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TRAINING MANUAL

CFM56-7B

BASIC ENGINE

SEP 2003
CTC-223 Level 3

TOC

CFM56-ALL

TRAINING MANUAL

Published by CFMI

CFMI Customer Training Center


Snecma Services
Site de Melun-Montereau,
Arodrome de Villaroche
Chemin de Viercy, B.P. 1936,
77019 - Melun Cedex
FRANCE

CFMI Customer Training Services


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

GENERAL

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GENERAL

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This CFMI publication is for Training Purposes Only. The information is accurate at the time of compilation; however, no
update service will be furnished to maintain accuracy. For authorized maintenance practices and specications, 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 condence, and the technical data therein is exported under a U.S. Government license.
Therefore, None of the information may be disclosed to other than the recipient.
In addition, the technical data therein and the direct product of those data, may not be diverted, transferred, re-exported
or disclosed in any manner not provided for by the license without prior written approval of both the U.S. Government and
CFM International.
COPYRIGHT 1998 CFM INTERNATIONAL

GENERAL

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GENERAL

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LEXIS

LEXIS

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

TRAINING MANUAL
ATC
ATHR
ATO
AVM

AUTOTHROTTLE COMPUTER
AUTO THRUST
ABORTED TAKE OFF
AIRCRAFT VIBRATION MONITORING

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

LEXIS

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

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

LEXIS

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

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

LEXIS

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CFM56-ALL

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

TRAINING MANUAL
HPTCCV
HIGH PRESSURE TURBINE CLEARANCE
CONTROL VALVE
HPTN HIGH PRESSURE TURBINE NOZZLE
HPTR HIGH PRESSURE TURBINE ROTOR
Hz
HERTZ (CYCLES PER SECOND)
I
I/O
INPUT/OUTPUT
IAS INDICATED AIR SPEED
ID
INSIDE DIAMETER
ID PLUG
IDENTIFICATION PLUG
IDG INTEGRATED DRIVE GENERATOR
IFSD IN FLIGHT SHUT DOWN
IGB INLET GEARBOX
IGN IGNITION
IGV INLET GUIDE VANE
in.
INCH
IOM INPUT OUTPUT MODULE
IPB ILLUSTRATED PARTS BREAKDOWN
IPC ILLUSTRATED PARTS CATALOG
IPCV INTERMEDIATE PRESSURE CHECK VALVE
IPS INCHES PER SECOND
IR
INFRA RED
K
K
k
KIAS
kV
Kph

KELVIN
X 1000
INDICATED AIR SPEED IN KNOTS
KILOVOLTS
KILOGRAMS PER HOUR

LEXIS

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Issue 01

CFM56-ALL

L
L
LEFT
L/H LEFT HAND
lbs. POUNDS, WEIGHT
LCD LIQUID CRYSTAL DISPLAY
LCF LOW CYCLE FATIGUE
LE (L/E)
LEADING EDGE
LGCIU
LANDING GEAR CONTROL INTERFACE
UNIT
LP
LOW PRESSURE
LPC LOW PRESSURE COMPRESSOR
LPT LOW PRESSURE TURBINE
LPT(A)CC LOW PRESSURE TURBINE (ACTIVE)
CLEARANCE CONTROL
LPTC LOW PRESSURE TURBINE CLEARANCE
LPTN LOW PRESSURE TURBINE NOZZLE
LPTR LOW PRESSURE TURBINE ROTOR
LRU LINE REPLACEABLE UNIT
LVDT LINEAR VARIABLE DIFFERENTIAL
TRANSFORMER
M
mA
MILLIAMPERES (CURRENT)
MCD MAGNETIC CHIP DETECTOR
MCDU
MULTIPURPOSE CONTROL AND
DISPLAY UNIT
MCL MAXIMUM CLIMB
MCR MAXIMUM CRUISE
MCT MAXIMUM CONTINUOUS

TRAINING MANUAL
MDDU
MULTIPURPOSE DISK DRIVE UNIT
MEC MAIN ENGINE CONTROL
milsD.A.
Mils DOUBLE AMPLITUDE
mm. MILLIMETERS
MMEL MAIN MINIMUM EQUIPMENT LIST
MO AIRCRAFT SPEED MACH NUMBER
MPA MAXIMUM POWER ASSURANCE
MPH MILES PER HOUR
MTBF MEAN TIME BETWEEN FAILURES
MTBR MEAN TIME BETWEEN REMOVALS
mV
MILLIVOLTS
Mvdc MILLIVOLTS DIRECT CURRENT
N
N1 (NL)
LOW PRESSURE ROTOR ROTATIONAL
SPEED
N1* DESIRED N1
N1ACT
ACTUAL N1
N1CMD
COMMANDED N1
N1DMD
DEMANDED N1
N1K CORRECTED FAN SPEED
N1TARGET TARGETED FAN SPEED
N2 (NH)
HIGH PRESSURE ROTOR ROTATIONAL
SPEED
N2* DESIRED N2
N2ACT
ACTUAL N2
N2K CORRECTED CORE SPEED
N/C NORMALLY CLOSED
N/O NORMALLY OPEN
NAC NACELLE

LEXIS

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CFM56-ALL
NVM NON VOLATILE MEMORY
O
OAT OUTSIDE AIR TEMPERATURE
OD
OUTLET DIAMETER
OGV OUTLET GUIDE VANE
OSG OVERSPEED GOVERNOR
OVBD OVERBOARD
OVHT OVERHEAT
P
Pb
BYPASS PRESSURE
Pc
REGULATED SERVO PRESSURE
Pcr
CASE REGULATED PRESSURE
Pf
HEATED SERVO PRESSURE
P/T25 HP COMPRESSOR INLET TOTAL AIR
PRESSURE/TEMPERATURE
P/N PART NUMBER
P0
AMBIENT STATIC PRESSURE
P25 HP COMPRESSOR INLET TOTAL AIR
TEMPERATURE
PCU PRESSURE CONVERTER UNIT
PLA POWER LEVER ANGLE
PMC POWER MANAGEMENT CONTROL
PMUX PROPULSION MULTIPLEXER
PPH POUNDS PER HOUR
PRSOV
PRESSURE REGULATING SERVO VALVE
Ps
PUMP SUPPLY PRESSURE
PS12 FAN INLET STATIC AIR PRESSURE
PS13 FAN OUTLET STATIC AIR PRESSURE

TRAINING MANUAL
PS3HP
COMPRESSOR DISCHARGE STATIC AIR
PRESSURE (CDP)
PSI POUNDS PER SQUARE INCH
PSIA POUNDS PER SQUARE INCH ABSOLUTE
PSID POUNDS PER SQUARE INCH DIFFERENTIAL
psig POUNDS PER SQUARE INCH GAGE
PSM POWER SUPPLY MODULE
PSS (ECU) PRESSURE SUB-SYSTEM
PSU POWER SUPPLY UNIT
PT
TOTAL PRESSURE
PT2 FAN INLET TOTAL AIR PRESSURE (PRIMARY
FLOW)
PT25 HPC TOTAL INLET PRESSURE
Q
QAD
QEC
QTY
QWR

QUICK ATTACH DETACH


QUICK ENGINE CHANGE
QUANTITY
QUICK WINDMILL RELIGHT

R
R/H RIGHT HAND
RAC/SB
ROTOR ACTIVE CLEARANCE/START
BLEED
RACC ROTOR ACTIVE CLEARANCE CONTROL
RAM RANDOM ACCESS MEMORY
RCC REMOTE CHARGE CONVERTER
RDS RADIAL DRIVE SHAFT
RPM REVOLUTIONS PER MINUTE
RTD RESISTIVE THERMAL DEVICE

LEXIS

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CFM56-ALL
RTO REFUSED TAKE OFF
RTV ROOM TEMPERATURE VULCANIZING
(MATERIAL)
RVDT ROTARY VARIABLE DIFFERENTIAL
TRANSFORMER
S
S/N SERIAL NUMBER
S/R SERVICE REQUEST
S/V SHOP VISIT
SAC SINGLE ANNULAR COMBUSTOR
SAR SMART ACMS RECORDER
SAV STARTER AIR VALVE
SB
SERVICE BULLETIN
SCU SIGNAL CONDITIONING UNIT
SDAC SYSTEM DATA ACQUISITION
CONCENTRATOR
SDI SOURCE/DESTINATION IDENTIFIER (BITS) (CF
ARINC SPEC)
SDU SOLENOID DRIVER UNIT
SER SERVICE EVALUATION REQUEST
SFC SPECIFIC FUEL CONSUMPTION
SFCC SLAT FLAP CONTROL COMPUTER
SG
SPECIFIC GRAVITY
SLS SEA LEVEL STANDARD (CONDITIONS : 29.92
in.Hg / 59F)
SLSD SEA LEVEL STANDARD DAY (CONDITIONS :
29.92 in.Hg / 59F)
SMM STATUS MATRIX
SMP SOFTWARE MANAGEMENT PLAN

TRAINING MANUAL
SN
SERIAL NUMBER
SNECMA
SOCIETE NATIONALE DETUDE ET DE
CONSTRUCTION DE MOTEURS DAVIATION
SOL SOLENOID
SOV SHUT-OFF VALVE
STP STANDARD TEMPERATURE AND PRESSURE
SVR SHOP VISIT RATE
SW SWITCH BOEING
SYS SYSTEM
T
T oil OIL TEMPERATURE
T/C THERMOCOUPLE
T/E TRAILING EDGE
T/O TAKE OFF
T/R THRUST REVERSER
T12 FAN INLET TOTAL AIR TEMPERATURE
T25 HP COMPRESSOR INLET AIR TEMPERATURE
T3
HP COMPRESSOR DISCHARGE AIR
TEMPERATURE
T49.5 EXHAUST GAS TEMPERATURE
T5
LOW PRESSURE TURBINE DISCHARGE TOTAL
AIR TEMPERATURE
TAI
THERMAL ANTI ICE
TAT TOTAL AIR TEMPERATURE
TBC THERMAL BARRIER COATING
TBD TO BE DETERMINED
TBO TIME BETWEEN OVERHAUL
TBV TRANSIENT BLEED VALVE
TC(TCase) HP TURBINE CASE TEMPERATURE

LEXIS

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CFM56-ALL
TCC TURBINE CLEARANCE CONTROL
TCCV TURBINE CLEARANCE CONTROL VALVE
TCJ TEMPERATURE COLD JUNCTION
T/E TRAILING EDGE
TECU ELECTRONIC CONTROL UNIT INTERNAL
TEMPERATURE
TEO ENGINE OIL TEMPERATURE
TGB TRANSFER GEARBOX
Ti
TITANIUM
TLA THROTTLE LEVER ANGLE AIRBUS
TLA THRUST LEVER ANGLE BOEING
TM
TORQUE MOTOR
TMC TORQUE MOTOR CURRENT
T/O TAKE OFF
TO/GA
TAKE OFF/GO AROUND
T/P TEMPERATURE/PRESSURE SENSOR
TPU TRANSIENT PROTECTION UNIT
TR
TRANSFORMER RECTIFIER
TRA THROTTLE RESOLVER ANGLE AIRBUS
TRA THRUST RESOLVER ANGLE BOEING
TRDV THRUST REVERSER DIRECTIONAL VALVE
TRF TURBINE REAR FRAME
TRPV THRUST REVERSER PRESSURIZING VALVE
TSI TIME SINCE INSTALLATION (HOURS)
TSN TIME SINCE NEW (HOURS)
TTL TRANSISTOR TRANSISTOR LOGIC

TRAINING MANUAL

V
VAC
VBV
VDC
VDT
VIB
VLV
VRT
VSV

VOLTAGE, ALTERNATING CURRENT


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

W
WDM
Wf
WFM
WOW
WTAI

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

U
UER UNSCHEDULED ENGINE REMOVAL
UTC UNIVERSAL TIME CONSTANT

LEXIS

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Issue 01

CFM56-ALL

TRAINING MANUAL

IMPERIAL / METRIC CONVERSIONS

METRIC / IMPERIAL CONVERSIONS

1 mile
1 ft
1 in.
1 mil.

1,609 km
30,48 cm
25,4 mm
25,4

1 km
1m
1 cm
1 mm

1 sq.in.

6,4516 cm

1 m = 10.76 sq. ft.


1 cm = 0.155 sq.in.

1 USG
1 cu.in.

=
=

3,785 l (dm)
16.39 cm

1 m = 35.31 cu. ft.


1 dm = 0.264 USA gallon
1 cm = 0.061 cu.in.

1 lb.

=
=
=
=

= 0.454 kg

1 kg

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

= 2.205 lbs

1 psi. = 6.890 kPa

1 Pa = 1.45 10-4 psi.


1 kPa = 0.145 psi
1 bar = 14.5 psi

= 1.8 x C + 32

= ( F - 32 ) /1.8

LEXIS

TOC

Page 14
Issue 01

CFM56-7B

TRAINING MANUAL

TABLE OF CONTENTS

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

CONTENTS
BASIC ENGINE

Page 15
Sep 03

CFM56-7B

SECTION

PAGE

TRAINING MANUAL

SECTION

PAGE

LEXIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

THE COMBUSTION CHAMBER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115

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

THE HIGH PRESSURE TURBINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123

INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

THE HIGH PRESSURE TURBINE NOZZLE. . . . . . . . . . . . . . . . . . . . . . . 127

ENGINE GENERAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23

THE HIGH PRESSURE TURBINE ROTOR . . . . . . . . . . . . . . . . . . . . . . . 131

THE FAN MAJOR MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37

THE HIGH PRESSURE TURBINE SHROUD AND STAGE 1 NOZZLE . . 139

THE FAN AND BOOSTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43

THE LOW PRESSURE TURBINE MAJOR MODULE. . . . . . . . . . . . . . . . 143

THE NO. 1 AND NO. 2 BEARING SUPPORT MODULE . . . . . . . . . . . . . . 69

THE LPT ROTOR / STATOR MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . 147

THE FAN FRAME MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73

THE LPT SHAFT MODULE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153

THE CORE ENGINE MAJOR MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . 81

THE LPT REAR FRAME MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 157

THE HIGH PRESSURE COMPRESSOR . . . . . . . . . . . . . . . . . . . . . . . . . . 85

THE ACCESSORY DRIVE SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161

THE COMPRESSOR ROTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89

THE INLET GEARBOX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 165

THE COMPRESSOR FRONT STATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . 93

THE TRANSFER GEARBOX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 169

THE COMPRESSOR REAR STATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99

THE ACCESSORY GEARBOX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 175

THE COMBUSTION SECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105


THE COMBUSTION CASE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111

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

CONTENTS
BASIC ENGINE

Page 16
Sep 03

CFM56-7B

TRAINING MANUAL

INTRODUCTION

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

TOC

CFMI PROPRIETARY INFORMATION

INTRODUCTION
BASIC ENGINE

Page 17
Sep 03

CFM56-7B

TRAINING MANUAL

INTRODUCTION TO THE CFM56-7B


Engine Applications.
The following chart shows the various engine models for
the Boeing B737-600/-700/-800/-900/-BBJ/COMBI/C40A
aircraft.
The engine used on these aircraft is the CFM56-7B,
which has several different thrust ratings.
Ranging from 19500 to 27300 lbs of thrust, the CFM567B is offered by CFM as the common power source for
the Boeing 737 Next Generation Versions.

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

TOC

INTRODUCTION
BASIC ENGINE

Page 18
Sep 03

CFM56-7B

TRAINING MANUAL

CFM56-7B18 (19,500 lbs)


CFM56-7B20 (20,600 lbs)
CFM56-7B22 (22,700 lbs)

737-600

CFM56-7B20 (20,600 lbs)


CFM56-7B22 (22,700 lbs)
CFM56-7B24 (24,200 lbs)

737-700

CFM56-7B24 (24,200 lbs)


CFM56-7B26 (26,300 lbs)
CFM56-7B27 (27,300 lbs)

737-800

CFM56-7B24 (24,200 lbs)


CFM56-7B26 (26,300 lbs)
CFM56-7B27 (27,300 lbs)

737-900

737-BBJ

/ COMBI

CFM56-7B26 (26,300 lbs)

CFM56-7B24 (24,200 lbs)

CTC-215-002-00

CFM56-7B FOR BOEING APPLICATIONS

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

TOC

C40A

CFMI PROPRIETARY INFORMATION

INTRODUCTION
BASIC ENGINE

Page 19
Sep 03

CFM56-7B

TRAINING MANUAL

CFM56-7B MAIN CHARACTERISTICS


Type of engine

Turbo fan

Performance (*gures depend on engine model)

Arrangement

Two spool axial ow

- Take-off thrust (SLS)

*19500 - 27300 lbs

Rotation

Clockwise (ALF)

- Take-off at rated
Temperature

86/30

Single stage
Four stages
Nine stages

- Max climb thrust

5960 lbs

- By-pass ratio

*5.1:1 to 5.5:1

Combustion chamber

Annular SAC (option DAC)

- EGT red line

950C

- 100% N1 (Low Pressure


Rotational Speed)

5175 rpm

- N1 speed limit (red line)

104%

- 100% N2 (High Pressure


Rotational Speed)

14460 rpm

- N2 speed limit (red line)

105%

Turbines
- HP Turbine
- LP Turbine

Single stage
Four stages

Weight

2384 kg (5257 lbs)

Overall dimensions
- Length
- Height
- Width

2.51m (98.72 ins)


1.83m (72.00 ins)
2.12m (83.40 ins)

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

TOC

F/C

Compressors
- Fan
- LP Compressor
- HP Compressor

INTRODUCTION
BASIC ENGINE

Page 20
Sep 03

CFM56-7B

CFM56-7B

CTC-223-003-00

EFFECTIVITY
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TOC

TRAINING MANUAL

CFMI PROPRIETARY INFORMATION

INTRODUCTION
BASIC ENGINE

Page 21
Sep 03

CFM56-7B

TRAINING MANUAL

THIS PAGE INTENTIONALLY LEFT BLANK

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

TOC

INTRODUCTION
BASIC ENGINE

Page 22
Sep 03

CFM56-7B

TRAINING MANUAL

ENGINE GENERAL

EFFECTIVITY
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TOC

CFMI PROPRIETARY INFORMATION

ENGINE
GENERAL
BASIC ENGINE

Page 23
Sep 03

CFM56-7B

TRAINING MANUAL

POWERPLANT PRESENTATION
The engine is attached to the wing strut by mounts,
located forward and aft of the core section.
Cowls enclose the periphery of the engine so as to form
the nacelle, which is the aerodynamic structure around
the engine.

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

TOC

ENGINE
GENERAL
BASIC ENGINE

Page 24
Sep 03

CFM56-7B

TRAINING MANUAL

ENGINE MOUNT
LOCATIONS

WING STRUT

COWLS

POWERPLANT PRESENTATION

CTC-223-034-00

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

TOC

CFMI PROPRIETARY INFORMATION

ENGINE
GENERAL
BASIC ENGINE

Page 25
Sep 03

CFM56-7B

TRAINING MANUAL

ENGINE GENERAL CONCEPT


The CFM56-7B engine is a high by-pass, dual rotor, axial
ow, 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
separated by a splitter fairing into two ow paths, the
Primary and the Secondary.
The primary airow passes through the inner portion of
the fan blades and is directed into a booster (LPC).
The ow path then enters a High Pressure Compressor
(HPC) and goes to a combustor. Mixed with fuel and
ignited, the gas ow provides energy to a High Pressure
Turbine (HPT) and a Low Pressure Turbine (LPT).
The secondary airow passes through the outer portion
of the fan blades, the Outlet Guide Vanes (OGVs) and
exits through the nacelle discharge duct, producing
approximately 80 % of the total thrust at take-off. It also
plays a role in the thrust reverser system.
At static take-off power, the engine by-pass ratio is
between 5.1:1 and 5.5:1, depending on the engine
model, which means that the secondary airow takes in
between 5 and 6 times more air than the primary airow.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
CFMI PROPRIETARY INFORMATION

TOC

ENGINE
GENERAL
BASIC ENGINE

Page 26
Sep 03

CFM56-7B

TRAINING MANUAL

SECONDARY FLOW

PRIMARY FLOW

THRUST
REVERSER
SYSTEM

GENERAL CONCEPT

CTC-223-004-01

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

TOC

CFMI PROPRIETARY INFORMATION

ENGINE
GENERAL
BASIC ENGINE

Page 27
Sep 03

CFM56-7B

TRAINING MANUAL

ENGINE GENERAL CONCEPT


The CFM56-7B engine uses a maintenance concept
called On Condition Maintenance. This means that the
engine has no periodic overhaul schedules and can
remain installed under the wing until something important
occurs, or when lifetime limits of parts are reached.

- Engine vibration monitoring system: sensors


located in various positions in the engine, send
vibration values to the on-board monitoring
system. When vibration values are excessive,
the data recorded can be used to take remedial
balancing action.

For this reason, to monitor and maintain the health of the


engine, different tools are available, which are:
- Engine performance trend monitoring, to evaluate
engine deterioration over a period of use: engine
parameters, such as gas temperature, are
recorded and compared to those initially observed
at engine installation on the aircraft.
- Borescope inspection, to check the condition
of engine internal parts: when parts are not
accessible, they can be visually inspected with
borescope probes inserted in ports located on the
engine outer casing.
- Lubrication particles analysis: while circulating in
the oil system, lubrication oil is ltered, and large,
visible-to-the-eye particles (larger than 10 microns)
coming from worn engine parts are collected
in lters and magnetic chip detectors, for visual
inspection and analysis.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
CFMI PROPRIETARY INFORMATION

TOC

ENGINE
GENERAL
BASIC ENGINE

Page 28
Sep 03

CFM56-7B

TRAINING MANUAL

TREND MONITORING

VIBRATION
MONITORING

BORESCOPE
INSPECTION

LUBE PARTICLE ANALYSIS

ON CONDITION MAINTENANCE

CTC-223-005-01

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

TOC

CFMI PROPRIETARY INFORMATION

ENGINE
GENERAL
BASIC ENGINE

Page 29
Sep 03

CFM56-7B

TRAINING MANUAL

ENGINE GENERAL CONCEPT


Airworthiness limitations.
The airworthiness limitations section (Chapter 05)
contains the life limits for rotating and static engine parts
and the approved mandatory inspection intervals for
specic engine parts.
The life of parts is given in ight cycles. The cycles for
each part serial number must be counted continuously
from its rst entry into service.
A cycle is dened as:
- A ight which has a take-off and landing.
or,
- A touch-and-go landing and take-off used to train
pilots.
It is the operators responsibility to maintain accurate
records of the total number of cycles operated and the
number of cycles remaining.

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

TOC

ENGINE
GENERAL
BASIC ENGINE

Page 30
Sep 03

CFM56-7B

FAN MODULE

CORE MODULE

LPT MODULE

LIFE LIMITED PARTS

CTC-223-035-00

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

TOC

TRAINING MANUAL

CFMI PROPRIETARY INFORMATION

ENGINE
GENERAL
BASIC ENGINE

Page 31
Sep 03

CFM56-7B

TRAINING MANUAL

ENGINE GENERAL CONCEPT


The CFM56-7B 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, identied
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.

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

TOC

ENGINE
GENERAL
BASIC ENGINE

Page 32
Sep 03

CFM56-7B

TRAINING MANUAL

5 BEARINGS

LP SYSTEM
(N1)

ACCESSORY
DRIVE SYSTEM

2 FRAMES
HP SYSTEM
(N2)
2 SUMPS

ENGINE GENERAL DESIGN

CTC-223-006-01

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

TOC

CFMI PROPRIETARY INFORMATION

ENGINE
GENERAL
BASIC ENGINE

Page 33
Sep 03

CFM56-7B

TRAINING MANUAL

ENGINE GENERAL CONCEPT


The CFM56-7B is a modular concept design engine. It
has 17 different modules that are enclosed within three
major modules and an accessory drive system.
The 3 modules are:
- The Fan Major Module.
- The Core Engine Major Module.
- The Low Pressure Turbine Major Module.
The accessory drive system is also a modular design.

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

TOC

ENGINE
GENERAL
BASIC ENGINE

Page 34
Sep 03

CFM56-7B

TRAINING MANUAL

FAN MAJOR
MODULE

CORE ENGINE MAJOR MODULE

LOW PRESSURE TURBINE


MAJOR MODULE

ACCESSORY DRIVE SYSTEM

MODULAR DESIGN

CTC-223-007-01

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

TOC

CFMI PROPRIETARY INFORMATION

ENGINE
GENERAL
BASIC ENGINE

Page 35
Sep 03

CFM56-7B

TRAINING MANUAL

THIS PAGE INTENTIONALLY LEFT BLANK

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

TOC

ENGINE
GENERAL
BASIC ENGINE

Page 36
Sep 03

CFM56-7B

TRAINING MANUAL

THE FAN MAJOR MODULE

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

TOC

CFMI PROPRIETARY INFORMATION

FAN MAJOR
MODULE
BASIC ENGINE

Page 37
Sep 03

CFM56-7B

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.

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

TOC

FAN MAJOR
MODULE
BASIC ENGINE

Page 38
SEP 03

CFM56-7B

TRAINING MANUAL

CONTAINMENT
OF ENGINE FRONT
SECTION MAJOR
DETERIORATION

STRUCTURAL
RIGIDITY IN
FRONT SECTION

FAN SECTION
NOISE
REDUCTION

ENCLOSES
FAN STAGE AND
LP COMPRESSOR
STAGES

ATTACHMENT FOR
GEARBOXES, ENGINE/
NACELLE EQUIPMENT

ENGINE/PYLON
FRONT SECTION
ATTACHMENT

PROVIDES
80% THRUST
SLS, STATIC
CONDITIONS

ATTACHMENT FOR
CORE ENGINE

FAN MAJOR MODULE PURPOSES

CTC-223-036-00

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

TOC

CFMI PROPRIETARY INFORMATION

FAN MAJOR
MODULE
BASIC ENGINE

Page 39
Sep 03

CFM56-7B

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.

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

TOC

FAN MAJOR
MODULE
BASIC ENGINE

Page 40
SEP 03

CFM56-7B

TRAINING MANUAL

FAN FRAME
MODULE

No 1 AND No 2
BEARING SUPPORT
MODULE
INLET GEARBOX
AND No 3 BEARING

FAN AND
BOOSTER
MODULE

FAN SECTION MINOR MODULES

CTC-223-037-00

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

TOC

CFMI PROPRIETARY INFORMATION

FAN MAJOR
MODULE
BASIC ENGINE

Page 41
Sep 03

CFM56-7B

TRAINING MANUAL

THIS PAGE INTENTIONALLY LEFT BLANK

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

TOC

FAN MAJOR
MODULE
BASIC ENGINE

Page 42
Sep 03

CFM56-7B

TRAINING MANUAL

THE FAN AND BOOSTER

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

TOC

CFMI PROPRIETARY INFORMATION

FAN AND
BOOSTER
BASIC ENGINE

Page 43
Sep 03

CFM56-7B

TRAINING MANUAL

FAN AND BOOSTER


The purposes of the fan and booster are :
- To increase the energy of the air ducted 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 airow
passes through the fan rotor.
Most of the airow is ducted overboard and the remainder
is directed through the booster, where it is pressurized
before entering the HPC.

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

TOC

FAN AND
BOOSTER
BASIC ENGINE

Page 44
Sep 03

CFM56-7B

TRAINING MANUAL

AIR INLET
COWL

FAN
SECTION
MODULE

SECONDARY AIRFLOW
PRIMARY AIRFLOW

FAN AND BOOSTER MODULE

CTC-223-008-01

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

TOC

CFMI PROPRIETARY INFORMATION

FAN AND
BOOSTER
BASIC ENGINE

Page 45
Sep 03

CFM56-7B

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 three stage axial booster.
Its rotating assembly is mounted on the fan shaft and its
stator assembly is secured to the fan frame.

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

TOC

FAN AND
BOOSTER
BASIC ENGINE

Page 46
Sep 03

CFM56-7B

TRAINING MANUAL

FAN ROTOR

3 - STAGE
BOOSTER

SPINNER REAR
CONE

SPINNER FRONT
CONE

FAN AND BOOSTER DESIGN

CTC-223-009-01

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

TOC

CFMI PROPRIETARY INFORMATION

FAN AND
BOOSTER
BASIC ENGINE

Page 47
Sep 03

CFM56-7B

TRAINING MANUAL

FAN AND BOOSTER (CONTINUED)


Spinner front cone.
The spinner front cone is designed to minimize ice buildup. It is made of an aluminium alloy, protected by black
sulfuric anodizing.
It is a hollow cone-shaped structure, which is attached on
its rear ange to the spinner rear cone. The attachment is
an interference tting.
The rear ange has 6 mounting screw locations and 3
threaded inserts, located every 120, for installation of
jackscrews used in removal procedures.
An offset hole, identied by an indent mark, ensures
correct installation and centering onto the rear cone front
ange.

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

TOC

FAN AND
BOOSTER
BASIC ENGINE

Page 48
Sep 03

CFM56-7B

TRAINING MANUAL

6 MOUNTING
SCREW LOCATIONS
INDENT
MARK

MOUNTING
SCREW

3 JACKSCREW
LOCATIONS

SPINNER FRONT CONE

CTC-223-010-00

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

TOC

CFMI PROPRIETARY INFORMATION

FAN AND
BOOSTER
BASIC ENGINE

Page 49
Sep 03

CFM56-7B

TRAINING MANUAL

FAN AND BOOSTER (CONTINUED)


Spinner rear cone.
The rear cone smoothes airow at the inlet of the engine
and provides anti-rotation of the fan retaining ring. It also
accomodates the fan retaining ange and balancing
screws.
Unlike the name suggests, the spinner rear cone is not
really a cone. It is a hollow elliptical structure that is
mounted on interference t anges between the spinner
front cone and the fan disk.
It is made of aluminium alloy and protected by sulfuric
anodization.
The front ange has 6 line replaceable, crimped, selflocking nuts.
The inner rear ange has 12 mounting screw holes for
installation onto the fan disk.
Both front and rear anges have an offset hole to ensure
correct installation and they are identied by indent
marks. On the front ange 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.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
CFMI PROPRIETARY INFORMATION

TOC

There are 36 threaded inserts on the outer rim of the rear


ange, which accommodate balance screws. The balance
screws are used for static balance, following fan blade
replacement and for trim balance, when vibration levels
are over the limits.
There are two sets of balancing screws available and the
screws in each set are identied as either P01 to P07
or, P08 to P14. The numbers, which are engraved on the
screw heads, are equivalent to various weights.
The fan retaining ange is installed on the inner rear
ange of the spinner rear cone through an interference t.
The outer diameter of the fan retaining ange
accomodates 24 pins, which prevent axial and radial
movement of the platform. The retaining ange also
prevents rotation of the retaining ring.
There are 6 threaded holes for the installation of
jackscrews used only if it is necessary to remove the fan
retaining ange.

FAN AND
BOOSTER
BASIC ENGINE

Page 50
Sep 03

CFM56-7B

TRAINING MANUAL

FAN BLADES

PINS
(x24)

SPINNER
REAR CONE

INDENT MARK

FAN DISK

RETAINING
FLANGE
INTERFERENCE
FIT

BALANCE
SCREW

SPINNER
REAR CONE

SELF-LOCKING
NUTS
BALANCING
SCREWS

SPINNER REAR CONE

CTC-223-011-01

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

TOC

CFMI PROPRIETARY INFORMATION

FAN AND
BOOSTER
BASIC ENGINE

Page 51
Sep 03

CFM56-7B

TRAINING MANUAL

FAN AND BOOSTER (CONTINUED)


Spinner installation.
There are two components, used in the retention system,
that are mounted between the rear ange of the spinner
rear cone and the front ange of the fan disk :
- The fan retaining ange (TITANIUM).
- The retaining ring (INCO 718).
The fan retaining ange is mounted on the spinner rear
cone rear ange, through an interference t.
The 24 pins bolted to its outer rim prevent both radial
and axial movement of the platforms and rotation of the
retaining ring.
The retaining ring prevents axial disengagement of the
spacers.
The ring is installed onto the front face of the fan disk,
through a bayonet system.
The outer rim has locking slots to prevent rotation of the
retaining ring and the fan retaining ange.

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

TOC

FAN AND
BOOSTER
BASIC ENGINE

Page 52
Sep 03

CFM56-7B

TRAINING MANUAL

SPACERS

FAN DISK

PLATFORM
SPINNER
REAR CONE

FAN RETAINING
FLANGE

SPINNER INSTALLATION

CTC-223-038-00

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

TOC

RETAINING
RING

CFMI PROPRIETARY INFORMATION

FAN AND
BOOSTER
BASIC ENGINE

Page 53
Sep 03

CFM56-7B

TRAINING MANUAL

FAN AND BOOSTER (CONTINUED)


Fan disk.
The fan disk is a titanium alloy forging. The outer front
ange provides attachment for the rear cone and the
retaining ange.
The outer rim of the fan disk has 24 curved dovetails
slots designed for fan blade retention.
The outer rim also has a ange designed for attachment
of the fan blade platforms.
The fan disk provides attachment for the fan shaft on its
inner rear ange and its outer rear ange is bolted to the
booster spool forward ange.

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

TOC

FAN AND
BOOSTER
BASIC ENGINE

Page 54
Sep 03

CFM56-7B

TRAINING MANUAL

BOOSTER SPOOL
ATTACHMENT FLANGE

FAN BLADE
RETAINING
SLOT (24)

SPINNER REAR CONE


ATTACHMENT FLANGE

FAN SHAFT
ATTACHMENT
FLANGE

FAN DISK

CTC-223-039-00

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

TOC

FAN BLADE
PLATFORM
ATTACHMENT
FLANGE

CFMI PROPRIETARY INFORMATION

FAN AND
BOOSTER
BASIC ENGINE

Page 55
Sep 03

CFM56-7B

TRAINING MANUAL

FAN AND BOOSTER (CONTINUED)


Fan disk (continued).
Balance weights are riveted on the forward ange for
dynamic module balancing.
The inner front ange has an imprint to identify an
offset hole for rear cone installation. There are also two
identication marks engraved on either side of blade
recesses No 1 and 5.

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

TOC

FAN AND
BOOSTER
BASIC ENGINE

Page 56
Sep 03

CFM56-7B

VIEW

FAN BLADE 1
INDEX MARKS

SPHERICAL
IMPRINT

TRAINING MANUAL

OFFSET HOLE

FAN BLADE 5
INDEX MARKS

DYNAMIC BALANCE
CORRECTION WEIGHT
(INSTALLED AT
MODULAR LEVEL)

FAN DISK FRONT FLANGE

CTC-223-013-01

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

TOC

CFMI PROPRIETARY INFORMATION

FAN AND
BOOSTER
BASIC ENGINE

Page 57
Sep 03

CFM56-7B

TRAINING MANUAL

FAN AND BOOSTER (CONTINUED)


Fan blades.
The fan blades form the rst stage of the Low Pressure
Compressor (LPC) and increase the energy of the air
entering the engine through the air inlet cowls.
There are 24 titanium alloy, wide chord fan blades.
Each blade has a dovetail base that slides into a curved
dovetail slot on the fan disk outer rim.
The fan blades are 20.67ins (0.52m) long.
A retainer lug, machined at the rear end of the blade
root, engages the forward ange of the booster spool and
limits axial movements.
A spacer, installed underneath each blade, limits the
radial movement of each blade.
Note: The fan blades on some re-worked engines
accomodate thin shims, which are installed by sliding
them onto the blade roots. The shims are subject to
deformation and care must be taken to avoid potential
damage to the blade coatings, or spacers.

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

TOC

FAN AND
BOOSTER
BASIC ENGINE

Page 58
Sep 03

CFM56-7B

TRAINING MANUAL

FAN BLADE
PLATFORM
PIN
FAN BLADE

SHIM
(RE-WORKED ENGINES)

SPACER

FAN DISK
RETAINING RING

FAN RETAINING
FLANGE

FAN BLADE INSTALLATION

CTC-223-014-01

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

TOC

CFMI PROPRIETARY INFORMATION

FAN AND
BOOSTER
BASIC ENGINE

Page 59
Sep 03

CFM56-7B

TRAINING MANUAL

FAN AND BOOSTER (CONTINUED)


Fan blades (continued).
Each blade has specic 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 Molydag 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.

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

TOC

FAN AND
BOOSTER
BASIC ENGINE

Page 60
Sep 03

CFM56-7B

MANUFACTURER CODE
PART NUMBER

MOMENTUM
WEIGHT

TRAINING MANUAL

VIEW

F0301 337-000-114-0

206740

F0491 J023493

SERIAL NUMBER
SUB-CONTRACTOR
NUMBER

EXAMPLE SPECIFIC
INDICATIONS

MOLYDAG
COATING

VIEW

Cu-Ni-In

A
B

SPECIFIC
INDICATIONS

MOLYDAG COATING

FAN BLADE ROOT

CTC-223-015-01

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

TOC

CFMI PROPRIETARY INFORMATION

FAN AND
BOOSTER
BASIC ENGINE

Page 61
Sep 03

CFM56-7B

TRAINING MANUAL

FAN AND BOOSTER (CONTINUED)


Spacers and platforms.

Platforms.

Spacers.

The 24 blade platforms, made of forged aluminium, are


installed between adjacent fan blades.

Spacers are installed in the dovetail slots of the fan disk,


under the fan blade roots.
They are designed to limit radial movement of the fan
blades.
The 24 fan blades spacers are made of titanium alloy and
elastomer strips, made of polyurethane, are molded onto
their sides.

The blade platforms have 3 shoulders each having a


centering hole.
The front shoulder engages with a pin on the fan
retaining ange, to prevent axial disengagement.
To prevent radial movement, the center shoulder
engages with a pin on the fan disk mid-ange and the aft
shoulder engages with a pin installed on the front ange
of the booster spool.
An elastomer lip seal is bonded to each side of the
platform to avoid return airow. The platform weight can
be adjusted by the installation of elastomer strip (at shop
level).

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

TOC

FAN AND
BOOSTER
BASIC ENGINE

Page 62
Sep 03

CFM56-7B

TRAINING MANUAL

FAN BLADE

FAN BLADE
PLATFORM

FWD

ELASTOMER STRIP
WEIGHT ADJUSTMENT
(AS NECESSARY)

SPACER

ELASTOMER
STRIP

VIEW A

FAN DISK
ELASTOMER
LIP SEAL

MATING
SURFACES

CTC-223-040-00

SPACERS AND FAN BLADE PLATFORMS

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

TOC

CFMI PROPRIETARY INFORMATION

FAN AND
BOOSTER
BASIC ENGINE

Page 63
Sep 03

CFM56-7B

TRAINING MANUAL

FAN AND BOOSTER (CONTINUED)


Lubrication.
On-wing periodic maintenance can signicantly increase
the fan disk and fan blade service life and reduce
maintenance costs.
Before installing the fan rotor blades, ensure that
lubricant is applied to the:
- Retaining ange locating pins (aft side).
- Fan disk locating pins (fwd side).
- Spacers.
- Shims (if installed-re-worked engines only).
- Fan blade dovetails.
- Rear surface of fan blade shank.
- Fan disk dovetail slot pressure faces.
Apply mineral vaseline or silicone to the platform
elastomer seals.

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

TOC

FAN AND
BOOSTER
BASIC ENGINE

Page 64
Sep 03

CFM56-7B

TRAINING MANUAL

REAR
FAN BLADE
REAR SHANK

FAN BLADE
DOVETAIL PRESSURE FACES
SHIMS (IF INSTALLED)
INNER AND OUTER
PRESSURE FACES

DOVETAIL
SLOT PRESSURE
FACE CONVEX AND
CONCAVE SIDES

FAN RETAINING
FLANGE

FAN BLADE
SPACER MATING FACE

LOCATING
PIN

FAN BLADE
SPACER MATING SURFACES

CTC-223-041-00

LUBRICATION BEFORE FAN MODULE ASSEMBLY

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

TOC

CFMI PROPRIETARY INFORMATION

FAN AND
BOOSTER
BASIC ENGINE

Page 65
Sep 03

CFM56-7B

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 LPC rotor stage 2 blades
can be made using a borescope tted with a long 90
extension.
The outer shroud of the stage 3 vane assembly has
an unplugged port (S0), at the 4 oclock position, for
borescope inspection of the primary airstream duct.
Stage 3 and 4 blades can be inspected through this port
using a long 90 extension.

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

TOC

FAN AND
BOOSTER
BASIC ENGINE

Page 66
Sep 03

CFM56-7B

TRAINING MANUAL

FAN OUTLET GUIDE VANE

BORESCOPE VIEW
THROUGH THE
BOOSTER INLET

FAN BLADE

LONG RIGHT
ANGLE
EXTENSION

S0

BOOSTER INSPECTION

CTC-223-042-00

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

TOC

CFMI PROPRIETARY INFORMATION

FAN AND
BOOSTER
BASIC ENGINE

Page 67
Sep 03

CFM56-7B

TRAINING MANUAL

THIS PAGE INTENTIONALLY LEFT BLANK

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

TOC

FAN AND
BOOSTER
BASIC ENGINE

Page 68
Sep 03

CFM56-7B

TRAINING MANUAL

THE NO. 1 AND NO. 2 BEARING SUPPORT MODULE

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

TOC

CFMI PROPRIETARY INFORMATION

BEARING
SUPPORT MODULE Page 69
BASIC ENGINE

Sep 03

CFM56-7B

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 ange
is attached to the fan disk.

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

TOC

BEARING
SUPPORT MODULE Page 70
BASIC ENGINE

Sep 03

CFM56-7B

SUPPORTS
ONE
VIBRATION
SENSOR

VENTS THE
FWD SUMP

ENCLOSES
FRONT SECTION
OF FWD SUMP

PROVIDES FAN
SPEED INDICATION

SUPPORTS
FAN AND BOOSTER

CTC-223-043-00

DIRECTS
BEARING
LUBRICATION

No 1 AND No 2 BEARING SUPPORT PURPOSES

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

TOC

TRAINING MANUAL

CFMI PROPRIETARY INFORMATION

BEARING
SUPPORT MODULE Page 71
BASIC ENGINE

Sep 03

CFM56-7B

TRAINING MANUAL

THIS PAGE INTENTIONALLY LEFT BLANK

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

TOC

BEARING
SUPPORT MODULE Page 72
BASIC ENGINE

Sep 03

CFM56-7B

TRAINING MANUAL

THE FAN FRAME MODULE

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

TOC

CFMI PROPRIETARY INFORMATION

FAN FRAME
MODULE
BASIC ENGINE

Page 73
Sep 03

CFM56-7B

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 airows.
- 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.

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

TOC

FAN FRAME
MODULE
BASIC ENGINE

Page 74
Sep 03

CFM56-7B

SUPPORTS
FAN INLET
COWL

SUPPORTS
ENGINE
ACCESSORIES

TRAINING MANUAL

ENCLOSES
FAN AND BOOSTER

TRANSMITS
POWER PLANT
THRUST TO
AIRCRAFT

PROVIDES
GROUND HANDLING
PROVISIONS

SUPPORTS
ENGINE ROTORS
MECHANICAL
LOADS

PROVIDES
DUCTING
FOR PRIMARY
AND SECONDARY
AIRFLOWS

PROVIDES A
CONNECTION
BETWEEN
GEARBOXES/CORE
ENGINE ROTOR

MINIMIZES
FAN AREA
NOISE LEVEL

CTC-223-044-00

FAN FRAME MODULE MAIN PURPOSES

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

TOC

CFMI PROPRIETARY INFORMATION

FAN FRAME
MODULE
BASIC ENGINE

Page 75
Sep 03

CFM56-7B

TRAINING MANUAL

FAN FRAME MODULE (CONTINUED)


The Outlet Guide Vane (OGV) assembly.
The OGV assembly is housed at the rear of the
containment case. Its purpose is to direct and smooth the
secondary airow to improve thrust efciency.
The assembly consists of the fan OGV inner shroud and
76 vanes, made of aluminium alloy.
The OGV inner shroud rear ange is attached to the front
of the 12-strut hub with bolts. Its forward outer surface
features 76 apertures, containing composite seals, which
house the OGV inner platforms and retain them axially in
place.
The vane outer platforms are bolted to the containment
case.
A splitter fairing, which separates the primary and
secondary airows, is bolted onto the fan OGV inner
shroud forward ange.

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

TOC

FAN FRAME
MODULE
BASIC ENGINE

Page 76
Sep 03

CFM56-7B

TRAINING MANUAL

OUTER
PLATFORM

OGV

INNER
PLATFORM

OGV SEAL

FAN OUTLET GUIDE VANES

CTC-223-018-01

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

TOC

CFMI PROPRIETARY INFORMATION

FAN FRAME
MODULE
BASIC ENGINE

Page 77
Sep 03

CFM56-7B

TRAINING MANUAL

FAN FRAME MODULE (CONTINUED)


The fan frame assembly.
The fan frame assembly is the major structure at the
forward section of the engine.
The fan frame assembly consists of :
- The fan frame shroud.
- The 12-strut hub.
- The radial drive shaft housing.
The 12-strut hub can be broken down into the following
sub-modules :
- The radial struts.
- The mid-box structure.
- The hub.
The secondary airow is ducted rearward between the
fan frame shroud and the mid-box structure.
The primary airow from the booster is ducted to the
HPC between the center hub and the mid-box structure.

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

TOC

FAN FRAME
MODULE
BASIC ENGINE

Page 78
Sep 03

CFM56-7B

TRAINING MANUAL

FAN FRAME SHROUD

SECONDARY
AIRFLOW
RADIAL
STRUTS

HUB
PRIMARY
AIRFLOW

FORWARD
LOOKING
AFT

MID-BOX
STRUCTURE

FAN FRAME ASSEMBLY

CTC-223-019-01

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

TOC

CFMI PROPRIETARY INFORMATION

FAN FRAME
MODULE
BASIC ENGINE

Page 79
Sep 03

CFM56-7B

TRAINING MANUAL

THIS PAGE INTENTIONALLY LEFT BLANK

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

TOC

FAN FRAME
MODULE
BASIC ENGINE

Page 80
Sep 03

CFM56-7B

TRAINING MANUAL

THE CORE ENGINE MAJOR MODULE

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

TOC

CFMI PROPRIETARY INFORMATION

CORE ENGINE
MAJOR MODULE
BASIC ENGINE

Page 81
Sep 03

CFM56-7B

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

TOC

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.

CORE ENGINE
MAJOR MODULE
BASIC ENGINE

Page 82
Sep 03

CFM56-7B

TRAINING MANUAL

COMBUSTION
CASE

HIGH PRESSURE
COMPRESSOR STATOR

COMBUSTOR
HIGH PRESSURE
TURBINE NOZZLES
FUEL NOZZLES
HIGH PRESSURE
TURBINE SHROUDS

HPC STATOR

STAGE 1 LPT
NOZZLES

HIGH PRESSURE
COMPRESSOR ROTOR

#3 BEARING
#4 BEARING

HPC
ROTOR

HIGH PRESSURE
TURBINE ROTOR
AIR DUCT

CTC-223-020-01

CORE ENGINE MAJOR MODULE COMPONENTS

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

TOC

CFMI PROPRIETARY INFORMATION

CORE ENGINE
MAJOR MODULE
BASIC ENGINE

Page 83
Sep 03

CFM56-7B

TRAINING MANUAL

THIS PAGE INTENTIONALLY LEFT BLANK

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

TOC

CORE ENGINE
MAJOR MODULE
BASIC ENGINE

Page 84
Sep 03

CFM56-7B

TRAINING MANUAL

THE HIGH PRESSURE COMPRESSOR

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

TOC

CFMI PROPRIETARY INFORMATION

HIGH PRESSURE
COMPRESSOR
BASIC ENGINE

Page 85
Sep 03

CFM56-7B

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.

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

TOC

HIGH PRESSURE
COMPRESSOR
BASIC ENGINE

Page 86
Sep 03

CFM56-7B

TRAINING MANUAL

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

4th. STAGE
BLEED AIR

9th. STAGE
BLEED AIR

HP COMPRESSOR SECTION

CTC-223-021-01

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

TOC

5th. STAGE
BLEED AIR

CFMI PROPRIETARY INFORMATION

HIGH PRESSURE
COMPRESSOR
BASIC ENGINE

Page 87
Sep 03

CFM56-7B

TRAINING MANUAL

THIS PAGE INTENTIONALLY LEFT BLANK

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

TOC

HIGH PRESSURE
COMPRESSOR
BASIC ENGINE

Page 88
Sep 03

CFM56-7B

TRAINING MANUAL

THE COMPRESSOR ROTOR

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

TOC

CFMI PROPRIETARY INFORMATION

COMPRESSOR
ROTOR
BASIC ENGINE

Page 89
Sep 03

CFM56-7B

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.

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

TOC

COMPRESSOR
ROTOR
BASIC ENGINE

Page 90
Sep 03

CFM56-7B

TRAINING MANUAL

HPT
FRONT SHAFT
FRONT SHAFT
SUPPORTED BY
THE No 3 BEARING

CTC-223-045-00

REAR ROTATING
(CDP) AIR SEAL

HP COMPRESSOR ROTOR ASSEMBLY

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

TOC

CFMI PROPRIETARY INFORMATION

COMPRESSOR
ROTOR
BASIC ENGINE

Page 91
Sep 03

CFM56-7B

TRAINING MANUAL

THIS PAGE INTENTIONALLY LEFT BLANK

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

TOC

COMPRESSOR
ROTOR
BASIC ENGINE

Page 92
Sep 03

CFM56-7B

TRAINING MANUAL

THE COMPRESSOR FRONT STATOR

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

TOC

CFMI PROPRIETARY INFORMATION

COMPRESSOR
FRONT STATOR
BASIC ENGINE

Page 93
Sep 03

CFM56-7B

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, an upper case
and a lower case, with horizontal split-line anges that
are machined as a matched set from a steel forging.
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 xed stator vanes stages 4 and 5.
- The VSV actuation system.
The inner surface is machined to provide a smooth air
owpath through stages 1 to 5.

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

TOC

COMPRESSOR
FRONT STATOR
BASIC ENGINE

Page 94
Sep 03

CFM56-7B

TRAINING MANUAL

VARIABLE STATOR
STAGES

UPPER CASE

VSV
ACTUATOR

FIXED
STATOR STAGES

SPLIT LINE

LOWER CASE
VSV ACTUATOR
INLET GUIDE VANES
CTC-223-046-00

HPC FRONT STATOR COMPONENTS

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

TOC

CFMI PROPRIETARY INFORMATION

COMPRESSOR
FRONT STATOR
BASIC ENGINE

Page 95
Sep 03

CFM56-7B

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 oclock 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.

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

TOC

COMPRESSOR
FRONT STATOR
BASIC ENGINE

Page 96
Sep 03

CFM56-7B

TRAINING MANUAL

HPC FRONT
STATOR ASSY

UPPER
CASE

4 TH STAGE BLEED
FOR LPT1 NOZZLE
COOLING (x4)

BLEED PORTS

HPC
DISCHARGE

BORESCOPE
PORTS
CUSTOMER
BLEED

HPC ROTOR
ASSY

BORESCOPE
PORTS
LOWER CASE

HPC FRONT STATOR DESIGN

CTC-223-047-00

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

TOC

CFMI PROPRIETARY INFORMATION

COMPRESSOR
FRONT STATOR
BASIC ENGINE

Page 97
Sep 03

CFM56-7B

TRAINING MANUAL

THIS PAGE INTENTIONALLY LEFT BLANK

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

TOC

COMPRESSOR
FRONT STATOR
BASIC ENGINE

Page 98
Sep 03

CFM56-7B

TRAINING MANUAL

THE COMPRESSOR REAR STATOR

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

TOC

CFMI PROPRIETARY INFORMATION

COMPRESSOR
REAR STATOR
BASIC ENGINE

Page 99
Sep 03

CFM56-7B

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 xed vanes stages 6-8 and
is installed inside the front stator casing.
The HPC xed vane stage 9 is part of the combustion
case.
The rear stator aft ange is cantilever mounted on the
inner ange of the rear stator support.
The rear stator support outer ange is installed between
the front stator and the combustor case.
All anges are close tolerance rabbeted diameters and
are bolted to make a strong assembly.
The forward end of the rear stator assembly is held
radially by a pilot diameter at stage 5 of the front stator
case. This gives accurate concentricity between the front
and rear stator case assemblies.

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

TOC

COMPRESSOR
REAR STATOR
BASIC ENGINE

Page 100
Sep 03

CFM56-7B

TRAINING MANUAL

REAR STATOR
SUPPORT

RABBETED DIAMETER

STAGE 6
VANE SLOT
HPC REAR STATOR
CASING STAGE 6-8

PILOT DIAMETER
STAGE 9

HPC REAR STATOR

CTC-223-048-00

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

TOC

CFMI PROPRIETARY INFORMATION

COMPRESSOR
REAR STATOR
BASIC ENGINE

Page 101
Sep 03

CFM56-7B

TRAINING MANUAL

THE HIGH PRESSURE COMPRESSOR (CONTINUED)


Borescope ports.
There are 9 plugged borescope ports on the lower stator
case, at approximately the 5 oclock 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 specic torque
values.

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

TOC

COMPRESSOR
REAR STATOR
BASIC ENGINE

Page 102
Sep 03

CFM56-7B

S6
FWD

S5

TRAINING MANUAL

S4
S3
S2

AFT LOOKING FORWARD

S1
S9

S8

S1 TO S9
S7

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

S6

S5

S4

S3

S2

S1

HPC BORESCOPE PORTS

CTC-223-022-01

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

TOC

S7
S9 S8

CFMI PROPRIETARY INFORMATION

COMPRESSOR
REAR STATOR
BASIC ENGINE

Page 103
Sep 03

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TRAINING MANUAL

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

TOC

COMPRESSOR
REAR STATOR
BASIC ENGINE

Page 104
Sep 03

CFM56-7B

TRAINING MANUAL

THE COMBUSTION SECTION

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

TOC

CFMI PROPRIETARY INFORMATION

COMBUSTION
SECTION
BASIC ENGINE

Page 105
Sep 03

CFM56-7B

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.
HPC 9th stage bleed air for both aircraft and engine use
is ported from between the HPC rear stator support and
the combustion case.

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

TOC

COMBUSTION
SECTION
BASIC ENGINE

Page 106
Sep 03

CFM56-7B

TRAINING MANUAL

FUEL NOZZLE x20


LPT
STATOR
IGNITER PLUGS x2

ENERGY

ANNULAR
COMBUSTION
CHAMBER

HIGH PRESSURE
TURBINE

THE COMBUSTION SECTION

CTC-223-049-00

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

TOC

CFMI PROPRIETARY INFORMATION

COMBUSTION
SECTION
BASIC ENGINE

Page 107
Sep 03

CFM56-7B

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 ange.
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
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
CFMI PROPRIETARY INFORMATION

TOC

COMBUSTION
SECTION
BASIC ENGINE

Page 108
Sep 03

CFM56-7B

TRAINING MANUAL

COMBUSTION CASE
REAR FLANGE

COMBUSTION
CASE
COMBUSTION CASE
FRONT FLANGE

HP TURBINE
SECTION

COMBUSTION
CHAMBER

COMBUSTOR INTERFACES

CTC-223-050-00

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

TOC

CFMI PROPRIETARY INFORMATION

COMBUSTION
SECTION
BASIC ENGINE

Page 109
Sep 03

CFM56-7B

TRAINING MANUAL

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

TOC

COMBUSTION
SECTION
BASIC ENGINE

Page 110
Sep 03

CFM56-7B

TRAINING MANUAL

THE COMBUSTION CASE

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

TOC

CFMI PROPRIETARY INFORMATION

COMBUSTION
CASE
BASIC ENGINE

Page 111
Sep 03

CFM56-7B

TRAINING MANUAL

THE COMBUSTION SECTION (CONTINUED)


The combustion case.
The combustion case is a weldment structure, which
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.

The combustion case also has :


- 6 borescope ports.
- 3 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.
- 1 port for TBV air discharge.
- 2 pads for sensor PS3 and T3.

It incorporates the compressor Outlet Guide Vanes


(OGV) and a diffuser, which slows down HPC airow prior
to delivering it into the combustion area, thus improving
combustion efciency.
The mounting pads accommodate 20 fuel nozzles around
the outer surface and 2 igniters, which are at the 4 and 8
oclock 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.

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

TOC

COMBUSTION
CASE
BASIC ENGINE

Page 112
Sep 03

CFM56-7B

TRAINING MANUAL

HPT CLEARANCE CONTROL


AIR DISCHARGE (2)
BORESCOPE
BOSS (4)

AFT
FLANGE
OUTLET GUIDE
VANE
DIFFUSER
FUEL NOZZLE
PAD (20)
HPTCC AIR (2 O'CLOCK)
PADS PS3 (9 O'CLOCK)
T3 (12 O'CLOCK)
BORESCOPE
BOSS (2)

9TH STAGE
BLEED AIR (x3)
IGNITER BOSS (2)

LPT STAGE 1
COOLING AIR (4)
+
TBV AIR DISCHARGE (1)

FUEL NOZZLES (20) AND MANIFOLDS

COMBUSTOR CASE DESIGN

CTC-223-051-00

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

TOC

CFMI PROPRIETARY INFORMATION

COMBUSTION
CASE
BASIC ENGINE

Page 113
Sep 03

CFM56-7B

TRAINING MANUAL

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

TOC

COMBUSTION
CASE
BASIC ENGINE

Page 114
Sep 03

CFM56-7B

TRAINING MANUAL

THE COMBUSTION CHAMBER

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

TOC

CFMI PROPRIETARY INFORMATION

COMBUSTION
CHAMBER
BASIC ENGINE

Page 115
Sep 03

CFM56-7B

TRAINING MANUAL

THE COMBUSTION SECTION (CONTINUED)


The combustion chamber.
The combustion chamber is a short annular structure
housed in the combustion case.
It is installed between the HPC stator stage 9 and the
HPT nozzle.
It consists of :
- The swirl fuel nozzles and deectors (the dome).
- The outer and inner cowls.
- The outer and inner liners.
The dome.
The dome is made of both cast and machined
components.
It is bolted at its inner and outer ends to the liners and
cowls.
The dome contains the spectacle plate, which supports
20 primary swirl nozzles, 20 secondary swirl nozzles,
sleeves and deectors.
The swirl nozzles, sleeves and deectors mix air and fuel.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
CFMI PROPRIETARY INFORMATION

TOC

COMBUSTION
CHAMBER
BASIC ENGINE

Page 116
Sep 03

CFM56-7B

TRAINING MANUAL

OUTER LINER

SPECTACLE
PLATE
HPT NOZZLE

OUTER COWL

SWIRL FUEL NOZZLE

INNER LINER
DEFLECTOR
SLEEVE
INNER COWL

SECONDARY
SWIRL NOZZLE
PRIMARY
SWIRL NOZZLE

COMBUSTION CHAMBER

CTC-223-052-00

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

TOC

CFMI PROPRIETARY INFORMATION

COMBUSTION
CHAMBER
BASIC ENGINE

Page 117
Sep 03

CFM56-7B

TRAINING MANUAL

THE COMBUSTION SECTION (CONTINUED)


Cooling air.
The swirl nozzles and liners provide combustion and
cooling air to produce an efcient fuel/air mixture and
provide a uniform combustion pattern and low thermal
stresses.
HPC discharge airow cools the surface of the dome, the
outer and inner liners and the HPT nozzle.
The air also enters the combustion chamber through the
liners cooling and dilution holes.

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

TOC

COMBUSTION
CHAMBER
BASIC ENGINE

Page 118
Sep 03

CFM56-7B

TRAINING MANUAL

HPT NOZZLE

HPC STATOR
STAGE 9

COOLING
COMBUSTION
CTC-223-053-00

COMBUSTION CHAMBER COOLING

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

TOC

CFMI PROPRIETARY INFORMATION

COMBUSTION
CHAMBER
BASIC ENGINE

Page 119
Sep 03

CFM56-7B

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 are also used to inspect the
High Pressure Turbine (HPT) blades.

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

TOC

COMBUSTION
CHAMBER
BASIC ENGINE

Page 120
Sep 03

CFM56-7B

TRAINING MANUAL

BORESCOPE PORT
LOCATIONS (ALF)

S12

S15
S13

COMBUSTION CASE

BORESCOPE PLUG
S12, S13, S14, S15

CTC-223-024-01

S10
IGNITER
S14

FWD
IGNITER (S10, S11)

COMBUSTION CHAMBER BORESCOPE PORTS

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

TOC

S11
IGNITER

CFMI PROPRIETARY INFORMATION

COMBUSTION
CHAMBER
BASIC ENGINE

Page 121
Sep 03

CFM56-7B

TRAINING MANUAL

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

TOC

COMBUSTION
CHAMBER
BASIC ENGINE

Page 122
Sep 03

CFM56-7B

TRAINING MANUAL

THE HIGH PRESSURE TURBINE

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

TOC

CFMI PROPRIETARY INFORMATION

HIGH PRESSURE
TURBINE
BASIC ENGINE

Page 123
Sep 03

CFM56-7B

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

TOC

HIGH PRESSURE
TURBINE
BASIC ENGINE

Page 124
Sep 03

CFM56-7B

TRAINING MANUAL

COMBUSTOR CASE

STAGE 1
LPT NOZZLE

HPT NOZZLE

HPT ROTOR

HPT SHROUD

THE HIGH PRESSURE TURBINE

CTC-223-054-00

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

TOC

CFMI PROPRIETARY INFORMATION

HIGH PRESSURE
TURBINE
BASIC ENGINE

Page 125
Sep 03

CFM56-7B

TRAINING MANUAL

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

TOC

HIGH PRESSURE
TURBINE
BASIC ENGINE

Page 126
Sep 03

CFM56-7B

TRAINING MANUAL

THE HIGH PRESSURE TURBINE NOZZLE

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

TOC

CFMI PROPRIETARY INFORMATION

HIGH PRESSURE
TURBINE NOZZLE Page 127
BASIC ENGINE

Sep 03

CFM56-7B

TRAINING MANUAL

THE HIGH PRESSURE TURBINE


The HPT nozzle.
The HPT nozzle directs the gas ow 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
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
CFMI PROPRIETARY INFORMATION

TOC

HIGH PRESSURE
TURBINE NOZZLE Page 128
BASIC ENGINE

Sep 03

CFM56-7B

TRAINING MANUAL

HPT NOZZLE

AFT INNER
SUPPORT
BOLT SHIELD
FWD INNER SUPPORT
OUTER STATIONARY
SEAL

CTC-223-055-00

HIGH PRESSURE TURBINE NOZZLE ASSEMBLY

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

TOC

CFMI PROPRIETARY INFORMATION

HIGH PRESSURE
TURBINE NOZZLE Page 129
BASIC ENGINE

Sep 03

CFM56-7B

TRAINING MANUAL

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

TOC

HIGH PRESSURE
TURBINE NOZZLE Page 130
BASIC ENGINE

Sep 03

CFM56-7B

TRAINING MANUAL

THE HIGH PRESSURE TURBINE ROTOR

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

TOC

CFMI PROPRIETARY INFORMATION

HIGH PRESSURE
TURBINE ROTOR
BASIC ENGINE

Page 131
Sep 03

CFM56-7B

TRAINING MANUAL

THE HIGH PRESSURE TURBINE (CONTINUED)


The HPT rotor.
The HPT rotor receives gas ow 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
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
CFMI PROPRIETARY INFORMATION

TOC

HIGH PRESSURE
TURBINE ROTOR
BASIC ENGINE

Page 132
Sep 03

CFM56-7B

TRAINING MANUAL

HPT BLADES

FORWARD ROTATING
AIR SEAL
HPT DISK
FRONT SHAFT

HPT REAR
SHAFT

HPT ROTOR DESIGN

CTC-223-056-00

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

TOC

CFMI PROPRIETARY INFORMATION

HIGH PRESSURE
TURBINE ROTOR
BASIC ENGINE

Page 133
Sep 03

CFM56-7B

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 ange 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.

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

TOC

HIGH PRESSURE
TURBINE ROTOR
BASIC ENGINE

Page 134
Sep 03

CFM56-7B

TRAINING MANUAL

HPT FRONT SHAFT

BALANCE WEIGHTS

CDP ROTOR
AIR SEAL

DAMPER
SLEEVES

FORWARD
ROTATING
AIR SEAL

HPT FRONT SHAFT LOCATION

CTC-223-057-00

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

TOC

CFMI PROPRIETARY INFORMATION

HIGH PRESSURE
TURBINE ROTOR
BASIC ENGINE

Page 135
Sep 03

CFM56-7B

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 oclock
positions, are used to inspect the trailing edge of the HPT
blades, and the leading edge of the 1st stage LPT blades.
Igniter ports S10 and S11 are used to inspect the HPT
front sections and combustor.

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

TOC

HIGH PRESSURE
TURBINE ROTOR
BASIC ENGINE

Page 136
Sep 03

CFM56-7B

TRAINING MANUAL

BORESCOPE PORT
LOCATIONS (ALF)

S17
S11
IGNITER

S10
IGNITER
S16

FWD

S16, S17

CTC-223-026-01

BORESCOPE PLUG
S16 OR S17

HPT SECTION / LPT STAGE 1 NOZZLE BORESCOPE PORTS

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

TOC

CFMI PROPRIETARY INFORMATION

HIGH PRESSURE
TURBINE ROTOR
BASIC ENGINE

Page 137
Sep 03

CFM56-7B

TRAINING MANUAL

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

TOC

HIGH PRESSURE
TURBINE ROTOR
BASIC ENGINE

Page 138
Sep 03

CFM56-7B

TRAINING MANUAL

THE HIGH PRESSURE TURBINE SHROUD AND STAGE 1 NOZZLE

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

TOC

CFMI PROPRIETARY INFORMATION

HPT SHROUD &


STAGE 1 NOZZLE
BASIC ENGINE

Page 139
Sep 03

CFM56-7B

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 ight operations.
- The stage 1 LPT nozzles direct the core engine
exhaust gas onto the stage 1 LPT blades.
The forward ange of the assembly is bolted to the inner
surface of the combustion case.
The aft ange is rabbeted and bolted between the
combustion case aft ange and the LPT stator forward
ange.

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

TOC

HPT SHROUD &


STAGE 1 NOZZLE
BASIC ENGINE

Page 140
Sep 03

CFM56-7B

TRAINING MANUAL

HPTCC MANIFOLD
COMBUSTOR CASE

LPT STATOR

STAGE 1
LPT NOZZLE
HPT SHROUD

CTC-223-058-00

HPT SHROUD & STAGE 1 LPT NOZZLE

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

TOC

CFMI PROPRIETARY INFORMATION

HPT SHROUD &


STAGE 1 NOZZLE
BASIC ENGINE

Page 141
Sep 03

CFM56-7B

TRAINING MANUAL

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

TOC

HPT SHROUD &


STAGE 1 NOZZLE
BASIC ENGINE

Page 142
Sep 03

CFM56-7B

TRAINING MANUAL

THE LOW PRESSURE TURBINE MAJOR MODULE

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

TOC

CFMI PROPRIETARY INFORMATION

LPT MAJOR
MODULE
BASIC ENGINE

Page 143
Sep 03

CFM56-7B

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 LPT rear frame module

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

TOC

LPT MAJOR
MODULE
BASIC ENGINE

Page 144
Sep 03

CFM56-7B

TRAINING MANUAL

LPT MODULE
LPT ROTOR

LPT REAR
FRAME MODULE

LPT STATOR

LPT SHAFT
MODULE

CTC-223-027-01

LOW PRESSURE TURBINE MAJOR MODULE

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

TOC

CFMI PROPRIETARY INFORMATION

LPT MAJOR
MODULE
BASIC ENGINE

Page 145
Sep 03

CFM56-7B

TRAINING MANUAL

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

TOC

LPT MAJOR
MODULE
BASIC ENGINE

Page 146
Sep 03

CFM56-7B

TRAINING MANUAL

THE LPT ROTOR / STATOR MODULE

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

TOC

CFMI PROPRIETARY INFORMATION

LPT ROTOR /
STATOR MODULE
BASIC ENGINE

Page 147
Sep 03

CFM56-7B

TRAINING MANUAL

LPT ROTOR/STATOR MODULE


The purpose of the LPT rotor/stator module is to convert
the kinetic energy of gasses coming from the HPT, into
mechanical power to drive the fan and booster rotor.
The LPT rotor/stator is located between the HPT and the
LPT rear frame.
Its front ange is mounted on the rear ange of the
combustion module.
Its rear ange provides attachment for the LPT rear
frame.
The inner ange of the turbine rotor support is secured
onto the LPT shaft.
It is a 4-stage axial ow turbine, and consists of :
- A stator assembly.
- A rotor assembly.

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

TOC

LPT ROTOR /
STATOR MODULE
BASIC ENGINE

Page 148
Sep 03

CFM56-7B

TRAINING MANUAL

REAR FLANGE

ROTOR ASSEMBLY

FRONT FLANGE

STATOR ASSEMBLY

LPT ROTOR / STATOR MODULE

CTC-223-059-00

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

TOC

CFMI PROPRIETARY INFORMATION

LPT ROTOR /
STATOR MODULE
BASIC ENGINE

Page 149
Sep 03

CFM56-7B

TRAINING MANUAL

LPT MAJOR MODULE BORESCOPE PORTS


The rotor/stator assembly of the Low Pressure Turbine
needs regular line maintenance inspection to identify
defects, mainly on the rotor blades.
The nozzle segments can also be inspected, but with
limited visibility.
Five borescope inspection ports are available.
Their location corresponds to the nozzle segments
stages 1 to 4 that are equipped with borescope holes.
- Ports S16 and S17 go through the stage 1 nozzle
shroud. They are located at the rear of the
combustion case at approximately 5:30 and 8:30
oclock, and are used to inspect the leading edge
of stage 1 blades.

- Port S20 goes through the stage 4 nozzle shroud.


It is located on the LPT case at 5 oclock, 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 LPT rear frame.
When not in use, all borescope ports are closed by plugs.
Ports S16 and S17 are tted with long spring-loaded
plugs with hexagonal head caps.
Ports S18, S19 and S20 are tted with short springloaded plugs with hexagonal head caps.

- Port S18 goes through the stage 2 nozzle shroud.


It is located on the LPT case at 5 oclock, and is
used to inspect the trailing edge of stage 1 blades
and the leading edge of stage 2 blades.
- Port S19 goes through the stage 3 nozzle shroud.
It is located on the LPT case at 5 oclock, and is
used to inspect the trailing edge of stage 2 blades
and the leading edge of stage 3 blades.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
CFMI PROPRIETARY INFORMATION

TOC

LPT ROTOR /
STATOR MODULE
BASIC ENGINE

Page 150
Sep 03

CFM56-7B

TRAINING MANUAL

S16, S17
BORESCOPE
PLUGS

(ALF)

S17
S18, S19, S20
S16

S16, S17
S18, S19, S20
BORESCOPE
PLUGS

S18
S19
S20

CTC-223-028-01

LOW PRESSURE TURBINE BORESCOPE PLUGS

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

TOC

CFMI PROPRIETARY INFORMATION

LPT ROTOR /
STATOR MODULE
BASIC ENGINE

Page 151
Sep 03

CFM56-7B

TRAINING MANUAL

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

TOC

LPT ROTOR /
STATOR MODULE
BASIC ENGINE

Page 152
Sep 03

CFM56-7B

TRAINING MANUAL

THE LPT SHAFT MODULE

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

TOC

CFMI PROPRIETARY INFORMATION

LPT SHAFT
MODULE
BASIC ENGINE

Page 153
Sep 03

CFM56-7B

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
LPT rear frame.
It also vents the engine forward and aft sumps, through
the center vent tube.

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

TOC

LPT SHAFT
MODULE
BASIC ENGINE

Page 154
Sep 03

CFM56-7B

TRAINING MANUAL

CENTER VENT
TUBE

LPT SHAFT

No 4 BEARING
No 5 BEARING

THE LPT SHAFT MODULE

CTC-223-060-00

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

TOC

CFMI PROPRIETARY INFORMATION

LPT SHAFT
MODULE
BASIC ENGINE

Page 155
Sep 03

CFM56-7B

TRAINING MANUAL

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

TOC

LPT SHAFT
MODULE
BASIC ENGINE

Page 156
Sep 03

CFM56-7B

TRAINING MANUAL

THE LPT REAR FRAME MODULE

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

TOC

CFMI PROPRIETARY INFORMATION

LPT REAR
FRAME MODULE
BASIC ENGINE

Page 157
Sep 03

CFM56-7B

TRAINING MANUAL

THE LPT REAR FRAME MODULE


The LPT rear 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 ange 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 components of the module are :
- The LPT rear frame.
- The No 5 roller bearing support.
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.

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

TOC

LPT REAR
FRAME MODULE
BASIC ENGINE

Page 158
Sep 03

CFM56-7B

ENGINE
CLEVIS MOUNT

TRAINING MANUAL

EXHAUST NOZZLE
ATTACHMENT

No 5 BEARING
SUPPORT
INNER HUB

OIL COLLECTOR

TURBINE FRAME

OUTER CASING

LPT REAR FRAME MODULE

CTC-223-061-00

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

TOC

CFMI PROPRIETARY INFORMATION

LPT REAR
FRAME MODULE
BASIC ENGINE

Page 159
Sep 03

CFM56-7B

TRAINING MANUAL

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

TOC

LPT REAR
FRAME MODULE
BASIC ENGINE

Page 160
Sep 03

CFM56-7B

TRAINING MANUAL

THE ACCESSORY DRIVE SYSTEM

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

TOC

CFMI PROPRIETARY INFORMATION

ACCESSORY
DRIVE SYSTEM
BASIC ENGINE

Page 161
Sep 03

CFM56-7B

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 9 oclock
position (aft looking forward)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.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
CFMI PROPRIETARY INFORMATION

TOC

ACCESSORY
DRIVE SYSTEM
BASIC ENGINE

Page 162
Sep 03

CFM56-7B

TRAINING MANUAL

INLET GEARBOX
(IGB)
INNER RADIAL DRIVE SHAFT
(RDS)

OUTER RADIAL DRIVE SHAFT

HORIZONTAL DRIVE
SHAFT (HDS)

ACCESSORY
GEARBOX (AGB)

TRANSFER
GEARBOX (TGB)

ACCESSORY DRIVE SECTION

CTC-223-030-01

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

TOC

CFMI PROPRIETARY INFORMATION

ACCESSORY
DRIVE SYSTEM
BASIC ENGINE

Page 163
Sep 03

CFM56-7B

TRAINING MANUAL

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

TOC

ACCESSORY
DRIVE SYSTEM
BASIC ENGINE

Page 164
Sep 03

CFM56-7B

TRAINING MANUAL

THE INLET GEARBOX

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

TOC

CFMI PROPRIETARY INFORMATION

INLET GEARBOX
BASIC ENGINE

Page 165
Sep 03

CFM56-7B

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 ange. 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.

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

TOC

INLET GEARBOX
BASIC ENGINE

Page 166
Sep 03

CFM56-7B

No 3 BALL
BEARING

TRAINING MANUAL

ROTATING
AIR/OIL SEAL

HORIZONTAL
BEVEL GEAR

COUPLING /
LOCKING NUT

RADIAL
BEVEL GEAR

INLET GEARBOX ASSEMBLY

CTC-223-062-00

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

TOC

CFMI PROPRIETARY INFORMATION

INLET GEARBOX
BASIC ENGINE

Page 167
Sep 03

CFM56-7B

TRAINING MANUAL

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

TOC

INLET GEARBOX
BASIC ENGINE

Page 168
Sep 03

CFM56-7B

TRAINING MANUAL

THE TRANSFER GEARBOX

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

TOC

CFMI PROPRIETARY INFORMATION

TRANSFER
GEARBOX
BASIC ENGINE

Page 169
Sep 03

CFM56-7B

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 10 strut
at the 9 oclock position (aft looking forward).
It consists of an inner radial drive shaft and housing, a
shaft mid-length bearing and an outer radial drive shaft
and housing.
The inner and outer RDS are hollow and made of steel
alloy.
One end of the outer RDS is internally splined and links
with the externally splined end of the inner RDS.
Both ends of the inner and outer RDS assembly are
externally splined and connect the IGB level gear with the
TGB input level gear.
The shaft mid-length bearing provides proper centering of
the RDS in its housing. Its inner race is mounted halfway
up on the RDS and the outer race is part of the RDS
housing.

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

TOC

TRANFER
GEARBOX
BASIC ENGINE

Page 170
Sep 03

CFM56-7B

TRAINING MANUAL

OIL DISTRIBUTOR
INLET GEARBOX
(IGB)
INNER RADIAL DRIVE
SHAFT (RDS)
No 10 FAN FRAME
12-STRUT HUB
BALL BEARING
OUTER RACE
SHAFT MID-LENGTH
BALL BEARING
DRIVE SHAFT
HOUSING
OUTER RADIAL DRIVE
SHAFT (RDS)

TRANSFER
GEARBOX (TGB)

THE RADIAL DRIVE SHAFT

CTC-223-063-00

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

TOC

CFMI PROPRIETARY INFORMATION

TRANSFER
GEARBOX
BASIC ENGINE

Page 171
Sep 03

CFM56-7B

TRAINING MANUAL

THE TRANSFER GEARBOX (CONTINUED)


The gearbox housing.
The housing is a double-walled aluminium alloy casting,
to improve oil scavenge.
The upper part of the housing consists of a bearing
adapter assembly, that engages in the inner drive shaft
housing in the fan frame shroud.
The TGB housing is attached to the fan frame shroud
with four bolts.
The TGB housing has a nipple for oil supply and three
nozzles for the lubrication of the level gears and bearings.
The upper part of the housing also has a mounting pad to
accommodate the TP sensor connection.

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

TOC

TRANFER
GEARBOX
BASIC ENGINE

Page 172
Sep 03

CFM56-7B

TRAINING MANUAL

OUTER RADIAL
DRIVE SHAFT (RDS)
OIL NOZZLE
OIL SUPPLY

TP SENSOR
CONNECTION

CLEVIS

TRANSFER
TUBE

OIL NOZZLES
CLAMP

SLEEVE

HORIZONTAL
DRIVE SHAFT (HDS)

TRANSFER GEARBOX HOUSING

CTC-223-064-00

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

TOC

CFMI PROPRIETARY INFORMATION

TRANSFER
GEARBOX
BASIC ENGINE

Page 173
Sep 03

CFM56-7B

TRAINING MANUAL

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

TOC

TRANSFER
GEARBOX
BASIC ENGINE

Page 174
Sep 03

CFM56-7B

TRAINING MANUAL

THE ACCESSORY GEARBOX

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

TOC

CFMI PROPRIETARY INFORMATION

ACCESSORY
GEARBOX
BASIC ENGINE

Page 175
Sep 03

CFM56-7B

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 horizontal drive tube is made of steel alloy and is
tted with an aluminium alloy sliding sleeve.
The horizontal drive tube and the sliding sleeve house
and protect the HDS and the bevel gear shaft assembly.

To separate the TGB from the AGB, the self-locking nut is


removed and the V-clamp detached.
The sliding sleeve is then moved rearward on the
horizontal drive tube to enable access to the locking nut
and horizontal drive shaft (left-hand threads).
After the locking nut has been loosened, the horizontal
drive shaft can be disengaged from the gear shaft.

The horizontal drive tube is bolted to the TGB housing


and the sliding sleeve ensures connection with the AGB
through a V-clamp.
Two O-rings between the transfer tube, the horizontal
bevel gear support bearing and the TGB housing and
an O-ring between the sleeve and the AGB rear ange
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 locking nut.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
CFMI PROPRIETARY INFORMATION

TOC

ACCESSORY
GEARBOX
BASIC ENGINE

Page 176
Sep 03

CFM56-7B

CLAMP

TRAINING MANUAL

HORIZONTAL DRIVE
SHAFT (HDS)
TRANSFER
TUBE

ACCESSORY
GEARBOX (ABG)

HDS
(MOVED BACKWARD)

TRANSFER
GEARBOX

O-RING
O-RINGS
LOCKING NUT
(RETRACTED)

CTC-223-065-00

SLIDING SLEEVE
(MOVED BACKWARD)

HORIZONTAL DRIVE SHAFT LOCATION

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

TOC

CFMI PROPRIETARY INFORMATION

ACCESSORY
GEARBOX
BASIC ENGINE

Page 177
Sep 03

CFM56-7B

TRAINING MANUAL

THE ACCESSORY GEARBOX (CONTINUED)


The AGBs front face has mounting pads for the following
equipment :
- The Hydraulic pump.
- The Integrated Drive Generator (IDG).
- The Starter.
- The Hand-cranking drive.
- The Control alternator (FADEC Power supply).
- The N2 speed sensor.
Its rear face connects with the HDS sleeve and provides
mounting pads for :
- The lubrication unit.
- The scavenge oil lter.
- The fuel pump and Hydromechanical Unit (HMU).
Some of the accessories are installed on the AGB
through Quick Attach/Detach (QAD) rings.

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

TOC

ACCESSORY
GEARBOX
BASIC ENGINE

Page 178
Sep 03

CFM56-7B

TRAINING MANUAL

FWD
FLANGED
BUSHING

TGB TO AGB INPUT


DRIVE PAD

CONTROL ALTERNATOR
DRIVE PAD

N2 SPEED SENSOR
PAD

FUEL PUMP
DRIVE PAD

TURNBUCKLE
ATTACHMENTS

HANDCRANKING
DRIVE PAD
STARTER
DRIVE PAD

FWD

LUBRIFICATION UNIT
DRIVE PAD

HYDRAULIC PUMP
DRIVE PAD
IDG
DRIVE PAD

ACCESSORY GEARBOX HOUSING

CTC-223-031-01

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

TOC

CFMI PROPRIETARY INFORMATION

ACCESSORY
GEARBOX
BASIC ENGINE

Page 179
Sep 03

CFM56-7B

TRAINING MANUAL

THE ACCESSORY GEARBOX (CONTINUED)


Sealing.

Spring-loaded seals.

Sealing of the AGB is provided by 2 congurations of


carbon-contact seals :
- Magnetic type.
- Spring-loaded type.

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 4
corresponding slots machined in the gear shaft bearing.

Magnetic type seals.


The magnetic-type seal consists of :
- A non-magnetic seal housing, which contains a
magnetized mating ring with a polished face and a
retaining ring.
- A rotating seal held in a rotating ring.
This seal type can be used on the following pads :
- Integrated Drive Generator (IDG).
- Hydraulic pump.
- Fuel pump.

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

TOC

A housing, which contains the spring-loaded seal,


ensures constant contact between the polished face of
the rotating mating ring and the carbon seal element.
This seal type can be used on the following drive pads :
- Integrated Drive Generator (IDG).
- Hydraulic pump.
- Fuel pump.

ACCESSORY
GEARBOX
BASIC ENGINE

Page 180
Sep 03

CFM56-7B

TRAINING MANUAL

GEARSHAFT ASSY

GEARSHAFT ASSY

ROTARY
PART

ROTARY
PART

O-RING

O-RING

CARBON
RING

MATING
RING

RETAINING
RING

FIXED
PART

FIXED
PART

MAGNETIC TYPE

SEALING

CTC-223-032-01

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

TOC

SPRING-LOADED TYPE

CFMI PROPRIETARY INFORMATION

ACCESSORY
GEARBOX
BASIC ENGINE

Page 181
Sep 03

CFM56-7B

TRAINING MANUAL

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

TOC

ACCESSORY
GEARBOX
BASIC ENGINE

Page 182
Sep 03