CFM56-5B_BE

TRAINING MANUAL CFM56-5B

BASIC ENGINE DECEMBER 2000 CTC-063 Level 3

CFM56-5B

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TRAINING MANUAL

BASIC ENGINE

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

EFFECTIVITY ALL CFM56-5B ENGINES FOR A319-A320-A321 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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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


GENERAL

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GENERAL

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TABLE OF CONTENTS


CONTENTS BASIC ENGINE

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Section

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Page

Table of Contents

1 to 2

Lexis

1 to 8

Intro

1 to 8

72-00-00

Engine General

1 to 10

72-20-00

Fan Section

1 to 24

72-00-02

Core Engine Major Module

1 to 4

72-30-00

High Pressure Compressor Section

1 to 6

72-40-00

Combustion Section

1 to 6

72-50-00

Turbine Section

1 to 12

72-60-00

Accessory Drive Section

1 to 12


CONTENTS BASIC ENGINE

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ABBREVIATIONS & A CRONYMS

EFFECTIVITY ALL CFM56-5B ENGINES FOR A319-A320-A321

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CFMI PROPRIETARY INFORMATION

LEXIS

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A A/C AC ACARS

ATA ATHR ATO

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

B BITE BMC

BUILT-IN TEST EQUIPMENT BLEED MONITORING COMPUTER

ACMS ACS ADC ADEPT ADIRU AGB AIDS ALF ALT AMB AMM AOG APU ARINC


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BSI BSV BVCS

TRAINING MANUAL BORESCOPE INSPECTION BURNER STAGING VALVE BLEED VALVE CONTROL SOLENOID

C CBP CCDL CCFG

(HP) COMPRESSOR BLEED PRESSURE CROSS CHANNEL DATA LINK COMPACT CONSTANT FREQUENCY GENERATOR CCU COMPUTER CONTROL UNIT CCW COUNTER CLOCKWISE CDP (HP) COMPRESSOR DISCHARGE PRESSURE CFDIU CENTRALIZED FAULT DISPLAY INTERFACE UNIT CFDS CENTRALIZED FAULT DISPLAY SYSTEM CFMI JOINT GE/SNECMA COMPANY (CFM INTERNATIONAL) Ch A channel A Ch B channel B CMC CENTRALIZED MAINTENANCE COMPUTER CMM COMPONENT MAINTENANCE MANUAL CG CENTER OF GRAVITY cm.g CENTIMETER x GRAMS CHATV CHANNEL ACTIVE CFDIU CENTRALIZED FAULT DISPLAY INTERFACE UNIT CFDS CENTRALIZED FAULT & DISPLAY SYSTEM CIP(HP) COMPRESSOR INLET PRESSURE

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CFM56-5B

CIT(HP) CODEP CPU CRT CSD CSI CSN Cu.Ni.In CW

COMPRESSOR INLET TEMPERATURE HIGH TEMPERATURE COATING CENTRAL PROCESSING UNIT CATHODE RAY TUBE CONSTANT SPEED DRIVE CYCLES SINCE INSTALLATION CYCLES SINCE NEW COPPER.NICKEL.INDIUM CLOCKWISE

D DAC DC DCU DISC DIU DMC DMU DPU DRT

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

E EBU ECAM ECS ECU

ENGINE BUILDUP UNIT ELECTRONIC CENTRALIZED AIRCRAFT MONITORING ENVIRONMENTAL CONTROL SYSTEM ELECTRONIC CONTROL UNIT


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EFH EFIS EGT EICAS EIS EIU EMF EMI EMU EPROM ESN EVMU EWD F FAA FADEC FAR FDRS FEIM FFCCV

TRAINING MANUAL ENGINE FLIGHT HOURS ELECTRONIC FLIGHT INSTRUMENT SYSTEM EXHAUST GAS TEMPERATURE ENGINE INDICATING AND CREW ALERTING SYSTEM ELECTRONIC INSTRUMENT SYSTEM ENGINE INTERFACE UNIT ELECTROMOTIVE FORCE ELECTRO MAGNETIC INTERFERENCE ENGINE MAINTENANCE UNIT ERASABLE PROGRAMMABLE READ-ONLY MEMORY ENGINE SERIAL NUMBER ENGINE VIBRATION MONITORING UNIT ENGINE WARNING DISPLAY FEDERAL AVIATION AGENCY FULL AUTHORITY DIGITAL ENGINE CONTROL FUEL/AIR RATIO FLIGHT DATA RECORDING SYSTEM FIELD ENGINEERING INVESTIGATION MEMO FAN FRAME/COMPRESSOR CASE VERTICAL (VIBRATION SENSOR)

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FI FLA FLX TO FMGC

CFM56-5B

FMS FMV FOD FPA FPI FRV FWC FWD

FLIGHT IDLE (F/I) FORWARD LOOKING AFT FLEXIBLE TAKE-OFF FLIGHT MANAGEMENT AND GUIDANCE COMPUTER FLIGHT MANAGEMENT SYSTEM FUEL METERING VALVE FOREIGN OBJECT DAMAGE FRONT PANEL ASSEMBLY FLUORESCENT PENETRANT INSPECTION FUEL RETURN VALVE FLIGHT WARNING COMPUTER FORWARD

G GE GEM GI g.in GMT GSE

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

H HCF HCU HDS HMU HP HPC HPCR

HIGH CYCLE FATIGUE HYDRAULIC CONTROL UNIT HORIZONTAL DRIVE SHAFT HYDROMECHANICAL UNIT HIGH PRESSURE HIGH PRESSURE COMPRESSOR HIGH PRESSURE COMPRESSOR ROTOR


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HPSOV HPT HPTC HPTCC

HIGH PRESSURE SHUTOFF VALVE HIGH PRESSURE TURBINE HIGH PRESSURE TURBINE CLEARANCE HIGH PRESSURE TURBINE CLEARANCE CONTROL HPTCCV HIGH PRESSURE TURBINE CLEARANCE CONTROL VALVE HPTR HIGH PRESSURE TURBINE ROTOR Hz HERTZ (CYCLES PER SECOND) I IDG ID PLUG IFSD IGB IGN IGV in. I/O IOM IR

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

K K

X 1000

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

POUNDS, WEIGHT LOW CYCLE FATIGUE LEADING EDGE LEFT HAND

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LP LPC LPT LPTC LPTCC LPTR LRU LVDT M MO MCD MCL MCDU MCL MCT MDDU mm. MMEL MTBF MTBR N N1 (NL)

CFM56-5B LOW PRESSURE LOW PRESSURE COMPRESSOR LOW PRESSURE TURBINE LOW PRESSURE TURBINE CLEARANCE LOW PRESSURE TURBINE CLEARANCE CONTROL LOW PRESSURE TURBINE ROTOR LINE REPLACEABLE UNIT LINEAR VARIABLE DIFFERENTIAL TRANSFORMER AIRCRAFT SPEED MACH NUMBER MASTER CHIP DETECTOR MAXIMUM CLIMB MULTIPURPOSE CONTROL AND DISPLAY UNIT MAXIMUM CLIMB MAXIMUM CONTINUOUS THRUST MULTIPURPOSE DISK DRIVE UNIT MILLIMETERS MAIN MINIMUM EQUIPMENT LIST MEAN TIME BETWEEN FAILURES MEAN TIME BETWEEN REMOVALS LOW PRESSURE ROTOR ROTATIONAL SPEED


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N1ACT N1DMD N1CMD N2 (NH) N2ACT NVM O OAT OGV OSG P P0 P25 PCU PLA PMC PMUX PS12 PS13 PS3HP psi psia psid psig

TRAINING MANUAL ACTUAL N1 DEMANDED N1 COMMANDED N1 HP ROTOR ROTATIONAL SPEED ACTUAL N2 NON VOLATILE MEMORY OUTSIDE AIR TEMPERATURE OUTLET GUIDE VANE OVERSPEED GOVERNOR AMBIENT STATIC PRESSURE HPC INLET TOTAL AIR TEMPERATURE PRESSURE CONVERTER UNIT POWER LEVER ANGLE POWER MANAGEMENT CONTROL PROPULSION MULTIPLEXER FAN INLET STATIC AIR PRESSURE FAN OUTLET STATIC AIR PRESSURE COMPRESSOR DISCHARGE STATIC AIR PRESSURE POUNDS PER SQUARE INCH POUNDS PER SQUARE INCH ABSOLUTE POUNDS PER SQUARE INCH DIFFERENTIAL POUNDS PER SQUARE INCH GAUGE

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PSM PSS PSU PT PT2 Q QAD QTY

R RAM RDS R/H RPM RTD RTV RVDT S SAC SAV SB SCU SD SDAC SDI

CFM56-5B POWER SUPPLY MODULE (ECU) PRESSURE SUB-SYSTEM POWER SUPPLY UNIT TOTAL PRESSURE FAN INLET TOTAL AIR PRESSURE (PRIMARY FLOW) QUICK ATTACH DETACH QUANTITY RANDOM ACCESS MEMORY RADIAL DRIVE SHAFT RIGHT HAND REVOLUTIONS PER MINUTE RESISTIVE THERMAL DEVICE ROOM TEMPERATURE VULCANIZING (MATERIAL) ROTARY VARIABLE DIFFERENTIAL TRANSFORMER SINGLE ANNULAR COMBUSTOR STARTER AIR VALVE SERVICE BULLETIN SIGNAL CONDITIONING UNIT SYSTEM DISPLAY SYSTEM DATA ACQUISITION CONCENTRATOR SOURCE/DESTINATION IDENTIFIER (BITS) (CF ARINC SPEC)


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TRAINING MANUAL

SDU SER SFC SG SLS

SOLENOID DRIVER UNIT SERVICE EVALUATION REQUEST SPECIFIC FUEL CONSUMPTION SPECIFIC GRAVITY SEA LEVEL STANDARD (CONDITIONS : 29.92 in. Hg/59 F) SMM STATUS MATRIX SMP SOFTWARE MANAGEMENT PLAN S/N SERIAL NUMBER SNECMA SOCIETE NATIONALE D’ETUDE ET DE CONSTRUCTION DE MOTEURS D’AVIATION SOAP SPECTROMETRIC OIL ANALYSIS PROGRAM SOL SOLENOID SOV SHUT-OFF VALVE S/R SERVICE REQUEST S/V SHOP VISIT SVR SHOP VISIT RATE SW SOFTWARE T T12 T25 T3 T49.5 T5

FAN INLET TOTAL AIR TEMPERATURE HPC INLET AIR TEMPERATURE HP COMPRESSOR DISCHARGE AIR TEMPERATURE EXHAUST GAS TEMPERATURE LPT DISCHARGE TOTAL AIR TEMPERATURE

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TAT TBD TBV T/E T/C TC (T Case) TCC TCJ TECU TEO TGB Ti TLA TM TMC TO/GA T/O T oil TPU T/R TRA TRDV TRF TRPV

CFM56-5B TOTAL AIR TEMPERATURE TO BE DETERMINED TRANSIENT BLEED VALVE TRAILING EDGE THERMOCOUPLE HPT CASE TEMPERATURE TURBINE CLEARANCE CONTROL TEMPERATURE COLD JUNCTION ELECTRONIC CONTROL UNIT INTERNAL TEMPERATURE ENGINE OIL TEMPERATURE TRANSFER GEARBOX TITANIUM THRUST LEVER ANGLE TORQUE MOTOR TORQUE MOTOR CURRENT TAKE OFF/GO AROUND TAKE OFF OIL TEMPERATURE TRANSIENT PROTECTION UNIT THRUST REVERSER THROTTLE RESOLVER ANGLE THRUST REVERSER DIRECTIONAL VALVE TURBINE REAR FRAME THRUST REVERSER PRESSURIZING VALVE


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TRAINING MANUAL

TRSOV TSI TSN TTL

THRUST REVERSER SHUTOFF VALVE TIME SINCE INSTALLATION (HOURS) TIME SINCE NEW (HOURS) TRANSISTOR TRANSISTOR LOGIC

U UER

UNSCHEDULED ENGINE REMOVAL

V VAC VBV VDC VDT VRT VSV

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

W WDM WFM WOW

WATCHDOG MONITOR WEIGHT OF FUEL METERED WEIGHT ON WHEEL

LEXIS

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ENGLISH/METRIC CONVERSIONS METRIC/ENGLISH CONVERSIONS 1 mile = 1.609 km 1 km = 0.621 mile

1 lb = 0.454 kg 1 kg =2.205 lbs

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

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

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

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

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


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LEXIS

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INTRODUCTION TO THE CFM56 FAMILY


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INTRO BASIC ENGINE

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


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INTRO BASIC ENGINE

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DESIGN DEVELOPMENT MANUFACTURING ASSEMBLY

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

One program manager One customer interface

MARKETING

PRODUCT SUPPORT

CUSTOMER SATISFACTION

CTC-063-001-01

CFM INTERNATIONAL ORGANIZATION


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INTRO BASIC ENGINE

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INTRODUCTION TO THE CFM56 FAMILY Engine Applications The following chart shows the various engine models for the Airbus A319-A320-A321 aircraft. The engine used on these aircraft is the CFM56-5B, which has several different thrust ratings ranging from 22000 to 33000 lbs.


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INTRO BASIC ENGINE

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CFM56-5B5 (22,000 lbs) CFM56-5B5/2 (22,000 lbs) CFM56-5B5/P (22,000 lbs) CFM56-5B5/2P (22,000 lbs) CFM56-5B6 (23,500 lbs) CFM56-5B6/2 (23,500 lbs) CFM56-5B6/P (23,500 lbs) CFM56-5B6/2P (23,500 lbs) CFM56-5B7/P (27,000 lbs) CFM56-5B4 (27,000 lbs) CFM56-5B4/2 (27,000 lbs) CFM56-5B4/P (27,000 lbs) CFM56-5B4/2P (27,000 lbs) CFM56-5B1 (30,000 lbs) CFM56-5B1/2 (30,000 lbs) CFM56-5B1/P (30,000 lbs) CFM56-5B1/2P (30,000 lbs) CFM56-5B2 (31,000 lbs) CFM56-5B2/2 (31,000 lbs) CFM56-5B2/P (31,000 lbs) CFM56-5B2/2P (31,000 lbs) CFM56-5B3/P (33,000 lbs) CFM56-5B3/2P (33,000 lbs)

CTC-063-002-02

CFM56-5B FOR AIRBUS APPLICATIONS


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INTRO BASIC ENGINE

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CFM56-5B MAIN CHARACTERISTICS Type of engine

Turbo fan

Arrangement

Two spool axial flow

Rotation

Clockwise (ALF)

Compressors - Low Pressure: Fan Booster

Stage 1 Stages 2 to 5

- High Pressure: HP Compressor

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

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CFM56-5B

CTC-063-003-01


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TRAINING MANUAL


INTRO BASIC ENGINE

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INTRO BASIC ENGINE

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ENGINE GENERAL


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72-00-00 BASIC ENGINE

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ENGINE GENERAL CONCEPT The CFM56-5B engine is a high by-pass, dual rotor, axial flow turbofan. It is supported by the wing pylon and streamlined by cowlings. Air is sucked into the intake by the fan blades and split into two flow paths, the Primary and the Secondary. The primary airflow passes through the inner portion of the fan blades and is directed into a booster (LPC). The airflow then enters a High Pressure Compressor (HPC) and goes to a combustor. Mixed with fuel and ignited, the gas flow provides energy to a High Pressure Turbine (HPT) and a Low Pressure Turbine (LPT). The secondary airflow passes through the outer portion of the fan blades, the Outlet Guide Vanes (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.


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TRAINING MANUAL

SECONDARY FLOW

PRIMARY FLOW

THRUST REVERSER

DESIGN AND OPERATION

CTC-063-005-01


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ENGINE GENERAL CONCEPT The CFM56-5B engine uses a maintenance concept called ‘On Condition Maintenance’. This means that the engine has no periodic overhaul schedules and can remain installed under the wing until something important occurs, or when lifetime limits of parts are reached. For this reason, to monitor and maintain the health of the engine, different tools are available, which are : - Engine performance trend monitoring - Borescope inspection - Lubrication particles analysis - Spectrometric Oil Analysis Program (S.O.A.P) - Engine vibration monitoring system


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TRAINING MANUAL

TREND MONITORING

BORESCOPE INSPECTION

VIBRATION MONITORING

LUBE PARTICLE ANALYSIS

CONDITION MONITORING

CTC-063-009-02


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S.O.A.P.



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


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TRAINING MANUAL 5 BEARINGS

LP SYSTEM

ACCESSORY DRIVE

2 FRAMES HP SYSTEM 2 SUMPS

ENGINE GENERAL CONCEPT

CTC-063-006-01


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


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CORE ENGINE MAJOR MODULE

FAN MAJOR MODULE

LOW PRESSURE TURBINE MAJOR MODULE

ACCESSORY DRIVE MODULE

MODULAR DESIGN

CTC-063-008-01


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FAN SECTION


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FAN SECTION The fan section is at the front of the engine and, downstream from the air inlet cowl, the section includes the fan and booster module and fan frame module. The purposes of the fan and booster are : - to accelerate air overboard to generate thrust. - to increase the pressure of the air directed to the High Pressure Compressor (HPC). After entering the air inlet cowl, the total engine airflow passes through the fan rotor, which increases the air’s kinetic energy. Most of the airflow is ducted overboard producing approximately 80 % of the total thrust. The remainder is directed through the booster, where it is pressurized before entering the HPC.


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AIR INLET COWL

FAN SECTION MODULE

AIR OVERBOARD AIR TO THE BOOSTER

FAN SECTION

CTC-063-038-00


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FAN AND BOOSTER MODULE The Fan and Booster module consists of : - a spinner front cone - a spinner rear cone - a single stage fan rotor - a four stage axial booster The spinner front cone is designed to minimize ice buildup and is attached to the spinner rear cone. The spinner rear cone holds the blades axially in position of the fan disk. The fan disk supports the mid-span shrouded fan blades and a booster spool. The booster spool accommodates booster blade stages, numbers 2 thru 5. The booster vane assembly stages, numbers 1 thru 5, are stacked and mounted on the fan frame.


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FAN ROTOR

BOOSTER

SPINNER REAR CONE

SPINNER FRONT CONE

FAN AND BOOSTER DESIGN

CTC-063-011-01


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FAN AND BOOSTER MODULE (CONTINUED) Spinner front cone Interference fit and single angular mounting positions are characteristics of the installation of the front and rear cone onto the fan disk. The spinner front cone has an offset hole on its rear flange, identified by an indent mark, to ensure correct alignment for installation 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.


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6 MOUNTING SCREW LOCATIONS

OFFSET HOLE INDENT MARK

TRAINING MANUAL

MOUNTING SCREW

3 JACKSCREW LOCATIONS

SPINNER FRONT CONE

CTC-063-012-01


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FAN AND BOOSTER MODULE (CONTINUED) Spinner rear cone The front flange of the spinner rear cone has 6 line replaceable, crimped, self-locking nuts. The inner rear flange has 12 mounting screw holes, for installation onto the fan disk, and there are a further 6 threaded holes for the installation of jackscrews used in rear cone removal procedures. Both front and rear flanges have an offset hole to ensure correct installation and they are identified by indent marks. The rear cone also has an integrated air seal that is glued to its inner rear flange.


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REAR FLANGE

GLUED SEAL

CRIMPED SELF - LOCKING NUTS 12 MOUNTING SCREW HOLES

JACKSCREW HOLE

REAR CONE

CTC-063-013-01


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FAN AND BOOSTER MODULE (CONTINUED) Spinner rear cone (continued) The rear cone prevents axial disengagement of spacers used in the fan blade retention system. It also supports a series of balancing screws that are installed on its outer diameter. 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. An indent mark is located in between two balancing screws for correct installation of the rear cone onto the fan disk and for identification of fan blade No.1.


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FAN BLADE

FAN BLADE

SPACER FAN DISK BALANCING SCREWS

BALANCING SCREWS

SPACER

CTC-063-014-01


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INDENT MARK


REAR CONE


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FAN AND BOOSTER MODULE (CONTINUED) Fan disk The fan disk outer rim has 36 dovetail recesses for the installation of the fan blades. 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.


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SPHERICAL IMPRINT

1

1

5 5

OFFSET HOLE

FAN DISK FRONT FLANGE

CTC-063-015-01


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FAN AND BOOSTER MODULE (CONTINUED) Fan blades 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 retainer lug, machined at the rear end of the blade root, engages the forward flange of the booster spool and limits axial movements. A spacer, installed underneath each blade, limits the radial movement.


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36 FAN BLADES

RETAINER LUG DISK

SPACER

FAN BLADES

CTC-063-016-01


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FAN AND BOOSTER MODULE (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 varnsh, 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.


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MANUFACTURER CODE PART NUMBER

MOMENTUM WEIGHT

F0301 337-000-114-0

206740

F0491 J023493

TUNGSTEN CARBIDE COATING

SERIAL NUMBER SUB-CONTRACTOR NUMBER

EXAMPLE SPECIFIC INDICATIONS

FAN BLADE TUNGSTEN CARBIDE COATING Cu-Ni-In COATING AND MOLYBDENUM FILM

SPECIFIC INDICATIONS

FAN BLADE ROOT

CTC-063-017-01


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HARD COATING SURFACE



Page 17 Dec 00

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TRAINING MANUAL

FAN FRAME MODULE The fan frame module is the main forward structure for mounting the engine onto the airframe. It supports the fan and booster module, the HPC and cowls. The fan frame module consists of the following 3 major assemblies : - The fan frame - The downstream fan inlet case - The upstream fan inlet case


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Page 18 Dec 00

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FAN FRAME

OUTER FLANGES OUTER RIBS

MOUNTING FLANGE

FAN ABRADABLE LINER

DOWNSTREAM FAN INLET CASE UPSTREAM FAN INLET CASE

FAN FRAME MODULE

CTC-063-018-01


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TRAINING MANUAL



Page 19 Dec 00

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TRAINING MANUAL

FAN FRAME MODULE (CONTINUED) Fan inlet case

Fan frame

The inner surface of the upstream fan inlet case is lined with 6 forward acoustical panels, 6 mid acoustical panels and provides an abradable shroud which faces the fan blade tips.

The fan frame has 12 radial hollow struts that house various equipment and lines. Compartments formed between the adjacent struts house Variable Bleed Valve (VBV) actuators which, under certain conditions, redirect primary air into the secondary airflow.

The inner surface of the downstream fan inlet case is lined with 12 aft acoustical panels. The fan inlet case also houses the Outlet Guide Vane (OGV) assembly.


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The rear face of the fan frame mid section provides the front mounts for the engine and the front flange for the High Pressure Compressor (HPC) section.


Page 20 Dec 00

CFM56-5B

EF G ABRADABLE SHROUD

FAN FORWARD ACOUSTICAL PANELS

TRAINING MANUAL

FAN AFT FAN ACOUSTICAL FRAME PANELS CASING

FAN MID ACOUSTICAL PANELS

OUTLET GUIDE VANE

STRUT

FRONT ENGINE MOUNT

VBV ACTUATOR

FAN INLET CASE DESIGN

CTC-063-019-01


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Page 21 Dec 00

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TRAINING MANUAL

FAN FRAME MODULE (CONTINUED) The Outlet Guide Vane (OGV) assembly The fan OGV assembly consists of the inner shroud and 34 twin vanes. The inner shroud rear flange is bolted to the fan frame and has 34 apertures to allow passage of the vane inner platforms. The vane inner platforms are axially retained by the inner face of the fan OGV inner shroud. The vane outer platforms are bolted to the downstream fan inlet case. A splitter fairing, which separates the primary and secondary airflows, is bolted onto the fan OGV inner shroud forward flange. There are 2 unplugged holes on the inner shroud, between the 3 and 4 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.


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Page 22 Dec 00

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EF G OUTLET GUIDE VANE

OGV INNER SHROUD

UNPLUGGED BORESCOPE HOLES

TRAINING MANUAL OUTER PLATFORM

S0

5

3

S0

OGV

SPLITTER FAIRING

INNER PLATFORM

FAN OUTLET GUIDE VANES

CTC-063-020-02


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Page 24 Dec 00

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TRAINING MANUAL



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Page 1 Dec 00

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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. The core engine consists of the : - The High Pressure Compressor (HPC) section. - The Combustion section. - The High Pressure Turbine (HPT) section & the Low Pressure Turbine (LPT) stage 1 nozzle. Fan discharge air is compressed in the HPC section and heated and expanded in the combustion section. It is then directed to the HPT section. Energy not extracted from the gas stream by the HPT is used to drive the LPT, fan rotors and booster. The forward end of the core is supported by the No 3 ball and roller bearings and the aft end by the No 4 roller bearing.


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Page 2 Dec 00

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TRAINING MANUAL

COMBUSTION CASE

HIGH PRESSURE COMPRESSOR STATOR

COMBUSTION SECTION HIGH PRESSURE TURBINE SECTION

HPC STATOR STAGE 1 LPT NOZZLES

HIGH PRESSURE COMPRESSOR ROTOR

#3 BEARING #4 BEARING

HPC SECTION


CTC-063-039-00


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Page 3 Dec 00

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Page 4 Dec 00

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TRAINING MANUAL

HIGH PRESSURE COMPRESSOR SECTION


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Page 1 Dec 00

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TRAINING MANUAL

THE HIGH PRESSURE COMPRESSOR (HPC) The High Pressure Compressor (HPC) is mounted between the fan frame module and the combustion case. The HPC, which has 9 stages, increases the pressure of the air as it passes from stage to stage, to supply the combustor section. It consists of the following modules : - The compressor rotor - The compressor stator The compressor stator is made up of two parts. The front is supported by the fan frame and the rear is attached to the combustion case. The HPC has pipe connections that duct bleed air for both engine and aircraft use.


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Page 2 Dec 00

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TRAINING MANUAL

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

4th. STAGE BLEED AIR


HP COMPRESSOR SECTION

CTC-063-021-01


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Page 3 Dec 00

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TRAINING MANUAL

THE HIGH PRESSURE COMPRESSOR (HPC) Borescope ports The lower stator case has a series of plugged ports to allow for borescope inspection of the rotor and stator vanes. There are 9 borescope inspection ports located 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 are double plugs connected by a shaft. A spring-loaded system enables the outer plug to drive the inner plug. Both inner and outer plugs have specific torque values.


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Page 4 Dec 00

CFM56-5B

EFG S6

FWD

S5

TRAINING MANUAL

S4 S3 S2 S1

TOP VERTICAL

S9

S1 TO S9

S8

AFT LOOKING FOR WARD

S7

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

S6

S5

S4

S3

S2

HPC BORESCOPE PORTS

CTC-063-031-01


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S7 S9 S8



S1

Page 5 Dec 00

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Page 6 Dec 00

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TRAINING MANUAL

COMBUSTION SECTION


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Page 1 Dec 00

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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. The mixture is ignited by 2 igniter plugs that are located at the 4 and 8 o’ clock positions. The front face of the combustor is attached to the rear of the compressor module. The rear section of the combustion case houses the HPT module. The combustion section also supplies HPC 9th stage bleed air for both aircraft and engine use.


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Page 2 Dec 00

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TRAINING MANUAL

FUEL NOZZLE x20 IGNITER PLUGS x2

LPT STATOR

9TH STAGE BLEED AIR

ENERGY

HIGH PRESSURE COMPRESSOR

ANNULAR COMBUSTION CHAMBER

COMBUSTOR DESIGN

CTC-063-022-02


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HIGH PRESSURE TURBINE



Page 3 Dec 00

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TRAINING MANUAL

THE COMBUSTION SECTION (CONTINUED) Borescope ports There are 4 plugged ports (S12, S13, S14, S15) around the combustion case, which enable borescope 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.


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Page 4 Dec 00

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TRAINING MANUAL

BORESCOPE PORT LOCATIONS (ALF)

S12

S15 S13

COMBUSTION CASE

S14

IGNITER (S10, S11)

COMBUSTION CASE BORESCOPE PORTS


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S10 IGNITER

FWD

BORESCOPE PLUG S12, S13, S14, S15

CTC-063-032-01

S11 IGNITER



Page 5 Dec 00

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TRAINING MANUAL



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Page 6 Dec 00

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TRAINING MANUAL

TURBINE SECTION


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Page 1 Dec 00

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TRAINING MANUAL

TURBINE SECTION The turbine section provides the necessary power to drive the compressor rotors. It consists of the : - High Pressure Turbine (HPT) - Low Pressure Turbine (LPT)

High Pressure Turbine (HPT)

Engine cooling Air from the 4th stage of the HPC is ducted through 4 pipes, to cool down the LPT stage 1 nozzle and the front cavity. Air from the 4th and 9th stage of the HPC goes through the HPTCC valve and is ducted through 2 pipes, to cool down the cavity that surrounds the HPT shroud.

The HPT module is housed in the combustion case and consists of a single stage nozzle that directs the gas flow from the combustion chamber to the HPT rotor blades that drive the HPC rotor. The LPT stage 1 nozzle is also housed in the combustion case.


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Page 2 Dec 00

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HPC 4th / 9th STAGE COOLING AIR

TRAINING MANUAL

HPC 4th STAGE COOLING AIR

LPT STATOR

COMBUSTOR CASE

STAGE 1 LPT NOZZLE HPT NOZZLE

HPT ROTOR

HPT SHROUD

HPTCC VALVE

CTC-063-023-02

HPT & STAGE 1 LPT NOZZLE ASSY.


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Page 3 Dec 00

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TRAINING MANUAL

TURBINE SECTION (CONTINUED) HPT borescope ports Borescope ports S16 and S17, at the aft of the combustion case at approximately the 5 and 8 o’clock positions, are used to inspect the trailing edge of the HPT blades. gniter ports S10 and S11, and combustion case ports S12 through S15 are used to inspect the leading edge of the HPT blades.


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Page 4 Dec 00

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TRAINING MANUAL

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

S10 IGNITER S14, S16

FWD

FWD

S16, S17

BORESCOPE PLUG S16 OR S17

HPT BORESCOPE PORTS

CTC-063-033-01


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Page 5 Dec 00

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TRAINING MANUAL

TURBINE SECTION (CONTINUED) Low Pressure Turbine (LPT) The LPT module converts the energy of combustion gasses into the necessary torque to drive the fan and booster rotor. The LPT is a 4 stage axial flow turbine that consists of a rotor and stator assembly. The LPT module front flange is mounted onto the rear flange of the combustor module. Its rear flange is attached onto the LPT frame and its inner flange is secured onto the LPT shaft. Fan discharge air is ducted through manifolds that are provided with orifices, to direct cooling air onto the LPT outer case.


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Page 6 Dec 00

CFM56-5B

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TRAINING MANUAL TURBINE FRAME

LPT ROTOR / STATOR ASSEMBLY UPPER COOLING MANIFOLD TUBE SUPPORT

AIR MANIFOLD

LPT SHAFT

LOWER COOLING MANIFOLD CTC-063-034-00

LOW PRESSURE TURBINE MODULE


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Page 7 Dec 00

CFM56-5B

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TRAINING MANUAL

THE TURBINE FRAME MODULE The turbine frame module is one of the engine major structural assemblies, and is located at the rear of the engine. It is made up of a hub and an outer casing. The turbine frame module is bolted to the rear flange of the LPT case. Its rear flange provides attachment for the exhaust nozzle and exhaust plug. The outer casing is equipped with mounts for rear engine installation on the airframe. The aft side of the turbine frame provides support and attachment for : - the flange assembly and, at its center, the flame arrestor. - the exhaust plug.


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Page 8 Dec 00

CFM56-5B

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TRAINING MANUAL

ENGINE MOUNTS STRUT LPT CASE

EXHAUST PLUG (NOT SHOWN)

FLAME ARRESTOR

FLANGE ASSEMBLY

OVERBOARD SEAL DRAIN TUBE

TURBINE FRAME MODULE

CTC-063-037-01


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Page 9 Dec 00

CFM56-5B

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TRAINING MANUAL

TURBINE SECTION (CONTINUED) There are 5 borescope ports for inspection of the LPT blades. Ports S16 and S17, which are located at the 5 and 8 o’clock positions respectively, are used to examine the LPT stage 1 blade leading edge. Ports 18, 19 and 20, at the 5 o’clock position, are located between stages 1, 2 and 3.


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Page 10 Dec 00

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TRAINING MANUAL

BORESCOPE PORT LOCATIONS (ALF)

S17 S16, S18, S19, S20

S18

S16, S17 S18 S19 S20

FWD S16

S20 S19

LPT BORESCOPE PORTS

CTC-063-035-01


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Page 11 Dec 00

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TRAINING MANUAL



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Page 12 Dec 00

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TRAINING MANUAL

ACCESSORY DRIVE SECTION


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Page 1 Dec 00

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TRAINING MANUAL

ACCESSORY DRIVE SECTION The accessory drive system is located at the 6 o’clock position. In order to drive the engine and aircraft accessories, part of the core engine power is extracted through the Inlet Gearbox (IGB) and transmitted through the following gearboxes and shafts : - Radial Drive Shaft (RDS) - Transfer Gearbox (TGB) - Horizontal Drive Shaft (HDS) - Accessory Gearbox (AGB) At engine start, the accessory drive system transmits external power from the engine air starter to drive the core engine. For maintenance tasks, there is a hand-cranking pad on the AGB that is used to manually turn the core engine.


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Page 2 Dec 00

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TRAINING MANUAL

INLET GEARBOX (IGB)

RADIAL DRIVE SHAFT (RDS)

HORIZONTAL DRIVE SHAFT (HDS)

ACCESSORY GEARBOX (AGB) TRANSFER GEARBOX (TGB) CTC-063-026-01

ACCESSORY DRIVE SECTION DESIGN


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Page 3 Dec 00

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TRAINING MANUAL

THE ACCESSORY GEARBOX (AGB)

The AGB consists of a gear train that reduces and increases the rotational speed to drive various engine and aircraft accessories.

The AGB’s rear face connects with the Horizontal Drive Shaft (HDS) coupling tube and provides mounting pads for : - The fuel pump - The starter - The N2 speed sensor

The AGB’s front face has mounting pads for the following equipment :

The fuel pump and IDG are installed on the AGB through Quick Attach/Detach (QAD) rings.

The AGB assembly is mounted under the fan inlet case at the 6 o’clock position and is secured by 2 clevis mounts.

- Lube unit - Hydraulic pump - Hand-cranking drive - Control alternator - Integrated Drive Generator (IDG)


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Page 4 Dec 00

CFM56-5B

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TRAINING MANUAL

CLEVIS MOUNT FUEL PUMP/HMU PAD N2 SPEED SENSOR MOUNTING PAD

LUBRICATION UNIT PAD

HORIZONTAL DRIVE COUPLING TUBE

STARTER PAD

HYDRAULIC PUMP PAD FWD

HANDCRANKING PAD CLEVIS MOUNT IDG PAD

CTC-063-027-00

ACCESSORY GEARBOX HOUSING


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CONTROL ALTERNATOR PAD



Page 5 Dec 00

CFM56-5B

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TRAINING MANUAL

THE 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 type of seal can be used on the following pads : - Integrated Drive Generator (IDG) - Hydraulic pump - Fuel pump


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Page 6 Dec 00

CFM56-5B

EFG (ASSEMBLED)

TRAINING MANUAL

(DISASSEMBLED) NON MAGNETIC SEAL HOUSING

MAGNETIZED RING RETAINING RING

O-RING SEALS

STATIC PART ROTATING PART

CARBON CONTACT FACE

O-RING SEAL

MAGNETIC SEAL

CTC-068-028-01


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LAPPED OR POLISHED CONTACT FACE



Page 7 Dec 00

CFM56-5B

EFG

TRAINING MANUAL

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


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Page 8 Dec 00

CFM56-5B

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TRAINING MANUAL

(ASSEMBLED)

STATIC PART

O-RING SEAL

THRUST RING

OIL DRAINING HOLES ROTATING PART O-RING SEAL (DISASSEMBLED)

STATIC PART

NON MAGNETIC SEAL HOUSING

RETAINING RING

CARBON CONTACT FACE

THRUST RING MAGNETIZED RING LAPPED OR POLISHED CONTACT FACE

CTC-063-029-01

MAGNETIC SEAL (STARTER DRIVE ONLY)


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Page 9 Dec 00

CFM56-5B

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TRAINING MANUAL

THE ACCESSORY GEARBOX (CONTINUED) Spring-loaded seals Spring-loaded seals have a rotating mating ring with 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 type of seal can be used on the following drive pads: - Integrated Drive Generator (IDG) - Hydraulic pump - Starter - Fuel pump


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Page 10 Dec 00

CFM56-5B

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TRAINING MANUAL

CARBON CONTACT FACE

(DISASSEMBLED)

(ASSEMBLED) O-RING SEAL

O-RING SEALS

STATIC PART

MATING RING

ROTATING PART

LUGS

LAPPED OR POLISHED CONTACT FACE

SPRING LOADED SEAL

CTC-063-030-01


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Page 11 Dec 00

CFM56-5B

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TRAINING MANUAL



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Page 12 Dec 00

CFM56-5B_BE

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