CTC-224 Engine Systems

TRAINING MANUAL
CFM56-7B
ENGINE SYSTEMS
FEBRUARY 2005
CTC-224 Level 3
TOC
CFM56-ALL
TRAINING MANUAL
Published by CFMI
CFMI Customer Training Center

Snecma Services
Site de Melun-Montereau,
Arodrome de Villaroche
Chemin de Viercy, B.P. 1936,
77019 - Melun Cedex
FRANCE
EFFECTIVITY
TOC
ALL CFM56 ENGINES
CFMI PROPRIETARY INFORMATION
CFMI Customer Training Services

GE Aircraft Engines
Customer Technical Education Center
123 Merchant Street
Mail Drop Y2
Cincinnati, Ohio 45246
USA
GENERAL
Page 1
Issue 01
CFM56-ALL
TRAINING MANUAL
THIS PAGE INTENTIONALLY LEFT BLANK
EFFECTIVITY
ALL CFM56 ENGINES
TOC
GENERAL
Page 2
Issue 01
CFM56-ALL
TRAINING MANUAL
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
EFFECTIVITY
TOC
ALL CFM56 ENGINES
GENERAL
Page 3
Issue 01
CFM56-ALL
TRAINING MANUAL
EFFECTIVITY
ALL CFM56 ENGINES
TOC
GENERAL
Page 4
Issue 01
CFM56-ALL
TRAINING MANUAL
LEXIS
EFFECTIVITY
TOC
ALL CFM56 ENGINES
LEXIS
Page 5
Issue 02
CFM56-ALL
A
A/C AIRCRAFT
AC
ALTERNATING CURRENT
ACARS
AIRCRAFT COMMUNICATION
ADRESSING and REPORTING SYSTEM
ACAU AIR CONDITIONING ACCESSORY UNIT
ACMS AIRCRAFT CONDITION MONITORING SYSTEM
ACS AIRCRAFT CONTROL SYSTEM
ADC AIR DATA COMPUTER
ADEPT
AIRLINE DATA ENGINE PERFORMANCE
TREND
ADIRS
AIR DATA AND INERTIAL REFERENCE
SYSTEM
ADIRU
AIR DATA AND INERTIAL REFERENCE
UNIT
AGB ACCESSORY GEARBOX
AIDS AIRCRAFT INTEGRATED DATA SYSTEM
ALF AFT LOOKING FORWARD
ALT ALTITUDE
ALTN ALTERNATE
AMB AMBIENT
AMM AIRCRAFT MAINTENANCE MANUAL
AOG AIRCRAFT ON GROUND
A/P AIRPLANE
APU AUXILIARY POWER UNIT
ARINC
AERONAUTICAL RADIO, INC.
(SPECIFICATION)
ASM AUTOTHROTTLE SERVO MECHANISM
A/T AUTOTHROTTLE
ATA AIR TRANSPORT ASSOCIATION
EFFECTIVITY
ALL CFM56 ENGINES
TOC
TRAINING MANUAL
ATC
ATHR
ATO
AVM
AUTOTHROTTLE COMPUTER
AUTO THRUST
ABORTED TAKE OFF
AIRCRAFT VIBRATION MONITORING
B
BITE BUILT IN TEST EQUIPMENT
BMC BLEED MANAGEMENT COMPUTER
BPRV BLEED PRESSURE REGULATING VALVE
BSI BORESCOPE INSPECTION
BSV BURNER STAGING VALVE (SAC)
BSV BURNER SELECTION VALVE (DAC)
BVCS BLEED VALVE CONTROL SOLENOID
C
C
CELSIUS or CENTIGRADE
CAS CALIBRATED AIR SPEED
CBP (HP) COMPRESSOR BLEED PRESSURE
CCDL CROSS CHANNEL DATA LINK
CCFG COMPACT CONSTANT FREQUENCY
GENERATOR
CCU COMPUTER CONTROL UNIT
CCW COUNTER CLOCKWISE
CDP (HP) COMPRESSOR DISCHARGE PRESSURE
CDS COMMON DISPLAY SYSTEM
CDU CONTROL DISPLAY UNIT
CFDIU
CENTRALIZED FAULT DISPLAY
INTERFACE UNIT
CFDS CENTRALIZED FAULT DISPLAY SYSTEM
CFMI JOINT GE/SNECMA COMPANY (CFM
LEXIS
Page 6
Issue 02
CFM56-ALL
INTERNATIONAL)
CG
CENTER OF GRAVITY
Ch A channel A
Ch B channel B
CHATV
CHANNEL ACTIVE
CIP(HP)
COMPRESSOR INLET PRESSURE
CIT(HP)
COMPRESSOR INLET TEMPERATURE
cm.g CENTIMETER X GRAMS
CMC CENTRALIZED MAINTENANCE COMPUTER
CMM COMPONENT MAINTENANCE MANUAL
CMS CENTRALIZED MAINTENANCE SYSTEM
CMS CENTRAL MAINTENANCE SYSTEM
CODEP
HIGH TEMPERATURE COATING
CONT CONTINUOUS
CPU CENTRAL PROCESSING UNIT
CRT CATHODE RAY TUBE
CSD CONSTANT SPEED DRIVE
CSI CYCLES SINCE INSTALLATION
CSN CYCLES SINCE NEW
CTAI COWL THERMAL ANTI-ICING
CTEC CUSTOMER TECHNICAL EDUCATION CENTER
CTL CONTROL
Cu.Ni.In
COPPER.NICKEL.INDIUM
CW CLOCKWISE
D
DAC DOUBLE ANNULAR COMBUSTOR
DAMV DOUBLE ANNULAR MODULATED VALVE
DAR DIGITAL ACMS RECORDER
DC
DIRECT CURRENT
EFFECTIVITY
TOC
ALL CFM56 ENGINES
TRAINING MANUAL
DCU DATA CONVERSION UNIT
DCV DIRECTIONAL CONTROL VALVE BOEING
DEU DISPLAY ELECTRONIC UNIT
DFCS DIGITAL FLIGHT CONTROL SYSTEM
DFDAU
DIGITAL FLIGHT DATA ACQUISITION
UNIT
DFDRS
DIGITAL FLIGHT DATA RECORDING
SYSTEM
DISC DISCRETE
DIU DIGITAL INTERFACE UNIT
DMC DISPLAY MANAGEMENT COMPUTER
DMD DEMAND
DMS DEBRIS MONITORING SYSTEM
DMU DATA MANAGEMENT UNIT
DOD DOMESTIC OBJECT DAMAGE
DPU DIGITAL PROCESSING MODULE
DRT DE-RATED TAKE-OFF
E
EAU ENGINE ACCESSORY UNIT
EBU ENGINE BUILDUP UNIT
ECA ELECTRICAL CHASSIS ASSEMBLY
ECAM ELECTRONIC CENTRALIZED AIRCRAFT
MONITORING
ECS ENVIRONMENTAL CONTROL SYSTEM
ECU ELECTRONIC CONTROL UNIT
EE
ELECTRONIC EQUIPMENT
EEC ELECTRONIC ENGINE CONTROL
EFH ENGINE FLIGHT HOURS
EFIS ELECTRONIC FLIGHT INSTRUMENT SYSTEM
LEXIS
Page 7
Issue 02
CFM56-ALL
EGT EXHAUST GAS TEMPERATURE
EHSV ELECTRO-HYDRAULIC SERVO VALVE
EICAS
ENGINE INDICATING AND CREW
ALERTING SYSTEM
EIS ELECTRONIC INSTRUMENT SYSTEM
EIU ENGINE INTERFACE UNIT
EIVMU
ENGINE INTERFACE AND VIBRATION
MONITORING UNIT
EMF ELECTROMOTIVE FORCE
EMI ELECTRO MAGNETIC INTERFERENCE
EMU ENGINE MAINTENANCE UNIT
EPROM
ERASABLE PROGRAMMABLE READ
ONLY MEMORY
(E)EPROM (ELECTRICALLY) ERASABLE
PROGRAMMABLE READ ONLY MEMORY
ESN ENGINE SERIAL NUMBER
ETOPS
EXTENDED TWIN OPERATION SYSTEMS
EWD/SD
ENGINE WARNING DISPLAY / SYSTEM
DISPLAY
F
F
FARENHEIT
FAA FEDERAL AVIATION AGENCY
FADEC
FULL AUTHORITY DIGITAL ENGINE
CONTROL
FAR FUEL/AIR RATIO
FCC FLIGHT CONTROL COMPUTER
FCU FLIGHT CONTROL UNIT
FDAMS
FLIGHT DATA ACQUISITION &
MANAGEMENT SYSTEM
EFFECTIVITY
ALL CFM56 ENGINES
TOC
TRAINING MANUAL
FDIU FLIGHT DATA INTERFACE UNIT
FDRS FLIGHT DATA RECORDING SYSTEM
FDU FIRE DETECTION UNIT
FEIM FIELD ENGINEERING INVESTIGATION MEMO
FF
FUEL FLOW (see Wf) -7B
FFCCV
FAN FRAME/COMPRESSOR CASE
VERTICAL (VIBRATION SENSOR)
FI
FLIGHT IDLE (F/I)
FIM FAULT ISOLATION MANUAL
FIN FUNCTIONAL ITEM NUMBER
FIT
FAN INLET TEMPERATURE
FLA FORWARD LOOKING AFT
FLX TO
FLEXIBLE TAKE-OFF
FMC FLIGHT MANAGEMENT COMPUTER
FMCS FLIGHT MANAGEMENT COMPUTER SYSTEM
FMGC FLIGHT MANAGEMENT AND GUIDANCE
COMPUTER
FMGEC
FLIGHT MANAGEMENT AND GUIDANCE
ENVELOPE COMPUTER
FMS FLIGHT MANAGEMENT SYSTEM
FMV FUEL METERING VALVE
FOD FOREIGN OBJECT DAMAGE
FPA FRONT PANEL ASSEMBLY
FPI FLUORESCENT PENETRANT INSPECTION
FQIS FUEL QUANTITY INDICATING SYSTEM
FRV FUEL RETURN VALVE
FWC FAULT WARNING COMPUTER
FWD FORWARD
G
LEXIS
Page 8
Issue 02
CFM56-ALL
g.in GRAM X INCHES
GE
GENERAL ELECTRIC
GEAE GENERAL ELECTRIC AIRCRAFT ENGINES
GEM GROUND-BASED ENGINE MONITORING
GI
GROUND IDLE (G/I)
GMM GROUND MAINTENANCE MODE
GMT GREENWICH MEAN TIME
GND GROUND
GPH GALLON PER HOUR
GPU GROUND POWER UNIT
GSE GROUND SUPPORT EQUIPMENT
H
HCF HIGH CYCLE FATIGUE
HCU HYDRAULIC CONTROL UNIT
HDS HORIZONTAL DRIVE SHAFT
HMU HYDROMECHANICAL UNIT
HP
HIGH PRESSURE
HPC HIGH PRESSURE COMPRESSOR
HPCR HIGH PRESSURE COMPRESSOR ROTOR
HPRV HIGH PRESSURE REGULATING VALVE
HPSOV
HIGH PRESSURE SHUT-OFF VALVE
HPT HIGH PRESSURE TURBINE
HPT(A)CC HIGH PRESSURE TURBINE (ACTIVE)
CLEARANCE CONTROL
HPTC HIGH PRESSURE TURBINE CLEARANCE
HPTCCV
HIGH PRESSURE TURBINE CLEARANCE
CONTROL VALVE
HPTN HIGH PRESSURE TURBINE NOZZLE
HPTR HIGH PRESSURE TURBINE ROTOR
EFFECTIVITY
TOC
ALL CFM56 ENGINES
TRAINING MANUAL
Hz
HERTZ (CYCLES PER SECOND)
I
I/O
INPUT/OUTPUT
IAS INDICATED AIR SPEED
ID
INSIDE DIAMETER
ID PLUG
IDENTIFICATION PLUG
IDG INTEGRATED DRIVE GENERATOR
IFSD IN FLIGHT SHUT DOWN
IGB INLET GEARBOX
IGN IGNITION
IGV INLET GUIDE VANE
in.
INCH
IOM INPUT OUTPUT MODULE
IPB ILLUSTRATED PARTS BREAKDOWN
IPC ILLUSTRATED PARTS CATALOG
IPCV INTERMEDIATE PRESSURE CHECK VALVE
IPS INCHES PER SECOND
IR
INFRA RED
K
K
k
KIAS
kV
Kph
KELVIN
X 1000
INDICATED AIR SPEED IN KNOTS
KILOVOLTS
KILOGRAMS PER HOUR
L
L
L/H
LEFT
LEFT HAND
LEXIS
Page 9
Issue 02
CFM56-ALL
lbs. POUNDS, WEIGHT
LCD LIQUID CRYSTAL DISPLAY
LCF LOW CYCLE FATIGUE
LE (L/E)
LEADING EDGE
LGCIU
LANDING GEAR CONTROL INTERFACE
UNIT
LP
LOW PRESSURE
LPC LOW PRESSURE COMPRESSOR
LPT LOW PRESSURE TURBINE
LPT(A)CC LOW PRESSURE TURBINE (ACTIVE)
CLEARANCE CONTROL
LPTC LOW PRESSURE TURBINE CLEARANCE
LPTN LOW PRESSURE TURBINE NOZZLE
LPTR LOW PRESSURE TURBINE ROTOR
LRU LINE REPLACEABLE UNIT
LVDT LINEAR VARIABLE DIFFERENTIAL
TRANSFORMER
M
mA
MILLIAMPERES (CURRENT)
MCD MAGNETIC CHIP DETECTOR
MCDU
MULTIPURPOSE CONTROL AND
DISPLAY UNIT
MCL MAXIMUM CLIMB
MCR MAXIMUM CRUISE
MCT MAXIMUM CONTINUOUS
MDDU
MULTIPURPOSE DISK DRIVE UNIT
MEC MAIN ENGINE CONTROL
milsD.A.
Mils DOUBLE AMPLITUDE
mm. MILLIMETERS
EFFECTIVITY
ALL CFM56 ENGINES
TOC
TRAINING MANUAL
MMEL MAIN MINIMUM EQUIPMENT LIST
MO AIRCRAFT SPEED MACH NUMBER
MPA MAXIMUM POWER ASSURANCE
MPH MILES PER HOUR
MTBF MEAN TIME BETWEEN FAILURES
MTBR MEAN TIME BETWEEN REMOVALS
mV
MILLIVOLTS
Mvdc MILLIVOLTS DIRECT CURRENT
N
N1 (NL)
LOW PRESSURE ROTOR ROTATIONAL
SPEED
N1* DESIRED N1
N1ACT
ACTUAL N1
N1CMD
COMMANDED N1
N1DMD
DEMANDED N1
N1K CORRECTED FAN SPEED
N1TARGET TARGETED FAN SPEED
N2 (NH)
HIGH PRESSURE ROTOR ROTATIONAL
SPEED
N2* DESIRED N2
N2ACT
ACTUAL N2
N2K CORRECTED CORE SPEED
N/C NORMALLY CLOSED
N/O NORMALLY OPEN
NAC NACELLE
NVM NON VOLATILE MEMORY
O
OAT
OUTSIDE AIR TEMPERATURE
LEXIS
Page 10
Issue 02
CFM56-ALL
OD
OUTLET DIAMETER
OGV OUTLET GUIDE VANE
OSG OVERSPEED GOVERNOR
OVBD OVERBOARD
OVHT OVERHEAT
P
Pb
BYPASS PRESSURE
Pc
REGULATED SERVO PRESSURE
Pcr
CASE REGULATED PRESSURE
Pf
HEATED SERVO PRESSURE
P/T25 HP COMPRESSOR INLET TOTAL AIR
PRESSURE/TEMPERATURE
P/N PART NUMBER
P0
AMBIENT STATIC PRESSURE
P25 HP COMPRESSOR INLET TOTAL AIR
TEMPERATURE
PCU PRESSURE CONVERTER UNIT
PLA POWER LEVER ANGLE
PMC POWER MANAGEMENT CONTROL
PMUX PROPULSION MULTIPLEXER
PPH POUNDS PER HOUR
PRSOV
PRESSURE REGULATING SERVO VALVE
Ps
PUMP SUPPLY PRESSURE
PS12 FAN INLET STATIC AIR PRESSURE
PS13 FAN OUTLET STATIC AIR PRESSURE
PS3HP
COMPRESSOR DISCHARGE STATIC AIR
PRESSURE (CDP)
PSI POUNDS PER SQUARE INCH
PSIA POUNDS PER SQUARE INCH ABSOLUTE
EFFECTIVITY
TOC
ALL CFM56 ENGINES
TRAINING MANUAL
PSID POUNDS PER SQUARE INCH DIFFERENTIAL
psig POUNDS PER SQUARE INCH GAGE
PSM POWER SUPPLY MODULE
PSS (ECU) PRESSURE SUB-SYSTEM
PSU POWER SUPPLY UNIT
PT
TOTAL PRESSURE
PT2 FAN INLET TOTAL AIR PRESSURE (PRIMARY
FLOW)
PT25 HPC TOTAL INLET PRESSURE
Q
QAD
QEC
QTY
QWR
QUICK ATTACH DETACH

QUICK ENGINE CHANGE
QUANTITY
QUICK WINDMILL RELIGHT
R
R/H RIGHT HAND
RAC/SB
ROTOR ACTIVE CLEARANCE/START
BLEED
RACC ROTOR ACTIVE CLEARANCE CONTROL
RAM RANDOM ACCESS MEMORY
RCC REMOTE CHARGE CONVERTER
RDS RADIAL DRIVE SHAFT
RPM REVOLUTIONS PER MINUTE
RTD RESISTIVE THERMAL DEVICE
RTO REFUSED TAKE OFF
RTV ROOM TEMPERATURE VULCANIZING
(MATERIAL)
RVDT ROTARY VARIABLE DIFFERENTIAL
LEXIS
Page 11
Issue 02
CFM56-ALL
TRANSFORMER
S
S/N SERIAL NUMBER
S/R SERVICE REQUEST
S/V SHOP VISIT
SAC SINGLE ANNULAR COMBUSTOR
SAR SMART ACMS RECORDER
SAV STARTER AIR VALVE
SB
SERVICE BULLETIN
SCU SIGNAL CONDITIONING UNIT
SDAC SYSTEM DATA ACQUISITION CONCENTRATOR
SDI SOURCE/DESTINATION IDENTIFIER (BITS) (CF
ARINC SPEC)
SDU SOLENOID DRIVER UNIT
SER SERVICE EVALUATION REQUEST
SFC SPECIFIC FUEL CONSUMPTION
SFCC SLAT FLAP CONTROL COMPUTER
SG
SPECIFIC GRAVITY
SLS SEA LEVEL STANDARD (CONDITIONS : 29.92
in.Hg / 59F)
SLSD SEA LEVEL STANDARD DAY (CONDITIONS :
29.92 in.Hg / 59F)
SMM STATUS MATRIX
SMP SOFTWARE MANAGEMENT PLAN
SN
SERIAL NUMBER
SNECMA
SOCIETE NATIONALE DETUDE ET DE
CONSTRUCTION DE MOTEURS DAVIATION
SOL SOLENOID
SOV SHUT-OFF VALVE
EFFECTIVITY
ALL CFM56 ENGINES
TOC
TRAINING MANUAL
STP
SVR
SW
SYS
STANDARD TEMPERATURE AND PRESSURE

SHOP VISIT RATE
SWITCH BOEING
SYSTEM
T
T oil OIL TEMPERATURE
T/C THERMOCOUPLE
T/E TRAILING EDGE
T/O TAKE OFF
T/R THRUST REVERSER
T12 FAN INLET TOTAL AIR TEMPERATURE
T25 HP COMPRESSOR INLET AIR TEMPERATURE
T3
HP COMPRESSOR DISCHARGE AIR
TEMPERATURE
T49.5 EXHAUST GAS TEMPERATURE
T5
LOW PRESSURE TURBINE DISCHARGE TOTAL
AIR TEMPERATURE
TAI
THERMAL ANTI ICE
TAT TOTAL AIR TEMPERATURE
TBC THERMAL BARRIER COATING
TBD TO BE DETERMINED
TBO TIME BETWEEN OVERHAUL
TBV TRANSIENT BLEED VALVE
TC(TCase) HP TURBINE CASE TEMPERATURE
TCC TURBINE CLEARANCE CONTROL
TCCV TURBINE CLEARANCE CONTROL VALVE
TCJ TEMPERATURE COLD JUNCTION
T/E TRAILING EDGE
TECU ELECTRONIC CONTROL UNIT INTERNAL
LEXIS
Page 12
Issue 02
CFM56-ALL
TEMPERATURE
TEO ENGINE OIL TEMPERATURE
TGB TRANSFER GEARBOX
Ti
TITANIUM
TLA THROTTLE LEVER ANGLE AIRBUS
TLA THRUST LEVER ANGLE BOEING
TM
TORQUE MOTOR
TMC TORQUE MOTOR CURRENT
T/O TAKE OFF
TO/GA
TAKE OFF/GO AROUND
T/P TEMPERATURE/PRESSURE SENSOR
TPU TRANSIENT PROTECTION UNIT
TR
TRANSFORMER RECTIFIER
TRA THROTTLE RESOLVER ANGLE AIRBUS
TRA THRUST RESOLVER ANGLE BOEING
TRDV THRUST REVERSER DIRECTIONAL VALVE
TRF TURBINE REAR FRAME
TRPV THRUST REVERSER PRESSURIZING VALVE
TSI TIME SINCE INSTALLATION (HOURS)
TSN TIME SINCE NEW (HOURS)
TTL TRANSISTOR TRANSISTOR LOGIC
TRAINING MANUAL
VDT
VIB
VLV
VRT
VSV
VARIABLE DIFFERENTIAL TRANSFORMER

VIBRATION
VALVE
VARIABLE RESISTANCE TRANSDUCER
VARIABLE STATOR VANE
W
WDM
Wf
WFM
WOW
WTAI
WATCHDOG MONITOR
WEIGHT OF FUEL OR FUEL FLOW
WEIGHT OF FUEL METERED
WEIGHT ON WHEELS
WING THERMAL ANTI-ICING
U
UER UNSCHEDULED ENGINE REMOVAL
UTC UNIVERSAL TIME CONSTANT
V
VAC VOLTAGE, ALTERNATING CURRENT
VBV VARIABLE BLEED VALVE
VDC VOLTAGE, DIRECT CURRENT
EFFECTIVITY
TOC
ALL CFM56 ENGINES
LEXIS
Page 13
Issue 02
CFM56-ALL
IMPERIAL / METRIC CONVERSIONS
METRIC / IMPERIAL CONVERSIONS
1 mile
1 ft
1 in.
1 mil.
1,609 km
30,48 cm
25,4 mm
25,4
1 km
1m
1 cm
1 mm
1 sq.in.
6,4516 cm
1 m = 10.76 sq. ft.

1 cm = 0.155 sq.in.
1 USG
1 cu.in.
=
=
3,785 l (dm)
16.39 cm
1 m = 35.31 cu. ft.

1 dm = 0.264 USA gallon
1 cm = 0.061 cu.in.
1 lb.
=
=
=
=
= 0.454 kg
1 kg
= 0.621 mile
= 3.281 ft. or 39.37 in.
= 0.3937 in.
= 39.37 mils.
= 2.205 lbs
1 psi. = 6.890 kPa
1 Pa = 1.45 10-4 psi.

1 kPa = 0.145 psi
1 bar = 14.5 psi
= 1.8 x C + 32
EFFECTIVITY
ALL CFM56 ENGINES
TOC
TRAINING MANUAL
= ( F - 32 ) /1.8
LEXIS
Page 14
Issue 02
CFM56-7B
TRAINING MANUAL
TABLE OF CONTENTS
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
CONTENTS
ENGINE SYSTEMS
Page 15
Feb 05
CFM56-7B
SECTION
PAGE
TRAINING MANUAL
SECTION
PAGE
LEXIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
FUEL FLOW TRANSMITTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 177
TABLE OF CONTENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
FUEL NOZZLE FILTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 183
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
FUEL NOZZLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 187
ELECTRONIC ENGINE CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
VARIABLE GEOMETRY CONTROL SYSTEM . . . . . . . . . . . . . . . . . . . . . 197
ENGINE SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
VARIABLE BLEED VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
ENGINE WIRING HARNESSES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
VARIABLE STATOR VANE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211
START SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
TRANSIENT BLEED VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 221
STARTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
HIGH PRESSURE TURBINE ACTIVE CLEARANCE CONTROL . . . . . . 227
IGNITION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
LOW PRESSURE TURBINE ACTIVE CLEARANCE CONTROL . . . . . . . 233
POWER MANAGEMENT AND FUEL CONTROL . . . . . . . . . . . . . . . . . . . 117
OIL GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 239
FUEL DISTRIBUTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129
OIL TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 247
FUEL PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137
ANTI-LEAKAGE VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 253
IDG OIL COOLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 151
LUBRICATION UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 257
OIL/FUEL HEAT EXCHANGERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 157
DEBRIS MONITORING SYSTEM (OPTIONAL) . . . . . . . . . . . . . . . . . . . . 267
HYDROMECHANICAL UNIT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 167
OIL SCAVENGE FILTER ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . 271
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
CONTENTS
ENGINE SYSTEMS
Page 16
Feb 05
CFM56-7B
SECTION
PAGE
TRAINING MANUAL
SECTION
PAGE
OIL INDICATING COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 275

OIL QUANTITY TRANSMITTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 279
OIL PRESSURE TRANSMITTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 283
OIL TEMPERATURE SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 287
OIL FILTER BYPASS SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 291
POWERPLANT DRAINS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 295
THRUST REVERSER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 299
VIBRATION MONITORING AND INDICATING . . . . . . . . . . . . . . . . . . . . 303
AIRCRAFT CONDITION MONITORING SYSTEM (ACMS) . . . . . . . . . . . 313
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
CONTENTS
ENGINE SYSTEMS
Page 17
Feb 05
CFM56-7B
TRAINING MANUAL
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
CONTENTS
ENGINE SYSTEMS
Page 18
Feb 05
CFM56-7B
TRAINING MANUAL
INTRODUCTION
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
INTRODUCTION
ENGINE SYSTEMS
Page 19
Feb 05
CFM56-7B
TRAINING MANUAL
FADEC SYSTEM INTRODUCTION

FADEC purpose
The CFM56-7B operates through a system known as
FADEC (Full Authority Digital Engine Control).
It takes complete control of engine systems in response
to command inputs from the aircraft. It also provides
information to the aircraft for flight deck indications,
engine condition monitoring, maintenance reporting and
troubleshooting.
- It performs fuel control and provides limit protections
for N1 and N2.
- It controls the engine parameters during the starting
sequence and prevents the engine from exceeding
starting EGT limits (aircraft on ground).
- It manages the thrust according to 2 modes: manual
and autothrust.
- It provides optimal engine operation by controlling
compressor airflow and turbine clearances.
- Finally, it controls the 2 thrust lever interlock
solenoids, reverse sleeve position and reverse
thrust.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
INTRODUCTION
ENGINE SYSTEMS
Page 20
Feb 05
CFM56-7B
POWER MANAGEMENT
CONTROL
TRAINING MANUAL
ACTIVE CLEARANCE
CONTROL
FADEC
STARTING / SHUTDOWN /
IGNITION CONTROL
VARIABLE GEOMETRY
CONTROL
FUEL CONTROL
THRUST REVERSER
CONTROL
FADEC PURPOSE
CTC-224-001-01
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
INTRODUCTION
ENGINE SYSTEMS
Page 21
Feb 05
CFM56-7B
TRAINING MANUAL

FADEC components
The FADEC system consists of:
- An Electronic Engine Control (EEC) containing
two identical computers, designated channel A
and channel B. The EEC electronically performs
engine control calculations and monitors the
engines condition.
- A Hydro-Mechanical Unit (HMU), which converts
electrical signals from the EEC into hydraulic
pressures to drive the engines valves and
actuators.
- Peripheral components such as valves, actuators
and sensors used for control and monitoring.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
INTRODUCTION
ENGINE SYSTEMS
Page 22
Feb 05
CFM56-7B
TRAINING MANUAL
CONTROL SIGNALS
T12
T25
T3
T49.5
115V
400Hz
Ps3
N1
N2
P0
FEEDBACK SIGNALS
SIGNALS
EEC
IGNITION
VBV VSV TBV
HPT LPT
CC CC
(FMV)
ID PLUG
FUEL HYDROMECHANICAL
UNIT (HMU)
ALTERNATOR
T/R
TRANSLATING
SLEEVE LVDT
FUEL
FLOW
P
OIL
P25
(PMUX)
Ps13
(PMUX)
T5
(PMUX)
DMS
FADEC COMPONENTS
CTC-224-002-01
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
T
OIL
INTRODUCTION
ENGINE SYSTEMS
Page 23
Feb 05
CFM56-7B
TRAINING MANUAL

FADEC interfaces
To perform all its tasks, the FADEC system
communicates with the aircraft computers through the
EEC, channels A & B.
Most of the data exchanged between the EEC and
the aircraft computers or systems, passes through the
Common Display System Display Electronic Units (CDS/
DEU).
The CDS/DEUs act as a conduit for data exchange, but
do not change any of the data that is passed.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
INTRODUCTION
ENGINE SYSTEMS
Page 24
Feb 05
CFM56-7B
TRAINING MANUAL
AIRCRAFT
SYSTEMS
CDS/DEU1
CDS/DEU2
AIRCRAFT
ENGINES
EEC
CHANNEL
A
EEC
CHANNEL
B
CHANNEL
A
ENGINE 1
ENGINE 2
FADEC INTERFACES
CTC-224-003-01
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
CHANNEL
B
INTRODUCTION
ENGINE SYSTEMS
Page 25
Feb 05
CFM56-7B
TRAINING MANUAL

FADEC Design
Dual channels:
The FADEC system is a Built In Test Equipment (BITE)
system. It performs tests and detects its own internal
faults and also external faults.
It is fully redundant and built around the two-channel
EEC.
The EGT sensors provide quad inputs to the EEC, and
critical sensor inputs used for engine control are dual.
Some indicating parameters are shared and all
monitoring parameters are single.
CCDL:
To enhance system reliability, all inputs to one channel
are made available to the other, through a Cross Channel
Data Link (CCDL). This allows both channels to remain
operational even if important inputs to one of them fail.
Active / Stand-by:
The two channels, A and B, are identical and
permanently operational, but they operate independently
from each other. Both channels always receive inputs
and process them, but only the channel in control, called
the Active channel, delivers control outputs. The other is
called the Stand-by channel.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
Channel selection and fault strategy:

Active and Stand-by channel selection is performed at
EEC power-up and during operation.
The BITE system detects and isolates failures, or
combinations of failures, in order to determine the health
status of the channels and to transmit maintenance data
to the aircraft.
Active and Stand-by selection is based upon the health of
the channels and each channel determines its own health
status. The healthiest is selected as the Active channel.
When both channels have an equal health status,
Active / Stand-by channel selection alternates with every
engine start, if N2 was greater than 10990 RPM during
the previous run.
Failsafe control:
If a channel is faulty and the Active channel is unable to
ensure an engine control function, this function is moved
to a position which protects the engine, and is known as
the failsafe position.
INTRODUCTION
ENGINE SYSTEMS
Page 26
Feb 05
CFM56-7B
TRAINING MANUAL
SINGLE SENSORS
EEC
CHANNEL
A
QUAD SENSORS
DUAL SENSORS
SHARED SENSORS
ACTIVE
CONTROL
OUTPUTS
CCDL
CHANNEL
B
STAND BY
SINGLE SENSORS
FADEC DESIGN
CTC-224-004-01
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
INTRODUCTION
ENGINE SYSTEMS
Page 27
Feb 05
CFM56-7B
TRAINING MANUAL

Closed loop control operation
In order to properly control the various engine systems,
the EEC uses an operation known as closed loop control.
The EEC calculates a position for a system component:
- The Command.
The EEC then compares the Command with the actual
position of the component (feedback) and calculates a
position difference:
- The Demand.
The EEC, through the Electro-Hydraulic Servo Valve
(EHSV) of the HMU, sends a signal to a component
(valve, actuator) which causes it to move.
With the movement of the system valve or actuator, the
EEC is provided with a feedback of the components
position.
The process is repeated until there is no longer a position
difference.
The result completes the loop and enables the EEC to
precisely control a system component on the engine.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
INTRODUCTION
ENGINE SYSTEMS
Page 28
Feb 05
CFM56-7B
TRAINING MANUAL
CONTROL
SENSORS
DEMAND
CALCULATOR
DEMAND
CONTROL LAW
FEEDBACK
COMMAND
EHSV
POSITION
SENSOR
ACTUATOR
HMU
EEC
CTC-224-005-01
CLOSED LOOP CONTROL PHILOSOPHY
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
INTRODUCTION
ENGINE SYSTEMS
Page 29
Feb 05
CFM56-7B
TRAINING MANUAL
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
INTRODUCTION
ENGINE SYSTEMS
Page 30
Feb 05
CFM56-7B
TRAINING MANUAL
ELECTRONIC ENGINE CONTROL
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
ELECTRONIC
ENGINE CONTROL Page 31
ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL

EEC Location
The EEC is a dual channel computer housed in an
aluminium chassis, which is secured on the right hand
side of the fan case at the 2 oclock position (ALF).
EEC Cooling System
To operate correctly, the EEC requires cooling to maintain
internal temperatures within acceptable limits.
Ambient air is picked up by an air scoop, located on the
right hand side (ALF), of the fan inlet cowl and routed to
the EEC chassis, through a duct. The cooling air exits
through an air outlet on the EEC.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
ELECTRONIC
ENGINE SYSTEMS
Feb 05
CFM56-7B
CTC-224-006-01
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
TRAINING MANUAL
ELECTRONIC
ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL

EEC chassis
The EEC chassis is mounted on the fan case, by means
of four bolts with shock absorbers, which provide isolation
from shocks and vibrations. Two metal straps ensure
ground connection.
A Front Panel Assembly (FPA) and a Side Interface
Assembly (SIA) provide connectors for electrical input
and output signals. Both the FPA and SIA have devices
which protect the EEC from transient voltages.
Just below the SIA, a Pressure Sub-System (PSS)
manifold provides connections for pressure lines coming
from various pick-up points around the engine.
The rear cover permits access to the EEC electronic

circuit boards and a side panel provides a connection for
the cooling air duct.
The cooling air is routed into an internal chamber and
then back out of the EEC through an air outlet on the top
of the chassis.
An identification plate, glued to the top of the chassis,
provides information on serial and part numbers and
software version.
There are two versions of manifold. The standard

manifold (non-PMUX) has just 2 connectors. The PMUX
manifold has 6 connectors, of which only 4 are used. The
2 connectors at either end are dummy connectors and
are blanked off.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
ELECTRONIC
ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL
IDENTIFICATION PLATE
cfm
international
GROUND
STRAP
A JOINT COMPANY OF SNECMA FRANCE AND GENERAL ELECTRIC COMPANY, USA
ELECTRONIC CONTROL UNIT

PART NO.
SUPPLIER NO.
SERIAL NO.
356A7550P1 BAE SYSTEMS Controls JOHNSON CITY, NY/FT, WAYNE, IN/USA
COOLING AIR
OUTLET
COOLING
AIR INLET
SHOCK
ABSORBER
REAR COVER
SIDE INTERFACE
ASSEMBLY
FRONT PANEL
ASSEMBLY
PRESSURE
SUB-SYSTEM
(NON PMUX)
EEC CHASSIS
CTC-224-007-01
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
PRESSURE
SUB-SYSTEM
( PMUX)
ELECTRONIC
ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL

Electrical Connectors
There are 11 threaded electrical connectors located on
the front panel and the side interface assembly.
Each connector features a unique key pattern which only
accepts the correct corresponding cable plug.
Engine and aircraft signals are routed to and from
EEC channels A and B, through separate cables and
connectors. The connectors are identified through
numbers J1 to J8 marked on the front panel and J9, J10
and P11 marked on the side interface assembly.
Odd numbered connectors go to Channel A and even
numbered connectors go to Channel B. Some signals
on connectors J5, J6, J7 and J8 are shared between
channels.
P11, shared between channels A & B, is used for Ground
Support Equipment (GSE) connection and for the engine
Identification (ID) plug.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
ELECTRONIC
ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL
SIDE INTERFACE
ASSEMBLY
FRONT PANEL
ASSEMBLY
P11
J1
J10
J3
J9
J7
J5
J2
J4
J8
J6
ELECTRICAL CONNECTORS
CTC-224-008-01
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
ELECTRONIC
ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL

Engine Rating / Identification Plug
The engine rating/identification plug provides the EEC
with engine configuration information for proper engine
operation.
It is plugged into connector P11 and attached to the fan
case by a metal strap. It remains with the engine even
after EEC replacement.
The plug includes a coding circuit, soldered to the plug
connector pins. It is equipped with fuse links and pushpull links, which either ensure, or prohibit connections
between the different plug connector pins.
The identification (ID) plug supplies configuration data
codes to the EEC as follows:
- Engine family and model.
- N1 trim modifier.
- Thrust rating.
- Bump option for the -7B22 B1, -7B24 B1, -7B27 B1.
- Engine condition monitoring (optional).
- Engine combustor configuration (SAC or DAC).
- BSV active, or inactive.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
ELECTRONIC
ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL
SAFETY WIRE
PUSH-PULL LINK
CODING CIRCUIT
O-RING
SHEATHED
CABLE
BOLTED ON THE
FAN CASE
CTC-224-009-01
IDENTIFICATION PLUG DESCRIPTION
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
ELECTRONIC
ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL

Pressure sub-system (PSS)
The PSS, enclosed in the aluminium chassis, consists of
a manifold, a series of pressure transducers, and related
mechanical and electrical connections.
Individual pressure lines enter the PSS through
connectors mounted on a manifold. The last few inches
of the pressure lines are flexible to facilitate EEC removal
and installation.
Behind the manifold, the connectors are attached to
pressure transducers that transform the pressure inputs
into digital signals for processing in the EEC.
If the PMUX option is not installed, the two pressures
used for engine control (P0, PS3) are supplied to both
channels, through the standard manifold.
If the PMUX option is installed (manifold with 6
connectors), P0 and PS3 are still supplied to both
channels and the two optional monitoring pressures are
supplied to a single channel:
- PS13 is dedicated to channel A.
- P25 is dedicated to channel B.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
ELECTRONIC
ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL
MOTHERBOARD ASSEMBLY
UNUSED
PRESSURE TRANSDUCERS
PS3
MANIFOLD (PMUX)
PS13(PMUX)
P0
P25(PMUX)
UNUSED
PRESSURE SUB-SYSTEM
CTC-224-010-01
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
ELECTRONIC
ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL

EEC power supply
Control Alternator
The EEC is provided with redundant power sources to

ensure an uninterrupted and failsafe power supply.
The control alternator provides two separate power

sources from two independent windings.
A logic circuit within the EEC, automatically selects the

correct power source.
One is hardwired to channel A, the other to channel B.
A/C power supply
The alternator is capable of supplying the necessary

power above an engine speed of approximately 12% N2.
The power sources are the aircraft 115 VAC 400 Hz

transfer busses 1 and 2.
One is hardwired to channel A, the other to channel B.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
ELECTRONIC
ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL
A/C
115 V AC
400 Hz
CHANNEL A
CHANNEL B
J1
J2
EEC
J7
J8
CHANNEL A
CHANNEL B
CONTROL
ALTERNATOR
96-134
VAC
EEC POWER SUPPLY
CTC-224-011-01
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
ELECTRONIC
ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL

EEC Power Supply Logic
At engine start, the EEC receives electrical power from
the aircraft, through an alternate power relay energized
by the CDS DEUs. When energized, the alternate power
relay supplies transfer bus 115 Vac to the EEC, through
EEC internal relays.
Any of the following conditions cause the CDS DEUs to
energize the alternate power relay:
- Engine start lever set to idle.
- Engine start switch set to ground (GRD).
- Engine start switch set to continuous (CONT).
- Control Display Unit (CDU) set to engine
maintenance pages.
If one set of alternator windings fail, the EEC switches

the relay for that channel and power is then provided
from the airplane transfer bus. The other EEC channel
continues to receive power from the alternator.
If both sets of alternator windings fail, the EEC switches
the relays for both channels. The EEC will then receive
power supply from the airplane transfer bus, through the
EEC internal relays.
EEC software monitors N2 speed. When N2 is between

12% and 15%, the EEC energizes internal relays, which
switch power supply from the aircraft transfer bus to
the engine control alternator, driven by the accessory
gearbox.
- N2 < 12%: Aircraft transfer bus 115Vac supply.
- N2 between 12% and 15% : EEC energizes internal
relays.
- N2 < 15%: Control alternator power supply.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
ELECTRONIC
ENGINE SYSTEMS
Feb 05
CFM56-7B
115- VAC
TRANSFER
BUS
TRAINING MANUAL
CHANNEL A
ENG ALTN
POWER CH A
INTERNAL RELAYS
115- VAC
TRANSFER
BUS
CHANNEL B
ENG ALTN
POWER CH B
CONTROL
ALTERNATOR
CONNECT/
DISCONNECT
LOGIC
28- VDC
BUS
ENG RUN/POWER CONT
EEC
ALTERNATE
POWER
RELAY
START LEVER-IDLE
START SWITCH-GRD
START SWITCH-CONT
CDU-ENGINE MAINT PAGES
AIRCRAFT
EEC POWER SUPPLY LOGIC
CTC-224-012-01
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
ENGINE
ELECTRONIC
ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL

EEC Control Alternator
Functional description
The control alternator supplies electrical power for the

EEC.
The control alternator consists of a rotor and stator

enclosing two sets of windings.
The alternator is mounted on the top forward side of the

accessory gearbox (AGB).
The rotor contains permanent magnets and is secured on

a stub shaft extending from the drive pad of the AGB. It is
seated in position through 3 flats and a securing nut.
It consists of:
- A stator housing, secured on the attachment pad by
means of three bolts.
- Two electrical connectors, one for each EEC
channel.
- A rotor, secured on the AGB gearshaft by a nut.
This control alternator is a wet type alternator, lubricated
with AGB engine oil.
The windings are integrated with the housing structure

and surround the rotor when the housing is mated to the
drive pad mounting boss.
Each set of windings supplies a three-phase power
signal to each EEC connector on the forward face of the
housing.
Each power signal is rated between 14.2 and 311 VAC,
depending on core speed and load conditions.
The alternator continues to meet all electrical power
requirements at core speed above 45%, even if one
phase in either set, or one phase in both sets of windings
fails.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
ELECTRONIC
ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL
ROTOR
AGB
GEARSHAFT
O-RING
AGB
STATOR
J8 HARNESS
CONNECTOR
(CHANNEL B)
NUT
J7 HARNESS
CONNECTOR
(CHANNEL A)
CTC-224-013-00
EEC CONTROL ALTERNATOR DESIGN
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
ELECTRONIC
ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
ELECTRONIC
ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL
ENGINE SENSORS
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
ENGINE SENSORS Page 49

ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL
ENGINE SENSORS
Aerodynamic stations
The EEC requires information on the engine gas path
and operational parameters in order to control the engine
during all flight phases.
Sensors are installed at aerodynamic stations and
various engine locations, to measure engine parameters
and provide them to the EEC subsystems.
Sensors located at aerodynamic stations have the same
number as the station. e.g. T25.
Sensors placed at other engine locations have a
particular name. e.g. TEO sensor.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC

ENGINE SYSTEMS
Feb 05
CFM56-7B
12
13
25
49.5
AERODYNAMIC STATIONS
CTC-224-014-01
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
TRAINING MANUAL

ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL
ENGINE SENSORS
Speed sensors
Pressures
LP rotating system speed, N1.

HP rotating system speed, N2.
Ambient static pressure, P0.

HPC discharge static pressure, PS3 or CDP.
Fan discharge static pressure, PS13 (optional).
HPC inlet total pressure, P25 (optional) which is a part of
the PT25 sensor.
Temperature sensors
- Resistive Thermal Device (RTD sensors).
Fan inlet temperature, T12.
High Pressure Compressor inlet temperature,
T25 (part of the PT25 sensor).
- Thermocouples.
Compressor discharge temperature, T3.
Exhaust Gas Temperature, EGT or T49.5.
LPT discharge temperature, T5 (optional).
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
The pressures are measured through transducers located

in the EEC.
Vibration sensors
There are two vibration sensors (accelerometers):
- No 1 bearing vibration sensors (accelerometers).
- Fan Frame Compressor Case Vertical (FFCCV)
accelerometer.

ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL
T5
T49.5 (EGT)
T3
PS13
No.1 BRG
VIB SENSOR
CONNECTOR
P0
T12
(ON THE INLET COWL)
PS3
(9 O'CLOCK ON
COMBUSTOR CASE)
FFCCV
ACCELEROMETER
N1 SPEED SENSOR
PT25
(P25 AND T25)
N2 SPEED SENSOR
(FWD FACE OF AGB)
ENGINE SENSORS
CTC-224-015-01
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC

ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL
ENGINE SENSORS
N1 speed sensor
The N1 speed sensor is mounted through the 4 oclock
fan frame strut.The sensor body has a flange to attach
the complete sensor to the fan frame shroud and once
secured on the engine with 2 bolts, only the body and the
receptacle are visible.
The receptacle has three electrical connectors.
Two connectors provide the EEC with output signals.
The third is connected to the DEU/AVM signal
conditioner.
The N1 sensor ring has one tooth which is thicker than
the others and this generates a stronger pulse in the
sensor and is used as a phase reference in engine
vibration analysis.
Internally, a spring keeps correct installation of the sensor
probe, regardless of any dimensional changes due to
thermal effects.
Externally, there are two damping rings to isolate the
probe from vibration.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC

ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL
DAMPING RINGS (x 2)
POLE PIECES
TENSION SPRING
RECEPTACLE
A/C
CH B
CH A
PROBE HOUSING
N1 SPEED SENSOR
CTC-224-016-01
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC

ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL
ENGINE SENSORS
N2 speed sensor
The N2 speed sensor is installed on the front face of the
AGB at 9 oclock and secured with 2 bolts.
The housing has three connectors:
- EEC channel A.
- EEC channel B.
- DEU/AVM signal conditioner.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC

ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL
RECEPTACLE
A/C CONNECTOR
(DEU/AVM SIGNAL CONDITIONER)
EEC CONNECTORS
MAGNETIC
HEAD
CH A
CH B
CH B
CH A
POLE PIECES
N2 SPEED SENSOR
CTC-224-017-01
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC

ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL
ENGINE SENSORS
T12 sensor
The T12 temperature sensor measures the fan inlet total
temperature and is installed through the fan inlet cowl, at
the 2:30 clock position. It is accessible through a panel
on the outer right side of the inlet cowl.
The EEC uses TAT supplied from the ADIRUs and T12
sensor measuremets for engine thrust management and
for VBV, VSV and LPTACC systems control logic.
The T12 sensor consists of a housing, two platinum
elements and two electrical connectors for connection to
the EEC.
The EEC supplies a constant voltage to the sensor
elements, which change resistance in proportion to
changes in the air temperature. The EEC measures the
difference between the constant voltage and the input
from the sensor and converts the difference into a fan
inlet temperature.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC

ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL
RECEPTACLE
CHANNEL A
RECEPTACLE
INLET COWL
CHANNEL B
GROUND STUD
ELASTOMER
DAMPERS
HOUSING
T12 SENSOR
CTC-224-018-01
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC

ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL
ENGINE SENSORS
PT 25 sensor
The PT25 sensor consists of a housing, two platinum
elements and two electrical connectors for connection to
the EEC. A ram air pressure tube is also included as part
of the sensor probe.
It is installed in the fan frame mid-box structure, at
approximately the 7 oclock position.
Temperature sensor.
The T25 temperature sensor, part of the PT25 sensor,
supplies the High Pressure Compressor inlet temperature
to the EEC for FMV, VSV, VBV, TBV, HPTACC logic.
Pressure sensor.
As an option P25 ram air pressure is supplied to the EEC
for condition monitoring purposes.
The air pressure measurement is a direct input to the
EEC and is converted from a pressure signal to an
electrical signal by transducers in the EEC.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC

ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL
CHANNEL A
CONNECTOR
CHANNEL B
CONNECTOR
AIR OUTLET
PRESSURE PORT
IN THE ENGINE
FLOWPATH
TEMPERATURE PORT
IN THE ENGINE
FLOWPATH
PT25 SENSOR
CTC-224-019-01
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC

ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL
ENGINE SENSORS
Compressor discharge temperature T3
The T3 sensor is located at the 12 oclock position on the
combustion case, just aft of the fuel nozzles.
It consists of two thermocouples enclosed in the same
housing, which send their electrical signal through a rigid
lead to a junction box, accomodating 2 connectors, one
per EEC channel.
The T3 sensor measures the temperature of 9th stage air
(compressor discharge) and sends the data to the EEC
for use in the fuel control logic. The data is also used for
control logic of critical functions, such as VSV and VBV
and it also plays a role in the HPTACC control logic.
The bi-metallic (chromel-alumel) sensor produces a
current (mA) proportional to temperature.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC

ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL
THERMOCOUPLE
T3 TEMPERATURE SENSOR
CTC-224-020-01
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC

ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL
ENGINE SENSORS
Exhaust Gas Temperature
The Exhaust Gas Temperature (EGT) sensing system is
located at aerodynamic station 49.5.
This EGT value is used to monitor the engines condition.
The sensing system includes eight thermocouple probes,
secured on the LPT case, and the probes are immersed
in the LPT nozzle stage 2.
Each thermocouple produces an electrical output signal
proportional to the temperature at the sensing probe. The
eight probes are grouped in pairs to make up 4 sectors,
numbered 1 to 4 in the clockwise direction ALF.
Measurements from the four sectors are sent to the EEC.
The two measurements from the right side of the engine
(ALF) go to channel A and the two measurements from
the left side go to channel B.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC

ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL
TUBE
THERMOCOUPLE
JUNCTION BOX
WIRE HARNESS
THERMOCOUPLE
T49.5 THERMOCOUPLE HARNESS
ENGINE TURBINE CASE
(RIGHT SIDE)
ENGINE TURBINE CASE
(LEFT SIDE)
CTC-224-021-00
EGT THERMOCOUPLES AND HARNESSES
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC

ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL
ENGINE SENSORS
LPT discharge temperature T5
The T5 temperature sensor is located at the 4 oclock
position, on the LPT rear frame.
This sensor is part of the optional monitoring kit, available
upon customer request.
It consists of a metal body, which has two thermocouple
probes and a flange for attachment to the engine.
A rigid lead carries the signal from the probe to a main
junction box with a connector that allows connection with
a harness.
The two thermocouples are parallel-wired in the box and
a single signal is sent to the EEC channel A.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC

ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL
FWD
3 O`CLOCK
T5 SENSOR
ASSEMBLY
T5 SENSOR
T5 TEMPERATURE SENSOR
CTC-224-022-01
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC

ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL
ENGINE SENSORS
Pressure signals
Ambient static pressure P0
Various pressures, picked up at specific serodynamic

stations, provide the EEC with information for engine
control, or monitoring.
The P0 sensor is used by the EEC as an input of ambient

static pressure.
Air pressures are sent to the EEC through pressure lines,

which are drained at their lowest part by weep holes.
Transducers, within the EEC Pressure Sub-System
(PSS), change the air pressure inputs to digital signals.
The transducers are quartz capacitive types and the
vibration frequency of the quartz element varies with the
stress induced into the element by the air pressure.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
The P0 air pressure is measured through a vent plug,

installed on the EEC pressure plate.
HPC discharge pressure PS3
The PS3 sensor provides HPC discharge pressure to the
EEC for use in fuel and engine control.
The PS3 static pressure pick-up is located on the
combustion case, at the 9 oclock position, between two
fuel nozzles.

ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL
FWD
PS3
EEC
CDP
LINE
PS3
P0
P0 AND PS3 PRESSURE SENSORS
CTC-224-024-00
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC

ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL
ENGINE SENSORS
Fan discharge static pressure PS13
HPC inlet total pressure P25
PS13 is part of the optional monitoring kit, available upon

customer request.
P25 is part of the optional monitoring kit, available upon

customer request.
The PS13 pick-up is located at approximately 1 oclock,

downstream from the fan Outlet Guide Vanes (OGV).
The P25 probe is installed in the fan frame mid-box

structure, at approximately the 7 oclock position.
This signal is processed by channel A only.
The pressure line exits the 12-strut hub on its rear wall
through a nipple.
The signal is processed by channel B only.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC

ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL
PS13
PS13
P25
PS13
TRANSDUCER
P25
TRANSDUCER
EEC CHANNEL A
EEC CHANNEL B
AIR PRESSURE TUBE
PS13 ANS P25 SENSORS
CTC-224-025-00
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC

ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL
ENGINE SENSORS
No 1 bearing accelerometer
The assembly is made up of a vibration sensor, which
is secured at the 9 oclock position on the No 1 bearing
support front flange.
It is a 100 pc/g piezo-electric sensor.
A semi-rigid cable, routed in the engine fan frame, links
the vibration sensor to an electrical output connector,
located at the 3 oclock position (ALF) on the fan frame
outer barrel.
The cable is protected by the installation of shock
absorbers which damp out any parasite vibration.
The No 1 bearing accelerometer permanently monitors
the engine vibration and due to its position, is more
sensitive to fan and booster vibration. However, this
sensor also reads N2 and LPT vibrations.
The data is used to perform fan trim balance. This sensor
is not a Line Replaceable Unit (LRU).
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC

ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL
FAN FRAME
OUTER
SURFACE
SELF-SEALING
CONNECTOR
SHOCK
ABSORBERS
ELECTRICAL
OUTPUT
CONNECTOR
SENSITIVE
AXIS
CABLE
FORWARD
STATIONARY
AIR SEAL
VIBRATION
SENSING
ELEMENT
VIBRATION SENSOR
(ACCELEROMETER)
AFT LOOKING FORWARD (ALF)
No 1 BEARING ACCELEROMETER
CTC-224-026-01
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC

ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL
ENGINE SENSORS
FFCCV accelerometer
The fan frame compressor case vertical (FFCCV)
accelerometer is a solid state assembly which is attached
to the mid box structure at the 3 oclock position.
The FFCCV is a 100 pc/g piezo-electric sensor.
The sensor lead extends rearward to a bracket at approx
11 oclock on the HPC upper stator case.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC

ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL
SENSOR
RECEPTACLE
ELECTRICAL
CONNECTOR
FFCCV VIBRATION
SENSOR
FAN FRAME
FFCCV VIBRATION
SENSOR
FWD
CTC-224-027-00
FAN FRAME COMPRESSOR CASE VERTICAL (FFCCV) ACCELEROMETER
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC

ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC

ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL
ENGINE WIRING HARNESSES
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
ENGINE WIRING
HARNESSES
ENGINE SYSTEMS
Page 77
Feb 05
CFM56-7B
TRAINING MANUAL

Two types of harnesses are used, depending on where
they are installed on the engine.
Core engine section
Harnesses routed along the core engine section have a
special design that can withstand high temperatures.
Hot section harnesses are designated:
- CJ9 and CJ10.
Fan section
Harnesses that run on the fan inlet case and the fan
frame, have a more conventional design.
Cold section harnesses are designated:
- J5, J6, J7, J8, J9 and J10.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
ENGINE WIRING
HARNESSES
ENGINE SYSTEMS
Page 78
Feb 05
CFM56-7B
COLD SECTION:
J5, J6, J7,
J8, J9, & J10
CTC-224-028-01
HOT SECTION:
CJ9, CJ10
ELECTRICAL ENGINE HARNESSES
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
TRAINING MANUAL
ENGINE WIRING
HARNESSES
ENGINE SYSTEMS
Page 79
Feb 05
CFM56-7B
TRAINING MANUAL

The electrical harnesses ensure the connections between
the various electrical, electronic and electro-mechanical
components, mounted on the engine.
They are all screened against high frequency electrical
interferences, and each individual cable within a
harness is screened against low frequency electrical
interferences.
They are also constructed with fireproof materials and
sealed to avoid any fluid penetration.
The odd numbered harnesses are Channel A.
The even numbered harnesses are Channel B.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
ENGINE WIRING
HARNESSES
ENGINE SYSTEMS
Page 80
Feb 05
CFM56-7B
CHANNEL A
FUEL FLOW
METER
N2
SENSOR
TRAINING MANUAL
J5
J7
EEC
HMU
J8
N1
SENSOR
J6
CHANNEL B
OIL
TEMP.
CH. B
T12
CH. A
EEC
ALTERNATOR
J9
J10
OIL FILTER
CLOGGED
T49.5 (S1)
T49.5 (S2)
OIL PRESSURE
SENSOR
CJ9
FUEL FILTER
CLOGGED
T49.5 (S3)
JUNCTION
T49.5 (S4)
T5
(OPTIONAL)
BOX
CHANNEL A
T3
TBV
VBV
VSV
HPTACC
LPTACC
T25
DMS CHIPS
DETECTORS
(OPTIONAL)
JUNCTION
CJ10
BOX
CHANNEL B
HARNESSES INTERFACES
CTC-224-029-01
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
ENGINE WIRING
HARNESSES
ENGINE SYSTEMS
Page 81
Feb 05
CFM56-7B
TRAINING MANUAL
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
ENGINE WIRING
HARNESSES
ENGINE SYSTEMS
Page 82
Feb 05
CFM56-7B
TRAINING MANUAL
START SYSTEM
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
START SYSTEM
ENGINE SYSTEMS
Page 83
Feb 05
CFM56-7B
TRAINING MANUAL
START SYSTEM
The engine start system uses pneumatic power to turn
the engines N2 rotor during start or motoring procedures.
Pneumatic power comes from one of these sources:
- The auxiliary power unit (APU).
- The ground power unit (GPU).
- The running opposite engine.
These components control the engine start system:
- Flight compartment switches.
- Display electronics unit (DEU).
- Electronic engine control (EEC).
The engine start system operates on the ground and in
flight.
The engine start system is used to provide sufficient

torque to accelerate the high pressure system to a speed
at which a combustion light off and self sustained RPM
occur.
The EEC controls the engine parameters during starting,
cranking and ignition.
For this purpose, the EEC commands:
- Positioning of the Fuel Metering Valve (FMV).
- Energizing of the ignitors.
It also detects abnormal operation and delivers specific
messages.
The starting system is located underneath the left hand

side engine cowlings (ALF) and consists of:
- One upper air duct.
- One starter valve.
- One lower air duct.
- One starter.
When the starter valve is energized, air pressure is
delivered to the starter.
The starter provides the necessary torque to drive the HP
rotor, through the AGB, TGB and IGB.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
START SYSTEM
ENGINE SYSTEMS
Page 84
Feb 05
CFM56-7B
TRAINING MANUAL
PRESSURIZED AIR FROM A/C

AIR BLEED SYSTEM
UPPER
AIR DUCT
CDS/DEU
START VALVE
START VALVE
LOWER AIR
DUCT
STARTER
STARTER
START SYSTEM
CTC-224-030-00
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
START SYSTEM
ENGINE SYSTEMS
Page 85
Feb 05
CFM56-7B
TRAINING MANUAL
START SYSTEM
Starting is controlled from the following cockpit interfaces:
- The engine start panel (P5) on the overhead panel,
which has two engine start switches, one for each
engine, and an ignition selector switch.
- The two start levers (one per engine), located on the
control stand, under the thrust levers.
- The Common Display System (CDS) display unit.
Electrical power for engine starting control comes from
the transfer bus.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
START SYSTEM
ENGINE SYSTEMS
Page 86
Feb 05
CFM56-7B
TRAINING MANUAL
ENGINE START
SWITCH
ENGINE START
GRD
OFF
CONT
FLT
GRD
BOTH
IGN
L
OFF
CONT
FLT
IGN
R
P5
IGNITION
SELECTOR
SWITCH
FLIGHT COMPARTMENT
THRUST
LEVERS
ENGINE
START
LEVERS
FWD
CONTROL STAND
CDS DISPLAY UNIT
START SYSTEM INTERFACES
CTC-224-031-01
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
START SYSTEM
ENGINE SYSTEMS
Page 87
Feb 05
CFM56-7B
TRAINING MANUAL
START SYSTEM
Engine start procedure summary
Set ignition selector switch to IGN L, or R, to determine
which ignition to use for starting.
Put the engine start switch to the GRD position.
When this is done,
- A boost signal is sent to the APU.
- The SAV is energized.
- The SAV opens and the START VLV OPEN light
illuminates.
- N2 increases.
- Oil pressure increases.
- N1 begins to rotate CCW (FLA). Check with ground
personnel.
NOTE:
A minimum 20% N2 is required to attempt starting.
At 55% N2, the engine start switch automatically goes
back to the OFF position and the START VLV OPEN
light extinguishes.
NOTE :
Make sure that the start switch returns to the OFF
position.
Monitor all engine parameters as engine speed increases
to idle (N2, oil pressure, N1, fuel flow, EGT).
Move the engine start lever to the idle position at a

recommended 25% N2, or greater.
- Ignition goes ON, according to the selected
igniter(s).
- Fuel is delivered.
The ENG VALVE CLOSED light extinguishes.
Fuel flow increases.
EGT increases.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
START SYSTEM
ENGINE SYSTEMS
Page 88
Feb 05
CFM56-7B
ENGINE START
GRD
OFF
CONT
GRD
BOTH
FLT
OFF
START VALVE
OPEN
OIL FILTER
BYPASS
LOW OIL
PRESSURE
CONT
FLT
IGN
R
IGN
L
TRAINING MANUAL
LOW OIL
PRESSURE
N2
1.0
100
50
50
ENGINE START SWITCHES (P5)
FF/FU
LB X 1000
100
0
1.85
FUEL FLOW
IN LIMITS
OIL P
2
ENGINE START
GRD
OFF
CONT
GRD
BOTH
FLT
IGN
L
OFF
CONT
START VALVE
OPEN
OIL FILTER
BYPASS
LOW OIL
PRESSURE
50
100
0
100
ENGINE
START
LEVERS
0.0
8
6 4
0
2
CONTROL STAND
8
6 4
0
2
20.1
10
N2
CTC-224-032-01
N2
MOVED TO
20% N2 MINI
GRD
OFF
FLT
55.0
10
CONT
8
6
2
2
RECOMMENDED
TO 25 % N2 OR
MORE
12
MONITOR ALL ENGINE PARAMETERS
UNTIL IDLE ENGINE SPEED
ENGINE START PROCEDURE SUMMARY
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
N2
BUT
EGT
16.8
10
11
10
UPPER CENTER DISPLAY UNIT (P2)
188
EGT
OIL P
10
START VALVE
OPEN
OIL FILTER
BYPASS
LOW OIL
PRESSURE
50
GROUND PERSONNEL :
N1 TURNS CCW (FLA)
FLT
IGN
R
START SYSTEM
ENGINE SYSTEMS
Page 89
Feb 05
CFM56-7B
TRAINING MANUAL
START SYSTEM
Starting operation
With pneumatic and electrical power available, when the
engine start switch is placed in the GRD position, the
following occurs:
The EEC receives a start signal.
The CDS energizes the holding solenoid, which
maintains the start switch in the GRD position.
The auxiliary power unit (APU) receives an engine start
signal from the CDS/DEU.
When the engine start switch is placed in the CONT

position, the following occurs:
- The system sets continuous ignition on the selected
igniter.
When the engine start switch is placed in the FLT
position, the following occurs:
- The system sets continuous ignition on both igniters.
The CDS energizes the start valve solenoid.

- The start valve opens
- Pneumatic pressure is delivered to the starter, which
turns the engine.
At starter cutout speed (55% N2), the CDS/DEU:
- De-energizes the holding solenoid and the engine
start switch automatically returns to the OFF
position.
- De-energizes the start valve solenoid and the start
valve closes.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
START SYSTEM
ENGINE SYSTEMS
Page 90
Feb 05
CFM56-7B
GRD
OFF
TRAINING MANUAL
CONT
FLT
APU SYSTEM
START
VALVE
ENGINE START
GRD
OFF
CONT
FLT
GRD
BOTH
IGN
L
OFF
CONT
FLT
IGN
R
DEU 1
2
ENGINE START SWITCHES (P5)
DEU 2
CDS DISPLAY UNIT
EEC
START CONTROL
CTC-224-118-00
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
STARTER
START SYSTEM
ENGINE SYSTEMS
Page 91
Feb 05
CFM56-7B
TRAINING MANUAL
START SYSTEM
On Ground Starting Protection - General
Engine hot start
At initial power-up, the EEC selects either the EnhancedManual or the Manual starting mode, based on the status
of airplane (customer option).
For both the Enhanced-Manual and Manual start modes,

the EEC reacts to an abnormally high EGT during a
ground engine start, by setting a Hot-Start Detected
signal.
The Enhanced-Manual setting is the standard mode used

for ground engine starts and features automatic:
- Hot start detection and protection.
- Wet start protection.
- Rollback over-temperature protection.
The Manual setting is used for ground engine starts and
features automatic:
- Hot start detection.
- Rollback over-temperature protection.
Hot-Start detection uses an EGT increased characteristic

curve to detect an impending start over-temperature.
The curve provides a hot-start EGT boundary that would
otherwise not be exceeded by a normal engine start and
is always less that the starting EGT limit (725C).
The curve is a function of core speed (N2) and residual
EGT. If EGT exceeds the curve for 360ms, the EEC sets
the hot-start-detected signal.
The CDS reacts to the this signal by flashing the
surround box of the EGT digital readout to alert the flight
crew, who are responsible for monitoring and reacting to
an impending hot-start condition.
With the Enhanced-Manual mode option, the EEC will
cut off the fuel flow and ignition when the EGT limit is
reached. The display will continue to flash until the start
lever is returned to the cut-off position.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
START SYSTEM
ENGINE SYSTEMS
Page 92
Feb 05
CFM56-7B
TRAINING MANUAL
PRIMARY ENGINE DISPLAY
CTC-224-119-00
ON GROUND STARTING PROTECTION - HOT START
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
START SYSTEM
ENGINE SYSTEMS
Page 93
Feb 05
CFM56-7B
TRAINING MANUAL
START SYSTEM
Engine Wet Start
Rollback over-temperature protection
With the Enhanced-Manual mode option, the EEC stops

the engine start if the EGT does not increase more than
42C within 15 seconds (20 seconds if TAT is less than or
equal to 2C) after the engine start lever is moved to the
idle position.
Rollback protection is provided for both EnhancedManual, or Manual starting modes, after the engine has
started and for ground operations.
The EEC stops fuel flow, turns off ignition and terminates
the engine start.
The EEC keeps a message for display on the CDU.
If the airplane is on the ground (the Flight mode discrete

is false), the engine reached idle but has subsequently
spooled back to less than 45% N2, and EGT exceeds the
Starting-EGT Limit, the EEC:
- Turns off ignition.
- Commands the Fuel Metering Valve (FMV) to the
fully closed position to stop the fuel flow.
- Latches the ignition off and the FMV closed, until the
start lever is moved to the CUT OFF position.
The CDS displays an ENG FAIL message over the
respective engine EGT display on the center display unit.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
START SYSTEM
ENGINE SYSTEMS
Page 94
Feb 05
CFM56-7B
ENGINE 1 BITE
CURRENT FAULTS
TRAINING MANUAL
1/1
MAINT MESS 80-XXXXX

IGNITER 1 OR 2 FAILED
TO START ENGINE
FLIGHT LEG (X=FAULT SET)
0 1 2 3 4 5 6 7 8 9 10)
X
<INDEX
CDU - ENGINE STARTING BITE
CTC-224-120-00
ON GROUND STARTING PROTECTION - WET START AND ROLLBACK
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
PRIMARY ENGINE DISPLAY
START SYSTEM
ENGINE SYSTEMS
Page 95
Feb 05
CFM56-7B
TRAINING MANUAL
START SYSTEM
In-flight starting
The crew puts the engine start switch to the FLT position
for a windmill start.
If the engine is out of the windmill start limit, the CDS
displays the message X-BLEED START above the
engines N2 digital indicator.
The crew have to set the start switch to the GRD position
to open the start valve to re-engage the starter.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
START SYSTEM
ENGINE SYSTEMS
Page 96
Feb 05
CFM56-7B
TRAINING MANUAL
ENGINE START
GRD
OFF
CONT
FLT
GRD
BOTH
IGN
L
OFF
CONT
ENGINE START
FLT
IGN
R
GRD
OFF
CONT
FLT
GRD
BOTH
OFF
CONT
FLT
IGN
R
IGN
L
2
1
CROSS BLEED
START MESSAGE
EGT
X-BLD START
89.1
N2
EGT
89.1
20.1
X-BLD START
87.7
50.0
N2
IN FLIGHT STARTING
CTC-224-121-00
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
START SYSTEM
ENGINE SYSTEMS
Page 97
Feb 05
CFM56-7B
TRAINING MANUAL
START SYSTEM
In-flight starting protection
The EEC outputs an EGT-Start-Redline limit, which the
CDS displays as a radial tic mark on the EGT display.
The EGT-Start-Redline limit depends on the start
classification:
- Quick-Windmill-Relight (QWR),
or,
- Normal in-flight start.
When the core speed drops below 50%, the EEC starts a
timer.
The time for relight depends on altitude.
- If the EEC detects a relight before the timer limit
is reached, the start is classified as a QWR. The
EGT limit is set at 950C.
- If the time exceeds the QWR timer limit, the start is
classified as a normal in-flight start. The EGT limit
is set at 725C.
If there is an overshoot of the EGT limit, an EGT
exceedance is set and recorded by the CDS/DEU.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
START SYSTEM
ENGINE SYSTEMS
Page 98
Feb 05
CFM56-7B
TRAINING MANUAL
EGT STARTING
REDLINE (RED)
20
TIME
(SECS)
REDLINE (RED)
QWR
15
10
5
0
CTC-224-122-00
NORMAL
QWR
0
20000
30000
40000
50000
ALTITUDE, FT
IN FLIGHT STARTING PROTECTION
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
10000
START SYSTEM
ENGINE SYSTEMS
Page 99
Feb 05
CFM56-7B
TRAINING MANUAL
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
START SYSTEM
ENGINE SYSTEMS
Page 100
Feb 05
CFM56-7B
TRAINING MANUAL
STARTER
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
STARTER
ENGINE SYSTEMS
Page 101
Feb 05
CFM56-7B
TRAINING MANUAL
STARTER
The engine starter is used to accelerate the High
Pressure rotor (N2) for starting and maintenance
operation.
The starter is a single stage, axial flow, air turbine,
clamped to the accessory gearbox (AGB) forward face at
the 8 oclock position with a V coupling clamp.
A locator pin is provided on the mounting flange to
accurately position the starter to the engine.
Oil from the AGB is used to cool down and lubricate the
starter critical components.
Starter servicing
- Remove the magnetic bayonet-type plug from the
plug housing at the bottom of the starter and
discard the plug seal.
- Install a TEDECO DB-75 adapter and pressure
service the starter, using the same approved
engine oil that is used in the AGB.
- Remove the adapter and re-install the magnetic plug
with a new seal.
A drain/fill port is provided with a magnetic plug to collect

metallic particles in the lubricant.
Installation of a new starter requires the addition of a
small quantity of oil (300cc).
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
STARTER
ENGINE SYSTEMS
Page 102
Feb 05
CFM56-7B
TRAINING MANUAL
SAFETY CABLE
MAGNETIC
PLUG HOUSING
HORIZONTAL DRIVE SHAFT
PACKING
MAGNETIC PLUG
TEDECO
SERVICING TOOL
ADAPTER
LOWER PNEUMATIC
DUCT ASSEMBLY
COUPLING
PERFORMED
PACKING
COUPLING
ENGINE
ACCESSORY
GEARBOX
(AGB)
STARTER
FWD
OUTPUT
SHAFT
DRAIN/FILL PORT
(MAGNETIC PLUG)
STARTER
CTC-224-033-01
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
STARTER
ENGINE SYSTEMS
Page 103
Feb 05
CFM56-7B
TRAINING MANUAL
STARTER
The pneumatic starter has an air inlet and a stator
housing assembly, which contains the following main
elements:
- A turbine wheel stator and rotor.
- A reduction gear set.
- A clutch assembly.
- An output shaft.
Pressurized air enters the air starter and reaches the
turbine section, which transforms the airs kinetic energy
into mechanical power.
This high speed power output is transformed into low
speed and high torque motion, through a reduction gear
set.
A clutch system, installed between the gear set and the
output shaft, ensures transmission of the turbine wheel
power to the output shaft during engine starting, and
disconnection when the output shaft is driven by the
engine (N2).
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
STARTER
ENGINE SYSTEMS
Page 104
Feb 05
CFM56-7B
TRAINING MANUAL
A = TURBINE
B = REDUCTION GEAR SET
C = CLUTCH
D = OUTPUT SHAFT
EXHAUST
AIR PRESSURE
FROM A/C
AIR SYSTEM
AIR STARTER OPERATION
CTC-224-034-01
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
STARTER
ENGINE SYSTEMS
Page 105
Feb 05
CFM56-7B
TRAINING MANUAL
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
STARTER
ENGINE SYSTEMS
Page 106
Feb 05
CFM56-7B
TRAINING MANUAL
IGNITION
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
IGNITION
ENGINE SYSTEMS
Page 107
Feb 05
CFM56-7B
TRAINING MANUAL
IGNITION
The engine is equipped with a dual ignition system to
ignite the air/fuel mixture within the combustion chamber.
It is located on the right-hand side of the containment
case at the 5 oclock position and on both sides of the
core.
The ignition system has two independent circuits
consisting of:
- 2 low energy ignition exciters.
- 2 ignition lead assemblies.
- 2 igniters.
Ignition 1 assembly, located on the left hand side is
connected to the lower ignition exciter.
Ignition 2 assembly, located on the right hand side, is
connected to the upper ignition exciter.
Electrical power from the A/C standby and transfer bus is
supplied to the ignition exciters and transformed into high
voltage pulses. These pulses are sent, through ignition
leads, to the tip of the igniter plugs, producing sparks.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
IGNITION
ENGINE SYSTEMS
Page 108
Feb 05
CFM56-7B
TRAINING MANUAL
IGNITER (2)
2 IGNITION LEAD
ASSEMBLIES
2 EXCITERS
IGNITION GENERAL
CTC-224-035-01
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
IGNITION
ENGINE SYSTEMS
Page 109
Feb 05
CFM56-7B
TRAINING MANUAL
IGNITION
Exciters
The ignition exciters, which are capacitor discharge type,
use 115 VAC to produce high voltage pulses to energize
the spark igniters.
The ignition exciters transform this low voltage input into
repeated 18 KV high voltage output pulses.
The 2 ignition exciters are installed on the fan case, at 5
oclock.
An aluminium protective housing, mounted on shock
absorbers and grounded, encloses the electrical exciter
components.
The housing is hermetically sealed, ensuring proper
operation, whatever the environmental conditions.
The components are secured mechanically, or with
silicon cement, for protection against engine vibration.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
The ignition exciter electrical circuit consists of:

- An input circuit.
- A rectifier and storage circuit.
- A discharge circuit.
The A/C alternating input voltage is first rectified and then
stored in capacitors.
In the discharge circuit, a spark gap is set to break down
when the capacitors are charged, delivering a high
voltage pulse at a regular rate.
Input voltage:
105-122 VAC (115V nominal).

380-420Hz (400 Hz nominal).
Output voltage:
14-18KV
at the end of the

ignition lead.
IGNITION
ENGINE SYSTEMS
Page 110
Feb 05
CFM56-7B
TRAINING MANUAL
UPPER
IGNITION
EXCITER
ENGINE RIGHT SIDE
IGNITION 2
TO RIGHT
IGNITER
TO LEFT
IGNITER
IGNITION 1
SHOCKMOUNT
GROUND
STRAP
LOWER
IGNITION
EXCITER
IGNITION EXCITERS
CTC-224-036-00
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
IGNITION
ENGINE SYSTEMS
Page 111
Feb 05
CFM56-7B
TRAINING MANUAL
IGNITION
Ignition leads
The two ignition leads consist of 14-gauge stranded
copper conductors with silicone rubber insulation within a
tinned copper braid and nickel outer braid.
The leads are routed from the ignition exciters, down to
an air manifold at the 6 oclock position. Then they are
routed underneath the core engine module, to the igniters
on the combustion case.
Booster air is introduced at the air inlet adapter, into the
cooled section of the braided conduit, and exits at the
combustor case, through the igniter shroud.
The two ignition lead assemblies are identical and
interchangeable and each connects one ignition exciter
to one igniter.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
IGNITION
ENGINE SYSTEMS
Page 112
Feb 05
CFM56-7B
COOLED SECTION
COOLING
AIR EXIT
IGNITER
PLUG
SIDE
TRAINING MANUAL
BOOSTER
AIR
INTRODUCTION
AIR INLET
ADAPTER
BOOSTER
AIR
BRAIDED
CONDUIT
ELBOW
ASSEMBLY
NON-COOLED
SECTION
6 O'CLOCK
STRUT
IGNITION
LEADS
IGNITION
EXCITER
SIDE
IGNITION LEAD
CTC-224-037-01
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
IGNITION
ENGINE SYSTEMS
Page 113
Feb 05
CFM56-7B
TRAINING MANUAL
IGNITION
Igniter plugs
The igniter plugs are located on the combustion case at
the 4 and 8 oclock positions.
They provide electrical sparks required to start or
maintain combustion.
The igniter plug is a recessed gap igniter, which has:
- An input terminal contact.
- A shell seal.
- A retained insulator.
- An installation flange gasket.
- A spark gap.
The two igniter plugs consist of a center electrode
insulated from the outer shell by aluminium oxide. The
igniter plugs are threaded to a shimmed adapter threaded
to the combustion case and lockwired to a retainer.
A smooth mounting flange on the shank with a nickel
gasket cemented to each side provides an air seal with
the adapter.
The installed plug is protected from compartment heat by

the attachment of a two piece shroud. Booster air flows
over the plug and under the shrouds, exiting against the
engine case. The shroud halves are attached to the plug
by means of a single hose clamp.
Before installing the igniter, a small amount of graphite
grease should be applied to the threads that connect with
the igniter bushing in the combustion case boss.
NOTE:
Do not apply grease or any lubricant to the threads of the
connector on the ignition lead as this will cause damage
to the igniter and lead.
If the igniter has been removed for maintenance or repair,
the blue chamfered silicone seal must be replaced.
A surface gap at the tip discharges the high voltage, low

energy electrical pulses to produce ignition.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
IGNITION
ENGINE SYSTEMS
Page 114
Feb 05
CFM56-7B
TRAINING MANUAL
SHROUD CLAMP
COMBUSTION
CASE
COOLING
SHROUD
COUPLING
NUT
IGNITER
BUSHING
IGNITION
LEAD
ASSEMBLY
ELECTRODE
IGNITER PLUG
CAPTIVE
WASHER
OUTER
SILICONE
SEAL
COOLING
SHROUD
IGNITER PLUG
CTC-224-038-00
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
IGNITION
ENGINE SYSTEMS
Page 115
Feb 05
CFM56-7B
TRAINING MANUAL
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
IGNITION
ENGINE SYSTEMS
Page 116
Feb 05
CFM56-7B
TRAINING MANUAL
POWER MANAGEMENT AND FUEL CONTROL
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
POWER MAN. &

FUEL CONTROL
ENGINE SYSTEMS
Page 117
Feb 05
CFM56-7B
TRAINING MANUAL
POWER MANAGEMENT & FUEL CONTROL

Power management controls the engine thrust levels by
means of throttle lever inputs.
Power management uses fan speed (N1) as the thrustsetting parameter.
The EEC calculates five reference fan speeds
(corresponding to idle, maximum climb, maximum
continuous, maximum take-off/go-around, and maximum
reverse thrust) for the appropriate engine rating (ID plug)
and based upon ambient conditions and engine bleeds.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
POWER MAN. &

FUEL CONTROL
ENGINE SYSTEMS
Page 118
Feb 05
CFM56-7B
TRAINING MANUAL
THROTTLE
RESOLVER ANGLE
PWR
MAN
AMBIENT
CONDITIONS
N1 COMMAND
ENGINE
BLEEDS
ID PLUG
POWER MANAGEMENT
CTC-224-039-00
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
POWER MAN. &

FUEL CONTROL
ENGINE SYSTEMS
Page 119
Feb 05
CFM56-7B
TRAINING MANUAL

Engine Rating (ID plug)
The EEC contains selectable rating data for six different
engine models some of which have thrust bump
options. The actual thrust rating data is selected by pin
programming of the engine ID plug.
The available sea-level-static thrust ratings are
19500 lbs, 20600 lbs, 22700 lbs, 24200 lbs, 26300 lbs
and 27300 lbs.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
POWER MAN. &

FUEL CONTROL
ENGINE SYSTEMS
Page 120
Feb 05
CFM56-7B
TRAINING MANUAL
THRUST
RATINGS
Lbs
7B27
27.300
7B26
ID PLUG
26.300
7B24
24.200
7B22
22.700
7B24/B1
7B22/B1
7B20
20.600
7B18
19.500
AMBIENT TEMPERATURE C
CFM56-7B THRUST RATINGS
CTC-224-123-00
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
POWER MAN. &

FUEL CONTROL
ENGINE SYSTEMS
Page 121
Feb 05
CFM56-7B
TRAINING MANUAL

Thrust depends on the mass of air entering the engine
and the acceleration given to it during the engine cycle.
Thrust Setting Calculation
The EEC controls the fan speed, and equivalently the
engine thrust level, by means of a throttle-lever input.
The throttle-lever is positioned either manually by crew or
automatically by the autothrottle system. The thrust rating
calculation establishes the available N1 speed at each
of the fixed rating levels. The actual commanded N1 is
calculated as a function of TRA by interpolation between
fixed ratings.
Thrust Rating N1 Calculation
For the current flight conditions, six baseline thrust
ratings are calculated by the EEC for power management
control. The baseline thrust rating for EOB, MTO, MCT
and MCL are both engine model and airframe type
dependent. The MREV rating and Idle reference are the
same for all engine models and airframe types.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
The baseline thrust rating calculations are:

- EOB
Emergency Reserve / Bump (Overboost).
- MTO
Maximum Takeoff/Go Around.
- MCT
Maximum Continuous.
- MCL
Maximum Climb.
- IDLE
Idle Reference.
- MREV Maximum Reverse.
Each of these rating sets a fan speed (N1), and each
is associated with a TRA position. The EEC computes
thrust levels between these baseline ratings by
interpolation as a function of TRA. The MTO level is the
highest normal thrust rating.
Note that the TRA setting is the same for both take off /
go around and maximum continuous.
The take off / go around rating is used at lower altitudes
and airspeeds, while the maximum continuous rating
applies to all other parts of the flight envelope.
They are, in effect, two versions of the maximum rated
thrust rating.
POWER MAN. &

FUEL CONTROL
ENGINE SYSTEMS
Page 122
Feb 05
CFM56-7B
TRAINING MANUAL
THRUST
THRUST
P0
EGT
N1
N1
COMMAND
CORNER
POINT
OAT
ALTITUDE EFFECTS
EOB, 82.0
OAT
MTO AND MCT, 78.0
TEMPERATURE EFFECTS
MREV,8.0
75% MREV,10.3
MCL, 72.0
IDLEREF, 24 TO 38
BLEED OFF
THRUST
THROTTLE-LEVER
RESOLVER ANGLE (DEGREES)
BLEED ON
BLEED ON
THRUST
EGT
STD SEA LEVEL

BLEED OFF
CP
0,1
OAT
BLEED EFFECTS
0,5
PWR - COMPUTATION
CTC-224-040-01
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
0,2
0,3
0,4
MACH EFFECTS
POWER MAN. &

FUEL CONTROL
ENGINE SYSTEMS
Page 123
Feb 05
CFM56-7B
TRAINING MANUAL

Each N1 is calculated according to the following flight
conditions:
- Temperature: the thrust delivered depends on
outside air temperature (OAT). By design, the
engine provides a constant thrust up to a predetermined OAT value, known as corner point,
after which the thrust decreases proportionally to
maintain a constant EGT value.
- Pressure: with an increase in altitude, thrust will
decrease when operating at a constant RPM due
to the reduction in air density, which reduces the
mass flow and fuel flow requirements.
- Mach: when mach number increases, the velocity
of the mass of air entering the engine changes,
decreasing thrust. To determine the fan speed, the
EEC calculates M0 from the static pressure, the
total pressure and the TAT values.
- Bleed: ECS bleed and anti-ice bleed are taken into
account in order to maintain the same EGT level
with and without bleeds.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
POWER MAN. &

FUEL CONTROL
ENGINE SYSTEMS
Page 124
Feb 05
CFM56-7B
TRAINING MANUAL
THRUST
THRUST
P0
EGT
N1
N1
COMMAND
CORNER
POINT
OAT
ALTITUDE EFFECTS
EOB, 82.0
OAT
MTO AND MCT, 78.0
TEMPERATURE EFFECTS
MREV,8.0
75% MREV,10.3
MCL, 72.0
IDLEREF, 24 TO 38
BLEED OFF
THRUST
BLEED ON
BLEED ON
THROTTLE-LEVER
RESOLVER ANGLE (DEGREES)
THRUST
EGT
STD SEA LEVEL
BLEED OFF
CP
OAT
0,1
BLEED EFFECTS
0,5
PWR - COMPUTATION
CTC-224-124-00
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
0,2
0,3
0,4
MACH EFFECTS
POWER MAN. &

FUEL CONTROL
ENGINE SYSTEMS
Page 125
Feb 05
CFM56-7B
TRAINING MANUAL

Engine Fan Speed Modifier Trim
Excess thrust margin is built into the engine thrust rating
schedules to absorb variations caused by manufacturing
tolerances.
The EEC uses the N1 discrete modifier to reduce thrust
differences between individual engines.
The N1 command is reduced within the EEC, and this
reduces the N1 actual speed by a certain percentage.
Since N1 speed equals thrust, different thrust outputs can
be matched.
The N1 modifier level that reduces N1, does not affect
the value sent to the flight deck for display, and so, the
flight deck N1 indication remains unaffected.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
N1 trim levels (or modifiers) are determined during the

test cell run and the N1 trim is only active beyond 3900
RPM.
0 = no trim adjustment
1 = 0.33% downtrim of N1
The EEC washes out the computed trim if the actual
physical N1 speed is within 0.46% of the N1 redline; or
if altitude is greater than, or equal to 15000 feet; or if the
mach number is greater than, or equal to 0.40.
POWER MAN. &

FUEL CONTROL
ENGINE SYSTEMS
Page 126
Feb 05
CFM56-7B
TRAINING MANUAL
N1
N1
96%
96%
ENG 2
TRIM DOWN
TRA
TRA
MTO/GA
TO/GA
26465 lbs
26300 lbs
N1
N1
95.4%
96%
96.0
96.0
N1 %
N1 %
TRA
TRA
TO/GA
TO/GA
26300 lbs
26300 lbs
ENG 1
UNCHANGED
96.0
96.0
N1 %
N1 %
7
6
5
4
3
2
1
0
FAN SPEED MODIFIER TRIM

DELTA N1
3900
4390
N1 TRIM
CTC-224-125-00
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
N1
TRIM SCHEDULE
POWER MAN. &

FUEL CONTROL
ENGINE SYSTEMS
Page 127
Feb 05
CFM56-7B
TRAINING MANUAL
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
POWER MAN. &

FUEL CONTROL
ENGINE SYSTEMS
Page 128
Feb 05
CFM56-7B
TRAINING MANUAL
FUEL DISTRIBUTION
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
FUEL
DISTRIBUTION
ENGINE SYSTEMS
Page 129
Feb 05
CFM56-7B
TRAINING MANUAL
FUEL DISTRIBUTION
The purpose of the fuel distribution system is:
- To deliver clean fuel to the engine combustion
chamber.
- To supply clean and ice-free fuel to various servomechanisms of the fuel system.
- To cool down engine oil and Integrated Drive
Generator (IDG) oil.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
FUEL
DISTRIBUTION
ENGINE SYSTEMS
Page 130
Feb 05
CFM56-7B
TRAINING MANUAL
FUEL DISTRIBUTION
FUEL
DELIVERY TO
COMBUSTION
CHAMBER
FUEL CLEANING
ICE PROTECTION TO
SERVO MECHANISMS
ENGINE OIL
AND
IDG OIL COOLING
VALVE ACTUATOR
FUEL DISTRIBUTION
CTC-224-042-00
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
FUEL
DISTRIBUTION
ENGINE SYSTEMS
Page 131
Feb 05
CFM56-7B
TRAINING MANUAL
FUEL DISTRIBUTION
The fuel distribution components consist of:
- Fuel supply and return lines (not shown).
- A fuel pump and filter assembly.
- An IDG oil cooler.
- A main oil/fuel heat exchanger.
- A servo fuel heater.
- A Hydro-Mechanical Unit (HMU).
- A fuel flow transmitter.
- A fuel nozzle filter.
- One fuel manifold.
- Twenty fuel nozzles.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
FUEL
DISTRIBUTION
ENGINE SYSTEMS
Page 132
Feb 05
CFM56-7B
TRAINING MANUAL
FWD
FUEL FLOW
TRANSMITTER
FUEL MANIFOLD
(PARTIAL)
FUEL NOZZLE FILTER
MAIN OIL/FUEL
HEAT EXCHANGER
FUEL NOZZLE
SERVO
FUEL
HEATER
FUEL
FILTER
FUEL PUMP
ASSEMBLY
IDG OIL COOLER
FUEL DISTRIBUTION
CTC-224-043-01
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
HMU
FUEL
DISTRIBUTION
ENGINE SYSTEMS
Page 133
Feb 05
CFM56-7B
TRAINING MANUAL
FUEL DISTRIBUTION
Fuel from the A/C tank enters the engine fuel pump,
through a fuel supply line.
After passing through the pump, the pressurized fuel
goes to the IDG oil cooler and to the main oil/fuel heat
exchanger in order to cool down the IDG and engine
scavenge oil.
It then goes back to the fuel pump, where it is filtered,
pressurized and split into two fuel flows.
The main fuel flow goes through the HMU metering
system, the fuel flow transmitter and fuel nozzle filter and
is then directed to the 20 fuel nozzles.
The other fuel flow goes to the servo fuel heater, which
warms up the fuel to prevent any ice particles entering
sensitive servo systems.
The heated fuel flow enters the HMU servo-mechanism
and is then directed to the various fuel-actuated
components.
A line brings unused fuel, from the HMU, back to the
inlet of the main oil/fuel heat exchanger.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
FUEL
DISTRIBUTION
ENGINE SYSTEMS
Page 134
Feb 05
CFM56-7B
TRAINING MANUAL
FROM A/C
FUEL
PUMP
LP STAGE
IDG
OIL
COOLER
MAIN
OIL/FUEL
HEAT
EXCHANGER
FUEL
FILTER
HP STAGE
SERVO
FUEL
HEATER
HMU
METERING
SYSTEM
FUEL FLOW
TRANSMITTER
HMU
SERVO
MECHANISMS
20 FUEL
NOZZLES
VALVES
ACTUATORS
FUEL DISTRIBUTION
CTC-224-044-01
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
FUEL
NOZZLE
FILTER
FUEL
DISTRIBUTION
ENGINE SYSTEMS
Page 135
Feb 05
CFM56-7B
TRAINING MANUAL
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
FUEL
DISTRIBUTION
ENGINE SYSTEMS
Page 136
Feb 05
CFM56-7B
TRAINING MANUAL
FUEL PUMP
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
FUEL PUMP
ENGINE SYSTEMS
Page 137
Feb 05
CFM56-7B
TRAINING MANUAL
FUEL PUMP
The purpose of the engine fuel pump is:
- To increase the pressure of the fuel from the A/C fuel
tanks, and to deliver this fuel in two different flows.
- To deliver pressurized fuel to the IDG oil cooler.
- To filter the fuel before it is delivered to the fuel
control system.
- To drive the HMU.
The engine fuel pump is located on the accessory
gearbox aft face, on the left side of the engine fan case.
The fuel supply line is routed from a hydraulic junction
box, attached to the left hand side of the fan inlet case,
down to the fuel pump inlet.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
FUEL PUMP
ENGINE SYSTEMS
Page 138
Feb 05
CFM56-7B
OIL/FUEL HEAT
EXCHANGER
ATTACH FLANGE
TRAINING MANUAL
AIRPLANE FUEL SUPPLY

LINE ATTACH FLANGE
QAD ATTACH FLANGE

DRIVE SHAFT
FWD
FUEL FILTER
FWD
SERVO WASH FILTER

INSIDE ASSEMBLY
FUEL PUMP
AND FILTER
ASSEMBLY
FUEL PUMP
CTC-224-045-01
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
FUEL PUMP
ENGINE SYSTEMS
Page 139
Feb 05
CFM56-7B
TRAINING MANUAL
FUEL PUMP
The engine fuel pump is a two stage fuel lubricated pump
and filter assembly.
First, the fuel passes through the boost stage, where it is
pressurized.
At the outlet of the boost stage, it is directed to the IDG
oil cooler, then to the main oil/fuel heat exchanger.
The fuel then goes back into the fuel pump, and passes
through the main fuel filter.
The clogging condition of the main fuel filter is monitored
through a Filter Bypass light on the P5-2 fuel control
panel through a differential pressure switch.
A pressure relief valve is installed, in parallel with the

gear pump, to protect the downstream circuit from over
pressure.
At the gear stage outlet, the fuel passes through a wash
filter, where it is split into two different fuel flows.
The main fuel flow, unfiltered, goes to the HMU. The
other fuel flow, which is filtered, goes to the servo fuel
heater.
A by-pass valve is installed, in parallel with the wash
filter, to by-pass the fuel in case of filter clogging.
A by-pass valve is installed, in parallel with the filter, to

by-pass the fuel in case of filter clogging.
At the filter outlet, the fuel passes through the HP stage
pump.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
FUEL PUMP
ENGINE SYSTEMS
Page 140
Feb 05
CFM56-7B
FUEL
PUMP
IDG
OIL COOLER
N2
MAIN FUEL/OIL
HEAT EXCHANGER
LP
STAGE
FUEL
EEC
TRAINING MANUAL
P SW
SERVO
FUEL
HEATER
MAIN FUEL FILTER

(DISCARDABLE)
FILTER
BY-PASS
HP
STAGE
PRESSURE
RELIEF
VALVE
BY-PASS
WASH
FILTER
N2
WF FOR FMV
WF FOR
SERVOS
APPLICATION
H M U
FUEL PUMP OPERATION
CTC-224-046-01
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
FUEL PUMP
ENGINE SYSTEMS
Page 141
Feb 05
CFM56-7B
TRAINING MANUAL
FUEL PUMP
Fuel pump housing
The fuel pump housing encloses the fuel pump drive
system, the LP and HP stages, the fuel filter, and the
wash filter.
The fuel pump housing is secured onto the accessory
gearbox with a Quick Attach/Detach (QAD) ring. The
mounting flange is equipped with 2 locating pins to give
the pump its angular position to the AGB.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
On the housing, fuel ports and covers are provided which

are:
- Main filter by-pass valve cover.
- Outlet port to heat exchanger.
- Return port from heat exchanger.
- Filter drain port.
- Fuel Delta P switch port.
- Gear stage pressure relief valve cover.
- Fuel inlet port.
- Discharge port to HMU.
- Servo fuel heater supply port.
- Boost stage flow access port.
- Boost stage discharge pressure tap.
- Gear stage discharge pressure tap.
FUEL PUMP
ENGINE SYSTEMS
Page 142
Feb 05
CFM56-7B
TRAINING MANUAL
GEAR STAGE PRESSURE

RELIEF VALVE
FILTER OUTLET (PSF) PORT

(NOT SHOWN)
MAIN FILTER BY-PASS

VALVE COVER
FUEL INLET PORT
MOUNTING
FLANGE
ASSEMBLY
DISCHARGE PORT TO
HMU (NOT SHOWN)
SHAFT SEAL
CARRIER
SUPPLY TO SERVO
FUEL HEATER (PF)
MAIN
DRIVE SHAFT
RETURN FROM MAIN

HEAT EXCHANGER
FILTER COVER
FILTER
DRAIN
PORT
T
OU
GEAR STAGE DISCHARGE

PRESSURE PORT (PHP)
BOOST STAGE DISCHARGE
PORT (LP)
FUEL PUMP HOUSING
CTC-224-047-01
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
FUEL PUMP
ENGINE SYSTEMS
Page 143
Feb 05
CFM56-7B
TRAINING MANUAL
FUEL PUMP
Fuel pump drive system
The fuel pump is fuel lubricated, and the necessary
rotative motion is provided by a drive system consisting
of concentric shafts:
The main drive shaft is driven by the AGB, and drives the
HP stage drive spur gear through splines.
The HP stage drive spur gear, through splines, drives the
LP stage drive shaft, which in turn drives :
- The HMU, through the HMU drive shaft.
- The LP stage.
The fuel pump drive system is equipped with shear neck
sections to provide:
- Protection of the AGB against any excessive torque
created within the fuel pump assembly.
- Assurance of the HMU drive operation, even in case
of total failure of the LP stage pump.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
FUEL PUMP
ENGINE SYSTEMS
Page 144
Feb 05
CFM56-7B
SPLINES
TRAINING MANUAL
LP PUMP DRIVE SHAFT

SHEAR NECK
DRIVE SPUR GEAR
SEAL ROTARY PART

MAIN DRIVE SHAFT
HMU DRIVE SHAFT
SHEAR NECK
SPLINES
DRIVEN GEAR
HP STAGE
FUEL PUMP DRIVE SYSTEM
CTC-224-048-00
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
LP STAGE
FUEL PUMP
ENGINE SYSTEMS
Page 145
Feb 05
CFM56-7B
TRAINING MANUAL
FUEL PUMP
Fuel filter
Maintenance practices
The fuel filter protects the downstream circuit from

particles in the fuel.
Fuel filter removal/installation and check
It consists of a filter cartridge and a by-pass valve.

The filter cartridge is installed in a cavity in the fuel pump
body. The fuel circulates from the outside to the inside of
the filter cartridge.
In case of a clogged filter, the by-pass valve opens to
allow fuel to pass to the fuel pump HP stage.
A tapping on the filter housing enables the installation of
a differential pressure switch that transmits filter clogging
conditions to the A/C monitoring system.
The filter must be removed and visually inspected

after any Filter bypass indication, or when significant
contamination is found at the bottom of the filter cover.
This inspection can help to determine any contamination
of aircraft, or engine fuel systems.
During re-installation of the fuel filter cover, carefully
follow the torquing sequence.
Perform a wet motoring check for leakage.
The cartridge has a filtering capability of 38 microns

absolute.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
FUEL PUMP
ENGINE SYSTEMS
Page 146
Feb 05
CFM56-7B
TRAINING MANUAL
HOUSING
O-RING
FUEL FILTER
CARTRIDGE
ANTI-ROTATION
LUGS
PLEATS
FOLDED
BACK
FUEL FILTER
CARTRIDGE
O-RING
FUEL FILTER
COVER
VIEW
CONTAMINANTS
CTC-224-049-01
VISUAL INSPECTION OF THE FUEL FILTER CARTRIDGE
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
FUEL PUMP
ENGINE SYSTEMS
Page 147
Feb 05
CFM56-7B
TRAINING MANUAL
FUEL PUMP
Visual inspection of impeller rotation
This inspection must be done during troubleshooting
when the procedure calls for it, or when a broken shaft is
suspected and the rotation of the LP impeller has to be
checked.
The lubrication flow screen is removed, and the engine is
cranked through the handcranking pad.
If the impeller turns freely, and if the surface of the
impeller has no visible damage, the check is positive.
If the impeller does not turn, or there is damage,
replace the fuel pump and continue the troubleshooting
procedure to determine if there is any further engine
damage.
After fuel pump replacement, perform an idle leak check
and FADEC ground test with motoring.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
FUEL PUMP
ENGINE SYSTEMS
Page 148
Feb 05
CFM56-7B
TRAINING MANUAL
IMPELLER LIGHT GREY COLOR

MACHINED COATED SURFACE
PACKING
DARK GREY
ROUGH SURFACE
LUBRICATION
FLOW SCREEN
FUEL PUMP
CTC-224-050-00
VISUAL INSTECTION OF IMPELLER
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
FUEL PUMP
ENGINE SYSTEMS
Page 149
Feb 05
CFM56-7B
TRAINING MANUAL
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
FUEL PUMP
ENGINE SYSTEMS
Page 150
Feb 05
CFM56-7B
TRAINING MANUAL
IDG OIL COOLER
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
IDG OIL COOLER

ENGINE SYSTEMS
Page 151
Feb 05
CFM56-7B
TRAINING MANUAL
IDG OIL COOLER

The Integrated Drive Generator (IDG) oil cooler cools the
IDG oil.
The IDG oil cooler is located on the fan case at the
7 oclock position.
The interfaces are:
- The fuel supply and return lines.
- The oil supply and return lines.
After the heat exchange, the fuel returns to the inlet of
the main oil/fuel heat exchanger, and the oil goes back to
the IDG.
The unit consists of a matrix providing the heat exchange
operation, a housing, and a cover enclosing a pressure
relief valve.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
IDG OIL COOLER

ENGINE SYSTEMS
Page 152
Feb 05
CFM56-7B
TRAINING MANUAL
HOUSING
FUEL PUMP
FUEL IN
MATRIX
(INSIDE)
COVER
OIL OUT
MAIN OIL/FUEL
HEAT
EXCHANGER
FUEL OUT
BYPASS VALVE
INTEGRATED
DRIVE
GENERATOR
IDG OIL COOLET DESIGN
CTC-224-051-00
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
OIL IN
IDG OIL COOLER

ENGINE SYSTEMS
Page 153
Feb 05
CFM56-7B
TRAINING MANUAL
IDG OIL COOLER

There are two different flows within the unit, the fuel flow
and the oil flow.
The fuel flows inside a tube bundle and the oil circulates
around the tube bundle to transfer heat to the fuel.
If the pressure drop is greater than 24 psid inside the
matrix, a valve opens and by-passes the matrix.
There is also a bypass valve on the IDG oil circuit, which
opens if the IDG oil circuit matrix is clogged. In this case,
the IDG oil goes directly from the air/oil cooler to the IDG.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
IDG OIL COOLER

ENGINE SYSTEMS
Page 154
Feb 05
CFM56-7B
TRAINING MANUAL
IDG
FUEL
OIL OUT
OIL IN
HIGH PRESSURE
BYPASS VALVE
ENGINE FAN
AIR
IDG OIL
COOLER
OIL TEMP
AIR/OIL COOLER
IDG OIL COOLER OPERATION
CTC-224-052-01
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
IDG OIL COOLER

ENGINE SYSTEMS
Page 155
Feb 05
CFM56-7B
TRAINING MANUAL
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
IDG OIL COOLER

ENGINE SYSTEMS
Page 156
Feb 05
CFM56-7B
TRAINING MANUAL
OIL/FUEL HEAT EXCHANGERS
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
OIL/FUEL
HEAT EXCHANGERS Page 157
ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL

The purpose of the main oil/fuel heat exchanger is to
cool the scavenged oil with cold fuel, through conduction
and convection, inside the exchanger where both fluids
circulate.
The servo fuel heater is another a heat exchanger which
uses engine scavenge oil as the heat source to warm
up fuel in the fuel control system. This prevents ice
particles entering sensitive servo mechanisms.
The exchangers are installed at the 9 oclock position
(ALF), on the fuel pump housing. The main oil/fuel heat
exchanger is attached to the servo fuel heater.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
OIL/FUEL
ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL
MAIN OIL/FUEL
HEAT EXCHANGER
SERVO FUEL
HEATER
HMU
AGB
FWD
CTC-224-053-01
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
OIL/FUEL
ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL

The fuel circulates in the tubes of the core assembly of
both exchangers.
There are 2 different sources of the fuel:
- Cold fuel from IDG oil cooler in the main oil/fuel heat
exchanger.
- Hot fuel from the pump HP stage discharge in the
servo fuel heater.
The scavenge oil enters through the inlet port of the
servo fuel heater, is filtered, flows along the inside of the
core assembly between the cooling tubes. After being
deflected by 3 baffles the oil leaves the servo fuel heater
to the main oil fuel heat exchanger. It flows along the fuel
tubes of the core, is deflected by 2 baffles.
The cooled oil leaves the main oil fuel heat exchanger
through a pipe in the servo fuel heater before going back
to the oil tank.
When the fuel pressure differential between the inlet and

outlet of the heat exchanger is high, the bypass valve
opens and sends fuel out of the core assembly of the
heat exchanger.
There are 2 oil-in passages: normal or bypass
operation. The bypass operation passage is used if
either the servo fuel heater core or the main oil/fuel heat
exchanger core are clogged.
When the oil pressure differential is high, the bypass
valve opens and sends oil out of the heat exchanger.
The oil returns to the oil tank and the fuel returns to the
fuel pump.
Inside the main oil fuel heat exchanger, there are 2

by-pass valves, one in the fuel circuit, the second one in
the oil system.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
OIL/FUEL
ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL
OIL IN FROM LUBE UNIT

OIL OUT TO OIL TANK
OIL BY-PASS
VALVE
MAIN OIL FUEL

HEAT EXCHANGER
FUEL BY-PASS
VALVE
FUEL IN FROM
FUEL PUMP
WASH FILTER
FUEL FROM
IDG OIL COOLER
FUEL TO
FUEL FILTER
CTC-224-126-00
SERVO FUEL
HEATER
OIL/FUEL HEAT EXCHANGERS OPERATION
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
FUEL OUT
TO HMU
SERVOS
OIL/FUEL
ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL

Main oil/fuel heat exchanger
Heat exchanger housing
The connections with the other systems are:
The housing encloses the core, and the following items

are located on its outer portion:
- An oil IN port from the servo fuel heater.

- An oil OUT port to the oil tank, through the servo fuel
heater body.
- A fuel IN tube from the IDG oil cooler.
- A fuel OUT port connected to the fuel pump.
The mechanical interfaces are the mating flanges with
the fuel pump, the servo fuel heater, plus one other with
the supply fuel tube.
Heat exchanger core
The heat exchanger is a tubular design consisting of a
removeable core, a housing and a cover.
The core has two end plates, fuel tubes and two baffles.
The fuel tubes are attached to the end plates and the
baffles inside lengthen the oil circulation path around the
fuel inlet tubes.
Sealing rings installed on the core provide insulation
between the oil and fuel areas.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
- An oil pressure relief valve, which by-passes the

oil when the differential pressure across the oil
portion of the exchanger is too high.
- A fuel pressure relief valve, which by-passes the
fuel when the differential pressure across the fuel
portion of the exchanger is too high.
- A drain port, for fuel leak collection from inter-seal
cavities, that prevent oil cavity contamination. A
plug blanks off the drain port during shipping or
storage.
- Two attachment flanges; one with the fuel pump
which also provides fuel OUT passages, and one
with the servo fuel heater which also provides oil
IN and OUT tubes.
- One fuel IN port for fuel from the main fuel pump, via
the IDG oil cooler.
If there is contamination in the fuel, both the servo fuel
heater and main oil/fuel exchanger must be replaced.
OIL/FUEL
ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL
COVER
FUEL CIRCULATION
OIL CIRCULATION
SEALING
RINGS
BAFFLES
FUEL TUBES
OIL PRESSURE
RELIEF VALVE
OIL-IN
(BYPASS)
FUEL FLOW
(BY PASS)
SERVO FUEL
HEATER
ATTACHING
FLANGE
OIL-IN
(NORMAL
OPERATION)
FUEL-IN PORT
FUEL PRESSURE
RELIEF VALVE
CTC-224-054-01
DRAIN PORT
FUEL-OUT PORT
MAIN OIL/FUEL HEAT EXCHANGER
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
FUEL PUMP
ATTACHING
FLANGE
OIL-OUT PORT
OIL/FUEL
ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL

Servo fuel heater
Heat exchange between oil and fuel is by conduction and
convection inside the unit, which consists of:
- A case, enclosing the exchanger core and
supporting the unit and oil lines.
- The exchanger core, or matrix, where heat is
transferred.
- The cover, which supports the fuel lines.
- A filter, which catches particles in suspension in the
oil circuit.
Fuel from the pump wash filter enters the unit and passes
through aluminium alloy, U-shaped tubes immersed
in the oil flow. The tubes are mechanically bonded to a
tube plate, which is profiled to the housing and end cover
flanges. The fuel then exits the unit and is directed to the
HMU servo mechanism area.
Oil from the lubrication unit enters the case, is filtered,

and then passes into the matrix where it circulates
around the fuel tubes.
At the matrix outlet, the oil is directed to the main oil/fuel
heat exchanger. If the filter is clogged, or if the differential
pressure across the filter is too great, a by-pass valve,
installed in the main oil/fuel heat exchanger, will open.
Oil will then be directed to the main oil/fuel heat exhanger
oil outlet port, pass through the servo fuel heater and go
back to the engine oil tank.
Servo fuel heater casing
At the flanged end of the case, facing outward, there are
two square oil inlet/outlet mounting pads.
The flange has threaded inserts to allow the installation of
the cover attachment screws.The mounting flange is part
of the housing casting, and has 6 holes to accommodate
the main oil/fuel heat exchanger securing studs.
A side port chamber is provided to run the oil by-pass
flow from the main oil/fuel heat exchanger to the oil outlet
line connected to the engine oil tank.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
OIL/FUEL
ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL
FUEL OUT
FUEL IN
FILTER
CORE
BAFFLE
ATTACHMENT FLANGE
TO MAIN OIL/FUEL
HEAT EXCHANGER
OIL OUT
OIL IN
SERVO FUEL HEATER
CTC-224-055-02
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
OIL/FUEL
ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
OIL/FUEL
ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL
HYDROMECHANICAL UNIT
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
HYDROMECHANICAL
Page 167
UNIT
ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL
The Hydro-Mechanical Unit (HMU) transforms electrical
signals sent from the EEC into hydraulic pressures in
order to actuate various actuators used in engine control.
The HMU is at the 8 oclock position and is attached to
the aft side of the fuel pump assembly.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
HYDROMECANICAL
Page 168
UNIT
ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL
LPTACC
HPTACC
TBV
VSV HEAD
FWD
VSV ROD
AIRFRAME SHUT-OFF
VALVE SOLENOID
VBV CLOSED
HMU
CH B
VBV OPEN
AIRFRAME SHUT-OFF INDICATOR

SWITCH CONNECTOR
CH A
CTC-224-056-00
OVERBOARD DRAIN
HYDROMECHANICAL UNIT LOCATION
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
PCR
HYDROMECHANICAL
Page 169
UNIT
ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL
The HMU has different functions:
- It provides internal calibration of fuel pressures.
- It meters the fuel flow for combustion.
- It provides the fuel shut-off and fuel manifold
minimum pressurization levels.
- It bypasses unused fuel.
- It provides mechanical N2 overspeed protection.
- It delivers the correct hydraulic power source to
various engine fuel equipment.
The HMU has:
- Two electrical connectors to EEC channels A and B.
- An electrical connection between the airframe shutoff indicator switch and the A/C.
- An electrical connection between the airframe shutoff solenoid valve and the A/C.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
HYDROMECANICAL
Page 170
UNIT
ENGINE SYSTEMS
Feb 05
CFM56-7B
AIRFRAME SHUT-OFF
SOLENOID VALVE
CONNECTOR
AIRFRAME SHUT-OFF
INDICATOR SWITCH
CONNECTOR
TRAINING MANUAL
FUEL PRESSURES CALIBRATION
METERED FUEL FLOW

FOR COMBUSTION
CHANNEL A
CONNECTOR
- FUEL SHUT-OFF
- FUEL MANIFOLD PRESSURIZATION
HMU
EXCESS FUEL FLOW
BYPASS
CHANNEL B
CONNECTOR
MECHANICAL
N2 OVERSPEED PROTECTION
FUEL EQUIPMENT POWER

SOURCE SUPPLY
CTC-224-057-00
HYDROMECHANICAL UNIT PURPOSES
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
HYDROMECHANICAL
Page 171
UNIT
ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL
To manage and control the engine systems and
equipment, the HMU houses two different internal
subsystems, which are:
- The servo-mechanism area, including the pressure
regulation system, the servo flow regulation
system, solenoid valve and electro-hydraulic servo
valves to supply fuel to the various valves and
actuators of the engine.
- The fuel metering system, including the fuel
metering valve, the head sensor, the pressurizing
and shut-off valve, the by-pass valve, and the
overspeed governor system.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
HYDROMECANICAL
Page 172
UNIT
ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL
SERVO MECHANISMS
AREA
PRESSURE REGULATION SYSTEM
A/C
SERVO FLOW REGULATION
ACTUATORS
VALVES
SOLENOID
EEC
ELECTRO HYDRAULIC
SERVO VALVES
FUEL METERING SYSTEM

COMBUSTION
CHAMBER
FUEL METERING VALVE

HEAD SENSOR
PRESSURIZING AND SHUT-OFF
VALVE
BY-PASS VALVE
MAIN OIL/FUEL
HEAT EXCHANGER
OVERSPEED GOVERNOR SYSTEM
CTC-224-058-01
HYDROMECHANICAL UNIT DESIGN
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
HYDROMECHANICAL
Page 173
UNIT
ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL
General description.
To achieve all the different engine functions, the HMU is
fitted with:
- 6 Electro-Hydraulic Servo Valves (EHSV) for the
control of:
- FMV.
- VSV.
- VBV.
- TBV.
- HPTACC.
- LPTACC.
- 1 solenoid (S) for airframe shut-off solenoid valve
signal generation (this solenoid is not controlled
by the EEC, but by the A/C Start lever & Fire
switches).
- 1 resolver (R), to track the FMV position.
- 1 switch for the overspeed governor.
- 1 set of switches, connected to A/C, for position
feedback of the pressurizing and shut-off valve.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
HYDROMECANICAL
Page 174
UNIT
ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL
EEC
CHANNEL
A
F/B
CHANNEL
EHSV
LPTACC
EHSV
HPTACC
EHSV
VSV
EHSV
FROM SERVO
FUEL HEATER
EHSV
R
FROM ENGINE
FUEL PUMP
N2
VBV
AIRFRAME SHUT-OFF
SOLENOID VALVE
FROM A/C
PRESSURIZING
AND
SHUT-OFF
VALVE
FMV
BYPASS
VALVE
ACTUATORS
TBV
EHSV
TO FUEL
NOZZLES
TO A/C
SW
HEAD SENSOR
OVERSPEED GOVERNOR
N2 > 106%
RETURN TO MAIN OIL/FUEL

HEAT EXCHANGER
AND FUEL PUMP
SW
HMU
HMU DESCRIPTION
CTC-224-059-01
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
HYDROMECHANICAL
Page 175
UNIT
ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
HYDROMECHANICAL
Page 176
UNIT
ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL
FUEL FLOW TRANSMITTER
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
FUEL FLOW
TRANSMITTER
ENGINE SYSTEMS
Page 177
Feb 05
CFM56-7B
TRAINING MANUAL

The purpose of the fuel flow transmitter is to provide the
EEC with information, for indicating purposes, on the
weight of fuel used for combustion.
The fuel flow transmitter is on the fan case at the 10
oclock position. it is located in the fuel flow path, beween
the HMU metered fuel discharge port and the fuel nozzle
filter.
It consists of an aluminium body with a cylindrical bore
and an electrical connector installed on the outside of the
body for connection to the EEC.
The interfaces are:
- A fuel supply hose, connected from the HMU.
- A fuel discharge tube, connected to the fuel nozzle
filter.
- An electrical wiring harness, connected to the EEC.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
FUEL FLOW
TRANSMITTER
ENGINE SYSTEMS
Page 178
Feb 05
CFM56-7B
FUEL FLOW
TRANSMITTER
TRAINING MANUAL
ELECTRICAL
CONNECTOR
TO THE EEC
TO FUEL NOZZLE
FILTER, FUEL
MANIFOLD, AND
NOZZLES
FROM HMU
CTC-224-060-00
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
FUEL FLOW
TRANSMITTER
ENGINE SYSTEMS
Page 179
Feb 05
CFM56-7B
TRAINING MANUAL

The driver assembly, flow straightener and measurement
assembly are put on a shaft and installed in the bore.
The transmitter driver assembly is made up of a
shrouded turbine, petal valves and a valve support cone.
Fuel enters the turbine and flows out through angled
drive holes and this causes the driver to rotate, thus
turning the measurement assembly which is installed on
the same shaft.
Bypass holes, covered by petal valves, control driver
speed at high fuel flow rates, limiting the transmitter
rotational speed.
After the fuel leaves the driver assembly, it goes through
a flow straightener, which is stationary and not attached
to the shaft. The straightener removes all swirl and other
disturbances in the fuel flow.
The measurement assembly consists of an impeller and
a drum. The drum is on the same shaft as the driver and
so, turns at the same rate.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
The impeller is installed on the shaft, on bearings. It

is attached to the drum through a spring assembly
and is turned only by the spring. This permits impeller
movement with respect to the attached parts.
As the spring assembly tries to turn the impeller, the
impeller, in turn, tries to rotate the fuel flow and the
spring that drives the impeller deflects, permitting a
rotational deflection between the drum and impeller. The
deflection angle between the drum and impeller provides
a measurement of fuel flow mass.
The drum and impeller each have 2 magnets installed in
them, on opposite sides (180 apart). As the drum and
impeller turn, the magnets generate an electrical pulse
in the pickoff coils as they pass. The time between drum
pulse and impeller pulse defines the deflection and is
proportional to the fuel flow.
The pulses are supplied to the fuel flow indicator where
they are changed to a mass flow measurement.
FUEL FLOW
TRANSMITTER
ENGINE SYSTEMS
Page 180
Feb 05
CFM56-7B
TRAINING MANUAL
IMPELLER SIGNAL
DRUM SIGNAL
t PROPORTIONAL TO MASS FUEL FLOW RATE
DRUM
PICKOFF
COIL
IMPELLER
IMPELLER
PICKOFF
COIL
DRUM
FUEL
OUT
FUEL
IN
SPRING
DRIVER
ASSEMBLY
VALVE
IMPELLER
MAGNET
STRAIGHTENER
(STATIONARY)
CTC-224-127-00
DEFLECTION
ANGLE
SHAFT
CL
IMPELLER
MAGNET
POSITION
CL
DRUM
MAGNET
POSITION
DRUM
MAGNET
FUEL FLOW TRANSMITTER OPERATION
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
FUEL FLOW
TRANSMITTER
ENGINE SYSTEMS
Page 181
Feb 05
CFM56-7B
TRAINING MANUAL
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
FUEL FLOW
TRANSMITTER
ENGINE SYSTEMS
Page 182
Feb 05
CFM56-7B
TRAINING MANUAL
FUEL NOZZLE FILTER
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
FUEL NOZZLE
FILTER
ENGINE SYSTEMS
Page 183
Feb 05
CFM56-7B
TRAINING MANUAL
FUEL NOZZLE FILTER

The fuel nozzle filter is installed near the top of the
engine fan case at 10 oclock and attached to the fuel
flow transmitter outlet.
The fuel nozzle filter collects any contaminants that may
still be left in the fuel before it goes to the fuel nozzle
supply manifold.
Inside the fuel nozzle filter, a bypass valve can open
to allow the filter to continue supplying fuel to the fuel
nozzles, if the filter becomes clogged.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
FUEL NOZZLE
FILTER
ENGINE SYSTEMS
Page 184
Feb 05
CFM56-7B
TRAINING MANUAL
FROM FUEL FLOW

TRANSMITTER
FUEL NOZZLE
FILTER
TO FUEL NOZZLE
SUPPLY MANIFOLD
FUEL NOZZLE FILTER
CTC-224-061-01
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
FUEL NOZZLE
FILTER
ENGINE SYSTEMS
Page 185
Feb 05
CFM56-7B
TRAINING MANUAL
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
FUEL NOZZLE
FILTER
ENGINE SYSTEMS
Page 186
Feb 05
CFM56-7B
TRAINING MANUAL
FUEL NOZZLE
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
FUEL NOZZLE
ENGINE SYSTEMS
Page 187
Feb 05
CFM56-7B
TRAINING MANUAL
FUEL NOZZLE
The fuel nozzles spray fuel into the combustion chamber
and ensure good light-off capability and efficient burning
at all engine power settings.
There are twenty fuel nozzles, which are installed all
around the combustion case area, in the forward section.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
FUEL NOZZLE
ENGINE SYSTEMS
Page 188
Feb 05
CFM56-7B
TRAINING MANUAL
FUEL MANIFOLD
FUEL NOZZLE
COMBUSTION CASE
COMBUSTION
CHAMBER
FUEL NOZZLE
CTC-224-062-01
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
FUEL NOZZLE
ENGINE SYSTEMS
Page 189
Feb 05
CFM56-7B
TRAINING MANUAL
FUEL NOZZLE
Basically, all fuel nozzle models are similar, provide the
same operational performances, and are mounted and
connected to the engine in an identical manner.
However, four nozzles located on either side of the spark
plugs, have a wider primary spray angle.
The wider spray angle is incorporated to improve altitude
re-light capability.
To facilitate identification of the nozzle type, a colour
band is installed on the nozzle body. The colours are also
engraved on the band:
- Blue colour band on the 16 regular fuel nozzles.
- Natural colour band on the 4 wider spray fuel
nozzles.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
FUEL NOZZLE
ENGINE SYSTEMS
Page 190
Feb 05
CFM56-7B
TRAINING MANUAL
PRIMARY
FLOW
64
(BLUE BAND)
PRIMARY
FLOW
89
SPARK PLUGS
WIDER
FUEL NOZZLES
(NATURAL BAND)
8 O'CLOCK
4 O'CLOCK
WIDER
FUEL NOZZLES
(NATURAL BAND)
FUEL NOZZLE IDENTIFICATION
CTC-224-064-00
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
FUEL NOZZLE
ENGINE SYSTEMS
Page 191
Feb 05
CFM56-7B
TRAINING MANUAL
FUEL NOZZLE
The fuel nozzle is a welded assembly which delivers fuel
through two independent flows, and consists of:
- A cover, where the nozzle fuel inlet connector is
located.
- A cartridge assembly, which encloses a check valve
and a metering valve.
- A mounting flange with an integral locating pin, used
to secure the fuel nozzle onto the combustion
case.
- A metering set, to calibrate primary and secondary
fuel flow sprays.
- A cut-out seal, installed between the mounting
flange and the combustion case.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
FUEL NOZZLE
ENGINE SYSTEMS
Page 192
Feb 05
CFM56-7B
TRAINING MANUAL
CARTRIDGE
VALVE
ASSEMBLY
CHECK
VALVE
MOUNTING
FLANGE
INLET
CONNECTOR
COLOR BAND
(BLUE OR NATURAL)
LOCATING
PIN
CUT-OUT SEAL
METERING SET
FUEL NOZZLE DESCRIPTION
CTC-224-063-01
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
FUEL NOZZLE
ENGINE SYSTEMS
Page 193
Feb 05
CFM56-7B
TRAINING MANUAL
FUEL NOZZLE
From the nozzle inlet, fuel passes through the inlet filter
and accumulates within the cartridge assembly.
At 15 psig, the fuel opens the check valve. It is sent to
the central area of the metering set which calibrates the
spray pattern of the primary fuel flow (narrow angle).
When the fuel pressure reaches 120 psig, it opens the
flow divider metering valve and the fuel goes through the
outer tube of the support to another port in the metering
set.
This ports calibrates the spray pattern of the secondary
fuel flow (wider angle of 125).
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
FUEL NOZZLE
ENGINE SYSTEMS
Page 194
Feb 05
CFM56-7B
TRAINING MANUAL
METERING SET
CARTRIDGE
ASSEMBLY
PRIMARY
FUEL FLOW
CHECK VALVE
FUEL
125
INLET
FILTER
64/89
METERING
VALVE
FUEL NOZZLE OPERATION
CTC-224-065-01
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
SECONDARY
FUEL FLOW
FUEL NOZZLE
ENGINE SYSTEMS
Page 195
Feb 05
CFM56-7B
TRAINING MANUAL
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
FUEL NOZZLE
ENGINE SYSTEMS
Page 196
Feb 05
CFM56-7B
TRAINING MANUAL
VARIABLE GEOMETRY CONTROL SYSTEM
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
VARIABLE GEOMETRY
CONTROL SYSTEM Page 197
ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL
VARIABLE GEOMETRY CONTROL SYSTEM

The variable geometry control system is designed to
maintain satisfactory compressor performance over all
operation conditions.
The system consists of:
- A Variable Bleed Valve (VBV) system, located
downstream from the booster.
- A Variable Stator Vane (VSV) system, located within
the first stages of the HPC.
The compressor control system is commanded by the
EEC and operated through HMU hydraulic signals.
VBV
At low speed, the LP compressor supplies a flow of air
greater than the HP compressor can accept.
To establish a more suitable air flow, VBVs are installed
on the contour of the primary airflow stream, between the
booster and the HPC.
At low speed, they are fully open and reject part of
the booster discharge air into the secondary airflow,
preventing the LPC from stalling.
At high speed, the VBVs are closed.
VSV
The HPC is equipped with one Inlet Guide Vane (IGV)
stage and three VSV stages.
An actuation system changes the orientation of the vanes
to provide the correct angle of incidence to the air stream
at the blades leading edge, improving HPC stall margins.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
VARIABLE GEOMETRY
ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL
VARIABLE BLEED VALVES

(VBV)
INLET GUIDE VANES
(IGV)
VARIABLE STATOR VANES
(VSV)
COMPRESSOR CONTROL DESIGN
CTC-224-066-00
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
VARIABLE GEOMETRY
ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
VARIABLE GEOMETRY
ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL
VARIABLE BLEED VALVE
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
VARIABLE
BLEED VALVE
ENGINE SYSTEMS
Page 201
Feb 05
CFM56-7B
TRAINING MANUAL

The purpose of the Variable Bleed Valve (VBV) system is
to regulate the amount of air discharged from the booster
into the inlet of the HPC.
To eliminate the risk of booster stall during transient
conditions, the VBV system by-passes air from the
primary airflow into the secondary airflow.
The system is located around the 12-strut hub and
consists of the following components:
- Two VBV actuators, including LVDTs.
- An actuation ring.
- Twelve bellcranks.
- Twelve bleed doors.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
VARIABLE
BLEED VALVE
ENGINE SYSTEMS
Page 202
Feb 05
CFM56-7B
TRAINING MANUAL
STRUT 1
BLEED DOOR
(QTY12)
VBV
ACTUATORS
(QTY2)
BELLCRANK
(QTY12)
FWD
ACTUATION
RING
VBV SYSTEM
CTC-224-067-00
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
VARIABLE
BLEED VALVE
ENGINE SYSTEMS
Page 203
Feb 05
CFM56-7B
TRAINING MANUAL

VBV actuators
The two VBV actuators are interchangeable and provide
the hydraulic force required to move the actuation ring
and the twelve bleed doors located around the fan frame.
They are mounted to brackets attached to the rear face
of the fan frame inner diameter at the 4 and 10 oclock
positions.
Fuel pressure from the HMU is delivered to both the head
and rod ports of each double acting actuator.
The port that receives the greater pressure will determine
the direction of movement. The amount of fuel will
determine the travel distance.
Fuel pressure to the rod side of the actuator will cause
the system bleed doors to move towards the closed, or
high-power position.
Each actuator has an LVDT to provide actual position
feedback to the EEC.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
VARIABLE
BLEED VALVE
ENGINE SYSTEMS
Page 204
Feb 05
CFM56-7B
TRAINING MANUAL
CYLINDER
PISTON ROD
SENSOR
SLIDE ROD
HOUSING
CLEVIS
SENSOR
CONNECTOR
DRAIN
ROD PORT
HEAD PORT
VBV ACTUATOR
CTC-224-068-00
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
VARIABLE
BLEED VALVE
ENGINE SYSTEMS
Page 205
Feb 05
CFM56-7B
TRAINING MANUAL

All 12 bleed doors are connected to the actuation ring
through a bellcrank assembly.
Two of the bleed doors have a longer bellcrank, which is
connected to the clevis of the actuator.
When the actuators move, the actuation ring opens or
closes the bleed doors to control the quantity of LPC air
discharged into the secondary airflow.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
VARIABLE
BLEED VALVE
ENGINE SYSTEMS
Page 206
Feb 05
CFM56-7B
TRAINING MANUAL
SHORT
BELLCRANK
VBV DOOR
(12)
CLEVIS ROD
ACTUATION
RING
LONG
BELLCRANK
VBV DOORS
CTC-224-069-00
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
VARIABLE
BLEED VALVE
ENGINE SYSTEMS
Page 207
Feb 05
CFM56-7B
TRAINING MANUAL

The EEC uses airplane and engine data to schedule a
position for the VBV door actuators.
When the EEC has established the position of the VBV
door actuators, it sends a command signal to move a
servo valve inside the HMU, which sends servo fuel
pressure to move the pistons in the two VBV actuators.
Each actuator has an LVDT and the EEC uses feedback
from these sensors to monitor the position of the
actuators. One LVDT on the right handside VBV actuator
sends an electrical signal to channel A and the other on
the left handside sends an electrical signal to channel B.
The VBVs start closing as N1 speed increases and are
fully closed above 80% N1 speed.
The EEC commands the VBV doors to be more open
during:
- Rapid engine deceleration.
- Thrust reverser operation.
- Potential icing conditions.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
VARIABLE
BLEED VALVE
ENGINE SYSTEMS
Page 208
Feb 05
CFM56-7B
TRAINING MANUAL
CHANNEL B
LEFT VBV ACTUATOR
CHANNEL A
EEC
HMU
RIGHT VBV ACTUATOR
VBV SYSTEM
CTC-224-070-00
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
VARIABLE
BLEED VALVE
ENGINE SYSTEMS
Page 209
Feb 05
CFM56-7B
TRAINING MANUAL
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
VARIABLE
BLEED VALVE
ENGINE SYSTEMS
Page 210
Feb 05
CFM56-7B
TRAINING MANUAL
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
VARIABLE
STATOR VANE
ENGINE SYSTEMS
Page 211
Feb 05
CFM56-7B
TRAINING MANUAL

The Variable Stator Vane (VSV) system positions the
HPC stator vanes to the appropriate angle to optimize
HPC efficiency. It also improves the stall margin during
transient engine operations.
The VSV position is calculated by the EEC using various
engine parameters, and the necessary fuel pressure is
delivered by the HMU dedicated servo valve.
The VSV system is located at the front of the HP
compressor.
The system consists of:

A series of actuators and bellcrank assemblies, on both
sides of the HPC case:
- Two hydraulic actuators.
- Two feedback sensors, installed in the actuators.
- Two bellcrank assemblies.
- Tour actuation rings (made in 2 halves).
Variable stator stages, located inside the HPC case:
- Inlet Guide Vane (IGV).
- Variable Stator Vane (VSV) stages1-2-3.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
VARIABLE
STATOR VANE
ENGINE SYSTEMS
Page 212
Feb 05
CFM56-7B
TRAINING MANUAL
VARIABLE STATOR
VANE ACTUATOR
ACTUATION
RINGS
HP COMPRESSOR
CASE
BELLCRANK
ASSEMBLIES
VSV SYSTEM LOCATION
CTC-224-071-01
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
VARIABLE
STATOR VANE
ENGINE SYSTEMS
Page 213
Feb 05
CFM56-7B
TRAINING MANUAL

VSV actuators
The actuators provide an output force and motion to the
VSV system, in response to fuel pressure.
They are single ended, uncushioned, hydraulic cylinders,
able to apply force in both directions.
Piston stroke is controlled by internal stops.
The piston incorporates a capped, preformed packing to
prevent cross-piston leakage and a wiper is provided to
ensure the piston rod is dirt free.
The rod end features a dual-stage seal with a drain port
and, at the end of the piston, there is an extension, which
houses a bearing seat.
For cooling purposes, the head end of the piston has an
orifice that allows the passage of fuel.
The VSV actuator is self-purging.
Each actuator has an LVDT to provide actual position
feedback to the EEC.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
VARIABLE
STATOR VANE
ENGINE SYSTEMS
Page 214
Feb 05
CFM56-7B
TRAINING MANUAL
SENSOR
CONNECTOR
PISTON
DRAIN PORT
COOLING
ORIFICE
SEAL
HEAD PORT
(VSV CLOSED)
ROD PORT
(VSV OPEN)
LINEAR VARIABLE
DIFFERENTIAL TRANSDUCER
(LVDT)
VSV ACTUATOR
CTC-224-072-01
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
VARIABLE
STATOR VANE
ENGINE SYSTEMS
Page 215
Feb 05
CFM56-7B
TRAINING MANUAL

VSV linkage system
Each VSV actuator is connected through a clevis link and
a bellcrank assembly to a master rod.
The vane actuation rings are linked to the master rod in
the bellcrank assembly, through slave rods.
The actuation ring halves, which are connected at the
splitline of the compressor casing, rotate circumferentially
about the horizontal axis of the compressor.
Movement of the rings is transmitted to the individual
vanes, through vane actuating levers.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
VARIABLE
STATOR VANE
ENGINE SYSTEMS
Page 216
Feb 05
CFM56-7B
TRAINING MANUAL
ACTUATION RINGS (x4)
FWD
SLAVE RODS (x4)
MASTER ROD
VSV ACTUATOR
VSV LINKAGE SYSTEM
CTC-224-073-00
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
VARIABLE
STATOR VANE
ENGINE SYSTEMS
Page 217
Feb 05
CFM56-7B
TRAINING MANUAL

According to sensor signals, the EEC computes the
appropriate VSV actuator position.
The two actuators, located at the 2 and 8 oclock
positions on the HPC case, move the 4 actuation rings to
change the angular position of the vanes.
Two electrical feedback sensors (LVDT), one per
actuator, transmit the VSV position to the EEC to close
the control loop.
VSV position transducer

The position sensors are Linear Variable Differential
Transducers (LVDT) and consist of two windings, one
stationary, one moveable.
The moveable winding translates with the actuator rod,
and the resulting voltage is a function of actuator stroke/
VSV position.
The right handside feedback sensor is connected to

channel A and the left handside feedback sensor to
channel B.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
VARIABLE
STATOR VANE
ENGINE SYSTEMS
Page 218
Feb 05
CFM56-7B
TRAINING MANUAL
EEC
LVDT
SUPPLY
VSV
FEEDBACK
VSV
EHSV
ROD (OPEN)
HMU
HEAD
(CLOSED)
VSV
ACTUATING
RING
LVDT
VSV
ACTUATOR
BELLCRANK
VSV SYSTEM DESIGN
CTC-224-074-00
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
VARIABLE
STATOR VANE
ENGINE SYSTEMS
Page 219
Feb 05
CFM56-7B
TRAINING MANUAL
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
VARIABLE
STATOR VANE
ENGINE SYSTEMS
Page 220
Feb 05
CFM56-7B
TRAINING MANUAL
TRANSIENT BLEED VALVE
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
TRANSIENT
BLEED VALVE
ENGINE SYSTEMS
Page 221
Feb 05
CFM56-7B
TRAINING MANUAL

The Transient Bleed Valve (TBV) system improves
the HPC stall margin during engine starting and rapid
acceleration.
Using engine input parameters, the EEC logic calculates
when to open or close the TBV to duct HPC 9th stage
bleed air to the LPT stage 1 nozzle through the TBV
manifold.
The TBV system consists of:
- The TBV, located at the 6 oclock position on the
HPC case.
- The TBV manifold.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
TRANSIENT
BLEED VALVE
ENGINE SYSTEMS
Page 222
Feb 05
CFM56-7B
TRAINING MANUAL
TBV MANIFOLD
CTC-224-075-00
TRANSIENT BLEED VALVE SYSTEM
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
TRANSIENT
BLEED VALVE
(TBV)
TRANSIENT
BLEED VALVE
ENGINE SYSTEMS
Page 223
Feb 05
CFM56-7B
TRAINING MANUAL

The EEC uses airplane and engine data to schedule the
position of TBV.
An electrical command from the EEC moves a servo
valve inside the HMU.
HMU servo fuel pressure moves the actuator to an open,
or closed position.
The EEC monitors TBV system position through two
LVDTs (channel A and channel B).
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
TRANSIENT
BLEED VALVE
ENGINE SYSTEMS
Page 224
Feb 05
CFM56-7B
TRAINING MANUAL
9TH STAGE
BLEED AIR
EEC
TO LPT
STAGE 1
NOZZLE
HMU
CHANNEL A
CHANNEL B
CTC-224-128-00
TRANSIENT BLEED VALVE SYSTEM
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
TRANSIENT
BLEED VALVE
ENGINE SYSTEMS
Page 225
Feb 05
CFM56-7B
TRAINING MANUAL
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
TRANSIENT
BLEED VALVE
ENGINE SYSTEMS
Page 226
Feb 05
CFM56-7B
TRAINING MANUAL
HIGH PRESSURE TURBINE ACTIVE CLEARANCE CONTROL
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
HPT ACTIVE
CLEARANCE CONTROL Page 227
ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL
HIGH PRESSURE TURBINE ACTIVE CLEARANCE

CONTROL
The High Pressure Turbine Active Clearance Control
(HPTACC) system optimizes HPT efficiency through
active clearance control between the turbine rotor and
shroud and reduces compressor load during starting and
transient engine conditions.
The HPTACC system uses bleed air from the 4th and 9th
stages to cool down the HPT shroud support structure in
order to:
- Maximize turbine efficiency during cruise.
- Minimize the peak EGT during throttle burst.
The HPTACC valve is located on the engine core section
at the 3 oclock position of the high pressure compressor
(HPC).
This is a closed loop system, using the valve position as
feedback.
A thermocouple, located on the right hand side of the

HPT shroud support structure, provides the EEC with
temperature information.
To control the temperature of the shroud at the desired
level, the EEC calculates a valve position schedule.
This valve position is then sent by the EEC active
channel to the HPTACC Electro-Hydraulic Servo Valve
(EHSV), within the HMU.
The servo valve modulates the fuel pressure sent to
command the HPTACC valve.
Two sensors (LVDT), connected to the actuator, provide
the EEC with position feedback signals and the EEC
changes the valve position until the feedback matches
the schedule demand.
The EEC uses various engine and aircraft sensor

information to take into account the engine operating
range and establish a schedule.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
HPT ACTIVE
ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL
HPTACC
VALVE
9th STAGE
DISCHARGE
MANIFOLD
4th STAGE
HPTACC SYSTEM LOCATION
CTC-224-076-01
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
FWD
HPT ACTIVE
ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL
HIGH PRESSURE TURBINE ACTIVE CLEARANCE

CONTROL
The HPTACC valve is a fuel and, gear operated
sequence valve that mainly consists of the following:
- 9th stage air valve.
- 4th stage air valve.
- One actuator for both valves.
- Two LVDT connectors.
- Fuel manifold mount flange.
- 4th stage air inlet duct.
An intermediate pressure, Pcr, is applied on the opposite

side of the valve actuator.
There is a drain port on the valve to direct any fuel leaks
towards the draining system.
The position of the valves can be checked through visual
indicators.
The HPTACC valve has integrated dual butterfly valves,

driven by a single actuator which receives the fuel
pressure from the HMU servo valve.
Each butterfly valve controls its own dedicated
compressor stage air pick-up.
The two airflows are mixed downstream of the valve and
sent through the HPTACC discharge manifold to the high
pressure (HPT) shroud support, at the 6 and 12 oclock
positions.
The fuel pressure command from the HMU, Pc or Pcb,
enters the valve at the Turbine Clearance Control (TCC)
supply port.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
HPT ACTIVE
ENGINE SYSTEMS
Feb 05
CFM56-7B
9 TH STAGE
VISUAL POSITION
INDICATOR
TRAINING MANUAL
9 TH STAGE
AIR VALVE
9 TH STAGE
INLET
LVDT CONNECTORS
ACTUATOR
ASSEMBLY
Pcr SUPPLY PORT
DRAIN PORT
TCC SUPPLY
PORT (Pc / Pcb)
4 TH STAGE
VISUAL POSITION
INDICATOR
4 TH STAGE
AIR INLET DUCT
4 TH STAGE
AIR VALVE
HPTACC VALVE
CTC-224-077-00
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
FUEL MANIFOLD
MOUNT FLANGE
HPT ACTIVE
ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
HPT ACTIVE
ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL
LOW PRESSURE TURBINE ACTIVE CLEARANCE CONTROL
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
LPT ACTIVE
ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL
LOW PRESSURE TURBINE ACTIVE CLEARANCE

CONTROL
The Low Pressure Turbine Active Clearance Control
(LPTACC) system uses fan discharge air to cool the LPT
case during engine operation and controls the LPT rotor
to stator clearances.
It also protects the turbine case from over-temperature by
monitoring the EGT.
This ensures the best performance of the LPT at all
engine ratings.
The LPTACC system is a closed loop system, which
regulates the cooling airflow sent to the LPT case,
through a valve and a manifold.
The LPTACC valve is located on the engine core
section at the 4 oclock position.
The LPTACC system consists of:
- An air scoop (not shown).
- The LPTACC valve.
- An air duct and manifold.
- Six LPT case cooling tubes.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
LPT ACTIVE
ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL
LPTACC
MANIFOLD
LPTACC
AIR DUCT
LPTACC
VALVE
CTC-224-078-01
LPT ACTIVE CLEARANCE CONTROL
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
LPT ACTIVE
ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL
LOW PRESSURE TURBINE ACTIVE CLEARANCE

CONTROL
According to a schedule from the EEC, an electrical
order, proportional to a valve position demand, is first
sent to the EHSV within the HMU.
If the valve position does not match the demand, the EEC
sends an order, through the HMU, to change the
valve state until both terms are equal.
The servo valve changes the electrical information into

fuel pressure and sends it to the LPTACC valve.
The expansion or contraction of the case positions the

LPT rotor shrouds in relationship to the LPT rotor. The
tighter the clearances between shroud and rotor, the
greater the improvement in specific fuel consumption
(SFC).
Within the LPTACC valve, an actuator drives a butterfly,

installed in the airflow.
The butterfly valve position determines the amount of
fan discharge air entering the manifold and cooling tube
assembly.
RVDT sensors, built in the valve, send the valve position
to the EEC as feedback, to be compared with the position
demand.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
LPT ACTIVE
ENGINE SYSTEMS
Feb 05
CFM56-7B
HYDRAULIC
PRESSURE
ELECTRICAL
ORDER
EEC
TRAINING MANUAL
LPTACC
HMU
REGULATED
FAN AIR FLOW
POSITION
FEEDBACK
LPT
COOLING
MANIFOLDS
FAN AIR
LPTACC
CTC-224-079-01
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
LPT ACTIVE
ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
LPT ACTIVE
ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL
OIL GENERAL
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
OIL
GENERAL
ENGINE SYSTEMS
Page 239
Feb 05
CFM56-7B
TRAINING MANUAL
OIL GENERAL
Sump philosophy
The engine has 2 sumps; the forward and aft.
The forward sump is located in the cavity provided by
the fan frame and the aft sump is located in the cavity
provided by the turbine frame.
The sumps are sealed with labyrinth type oil seals, which
must be pressurized in order to ensure that the oil is
retained within the oil circuit and, therefore, minimize oil
consumption.
Pressurization air is extracted from the primary airflow
(booster discharge) and injected between the two
labyrinth seals. The air, looking for the path with the least
resistance, flows across the oil seal, thus preventing oil
from escaping.
Any oil that might cross the oil seal is collected in a cavity
between the two seals and routed to drain pipes.
Once inside the oil sump cavity, the pressurization air
becomes vent air and is directed to an air/oil rotating
separator and then, out of the engine through the center
vent tube, the rear extension duct and the flame arrestor.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
OIL
GENERAL
ENGINE SYSTEMS
Page 240
Feb 05
CFM56-7B
TRAINING MANUAL
PRESSURIZING
PORT
OIL JET
AIR TO
CENTER
VENT
AIR SEAL
OIL SEAL
DRAIN
ROTATING
AIR/OIL
SEPARATOR
CTC-224-080-00
SEALS PRESSURIZATION PRINCIPLE
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
SCAVENGE
OIL
GENERAL
ENGINE SYSTEMS
Page 241
Feb 05
CFM56-7B
TRAINING MANUAL
OIL GENERAL
The purpose of the oil system is to provide lubrication
and cooling for gears and bearings located in the engine
sumps and gearboxes.
It includes the following major components:
- An oil tank, located on the right handside (aft looking
forward) of the containment case.
- An anti-leakage valve, located at the bottom of the
containment case.
- A lubrication unit assembly, installed on the
accessory gearbox.
- A main oil/fuel heat exchanger, secured on the
engine fuel pump.
- An oil scavenge filter assembly, located on the rear
face of the AGB at the 7 oclock position.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
OIL
GENERAL
ENGINE SYSTEMS
Page 242
Feb 05
CFM56-7B
TRAINING MANUAL
MAIN OIL/FUEL
HEAT EXCHANGER
LUBRICATION
UNIT
ANTI-LEAKAGE
VALVE
OIL TANK
OIL SCAVENGE
FILTER
CTC-224-081-01
OIL DISTRIBUTION SYSTEM LOCATION
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
OIL
GENERAL
ENGINE SYSTEMS
Page 243
Feb 05
CFM56-7B
TRAINING MANUAL
OIL GENERAL
The oil system is self contained and may be split into the
different circuits listed below:
- Oil supply circuit.
- Oil scavenge circuit.
- Oil circuit venting.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
OIL
GENERAL
ENGINE SYSTEMS
Page 244
Feb 05
CFM56-7B
4
7
6
TGB
12
2
TRAINING MANUAL
AIR/OIL
MIXTURE
VENTING
THROUGH
EXHAUST
PLUG
8
AGB
2 - ANTI-LEAKAGE VALVE
3 - OIL QUANTITY TRANSMITTER
4 - OIL PRESSURE TRANSMITTER
1
9
1 - OIL TANK
5 - OIL TEMPERATURE TRANSMITTER
11
6 - FORWARD SUMP
7 - CENTER VENT TUBE
10
8 - AFT SUMP
9 - LUBRICATION UNIT
SUPPLY CIRCUIT
AGB
DRIVE
SCAVENGE CIRCUIT
CIRCUIT VENTING
10 - OIL SUPPLY FILTER

11 - SCAVENGE OIL FILTER
12 - OIL-FUEL HEAT EXCHANGERS
FRONT SCAV. IN
AGB/TGB SCAV. IN
REAR SCAV. IN
OIL SYSTEM
CTC-224-082-01
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
OIL
GENERAL
ENGINE SYSTEMS
Page 245
Feb 05
CFM56-7B
TRAINING MANUAL
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
OIL
GENERAL
ENGINE SYSTEMS
Page 246
Feb 05
CFM56-7B
TRAINING MANUAL
OIL TANK
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
OIL TANK
ENGINE SYSTEMS
Page 247
Feb 05
CFM56-7B
TRAINING MANUAL
OIL TANK
The oil tank stores the engine oil and is installed on the
containment case and on the fan frame shroud, at the 3
oclock position, on one upper and two lower mounts with
shock absorbers.
The upper mount and the left lower mount are fixed on
fan frame shroud flanges. The right lower mount is fixed
on a containment case flange.
The tank body is a machined light alloy weldment. Six
inner bulkheads add strength and reduce oil sloshing.
The tank has an oil inlet tube from the servo fuel heater
and the main oil/fuel heater exchanger, an oil outlet to the
lubrication unit and a vent tube.
To replenish the oil tank, there is a gravity filling port. The
remote filling and overflow ports are optional.
A scupper ducts any oil spillage to a drain line and a
plug is provided at the bottom of the tank for draining
purposes.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
Between engine start and running conditions, the oil level

drops, due to the gulping effect.
At engine start the oil level may decrease as much as
1 gallon (4 liters). At takeoff power the oil level can
decrease as much as 0.5 gallons (2 liters) more. This
oil is partially recovered during engine deceleration and
completely recovered (minus oil consumption) upon
engine shutdown.
Oil level checks must be done within five to thirty
minutes, after engine shutdown, due to oil volume
changes.
To avoid serious injury, the oil filler cap must not be
opened until a minimum of 5 minutes has elapsed after
engine shutdown.
Oil tank characteristics:
U.S. QUARTS
Min usable oil volume
Max oil total capacity
Total tank volume
LITERS
10.89
22.1
23.26
10.3
20.09
22.01
OIL TANK
Page 248
Feb 05
ENGINE SYSTEMS
CFM56-7B
TRAINING MANUAL
OIL QUANTITY
TRANSMITTER
GRAVITY
FILL PORT
OIL SCUPPER
UPPER
MOUNT
LOCKING
HANDLE
DRAIN LINE
VENT TUBE
(TO FORWARD
SUMP)
PRESSURE
SERVICING
PORTS
OIL IN FROM
SCAVENGE
CIRCUIT)
OIL LEVEL
SIGHT GLASS
FWD
LOWER
MOUNT
DRAIN PORT
OIL OUT TO
ANTILEAKAGE
VALVE
OIL TANK
CTC-224-083-01
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
OIL TANK
ENGINE SYSTEMS
Page 249
Feb 05
CFM56-7B
TRAINING MANUAL
OIL TANK
Oil tank servicing
The oil tank can be serviced manually or with a remote
pressure servicing unit. The tank is fully serviced when
the oil level is at the 22.1 US qts. (20.09 l) level.
Do not mix brands of oil. This could cause engine
damage. Part II of the Aircraft Maintenance Manual
(AMM) provides information on approved brands of
engine oil.
Between 5 and 30 minutes after engine shutdown, the oil

tank can be serviced with approved oil by pressure filling,
or gravity filling:
- Pressure filling is accomplished by means of an
external oil servicing unit. Pressurizing and return
lines are connected to fill and overfill ports
located on the front, right-hand side of the tank. Oil
from the unit is then pumped into the tank through
the fill port. By means of a stand pipe within the
tank, oil will return to the servicing unit through
the overfill port, indicating that the tank has been
properly filled.
- Gravity filling is accomplished through a
manual, self sealing fill cap. The fill cap is opened
and oil is poured directly from individual containers
into the tank.
The tank is considered fully serviced when the oil level
within the tank reaches the shaded area of the sight
glass.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
OIL TANK
ENGINE SYSTEMS
Page 250
Feb 05
CFM56-7B
TRAINING MANUAL
OIL TANK
ACCESS DOOR
GRAVITY FILL PORT
SIGHT GLASS
PRESSURE
SERVICING
PORTS
DRAIN LINE
OIL TANK SERVICING
CTC-224-129-00
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
OIL TANK
ENGINE SYSTEMS
Page 251
Feb 05
CFM56-7B
TRAINING MANUAL
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
OIL TANK
ENGINE SYSTEMS
Page 252
Feb 05
CFM56-7B
TRAINING MANUAL
ANTI-LEAKAGE VALVE
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
ANTI-LEAKAGE
VALVE
ENGINE SYSTEMS
Page 253
Feb 05
CFM56-7B
TRAINING MANUAL
ANTI-LEAKAGE VALVE
The anti-leakage valve prevents oil leakage when the
oil tube from the oil tank is removed and upon engine
shutdown to counter any siphon effect on the oil tank.
It is a pressure actuated, spring-loaded normally closed
valve. It is mounted on the containment case, at the
6 oclock position, in-line with the tube running from the
oil tank to the lubrication unit.
During engine operation, oil pressure from the rear sump
supply line holds the anti-leakage valve open. When the
engine is shut down, spring tension closes the valve.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
ANTI-LEAKAGE
VALVE
ENGINE SYSTEMS
Page 254
Feb 05
CFM56-7B
TRAINING MANUAL
INLET PORT
(FROM OIL TANK)
FWD
SUMP
A
G
B
MOLDED SEAL
REAR
SUMP
TGB
C
LUBRICATION
UNIT
ANTI-LEAKAGE
VALVE
HELICAL SPRING
POPPET
OIL TANK
PISTON
INLET PORT
FROM OIL TANK
BODY
ASSEMBLY
OIL-IN
PORT
OUTLET
PORT
TO LUBRICATION
UNIT
OUTLET
PORT
(TO SUPPLY PUMP)
OIL-IN PORT
FROM REAR SUMP
ANTI-LEAKAGE VALVE
CTC-224-084-01
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
COVER
ANTI-LEAKAGE
VALVE
ENGINE SYSTEMS
Page 255
Feb 05
CFM56-7B
TRAINING MANUAL
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
ANTI-LEAKAGE
VALVE
ENGINE SYSTEMS
Page 256
Feb 05
CFM56-7B
TRAINING MANUAL
LUBRICATION UNIT
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
LUBRICATION UNIT Page 257

ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL
LUBRICATION UNIT
The lubrication unit has two purposes:
- It pressurizes and filters the supply oil for lubrication
of the engine bearings and gears.
- It pumps in scavenge oil to return it to the tank.
The unit is mounted by a V-band clamp to the rear face of
the accessory gearbox, at the 6 oclock position.
The lubrication unit has:
- A suction port (from the oil tank).
- Three scavenge ports (aft sump, fwd sump, TGB/
AGB).
- Three scavenge screen plugs.
- An oil out port.
- A supply oil filter.
- A clogging indicator.
Internally, it has 4 pumps driven by the AGB, through a
single shaft. One pump is dedicated to the supply circuit
and three pumps to the scavenge circuits.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC

ENGINE SYSTEMS
Feb 05
CFM56-7B
SCAVENGE
OIL FROM
TRAINING MANUAL
OIL OUT TO
SCAVENGE
OIL FILTER
AFT SUMP
OIL TO FWD SUMP AND TGB

FWD SUMP
OIL TO AFT
SUMP
AGB/TGB
OIL TO AGB
CLOGGING
INDICATOR
DRIVE SHAFT
OIL IN FROM TANK
HOUSING FOR
3 SCAVENGE SCREENS
SUPPLY FILTER
HOUSING
CHIP DETECTOR
HANDLING PLUGS
SUPPLY FILTER
DRAIN PLUG
LUBRICATION UNIT INTERFACE
CTC-224-085-01
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC

ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL
LUBRICATION UNIT
Supply circuit
Supply oil filter
During supply, oil from the oil tank is pressurized through

the supply pump and then goes to the supply oil filter.
The supply oil filter is a discardable paper cartridge and

is located inside a housing that is part of the lubrication
unit. A locating ring maintains the filter cartridge in the
housing. The base of the housing features a cover and a
drain plug.
In case of clogging of the supply oil filter, a visual

indication is given and a bypass valve opens.
A pressure relief valve, installed downstream from the
supply pump, redirects the oil to the scavenge circuit
when oil pressure reaches a maximum limit value.
Downstream from the supply oil filter, the oil flows through
three outlets to the engine sumps.
Clogging indicator
The clogging indicator is a sensor, installed between the
upstream and downstream pressures of the supply oil
filter. It senses any rise in differential pressure due to filter
clogging.
When the filter is clogged, a pop-out indicator is activated
at approx 27psi, showing a red button in a sight glass.
This indication signals the need for a maintenance action
to change the filter.
At 34psi, the bypass valve opens to keep the engine
supplied with lubrication oil.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC

ENGINE SYSTEMS
Feb 05
CFM56-7B
TO FWD/AFT SUMPS
AND
AGB/TGB OIL JETS
TRAINING MANUAL
RED BUTTON OUT

BUTTON IN
BY-PASS
VALVE
POP-OUT
INDICATOR
SIGHT GLASS
SCAVENGE
OIL CIRCUIT
AGB
DRIVE
INPUT
RELIEF
VALVE
FROM
OIL TANK
SUPPLY
PUMP
SUPPLY OIL FILTER

(INSIDE THE HOUSING)
DRAIN PLUG
COVER
CTC-224-086-00
SUPPLY OIL FILTER AND CLOGGING INDICATOR
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC

ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL
LUBRICATION UNIT
Scavenge circuit
In the scavenge circuit, the oil/air mixture is pumped from
each engine sump by a dedicated pump, and passes
through separate scavenge screens and magnetic chip
detectors, installed on plugs.
The scavenge pumps downstream oil flows to a common
outlet.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC

ENGINE SYSTEMS
Feb 05
CFM56-7B
TO AGB
OIL JETS
TRAINING MANUAL
TO SUMP AND
TGB OIL JETS
TO AFT SUMPS
AND ANTI-LEAKAGE VALVE
BY-PASS
VALVE
SUPPLY
OIL FILTER
POP-OUT
INDICATOR
FROM
AFT
SUMP
FROM
FWD
SUMP
FROM
AGB/TGB
SCAVENGE
SCREEN
MAGNETIC
CHIP DETECTOR
(OPTIONAL DMS)
AGB
DRIVE
INPUT
TO SCAVENGE
OIL FILTER
ASSEMBLY
CTC-224-087-00
RELIEF
VALVE
FROM
OIL TANK
LUBE UNIT OIL SCAVENGE CIRCUIT
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
SUPPLY
PUMP

ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL
LUBRICATION UNIT
Chip detector
The chip detectors trap and keep unwanted magnetic
particles suspended in the scavenge oil.
There are three chip detectors, one for each sump:
- Forward sump.
- Rear sump.
- AGB & TGB sump.
Each detector consists of a magnet and metallic-mesh
screen attached to the inlet of the scavenge pumps.
The chip detector has a spring-loaded bayonet lock that
mates into a matching housing. A check valve in the
housing prevents oil loss when the detector is removed.
Scavenge oil flowing to the scavenge pumps flow over
the magnetic pole piece positioned in the center of the
detector. Ferrous particles are attracted to the metallicmesh screen surrounding the magnet.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC

ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL
MAGNET
METALLIC-MESH SCREEN
BAYONET LOCK
REAR SUMP
CHIP DETECTOR
FORWARD SUMP
CHIP DETECTOR
AGB/TGB SUMP
CHIP DETECTOR
CHIP DETECTOR
CTC-224-088-00
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
FWD

ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC

ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL
DEBRIS MONITORING SYSTEM (OPTIONAL)
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
DEBRIS MONITORING
Page 267
SYSTEM
ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL
DEBRIS MONITORING SYSTEM

The optional debris monitoring system detects magnetic
particles suspended in the scavenge oil and sends a
signal through three wires to the DPM box. From the
DPM box a single wire transmits the signal to EEC
channel B. Then a message DMS requires inspection
can be retrieved by interrogating the CDU.
The system consists of three electrical chip detectors,
one for each sump:
- Forward sump.
- Rear sump.
- AGB & TGB sump.
Scavenge oil flowing from the scavenge pumps flow over

the magnets positioned in the center of the detector.
Ferrous particles are attracted to the two magnetic
pickups and when the resistance is:
- Between 39 ohms and 130 ohms a DMS requires
inspection message is sent to the CDU.
- Less than 39 ohms or greater than 4000 ohms DMS
is invalid.
- Greater than 130 ohms and less than 4000 ohms no
chips are detected by the DMS.
Each electrical chip detector consists of two magnetic

pickups attached to a probe. The electrical chip detector
has a spring-loaded bayonet lock that mates into a
matching housing. A check valve in the housing prevents
oil loss when the chip detectors are removed.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
DEBRIS MONITORING
Page 268
SYSTEM
ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL
FWD
MAGNETIC PICKUPS
SCREEN
TO THE DPM BOX
AGB/TGB SUMP
REAR SUMP
ELECTRICAL CHIP DETECTOR
FORWARD SUMP
ENGINE 1 BITE TEST
INPUT MONITORING 1/1
OIL SYSTEM
<PEO: 0.0
PSIG
<TEO: 50.0C
J8-F
J8-G
DMS DETECTORS
<INDEX
CDU MESSAGE
EEC
DEBRIS MONITORING SYSTEM
CTC-224-089-01
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
<FILTER BYPASSED:NO
DMS REQUIRES INSPECTION
CH.
A
B
DEBRIS MONITORING
Page 269
SYSTEM
ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
DEBRIS MONITORING
Page 270
SYSTEM
ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL
OIL SCAVENGE FILTER ASSEMBLY
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
OIL SCAVENGE
FILTER ASSEMBLY Page 271
ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL

The scavenge oil filter is used to remove contaminants
from the engine oil prior to it returning to the oil tank.
The assembly consists of a disposable scavenge oil filter,
a filter bowl, a body and an oil bypass valve inside the
filter body. The body also contains the oil filter bypass
switch.
A locking ratchet lever prevents rotation of the filter bowl.
The scavenge oil filter is located on the rear face of the
accessory gearbox at the 7 oclock position.
Should the filter element become clogged the oil bypass
valve will open. The differential pressure is monitored by
the bypass switch.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
OIL SCAVENGE
ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL
OIL CLOGGING
INDICATOR
(TO ELECTRICAL
CIRCUIT)
OIL OUT
OIL FILTER
BYPASS SWITCH
BODY
FWD
OIL IN
LOCKING
RATCHET
LEVER
FILTER
BOWL
FWD
CTC-224-090-00
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
OIL SCAVENGE
ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
OIL SCAVENGE
ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL
OIL INDICATING COMPONENTS
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
OIL INDICATING
COMPONENTS
ENGINE SYSTEMS
Page 275
Feb 05
CFM56-7B
TRAINING MANUAL

The oil indicating system supplies data, through the
common display system (CDS), for display on the upper
center display unit on the P2 panel.
The system consists of the following components:
- Oil quantity transmitter (on the oil tank, 2 oclock).
- Oil pressure transmitter (on the T/P sensor, 10
oclock).
- Oil temperature sensor (on the T/P sensor,
10oclock).
- Oil filter bypass switch (on the scavenge oil filter
assembly, 8 oclock).
- Optional DMS chip detector.
The oil quantity transmitter sends data directly to the
CDS and the three other components send data to the
CDS, through the EEC.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
OIL INDICATING
COMPONENTS
ENGINE SYSTEMS
Page 276
Feb 05
CFM56-7B
TRAINING MANUAL
OIL QUANTITY
TRANSMITTER
OIL TANK
OIL PRESSURE
TRANSMITTER
OIL TEMPERATURE
SENSOR
CDS/
DEU
EEC
T/P SENSOR
OIL FILTER
BYPASS
SWITCH
SCAVENGE OIL
FILTER
CTC-224-091-00
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
DMS CHIP
DETECTOR
(OPTIONAL)
OIL INDICATING
COMPONENTS
ENGINE SYSTEMS
Page 277
Feb 05
CFM56-7B
TRAINING MANUAL
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
OIL INDICATING
COMPONENTS
ENGINE SYSTEMS
Page 278
Feb 05
CFM56-7B
TRAINING MANUAL
OIL QUANTITY TRANSMITTER
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
OIL QUANTITY
TRANSMITTER
ENGINE SYSTEMS
Page 279
Feb 05
CFM56-7B
TRAINING MANUAL

The transmitter measures and sends oil quantity data to
the flight deck.
It is an electrical resistance sensor that uses a floating
magnet and reed switches to show oil quantity. A single
connector transmits the data to the common display
system (CDS).
An excitation signal is received by the transmitter from
the CDS. As the floating magnet moves up or down with
the oil level, reed switches open or close resistor circuits.
The resistance value returned to the CDS is proportional
to oil quantity and is displayed on the common display
unit in percent.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
OIL QUANTITY
TRANSMITTER
ENGINE SYSTEMS
Page 280
Feb 05
CFM56-7B
TRAINING MANUAL
CDS/
DEU
OIL TANK
CTC-224-092-01
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
OIL QUANTITY
TRANSMITTER
ENGINE SYSTEMS
Page 281
Feb 05
CFM56-7B
TRAINING MANUAL
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
OIL QUANTITY
TRANSMITTER
ENGINE SYSTEMS
Page 282
Feb 05
CFM56-7B
TRAINING MANUAL
OIL PRESSURE TRANSMITTER
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
OIL PRESSURE
TRANSMITTER
ENGINE SYSTEMS
Page 283
Feb 05
CFM56-7B
TRAINING MANUAL

The transmitter measures the oil pressure at the outlet of
the lubrication unit and sends the data, through the EEC,
to the CDS for flight deck indication.
The transmitter consists of two sensing elements in
a single housing and one connector. Each element
connects to one channel of the EEC. The transmitter is
part of the T/P sensor.
The oil pressure differential between the oil supply pump
outlet pressure and the TGB vent pressure, is compared
and sent as an electrical signal to the EEC.
The EEC converts the signal to an ARINC 429 format
that is used by the CDS to display the oil pressure on two
round analog dial indicators on the center upper display.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
OIL PRESSURE
TRANSMITTER
ENGINE SYSTEMS
Page 284
Feb 05
CFM56-7B
TRAINING MANUAL
EEC
CDS/
DEU
CHANNEL A
CHANNEL B
OIL VENT
PRESSURE
LINE TO TGB
OIL PRESSURE LINE
OUT TO FWD SUMP AND TGB
OIL PRESSURE IN
CTC-224-093-01
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
OIL PRESSURE
TRANSMITTER
ENGINE SYSTEMS
Page 285
Feb 05
CFM56-7B
TRAINING MANUAL
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
OIL PRESSURE
TRANSMITTER
ENGINE SYSTEMS
Page 286
Feb 05
CFM56-7B
TRAINING MANUAL
OIL TEMPERATURE SENSOR
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
OIL TEMPERATURE
Page 287
SENSOR
ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL

The sensor measures the oil temperature at the outlet of
the lubrication unit and sends the data, through the EEC,
to the CDS for flight deck indication.
It consists of two sensing elements in a single housing
and one connector. Each element connects to one
channel of the EEC. The transmitter is part of the T/P
sensor.
The oil temperature sensor reads the temperature of the
oil sent to the forward sump and transfer gearbox (TGB)
oil supply line.
The sensor sends an electrical signal to the EEC, which
changes it into ARINC 429 format. The signal is then sent
to the CDS and displayed on the center upper display
unit.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
OIL TEMPERATURE
Page 288
SENSOR
ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL
EEC
CDS/
DEU
CHANNEL A
CHANNEL B
CTC-224-094-00
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
OIL TEMPERATURE
Page 289
SENSOR
ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
OIL TEMPERATURE
Page 290
SENSOR
ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL
OIL FILTER BYPASS SWITCH
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
OIL FILTER
BYPASS SWITCH
ENGINE SYSTEMS
Page 291
Feb 05
CFM56-7B
TRAINING MANUAL

The oil filter bypass switch monitors the differential
pressure between the inlet and the outlet of the scavenge
oil filter. It is a normally open switch, that connects to the
EEC, through a single connector. The switch is part of the
scavenge oil filter assembly.
When the switch closes, an electrical signal is sent to the
EEC which in turn changes it into an ARINC 429 signal.
This signal is sent to the CDS and then displayed on the
center upper display unit. The message displayed by the
CDS reads as OIL FILTER BYP.
The oil filter bypass message flashes for 10 seconds, and
then shows continuously. This flashing feature is inhibited
during takeoff and landing.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
OIL FILTER
BYPASS SWITCH
ENGINE SYSTEMS
Page 292
Feb 05
CFM56-7B
TRAINING MANUAL
EEC
CDS/
DEU
OIL PRESSURE
INDICATION
CHANNEL A
CHANNEL B
OIL FILTER
BYPASS
100
50
OIL FILTER
BYPASS
100
50
N1 SET
OIL P
20
20
LO
B/CRS
APP
10
10
10
20
20
RATE
200
WT
MFD
SYS
INOP
15
MB
25
FLAPS
40
ANTI SKID
ANTI SKID
INOP
LE FLAPS
TRANSIT
30
NOSE
GEAR
LEFT
GEAR
RIGHT
GEAR
LEFT
GEAR
RIGHT
GEAR
LE FLAPS
EXT
UP
CA
GE
1013
10
UP
MAX
RTO
NOSE
GEAR
OFF
TO
100
97 0 1
36 000 2
5
7 ALT 3
6 5 4
250
100
V
R
ENG
USED
AUTO BRAKE
DISARM
V
1
V
REF
PULL
FEE
200
AUTO
SET
RESET
AUTO BRAKE
SPD REF
BOTH
FUEL FLOW
G
Y
R
O
10
OFF
100
AUTO
1
2
G/
S
IN HG
2992
G
E
A
R DN
300
IAS
BARO
L
A
N
D
I
N OFF
G
KNOTS
33
24
V
O
R
ADF
85
OIL Q %
98
0 3
18 21
15
6 9 12
OIL T
2730
HDG
LANDING GEAR
LIMIT (IAS)
OPERATING
EXTEND 270-.82M
RETRACT 235K
EXTENDED 320K-.82M
V
O
R
FLAPS LIMIT (IAS)
ADF
INOP
230K ALT FLAP
EXTEND
P2 PANEL
FWD
CTC-224-095-01
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
OIL FILTER
BYPASS SWITCH
ENGINE SYSTEMS
Page 293
Feb 05
CFM56-7B
TRAINING MANUAL
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
OIL FILTER
BYPASS SWITCH
ENGINE SYSTEMS
Page 294
Feb 05
CFM56-7B
TRAINING MANUAL
POWERPLANT DRAINS
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
POWERPLANT
DRAINS
ENGINE SYSTEMS
Page 295
Feb 05
CFM56-7B
TRAINING MANUAL
POWERPLANT DRAINS
The engine drain system consists of lines collecting
and carrying waste fluids overboard from various points
along the engine, from accessories, and from pylon drain
cavities.
All of the drain lines migrate to the 6:00 oclock position
of the engine where the fluids are ejected directly
overboard.
The drain system is divided into three outputs:
- the starter air discharge duct.
- the right fan cowl hole.
- the left fan cowl hole.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
The starter air discharge duct drains the following:

- Service disconnect (strut).
- Main fuel/oil heat exchanger.
- Hydromechanical Unit (HMU).
- High Pressure Turbine Active Clearance Control
valve (HPTACC).
- Variable Stator Vane (VSV) actuators.
- Variable Bleed Valve (VBV) actuators.
- Transient Bleed Valve (TBV).
- Low Pressure Active Clearance Control valve
(LPTACC).
- Forward Sump Drain.
POWERPLANT
DRAINS
ENGINE SYSTEMS
Page 296
Feb 05
CFM56-7B
DRAIN HOLE SCUPPER FOR

THE FUEL PUMP PAD DRAIN
LEFT FAN
COWL PANEL
TRAINING MANUAL
DRAIN HOLE
SCUPPER
STARTER AIR
DISCHARGE DUCT
RIGHT FAN
COWL PANEL
DRAIN HOLE
SCUPPER FOR
THE OIL TANK
SCUPPER
FWD
DRAIN HOLE
SCUPPER FOR
THE HYDRAULIC
PUMP AND
IDG DRAIN
BSV/LPTACC VALVE
RIGHT VBV
FORWARD
SUMP
LEFT VSV
SERVICE
DISCONNECT
(STRUT)
RIGHT VSV
MAIN FUEL/OIL HEAT
EXCHANGER PAD
HPTACC VALVE
HMU PAD
LEFT VBV
TBV
BSV &
LPTACC
RIGHT
VSV
HPTCC
VALVE
RIGHT
VSV
LEFT
VSV
TRAN
BLEED
VALVE
LEFT
VSV
LOWER DRAIN IDENTIFICATION

MANI FOLD
POWERPLANT DRAINS
CTC-224-096-01
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
POWERPLANT
DRAINS
ENGINE SYSTEMS
Page 297
Feb 05
CFM56-7B
TRAINING MANUAL
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
POWERPLANT
DRAINS
ENGINE SYSTEMS
Page 298
Feb 05
CFM56-7B
TRAINING MANUAL
THRUST REVERSER
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
THRUST
REVERSER
ENGINE SYSTEMS
Page 299
Feb 05
CFM56-7B
TRAINING MANUAL
THRUST REVERSER
Thrust lever interlock
A thrust-lever interlock provides the crew with a tactile
indication that the thrust reverser has, or has not
deployed. The interlock prevents the flight crew from
moving the reverse-thrust lever beyond the reverse-idle
position, until the EEC detects that both thrust-reverser
sleeves have deployed more than 60% of full deploy and
energizes the interlock solenoid, removing the interlock.
The thrust-lever interlock affects only the operation of
the reverse-thrust lever. Once the reverse-thrust lever
is returned to the normal, stowed position, the forwardthrust lever can be advanced, regardless of the thrustreverser position. However, the EEC constrains the thrust
command to idle until the thrust reverser is stowed.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
The interlock is operated by a solenoid. The interlock

solenoid receives power directly from an airplane 28Vdc
supply.
The EEC completes the circuit to open the interlock
by grounding the low side of the solenoid based on
translating sleeve and TRA position. The EEC closes the
circuit and energizes the interlock, allowing reverse-thrust
lever motion to the full-reverse position, when the TRA is
at idle Rev and the position of both translating sleeves is
greater than 60% deployed.
The EEC opens the circuit and de-energizes the
interlock, blocking reverse-thrust lever motion, when the
TRA is in the forward thrust commanded position and
both translating sleeves are less than 40% deployed.
THRUST
REVERSER
ENGINE SYSTEMS
Page 300
Feb 05
CFM56-7B
TRAINING MANUAL
28V DC
BATTERY
BUS
T/R INLK
RIGHT
SLEEVE
LVDT
60%
DEPLOY
P6 CIRCUIT
BREAKER PANEL
REVERSE THRUST LEVER
(IN THE STOW POSITION)
CHANNEL A
LEFT
SLEEVE
LVDT
60%
DEPLOY
CHANNEL B
EEC
THRUST
REVERSER
INTERLOCK
LATCH
THRUST LEVER
INTERLOCK SOLENOID
CTC-224-097-01
THRUST LEVER INTERLOCK SOLENOIDS
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
THRUST
REVERSER
ENGINE SYSTEMS
Page 301
Feb 05
CFM56-7B
TRAINING MANUAL
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
THRUST
REVERSER
ENGINE SYSTEMS
Page 302
Feb 05
CFM56-7B
TRAINING MANUAL
VIBRATION MONITORING AND INDICATING
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
VIBRATION MONITORING
Page 303
& INDICATING
ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL

The engine vibration system consists of:
- N1 speed sensor.
- N2 speed sensor.
- No 1 bearing vibration sensor.
- FFCCV sensor.
- Airborne Vibration Monitoring (AVM) signal
conditioner.
The N1 and N2 speed sensors send data to the EEC for
internal logic calculations, to the DEUs for indicating and
to the AVM signal conditioner.
The No 1 bearing vibration sensor and the FFCCV
sensor also send data to the AVM signal conditoner for
vibration analysis.
The accelerometers respond to oscillatory motion and
are highly directional. The low signal strength requires
specially shielded leads, securely supported to avoid and
prevent externally induced signals.
The signal conditoner is required to process the
accelerometer output to a usable strength for flight deck
display. It amplifies and delivers an analog signal to the
DEUs and the Flight Data Acquisition Unit (FDAU).
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
Page 304
& INDICATING
ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL
EEC
No 1 BEARING
VIB SENSOR
N2 SPEED
SENSOR
N1 SPEED
SENSOR
DEU 1
FFCCV
SENSOR
DEU 2
CONDITIONER
FDAU
VIBRATION MONITORING SYSTEM
CTC-224-113-01
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
AVM SIGNAL
Page 305
& INDICATING
ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL

Vibration monitoring and indicating
The AVM system uses N1 rpm, N2 rpm, and vibration
data and supplies it to the signal conditioner. The signal
conditioner supplies the amplified data as an analog
signal to the DEUs and the FDAU.
The highest vibration signal is displayed on the center
upper display (P2) in units.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
Page 306
& INDICATING
ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL
2 3 4
1
5
0
VIB
2 3 4
1
5
0
ENDEVCO 213
CDS DISPLAY UNIT (P2)
N1 SPEED SENSOR
N2 SPEED SENSOR
DEU (2)
DIGITAL VIBRATION
SIGNAL CONDITIONING UNIT
MODEL
S/N
BOEING P/N
FAA/PMA
NO
YES
FDAU
AVM SIGNAL
CONDITIONER
FFCCV
SENSOR
CTC-224-114-00
No 1 BEARING
VIBRATION SENSOR
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
Page 307
& INDICATING
ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL

AVM signal conditioner
The AVM signal conditioner is located in the EE
compartment on the E3-2 shelf.
There are two kinds of AVM signal conditioners, and two
suppliers.
The model 213 AVM signal conditioner is supplied by
Endevco. Model 113 signal conditioner is supplied by
Vibrometer.
The functions of the AVM signal conditioner are the
following:
- Calculates engine vibration that show on the
common display system (CDS).
- Isolates AVM system failures.
- Keeps historical engine vibration and system failure
data in memory.
The AVM signal conditioner calculates vibration for these
engine areas:
- Fan/low pressure compressor (LPC).
- High pressure compressor (HPC).
- High pressure turbine (HPT).
- Low pressure turbine (LPT).
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
Page 308
& INDICATING
ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL
YES
DIGITAL VIBRATION
SIGNAL CONDITIONING UNIT
EE COMPARTMENT
(LOOKING AFT)
NO
YES
AIRBORNE VIBRATION MONITOR

(AVM) SIGNAL CONDITIONER, M1240
(ENDEVCO-213)
CTC-224-115-00
AIRBORNE VIBRATION MONITOR

(AVM) SIGNAL CONDITIONER
(VIBROMETER, MODEL 113)
AIRCRAFT VIBRATION MONITOR (AVM) SIGNAL CONDITIONERS
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
NO
MODEL
S/N
BOEING P/N
FAA/PMA
Page 309
& INDICATING
ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL

AVM signal conditioner
Vibration data for the last 32 flights is held in nonvolatile
memory. A new flight starts whenever N2 rpm exceeds
45%.
The vibration and fault data is accessible through the
signal conditioner BITE.
The program pins identify the engine model and the
customer options.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
Page 310
& INDICATING
ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL
DEU 1
FFCCV VIBRATION
SENSOR
VIBRATION
CALCULATIONS
- N1 VIB
No 1 BEARING
VIBRATION SENSOR
ARINC 429
DEU 2
RECORD
IN-FLIGHT
VIB DATA
FDAU
- N2 VIB
- HIGH VIB
YES
NO
MONITOR FOR
SYSTEM FAULTS
N1 SPEED SENSOR
N2 SPEED SENSOR
RECORD AVM SYSTEM

FAULT DATA
AVM SIGNAL CONDITIONER
FUNCTIONAL DESCRIPTION
CTC-224-116-00
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
Page 311
& INDICATING
ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
Page 312
& INDICATING
ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL
AIRCRAFT CONDITION MONITORING SYSTEM (ACMS)
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
A/C CONDITION
MONITORING SYSTEM Page 313
ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL
AIRCRAFT CONDITION MONITORING SYSTEM

The ACMS is a subsystem within the Flight Data
Acquisition & Management System (FDAMS).
The FDAMS integrates an ARINC 717 Digital Flight
Data Acquisition Unit (DFDAU), an Aircraft Condition
Monitoring System (ACMS), a Digital ACMS Recorder
(DAR), and a Quick Access Recorder (QAR).
The Aircraft Condition Monitoring System (ACMS) is
designed to collect data from onboard aircraft ARINC 429
DITS data busses and dedicated discrete inputs. The
ACMS analyzes and sorts this information according to
the users needs.
It distributes the resulting information:
- In the form of hard copy printouts on the Cockpit
Printer.
- Down linked via the Aircraft Communication
Addressing Reporting System (ACARS).
- Displayed on the Control Display Unit (CDU),
- Dumped to the ARINC 615 Airborne Data Loader
(ADL).
- Recorded onto the Digital ACMS Recorder (DAR),
- Stored internally within the ACMSs nonvolatile
storage buffers.
- Stored to a Data Dump PC Card.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
With the FDAMS, the QAR is integrated through the use

of a removable storage device called a PC Card. The PC
Card is a PC-Laptop standard storage device.
The same digital (ARINC 429) data available to the
DFDAU is also available to the Aircraft Condition
Monitoring System (ACMS). The ACMS can be
programmed to monitor this aircraft data, collect it, and
generate Reports when certain events occur, such as an
engine temperature exceedance or a hard landing.
The ACMS function comes not only with a standard array
of ACMS Reports for performing most maintenance and
operations related event detection, but also accomodates
up to a total of 80 totally reconfigurable ACMS Reports,
each with user-defined triggering algorithms for detecting
unique events of interest.
The ACMS and its easily-programmable event triggering
and data collections lets the airline configure the FDAMS
to their own data monitoring and collection needs.
A/C CONDITION
ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL
FLIGHT DATA ACQUISITION & MANAGEMENT SYSTEM (FDAMS)

FLIGHT DATA
RECORDER
DISCRETES
DFDAU
ANALOG
DIGITAL
ARINC-429
QUICK ACCESS
RECORDER
(QAR)
4 MBYTE RAM
170 MBYTE PC-CARD
DATA LOADER
(ADL OR PDL)
ACMS
DAR
ACARS
CDU
FDAMS DESCRIPTION
CTC-224-117-00
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
COCKPIT
PRINTER
A/C CONDITION
ENGINE SYSTEMS
Feb 05
CFM56-7B
TRAINING MANUAL
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
TOC
A/C CONDITION
ENGINE SYSTEMS
Feb 05

CTC-224 Engine Systems

Uploaded by

Copyright:

Available Formats

You might also like

CTC-224 Engine Systems

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

CTC-224 Engine Systems

Uploaded by

Copyright:

Available Formats

TRAINING MANUAL

CFMI Customer Training Center

ALL CFM56 ENGINES

CFMI PROPRIETARY INFORMATION

CFMI Customer Training Services

THIS PAGE INTENTIONALLY LEFT BLANK

ALL CFM56 ENGINES

CFMI PROPRIETARY INFORMATION

ALL CFM56 ENGINES

CFMI PROPRIETARY INFORMATION

THIS PAGE INTENTIONALLY LEFT BLANK

ALL CFM56 ENGINES

CFMI PROPRIETARY INFORMATION

ALL CFM56 ENGINES

CFMI PROPRIETARY INFORMATION

ALL CFM56 ENGINES

CFMI PROPRIETARY INFORMATION

ALL CFM56 ENGINES

CFMI PROPRIETARY INFORMATION

ALL CFM56 ENGINES

CFMI PROPRIETARY INFORMATION

ALL CFM56 ENGINES

CFMI PROPRIETARY INFORMATION

HERTZ (CYCLES PER SECOND)

ALL CFM56 ENGINES

CFMI PROPRIETARY INFORMATION

OUTSIDE AIR TEMPERATURE

ALL CFM56 ENGINES

CFMI PROPRIETARY INFORMATION

QUICK ATTACH DETACH

ALL CFM56 ENGINES

CFMI PROPRIETARY INFORMATION

STANDARD TEMPERATURE AND PRESSURE

VARIABLE DIFFERENTIAL TRANSFORMER

ALL CFM56 ENGINES

CFMI PROPRIETARY INFORMATION

METRIC / IMPERIAL CONVERSIONS

1 m = 10.76 sq. ft.

1 m = 35.31 cu. ft.

1 psi. = 6.890 kPa

1 Pa = 1.45 10-4 psi.

ALL CFM56 ENGINES

CFMI PROPRIETARY INFORMATION

CFMI PROPRIETARY INFORMATION

FUEL FLOW TRANSMITTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 177

FUEL NOZZLE FILTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 183

FUEL NOZZLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 187

ELECTRONIC ENGINE CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31

VARIABLE GEOMETRY CONTROL SYSTEM . . . . . . . . . . . . . . . . . . . . . 197

VARIABLE BLEED VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201

ENGINE WIRING HARNESSES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77

VARIABLE STATOR VANE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211

TRANSIENT BLEED VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 221

HIGH PRESSURE TURBINE ACTIVE CLEARANCE CONTROL . . . . . . 227

LOW PRESSURE TURBINE ACTIVE CLEARANCE CONTROL . . . . . . . 233

POWER MANAGEMENT AND FUEL CONTROL . . . . . . . . . . . . . . . . . . . 117

OIL GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 239

FUEL DISTRIBUTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129

OIL TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 247