TRAINING MANUAL

CFM56-5A / -5B

BASIC ENGINE

APRIL 2005

CTC-063 Level 3

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Published by CFMI

CFMI Customer Training Center CFMI Customer Training Services

Snecma Services GE Aircraft Engines
Site de Melun-Montereau, Customer Technical Education Center
Aérodrome de Villaroche 123 Merchant Street
Chemin de Viercy, B.P. 1936, Mail Drop Y2
77019 - Melun Cedex Cincinnati, Ohio 45246
FRANCE USA

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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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LEXIS

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A ATC AUTOTHROTTLE COMPUTER

A/C AIRCRAFT ATHR AUTO THRUST
AC ALTERNATING CURRENT ATO ABORTED TAKE OFF
ACARS AIRCRAFT COMMUNICATION AVM AIRCRAFT VIBRATION MONITORING
ADRESSING and REPORTING SYSTEM
ACAU AIR CONDITIONING ACCESSORY UNIT B
ACMS AIRCRAFT CONDITION MONITORING SYSTEM BITE BUILT IN TEST EQUIPMENT
ACS AIRCRAFT CONTROL SYSTEM BMC BLEED MANAGEMENT COMPUTER
ADC AIR DATA COMPUTER BPRV BLEED PRESSURE REGULATING VALVE
ADEPT AIRLINE DATA ENGINE PERFORMANCE BSI BORESCOPE INSPECTION
TREND BSV BURNER STAGING VALVE (SAC)
ADIRS AIR DATA AND INERTIAL REFERENCE BSV BURNER SELECTION VALVE (DAC)
SYSTEM BVCS BLEED VALVE CONTROL SOLENOID
ADIRU AIR DATA AND INERTIAL REFERENCE
UNIT C
AGB ACCESSORY GEARBOX C CELSIUS or CENTIGRADE
AIDS AIRCRAFT INTEGRATED DATA SYSTEM CAS CALIBRATED AIR SPEED
ALF AFT LOOKING FORWARD CBP (HP) COMPRESSOR BLEED PRESSURE
ALT ALTITUDE CCDL CROSS CHANNEL DATA LINK
ALTN ALTERNATE CCFG COMPACT CONSTANT FREQUENCY
AMB AMBIENT GENERATOR
AMM AIRCRAFT MAINTENANCE MANUAL CCU COMPUTER CONTROL UNIT
AOG AIRCRAFT ON GROUND CCW COUNTER CLOCKWISE
A/P AIRPLANE CDP (HP) COMPRESSOR DISCHARGE PRESSURE
APU AUXILIARY POWER UNIT CDS COMMON DISPLAY SYSTEM
ARINC AERONAUTICAL RADIO, INC. CDU CONTROL DISPLAY UNIT
(SPECIFICATION) CFDIU CENTRALIZED FAULT DISPLAY
ASM AUTOTHROTTLE SERVO MECHANISM INTERFACE UNIT
A/T AUTOTHROTTLE CFDS CENTRALIZED FAULT DISPLAY SYSTEM
ATA AIR TRANSPORT ASSOCIATION CFMI JOINT GE/SNECMA COMPANY (CFM

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INTERNATIONAL) DCU DATA CONVERSION UNIT

CG CENTER OF GRAVITY DCV DIRECTIONAL CONTROL VALVE BOEING
Ch A channel A DEU DISPLAY ELECTRONIC UNIT
Ch B channel B DFCS DIGITAL FLIGHT CONTROL SYSTEM
CHATV CHANNEL ACTIVE DFDAU DIGITAL FLIGHT DATA ACQUISITION
CIP(HP) COMPRESSOR INLET PRESSURE UNIT
CIT(HP) COMPRESSOR INLET TEMPERATURE DFDRS DIGITAL FLIGHT DATA RECORDING
cm.g CENTIMETER X GRAMS SYSTEM
CMC CENTRALIZED MAINTENANCE COMPUTER DISC DISCRETE
CMM COMPONENT MAINTENANCE MANUAL DIU DIGITAL INTERFACE UNIT
CMS CENTRALIZED MAINTENANCE SYSTEM DMC DISPLAY MANAGEMENT COMPUTER
CMS CENTRAL MAINTENANCE SYSTEM DMD DEMAND
CODEP HIGH TEMPERATURE COATING DMS DEBRIS MONITORING SYSTEM
CONT CONTINUOUS DMU DATA MANAGEMENT UNIT
CPU CENTRAL PROCESSING UNIT DOD DOMESTIC OBJECT DAMAGE
CRT CATHODE RAY TUBE DPU DIGITAL PROCESSING MODULE
CSD CONSTANT SPEED DRIVE DRT DE-RATED TAKE-OFF
CSI CYCLES SINCE INSTALLATION
CSN CYCLES SINCE NEW E
CTAI COWL THERMAL ANTI-ICING EAU ENGINE ACCESSORY UNIT
CTEC CUSTOMER TECHNICAL EDUCATION CENTER EBU ENGINE BUILDUP UNIT
CTL CONTROL ECA ELECTRICAL CHASSIS ASSEMBLY
Cu.Ni.In COPPER.NICKEL.INDIUM ECAM ELECTRONIC CENTRALIZED AIRCRAFT
CW CLOCKWISE MONITORING
ECS ENVIRONMENTAL CONTROL SYSTEM
D ECU ELECTRONIC CONTROL UNIT
DAC DOUBLE ANNULAR COMBUSTOR EE ELECTRONIC EQUIPMENT
DAMV DOUBLE ANNULAR MODULATED VALVE EEC ELECTRONIC ENGINE CONTROL
DAR DIGITAL ACMS RECORDER EFH ENGINE FLIGHT HOURS
DC DIRECT CURRENT EFIS ELECTRONIC FLIGHT INSTRUMENT SYSTEM

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EGT EXHAUST GAS TEMPERATURE FDIU FLIGHT DATA INTERFACE UNIT

EHSV ELECTRO-HYDRAULIC SERVO VALVE FDRS FLIGHT DATA RECORDING SYSTEM
EICAS ENGINE INDICATING AND CREW FDU FIRE DETECTION UNIT
ALERTING SYSTEM FEIM FIELD ENGINEERING INVESTIGATION MEMO
EIS ELECTRONIC INSTRUMENT SYSTEM FF FUEL FLOW (see Wf) -7B
EIU ENGINE INTERFACE UNIT FFCCV FAN FRAME/COMPRESSOR CASE
EIVMU ENGINE INTERFACE AND VIBRATION VERTICAL (VIBRATION SENSOR)
MONITORING UNIT FI FLIGHT IDLE (F/I)
EMF ELECTROMOTIVE FORCE FIM FAULT ISOLATION MANUAL
EMI ELECTRO MAGNETIC INTERFERENCE FIN FUNCTIONAL ITEM NUMBER
EMU ENGINE MAINTENANCE UNIT FIT FAN INLET TEMPERATURE
EPROM ERASABLE PROGRAMMABLE READ FLA FORWARD LOOKING AFT
ONLY MEMORY FLX TO FLEXIBLE TAKE-OFF
(E)EPROM (ELECTRICALLY) ERASABLE FMC FLIGHT MANAGEMENT COMPUTER
PROGRAMMABLE READ ONLY MEMORY FMCS FLIGHT MANAGEMENT COMPUTER SYSTEM
ESN ENGINE SERIAL NUMBER FMGC FLIGHT MANAGEMENT AND GUIDANCE
ETOPS EXTENDED TWIN OPERATION SYSTEMS COMPUTER
EWD/SD ENGINE WARNING DISPLAY / SYSTEM FMGEC FLIGHT MANAGEMENT AND GUIDANCE
DISPLAY ENVELOPE COMPUTER
FMS FLIGHT MANAGEMENT SYSTEM
F FMV FUEL METERING VALVE
F FARENHEIT FOD FOREIGN OBJECT DAMAGE
FAA FEDERAL AVIATION AGENCY FPA FRONT PANEL ASSEMBLY
FADEC FULL AUTHORITY DIGITAL ENGINE FPI FLUORESCENT PENETRANT INSPECTION
CONTROL FQIS FUEL QUANTITY INDICATING SYSTEM
FAR FUEL/AIR RATIO FRV FUEL RETURN VALVE
FCC FLIGHT CONTROL COMPUTER FWC FAULT WARNING COMPUTER
FCU FLIGHT CONTROL UNIT FWD FORWARD
FDAMS FLIGHT DATA ACQUISITION &
MANAGEMENT SYSTEM G

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g.in GRAM X INCHES Hz HERTZ (CYCLES PER SECOND)

GE GENERAL ELECTRIC
GEAE GENERAL ELECTRIC AIRCRAFT ENGINES I
GEM GROUND-BASED ENGINE MONITORING I/O INPUT/OUTPUT
GI GROUND IDLE (G/I) IAS INDICATED AIR SPEED
GMM GROUND MAINTENANCE MODE ID INSIDE DIAMETER
GMT GREENWICH MEAN TIME ID PLUG IDENTIFICATION PLUG
GND GROUND IDG INTEGRATED DRIVE GENERATOR
GPH GALLON PER HOUR IFSD IN FLIGHT SHUT DOWN
GPU GROUND POWER UNIT IGB INLET GEARBOX
GSE GROUND SUPPORT EQUIPMENT IGN IGNITION
IGV INLET GUIDE VANE
H in. INCH
HCF HIGH CYCLE FATIGUE IOM INPUT OUTPUT MODULE
HCU HYDRAULIC CONTROL UNIT IPB ILLUSTRATED PARTS BREAKDOWN
HDS HORIZONTAL DRIVE SHAFT IPC ILLUSTRATED PARTS CATALOG
HMU HYDROMECHANICAL UNIT IPCV INTERMEDIATE PRESSURE CHECK VALVE
HP HIGH PRESSURE IPS INCHES PER SECOND
HPC HIGH PRESSURE COMPRESSOR IR INFRA RED
HPCR HIGH PRESSURE COMPRESSOR ROTOR
HPRV HIGH PRESSURE REGULATING VALVE K
HPSOV HIGH PRESSURE SHUT-OFF VALVE °K KELVIN
HPT HIGH PRESSURE TURBINE k X 1000
HPT(A)CC HIGH PRESSURE TURBINE (ACTIVE) KIAS INDICATED AIR SPEED IN KNOTS
CLEARANCE CONTROL kV KILOVOLTS
HPTC HIGH PRESSURE TURBINE CLEARANCE Kph KILOGRAMS PER HOUR
HPTCCV HIGH PRESSURE TURBINE CLEARANCE
CONTROL VALVE L
HPTN HIGH PRESSURE TURBINE NOZZLE L LEFT
HPTR HIGH PRESSURE TURBINE ROTOR L/H LEFT HAND

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lbs. POUNDS, WEIGHT MMEL MAIN MINIMUM EQUIPMENT LIST

LCD LIQUID CRYSTAL DISPLAY MO AIRCRAFT SPEED MACH NUMBER
LCF LOW CYCLE FATIGUE MPA MAXIMUM POWER ASSURANCE
LE (L/E) LEADING EDGE MPH MILES PER HOUR
LGCIU LANDING GEAR CONTROL INTERFACE MTBF MEAN TIME BETWEEN FAILURES
UNIT MTBR MEAN TIME BETWEEN REMOVALS
LP LOW PRESSURE mV MILLIVOLTS
LPC LOW PRESSURE COMPRESSOR Mvdc MILLIVOLTS DIRECT CURRENT
LPT LOW PRESSURE TURBINE
LPT(A)CC LOW PRESSURE TURBINE (ACTIVE) N
CLEARANCE CONTROL N1 (NL) LOW PRESSURE ROTOR ROTATIONAL
LPTC LOW PRESSURE TURBINE CLEARANCE SPEED
LPTN LOW PRESSURE TURBINE NOZZLE N1* DESIRED N1
LPTR LOW PRESSURE TURBINE ROTOR N1ACT ACTUAL N1
LRU LINE REPLACEABLE UNIT N1CMD COMMANDED N1
LVDT LINEAR VARIABLE DIFFERENTIAL N1DMD DEMANDED N1
TRANSFORMER N1K CORRECTED FAN SPEED
N1TARGET TARGETED FAN SPEED
M N2 (NH) HIGH PRESSURE ROTOR ROTATIONAL
mA MILLIAMPERES (CURRENT) SPEED
MCD MAGNETIC CHIP DETECTOR N2* DESIRED N2
MCDU MULTIPURPOSE CONTROL AND N2ACT ACTUAL N2
DISPLAY UNIT N2K CORRECTED CORE SPEED
MCL MAXIMUM CLIMB N/C NORMALLY CLOSED
MCR MAXIMUM CRUISE N/O NORMALLY OPEN
MCT MAXIMUM CONTINUOUS NAC NACELLE
MDDU MULTIPURPOSE DISK DRIVE UNIT NVM NON VOLATILE MEMORY
MEC MAIN ENGINE CONTROL
milsD.A. Mils DOUBLE AMPLITUDE O
mm. MILLIMETERS OAT OUTSIDE AIR TEMPERATURE

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OD OUTLET DIAMETER PSID POUNDS PER SQUARE INCH DIFFERENTIAL

OGV OUTLET GUIDE VANE psig POUNDS PER SQUARE INCH GAGE
OSG OVERSPEED GOVERNOR PSM POWER SUPPLY MODULE
OVBD OVERBOARD PSS (ECU) PRESSURE SUB-SYSTEM
OVHT OVERHEAT PSU POWER SUPPLY UNIT
PT TOTAL PRESSURE
P PT2 FAN INLET TOTAL AIR PRESSURE (PRIMARY
Pb BYPASS PRESSURE FLOW)
Pc REGULATED SERVO PRESSURE PT25 HPC TOTAL INLET PRESSURE
Pcr CASE REGULATED PRESSURE
Pf HEATED SERVO PRESSURE Q
P/T25 HP COMPRESSOR INLET TOTAL AIR QAD QUICK ATTACH DETACH
PRESSURE/TEMPERATURE QEC QUICK ENGINE CHANGE
P/N PART NUMBER QTY QUANTITY
P0 AMBIENT STATIC PRESSURE QWR QUICK WINDMILL RELIGHT
P25 HP COMPRESSOR INLET TOTAL AIR
TEMPERATURE R
PCU PRESSURE CONVERTER UNIT R/H RIGHT HAND
PLA POWER LEVER ANGLE RAC/SB ROTOR ACTIVE CLEARANCE/START
PMC POWER MANAGEMENT CONTROL BLEED
PMUX PROPULSION MULTIPLEXER RACC ROTOR ACTIVE CLEARANCE CONTROL
PPH POUNDS PER HOUR RAM RANDOM ACCESS MEMORY
PRSOV PRESSURE REGULATING SERVO VALVE RCC REMOTE CHARGE CONVERTER
Ps PUMP SUPPLY PRESSURE RDS RADIAL DRIVE SHAFT
PS12 FAN INLET STATIC AIR PRESSURE RPM REVOLUTIONS PER MINUTE
PS13 FAN OUTLET STATIC AIR PRESSURE RTD RESISTIVE THERMAL DEVICE
PS3HP COMPRESSOR DISCHARGE STATIC AIR RTO REFUSED TAKE OFF
PRESSURE (CDP) RTV ROOM TEMPERATURE VULCANIZING
PSI POUNDS PER SQUARE INCH (MATERIAL)
PSIA POUNDS PER SQUARE INCH ABSOLUTE RVDT ROTARY VARIABLE DIFFERENTIAL

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TRANSFORMER STP STANDARD TEMPERATURE AND PRESSURE

SVR SHOP VISIT RATE
S SW SWITCH BOEING
S/N SERIAL NUMBER SYS SYSTEM
S/R SERVICE REQUEST
S/V SHOP VISIT T
SAC SINGLE ANNULAR COMBUSTOR T oil OIL TEMPERATURE
SAR SMART ACMS RECORDER T/C THERMOCOUPLE
SAV STARTER AIR VALVE T/E TRAILING EDGE
SB SERVICE BULLETIN T/O TAKE OFF
SCU SIGNAL CONDITIONING UNIT T/R THRUST REVERSER
SDAC SYSTEM DATA ACQUISITION CONCENTRATOR T12 FAN INLET TOTAL AIR TEMPERATURE
SDI SOURCE/DESTINATION IDENTIFIER (BITS) (CF T25 HP COMPRESSOR INLET AIR TEMPERATURE
ARINC SPEC) T3 HP COMPRESSOR DISCHARGE AIR
SDU SOLENOID DRIVER UNIT TEMPERATURE
SER SERVICE EVALUATION REQUEST T49.5 EXHAUST GAS TEMPERATURE
SFC SPECIFIC FUEL CONSUMPTION T5 LOW PRESSURE TURBINE DISCHARGE TOTAL
SFCC SLAT FLAP CONTROL COMPUTER AIR TEMPERATURE
SG SPECIFIC GRAVITY TAI THERMAL ANTI ICE
SLS SEA LEVEL STANDARD (CONDITIONS : 29.92 TAT TOTAL AIR TEMPERATURE
in.Hg / 59°F) TBC THERMAL BARRIER COATING
SLSD SEA LEVEL STANDARD DAY (CONDITIONS : TBD TO BE DETERMINED
29.92 in.Hg / 59°F) TBO TIME BETWEEN OVERHAUL
SMM STATUS MATRIX TBV TRANSIENT BLEED VALVE
SMP SOFTWARE MANAGEMENT PLAN TC(TCase) HP TURBINE CASE TEMPERATURE
SN SERIAL NUMBER TCC TURBINE CLEARANCE CONTROL
SNECMA SOCIETE NATIONALE D’ETUDE ET DE TCCV TURBINE CLEARANCE CONTROL VALVE
CONSTRUCTION DE MOTEURS D’AVIATION TCJ TEMPERATURE COLD JUNCTION
SOL SOLENOID T/E TRAILING EDGE
SOV SHUT-OFF VALVE TECU ELECTRONIC CONTROL UNIT INTERNAL

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TEMPERATURE VDT VARIABLE DIFFERENTIAL TRANSFORMER

TEO ENGINE OIL TEMPERATURE VIB VIBRATION
TGB TRANSFER GEARBOX VLV VALVE
Ti TITANIUM VRT VARIABLE RESISTANCE TRANSDUCER
TLA THROTTLE LEVER ANGLE AIRBUS VSV VARIABLE STATOR VANE
TLA THRUST LEVER ANGLE BOEING
TM TORQUE MOTOR W
TMC TORQUE MOTOR CURRENT WDM WATCHDOG MONITOR
T/O TAKE OFF Wf WEIGHT OF FUEL OR FUEL FLOW
TO/GA TAKE OFF/GO AROUND WFM WEIGHT OF FUEL METERED
T/P TEMPERATURE/PRESSURE SENSOR WOW WEIGHT ON WHEELS
TPU TRANSIENT PROTECTION UNIT WTAI WING THERMAL ANTI-ICING
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

U
UER UNSCHEDULED ENGINE REMOVAL
UTC UNIVERSAL TIME CONSTANT

V
VAC VOLTAGE, ALTERNATING CURRENT
VBV VARIABLE BLEED VALVE
VDC VOLTAGE, DIRECT CURRENT

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IMPERIAL / METRIC CONVERSIONS METRIC / IMPERIAL CONVERSIONS

1 mile = 1,609 km 1 km = 0.621 mile

1 ft = 30,48 cm 1m = 3.281 ft. or 39.37 in.
1 in. = 25,4 mm 1 cm = 0.3937 in.
1 mil. = 25,4 µ 1 mm = 39.37 mils.

1 sq.in. = 6,4516 cm² 1 m² = 10.76 sq. ft.

1 cm² = 0.155 sq.in.

1 USG = 3,785 l (dm³) 1 m³ = 35.31 cu. ft.

1 cu.in. = 16.39 cm³ 1 dm³ = 0.264 USA gallon
1 cm³ = 0.061 cu.in.

1 lb. = 0.454 kg 1 kg = 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 = 1.8 x °C + 32 °C = ( °F - 32 ) /1.8

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TABLE OF CONTENTS

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SECTION PAGE SECTION PAGE

LEXIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 LOW PRESSURE TURBINE FRAME MODULE . . . . . . . . . . . . . . . . . . . . 147

TABLE OF CONTENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 ACCESSORY DRIVE MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 151

INTRODUCTION TO THE CFM56 FAMILY . . . . . . . . . . . . . . . . . . . . . . . . 17 INLET GEARBOX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155

ENGINE GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 TRANSFER GEARBOX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159

FAN MAJOR MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53 ACCESSORY GEARBOX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 163

FAN AND BOOSTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59

NO 1 AND NO 2 BEARING SUPPORT MODULE . . . . . . . . . . . . . . . . . . . 79

FAN FRAME MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83

CORE ENGINE MAJOR MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97

HIGH PRESSURE COMPRESSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101

COMBUSTION SECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111

HIGH PRESSURE TURBINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121

LOW PRESSURE TURBINE MAJOR MODULE . . . . . . . . . . . . . . . . . . . . 133

LPT ROTOR / STATOR MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137

LPT SHAFT MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 143

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INTRODUCTION TO THE CFM56 FAMILY

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INTRODUCTION TO THE CFM56 FAMILY

Engine Applications

The following chart shows the various engine models for

the Airbus A318-A319-A320-A321 aircraft.

(-5B):
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.

(-5A):
The CFM56-5A engine is used on some AIRBUS A319-
320 aircraft. It has several different thrust ratings, ranging
from 22,000 to 26,500 lbs of thrust (9786 to 11787 daN).

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CFM56-5B8/P (21,600 lbs) 9,608 daN

CFM56-5B9/P (23,000 lbs) 10,230 daN

CFM56-5A4 (22,000 lbs) 9,786 daN

CFM56-5B5 (22,000 lbs) 9,786 daN
CFM56-5B5/2 (22,000 lbs) 9,786 daN
CFM56-5B5/P (22,000 lbs) 9,786 daN
CFM56-5B5/2P (22,000 lbs) 9,786 daN
CFM56-5A5 (23,500 lbs) 10,453 daN
CFM56-5B6 (23,500 lbs) 10,453 daN
CFM56-5B6/2 (23,500 lbs) 10,453 daN
CFM56-5B6/P (23,500 lbs) 10,453 daN
CFM56-5B6/2P (23,500 lbs) 10,453 daN
CFM56-5B7/P (27,000 lbs) 12,010 daN

CFM56-5A1 (25,000 lbs) 11,120 daN

CFM56-5A3 (26,500 lbs) 11,787 daN
CFM56-5B4 (27,000 lbs) 12,010 daN
CFM56-5B4/2 (27,000 lbs) 12,010 daN
CFM56-5B4/P (27,000 lbs) 12,010 daN
CFM56-5B4/2P (27,000 lbs) 12,010 daN

CFM56-5B1 (30,000 lbs) 13,344 daN

CFM56-5B1/2 (30,000 lbs) 13,344 daN
CFM56-5B1/P (30,000 lbs) 13,344 daN
CFM56-5B1/2P (30,000 lbs) 13,344 daN
CFM56-5B2 (31,000 lbs) 13,789 daN
CFM56-5B2/2 (31,000 lbs) 13,789 daN
CFM56-5B2/P (31,000 lbs) 13,789 daN
CFM56-5B2/2P (31,000 lbs) 13,789 daN
CFM56-5B3/P (32,000 lbs) 14,234 daN
CFM56-5B3/2P (32,000 lbs) 14,234 daN

CTC-063-002-03
CFM56-5A/-5B FOR AIRBUS APPLICATIONS
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CFM56-5B MAIN CHARACTERISTICS

Type of engine Turbo fan Performance (*figures depend on engine model)

Arrangement Two spool axial flow - Take-off thrust (SLS) 21,600 - 32,000 lbs
(9,608 - 14,234 daN)
Rotation Clockwise (ALF)
- Take-off flat rated *86/30 to 113/45
Compressors Temperature °F/°C
- Low Pressure:
Fan Stage 1 - Max climb thrust *5630 to 6420 lbs
Booster Stages 2 to 5
- By-pass ratio *5.4:1 to 6:1
- High Pressure:
HP Compressor Stages 1 to 9 - EGT red line Non/P engines = 950°C
/P engines = 940°C
Combustion chamber Annular SAC (option DAC)
- 100% N1 (Low Pressure 5000 rpm
Turbines Rotational Speed)
- HP Turbine Single stage
- LP Turbine Four stages - N1 speed limit (red line) 104%

Weight 2381 kg (5249 lbs) - 100% N2 (High Pressure 14460 rpm

Rotational Speed)
Overall dimensions
- Length 2.94m (115.86 ins) - N2 speed limit (red line) 105%
- Height 2.14m (83.65 ins)
- Width 1.97m (77.88 ins)

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CTC-063-003-02
CFM56-5B
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CFM56-5A MAIN CHARACTERISTICS

Type of engine Turbo fan Performance (* figures depend on engine model)

Arrangement Two spool axial flow - Take-off thrust (SLS) 22,000 to 26,500 lbs
(9786 to 11787 daN)
Rotation Clockwise (ALF)
- Take-off flat rated
Compressors temperature °F/°C * 86/30 to 113/45
- Low Pressure:
Fan Stage 1 - Max climb thrust 5616 lbs (2498 daN)
Booster Stages 2 to 4
- High Pressure: - By-pass ratio * 6 to 6.2
HP Compressor Stages 1 to 9
- EGT red line 890/915°C
Combustion chamber Annular SAC
- 100% N1 (Low Pressure
Turbines Rotational Speed) 4904 rpm
- HP Turbine Single stage
- LP Turbine Four stages - N1 speed limit (red line) 104% (5100 rpm)

Weight 2266 Kg (4995 lbs) - 100% N2 (High Pressure

Rotational Speed) 14460 rpm
Overall dimensions
- Length 2.92m (115 ins) - N2 speed limit (red line) 105% (15183 rpm)
- Height 2.10m (82.7 ins)
- Width 1.91m (75.1 ins)
- Fan diameter 1.82m (71.5 ins)

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CTC-063-040-00 CFM56-5A
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ENGINE GENERAL

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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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FWD MOUNT
WING
PYLON AFT MOUNT

AFT CENTERBODY
MOUNT

RIGHT
THRUST REVERSER
"C" DUCT

RIGHT
FAN COWL PRIMARY
DOOR ENGINE
BUILT NOZZLE
UNIT

THRUST
REVERSER
PIVOTING
DOORS
LEFT
FWD THRUST
MOUNT LEFT REVERSER
INLET
FAN COWL "C" DUCT
COWL
DOOR

CTC-063-041-00
POWERPLANT PRESENTATION
EFFECTIVITY
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AIR SYSTEM INTRODUCTION

The air system of the CFM56-5A/-5B engines 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.

(-5A):

NOTE:
Transient bleed valves (TBV) are not installed on CFM56-
5A engines.

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VBV TVB
(-5B ONLY)
- 5B
HPTCC
(-5B) LPTCC
THRUST
BLEEDS

SUMP
BEARING FORCES PRESSURIZATION COOLING
DAMPING
VBV
HPTACC LPTCC
- 5A (-5A)
VSV
THRUST
BLEEDS

SUMP
PRESSURIZATION COOLING

CTC-063-042-00 AIR SYSTEM INTRODUCTION

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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.

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FRV

FUEL
MANIFOLDS

FUEL
SUPPLY
LINE

FUEL PUMP

HMU FUEL FLOW

TRANSMITTER

CTC-063-043-00
FUEL SYSTEM INTRODUCTION (-5B)
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FRV
FUEL
MANIFOLDS

FUEL
SUPPLY
LINE

FUEL PUMP

FUEL FLOW
HMU
TRANSMITTER

CTC-063-069-00 FUEL SYSTEM INTRODUCTION (-5A)

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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).

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SENSOR

OIL TANK
REAR SUMP
(INSIDE THE
ENGINE)

LUBE
UNIT

FORWARD SUMP
AGB (INSIDE THE ENGINE)

CTC-063-044-00
OIL SYSTEM INTRODUCTION (-5B)
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SENSOR

OIL TANK

REAR SUMP
(INSIDE THE
ENGINE)

LUBE
UNIT

FORWARD SUMP
(INSIDE THE ENGINE)
AGB

CTC-063-070-00 OIL SYSTEM INTRODUCTION (-5A)

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ENGINE GENERAL CONCEPT

The CFM56-5A/-5B engine is a high by-pass, dual rotor, (-5B):

axial flow, advanced technology turbofan. It is supported
by the wing pylon and streamlined by cowlings. At static take-off power, the CFM56-5B engine by-pass
ratio is between 5.4:1 and 6:1, depending on the engine
Air is sucked into the intake by the fan blades and split model, which means that the secondary airflow takes
into two flow paths, the Primary and the Secondary. in between 5.4 and 6 times more air than the primary
airflow.
The primary airflow passes through the inner portion of
the fan blades and is directed into a booster (LPC). (-5A):

The flow path then enters a High Pressure Compressor At static take-off power, the CFM56-5A engine by-pass
(HPC) and goes to a combustor. Mixed with fuel and ratio is between 6:1 and 6.2:1, depending on the engine
ignited, the gas flow provides energy to a High Pressure model.
Turbine (HPT) and a Low Pressure Turbine (LPT). By-pass ratio = (secondary airflow) / (primary airflow).

The secondary airflow passes through the outer portion

of the fan blades, the Outlet Guide Vanes (OGV’s) and
exits through the nacelle discharge duct, producing
approximately 80 % of the total thrust. It also plays a role
in the thrust reverser system.

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SECONDARY FLOW

PRIMARY FLOW

THRUST
REVERSER

CTC-063-005-02
DESIGN AND OPERATION
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ENGINE GENERAL CONCEPT

The CFM56-5A/-5B engine uses a maintenance concept - Engine vibration monitoring system: sensors
called ‘On Condition Maintenance’. This means that located in various positions in the engine, send
the engine has no periodic overhaul schedules and can vibration values to the on-board monitoring
remain installed under the wing until something important system. When vibration values are excessive,
occurs, or when lifetime limits of parts are reached. the data recorded can be used to take remedial
balancing action.
For this reason, to monitor and maintain the health of the
engine, different tools are available, which are:

- Engine performance trend monitoring, to evaluate

engine deterioration over a period of use: engine
parameters, such as gas temperature, are
recorded and compared to those initially observed
at engine installation on the aircraft.

- Borescope inspection, to check the condition

of engine internal parts: when parts are not
accessible, they can be visually inspected with
borescope probes inserted in ports located on the
engine outer casing.

- Lubrication particles analysis: while circulating in

the oil system, lubrication oil is filtered, and large,
visible-to-the-eye particles (larger than 10 microns)
coming from worn engine parts are collected in
filters and magnetic chip detectors, for visual
inspection and analysis.

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VIBRATION
TREND MONITORING MONITORING

BORESCOPE
INSPECTION LUBE PARTICLE ANALYSIS

CTC-063-009-03
CONDITION MONITORING
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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.

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FAN MODULE CORE MODULE LPT MODULE

- 5B

- 5A

CTC-063-045-00
LIFE - LIMITED PARTS
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ENGINE GENERAL CONCEPT

The CFM56-5A/-5B engine consists of two independent

rotating systems:
- The low pressure system rotational speed is
designated N1.
- The high pressure system rotational speed is
designated N2.

The engine rotors are supported by 5 bearings, identified

in manuals as numbers 1 thru 5, where No 1 is the most
forward and No 5 the most aft. These bearings are
housed in 2 dry sump cavities provided by the fan and
turbine frames.

Engine structural rigidity is obtained with short lengths

between two main structures (frames).

The accessory drive system uses energy from the high

pressure compressor rotor to drive the engine and aircraft
accessories. It also plays a major role in starting.

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5 BEARINGS

ACCESSORY
DRIVE SYSTEM LP SYSTEM
N1 SPEED

2 FRAMES

HP SYSTEM
N2 SPEED

2 SUMPS

CTC-063-006-02
ENGINE ROTATING SYSTEMS (-5B)
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5 BEARINGS

ACCESSORY
DRIVE LP SYSTEM
N1 SPEED

2 FRAMES

HP SYSTEM
N2 SPEED

2 SUMPS

CTC-063-071-00 ENGINE ROTATING SYSTEMS (-5A)

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ENGINE GENERAL CONCEPT

The CFM56-5A/-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.

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CORE ENGINE
MAJOR MODULE
FAN MAJOR
MODULE

- 5B

LOW PRESSURE TURBINE

MAJOR MODULE

ACCESSORY DRIVE
MODULE

CTC-063-008-02
MODULAR DESIGN (-5B)
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CORE ENGINE
MAJOR MODULE
FAN MAJOR
MODULE

- 5A

LOW PRESSURE TURBINE

MAJOR MODULE

ACCESSORY DRIVE MODULE

CTC-063-072-00 MODULAR DESIGN (-5A)

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FAN MAJOR MODULE

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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.

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GENERATES
PRIMARY AND
SECONDARY CONTAINMENT
AIR FLOWS
OF ENGINE FRONT
SECTION MAJOR
DETERIORATION
STRUCTURAL
RIGIDITY IN
FRONT SECTION

FAN SECTION
NOISE
ENCLOSES REDUCTION
FAN STAGE AND
LP COMPRESSOR
STAGES

ATTACHMENT FOR
GEARBOXES, ENGINE/
NACELLE EQUIPMENT

ENGINE/PYLON
FRONT SECTION
ATTACHMENT
ATTACHMENT FOR
CORE ENGINE

CTC-063-046-00
FAN MAJOR MODULE PURPOSES
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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.

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FAN FRAME
MODULE
FAN AND
BOOSTER
MODULE

INLET GEARBOX
AND No 3 BEARING

No 1 AND No 2
BEARING SUPPORT
MODULE

CTC-063-047-00
FAN MAJOR MODULE
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FAN AND BOOSTER

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FAN AND BOOSTER

The fan and booster is located at the front of the engine,

downstream from the air inlet cowl, and consists of:

(-5B):

- A spinner front cone.

- A spinner rear cone.
- A single-stage fan rotor.
- A four-stage axial booster.
- A five-stage stator assembly.

(-5A):

- A spinner front cone.

- A spinner rear cone.
- A single-stage fan rotor.
- A three-stage axial booster.
- A four-stage stator assembly.

Its rotating assembly is mounted on the fan shaft and its

fixed assembly is secured to the fan frame.

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- 5A

- 5B FAN ROTOR

BOOSTER
(3-STAGE)
BOOSTER
(4-STAGE)

SPINNER
REAR
CONE
SPINNER
FRONT
CONE
SPINNER
FRONT SPINNER
CONE REAR CONE

CTC-063-011-02
FAN AND BOOSTER DESIGN
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FAN AND BOOSTER (CONTINUED)

Spinner front cone An offset hole, identified by an indent mark, ensures

correct installation and centering onto the rear cone front
The spinner front cone is designed to minimize ice build- flange.
up.
(-5A):
It is at the front of the engine and is a hollow cone-
shaped structure, which is attached on its rear flange to For -5A engines, spinner front cones are made of
the spinner rear cone. The attachment is an interference aluminium only.
fitting.

(-5B):

In -5B engines, older versions could be made of either

a composite material or aluminium alloy. In the case
of aluminium alloy cones, an extra 6 washers must be
installed. New version spinner front cones will only be
made of aluminium.

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 aluminium.

The rear flange has 6 mounting screw locations and 3

threaded inserts, located every 120°, for installation of
jackscrews used in removal procedures.

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OFFSET 6 MOUNTING
HOLE SCREW LOCATIONS

INDENT MOUNTING
MARK SCREW

3 JACKSCREW
LOCATIONS

CTC-063-012-02
SPINNER FRONT CONE
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FAN AND BOOSTER (CONTINUED)

Spinner rear cone (-5A, -5B):

The rear cone prevents axial disengagement of The front flange has 6 line replaceable, crimped, self-
spacers used in the fan blade retention system and locking nuts.
accommodates balancing screws used in fan trim and
static balance procedures. The inner rear flange has 12 mounting screw holes for
installation onto the fan disk and there are a further 6
(-5B): threaded holes for the installation of jackscrews used in
rear cone removal procedures.
Inspite of its name, the spinner rear cone is not really a
cone. It is a hollow elliptical structure that is mounted on Both front and rear flanges have an offset hole to ensure
interference fit flanges between the spinner front cone correct installation and they are identified by indent
and the fan disk. marks. On the front flange of the rear cone, the indent
mark is next to the offset hole. The other indent mark is
It is made of aluminium alloy and protected by sulfuric on the outer rim of the rear cone, facing fan blade No 1.
anodization.

(-5A):

It is a hollow conical structure made of aluminium alloy

and is mounted on interference fit flanges between the
spinner front cone and the fan disk.

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 CFM56-5A/-5B TRAINING MANUAL

FAN FAN
BLADE BLADE
- 5A
- 5B

FAN DISK SPACER

FRONT
SPINNER
SPACING
MATING SURFACE
INTERFERENCE
FIT SELF-LOCKING
CRIMPED
SELF-LOCKING NUTS
NUTS
INTERFERENCE FRONT
FIT CONE
OFFSET HOLE
AT 12 O'CLOCK FAN
DISK
INTERFERENCE
FIT

12 MOUNTING
SCREW HOLES JACKSCREW
HOLE
REAR FLANGE

CTC-063-013-02
REAR CONE
EFFECTIVITY
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FAN AND BOOSTER (CONTINUED)

Spinner rear cone (continued) (-5B):

Balance procedures use various weights which are in the The rear cone has an integrated air seal that is glued to
form of balancing screws installed on the rear cone outer its inner rear flange.
diameter.
(-5A):
The balancing screws are used in two cases:
- Fan static balance following fan blade replacement, A gap between the fan disk and the blade platforms
for example after FOD. accommodates an o-ring seal, which ensures air sealing
- Fan trim balance, when vibration levels are higher between the disk and the rear spinner during engine
than the limits. operation.

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.

EFFECTIVITY
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BOOSTER Page 66
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FAN BLADE FAN BLADE

SEAL O-RING SEAL

- 5B - 5A

BALANCING BALANCING
SCREW SCREW

SPACER SPACER

FAN DISK
FAN DISK FAN
BLADE

INDENT
MARK

SPINNER
REAR CONE

CTC-063-048-00
REAR CONE BALANCE PROCEDURES
EFFECTIVITY
FAN AND
BOOSTER Page 67
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FAN AND BOOSTER (CONTINUED)

Fan disk (-5A):

The fan disk outer rim has 36 dovetail recesses for The fan disk inner rear flange provides attachment for
installation of the fan blades. the fan shaft (No 1 & 2 bearing support module). This
flange also features holes to allow the riveting of balance
Balance weights are riveted on the forward flange for weights used at shop maintenance level for fan and
dynamic module balancing. booster rotor balancing.

The inner front flange has an imprint to identify an NOTE:

offset hole for rear cone installation. There are also two To increase fan disk life limits, the fan disk can be
identification marks engraved on either side of blade repaired. After repair, the fan disk is identified with white
recesses No 1 and 5. paint on the fwd side:
“DISK REPAIRED - SHIMS REQUIRED”

EFFECTIVITY
FAN AND
BOOSTER Page 68
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FORWARD LOOKING AFT

SPHERICAL
IMPRINT

1 1

5
5

OFFSET
HOLES
BALANCE
WEIGHT
LOCATION

CTC-063-015-02 FAN DISK FLANGES

EFFECTIVITY
FAN AND
BOOSTER Page 69
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FAN AND BOOSTER (CONTINUED)

Fan blades (-5A):

The fan blades form the first stage of the Low Pressure The blades are individually retained by a spacer that
Compressor and accelerate the air entering the engine limits radial movement, a blade retainer that limits
through the air inlet cowls. forward axial movement and by the booster spool front
flange that limits axial movement rearward.
There are 36 titanium alloy, mid-span shrouded fan
blades. In order to limit vibration, dampers are installed in the
cavity between adjacent blades, below the inner platform.
Each blade has a dovetail base that slides into a recess The damper is axially retained by a titanium damper
on the fan disk outer rim. retainer, which is bolted on the rear flange of the fan disk.

The fan blades are approximately 23 inches (0.58m) NOTE:

long. For the reworked fan disk assembly, a shim is introduced
between each fan blade and the fan disk assembly to
(-5B): keep the same radial position to the fan blade.

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.

EFFECTIVITY
FAN AND
BOOSTER Page 70
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- 5B - 5A

DAMPER
RETAINER
36 FAN
BLADES

BLADE
DAMPER

RETAINER
LUG

FAN
DISK

BLADE
RETAINER
SPACER

SHIM
(WITH REPAIRED
SPACER DISK
FAN DISK ONLY)

CTC-063-016-02 FAN BLADES

EFFECTIVITY
FAN AND
BOOSTER Page 71
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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 molybdenum-
base 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 tungsten-

carbide coating. They are also lubricated with solid
molybdenum-base lubricant at blade installation.

EFFECTIVITY
FAN AND
BOOSTER Page 72
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MANUFACTURER CODE
MOMENTUM
PART NUMBER
WEIGHT
F0301 337-000-114-0
206740
F0491 J023493

TUNGSTEN CARBIDE COATING

EXAMPLE SPECIFIC SERIAL NUMBER
INDICATIONS
SUB-CONTRACTOR
NUMBER

FAN BLADE

TUNGSTEN CARBIDE COATING

Cu-Ni-In COATING AND

MOLYBDENUM FILM

HARD COATING
SURFACE
SPECIFIC
INDICATIONS

CTC-063-017-02
FAN BLADE ROOT AND MIDSPAN SHROUD
EFFECTIVITY
FAN AND
BOOSTER Page 73
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FAN AND BOOSTER (CONTINUED)

Booster stator vane assembly - borescope inspection

(-5B):

Visual assessment of the booster stage 1 vane assembly

and the leading edge of the LPC rotor stage 2 blades
can be made using a borescope 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 C03 also using a long 90° extension.

Booster blade stage 5 can be inspected in the same way

through borescope port S05.

EFFECTIVITY
FAN AND
BOOSTER Page 74
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- 5B

BORESCOPE VIEW
THROUGH THE
BOOSTER INLET FAN OUTLET GUIDE VANE

LONG RIGHT
ANGLE EXTENSION

FAN BLADE

2 3 4
5

S03 S05

CTC-063-049-00
BOOSTER INSPECTION HOLES (-5B)
EFFECTIVITY
FAN AND
BOOSTER Page 75
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FAN AND BOOSTER (CONTINUED)

Booster stator vane assembly - borescope inspection

(5A):

Visual assessment of the booster stage 1 vane assembly

and the leading edge of the LPC rotor stage 2 blades
can be made using a borescope fitted with a long 90°
extension.

The outer shroud of the stage 3 vane assembly has an

unplugged port (S0), at the 3.30 o’clock position, for
boresecope inspection of the primary airstream duct.

Stage 3 and 4 blades can be inspected through this port

using a long 90° extension.

EFFECTIVITY
FAN AND
BOOSTER Page 76
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- 5A
FAN OUTLET GUIDE VANE

LONG RIGHT
ANGLE
EXTENSION

BORESCOPE
VIEW THROUGH
THE BOOSTER INLET

FAN BLADE
2 3
4

UNPLUGGED
BORESCOPE PORT S0

CTC-063-050-00 BOOSTER INSPECTION (-5A)

EFFECTIVITY
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BOOSTER Page 77
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NO 1 AND NO 2 BEARING SUPPORT MODULE

EFFECTIVITY
NO 1 & 2 BEARING
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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.

EFFECTIVITY
NO 1 & 2 BEARING
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RECEIVE TORQUE
FROM LPT

SUPPORTS
ONE
VIBRATION
SENSOR VENTS THE
FWD SUMP

ENCLOSES
FRONT SECTION PROVIDES FAN
OF FWD SUMP SPEED INDICATION

DIRECTS
BEARING
LUBRICATION
SUPPORTS
FAN AND BOOSTER

CTC-063-051-00
No 1 AND No 2 BEARING SUPPORT PURPOSES
EFFECTIVITY
NO 1 & 2 BEARING
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EFFECTIVITY
NO 1 & 2 BEARING
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FAN FRAME MODULE

EFFECTIVITY
FAN FRAME
MODULE Page 83
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FAN FRAME MODULE

The fan frame module is the structure at the front of the

engine.

(-5B):

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.

EFFECTIVITY
FAN FRAME
MODULE Page 84
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UPSTREAM DOWNSTREAM FAN

FAN INLET FAN INLET FRAME
CASE CASE

FAN CASE

RADIAL DRIVE
SHAFT HOUSING

FAN OUTLET
GUIDE VANE

CTC-063-052-00
FAN FRAME MODULE (-5B)
EFFECTIVITY
FAN FRAME
MODULE Page 85
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FAN FRAME MODULE

(-5A):

The fan frame module consists of the following major

assemblies:
- The fan inlet case.
- The fan Outlet Guide Vane (OGV) assembly.
- The fan frame.
- The radial drive shaft housing.

EFFECTIVITY
FAN FRAME
MODULE Page 86
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FAN FRAME

FAN INLET
CASE

RADIAL DRIVE
SHAFT HOUSING

FAN OUTLET
GUIDE VANE

CTC-063-068-00 FAN FRAME MODULE (-5A)

EFFECTIVITY
FAN FRAME
MODULE Page 87
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FAN FRAME MODULE (CONTINUED)

The Outlet Guide Vane (OGV) There are 2 unplugged holes on the inner shroud,
between the 3 and 4 o’clock positions, to enable
(-5B): borescope inspection of the booster vane assemblies.
One is located between the OGV’s at the stage 3 vane
The OGV assembly is housed in the downstream fan assembly and the other at the stage 5 vane assembly.
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.

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.

EFFECTIVITY
FAN FRAME
MODULE Page 88
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- 5B
OUTER
PLATFORM

OUTER OGV
GUIDE INNER UNPLUGGED
UNPLUGGED BORESCOPE
VANE SHROUD
BORESCOPE HOLE
HOLE
S0
3

S05
OGV

SPLITTER
FAIRING

INNER
PLATFORM

CTC-063-020-03
FAN OUTLET GUIDE VANES (-5B)
EFFECTIVITY
FAN FRAME
MODULE Page 89
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FAN FRAME MODULE

The Outlet Guide Vane (OGV)

(-5A):

The OGV assembly is housed in the 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 OGV assembly consists of an iner shroud and 70

individual vanes made of composite material.

The OGV inner shroud is bolted to the fan frame. Its outer
surface contains 70 apertures to allow passage for the
vane inner platforms. The vane outer platforms are bolted
to the fan case.

There is an unplugged port for borescope inspection and

an aluminium alloy splitter fairing, which is attached to the
forward end of the inner shroud.

EFFECTIVITY
FAN FRAME
MODULE Page 90
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FAN INLET FAN MID FAN AFT FAN FRAME

CASE ACOUSTICAL ACOUSTICAL CASING
PANELS PANELS

OUTLET
GUIDE VANE
FAN FORWARD
ACOUSTICAL OGV INNER
PANELS SHROUD OUTER
PLATFORM

- 5A

ABRADABLE
SHROUD

OGV
SPLITTER
FAIRING

UNPLUGGED
BORESCOPE
HOLE

INNER
PLATFORM

CTC-063-053-00 FAN OUTLET GUIDE VANES (-5A)

EFFECTIVITY
FAN FRAME
MODULE Page 91
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FAN FRAME MODULE (CONTINUED)

The fan frame outer case

(-5B):

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.

EFFECTIVITY
FAN FRAME
MODULE Page 92
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T/R ADAPTOR
RINGS FAN INLET CASE
SECURING FLANGE

FRONT HANDLING
TRUNNION

- 5B

ENGINE DATA
PLATE

TGB

CTC-063-054-00
FAN FRAME OUTER CASE (-5B)
EFFECTIVITY
FAN FRAME
MODULE Page 93
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FAN FRAME MODULE (CONTINUED)

The fan frame outer case

(-5A):

The outer case is a circular welded structure connected

to the mid-box structure by radial struts.

The fan frame outer case surface has:

- 2 ground handling trunnions, at the 3 o’clock and 9
o’clock positions.
- 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 an adaptor ring
for the secondary airflow exhaust system.

The inner surface of the outer case is the outer wall of the
secondary airflow and is lined with acoustic panels.

EFFECTIVITY
FAN FRAME
MODULE Page 94
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FRONT HANDLING
TRUNNION

- 5A

ENGINE DATA
PLATE

TGB AT
6 O’CLOCK

CTC-063-055-00
FAN FRAME OUTER CASE (-5A)
EFFECTIVITY
FAN FRAME
MODULE Page 95
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EFFECTIVITY
FAN FRAME
MODULE Page 96
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CORE ENGINE MAJOR MODULE

EFFECTIVITY
CORE ENGINE
MAJOR MODULE Page 97
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CORE ENGINE MAJOR MODULE

The core engine is a high pressure, high speed, gas The core engine consists of the following:
generator that produces the power to drive the engine.
The HPC.
Fan discharge air is compressed in the High Pressure - HPC rotor.
Compressor (HPC), heated and expanded in the - HPC front stator.
combustion chamber. It is then directed by the High - HPC rear stator.
Pressure Turbine (HPT) nozzles onto the HPT rotor.
Energy not extracted from the gas stream by the HPT The combustion section.
rotor is used to drive the Low Pressure Turbine (LPT), fan - Combustor casing.
rotors and booster. - Combustion chamber.

In running conditions, the core engine also provides a The HPT.

torque to drive the accessories installed on the AGB. - HPT nozzle.
- HPT rotor.
During engine start an Air Starter drives the core engine - HPT shroud & Stage 1 LPT nozzle.
through the accessory drive system.

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.

EFFECTIVITY
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MAJOR MODULE Page 98
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COMBUSTION
HIGH PRESSURE CASE
COMPRESSOR STATOR

COMBUSTOR
HIGH PRESSURE
TURBINE NOZZLES

FUEL NOZZLES

HIGH PRESSURE
HPC STATOR TURBINE SHROUDS

STAGE 1 LPT
HIGH PRESSURE
NOZZLES
COMPRESSOR ROTOR

IGB & No 3 BEARING

No 4 BEARING

HIGH PRESSURE
HPC TURBINE ROTOR
ROTOR
AIR DUCT

CTC-063-039-01
CORE ENGINE MAJOR MODULE
EFFECTIVITY
CORE ENGINE
MAJOR MODULE Page 99
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MAJOR MODULE Page 100
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HIGH PRESSURE COMPRESSOR

EFFECTIVITY
HIGH PRESSURE
COMPRESSOR Page 101
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HIGH PRESSURE COMPRESSOR

The compressor rotor

The compressor rotor increases the velocity of fan

booster discharge air, which is pressurized by the stator
before entering the combustion section.

It is housed in the compressor case and the rotor front

end is supported by the No 3 bearing.

Its rear end is bolted to the HPT front shaft, through the
rear rotating (CDP) air seal.

EFFECTIVITY
HIGH PRESSURE
COMPRESSOR Page 102
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REAR ROTATING
(CDP) AIR SEAL
FRONT SHAFT
SUPPORTED BY
THE No 3 BEARING

HPT
FRONT SHAFT

CTC-063-056-00
HP COMPRESSOR ROTOR
EFFECTIVITY
HIGH PRESSURE
COMPRESSOR Page 103
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HIGH PRESSURE COMPRESSOR

The front stator case (-5A/-5B):

The upper and lower cases of the HPC front stator are There are also a series of plugged ports alongside
bolted together. the casing, at approximately the 5 o’clock position, for
borescope inspection of the rotor blades (one port per
(-5A): stage).

They have ports at the 5th stage to accommodate pipes The outer case has individual raised bosses at the IGV
that supply bleed air for both engine and aircraft use. and stages 1, 2 and 3. The outer case is thin to save
weight, so the bosses add extra depth to accommodate
Bleed air from the 5th stage ports is: the variable vane trunnions.
- For customer use.
- For Low Pressure Turbine (LPT) cooling (4 tubes).
- For High Pressure Turbine (HPT) cooling and
clearance control (1 tube).

(-5B):

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.

EFFECTIVITY
HIGH PRESSURE
COMPRESSOR Page 104
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HPC FRONT
STATOR ASSY UPPER
CASE
4 TH STAGE BLEED
FOR LPT1 NOZZLE
COOLING (x4)
BLEED PORTS

BORESCOPE
PORTS

CUSTOMER
BLEED

BORESCOPE
PORTS
HPC ROTOR
ASSY
LOWER CASE

CTC-063-057-00
HPC FRONT STATOR DESIGN (EXAMPLE -5B)
EFFECTIVITY
HIGH PRESSURE
COMPRESSOR Page 105
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THE HIGH PRESSURE COMPRESSOR (CONTINUED)

The rear stator (-5A):

The HPC rear stator plays a role in increasing the air The rear stator aft flange is cantilever installed to the
pressure delivered to the combustion section. inner flange of the compressor discharge pressure (CDP)
bulkhead and the combustor case.
The rear stator houses three fixed vanes stages 6-8 and
is installed inside the front stator casing. The CDP bulkhead is installed between the front stator
and combustor case.
The HPC fixed vane stage 9 is part of the combustion
case. All flanges are bolted, close-tolerance rabbeted
diameters making a strong assembly, with accurate
(-5B): concentricity with the combustor case.

The rear stator aft flange is cantilever mounted on the The forward end of the rear stator assembly is held
inner flange of the rear stator support. radially by 5 manifold brackets installed on the front stator
case.
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.

EFFECTIVITY
HIGH PRESSURE
COMPRESSOR Page 106
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 CFM56-5A/-5B TRAINING MANUAL

- 5B - 5A

REAR STATOR CDP BULKHEAD

SUPPORT
HPC REAR HPC REAR
STATOR CASING STATOR CASING
STAGE 6-8 STAGE 6-8

STAGE 9 STAGE 9

CTC-063-058-00 HPC REAR STATOR

EFFECTIVITY
HIGH PRESSURE
COMPRESSOR Page 107
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THE HIGH PRESSURE COMPRESSOR (CONTINUED)

Borescope ports

There are 9 plugged borescope ports on the lower stator

case, at approximately the 5 o’clock position, and they
are numbered S1 thru S9, where S1 is the most forward.

S7, S8 and S9 plugs have a particular design. They are

double plugs.

The inner thread engages the HPC rear stator case,

while the outer thread is tightened on the HPC case.

A spring-loaded system enables the outer plug to drive

the inner plug.

Both the inner and outer plugs have specific torque

values.

EFFECTIVITY
HIGH PRESSURE
COMPRESSOR Page 108
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S4
S6 S5
FWD S3

S2
S1 TOP VERTICAL
S9

S8 S1 TO S9
S7 AFT LOOKING FORWARD

S6 BORESCOPE PLUG
( S1 TO S6 )
S6 S5
S9 BORESCOPE PLUG ASSEMBLY S7 S4
S9 S8 S3
( S7 TO S9 ) S2
S1

CTC-063-031-00
HPC BORESCOPE PORTS
EFFECTIVITY
HIGH PRESSURE
COMPRESSOR Page 109
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EFFECTIVITY
HIGH PRESSURE
COMPRESSOR Page 110
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COMBUSTION SECTION

EFFECTIVITY
COMBUSTION
SECTION Page 111
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THE COMBUSTION SECTION

The combustion section is located between the High

Pressure Compressor (HPC) and the Low Pressure
Turbine (LPT).

Air from the HPC is mixed with fuel, supplied by 20 fuel

nozzles.

During the starting sequence, or when required, the

mixture is ignited by 2 igniter plugs, in order to produce
the necessary energy to drive the turbine rotors.
Residual energy is converted into thrust.

The combustion section also supplies HPC 9th stage

bleed air for both aircraft and engine use.

EFFECTIVITY
COMBUSTION
SECTION Page 112
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 CFM56-5A/-5B TRAINING MANUAL

- 5A - 5B IGNITER PLUGS
x2
9th. STAGE FUEL NOZZLE
BLEED AIR x20 LPT STATOR

ENERGY

HPTCC
BLEED AIR

ANNULAR
COMBUSTION
CHAMBER

HIGH PRESSURE
TURBINE

CTC-063-022-03
COMBUSTION SECTION
EFFECTIVITY
COMBUSTION
SECTION Page 113
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THE COMBUSTION SECTION

The combustion case The fuel nozzles are supplied by the following equipment,
which is attached to the case:
The combustion case provides the structural interface - A fuel supply manifold (Y-tubes).
between the HPC, the combustor and the LPT.
(-5B):
It provides 9th stage bleed air for both engine and aircraft - 2 fuel manifold halves.
use.
(-5A):
It incorporates the compressor Outlet Guide Vanes - 4 fuel manifold halves.
(OGV) and a diffuser, which slows down HPC airflow prior
to delivering it into the combustion area, thus improving The combustion case also has:
combustion efficiency. - 6 borescope ports.
- 4 customer bleed ports.
The combustion case features: - 4 ports for LPT stage 1 cooling.
- Mounting pads for fuel nozzles, pressure and - 3 ports for HPT clearance control air, 1 for source air
temperature sensors and igniter plugs. and 2 for the introduction of air to the shrouds.
- Mounting pads for air bleed for the customer,
starting, clearance control and turbine cooling (-5B):
systems. - 2 ports for TBV, 1 for source and 1 for introduction
(not shown).
The combustion case is a weldment structure.
(-5A):
The mounting pads accomodate 20 fuel nozzles around - 2 ports for start bleed, 1 for source and 1 for
the outer surface and 2 igniters, which are at the 4 and 8 introduction (not shown).
o’clock positions.

EFFECTIVITY
COMBUSTION
SECTION Page 114
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COOLING AIR
TO HPT SHROUD
BORESCOPE
BOSSES (4)
AFT FLANGE

DIFFUSER

FUEL NOZZLE
PAD (20)

OUTLET PS3 PAD (1)

GUIDE
VANES

BORESCOPE
BOSSES (2)

9TH STAGE BLEED AIR

COOLING AIR
TO LPT STAGE 1

IGNITER BOSS
FUEL NOZZLES (20) AND MANIFOLDS

CTC-063-059-00
COMBUSTION CASE DESIGN
EFFECTIVITY
COMBUSTION
SECTION Page 115
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THE COMBUSTION SECTION (CONTINUED)

The combustion chamber The swirl nozzles and dome

The combustion chamber is a short annular structure The dome is made of both cast and machined
housed in the combustion case. components.

It is installed between the HPC stator stage 9 and the It is bolted at its inner and outer ends to the liners and
HPT nozzle. cowls.

The swirl nozzles and the liners, which provide additional The dome contains the spectacle plate, which supports
combustion and cooling air, produce an efficient fuel/air 20 primary swirl nozzles, 20 secondary swirl nozzles,
mixture providing a uniform combustion pattern and low sleeves and deflectors.
thermal stresses.
The swirl nozzles, sleeves and deflectors mix air and fuel.
It consists of:
- The swirl fuel nozzles and deflectors (the dome). The surface of the dome is cooled by a layer of air from
- The outer and inner cowls. the HPC discharge (CDP) airflow.
- The outer and inner liners.

EFFECTIVITY
COMBUSTION
SECTION Page 116
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OUTER LINER

SPECTACLE
PLATE
HPT NOZZLE

OUTER
COWL

INNER LINER
SWIRL FUEL
NOZZLE
DEFLECTOR
INNER COWL SLEEVE
PRIMARY SWIRL NOZZLE SECONDARY SWIRL NOZZLE

CTC-063-060-00 COMBUSTION CHAMBER

EFFECTIVITY
COMBUSTION
SECTION Page 117
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THE COMBUSTION SECTION (CONTINUED)

Borescope ports

There are 4 plugged borescope ports (S12, S13,

S14, S15) around the combustion case, which enable
inspection of the combustion chamber.

Two other ports are available, using the spark igniter

ports S10 and S11, which can also be used to inspect the
High Pressure Turbine (HPT) blades.

EFFECTIVITY
COMBUSTION
SECTION Page 118
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BORESCOPE PORT
LOCATIONS (ALF) S12

S15

S13

S10
S11 IGNITER
COMBUSTION CASE
IGNITER
S14

FWD
BORESCOPE PLUG
IGNITER (S10, S11)
S12, S13, S14, S15

CTC-063-032-02
COMBUSTION CASE BORESCOPE PORTS
EFFECTIVITY
COMBUSTION
SECTION Page 119
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EFFECTIVITY
COMBUSTION
SECTION Page 120
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HIGH PRESSURE TURBINE

EFFECTIVITY
HIGH PRESSURE
TURBINE Page 121
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HIGH PRESSURE TURBINE (HPT)

The HPT converts the kinetic energy of gasses from the

combustion chamber into torque to drive the HPC.

It is housed in the combustion case and is a single-stage

air cooled assembly that consists of:
- The HPT nozzle.
- The HPT rotor.
- The HPT shroud and stage 1 LPT nozzle.

EFFECTIVITY
HIGH PRESSURE
TURBINE Page 122
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COMBUSTOR CASE

STAGE 1
LPT NOZZLE

HPT NOZZLE HPT ROTOR

HPT SHROUD

CTC-063-023-02
HIGH PRESSURE TURBINE
EFFECTIVITY
HIGH PRESSURE
TURBINE Page 123
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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.

(-5B):

- The aft outer stationary seal.

(-5A):

- The aft outer stationary seal assembly.

EFFECTIVITY
HIGH PRESSURE
TURBINE Page 124
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- 5B - 5A

HPT NOZZLE
X 21

AFT INNER
SUPPORT

BOLT
SHIELD

OUTER AFT INNER

STATIONARY SUPPORT
SEAL

OUTER
STATIONARY
SEAL ASSEMBLY

FORWARD INNER
SUPPORT

CTC-063-061-00 HIGH PRESSURE TURBINE NOZZLE ASSEMBLY

EFFECTIVITY
HIGH PRESSURE
TURBINE Page 125
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HIGH PRESSURE TURBINE (CONTINUED)

The HPT rotor

The HPT rotor receives gas flow from the combustion

chamber through the HPT nozzle. The nozzle and rotor
convert the kinetic energy into the necessary torque for
the HPT rotor to drive the HPC rotor.

The HPT rotor is a single stage assembly cooled by CDP

air and is housed in the combustion case at the rear of
the core engine.

It consists of:
- The front shaft.
- The forward rotating air seal.
- The disk.
- The blades.
- The rear shaft.

EFFECTIVITY
HIGH PRESSURE
TURBINE Page 126
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HPT BLADES

FORWARD ROTATING
AIR SEAL

HPT DISK

FRONT SHAFT

HPT REAR
SHAFT

CTC-063-062-00
HPT ROTOR DESIGN
EFFECTIVITY
HIGH PRESSURE
TURBINE Page 127
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HIGH PRESSURE TURBINE (CONTINUED)

Borescope ports

(-5B):

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.

(-5A):

Borescope ports S17 and S18, at the aft of the

combustion case at the 5:30 and 8.30 o’clock positions,
can be used to inspect the trailing edge of the HPT
blades and the leading edge of the LPT stage 1 blades.

(-5A, -5B):

Igniter ports S10 and S11, and combustion case ports

S12 through S15 can be used to inspect the leading edge
of the HPT blades.

EFFECTIVITY
HIGH PRESSURE
TURBINE Page 128
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- 5B - 5A

BORESCOPE PORT BORESCOPE PORT

LOCATIONS (ALF) LOCATIONS (ALF)
S12 S12

S15 S15
S13 S13

S17 S10 S18 S10

S11 IGNITER IGNITER
S11
IGNITER S14, S16 IGNITER S14, S17

FWD

FWD

S16, S17 (-5B) BORESCOPE PLUG

S17, S18 (-5A) S16 OR S17 (-5B)
S17 OR S18 (-5A)

CTC-063-033-02
HPT BORESCOPE PORTS
EFFECTIVITY
HIGH PRESSURE
TURBINE Page 129
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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.

EFFECTIVITY
HIGH PRESSURE
TURBINE Page 130
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HPTCC MANIFOLD
COMBUSTION CASE LPT STATOR

STAGE 1
LPT NOZZLE
HPT SHROUD

CTC-063-063-00
HPT SHROUD & STAGE 1 LPT NOZZLE
EFFECTIVITY
HIGH PRESSURE
TURBINE Page 131
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EFFECTIVITY
HIGH PRESSURE
TURBINE Page 132
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LOW PRESSURE TURBINE MAJOR MODULE

EFFECTIVITY
LPT MAJOR
MODULE Page 133
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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.

EFFECTIVITY
LPT MAJOR
MODULE Page 134
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TURBINE FRAME

LPT ROTOR /
STATOR
ASSEMBLY

LPT SHAFT

CTC-063-034-01
LOW PRESSURE TURBINE MODULE
EFFECTIVITY
LPT MAJOR
MODULE Page 135
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EFFECTIVITY
LPT MAJOR
MODULE Page 136
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LPT ROTOR / STATOR MODULE

EFFECTIVITY
LPT ROTOR/
STATOR MODULE Page 137
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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.

EFFECTIVITY
LPT ROTOR/
STATOR MODULE Page 138
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REAR FLANGE

ROTOR ASSEMBLY

FRONT FLANGE

INNER FLANGE

STATOR
ASSEMBLY

CTC-063-064-00
LPT ROTOR/STATOR MODULE
EFFECTIVITY
LPT ROTOR/
STATOR MODULE Page 139
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LPT BORESCOPE PORTS

The rotor/stator assembly of the Low Pressure Turbine stage 2 blades and the leading edge of stage 3
needs regular line maintenance inspection to identify blades.
defects, mainly on the rotor blades.
- Port (-5B) S20 (-5A) S22 goes through the stage 4
The nozzle segments can also be inspected, but with nozzle shroud. It is located on the LPT case at 5
limited visibility. o’clock, and is used to inspect the trailing edge of
stage 3 blades and the leading edge of stage 4
Five borescope inspection ports are available. blades.
Their location corresponds to the nozzle segments
stages 1 to 4 that are equipped with borescope holes. NOTE:
The trailing edge of stage 4 blades can be inspected
- Ports (-5B) S16 and S17 (-5A) S17 and S18 go through an instrumentation boss located at the 8.30 clock
through the stage 1 nozzle shroud. They are position on the turbine frame.
located at the rear of the combustion case at
approximately 5 and 8 o’clock, and are used to When not in use, all borescope ports are closed by plugs.
inspect the leading edge of stage 1 blades and the
trailing edge of HPT blades. Ports (-5B) S16 and S17 (-5A) S17 and S18 are fitted
with long spring-loaded plugs with hexagonal head caps.
- Port (-5B) S18 (-5A) S20 goes through the stage 2
nozzle shroud. It is located on the LPT case at 5 Ports (-5B) S18, S19 and S20 (-5A) S20, S21 and S22
o’clock, and is used to inspect the trailing edge of are fitted with short spring-loaded plugs with hexagonal
stage 1 blades and the leading edge of stage 2 head caps.
blades.
(-5A):
- Port (-5B) S19 (-5A) S21 goes through the stage 3
nozzle shroud. It is located on the LPT case at 5 NOTE:
o’clock, and is used to inspect the trailing edge of There is no port S19 on -5A engines.

EFFECTIVITY
LPT ROTOR/
STATOR MODULE Page 140
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BORESCOPE PORT
LOCATIONS (ALF)

S16, S17 (-5B) - 5B

S17, S18 (-5A)
BORESCOPE
PLUGS

S17

S16, S18, S19, S20

- 5A

S18

S20, S21, S22

S16, S17 (-5B) S17
S17, S18 (-5A)

S18 (-5B)
S20 (-5A)
S18, S19, S20 (-5B) S19 (-5B)
S20, S21, S22 (-5A) S21 (-5A)
BORESCOPE S20 (-5B)
PLUGS S22 (-5A)

CTC-063-035-02
LPT BORESCOPE PORTS
EFFECTIVITY
LPT ROTOR/
STATOR MODULE Page 141
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EFFECTIVITY
LPT ROTOR/
STATOR MODULE Page 142
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LPT SHAFT MODULE

EFFECTIVITY
LPT SHAFT
MODULE Page 143
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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.

EFFECTIVITY
LPT SHAFT
MODULE Page 144
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TURBINE
FRAME
CENTER LPT
VENT TUBE ROTOR
FAN
ROTOR

FAN
SHAFT
LPT
SHAFT

No 4 No 5
BEARING BEARING

CTC-063-065-00
LPT SHAFT MODULE
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LPT SHAFT
MODULE Page 145
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LPT SHAFT
MODULE Page 146
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LOW PRESSURE TURBINE FRAME MODULE

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LPT FRAME
MODULE Page 147
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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.

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LPT FRAME
MODULE Page 148
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ENGINE MOUNTS

STRUT

EXHAUST PLUG
(NOT SHOWN)

OIL INLET
ENGINE MOUNTS COVER

FLAME
ARRESTOR
EXHAUST NOZZLE
ATTACHMENT

OIL SUPPLY
No 5 BEARING
TUBE
SUPPORT
FLANGE
INNER HUB
ASSEMBLY

OVERBOARD
SEAL DRAIN
TUBE

TURBINE SCAVENGE
FRAME TUBE

CTC-063-037-02 LP TURBINE FRAME MODULE

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LPT FRAME
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LPT FRAME
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ACCESSORY DRIVE MODULE

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ACCESSORY
DRIVE MODULE Page 151
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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.

EFFECTIVITY
ACCESSORY
DRIVE MODULE Page 152
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INLET GEARBOX
(IGB)

RADIAL DRIVE
SHAFT (RDS)

HORIZONTAL
DRIVE SHAFT
(HDS)

ACCESSORY GEARBOX
(AGB)

TRANSFER GEARBOX
(TGB)

CTC-063-026-02 ACCESSORY DRIVE SECTION DESIGN

EFFECTIVITY
ACCESSORY
DRIVE MODULE Page 153
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ACCESSORY
DRIVE MODULE Page 154
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INLET GEARBOX

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INLET
GEARBOX Page 155
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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.

EFFECTIVITY
INLET
GEARBOX Page 156
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No 3 BALL ROTATING
BEARING AIR/OIL SEAL

HORIZONTAL
BEVEL GEAR

COUPLING /
LOCKING NUT

RADIAL
BEVEL GEAR

CTC-063-066-00 INLET GEARBOX ASSEMBLY

EFFECTIVITY
INLET
GEARBOX Page 157
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EFFECTIVITY
INLET
GEARBOX Page 158
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TRANSFER GEARBOX

EFFECTIVITY
TRANSFER
GEARBOX Page 159
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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.

EFFECTIVITY
TRANSFER
GEARBOX Page 160
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FAN FRAME
No 7 STRUT

FAN CASE RADIAL DRIVE

SHAFT

INPUT BEVEL
GEAR

HORIZONTAL
DRIVE SHAFT

TGB HOUSING

HORIZONTAL
HORIZONTAL DRIVE BEVEL GEAR
SHAFT HOUSING

CTC-063-067-00 TRANSFER GEARBOX ASSEMBLY

EFFECTIVITY
TRANSFER
GEARBOX Page 161
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EFFECTIVITY
TRANSFER
GEARBOX Page 162
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ACCESSORY GEARBOX

EFFECTIVITY
ACCESSORY
GEARBOX Page 163
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ACCESSORY GEARBOX

The accessory gearbox supports and drives both aircraft Its rear face connects with the HDS coupling tube and
and engine accessories. provides mounting pads for:
- The fuel pump.
The AGB assembly is mounted under the fan inlet case - The N2 speed sensor.
at the 6 o’clock position and is secured by 2 clevis - The starter.
mounts with shouldered bushings.
Some of the accessories are installed on the AGB
The housing is an aluminium alloy casting. 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).

EFFECTIVITY
ACCESSORY
GEARBOX Page 164
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CLEVIS MOUNT
FUEL PUMP/HMU PAD

N2 SPEED SENSOR
MOUNTING PAD
LUBRICATION
UNIT PAD
HORIZONTAL
DRIVE COUPLING
TUBE

STARTER PAD HYDRAULIC PUMP PAD

FWD

HANDCRANKING PAD

CLEVIS MOUNT CONTROL ALTERNATOR PAD

IDG PAD

CTC-063-027-01 ACCESSORY GEARBOX HOUSING

EFFECTIVITY
ACCESSORY
GEARBOX Page 165
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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.

EFFECTIVITY
ACCESSORY
GEARBOX Page 166
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NON MAGNETIC HOUSING

MAGNETIZED RING

RETAINING RING

MAGNETIZED RING CARBON RING (ROTOR)

LAPPED OR POLISHED
CONTACT FACE (STATOR)

GEARSHAFT ASSY
O-RING

ROTATING PART

CTC-063-028-01 MAGNETIC SEAL

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GEARBOX Page 167
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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.

EFFECTIVITY
ACCESSORY
GEARBOX Page 168
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O-RING SEAL

ROTATING
RING

OIL DRAINING
HOLES

RETAINING
O-RING SEAL RING

CARBON THRUST RING

CONTACT
FACE

NON-MAGNETIC
SEAL HOUSING

MAGNETIC
RING

CTC-063-029-02 MAGNETIC SEAL (STARTER AND IDG PADS)

EFFECTIVITY
ACCESSORY
GEARBOX Page 169
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ACCESSORY GEARBOX

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.

NOTE:
For the IDG and starter pads, the spring-loaded seals
are slightly different (another part number). The o-ring on
the rotor part is replaced by a bal seal for better thermal
resistance.

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ACCESSORY
GEARBOX Page 170
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(DISASSEMBLED)

CARBON CONTACT
FACE
FIXED PART

MATING
RING

LUGS

LAPPED OR POLISHED
CONTACT FACE MATING
CARBON RING
RING
(ASSEMBLED)

O-RING OR BAL SEAL

(STARTER, IDG PADS)
O-RING
SEALS
O-RING
SEALS
STATIC
PART
ROTATING
GEARSHIFT
PART
ASSY ROTATING PART

CTC-063-030-02 SPRING-LOADED SEAL

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ACCESSORY
GEARBOX Page 171
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EFFECTIVITY
ACCESSORY
GEARBOX Page 172
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