equipment compartment. The T/R halves. The main gear wheel well.


TOC


Page 2 Jan 03

CFM56-7B

EFG

TRAINING MANUAL

MAIN GEAR WHEEL WELL, KEEL BEAM : - T/R CONTROL VALVE MODULES - HYDRAULIC VOLUMETRIC FUSES - HYDRAULIC SHUTTLE VALVES CONTROL STAND : - CONTROL SW - ARM SW - STOW SW - SYNC LOCK SW

JUNCTION BOXES J22, J24 : - T/R CONTROL RELAYS - TIME DELAY MODULES

ELECTRONIC EQUIPMENT COMPARTMENT : - ENGINE ACCESSORY UNIT (M528) CTC-234-022-00

T/R CONTROL SYSTEM - COMPONENTS LOCATION


TOC

THRUST REVERSER HALVES : - HYDRAULIC ACTUATORS - SYNC SHAFTS - SYNC LOCKS - TRANSLATING SLEEVE LOCK AND STOW SENSORS



Page 3 Jan 03

CFM56-7B

EFG

TRAINING MANUAL

THRUST REVERSER CONTROL SYSTEM The thrust reverser control system controls hydraulic power and electrical power to deploy and stow the thrust reverser (T/R) translating sleeves.

The sync lock is also a manual drive mechanism. You use the sync lock to manually move the T/R translating sleeves for maintenance operations.

The system uses 24/28V DC electrical power and reverse thrust lever position for control.

The Engine Accessory Unit (EAU) has the electrical circuits necessary for stow operation. The EAU also uses input from sleeve proximity sensors for auto-restow logic.

There are two T/R control valve modules on the airplane, one for each T/R. Each control valve module controls hydraulic power to deploy or stow its T/R. Each module contains the electrical and hydraulic components necessary to control the hydraulic flow to the T/R hydraulic actuators.

The reverser thrust levers operate switches on the autothrottle switch packs. These switches control signals to these components: - EAU. - Sync locks. - Control valve module.

Sync shafts on each translating sleeve make sure the sleeve’s three actuators operate at the same speed. The actuators can operate only if the shaft is free to turn. A sync lock connects to the bottom hydraulic actuator on each T/R half. The sync lock must unlock for the sync shafts to turn. During normal T/R operation, the sync locks energize to unlock.


TOC


Page 4 Jan 03

CFM56-7B

EFG

DEPLOY

MAIN OR STANDBY SYSTEM HYDRAULIC POWER REVERSE THRUST LEVER

28 V DC STANDBY BUS

TRAINING MANUAL

STOW

T/R 1 DEPLOY T/R 1 CTRL CONTROL SW VALVE MODULE

TO RIGHT T/R HALF PROXIMITY SENSORS

DEPLOY

STOW ENG 1 FIRE SW

ARM

ARM SYNC LOCK EAU ARM (STOW) STOW

STOW

AUTOTHROTTLE SWITCH PACK

ARM (DEPLOY)

LEGEND ELECTRICAL

SYNC LOCK

SYNC LOCK

MECHANICAL HYDRAULIC

SYNC LOCK (POWER)

NOTE : T/R 1 IS SHOWN. T/R 2 IS ALMOST THE SAME. CTC-234-047-00

DEPLOY

FCC A

SYNC LOCK (POWER)

T/R CONTROL SYSTEM - GENERAL DESCRIPTION


TOC

MISC EQUIP PANEL (J22)



Page 5 Jan 03

CFM56-7B

EFG

TRAINING MANUAL

THRUST REVERSER CONTROL SYSTEM Thrust lever interlock. A thrust-lever interlock provides the crew with a tactile indication that the thrust reverser has, or has not deployed. The interlock prevents the flight crew from moving the reverse-thrust lever beyond the reverse-idle position, until the EEC detects that both thrust-reverser sleeves have deployed more than 60% of full deploy and energizes the interlock solenoid, removing the interlock. The thrust-lever interlock affects only the operation of the reverse-thrust lever. Once the reverse-thrust lever is returned to the normal, stowed position, the forwardthrust lever can be advanced, regardless of the thrustreverser position. However, the EEC constrains the thrust command to idle until the thrust reverser is stowed. The interlock is operated by a solenoid. The interlock solenoid receives power directly from an airplane 28Vdc supply.


TOC


Page 6 Jan 03

CFM56-7B

EFG

TRAINING MANUAL

28V DC BATTERY BUS T/R INLK P6 CIRCUIT BREAKER PANEL REVERSE THRUST LEVER (IN THE STOW POSITION)

RIGHT SLEEVE LVDT

60% DEPLOY CHANNEL A

RIGHT SLEEVE LVDT

60% DEPLOY CHANNEL B EEC

THRUST REVERSER

INTERLOCK LATCH

THRUST LEVER INTERLOCK SOLENOID

CTC-234-048-00

THRUST LEVER INTERLOCK SOLENOIDS


TOC



Page 7 Jan 03

CFM56-7B

EFG

TRAINING MANUAL

THRUST REVERSER CONTROL SYSTEM Arm, stow and sync lock switches. The arm and stow switches control the arm and deploy signals to the T/R control system. The system uses these signals to control hydraulic power to the T/R. The sync lock switches control power to the circuits which control sync lock power.

The thrust lever rod moves when you move its reverse thrust lever. This movement transmits through a series of linkages to turn the crank. The A/T switch pack cam turns with the crank. Movement of the cam operates the switches.

All of the switches are in the two autothrottle (A/T) switch packs, below the flight compartment aisle stand. There are two arm switches, one switch for each T/R. Each arm switch supplies electrical power to the arm solenoid in the thrust reverser (T/R) control valve module. There are two stow switches, one switch for each T/R. Each stow switch supplies power to the engine accessory unit (EAU) stow logic circuits. There are two sync lock switches, one switch for each T/R. Each sync lock switch supplies power to the T/R sync lock circuits. EFFECTIVITY B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL CFMI PROPRIETARY INFORMATION

TOC


Page 8 Jan 03

CFM56-7B

EFG

TRAINING MANUAL

THRUST LEVER ROD (x2) FWD

CRANK

AISLE STAND CAM COVER

SYNC LOCK SWITCH

STOW SWITCH

LOWER NOSE COMPARTMENT ACCESS DOOR

ARM SWITCH

CRANK FWD AUTOTHROTTLE SWITCH PACK

CTC-234-023-00

AUTOTHROTTLE SWITCH PACK (NO COVER, NO CRANK)

ARM, STOW AND SYNC LOCK SWITCHES


TOC

FWD



Page 9 Jan 03

CFM56-7B

EFG

TRAINING MANUAL

THRUST REVERSER CONTROL SYSTEM Control switch. The control switch supplies electrical power to the deploy solenoid in the T/R control valve module during a T/R deploy operation. There are two control switches, one for each T/R. The control switches are in the thrust levers. Each thrust lever has one switch. You must remove the cover on the side of the thrust lever to get access to the switch. The thrust lever camshaft turns when you move the reverse thrust lever. The camshaft causes the roller assembly and rod to move down when you raise the reverse thrust lever. The control switch spring compresses and operates the control switch. The spring around the rod keeps the rod and the roller assembly against the cam. The rod and the roller move back to their normal position when you lower the reverse thrust lever. The control switch spring relaxes and the switch moves back to the stow position.


TOC


Page 10 Jan 03

CFM56-7B

EFG

TRAINING MANUAL

ROLLER ASSEMBLY ROD (INSIDE SPRING) THRUST LEVER CAMSHAFT

REVERSE THRUST LEVER

FWD AISLE STAND CONTROL SWITCH SPRING FORWARD THRUST LEVER

CONTROL SWITCH INTERLOCK LATCH FWD

NOTE : SIDE COVER REMOVED

CONTROL SWITCH

CTC-234-024-00


TOC



Page 11 Jan 03

CFM56-7B

EFG

TRAINING MANUAL

THRUST REVERSER CONTROL SYSTEM Sleeve lock proximity sensor. The sleeve lock proximity sensor supplies a hydraulic actuator lock/unlock signal to the engine accessory unit (EAU). The EAU uses this signal for these functions: -

Normal T/R stow control. Auto-restow control. Fault logic and fault indication. Fault isolation.

The sensor is on the head end of the T/R locking actuator. You open the fan cowl to get access to the sensor. Each T/R locking hydraulic actuator has a sleeve lock proximity sensor. Therefore, there is one sensor for each T/R translating sleeve. Each sensor has two output levels. One level for the lock position, the other level for the unlock position. It is a proximity type sensor. The actuator’s manual unlock lever is the target for the sensor. The sensor’s output changes when target is close (near). EFFECTIVITY B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL CFMI PROPRIETARY INFORMATION

TOC


Page 12 Jan 03

CFM56-7B

EFG

TRAINING MANUAL

FWD LOCKING HYDRAULIC ACTUATOR SLEEVE LOCK PROXIMITY SENSOR

TORQUE BOX

MANUAL UNLOCK LEVER (SLEEVE PROXIMITY SENSOR TARGET) SLEEVE STOW PROXIMITY SENSOR AND TARGET FORWARD, UPPER TORQUE BOX

CTC-234-025-00

SLEEVE LOCK PROXIMITY SENSOR


TOC



Page 13 Jan 03

CFM56-7B

EFG

TRAINING MANUAL

THRUST REVERSER CONTROL SYSTEM Sync lock. The sync lock has two purposes: - It locks the sync shafts to prevent operation of the hydraulic actuators when there is no T/R deploy signal. - It provides a manual drive for the hydraulic actuators.

During a T/R deploy operation, the internal solenoid energizes and the sync lock clutch disengages (unlocks). The sync shafts are free to turn and the hydraulic actuators can operate.

A sync lock attaches to the head end of the lower hydraulic actuator on each T/R half. The sync lock is a mechanical lock which requires electrical power to operate during normal T/R operation. The sync lock has one electrical connector. The manual drive is on the bottom. You use the manual drive to disengage the lock mechanism. Electrical power is not always necessary when you use the manual drive. Without electrical power, the sync lock is in the lock position, and the sync shafts cannot turn. The T/R hydraulic actuators cannot operate. EFFECTIVITY B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL CFMI PROPRIETARY INFORMATION

TOC


Page 14 Jan 03

CFM56-7B

EFG

TRAINING MANUAL

SYNC SHAFT (INSIDE TUBE) LOWER HYDRAULIC ACTUATOR

SYNC LOCK ELECTRICAL CONNECTOR FWD

SYNC LOCK

MANUAL DRIVE

MANUAL DRIVE

LOCK RELEASE PIN

SYNC LOCK

CTC-234-026-00


TOC



Page 15 Jan 03

CFM56-7B

EFG

TRAINING MANUAL

THRUST REVERSER CONTROL SYSTEM Engine Accessory Unit (EAU). The engine accessory unit has these functions: - It controls the thrust reverser (T/R) auto-restow operation. - It helps to do troubleshooting of the T/R control system, through a built-in test equipment (BITE). - It controls the REVERSER lights on the P5 aft overhead panel in the flight compartment. The EAU contains the auto-restow logic circuits. These circuits control the stow operation. The EAU is located on the E3 rack in the electrical equipment (EE) compartment.


TOC


Page 16 Jan 03

CFM56-7B

EFG E1

E3

TRAINING MANUAL

E2

ENGINE ACCESSORY UNIT P/N 285A1300 S/N A B C D E F G H J K ENGINE 1 R

ENGINE 2 T/R STOW FAULTS

R

Push and hold to show. R

T/R DEPLOY FAULTS

R

Push and hold to show. Deploy T/R to permit reset.

EE COMPARTMENT (LOOKING AFT)

G

NO FAULTS DETECTED

G

V148

R

L SLEEVE SYNC LOCK PWR

R

V148

S831

R

L SLEEVE STOW SENSOR

R

S831

S835

R

L SLEEVE LOCK SENSOR

R

S835

S833

R

HYD ISO VALVE SENSOR

R

S833

S834

R

DIR CONT VALVE SENSOR

R

S834

V150

R

R SLEEVE SYNC LOCK PWR

R

V150

S832

R

R SLEEVE STOW SENSOR

R

S832

S836

R

R SLEEVE LOCK SENSOR

R

S836

R

M528

FAULT RESET Push and hold to clear.

M528

R

EAU FAULT

EAU (M528)

ENGINE ACCESSORY UNIT (EAU)

CTC-234-027-00


TOC



Page 17 Jan 03

CFM56-7B

EFG

TRAINING MANUAL

THRUST REVERSER CONTROL SYSTEM Control valve module. The T/R control valve modules control hydraulic power to the T/R hydraulic actuators. Each module also has a handle that lets you deactivate the T/R for maintenance. The T/R control valve modules are located in the main gear wheel on the keel beam. The T/R 1 control valve module is on the left side. The T/R 2 control valve module is on the right side. Each T/R control valve module has the following internal components: -

Isolation valve. Directional control valve. Isolation valve proximity sensor. Directional control valve proximity sensor. Arm solenoid. Stow solenoid. Deploy solenoid. Manual isolation (shutoff) valve.

The manual isolation valve handle has a hole for the T/R maintenance deactivation pin.


TOC


Page 18 Jan 03

CFM56-7B

EFG

TRAINING MANUAL

HYDRAULIC SUPPLY HYDRAULIC RETURN STOW HYDRAULIC LINE TO T/R DEPLOY HYDRAULIC LINE TO T/R FWD

T/R CONTROL MODULE MANUAL ISOLATION VALVE HANDLE

OUTBD MAIN GEAR WHEEL WELL

CONTROL VALVE MODULE

CTC-234-028-00


TOC



Page 19 Jan 03

CFM56-7B

EFG

TRAINING MANUAL

THRUST REVERSER CONTROL SYSTEM Volumetric hydraulic fuses. There are three volumetric hydraulic fuses in the thrust reverser control system, in the main and standby hydraulic systems. They close and stop hydraulic fluid flow to prevent a complete loss of system hydraulic fluid if a leak occurs. The standby hydraulic system supply lines to the thrust reversers have two fuses, one for each T/R. There is one fuse in the supply line to each T/R. These fuses are located on the keel beam in the wheel well. The main hydraulic system is divided into system A and system B. The third fuse is in the system A hydraulic supply line to T/R 1. This fuse is located on main gear wheel well forward bulkhead, on the left side. System B does not have a fuse in its supply to T/R 2.


TOC


Page 20 Jan 03

CFM56-7B

EFG

TRAINING MANUAL

STANDBY SYSTEM RESERVOIR

STANDBY SYSTEM LEFT FUSE

FWD

KEEL BEAM STANDBY SYSTEM RIGHT FUSE

FORWARD BULKHEAD

MAIN GEAR WHEEL WELL (RIGHT SIDE)

SYSTEM A FUSE

FWD MAIN GEAR WHEEL WELL FORWARD BULKHEAD (LEFT SIDE)

VOLUMETRIC HYDRAULIC FUSES

CTC-234-029-00


TOC



Page 21 Jan 03

CFM56-7B

EFG

TRAINING MANUAL

THRUST REVERSER CONTROL SYSTEM Shuttle valves. The shuttle valves select the hydraulic source for T/R operation. The two shuttle valves are located on the keel beam, in the main gear wheel well. The shuttle valves move whenever the pressure difference between the main hydraulic system and the standby system exceeds 125 psi.


TOC


Page 22 Jan 03

CFM56-7B

EFG

TRAINING MANUAL

T/R 2 SHUTTLE VALVE

SYSTEM B RETURN FILTER

SYSTEM A PRESSURE MODULE

FWD MAIN GEAR WELL FORWARD BULKHEAD (RIGHT SIDE) (LOOKING FORWARD)

T/R 1 SHUTTLE VALVE

MAIN GEAR WELL FORWARD BULKHEAD (LEFT SIDE) (LOOKING FORWARD)

TO T/R 1 CONTROL VALVE MODULE

SHUTTLE VALVES

CTC-234-030-00


TOC

STBY PRESS ENG 1 PUMP SYS A ENG 1 PRESS ELEC 2 FUSES SHUTTLE PUMPS VALVE



Page 23 Jan 03

CFM56-7B

EFG

TRAINING MANUAL

THRUST REVERSER CONTROL SYSTEM Hydraulic actuators and sync shafts.

There are two sync shafts on each T/R half.

The hydraulic actuators move the translating sleeves during T/R deploy and stow operations.

The locking actuators are the top actuators on each T/R half. The two non-locking actuators are below the locking actuators. All actuators attach to the torque box and to the translating sleeve.

The sync shafts make the hydraulic actuators extend and retract at the same speed. The sync shafts also let you manually operate the hydraulic actuators. Each T/R half has three hydraulic actuators. The actuators extend during a deploy operation and retract during a stow operation. Each T/R half has one locking actuator and two nonlocking actuators. The locking actuator must unlock for the other hydraulic actuators on that same half to operate.

You open the fan cowl and move the translating sleeve aft to get access to the hydraulic actuators. The upper sync shaft is inside the deploy hydraulic tube, between the upper and center actuators. The lower sync shaft is inside the deploy hydraulic tube, between the center and lower actuators. The deploy tubes are larger than the stow tubes. You open the fan cowl to get access to the tubing.

The locking actuators have a position feedback mechanism and a manual unlock lever. The position mechanism operates a linear variable differential transformer (LVDT). The manual unlock lever lets you unlock the locking actuator for a manual translation of the T/R sleeve.


TOC


Page 24 Jan 03

CFM56-7B

EFG

TRAINING MANUAL

ACTUATOR (LOCKING)

ACTUATOR (LOCKING) POSITION FEEDBACK MECHANISM

THRUST REVERSER ACTUATOR (NON-LOCKING)

DEPLOY HYDRAULIC TUBE

DEPLOY HYDRAULIC TUBE

STOW HYDRAULIC TUBE ACTUATOR (NON-LOCKING)

ACTUATOR (NON-LOCKING) FWD

STOW HYDRAULIC TUBE

SYNC LOCKS

CTC-234-012-00

HYDRAULIC ACTUATORS AND SYNC SHAFTS


TOC

ACTUATOR (NON-LOCKING)



Page 25 Jan 03

CFM56-7B

EFG

TRAINING MANUAL

THRUST REVERSER CONTROL SYSTEM Actuators functional description. There are two types of T/R hydraulic actuators: - Locking. - Non-locking. Each T/R half has one locking actuator and two nonlocking actuators. The locking actuators have a feedback mechanism and a manual unlock lever.

The locking actuators also have these components: - Manual unlock lever. - Position feedback mechanism. - Internal lock mechanism. Hydraulic pressure at the extend port unlocks the locking actuator during normal T/R operation. You can use the manual unlock lever to unlock the actuator for a manual translation of a sleeve.

The feedback mechanism operates a linear variable differential transformer (LVDT). The LVDT supplies translating sleeve position data to the indicating system. The manual unlock lever allows to manually unlock the locking actuator. The manual unlock lever is also a target for the T/R sleeve lock sensor. All the hydraulic actuators have the following parts and connections: -

Extend (deploy) pressure port. Retract (stow) pressure port. Gimbal assembly. Sync shaft and tubing connections.


TOC


Page 26 Jan 03

CFM56-7B

EFG

TRAINING MANUAL

LVDT CONNECTOR

POSITION FEEDBACK MECHANISM FWD

T/R SLEEVE LOCK SENSOR

LEFT T/R HALF

LOCKING ACTUATOR INSTALLATION TORQUE BOX

CASCADE (REF)

ACTUATOR FWD

RIGHT TRANSLATING SLEEVE

CTC-234-013-00

ACTUATOR ATTACHMENT

ACTUATORS FUNCTIONAL DESCRIPTION


TOC

GIMBAL ASSEMBLY



Page 27 Jan 03

CFM56-7B

EFG

TRAINING MANUAL

THRUST REVERSER CONTROL SYSTEM Deactivation for flight dispatch. Each T/R translating sleeve has two deactivation points. You install two pins at these points to deactivate the T/R for airplane dispatch. Each translating sleeve has two holes at the deactivation points. Rubber plugs are usually in these holes. You remove these plugs before you install the pins. The pins are usually in the fly away kit. The pins mechanically connect the translating sleeve structure to the stable cascade support ring. This prevents the movement of the T/R sleeve.


TOC


Page 28 Jan 03

CFM56-7B

EFG

TRAINING MANUAL

UPPER T/R DEACTIVATION POINT

LOWER T/R DEACTIVATION POINT LEFT T/R HALF

T/R DEACTIVATION PIN

TRANSLATING SLEEVE OUTER SKIN

DEACTIVATION PIN

CASCADE SEGMENT

T/R TORQUE BOX STRUCTURE

CASCADE SEGMENT

CTC-234-031-00

TRANSLATING SLEEVE INNER STRUCTURE CASCADE SEGMENT SUPPORT RING

DEACTIVATION FOR FLIGHT DISPATCH


TOC

TRANSLATING SLEEVE OUTER SKIN



Page 29 Jan 03

CFM56-7B

EFG

TRAINING MANUAL



TOC


Page 30 Jan 03

CFM56-7B

EFG

TRAINING MANUAL

EXHAUST SYSTEM


TOC


EXHAUST SYSTEM NACELLE

Page 1 Jan 03

CFM56-7B

EFG

TRAINING MANUAL

EXHAUST SYSTEM The exhaust system supplies an exit for the turbine exhaust gases. The system increases the turbine exhaust gas velocity to increase engine thrust. To control the direction of the exhaust gases, the system uses the following components: - A nozzle. - A plug. The exhaust nozzle and plug are attached to the aft of the turbine rear frame.


TOC


Page 2 Jan 03

CFM56-7B

EFG

TRAINING MANUAL

FAN AIR EXHAUST

EXHAUST NOZZLE TURBINE EXHAUST TURBINE EXHAUST

FAN AIR EXHAUST

EXHAUST PLUG

ENGINE AIRFLOW

CTC-234-032-00

EXHAUST SYSTEM GENERAL DESCRIPTION


TOC



Page 3 Jan 03

CFM56-7B

EFG

TRAINING MANUAL

EXHAUST SYSTEM Exhaust nozzle. The exhaust nozzle assembly controls the outer edge of the turbine exhaust flow. The aft part also controls the inner edge of the fan air exhaust flow. The exhaust nozzle assembly has these components: -

The exhaust nozzle assembly is on the aft end of the engine. It is necessary to open the fan cowls and thrust reverser halves to get access. An alignment pin on the inner sleeve, near the 12:00 position, helps to align the nozzle assembly during installation.

Inner sleeve. Labyrinth seals. Fairing. Fences.

Bolts attach the inner sleeve to the turbine rear frame (TRF). The exhaust nozzle uses labyrinth seals to contain fire. Bolts attach the seals to the inner sleeve. The fairing helps smooth the inner edge of the fan air exhaust flow. Rivets attach the fairing to the inner sleeve. The nozzle fences control the airflow of the fan air exhaust over the nozzle assembly.


TOC


Page 4 Jan 03

CFM56-7B

EFG

ENGINE TURBINE REAR FRAME

TRAINING MANUAL

LABYRINTH SEALS NOZZLE FENCES

EXHAUST PLUG

FWD

EXHAUST PLUG

INNER SLEEVE

FAIRING

NOTE : NOZZLE ASSEMBLY SHOWN DETACHED FROM ENGINE TURBINE CASE

EXHAUST NOZZLE

CTC-234-033-00


TOC



Page 5 Jan 03

CFM56-7B

EFG

TRAINING MANUAL

EXHAUST SYSTEM Exhaust plug. The exhaust plug assembly controls the inner edge of the turbine exhaust flow. The engine vent system uses a hole at the aft end of the exhaust plug to vent to ambient air. The exhaust plug assembly has a forward and an aft plug bolted together. The forward plug is bolted to the TRF. The exhaust plug assembly is only accessible after: - The fan cowls are fully opened. - The thrust reverser cowls are opened. - The exhaust nozzle is removed. An alignment pin on the forward plug facilitates its installation on the TRF. The aft plug has a small notch which facilitates its installation on the forward plug.


TOC


Page 6 Jan 03

CFM56-7B

EFG

TRAINING MANUAL

ENGINE TURBINE REAR FRAME FORWARD PLUG NOTCH AFT PLUG

FWD

ENGINE VENT SYSTEM EXIT

NOTE : EXHAUST NOZZLE ASSEMBLY REMOVED

EXHAUST PLUG

CTC-234-034-00


TOC



Page 7 Jan 03

CFM56-7B

EFG

TRAINING MANUAL



TOC


Page 8 Jan 03

CFM56-7B

EFG

TRAINING MANUAL

ENGINE HYDRAULIC SYSTEM


TOC


ENGINE HYDRAULIC SYSTEM Page 1 NACELLE

Jan 03

CFM56-7B

EFG

TRAINING MANUAL

ENGINE HYDRAULIC SYSTEM Hydraulic power comes from two hydraulic systems: -The main hydraulic system. -The standby hydraulic sysyem. The main hydraulic system is divided in two independant systems A and B. System A is for the left T/R, and system B is for the right T/R. The purposes of the main hydraulic system are: - To pump hydraulic fluid from the reservoir to different aircraft equipment and the engine thrust reverser.

The engine hydraulic system is located around the engine fan case, on the left hand side, and consists of the following equipment : - The engine driven hydraulic pump, installed on the forward flange of the accessory gearbox. - The suction line. - The pressure line. - The case drain filter, installed near the pylon on the left side of the fan compartment, which filters the return flow of fluid. To access the engine hydraulic system equipment, the left hand side fan cowl must be opened.

- To supply clean pressurized hydraulic fluid to the dedicated aircraft hydraulic circuits. - To drain and clean hydraulic leakage from the hydraulic pump and return it to the aircraft hydraulic reservoir.


TOC


Jan 03

CFM56-7B

EFG

TRAINING MANUAL CASE DRAIN SUPPLY PRESSURE

CASE DRAIN LINE OUTPUT PRESSURE LINE FWD CASE DRAIN FILTER

HYDRAULIC SUPPLY LINE

ENGINE DRIVEN PUMP

FWD

MAIN HYDRAULIC SYSTEM

CTC-234-049-00


TOC



Jan 03

CFM56-7B

EFG

TRAINING MANUAL



TOC


Jan 03

CFM56-7B

EFG

TRAINING MANUAL

ENGINE BLEED AIR SYSTEM


TOC


ENGINE BLEED AIR SYSTEM Page 1 NACELLE

Jan 03

CFM56-7B

EFG

TRAINING MANUAL

ENGINE BLEED AIR SYSTEM The engine bleed air distribution system supplies pressure and temperature regulated air to the pneumatic manifold. Bleed air comes from the 9th and 5th stages of the engine high stage compressors. At low engine speed, the pneumatic system uses 9th stage bleed air. 5th stage air is not sufficient for pneumatic system demands at low engine speeds. At low engine speed, the high stage regulator and high stage valve control the pressure of the engine bleed air. The 5th stage check valve prevents reverse flow. At high engine speed, the high stage valve closes and the 5th stage check valve opens to supply bleed air to the pressure regulating and shutoff valve. The PRSOV controls the engine bleed pressure.

The bleed air regulator, pressure regulator, and shutoff valve control the flow of engine bleed air to the pneumatic manifold. The bleed air regulator has an overpressure switch to prevent overpressure conditions and turns on the BLEED TRIP OFF light. The 450°F (232°C) thermostat make the pressure regulating and shutoff valve move towards closed when the temperature gets to 450°F (232°C). The air conditioning accessory unit (ACAU) is an interface between the air conditioning bleed air controls panel and the pressure regulating and shutoff valve. The 490°F (254°C) overheat switch turns on the BLEED TRIP OFF light and closes the pressure regulating and shutoff valve. This prevents overheat damage to the pneumatic manifold and user systems.

The air conditioning bleed air controls panel has engine bleed switches to control the pressure regulating and shutoff valves. Also, there are BLEED TRIP OFF lights to show overpressure or overtemperature.


TOC


Jan 03

CFM56-7B

EFG 5TH STAGE DUCT

TRAINING MANUAL

BLEED AIR REGULATOR (BAR) 5TH STAGE 5TH STAGE CHECK VALVE

9TH STAGE HIGH STAGE VALVE

FWD

490˚F/254˚C OVERTEMP SW

ACAU

AIR ENGINE BLEED SW CONDITIONING BLEED AIR CONTROLS BLEED TRIP OFF PANEL TO THE PNEUMATIC MANIFOLD

PRESSURE REGULATING AND SHUTOFF VALVE (PRSOV)

9TH STAGE DUCT HIGH STAGE REGULATOR

ENGINE BLEED AIR SYSTEM

CTC-234-050-00


TOC

450˚F/232˚C THERMOSTAT



Jan 03

CFM56-7B

EFG

TRAINING MANUAL



TOC


Jan 03

CFM56-7B

EFG

TRAINING MANUAL

ENGINE FIRE PROTECTION SYSTEM


TOC


FIRE PROTECTION SYSTEM NACELLE

Page 1 Jan 03

CFM56-7B

EFG

TRAINING MANUAL

ENGINE FIRE PROTECTION SYSTEM The engine fire protection system is integrated within the general engine nacelle components and also at the bottom forward section of the aircraft pylon. The purposes of the engine fire protection system are: - To prevent fire occurence. - To detect the fire. - To limit the area. - To extinguish the fire. When there is an overheat or fire condition, activation of the related engine fire warning switch generates the following: - The high pressure fuel valve in the HMU (HPSOV) closes. - The T/R control power goes off. - The engine-driven hydraulic pump SOV closes. - The pneumatic pressure regulating and shutoff valve closes. EFFECTIVITY B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL CFMI PROPRIETARY INFORMATION

TOC


Page 2 Jan 03

CFM56-7B

EFG

TRAINING MANUAL

T/R CONTROL POWER

HYDRAULIC SYSTEM

PREVENT FIRE

CTC-234-051-00

A/C FUEL SYSTEM

ENGINE FIRE PROTECTION SYSTEM

DETECT FIRE

LIMIT FIRE ZONE

EXTINGUISH FIRE

FIRE PROTECTION SYSTEM PURPOSES


TOC

PNEUMATIC SYSTEM



Page 3 Jan 03

CFM56-7B

EFG

TRAINING MANUAL



TOC


Page 4 Jan 03

CFM56-7B

EFG

TRAINING MANUAL

ENGINE FIRE DETECTION SYSTEM


TOC


FIRE DETECTION SYSTEM NACELLE

Page 1 Jan 03

CFM56-7B

EFG

TRAINING MANUAL

ENGINE FIRE DETECTION SYSTEM The purpose of the engine fire detection system is to detect and identify any fire source, and to transmit this information to the cockpit. On each engine, there are two continuous loops for fire detection. The loops are connected in parallel to separate channels of the engine and APU fire detection module. One fire detection module, located in the electronic equipment compartment, is provided for each engine and they process signals received from the fire detectors. The fire detection system is located in 3 areas around the engine, and one at the engine/aircraft interface. The system consists of: - 2 fire detectors on the upper fan case section. - 2 fire detectors on the lower fan case section. - 2 fire detectors on the left core section. - 2 fire detectors on the right core section.


TOC


Page 2 Jan 03

CFM56-7B

EFG DETECTOR (LOOP A)

GAS CHARGED SENSE TUBE (LOOP A)

TRAINING MANUAL

GAS CHARGED SENSE TUBE (LOOP B)

SUPPORT TUBE

DETECTOR (LOOP B)

ENGINE FIRE DETECTION LOOP ASSEMBLY

TERMINAL STUD

FAULT OVHT FIRE

FWD

ENGINE FIRE DETECTION SYSTEM

CTC-234-052-00


TOC



Page 3 Jan 03

CFM56-7B

EFG

TRAINING MANUAL



TOC


Page 4 Jan 03

CFM56-7B

EFG

TRAINING MANUAL

ENGINE/AIRCRAFT CONNECTIONS


TOC


ENGINE/AIRCRAFT CONNECTIONS NACELLE

Page 1 Jan 03

CFM56-7B

EFG

TRAINING MANUAL

ENGINE/AIRCRAFT CONNECTIONS For engine removal/installation purposes, it is necessary to disconnect hydraulic, electrical and pneumatic lines, according to the instructions in the Aircraft Maintenance Manual (AMM). Fan compartment left side connections. The following connections are made at the service disconnect panel, on the left side of the fan cowl support beam: - The hydraulic case drain, supply and pressure lines, which all feature quick disconnect fittings. - The fuel supply line. - The starter air duct, connected by means of a coupling. - Two electrical connectors.


TOC


Page 2 Jan 03

CFM56-7B

EFG

TRAINING MANUAL

ELECTRICAL CONNECTOR D30038

COUPLING

CASE DRAIN SUPPLY PRESSURE

ELECTRICAL CONNECTOR DP1234

STARTER DUCT

CTC-234-053-00

FWD

FUEL SUPPLY LINE

FAN COMPARTMENT LEFT SIDE CONNECTIONS


TOC

HYDRAULIC LINES



Page 3 Jan 03

CFM56-7B

EFG

TRAINING MANUAL

ENGINE/AIRCRAFT CONNECTIONS Fan compartment right side connections. The following connections are made at the service disconnect panel, on the right side of the fan cowl support beam: - Eight electrical connectors. - The strut drain line and tube.


TOC


Page 4 Jan 03

CFM56-7B

EFG

TRAINING MANUAL

ELECTRICAL CONNECTORS

ELECTRICAL CONNECTORS DP0460

DP0324

DP0112

DP1452

DP1520

DP1328

DP0256 DP1104

ELECTRICAL CONNECTORS

FWD STRUT DRAIN LINE STRUT DRAIN TUBE

CTC-234-054-00

FAN COMPARTMENT RIGHT SIDE CONNECTIONS


TOC



Page 5 Jan 03

CFM56-7B

EFG

TRAINING MANUAL

ENGINE/AIRCRAFT CONNECTIONS Core compartment connections. The following connections are made on the core compartment left side: - The pressure sense line hose and tube. - The 450°F temperature sense line hose and tube. The following connections are made on the core compartment right side: - The 390°F temperature sense line hose and tube. - The 5th stage air duct to the precooler.


TOC


Page 6 Jan 03

CFM56-7B

EFG

PRESSURE SENSE LINE TUBE PRESSURE SENSE LINE HOSE

PRECOOLER FWD

450˚F TEMPERATURE SENSE LINE HORSE

CTC-234-055-00

450˚F TEMPERATURE SENSE LINE TUBE

390˚F TEMPERATURE SENSE LINE TUBE

PRECOOLER FWD

5TH STAGE DUCT COUPLING

390˚F TEMPERATURE SENSE LINE HOSE

CORE COMPARTMENT CONNECTIONS


TOC

TRAINING MANUAL



Page 7 Jan 03

CFM56-7B

EFG

TRAINING MANUAL



TOC


Page 8 Jan 03

CFM56-7B

EFG

TRAINING MANUAL

POWERPLANT DRAINS


TOC


POWERPLANT DRAINS NACELLE

Page 1 Jan 03

CFM56-7B

EFG

TRAINING MANUAL

POWERPLANT DRAINS The purpose of the engine drain system is to carry oil, fuel, hydraulic fluid, water, and vapor overboard through provisions in the nacelle structure and prevent contact with hot engine areas. The engine drain system consists of lines collecting and carrying waste fluids overboard from various points along the engine, from accessories, and from pylon drain cavities. All of the drain lines migrate to the 6:00 o’clock position of the engine where they are sent directly overboard. The drain system is divided into three outputs: - The starter air discharge duct. - The left fan cowl holes. - The right fan cowl hole.


TOC


Page 2 Jan 03

CFM56-7B

EFG

TRAINING MANUAL

DRAIN HOLE SCUPPER FOR THE DRAIN MAST, THE SERVICE DISCONNECT (STRUT) DRAIN HMU PAD DRAIN AND MAIN OIL/FUEL HEAT EXCHANGER PAD DRAIN

DRAIN HOLE SCUPPER FOR THE FUEL PUMP PAD DRAIN LEFT FAN COWL PANEL

STARTER AIR DISCHARGE DUCT

DRAIN HOLE SCUPPER FOR THE HYDRAULIC PUMP AND THE IDG DRAIN

DRAIN HOLE SCUPPER FOR THE OIL TANK SCUPPER

RIGHT FAN COWL PANEL

FWD

DRAINS SYSTEM OUTPUTS

CTC-234-036-00


TOC



Page 3 Jan 03

CFM56-7B

EFG

TRAINING MANUAL

POWERPLANT DRAINS Starter air discharge duct drains. The starter air discharge duct drains the following: - Service disconnect (strut). - Main fuel/oil heat exchanger. - Hydromechanical Unit (HMU). - Burner Staging Valve (BSV) for the single annular combustor (SAC) system. - Burner Selection Valve (BSV) for the double annular combustor (DAC) system. - High Pressure Turbine Active Clearance Control valve (HPTACC). - Variable Stator Vane (VSV) actuators. - Variable Bleed Valve (VBV) actuators. - Transient Bleed Valve (TBV). - Low Pressure Active Clearance Control Valve (LPTACC). - Forward Sump Drain.


TOC


Page 4 Jan 03

CFM56-7B

EFG

TRAINING MANUAL

RIGHT VBV

FORWARD SUMP BSV / LPTACC VALVE

SERVICE DISCONNECT (STRUT) HPTACC VALVE MAIN OIL/FUELHEAT EXCHANGER PAD

CTC-234-037-00

HMU PAD LEFT VBV

TBV LEFT VSV

DRAINS AT STARTER AIR DISCHARGE DUCT


TOC

RIGHT VSV



Page 5 Jan 03

CFM56-7B

EFG

TRAINING MANUAL

POWERPLANT DRAINS Left fan cowl drains. The left fan cowl holes drain fluids from the following equipment: - Fuel pump. - Integrated drive generator (IDG). - Hydraulic pump.


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Page 6 Jan 03

CFM56-7B

EFG

TRAINING MANUAL

FWD

AGB

FUEL PUMP PAD DRAIN

HYDRAULIC PAD DRAIN

IDG PAD DRAIN

LEFT FAN COWL DRAINS

CTC-234-038-00


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Page 7 Jan 03

CFM56-7B

EFG

TRAINING MANUAL

POWERPLANT DRAINS Right fan cowl drain. The right fan cowl hole drains fluid from the oil tank scupper.


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Page 8 Jan 03

CFM56-7B

EFG

TRAINING MANUAL

OIL SCUPPER DRAIN

FWD

RIGHT FAN COWL DRAIN

CTC-234-039-00


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Page 9 Jan 03

CFM56-7B

EFG

TRAINING MANUAL



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Page 10 Jan 03

CTC-234_NACELLE.pdf

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