TRAINING MANUAL
CFM56-5B
BASIC ENGINE
DECEMBER 2000
CTC-214 Level 4
CFM56-5B
EF G
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
Page 1
Dec 00
CFM56-5B
EF G
TRAINING MANUAL
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EFFECTIVITY
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CFMI PROPRIETARY INFORMATION
GENERAL
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Dec 00
CFM56-5B
EF G
TRAINING MANUAL
This CFMI publication is for Training Purposes Only. The information is accurate at the time of compilation; however, no
update service will be furnished to maintain accuracy. For authorized maintenance practices and specifications, consult
pertinent maintenance publications.
The information (including technical data) contained in this document is the property of CFM International (GE and
SNECMA). It is disclosed in confidence, and the technical data therein is exported under a U.S. Government license.
Therefore, None of the information may be disclosed to other than the recipient.
In addition, the technical data therein and the direct product of those data, may not be diverted, transferred, re-exported
or disclosed in any manner not provided for by the license without prior written approval of both the U.S. Government and
CFM International.
COPYRIGHT 1998 CFM INTERNATIONAL
EFFECTIVITY
ALL CFM56-5B ENGINES FOR A319-A320-A321
CFMI PROPRIETARY INFORMATION
GENERAL
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Dec 00
CFM56-5B
EF G
TRAINING MANUAL
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GENERAL
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Dec 00
CFM56-5B
EFG
TRAINING MANUAL
TABLE OF CONTENTS
EFFECTIVITY
ALL CFM56-5B ENGINES FOR A319-A320-A321
CFMI PROPRIETARY INFORMATION
CONTENTS
BASIC ENGINE
Page 1
Dec 00
CFM56-5B
EFG
Chapter
Section
TRAINING MANUAL
Page
Table of Contents
1 to 4
Lexis
1 to 8
Intro
1 to 8
72-00-00
Engine General
1 to 12
72-00-01
Fan Major Module
1 to 6
72-21-00
Fan and Booster
1 to 30
72-22-00
No.1 and No.2 Bearing Support Module
1 to 30
72-23-00
Fan Frame Module
1 to 28
72-00-02
Core Engine Major Module
1 to 4
72-30-00
High Pressure Compressor
1 to 4
72-31-00
Compressor Rotor
1 to 26
72-32-00
Compressor Front Stator
1 to 18
72-33-00
Compressor Rear Stator
1 to 10
EFFECTIVITY
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CFMI PROPRIETARY INFORMATION
CONTENTS
BASIC ENGINE
Page 2
Dec 00
EFG
CFM56-5B
TRAINING MANUAL
Chapter
Section
Page
72-40-00
Combustion Section
1 to 6
72-41-00
Combustion Case
1 to 6
72-42-00
Combustion Chamber
1 to 10
72-50-00
High Pressure Turbine
1 to 4
72-51-00
High Pressure Turbine Nozzle
1 to 12
72-52-00
High Pressure Turbine Rotor
1 to 18
72-53-00
High Pressure Turbine Shroud and
Stage 1 Nozzle
1 to 16
72-00-03
Low Pressure Turbine Major Module
1 to 4
72-54-00
LPT Rotor/Stator Module
1 to 28
72-55-00
LPT Shaft Module
1 to 16
72-56-00
Turbine Frame Module
1 to 10
72-60-00
Accessory Drive Major Module
1 to 4
EFFECTIVITY
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CFMI PROPRIETARY INFORMATION
CONTENTS
BASIC ENGINE
Page 3
Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
Chapter
Section
Page
72-61-00
Inlet Gearbox
1 to 12
72-62-00
Transfer Gearbox
1 to 12
72-63-00
Accessory Gearbox
1 to 14
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CONTENTS
BASIC ENGINE
Page 4
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
ABBREVIATIONS & ACRONYMS
EFFECTIVITY
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CFMI PROPRIETARY INFORMATION
LEXIS
Page 1
Dec 00
TOC
CFM56-5B
EFG
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
EFFECTIVITY
ALL CFM56-5B ENGINES FOR A319-A320-A321
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
LEXIS
Page 2
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
EFG
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
EFFECTIVITY
ALL CFM56-5B ENGINES FOR A319-A320-A321
CFMI PROPRIETARY INFORMATION
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)
LEXIS
Page 3
Dec 00
TOC
EFG
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
EFFECTIVITY
ALL CFM56-5B ENGINES FOR A319-A320-A321
TRAINING MANUAL
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
LEXIS
Page 4
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
EFG
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
EFFECTIVITY
ALL CFM56-5B ENGINES FOR A319-A320-A321
CFMI PROPRIETARY INFORMATION
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
LEXIS
Page 5
Dec 00
TOC
EFG
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)
EFFECTIVITY
ALL CFM56-5B ENGINES FOR A319-A320-A321
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
LEXIS
Page 6
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
EFG
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
EFFECTIVITY
ALL CFM56-5B ENGINES FOR A319-A320-A321
CFMI PROPRIETARY INFORMATION
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
Page 7
Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
ENGLISH/METRIC CONVERSIONS
METRIC/ENGLISH CONVERSIONS
1 mile= 1.609 km
1 km = 0.621 mile
1 lb = 0.454 kg
1 kg =2.205 lbs
1 ft = 0.3048 m or 30.48 cm
1 m = 3.281 ft. or 39.37 in.
1 psi = 6.890 kPa or 6.89 x 10-2 bar
1 Pa = 1.45 x 10-4 psi
1 kPa = 0.145 psi or 0.01 bar
1 bar = 14.5 psi
1 in. = 0.0254 m or 2.54 cm
1 cm = 0.3937 in.
1 mil. = 25.4 10-6 m or 25.4mm
1 mm = 39.37 mils.
°F = 1.8 x °C + 32
°C = ( °F - 32 ) /1.8
1 in.2 = 6.45 cm²
1 m² = 10.76 sq. ft.
1 cm² = 0.155 sq.in.
1 USG = 3.785 l ( dm³ )
1 in.3 = 16.39 cm³
1 m³ = 35.31 cu. ft.
1 dm³ = 0.264 US gallon
1 cm³ = 0.061 cu.in.
EFFECTIVITY
ALL CFM56-5B ENGINES FOR A319-A320-A321
LEXIS
Page 8
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EF G
TRAINING MANUAL
INTRODUCTION TO THE CFM56 FAMILY
EFFECTIVITY
ALL CFM56-5B ENGINES FOR A319-A320-A321
CFMI PROPRIETARY INFORMATION
INTRO
BASIC ENGINE
Page 1
Dec 00
TOC
CFM56-5B
EF G
TRAINING MANUAL
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
EFFECTIVITY
ALL CFM56-5B ENGINES FOR A319-A320-A321
INTRO
BASIC ENGINE
Page 2
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EF G
TRAINING MANUAL
DESIGN
DEVELOPMENT
MANUFACTURING
ASSEMBLY
Jointly owned company
Uses all GENERAL ELECTRIC and
SNECMA resources...
...With work split 50/50
One program manager
One customer interface
MARKETING
PRODUCT SUPPORT
CUSTOMER SATISFACTION
CTC-214-001-00
CFM INTERNATIONAL ORGANIZATION
EFFECTIVITY
ALL CFM56-5B ENGINES FOR A319-A320-A321
CFMI PROPRIETARY INFORMATION
INTRO
BASIC ENGINE
Page 3
Dec 00
TOC
CFM56-5B
EF G
TRAINING MANUAL
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 of thrust, the CFM56-5B
is offered by CFMI as the common power source for the
entire Airbus A320 family.
EFFECTIVITY
ALL CFM56-5B ENGINES FOR A319-A320-A321
INTRO
BASIC ENGINE
Page 4
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EF G
TRAINING MANUAL
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-214-002-01
CFM56-5B FOR AIRBUS APPLICATIONS
EFFECTIVITY
ALL CFM56-5B ENGINES FOR A319-A320-A321
CFMI PROPRIETARY INFORMATION
INTRO
BASIC ENGINE
Page 5
Dec 00
TOC
CFM56-5B
EF G
TRAINING MANUAL
CFM56-5B MAIN CHARACTERISTICS
Type of engine
Turbo fan
Performance (*figures depend on engine model)
Arrangement
Two spool axial flow
- Take-off thrust (SLS)
*22000 - 33000 lbs
Rotation
Clockwise (ALF)
- Take-off flat rated
Temperature °F/°C
*86/30 to 113/45
- Max climb thrust
*5630 to 6420 lbs
- By-pass ratio
*5.4:1 to 6:1
- EGT red line
950°C
- 100% N1 (Low Pressure
Rotational Speed)
5000 rpm
- N1 speed limit (red line)
104%
- 100% N2 (High Pressure
Rotational Speed)
14460 rpm
- N2 speed limit (red line)
105%
Compressors
- Low Pressure:
Fan
Booster
Stage 1
Stages 2 to 5
- High Pressure:
HP Compressor
Combustion chamber
Stages 1 to 9
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)
EFFECTIVITY
ALL CFM56-5B ENGINES FOR A319-A320-A321
INTRO
BASIC ENGINE
Page 6
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EF G
TRAINING MANUAL
CFM56-5B
CTC-214-003-00
EFFECTIVITY
ALL CFM56-5B ENGINES FOR A319-A320-A321
CFMI PROPRIETARY INFORMATION
INTRO
BASIC ENGINE
Page 7
Dec 00
TOC
CFM56-5B
EF G
TRAINING MANUAL
THIS PAGE INTENTIONALLY LEFT BLANK
EFFECTIVITY
ALL CFM56-5B ENGINES FOR A319-A320-A321
INTRO
BASIC ENGINE
Page 8
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EF G
TRAINING MANUAL
ENGINE GENERAL
EFFECTIVITY
ALL CFM56-5B ENGINES FOR A319-A320-A321
CFMI PROPRIETARY INFORMATION
72-00-00
BASIC ENGINE
Page 1
Dec 00
TOC
CFM56-5B
EF G
TRAINING MANUAL
ENGINE GENERAL CONCEPT
The CFM56-5B engine is a high by-pass, dual rotor, axial
flow, advanced technology turbofan. It is supported by
the wing pylon and streamlined by cowlings.
Air is sucked into the intake by the fan blades and split
into two flow paths, the Primary and the Secondary.
The primary airflow passes through the inner portion of
the fan blades and is directed into a booster (LPC).
The flow path then enters a High Pressure Compressor
(HPC) and goes to a combustor. Mixed with fuel and
ignited, the gas flow provides energy to a High Pressure
Turbine (HPT) and a Low Pressure Turbine (LPT).
The secondary airflow passes through the outer portion
of the fan blades, the Outlet Guide Vanes (OGV’s) and
exits through the nacelle discharge duct, producing
approximately 80 % of the total thrust. It also plays a role
in the thrust reverser system.
At static take-off power, the engine by-pass ratio is
between 5.4:1 and 6:1, depending on the engine model,
which means that the secondary airflow takes in between
5.4 and 6 times more air than the primary airflow.
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TOC
CFM56-5B
EF G
TRAINING MANUAL
SECONDARY FLOW
PRIMARY FLOW
THRUST
REVERSER
DESIGN AND OPERATION
CTC-214-004-01
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CFM56-5B
EF G
TRAINING MANUAL
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, to evaluate
engine deterioration over a period of use: engine
parameters, such as gas temperature, are recorded
and compared to those initially observed at engine
installation on the aircraft.
- Spectrometric oil analysis program (S.O.A.P.): oil
is sampled from the oil tank, and an analysis is
made of all microscopic (smaller than 10 microns)
metal particles it contains. The nature and
concentration of metal found indicates the
beginning of parts damage.
- Engine vibration monitoring system: sensors
located in various positions in the engine, send
vibration values to the on-board monitoring system.
When vibration values are excessive, the data
recorded can be used to take remedial balancing
action.
- Borescope inspection, to check the condition of
engine internal parts: when parts are not
accessible, they can be visually inspected with
borescope probes inserted in ports located on the
engine outer casing.
- Lubrication particles analysis: while circulating in
the oil system, lubrication oil is filtered, and large,
visible-to-the-eye particles (larger than 10 microns)
coming from worn engine parts are collected in
filters and magnetic chip detectors, for visual
inspection and analysis.
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CFM56-5B
EF G
TREND MONITORING
TRAINING MANUAL
VIBRATION
MONITORING
BORESCOPE
INSPECTION
LUBE PARTICLE ANALYSIS
S.O.A.P.
CONDITION MONITORING
CTC-214-005-02
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CFM56-5B
EF G
TRAINING MANUAL
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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TOC
CFM56-5B
EF G
TRAINING MANUAL
5 BEARINGS
LP SYSTEM
ACCESSORY
DRIVE
2 FRAMES
HP SYSTEM
2 SUMPS
ENGINE GENERAL CONCEPT
CTC-214-006-01
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CFM56-5B
EF G
TRAINING MANUAL
ENGINE GENERAL CONCEPT
Main Engine Bearings
The engine contains five main bearings, which support
the rotors.
There are two types of bearings:
- Ball bearings, which absorb axial and radial loads
- Roller bearings, which absorb only radial loads
Bearings need permanent oil lubrication, so they are
located in the two dry sump cavities, which are pressure
sealed.
- The forward sump cavity houses No. 1, No. 2 and No. 3
bearings:
- No. 1 and No. 2 bearings hold the fan shaft
- No. 3 bearing holds the front of the HP shaft
- The rear sump cavity houses No. 4 and No. 5 bearings:
- No. 4 bearing holds the rear of the HP shaft
- No. 5 bearing holds the rear of the LPT shaft
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CFM56-5B
EF G
TRAINING MANUAL
FAN FRAME
TURBINE FRAME
REAR SUMP
FORWARD
SUMP
HP SHAFT
LP SHAFT
ACTUATOR
FAN
SHAFT
NUMBER 1
BEARING
(BALL)
NUMBER 2
BEARING
(ROLLER)
BALLSCREW
NUMBER 3
BEARING
(BALL)
NUMBER 3
BEARING
(ROLLER)
NUMBER 4
BEARING
(ROLLER)
NUMBER 5
BEARING
(ROLLER)
MAIN ENGINE BEARINGS
CTC-214-007-01
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CFM56-5B
EF G
TRAINING MANUAL
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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CFM56-5B
EF G
TRAINING MANUAL
CORE ENGINE MAJOR MODULE
FAN MAJOR MODULE
LOW PRESSURE TURBINE
MAJOR MODULE
ACCESSORY DRIVE MODULE
MODULAR DESIGN
CTC-214-008-01
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CFM56-5B
EF G
TRAINING MANUAL
THIS PAGE INTENTIONALLY LEFT BLANK
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CFM56-5B
EF G
TRAINING MANUAL
FAN MAJOR MODULE
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CFM56-5B
EF G
TRAINING MANUAL
FAN MAJOR MODULE
The fan major module is at the front of the engine
downstream from the air inlet cowl.
The main purposes of the fan major module are :
- to provide approximately 80% of the engine thrust
- to provide the engine/pylon front attachment
- to enclose the fan stage and Low Pressure
Compressor stages
- to provide structural rigidity in the front section
- to provide containment for front section major
deterioration and/or damage
- to provide noise reduction for the fan section
- to provide attachment for gearboxes and nacelle
equipment
- to provide attachment for the core engine
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CFM56-5B
EF G
TRAINING MANUAL
CONTAINMENT
OF ENGINE FRONT
SECTION MAJOR
DETERIORATION
STRUCTURAL
RIGIDITY IN
FRONT SECTION
FAN SECTION
NOISE
REDUCTION
ENCLOSES
FAN STAGE AND
LP COMPRESSOR
STAGES
ATTACHMENT FOR
GEARBOXES, ENGINE/
NACELLE EQUIPMENT
ENGINE/PYLON
FRONT SECTION
ATTACHMENT
PROVIDES
80% THRUST
SLS, STATIC
CONDITIONS
CTC-214-009-01
ATTACHMENT FOR
CORE ENGINE
FAN MAJOR MODULE PURPOSES
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CFM56-5B
EF G
TRAINING MANUAL
FAN MAJOR MODULE (CONTINUED)
The fan major module consists of 4 modules :
- Fan and booster module
- No 1 and 2 bearing support module
- Fan frame module
- Inlet gearbox and No 3 bearing (not shown)
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CFM56-5B
EF G
TRAINING MANUAL
FAN FRAME
MODULE
No.1 AND No.2
BEARING SUPPORT
MODULE
FAN AND
BOOSTER
MODULE
FAN SECTION
CTC-214-010-01
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CFM56-5B
EF G
TRAINING MANUAL
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TOC
CFM56-5B
EF G
TRAINING MANUAL
FAN AND BOOSTER
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CFM56-5B
EF G
TRAINING MANUAL
FAN AND BOOSTER
The purposes of the fan and booster are :
- to accelerate air overboard to generate thrust
- to increase the pressure of the air directed to the
High Pressure Compressor (HPC)
After entering the air inlet cowl, the total engine airflow
passes through the fan rotor, which increases the air’s
kinetic energy.
Most of the airflow is ducted overboard producing
approximately 80% of the total thrust. The remainder is
directed through the booster, where it is pressurized
before entering the HPC.
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CFM56-5B
EF G
TRAINING MANUAL
AIR INLET
COWL
FAN
SECTION
MODULE
AIR OVERBOARD
AIR TO THE BOOSTER
FAN AND BOOSTER MODULE
CTC-214-011-01
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CFM56-5B
EF G
TRAINING MANUAL
FAN AND BOOSTER (CONTINUED)
The fan and booster is located at the front of the engine,
downstream from the air inlet cowl, and consists of :
- a spinner front cone
- a spinner rear cone
- a single stage fan rotor
- a four stage axial booster
Its rotating assembly is mounted on the fan shaft and its
fixed assembly is secured to the fan frame.
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CFM56-5B
EF G
TRAINING MANUAL
FAN ROTOR
BOOSTER
SPINNER REAR
CONE
SPINNER FRONT
CONE
FAN AND BOOSTER DESIGN
CTC-214-012-00
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CFM56-5B
EF G
TRAINING MANUAL
FAN AND BOOSTER (CONTINUED)
Spinner front cone
The spinner front cone is designed to minimize ice buildup.
It is at the front of the engine and is a hollow coneshaped structure, which is attached on its rear flange to
the spinner rear cone. The attachment is an interference
fitting.
Older versions could be made of either a composite
material or aluminum alloy. In the case of aluminum alloy
cones, an extra 6 washers must be installed. New version
spinner front cones will only be made of aluminum.
The rear flange has 6 mounting screw locations and 3
threaded inserts, located every 120°, for installation of
jackscrews used in removal procedures.
An offset hole, identified by an indent mark, ensures
correct installation and centering onto the rear cone front
flange.
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CFM56-5B
EF G
6 MOUNTING
SCREW LOCATIONS
OFFSET HOLE
INDENT
MARK
TRAINING MANUAL
MOUNTING
SCREW
3 JACKSCREW
LOCATIONS
SPINNER FRONT CONE
CTC-214-013-00
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CFM56-5B
EF G
TRAINING MANUAL
FAN AND BOOSTER (CONTINUED)
Spinner rear cone
The rear cone prevents axial disengagement of spacers
used in the fan blade retention system and
accommodates balancing screws used in fan trim and
static balance procedures.
Unlike the name suggests, the spinner rear cone is not
really a cone. It is a hollow elliptical structure that is
mounted on interference fit flanges between the spinner
front cone and the fan disk.
Both front and rear flanges have an offset hole to ensure
correct installation and they are identified by indent
marks. On the front flange of the rear cone, the indent
mark is next to the offset hole. The other indent mark is
on the outer rim of the rear cone, facing fan blade No.1.
The rear cone also has an integrated air seal that is glued
to its inner rear flange.
It is made of aluminium alloy and protected by sulfuric
anodization.
The front flange has 6 line replaceable, crimped, selflocking nuts.
The inner rear flange has 12 mounting screw holes for
installation onto the fan disk and there are a further 6
threaded holes for the installation of jackscrews used in
rear cone removal procedures.
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CFM56-5B
EF G
TRAINING MANUAL
REAR FLANGE
GLUED
SEAL
CRIMPED
SELF - LOCKING NUTS
12 MOUNTING
SCREW HOLES
JACKSCREW HOLE
REAR CONE
CTC-214-014-00
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CFM56-5B
EF G
TRAINING MANUAL
FAN AND BOOSTER (CONTINUED)
Spinner rear cone (continued)
Balance procedures use various weights which are in the
form of balancing screws installed on the rear cones
outer diameter.
The balancing screws are used in two cases :
- Fan static balance following fan blade replacement,
for example after FOD.
- Fan trim balance, when vibration levels are higher
than the limits.
There are two sets of balancing screws available and the
screws in each set are identified as either P01 to P07 or,
P08 to P14. The numbers, which are engraved on the
screw heads, are equivalent to various weights.
There are 36 threaded inserts on the outer rim of the rear
flange which accommodate the balance screws.
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CFM56-5B
EF G
TRAINING MANUAL
FAN BLADE
FAN BLADE
SPACER
FAN DISK
BALANCING SCREWS
BALANCING
SCREWS
INDENT MARK
SPACER
REAR CONE
CTC-214-015-01
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CFM56-5B
EF G
TRAINING MANUAL
FAN AND BOOSTER (CONTINUED)
Fan disk
The fan disk provides attachment for the fan shaft on its
inner rear flange and the disk outer rim retains the fan
blades.
The fan disk is a titanium alloy forging. The spinner rear
cone is attached to its outer front flange and its outer rear
flange is bolted to the booster rotor spool.
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CFM56-5B
EF G
TRAINING MANUAL
BOOSTER ROTOR
SPOOL ATTACHMENT
SPINNER REAR CONE
ATTACHMENT
FAN BLADE
RETAINING
SLOT (36)
INNER
FLANGE FOR
ATTACHMENT OF
THE FAN SHAFT
FAN DISK
CTC-214-016-00
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CFM56-5B
EF G
TRAINING MANUAL
FAN AND BOOSTER (CONTINUED)
Fan disk (continued)
The fan disk outer rim has 36 dovetail recesses for
installation of the fan blades.
Balance weights are riveted on the forward flange for
dynamic module balancing.
The inner front flange has an imprint to identify an offset
hole for rear cone installation. There are also two
identification marks engraved on either side of blade
recesses No 1 and 5.
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TOC
CFM56-5B
EF G
TRAINING MANUAL
SPHERICAL
IMPRINT
1
1
5
5
OFFSET HOLE
BALANCE WEIGHT
LOCATION
FAN DISK FRONT FLANGE
CTC-214-017-00
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CFM56-5B
EF G
TRAINING MANUAL
FAN AND BOOSTER (CONTINUED)
Fan blades
The fan blades form the first stage of the Low Pressure
Compressor and accelerate the air entering the engine
through the air inlet cowls.
There are 36 titanium alloy, mid-span shrouded fan
blades.
Each blade has a dovetail base that slides into a recess
on the fan disk outer rim.
The fan blades are approximately 23ins (0.58m) long.
A retainer lug, machined at the rear end of the blade
root, engages the forward flange of the booster spool
and limits axial movements.
A spacer, installed underneath each blade, limits the
radial movement.
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TOC
CFM56-5B
EF G
TRAINING MANUAL
36 FAN BLADES
RETAINER LUG
DISK
SPACER
FAN BLADES
CTC-214-018-00
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CFM56-5B
EF G
TRAINING MANUAL
FAN AND BOOSTER (CONTINUED)
Fan blades (continued)
Each blade has specific indications engraved on the
bottom of the root.
- Part number
- Serial number
- Momentum weight
- Manufacturer code
The fan blade root faces have an anti-friction plasma
coating (Cu-Ni-In) and a top coat of cured molybdenumbase film varnish, which acts as a lubricant.
Lubrication of blade roots is further improved by the
application of solid molybdenum-base lubricant before
installation on the fan disk.
The mid-span shroud contact surfaces have a tungstencarbide coating. They are also lubricated with solid
molybdenum-base lubricant at blade installation.
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TOC
CFM56-5B
EF G
TRAINING MANUAL
MANUFACTURER CODE
PART NUMBER
MOMENTUM
WEIGHT
F0301 337-000-114-0
206740
F0491 J023493
TUNGSTEN CARBIDE COATING
SERIAL NUMBER
SUB-CONTRACTOR
NUMBER
EXAMPLE SPECIFIC
INDICATIONS
FAN BLADE
TUNGSTEN CARBIDE COATING
Cu-Ni-In COATING AND
MOLYBDENUM FILM
SPECIFIC
INDICATIONS
HARD COATING
SURFACE
FAN BLADE ROOT
CTC-214-019-01
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CFM56-5B
EF G
TRAINING MANUAL
FAN AND BOOSTER (CONTINUED)
Booster rotor
The booster rotor accelerates the air as it passes from
stage to stage.
The 4-stage booster rotor consists of a booster spool,
forged and machined from titanium alloy, that is cantilever
mounted on the rear of the fan disk.
The inner front flange acts as a stop for the fan blades.
The four stages of blades are numbered 2 to 5 (the first
stage of the Low Pressure Compressor is the fan blade).
Stage 2 has 64 blades, stages 3 and 4 have 70 blades
each and stage 5 has 68 blades.
Rotating air seals are machined, between each stage, on
the spool outer diameter.
The outer front flange is designed with a forward rotating
air seal.
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TOC
CFM56-5B
EF G
BOOSTER SPOOL
TRAINING MANUAL
BOOSTER BLADES
STG
2
STG
3
STG
4
STG
5
DOVETAIL SLOT
ROTATING
AIR SEAL
MOUNTING
FLANGE
FAN DISK
BOOSTER ROTOR
CTC-214-020-02
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CFM56-5B
EF G
TRAINING MANUAL
FAN AND BOOSTER (CONTINUED)
Booster rotor (continued)
The booster rotor blades, approximately 3.5-4.2ins (89107mm) long, are installed in circumferential dovetail
slots and serve, primarily, to supercharge the
compressor.
Each stage has a loading slot and two smaller slots to
position locking lugs. The dovetail roots of the blades are
placed into the loading slot and moved around until the
stage is full. Four of the blades have a cut-out to
accommodate the locking lugs.
The locking lugs ensure the blades are retained and
prevented from rotating in the slot. They are shifted 90°
from one stage to the other to ensure first static balancing
of the booster.
Correction weights can be installed in the stage 5 slot,
under the blade platforms, for rotor balancing purposes.
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CFM56-5B
EF G
TRAINING MANUAL
LOCKING BLADE
LOCKING NUT
BOOSTER BLADES
CTC-214-021-01
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CFM56-5B
EF G
TRAINING MANUAL
FAN AND BOOSTER (CONTINUED)
Booster stator vane assembly
The stator vane assembly changes the air velocity into
pressure.
The stacked vane assemblies are cantilever mounted on
the fan frame front face.
The assembly is composed of 5 stages bolted together
and consists of stator vanes and inner and outer shrouds.
The outer shroud, depending on its assembly location, is
fitted with 1 or 2 mounting flanges at its ends.
A splitter fairing, installed on the outer shroud of stage 1,
separates the Primary and Secondary airflows.
The outer shroud rear flange of the stage 5 vane
assembly is bolted to the front face of the fan frame.
The inner shroud rear flange of the stage 5 vane is
rabbeted to form an interference fit with a corresponding
flange on the fan frame.
EFFECTIVITY
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Page 24
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EF G
TRAINING MANUAL
BOLTS
SPLITTER
FAIRING
OUTER
SHROUD
STAGE
5
VANE
INNER
SHROUD
FAN
FRAME
BOOSTER STATOR
ASSEMBLY
INTERFERENCE
FIT
BOOSTER VANE ASSEMBLY
CTC-214-022-00
EFFECTIVITY
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Page 25
Dec 00
TOC
CFM56-5B
EF G
TRAINING MANUAL
FAN AND BOOSTER (CONTINUED)
Booster stator vane assembly (continued)
Stator vane stages 1 and 5 are welded to the outer
shroud and bonded on the inner shroud by the
application of abradable material.
Stator vane stages 2 to 4 are individually bolted to the
outer shroud.
The inner shroud inner face is lined with abradable
material, which faces the rotating air seal machined on
the booster spool.
The outer shroud inner face also has abradable material,
which faces the tip of the rotor blades
Stage 1 has 100 vanes, stages 2 and 3 have 122 vanes
each, stage 4 has 116 vanes and stage 5 has 100 vanes.
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Page 26
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EF G
TRAINING MANUAL
MOUNTING
FLANGE
OUTER
SHROUD
MOUNTING
FLANGE
VANES
1 AND 5
ABRADABLE
MATERIAL
BLADE
VANES
2 TO 4
ROTATING
AIR SEAL
INNER SHROUD WITH
ABRADABLE MATERIAL
BOOSTER VANE DESIGN
CTC-214-023-00
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Page 27
Dec 00
TOC
CFM56-5B
EF G
TRAINING MANUAL
FAN AND BOOSTER (CONTINUED)
Booster stator vane assembly - borescope
inspection
Visual assessment of the booster stage 1 vane assembly
and the leading edge of the stage 2 blades can be made
using a borescope fitted with a long 90° extension.
Two unplugged holes between the 3 and 4 o’clock
positions are available to inspect the other booster
blades.
Inspection of stage 3 and 4 blades can be done through
borescope port S03 also using a long 90° extension.
Booster blade stage 5 can be inspected in the same way
through borescope port S05.
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Page 28
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EF G
TRAINING MANUAL
FAN OUTLET GUIDE VANE
BORESCOPE VIEW
THROUGH THE
BOOSTER INLET
LONG RIGHT
ANGLE EXTENSION
FAN BLADE
2
3
S03
4
5
S05
BOOSTER INSPECTION HOLES
CTC-214-024-00
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Page 29
Dec 00
TOC
CFM56-5B
EF G
TRAINING MANUAL
THIS PAGE INTENTIONALLY LEFT BLANK
EFFECTIVITY
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Page 30
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EF G
TRAINING MANUAL
No.1 AND No.2 BEARING SUPPORT MODULE
EFFECTIVITY
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Page 1
Dec 00
TOC
CFM56-5B
EF G
TRAINING MANUAL
NO 1 AND 2 BEARING SUPPORT MODULE
The No 1 and 2 bearing support module belongs to the
fan major module and its purpose is :
- to support the fan booster rotor
- to enclose the front section of the forward oil sump
- to support one of the vibration sensors
- to vent the forward sump
- to provide the fan speed indication
- to direct bearings lubrication
It is bolted to the fan frame front face and its front flange is
attached to the fan disk.
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Page 2
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EF G
SUPPORTS
ONE
VIBRATION
SENSOR
TRAINING MANUAL
VENTS THE
FWD SUMP
ENCLOSES
FRONT SECTION
OF FWD SUMP
PROVIDES FAN
SPEED INDICATION
SUPPORTS
FAN AND BOOSTER
CTC-214-025-02
DIRECTS
BEARING
LUBRICATION
No.1 AND No.2 BEARING SUPPORT PURPOSES
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TOC
CFM56-5B
EF G
TRAINING MANUAL
NO 1 AND 2 BEARING SUPPORT MODULE
(CONTINUED)
The No 1 & 2 bearing support module takes up the loads
from the fan and booster rotor.
It consists of :
- the No 1 bearing support
- the No 1 ball bearing
- the No 2 bearing support
- the No 2 roller bearing
- the fan shaft
- a forward stationary air/oil seal
- an oil manifold assembly
- 5 external pipes
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Page 4
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EF G
OIL MANIFOLD
ASSEMBLY
TRAINING MANUAL
No.2 BRG
SUPPORT
No.1 BRG
SUPPORT
FORWARD
STATIONARY
AIR/OIL SEAL
No.2 ROLLER
BEARING
FAN SHAFT
No.1 BALL BEARING
CTC-214-026-01
SUMP PRESSURIZATION
TUBE (x3)
No.1 AND No.2 BEARING SUPPORT MODULE
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Page 5
Dec 00
TOC
CFM56-5B
EF G
TRAINING MANUAL
NO 1 AND 2 BEARING SUPPORT MODULE
(CONTINUED)
No 1 bearing support
The No 1 bearing support is a titanium casting.
The front flange of the support holds the No 1 ball
bearing and its rear outer flange is bolted to the fan
frame center hub.
The rear inner flange holds the No 2 bearing support.
The support front flange provides an attachment to the
No 1 bearing stationary air/oil seal and for the No 1
bearing vibration sensor.
The forward end of the bearing support has holes which
allow oil to flow into a cavity at the bottom of the stationary
air/oil seal structure.
A scavenge oil tube, at the 6 o’clock position, connects
the forward end of the cavity with the forward sump oil
scavenge collector inside the fan frame hub. This
scavenge circuit is also necessary during nose down
attitudes, or high oil flow conditions, to prevent oil
accumulation.
The bottom rear of the casing has a series of holes to
allow the oil to flow into the forward sump scavenge oil
collector in the fan frame hub.
There is also a small orifice that drains residual oil,
through a coupling sleeve, into the scavenge oil collector.
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Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EF G
TRAINING MANUAL
No.2 BEARING
SUPPORT
DRAIN
ORIFICE
No. 1 BEARING
SUPPORT
OIL SCAVENGE
TUBE
FWD SUMP OIL
SCAVENGE TUBE
6 O'CLOCK FAN
FRAME STRUT
No.1 BEARING SUPPORT
CTC-214-027-01
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Page 7
Dec 00
TOC
CFM56-5B
EF G
TRAINING MANUAL
NO 1 AND 2 BEARING SUPPORT MODULE
(CONTINUED)
No 1 bearing
The No 1 ball bearing is a thrust bearing which takes up
the axial and radial loads generated by the low pressure
rotor system.
An oil baffle, installed on the sleeve forward of the No 1
bearing, uses centrifugal force to prevent oil from flooding
the forward sump front oil seal. The baffle also acts as a
shim during bearing installation.
Its one-piece outer race is installed on the bearing
support and retained with a nut, keywasher and retaining
ring.
The inner race consists of two halves mounted on a
bearing sleeve and secured with a lock ring, retainer nut
(left-hand threads), keywasher and retaining ring.
The bearing sleeve forward outer diameter has two
series of sealing ribs to form the rotating element of the
forward sump front air/oil seal.
The sleeve forward bore has locating slots to lock onto
the shaft.
The rear of the center bore has circular and axial
grooves connecting to radial holes designed to supply
lube oil to the bearing inner race.
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Page 8
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EF G
TRAINING MANUAL
FORWARD STATIONARY
AIR/OIL SEAL
No.1 BRG
SUPPORT
OIL SEAL
AIR SEAL
OUTER RACE
AND BALL
INNER RACE
RETAINER NUT
LOCATING
SLOT
FAN SHAFT
OIL BAFFLE
BEARING
SLEEVE
INNER
RACE
No.1 BALL BEARING
CTC-214-028-01
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Page 9
Dec 00
TOC
CFM56-5B
EF G
TRAINING MANUAL
NO 1 AND 2 BEARING SUPPORT MODULE
(CONTINUED)
No 2 bearing support
The No 2 bearing support is a steel alloy assembly.
Its front outer flange is bolted to the No 1 bearing support
rear inner flange.
Its front inner flange holds the No 2 bearing outer race.
There are a series of holes in the support to balance
internal pressures in the forward oil sump.
The support also accommodates a guide sleeve, at the 4
o’clock position, for installation of the N1 speed sensor
probe. The guide sleeve position is adjusted with shims
at assembly.
There are holes, at the 9 o’clock position, to supply oil to
the oil manifold assembly and for installation of the No 2
bearing oil nozzle.
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Page 10
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EF G
TRAINING MANUAL
N1 SPEED
SENSOR SLEEVE
No.2 BEARING
SUPPORT
AIR PRESSURE
EQUALIZATION
HOLE
No.1/No.2 BEARING OIL
COUPLING TUBE
LOCATION
No.2 BEARING SUPPORT
CTC-214-029-01
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Page 11
Dec 00
TOC
CFM56-5B
EF G
TRAINING MANUAL
NO 1 AND 2 BEARING SUPPORT MODULE
(CONTINUED)
No 2 bearing
The No 2 roller bearing takes up some of the radial loads
from the fan and booster rotor.
Its outer race is bolted to the No 2 bearing support.
Its inner race is installed on the fan shaft.
The No 2 bearing is locked axially in place on the fan
shaft by an air/oil retaining seal nut, a nut retainer and a
retaining ring.
The N1 speed sensor ring is located between the No 2
bearing inner race and the fan shaft.
The air/oil retaining seal nut has left-hand threads and is
mounted at the rear of the fan shaft.
Its outer diameter has sealing ribs to form the rotating
element of a sump pressurization seal.
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Page 12
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EF G
TRAINING MANUAL
RETAINING
SEAL NUT
RETAINING
RING
FAN SHAFT
NUT RETAINER
No.2 BEARING
INNER RACE
N1 SPEED SENSOR
RING
No.2 ROLLER BEARING
CTC-214-030-02
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Page 13
Dec 00
TOC
CFM56-5B
EF G
TRAINING MANUAL
NO 1 AND 2 BEARING SUPPORT MODULE
(CONTINUED)
The fan shaft
The fan shaft is made of nickel-cobalt alloy and is
supported by the No 1 & 2 bearings.
Its front flange is attached to the fan disk with crimped
self-locking nuts.
It has internal drive splines and an inner shoulder for axial
retention and mechanical coupling of the LPT shaft.
An air/oil separator is located on the fan shaft between
the No 1 & 2 bearings.
The fan shaft also provides a single annular position for
installation of the N1 speed sensor ring.
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Page 14
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EF G
TRAINING MANUAL
DRIVE SPLINES
AIR/OIL
SEPARATOR
LOCATION
INNER
SHOULDER
DRIVE SPLINES
INNER
SHOULDER
N1 SPEED SENSOR
RING LOCATION
CRIMPED
SELF-LOCKING
NUTS
AIR/OIL
SEPARATOR
FAN SHAFT
CTC-214-031-01
EFFECTIVITY
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Page 15
Dec 00
TOC
CFM56-5B
EF G
TRAINING MANUAL
NO 1 AND 2 BEARING SUPPORT MODULE
(CONTINUED)
Air/oil separator
The air/oil separator uses centrifugal force to separate oil
particles from the air, which is then vented overboard.
It consists of a support ring, holding 12 sleeves, and is
held in position by a nut and keywasher.
Each sleeve has an integral restrictor slowing down the
air/oil mixture flowing out of the sump.
Oil vapors condense on the inner diameter of the sleeve
and are subjected to centrifugal force.
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Page 16
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EF G
TRAINING MANUAL
OIL PARTICLES
SLEEVE (x12)
AIR VENTED OVERBOARD
SUPPORT RING
AIR/OIL SEPARATOR
CTC-214-032-00
EFFECTIVITY
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72-22-00
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Page 17
Dec 00
TOC
CFM56-5B
EF G
TRAINING MANUAL
NO 1 AND 2 BEARING SUPPORT MODULE
(CONTINUED)
N1 speed sensor ring
The N1 speed sensor ring provides pulses proportional
to the N1 speed.
The ring is made of magnetic metal AISI 9315
(16NCD13).
It has 2 offset lugs on its forward face which engage into
matching slots on the fan shaft, thus enabling a foolproof
single angular position.
The ring outer diameter has 30 teeth. A speed sensor
counts the teeth as the ring turns and this provides an
electrical signal that is proportional to the N1 speed.
One of the teeth is thicker than all the others and is
installed in the same angular position as fan blade No 1.
The thicker tooth generates a stronger pulse as it passes
the sensor and this is used as a phase reference in
engine vibration analysis.
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Page 18
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EF G
TRAINING MANUAL
N1 SPEED
SENSOR
RING
THICKER
TOOTH
POSITIONING
LUG
N1 SPEED
SENSOR
N1 SPEED SENSOR RING
CTC-214-033-01
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72-22-00
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Page 19
Dec 00
TOC
CFM56-5B
EF G
TRAINING MANUAL
NO 1 AND 2 BEARING SUPPORT MODULE
(CONTINUED)
Forward stationary air/oil seal
The forward stationary air/oil seal limits the engine
forward sump at its front end and ducts air for seal
pressurization.
It is a composite material structure bolted to the No 1
bearing support front flange.
Its forward end has two separate lands coated with
abradable material that surrounds sealing ribs on the
bearing sleeve. These ribs form the rotating element of
the forward sump front air/oil seal.
Space located between the seal inner and outer skin is
divided into 5 independent compartments for
pressurization, drainage and oil scavenge.
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Page 20
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EF G
TRAINING MANUAL
SEAL PRESSURIZATION
COMPARTMENT
ABRADABLE
MATERIAL LANDS
CTC-214-034-01
OIL DRAINAGE
COMPARTMENT
OIL SCAVENGE
COMPARTMENT
FORWARD STATIONARY AIR/OIL SEAL
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Page 21
Dec 00
TOC
CFM56-5B
EF G
TRAINING MANUAL
NO 1 AND 2 BEARING SUPPORT MODULE
(CONTINUED)
Oil manifold assembly
The oil manifold assembly supplies oil from the fan frame
hub to the No 1 & 2 bearings.
The assembly is installed on the No 1 & 2 bearing
support and consists of :
- No 1 & 2 bearing oil tube assembly
- A removable coupling tube
- No 1 bearing manifold
- No 2 bearing oil tube
The No 1 bearing manifold is secured to the inner forward
end of the No 1 bearing support. It has two oil nozzles
and one end fitting which connects the manifold with the
forward end of the No 1 & 2 bearing oil tube assembly.
The No 2 bearing oil tube fits into the aft end of the No 1 &
2 bearing oil tube assembly and is routed through the No
2 bearing support. It has one nozzle and this is secured
to the aft flange of the support.
The No 1 & 2 bearing oil tube assembly aft end is bolted
onto the front face of the No 1 bearing support’s rear inner
flange, at the 9 o’clock position.
The removable coupling tube is plugged into the oil tube
assembly aft end and forms the connection with the fan
frame hub oil supply circuit.
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Page 22
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EF G
TRAINING MANUAL
OIL COUPLING
TUBE
No.2 BRG
OIL NOZZLE
OIL MANIFOLD
ASSEMBLY
No.1 BRG
OIL NOZZLES
CTC-214-035-00
BEARINGS LUBRICATION SYSTEM
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72-22-00
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Page 23
Dec 00
TOC
CFM56-5B
EF G
TRAINING MANUAL
NO 1 AND 2 BEARING SUPPORT MODULE
(CONTINUED)
No 1 ball bearing lubrication
The No 1 bearing oil manifold has two nozzles at
approximately the 9 and 3 o’clock positions. These
nozzles direct oil jets into a cavity formed by the fan shaft
and the No 1 bearing inner race retaining nut.
The oil flows between the No 1 bearing sleeve and the
fan shaft and through holes drilled in the sleeve. The oil
then goes between the two halves of the inner race to
lubricate the bearing.
EFFECTIVITY
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Page 24
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EF G
TRAINING MANUAL
No.1 BEARING
OIL NOZZLE (X2)
OIL
FLOW
BEARING
SLEEVE
INNER RACE
RETAINING NUT
FAN
SHAFT
CTC-214-036-01
No.1 BALL BEARING LUBRICATION CIRCUIT
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Page 25
Dec 00
TOC
CFM56-5B
EF G
TRAINING MANUAL
NO 1 AND 2 BEARING SUPPORT MODULE
(CONTINUED)
No 2 roller bearing lubrication
The single nozzle No 2 bearing oil tube directs an oil jet
straight onto the rollers of the No 2 bearing.
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Page 26
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EF G
TRAINING MANUAL
OIL INLET
No.2 BRG OIL
NOZZLE
CTC-214-037-01
No.2 ROLLER BEARING LUBRICATION CIRCUIT
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Page 27
Dec 00
TOC
CFM56-5B
EF G
TRAINING MANUAL
NO 1 AND 2 BEARING SUPPORT MODULE
(CONTINUED)
External piping
Oil scavenge
The external piping consists of 5 tubes mounted
externally on the No 1 bearing support.
This tube connects to a compartment at the bottom of the
stationary air/oil seal structure. This compartment is
opened to the sump cavity at the rear of the No 1 bearing.
It is installed at the 6 o’clock position.
Their purposes are :
- Sump pressurization
- Oil drainage
- Oil scavenge
Sump pressurization
Three tubes direct booster discharge air to a cavity of the
stationary air/oil seal.
They are located at approximately the 3:30, 8:30 and
11:30 clock positions.
There is a restrictor at the air inlet, to reduce the airflow.
Oil drainage
This tube connects to a compartment between the air/oil
seals at the lowest point. Any oil from the sump that
escapes through the seals is collected and drained
overboard.
It is located at approximately the 5 o’clock position.
EFFECTIVITY
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Page 28
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EF G
TRAINING MANUAL
AIR
A
AIR PRESSURIZATION
TUBE (x3)
A
FWD STATIONARY
AIR/OIL SEAL
A
A
B
C
C
B
OIL
DRAIN TUBE
OIL
OIL SCAVENGE TUBE
EXTERNAL PIPING
CTC-214-038-01
EFFECTIVITY
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Page 29
Dec 00
TOC
CFM56-5B
EF G
TRAINING MANUAL
THIS PAGE INTENTIONALLY LEFT BLANK
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Page 30
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EF G
TRAINING MANUAL
FAN FRAME MODULE
EFFECTIVITY
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Page 1
Dec 00
TOC
CFM56-5B
EF G
TRAINING MANUAL
FAN FRAME MODULE
The fan frame module is the structure at the front of the
engine.
Its main purposes are :
- to provide ducting for both the primary and
secondary airflows.
- to transmit power plant thrust to the aircraft.
- to support the LPC rotor, through the No 1 & 2
bearing support.
- to support the front of the HPC rotor through the No
3 bearing support.
- to enclose the fan and booster.
- to support various engine accessories.
- to minimize fan area noise levels.
- to provide attachment for the forward engine mounts,
front handling trunnions and lifting points.
- to support the fan inlet cowl.
- to provide a connection between gearboxes and core
engine rotor.
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Page 2
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EF G
TRAINING MANUAL
SUPPORTS
FAN INLET
COWL
SUPPORTS
ENGINE
ACCESSORIES
ENCLOSES
FAN AND BOOSTER
TRANSMITS
POWER PLANT
THRUST TO
AIRCRAFT
PROVIDES
GROUND HANDLING
PROVISIONS
ACTUATOR
BALLSCREW
SUPPORTS
ENGINE ROTORS
MECHANICAL
LOADS
PROVIDES
DUCTING
FOR PRIMARY
AND SECONDARY
AIRFLOWS
PROVIDES A
CONNECTION
BETWEEN
GEARBOXES/CORE
ENGINE ROTOR
MINIMIZES
FAN AREA
NOISE LEVEL
CTC-214-039-01
FAN FRAME MODULE MAIN PURPOSES
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72-23-00
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Page 3
Dec 00
TOC
CFM56-5B
EF G
TRAINING MANUAL
FAN FRAME MODULE (CONTINUED)
The fan frame module consists of the following major
assemblies :
- The fan upstream and downstream inlet cases
- The fan Outlet Guide Vane (OGV) assembly
- The fan frame
- The radial drive shaft housing
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CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EF G
UPSTREAM
FAN
INLET
CASE
TRAINING MANUAL
DOWNSTREAM
FAN
INLET
CASE
FAN FRAME
FAN CASE
ACTUATOR
BALLSCREW
RADIAL DRIVE
SHAFT HOUSING
FAN OUTLET
GUIDE VANE
FAN FRAME MODULE
CTC-214-040-00
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Page 5
Dec 00
TOC
CFM56-5B
EF G
TRAINING MANUAL
FAN FRAME MODULE (CONTINUED)
The fan inlet case
The fan inlet case
The main purposes of the fan inlet case are to provide :
- attachment of the engine inlet cowl and the support
and transmission of attachment loads from this
point to the fan frame
- fan blade containment
- attachment points for acoustic panels
- an abradable liner for the fan blade tips
- a housing for the OGV assembly
- AGB/TGB mount fittings and links
The fan inlet case is a weldment structure and it is
attached to the fan frame outer front flange with bolts.
The outer surface has flanges and ribs to give more
strength to the case during engine operation and to
provide attachment for equipment brackets.
It also has 2 hoisting points, at the 2 and 10 o’clock
positions, for ground handling purposes, 2 AGB mounts
and various other mounting devices for engine
equipment.
The fan inlet case is made up of two sections :
- The upstream fan inlet case
- The downstream fan inlet case
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CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EF G
DOWNSTREAM
FAN INLET CASE
TRAINING MANUAL
MOUNTING FLANGE
UPSTREAM
FAN INLET CASE
FAN FRAME
OUTER FLANGES
OGV ASSEMBLY
ACOUSTICAL
PANELS
AGB / TGB MOUNT
ABRADABLE LINER
OUTER RIBS
FAN INLET COWL
MOUNTING FLANGE
FAN INLET CASE ASSEMBLY
CTC-214-041-01
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TOC
CFM56-5B
EF G
TRAINING MANUAL
FAN FRAME MODULE (CONTINUED)
The upstream fan inlet case
The upstream fan inlet case is a weldment structure
made of steel alloy.
The case is bolted onto the downstream fan case front
flange.
Its inner surface houses 6 forward acoustic panels, 6 fan
mid acoustic panels and also provides an abradable
shroud which faces the fan blade tips.
The downstream fan inlet case
The downstream inlet case is made of aluminium alloy.
It supports the upstream fan inlet case and is bolted on
the fan frame outer front flange.
Its inner surface houses 12 aft acoustic panels.
The downstream fan inlet case houses the OGV
assembly.
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Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EF G
FAN AFT
FAN
ACOUSTICAL FRAME
PANELS
CASING
ABRADABLE
SHROUD
FAN
FORWARD
ACOUSTICAL
PANELS
TRAINING MANUAL
FAN MID
ACOUSTICAL
PANELS
OUTLET
GUIDE
VANE
FRONT ENGINE
MOUNT
FAN INLET CASE DESIGN
CTC-214-043-01
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Dec 00
TOC
CFM56-5B
EF G
TRAINING MANUAL
FAN FRAME MODULE (CONTINUED)
The Outlet Guide Vane (OGV) assembly
The OGV assembly is housed in the downstream fan
inlet case and its purpose is to direct and smooth the
secondary airflow to increase thrust efficiency. It also
plays a role in noise reduction.
There are 2 unplugged holes on the inner shroud,
between the 3 and 4 o’clock positions, to enable
borescope inspection of the booster vane assemblies.
One is located between the OGV’s at the stage 3 vane
assembly and the other at the stage 5 vane assembly.
The assembly consists of the fan OGV inner shroud and
34 twin vanes, made of composite material with a metallic
leading edge.
The inner shroud rear flange is bolted to the fan frame
and its forward outer surface contains 34 apertures to
allow passage of the vane inner platforms.
The vane inner platforms are axially retained by the inner
face of the fan OGV inner shroud.
The vane outer platforms are bolted to the downstream
fan inlet case.
A splitter fairing, which separates the primary and
secondary airflows, is bolted onto the fan OGV inner
shroud forward flange.
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Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
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-214-044-02
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Page 11
Dec 00
TOC
CFM56-5B
EF G
TRAINING MANUAL
FAN FRAME MODULE (CONTINUED)
The fan frame
The fan frame is the main forward structural component
of the engine. It is a weldment structure made of steel
alloy.
Some of its main purposes are :
- to provide two airflow paths.
- to take up loads from the fan and booster module,
through the No 1 & 2 bearing support, on its front
face.
- to provide mounting for the HPC and to take up the
loads, through the No 3 bearing support, on its
rear face.
- to take up loads from the T/R, through an adaptor
ring, on its rear inner and outer flanges.
- to provide attachment for the rear of the booster, on
its front flange.
- to accommodate the forward engine mounts, on its
rear flange.
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Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EF G
TRAINING MANUAL
THRUST REVERSER
LOAD TAKE-UP
ENGINE FORWARD
MOUNTS
ACTUATOR
BALLSCREW
HPC CASING
MOUNTING
BOOSTER MODULE
ATTACHMENT
No.1 AND No.2
BEARING SUPPORT
LOAD TAKE-UP
No.3 BEARING SUPPORT
LOAD TAKE-UP
FAN FRAME MAIN PURPOSES
CTC-214-045-01
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Dec 00
TOC
CFM56-5B
EF G
TRAINING MANUAL
FAN FRAME MODULE (CONTINUED)
The fan frame
The fan frame is made of concentric rings linked by 12
radial hollow struts that house various equipment and
lines.
It consists of :
- the outer case
- the radial struts
- the mid-box structure
- the center hub
The primary airflow from the booster delivery is ducted to
the HPC between the center hub and the mid-box
structure.
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CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EF G
TRAINING MANUAL
OUTER CASE
SECONDARY
AIRFLOW
RADIAL
STRUTS
CENTER
HUB
PRIMARY
AIRFLOW
FORWARD
LOOKING
AFT
MID-BOX
STRUCTURE
FAN FRAME DESIGN
CTC-214-046-01
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Dec 00
TOC
CFM56-5B
EF G
TRAINING MANUAL
FAN FRAME MODULE (CONTINUED)
The fan frame outer case
On the fan frame outer case surface are :
- 2 ground handling trunnions.
- the Transfer Gearbox (TGB) mounting pad, at the 6
o’clock position.
- the engine data plate, at the 3 o’clock position.
The outer case front flange supports and centers the fan
inlet case. Its rear flange accommodates the thrust
reverser adapter ring.
The inner surface of the outer case is the outer wall of
the secondary airflow and is lined with acoustic panels.
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Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EF G
TRAINING MANUAL
FAN INLET CASE
SECURING FLANGE
T/R ADAPTOR
RING
FRONT HANDLING
TRUNNION
1
TURBOREACTEUR
N˚ C.T. DGAC
DGAC AGREMENT
DE PRODUCTION N˚
N˚ D'ORDRE
CONFIG
CFM56
TURBOFAN
FAA TC N˚
FAA
PRODUCTION C N˚
SERIAL N˚
RATED TO MODEL CONFIGURATION IDENTIFIED BELOW
POUSSEE
POUSSEE
TAKE OFF
MAXI CONT N1
DECOL
MAXI CONT
THRUST
THRUST TRIM
(daN)
(daN)
(lb)
(lb)
IMSP.
CONTR
MFD BY
FAB PAR
COMPLY
ENGINE DATA
PLATE
SERV BUL
TGB
DATE
FAN FRAME OUTER SURFACE
CTC-214-047-01
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Page 17
Dec 00
TOC
CFM56-5B
EF G
TRAINING MANUAL
FAN FRAME MODULE (CONTINUED)
The radial struts
The radial struts give structural strength to the fan frame.
There are 12 hollow struts, numbered 1 to 12 in a
clockwise direction (ALF), where No 1 is at the 12 o’clock
position.
In the primary flowpath, the 12 struts have a narrow,
aerodynamic cross section to reduce drag losses.
In the secondary flowpath, the vertical and horizontal
struts (Nos 1, 4, 7 and 10), have a wider cross section.
All the others have the same narrow cross section as in
the primary airflow.
The hollow radial struts provide passages for the
following equipment :
- The No 1 bearing vibration sensor cable (strut No 4).
- The N1 speed sensor and the forward sump oil drain
(strut No 6).
- The TGB radial drive shaft and scavenge tube (strut
No 7).
- The forward sump oil supply tube (strut No 10).
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Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EF G
TRAINING MANUAL
AFT LOOKING FORWARD
MID BOX STRUCTURE
PRIMARY AIRFLOW
1
SECONDARY AIRFLOW
12
2
N˚ 1 BEARING
VIBRATION SENSOR
CABLE
STRUT
11
3
HUB
4
10
FORWARD
SUMP OIL
SUPPLY TUBE
9
OUTER CASING
5
8
6
7
N1 SPEED SENSOR
AND DRAIN CAVITY
OUTER RADIAL DRIVE
SHAFT HOUSING AND
OIL SCAVENGE TUBE
FAN FRAME RADIAL STRUTS
CTC-214-048-02
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Page 19
Dec 00
TOC
CFM56-5B
EF G
TRAINING MANUAL
FAN FRAME MODULE (CONTINUED)
The mid-box structure
The mid-box structure is located between the primary
and secondary airflows.
The structure incorporates 12 struts extending down to
the center hub outer surface.
The compartments formed between the adjacent struts,
house eleven variable bleed valves (VBV’s) and one
master VBV, which is located between struts 10 and 11.
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Page 20
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EF G
TRAINING MANUAL
STRUT 11
STRUT 10
VBV COMPARTMENTS
SECONDARY
AIRFLOW
PRIMARY
AIRFLOW
AFT
LOOKING
FORWARD
MID-BOX STRUCTURE
MID-BOX STRUCTURE
CTC-214-050-02
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Page 21
Dec 00
TOC
CFM56-5B
EF G
TRAINING MANUAL
FAN FRAME MODULE (CONTINUED)
The mid-box structure (continued)
The front face of the mid-box structure holds the rear
flanges of the booster stator assembly and the OGV
assembly inner shroud.
The rear face holds the HPC forward case, the VBV
hydraulic gear motor and supplies engine mounting.
Slides are installed in the mid-box that direct primary air
to fan duct panels installed between the struts. The
panels have a series of deflectors, to redirect the primary
air into the secondary airflow when the VBV doors are
opened.
When the VBV doors are closed, the primary airflow is
ducted between the mid-box structure and the fan frame
center hub.
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Page 22
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EF G
TRAINING MANUAL
BOOSTER
ASSY
SECONDARY AIR FLOW
FAN DUCT PANEL
MID-BOX
STRUCTURE
SLIDE
HPC CASE
MOUNTING FLANGE
SCOOP
PRIMARY AIR FLOW
VBV DOORS
MID-BOX STRUCTURE
CTC-214-051-01
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Page 23
Dec 00
TOC
CFM56-5B
EF G
TRAINING MANUAL
FAN FRAME MODULE (CONTINUED)
The center hub
The center hub front face has threaded holes for bolts,
which hold the No 1 & 2 bearing support.
The rear face holds the Inlet Gearbox (IGB), No 3
bearing assembly and the rear stationary air/oil seal.
The stationary air/oil seal, together with its pressurization
air supply ring, forms the rear limit of the forward sump.
The center hub has various apertures for the passage of
bleed air.
On its front face, there are 3 air tappings which supply
booster delivery air to the pressurizing air tubes for the
forward stationary air/oil seal.
On its outer wall, there are 4 air tappings which supply
booster delivery air to the mid-sump pressurization seals.
NOTE: On older models, there is a port on its rear face
to supply air for the Rotor Active Clearance Control
(RACC) system, but on newer models this function is no
longer used.
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Page 24
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EF G
BOOSTER AIR TAPPINGS
TO FWD STATIONARY
AIR/OIL SEAL (3)
TRAINING MANUAL
RACC AIR
SUPPLY
(OLD VERSIONS ONLY)
REAR STATIONARY
AIR/OIL SEAL
BOOSTER AIR TAPPINGS
TO MID-SUMP
PRESSURIZATION SEAL (4)
FORWARD STATIONARY
AIR/OIL SEAL
FAN FRAME CENTER HUB
CTC-214-052-01
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Page 25
Dec 00
TOC
CFM56-5B
EF G
TRAINING MANUAL
FAN FRAME MODULE (CONTINUED)
The radial drive shaft housing
Strut No 7, at the 6 o’clock position, contains both the
forward sump scavenge tube and the Radial Drive Shaft
(RDS) housing.
The RDS housing is a two piece assembly, made up of
inner and outer housings, that is installed alongside the
oil scavenge tube.
The inner and outer housings are tubes fitted together
with O-rings.
The inner housing has a rabbet diameter, which is
bonded to the strut and must be heated in order to
remove it from the strut.
The RDS is the mechanical rotating link between the Inlet
Gearbox (IGB) and the Transfer Gearbox (TGB).
At the shaft’s center there is a mid-length roller bearing.
The outer race of the bearing is brazed to the inside of
the outer housing.
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Page 26
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EF G
TRAINING MANUAL
RADIAL DRIVE
SHAFT
SHAFT MID-LENGTH
ROLLER BEARING
INNER RADIAL DRIVE
SHAFT HOUSING
FAN FRAME
THICK STRUT
(6 O'CLOCK)
OIL SCAVENGE
TUBE
OUTER RADIAL
SHAFT HOUSING
RADIAL DRIVE SHAFT HOUSING
CTC-214-053-00
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Page 27
Dec 00
TOC
CFM56-5B
EF G
TRAINING MANUAL
THIS PAGE INTENTIONALLY LEFT BLANK
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Page 28
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
CORE ENGINE MAJOR MODULE
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Page 1
Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
CORE ENGINE MAJOR MODULE
The core engine is a high pressure, high speed, gas
generator that produces the power to drive the engine.
Fan discharge air is compressed in the High Pressure
Compressor (HPC), heated and expanded in the
combustion chamber. It is then directed by the High
Pressure Turbine (HPT) nozzles onto the HPT rotor.
Energy not extracted from the gas stream by the HPT
rotor is used to drive the Low Pressure Turbine (LPT), fan
rotors and booster.
The forward end of the core is supported by the No 3 ball
and roller bearings, located in the fan frame.
The aft end is supported by the No 4 roller bearing,
located in the HPT rotor rear shaft.
EFFECTIVITY
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The core engine consists of the following :
The HPC.
- HPC rotor.
- HPC front stator.
- HPC rear stator.
The combustion section.
- Combustor casing.
- Combustion chamber.
The HPT.
- HPT nozzle.
- HPT rotor.
- HPT shroud & Stage 1 LPT nozzle.
72-00-02
BASIC ENGINE
Page 2
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
COMBUSTION
CASE
HIGH PRESSURE
COMPRESSOR STATOR
COMBUSTOR
HIGH PRESSURE
TURBINE NOZZLES
FUEL NOZZLES
HPC STATOR
HIGH PRESSURE
TURBINE SHROUDS
STAGE 1 LPT
NOZZLES
HIGH PRESSURE
COMPRESSOR ROTOR
#3 BEARING
#4 BEARING
HPC
ROTOR
HIGH PRESSURE
TURBINE ROTOR
AIR DUCT
CORE ENGINE MAJOR MODULE
CTC-214-071-01
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Page 3
Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
THIS PAGE INTENTIONALLY LEFT BLANK
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Page 4
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
HIGH PRESSURE COMPRESSOR
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Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
THE HIGH PRESSURE COMPRESSOR (HPC)
The HPC is a 9-stage compressor and its main purpose is
to increase the pressure of the air as it passes from stage
to stage, to supply the combustor section.
The HPC also has pipe connections that duct 4th, 5th, and
9th stage bleed air for both engine and aircraft use.
The HPC is mounted between the fan frame and the
combustor case.
It consists of the following modules :
- The compressor rotor
- The compressor front stator
- The compressor rear stator
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CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
HIGH PRESSURE
COMPRESSOR FRONT STATOR
HIGH PRESSURE COMPRESSOR
REAR STATOR
HIGH PRESSURE
COMPRESSOR ROTOR
4th. STAGE
BLEED AIR
5th. STAGE
BLEED AIR
9th. STAGE
BLEED AIR
HP COMPRESSOR SECTION
CTC-214-072-01
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Page 3
Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
THIS PAGE INTENTIONALLY LEFT BLANK
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Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
COMPRESSOR ROTOR
EFFECTIVITY
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Page 1
Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
THE HIGH PRESSURE COMPRESSOR
The compressor rotor
The compressor rotor increases the velocity of fan booster
discharge air, which is pressurized by the stator before
entering the combustion section.
It is housed in the compressor case and the rotor front end
is supported by the No 3 bearing.
Its rear end is bolted to the HPT front shaft, through the
rear rotating (CDP) air seal.
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Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
REAR ROTATING
(CDP) AIR SEAL
FRONT SHAFT
SUPPORTED BY
THE No.3 BEARING
HPT
FRONT SHAFT
HP COMPRESSOR ROTOR
CTC-214-073-01
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Page 3
Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
THE HIGH PRESSURE COMPRESSOR (CONTINUED)
The compressor rotor (continued)
The HPC rotor is a 9-stage, axial flow, high speed, spooldisk structure.
The rotor has 5 major parts :
- The rotor shaft
- The stage 1-2 spool
- The stage 3 disk
- The stage 4-9 spool
- The rear rotating (CDP) air seal
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Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
STAGE 4-9 SPOOL
REAR ROTATING
(CDP) AIR SEAL
STAGE 3
DISK
STAGE 1
BLADES
ROTOR
SHAFT
STAGE 9
BLADES
STAGE 1-2 SPOOL
CTC-214-074-01
HP COMPRESSOR ROTOR DESIGN
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Page 5
Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
THE HIGH PRESSURE COMPRESSOR (CONTINUED)
The compressor rotor (continued)
The rotor shaft, disk and spools connect at a single bolted
joint to form a smooth, rigid unit.
The flange of the HPC rotor shaft is bolted between the
1-2 spool and the stage 3 disk.
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Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
STAGE 1-2 SPOOL
STAGE 4-9 SPOOL
STAGE 3 DISK
HPC ROTOR SHAFT
REAR ROTATING
(CDP) AIR SEAL
THE COMPRESSOR ROTOR
CTC-214-075-01
EFFECTIVITY
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72-31-00
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Page 7
Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
THE HIGH PRESSURE COMPRESSOR (CONTINUED)
The rotor shaft
The rotor shaft is the forward support for the HPC.
It is made of titanium alloy.
The shaft is splined and attached to the IGB horizontal
bevel gear by a coupling nut. The IGB contains the thrust
bearing for the core engine.
The shaft forward end is threaded and has 2 machined
slots for installation of a retaining ring to provide locking
to the coupling nut.
The shaft also has 2 pilot lands to center the IGB bevel
gear.
The shaft has holes machined at the rear to allow booster
air to pass for internal cooling.
EFFECTIVITY
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Page 8
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
SEATING
SHOULDER
COOLING AIR HOLE
SPLINES
LOCKING
SLOTS
PILOT
LANDS
THREADS
HPC ROTOR SHAFT DESIGN
CTC-214-076-01
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Page 9
Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
THE HIGH PRESSURE COMPRESSOR (CONTINUED)
The stage 1-2 spool
The stage 1-2 spool is cantilever mounted on the front
face of the rotor shaft flange.
The spool is a titanium alloy forging and is assembled by
inertia welding.
There are inter-stage labyrinth seals machined on the
spool, which face abradable structures on the stator
assembly in order to optimize flow path sealing and HPC
performance.
The spool has individual axial slots for blade installation :
- Stage 1 has 38 blades
- Stage 2 has 53 blades.
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Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
STAGE 1-2 SPOOL
MOUNTING
FLANGE
STAGE 1-2 SPOOL
INTER-STAGE
LABYRINTH SEALS
INTER-STAGE
LABYRINTH
HPC ROTOR
SHAFT
STAGE 1
STAGE 2
HPC STAGE 1-2 SPOOL
CTC-214-077-01
EFFECTIVITY
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Page 11
Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
THE HIGH PRESSURE COMPRESSOR (CONTINUED)
The stage 3 disk
The stage 3 disk mates with the rotor shaft flange and
supports the stage 4-9 spool.
It is made of titanium alloy.
Its outer rim has individual axial dovetail slots for blade
installation.
There are 60 blades.
Retainer hooks are machined on either side of the disk to
provide a slot for the installation of split-ring type blade
retainers.
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Page 12
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
DOVETAIL SLOT
RETAINER
HOOKS
RETAINER HOOKS
DISK
BORE
DISK
WEB
MATING
SURFACES
HPC STAGE 3 DISK
CTC-214-078-00
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Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
THE HIGH PRESSURE COMPRESSOR (CONTINUED)
The stage 3 disk (continued)
Blade retention
The front spool and disk blade retention system is similar
for all three stages.
The blades all have dovetail roots that slide into
individual dovetail slots.
The blades are held in place by a ring blade retainer that
engages into retainer slots.
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Page 14
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
HPC STAGE 1
TRAINING MANUAL
HPC STAGE 2
STAGE 2
RING RETAINER
STAGE 3
RING
RETAINER
STAGE 1
RING RETAINER
HPC STAGE 3
STAGE 3 RING RETAINER
CTC-214-079-00
HPC FRONT SPOOL BLADE RETENTION SYSTEM
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Page 15
Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
THE HIGH PRESSURE COMPRESSOR (CONTINUED)
The stage 4-9 spool
The HPC stage 4-9 spool is bolted onto the stage 3 disk
rear face and its aft flange accommodates the rear
rotating air seal disk.
It is made from a nickel alloy.
There are a series of labyrinth seal teeth on the spool
outer structure, between each stage, which face an
abradable structure on the stator assembly.
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Page 16
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
AIR
SEAL DISK
STAGE 4-9
SPOOL
STAGE 3 DISK
AIR
SEAL DISK
STAGE 4-9 SPOOL
HPC STAGE 4-9 SPOOL
CTC-214-080-01
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Page 17
Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
THE HIGH PRESSURE COMPRESSOR (CONTINUED)
The stage 4-9 spool (continued)
The outer surface of the 4-9 spool has 6 circumferential
dovetail grooves for installation of the blades.
Each groove has:
- a loading slot for blade installation.
- 2 slots for the installation of locking lugs used to
immobilize the blades.
For balancing purposes, the position of the locking lugs is
shifted between stages :
- stages 4 and 5
180° apart.
- stages 5 and 6
60° apart.
- stages 6 and 7
180° apart.
- stages 7 and 8
60° apart.
- stages 8 and 9
180° apart.
2 seal wires are installed forward and aft of the groove
and make contact with the underside of the blade
platforms at installation.
These seal wires ensure flow path sealing.
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Page 18
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
DETAIL
STAGE 4 TO 9 HPC BLADES
A
PLATFORM
CUT-OUT
A
BLADE
LOCKING
LUGS
SEAL WIRES
BLADE
LOADING
SLOT
CTC-214-081-00
HPC REAR SPOOL BLADE RETENTION SYSTEM
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Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
THE HIGH PRESSURE COMPRESSOR (CONTINUED)
The stage 4-9 spool (continued)
The stage 4-9 blades fit into the circumferential dovetail
grooves on the spool :
- Stage 4 has 68 blades
- Stage 5 has 75 blades
- Stages 6 & 7 have 82 blades
- Stage 8 has 80 blades
- Stage 9 has 76 blades
The blade tips are machined to reduce contact surface
rubbing (squealer tip).
Their platforms can be either wide or narrow to adjust
circumferential clearance.
On each stage there are 4 blades, which have cut-outs on
their platforms to accommodate the blade locking lugs.
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Page 20
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
STANDARD
BLADE
LOCKING BLADE
(NOTCH ON
CONVEX PLATFORM)
BLADE
LOCK
LOCKING BLADE
(NOTCH ON CONCAVE
PLATFORM)
CTC-214-082-00
INSTALLATION OF THE LOCKING BLADES AND BLADE LOCKS
EFFECTIVITY
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Page 21
Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
THE HIGH PRESSURE COMPRESSOR (CONTINUED)
Rotor blades design
All the blades are squealer tip types and stage 1 blades
have an integral stiffener.
Stage 1-3 blades are made of titanium alloy.
Stage 4-9 blades are made of nickel alloy.
The upper portion of the airfoil is coated with tungsten
carbide, on its concave side, to limit erosion.
The blade roots have an aluminum bronze (Al-Br) coating
on their mating faces.
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Page 22
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
FILLET
RADIUS
SQUEALER TIP
TUNGSTEN
CARBIDE
COATING
(CONCAVE
SIDE ONLY)
STIFFENER
TUNGSTEN
CARBIDE
EROSION
COATING
(CONCAVE
SIDE ONLY)
TUNGSTEN
CARBIDE
COATING
(CONCAVE
SIDE ONLY)
AL-BR COATING
AL-BR COATING
RTV
IDENT
NUMBER
IDENT
NUMBER
STAGE 1
RTV
STAGE 2-3
IDENT
NUMBER
COLLOIDAL
GRAPHITE
(2 PLACES)
STAGE 4 TO 9
ROTOR BLADES DESIGN
CTC-214-083-01
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Page 23
Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
THE HIGH PRESSURE COMPRESSOR (CONTINUED)
The rear rotating air seal
The compressor rotor rear rotating (CDP) air seal is a
one-piece nickel alloy forged part, with abrasive
protection-coated labyrinth seal teeth.
The CDP seal is attached to the aft flange of the stage 4-9
spool by a tight-fitting rabbeted diameter.
The seal is axially clamped by the bolts and nuts which
hold the forward flange of the HPT shaft to the
compressor.
Its outer rim has labyrinth teeth to control CDP air supply
to a downstream compartment for HP rotor axial
balancing.
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Page 24
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
HPC SPOOL
STAGE 4-9
TRAINING MANUAL
HP TURBINE
SHAFT FRONT
FLANGE
SEAL TEETH
SEAL TEETH
HPC REAR ROTATING
(CDP) AIR SEAL
HPC REAR ROTATING AIR SEAL
CTC-214-084-01
EFFECTIVITY
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Page 25
Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
THIS PAGE INTENTIONALLY LEFT BLANK
EFFECTIVITY
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72-31-00
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Page 26
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
COMPRESSOR FRONT STATOR
EFFECTIVITY
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Page 1
Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
THE HIGH PRESSURE COMPRESSOR (CONTINUED)
The front stator
The compressor stator changes the air velocity produced
by the rotor into pressure.
The front case forms the load carrying structure between
the fan frame and the combustion case.
The front case is made up of two halves with horizontal
split-line flanges that are machined as a matched set from
a steel forging.
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Page 2
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
FAN FRAME
COMBUSTOR
CASE
HPC STATOR
CASE
HPC FRONT STATOR LOCATION
CTC-214-085-00
EFFECTIVITY
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Page 3
Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
THE HIGH PRESSURE COMPRESSOR (CONTINUED)
The front stator (continued)
The HPC front stator is constructed with an upper case
and a lower case.
The front stator assembly consists of :
- the stator case halves
- the inlet guide vanes (IGV)
- the variable stator vanes (VSV), stages 1, 2 and 3
- the fixed stator vanes stages 4 and 5
- the VSV actuation system
The inner surface is machined to provide a smooth air
flowpath through stages 1 to 5.
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Page 4
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
VARIABLE STATOR
STAGES
TRAINING MANUAL
UPPER CASE
VSV ACTUATOR
FIXED STATOR STAGES
SPLIT LINE
LOWER CASE
VSV ACTUATOR
INLET GUIDE VANES
HPC FRONT STATOR DESIGN
CTC-214-086-00
EFFECTIVITY
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Page 5
Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
THE HIGH PRESSURE COMPRESSOR (CONTINUED)
The front stator case
The upper and lower cases of the HPC front stator are
bolted together.
They have ports at the 4th and 5th stages to accommodate
pipes that supply bleed air for both engine and aircraft
use.
Bleed air from the 4th stage is extracted for High Pressure
Turbine (HPT) cooling and clearance control and for Low
Pressure Turbine (LPT) cooling.
Bleed air from the 5th stage ports is for the use of the
customer.
There are also a series of plugged ports alongside the
casing, at approximately the 5 o’clock position, for
borescope inspection of the rotor blades (one port per
stage) and the 2 stator vanes adjacent to the port.
The outer case has individual raised bosses at the IGV
and stages 1, 2 and 3. The outer case is thin to save
weight, so the bosses add extra depth to accommodate
the variable vane trunnions.
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Page 6
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
UPPER
CASE
HPC FRONT
STATOR ASSY
BLEED PORTS
AIR INLET
HPC
DISCHARGE
BORESCOPE
PORTS
CUSTOMER
BLEED
BORESCOPE
PORTS
HPC ROTOR
ASSY
LOWER CASE
HPC FRONT STATOR DESIGN
CTC-214-087-01
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Page 7
Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
THE HIGH PRESSURE COMPRESSOR (CONTINUED)
Variable stator vane stages outer end connection.
The IGV and stages 1, 2 and 3 are variable vanes
installed individually through the HPC front case.
The vanes are made of a steel alloy.
The vane’s outer trunnion passes through the bosses in
the outer case.
Its radial position is adjusted by an inner washer and the
upper pivot is protected by an outer bushing.
It is then connected to a lever arm and secured by a
washer and nut. The lever arm connects to actuation rings
around the outer surface of the front case.
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Page 8
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
NUT
OUTER WASHER
LEVER ARM
OUTER
BUSHING
ACTUATION
RING
STATOR CASE
IGV
TRUNNION
INNER WASHER
STG 1
STG 2
VANE
VSV UPPER END CONNECTION
CTC-214-088-00
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Page 9
Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
THE HIGH PRESSURE COMPRESSOR (CONTINUED)
Variable stator vane stages inner end connection
All stages of vanes have a shroud on their inner diameter.
There are 2 IGV shroud segments, the upper and the
lower, which can be separated into forward and aft
halves.
The forward and aft IGV shroud sections are a matched
set bolted together to form a segment.
The inner end of the inlet guide vane fits into an inner
trunnion bushing installed in holes in the shroud
segments.
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Page 10
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
IGV
INNER END
INNER TRUNNION
BUSHING
BOLT
NUT
AFT
SECTION
FORWARD
SECTION
UPPER SHROUD HALVES
CTC-214-089-01
INLET GUIDE VANE INNER END CONNECTION
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Page 11
Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
THE HIGH PRESSURE COMPRESSOR (CONTINUED)
Variable stator vane stages inner end connection
Stages 1, 2 and 3 vanes are mounted in a similar way to
the IGV’s, but the shroud segments are smaller.
Stages 1 and 2 hold seven vanes each and stage 3 holds
eight vanes.
Two bushings fitted at the outer ends of the segments
have a small cutout to allow insertion of headed pins,
which lock the shroud segments in position.
At the pins location, the vanes have a machined slot on
their inner pivot which allows their rotation and also pin
insertion.
The bushings and pins are held in place by the
installation of a honeycomb seal, which slides into slots
machined on the shroud.
The honeycomb seals face the rotor teeth to make
interstage seals that prevent air leakage from the
flowpath.
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Page 12
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
VANE
HEADED PINS
SHROUD
HEADED PIN
INNER BUSHING
INNER
BUSHINGS
SEAL
CTC-214-090-00
VSV SHROUD SEGMENTS INSTALLATION
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Page 13
Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
THE HIGH PRESSURE COMPRESSOR (CONTINUED)
Fixed stator vane stages 4 and 5
There are 2 circumferential grooves machined inside the
front stator case to accommodate stator vane sectors at
stages 4 and 5.
The stage 4 sectors have 9 vanes.
The stage 5 sectors have 8 vanes.
The vanes are made of a steel alloy.
The stator vane sectors slide into the circumferential
grooves on their outer platform rail with segment guides.
The sectors inner platform rail accommodates a
honeycomb shroud, which faces labyrinth seal teeth to
prevent air leakage from the flowpath.
Slots are machined at the end of the circumferential
grooves to accommodate an anti-rotation stop for sector
retention.
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Page 14
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
SHROUD
OUTER
PLATFORM
RAIL
STATOR VANE
SECTOR
VANES
SEGMENT
GUIDES
INNER
PLATFORM
RAIL
TRAILING EDGE
BRAZED JOINTS
SEAL SLOTS
STAGE 5
ANTI-ROTATION
STOP
CTC-214-091-01
HPC VANE SECTOR INSTALLATION
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Page 15
Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
THE HIGH PRESSURE COMPRESSOR (CONTINUED)
The VSV actuation system
Actuation of the variable vanes is achieved through
hydro-mechanically actuated bellcrank assemblies.
The bellcrank assemblies are installed on the front
compressor stator at the 2 and 8 o’clock positions.
Fixed links, which are bolted to upper and lower actuation
rings, form the connection to the bellcrank assemblies.
The upper and lower actuation rings are connected to the
lever arms on the variable vanes.
A guide installed on the actuation rings makes contact
with a polished surface on the stator case and ensures a
smooth gliding action of the rings movement.
Fuel pressures from the Hydromechanical Unit (HMU)
operate the hydraulic actuators on command from the
Electronic Control Unit (ECU).
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Page 16
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
THREADED
BUSHING
LEVER ARM
VSV ACTUATOR
BOLT
GUIDE
HEADED
PIN
UPPER
ACTUATION
RING
ECU
CONNECTING
LINK
LOWER
ACTUATION
RING
HMU
BUSHING
STRAIGHT
PIN
THREADED
HOLES
ACTUATION
RING
VSV ACTUATOR
BELLCRANK
ASSEMBLIES
VSV ACTUATION SYSTEM
CTC-214-092-01
EFFECTIVITY
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Page 17
Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
THIS PAGE INTENTIONALLY LEFT BLANK
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Page 18
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
COMPRESSOR REAR STATOR
EFFECTIVITY
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72-33-00
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Page 1
Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
THE HIGH PRESSURE COMPRESSOR (CONTINUED)
The rear stator
The HPC rear stator plays a role in increasing the air
pressure delivered to the combustion section.
The rear stator houses three fixed vanes stages 6-8 and
is installed inside the front stator casing.
The HPC fixed vane stage 9 is part of the combustion
case.
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Page 2
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
COMBUSTOR CASE
HPC FRONT
STATOR CASING
STAGE 9
HPC REAR STATOR
CASING STAGE 6-8
REAR STATOR LOCATION
CTC-214-093-01
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Page 3
Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
THE HIGH PRESSURE COMPRESSOR (CONTINUED)
The rear stator (continued)
The rear stator aft flange is cantilever mounted on the
inner flange of the rear stator support.
The rear stator support outer flange is installed between
the front stator and the combustor case.
All flanges are close tolerance rabbeted diameters and
are bolted to make a strong assembly.
The forward end of the rear stator assembly is held
radially by a pilot diameter at stage 5 of the front stator
case. This gives accurate concentricity between the front
and rear stator case assemblies.
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Page 4
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
RABBETED DIAMETER
REAR STATOR
SUPPORT
PILOT DIAMETER
STAGE 6
VANE SLOT
CTC-214-094-01
HPC REAR STATOR INSTALLATION
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72-33-00
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Page 5
Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
THE HIGH PRESSURE COMPRESSOR (CONTINUED)
The rear stator (continued)
The rear stator case is made up of two halves bolted
together at their 3 and 9 o’clock split-line flanges.
The casing halves are a matched set machined from a
zinc-nickel-cobalt alloy forging.
The casings have internal machined circumferential slots
that hold the fixed vanes of stages 6, 7 and 8.
The vanes are assembled into segments and each stage
has 10 segments.
Each casing half is equipped with an anti-rotation stop,
which keeps the segments in position.
All stages of vanes have a honeycomb shroud on their
inner diameter that faces rotor seal teeth to make interstage air seals.
The casing has borescope ports for inspection of internal
areas.
EFFECTIVITY
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72-33-00
BASIC ENGINE
Page 6
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
VANE SEGMENT
ANTI-ROTATION
STOP
STAGE 6
STAGE 7
STAGE 8
BORESCOPE
PORTS
SPLIT FLANGE
SPLIT FLANGE
HPC REAR STATOR ASSEMBLY
CTC-214-095-02
EFFECTIVITY
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72-33-00
BASIC ENGINE
Page 7
Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
THE HIGH PRESSURE COMPRESSOR (CONTINUED)
Borescope ports
There are 9 plugged borescope ports on the lower stator
case, at approximately the 5 o’clock position, and they are
numbered S1 thru S9, where S1 is the most forward.
S7, S8 and S9 plugs have a particular design. They are
double plugs.
The inner thread engages the HPC rear stator case, while
the outer thread is tightened on the HPC case.
A spring-loaded system enables the outer plug to drive
the inner plug.
Both the inner and outer plugs have specific torque
values.
EFFECTIVITY
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72-33-00
BASIC ENGINE
Page 8
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
S6
S5
FWD
TRAINING MANUAL
S4
S3
S2
S1
TOP VERTICAL
S9
S1 TO S9
S8
AFT LOOKING FORWARD
S7
S6 BORESCOPE PLUG
( S1 TO S6 )
S9 BORESCOPE PLUG ASSEMBLY
( S7 TO S9 )
S7
S9 S8
S6
S5
S4
S3
S2
S1
HPC BORESCOPE PORTS
CTC-214-096-02
EFFECTIVITY
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72-33-00
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Page 9
Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
THIS PAGE INTENTIONALLY LEFT BLANK
EFFECTIVITY
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72-33-00
BASIC ENGINE
Page 10
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
COMBUSTION SECTION
EFFECTIVITY
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Page 1
Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
THE COMBUSTION SECTION
The combustion section is located between the High
Pressure Compressor (HPC) and the Low Pressure
Turbine (LPT).
Air from the HPC is mixed with fuel, supplied by 20 fuel
nozzles.
During the starting sequence, or when required, the
mixture is ignited by 2 igniter plugs, in order to produce
the necessary energy to drive the turbine rotors. Residual
energy is converted into thrust.
The combustion section also supplies HPC 9th stage
bleed air for both aircraft and engine use.
EFFECTIVITY
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Page 2
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
FUEL NOZZLE x20
IGNITER PLUGS x2
LPT
STATOR
9TH STAGE BLEED AIR
ENERGY
HIGH PRESSURE
COMPRESSOR
ANNULAR
COMBUSTION
CHAMBER
HIGH PRESSURE
TURBINE
COMBUSTOR DESIGN
CTC-214-097-01
EFFECTIVITY
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72-40-00
BASIC ENGINE
Page 3
Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
THE COMBUSTION SECTION (CONTINUED)
The front face of the combustor is attached to the rear of
the HPC.
Its rear face is bolted onto the LPT module front flange.
The rear part of the combustor houses the High Pressure
Turbine (HPT) module and stage 1 LPT nozzle.
The combustion section consists of :
- the combustion case
- the combustion chamber
EFFECTIVITY
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72-40-00
BASIC ENGINE
Page 4
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
COMBUSTION
CASE
COMBUSTION CASE
REAR FLANGE
COMBUSTION CASE
FRONT FLANGE
HP TURBINE
SECTION
COMBUSTION
CHAMBER
COMBUSTOR INTERFACES
CTC-214-098-01
EFFECTIVITY
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72-40-00
BASIC ENGINE
Page 5
Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
THIS PAGE INTENTIONALLY LEFT BLANK
EFFECTIVITY
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72-40-00
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Page 6
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
COMBUSTION CASE
EFFECTIVITY
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CFMI PROPRIETARY INFORMATION
72-41-00
BASIC ENGINE
Page 1
Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
THE COMBUSTION SECTION (CONTINUED)
The combustion case
The combustion case provides the structural interface
between the HPC, the combustor and the LPT and
transmits the engine axial loads.
It provides 9th stage bleed air for both engine and aircraft
use.
It incorporates the compressor Outlet Guide Vanes (OGV)
and a diffuser, which slows down HPC airflow prior to
delivering it into the combustion area, thus improving
combustion efficiency.
The combustion case features :
- a series of ports for borescope inspection.
- mounting pads for fuel nozzles, pressure and
temperature sensors and igniter plugs.
- mounting pads for air bleed for the customer, starting,
clearance control and turbine cooling systems.
EFFECTIVITY
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72-41-00
BASIC ENGINE
Page 2
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
COOLING AIR
TO HPT SHROUD
BORESCOPE
BOSSES (4)
AFT FLANGE
DIFFUSER
FUEL NOZZLE
PAD (20)
PS3 PAD (1)
OUTLET GUIDE
VANES
BORESCOPE
BOSSES (2)
COOLING AIR
TO LPT STAGE 1
IGNITER BOSS
9TH STAGE BLEED AIR
COMBUSTION CASE DESIGN
CTC-214-099-01
EFFECTIVITY
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72-41-00
BASIC ENGINE
Page 3
Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
THE COMBUSTION SECTION (CONTINUED)
The combustion case (continued)
The combustion case is a weldment structure.
The mounting pads accommodate 20 fuel nozzles around
the outer surface and 2 igniters, which are at the 4 and 8
o’clock positions.
The fuel nozzles are supplied by the following equipment,
which is attached to the case :
- a fuel supply manifold (Y-tubes).
- 4 fuel manifold halves.
The combustion case also has :
- 6 borescope ports.
- 4 customer bleed ports.
- 4 ports for LPT stage 1 cooling.
- 3 ports for HPT clearance control air, 1 for source air
and 2 for the introduction of air to the shrouds.
- 2 ports for start bleed, 1 for source and 1 for
introduction (not shown).
EFFECTIVITY
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72-41-00
BASIC ENGINE
Page 4
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
HPT SHROUD AIR
CLERANCE CONTROL (2)
BORESCOPE
BOSS (4)
FUEL NOZZLE
PAD (20)
BORESCOPE
BOSS (2)
CUSTOMER
BLEED (4)
IGNITER BOSS (2)
LTP STAGE 1
COOLING AIR (4)
FUEL NOZZLES (20) AND MANIFOLDS
CTC-214-100-02
COMBUSTOR CASE NOZZLES AND PADS
EFFECTIVITY
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Page 5
Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
THIS PAGE INTENTIONALLY LEFT BLANK
EFFECTIVITY
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72-41-00
BASIC ENGINE
Page 6
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
COMBUSTION CHAMBER
EFFECTIVITY
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CFMI PROPRIETARY INFORMATION
72-42-00
BASIC ENGINE
Page 1
Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
THE COMBUSTION SECTION (CONTINUED)
The combustion chamber
The swirl nozzles and dome
The combustion chamber is a short annular structure
housed in the combustion case.
The dome is made of both cast and machined
components.
It is installed between the HPC stator stage 9 and the
HPT nozzle.
It is bolted at its inner and outer ends to the liners and
cowls.
The swirl nozzles and the liners, which provide additional
combustion and cooling air, produce an efficient fuel/air
mixture providing a uniform combustion pattern and low
thermal stresses.
The dome contains the spectacle plate, which supports
20 primary swirl nozzles, 20 secondary swirl nozzles,
sleeves and deflectors.
The swirl nozzles, sleeves and deflectors mix air and fuel.
It consists of :
- the swirl fuel nozzles and deflectors (the dome)
- the outer and inner cowls
- the outer and inner liners
EFFECTIVITY
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The surface of the dome is cooled by a layer of air from
the HPC discharge (CDP) airflow.
72-42-00
BASIC ENGINE
Page 2
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
OUTER LINER
HPT NOZZLE
OUTER COWL
SPECTACLE
PLATE
SLEEVE
PRIMARY SWIRL
NOZZLE
INNER LINER
DEFLECTOR
HPC STATOR
STAGE 9
SECONDARY
SWIRL NOZZLE
INNER COWL
COMBUSTION CHAMBER
CTC-214-101-02
EFFECTIVITY
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72-42-00
BASIC ENGINE
Page 3
Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
THE COMBUSTION SECTION (CONTINUED)
The outer and inner cowls
The outer and inner liners
The outer and inner cowls form the front end of the
combustor and are designed to give a constant and stable
airflow to the combustion chamber.
The outer and inner liners are of an integral design with
overhung panels which contain closely spaced holes for
cooling purposes. To lower turbine inlet gas temperature,
the liners also have dilution holes, which produce
additional combustion and cooling air.
They are made from a nickel-chrome alloy and are
attached to the forward end of the outer and inner liners
and the dome by 80 bolts, which are tack welded at their
heads.
The tack weld must be carefully ground off in order to
remove the bolts and separate the cowls from the liners
and dome.
Both inner and outer liners have a thermal barrier coating
on their inner surfaces.
The outer liner has 2 ferrules for installation of the spark
igniters and locator ridges* to ensure correct alignment
with the combustion case.
*Note : There is only one locator ridge on recent engines
at the top vertical centerline position, but earlier versions
have three, 120° apart.
EFFECTIVITY
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72-42-00
BASIC ENGINE
Page 4
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
OUTER LINER
OUTER LINER
COOLING
HOLES
INNER COWL
SWIRL
NOZZLE
INNER LINER
INNER
LINER
OUTER
COWL
DILUTION
HOLES
LOCATOR RIDGE
IGNITER FERRULE
(2 LOCATIONS)
OUTER
COWL
CTC-214-103-01
INNER
COWL
OUTER AND INNER COWLS AND LINERS
EFFECTIVITY
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Page 5
Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
THE COMBUSTION SECTION (CONTINUED)
Outer and inner liners rear mounting.
The inner liner rear flange is bolted to the High Pressure
Turbine (HPT) forward inner nozzle support.
The outer liner rear mounting flange is S-shaped and has
a rabbeted diameter, which is pinched between the HPT
nozzle vane outer platform and the combustion chamber
outer casing. This allows for thermal expansion of the
combustion chamber.
EFFECTIVITY
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72-42-00
BASIC ENGINE
Page 6
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
OUTER LINER
"S" SHAPED MOUNTING
FLANGE
COMBUSTION
CHAMBER
LOCATOR
RIDGE
FUEL NOZZLE
LUG RING
AFT SEAL
HPT NOZZLE
INNER LINER
MOUNTING FLANGE
HPT FORWARD INNER
NOZZLE SUPPORT
CTC-214-105-01
OUTER AND INNER LINERS REAR MOUNTING
EFFECTIVITY
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CFMI PROPRIETARY INFORMATION
72-42-00
BASIC ENGINE
Page 7
Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
THE COMBUSTION SECTION (CONTINUED)
Borescope ports
There are 4 plugged borescope ports (S12, S13, S14,
S15) around the combustion case, which enable
inspection of the combustion chamber.
Two other ports are available, using the spark igniter
ports S10 and S11, which can also be used to inspect the
High Pressure Turbine (HPT) blades.
EFFECTIVITY
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72-42-00
BASIC ENGINE
Page 8
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
BORESCOPE PORT
LOCATIONS (ALF)
S12
S15
S13
COMBUSTION CASE
S10
IGNITER
S11
IGNITER
S14
FWD
BORESCOPE PLUG
S12, S13, S14, S15
CTC-214-106-02
IGNITER (S10, S11)
COMBUSTION CASE BORESCOPE PORTS
EFFECTIVITY
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Page 9
Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
THIS PAGE INTENTIONALLY LEFT BLANK
EFFECTIVITY
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72-42-00
BASIC ENGINE
Page 10
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
HIGH PRESSURE TURBINE
EFFECTIVITY
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CFMI PROPRIETARY INFORMATION
72-50-00
BASIC ENGINE
Page 1
Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
THE HIGH PRESSURE TURBINE (HPT)
The HPT converts the kinetic energy of gasses from the
combustion chamber into torque to drive the HPC.
It is housed in the combustion case and is a single-stage
air cooled assembly that consists of :
- the HPT nozzle
- the HPT rotor
- the HPT shroud and stage 1 LPT nozzle
EFFECTIVITY
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72-50-00
BASIC ENGINE
Page 2
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
COMBUSTOR CASE
STAGE 1
LPT NOZZLE
HPT ROTOR
HPT NOZZLE
HPT SHROUD
THE HIGH PRESSURE TURBINE
CTC-214-107-02
EFFECTIVITY
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CFMI PROPRIETARY INFORMATION
72-50-00
BASIC ENGINE
Page 3
Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
THIS PAGE INTENTIONALLY LEFT BLANK
EFFECTIVITY
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72-50-00
BASIC ENGINE
Page 4
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
HIGH PRESSURE TURBINE NOZZLE
EFFECTIVITY
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CFMI PROPRIETARY INFORMATION
72-51-00
BASIC ENGINE
Page 1
Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
THE HIGH PRESSURE TURBINE
The HPT nozzle
The HPT nozzle directs the gas flow from the combustion
chamber onto the blades of the HPT rotor at an angle that
will give the greatest performance during all operating
conditions.
The HPT nozzle consists of :
- 21 nozzle segments of 2 vanes each
- the forward and aft inner supports
- the aft outer stationary seal
EFFECTIVITY
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72-51-00
BASIC ENGINE
Page 2
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
HPT NOZZLE
X 21
AFT INNER
SUPPORT
BOLT SHIELD
FWD INNER SUPPORT
OUTER STATIONARY
SEAL
CTC-214-108-00
HIGH PRESSURE TURBINE NOZZLE ASSEMBLY
EFFECTIVITY
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72-51-00
BASIC ENGINE
Page 3
Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
THE HIGH PRESSURE TURBINE (CONTINUED)
The nozzle segments
The 21 HPT nozzle segments are assemblies made up of
2 vanes brazed onto inner and outer platforms.
Each vane is a cast shell divided into forward and aft
cooling compartments by an inner rib.
The vanes and platforms are cooled by CDP air, which
enters the vane compartments through inserts in the inner
and outer ends of the vanes.
The air exits through holes in the vane’s leading edge
and slots in the trailing edge.
The nozzle inner and outer platform sides have metal
seals, held in place by grease at installation, to prevent
air leakage.
The forward inner and outer platform seals are pushed
against the combustion case inner and outer liners by
springs. The vanes rear outer platform seal is pushed
against the shroud support by spring-loaded clips.
The vanes rear inner platforms are supported by forward
and aft inner supports.
The vanes and platforms are made of a high strength
nickel base alloy, with a protective coating on the vane
airfoils and the platform flowpath surfaces.
EFFECTIVITY
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72-51-00
BASIC ENGINE
Page 4
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
OUTER
PLATFORM
TRAINING MANUAL
VANE
INNER RIB
COOLING
COMPARTMENT
SEALS
COOLING
SLOT
COOLING
SLOTS
INNER
PLATFORM
SEALS
COOLING
HOLE
COOLING
COMPARTMENT
HP TURBINE NOZZLE SEGMENTS
CTC-214-109-00
EFFECTIVITY
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CFMI PROPRIETARY INFORMATION
72-51-00
BASIC ENGINE
Page 5
Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
THE HIGH PRESSURE TURBINE (CONTINUED)
The nozzle inner supports
The HPT nozzle inner supports are made of a nickel base
alloy and they carry much of the nozzle load.
The nozzle forward inner support forward flange is bolted
on the combustion case inner casing rear flange.
An integral part of the forward inner support is the inducer
that provides HPT rotor cooling air.
An air deflector enables air to enter the inducer and at the
same time prevents contaminants from entering.
The forward inner supports rear flange is bolted to the
HPT nozzle aft inner support.
EFFECTIVITY
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72-51-00
BASIC ENGINE
Page 6
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
AIR DEFLECTOR
INDUCER
FORWARD INNER
SUPPORT BODY
FRONT
FLANGE
CTC-214-110-00
AFT FLANGE
HPT NOZZLE FORWARD INNER SUPPORT
EFFECTIVITY
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72-51-00
BASIC ENGINE
Page 7
Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
THE HIGH PRESSURE TURBINE (CONTINUED)
The nozzle supports
The rear face of the HPT nozzle aft inner support front
flange is bolted to the front face of the forward inner
support rear flange.
The inner platform of the nozzle is pushed against the aft
inner support by gas pressure. A W-shaped pressure seal
prevents leakage of cooling air between the nozzle
assembly and the HPT blades.
A seal retainer holds the pressure seal in place and the
assembly is bolted together by a D-head bolt.
EFFECTIVITY
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72-51-00
BASIC ENGINE
Page 8
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
HPT
NOZZLE
SEAL
RING
HPT NOZZLE
NOZZLE SEGMENT
ENGAGEMENT PIN
PRESSURE
SEAL
SEAL
RETAINER
AFT INNNER
SUPPORT
D-HEAD
BOLT
INNER SUPPORT
FORWARD INNER
SUPPORT
HPT NOZZLE INNER SUPPORT
CTC-214-111-00
EFFECTIVITY
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72-51-00
BASIC ENGINE
Page 9
Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
THE HIGH PRESSURE TURBINE (CONTINUED)
The aft outer stationary seal
The aft outer stationary seal is a one-piece ring that is
made of a nickel base alloy.
It has a 4-step honeycomb seal.
3 of the seals mate with the HPT rotor seal teeth. This
helps to maintain the proper amount of cooling airflow
and rotor thrust.
The purpose of the 4th honeycomb seal is to damp
thermal stresses. It only appears on later versions.
EFFECTIVITY
ALL CFM56-5B ENGINES FOR A319-A320-A321
72-51-00
BASIC ENGINE
Page 10
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
COMBUSTOR
CASE AFT
FLANGE
HPT NOZZLE
HPT NOZZLE
OUTER STATIONARY SEAL
HONEYCOMB
SEALS
HPT INNER
NOZZLE SUPPORT
OUTER STATIONARY SEAL
CTC-214-112-00
EFFECTIVITY
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72-51-00
BASIC ENGINE
Page 11
Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
THIS PAGE INTENTIONALLY LEFT BLANK
EFFECTIVITY
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72-51-00
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Page 12
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
HIGH PRESSURE TURBINE ROTOR
EFFECTIVITY
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CFMI PROPRIETARY INFORMATION
72-52-00
BASIC ENGINE
Page 1
Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
THE HIGH PRESSURE TURBINE (CONTINUED)
The HPT rotor
The HPT rotor receives gas flow from the combustion
chamber through the HPT nozzle. The nozzle and rotor
convert the kinetic energy into the necessary torque for
the HPT rotor to drive the HPC rotor.
The HPT rotor is a single stage assembly cooled by CDP
air and is housed in the combustion case at the rear of the
core engine.
It consists of :
- the front shaft
- the forward rotating air seal
- the disk
- the blades
- the rear shaft
EFFECTIVITY
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Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
HPT BLADES
FORWARD ROTATING
AIR SEAL
HPT DISK
FRONT SHAFT
HPT REAR
SHAFT
HPT ROTOR DESIGN
CTC-214-113-01
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Page 3
Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
THE HIGH PRESSURE TURBINE (CONTINUED)
The front shaft
The rotor front shaft forms the structural connection
between the compressor rotor and the HPT rotor. It also
supports the aft end of the compressor rotor.
It is made from a nickel chrome alloy.
The front shaft front flange is bolted to the HPC stages 4-9
spool at the CDP rotating air seal to form a single core
rotor.
It accommodates a damper sleeve on its inner surface to
change vibration frequency.
Weights are also installed, at assembly line and module
maintenance level, for balancing purposes.
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Page 4
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
COMBUSTOR
CASE
HPT NOZZLE
HPT FRONT SHAFT
BALANCE WEIGHTS
CDP ROTOR
AIR SEAL
DAMPER
SLEEVE
FORWARD
ROTATING
AIR SEAL
HPT REAR
SHAFT
HPT FRONT SHAFT LOCATION
CTC-214-153-02
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Page 5
Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
THE HIGH PRESSURE TURBINE (CONTINUED)
The forward rotating air seal
The forward rotating air seal is made of nickel chrome
alloy. It provides a closed cavity to direct CDP air toward
the disk and out through the turbine rotor blades for
cooling purposes.
It is bolted between the rotor front shaft and the disk.
It is a labyrinth seal which has inclined teeth that reduce
the amount of air leaking past the seals.
The seal teeth have an abrasive coating applied to them.
EFFECTIVITY
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Page 6
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
CDP AIR
PASSAGE
CDP AIR
PASSAGE HOLE
BOLT HOLES
FRONT
SHAFT
HPT
DISK
HUB
FORWARD
MOUNTING FLANGE
WEB
FORWARD ROTATING AIR SEAL
CTC-214-114-01
EFFECTIVITY
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Page 7
Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
THE HIGH PRESSURE TURBINE (CONTINUED)
The disk
The HPT disk is made of nickel chrome alloy. It is a
forged and machined part that retains the turbine blades
in individual axial dovetail slots.
The inner part of the disk is cooled by booster discharge
air.
Its outer front face is cooled by CDP air passing through
the forward rotating air seal.
Its rear outer face is cooled by HPC 4th stage air.
It is bolted to the forward rotating air seal on its forward
face and the rear shaft on its rear face.
EFFECTIVITY
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Page 8
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
WEB
TRAINING MANUAL
RIM
TURBINE BLADE
FLANGE
SUPPORT
CDP AIR
HPC 4th. STAGE
COOLING AIR
HUB
FORWARD
MOUNTING
FLANGE
DOVETAIL
SLOT
BOOSTER
AIR
REAR
SHAFT
HP TURBINE DISK
CTC-214-115-02
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Page 9
Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
THE HIGH PRESSURE TURBINE (CONTINUED)
The blade retainers
The HPT rotor blades are installed into individual dovetail
slots on the disk.
They are held in position at the front by the forward
rotating air seal.
At the rear, the blades are held in place by a blade
retainer and a seal ring.
EFFECTIVITY
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Page 10
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
AFT BLADE RETAINER
BLADES
FORWARD ROTATING
AIR SEAL
SEAL RING
HPT BLADE RETAINERS
CTC-214-116-02
EFFECTIVITY
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Page 11
Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
THE HIGH PRESSURE TURBINE (CONTINUED)
The rotor blades
The HPT rotor blades are made of a high temperature
nickel alloy that is directionally solidified for a high
strength to weight ratio.
There are 80 individually replaceable blades. 4 blades
have notches machined on their convex side at
installation in order to indicate wear levels and help in
borescope inspection.
They are internally cooled by CDP air which enters
through the blade root and exits through holes in the
leading edge, tip and trailing edge.
The blades have dovetail roots that slide into slots on the
disk.
Note : The blades must only be installed and removed by
hand. Tapping the blades into or, out of their slots with
any device can cause damage to the disk post.
EFFECTIVITY
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Page 12
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
FILM COOLING
TIP FILM
COOLING HOLES
TIP SHELF
AIR SLOTS
TIP
AIRFOIL
PLATFORM
TRAILING
EDGE
LEADING
EDGE
SEAL LIP
DOVETAIL
ROOT
CDP AIR
HP TURBINE BLADE
CTC-214-117-00
EFFECTIVITY
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Page 13
Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
THE HIGH PRESSURE TURBINE (CONTINUED)
Borescope ports
Borescope ports S16 and S17, at the aft of the
combustion case at approximately the 5 and 8 o’clock
positions, can be used to inspect the trailing edge of the
HPT blades.
Igniter ports S10 and S11, and combustion case ports
S12 through S15 can be used to inspect the leading edge
of the HPT blades.
EFFECTIVITY
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Page 14
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
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-214-118-01
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Page 15
Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
THE HIGH PRESSURE TURBINE (CONTINUED)
The rear shaft
The rear shaft is made of nickel chrome alloy. It provides
aft support for the HPT rotor through the No 4 bearing.
It is installed with bolts to the aft side of the disk at a
rabbeted flange. An aft air seal is attached at the same
point.
The shaft is supported by the No 4 roller bearing that
rides on the low pressure shaft.
36 radial and axial holes allow the passage of oil in order
to cool the No 4 bearing outer race.
It also has holes providing passages for booster
discharge bleed air to cool the LPT, and booster air to
pressurize the aft sump.
Repairable abrasive coated seals are machined as an
integral part of the rear shaft.
EFFECTIVITY
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Page 16
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
AIR SEAL
SERRATIONS
BOLT HOLES
HPT DISK
BEARING
JOURNAL
AFT AIR
SEAL
LPT ROTOR COOLING
AIR PASSAGE
BOOSTER
DISCHARGE
AIR
BOOSTER AIR
HPC AIR DUCT
COOLING OIL
PASSAGE
MOUNTING FLANGE
AFT SUMP PRESSURIZATION
AIR PASSAGE
HP TURBINE REAR SHAFT
CTC-214-119-01
EFFECTIVITY
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72-52-00
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Page 17
Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
THIS PAGE INTENTIONALLY LEFT BLANK
EFFECTIVITY
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72-52-00
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Page 18
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
HIGH PRESSURE TURBINE SHROUD AND STAGE 1 NOZZLE
EFFECTIVITY
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Page 1
Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
THE HIGH PRESSURE TURBINE (CONTINUED)
The shroud and stage 1 LPT nozzle
The HPT shroud and stage 1 LPT nozzle assembly forms
the connection between the core section and the LPT
module of the engine.
It is located inside the aft end of the combustion case and
performs 2 main functions :
- The HPT shroud is part of the HPT clearance control
mechanism and uses HPC bleed air to maintain
close clearances with the HPT rotor blades
throughout flight operations.
- The stage 1 LPT nozzles direct the core engine
exhaust gas onto the stage 1 LPT blades.
The forward flange of the assembly is bolted to the inner
surface of the combustion case.
The aft flange is rabbeted and bolted between the
combustion case aft flange and the LPT stator forward
flange.
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Page 2
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
HPTCC MANIFOLD
TRAINING MANUAL
LPT STATOR
COMBUSTOR CASE
STAGE 1
LPT NOZZLE
HPT SHROUD
CTC-214-120-02
HPT SHROUD & STAGE 1 LPT NOZZLE
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Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
THE HIGH PRESSURE TURBINE (CONTINUED)
The shroud and stage 1 LPT nozzle assembly
The HPT shroud and stage 1 LPT nozzle assembly
consists of :
- an air impingement manifold
- shroud/nozzle support
- HPT shroud hangers
- HPT shrouds
- the stage 1 nozzle
- the inner and stationary air seals
EFFECTIVITY
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Page 4
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
LPT NOZZLE
COOLING
AIR IMPINGEMENT
MANIFOLD FOR HPTCC
SHROUD
NOZZLE SUPPORT
SHROUD
HANGERS
SHROUD
STAGE 1
LPT NOZZLE
ASSEMBLY
"C" CLIPS
STATIONARY
AIR SEAL
INNER AIR SEAL
CTC-214-121-01
HPT SHROUD AND STAGE 1 LPT NOZZLE ASSEMBLY
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Page 5
Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
THE HIGH PRESSURE TURBINE (CONTINUED)
The air impingement manifold
The air impingement manifold circulates 4th and 9th stage
bleed air for HPT clearance control and LPT nozzle
cooling.
It is a brazed fabrication made from a nickel-chrome alloy.
The manifold is made up of 2 half-rings, the upper and
lower, that are bolted together at their 3 and 9 o’clock
split-line flanges.
Bushings with spacers, inserted through the combustion
case, supply bleed air to 2 holes on the manifolds outer
surface at approximately the 1 and 7 o’clock positions.
There are 3 air supply tubes on the manifolds inner
surface, which circulate the air to cool down the HPT
shroud for clearance control.
Small holes allow the air to blow onto the shroud support.
The air is then re-circulated into a cavity to be mixed with
HPC 4th stage air.
A series of holes around the rear of the manifold supply
HPC 4th stage air from the cavity formed with the
combustion case, to cool down the 1st stage of the LPT.
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Page 6
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
HPC 4th AND 9th STAGE
BLEED AIR
TRAINING MANUAL
BUSHING
HPC 4th STAGE AIR
SPACER
UPPER
MANIFOLD
HALF-RING
SHROUD
SUPPORT
COMBUSTION
CASE
SEALING SURFACE
(HPT SHROUD SUPPORT)
MANIFOLD
AIR SUPPLY
TUBES
AIR SUPPLY
TUBES
1 O'CLOCK POSITION
APPROX.
LOWER
MANIFOLD
HALF-RING
AIR IMPINGEMENT MANIFOLD
CTC-214-122-02
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Page 7
Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
THE HIGH PRESSURE TURBINE (CONTINUED)
The shroud/nozzle support
The shroud/nozzle support assembly forms the outer shell
of the HPT shroud and stage 1 LPT nozzle assembly.
Also at the rear section, there are 96 holes with bushings
to allow passage of HPC 4th stage air to cool down the
LPT nozzle.
It is made of a nickel chrome alloy.
It provides the area for the air impingement manifold on its
outer surface and supports the HPT shrouds and the
outer platforms of the LPT nozzle segments on its inner
surface.
On the support’s inner surface, 3 heat shields are
installed.
The support’s front flange is secured to the combustion
case with slab-head bolts.
Its rear flange is pinched between the combustion case
rear flange and the LPT stator case front flange. An
external pressure seal is installed between the support’s
aft flange and the stage 1 LPT nozzle.
There are 2 borescope bosses, which are installed
through its rear section at approximately the 5 and 8
o’clock positions, to enable inspection of the trailing edge
of the HPT blades.
EFFECTIVITY
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Page 8
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
SUPPORT
BORESCOPE BOSS
FWD HEAT
SHIELD NUT
SLABBED
HEAD BOLT
EXTERNAL
PRESSURE SEAL
LPT COOLING HOLES
BUSHING
AFT HEAT SHIELD
FWD HEAT
SHIELD
BUSHING
MID HEAT SHIELD
FWD HEAT
SHIELD PIN
FWD HEAT
SHIELD
CTC-214-123-01
SHROUD/NOZZLE SUPPORT ASSEMBLY
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Page 9
Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
THE HIGH PRESSURE TURBINE (CONTINUED)
The shroud hangers
The HPT shroud hangers carry the shroud segments on
their inner surface.
They provide a cooling area between the segments and
the shroud/nozzle support reducing the risk of damage to
the support due to thermal stresses.
The shroud hangers have machined runners on their
forward and aft faces, which slide into mating slots on the
shroud/nozzle support.
There are 14 hangers each carrying 3 shrouds.
There are numerous seals, which slot between and into
both hanger and shroud intersections, to prevent hot air
leakage.
Individual C-clip retainers, which are also air sealed, hold
the shrouds in position on the hangers.
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Page 10
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
SHROUD AND NOZZLE
SUPPORT
AFT HEAT SHIELD
MID HEAT SHIELD
SHROUD HANGER
C-CLIP RETAINERS
SEALS
SHROUDS
SEAL
SEALS
HPT SHROUD HANGERS
CTC-214-124-01
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Page 11
Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
THE HIGH PRESSURE TURBINE (CONTINUED)
The shrouds
The HPT shrouds have a smooth abradable surface that
can endure blade tip rub and prevent erosion from hot
exhaust gasses.
The shrouds are made of Rene N5.
There are 42 individually replaceable shrouds each
having their own C-clip retainer, which holds the shroud
in place in slots on the hanger.
Shroud expansion is controlled throughout engine
operation to increase HPT efficiency.
CDP air passes between the shroud/nozzle support and
the shroud segments for cooling purposes. It exits
through holes drilled in the shroud and goes back into the
primary flow to the LPT nozzles.
EFFECTIVITY
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Page 12
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
HPT SHROUD
SEGMENT
RETAINING
CLIP
COOLING HOLE
SHROUD
SEGMENTS
RUB SURFACE
HP TURBINE SHROUD
CTC-214-125-00
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72-53-00
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Page 13
Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
THE HIGH PRESSURE TURBINE (CONTINUED)
The Low Pressure Turbine (LPT) nozzle
The LPT nozzle directs high velocity gasses from the
HPT rotor onto the blades of the LPT rotor stage 1.
The assembly consists of 24 nozzle segments of 4 vanes
each and the nozzle segments outer and inner locating
lips are mechanically locked into the shroud/nozzle
support.
The forward lip prevents axial movement of the HPT
shroud retainer clips.
The inner air seal and the stationary air seal are bolted
together and held in place on the inner platforms of the
LPT nozzle.
HPC 4th stage cooling air is directed into cooling air duct
bores in the nozzle segments and seals are installed
between the segments to avoid air leakage.
The cooling air exits through holes in the vane’s trailing
edge and through the vane roots and inner seal to cool
the HPT disk rear face. The air also passes through the
stationary air seal to cool down the LPT rotor.
EFFECTIVITY
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Page 14
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
HPC STAGE 4
COOLING AIR
ANTI-ROTATION
SLOT
OUTER LOCATING
LIP
COOLING AIR DUCT
BORES
INNER LOCATING
LIP
FORWARD LIP
STAGE 1
LPT NOZZLE
SHROUD
RETAINER CLIP
HONEYCOMB
SEAL
LEADING EDGE
STATIONARY
AIR SEAL
COOLING AIR
EXIT HOLES
INNER
PLATFORM
SEAL STRIP
SLOTS
INNER AIR
SEAL
HONEYCOMB
SEAL
STAGE 1 LPT NOZZLE SEGMENT
CTC-214-126-01
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Page 15
Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
THIS PAGE INTENTIONALLY LEFT BLANK
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72-53-00
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Page 16
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
LOW PRESSURE TURBINE MAJOR MODULE
EFFECTIVITY
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72-00-03
BASIC ENGINE
Page 1
Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
LOW PRESSURE TURBINE (LPT) MAJOR MODULE
The purposes of the LPT major module are :
- to transform the pressure and velocity of gasses
coming from the High Pressure Turbine (HPT), into
mechanical power to drive the fan and booster
module.
- to provide a rear support for the HP and LP rotors.
- to provide rear mounts for engine installation on the
aircraft.
The LPT major module is located at the rear of the
engine, and consists of :
- The LPT rotor/stator module
- The LPT shaft module
- The turbine frame module
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Page 2
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
TURBINE FRAME
LPT ROTOR /
STATOR
ASSEMBLY
LPT SHAFT
CTC-214-128-00
LOW PRESSURE TURBINE MODULE
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Page 3
Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
THIS PAGE INTENTIONALLY LEFT BLANK
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72-00-03
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Page 4
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
LPT ROTOR / STATOR MODULE
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Page 1
Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
LPT ROTOR/STATOR MODULE
The purpose of the LPT rotor/stator module is to convert
the energy of combustion gasses into mechanical power
to drive the fan and booster rotor.
The LPT rotor/stator is located between the HPT and the
turbine frame.
Its front flange is mounted on the rear flange of the
combustion module.
Its rear flange provides attachment for the turbine frame.
Its inner flange is secured onto the LPT shaft.
It is a 4-stage axial flow turbine, and consists of :
- a stator assembly
- a rotor assembly
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Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
REAR FLANGE
ROTOR ASSEMBLY
FRONT FLANGE
STATOR ASSEMBLY
INNER FLANGE
LPT ROTOR/STATOR MODULE
CTC-214-129-01
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Page 3
Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
LPT STATOR ASSEMBLY
The stator assembly increases the speed of gasses
coming from the combustion chamber.
It consists of the following components :
- The LPT case
- An air cooling tubes and manifolds assembly
- Stages 2 to 4 nozzle assemblies
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Page 4
Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
LPT COOLING
MANIFOLDS
4
3
LPT CASE
2
LPT NOZZLES
STAGES 2 TO 4
LPT STATOR ASSEMBLY
CTC-214-130-00
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Page 5
Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
LPT STATOR ASSEMBLY (CONTINUED)
LPT case
The LPT case provides support for the stator assembly.
It is made of nickel-chrome alloy.
Its front flange is bolted to the rear flange of the
combustion case, through the HPT shroud/nozzle support
flange (also called T-flange).
Its rear flange provides attachment for the outer front
flange of the turbine frame.
The outer surface of the LPT case is fitted with angle
brackets to hold air cooling tube supports and cooling
manifolds.
It also has 9 thermocouple mounting pads for EGT
measurement, and 3 borescope ports at the 5 o’clock
position (not shown).
The inner surface of the LPT case houses one thermal
insulation blanket and four thermal insulation plates.
The inner surface also has flanges for the installation of
nozzle and seal segments.
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CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
BRACKETS
THERMOCOUPLE
MOUNTING
PADS
MOUNTING
FLANGES FOR
NOZZLE AND SEAL
SEGMENTS
LPT CASE
CTC-214-131-00
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TOC
CFM56-5B
EFG
TRAINING MANUAL
STATOR ASSEMBLY (CONTINUED)
Air cooling tubes and manifolds assembly
The purpose of the air cooling tubes and manifolds
assembly is to blow cooling air onto the outer surface of
the LPT case, for rotor clearance control.
It is installed on supports, held by brackets located
around the LPT case.
It is made of steel alloy, and consists of :
- 2 air supply manifolds
- 2 tube manifold assemblies
The tube manifold assemblies consist of 6 upper and
lower tube halves which surround the case.
The manifolds supply fan discharge air to the tubes,
which have holes drilled in them to direct cooling air onto
the outer case.
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CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
UPPER
COOLING
MANIFOLD
TUBE
SUPPORT
AIR MANIFOLD
LPT AIR COOLING
TUBES AND MANIFOLDS
ASSEMBLY
LPT CASE
REAR FLANGE
LPT CASE
FRONT FLANGE
LOWER
COOLING
MANIFOLD
LPT COOLING MANIFOLDS
CTC-214-132-00
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TOC
CFM56-5B
EFG
TRAINING MANUAL
STATOR ASSEMBLY (CONTINUED)
Stages 2 to 4 nozzles
The purpose of the LPT stages 2 to 4 nozzles is to
increase the speed of the air coming from the HPT, and to
direct it onto the LPT rotor assembly.
Seal segments are installed between each nozzle stage.
They have an abradable liner that faces the rotor blade
teeth.
Each nozzle stage is made up of segments. The number
of segments and the number of vanes in each segment
vary from stage to stage.
The front of each seal segment has an integral rail clip
which locks onto the nozzle rear outer platform and the
case flange.
The segments are installed on the flanges inside the LPT
case and their retention is obtained through a stacking
system, which is basically the same for all stages:
NOTE : Stage 1 seal segments, located in front of stage 2
nozzle segments, are held in position inside the LPT case
by the shroud support. Stage 4 seal segments are locked
in position by the turbine frame.
The front outer platform of each nozzle segment has an
anti-rotation slot which locks onto a locating pin on one of
the flanges inside the LPT case.
The outer platform holds a heat insulation plate in
position, through another anti-rotation slot on its rear
flange.
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CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
SHROUD SUPPORT
LPT CASE
FLANGES
LPT NOZZLES
STAGES 2 TO 4
SEAL SEGMENT
ABRADABLE LINER
RAIL CLIP
REAR OUTER PLATFORM
HEAT INSULATION PLATE
NOZZLE SEGMENT STAGE 2
FRONT OUTER PLATFORM
LPT STATOR ASSEMBLY
CTC-214-133-00
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TOC
CFM56-5B
EFG
TRAINING MANUAL
STATOR ASSEMBLY (CONTINUED)
Stages 2 to 4 nozzles (Continued)
Stages 3 and 4
All nozzle assembly stages are made of nickel alloy,
protected against oxidation by a vapor-phase
aluminization treatment.
On both stages, one segment, located at 5 o’clock, has a
hole for borescope inspection.
The inner platform of each nozzle segment has a
brazed-on integral inner stationary air seal.
The sides of both inner and outer platforms have slots to
house sealing plates that are installed between each
segment to prevent air leakage.
Stage 3 nozzle assembly consists of 20 segments with
7 vanes each.
Stage 4 nozzle assembly consists of 22 segments with
6 vanes each.
Stage 2
The stage 2 nozzle assembly consists of 18 segments
with 6 vanes each.
Nine of these segments have a hole to house the
thermocouples that measure Exhaust Gas Temperature
(EGT). One of these 9 segments, located at 5 o’clock,
also has a hole for borescope inspection.
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CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
HOLE FOR
THERMOCOUPLE
(STAGE 2 ONLY)
SEALING
PLATE
SLOTS
ANTI-ROTATION
SLOTS
HOLE FOR
BORESCOPE INSPECTION
(5 O'CLOCK)
TRAINING MANUAL
OUTER
PLATFORM
LEADING
EDGE
SEALING
PLATES
INNER STATIONARY
AIR SEAL
INNER PLATFORM
TRAILING EDGE
NOZZLE SEGMENTS
CTC-214-134-01
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TOC
CFM56-5B
EFG
TRAINING MANUAL
ROTOR ASSEMBLY
The rotor assembly is housed inside the LPT case and
has four stages.
It consists of the following components :
- Stages 1 to 4 disks
- Stages 1 to 4 rotating air seals
- Stages 1 to 4 blades
- A rotor support
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CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
LPT BLADE
3
4
2
1
LPT DISK
ROTATING AIR SEAL
ROTOR SUPPORT
LPT ROTOR ASSEMBLY
CTC-214-135-00
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TOC
CFM56-5B
EFG
TRAINING MANUAL
ROTOR ASSEMBLY (CONTINUED)
Stage 1 to 4 disks
The disks are made of nickel alloy.
Their outer rims have machined dovetail slots in which
the rotor blades are installed. The number of slots varies
between stages.
Their front flanges have bolt holes for the installation of
rotating air seals.
Except for stage 4, their rear flanges have bolt holes for
the installation of the next stage disk together with its
rotating air seal.
The disks are assembled together with D-head bolts.
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CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
ROTATING AIR SEAL
LPT BLADE
4
3
2
1
DOVETAIL SLOT
DISK
LPT DISKS
CTC-214-136-00
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Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
ROTOR ASSEMBLY (CONTINUED)
Stage 1 to 4 rotating air seals
The purpose of the rotating air seals is to control the
airflow between the LPT nozzles and the rotor.
They are made of nickel alloy.
The seals are sandwich-mounted between stages 1 to 4
disks, through holes located on their inner front flange,
which, except for stage 4, has machined slots to allow the
passage of cooling air to the blade roots.
They have seal teeth, one on stage 1, two on stages 2, 3
and 4, that rub against the abradable liner of the inner
stationary air seal brazed on the inner platform of the
nozzle segments.
The rear face of the seals’ outer flange mates with a
retainer ring, which holds the blades in their axial position
in the disk slots.
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CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
STAGE 2
SHOWN AS
AN EXAMPLE
TRAINING MANUAL
RETAINER
RING
BLADE
FACE MATING
WITH RETAINER
RING
SEAL TEETH
COOLING
AIR
BOLT HOLES
ABRADABLE
LINER
DISK
LPT ROTATING AIR SEALS
CTC-214-137-00
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TOC
CFM56-5B
EFG
TRAINING MANUAL
ROTOR ASSEMBLY (CONTINUED)
Stage 1 to 4 blades
The four stages of the LPT rotor have tip-shrouded blades
made of nickel alloy.
On stages 1 and 2 only, the blade airfoil is protected
against oxidation by a vapor-phase aluminization
treatment.
The number of blades varies between stages :
- Stage 1 has 162 blades
- Stage 2 has 150 blades
- Stage 3 has 150 blades
- Stage 4 has 134 blades
On stages 1, 2 and 3 only, antiwear shields are crimped
on the blade roots before installation on the disk, and
dampers are installed between each blade, under the
blade inner platforms. Stage 4 blades do not have shields
or dampers.
A lug is machined on the front of the inner platform of
each blade. When all blades are installed side by side on
a disk, these lugs form a groove in which a blade retainer
ring is inserted, to prevent axial movement of the blades.
The blade retainer ring is held in position by the rotating
air seal bolted to the front flange of the disk.
On each stage, 3 of the blades have a hard coating on
their tips, to rub against the honeycomb material of the
stator seal segments.
Each blade has a dovetail root that slides into dovetail
slots on the disk outer rim.
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CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
LPT BLADE
STAGE 1
ANTIWEAR
SHIELD
ANTIWEAR
SHIELD
DAMPER
LUG
ROTATING
AIR SEAL
RETAINER
RING
GROOVE FOR
RETAINER RING
DISK
DISK
LPT STAGE 1 ROTOR ASSEMBLY
CTC-214-138-01
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Page 21
Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
ROTOR ASSEMBLY (CONTINUED)
Rotor support
The rotor support gives structural strength to the rotor
assembly, and provides a mechanical connection
between the assembled disks and the LPT shaft. It also
divides the rotor enclosure into two separate cavities.
It is made of nickel alloy, and has holes for the circulation
of cooling and pressurizing air.
The outer flange of the rotor support is sandwich-mounted
between the stage 3 rotating air seal and the front flange
of the stage 3 disk.
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CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
OUTER FLANGE
TURBINE ROTOR
SUPPORT
2
3
HOLES FOR
AIR CIRCULATION
TURBINE ROTOR SUPPORT
CTC-214-139-00
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Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
ROTOR ASSEMBLY (CONTINUED)
Rotor support (Continued)
Before it is installed between the stage 3 rotating air seal
and the stage 3 disk, the rotor support is equipped with
the following components :
- A forward rotating oil seal
- A forward rotating air seal
The forward rotating oil seal is made of steel alloy. It is
installed on the front face of the support’s rear inner
flange.
The forward rotating air seal is made of nickel chrome
alloy. It is installed on the front face of the support’s front
inner flange.
After the rotor support is equipped with these
components, its rear inner flange is bolted onto the front
face of the LPT shaft hub, making the mechanical
connection between the assembled disks and the LPT
shaft.
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CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
REAR INNER FLANGE
FORWARD
ROTATING
OIL SEAL
FRONT
INNER FLANGE
FORWARD
ROTATING
AIR SEAL
TURBINE ROTOR SUPPORT
CTC-214-140-00
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Page 25
Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
LPT BORESCOPE PORTS
he rotor/stator assembly of the Low Pressure Turbine
eeds regular line maintenance inspection to identify
efects, mainly on the rotor blades.ı
he nozzle segments can also be inspected, but with
imited visibility.ı
ive borescope inspection ports are available.
heir location corresponds to the nozzle segments
tages 1 to 4 that are equipped with borescope holes.ı
Ports S16 and S17 go through the stage 1 nozzle
hroud. They are located at the rear of the
ombustion case at approximately 5 and 8 o’clock,
nd are used to inspect the leading edge of stage
blades.ı
- Port S20 goes through the stage 4 nozzle shroud. It
is located on the LPT case at 5 o’clock, and is
used to inspect the trailing edge of stage 3 blades
and the leading edge of stage 4 blades.
NOTE : The trailing edge of stage 4 blades can be
inspected through an instrumentation boss located at the
8.30 clock position on the turbine frame.
When not in use, all borescope ports are closed by plugs.
Ports S16 and S17 are fitted with long spring-loaded
plugs with hexagonal head caps.
Ports S18, S19 and S20 are fitted with short springloaded plugs with hexagonal head caps.
Port S18 goes through the stage 2 nozzle shroud. It
s located on the LPT case at 5 o’clock, and is
sed to inspect the trailing edge of stage 1 blades
nd the leading edge of stage 2 blades.ı
Port S19 goes through the stage 3 nozzle shroud. It
s located on the LPT case at 5 o’clock, and is
sed to inspect the trailing edge of stage 2 blades
nd the leading edge of stage 3 blades.ı
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CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
BORESCOPE PORT
LOCATIONS (ALF)
S17
S16, S18, S19, S20
S18
S16, S17
S18
S19
FWD
S20
S16
S20
S19
LPT BORESCOPE PORTS
CTC-214-152-01
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Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
THIS PAGE INTENTIONALLY LEFT BLANK
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CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
THE LPT SHAFT MODULE
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Page 1
Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
THE LPT SHAFT MODULE
The LPT shaft module transmits power from the LP
turbine to the fan and booster module. Through the No 4
bearing, it also takes up the radial load of the aft of the HP
rotor and, through the No 5 bearing, the radial load of the
aft of the LP rotor.
It is located concentrically inside the high pressure rotor
system, and connects the fan shaft with the LPT rotor.
It provides support for the rear of the LPT rotor through the
No.5 bearing, which holds the LPT rotor inside the turbine
frame.
It also vents the engine forward and aft sumps, through
the center vent tube.
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CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
TURBINE FRAME
LPT ROTOR
FAN ROTOR
CENTER VENT
TUBE
FAN SHAFT
LPT SHAFT
No.4 BEARING
No.5 BEARING
THE LPT SHAFT MODULE
CTC-214-141-00
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TOC
CFM56-5B
EFG
TRAINING MANUAL
THE LPT SHAFT MODULE (CONTINUED)
The LPT shaft module consists of the following
components :
- The LPT shaft
- A center vent tube
- The No.4 roller bearing
- The No. 5 roller bearing
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CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
ROTATING
AIR/OIL
SEAL
No.4 ROLLER
BEARING
SHAFT
CENTER VENT
TUBE
No.4 ROLLER
BEARING
No.5 ROLLER
BEARING
CENTER VENT
TUBE
No.5 ROLLER
BEARING
SHAFT
LPT SHAFT ASSEMBLY
CTC-214-142-00
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TOC
CFM56-5B
EFG
TRAINING MANUAL
THE LPT SHAFT MODULE (CONTINUED)
LPT shaft
The LPT shaft is made of steel alloy, and transmits torque
from the LP turbine to the fan and booster module.
The No. 4 and No. 5 bearings are installed at the aft end
of the shaft, on each side of an integral hub.
It is installed concentrically inside the HP rotor system.
The front face of the hub accommodates the turbine rotor
support.
The forward end of the LPT shaft has outer splines that
engage into inner splines on the fan shaft. It also has a
shoulder that is secured against a mating shoulder in the
fan shaft, by the installation of a coupling nut. The
shoulder and the coupling nut provide axial retention of
the LPT shaft.
The rear face of the hub holds a rotating air/oil seal, which
controls air circulation through the LPT rotor and sump
pressurization through a set of seal teeth that mate with
the oil collector and the No. 5 bearing support located
inside the turbine rear frame.
A machined shim, called D48, is installed between the
shaft shoulder and the coupling nut, to adjust the position
of the LPT.
The forward end of the LPT shaft is closed by a plug,
locked in position by a retaining clip. The plug has an
anti-rotation lug that engages into a slot on the coupling
nut.
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CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
INTEGRAL
HUB
SPLINES
SHOULDER
FAN SHAFT
No.4 BEARING
ROTATING
AIR/OIL
SEAL
RETAINING CLIP
SPLINES
No.5 BEARING
SHOULDER
LUG
D48 SHIM
COUPLING NUT
PLUG
LPT SHAFT
CTC-214-143-00
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TOC
CFM56-5B
EFG
TRAINING MANUAL
THE LPT SHAFT MODULE (CONTINUED)
Center vent tube
The center vent tube provides overboard venting for the
engine forward and rear sumps.
It is made of titanium alloy, and is installed concentrically
inside the LPT shaft. It comes in two parts, the center vent
tube and a rear extension duct.
The forward end of the center vent tube is inserted
through the rear of the LPT shaft. It is held inside the shaft
by means of two expandable-type supports that fit around
two locating diameters.
The aft end of the center vent tube is supported by the
LPT shaft hub.
A centrifugal air/oil separator is installed at the rear of the
extension duct. It separates the vaporized oil from the aft
sump pressurization air, and sends lubrication oil to the
No. 4 and No. 5 bearings.
The air/oil separator is installed against the central
shoulder of the rear extension duct. It has an internal
flange that is held against the duct shoulder by a nut. The
angular position of the separator is held by slots on its
forward end, that engage onto the rear of the center vent
tube.
The rear end of the extension duct has two sets of seal
teeth that rub against an abradable coating, located
inside the oil inlet cover of the turbine frame.
The forward end of the rear extension duct fits inside the
aft end of the center vent tube. A locking nut with outer
threads is installed on it before it is inserted in the center
vent tube. The nut is threaded into the center vent tube
and gives axial retention of the rear extension duct.
Locating pins keep its angular position.
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CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
SEAL TEETH
EXPANDABLE
SUPPORTS
AIR/OIL SEPARATOR
CENTRAL SHOULDER
LOCKING NUT
CENTER
VENT TUBE
REAR EXTENSION DUCT
LOCATING PINS
LOCATING DIAMETERS
CENTER VENT TUBE
CTC-214-144-00
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TOC
CFM56-5B
EFG
TRAINING MANUAL
THE LPT SHAFT MODULE (CONTINUED)
No. 4 bearing
The No. 4 bearing takes up the radial loads generated by
the High Pressure Turbine rotor.
It is a roller bearing, installed between the HPT rear shaft
and the LPT shaft, at the front of the LPT shaft hub.
The bearing outer race is housed in the HPT rear shaft
bore.
Its inner race is bolted to the front face of the LPT shaft
integral hub.
The No. 4 bearing inner race has a shoulder, which acts
as an emergency bearing in case of roller failure.
The forward end of the inner race has seal teeth that rub
against an abradable coating located on the No. 4
bearing forward rotating oil seal, thus acting as one of the
sump air/oil seals.
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CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
No.4 ROLLER BEARING
AIR DUCT
SEAL TEETH
OUTER RACE
No.4 BRG FORWARD
ROTATING OIL SEAL
INNER RACE
No.4 BEARING
CTC-214-145-01
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TOC
CFM56-5B
EFG
TRAINING MANUAL
THE LPT SHAFT MODULE (CONTINUED)
No. 5 bearing
The No. 5 bearing holds the aft end of the LPT rotor
inside the turbine frame, and takes up the radial loads
generated by the LPT.
It is an oil-damped roller bearing, mounted at the rear of
the LPT shaft hub, which reduces the vibration level of the
rotating assembly.
The bearing outer race is installed in an adjusting sleeve
inside the turbine frame. Oil damping is achieved by
sending oil pressure between the outer race and the
adusting sleeve.
Its inner race is installed on the aft end of the LPT shaft.
The No. 5 bearing is held in position by a retaining ring at
the front, and a retaining nut at the rear.
The retaining nut provides axial retention of the bearing,
and is locked in position by a rivet pin.
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CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
No.5 ROLLER BEARING
RIVET PIN
RETAINING NUT
RETAINING
RING
No.5 BEARING
CTC-214-146-01
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TOC
CFM56-5B
EFG
TRAINING MANUAL
THE LPT SHAFT MODULE (CONTINUED)
Bearings lubrication
A supply tube located in the turbine frame delivers oil to
the rotating air/oil separator, which in turn sends this oil
forward to the No. 5 bearing by centrifugation, through an
oil gallery between the separator and the LPT shaft.
Oil finds a passage through holes in the LPT shaft and
the No. 5 bearing inner race, to lubricate the rollers and
outer race of the No. 5 bearing.
The remaining oil continues to flow forward, through
passageways drilled in the LPT shaft, and lubricates the
inner race, the rollers and the outer race of the No. 4
bearing.
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CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
AIR/OIL SEPARATOR
No.4 BEARING
No.5 BEARING
OIL SUPPLY TUBE
BEARINGS LUBRICATION
CTC-214-147-01
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TOC
CFM56-5B
EFG
TRAINING MANUAL
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Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
THE TURBINE FRAME MODULE
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TOC
CFM56-5B
EFG
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.
Its front section is bolted to the rear flange of the LPT
case, and its rear section provides attachment for the
exhaust nozzle and exhaust plug, which are both part of
the nacelle.
The main structural component of the module is the
turbine frame.
The turbine frame outer casing has engine rear
installation mounts.
Its inner hub takes up loads from the rear of the LPT rotor
through the No. 5 bearing support, and provides
attachment for parts on its front and rear faces.
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CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
LPT CASE
ENGINE MOUNTS
EXHAUST NOZZLE
ATTACHMENT
No.5 BEARING
SUPPORT
INNER HUB
TURBINE FRAME
TURBINE FRAME MODULE
CTC-214-148-01
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TOC
CFM56-5B
EFG
TRAINING MANUAL
THE TURBINE FRAME MODULE (CONTINUED)
Turbine Frame - General
The turbine frame is made of nickel alloy.
It consists of a polygonal outer casing and an inner hub,
connected with 16 airfoil-shaped struts tangential to the
inner hub. The struts decrease thermal and mechanical
stresses, and hold a fairing.
Some of the struts have internal passages for oil tubes :
- Strut No. 10 accommodates the oil supply tube for
the No. 4 and No. 5 bearings.
- Strut No. 7 accommodates the oil scavenge tube.
- The outer case drain tube is routed between struts
No. 8 and No. 9.
The turbine frame has two brackets used for handling and
installation on engine storage stands and the outer casing
has three clevis mounts for engine installation on the
airframe.
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CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
FAIRING
CLEVIS MOUNT
16
1
2
15
OUTER CASING
3
14
4
13
5
12
INNER
HUB
6
11
HANDLING
BRACKETS
FRONT
FLANGE
7
10
8
9
STRUT
OIL SUPPLY TUBE
OIL SCAVENGE
TUBE
OUTER CASE
DRAIN TUBE
(FLA)
(ALF)
TURBINE FRAME
CTC-214-149-01
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TOC
CFM56-5B
EFG
TRAINING MANUAL
THE TURBINE FRAME MODULE (CONTINUED)
Turbine Frame Hub - Front
The front of the turbine frame hub has three flanges that
provide attachment for various components.
- The hub inner flange provides attachment for the
outer flange of the No. 5 bearing support, which is
made of steel alloy.
The support’s inner flange receives an adjusting
sleeve, which secures the No. 5 bearing outer race
in position and allows oil damping of the bearing.
The support’s forward section has an outer and an
inner wall, which mate with the rear seal teeth of
the rotating air/oil seal located at the rear of the
LPT shaft, thus providing sealing and
pressurization of the aft oil sump.
- The hub intermediate flange provides attachment for
the rear flange of the oil collector.
The oil collector is made of steel alloy and
provides containment for the aft oil sump. Its inner
front flange is lined with abradable material which
mates with the front seal teeth of the rotating air/oil
seal, for oil sump sealing and pressurization
purposes.
- The hub outer flange provides attachment for a heat
shield.
The heat shield is made of steel alloy. It holds the
front of the fairing in position, and provides
protection against heat coming from the rear of the
LPT rotor.
The support has machined passages for the
circulation of pressurizing air to the oil inlet cover,
sump air to the center vent tube, oil to the
scavenge tube and oil to the outer race damper.
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CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
FAIRING
HEAT SHIELD
OIL COLLECTOR
OUTER FLANGE
ADJUSTING
SLEEVE
INTERMEDIATE
FLANGE
INNER FLANGE
FACES MATING
WITH AIR SEALS
ADJUSTING
SLEEVE
No.5 BEARING
SUPPORT
FACE MATING
WITH OIL SEAL
HEAT SHIELD
No.5 BEARING SUPPORT
OIL COLLECTOR
TURBINE FRAME HUB-FRONT
CTC-214-150-01
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TOC
CFM56-5B
EFG
TRAINING MANUAL
THE TURBINE FRAME MODULE (CONTINUED)
Turbine Frame Hub - Rear
The rear of the turbine frame hub provides attachment for
various components; some on the center section of the
No. 5 bearing support, and some on two flanges.
- The flame arrestor is the exit point of sump
pressurization airflow, and is designed to prevent
flame propagation into the engine exhaust system.
- The rear center section of the No. 5 bearing support
provides attachment for the front flange of the oil
inlet cover.
- The hub outer flange provides attachment for the
back of the fairing, and is fitted with mounting studs
for the exhaust plug, which is part of the nacelle.
The oil inlet cover is made of steel alloy and forms
the end boundary of the aft sump. It supports the oil
supply tube for the No. 4 and No. 5 bearings, and
has a port for a nipple to connect the damping oil
tube. It has external tubes that carry booster
discharge air to pressurize the sump rear seals.
The cover’s inner sleeve is lined with abradable
material. It provides support and sealing for the
center vent tube rear extension duct.
- The hub inner flange provides attachment for the
flange assembly.
The flange assembly is made of nickel alloy and it
closes the rear of the engine.
Its central section receives the flame arrestor and
its lower section provides a passage for the seal
overboard drain tube.
The rear flange of the oil inlet cover provides
attachment for a nickel alloy flame arrestor.
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CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
OUTER FLANGE
INNER
FLANGE
STRUT
EXHAUST PLUG
(NOT SHOWN)
STUD
OIL INLET
COVER
OIL SUPPLY TUBE
FLAME
ARRESTOR
OIL SUPPLY
TUBE
FLANGE
ASSEMBLY
OIL INLET
COVER
DAMPING
OIL TUBE
SCAVENGE
TUBE
OVERBOARD
SEAL DRAIN
TUBE
FLANGE ASSEMBLY
FLAME ARRESTOR
TURBINE FRAME HUB-REAR
CTC-214-151-00
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TOC
CFM56-5B
EFG
TRAINING MANUAL
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CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
ACCESSORY DRIVE MODULE
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TOC
CFM56-5B
EFG
TRAINING MANUAL
ACCESSORY DRIVE SYSTEM
At engine start, the accessory drive system transmits
external power from the engine air starter to drive the core
engine.
When the engine is running, the accessory drive system
extracts part of the core engine power and transmits it
through a series of gearboxes and shafts in order to drive
the engine and aircraft accessories.
For maintenance tasks, the core can be cranked manually
through the Accessory Gearbox.
The accessory drive system is located at the 6 o’clock
position and consists of the following components :
- Inlet Gearbox (IGB), that takes power from the HPC
front shaft.
- Radial Drive Shaft (RDS), that transmits the power to
the Transfer Gearbox.
- Transfer Gearbox (TGB), which redirects the torque.
- Horizontal Drive Shaft (HDS), that transmits power
from the Transfer Gearbox to the Accessory
Gearbox.
- Accessory Gearbox (AGB), that supports and drives
both engine and aircraft accessories.
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CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
INLET GEARBOX
(IGB)
RADIAL DRIVE
SHAFT (RDS)
HORIZONTAL
DRIVE SHAFT
(HDS)
ACCESSORY GEARBOX
(AGB)
TRANSFER GEARBOX
(TGB)
CTC-214-054-00
ACCESSORY DRIVE SECTION DESIGN
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TOC
CFM56-5B
EFG
TRAINING MANUAL
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CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
INLET GEARBOX
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TOC
CFM56-5B
EFG
TRAINING MANUAL
THE INLET GEARBOX (IGB)
The IGB transfers torque between the HPC front shaft and
the radial drive shaft. It also supports the front end of the
core engine.
It is located in the fan frame sump and is bolted to the
forward side of the fan frame aft flange. It is only
accessible after different engine module removals.
The IGB contains the following parts :
- Horizontal bevel gear (with coupling/locking nut)
- Radial bevel gear
- No 3 bearing (ball and roller)
- Rotating air/oil seal
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CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
No.3 BALL
BEARING
TRAINING MANUAL
ROTATING
AIR/OIL SEAL
HORIZONTAL
BEVEL GEAR
COUPLING /
LOCKING NUT
RADIAL
BEVEL GEAR
INLET GEARBOX ASSEMBLY
CTC-214-055-00
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Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
THE INLET GEARBOX (CONTINUED)
The horizontal bevel gear
The horizontal bevel gear mates with the radial bevel
gear to provide rotational torque to the TGB assembly.
It is secured onto the HPC forward shaft and carries the
No 3 bearing inner race.
The horizontal bevel gear has 47 teeth.
It is splined to the compressor rotor front shaft and
secured to it by a coupling/locking nut.
The coupling/locking nut is installed in such a way that it
rotates independently, but its internal thread secures the
HPC front shaft to the horizontal bevel gear.
The nut is also used to pull out the core engine rotor
during engine disassembly.
The nut has teeth on its outer surface to provide sealing
with the forward stationary oil seal.
The bevel gear’s outer shaft provides for the inner races
of the bearing. The rear end has threads for the
installation of a rotating air/oil seal, which also acts as a
locking nut for the No 3 ball and roller bearing.
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CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
HORIZONTAL
BEVEL GEAR
ROTATING
AIR/OIL SEAL
TEETH (47)
THREADS
COUPLING/
LOCKING NUT
SPLINES
BEARING
JOURNAL
No.3 BEARING
RADIAL BEVEL GEAR
THREADS
HORIZONTAL BEVEL GEAR
CTC-214-056-01
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Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
THE INLET GEARBOX (CONTINUED)
The radial bevel gear
The radial bevel gear has 35 teeth.
It is mounted on 1 ball bearing and 2 roller bearings, one
at each end of the bevel gear hub.
The gear is internally splined to drive the radial drive
shaft, which is removable from the exterior of the engine
to allow individual replacement of the IGB.
The bearings and gear are lubricated and cooled by oil,
supplied through the forward sump oil manifold assembly.
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CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
RADIAL
BEVEL GEAR
TEETH (35)
BEARING
JOURNALS
SPLINES
ROLLER
BEARINGS
THREADS
OIL SEAL
BALL BEARING
OIL INJECTORS
RADIAL BEVEL GEAR
CTC-214-057-00
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Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
THE INLET GEARBOX (CONTINUED)
The No 3 bearing
The No 3 bearing assembly consists of a ball bearing and
a roller bearing.
The assembly is installed between the IGB housing and
the horizontal bevel gear.
The No 3 ball bearing acts as the core engine thrust
bearing and provides axial positioning of the forward end
of the HPC rotor.
The roller bearing is located directly after the ball bearing
and radially positions the core engine rotor.
The bearings and gear are lubricated and cooled by oil,
supplied through the forward sump oil manifold assembly.
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CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
IGB
HOUSING
No. 3 BALL
BEARING
REAR STATIONARY
AIR/OIL SEAL
FORWARD STATIONARY
AIR/OIL SEAL
No.3 ROLLER
BEARING
HORIZONTAL
BEVEL GEAR
THRUST BEARING No.3
CTC-214-058-01
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Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
THE INLET GEARBOX (CONTINUED)
The rotating air/oil seal
The rotating air/oil seal is made of steel alloy. It provides
sealing of the aft end of the forward sump and acts as a
locknut for the No 3 bearing.
Holes between the two aft seal teeth allow passage of
sump pressurizing air.
Holes passing underneath the forward seal teeth allow oil
to be drained into the No 3 bearing cavity.
The rotating air/oil seal has internal threads for
installation onto the horizontal bevel gear and its front
face locks the No 3 bearing inner races in position.
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CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
SEAL TEETH
OIL DRAIN
HOLE
SUMP
PRESSURIZATION
HOLES
THREAD
ROTATING AIR/OIL SEAL
CTC-214-059-00
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Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
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Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
TRANSFER GEARBOX
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Page 1
Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
THE RADIAL DRIVE SHAFT (RDS)
The Radial Drive Shaft transmits power from the IGB to
the TGB.
The assembly is installed inside the fan frame No 7 strut
at the 6 o’clock position.
It consists of the radial drive shaft and a mid-length
bearing.
The RDS is hollow and made of steel alloy.
It measures approximately 29.52 ins (0.75 m).
Both ends are externally splined and connect the IGB
bevel gear with the TGB input bevel gear.
A foolproof slot is machined on the shaft to avoid
inversion of the RDS during installation.
The lower end of the shaft has a shoulder, which prevents
disengagement and ensures correct seating into the gear.
The shaft mid-length bearing provides proper centering of
the RDS in its housing. Its inner race is mounted halfway
up on the RDS and the outer race is part of the RDS
housing.
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CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
OIL DISTRIBUTOR
INLET GEARBOX
FAN FRAME
NO.7 STRUT
RADIAL DRIVE
SHAFT
SHAFT MID-LENGTH
BEARING
ROLLER BEARING
OUTER RACE
SHOULDER
FAN CASE
TGB HOUSING
THE RADIAL DRIVE SHAFT
CTC-214-060-00
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Page 3
Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
THE TRANSFER GEARBOX (TGB)
Driven by the RDS, the Transfer Gearbox reduces
rotational speed and redirects the torque from the IGB to
the AGB, through the horizontal drive shaft.
It is secured under the fan frame module at the 6 o’clock
position and consists of :
- The gearbox housing
- The input bevel gear
- The horizontal bevel gear
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CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
FAN FRAME
NO.7 STRUT
RADIAL DRIVE
SHAFT
FAN CASE
INPUT BEVEL
GEAR
HORIZONTAL
DRIVE SHAFT
HORIZONTAL DRIVE
SHAFT HOUSING
TGB HOUSING
HORIZONTAL
BEVEL GEAR
TRANSFER GEARBOX ASSEMBLY
CTC-214-061-00
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Page 5
Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
THE TRANSFER GEARBOX (CONTINUED)
The gearbox housing
The TGB housing is made up of two parts bolted together
to form one assembly.
The housing is made of aluminium alloy.
The upper part of the TGB contains an adapter, which fits
in the bell-shaped outer end of the RDS housing.
The horizontal part provides the attachment to the fan
inlet case through a single clevis/link rod mounting
arrangement located at the top of the housing.
The TGB housing contains 2 oil nozzles for lubrication of
the bevel gears and bearings.
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CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
INPUT BEVEL
GEAR
ADAPTER
INPUT
BEVEL GEAR
HOUSING
CLEVIS
VENT
OIL SUPPLY
OIL SCAVENGE
HORIZONTAL
BEVEL GEAR
HORIZONTAL
BEVEL GEAR
HOUSING
TRANSFER GEARBOX ASSEMBLY
CTC-214-062-01
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Page 7
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TOC
CFM56-5B
EFG
TRAINING MANUAL
THE TRANSFER GEARBOX (CONTINUED)
The input bevel gear
The upper part of the TGB houses the input bevel gear, its
bearing housing, ball bearing and roller bearing.
The input bevel gear has 31 teeth.
The bore of the bevel gear is splined at its upper end and
engages with the radial drive shaft.
Sealing is provided by a seal ring installed externally on
the adapter.
An oil nozzle (not shown on diagram) supplies a jet of oil
directly onto the bevel gear. Another oil nozzle supplies a
jet of oil onto the roller bearing.
An oil distributor, installed inside the bevel gear and
secured by an anti-rotation system, ensures oil
distribution to the ball bearing and axial retention of the
RDS.
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CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
SPLINES
LUBRICATING
HOLES
ADAPTER
SEAL RING
TEETH (31)
BALL BEARING
OIL DISTRIBUTOR
INPUT BEVEL
GEAR
ROLLER BEARING
OIL NOZZLE
INPUT BEVEL GEAR
CTC-214-063-00
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Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
THE TRANSFER GEARBOX (CONTINUED)
The horizontal bevel gear
The horizontal part of the TGB includes the housing, the
horizontal bevel gear, a ball bearing and a roller bearing.
The horizontal bevel gear has 40 teeth.
The gear housing is a cast part.
The suspension clevis, which attaches to the fan inlet
case through a link, is a cast part and integral with the
housing.
An oil nozzle directs 3 jets of oil into various parts of the
horizontal bevel gear.
An oil distributor, installed in the bevel gear and attached
by an anti-rotation system, permits oil distribution to the
bearings.
The bore of the bevel gear is splined at its forward end
and connects with the Horizontal Drive Shaft (HDS).
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Dec 00
CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
ROLLER BEARING
BALL BEARING
CLEVIS
LUBRICATING
HOLES
SPLINES
OIL NOZZLE
OIL DISTRIBUTOR
TEETH (40)
HORIZONTAL
BEVEL GEAR
HORIZONTAL
BEVEL GEAR
HOUSING
HORIZONTAL BEVEL GEAR
CTC-214-064-00
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72-62-00
BASIC ENGINE
Page 11
Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
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Page 12
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CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
ACCESSORY GEARBOX
EFFECTIVITY
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Page 1
Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
THE ACCESSORY GEARBOX (AGB)
The Horizontal Drive Shaft (HDS)
The Horizontal Drive Shaft provides power transmission
between the TGB and the AGB.
The coupling tube, bolted between the TGB and AGB
housings, is made of aluminium alloy. It protects the HDS
and ensures connection with the AGB.
A gasket between the tube and the TGB front flange and
an O-ring between the tube and the AGB rear flange,
provide the necessary sealing of the assembly.
The HDS is made of steel alloy.
It is splined at both ends and drives the AGB gears
through the hand-cranking drive gear.
The shaft is secured in the drive gear by a castellated nut.
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CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
CLEVIS
LINK ROD
MOUNT BRACKET
FAN INLET
CASE
GASKET
TGB HOUSING
AGB
HORIZONTAL
DRIVE SHAFT
COUPLING TUBE
CTC-214-065-01
HORIZONTAL DRIVE SHAFT LOCATION
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CFM56-5B
EFG
TRAINING MANUAL
THE ACCESSORY GEARBOX (CONTINUED)
The accessory gearbox supports and drives both aircraft
and engine accessories.
The AGB assembly is mounted under the fan inlet case at
the 6 o’clock position and is secured by 2 clevis mounts
with shouldered bushings.
The housing is an aluminium alloy casting.
Its rear face connects with the HDS coupling tube and
provides mounting pads for :
- The fuel pump
- The N2 speed sensor
- The starter
Some of the accessories are installed on the AGB
through Quick Attach/Detach (QAD) rings.
The AGB consists of a gear train that reduces and
increases the rotational speed to meet the specific drive
requirements of each accessory.
The AGB’s front face has mounting pads for the following
equipment :
- Lube unit
- Hydraulic pump
- Hand-cranking drive
- Control alternator
- Integrated Drive Generator (IDG)
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CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
CLEVIS MOUNT
FUEL PUMP/HMU PAD
N2 SPEED SENSOR
MOUNTING PAD
LUBRICATION
UNIT PAD
HORIZONTAL
DRIVE COUPLING
TUBE
STARTER PAD
HYDRAULIC PUMP PAD
FWD
HANDCRANKING PAD
CLEVIS MOUNT
CONTROL ALTERNATOR PAD
IDG PAD
ACCESSORY GEARBOX HOUSING
CTC-214-066-00
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Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
THE ACCESSORY GEARBOX (CONTINUED)
The gear train
The gear train is contained in the AGB housing and
consists of an arrangement of gear shafts, which drive the
accessories.
Each gear shaft assembly consists of a spur gear
supported by a ball and roller bearing.
The gears, their bearings and bearing supports are plugin type systems.
They are lubricated by oil distributors, which supply oil
jets onto specific areas (bearings and splines).
Accessory ratios :
- The IDG
- The hydraulic pump
- The HMU and fuel pump
- The lubrication unit
- The ECU alternator
- The starter
- Hand cranking
0.5947 N2
0.256 N2
0.423 N2
0.423 N2
1.342 N2
0.5947 N2
1.04 N2
EFFECTIVITY
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CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
100% N2
14460 RPM
47
IGB
35
UPPER RADIAL
DRIVE SHAFT
LOWER RADIAL
DRIVE SHAFT
HORIZONTAL
DRIVE SHAFT
STARTER
31
70
HMU
TGB
IDG
40
61
FUEL PUMP
71
40
31
31
HANDCRANKING
71
43
34
ECU ALTERNATOR
HYDRAULIC PUMP
CTC-214-067-00
43
LUBRICATION UNIT
ACCESSORY DRIVE SYSTEM GEAR TRAIN
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Dec 00
TOC
CFM56-5B
EFG
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 seal type can be used on the following pads :
- Integrated Drive Generator (IDG)
- Hydraulic pump
- Fuel pump
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CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
(ASSEMBLED)
TRAINING MANUAL
(DISASSEMBLED)
NON MAGNETIC
SEAL HOUSING
MAGNETIZED RING
RETAINING
RING
O-RING
SEALS
STATIC PART
ROTATING
PART
LAPPED OR POLISHED
CONTACT FACE
CARBON CONTACT
FACE
O-RING SEAL
MAGNETIC SEAL
CTC-214-068-00
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Dec 00
TOC
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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CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
TRAINING MANUAL
(ASSEMBLED)
STATIC PART
O-RING SEAL
THRUST RING
OIL DRAINING
HOLES
ROTATING PART
O-RING SEAL
(DISASSEMBLED)
STATIC PART
NON MAGNETIC
SEAL HOUSING
RETAINING RING
THRUST RING
CARBON
CONTACT FACE
MAGNETIZED
RING
LAPPED OR POLISHED
CONTACT FACE
CTC-214-069-01
MAGNETIC SEAL (STARTER DRIVE ONLY)
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TOC
CFM56-5B
EFG
TRAINING MANUAL
THE ACCESSORY GEARBOX (CONTINUED)
Spring-loaded seals
The spring-loaded seal is made up of carbon packing and
a rotating mating ring with a polished face.
The rotating mating ring has 4 lugs that engage in
corresponding slots machined in the gear shaft bearing.
A housing, which contains the spring-loaded seal,
ensures constant contact between the polished face and
the carbon seal element.
This seal type can be used on the following drive pads :
- Integrated Drive Generator (IDG)
- Hydraulic pump
- Starter
- Fuel pump
EFFECTIVITY
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CFMI PROPRIETARY INFORMATION
TOC
CFM56-5B
EFG
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-214-070-00
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Page 13
Dec 00
TOC
CFM56-5B
EFG
TRAINING MANUAL
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CFMI PROPRIETARY INFORMATION
TOC