737 NG Eng Build+boroscope+remove+install PDF

BOEING 737-600/700/800/900
B1 / B2
ENGINE BUILD – BOROSCOPE – REMOVAL
INSTALLATION
TRAINING NOTES
THIS MANUAL IS FOR TRAINING PURPOSES ONLY AND SHOULD
NOT BE USED FOR ANY OTHER PURPOSE
THESE NOTES ARE NOT UPDATED
Issue 004 - Dated 16/02/2017

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Issue 004 - Dated 16/02/2017

737-600/700/800/900 TRAINING MANUAL
TABLE OF CONTENTS Chapter

Section
Subject Subject Page
ENGINE -- BUILDUP - INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70-00-GE . . 2
BUILDUP - INTRODUCTION - CFM56-7B MAIN PROPERTIES . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
ENGINE -- BUILDUP - ENGINE GENERAL - INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . 70-10-GE . . 8

BUILDUP - ENGINE GENERAL - CONDITION MONITORING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
BUILDUP - ENGINE GENERAL - GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
BUILDUP - ENGINE GENERAL - MAIN ENGINE BEARING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
BUILDUP - ENGINE GENERAL - ENGINE MODULES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
ENGINE -- BUILDUP - FAN MAJOR MODULE - GENERAL . . . . . . . . . . . . . . . . . . . . . . . . 70-20-GE . . 18

BUILDUP - FAN MAJOR MODULE - FAN AND BOOSTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
BUILDUP - FAN MAJOR MODULE - FAN AND BOOSTER DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 23
BUILDUP - FAN MAJOR MODULE - BEARING 1 AND 2 SUPPORT MODULE . . . . . . . . . . . . . . . . . . . . . . 26
BUILDUP - FAN MAJOR MODULE - BEARING 1 AND 2 SUPPORT MODULE DESCRIPTION . . . . . . . . . . . . . . . . 29
BUILDUP - FAN MAJOR MODULE - FAN FRAME MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
BUILDUP - FAN MAJOR MODULE - FAN FRAME MODULE DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 35
ENGINE -- BUILDUP - CORE MAJOR MODULE - CORE ENGINE MAJOR MODULE . . . . . . . . . . . . . . . 70-30-GE . . 38
BUILDUP - CORE MAJOR MODULE - HIGH PRESSURE COMPRESSOR (HPC) . . . . . . . . . . . . . . . . . . . . . . 40
BUILDUP - CORE MAJOR MODULE - COMPRESSOR ROTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
BUILDUP - CORE MAJOR MODULE - COMPRESSOR ROTOR DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . 44
BUILDUP - CORE MAJOR MODULE - FRONT STATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
BUILDUP - CORE MAJOR MODULE - FRONT STATOR DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 48
BUILDUP - CORE MAJOR MODULE - REAR STATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
BUILDUP - CORE MAJOR MODULE - REAR STATOR DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 52
BUILDUP - CORE MAJOR MODULE - COMBUSTION SECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
BUILDUP - CORE MAJOR MODULE - CONBUSTION SECTION DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . 56
BUILDUP - CORE MAJOR MODULE - COMBUSTION CASE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
BUILDUP - CORE MAJOR MODULE - COMBUSTION CHAMBER . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
BUILDUP - CORE MAJOR MODULE - INNER AND OUTER COWLS/LINERS . . . . . . . . . . . . . . . . . . . . . . . 62
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Issue 004 - Dated 16/02/2017


Section
BUILDUP - CORE MAJOR MODULE - HIGH PRESSURE TURBINE (HPT) . . . . . . . . . . . . . . . . . . . . . . . 64

BUILDUP - CORE MAJOR MODULE - HIGH PRESSURE TURBINE NOZZLE . . . . . . . . . . . . . . . . . . . . . . . 66
BUILDUP - CORE MAJOR MODULE - NOZZLE SEGMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
BUILDUP - CORE MAJOR MODULE - HIGH PRESSURE TURBINE ROTOR . . . . . . . . . . . . . . . . . . . . . . . 70
BUILDUP - CORE MAJOR MODULE - HIGH PRESSURE TURBINE ROTOR DESCRIPTION . . . . . . . . . . . . . . . . . 72
BUILDUP - CORE MAJOR MODULE - SHROUD AND STAGE 1 LPT NOZZLE . . . . . . . . . . . . . . . . . . . . . . 74
BUILDUP - CORE MAJOR MODULE - SHROUD AND STAGE 1 LPT NOZZLE ASSEMBLY . . . . . . . . . . . . . . . . . . 76
ENGINE -- BUILDUP - LOW PRESSURE TURBINE (LPT) MAJOR MODULE - GENERAL . . . . . . . . . . . . . 70-40-GE . . 78
BUILDUP - LOW PRESSURE TURBINE (LPT) MAJOR MODULE - LPT ROTOR/STATOR MODULE . . . . . . . . . . . . . . 80
BUILDUP - LOW PRESSURE TURBINE (LPT) MAJOR MODULE - LPT STATOR ASSEMBLY . . . . . . . . . . . . . . . . 82
BUILDUP - LOW PRESSURE TURBINE (LPT) MAJOR MODULE - LPT SHAFT MODULE . . . . . . . . . . . . . . . . . . 84
BUILDUP - LOW PRESSURE TURBINE (LPT) MAJOR MODULE - LPT SHAFT MODULE DESCRIPTION . . . . . . . . . . . . 86
BUILDUP - LOW PRESSURE TURBINE (LPT) MAJOR MODULE - LPT REAR FRAME MODULE . . . . . . . . . . . . . . . 88
BUILDUP - LOW PRESSURE TURBINE (LPT) MAJOR MODULE - LPT REAR FRAME . . . . . . . . . . . . . . . . . . . 90
ENGINE -- BUILDUP - ACCESSORY DRIVE SYSTEM - GENERAL . . . . . . . . . . . . . . . . . . . . . 70-50-GE . . 92

BUILDUP - ACCESSORY DRIVE SYSTEM - INLET GEARBOX (IGB) . . . . . . . . . . . . . . . . . . . . . . . . . 94
BUILDUP - ACCESSORY DRIVE SYSTEM - HORIZONTAL BEVEL GEAR . . . . . . . . . . . . . . . . . . . . . . . . 96
BUILDUP - ACCESSORY DRIVE SYSTEM - RADIAL DRIVE SHAFT (RDS) . . . . . . . . . . . . . . . . . . . . . . 98
BUILDUP - ACCESSORY DRIVE SYSTEM - TRANSFER GEARBOX (TGB) . . . . . . . . . . . . . . . . . . . . . . 100
BUILDUP - ACCESSORY DRIVE SYSTEM - HORIZONTAL DRIVE SHAFT (HDS) . . . . . . . . . . . . . . . . . . . 102
BUILDUP - ACCESSORY DRIVE SYSTEM - ACCESSORY GEARBOX (AGB) . . . . . . . . . . . . . . . . . . . . . . 104
ENGINE -- BORESCOPE - INSPECTION PORTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70-60-GE . 106

BORESCOPE - INSPECTION AND TIME LIMITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108
BORESCOPE - INSPECTION AND TIME LIMITS CONTINUED . . . . . . . . . . . . . . . . . . . . . . . . . . . 110
BORESCOPE - LOW PRESSURE COMPRESSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112
BORESCOPE - HIGH PRESSURE COMPRESSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114
BORESCOPE - HPC PLUG REMOVAL AND HPC ALIGNMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116
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Section
BORESCOPE - COMBUSTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118
BORESCOPE - HPT SHROUD AND LPT NOZZLE STAGE 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120
BORESCOPE - LOW PRESSURE TURBINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122
BORESCOPE - SCHEDULED AND UNSCHEDULED INSPECTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . 124
BORESCOPE - SCHEDULED AND UNSCHEDULED INSPECTION PORTS . . . . . . . . . . . . . . . . . . . . . . . . 126
BORESCOPE - ENGINE AIRFOIL CASE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129
BORESCOPE - ZERO INDEX POSITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132
BORESCOPE - FAN AND BOOSTER INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134
BORESCOPE - FAN AND BOOSTER INSPECTION DEFECTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136
BORESCOPE - HPC SCHEDULED AND UNSCHEDULED INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . 138
BORESCOPE - HPC BLADE INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140
BORESCOPE - COMBUSTION CHAMBER SCHEDULED AND UNSCHEDULED INSPECTION . . . . . . . . . . . . . . . . . 142
BORESCOPE - COMBUSTION CHAMBER INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 144
BORESCOPE - HPT NOZZLE SCHEDULED AND UNSCHEDULED INSPECTION . . . . . . . . . . . . . . . . . . . . . 146
BORESCOPE - HPT NOZZLE INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148
BORESCOPE - HPT ROTOR BLADES AND HPT SHROUD INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . 150
BORESCOPE - HPT BLADE INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 152
BORESCOPE - LOW PRESSURE TURBINE SCHEDULED AND UNSCHEDULED INSPECTION . . . . . . . . . . . . . . . . 154
BORESCOPE - LOW PRESSURE TURBINE INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 156
BORESCOPE - LOW PRESSURE TURBINE STAGE 4 BLADE INSPECTION . . . . . . . . . . . . . . . . . . . . . . 158
BORESCOPE - LOW PRESSURE TURBINE INSPECTION AREAS . . . . . . . . . . . . . . . . . . . . . . . . . . 160
ENGINE -- TIP - BIRDSTRIKE/FOD IN THE ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . 70-70-GE . 162

TIP - FUMES OR SMOKE IN THE CABIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 165
TIP - ENGINE AUTOMATIC ACCELERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 168
TROUBLESHOOTING - ENGINE FLAMEOUT, RESTART SATISFACTORY . . . . . . . . . . . . . . . . . . . . . . . 171
TIP - ENGINE FLAMEOUT, ENGINE RESTART NOT OK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 174
TIP - ENGINE IDLE SPEED, MINIMUM IDLE SPEED LOW/HIGH . . . . . . . . . . . . . . . . . . . . . . . . . 178
TIP - ENGINE TAKEOFF THRUST IS LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 181
TIP - ENGINE OIL CONSUMPTION IS HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 185
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Section
POWER PLANT -- CFM56-7B REMOVAL AND INSTALLATION - INTRODUCTION . . . . . . . . . . . . . . . . 71-00-GE . 188
CFM56-7B REMOVAL - GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 190
CFM56-7B REMOVAL - PREPARATION 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 192
CFM56-7B REMOVAL - PREPARATION 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 194
CFM56-7B REMOVAL - COWLS AND T/R'S . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 196
CFM56-7B REMOVAL - THRUST REVERSER PREPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 198
CFM56-7B REMOVAL - T/R OPENING ACTUATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200
CFM56-7B REMOVAL - FAN CASE DISCONNECT LH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
CFM56-7B REMOVAL - FAN CASE DISCONNECT RH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
CFM56-7B REMOVAL - ENGINE CORE LH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
CFM56-7B REMOVAL - ENGINE CORE RH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 208
CFM56-7B REMOVAL - INSTALL FORWARD BOOTSTRAP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211
CFM56-7B REMOVAL - FWD BOOTSTRAP TO ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 214
CFM56-7B REMOVAL - INSTALL AFT BOOTSTRAP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 216
CFM56-7B REMOVAL - AFT BOOTSTRAP TO ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 218
CFM56-7B REMOVAL - PREPARE TO REMOVE POWER PLANT . . . . . . . . . . . . . . . . . . . . . . . . . . . 221
CFM56-7B REMOVAL - DISCONNECT ENGINE MOUNTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 224
CFM56-7B REMOVAL - LOWER THE POWER PLANT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 227
CFM56-7B INSTALLATION - GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 230
CFM56-7B INSTALLATION - GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 232
CFM56-7B INSTALATION - PREPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 234
CFM56-7B INSTALLATION - INSTALL PREPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 236
CFM56-7B INSTALLATION - PREPARE DYNAMOMETERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 238
CFM56-7B INSTALLATION - DISCONNECT CRADLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 240
CFM56-7B INSTALLATION - LIFT THE ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 242
CFM56-7B INSTALLATION - ATTACH THE ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 244
CFM56-7B INSTALLATION - BOOTSTRAP EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 246
CFM56-7B INSTALLATION - FAN CASE CONNECT LH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 248
CFM56-7B INSTALLATION - FAN CASE CONNECT RH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 250
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Section
CFM56-7B INSTALLATION - CORE CONNECT LH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 252
CFM56-7B INSTALLATION - CORE CONNECT RH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 254
CFM56-7B INSTALLATION - CONNECT T/R OPENING ACTUATOR . . . . . . . . . . . . . . . . . . . . . . . . . 256
CFM56-7B INSTALLATION - HOLD-OPEN EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 258
CFM56-7B INSTALLATION - RETURN TO SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 260
CFM56-7B INSTALLATION - CLOSE CIRCUIT BREAKERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 262
CFM56-7B INSTALLATION - FMCS AND CDU RESET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 264
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Issue 004 - Dated 16/02/2017
ENGINE -- BUILDUP - INTRODUCTION
70-00-GE
- 1 -
Issue 004 - Dated 16/02/2017


Introduction ATA - Air Transport Association
BITE - built-in test equipment
The CFM56 turbofan engine includes: BSI - borescope inspection
CCDL - cross channel data link
- High bypass
- Dual rotor CDP - compressor discharge pressure
- Axial flow. CFMI - CFM International
chA - channel A
The engine is a product of CFM International (CFMI). chB - channel B
CFMI is a company with these joint owners CMM - component maintenance manual
CG - center of gravity
- General Electric (GE) of the USA
- Societe National d Etude et de Construction de CSD - constant speed drive
Moteurs d Aviation (SNECMA) of France. CSI - cycles since installation
CW - clockwise
The CFM56 Family dc - direct current
ECU - electronic control unit
The chart shows the different engine models for the
EFIS - electronic flight instrument system
Boeing B737-600, -700, -800, -900, and -BBJ/COMBI.
airplanes. EGT - exhaust gas temperature
EICAS - engine indicating and crew alerting
The engine on these airplanes is the CFM56-7B with system
different thrust ratings from 19,500 to 27,300 lb. FFCCV - fan frame/compressor case vertical
FWD - forward
Abbreviations and Acronyms GE - General Electric
GSE - ground support equipment
ac - alternating current
HCF - high cycle fatigue
AGB - accessory gearbox
HMU - hydromechanical unit
alt - altitude
HP - high pressure
AMM - aircraft maintenance manual
HPC - high pressure compressor
APU - auxiliary power unit
HPSOV - high pressure shutoff valve
ARINC - Aeronautical Radio, Inc
HPT - high pressure turbine
70-00-GE
- 2 -
Issue 004 - Dated 16/02/2017

HPTC - high pressure turbine clearance PO - ambient static pressure

HPTACC - high pressure turbine active clearance P25 - HP compressor inlet total air temperature
control PLA - power lever angle
HPTCCV - high pressure turbine clearance control PMUX - propulsion multiplexer
valve PS13 - fan outlet static air pressure
Hz - Hertz PS3 - compressor discharge static air pressure
IDG - integrated drive generator psi - pound per square inch
ID PLUG - identification plug psia - pound per square inch absolute
IGB - inlet gearbox psid - pound per square inch differential
IGN - ignition PT - total pressure
IGV - inlet guide vane PT2 - fan inlet total air pressure
in - inch QAD - quick attach detach
K - x 1000 qty - quantity
lb - pounds RPM - revolutions per minute
LP - low pressure RVDT - rotary variable differential transformer
LPC - low pressure compressor SB - service bulletin
LPT - low pressure turbine S/N - serial number
LPTC - low pressure turbine clearance SNECMA - Societe Nationale d Eteude ET de
LPTACC - low pressure turbine active clearance Construction de Moteurs d Aviation
control SOL - solenoid
LRU - line replaceable unit SW - software
LVDT - linear variable differential transformer T12 - fan inlet total air temperature
MO - aircraft speed Mach number T25 - HP compressor inlet air temperature
mm - millimeters T3 - HP compressor discharge air temperature
MMEL - main minimum equipment list T49.5 - exhaust gas temperature
N1 - low pressure rotor speed TAT - total air temperature
N2 - high pressure rotor speed TGB - transfer gearbox
OAT - outside air temperature TLA - throttle lever angle
OGV - outlet guide vane T/O - takeoff
70-00-GE
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Issue 004 - Dated 16/02/2017


T/R - thrust reverser
TRA - throttle resolver angle
v ac - volts alternating current
VBV - variable bleed valve
v dc - volts direct current
VSV - variable stator vane
70-00-GE
- 4 -
Issue 004 - Dated 16/02/2017

CFM56-7B18 (19,500 LB)
CFM56-7B20 (20,600 LB)
CFM56-7B22 (22,700 LB)
737-600
CFM56-7B20 (19,500 LB)

CFM56-7B22 (22,700 LB)
CFM56-7B24 (24,200 LB)
737-700
CFM56-7B24 (24,200 LB)

CFM56-7B26 (26,300 LB)
CFM56-7B27 (27,300 LB)
737-800
CFM56-7B24 (24,200 LB)

CFM56-7B26 (26,300 LB)
CFM56-7B27 (27,300 LB)
737-900ER
CFM56-7B26 (26,300 LB)
737-BBJ/COMBI
ENGINE - BUILDUP - INTRODUCTION
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ENGINE -- BUILDUP - INTRODUCTION - CFM56-7B MAIN PROPERTIES

CFM56-7B Main Properties
These are the main properties of the CFM56-7B engine.
Property
Type Turbo fan
Configuration Two spool axial flow
Fan - one stage
Compressors LP compressor - four stages
HP compressor - nine stages
Combustion
Annular SAC (DAC option)
Chamber
HP turbine - one stage
Turbines
LP turbine - four stages
Weight 2384 kg (95,257 lb)
Length - 2.51 m (98.72 in)
Dimensions Height - 1.83 m (72.00 in)
Width - 2.12 m (83.40 in)
Takeoff thrust - 19,500 to 27,300 lb
Takeoff flat rated temp - 86F (30C)
Max climb thrust - 5960 lb
By-pass ratio - 5.1:1 to 5.5:1
Performance EGT red line - 950C
100% N1 - 5175 rpm
N1 red line limit - 104%
100% N2 - 14,460 rpm
N2 red line limit - 105%
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70-00-GE
Issue 004 - Dated 16/02/2017

ENGINE - BUILDUP - INTRODUCTION - CFM56-7B MAIN PROPERTIES
- 7 -
Issue 004 - Dated 16/02/2017

ENGINE -- BUILDUP - ENGINE GENERAL - INTRODUCTION
The CFM56-7B engine is a high by-pass, dual rotor,

axial flow, advanced technology turbofan. It is held by
the wing pylon and has cowlings for smooth air flow.
The fan blades pull air through the intake. The air
flow divides into two paths, the primary and the
secondary.
The primary flow goes through the inner part of the fan
blades and into a booster (LPC).
The flow path then goes through a high pressure

compressor (HPC) and into a combustor. In the combustor
the air mixes with fuel and gets ignition. The gas flow
gives energy to a high pressure turbine (HPT) and low
pressure turbine (LPT).
The secondary air flow goes through the outer part of

the fan blades and the outlet guide vanes (OGVs). It
then goes through the nacelle discharge duct. This air
flow gives approximately 80% of the total thrust. The
thrust reverser system changes the direction of this
air for reverse engine thrust.
At static takeoff power the engine by-pass ratio is

between 5.1:1 and 5.5:1 in relation to the engine
model. This is the result of between 5 and 6 times more
secondary air flow than the primary air flow.
70-10-GE
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SECONDARY FLOW
PRIMARY FLOW
ENGINE - BUILDUP - ENGINE GENERAL - INTRODUCTION
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ENGINE -- BUILDUP - ENGINE GENERAL - CONDITION MONITORING

Spectrometric oil analysis program (SOAP) does an
analysis of all microscopic (smaller than 10 microns)
The CFM56-7B engine uses on-condition maintenance. The metal particles in an oil sample from the oil tank. The
engine has no periodic overhaul schedules and can stay type and concentration of metal found shows the start
under the wing until something important occurs, or of parts damage.
until parts get to their lifetime limits.
The engine vibration monitoring system uses sensors in
To monitor and keep the health of the engine, these different positions in the engine to sense vibration
different tools are available: levels. It sends these values to the on-board
monitoring system. When vibration values are too large,
- Engine performance trend monitoring you can use the data recorded to find a balancing
- Borescope inspection solution.
- Lubrication particles analysis
- Spectrometric oil analysis program (SOAP)
- Engine vibration monitoring system.
Engine performance trend monitoring evaluates engine

deterioration over a period of use. Recorded engine
parameters such as gas temperature are compared to
those initially seen at engine installation on the
airplane.
Borescope inspection does a check of the condition of

engine internal parts. When you can not get access to
parts, you can do a visual inspection with borescope
probes put in ports on the engine outer casing.
Lubrication particles analysis does a check of the

lubrication oil in the oil system. Filters and magnetic
chip detectors collect visible-to-the-eye particles
(larger then 10 microns) from worn engine parts for
visual inspection and analysis.
70-10-GE
- 10 -
Issue 004 - Dated 16/02/2017

EQTR WPR HPC HPT
YES NO
TIME
ENGINE VIBRATION MONITOR
Type
TREND MONITORING VIBRATION

MONITORING
BORESCOPE LUBE PARTICLE ANALYSIS S.O.A.P.

INSPECTION
ENGINE - BUILDUP - ENGINE GENERAL - CONDITION MONITORING
- 11 -
Issue 004 - Dated 16/02/2017

ENGINE -- BUILDUP - ENGINE GENERAL - GENERAL

General Concept
The CFM56-7B engine has two systems that turn

independently:
- The low pressure system speed is N1

- The high pressure system speed is N2.
Support of the engine rotors are by 5 bearings

identified in manuals as number 1 through 5. Bearing 1
is the most forward bearing, and bearing 5 is the most
aft bearing. These bearings are in 2 dry sump cavities
in the fan and turbine frames.
Short lengths between two main structures (frames) give

engine structural rigidity.
The accessory drive system uses energy from the high

pressure compressor rotor to operate the engine and
airplane accessories. It is also used in starting.
- 12 -
70-10-GE
Issue 004 - Dated 16/02/2017

5 BEARINGS
LP SYSTEM
ACCESSORY
DRIVE
2 FRAMES
HP SYSTEM
2 SUMPS
ENGINE - BUILDUP - ENGINE GENERAL - GENERAL
- 13 -
Issue 004 - Dated 16/02/2017

ENGINE -- BUILDUP - ENGINE GENERAL - MAIN ENGINE BEARING

Main Engine Bearings
The engine has five main bearings that give support to

the rotors.
There are two types of bearings:
- Ball bearing - absorbs axial and radial loads

- Roller bearings - absorbs only radial loads.
Permanent oil lubrication is necessary for the

bearings, so they are in the two dry sump cavities that
have pressure seals.
The forward sump cavity has these bearings:
- Bearing 1 and 2 hold the fan shaft

- Bearing 3 holds the front of the HP shaft.
The rear sump these bearings:
- Bearing 4 holds the rear of the HP shaft

- Bearing 5 holds the rear of the LPT shaft.
70-10-GE
- 14 -
Issue 004 - Dated 16/02/2017

FAN FRAME
REAR LPT REAR

FORWARD LP SHAFT HP SHAFT SUMP FRAME
SUMP
FAN
SHAFT
BEARING 1 BEARING 2 BEARING 3 BEARING 3 BEARING 4 BEARING 5

(BALL) (ROLLER) (BALL) (ROLLER) (ROLLER) (ROLLER)
ENGINE - BUILDUP - ENGINE GENERAL - MAIN ENGINE BEARING
- 15 -
Issue 004 - Dated 16/02/2017

ENGINE -- BUILDUP - ENGINE GENERAL - ENGINE MODULES

Engine Modules
The CFM56-7B is a modular engine. It has 17 different

modules in three major modules and an accessory drive
module.
The 4 modules are:
- Fan major module

- Core major module
- Low pressure turbine module
- Accessory drive module.
- 16 -
70-10-GE
Issue 004 - Dated 16/02/2017

CORE ENGINE MAJOR MODULE
FAN MAJOR
MODULE
LOW PRESSURE TURBINE

MAJOR MODULE
ACCESSORY DRIVE MODULE
ENGINE - BUILDUP - ENGINE GENERAL - ENGINE MODULES
- 17 -
Issue 004 - Dated 16/02/2017

ENGINE -- BUILDUP - FAN MAJOR MODULE - GENERAL
The fan major module is at the front of the engine

downstream from the air inlet cowl.
The main functions of the fan major modules are to:
- Give approximately 80% of the engine thrust

- Give the engine/pylon front attachment
- Contain the fan stage and low pressure compressor
stages
- Give structural rigidity in the front section
- Give containment for front section major
deterioration and/or damage
- Give noise reduction for the fan section
- Give attach points for gearbox and nacelle
equipment
- Be part of the core engine.
The fan major module has these 4 modules:
- Fan and booster module

- Bearing 1 and 2 support module
- Fan frame module
- Inlet gearbox and bearing 3.
70-20-GE
- 18 -
Issue 004 - Dated 16/02/2017

CONTAINMENT
STRUCTURAL OF ENGINE FRONT
RIGIDITY IN SECTION MAJOR
FRONT SECTION DETERIORATION
CONTAINS
FAN STAGE AND FAN SECTION
LP COMPRESSOR NOISE
STAGES REDUCTION
ENGINE/PYLON ATTACH POINTS FOR

FRONT SECTION GEARBOXES, ENGINE/
ATTACH POINTS NACELLE EQUIPMENT
GIVES
80% THRUST ATTACH POINTS
SLS, STATIC FOR CORE ENGINE
CONDITIONS
ENGINE - BUILDUP - FAN MAJOR MODULE - GENERAL
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Issue 004 - Dated 16/02/2017

ENGINE -- BUILDUP - FAN MAJOR MODULE - FAN AND BOOSTER
The functions of the fan and booster are to:
- Increase air velocity overboard to make thrust

- Increase the pressure of the air that goes to the
high pressure compressor (HPC).
After air goes in the air inlet cowl, the total engine
air flow goes through the fan rotor to increase the
kinetic energy of the air.
Most of the air flow goes overboard to make

approximately 80% of the total thrust. The air that
does not go overboard is pressurized in the booster
before it goes in the HPC.
70-20-GE
- 20 -
Issue 004 - Dated 16/02/2017

AIR INLET
COWL
AIR INLET
COWL
FAN
SECTION
MODULE
FAN
SECTION
MODULE
AIR OVERBOARD
AIR TO THE BOOSTER
ENGINE - BUILDUP - FAN MAJOR MODULE - FAN AND BOOSTER
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Issue 004 - Dated 16/02/2017

ENGINE -- BUILDUP - FAN MAJOR MODULE - FAN AND BOOSTER DESCRIPTION
70-20-GE
- 22 -
Issue 004 - Dated 16/02/2017


Fan and Booster It is a hollow, elliptical structure made of aluminium
alloy with a sulfuric anodization for protection. It is
The fan and booster is at the front of the engine on interference-fit flanges between the spinner front
downstream from the air inlet cowl and has: cone and the fan disk.
- Spinner front cone The front flange has 6 line replaceable, crimped, self-
- Spinner rear cone locking nuts. The inner rear flange has 12 mounting
- Single stage fan rotor screw holes for installation onto the fan disk. The
- Three stage axial booster. front and rear flanges have offset holes to make sure
of correct installation. Indent marks identify these
The assembly that turns is on the shaft, and the fixed holes.
assembly attaches to the fan frame.
Balance procedures use different weights in the form of
Spinner Front Cone balancing screws installed on the rear cones outer
diameter. There are two sets of balancing screws
The spinner front cone keeps ice build-up to a minimum. available. The screws in each set are identified as PO1
It is made of black sulfuric anodized aluminium alloy. to PO7 or PO8 to P14. The numbers that show on the screw
heads are the different weights.
The rear flange has 6 mounting screw locations and 3
threaded inserts every 120 degrees for installation of Fan Disk
the jackscrews used in removal procedures.
The fan disk is a titanium alloy forging. The outer
An offset hole, identified by an indent mark, makes front flange gives an attachment for the rear cone and
sure of correct installation and centering onto the retaining flange.
rear cone front flange.
The outer rim of the fan disk has 24 curved dovetails
Spinner Rear Cone slots for fan blade retention. It also has a flange for
the attachment of the fan blade platform. The fan disk
The rear cone makes smooth air flow at the inlet of the gives an attachment for the fan shaft on its inner rear
engine and keeps the fan retaining ring in position. It flange, and its rear flange attaches with bolts to the
also accepts the fan retaining flange and balancing booster spool.
screws used in fan trim and static balance procedures.
70-20-GE
- 23 -
Issue 004 - Dated 16/02/2017


Balance weights attach with rivets on the forward has a booster spool of forged and machined form
flange for dynamic module balancing. The inner front titanium alloy that is on a cantilever mount on the
flange has an imprint to identify an offset hole for rear of the fan disk.
rear cone installation. There are also two
identification marks on each side of blade recesses 1 The three stages of blades has numbers 2 through 4.
and 5. Stage 2 has 74 blades, stage 3 has 78 blades, and stage
4 has 74 blades.
Fan Blades
The booster blades are 3.30 to 3.81 inches (84 to 97
The fan blades are the first stage of the low pressure mm) long and are in circumferential dovetail slots. The
compressor (LPC) and increase the velocity of the air blades have a function as a supercharger for the
that goes in the engine through the air inlet cowls. compressor.
There are 24 titanium alloy, wide core fan blades. Each Stator vane assemblies change the air velocity into
blade has a dovetail base that goes into a recess on pressure. The stator vane assemblies have a cantilever
the fan outer disk. The fan blades are 20.67 inches mount on the fan frame front face.
(0.52 m) long.
The stator vane assemblies has 4 stages with numbers 1
The fan blade root faces have an anti-friction plasma to 4. Stage 1 has 108 vanes, stage 2 and 3 have 136
coating (Cu-Ni-In) and a top coat of cured molybdenum vanes, and stage 4 has 136 vanes.
based film varnish that is a lubricant. Lubrication of
the blade roots is made better by the solid molybdenum You can make a visual analysis of the booster stage 1
based lubricant applied before installation on the fan vane assembly and the leading edge of the LPC rotor
disk. stage 2 blades with a borescope that has a long 90
degree extension. You can use one hole without a plug
Shims are in the dovetail slots and put a limit on at 4:00 to do an inspection of the other booster
radial movement. Platforms between adjacent fan blades blades.
prevent radial movement of the fan blades.
Booster Rotor
The booster rotor increases the velocity of the air as

it goes from stage to stage. The 3 stage booster rotor
70-20-GE
- 24 -
Issue 004 - Dated 16/02/2017

FAN
BLADE
BALANCING
SCREWS
3-STAGE
BOOSTER
ROTOR
FAN
DISK
SPINNER PLATFORM
REAR
CONE
SPINNER
FRONT
CONE
FAN RETAINING
FLANGE
- 25 -
Issue 004 - Dated 16/02/2017

ENGINE -- BUILDUP - FAN MAJOR MODULE - BEARING 1 AND 2 SUPPORT MODULE

Bearing 1 and 2 Support Module
The bearing 1 and 2 support module is part of the fan

major module. Its function is to:
- Give support to the fan booster rotor

- Go around the front section of the forward oil sump
- Give support to one of the vibration sensors
- Give a vent for the forward sump
- Give the fan speed indication
- Give bearing lubrication.
The bearing 1 and 2 support module attaches with bolts

to the fan frame front face flange. This flange
attaches to the fan disk.
- 26 -
70-20-GE
Issue 004 - Dated 16/02/2017

GIVES SUPPORT
FOR ONE VIBRATION
SENSOR
GIVES A VENT
FOR THE FWD
SUMP
GOES AROUND
FRONT SECTION GIVES FAN
OF FWD SUMP SPEED
INDICATION
GIVES SUPPORT GIVES

FOR FAN AND BEARING
BOOSTER LUBRICATION
ENGINE - BUILDUP - FAN MAJOR MODULE - BEARING 1 AND 2 SUPPORT MODULE
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Issue 004 - Dated 16/02/2017

ENGINE -- BUILDUP - FAN MAJOR MODULE - BEARING 1 AND 2 SUPPORT MODULE DESCRIPTION
70-20-GE
- 28 -
Issue 004 - Dated 16/02/2017

Bearing 1 and 2 Support Module flange. Its front inner flange holds the bearing 2
outer race.
The bearing 1 and 2 support module holds the loads from
the fan and booster rotor. This module has: Bearing 2
- Bearing 1 support Bearing 2 holds some of the radial loads from the fan
- Ball bearing 1 and booster rotor. Its outer race attaches with bolts
- Bearing 2 support to the bearing 2 support. Its inner race is on the fan
- Roller bearing 2 shaft. Bearing 2 is locked axially in position on the
- Fan shaft fan shaft.
- Forward stationary air/oil seal
- Oil manifold assembly The bearing 2 inner race also holds the N1 speed sensor
- 5 external pipes. wheel in position on the fan shaft. The wheel turns to
make a pulse sensed by the sensor to measure N1 speed.
Bearing 1 Support
The Fan Shaft
The bearing 1 support is a titanium casing. The front
flange of the support holds ball bearing 1 and its rear The fan shaft is a steel alloy forging. Bearing 1 and 2
outer flange. This flange attaches with bolts to the give support for the shaft. The front flange attaches
fan frame center hub. to the fan disk.
Bearing 1 The fan shaft has internal drive splines and an inner
shoulder for axial retention and mechanical coupling of
Bearing 1 is a thrust bearing that holds the axial and the LPT shaft. The air/oil separator is on the fan
radial loads from the low pressure rotor system. Its shaft between bearing 1 and 2. The fan shaft also gives
one-piece outer race is on the bearing support. The a single angular position for installation of the N1
inner race is two halves on a bearing sleeve. speed sensor wheel.
Bearing 2 Support Air/Oil Separator
Bearing 2 support is a titanium casing. Its outer The air/oil separator uses centrifugal force to remove
flange attaches to the 12 strut hub intermediate oil particles from the air. The air then goes
overboard.
70-20-GE
- 29 -
Issue 004 - Dated 16/02/2017

The air/oil separator has a support ring that holds 12
sleeves. A nut and washer hold it in position.
Forward Stationary Air/Oil Seal
The forward stationary air/oil seal is at the front end

of the engine forward sump. It permits air flow for
seal pressurization. It is a composite material
structure that attaches with bolts to the bearing 1
support front flange.
Oil Manifold Assembly
The oil manifold assembly supplies oil from the fan

frame hub to bearings 1 and 2.
The assembly is on the bearing 1 and 2 support and has:
- Oil manifold
- Bearing 1 oil tube
- Bearing 1 oil nozzle
- Bearing 2 oil nozzle.
70-20-GE
- 30 -
Issue 004 - Dated 16/02/2017

BEARING 2
SUPPORT
OIL
MANIFOLD BEARING 1
SUPPORT
ROLLER BALL
BEARING 2 BEARING 1
OIL
DRAIN FAN
TUBE SHAFT
BEARING 1
STATIONARY SUMP
AIR/OIL SEAL PRESSURIZATION
TUBE (X3)
- 31 -
Issue 004 - Dated 16/02/2017

ENGINE -- BUILDUP - FAN MAJOR MODULE - FAN FRAME MODULE
The fan frame module is the structure at the front of

the engine. Its main functions are to:
- Give ducts for the primary and secondary air flows

- Transmit power plant thrust to the airplane
- Give support for the LPC rotor through the bearing
1 and 2 support
- Give support for the front of the HPC rotor through
the bearing 3 support
- Go around the fan and booster
- Give support for different engine accessories
- Keep fan area noise levels to a minimum
- Give attach points for the forward engine mounts,
front handling trunnions, and lifting points
- Give support for the fan inlet cowl
- Give a connection between gearboxes and core
engine rotor.
70-20-GE
- 32 -
Issue 004 - Dated 16/02/2017

GIVES SUPPORT GIVES SUPPORT GOES AROUND
FOR ENGINE FOR FAN FAN AND
ACCESSORIES INLET COWL BOOSTER
TRANSMITS
POWER PLANT
GIVES GROUND THRUST TO
HANDLING AIRPLANE
PROVISIONS
GIVES SUPPORT
FOR ENGINE
ROTORS
GIVES DUCTS MECHANICAL LOADS
FOR PRIMARY
AND SECONDARY
AIR FLOWS
GIVES A
CONNECTION
KEEPS FAN AREA
BETWEEN
NOISE LEVEL TO
GEARBOXES/CORE
A MINIMUM
ENGINE ROTOR
ENGINE - BUILDUP - FAN MAJOR MODULE - FAN FRAME MODULE
- 33 -
Issue 004 - Dated 16/02/2017

ENGINE -- BUILDUP - FAN MAJOR MODULE - FAN FRAME MODULE DESCRIPTION
70-20-GE
- 34 -
Issue 004 - Dated 16/02/2017

ENGINE -- BUILDUP - FAN MAJOR MODULE - FAN FRAME MODULE DESCRIPTION

General The Fan Frame Assembly
The fan frame module has these major assemblies: The fan frame is a major structure at the forward
section of the engine. The fan frame assembly has:
- Containment case
- Outlet guide vane (OGV) assembly - Fan frame shroud
- Fan frame assembly (shroud and 12-strut hub) - 12-strut hub
- Radial drive shaft housing. - Radial drive shaft housing.
The Containment Case The 12-strut hub has these sub-modules:
The main functions of the containment case are to give: - Radial struts
- Mid-box structure
- Points to attach the engine inlet cowl and the - Hub.
support and transmission of related loads from
this point to the fan frame shroud The main functions of the fan frame assembly are to:
- Fan blade containment
- An abradable liner for the fan blade tips - Give an inlet air flow path to the core engine
- Outer attachment point for the outlet guide vane - Hold loads from the fan and booster module through
(OGV) the bearing 1 and 2 support
- AGB/TGB attach fittings. - Give an attach point for the HPC and hold the loads
through the bearing 3 support
The containment case is one piece of aluminium alloy. - Hold loads from the T/R
- Give an attach point for the rear of the booster on
The Outlet Guide Vane (OGV) Assembly its front flange
- Hold the forward engine mounts on its rear flange
The OGV assembly is at the rear of the containment - Give a housing for different service lines and
case. This assembly gives a smooth secondary air flow equipment.
to increase thrust efficiency.
The Radial Drive Shaft Housing
The assembly has the fan OGV inner shroud and 76 vanes
made of aluminium alloy. Strut 10 at 9:00 has the forward sump oil supply tube
and the radial drive shaft (RDS) housing.
70-20-GE
- 35 -
Issue 004 - Dated 16/02/2017

The RDS housing is a two-piece assembly. It has an

inner and outer housing and is on the side of the
forward sump oil supply tube.
70-20-GE
- 36 -
Issue 004 - Dated 16/02/2017

FAN FRAME
CONTAINMENT CASE SHROUD
12-STRUT
HUB
FAN OUTLET
GUIDE VANE
(OGV)
RADIAL DRIVE
SHAFT HOUSING
FAN OUTLET
GUIDE VANE
(OGV)
- 37 -
Issue 004 - Dated 16/02/2017

ENGINE -- BUILDUP - CORE MAJOR MODULE - CORE ENGINE MAJOR MODULE

- Combustor casing
- Combustion chamber.
The core engine is a high pressure, high speed, gas
generator that supplies the power to operate the The HPT has these parts:
engine.
- HPT nozzle
Fan discharge air compresses in the high pressure - HPT rotor
compressor (HPC) and then receives heat and expands in - HPT shroud and stage 1 LPT nozzle.
the combustion chamber. The high pressure turbine (HPT)
nozzles put the air onto the HPT rotor. Energy not used
from the gas stream by the HPT rotor moves the low
pressure turbine (LPT), fan rotor, and booster.
Ball bearing 3 and roller bearing 3 in the fan frame

give support for the forward end of the core.
Bearing 4 in the HPT rotor rear shaft gives support for

the aft end.
The core engine has these sections:
- HPC
- combustion section
- HPT.
The HPC has these parts:
- HPC rotor
- HPC front stator
- HPC rear stator.
The combustion section has these parts:
70-30-GE
- 38 -
Issue 004 - Dated 16/02/2017

HIGH PRESSURE
COMPRESSOR STATOR
COMBUSTION
CASE
HIGH PRESSURE
TURBINE NOZZLES
HIGH PRESSURE
TURBINE SHROUDS
FUEL
HIGH PRESSURE NOZZLES
COMPRESSOR ROTOR
HPC STATOR
COMBUSTOR
STAGE 1
NOZZLES
HPC HIGH PRESSURE BEARING 4

BEARING 3 ROTOR TURBINE ROTOR
CORE ENGINE MAJOR MODULE
ENGINE - BUILDUP - CORE MAJOR MODULE - CORE ENGINE MAJOR MODULE
- 39 -
Issue 004 - Dated 16/02/2017

ENGINE -- BUILDUP - CORE MAJOR MODULE - HIGH PRESSURE COMPRESSOR (HPC)

The High Pressure Compressor (HPC)
The HPC is a 9-stage compressor. Its main function is

to increase the pressure of the air as it goes from
stage to stage to supply the combustor section.
The HPC also has pipe connections for 4th, 5th, and 9th
stage bleed air for engine and airplane use.
The HPC is between the fan frame and the combustor

case. It has these modules:
- Compressor rotor
- Compressor front stator
- Compressor rear stator.
- 40 -
70-30-GE
Issue 004 - Dated 16/02/2017

HIGH PRESSURE
COMPRESSOR FRONT
STATOR
HIGH PRESSURE
COMPRESSOR ROTOR HIGH PRESSURE
COMPRESSOR REAR
STATOR
9TH STAGE
BLEED AIR
5TH STAGE
4TH STAGE BLEED AIR
BLEED AIR
ENGINE - BUILDUP - CORE MAJOR MODULE - HIGH PRESSURE COMPRESSOR (HPC)
70-30-GE
- 41 -
Issue 004 - Dated 16/02/2017

ENGINE -- BUILDUP - CORE MAJOR MODULE - COMPRESSOR ROTOR

The Compressor Rotor
The compressor rotor increases the velocity of fan
booster discharge air. Stators pressurize the air
before it goes into the combustion section.
The compressor rotor is in the compressor case and the

rotor front end gets support from bearing 3.
Its rear end attaches with bolts to the HPT front shaft
through the rear (CDP) air seal that turns.
The rotor shaft, disk, and spools connect at a single

bolted joint to make a smooth rigid unit. The flange of
the HPC rotor shaft attaches with bolts between the 1-2
spool and the stage 3 disk.
- 42 -
70-30-GE
Issue 004 - Dated 16/02/2017

FRONT SHAFT
SUPPORT FROM
BEARING 3
STAGE 4-9
STAGE 1-2 SPOOL
SPOOL
REAR ROTATION
(CDP) AIR SEAL
HPT FRONT
FRONT SHAFT STATOR
SUPPORT FROM
BEARING 3
HPC ROTOR
SHAFT
STAGE 3 DISK REAR ROTATING

(CDP) AIR SEAL
ENGINE - BUILDUP - CORE MAJOR MODULE - COMPRESSOR ROTOR
- 43 -
Issue 004 - Dated 16/02/2017

ENGINE -- BUILDUP - CORE MAJOR MODULE - COMPRESSOR ROTOR DESCRIPTION

The compressor rotor Stage 3 Disk
The HPC rotor is a 9-stage, axial flow, high speed, The stage 3 disk attaches with the rotor shaft flange
spool-disk structure. and gives support for the stage 4-9 spool. It is made
of titanium alloy.
The rotor has 5 major parts:
Its outer rim has dovetail slots for blade
- Rotor shaft installation. There are 60 blades. The front spool and
- Stage 1-2 spool disk blade retention system is almost the same for all
- Stage 3 disk three stages. A ring blade retainer that goes into the
- 4-9 spool retainer slots holds the blades in position.
- Rear rotating (CDP) air seal.
The Stage 4-9 Spool
The Rotor Shaft
The HPC stage 4-9 spool attaches with bolts to the
The rotor shaft is the forward support for the HPC. It
stage 3 disk rear face, and its aft flange has the rear
is made of titanium alloy.
rotating air seal disk. They are made of nickel alloy.
The shaft has a spline and attaches to the IGB
The outer surface of the 4-9 spool has 6
horizontal bevel gear by a coupling nut. The IGB
circumferential dovetail grooves for installation of
contains the thrust bearing for the core engine.
the blades.
The Stage 1-2 Spool
The Rear Rotating Air Seal
The compressor rotor rear rotating (CDP) air seal is a
The stage 1-2 spool is on a cantilever mount on the one-piece nickel alloy forged parts with abrasive
front face of the rotor shaft flange. The spool is a protection-coated labyrinth seal teeth.
titanium alloy forging and is assembled by inertia
welding. The CDP seal attaches to the aft flange of the stage 4-
9 spool by a tight-fit rabbeted diameter.
The spool has axial slots for blade installation:
- Stage 1 has 38 blades

- Stage 2 has 53 blades.
- 44 -
70-30-GE
Issue 004 - Dated 16/02/2017

STAGE 4-9
SPOOL
STAGE 3
DISK
REAR ROTATING
STAGE 1 (CDP) AIR SEAL
BLADES
ROTOR STAGE 9
SHAFT BLADES
STAGE 1-2
SPOOL
- 45 -
Issue 004 - Dated 16/02/2017

ENGINE -- BUILDUP - CORE MAJOR MODULE - FRONT STATOR
The compressor stator changes the air velocity made by

the rotor into pressure.
The front case is the load support structure between

the fan frame and the combustion case.
The front case has two halves with horizontal split-

line flanges that are machined as a matched set from a
steel forging.
70-30-GE
- 46 -
Issue 004 - Dated 16/02/2017

FAN FRAME
HPC STATOR COMBUSTOR

CASE CASE
ENGINE - BUILDUP - CORE MAJOR MODULE - FRONT STATOR
- 47 -
Issue 004 - Dated 16/02/2017

ENGINE -- BUILDUP - CORE MAJOR MODULE - FRONT STATOR DESCRIPTION

The Front Stator Fixed Stator Vane Stages 4 and 5
The HPC front stator has an upper case and lower case. There are 2 circumferential grooves machined in the
front stator case for stator vane sectors at stage 4
The front stator assembly has: and 5. Stage 4 sectors have 9 vanes. Stage 5 sectors
have 8 vanes.
- Stator case halves
- Inlet guide vanes (IGV) The vanes are a steel alloy.
- Variable stator vanes (VSV), stage 1, 2, and 3
- Fixed stator vanes, stage 4 and 5
- VSV actuation system.
The inner surface is machined to give a smooth air flow

path through stage 1 to 5.
The Front Stator Case
The upper and lower cases of the HPC front stator

attach together with bolts. They have ports at the 4th
and 5th stage for pipes that supply bleed air for
engine and airplane use.
There are also a series of plugged ports on the side of

the casing at approximately 5:00. These are for
borescope inspection of the rotor blades (one port per
stage) and the stage 2 stator vanes adjacent to the
port.
Variable Stator Vane Stages Outer End Connection
The IGV and stage 1, 2, and 3 are variable vanes

installed through the HPC front case. The vanes are a
steel alloy.
70-30-GE
- 48 -
Issue 004 - Dated 16/02/2017

UPPER CASE
VARIABLE STATOR
STAGES
VSV ACTUATOR
FIXED STATOR
STAGES
SPLIT LINE
LOWER CASE VSV ACTUATOR
INLET GUIDE VANES
- 49 -
Issue 004 - Dated 16/02/2017

The Rear Stator
ENGINE -- BUILDUP
The HPC rear - CORE
stator helps MAJOR
increase theMODULE - REARto STATOR
air pressure
the combustion section.
The rear stator has three fixed stages 6-8 and is in

the front stator casing.
The HPC fixed stage 9 is part of the combustion case.
- 50 -
70-30-GE
Issue 004 - Dated 16/02/2017

COMBUSTOR
CASE
HPC FRONT
STATOR CASING
STAGE 9
HPC REAR STATOR

CASING STAGE 6-8
ENGINE - BUILDUP - CORE MAJOR MODULE - REAR STATOR
- 51 -
Issue 004 - Dated 16/02/2017

ENGINE -- BUILDUP - CORE MAJOR MODULE - REAR STATOR DESCRIPTION
The rear stator aft flange is on a cantilever mount on

the inner flange of the rear stator support.
The rear stator support outer flange is between the

front stator and the combustion case.
All flanges are close tolerance rabbeted diameters and

attach with bolts to make a strong assembly.
A pilot diameter at stage 5 of the front stator case

radially holds the forward end of the rear stator
assembly. This gives accurate concentricity between the
front and rear stator case assemblies.
The rear stator case has two halves that attach

together with bolts at 3:00 and 9:00 split-line
flanges. The casings halves are a matched set machined
from a zinc-nickel-cobalt forging.
70-30-GE
- 52 -
Issue 004 - Dated 16/02/2017

REAR STATOR
SUPPORT RABBETED
RABBETED DIAMETER
DIAMETER
PILOT STAGE 6
DIAMETER VANE SLOT
- 53 -
Issue 004 - Dated 16/02/2017

ENGINE -- BUILDUP - CORE MAJOR MODULE - COMBUSTION SECTION
The combustion section is between the high pressure

compressor (HPC) and the low pressure turbine (LPT).
Air from the HPC mixes with fuel supplied by 20 fuel

nozzles.
During the starting sequence, or when necessary, 2

igniter plugs start ignition of the mixture to make the
necessary energy to turn the turbine rotors. Residual
energy changes into thrust.
The combustion section also supplies HPC 9th stage

bleed air for airplane and engine use.
There are two types of combustion chambers:
- The single annular combustor (SAC)

- The dual annular combustor (DAC).
70-30-GE
- 54 -
Issue 004 - Dated 16/02/2017

FUEL
NOZZLE X20
LPT STATOR
IGNITER
PLUGS X2
ENERGY SAC
ANNULAR HIGH PRESSURE

COMBUSTION TURBINE
CHAMBER
ANNULAR
COMBUSTION
CHAMBER HIGH PRESSURE
TURBINE
ENERGY DAC
FUEL
NOZZLE X20 LPT STATOR
ENGINE - BUILDUP - CORE MAJOR MODULE - COMBUSTION SECTION
- 55 -
Issue 004 - Dated 16/02/2017

ENGINE -- BUILDUP - CORE MAJOR MODULE - CONBUSTION SECTION DESCRIPTION
The front face of the combustor attaches to the rear of

the HPC. Its rear face attaches to the LPT module front
flange with bolts.
The rear part of the combustor has the high pressure

turbine (HPT) module and stage 1 LPT nozzle.
The combustion section has:
- Combustion case
- Combustion chamber.
70-30-GE
- 56 -
Issue 004 - Dated 16/02/2017

COMBUSTION
CASE COMBUSTION
CASE REAR
FLANGE
COMBUSTION CASE
FRONT FLANGE
HP TURBINE
SECTION
COMBUSTION
CHAMBER
- 57 -
Issue 004 - Dated 16/02/2017

ENGINE -- BUILDUP - CORE MAJOR MODULE - COMBUSTION CASE
The combustion case is a weldment structure that gives

the structural interface between the HPC, the
combustor, and the LPT. It transmits the engine axial
loads and supplies 9th stage bleed air for engine and
airplane use.
The combustion case includes the compressor outlet

guide vanes (OGV) and diffuser, which decreases
velocity of the HPC air flow before it goes into the
combustion area. This makes combustion efficiency
better.
The mounting pads hold 20 fuel nozzles around the outer

surface and 2 igniters that are at 4:00 and 8:00.
The fuel nozzles receive fuel from this equipment,

which attaches to the case:
- Fuel supply manifold (Y-tubes)

- 4 fuel manifold halves.
The combustion case also has:
- 6 borescope ports
- 4 customer bleed ports
- 4 ports for LPT stage 1 cooling
- 3 ports for HPT clearance control air, 1 for source
air and 2 for the introduction of air to the
shrouds
- 2 ports for start bleed, 1 for source and 1 for
introduction.
70-30-GE
- 58 -
Issue 004 - Dated 16/02/2017

HPT SHROUD AIR
CLEARANCE CONTROL (2) AFT FLANGE
BORESCOPE
BOSS (4)
OUTLET GUIDE
VANE
DIFFUSER
P53 PAD
BORESCOPE
BOSS (2)
9TH STAGE
BLEED AIR
FUEL NOZZLES (20) AND MANIFOLDS FUEL NOZZLE

PAD (20)
LPT STAGE 1
IGNITER BOSS COOLING AIR (4)
ENGINE - BUILDUP - CORE MAJOR MODULE - COMBUSTION CASE
- 59 -
Issue 004 - Dated 16/02/2017

ENGINE -- BUILDUP - CORE MAJOR MODULE - COMBUSTION CHAMBER
The combustion chamber is a short annular structure in

the combustion case. It is between the HPC stator stage
9 and the HPT nozzle.
The swirl nozzle and the liners supply more combustion

and cooling air to make an efficient fuel/air mixture
with a constant combustion pattern and low thermal
stresses. It has:
- Swirl fuel nozzle and deflectors (the dome)

- Outer and inner cowls
- Outer and inner liners.
Dome
The dome is cast and machined components. It attaches

at its inner and outer ends to the liners and cowls
with bolts.
The dome has the spectacle plate that gives support to:
- 20 primary swirl nozzles

- 20 secondary swirl nozzles
- Sleeves
- Deflectors.
The swirl nozzles, sleeves, and deflectors mix air and

fuel.
The surface of the dome receives a layer of cooling air

from the HPC discharge (CDP) air flow.
70-30-GE
- 60 -
Issue 004 - Dated 16/02/2017

OUTER LINER
OUTER COWL
HPT NOZZLE
SWIRL FUEL
NOZZLE
INNER LINER
DEFLECTOR
HPC STATOR
STAGE 9
SLEEVE
SECONDARY
SWIRL NOZZLE
INNER COWL PRIMARY
SWIRL NOZZLE
ENGINE - BUILDUP - CORE MAJOR MODULE - COMBUSTION CHAMBER
- 61 -
Issue 004 - Dated 16/02/2017

ENGINE -- BUILDUP - CORE MAJOR MODULE - INNER AND OUTER COWLS/LINERS

Outer and Inner Cowls
The inner and outer liners have a thermal barrier
The outer and inner cowl are the front end of the
coating on the inner surface.
combustor and give a constant stable air flow to the
combustion chamber. They are a nickel-chrome alloy.
The outer and inner liners rear mounting flange
attaches to the high pressure turbine (HPT).
The outer and inner cowls attach to the forward end of
the outer and inner liners and the dome by 80 bolts,
The inner liners rear flange attaches to the HPT
which are tack welded at their heads.
forward inner nozzle support with bolts.
You must carefully grind off the tack weld to remove
The outer liner rear mounting flange is S-shaped and
the bolts and disconnect the cowls from the liners and
has a rappeted diameter held between the HPT nozzle
dome.
vane outer platform and the combustion chamber outer
casing. This permits thermal expansion of the
Outer and Inner Liners
combustion chamber.
The outer and inner liners are of an integral with

overhung panels that have cooling holes near each
other.
To decrease turbine inlet gas temperature, the liners

have dilution holes that give more combustion and
cooling air.
The outer liner has 2 ferrules for installation of the

spark igniters and locator ridges to make sure of
correct alignment with the combustion case.
There is only one locator ridge at the top vertical

centerline position on the recent engines, but engines
before have three locator ridges 120 degrees apart.
- 62 -
70-30-GE
Issue 004 - Dated 16/02/2017

LOCATOR RIDGE
LUG RING
OUTER
LINER AFT SEAL
INNER
COWL
INNER
SWIRL LINER DILUTION HOLES
NOZZLE
INNER
SUPPORT
FLANGE
OUTER DILUTION HOLES

COWL
IGNITER
FERRULE LOCATOR
(2) RIDGE
COOLING
HOLES
ENGINE - BUILDUP - CORE MAJOR MODULE - INNER AND OUTER COWLS/LINERS
- 63 -
Issue 004 - Dated 16/02/2017

ENGINE -- BUILDUP - CORE MAJOR MODULE - HIGH PRESSURE TURBINE (HPT)
The HPT changes kinetic energy of gasses from the

combustion chamber into torque to turn the HPC. It is
in the combustion case and is a single-stage, air
cooled assembly that has:
- HPT nozzle
- HPT rotor
- HPT shroud and stage 1 LPT nozzle.
70-30-GE
- 64 -
Issue 004 - Dated 16/02/2017

COMBUSTOR
CASE
STAGE 1
LPT NOZZLE
HPT ROTOR
HPT NOZZLE
HPT SHROUD
ENGINE - BUILDUP - CORE MAJOR MODULE - HIGH PRESSURE TURBINE (HPT)
- 65 -
Issue 004 - Dated 16/02/2017

ENGINE -- BUILDUP - CORE MAJOR MODULE - HIGH PRESSURE TURBINE NOZZLE
The HPT nozzle supplies the gas flow from the

combustion chamber to the blades of the HPT rotor at an
angle that gives the best performance during all
conditions of operation.
The HPT nozzle has:
- 21 nozzles segments of 2 vanes each

- Forward and aft inner supports
- Aft outer stationary seal.
Nozzle Inner Support
The HPT nozzle inner support is a nickel base alloy and

holds much of the nozzle load.
Aft Outer Stationary Seal
The aft outer stationary seal is a one-piece ring of

nickel alloy. It has a 4-step honeycomb seal.
Three of the seals attach together with the high

pressure turbine rotor seal teeth. This helps to keep
the correct quantity of cooling air flow and rotor
thrust. The function of the 4th seal is to decrease
thermal stresses.
70-30-GE
- 66 -
Issue 004 - Dated 16/02/2017

HPT NOZZLE
AFT INNER
SUPPORT
BOLT SHIELD
OUTER
FORWARD INNER STATIONARY
SUPPORT SEAL
ENGINE - BUILDUP - CORE MAJOR MODULE - HIGH PRESSURE TURBINE NOZZLE
- 67 -
Issue 004 - Dated 16/02/2017

ENGINE -- BUILDUP - CORE MAJOR MODULE - NOZZLE SEGMENTS
The 21 nozzles segments are assemblies of 2 vanes

brazed onto inner and outer platforms.
Each vane is a cast divided into forward and aft

cooling compartments by an inner rib.
The vanes and platforms receive CDP cooling air that

goes in the vane compartments through inserts in the
inner and outer ends of the vanes.
The air goes out through holes in the leading edge of

the vanes and slots in the trailing edge.
The vanes and platforms are a high strength nickel base

alloy with a protective coating on the vane airfoils
and the platform flow path surfaces.
The nozzle inner and outer platform sides have metal

seals held in position by grease at installation to
prevent air leakage.
The forward inner and outer platform seals push against

the combustion case inner and outer liner by springs.
The vanes rear outer platform seals push against the
shroud support by spring-loaded clips.
The vanes rear inner platforms get support by forward

and aft inner supports.
70-30-GE
- 68 -
Issue 004 - Dated 16/02/2017

AFT OUTER
LEAF SEAL
FWD OUTER INNER
LEAF SEAL RIB
COOLING
COMPARTMENT
VANE
OUTER
PLATFORM
SEAL COOLING
SLOT SLOT
COOLING COOLING
COOLING HOLE COMPARTMENT
SLOT
AFT INNER
INNER FLANGE
PLATFORM
INNER LEAF
SEAL
SEAL
SLOT
ENGINE - BUILDUP - CORE MAJOR MODULE - NOZZLE SEGMENTS
- 69 -
Issue 004 - Dated 16/02/2017

ENGINE -- BUILDUP - CORE MAJOR MODULE - HIGH PRESSURE TURBINE ROTOR
The HPT rotor receives gas flow from the combustion

chamber through the HPT nozzle. The nozzle and rotor
change the kinetic energy into the necessary torque for
the HPT rotor to turn the HPC rotor.
The HPT rotor is a single-stage assembly that receives

cooling air from the CDP. This assembly is in the
combustion case at the rear of the core engine. It has:
- Front shaft
- Forward rotating air seal
- Disk
- Blades
- Rear shaft.
70-30-GE
- 70 -
Issue 004 - Dated 16/02/2017

HPT BLADES
FORWARD ROTATING
AIR SEALS
HPT DISK
FRONT SHAFT
HPT REAR
SHAFT
ENGINE - BUILDUP - CORE MAJOR MODULE - HIGH PRESSURE TURBINE ROTOR
- 71 -
Issue 004 - Dated 16/02/2017

ENGINE -- BUILDUP - CORE MAJOR MODULE - HIGH PRESSURE TURBINE ROTOR DESCRIPTION
Front Shaft Blade Retainer
The rotor front shaft is the structural connection The HPT rotor blades are in dovetail slots on the disk.
between the compressor rotor and the HPT rotor. It also They are held in position by blade retainers in the
gives support to the aft end of the compressor rotor. front and rear.
It is nickel chrome alloy.
Rotor Blades
The front shaft front flange attaches to the HPC stage
4-9 spool at the CDP rotating air seal with bolts to The HPT rotor blades are made of a high temperature,
make a single core rotor. It has a damper sleeve on its single-crystal nickel alloy for a high strength-to-
inner surface to change vibration frequency. weight ratio.
Weights are also installed at the assembly line and There are 80 blades. Four blades have notches machined
module maintenance level for balancing. on their convex side at installation to show wear
levels and help in borescope inspection. The blades
Forward Rotating Air Shaft have dovetail roots that move into slots on the disk.
The forward rotating air seal makes a closed cavity to The blades receives cooling from CDP air that goes
supply CDP air to the disk and out through the turbine through the blade root and out through holes in the
rotor blades for cooling. leading edge, tip, and trailing edge.
Disk Rear Shaft
The rear shaft gives aft support for the HPT rotor
The HPT disk is a forged and machined part that holds
through bearing 4.
the turbine blades in axial dovetail slots.
The inner part of the disk receives cooling from the

booster discharge air. The outer front face receives
cooling from the CDP air that goes through the rotating
air seal. The rear face receives cooling from HPC 4th
stage air.
- 72 -
70-30-GE
Issue 004 - Dated 16/02/2017

COMBUSTOR
CASE
HPT
BLADE
HPT NOZZLE
BLADE
BALANCE HPT FRONT RETAINERS
WEIGHTS SHAFT
HP TURBINE
DISK
DAMPER
SLEEVE
CDP ROTOR
AIR SEAL FORWARD HPT REAR
ROTATING SHAFT
AIR SEAL
- 73 -
Issue 004 - Dated 16/02/2017

ENGINE -- BUILDUP - CORE MAJOR MODULE - SHROUD AND STAGE 1 LPT NOZZLE
The HPT shroud and stage 1 LPT nozzle assembly is the

connection between the core section and the LPT module
of the engine. It is in the aft end of the combustion
case and does 2 main functions:
- The HPT shroud is part of the HPT clearance control

mechanism and uses HPC bleed air to keep close
clearance with the HPT rotor blades during flight
operations
- The stage 1 LPT nozzle supplies the core engine
exhaust gas to the stage 1 LPT blades.
The forward flange of the assembly attaches to the

inner surface of the combustion case with bolts.
The aft flange is rabbeted and attaches between the

combustion case aft flange and the LPT stator forward
flange with bolts.
70-30-GE
- 74 -
Issue 004 - Dated 16/02/2017

HPTCC
MANIFOLD
LPT
STATOR
STAGE 1
LPT NOZZLE
HPT
SHROUD
ENGINE - BUILDUP - CORE MAJOR MODULE - SHROUD AND STAGE 1 LPT NOZZLE
- 75 -
Issue 004 - Dated 16/02/2017

ENGINE -- BUILDUP - CORE MAJOR MODULE - SHROUD AND STAGE 1 LPT NOZZLE ASSEMBLY
Shroud and Stage 1 LPT Nozzle Assembly Shroud Hangers
The HPT shroud and stage 1 LPT nozzle assembly has: The HPT shroud hangers hold the shroud segments on
their inner surface. They give a cooling area between
- Air impringement manifold the segments and the shroud/nozzle support. This
- Shroud/nozzle support decreases the risk of damage to the support because of
- HPT shroud hangers thermal stresses.
- HPT shroud
- Stage 1 nozzle The shroud hangers have machined runners on their
- Inner and stationary air seals. forward and aft faces. The runners move into slots on
the shroud/nozzle support. There are 14 hangers that
Air Impingement Manifold each hold 3 shrouds.
Shrouds
The air impingement manifold uses 4th and 9th stage
bleed air for HPT clearance and LPT nozzle cooling. It The HPT shrouds have a smooth abradable for blade tip
is a brazed fabrication of a nickel-chrome alloy. rub and protection from erosion because of hot exhaust
gasses. The shrouds are made of Rene N5.
The manifold is of 2 half-rings, upper and lower, that
attach together at their 3:00 and 9:00 split-line There are 42 replaceable shrouds each with a C-clip
flange with bolts. retainer that holds the shroud in position in slots on
the hanger.
Shroud/Nozzle Support
Low Pressure Turbine (LPT) Nozzle
The shroud/nozzle support assembly is the outer shell
of the HPT shroud and stage 1 LPT nozzle assembly. It The LPT nozzle gives high velocity gasses from the HPT
is a nickel chrome alloy. rotor to the blades of the LPT rotor stage 1.
The shroud/nozzle support assembly supplies the area The assembly has 24 nozzle segments of 4 vanes each.
for the air impingement manifold on its outer surface The nozzle segments outer and inner locating lips
and gives support for the HPT shrouds and the outer mechanically lock into the shroud/nozzle support. The
platforms of the LPT nozzle segments on its inner forward lip prevents axial movement of the HPT shroud
surface. retainer clips.
- 76 -
70-30-GE
Issue 004 - Dated 16/02/2017

AIR IMPINGEMENT LPT NOZZLE
MANIFOLD FOR COOLING SHROUD NOZZLE
HPTCC SUPPORT
STAGE 1
LPT NOZZLE
SHROUD ASSEMBLY
HANGER SHROUD C CLIPS
STATIONARY
AIR SEAL
INNER
AIR SEAL
ENGINE - BUILDUP - CORE MAJOR MODULE - SHROUD AND STAGE 1 LPT NOZZLE ASSEMBLY
- 77 -
Issue 004 - Dated 16/02/2017

ENGINE -- BUILDUP - LOW PRESSURE TURBINE (LPT) MAJOR MODULE - GENERAL
The functions of the major module are to:
- Change the pressure and velocity of gasses from

the high pressure turbine (HPT) into mechanical
power to turn the fan and booster module
- to give a rear support for the HP and LP rotors
- to give rear mounts for engine installation on the
airplane.
The LPT major module is at the rear of the engine and

has:
- LPT rotor/stator module

- LPT shaft module
- LPT rear frame module.
70-40-GE
- 78 -
Issue 004 - Dated 16/02/2017

LPT LPT REAR
STATOR FRAME
LPT MODULE MODULE
LPT
ROTOR
LPT SHAFT
MODULE
ENGINE - BUILDUP - LOW PRESSURE TURBINE (LPT) MAJOR MODULE - GENERAL
- 79 -
Issue 004 - Dated 16/02/2017

ENGINE -- BUILDUP - LOW PRESSURE TURBINE (LPT) MAJOR MODULE - LPT ROTOR/STATOR MODULE
- Stage 1 - 162 blades
- Stage 2 - 150 blades
The function of the LPT rotor/stator module is to - Stage 3 - 150 blades
change the kinetic energy of gasses from the HPT into - Stage 4 - 134 blades.
mechanical power to turn the fan and booster.
The LPT rotor/stator is between the HPT and the LPT

rear frame. Its front flange is on the rear flange of
the combustion module. Its rear flange attaches to the
LPT rear frame. Its inner flange is held to the LPT
shaft.
The LPT rotor/stator is a 4-stage axial flow turbine

that has:
- Stator assembly
- Rotor assembly.
Rotor Assembly
The rotor assembly is in the LPT case and has four

stages. It has these components:
- Stages 1 to 4 disks
- Stages 1 to 4 rotating rings
- Stages 1 to 4 blades
- Rotor support.
The disks and rotating rings are of nickel alloy.
The four stages of the LPT rotor have tip-shrouded

blades of nickel alloy. These are the number of blades
in each stage:
70-40-GE
- 80 -
Issue 004 - Dated 16/02/2017

REAR
FLANGE
ROTOR
ASSEMBLY
INNER
FLANGE
FRONT
FLANGE
STATOR
ASSEMBLY
ENGINE - BUILDUP - LOW PRESSURE TURBINE (LPT) MAJOR MODULE - LPT ROTOR/STATOR MODULE
- 81 -
Issue 004 - Dated 16/02/2017

ENGINE -- BUILDUP - LOW PRESSURE TURBINE (LPT) MAJOR MODULE - LPT STATOR ASSEMBLY
LPT Stator Assembly Stage 2 to 4 Nozzles
The stator assembly increases the speed of gasses that The function of the LPT stage 2 to 4 nozzles is to
come from the combustion chamber. It has these increase the speed of the air from the HPT and supply
components: it to the LPT rotor assembly. All nozzles assemblies
are of nickel alloy.
- LPT case
- Air cooling tubes and manifolds assembly Each nozzle stage is in segments. These are the number
- Stage 2 to 4 nozzle assemblies. of segments and the number of vanes in each segment:
LPT Case - Stage 2 nozzle has 18 segments with 6 vanes each

- Stage 3 nozzle has 20 segments with 7 vanes each
The LPT case gives support for the stator assembly. It - Stage 4 nozzle has 22 segments with 6 vanes each.
is a nickel-chrome alloy.
The front flange of the LPT case attaches to the rear

flange of the combustor case, and the rear flange
attaches to the outer front flange of the turbine rear
frame.
Air Cooling Tubes and Manifolds Assembly
The function of the air cooling tubes and manifolds

assembly is to put cooling air on the outer surface of
the LPT case for rotor clearance control.
The air cooling tubes and manifolds assembly is on

supports held by brackets around the LPT case. They are
made of steel alloy and have:
- 2 air supply manifolds

- 2 tube manifold assemblies.
- 82 -
70-40-GE
Issue 004 - Dated 16/02/2017

LPT AIR COOLING
TUBES AND MANIFOLD
ASSEMBLY THERMAL
INSULATION
BLANKET
LPT CASE
4
LPT HOLDING 4
3
RING 3
2
LPT OUTER 2
SEAL SEGMENT 1
LPT NOZZLES
STAGE 2 TO 4
ENGINE - BUILDUP - LOW PRESSURE TURBINE (LPT) MAJOR MODULE - LPT STATOR ASSEMBLY
- 83 -
Issue 004 - Dated 16/02/2017

ENGINE -- BUILDUP - LOW PRESSURE TURBINE (LPT) MAJOR MODULE - LPT SHAFT MODULE
The LPT shaft module transmits power from the LP

turbine to the fan and booster module. It also holds
the radial load of the HP rotor through bearing 4 and
the radial load of the aft of the LP rotor through
bearing 5.
The module is concentric with and in the high pressure

rotor system and connects the fan shaft with the LPT
rotor.
It holds the rear of the LPT rotor through bearing 5,

which holds the LPT rotor in the LPT rear frame.
It also gives a vent for the engine forward and aft

sumps through the center vent tube.
70-40-GE
- 84 -
Issue 004 - Dated 16/02/2017

LPT ROTOR
CENTER
VENT TUBE
LPT SHAFT
BEARING 4
BEARING 5
ENGINE - BUILDUP - LOW PRESSURE TURBINE (LPT) MAJOR MODULE - LPT SHAFT MODULE
- 85 -
Issue 004 - Dated 16/02/2017

ENGINE -- BUILDUP - LOW PRESSURE TURBINE (LPT) MAJOR MODULE - LPT SHAFT MODULE DESCRIPTION
The LPT Shaft Module Bearing 4 is a roller bearing. It is between the HPT
rear shaft and the LPT shaft at the LPT shaft integral
The LPT shaft module has these components: hub. The bearing outer race is in the HPT rear shaft
bore. The inner race attaches to the front of the LPT
- The LPT shaft shaft integral hub with bolts.
- A center vent tube
- Roller bearing 4 Bearing 5
- Roller bearing 5.
Bearing 5 holds the LPT rotor aft end in the LPT rear
LPT Shaft frame and holds the radial loads made by the LPT.
The LPT shaft is made of steel alloy and transmits Bearing 5 is an oil-damped roller bearing at the rear
torque from the LP turbine to the fan and booster of the LPT shaft integral hub. It decreases the
module. vibration level of the assembly as it turns.
The forward end of the LPT shaft has outer splines that The bearing outer race is in an adjustable sleeve in
engage into inner splines on the fan shaft. the LPT rear frame. Oil pressure goes between the outer
race and the adjustable sleeve to make the oil-damped
Center Vent Tube condition. Its inner race is on the aft end of the LPT
shaft.
The center vent tube gives an overboard vent for the
engine forward and rear sumps. Bearing Lubrication
The center vent tube is made of titanium alloy and A supply tube in the turbine frame supplies oil to the
installs concentrically in the LPT shaft. It is in two air/oil separator that turns. The separator sends this
parts, the center vent tube and a rear tube. oil forward to bearing 5 by centrifugal force through
an oil gallery between the separator and the LPT shaft.
Bearing 4
The remaining oil continues to flow forward through
passageways in the LPT shaft. The oil lubricates the
Bearing 4 holds the radial loads made by the high
inner race, roller, and the outer race of bearing 4.
pressure turbine rotor.
- 86 -
70-40-GE
Issue 004 - Dated 16/02/2017

AIR/OIL
LPT SEAL
LPT SHAFT BEARING 4
CENTER
VENT TUBE BEARING 5
CENTER
VENT TUBE
AIR/OIL
LPT SEAL
BEARING 5
BEARING 4
LPT SHAFT
- 87 -
Issue 004 - Dated 16/02/2017

ENGINE -- BUILDUP - LOW PRESSURE TURBINE (LPT) MAJOR MODULE - LPT REAR FRAME MODULE
The LPT rear frame module is one of the engines major

structural assemblies and is at the rear of the engine.
The front section of the LPT rear frame module attaches

to the rear flange of the LPT case with bolts. The rear
section gives an attachment for the exhaust nozzle and
exhaust plug that are part of the nacelle.
The main components of the module are:
- The LPT rear frames

- Roller bearing 5 support.
The turbine frames outer casing has rear engine

attachment points.
Its inner hub holds loads from the rear of the LPT
rotor through the bearing 5 support and has attachments
for parts on the front and rear faces.
70-40-GE
- 88 -
Issue 004 - Dated 16/02/2017

ENGINE
CLEVIS MOUNT
EXHAUST NOZZLE
ATTACHMENT
BEARING 5
SUPPORT
INNER HUB
OIL
COLLECTOR
TURBINE
FRAME
OUTER
CASING
ENGINE - BUILDUP - LOW PRESSURE TURBINE (LPT) MAJOR MODULE - LPT REAR FRAME MODULE
- 89 -
Issue 004 - Dated 16/02/2017

ENGINE -- BUILDUP - LOW PRESSURE TURBINE (LPT) MAJOR MODULE - LPT REAR FRAME
LPT Rear Frame
The LPT rear frame is made of nickel alloy.
It has a polygonal outer casing and an inner hub that

connect with 16 airfoil-shaped struts tangential to the
inner hub. The strut decreases thermal and mechanical
stresses and holds a fairing.
Some of the struts have these internal passages for oil

tubes:
- Strut 10 holds the oil supply tube for the bearings

4 and 5
- Strut 7 holds the oil scavenge tube
- The outer case drain tube goes between struts 8 and
9
- The bearing 5 drain tube goes between struts 7 and
8.
The LPT rear frame has four brackets for attachment to

ground equipment and installation on engine storage
stands. The outer casing has four clevis mounts for
engine installation on the airframe.
- 90 -
70-40-GE
Issue 004 - Dated 16/02/2017

AFT CLEVIS
ENGINE CLEVIS 16 1 MOUNT
MOUNTS FAIRING
15 2
OUTER
CASING
3
14
TANGENT
STRUT
4
13
5
12
6
INNER 11
HUB
7
FRONT 10
FLANGE 9 8 OIL SCAVENGE
OIL SUPPLY TUBE
TUBE OUTER CASE
TUBE DRAIN
FORWARD LOOKING AFT AFT LOOKING FORWARD
ENGINE - BUILDUP - LOW PRESSURE TURBINE (LPT) MAJOR MODULE - LPT REAR FRAME
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Issue 004 - Dated 16/02/2017

ENGINE -- BUILDUP - ACCESSORY DRIVE SYSTEM - GENERAL

Accessory Drive System
During engine start the accessory drive system

transmits external power from the engine air starter to
turn the core engine.
When the engine is on, the accessory drive system uses

part of the core engine power and transmits it through
a series of gearboxes and shafts to turn the engine and
airplane accessories.
For maintenance tasks you can turn the core manually

with a crank through the accessory gearbox.
The accessory drive system is at the 9:00 position (aft

looking forward) and has these components:
- Inlet /gearbox (IGB) - receives power from the HPC

front shaft
- Radial drive shaft (RDS) - transmits the power to
the transfer gearbox
- Transfer gearbox (TGB) - changes direction of the
torque
- Horizontal drive shaft (HDS) - transmits power
from the TGB to the accessory gearbox
- Accessory gearbox (AGB) - holds and turns engine
and airplane accessories.
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70-50-GE
Issue 004 - Dated 16/02/2017

INLET GEARBOX
(IGB)
INNER RADIAL
DRIVE SHAFT
(RDS)
OUTER RADIAL
DRIVE SHAFT
TRANSFER
GEARBOX
(TGB)
ACCESSORY
GEARBOX HORIZONTAL
(AGB) DRIVE SHAFT
(HDS)
ENGINE - BUILDUP - ACCESSORY DRIVE SYSTEM - GENERAL
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70-50-GE
Issue 004 - Dated 16/02/2017
ENGINE -- BUILDUP - ACCESSORY DRIVE SYSTEM - INLET GEARBOX (IGB)

Inlet Gearbox (IGB) Ball bearing 3 has a function as the core engine thrust
bearing and sets the axial position of the forward end
The IGB transmits torque between the HPC front shaft of the HPC rotor.
and the radial drive shaft. It also holds the front end
of the core engine. Air/Oil Seal
The IGB is in the fan frame sump and attaches to the The air/oil seal seals the aft end of the forward sump
forward side of the fan frame aft flange with bolts. and has a function as a locknut for bearing 3.
You must remove different engine modules to get access
to it.
The IGB contains these parts:
- Horizontal bevel gear with coupling/locking nut

- Radial bevel gear
- Bearing 3 (roller and ball)
- Air/oil seal that turns.
Radial Bevel Gear
The radial gear has 35 teeth. It is on the one ball

bearing and two roller bearings, one at each end of the
bevel gear hub. The bearings and gear receive oil for
lubrication and heat removal through the forward sump
oil manifold assembly.
Bearing 3
The bearing 3 assembly has a ball bearing and a roller

bearing. It is between the IGB housing and the
horizontal bevel gear.
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70-50-GE
Issue 004 - Dated 16/02/2017

BEARING 3
AIR/OIL SEAL
HORIZONTAL
BEVEL GEAR
COUPLING/
LOCKING NUT
RADIAL
BEVEL GEAR
ENGINE - BUILDUP - ACCESSORY DRIVE SYSTEM - INLET GEARBOX (IGB)
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Issue 004 - Dated 16/02/2017

ENGINE -- Bevel
Horizontal BUILDUP
Gear - ACCESSORY DRIVE SYSTEM - HORIZONTAL BEVEL GEAR
The horizontal bevel gear engages with the radial bevel

gear to give torque to the TGB assembly.
The horizontal bevel gear attaches to the HPC forward

shaft and holds the bearing 3 inner race. It has 47
teeth.
The gear engages with the compressor rotor front shaft

on a spline and attaches to it by a coupling/locking
nut.
The coupling/locking nut installs so that it turns

independently, but its internal thread holds the HPC
front shaft to the horizontal bevel gear.
You can also use this nut to pull out the core engine
rotor during engine disassembly
The nut has teeth on its outer surface to seal with the
forward stationary oil seal.
The bevel gear outer shaft has the inner races of the
bearing. The rear end has threads for the installation
of an air/oil seal that turns. This seal also has a
function as a locking nut for the ball and roller
bearing 3.
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70-50-GE
Issue 004 - Dated 16/02/2017

AIR/OIL SEAL
HORIZONTAL
BEVEL GEAR
GEAR THREADS
TEETH (47)
HORIZONTAL
BEVEL GEAR COUPLING/
LOCKING NUT
SPLINES
BEARING
THREADS JOURNAL
BEARING 3
RADIAL
BEVEL
GEAR
ENGINE - BUILDUP - ACCESSORY DRIVE SYSTEM - HORIZONTAL BEVEL GEAR
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Issue 004 - Dated 16/02/2017

ENGINE -- BUILDUP - ACCESSORY DRIVE SYSTEM - RADIAL DRIVE SHAFT (RDS)

Radial Drive Shaft (RDS)
The Radial Drive Shaft transmits power from the IGB to

the TGB.
The assembly is in fan frame strut 10 at the 9:00

position (aft looking forward).
It has 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 has an internal spline that

engages with the external spline end of the inner RDS.
The two ends of the inner and outer RDS assembly have
external splines that connect the IGB level gear with
the TGB input level gear.
The shaft mid-length bearing gives correct centering of

the RDS in its housing. Its inner race is halfway up on
the RDS, and the outer race is part of the RDS housing.
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70-50-GE
Issue 004 - Dated 16/02/2017

OIL DISTRIBUTOR
INLET GEARBOX
(IGB)
INNER RADIAL
DRIVE SHAFT (RDS)
FAN FRAME
12-STRUT 10
HUB BALL BEARING
OUTER RACE
SHAFT MID-LENGTH
BALL BEARING
DRIVE SHAFT
HOUSING
OUTER RADIAL
DRIVE SHAFT (RDS)
TRANSFER
GEARBOX (TGB)
ENGINE - BUILDUP - ACCESSORY DRIVE SYSTEM - RADIAL DRIVE SHAFT (RDS)
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Issue 004 - Dated 16/02/2017

ENGINE -- BUILDUP - ACCESSORY DRIVE SYSTEM - TRANSFER GEARBOX (TGB)

Transfer Gearbox (TGB) - Roller bearing.
The RDS turns the transfer gearbox. The TGB decreases The input bevel gear has 31 teeth.
speed and sends the torque from the IGB to the AGB
through the horizontal drive shaft. The bore of the bevel gear has a spline at its upper end
and engages with the outer radial drive shaft.
The TGB is under the fan frame module at the 9:00
position and has: An oil nozzle supplies a jet of oil directly on the
bevel gear. A second oil nozzle supplies a jet of oil
- Transfer gearbox housing on the roller bearing.
- Input bevel gear
- Horizontal bevel gear. Horizontal Bevel Gear
Gearbox Housing The horizontal part of the TGB includes:
The housing is a double-walled aluminium alloy casing - Transfer tube

that makes oil scavenge better. - Sleeve
- Horizontal bevel gear
The upper part of the housing has a bearing adapter - Ball bearing
assembly that engages in the inner drive shaft housing - Roller bearing.
in the fan frame shroud. The TGB housing attaches to
the fan frame shroud with four bolts. The horizontal bevel gear has 32 teeth.
The TGB housing has three oil nozzles for lubrication An oil nozzle gives 3 jets of oil into different parts
of the bevel gear and housing. of the horizontal bevel gear.
Input Bevel Gear
The upper part of the TGB has:
- Input bevel gear

- Input bevel gear bearing housing
- Ball bearing
70-50-GE
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Issue 004 - Dated 16/02/2017

INPUT BEVEL
GEARSHAFT
HORIZONTAL TRANSFER
BEVEL GEARSHAFT GEARBOX
HOUSING (TGB)
ENGINE - BUILDUP - ACCESSORY DRIVE SYSTEM - TRANSFER GEARBOX (TGB)
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Issue 004 - Dated 16/02/2017

ENGINE -- BUILDUP - ACCESSORY DRIVE SYSTEM - HORIZONTAL DRIVE SHAFT (HDS)

Horizontal Drive Shaft (HDS)
The horizontal drive shaft supplies power transmission

between the TGB and the AGB.
The horizontal drive shaft transfer tube is a steel

alloy and has an aluminium alloy sliding sleeve. The
transfer tube and the sliding sleeve hold and give
protection to the HDS and the level gear shaft
assembly.
The transfer tube attaches to the TGB housing with

bolts, and the sliding sleeve makes the connection with
the AGB through a 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 flange
supply a seal for the assembly.
It has a spline at each end and turns the AGB gears

through the hand-cranking drive gear.
The shaft is held in the drive gear by a lock nut.
- 102 -
70-50-GE
Issue 004 - Dated 16/02/2017

ACCESSORY HORIZONTAL TRANSFER
GEARBOX (AGB) CLAMP DRIVE SHAFT (HDS) TUBE
O-RING LOCKING NUT SLEEVE O-RINGS TRANSFER

GEARBOX
ENGINE - BUILDUP - ACCESSORY DRIVE SYSTEM - HORIZONTAL DRIVE SHAFT (HDS)
- 103 -
Issue 004 - Dated 16/02/2017

ENGINE -- BUILDUP - ACCESSORY DRIVE SYSTEM - ACCESSORY GEARBOX (AGB)

Accessory Gearbox (AGB)
The accessory gearbox holds and turns airplane and

engine accessories.
The AGB assembly is on the left hand side of the fan

frame at the 9:00 position and is held by 2 clevis
mounts with shouldered bushings.
The housing is an aluminium alloy casing.
The AGB has a gear train that decreases or increases

the speed necessary for each accessory.
The AGB front face has mounting pads for this

equipment:
- Hydraulic pump
- Integrated drive generator (IDG)
- Starter
- Hand-cranking drive
- Control alternator (EEC power supply).
The AGB rear face connects with the HDS sleeve and has
mounting pads for:
- Lubrication unit
- Scavenge oil filter
- Fuel pump and hydromechanical unit (HMU).
Some of the accessories install on the AGB with quick

attach/detach (QAD) rings.
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70-50-GE
Issue 004 - Dated 16/02/2017

FLANGED
BUSHING
CONTROL
ALTERNATOR
TGB TO AGB DRIVE PAD
INPUT DRIVE
PAD SPEED
SENSOR
HAND-CRANKING
DRIVE PAD
FUEL PUMP STARTER

DRIVE PAD DRIVE PAD
IDG
DRIVE PAD
HYDRAULIC
LUBRICATION DRIVE PAD
UNIT DRIVE PAD
FRONT VIEW
FLANGED
BUSHING
REAR VIEW
ENGINE - BUILDUP - ACCESSORY DRIVE SYSTEM - ACCESSORY GEARBOX (AGB)
- 105 -
Issue 004 - Dated 16/02/2017

ENGINE -- BORESCOPE - INSPECTION PORTS

Borescope Inspection Ports
These 21 borescope inspection ports are around and

along the engine:
- 1 port for the booster or LPC

- 9 ports for the HPC
- 6 ports for the combustor, includes 2 igniter
ports
- 2 ports for the HPT
- 3 ports for the LPT.
These ports let you make an inspection of the parts

that turn without an engine disassembly.
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70-60-GE
Issue 004 - Dated 16/02/2017

10:00 RIGHT 3:00 1:00
BORESCOPE IGNITER BORESCOPE BORESCOPE
PORT (S15) S17 PORT (S10) PORT (S13) PORT (S12)
LEFT S18 THROUGH S20 S1 THROUGH S9

IGNITER 6:00 S0 BORESCOPE PORT
PORT (S11) BORESCOPE (AT 3:00, INNER
PORT (S14) WALL OF THE FAN BYPASS
DUCT BETWEEN 2 OGVS)
LEFT SIDE RIGHT SIDE
- 107 -
Issue 004 - Dated 16/02/2017

ENGINE -- BORESCOPE - INSPECTION AND TIME LIMITS

Hot and Normal Borescope Inspection and Ports
Use the chart that shows to identify hot and normal

engine inspection limits when you use the engine
borescope ports.
It is not recommended that you do a borescope

inspection at temperatures above 130F (54C). High
temperature can cause damage to the fiber optic type of
borescope equipment. The chart gives data about time
limitations after which you can do an engine inspection
on a hot engine.
To decrease the cool-down time after the engine is off,

you can use the engine starter to motor the engine.
Refer to AMM Part 2 for information. This decreases the
hot section area temperature sufficiently to let you do
an inspection. Since the temperature can increase as
engine heat distribution changes, it is also
recommended that you do an inspection of the engine hot
section in less than 20 minutes or before the internal
temperature increases again to 130F (54C).
- 108 -
70-60-GE
Issue 004 - Dated 16/02/2017

ENGINE BORESCOPE BORESCOPE WRENCH INSPECTED WITHOUT MOTORING

SECTION PORT NUMBER PORT SIZE SIZE COMPONENTS TIME TO GET TO
(MM) 100F/38C 200F/93C
BOOSTER STAGE 3 T/E - - - -
S0 N/A N/A STAGE 4 T/E - - - -
HPC CASE S1 10 MM 1/2 HEX STAGE 1 L/E 30 MN - -
8 MM 1/2 HEX STAGE 1 T/E 30 MN

S2 STAGE 2 L/E - -
10 MM 1/2 HEX STAGE 2 T/E 30 MN 20 MN
S3 STAGE 3 L/E
S4 STAGE 4 L/E
S5 STAGE 5 L/E
10 MM 1/2 HEX STAGE 5 T/E 1.5 HR 1.0 HR
S6 STAGE 6 L/E
8 MM 1 1/16 HEX STAGE 6 T/E 2.0 HR 1.5 HR
S7 STAGE 7 L/E
S8 STAGE 8 L/E
S9 STAGE 9 L/E
COMBUSTION COMBUSTOR 3.5 HR 2.0 HR
CASE S10 10 MM 1 1/4 HEX 4.5 HR 3.0 HR
HPT NOZZLE
L/E AND T/E 4.5 HR 3.0 HR
S11 10 MM 1 1/4 HEX HPT BLADE L/E 4.5 HR 3.0 HR
HPT SHROUD
S12 10 MM 7/8 HEX COMBUSTOR 3.5 HR 2.0 HR
S13 10 MM 7/8 HEX HPT NOZZLE 4.5 HR 3.0 HR
ENGINE - BORESCOPE - INSPECTION AND TIME LIMITS

7
70-60-GE
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Issue 004 - Dated 16/02/2017

ENGINE -- BORESCOPE - INSPECTION AND TIME LIMITS CONTINUED

Hot and Normal Borescope Inspection and Ports Cont
Continue to use the chart that shows to identify hot

and normal engine inspection limits when you use the
engine borescope ports.
- 110 -
70-60-GE
Issue 004 - Dated 16/02/2017

100F/38C 200F/93C
COMBUSTION
CASE CONT S14 10 MM 7/8 HEX L/E 4.5 HR 3.0 HR
S15 10 MM 7/8 HEX 4.5 HR 3.0 HR
HPT BLADES T/E

S16 8 MM 9/16 HEX STAGE 1 LPT 4.5 HR 3.0 HR
LPT CASE S17 10 MM 7/8 HEX BLADES L/E 4.5 HR 3.0 HR
STAGE 1 T/E
S18 8 MM 9/16 HEX STAGE 2 L/E 4.5 HR 2.0 HR
STAGE 2 T/E
STAGE 3 T/E
ENGINE - BORESCOPE - INSPECTION AND TIME LIMITS CONTINUED
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Issue 004 - Dated 16/02/2017

ENGINE -- BORESCOPE - LOW PRESSURE COMPRESSOR
Each borescope inspection port is used for a specified

purpose.
There is only one borescope inspection port for the low

pressure compressor section of the engine. The port is
the S0 port.
The S0 port is at approximately the 4:00 position on

the fan case between the platforms of the outlet guide
vane. There is no plug in the S0 port. It is an open
port.
70-60-GE
- 112 -
Issue 004 - Dated 16/02/2017

TOP VERTICAL
S0
NO PLUG ON
S0 PORT AFT LOOKING FORWARD
ENGINE - BORESCOPE - LOW PRESSURE COMPRESSOR
- 113 -
Issue 004 - Dated 16/02/2017

ENGINE -- BORESCOPE - HIGH PRESSURE COMPRESSOR
There are 9 ports for inspection of the high pressure

compressor on the engine. They have numbers S1 thru S9.
The HPC borescope ports are at approximately the 5:00

position on the compressor case.
Borescope ports S1 thru S6 use a plug with a hexagonal

head.
Borescope ports S7 thru S9 use a cap and plug connected

by a spring-loaded shaft.
Refer to the AMM part 2, section 72-00-00 for more

information on the removal/installation procedures of
borescope plugs S7 thru S9.
Training Information Point
CAUTION: DO NOT MIX PLUGS BETWEEN PORTS. DAMAGE TO THE

ENGINE MAY OCCUR.
70-60-GE
- 114 -
Issue 004 - Dated 16/02/2017

TOP VERTICAL
S1 TO S9
AFT LOOKING FORWARD

S9 S7 S5 S3 S1
FWD S8 S6 S4 S2
BORESCOPE
CAP
RETAINING
RING
SHAFT
BORESCOPE
PLUG
S7, S8, AND S9 BORESCOPE

PLUG ASSEMBLY FWD S6 S5 S4 S3 S2 S1
ENGINE - BORESCOPE - HIGH PRESSURE COMPRESSOR
- 115 -
Issue 004 - Dated 16/02/2017

ENGINE -- BORESCOPE - HPC PLUG REMOVAL AND HPC ALIGNMENT

Deep-well Socket
If there is a shaft breakage of the borescope plugs S7

thru S9, you use a deep-well socket to remove the inner
plug. You use the six-flat at the very end of the
shaft.
Alignment Rod
The HPC stator vanes can move slightly and cause

movement of the borescope port and the related holes in
the stator. If it is impossible to put the probe in the
port, use an alignment rod to align the stator vanes
segment. Refer to the AMM Part 2 for more information
on the local manufacture of this alignment rod.
WHEN YOU REMOVE THE BORESCOPE PLUG, DO NOT

CAUTION:
APPLY MORE THAN 280 POUND-INCHES (31.5 NEWTON
METERS) TO THE PLUG. THE BORESCOPE PLUG CAN
BREAK. THIS CAN CAUSE DAMAGE TO THE ENGINE.
- 116 -
70-60-GE
Issue 004 - Dated 16/02/2017

DEEP-WELL ALIGNMENT
SOCKET ROD
3/8 INCH
DRIVE
SOCKET
WELD
WELD
FWD
7/16 INCH 12 POINT REMOVE INNER
SOCKET UNDER CUT MATERIAL TO PERMIT
TO PUT STEEL TUBE 7/16 INCH 12 POINT
BOLT HEAD TO PASS
ALUMINUM ALIGNMENT TOOL
ENGINE - BORESCOPE - HPC PLUG REMOVAL AND HPC ALIGNMENT
- 117 -
Issue 004 - Dated 16/02/2017

ENGINE -- BORESCOPE - COMBUSTOR
There are 6 borescope ports for inspection of the

combustor section of the engine. They have numbers S10
to S15.
The combustor borescope ports are around the combustor

case. Ports S10 and S11 are the igniter ports while the
borescope ports S12 to S15 have a plug with an
hexagonal head.
CAUTION: DO NOT MIX THESE PLUGS WITH THE S16 AND S17
PLUGS. IF YOU INSTALL THEM IN THE WRONG PLACE
ENGINE DAMAGE MAY OCCUR.
70-60-GE
- 118 -
Issue 004 - Dated 16/02/2017

S12
S15
S13
S10
S11 IGNITER
IGNITER
S14
S12, S13, S14, AND S15 AFT LOOKING FORWARD
BORESCOPE PLUGS
S12
S13
S15
S11
IGNITER
FWD
FWD S10 S14

IGNITER
- 119 -
Issue 004 - Dated 16/02/2017

ENGINE -- BORESCOPE - HPT SHROUD AND LPT NOZZLE STAGE 1
Inspection through S10, S11, S16, and S17 lets you see
into the HPT section of the engine.
There is no port to make a direct inspection of the HPT

blade leading edges. You go through the combustion
chamber HPT nozzles with a flexible borescope to
examine the blades.
Ports S10 and S11 are igniter ports. Borescope ports

S16 and S17 have a cap with an hexagonal head and a
spring-loaded plug.
CAUTION: DO NOT MIX THESE PLUGS WITH S12 TO S15 PLUGS.

THEY ARE SIMILAR, BUT IF YOU TRY TO INSTALL
THEM, ENGINE DAMAGE MAY OCCUR.
70-60-GE
- 120 -
Issue 004 - Dated 16/02/2017

S10
S11 IGNITER
IGNITER
S17 S16
AFT LOOKING FORWARD

S16, S17
S10
FWD S16 IGNITER
S17
S11
IGNITER
S16 AND S17

FWD BORESCOPE
PLUGS
ENGINE - BORESCOPE - HPT SHROUD AND LPT NOZZLE STAGE 1
- 121 -
Issue 004 - Dated 16/02/2017

ENGINE -- BORESCOPE - LOW PRESSURE TURBINE
The low pressure turbine section has 5 borescope

inspection ports, S16 thru S20.
Borescope ports S16 and S17 have a cap with a hexagonal

head and a long spring-loaded plug. Borescope ports S18
thru S20 have a cap with an hexagonal head and a short
spring-loaded plug.
The LPT borescope ports are at approximately the 5:00

and 8:00 positions on the combustor case and on the LPT
case.
CAUTION: DO NOT MIX THE SHORT AND LONG PLUGS BETWEEN

PORTS. DAMAGE TO THE ENGINE MAY OCCUR.
70-60-GE
- 122 -
Issue 004 - Dated 16/02/2017

S18, S19, AND S20
BORESCOPE PLUGS
S17 S16, S18,
S19, S20
AFT LOOKING FORWARD S16 AND S17
BORESCOPE
S20 PLUGS
S19
S18
S16 AND S17

BORESCOPE
PORTS
FWD
S20 S18 S16

UNSCHEDULED INSPECTION S19
ENGINE - BORESCOPE - LOW PRESSURE TURBINE
- 123 -
Issue 004 - Dated 16/02/2017

ENGINE -- BORESCOPE - SCHEDULED AND UNSCHEDULED INSPECTIONS

Unscheduled Inspection
The borescope inspection (BSI) is part of the On You do an unscheduled inspection to find defects in the
Condition Maintenance Program. engine on a non-normal time interval or a non-normal
engine event.
Identification
If an engine has a problem, you must do an inspection
These are the two types of borescope inspections: to find internal defects.
- Scheduled inspection - inspection of the fan During an unscheduled inspection you can examine all
blades, OGVs, and the BSI ports S1, S4, S9, S13, areas of the engine.
S14, S15, and S16
- Unscheduled inspection - inspection of the fan
blades, OGVs, and all the BSI ports S0 thru S20.
Scheduled Inspection
You do a scheduled inspection to find defects in the

engine on these time intervals:
- 5000 hours or 5000 cycles - the first to occur

- Combustor and HPT at 1600 cycles.
You do a scheduled inspection on specified areas of the

engine to find its condition. Use certified borescope
equipment to do these inspections through the borescope
ports. During inspection you look for defects.
If you find no defects, the engine is serviceable. If

you find defects, refer to the AMM Part 2 for the
necessary procedure.
70-60-GE
- 124 -
Issue 004 - Dated 16/02/2017

ON CONDITION MAINTENANCE PROGRAM
SCHEDULED
- HPC 5000 HRS/CYCLES (FIRST TO OCCUR) UNSCHEDULED
- COMBUSTOR AND HPT 1600 CYCLES (NON-NORMAL OPERATIONS)
ENGINE CONDITION REVIEW
NO
DISPATCH ENGINE REMOVAL
YES
CYCLE LIMITED NO LIMITATIONS

ENGINE - BORESCOPE - SCHEDULED AND UNSCHEDULED INSPECTIONS
- 125 -
Issue 004 - Dated 16/02/2017

ENGINE -- BORESCOPE - SCHEDULED AND UNSCHEDULED INSPECTION PORTS

Scheduled Inspection Ports
During a scheduled inspection do the inspection through
these borescope inspection ports:
- Fan blades - visual inspection

- S1 - first stage HPC
- S4 - stage 2 and 3 HPC
- S9 - stage 8 and 9 HPC
- S13, S14, and S15 - combustion chamber
- S16 - HPT.
Unscheduled Inspection Ports

During an unscheduled inspection you can examine all
the ports of the engine in relation to the problem and
defects found. Use the procedures in the AMM Part 2.
- 126 -
70-60-GE
Issue 004 - Dated 16/02/2017

FAN BLADES S13
(VISUAL INSPECTION) S14
S1 S4 S9 S15 S16
O
G
V
S
SCHEDULED
UNSCHEDULED
FAN BLADES S1 S3 S5 S7 S9 S10 VISUAL

S2 S4 S6 S8 S11 INSPECTION
S12 STAGE 4 LPT
S13 S18 S20
S16 S19 ROTOR
S14
S15 S17
OGVS
S0
ENGINE - BORESCOPE - SCHEDULED AND UNSCHEDULED INSPECTION PORTS
- 127 -
Issue 004 - Dated 16/02/2017

ENGINE BUILD UP -- BORESCOPE - ENGINE AIRFOIL CASE
70-60-GE
- 128 -
Issue 004 - Dated 16/02/2017

ENGINE -- BORESCOPE - ENGINE AIRFOIL CASE

Engine Airfoil Case Fan Frame
The following list describes the major sections of the Fan frame has:
engine and the number of blades and vanes by stages.
- 12 Vanes
Fan and Booster
High Pressure Compressor (HPC)
Stage 1:
Stage 1:
- 24 Blades
- 108 Vanes - 38 Blades
- 42 Vanes
Stage 2:
Stage 2:
- 74 Blades
- 82 Vanes
Stage 3:
Stage 3:
- 78 Blades
- 84 Vanes
Stage 4:
Stage 4:
- 74 Blades
- 72 Vanes
Outlet Guide Vanes (OGV)
Stage 5:
OGV of the Fan and Booster:
- 75 Blades
- 76 Vanes - 100 Vanes
70-60-GE
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Issue 004 - Dated 16/02/2017

Stage 6: Low Pressure Turbine (LPT)
- 82 Blades Stage 1:
- 96 Vanes
- 162 Blades
Stage 7: - 96 Vanes
- 110 Vanes
- 150 Blades
Stage 8: - 108 Vanes
- 120 Vanes
- 150 Blades
Stage 9: - 140 Vanes
- 110 Vanes
- 134 Blades
Outlet Guide Vanes (OGV) - 132 Vanes
OGV of the Combustor Case: Turbine Rear Frame
- 86 Vanes Turbine rear frame has:
High Pressure Turbine (HPT) - 16 Vanes
HPT has:
- 80 Blades
- 42 Vanes
70-60-GE
- 130 -
Issue 004 - Dated 16/02/2017

OGV
(FAN AND
BOOSTER)
BOOSTER BLADE STAGES TURBINE
FAN FRAME REAR
1 2 3 4 FRAME
LPT BLADE STAGES
HPC BLADES STAGES 1 2 3 4

HPT
1 2 3 4 5 6 78 9 BLADE
1 2 3 4 5 6 7 89 HPT 1 2 3 4
1 2 3 4 OGV
(COMBUSTOR NOZZLE
HPC VANE STAGES CASE) GUIDE LPT NOZZLE
FWD BOOSTER VANE STAGES VANE GUIDE VANE
STAGES
- 131 -
Issue 004 - Dated 16/02/2017

ENGINE BUILD UP -- BORESCOPE - ZERO INDEX POSITIONING

Zero Index Position for N1 Rotor - The N2 rotor is now at the zero index
- Remove the borescope probe and install the S4
Before you do a borescope procedure, it can be plug.
necessary to do an index of the N1 rotor. To do this
task, align the fan blade 1 leading edge with the T12
temperature sensor on the fan inlet cowl.
Fan blade 1 has a machined dimple in the aft area of the

rear spinner cone.
You turn the rotor in the clockwise direction to find

the fan blade numbers.
Zero Index Position for N2 Rotor
Before you do a borescope procedure, it can be

necessary to do an index of the N2 rotor. If you set a
reference angular position to the rotor, it gives a
faster reference point if you find a defect. This is
the procedure:
- Manual operate the VSV system - IAW AMM Part 2

- Remove borescope plug S4 and put in the borescope
probe
- Look in the direction of the back of the engine to
the stage 4 compressor rotor blade platform
- Turn the N2 rotor clockwise until the first blade
locking lug of the blade slot comes into view
- Turn the N2 rotor again until the second locking
lug comes into view; the blade after the second
locking lug is blade 1 of the stage 4 compressor
- Align the blade 1 leading edge with the leading
edge of the stage 4 vane as seen from the rear
- 132 -
70-60-GE
Issue 004 - Dated 16/02/2017

T12 TEMPERATURE BLADE 1 OF STAGE 4
SENSOR IN COMPRESSOR ROTOR
FAN BLADE 1
STAGE 4 OF
COMPRESSOR
ROTOR
BLADE 3
DIRECTION OF HPC
MOVEMENT FOR INDEXING
BLADE 2
STAGE 3 OF 1ST LOCKING LUG

REAR SPINNER COMPRESSOR TO COME INTO VIEW
CONE INDEX MARK ROTOR
2ND LOCKING LUG

BORESCOPE PORT S4 TO COME INTO VIEW
FWD
LOOKING AFT
CTC-215-012-00M
- 133 -
Issue 004 - Dated 16/02/2017

ENGINE -- BORESCOPE - FAN AND BOOSTER INSPECTION

Scheduled Inspection You also use the borescope from the rear of the fan and
booster assembly with a long reach probe to get to the
You do visual inspection of the fan blades, platforms, splitter fairing area. You examine these areas:
and OGVs regularly. There is no borescope inspection of
the booster rotor during a scheduled inspection. - Vanes of the stator stage 1
- Rotor stage 2 leading edge (L/E) through the
Do a check of the condition of the fan blades and inner stator stage 1.
platform. These are some of the typical defects you can
find on the fan blades: You can do a visual inspection of the fan blades,
platforms, and OGVs from the front of the engine or
- Material not there, tip curl even with the fan blades removed.
- Nicks, dents, pits, and scratches (usually because
of small foreign objects such as sand, stones,
dust, tarmac, etc)
- Distortion, tip curl, cracks, and deformation are
because of heavier foreign object damages (such as
birds, ice, hail, tires, etc).
If you find defects on the fan blades or if there was

non-normal engine operation, then you must do an
unscheduled inspection.
First do the zero index position procedure for the N1

rotor.
You use the borescope from the S0 borescope port and

examine these areas:
- Rotor stage 3 trailing edge (T/E)

- Rotor stage 4 leading edge (L/E)
- 2 adjacent vanes of the stator stage 3.
- 134 -
70-60-GE
Issue 004 - Dated 16/02/2017

FAN OUTLET LONG RIGHT ANGLE
FWD GUIDE VANE EXTENSION
BORESCOPE VIEW
THROUGH PORT S0
FAN BLADE
2 23 4 4
1
1 3
FWD
LONG RIGHT ANGLE

EXTENSION
BORESCOPE VIEW
THROUGH THE
BOOSTER INLET
FAN BLADE
3
PLATFORM 1 2 2 3 4 4
1
FAN BLADE
FWD
ENGINE - BORESCOPE - FAN AND BOOSTER INSPECTION
- 135 -
Issue 004 - Dated 16/02/2017

ENGINE -- BORESCOPE - FAN AND BOOSTER INSPECTION DEFECTS

Typical Defects Inspection Areas
During the life of the engine an evaluation of the On the blades there are 3 areas dimensionally
condition of the fan and booster blades can be identified with letters:
necessary as part of the On Condition Engine
Maintenance program. When you examine the fan and - Section E - this section starts from the top of the
booster, you must make an analysis of defects in platform and extends in the direction of the blade
relation to the AMM serviceability limits. These are tip for approximately 10 millimeters or 0.4 inch
some types of defects: - Section G - this section starts from the tip of the
blade and extends in the direction of the blade
- Cracks or tears platform for approximately 20 millimeters or 0.79
- Nicks and scratches inch
- Dents - Other airfoil areas - this is the remaining area of
- Erosion the blade not in areas E and G.
- Tip curl
- Pits
- Distortion of the leading and/or trailing edge
- Material not there.
Fan and booster rotor damage can occur after a non-

normal engine problem. These are some of the conditions
that make a complete borescope inspection necessary:
- Fan or low pressure compressor stall

- Foreign object damage (FOD) and possible bird
ingestion
- High vibration of the N1 rotor
- N1 rotor overspeed
- Heavy landing - acceleration is above the
threshold limit.
- 136 -
70-60-GE
Issue 004 - Dated 16/02/2017

WEAR
TIP
LEADING EDGE MISSING 20 MM (0.79 IN)

G
LEADING MATERIAL
EDGE
TIP CURL
EROSION
DISTORTION
TRAILING EDGE LEADING EDGE
NICKS,
SCRATCH TRAILING
EDGE
E
10 MM (0.4 IN)
CRACK
PLATFORM TRAILING EDGE
ENGINE - BORESCOPE - FAN AND BOOSTER INSPECTION DEFECTS
- 137 -
Issue 004 - Dated 16/02/2017

ENGINE -- BORESCOPE - HPC SCHEDULED AND UNSCHEDULED INSPECTION

To examine the HPC rotor blades, it can be necessary to

open the variable stator vanes (VSV) for a better view.
During a scheduled inspection examine the high pressure

compressor through borescope ports S4, S1, and S9.
First do the inspection through S4 and then go to S1
and last to S9.
If you find defects during this inspection, you must do

a complete HPC borescope inspection of all the rotor
stages.
If you find defects during a scheduled inspection or if
the engine had a non-normal problem, then do an
unscheduled inspection.
During an unscheduled inspection examine the high

pressure compressor through all borescope ports.
First do an inspection through S4. Then do an index of

the core rotor and examine the stage 1 rotor through
S1. Then continue to do an inspection through ports S2
thru S9.
- 138 -
70-60-GE
Issue 004 - Dated 16/02/2017

OPEN VSV TO VIEW
S1
S4 S9
FWD
SCHEDULE INSPECTION
OPEN VSV TO VIEW

S1
S2 S3 S4 S5 S6 S7 S8 S9
FWD
FWD
UNSCHEDULED INSPECTION
ENGINE - BORESCOPE - HPC SCHEDULED AND UNSCHEDULED INSPECTION
- 139 -
Issue 004 - Dated 16/02/2017

ENGINE -- BORESCOPE - HPC BLADE INSPECTION

Typical Defects Inspection Areas
On the HPC rotor blades there are inspection areas for
When you examine the high pressure compressor blades,
each stage. They divide into 2 major groups:
you must make an analysis of some of the defects that
you find in relation to the AMM Part 2 serviceability
- Rotor blades stage 1 thru 4
limits. Some of the types of defects are:
- Rotor blades stage 5 thru 9.
- Cracks or tears
Critical inspection areas are not dimensionally the
- Nicks and scratches
same for each stage. On the blades there are 3 areas
- Dents
with dimensional definitions:
- Erosion
- Tip curl
- Lower area of the airfoil
- Pits
- Top area of the airfoil
- Distortion of leading and /or trailing edges
- Other sections.
- Material gone
- Dirt buildup
The lower area of the airfoil is the blade root radius
- Shingling and/or distortion of blade platform
area and the area that extends in the direction of the
- Locking lugs gone or loose.
blade tip and winds around the L/E and T/E for
approximately 25% of the height of the airfoil (L) and
High pressure compressor (HPC) rotor blade damage can
up to 0.10in (2.54mm) width.
occur after non-normal engine operation. These are some
of the conditions that can make a complete HPC
The top area of the airfoil is the part of the blade
borescope inspection necessary:
that starts from the tip of the blades and extends in
the direction of the blade platform and winds around
- HPC stall - this can occur during engine
L/E and T/L for approximately 0.3in (7.62mm). This area
acceleration
divides into 2 different parts:
- Foreign object damage (FOD)
- High level of vibration of the N2 rotor
- The tip
- N2 rotor overspeed
- The area A
- Heavy landing
- Oil fumes found in cabin air.
The other sections include:
- 140 -
70-60-GE
Issue 004 - Dated 16/02/2017

ENGINE -- BORESCOPE - HPC BLADE INSPECTION

- For stage 1 thru 4 this is the remaining part of
the blade
- For stage 5 thru 9 this is the part that winds
around L/E and T/E (area B).
70-60-GE
Issue 004 - Dated 16/02/2017
WEAR
LEADING
EDGE
DENT
NICK DISTORTION
LOOSE
LOCKING
EROSION LUGS
CRACK LOOSE
LOCKING
LUGS
CHIPS, WORN FWD

STAGE 1 STAGES 4 THRU 9
ANTI-EROSION
COATING (CONCAVE
SIDE)
CORNER
GONE
TIP CURL
LEADING
LEADING EDGE
EDGE
SCRATCHES
TEAR CRACK
FOD
STAGES 2 THRU 9 SHINGLING
ENGINE - BORESCOPE - HPC BLADE INSPECTION
- 141 -
Issue 004 - Dated 16/02/2017

ENGINE -- BORESCOPE - COMBUSTION CHAMBER SCHEDULED AND UNSCHEDULED INSPECTION

When you do a scheduled inspection, you use the
borescope ports S13 thru S15. You use different
borescope probes to do this task.
If you find defects during this inspection, a complete

inspection of the combustion chamber is necessary.

the engine had specified operation problems, then you
must do an unscheduled inspection.
During this inspection of the combustion chamber you

use borescope ports S12 thru S15 and igniter ports S10
and S11.
- 142 -
70-60-GE
Issue 004 - Dated 16/02/2017

S10 THRU S15
FWD
RIGID
BORESCOPE
COMBUSTION CHAMBER
FWD
ENGINE - BORESCOPE - COMBUSTION CHAMBER SCHEDULED AND UNSCHEDULED INSPECTION
- 143 -
Issue 004 - Dated 16/02/2017

ENGINE -- BORESCOPE - COMBUSTION CHAMBER INSPECTION

Typical Defects Training Information Point
During the borescope inspection you can find defects

Carbon deposits often look like defects (holes or burn
that you must do an analysis of in relation to the AMM
through, cracks, etc). Use a high magnification probe
Part 2 serviceability limits. Here are some examples of
and higher light intensity to make sure of the type of
the types of defects that you can find:
defect.
- Cracks or tears
The aft panel of the inner liner can have distortion
- Erosion
and cracks. The first evidence of this is a
- Distortion of internal parts
discoloration in a round spot approximately the size of
- Material gone
the large dilution hole. Distortion and cracking can
- Dirt buildup
then occur. This usually occurs uniformly around the
- Burn through holes
liner.
- Flacking of thermal barrier coating (TBC).
Combustion chamber damage can occur after the engine

has specified problems. You must do a complete
borescope inspection if you find one of these
conditions:

ingestion
- Engine over-temperature
- Flameout and/or visible fire (flame) during engine
start.
Do an inspection for defects in the these areas:
- Dome assembly
- Outer liner
- Inner liner.
- 144 -
70-60-GE
Issue 004 - Dated 16/02/2017

TYPICAL TYPICAL IGNITER
TYPICAL RADIAL CONNECTED HOLE
CIRCUMFERENTIAL CRACKS CRACKS EXAMPLE OF A
CRACKS TYPICAL BURN THROUGH
RADIAL HOLE
CRACKS EXAMPLE OF
A CRACK AT THE EXAMPLE OF CRACK
IGNITER HOLE ACROSS 4 PANELS
EXAMPLE OF EXAMPLE OF
3 CRACKS OVERHANG
ACROSS GONE
ONE PANEL
PANEL
SLEEVE 5
TYPICAL TYPICAL
SPECTACLE RADIAL CIRCUMFERENTIAL DOME PANEL PANEL PANEL PANEL
PLATE CRACKS CRACKS BAND 1 2 3 4
EXAMPLE OF AN
AXIAL CRACK
TYPICAL CONNECTED TO A
MISSING MISSING MATERIAL CIRCUMFERENTIAL
MATERIAL BETWEEN THE CRACKS CRACK
SPECTACLE EXAMPLE OF BURN
PLATE SLEEVE THROUGH HOLE
EXAMPLE OF
CRACKS ACROSS
3 PANELS
DILUTION
HOLES
EXAMPLE OF
CRACKS ACROSS
MORE THAN 3
DEFLECTOR BURN THROUGH PANELS
HOLE DOME PANEL PANEL PANEL PANEL
BAND 1 2 3 4
DOME ASSEMBLY LINERS
ENGINE - BORESCOPE - COMBUSTION CHAMBER INSPECTION
- 145 -
Issue 004 - Dated 16/02/2017

ENGINE -- BORESCOPE - HPT NOZZLE SCHEDULED AND UNSCHEDULED

CAUTION: INSPECTION
During a scheduled borescope inspection examine the HPT BE CAREFUL NOT TO INSERT THE BORESCOPE BETWEEN
nozzles through borescope ports S13 and S15. Normally BLADES WHILE ROTATING THE ROTOR. THE ACTION
you do this inspection at the same time you do the WILL RESULT IN BREAKAGE OF THE BORESCOPE PROBE
combustion chamber inspection. AND MAY REQUIRE DISASSEMBLY OF THE ENGINE TO
REMOVE THE BROKEN PIECE.
Use a borescope probe with a high intensity light
source to accurately examine the HPT nozzles.
If you find defects, you must do a complete inspection

of the combustion chamber and the nozzles.

the engine has a non-normal operation problem, then you
must do an unscheduled inspection.
To do an unscheduled inspection of the HPT nozzles, use

the borescope ports S12 thru S15 and igniter ports S10
and S11.
A flexible probe with a guide tube is necessary to

examine the HPT nozzle segments on the convex sides,
the trailing edges, and the platforms.

It is more convenient to use the left borescope port
(S12) to examine the bottom left side of the engine and
port (S14) to examine the nozzle on the right side.
- 146 -
70-60-GE
Issue 004 - Dated 16/02/2017

FUEL NOZZLE
OUTER PLATFORM
VANE AIRFOIL
INNER PLATFORM
FWD
S10 THRU S15
RIGID
BORESCOPE
FWD
COMBUSTION CHAMBER
CONCAVE SIDE
GUIDE TUBE
FOR FLEXIBLE
BORESCOPE
NOSE HOLES
OUTER PLATFORM
VANE TRAILING
VANE LEADING EDGE EDGE
COOLING SLOTS GILL HOLES
FLEXIBLE
BORESCOPE
INNER PLATFORM
ENGINE - BORESCOPE - HPT NOZZLE SCHEDULED AND UNSCHEDULED INSPECTION
- 147 -
Issue 004 - Dated 16/02/2017

ENGINE BUILD UP -- BORESCOPE - HPT NOZZLE INSPECTION

Typical Defects
When you do the borescope inspection of the high
pressure turbine nozzle, you must make an analysis of
defects in relation to the AMM Part 2 serviceability
limits. These are some of the defects you can find:
- Discoloration
- Leading edge damage for cracks, burns, bulges, or
cooling air passages with blockages
- Concave and convex surfaces for cracks
- Trailing edge damage for bulking, bowing, or
cracks
- Other airfoil areas for cracks, nicks, scores,
scratches, or dents
- Inner and outer platforms for burns or cracks
- Thermal barrier coating that is gone
- Erosion
- Bulked or bowed trailing edges
- Spalled areas
- Craze cracks and metal splatter
- Material that is gone
- Dirty airfoils.
Non-normal Engine Events

HPT nozzle damage can occur after the engine has a non-
normal operation problem. If one of these occur, a
borescope is necessary:
- Overtemerature
- Engine stall
- EGT trend step increase.
- 148 -
70-60-GE
Issue 004 - Dated 16/02/2017

TRAILING EDGE
AIAL CRACK
- 149 -
Issue 004 - Dated 16/02/2017

ENGINE -- BORESCOPE - HPT ROTOR BLADES AND HPT SHROUD INSPECTION

When you do a scheduled borescope inspection, examine

the HPT rotor blade T/E through borescope ports S16 and
S17 and the rear of the HPT shroud.
First do an index of the N2 rotor zero index position

through borescope port S4. Then examine the HPT blade
T/E, tips, concave, and convex sides of the blades.
If you find a defect, examine the L/E.
If during a scheduled inspection you find defects or if

the engine had a non-normal operation problem, then an
unscheduled inspection is necessary.
You use the borescope ports S16 and S17 to examine the
HPT blade T/E, tips, concave, and convex sides of the
blades. You also use the borescope ports S10 and S11
(igniter ports) to examine the HPT blades L/E and
forward part of the HPT shroud. You use flexible
borescope probes through the S10 and S11 ports.
CAUTION:
BE CAREFUL NOT TO INSERT THE BORESCOPE BETWEEN
BLADES WHILE ROTATING THE ROTOR. THIS ACTION
WILL RESULT IN BREAKAGE OF THE BORESCOPE PROBE
AND MAY REQUIRE DISASSEMBLY OF THE ENGINE TO
REMOVE THE BROKEN PIECE.
- 150 -
70-60-GE
Issue 004 - Dated 16/02/2017

S16, S17
PORTS
HPT
SHROUD
RIGID
BORESCOPE
HPT BLADES
FWD
S16, S17
PORTS
FWD
RIGID
BORESCOPE SCHEDULED INSPECTION
S10 OR S11
BORESCOPE HPT
PORT BLADES
GUIDE TUBE
FOR FLEXIBLE
BORESCOPE
COMBUSTOR
CASE
FWD
UNSCHEDULED INSPECTION
ENGINE - BORESCOPE - HPT ROTOR BLADES AND HPT SHROUD INSPECTION
- 151 -
Issue 004 - Dated 16/02/2017

ENGINE -- BORESCOPE - HPT BLADE INSPECTION

Typical Defects
- Area C - all around the blades, extends from the
When borescope inspections of the HPT section are
first T/E slot immediately above the root fillet
necessary, you must do an analysis of these defects in
in the direction of the tip of the blade up to the
relation to serviceability limits in the AMM Part 2:
sixth T/E slot
- Area B - all around the blade, extends from the
- Trailing edge for cracks
seventh T/E slot in the direction of the tip of the
- Tip area for cracks, bent, curled, pieces gone, or
blade up to the twelfth T/E slot
tip trailing edge wear
- Area A - all around the blade, extends from the
- Blade platform for nicks, dents, or cracks
thirteenth T/E slot up to the tip film holes.
- Concave and convex airfoil surfaces for cracks,
distortion, or burns
- Cooling holes for cracks or plugs.
Abnormal Engine Events
HPT blade damage can occur if the engine has a non-

normal operation problem. A complete borescope
inspection is necessary if one of these events occur:
- Core stall (N2)

- Over-temperature
- Metal in the tailpipe
- N2 over-speed, non-normal core vibrations, or hard
landing.
HPT Blade Inspection
On the HPT rotor blades these are specified inspection

areas:
- 152 -
70-60-GE
Issue 004 - Dated 16/02/2017

PLUGGED
HOLES TIP AREA
REMAINING
MATERIAL SLOT
GONE BLADE TIP AREA A T/E
WORN WEAR ALL AROUND AIR
BURN TIP SLOTS
THROUGH
HOLE RADIAL
CRACK AREA B T/E
DISCOLORATION ALL AROUND SLOTS
OVERHEAT 7-12
NICKS
AREA C 1ST 6
ROOT ALL AROUND T/E
L/E SLOTS
CRACK FILLET
T/E
CRACK
ROW 1
CAVITY 2
FWD CONVEX
SIDE
ROW 2
CRACK
BETWEEN ROW 3
HOLES ROW 7 FWD
ROW 4
LEADING ROW 8
EDGE
AREA ROW 5
ROW 6
0.50
FWD
CONCAVE
SIDE
ENGINE - BORESCOPE - HPT BLADE INSPECTION
- 153 -
Issue 004 - Dated 16/02/2017

ENGINE -- BORESCOPE - LOW PRESSURE TURBINE SCHEDULED AND UNSCHEDULED INSPECTION

The LPT rotor blades for all stages are long span When an unscheduled inspection of the low pressure
blades. To examine the total length and airfoil turbine section is necessary, you must do a check of
surface, it is necessary to do these steps: all the LPT stages.
- Do the N1 rotor zero index procedure During the borescope procedure use borescope ports S18,
- To examine the leading edge and concave side of the S19, and S20.
LPT blades, turn the rotor in the normal direction
of rotation (CW aft looking forward)
- To examine the trailing edge and convex side of the
LPT blades, turn the rotor in the opposite
direction of rotation (CCW aft looking forward)
- To examine the LPT rotor blades, start at the blade
platform and turn the rotor one revolution and
then pull the probe back to the next inspection
area; do this operation again until you examine
all of the blade.
The On Condition Engine Maintenance program makes an

LPT blade borescope inspection necessary.
When you examine the LPT blades, it is necessary to

examine the leading edges and concave sides of the
blades. You can examine stage 1 LPT blades L/E and
concave side when you examine the HPT blades trailing
edge. Use borescope ports S16 and S17.
70-60-GE
- 154 -
Issue 004 - Dated 16/02/2017

FWD
S20
S19
S16, S17 S18

BORESCOPE S16, S17
PORTS BORESCOPE
PORTS
FWD FWD
SCHEDULED INSPECTION UNSCHEDULED INSPECTION
ENGINE - BORESCOPE - LOW PRESSURE TURBINE SCHEDULED AND UNSCHEDULED INSPECTION
- 155 -
Issue 004 - Dated 16/02/2017

ENGINE -- BORESCOPE - LOW PRESSURE TURBINE INSPECTION

Typical Defects - N1 rotor over-speed
- Engine over-temperature
When you do an inspection of the LPT blades, you must - When you see flames come out of nozzle during start
do an analysis in relation to the AMM Part 2 for procedure.
serviceability limits. These are some possible defects
that you can find:
- Cracks in the airfoil surface, platform, or tip

shroud
- Convex or concave surface nicks and dents
- Leading edge distortion because of over-
temperature
- Large dents or pieces of metal gone
- Metallization of the leading edge or concave
surface (gold coloration)
- Gaps in the tip shroud interlocks
- Shingled or not latched tip shroud
- Circumferential wear
- Seal teeth wear
- Flaking on the hardened seal teeth.
Abnormal Engine Events
When the engine has a non-normal operation, you must

examine the LPT rotor blades. You must do a complete
borescope inspection for one or more of these
conditions:
- Engine stall - this can occur during engine

acceleration HPC or deceleration LPC
ingestion
- High level of vibration on the N1 rotor
- 156 -
70-60-GE
Issue 004 - Dated 16/02/2017

CRACK IN
WEAR SHROUD
LEADING
LEADING EDGE
EDGE TRAILING
EDGE
TRAILING
EDGE
NICK DENT
MATERIAL
GONE
GOLD OVER-TEMPERATURE
COLORATION DISTORTION
MELTED
AREA
CRACK
CRACK IN
PLATFORM
ENGINE - BORESCOPE - LOW PRESSURE TURBINE INSPECTION
- 157 -
Issue 004 - Dated 16/02/2017

ENGINE -- BORESCOPE - LOW PRESSURE TURBINE STAGE 4 BLADE INSPECTION

Stage 4 Typical Defects
When you do an inspection of the stage 4 turbine

blades, examine the blades for the same typical defects
that you can find in the LPT area. Also examine the
blades for these defects that you can find in the stage
4 turbine blade area:
- No more axial preload on the tip shroud assembly

- Tip shroud interlock wear
- Wear on the lateral faces of the tip shroud
- Tip shroud not in alignment
- Loss of airfoil surface material and leading and
trailing edge surface material.
- 158 -
70-60-GE
Issue 004 - Dated 16/02/2017

CLEARANCE
NOT ALIGNED
TIP SHROUD INTERLOCK GAPS TIP SHROUD INTERLOCK WEAR
NO CLEARANCE
OUT OF ALIGNMENT
TIP SHROUD
UNLATCHED TIP SHINGLED TIP CLEARANCE AT
SHROUD OR SHROUDS OR MATE FACE
UNLATCHED SHINGLED
INTERLOCKS INTERLOCKS LATERAL FACE WEAR
INTERLOCK WEAR AT A 45 DEGREE ANGLE
CLEARANCE
A A B B
OUT OF
ALIGNMENT C
SHINGLING B-B C-C

OFFSET
A-A
ENGINE - BORESCOPE - LOW PRESSURE TURBINE STAGE 4 BLADE INSPECTION
- 159 -
Issue 004 - Dated 16/02/2017

ENGINE -- BORESCOPE - LOW PRESSURE TURBINE INSPECTION AREAS

LPT Inspection Areas
There are 2 specified areas on the LPT blades that have

dimensional definitions in relation to section letters:
- Area E (tip of the blade) - part of the blade

airfoil that starts from the bottom of the tip
shroud and extends in the direction of the blade
platform for approximately 10 mm (0.4 in) for
stage 1 and 5 mm (0.2 in) for stage 3
- Area E (bottom of the blade) - part of the blade
airfoil that starts from the top of the blade
platform and extends in the direction of the blade
tip for approximately 10 mm (0.4 in) for stage 1
and 12 mm (0.47 in) for stages 2, 3, and 4
- Other section - remaining part of the blade that is
all L/E and T/E not in section E.
- 160 -
70-60-GE
Issue 004 - Dated 16/02/2017

SEAL TEETH
SEAL TEETH AREA E
SEAL TEETH
AREA E
SEAL TEETH
AREA E
LEADING
LEADING EDGE
LEADING
EDGE EDGE
LEADING
EDGE TRAILING
EDGE
AREA E
AREA E AREA E
AREA E
STAGE 1 STAGE 2 STAGE 3 STAGE 4
ENGINE - BORESCOPE - LOW PRESSURE TURBINE INSPECTION AREAS
- 161 -
Issue 004 - Dated 16/02/2017

ENGINE -- TIP - BIRDSTRIKE/FOD IN THE ENGINE

Fault Description If it is necessary, clean the engine to remove the
organic debris. Use these tasks:
Fault Code 710 010 512 gives the fault description,
Birdstrike/FOD in Engine, Engine Parameters Normal -
- Clean the Engine Gas-Path with Pure Water - TASK
Engine 1/2. The engine had a birdstrike or foreign
72-00-00-100-803-F00 page 701
object damage (FOD).
- Clean the Engine Gas-Path with Cleaning Solution -
TASK 72-00-00-100-804-F00 page 401.
The Fault Isolation Manual (FIM) shows that this fault
code has a correlation to 71-05 TASK 801.
Use of cleaning solution as an alternative to water
gives better results for the removal of the organic
These are the possible causes:
debris. If the quantity of organic debris is not large,
the use of water can be sufficient.
- 1 Birdstrike
- 2 Foreign object damage (FOD).
Fault Isolation
Do this FOD inspection:
- Foreign Object Damage Inspection - TASK 71-00-00-

800-802-F00 page 601.
If the FOD damage is in limits, repair or replace the

damaged components.
If the FOD damage is not in limits, replace the engine.

Use these tasks:
- Power Plant Removal - TASK 71-00-02-000-801-F00

page 401
- Power Plant Installation - TASK 71-00-02-400-801-
F00 page 401.
- 162 -
70-70-GE
Issue 004 - Dated 16/02/2017

EXAMINE ENGINE FOR FOD DAMAGE
FOREIGN OBJECTS
REPLACE DAMAGED COMPONENTS DO AN ENGINE WASH
ENGINE - TIP - BIRDSTRIKE/FOD IN THE ENGINE
- 163 -
Issue 004 - Dated 16/02/2017

ENGINE -- TIP - FUMES OR SMOKE IN THE CABIN
70-70-GE
- 164 -
Issue 004 - Dated 16/02/2017


Fault Description - Fan blade lubrication - remove unwanted lubricant
from the fan blades
Fault Code 710 300 51 gives the fault description, - HPC borescope inspection - remove unwanted
Fumes or Smoke in Cabin, Pneumatic Power Supplied by lubricant from the borescope plugs
Engine. The left or right engine is the cause of smoke - Engine gas path water wash with cleaning solution
or fumes in the flight compartment or cabin. - remove unwanted cleaning solution
- Clean the Engine Gas-Path with Pure Water - TASK
The Fault Isolation Manual (FIM) shows that this fault 72-00-00-100-803-F00 page 701.
Do a check of the air recirculation system. Do these
These are the possible causes: tasks:
- 1 Lubricant accidentally put into the engine gas - Recirculation Air Filter Removal - TASK 21-25-01-
path or airplane bleed system during maintenance 000-801 page 401
task - Examine the air recirculation filter to see if
- 2 Engine oil over-servicing because of oil replacement is necessary
retention - Recirculation Air Filter Installation - TASK 21-
- 3 Incorrect rinse of the engine gas path or 25-01-000-801 page 401.
incorrect bleed system flush after a cleaning
solution water wash After you find and repair the fault, do the repair
- 4 Engine internal oil leak. confirmation. If you did not find the cause, continue
with the fault isolation procedure.
Fault Isolation
To find from which engine the smoke comes, find if the
If one of the engines also had high oil consumption, do smoke stops with one of these conditions:
this task for too much oil in the tank because of oil
retention: - If the isolation valve is closed, and the left pack
switch is off, then engine 1 is mostly the cause of
- Engine Oil Consumption is High (Oil Quantity the fault; do FIM 21-00 TASK 802
Decreases at a Quick Rate) - FIM 79-05 TASK 801. - If the isolation valve is closed, and the right
pack switch is off, then engine 2 is mostly the
If you did one of these maintenance tasks before there cause; do FIM 21-00 TASK 801.
were fumes, do these tasks:
70-70-GE
- 165 -
Issue 004 - Dated 16/02/2017


If the fault stays, continue with the fault isolation
procedure.
Do a check for an engine internal oil leak:
- Do a borescope inspection of the HPC stage 1 thru 3

blades; Borescope Inspection of the Compressor -
TASK 72-00-00-200-804-F00 page 601
- If you find oil, replace the engine; Power Plant
Removal - TASK 72-00-02-00-801-F00 page 401; Power
Plant Installation - TASK 72-00-02-400-801-F00-
page 401
- Do a borescope inspection of the LPC outlet;
examine the gas path for oil through the VBV doors
- If you find oil, replace the engine; Power Plant
Removal - TASK 72-00-02-00-801-F00 page 401; Power
Plant Installation - TASK 72-00-02-400-801-F00-
page 401.
Repair Confirmation
Do this task:
- Oil Contamination Removal from the Air

Conditioning and Pneumatic Systems - TASK 21-00-
01-100-801 page 201.
If you do the oil consumption removal procedure until

there is no smoke or fumes, and the problem does not
occur on the subsequent flight, you corrected the
fault.
70-70-GE
- 166 -
Issue 004 - Dated 16/02/2017

DUAL RAM DOOR RAM DOOR
BLEED FULL OPEN FULL OPEN
GASPER FAN RECIRC FAN

OFF
OFF
AUTO
ON
60 80
DUCT
OVHT
40 PRESS
PSI
20 0
TEST
L PACK R PACK
ISOLATION
OFF VALVE OFF
AUTO AUTO
ON AUTO ON
WING WING
ANTI PACK OPEN PACK ANTI
ICE TRIP OFF TRIP OFF ICE
WING-BODY TRIP WING-BODY
OVERHEAT OVERHEAT
BLEED BLEED
TRIP OFF TRIP OFF
RESET
OFF OFF
ON ON
1 APU 2
BLEED
ISOLATION VALVE
P5 BLEED AIR/
AIR CONDITIONING
MAIN
DISTRIBUTION
LOW PRESSURE
COMPRESSOR (LPC)
HIGH PRESSURE
FORWARD CARGO FWD COMPRESSOR (HPC)
COMPARTMENT
FAN BLADE
HIGH EFFICIENCY
PARTICULATE AIR
(HEPA) FILTER
FWD
RECIRCULATION AIR FILTER
ENGINE - TIP - FUMES OR SMOKE IN THE CABIN
- 167 -
Issue 004 - Dated 16/02/2017

ENGINE -- TIP - ENGINE AUTOMATIC ACCELERATION

Fault Description
If there is a failure of the engine inspection, then
replace the engine. Use these tasks:
Engine Automatic Acceleration with No Thrust Lever
Movement. The engine had an uncommanded acceleration.
- Power Plant Removal - 72-00-02-000-801-F00 page
The engine operated correctly again on its own, or it
401
was stopped.
- Power Plant Installation - 72-00-02-400-801-F00
page 401.
If you found no engine problems during the inspection,
continue with the fault procedure.
Replace the HMU. This is the most likely LRU from the
- 1 HMU
possible causes list. Use these tasks:
- 2 N2 Speed Sensor
- 3 N1 Speed Sensor
- HMU Removal - 73-21-10-000-801-F00 page 401
- 4 EEC.
- HMU Installation - 73-21-10-400-801-F00 page 401.
Fault Isolation
Do the repair confirmation. If the repair confirmation
does not show a corrected fault, replace the subsequent
LRU on the list (N2 speed sensor).
Do an EEC BITE procedure, FIM 73-00 TASK 801. Look for
internal EEC, HMU, or FMV maintenance messages. Correct
the faults you find before you continue.
Do an Engine Exceedance Page Check, TASK 71-00-00-740-

801-F00 page 601. Make a record of exceedances you find
and then do an exceedance reset.
If you find an exceedance for N2 or N1, do this task:
- Inspection After Engine Operations Above the

Limits and High Stress, 71-00-00-800-804-F00 page
601.
- 168 -
70-70-GE
Issue 004 - Dated 16/02/2017

INIT RTE CLB CRZ DES BRT
REF
DIR LEGS DEP HOLD PROG EXEC

INTC ARR
N1 FIX
LIMIT A B C D E
PREV NEXT
D PAGE PAGE F G H I J
S M
P S
Y G
1 2 3 K L M N O
F O
A F
I S
L 4 5 6 P Q R S T T
7 8 9 U V W X Y
. 0 +/- Z DEL / CLR
FWD RIGHT SIDE OF

CONTROL DISPLAY UNIT ENGINE
LEFT SIDE OF FWD
ENGINE
FWD
FWD
N2 SPEED SENSOR HMU N1 SPEED SENSOR
ENGINE - TIP - ENGINE AUTOMATIC ACCELERATION
- 169 -
Issue 004 - Dated 16/02/2017

ENGINE BUILD UP -- TROUBLESHOOTING - ENGINE FLAMEOUT, RESTART SATISFACTORY
70-70-GE
- 170 -
Issue 004 - Dated 16/02/2017

ENGINE BUILD UP -- TROUBLESHOOTING - ENGINE FLAMEOUT, RESTART SATISFACTORY

Fault Description - If you find water in the fuel system, remove the
water and continue.
Engine Flameout, Engine Restart Satisfactory. The Do an inspection of the fuel pump:
engine had a flameout. After a restart the engine
parameters were normal. - Visual Inspection of the Impeller Rotation - TASK
73-11-01-200-801-F00 page 601; do not operate the
The Fault Isolation Manual (FIM) shows that this fault engine as in the Lubrication Flow Screen
code has a correlation to 73-06 TASK 807. Installation Test
- Make sure that the N2 rotor turns freely and
These are the possible causes: smoothly as you do the fuel pump impeller
inspection; if the N2 rotor does not turn freely
- 1 Fuel Supply System and smoothly, replace the engine
- 2 HMU - Power Plant Removal - TASK 71-00-02-000-801-F00
- 3 Fuel Pump. page 401
Fault Isolation F00 page 401
- If the fuel pump impeller inspection shows a
Do a EEC Bite procedure: failure, replace the fuel pump
- Fuel Pump Package Removal - TASK 72-11-01-000-801-
- FIM 73-00-TASK 801 F00 page 401
- Look for internal EEC, HMU, and/or FMV maintenance - Fuel Pump Package Installation - TASK 73-11-01-
messages 400-801-F00 401; do the repair confirmation
- Repair the faults you find and do the repair procedure
confirmation procedure - If the fuel pump impeller inspection is good,
- If you find no maintenance messages, continue with continue with the fault isolation procedure.
the fault isolation procedure.
Inspect the fuel filter for signs of contamination:
Do an inspection for water in the fuel supply system:
- Fuel Filter Removal - TASK 73-11-02-000-801F00
- Fuel System Drainage - TASK 12-11-00-680-801 page page 401
301
70-70-GE
- 171 -
Issue 004 - Dated 16/02/2017

If there is a large quantity of aluminum and bronze - Fuel Pump Package Removal - TASK 73-11-01-000-801-
particles, do these tasks: F00 page 401
- Fuel Pump Package Installation - TASK 73-11-01-
- Fuel Filter Removal - TASK 73-11-02-000-810-F00 400-801-F00 401; do the repair confirmation
page 401 procedure after these procedures
- Fuel Filter Installation - TASK 73-11-02-400-801- - If the repair confirmation is not satisfactory,
F00 page 401 continue with the fault isolation procedure.
- HMU Removal - TASK 73-21-10-000-801-F00 page 401
- HMU Installation - TASK 72-21-01-400-801-F00 page If the fuel pump discharge pressure check is correct,
401 continue with the fault isolation procedure.
F00 page 401 Examine the fuel system:
400-801-F00 401 - Engine Fuel Feed Pumps - Functional Test - TASK 28-
- Fuel Nozzle Filter Removal (SAC) - TASK 73-11-03- 22-00-730-801 page 501; if you find a problem,
000-802-F00 page 401 repair the problem and do the repair confirmation
- Fuel Nozzle Filter Installation (SAC) - TASK 73- procedure.
11-03-400-802-F00 page 401; do the repair
confirmation procedure after these procedures. If you find no faults in the fuel system, continue with
the fault isolation procedure.
If you find no contamination, install the fuel filter:
Replace the HMU (the most likely LRU from the Possible
- Fuel Filter Installation - TASK 73-11-02-400-801- Cause list):
F00 page 401.
Do a pressure check on the fuel pump discharge: - HMU Installation - TASK 72-21-01-400-801-F00 page
401.
- Fuel Pump Discharge Pressure Check - TASK 73-11-
01-200-802-F00 page 601. Do the repair confirmation. If the repair confirmation
continues to show a fault, replace the subsequent LRU
If the fuel pump discharge pressure is not correct, on the Possible Causes list.
replace the fuel pump package:
70-70-GE
- 172 -
Issue 004 - Dated 16/02/2017

FORWARD DEFUEL
BOOST PUMP VALVE
REFUEL
ENGINE PANEL
SPAR VALVE
REF

INTC ARR
N1 FIX
LIMIT A B C D E
PREV NEXT
S M
P S
G
APU FUEL AFT

Y
1 2 3 K L M N O
F O
A F
I
L 4 5 6 P Q R S T S
T
SHUTOFF CROSSFEED BOOST
7 8 9 U V W X Y
VALVE VALVE PUMP
. 0 +/- Z DEL / CLR
CONTROL DISPLAY UNIT LEFT SIDE ENGINE AIRPLANE FUEL SYSTEM
FUEL
FILTER
FUEL PUMP PACKAGE HMU
ENGINE BUILD UP - TROUBLESHOOTING - ENGINE FLAMEOUT, RESTART SATISFACTORY
- 173 -
Issue 004 - Dated 16/02/2017

ENGINE -- TIP - ENGINE FLAMEOUT, ENGINE RESTART NOT OK

Fault Description
Fault Code 730 100 51 gives the fault description, page 401
Engine Flameout, Restart not OK. The engine had a - Power Plant Installation - TASK 71-00-02-400-801-
flameout, and an engine restart was not successful F00 page 401.
because of one or more of these conditions:
If you find no faults or problems, continue with
- Low fuel flow procedure. Do an inspection of the chip detectors:
- Zero fuel flow
- Low windmill N2 - Chip Detectors and Scavenge Screens Inspection -
- Unknown reasons TASK 79-00-00-200-801-F00 page 401; if the chip
- Restart not tried. detectors inspection shows an internal engine or
gearbox failure, replace the engine.
code has a correlation to 73-06 TASK 808. If you find no problems, continue with the procedure.
Do an EEC BITE procedure:
- FIM 73-00 TASK 801
- 1 Fuel Pump - Look for internal EEC, HMU, PS3, and/or FMV
- 2 Fuel Supply System maintenance message
- 3 HMU - Do the corrective action if you find a message
- 4 PS3 - Do the repair confirmation procedure.
- 5 EEC.
If you find no maintenance messages, continue with the
Fault Isolation procedure. Do an inspection of the engine fuel supply
system and look for water in the system:
Do a visual inspection of the engine inlet and exhaust - Fuel System Drainage - TASK 12-11-00-680-801 page
for evidence of an internal engine failure. Make sure 301
the fan turns freely and smoothly as you do the - If you find water, remove the water and continue.
inspection. If you find an indiction of an engine
internal failure, replace the engine: Examine the fuel spar valve:
- 174 -
70-70-GE
Issue 004 - Dated 16/02/2017

ENGINE -- TIP - ENGINE FLAMEOUT, ENGINE RESTART NOT OK

- Engine Fuel Spar Valve - Electrical Control and - Fuel Pump Package Installation - TASK 73-11-01-
Indication Test - TASK 28-22-00-710-801 page 501 400-801-F00 401; do the repair confirmation
- If you find a fault, do a repair procedure and do procedure.
the repair confirmation procedure
- If the repair confirmation continues to show a If you find no faults, examine the fuel filter for
problem, continue with fault isolation. signs of contamination.
If you find no faults, continue. Do an inspection of If there is a large quantity of aluminum and bronze
the PS3 tubes and hoses for signs of blockage, obvious particles, do these tasks:
damage, and loose connections. If you find a fault,
repair the fault and do a repair confirmation. - Fuel Filter Removal - TASK 73-11-02-000-810-F00
page 401
If repair the confirmation continues to show a problem, - Fuel Filter Installation - TASK 73-11-02-400-801-
or you find no faults, continue with fault isolation. F00 page 401
Examine the fuel pump: - HMU Installation - TASK 72-21-01-400-801-F00 page
401
- Visual Inspection of the Impeller Rotation - TASK - Fuel Pump Package Removal - TASK 73-11-01-000-801-
73-11-01-200-801-F00 page 601; do not operate the F00 page 401
engine as in the Lubrication Flow Screen - Fuel Pump Package Installation - TASK 73-11-01-
Installation Test 400-801-F00 401
- Make sure that the N2 rotor turns freely and - Fuel Nozzle Filter Removal (SAC) - TASK 73-11-03-
smoothly as you do the fuel pump impeller 000-802-F00 page 401
inspection; if the N2 rotor does not turn freely - Fuel Nozzle Filter Installation (SAC) - TASK 73-
and smoothly, replace the engine 11-03-400-802-F00 page 401; do the repair
- Power Plant Removal - TASK 71-00-02-000-801-F00 confirmation procedure after these procedures.
page 401
- Power Plant Installation - TASK 71-00-02-400-801- If you find no contamination, install the fuel filter.
F00 page 401
- If the fuel pump impeller inspection shows a - Fuel Filter Installation - TASK 73-11-02-400-801-
problem, replace the fuel pump F00 page 401.
F00 page 401 Do a pressure check on the fuel pump discharge:
70-70-GE
- 175 -
Issue 004 - Dated 16/02/2017

- Fuel Pump Discharge Pressure Check - TASK 73-11- - If the gearbox does not move correctly, replace
01-200-802-F00 page 601. the engine
If the fuel pump discharge pressure is correct, do page 401
these tasks: - Power Plant Installation - TASK 71-00-02-400-801-
F00 page 401
- HMU Removal - TASK 73-21-10-000-801-F00 page 401 - If the gearbox moves freely and smoothly, replace
- After you remove the HMU, turn the N2 rotor to make the fuel pump
sure that the fuel pump moves freely and smoothly - Fuel Pump Package Removal - TASK 73-11-01-000-801-
in each direction; if the pump output shaft moves F00 page 401
freely, replace the HMU - Fuel Pump Package Installation - TASK 73-11-01-
- HMU Installation - TASK 73-21-10-400-801-F00 page 400-801-F00 401.
401.
Do the repair confirmation procedure.
If the fuel pump does not operate correctly, replace
the fuel pump:

F00 page 401
400-801-F00 401; do the repair confirmation
procedure.
If the fuel pump discharge pressure is not correct,

replace the fuel pump package:

F00 page 401
400-801-F00 401
- After you remove the fuel pump, turn the N2 rotor
to make sure that the gearbox moves freely and
smoothly in each direction
70-70-GE
- 176 -
Issue 004 - Dated 16/02/2017

FORWARD DEFUEL
FUEL BOOST PUMP
NOZZLE PS3 PORT VALVE
REFUEL
FILTER ENGINE PANEL
SPAR VALVE
INIT RTE CLB CRZ BRT

DES
REF

INTC ARR
N1 FIX
LIMIT A B C D E
D
PREV
PAGE
NEXT
PAGE F G H I J
M
APU FUEL AFT
S
P
Y
1 2 3 K L M N O
S
G SHUTOFF CROSSFEED BOOST
F
A
I
L 4 5 6 P Q R S T
O
F
S
T
VALVE VALVE PUMP
7 8 9 U V W X Y
AIRPLANE FUEL SYSTEM
. 0 +/- Z DEL / CLR
LEFT SIDE
ENGINE
CONTROL DISPLAY UNIT
HMU
RIGHT SIDE ENGINE
SUPPLY OIL
FILTER
CHIP
DETECTOR
FUEL PUMP PACKAGE (3)
ELECTRONIC CONTROL UNIT (EEC) LUBRICATION UNIT
ENGINE - TIP - ENGINE FLAMEOUT, ENGINE RESTART NOT OK
- 177 -
Issue 004 - Dated 16/02/2017

ENGINE -- TIP - ENGINE IDLE SPEED, MINIMUM IDLE SPEED LOW/HIGH

Fault Description - Adjust the thrust levers if necessary, then do the
subsequent task
Fault Code 730 260 51 gives the fault description, - Engine 1 and Engine 2 Thrust Lever Angle Resolver
Engine Idle Speed, Minimum Idle Speed Low/High. The Alignment Test - TASK 73-21-00-700-807-F00 page
engine minimum idle speed is too low or too high. An 501.
rpm difference of 1 to 2 percent is usual when the - Do a repair confirmation procedure.
engines are at idle. If the rpm differences between the - If you find a problem during the procedure,
engines is less than 3 percent, there is no fault. continue with the fault procedure.
The Fault Isolation Manual (FIM) shows that this fault If no adjustments are necessary, continue with the
code has a correlation to 73-05 TASK 807. fault isolation procedure. Examine the PS3 lines for
signs of blockage, obvious damage, and loose
These are the possible causes: connections.
- 1 EEC Repair the faults found, and do a repair confirmation.

- 2 HMU If a fault continues to show, replace the EEC:
- 3 Thrust lever out of adjustment
- 4 PS3. - EEC Removal - TASK 73-21-60-000-801-F00 page 401
- EEC Installation - TASK 73-21-60-400-801-F00 page
Fault Isolation 401.
Do the EEC BITE procedure, FIM 73-00 TASK 801. Do the repair confirmation, and if the fault continues
to show, replace the subsequent LRU from the possible
Look for internal EEC, HMU, or PS3 maintenance causes list.
messages. If you find a maintenance message, correct
the fault and do the repair confirmation procedure.
If you find no maintenance message, do a check of the

thrust levers adjustment:
- Thrust Lever Adjustment and Thrust Reverser

Position Adjustment Test - TASK 73-21-00-700-806-
F00 page 501
- 178 -
70-70-GE
Issue 004 - Dated 16/02/2017

DES
REF

INTC ARR
N1 FIX
LIMIT A B C D E
PREV NEXT
D PAGE PAGE F G H I J M
S S
P G
Y
1 2 3 K L M N O
F O
A F
I S
L 4 5 6 P Q R S T T
7 8 9 U V W X Y
. 0 +/- Z DEL / CLR PS3 PORT

CONTROL DISPLAY UNIT LEFT SIDE ENGINE RIGHT SIDE ENGINE
REVERSE
THRUST FORWARD
LEVER THRUST
LEVER
START
LEVER
ROD (2) SWITCH

ASSEMBLY
AUTOTHROTTLE
ASSEMBLY
RESOLVER
HMU ELECTRONIC CONTROL UNIT (EEC)

ENGINE CONTROLS
ENGINE - TIP - ENGINE IDLE SPEED, MINIMUM IDLE SPEED LOW/HIGH
- 179 -
Issue 004 - Dated 16/02/2017

ENGINE -- TIP - ENGINE TAKEOFF THRUST IS LOW
70-70-GE
- 180 -
Issue 004 - Dated 16/02/2017


Fault Description Fault Isolation
Fault Code 730 280 51 gives the fault description, Do the EEC BITE procedure, FIM 73-00 TASK 801.
Engine Takeoff Thrust is Low. The engine takeoff thrust
was too low, the other engine parameters were normal Look for maintenance messages that have a relation to
for N1. these:
The Fault Isolation Manual (FIM) shows that this fault - Internal EEC
code has a correlation to 73-05 TASK 808. - PS3
- HMU (FMV)
The possible causes have a relation to the regulator - TRA
value. Regulator is a parameter that gives data on how - VSV
the engine control system controls the engine speed. - VBV.
You get access to the regulator value through input
monitoring. Regulator values other than 3 and 9 are If you find related messages, repair the fault and do
possible. There is one set of possible causes for each the repair confirmation procedure.
of these regulator values.
If you find no related messages, then start the engine
1 Regulator, 3 with low thrust:
- a TRA Adjustment - Start the Engine Procedure (Normal Start) - TASK

- b TRA Resolver 71-00-00-800-808-F00 page 201
- c EEC. - Get access to the EEC BITE for this engine and go
to the input monitoring pages
2 Regulator, 9 - Go to page 2 of the Engine Bite Test Input
Monitoring page and select Discretes
- a PS3 System - This shows Engine Bite Test Input Monitoring 1/3
- b Fuel Pump GMM Discretes
- c HMU - Make a note of the valve to the right of the
- d Bleed Air System Regulator
- e VSV - Stop engine operation
- f VBV. - Stop the Engine Procedure -TASK 71-00-00-700-819-
F00 page 201
70-70-GE
- 181 -
Issue 004 - Dated 16/02/2017

- If the REGULATOR EQUALS is 3, then engine control - The Visual Inspection of the Impeller Rotation -
is by the regulated power setting; the subsequent TASK 73-11-01-200-801-F00 page 601; do not operate
possible cause is the TRA system the engine as in the Lubrication Flow Screen
- If the REGULATOR EQUALS is 9, then there are engine Installation Test
limits by the fuel flow or the PS3; possible causes - Make sure that the N2 rotor turns freely and
are PS3, Fuel Pump, FMV, Bleed Air System, VSV or smoothly as you do the fuel pump impeller
VBV inspection
- If the REGULATOR EQUALS is a value not 3 or 9, then - If the N2 rotor does not turn freely and smoothly,
do the procedure to correct the fault. replace the engine
REGULATOR EQUALS 3 corrective action: page 401
- Thrust Lever Adjustment and Thrust Reverser F00 page 401
Position Adjustment Test - TASK 73-21-00-700-806- - If you find a problem during the fuel pump impeller
F00 page 501 inspection, replace the fuel pump
- If you find a problem, correct the problem - Fuel Pump Package Removal - TASK 72-11-01-000-801-
- Engine 1 and Engine 2 Thrust Lever Angle Resolver F00 page 401.
Alignment Test - TASK 73-21-00-700-807-F00 page - Fuel Pump Package Installation - TASK 73-11-01-
501 400-801-F00 401; Do the repair confirmation
- If it is necessary, make adjustments during the procedure; if you find no faults, continue
tests - Replace the fuel filter
- Do the repair confirmation procedure. - Fuel Filter Removal - TASK 73-11-02-000-810-F00
page 401
REGULATOR EQUALS 9 corrective action: - Fuel Filter Installation - TASK 73-11-02-400-801-
F00 page 401.
- Examine the PS3 lines for sign of blockage,
obvious damage, and loose connections; repair Do the Fuel Pump discharge pressure test:
problems you find and do the repair confirmations;
if you find no problems, continue. - Fuel Pump Discharge Pressure Check - TASK 73-11-
- Examine the fuel pump. 01-200-802-F00 page 601
- If the fuel pump discharge pressure is not
correct, replace the fuel pump package
70-70-GE
- 182 -
Issue 004 - Dated 16/02/2017


F00 page 401
400-801-F00 401; do the repair confirmation
procedure after these procedures
- If the repair confirmation is not satisfactory,
continue with the fault isolation procedure.
If the pressure test is correct, replace the EEC:
- EEC Removal - TASK 73-21-60-000-801-F00 page 401

- EEC Installation - TASK 73-21-60-400-801-F00 page
401.
Do the repair confirmation procedure.
70-70-GE
Issue 004 - Dated 16/02/2017
DES
REF

INTC ARR
N1 FIX
LIMIT A B C D E
PREV NEXT
S M
FUEL PUMP
P S
Y G
1 2 3 K L M N O
F O
A
I
L 4 5 6 P Q R S T
F
S
T
FILTER
7 8 9 U V W X Y
. 0 +/- Z DEL / CLR PS3 PORT

CONTROL DISPLAY UNIT LEFT SIDE ENGINE
FUEL PUMP PACKAGE
REVERSE
THRUST FORWARD
LEVER THRUST
LEVER
START
LEVER
ROD (2) SWITCH

ASSEMBLY
AUTOTHROTTLE
ASSEMBLY
RESOLVER
HMU ELECTRONIC CONTROL UNIT (EEC)

ENGINE CONTROLS
ENGINE - TIP - ENGINE TAKEOFF THRUST IS LOW
- 183 -
Issue 004 - Dated 16/02/2017

ENGINE -- TIP - ENGINE OIL CONSUMPTION IS HIGH
70-70-GE
- 184 -
Issue 004 - Dated 16/02/2017

ENGINE -- TIP - ENGINE OIL CONSUMPTION IS HIGH

Fault Description: The Fault Isolation Manual (FIM) shows that this fault
Engine Oil Consumption is High (Oil Quantity Decreases These are the possible causes:
at a Quick Rate). The oil quantity display in the
flight compartment shows a large decrease of engine oil - 1 External or internal oil leak
quantity at a fast rate. - 2 Oil system over-servicing because of oil
retention
These are typical oil quantities: - 3 Gulping effect (not a failure).
- At engine start with the engine speed stable - oil Fault Isolation:
level usually decreases about 0.5 gallon (2
liters) Do the initial evaluation:
- At takeoff power on the ground with the airplane
level - total decrease in oil level is about 1.3 - Fill the oil tank and make a note of how much oil
gallons (5 liters) you add, TASK 12-13-11-600-801 page 301
- At takeoff power - total decrease in oil level is - If the quantity of oil added is typical for that
about 3.2 gallons (12 liters) flight sector, then continue in service engine
- When the engine oil temperature is low, an oil operations
level decrease of 0.5 gallon (2 liters) is normal - If the quantity of oil was high for that sector,
until the oil temperature is stable. then do the fault isolation procedure.
This is referred to as gulping effect. This volume of Do an external oil system inspection:
oil is not available and is not part of the oil tank
quantity. Some of this volume comes back during engine - External Oil System Inspection - TASK 79-00-00-
deceleration and all comes back (minus oil consumption) 200-802-F00 page 601
at engine shutdown. - If you find the external leak, do the next task
- Engine Vents and Drains Inspection - TASK 71-71-
If the oil volume does not come back at engine 00-200-801-F00 page 601
shutdown, there is a high oil consumption or oil - If you find no leaks, continue with the fault
retention in the oil circuit. isolation procedure.
Do a check for an internal oil system problem:
70-70-GE
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Issue 004 - Dated 16/02/2017

- Open the fan cowls - TASK 71-11-02-010-801-F00 - Lubrication Unit Removal - TASK 79-21-01-00-801-
page 201 F00 page 401
- Drain the engine oil from the Accessory Gearbox - Lubrication Unit Installation - TASK 70-21-01-400-
(AGB) 801-F00 page 401
- Drain the Engine Oil - TASK 12-13-11-600-803 page - Do the repair confirmation.
301
- If more than 2 quarts (2 liters) drains out of the If less than 2 quarts (2 liters) drains out of the AGB,
AGB, then examine the scavenge screen on the do an internal oil leak inspection:
lubrication unit for blockage - TASK 79-00-00-200-
804-F00 page 601 - Internal Oil System Inspection - TASK 79-00-00-
- If you find a blockage, do the corrective action 200-803-F00 page 601
necessary for the type of material found - If you find the oil leak source, and the oil
- If you can do a dispatch with the engine, then consumption rate is above the specified limits in
continue the Engine Operation Limits, TASK 71-00-00-800-
- Clean the scavenge oil screen 806-F00 page 401, replace engine
- Start the engine and set to idle for a minimum of 5 - Power Plant Removal - TASK 71-00-02-000-801-F00
minutes page 401
- Start the Engine Procedure - TASK 71-00-00-800- - Power Plant Installation - TASK 71-00-02-400-801-
807-F00 page 201 F00 page 401
- Stop the Engine Procedure (Usual Engine Stop) - - Do the repair confirmation
TASK 71-00-00-700-819-F00 page 201 - If you find no problem, replace the lubrication
- Do a visual inspection of the oil level through the unit
sight gage on the oil tank - Lubrication Unit Removal - TASK 79-21-01-00-801-
- If the engine oil level is normal, then continue F00 page 401
the service engine operation and monitor the oil - Lubrication Unit Installation - TASK 70-21-01-400-
- If the oil level continues to be low, continue with 801-F00 page 401
the fault isolation procedure. - Do the repair confirmation.
If you found no blockage in the scavenge screen,

examine the oil scavenge lines for blockage. If you
find no blockage, replace the lubrication unit:
70-70-GE
- 186 -
Issue 004 - Dated 16/02/2017

OIL LEAK
FORWARD SUMP
SCAVENGE
SERVICING
PORT AGB/TGB REAR SUMP
FWD SCAVENGE SCAVENGE
DRAIN DRAIN
PORT PORT
AIRPLANE DRAINS OIL TANK ACCESSORY GEARBOX LUBRICATION UNIT
ENGINE - TIP - ENGINE OIL CONSUMPTION IS HIGH
- 187 -
Issue 004 - Dated 16/02/2017

POWER PLANT -- CFM56-7B REMOVAL AND INSTALLATION - INTRODUCTION
The power plant removal and installation course gives

you data necessary to remove and install the CFM56-7B
engine. This course has two parts, classroom
instruction and a field trip with instruction.
This manual is for training purposes only. The aircraft

maintenance manual (AMM) and your company policies and
procedures have precedence over this manual.
Course structure
The power plant removal and installation has these

parts:
- Introduction to power plant removal and

installation
- Removal of the power plant
- Installation of the power plant.
The introduction to power plant removal and

installation shows the number of personal necessary to
remove and install the engine off and on the airplane.
The removal of the power plant shows the procedures

necessary to remove the power plant from the airplane.
The installation of the power plant shows the

procedures necessary to install the power plant on the
airplane.
71-00-GE
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Issue 004 - Dated 16/02/2017

POWER PLANT - CFM56-7B REMOVAL AND INSTALLATION - INTRODUCTION
- 189 -
Issue 004 - Dated 16/02/2017

POWER PLANT -- CFM56-7B REMOVAL - GENERAL DESCRIPTION

- Install the ground support equipment on the left
side (second person)
The data about power plant removal and installation is - Remove the power plant (4 engineers).
in the aircraft maintenance manual (AMM), chapter 71-
00-02 in the 400 series pages. When you replace the power plant, you can remove the
inlet cowl and install it on the replacement power
Power Plant Removal plant.
The procedure for removal of the power plant from the You can remove the inlet cowl when the power plant is
airplane can divide into steps. If you have four (4) on the wing or on the dolly.
engineers to remove the power plant, the removal is
faster. If you remove the inlet cowl when the power plant is on
wing, the inlet cowl attach bolt at the 12:00 position
Step 1: is not easy to remove.
- Make airplane level (4 engineers) If you remove the inlet cowl when the power plant is on
- Open circuit breakers as necessary. the dolly, the inlet cowl bolts between the 4:00 and
8:00 position are not easy to remove.
Step 2:
It is recommended that you remove the inlet cowl attach
- Remove fan cowls (4 engineers). bolts at the 4:00 and 8:00 position before you lower
the power plant from the strut. When the power plant is
Step 3: on the dolly, remove the remaining bolts and remove the
inlet cowl.
- Open the thrust reverser and do the core area
disconnect on the right side
- Open the thrust reverser (second person) and do
the core disconnect on the left side
- Do the fan case disconnect on the right side
- Install the ground support equipment on the right
side
- Do the fan case disconnect on the left side
71-00-GE
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Issue 004 - Dated 16/02/2017

MAKE AIRPLANE LEVEL REMOVE FAN COWLS
OPEN CIRCUIT BREAKERS OPEN THRUST REVERSERS
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Issue 004 - Dated 16/02/2017

POWER PLANT -- CFM56-7B REMOVAL - PREPARATION 1

Preparation for Power Plant Removal
- G50065, Cable, Safety, Stainless Steel, 0.8 mm
(0.032 in) diameter.
Reference Material for Removal:
Parts for Removal:
- AMM 08-21-02, Make Airplane Level
- AMM 08-21-03, Make Airplane Level - Packing, IPC 73-11-01.
- AMM 12-15-31, Main Landing Gear Shock Strut
Servicing Access for Removal:
- AMM 20-40-11, Static Grounding
- AMM 24-22-00, Supply Electrical Power - 211 Flight compartment-left
- AMM 24-22-00, Remove Electrical Power - 212 Flight compartment-right
- AMM 29-11-00, Hydraulic System A or B Power - 411 Engine 1-engine
Removal - 421 Engine 2-engine.
- AMM 54-52-01, Forward Fairing Removal
- AMM 71-11-02, Remove the Fan Cowl Panel
- AMM 78-31-00, Open the Thrust Reversers.
Equipment Necessary for Removal:
- AM2563-227, Universal Transportation

- 5 Gallon Bucket
- AM2811-1100, Cradle, Transport
- C78019-15, Equipment, Hold Open, Thrust Reverser
- C71020-76, Kit, Bootstrap
- C78005-21, Pump, Portable Hand
- C71022-6, Wrench.
Consumable Materials for Removal:
- D00504, Grease, Petrolatum

- D00623, Oil, Fuel System, Corrosion Preventive
- G00270, Tape, Masking, General Purpose
- G02345, Lockwire, Inconel (0.032 in dia)
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71-00-GE
Issue 004 - Dated 16/02/2017

PARTS PARTS
CATALOG MAINTENANCE CATALOG MAINTENANCE
INATRUCTIONS TO LOCATE A PART IN THE DETAILED PARTS LIST INSTRUCTION TO LOCATE A PART IN THE DETAILED PARTS LIST
5. Turn to chapter and figure THE PART NUMBER IS KNOWN

and locate part on the 3. Refer to main group in
illustration or in the 1. Find part number in Numerical which the part should
parts list by the item Index. note chapter, section, be listed.
number unit, figure and item number.
4. Figures are listed in
THE PART NUMBER IS UNKNOWN alphabetical order by
PARTS
CATALOG
main noun. Find title of
2. Turn to Table of Contents figure in which the part
STA
STA 400 in the desired chapter. should be shown. note
260 section, unit and figure
STA 35 number.
178 PARTS
48 CATALOG
30 35
STA 46 PART NUMBER TTL PART NUMBER
190 CH-SECT-UNIT-FIG-ITEM REQ. CH-SECT-UNIT-FIG-IT
B PARTS
253T3215-5010 253T3215-71
ZONE 53 13 03 1 40K RF 53 13 03 1 47L CATALOG
115 PARTS 253T3215-5011 253T3215-72
110 CATALOG 53 13 03 1 45K RF 27 21 07 2 1P
253T3215-5012 53 13 03 1 47J
CHAPTER 27 - FLIGHT CONTROLS 2
A LISTS 53 13 03 1 40K RF 253T3215-73 TABLE IF CONTENTS
FIG ITEM PART NUMBER 1234567 NOMENCLATURE EFECT PER 53 13 03 1A 55 RF 53 13 03 1 40K
FROM TO ASSY CHAPTER
253T3215-5013 53 13 03 1A 55 SECTION
125 53 13 03 1 45K RF 253T3215-74 SUBJECT UNIT FIGURE EFFECT
35 53 13 03 1A 60 RF 53 13 03 1 45K
- 1 253T3200-1 JACKSHAFT INSTL-RUD CONT RF
40
43 JACKSHAFT INSTL-RUD CONT 253T3215-502 53 13 03 1A 60 3
50 (LH) 27 21 07 2 1J RF 253T3215-75 RUDDER AND REDDER TRIM CONTROL SYSTEM 27-21-00
60 (FOR NWA SEE 53 13 03 1 47M 1 27 21 07 2 1Q ACTUATOR ASSY-RUD RATIO 27-21-13 50
48 70 27-21-57 FIG. 1) 253T3215-503 27 21 07 2A 1J ACTUATOR INSTL-RUD 27-21-02 1
30 27 21 07 2 1K RF 53 13 03 1 47Q R
35 46 - 5 253T3200-2 JACKSHAFT INSTL-RUD CONT RF ADJUSTMENT INSTL-RUD PEDAL 27-21-06 1
(RH) 53 13 03 1 47K 1 53 13 03 1A 65 BRACKET INSTL-IDLER PULLEY 27-21-51 1
40 253T3215-505 253T3215-76
43 A (FOR NWA SEE BRACKET INSTL-STA 1326 RUD PULLEY 27-21-53 1
B 27-21-57 FIG. 1) 27 21 07 2 1L RF 27 21 07 2 5L BRACKET INSTL-STA 1654.5 RUD PULLEY 27-21-54 1
10 3-74664 .PLATEW-(LH SIDE) 1 53 13 03 1 47P 1 27 21 07 2A 5 BRACKET INSTL-STA 246.0 RA AND RB 27-21-55 1
85 253T3215-506 53 13 03 1 48M
INGO FROM SH AL QQ-A-362 CABLE PULLEY 234999
T3 TEMP SRF 2.30 0.153F 27 21 07 2 5J RF 53 13 03 1A 70 CENTERING AND TRIM INSTL-RUD CONT FEEL 27-21-10 1
90 95 0.102 IN.2.60 IN. 53 13 03 1 48L 1 253T3219-1 CONTROL INSTL-RUD AND RUD TRIM 27-21-57 1
2.60 IN.) 253T3215-507 27 21 07 1 30 COVER INSTL-RUD PEDAL 27-21-05 5
(USED ON 253T3200-1) 27 21 07 2 1M RF 253T3223-1 HOSE AND BOOT INSTL-HYD RUD RATIO 27-21-13 5
15 NAS1351C3HSP . SCREW- 2 53 13 03 1 47M 1 27 21 07 2 50 CHANGER ACTR
(OPT NAS1351-3H6P) 253T3215-57 27 21 07 2 105 HYDRAULIC INSTL-SECT. 72 VERT. FIM 27-21-59 1
15 NAS1351-3NSP . SCREW- 2 27 21 07 2 40 1 253T3400-1 IDLER PULLY INSTL-STA 676 STAB. TRIM 27-21-51 10
(OPT NAS1351C3H6P) 27 21 07 2A 40 1 27 21 05 5 1L JACKSHAFT INSTL-RUD CONT 27-21-07 1
95 253T3215-58
90 27 21 57 1 170 MANIFOLD INSTL-VERT. STAB. YDR 27-21-56 1
20 253T3214-1 .CRANK-(RH SIDE) 1 27 21 07 2 45 1 253T3400-12 PANEL INSTL-ELECTRONICS 27-21-20 1
85 (USED ON 253T3200-10 27 21 07 2A 45 1 27 21 05 5 21 PANEL INSTL-OVERHEAD 27-21-58 2
JACKSHAFT INSTL-RUDDE ATTACHING PARTS 253T3215-64 27 21 05 6 5 PANEL INSTL-RUD CONT 27-21-05 1
FIGURE 1 25 NASA1351C3H36P. SCREW- 3 27 21 07 2 5K RF 27 21 05 6A 5 RATIO CHANGER INSTL-RUD CONT. 27-21-13 1
(OPT NAS1351-3H36P) 53 13 03 1 48J 1 253T3400-13 SEAL INSTL-STA 1582.0 DOME PRESSURE 27-21-52 1
(OPT 253T3200-3) 253T3215-68 27 21 05 5 22 RUDDER AND ELEVATOR SHUTOFF VALVES 27-23-00
JUNE 22/96 25 NAS1351-3H36P . SCREW- 3 53 13 03 1 40 1 27 21 05 6 10 HYDRAULIC INSTL-SECT. 48 BODY AFT 27-23-51 1
(OPT NAS1351C3H36P) 253T3215-71 27 21 05 6A 10 HYDRAULIC INSTL-SECT. 72 VERT. FIN 27-23-52 3
(OPT 253T3200-3) 27 21 07 2 1N RF 253T3400-19 SEAL INSTL-SECT. 48 HYDR PRESSURE 27-23-55 1
25 253T32OO-3 . SCREW- 3 VALVE INSTL-STA 1654 AND STA 1702 27-23-01 1
(ALT FROM BAC830NT3K28) EMPEMMAGE DC MOTOR SHUTOFF
(OPT NAS1351C3H36P)
(OPT NAS1351-3H36P) 4
27-CONTENTS
30 253T3219-1 .HOUSING ASSY- 2 XX PAGE 4
(ALT FROM 9-30874) JUNE 22/96 JUN 22/88
27-21-07
01-00-00-10-04A
01-00-00-10-03A
5 FIG. 1
27-21-07 PAGE 1
FIG. 1 1 JUNE 22/96 JUN 22/88
PAGE 1
JUNE 22/96 JUN 22/88
SAMPLE PAGES
SAMPLE PAGES
INSTRUCTIONS YO LOCATE PART MASTER ILLUSTRATION TECHNIQUES

MAR 5/94 PAGE 2 MAR 5/96 PAGE 2
IPC
MAINTENCE MANUALS
SUPPORT EQUIPMENT SUPPORT EQUIPMENT SUPPORT EQUIPMENT

POWER PLANT - CFM56-7B REMOVAL - PREPARATION 1
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Issue 004 - Dated 16/02/2017

POWER PLANT -- CFM56-7B REMOVAL - PREPARATION 2

Prepare the Airplane for Engine Removal
- 6E5 ENGINE FUEL ENGINE 1HPSOV CONT.
Make sure the airplane is as near to 1.5 degrees nose- For engine 1 open these circuit breakers on circuit
down attitude as possible. breaker panel P18-2 and attach DO-NOT-CLOSE tags:
If it is necessary to change the attitude of the - 18A1 ENGINE 1 IGNITION RIGHT

airplane, do one of these tasks. - 18A3 ENGINE 1 IGNITION LEFT
- 18A4 ENGINE 1 ALTN PWR CHAN B
- Make the aircraft level, AMM 08-21-02 - 18A5 ENGINE 1 ALTN PWR CHAN A
- Make the aircraft level, AMM 08-21-03. - 18B8 ENGINE 1 START VALVE.
Connect the airplane to static ground. For engine 2 open this circuit breaker on circuit
breaker panel P6-3 and attach a DO-NOT-CLOSE tag:
Make sure that the engine start levers are in the
cutout position. Install a DO-NOT-OPERATE tag on the - 6B3 FUEL SPAR VALVE ENG 2.
applicable engine start lever.
For engine 2 open these circuit breakers on circuit
Apply electrical power to the airplane. breaker panel P6-2 and attach DO-NOT-CLOSE tags:
Make sure that the FUEL VALVE CLOSED (engine fuel - 6C4 ENGINE 2 START VALVE
shutoff valve) light on the fuel control panel (forward - 6D4 ENGINE 2 IGNITION RIGHT
P5) is dim. The light for the engine fuel shutoff valve - 6D6 ENGINE 2 IGNITION LEFT
has three positions: - 6D7 ENGINE 2 ALTN PWR CHAN B
- 6D8 ENGINE 2 ALTN PWR CHAN A.
- Bright when the valve is in transition or when it
does not agree with the commanded position For engine 2 open this circuit breaker on circuit
- Dim when the valve is closed breaker panel P6-3 and attach a DO-NOT-CLOSE tag:
- Off when the valve is open.
- 6E3 ENGINE FUEL ENGINE 2 HPSOV CONT.
For engine 1 open these circuit breakers on circuit
breaker panel P6-3 and attach DO-NOT-CLOSE tags: Remove hydraulic power. Put the HYD PUMP ENG switch on
the P5 overhead panel to the OFF position for the
- 6B4 FUEL SPAR VALVE ENG 1 applicable engine.
- 194 -
71-00-GE
Issue 004 - Dated 16/02/2017

PUT THE AIRPLANE 1.5 DEGREES NOSE-DOWN
START LEVERS
CONTROL STAND
ENG VALVE ENG VALVE
CLOSED b 0
CLOSED b
FUEL
SPAR VALVE -20 20 SPAR VALVE
TEMP
CLOSED b CLOSED b
-40 40
FILTER a VALVE FILTER a

BYPASS OPEN b BYPASS
CROSS FEED
a a
LOW LOW
PRESSURE PRESSURE
FUEL PUMPS
OFF
L R
ON
CTR OVERHEAT OVERHEAT
a a a a
LOW LOW LOW LOW
PRESSURE PRESSURE PRESSURE PRESSURE LOW LOW LOW LOW
PRESSURE PRESSURE PRESSURE PRESSURE
AFT FWD FWD AFT
OFF OFF ENG 2 ELEC 1 ELEC 2 ENG 1
FUEL
OFF OFF
PUMPS
ON ON
1 2 ON ON
P6 AND P18 CIRCUIT B HYD PUMPS A
BREAKER PANELS
FUEL CONTROL PANEL (P5) HYDRAULIC CONTROL PANEL (P5)
POWER PLANT - CFM56-7B REMOVAL - PREPARATION 2
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POWER PLANT -- CFM56-7B REMOVAL - COWLS AND T/R'S

Prepare the Engine for Removal
Remove the fan cowl panels, AMM 71-11-02.
Open the thrust reverser, AMM 78-31-00.
Remove electrical power, AMM 24-22-00. Install a DO-

NOT-OPERATE tag from the BAT switch on the pilots
overhead panel, P5.
WARNING: DO THE SPECIFIED TASKS IN THE CORRECT SEQUENCE

BEFORE YOU OPEN THE THRUST REVERSER: RETRACT
THE LEADING EDGE, DO THE DEACTIVATION
PROCEDURES FOR THE LEADING EDGE AND THE THRUST
REVERSERS (FOR GROUND MAINTENANCE), OPEN THE
FAN COWL PANEL. IF YOU DO NOT OBEY THE ABOVE
SEQUENCE, INJURIES TO PERSONS AND DAMAGE TO
THE EQUIPMENT CAN OCCUR.
WARNING:
REMOVE THE ELECTRICAL POWER BEFORE YOU
DISCONNECT A FUEL, HYDRAULIC OR ELECTRICAL
LINE. AN ACCIDENTAL OPERATION OF THE
PRESSURIZED FLUIDS OR ELECTRICAL CIRCUITS CAN
CAUSE A FIRE. THIS CAN CAUSE INJURIES TO
PERSONS AND DAMAGE TO EQUIPMENT.
- 196 -
71-00-GE
Issue 004 - Dated 16/02/2017

FAN COWL
DC AMPS CPS FREQ
DC VOLTS / AC AMPS / AC VOLTS
a
BAT
TR UNIT ELEC
DISCHARGE a a
MAINT
AUX BAT APU GEN

BAT TR1 GEN1 GEN2
BAT GRD
BUS TR2 PWR INV
STBY TR3 STBY TEST

PWR TEST PWR
OFF
REMOVE FAN COWL OFF OFF
BAT
ON ON
ON CAB/UTL IFE/PASS
SEAT
DC AC
LATCH THRUST
HANDLE REVERSER THRUST
1
STANDBY
PWR OFF a 2
DRIVE DRIVE
REVERSER a
STANDBY POWER a
DISCONNECT DISCONNECT
BAT OFF AUTO
r r
GRD POWER
AVAILABLE
GRD b
PWR
OFF
ON
BUS TRANSFER
O A
TRANSFER F U TRANSFER
BUS OFF a
F T BUS OFF a
O
SOURCE SOURCE
OFF a OFF a
GEN OFF APU GEN GEN OFF

LATCH BUS b OFF BUS b BUS b
LEVER OFF OFF

FWD TOOL ON ON
GEN 1 APU GEN GEN 2
APU
OPEN THRUST REVERSER OPEN THRUST REVERSER ELECTRICAL PANEL (P5)
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POWER PLANT -- CFM56-7B REMOVAL - THRUST REVERSER PREPARATION

Prepare the Thrust Reversers - Two retention pins
- Lockpins.
Do these steps to install the equipment, C78019-15,
between the two thrust reversers and the strut: The hold-open equipment is symmetrical between the
inboard and outboard sides.
- Use two lockpins to attach the strut beam to the
two clevis brackets on the strut Training Information Point
- Attach the two arm supports to the strut attach
beam WARNING: MAKE SURE YOU CORRECTLY ENGAGE EACH ARM
- Engage the inboard end of the arm support into the SUPPORT INTO THE STRUT ATTACH BEAM. IF YOU DO
strut attach beam NOT, THE HOLD-OPEN RODS WILL NOT HOLD THE
- As you hold the arm support, use a lockpin to WEIGHT OF THE THRUST REVERSER. INJURIES TO
attach the arm support to the strut attach beam PERSONS CAN OCCUR.
- Do the same for the other arm support
- Use the retention pins to attach the beam CAUTION: MAKE SURE YOU TURN THE ADJUSTMENT PINS MORE
assemblies to the arm supports; make sure the THAN HALFWAY INTO THE BEAM ASSEMBLY. IF YOU DO
longer side of the beam assembly points forward NOT, THE THRUST REVERSERS WILL NOT BE FULLY
- Turn the two adjustment pins on each beam assembly OPEN. THIS COULD CAUSE ENGINE COMPONENTS TO
until they are in the compression-rod receiver HIT THE THRUST REVERSER. DAMAGE TO EQUIPMENT
cups on the thrust reversers CAN OCCUR.
- Make sure you turn the adjustment pins more than
halfway into the beam assembly
- Make sure the two arm supports correctly engage
and that all lockpins and the retention pins
correctly install
- Slowly lower each thrust reverser until the hold-
open equipment holds the weight.
The hold-open equipment has:
- Strut attach beam

- Two arm supports
- Two beam assemblies
- 198 -
71-00-GE
Issue 004 - Dated 16/02/2017

STRUT
BEAM
ASSEMBLY
ADJUSTMENT
PIN
FWD
FWD CLEVIS
BRACKET
ARM
SUPPORT
ADJUSTMENT
PIN
ADJUSTMENT RETENTION
PIN PIN
LOCKPIN STRUT ARM
(4) ATTACH SUPPORT
BEAM
RETENTION BEAM
PIN ASSEMBLY
POWER PLANT - CFM56-7B REMOVAL - THRUST REVERSER PREPARATION
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Issue 004 - Dated 16/02/2017

POWER PLANT -- CFM56-7B REMOVAL - T/R OPENING ACTUATOR

WARNING:
T/R Opening Actuators Training Information Point
Do these steps to disconnect the opening actuators for

the thrust reversers: MAKE SURE YOU APPLY PROTECTIVE COVERS OR TAPE
AROUND THE FIRE SEALS ON THE TOP AFT SURFACE
- Remove the dust cap and connect the pump, C78005- OF THE THRUST REVERSER INNER SURFACE. IF YOU
21, to the actuator DO NOT, INJURIES TO A PERSONS HANDS CAN OCCUR
- Open the return valve on the pump and Let the T/R WHEN THE AFT MOUNT BOLTS ARE REMOVED.
lower slowly to the hold-open equipment
- Disconnect the pump from the actuator and install
the dust cover
- Push on the actuator lock collar to disengage the
lock
- Disconnect the actuator at the lower end
- Temporarily attach the lower end of the actuator
to the thrust reverser with a tie
- Repeat the procedure for the other thrust reverser
opening actuator.
If you are to remove engine 2, put tape around the edge

of the thrust reverser latches to keep them in the
closed position. This gives clearance for the dolly on
the inboard side.
Apply protective covers and tape around the fire seals

on the top aft surface of the thrust reverser inner
cowl.
- 200 -
71-00-GE
Issue 004 - Dated 16/02/2017

THRUST
REVERSER
FWD
T/R OPENING
ACTUATOR
FWD
T/R
OPENING
ACTUATOR
HAND T/R
PUMP OPENING
ACTUATOR
THRUST
REVERSER
HAND PUMP
FWD ATTACH POINT
FAN CASE
FITTING
POWER PLANT - CFM56-7B REMOVAL - T/R OPENING ACTUATOR
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Issue 004 - Dated 16/02/2017

POWER PLANT -- CFM56-7B REMOVAL - FAN CASE DISCONNECT LH

Fan Case Disconnect Left Hand
Disconnect the fuel supply line at the fan cowl support
beam.
All the disconnects on the left side of the fan case
are at the service disconnect panel on the left side of For a fuel hose with a quick disconnect coupling (after
the fan cowl support beam. When you disconnect the fuel SB 737-73A1011 Part 1 or PRR 38275-3) do these steps:
supply line, it is necessary to drain all the remaining
fuel in the line. You drain this fuel from the engine - Loosen the band strap clamp and move it away
fuel filter. - Remove the two clampshell halves
- Use your hand to disconnect the fuel hose from the
Do these steps to drain the fuel supply line: strut fitting; remove the band strap from the hose
and keep clamp and clampshell halves for
- Put a 5 gal container below the fuel filter drain installation.
plug
- Remove the drain plug and let the fuel drain; the For a fuel hose with a B-Nut fitting (after SB 737-
drain plug has a 13/16 inch fitting 73A1011 Part 3 or PRR 38275-9) do this step:
- Remove and discard the drain plug packing
- Lubricate the new packing and install it on drain - Disconnect the B-nut from the strut.
plug
- Install the drain plug and attach lockwire. Install protective covers on the fuel supply line and
strut fitting.
Disconnect the electrical connectors DP1234 and D30038.
You remove the coupling at the top end of the starter

duct to disconnect the duct. You remove the seal in a
subsequent step.
Do these steps to remove the hydraulic lines:
- Disconnect the quick disconnect couplings on the

hydraulic case drain, hydraulic supply, and
hydraulic pressure lines
- Install the protective covers on these hydraulic
lines and their related receptacles.
- 202 -
71-00-GE
Issue 004 - Dated 16/02/2017

HMU
CLAMPSHELL
FUEL HALVES
FILTER
FUEL
SUPPLY
LINE
INBD BAND
FWD STRAP
CLAMP
HYDRAULIC QUICK-DISCONNECT COUPLING

DRAIN HYDRAULIC SUPPLY
PLUG CASE DRAIN
ELECTRICAL
CONNECTOR
D30038
STARTER
DUCT FUEL
COUPLER
ELECTRICAL
CONNECTOR
DP1234 HYDRAULIC
PRESSURE
FUEL
SUPPLY
LINE
POWER PLANT - CFM56-7B REMOVAL - FAN CASE DISCONNECT LH
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POWER PLANT -- CFM56-7B REMOVAL - FAN CASE DISCONNECT RH

CAUTION:
Fan Case Disconnect Right Hand Training Information Point
All the disconnects on the right side of the fan case

are at the service disconnect panel on the right side USE TWO WRENCHES TO LOOSEN THE COUPLING NUTS.
of the fan cowl support beam. USE ONE TO HOLD THE FITTING, AND THE OTHER TO
LOOSEN THE COUPLING NUT. IF YOU DO NOT USE TWO
Disconnect the eight electrical connectors on the right WRENCHES, DAMAGE TO THE EQUIPMENT CAN OCCUR.
side of the strut. These connectors are from forward to
aft:
- DP1104
- DP0256
- DP1620
- DP1552
- DP0112
- DP0324
- DP0460.
Removal instructions are the same for all the

connectors.
Do this step to disconnect the strut drain line:
- Disconnect the hose at the drain tube on the engine

fan case
- Install protective covers on the hose and the
drain tube.
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71-00-GE
Issue 004 - Dated 16/02/2017

ELECTRICAL ELECTRICAL ELECTRICAL
CONNECTOR CONNECTOR CONNECTOR
DP0324 DP0112 DP1552
ELECTRICAL
CONNECTOR
DP1620 ELECTRICAL
CONNECTOR
DP1328
ELECTRICAL
CONNECTOR
ELECTRICAL DP0256
CONNECTOR
DP0460
ELECTRICAL
CONNECTOR
DP1104
INLET COWL
DRAIN LINE TAI VALVE
DRAIN TUBE FWD
POWER PLANT - CFM56-7B REMOVAL - FAN CASE DISCONNECT RH
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POWER PLANT -- CFM56-7B REMOVAL - ENGINE CORE LH

Engine Core Disconnect Left Hand
Disconnect the pressure sense line from the side of the

precooler:
- Disconnect the pressure sense line between the

hose and tube
- Install protective covers on the hose and tube.
Disconnect the 450 F temperature sense line from the

side of the precooler:
- Disconnect the 450 F sense line between the hose

and tube
- Install protective covers on the hose and tube
- It can be necessary to disconnect the fire
extinguishing tube from the strut and left side of
the precooler
- When you lower the engine, the fire extinguishing
tube can cause damage to the precooler seal; if the
tube is removed, install a protective cover on the
strut connector.
CAUTION:
USE TWO WRENCHES TO LOOSEN THE COUPLING NUTS.
USE ONE TO HOLD THE FITTINGS, AND OTHER TO
LOOSEN THE COUPLING NUT. IF YOU DO NOT USE TWO
WRENCHES, DAMAGE TO THE EQUIPMENT CAN OCCUR.
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71-00-GE
Issue 004 - Dated 16/02/2017

FIRE PRESSURE PRESSURE SENSE 450 F
EXTINGUISHING TUBE SENSE HOSE LINE TUBE TEMPERATURE
SENSE TUBE
PRECOOLER
12:00
STRUT
COMPRESSION
ROD ASSEMBLY
FWD
450 F
TEMPERATURE
SENSE HOSE
POWER PLANT - CFM56-7B REMOVAL - ENGINE CORE LH
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Issue 004 - Dated 16/02/2017

POWER PLANT -- CFM56-7B REMOVAL - ENGINE CORE RH

Engine Core Disconnect Right Hand
Disconnect the 390 degree F temperature sense line from

the right side of the precooler:
- Disconnect the 390 F sense line between the hose

and tube
- Install protective covers on the hose and tube.
Disconnect the pneumatic duct from the precooler:
- Disconnect the coupling that attaches the 5th

stage pneumatic duct to the precooler inlet
header.
You remove the seal in a subsequent step.
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390 F
TEMPERATURE
PRECOOLER SENSE TUBE
390 F
TEMPERATURE
SENSE HOSE
COUPLING
AND SEAL
FWD PNEUMATIC
DUCT
POWER PLANT - CFM56-7B REMOVAL - ENGINE CORE RH
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POWER PLANT -- CFM56-7B REMOVAL - INSTALL FORWARD BOOTSTRAP
71-00-GE
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Issue 004 - Dated 16/02/2017

POWER PLANT -- CFM56-7B REMOVAL - INSTALL FORWARD BOOTSTRAP

Install Forward Bootstrap Equipment The inboard arm has a shear pin below the strut attach
fitting to hold the arm temporarily in its correct
Remove the forward fairing panel (thumbnail panel). position. The arm does not fall.
Install fan cowl pins in the strut to keep them out of
the way from the engine removal equipment. The outboard arm also has a shear pin below the strut
attach fitting to hold the arm temporarily in its
Install the forward bootstrap equipment from the kit correct position. The arm does not fall.
C71020-76:
Install a brace between the inboard arm and the strut:
- Use the lockpin to attach the inboard arm to the
strut attach fitting; attach the safety pin to the - Install the aft lockpin in the keyed slot of the
end of the lockpin inboard arm
- Use the lock pin to attach the outboard arm to the - Turn the brace 90 degrees until the clevis at the
strut attach fitting; attach the safety pin to the forward end of the brace aligns with the attach
end of the lockpin point on the right forward strut
- Use the lockpin to attach the inboard and outboard - Use the lockpin to attach the clevis on the forward
arms together at the top location and install the end of the brace to the strut; attach the safety
safety pin to the end of the lockpin. pin to the end of the lockpin.
The forward bootstrap has: There are two braces on the forward bootstrap. They
have a metal rod with a clevis on one end and a
- Inboard arm permanently attached lockpin at the other end. The two
- Outboard arm braces are the same.
- Two braces
- Two dynamometers Look at the aft side of the inboard arm to make sure the
- Two lever hoists. lockpin is turned and engaged.
Make sure the inboard arm is always on the inboard side Do the same step for the other brace.
of the powerplant and the outboard arm is always on the
outboard side. Make sure the inboard and outboard arm, the two braces
and all lockpins are installed correctly.
In most locations the lockpins permanently attach to
the bootstrap equipment.
71-00-GE
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Issue 004 - Dated 16/02/2017

Attach the lever hoist to each arm. Make sure the

chains on the lever hoist do not have a spiral twist
between the lever hoist housing and the lower block. To
remove a spiral twist, extend the chain until the twist
is removed.
Attach the dynamometer to each lever hoist. The two

dynamometers must point forward. To do this, the left
dynamometer must be upside down.
WARNING: MAKE SURE THERE ARE NO SPIRAL TWISTS IN THE

LEVER HOIST CHAINS BETWEEN THE LEVER HOIST
HOUSING AND ITS LOWER BLOCK (THE ATTACH POINT
FOR THE DYNAMOMETER). IF YOU SEE A TWIST IN
THE CHAIN, YOU MUST REMOVE IT. IF YOU DO NOT
REMOVE IT, INJURIES TO PERSONS AND DAMAGE TO
EQUIPMENT CAN OCCUR.
71-00-GE
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Issue 004 - Dated 16/02/2017

OUTBOARD
ARM LOCKPIN
INBOARD ARM
LOCKPIN
BRACE
THUMBNAIL
FAIRING
FWD
LEVER DYNAMOMETER
HOIST (2)
(2)
FWD
FORWARD STRUT LOCKPIN BRACE

ATTACH POINT
POWER PLANT - CFM56-7B REMOVAL - INSTALL FORWARD BOOTSTRAP
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Issue 004 - Dated 16/02/2017

POWER PLANT -- CFM56-7B REMOVAL - FWD BOOTSTRAP TO ENGINE

Install Forward Bootstrap to Engine
Do these steps to install the forward bootstrap
equipment to the engine:
- Get the cradle-to-engine attach brackets normally

stored in the storage box on the cradle assembly
- Examine the bolts for signs of damage before
installation; if there is bolt damage, replace the
bolt
- Install the cradle-to-engine attach bracket to the
fan case
- Before you install the bolt, make sure the
brackets are fully engaged
- Install the bolts
- Attach each forward dynamometer to the cradle-to-
engine attach bracket
- Use the lever hoist to remove the slack from the
forward bootstrap, but do not apply a load on the
powerplant.
The forward bootstrap equipment attaches directly to a

cradle-to-engine bracket at the bootstrap point on the
powerplant.
An attach fitting is permanently attached to each

forward dynamometer.
If it is necessary, adjust the length of the lever

hoist.
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71-00-GE
Issue 004 - Dated 16/02/2017

DYNAMOMETER
LOCKPIN
CRADLE-TO-ENGINE
ATTACH BRACKET
TGB
FWD
POWER PLANT - CFM56-7B REMOVAL - FWD BOOTSTRAP TO ENGINE
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Issue 004 - Dated 16/02/2017

POWER PLANT -- CFM56-7B REMOVAL - INSTALL AFT BOOTSTRAP

Install the Aft Bootstrap - Two support braces
- Support beam
Install the aft bootstrap equipment from the kit - Dynamometer
C71020-76: - One lever hoist.
- Attach the support brace to the forward side of the The aft bootstrap equipment can only be installed with
two bootstrap attach bracket on the bottom of the the lever hoist and dynamometer on the outboard
strut location.
- Attach the other support brace to the aft side of
the two bootstrap attach brackets on the bottom of The support braces must be installed with the longer
the strut arm on the outboard side. The location of the braces is
- Attach the two support braces together on the opposite between engine 1 and engine 2.
inboard side of the strut with the lockpin
assembly and attach safety pin to the lockpin Training Information Point
assembly
- Slide the support beam in between the two support WARNING:
braces until the inboard end engages the inboard MAKE SURE THERE ARE NO SPIRAL TWISTS IN THE
lockpin assembly LEVER HOIST CHAIN BETWEEN THE LEVER HOIST
- Attach the support beam to the support braces at HOUSING AND ITS LOWER BLOCK (ATTACHMENT POINT
the outboard side with lockpin and attach safety FOR THE DYNAMOMETER). IF YOU SEE A TWIST IN
pin to the lockpin assembly THE CHAIN, YOU MUST REMOVE IT. IF YOU DO NOT
- Make sure the two support braces and support beam REMOVE IT, INJURIES TO PERSON AND DAMAGE TO
are installed correctly EQUIPMENT CAN OCCUR.
- Attach the lever hoist to the end of the support
beam with a lockpin and safety pin
- Make sure the chain on the lever hoist does not
have a spiral twist between the lever hoist
housing and the lower block; to remove a twist,
extend chain until the twist is removed
- Attach the dynamometer to the lever hoist.
The aft bootstrap has:
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71-00-GE
Issue 004 - Dated 16/02/2017

LOCKPIN BOOTSTRAP
SUPPORT ATTACH
BEAM BRACKET
AFT
ENGINE
BOOTSTRAP MOUNT
ATTACH
BRACKETS LEVER
HOIST
AFT
SUPPORT
BRACE
BOOTSTRAP
ATTACH TURBINE
BRACKETS LOCKPIN REAR FRAME
FORWARD
SUPPORT
BRACE
DYNAMOMETER
INBD LEVER
HOIST
FWD
FWD
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Issue 004 - Dated 16/02/2017

POWER PLANT -- CFM56-7B REMOVAL - AFT BOOTSTRAP TO ENGINE

Install the Aft Bootstrap
Do these steps to attach the aft bootstrap equipment to

the engine:
- Attach the engine attach bracket to the turbine

rear frames two engine flange brackets with
lockpins and safety pins
- Use the lockpin to attach the dynamometer to the
engine attach bracket
- Use the lever hoist to remove the slack from the
aft bootstrap, but do not apply a load to the power
plant.
The aft bootstrap equipment attaches directly to the

power plant at one location.
If it is necessary, adjust the length of the lever

hoist.
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ENGINE
FLANGE
BRACKET
LOCKPIN
DYNAMOMETER
LOCKPIN
ENGINE ENGINE
FLANGE ATTACH
BRACKET BRACKET
FWD
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POWER PLANT -- CFM56-7B REMOVAL - PREPARE TO REMOVE POWER PLANT
71-00-GE
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Issue 004 - Dated 16/02/2017

POWER PLANT -- CFM56-7B REMOVAL - PREPARE TO REMOVE POWER PLANT

Prepare to Remove the Powerplant When the cradle is in the correct position it does not
align with the center line of the engine. The aft end
Do these steps to prepare the cradle AM2811-1100 and of the cradle is slightly outboard from a center line
base AM2563-227 for the power plant removal: alignment.
- Remove the diagonal braces from the cradle and It is very important to align the cradle with the
place them in their storage position engine. If they are not aligned, it can be difficult to
- Remove the eye-bolt from each forward cradle arm move the engine from the strut to the cradle.
- Make sure the arms on the cradle are in the
outboard position; if not, remove the lockpin at Training Information Point
the bottom of each arm and let the arm move out
- Make sure the lockpin on each angle bracket is CAUTION: MAKE SURE YOU DO ALL THE STEPS GIVEN BELOW TO
removed PREPARE THE DOLLY AND CRADLE ASSEMBLY FOR THE
- Put the cradle and base below the power plant POWERPLANT REMOVAL. IF YOU DO NOT, THE
- Move the cradle and base to the rear until the POWERPLANT CAN HIT AND DAMAGE THE PRECOOLER
cradle is in its correct position under the engine AND STRUT AS IT IS REMOVED.
- Before you apply a load to the bootstrap
equipment, make sure all dynamometers are set to CAUTION: MAKE SURE YOU REMOVE THE EYE-BOLTS BEFORE YOU
the zero position MOVE THE CRADLE AND DOLLY UNDER THE ENGINE. IF
- Apply a load to the lever hoist; refer to AMM Part YOU DO NOT, THE EYE-BOLT CAN HIT THE THRUST
2. REVERSER DURING THE ENGINE REMOVAL. DAMAGE TO
THE THRUST REVERSER CAN OCCUR.
After you install the bootstrap equipment on the
airplane, you must use all four engineers to remove the CAUTION: MAKE SURE THE TWO FORWARD CRADLE ARM ARE IN
power plant. THE OUTBOARD POSITION. IF THE ARE NOT, DAMAGE
TO EQUIPMENT CAN OCCUR IF DOLLY HITS THE
Under some ground surface and airplane weight POWERPLANT OR INLET.
conditions, it can be necessary to lift the airplane to
get sufficient clearance between the aft engine mount CAUTION: BE CAREFUL WHEN YOU MOVE THE DOLLY BELOW THE
and the precooler. To get clearance, extend the main POWERPLANT. DAMAGE TO EQUIPMENT CAN OCCUR IF
and nose landing gear shock strut with dry air or THE DOLLY HITS THE POWERPLANT OR INLET.
nitrogen (AMM 12-15-31).
71-00-GE
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Issue 004 - Dated 16/02/2017

CAUTION: MAKE SURE THE CRADLE ARMS DO NOT HIT THE

THRUST REVERSERS WHEN YOU MOVE THE CRADLE
REARWARD. DAMAGE TO EQUIPMENT CAN OCCUR.
CAUTION: DO NOT APPLY MORE THAN 3850 POUNDS (1750 KG)

TO THE FORWARD INBOARD DYNAMOMETER, 3350
POUNDS (1520 KG) TO THE FORWARD OUTBOARD
DYNAMOMETER AND 1300 POUNDS (590 KG) TO THE
AFT DYNAMOMETER. IF YOU APPLY MORE THAN THE
LIMITS, DAMAGE TO THE POWERPLANT, WING AND
STRUT CAN OCCUR.
CAUTION: ONE PERSON MUST OBSERVE EACH DYNAMOMETER WHEN

THE LEVER HOISTS ARE OPERATED. LOADS THAT ARE
CHANGED AT ONE HOIST CAN EFFECT THE LOAD AT
OTHER HOIST LOCATIONS. BECAUSE OF THIS, THE
LOADS CAN GO ABOVE THE MAXIMUM BOOTSTRAP LOADS
IF NOT MONITORED CAREFULLY.
71-00-GE
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Issue 004 - Dated 16/02/2017

LOCKPIN
ANGLE
BRACKET
CAP EYE-BOLT
BLOCK
FORWARD
CRADLE
ARM
FWD
POWER PLANT - CFM56-7B REMOVAL - PREPARE TO REMOVE POWER PLANT
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Issue 004 - Dated 16/02/2017

POWER PLANT -- CFM56-7B REMOVAL - DISCONNECT ENGINE MOUNTS

Disconnect the Forward and Aft Engine Mount
Disconnect the forward engine mounts:
- Loosen all four forward mount bolts one-half turn

until you see a clearance under the bolt heads
- Remove the four forward mount bolts and washers.
Use a 11/16 inch socket to loosen the bolts.
Make sure the engine mount surface continues to touch

the related strut surface as you remove the bolts and
washers.
Disconnect the aft engine mounts:
- Use the wrench C71022-6 to loosen all four mount

bolts one-half turn until you see a clearance
under the bolt heads
- Remove the four aft engine mount bolts and
washers.
Use a 15/16 inch socket to loosen the bolts.
Make sure the engine mount surface continues to touch

the related strut surface as you remove the bolts and
washers.
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71-00-GE
Issue 004 - Dated 16/02/2017

BARREL
NUT (4)
BARREL
BOLT STRUT NUT (4)
(4)
WASHER
(4)
SHEAR
PINS
SHEAR
PIN
SHEAR
FORWARD PAD
ENGINE (2)
WASHER
MOUNT (4)
AFT
ENGINE
MOUNT BOLT
FWD FWD (4)
POWER PLANT - CFM56-7B REMOVAL - DISCONNECT ENGINE MOUNTS
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POWER PLANT -- CFM56-7B REMOVAL - LOWER THE POWER PLANT
71-00-GE
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Issue 004 - Dated 16/02/2017

POWER PLANT -- CFM56-7B REMOVAL - LOWER THE POWER PLANT

Procedures to lower the Power Plant - Install the lower lockpins that lock the forward
cradle arms in the vertical (inboard) position to
Do these steps to lower the power plant: the cradle
- After you install the lower lockpins, release the
- Slowly decrease the load on the three lever hoist load from the forward dynamometers
until the engine mounts are free of the shear pins - Continue to lower the aft end until you can engage
- Monitor the power plant to make sure that all is the support arm with the clevis on the turbine rear
disconnected and separation points are made frame; use a lockpin and safety pin to attach the
- When the power plant is free of the separation support arm to the turbine rear frame.
points and disconnect locations, turn the power
plant in the horizontal direction until it is Correct alignment of the cradle is very important to
parallel to the ground make sure the engine moves from the bootstrap equipment
- Lower the power plant until you can temporarily to the cradle smoothly and to make sure you can lock
engage the forward cradle arms with the related the forward arms with the lockpins.
fitting on the cradle-to-engine attach bracket
- If the fittings on the cradle-to-engine attach Disconnect the bootstrap equipment from the power
bracket are not aligned, align the cradle-to- plant. Remove the seals from the top of the engine
engine attach bracket again pneumatic ducts and starter duct.
- As you turn the inboard forward cradle arm to the
vertical position, engage the related fitting on Install the eye-bolt for the diagonal brace on the
the cradle-to-engine attach bracket until the end forward cradle arms and install the diagonal brace.
is below the cap block Move the power plant away from the airplane.
- Make sure the forward cradle-to-engine attach
bracket engages in the angle bracket at the top of Training Information Point
the cradle arm below the cap block
- Lower the engine until you engage the lockpin that CAUTION: WHEN YOU LOWER THE ENGINE, MAKE SURE THAT ALL
attaches the fitting on the cradle-to-engine TUBES, WIRES AND DUCTS BETWEEN THE STRUT AND
attach bracket to the angle bracket ENGINE ARE DISCONNECTED. DAMAGE TO THE ENGINE
- Do these steps again for the outboard cradle arm to AND STRUT CAN OCCUR.
fully engage the mating fitting and install the
lockpin
71-00-GE
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Issue 004 - Dated 16/02/2017

CAUTION: MAKE SURE THE AFT END OF THE ENGINE IS ALWAYS

HIGHER THEN THE FRONT. IF IT IS NOT, THE FIRE
SHIELD ON THE FAN COWL SUPPORT BEAM CAN HIT
THE INLET COWL. DAMAGE TO THE FIRE SHIELD CAN
OCCUR.
WARNING: DO NOT LOWER THE ENGINE WITH THE FORWARD

CRADLE ARMS TURNED INTO THE VERTICAL (INBOARD)
POSITION. ANY LOAD ON THE ENGINE FITTING
BEFORE IT IS ENGAGED UNDER THE CAP BLOCK COULD
CAUSE THE BOLTS TO FAIL. ALWAYS MAKE ENGINE
HEIGHT ADJUSTMENT WITH THE FORWARD CRADLE ARMS
TURNED OUT. TO ENGAGE THE MATING FITTING, TURN
THE CRADLE ARMS INTO THE VERTICAL POSITION.
INJURY TO PERSONNEL AND DAMAGE TO THE
EQUIPMENT COULD OCCUR.
WARNING: DO NOT BLOCK OR LOOSEN THE FOUR CAP BOLTS THAT

ATTACH THE CAP BLOCK TO THE ANGLE BRACKET. IF
THE CAP BLOCKS ARE REMOVED, THE ENGINE CAN
MOVE SUDDENLY. INJURIES TO PERSONS AND DAMAGE
TO EQUIPMENT CAN OCCUR.
71-00-GE
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Issue 004 - Dated 16/02/2017

LOCKPIN
POWERPLANT
CRADLE
ASSEMBLY
FWD
SUPPORT
ARM
TRANSPORTATION
BASE
POWER PLANT - CFM56-7B REMOVAL - LOWER THE POWER PLANT
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Issue 004 - Dated 16/02/2017

POWER PLANT -- CFM56-7B INSTALLATION - GENERAL DESCRIPTION

Power Plant Installation
The procedure for installation of the power plant to

the airplane can divide into steps. If you have four
(4) engineers to install the power plant, the
installation is faster.
Step 1:
- Install the power plant (4 engineers).
Step 2:
- Do the fan case connection on the right side

- Do the fan case connection on the left side (second
engineer)
- Do the core area connection on the right side
- Remove support equipment
- Do the core area connection on the left side
- Remove support equipment (second engineer).
Step 3:
- Install fan cowl panels (4 engineers).
Step 4:
- Close circuit breakers and make systems active.
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71-00-GE
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FAN CASE CONNECTION CORE CONNECTION CLOSE CIRCUIT BREAKERS
MAKE SYSTEMS ACTIVE
DO ENGINE OPERATION
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Issue 004 - Dated 16/02/2017

POWER PLANT -- CFM56-7B INSTALLATION - GENERAL

General
- AM2811-1100 Cradle, Transport
- C78019-15, Equipment, Hold Open
You do these tasks to install the power plant: - Hammer
- C71020-76, Kit, Bootstrap
- Prepare the power plant for installation - Mallet, Rubber
- Install the power plant - C78005-21, Pump, Portable Hand
- Fan Case connection to the left side - Punch, Standard.
- Fan Case connection to the right side
- Core area connection on the left side Consumable material for installation:
- Core area connection on the right side
- Put the airplane back to its usual condition. - A00160, Sealant, Firewall, High Temperature
- D00006, Compound, Antiseize
Reference material for installation: - D00015, Grease, Aircraft bearing
- D00504, Grease, Petrolatum
- AMM 12-13-11, Replenish the Engine Oil - G00270, Tape, Masking, General Purpose.
- AMM 12-13-21, IDG Servicing Oil (oil fill)
- AMM 12-15-31, Main Landing Gear Shock Strut
Servicing
- AMM 24-22-00, Supply Electrical Power
- AMM 54-52-01, Forward Faring Installation
- AMM 54-54-11, Forward Strut Fireseal Inspection
- AMM 70-40-01, Fluorescent Penetrant Inspection
- AMM 71-00-00, Engine Exceedance Page Check
- AMM 71-00-00, Test 14B - Fan Trim Balance (On Board
Procedure)
- AMM 71-00-00, Power Plant Test Reference Table
- AMM 71-00-03, Depreservation of the Engine On-Wing
- AMM 71-11-02, Install the Fan Cowl Panel
- AMM 78-31-00, Close the Thrust Reverser.
Equipment necessary for installation:
- AM2563-227 Base, Universal Transportation

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Issue 004 - Dated 16/02/2017

BOOTSTRAP KIT
C71020-76
HOLD OPEN EQUIPMENT
C78019-15
SUPPORT
EQUIPMENT
AMM
TAPE
GREASE
GREASE
CONSUMABLE MATERIALS SUPPORT EQUIPMENT
POWER PLANT - CFM56-7B INSTALLATION - GENERAL
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POWER PLANT -- CFM56-7B INSTALATION - PREPARATION

Preparation
Install the compression rod assembly on the 12:00 strut

of the replacement engine. If you install the same
engine again or if the replacement engine has a
compression rod installed, this step is not necessary.
You loosely install the compression rod assembly in the
bracket with the thrust reverser open. When the thrust
reverser closes, the receiver cups catch the rod and
move the rod to the center of the receiver cups.
If you use the same forward and aft mount bolts again
from the removal procedure, do a fluorescent penetrant
inspection. This inspection is necessary if the
operator policy is to use the mount bolts again.
- Apply compound, Never-Seez NSBT-8N, to the threads

of the bolts
- Make sure the locking torque on the barrel nuts is
in tolerance, IAW AMM part 2
- If the self-locking torque on the barrel nuts is
not in the proper torque range, replace the barrel
nuts.
Apply only the torque in the torque range to prevent

wear on the barrel nut threads. It is not necessary to
find a breakaway torque.
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71-00-GE
Issue 004 - Dated 16/02/2017

AFT
MOUNT
FWD MOUNT
BOLT
COMPRESSION
ROD
MOUNT
BOLT
FORWARD
MOUNT
BARREL
NUT
FWD
FWD
POWER PLANT - CFM56-7B INSTALATION - PREPARATION
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POWER PLANT -- CFM56-7B INSTALLATION - INSTALL PREPARATION

CAUTION:
Install Preparation Training Information Point
Lubricate the shear pin on the strut interface of the

aft engine mount and the shear pins on the forward MAKE SURE YOU REMOVE THE EYEBOLTS. IF YOU DO
engine mount with Never-Seez NSBT-8N. NOT, THE EYEBOLTS CAN HIT THE FORWARD EDGE OF
THE THRUST REVERSER. DAMAGE TO EQUIPMENT CAN
If the dynamometers are attached to the lever hoists, OCCUR.
remove all them. After you remove the dynamometers, you
can use the lever hoist hooks as plumb bobs to help
align the engine with the strut.
Disconnect the diagonal braces from the left and right

forward cradle arms on the dolly.
Remove the eyebolts from the arms of the cradle,

AM2811-1100.
Move the base (AM2563-227) and cradle (AM2811-1100)

with the power plant installed below the strut.
When the cradle is in its correct position under the

strut, it does not align with the centerline of the
strut. Move the dolly and power plant in front of the
strut and move it to the rear until it is below the
strut, and the lever hoist hooks align with the cradle-
to-engine attach brackets and the engine attach
bracket. It can be necessary to extend the chain on the
lever hoists.
It is very important to align the cradle with the

engine. If they do not align, it can be difficult to
move the engine from the cradle to the strut.
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Issue 004 - Dated 16/02/2017

CAP SHEAR PIN STRUT
BLOCK
FWD
REAR STRUT MOUNT
ANGLE
BRACKET
FORWARD
SHEAR ENGINE
PIN (2) MOUNT
EYEBOLT
FWD FWD
FORWARD
CRADLE FORWARD ENGINE MOUNT
ARM
POWER PLANT - CFM56-7B INSTALLATION - INSTALL PREPARATION
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Install Preparation
POWER PLANT -- CFM56-7B INSTALLATION - PREPARE DYNAMOMETERS
CAUTION:
Attach the forward and aft dynamometers to the lever ONE PERSON MUST OBSERVER EACH DYNAMOMETER WHEN
hoists. The two forward dynamometers must point THE LEVER HOISTS ARE OPERATED. LOADS THAT ARE
forward. To do this, the left dynamometer must be CHANGED AT ONE HOIST CAN AFFECT THE LOADS AT
upside down. THE OTHER HOIST LOCATIONS. BECAUSE OF THIS,
THE LOADS CAN GO ABOVE THE MAXIMUM BOOTSTRAP
Attach the two forward dynamometers to the cradle-to- LOADS IF NOT MONITORED CAREFULLY.
engine attach bracket with lockpins and safety pins.
Attach the aft dynamometer to the engine attach bracket

with lockpin and safety pin.
Make sure that the forward and aft bootstrap equipment

and engine attach brackets are installed correctly.
Before you apply a load to the bootstrap equipment,

make sure all the dynamometers are set to the zero
position.
WARNING: MAKE SURE THERE ARE NO SPIRAL TWIST IN THE

LEVER HOIST CHAINS BETWEEN THE LEVER HOIST
HOUSING AND ITS LOWER BLOCK (THE ATTACH POINT
FOR THE DYNAMOMETER). IF YOU SEE A TWIST IN
THE CHAIN, YOU MUST REMOVE IT. IF YOU DO NOT
REMOVE IT, INJURIES TO PERSONS AND DAMAGE TO
- 238 -
71-00-GE
Issue 004 - Dated 16/02/2017

AFT
DYNAMOMETER BOOTSTRAP
EQUIPMENT
LEVER
HOIST
CRADLE-TO-ENGINE
ATTACH BRACKET
TURBINE
FRAME
FORWARD
BOOTSTRAP
EQUIPMENT DYNAMOMETER
FWD FWD
FWD
7
POWER PLANT - CFM56-7B INSTALLATION - PREPARE DYNAMOMETERS
71-00-GE
- 239 -
Issue 004 - Dated 16/02/2017

POWER PLANT -- CFM56-7B INSTALLATION - DISCONNECT CRADLE

Disconnect Engine from the Cradle Disengage the forward cradle arms from the engine-to-
strut attach brackets. Slowly move the right forward
Do these steps to disconnect the engine from the cradle cradle arm out first, and then the left forward cradle
(AM2811-1100): arm out.
- Remove the lower lockpins from the forward cradle If the forward cradle arms are difficult to remove, the
arms; lubrication of the bottom pins and the sides cradle and dolly are not correctly aligned with the
of the multi-purpose fittings with grease, VV-P- strut.
236, makes the engine installation easier
- Use the forward lever hoists to slowly apply a load Training Information Point
and try to turn the lockpins; make sure you keep
constant force on the lockpins CAUTION: DO NOT APPLY MORE THAT 3850 POUNDS (1750 KG)
- Continue to increase the load on the forward lever TO THE FORWARD INBOARD DYNAMOMETER AND 3350
hoists until the lockpin turns; remove the POUNDS (1520 KG) TO THE FORWARD OUTBOARD
lockpin; you can only remove one lockpin at a time DYNAMOMETER. IF YOU APPLY MORE THAN THE LIMIT,
- Do the same step on the opposite side until you can DAMAGE TO THE POWER PLANT, WING AND STRUT CAN
remove the lockpin; do not put a load on the OCCUR.
bootstrap that is more than its maximum limit.
CAUTION: BE CAREFUL WHEN YOU REMOVE THE LOCKPINS FROM
Remove the lockpins that attach the engine-to-strut THE ANGLE BRACKETS. DO NOT FORCE THE LOCKPINS
attach bracket to the angle bracket. OUT IF THEY ARE DIFFICULT TO REMOVE. IF THEY
ARE DIFFICULT TO REMOVE, SLOWLY DECREASE THE
Use the aft lever hoist to apply a load to the aft LOAD ON THE FORWARD DYNAMOMETER UNTIL THEY CAN
engine until you can remove the lockpin. Put the BE REMOVED. MAKE SURE THE MAXIMUM BOOTSTRAP
support arm in its storage position on the cradle. LOAD LIMITS ARE OBEYED AT ALL TIMES.
Slowly increase the load on the lever hoists until the WARNING: IF THE FORWARD CRADLE ARMS ARE DIFFICULT TO
engine-to-strut attach bracket starts to lift up and DISENGAGE FROM THE ENGINE-TO-STRUT ATTACH
move apart from the angle bracket. Be careful to keep BRACKET, DO NOT REMOVE THE FOUR CAP BOLTS THAT
the engine level. Do not let the brackets move apart ATTACH THE CAP BLOCK (THE MATING FITTING FOR
more than 0.5 inches (12mm) on each side. THE OUTBOARD EDGE OF THE ENGINE-TO-STRUT
71-00-GE
- 240 -
Issue 004 - Dated 16/02/2017

POWER PLANT -- CFM56-7B INSTALLATION - DISCONNECT CRADLE

ATTACH BRACKET) FROM THE ANGLE BRACKET. IF THE
CAP BLOCKS ARE REMOVED, THE ENGINE CAN MOVE
SUDDENLY. INJURIES TO PERSONS AND DAMAGE TO
CAUTION: AS YOU MOVE THE FORWARD CRADLE ARMS OUT, MAKE

SURE THE ARMS DO NOT HIT THE THRUST REVERSERS.
DAMAGE TO EQUIPMENT CAN OCCUR.
71-00-GE
Issue 004 - Dated 16/02/2017
CAP
BLOCK
FORWARD
BOOTSTRAP
EQUIPMENT
DYNAMOMETER
FWD
LOCKPIN
ANGLE
LOCKPIN BRACKET
AFT
SUPPORT
ARM
DYNAMOMETER
FWD FORWARD
CRADLE
ARM
FWD
POWER PLANT - CFM56-7B INSTALLATION - DISCONNECT CRADLE
- 241 -
Issue 004 - Dated 16/02/2017

POWER PLANT -- CFM56-7B INSTALLATION - LIFT THE ENGINE

Lift the Engine
Write down the applied engine load values from each
dynamometer. You use this data when you apply the
Slowly increase the loads on the three dynamometers to preload.
lift the engine. Make sure to monitor these areas:
Continue to lift the engine until the engine mounts are
- The forward side of the fan cowl support beam and 0.25 to 0.5 in (6 to 13 mm) below the strut. Make sure
the aft of the inlet cowl at the 12:00 position that the aft mount surfaces are parallel to the related
- The fire extinguishing tube and the precooler strut surface. If they are not, use the forward lever
inlet duct flange hoist to adjust the alignment of the aft mount. When
- The forward side of the thrust reversers and the you get the correct alignment, use the aft lever hoist
aft side of the fan case at the 12:00 position to lift the aft mount against the related strut
- The top of the exhaust nozzle and the bottom of the surface.
strut fairing.
Slowly lift the two forward lever hoists equally until
Use the forward lever hoist to turn the engine until it the forward mount engages with the related strut
is parallel to the engine mounts on the strut surface.
(approximately 6 degrees).
Examine the strut fireseal to make sure it is not
As you continue to lift the engine, lift the aft end between the engine fan case and the strut.
slightly higher than the forward end. This helps to
prevent interference with components on the strut. If Apply a preload to the lever hoists.
the mount has a bind, lower the engine until the shear
pins are free. Apply loads to the three dynamometers that are more
than the applied engine load values that you wrote down
The forward mount can move in a forward and aft before. There is no specified load value that you must
direction. Make sure the forward mount stays free as apply. The only limits are that the loads must be more
you engage the forward shear pins. than the applied engine load values and that the
related strut surfaces and the engine mounts stay
As you engage the forward and aft shear pins, make sure together.
the engine mount surfaces are parallel with the strut.
If there is a clearance between the forward and aft
mounts after you apply the preloads, do these steps to
remove it.
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71-00-GE
Issue 004 - Dated 16/02/2017

POWER PLANT -- CFM56-7B INSTALLATION - LIFT THE ENGINE

If the clearance is in at the aft mount, first shake
the aft mount. If the clearance remains, use the
applicable forward lever hoist to turn the engine to
the side with the clearance. As an example, if the
clearance is on the inboard side, decrease the load on
the outboard forward lever hoist to turn the engine to
the inboard position.
CAUTION: DO NOT APPLY MORE THAN 3850 POUNDS (1750 KG)

TO THE FORWARD INBOARD DYNAMOMETER, 3350
POUNDS (1520 KG) TO THE FORWARD OUTBOARD
DYNAMOMETER, AND 1300 POUNDS (590 KG) TO THE
AFT DYNAMOMETER. IF YOU APPLY MORE THAN THE
LIMIT, DAMAGE TO THE POWER PLANT, WING AND
STRUT CAN OCCUR.
71-00-GE
Issue 004 - Dated 16/02/2017
LEVER FORWARD LEVER
HOIST BOOTSTRAP HOIST
EQUIPMENT
DYNAMOMETER
DYNAMOMETER
LEVER
HOIST
DYNAMOMETER
FWD
FWD
BARREL
NUT
BOLT AND
WASHER
SHEAR SHEAR
BARREL PINS
NUT PIN
FORWARD AFT
ENGINE ENGINE
MOUNT MOUNT
BOLT
AND
FWD WASHER
FWD
POWER PLANT - CFM56-7B INSTALLATION - LIFT THE ENGINE
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Issue 004 - Dated 16/02/2017

POWER PLANT -- CFM56-7B INSTALLATION - ATTACH THE ENGINE

Attach the Power Plant to the Strut
- Install the four bolts and washers in the aft
mount.
Do these steps to attach the power plant to the forward
strut: Do not apply compound to the self-locking feature of
the barrel nut.
- Loosely install the forward engine mount to the
strut; apply compound, Never-Seez NSBT-8N, to the Apply the initial torque as follows:
threads and shank of the bolts
- Apply Never-Seez NSBT-8N to the external - Tighten the forward engine mount bolts (IAW AMM
cylindrical area of the barrel nuts; install the part 2); turn one then the other as you tighten
barrel nuts in the holes on the forward mount them
- Install the four bolts and washers in the forward - Tighten the aft engine mount bolts (IAW AMM part
mount; do not torque at this time. 2); turn one then the other as you tighten them.
Before you tighten the eight bolts that attach the Apply the final torque as follows:
power plant to the strut, you must do a check of the
self-locking property of the forward and aft barrel - Tighten the forward engine mount bolts (IAW AMM
nuts. part 2)
- Tighten the aft engine mount bolts (IAW AMM part
Make sure the countersunk side of the washer is 2).
adjacent to the bolt head.
Remove dolly from the work area.
Make sure the indexing retainer is correctly installed
in the indexing recess on the forward mount. Remove the load from the lever hoists.
Do these steps to attach the power plant to the aft

strut:
- Loosely install the aft engine mount to the strut

- Apply compound, Never-Seez NSBT-8N, to the threads
and shank of the bolts
- Apply Never-Seez NSBT-8N to the external
cylindrical area of the barrel nuts
- 244 -
71-00-GE
Issue 004 - Dated 16/02/2017

STRUT
BOLT
AND SHEAR BARREL
WASHER STRUT PIN NUT
SHEAR
PINS
BARREL
NUT
BOLT
AND
WASHER
AFT
ENGINE
MOUNT
FWD
FWD
FORWARD ENGINE MOUNT AFT ENGINE MOUNT
POWER PLANT - CFM56-7B INSTALLATION - ATTACH THE ENGINE
- 245 -
Issue 004 - Dated 16/02/2017

POWER PLANT -- CFM56-7B INSTALLATION - BOOTSTRAP EQUIPMENT

Disconnect the Bootstrap Equipment
Disconnect the bootstrap equipment from the power

plant:
- Disconnect the forward bootstrap equipment from

the power plant
- Disconnect the aft bootstrap equipment from the
power plant.
Remove the forward bootstrap equipment from the strut.
Install the forward fairing panel on the strut.
Remove the aft bootstrap equipment from the strut.
If you extended the nose or main landing gear struts

for removal and installation of the power plant, do
servicing (IAW AMM part 2).
- 246 -
71-00-GE
Issue 004 - Dated 16/02/2017

FORWARD AFT
BOOTSTRAP BOOTSTRAP
EQUIPMENT EQUIPMENT
DYNAMOMETER
FWD
FWD
DYNAMOMETER
THUMBNAIL
FAIRING
FWD
POWER PLANT - CFM56-7B INSTALLATION - BOOTSTRAP EQUIPMENT
- 247 -
Issue 004 - Dated 16/02/2017

POWER PLANT -- CFM56-7B INSTALLATION - FAN CASE CONNECT LH

Left Fan Case Connection
- Install the two clampshell halves in their correct
position on the fuel hose and strut fitting;
All connections on the left side of the fan case are at tighten them (IAW AMM part 2).
the service disconnect panel on the left side of the
fan cowl support beam.
Connect the harness connectors DP1234 and DP30038 to

the strut receptacles.
Connect the starter duct. Make sure to install the seal

on the internal groove of the starter duct.
Remove the protective covers from the hydraulic lines

and connect to the fan cowl support beam.
Remove the protective cover from the fuel line and

connect the fuel hose to the fan cowl support beam. For
a fuel hose with the B-nut fitting (after SB 737-
73A1011 Part 3 or PRR 38275-9) connect the B-nut to the
support beam and turn to the correct torque (IAW AMM
part 2).
For a fuel hose with a quick-disconnect coupling (after

SB 737-73A1011 Part 1 or PRR 38275-3), do these steps:
- Examine the packing on strut fitting and replace

it if necessary
- Install the band strap clamp on the fuel hose and
move it aside
- Connect the quick disconnect on the fuel hose by
hand to the support beam fitting; if there is
damage to the tape on the strut fitting, replace
the tape (IAW AMM part 2)
- 248 -
71-00-GE
Issue 004 - Dated 16/02/2017

STRUT
FITTING
PACKING TAPE
STRUT
FITTING
CLAMPSHELL
HALVES
FUEL
B-NUT SUPPLY
LINE
INBD BAND
FWD
STRAP
CLAMP
B-NUT FITTING QUICK-DISCONNECT COUPLING
HYDRAULIC HYDRAULIC HYDRAULIC
CASE DRAIN SUPPLY PRESSURE
ELECTRICAL
CONNECTOR
D30038
STARTER
FUEL
DUCT
COUPLER
ELECTRICAL
CONNECTOR
DP1234
FUEL
SUPPLY
LINE
POWER PLANT - CFM56-7B INSTALLATION - FAN CASE CONNECT LH
- 249 -
Issue 004 - Dated 16/02/2017

POWER PLANT -- CFM56-7B INSTALLATION - FAN CASE CONNECT

CAUTION: RH
Right Fan Case Connection Training Information Point
All the connections on the right side of the fan case

are at the service disconnect panel on the right side USE TWO WRENCHES TO TIGHTEN THE TUBE COUPLING
of the fan cowl support beam. NUT. USE ONE TO HOLD THE NIPPLE, AND THE OTHER
TO TIGHTEN THE COUPLING NUT. IF YOU DO NOT USE
Connect the electrical harness connectors to their TWO WRENCHES, DAMAGE TO THE TUBE AND NIPPLE
related receptacles. CAN OCCUR.
There are eight electrical connectors on the right side

of the strut. They are from forward to aft:
- DP1104
- DP0256
- DP1328
- DP1620
- DP1552
- DP0112
- DP0324
- DP0460.
The connection instructions for all connectors are

equivalent.
Remove the protective cover form the strut drain line

and connect the hoses to the tube.
- 250 -
71-00-GE
Issue 004 - Dated 16/02/2017

ELECTRICAL
ELECTRICAL
CONNECTOR ELECTRICAL ELECTRICAL
CONNECTOR ELECTRICAL
DP0460 CONNECTOR ELECTRICAL
DP0324 CONNECTOR CONNECTOR ELECTRICAL
DP0112 CONNECTOR
DP1552 DP1620 CONNECTOR
DP1328
DP0256
ELECTRICAL
CONNECTOR
DP1104
INLET COWL
TAI VALVE
DRAIN
LINE
DRAIN FWD
TUBE
POWER PLANT - CFM56-7B INSTALLATION - FAN CASE CONNECT RH
- 251 -
Issue 004 - Dated 16/02/2017

POWER PLANT -- CFM56-7B INSTALLATION - CORE CONNECT LH

Left Core Connection
Remove the protective cover from the pressure sense
line hose and pressure sense line tube. Connect the
pressure sense line to the pressure sense line tube and
tighten it (IAW AMM part 2).
Remove the protective cover from the 450 F temperature

sense line tube and 450 F temperature sense line hose.
Connect and tighten it (IAW AMM part 2).
If you disconnected the fire extinguishing tube,

connect and tighten it.
CAUTION: USE TWO WRENCHES TO TIGHTEN THE TUBE COUPLING

NUT. USE ONE TO HOLD THE NIPPLE, AND THE OTHER
TWO WRENCHES, DAMAGE TO THE TUBE AND NIPPLE
CAN OCCUR.
CAUTION:
USE TWO WRENCHES TO TIGHTEN THE TUBE COUPLING
CAN OCCUR.
- 252 -
71-00-GE
Issue 004 - Dated 16/02/2017

PRESSURE
PRESSURE SENSE
SENSE HOSE LINE TUBE
450 F
TEMPERATURE
SENSE TUBE
FIRE
EXTINGUISHING
TUBE
PRECOOLER
12:00
STRUT
COMPRESSION
ROD ASSEMBLY
FWD
450 F
TEMPERATURE
SENSE HOSE
POWER PLANT - CFM56-7B INSTALLATION - CORE CONNECT LH
- 253 -
Issue 004 - Dated 16/02/2017

POWER PLANT -- CFM56-7B INSTALLATION - CORE CONNECT RH

Right Core Connection
Connect the engine pneumatic duct to the precooler.
Make sure you install the seal on the internal groove.
Install and tighten the coupling (IAW AMM part 2).
Remove the protective cover from the 390 F temperature

sense line tube and 390 F temperature sense line hose.
Connect and tighten it (IAW AMM part 2).
CAUTION:
USE TWO WRENCHES TO TIGHTEN THE TUBE COUPLING
CAN OCCUR.
- 254 -
71-00-GE
Issue 004 - Dated 16/02/2017

390 F
TEMPERATURE
SENSE TUBE
PRECOOLER
390 F
TEMPERATURE
SENSE HOSE
COUPLING
AND SEAL
FWD
PNEUMATIC
DUCT
POWER PLANT - CFM56-7B INSTALLATION - CORE CONNECT RH
- 255 -
Issue 004 - Dated 16/02/2017

POWER PLANT -- CFM56-7B INSTALLATION - CONNECT T/R OPENING ACTUATOR

Connect T/R Opening Actuator
Connect the lower fitting of the thrust reverser

opening actuator to the fan case. Make sure the
alignment washer is installed with the teflon surface
against the actuator spherical bearing and torque bolt
(IAW AMM part 2).
Remove the dust cap from the opening actuator and

connect the hand pump (C78005-21). Close the return to
the valve on the pump and extend the actuator slightly
until the thrust reverser weight is off of the thrust
reverser hold-open equipment. Disconnect the hand pump
and install the dust cap.
Engage the locking collar on the opening actuator and

listen for the click sound of the lock collar. Make
sure you see the word LOCKED on the bottom of the
extended piston, and the red band shows on the actuator
rod.
Do the same steps for the opposite side of the engine.
- 256 -
71-00-GE
Issue 004 - Dated 16/02/2017

THRUST
REVERSER
FWD
THRUST
REVERSER
T/R OPENING
ACTUATOR
T/R OPENING
ACTUATOR FWD
T/R OPENING
ACTUATOR
HAND
PUMP
FWD HAND PUMP

ATTACH POINT
FAN CASE
FITTING
POWER PLANT - CFM56-7B INSTALLATION - CONNECT T/R OPENING ACTUATOR
- 257 -
Issue 004 - Dated 16/02/2017

POWER PLANT -- CFM56-7B INSTALLATION - HOLD-OPEN WARNING:

EQUIPMENT
Removal of the Hold-Open Equipment Training Information Point
Do these steps to remove the hold-open equipment

(C78019-15) from the thrust reversers and the strut: MAKE SURE ALL THE WEIGHT OF THE THRUST
REVERSERS IS HELD BY THE OPENING ACTUATORS. IF
- Make sure the two opening actuators hold the THEY ARE NOT, THE THRUST REVERSERS CAN MOVE
weight of the thrust reversers SUDDENLY WHEN YOU REMOVE THE HOLD-OPEN RODS.
- Turn the two adjustment pins on each beam assembly INJURIES TO PERSONS AND DAMAGE TO EQUIPMENT
until they disengage from the compression-rod CAN OCCUR.
receiver cups on the thrust reversers
- Remove the lockpin and disengage the arm support
with the beam assembly from the strut attach beam;
do this step again on the other arm support
- Remove the two lockpins that attach the strut
attach beam to the clevis brackets on the strut
- Remove the retention pins from each arm support to
release the beam assemblies
- Make sure you keep all lockpins with the hold-open
rod assembly.
If engine 2 was installed, remove the tape, 3M #250 (A-

A-883), from the edges of the thrust reverser.
Remove the protective covers or tape from the fire

seals on the top aft location on the thrust reverser
inner surface.
- 258 -
71-00-GE
Issue 004 - Dated 16/02/2017

STRUT
BEAM
ASSEMBLY
ADJUSTMENT
PIN
FWD
CLEVIS
BRACKET
FWD
ARM
SUPPORT
ADJUSTMENT PIN
RETENTION
PIN
LOCKPIN STRUT ARM ADJUSTMENT

(4) ATTACH SUPPORT PIN
BEAM
RETENTION BEAM
PIN ASSEMBLY
POWER PLANT - CFM56-7B INSTALLATION - HOLD-OPEN EQUIPMENT
- 259 -
Issue 004 - Dated 16/02/2017

POWER PLANT -- CFM56-7B INSTALLATION - RETURN TO SERVICE

Prepare the Power Plant for Service
If the engine preservation procedure was done, do the

Depreservation of the Engine On-Wing (AMM 71-00-03).
Make sure the servicing of the engine oil system is

correct (AMM 12-13-11).
Make sure the servicing of the IDG oil is correct (AMM

12-13-21).
Close the thrust reversers (AMM 78-31-00).
Install the fan cowl panels (AMM 71-11-02).
Remove all objects from the engine inlet and work area
around the power plant.
WARNING: OBEY THE INSTRUCTION IN THE PROCEDURE TO CLOSE

THE THRUST REVERSERS. IF YOU DO NOT OBEY THE
INSTRUCTIONS, INJURIES TO PERSONS AND DAMAGE
TO EQUIPMENT CAN OCCUR.
DO NOT LEAVE TOOLS OR OBJECTS IN THE ENGINE
CAUTION: INLET OR AROUND THE POWER PLANT. IF THESE
OBJECTS GO THROUGH THE ENGINE, DAMAGE TO THE
ENGINE CAN OCCUR.
- 260 -
71-00-GE
Issue 004 - Dated 16/02/2017

FWD
FWD
SERVICE ENGINE OIL CLOSE THRUST REVERSER CLOSE THRUST REVERSER
737 CFM56-7
DRAIN
DRAIN
FULL
FULL ADD
ADD
RIGHT
LEFT
SERVICE IDG INSTALL AND CLOSE FAN COWLS

VENT TO READ
POWER PLANT - CFM56-7B INSTALLATION - RETURN TO SERVICE
- 261 -
Issue 004 - Dated 16/02/2017

POWER PLANT -- CFM56-7B INSTALLATION - CLOSE CIRCUIT BREAKERS

Prepare the Airplane for Service Remove the DO-NOT-REMOVE tags from the HYD PUMP ENG
switch on the pilots overhead panel, P5 forward, for
For Engine 1 remove the DO-NOT-CLOSE tags and close the applicable power plant.
these circuit breakers on circuit breaker panel P6-3:
Remove the DO-NOT-OPERATE tag from the BAT switch on
- 6B4 FUEL SPAR VALVE ENG 1 the pilots overhead panel, P5 forward. Supply
- 6E5 ENGINE FUEL ENGINE 1 HPSOV CONT. electrical power (AMM 24-22-00).
For Engine 1 remove the DO-NOT-CLOSE tags and close

- 18A1 ENGINE 1 IGNITION RIGHT

- 18A3 ENGINE 1 IGNITION LEFT
- 18A4 ENGINE 1 ALTN PWR CHAN B
- 18A5 ENGINE 1 ALTN PWR CHAN A
- 18B8 ENGINE 1 START VALVE.

- 6B3 FUEL SPAR VALVE ENG 2

- 6E3 ENGINE FUEL ENGINE 2 HPSOV CONT.

- 6C4 ENGINE 2 START VALVE

- 6D4 ENGINE 2 IGNITION RIGHT
- 6D6 ENGINE 2 IGNITION LEFT
- 6D7 ENGINE 2 ALTN PWR CHAN B
- 6D8 ENGINE 2 ALTN PWR CHAN A.
Remove the DO-NOT-REMOVE tags from the start levers.
- 262 -
71-00-GE
Issue 004 - Dated 16/02/2017

DC AMPS CPS FREQ
OVERHEAT OVERHEAT
LOW LOW LOW LOW DC VOLTS / AC AMPS / AC VOLTS

PRESSURE PRESSURE PRESSURE PRESSURE
ENG 2 ELEC 1 ELEC 2 ENG 1 BAT

DISCHARGE TR UNIT ELEC
OFF OFF MAINT
AUX BAT APU GEN

ON ON BAT TR1 GEN1 GEN2
B HYD PUMPS A BAT GRD
TR2 INV
BUS PWR
HYDRAULIC CONTROL PANEL (P5) STBY
PWR TEST
TR3 STBY TEST
PWR
OFF
OFF OFF
BATTERY BAT
ON ON
SWITCH DC
ON CAB/UTIL
AC
IFE/PASS
SEAT
STANDBY
P6 AND P18 CIRCUIT 1 PWR OFF 2
BREAKER PANELS DRIVE

STANDBY POWER
DRIVE
EXTERNAL INTERPHONE DISCONNECT DISCONNECT

POWER
BAT OFF AUTO

CONN. FLIGHT SERVICE
PILOT CALL NWW LIGHT

ON
NORMAL GRD POWER

NOT AVAILABLE
IN USE
GRD
PWR
OFF
B A DOOR ON
C F BUS TRANSFER
O A
TRANSFER F U TRANSFER
N BUS OFF T BUS OFF
E F O
SOURCE SOURCE
OFF OFF
GEN OFF APU GEN GEN OFF
BUS OFF BUS BUS
OFF OFF
ON ON
GEN 1 APU GEN GEN 2
APU
ELECTRICAL POWER
START LEVERS FWD PANELS (P5)
CONTROL STAND EXTERNAL POWER PANEL

(P19)
POWER PLANT - CFM56-7B INSTALLATION - CLOSE CIRCUIT BREAKERS
- 263 -
Issue 004 - Dated 16/02/2017

POWER PLANT -- CFM56-7B INSTALLATION - FMCS AND CDU RESET

Do a Reset of the FMCS CDU For the applicable engine do this task to remove the
exceedances, AMM 71-00-00. If you find exceedances, do
Do these steps to do a reset of the FMCS CDU in the a reset.
flight compartment. Get access to the Configuration
Report: Do a check of the fan balance screws on the engine and
in the AVM to make sure they agree:
- Push the INIT/REF button
- Push the MAINT button - Airplanes with an ENDEVCO -213 AVM, get access to
- Push The ENGINE button the EDIT ENG BALANCE PARTS? screen (AMM 71-00-00)
- Push THE ENGINE 1 or ENGINE 2 button for the - Airplanes with a VIBRO-METER AVM, get access to
applicable engine the HOLE CONFIG? screen (AMM 71-00-00).
- Push the IDENT/CONFIG button
- Push ENG S/N button Do the tests that show in the Power Plant Test
- Put the new engine serial number in the FMCS CDU Reference Table (AMM 71-00-00).
- Push the CONTINUE button.
After approximately 10 seconds the IDENT/CONFIG screen
shows. Make sure the new engine serial number is CAUTION: AFTER THE CONTINUE BUTTON IS PUSHED, DO NOT
correct. PUSH THE INIT/REF BUTTON OR REMOVE FROM THE
EEC CHANNELS. IF YOU DO, YOU COULD CORRUPT THE
For the applicable engine, do these steps to erase all NON-VOLATILE MEMORY IN THE EEC. DAMAGE TO
the faults that show in the EEC: EQUIPMENT CAN OCCUR.
- Push The ERASE button CAUTION:

- Push the ERASE button. AFTER THE ERASE BUTTON IS PUSHED, DO NOT PUSH
THE INIT/REF BUTTON OR REMOVE POWER FROM THE
After approximately 10 seconds the IDENT/CONFIG screen EEC CHANNELS. IF YOU DO, YOU COULD CORRUPT THE
shows. Make sure the new engine serial number is NON-VOLATILE MEMORY IN THE EEC. DAMAGE TO
correct. EQUIPMENT CAN OCCUR.
Make sure the engine thrust rating on the IDENT/CONFIG
screen is correct.
- 264 -
71-00-GE
Issue 004 - Dated 16/02/2017

ENGINE 1 BITE TEST
MAIN MENU 1 / 1 LED DISPLAY
<RECENT FAULTS
<FAULT HISTORY
<IDENT/CONFIG
<GROUND TESTS
<INPUT MONITORING
BITE SWITCHES
(4)
<INDEX YES NO

REF
DIR LEGS DEP HOLD PROG EXEC SWITZERLAND

INTC ARR EVM 298
ENGINE VIBRATOR MONITOR
N1 FIX
MFG S3968
LIMIT A B C D E SER
PNR
AC89992
241-298-002-011
DMF 012008
PREV NEXT BO no S362A001-11
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RECORD
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0 + /- Z DEL / CLR
CDU VIBRO-METER AEVM
POWER PLANT - CFM56-7B INSTALLATION - FMCS AND CDU RESET
- 265 -
Issue 004 - Dated 16/02/2017

737 NG Eng Build+boroscope+remove+install PDF

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BOEING 737-600/700/800/900

THIS MANUAL IS FOR TRAINING PURPOSES ONLY AND SHOULD

NOT BE USED FOR ANY OTHER PURPOSE

THESE NOTES ARE NOT UPDATED

Issue 004 - Dated 16/02/2017

Issue 004 - Dated 16/02/2017

TABLE OF CONTENTS Chapter

ENGINE -- BUILDUP - ENGINE GENERAL - INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . 70-10-GE . . 8

ENGINE -- BUILDUP - FAN MAJOR MODULE - GENERAL . . . . . . . . . . . . . . . . . . . . . . . . 70-20-GE . . 18

Issue 004 - Dated 16/02/2017

TABLE OF CONTENTS Chapter

BUILDUP - CORE MAJOR MODULE - HIGH PRESSURE TURBINE (HPT) . . . . . . . . . . . . . . . . . . . . . . . 64

ENGINE -- BUILDUP - ACCESSORY DRIVE SYSTEM - GENERAL . . . . . . . . . . . . . . . . . . . . . 70-50-GE . . 92

ENGINE -- BORESCOPE - INSPECTION PORTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70-60-GE . 106

Issue 004 - Dated 16/02/2017

TABLE OF CONTENTS Chapter

ENGINE -- TIP - BIRDSTRIKE/FOD IN THE ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . 70-70-GE . 162

Issue 004 - Dated 16/02/2017

TABLE OF CONTENTS Chapter

Issue 004 - Dated 16/02/2017

TABLE OF CONTENTS Chapter

Issue 004 - Dated 16/02/2017

ENGINE -- BUILDUP - INTRODUCTION

Issue 004 - Dated 16/02/2017

ENGINE -- BUILDUP - INTRODUCTION

Issue 004 - Dated 16/02/2017

HPTC - high pressure turbine clearance PO - ambient static pressure

Issue 004 - Dated 16/02/2017

ENGINE -- BUILDUP - INTRODUCTION

Issue 004 - Dated 16/02/2017

CFM56-7B20 (19,500 LB)

CFM56-7B24 (24,200 LB)

CFM56-7B24 (24,200 LB)

CFM56-7B26 (26,300 LB)

ENGINE - BUILDUP - INTRODUCTION

Issue 004 - Dated 16/02/2017

ENGINE -- BUILDUP - INTRODUCTION - CFM56-7B MAIN PROPERTIES

These are the main properties of the CFM56-7B engine.

Issue 004 - Dated 16/02/2017

Issue 004 - Dated 16/02/2017

ENGINE -- BUILDUP - ENGINE GENERAL - INTRODUCTION

The CFM56-7B engine is a high by-pass, dual rotor,

The flow path then goes through a high pressure

The secondary air flow goes through the outer part of

At static takeoff power the engine by-pass ratio is

Issue 004 - Dated 16/02/2017

ENGINE - BUILDUP - ENGINE GENERAL - INTRODUCTION

Issue 004 - Dated 16/02/2017

ENGINE -- BUILDUP - ENGINE GENERAL - CONDITION MONITORING

Engine performance trend monitoring evaluates engine

Borescope inspection does a check of the condition of

Lubrication particles analysis does a check of the

Issue 004 - Dated 16/02/2017

ENGINE VIBRATION MONITOR

TREND MONITORING VIBRATION

BORESCOPE LUBE PARTICLE ANALYSIS S.O.A.P.

ENGINE - BUILDUP - ENGINE GENERAL - CONDITION MONITORING

Issue 004 - Dated 16/02/2017

ENGINE -- BUILDUP - ENGINE GENERAL - GENERAL

The CFM56-7B engine has two systems that turn

- The low pressure system speed is N1

Support of the engine rotors are by 5 bearings

Short lengths between two main structures (frames) give