CFM56-5b basic engine operation

TRAINING MANUAL

CFM56-5B

BASIC ENGINE

DECEMBER 2000

CTC-214 Level 4

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CFMI PROPRIETARY INFORMATIONALL CFM56-5B ENGINES FOR A319-A320-A321

TRAINING MANUALCFM56-5B

GENERAL Page 1Dec 00

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CFMI Customer Training CenterSnecma Services - Snecma GroupDirection de lAprs-Vente Civile

MELUN-MONTEREAUArodrome de Villaroche B.P. 1936

77019 - MELUN-MONTEREAU CedexFRANCE

CFMI Customer Training ServicesGE Aircraft Engines

Customer Technical Education Center123 Merchant Street

Mail Drop Y2Cincinnati, Ohio 45246

USA

BASIC ENGINE

Published by CFMI

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THIS PAGE INTENTIONALLY LEFT BLANK

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This CFMI publication is for Training Purposes Only. The information is accurate at the time of compilation; however, noupdate service will be furnished to maintain accuracy. For authorized maintenance practices and specifications, consultpertinent maintenance publications.

The information (including technical data) contained in this document is the property of CFM International (GE andSNECMA). 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-exportedor disclosed in any manner not provided for by the license without prior written approval of both the U.S. Government andCFM International.

COPYRIGHT 1998 CFM INTERNATIONAL

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CONTENTS Page 1Dec 00BASIC ENGINE

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TABLE OF CONTENTS

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EFGChapter Section Page

Table of Contents 1 to 4

Lexis 1 to 8

Intro 1 to 8

72-00-00 Engine General 1 to 12

72-00-01 Fan Major Module 1 to 6

72-21-00 Fan and Booster 1 to 30

72-22-00 No.1 and No.2 Bearing Support Module 1 to 30

72-23-00 Fan Frame Module 1 to 28

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

72-30-00 High Pressure Compressor 1 to 4

72-31-00 Compressor Rotor 1 to 26

72-32-00 Compressor Front Stator 1 to 18

72-33-00 Compressor Rear Stator 1 to 10

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72-40-00 Combustion Section 1 to 6

72-41-00 Combustion Case 1 to 6

72-42-00 Combustion Chamber 1 to 10

72-50-00 High Pressure Turbine 1 to 4

72-51-00 High Pressure Turbine Nozzle 1 to 12

72-52-00 High Pressure Turbine Rotor 1 to 18

72-53-00 High Pressure Turbine Shroud and 1 to 16Stage 1 Nozzle

72-00-03 Low Pressure Turbine Major Module 1 to 4

72-54-00 LPT Rotor/Stator Module 1 to 28

72-55-00 LPT Shaft Module 1 to 16

72-56-00 Turbine Frame Module 1 to 10

72-60-00 Accessory Drive Major Module 1 to 4

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72-61-00 Inlet Gearbox 1 to 12

72-62-00 Transfer Gearbox 1 to 12

72-63-00 Accessory Gearbox 1 to 14

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LEXIS Page 1Dec 00

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ABBREVIATIONS & ACRONYMS

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LEXIS Page 2Dec 00

EFGAA/C AIRCRAFTAC ALTERNATING CURRENTACARS AIRCRAFT COMMUNICATION

ADDRESSING & REPORTING SYSTEMACMS AIRCRAFT CONDITION MONITORING

SYSTEMACS AIRCRAFT CONTROL SYSTEMADC AIR DATA COMPUTERADEPT AIRLINE DATA ENGINE PERFORMANCE

TRENDADIRU AIR DATA AND INERTIAL REFERENCE

UNITAGB ACCESSORY GEARBOXAIDS AIRCRAFT INTEGRATED DATA SYSTEMALF AFT LOOKING FORWARDALT ALTITUDEAMB AMBIENTAMM AIRCRAFT MAINTENANCE MANUALAOG AIRCRAFT ON GROUNDAPU AUXILIARY POWER UNITARINC AERONAUTICAL RADIO, INC.

(SPECIFICATION)ATA AIR TRANSPORT ASSOCIATIONATHR AUTO THRUSTATO ABORTED TAKE-OFF

BBITE BUILT-IN TEST EQUIPMENTBMC BLEED MONITORING COMPUTER

BSI BORESCOPE INSPECTIONBSV BURNER STAGING VALVEBVCS BLEED VALVE CONTROL SOLENOID

CCBP (HP) COMPRESSOR BLEED PRESSURECCDL CROSS CHANNEL DATA LINKCCFG COMPACT CONSTANT FREQUENCY

GENERATORCCU COMPUTER CONTROL UNITCCW COUNTER CLOCKWISECDP (HP) COMPRESSOR DISCHARGE

PRESSURECFDIU CENTRALIZED FAULT DISPLAY

INTERFACE UNITCFDS CENTRALIZED FAULT DISPLAY SYSTEMCFMI JOINT GE/SNECMA COMPANY (CFM

INTERNATIONAL)Ch A channel ACh B channel BCMC CENTRALIZED MAINTENANCE

COMPUTERCMM COMPONENT MAINTENANCE MANUALCG CENTER OF GRAVITYcm.g CENTIMETER x GRAMSCHATV CHANNEL ACTIVECFDIU CENTRALIZED FAULT DISPLAY

INTERFACE UNITCFDS CENTRALIZED FAULT & DISPLAY SYSTEMCIP(HP) COMPRESSOR INLET PRESSURE

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LEXIS Page 3Dec 00

EFGCIT(HP) COMPRESSOR INLET TEMPERATURECODEP HIGH TEMPERATURE COATINGCPU CENTRAL PROCESSING UNITCRT CATHODE RAY TUBECSD CONSTANT SPEED DRIVECSI CYCLES SINCE INSTALLATIONCSN CYCLES SINCE NEWCu.Ni.In COPPER.NICKEL.INDIUMCW CLOCKWISE

DDAC DOUBLE ANNULAR COMBUSTORDC DIRECT CURRENTDCU DATA CONVERSION UNITDISC DISCRETEDIU DIGITAL INTERFACE UNITDMC DISPLAY MONITORING COMPUTERDMU DATA MANAGEMENT UNITDPU DIGITAL PROCESSING MODULEDRT DE-RATED TAKE-OFF

EEBU ENGINE BUILDUP UNITECAM ELECTRONIC CENTRALIZED AIRCRAFT

MONITORINGECS ENVIRONMENTAL CONTROL SYSTEMECU ELECTRONIC CONTROL UNIT

EFH ENGINE FLIGHT HOURSEFIS ELECTRONIC FLIGHT INSTRUMENT

SYSTEMEGT EXHAUST GAS TEMPERATUREEICAS ENGINE INDICATING AND CREW

ALERTING SYSTEMEIS ELECTRONIC INSTRUMENT SYSTEMEIU ENGINE INTERFACE UNITEMF ELECTROMOTIVE FORCEEMI ELECTRO MAGNETIC INTERFERENCEEMU ENGINE MAINTENANCE UNITEPROM ERASABLE PROGRAMMABLE

READ-ONLY MEMORYESN ENGINE SERIAL NUMBEREVMU ENGINE VIBRATION MONITORING UNITEWD ENGINE WARNING DISPLAY

FFAA FEDERAL AVIATION AGENCYFADEC FULL AUTHORITY DIGITAL ENGINE

CONTROLFAR FUEL/AIR RATIOFDRS FLIGHT DATA RECORDING SYSTEMFEIM FIELD ENGINEERING INVESTIGATION

MEMOFFCCV FAN FRAME/COMPRESSOR CASE

VERTICAL (VIBRATION SENSOR)

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LEXIS Page 4Dec 00

EFGFI FLIGHT IDLE (F/I)FLA FORWARD LOOKING AFTFLX TO FLEXIBLE TAKE-OFFFMGC FLIGHT MANAGEMENT AND GUIDANCE

COMPUTERFMS FLIGHT MANAGEMENT SYSTEMFMV FUEL METERING VALVEFOD FOREIGN OBJECT DAMAGEFPA FRONT PANEL ASSEMBLYFPI FLUORESCENT PENETRANT INSPECTIONFRV FUEL RETURN VALVEFWC FLIGHT WARNING COMPUTERFWD FORWARD

GGE GENERAL ELECTRICGEM GROUND-BASED ENGINE MONITORINGGI GROUND IDLE (G/I)g.in GRAM x INCHESGMT GREENWICH MEAN TIMEGSE GROUND SUPPORT EQUIPMENT

HHCF HIGH CYCLE FATIGUEHCU HYDRAULIC CONTROL UNITHDS HORIZONTAL DRIVE SHAFTHMU HYDROMECHANICAL UNITHP HIGH PRESSUREHPC HIGH PRESSURE COMPRESSORHPCR HIGH PRESSURE COMPRESSOR ROTOR

HPSOV HIGH PRESSURE SHUTOFF VALVEHPT HIGH PRESSURE TURBINEHPTC HIGH PRESSURE TURBINE CLEARANCEHPTCC HIGH PRESSURE TURBINE CLEARANCE

CONTROLHPTCCV HIGH PRESSURE TURBINE CLEARANCE

CONTROL VALVEHPTR HIGH PRESSURE TURBINE ROTORHz HERTZ (CYCLES PER SECOND)

IIDG INTEGRATED DRIVE GENERATORID PLUG IDENTIFICATION PLUGIFSD IN FLIGHT SHUT DOWNIGB INLET GEARBOXIGN IGNITIONIGV INLET GUIDE VANEin. INCHI/O INPUT/OUTPUTIOM INPUT OUTPUT MODULEIR INFRA RED

KK X 1000

Llbs. POUNDS, WEIGHTLCF LOW CYCLE FATIGUELE (L/E) LEADING EDGEL/H LEFT HAND

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LEXIS Page 5Dec 00

EFGLP LOW PRESSURELPC LOW PRESSURE COMPRESSORLPT LOW PRESSURE TURBINELPTC LOW PRESSURE TURBINE CLEARANCELPTCC LOW PRESSURE TURBINE CLEARANCE

CONTROLLPTR LOW PRESSURE TURBINE ROTORLRU LINE REPLACEABLE UNITLVDT LINEAR VARIABLE DIFFERENTIAL

TRANSFORMER

MMO AIRCRAFT SPEED MACH NUMBERMCD MASTER CHIP DETECTORMCL MAXIMUM CLIMBMCDU MULTIPURPOSE CONTROL AND

DISPLAY UNITMCL MAXIMUM CLIMBMCT MAXIMUM CONTINUOUS THRUSTMDDU MULTIPURPOSE DISK DRIVE UNITmm. MILLIMETERSMMEL MAIN MINIMUM EQUIPMENT LISTMTBF MEAN TIME BETWEEN FAILURESMTBR MEAN TIME BETWEEN REMOVALS

NN1 (NL) LOW PRESSURE ROTOR

ROTATIONAL SPEED

N1ACT ACTUAL N1N1DMD DEMANDED N1N1CMD COMMANDED N1N2 (NH) HP ROTOR ROTATIONAL SPEEDN2ACT ACTUAL N2NVM NON VOLATILE MEMORYOOAT OUTSIDE AIR TEMPERATUREOGV OUTLET GUIDE VANEOSG OVERSPEED GOVERNOR

PP0 AMBIENT STATIC PRESSUREP25 HPC INLET TOTAL AIR TEMPERATUREPCU PRESSURE CONVERTER UNITPLA POWER LEVER ANGLEPMC POWER MANAGEMENT CONTROLPMUX PROPULSION MULTIPLEXERPS12 FAN INLET STATIC AIR PRESSUREPS13 FAN OUTLET STATIC AIR PRESSUREPS3HP COMPRESSOR DISCHARGE STATIC AIR

PRESSUREpsi POUNDS PER SQUARE INCHpsia POUNDS PER SQUARE INCHABSOLUTEpsid POUNDS PER SQUARE INCH

DIFFERENTIALpsig POUNDS PER SQUARE INCH GAUGE

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LEXIS Page 6Dec 00

EFGPSM POWER SUPPLY MODULEPSS (ECU) PRESSURE SUB-SYSTEMPSU POWER SUPPLY UNITPT TOTAL PRESSUREPT2 FAN INLET TOTAL AIR PRESSURE

(PRIMARY FLOW)QQAD QUICK ATTACH DETACHQTY QUANTITY

RRAM RANDOM ACCESS MEMORYRDS RADIAL DRIVE SHAFTR/H RIGHT HANDRPM REVOLUTIONS PER MINUTERTD RESISTIVE THERMAL DEVICERTV ROOM TEMPERATURE VULCANIZING

(MATERIAL)RVDT ROTARY VARIABLE DIFFERENTIAL

TRANSFORMERSSAC SINGLE ANNULAR COMBUSTORSAV STARTER AIR VALVESB SERVICE BULLETINSCU SIGNAL CONDITIONING UNITSD SYSTEM DISPLAYSDAC SYSTEM DATA ACQUISITION

CONCENTRATORSDI SOURCE/DESTINATION IDENTIFIER

(BITS) (CF ARINC SPEC)

SDU SOLENOID DRIVER UNITSER SERVICE EVALUATION REQUESTSFC SPECIFIC FUEL CONSUMPTIONSG SPECIFIC GRAVITYSLS SEA LEVEL STANDARD

(CONDITIONS : 29.92 in. Hg/59 F)SMM STATUS MATRIXSMP SOFTWARE MANAGEMENT PLANS/N SERIAL NUMBERSNECMA SOCIETE NATIONALE DETUDE ET

DE CONSTRUCTION DE MOTEURSDAVIATION

SOAP SPECTROMETRIC OIL ANALYSISPROGRAM

SOL SOLENOIDSOV SHUT-OFF VALVES/R SERVICE REQUESTS/V SHOP VISITSVR SHOP VISIT RATESW SOFTWARE

TT12 FAN INLET TOTAL AIR

TEMPERATURET25 HPC INLET AIR TEMPERATURET3 HP COMPRESSOR DISCHARGE AIR

TEMPERATURET49.5 EXHAUST GAS TEMPERATURET5 LPT DISCHARGE TOTAL AIR

TEMPERATURE

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LEXIS Page 7Dec 00

EFGTAT TOTAL AIR TEMPERATURETBD TO BE DETERMINEDTBV TRANSIENT BLEED VALVET/E TRAILING EDGET/C THERMOCOUPLETC (T Case) HPT CASE TEMPERATURETCC TURBINE CLEARANCE CONTROLTCJ TEMPERATURE COLD JUNCTIONTECU ELECTRONIC CONTROL UNIT

INTERNAL TEMPERATURETEO ENGINE OIL TEMPERATURETGB TRANSFER GEARBOXTi TITANIUMTLA THRUST LEVER ANGLETM TORQUE MOTORTMC TORQUE MOTOR CURRENTTO/GA TAKE OFF/GO AROUNDT/O TAKE OFFT oil OIL TEMPERATURETPU TRANSIENT PROTECTION UNITT/R THRUST REVERSERTRA THROTTLE RESOLVER ANGLETRDV THRUST REVERSER DIRECTIONAL

VALVETRF TURBINE REAR FRAMETRPV THRUST REVERSER PRESSURIZING

VALVE

TRSOV THRUST REVERSER SHUTOFF VALVETSI TIME SINCE INSTALLATION (HOURS)TSN TIME SINCE NEW (HOURS)TTL TRANSISTOR TRANSISTOR LOGIC

UUER UNSCHEDULED ENGINE REMOVAL

VVAC VOLTAGE, ALTERNATING CURRENTVBV VARIABLE BLEED VALVEVDC VOLTAGE, DIRECT CURRENTVDT VARIABLE DIFFERENTIAL TRANSFORMERVRT VARIABLE RESISTANCE TRANSDUCERVSV VARIABLE STATOR VANE

WWDM WATCHDOG MONITORWFM WEIGHT OF FUEL METEREDWOW WEIGHT ON WHEEL

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LEXIS Page 8Dec 00

EFGENGLISH/METRIC CONVERSIONS

METRIC/ENGLISH CONVERSIONS

1 mile= 1.609 km1 km = 0.621 mile

1 ft = 0.3048 m or 30.48 cm1 m = 3.281 ft. or 39.37 in.

1 in. = 0.0254 m or 2.54 cm1 cm = 0.3937 in.

1 mil. = 25.4 10-6 m or 25.4mm1 mm = 39.37 mils.

1 in.2 = 6.45 cm1 m = 10.76 sq. ft.1 cm = 0.155 sq.in.

1 USG = 3.785 l ( dm )

1 in.3 = 16.39 cm1 m = 35.31 cu. ft.1 dm = 0.264 US gallon1 cm = 0.061 cu.in.

1 lb = 0.454 kg1 kg =2.205 lbs

1 psi = 6.890 kPa or 6.89 x 10-2 bar1 Pa = 1.45 x 10-4 psi1 kPa = 0.145 psi or 0.01 bar1 bar = 14.5 psi

F = 1.8 x C + 32C = ( F - 32 ) /1.8

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INTRO Page 1Dec 00BASIC ENGINE

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INTRODUCTION TO THE CFM56 FAMILY

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EFGINTRODUCTION TO THE CFM56 FAMILY

The CFM56 engine, a high by-pass, dual rotor, axial flowturbofan, was designed in the mid 70s.

It is a product of CFMI. CFM International is a companyjointly owned by GENERAL ELECTRIC (GE) of the USA,and SOCIETE NATIONALE DETUDE ET DECONSTRUCTION DE MOTEURS DAVIATION(SNECMA) of France.

CFMI, with the full backing of parent companies holdingequal shares, has a dual function:

- Overall program management, on behalf of both GEand SNECMA

- Single interface with customers for marketing andproduct support

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CFM INTERNATIONAL ORGANIZATIONCTC-214-001-00

PRODUCT SUPPORTMARKETING

DESIGNDEVELOPMENT

MANUFACTURINGASSEMBLY

Jointly owned companyUses all GENERAL ELECTRIC and

SNECMA resources......With work split 50/50

CUSTOMER SATISFACTION

One program managerOne customer interface

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EFGINTRODUCTION TO THE CFM56 FAMILY

Engine Applications

The following chart shows the various engine models forthe Airbus A319-A320-A321 aircraft.

The engine used on these aircraft is the CFM56-5B,which has several different thrust ratings.

Ranging from 22000 to 33000 lbs of thrust, the CFM56-5Bis offered by CFMI as the common power source for theentire Airbus A320 family.

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CTC-214-002-01CFM56-5B FOR AIRBUS APPLICATIONS

CFM56-5B5 (22,000 lbs)CFM56-5B5/2 (22,000 lbs)CFM56-5B5/P (22,000 lbs)CFM56-5B5/2P (22,000 lbs)CFM56-5B6 (23,500 lbs)CFM56-5B6/2 (23,500 lbs)CFM56-5B6/P (23,500 lbs)CFM56-5B6/2P (23,500 lbs)CFM56-5B7/P (27,000 lbs)

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

CFM56-5B1 (30,000 lbs)CFM56-5B1/2 (30,000 lbs)CFM56-5B1/P (30,000 lbs)CFM56-5B1/2P (30,000 lbs)CFM56-5B2 (31,000 lbs)CFM56-5B2/2 (31,000 lbs)CFM56-5B2/P (31,000 lbs)CFM56-5B2/2P (31,000 lbs)CFM56-5B3/P (33,000 lbs)CFM56-5B3/2P (33,000 lbs)

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EFGCFM56-5B MAIN CHARACTERISTICS

Type of engine Turbo fan

Arrangement Two spool axial flow

Rotation Clockwise (ALF)

Compressors- Low Pressure:

Fan Stage 1Booster Stages 2 to 5

- High Pressure:HP Compressor Stages 1 to 9

Combustion chamber Annular SAC (option DAC)

Turbines- HP Turbine Single stage- LP Turbine Four stages

Weight 2381 kg (5249 lbs)

Overall dimensions- Length 2.94m (115.86 ins)- Height 2.14m (83.65 ins)- Width 1.97m (77.88 ins)

Performance (*figures depend on engine model)

- Take-off thrust (SLS) *22000 - 33000 lbs

- Take-off flat rated *86/30 to 113/45 Temperature F/C

- Max climb thrust *5630 to 6420 lbs

- By-pass ratio *5.4:1 to 6:1

- EGT red line 950C

- 100% N1 (Low Pressure 5000 rpm Rotational Speed)

- N1 speed limit (red line) 104%

- 100% N2 (High Pressure 14460 rpm Rotational Speed)

- N2 speed limit (red line) 105%

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CTC-214-003-00CFM56-5B

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72-00-00 Page 1Dec 00BASIC ENGINE

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ENGINE GENERAL

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EFGENGINE GENERAL CONCEPT

The CFM56-5B engine is a high by-pass, dual rotor, axialflow, advanced technology turbofan. It is supported bythe wing pylon and streamlined by cowlings.

Air is sucked into the intake by the fan blades and splitinto two flow paths, the Primary and the Secondary.

The primary airflow passes through the inner portion ofthe fan blades and is directed into a booster (LPC).

The flow path then enters a High Pressure Compressor(HPC) and goes to a combustor. Mixed with fuel andignited, the gas flow provides energy to a High PressureTurbine (HPT) and a Low Pressure Turbine (LPT).

The secondary airflow passes through the outer portionof the fan blades, the Outlet Guide Vanes (OGVs) andexits through the nacelle discharge duct, producingapproximately 80 % of the total thrust. It also plays a rolein the thrust reverser system.

At static take-off power, the engine by-pass ratio isbetween 5.4:1 and 6:1, depending on the engine model,which means that the secondary airflow takes in between5.4 and 6 times more air than the primary airflow.

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DESIGN AND OPERATIONCTC-214-004-01

PRIMARY FLOW

SECONDARY FLOW

THRUSTREVERSER

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The CFM56-5B engine uses a maintenance conceptcalled On Condition Maintenance. This means that theengine has no periodic overhaul schedules and canremain installed under the wing until something importantoccurs, or when lifetime limits of parts are reached.

For this reason, to monitor and maintain the health of theengine, different tools are available, which are:

- Engine performance trend monitoring, to evaluateengine deterioration over a period of use: engineparameters, such as gas temperature, are recordedand compared to those initially observed at engineinstallation on the aircraft.

- Borescope inspection, to check the condition ofengine internal parts: when parts are notaccessible, they can be visually inspected withborescope probes inserted in ports located on theengine outer casing.

- Lubrication particles analysis: while circulating inthe oil system, lubrication oil is filtered, and large,visible-to-the-eye particles (larger than 10 microns)coming from worn engine parts are collected infilters and magnetic chip detectors, for visualinspection and analysis.

- Spectrometric oil analysis program (S.O.A.P.): oilis sampled from the oil tank, and an analysis ismade of all microscopic (smaller than 10 microns)metal particles it contains. The nature andconcentration of metal found indicates thebeginning of parts damage.

- Engine vibration monitoring system: sensorslocated in various positions in the engine, sendvibration values to the on-board monitoring system.When vibration values are excessive, the datarecorded can be used to take remedial balancingaction.

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CONDITION MONITORINGCTC-214-005-02

TREND MONITORING

BORESCOPEINSPECTION

LUBE PARTICLE ANALYSIS S.O.A.P.

VIBRATIONMONITORING

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The CFM56-5B engine consists of two independentrotating systems:

- The low pressure system rotational speed isdesignated N1.

- The high pressure system rotational speed isdesignated N2.

The engine rotors are supported by 5 bearings, identifiedin manuals as numbers 1 thru 5, where No. 1 is the mostforward and No. 5 the most aft. These bearings arehoused in 2 dry sump cavities provided by the fan andturbine frames.

Engine structural rigidity is obtained with short lengthsbetween two main structures (frames).

The accessory drive system uses energy from the highpressure compressor rotor to drive the engine andaircraft accessories. It also plays a major role in starting.

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ENGINE GENERAL CONCEPTCTC-214-006-01

LP SYSTEM

2 FRAMES

HP SYSTEM

2 SUMPS

5 BEARINGS

ACCESSORYDRIVE

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Main Engine Bearings

The engine contains five main bearings, which supportthe rotors.

There are two types of bearings:- Ball bearings, which absorb axial and radial loads- Roller bearings, which absorb only radial loads

Bearings need permanent oil lubrication, so they arelocated in the two dry sump cavities, which are pressuresealed.

- The forward sump cavity houses No. 1, No. 2 and No. 3bearings:

- No. 1 and No. 2 bearings hold the fan shaft- No. 3 bearing holds the front of the HP shaft

- The rear sump cavity houses No. 4 and No. 5 bearings:- No. 4 bearing holds the rear of the HP shaft- No. 5 bearing holds the rear of the LPT shaft

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MAIN ENGINE BEARINGSCTC-214-007-01

ACTUATOR BALLSCREW

NUMBER 3BEARING(BALL)

NUMBER 3BEARING(ROLLER)



NUMBER 1BEARING(BALL)


FAN FRAME

FORWARDSUMP

LP SHAFT

HP SHAFT

REAR SUMP

TURBINE FRAME

FANSHAFT

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The CFM56-5B is a modular concept design engine. Ithas 17 different modules that are enclosed within threemajor 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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MODULAR DESIGNCTC-214-008-01

LOW PRESSURE TURBINEMAJOR MODULE

ACCESSORY DRIVE MODULE

CORE ENGINE MAJOR MODULEFAN MAJOR MODULE

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FAN MAJOR MODULE

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EFGFAN MAJOR MODULE

The fan major module is at the front of the enginedownstream from the air inlet cowl.

The main purposes of the fan major module are :- to provide approximately 80% of the engine thrust- to provide the engine/pylon front attachment- to enclose the fan stage and Low Pressure

Compressor stages- to provide structural rigidity in the front section- to provide containment for front section major

deterioration and/or damage- to provide noise reduction for the fan section- to provide attachment for gearboxes and nacelle

equipment- to provide attachment for the core engine

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FAN MAJOR MODULE PURPOSESCTC-214-009-01

FAN STAGE ANDLP COMPRESSOR

STAGES

ENCLOSESNOISE

FAN SECTION

REDUCTION

GEARBOXES, ENGINE/ATTACHMENT FOR

NACELLE EQUIPMENT

SECTION MAJOR OF ENGINE FRONT

DETERIORATION

CONTAINMENT

80% THRUSTSLS, STATICCONDITIONS

PROVIDES

STRUCTURALRIGIDITY IN

FRONT SECTION

FRONT SECTIONENGINE/PYLON

ATTACHMENT

ATTACHMENT FORCORE ENGINE

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EFGFAN 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 (not shown)

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FAN SECTIONCTC-214-010-01

FAN FRAMEMODULE

No.1 AND No.2BEARING SUPPORTMODULE

FAN ANDBOOSTERMODULE

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FAN AND BOOSTER

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EFGFAN AND BOOSTER

The purposes of the fan and booster are :

- to accelerate air overboard to generate thrust- to increase the pressure of the air directed to the

High Pressure Compressor (HPC)

After entering the air inlet cowl, the total engine airflowpasses through the fan rotor, which increases the airskinetic energy.

Most of the airflow is ducted overboard producingapproximately 80% of the total thrust. The remainder isdirected through the booster, where it is pressurizedbefore entering the HPC.

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FAN AND BOOSTER MODULECTC-214-011-01

AIR OVERBOARD

AIR TO THE BOOSTER

AIR INLETCOWL

FANSECTIONMODULE

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EFGFAN AND BOOSTER (CONTINUED)

The fan and booster is located at the front of the engine,downstream from the air inlet cowl, and consists of :

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

Its rotating assembly is mounted on the fan shaft and itsfixed assembly is secured to the fan frame.

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CTC-214-012-00FAN AND BOOSTER DESIGN

FAN ROTOR

BOOSTER

SPINNER FRONTCONE

SPINNER REARCONE

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Spinner front cone

The spinner front cone is designed to minimize ice build-up.

It is at the front of the engine and is a hollow cone-shaped structure, which is attached on its rear flange tothe spinner rear cone. The attachment is an interferencefitting.

Older versions could be made of either a compositematerial or aluminum alloy. In the case of aluminum alloycones, an extra 6 washers must be installed. New versionspinner front cones will only be made of aluminum.

The rear flange has 6 mounting screw locations and 3threaded inserts, located every 120, for installation ofjackscrews used in removal procedures.

An offset hole, identified by an indent mark, ensurescorrect installation and centering onto the rear cone frontflange.

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EFG

CTC-214-013-00SPINNER FRONT CONE

INDENTMARK

MOUNTINGSCREW

6 MOUNTINGSCREW LOCATIONS

3 JACKSCREWLOCATIONS

OFFSET HOLE

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Spinner rear cone

The rear cone prevents axial disengagement of spacersused in the fan blade retention system andaccommodates balancing screws used in fan trim andstatic balance procedures.

Unlike the name suggests, the spinner rear cone is notreally a cone. It is a hollow elliptical structure that ismounted on interference fit flanges between the spinnerfront cone and the fan disk.

It is made of aluminium alloy and protected by sulfuricanodization.

The front flange has 6 line replaceable, crimped, self-locking nuts.

The inner rear flange has 12 mounting screw holes forinstallation onto the fan disk and there are a further 6threaded holes for the installation of jackscrews used inrear cone removal procedures.

Both front and rear flanges have an offset hole to ensurecorrect installation and they are identified by indentmarks. On the front flange of the rear cone, the indentmark is next to the offset hole. The other indent mark ison the outer rim of the rear cone, facing fan blade No.1.

The rear cone also has an integrated air seal that is gluedto its inner rear flange.

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CTC-214-014-00REAR CONE

JACKSCREW HOLE

REAR FLANGE

12 MOUNTINGSCREW HOLES

GLUEDSEAL

CRIMPEDSELF - LOCKING NUTS

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Spinner rear cone (continued)

Balance procedures use various weights which are in theform of balancing screws installed on the rear conesouter diameter.

The balancing screws are used in two cases :- Fan static balance following fan blade replacement,

for example after FOD.- Fan trim balance, when vibration levels are higher

than the limits.

There are two sets of balancing screws available and thescrews in each set are identified as either P01 to P07 or,P08 to P14. The numbers, which are engraved on thescrew heads, are equivalent to various weights.

There are 36 threaded inserts on the outer rim of the rearflange which accommodate the balance screws.

EFFECTIVITY




EFG

CTC-214-015-01REAR CONE

FAN BLADE

SPACER

BALANCING SCREWS

FAN DISK

FAN BLADE

BALANCINGSCREWS

INDENT MARK

SPACER

EFFECTIVITY





Fan disk

The fan disk provides attachment for the fan shaft on itsinner rear flange and the disk outer rim retains the fanblades.

The fan disk is a titanium alloy forging. The spinner rearcone is attached to its outer front flange and its outer rearflange is bolted to the booster rotor spool.

EFFECTIVITY




EFG

CTC-214-016-00FAN DISK

FAN BLADERETAININGSLOT (36)

INNERFLANGE FORATTACHMENT OFTHE FAN SHAFT

BOOSTER ROTORSPOOL ATTACHMENT

SPINNER REAR CONEATTACHMENT

EFFECTIVITY





Fan disk (continued)

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

Balance weights are riveted on the forward flange fordynamic module balancing.

The inner front flange has an imprint to identify an offsethole for rear cone installation. There are also twoidentification marks engraved on either side of bladerecesses No 1 and 5.

EFFECTIVITY




EFG

CTC-214-017-00FAN DISK FRONT FLANGE

SPHERICALIMPRINT

55

1 1

BALANCE WEIGHTLOCATION

OFFSET HOLE

EFFECTIVITY





Fan blades

The fan blades form the first stage of the Low PressureCompressor and accelerate the air entering the enginethrough the air inlet cowls.

There are 36 titanium alloy, mid-span shrouded fanblades.

Each blade has a dovetail base that slides into a recesson the fan disk outer rim.

The fan blades are approximately 23ins (0.58m) long.

A retainer lug, machined at the rear end of the bladeroot, engages the forward flange of the booster spooland limits axial movements.

A spacer, installed underneath each blade, limits theradial movement.

EFFECTIVITY




EFG

CTC-214-018-00FAN BLADES

DISK

36 FAN BLADES

SPACER

RETAINER LUG

EFFECTIVITY





Fan blades (continued)

Each blade has specific indications engraved on thebottom of the root.

- Part number- Serial number- Momentum weight- Manufacturer code

The fan blade root faces have an anti-friction plasmacoating (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 theapplication of solid molybdenum-base lubricant beforeinstallation on the fan disk.

The mid-span shroud contact surfaces have a tungsten-carbide coating. They are also lubricated with solidmolybdenum-base lubricant at blade installation.

EFFECTIVITY




EFG

CTC-214-019-01FAN BLADE ROOT

FAN BLADE

HARD COATINGSURFACESPECIFIC

INDICATIONS

TUNGSTEN CARBIDE COATING

TUNGSTEN CARBIDE COATING

Cu-Ni-In COATING ANDMOLYBDENUM FILM

F0301 337-000-114-0

SERIAL NUMBER

PART NUMBERMANUFACTURER CODE

SUB-CONTRACTORNUMBER

EXAMPLE SPECIFICINDICATIONS

MOMENTUMWEIGHT

F0491 J023493206740

EFFECTIVITY





Booster rotor

The booster rotor accelerates the air as it passes fromstage to stage.

The 4-stage booster rotor consists of a booster spool,forged and machined from titanium alloy, that is cantilevermounted on the rear of the fan disk.

The inner front flange acts as a stop for the fan blades.

The four stages of blades are numbered 2 to 5 (the firststage of the Low Pressure Compressor is the fan blade).

Stage 2 has 64 blades, stages 3 and 4 have 70 bladeseach and stage 5 has 68 blades.

Rotating air seals are machined, between each stage, onthe spool outer diameter.

The outer front flange is designed with a forward rotatingair seal.

EFFECTIVITY




EFG

BOOSTER ROTORCTC-214-020-02

BOOSTER SPOOL

FAN DISK

MOUNTINGFLANGE

ROTATINGAIR SEAL

DOVETAIL SLOT

BOOSTER BLADES

STG2

STG3

STG4 STG

5

EFFECTIVITY





Booster rotor (continued)

The booster rotor blades, approximately 3.5-4.2ins (89-107mm) long, are installed in circumferential dovetailslots and serve, primarily, to supercharge thecompressor.

Each stage has a loading slot and two smaller slots toposition locking lugs. The dovetail roots of the blades areplaced into the loading slot and moved around until thestage is full. Four of the blades have a cut-out toaccommodate the locking lugs.

The locking lugs ensure the blades are retained andprevented from rotating in the slot. They are shifted 90from one stage to the other to ensure first static balancingof the booster.

Correction weights can be installed in the stage 5 slot,under the blade platforms, for rotor balancing purposes.

EFFECTIVITY




EFG

BOOSTER BLADESCTC-214-021-01

LOCKING BLADE

LOCKING NUT

EFFECTIVITY





Booster stator vane assembly

The stator vane assembly changes the air velocity intopressure.

The stacked vane assemblies are cantilever mounted onthe fan frame front face.

The assembly is composed of 5 stages bolted togetherand consists of stator vanes and inner and outer shrouds.

The outer shroud, depending on its assembly location, isfitted with 1 or 2 mounting flanges at its ends.

A splitter fairing, installed on the outer shroud of stage 1,separates the Primary and Secondary airflows.

The outer shroud rear flange of the stage 5 vaneassembly is bolted to the front face of the fan frame.

The inner shroud rear flange of the stage 5 vane israbbeted to form an interference fit with a correspondingflange on the fan frame.

EFFECTIVITY




EFG

CTC-214-022-00BOOSTER VANE ASSEMBLY

SPLITTERFAIRING

BOLTS

OUTERSHROUD

INNERSHROUD

BOOSTER STATORASSEMBLY

INTERFERENCEFIT

STAGE5

VANE FANFRAME

EFFECTIVITY





Booster stator vane assembly (continued)

Stator vane stages 1 and 5 are welded to the outershroud and bonded on the inner shroud by theapplication of abradable material.

Stator vane stages 2 to 4 are individually bolted to theouter shroud.

The inner shroud inner face is lined with abradablematerial, which faces the rotating air seal machined onthe booster spool.

The outer shroud inner face also has abradable material,which faces the tip of the rotor blades

Stage 1 has 100 vanes, stages 2 and 3 have 122 vaneseach, stage 4 has 116 vanes and stage 5 has 100 vanes.

EFFECTIVITY




EFG

CTC-214-023-00BOOSTER VANE DESIGN

OUTERSHROUD

MOUNTINGFLANGE

VANES1 AND 5

INNER SHROUD WITHABRADABLE MATERIAL

ABRADABLEMATERIAL

BLADE

VANES2 TO 4

ROTATINGAIR SEAL

MOUNTINGFLANGE

EFFECTIVITY





Booster stator vane assembly - borescopeinspection

Visual assessment of the booster stage 1 vane assemblyand the leading edge of the stage 2 blades can be madeusing a borescope fitted with a long 90 extension.

Two unplugged holes between the 3 and 4 oclockpositions are available to inspect the other boosterblades.

Inspection of stage 3 and 4 blades can be done throughborescope port S03 also using a long 90 extension.

Booster blade stage 5 can be inspected in the same waythrough borescope port S05.

EFFECTIVITY




EFG

CTC-214-024-00BOOSTER INSPECTION HOLES

2 3 4 5

FAN OUTLET GUIDE VANE

FAN BLADE

BORESCOPE VIEWTHROUGH THEBOOSTER INLET

LONG RIGHTANGLE EXTENSION

S03 S05

EFFECTIVITY




EFG


EFFECTIVITY




EFG

No.1 AND No.2 BEARING SUPPORT MODULE

EFFECTIVITY




EFGNO 1 AND 2 BEARING SUPPORT MODULE

The No 1 and 2 bearing support module belongs to thefan major module and its purpose is :

- to support the fan booster rotor- to enclose the front section of the forward oil sump- to support one of the vibration sensors- to vent the forward sump- to provide the fan speed indication- to direct bearings lubrication

It is bolted to the fan frame front face and its front flange isattached to the fan disk.

EFFECTIVITY




EFG

No.1 AND No.2 BEARING SUPPORT PURPOSESCTC-214-025-02

VENTS THEFWD SUMP

PROVIDES FANSPEED INDICATION

DIRECTS

LUBRICATIONBEARING

SUPPORTSFAN AND BOOSTER

SENSOR

ONEVIBRATION

SUPPORTS

ENCLOSESFRONT SECTIONOF FWD SUMP

EFFECTIVITY




EFGNO 1 AND 2 BEARING SUPPORT MODULE(CONTINUED)

The No 1 & 2 bearing support module takes up the loadsfrom the fan and booster rotor.

It consists of :- the No 1 bearing support- the No 1 ball bearing- the No 2 bearing support- the No 2 roller bearing- the fan shaft- a forward stationary air/oil seal- an oil manifold assembly- 5 external pipes

EFFECTIVITY




EFG

No.1 AND No.2 BEARING SUPPORT MODULECTC-214-026-01

No.2 ROLLERBEARING

No.2 BRGSUPPORT

SUMP PRESSURIZATIONTUBE (x3)No.1 BALL BEARING

FORWARDSTATIONARYAIR/OIL SEAL

No.1 BRGSUPPORT

FAN SHAFT

OIL MANIFOLDASSEMBLY

EFFECTIVITY





No 1 bearing support

The No 1 bearing support is a titanium casting.

The front flange of the support holds the No 1 ballbearing and its rear outer flange is bolted to the fanframe center hub.

The rear inner flange holds the No 2 bearing support.

The support front flange provides an attachment to theNo 1 bearing stationary air/oil seal and for the No 1bearing vibration sensor.

The bottom rear of the casing has a series of holes toallow the oil to flow into the forward sump scavenge oilcollector in the fan frame hub.

There is also a small orifice that drains residual oil,through a coupling sleeve, into the scavenge oil collector.

The forward end of the bearing support has holes whichallow oil to flow into a cavity at the bottom of the stationaryair/oil seal structure.

A scavenge oil tube, at the 6 oclock position, connectsthe forward end of the cavity with the forward sump oilscavenge collector inside the fan frame hub. Thisscavenge circuit is also necessary during nose downattitudes, or high oil flow conditions, to prevent oilaccumulation.

EFFECTIVITY




EFG

CTC-214-027-01 No.1 BEARING SUPPORT

No. 1 BEARINGSUPPORT

OIL SCAVENGETUBE

FWD SUMP OILSCAVENGE TUBE

6 O'CLOCK FANFRAME STRUT

DRAINORIFICE

No.2 BEARINGSUPPORT

EFFECTIVITY





No 1 bearing

The No 1 ball bearing is a thrust bearing which takes upthe axial and radial loads generated by the low pressurerotor system.

Its one-piece outer race is installed on the bearingsupport and retained with a nut, keywasher and retainingring.

The inner race consists of two halves mounted on abearing sleeve and secured with a lock ring, retainer nut(left-hand threads), keywasher and retaining ring.

The bearing sleeve forward outer diameter has twoseries of sealing ribs to form the rotating element of theforward sump front air/oil seal.

The sleeve forward bore has locating slots to lock ontothe shaft.

The rear of the center bore has circular and axialgrooves connecting to radial holes designed to supplylube oil to the bearing inner race.

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

EFFECTIVITY




EFG

No.1 BALL BEARINGCTC-214-028-01

No.1 BRGSUPPORT

OUTER RACEAND BALL

INNER RACERETAINER NUT

FAN SHAFT

INNERRACE

BEARINGSLEEVE

OIL BAFFLE

LOCATINGSLOT

AIR SEAL

OIL SEAL

FORWARD STATIONARYAIR/OIL SEAL

EFFECTIVITY





No 2 bearing support

The No 2 bearing support is a steel alloy assembly.

Its front outer flange is bolted to the No 1 bearing supportrear inner flange.

Its front inner flange holds the No 2 bearing outer race.

There are a series of holes in the support to balanceinternal pressures in the forward oil sump.

The support also accommodates a guide sleeve, at the 4oclock position, for installation of the N1 speed sensorprobe. The guide sleeve position is adjusted with shimsat assembly.

There are holes, at the 9 oclock position, to supply oil tothe oil manifold assembly and for installation of the No 2bearing oil nozzle.

EFFECTIVITY




EFG

No.2 BEARING SUPPORT

N1 SPEEDSENSOR SLEEVE

No.2 BEARINGSUPPORT

No.1/No.2 BEARING OILCOUPLING TUBELOCATION

AIR PRESSUREEQUALIZATIONHOLE

CTC-214-029-01

EFFECTIVITY





No 2 bearing

The No 2 roller bearing takes up some of the radial loadsfrom the fan and booster rotor.

Its outer race is bolted to the No 2 bearing support.

Its inner race is installed on the fan shaft.

The No 2 bearing is locked axially in place on the fanshaft by an air/oil retaining seal nut, a nut retainer and aretaining ring.

The N1 speed sensor ring is located between the No 2bearing inner race and the fan shaft.

The air/oil retaining seal nut has left-hand threads and ismounted at the rear of the fan shaft.

Its outer diameter has sealing ribs to form the rotatingelement of a sump pressurization seal.

EFFECTIVITY




EFG

No.2 ROLLER BEARINGCTC-214-030-02

RETAININGRING

FAN SHAFT

RETAININGSEAL NUT

NUT RETAINER

No.2 BEARINGINNER RACEN1 SPEED SENSORRING

EFFECTIVITY





The fan shaft

The fan shaft is made of nickel-cobalt alloy and issupported by the No 1 & 2 bearings.

Its front flange is attached to the fan disk with crimpedself-locking nuts.

It has internal drive splines and an inner shoulder for axialretention and mechanical coupling of the LPT shaft.

An air/oil separator is located on the fan shaft betweenthe No 1 & 2 bearings.

The fan shaft also provides a single annular position forinstallation of the N1 speed sensor ring.

EFFECTIVITY




EFG

CTC-214-031-01FAN SHAFT

DRIVE SPLINES

AIR/OILSEPARATORLOCATION

INNERSHOULDER

DRIVE SPLINES

CRIMPED SELF-LOCKINGNUTS

N1 SPEED SENSORRING LOCATION

AIR/OILSEPARATOR

INNERSHOULDER

EFFECTIVITY





Air/oil separator

The air/oil separator uses centrifugal force to separate oilparticles from the air, which is then vented overboard.

It consists of a support ring, holding 12 sleeves, and isheld in position by a nut and keywasher.

Each sleeve has an integral restrictor slowing down theair/oil mixture flowing out of the sump.

Oil vapors condense on the inner diameter of the sleeveand are subjected to centrifugal force.

EFFECTIVITY




EFG

AIR/OIL SEPARATORCTC-214-032-00

SLEEVE (x12)

SUPPORT RING

AIR VENTED OVERBOARD

OIL PARTICLES

EFFECTIVITY





N1 speed sensor ring

The N1 speed sensor ring provides pulses proportionalto the N1 speed.

The ring is made of magnetic metal AISI 9315(16NCD13).

It has 2 offset lugs on its forward face which engage intomatching slots on the fan shaft, thus enabling a foolproofsingle angular position.

The ring outer diameter has 30 teeth. A speed sensorcounts the teeth as the ring turns and this provides anelectrical signal that is proportional to the N1 speed.

One of the teeth is thicker than all the others and isinstalled in the same angular position as fan blade No 1.

The thicker tooth generates a stronger pulse as it passesthe sensor and this is used as a phase reference inengine vibration analysis.

EFFECTIVITY




EFG

CTC-214-033-01 N1 SPEED SENSOR RING

POSITIONINGLUG

N1 SPEEDSENSORRING

N1 SPEEDSENSOR

THICKERTOOTH

EFFECTIVITY





Forward stationary air/oil seal

The forward stationary air/oil seal limits the engineforward sump at its front end and ducts air for sealpressurization.

It is a composite material structure bolted to the No 1bearing support front flange.

Its forward end has two separate lands coated withabradable material that surrounds sealing ribs on thebearing sleeve. These ribs form the rotating element ofthe forward sump front air/oil seal.

Space located between the seal inner and outer skin isdivided into 5 independent compartments forpressurization, drainage and oil scavenge.

EFFECTIVITY




EFG

FORWARD STATIONARY AIR/OIL SEALCTC-214-034-01

SEAL PRESSURIZATIONCOMPARTMENT

OIL DRAINAGECOMPARTMENT

OIL SCAVENGECOMPARTMENT

ABRADABLEMATERIAL LANDS

EFFECTIVITY





Oil manifold assembly

The oil manifold assembly supplies oil from the fan framehub to the No 1 & 2 bearings.

The assembly is installed on the No 1 & 2 bearingsupport and consists of :

- No 1 & 2 bearing oil tube assembly- A removable coupling tube- No 1 bearing manifold- No 2 bearing oil tube

The No 1 & 2 bearing oil tube assembly aft end is boltedonto the front face of the No 1 bearing supports rear innerflange, at the 9 oclock position.

The removable coupling tube is plugged into the oil tubeassembly aft end and forms the connection with the fanframe hub oil supply circuit.

The No 1 bearing manifold is secured to the inner forwardend of the No 1 bearing support. It has two oil nozzlesand one end fitting which connects the manifold with theforward end of the No 1 & 2 bearing oil tube assembly.

The No 2 bearing oil tube fits into the aft end of the No 1 &2 bearing oil tube assembly and is routed through the No2 bearing support. It has one nozzle and this is securedto the aft flange of the support.

EFFECTIVITY




EFG

CTC-214-035-00BEARINGS LUBRICATION SYSTEM

No.2 BRGOIL NOZZLE

OIL COUPLINGTUBE

No.1 BRGOIL NOZZLES

OIL MANIFOLDASSEMBLY

EFFECTIVITY





No 1 ball bearing lubrication

The No 1 bearing oil manifold has two nozzles atapproximately the 9 and 3 oclock positions. Thesenozzles direct oil jets into a cavity formed by the fan shaftand the No 1 bearing inner race retaining nut.

The oil flows between the No 1 bearing sleeve and thefan shaft and through holes drilled in the sleeve. The oilthen goes between the two halves of the inner race tolubricate the bearing.

EFFECTIVITY




EFG

CTC-214-036-01 No.1 BALL BEARING LUBRICATION CIRCUIT

No.1 BEARINGOIL NOZZLE (X2)

BEARINGSLEEVE

FANSHAFT

INNER RACERETAINING NUT

OILFLOW

EFFECTIVITY





No 2 roller bearing lubrication

The single nozzle No 2 bearing oil tube directs an oil jetstraight onto the rollers of the No 2 bearing.

EFFECTIVITY




EFG

CTC-214-037-01No.2 ROLLER BEARING LUBRICATION CIRCUIT

OIL INLET

No.2 BRG OILNOZZLE

EFFECTIVITY





External piping

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

Their purposes are :- Sump pressurization- Oil drainage- Oil scavenge

Sump pressurization

Three tubes direct booster discharge air to a cavity of thestationary air/oil seal.They are located at approximately the 3:30, 8:30 and11:30 clock positions.There is a restrictor at the air inlet, to reduce the airflow.

Oil drainage

This tube connects to a compartment between the air/oilseals at the lowest point. Any oil from the sump thatescapes through the seals is collected and drainedoverboard.It is located at approximately the 5 oclock position.

Oil scavenge

This tube connects to a compartment at the bottom of thestationary air/oil seal structure. This compartment isopened to the sump cavity at the rear of the No 1 bearing.It is installed at the 6 oclock position.

EFFECTIVITY




EFG

CTC-214-038-01EXTERNAL PIPING

C OIL SCAVENGE TUBE

A

A

BC

A

B DRAIN TUBE

OIL

OIL

AIRA AIR PRESSURIZATIONTUBE (x3)

FWD STATIONARYAIR/OIL SEAL

EFFECTIVITY




EFG


EFFECTIVITY




EFG

FAN FRAME MODULE

EFFECTIVITY




EFGFAN FRAME MODULE

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

Its main purposes are :- to provide ducting for both the primary and

secondary airflows.- to transmit power plant thrust to the aircraft.- to support the LPC rotor, through the No 1 & 2

bearing support.- to support the front of the HPC rotor through the No

3 bearing support.- to enclose the fan and booster.- to support various engine accessories.- to minimize fan area noise levels.- to provide attachment for the forward engine mounts,

front handling trunnions and lifting points.- to support the fan inlet cowl.- to provide a connection between gearboxes and core

engine rotor.

EFFECTIVITY




EFG

CTC-214-039-01FAN FRAME MODULE MAIN PURPOSES

ACTUATOR BALLSCREW

TRANSMITSPOWER PLANT

THRUST TOAIRCRAFT

SUPPORTSENGINE

ACCESSORIES

PROVIDESGROUND HANDLING

PROVISIONS

PROVIDESDUCTING

FOR PRIMARYAND SECONDARY

AIRFLOWS

MINIMIZESFAN AREA

NOISE LEVEL

ENCLOSESFAN AND BOOSTER

SUPPORTSFAN INLET

COWL

SUPPORTSENGINE ROTORS

MECHANICALLOADS

PROVIDES ACONNECTION

BETWEENGEARBOXES/CORE

ENGINE ROTOR

EFFECTIVITY




EFGFAN FRAME MODULE (CONTINUED)

The fan frame module consists of the following majorassemblies :

- The fan upstream and downstream inlet cases- The fan Outlet Guide Vane (OGV) assembly- The fan frame- The radial drive shaft housing

EFFECTIVITY




EFG

CTC-214-040-00FAN FRAME MODULE

ACTUATOR BALLSCREW

RADIAL DRIVESHAFT HOUSING

FAN CASE

FAN OUTLETGUIDE VANE

FAN FRAME

UPSTREAMFANINLETCASE

DOWNSTREAMFANINLETCASE

EFFECTIVITY





The fan inlet case

The main purposes of the fan inlet case are to provide :- attachment of the engine inlet cowl and the support

and transmission of attachment loads from thispoint to the fan frame

- fan blade containment- attachment points for acoustic panels- an abradable liner for the fan blade tips- a housing for the OGV assembly- AGB/TGB mount fittings and links

The fan inlet case

The fan inlet case is a weldment structure and it isattached to the fan frame outer front flange with bolts.

The outer surface has flanges and ribs to give morestrength to the case during engine operation and toprovide attachment for equipment brackets.

It also has 2 hoisting points, at the 2 and 10 oclockpositions, for ground handling purposes, 2 AGB mountsand various other mounting devices for engineequipment.

The fan inlet case is made up of two sections :- The upstream fan inlet case- The downstream fan inlet case

EFFECTIVITY




EFG

CTC-214-041-01FAN INLET CASE ASSEMBLY

FAN INLET COWLMOUNTING FLANGE

ABRADABLE LINER

OGV ASSEMBLY

AGB / TGB MOUNT

ACOUSTICALPANELS

FAN FRAME

MOUNTING FLANGE

OUTER RIBS

OUTER FLANGES

DOWNSTREAMFAN INLET CASE

UPSTREAMFAN INLET CASE

EFFECTIVITY





The upstream fan inlet case

The upstream fan inlet case is a weldment structuremade of steel alloy.

The case is bolted onto the downstream fan case frontflange.

Its inner surface houses 6 forward acoustic panels, 6 fanmid acoustic panels and also provides an abradableshroud which faces the fan blade tips.

The downstream fan inlet case

The downstream inlet case is made of aluminium alloy.

It supports the upstream fan inlet case and is bolted onthe fan frame outer front flange.

Its inner surface houses 12 aft acoustic panels.

The downstream fan inlet case houses the OGVassembly.

EFFECTIVITY




EFG

CTC-214-043-01FAN INLET CASE DESIGN

ABRADABLESHROUD

FANFORWARDACOUSTICALPANELS

FAN AFTACOUSTICALPANELS

FANFRAMECASING

FAN MIDACOUSTICALPANELS

OUTLETGUIDEVANE

FRONT ENGINEMOUNT

EFFECTIVITY





The Outlet Guide Vane (OGV) assembly

The OGV assembly is housed in the downstream faninlet case and its purpose is to direct and smooth thesecondary airflow to increase thrust efficiency. It alsoplays a role in noise reduction.

The assembly consists of the fan OGV inner shroud and34 twin vanes, made of composite material with a metallicleading edge.

The inner shroud rear flange is bolted to the fan frameand its forward outer surface contains 34 apertures toallow passage of the vane inner platforms.

The vane inner platforms are axially retained by the innerface of the fan OGV inner shroud.

The vane outer platforms are bolted to the downstreamfan inlet case.

A splitter fairing, which separates the primary andsecondary airflows, is bolted onto the fan OGV innershroud forward flange.

There are 2 unplugged holes on the inner shroud,between the 3 and 4 oclock positions, to enableborescope inspection of the booster vane assemblies.One is located between the OGVs at the stage 3 vaneassembly and the other at the stage 5 vane assembly.

EFFECTIVITY




EFG

CTC-214-044-02FAN OUTLET GUIDE VANES

SPLITTERFAIRING

OUTLETGUIDEVANE

OGVINNERSHROUD

OGV

OUTERPLATFORMUNPLUGGED

BORESCOPEHOLES

S03

S05

INNERPLATFORM

EFFECTIVITY





The fan frame

The fan frame is the main forward structural componentof the engine. It is a weldment structure made of steelalloy.

Some of its main purposes are :- to provide two airflow paths.- to take up loads from the fan and booster module,

through the No 1 & 2 bearing support, on its frontface.

- to provide mounting for the HPC and to take up theloads, through the No 3 bearing support, on itsrear face.

- to take up loads from the T/R, through an adaptorring, on its rear inner and outer flanges.

- to provide attachment for the rear of the booster, onits front flange.

- to accommodate the forward engine mounts, on itsrear flange.

EFFECTIVITY




EFG

CTC-214-045-01FAN FRAME MAIN PURPOSES

HPC CASINGMOUNTING

BOOSTER MODULEATTACHMENT

No.1 AND No.2BEARING SUPPORT

LOAD TAKE-UPNo.3 BEARING SUPPORT

LOAD TAKE-UP

ENGINE FORWARDMOUNTS

THRUST REVERSERLOAD TAKE-UP

ACTUATOR BALLSCREW

EFFECTIVITY





The fan frame

The fan frame is made of concentric rings linked by 12radial hollow struts that house various equipment andlines.

It consists of :- the outer case- the radial struts- the mid-box structure- the center hub

The primary airflow from the booster delivery is ducted tothe HPC between the center hub and the mid-boxstructure.

EFFECTIVITY




EFG

FAN FRAME DESIGNCTC-214-046-01

RADIALSTRUTS

PRIMARYAIRFLOW

MID-BOXSTRUCTURE

OUTER CASE

SECONDARYAIRFLOW

CENTERHUB

FORWARDLOOKINGAFT

EFFECTIVITY





The fan frame outer case

On the fan frame outer case surface are :- 2 ground handling trunnions.- the Transfer Gearbox (TGB) mounting pad, at the 6

oclock position.- the engine data plate, at the 3 oclock position.

The outer case front flange supports and centers the faninlet case. Its rear flange accommodates the thrustreverser adapter ring.

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

EFFECTIVITY




EFG

CTC-214-047-01FAN FRAME OUTER SURFACE

T/R ADAPTORRING

TGB

ENGINE DATAPLATE

FRONT HANDLINGTRUNNION

FAN INLET CASESECURING FLANGE

TURBOREACTEUR CFM56 TURBOFAN

N C.T. DGACDGAC AGREMENTDE PRODUCTION N

N D'ORDRE

FAA TC NFAAPRODUCTION C NSERIAL N

COMPLY

IMSP.CONTR

MFD BYFAB PAR DATE

CONFIG

RATED TO MODEL CONFIGURATION IDENTIFIED BELOWPOUSSEE

DECOL(daN)

POUSSEEMAXI CONT

(daN)TAKE OFFTHRUST

(lb)MAXI CONT

THRUST(lb)

N1TRIM

SERV BUL

1

EFFECTIVITY





The radial struts

The radial struts give structural strength to the fan frame.

There are 12 hollow struts, numbered 1 to 12 in aclockwise direction (ALF), where No 1 is at the 12 oclockposition.

In the primary flowpath, the 12 struts have a narrow,aerodynamic cross section to reduce drag losses.

In the secondary flowpath, the vertical and horizontalstruts (Nos 1, 4, 7 and 10), have a wider cross section.

All the others have the same narrow cross section as inthe primary airflow.

The hollow radial struts provide passages for thefollowing equipment :

- The No 1 bearing vibration sensor cable (strut No 4).- The N1 speed sensor and the forward sump oil drain

(strut No 6).- The TGB radial drive shaft and scavenge tube (strut

No 7).- The forward sump oil supply tube (strut No 10).

EFFECTIVITY




EFG

CTC-214-048-02FAN FRAME RADIAL STRUTS

112

11

10

9

8

7

4

3

2

5

6

SECONDARY AIRFLOW

PRIMARY AIRFLOW

OUTER CASING

N1 SPEED SENSORAND DRAIN CAVITYOUTER RADIAL DRIVE

SHAFT HOUSING ANDOIL SCAVENGE TUBE

FORWARD SUMP OILSUPPLY TUBE

MID BOX STRUCTURE

N 1 BEARINGVIBRATION SENSORCABLE

HUB

STRUT

AFT LOOKING FORWARD

EFFECTIVITY





The mid-box structure

The mid-box structure is located between the primaryand secondary airflows.

The structure incorporates 12 struts extending down tothe center hub outer surface.

The compartments formed between the adjacent struts,house eleven variable bleed valves (VBVs) and onemaster VBV, which is located between struts 10 and 11.

EFFECTIVITY




EFG

CTC-214-050-02MID-BOX STRUCTURE

VBV COMPARTMENTS

MID-BOX STRUCTURE

PRIMARY AIRFLOW

SECONDARYAIRFLOW

STRUT 11

STRUT 10

AFTLOOKINGFORWARD

EFFECTIVITY





The mid-box structure (continued)

The front face of the mid-box structure holds the rearflanges of the booster stator assembly and the OGVassembly inner shroud.

The rear face holds the HPC forward case, the VBVhydraulic gear motor and supplies engine mounting.

Slides are installed in the mid-box that direct primary airto fan duct panels installed between the struts. Thepanels have a series of deflectors, to redirect the primaryair into the secondary airflow when the VBV doors areopened.

When the VBV doors are closed, the primary airflow isducted between the mid-box structure and the fan framecenter hub.

EFFECTIVITY




EFG

CTC-214-051-01MID-BOX STRUCTURE

HPC CASEMOUNTING FLANGE

VBV DOORS

MID-BOXSTRUCTURE

BOOSTERASSY

SECONDARY AIR FLOW

PRIMARY AIR FLOW

FAN DUCT PANEL

SLIDE

SCOOP

EFFECTIVITY





The center hub

The center hub front face has threaded holes for bolts,which hold the No 1 & 2 bearing support.

The rear face holds the Inlet Gearbox (IGB), No 3bearing assembly and the rear stationary air/oil seal.

The stationary air/oil seal, together with its pressurizationair supply ring, forms the rear limit of the forward sump.

The center hub has various apertures for the passage ofbleed air.

On its front face, there are 3 air tappings which supplybooster delivery air to the pressurizing air tubes for theforward stationary air/oil seal.

On its outer wall, there are 4 air tappings which supplybooster delivery air to the mid-sump pressurization seals.

NOTE: On older models, there is a port on its rear faceto supply air for the Rotor Active Clearance Control(RACC) system, but on newer models this function is nolonger used.

EFFECTIVITY




EFG

CTC-214-052-01FAN FRAME CENTER HUB

BOOSTER AIR TAPPINGSTO FWD STATIONARYAIR/OIL SEAL (3)

BOOSTER AIR TAPPINGSTO MID-SUMPPRESSURIZATION SEAL (4)

RACC AIRSUPPLY(OLD VERSIONS ONLY)

REAR STATIONARYAIR/OIL SEAL

FORWARD STATIONARYAIR/OIL SEAL

EFFECTIVITY





The radial drive shaft housing

Strut No 7, at the 6 oclock position, contains both theforward sump scavenge tube and the Radial Drive Shaft(RDS) housing.

The RDS housing is a two piece assembly, made up ofinner and outer housings, that is installed alongside theoil scavenge tube.

The inner and outer housings are tubes fitted togetherwith O-rings.

The inner housing has a rabbet diameter, which isbonded to the strut and must be heated in order toremove it from the strut.

The RDS is the mechanical rotating link between the InletGearbox (IGB) and the Transfer Gearbox (TGB).

At the shafts center there is a mid-length roller bearing.The outer race of the bearing is brazed to the inside ofthe outer housing.

EFFECTIVITY




EFG

CTC-214-053-00RADIAL DRIVE SHAFT HOUSING

SHAFT MID-LENGTHROLLER BEARING

OIL SCAVENGETUBE

RADIAL DRIVESHAFT

FAN FRAME THICK STRUT(6 O'CLOCK)

OUTER RADIALSHAFT HOUSING

INNER RADIAL DRIVESHAFT HOUSING

EFFECTIVITY




EFG


EFFECTIVITY




EFG

CORE ENGINE MAJOR MODULE

EFFECTIVITY




EFGCORE ENGINE MAJOR MODULE

The core engine is a high pressure, high speed, gasgenerator that produces the power to drive the engine.

Fan discharge air is compressed in the High PressureCompressor (HPC), heated and expanded in thecombustion chamber. It is then directed by the HighPressure Turbine (HPT) nozzles onto the HPT rotor.Energy not extracted from the gas stream by the HPTrotor is used to drive the Low Pressure Turbine (LPT), fanrotors and booster.

The forward end of the core is supported by the No 3 balland roller bearings, located in the fan frame.

The aft end is supported by the No 4 roller bearing,located in the HPT rotor rear shaft.

The core engine consists of the following :

The HPC.- HPC rotor.- HPC front stator.- HPC rear stator.

The combustion section.- Combustor casing.- Combustion chamber.

The HPT.- HPT nozzle.- HPT rotor.- HPT shroud & Stage 1 LPT nozzle.

EFFECTIVITY




EFG

CTC-214-071-01CORE ENGINE MAJOR MODULE

HIGH PRESSURECOMPRESSOR STATOR

COMBUSTIONCASE

HIGH PRESSURECOMPRESSOR ROTOR

FUEL NOZZLES

HIGH PRESSURETURBINE NOZZLES

HPCROTOR

HIGH PRESSURETURBINE ROTOR

#3 BEARING#4 BEARING

STAGE 1 LPTNOZZLES

HIGH PRESSURE TURBINE SHROUDS

COMBUSTOR

HPC STATOR

AIR DUCT

EFFECTIVITY




EFG


EFFECTIVITY




EFG

HIGH PRESSURE COMPRESSOR

EFFECTIVITY




EFGTHE HIGH PRESSURE COMPRESSOR (HPC)

The HPC is a 9-stage compressor and its main purpose isto increase the pressure of the air as it passes from stageto stage, to supply the combustor section.

The HPC also has pipe connections that duct 4th, 5th, and9th stage bleed air for both engine and aircraft use.

The HPC is mounted between the fan frame and thecombustor case.

It consists of the following modules :- The compressor rotor- The compressor front stator- The compressor rear stator

EFFECTIVITY




EFG

CTC-214-072-01HP COMPRESSOR SECTION

HIGH PRESSURECOMPRESSOR ROTOR

HIGH PRESSURECOMPRESSOR FRONT STATOR

HIGH PRESSURE COMPRESSORREAR STATOR

4th. STAGEBLEED AIR

5th. STAGEBLEED AIR

9th. STAGEBLEED AIR

EFFECTIVITY




EFG


EFFECTIVITY




EFG

COMPRESSOR ROTOR

EFFECTIVITY




EFGTHE HIGH PRESSURE COMPRESSOR

The compressor rotor

The compressor rotor increases the velocity of fan boosterdischarge air, which is pressurized by the stator beforeentering the combustion section.

It is housed in the compressor case and the rotor front endis supported by the No 3 bearing.

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

EFFECTIVITY




EFG

CTC-214-073-01HP COMPRESSOR ROTOR

REAR ROTATING(CDP) AIR SEAL

HPTFRONT SHAFT

FRONT SHAFTSUPPORTED BYTHE No.3 BEARING

EFFECTIVITY




EFGTHE HIGH PRESSURE COMPRESSOR (CONTINUED)

The compressor rotor (continued)

The HPC rotor is a 9-stage, axial flow, high speed, spool-disk structure.

The rotor has 5 major parts :- The rotor shaft- The stage 1-2 spool- The stage 3 disk- The stage 4-9 spool- The rear rotating (CDP) air seal

EFFECTIVITY




EFG

CTC-214-074-01HP COMPRESSOR ROTOR DESIGN

REAR ROTATING(CDP) AIR SEAL

STAGE 9BLADES

STAGE 4-9 SPOOL

STAGE 3DISK

STAGE 1BLADES

ROTORSHAFT

STAGE 1-2 SPOOL

EFFECTIVITY





The compressor rotor (continued)

The rotor shaft, disk and spools connect at a single boltedjoint to form a smooth, rigid unit.

The flange of the HPC rotor shaft is bolted between the1-2 spool and the stage 3 disk.

EFFECTIVITY




EFG

CTC-214-075-01THE COMPRESSOR ROTOR

STAGE 1-2 SPOOLSTAGE 4-9 SPOOL

HPC ROTOR SHAFT REAR ROTATING(CDP) AIR SEAL

STAGE 3 DISK

EFFECTIVITY





The rotor shaft

The rotor shaft is the forward support for the HPC.

It is made of titanium alloy.

The shaft is splined and attached to the IGB horizontalbevel gear by a coupling nut. The IGB contains the thrustbearing for the core engine.

The shaft forward end is threaded and has 2 machinedslots for installation of a retaining ring to provide lockingto the coupling nut.

The shaft also has 2 pilot lands to center the IGB bevelgear.

The shaft has holes machined at the rear to allow boosterair to pass for internal cooling.

EFFECTIVITY




EFG

CTC-214-076-01HPC ROTOR SHAFT DESIGN

THREADS PILOTLANDS

LOCKINGSLOTS

SPLINES

SEATINGSHOULDER

COOLING AIR HOLE

EFFECTIVITY





The stage 1-2 spool

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

The spool is a titanium alloy forging and is assembled byinertia welding.

There are inter-stage labyrinth seals machined on thespool, which face abradable structures on the statorassembly in order to optimize flow path sealing and HPCperformance.

The spool has individual axial slots for blade installation :- Stage 1 has 38 blades- Stage 2 has 53 blades.

EFFECTIVITY




EFG

CTC-214-077-01HPC STAGE 1-2 SPOOL

INTER-STAGELABYRINTH

STAGE 1-2 SPOOLSTAGE 1-2 SPOOLMOUNTINGFLANGE

HPC ROTORSHAFT

STAGE 1

STAGE 2

INTER-STAGELABYRINTH SEALS

EFFECT

Documents

CFM56-5b basic engine operation