TRAINING MANUAL

CFM56-7B

basic engine

JANUARY 2012
CTC-223 Level 3

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 CFM56-ALL TRAINING MANUAL

Published by CFMI

CFMI Customer Training Center CFMI Customer Training Services

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

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This CFMI publication is for Training Purposes Only. The information is accurate at the time of compilation; however, no
update service will be furnished to maintain accuracy. For authorized maintenance practices and specifications, consult
pertinent maintenance publications.

The information (including technical data) contained in this document is the property of CFM International (GE and
SNECMA). It is disclosed in confidence, and the technical data therein is exported under a U.S. Government license.
Therefore, none of the information may be disclosed to other than the recipient.

In addition, the technical data therein and the direct product of those data, may not be diverted, transferred, re-exported
or disclosed in any manner not provided for by the license without prior written approval of both the U.S. Government and
CFM International.

Copyright 1998 CFM International

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lexis

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A ATC AUTOTHROTTLE COMPUTER

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

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CFMI JOINT GE/SNECMA COMPANY DAR DIGITAL ACMS RECORDER

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

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EFIS ELECTRONIC FLIGHT INSTRUMENT FDAMS FLIGHT DATA ACQUISITION &

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

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FWD FORWARD HPTR HIGH PRESSURE TURBINE ROTOR

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

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LCD LIQUID CRYSTAL DISPLAY MTBF MEAN TIME BETWEEN FAILURES

LCF LOW CYCLE FATIGUE MTBR MEAN TIME BETWEEN REMOVALS
LE (L/E) LEADING EDGE mV MILLIVOLTS
LG LANDING GEAR mVDC MILLIVOLTS DIRECT CURRENT
LGCIU LANDING GEAR CONTROL INTERFACE
UNIT N
LP LOW PRESSURE N1 (NL)
LP ROTOR ROTATIONAL SPEED
LPC LP COMPRESSOR N1* DESIRED N1
LPT LP TURBINE N1ACT ACTUAL N1
LPT(A)CC LP TURBINE (ACTIVE) CLEARANCE N1CMD COMMANDED N1
CONTROL N1DMD DEMANDED N1
LPTC LP TURBINE CLEARANCE N1K CORRECTED FAN SPEED
LPTN LP TURBINE NOZZLE N1TARGET
TARGETED FAN SPEED
LPTR LP TURBINE ROTOR N2 (NH)
HIGH PRESSURE ROTOR ROTATIONAL
LRU LINE REPLACEABLE UNIT SPEED
LVDT LINEAR VARIABLE DIFFERENTIAL N2* DESIRED N2
TRANSFORMER N2ACT ACTUAL N2
M N2K CORRECTED CORE SPEED
mA MILLIAMPERES (CURRENT) N/C NORMALLY CLOSED
MCD MAGNETIC CHIP DETECTOR N/O NORMALLY OPEN
MCDU MULTIPURPOSE CONTROL AND NAC NACELLE
DISPLAY UNIT NAI NACELLE ANTI-ICE
MCL MAXIMUM CLIMB NVM NON VOLATILE MEMORY
MCR MAXIMUM CRUISE
MCT MAXIMUM CONTINUOUS O
MDDU MULTIPURPOSE DISK DRIVE UNIT OAT OUTSIDE AIR TEMPERATURE
MEC MAIN ENGINE CONTROL OD OUTLET DIAMETER
milsD.A. Mils DOUBLE AMPLITUDE OGV OUTLET GUIDE VANE
mm. MILLIMETERS OPV OVERPRESSURE VALVE
MMEL MASTER MINIMUM EQUIPMENT LIST OSG OVERSPEED GOVERNOR
MO AIRCRAFT SPEED MACH NUMBER OVBD OVERBOARD
MPA MAXIMUM POWER ASSURANCE OVHT OVERHEAT
MPH MILES PER HOUR

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P PSU POWER SUPPLY UNIT

Pb BYPASS PRESSURE PT TOTAL PRESSURE
Pc REGULATED SERVO PRESSURE PT2 FAN INLET TOTAL AIR PRESSURE
Pcr CASE REGULATED PRESSURE (PRIMARY FLOW)
Pf (-7B) HEATED SERVO PRESSURE PT25 HPC TOTAL INLET PRESSURE
P/T25 HP COMPRESSOR INLET TOTAL AIR PTU POWER TRANSFER UNIT
PRESSURE/TEMPERATURE
P/N PART NUMBER Q
P0 AMBIENT STATIC PRESSURE QAD QUICK ATTACH DETACH
P25 HP COMPRESSOR INLET TOTAL AIR QAR QUICK ACCESS RECORDER
PRESSURE QEC QUICK ENGINE CHANGE
PCU PRESSURE CONVERTER UNIT QTY QUANTITY
PDL PORTABLE DATA LOADER QWR QUICK WINDMILL RELIGHT
PLA POWER LEVER ANGLE
PMC POWER MANAGEMENT CONTROL R
PMUX PROPULSION MULTIPLEXER R/H RIGHT HAND
PPH POUNDS PER HOUR RAC/SB ROTOR ACTIVE CLEARANCE/START
PRSOV PRESSURE REGULATING SHUT-OFF VALVE BLEED
PRV PRESSURE REGULATING VALVE RACC ROTOR ACTIVE CLEARANCE
Ps PUMP SUPPLY PRESSURE CONTROL
Psf HEATED SERVO PRESSURE RAM RANDOM ACCESS MEMORY
PS12 FAN INLET STATIC AIR PRESSURE RCC REMOTE CHARGE CONVERTER
PS13 FAN OUTLET STATIC AIR PRESSURE RDS RADIAL DRIVE SHAFT
PS3 HP COMPRESSOR DISCHARGE RPM REVOLUTIONS PER MINUTE
STATIC AIR PRESSURE (CDP) RTD RESISTANCE TEMPERATURE
PSI POUNDS PER SQUARE INCH DETECTOR
PSIA POUNDS PER SQUARE INCH RTO REFUSED TAKE OFF
ABSOLUTE RTV ROOM TEMPERATURE VULCANIZING
PSID POUNDS PER SQUARE INCH (MATERIAL)
DIFFERENTIAL RVDT ROTARY VARIABLE DIFFERENTIAL
psig POUNDS PER SQUARE INCH GAGE TRANSFORMER
PSM POWER SUPPLY MODULE
PSS (ECU) PRESSURE SUB-SYSTEM

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

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TGB TRANSFER GEARBOX VSV VARIABLE STATOR VANE

Ti TITANIUM
TLA THROTTLE LEVER ANGLE (AIRBUS) W
TLA THRUST LEVER ANGLE (BOEING) WAI WING ANTI-ICE (AIRBUS)
TM TORQUE MOTOR WDM WATCHDOG MONITOR
TMC TORQUE MOTOR CURRENT Wf WEIGHT OF FUEL OR FUEL FLOW
TPU TRANSIENT PROTECTION UNIT WFM WEIGHT OF FUEL METERED
TR TRANSFORMER RECTIFIER WOW WEIGHT ON WHEELS
TRA THROTTLE RESOLVER ANGLE WTAI WING THERMAL ANTI-ICING (BOEING)
(AIRBUS)
TRA THRUST RESOLVER ANGLE (BOEING)
TRDV THRUST REVERSER DIRECTIONAL
VALVE
TRF TURBINE REAR FRAME
TRPV THRUST REVERSER PRESSURIZING
VALVE
TRSOV THRUST REVERSER SHUT-OFF VALVE
TSI TIME SINCE INSTALLATION (HOURS)
TSN TIME SINCE NEW (HOURS)
TTL TRANSISTOR TRANSISTOR LOGIC

U
UER UNSCHEDULED ENGINE REMOVAL
UTC UNIVERSAL TIME CONSTANT

V
VAC VOLTAGE, ALTERNATING CURRENT
VBV VARIABLE BLEED VALVE
VDC VOLTAGE, DIRECT CURRENT
VDT VARIABLE DIFFERENTIAL TRANSFORMER
VIB VIBRATION
VLV VALVE
VRT VARIABLE RESISTANCE TRANSDUCER

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IMPERIAL / METRIC CONVERSIONS METRIC / IMPERIAL CONVERSIONS

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

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

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

1 cm² = 0.155 sq.in.

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

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

1 lb. = 0.454 kg 1 kg = 2.205 lbs

1 psi. = 6.890 kPa 1 Pa = 1.45 10-4 psi.

1 kPa = 0.145 psi
1 bar = 14.5 psi

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

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TABLE OF CONTENTS

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section Page section Page

lexis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

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

engine performance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
INTRODUCTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
engine general. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27

compressors section. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
the fan major module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
the fan section. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
the core engine major module . . . . . . . . . . . . . . . . . . . . . . 71
the high pressure compressor . . . . . . . . . . . . . . . . . . . . . 75

combustion section. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85

turbines section. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
the high pressure turbine. . . . . . . . . . . . . . . . . . . . . . . . . . . 97
the low pressure turbine major module. . . . . . . . . . . 109

accessory drive section. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121

standard practices. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 135

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engine performance

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INTRODUCTION

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INTRODUCTION TO THE CFM56-7B

Engine Applications.

The following chart shows the various engine models for

the Boeing B737-600/-700/-800/-900/-BBJ/COMBI/C40A
aircraft.

The engine used on these aircraft is the CFM56-7B,

which has several different thrust ratings.

Ranging from 19500 to 27300 lbs of thrust, the CFM56-

7B is offered by CFM as the common power source for
the Boeing 737 Next Generation Versions.

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CFM56-7B18 (19,500 lbs) 737-600

CFM56-7B20 (20,600 lbs)
CFM56-7B22 (22,700 lbs)

CFM56-7B20 (20,600 lbs) 737-700

CFM56-7B22 (22,700 lbs)
CFM56-7B24 (24,200 lbs)

CFM56-7B24 (24,200 lbs) 737-800

CFM56-7B26 (26,300 lbs)
CFM56-7B27 (27,300 lbs)

CFM56-7B24 (24,200 lbs) 737-900

CFM56-7B26 (26,300 lbs)
CFM56-7B27 (27,300 lbs)

737-BBJ / COMBI
CFM56-7B26 (26,300 lbs)

C40A
CFM56-7B24 (24,200 lbs)

CTC-215-002-00
CFM56-7B FOR BOEING APPLICATIONS
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CFM56-7B MAIN CHARACTERISTICS Performance (*figures depend on engine

model)

Type of engine Turbo fan There are various configurations for a given thrust,
according to the type of equipment installed on the
Arrangement Two spool axial flow engine. They are designated by a specific suffix, as
shown in the table.
Rotation Clockwise (ALF)
- Take-off thrust (SLS) *19500 - 27300 lbs
Compressors
- Fan Single stage - Take-off flat rated 86/30
- LP Compressor Four stages Temperature °F/°C
- HP Compressor Nine stages
- Max climb thrust 5960 lbs
Combustion chamber Annular SAC (option DAC)
- By-pass ratio *5.1:1 to 5.5:1
Turbines
- HP Turbine Single stage - EGT red line 950°C
- LP Turbine Four stages
- 100% N1 (Low Pressure 5175 rpm
Weight 2384 kg (5257 lbs) Rotational Speed)

Overall dimensions - N1 speed limit (red line) 104%

- Length 2.51m (98.72 ins)
- Height 1.83m (72.00 ins) - 100% N2 (High Pressure 14460 rpm
- Width 2.12m (83.40 ins) Rotational Speed)

- N2 speed limit (red line) 105%

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SAC OPTION
BASIC
TECH OPTION F WITH
ENGINE TYPE
BUMP 1 BUMP 2 BUMP 3 INSERTION TECH INSERTION DAC
/ B1 / B2 / B3 /3 E /F /2

CFM56-7B18 YES

CFM56-7B20 YES YES YES

CFM56-7B22 YES YES YES YES YES

CFM56-7B24 YES YES YES YES

YES
CFM56-7B26 YES YES YES YES YES
(BUT NOT B1)

CFM56-7B27 YES YES YES YES YES YES

EXAMPLES: CFM56-7B26/B1, CFM-56-7B26/3, CFM56-7B26/3B2F, CFM56-7B26E/B2F ...

CTC-223-003-02 CFM56-7B
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TECH INSERTION AND 7BE PROGRAMS

The Tech Insertion Program consists of: With either program, the certified values for N1, N2 and
EGT redlines remain unchanged.
- New compressor blades
- New VSV bushings Modifications can be introduced gradually through
- New LPT stage 1 nozzle various Service Bulletins, or as a complete upgrade.
- New combustor.
They are made during shop visits.
The purpose of these modifications is to increase the life
of the engine on-wing, with an EGT margin increased by Intermix is possible according to EEC software.
5°C, an improved SFC and a better combustion. The life
duration of N2 rotor LLP’s is also increased. The information relative to modifications made to an
engine are given on a plate installed on the fan frame.
The 7BE program consists of:

- Optimized HPC OGV

- New HPT blades, disk and forward rotating air seal
- New LPT blades, vanes, disk and case

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 CFM56-7B TRAINING MANUAL

TECH INSERTION
7BE PROGRAM
PROGRAM

HPC KIT HPC OGV KIT ADDITIONAL

PLATE

ESN
DATE
Reference KIT (SB) (MM/DD/YY)

HPT BLADE KIT HPT KIT

N1 TRIM Values RATINGS
CFM56- DATE OPERATED
VERSION (MM/DD/YY)

LPT NOZZLE STG 1 KIT LPT KIT N1 TRIM VALUE

Other Information
FOR EACH
RATING

CFM declines responsibility for

any data marked on this plate,
not expressly provided by CFM

FULL /3 UPGRADE FULL 7BE UPGRADE

CTC-223-069-01 TECH INSERTION AND 7BE PROGRAMS

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engine general

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 CFM56-7B TRAINING MANUAL

POWERPLANT PRESENTATION

The engine is attached to the wing strut by mounts,

located forward and aft of the core section.

Cowls enclose the periphery of the engine so as to form

the nacelle, which is the aerodynamic structure around
the engine.

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 CFM56-7B TRAINING MANUAL

ENGINE MOUNT
LOCATIONS

WING STRUT

COWLS

CTC-223-034-00 POWERPLANT PRESENTATION

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ENGINE GENERAL CONCEPT

The CFM56-7B engine is a high by-pass, dual rotor, axial

flow, advanced technology turbofan. It is supported by
the wing pylon and streamlined by cowlings.

Air is sucked into the intake by the fan blades and

separated by a splitter fairing into two flow paths, the
Primary and the Secondary.

The primary airflow passes through the inner portion of

the fan blades and is directed into a booster (LPC).

The flow path then enters a High Pressure Compressor

(HPC) and goes to a combustor. Mixed with fuel and
ignited, the gas flow provides energy to a High Pressure
Turbine (HPT) and a Low Pressure Turbine (LPT).

The secondary airflow passes through the outer portion

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

At static take-off power, the engine by-pass ratio is

between 5.1:1 and 5.5:1, depending on the engine
model, which means that the secondary airflow takes in
between 5 and 6 times more air than the primary airflow.

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 CFM56-7B TRAINING MANUAL

SECONDARY FLOW

PRIMARY FLOW

THRUST
REVERSER
SYSTEM

CTC-223-004-01 GENERAL CONCEPT

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ENGINE GENERAL CONCEPT

The CFM56-7B engine uses a maintenance concept - Engine vibration monitoring system: sensors
called ‘On Condition Maintenance’. This means that the located in various positions in the engine, send
engine has no periodic overhaul schedules and can vibration values to the on-board monitoring
remain installed under the wing until something important system. When vibration values are excessive,
occurs, or when lifetime limits of parts are reached. the data recorded can be used to take remedial
balancing action.
For this reason, to monitor and maintain the health of the
engine, different tools are available, which are:

- Engine performance trend monitoring, to evaluate

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

- Borescope inspection, to check the condition

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

- Lubrication particles analysis: while circulating in

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

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TREND MONITORING VIBRATION

MONITORING

BORESCOPE
INSPECTION
LUBE PARTICLE ANALYSIS

CTC-223-005-01 ON CONDITION MAINTENANCE

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ENGINE GENERAL CONCEPT

Airworthiness limitations.

The airworthiness limitations section (Chapter 05)

contains the life limits for rotating and static engine parts
and the approved mandatory inspection intervals for
specific engine parts.

The life of parts is given in flight cycles. The cycles for

each part serial number must be counted continuously
from its first entry into service.

A cycle is defined as:

- A flight which has a take-off and landing.
or,
- A touch-and-go landing and take-off used to train
pilots.

It is the operators responsibility to maintain accurate

records of the total number of cycles operated and the
number of cycles remaining.

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FAN MODULE CORE MODULE LPT MODULE

CTC-223-035-00 LIFE LIMITED PARTS

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 CFM56-7B TRAINING MANUAL

ENGINE GENERAL CONCEPT

The CFM56-7B engine consists of two independent

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

The engine rotors are supported by 5 bearings, identified

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

Engine structural rigidity is obtained with short lengths

between two main structures (frames).

The accessory drive system uses energy from the high

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

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5 BEARINGS

ACCESSORY LP SYSTEM
DRIVE SYSTEM (N1)

2 FRAMES

HP SYSTEM
(N2)

2 SUMPS

CTC-223-006-01 ENGINE GENERAL DESIGN

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ENGINE GENERAL CONCEPT

The CFM56-7B is a modular concept design engine. It

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

The 3 modules are:

- The Fan Major Module.
- The Core Engine Major Module.
- The Low Pressure Turbine Major Module.

The accessory drive system is also a modular design.

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FAN MAJOR
MODULE CORE ENGINE MAJOR MODULE

LOW PRESSURE TURBINE

MAJOR MODULE

ACCESSORY DRIVE SYSTEM

CTC-223-007-01 MODULAR DESIGN

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compressors section

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the fan major module

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FAN MAJOR MODULE

The fan major module is at the front of the engine

downstream from the air inlet cowl.

The main purposes of the fan major module are :

- To provide 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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CONTAINMENT
STRUCTURAL
OF ENGINE FRONT
RIGIDITY IN
SECTION MAJOR
FRONT SECTION
DETERIORATION

ENCLOSES FAN SECTION

FAN STAGE AND NOISE
LP COMPRESSOR REDUCTION
STAGES

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

PROVIDES
80% THRUST ATTACHMENT FOR
SLS, STATIC CORE ENGINE
CONDITIONS

CTC-223-036-00 FAN MAJOR MODULE PURPOSES

EFFECTIVITY
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Fan Major Module (continued)

The fan major module consists of 4 modules :

- Fan and booster module.

- No 1 and 2 bearing support module.
- Fan frame module.
- Inlet gearbox and No 3 bearing.

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FAN FRAME
MODULE

No 1 AND No 2
BEARING SUPPORT
MODULE

INLET GEARBOX
AND No 3 BEARING

FAN AND
BOOSTER
MODULE

CTC-223-037-00 FAN SECTION MINOR MODULES

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the fan section

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Fan and Booster

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

downstream from the air inlet cowl, and consists of :
- A spinner front cone.
- A spinner rear cone.
- A single stage fan rotor.
- A three stage axial booster.

Its rotating assembly is mounted on the fan shaft and its

stator assembly is secured to the fan frame.

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FAN ROTOR

3 - STAGE
BOOSTER

SPINNER REAR
CONE

SPINNER FRONT
CONE

CTC-223-009-01 FAN AND BOOSTER DESIGN

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Fan and Booster (continued)

Spinner front cone.

The spinner front cone is designed to minimize ice build-

up. It is made of an aluminium alloy, protected by black
sulfuric anodizing.

It is a hollow cone-shaped structure, which is attached on

its rear flange to the spinner rear cone. The attachment is
an interference fitting.

The rear flange has 6 mounting screw locations and 3

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

An offset hole, identified by an indent mark, ensures

correct installation and centering onto the rear cone front
flange.

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6 MOUNTING
SCREW LOCATIONS

INDENT MOUNTING
MARK SCREW

3 JACKSCREW
LOCATIONS

CTC-223-010-00 SPINNER FRONT CONE

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Fan and Booster (continued)

Spinner rear cone.

The rear cone smoothes airflow at the inlet of the engine There are 36 threaded inserts on the outer rim of the rear
and provides anti-rotation of the fan retaining ring. It also flange, which accommodate balance screws. The balance
accomodates the fan retaining flange and balancing screws are used for static balance, following fan blade
screws. replacement and for trim balance, when vibration levels
are over the limits.
Unlike the name suggests, the spinner rear cone is not
really a cone. It is a hollow elliptical structure that is There are two sets of balancing screws available and the
mounted on interference fit flanges between the spinner screws in each set are identified as either P01 to P07
front cone and the fan disk. or, P08 to P14. The numbers, which are engraved on the
screw heads, are equivalent to various weights.
It is made of aluminium alloy and protected by sulfuric
anodization. The fan retaining flange is installed on the inner rear
flange of the spinner rear cone through an interference fit.
The front flange has 6 line replaceable, crimped, self-
locking nuts. The outer diameter of the fan retaining flange
accomodates 24 pins, which prevent axial and radial
The inner rear flange has 12 mounting screw holes for movement of the platform. The retaining flange also
installation onto the fan disk. prevents rotation of the retaining ring.
To limit tangential displacements of the ring forward lug,
Both front and rear flanges have an offset hole to ensure 8 elastomer spacers are installed equally spaced
correct installation and they are identified by indent between the ring and the fan disk flange.
marks. On the front flange of the rear cone, the indent
mark is next to the offset hole. The other indent mark is There are 6 threaded holes for the installation of
on the outer rim of the rear cone, facing fan blade No 1. jackscrews used only if it is necessary to remove the fan
retaining flange.

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FAN BLADES

SPINNER PINS
REAR CONE (x24) INDENT MARK

FAN DISK

RETAINING
FLANGE

INTERFERENCE
FIT

BALANCE
SPINNER
SCREW
REAR CONE

SELF-LOCKING
NUTS
BALANCING
SCREWS

CTC-223-011-01 SPINNER REAR CONE

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Fan and Booster (continued)

Fan disk.

Balance weights are riveted on the forward flange for

dynamic module balancing.

The inner front flange has an imprint to identify an

offset hole for rear cone installation. There are also two
identification marks engraved on either side of blade
recesses No 1 and 5.

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VIEW A
FAN BLADE 1
INDEX MARKS
OFFSET HOLE

SPHERICAL
IMPRINT
1 1

FAN BLADE 5
INDEX MARKS
A
5
5

DYNAMIC BALANCE
CORRECTION WEIGHT
(INSTALLED AT
MODULAR LEVEL)

CTC-223-013-01 FAN DISK FRONT FLANGE

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Fan and Booster (continued)

Fan blades. Lubrication.

The fan blades form the first stage of the Low Pressure On-wing periodic maintenance can significantly increase
Compressor (LPC) and increase the energy of the air the fan disk and fan blade service life and reduce
entering the engine through the air inlet cowls. maintenance costs.

There are 24 titanium alloy, wide chord fan blades. Before installing the fan rotor blades, ensure that
lubricant is applied to the:
Each blade has a dovetail base that slides into a curved - Retaining flange locating pins (aft side).
dovetail slot on the fan disk outer rim. - Fan disk locating pins (fwd side).
- Spacers.
The fan blades are 20.67ins (0.52m) long. - Shims.
- Fan blade dovetails.
A retainer lug, machined at the rear end of the blade - Rear surface of fan blade shank.
root, engages the forward flange of the booster spool and - Fan disk dovetail slot pressure faces.
limits axial movements.
Apply mineral vaseline or silicone to the platform
A shim is installed by sliding it onto the blade root. elastomer seals.
Shims are subject to deformation. Care must be taken to
avoid potential damage to the blade coatings, or spacers.

A spacer, installed underneath each shim, limits the

radial movement of each blade.

Note: Previous versions with disks that are not reworked,

do not have shims.

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FAN BLADE
PLATFORM

PIN
FAN BLADE

SHIM

SPACER
RETAINING RING

FAN DISK

8 EQUALLY SPACED
ELASTOMER SPACERS
FAN RETAINING
FLANGE

CTC-223-014-04 FAN BLADE INSTALLATION

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Fan and Booster (continued)

Fan blades (continued).

Each blade has specific indications engraved on the

bottom of the root.

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

The fan blade root faces have an anti-friction plasma

coating (Cu-Ni-In) and a Molydag varnish, which acts as
a lubricant.

Lubrication of blade roots is further improved by the

application of solid molybdenum-base lubricant before
installation on the fan disk.

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

SERIAL NUMBER
EXAMPLE SPECIFIC
INDICATIONS SUB-CONTRACTOR
NUMBER

MOLYDAG VIEW B
COATING

Cu-Ni-In

SPECIFIC
B INDICATIONS MOLYDAG COATING

CTC-223-015-01 FAN BLADE ROOT

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Fan and Booster (continued)

Booster stator vane assembly - borescope

inspection.

Visual assessment of the booster stage 1 vane assembly

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

The outer shroud of the stage 3 vane assembly has

an unplugged port (S0), at the 4 o’clock position, for
borescope inspection of the primary airstream duct.

Stage 3 and 4 blades can be inspected through this port

using a long 90° extension.

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FAN OUTLET GUIDE VANE

BORESCOPE VIEW LONG RIGHT

THROUGH THE ANGLE
BOOSTER INLET EXTENSION

2 3 4
FAN BLADE

S0

CTC-223-042-00 BOOSTER INSPECTION

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No 1 and 2 bearing support module

The No 1 and 2 bearing support module belongs to the

fan major module and its purpose is :
- To support the fan booster rotor.
- To enclose the front section of the forward oil sump.
- To support one of the vibration sensors.
- To vent the forward sump.
- To provide the fan speed indication.
- To direct bearings lubrication.

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

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SUPPORTS
ONE
VIBRATION VENTS THE
SENSOR FWD SUMP

ENCLOSES
PROVIDES FAN
FRONT SECTION
SPEED INDICATION
OF FWD SUMP

DIRECTS
SUPPORTS BEARING
FAN AND BOOSTER LUBRICATION

CTC-223-043-00 No 1 AND No 2 BEARING SUPPORT PURPOSES

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Fan Frame Module

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

engine.

Its main purposes are :

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

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SUPPORTS ENCLOSES
SUPPORTS FAN INLET FAN AND BOOSTER
ENGINE COWL
ACCESSORIES

TRANSMITS
PROVIDES POWER PLANT
GROUND HANDLING THRUST TO
PROVISIONS AIRCRAFT

PROVIDES SUPPORTS
DUCTING ENGINE ROTORS
FOR PRIMARY MECHANICAL
AND SECONDARY LOADS
AIRFLOWS

PROVIDES A
CONNECTION
MINIMIZES BETWEEN
FAN AREA GEARBOXES/CORE
NOISE LEVEL ENGINE ROTOR

CTC-223-044-00 FAN FRAME MODULE MAIN PURPOSES

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Fan Frame Module (continued)

The Outlet Guide Vane (OGV) assembly.

The OGV assembly is housed at the rear of the

containment case. Its purpose is to direct and smooth the
secondary airflow to improve thrust efficiency.

The assembly consists of the fan OGV inner shroud and

76 vanes, made of aluminium alloy.

The OGV inner shroud rear flange is attached to the front

of the 12-strut hub with bolts. Its forward outer surface
features 76 apertures, containing composite seals, which
house the OGV inner platforms and retain them axially in
place.

The vane outer platforms are bolted to the containment

case.

A splitter fairing, which separates the primary and

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

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OUTER
PLATFORM

OGV

INNER
PLATFORM

OGV SEAL

CTC-223-018-01 FAN OUTLET GUIDE VANES

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the core engine major module

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major module Page 71
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CORE ENGINE MAJOR MODULE

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

The forward end of the core is supported by the No 3 ball The HPT.
and roller bearings, located in the fan frame. - HPT nozzle.
- HPT rotor.
The aft end is supported by the No 4 roller bearing, - HPT shroud & Stage 1 LPT nozzle.
located in the HPT rotor rear shaft.

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major module Page 72
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COMBUSTION
HIGH PRESSURE CASE
COMPRESSOR STATOR

COMBUSTOR

HIGH PRESSURE
TURBINE NOZZLES

FUEL NOZZLES

HIGH PRESSURE
HPC STATOR TURBINE SHROUDS

STAGE 1 LPT
HIGH PRESSURE
NOZZLES
COMPRESSOR ROTOR

#3 BEARING
#4 BEARING

HIGH PRESSURE
HPC TURBINE ROTOR
ROTOR
AIR DUCT

CTC-223-020-01 CORE ENGINE MAJOR MODULE COMPONENTS

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major module Page 74
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the high pressure compressor

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high pressure
compressor Page 75
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The High Pressure Compressor

The compressor rotor.

The compressor rotor increases the velocity of fan

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

It is housed in the compressor case and the rotor front

end is supported by the No 3 bearing.

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

EFFECTIVITY
high pressure
compressor Page 76
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HPT
FRONT SHAFT
FRONT SHAFT
SUPPORTED BY
THE No 3 BEARING REAR ROTATING
(CDP) AIR SEAL

CTC-223-045-00 HP COMPRESSOR ROTOR ASSEMBLY

EFFECTIVITY
high pressure
compressor Page 77
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The High Pressure Compressor (continued)

The front stator case.

The upper and lower cases of the HPC front stator are
bolted together.

They have ports at the 4th and 5th stages to

accommodate pipes that supply bleed air for both engine
and aircraft use.

Bleed air from the 4th stage is extracted for High

Pressure Turbine (HPT) cooling and clearance control
and for Low Pressure Turbine (LPT) cooling.

Bleed air from the 5th stage ports is for the use of the
customer.

There are also a series of plugged ports alongside

the casing, at approximately the 5 o’clock position, for
borescope inspection of the rotor blades (one port per
stage) and the 2 stator vanes adjacent to the port.

The outer case has individual raised bosses at the IGV

and stages 1, 2 and 3. The outer case is thin to save
weight, so the bosses add extra depth to accommodate
the variable vane trunnions.

EFFECTIVITY
high pressure
compressor Page 78
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HPC FRONT
STATOR ASSY UPPER
CASE
4 TH STAGE BLEED
FOR LPT1 NOZZLE
COOLING (x4)
BLEED PORTS

HPC BORESCOPE
DISCHARGE PORTS

CUSTOMER
BLEED

BORESCOPE
PORTS
HPC ROTOR
ASSY
LOWER CASE

CTC-223-047-00 HPC FRONT STATOR DESIGN

EFFECTIVITY
high pressure
compressor Page 79
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The High Pressure Compressor (continued)

The rear stator.

The HPC rear stator plays a role in increasing the air

pressure delivered to the combustion section.

The rear stator houses three fixed vanes stages 6-8 and
is installed inside the front stator casing.

The HPC fixed vane stage 9 is part of the combustion

case.

The rear stator aft flange is cantilever mounted on the

inner flange of the rear stator support.

The rear stator support outer flange is installed between

the front stator and the combustor case.

All flanges are close tolerance rabbeted diameters and

are bolted to make a strong assembly.

The forward end of the rear stator assembly is held

radially by a pilot diameter at stage 5 of the front stator
case. This gives accurate concentricity between the front
and rear stator case assemblies.

EFFECTIVITY
high pressure
compressor Page 80
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REAR STATOR
SUPPORT

RABBETED DIAMETER

STAGE 6
VANE SLOT

HPC REAR STATOR

CASING STAGE 6-8 PILOT DIAMETER

STAGE 9

CTC-223-048-00 HPC REAR STATOR

EFFECTIVITY
high pressure
compressor Page 81
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The High Pressure Compressor (continued)

Borescope ports.

There are 9 plugged borescope ports on the lower stator

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

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

double plugs.

The inner thread engages the HPC rear stator case,

while the outer thread is tightened on the HPC case.

A spring-loaded system enables the outer plug to drive

the inner plug.

Both the inner and outer plugs have specific torque

values.

EFFECTIVITY
high pressure
compressor Page 82
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S4
S6 S5
FWD S3

S2
AFT LOOKING FORWARD
S1

S9

S8 S1 TO S9
S7

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

CTC-223-022-01 HPC BORESCOPE PORTS

EFFECTIVITY
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compressor Page 83
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compressor Page 84
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combustion section

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combustion
section Page 85
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The combustion section

The combustion section is located between the High

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

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

nozzles.

During the starting sequence, or when required, the

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

HPC 9th stage bleed air for both aircraft and engine use
is ported from between the HPC rear stator support and
the combustion case.

EFFECTIVITY
combustion
section Page 86
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FUEL NOZZLE x20

LPT
STATOR
IGNITER PLUGS x2

ENERGY

ANNULAR
COMBUSTION HIGH PRESSURE
CHAMBER TURBINE

CTC-223-049-00 THE COMBUSTION SECTION

EFFECTIVITY
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section Page 87
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The combustion section (continued)

The combustion case.

The combustion case is a weldment structure, which The combustion case also has :
provides the structural interface between the HPC, the - 6 borescope ports.
combustor and the LPT and transmits the engine axial - 3 customer bleed ports.
loads. - 4 ports for LPT stage 1 cooling.
- 3 ports for HPT clearance control air, 1 for source air
It provides 9th stage bleed air for both engine and aircraft and 2 for the introduction of air to the shrouds.
use. - 1 port for TBV air discharge.
- 2 pads for sensor PS3 and T3.
It incorporates the compressor Outlet Guide Vanes
(OGV) and a diffuser, which slows down HPC airflow prior
to delivering it into the combustion area, thus improving
combustion efficiency.

The mounting pads accommodate 20 fuel nozzles around

the outer surface and 2 igniters, which are at the 4 and 8
o’clock positions.

The fuel nozzles are supplied by the following equipment,

which is attached to the case :
- A fuel supply manifold (Y-tubes).
- 4 fuel manifold halves.

EFFECTIVITY
combustion
section Page 88
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HPT CLEARANCE CONTROL

AIR DISCHARGE (2)

BORESCOPE AFT
BOSS (4) FLANGE

OUTLET GUIDE
VANE

DIFFUSER
FUEL NOZZLE
PAD (20)
HPTCC AIR (2 O'CLOCK)
PADS PS3 (9 O'CLOCK)
T3 (12 O'CLOCK)
BORESCOPE
BOSS (2)

9TH STAGE
BLEED AIR (x3)
LPT STAGE 1
COOLING AIR (4)
IGNITER BOSS (2) +
TBV AIR DISCHARGE (1)
FUEL NOZZLES (20) AND MANIFOLDS

CTC-223-051-00 COMBUSTOR CASE DESIGN

EFFECTIVITY
combustion
section Page 89
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The combustion section (continued)

The combustion chamber.

The combustion chamber is a short annular structure

housed in the combustion case.

It is installed between the HPC stator stage 9 and the

HPT nozzle.

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

The dome.

The dome is made of both cast and machined

components.

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

cowls.

The dome contains the spectacle plate, which supports

20 primary swirl nozzles, 20 secondary swirl nozzles,
sleeves and deflectors.

The swirl nozzles, sleeves and deflectors mix air and fuel.

EFFECTIVITY
combustion
section Page 90
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OUTER LINER

SPECTACLE
PLATE
HPT NOZZLE
OUTER COWL

SWIRL FUEL NOZZLE

INNER LINER
DEFLECTOR

SLEEVE

INNER COWL SECONDARY

SWIRL NOZZLE
PRIMARY
SWIRL NOZZLE

CTC-223-052-00 COMBUSTION CHAMBER

EFFECTIVITY
combustion
section Page 91
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The combustion section (continued)

Borescope ports.

There are 4 plugged borescope ports (S12, S13,

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

Two other ports are available, using the spark igniter

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

EFFECTIVITY
combustion
section Page 92
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BORESCOPE PORT
LOCATIONS (ALF) S12

S15

S13

S10
S11 IGNITER
COMBUSTION CASE IGNITER
S14

BORESCOPE PLUG FWD

S12, S13, S14, S15 IGNITER (S10, S11)

CTC-223-024-01 COMBUSTION CHAMBER BORESCOPE PORTS

EFFECTIVITY
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section Page 93
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turbines section

EFFECTIVITY
turbines
section Page 95
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performance Page 96
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the high pressure turbine

EFFECTIVITY
HIGH PRESSURE
TURBINE Page 97
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The High Pressure Turbine (HPT)

The HPT converts the kinetic energy of gasses from the

combustion chamber into torque to drive the HPC.

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

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

EFFECTIVITY
HIGH PRESSURE
TURBINE Page 98
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COMBUSTOR CASE

STAGE 1
LPT NOZZLE

HPT NOZZLE HPT ROTOR

HPT SHROUD

CTC-223-054-00 THE HIGH PRESSURE TURBINE

EFFECTIVITY
HIGH PRESSURE
TURBINE Page 99
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The High Pressure Turbine

The HPT nozzle.

The HPT nozzle directs the gas flow from the combustion
chamber onto the blades of the HPT rotor at an angle
that will give the greatest performance during all
operating conditions.

The HPT nozzle consists of :

- 21 nozzle segments of 2 vanes each.
- The forward and aft inner supports.
- The aft outer stationary seal.

EFFECTIVITY
HIGH PRESSURE
TURBINE Page 100
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HPT NOZZLE

AFT INNER
SUPPORT

BOLT SHIELD

FWD INNER SUPPORT

OUTER STATIONARY
SEAL

CTC-223-055-00 HIGH PRESSURE TURBINE NOZZLE ASSEMBLY

EFFECTIVITY
HIGH PRESSURE
TURBINE Page 101
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The High Pressure Turbine (continued)

The HPT rotor.

The HPT rotor receives gas flow from the combustion

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

The HPT rotor is a single stage assembly cooled by CDP

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

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

EFFECTIVITY
HIGH PRESSURE
TURBINE Page 102
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HPT BLADES

FORWARD ROTATING
AIR SEAL

HPT DISK

FRONT SHAFT

HPT REAR
SHAFT

CTC-223-056-00 HPT ROTOR DESIGN

EFFECTIVITY
HIGH PRESSURE
TURBINE Page 103
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The High Pressure Turbine (continued)

Borescope ports.

Borescope ports S16 and S17, at the aft of the

combustion case at approximately the 5 and 8 o’clock
positions, are used to inspect the trailing edge of the HPT
blades, and the leading edge of the 1st stage LPT blades.

Igniter ports S10 and S11 are used to inspect the HPT
front sections and combustor.

EFFECTIVITY
HIGH PRESSURE
TURBINE Page 104
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BORESCOPE PORT
LOCATIONS (ALF)

S17 S10
S11 IGNITER
IGNITER S16

FWD

S16, S17
BORESCOPE PLUG
S16 OR S17

CTC-223-026-01 HPT SECTION / LPT STAGE 1 NOZZLE BORESCOPE PORTS

EFFECTIVITY
HIGH PRESSURE
TURBINE Page 105
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The High Pressure Turbine (continued)

The shroud and stage 1 LPT nozzle.

The HPT shroud and stage 1 LPT nozzle assembly forms

the connection between the core section and the LPT
module of the engine.

It is located inside the aft end of the combustion case and

performs 2 main functions :
- The HPT shroud is part of the HPT clearance control
mechanism and uses HPC bleed air to maintain
close clearances with the HPT rotor blades
throughout flight operations.
- The stage 1 LPT nozzles direct the core engine
exhaust gas onto the stage 1 LPT blades.

The forward flange of the assembly is bolted to the inner

surface of the combustion case.

The aft flange is rabbeted and bolted between the

combustion case aft flange and the LPT stator forward
flange.

EFFECTIVITY
HIGH PRESSURE
TURBINE Page 106
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HPTCC MANIFOLD
COMBUSTOR CASE LPT STATOR

STAGE 1
LPT NOZZLE
HPT SHROUD

CTC-223-058-00 HPT SHROUD & STAGE 1 LPT NOZZLE

EFFECTIVITY
HIGH PRESSURE
TURBINE Page 107
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HIGH PRESSURE
TURBINE Page 108
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the low pressure turbine major module

EFFECTIVITY
lpt major
module Page 109
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Low Pressure Turbine (LPT) Major Module

The purposes of the LPT major module are :

- To transform the pressure and velocity of gasses

coming from the High Pressure Turbine (HPT),
into mechanical power to drive the fan and booster
module.

- To provide a rear support for the HP and LP rotors.

- To provide rear mounts for engine installation on the

aircraft.

The LPT major module is located at the rear of the

engine, and consists of :

- The LPT rotor/stator module

- The LPT shaft module

- The LPT rear frame module

EFFECTIVITY
lpt major
module Page 110
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LPT MODULE
LPT REAR
FRAME MODULE
LPT ROTOR LPT STATOR

LPT SHAFT
MODULE

CTC-223-027-01 LOW PRESSURE TURBINE MAJOR MODULE

EFFECTIVITY
lpt major
module Page 111
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LPT Rotor/Stator Module

The purpose of the LPT rotor/stator module is to convert

the kinetic energy of gasses coming from the HPT, into
mechanical power to drive the fan and booster rotor.

The LPT rotor/stator is located between the HPT and the

LPT rear frame.

Its front flange is mounted on the rear flange of the

combustion module.

Its rear flange provides attachment for the LPT rear

frame.

The inner flange of the turbine rotor support is secured

onto the LPT shaft.

It is a 4-stage axial flow turbine, and consists of :

- A stator assembly.
- A rotor assembly.

EFFECTIVITY
lpt major
module Page 112
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REAR FLANGE

ROTOR ASSEMBLY

FRONT FLANGE

STATOR ASSEMBLY

CTC-223-059-00 LPT ROTOR / STATOR MODULE

EFFECTIVITY
lpt major
module Page 113
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LPT Major Module – Borescope Ports

The rotor/stator assembly of the Low Pressure Turbine - Port S20 goes through the stage 4 nozzle shroud.
needs regular line maintenance inspection to identify It is located on the LPT case at 5 o’clock, and is
defects, mainly on the rotor blades. used to inspect the trailing edge of stage 3 blades
and the leading edge of stage 4 blades.
The nozzle segments can also be inspected, but with
limited visibility. NOTE : The trailing edge of stage 4 blades can be
inspected through an instrumentation boss located at the
Five borescope inspection ports are available. 8:30 clock position on the LPT rear frame.
Their location corresponds to the nozzle segments
stages 1 to 4 that are equipped with borescope holes. When not in use, all borescope ports are closed by plugs.

- Ports S16 and S17 go through the stage 1 nozzle Ports S16 and S17 are fitted with long spring-loaded
shroud. They are located at the rear of the plugs with hexagonal head caps.
combustion case at approximately 5:30 and 8:30
o’clock, and are used to inspect the leading edge Ports S18, S19 and S20 are fitted with short spring-
of stage 1 blades. loaded plugs with hexagonal head caps.

- Port S18 goes through the stage 2 nozzle shroud.

It is located on the LPT case at 5 o’clock, and is
used to inspect the trailing edge of stage 1 blades
and the leading edge of stage 2 blades.

- Port S19 goes through the stage 3 nozzle shroud.

It is located on the LPT case at 5 o’clock, and is
used to inspect the trailing edge of stage 2 blades
and the leading edge of stage 3 blades.

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S16, S17
(ALF)
BORESCOPE
PLUGS

S17
S18, S19, S20
S16

S16, S17

S18, S19, S20

S18
BORESCOPE
PLUGS
S19

S20

CTC-223-028-01 LOW PRESSURE TURBINE BORESCOPE PLUGS

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The LPT Shaft Module

The LPT shaft module transmits power from the LP

turbine to the fan and booster module. Through the
No 4 bearing, it also takes up the radial load of the aft
of the HP rotor and, through the No 5 bearing, the radial
load of the aft of the LP rotor.

It is located concentrically inside the high pressure rotor

system, and connects the fan shaft with the LPT rotor.

It provides support for the rear of the LPT rotor through

the No 5 bearing, which holds the LPT rotor inside the
LPT rear frame.

It also vents the engine forward and aft sumps, through

the center vent tube.

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CENTER VENT
TUBE

LPT SHAFT

No 4 BEARING

No 5 BEARING

CTC-223-060-00 THE LPT SHAFT MODULE

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The LPT REAR Frame Module

The LPT rear frame module is one of the engine major

structural assemblies, and is located at the rear of the
engine.

Its front section is bolted to the rear flange of the LPT

case, and its rear section provides attachment for the
exhaust nozzle and exhaust plug, which are both part of
the nacelle.

The main components of the module are :

- The LPT rear frame.
- The No 5 roller bearing support.

The turbine frame outer casing has engine rear

installation mounts.

Its inner hub takes up loads from the rear of the LPT
rotor through the No 5 bearing support, and provides
attachment for parts on its front and rear faces.

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ENGINE
CLEVIS MOUNT EXHAUST NOZZLE
ATTACHMENT

No 5 BEARING
SUPPORT

INNER HUB

OIL COLLECTOR

TURBINE FRAME

OUTER CASING

CTC-223-061-00 LPT REAR FRAME MODULE

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accessory drive section

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ACCESSORY DRIVE SYSTEM

At engine start, the accessory drive system transmits

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

When the engine is running, the accessory drive system

extracts part of the core engine power and transmits it
through a series of gearboxes and shafts in order to drive
the engine and aircraft accessories.

For maintenance tasks, the core can be cranked

manually through the Accessory Gearbox.

The accessory drive system is located at the 9 o’clock

position (aft looking forward)and consists of the following
components :

- Inlet Gearbox (IGB), that takes power from the HPC

front shaft.
- Radial Drive Shaft (RDS), that transmits the power
to the Transfer Gearbox.
- Transfer Gearbox (TGB), which redirects the torque.
- Horizontal Drive Shaft (HDS), that transmits power
from the Transfer Gearbox to the Accessory
Gearbox.
- Accessory Gearbox (AGB), that supports and drives
both engine and aircraft accessories.

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INLET GEARBOX
(IGB)

INNER RADIAL DRIVE SHAFT

(RDS)

OUTER RADIAL DRIVE SHAFT

HORIZONTAL DRIVE
SHAFT (HDS)

ACCESSORY
GEARBOX (AGB) TRANSFER
GEARBOX (TGB)

CTC-223-030-01 ACCESSORY DRIVE SECTION

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The Inlet Gearbox (IGB)

The IGB transfers torque between the HPC front shaft

and the radial drive shaft. It also supports the front end
of the core engine.

It is located in the fan frame sump and is bolted to

the forward side of the fan frame aft flange. It is only
accessible after different engine module removals.

The IGB contains the following parts :

- Horizontal bevel gear (with coupling/locking nut).

- Radial bevel gear.
- No 3 bearing (ball and roller).
- Rotating air/oil seal.

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No 3 BALL
ROTATING
BEARING
AIR/OIL SEAL

HORIZONTAL
BEVEL GEAR

COUPLING /
LOCKING NUT

RADIAL
BEVEL GEAR

CTC-223-062-00 INLET GEARBOX ASSEMBLY

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The Transfer Gearbox (continued)

The gearbox housing.

The housing is a double-walled aluminium alloy casting,

to improve oil scavenge.

The upper part of the housing consists of a bearing

adapter assembly, that engages in the inner drive shaft
housing in the fan frame shroud.

The TGB housing is attached to the fan frame shroud

with four bolts.

The TGB housing has a nipple for oil supply and three
nozzles for the lubrication of the level gears and bearings.

The upper part of the housing also has a mounting pad to

accommodate the TP sensor connection.

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OUTER RADIAL
DRIVE SHAFT (RDS)

OIL NOZZLE TP SENSOR

OIL SUPPLY CONNECTION

CLEVIS

TRANSFER
TUBE

OIL NOZZLES
CLAMP

SLEEVE

HORIZONTAL
DRIVE SHAFT (HDS)

CTC-223-064-00 TRANSFER GEARBOX HOUSING

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The Accessory Gearbox (AGB)

The Horizontal Drive Shaft (HDS). To separate the TGB from the AGB, the self-locking nut is
removed and the V-clamp detached.
The Horizontal Drive Shaft provides power transmission
between the TGB and the AGB. The sliding sleeve is then moved rearward on the
horizontal drive tube to enable access to the locking nut
The horizontal drive tube is made of steel alloy and is and horizontal drive shaft (left-hand threads).
fitted with an aluminium alloy sliding sleeve.
After the locking nut has been loosened, the horizontal
The horizontal drive tube and the sliding sleeve house drive shaft can be disengaged from the gear shaft.
and protect the HDS and the bevel gear shaft assembly.

The horizontal drive tube is bolted to the TGB housing

and the sliding sleeve ensures connection with the AGB
through a V-clamp.

Two O-rings between the transfer tube, the horizontal

bevel gear support bearing and the TGB housing and
an O-ring between the sleeve and the AGB rear flange
provide the necessary sealing of the assembly.

The HDS is made of steel alloy.

It is splined at both ends and drives the AGB gears

through the hand-cranking drive gear.

The shaft is secured in the drive gear by a locking nut.

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HORIZONTAL DRIVE
SHAFT (HDS)
CLAMP
TRANSFER
ACCESSORY TUBE
GEARBOX (ABG)

HDS
(MOVED BACKWARD) TRANSFER
O-RING GEARBOX
O-RINGS

LOCKING NUT SLIDING SLEEVE

(RETRACTED) (MOVED BACKWARD)

CTC-223-065-00 HORIZONTAL DRIVE SHAFT LOCATION

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The Accessory Gearbox (continued)

The AGB’s front face has mounting pads for the following
equipment :
- The Hydraulic pump.
- The Integrated Drive Generator (IDG).
- The Starter.
- The Hand-cranking drive.
- The Control alternator (FADEC Power supply).
- The N2 speed sensor.

Its rear face connects with the HDS sleeve and provides
mounting pads for :
- The lubrication unit.
- The scavenge oil filter.
- The fuel pump and Hydromechanical Unit (HMU).

Some of the accessories are installed on the AGB

through Quick Attach/Detach (QAD) rings.

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FWD

TGB TO AGB INPUT FLANGED

DRIVE PAD BUSHING

CONTROL ALTERNATOR
DRIVE PAD

N2 SPEED SENSOR
PAD

HANDCRANKING
FUEL PUMP DRIVE PAD
DRIVE PAD TURNBUCKLE
ATTACHMENTS
STARTER
DRIVE PAD

FWD

HYDRAULIC PUMP
LUBRIFICATION UNIT DRIVE PAD
DRIVE PAD
IDG
DRIVE PAD

CTC-223-031-01 ACCESSORY GEARBOX HOUSING

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The Accessory Gearbox (continued)

Sealing. Spring-loaded seals.

Sealing of the AGB is provided by 2 configurations of The spring-loaded seal is made up of carbon packing and
carbon-contact seals : a rotating mating ring with a polished face.
- Magnetic type.
- Spring-loaded type. The rotating mating ring has 4 lugs that engage in 4
corresponding slots machined in the gear shaft bearing.
Magnetic type seals.
A housing, which contains the spring-loaded seal,
The magnetic-type seal consists of : ensures constant contact between the polished face of
- A non-magnetic seal housing, which contains a the rotating mating ring and the carbon seal element.
magnetized mating ring with a polished face and a
retaining ring. This seal type can be used on the following drive pads :
- A rotating seal held in a rotating ring. - Integrated Drive Generator (IDG).
- Hydraulic pump.
This seal type can be used on the following pads : - Fuel pump.
- Integrated Drive Generator (IDG).
- Hydraulic pump. A specific spring-loaded seal is used on the handcranking
- Fuel pump. pad.

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GEARSHAFT ASSY GEARSHAFT ASSY

ROTARY ROTARY
PART PART

O-RING O-RING

CARBON
RING
MATING
RING
RETAINING
RING

FIXED FIXED
PART PART

MAGNETIC TYPE SPRING-LOADED TYPE

CTC-223-032-01 SEALING
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standard practices

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COMMON locking devices

General.

Locking devices are designed to keep fasteners and other

parts safely engaged.

They prevent any opposite forces that could cause

fasteners to disengage.

They are not designed to apply or keep a torque.

Safety cable.

CFM56 engines use common locking devices, such as

cotter pins, tabwashers and lockwire, but they also use a
specific device: the safety cable.

The safety cable consists of a cable which is cut to the

appropriate length, and a ferrule crimped on the cable
during installation.

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LOCKING
WASHER BENT TAB

COTTER
LOCKING
PIN
WASHER

LOCKWIRE
LOCKING
TAB

CABLE

FERRULE
COTTER
PIN

COMMON LOCKING DEVICES SAFETY CABLE

CTC-223-066-00 GENERAL
EFFECTIVITY
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COMMON locking devices

Safety cable installation.

Before installation, make sure that cable threading holes

on the parts are correctly aligned.

The following limits must not be exceeded:

- The maximum length of safety cable between cabled

parts is 6 ins. (15,4 cm).
- Do not safety more than 3 bolts with one safety
cable.

To install the safety cable, proceed as follows:

- Thread the cable through the parts to be safetied.

- Install the ferrule on the cable.
- Tighten the cable by putting the head of the tool in
contact with the last bolt head to be cabled.
- Operate the tool to apply a tension to the assembly
and automatically crimp the ferrule at the same
time.
- Cut the excess cable.

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STEP 1 STEP 2 STEP 3

STEP 4 STEP 5 STEP 6

CTC-223-067-00 SAFETY CABLE INSTALLATION

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COMMON locking devices

Crimping tools.

Specific tools are used to tighten the cable and crimp the
ferrule.

Pulloff test tools.

CFMI recommends to do a pulloff test at least once a

month on each of the crimping tools.

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CALIBRATED BREAKAWAY
TORQUE WRENCH

PIVOT
WALL JOINT

CABLE
STOP

SAFETY CABLE VERIFICATION

CRIMPING TOOLS PULLOFF TEST TOOLS

CTC-223-068-00 TOOLS
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