CFM56-5B Be

TRAINING MANUAL CFM56-5B
BASIC ENGINE
DECEMBER 2000
CTC-063 Level 3
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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 CFM56-5B ENGINES FOR A319-A320-A321

CFMI PROPRIETARY INFORMATION
GENERAL
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This CFMI publication is for Training Purposes Only. The information is accurate at the time of compilation; however, no update service will be furnished to maintain accuracy. For authorized maintenance practices and specifications, consult pertinent maintenance publications. The information (including technical data) contained in this document is the property of CFM International (GE and SNECMA). It is disclosed in confidence, and the technical data therein is exported under a U.S. Government license. Therefore, None of the information may be disclosed to other than the recipient. In addition, the technical data therein and the direct product of those data, may not be diverted, transferred, re-exported or disclosed in any manner not provided for by the license without prior written approval of both the U.S. Government and CFM International.
COPYRIGHT 1998 CFM INTERNATIONAL

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TABLE OF CONTENTS

CONTENTS
BASIC ENGINE
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Chapter
Table of Contents Lexis Intro 72-00-00 72-20-00 72-00-02 72-30-00 72-40-00 72-50-00 72-60-00 Engine General Fan Section Core Engine Major Module
CFM56-5B
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Section
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1 to 2 1 to 8 1 to 8 1 to 10 1 to 24 1 to 4 1 to 6 1 to 6 1 to 12 1 to 12
High Pressure Compressor Section Combustion Section Turbine Section Accessory Drive Section

CONTENTS
BASIC ENGINE
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ABBREVIATIONS & A CRONYMS
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A A/C AC ACARS ACMS ACS ADC ADEPT ADIRU AGB AIDS ALF ALT AMB AMM AOG APU ARINC ATA ATHR ATO B BITE BMC
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AIRCRAFT ALTERNATING CURRENT AIRCRAFT COMMUNICATION ADDRESSING & REPORTING SYSTEM AIRCRAFT CONDITION MONITORING SYSTEM AIRCRAFT CONTROL SYSTEM AIR DATA COMPUTER AIRLINE DATA ENGINE PERFORMANCE TREND AIR DATA AND INERTIAL REFERENCE UNIT 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 BSI BSV BVCS C CBP CCDL CCFG
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BORESCOPE INSPECTION BURNER STAGING VALVE BLEED VALVE CONTROL SOLENOID
(HP) COMPRESSOR BLEED PRESSURE CROSS CHANNEL DATA LINK COMPACT CONSTANT FREQUENCY GENERATOR CCU COMPUTER CONTROL UNIT CCW COUNTER CLOCKWISE CDP (HP) COMPRESSOR DISCHARGE PRESSURE CFDIU CENTRALIZED FAULT DISPLAY INTERFACE UNIT CFDS CENTRALIZED FAULT DISPLAY SYSTEM CFMI JOINT GE/SNECMA COMPANY (CFM INTERNATIONAL) Ch A channel A Ch B channel B CMC CENTRALIZED MAINTENANCE COMPUTER CMM COMPONENT MAINTENANCE MANUAL CG CENTER OF GRAVITY cm.g CENTIMETER x GRAMS CHATV CHANNEL ACTIVE CFDIU CENTRALIZED FAULT DISPLAY INTERFACE UNIT CFDS CENTRALIZED FAULT & DISPLAY SYSTEM CIP(HP) COMPRESSOR INLET PRESSURE

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CIT(HP) CODEP CPU CRT CSD CSI CSN Cu.Ni.In CW D DAC DC DCU DISC DIU DMC DMU DPU DRT E EBU ECAM ECS ECU
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COMPRESSOR INLET TEMPERATURE HIGH TEMPERATURE COATING CENTRAL PROCESSING UNIT CATHODE RAY TUBE CONSTANT SPEED DRIVE CYCLES SINCE INSTALLATION CYCLES SINCE NEW COPPER.NICKEL.INDIUM CLOCKWISE DOUBLE ANNULAR COMBUSTOR DIRECT CURRENT DATA CONVERSION UNIT DISCRETE DIGITAL INTERFACE UNIT DISPLAY MONITORING COMPUTER DATA MANAGEMENT UNIT DIGITAL PROCESSING MODULE DE-RATED TAKE-OFF ENGINE BUILDUP UNIT ELECTRONIC CENTRALIZED AIRCRAFT MONITORING ENVIRONMENTAL CONTROL SYSTEM ELECTRONIC CONTROL UNIT EFH EFIS EGT EICAS EIS EIU EMF EMI EMU EPROM ESN EVMU EWD F FAA FADEC FAR FDRS FEIM FFCCV
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ENGINE FLIGHT HOURS ELECTRONIC FLIGHT INSTRUMENT SYSTEM EXHAUST GAS TEMPERATURE ENGINE INDICATING AND CREW ALERTING SYSTEM ELECTRONIC INSTRUMENT SYSTEM ENGINE INTERFACE UNIT ELECTROMOTIVE FORCE ELECTRO MAGNETIC INTERFERENCE ENGINE MAINTENANCE UNIT ERASABLE PROGRAMMABLE READ-ONLY MEMORY ENGINE SERIAL NUMBER ENGINE VIBRATION MONITORING UNIT ENGINE WARNING DISPLAY FEDERAL AVIATION AGENCY FULL AUTHORITY DIGITAL ENGINE CONTROL FUEL/AIR RATIO FLIGHT DATA RECORDING SYSTEM FIELD ENGINEERING INVESTIGATION MEMO FAN FRAME/COMPRESSOR CASE VERTICAL (VIBRATION SENSOR)
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FI FLA FLX TO FMGC FMS FMV FOD FPA FPI FRV FWC FWD G GE GEM GI g.in GMT GSE H HCF HCU HDS HMU HP HPC HPCR
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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 FLIGHT WARNING COMPUTER FORWARD 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 HORIZONTAL DRIVE SHAFT HYDROMECHANICAL UNIT HIGH PRESSURE HIGH PRESSURE COMPRESSOR HIGH PRESSURE COMPRESSOR ROTOR HPSOV HPT HPTC HPTCC
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HIGH PRESSURE SHUTOFF VALVE HIGH PRESSURE TURBINE HIGH PRESSURE TURBINE CLEARANCE HIGH PRESSURE TURBINE CLEARANCE CONTROL HPTCCV HIGH PRESSURE TURBINE CLEARANCE CONTROL VALVE HPTR HIGH PRESSURE TURBINE ROTOR Hz HERTZ (CYCLES PER SECOND) I IDG ID PLUG IFSD IGB IGN IGV in. I/O IOM IR K K L lbs. LCF LE (L/E) L/H INTEGRATED DRIVE GENERATOR IDENTIFICATION PLUG IN FLIGHT SHUT DOWN INLET GEARBOX IGNITION INLET GUIDE VANE INCH INPUT/OUTPUT INPUT OUTPUT MODULE INFRA RED X 1000 POUNDS, WEIGHT LOW CYCLE FATIGUE LEADING EDGE LEFT HAND

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LP LPC LPT LPTC LPTCC LPTR LRU LVDT M MO MCD MCL MCDU MCL MCT MDDU mm. MMEL MTBF MTBR N N1 (NL)
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LOW PRESSURE LOW PRESSURE COMPRESSOR LOW PRESSURE TURBINE LOW PRESSURE TURBINE CLEARANCE LOW PRESSURE TURBINE CLEARANCE CONTROL LOW PRESSURE TURBINE ROTOR LINE REPLACEABLE UNIT LINEAR VARIABLE DIFFERENTIAL TRANSFORMER AIRCRAFT SPEED MACH NUMBER MASTER CHIP DETECTOR MAXIMUM CLIMB MULTIPURPOSE CONTROL AND DISPLAY UNIT MAXIMUM CLIMB MAXIMUM CONTINUOUS THRUST MULTIPURPOSE DISK DRIVE UNIT MILLIMETERS MAIN MINIMUM EQUIPMENT LIST MEAN TIME BETWEEN FAILURES MEAN TIME BETWEEN REMOVALS LOW PRESSURE ROTOR ROTATIONAL SPEED N1ACT N1DMD N1CMD N2 (NH) N2ACT NVM O OAT OGV OSG P P0 P25 PCU PLA PMC PMUX PS12 PS13 PS3HP psi psia psid psig
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ACTUAL N1 DEMANDED N1 COMMANDED N1 HP ROTOR ROTATIONAL SPEED ACTUAL N2 NON VOLATILE MEMORY OUTSIDE AIR TEMPERATURE OUTLET GUIDE VANE OVERSPEED GOVERNOR AMBIENT STATIC PRESSURE HPC INLET TOTAL AIR TEMPERATURE PRESSURE CONVERTER UNIT 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 GAUGE
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PSM PSS PSU PT PT2 Q QAD QTY
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POWER SUPPLY MODULE (ECU) PRESSURE SUB-SYSTEM POWER SUPPLY UNIT TOTAL PRESSURE FAN INLET TOTAL AIR PRESSURE (PRIMARY FLOW) QUICK ATTACH DETACH QUANTITY RANDOM ACCESS MEMORY RADIAL DRIVE SHAFT RIGHT HAND REVOLUTIONS PER MINUTE RESISTIVE THERMAL DEVICE ROOM TEMPERATURE VULCANIZING (MATERIAL) ROTARY VARIABLE DIFFERENTIAL TRANSFORMER SINGLE ANNULAR COMBUSTOR STARTER AIR VALVE SERVICE BULLETIN SIGNAL CONDITIONING UNIT SYSTEM DISPLAY SYSTEM DATA ACQUISITION CONCENTRATOR SOURCE/DESTINATION IDENTIFIER (BITS) (CF ARINC SPEC) SDU SER SFC SG SLS
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R RAM RDS R/H RPM RTD RTV RVDT S SAC SAV SB SCU SD SDAC SDI
SOLENOID DRIVER UNIT SERVICE EVALUATION REQUEST SPECIFIC FUEL CONSUMPTION SPECIFIC GRAVITY SEA LEVEL STANDARD (CONDITIONS : 29.92 in. Hg/59 F) SMM STATUS MATRIX SMP SOFTWARE MANAGEMENT PLAN S/N SERIAL NUMBER SNECMA SOCIETE NATIONALE DETUDE ET DE CONSTRUCTION DE MOTEURS DAVIATION SOAP SPECTROMETRIC OIL ANALYSIS PROGRAM SOL SOLENOID SOV SHUT-OFF VALVE S/R SERVICE REQUEST S/V SHOP VISIT SVR SHOP VISIT RATE SW SOFTWARE T T12 T25 T3 T49.5 T5 FAN INLET TOTAL AIR TEMPERATURE HPC INLET AIR TEMPERATURE HP COMPRESSOR DISCHARGE AIR TEMPERATURE EXHAUST GAS TEMPERATURE LPT DISCHARGE TOTAL AIR TEMPERATURE

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TAT TBD TBV T/E T/C TC (T Case) TCC TCJ TECU TEO TGB Ti TLA TM TMC TO/GA T/O T oil TPU T/R TRA TRDV TRF TRPV
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TOTAL AIR TEMPERATURE TO BE DETERMINED TRANSIENT BLEED VALVE TRAILING EDGE THERMOCOUPLE HPT CASE TEMPERATURE TURBINE CLEARANCE CONTROL TEMPERATURE COLD JUNCTION ELECTRONIC CONTROL UNIT INTERNAL TEMPERATURE ENGINE OIL TEMPERATURE TRANSFER GEARBOX TITANIUM THRUST LEVER ANGLE TORQUE MOTOR TORQUE MOTOR CURRENT TAKE OFF/GO AROUND TAKE OFF OIL TEMPERATURE TRANSIENT PROTECTION UNIT THRUST REVERSER THROTTLE RESOLVER ANGLE THRUST REVERSER DIRECTIONAL VALVE TURBINE REAR FRAME THRUST REVERSER PRESSURIZING VALVE TRSOV TSI TSN TTL U UER V VAC VBV VDC VDT VRT VSV W WDM WFM WOW
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THRUST REVERSER SHUTOFF VALVE TIME SINCE INSTALLATION (HOURS) TIME SINCE NEW (HOURS) TRANSISTOR TRANSISTOR LOGIC 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 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 25.4 mm 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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INTRODUCTION TO THE CFM56 FAMILY
INTRO
BASIC ENGINE
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INTRODUCTION TO THE CFM56 FAMILY The CFM56 engine, a high by-pass, dual rotor, axial flow turbofan, was designed in the mid 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
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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-063-001-01
CFM INTERNATIONAL ORGANIZATION
INTRO
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INTRODUCTION TO THE CFM56 FAMILY Engine Applications The following chart shows the various engine models for the Airbus A319-A320-A321 aircraft. The engine used on these aircraft is the CFM56-5B, which has several different thrust ratings ranging from 22000 to 33000 lbs.
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CFM56-5B5 (22,000 lbs) CFM56-5B5/2 (22,000 lbs) CFM56-5B5/P (22,000 lbs) CFM56-5B5/2P (22,000 lbs) CFM56-5B6 (23,500 lbs) CFM56-5B6/2 (23,500 lbs) CFM56-5B6/P (23,500 lbs) CFM56-5B6/2P (23,500 lbs) CFM56-5B7/P (27,000 lbs) CFM56-5B4 (27,000 lbs) CFM56-5B4/2 (27,000 lbs) CFM56-5B4/P (27,000 lbs) CFM56-5B4/2P (27,000 lbs) CFM56-5B1 (30,000 lbs) CFM56-5B1/2 (30,000 lbs) CFM56-5B1/P (30,000 lbs) CFM56-5B1/2P (30,000 lbs) CFM56-5B2 (31,000 lbs) CFM56-5B2/2 (31,000 lbs) CFM56-5B2/P (31,000 lbs) CFM56-5B2/2P (31,000 lbs) CFM56-5B3/P (33,000 lbs) CFM56-5B3/2P (33,000 lbs)
CFM56-5B
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CFM56-5B FOR AIRBUS APPLICATIONS
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CFM56-5B MAIN CHARACTERISTICS Type of engine Arrangement Rotation Compressors - Low Pressure: Fan Booster Turbo fan Two spool axial flow Clockwise (ALF)
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Stage 1 Stages 2 to 5 Stages 1 to 9
- High Pressure: HP Compressor Combustion chamber Turbines - HP Turbine - LP Turbine Weight Overall dimensions - Length - Height - Width
Annular SAC (option DAC) Single stage Four stages 2381 kg (5249 lbs) 2.94m (115.86 ins) 2.14m (83.65 ins) 1.97m (77.88 ins)

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ENGINE GENERAL
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ENGINE GENERAL CONCEPT The CFM56-5B engine is a high by-pass, dual rotor, axial flow turbofan. It is supported by the wing pylon and streamlined by cowlings. Air is sucked into the intake by the fan blades and split into two flow paths, the Primary and the Secondary. The primary airflow passes through the inner portion of the fan blades and is directed into a booster (LPC). The airflow then enters a High Pressure Compressor (HPC) and goes to a combustor. Mixed with fuel and ignited, the gas flow provides energy to a High Pressure Turbine (HPT) and a Low Pressure Turbine (LPT). The secondary airflow passes through the outer portion of the fan blades, the Outlet Guide Vanes (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.
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SECONDARY FLOW
PRIMARY FLOW
THRUST REVERSER
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DESIGN AND OPERATION
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ENGINE GENERAL CONCEPT The CFM56-5B engine uses a maintenance concept called On Condition Maintenance. This means that the engine has no periodic overhaul schedules and can remain installed under the wing until something important occurs, or when lifetime limits of parts are reached. For this reason, to monitor and maintain the health of the engine, different tools are available, which are : - Engine performance trend monitoring - Borescope inspection - Lubrication particles analysis - Spectrometric Oil Analysis Program (S.O.A.P) - Engine vibration monitoring system
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TREND MONITORING
VIBRATION MONITORING
BORESCOPE INSPECTION
LUBE PARTICLE ANALYSIS
S.O.A.P.
CTC-063-009-02
CONDITION MONITORING
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ENGINE GENERAL CONCEPT The CFM56-5B engine consists of two independent rotating systems : - The low pressure system rotational speed is designated N1. - The high pressure system rotational speed is designated N2. The engine rotors are supported by 5 bearings, identified in manuals as numbers 1 thru 5, where No. 1 is the most forward and No. 5 the most aft. These bearings are housed in 2 dry sump cavities provided by the fan and turbine frames. Engine structural rigidity is obtained with short lengths between two main structures (frames). The accessory drive system uses energy from the high pressure compressor rotor to drive the engine and aircraft accessories. It also plays a major role in starting.
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5 BEARINGS
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ACCESSORY DRIVE
LP SYSTEM 2 FRAMES HP SYSTEM 2 SUMPS
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ENGINE GENERAL CONCEPT
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ENGINE GENERAL CONCEPT The CFM56-5B 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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FAN MAJOR MODULE
CORE ENGINE MAJOR MODULE
LOW PRESSURE TURBINE MAJOR MODULE
ACCESSORY DRIVE MODULE

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MODULAR DESIGN
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FAN SECTION
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FAN SECTION The fan section is at the front of the engine and, downstream from the air inlet cowl, the section includes the fan and booster module and fan frame module. The purposes of the fan and booster are : - to accelerate air overboard to generate thrust. - to increase the pressure of the air directed to the High Pressure Compressor (HPC). After entering the air inlet cowl, the total engine airflow passes through the fan rotor, which increases the 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.
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AIR INLET COWL
FAN SECTION MODULE
AIR OVERBOARD AIR TO THE BOOSTER
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FAN SECTION
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FAN AND BOOSTER MODULE The Fan and Booster module consists of : - a spinner front cone - a spinner rear cone - a single stage fan rotor - a four stage axial booster The spinner front cone is designed to minimize ice buildup and is attached to the spinner rear cone. The spinner rear cone holds the blades axially in position of the fan disk. The fan disk supports the mid-span shrouded fan blades and a booster spool. The booster spool accommodates booster blade stages, numbers 2 thru 5. The booster vane assembly stages, numbers 1 thru 5, are stacked and mounted on the fan frame.
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FAN ROTOR
BOOSTER
SPINNER REAR CONE
SPINNER FRONT CONE

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FAN AND BOOSTER DESIGN
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FAN AND BOOSTER MODULE (CONTINUED) Spinner front cone Interference fit and single angular mounting positions are characteristics of the installation of the front and rear cone onto the fan disk. The spinner front cone has an offset hole on its rear flange, identified by an indent mark, to ensure correct alignment for installation onto the rear cone front flange. The rear flange has 6 mounting screw locations and 3 threaded inserts, located every 120, for installation of jackscrews used in removal procedures.
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OFFSET HOLE INDENT MARK MOUNTING SCREW
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6 MOUNTING SCREW LOCATIONS
3 JACKSCREW LOCATIONS
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SPINNER FRONT CONE
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FAN AND BOOSTER MODULE (CONTINUED) Spinner rear cone The front flange of the spinner rear cone has 6 line replaceable, crimped, self-locking nuts. The inner rear flange has 12 mounting screw holes, for installation onto the fan disk, and there are a further 6 threaded holes for the installation of jackscrews used in rear cone removal procedures. Both front and rear flanges have an offset hole to ensure correct installation and they are identified by indent marks. The rear cone also has an integrated air seal that is glued to its inner rear flange.
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REAR FLANGE
GLUED SEAL
CRIMPED SELF - LOCKING NUTS 12 MOUNTING SCREW HOLES
JACKSCREW HOLE
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REAR CONE
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FAN AND BOOSTER MODULE (CONTINUED) Spinner rear cone (continued) The rear cone prevents axial disengagement of spacers used in the fan blade retention system. It also supports a series of balancing screws that are installed on its outer diameter. There are two sets of balancing screws available and the screws in each set are identified as either P01 to P07 or, P08 to P14. The numbers, which are engraved on the screw heads, are equivalent to various weights. An indent mark is located in between two balancing screws for correct installation of the rear cone onto the fan disk and for identification of fan blade No.1.
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FAN BLADE
FAN BLADE
SPACER FAN DISK BALANCING SCREWS INDENT MARK
BALANCING SCREWS
CTC-063-014-01
SPACER
REAR CONE
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FAN AND BOOSTER MODULE (CONTINUED) Fan disk The fan disk outer rim has 36 dovetail recesses for the installation of the fan blades. The inner front flange has an imprint to identify an offset hole for rear cone installation. There are also two identification marks engraved on either side of blade recesses No.1 and 5.
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SPHERICAL IMPRINT
1
5
5
OFFSET HOLE
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FAN DISK FRONT FLANGE
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FAN AND BOOSTER MODULE (CONTINUED) Fan blades There are 36 titanium alloy, mid-span shrouded fan blades. Each blade has a dovetail base that slides into a recess on the fan disk outer rim. A retainer lug, machined at the rear end of the blade root, engages the forward flange of the booster spool and limits axial movements. A spacer, installed underneath each blade, limits the radial movement.
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36 FAN BLADES
RETAINER LUG DISK
SPACER
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FAN BLADES
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FAN AND BOOSTER MODULE (CONTINUED) Fan blades (continued) Each blade has specific indications engraved on the bottom of the root : - Part number - Serial number - Momentum weight - Manufacturer code The fan blade root faces have an anti-friction plasma coating (Cu-Ni-In) and a top coat of cured molybdenumbase film varnsh, 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.
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TOC
EF G
MOMENTUM WEIGHT
206740
F0301 337-000-114-0 F0491 J023493
CFM56-5B
TRAINING MANUAL
MANUFACTURER CODE PART NUMBER
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-063-017-01
HARD COATING SURFACE
FAN BLADE ROOT
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Page 17 Dec 00
TOC
FAN FRAME MODULE The fan frame module is the main forward structure for mounting the engine onto the airframe. It supports the fan and booster module, the HPC and cowls. The fan frame module consists of the following 3 major assemblies : - The fan frame - The downstream fan inlet case - The upstream fan inlet case
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CFM56-5B
TRAINING MANUAL

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Page 18 Dec 00
TOC
EF G
OUTER FLANGES OUTER RIBS
CFM56-5B
TRAINING MANUAL
FAN FRAME
MOUNTING FLANGE
FAN ABRADABLE LINER
DOWNSTREAM FAN INLET CASE UPSTREAM FAN INLET CASE
CTC-063-018-01
FAN FRAME MODULE
72-20-00
BASIC ENGINE
Page 19 Dec 00
TOC
FAN FRAME MODULE (CONTINUED) Fan inlet case The inner surface of the upstream fan inlet case is lined with 6 forward acoustical panels, 6 mid acoustical panels and provides an abradable shroud which faces the fan blade tips. The inner surface of the downstream fan inlet case is lined with 12 aft acoustical panels. The fan inlet case also houses the Outlet Guide Vane (OGV) assembly. Fan frame The fan frame has 12 radial hollow struts that house various equipment and lines. Compartments formed between the adjacent struts house Variable Bleed Valve (VBV) actuators which, under certain conditions, redirect primary air into the secondary airflow. The rear face of the fan frame mid section provides the front mounts for the engine and the front flange for the High Pressure Compressor (HPC) section.
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TRAINING MANUAL

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Page 20 Dec 00
TOC
EF G
ABRADABLE SHROUD
CFM56-5B
TRAINING MANUAL
FAN AFT FAN ACOUSTICAL FRAME PANELS CASING
FAN FORWARD ACOUSTICAL PANELS
FAN MID ACOUSTICAL PANELS
OUTLET GUIDE VANE
STRUT
FRONT ENGINE MOUNT
VBV ACTUATOR
CTC-063-019-01
FAN INLET CASE DESIGN
72-20-00
BASIC ENGINE
Page 21 Dec 00
TOC
FAN FRAME MODULE (CONTINUED) The Outlet Guide Vane (OGV) assembly The fan OGV assembly consists of the inner shroud and 34 twin vanes. The inner shroud rear flange is bolted to the fan frame and has 34 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 downstream 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 3 and 4 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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TRAINING MANUAL

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Page 22 Dec 00
TOC
EF G
OUTLET GUIDE VANE
CFM56-5B
TRAINING MANUAL
OUTER PLATFORM
OGV INNER SHROUD
UNPLUGGED BORESCOPE HOLES
S0
S0
SPLITTER FAIRING
OGV
INNER PLATFORM
CTC-063-020-02
FAN OUTLET GUIDE VANES
72-20-00
BASIC ENGINE
Page 23 Dec 00
TOC
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CFM56-5B
TRAINING MANUAL

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Page 24 Dec 00
TOC
EFG
CFM56-5B
TRAINING MANUAL
72-00-02
BASIC ENGINE
Page 1 Dec 00
TOC
CORE ENGINE MAJOR MODULE The core engine is a high pressure, high speed, gas generator that produces the power to drive the engine. The core engine consists of the : - The High Pressure Compressor (HPC) section. - The Combustion section. - The High Pressure Turbine (HPT) section & the Low Pressure Turbine (LPT) stage 1 nozzle. Fan discharge air is compressed in the HPC section and heated and expanded in the combustion section. It is then directed to the HPT section. Energy not extracted from the gas stream by the HPT is used to drive the LPT, fan rotors and booster. The forward end of the core is supported by the No 3 ball and roller bearings and the aft end by the No 4 roller bearing.
EFG
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TRAINING MANUAL

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BASIC ENGINE
Page 2 Dec 00
TOC
EFG
HIGH PRESSURE COMPRESSOR STATOR
CFM56-5B
TRAINING MANUAL
COMBUSTION CASE
COMBUSTION SECTION HIGH PRESSURE TURBINE SECTION
HPC STATOR HIGH PRESSURE COMPRESSOR ROTOR STAGE 1 LPT NOZZLES
#3 BEARING #4 BEARING
HPC SECTION
CTC-063-039-00
72-00-02
BASIC ENGINE
Page 3 Dec 00
TOC
EFG
CFM56-5B
TRAINING MANUAL

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BASIC ENGINE
Page 4 Dec 00
TOC
EFG
CFM56-5B
TRAINING MANUAL
HIGH PRESSURE COMPRESSOR SECTION
72-30-00
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Page 1 Dec 00
TOC
THE HIGH PRESSURE COMPRESSOR (HPC) The High Pressure Compressor (HPC) is mounted between the fan frame module and the combustion case. The HPC, which has 9 stages, increases the pressure of the air as it passes from stage to stage, to supply the combustor section. It consists of the following modules : - The compressor rotor - The compressor stator The compressor stator is made up of two parts. The front is supported by the fan frame and the rear is attached to the combustion case. The HPC has pipe connections that duct bleed air for both engine and aircraft use.
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TRAINING MANUAL

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Page 2 Dec 00
TOC
EFG
CFM56-5B
TRAINING MANUAL
HIGH PRESSURE COMPRESSOR FRONT STATOR HIGH PRESSURE COMPRESSOR REAR STATOR HIGH PRESSURE COMPRESSOR ROTOR
4th. STAGE BLEED AIR
CTC-063-021-01
HP COMPRESSOR SECTION
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Page 3 Dec 00
TOC
THE HIGH PRESSURE COMPRESSOR (HPC) Borescope ports The lower stator case has a series of plugged ports to allow for borescope inspection of the rotor and stator vanes. There are 9 borescope inspection ports located at approximately the 5 oclock position and they are numbered S1 thru S9, where S1 is the most forward. S7, S8 and S9 plugs are double plugs connected by a shaft. A spring-loaded system enables the outer plug to drive the inner plug. Both inner and outer plugs have specific torque values.
EFG
CFM56-5B
TRAINING MANUAL

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Page 4 Dec 00
TOC
EFG
FWD S6
CFM56-5B
S4 S3 S2 S1 S9
TRAINING MANUAL
S5
TOP VERTICAL
S8 S7
S1 TO S9 AFT LOOKING FOR WARD
S6 BORESCOPE PLUG ( S1 TO S6 ) S9 BORESCOPE PLUG ASSEMBLY ( S7 TO S9 )

CTC-063-031-01
S7 S9 S8
S6
S5
S4
S3
S2
HPC BORESCOPE PORTS
S1
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Page 5 Dec 00
TOC
EFG
CFM56-5B
TRAINING MANUAL

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BASIC ENGINE
Page 6 Dec 00
TOC
EFG
CFM56-5B
TRAINING MANUAL
COMBUSTION SECTION
72-40-00
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Page 1 Dec 00
TOC
THE COMBUSTION SECTION The combustion section is located between the High Pressure Compressor (HPC) and the Low Pressure Turbine (LPT). Air from the HPC is mixed with fuel, supplied by 20 fuel nozzles. The mixture is ignited by 2 igniter plugs that are located at the 4 and 8 o clock positions. The front face of the combustor is attached to the rear of the compressor module. The rear section of the combustion case houses the HPT module. The combustion section also supplies HPC 9th stage bleed air for both aircraft and engine use.
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TRAINING MANUAL

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Page 2 Dec 00
TOC
EFG
CFM56-5B
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-063-022-02
COMBUSTOR DESIGN
72-40-00
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Page 3 Dec 00
TOC
THE COMBUSTION SECTION (CONTINUED) Borescope ports There are 4 plugged ports (S12, S13, S14, S15) around the combustion case, which enable borescope inspection of the combustion chamber. Two other ports are available, using the spark igniter ports S10 and S11, which can also be used to inspect the High Pressure Turbine (HPT) blades.
EFG
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TRAINING MANUAL

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Page 4 Dec 00
TOC
EFG
CFM56-5B
TRAINING MANUAL
BORESCOPE PORT LOCATIONS (ALF)
S12
S15 S13
COMBUSTION CASE
S11 IGNITER
S10 IGNITER S14
BORESCOPE PLUG S12, S13, S14, S15
FWD
IGNITER (S10, S11)
CTC-063-032-01
COMBUSTION CASE BORESCOPE PORTS
72-40-00
BASIC ENGINE
Page 5 Dec 00
TOC
EFG
CFM56-5B
TRAINING MANUAL

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BASIC ENGINE
Page 6 Dec 00
TOC
EFG
CFM56-5B
TRAINING MANUAL
TURBINE SECTION
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Page 1 Dec 00
TOC
TURBINE SECTION The turbine section provides the necessary power to drive the compressor rotors. It consists of the : - High Pressure Turbine (HPT) - Low Pressure Turbine (LPT) Engine cooling Air from the 4th stage of the HPC is ducted through 4 pipes, to cool down the LPT stage 1 nozzle and the front cavity. Air from the 4th and 9th stage of the HPC goes through the HPTCC valve and is ducted through 2 pipes, to cool down the cavity that surrounds the HPT shroud.
EFG
CFM56-5B
TRAINING MANUAL
High Pressure Turbine (HPT) The HPT module is housed in the combustion case and consists of a single stage nozzle that directs the gas flow from the combustion chamber to the HPT rotor blades that drive the HPC rotor. The LPT stage 1 nozzle is also housed in the combustion case.

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Page 2 Dec 00
TOC
EFG
CFM56-5B
TRAINING MANUAL
HPC 4th / 9th STAGE COOLING AIR COMBUSTOR CASE
HPC 4th STAGE COOLING AIR
LPT STATOR
STAGE 1 LPT NOZZLE HPT NOZZLE HPT SHROUD HPT ROTOR
HPTCC VALVE
CTC-063-023-02
HPT & STAGE 1 LPT NOZZLE ASSY.
72-50-00
BASIC ENGINE
Page 3 Dec 00
TOC
TURBINE SECTION (CONTINUED) HPT borescope ports 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. gniter ports S10 and S11, and combustion case ports S12 through S15 are used to inspect the leading edge of the HPT blades.
EFG
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TRAINING MANUAL

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Page 4 Dec 00
TOC
EFG
CFM56-5B
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-063-033-01
HPT BORESCOPE PORTS
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Page 5 Dec 00
TOC
TURBINE SECTION (CONTINUED) Low Pressure Turbine (LPT) The LPT module converts the energy of combustion gasses into the necessary torque to drive the fan and booster rotor. The LPT is a 4 stage axial flow turbine that consists of a rotor and stator assembly. The LPT module front flange is mounted onto the rear flange of the combustor module. Its rear flange is attached onto the LPT frame and its inner flange is secured onto the LPT shaft. Fan discharge air is ducted through manifolds that are provided with orifices, to direct cooling air onto the LPT outer case.
EFG
CFM56-5B
TRAINING MANUAL

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Page 6 Dec 00
TOC
EFG
CFM56-5B
TURBINE FRAME LPT ROTOR / STATOR ASSEMBLY UPPER COOLING MANIFOLD
TRAINING MANUAL
TUBE SUPPORT
AIR MANIFOLD
LOWER COOLING MANIFOLD

CTC-063-034-00
LPT SHAFT
LOW PRESSURE TURBINE MODULE
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BASIC ENGINE
Page 7 Dec 00
TOC
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. It is made up of a hub and an outer casing. The turbine frame module is bolted to the rear flange of the LPT case. Its rear flange provides attachment for the exhaust nozzle and exhaust plug. The outer casing is equipped with mounts for rear engine installation on the airframe. The aft side of the turbine frame provides support and attachment for : - the flange assembly and, at its center, the flame arrestor. - the exhaust plug.
EFG
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TRAINING MANUAL

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TOC
EFG
LPT CASE
CFM56-5B
TRAINING MANUAL
ENGINE MOUNTS STRUT EXHAUST PLUG (NOT SHOWN)
FLAME ARRESTOR
FLANGE ASSEMBLY
OVERBOARD SEAL DRAIN TUBE
CTC-063-037-01
TURBINE FRAME MODULE
72-50-00
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Page 9 Dec 00
TOC
TURBINE SECTION (CONTINUED) There are 5 borescope ports for inspection of the LPT blades. Ports S16 and S17, which are located at the 5 and 8 oclock positions respectively, are used to examine the LPT stage 1 blade leading edge. Ports 18, 19 and 20, at the 5 oclock position, are located between stages 1, 2 and 3.
EFG
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TRAINING MANUAL

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Page 10 Dec 00
TOC
EFG
CFM56-5B
BORESCOPE PORT LOCATIONS (ALF)
TRAINING MANUAL
S17 S16, S18, S19, S20
S18
S16, S17 S18 S19 S20 FWD S20 S19 S16
CTC-063-035-01
LPT BORESCOPE PORTS
72-50-00
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Page 11 Dec 00
TOC
EFG
CFM56-5B
TRAINING MANUAL

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BASIC ENGINE
Page 12 Dec 00
TOC
EFG
CFM56-5B
TRAINING MANUAL
ACCESSORY DRIVE SECTION
72-60-00
BASIC ENGINE
Page 1 Dec 00
TOC
ACCESSORY DRIVE SECTION The accessory drive system is located at the 6 oclock position. In order to drive the engine and aircraft accessories, part of the core engine power is extracted through the Inlet Gearbox (IGB) and transmitted through the following gearboxes and shafts : - Radial Drive Shaft (RDS) - Transfer Gearbox (TGB) - Horizontal Drive Shaft (HDS) - Accessory Gearbox (AGB) At engine start, the accessory drive system transmits external power from the engine air starter to drive the core engine. For maintenance tasks, there is a hand-cranking pad on the AGB that is used to manually turn the core engine.
EFG
CFM56-5B
TRAINING MANUAL

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Page 2 Dec 00
TOC
EFG
CFM56-5B
TRAINING MANUAL
INLET GEARBOX (IGB)
RADIAL DRIVE SHAFT (RDS)
HORIZONTAL DRIVE SHAFT (HDS)
ACCESSORY GEARBOX (AGB) TRANSFER GEARBOX (TGB)

CTC-063-026-01
ACCESSORY DRIVE SECTION DESIGN
72-60-00
BASIC ENGINE
Page 3 Dec 00
TOC
THE ACCESSORY GEARBOX (AGB) The AGB assembly is mounted under the fan inlet case at the 6 oclock position and is secured by 2 clevis mounts. The AGB consists of a gear train that reduces and increases the rotational speed to drive various engine and aircraft accessories. The AGBs front face has mounting pads for the following equipment : - Lube unit - Hydraulic pump - Hand-cranking drive - Control alternator - Integrated Drive Generator (IDG) The AGBs rear face connects with the Horizontal Drive Shaft (HDS) coupling tube and provides mounting pads for : - The fuel pump - The starter - The N2 speed sensor The fuel pump and IDG are installed on the AGB through Quick Attach/Detach (QAD) rings.
EFG
CFM56-5B
TRAINING MANUAL

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Page 4 Dec 00
TOC
EFG
FUEL PUMP/HMU PAD N2 SPEED SENSOR MOUNTING PAD HORIZONTAL DRIVE COUPLING TUBE
CFM56-5B
TRAINING MANUAL
CLEVIS MOUNT
LUBRICATION UNIT PAD
STARTER PAD
HYDRAULIC PUMP PAD FWD
HANDCRANKING PAD CLEVIS MOUNT IDG PAD
CONTROL ALTERNATOR PAD
CTC-063-027-00
ACCESSORY GEARBOX HOUSING
72-60-00
BASIC ENGINE
Page 5 Dec 00
TOC
THE ACCESSORY GEARBOX (CONTINUED) Sealing Sealing of the AGB is provided by 2 configurations of carbon-contact seals : - Magnetic type - Spring-loaded type Magnetic seals The magnetic-type seal consists of : - a non-magnetic housing, which contains a magnetized mating ring with a polished face and a retaining ring. - a rotating seal with carbon material held in a rotating ring. This type of seal can be used on the following pads : - Integrated Drive Generator (IDG) - Hydraulic pump - Fuel pump
EFG
CFM56-5B
TRAINING MANUAL

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Page 6 Dec 00
TOC
EFG
(ASSEMBLED)
CFM56-5B
TRAINING MANUAL
(DISASSEMBLED) NON MAGNETIC SEAL HOUSING
MAGNETIZED RING RETAINING RING
O-RING SEALS
STATIC PART ROTATING PART O-RING SEAL
LAPPED OR POLISHED CONTACT FACE CARBON CONTACT FACE
CTC-068-028-01
MAGNETIC SEAL
72-60-00
BASIC ENGINE
Page 7 Dec 00
TOC
THE ACCESSORY GEARBOX (CONTINUED) Starter drive pad seal On the starter drive pad only, a different configuration of magnetic seal is used. It has a thrust ring, which also acts as a heat sink, installed in between the mating ring and retaining ring.
EFG
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TRAINING MANUAL

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Page 8 Dec 00
TOC
EFG
CFM56-5B
(ASSEMBLED)
TRAINING MANUAL
O-RING SEAL
STATIC PART
OIL DRAINING HOLES ROTATING PART O-RING SEAL (DISASSEMBLED) NON MAGNETIC SEAL HOUSING CARBON CONTACT FACE
THRUST RING
STATIC PART RETAINING RING THRUST RING MAGNETIZED RING
LAPPED OR POLISHED CONTACT FACE
CTC-063-029-01
MAGNETIC SEAL (STARTER DRIVE ONLY)
72-60-00
BASIC ENGINE
Page 9 Dec 00
TOC
THE ACCESSORY GEARBOX (CONTINUED) Spring-loaded seals Spring-loaded seals have a rotating mating ring with 4 lugs that engage in corresponding slots machined in the gear shaft bearing. A housing, which contains the spring-loaded seal, ensures constant contact between the polished face and the carbon seal element. This type of seal can be used on the following drive pads: - Integrated Drive Generator (IDG) - Hydraulic pump - Starter - Fuel pump
EFG
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TRAINING MANUAL

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Page 10 Dec 00
TOC
EFG
CFM56-5B
TRAINING MANUAL
CARBON CONTACT FACE
(DISASSEMBLED)
(ASSEMBLED) O-RING SEAL O-RING SEALS
STATIC PART
ROTATING PART
MATING RING
LUGS
LAPPED OR POLISHED CONTACT FACE
CTC-063-030-01
SPRING LOADED SEAL
72-60-00
BASIC ENGINE
Page 11 Dec 00
TOC
EFG
CFM56-5B
TRAINING MANUAL

72-60-00
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Page 12 Dec 00
TOC

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TRAINING MANUAL CFM56-5B

EFFECTIVITY ALL CFM56-5B ENGINES FOR A319-A320-A321

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EFFECTIVITY ALL CFM56-5B ENGINES FOR A319-A320-A321

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EFFECTIVITY ALL CFM56-5B ENGINES FOR A319-A320-A321

EFFECTIVITY ALL CFM56-5B ENGINES FOR A319-A320-A321

EFFECTIVITY ALL CFM56-5B ENGINES FOR A319-A320-A321

ABBREVIATIONS & A CRONYMS

EFFECTIVITY ALL CFM56-5B ENGINES FOR A319-A320-A321

CFMI PROPRIETARY INFORMATION

EFFECTIVITY ALL CFM56-5B ENGINES FOR A319-A320-A321

EFFECTIVITY ALL CFM56-5B ENGINES FOR A319-A320-A321

CFMI PROPRIETARY INFORMATION

EFFECTIVITY ALL CFM56-5B ENGINES FOR A319-A320-A321

EFFECTIVITY ALL CFM56-5B ENGINES FOR A319-A320-A321

CFMI PROPRIETARY INFORMATION

PSM PSS PSU PT PT2 Q QAD QTY

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EFFECTIVITY ALL CFM56-5B ENGINES FOR A319-A320-A321

CFMI PROPRIETARY INFORMATION

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INTRODUCTION TO THE CFM56 FAMILY

EFFECTIVITY ALL CFM56-5B ENGINES FOR A319-A320-A321

CFMI PROPRIETARY INFORMATION

EFFECTIVITY ALL CFM56-5B ENGINES FOR A319-A320-A321

DESIGN DEVELOPMENT MANUFACTURING ASSEMBLY

One program manager One customer interface

CFM INTERNATIONAL ORGANIZATION

EFFECTIVITY ALL CFM56-5B ENGINES FOR A319-A320-A321

CFMI PROPRIETARY INFORMATION

EFFECTIVITY ALL CFM56-5B ENGINES FOR A319-A320-A321

CFM56-5B FOR AIRBUS APPLICATIONS

EFFECTIVITY ALL CFM56-5B ENGINES FOR A319-A320-A321

CFMI PROPRIETARY INFORMATION

Stage 1 Stages 2 to 5 Stages 1 to 9

EFFECTIVITY ALL CFM56-5B ENGINES FOR A319-A320-A321

EFFECTIVITY ALL CFM56-5B ENGINES FOR A319-A320-A321

CFMI PROPRIETARY INFORMATION

THIS PAGE INTENTIONALLY LEFT BLANK

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EFFECTIVITY ALL CFM56-5B ENGINES FOR A319-A320-A321

CFMI PROPRIETARY INFORMATION

EFFECTIVITY ALL CFM56-5B ENGINES FOR A319-A320-A321

DESIGN AND OPERATION

EFFECTIVITY ALL CFM56-5B ENGINES FOR A319-A320-A321

CFMI PROPRIETARY INFORMATION

EFFECTIVITY ALL CFM56-5B ENGINES FOR A319-A320-A321

LUBE PARTICLE ANALYSIS

EFFECTIVITY ALL CFM56-5B ENGINES FOR A319-A320-A321

CFMI PROPRIETARY INFORMATION

EFFECTIVITY ALL CFM56-5B ENGINES FOR A319-A320-A321

LP SYSTEM 2 FRAMES HP SYSTEM 2 SUMPS

ENGINE GENERAL CONCEPT

EFFECTIVITY ALL CFM56-5B ENGINES FOR A319-A320-A321

CFMI PROPRIETARY INFORMATION

EFFECTIVITY ALL CFM56-5B ENGINES FOR A319-A320-A321

FAN MAJOR MODULE

CORE ENGINE MAJOR MODULE

LOW PRESSURE TURBINE MAJOR MODULE

ACCESSORY DRIVE MODULE