TRAINING MANUAL

CFM56-5C

BASIC ENGINE

JANUARY 2002

CTC-133 Level 3
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BASIC ENGINE

Published by CFMI

CFMI Customer Training Center CFMI Customer Training Services

Snecma Services - Snecma Group GE Aircraft Engines
Direction de l’Après-Vente Civile Customer Technical Education Center
MELUN-MONTEREAU 123 Merchant Street
Aérodrome de Villaroche B.P. 1936 Mail Drop Y2
77019 - MELUN-MONTEREAU 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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TABLE OF CONTENTS

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Chapter Section Page

Table of Contents 1 to 2

Lexis 1 to 8

Intro 1 to 8

72-00-00 Engine General 1 to 10

72-20-00 Fan Section 1 to 24

72-00-02 Core Engine Major Module 1 to 4

72-30-00 High Pressure Compressor Section 1 to 6

72-40-00 Combustion Section 1 to 6

72-50-00 Turbine Section 1 to 12

72-60-00 Accessory Drive Section 1 to 12

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ABBREVIATIONS & ACRONYMS

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A B
A/C AIRCRAFT BITE BUILT IN TEST EQUIPMENT
AC ALTERNATING CURRENT BMC BLEED MONITORING COMPUTER
ACARS AIRCRAFT COMMUNICATION BPRV BLEED PRESSURE REGULATING
ADDRESSING and REPORTING SYSTEM VALVE
ACMS AIRCRAFT CONDITION MONITORING BSI BORESCOPE INSPECTION
SYSTEM BSV BURNER STAGING VALVE
ACS AIRCRAFT CONTROL SYSTEM BVCS BLEED VALVE CONTROL SOLENOID
ADC AIR DATA COMPUTER
ADEPT AIRLINE DATA ENGINE PERFORMANCE C
TREND CBP (HP) COMPRESSOR BLEED PRESSURE
ADIRS AIR DATA AND INERTIAL REFERENCE CCDL CROSS CHANNEL DATA LINK
SYSTEM CCFG COMPACT CONSTANT FREQUENCY
AGB ACCESSORY GEARBOX GENERATOR
AIDS AIRCRAFT INTEGRATED DATA SYSTEM CCU COMPUTER CONTROL UNIT
ALF AFT LOOKING FORWARD CCW COUNTER CLOCKWISE
ALT ALTITUDE CDP (HP) COMPRESSOR DISCHARGE
AMB AMBIENT PRESSURE
AMM AIRCRAFT MAINTENANCE MANUAL CFDIU CENTRALIZED FAULT DISPLAY
AOG AIRCRAFT ON GROUND INTERFACE UNIT
APU AUXILIARY POWER UNIT CFDS CENTRALIZED FAULT DISPLAY SYSTEM
ARINC AERONAUTICAL RADIO, INC. CFMI JOINT GE/SNECMA COMPANY (CFM
(SPECIFICATION) INTERNATIONAL)
ATA AIR TRANSPORT ASSOCIATION Ch A channel A
ATHR AUTO THRUST Ch B channel B
ATO ABORTED TAKE OFF CMC CENTRALIZED MAINTENANCE
COMPUTER
CMM COMPONENT MAINTENANCE MANUAL
CMS CENTRAL MAINTENANCE SYSTEM
CG CENTER OF GRAVITY

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cm.g CENTIMETER x GRAMS ECAM ELECTRONIC CENTRALIZED AIRCRAFT
CHATV CHANNEL ACTIVE MONITORING
CIP(HP) COMPRESSOR INLET PRESSURE ECU ELECTRONIC CONTROL UNIT
CIT(HP) COMPRESSOR INLET TEMPERATURE EFH ENGINE FLIGHT HOURS
CMS CENTRALIZED MAINTENANCE SYSTEM EFIS ELECTRONIC FLIGHT INSTRUMENT
CODEP HIGH TEMPERATURE COATING SYSTEM
CPU CENTRAL PROCESSING UNIT EGT EXHAUST GAS TEMPERATURE
CRT CATHODE RAY TUBE EICAS ENGINE INDICATING AND CREW
CSD CONSTANT SPEED DRIVE ALERTING SYSTEM
CSI CYCLES SINCE INSTALLATION EIS ELECTRONIC INSTRUMENT SYSTEM
CSN CYCLES SINCE NEW EIVMU ENGINE INTERFACE AND VIBRATION
Cu.Ni.In COPPER.NICKEL.INDIUM MONITORING UNIT
CW CLOCKWISE EMF ELECTROMOTIVE FORCE
EMI ELECTRO MAGNETIC INTERFERENCE
D EMU ENGINE MAINTENANCE UNIT
DC DIRECT CURRENT (E)EPROM (ELECTRICALLY) ERASABLE
DCU DATA CONVERSION UNIT PROGRAMMABLE READ ONLY MEMORY
DISC DISCRETE ESN ENGINE SERIAL NUMBER
DIU DIGITAL INTERFACE UNIT
DMC DISPLAY MANAGEMENT COMPUTER F
DMU DATA MANAGEMENT UNIT FAA FEDERAL AVIATION AGENCY
DPU DIGITAL PROCESSING MODULE FADEC FULL AUTHORITY DIGITAL
DRT DE-RATED TAKE-OFF ENGINE CONTROL
FAR FUEL/AIR RATIO
E FDRS FLIGHT DATA RECORDING SYSTEM
EBU ENGINE BUILDUP UNIT FDU FIRE DETECTION UNIT

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FEIM FIELD ENGINEERING INVESTIGATION HMU HYDROMECHANICAL UNIT
MEMO HDS HORIZONTAL DRIVE SHAFT
FFCCV FAN FRAME/COMPRESSOR CASE HP HIGH PRESSURE
VERTICAL (VIBRATION SENSOR) HPC HIGH PRESSURE COMPRESSOR
FI FLIGHT IDLE (F/I) HPCR HIGH PRESSURE COMPRESSOR ROTOR
FLA FORWARD LOOKING AFT HPSOV HIGH PRESSURE SHUTOFF VALVE
FLX TO FLEXIBLE TAKE OFF HPT HIGH PRESSURE TURBINE
FMGC FLIGHT MANAGEMENT AND GUIDANCE HPTC HIGH PRESSURE TURBINE CLEARANCE
COMPUTER HPT(A)CC HIGH PRESSURE TURBINE (ACTIVE)
FMS FLIGHT MANAGEMENT SYSTEM CLEARANCE CONTROL
FMV FUEL METERING VALVE HPTCCV HIGH PRESSURE TURBINE CLEARANCE
FOD FOREIGN OBJECT DAMAGE CONTROL VALVE
FPA FRONT PANEL ASSEMBLY HPTR HIGH PRESSURE TURBINE ROTOR
FPI FLUORESCENT PENETRANT HPRV HIGH PRESSURE REGULATING VALVE
INSPECTION Hz HERTZ (CYCLES PER SECOND)
FRV FUEL RETURN VALVE
FWC FAULT WARNING COMPUTER I
FWD FORWARD IDG INTEGRATED DRIVE GENERATOR
ID PLUG IDENTIFICATION PLUG
G IFSD IN FLIGHT SHUT DOWN
GE GENERAL ELECTRIC IGB INLET GEARBOX
GEM GROUND-BASED ENGINE MONITORING IGN IGNITION
GI GROUND IDLE (G/I) IGV INLET GUIDE VANE
g.in GRAM x INCHES in. INCH
GMT GREENWICH MEAN TIME I/O INPUT/OUTPUT
GSE GROUND SUPPORT EQUIPMENT IOM INPUT OUTPUT MODULE
IPCV INTERMEDIATE PRESSURE CHECK
H VALVE
HCF HIGH CYCLE FATIGUE IR INFRA RED
HCU HYDRAULIC CONTROL UNIT

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K mm. MILLIMETERS
K X 1000 MMEL MAIN MINIMUM EQUIPMENT LIST
L MTBF MEAN TIME BETWEEN FAILURES
lbs. POUNDS, WEIGHT MTBR MEAN TIME BETWEEN REMOVALS
LCF LOW CYCLE FATIGUE
LE (L/E) LEADING EDGE N
L/H LEFT HAND N1 (NL) LOW PRESSURE ROTOR
LP LOW PRESSURE ROTATIONAL SPEED
LPC LOW PRESSURE COMPRESSOR N1ACT ACTUAL N1
LPT LOW PRESSURE TURBINE N1DMD DEMANDED N1
LPTC LOW PRESSURE TURBINE CLEARANCE N1CMD COMMANDED N1
LPT(A)CC LOW PRESSURE TURBINE (ACTIVE) N1TARGET TARGETED FAN SPEED
CLEARANCE CONTROL N2 (NH) HIGH PRESSURE ROTOR ROTATIONAL
LPTR LOW PRESSURE TURBINE ROTOR SPEED
LRU LINE REPLACEABLE UNIT N2ACT ACTUAL N2
LVDT LINEAR VARIABLE DIFFERENTIAL NVM NON VOLATILE MEMORY
TRANSFORMER
O
M OAT OUTSIDE AIR TEMPERATURE
MO AIRCRAFT SPEED MACH NUMBER OGV OUTLET GUIDE VANE
MCD MAGNETIC CHIP DETECTOR OSG OVERSPEED GOVERNOR
MCDU MULTIPURPOSE CONTROL AND
DISPLAY UNIT P
MCL MAXIMUM CLIMB P0 AMBIENT STATIC PRESSURE
MCT MAXIMUM CONTINUOUS P/T25 HP COMPRESSOR INLET TOTAL AIR
MDDU MULTIPURPOSE DISK DRIVE UNIT PRESSURE/TEMPERATURE
MEC MAIN ENGINE CONTROL PCU PRESSURE CONVERTER UNIT

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PLA POWER LEVER ANGLE RDS RADIAL DRIVE SHAFT
PMC POWER MANAGEMENT CONTROL R/H RIGHT HAND
PMUX PROPULSION MULTIPLEXER RPM REVOLUTIONS PER MINUTE
PS12 FAN INLET STATIC AIR PRESSURE RTD RESISTIVE THERMAL DEVICE
PS13 FAN OUTLET STATIC AIR PRESSURE RTV ROOM TEMPERATURE VULCANIZING
PS3HP COMPRESSOR DISCHARGE STATIC AIR (MATERIAL)
PRESSURE RVDT ROTARY VARIABLE DIFFERENTIAL
psi POUNDS PER SQUARE INCH TRANSFORMER
psia POUNDS PER SQUARE INCH S
ABSOLUTE SAV STARTER AIR VALVE
psid POUNDS PER SQUARE INCH SB SERVICE BULLETIN
DIFFERENTIAL SCU SIGNAL CONDITIONING UNIT
psig POUNDS PER SQUARE INCH GAGE SDI SOURCE/DESTINATION IDENTIFIER
PSM POWER SUPPLY MODULE (BITS) (CF ARINC SPEC)
PSS (ECU) PRESSURE SUB-SYSTEM SDU SOLENOID DRIVER UNIT
PSU POWER SUPPLY UNIT SER SERVICE EVALUATION REQUEST
PT TOTAL PRESSURE SFC SPECIFIC FUEL CONSUMPTION
PT2 FAN INLET TOTAL AIR PRESSURE SG SPECIFIC GRAVITY
(PRIMARY FLOW) SLS SEA LEVEL STANDARD
(CONDITIONS : 29.92 in.Hg / 59°F)
Q SMM STATUS MATRIX
QAD QUICK ATTACH DETACH SMP SOFTWARE MANAGEMENT PLAN
QTY QUANTITY S/N SERIAL NUMBER
SNECMA SOCIETE NATIONALE D’ETUDE ET DE
R CONSTRUCTION DE MOTEURS
RAC/SB ROTOR ACTIVE CLEARANCE/START D’AVIATION
BLEED SOL SOLENOID
RACC ROTOR ACTIVE CLEARANCE CONTROL SOV SHUT-OFF VALVE
RAM RANDOM ACCESS MEMORY S/R SERVICE REQUEST
RCC REMOTE CHARGE CONVERTER S/V SHOP VISIT

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SVR SHOP VISIT RATE TPU TRANSIENT PROTECTION UNIT
SW SOFTWARE T/R THRUST REVERSER
TRA THROTTLE RESOLVER ANGLE
T TRDV THRUST REVERSER DIRECTIONAL
T12 FAN INLET TOTAL AIR TEMPERATURE VALVE
T3 HP COMPRESSOR DISCHARGE AIR TRPV THRUST REVERSER PRESSURIZING
TEMPERATURE VALVE
T49.5 EXHAUST GAS TEMPERATURE TSI TIME SINCE INSTALLATION (HOURS)
T5 LOW PRESSURE TURBINE DISCHARGE TSN TIME SINCE NEW (HOURS)
TOTAL AIR TEMPERATURE TTL TRANSISTOR TRANSISTOR LOGIC
TAT TOTAL AIR TEMPERATURE
TBD TO BE DETERMINED U
T/E TRAILING EDGE UER UNSCHEDULED ENGINE REMOVAL
T/C THERMOCOUPLE
TC (T Case) HP TURBINE CASE TEMPERATURE V
TCC TURBINE CLEARANCE CONTROL VAC VOLTAGE, ALTERNATING CURRENT
TCJ TEMPERATURE COLD JUNCTION VBV VARIABLE BLEED VALVE
TECU ELECTRONIC CONTROL UNIT INTERNAL VDC VOLTAGE, DIRECT CURRENT
TEMPERATURE VDT VARIABLE DIFFERENTIAL
TGB TRANSFER GEARBOX TRANSFORMER
Ti TITANIUM VRT VARIABLE RESISTANCE TRANSDUCER
TLA THROTTLE LEVER ANGLE VSV VARIABLE STATOR VANE
TM TORQUE MOTOR
TMC TORQUE MOTOR CURRENT W
TO/GA TAKE OFF/GO AROUND WDM WATCHDOG MONITOR
T/O TAKE OFF WFM WEIGHT OF FUEL METERED
T oil OIL TEMPERATURE WOW WEIGHT ON WHEEL

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ENGLISH/METRIC CONVERSIONS
METRIC/ENGLISH CONVERSIONS

1 mile = 1.609 km 1 lb = 0.454 kg

1 km = 0.621 mile 1 kg =2.205 lbs

1 ft = 0.3048 m or 30.48 cm 1 psi = 6.890 kPa or 6.89 x 10-2 bar

1 m = 3.281 ft. or 39.37 in. 1 Pa = 1.45 x 10-4 psi
1 kPa = 0.145 psi or 0.01 bar
1 in. = 0.0254 m or 2.54 cm 1 bar = 14.5 psi
1 cm = 0.3937 in.
°F = 1.8 x °C + 32
1 mil. = 25.4 10-6 m or 25.4mm °C = ( °F - 32 ) /1.8
1 mm = 39.37 mils.

1 in.2 = 6.45 cm²

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

1 USG = 3.785 l ( dm³ )

1 in.3 = 16.39 cm³

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

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INTRODUCTION TO THE CFM56 FAMILY

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INTRODUCTION TO THE CFM56 FAMILY

The CFM56 engine, a high by-pass, dual rotor, axial flow

turbofan, was designed in the mid 70’s.

It is a product of CFMI. CFM International is a company

jointly owned by GENERAL ELECTRIC (GE) of the USA,
and SOCIETE NATIONALE D’ETUDE ET DE
CONSTRUCTION DE MOTEURS D’AVIATION
(SNECMA) of France.

CFMI, with the full backing of parent companies holding

equal shares, has a dual function :

- Overall program management, on behalf of both GE

and SNECMA
- Single interface with customers for marketing and
product support

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DESIGN
DEVELOPMENT
MANUFACTURING
ASSEMBLY

Jointly owned company

Uses all GENERAL ELECTRIC and One program manager
SNECMA resources... One customer interface
...With work split 50/50

MARKETING PRODUCT SUPPORT

CUSTOMER SATISFACTION

CTC-133-001-00
CFM INTERNATIONAL ORGANIZATION

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INTRODUCTION TO THE CFM56 FAMILY

Engine Applications

The following chart shows the various engine models for

the Airbus A340 aircraft.

The engine used on this aircraft is the CFM56-5C, which

has several different thrust ratings ranging from 31,200 to
34,000 lbs.

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CFM56-5C2 (31,200 lbs)

CFM56-5C3 (32,500 lbs)

CFM56-5C4 (34,000 lbs)

CTC-133-002-00
CFM56-5C FOR AIRBUS APPLICATIONS

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CFM56-5C MAIN CHARACTERISTICS

Type of engine Turbo fan

Arrangement Two spool axial flow

Rotation Clockwise (ALF)

Compressors

Low Pressure:
Fan Stage 1
Booster Stages 2 to 5

High Pressure:
HP Compressor Stages 1 to 9

Combustion chamber Annular SAC

Turbines
- HP Turbine Stage 1
- LP Turbine Stages 1 to 5

Weight 3990 kg (8796 lbs)

Overall dimensions
- Length 2.99m (116.68 ins)
- Height 2.25m (88.6 ins)
- Width 1.98m (76.6 ins)

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CTC-133-003-00
CFM56-5C

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ENGINE GENERAL

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ENGINE GENERAL CONCEPT

The CFM56-5C engine is a high by-pass, dual rotor, axial

flow 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 airflow 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.

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SECONDARY FLOW

PRIMARY FLOW

THRUST
REVERSER

CTC-133-004-01
DESIGN AND OPERATION
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ENGINE GENERAL CONCEPT

The CFM56-5C engine uses a maintenance concept

called ‘On Condition Maintenance’. This means that the
engine has no periodic overhaul schedules and can
remain installed under the wing until something important
occurs, or when lifetime limits of parts are reached.

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

engine, different tools are available, which are :

- Engine performance trend monitoring

- Borescope inspection
- Lubrication particles analysis
- Spectrometric oil analysis program (S.O.A.P)
- Engine vibration monitoring system

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TREND MONITORING VIBRATION

MONITORING

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

CTC-133-005-00
CONDITION MONITORING

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ENGINE GENERAL CONCEPT

The CFM56-5C 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 LP SYSTEM
DRIVE SYSTEM
2 FRAMES

HP SYSTEM

2 SUMPS

CTC-133-006-01
ENGINE GENERAL CONCEPT

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ENGINE GENERAL CONCEPT

The CFM56-5C is a modular concept design engine. It

has 17 different modules that are enclosed within three
major modules and an accessory drive module.

The 4 modules are :

- The Fan Major Module

- The Core Engine Major Module
- The Low Pressure Turbine Major Module
- The Accessory Drive Module

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CORE ENGINE MAJOR MODULE

FAN MAJOR MODULE

LOW PRESSURE TURBINE

MAJOR MODULE

ACCESSORY DRIVE MODULE

CTC-133-007-00
MODULAR DESIGN

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FAN SECTION

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FAN SECTION

The fan section is at the front of the engine and,

downstream from the air inlet cowl, the section includes
the fan and booster module and fan frame module.

The purposes of the fan and booster are :

- to accelerate air overboard to generate thrust.

- to increase the pressure of the air directed to the
High Pressure Compressor (HPC).

After entering the air inlet cowl, the total engine airflow
passes through the fan rotor, which increases the air’s
kinetic energy.

Most of the airflow is ducted overboard producing

approximately 80 % of the total thrust. The remainder is
directed through the booster, where it is pressurized
before entering the HPC.

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AIR INLET
COWL

FAN
SECTION
MODULE

AIR OVERBOARD
AIR TO THE BOOSTER

CTC-133-008-01
FAN SECTION

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FAN AND BOOSTER MODULE

The Fan and Booster module consists of :

- a spinner front cone

- a spinner rear cone
- a single stage fan rotor
- a four stage axial booster

The spinner front cone is designed to minimize ice build-

up and is attached to the spinner rear cone.

The spinner rear cone holds the blades axially in position

on the fan disk.

The fan disk supports the mid-span shrouded fan blades

and a booster spool.

The booster spool accommodates booster blade stages,

numbers 2 thru 5.

The booster vane assembly stages, numbers 1 thru 5,

are stacked and mounted on the fan frame.

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EF G

FAN ROTOR

BOOSTER

SPINNER REAR
CONE

SPINNER FRONT
CONE

CTC-133-009-00
FAN AND BOOSTER DESIGN

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FAN AND BOOSTER MODULE (CONTINUED)

Spinner front cone

Interference fit and single angular mounting positions are

characteristics of the installation of the front and rear
cone onto the fan disk.

The spinner front cone has an offset hole on its rear

flange, identified by an indent mark, to ensure correct
alignment for installation onto the rear cone front flange.

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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EF G

6 MOUNTING
OFFSET HOLE SCREW LOCATIONS

INDENT MOUNTING
MARK SCREW

3 JACKSCREW
LOCATIONS

CTC-133-010-00
SPINNER FRONT CONE

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EF G
FAN AND BOOSTER MODULE (CONTINUED)

Spinner rear cone

The front flange of the spinner rear cone has 6 line

replaceable, crimped, self-locking 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.

Both front and rear flanges have an offset hole to ensure

correct installation and they are identified by indent
marks.

The rear cone also has an integrated air seal that is

glued to its inner rear flange.

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EF G
REAR FLANGE

GLUED
SEAL

CRIMPED
SELF - LOCKING NUTS

12 MOUNTING
SCREW HOLES

JACKSCREW HOLE

CTC-133-011-00
REAR CONE

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EF G
FAN AND BOOSTER MODULE (CONTINUED)

Spinner rear cone (continued)

The rear cone prevents axial disengagement of spacers

used in the fan blade retention system.

It also supports a series of balancing screws that are

installed on its outer diameter. 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.

An indent mark is located in between two balancing

screws for correct installation of the rear cone onto the
fan disk and for identification of fan blade No.1.

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EF G
FAN BLADE

FAN BLADE

SPACER

FAN DISK

BALANCING SCREWS
INDENT MARK

BALANCING SPACER
SCREWS

CTC-133-012-00
REAR CONE

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FAN AND BOOSTER MODULE (CONTINUED)

Fan disk

The fan disk outer rim has 36 dovetail recesses for the
installation of the fan blades.

The inner front flange has an imprint to identify an offset

hole for rear cone installation.

There are also two identification marks engraved on

either side of blade recesses No.1 and 5.

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EF G

SPHERICAL
IMPRINT

1 1

5
5

OFFSET HOLE

CTC-133-013-00
FAN DISK FRONT FLANGE

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EF G
FAN AND BOOSTER MODULE (CONTINUED)

Fan blades

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.

A retainer lug, machined at the rear end of the blade

root, engages the forward flange of the booster spool
and limits axial movements.

A spacer, installed underneath each blade, limits the

radial movement.

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36 FAN BLADES

RETAINER LUG

DISK

SPACER

CTC-133-014-00
FAN BLADES

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FAN AND BOOSTER MODULE (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.

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MANUFACTURER CODE
MOMENTUM PART NUMBER
WEIGHT
F0301 337-000-114-0
206740
F0491 J023493

EXAMPLE SPECIFIC SERIAL NUMBER TUNGSTEN CARBIDE COATING

INDICATIONS SUB-CONTRACTOR
NUMBER

FAN BLADE

TUNGSTEN CARBIDE COATING

Cu-Ni-In COATING AND

MOLYBDENUM FILM

HARD COATING
SURFACE
SPECIFIC
INDICATIONS

CTC-133-015-00
FAN BLADE ROOT

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FAN FRAME MODULE

The fan frame module is the main forward structure for

mounting the engine onto the airframe. It supports the
fan and booster module, the HPC and cowls.

The fan frame module consists of the following 2 major

assemblies :

- The fan inlet case.

- The fan frame.

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EF G
MOUNTING FLANGE FAN FRAME
OUTER FLANGE
OUTER RIBS

OGV ASSEMBLY

ACOUSTICAL
PANELS

FAN ABRADABLE
RUB LAND

AGB / TGB MOUNT

CTC-133-016-00
FAN INLET CASE ASSEMBLY
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FAN FRAME MODULE (CONTINUED)

Fan inlet case Fan frame

The inner surface of the fan inlet case is lined with 6 The fan frame has 12 radial hollow struts that house
forward acoustical panels, 24 aft acoustical panels and various equipment and lines. Compartments, formed
provides an abradable shroud which faces the fan blade between the adjacent struts, house Variable Bleed Valve
tips. (VBV) actuators which, under certain conditions, redirect
primary air into the secondary airflow.
The fan inlet case also houses the Outlet Guide Vane
(OGV) assembly. The rear face of the fan frame provides the front mounts
for the engine and the front flange for the High Pressure
Compressor (HPC) section.

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EF G

FAN INLET CASE FAN FRAME

STRUT

ABRADABLE
SHROUD AFT ACOUSTICAL
PANEL (24)

FWD ACOUSTICAL
PANEL (6) VBV ACTUATOR

OUTLET GUIDE VANE (OGV) FRONT ENGINE

MOUNT

HPC MOUNTING
POSITION

CTC-133-017-00
FAN INLET CASE AND FRAME

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FAN FRAME MODULE (CONTINUED)

The Outlet Guide Vane (OGV) assembly

The fan OGV assembly consists of the inner shroud and

35 twin vanes.

The inner shroud rear flange is bolted to the fan frame

and has 35 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 fan inlet case.

A splitter fairing, which separates the primary and

secondary airflows, is bolted onto the fan OGV inner
shroud forward flange.

There are 2 unplugged holes on the inner shroud,

between the 4 and 5 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.

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OUTER
PLATFORM UNPLUGGED
OUTLET GUIDE VANE BORESCOPE HOLE (S03)

UNPLUGGED
BORESCOPE HOLE (S05)

OGV

SPLITTER
FAIRING

OGV INNER SHROUD

INNER
PLATFORM

CTC-133-018-00
FAN OUTLET GUIDE VANES

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EFG

CORE ENGINE MAJOR MODULE

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CORE ENGINE MAJOR MODULE

The core engine is a high pressure, high speed, gas

generator that produces the power to drive the engine.

The core engine consists of the :

- The High Pressure Compressor (HPC) section.

- The Combustion section.

- The High Pressure Turbine (HPT) section & the Low

Pressure Turbine (LPT) stage 1 nozzle.

Fan discharge air is compressed in the HPC section and

heated and expanded in the combustion section. It is
then directed to the HPT section. Energy not extracted
from the gas stream by the HPT is used to drive the LPT,
fan rotors and booster.

The forward end of the core is supported by the No 3 ball

and roller bearings and the aft end by the No 4 roller
bearing.

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COMBUSTION
HIGH PRESSURE CASE
COMPRESSOR STATOR

HPT SECTION

COMBUSTION
SECTION

STAGE 1 LPT
HIGH PRESSURE NOZZLES
COMPRESSOR ROTOR

#3 BEARING
#4 BEARING

HPC
SECTION

CTC-133-019-01
CORE ENGINE MAJOR MODULE

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EFG

HIGH PRESSURE COMPRESSOR SECTION

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EFG
THE HIGH PRESSURE COMPRESSOR (HPC)

The High Pressure Compressor (HPC) is mounted

between the fan frame module and the combustion case.

The HPC, which has 9 stages, increases the pressure of

the air as it passes from stage to stage, to supply the
combustor section.

It consists of the following modules :

- The compressor rotor

- The compressor stator

The compressor stator is made up of two parts and the

front is supported by the fan frame and the rear is
attached to the combustion case.

The HPC has pipe connections that duct bleed air for
both engine and aircraft use.

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EFG
HIGH PRESSURE
COMPRESSOR FRONT STATOR
HIGH PRESSURE COMPRESSOR
REAR STATOR

HIGH PRESSURE
COMPRESSOR ROTOR

9TH STAGE
5TH STAGE BLEED AIR
4TH STAGE BLEED AIR
BLEED AIR

CTC-133-020-01
HP COMPRESSOR SECTION

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EFG
THE HIGH PRESSURE COMPRESSOR (HPC)

Borescope ports

The lower stator case has a series of plugged ports to

allow for borescope inspection of the rotor and stator
vanes.

There are 9 borescope inspection ports located 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 are double plugs connected by a

shaft. A spring-loaded system enables the outer plug to
drive the inner plug.

Both inner and outer plugs have specific torque values.

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EFG
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-133-021-00
HPC BORESCOPE PORTS

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EFG

COMBUSTION SECTION

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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.

The mixture is ignited by 2 igniter plugs that are located

at the 4 and 8 o’ clock positions.

The front face of the combustor is attached to the rear of

the compressor module.

The rear section of the combustion case houses the HPT

module.

The combustion section also supplies HPC 9th stage

bleed air for both aircraft and engine use.

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FUEL NOZZLE x20

IGNITER PLUGS x2 LPT

STATOR

9TH STAGE BLEED AIR

ENERGY

HIGH PRESSURE HIGH

COMPRESSOR ANNULAR PRESSURE TURBINE
COMBUSTION
CHAMBER

CTC-133-022-01
COMBUSTOR DESIGN
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THE COMBUSTION SECTION

Borescope ports

There are 4 plugged ports (S12, S13, S14, S15) around

the combustion case, which enable borescope 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.

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EFG
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-133-023-01
COMBUSTION CASE BORESCOPE PORTS
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EFG

TURBINE SECTION

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TURBINE SECTION

The turbine section provides the necessary power to Engine cooling

drive the compressor rotors. It consists of the :
Air from the 4th stage of the HPC is ducted through 4
- High Pressure Turbine (HPT) pipes, to cool down the LPT stage 1 nozzle and the front
- Low Pressure Turbine (LPT) cavity.

Air from the 4th and 9th stage of the HPC goes through
the HPTCC valve and is ducted through 2 pipes, to cool
High Pressure Turbine (HPT) down the cavity that surrounds the HPT shroud.

The HPT module is housed in the combustion case and

consists of a single stage nozzle that directs the gas flow
from the combustion chamber to the HPT rotor blades that
drive the HPC rotor.

The LPT stage 1 nozzle is also housed in the combustion

case.

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HPC 4th / 9th STAGE HPC 4th STAGE
COOLING AIR COOLING AIR
LPT STATOR

COMBUSTOR CASE

STAGE 1
LPT NOZZLE

HPT NOZZLE HPT ROTOR

HPT SHROUD

HPTCC VALVE

CTC-133-024-01
HPT & STAGE 1 LPT NOZZLE ASSEMBLY
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EFG
TURBINE SECTION

HPT borescope ports

Borescope ports S16 and S17 are used to inspect the

HPT section.

Igniter ports S10 and S11 (and combustion chamber ports

S12 thru S15) can also be used to inspect the HPT front
sections.

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EFG
BORESCOPE PORT
LOCATIONS (ALF)
S12

S15
S13

S17 S10
S11 IGNITER
IGNITER S14, S16

FWD

FWD

S16, S17
BORESCOPE PLUG
S16 OR S17

CTC-133-025-01
HPT BORESCOPE PORTS
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TURBINE SECTION

Low Pressure Turbine (LPT)

The LPT module converts the energy of gasses from

combustion into the necessary torque to drive the fan and
booster rotor.

The LPT is a 5 stage axial flow turbine that consists of a

rotor and stator assembly.

The LPT module front flange is mounted onto the rear

flange of the combustor module. Its rear flange is
attached onto the LPT frame and its inner flange is
secured onto the LPT shaft.

Fan discharge air is ducted through manifolds that are

provided with orifices, to direct cooling air onto the LPT
outer case.

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EFG
TURBINE FRAME
LPT ROTOR /
STATOR
ASSEMBLY

UPPER
COOLING
MANIFOLD
TUBE
SUPPORT

AIR MANIFOLD

LPT SHAFT

LOWER
COOLING
MANIFOLD

CTC-133-026-00
LOW PRESSURE TURBINE MODULE
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EFG
TURBINE SECTION

LPT Borescope Ports

There are 6 borescope ports for inspection of the LPT

blades.

Ports S16 and S17, which are located at the 5 and 8

o’clock positions respectively, are used to examine the
LPT stage 1 blade leading edge.

Ports S18, S19, S20 and S21, at the 5 o’clock position,

are located between all stages.

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EFG

S16, S17
BORESCOPE
PLUGS

S18, S19, S20, S21

BORESCOPE
PLUGS

S16, S17

S18

S19

S17
S20
S16, S18, S19, S20, S21
BORESCOPE PORT
S21
LOCATIONS (ALF)
CTC-133-027-00
LOW PRESSURE TURBINE BORESCOPE PORTS

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EFG
TURBINE SECTION

Turbine Frame Module

The turbine frame module is one of the engine major

structural assemblies, and is located at the rear of the
engine. It is made up of a hub and an outer casing.

Bolted on the rear flange of the LPT case, the turbine

frame rear flange provides attachment for the exhaust
mixer and exhaust plug. The outer casing is equipped
with mounts for rear engine installation on the airframe.

The aft side of the turbine frame hub provides support and
attachment for :

- the flange assembly and, at its center, the flame

arrestor
- the exhaust plug

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CFMI PROPRIETARY INFORMATION

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 CFM56-5C TRAINING MANUAL
EFG
EXHAUST MIXER
SUPPORT FLANGE

STRUT
VENTING AND
OIL DRAIN TUBE FAIRING

FLANGE
ASSEMBLY

FLAME
ARRESTOR

OIL SUPPLY
TUBE

SCAVENGE
TUBE

CTC-133-029-00
TURBINE FRAME MODULE
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BASIC ENGINE
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EFG

ACCESSORY DRIVE SECTION

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ACCESSORY DRIVE SECTION

The accessory drive system is located at the 6 o’clock

position.

In order to drive the engine and aircraft accessories, part

of the core engine power is extracted through the Inlet
Gearbox (IGB) and transmitted through the following
gearboxes and shafts :

- Radial Drive Shaft (RDS)

- Transfer Gearbox (TGB)
- Horizontal Drive Shaft (HDS)
- Accessory Gearbox (AGB)

At engine start, the accessory drive system transmits

external power from the engine air starter to drive the core
engine.

For maintenance tasks, there is a hand-cranking pad on

the AGB that is used to manually turn the core engine.

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CFMI PROPRIETARY INFORMATION

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INLET GEARBOX
(IGB)

FAN FRAME
THICK STRUT
(6 O'CLOCK) UPPER RADIAL
DRIVE SHAFT (RDS)

LOWER RADIAL
DRIVE SHAFT

HORIZONTAL
DRIVE SHAFT
(HDS)

ACCESSORY GEARBOX
(AGB)

TRANSFER GEARBOX
(TGB)

CTC-133-030-00
ACCESSORY DRIVE SECTION DESIGN

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CFMI PROPRIETARY INFORMATION
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THE ACCESSORY GEARBOX (AGB)

The AGB assembly is mounted under the fan inlet case at The AGB’s rear face connects with the Horizontal Drive
the 6 o’clock position and is secured by 2 clevis mounts. Shaft (HDS) coupling tube and provides mounting pads
for :
The AGB consists of a gear train that reduces and - The fuel pump
increases the rotational speed to drive various engine - The N2 speed sensor
and aircraft accessories. - The starter

The AGB’s front face has mounting pads for the following The fuel pump and IDG are installed on the AGB through
equipment : Quick Attach/Detach (QAD) rings.

- Lube unit
- Hydraulic pump
- Hand-cranking drive
- Control alternator
- Integrated Drive Generator (IDG)

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CFMI PROPRIETARY INFORMATION

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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-133-031-00
ACCESSORY GEARBOX HOUSING

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 CFM56-5C TRAINING MANUAL
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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 type of seal can be used on the following pads :

- Integrated Drive Generator (IDG)

- Hydraulic pump
- Fuel pump

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(ASSEMBLED) (DISASSEMBLED)

NON MAGNETIC
SEAL HOUSING

MAGNETIZED RING

O-RING RETAINING
SEALS RING

LAPPED OR POLISHED
CONTACT FACE
STATIC PART
CARBON CONTACT
ROTATING O-RING SEAL FACE
PART

CTC-133-032-00
MAGNETIC SEAL

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THE ACCESSORY GEARBOX (CONTINUED)

Starter drive pad seal

On the starter drive pad only, a different configuration of

magnetic seal is used.

It has a thrust ring, which also acts as a heat sink,

installed in between the mating ring and retaining ring.

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(ASSEMBLED)

STATIC PART
O-RING SEAL

THRUST RING
OIL DRAINING
HOLES

ROTATING PART

O-RING SEAL

(DISASSEMBLED)
STATIC PART

NON MAGNETIC
SEAL HOUSING RETAINING RING

THRUST RING
CARBON
CONTACT FACE MAGNETIZED
RING

LAPPED OR POLISHED
CONTACT FACE

CTC-133-033-00
MAGNETIC SEAL (STARTER DRIVE ONLY)

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 CFM56-5C TRAINING MANUAL
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THE ACCESSORY GEARBOX (CONTINUED)

Spring-loaded seals

Spring-loaded seals have a rotating mating ring with 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 type of seal can be used on the following drive pads:

- Integrated Drive Generator (IDG)

- Hydraulic pump
- Starter
- Fuel pump

EFFECTIVITY
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CFMI PROPRIETARY INFORMATION

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CARBON CONTACT FACE (DISASSEMBLED)

(ASSEMBLED)

O-RING O-RING
SEAL SEALS

STATIC PART

MATING
ROTATING
RING
PART

LUGS

LAPPED OR POLISHED
CONTACT FACE

CTC-133-034-00
SPRING LOADED SEAL

EFFECTIVITY
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CFMI PROPRIETARY INFORMATION
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EFG

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EFFECTIVITY
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72-60-00
BASIC ENGINE
Page 12
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CFMI PROPRIETARY INFORMATION

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