CFM 56 TTM.pdf

TRAINING MANUAL CFM56-5B

BASIC ENGINE

SEPTEMBER 2004 CTC-214 Level 4

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CFM56-ALL

TRAINING MANUAL

Published by CFMI

CFMI Customer Training Center Snecma Services Site de Melun-Montereau, Aérodrome de Villaroche Chemin de Viercy, B.P. 1936, 77019 - Melun Cedex FRANCE

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CFMI PROPRIETARY INFORMATION

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

GENERAL

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GENERAL

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

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GENERAL

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GENERAL

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

ALL CFM56 ENGINES


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TRAINING MANUAL ATC ATHR ATO AVM

AUTOTHROTTLE COMPUTER AUTO THRUST ABORTED TAKE OFF AIRCRAFT VIBRATION MONITORING

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

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

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

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

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

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CFM56-ALL g.in GRAM X INCHES GE GENERAL ELECTRIC GEAE GENERAL ELECTRIC AIRCRAFT ENGINES GEM GROUND-BASED ENGINE MONITORING GI GROUND IDLE (G/I) GMM GROUND MAINTENANCE MODE GMT GREENWICH MEAN TIME GND GROUND GPH GALLON PER HOUR GPU GROUND POWER UNIT GSE GROUND SUPPORT EQUIPMENT H HCF HIGH CYCLE FATIGUE HCU HYDRAULIC CONTROL UNIT HDS HORIZONTAL DRIVE SHAFT HMU HYDROMECHANICAL UNIT HP HIGH PRESSURE HPC HIGH PRESSURE COMPRESSOR HPCR HIGH PRESSURE COMPRESSOR ROTOR HPRV HIGH PRESSURE REGULATING VALVE HPSOV HIGH PRESSURE SHUT-OFF VALVE HPT HIGH PRESSURE TURBINE HPT(A)CC HIGH PRESSURE TURBINE (ACTIVE) CLEARANCE CONTROL HPTC HIGH PRESSURE TURBINE CLEARANCE HPTCCV HIGH PRESSURE TURBINE CLEARANCE CONTROL VALVE HPTN HIGH PRESSURE TURBINE NOZZLE HPTR HIGH PRESSURE TURBINE ROTOR EFFECTIVITY

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TRAINING MANUAL Hz

HERTZ (CYCLES PER SECOND)

I I/O INPUT/OUTPUT IAS INDICATED AIR SPEED ID INSIDE DIAMETER ID PLUG IDENTIFICATION PLUG IDG INTEGRATED DRIVE GENERATOR IFSD IN FLIGHT SHUT DOWN IGB INLET GEARBOX IGN IGNITION IGV INLET GUIDE VANE in. INCH IOM INPUT OUTPUT MODULE IPB ILLUSTRATED PARTS BREAKDOWN IPC ILLUSTRATED PARTS CATALOG IPCV INTERMEDIATE PRESSURE CHECK VALVE IPS INCHES PER SECOND IR INFRA RED K °K k KIAS kV Kph

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

L L L/H

LEFT LEFT HAND

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CFM56-ALL lbs. POUNDS, WEIGHT LCD LIQUID CRYSTAL DISPLAY LCF LOW CYCLE FATIGUE LE (L/E) LEADING EDGE LGCIU LANDING GEAR CONTROL INTERFACE UNIT LP LOW PRESSURE LPC LOW PRESSURE COMPRESSOR LPT LOW PRESSURE TURBINE LPT(A)CC LOW PRESSURE TURBINE (ACTIVE) CLEARANCE CONTROL LPTC LOW PRESSURE TURBINE CLEARANCE LPTN LOW PRESSURE TURBINE NOZZLE LPTR LOW PRESSURE TURBINE ROTOR LRU LINE REPLACEABLE UNIT LVDT LINEAR VARIABLE DIFFERENTIAL TRANSFORMER M mA MILLIAMPERES (CURRENT) MCD MAGNETIC CHIP DETECTOR MCDU MULTIPURPOSE CONTROL AND DISPLAY UNIT MCL MAXIMUM CLIMB MCR MAXIMUM CRUISE MCT MAXIMUM CONTINUOUS MDDU MULTIPURPOSE DISK DRIVE UNIT MEC MAIN ENGINE CONTROL milsD.A. Mils DOUBLE AMPLITUDE mm. MILLIMETERS EFFECTIVITY

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TRAINING MANUAL MMEL MAIN MINIMUM EQUIPMENT LIST MO AIRCRAFT SPEED MACH NUMBER MPA MAXIMUM POWER ASSURANCE MPH MILES PER HOUR MTBF MEAN TIME BETWEEN FAILURES MTBR MEAN TIME BETWEEN REMOVALS mV MILLIVOLTS Mvdc MILLIVOLTS DIRECT CURRENT N N1 (NL) LOW PRESSURE ROTOR ROTATIONAL SPEED N1* DESIRED N1 N1ACT ACTUAL N1 N1CMD COMMANDED N1 N1DMD DEMANDED N1 N1K CORRECTED FAN SPEED N1TARGET TARGETED FAN SPEED N2 (NH) HIGH PRESSURE ROTOR ROTATIONAL SPEED N2* DESIRED N2 N2ACT ACTUAL N2 N2K CORRECTED CORE SPEED N/C NORMALLY CLOSED N/O NORMALLY OPEN NAC NACELLE NVM NON VOLATILE MEMORY O OAT

OUTSIDE AIR TEMPERATURE

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CFM56-ALL OD OUTLET DIAMETER OGV OUTLET GUIDE VANE OSG OVERSPEED GOVERNOR OVBD OVERBOARD OVHT OVERHEAT P Pb BYPASS PRESSURE Pc REGULATED SERVO PRESSURE Pcr CASE REGULATED PRESSURE Pf HEATED SERVO PRESSURE P/T25 HP COMPRESSOR INLET TOTAL AIR PRESSURE/TEMPERATURE P/N PART NUMBER P0 AMBIENT STATIC PRESSURE P25 HP COMPRESSOR INLET TOTAL AIR TEMPERATURE PCU PRESSURE CONVERTER UNIT PLA POWER LEVER ANGLE PMC POWER MANAGEMENT CONTROL PMUX PROPULSION MULTIPLEXER PPH POUNDS PER HOUR PRSOV PRESSURE REGULATING SERVO VALVE Ps PUMP SUPPLY PRESSURE PS12 FAN INLET STATIC AIR PRESSURE PS13 FAN OUTLET STATIC AIR PRESSURE PS3HP COMPRESSOR DISCHARGE STATIC AIR PRESSURE (CDP) PSI POUNDS PER SQUARE INCH PSIA POUNDS PER SQUARE INCH ABSOLUTE EFFECTIVITY

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

QUICK ATTACH DETACH QUICK ENGINE CHANGE QUANTITY QUICK WINDMILL RELIGHT

R R/H RIGHT HAND RAC/SB ROTOR ACTIVE CLEARANCE/START BLEED RACC ROTOR ACTIVE CLEARANCE CONTROL RAM RANDOM ACCESS MEMORY RCC REMOTE CHARGE CONVERTER RDS RADIAL DRIVE SHAFT RPM REVOLUTIONS PER MINUTE RTD RESISTIVE THERMAL DEVICE RTO REFUSED TAKE OFF RTV ROOM TEMPERATURE VULCANIZING (MATERIAL) RVDT ROTARY VARIABLE DIFFERENTIAL

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CFM56-ALL TRANSFORMER S S/N SERIAL NUMBER S/R SERVICE REQUEST S/V SHOP VISIT SAC SINGLE ANNULAR COMBUSTOR SAR SMART ACMS RECORDER SAV STARTER AIR VALVE SB SERVICE BULLETIN SCU SIGNAL CONDITIONING UNIT SDAC SYSTEM DATA ACQUISITION CONCENTRATOR SDI SOURCE/DESTINATION IDENTIFIER (BITS) (CF ARINC SPEC) SDU SOLENOID DRIVER UNIT SER SERVICE EVALUATION REQUEST SFC SPECIFIC FUEL CONSUMPTION SFCC SLAT FLAP CONTROL COMPUTER SG SPECIFIC GRAVITY SLS SEA LEVEL STANDARD (CONDITIONS : 29.92 in.Hg / 59°F) SLSD SEA LEVEL STANDARD DAY (CONDITIONS : 29.92 in.Hg / 59°F) SMM STATUS MATRIX SMP SOFTWARE MANAGEMENT PLAN SN SERIAL NUMBER SNECMA SOCIETE NATIONALE D’ETUDE ET DE CONSTRUCTION DE MOTEURS D’AVIATION SOL SOLENOID SOV SHUT-OFF VALVE EFFECTIVITY

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TRAINING MANUAL STP SVR SW SYS

STANDARD TEMPERATURE AND PRESSURE SHOP VISIT RATE SWITCH BOEING SYSTEM

T T oil OIL TEMPERATURE T/C THERMOCOUPLE T/E TRAILING EDGE T/O TAKE OFF T/R THRUST REVERSER T12 FAN INLET TOTAL AIR TEMPERATURE T25 HP COMPRESSOR INLET AIR TEMPERATURE T3 HP COMPRESSOR DISCHARGE AIR TEMPERATURE T49.5 EXHAUST GAS TEMPERATURE T5 LOW PRESSURE TURBINE DISCHARGE TOTAL AIR TEMPERATURE TAI THERMAL ANTI ICE TAT TOTAL AIR TEMPERATURE TBC THERMAL BARRIER COATING TBD TO BE DETERMINED TBO TIME BETWEEN OVERHAUL TBV TRANSIENT BLEED VALVE TC(TCase) HP TURBINE CASE TEMPERATURE TCC TURBINE CLEARANCE CONTROL TCCV TURBINE CLEARANCE CONTROL VALVE TCJ TEMPERATURE COLD JUNCTION T/E TRAILING EDGE TECU ELECTRONIC CONTROL UNIT INTERNAL

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

TRAINING MANUAL VDT VIB VLV VRT VSV

VARIABLE DIFFERENTIAL TRANSFORMER VIBRATION VALVE VARIABLE RESISTANCE TRANSDUCER VARIABLE STATOR VANE

W WDM Wf WFM WOW WTAI

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

U UER UNSCHEDULED ENGINE REMOVAL UTC UNIVERSAL TIME CONSTANT V VAC VOLTAGE, ALTERNATING CURRENT VBV VARIABLE BLEED VALVE VDC VOLTAGE, DIRECT CURRENT EFFECTIVITY

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CFM56-ALL IMPERIAL / METRIC CONVERSIONS

METRIC / IMPERIAL CONVERSIONS

1 mile 1 ft 1 in. 1 mil.

1,609 km 30,48 cm 25,4 mm 25,4 µ

1 km 1m 1 cm 1 mm

1 sq.in.

=

6,4516 cm²

1 m² = 10.76 sq. ft. 1 cm² = 0.155 sq.in.

1 USG 1 cu.in.

= =

3,785 l (dm³) 16.39 cm³

1 m³ = 35.31 cu. ft. 1 dm³ = 0.264 USA gallon 1 cm³ = 0.061 cu.in.

1 lb.

= = = =

= 0.454 kg

1 kg

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

= 2.205 lbs

1 psi. = 6.890 kPa

1 Pa = 1.45 10-4 psi. 1 kPa = 0.145 psi 1 bar = 14.5 psi

°F

°C

= 1.8 x °C + 32

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TRAINING MANUAL

= ( °F - 32 ) /1.8

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Page 14 Issue 02

CFM56-5B

TRAINING MANUAL

TABLE OF CONTENTS

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

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CONTENTS BASIC ENGINE

Page 15 Sep 04

CFM56-5B SECTION

PAGE

TRAINING MANUAL SECTION

PAGE

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

COMBUSTION CHAMBER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201

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

HIGH PRESSURE TURBINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211

INTRODUCTION TO THE CFM56 FAMILY . . . . . . . . . . . . . . . . . . . . . . . . 17

HIGH PRESSURE TURBINE NOZZLE . . . . . . . . . . . . . . . . . . . . . . . . . . . 215

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

HIGH PRESSURE TURBINE ROTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . 227

FAN MAJOR MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45

HIGH PRESSURE TURBINE SHROUD AND STAGE 1 LPT NOZZLE . . 245

FAN AND BOOSTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51

LOW PRESSURE TURBINE MAJOR MODULE . . . . . . . . . . . . . . . . . . . . 259

NO 1 AND NO 2 BEARING SUPPORT MODULE . . . . . . . . . . . . . . . . . . . 81

LPT ROTOR / STATOR MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 263

FAN FRAME MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111

THE LPT SHAFT MODULE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 289

CORE ENGINE MAJOR MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137

THE LOW PRESSURE TURBINE FRAME MODULE. . . . . . . . . . . . . . . . 305

HIGH PRESSURE COMPRESSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 141

ACCESSORY DRIVE MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 315

COMPRESSOR ROTOR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145

INLET GEARBOX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 319

COMPRESSOR FRONT STATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 167

TRANSFER GEARBOX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 331

COMPRESSOR REAR STATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 183

ACCESSORY GEARBOX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 345

COMBUSTION SECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 191 COMBUSTION CASE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 197

EFFECTIVITY ALL CFM56-5B ENGINES FOR A319-A320-A321 CFMI PROPRIETARY INFORMATION

CONTENTS BASIC ENGINE

Page 16 Sep 04

CFM56-5B

TRAINING MANUAL

INTRODUCTION TO THE CFM56 FAMILY

EFFECTIVITY ALL CFM56-5B ENGINES FOR A318-A319-A320-A321

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INTRO BASIC ENGINE

Page 17 Sep 04

CFM56-5B

TRAINING MANUAL

INTRODUCTION TO THE CFM56 FAMILY Engine Applications The following chart shows the various engine models for the Airbus A318-A319-A320-A321 aircraft. The engine used on these aircraft is the CFM56-5B, which has several different thrust ratings. Ranging from 21,600 to 32,000 lbs of take-off thrust (9608 to 14234 daN), the CFM56-5B is offered by CFMI as the common power source for the entire Airbus A320 family.

EFFECTIVITY ALL CFM56-5B ENGINES FOR A318-A319-A320-A321 CFMI PROPRIETARY INFORMATION

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INTRO BASIC ENGINE

Page 18 Sep 04

CFM56-5B

TRAINING MANUAL

CFM56-5B8/P (21,600 lbs) 9,608 daN CFM56-5B9/P (23,000 lbs) 10,230 daN CFM56-5B5 (22,000 lbs) CFM56-5B5/2 (22,000 lbs) CFM56-5B5/P (22,000 lbs) CFM56-5B5/2P (22,000 lbs) CFM56-5B6 (23,500 lbs) CFM56-5B6/2 (23,500 lbs) CFM56-5B6/P (23,500 lbs) CFM56-5B6/2P (23,500 lbs) CFM56-5B7/P (27,000 lbs)

9,786 daN 9,786 daN 9,786 daN 9,786 daN 10,453 daN 10,453 daN 10,453 daN 10,453 daN 12,010 daN

CFM56-5B4 (27,000 lbs) CFM56-5B4/2 (27,000 lbs) CFM56-5B4/P (27,000 lbs) CFM56-5B4/2P (27,000 lbs)

12,010 daN 12,010 daN 12,010 daN 12,010 daN

CFM56-5B1 (30,000 lbs) CFM56-5B1/2 (30,000 lbs) CFM56-5B1/P (30,000 lbs) CFM56-5B1/2P (30,000 lbs) CFM56-5B2 (31,000 lbs) CFM56-5B2/2 (31,000 lbs) CFM56-5B2/P (31,000 lbs) CFM56-5B2/2P (31,000 lbs) CFM56-5B3/P (32,000 lbs) CFM56-5B3/2P (32,000 lbs)

13,344 daN 13,344 daN 13,344 daN 13,344 daN 13,789 daN 13,789 daN 13,789 daN 13,789 daN 14,234 daN 14,234 daN

CTC-214-002-02

CFM56-5B FOR AIRBUS APPLICATIONS


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INTRO BASIC ENGINE

Page 19 Sep 04

CFM56-5B

TRAINING MANUAL

CFM56-5B MAIN CHARACTERISTICS Type of engine

Turbo fan

Performance (*figures depend on engine model)

Arrangement

Two spool axial flow

- Take-off thrust (SLS)

Rotation

Clockwise (ALF)

21,600 - 32,000 lbs (9,608 - 14,234 daN)

- Take-off flat rated Temperature °F/°C

*86/30 to 113/45

Compressors - Low Pressure: Fan Booster

Stage 1 Stages 2 to 5

- Max climb thrust

*5630 to 6420 lbs

- High Pressure: HP Compressor

- By-pass ratio

*5.4:1 to 6:1

Stages 1 to 9

- EGT red line

Non/P engines = 950°C /P engines = 940°C

- 100% N1 (Low Pressure Rotational Speed)

5000 rpm

- N1 speed limit (red line)

104%

Combustion chamber

Annular SAC (option DAC)

Turbines - HP Turbine - LP Turbine

Single stage Four stages

Weight

2381 kg (5249 lbs)

14460 rpm

Overall dimensions - Length - Height - Width

- 100% N2 (High Pressure Rotational Speed)

2.94m (115.86 ins) 2.14m (83.65 ins) 1.97m (77.88 ins)

- N2 speed limit (red line)

105%


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INTRO BASIC ENGINE

Page 20 Sep 04

CFM56-5B

CFM56-5B

CTC-214-003-00


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TRAINING MANUAL


INTRO BASIC ENGINE

Page 21 Sep 04

CFM56-5B

TRAINING MANUAL



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INTRO BASIC ENGINE

Page 22 Sep 04

CFM56-5B

TRAINING MANUAL

ENGINE GENERAL


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ENGINE GENERAL BASIC ENGINE

Page 23 Sep 04

CFM56-5B

TRAINING MANUAL

POWERPLANT PRESENTATION The engine is attached to the wing pylon by mounts, located forward and aft of the core section. Cowls enclose the periphery of the engine so as to form the nacelle, which is the aerodynamic structure around the engine. The cowling assembly consists of: - The inlet cowl. - The fan cowls. - The thrust reverser cowls. - The primary exhaust (primary nozzle and centerbody).


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Page 24 Sep 04

CFM56-5B FWD MOUNT

TRAINING MANUAL

WING AFT MOUNT

PYLON

AFT MOUNT

CENTERBODY

RIGHT THRUST REVERSER "C" DUCT

RIGHT FAN COWL DOOR

PRIMARY NOZZLE

ENGINE BUILT UNIT

THRUST REVERSER PIVOTING DOORS

INLET COWL

FWD MOUNT

POWERPLANT PRESENTATION

CTC-214-154-00


TOC

LEFT FAN COWL DOOR

LEFT THRUST REVERSER "C" DUCT



Page 25 Sep 04

CFM56-5B

TRAINING MANUAL

AIR SYSTEM INTRODUCTION The air system of the CFM56-5B serves various functions. The primary one is thrust delivery. Other functions include: - To provide a Bleed air supply to the aircraft. - Variable geometry used to enhance engine operation (VSV, VBV, and TBV). - Clearance control (HPTCC and LPTCC). - To provide cooling for Engine parts. - To provide Damping of bearing forces. - Re-introduction of air and hot gas. - Sump pressurization and venting (see Oil system). When all the air system functions are performed correctly, the engine is more efficient. Power or thrust is obtained with a lower fuel flow, so the EGT will be lower and result in an increased life of the engine under the wing. Specific fuel consumption and economic factors (operating costs) are also enhanced.


TOC


Page 26 Sep 04

CFM56-5B

TRAINING MANUAL

VBV HPTCC

LPTCC

TBV

THRUST BLEEDS

BEARING FORCES DAMPING SUMP PRESSURIZATION

VSV

COOLING

AIR SYSTEM INTRODUCTION

CTC-214-155-01


TOC



Page 27 Sep 04

CFM56-5B

TRAINING MANUAL

FUEL SYSTEM INTRODUCTION The fuel is delivered by the Aircraft fuel management system (ATA 28). The FADEC system receives the aircraft and engine information such as the throttle position or engine sensor values. The fuel is used in the engine for combustion, and also for accessories power source supply, and oil cooling. Sensors provide aircraft information to the crew and the maintenance systems.


TOC


Page 28 Sep 04

CFM56-5B

TRAINING MANUAL

FRV

FUEL MANIFOLDS

FUEL SUPPLY LINE

FUEL PUMP

HMU

FUEL FLOW TRANSMITTER

FUEL SYSTEM INTRODUCTION

CTC-214-156-00


TOC



Page 29 Sep 04

CFM56-5B

TRAINING MANUAL

OIL SYSTEM INTRODUCTION The oil system comprises three circuits: - The supply circuit provides oil from the oil tank to the engine sumps for lubrication of bearings and gears. - The scavenge circuit provides the oil return to the tank, passing through the lube unit and heat exchangers. - The venting circuit ensures sealing of the sumps. Sensors provide information to the crew and to aircraft maintenance systems. These sensors include temperature and pressure sensors, and particle filters (used for maintenance purposes).


TOC


Page 30 Sep 04

CFM56-5B

TRAINING MANUAL

SENSOR OIL TANK

REAR SUMP (INSIDE THE ENGINE)

LUBE UNIT

FORWARD SUMP (INSIDE THE ENGINE)

AGB

OIL SYSTEM INTRODUCTION

CTC-214-157-00


TOC



Page 31 Sep 04

CFM56-5B

TRAINING MANUAL

ENGINE GENERAL CONCEPT The CFM56-5B engine is a high by-pass, dual rotor, axial flow, advanced technology turbofan. It is supported by the wing pylon and streamlined by cowlings. Air is sucked into the intake by the fan blades and split into two flow paths, the Primary and the Secondary. The primary airflow passes through the inner portion of the fan blades and is directed into a booster (LPC). The flow path then enters a High Pressure Compressor (HPC) and goes to a combustor. Mixed with fuel and ignited, the gas flow provides energy to a High Pressure Turbine (HPT) and a Low Pressure Turbine (LPT). The secondary airflow passes through the outer portion of the fan blades, the Outlet Guide Vanes (OGV’s) and exits through the nacelle discharge duct, producing approximately 80 % of the total thrust. It also plays a role in the thrust reverser system. At static take-off power, the engine by-pass ratio is between 5.4:1 and 6:1, depending on the engine model, which means that the secondary airflow takes in between 5.4 and 6 times more air than the primary airflow.


TOC


Page 32 Sep 04

CFM56-5B

TRAINING MANUAL

SECONDARY FLOW

PRIMARY FLOW

THRUST REVERSER

DESIGN AND OPERATION

CTC-214-004-02


TOC



Page 33 Sep 04

CFM56-5B

TRAINING MANUAL

ENGINE GENERAL CONCEPT The CFM56-5B engine uses a maintenance concept called ‘On Condition Maintenance’. This means that the engine has no periodic overhaul schedules and can remain installed under the wing until something important occurs, or when lifetime limits of parts are reached. For this reason, to monitor and maintain the health of the engine, different tools are available, which are:

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

- Engine performance trend monitoring, to evaluate engine deterioration over a period of use: engine parameters, such as gas temperature, are recorded and compared to those initially observed at engine installation on the aircraft. - Borescope inspection, to check the condition of engine internal parts: when parts are not accessible, they can be visually inspected with borescope probes inserted in ports located on the engine outer casing. - Lubrication particles analysis: while circulating in the oil system, lubrication oil is filtered, and large, visible-to-the-eye particles (larger than 10 microns) coming from worn engine parts are collected in filters and magnetic chip detectors, for visual inspection and analysis. EFFECTIVITY ALL CFM56-5B ENGINES FOR A318-A319-A320-A321 CFMI PROPRIETARY INFORMATION

TOC


Page 34 Sep 04

CFM56-5B

TRAINING MANUAL

VIBRATION MONITORING

TREND MONITORING

BORESCOPE INSPECTION

LUBE PARTICLE ANALYSIS

CONDITION MONITORING

CTC-214-005-03


TOC



Page 35 Sep 04

CFM56-5B

TRAINING MANUAL

LIFE-LIMITED PARTS Airworthiness limitations (ATA Chapter 05) determine the life limits for rotating and static engine parts and the approved mandatory inspection intervals for specific engine parts. The life of parts is given in flight cycles. The cycles for each part serial number must be counted continuously from its first entry into service. A cycle is defined as: - A flight which has a take-off and landing. or - A touch-and-go landing and take-off used to train pilots. It is the operator’s responsibility to maintain accurate records of the total number of cycles operated and the number of cycles remaining.


TOC


Page 36 Sep 04

CFM56-5B

FAN MODULE

LPT MODULE

CORE MODULE

LIFE - LIMITED PARTS

CTC-214-158-01


TOC

TRAINING MANUAL



Page 37 Sep 04

CFM56-5B

TRAINING MANUAL

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


TOC


Page 38 Sep 04

CFM56-5B

TRAINING MANUAL

5 BEARINGS

ACCESSORY DRIVE SYSTEM

LP SYSTEM N1 SPEED = 5000 rpm (at 100 percent) 2 FRAMES HP SYSTEM N2 SPEED = 14460 rpm (at 100 percent) 2 SUMPS

ENGINE ROTATING SYSTEMS

CTC-214-006-02


TOC



Page 39 Sep 04

CFM56-5B

TRAINING MANUAL

ENGINE GENERAL CONCEPT Main Engine Bearings The engine contains five main bearings, which support the rotors. There are two types of bearings: - Ball bearings, which absorb axial and radial loads. - Roller bearings, which absorb only radial loads. Bearings need permanent oil lubrication, so they are located in the two dry sump cavities, which are pressure sealed. - The forward sump cavity houses No 1, No 2 and No 3 bearings: - No 1 and No 2 bearings hold the fan shaft. - No 3 bearing holds the front of the HP shaft. - The rear sump cavity houses No 4 and No 5 bearings: - No 4 bearing holds the rear of the HP shaft. - No 5 bearing holds the rear of the LPT shaft.


TOC


Page 40 Sep 04

CFM56-5B

TRAINING MANUAL

TURBINE FRAME

FAN FRAME

REAR SUMP

FORWARD SUMP

No 1 BEARING (BALL)

No 2 BEARING (ROLLER)

No 3 BEARING (BALL)

FAN SHAFT

LP SHAFT



HP SHAFT

MAIN ENGINE BEARINGS

CTC-214-007-02


TOC




Page 41 Sep 04

CFM56-5B

TRAINING MANUAL

ENGINE GENERAL CONCEPT The CFM56-5B is a modular concept design engine. It has 17 different modules that are enclosed within three major modules and an accessory drive module. The 3 Major Modules are: - The Fan Major Module. - The Core Engine Major Module. - The Low Pressure Turbine Major Module.


TOC


Page 42 Sep 04

CFM56-5B

TRAINING MANUAL

CORE ENGINE MAJOR MODULE FAN MAJOR MODULE

LOW PRESSURE TURBINE MAJOR MODULE

ACCESSORY DRIVE MODULE

MODULAR DESIGN

CTC-214-008-02


TOC



Page 43 Sep 04

CFM56-5B

TRAINING MANUAL



TOC


Page 44 Sep 04

CFM56-5B

TRAINING MANUAL

FAN MAJOR MODULE


TOC


FAN MAJOR MODULE BASIC ENGINE

Page 45 Sep 04

CFM56-5B

TRAINING MANUAL

FAN MAJOR MODULE The fan major module is at the front of the engine downstream from the air inlet cowl. The main purposes of the fan major module are : - To provide the primary and secondary airflows. - To provide the engine/pylon front attachment. - To enclose the fan stage and Low Pressure Compressor stages. - To provide structural rigidity in the front section. - To provide containment for front section major deterioration and/or damage. - To provide noise reduction for the fan section. - To provide attachment for gearboxes and nacelle equipment. - To provide attachment for the core engine.


TOC


Page 46 Sep 04

CFM56-5B

GENERATES PRIMARY AND SECONDARY AIR FLOWS

STRUCTURAL RIGIDITY IN FRONT SECTION

TRAINING MANUAL

CONTAINMENT OF ENGINE FRONT SECTION MAJOR DETERIORATION

FAN SECTION NOISE REDUCTION

ENCLOSES FAN STAGE AND LP COMPRESSOR STAGES

ATTACHMENT FOR GEARBOXES, ENGINE/ NACELLE EQUIPMENT ENGINE/PYLON FRONT SECTION ATTACHMENT

ATTACHMENT FOR CORE ENGINE

FAN MAJOR MODULE PURPOSES

CTC-214-009-01


TOC



Page 47 Sep 04

CFM56-5B

TRAINING MANUAL

FAN MAJOR MODULE (CONTINUED) The fan major module consists of 4 modules : - Fan and booster module. - No 1 and 2 bearing support module. - Fan frame module. - Inlet gearbox and No 3 bearing.


TOC


Page 48 Sep 04

CFM56-5B

TRAINING MANUAL

FAN FRAME MODULE FAN AND BOOSTER MODULE

INLET GEARBOX AND No 3 BEARING

No 1 AND No 2 BEARING SUPPORT MODULE

FAN MAJOR MODULE

CTC-214-010-02


TOC



Page 49 Sep 04

CFM56-5B

TRAINING MANUAL



TOC


Page 50 Sep 04

CFM56-5B

TRAINING MANUAL

FAN AND BOOSTER


TOC


FAN AND BOOSTER BASIC ENGINE

Page 51 Sep 04

CFM56-5B

TRAINING MANUAL

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


TOC


Page 52 Sep 04

CFM56-5B

TRAINING MANUAL

AIR INLET COWL

FAN SECTION MODULE

SECONDARY AIRFLOW PRIMARY AIRFLOW

FAN AND BOOSTER MODULE

CTC-214-011-02


TOC



Page 53 Sep 04

CFM56-5B

TRAINING MANUAL

FAN AND BOOSTER (CONTINUED) The fan and booster is located at the front of the engine, downstream from the air inlet cowl, and consists of : - A spinner front cone. - A spinner rear cone. - A single stage fan rotor. - A four stage axial booster. Its rotating assembly is mounted on the fan shaft and its fixed assembly is secured to the fan frame.


TOC


Page 54 Sep 04

CFM56-5B

TRAINING MANUAL

FAN ROTOR

BOOSTER

SPINNER REAR CONE

SPINNER FRONT CONE

FAN AND BOOSTER DESIGN

CTC-214-012-01


TOC



Page 55 Sep 04

CFM56-5B

TRAINING MANUAL

FAN AND BOOSTER (CONTINUED) Spinner front cone The spinner front cone is designed to minimize ice buildup. It is at the front of the engine and is a hollow coneshaped structure, which is attached on its rear flange to the spinner rear cone. The attachment is an interference fitting. Older versions could be made of either a composite material or aluminum alloy. In the case of aluminum alloy cones, an extra 6 washers must be installed. New version spinner front cones will only be made of aluminum. The rear flange has 6 mounting screw locations and 3 threaded inserts, located every 120°, for installation of jackscrews used in removal procedures. An offset hole, identified by an indent mark, ensures correct installation and centering onto the rear cone front flange.


TOC


Page 56 Sep 04

CFM56-5B

6 MOUNTING SCREW LOCATIONS

OFFSET HOLE INDENT MARK

TRAINING MANUAL

MOUNTING SCREW

3 JACKSCREW LOCATIONS

SPINNER FRONT CONE

CTC-214-013-01


TOC



Page 57 Sep 04

CFM56-5B

TRAINING MANUAL

FAN AND BOOSTER (CONTINUED) Spinner rear cone The rear cone prevents axial disengagement of spacers used in the fan blade retention system and accommodates balancing screws used in fan trim and static balance procedures. Inspite of its name, the spinner rear cone is not really a cone. It is a hollow elliptical structure that is mounted on interference fit flanges between the spinner front cone and the fan disk.

Both front and rear flanges have an offset hole to ensure correct installation and they are identified by indent marks. On the front flange of the rear cone, the indent mark is next to the offset hole. The other indent mark is on the outer rim of the rear cone, facing fan blade No 1. The rear cone also has an integrated air seal that is glued to its inner rear flange.

It is made of aluminium alloy and protected by sulfuric anodization. The front flange has 6 line replaceable, crimped, selflocking nuts. The inner rear flange has 12 mounting screw holes for installation onto the fan disk and there are a further 6 threaded holes for the installation of jackscrews used in rear cone removal procedures.


TOC


Page 58 Sep 04

CFM56-5B

TRAINING MANUAL

FAN BLADE FAN DISK

FRONT SPINNER OFFSET HOLE AT 12 O'CLOCK

CRIMPED SELF-LOCKING NUTS

INTERFERENCE FIT

INTERFERENCE FIT

12 MOUNTING SCREW HOLES JACKSCREW HOLE

REAR CONE

CTC-214-014-01


TOC

REAR FLANGE



Page 59 Sep 04

CFM56-5B

TRAINING MANUAL

FAN AND BOOSTER (CONTINUED) Spinner rear cone (continued) Balance procedures use various weights which are in the form of balancing screws installed on the rear cone outer diameter. The balancing screws are used in two cases : - Fan static balance following fan blade replacement, for example after FOD. - Fan trim balance, when vibration levels are higher than the limits. There are two sets of balancing screws available and the screws in each set are identified as either P01 to P07 or, P08 to P14. The numbers, which are engraved on the screw heads, are equivalent to various weights. There are 36 threaded inserts on the outer rim of the rear flange which accommodate the balance screws


TOC


Page 60 Sep 04

CFM56-5B

TRAINING MANUAL

FAN BLADE

FAN BLADE

INDENT MARK BALANCING SCREW SPACER

FAN DISK

SPINNER REAR CONE

CTC-214-015-02

REAR CONE BALANCE PROCEDURES


TOC



Page 61 Sep 04

CFM56-5B

TRAINING MANUAL

FAN AND BOOSTER (CONTINUED) Fan disk The fan disk provides attachment for the fan shaft on its inner rear flange and the disk outer rim retains the fan blades. The fan disk is a titanium alloy forging. The spinner rear cone is attached to its outer front flange and its outer rear flange is bolted to the booster rotor spool.


TOC


Page 62 Sep 04

CFM56-5B

TRAINING MANUAL

BOOSTER ROTOR SPOOL ATTACHMENT

FAN BLADE RETAINING SLOT (36)

SPINNER REAR CONE ATTACHMENT

INNER FLANGE FOR ATTACHMENT OF THE FAN SHAFT

FAN DISK

CTC-214-016-01


TOC



Page 63 Sep 04

CFM56-5B

TRAINING MANUAL

FAN AND BOOSTER (CONTINUED) Fan disk (continued) The fan disk outer rim has 36 dovetail recesses for installation of the fan blades. Balance weights are riveted on the forward flange for dynamic module balancing. The inner front flange has an imprint to identify an offset hole for rear cone installation. There are also two identification marks engraved on either side of blade recesses No 1 and 5.


TOC


Page 64 Sep 04

CFM56-5B

TRAINING MANUAL

SPHERICAL IMPRINT

1

1

5 5

OFFSET HOLE

BALANCE WEIGHT LOCATION

FAN DISK FRONT FLANGE

CTC-214-017-00


TOC



Page 65 Sep 04

CFM56-5B

TRAINING MANUAL

FAN AND BOOSTER (CONTINUED) Fan blades The fan blades form the first stage of the Low Pressure Compressor and accelerate the air entering the engine through the air inlet cowls. There are 36 titanium alloy, mid-span shrouded fan blades. Each blade has a dovetail base that slides into a recess on the fan disk outer rim. The fan blades are approximately 23 inches (0.58m) long. A retainer lug, machined at the rear end of the blade root, engages the forward flange of the booster spool and limits axial movements. A spacer, installed underneath each blade, limits the radial movement.


TOC


Page 66 Sep 04

CFM56-5B

TRAINING MANUAL

36 FAN BLADES

RETAINER LUG

DISK

SPACER

FAN BLADES

CTC-214-018-01


TOC



Page 67 Sep 04

CFM56-5B

TRAINING MANUAL

FAN AND BOOSTER (CONTINUED) Fan blades (continued) Each blade has specific indications engraved on the bottom of the root. - Part number. - Serial number. - Momentum weight. - Manufacturer code. The fan blade root faces have an anti-friction plasma coating (Cu-Ni-In) and a top coat of cured molybdenumbase film varnish, which acts as a lubricant. Lubrication of blade roots is further improved by the application of solid molybdenum-base lubricant before installation on the fan disk. The mid-span shroud contact surfaces have a tungstencarbide coating. They are also lubricated with solid molybdenum-base lubricant at blade installation.


TOC


Page 68 Sep 04

CFM56-5B

TRAINING MANUAL

MANUFACTURER CODE

MOMENTUM WEIGHT

PART NUMBER F0301 337-000-114-0

206740

F0491 J023493

EXAMPLE SPECIFIC INDICATIONS

TUNGSTEN CARBIDE COATING

SERIAL NUMBER SUB-CONTRACTOR NUMBER

FAN BLADE

TUNGSTEN CARBIDE COATING

Cu-Ni-In COATING AND MOLYBDENUM FILM

SPECIFIC INDICATIONS CTC-214-019-02

FAN BLADE ROOT AND MIDSPAN SHROUD


TOC

HARD COATING SURFACE



Page 69 Sep 04

CFM56-5B

TRAINING MANUAL

FAN AND BOOSTER (CONTINUED) Booster rotor The booster rotor accelerates the air as it passes from stage to stage. The 4-stage booster rotor consists of a booster spool, forged and machined from titanium alloy, that is cantilever mounted on the rear of the fan disk. The inner front flange acts as a stop for the fan blades. The four stages of blades are numbered 2 to 5 (the first stage of the Low Pressure Compressor is the fan blade). Stage 2 has 64 blades, stages 3 and 4 have 70 blades each and stage 5 has 68 blades. Rotating air seals are machined, between each stage, on the spool outer diameter. The outer front flange is designed with a forward rotating air seal.


TOC


Page 70 Sep 04

CFM56-5B

TRAINING MANUAL

BOOSTER SPOOL BOOSTER SPOOL

STG 3

STG 2

STG 4

STG 5

STG 1

DOVETAIL SLOT

ROTATING AIR SEAL

MOUNTING FLANGE

FAN DISK

BOOSTER ROTOR

CTC-214-020-03


TOC



Page 71 Sep 04

CFM56-5B

TRAINING MANUAL

FAN AND BOOSTER (CONTINUED) Booster rotor (continued) The booster rotor blades are installed in circumferential dovetail slots and serve, primarily, to supercharge the high pressure compressor. Each stage has a loading slot and two smaller slots to position locking lugs. The dovetail roots of the blades are placed into the loading slot and moved around until the stage is full. Four of the blades have a cut-out to accommodate the locking lugs. The locking lugs ensure the blades are retained and prevented from rotating in the slot. They are shifted 90° from one stage to the other to ensure first static balancing of the booster. Correction weights can be installed in the stage 5 slot, under the blade platforms, for rotor balancing purposes.


TOC


Page 72 Sep 04

CFM56-5B

TRAINING MANUAL

LOADING SLOT

STEP 0

STEP 3 LOCKING SLOTS

STEP 1

STEP 4

LOCKING LUG STEP 2

LOCKING BLADES

BOOSTER BLADES

CTC-215-021-01


TOC



Page 73 Sep 04

CFM56-5B

TRAINING MANUAL

FAN AND BOOSTER (CONTINUED) Booster stator vane assembly The stator vane assembly changes the air velocity into pressure. The stacked vane assemblies are cantilever mounted on the fan frame front face. The assembly is composed of 5 stages bolted together and consists of stator vanes and inner and outer shrouds. The outer shroud, depending on its assembly location, is fitted with 1 or 2 mounting flanges at its ends. A splitter fairing, installed on the outer shroud of stage 1, separates the Primary and Secondary airflows. The outer shroud rear flange of the stage 5 vane assembly is bolted to the front face of the fan frame. The inner shroud rear flange of the stage 5 vane is rabbeted to form an interference fit with a corresponding flange on the fan frame.


TOC


Page 74 Sep 04

CFM56-5B

TRAINING MANUAL

BOLTS

SPLITTER FAIRING OUTER SHROUD

STAGE 5 VANE

INNER SHROUD

FAN FRAME

BOOSTER STATOR ASSEMBLY

INTERFERENCE FIT

CTC-214-022-01

BOOSTER STATOR VANE ASSEMBLY


TOC



Page 75 Sep 04

CFM56-5B

TRAINING MANUAL

FAN AND BOOSTER (CONTINUED) Booster stator vane assembly (continued) Stator vane stages 1 and 5 are welded to the outer shroud and bonded on the inner shroud by the application of abradable material. Stator vane stages 2 to 4 are individually bolted to the outer shroud. The inner shroud inner face is lined with abradable material, which faces the rotating air seal machined on the booster spool. The outer shroud inner face also has abradable material, which faces the tip of the rotor blades Stage 1 has 100 vanes, stages 2 and 3 have 122 vanes each, stage 4 has 116 vanes and stage 5 has 100 vanes.


TOC


Page 76 Sep 04

CFM56-5B

TRAINING MANUAL

MOUNTING FLANGE OUTER SHROUD MOUNTING FLANGE

VANES 1 AND 5

ABRADABLE MATERIAL

BLADE VANES 2 TO 4

ROTATING AIR SEAL INNER SHROUD WITH ABRADABLE MATERIAL

BOOSTER VANE DESIGN

CTC-214-023-01


TOC



Page 77 Sep 04

CFM56-5B

TRAINING MANUAL

FAN AND BOOSTER (CONTINUED) Booster stator vane assembly - borescope inspection Visual assessment of the booster stage 1 vane assembly and the leading edge of the stage 2 blades can be made using a borescope fitted with a long 90° extension. Two unplugged holes between the 3 and 4 o’clock positions are available to inspect the other booster blades. Inspection of stage 3 and 4 blades can be done through borescope port S03 also using a long 90° extension. Booster blade stage 5 can be inspected in the same way through borescope port S05.


TOC


Page 78 Sep 04

CFM56-5B

BORESCOPE VIEW THROUGH THE BOOSTER INLET

TRAINING MANUAL

FAN OUTLET GUIDE VANE

LONG RIGHT ANGLE EXTENSION

FAN BLADE 2

3

S03

4

5

S05

BOOSTER INSPECTION HOLES

CTC-214-024-01


TOC



Page 79 Sep 04

CFM56-5B

TRAINING MANUAL



TOC


Page 80 Sep 04

CFM56-5B

TRAINING MANUAL

NO 1 AND NO 2 BEARING SUPPORT MODULE


TOC


NO 1 & 2 BEARING SUPPORT MODULE Page 81 BASIC ENGINE

sep 04

CFM56-5B

TRAINING MANUAL

NO 1 AND 2 BEARING SUPPORT MODULE The No 1 and 2 bearing support module belongs to the fan major module and its purpose is : - To support the fan booster rotor. - To enclose the front section of the forward oil sump. - To support one of the vibration sensors. - To vent the forward sump. - To provide the fan speed indication. - To direct bearings lubrication. - To receive torque from the LPT shaft. It is bolted to the fan frame front face and its front flange is attached to the fan disk.


TOC


Sep 04

CFM56-5B

TRAINING MANUAL

RECEIVE TORQUE FROM LPT SUPPORTS ONE VIBRATION SENSOR

ENCLOSES FRONT SECTION OF FWD SUMP

PROVIDES FAN SPEED INDICATION

DIRECTS BEARING LUBRICATION

SUPPORTS FAN AND BOOSTER

CTC-214-025-03

No 1 AND No 2 BEARING SUPPORT PURPOSES


TOC

VENTS THE FWD SUMP



Sep 04

CFM56-5B

TRAINING MANUAL

NO 1 AND 2 BEARING SUPPORT MODULE (CONTINUED) The No 1 & 2 bearing support module takes up the loads from the fan and booster rotor. It consists of : - The No 1 bearing support. - The No 1 ball bearing. - The No 2 bearing support. - The No 2 roller bearing. - The fan shaft with the rotating air/oil separator. - A forward stationary air/oil seal. - An oil manifold assembly. - 5 external pipes.


TOC


Sep 04

CFM56-5B

TRAINING MANUAL

OIL MANIFOLD ASSEMBLY No 1 BRG SUPPORT No 2 BRG SUPPORT

SUMP PRESSURIZATION TUBE (x3) FORWARD STATIONARY AIR/OIL SEAL

No 2 ROLLER BEARING

FAN SHAFT OIL SCAVENGE TUBE No 1 BALL BEARING

CTC-214-026-02

No 1 AND No 2 BEARING SUPPORT MODULE


TOC



Sep 04

CFM56-5B

TRAINING MANUAL

NO 1 AND 2 BEARING SUPPORT MODULE (CONTINUED) No 1 bearing support The No 1 bearing support is a titanium casting. The front flange of the support holds the No 1 ball bearing and its rear outer flange is bolted to the fan frame center hub. The rear inner flange holds the No 2 bearing support. The support front flange provides an attachment to the No 1 bearing stationary air/oil seal and for the No 1 bearing vibration sensor.

The forward end of the bearing support has holes which allow oil to flow into a cavity at the bottom of the stationary air/oil seal structure. A scavenge oil tube, at the 6 o’clock position, connects the forward end of the cavity with the forward sump oil scavenge collector inside the fan frame hub. This scavenge circuit is also necessary during nose down attitudes, or high oil flow conditions, to prevent oil accumulation.

The bottom rear of the casing has a series of holes to allow the oil to flow into the forward sump scavenge oil collector in the fan frame hub. There is also a small orifice that drains residual oil, through a coupling sleeve, into the scavenge oil collector.


TOC


Sep 04

CFM56-5B

TRAINING MANUAL

ENGINE AXIS

No 1 BEARING SUPPORT OIL DRAIN TUBE

No 2 BEARING SUPPORT

COUPLING SLEEVE No 1 BEARING SUPPORT

O-RING


CTC-214-027-02


TOC

DRAIN ORIFICE



Sep 04

CFM56-5B

TRAINING MANUAL

NO 1 AND 2 BEARING SUPPORT MODULE (CONTINUED) No 1 bearing or thrust bearing The No 1 ball bearing is a thrust bearing which takes up the axial and radial loads generated by the low pressure rotor system. Its one-piece outer race is installed on the bearing support and retained with a nut, keywasher and retaining ring.

An oil baffle, installed on the sleeve forward of the No 1 bearing, uses centrifugal force to prevent oil from flooding the forward sump front oil seal. The baffle also acts as a shim during bearing installation.

The inner race consists of two halves mounted on a bearing sleeve and secured with a lock ring, retainer nut (left-hand threads), keywasher and retaining ring. The bearing sleeve forward outer diameter has two series of sealing ribs to form the rotating element of the forward sump front air/oil seal. The sleeve forward bore has locating slots to lock onto the shaft. The rear of the center bore has circular and axial grooves connecting to radial holes designed to supply lube oil to the bearing inner race.


TOC


Sep 04

CFM56-5B

TRAINING MANUAL


FORWARD STATIONARY AIR/OIL SEAL

ANTI ROTATION LUGS

OUTER RACE AND BALL

OIL SEAL

AIR SEAL

RACE RETAINER NUTS LOCATING SLOT OIL BAFFLE FAN SHAFT BEARING SLEEVE

INNER RACE (2 HALVES)

No 1 BALL BEARING ASSY

CTC-214-028-02


TOC



Sep 04

CFM56-5B

TRAINING MANUAL

NO 1 AND 2 BEARING SUPPORT MODULE (CONTINUED) No 2 bearing support The No 2 bearing support is a steel alloy assembly. Its front outer flange is bolted to the No 1 bearing support rear inner flange. Its front inner flange holds the No 2 bearing outer race. There are a series of holes in the support to balance internal pressures in the forward oil sump. The support also accommodates a guide sleeve, at the 4 o’clock position, for installation of the N1 speed sensor probe. The guide sleeve position is adjusted with shims at assembly. There are holes, at the 9 o’clock position, to supply oil to the oil manifold assembly and for installation of the No 2 bearing oil nozzle.


TOC


Sep 04

CFM56-5B

TRAINING MANUAL

ENGINE AXIS

AIR PRESSURE EQUALIZATION HOLES No 2 BEARING SUPPORT

No 1 / No 2 BEARING OIL COUPLING TUBE LOCATION

N1 SPEED SENSOR SLEEVE


CTC-214-029-02


TOC




Sep 04

CFM56-5B

TRAINING MANUAL

NO 1 AND 2 BEARING SUPPORT MODULE (CONTINUED) No 2 bearing assembly The No 2 roller bearing takes up some of the radial loads from the fan and booster rotor. Its outer race is bolted to the No 2 bearing support. Its inner race is installed on the fan shaft. The No 2 bearing is locked axially in place on the fan shaft by an air/oil retaining seal nut, a nut retainer and a retaining ring. The N1 speed sensor ring is located between the No 2 bearing inner race and the fan shaft. The air/oil retaining seal nut has left-hand threads and is mounted at the rear of the fan shaft. Its outer diameter has sealing ribs to form the rotating element of a sump pressurization seal.


TOC


Sep 04

CFM56-5B

TRAINING MANUAL

ENGINE AXIS NUT RETAINER

RETAINING RING

No 2 BEARING INNER FACE

FAN SHAFT

N1 SPEED SENSOR RING

RETAINING SEAL NUT

No 2 ROLLER BEARING ASSY

CTC-214-030-03


TOC



Sep 04

CFM56-5B

TRAINING MANUAL

NO 1 AND 2 BEARING SUPPORT MODULE (CONTINUED) The fan shaft The fan shaft is made of nickel-cobalt alloy and is supported by the No 1 & 2 bearings. Its front flange is attached to the fan disk with crimped self-locking nuts. It has internal drive splines and an inner shoulder for axial retention and mechanical coupling of the LPT shaft. An air/oil separator is located on the fan shaft between the No 1 & 2 bearings. The fan shaft also provides a single annular position for installation of the N1 speed sensor ring.


TOC


Sep 04

CFM56-5B

TRAINING MANUAL

N1 SPEED SENSOR RING LOCATION

DRIVE SPLINES

ENGINE AXIS AIR/OIL SEPARATOR LOCATION

INNER SHOULDER CRIMPED SELF-LOCKING NUT

FAN SHAFT

CTC-214-031-02


TOC

DRIVER SPLINES



Sep 04

CFM56-5B

TRAINING MANUAL

NO 1 AND 2 BEARING SUPPORT MODULE (CONTINUED) Air/oil separator The air/oil separator uses centrifugal force to separate oil particles from the air, which is then vented overboard. It consists of a support ring, holding 12 sleeves, and is held in position by a nut and keywasher. Each sleeve has an integral restrictor slowing down the air/oil mixture flowing out of the sump. Oil vapors condense on the inner diameter of the sleeve and are subjected to centrifugal force.


TOC


Sep 04

CFM56-5B

TRAINING MANUAL

OIL PARTICLES SLEEVE (x12)

AIR VENTED OVERBOARD

SUPPORT RING

AIR/OIL SEPARATOR

CTC-214-032-01


TOC



Sep 04

CFM56-5B

TRAINING MANUAL

NO 1 AND 2 BEARING SUPPORT MODULE (CONTINUED) N1 speed sensor ring The N1 speed sensor ring provides pulses proportional to the N1 speed. The ring is made of magnetic metal AISI 9315 (16NCD13). It has 2 offset lugs on its forward face which engage into matching slots on the fan shaft, thus enabling a foolproof single angular position. The ring outer diameter has 30 teeth. A speed sensor counts the teeth as the ring turns and this provides an electrical signal that is proportional to the N1 speed. One of the teeth is thicker than all the others and is installed in the same angular position as fan blade No 1. The thicker tooth generates a stronger pulse as it passes the sensor and this is used as a phase reference in engine vibration analysis.


TOC


Sep 04

CFM56-5B

TRAINING MANUAL


THICKER TOOTH

POSITIONING LUG

N1 SPEED SENSOR


CTC-214-033-02


TOC

t



Sep 04

CFM56-5B

TRAINING MANUAL

NO 1 AND 2 BEARING SUPPORT MODULE (CONTINUED) Forward stationary air/oil seal The forward stationary air/oil seal limits the engine forward sump at its front end and ducts air for seal pressurization. It is a composite or metallic (SB 72-358) aluminum alloy material structure bolted to the No 1 bearing support front flange. Its forward end has two separate lands coated with abradable material that surrounds sealing ribs on the bearing sleeve. These ribs form the rotating element of the forward sump front air/oil seal. Space located between the seal inner and outer skin is divided into 5 independent compartments for pressurization, drainage and oil scavenge.


TOC


Sep 04

CFM56-5B

TRAINING MANUAL

SEAL PRESSURIZATION COMPARTMENTS

OIL DRAINAGE COMPARTMENT

ABRADABLE MATERIAL LANDS

CTC-214-034-02



TOC

OIL SCAVENGE COMPARTMENT



Sep 04

CFM56-5B

TRAINING MANUAL

NO 1 AND 2 BEARING SUPPORT MODULE (CONTINUED) Oil manifold assembly The oil manifold assembly supplies oil from the fan frame hub to the No 1 & 2 bearings. The assembly is installed on the No 1 & 2 bearing support and consists of : - No 1 & 2 bearing oil tube assembly. - A removable coupling tube. - No 1 bearing manifold. - No 2 bearing oil tube.

The No 1 bearing manifold is secured to the inner forward end of the No 1 bearing support. It has two oil nozzles and one end fitting which connects the manifold with the forward end of the No 1 & 2 bearing oil tube assembly. The No 2 bearing oil tube fits into the aft end of the No 1 & 2 bearing oil tube assembly and is routed through the No 2 bearing support. It has one nozzle and this is secured to the aft flange of the support.

The No 1 & 2 bearing oil tube assembly aft end is bolted onto the front face of the No 1 bearing support’s rear inner flange, at the 9 o’clock position. The removable coupling tube is plugged into the oil tube assembly aft end and forms the connection with the fan frame hub oil supply circuit.


TOC


Sep 04

CFM56-5B

TRAINING MANUAL

No 2 BRG OIL NOZZLE No 1 BRG OIL NOZZLES

OIL COUPLING TUBE

OIL MANIFOLD ASSEMBLY

CTC-214-035-01

BEARINGS LUBRICATION SYSTEM


TOC



Sep 04

CFM56-5B

TRAINING MANUAL

NO 1 AND 2 BEARING SUPPORT MODULE (CONTINUED) No 1 ball bearing lubrication circuit The No 1 bearing oil manifold has dual nozzles at approximately the 9 o’clock position. These nozzles direct oil jets into a cavity formed by the fan shaft and the No 1 bearing inner race retaining nut. The oil flows between the No 1 bearing sleeve and the fan shaft and through holes drilled in the sleeve. The oil then goes between the two halves of the inner race to lubricate the bearing.


TOC


Sep 04

CFM56-5B

TRAINING MANUAL

No 1 BEARING OIL NOZZLE (x2)

OIL FLOW

BEARING SLEEVE FAN SHAFT

CTC-214-036-02

No 1 BALL BEARING LUBRICATION CIRCUIT


TOC

INNER RACE RETAINING NUT



Sep 04

CFM56-5B

TRAINING MANUAL

NO 1 AND 2 BEARING SUPPORT MODULE (CONTINUED) No 2 roller bearing lubrication circuit The single nozzle No 2 bearing oil tube directs an oil jet straight onto the rollers of the No 2 bearing.


TOC


Sep 04

CFM56-5B

TRAINING MANUAL

OIL INLET No 2 BEARING OIL NOZZLE

CTC-214-037-01

No 2 ROLLER BEARING LUBRICATION CIRCUIT


TOC



Sep 04

CFM56-5B

TRAINING MANUAL

NO 1 AND 2 BEARING SUPPORT MODULE (CONTINUED) External piping

Oil scavenge

The external piping consists of 5 tubes mounted externally on the No 1 bearing support.

This tube connects to a compartment at the bottom of the stationary air/oil seal structure. This compartment is opened to the sump cavity at the rear of the No 1 bearing. It is installed at the 6 o’clock position.

Their purposes are : - Sump pressurization. - Oil drainage. - Oil scavenge. Sump pressurization Three tubes direct booster discharge air to a cavity of the stationary air/oil seal. They are located at approximately the 3:30, 8:30 and 11: 30 clock positions. There is a restrictor at the air inlet, to reduce the airflow. Oil drainage This tube connects to a compartment between the air/oil seals at the lowest point. Any oil from the sump that escapes through the seals is collected and drained overboard. It is located at approximately the 5 o’clock position.


TOC


Sep 04

CFM56-5B

A

AIR PRESSURIZATION TUBE (x3)

TRAINING MANUAL

AIR

A

FWD STATIONARY AIR/OIL SEAL

FWD STATIONARY AIR/OIL SEAL

A

A

C

B

AIR/OIL

C

OIL SCAVENGE TUBE

OIL

DRAIN TUBE

EXTERNAL PIPING

CTC-214-038-02


TOC

B



Sep 04

CFM56-5B

TRAINING MANUAL



TOC


Sep 04

CFM56-5B

TRAINING MANUAL

FAN FRAME MODULE


TOC


FAN FRAME MODULE BASIC ENGINE

Page 111 Sep 04

CFM56-5B

TRAINING MANUAL

FAN FRAME MODULE The fan frame module is the structure at the front of the engine. Its main purposes are : - To provide ducting for both the primary and secondary airflows. - To transmit power plant thrust to the aircraft. - To support the LPC rotor, through the No 1 & 2 bearing support. - To support the front of the HPC rotor through the No 3 bearing support. - To enclose the fan and booster. - To support various engine accessories. - To minimize fan area noise levels. - To provide attachment for the forward engine mounts, front handling trunnions and lifting points. - To support the fan inlet cowl. - To provide a connection between gearboxes and core engine rotor.


TOC


Page 112 Sep 04

CFM56-5B

SUPPORTS FAN INLET COWL

SUPPORTS ENGINE ACCESSORIES

TRAINING MANUAL

ENCLOSES FAN AND BOOSTER

TRANSMITS POWER PLANT THRUST TO AIRCRAFT

PROVIDES GROUND HANDLING PROVISIONS

SUPPORTS ENGINE ROTORS MECHANICAL LOADS

PROVIDES DUCTING FOR PRIMARY AND SECONDARY AIRFLOWS

PROVIDES A CONNECTION BETWEEN GEARBOXES/CORE ENGINE ROTOR

MINIMIZES FAN AREA NOISE LEVEL

CTC-214-039-02

FAN FRAME MODULE MAIN PURPOSES


TOC



Page 113 Sep 04

CFM56-5B

TRAINING MANUAL

FAN FRAME MODULE (CONTINUED) The fan frame module consists of the following major assemblies : - The fan upstream and downstream inlet cases. - The fan Outlet Guide Vane (OGV) assembly. - The fan frame. - The radial drive shaft housing.


TOC


Page 114 Sep 04

CFM56-5B UPSTREAM FAN INLET CASE

TRAINING MANUAL

DOWNSTREAM FAN INLET CASE FAN FRAME

FAN CASE

RADIAL DRIVE SHAFT HOUSING

FAN OUTLET GUIDE VANE

FAN FRAME MODULE

CTC-214-040-01


TOC



Page 115 Sep 04

CFM56-5B

TRAINING MANUAL

FAN FRAME MODULE (CONTINUED) The fan inlet case assembly The main purposes of the fan inlet case are to provide : - Attachment of the engine inlet cowl and the support and transmission of attachment loads from this point to the fan frame. - Fan blade containment. - Attachment points for acoustic panels. - An abradable liner for the fan blade tips. - A housing for the OGV assembly. - AGB/TGB mount fittings and links.

The fan inlet case is a weldment structure and it is attached to the fan frame outer front flange with bolts. The outer surface has flanges and ribs to give more strength to the case during engine operation and to provide attachment for equipment brackets. It also has 2 hoisting points, at the 2 and 10 o’clock positions, for ground handling purposes, 2 AGB mounts and various other mounting devices for engine equipment. The fan inlet case is made up of two sections : - The upstream fan inlet case. - The downstream fan inlet case.


TOC


Page 116 Sep 04

CFM56-5B

DOWNSTREAM FAN INLET CASE

TRAINING MANUAL

MONTING FLANGE

UPSTREAM FAN INLET CASE FAN FRAME

OUTER FLANGES

OGV ASSEMBLY

ACOUSTICAL PANELS

ABRADABLE LINER

AGB/TGB MOUNT

FWD FAN INLET COWL MOUNTING FLANGE

OUTER RIBS

FAN INLET CASE ASSEMBLY

CTC-214-041-02


TOC



Page 117 Sep 04

CFM56-5B

TRAINING MANUAL

FAN FRAME MODULE (CONTINUED) The upstream fan inlet case The upstream fan inlet case is a weldment structure made of steel alloy. The case is bolted onto the downstream fan case front flange. Its inner surface houses 6 forward acoustic panels, 6 fan mid acoustic panels and also provides an abradable shroud which faces the fan blade tips. The downstream fan inlet case The downstream inlet case is made of aluminium alloy. It supports the upstream fan inlet case and is bolted on the fan frame outer front flange. Its inner surface houses 12 aft acoustic panels. The downstream fan inlet case houses the OGV assembly.


TOC


Page 118 Sep 04

CFM56-5B

FAN AFT ACOUSTICAL PANELS

UPSTREAM FAN INLET CASE

TRAINING MANUAL

DOWNSTREAM FAN INLET CASE

FAN FRAME CASING

FAN FORWARD ACOUSTICAL PANELS ABRADABLE SHROUD FAN MID ACOUSTICAL PANELS

FRONT ENGINE MOUNT

OUTLET GUIDE VANE

FAN INLET CASE DESIGN

CTC-214-043-02


TOC



Page 119 Sep 04

CFM56-5B

TRAINING MANUAL

FAN FRAME MODULE (CONTINUED) The Outlet Guide Vane (OGV) The OGV assembly is housed in the downstream fan inlet case and its purpose is to direct and smooth the secondary airflow to increase thrust efficiency. It also plays a role in noise reduction. The assembly consists of the fan OGV inner shroud and 34 twin vanes, made of composite material with a metallic leading edge.

There are 2 unplugged holes on the inner shroud, between the 3 and 4 o’clock positions, to enable borescope inspection of the booster vane assemblies. One is located between the OGV’s at the stage 3 vane assembly and the other at the stage 5 vane assembly.

The inner shroud rear flange is bolted to the fan frame and its forward outer surface contains 34 apertures to allow passage of the vane inner platforms. The vane inner platforms are axially retained by the inner face of the fan OGV inner shroud. The vane outer platforms are bolted to the downstream fan inlet case. A splitter fairing, which separates the primary and secondary airflows, is bolted onto the fan OGV inner shroud forward flange.


TOC


Page 120 Sep 04

CFM56-5B

UNPLUGGED BORESCOPE HOLE

OUTER GUIDE VANE

OGV INNER SHROUD

TRAINING MANUAL

UNPLUGGED BORESCOPE HOLE

OUTER PLATFORM

S05

3

S0 OGV SPLITTER FAIRING

INNER PLATFORM

FAN OUTLET GUIDE VANES

CTC-214-044-03


TOC



Page 121 Sep 04

CFM56-5B

TRAINING MANUAL

FAN FRAME MODULE (CONTINUED) The fan frame The fan frame is the main forward structural component of the engine. It is a weldment structure made of steel alloy. Some of its main purposes are : - To take up loads from the fan and booster module, through the No 1 & 2 bearing support, on its front face. - To provide mounting for the HPC and to take up the loads, through the No 3 bearing support, on its rear face. - To take up loads from the T/R, through an adaptor ring, on its rear inner and outer flanges. - To provide attachment for the rear of the booster, on its front flange. - To provide the engine thrust to the pylon. - Provides attachments for the forward engine mounts, front handling trunnions and lifting points.


TOC


Page 122 Sep 04

CFM56-5B

TRAINING MANUAL

THRUST REVERSER LOAD TAKE-UP ENGINE FORWARD MOUNTS PROVIDE THRUST TO THE PYLON

BOOSTER MODULE ATTACHMENT

HPC CASING MOUNTING

No 1 AND No 2 BEARING SUPPORT LOAD TAKE-UP No 3 BEARING SUPPORT LOAD TAKE-UP

FAN FRAME MAIN PURPOSES

CTC-214-045-02


TOC



Page 123 Sep 04

CFM56-5B

TRAINING MANUAL

FAN FRAME MODULE (CONTINUED) The fan frame The fan frame is made of concentric rings linked by 12 radial hollow struts that house various equipment and lines. It consists of : - The outer case. - The radial struts. - The mid-box structure. - The center hub. The primary airflow from the booster delivery is ducted to the HPC between the center hub and the mid-box structure. The secondary flow from the fan blade delivery is ducted to the nacelle C ducts through the outer case and the mid-box structure.


TOC


Page 124 Sep 04

CFM56-5B

TRAINING MANUAL

OUTER CASE

SECONDARY AIRFLOW RADIAL STRUTS

CENTER HUB PRIMARY AIRFLOW FORWARD LOOKING AFT

MID-BOX STRUCTURE

FAN FRAME DESIGN

CTC-214-046-01


TOC



Page 125 Sep 04

CFM56-5B

TRAINING MANUAL

FAN FRAME MODULE (CONTINUED) The fan frame outer case On the fan frame outer case surface are : - 2 ground handling trunnions. - The Transfer Gearbox (TGB) mounting pad, at the 6 o’clock position. - The engine data plate, at the 3 o’clock position. The outer case front flange supports and centers the fan inlet case. Its rear flange accommodates the thrust reverser adaptor ring. The inner surface of the outer case is the outer wall of the secondary airflow and is lined with acoustic panels.


TOC


Page 126 Sep 04

CFM56-5B

T/R ADAPTOR RINGS

TRAINING MANUAL

FAN INLET CASE SECURING FLANGE

FRONT HANDLING TRUNNION

1 TURBOREACTEUR

CFM56

DGAC AGREMENT DE PRODUCTION N°

N° D'ORDRE CONFIG

TURBOFAN FAA TC N° FAA PRODUCTION C N° SERIAL N°

N° C.T. DGAC

RATED TO MODEL CONFIGURATION IDENTIFIED BELOW POUSSEE POUSSEE TAKE OFF MAXI CONT N1 DECOL MAXI CONT THRUST THRUST TRIM (daN) (daN) (lb) (lb)

IMSP. CONTR

MFD BY FAB PAR COMPLY

ENGINE DATA PLATE

SERV BUL

TGB

DATE

FAN FRAME OUTER CASE

CTC-214-047-02


TOC



Page 127 Sep 04

CFM56-5B

TRAINING MANUAL

FAN FRAME MODULE (CONTINUED) The radial struts The radial struts give structural strength to the fan frame. There are 12 hollow struts, numbered 1 to 12 in a clockwise direction (ALF), where No 1 is at the 12 o’clock position. In the primary flowpath and in the secondary flowpath, the vertical and horizontal struts (Nos 1, 4, 7 and 10) have a wider cross section; all the other struts have a narrow cross section to reduce drag losses. All the others have the same narrow cross section as in the primary airflow. The hollow radial struts provide passages for the following equipment : - The No 1 bearing vibration sensor cable (strut No 4). - The N1 speed sensor and the forward sump oil drain (strut No 6). - The TGB radial drive shaft and scavenge tube (strut No 7). - The forward sump oil supply tube (strut No 10).


TOC


Page 128 Sep 04

CFM56-5B

TRAINING MANUAL

AFT LOOKING FORWARD

MID BOX STRUCTURE

PRIMARY AIRFLOW

1 12

SECONDARY AIRFLOW

2

11

No 1 BEARING VIBRATION SENSOR CABLE

3

STRUT 4

10 FORWARD SUMP OIL SUPPLY TUBE

OUTER CASING 9

HUB

5

8

6 7 N1 SPEED SENSOR AND DRAIN CAVITY

OUTER RADIAL DRIVE SHAFT HOUSING AND OIL SCAVENGE TUBE

FAN FRAME RADIAL STRUTS

CTC-214-048-03


TOC



Page 129 Sep 04

CFM56-5B

TRAINING MANUAL

FAN FRAME MODULE (CONTINUED) The mid-box structure The mid-box structure is located between the primary and secondary airflows. The structure incorporates 12 struts extending down to the center hub outer surface. The compartments formed between the adjacent struts, house eleven variable bleed valves (VBV’s) and one master VBV, which is located between struts 10 and 11.

NOTE : Slides are installed in the mid-box structure that direct primary air to fan duct panels installed between the struts. The panels have a series of deflectors, to redirect the primary air into the secondary airflow when the VBV doors are opened. When the VBV doors are closed, the primary airflow is ducted between the mid-box structure and the fan frame center hub.

The T2.5 sensor is housed in the mid-box structure between struts 6 and 7. The forward face outer flange of the mid-box structure accommodates the OGV inner shroud assembly. The forward face inner flange of the mid-box structure attaches the booster stator flange. The rear face inner flange of the mid-box structure is connected to the HPC casing. The rear face of the mid-box structure is also connected to the front engine mount (upper part). EFFECTIVITY ALL CFM56-5B ENGINES FOR A318-A319-A320-A321 CFMI PROPRIETARY INFORMATION

TOC


Page 130 Sep 04

CFM56-5B

TRAINING MANUAL

STRUT 11

STRUT 10 VBV COMPARTMENTS

SECONDARY AIRFLOW

PRIMARY AIRFLOW

AFT LOOKING FORWARD

MID-BOX STRUCTURE

MID-BOX STRUCTURE

CTC-214-050-03


TOC



Page 131 Sep 04

CFM56-5B

TRAINING MANUAL

FAN FRAME MODULE (CONTINUED) The center hub The center hub front face has threaded holes for bolts, which hold the No 1 & 2 bearing support. The rear face holds the Inlet Gearbox (IGB), No 3 bearing assembly and the rear stationary air/oil seal. The stationary air/oil seal, together with its pressurization air supply ring, forms the rear limit of the forward sump. The center hub has various apertures for the passage of bleed air. On its front face, there are 3 air tappings which supply booster delivery air to the pressurizing air tubes for the forward stationary air/oil seal. On its outer wall, there are 4 air tappings which supply booster delivery air to the mid-sump pressurization seals.


TOC


Page 132 Sep 04

CFM56-5B

TRAINING MANUAL

BOOSTER AIR TAPPINGS TO FWD STATIONARY AIR/OIL SEAL (3)

REAR STATIONARY AIR/OIL SEAL

BOOSTER AIR TAPPINGS TO MID-SUMP PRESSURIZATION SEAL (4) FORWARD STATIONARY AIR/OIL SEAL

FAN FRAME CENTER HUB

CTC-214-052-02


TOC



Page 133 Sep 04

CFM56-5B

TRAINING MANUAL

FAN FRAME MODULE (CONTINUED) The radial drive shaft housing Strut No 7, at the 6 o’clock position, contains both the forward sump scavenge tube and the Radial Drive Shaft (RDS) housing. The RDS housing is a two piece assembly, made up of inner and outer housings, that is installed alongside the oil scavenge tube. The inner and outer housings are tubes fitted together with O-rings. The inner housing has a rabbet diameter, which is bonded to the strut and must be heated in order to remove it from the strut. The RDS is the mechanical rotating link between the Inlet Gearbox (IGB) and the Transfer Gearbox (TGB). At the shaft’s center there is a mid-length roller bearing. The outer race of the bearing is the outer housing inner diameter.


TOC


Page 134 Sep 04

CFM56-5B

TRAINING MANUAL

RADIAL DRIVE SHAFT

INNER RADIAL DRIVE SHAFT HOUSING FAN FRAME THICK STRUT (6 O'CLOCK)

OIL SCAVENGE TUBE SHAFT MID-LENGTH ROLLER BEARING

OUTER RADIAL SHAFT HOUSING

RADIAL DRIVE SHAFT HOUSING

CTC-214-053-01


TOC



Page 135 Sep 04

CFM56-5B

TRAINING MANUAL



TOC


Page 136 Sep 04

CFM56-5B

TRAINING MANUAL

CORE ENGINE MAJOR MODULE


TOC


CORE ENGINE MAJOR MODULE BASIC ENGINE

Page 137 Sep 04

CFM56-5B

TRAINING MANUAL

CORE ENGINE MAJOR MODULE The core engine is a high pressure, high speed, gas generator that produces the power to drive the engine. Fan discharge air is compressed in the High Pressure Compressor (HPC), heated and expanded in the combustion chamber. It is then directed by the High Pressure Turbine (HPT) nozzles onto the HPT rotor. Energy not extracted from the gas stream by the HPT rotor is used to drive the Low Pressure Turbine (LPT), fan rotors and booster. In running conditions, the core engine also provides a torque to drive the accessories installed on the AGB. During engine start an Air Starter drives the core engine through the accessory drive system.

The core engine consists of the following : The HPC. - HPC rotor. - HPC front stator. - HPC rear stator. The combustion section. - Combustor casing. - Combustion chamber. The HPT. - HPT nozzle. - HPT rotor. - HPT shroud & Stage 1 LPT nozzle.

The forward end of the core is supported by the No 3 ball and roller bearings, located in the Fan Major Module. The aft end is supported by the No 4 roller bearing, located in the LPT Major Module.


TOC


Page 138 Sep 04

CFM56-5B

TRAINING MANUAL

COMBUSTION CASE

HIGH PRESSURE COMPRESSOR STATOR

COMBUSTOR HIGH PRESSURE TURBINE NOZZLES FUEL NOZZLES

HPC STATOR

HIGH PRESSURE TURBINE SHROUDS STAGE 1 LPT NOZZLES

HIGH PRESSURE COMPRESSOR ROTOR

IGB & No 3 BEARING No 4 BEARING

HPC ROTOR

HIGH PRESSURE TURBINE ROTOR AIR DUCT

CORE ENGINE MAJOR MODULE

CTC-214-071-02


TOC



Page 139 Sep 04

CFM56-5B

TRAINING MANUAL



TOC


Page 140 Sep 04

CFM56-5B

TRAINING MANUAL

HIGH PRESSURE COMPRESSOR


TOC


HIGH PRESSURE COMPRESSOR BASIC ENGINE

Page 141 Sep 04

CFM56-5B

TRAINING MANUAL

THE HIGH PRESSURE COMPRESSOR (HPC) The HPC is a 9-stage compressor and its main purpose is to increase the pressure of the air as it passes from stage to stage, to supply the combustor section. The HPC also has pipe connections that duct 4th, 5th, and 9th stage bleed air for both engine and aircraft use. The HPC is mounted between the fan frame and the combustor case. It consists of the following modules : - The compressor rotor. - The compressor front stator. - The compressor rear stator.


TOC


Page 142 Sep 04

CFM56-5B

TRAINING MANUAL

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

4th. STAGE BLEED AIR


HP COMPRESSOR SECTION

CTC-214-072-02


TOC




Page 143 Sep 04

CFM56-5B

TRAINING MANUAL



TOC


Page 144 Sep 04

CFM56-5B

TRAINING MANUAL

COMPRESSOR ROTOR


TOC


COMPRESSOR ROTOR BASIC ENGINE

Page 145 Sep 04

CFM56-5B

TRAINING MANUAL

THE HIGH PRESSURE COMPRESSOR The compressor rotor The compressor rotor increases the velocity of fan booster discharge air, which is pressurized by the stator before entering the combustion section. It is housed in the compressor case and the rotor front end is supported by the No 3 bearing. Its rear end is bolted to the HPT front shaft, through the rear rotating (CDP) air seal.


TOC


Page 146 Sep 04

CFM56-5B

TRAINING MANUAL

REAR ROTATING (CDP) AIR SEAL FRONT SHAFT SUPPORTED BY THE No 3 BEARING HPT FRONT SHAFT

HP COMPRESSOR ROTOR

CTC-214-073-02


TOC



Page 147 Sep 04

CFM56-5B

TRAINING MANUAL

THE HIGH PRESSURE COMPRESSOR (CONTINUED) The compressor rotor (continued) The HPC rotor is a 9-stage, axial flow, high speed, spooldisk structure. The rotor has 5 major parts : - The rotor shaft. - The stage 1-2 spool. - The stage 3 disk. - The stage 4-9 spool. - The rear rotating (CDP) air seal. The rotor shaft, disk, and spools connect at a singlebolted joint to form a smooth, rigit unit. The flange of the HPC rotor shaft is bolted between the 1-2 spool and the stage 3 disk.


TOC


Page 148 Sep 04

CFM56-5B

TRAINING MANUAL

STAGE 4-9 SPOOL STAGE 3 DISK

REAR ROTATING (CDP) AIR SEAL

STAGE 1-2 SPOOL

STAGE 4-9 SPOOL

STAGE 1-2 SPOOL

ROTOR SHAFT STAGE 1 BLADES

STAGE 9 BLADES

STAGE 3 DISK HPC ROTOR SHAFT

CTC-214-074-02

HP COMPRESSOR ROTOR DESIGN


TOC

REAR ROTATING (CDP) AIR SEAL



Page 149 Sep 04

CFM56-5B

TRAINING MANUAL

THE HIGH PRESSURE COMPRESSOR (CONTINUED) The rotor shaft The rotor shaft is the forward support for the HPC. It is made of titanium alloy. The shaft is splined and attached to the IGB horizontal bevel gear by a coupling nut. The IGB contains the thrust bearing for the core engine. The shaft forward end is threaded and has 2 machined slots for installation of a retaining ring to provide locking to the coupling nut. The shaft also has 2 pilot lands to center the IGB bevel gear. The shaft has holes machined at the rear to allow booster air to pass for internal cooling.


TOC


Page 150 Sep 04

CFM56-5B

TRAINING MANUAL

SEATING SHOULDER COOLING AIR HOLE SPLINES

LOCKING SLOTS

PILOT LANDS

THREADS

HPC ROTOR SHAFT

CTC-214-076-01


TOC



Page 151 Sep 04

CFM56-5B

TRAINING MANUAL

THE HIGH PRESSURE COMPRESSOR (CONTINUED) The stage 1-2 spool

The stage 3 disk

The stage 1-2 spool is cantilever mounted on the front face of the rotor shaft flange.

The stage 3 disk mates with the rotor shaft flange and supports the stage 4-9 spool.

The spool is a titanium alloy forging and is assembled by a welding process.

It is made of titanium alloy.

There are inter-stage labyrinth seals machined on the spool, which face abradable structures on the stator assembly in order to optimize flow path sealing and HPC performance. The spool has individual axial slots for blade installation : - Stage 1 has 38 blades. - Stage 2 has 53 blades.

Its outer rim has individual axial dovetail slots for blade installation. There are 60 blades. Retainer hooks are machined on either side of the disk to provide a slot for the installation of split-ring type blade retainers.

In order to prevent imbalance and engine vibration, the spool 1 and 2 outer diameter is drilled with 2 holes. These 2 holes allow oil to exit the spool in the event of an oil leak on the IGB.


TOC


Page 152 Sep 04

CFM56-5B

TRAINING MANUAL

OIL EXIT HOLES STAGE 3 DISK

RETAINER HOOKS DOVETAIL SLOT

STAGE 1-2 SPOOL

STAGE 3 DISK HUB INTER-STAGE LABYRINTH SEALS

INTER-STAGE LABYRINTH

HPC ROTOR SHAFT STAGE 3 DISK BORE STAGE 1

CTC-214-077-02

HPC STAGE 1-2 SPOOL AND STAGE 3 DISK


TOC

STAGE 2



Page 153 Sep 04

CFM56-5B

TRAINING MANUAL

THE HIGH PRESSURE COMPRESSOR (CONTINUED) Spool 1 and 2 and disk 3 (continued) Blade retention The front spool and disk blade retention system is similar for all three stages. The blades all have dovetail roots that slide into individual dovetail slots. The blades are held in place by a ring blade retainer that engages into a retainer slot for stage one. The stage 2 and 3 blades are held in place by a forward and a rear ring retainer that engage into retainer slots.


TOC


Page 154 Sep 04

CFM56-5B

HPC STAGE 1

TRAINING MANUAL

HPC STAGE 2

STAGE 2 RING RETAINER



HPC STAGE 3 STAGE 3 RING RETAINER

CTC-214-079-01

HPC FRONT BLADE RETENTION SYSTEM


TOC



Page 155 Sep 04

CFM56-5B

TRAINING MANUAL

THE HIGH PRESSURE COMPRESSOR (CONTINUED) The stage 4-9 spool The HPC stage 4-9 spool is bolted onto the stage 3 disk rear face and its aft flange accommodates the rear rotating air seal disk. It is made from a nickel alloy. There are a series of labyrinth seal teeth on the spool outer structure, between each stage, which face an abradable structure on the stator assembly.


TOC


Page 156 Sep 04

CFM56-5B

TRAINING MANUAL

STAGE 4-9 SPOOL

AIR SEAL DISK STAGE 4-9 SPOOL

STAGE 3 DISK

HPC STAGE 4-9 SPOOL

CTC-214-080-02


TOC



Page 157 Sep 04

CFM56-5B

TRAINING MANUAL

THE HIGH PRESSURE COMPRESSOR (CONTINUED) The stage 4-9 spool (continued) The outer surface of the 4-9 spool has 6 circumferential dovetail grooves for installation of the blades. Each groove has: - A loading slot for blade installation. - 2 slots for the installation of locking lugs used to immobilize the blades. For balancing purposes, the position of the locking lugs is shifted between stages : - Stages 4 and 5 180° apart. - Stages 5 and 6 60° apart. - Stages 6 and 7 180° apart. - Stages 7 and 8 60° apart. - Stages 8 and 9 180° apart. 2 seal wires are installed forward and aft of the groove and make contact with the underside of the blade platforms at installation.

The stage 4-9 blades fit into the circumferential dovetail grooves on the spool : - Stage 4 has 68 blades. - Stage 5 has 75 blades. - Stages 6 & 7 have 82 blades. - Stage 8 has 80 blades. - Stage 9 has 76 blades. The blade tips are machined to reduce contact surface rubbing (squealer tip). Their platforms can be either wide or narrow to adjust circumferential clearance. On each stage there are 4 blades, which have cut-outs on their platforms to accommodate the blade locking lugs.

These seal wires ensure flow path sealing.


TOC


Page 158 Sep 04

CFM56-5B

TRAINING MANUAL

STAGE 4 TO 9 HPC BLADES

DETAIL

A

PLATFORM CUT-OUT

A

BLADE LOCKING LUGS

SEAL WIRES

BLADE LOADING SLOT

CTC-214-081-01

HPC REAR SPOOL BLADE RETENTION SYSTEM


TOC



Page 159 Sep 04

CFM56-5B

TRAINING MANUAL

THE HIGH PRESSURE COMPRESSOR (CONTINUED) Rotor blades design All the blades are squealer tip types and stage 1 blades have an integral stiffener. Stage 1-3 blades are made of titanium alloy. Stage 4-9 blades are made of nickel alloy. The upper portion of the airfoil is coated with tungsten carbide, on its concave side, to limit erosion. The blade roots have an aluminum bronze (Al-Br) coating on their mating faces.


TOC


Page 160 Sep 04

CFM56-5B

TRAINING MANUAL

FILLET RADIUS

SQUEALER TIP

TUNGSTEN CARBIDE COATING (CONCAVE SIDE ONLY)

STIFFENER

TUNGSTEN CARBIDE EROSION COATING (CONCAVE SIDE ONLY)

TUNGSTEN CARBIDE COATING (CONCAVE SIDE ONLY)

AL-BR COATING AL-BR COATING

RTV IDENT NUMBER

STAGE 1

IDENT NUMBER

STAGE 2-3

IDENT NUMBER STAGE 4 TO 9

COLLOIDAL GRAPHITE (2 PLACES)

ROTOR BLADES DESIGN

CTC-214-083-02


TOC

RTV



Page 161 Sep 04

CFM56-5B

TRAINING MANUAL

THE HIGH PRESSURE COMPRESSOR (CONTINUED) The rear rotating air seal The compressor rotor rear rotating (CDP) air seal is a one-piece nickel alloy forged part, with abrasive protection-coated labyrinth seal teeth. The CDP seal is attached to the aft flange of the stage 4-9 spool by a tight-fitting rabbeted diameter. The seal is axially clamped by the bolts and nuts which hold the forward flange of the HPT shaft to the compressor. Its outer rim has labyrinth teeth to control CDP air supply to a downstream compartment for HP rotor axial balancing.


TOC


Page 162 Sep 04

CFM56-5B

HP TURBINE SHAFT FRONT FLANGE

TRAINING MANUAL

SEAL TEETH

SEAL TEETH

HPC REAR ROTATING (CDP) AIR SEAL

HPC REAR ROTATING AIR SEAL

CTC-214-084-02


TOC



Page 163 Sep 04

CFM56-5B

TRAINING MANUAL

THE HIGH PRESSURE COMPRESSOR (CONTINUED) The rotor air duct The rotor air duct is a titanium alloy sleeve running through the entire length of the HP rotor assembly to isolate the LP Turbine shaft from the HP rotor cavity. The tungsten carbide coated front end fits into the bore of the compressor front shaft and the aft end fits into the center bore of the HP Turbine rotor assembly, forward of the No 4 bearing. The aft end is designed to allow pressurizing airflow to the rear sump. An aluminium bronze seal ring fits in a circumferential groove, for local sealing, and a series of circular apertures is provided to route aft sump pressurization air through the HP rotor assembly.


TOC


Page 164 Sep 04

CFM56-5B

TRAINING MANUAL

CIRCUMFERENTIAL GROOVE

SUPPORT LUGS

FORWARD MATING SURFACE

PRESSURIZING AIRFLOW HOLES

HPC ROTOR AIR DUCT

SUPPORT LUGS

ROTOR SHAFT

ROTOR AIR DUCT

CTC-214-159-00


TOC



Page 165 Sep 04

CFM56-5B

TRAINING MANUAL



TOC


Page 166 Sep 04

CFM56-5B

TRAINING MANUAL

COMPRESSOR FRONT STATOR


TOC


COMPRESSOR FRONT STATOR BASIC ENGINE

Page 167 Sep 04

CFM56-5B

TRAINING MANUAL

THE HIGH PRESSURE COMPRESSOR (CONTINUED) The front stator The compressor stator changes the air velocity produced by the rotor into pressure. The front case forms the load carrying structure between the fan frame and the combustion case. The front case is made up of two halves with horizontal split-line flanges that are machined as a matched set from a steel forging. The HPC front stator is constructed with an upper case and a lower case. The front stator assembly consists of : - The stator case halves. - The inlet guide vanes (IGV). - The variable stator vanes (VSV), stages 1, 2 and 3. - The fixed stator vanes stages 4 and 5. - The VSV actuation system. The inner surface is machined to provide a smooth air flowpath through stages 1 to 5.


TOC


Page 168 Sep 04

CFM56-5B

TRAINING MANUAL

FAN FRAME

VARIABLE STATOR STAGES

UPPER CASE

VSV ACTUATOR

FIXED STATOR STAGES

COMBUSTOR CASE

SPLIT LINE HPC STATOR CASE

LOWER CASE VSV ACTUATOR INLET GUIDE VANES

HPC FRONT STATOR ASSY

CTC-214-085-01


TOC



Page 169 Sep 04

CFM56-5B

TRAINING MANUAL

THE HIGH PRESSURE COMPRESSOR (CONTINUED) The front stator case The upper and lower cases of the HPC front stator are bolted together. They have ports at the 4th and 5th stages to accommodate pipes that supply bleed air for both engine and aircraft use. Bleed air from the 4th stage is extracted for High Pressure Turbine (HPT) cooling and clearance control and for Low Pressure Turbine (LPT) cooling. Bleed air from the 5th stage ports is for customer use. There are also a series of plugged ports alongside the casing, at approximately the 5 o’clock position, for borescope inspection of the rotor blades (one port per stage). The outer case has individual raised bosses at the IGV and stages 1, 2 and 3. The outer case is thin to save weight, so the bosses add extra depth to accommodate the variable vane trunnions.


TOC


Page 170 Sep 04

CFM56-5B

HPC FRONT STATOR ASSY

TRAINING MANUAL

UPPER CASE

4 TH STAGE BLEED FOR LPT1 NOZZLE COOLING (x4)

BLEED PORTS

BORESCOPE PORTS CUSTOMER BLEED

HPC ROTOR ASSY

BORESCOPE PORTS LOWER CASE

HPC FRONT STATOR DESIGN

CTC-214-087-02


TOC



Page 171 Sep 04

CFM56-5B

TRAINING MANUAL

THE HIGH PRESSURE COMPRESSOR (CONTINUED) Variable stator vane stages outer end connection. The IGV and stages 1, 2 and 3 are variable vanes installed individually through the HPC front case. The vanes are made of a steel alloy. The vane’s outer trunnion passes through the bosses in the outer case. Its radial position is adjusted by an inner washer and the upper pivot is protected by an outer bushing. It is then connected to a lever arm and secured by a washer and nut. The lever arm connects to actuation rings around the outer surface of the front case. Fixed links, which are bolted to upper and lower actuation rings, form the connection to the bellcrank assemblies. The upper and lower actuation rings are connected to the lever arms on the variable vanes.


TOC


Page 172 Sep 04

CFM56-5B

TRAINING MANUAL

THREADED BUSHING

IGV STG 1 STG 2

NUT

OUTER WASHER

STG 3

LEVER ARM

OUTER BUSHING

ACTUATION RING STATOR CASE INNER WASHER TRUNNION

BOLT

GUIDE

HEADED PIN

UPPER ACTUATION RING CONNECTING LINK BUSHING

STRAIGHT PIN

LOWER ACTUATION RING THREADED HOLES

VANE

VSV OUTER END CONNECTION

CTC-214-088-01


TOC



Page 173 Sep 04

CFM56-5B

TRAINING MANUAL

THE HIGH PRESSURE COMPRESSOR (CONTINUED) Variable stator vane stages inner end connection All stages of vanes have a shroud on their inner diameter. There are 2 IGV shroud segments, the upper and the lower, which can be separated into forward and aft halves. They are made of aluminium alloy. The forward and aft IGV shroud sections are a matched set bolted together to form a segment. The inner end of the inlet guide vane fits into an inner trunnion bushing installed in holes in the shroud segments.


TOC


Page 174 Sep 04

CFM56-5B

TRAINING MANUAL

IGV INNER END

INNER TRUNNION BUSHING

BOLT NUT AFT SECTION

FORWARD SECTION

UPPER SHROUD HALVES

CTC-214-089-01

INLET GUIDE VANE INNER END CONNECTION


TOC



Page 175 Sep 04

CFM56-5B

TRAINING MANUAL

THE HIGH PRESSURE COMPRESSOR (CONTINUED) Variable stator vane stages inner end connection Stages 1, 2 and 3 vanes are mounted in a similar way to the IGV’s, but the shroud segments are smaller. Stages 1 and 2 hold seven vanes each and stage 3 holds eight vanes. Two bushings fitted at the outer ends of the segments have a small cutout to allow insertion of headed pins, which lock the shroud segments in position. At the pin locations, the vanes have a machined slot on their inner pivot which allows their rotation and also pin insertion. The bushings and pins are held in place by the installation of a honeycomb seal, which slides into slots machined on the shroud. The honeycomb seals face the rotor teeth to make interstage seals that prevent air leakage from the flowpath.


TOC


Page 176 Sep 04

CFM56-5B

TRAINING MANUAL

VANE HEADED PINS SHROUD

HEADED PIN

INNER BUSHING INNER BUSHINGS SEAL

CTC-214-090-01

VSV SHROUD SEGMENTS INSTALLATION


TOC



Page 177 Sep 04

CFM56-5B

TRAINING MANUAL

THE HIGH PRESSURE COMPRESSOR (CONTINUED) Fixed stator vane stages 4 and 5 There are 2 circumferential grooves machined inside the front stator case to accommodate stator vane sectors at stages 4 and 5. The stage 4 sectors have 9 vanes. The stage 5 sectors have 8 vanes. The vanes are made of a steel alloy. The stator vane sectors slide into the circumferential grooves on their outer platform rail with segment guides. The sectors inner platform rail accommodates a honeycomb shroud, which faces labyrinth seal teeth to prevent air leakage from the flowpath. Slots are machined at the end of the circumferential grooves to accommodate an anti-rotation stop for sector retention.


TOC


Page 178 Sep 04

CFM56-5B

OUTER PLATFORM RAIL

TRAINING MANUAL

SEAL SHROUD

SEGMENT GUIDES

STATOR VANE SECTOR INNER PLATFORM RAIL

SEGMENT GUIDES

VANES BRAZED JOINTS

TRAILING EDGE

SEGMENT GUIDES

SEAL SHROUD

SEAL SLOTS

STAGE 5

ANTI-ROTATION STOP

CTC-214-091-02

HPC VANE SECTOR INSTALLATION


TOC



Page 179 Sep 04

CFM56-5B

TRAINING MANUAL

THE HIGH PRESSURE COMPRESSOR (CONTINUED) The VSV actuation system Actuation of the variable vanes is achieved through hydro-mechanically actuated bellcrank assemblies. The bellcrank assemblies are installed on the front compressor stator at the 2 and 8 o’clock positions. A guide installed on the actuation rings makes contact with a polished surface on the stator case and ensures a smooth gliding action of the rings movement.


TOC


Page 180 Sep 04

CFM56-5B

VSV ACTUATOR

TRAINING MANUAL

LEVER ARM

ACTUATION RING BELLCRANK ASSEMBLIES

VSV ACTUATION SYSTEM

CTC-214-092-02


TOC

VSV ACTUATOR



Page 181 Sep 04

CFM56-5B

TRAINING MANUAL



TOC


Page 182 Sep 04

CFM56-5B

TRAINING MANUAL

COMPRESSOR REAR STATOR


TOC


COMPRESSOR REAR STATOR BASIC ENGINE

Page 183 Sep 04

CFM56-5B

TRAINING MANUAL

THE HIGH PRESSURE COMPRESSOR (CONTINUED) The rear stator The HPC rear stator plays a role in increasing the air pressure delivered to the combustion section. The rear stator houses three fixed vanes stages 6-8 and is installed inside the front stator casing. The HPC fixed vane stage 9 is part of the combustion case. The rear stator aft flange is cantilever mounted on the inner flange of the rear stator support. The rear stator support outer flange is installed between the front stator and the combustor case. All flanges are close tolerance rabbeted diameters and are bolted to make a strong assembly. The forward end of the rear stator assembly is held radially by a pilot diameter at stage 5 of the front stator case. This gives accurate concentricity between the front and rear stator case assemblies.


TOC


Page 184 Sep 04

CFM56-5B

TRAINING MANUAL

REAR STATOR SUPPORT

HPC REAR STATOR CASING STAGE 6-8

RABBETED DIAMETER

STAGE 6 VANE SLOT

PILOT DIAMETER STAGE 9

HPC REAR STATOR

CTC-214-094-02


TOC



Page 185 Sep 04

CFM56-5B

TRAINING MANUAL

THE HIGH PRESSURE COMPRESSOR (CONTINUED) The rear stator (continued) The rear stator case is made up of two halves bolted together at their 3 and 9 o’clock split-line flanges. The casing halves are a matched set machined from a zinc-nickel-cobalt alloy forging. The casings have internal machined circumferential slots that hold the fixed vanes of stages 6, 7 and 8. The vanes are assembled into segments and each stage has 10 segments. Each casing half is equipped with an anti-rotation stop, which keeps the segments in position. All stages of vanes have a honeycomb shroud on their inner diameter that faces rotor seal teeth to make interstage air seals. The casing has borescope ports for inspection of internal areas.


TOC


Page 186 Sep 04

CFM56-5B

TRAINING MANUAL

ANTI-ROTATION STOP

SHROUD

STAGE 6 VANE SEGMENT

GUIDES

STAGE 7

STAGE 8

BORESCOPE PORTS

SPLIT FLANGE

HPC REAR STATOR ASSEMBLY

CTC-214-095-03


TOC

SPLIT FLANGE



Page 187 Sep 04

CFM56-5B

TRAINING MANUAL

THE HIGH PRESSURE COMPRESSOR (CONTINUED) Borescope ports There are 9 plugged borescope ports on the lower stator case, at approximately the 5 o’clock position, and they are numbered S1 thru S9, where S1 is the most forward. S7, S8 and S9 plugs have a particular design. They are double plugs. The inner thread engages the HPC rear stator case, while the outer thread is tightened on the HPC case. A spring-loaded system enables the outer plug to drive the inner plug. Both the inner and outer plugs have specific torque values.


TOC


Page 188 Sep 04

CFM56-5B

S6 FWD

S5

TRAINING MANUAL

S4 S3 S2 S1

TOP VERTICAL

S9

S1 TO S9

S8

AFT LOOKING FORWARD

S7

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

S6

S5

S4

S3

S2

S1

HPC BORESCOPE PORTS

CTC-214-096-02


TOC

S7 S9 S8



Page 189 Sep 04

CFM56-5B

TRAINING MANUAL



TOC


Page 190 Sep 04

CFM56-5B

TRAINING MANUAL

COMBUSTION SECTION


TOC


COMBUSTION SECTION BASIC ENGINE

Page 191 Sep 04

CFM56-5B

TRAINING MANUAL

THE COMBUSTION SECTION The combustion section is located between the High Pressure Compressor (HPC) and the Low Pressure Turbine (LPT). Air from the HPC is mixed with fuel, supplied by 20 fuel nozzles. During the starting sequence, or when required, the mixture is ignited by 2 igniter plugs, in order to produce the necessary energy to drive the turbine rotors. Residual energy is converted into thrust. The combustion section also supplies HPC 9th stage bleed air for both aircraft and engine use.


TOC


Page 192 Sep 04

CFM56-5B

TRAINING MANUAL

FUEL NOZZLE x20 LPT STATOR IGNITER PLUGS x2 9th. STAGE BLEED AIR

ENERGY

HPTCC BLEED AIR

ANNULAR COMBUSTION CHAMBER

HIGH PRESSURE TURBINE

COMBUSTION SECTION

CTC-214-097-02


TOC



Page 193 Sep 04

CFM56-5B

TRAINING MANUAL

THE COMBUSTION SECTION (CONTINUED) The front face of the combustion casing is attached to the rear of the HPC case. Its rear face is bolted onto the LPT module front flange. The rear part of the combustion casing houses the High Pressure Turbine (HPT) module and stage 1 LPT nozzle. The combustion section consists of : - The combustion case. - The combustion chamber.


TOC


Page 194 Sep 04

CFM56-5B

TRAINING MANUAL

COMBUSTION CASE REAR FLANGE

COMBUSTION CASE COMBUSTION CASE FRONT FLANGE

HP TURBINE SECTION

COMBUSTION CHAMBER

COMBUSTOR INTERFACES

CTC-214-098-01


TOC



Page 195 Sep 04

CFM56-5B

TRAINING MANUAL



TOC


Page 196 Sep 04

CFM56-5B

TRAINING MANUAL

COMBUSTION CASE


TOC


COMBUSTION CASE BASIC ENGINE

Page 197 Sep 04

CFM56-5B

TRAINING MANUAL

THE COMBUSTION SECTION (CONTINUED) The combustion case The combustion case provides the structural interface between the HPC, the combustor and the LPT. It provides 9th stage bleed air for both engine and aircraft use. It incorporates the compressor Outlet Guide Vanes (OGV) and a diffuser, which slows down HPC airflow prior to delivering it into the combustion area, thus improving combustion efficiency. The combustion case features : - Mounting pads for fuel nozzles, pressure and temperature sensors and igniter plugs. - Mounting pads for air bleed for the customer, starting, clearance control and turbine cooling systems.


TOC

The combustion case is a weldment structure. The mounting pads accommodate 20 fuel nozzles around the outer surface and 2 igniters, which are at the 4 and 8 o’clock positions. The fuel nozzles are supplied by the following equipment, which is attached to the case : - A fuel supply manifold (Y-tubes). - 2 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 TBV, 1 for source and 1 for introduction (not shown).


Page 198 Sep 04

CFM56-5B

TRAINING MANUAL

COOLING AIR TO HPT SHROUD BORESCOPE BOSSES (4)

AFT FLANGE

DIFFUSER

FUEL NOZZLE PAD (20)

PS3 PAD (1)

OUTLET GUIDE VANES

BORESCOPE BOSSES (2) 9TH STAGE BLEED AIR

COOLING AIR TO LPT STAGE 1 IGNITER BOSS

FUEL NOZZLES (20) AND MANIFOLDS

COMBUSTION CASE DESIGN

CTC-214-099-02


TOC



Page 199 Sep 04

CFM56-5B

TRAINING MANUAL



TOC


Page 200 Sep 04

CFM56-5B

TRAINING MANUAL

COMBUSTION CHAMBER


TOC


COMBUSTION CHAMBER BASIC ENGINE

Page 201 Sep 04

CFM56-5B

TRAINING MANUAL

THE COMBUSTION SECTION (CONTINUED) The combustion chamber

The swirl nozzles and dome

The combustion chamber is a short annular structure housed in the combustion case.

The dome is made of both cast and machined components.

It is installed between the HPC stator stage 9 and the HPT nozzle.

It is bolted at its inner and outer ends to the liners and cowls.

The swirl nozzles and the liners, which provide additional combustion and cooling air, produce an efficient fuel/air mixture providing a uniform combustion pattern and low thermal stresses.

The dome contains the spectacle plate, which supports 20 primary swirl nozzles, 20 secondary swirl nozzles, sleeves and deflectors.

It consists of : - The swirl fuel nozzles and deflectors (the dome). - The outer and inner cowls. - The outer and inner liners.


TOC

The swirl nozzles, sleeves and deflectors mix air and fuel. The surface of the dome is cooled by a layer of air from the HPC discharge (CDP) airflow.


Page 202 Sep 04

CFM56-5B

TRAINING MANUAL

OUTER LINER

SPECTACLE PLATE HPT NOZZLE OUTER COWL

SWIRL FUEL NOZZLE

INNER LINER DEFLECTOR INNER COWL

SLEEVE

PRIMARY SWIRL NOZZLE

SECONDARY SWIRL NOZZLE

COMBUSTION CHAMBER

CTC-214-101-03


TOC



Page 203 Sep 04

CFM56-5B

TRAINING MANUAL

THE COMBUSTION SECTION (CONTINUED) The outer and inner cowls

The outer and inner liners

The outer and inner cowls form the front end of the combustor and are designed to give a constant and stable airflow to the combustion chamber.

The outer and inner liners are of an integral design with overhung panels which contain closely spaced holes for cooling purposes. To lower turbine inlet gas temperature, the liners also have dilution holes, which produce additional combustion and cooling air.

They are made from a nickel-chrome alloy and are attached to the forward end of the outer and inner liners and the dome by 80 bolts, which are tack welded at their heads. The tack weld must be carefully ground off in order to remove the bolts and separate the cowls from the liners and dome.

Both inner and outer liners have a thermal barrier coating on their inner surfaces. The outer liner has 2 ferrules for installation of the spark igniters and locator ridges* to ensure correct alignment with the combustion case. *NOTE : There is only one locator ridge on recent engines at the top vertical centerline position, but earlier versions have three, 120° apart.


TOC


Page 204 Sep 04

CFM56-5B

TRAINING MANUAL

OUTER LINER OUTER LINER

COOLING HOLES INNER COWL SWIRL NOZZLE

INNER LINER

INNER LINER

OUTER COWL

DILUTION HOLES LOCATOR RIDGE IGNITER FERRULE (2 LOCATIONS)

OUTER COWL

CTC-214-103-01

OUTER AND INNER COWLS AND LINERS


TOC

INNER COWL



Page 205 Sep 04

CFM56-5B

TRAINING MANUAL

THE COMBUSTION SECTION (CONTINUED) Outer and inner liners rear mounting. The inner liner rear flange is bolted to the High Pressure Turbine (HPT) forward inner nozzle support. The outer liner rear mounting flange is S-shaped and has a rabbeted diameter, which is pinched between the HPT nozzle vane outer platform and the combustion chamber outer casing. This allows for thermal expansion of the combustion chamber. The combustion chamber inner liner is connected to the HPT forward inner support by a flange of bolts.


TOC


Page 206 Sep 04

CFM56-5B

TRAINING MANUAL

OUTER LINER "S" SHAPED MOUNTING FLANGE

LOCATOR RIDGE

COMBUSTION CHAMBER FUEL NOZZLE

AFT SEAL

LUG RING

HPT NOZZLE

INNER LINER MOUNTING FLANGE

HPT FORWARD INNER NOZZLE SUPPORT CTC-214-105-02

OUTER AND INNER LINERS REAR MOUNTING


TOC



Page 207 Sep 04

CFM56-5B

TRAINING MANUAL

THE COMBUSTION SECTION (CONTINUED) Borescope ports There are 4 plugged borescope ports (S12, S13, S14, S15) around the combustion case, which enable inspection of the combustion chamber. Two other ports are available, using the spark igniter ports S10 and S11, which can also be used to inspect the High Pressure Turbine (HPT) blades.


TOC


Page 208 Sep 04

CFM56-5B

TRAINING MANUAL

BORESCOPE PORT LOCATIONS (ALF)

S12

S15 S13

COMBUSTION CASE

IGNITER (S10, S11)

COMBUSTION CASE BORESCOPE PORTS


TOC

S14

FWD

BORESCOPE PLUG S12, S13, S14, S15

CTC-214-106-02

S10 IGNITER

S11 IGNITER



Page 209 Sep 04

CFM56-5B

TRAINING MANUAL



TOC


Page 210 Sep 04

CFM56-5B

TRAINING MANUAL

HIGH PRESSURE TURBINE


TOC


HIGH PRESSURE TURBINE BASIC ENGINE

Page 211 Sep 04

CFM56-5B

TRAINING MANUAL

THE HIGH PRESSURE TURBINE (HPT) The HPT converts the kinetic energy of gasses from the combustion chamber into torque to drive the HPC. It is housed in the combustion case and is a single-stage air cooled assembly that consists of : - The HPT nozzle. - The HPT rotor. - The HPT shroud and stage 1 LPT nozzle.


TOC


Page 212 Sep 04

CFM56-5B

TRAINING MANUAL

COMBUSTOR CASE STAGE 1 LPT NOZZLE

HPT NOZZLE

HPT ROTOR

HPT SHROUD

THE HIGH PRESSURE TURBINE

CTC-214-107-03


TOC



Page 213 Sep 04

CFM56-5B

TRAINING MANUAL



TOC


Page 214 Sep 04

CFM56-5B

TRAINING MANUAL

HIGH PRESSURE TURBINE NOZZLE


TOC


HPT NOZZLE BASIC ENGINE

Page 215 Sep 04

CFM56-5B

TRAINING MANUAL

THE HIGH PRESSURE TURBINE The HPT nozzle The HPT nozzle directs the gas flow from the combustion chamber onto the blades of the HPT rotor at an angle that will give the greatest performance during all operating conditions. The HPT nozzle consists of : - 21 nozzle segments of 2 vanes each. - The forward and aft inner supports. - The aft outer stationary seal.


TOC


Page 216 Sep 04

CFM56-5B

TRAINING MANUAL

HPT NOZZLE X 21

AFT INNER SUPPORT

FWD INNER SUPPORT

BOLT SHIELD

OUTER STATIONARY SEAL

CTC-214-108-01

HIGH PRESSURE TURBINE NOZZLE ASSEMBLY


TOC



Page 217 Sep 04

CFM56-5B

TRAINING MANUAL

THE HIGH PRESSURE TURBINE (CONTINUED) The nozzle segments The 21 HPT nozzle segments are assemblies made up of 2 vanes brazed onto inner and outer platforms. Each vane is a cast shell divided into forward and aft cooling compartments by an inner rib. The vanes and platforms are cooled by CDP air, which enters the vane compartments through inserts in the inner and outer ends of the vanes. The air exits through holes in the vane’s leading edge and slots in the trailing edge.

The nozzle inner and outer platform sides have metal seals, held in place by grease at installation, to prevent air leakage. The forward inner and outer platform seals are pushed against the combustion case inner and outer liners by springs. The vanes rear outer platform seal is pushed against the shroud support by spring-loaded clips. The vanes rear inner platforms are supported by forward and aft inner supports.

The vanes and platforms are made of a high strength nickel base alloy, with a protective coating on the vane airfoils and the platform flowpath surfaces.


TOC


Page 218 Sep 04

CFM56-5B

TRAINING MANUAL

VANE

OUTER PLARFORM

COOLING COMPARTMENT

INNER RIB

SEALS

COOLING SLOT COOLING COMPARTMENT

COOLING HOLE COOLING SLOTS

INNER PLARFORM

SEALS

HP TURBINE NOZZLE SEGMENTS

CTC-214-109-01


TOC



Page 219 Sep 04

CFM56-5B

TRAINING MANUAL

THE HIGH PRESSURE TURBINE (CONTINUED) The nozzle inner supports The HPT nozzle inner supports are made of a nickel base alloy and they carry much of the nozzle load. The nozzle forward inner support forward flange is bolted on the combustion case inner casing rear flange. An integral part of the forward inner support is the inducer that provides HPT rotor cooling air. An air deflector enables air to enter the inducer and at the same time prevents contaminants from entering. The HPT nozzle forward inner support supports the combustion chamber through the inner liner mounting flange. The forward inner support rear flange is bolted to the HPT nozzle aft inner support.


TOC


Page 220 Sep 04

CFM56-5B

TRAINING MANUAL

HPT NOZZLE

AIR DEFLECTOR HEAT SHIELD

SEAL

INDUCER

HONEYCOMB SEAL

AFT FLANGE

FRONT FLANGE CTC-214-110-01

HPT NOZZLE FORWARD INNER SUPPORT


TOC

FORWARD INNER SUPPORT BODY



Page 221 Sep 04

CFM56-5B

TRAINING MANUAL

THE HIGH PRESSURE TURBINE (CONTINUED) The HPT nozzle aft inner support The rear face of the HPT nozzle aft inner support front flange is bolted to the front face of the forward inner support rear flange. The inner platform of the nozzle is pushed against the aft inner support by gas pressure. A W-shaped pressure seal prevents leakage of cooling air between the nozzle assembly and the HPT blades. A seal retainer holds the pressure seal in place and the assembly is bolted together by a D-head bolt.


TOC


Page 222 Sep 04

CFM56-5B

TRAINING MANUAL

HPT NOZZLE

NOZZLE SEGMENT ENGAGEMENT PIN

PRESSURE SEAL

SEAL RING

SEAL RETAINER

AFT INNER SUPPORT

D-HEAD BOLT

FORWARD INNER SUPPORT

FORWARD INNER SUPPORT

CTC-214-111-02

HPT NOZZLE AFT INNER SUPPORT


TOC



Page 223 Sep 04

CFM56-5B

TRAINING MANUAL

THE HIGH PRESSURE TURBINE (CONTINUED) The aft outer stationary seal

The HPT inner stationary seal (CDP seal)

The aft outer stationary seal is a one-piece ring that is made of a nickel base alloy.

The inner stationary seal is made of nickel base alloy. It has a 1-step honeycomb seal which mates with the CDP seal.

It has a 4-step honeycomb seal. 3 of the seals mate with the HPT rotor seal teeth. This helps to maintain the proper amount of cooling airflow to the front rotating air seal and HPT disk cavity.

Its purpose is to control CDP air supply to a downstream compartment for HP rotor axial balancing.

The purpose of the 4th honeycomb seal is to damp thermal stresses. It only appears on later versions.


TOC


Page 224 Sep 04

CFM56-5B

TRAINING MANUAL

HPT NOZZLE

HEAT SHIELD

HPT NOZZLE OUTER STATIONARY SEAL

HONEYCOMB SEAL SEAL

HPT INNER STATIONARY SEAL (CDP SEAL)

CTC-214-112-02

INNER & OUTER STATIONARY SEALS


TOC



Page 225 Sep 04

CFM56-5B

TRAINING MANUAL



TOC


Page 226 Sep 04

CFM56-5B

TRAINING MANUAL

HIGH PRESSURE TURBINE ROTOR


TOC


HPT ROTOR BASIC ENGINE

Page 227 Sep 04

CFM56-5B

TRAINING MANUAL

THE HIGH PRESSURE TURBINE (CONTINUED) The HPT rotor The HPT rotor receives gas flow from the combustion chamber through the HPT nozzle. The nozzle and rotor convert the kinetic energy into the necessary torque for the HPT rotor to drive the HPC rotor. The HPT rotor is a single stage assembly cooled by CDP air and is housed in the combustion case at the rear of the core engine. It consists of : - The front shaft. - The forward rotating air seal. - The disk. - The blades. - The rear shaft.


TOC


Page 228 Sep 04

CFM56-5B

TRAINING MANUAL

HPT BLADES

FORWARD ROTATING AIR SEAL HPT DISK FRONT SHAFT

HPT REAR SHAFT

HPT ROTOR DESIGN

CTC-214-113-01


TOC



Page 229 Sep 04

CFM56-5B

TRAINING MANUAL

THE HIGH PRESSURE TURBINE (CONTINUED) The front shaft The rotor front shaft forms the structural connection between the compressor rotor and the HPT rotor. It also supports the aft end of the compressor rotor. It is made from a nickel chrome alloy. The front shaft front flange is bolted to the HPC stages 49 spool at the CDP rotating air seal to form a single core rotor. It accommodates a damper sleeve on its inner surface to change vibration frequency. Weights are also installed, at assembly line and module maintenance level, for balancing purposes.


TOC


Page 230 Sep 04

CFM56-5B

TRAINING MANUAL

COMBUSTOR CASE

HPT FRONT SHAFT HPT NOZZLE BALANCE WEIGHTS

CDP ROTOR AIR SEAL

DAMPER SLEEVE

FORWARD ROTATING AIR SEAL

HPT FRONT SHAFT LOCATION

CTC-214-153-03


TOC

HPT REAR SHAFT



Page 231 Sep 04

CFM56-5B

TRAINING MANUAL

THE HIGH PRESSURE TURBINE (CONTINUED) The forward rotating air seal The forward rotating air seal is made of nickel chrome alloy. It provides a closed cavity to direct CDP air toward the disk and out through the turbine rotor blades for cooling purposes. It is bolted between the rotor front shaft and the disk. It is a labyrinth seal which has inclined teeth that reduce the amount of air leaking past the seals. The seal teeth have an abrasive coating applied to them.


TOC


Page 232 Sep 04

CFM56-5B

TRAINING MANUAL

CDP AIR PASSAGE HOLE

FRONT SHAFT

HPT DISK

BOLT HOLES

HUB

FORWARD MOUNTING FLANGE

WEB


CTC-214-114-02


TOC



Page 233 Sep 04

CFM56-5B

TRAINING MANUAL

THE HIGH PRESSURE TURBINE (CONTINUED) The disk The HPT disk is made of nickel chrome alloy. It is a forged and machined part that retains the turbine blades in individual axial dovetail slots. The inner part of the disk is cooled by booster discharge air. Its outer front face is cooled by CDP air passing through the forward rotating air seal. Its rear outer face is cooled by HPC 4th stage air. It is bolted to the forward rotating air seal on its forward face and the rear shaft on its rear face.


TOC


Page 234 Sep 04

CFM56-5B

WEB

TRAINING MANUAL

RIM TURBINE BLADE

FLANGE SUPPORT HPC 4th. STAGE COOLING AIR CDP AIR

HUB

BOOSTER AIR FORWARD MOUNTING FLANGE

DOVETAIL SLOT

HP TURBINE DISK

CTC-214-115-03


TOC

REAR SHAFT



Page 235 Sep 04

CFM56-5B

TRAINING MANUAL

THE HIGH PRESSURE TURBINE (CONTINUED) The blade retainers The HPT rotor blades are installed into individual dovetail slots on the disk. They are held in position at the front by the forward rotating air seal. At the rear, the blades are held in place by a blade retainer and a seal ring.


TOC


Page 236 Sep 04

CFM56-5B

TRAINING MANUAL

BLADES AFT BLADE RETAINER


SEAL RING

HPT BLADE RETENTION SYSTEM

CTC-214-116-03


TOC



Page 237 Sep 04

CFM56-5B

TRAINING MANUAL

THE HIGH PRESSURE TURBINE (CONTINUED) The rotor blades The HPT rotor blades are made of a high temperature nickel alloy that is directionally solidified for a high strength to weight ratio. There are 80 individually replaceable blades. 2 to 4 blades have notches machined on their convex side at installation in order to indicate wear levels and help in borescope inspection. They are internally cooled by CDP air which enters through the blade root and exits through holes in the leading edge, tip and trailing edge. The blades have dovetail roots that slide into slots on the disk. NOTE : The blades must only be installed and removed by hand. Tapping the blades into or, out of their slots with any device can cause damage to the disk post. NOTE : Absence of wear notches is not a reason for engine removal providing the engine has correct EGT margin and SFC. EFFECTIVITY ALL CFM56-5B ENGINES FOR A318-A319-A320-A321 CFMI PROPRIETARY INFORMATION

TOC


Page 238 Sep 04

CFM56-5B 0.030 inch (0.76 mm) NOMINAL DEPTH 0.020 inch (0.51 mm) NOMINAL DEPTH 0.010 inch (0.25 mm) NOMINAL DEPTH

TRAINING MANUAL

WEAR NOTCHES

FILM COOLING

TIP SHELF TIP FILM COOLING HOLES

PLATFORM

AIR SLOTS

SEAL LIP

LEADING EDGE

TRAILING EDGE

AIRFOIL

ROOT CTC-214-117-01

DOVETAIL


CDP AIR

HP TURBINE BLADE


TOC

TIP


Page 239 Sep 04

CFM56-5B

TRAINING MANUAL

THE HIGH PRESSURE TURBINE (CONTINUED) Borescope ports Borescope ports S16 and S17, at the aft of the combustion case at approximately the 5 and 8 o’clock positions, can be used to inspect the trailing edge of the HPT blades and leading edge of LPT blades. Igniter ports S10 and S11, and combustion case ports S12 through S15 can be used to inspect the leading edge of the HPT blades.


TOC


Page 240 Sep 04

CFM56-5B

TRAINING MANUAL

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

S10 IGNITER S14, S16

FWD

FWD

S16, S17

BORESCOPE PLUG S16 OR S17

HPT BORESCOPE PORTS

CTC-214-118-01


TOC



Page 241 Sep 04

CFM56-5B

TRAINING MANUAL

THE HIGH PRESSURE TURBINE (CONTINUED) The rear shaft The rear shaft is made of nickel chrome alloy. It provides aft support for the HPT rotor through the No 4 bearing. It is installed with bolts to the aft side of the disk at a rabbeted flange. An aft air seal is attached at the same point. The shaft is supported by the No 4 roller bearing that rides on the low pressure shaft. 36 radial and axial holes allow the passage of oil in order to cool the No 4 bearing outer race. It also has holes providing passages for booster discharge bleed air to cool the LPT, and booster air to pressurize the aft sump. Repairable abrasive coated seals are machined as an integral part of the rear shaft.


TOC


Page 242 Sep 04

CFM56-5B

TRAINING MANUAL

AIR SEAL SERRATIONS BOLT HOLES HPT DISK BEARING JOURNAL AFT AIR SEAL

LPT ROTOR COOLING AIR PASSAGE

MOUNTING FLANGE BOOSTER DISCHARGE AIR

COOLING OIL PASSAGE

HPC AIR DUCT

AFT SUMP PRESSURIZATION AIR PASSAGE

HP TURBINE REAR SHAFT

CTC-214-119-02


TOC



Page 243 Sep 04

CFM56-5B

TRAINING MANUAL



TOC


Page 244 Sep 04

CFM56-5B

TRAINING MANUAL

HIGH PRESSURE TURBINE SHROUD AND STAGE 1 LPT NOZZLE


TOC


HPT SHROUD & STAGE 1 LPT NOZZLE Page 245 BASIC ENGINE

Sep 04

CFM56-5B

TRAINING MANUAL

THE HIGH PRESSURE TURBINE (CONTINUED) The shroud and stage 1 LPT nozzle The HPT shroud and stage 1 LPT nozzle assembly forms the connection between the core section and the LPT module of the engine. It is located inside the aft end of the combustion case and performs 2 main functions : - The HPT shroud is part of the HPT clearance control mechanism and uses HPC bleed air to maintain close clearances with the HPT rotor blades throughout flight operations. - The stage 1 LPT nozzles direct the core engine exhaust gas onto the stage 1 LPT blades. The forward flange of the assembly is bolted to the inner surface of the combustion case. The aft flange is rabbeted and bolted between the combustion case aft flange and the LPT stator forward flange.


TOC


Sep 04

CFM56-5B

TRAINING MANUAL

HPTCC MANIFOLD COMBUSTION CASE

LPT STATOR

STAGE 1 LPT NOZZLE HPT SHROUD

CTC-214-120-02

HPT SHROUD & STAGE 1 LPT NOZZLE


TOC



Sep 04

CFM56-5B

TRAINING MANUAL

THE HIGH PRESSURE TURBINE (CONTINUED) The shroud and stage 1 LPT nozzle assembly The HPT shroud and stage 1 LPT nozzle assembly consists of : - An air impingement manifold. - Shroud/nozzle support. - HPT shroud hangers. - HPT shrouds. - The stage 1 nozzle. - The inner and stationary air seals.


TOC


Sep 04

CFM56-5B

AIR IMPINGMENT MANIFOLD

TRAINING MANUAL

LPT NOZZLE COOLING INLET

SHROUD NOZZLE SUPPORT

SHROUD HANGERS STAGE 1 LPT NOZZLE ASSEMBLY SHROUD

STATIONARY AIR SEAL INNER AIR SEAL

CTC-214-121-02

HPT SHROUD AND STAGE 1 LPT NOZZLE ASSEMBLY


TOC



Sep 04

CFM56-5B

TRAINING MANUAL

THE HIGH PRESSURE TURBINE (CONTINUED) The air impingement manifold The air impingement manifold circulates 4th and 9th stage bleed air for HPT clearance control and LPT nozzle cooling. It is a brazed fabrication made from a nickel-chrome alloy. The manifold is made up of 2 half-rings, the upper and lower, that are bolted together at their 3 and 9 o’clock split-line flanges. Bushings with spacers, inserted through the combustion case, supply bleed air to 2 holes on the manifolds outer surface at approximately the 1 and 7 o’clock positions. There are 3 air supply tubes on the manifolds inner surface, which circulate the air to cool down the HPT shroud for clearance control. Small holes allow the air to blow onto the shroud support. The air is then re-circulated into a cavity to be mixed with HPC 4th stage air. A series of holes around the rear of the manifold supply HPC 4th stage air from the cavity formed with the EFFECTIVITY ALL CFM56-5B ENGINES FOR A318-A319-A320-A321 CFMI PROPRIETARY INFORMATION

TOC


Sep 04

CFM56-5B

UPPER MANIFOLD HALF-RING

TRAINING MANUAL

HPC 4th STAGE AIR

1 O'CLOCK POSITION APPROX. HPC 4th AND 9th STAGE BLEED AIR

SUPPORT SHROUD

BUSHING SPACER

COMBUSTION CASE

MANIFOLD AIR SUPPLY TUBES

LOWER MANIFOLD HALF-RING

AIR SUPPLY TUBES

AIR IMPINGEMENT MANIFOLD

CTC-214-122-03


TOC

SEALING SURFACE (HPT SHROUD SUPPORT)



Sep 04

CFM56-5B

TRAINING MANUAL

THE HIGH PRESSURE TURBINE (CONTINUED) The shroud/nozzle support The shroud/nozzle support assembly forms the outer shell of the HPT shroud and stage 1 LPT nozzle assembly.

On the support’s inner surface, 3 heat shields are installed.

It is made of a nickel chrome alloy.

The shroud hangers

It provides the area for the air impingement manifold on its outer surface and supports the HPT shrouds and the outer platforms of the LPT nozzle segments on its inner surface.

The HPT shroud hangers carry the shroud segments on their inner surface.

The support’s front flange is secured to the combustion case with slab-head bolts. Its rear flange is pinched between the combustion case rear flange and the LPT stator case front flange. An external pressure seal is installed between the support’s aft flange and the stage 1 LPT nozzle. There are 2 borescope bosses, which are installed through its rear section at approximately the 5 and 8 o’clock positions, to enable inspection of the trailing edge of the HPT blades.


TOC

Also at the rear section, there are 96 holes with bushings to allow passage of HPC 4th stage air to cool down the LPT nozzle.

They provide a cooling area between the segments and the shroud/nozzle support reducing the risk of damage to the support due to thermal stresses. The shroud hangers have machined runners on their forward and aft faces, which slide into mating slots on the shroud/nozzle support. There are 14 hangers each carrying 3 shrouds. There are numerous seals, which slot between and into both hanger and shroud intersections, to prevent hot air leakage. Individual C-clip retainers, which are also air sealed, hold the shrouds in position on the hangers.


Sep 04

CFM56-5B

TRAINING MANUAL

SHROUD/NOZZLE SUPPORT

BORESCOPE BOSS (2)

EXTERNAL PRESSURE SEAL

SLABBED HEAD BOLT

LPT COOLING HOLES (96) BUSHING MID HEAT SHIELD

AFT HEAT SHIELD

.

SHROUD HANGER

. .

SEALS

.

C-CLIP RETAINER FWD HEAT SHIELD SHROUDS

SEAL

SEALS

CTC-214-124-02

HPT SHROUD/NOZZLE SUPPORT AND HPT SHROUD HANGERS


TOC



Sep 04

CFM56-5B

TRAINING MANUAL

THE HIGH PRESSURE TURBINE (CONTINUED) The shrouds The HPT shrouds have a smooth abradable surface that can endure blade tip rub and prevent erosion from hot exhaust gasses. The shrouds are made of Rene N5. There are 42 individually replaceable shrouds each having their own C-clip retainer, which holds the shroud in place in slots on the hanger. Shroud expansion is controlled throughout engine operation to increase HPT efficiency. CDP air passes between the shroud/nozzle support and the shroud segments for cooling purposes. It exits through holes drilled in the shroud and goes back into the primary flow to the LPT nozzles.


TOC


Sep 04

CFM56-5B

TRAINING MANUAL

HPT SHROUD SEGMENT C-CLIP RETAINER

EXTERNAL PRESSURE SEAL

C-CLIP RETAINER

SHROUD SEGMENTS AFT STATOR SEAL

RUB SURFACE SEAL

HP TURBINE SHROUD

CTC-214-125-01


TOC

SHROUD END COOLING HOLES



Sep 04

CFM56-5B

TRAINING MANUAL

THE HIGH PRESSURE TURBINE (CONTINUED) The Low Pressure Turbine (LPT) nozzle The LPT nozzle directs high velocity gasses from the HPT rotor onto the blades of the LPT rotor stage 1. The assembly consists of 24 nozzle segments of 4 vanes each and the nozzle segments outer and inner locating lips are mechanically locked into the shroud/nozzle support. The forward lip prevents axial movement of the HPT shroud retainer clips. The inner air seal and the stationary air seal are bolted together and held in place on the inner platforms of the LPT nozzle. HPC 4th stage cooling air is directed into cooling air duct bores in the nozzle segments and seals are installed between the segments to avoid air leakage. The cooling air exits through holes in the vane’s trailing edge and through the vane roots and inner seal to cool the HPT disk rear face. The air also passes through the stationary air seal to cool down the LPT rotor.


TOC


Sep 04

CFM56-5B

TRAINING MANUAL

HPC STAGE 4 COOLING AIR OUTER LOCATING LIP ANTI-ROTATION SLOT

COOLING AIR DUCT BORES

STAGE 1 LPT NOZZLE

INNER LOCATING LIP SHROUD RETAINER CLIP

FORWARD LIP LEADING EDGE COOLING AIR EXIT HOLES

STATIONARY AIR SEAL INNER PLATFORM

SEAL STRIP SLOTS INNER AIR SEAL HONEYCOMB SEAL

STAGE 1 LPT NOZZLE SEGMENT

CTC-214-126-01


TOC



Sep 04

CFM56-5B

TRAINING MANUAL



TOC


Sep 04

CFM56-5B

TRAINING MANUAL

LOW PRESSURE TURBINE MAJOR MODULE


TOC


LPT MAJOR MODULE BASIC ENGINE

Page 259 Sep 04

CFM56-5B

TRAINING MANUAL

LOW PRESSURE TURBINE (LPT) MAJOR MODULE The purposes of the LPT major module are : - To transform the pressure and velocity of gasses coming from the High Pressure Turbine (HPT), into mechanical power to drive the fan and booster module. - To provide a rear support for the HP and LP rotors. - To provide rear mounts for engine installation on the aircraft. The LPT major module is located at the rear of the engine, and consists of : - The LPT rotor/stator module. - The LPT shaft module. - The turbine frame module.


TOC


Page 260 Sep 04

CFM56-5B

TRAINING MANUAL

TURBINE FRAME LPT ROTOR / STATOR ASSEMBLY

LPT SHAFT

CTC-214-128-00

LOW PRESSURE TURBINE MODULE


TOC



Page 261 Sep 04

CFM56-5B

TRAINING MANUAL



TOC


Page 262 Sep 04

CFM56-5B

TRAINING MANUAL

LPT ROTOR / STATOR MODULE


TOC


LPT ROTOR/ STATOR MODULE BASIC ENGINE

Page 263 Sep 04

CFM56-5B

TRAINING MANUAL

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


TOC


Page 264 Sep 04

CFM56-5B

TRAINING MANUAL

REAR FLANGE

ROTOR ASSEMBLY

FRONT FLANGE

INNER FLANGE STATOR ASSEMBLY

LPT ROTOR/STATOR MODULE

CTC-214-129-01


TOC



Page 265 Sep 04

CFM56-5B

TRAINING MANUAL

LPT STATOR ASSEMBLY The stator assembly increases the speed of gasses coming from the combustion chamber. It consists of the following components : - The LPT case. - An air cooling tubes and manifolds assembly. - Stages 2 to 4 nozzle assemblies.


TOC


Page 266 Sep 04

CFM56-5B

TRAINING MANUAL

LPT OUTER STATIONARY SEAL

LPT COOLING MANIFOLDS

4 LPT CASE

3 2

LPT NOZZLES STAGES 2 TO 4

LPT OUTER STATIONARY SEAL

LPT STATOR ASSEMBLY

CTC-214-130-01


TOC



Page 267 Sep 04

CFM56-5B

TRAINING MANUAL

LPT STATOR ASSEMBLY (CONTINUED) LPT case The LPT case provides support for the stator assembly. It is made of nickel-chrome alloy. Its front flange is bolted to the rear flange of the combustion case, through the HPT shroud/nozzle support flange (also called T-flange). Its rear flange provides attachment for the outer front flange of the turbine frame. The outer surface of the LPT case is fitted with angle brackets to hold air cooling tube supports and cooling manifolds. It also has 9 thermocouple mounting pads for EGT measurement, and 3 borescope ports at the 5 o’clock position (not shown). The inner surface of the LPT case houses one thermal insulation blanket and four thermal insulation plates. The inner surface also has flanges for the installation of nozzle and seal segments. EFFECTIVITY ALL CFM56-5B ENGINES FOR A318-A319-A320-A321 CFMI PROPRIETARY INFORMATION

TOC


Page 268 Sep 04

CFM56-5B

TRAINING MANUAL

ANGLE BRACKETS

THERMOCOUPLE MOUNTING PADS

MOUNTING FLANGES FOR NOZZLE AND SEAL SEGMENTS

LPT CASE

CTC-214-131-01


TOC



Page 269 Sep 04

CFM56-5B

TRAINING MANUAL

STATOR ASSEMBLY (CONTINUED) Air cooling tubes and manifolds assembly The purpose of the air cooling tubes and manifolds assembly is to blow cooling air onto the outer surface of the LPT case, for rotor clearance control. It is installed on supports, held by brackets located around the LPT case. It is made of steel alloy, and consists of : - 2 air supply manifolds. - 2 tube manifold assemblies. The tube manifold assemblies consist of 6 upper and lower tube halves which surround the case. The manifolds supply fan discharge air to the tubes, which have holes drilled in them to direct cooling air onto the outer case.


TOC


Page 270 Sep 04

CFM56-5B

TRAINING MANUAL

LPT AIR COOLING TUBES AND MANIFOLDS ASSEMBLY

AIR MANIFOLD UPPER COOLING MANIFOLD

LPT CASE REAR FLANGE

TUBE SUPPORT

FWD

LPT CASE FRONT FLANGE

LOWER COOLING MANIFOLD

LPT COOLING MANIFOLDS

CTC-214-132-01


TOC



Page 271 Sep 04

CFM56-5B

TRAINING MANUAL

STATOR ASSEMBLY (CONTINUED) Stages 2 to 4 nozzles The purpose of the LPT stages 2 to 4 nozzles is to increase the speed of the air coming from the HPT, and to direct it onto the LPT rotor assembly.

Seal segments are installed between each nozzle stage. They have an abradable liner that faces the rotor blade teeth.

Each nozzle stage is made up of segments. The number of segments and the number of vanes in each segment vary from stage to stage.

The front of each seal segment has an integral rail clip which locks onto the nozzle rear outer platform and the case flange.

The segments are installed on the flanges inside the LPT case and their retention is obtained through a stacking system, which is basically the same for all stages:

Note : Stage 1 seal segments, located in front of stage 2 nozzle segments, are held in position inside the LPT case by the shroud support. Stage 4 seal segments are locked in position by the turbine frame.

The front outer platform of each nozzle segment has an anti-rotation slot which locks onto a locating pin on one of the flanges inside the LPT case. The outer platform holds a heat insulation plate and an insulation blanket in position, through another antirotation slot on its rear flange.


TOC


Page 272 Sep 04

CFM56-5B

TRAINING MANUAL

LPT CASE FLANGES

RAIL CLIP SHROUD SUPPORT

SEGMENT ABRADABLE LINER REAR OUTER PLATFORM

4 3 2

INSULATION BLANKET

FRONT OUTER PLATFORM

CTC-214-133-01

HEAT INSULATION PLATE NOZZLE SEGMENT STAGE 2

LPT NOZZLES STAGES 2 TO 4

STAGES 2 TO 4 NOZZLE ASSEMBLY


TOC



Page 273 Sep 04

CFM56-5B

TRAINING MANUAL

STATOR ASSEMBLY (CONTINUED) Stages 2 to 4 nozzles (Continued)

Stages 3 and 4

All nozzle assembly stages are made of nickel alloy, protected against oxidation by a vapor-phase aluminization treatment.

On both stages, one segment, located at 5 o’clock, has a hole for borescope inspection.

The inner platform of each nozzle segment has a brazed-on integral inner stationary air seal. The sides of both inner and outer platforms have slots to house sealing plates that are installed between each segment to prevent air leakage.

Stage 3 nozzle assembly consists of 20 segments with 7 vanes each. Stage 4 nozzle assembly consists of 22 segments with 6 vanes each.

Stage 2 The stage 2 nozzle assembly consists of 18 segments with 6 vanes each. Nine of these segments have a hole to house the thermocouples that measure Exhaust Gas Temperature (EGT). One of these 9 segments, located at 5 o’clock, also has a hole for borescope inspection.


TOC


Page 274 Sep 04

CFM56-5B

HOLE FOR THERMOCOUPLE (STAGE 2 ONLY)

TRAINING MANUAL

SEALING PLATE SLOTS

ANTI-ROTATION SLOTS HOLE FOR BORESCOPE INSPECTION (5 O'CLOCK)

OUTER PLATFORM

SEALING PLATES

LEADING EDGE

SEALING PLATES

INNER STATIONARY AIR SEAL INNER PLATFORM

NOZZLE SEGMENTS

CTC-214-134-02


TOC

TRAILING EDGE



Page 275 Sep 04

CFM56-5B

TRAINING MANUAL

ROTOR ASSEMBLY The rotor assembly is housed inside the LPT case and has four stages. It consists of the following components : - Stages 1 to 4 disks. - Stages 1 to 4 rotating air seals. - Stages 1 to 4 blades. - A rotor support.


TOC


Page 276 Sep 04

CFM56-5B

TRAINING MANUAL

DAMPER LPT BLADE

1

2

3

4

RETAINER RING ANTIWEAR SHIELD

LPT DISK ROTATING AIR SEAL SUPPORT SEAL ROTOR SUPPORT

SUPPORT RING

LPT ROTOR ASSEMBLY

CTC-214-135-01


TOC



Page 277 Sep 04

CFM56-5B

TRAINING MANUAL

ROTOR ASSEMBLY (CONTINUED) Stage 1 to 4 disks The disks are made of nickel alloy. Their outer rims have machined dovetail slots in which the rotor blades are installed. The number of slots varies between stages. Their front flanges have bolt holes for the installation of rotating air seals. Except for stage 4, their rear flanges have bolt holes for the installation of the next stage disk together with its rotating air seal. The disks are assembled together with D-head bolts.


TOC


Page 278 Sep 04

CFM56-5B

TRAINING MANUAL

4 3

DOVETAIL SLOT 2 1

STAGE 1 DISK

LPT DISKS

CTC-214-136-01


TOC



Page 279 Sep 04

CFM56-5B

TRAINING MANUAL

ROTOR ASSEMBLY (CONTINUED) Stage 1 to 4 rotating air seals The purpose of the rotating air seals is to control the airflow between the LPT nozzles and the rotor. They are made of nickel alloy. The seals are sandwich-mounted between stages 1 to 4 disks, through holes located on their inner front flange, which, except for stage 4, has machined slots to allow the passage of cooling air to the blade roots. They have seal teeth, one on stage 1, two on stages 2, 3 and 4, that rub against the abradable liner of the inner stationary air seal brazed on the inner platform of the nozzle segments. The rear face of the seals’ outer flange mates with a retainer ring, which holds the blades in their axial position in the disk slots.


TOC


Page 280 Sep 04

CFM56-5B

TRAINING MANUAL

BLADE RETAINER RING

BLADE

FACE MATING WITH RETAINER RING

SEAL TEETH

HONEYCOMB ABRADABLE LINER COOLING AIR BOLT HOLES DISK

CTC-214-137-01

LPT ROTATING AIR SEALS (EXAMPLE STAGE 2)


TOC



Page 281 Sep 04

CFM56-5B

TRAINING MANUAL

ROTOR ASSEMBLY (CONTINUED) Stage 1 to 4 blades The four stages of the LPT rotor have tip-shrouded blades made of nickel alloy. On stages 1 and 2 only, the blade airfoil is protected against oxidation by a vapor-phase aluminization treatment. The number of blades varies between stages : - Stage 1 has 162 blades. - Stage 2 has 150 blades. - Stage 3 has 150 blades. - Stage 4 has 134 blades.

On stages 1, 2 and 3 only, antiwear shields are crimped on the blade roots before installation on the disk, and dampers are installed between each blade, under the blade inner platforms. Stage 4 blades do not have shields or dampers. A lug is machined on the front of the inner platform of each blade. When all blades are installed side by side on a disk, these lugs form a groove in which a blade retainer ring is inserted, to prevent axial movement of the blades. The blade retainer ring is held in position by the rotating air seal bolted to the front flange of the disk.

On each stage, 3 of the blades have a hard coating on their tips, to rub against the honeycomb material of the stator seal segments. Each blade has a dovetail root that slides into dovetail slots on the disk outer rim.


TOC


Page 282 Sep 04

CFM56-5B

TRAINING MANUAL

A

LPT BLADE STAGE 1

SEAL TEETH HARD COATING (3 BLADES PER STAGE)

DAMPER ANTIWEAR SHIELD VIEW

A

DAMPER

ROTATING AIR SEAL RETAINER RING

DISK LUG

TIP SHROUD HARD FACING

LPT ROTOR ASSEMBLY

CTC-214-138-02


TOC

GROOVE FOR RETAINER RING



Page 283 Sep 04

CFM56-5B

TRAINING MANUAL

ROTOR ASSEMBLY (CONTINUED) Rotor support The rotor support gives structural strength to the rotor assembly, and provides a mechanical connection between the assembled disks and the LPT shaft. It also divides the rotor enclosure into two separate cavities. It is made of nickel alloy, and has holes for the circulation of cooling and pressurizing air. The outer flange of the rotor support is sandwichmounted between the stage 3 rotating air seal and the front flange of the stage 3 disk. Before it is installed between the stage 3 rotating air seal and the stage 3 disk, the rotor support is equipped with the following components :

The forward rotating oil seal is made of steel alloy. It is installed on the front face of the support’s rear inner flange. The forward rotating air seal is made of nickel chrome alloy. It is installed on the front face of the support’s front inner flange. After the rotor support is equipped with these components, its rear inner flange is bolted onto the front face of the LPT shaft hub, making the mechanical connection between the assembled disks and the LPT shaft.

- A forward rotating oil seal. - A forward rotating air seal.


TOC


Page 284 Sep 04

CFM56-5B

REAR INNER FLANGE

TRAINING MANUAL

TURBINE ROTOR SUPPORT

FORWARD ROTATING OIL SEAL

COOLING AIR PASSAGES

FRONT INNER FLANGE

FORWARD ROTATING AIR SEAL FWD ROTATING OIL SEAL

CTC-214-140-01

TURBINE ROTOR SUPPORT AND SEAL


TOC



Page 285 Sep 04

CFM56-5B

TRAINING MANUAL

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

- Port S20 goes through the stage 4 nozzle shroud. It is located on the LPT case at 5 o’clock, and is used to inspect the trailing edge of stage 3 blades and the leading edge of stage 4 blades. NOTE :The trailing edge of stage 4 blades can be inspected through an instrumentation boss located at the 8.30 clock position on the turbine frame. When not in use, all borescope ports are closed by plugs. Ports S16 and S17 are fitted with long spring-loaded plugs with hexagonal head caps. Ports S18, S19 and S20 are fitted with short springloaded plugs with hexagonal head caps.

- Port S18 goes through the stage 2 nozzle shroud. It is located on the LPT case at 5 o’clock, and is used to inspect the trailing edge of stage 1 blades and the leading edge of stage 2 blades. - Port S19 goes through the stage 3 nozzle shroud. It is located on the LPT case at 5 o’clock, and is used to inspect the trailing edge of stage 2 blades and the leading edge of stage 3 blades. EFFECTIVITY ALL CFM56-5B ENGINES FOR A318-A319-A320-A321 CFMI PROPRIETARY INFORMATION

TOC


Page 286 Sep 04

CFM56-5B

TRAINING MANUAL

BORESCOPE PORT LOCATIONS (ALF)

S16, S17 BORESCOPE PLUGS

S17 S16, S18, S19, S20

S16, S17 S18, S19, S20 BORESCOPE PLUGS

S18 S19 S20

LPT BORESCOPE PORTS

CTC-214-152-02


TOC



Page 287 Sep 04

CFM56-5B

TRAINING MANUAL



TOC


Page 288 Sep 04

CFM56-5B

TRAINING MANUAL

THE LPT SHAFT MODULE


TOC


LPT SHAFT MODULE BASIC ENGINE

Page 289 Sep 04

CFM56-5B

TRAINING MANUAL

THE LPT SHAFT MODULE The LPT shaft module transmits power from the LP turbine to the fan and booster module. Through the No 4 bearing, it also takes up the radial load of the aft of the HP rotor and, through the No 5 bearing, the radial load of the aft of the LP rotor. It is located concentrically inside the high pressure rotor system, and connects the fan shaft with the LPT rotor. It provides support for the rear of the LPT rotor through the No.5 bearing, which holds the LPT rotor inside the turbine frame. It also vents the engine forward and aft sumps, through the center vent tube.


TOC


Page 290 Sep 04

CFM56-5B

TRAINING MANUAL

CENTER VENT TUBE

TURBINE FRAME

LPT ROTOR

FAN ROTOR

FAN SHAFT

LPT SHAFT

No 4 BEARING

LPT SHAFT MODULE

CTC-214-141-01


TOC

No 5 BEARING



Page 291 Sep 04

CFM56-5B

TRAINING MANUAL

THE LPT SHAFT MODULE (CONTINUED) The LPT shaft module consists of the following components : - The LPT shaft. - A center vent tube. - The No 4 roller bearing. - The No 5 roller bearing.


TOC


Page 292 Sep 04

CFM56-5B

TRAINING MANUAL

ROTATING AIR/OIL SEAL

SHAFT

CENTER VENT TUBE

CENTER VENT TUBE No 4 ROLLER BEARING

SHAFT

LPT SHAFT ASSEMBLY

CTC-214-142-01


TOC

No 5 ROLLER BEARING



Page 293 Sep 04

CFM56-5B

TRAINING MANUAL

THE LPT SHAFT MODULE (CONTINUED) LPT shaft The LPT shaft is made of steel alloy, and transmits torque from the LP turbine to the fan and booster module.

The No 4 and No 5 bearings are installed at the aft end of the shaft, on each side of an integral hub.

It is installed concentrically inside the HP rotor system.

The front face of the hub accommodates the turbine rotor support.

The forward end of the LPT shaft has outer splines that engage into inner splines on the fan shaft. It also has a shoulder that is secured against a mating shoulder in the fan shaft, by the installation of a coupling nut. The shoulder and the coupling nut provide axial retention of the LPT shaft.

The rear face of the hub holds a rotating air/oil seal, which controls air circulation through the LPT rotor and sump pressurization through a set of seal teeth that mate with the oil collector and the No 5 bearing support located inside the turbine rear frame.

A machined shim, called D48, is installed between the LPT shaft shoulder and the fan shaft inner shoulder, to adjust the position of the LPT. The forward end of the LPT shaft is closed by a plug, locked in position by a retaining clip. The plug has an anti-rotation lug that engages into a slot on the coupling nut.


TOC


Page 294 Sep 04

CFM56-5B

TRAINING MANUAL

INTEGRAL HUB

SPLINES LPT SHAFT SHOULDER FAN SHAFT

No 4 BEARING ROTATING AIR/OIL SEAL RETAINING CLIP SPLINES LUG

No 5 BEARING

FAN SHAFT INNER SHOULDER

D48 SHIM COUPLING NUT PLUG

LPT SHAFT

CTC-214-143-01


TOC



Page 295 Sep 04

CFM56-5B

TRAINING MANUAL

THE LPT SHAFT MODULE (CONTINUED) Center vent tube and reat duct The center vent tube provides overboard venting for the engine forward and rear sumps. It is made of titanium alloy, and is installed concentrically inside the LPT shaft. It comes in two parts, the center vent tube and a rear duct. The forward end of the center vent tube is inserted through the front of the LPT shaft. It is held inside the shaft by means of two expandable-type supports that fit around two locating diameters. The aft end of the center vent tube is supported by the LPT shaft hub.

A centrifugal air/oil separator is installed at the rear of the extension duct. It separates the vaporized oil from the aft sump pressurization air, and sends lubrication oil back to the sump. The air/oil separator is installed against the central shoulder of the rear duct. It has an internal flange that is held against the duct shoulder by a nut. The angular position of the separator is held by slots on its forward end, that engage onto the rear of the center vent tube. The rear end of the rear duct has two sets of seal teeth that rub against an abradable coating, located inside the oil inlet cover of the turbine frame.

The forward end of the rear duct is inserted into the LPT shaft hub. It is maintained by 3 swaged pins. It also receives the center vent tube in its inner diameter.


TOC


Page 296 Sep 04

CFM56-5B

TRAINING MANUAL

EXPANDABLE SUPPORTS CENTER VENT TUBE SHOULDER

AIR/OIL SEPARATOR LOCKING NUT

SEAL TEETH

LOCATING DIAMETERS AIR/OIL SEPARATOR

RETAINING RING

CENTRAL SHOULDER O-RING REAR DUCT

CTC-214-144-02

CENTER VENT TUBE AND REAR DUCT


TOC



Page 297 Sep 04

CFM56-5B

TRAINING MANUAL

THE LPT SHAFT MODULE (CONTINUED) No 4 bearing The No 4 bearing takes up the radial loads generated by the High Pressure Turbine rotor. It is a roller bearing, installed between the HPT rear shaft and the LPT shaft, at the front of the LPT shaft hub. The bearing outer race is housed in the HPT rear shaft bore. Its inner race is bolted to the front face of the LPT shaft integral hub. The No 4 bearing inner race has a shoulder, which acts as an emergency bearing in case of roller failure. The forward end of the inner race has seal teeth that rub against an abradable coating located on the No 4 bearing forward rotating oil seal, thus acting as one of the sump air/oil seals.


TOC


Page 298 Sep 04

CFM56-5B

TRAINING MANUAL

No 4 ROLLER BEARING

INNER RACE

SEAL TEETH

AIR DUCT

OUTER RACE

No 4 BEARING FORWARD ROTATING OIL SEAL

No 4 BEARING

CTC-214-145-02


TOC



Page 299 Sep 04

CFM56-5B

TRAINING MANUAL

THE LPT SHAFT MODULE (CONTINUED) No 5 bearing The No 5 bearing holds the aft end of the LPT rotor inside the turbine frame, and takes up the radial loads generated by the LPT and HPT rotors. It is an oil-damped roller bearing, mounted at the rear of the LPT shaft hub, which reduces the vibration level of the rotating assembly. The bearing outer race is installed in an adjusting sleeve inside the turbine frame. Oil damping is achieved by sending oil pressure between the outer race and the adusting sleeve. Its inner race is installed on the aft end of the LPT shaft. The No 5 bearing is held in position by a retaining ring at the front, and a retaining nut at the rear. The retaining nut provides axial retention of the bearing, and is locked in position by a rivet pin.


TOC


Page 300 Sep 04

CFM56-5B

TRAINING MANUAL

No 5 BEARING

INNER RACE

RIVET PIN

RETAINING NUT No 5 BEARING RETAINING RING

OUTER RACE


No 5 BEARING

CTC-214-146-02


TOC

ADJUSTING SLEEVE



Page 301 Sep 04

CFM56-5B

TRAINING MANUAL

THE LPT SHAFT MODULE (CONTINUED) Bearings lubrication A supply tube located in the turbine frame delivers oil to the rotating air/oil separator, which in turn sends this oil forward to the No 5 bearing by centrifugation, through an oil gallery between the separator and the LPT shaft. Oil finds a passage through holes in the LPT shaft and the No 5 bearing inner race, to lubricate the rollers and outer race of the No 5 bearing.

The No 5 bearing is equipped with a damping device, called Oil Damped Bearing (ODB) or squeeze film. The purpose of the ODB is to reduce the level of vibration at a given speed. It consists of a film of oil located between the No 5 bearing outer race and a sleeve installed in the No 5 bearing support.

The remaining oil continues to flow forward, through passageways drilled in the LPT shaft, and lubricates the inner race, the rollers and the outer race of the No 4 bearing.


TOC


Page 302 Sep 04

CFM56-5B

No 5 OIL DAMPED BEARING

TRAINING MANUAL

AIR/OIL SEPARATOR

OIL FILM

No 4 BEARING

OIL SUPPLY TUBE

ODB PICK-UP

BEARINGS LUBRICATION

CTC-214-147-02


TOC



Page 303 Sep 04

CFM56-5B

TRAINING MANUAL



TOC


Page 304 Sep 04

CFM56-5B

TRAINING MANUAL

THE LOW PRESSURE TURBINE FRAME MODULE


TOC


LPT FRAME MODULE BASIC ENGINE

Page 305 Sep 04

CFM56-5B

TRAINING MANUAL

THE LOW PRESSURE TURBINE FRAME MODULE The LP Turbine frame module is one of the engine major structural assemblies, and is located at the rear of the engine. Its front section is bolted to the rear flange of the LPT case, and its rear section provides attachment for the exhaust nozzle and exhaust plug, which are both part of the nacelle. The main structural component of the module is the turbine frame. The turbine frame outer casing has engine rear installation mounts. Its inner hub takes up loads from the rear of the LPT rotor through the No 5 bearing support, and provides attachment for parts on its front and rear faces.


TOC


Page 306 Sep 04

CFM56-5B

TRAINING MANUAL

LPT CASE ENGINE MOUNTS

EXHAUST NOZZLE ATTACHMENT

No 5 BEARING SUPPORT INNER HUB

TURBINE FRAME

LP TURBINE FRAME MODULE

CTC-214-148-02


TOC



Page 307 Sep 04

CFM56-5B

TRAINING MANUAL

THE LP TURBINE FRAME MODULE (CONTINUED) Turbine Frame - General The turbine frame is made of nickel alloy. It consists of a polygonal outer casing and an inner hub, connected with 16 airfoil-shaped struts tangential to the inner hub. The struts are used to hold a fairing to duct the primary airflow out of the engine. Some of the struts have internal passages for oil tubes : - Strut No 10 accommodates the oil supply tube for the No 4 and No 5 bearings. - Strut No 7 accommodates the oil scavenge tube. - The outer case drain tube is routed between struts No 8 and No 9. The turbine frame has two brackets used for handling and installation on engine storage stands and the outer casing has three clevis mounts for engine installation on the airframe.


TOC


Page 308 Sep 04

CFM56-5B

TRAINING MANUAL

FAIRING

CLEVIS MOUNT

16 OUTER CASING

1 2

15

3

14

4

13

5

12 INNER HUB 6

11 HANDLING BRACKETS

FRONT FLANGE

STRUT

OIL SUPPLY TUBE

8

9

OIL SCAVENGE TUBE

OUTER CASE DRAIN TUBE

(FLA)

(ALF)

TURBINE FRAME

CTC-214-149-01


TOC

7

10



Page 309 Sep 04

CFM56-5B

TRAINING MANUAL

THE LP TURBINE FRAME MODULE (CONTINUED) Turbine Frame Hub - Front The front of the turbine frame hub has three flanges that provide attachment for various components.

- The hub intermediate flange provides attachment for the rear flange of the oil collector.

- The hub inner flange provides attachment for the outer flange of the No 5 bearing support, which is made of steel alloy.

The oil collector is made of steel alloy and provides containment for the aft oil sump. Its inner front flange is lined with abradable material which mates with the front seal teeth of the rotating air/oil seal, for oil sump sealing and pressurization purposes.

The support’s inner flange receives an adjusting sleeve, which secures the No. 5 bearing outer race in position and allows oil damping of the bearing. The support’s forward section has an outer and an inner wall, which mate with the rear seal teeth of the rotating air/oil seal located at the rear of the LPT shaft, thus providing sealing and pressurization of the aft oil sump. The support has machined passages for the circulation of pressurizing air to the oil inlet cover, sump air to the center vent tube, oil to the scavenge tube and oil to the outer race damper.


TOC

- The hub outer flange provides attachment for a heat shield. The heat shield is made of steel alloy. It holds the front of the fairing in position, and provides protection against heat coming from the rear of the LPT rotor.


Page 310 Sep 04

CFM56-5B

TRAINING MANUAL

FAIRING

OUTER FLANGE

HEAT SHIELD ADJUSTING SLEEVE

INTERMEDIATE FLANGE

OIL COLLECTOR

INNER FLANGE FACE MATING WITH AIR SEALS ADJUSTING SLEEVE No 5 BEARING SUPPORT

HEAT SHIELD

FACE MATING WITH OIL SEAL

No 5 BEARING SUPPORT OIL COLLECTOR

TURBINE FRAME HUB - FRONT

CTC-214-150-02


TOC



Page 311 Sep 04

CFM56-5B

TRAINING MANUAL

THE LP TURBINE FRAME MODULE (CONTINUED) Turbine Frame Hub - Rear The rear of the turbine frame hub provides attachment for various components; some on the center section of the No 5 bearing support, and some on two flanges. - The rear center section of the No 5 bearing support provides attachment for the front flange of the oil inlet cover. The oil inlet cover is made of steel alloy and forms the end boundary of the aft sump. It supports the oil supply tube for the No 4 and No 5 bearings, and has a port for a nipple to connect the damping oil tube. It has external tubes that carry booster discharge air to pressurize the sump rear seals. The cover’s inner sleeve is lined with abradable material. It provides support and sealing for the center vent tube rear extension duct.

- The flame arrestor is the exit point of sump pressurization airflow, and is designed to prevent flame propagation into the engine exhaust system. - The hub outer flange provides attachment for the back of the fairing, and is fitted with mounting studs for the exhaust plug, which is part of the nacelle. - The hub inner flange provides attachment for the flange assembly. The flange assembly is made of nickel alloy and it closes the rear of the engine. Its central section receives the flame arrestor and its lower section provides a passage for the seal overboard drain tube.

The rear flange of the oil inlet cover provides attachment for a nickel alloy flame arrestor.


TOC


Page 312 Sep 04

CFM56-5B

INNER FLANGE

TRAINING MANUAL

STRUT

OUTER FLANGE

EXHAUST PLUG (NOT SHOWN)

STUD

OIL INLET COVER OIL SUPPLY TUBE

FLAME ARRESTOR

OIL SUPPLY TUBE FLANGE ASSEMBLY OIL INLET TUBE

OVERBOARD SEAL DRAIN TUBE

OIL TUBE FOR ODB FLANGE ASSEMBLY

FLAME ARRESTOR

TURBINE FRAME HUB - REAR

CTC-214-151-01


TOC

SCAVENGE TUBE



Page 313 Sep 04

CFM56-5B

TRAINING MANUAL



TOC


Page 314 Sep 04

CFM56-5B

TRAINING MANUAL

ACCESSORY DRIVE MODULE


TOC


ACCESSORY DRIVE MODULE BASIC ENGINE

Page 315 Sep 04

CFM56-5B

TRAINING MANUAL

ACCESSORY DRIVE SYSTEM At engine start, the accessory drive system transmits external power from the engine air starter to drive the core engine. When the engine is running, the accessory drive system extracts part of the core engine power and transmits it through a series of gearboxes and shafts in order to drive the engine and aircraft accessories. For maintenance tasks, the core can be cranked manually through the Accessory Gearbox. The accessory drive system is located at the 6 o’clock position and consists of the following components : - Inlet Gearbox (IGB), which takes power from the HPC front shaft. - Radial Drive Shaft (RDS), which transmits the power to the Transfer Gearbox. - Transfer Gearbox (TGB), which redirects the torque. - Horizontal Drive Shaft (HDS), which transmits power from the Transfer Gearbox to the Accessory Gearbox. - Accessory Gearbox (AGB), which supports and drives both engine and aircraft accessories.


TOC


Page 316 Sep 04

CFM56-5B

TRAINING MANUAL

INLET GEARBOX (IGB)

RADIAL DRIVE SHAFT (RDS)

HORIZONTAL DRIVE SHAFT (HDS)

ACCESSORY GEARBOX (AGB)

TRANSFER GEARBOX (TGB) CTC-214-054-01

ACCESSORY DRIVE SECTION DESIGN


TOC



Page 317 Sep 04

CFM56-5B

TRAINING MANUAL



TOC


Page 318 Sep 04

CFM56-5B

TRAINING MANUAL

INLET GEARBOX


TOC


INLET GEARBOX BASIC ENGINE

Page 319 Sep 04

CFM56-5B

TRAINING MANUAL

THE INLET GEARBOX (IGB) The IGB transfers torque between the HPC front shaft and the radial drive shaft. It also supports the front end of the core engine. It is located in the fan frame sump and is bolted to the forward side of the fan frame aft flange. It is only accessible after different engine module removals. The IGB contains the following parts : - Horizontal bevel gear (with coupling/locking nut). - Radial bevel gear. - No 3 bearing (ball and roller). - Rotating air/oil seal.


TOC


Page 320 Sep 04

CFM56-5B

No 3 BALL BEARING

TRAINING MANUAL


HORIZONTAL BEVEL GEAR

COUPLING / LOCKING NUT

RADIAL BEVEL GEAR

INLET GEARBOX ASSEMBLY

CTC-214-055-01


TOC



Page 321 Sep 04

CFM56-5B

TRAINING MANUAL

THE INLET GEARBOX (CONTINUED) The horizontal bevel gear The horizontal bevel gear mates with the radial bevel gear to provide rotational torque to the TGB assembly. It is secured onto the HPC forward shaft and carries the No 3 bearing inner race. The horizontal bevel gear has 47 teeth. It is splined to the compressor rotor front shaft and secured to it by a coupling/locking nut. The coupling/locking nut is installed in such a way that it rotates independently, but its internal thread secures the HPC front shaft to the horizontal bevel gear. The nut is also used to pull out the core engine rotor during engine disassembly. The nut has teeth on its outer surface to provide sealing with the forward stationary oil seal. The bevel gear’s outer shaft provides for the inner races of the bearing. The rear end has threads for the installation of a rotating air/oil seal, which also acts as a locking nut for the No 3 ball and roller bearing. EFFECTIVITY ALL CFM56-5B ENGINES FOR A318-A319-A320-A321 CFMI PROPRIETARY INFORMATION

TOC


Page 322 Sep 04

CFM56-5B

TRAINING MANUAL

HORIZONTAL BEVEL GEAR TEETH (47)

HPC SHAFT

THREADS


PULLER NUT

HORIZONTAL BEVEL GEAR THREADS BEARING JOURNAL SPLINES

PULLER RING

COUPLING/ LOCKING NUT

COUPLING/ LOCKING NUT

RADIAL BEVEL GEAR


CTC-214-056-02


TOC

No 3 BEARING



Page 323 Sep 04

CFM56-5B

TRAINING MANUAL

THE INLET GEARBOX (CONTINUED) The radial bevel gear The radial bevel gear has 35 teeth. It is mounted on 1 ball bearing and 2 roller bearings, one at each end of the bevel gear hub. The gear is internally splined to drive the radial drive shaft, which is removable from the exterior of the engine to allow individual replacement of the IGB. The bearings and gear are lubricated and cooled by oil, supplied through the forward sump oil manifold assembly.


TOC


Page 324 Sep 04

CFM56-5B

TRAINING MANUAL

RADIAL BEVEL GEAR

TEETH (35)

BEARING JOURNALS ROLLER BEARINGS

SPLINES

THREADS

OIL SEAL

BALL BEARING

RADIAL BEVEL GEAR

CTC-214-057-01


TOC

OIL INJECTORS



Page 325 Sep 04

CFM56-5B

TRAINING MANUAL

THE INLET GEARBOX (CONTINUED) The No 3 bearing or thrust bearing The No 3 bearing assembly consists of a ball bearing and a roller bearing. The assembly is installed between the IGB housing and the horizontal bevel gear. The No 3 ball bearing acts as the core engine thrust bearing and provides axial positioning of the forward end of the HPC rotor. The roller bearing is located directly after the ball bearing and radially positions the core engine rotor. The bearings and gear are lubricated and cooled by oil, supplied through the forward sump oil manifold assembly.


TOC


Page 326 Sep 04

CFM56-5B

TRAINING MANUAL

IGB HOUSING No 3 BALL BEARING

REAR STATIONARY AIR/OIL SEAL


No 3 ROLLER BEARING


THRUST BEARING No 3

CTC-214-058-02


TOC



Page 327 Sep 04

CFM56-5B

TRAINING MANUAL

THE INLET GEARBOX (CONTINUED) The rotating air/oil seal The rotating air/oil seal is made of steel alloy. It provides sealing of the aft end of the forward sump and acts as a locknut for the No 3 bearing. Holes between the two aft seal teeth allow passage of sump pressurizing air. Holes passing underneath the forward seal teeth allow oil to be drained into the No 3 bearing cavity. The rotating air/oil seal has internal threads for installation onto the horizontal bevel gear and its front face locks the No 3 bearing inner races in position.


TOC


Page 328 Sep 04

CFM56-5B

TRAINING MANUAL

SEAL TEATH

OIL DRAIN HOLE

SUMP PRESSURIZATION HOLES THREAD


CTC-214-059-01


TOC



Page 329 Sep 04

CFM56-5B

TRAINING MANUAL



TOC


Page 330 Sep 04

CFM56-5B

TRAINING MANUAL

TRANSFER GEARBOX


TOC


TRANSFER GEARBOX BASIC ENGINE

Page 331 Sep 04

CFM56-5B

TRAINING MANUAL

THE RADIAL DRIVE SHAFT (RDS) The Radial Drive Shaft transmits power from the IGB to the TGB. The assembly is installed inside the fan frame No 7 strut at the 6 o’clock position. It consists of the radial drive shaft and a mid-length bearing. The RDS is hollow and made of steel alloy. Both ends are externally splined and connect the IGB bevel gear with the TGB input bevel gear. A foolproof slot is machined on the shaft to avoid inversion of the RDS during installation. The lower end of the shaft has a shoulder, which prevents disengagement and ensures correct seating into the gear. The shaft mid-length bearing provides proper centering of the RDS in its housing. Its inner race is mounted halfway up on the RDS and the outer race is part of the RDS housing.


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OIL DISTRIBUTOR INLET GEARBOX

FAN FRAME No 7 STRUT RADIAL DRIVE SHAFT ROLLER BEARING OUTER RACE SHAFT MID-LENGHT BEARING SHOULDER

FAN CASE

TGB HOUSING

THE RADIAL DRIVE SHAFT

CTC-214-060-01


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THE TRANSFER GEARBOX (TGB) Driven by the RDS, the Transfer Gearbox reduces rotational speed and redirects the torque from the IGB to the AGB, through the horizontal drive shaft. It is secured under the fan frame module at the 6 o’clock position and consists of : - The gearbox housing. - The input bevel gear. - The horizontal bevel gear.


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FAN FRAME No 7 STRUT RADIAL DRIVE SHAFT

FAN CASE

INPUT BEVEL GEAR

HORIZONTAL DRIVE SHAFT

TGB HOUSING HORIZONTAL DRIVE SHAFT HOUSING


TRANSFER GEARBOX ASSEMBLY

CTC-214-061-01


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THE TRANSFER GEARBOX (CONTINUED) The gearbox housing The TGB housing is made up of two parts bolted together to form one assembly. The housing is made of aluminium alloy. The upper part of the TGB contains an adapter, which fits in the bell-shaped outer end of the RDS housing. The horizontal part provides the attachment to the fan inlet case through a single clevis/link rod mounting arrangement located at the top of the housing. The TGB housing contains 2 oil nozzles for lubrication of the bevel gears and bearings.


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TRAINING MANUAL

INPUT BEVEL GEAR ADAPTER

INPUT BEVEL GEAR HOUSING CLEVIS

VENT

OIL SUPPLY

OIL SCAVENGE HORIZONTAL BEVEL GEAR

HORIZONTAL BEVEL GEAR HOUSING

TRANSFER GEARBOX HOUSING

CTC-214-062-00


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TRAINING MANUAL

THE TRANSFER GEARBOX (CONTINUED) The input bevel gear The upper part of the TGB houses the input bevel gear, its bearing housing, ball bearing and roller bearing. The input bevel gear has 31 teeth. The bore of the bevel gear is splined at its upper end and engages with the radial drive shaft. Sealing is provided by a seal ring installed externally on the adapter. An oil nozzle (not shown on diagram) supplies a jet of oil directly onto the bevel gear. Another oil nozzle supplies a jet of oil onto the roller bearing. An oil distributor, installed inside the bevel gear and secured by an anti-rotation system, ensures oil distribution to the ball bearing and axial retention of the RDS.


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TRAINING MANUAL

SPLINES LUBRICATING HOLES

ADAPTER SEAL RING

BALL BEARING TEETH (31) INPUT BEVEL GEAR

OIL DISTRIBUTOR

ROLLER BEARING

OIL NOZZLE

INPUT BEVEL GEAR

CTC-214-063-01


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Page 339 Sep 04

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TRAINING MANUAL

THE TRANSFER GEARBOX (CONTINUED) The horizontal bevel gear The horizontal part of the TGB includes the housing, the horizontal bevel gear, a ball bearing and a roller bearing. The horizontal bevel gear has 40 teeth. The gear housing is a cast part. The suspension clevis, which attaches to the fan inlet case through a link, is a cast part and integral with the housing. An oil nozzle directs 3 jets of oil into various parts of the horizontal bevel gear. An oil distributor, installed in the bevel gear and attached by an anti-rotation system, permits oil distribution to the bearings. The bore of the bevel gear is splined at its forward end and connects with the Horizontal Drive Shaft (HDS).


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TRAINING MANUAL

ROLLER BEARING

BALL BEARING

CLEVIS

LUBRICATING HOLES

SPLINES

OIL NOZZLE

OIL DISTRIBUTOR HORIZONTAL BEVEL GEAR HOUSING

TEETH (40)


CTC-214-064-01


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TRAINING MANUAL

THE TRANSFER GEARBOX (CONTINUED) The Horizontal Drive Shaft (HDS) The Horizontal Drive Shaft provides power transmission between the TGB and the AGB. The coupling tube, bolted between the TGB and AGB housings, is made of aluminium alloy. It protects the HDS and ensures connection with the AGB. A gasket between the tube and the TGB front flange and an O-ring between the tube and the AGB rear flange, provide the necessary sealing of the assembly. The HDS is made of steel alloy. It is splined at both ends and drives the AGB gears through the hand-cranking drive gear. The shaft is secured in the drive gear by a castellated nut. For maintenance purposes, the horizontal drive shaft can be disengaged from the TGB through the AGB hand cranking port.


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Page 342 Sep 04

CFM56-5B

TRAINING MANUAL

LINK ROD

CLEVIS

MOUNT BRACKET FAN INLET CASE

TGB HOUSING

AGB GASKET HORIZONTAL DRIVE SHAFT

COUPLING TUBE

CTC-214-065-02

HORIZONTAL DRIVE SHAFT LOCATION


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CFM56-5B

TRAINING MANUAL

ACCESSORY GEARBOX


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ACCESSORY GEARBOX BASIC ENGINE

Page 345 Sep 04

CFM56-5B

TRAINING MANUAL

THE ACCESSORY GEARBOX The accessory gearbox supports and drives both aircraft and engine accessories. The AGB assembly is mounted under the fan inlet case at the 6 o’clock position and is secured by 2 clevis mounts with shouldered bushings. The housing is an aluminium alloy casting.

Its rear face connects with the HDS coupling tube and provides mounting pads for : - The fuel pump. - The N2 speed sensor. - The starter. Some of the accessories are installed on the AGB through Quick Attach/Detach (QAD) rings.

The AGB consists of a gear train that reduces and increases the rotational speed to meet the specific drive requirements of each accessory. The AGB’s front face has mounting pads for the following equipment : - Lube unit. - Hydraulic pump. - Hand-cranking drive. - Control alternator. - Integrated Drive Generator (IDG).


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CFM56-5B

TRAINING MANUAL

CLEVIS MOUNT

FUEL PUMP/HMU PAD

N2 SPEED SENSOR MOUNTING PAD

LUBRICATION UNIT PAD

HORIZONTAL DRIVE COUPLING TUBE

STARTER PAD

HYDRAULIC PUMP PAD

FWD HANDCRANKING PAD CONTROL ALTERNATOR PAD

CLEVIS MOUNT IDG PAD

ACCESSORY GEARBOX HOUSING

CTC-214-066-00


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TRAINING MANUAL

THE ACCESSORY GEARBOX (CONTINUED) The gear train The gear train is contained in the AGB housing and consists of an arrangement of gear shafts, which drive the accessories. Each gear shaft assembly consists of a spur gear supported by a ball and roller bearing. The gears, their bearings and bearing supports are plugin type systems. They are lubricated by oil distributors, which supply oil jets onto specific areas (bearings and splines). Accessory ratios : - The IDG - The hydraulic pump - The HMU and fuel pump - The lubrication unit - The ECU alternator - The starter - Hand cranking

0.5947 N2 0.256 N2 0.423 N2 0.423 N2 1.342 N2 0.5947 N2 1.04 N2


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100% N2 14460 RPM

47

IGB 35 UPPER RADIAL DRIVE SHAFT

LOWER RADIAL DRIVE SHAFT

HORIZONTAL DRIVE SHAFT

STARTER

31

70

HMU

TGB IDG

40

61

31 31

HANDCRANKING

FUEL PUMP

71

40

71 43 34

ECU ALTERNATOR HYDRAULIC PUMP

CTC-214-067-00

LUBRICATION UNIT

ACCESSORY DRIVE SYSTEM GEAR TRAIN


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43



Page 349 Sep 04

CFM56-5B

TRAINING MANUAL

THE ACCESSORY GEARBOX (CONTINUED) Sealing Sealing of the AGB is provided by 2 configurations of carbon-contact seals : - Magnetic type. - Spring-loaded type. Magnetic seals The magnetic-type seal consists of : - A non-magnetic housing, which contains a magnetized mating ring with a polished face and a retaining ring. - A rotating seal with carbon material held in a rotating ring. This seal type can be used on the following pads : - Hydraulic pump. - Fuel pump.


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Page 350 Sep 04

CFM56-5B

TRAINING MANUAL

NON MAGNETIC HOUSING

MAGNETIZED RING

RETAINING RING

CARBON RING (ROTOR)

MAGNETIZED RING

LAPPED OR POLISHED CONTACT FACE (STATOR) GEARSHAFT ASSY

O-RING

ROTATING PART

MAGNETIC SEAL

CTC-214-068-01


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Page 351 Sep 04

CFM56-5B

TRAINING MANUAL

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


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CFM56-5B

TRAINING MANUAL

O-RING SEAL

ROTATING RING OIL DRAINING HOLES

RETAINING RING

O-RING SEAL

THRUST RING

CARBON CONTACT FACE

NON-MAGNETIC SEAL HOUSING

MAGNETIC RING

CTC-214-069-01

MAGNETIC SEAL (STARTER AND IDG PADS)


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Page 353 Sep 04

CFM56-5B

TRAINING MANUAL

THE ACCESSORY GEARBOX (CONTINUED) Spring-loaded seals The spring-loaded seal is made up of a carbon packing and a rotating mating ring with a polished face. The rotating mating ring has 4 lugs that engage in corresponding slots machined in the gear shaft bearing. A housing, which contains the spring-loaded seal, ensures constant contact between the polished face and the carbon seal element. This seal type can be used on the following drive pads : - Integrated Drive Generator (IDG). - Hydraulic pump. - Starter. - Fuel pump.


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Page 354 Sep 04

CFM56-5B

TRAINING MANUAL

(DISASSEMBLED) CARBON CONTACT FACE LUGS (4) FIXED PART

CARBON RING (STATOR)

MATING RING

LUGS O-RING SEALS

LAPPED OR POLISHED CONTACT FACE (ROTOR) ROTARY PART GEARSHAFT ASSY

SPRING-LOADED SEAL

CTC-214-070-01


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TRAINING MANUAL



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Page 356 Sep 04

CFM 56 TTM.pdf

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