Download - CFM56-5B_BE
TRAINING MANUAL
CFM56-5B
BASIC ENGINE
DECEMBER 2000
CTC-063 Level 3
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CFMI PROPRIETARY INFORMATIONALL CFM56-5B ENGINES FOR A319-A320-A321
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GENERAL Page 1Dec 00
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CFMI Customer Training CenterSnecma Services - Snecma GroupDirection de l’Après-Vente Civile
MELUN-MONTEREAUAérodrome 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 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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CONTENTS Page 2Dec 00BASIC ENGINE
EFGChapter 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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LEXIS Page 1Dec 00
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ABBREVIATIONS & A CRONYMS
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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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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 INCH ABSOLUTEpsid 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 D’ETUDE ET
DE CONSTRUCTION DE MOTEURSD’AVIATION
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 25.4 mm1 mm = 39.37 mils.
1 in.2 = 6.45 cm²1 m² = 10.76 sq. ft.1 cm² = 0.155 sq.in.
1 USG = 3.785 l ( dm³ )
1 in.3 = 16.39 cm³1 m³ = 35.31 cu. ft.1 dm³ = 0.264 US gallon1 cm³ = 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 + 32°C = ( °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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INTRO Page 2Dec 00BASIC ENGINE
EFGINTRODUCTION TO THE CFM56 FAMILY
The CFM56 engine, a high by-pass, dual rotor, axial flowturbofan, was designed in the mid 70’s.
It is a product of CFMI. CFM International is a companyjointly owned by GENERAL ELECTRIC (GE) of the USA,and SOCIETE NATIONALE D’ETUDE ET DECONSTRUCTION DE MOTEURS D’AVIATION(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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INTRO Page 3Dec 00BASIC ENGINE
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CFM INTERNATIONAL ORGANIZATIONCTC-063-001-01
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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INTRO Page 4Dec 00BASIC ENGINE
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 from22000 to 33000 lbs.
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CTC-063-002-02CFM56-5B 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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INTRO Page 6Dec 00BASIC ENGINE
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)
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INTRO Page 7Dec 00BASIC ENGINE
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CTC-063-003-01CFM56-5B
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72-00-00 Page 1Dec 00BASIC ENGINE
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ENGINE GENERAL
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72-00-00 Page 2Dec 00BASIC ENGINE
EFGENGINE GENERAL CONCEPT
The CFM56-5B engine is a high by-pass, dual rotor, axialflow turbofan. It is supported by the wing pylon andstreamlined 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 airflow 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 (OGV’s) andexits through the nacelle discharge duct, producingapproximately 80 % of the total thrust. It also plays a rolein the thrust reverser system.
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72-00-00 Page 3Dec 00BASIC ENGINE
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DESIGN AND OPERATIONCTC-063-005-01
PRIMARY FLOW
SECONDARY FLOW
THRUSTREVERSER
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72-00-00 Page 4Dec 00BASIC ENGINE
EFGENGINE GENERAL CONCEPT
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- Borescope inspection- Lubrication particles analysis- Spectrometric Oil Analysis Program (S.O.A.P)- Engine vibration monitoring system
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72-00-00 Page 5Dec 00BASIC ENGINE
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CONDITION MONITORINGCTC-063-009-02
TREND MONITORING
BORESCOPEINSPECTION
LUBE PARTICLE ANALYSIS S.O.A.P.
VIBRATIONMONITORING
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72-00-00 Page 6Dec 00BASIC ENGINE
EFGENGINE GENERAL CONCEPT
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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72-00-00 Page 7Dec 00BASIC ENGINE
EFG
ENGINE GENERAL CONCEPTCTC-063-006-01
LP SYSTEM
2 FRAMES
HP SYSTEM
2 SUMPS
5 BEARINGS
ACCESSORYDRIVE
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72-00-00 Page 8Dec 00BASIC ENGINE
EFGENGINE GENERAL CONCEPT
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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72-00-00 Page 9Dec 00BASIC ENGINE
EFG
MODULAR DESIGNCTC-063-008-01
LOW PRESSURE TURBINEMAJOR MODULE
ACCESSORY DRIVE MODULE
CORE ENGINE MAJOR MODULEFAN MAJOR MODULE
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FAN SECTION
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EFGFAN SECTION
The fan section is at the front of the engine and,downstream from the air inlet cowl, the section includesthe 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 airflowpasses through the fan rotor, which increases the air’skinetic 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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72-20-00 Page 3Dec 00BASIC ENGINE
EFG
FAN SECTIONCTC-063-038-00
AIR OVERBOARD
AIR TO THE BOOSTER
AIR INLETCOWL
FANSECTIONMODULE
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EFGFAN 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 positionof the fan disk.
The fan disk supports the mid-span shrouded fan bladesand 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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72-20-00 Page 5Dec 00BASIC ENGINE
EFG
CTC-063-011-01FAN AND BOOSTER DESIGN
FAN ROTOR
BOOSTER
SPINNER FRONTCONE
SPINNER REARCONE
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EFGFAN AND BOOSTER MODULE (CONTINUED)
Spinner front cone
Interference fit and single angular mounting positions arecharacteristics of the installation of the front and rearcone onto the fan disk.
The spinner front cone has an offset hole on its rearflange, identified by an indent mark, to ensure correctalignment for installation onto the rear cone front flange.
The rear flange has 6 mounting screw locations and 3threaded inserts, located every 120°, for installation ofjackscrews used in removal procedures.
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CTC-063-012-01SPINNER FRONT CONE
INDENTMARK
MOUNTINGSCREW
6 MOUNTINGSCREW LOCATIONS
3 JACKSCREWLOCATIONS
OFFSET HOLE
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EFGFAN AND BOOSTER MODULE (CONTINUED)
Spinner rear cone
The front flange of the spinner rear cone has 6 linereplaceable, 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.
The rear cone also has an integrated air seal that isglued to its inner rear flange.
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CTC-063-013-01REAR CONE
JACKSCREW HOLE
REAR FLANGE
12 MOUNTINGSCREW HOLES
GLUEDSEAL
CRIMPEDSELF - LOCKING NUTS
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EFGFAN AND BOOSTER MODULE (CONTINUED)
Spinner rear cone (continued)
The rear cone prevents axial disengagement of spacersused in the fan blade retention system.
It also supports a series of balancing screws that areinstalled on its outer diameter. There are two sets ofbalancing screws available and the screws in each setare identified as either P01 to P07 or, P08 to P14. Thenumbers, which are engraved on the screw heads, areequivalent to various weights.
An indent mark is located in between two balancingscrews for correct installation of the rear cone onto thefan disk and for identification of fan blade No.1.
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EFG
CTC-063-014-01REAR CONE
FAN BLADE
SPACER
BALANCING SCREWS
FAN DISK
FAN BLADE
BALANCINGSCREWS
INDENT MARK
SPACER
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EFGFAN AND BOOSTER MODULE (CONTINUED)
Fan disk
The fan disk outer rim has 36 dovetail recesses for theinstallation of the fan blades.
The inner front flange has an imprint to identify an offsethole for rear cone installation.
There are also two identification marks engraved oneither side of blade recesses No.1 and 5.
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CTC-063-015-01FAN DISK FRONT FLANGE
SPHERICALIMPRINT
5
5
1 1
OFFSET HOLE
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EFGFAN AND BOOSTER MODULE (CONTINUED)
Fan blades
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.
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.
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CTC-063-016-01FAN BLADES
DISK
36 FAN BLADES
SPACER
RETAINER LUG
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EFGFAN AND BOOSTER MODULE (CONTINUED)
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 varnsh, 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.
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CTC-063-017-01FAN 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
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EFGFAN FRAME MODULE
The fan frame module is the main forward structure formounting the engine onto the airframe. It supports thefan and booster module, the HPC and cowls.
The fan frame module consists of the following 3 majorassemblies :
- The fan frame- The downstream fan inlet case- The upstream fan inlet case
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FAN FRAME MODULECTC-063-018-01
FAN FRAME
MOUNTING FLANGE
OUTER FLANGES
OUTER RIBS
FAN ABRADABLELINER
FAN INLET CASEUPSTREAM FAN INLET CASE
DOWNSTREAM
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EFGFAN FRAME MODULE (CONTINUED)
Fan inlet case
The inner surface of the upstream fan inlet case is linedwith 6 forward acoustical panels, 6 mid acoustical panelsand provides an abradable shroud which faces the fanblade tips.
The inner surface of the downstream fan inlet case islined with 12 aft acoustical panels.
The fan inlet case also houses the Outlet Guide Vane(OGV) assembly.
Fan frame
The fan frame has 12 radial hollow struts that housevarious equipment and lines. Compartments formedbetween the adjacent struts house Variable Bleed Valve(VBV) actuators which, under certain conditions, redirectprimary air into the secondary airflow.
The rear face of the fan frame mid section provides thefront mounts for the engine and the front flange for theHigh Pressure Compressor (HPC) section.
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CTC-063-019-01FAN INLET CASE DESIGN
ABRADABLESHROUD
FANFORWARDACOUSTICALPANELS
FAN AFTACOUSTICALPANELS
FANFRAMECASING
FAN MIDACOUSTICALPANELS
OUTLETGUIDEVANE
FRONT ENGINEMOUNT
VBV ACTUATOR
STRUT
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EFGFAN FRAME MODULE (CONTINUED)
The Outlet Guide Vane (OGV) assembly
The fan OGV assembly consists of the inner shroud and34 twin vanes.
The inner shroud rear flange is bolted to the fan frameand has 34 apertures to allow passage of the vane innerplatforms.
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 o’clock positions, to enableborescope inspection of the booster vane assemblies.One is located between the OGV’s at the stage 3 vaneassembly and the other at the stage 5 vane assembly.
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CTC-063-020-02FAN OUTLET GUIDE VANES
SPLITTERFAIRING
OUTLETGUIDEVANE
OGVINNERSHROUD
OGV
OUTERPLATFORMUNPLUGGED
BORESCOPEHOLES
S03
S05
INNERPLATFORM
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CORE ENGINE MAJOR MODULE
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EFGCORE ENGINE MAJOR MODULE
The core engine is a high pressure, high speed, gasgenerator 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 LowPressure Turbine (LPT) stage 1 nozzle.
Fan discharge air is compressed in the HPC section andheated and expanded in the combustion section. It isthen directed to the HPT section. Energy not extractedfrom 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 balland roller bearings and the aft end by the No 4 rollerbearing.
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CTC-063-039-00CORE ENGINE MAJOR MODULE
HIGH PRESSURECOMPRESSOR STATOR
COMBUSTIONCASE
HIGH PRESSURECOMPRESSOR ROTOR
HIGH PRESSURETURBINE SECTION
HPCSECTION
#3 BEARING#4 BEARING
STAGE 1 LPTNOZZLES
COMBUSTIONSECTION
HPC STATOR
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HIGH PRESSURE COMPRESSOR SECTION
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EFGTHE HIGH PRESSURE COMPRESSOR (HPC)
The High Pressure Compressor (HPC) is mountedbetween the fan frame module and the combustion case.
The HPC, which has 9 stages, increases the pressure ofthe air as it passes from stage to stage, to supply thecombustor section.
It consists of the following modules :
- The compressor rotor- The compressor stator
The compressor stator is made up of two parts. The frontis supported by the fan frame and the rear is attached tothe combustion case.
The HPC has pipe connections that duct bleed air forboth engine and aircraft use.
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CTC-063-021-01HP COMPRESSOR SECTION
HIGH PRESSURECOMPRESSOR ROTOR
HIGH PRESSURECOMPRESSOR FRONT STATOR
HIGH PRESSURE COMPRESSORREAR STATOR
4th. STAGEBLEED AIR
5th. STAGEBLEED AIR
9th. STAGEBLEED AIR
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EFGTHE HIGH PRESSURE COMPRESSOR (HPC)
Borescope ports
The lower stator case has a series of plugged ports toallow for borescope inspection of the rotor and statorvanes.
There are 9 borescope inspection ports located atapproximately the 5 o’clock position and they arenumbered S1 thru S9, where S1 is the most forward.
S7, S8 and S9 plugs are double plugs connected by ashaft. A spring-loaded system enables the outer plug todrive the inner plug.
Both inner and outer plugs have specific torque values.
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CTC-063-031-01HPC BORESCOPE PORTS
S1 TO S9
TOP VERTICAL
AFT LOOKING FORWARD
S9 S7S8
S1S2S3S4
S5S6
S1
S5
S9
S8S7
S6
S2
S3
S4
S6 BORESCOPE PLUG( S1 TO S6 )
S9 BORESCOPE PLUG ASSEMBLY( S7 TO S9 )
FWD
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COMBUSTION SECTION
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EFGTHE COMBUSTION SECTION
The combustion section is located between the HighPressure Compressor (HPC) and the Low PressureTurbine (LPT).
Air from the HPC is mixed with fuel, supplied by 20 fuelnozzles.
The mixture is ignited by 2 igniter plugs that are locatedat the 4 and 8 o’ clock positions.
The front face of the combustor is attached to the rear ofthe compressor module.
The rear section of the combustion case houses the HPTmodule.
The combustion section also supplies HPC 9th stagebleed air for both aircraft and engine use.
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CTC-063-022-02COMBUSTOR DESIGN
HIGH PRESSURECOMPRESSOR HIGH PRESSURE
TURBINE
ENERGY
FUEL NOZZLE x20
ANNULARCOMBUSTIONCHAMBER
IGNITER PLUGS x2
9TH STAGE BLEED AIR
LPTSTATOR
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EFGTHE COMBUSTION SECTION (CONTINUED)
Borescope ports
There are 4 plugged ports (S12, S13, S14, S15) aroundthe combustion case, which enable borescope inspectionof the combustion chamber.
Two other ports are available, using the spark igniterports S10 and S11, which can also be used to inspectthe High Pressure Turbine (HPT) blades.
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CTC-063-032-01COMBUSTION CASE BORESCOPE PORTS
BORESCOPE PLUGS12, S13, S14, S15
COMBUSTION CASE
BORESCOPE PORTLOCATIONS (ALF)
S10IGNITERS11
IGNITERS14
S12
S13
S15
FWDIGNITER (S10, S11)
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TURBINE SECTION
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EFGTURBINE SECTION
The turbine section provides the necessary power todrive the compressor rotors. It consists of the :
- High Pressure Turbine (HPT)- Low Pressure Turbine (LPT)
High Pressure Turbine (HPT)
The HPT module is housed in the combustion case andconsists of a single stage nozzle that directs the gas flowfrom the combustion chamber to the HPT rotor blades thatdrive the HPC rotor.
The LPT stage 1 nozzle is also housed in the combustioncase.
Engine cooling
Air from the 4th stage of the HPC is ducted through 4pipes, to cool down the LPT stage 1 nozzle and the frontcavity.
Air from the 4th and 9th stage of the HPC goes throughthe HPTCC valve and is ducted through 2 pipes, to cooldown the cavity that surrounds the HPT shroud.
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CTC-063-023-02HPT & STAGE 1 LPT NOZZLE ASSY.
STAGE 1LPT NOZZLE
LPT STATOR
HPT SHROUD
COMBUSTOR CASE
HPT NOZZLE HPT ROTOR
HPC 4th / 9th STAGECOOLING AIR
HPC 4th STAGECOOLING AIR
HPTCC VALVE
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EFGTURBINE SECTION (CONTINUED)
HPT borescope ports
Borescope ports S16 and S17, at the aft of thecombustion case at approximately the 5 and 8 o’clockpositions, are used to inspect the trailing edge of the HPTblades.
gniter ports S10 and S11, and combustion case ports S12through S15 are used to inspect the leading edge of theHPT blades.
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CTC-063-033-01HPT BORESCOPE PORTS
S16, S17
BORESCOPE PORTLOCATIONS (ALF)
S14, S16
S17
S15
S12
S13
S11IGNITER
S10IGNITER
BORESCOPE PLUGS16 OR S17
FWD
FWD
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EFGTURBINE SECTION (CONTINUED)
Low Pressure Turbine (LPT)
The LPT module converts the energy of combustiongasses into the necessary torque to drive the fan andbooster rotor.
The LPT is a 4 stage axial flow turbine that consists of arotor and stator assembly.
The LPT module front flange is mounted onto the rearflange of the combustor module. Its rear flange isattached onto the LPT frame and its inner flange issecured onto the LPT shaft.
Fan discharge air is ducted through manifolds that areprovided with orifices, to direct cooling air onto the LPTouter case.
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EFG
CTC-063-034-00LOW PRESSURE TURBINE MODULE
LPT ROTOR /STATORASSEMBLY
TURBINE FRAME
LPT SHAFTLOWERCOOLINGMANIFOLD
AIR MANIFOLD
UPPERCOOLINGMANIFOLD
TUBESUPPORT
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EFGTHE TURBINE FRAME MODULE
The turbine frame module is one of the engine majorstructural assemblies, and is located at the rear of theengine. It is made up of a hub and an outer casing.
The turbine frame module is bolted to the rear flange ofthe LPT case.
Its rear flange provides attachment for the exhaust nozzleand exhaust plug.
The outer casing is equipped with mounts for rear engineinstallation on the airframe.
The aft side of the turbine frame provides support andattachment for :
- the flange assembly and, at its center, the flamearrestor.
- the exhaust plug.
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CTC-063-037-01TURBINE FRAME MODULE
FLAME ARRESTOR
OVERBOARD SEAL DRAIN TUBE
FLANGE ASSEMBLY
STRUT
EXHAUST PLUG (NOT SHOWN)
ENGINE MOUNTS
LPT CASE
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EFGTURBINE SECTION (CONTINUED)
There are 5 borescope ports for inspection of the LPTblades.
Ports S16 and S17, which are located at the 5 and 8o’clock positions respectively, are used to examine theLPT stage 1 blade leading edge.
Ports 18, 19 and 20, at the 5 o’clock position, are locatedbetween stages 1, 2 and 3.
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CTC-063-035-01LPT BORESCOPE PORTS
S16, S17
S18
S16
S18
S19
S19
S20
S20
BORESCOPE PORTLOCATIONS (ALF)
S16, S18, S19, S20
S17
FWD
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ACCESSORY DRIVE SECTION
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EFGACCESSORY DRIVE SECTION
The accessory drive system is located at the 6 o’clockposition.
In order to drive the engine and aircraft accessories, partof the core engine power is extracted through the InletGearbox (IGB) and transmitted through the followinggearboxes and shafts :
- Radial Drive Shaft (RDS)- Transfer Gearbox (TGB)- Horizontal Drive Shaft (HDS)- Accessory Gearbox (AGB)
At engine start, the accessory drive system transmitsexternal power from the engine air starter to drive the coreengine.
For maintenance tasks, there is a hand-cranking pad onthe AGB that is used to manually turn the core engine.
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CTC-063-026-01ACCESSORY DRIVE SECTION DESIGN
INLET GEARBOX(IGB)
TRANSFER GEARBOX(TGB)
ACCESSORY GEARBOX(AGB)
RADIAL DRIVESHAFT (RDS)
HORIZONTALDRIVE SHAFT(HDS)
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EFGTHE ACCESSORY GEARBOX (AGB)
The AGB assembly is mounted under the fan inlet case atthe 6 o’clock position and is secured by 2 clevis mounts.
The AGB consists of a gear train that reduces andincreases the rotational speed to drive various engineand aircraft accessories.
The AGB’s front face has mounting pads for the followingequipment :
- Lube unit- Hydraulic pump- Hand-cranking drive- Control alternator- Integrated Drive Generator (IDG)
The AGB’s rear face connects with the Horizontal DriveShaft (HDS) coupling tube and provides mounting padsfor :
- The fuel pump- The starter- The N2 speed sensor
The fuel pump and IDG are installed on the AGB throughQuick Attach/Detach (QAD) rings.
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EFG
CTC-063-027-00ACCESSORY GEARBOX HOUSING
CLEVIS MOUNT
IDG PAD
CLEVIS MOUNT
FWD
STARTER PAD
N2 SPEED SENSORMOUNTING PAD
FUEL PUMP/HMU PAD
HYDRAULIC PUMP PAD
HANDCRANKING PAD
CONTROL ALTERNATOR PAD
LUBRICATIONUNIT PAD
HORIZONTALDRIVE COUPLINGTUBE
EFFECTIVITY
CFMI PROPRIETARY INFORMATIONALL CFM56-5B ENGINES FOR A319-A320-A321
TRAINING MANUALCFM56-5B
72-60-00 Page 6Dec 00BASIC ENGINE
EFGTHE ACCESSORY GEARBOX (CONTINUED)
Sealing
Sealing of the AGB is provided by 2 configurations ofcarbon-contact seals :
- Magnetic type- Spring-loaded type
Magnetic seals
The magnetic-type seal consists of :
- a non-magnetic housing, which contains amagnetized mating ring with a polished face and aretaining ring.
- a rotating seal with carbon material held in a rotatingring.
This type of seal can be used on the following pads :
- Integrated Drive Generator (IDG)- Hydraulic pump- Fuel pump
EFFECTIVITY
CFMI PROPRIETARY INFORMATIONALL CFM56-5B ENGINES FOR A319-A320-A321
TRAINING MANUALCFM56-5B
72-60-00 Page 7Dec 00BASIC ENGINE
EFG
CTC-068-028-01MAGNETIC SEAL
O-RING SEAL
STATIC PART
(ASSEMBLED) (DISASSEMBLED)
O-RINGSEALS
ROTATINGPART
LAPPED OR POLISHED CONTACT FACE
CARBON CONTACT FACE
NON MAGNETIC SEAL HOUSING
MAGNETIZED RING
RETAININGRING
EFFECTIVITY
CFMI PROPRIETARY INFORMATIONALL CFM56-5B ENGINES FOR A319-A320-A321
TRAINING MANUALCFM56-5B
72-60-00 Page 8Dec 00BASIC ENGINE
EFGTHE ACCESSORY GEARBOX (CONTINUED)
Starter drive pad seal
On the starter drive pad only, a different configuration ofmagnetic seal is used.
It has a thrust ring, which also acts as a heat sink,installed in between the mating ring and retaining ring.
EFFECTIVITY
CFMI PROPRIETARY INFORMATIONALL CFM56-5B ENGINES FOR A319-A320-A321
TRAINING MANUALCFM56-5B
72-60-00 Page 9Dec 00BASIC ENGINE
EFG
CTC-063-029-01MAGNETIC SEAL (STARTER DRIVE ONLY)
STATIC PART
STATIC PART
ROTATING PART
O-RING SEAL
(ASSEMBLED)
(DISASSEMBLED)
THRUST RING
O-RING SEAL
CARBONCONTACT FACE
OIL DRAINING HOLES
THRUST RING
RETAINING RING
LAPPED OR POLISHEDCONTACT FACE
MAGNETIZEDRING
NON MAGNETICSEAL HOUSING
EFFECTIVITY
CFMI PROPRIETARY INFORMATIONALL CFM56-5B ENGINES FOR A319-A320-A321
TRAINING MANUALCFM56-5B
72-60-00 Page 10Dec 00BASIC ENGINE
EFGTHE ACCESSORY GEARBOX (CONTINUED)
Spring-loaded seals
Spring-loaded seals have a rotating mating ring with 4lugs that engage in corresponding slots machined in thegear shaft bearing.
A housing, which contains the spring-loaded seal,ensures constant contact between the polished face andthe 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
CFMI PROPRIETARY INFORMATIONALL CFM56-5B ENGINES FOR A319-A320-A321
TRAINING MANUALCFM56-5B
72-60-00 Page 11Dec 00BASIC ENGINE
EFG
CTC-063-030-01SPRING LOADED SEAL
(ASSEMBLED)
(DISASSEMBLED)
LUGS
STATIC PART
O-RINGSEAL
O-RINGSEALS
ROTATINGPART
CARBON CONTACT FACE
MATINGRING
LAPPED OR POLISHEDCONTACT FACE
EFFECTIVITY
CFMI PROPRIETARY INFORMATIONALL CFM56-5B ENGINES FOR A319-A320-A321
TRAINING MANUALCFM56-5B
72-60-00 Page 12Dec 00BASIC ENGINE
EFG
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