CFM 56 - 5C Basic-Engine

TRAINING MANUAL CFM56-5C
BASIC ENGINE
JANUARY 2002
CTC-134 Level 4
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CFM56-5C
TRAINING MANUAL
BASIC ENGINE
Published by CFMI
CFMI Customer Training Center Snecma Services - Snecma Group Direction de lAprs-Vente Civile MELUN-MONTEREAU Arodrome de Villaroche B.P. 1936 77019 - MELUN-MONTEREAU Cedex FRANCE CFMI Customer Training Services GE Aircraft Engines Customer Technical Education Center 123 Merchant Street Mail Drop Y2 Cincinnati, Ohio 45246 USA
EFFECTIVITY ALL CFM56-5C ENGINES FOR A340

CFMI PROPRIETARY INFORMATION
GENERAL
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CFM56-5C
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GENERAL
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CFM56-5C
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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

GENERAL
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CFM56-5C
TRAINING MANUAL

GENERAL
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CFM56-5C
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TABLE OF CONTENTS

CONTENTS
BASIC ENGINE
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Chapter
Table of Contents Lexis Intro 72-00-00 72-00-01 72-21-00 72-22-00 72-23-00 72-00-02 72-30-00 72-31-00 72-32-00 72-33-00 72-40-00 Engine General Fan Major Module Fan and Booster
CFM56-5C
TRAINING MANUAL
Section
Page
1 to 4 1 to 8 1 to 8 1 to 12 1 to 6 1 to 30 1 to 30 1 to 28 1 to 4 1 to 4 1 to 24 1 to 18 1 to 10 1 to 6
No.1 and No.2 Bearing Support Module Fan Frame Module Core Engine Major Module High Pressure Compressor Compressor Rotor Compressor Front Stator Compressor Rear Stator Combustion Section

CONTENTS
BASIC ENGINE
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72-41-00 72-42-00 72-50-00 72-51-00 72-52-00 72-53-00
CFM56-5C
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Section
Combustion Case Combustion Chamber High Pressure Turbine High Pressure Turbine Nozzle High Pressure Turbine Rotor High Pressure Turbine Shroud and Stage 1 Nozzle Low Pressure Turbine Major Module LPT Rotor/Stator Module LPT Shaft Module Turbine Frame Module Accessory Drive Major Module Inlet Gearbox Transfer Gearbox
Page
1 to 6 1 to 10 1 to 4 1 to 12 1 to 18 1 to 16
72-00-03 72-54-00 72-55-00 72-56-00 72-60-00 72-61-00 72-62-00
1 to 4 1 to 30 1 to 16 1 to 10 1 to 4 1 to 12 1 to 12

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BASIC ENGINE
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Chapter
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Section
Accessory Gearbox
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1 to 14

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

LEXIS
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cm.g CHATV CIP(HP) CIT(HP) CMS CODEP CPU CRT CSD CSI CSN Cu.Ni.In CW D DC DCU DISC DIU DMC DMU DPU DRT E EBU
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CENTIMETER x GRAMS CHANNEL ACTIVE COMPRESSOR INLET PRESSURE COMPRESSOR INLET TEMPERATURE CENTRALIZED MAINTENANCE SYSTEM HIGH TEMPERATURE COATING CENTRAL PROCESSING UNIT CATHODE RAY TUBE CONSTANT SPEED DRIVE CYCLES SINCE INSTALLATION CYCLES SINCE NEW COPPER.NICKEL.INDIUM CLOCKWISE ECAM
TRAINING MANUAL
DIRECT CURRENT DATA CONVERSION UNIT DISCRETE DIGITAL INTERFACE UNIT DISPLAY MANAGEMENT COMPUTER DATA MANAGEMENT UNIT DIGITAL PROCESSING MODULE DE-RATED TAKE-OFF
ELECTRONIC CENTRALIZED AIRCRAFT MONITORING ECU ELECTRONIC CONTROL UNIT EFH ENGINE FLIGHT HOURS EFIS ELECTRONIC FLIGHT INSTRUMENT SYSTEM EGT EXHAUST GAS TEMPERATURE EICAS ENGINE INDICATING AND CREW ALERTING SYSTEM EIS ELECTRONIC INSTRUMENT SYSTEM EIVMU ENGINE INTERFACE AND VIBRATION MONITORING UNIT EMF ELECTROMOTIVE FORCE EMI ELECTRO MAGNETIC INTERFERENCE EMU ENGINE MAINTENANCE UNIT (E)EPROM (ELECTRICALLY) ERASABLE PROGRAMMABLE READ ONLY MEMORY ESN ENGINE SERIAL NUMBER F FAA FADEC FAR FDRS FDU
ENGINE BUILDUP UNIT
FEDERAL AVIATION AGENCY FULL AUTHORITY DIGITAL ENGINE CONTROL FUEL/AIR RATIO FLIGHT DATA RECORDING SYSTEM FIRE DETECTION UNIT
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FEIM
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CFM56-5C
FIELD ENGINEERING INVESTIGATION MEMO FAN FRAME/COMPRESSOR CASE VERTICAL (VIBRATION SENSOR) FLIGHT IDLE (F/I) FORWARD LOOKING AFT FLEXIBLE TAKE OFF FLIGHT MANAGEMENT AND GUIDANCE COMPUTER FLIGHT MANAGEMENT SYSTEM FUEL METERING VALVE FOREIGN OBJECT DAMAGE FRONT PANEL ASSEMBLY FLUORESCENT PENETRANT INSPECTION FUEL RETURN VALVE FAULT WARNING COMPUTER FORWARD HMU HDS HP HPC HPCR HPSOV HPT HPTC HPT(A)CC HPTCCV HPTR HPRV Hz I IDG ID PLUG IFSD IGB IGN IGV in. I/O IOM IPCV IR
TRAINING MANUAL
HYDROMECHANICAL UNIT HORIZONTAL DRIVE SHAFT HIGH PRESSURE HIGH PRESSURE COMPRESSOR HIGH PRESSURE COMPRESSOR ROTOR HIGH PRESSURE SHUTOFF VALVE HIGH PRESSURE TURBINE HIGH PRESSURE TURBINE CLEARANCE HIGH PRESSURE TURBINE (ACTIVE) CLEARANCE CONTROL HIGH PRESSURE TURBINE CLEARANCE CONTROL VALVE HIGH PRESSURE TURBINE ROTOR HIGH PRESSURE REGULATING VALVE HERTZ (CYCLES PER SECOND)
FFCCV FI FLA FLX TO FMGC FMS FMV FOD FPA FPI FRV FWC FWD G GE GEM GI g.in GMT GSE H HCF HCU
GENERAL ELECTRIC GROUND-BASED ENGINE MONITORING GROUND IDLE (G/I) GRAM x INCHES GREENWICH MEAN TIME GROUND SUPPORT EQUIPMENT
HIGH CYCLE FATIGUE HYDRAULIC CONTROL UNIT
INTEGRATED DRIVE GENERATOR IDENTIFICATION PLUG IN FLIGHT SHUT DOWN INLET GEARBOX IGNITION INLET GUIDE VANE INCH INPUT/OUTPUT INPUT OUTPUT MODULE INTERMEDIATE PRESSURE CHECK VALVE INFRA RED

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K K L lbs. LCF LE (L/E) L/H LP LPC LPT LPTC LPT(A)CC LPTR LRU LVDT
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CFM56-5C
mm. MMEL MTBF MTBR N N1 (NL)
TRAINING MANUAL
MILLIMETERS MAIN MINIMUM EQUIPMENT LIST MEAN TIME BETWEEN FAILURES MEAN TIME BETWEEN REMOVALS
X 1000 POUNDS, WEIGHT LOW CYCLE FATIGUE LEADING EDGE LEFT HAND LOW PRESSURE LOW PRESSURE COMPRESSOR LOW PRESSURE TURBINE LOW PRESSURE TURBINE CLEARANCE LOW PRESSURE TURBINE (ACTIVE) CLEARANCE CONTROL LOW PRESSURE TURBINE ROTOR LINE REPLACEABLE UNIT LINEAR VARIABLE DIFFERENTIAL TRANSFORMER
LOW PRESSURE ROTOR ROTATIONAL SPEED N1ACT ACTUAL N1 N1DMD DEMANDED N1 N1CMD COMMANDED N1 N1TARGET TARGETED FAN SPEED N2 (NH) HIGH PRESSURE ROTOR ROTATIONAL SPEED N2ACT ACTUAL N2 NVM NON VOLATILE MEMORY O OAT OGV OSG P P0 P/T25 PCU
M MO MCD MCDU MCL MCT MDDU MEC
AIRCRAFT SPEED MACH NUMBER MAGNETIC CHIP DETECTOR MULTIPURPOSE CONTROL AND DISPLAY UNIT MAXIMUM CLIMB MAXIMUM CONTINUOUS MULTIPURPOSE DISK DRIVE UNIT MAIN ENGINE CONTROL
OUTSIDE AIR TEMPERATURE OUTLET GUIDE VANE OVERSPEED GOVERNOR
AMBIENT STATIC PRESSURE HP COMPRESSOR INLET TOTAL AIR PRESSURE/TEMPERATURE PRESSURE CONVERTER UNIT
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PLA PMC PMUX PS12 PS13 PS3HP psi psia psid psig PSM PSS PSU PT PT2
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POWER LEVER ANGLE POWER MANAGEMENT CONTROL PROPULSION MULTIPLEXER FAN INLET STATIC AIR PRESSURE FAN OUTLET STATIC AIR PRESSURE COMPRESSOR DISCHARGE STATIC AIR PRESSURE POUNDS PER SQUARE INCH POUNDS PER SQUARE INCH ABSOLUTE POUNDS PER SQUARE INCH DIFFERENTIAL POUNDS PER SQUARE INCH GAGE POWER SUPPLY MODULE (ECU) PRESSURE SUB-SYSTEM POWER SUPPLY UNIT TOTAL PRESSURE FAN INLET TOTAL AIR PRESSURE (PRIMARY FLOW) RDS R/H RPM RTD RTV RVDT S SAV SB SCU SDI SDU SER SFC SG SLS SMM SMP S/N SNECMA
TRAINING MANUAL
RADIAL DRIVE SHAFT RIGHT HAND REVOLUTIONS PER MINUTE RESISTIVE THERMAL DEVICE ROOM TEMPERATURE VULCANIZING (MATERIAL) ROTARY VARIABLE DIFFERENTIAL TRANSFORMER STARTER AIR VALVE SERVICE BULLETIN SIGNAL CONDITIONING UNIT SOURCE/DESTINATION IDENTIFIER (BITS) (CF ARINC SPEC) SOLENOID DRIVER UNIT SERVICE EVALUATION REQUEST SPECIFIC FUEL CONSUMPTION SPECIFIC GRAVITY SEA LEVEL STANDARD (CONDITIONS : 29.92 in.Hg / 59F) STATUS MATRIX SOFTWARE MANAGEMENT PLAN SERIAL NUMBER SOCIETE NATIONALE DETUDE ET DE CONSTRUCTION DE MOTEURS DAVIATION SOLENOID SHUT-OFF VALVE SERVICE REQUEST SHOP VISIT
Q QAD QTY R RAC/SB RACC RAM RCC
QUICK ATTACH DETACH QUANTITY
ROTOR ACTIVE CLEARANCE/START BLEED ROTOR ACTIVE CLEARANCE CONTROL RANDOM ACCESS MEMORY REMOTE CHARGE CONVERTER
SOL SOV S/R S/V

LEXIS
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SVR SW T T12 T3
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SHOP VISIT RATE SOFTWARE TPU T/R TRA TRDV TRPV TSI TSN TTL U UER V VAC VBV VDC VDT VRT VSV W WDM WFM WOW
TRAINING MANUAL
TRANSIENT PROTECTION UNIT THRUST REVERSER THROTTLE RESOLVER ANGLE THRUST REVERSER DIRECTIONAL VALVE THRUST REVERSER PRESSURIZING VALVE TIME SINCE INSTALLATION (HOURS) TIME SINCE NEW (HOURS) TRANSISTOR TRANSISTOR LOGIC
FAN INLET TOTAL AIR TEMPERATURE HP COMPRESSOR DISCHARGE AIR TEMPERATURE T49.5 EXHAUST GAS TEMPERATURE T5 LOW PRESSURE TURBINE DISCHARGE TOTAL AIR TEMPERATURE TAT TOTAL AIR TEMPERATURE TBD TO BE DETERMINED T/E TRAILING EDGE T/C THERMOCOUPLE TC (T Case) HP TURBINE CASE TEMPERATURE TCC TURBINE CLEARANCE CONTROL TCJ TEMPERATURE COLD JUNCTION TECU ELECTRONIC CONTROL UNIT INTERNAL TEMPERATURE TGB TRANSFER GEARBOX Ti TITANIUM TLA THROTTLE LEVER ANGLE TM TORQUE MOTOR TMC TORQUE MOTOR CURRENT TO/GA TAKE OFF/GO AROUND T/O TAKE OFF T oil OIL TEMPERATURE
UNSCHEDULED ENGINE REMOVAL
VOLTAGE, ALTERNATING CURRENT VARIABLE BLEED VALVE VOLTAGE, DIRECT CURRENT VARIABLE DIFFERENTIAL TRANSFORMER VARIABLE RESISTANCE TRANSDUCER VARIABLE STATOR VANE
WATCHDOG MONITOR WEIGHT OF FUEL METERED WEIGHT ON WHEEL
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ENGLISH/METRIC CONVERSIONS METRIC/ENGLISH CONVERSIONS
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TRAINING MANUAL
1 mile = 1.609 km 1 km = 0.621 mile 1 ft = 0.3048 m or 30.48 cm 1 m = 3.281 ft. or 39.37 in. 1 in. = 0.0254 m or 2.54 cm 1 cm = 0.3937 in. 1 mil. = 25.4 10-6 m or 25.4mm 1 mm = 39.37 mils. 1 in.2 = 6.45 cm 1 m = 10.76 sq. ft. 1 cm = 0.155 sq.in. 1 USG = 3.785 l ( dm ) 1 in.3 = 16.39 cm 1 m = 35.31 cu. ft. 1 dm = 0.264 US gallon 1 cm = 0.061 cu.in.
1 lb = 0.454 kg 1 kg =2.205 lbs 1 psi = 6.890 kPa or 6.89 x 10-2 bar 1 Pa = 1.45 x 10-4 psi 1 kPa = 0.145 psi or 0.01 bar 1 bar = 14.5 psi F = 1.8 x C + 32 C = ( F - 32 ) /1.8

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CFM56-5C
TRAINING MANUAL
INTRODUCTION TO THE CFM56 FAMILY
INTRO
BASIC ENGINE
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INTRODUCTION TO THE CFM56 FAMILY
CFM56-5C
TRAINING MANUAL
The CFM56 engine, a high by-pass, dual rotor, axial flow advanced technology turbofan, was designed in the mid 70s. It is a product of CFMI. CFM International is a company jointly owned by GENERAL ELECTRIC (GE) of the USA, and SOCIETE NATIONALE DETUDE ET DE CONSTRUCTION DE MOTEURS DAVIATION (SNECMA) of France. CFMI, with the full backing of parent companies holding equal shares, has a dual function: - Overall program management, on behalf of both GE and SNECMA. - Single interface with customers for marketing and product support.

INTRO
BASIC ENGINE
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CFM56-5C
TRAINING MANUAL
DESIGN DEVELOPMENT MANUFACTURING ASSEMBLY
Jointly owned company Uses all GENERAL ELECTRIC and SNECMA resources... ...With work split 50/50
One program manager One customer interface
MARKETING
PRODUCT SUPPORT
CUSTOMER SATISFACTION
CTC-134-001-00
CFM INTERNATIONAL ORGANIZATION
INTRO
BASIC ENGINE
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INTRODUCTION TO THE CFM56 FAMILY Engine Application The following chart shows the various engine models for the Airbus A340 aircraft. The engine used on this aircraft is the CFM56-5C, which has several different thrust ratings. Ranging from 31200 to 34000 lbs of thrust, the CFM565C is offered by CFMI as the power source for the Airbus A340.
CFM56-5C
TRAINING MANUAL

INTRO
BASIC ENGINE
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CFM56-5C
TRAINING MANUAL
CFM56-5C2 (31,200 lbs) CFM56-5C3 (32,500 lbs) CFM56-5C4 (34,000 lbs)
CTC-134-002-00
CFM56-5C FOR AIRBUS APPLICATIONS
INTRO
BASIC ENGINE
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CFM56-5C MAIN CHARACTERISTICS Type of engine Arrangement Rotation Compressors Low Pressure: Fan Booster High Pressure: HP Compressor Combustion chamber Turbines - HP Turbine - LP Turbine Weight Overall dimensions - Length - Height - Width Stage 1 Stages 2 to 5 Stages 1 to 9 Annular SAC Stage 1 Stages 1 to 5 3990 kg (8796 lbs) 2.99m (116.68 ins) 2.25m (88.6 ins) 1.98m (76.6 ins) Turbo fan Two spool axial flow Clockwise (ALF)
CFM56-5C
TRAINING MANUAL
Performance - Take-off thrust (SLS) - Take-off flat rated Temperature F/C - Max Continuous - By-pass ratio - EGT red line std T/O F/C - 100% N1 (LP rotational speed)
5C2 31200 86/30 28300 6.6
5C3 32500 86/30 29400 6.5
5C4 34000 86/30 30060 6.4
1619/882 1625/885 1621/883 4784 4784 4800 14460 15183 4784 4985 14460 15183
- N1 speed limit (red line) 4800 - 100% N2 (HP rotational speed) 14460
- N2 speed limit (red line) 15183

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BASIC ENGINE
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CFM56-5C
TRAINING MANUAL
CTC-134-003-00
CFM56-5C
INTRO
BASIC ENGINE
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CFM56-5C
TRAINING MANUAL

INTRO
BASIC ENGINE
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CFM56-5C
TRAINING MANUAL
ENGINE GENERAL
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ENGINE GENERAL CONCEPT
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CFM56-5C
TRAINING MANUAL
The CFM56-C 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 split into two flow paths, the Primary and the Secondary. The primary airflow passes through the inner portion of the fan blades and is directed into a booster (LPC). The 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) and then produces approximately 20% of the total thrust. The secondary airflow passes through the outer portion of the fan blades, the Outlet Guide Vanes (OGVs) and exits through the nacelle discharge duct, producing approximately 80% of the total thrust. It also plays a role in the thrust reverser system. At static take-off power, the engine by-pass ratio is between 6.4:1 and 6.6:1, depending on the engine model, which means that the secondary airflow takes in between 6.4 and 6.6 times more air than the primary airflow. EFFECTIVITY ALL CFM56-5C ENGINES FOR A340
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CFM56-5C
TRAINING MANUAL
SECONDARY FLOW
PRIMARY FLOW
THRUST REVERSER
CTC-134-004-01
DESIGN AND OPERATION
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CFM56-5C
TRAINING MANUAL
The CFM56-5C engine uses a maintenance concept called On Condition Maintenance. This means that the engine has no periodic overhaul schedules and can remain installed under the wing until something important occurs, or when lifetime limits of parts are reached. For this reason, to monitor and maintain the health of the engine, different tools are available, which are: - Engine performance trend monitoring, 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. EFFECTIVITY ALL CFM56-5C ENGINES FOR A340
- Spectrometric oil analysis program (S.O.A.P.): oil is sampled from the oil tank, and an analysis is made of all microscopic (smaller than 10 microns) metal particles it contains. The nature and concentration of metal found indicates the beginning of parts damage. - Engine vibration monitoring system: sensors located in various positions in the engine, send vibration values to the on-board monitoring system. When vibration values are excessive, the data recorded can be used to take remedial balancing action.
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CFM56-5C
TRAINING MANUAL
TREND MONITORING
VIBRATION MONITORING
BORESCOPE INSPECTION LUBE PARTICLE ANALYSIS
S.O.A.P.
CTC-134-005-00
CONDITION MONITORING
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CFM56-5C
TRAINING MANUAL
The CFM56-5C engine consists of two independent rotating systems: - The low pressure system rotational speed is designated N1. - The high pressure system rotational speed is designated N2. The engine rotors are supported by 5 bearings, identified in manuals as numbers 1 thru 5, where No. 1 is the most forward and No. 5 the most aft. These bearings are housed in 2 dry sump cavities provided by the fan and turbine frames. Engine structural rigidity is obtained with short lengths between two main structures (frames). The accessory drive system uses energy from the high pressure compressor rotor to drive the engine and aircraft accessories. It also plays a major role in starting.

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CFM56-5C
5 BEARINGS
TRAINING MANUAL
ACCESSORY DRIVE SYSTEM
LP SYSTEM 2 FRAMES HP SYSTEM 2 SUMPS
CTC-134-006-01
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CFM56-5C
TRAINING MANUAL
Main Engine Bearings The engine contains five main bearings, which support the rotors. There are two types of bearings: - Ball bearings, which absorb axial and radial loads - Roller bearings, which absorb only radial loads Bearings need permanent oil lubrication, so they are located in the two dry sump cavities, which are pressure sealed. - The forward sump cavity houses No. 1, No. 2 and No. 3 bearings: - No. 1 and No. 2 bearings hold the fan shaft - No. 3 bearing holds the front of the HP shaft - The rear sump cavity houses No. 4 and No. 5 bearings: - No. 4 bearing holds the rear of the HP shaft - No. 5 bearing holds the rear of the LPT shaft

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FAN FRAME
CFM56-5C
TRAINING MANUAL
TURBINE FRAME REAR SUMP FORWARD SUMP LP SHAFT HP SHAFT
FAN SHAFT
NUMBER 1 BEARING (BALL)
NUMBER 2 BEARING (ROLLER)
NUMBER 3 BEARING (BALL)
CTC-214-007-01
MAIN ENGINE BEARINGS
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CFM56-5C
TRAINING MANUAL
The CFM56-5C is a modular concept design engine. It has 17 different modules that are enclosed within three major modules and an accessory drive module. The 4 modules are: - The Fan Major Module - The Core Engine Major Module - The Low Pressure Turbine Major Module - The Accessory Drive Module

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CFM56-5C
TRAINING MANUAL
CORE ENGINE MAJOR MODULE FAN MAJOR MODULE
LOW PRESSURE TURBINE MAJOR MODULE
ACCESSORY DRIVE MODULE
CTC-134-008-00
MODULAR DESIGN
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CFM56-5C
TRAINING MANUAL

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CFM56-5C
TRAINING MANUAL
FAN MAJOR MODULE
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BASIC ENGINE
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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.
CFM56-5C
TRAINING MANUAL

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STRUCTURAL RIGIDITY IN FRONT SECTION
CFM56-5C
TRAINING MANUAL
CONTAINMENT OF ENGINE FRONT SECTION MAJOR DETERIORATION
ENCLOSES FAN STAGE AND LP COMPRESSOR STAGES
FAN SECTION NOISE REDUCTION
ENGINE/PYLON FRONT SECTION ATTACHMENT
ATTACHMENT FOR GEARBOXES, ENGINE/ NACELLE EQUIPMENT
PROVIDES 80% THRUST SLS, STATIC CONDITIONS
ATTACHMENT FOR CORE ENGINE
CTC-134-009-01
FAN MAJOR MODULE PURPOSES
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BASIC ENGINE
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FAN MAJOR MODULE The fan major module consists of 4 modules : - Fan and booster module. - No 1 and 2 bearing support module. - Fan frame module. - Inlet gearbox and No 3 bearing (not shown).
CFM56-5C
TRAINING MANUAL

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CFM56-5C
TRAINING MANUAL
FAN FRAME MODULE
No.1 AND No.2 BEARING SUPPORT MODULE
FAN AND BOOSTER MODULE
CTC-134-010-00
FAN SECTION
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CFM56-5C
TRAINING MANUAL

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CFM56-5C
TRAINING MANUAL
FAN AND BOOSTER
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FAN AND BOOSTER The purposes of the fan and booster are : - to accelerate air overboard to generate thrust. - to increase the pressure of the air directed to the High Pressure Compressor (HPC). After entering the air inlet cowl, the total engine airflow passes through the fan rotor, which increases the airs kinetic energy. Most of the airflow is ducted overboard producing approximately 80% of the total thrust. The remainder is directed through the booster, where it is pressurized before entering the HPC.
CFM56-5C
TRAINING MANUAL

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CFM56-5C
TRAINING MANUAL
AIR INLET COWL
FAN SECTION MODULE
AIR OVERBOARD AIR TO THE BOOSTER
CTC-134-011-01
FAN AND BOOSTER MODULE
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FAN AND BOOSTER
CFM56-5C
TRAINING MANUAL
The fan and booster is located at the front of the engine, downstream from the air inlet cowl, and consists of : - a spinner front cone. - a spinner rear cone. - a single stage fan rotor. - a four stage axial booster. Its rotating assembly is mounted on the fan shaft and its fixed assembly is secured to the fan frame.

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CFM56-5C
TRAINING MANUAL
FAN ROTOR
BOOSTER
SPINNER REAR CONE
SPINNER FRONT CONE

CTC-134-012-00
FAN AND BOOSTER DESIGN
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FAN AND BOOSTER Spinner front cone
CFM56-5C
TRAINING MANUAL
The spinner front cone is designed to minimize ice buildup. It is at the front of the engine and is a hollow coneshaped structure, which is attached on its rear flange to the spinner rear cone. The attachment is an interference fitting. Older versions could be made of either a composite material, or aluminum alloy. In the case of aluminum alloy cones, an extra 6 washers must be installed. New version spinner front cones will only be made of aluminum. 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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OFFSET HOLE
CFM56-5C
TRAINING MANUAL
6 MOUNTING SCREW LOCATIONS
INDENT MARK
MOUNTING SCREW
3 JACKSCREW LOCATIONS
CTC-134-013-00
SPINNER FRONT CONE
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Page 7 Jan 02
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FAN AND BOOSTER Spinner rear cone
CFM56-5C
TRAINING MANUAL
The rear cone prevents axial disengagement of spacers used in the fan blade retention system and accommodates balancing screws used in fan trim and static balance procedures. Unlike the name suggests, the spinner rear cone is not really a cone. It is a hollow elliptical structure that is mounted on interference fit flanges between the spinner front cone and the fan disk. It is made of aluminium alloy and protected by sulfuric anodization. The front flange has 6 line replaceable, crimped, selflocking nuts. The inner rear flange has 12 mounting screw holes for installation onto the fan disk and there are a further 6 threaded holes for the installation of jackscrews used in rear cone removal procedures.
Both front and rear flanges have an offset hole to ensure correct installation and they are identified by indent marks. On the front flange of the rear cone, the indent mark is next to the offset hole. The other indent mark is on the outer rim of the rear cone, facing fan blade No.1. The rear cone also has an integrated air seal that is glued to its inner rear flange.

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CFM56-5C
TRAINING MANUAL
REAR FLANGE
GLUED SEAL
CRIMPED SELF - LOCKING NUTS 12 MOUNTING SCREW HOLES
JACKSCREW HOLE
CTC-134-014-00
REAR CONE
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Page 9 Jan 02
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FAN AND BOOSTER Spinner rear cone (continued)
CFM56-5C
TRAINING MANUAL
Balance procedures use various weights which are in the form of balancing screws installed on the rear cones outer diameter. The balancing screws are used in two cases : - Fan static balance following fan blade replacement, for example after FOD. - Fan trim balance, when vibration levels are higher than the limits. There are two sets of balancing screws available and the screws in each set are identified as either P01 to P07 or, P08 to P14. The numbers, which are engraved on the screw heads, are equivalent to various weights. There are 36 threaded inserts on the outer rim of the rear flange which accommodate the balance screws.

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TOC
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CFM56-5C
TRAINING MANUAL
FAN BLADE
FAN BLADE
SPACER FAN DISK BALANCING SCREWS INDENT MARK
BALANCING SCREWS
CTC-134-015-00
SPACER
REAR CONE
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Page 11 Jan 02
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FAN AND BOOSTER Fan disk
CFM56-5C
TRAINING MANUAL
The fan disk provides attachment for the fan shaft on its inner rear flange and the disk outer rim retains the fan blades. The fan disk is a titanium alloy forging. The spinner rear cone is attached to its outer front flange and its outer rear flange is bolted to the booster rotor spool.

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CFM56-5C
TRAINING MANUAL
BOOSTER ROTOR SPOOL ATTACHMENT SPINNER REAR CONE ATTACHMENT FAN BLADE RETAINING SLOT (36)
INNER FLANGE FOR ATTACHMENT OF THE FAN SHAFT
CTC-134-016-00
FAN DISK
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FAN AND BOOSTER Fan disk (continued) The fan disk outer rim has 36 dovetail recesses for installation of the fan blades. Balance weights are riveted on the forward flange for dynamic module balancing.
CFM56-5C
TRAINING MANUAL
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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CFM56-5C
TRAINING MANUAL
SPHERICAL IMPRINT
1
5
5
OFFSET HOLE
BALANCE WEIGHT LOCATION
CTC-134-017-00
FAN DISK FRONT FLANGE
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FAN AND BOOSTER Fan blades The fan blades form the first stage of the Low Pressure Compressor and accelerate the air entering the engine through the air inlet cowls. There are 36 titanium alloy, mid-span shrouded fan blades.
CFM56-5C
TRAINING MANUAL
Each blade has a dovetail base that slides into a recess on the fan disk outer rim. The fan blades are approximately 23.5 ins (0.6m) long. A retainer lug, machined at the rear end of the blade root, engages the forward flange of the booster spool and limits axial movements. A spacer, installed underneath each blade, limits the radial movement.

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CFM56-5C
TRAINING MANUAL
36 FAN BLADES
RETAINER LUG DISK
SPACER
CTC-134-018-00
FAN BLADES
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FAN AND BOOSTER Fan blades (continued) Each blade has specific indications engraved on the bottom of the root : - Part number - Serial number - Momentum weight - Manufacturer code The fan blade root faces have an anti-friction plasma coating (Cu-Ni-In) and a top coat of cured molybdenumbase film varnish, which acts as a lubricant. Lubrication of blade roots is further improved by the application of solid molybdenum-base lubricant before installation on the fan disk. The mid-span shroud contact surfaces have a tungstencarbide coating. They are also lubricated with solid molybdenum-base lubricant at blade installation.
CFM56-5C
TRAINING MANUAL

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MOMENTUM WEIGHT
206740
F0491 J023493
CFM56-5C
TRAINING MANUAL
MANUFACTURER CODE PART NUMBER

F0301 337-000-114-0
EXAMPLE SPECIFIC INDICATIONS
SERIAL NUMBER SUB-CONTRACTOR NUMBER
TUNGSTEN CARBIDE COATING
FAN BLADE
TUNGSTEN CARBIDE COATING
Cu-Ni-In COATING AND MOLYBDENUM FILM
SPECIFIC INDICATIONS
CTC-134-019-00
HARD COATING SURFACE
FAN BLADE ROOT
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FAN AND BOOSTER Booster rotor The booster rotor accelerates the air as it passes from stage to stage. The 4-stage booster rotor consists of a booster spool, forged and machined from titanium alloy, that is cantilever mounted on the rear of the fan disk. The inner front flange acts as a stop for the fan blades.
CFM56-5C
TRAINING MANUAL
The four stages of blades are numbered 2 to 5 (the first stage of the Low Pressure Compressor is the fan blade). Stage 2 has 70 blades, stage 3 has 74 blades, stage 4 has 70 blades and stage 5 has 66 blades. Rotating air seals are machined, between each stage, on the spool outer diameter. The outer front flange is designed with a forward rotating air seal.

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BOOSTER SPOOL
CFM56-5C
TRAINING MANUAL
BOOSTER BLADES
STG 2
STG 3
STG 4
STG 5
DOVETAIL SLOT ROTATING AIR SEAL
MOUNTING FLANGE
FAN DISK
CTC-134-020-00
BOOSTER ROTOR
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FAN AND BOOSTER Booster rotor (continued) The booster rotor blades, approximately 3.5-4.2ins (89107mm) long, are installed in circumferential dovetail slots and serve, primarily, to supercharge the compressor. Their platforms can be either wide or narrow to adjust circumferential clearance.
CFM56-5C
TRAINING MANUAL
Each stage has a loading slot and two smaller slots to position locking lugs. The dovetail roots of the blades are placed into the loading slot and moved around until the stage is full. Four of the blades have a cut-out to accommodate the locking lugs. The locking lugs ensure the blades are retained and prevented from rotating in the slot. They are shifted 90 from one stage to the other to ensure first static balancing of the booster. Correction weights can be installed in the stage 5 slot, under the blade platforms, for rotor balancing purposes.

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CFM56-5C
TRAINING MANUAL
LOCKING BLADE LOCKING NUT
CTC-134-021-00
BOOSTER BLADES
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Page 23 Jan 02
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FAN AND BOOSTER Booster stator vane assembly The stator vane assembly changes the air velocity into pressure.
CFM56-5C
TRAINING MANUAL
The stacked vane assemblies are cantilever mounted on the fan frame front face. The assembly is composed of 5 stages bolted together and consists of stator vanes and inner and outer shrouds. The outer shroud, depending on its assembly location, is fitted with 1 or 2 mounting flanges at its ends. A splitter fairing, installed on the outer shroud of stage 1, separates the Primary and Secondary airflows. The outer shroud rear flange of the stage 5 vane assembly is bolted to the front face of the fan frame. The inner shroud rear flange of the stage 5 vane is rabbeted to form an interference fit with a corresponding flange on the fan frame.

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CFM56-5C
TRAINING MANUAL
BOLTS
SPLITTER FAIRING OUTER SHROUD

STAGE 5 VANE
INNER SHROUD
FAN FRAME
BOOSTER STATOR ASSEMBLY INTERFERENCE FIT
CTC-134-022-00
BOOSTER VANE ASSEMBLY
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Page 25 Jan 02
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FAN AND BOOSTER Booster stator vane assembly (continued)
CFM56-5C
TRAINING MANUAL
Stator vane stages 1 to 5 are welded to the outer shroud and bonded on the inner shroud by the application of abradable material. The inner shroud inner face is lined with abradable material, which faces the rotating air seal machined on the booster spool. The outer shroud inner face also has abradable material, which faces the tip of the rotor blades Stage 1 has 106 vanes, stages 2 and 3 have 124 vanes each, stage 4 has 116 vanes and stage 5 has 90 vanes.

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CFM56-5C
TRAINING MANUAL
ABRADABLE AL-SI POLYESTER
3 4 5
ABRADABLE SILICON
CTC-134-023-00
BOOSTER VANE DESIGN
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FAN AND BOOSTER Booster stator vane assembly - borescope inspection
CFM56-5C
TRAINING MANUAL
Visual assessment of the booster stage 1 vane assembly and the leading edge of the stage 2 blades can be made using a borescope fitted with a long 90 extension. Two unplugged holes between the 4 and 5 oclock positions are available to inspect the other booster blades. Inspection of stage 3 and 4 blades can be done through borescope port S03 also using a long 90 extension. Booster blade stage 5 can be inspected in the same way through borescope port S05.

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CFM56-5C
TRAINING MANUAL
FAN OUTLET GUIDE VANE
BORESCOPE VIEW THROUGH THE BOOSTER INLET
LONG RIGHT ANGLE EXTENSION
FAN BLADE 2 3 4
S03
S05
CTC-134-024-00
BOOSTER INSPECTION HOLES
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CFM56-5C
TRAINING MANUAL

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CFM56-5C
TRAINING MANUAL
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Page 1 Jan 02
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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 purposes are : - 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.
CFM56-5C
TRAINING MANUAL
It is bolted to the fan frame front face and its front flange is attached to the fan disk.

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CFM56-5C
TRAINING MANUAL
SUPPORTS ONE VIBRATION SENSOR
VENTS THE FWD SUMP
ENCLOSES FRONT SECTION OF FWD SUMP
PROVIDES FAN SPEED INDICATION
SUPPORTS FAN AND BOOSTER
DIRECTS BEARING LUBRICATION
CTC-134-025-01
No.1 AND No.2 BEARING SUPPORT MODULE PURPOSES
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NO 1 AND 2 BEARING SUPPORT MODULE
CFM56-5C
TRAINING MANUAL
The No 1 & 2 bearing support module takes up the loads from the fan and booster rotor. It consists of : - the No 1 bearing support. - the No 1 ball bearing. - the No 2 bearing support. - the No 2 roller bearing. - the fan shaft. - a forward stationary air/oil seal. - an oil manifold assembly. - 5 external pipes.

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CFM56-5C
TRAINING MANUAL
OIL MANIFOLD ASSEMBLY No.1 BRG SUPPORT
No.2 BRG SUPPORT
FORWARD STATIONARY AIR/OIL SEAL
No.2 ROLLER BEARING
FAN SHAFT
No.1 BALL BEARING
SUMP PRESSURIZATION TUBE (x3)
CTC-134-026-00
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Page 5 Jan 02
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NO 1 AND 2 BEARING SUPPORT MODULE No 1 bearing support The No 1 bearing support is a titanium casting.
CFM56-5C
TRAINING MANUAL
The front flange of the support holds the No 1 ball bearing and its rear outer flange is bolted to the fan frame center hub. The rear inner flange holds the No 2 bearing support. The support front flange provides an attachment to the No 1 bearing stationary air/oil seal and for the No 1 bearing vibration sensor. The bottom rear of the casing has a series of holes to allow the oil to flow into the forward sump scavenge oil collector in the fan frame hub. There is also a small orifice that drains residual oil into the scavenge oil collector.
The forward end of the bearing support has holes which allow oil to flow into a cavity at the bottom of the stationary air/oil seal structure. A scavenge oil tube, at the 6 oclock position, connects the forward end of the cavity with the forward sump oil scavenge collector inside the fan frame hub. This scavenge circuit is also necessary during nose down attitudes, or high oil flow conditions, to prevent oil accumulation.

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CFM56-5C
TRAINING MANUAL
OIL SCAVENGE
No.2 BEARING SUPPORT
No. 1 BEARING SUPPORT OIL SCAVENGE TUBE
FWD SUMP OIL SCAVENGE TUBE
6 O'CLOCK FAN FRAME STRUT
CTC-134-027-01
72-22-00
BASIC ENGINE
Page 7 Jan 02
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NO 1 AND 2 BEARING SUPPORT MODULE No 1 bearing
CFM56-5C
TRAINING MANUAL
The No 1 ball bearing is a thrust bearing which takes up the axial and radial loads generated by the low pressure rotor system. Its one-piece outer race is installed on the bearing support and retained with a nut, keywasher and retaining ring. The inner race consists of two halves mounted on a bearing sleeve and secured with a lock ring, retainer nut (left-hand threads), keywasher and retaining ring. The bearing sleeve forward outer diameter has two series of sealing ribs to form the rotating element of the forward sump front air/oil seal. The sleeve forward bore has locating slots to lock onto the shaft. The rear of the center bore has circular and axial grooves connecting to radial holes designed to supply lube oil to the bearing inner race.
An oil baffle, installed on the sleeve forward of the No 1 bearing, uses centrifugal force to prevent oil from flooding the forward sump front oil seal. The baffle also acts as a shim during bearing installation.

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CFM56-5C
TRAINING MANUAL
No.1 BRG SUPPORT OIL SEAL AIR SEAL OUTER RACE AND BALL
INNER RACE RETAINER NUT
LOCATING SLOT OIL BAFFLE BEARING SLEEVE FAN SHAFT
INNER RACE
CTC-134-028-01
No.1 BALL BEARING
72-22-00
BASIC ENGINE
Page 9 Jan 02
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NO 1 AND 2 BEARING SUPPORT MODULE No 2 bearing support The No 2 bearing support is a steel alloy assembly.
CFM56-5C
TRAINING MANUAL
Its front outer flange is bolted to the No 1 bearing support rear inner flange. Its inner flange holds the No 2 bearing outer race. There are a series of holes in the support to balance internal pressures in the forward oil sump. The support also accommodates a guide sleeve, at the 4 oclock position, for installation of the N1 speed sensor probe. The guide sleeve position is adjusted with shims at assembly. There are holes, at the 9 oclock position, to supply oil to the oil manifold assembly and for installation of the No 2 bearing oil nozzle.

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TOC
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CFM56-5C
TRAINING MANUAL
N1 SPEED SENSOR SLEEVE
AIR PRESSURE EQUALIZATION HOLE
No.1/No.2 BEARING OIL COUPLING TUBE LOCATION
CTC-134-029-00
72-22-00
BASIC ENGINE
Page 11 Jan 02
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NO 1 AND 2 BEARING SUPPORT MODULE No 2 bearing
CFM56-5C
TRAINING MANUAL
The No 2 roller bearing takes up some of the radial loads from the fan and booster rotor. Its outer race is bolted to the No 2 bearing support. Its inner race is installed on the fan shaft. The No 2 bearing is locked axially in place on the fan shaft by an air/oil retaining seal nut, a keywasher and a retaining ring. The N1 speed sensor ring is located between the No 2 bearing inner race and the air/oil retaining seal nut. The air/oil retaining seal nut has left-hand threads and is mounted at the rear of the fan shaft. Its outer diameter has sealing ribs to form the rotating element of a sump pressurization seal.

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CFM56-5C
TRAINING MANUAL
N1 SPEED SENSOR RING
SEALING RIBS
RETAINING SEAL NUT
No.2 BEARING INNER RACE RETAINING RING
KEYWASHER FAN SHAFT
CTC-134-030-00
No.2 ROLLER BEARING
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NO 1 AND 2 BEARING SUPPORT MODULE The fan shaft The fan shaft is made of nickel-cobalt alloy and is supported by the No 1 & 2 bearings. Its front flange is attached to the fan disk with crimped self-locking nuts.
CFM56-5C
TRAINING MANUAL
It has internal drive splines and an inner shoulder for axial retention and mechanical coupling of the LPT shaft. An air/oil separator is located on the fan shaft between the No 1 & 2 bearings. The fan shaft also provides a single annular position for installation of the N1 speed sensor ring.

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DRIVE SPLINES
CFM56-5C
TRAINING MANUAL
AIR/OIL SEPARATOR LOCATION INNER SHOULDER
DRIVE SPLINES INNER SHOULDER
N1 SPEED SENSOR RING AIR/OIL SEPARATOR
CRIMPED SELF-LOCKING NUTS
CTC-134-031-00
FAN SHAFT
72-22-00
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Page 15 Jan 02
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NO 1 AND 2 BEARING SUPPORT MODULE Air/oil separator
CFM56-5C
TRAINING MANUAL
The air/oil separator uses centrifugal force to separate oil particles from the air. The air is then vented overboard. The separator consists of a metallic mesh filter enclosed in a box-like body. The metalic mesh is made of nickel/chromium, which allows oil particles to be collected on its outer surface, but is porous enough to let only the air pass through it. Oil vapors condense on the mesh and are subjected to centrifugal force.

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CFM56-5C
TRAINING MANUAL
METALLIC FILTER ELEMENT BODY RETAINING FLANGE OIL PARTICLES
AIR VENTED OVERBOARD
CTC-134-032-01
AIR/OIL SEPARATOR
72-22-00
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Page 17 Jan 02
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NO 1 AND 2 BEARING SUPPORT MODULE N1 speed sensor ring The N1 speed sensor ring provides pulses proportional to the N1 speed. The ring is made of magnetic metal AISI 9315 (16NCD13).
CFM56-5C
TRAINING MANUAL
It has 2 offset lugs on its forward face which engage into matching slots on the fan shaft, thus enabling a foolproof single angular position. The ring outer diameter has 30 teeth. A speed sensor counts the teeth as the ring turns and this provides an electrical signal that is proportional to the N1 speed. One of the teeth is thicker than all the others and is installed in the same angular position as fan blade No 1. The thicker tooth generates a stronger pulse as it passes the sensor and this is used as a phase reference in engine vibration analysis.

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CFM56-5C
TRAINING MANUAL
POSITIONING LUG
THICKER TOOTH
N1 SPEED SENSOR RING N1 SPEED SENSOR
CTC-134-033-00
N1 SPEED SENSOR RING
72-22-00
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Page 19 Jan 02
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NO 1 AND 2 BEARING SUPPORT MODULE Forward stationary air/oil seal The forward stationary air/oil seal limits the engine forward sump at its front end and ducts air for seal pressurization. It is a composite material structure bolted to the No 1 bearing support front flange.
CFM56-5C
TRAINING MANUAL
Its forward end has two separate lands coated with abradable material that surrounds sealing ribs on the bearing sleeve. These ribs form the rotating element of the forward sump front air/oil seal. Space located between the seal inner and outer skins is divided into 5 independent compartments for pressurization, drainage and oil scavenge.

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CFM56-5C
TRAINING MANUAL
SEAL PRESSURIZATION COMPARTMENT
ABRADABLE MATERIAL LANDS
OIL DRAINAGE COMPARTMENT
OIL SCAVENGE COMPARTMENT
CTC-134-034-00
72-22-00
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Page 21 Jan 02
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NO 1 AND 2 BEARING SUPPORT MODULE Oil manifold assembly
CFM56-5C
TRAINING MANUAL
The oil manifold assembly supplies oil from the fan frame hub to the No 1 & 2 bearings. The assembly is installed on the No 1 & 2 bearing support and consists of : - No 1 & 2 bearing oil tube assembly - A removable coupling tube - No 1 bearing manifold - No 2 bearing oil tube The No 1 & 2 bearing oil tube assembly aft end is bolted onto the front face of the No 1 bearing supports rear inner flange. The removable coupling tube is plugged into the oil tube assembly aft end and forms the connection with the fan frame hub oil supply circuit.
The No 1 bearing manifold is secured to the forward inner flange of the No 1 bearing support. It has two oil nozzles and one end fitting which connects the manifold with the forward end of the No 1 & 2 bearing oil tube assembly. The No 2 bearing oil tube fits into the aft end of the No 1 & 2 bearing oil tube assembly. It has one nozzle and this is secured to the front face of the No 2 bearing support inner flange.

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CFM56-5C
TRAINING MANUAL
OIL COUPLING TUBE No.2 BEARING OIL TUBE
No.1/2 BEARING OIL TUBE ASSEMBLY
No.1 BRG OIL NOZZLE
No.2 BRG OIL NOZZLE
CTC-134-035-01
BEARINGS LUBRICATION SYSTEM
72-22-00
BASIC ENGINE
Page 23 Jan 02
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NO 1 AND 2 BEARING SUPPORT MODULE No 1 ball bearing lubrication
CFM56-5C
TRAINING MANUAL
The No 1 bearing oil manifold has two nozzles at approximately the 9 and 3 oclock positions. These nozzles direct oil jets into a cavity formed by the fan shaft and the No 1 bearing inner race retaining nut. The oil flows between the No 1 bearing sleeve and the fan shaft and through holes drilled in the sleeve. The oil then goes between the two halves of the inner race to lubricate the bearing.

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No.1 BEARING OIL NOZZLE (X2)
CFM56-5C
TRAINING MANUAL
OIL FLOW
BEARING SLEEVE FAN SHAFT INNER RACE RETAINING NUT
CTC-134-036-01
No.1 BALL BEARING LUBRICATION CIRCUIT
72-22-00
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Page 25 Jan 02
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NO 1 AND 2 BEARING SUPPORT MODULE No 2 roller bearing lubrication
CFM56-5C
TRAINING MANUAL
The single nozzle No 2 bearing oil tube directs an oil jet straight onto the rollers of the No 2 bearing.

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CFM56-5C
TRAINING MANUAL
OIL INLET
No.2 BRG OIL NOZZLE
CTC-134-037-01
No.2 ROLLER BEARING LUBRICATION CIRCUIT
72-22-00
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Page 27 Jan 02
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NO 1 AND 2 BEARING SUPPORT MODULE External piping
CFM56-5C
TRAINING MANUAL
Oil scavenge This tube connects to a compartment at the bottom of the stationary air/oil seal structure. This compartment is opened to the sump cavity at the rear of the No 1 bearing. It is installed at the 6 oclock position.
The external piping consist of 5 tubes mounted externally on the No 1 bearing support. Their purposes are : - Sump pressurization. - Oil drainage. - Oil scavenge. Sump pressurization Three tubes direct booster discharge air to a cavity of the stationary air/oil seal. They are located at approximately the 3:30, 8:30 and 11:30 clock positions. There is a restrictor at the air inlet, to reduce the airflow. Oil drainage This tube connects to a compartment between the air/oil seals at the lowest point. Any oil from the sump that escapes through the seals is collected and drained overboard. It is located at approximately the 5 oclock position.

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AIR PRESSURIZATION TUBE (x3)
CFM56-5C
TRAINING MANUAL
AIR
FWD STATIONARY AIR/OIL SEAL
A B C
A
OIL
DRAIN TUBE
OIL SCAVENGE TUBE
OIL
CTC-134-038-01
EXTERNAL PIPING
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Page 29 Jan 02
TOC
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CFM56-5C
TRAINING MANUAL

72-22-00
BASIC ENGINE
Page 30 Jan 02
TOC
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CFM56-5C
TRAINING MANUAL
FAN FRAME MODULE
72-23-00
BASIC ENGINE
Page 1 Jan 02
TOC
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FAN FRAME MODULE
CFM56-5C
TRAINING MANUAL
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 ENGINE ACCESSORIES
CFM56-5C
TRAINING MANUAL
SUPPORTS FAN INLET COWL
ENCLOSES FAN AND BOOSTER
PROVIDES GROUND HANDLING PROVISIONS
TRANSMITS POWER PLANT THRUST TO AIRCRAFT
PROVIDES DUCTING FOR PRIMARY AND SECONDARY AIRFLOWS
SUPPORTS ENGINE ROTORS MECHANICAL LOADS
MINIMIZES FAN AREA NOISE LEVEL
PROVIDES A CONNECTION BETWEEN GEARBOXES/CORE ENGINE ROTOR
CTC-214-039-01
FAN FRAME MODULE MAIN PURPOSES
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FAN FRAME MODULE The fan frame module consists of the following major assemblies : - The fan case. - The fan Outlet Guide Vane (OGV) assembly. - The fan frame. - The radial drive shaft housing.
CFM56-5C
TRAINING MANUAL

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TOC
EF G
CFM56-5C
TRAINING MANUAL
FAN CASE
FAN FRAME
FAN OUTLET GUIDE VANE
RADIAL DRIVE SHAFT HOUSING
CTC-134-040-00
FAN FRAME MODULE
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Page 5 Jan 02
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EF G
FAN FRAME MODULE The fan inlet case The main purposes of the fan inlet case are to provide : - attachment of the engine inlet cowl and the support and transmission of attachment loads from this point to the fan frame - fan blade containment - attachment points for acoustic panels - an abradable liner for the fan blade tips - a housing for the OGV assembly - AGB/TGB mount fittings and links The outer surface has flanges and ribs to give more strength to the case during engine operation and to provide attachment for equipment brackets. It also has 2 hoisting points, at the 2 and 10 oclock positions, for ground handling purposes, 2 AGB mounts and various other mounting devices for engine equipment.
CFM56-5C
TRAINING MANUAL

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TOC
EF G
MOUNTING FLANGE OUTER FLANGE OUTER RIBS
CFM56-5C
TRAINING MANUAL
FAN FRAME
OGV ASSEMBLY
ACOUSTICAL PANELS FAN ABRADABLE RUB LAND AGB / TGB MOUNT

CTC-134-041-00
FAN INLET CASE ASSEMBLY
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BASIC ENGINE
Page 7 Jan 02
TOC
EF G
FAN FRAME MODULE The fan inlet case The fan inlet case is a weldment structure made of steel alloy. The front outer flange provides mounts for the inlet cowl and it is attached to the fan frame outer front flange with bolts.
CFM56-5C
TRAINING MANUAL
Its inner surface houses 6 forward acoustic panels, 24 aft acoustical panels and also provides an abradable shroud which faces the fan blade tips. The fan inlet case also houses the OGV assembly. The rear face of the fan frame section provides the front mounts for the engine and the front flange for the High Pressure Compressor (HPC) section.

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TOC
EF G
CFM56-5C
TRAINING MANUAL
FAN INLET CASE
FAN FRAME
STRUT
ABRADABLE SHROUD
AFT ACOUSTICAL PANEL (24)
FWD ACOUSTICAL PANEL (6)
VBV ACTUATOR
OUTLET GUIDE VANE (OGV)
FRONT ENGINE MOUNT HPC MOUNTING POSITION
CTC-134-042-00
FAN INLET CASE ASSEMBLY
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BASIC ENGINE
Page 9 Jan 02
TOC
EF G
FAN FRAME MODULE The Outlet Guide Vane (OGV) assembly
CFM56-5C
TRAINING MANUAL
The OGV assembly is housed in the fan inlet case and its purpose is to direct and smooth the secondary airflow to increase thrust efficiency. It also plays a role in noise reduction. The assembly consists of the fan OGV inner shroud and 35 twin vanes, made of composite material with a metallic leading edge. The inner shroud rear flange is bolted to the fan frame and its forward outer surface contains 35 apertures to allow passage of the vane inner platforms. The vane inner platforms are axially retained by the inner face of the fan OGV inner shroud. The vane outer platforms are bolted to the fan inlet case. A splitter fairing, which separates the primary and secondary airflows, is bolted onto the fan OGV inner shroud forward flange.
There are 2 unplugged holes on the inner shroud, between the 4 and 5 oclock positions, to enable borescope inspection of the booster vane assemblies. One is located between the OGVs at the stage 3 vane assembly and the other at the stage 5 vane assembly.

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EF G
OUTER PLATFORM
CFM56-5C
TRAINING MANUAL
OUTLET GUIDE VANE
UNPLUGGED BORESCOPE HOLE (S03) UNPLUGGED BORESCOPE HOLE (S05)
OGV
SPLITTER FAIRING
OGV INNER SHROUD INNER PLATFORM

CTC-134-043-00
FAN OUTLET GUIDE VANES
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Page 11 Jan 02
TOC
EF G
FAN FRAME MODULE The fan frame
CFM56-5C
TRAINING MANUAL
The fan frame is the main forward structural component of the engine. It is a weldment structure made of steel alloy. Some of its main purposes are : - to provide two airflow paths. - to take up loads from the fan and booster module, through the No 1 & 2 bearing support, on its front face. - to provide mounting for the HPC and to take up the loads, through the No 3 bearing support, on its rear face. - to take up loads from the T/R, through an adaptor ring, on its rear inner and outer flanges. - to provide attachment for the rear of the booster, on its front flange. - to accommodate the forward engine mounts, on its rear flange.

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EF G
CFM56-5C
TRAINING MANUAL
THRUST REVERSER LOAD TAKE-UP ENGINE FORWARD MOUNTS HPC CASING MOUNTING
BOOSTER MODULE ATTACHMENT
No.1 AND No.2 BEARING SUPPORT LOAD TAKE-UP
No.3 BEARING SUPPORT LOAD TAKE-UP
CTC-134-044-00
FAN FRAME MAIN PURPOSES
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Page 13 Jan 02
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EF G
FAN FRAME MODULE The fan frame The fan frame is made of concentric rings linked by 12 radial hollow struts that house various equipment and lines. It consists of : - the outer case - the radial struts - the mid-box structure - the center hub
CFM56-5C
TRAINING MANUAL
The primary airflow from the booster delivery is ducted to the HPC between the center hub and the mid-box structure.

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TOC
EF G
CFM56-5C
TRAINING MANUAL
OUTER CASE
SECONDARY AIRFLOW
PRIMARY AIRFLOW CENTER HUB RADIAL STRUTS
MID BOX STRUCTURE FORWARD
CTC-134-045-01
FAN FRAME DESIGN
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Page 15 Jan 02
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EF G
FAN FRAME MODULE The fan frame outer case On the fan frame outer case surface are : - 2 ground handling trunnions. - the Transfer Gearbox (TGB) mounting pad, at the 6 oclock position. - the engine data plate, at the 3 oclock position.
CFM56-5C
TRAINING MANUAL
The outer case front flange supports and centers the fan inlet case. Its rear flange accommodates the thrust reverser adapter ring. The inner surface of the outer case is the outer wall of the secondary airflow and is lined with acoustic panels.

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EF G
T/R ADAPTOR RING FRONT HANDLING TRUNNION
CFM56-5C
TRAINING MANUAL
FAN INLET CASE SECURING FLANGE
TURBOREACTEUR N C.T. DGAC

DGAC AGREMENT DE PRODUCTION N
CFM56
ENGINE DATA PLATE

TURBOFAN FAA TC N FAA PRODUCTION C N SERIAL N
SERV BUL
N D'ORDRE CONFIG
RATED TO MODEL CONFIGURATION IDENTIFIED BELOW POUSSEE POUSSEE TAKE OFF MAXI CONT N1 DECOL MAXI CONT THRUST THRUST TRIM (daN) (daN) (lb) (lb)
TGB
IMSP. CONTR
MFD BY FAB PAR COMPLY
DATE
CTC-134-046-00
FAN FRAME OUTER SURFACE
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Page 17 Jan 02
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EF G
FAN FRAME MODULE The radial struts
CFM56-5C
TRAINING MANUAL
The radial struts give structural strength to the fan frame. There are 12 hollow struts, numbered 1 to 12 in a clockwise direction (ALF), where No 12 is at the 12 oclock position. In the primary flowpath, the 12 struts have a narrow, aerodynamic cross section to reduce drag losses. In the secondary flowpath, the vertical and horizontal struts (Nos 3, 6, 9 and 12), have a wider cross section. All the others have the same narrow cross section as in the primary airflow. The hollow radial struts provide passages for the following equipment : - The N 1 bearing vibration sensor cable (strut No 3). - The N1 speed sensor (strut No 4). - The oil drain line (strut No 5). - The TGB radial drive shaft and scavenge tube (strut No 6). - The forward sump oil supply tube (strut No 9).

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EF G
STRUT 11 HUB
CFM56-5C
TRAINING MANUAL
12 1
AFT LOOKING FORWARD
OUTER CASING
SECONDARY AIR FLOW
10
WIDE CROSS SECTION
PRIMARY AIR FLOW 9 3
N1 BEARING VIBRATION SENSOR CABLE
FORWARD SUMP OIL SUPPLY TUBE 8 4 NARROW CROSS SECTION
MID BOX STRUCTURE 7 OUTER RADIAL DRIVE SHAFT HOUSING AND OIL SCAVENGE TUBE 6 OIL DRAIN LINE 5
N1 SPEED SENSOR
CTC-134-047-01
FAN FRAME RADIAL STRUTS
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Page 19 Jan 02
TOC
EF G
FAN FRAME MODULE The mid-box structure The mid-box structure is located between the primary and secondary airflows. The structure incorporates 12 struts extending down to the center hub outer surface.
CFM56-5C
TRAINING MANUAL
Eleven of the compartments formed between the adjacent struts, house ten variable bleed valves (VBVs) and one master VBV, which is located between struts 9 and 10. The twelth compartment, between struts 4 and 5, houses an air inlet scoop, which is part of the LPT cooling system.

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TOC
EF G
CFM56-5C
TRAINING MANUAL
VBV COMPARTMENTS
5TH STAGE BLEED AIR "IN"
AFT LOOKING FORWARD
STRUT 10
SECONDARY AIR FLOW
STRUT 9
PRIMARY AIR FLOW
MID BOX STRUCTURE
CTC-134-048-01
MID-BOX STRUCTURE VBV COMPARTMENTS
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EF G
FAN FRAME MODULE The mid-box structure (continued) The front face of the mid-box structure holds the rear flanges of the booster stator assembly and the OGV assembly inner shroud. The rear face holds the HPC forward case, the VBV hydraulic gear motor and supplies engine mounting.
CFM56-5C
TRAINING MANUAL
Slides are installed in the mid-box that direct primary air to fan duct panels installed between the struts. The panels have a series of deflectors, to redirect the primary air into the secondary airflow when the VBV doors are opened. When the VBV doors are closed, the primary airflow is ducted between the mid-box structure and the fan frame center hub.

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Page 22 Jan 02
TOC
EF G
CFM56-5C
TRAINING MANUAL
BOOSTER ASSY SECONDARY AIR FLOW FAN DUCT PANEL MID-BOX STRUCTURE
HPC CASE MOUNTING FLANGE
PRIMARY AIR FLOW VBV DOORS
CTC-134-049-01
MID-BOX STRUCTURE
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EF G
FAN FRAME MODULE The center hub The center hub front face has threaded holes for bolts, which hold the No 1 & 2 bearing support. The rear face holds the Inlet Gearbox (IGB), No 3 bearing assembly and the rear stationary air/oil seal.
CFM56-5C
TRAINING MANUAL
The stationary air/oil seal, together with its pressurization air supply ring, forms the rear limit of the forward sump. The center hub has various apertures for the passage of bleed air. On its front face, there are 3 air tappings which supply booster delivery air to the pressurizing air tubes for the forward stationary air/oil seal. On its outer wall, there are 4 air tappings which supply booster delivery air to the mid-sump pressurization seals. There is a port on its rear face to supply air for the Rotor Active Clearance Control and Start Bleed (RAC/SB) system.

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EF G
CFM56-5C
TRAINING MANUAL
BOOSTER AIR TAPPINGS TO FWD STATIONARY AIR/OIL SEAL (3)
RACC AIR SUPPLY
BOOSTER AIR TAPPINGS TO MID-SUMP PRESSURIZATION SEAL (4)
REAR STATIONARY AIR/OIL SEAL
CTC-134-050-00
FAN FRAME CENTER HUB
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Page 25 Jan 02
TOC
EF G
FAN FRAME MODULE The radial drive shaft housing
CFM56-5C
TRAINING MANUAL
Strut No 6, at the 6 oclock position, contains both the forward sump scavenge tube and the Radial Drive Shaft (RDS) housing. The RDS housing is a two piece assembly, made up of inner and outer housings, that is installed alongside the oil scavenge tube. The inner and outer housings are tubes fitted together with O-rings. The inner housing has a rabbet diameter, which is bonded to the strut and must be heated in order to remove it from the strut. The RDS is the mechanical rotating link between the Inlet Gearbox (IGB) and the Transfer Gearbox (TGB). At approximately the shafts center, there is a mid-length roller bearing. The outer race of the bearing is brazed to the inside of the outer housing.

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Page 26 Jan 02
TOC
EF G
CFM56-5C
TRAINING MANUAL
IGB RADIAL DRIVE SHAFT
SHAFT MID-LENGTH ROLLER BEARING
INNER RADIAL DRIVE SHAFT HOUSING
FAN FRAME THICK STRUT (6 O'CLOCK)
OIL SCAVENGE TUBE OUTER RADIAL SHAFT HOUSING
TGB
CTC-134-051-00
RADIAL DRIVE SHAFT HOUSING
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Page 27 Jan 02
TOC
EF G
CFM56-5C
TRAINING MANUAL

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Page 28 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL
CORE ENGINE MAJOR MODULE
72-00-02
BASIC ENGINE
Page 1 Jan 02
TOC
EFG
CORE ENGINE MAJOR MODULE The core engine is a high pressure, high speed, gas generator that produces the power to drive the engine.
CFM56-5C
TRAINING MANUAL
The core engine consists of the following : The HPC. - HPC rotor. - HPC front stator. - HPC rear stator. The combustion section. - Combustor casing. - Combustion chamber. The HPT. - HPT nozzle. - HPT rotor. - HPT shroud & Stage 1 LPT nozzle.
Fan discharge air is compressed in the High Pressure Compressor (HPC), heated and expanded in the combustion chamber. It is then directed by the High Pressure Turbine (HPT) nozzles onto the HPT rotor. Energy not extracted from the gas stream by the HPT rotor is used to drive the Low Pressure Turbine (LPT), fan rotors and booster, producing approximately 20% of the total thrust. The forward end of the core is supported by the No 3 ball and roller bearings, located in the fan frame. The aft end is supported by the No 4 roller bearing, located in the HPT rotor rear shaft.

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Page 2 Jan 02
TOC
EFG
HIGH PRESSURE COMPRESSOR STATOR
CFM56-5C
TRAINING MANUAL
COMBUSTION CASE
COMBUSTOR HIGH PRESSURE TURBINE NOZZLES FUEL NOZZLES HIGH PRESSURE TURBINE SHROUDS HPC STATOR HIGH PRESSURE COMPRESSOR ROTOR STAGE 1 LPT NOZZLES
#3 BEARING #4 BEARING
HPC ROTOR
HIGH PRESSURE TURBINE ROTOR
CTC-134-052-01
CORE ENGINE MAJOR MODULE
72-00-02
BASIC ENGINE
Page 3 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL

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BASIC ENGINE
Page 4 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL
HIGH PRESSURE COMPRESSOR
72-30-00
BASIC ENGINE
Page 1 Jan 02
TOC
EFG
THE HIGH PRESSURE COMPRESSOR (HPC)
CFM56-5C
TRAINING MANUAL
The HPC is a 9-stage compressor and its main purpose is to increase the pressure of the air as it passes from stage to stage, to supply the combustor section. The HPC also has pipe connections that duct 4th, 5th, and 9th stage bleed air for both engine and aircraft use. The HPC is mounted between the fan frame and the combustor case. It consists of the following modules : - The compressor rotor - The compressor front stator - The compressor rear stator

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BASIC ENGINE
Page 2 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL
HIGH PRESSURE COMPRESSOR FRONT STATOR HIGH PRESSURE COMPRESSOR REAR STATOR HIGH PRESSURE COMPRESSOR ROTOR
4TH STAGE BLEED AIR
5TH STAGE BLEED AIR
9TH STAGE BLEED AIR
CTC-134-053-01
HP COMPRESSOR SECTION
72-30-00
BASIC ENGINE
Page 3 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL

72-30-00
BASIC ENGINE
Page 4 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL
COMPRESSOR ROTOR
72-31-00
BASIC ENGINE
Page 1 Jan 02
TOC
EFG
THE HIGH PRESSURE COMPRESSOR The compressor rotor
CFM56-5C
TRAINING MANUAL
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.

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BASIC ENGINE
Page 2 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL
REAR ROTATING (CDP) AIR SEAL FRONT SHAFT SUPPORTED BY THE No.3 BEARING HPT FRONT SHAFT
CTC-134-054-00
HP COMPRESSOR ROTOR
72-31-00
BASIC ENGINE
Page 3 Jan 02
TOC
EFG
THE HIGH PRESSURE COMPRESSOR The compressor rotor (continued)
CFM56-5C
TRAINING MANUAL
The HPC rotor is a 9-stage, axial flow, high speed, spooldisk structure. The rotor has 5 major parts : - The rotor shaft - The stage 1-2 spool - The stage 3 disk - The stage 4-9 spool - The rear rotating (CDP) air seal

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BASIC ENGINE
Page 4 Jan 02
TOC
EFG
STAGE 4-9 SPOOL STAGE 3 DISK
CFM56-5C
TRAINING MANUAL
REAR ROTATING (CDP) AIR SEAL
STAGE 1 BLADES
ROTOR SHAFT STAGE 9 BLADES STAGE 1-2 SPOOL
CTC-134-055-00
HP COMPRESSOR ROTOR DESIGN
72-31-00
BASIC ENGINE
Page 5 Jan 02
TOC
EFG
THE HIGH PRESSURE COMPRESSOR The compressor rotor (continued)
CFM56-5C
TRAINING MANUAL
The rotor shaft, disk and spools connect at a single bolted joint to form a smooth, rigid unit. The flange of the HPC rotor shaft is bolted between the 1-2 spool and the stage 3 disk.

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BASIC ENGINE
Page 6 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL
STAGE 1-2 SPOOL STAGE 4-9 SPOOL
STAGE 3 DISK
HPC ROTOR SHAFT
REAR ROTATING (CDP) AIR SEAL
CTC-134-056-00
THE COMPRESSOR ROTOR
72-31-00
BASIC ENGINE
Page 7 Jan 02
TOC
EFG
THE HIGH PRESSURE COMPRESSOR The rotor shaft The rotor shaft is the forward support for the HPC. It is made of titanium alloy.
CFM56-5C
TRAINING MANUAL
The shaft is splined and attached to the IGB horizontal bevel gear by a coupling nut. The IGB contains the thrust bearing for the core engine. The shaft forward end is threaded and has 2 machined slots for installation of a retaining ring to provide locking to the coupling nut. The shaft also has 2 pilot lands to center the IGB bevel gear. The shaft has holes machined at the rear to allow booster air to pass for internal cooling.

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BASIC ENGINE
Page 8 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL
SEATING SHOULDER COOLING AIR HOLE SPLINES
LOCKING SLOTS
THREADS
PILOT LANDS
CTC-134-057-00
HPC ROTOR SHAFT DESIGN
72-31-00
BASIC ENGINE
Page 9 Jan 02
TOC
EFG
THE HIGH PRESSURE COMPRESSOR The stage 1-2 spool The stage 1-2 spool is cantilever mounted on the front face of the rotor shaft flange.
CFM56-5C
TRAINING MANUAL
The spool is a titanium alloy forging and is assembled by inertia welding. There are inter-stage labyrinth seals machined on the spool, which face abradable structures on the stator assembly in order to optimize flow path sealing and HPC performance. The spool has individual axial slots for blade installation : - Stage 1 has 38 blades - Stage 2 has 53 blades.

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BASIC ENGINE
Page 10 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL
STAGE 1-2 SPOOL
STAGE 1-2 SPOOL MOUNTING FLANGE
INTER-STAGE LABYRINTH SEALS
DAMPER RING
INTER-STAGE LABYRINTH SEALS
HPC ROTOR SHAFT STAGE 1 STAGE 2
CTC-134-058-00
HPC STAGE 1-2 SPOOL
72-31-00
BASIC ENGINE
Page 11 Jan 02
TOC
EFG
THE HIGH PRESSURE COMPRESSOR The stage 3 disk The stage 3 disk mates with the rotor shaft flange and supports the stage 4-9 spool. It is made of titanium alloy. Its outer rim has individual axial dovetail slots for blade installation. There are 60 blades.
CFM56-5C
TRAINING MANUAL
Retainer hooks are machined on either side of the disk to provide a slot for the installation of split-ring type blade retainers.

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Page 12 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL
DOVETAIL SLOT RETAINER HOOKS
RETAINER HOOKS
DISK BORE
DISK WEB
MATING SURFACES
CTC-134-059-00
HPC STAGE 3 DISK
72-31-00
BASIC ENGINE
Page 13 Jan 02
TOC
EFG
THE HIGH PRESSURE COMPRESSOR The stage 3 disk (continued) Blade retention
CFM56-5C
TRAINING MANUAL
The front spool and disk blade retention system is similar for all three stages. The blades all have dovetail roots that slide into individual dovetail slots. The blades are held in place by a ring blade retainer that engages into retainer slots and is prevented from rotating by flats.

72-31-00
BASIC ENGINE
Page 14 Jan 02
TOC
EFG
HPC STAGE 1
CFM56-5C
TRAINING MANUAL
HPC STAGE 2
STAGE 2 RING RETAINER
HPC STAGE 3 STAGE 3 RING RETAINER
CTC-134-060-00
HPC FRONT SPOOL BLADE RETENTION SYSTEM
72-31-00
BASIC ENGINE
Page 15 Jan 02
TOC
EFG
THE HIGH PRESSURE COMPRESSOR The stage 4-9 spool
CFM56-5C
TRAINING MANUAL
The HPC stage 4-9 spool is bolted onto the stage 3 disk rear face and its aft flange accommodates the rear rotating air seal disk. It is made from a nickel alloy. There are a series of labyrinth seal teeth on the spool outer structure, between each stage, which face an abradable structure on the stator assembly.

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BASIC ENGINE
Page 16 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL
AIR SEAL DISK
STAGE 4-9 SPOOL STAGE 3 DISK
STAGE 4-9 SPOOL

CTC-134-061-00
AIR SEAL DISK
HPC STAGE 4-9 SPOOL
72-31-00
BASIC ENGINE
Page 17 Jan 02
TOC
EFG
THE HIGH PRESSURE COMPRESSOR The stage 4-9 spool (continued) The outer surface of the 4-9 spool has 6 circumferential dovetail grooves for installation of the blades. Each groove has: - a loading slot for blade installation. - 2 slots for the installation of locking lugs used to immobilize the blades.
CFM56-5C
TRAINING MANUAL
The stage 4-9 blades fit into the circumferential dovetail grooves on the spool : - Stage 4 has 68 blades. - Stage 5 has 75 blades. - Stages 6 & 7 have 82 blades. - Stage 8 has 80 blades. - Stage 9 has 76 blades. The blade tips are machined to reduce contact surface rubbing (squealer tip). Their platforms can be either wide or narrow to adjust circumferential clearance. On each stage there are 4 blades, which have cut-outs on their platforms to accommodate the blade locking lugs.
For balancing purposes, the position of the locking lugs is shifted between stages : - stages 4 and 5 180 apart. - stages 5 and 6 60 apart. - stages 6 and 7 180 apart. - stages 7 and 8 60 apart. - stages 8 and 9 180 apart. 2 seal wires are installed forward and aft of the groove and make contact with the underside of the blade platforms at installation. These seal wires ensure flow path sealing.

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BASIC ENGINE
Page 18 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL
STAGE 4 TO 9 HPC BLADES
DETAIL
A
PLATFORM CUT-OUT
BLADE LOCKING LUGS SEAL WIRES BLADE LOADING SLOT
CTC-134-062-00
HPC REAR SPOOL BLADE RETENTION SYSTEM
72-31-00
BASIC ENGINE
Page 19 Jan 02
TOC
EFG
THE HIGH PRESSURE COMPRESSOR Rotor blades design All the blades are squealer tip types. Stage 1 blades have a stiffener. Stage 1-3 blades are made of titanium alloy. Stage 4-9 blades are made of nickel alloy. The upper portion of the airfoil is coated with tungsten carbide, on its concave side, to limit erosion.
CFM56-5C
TRAINING MANUAL
The blade roots have an aluminum bronze (Al-Br) coating on their mating faces.

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BASIC ENGINE
Page 20 Jan 02
TOC
EFG
FILLET RADIUS
CFM56-5C
TRAINING MANUAL
SQUEALER TIP
STIFFENER
TUNGSTEN CARBIDE COATING (CONCAVE SIDE ONLY)
TUNGSTEN CARBIDE COATING (CONCAVE SIDE ONLY)
TUNGSTEN CARBIDE EROSION COATING (CONCAVE SIDE ONLY)
AL-BR COATING
AL-BR COATING RTV COLLOIDAL GRAPHITE (2 PLACES)
IDENT NUMBER STAGE 1

CTC-134-064-01
IDENT NUMBER
RTV STAGE 2-3
IDENT NUMBER STAGE 4 TO 9
ROTOR BLADES DESIGN
72-31-00
BASIC ENGINE
Page 21 Jan 02
TOC
EFG
THE HIGH PRESSURE COMPRESSOR The rear rotating air seal The compressor rotor rear rotating (CDP) air seal is a one-piece nickel alloy forged part, with abrasive protection-coated labyrinth seal teeth.
CFM56-5C
TRAINING MANUAL
The CDP seal is attached to the aft flange of the stage 4-9 spool by a tight-fitting rabbeted diameter. The seal is axially clamped by the bolts and nuts which hold the forward flange of the HPT shaft to the compressor. Its outer rim has labyrinth teeth to control CDP air supply to a downstream compartment for HP rotor axial balancing.

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TOC
EFG
CFM56-5C
TRAINING MANUAL
HPC SPOOL STAGE 4-9 SEAL TEETH
HP TURBINE SHAFT FRONT FLANGE
SEAL TEETH
HPC REAR ROTATING (CDP) AIR SEAL
CTC-134-065-00
HPC REAR ROTATING AIR SEAL
72-31-00
BASIC ENGINE
Page 23 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL

72-31-00
BASIC ENGINE
Page 24 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL
COMPRESSOR FRONT STATOR
72-32-00
BASIC ENGINE
Page 1 Jan 02
TOC
EFG
THE HIGH PRESSURE COMPRESSOR The front stator
CFM56-5C
TRAINING MANUAL
The compressor stator changes the air velocity produced by the rotor into pressure. The front case forms the load carrying structure between the fan frame and the combustion case. The front case is made up of two halves with horizontal split-line flanges that are machined as a matched set from a steel forging.

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BASIC ENGINE
Page 2 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL
FAN FRAME
COMBUSTOR CASE HPC STATOR CASE
CTC-134-066-00
HPC FRONT STATOR LOCATION
72-32-00
BASIC ENGINE
Page 3 Jan 02
TOC
EFG
THE HIGH PRESSURE COMPRESSOR The front stator (continued) The HPC front stator is constructed with an upper case and a lower case. The front stator assembly consists of : - the stator case halves - the inlet guide vanes (IGV) - the variable stator vanes (VSV), stages 1, 2 and 3 - the fixed stator vanes stages 4 and 5 - the VSV actuation system The inner surface is machined to provide a smooth air flowpath through stages 1 to 5.
CFM56-5C
TRAINING MANUAL

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BASIC ENGINE
Page 4 Jan 02
TOC
EFG
VARIABLE STATOR STAGES
CFM56-5C
TRAINING MANUAL
UPPER CASE
VSV ACTUATOR
FIXED STATOR STAGES SPLIT LINE
LOWER CASE VSV ACTUATOR INLET GUIDE VANES
CTC-134-067-00
HPC FRONT STATOR DESIGN
72-32-00
BASIC ENGINE
Page 5 Jan 02
TOC
EFG
THE HIGH PRESSURE COMPRESSOR The front stator case The upper and lower cases of the HPC front stator are bolted together.
CFM56-5C
TRAINING MANUAL
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 oclock 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.

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Page 6 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL
UPPER CASE HPC FRONT STATOR ASSY BLEED PORTS AIR INLET
HPC DISCHARGE
BORESCOPE PORTS
CUSTOMER BLEED BORESCOPE PORTS LOWER CASE
HPC ROTOR ASSY
CTC-134-068-01
HPC FRONT STATOR DESIGN
72-32-00
BASIC ENGINE
Page 7 Jan 02
TOC
EFG
THE HIGH PRESSURE COMPRESSOR Variable stator vane stages outer end connection. The IGV and stages 1, 2 and 3 are variable vanes installed individually through the HPC front case. The vanes are made of a steel alloy. The vanes outer trunnion passes through the bosses in the outer case.
CFM56-5C
TRAINING MANUAL
Its radial position is adjusted by an inner washer and the upper pivot is protected by an outer bushing. It is then connected to a lever arm and secured by a washer and nut. The lever arm connects to actuation rings around the outer surface of the front case.

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Page 8 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL
NUT OUTER WASHER LEVER ARM
OUTER BUSHING ACTUATION RING STATOR CASE TRUNNION INNER WASHER STG 1 STG 2 VANE IGV
CTC-134-069-00
VSV UPPER END CONNECTION
72-32-00
BASIC ENGINE
Page 9 Jan 02
TOC
EFG
THE HIGH PRESSURE COMPRESSOR Variable stator vane stages inner end connection
CFM56-5C
TRAINING MANUAL
All stages of vanes have a shroud on their inner diameter. There are 2 IGV shroud segments, the upper and the lower, which can be separated into forward and aft halves. The forward and aft IGV shroud sections are a matched set bolted together to form a segment. The inner end of the inlet guide vane fits into an inner trunnion bushing installed in holes in the shroud segments.

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Page 10 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL
IGV INNER END
INNER TRUNNION BUSHING
BOLT NUT AFT SECTION
FORWARD SECTION
UPPER SHROUD HALVES
CTC-134-070-00
INLET GUIDE VANE INNER END CONNECTION
72-32-00
BASIC ENGINE
Page 11 Jan 02
TOC
EFG
THE HIGH PRESSURE COMPRESSOR Variable stator vane stages inner end connection
CFM56-5C
TRAINING MANUAL
Stages 1, 2 and 3 vanes are mounted in a similar way to the IGVs, but the shroud segments are smaller. Stages 1 and 2 hold seven vanes each and stage 3 holds eight vanes. Two bushings fitted at the outer ends of the segments have a small cutout to allow insertion of headed pins, which lock the shroud segments in position. At the pins location, the vanes have a machined slot on their inner pivot which allows their rotation and also pin insertion. The bushings and pins are held in place by the installation of a honeycomb seal, which slides into slots machined on the shroud. The honeycomb seals face the rotor teeth to make interstage seals that prevent air leakage from the flowpath.

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Page 12 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL
VANE HEADED PINS
SHROUD
HEADED PIN
INNER BUSHING
INNER BUSHINGS SEAL
CTC-134-071-00
VSV SHROUD SEGMENTS INSTALLATION
72-32-00
BASIC ENGINE
Page 13 Jan 02
TOC
EFG
THE HIGH PRESSURE COMPRESSOR Fixed stator vane stages 4 and 5
CFM56-5C
TRAINING MANUAL
There are 2 circumferential grooves machined inside the front stator case to accommodate stator vane sectors at stages 4 and 5. The stage 4 sectors have 9 vanes. The stage 5 sectors have 8 vanes. The vanes are made of a steel alloy. The stator vane sectors slide into the circumferential grooves on their outer platform rail with segment guides. The sectors inner platform rail accommodates a honeycomb shroud, which faces labyrinth seal teeth to prevent air leakage from the flowpath. Slots are machined at the end of the circumferential grooves to accommodate an anti-rotation stop for sector retention.

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Page 14 Jan 02
TOC
EFG
OUTER PLATFORM RAIL VANES INNER PLATFORM RAIL
CFM56-5C
TRAINING MANUAL
SHROUD STATOR VANE SECTOR
SEGMENT GUIDES TRAILING EDGE
BRAZED JOINTS SEAL SLOTS
STAGE 5
ANTI-ROTATION STOP
CTC-134-072-00
HPC VANE SECTOR INSTALLATION
72-32-00
BASIC ENGINE
Page 15 Jan 02
TOC
EFG
THE HIGH PRESSURE COMPRESSOR The VSV actuation system Actuation of the variable vanes is achieved through hydro-mechanically actuated bellcrank assemblies. The bellcrank assemblies are installed on the front compressor stator at the 2 and 8 oclock positions.
CFM56-5C
TRAINING MANUAL
Fixed links, which are bolted to upper and lower actuation rings, form the connection to the bellcrank assemblies. The upper and lower actuation rings are connected to the lever arms on the variable vanes. A guide installed on the actuation rings makes contact with a polished surface on the stator case and ensures a smooth gliding action of the rings movement. Fuel pressures from the Hydromechanical Unit (HMU) operate the hydraulic actuators on command from the Electronic Control Unit (ECU).

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Page 16 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL
THREADED BUSHING VSV ACTUATOR LEVER ARM GUIDE ECU UPPER ACTUATION RING CONNECTING LINK HMU LOWER ACTUATION RING BUSHING STRAIGHT PIN HEADED PIN BOLT
ACTUATION RING BELLCRANK ASSEMBLIES VSV ACTUATOR
THREADED HOLES
CTC-134-073-01
VSV ACTUATION SYSTEM
72-32-00
BASIC ENGINE
Page 17 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL

72-32-00
BASIC ENGINE
Page 18 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL
COMPRESSOR REAR STATOR
72-33-00
BASIC ENGINE
Page 1 Jan 02
TOC
THE HIGH PRESSURE COMPRESSOR
EFG
CFM56-5C
TRAINING MANUAL
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.

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Page 2 Jan 02
TOC
EFG
HPC FRONT STATOR CASING
CFM56-5C
TRAINING MANUAL
COMBUSTION CASE
HPC REAR STATOR CASING STAGE 6-8
STAGE 9
CTC-134-074-00
REAR STATOR LOCATION
72-33-00
BASIC ENGINE
Page 3 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL
The rear stator (continued) 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 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.

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BASIC ENGINE
Page 4 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL
RABBETED DIAMETER
REAR STATOR SUPPORT
PILOT DIAMETER
STAGE 6 VANE SLOT
CTC-134-075-01
HPC REAR STATOR INSTALLATION
72-33-00
BASIC ENGINE
Page 5 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL
The rear stator (continued) The rear stator case is made up of two halves bolted together at their 3 and 9 oclock split-line flanges. The casing halves are a matched set machined from a zinc-nickel-cobalt alloy forging. The casings have internal machined circumferential slots that hold the fixed vanes of stages 6, 7 and 8. The vanes are assembled into segments and each stage has 10 segments. Each casing half is equipped with an anti-rotation stop, which keeps the segments in position. All stages of vanes have a honeycomb shroud on their inner diameter that faces rotor seal teeth to make interstage air seals. The casing has borescope ports for inspection of internal areas.

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Page 6 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL
VANE SEGMENT ANTI-ROTATION STOP STAGE 6
STAGE 7
STAGE 8
BORESCOPE PORTS SPLIT FLANGE SPLIT FLANGE
CTC-134-076-01
HPC REAR STATOR ASSEMBLY
72-33-00
BASIC ENGINE
Page 7 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL
Borescope ports There are 9 plugged borescope ports on the lower stator case, at approximately the 5 oclock 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.

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Page 8 Jan 02
TOC
EFG
S6 FWD
CFM56-5C
S4 S3 S2 S1 S9
TRAINING MANUAL
S5
TOP VERTICAL
S8 S7
S1 TO S9 AFT LOOKING FORWARD
S6 BORESCOPE PLUG ( S1 TO S6 ) S9 BORESCOPE PLUG ASSEMBLY ( S7 TO S9 )

CTC-134-077-01
S7 S9 S8
S6
S5 S4 S3 S2 S1
HPC BORESCOPE PORTS
72-33-00
BASIC ENGINE
Page 9 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL

72-33-00
BASIC ENGINE
Page 10 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL
COMBUSTION SECTION
72-40-00
BASIC ENGINE
Page 1 Jan 02
TOC
THE COMBUSTION SECTION
EFG
CFM56-5C
TRAINING MANUAL
The combustion section is located between the High Pressure Compressor (HPC) and the Low Pressure Turbine (LPT). Air from the HPC is mixed with fuel, supplied by 20 fuel nozzles. During the starting sequence or when required, the mixture is ignited by 2 igniter plugs, in order to produce the necessary energy to drive the turbine rotors. Residual energy is converted into thrust. The combustion section also supplies HPC 9th stage bleed air for both aircraft and engine use.

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BASIC ENGINE
Page 2 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL
FUEL NOZZLE x20 IGNITER PLUGS x2 LPT STATOR
9TH STAGE BLEED AIR
ENERGY
HIGH PRESSURE COMPRESSOR
ANNULAR COMBUSTION CHAMBER
HIGH PRESSURE TURBINE
CTC-134-078-01
COMBUSTOR DESIGN
72-40-00
BASIC ENGINE
Page 3 Jan 02
TOC
THE COMBUSTION SECTION
EFG
CFM56-5C
TRAINING MANUAL
The front face of the combustor is attached to the rear of the HPC. Its rear face is bolted onto the LPT module front flange. The rear part of the combustor houses the High Pressure Turbine (HPT) module and stage 1 LPT nozzle. The combustion section consists of : - the combustion case - the combustion chamber

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BASIC ENGINE
Page 4 Jan 02
TOC
EFG
COMBUSTION CASE
CFM56-5C
TRAINING MANUAL
COMBUSTION CASE REAR FLANGE COMBUSTION CASE FRONT FLANGE
HP TURBINE SECTION
COMBUSTION CHAMBER
CTC-134-079-01
COMBUSTOR INTERFACES
72-40-00
BASIC ENGINE
Page 5 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL

72-40-00
BASIC ENGINE
Page 6 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL
COMBUSTION CASE
72-41-00
BASIC ENGINE
Page 1 Jan 02
TOC
EFG
THE COMBUSTION SECTION The combustion case The combustion case provides the structural interface between the HPC, the combustor and the LPT and transmits the engine axial loads.
CFM56-5C
TRAINING MANUAL
It provides 9th stage bleed air for both engine and aircraft use. 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 combustion case features : - a series of ports for borescope inspection. - mounting pads for fuel nozzles, pressure and temperature sensors and igniter plugs. - mounting pads for air bleed for the customer, starting, clearance control and turbine cooling systems.

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Page 2 Jan 02
TOC
EFG
COOLING AIR TO HPT SHROUD
CFM56-5C
TRAINING MANUAL
BORESCOPE BOSSES (4) AFT FLANGE DIFFUSER
FUEL NOZZLE PAD (20) PS3 PAD (1) OUTLET GUIDE VANES BORESCOPE BOSSES (2)
COOLING AIR TO LPT STAGE 1 9TH STAGE BLEED AIR IGNITER BOSS
CTC-134-152-00
COMBUSTION CASE DESIGN
72-41-00
BASIC ENGINE
Page 3 Jan 02
TOC
EFG
THE COMBUSTION SECTION The combustion case (continued) The combustion case is a weldment structure.
CFM56-5C
TRAINING MANUAL
The mounting pads accommodate 20 fuel nozzles around the outer surface and 2 igniters, which are at the 4 and 8 oclock 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. The combustion case also has : - 6 borescope ports. - 4 customer bleed ports. - 4 ports for LPT stage 1 cooling. - 3 ports for HPT clearance control air, 1 for source air and 2 for the introduction of air to the shrouds. - 2 ports for start bleed, 1 for source and 1 for introduction (not shown).

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BASIC ENGINE
Page 4 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL
HPT SHROUD AIR CLERANCE CONTROL (2) BORESCOPE BOSS (4)
FUEL NOZZLE PAD (20)
BORESCOPE BOSS (2)
CUSTOMER BLEED (4) LTP STAGE 1 COOLING AIR (4)
IGNITER BOSS (2) FUEL NOZZLES (20) AND MANIFOLDS
CTC-134-081-01
COMBUSTOR CASE NOZZLES AND PADS
72-41-00
BASIC ENGINE
Page 5 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL

72-41-00
BASIC ENGINE
Page 6 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL
COMBUSTION CHAMBER
72-42-00
BASIC ENGINE
Page 1 Jan 02
TOC
EFG
THE COMBUSTION SECTION 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.
CFM56-5C
TRAINING MANUAL
The swirl nozzles and 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.
The swirl nozzles and the liners, which provide additional combustion and cooling air, produce an efficient fuel/air mixture providing a uniform combustion pattern and low thermal stresses. It consists of : - the swirl fuel nozzles and deflectors (the dome) - the outer and inner cowls - the outer and inner liners
The surface of the dome is cooled by a layer of air from the HPC discharge (CDP) airflow.

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Page 2 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL
OUTER LINER HPT NOZZLE OUTER COWL SPECTACLE PLATE PRIMARY SWIRL NOZZLE SLEEVE
INNER LINER
HPC STATOR STAGE 9 INNER COWL
DEFLECTOR SECONDARY SWIRL NOZZLE
CTC-134-082-01
COMBUSTION CHAMBER
72-42-00
BASIC ENGINE
Page 3 Jan 02
TOC
EFG
THE COMBUSTION SECTION The outer and inner cowls
CFM56-5C
TRAINING MANUAL
The outer and inner liners The outer and inner liners are of an integral design with overhung panels which contain closely spaced holes for cooling purposes. To lower turbine inlet gas temperature, the liners also have dilution holes, which produce additional combustion and cooling air. Both inner and outer liners have a thermal barrier coating on their inner surfaces. The outer liner has 2 ferrules for installation of the spark igniters and locator ridges* to ensure correct alignment with the combustion case. *Note : There is only one locator ridge on recent engines at the top vertical centerline position, but earlier versions have three, 120 apart.
The outer and inner cowls form the front end of the combustor and are designed to give a constant and stable airflow to the combustion chamber. They are made from a nickel-chrome alloy and are attached to the forward end of the outer and inner liners and the dome by 80 bolts, which are tack welded at their heads. The tack weld must be carefully ground off in order to remove the bolts and separate the cowls from the liners and dome.

72-42-00
BASIC ENGINE
Page 4 Jan 02
TOC
EFG
OUTER LINER
CFM56-5C
TRAINING MANUAL
OUTER LINER
COOLING HOLES INNER COWL SWIRL NOZZLE INNER LINER OUTER COWL INNER LINER
DILUTION HOLES INNER COWL
LOCATOR RIDGE IGNITER FERRULE (2 LOCATIONS)
OUTER COWL
CTC-134-084-00
OUTER AND INNER COWLS AND LINERS
72-42-00
BASIC ENGINE
Page 5 Jan 02
TOC
EFG
THE COMBUSTION SECTION Outer and inner liners rear mounting.
CFM56-5C
TRAINING MANUAL
The inner liner rear flange is bolted to the High Pressure Turbine (HPT) forward inner nozzle support. The outer liner rear mounting flange is S-shaped and has a rabbeted diameter, which is pinched between the HPT nozzle vane outer platform and the combustion chamber outer casing. This allows for thermal expansion of the combustion chamber.

72-42-00
BASIC ENGINE
Page 6 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL
OUTER LINER "S" SHAPED MOUNTING FLANGE
COMBUSTION CHAMBER
LOCATOR RIDGE
FUEL NOZZLE LUG RING AFT SEAL HPT NOZZLE
INNER LINER MOUNTING FLANGE HPT FORWARD INNER NOZZLE SUPPORT
CTC-134-086-01
OUTER AND INNER LINERS REAR MOUNTING
72-42-00
BASIC ENGINE
Page 7 Jan 02
TOC
EFG
THE COMBUSTION SECTION Borescope ports There are 4 plugged borescope ports (S12, S13, S14, S15) around the combustion case, which enable inspection of the combustion chamber.
CFM56-5C
TRAINING MANUAL
Two other ports are available, using the spark igniter ports S10 and S11, which can also be used to inspect the High Pressure Turbine (HPT) blades.

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BASIC ENGINE
Page 8 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL
BORESCOPE PORT LOCATIONS (ALF)
S12
S15 S13
COMBUSTION CASE
S11 IGNITER S14
S10 IGNITER
BORESCOPE PLUG S12, S13, S14, S15
FWD IGNITER (S10, S11)
CTC-134-087-01
COMBUSTION CASE BORESCOPE PORTS
72-42-00
BASIC ENGINE
Page 9 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL

72-42-00
BASIC ENGINE
Page 10 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL
HIGH PRESSURE TURBINE
72-50-00
BASIC ENGINE
Page 1 Jan 02
TOC
EFG
THE HIGH PRESSURE TURBINE (HPT) The HPT converts the kinetic energy of gasses from the combustion chamber into torque to drive the HPC.
CFM56-5C
TRAINING MANUAL
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.

72-50-00
BASIC ENGINE
Page 2 Jan 02
TOC
EFG
COMBUSTOR CASE
CFM56-5C
TRAINING MANUAL
STAGE 1 LPT NOZZLE
HPT NOZZLE
HPT ROTOR
HPT SHROUD
CTC-134-088-01
THE HIGH PRESSURE TURBINE
72-50-00
BASIC ENGINE
Page 3 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL

72-50-00
BASIC ENGINE
Page 4 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL
HIGH PRESSURE TURBINE NOZZLE
72-51-00
BASIC ENGINE
Page 1 Jan 02
TOC
EFG
THE HIGH PRESSURE TURBINE The HPT nozzle
CFM56-5C
TRAINING MANUAL
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.

72-51-00
BASIC ENGINE
Page 2 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL
HPT NOZZLE x 21
AFT INNER SUPPORT BOLT SHIELD FWD INNER SUPPORT OUTER STATIONARY SEAL
CTC-134-089-00
HIGH PRESSURE TURBINE NOZZLE ASSEMBLY
72-51-00
BASIC ENGINE
Page 3 Jan 02
TOC
EFG
THE HIGH PRESSURE TURBINE The nozzle segments
CFM56-5C
TRAINING MANUAL
The 21 HPT nozzle segments are assemblies made up of 2 vanes brazed onto inner and outer platforms. Each vane is a cast shell divided into forward and aft cooling compartments by an inner rib. The vanes and platforms are cooled by CDP air, which enters the vane compartments through inserts in the inner and outer ends of the vanes. The air exits through holes in the vanes leading edge and slots in the trailing edge. The vanes and platforms are made of a high strength nickel base alloy, with a protective coating on the vane airfoils and the platform flowpath surfaces.
The nozzle inner and outer platforms have metal seals, held in place by grease at installation, to prevent air leakage. The forward inner and outer platform seals are pushed against the combustion case inner and outer liners by springs. The vanes rear outer platform seal is pushed against the shroud support by spring-loaded clips. The vanes rear inner platforms are supported by forward and aft inner supports.

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BASIC ENGINE
Page 4 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL
OUTER PLATFORM
VANE
COOLING COMPARTMENT
INNER RIB
SEALS
COOLING SLOT
COOLING SLOTS
INNER PLATFORM
SEALS
COOLING HOLE
COOLING COMPARTMENT
CTC-134-090-00
HP TURBINE NOZZLE SEGMENTS
72-51-00
BASIC ENGINE
Page 5 Jan 02
TOC
EFG
THE HIGH PRESSURE TURBINE The nozzle inner supports
CFM56-5C
TRAINING MANUAL
The HPT nozzle inner supports are made of a nickel base alloy and they carry much of the nozzle load. The nozzle forward inner support forward flange is bolted on the combustion case inner casing rear flange. An integral part of the forward inner support is the inducer that provides HPT rotor cooling air. An air deflector enables air to enter the inducer and at the same time prevents contaminants from entering. The forward inner supports rear flange is bolted to the HPT nozzle aft inner support.

72-51-00
BASIC ENGINE
Page 6 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL
AIR DEFLECTOR
INDUCER FORWARD INNER SUPPORT BODY
FRONT FLANGE
AFT FLANGE
CTC-134-091-00
HPT NOZZLE FORWARD INNER SUPPORT
72-51-00
BASIC ENGINE
Page 7 Jan 02
TOC
EFG
THE HIGH PRESSURE TURBINE The nozzle supports The rear face of the HPT nozzle aft inner support front flange is bolted to the front face of the forward inner support rear flange.
CFM56-5C
TRAINING MANUAL
The inner platform of the nozzle is pushed against the aft inner support by gas pressure. A W-shaped pressure seal prevents leakage of cooling air between the nozzle assembly and the HPT blades. A seal retainer holds the pressure seal in place and the assembly is bolted together by a D-head bolt.

72-51-00
BASIC ENGINE
Page 8 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL
HPT NOZZLE
SEAL RING NOZZLE SEGMENT ENGAGEMENT PIN
HPT NOZZLE
PRESSURE SEAL SEAL RETAINER D-HEAD BOLT
AFT INNER SUPPORT
INNER SUPPORT FORWARD INNER SUPPORT
CTC-134-092-00
HPT NOZZLE INNER SUPPORT
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BASIC ENGINE
Page 9 Jan 02
TOC
EFG
THE HIGH PRESSURE TURBINE The aft outer stationary seal The aft outer stationary seal is a one-piece ring that is made of a nickel base alloy. It has a 4-step honeycomb seal. 3 of the seals mate with the HPT rotor seal teeth. This helps to maintain the proper amount of cooling airflow and rotor thrust. The purpose of the 4th honeycomb seal is to damp thermal stresses. It only appears on later versions.
CFM56-5C
TRAINING MANUAL

72-51-00
BASIC ENGINE
Page 10 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL
COMBUSTOR CASE AFT FLANGE
HPT NOZZLE
HPT NOZZLE OUTER STATIONARY SEAL HONEYCOMB SEALS HPT INNER NOZZLE SUPPORT
CTC-134-093-00
OUTER STATIONARY SEAL
72-51-00
BASIC ENGINE
Page 11 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL

72-51-00
BASIC ENGINE
Page 12 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL
HIGH PRESSURE TURBINE ROTOR
72-52-00
BASIC ENGINE
Page 1 Jan 02
TOC
EFG
THE HIGH PRESSURE TURBINE 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.
CFM56-5C
TRAINING MANUAL
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.

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BASIC ENGINE
Page 2 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL
HPT BLADES
FORWARD ROTATING AIR SEAL HPT DISK FRONT SHAFT
HPT REAR SHAFT
CTC-134-094-00
HPT ROTOR DESIGN
72-52-00
BASIC ENGINE
Page 3 Jan 02
TOC
EFG
THE HIGH PRESSURE TURBINE The front shaft
CFM56-5C
TRAINING MANUAL
The rotor front shaft forms the structural connection between the compressor rotor and the HPT rotor. It also supports the aft end of the compressor rotor. It is made from a nickel chrome alloy. The front shaft front flange is bolted to the HPC stages 4-9 spool at the CDP rotating air seal to form a single core rotor. It accommodates a damper sleeve on its inner surface to change vibration frequency. Weights are also installed, at assembly line and module maintenance level, for balancing purposes.

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BASIC ENGINE
Page 4 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL
COMBUSTOR CASE
HPT NOZZLE HPT FRONT SHAFT BALANCE WEIGHTS
CDP ROTOR AIR SEAL
DAMPER SLEEVE
FORWARD ROTATING AIR SEAL
HPT REAR SHAFT
CTC-134-095-01
HPT FRONT SHAFT LOCATION
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BASIC ENGINE
Page 5 Jan 02
TOC
EFG
THE HIGH PRESSURE TURBINE The forward rotating air seal
CFM56-5C
TRAINING MANUAL
The forward rotating air seal provides a closed cavity to direct CDP air toward the disk and out through the turbine rotor blades for cooling purposes. It is bolted between the rotor front shaft and the disk. It is a labyrinth seal which has inclined teeth that reduce the amount of air leaking past the seals. The seal teeth have an abrasive coating applied to them.

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BASIC ENGINE
Page 6 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL
CDP AIR PASSAGE
CDP AIR PASSAGE HOLE
BOLT HOLES FRONT SHAFT HPT DISK
HUB
FORWARD MOUNTING FLANGE
WEB
CTC-134-096-01
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BASIC ENGINE
Page 7 Jan 02
TOC
EFG
THE HIGH PRESSURE TURBINE The disk
CFM56-5C
TRAINING MANUAL
The HPT disk is a forged and machined part that retains the turbine blades in individual axial dovetail slots. The inner part of the disk is cooled by booster discharge air. Its outer front face is cooled by CDP air passing through the forward rotating air seal. Its rear outer face is cooled by HPC 4th stage air. It is bolted to the forward rotating air seal on its forward face and the rear shaft on its rear face.

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BASIC ENGINE
Page 8 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL
WEB
RIM TURBINE BLADE
FLANGE SUPPORT
CDP AIR
HPC 4th. STAGE COOLING AIR
HUB
FORWARD MOUNTING FLANGE
DOVETAIL SLOT BOOSTER AIR
REAR SHAFT
CTC-134-097-01
HP TURBINE DISK
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BASIC ENGINE
Page 9 Jan 02
TOC
EFG
THE HIGH PRESSURE TURBINE The blade retainers
CFM56-5C
TRAINING MANUAL
The HPT rotor blades are installed into individual dovetail slots on the disk. They are held in position at the front by the forward rotating air seal. At the rear, the blades are held in place by a blade retainer and a seal ring.

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BASIC ENGINE
Page 10 Jan 02
TOC
EFG
BLADES
CFM56-5C
TRAINING MANUAL
AFT BLADE RETAINER
SEAL RING
CTC-134-098-00
HPT BLADE RETAINERS
72-52-00
BASIC ENGINE
Page 11 Jan 02
TOC
EFG
THE HIGH PRESSURE TURBINE The rotor blades The HPT rotor blades are made of a high temperature nickel alloy that is directionally solidified for a high strength to weight ratio. There are 80 individually replaceable blades. 4 blades have notches machined on their convex side at installation in order to indicate wear levels and help in borescope inspection. They are internally cooled by CDP air which enters through the blade root and exits through holes in the leading edge, tip and trailing edge.
CFM56-5C
TRAINING MANUAL
The blades have dovetail roots that slide into slots on the disk. Note : The blades must only be installed and removed by hand. Tapping the blades into or, out of their slots with any device can cause damage to the disk post.

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BASIC ENGINE
Page 12 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL
FILM COOLING
TIP SHELF
TIP FILM COOLING HOLES AIR SLOTS TIP AIRFOIL
PLATFORM SEAL LIP
LEADING EDGE
TRAILING EDGE
DOVETAIL ROOT
CDP AIR
CTC-134-099-01
HP TURBINE BLADE
72-52-00
BASIC ENGINE
Page 13 Jan 02
TOC
EFG
THE HIGH PRESSURE TURBINE Borescope ports
CFM56-5C
TRAINING MANUAL
Borescope ports S16 and S17, at the aft of the combustion case at approximately the 5 and 8 oclock positions, are used to inspect the trailing edge of the HPT blades. Igniter ports S10 and S11 can be used to inspect the HPT front sections and combustor.

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BASIC ENGINE
Page 14 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL
BORESCOPE PORT LOCATIONS (ALF) S12 S15 S13 S17 S11 IGNITER S10 IGNITER S14, S16
FWD
FWD
S16, S17
BORESCOPE PLUG S16 OR S17
CTC-134-100-01
HPT BORESCOPE PORTS
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BASIC ENGINE
Page 15 Jan 02
TOC
EFG
THE HIGH PRESSURE TURBINE The rear shaft The rear shaft provides aft support for the HPT rotor through the No 4 bearing. It is installed with bolts to the aft side of the disk at a rabbeted flange. An aft air seal is attached at the same point. The shaft is supported by the No 4 roller bearing that rides on the low pressure shaft.
CFM56-5C
TRAINING MANUAL
36 radial and axial holes allow the passage of oil in order to cool the No 4 bearing outer race. It also has holes providing passages for booster discharge bleed air to cool the LPT, and booster air to pressurize the aft sump. Repairable abrasive coated seals are machined as an integral part of the rear shaft.

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BASIC ENGINE
Page 16 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL
AIR SEAL SERRATIONS
BOLT HOLES HPT DISK BEARING JOURNAL AFT AIR SEAL LPT ROTOR COOLING AIR PASSAGE
BOOSTER DISCHARGE AIR BOOSTER AIR HPC AIR DUCT COOLING OIL PASSAGE AFT SUMP PRESSURIZATION AIR PASSAGE MOUNTING FLANGE
CTC-134-101-01
HP TURBINE REAR SHAFT
72-52-00
BASIC ENGINE
Page 17 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL

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BASIC ENGINE
Page 18 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL
HIGH PRESSURE TURBINE SHROUD AND STAGE 1 NOZZLE
72-53-00
BASIC ENGINE
Page 1 Jan 02
TOC
EFG
THE HIGH PRESSURE TURBINE The shroud and stage 1 LPT nozzle
CFM56-5C
TRAINING MANUAL
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.

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BASIC ENGINE
Page 2 Jan 02
TOC
EFG
COMBUSTOR CASE
CFM56-5C
TRAINING MANUAL
HPTCC MANIFOLD
LPT STATOR
STAGE 1 LPT NOZZLE
HPT SHROUD
CTC-134-102-01
HPT SHROUD & STAGE 1 LPT NOZZLE
72-53-00
BASIC ENGINE
Page 3 Jan 02
TOC
EFG
THE HIGH PRESSURE TURBINE The shroud and stage 1 LPT nozzle assembly The HPT shroud and stage 1 LPT nozzle assembly consists of : - an air impingement manifold. - shroud/nozzle support. - HPT shroud hangers. - HPT shrouds. - the stage 1 nozzle. - the inner and stationary air seals.
CFM56-5C
TRAINING MANUAL

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BASIC ENGINE
Page 4 Jan 02
TOC
EFG
AIR IMPINGEMENT MANIFOLD FOR HPTCC
CFM56-5C
TRAINING MANUAL
LPT NOZZLE COOLING SHROUD NOZZLE SUPPORT
SHROUD HANGERS SHROUD STAGE 1 LPT NOZZLE ASSEMBLY
"C" CLIPS
STATIONARY AIR SEAL INNER AIR SEAL
CTC-134-103-01
HPT SHROUD AND STAGE 1 LPT NOZZLE ASSEMBLY
72-53-00
BASIC ENGINE
Page 5 Jan 02
TOC
EFG
THE HIGH PRESSURE TURBINE The air impingement manifold
CFM56-5C
TRAINING MANUAL
The air impingement manifold circulates 4th and 9th stage bleed air for HPT clearance control and LPT nozzle cooling. It is a brazed fabrication made from a nickel-chrome alloy. The manifold is made up of 2 half-rings, the upper and lower, that are bolted together at their 3 and 9 oclock split-line flanges. Bushings with spacers, inserted through the combustion case, supply bleed air to 2 holes on the manifolds outer surface at approximately the 1 and 7 oclock positions. There are 3 air supply tubes on the manifolds inner surface, which circulate the air to cool down the HPT shroud for clearance control. Small holes allow the air to blow onto the shroud support. The air is then re-circulated into a cavity to be mixed with HPC 4th stage air. A series of holes around the rear of the manifold supply HPC 4th stage air from the cavity formed with the combustion case, to cool down the 1st stage of the LPT. EFFECTIVITY ALL CFM56-5C ENGINES FOR A340
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BASIC ENGINE
Page 6 Jan 02
TOC
EFG
HPC 4th AND 9th STAGE BLEED AIR
CFM56-5C
TRAINING MANUAL
BUSHING HPC 4th STAGE AIR
SPACER UPPER MANIFOLD HALF-RING COMBUSTION CASE
SHROUD SUPPORT
SEALING SURFACE (HPT SHROUD SUPPORT) MANIFOLD AIR SUPPLY TUBES 1 O'CLOCK POSITION APPROX.
AIR SUPPLY TUBES
LOWER MANIFOLD HALF-RING
CTC-134-104-01
AIR IMPINGEMENT MANIFOLD
72-53-00
BASIC ENGINE
Page 7 Jan 02
TOC
EFG
THE HIGH PRESSURE TURBINE The shroud/nozzle support The shroud/nozzle support assembly forms the outer shell of the HPT shroud and stage 1 LPT nozzle assembly. It is made of a nickel chrome alloy. It provides the area for the air impingement manifold on its outer surface and supports the HPT shrouds and the outer platforms of the LPT nozzle segments on its inner surface. Its front flange is secured to the combustion case with slab-head bolts. Its rear flange is pinched between the combustion case rear flange and the LPT stator case front flange.
CFM56-5C
TRAINING MANUAL
Also at the rear section, there are 96 holes with bushings to allow passage of HPC 4th stage air to cool down the LPT nozzle. On the supports inner surface, 3 heat shields are installed.
There are 2 borescope bosses, which are installed through its rear section at approximately the 5 and 8 oclock positions, to enable inspection of the trailing edge of the HPT blades.

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Page 8 Jan 02
TOC
EFG
BORESCOPE BOSS FWD HEAT SHIELD NUT SLABBED HEAD BOLT
CFM56-5C
TRAINING MANUAL
SUPPORT
LPT COOLING HOLES
BUSHING AFT HEAT SHIELD FWD HEAT SHIELD BUSHING FWD HEAT SHIELD PIN
MID HEAT SHIELD
FWD HEAT SHIELD

CTC-134-105-00
SHROUD/NOZZLE SUPPORT ASSEMBLY
72-53-00
BASIC ENGINE
Page 9 Jan 02
TOC
EFG
THE HIGH PRESSURE TURBINE The shroud hangers The HPT shroud hangers carry the shroud segments on their inner surface.
CFM56-5C
TRAINING MANUAL
They provide a cooling area between the segments and the shroud/nozzle support reducing the risk of damage to the support due to thermal stresses. The shroud hangers have machined runners on their forward and aft faces, which slide into mating slots on the shroud/nozzle support. There are 14 hangers each carrying 3 shrouds. There are numerous seals, which slot between and into both hanger and shroud intersections, to prevent hot air leakage. Individual C-clip retainers, which are also air sealed, hold the shrouds in position on the hangers.

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BASIC ENGINE
Page 10 Jan 02
TOC
EFG
SHROUD AND NOZZLE SUPPORT
CFM56-5C
TRAINING MANUAL
MID HEAT SHIELD
AFT HEAT SHIELD SHROUD HANGER
C-CLIP RETAINERS SEALS
SHROUDS SEAL
SEALS
CTC-134-106-00
HPT SHROUD HANGERS
72-53-00
BASIC ENGINE
Page 11 Jan 02
TOC
EFG
THE HIGH PRESSURE TURBINE The shrouds
CFM56-5C
TRAINING MANUAL
The HPT shrouds have a smooth abradable surface that can endure blade tip rub and prevent erosion from hot exhaust gasses. The shrouds are made of Rene N5. There are 42 individually replaceable shrouds each having their own C-clip retainer, which holds the shroud in place in slots on the hanger. Shroud expansion is controlled throughout engine operation to increase HPT efficiency. CDP air passes between the shroud/nozzle support and the shroud segments for cooling purposes. It exits through holes drilled in the shroud and goes back into the primary flow to the LPT nozzles.

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BASIC ENGINE
Page 12 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL
HPT SHROUD SEGMENT RETAINING CLIP
CDP AIR COOLING HOLE
SHROUD SEGMENTS
RUB SURFACE
CTC-134-107-01
HP TURBINE SHROUD
72-53-00
BASIC ENGINE
Page 13 Jan 02
TOC
EFG
THE HIGH PRESSURE TURBINE The Low Pressure Turbine (LPT) nozzle The LPT nozzle directs high velocity gasses from the HPT rotor onto the blades of the LPT rotor stage 1.
CFM56-5C
TRAINING MANUAL
The assembly consists of 24 nozzle segments of 4 vanes each and the nozzle segments outer and inner locating lips are mechanically locked into the shroud/nozzle support. The forward lip prevents axial movement of the HPT shroud retainer clips. The inner air seal and the stationary air seal are bolted together and held in place on the inner platforms of the LPT nozzle. HPC 4th stage cooling air is directed into cooling air duct bores in the nozzle segments and seals are installed between the segments to avoid air leakage. The cooling air exits through holes in the vanes trailing edge and through the vane roots and inner seal to cool the HPT disk rear face. The air also passes through the stationary air seal to cool down the LPT rotor.

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Page 14 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL
HPC STAGE 4 COOLING AIR
ANTI-ROTATION SLOT
OUTER LOCATING LIP COOLING AIR DUCT BORES
STAGE 1 LPT NOZZLE SHROUD RETAINER CLIP HONEYCOMB SEAL STATIONARY AIR SEAL
INNER LOCATING LIP FORWARD LIP LEADING EDGE COOLING AIR EXIT HOLES INNER PLATFORM SEAL STRIP SLOTS
INNER AIR SEAL HONEYCOMB SEAL

CTC-134-108-01
STAGE 1 LPT NOZZLE SEGMENT
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BASIC ENGINE
Page 15 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL

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BASIC ENGINE
Page 16 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL
LOW PRESSURE TURBINE MAJOR MODULE
72-00-03
BASIC ENGINE
Page 1 Jan 00
TOC
EFG
LOW PRESSURE TURBINE (LPT) MAJOR MODULE The purposes of the LPT major module are :
CFM56-5C
TRAINING MANUAL
- to transform the pressure and velocity of gasses from the High Pressure Turbine (HPT), into mechanical power to drive the fan and booster module. - to provide a rear support for the HP and LP rotors. - to provide rear mounts for engine installation on the aircraft. The LPT major module is located at the rear of the engine, and consists of : - The LPT rotor/stator module. - The LPT shaft module. - The turbine frame module.

72-00-03
BASIC ENGINE
Page 2 Jan 00
TOC
EFG
LPT ROTOR / STATOR ASSEMBLY
CFM56-5C
TRAINING MANUAL
TURBINE FRAME
LPT SHAFT
CTC-134-109-00
LOW PRESSURE TURBINE MODULE
72-00-03
BASIC ENGINE
Page 3 Jan 00
TOC
EFG
CFM56-5C
TRAINING MANUAL

72-00-03
BASIC ENGINE
Page 4 Jan 00
TOC
EFG
CFM56-5C
TRAINING MANUAL
LPT ROTOR / STATOR MODULE
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BASIC ENGINE
Page 1 Jan 02
TOC
EFG
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.
CFM56-5C
TRAINING MANUAL
The LPT rotor/stator is located between the HPT and the turbine frame. Its front flange is mounted on the rear flange of the combustion module. Its rear flange provides attachment for the turbine frame. Its inner flange is secured onto the LPT shaft. It is a 5-stage axial flow turbine, and consists of : - a bulkhead assembly - a stator assembly - a rotor assembly

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BASIC ENGINE
Page 2 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL
REAR FLANGE
ROTOR ASSEMBLY STATOR ASSEMBLY
FRONT FLANGE
INNER FLANGE
BULKHEAD ASSEMBLY
CTC-134-110-00
LPT ROTOR/STATOR MODULE
72-54-00
BASIC ENGINE
Page 3 Jan 02
TOC
EFG
LPT ROTOR/STATOR MODULE Bulkhead assembly
CFM56-5C
TRAINING MANUAL
An eight-segment sheet metal flange extension, identified as the A8 flange extension, is attached all around the rear surface of the LPT case front flange, and provides support and attachment for the bulkhead assembly. The purpose of the bulkhead assembly is to prevent extremely hot air from the core engine area from reaching the turbine area, thus keeping maximum turbine cooling efficiency. It splits the nacelle core area into two separate compartments, where pressures are different : - the forward core compartment, upstream of the bulkhead, is not pressurized - the aft core compartment, downstream of the bulkhead, is pressurized This pressure difference prevents any potential fire in the engine hot area from extending into cold areas. The bulkhead assembly comes in four segments and is made of nickel alloy.
It is attached radially all around the rear surface of the A8 flange extension. Eight support rods connected to brackets on the front flange of the turbine frame, provide axial rigidity. Its upper segment is partially shaped 90 rearward, to form the pylon pan, which matches the shape of the pylon interface extension. Its lower segment is partially slanted rearward, to form the bifurcation pan, which clears the forward core compartment venting conduit located at 6 oclock. Its periphery is equipped with a rubber bulb seal that ensures sealing when the thrust reverser core cowl is closed. The bulkhead assembly provides sealed passages for various tubes, harnesses and leads.

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Page 4 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL
PYLON PAN BULKHEAD ASSEMBLY (UPPER SEGMENT) UPPER SEGMENT FWD
RUBBER BULB SEAL A8 FLANGE EXTENSION
FWD LPT CASE FRONT FLANGE
SUPPORT ROD ( QTY : 8 )
LOWER SEGMENT T-FLANGE OF STAGE 1 TURBINE NOZZLE SUPPORT COMBUSTION CASE REAR FLANGE
CTC-134-151-00
LPT CASE
BIFURCATION PAN
BULKHEAD ASSEMBLY
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BASIC ENGINE
Page 5 Jan 02
TOC
EFG
LPT ROTOR/STATOR MODULE LPT stator assembly The stator assembly increases the speed of gasses coming from the combustion chamber. It consists of the following components : - The LPT case. - An air cooling tubes and manifolds assembly. - Stages 2 to 5 nozzle assemblies.
CFM56-5C
TRAINING MANUAL

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BASIC ENGINE
Page 6 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL
LPT COOLING MANIFOLD
5 4 3 FRONT FLANGE 2 LPT NOZZLES STAGES 2 TO 5
CTC-134-111-00
LPT STATOR ASSEMBLY
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BASIC ENGINE
Page 7 Jan 02
TOC
EFG
LPT ROTOR/STATOR MODULE LPT case The LPT case provides support for the stator assembly. It is made of nickel-chrome alloy.
CFM56-5C
TRAINING MANUAL
Its front flange is bolted to the rear flange of the combustion case, through the HPT shroud/nozzle support flange (also called T-flange). Its rear flange provides attachment for the outer front flange of the turbine frame. The outer surface of the LPT case is fitted with angle brackets to hold air cooling tube supports and cooling manifolds. It also has 9 thermocouple mounting pads for EGT measurement, and 4 borescope ports at the 5 oclock position (not shown). The inner surface of the LPT case houses eight thermal insulation blankets and also has flanges for the installation of nozzle and seal segments.

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BASIC ENGINE
Page 8 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL
BRACKETS
THERMOCOUPLE MOUNTING PADS
MOUNTING FLANGES FOR NOZZLE AND SEAL SEGMENTS
CTC-134-112-00
LPT CASE
72-54-00
BASIC ENGINE
Page 9 Jan 02
TOC
EFG
LPT ROTOR/STATOR MODULE Air cooling tubes and manifolds assembly The purpose of the air cooling tubes and manifolds assembly is to blow cooling air onto the outer surface of the LPT case, for rotor clearance control. It is installed on supports, held by brackets located around the LPT case. It is made of steel alloy, and consists of : - 2 air supply manifolds. - 2 tube manifold assemblies. The tube manifold assemblies consist of 8 upper and lower tube halves which surround the case.
CFM56-5C
TRAINING MANUAL
The manifolds supply fan discharge air to the tubes, which have holes drilled in them to direct cooling air onto the outer case.

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Page 10 Jan 02
TOC
EFG
UPPER COOLING MANIFOLD TUBE SUPPORT
CFM56-5C
TRAINING MANUAL
AIR MANIFOLD LPT AIR COOLING TUBES AND MANIFOLDS ASSEMBLY
LPT CASE REAR FLANGE
LPT CASE FRONT FLANGE
LOWER COOLING MANIFOLD
CTC-134-113-00
LPT COOLING MANIFOLDS
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BASIC ENGINE
Page 11 Jan 02
TOC
EFG
LPT ROTOR/STATOR MODULE Stages 2 to 5 nozzles
CFM56-5C
TRAINING MANUAL
The purpose of the LPT stages 2 to 5 nozzles is to increase the speed of the air coming from the HPT, and to direct it onto the LPT rotor assembly. Each nozzle stage is made up of segments. The number of segments and the number of vanes in each segment vary from stage to stage. The segments are installed on the flanges inside the LPT case and their retention is obtained through a stacking system, which is basically the same for all stages: The front outer platform of each nozzle segment has an anti-rotation slot which locks onto a locating pin on one of the flanges inside the LPT case. The outer platform holds a thermal insulation blanket in position, through another anti-rotation slot.
Seal segments are installed between each nozzle stage. They have an abradable liner that faces the rotor blade teeth. The front of each seal segment has an integral rail clip which locks onto the nozzle rear outer platform and the case flange. Each seal has an anti-rotation lock.
NOTE : Stage 1 seal segments, located in front of stage 2 nozzle segments, are held in position inside the LPT case by the shroud support. Stage 5 seal segments are locked in position by a retaining hook and the turbine frame.

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Page 12 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL
LPT CASE FLANGES
SHROUD SUPPORT
THERMAL INSULATION BLANKET SEAL SEGMENT LOCK REAR OUTER PLATFORM FRONT OUTER PLATFORM NOZZLE SEGMENT STAGE 2
LPT NOZZLES STAGES 2 TO 5
CTC-134-114-00
LPT STATOR ASSEMBLY
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BASIC ENGINE
Page 13 Jan 02
TOC
EFG
LPT ROTOR/STATOR MODULE Stages 2 to 5 nozzles (continued) All nozzle assembly stages are made of nickel alloy, protected against oxidation by a vapor-phase aluminization treatment. The inner platform of each nozzle segment has a brazed-on integral inner stationary air seal.
CFM56-5C
TRAINING MANUAL
Stages 3, 4 and 5 Stages 3, 4, and 5 nozzle assemblies consist of 18 segments with 7 vanes each. On stages 3 and 5, one segment, located at 5 oclock, has a hole for borescope inspection.
The sides of the outer platforms have slots to house sealing plates that are installed between each segment to prevent air leakage. Stage 2 The stage 2 nozzle assembly consists of 18 segments with 6 vanes each. Nine of these segments have a hole to house the thermocouples that measure Exhaust Gas Temperature (EGT). One of these 9 segments, located at 5 oclock, also has a hole for borescope inspection.

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BASIC ENGINE
Page 14 Jan 02
TOC
EFG
HOLE FOR THERMOCOUPLE (STAGE 2 ONLY)
CFM56-5C
TRAINING MANUAL
ANTI-ROTATION SLOTS HOLE FOR BORESCOPE INSPECTION (5 O'CLOCK)
SEALING PLATE SLOTS
OUTER PLATFORM
LEADING EDGE
INNER STATIONARY AIR SEAL INNER PLATFORM
TRAILING EDGE
CTC-134-115-00
NOZZLE SEGMENTS
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BASIC ENGINE
Page 15 Jan 02
TOC
EFG
LPT ROTOR/STATOR MODULE Rotor assembly The rotor assembly is housed inside the LPT case and has five stages. It consists of the following components : - Stages 1 to 5 disks. - Stages 2 to 5 rotating air seals. - Stages 1 to 5 blades. - A rotor support.
CFM56-5C
TRAINING MANUAL

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EFG
ROTATING AIR SEAL
CFM56-5C
TRAINING MANUAL
LPT BLADE 3 2 1
LPT DISK
LPT ROTOR SUPPORT
CTC-134-116-00
LPT ROTOR ASSEMBLY
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Page 17 Jan 02
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EFG
LPT ROTOR/STATOR MODULE Stage 1 to 5 disks The disks are made of nickel alloy.
CFM56-5C
TRAINING MANUAL
Their outer rims have machined dovetail slots in which the rotor blades are installed. The number of slots varies between stages. Except for stage 1, their front flanges have bolt holes for the installation of rotating air seals. Except for stage 5, their rear flanges have bolt holes for the installation of the next stage disk together with its rotating air seal. The disks are assembled together with D-head bolts.

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EFG
CFM56-5C
TRAINING MANUAL
ROTATING AIR SEAL LPT BLADE

4 3 2 1 5
DOVETAIL SLOT
LPT ROTOR SUPPORT DISK
CTC-134-117-00
LPT DISKS
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BASIC ENGINE
Page 19 Jan 02
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EFG
LPT ROTOR/STATOR MODULE Stage 2 to 5 rotating air seals The purpose of the rotating air seals is to control the airflow between the LPT nozzles and the rotor. They are made of nickel alloy.
CFM56-5C
TRAINING MANUAL
The seals are sandwich-mounted between stages 1 to 5 disks, through holes located on the inner rear flange of the stage 1 disk, the inner front and rear flanges of stages 2, 3 and 4 disks and the front inner flange of the stage 5 disk. Stage 2 and 3 seals have machined slots to allow the passage of cooling air to the blade roots. The seals have two inclined teeth on stages 2, 3 and 4, and one straight tooth on stage 5, that rub against the abradable liner of the inner stationary air seal brazed on the inner platform of the nozzle segments. On the stage 2 seal, the front face of the forward outer flange and the rear face of the rear outer flange mates with retainer rings, which hold blade stages 1 and 2 in their axial position in the disk slots. On stage 3 and 4 seals, the rear face of the rear outer flange mates with retainer rings which hold blade stages 3 and 4 in their axial position in the slots. EFFECTIVITY ALL CFM56-5C ENGINES FOR A340
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EFG
CFM56-5C
TRAINING MANUAL
RETAINER RING
BLADE
SEAL STAGE 2
SEAL STAGE 3
SEAL STAGE 4
SEAL STAGE 5
ABRADABLE LINER DISK
CTC-134-118-00
LPT ROTATING AIR SEALS
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Page 21 Jan 02
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EFG
LPT ROTOR/STATOR MODULE Stage 1 to 5 blades
CFM56-5C
TRAINING MANUAL
The five stages of the LPT rotor have tip-shrouded blades made of nickel alloy. On stage 1 only, the blade airfoil is protected against oxidation by a vapor-phase aluminization treatment. The number of blades varies between stages : - Stage 1 has 160 blades - Stage 2 has 144 blades - Stage 3 has 138 blades - Stage 4 has 146 blades - Stage 5 has 126 blades On each stage, 3 of the blades have a hard coating on their tips, to rub against the honeycomb material of the stator seal segments. Each blade has a dovetail root that slides into dovetail slots on the disk outer rim.
On stages 1, 2, 3 and 4, antiwear shields or foils are crimped on the blade roots before installation on the disk. Stage 5 blades do not have shields. Deflectors are installed between each blade, under the blade inner platform. For stages 2, 3, and 4, a lug is machined on the front of the inner platform of each blade. For stages 1 and 5, the lug is machined on the rear of the inner platform of each blade. When all the blades are installed side by side on a disk, these lugs form a groove in which the blade retainer rings are inserted. The blade retaining rings are held in position by the rotating air seals. The retainer of stage 5 is made up of 18 separate segments, each having its own integral locking tab. The segments slide into a groove at the rear of the stage 5 disk and are locked in position by manually bending the tabs.

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EFG
LPT BLADE STAGE 1
CFM56-5C
TRAINING MANUAL
LPT BLADE STAGE 1
ANTIWEAR SHIELD
DEFLECTOR ANTIWEAR SHIELD RETAINER RING LUG GROOVE FOR RETAINER RING
DISK
DISK
ROTATING AIR SEAL
CTC-134-119-00
LPT STAGE 1 ROTOR ASSEMBLY
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Page 23 Jan 02
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EFG
LPT ROTOR/STATOR MODULE Rotor support The rotor support gives structural strength to the rotor assembly, and provides a mechanical connection between the assembled disks and the LPT shaft. It also divides the rotor enclosure into two separate cavities.
CFM56-5C
TRAINING MANUAL
It is made of nickel alloy, and has holes for the circulation of cooling and pressurizing air. The outer flange of the rotor support is sandwich-mounted between the stage 4 rotating air seal and the front flange of the stage 4 disk.

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EFG
OUTER FLANGE TURBINE ROTOR SUPPORT
CFM56-5C
TRAINING MANUAL
4 3 2 1
HOLES FOR AIR CIRCULATION
CTC-134-120-00
TURBINE ROTOR SUPPORT
72-54-00
BASIC ENGINE
Page 25 Jan 02
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EFG
LPT ROTOR/STATOR MODULE The forward rotating air/oil seal. The forward rotating air/oil seal is bolted onto the front inner flange of the rotor support.
CFM56-5C
TRAINING MANUAL
It has 2 honeycomb air seals and 2 abradable rub seals, which face seal teeth on the HPT rear shaft. The rear inner flange of the rotor support is bolted onto the front face of the LPT shaft hub, making the mechanical connection between the assembled disks and the LPT shaft.

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Page 26 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL
LPT ROTOR SUPPORT
FORWARD ROTATING AIR/OIL SEAL
HONEYCOMB AIR SEALS
AIR/OIL SEAL AIR SEAL

CTC-134-121-00
TURBINE ROTOR SUPPORT
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Page 27 Jan 02
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EFG
LPT ROTOR/STATOR MODULE Borescope ports
CFM56-5C
TRAINING MANUAL
The rotor/stator assembly needs regular line maintenance inspection to identify defects, mainly on the rotor blades. The nozzle segments can also be inspected, but with limited visibility. Six borescope inspection ports are available. Their location corresponds to the nozzle segments stages 1 to 5 that are equipped with borescope holes. - Ports S16 and S17 go through the stage 1 nozzle shroud. They are located at the rear of the combustion case at approximately 5 and 8 oclock, and are used to inspect the leading edge of stage 1 blades. - Port S18 goes through the stage 2 nozzle shroud. It is located on the LPT case at 5 oclock, 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 oclock, and is used to inspect the trailing edge of stage 2 blades and the leading edge of stage 3 blades. EFFECTIVITY ALL CFM56-5C ENGINES FOR A340
- Port S20 goes through the stage 4 nozzle shroud. It is located on the LPT case at 5 oclock, and is used to inspect the trailing edge of stage 3 blades and the leading edge of stage 4 blades. - Port S21 goes through the stage 5 nozzle shroud. It is located on the LPT case at 5 oclock, and is used to inspect the trailing edge of stage 4 blades and the leading edge of stage 5 blades. NOTE : The trailing edge of stage 5 blades can be inspected through an instrumentation boss located at the 8.30 clock position on the turbine frame. When not in use, all borescope ports are closed by plugs. Ports S16 and S17 are fitted with long spring-loaded plugs with hexagonal head caps. Ports S18, S19, S20 and S21 are fitted with short springloaded plugs with hexagonal head caps.
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EFG
CFM56-5C
TRAINING MANUAL
S16, S17 BORESCOPE PLUGS
S18, S19, S20, S21 BORESCOPE PLUGS
S16, S17 S18
S19 S20 S21

CTC-134-133-00
LOW PRESSURE TURBINE BORESCOPE PORTS
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EFG
CFM56-5C
TRAINING MANUAL

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BASIC ENGINE
Page 30 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL
THE LPT SHAFT MODULE
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Page 1 Jan 02
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EFG
CFM56-5C
TRAINING MANUAL
The LPT shaft module transmits power from the LP turbine to the fan and booster module. Through the No 4 bearing, it also takes up the radial load of the aft of the HP rotor and, through the No 5 bearing, the radial load of the aft of the LP rotor. It is located concentrically inside the high pressure rotor system, and connects the fan shaft with the LPT rotor. It provides support for the rear of the LPT rotor through the No.5 bearing, which holds the LPT rotor inside the turbine frame. It also vents the engine forward and aft sumps, through the center vent tube.

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Page 2 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL
TURBINE FRAME LPT ROTOR FAN ROTOR CENTER VENT TUBE
FAN SHAFT
LPT SHAFT No.4 BEARING No.5 BEARING
CTC-134-122-00
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Page 3 Jan 02
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EFG
THE LPT SHAFT MODULE The LPT shaft module consists of the following components : - The LPT shaft - A center vent tube - The No.4 roller bearing - The No. 5 roller bearing
CFM56-5C
TRAINING MANUAL

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Page 4 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL
No.4 ROLLER BEARING
No.5 ROLLER BEARING
CENTER VENT TUBE
SHAFT CENTER VENT TUBE
No.4 ROLLER BEARING
No.5 ROLLER BEARING
SHAFT
CTC-134-123-00
LPT SHAFT ASSEMBLY
72-55-00
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Page 5 Jan 02
TOC
EFG
THE LPT SHAFT MODULE LPT shaft
CFM56-5C
TRAINING MANUAL
The LPT shaft is made of steel alloy, and transmits torque from the LP turbine to the fan and booster module. It is installed concentrically inside the HP rotor system. The forward end of the LPT shaft has outer splines that engage into inner splines on the fan shaft. It also has a shoulder that is secured against a mating shoulder in the fan shaft, by the installation of a coupling nut. The shoulder and the coupling nut provide axial retention of the LPT shaft. A machined shim, called D48, is installed between the shaft shoulder and the coupling nut, to adjust the position of the LPT. The forward end of the LPT shaft is closed by a plug, locked in position by a retaining clip. The plug has an anti-rotation lug that engages into a slot on the coupling nut.
The No. 4 and No. 5 bearings are installed at the aft end of the shaft, on each side of an integral hub. The front face of the hub accommodates the turbine rotor support. The rear face of the hub holds a rotating air seal and an oil seal. They control air circulation through the LPT rotor and sump pressurization through a set of seal teeth that mate with the oil collector and the No. 5 bearing support located inside the turbine rear frame.

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Page 6 Jan 02
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EFG
CFM56-5C
INTEGRAL HUB
TRAINING MANUAL
SPLINES SHOULDER
FAN SHAFT
No.4 BEARING No.5 BEARING RETAINING CLIP
LUG
D48 SHIM COUPLING NUT PLUG
CTC-134-124-00
LPT SHAFT
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Page 7 Jan 02
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EFG
THE LPT SHAFT MODULE Center vent tube The center vent tube provides overboard venting for the engine forward and rear sumps.
CFM56-5C
TRAINING MANUAL
It is made of titanium alloy, and is installed concentrically inside the LPT shaft. The forward end of the center vent tube is inserted through the rear of the LPT shaft. It is held inside the shaft by means of two expandable-type supports that fit around two locating diameters. The aft end of the center vent tube is supported by the LPT shaft hub. Three shoulder-pins engage the shaft hub and the center vent tube to prevent its rotation in the LPT shaft.
A centrifugal air/oil separator is installed at the rear of the center vent tube. It separates the vaporized oil from the aft sump pressurization air, and sends lubrication oil to the No. 4 and No. 5 bearings. The air/oil separator is installed against the central shoulder of the center vent tube. It has an internal flange that is held against the duct shoulder by a nut. The angular position of the separator is held by slots on its forward end, that engage onto the rear of the center vent tube. The rear end of the center vent tube has two sets of seal teeth that rub against an abradable coating, located inside the oil inlet cover of the turbine frame.

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Page 8 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL
SHOULDER PINS SEAL TEETH
AIR/OIL SEPARATOR EXPANDABLE SUPPORTS
CENTRAL SHOULDER
LOCATING DIAMETERS
CENTER VENT TUBE
CTC-134-125-00
CENTER VENT TUBE
72-55-00
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Page 9 Jan 02
TOC
EFG
THE LPT SHAFT MODULE No. 4 bearing
CFM56-5C
TRAINING MANUAL
The No. 4 bearing takes up the radial loads generated by the High Pressure Turbine rotor. It is a roller bearing, installed between the HPT rear shaft and the LPT shaft, at the front of the LPT shaft hub. The bearing outer race is housed in the HPT rear shaft bore. Its inner race is bolted to the front face of the LPT shaft integral hub. The No. 4 bearing inner race has a shoulder, which acts as an emergency bearing in case of roller failure. The forward end of the inner race has seal teeth that rub against an abradable coating located on the No. 4 bearing forward rotating oil seal, thus acting as one of the sump air/oil seals.

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Page 10 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL
No.4 ROLLER BEARING
SEAL TEETH
OUTER RACE
No.4 BRG FORWARD ROTATING OIL SEAL INNER RACE
CTC-134-126-00
No.4 BEARING
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Page 11 Jan 02
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EFG
THE LPT SHAFT MODULE No. 5 bearing The No. 5 bearing holds the aft end of the LPT rotor inside the turbine frame, and takes up the radial loads generated by the LPT.
CFM56-5C
TRAINING MANUAL
It is an oil-damped roller bearing, mounted at the rear of the LPT shaft hub, which reduces the vibration level of the rotating assembly. The bearing outer race is installed in an adjusting sleeve inside the turbine frame. Oil damping is achieved by sending oil pressure between the outer race and the adusting sleeve. Its inner race is installed on the aft end of the LPT shaft. The No. 5 bearing is held in position by a retaining ring at the front, and a retaining nut at the rear. The retaining nut provides axial retention of the bearing, and is locked in position by a rivet pin.

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Page 12 Jan 02
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EFG
No.5 ROLLER BEARING
CFM56-5C
TRAINING MANUAL
RIVET PIN
BEARING OUTER RING RETAINING RING RETAINING NUT BEARING ADJUSTING SLEEVE
CTC-134-127-00
No.5 BEARING
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Page 13 Jan 02
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EFG
THE LPT SHAFT MODULE Bearings lubrication
CFM56-5C
TRAINING MANUAL
A supply tube located in the turbine frame delivers oil to the rotating air/oil separator, which in turn sends this oil forward to the No. 5 bearing by centrifugation, through an oil gallery between the separator and the LPT shaft. Oil finds a passage through holes in the LPT shaft and the No. 5 bearing inner race, to lubricate the rollers and outer race of the No. 5 bearing. The remaining oil continues to flow forward, through passageways drilled in the LPT shaft, and lubricates the inner race, the rollers and the outer race of the No. 4 bearing.

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Page 14 Jan 02
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EFG
No.5 BEARING
CFM56-5C
TRAINING MANUAL
OIL SUPPLY NOZZLE
No.4 BEARING
CTC-134-128-01
BEARINGS LUBRICATION
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Page 15 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL

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BASIC ENGINE
Page 16 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL
THE TURBINE FRAME MODULE
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BASIC ENGINE
Page 1 Jan 02
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EFG
THE TURBINE FRAME MODULE The turbine frame module is one of the engine major structural assemblies, and is located at the rear of the engine.
CFM56-5C
TRAINING MANUAL
Its front section is bolted to the rear flange of the LPT case, and its rear section provides attachment for the exhaust nozzle, the mixer and the center body, which are part of the nacelle. The main structural component of the module is the turbine frame. The turbine frame outer casing has engine rear installation mounts. Its inner hub takes up loads from the rear of the LPT rotor through the No. 5 bearing support, and provides attachment for parts on its front and rear faces.

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Page 2 Jan 02
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EFG
LPT CASE
CFM56-5C
TRAINING MANUAL
ENGINE MOUNTS
INNER HUB OUTER CASING
EXHAUST NOZZLE ATTACHMENT

CTC-134-129-00
TURBINE FRAME MODULE
72-56-00
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Page 3 Jan 02
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EFG
THE TURBINE FRAME MODULE Turbine Frame - General The turbine frame is made of nickel alloy. It consists of a polygonal outer casing and an inner hub, connected with 16 airfoil-shaped struts tangential to the inner hub. The struts decrease thermal and mechanical stresses, and hold a fairing.
CFM56-5C
TRAINING MANUAL
Strut No. 9 accommodates the oil supply tube for the No. 4 and No. 5 bearings and also the oil scavenge tube. The turbine frame has two brackets used for handling and installation on engine storage stands and the outer casing has three clevis mounts for engine installation on the airframe.

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Page 4 Jan 02
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EFG
CLEVIS MOUNT
CFM56-5C
TRAINING MANUAL
FAIRING
OUTER CASING 16 15 OUTER CASE DRAIN TUBE 14
1 2 3
13
INNER HUB FRONT FLANGE STRUT
12
HANDLING 11 BRACKETS 10 OIL SUPPLY TUBE (FLA) 9 OIL SCAVENGE TUBE (ALF) 8
CTC-134-130-00
TURBINE FRAME
72-56-00
BASIC ENGINE
Page 5 Jan 02
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EFG
THE TURBINE FRAME MODULE Turbine Frame Hub - Front The front of the turbine frame hub has two flanges that provide attachment for various components.
CFM56-5C
TRAINING MANUAL
It also provides attachment for the rear inner flange of the oil collector. The oil collector is made of steel alloy and provides containment for the aft oil sump. Its inner front flange is lined with abradable material which mates with the front seal teeth of the rotating air/oil seal, for oil sump sealing and pressurization purposes. - The hub outer flange provides attachment for the rear outer flange of the oil collector and the front of a stream fairing.
- The hub inner flange provides attachment for the outer flange of the No. 5 bearing support, which is made of steel alloy. The supports inner flange receives an adjusting sleeve, which secures the No. 5 bearing outer race in position and allows oil damping of the bearing. The supports forward section has an outer and an inner wall, which mate with the rear seal teeth of the rotating air/oil seal located at the rear of the LPT shaft, thus providing sealing and pressurization of the aft oil sump. The support has machined passages for the circulation of pressurizing air to the oil inlet cover, sump air to the center vent tube, oil to the scavenge tube and oil to the outer race damper.

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BASIC ENGINE
Page 6 Jan 02
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EFG
CFM56-5C
OUTER CASING STREAM FAIRING OUTER FLANGE OIL COLLECTOR ADJUSTING SLEEVE INNER FLANGE
TRAINING MANUAL
FACE MATING WITH OIL SEALS
ADJUSTING SLEEVE
STREAM FAIRING No.5 BEARING SUPPORT FACES MATING WITH AIR SEALS
OIL COLLECTOR
CTC-134-131-00
TURBINE FRAME HUB-FRONT
72-56-00
BASIC ENGINE
Page 7 Jan 02
TOC
EFG
THE TURBINE FRAME MODULE Turbine Frame Hub - Rear
CFM56-5C
TRAINING MANUAL
The rear of the turbine frame hub provides attachment for various components; some on the center section of the No. 5 bearing support, and some on two flanges. - The rear center section of the No. 5 bearing support provides attachment for the front flange of the oil inlet cover and the rear insulation blanket. The oil inlet cover is made of steel alloy and, together with the rear insulation blanket, forms the end boundary of the aft sump. It supports the oil supply tube for the No. 4 and No. 5 bearings, and has a port to connect the damping oil tube. The oil inlet cover also has internal ducts that carry booster discharge air to pressurize the sump rear seals. The covers inner sleeve is lined with abradable material. This provides support and sealing for the rear of the center vent tube. The rear flange of the oil inlet cover provides attachment for a nickel alloy flame arrestor.
- The hub outer flange provides attachment for the back of the fairing, and is fitted with mounting studs for the center body, which is part of the nacelle. There are 8 venting and oil drain tubes, which connect the rear rotating air/oil seals cavity with the centerbody. - The hub inner flange provides attachment for the flange assembly. The flange assembly is made of nickel alloy and it closes the rear of the engine. Its central section receives the flame arrestor. The flame arrestor is the exit point of sump pressurization airflow, and is designed to prevent flame propagation into the engine exhaust system.

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BASIC ENGINE
Page 8 Jan 02
TOC
EFG
GASKET SEAL OIL INLET COVER
CFM56-5C
TRAINING MANUAL
REAR INSULATION BLANKET VENTING AND OIL DRAIN TUBE OIL SUPPLY TUBE
EXHAUST MIXER SUPPORT FLANGE STRUT FAIRING
FLANGE ASSEMBLY
NIPPLE RING O RING
FLAME ARRESTOR OIL SUPPLY TUBE
SCAVENGE TUBE
DAMPING OIL TUBE

CTC-134-132-00
TURBINE FRAME HUB-REAR
72-56-00
BASIC ENGINE
Page 9 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL

72-56-00
BASIC ENGINE
Page 10 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL
ACCESSORY DRIVE MAJOR MODULE
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BASIC ENGINE
Page 1 Jan 02
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EFG
ACCESSORY DRIVE SYSTEM
CFM56-5C
TRAINING MANUAL
At engine start, the accessory drive system transmits external power from the engine air starter to drive the core engine. When the engine is running, the accessory drive system extracts part of the core engine power and transmits it through a series of gearboxes and shafts in order to drive the engine and aircraft accessories. For maintenance tasks, the core can be cranked manually through the Accessory Gearbox. The accessory drive system is located at the 6 oclock position 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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Page 2 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL
INLET GEARBOX (IGB)
FAN FRAME THICK STRUT (6 O'CLOCK)
UPPER RADIAL DRIVE SHAFT (RDS)
LOWER RADIAL DRIVE SHAFT
HORIZONTAL DRIVE SHAFT (HDS)
ACCESSORY GEARBOX (AGB)
TRANSFER GEARBOX (TGB)

CTC-134-134-00
ACCESSORY DRIVE SECTION DESIGN
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Page 3 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL

72-60-00
BASIC ENGINE
Page 4 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL
INLET GEARBOX
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BASIC ENGINE
Page 1 Jan 02
TOC
EFG
THE INLET GEARBOX (IGB)
CFM56-5C
TRAINING MANUAL
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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Page 2 Jan 02
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EFG
No.3 BALL BEARING
CFM56-5C
TRAINING MANUAL
ROTATING AIR/OIL SEAL
HORIZONTAL BEVEL GEAR
COUPLING / LOCKING NUT
RADIAL BEVEL GEAR
CTC-134-135-00
INLET GEARBOX ASSEMBLY
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Page 3 Jan 02
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EFG
THE INLET GEARBOX The horizontal bevel gear The horizontal bevel gear mates with the radial bevel gear to provide rotational torque to the TGB assembly. It is secured onto the HPC forward shaft and carries the No 3 bearing inner race. The horizontal bevel gear has 47 teeth. It is splined to the compressor rotor front shaft and secured to it by a coupling/locking nut.
CFM56-5C
TRAINING MANUAL
The coupling/locking nut is installed in such a way that it rotates independently, but its internal thread secures the HPC front shaft to the horizontal bevel gear. The nut is also used to pull out the core engine rotor during engine disassembly. The nut has teeth on its outer surface to provide sealing with the forward stationary oil seal. The bevel gears outer shaft provides for the inner races of the bearing. The rear end has threads for the installation of a rotating air/oil seal, which also acts as a locking nut for the No 3 ball and roller bearing. EFFECTIVITY ALL CFM56-5C ENGINES FOR A340
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BASIC ENGINE
Page 4 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL
HORIZONTAL BEVEL GEAR TEETH (47)
THREADS
COUPLING/ LOCKING NUT
SPLINES
BEARING JOURNAL THREADS
No.3 BEARING
RADIAL BEVEL GEAR
CTC-134-136-00
72-61-00
BASIC ENGINE
Page 5 Jan 02
TOC
EFG
THE INLET GEARBOX The radial bevel gear The radial bevel gear has 35 teeth.
CFM56-5C
TRAINING MANUAL
It is mounted on 1 ball bearing and 2 roller bearings, one at each end of the bevel gear hub. The gear is internally splined to drive the radial drive shaft, which is removable from the exterior of the engine to allow individual replacement of the IGB. The bearings and gear are lubricated and cooled by oil, supplied through the forward sump oil manifold assembly.

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BASIC ENGINE
Page 6 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL
RADIAL BEVEL GEAR TEETH (35)
BEARING JOURNALS SPLINES ROLLER BEARINGS THREADS OIL SEAL
BALL BEARING
OIL INJECTORS
CTC-134-137-00
RADIAL BEVEL GEAR
72-61-00
BASIC ENGINE
Page 7 Jan 02
TOC
EFG
THE INLET GEARBOX The No 3 bearing
CFM56-5C
TRAINING MANUAL
The No 3 bearing assembly consists of a ball bearing and a roller bearing. The assembly is installed between the IGB housing and the horizontal bevel gear. The No 3 ball bearing acts as the core engine thrust bearing and provides axial positioning of the forward end of the HPC rotor. The roller bearing is located directly after the ball bearing and radially positions the core engine rotor. The bearings and gear are lubricated and cooled by oil, supplied through the forward sump oil manifold assembly.

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BASIC ENGINE
Page 8 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL
No. 3 BALL BEARING FORWARD STATIONARY AIR/OIL SEAL
IGB HOUSING
REAR STATIONARY AIR/OIL SEAL
No.3 ROLLER BEARING
CTC-134-138-00
THRUST BEARING No.3
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EFG
THE INLET GEARBOX The rotating air/oil seal
CFM56-5C
TRAINING MANUAL
The rotating air/oil seal provides the sealing of the aft end of the forward sump and acts as a locknut for the No 3 bearing. Holes between the two aft seal teeth allow passage of sump pressurizing air. Holes passing underneath the forward seal teeth allow oil to be drained into the No 3 bearing cavity. The rotating air/oil seal has internal threads for installation onto the horizontal bevel gear and its front face locks the No 3 bearing inner races in position.

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BASIC ENGINE
Page 10 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL
SEAL TEETH
OIL DRAIN HOLE
THREAD
SUMP PRESSURIZATION HOLES
CTC-134-139-00
72-61-00
BASIC ENGINE
Page 11 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL

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BASIC ENGINE
Page 12 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL
TRANSFER GEARBOX
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BASIC ENGINE
Page 1 Jan 02
TOC
EFG
THE TRANSFER GEARBOX The Radial Drive Shaft (RDS) The Radial Drive Shaft transmits power from the IGB to the TGB. It is installed inside fan frame strut No 6, at 6 oclock. It consists of the radial drive shaft, which comes in two parts and a mid-length bearing. The RDS is hollow and made of steel alloy. It measures approximately 29.52 ins (0.75 m). Both ends are externally splined and connect the IGB bevel gear with the TGB input bevel gear. A foolproof slot is machined on the shaft to avoid inversion of the RDS during installation.
CFM56-5C
TRAINING MANUAL
The lower end of the shaft has a shoulder, which prevents disengagement and ensures correct seating into the gear. The shaft mid-length bearing provides proper centering of the RDS in its housing. Its inner race is mounted halfway up on the RDS and the outer race is part of the RDS housing. EFFECTIVITY ALL CFM56-5C ENGINES FOR A340
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Page 2 Jan 02
TOC
EFG
OIL DISTRIBUTOR INLET GEARBOX
CFM56-5C
TRAINING MANUAL
FAN FRAME NO.6 STRUT RADIAL DRIVE SHAFT SHAFT MID-LENGTH BEARING ROLLER BEARING OUTER RACE FAN CASE
SHOULDER
TGB HOUSING
CTC-134-140-00
THE RADIAL DRIVE SHAFT
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Page 3 Jan 02
TOC
EFG
THE TRANSFER GEARBOX The transfer gearbox (TGB)
CFM56-5C
TRAINING MANUAL
Driven by the RDS, the TGB reduces rotational speed and redirects the torque from the IGB to the AGB, through the horizontal drive shaft. It is secured under the fan frame module at the 6 oclock position and consists of : - The gearbox housing - The input bevel gear - The horizontal bevel gear

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BASIC ENGINE
Page 4 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL
FAN FRAME NO.7 STRUT
FAN CASE RADIAL DRIVE SHAFT
INPUT BEVEL GEAR
HORIZONTAL DRIVE SHAFT
TGB HOUSING
HORIZONTAL BEVEL GEAR HORIZONTAL DRIVE SHAFT HOUSING

CTC-134-141-00
TRANSFER GEARBOX ASSEMBLY
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Page 5 Jan 02
TOC
EFG
THE TRANSFER GEARBOX The gearbox housing
CFM56-5C
TRAINING MANUAL
The TGB housing is made up of two parts bolted together to form one assembly. The housing is made of aluminium alloy. The upper part of the TGB contains an adapter, which fits in the bell-shaped outer end of the RDS housing. The horizontal part provides the attachment to the fan inlet case through a single clevis/link rod mounting arrangement located at the top of the housing. The TGB housing contains 2 oil nozzles for lubrication of the bevel gears and bearings.

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BASIC ENGINE
Page 6 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL
INPUT BEVEL GEAR ADAPTER INPUT BEVEL GEAR HOUSING
CLEVIS
VENT
OIL SUPPLY OIL SCAVENGE
HORIZONTAL BEVEL GEAR HOUSING
CTC-134-142-00
TRANSFER GEARBOX ASSEMBLY
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BASIC ENGINE
Page 7 Jan 02
TOC
EFG
THE TRANSFER GEARBOX The input bevel gear
CFM56-5C
TRAINING MANUAL
The upper part of the TGB houses the input bevel gear, its bearing housing, ball bearing and roller bearing. The input bevel gear has 31 teeth. The bore of the bevel gear is splined at its upper end and engages with the radial drive shaft. Sealing is provided by a seal ring installed externally on the adapter. An oil nozzle (not shown on diagram) supplies a jet of oil directly onto the bevel gear. Another oil nozzle supplies a jet of oil onto the roller bearing. An oil distributor, installed inside the bevel gear and secured by an anti-rotation system, ensures oil distribution to the ball bearing and axial retention of the RDS.

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Page 8 Jan 02
TOC
EFG
SPLINES LUBRICATING HOLES
CFM56-5C
TRAINING MANUAL
ADAPTER SEAL RING TEETH (31) OIL DISTRIBUTOR INPUT BEVEL GEAR ROLLER BEARING BALL BEARING
OIL NOZZLE
CTC-134-143-00
INPUT BEVEL GEAR
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Page 9 Jan 02
TOC
EFG
THE TRANSFER GEARBOX The horizontal bevel gear
CFM56-5C
TRAINING MANUAL
The horizontal part of the TGB includes the housing, the horizontal bevel gear, a ball bearing and a roller bearing. The horizontal bevel gear has 40 teeth. The gear housing is a cast part. The suspension clevis, which attaches to the fan inlet case through a link, is a cast part and integral with the housing. An oil nozzle directs 3 jets of oil into various parts of the horizontal bevel gear. An oil distributor, installed in the bevel gear and attached by an anti-rotation system, permits oil distribution to the bearings. The bore of the bevel gear is splined at its forward end and connects with the Horizontal Drive Shaft (HDS).

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Page 10 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL
ROLLER BEARING BALL BEARING CLEVIS
LUBRICATING HOLES
SPLINES OIL NOZZLE
OIL DISTRIBUTOR
TEETH (40)
HORIZONTAL BEVEL GEAR HOUSING
CTC-134-144-00
72-62-00
BASIC ENGINE
Page 11 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL

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BASIC ENGINE
Page 12 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL
ACCESSORY GEARBOX
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BASIC ENGINE
Page 1 Jan 02
TOC
EFG
THE ACCESSORY GEARBOX The Horizontal Drive Shaft (HDS)
CFM56-5C
TRAINING MANUAL
The Horizontal Drive Shaft provides power transmission between the TGB and the AGB. The coupling tube, bolted between the TGB and AGB housings, is made of aluminium alloy. It protects the HDS and ensures connection with the AGB. A gasket between the tube and the TGB front flange and an O-ring between the tube 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 castellated nut.

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Page 2 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL
CLEVIS LINK ROD MOUNT BRACKET FAN INLET CASE
AGB GASKET HORIZONTAL DRIVE SHAFT COUPLING TUBE

CTC-134-145-00
TGB HOUSING
HORIZONTAL DRIVE SHAFT LOCATION
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Page 3 Jan 02
TOC
EFG
THE ACCESSORY GEARBOX The Accessory Gearbox (AGB) The AGB supports and drives both aircraft and engine accessories.
CFM56-5C
TRAINING MANUAL
The AGB assembly is mounted under the fan inlet case at the 6 oclock position and is secured by 2 clevis mounts with shouldered bushings. The housing is an aluminium alloy casting. The AGB consists of a gear train that reduces and increases the rotational speed to meet the specific drive requirements of each accessory. The AGBs front face has mounting pads for the following equipment : - Lube unit - Hydraulic pump - Hand-cranking drive - Control alternator - Integrated Drive Generator (IDG)
Its rear face connects with the HDS coupling tube and provides mounting pads for : - The fuel pump - The N2 speed sensor - The starter Some of the accessories are installed on the AGB through Quick Attach/Detach (QAD) rings.

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Page 4 Jan 02
TOC
EFG
FUEL PUMP/HMU PAD
CFM56-5C
TRAINING MANUAL
CLEVIS MOUNT
N2 SPEED SENSOR MOUNTING PAD HORIZONTAL DRIVE COUPLING TUBE
LUBRICATION UNIT PAD
STARTER PAD
HYDRAULIC PUMP PAD FWD
HANDCRANKING PAD
CLEVIS MOUNT CONTROL ALTERNATOR PAD IDG PAD
CTC-134-146-00
ACCESSORY GEARBOX HOUSING
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Page 5 Jan 02
TOC
EFG
THE ACCESSORY GEARBOX The gear train
CFM56-5C
TRAINING MANUAL
The gear train is contained in the AGB housing and consists of an arrangement of gear shafts, which drive the accessories. Each gear shaft assembly consists of a spur gear supported by a ball and roller bearing. The gears, their bearings and bearing supports are plugin type systems. They are lubricated by oil distributors, which supply oil jets onto specific areas (bearings and splines). Accessory ratios : - The IDG - The hydraulic pump - The HMU and fuel pump - The lubrication unit - The ECU alternator - The starter - Hand cranking
0.5947 N2 0.256 N2 0.423 N2 0.423 N2 1.342 N2 0.5947 N2 1.04 N2

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Page 6 Jan 02
TOC
EFG
CFM56-5C
100% N2 14460 RPM IGB 35 UPPER RADIAL DRIVE SHAFT
TRAINING MANUAL
47
STARTER 70
HORIZONTAL DRIVE SHAFT
LOWER RADIAL DRIVE SHAFT 31 TGB HMU
IDG 61 40 71 31 HANDCRANKING ECU ALTERNATOR HYDRAULIC PUMP 31
40 FUEL PUMP
71 43 34 43
LUBRICATION UNIT
CTC-134-147-01
ACCESSORY DRIVE SYSTEM GEAR TRAIN
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Page 7 Jan 02
TOC
EFG
THE ACCESSORY GEARBOX Sealing Sealing of the AGB is provided by 2 configurations of carbon-contact seals : - Magnetic type - Spring-loaded type Magnetic seals
CFM56-5C
TRAINING MANUAL
The magnetic-type seal consists of : - A non-magnetic housing, which contains a magnetized mating ring with a polished face and a retaining ring - A rotating seal with carbon material held in a rotating ring This seal type can be used on the following pads : - Integrated Drive Generator (IDG) - Hydraulic pump - Fuel pump

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Page 8 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL
(ASSEMBLED)
(DISASSEMBLED)
NON MAGNETIC SEAL HOUSING
MAGNETIZED RING
O-RING SEALS
RETAINING RING
STATIC PART ROTATING PART O-RING SEAL
LAPPED OR POLISHED CONTACT FACE CARBON CONTACT FACE
CTC-134-148-01
MAGNETIC SEAL
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Page 9 Jan 02
TOC
EFG
THE ACCESSORY GEARBOX Starter drive pad seal On the starter drive pad only, a different configuration of magnetic seal is used. It has a thrust ring, which also acts as a heat sink, installed in between the mating ring and retaining ring.
CFM56-5C
TRAINING MANUAL

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BASIC ENGINE
Page 10 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL
(ASSEMBLED)
STATIC PART O-RING SEAL THRUST RING OIL DRAINING HOLES ROTATING PART O-RING SEAL
(DISASSEMBLED) STATIC PART NON MAGNETIC SEAL HOUSING CARBON CONTACT FACE RETAINING RING THRUST RING MAGNETIZED RING LAPPED OR POLISHED CONTACT FACE
CTC-134-149-01
MAGNETIC SEAL (STARTER DRIVE ONLY)
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Page 11 Jan 02
TOC
EFG
THE ACCESSORY GEARBOX Spring-loaded seals
CFM56-5C
TRAINING MANUAL
The spring-loaded seal is made up of carbon packing and a rotating mating ring with a polished face. The rotating mating ring has 4 lugs that engage in corresponding slots machined in the gear shaft bearing. A housing, which contains the spring-loaded seal, ensures constant contact between the polished face and the carbon seal element. This seal type can be used on the following drive pads : - Integrated Drive Generator (IDG) - Hydraulic pump - Starter - Fuel pump

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Page 12 Jan 02
TOC
EFG
(ASSEMBLED)
CFM56-5C
TRAINING MANUAL
(DISASSEMBLED) CARBON CONTACT FACE SPRING
O-RING SEAL
O-RING SEALS
STATIC PART
ROTATING PART
MATING RING
LUGS
LAPPED OR POLISHED CONTACT FACE
CTC-134-150-01
SPRING LOADED SEAL
72-63-00
BASIC ENGINE
Page 13 Jan 02
TOC
EFG
CFM56-5C
TRAINING MANUAL

72-63-00
BASIC ENGINE
Page 14 Jan 02
TOC

CFM 56 - 5C Basic-Engine

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CFM 56 - 5C Basic-Engine

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TRAINING MANUAL CFM56-5C

EFFECTIVITY ALL CFM56-5C ENGINES FOR A340

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EFFECTIVITY ALL CFM56-5C ENGINES FOR A340

EFFECTIVITY ALL CFM56-5C ENGINES FOR A340

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EFFECTIVITY ALL CFM56-5C ENGINES FOR A340

EFFECTIVITY ALL CFM56-5C ENGINES FOR A340

EFFECTIVITY ALL CFM56-5C ENGINES FOR A340

72-00-03 72-54-00 72-55-00 72-56-00 72-60-00 72-61-00 72-62-00

EFFECTIVITY ALL CFM56-5C ENGINES FOR A340

EFFECTIVITY ALL CFM56-5C ENGINES FOR A340

ABBREVIATIONS & ACRONYMS

EFFECTIVITY ALL CFM56-5C ENGINES FOR A340

CFMI PROPRIETARY INFORMATION

EFFECTIVITY ALL CFM56-5C ENGINES FOR A340

ENGINE BUILDUP UNIT

EFFECTIVITY ALL CFM56-5C ENGINES FOR A340

CFMI PROPRIETARY INFORMATION

HIGH CYCLE FATIGUE HYDRAULIC CONTROL UNIT

EFFECTIVITY ALL CFM56-5C ENGINES FOR A340

M MO MCD MCDU MCL MCT MDDU MEC

OUTSIDE AIR TEMPERATURE OUTLET GUIDE VANE OVERSPEED GOVERNOR

EFFECTIVITY ALL CFM56-5C ENGINES FOR A340

CFMI PROPRIETARY INFORMATION

Q QAD QTY R RAC/SB RACC RAM RCC

QUICK ATTACH DETACH QUANTITY

SOL SOV S/R S/V

EFFECTIVITY ALL CFM56-5C ENGINES FOR A340

UNSCHEDULED ENGINE REMOVAL

WATCHDOG MONITOR WEIGHT OF FUEL METERED WEIGHT ON WHEEL

EFFECTIVITY ALL CFM56-5C ENGINES FOR A340

CFMI PROPRIETARY INFORMATION

ENGLISH/METRIC CONVERSIONS METRIC/ENGLISH CONVERSIONS

EFFECTIVITY ALL CFM56-5C ENGINES FOR A340

INTRODUCTION TO THE CFM56 FAMILY

EFFECTIVITY ALL CFM56-5C ENGINES FOR A340

CFMI PROPRIETARY INFORMATION

EFFECTIVITY ALL CFM56-5C ENGINES FOR A340

DESIGN DEVELOPMENT MANUFACTURING ASSEMBLY

One program manager One customer interface

CFM INTERNATIONAL ORGANIZATION

EFFECTIVITY ALL CFM56-5C ENGINES FOR A340

CFMI PROPRIETARY INFORMATION

EFFECTIVITY ALL CFM56-5C ENGINES FOR A340

CFM56-5C2 (31,200 lbs) CFM56-5C3 (32,500 lbs) CFM56-5C4 (34,000 lbs)

CFM56-5C FOR AIRBUS APPLICATIONS

EFFECTIVITY ALL CFM56-5C ENGINES FOR A340

CFMI PROPRIETARY INFORMATION

5C2 31200 86/30 28300 6.6

5C3 32500 86/30 29400 6.5

5C4 34000 86/30 30060 6.4

- N2 speed limit (red line) 15183

EFFECTIVITY ALL CFM56-5C ENGINES FOR A340

EFFECTIVITY ALL CFM56-5C ENGINES FOR A340

CFMI PROPRIETARY INFORMATION

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EFFECTIVITY ALL CFM56-5C ENGINES FOR A340

EFFECTIVITY ALL CFM56-5C ENGINES FOR A340

CFMI PROPRIETARY INFORMATION

ENGINE GENERAL CONCEPT

DESIGN AND OPERATION

EFFECTIVITY ALL CFM56-5C ENGINES FOR A340

CFMI PROPRIETARY INFORMATION