CFM 56-7B Basic Engine

TRAINING MANUAL
CFM56-7B
BASIC ENGINE
SEP 2003
CTC-223 Level 3
TOC
CFM56-ALL TRAINING MANUAL
Published by CFMI
CFMI Customer Training Center CFMI Customer Training Services

Snecma Services GE Aircraft Engines
Site de Melun-Montereau, Customer Technical Education Center
Aérodrome de Villaroche 123 Merchant Street
Chemin de Viercy, B.P. 1936, Mail Drop Y2
77019 - Melun Cedex Cincinnati, Ohio 45246
FRANCE USA
GENERAL Page 1
Issue 01
THIS PAGE INTENTIONALLY LEFT BLANK
GENERAL Page 2
Issue 01
This CFMI publication is for Training Purposes Only. The information is accurate at the time of compilation; however, no
update service will be furnished to maintain accuracy. For authorized maintenance practices and specifications, consult
pertinent maintenance publications.
The information (including technical data) contained in this document is the property of CFM International (GE and
SNECMA). It is disclosed in confidence, and the technical data therein is exported under a U.S. Government license.
Therefore, None of the information may be disclosed to other than the recipient.
In addition, the technical data therein and the direct product of those data, may not be diverted, transferred, re-exported
or disclosed in any manner not provided for by the license without prior written approval of both the U.S. Government and
CFM International.
COPYRIGHT 1998 CFM INTERNATIONAL
GENERAL Page 3
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GENERAL Page 4
Issue 01
LEXIS
LEXIS Page 5
Issue 01
TOC
A ATC AUTOTHROTTLE COMPUTER

A/C AIRCRAFT ATHR AUTO THRUST
AC ALTERNATING CURRENT ATO ABORTED TAKE OFF
ACARS AIRCRAFT COMMUNICATION AVM AIRCRAFT VIBRATION MONITORING
ADRESSING and REPORTING SYSTEM
ACMS AIRCRAFT CONDITION MONITORING B
SYSTEM BITE BUILT IN TEST EQUIPMENT
ACS AIRCRAFT CONTROL SYSTEM BMC BLEED MANAGEMENT COMPUTER
ADC AIR DATA COMPUTER BPRV BLEED PRESSURE REGULATING VALVE
ADEPT AIRLINE DATA ENGINE PERFORMANCE BSI BORESCOPE INSPECTION
TREND BSV BURNER STAGING VALVE (SAC)
ADIRS AIR DATA AND INERTIAL REFERENCE BSV BURNER SELECTION VALVE (DAC)
SYSTEM BVCS BLEED VALVE CONTROL SOLENOID
ADIRU AIR DATA AND INERTIAL REFERENCE
UNIT C
AGB ACCESSORY GEARBOX C CELSIUS or CENTIGRADE
AIDS AIRCRAFT INTEGRATED DATA SYSTEM CAS CALIBRATED AIR SPEED
ALF AFT LOOKING FORWARD CBP (HP) COMPRESSOR BLEED PRESSURE
ALT ALTITUDE CCDL CROSS CHANNEL DATA LINK
ALTN ALTERNATE CCFG COMPACT CONSTANT FREQUENCY
AMB AMBIENT GENERATOR
AMM AIRCRAFT MAINTENANCE MANUAL CCU COMPUTER CONTROL UNIT
AOG AIRCRAFT ON GROUND CCW COUNTER CLOCKWISE
A/P AIR PLANE CDP (HP) COMPRESSOR DISCHARGE PRESSURE
APU AUXILIARY POWER UNIT CDS COMMON DISPLAY SYSTEM
ARINC AERONAUTICAL RADIO, INC. CDU CONTROL DISPLAY UNIT
(SPECIFICATION) CFDIU CENTRALIZED FAULT DISPLAY
ASM AUTOTHROTTLE SERVO MECHANISM INTERFACE UNIT
A/T AUTOTHROTTLE CFDS CENTRALIZED FAULT DISPLAY SYSTEM
ATA AIR TRANSPORT ASSOCIATION CFMI JOINT GE/SNECMA COMPANY (CFM
LEXIS Page 6
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TOC
INTERNATIONAL) DC DIRECT CURRENT

CG CENTER OF GRAVITY DCU DATA CONVERSION UNIT
Ch A channel A DCV DIRECTIONAL CONTROL VALVE BOEING
Ch B channel B DEU DISPLAY ELECTRONIC UNIT
CHATV CHANNEL ACTIVE DFCS DIGITAL FLIGHT CONTROL SYSTEM
CIP(HP) COMPRESSOR INLET PRESSURE DFDAU DIGITAL FLIGHT DATA ACQUISITION
CIT(HP) COMPRESSOR INLET TEMPERATURE UNIT
cm.g CENTIMETER X GRAMS DFDRS DIGITAL FLIGHT DATA RECORDING
CMC CENTRALIZED MAINTENANCE COMPUTER SYSTEM
CMM COMPONENT MAINTENANCE MANUAL DISC DISCRETE
CMS CENTRALIZED MAINTENANCE SYSTEM DIU DIGITAL INTERFACE UNIT
CMS CENTRAL MAINTENANCE SYSTEM DMC DISPLAY MANAGEMENT COMPUTER
CODEP HIGH TEMPERATURE COATING DMD DEMAND
CONT CONTINUOUS DMS DEBRIS MONITORING SYSTEM
CPU CENTRAL PROCESSING UNIT DMU DATA MANAGEMENT UNIT
CRT CATHODE RAY TUBE DOD DOMESTIC OBJECT DAMAGE
CSD CONSTANT SPEED DRIVE DPU DIGITAL PROCESSING MODULE
CSI CYCLES SINCE INSTALLATION DRT DE-RATED TAKE-OFF
CSN CYCLES SINCE NEW
CTAI COWL THERMAL ANTI-ICING E
CTEC CUSTOMER TECHNICAL EDUCATION EAU ENGINE ACCESSORY UNIT
CENTER EBU ENGINE BUILDUP UNIT
CTL CONTROL ECA ELECTRICAL CHASSIS ASSEMBLY
Cu.Ni.In COPPER.NICKEL.INDIUM ECAM ELECTRONIC CENTRALIZED AIRCRAFT
CW CLOCKWISE MONITORING
ECS ENVIRONMENTAL CONTROL SYSTEM
D ECU ELECTRONIC CONTROL UNIT
DAC DOUBLE ANNULAR COMBUSTOR EE ELECTRONIC EQUIPMENT
DAMV DOUBLE ANNULAR MODULATED VALVE EEC ELECTRONIC ENGINE CONTROL
DAR DIGITAL ACMS RECORDER EFH ENGINE FLIGHT HOURS
LEXIS Page 7
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EFIS ELECTRONIC FLIGHT INSTRUMENT SYSTEM MANAGEMENT SYSTEM

EGT EXHAUST GAS TEMPERATURE FDIU FLIGHT DATA INTERFACE UNIT
EHSV ELECTRO-HYDRAULIC SERVO VALVE FDRS FLIGHT DATA RECORDING SYSTEM
EICAS ENGINE INDICATING AND CREW FDU FIRE DETECTION UNIT
ALERTING SYSTEM FEIM FIELD ENGINEERING INVESTIGATION MEMO
EIS ELECTRONIC INSTRUMENT SYSTEM FF FUEL FLOW (see Wf) -7B
EIU ENGINE INTERFACE UNIT FFCCV FAN FRAME/COMPRESSOR CASE
EIVMU ENGINE INTERFACE AND VIBRATION VERTICAL (VIBRATION SENSOR)
MONITORING UNIT FI FLIGHT IDLE (F/I)
EMF ELECTROMOTIVE FORCE FIM FAULT ISOLATION MANUAL
EMI ELECTRO MAGNETIC INTERFERENCE FIN FUNCTIONAL ITEM NUMBER
EMU ENGINE MAINTENANCE UNIT FIT FAN INLET TEMPERATURE
EPROM ERASABLE PROGRAMMABLE READ FLA FORWARD LOOKING AFT
ONLY MEMORY FLX TO FLEXIBLE TAKE-OFF
(E)EPROM (ELECTRICALLY) ERASABLE FMC FLIGHT MANAGEMENT COMPUTER
PROGRAMMABLE READ ONLY MEMORY FMCS FLIGHT MANAGEMENT COMPUTER
ESN ENGINE SERIAL NUMBER SYSTEM
ETOPS EXTENDED TWIN OPERATION SYSTEMS FMGC FLIGHT MANAGEMENT AND GUIDANCE
EWD/SD ENGINE WARNING DISPLAY / SYSTEM COMPUTER
DISPLAY FMGEC FLIGHT MANAGEMENT AND GUIDANCE
ENVELOPE COMPUTER
F FMS FLIGHT MANAGEMENT SYSTEM
F FARENHEIT FMV FUEL METERING VALVE
FAA FEDERAL AVIATION AGENCY FOD FOREIGN OBJECT DAMAGE
FADEC FULL AUTHORITY DIGITAL ENGINE FPA FRONT PANEL ASSEMBLY
CONTROL FPI FLUORESCENT PENETRANT INSPECTION
FAR FUEL/AIR RATIO FQIS FUEL QUANTITY INDICATING SYSTEM
FCC FLIGHT CONTROL COMPUTER FRV FUEL RETURN VALVE
FCU FLIGHT CONTROL UNIT FWC FAULT WARNING COMPUTER
FDAMS FLIGHT DATA ACQUISITION & FWD FORWARD
LEXIS Page 8
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HPTCCV HIGH PRESSURE TURBINE CLEARANCE

G CONTROL VALVE
g.in GRAM X INCHES HPTN HIGH PRESSURE TURBINE NOZZLE
GE GENERAL ELECTRIC HPTR HIGH PRESSURE TURBINE ROTOR
GEAE GENERAL ELECTRIC AIRCRAFT Hz HERTZ (CYCLES PER SECOND)
ENGINES
GEM GROUND-BASED ENGINE MONITORING I
GI GROUND IDLE (G/I) I/O INPUT/OUTPUT
GMM GROUND MAINTENANCE MODE IAS INDICATED AIR SPEED
GMT GREENWICH MEAN TIME ID INSIDE DIAMETER
GND GROUND ID PLUG IDENTIFICATION PLUG
GPH GALLON PER HOUR IDG INTEGRATED DRIVE GENERATOR
GPU GROUND POWER UNIT IFSD IN FLIGHT SHUT DOWN
GSE GROUND SUPPORT EQUIPMENT IGB INLET GEARBOX
IGN IGNITION
H IGV INLET GUIDE VANE
HCF HIGH CYCLE FATIGUE in. INCH
HCU HYDRAULIC CONTROL UNIT IOM INPUT OUTPUT MODULE
HDS HORIZONTAL DRIVE SHAFT IPB ILLUSTRATED PARTS BREAKDOWN
HMU HYDROMECHANICAL UNIT IPC ILLUSTRATED PARTS CATALOG
HP HIGH PRESSURE IPCV INTERMEDIATE PRESSURE CHECK VALVE
HPC HIGH PRESSURE COMPRESSOR IPS INCHES PER SECOND
HPCR HIGH PRESSURE COMPRESSOR IR INFRA RED
ROTOR
HPRV HIGH PRESSURE REGULATING VALVE K
HPSOV HIGH PRESSURE SHUT-OFF VALVE °K KELVIN
HPT HIGH PRESSURE TURBINE k X 1000
HPT(A)CC HIGH PRESSURE TURBINE (ACTIVE) KIAS INDICATED AIR SPEED IN KNOTS
CLEARANCE CONTROL kV KILOVOLTS
HPTC HIGH PRESSURE TURBINE CLEARANCE Kph KILOGRAMS PER HOUR
LEXIS Page 9
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MDDU MULTIPURPOSE DISK DRIVE UNIT

L MEC MAIN ENGINE CONTROL
L LEFT milsD.A. Mils DOUBLE AMPLITUDE
L/H LEFT HAND mm. MILLIMETERS
lbs. POUNDS, WEIGHT MMEL MAIN MINIMUM EQUIPMENT LIST
LCD LIQUID CRYSTAL DISPLAY MO AIRCRAFT SPEED MACH NUMBER
LCF LOW CYCLE FATIGUE MPA MAXIMUM POWER ASSURANCE
LE (L/E) LEADING EDGE MPH MILES PER HOUR
LGCIU LANDING GEAR CONTROL INTERFACE MTBF MEAN TIME BETWEEN FAILURES
UNIT MTBR MEAN TIME BETWEEN REMOVALS
LP LOW PRESSURE mV MILLIVOLTS
LPC LOW PRESSURE COMPRESSOR Mvdc MILLIVOLTS DIRECT CURRENT
LPT LOW PRESSURE TURBINE
LPT(A)CC LOW PRESSURE TURBINE (ACTIVE) N
CLEARANCE CONTROL N1 (NL) LOW PRESSURE ROTOR ROTATIONAL
LPTC LOW PRESSURE TURBINE CLEARANCE SPEED
LPTN LOW PRESSURE TURBINE NOZZLE N1* DESIRED N1
LPTR LOW PRESSURE TURBINE ROTOR N1ACT ACTUAL N1
LRU LINE REPLACEABLE UNIT N1CMD COMMANDED N1
LVDT LINEAR VARIABLE DIFFERENTIAL N1DMD DEMANDED N1
TRANSFORMER N1K CORRECTED FAN SPEED
N1TARGET TARGETED FAN SPEED
M N2 (NH) HIGH PRESSURE ROTOR ROTATIONAL
mA MILLIAMPERES (CURRENT) SPEED
MCD MAGNETIC CHIP DETECTOR N2* DESIRED N2
MCDU MULTIPURPOSE CONTROL AND N2ACT ACTUAL N2
DISPLAY UNIT N2K CORRECTED CORE SPEED
MCL MAXIMUM CLIMB N/C NORMALLY CLOSED
MCR MAXIMUM CRUISE N/O NORMALLY OPEN
MCT MAXIMUM CONTINUOUS NAC NACELLE
LEXIS Page 10
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NVM NON VOLATILE MEMORY PS3HP COMPRESSOR DISCHARGE STATIC AIR

PRESSURE (CDP)
O PSI POUNDS PER SQUARE INCH
OAT OUTSIDE AIR TEMPERATURE PSIA POUNDS PER SQUARE INCH ABSOLUTE
OD OUTLET DIAMETER PSID POUNDS PER SQUARE INCH DIFFERENTIAL
OGV OUTLET GUIDE VANE psig POUNDS PER SQUARE INCH GAGE
OSG OVERSPEED GOVERNOR PSM POWER SUPPLY MODULE
OVBD OVERBOARD PSS (ECU) PRESSURE SUB-SYSTEM
OVHT OVERHEAT PSU POWER SUPPLY UNIT
PT TOTAL PRESSURE
P PT2 FAN INLET TOTAL AIR PRESSURE (PRIMARY
Pb BYPASS PRESSURE FLOW)
Pc REGULATED SERVO PRESSURE PT25 HPC TOTAL INLET PRESSURE
Pcr CASE REGULATED PRESSURE
Pf HEATED SERVO PRESSURE Q
P/T25 HP COMPRESSOR INLET TOTAL AIR QAD QUICK ATTACH DETACH
PRESSURE/TEMPERATURE QEC QUICK ENGINE CHANGE
P/N PART NUMBER QTY QUANTITY
P0 AMBIENT STATIC PRESSURE QWR QUICK WINDMILL RELIGHT
P25 HP COMPRESSOR INLET TOTAL AIR
TEMPERATURE R
PCU PRESSURE CONVERTER UNIT R/H RIGHT HAND
PLA POWER LEVER ANGLE RAC/SB ROTOR ACTIVE CLEARANCE/START
PMC POWER MANAGEMENT CONTROL BLEED
PMUX PROPULSION MULTIPLEXER RACC ROTOR ACTIVE CLEARANCE CONTROL
PPH POUNDS PER HOUR RAM RANDOM ACCESS MEMORY
PRSOV PRESSURE REGULATING SERVO VALVE RCC REMOTE CHARGE CONVERTER
Ps PUMP SUPPLY PRESSURE RDS RADIAL DRIVE SHAFT
PS12 FAN INLET STATIC AIR PRESSURE RPM REVOLUTIONS PER MINUTE
PS13 FAN OUTLET STATIC AIR PRESSURE RTD RESISTIVE THERMAL DEVICE
LEXIS Page 11
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RTO REFUSED TAKE OFF SN SERIAL NUMBER

RTV ROOM TEMPERATURE VULCANIZING SNECMA SOCIETE NATIONALE D’ETUDE ET DE
(MATERIAL) CONSTRUCTION DE MOTEURS D’AVIATION
RVDT ROTARY VARIABLE DIFFERENTIAL SOL SOLENOID
TRANSFORMER SOV SHUT-OFF VALVE
STP STANDARD TEMPERATURE AND PRESSURE
S SVR SHOP VISIT RATE
S/N SERIAL NUMBER SW SWITCH BOEING
S/R SERVICE REQUEST SYS SYSTEM
S/V SHOP VISIT
SAC SINGLE ANNULAR COMBUSTOR T
SAR SMART ACMS RECORDER T oil OIL TEMPERATURE
SAV STARTER AIR VALVE T/C THERMOCOUPLE
SB SERVICE BULLETIN T/E TRAILING EDGE
SCU SIGNAL CONDITIONING UNIT T/O TAKE OFF
SDAC SYSTEM DATA ACQUISITION T/R THRUST REVERSER
CONCENTRATOR T12 FAN INLET TOTAL AIR TEMPERATURE
SDI SOURCE/DESTINATION IDENTIFIER (BITS) (CF T25 HP COMPRESSOR INLET AIR TEMPERATURE
ARINC SPEC) T3 HP COMPRESSOR DISCHARGE AIR
SDU SOLENOID DRIVER UNIT TEMPERATURE
SER SERVICE EVALUATION REQUEST T49.5 EXHAUST GAS TEMPERATURE
SFC SPECIFIC FUEL CONSUMPTION T5 LOW PRESSURE TURBINE DISCHARGE TOTAL
SFCC SLAT FLAP CONTROL COMPUTER AIR TEMPERATURE
SG SPECIFIC GRAVITY TAI THERMAL ANTI ICE
SLS SEA LEVEL STANDARD (CONDITIONS : 29.92 TAT TOTAL AIR TEMPERATURE
in.Hg / 59°F) TBC THERMAL BARRIER COATING
SLSD SEA LEVEL STANDARD DAY (CONDITIONS : TBD TO BE DETERMINED
29.92 in.Hg / 59°F) TBO TIME BETWEEN OVERHAUL
SMM STATUS MATRIX TBV TRANSIENT BLEED VALVE
SMP SOFTWARE MANAGEMENT PLAN TC(TCase) HP TURBINE CASE TEMPERATURE
LEXIS Page 12
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TOC
TCC TURBINE CLEARANCE CONTROL

TCCV TURBINE CLEARANCE CONTROL VALVE V
TCJ TEMPERATURE COLD JUNCTION VAC VOLTAGE, ALTERNATING CURRENT
T/E TRAILING EDGE VBV VARIABLE BLEED VALVE
TECU ELECTRONIC CONTROL UNIT INTERNAL VDC VOLTAGE, DIRECT CURRENT
TEMPERATURE VDT VARIABLE DIFFERENTIAL TRANSFORMER
TEO ENGINE OIL TEMPERATURE VIB VIBRATION
TGB TRANSFER GEARBOX VLV VALVE
Ti TITANIUM VRT VARIABLE RESISTANCE TRANSDUCER
TLA THROTTLE LEVER ANGLE AIRBUS VSV VARIABLE STATOR VANE
TLA THRUST LEVER ANGLE BOEING
TM TORQUE MOTOR W
TMC TORQUE MOTOR CURRENT WDM WATCHDOG MONITOR
T/O TAKE OFF Wf WEIGHT OF FUEL OR FUEL FLOW
TO/GA TAKE OFF/GO AROUND WFM WEIGHT OF FUEL METERED
T/P TEMPERATURE/PRESSURE SENSOR WOW WEIGHT ON WHEELS
TPU TRANSIENT PROTECTION UNIT WTAI WING THERMAL ANTI-ICING
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
U
UER UNSCHEDULED ENGINE REMOVAL
UTC UNIVERSAL TIME CONSTANT
LEXIS Page 13
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IMPERIAL / METRIC CONVERSIONS METRIC / IMPERIAL CONVERSIONS
1 mile = 1,609 km 1 km = 0.621 mile

1 ft = 30,48 cm 1m = 3.281 ft. or 39.37 in.
1 in. = 25,4 mm 1 cm = 0.3937 in.
1 mil. = 25,4 µ 1 mm = 39.37 mils.
1 sq.in. = 6,4516 cm² 1 m² = 10.76 sq. ft.

1 cm² = 0.155 sq.in.
1 USG = 3,785 l (dm³) 1 m³ = 35.31 cu. ft.

1 cu.in. = 16.39 cm³ 1 dm³ = 0.264 USA gallon
1 cm³ = 0.061 cu.in.
1 lb. = 0.454 kg 1 kg = 2.205 lbs
1 psi. = 6.890 kPa 1 Pa = 1.45 10-4 psi.

1 kPa = 0.145 psi
1 bar = 14.5 psi
°F = 1.8 x °C + 32 °C = ( °F - 32 ) /1.8
LEXIS Page 14
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CFM56-7B TRAINING MANUAL
TABLE OF CONTENTS
EFFECTIVITY Page 15
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL CONTENTS
BASIC ENGINE Sep 03
CFMI PROPRIETARY INFORMATION
SECTION PAGE SECTION PAGE
LEXIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 THE COMBUSTION CHAMBER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115
TABLE OF CONTENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 THE HIGH PRESSURE TURBINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 THE HIGH PRESSURE TURBINE NOZZLE. . . . . . . . . . . . . . . . . . . . . . . 127
ENGINE GENERAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 THE HIGH PRESSURE TURBINE ROTOR . . . . . . . . . . . . . . . . . . . . . . . 131
THE FAN MAJOR MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 THE HIGH PRESSURE TURBINE SHROUD AND STAGE 1 NOZZLE . . 139
THE FAN AND BOOSTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43 THE LOW PRESSURE TURBINE MAJOR MODULE. . . . . . . . . . . . . . . . 143
THE NO. 1 AND NO. 2 BEARING SUPPORT MODULE . . . . . . . . . . . . . . 69 THE LPT ROTOR / STATOR MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . 147
THE FAN FRAME MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73 THE LPT SHAFT MODULE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153
THE CORE ENGINE MAJOR MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . 81 THE LPT REAR FRAME MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 157
THE HIGH PRESSURE COMPRESSOR . . . . . . . . . . . . . . . . . . . . . . . . . . 85 THE ACCESSORY DRIVE SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161
THE COMPRESSOR ROTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89 THE INLET GEARBOX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 165
THE COMPRESSOR FRONT STATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . 93 THE TRANSFER GEARBOX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 169
THE COMPRESSOR REAR STATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99 THE ACCESSORY GEARBOX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 175
THE COMBUSTION SECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105
THE COMBUSTION CASE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111
EFFECTIVITY Page 16
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL CONTENTS
BASIC ENGINE Sep 03
INTRODUCTION
EFFECTIVITY Page 17
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL INTRODUCTION
BASIC ENGINE Sep 03
TOC
INTRODUCTION TO THE CFM56-7B
Engine Applications.
The following chart shows the various engine models for

the Boeing B737-600/-700/-800/-900/-BBJ/COMBI/C40A
aircraft.
The engine used on these aircraft is the CFM56-7B,

which has several different thrust ratings.
Ranging from 19500 to 27300 lbs of thrust, the CFM56-

7B is offered by CFM as the common power source for
the Boeing 737 Next Generation Versions.
EFFECTIVITY Page 18
BASIC ENGINE Sep 03
TOC
CFM56-7B18 (19,500 lbs) 737-600

CFM56-7B20 (20,600 lbs)
CFM56-7B22 (22,700 lbs)
CFM56-7B20 (20,600 lbs) 737-700

CFM56-7B22 (22,700 lbs)
CFM56-7B24 (24,200 lbs)
CFM56-7B24 (24,200 lbs) 737-800

CFM56-7B26 (26,300 lbs)
CFM56-7B27 (27,300 lbs)
CFM56-7B24 (24,200 lbs) 737-900

CFM56-7B26 (26,300 lbs)
CFM56-7B27 (27,300 lbs)
737-BBJ / COMBI
CFM56-7B26 (26,300 lbs)
C40A
CFM56-7B24 (24,200 lbs)
CTC-215-002-00
CFM56-7B FOR BOEING APPLICATIONS
EFFECTIVITY Page 19
BASIC ENGINE Sep 03
TOC
CFM56-7B MAIN CHARACTERISTICS
Type of engine Turbo fan Performance (*figures depend on engine model)
Arrangement Two spool axial flow - Take-off thrust (SLS) *19500 - 27300 lbs
Rotation Clockwise (ALF) - Take-off flat rated 86/30

Temperature °F/°C
Compressors
- Fan Single stage - Max climb thrust 5960 lbs
- LP Compressor Four stages
- HP Compressor Nine stages - By-pass ratio *5.1:1 to 5.5:1
Combustion chamber Annular SAC (option DAC) - EGT red line 950°C
Turbines - 100% N1 (Low Pressure 5175 rpm

- HP Turbine Single stage Rotational Speed)
- LP Turbine Four stages
- N1 speed limit (red line) 104%
Weight 2384 kg (5257 lbs)
- 100% N2 (High Pressure 14460 rpm
Overall dimensions Rotational Speed)
- Length 2.51m (98.72 ins)
- Height 1.83m (72.00 ins) - N2 speed limit (red line) 105%
- Width 2.12m (83.40 ins)
EFFECTIVITY Page 20
BASIC ENGINE Sep 03
TOC
CTC-223-003-00 CFM56-7B
EFFECTIVITY Page 21
BASIC ENGINE Sep 03
TOC
EFFECTIVITY Page 22
BASIC ENGINE Sep 03
TOC
ENGINE GENERAL
EFFECTIVITY
ENGINE
GENERAL Page 23
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL Sep 03
CFMI PROPRIETARY INFORMATION BASIC ENGINE
TOC
POWERPLANT PRESENTATION
The engine is attached to the wing strut by mounts,

located forward and aft of the core section.
Cowls enclose the periphery of the engine so as to form

the nacelle, which is the aerodynamic structure around
the engine.
EFFECTIVITY
ENGINE
GENERAL Page 24
TOC
ENGINE MOUNT
LOCATIONS
WING STRUT
COWLS
CTC-223-034-00 POWERPLANT PRESENTATION

EFFECTIVITY
ENGINE
GENERAL Page 25
TOC
ENGINE GENERAL CONCEPT
The CFM56-7B engine is a high by-pass, dual rotor, axial

flow, advanced technology turbofan. It is supported by
the wing pylon and streamlined by cowlings.
Air is sucked into the intake by the fan blades and

separated by a splitter fairing into two flow paths, the
Primary and the Secondary.
The primary airflow passes through the inner portion of

the fan blades and is directed into a booster (LPC).
The flow path then enters a High Pressure Compressor

(HPC) and goes to a combustor. Mixed with fuel and
ignited, the gas flow provides energy to a High Pressure
Turbine (HPT) and a Low Pressure Turbine (LPT).
The secondary airflow passes through the outer portion

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

between 5.1:1 and 5.5:1, depending on the engine
model, which means that the secondary airflow takes in
between 5 and 6 times more air than the primary airflow.
EFFECTIVITY
ENGINE
GENERAL Page 26
TOC
SECONDARY FLOW
PRIMARY FLOW
THRUST
REVERSER
SYSTEM
CTC-223-004-01 GENERAL CONCEPT

EFFECTIVITY
ENGINE
GENERAL Page 27
TOC
The CFM56-7B engine uses a maintenance concept - Engine vibration monitoring system: sensors
called ‘On Condition Maintenance’. This means that the located in various positions in the engine, send
engine has no periodic overhaul schedules and can vibration values to the on-board monitoring
remain installed under the wing until something important system. When vibration values are excessive,
occurs, or when lifetime limits of parts are reached. the data recorded can be used to take remedial
balancing action.
For this reason, to monitor and maintain the health of the
engine, different tools are available, which are:
- Engine performance trend monitoring, to evaluate

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

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

the oil system, lubrication oil is filtered, and large,
visible-to-the-eye particles (larger than 10 microns)
coming from worn engine parts are collected
in filters and magnetic chip detectors, for visual
inspection and analysis.
EFFECTIVITY
ENGINE
GENERAL Page 28
TOC
TREND MONITORING VIBRATION

MONITORING
BORESCOPE
INSPECTION
LUBE PARTICLE ANALYSIS
CTC-223-005-01 ON CONDITION MAINTENANCE

EFFECTIVITY
ENGINE
GENERAL Page 29
TOC
Airworthiness limitations.
The airworthiness limitations section (Chapter 05)

contains the life limits for rotating and static engine parts
and the approved mandatory inspection intervals for
specific engine parts.
The life of parts is given in flight cycles. The cycles for

each part serial number must be counted continuously
from its first entry into service.
A cycle is defined as:

- A flight which has a take-off and landing.
or,
- A touch-and-go landing and take-off used to train
pilots.
It is the operators responsibility to maintain accurate

records of the total number of cycles operated and the
number of cycles remaining.
EFFECTIVITY
ENGINE
GENERAL Page 30
TOC
FAN MODULE CORE MODULE LPT MODULE
CTC-223-035-00 LIFE LIMITED PARTS

EFFECTIVITY
ENGINE
GENERAL Page 31
TOC
The CFM56-7B engine consists of two independent

rotating systems:
- The low pressure system rotational speed is
designated N1.
- The high pressure system rotational speed is
designated N2.
The engine rotors are supported by 5 bearings, identified

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

between two main structures (frames).
The accessory drive system uses energy from the high

pressure compressor rotor to drive the engine and aircraft
accessories. It also plays a major role in starting.
EFFECTIVITY
ENGINE
GENERAL Page 32
TOC
5 BEARINGS
ACCESSORY LP SYSTEM
DRIVE SYSTEM (N1)
2 FRAMES
HP SYSTEM
(N2)
2 SUMPS
CTC-223-006-01 ENGINE GENERAL DESIGN

EFFECTIVITY
ENGINE
GENERAL Page 33
TOC
The CFM56-7B is a modular concept design engine. It

has 17 different modules that are enclosed within three
major modules and an accessory drive system.
The 3 modules are:

- The Fan Major Module.
- The Core Engine Major Module.
- The Low Pressure Turbine Major Module.
The accessory drive system is also a modular design.
EFFECTIVITY
ENGINE
GENERAL Page 34
TOC
FAN MAJOR
MODULE CORE ENGINE MAJOR MODULE
LOW PRESSURE TURBINE

MAJOR MODULE
ACCESSORY DRIVE SYSTEM
CTC-223-007-01 MODULAR DESIGN

EFFECTIVITY
ENGINE
GENERAL Page 35
TOC
EFFECTIVITY
ENGINE
GENERAL Page 36
TOC
THE FAN MAJOR MODULE
EFFECTIVITY
FAN MAJOR
MODULE Page 37
TOC
FAN MAJOR MODULE
The fan major module is at the front of the engine

downstream from the air inlet cowl.
The main purposes of the fan major module are :

- To provide approximately 80% of the engine thrust.
- To provide the engine/pylon front attachment.
- To enclose the fan stage and Low Pressure
Compressor stages.
- To provide structural rigidity in the front section.
- To provide containment for front section major
deterioration and/or damage.
- To provide noise reduction for the fan section.
- To provide attachment for gearboxes and nacelle
equipment.
- To provide attachment for the core engine.
EFFECTIVITY
FAN MAJOR
MODULE Page 38
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL SEP 03
TOC
CONTAINMENT
STRUCTURAL
OF ENGINE FRONT
RIGIDITY IN
SECTION MAJOR
FRONT SECTION
DETERIORATION
ENCLOSES FAN SECTION

FAN STAGE AND NOISE
LP COMPRESSOR REDUCTION
STAGES
ATTACHMENT FOR
ENGINE/PYLON
GEARBOXES, ENGINE/
FRONT SECTION
NACELLE EQUIPMENT
ATTACHMENT
PROVIDES
80% THRUST ATTACHMENT FOR
SLS, STATIC CORE ENGINE
CONDITIONS
CTC-223-036-00 FAN MAJOR MODULE PURPOSES

EFFECTIVITY
FAN MAJOR
MODULE Page 39
TOC
FAN MAJOR MODULE (CONTINUED)
The fan major module consists of 4 modules :
- Fan and booster module.

- No 1 and 2 bearing support module.
- Fan frame module.
- Inlet gearbox and No 3 bearing.
EFFECTIVITY
FAN MAJOR
MODULE Page 40
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL SEP 03
TOC
FAN FRAME
MODULE
No 1 AND No 2
BEARING SUPPORT
MODULE
INLET GEARBOX
AND No 3 BEARING
FAN AND
BOOSTER
MODULE
CTC-223-037-00 FAN SECTION MINOR MODULES

EFFECTIVITY
FAN MAJOR
MODULE Page 41
TOC
EFFECTIVITY
FAN MAJOR
MODULE Page 42
TOC
THE FAN AND BOOSTER
EFFECTIVITY
FAN AND
BOOSTER Page 43
TOC
FAN AND BOOSTER
The purposes of the fan and booster are :
- To increase the energy of the air ducted overboard,

to generate thrust.
- To increase the pressure of the air directed to the
High Pressure Compressor (HPC).
After entering the air inlet cowl, the total engine airflow
passes through the fan rotor.
Most of the airflow is ducted overboard and the remainder

is directed through the booster, where it is pressurized
before entering the HPC.
EFFECTIVITY
FAN AND
BOOSTER Page 44
TOC
AIR INLET
COWL
FAN
SECTION
MODULE
SECONDARY AIRFLOW
PRIMARY AIRFLOW
CTC-223-008-01 FAN AND BOOSTER MODULE

EFFECTIVITY
FAN AND
BOOSTER Page 45
TOC
FAN AND BOOSTER (CONTINUED)
The fan and booster is located at the front of the engine,

downstream from the air inlet cowl, and consists of :
- A spinner front cone.
- A spinner rear cone.
- A single stage fan rotor.
- A three stage axial booster.
Its rotating assembly is mounted on the fan shaft and its

stator assembly is secured to the fan frame.
EFFECTIVITY
FAN AND
BOOSTER Page 46
TOC
FAN ROTOR
3 - STAGE
BOOSTER
SPINNER REAR
CONE
SPINNER FRONT
CONE
CTC-223-009-01 FAN AND BOOSTER DESIGN

EFFECTIVITY
FAN AND
BOOSTER Page 47
TOC
Spinner front cone.
The spinner front cone is designed to minimize ice build-

up. It is made of an aluminium alloy, protected by black
sulfuric anodizing.
It is a hollow cone-shaped structure, which is attached on

its rear flange to the spinner rear cone. The attachment is
an interference fitting.
The rear flange has 6 mounting screw locations and 3

threaded inserts, located every 120°, for installation of
jackscrews used in removal procedures.
An offset hole, identified by an indent mark, ensures

correct installation and centering onto the rear cone front
flange.
EFFECTIVITY
FAN AND
BOOSTER Page 48
TOC
6 MOUNTING
SCREW LOCATIONS
INDENT MOUNTING
MARK SCREW
3 JACKSCREW
LOCATIONS
CTC-223-010-00 SPINNER FRONT CONE

EFFECTIVITY
FAN AND
BOOSTER Page 49
TOC
Spinner rear cone. There are 36 threaded inserts on the outer rim of the rear
flange, which accommodate balance screws. The balance
The rear cone smoothes airflow at the inlet of the engine screws are used for static balance, following fan blade
and provides anti-rotation of the fan retaining ring. It also replacement and for trim balance, when vibration levels
accomodates the fan retaining flange and balancing are over the limits.
screws.
There are two sets of balancing screws available and the
Unlike the name suggests, the spinner rear cone is not screws in each set are identified as either P01 to P07
really a cone. It is a hollow elliptical structure that is or, P08 to P14. The numbers, which are engraved on the
mounted on interference fit flanges between the spinner screw heads, are equivalent to various weights.
front cone and the fan disk.
The fan retaining flange is installed on the inner rear
It is made of aluminium alloy and protected by sulfuric flange of the spinner rear cone through an interference fit.
anodization.
The outer diameter of the fan retaining flange
The front flange has 6 line replaceable, crimped, self- accomodates 24 pins, which prevent axial and radial
locking nuts. movement of the platform. The retaining flange also
prevents rotation of the retaining ring.
The inner rear flange has 12 mounting screw holes for
installation onto the fan disk. There are 6 threaded holes for the installation of
jackscrews used only if it is necessary to remove the fan
Both front and rear flanges have an offset hole to ensure retaining flange.
correct installation and they are identified by indent
marks. On the front flange of the rear cone, the indent
mark is next to the offset hole. The other indent mark is
on the outer rim of the rear cone, facing fan blade No 1.
EFFECTIVITY
FAN AND
BOOSTER Page 50
TOC
FAN BLADES
SPINNER PINS
REAR CONE (x24) INDENT MARK
FAN DISK
RETAINING
FLANGE
INTERFERENCE
FIT
BALANCE
SPINNER
SCREW
REAR CONE
SELF-LOCKING
NUTS
BALANCING
SCREWS
CTC-223-011-01 SPINNER REAR CONE

EFFECTIVITY
FAN AND
BOOSTER Page 51
TOC
Spinner installation.
There are two components, used in the retention system,

that are mounted between the rear flange of the spinner
rear cone and the front flange of the fan disk :
- The fan retaining flange (TITANIUM).
- The retaining ring (INCO 718).
The fan retaining flange is mounted on the spinner rear

cone rear flange, through an interference fit.
The 24 pins bolted to its outer rim prevent both radial
and axial movement of the platforms and rotation of the
retaining ring.
The retaining ring prevents axial disengagement of the

spacers.
The ring is installed onto the front face of the fan disk,
through a bayonet system.
The outer rim has locking slots to prevent rotation of the
retaining ring and the fan retaining flange.
EFFECTIVITY
FAN AND
BOOSTER Page 52
TOC
SPACERS FAN DISK
PLATFORM
SPINNER
REAR CONE
RETAINING
FAN RETAINING RING
FLANGE
CTC-223-038-00 SPINNER INSTALLATION

EFFECTIVITY
FAN AND
BOOSTER Page 53
TOC
Fan disk.
The fan disk is a titanium alloy forging. The outer front

flange provides attachment for the rear cone and the
retaining flange.
The outer rim of the fan disk has 24 curved dovetails

slots designed for fan blade retention.
The outer rim also has a flange designed for attachment

of the fan blade platforms.
The fan disk provides attachment for the fan shaft on its
inner rear flange and its outer rear flange is bolted to the
booster spool forward flange.
EFFECTIVITY
FAN AND
BOOSTER Page 54
TOC
BOOSTER SPOOL
ATTACHMENT FLANGE
FAN BLADE
RETAINING
SLOT (24)
SPINNER REAR CONE

ATTACHMENT FLANGE
FAN SHAFT
ATTACHMENT FAN BLADE
FLANGE PLATFORM
ATTACHMENT
FLANGE
CTC-223-039-00 FAN DISK

EFFECTIVITY
FAN AND
BOOSTER Page 55
TOC
Fan disk (continued).
Balance weights are riveted on the forward flange for

dynamic module balancing.
The inner front flange has an imprint to identify an

offset hole for rear cone installation. There are also two
identification marks engraved on either side of blade
recesses No 1 and 5.
EFFECTIVITY
FAN AND
BOOSTER Page 56
TOC
VIEW A
FAN BLADE 1
INDEX MARKS
OFFSET HOLE
SPHERICAL
IMPRINT
1 1
FAN BLADE 5
INDEX MARKS
A
5
5
DYNAMIC BALANCE
CORRECTION WEIGHT
(INSTALLED AT
MODULAR LEVEL)
CTC-223-013-01 FAN DISK FRONT FLANGE

EFFECTIVITY
FAN AND
BOOSTER Page 57
TOC
Fan blades.
The fan blades form the first stage of the Low Pressure
Compressor (LPC) and increase the energy of the air
entering the engine through the air inlet cowls.
There are 24 titanium alloy, wide chord fan blades.
Each blade has a dovetail base that slides into a curved

dovetail slot on the fan disk outer rim.
The fan blades are 20.67ins (0.52m) long.
A retainer lug, machined at the rear end of the blade

root, engages the forward flange of the booster spool and
limits axial movements.
A spacer, installed underneath each blade, limits the

radial movement of each blade.
Note: The fan blades on some re-worked engines

accomodate thin shims, which are installed by sliding
them onto the blade roots. The shims are subject to
deformation and care must be taken to avoid potential
damage to the blade coatings, or spacers.
EFFECTIVITY
FAN AND
BOOSTER Page 58
TOC
FAN BLADE
PLATFORM
PIN
FAN BLADE
SHIM
(RE-WORKED ENGINES)
SPACER
FAN DISK
RETAINING RING
FAN RETAINING
FLANGE
CTC-223-014-01 FAN BLADE INSTALLATION

EFFECTIVITY
FAN AND
BOOSTER Page 59
TOC
Fan blades (continued).
Each blade has specific indications engraved on the

bottom of the root.
- Part number.
- Serial number.
- Momentum weight.
- Manufacturer code.
The fan blade root faces have an anti-friction plasma

coating (Cu-Ni-In) and a Molydag varnish, which acts as
a lubricant.
Lubrication of blade roots is further improved by the

application of solid molybdenum-base lubricant before
installation on the fan disk.
EFFECTIVITY
FAN AND
BOOSTER Page 60
TOC
MANUFACTURER CODE
MOMENTUM PART NUMBER
WEIGHT VIEW A
F0301 337-000-114-0
206740
F0491 J023493
SERIAL NUMBER
EXAMPLE SPECIFIC
INDICATIONS SUB-CONTRACTOR
NUMBER
MOLYDAG VIEW B
COATING
Cu-Ni-In
SPECIFIC
B INDICATIONS MOLYDAG COATING
CTC-223-015-01 FAN BLADE ROOT

EFFECTIVITY
FAN AND
BOOSTER Page 61
TOC
Spacers and platforms. Platforms.
Spacers. The 24 blade platforms, made of forged aluminium, are

installed between adjacent fan blades.
Spacers are installed in the dovetail slots of the fan disk,
under the fan blade roots. The blade platforms have 3 shoulders each having a
centering hole.
They are designed to limit radial movement of the fan The front shoulder engages with a pin on the fan
blades. retaining flange, to prevent axial disengagement.
To prevent radial movement, the center shoulder
The 24 fan blades spacers are made of titanium alloy and engages with a pin on the fan disk mid-flange and the aft
elastomer strips, made of polyurethane, are molded onto shoulder engages with a pin installed on the front flange
their sides. of the booster spool.
An elastomer lip seal is bonded to each side of the

platform to avoid return airflow. The platform weight can
be adjusted by the installation of elastomer strip (at shop
level).
EFFECTIVITY
FAN AND
BOOSTER Page 62
TOC
FAN BLADE
FAN BLADE
PLATFORM
FWD
A
ELASTOMER STRIP
WEIGHT ADJUSTMENT
(AS NECESSARY)
SPACER
ELASTOMER VIEW A
STRIP
FAN DISK
MATING ELASTOMER
SURFACES LIP SEAL
CTC-223-040-00 SPACERS AND FAN BLADE PLATFORMS

EFFECTIVITY
FAN AND
BOOSTER Page 63
TOC
Lubrication.
On-wing periodic maintenance can significantly increase

the fan disk and fan blade service life and reduce
maintenance costs.
Before installing the fan rotor blades, ensure that

lubricant is applied to the:
- Retaining flange locating pins (aft side).
- Fan disk locating pins (fwd side).
- Spacers.
- Shims (if installed-re-worked engines only).
- Fan blade dovetails.
- Rear surface of fan blade shank.
- Fan disk dovetail slot pressure faces.
Apply mineral vaseline or silicone to the platform

elastomer seals.
EFFECTIVITY
FAN AND
BOOSTER Page 64
TOC
REAR
FAN BLADE
REAR SHANK
FAN BLADE
DOVETAIL PRESSURE FACES
SHIMS (IF INSTALLED)

INNER AND OUTER
PRESSURE FACES DOVETAIL
SLOT PRESSURE
FACE CONVEX AND
CONCAVE SIDES
FAN RETAINING
FLANGE
FAN BLADE
SPACER MATING FACE
LOCATING
PIN
FAN BLADE
SPACER MATING SURFACES
CTC-223-041-00 LUBRICATION BEFORE FAN MODULE ASSEMBLY

EFFECTIVITY
FAN AND
BOOSTER Page 65
TOC
Booster stator vane assembly - borescope

inspection.
Visual assessment of the booster stage 1 vane assembly

and the leading edge of the LPC rotor stage 2 blades
can be made using a borescope fitted with a long 90°
extension.
The outer shroud of the stage 3 vane assembly has

an unplugged port (S0), at the 4 o’clock position, for
borescope inspection of the primary airstream duct.
Stage 3 and 4 blades can be inspected through this port

using a long 90° extension.
EFFECTIVITY
FAN AND
BOOSTER Page 66
TOC
FAN OUTLET GUIDE VANE
BORESCOPE VIEW LONG RIGHT

THROUGH THE ANGLE
BOOSTER INLET EXTENSION
2 3 4
FAN BLADE
S0
CTC-223-042-00 BOOSTER INSPECTION

EFFECTIVITY
FAN AND
BOOSTER Page 67
TOC
EFFECTIVITY
FAN AND
BOOSTER Page 68
TOC
THE NO. 1 AND NO. 2 BEARING SUPPORT MODULE
EFFECTIVITY
BEARING
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL SUPPORT MODULE Page 69
BASIC ENGINE Sep 03
TOC
NO 1 AND 2 BEARING SUPPORT MODULE
The No 1 and 2 bearing support module belongs to the

fan major module and its purpose is :
- To support the fan booster rotor.
- To enclose the front section of the forward oil sump.
- To support one of the vibration sensors.
- To vent the forward sump.
- To provide the fan speed indication.
- To direct bearings lubrication.
It is bolted to the fan frame front face and its front flange
is attached to the fan disk.
EFFECTIVITY
BEARING
BASIC ENGINE Sep 03
TOC
SUPPORTS
ONE
VIBRATION VENTS THE
SENSOR FWD SUMP
ENCLOSES
PROVIDES FAN
FRONT SECTION
SPEED INDICATION
OF FWD SUMP
DIRECTS
SUPPORTS BEARING
FAN AND BOOSTER LUBRICATION
CTC-223-043-00 No 1 AND No 2 BEARING SUPPORT PURPOSES

EFFECTIVITY
BEARING
BASIC ENGINE Sep 03
TOC
EFFECTIVITY
BEARING
BASIC ENGINE Sep 03
TOC
THE FAN FRAME MODULE
EFFECTIVITY
FAN FRAME
MODULE Page 73
TOC
FAN FRAME MODULE
The fan frame module is the structure at the front of the

engine.
Its main purposes are :

- To provide ducting for both the primary and
secondary airflows.
- To transmit power plant thrust to the aircraft.
- To support the LPC rotor, through the No 1 & 2
bearing support.
- To support the front of the HPC rotor through the
No 3 bearing support.
- To enclose the fan and booster.
- To support various engine accessories.
- To minimize fan area noise levels.
- To provide attachment for the forward engine
mounts, front handling trunnions and lifting points.
- To support the fan inlet cowl.
- To provide a connection between gearboxes and
core engine rotor.
EFFECTIVITY
FAN FRAME
MODULE Page 74
TOC
SUPPORTS ENCLOSES
SUPPORTS FAN INLET FAN AND BOOSTER
ENGINE COWL
ACCESSORIES
TRANSMITS
PROVIDES POWER PLANT
GROUND HANDLING THRUST TO
PROVISIONS AIRCRAFT
PROVIDES SUPPORTS
DUCTING ENGINE ROTORS
FOR PRIMARY MECHANICAL
AND SECONDARY LOADS
AIRFLOWS
PROVIDES A
CONNECTION
MINIMIZES BETWEEN
FAN AREA GEARBOXES/CORE
NOISE LEVEL ENGINE ROTOR
CTC-223-044-00 FAN FRAME MODULE MAIN PURPOSES

EFFECTIVITY
FAN FRAME
MODULE Page 75
TOC
FAN FRAME MODULE (CONTINUED)
The Outlet Guide Vane (OGV) assembly.
The OGV assembly is housed at the rear of the

containment case. Its purpose is to direct and smooth the
secondary airflow to improve thrust efficiency.
The assembly consists of the fan OGV inner shroud and

76 vanes, made of aluminium alloy.
The OGV inner shroud rear flange is attached to the front

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

case.
A splitter fairing, which separates the primary and

secondary airflows, is bolted onto the fan OGV inner
shroud forward flange.
EFFECTIVITY
FAN FRAME
MODULE Page 76
TOC
OUTER
PLATFORM
OGV
INNER
PLATFORM
OGV SEAL
CTC-223-018-01 FAN OUTLET GUIDE VANES

EFFECTIVITY
FAN FRAME
MODULE Page 77
TOC
FAN FRAME MODULE (CONTINUED)
The fan frame assembly.
The fan frame assembly is the major structure at the

forward section of the engine.
The fan frame assembly consists of :

- The fan frame shroud.
- The 12-strut hub.
- The radial drive shaft housing.
The 12-strut hub can be broken down into the following

sub-modules :
- The radial struts.
- The mid-box structure.
- The hub.
The secondary airflow is ducted rearward between the

fan frame shroud and the mid-box structure.
The primary airflow from the booster is ducted to the

HPC between the center hub and the mid-box structure.
EFFECTIVITY
FAN FRAME
MODULE Page 78
TOC
FAN FRAME SHROUD
SECONDARY
AIRFLOW
RADIAL
STRUTS
HUB
PRIMARY
AIRFLOW
FORWARD
LOOKING
AFT MID-BOX
STRUCTURE
CTC-223-019-01 FAN FRAME ASSEMBLY

EFFECTIVITY
FAN FRAME
MODULE Page 79
TOC
EFFECTIVITY
FAN FRAME
MODULE Page 80
TOC
THE CORE ENGINE MAJOR MODULE
EFFECTIVITY
CORE ENGINE
MAJOR MODULE Page 81
TOC
CORE ENGINE MAJOR MODULE
The core engine is a high pressure, high speed, gas The core engine consists of the following :
generator that produces the power to drive the engine.
The HPC.
Fan discharge air is compressed in the High Pressure - HPC rotor.
Compressor (HPC), heated and expanded in the - HPC front stator.
combustion chamber. It is then directed by the High - HPC rear stator.
Pressure Turbine (HPT) nozzles onto the HPT rotor.
Energy not extracted from the gas stream by the HPT The combustion section.
rotor is used to drive the Low Pressure Turbine (LPT), fan - Combustor casing.
rotors and booster. - Combustion chamber.
The forward end of the core is supported by the No 3 ball The HPT.
and roller bearings, located in the fan frame. - HPT nozzle.
- HPT rotor.
The aft end is supported by the No 4 roller bearing, - HPT shroud & Stage 1 LPT nozzle.
located in the HPT rotor rear shaft.
EFFECTIVITY
CORE ENGINE
TOC
COMBUSTION
HIGH PRESSURE CASE
COMPRESSOR STATOR
COMBUSTOR
HIGH PRESSURE
TURBINE NOZZLES
FUEL NOZZLES
HIGH PRESSURE
HPC STATOR TURBINE SHROUDS
STAGE 1 LPT
HIGH PRESSURE
NOZZLES
COMPRESSOR ROTOR
#3 BEARING
#4 BEARING
HIGH PRESSURE
HPC TURBINE ROTOR
ROTOR
AIR DUCT
CTC-223-020-01 CORE ENGINE MAJOR MODULE COMPONENTS

EFFECTIVITY
CORE ENGINE
TOC
EFFECTIVITY
CORE ENGINE
TOC
THE HIGH PRESSURE COMPRESSOR
EFFECTIVITY
HIGH PRESSURE
COMPRESSOR Page 85
TOC
THE HIGH PRESSURE COMPRESSOR (HPC)
The HPC is a 9-stage compressor and its main purpose

is to increase the pressure of the air as it passes from
stage to stage, to supply the combustor section.
The HPC also has pipe connections that duct 4th, 5th,
and 9th stage bleed air for both engine and aircraft use.
The HPC is mounted between the fan frame and the

combustor case.
It consists of the following modules :

- The compressor rotor.
- The compressor front stator.
- The compressor rear stator.
EFFECTIVITY
HIGH PRESSURE
COMPRESSOR Page 86
TOC
HIGH PRESSURE
COMPRESSOR FRONT STATOR
HIGH PRESSURE COMPRESSOR

REAR STATOR
HIGH PRESSURE
COMPRESSOR ROTOR
9th. STAGE
5th. STAGE BLEED AIR
4th. STAGE BLEED AIR
BLEED AIR
CTC-223-021-01
HP COMPRESSOR SECTION
EFFECTIVITY
HIGH PRESSURE
COMPRESSOR Page 87
TOC
EFFECTIVITY
HIGH PRESSURE
COMPRESSOR Page 88
TOC
THE COMPRESSOR ROTOR
EFFECTIVITY
COMPRESSOR
ROTOR Page 89
TOC
THE HIGH PRESSURE COMPRESSOR
The compressor rotor.
The compressor rotor increases the velocity of fan

booster discharge air, which is pressurized by the stator
before entering the combustion section.
It is housed in the compressor case and the rotor front

end is supported by the No 3 bearing.
Its rear end is bolted to the HPT front shaft, through the
rear rotating (CDP) air seal.
EFFECTIVITY
COMPRESSOR
ROTOR Page 90
TOC
HPT
FRONT SHAFT
FRONT SHAFT
SUPPORTED BY
THE No 3 BEARING REAR ROTATING
(CDP) AIR SEAL
CTC-223-045-00 HP COMPRESSOR ROTOR ASSEMBLY

EFFECTIVITY
COMPRESSOR
ROTOR Page 91
TOC
EFFECTIVITY
COMPRESSOR
ROTOR Page 92
TOC
THE COMPRESSOR FRONT STATOR
EFFECTIVITY
COMPRESSOR
FRONT STATOR Page 93
TOC
THE HIGH PRESSURE COMPRESSOR (CONTINUED)
The front stator.
The compressor stator changes the air velocity produced

by the rotor into pressure.
The front case forms the load carrying structure between

the fan frame and the combustion case.
The front case is made up of two halves, an upper case

and a lower case, with horizontal split-line flanges that
are machined as a matched set from a steel forging.
The front stator assembly consists of :

- The stator case halves.
- The inlet guide vanes (IGV).
- The variable stator vanes (VSV), stages 1, 2 and 3.
- The fixed stator vanes stages 4 and 5.
- The VSV actuation system.
The inner surface is machined to provide a smooth air

flowpath through stages 1 to 5.
EFFECTIVITY
COMPRESSOR
TOC
VARIABLE STATOR
STAGES UPPER CASE
VSV
ACTUATOR
FIXED
STATOR STAGES
SPLIT LINE
LOWER CASE
VSV ACTUATOR
INLET GUIDE VANES
CTC-223-046-00 HPC FRONT STATOR COMPONENTS

EFFECTIVITY
COMPRESSOR
TOC
The front stator case.
The upper and lower cases of the HPC front stator are
bolted together.
They have ports at the 4th and 5th stages to

accommodate pipes that supply bleed air for both engine
and aircraft use.
Bleed air from the 4th stage is extracted for High

Pressure Turbine (HPT) cooling and clearance control
and for Low Pressure Turbine (LPT) cooling.
Bleed air from the 5th stage ports is for the use of the
customer.
There are also a series of plugged ports alongside

the casing, at approximately the 5 o’clock position, for
borescope inspection of the rotor blades (one port per
stage) and the 2 stator vanes adjacent to the port.
The outer case has individual raised bosses at the IGV

and stages 1, 2 and 3. The outer case is thin to save
weight, so the bosses add extra depth to accommodate
the variable vane trunnions.
EFFECTIVITY
COMPRESSOR
TOC
HPC FRONT
STATOR ASSY UPPER
CASE
4 TH STAGE BLEED
FOR LPT1 NOZZLE
COOLING (x4)
BLEED PORTS
HPC BORESCOPE
DISCHARGE PORTS
CUSTOMER
BLEED
BORESCOPE
PORTS
HPC ROTOR
ASSY
LOWER CASE
CTC-223-047-00 HPC FRONT STATOR DESIGN

EFFECTIVITY
COMPRESSOR
TOC
EFFECTIVITY
COMPRESSOR
TOC
THE COMPRESSOR REAR STATOR
EFFECTIVITY
COMPRESSOR
REAR STATOR Page 99
TOC
The rear stator.
The HPC rear stator plays a role in increasing the air

pressure delivered to the combustion section.
The rear stator houses three fixed vanes stages 6-8 and
is installed inside the front stator casing.
The HPC fixed vane stage 9 is part of the combustion

case.
The rear stator aft flange is cantilever mounted on the

inner flange of the rear stator support.
The rear stator support outer flange is installed between

the front stator and the combustor case.
All flanges are close tolerance rabbeted diameters and

are bolted to make a strong assembly.
The forward end of the rear stator assembly is held

radially by a pilot diameter at stage 5 of the front stator
case. This gives accurate concentricity between the front
and rear stator case assemblies.
EFFECTIVITY
COMPRESSOR
REAR STATOR Page 100
TOC
REAR STATOR
SUPPORT
RABBETED DIAMETER
STAGE 6
VANE SLOT
HPC REAR STATOR

CASING STAGE 6-8 PILOT DIAMETER
STAGE 9
CTC-223-048-00 HPC REAR STATOR

EFFECTIVITY
COMPRESSOR
TOC
Borescope ports.
There are 9 plugged borescope ports on the lower stator

case, at approximately the 5 o’clock position, and they
are numbered S1 thru S9, where S1 is the most forward.
S7, S8 and S9 plugs have a particular design. They are

double plugs.
The inner thread engages the HPC rear stator case,

while the outer thread is tightened on the HPC case.
A spring-loaded system enables the outer plug to drive

the inner plug.
Both the inner and outer plugs have specific torque

values.
EFFECTIVITY
COMPRESSOR
TOC
S4
S6 S5
FWD S3
S2
AFT LOOKING FORWARD
S1
S9
S8 S1 TO S9
S7
S6 BORESCOPE PLUG
( S1 TO S6 )
S6 S5
S7 S4
S9 BORESCOPE PLUG ASSEMBLY S9 S8 S3
S2
( S7 TO S9 )
S1
CTC-223-022-01 HPC BORESCOPE PORTS

EFFECTIVITY
COMPRESSOR
TOC
EFFECTIVITY
COMPRESSOR
TOC
THE COMBUSTION SECTION
EFFECTIVITY
COMBUSTION
SECTION Page 105
TOC
THE COMBUSTION SECTION
The combustion section is located between the High

Pressure Compressor (HPC) and the Low Pressure
Turbine (LPT).
Air from the HPC is mixed with fuel, supplied by 20 fuel

nozzles.
During the starting sequence, or when required, the

mixture is ignited by 2 igniter plugs, in order to produce
the necessary energy to drive the turbine rotors.
Residual energy is converted into thrust.
HPC 9th stage bleed air for both aircraft and engine use
is ported from between the HPC rear stator support and
the combustion case.
EFFECTIVITY
COMBUSTION
SECTION Page 106
TOC
FUEL NOZZLE x20
LPT
STATOR
IGNITER PLUGS x2
ENERGY
ANNULAR
COMBUSTION HIGH PRESSURE
CHAMBER TURBINE
CTC-223-049-00 THE COMBUSTION SECTION

EFFECTIVITY
COMBUSTION
SECTION Page 107
TOC
THE COMBUSTION SECTION (CONTINUED)
The front face of the combustor is attached to the rear of

the HPC.
Its rear face is bolted onto the LPT module front flange.
The rear part of the combustor houses the High Pressure

Turbine (HPT) module and stage 1 LPT nozzle.
The combustion section consists of :

- The combustion case.
- The combustion chamber.
EFFECTIVITY
COMBUSTION
SECTION Page 108
TOC
COMBUSTION COMBUSTION CASE

CASE REAR FLANGE
COMBUSTION CASE
FRONT FLANGE
HP TURBINE
SECTION
COMBUSTION
CHAMBER
CTC-223-050-00 COMBUSTOR INTERFACES

EFFECTIVITY
COMBUSTION
SECTION Page 109
TOC
EFFECTIVITY
COMBUSTION
SECTION Page 110
TOC
THE COMBUSTION CASE
EFFECTIVITY
COMBUSTION
CASE Page 111
TOC
The combustion case. The combustion case also has :

- 6 borescope ports.
The combustion case is a weldment structure, which - 3 customer bleed ports.
provides the structural interface between the HPC, the - 4 ports for LPT stage 1 cooling.
combustor and the LPT and transmits the engine axial - 3 ports for HPT clearance control air, 1 for source air
loads. and 2 for the introduction of air to the shrouds.
- 1 port for TBV air discharge.
It provides 9th stage bleed air for both engine and aircraft - 2 pads for sensor PS3 and T3.
use.
It incorporates the compressor Outlet Guide Vanes

(OGV) and a diffuser, which slows down HPC airflow prior
to delivering it into the combustion area, thus improving
combustion efficiency.
The mounting pads accommodate 20 fuel nozzles around

the outer surface and 2 igniters, which are at the 4 and 8
o’clock positions.
The fuel nozzles are supplied by the following equipment,

which is attached to the case :
- A fuel supply manifold (Y-tubes).
- 4 fuel manifold halves.
EFFECTIVITY
COMBUSTION
CASE Page 112
TOC
HPT CLEARANCE CONTROL

AIR DISCHARGE (2)
BORESCOPE AFT
BOSS (4) FLANGE
OUTLET GUIDE
VANE
DIFFUSER
FUEL NOZZLE
PAD (20)
HPTCC AIR (2 O'CLOCK)
PADS PS3 (9 O'CLOCK)
T3 (12 O'CLOCK)
BORESCOPE
BOSS (2)
9TH STAGE
BLEED AIR (x3)
LPT STAGE 1
COOLING AIR (4)
IGNITER BOSS (2) +
TBV AIR DISCHARGE (1)
FUEL NOZZLES (20) AND MANIFOLDS
CTC-223-051-00 COMBUSTOR CASE DESIGN

EFFECTIVITY
COMBUSTION
CASE Page 113
TOC
EFFECTIVITY
COMBUSTION
CASE Page 114
TOC
THE COMBUSTION CHAMBER
EFFECTIVITY
COMBUSTION
CHAMBER Page 115
TOC
The combustion chamber.
The combustion chamber is a short annular structure

housed in the combustion case.
It is installed between the HPC stator stage 9 and the

HPT nozzle.
It consists of :
- The swirl fuel nozzles and deflectors (the dome).
- The outer and inner cowls.
- The outer and inner liners.
The dome.
The dome is made of both cast and machined

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

cowls.
The dome contains the spectacle plate, which supports

20 primary swirl nozzles, 20 secondary swirl nozzles,
sleeves and deflectors.
The swirl nozzles, sleeves and deflectors mix air and fuel.
EFFECTIVITY
COMBUSTION
CHAMBER Page 116
TOC
OUTER LINER
SPECTACLE
PLATE
HPT NOZZLE
OUTER COWL
SWIRL FUEL NOZZLE
INNER LINER
DEFLECTOR
SLEEVE
INNER COWL SECONDARY

SWIRL NOZZLE
PRIMARY
SWIRL NOZZLE
CTC-223-052-00 COMBUSTION CHAMBER

EFFECTIVITY
COMBUSTION
CHAMBER Page 117
TOC
Cooling air.
The swirl nozzles and liners provide combustion and

cooling air to produce an efficient fuel/air mixture and
provide a uniform combustion pattern and low thermal
stresses.
HPC discharge airflow cools the surface of the dome, the

outer and inner liners and the HPT nozzle.
The air also enters the combustion chamber through the

liners’ cooling and dilution holes.
EFFECTIVITY
COMBUSTION
CHAMBER Page 118
TOC
HPT NOZZLE
HPC STATOR
STAGE 9
COOLING
COMBUSTION
CTC-223-053-00 COMBUSTION CHAMBER COOLING

EFFECTIVITY
COMBUSTION
CHAMBER Page 119
TOC
Borescope ports.
There are 4 plugged borescope ports (S12, S13,

S14, S15) around the combustion case, which enable
inspection of the combustion chamber.
Two other ports are available, using the spark igniter

ports S10 and S11, which are also used to inspect the
High Pressure Turbine (HPT) blades.
EFFECTIVITY
COMBUSTION
CHAMBER Page 120
TOC
BORESCOPE PORT
LOCATIONS (ALF) S12
S15
S13
S10
S11 IGNITER
COMBUSTION CASE IGNITER
S14
BORESCOPE PLUG FWD

S12, S13, S14, S15 IGNITER (S10, S11)
CTC-223-024-01 COMBUSTION CHAMBER BORESCOPE PORTS

EFFECTIVITY
COMBUSTION
CHAMBER Page 121
TOC
EFFECTIVITY
COMBUSTION
CHAMBER Page 122
TOC
THE HIGH PRESSURE TURBINE
EFFECTIVITY
HIGH PRESSURE
TURBINE Page 123
TOC
THE HIGH PRESSURE TURBINE (HPT)
The HPT converts the kinetic energy of gasses from the

combustion chamber into torque to drive the HPC.
It is housed in the combustion case and is a single-stage

air cooled assembly that consists of :
- The HPT nozzle.
- The HPT rotor.
- The HPT shroud and stage 1 LPT nozzle.
EFFECTIVITY
HIGH PRESSURE
TURBINE Page 124
TOC
COMBUSTOR CASE
STAGE 1
LPT NOZZLE
HPT NOZZLE HPT ROTOR
HPT SHROUD
CTC-223-054-00 THE HIGH PRESSURE TURBINE

EFFECTIVITY
HIGH PRESSURE
TURBINE Page 125
TOC
EFFECTIVITY
HIGH PRESSURE
TURBINE Page 126
TOC
THE HIGH PRESSURE TURBINE NOZZLE
EFFECTIVITY
HIGH PRESSURE
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL TURBINE NOZZLE Page 127
BASIC ENGINE Sep 03
TOC
THE HIGH PRESSURE TURBINE
The HPT nozzle.
The HPT nozzle directs the gas flow from the combustion
chamber onto the blades of the HPT rotor at an angle
that will give the greatest performance during all
operating conditions.
The HPT nozzle consists of :

- 21 nozzle segments of 2 vanes each.
- The forward and aft inner supports.
- The aft outer stationary seal.
EFFECTIVITY
HIGH PRESSURE
BASIC ENGINE Sep 03
TOC
HPT NOZZLE
AFT INNER
SUPPORT
BOLT SHIELD
FWD INNER SUPPORT

OUTER STATIONARY
SEAL
CTC-223-055-00 HIGH PRESSURE TURBINE NOZZLE ASSEMBLY

EFFECTIVITY
HIGH PRESSURE
BASIC ENGINE Sep 03
TOC
EFFECTIVITY
HIGH PRESSURE
BASIC ENGINE Sep 03
TOC
THE HIGH PRESSURE TURBINE ROTOR
EFFECTIVITY
HIGH PRESSURE
TURBINE ROTOR Page 131
TOC
THE HIGH PRESSURE TURBINE (CONTINUED)
The HPT rotor.
The HPT rotor receives gas flow from the combustion

chamber through the HPT nozzle. The nozzle and rotor
convert the kinetic energy into the necessary torque for
the HPT rotor to drive the HPC rotor.
The HPT rotor is a single stage assembly cooled by CDP

air and is housed in the combustion case at the rear of
the core engine.
It consists of :
- The front shaft.
- The forward rotating air seal.
- The disk.
- The blades.
- The rear shaft.
EFFECTIVITY
HIGH PRESSURE
TOC
HPT BLADES
FORWARD ROTATING
AIR SEAL
HPT DISK
FRONT SHAFT
HPT REAR
SHAFT
CTC-223-056-00 HPT ROTOR DESIGN

EFFECTIVITY
HIGH PRESSURE
TOC
The front shaft.
The rotor front shaft forms the structural connection

between the compressor rotor and the HPT rotor. It also
supports the aft end of the compressor rotor.
It is made from a nickel chrome alloy.
The front shaft front flange is bolted to the HPC stages

4-9 spool at the CDP rotating air seal to form a single
core rotor.
It accommodates a damper sleeve on its inner surface to

change vibration frequency.
Weights are also installed, at assembly line and module

maintenance level, for balancing purposes.
EFFECTIVITY
HIGH PRESSURE
TOC
HPT FRONT SHAFT
BALANCE WEIGHTS
CDP ROTOR DAMPER FORWARD

AIR SEAL SLEEVES ROTATING
AIR SEAL
CTC-223-057-00 HPT FRONT SHAFT LOCATION

EFFECTIVITY
HIGH PRESSURE
TOC
Borescope ports.
Borescope ports S16 and S17, at the aft of the

combustion case at approximately the 5 and 8 o’clock
positions, are used to inspect the trailing edge of the HPT
blades, and the leading edge of the 1st stage LPT blades.
Igniter ports S10 and S11 are used to inspect the HPT
front sections and combustor.
EFFECTIVITY
HIGH PRESSURE
TOC
BORESCOPE PORT
LOCATIONS (ALF)
S17 S10
S11 IGNITER
IGNITER S16
FWD
S16, S17
BORESCOPE PLUG
S16 OR S17
CTC-223-026-01 HPT SECTION / LPT STAGE 1 NOZZLE BORESCOPE PORTS

EFFECTIVITY
HIGH PRESSURE
TOC
EFFECTIVITY
HIGH PRESSURE
TOC
THE HIGH PRESSURE TURBINE SHROUD AND STAGE 1 NOZZLE
EFFECTIVITY
HPT SHROUD &
STAGE 1 NOZZLE Page 139
TOC
The shroud and stage 1 LPT nozzle.
The HPT shroud and stage 1 LPT nozzle assembly forms

the connection between the core section and the LPT
module of the engine.
It is located inside the aft end of the combustion case and

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

surface of the combustion case.
The aft flange is rabbeted and bolted between the

combustion case aft flange and the LPT stator forward
flange.
EFFECTIVITY
HPT SHROUD &
TOC
HPTCC MANIFOLD
COMBUSTOR CASE LPT STATOR
STAGE 1
LPT NOZZLE
HPT SHROUD
CTC-223-058-00 HPT SHROUD & STAGE 1 LPT NOZZLE

EFFECTIVITY
HPT SHROUD &
TOC
EFFECTIVITY
HPT SHROUD &
TOC
THE LOW PRESSURE TURBINE MAJOR MODULE
EFFECTIVITY
LPT MAJOR
MODULE Page 143
TOC
LOW PRESSURE TURBINE (LPT) MAJOR MODULE
The purposes of the LPT major module are :
- To transform the pressure and velocity of gasses

coming from the High Pressure Turbine (HPT),
into mechanical power to drive the fan and booster
module.
- To provide a rear support for the HP and LP rotors.
- To provide rear mounts for engine installation on the

aircraft.
The LPT major module is located at the rear of the

engine, and consists of :
- The LPT rotor/stator module
- The LPT shaft module
- The LPT rear frame module
EFFECTIVITY
LPT MAJOR
MODULE Page 144
TOC
LPT MODULE
LPT REAR
FRAME MODULE
LPT ROTOR LPT STATOR
LPT SHAFT
MODULE
CTC-223-027-01 LOW PRESSURE TURBINE MAJOR MODULE

EFFECTIVITY
LPT MAJOR
MODULE Page 145
TOC
EFFECTIVITY
LPT MAJOR
MODULE Page 146
TOC
THE LPT ROTOR / STATOR MODULE
EFFECTIVITY
LPT ROTOR /
STATOR MODULE Page 147
TOC
LPT ROTOR/STATOR MODULE
The purpose of the LPT rotor/stator module is to convert

the kinetic energy of gasses coming from the HPT, into
mechanical power to drive the fan and booster rotor.
The LPT rotor/stator is located between the HPT and the

LPT rear frame.
Its front flange is mounted on the rear flange of the

combustion module.
Its rear flange provides attachment for the LPT rear

frame.
The inner flange of the turbine rotor support is secured

onto the LPT shaft.
It is a 4-stage axial flow turbine, and consists of :
- A stator assembly.
- A rotor assembly.
EFFECTIVITY
LPT ROTOR /
TOC
REAR FLANGE
ROTOR ASSEMBLY
FRONT FLANGE
STATOR ASSEMBLY
CTC-223-059-00 LPT ROTOR / STATOR MODULE

EFFECTIVITY
LPT ROTOR /
TOC
LPT MAJOR MODULE – BORESCOPE PORTS
The rotor/stator assembly of the Low Pressure Turbine - Port S20 goes through the stage 4 nozzle shroud.
needs regular line maintenance inspection to identify It is located on the LPT case at 5 o’clock, and is
defects, mainly on the rotor blades. used to inspect the trailing edge of stage 3 blades
and the leading edge of stage 4 blades.
The nozzle segments can also be inspected, but with
limited visibility. NOTE : The trailing edge of stage 4 blades can be
inspected through an instrumentation boss located at the
Five borescope inspection ports are available. 8:30 clock position on the LPT rear frame.
Their location corresponds to the nozzle segments
stages 1 to 4 that are equipped with borescope holes. When not in use, all borescope ports are closed by plugs.
- Ports S16 and S17 go through the stage 1 nozzle Ports S16 and S17 are fitted with long spring-loaded
shroud. They are located at the rear of the plugs with hexagonal head caps.
combustion case at approximately 5:30 and 8:30
o’clock, and are used to inspect the leading edge Ports S18, S19 and S20 are fitted with short spring-
of stage 1 blades. loaded plugs with hexagonal head caps.
- Port S18 goes through the stage 2 nozzle shroud.

It is located on the LPT case at 5 o’clock, and is
used to inspect the trailing edge of stage 1 blades
- Port S19 goes through the stage 3 nozzle shroud.

It is located on the LPT case at 5 o’clock, and is
used to inspect the trailing edge of stage 2 blades
EFFECTIVITY
LPT ROTOR /
TOC
S16, S17
(ALF)
BORESCOPE
PLUGS
S17
S18, S19, S20
S16
S16, S17
S18, S19, S20

S18
BORESCOPE
PLUGS
S19
S20
CTC-223-028-01 LOW PRESSURE TURBINE BORESCOPE PLUGS

EFFECTIVITY
LPT ROTOR /
TOC
EFFECTIVITY
LPT ROTOR /
TOC
THE LPT SHAFT MODULE
EFFECTIVITY
LPT SHAFT
MODULE Page 153
TOC
THE LPT SHAFT MODULE
The LPT shaft module transmits power from the LP

turbine to the fan and booster module. Through the
No 4 bearing, it also takes up the radial load of the aft
of the HP rotor and, through the No 5 bearing, the radial
load of the aft of the LP rotor.
It is located concentrically inside the high pressure rotor

system, and connects the fan shaft with the LPT rotor.
It provides support for the rear of the LPT rotor through

the No 5 bearing, which holds the LPT rotor inside the
LPT rear frame.
It also vents the engine forward and aft sumps, through

the center vent tube.
EFFECTIVITY
LPT SHAFT
MODULE Page 154
TOC
CENTER VENT
TUBE
LPT SHAFT
No 4 BEARING
No 5 BEARING
CTC-223-060-00 THE LPT SHAFT MODULE

EFFECTIVITY
LPT SHAFT
MODULE Page 155
TOC
EFFECTIVITY
LPT SHAFT
MODULE Page 156
TOC
THE LPT REAR FRAME MODULE
EFFECTIVITY
LPT REAR
FRAME MODULE Page 157
TOC
THE LPT REAR FRAME MODULE
The LPT rear frame module is one of the engine major

structural assemblies, and is located at the rear of the
engine.
Its front section is bolted to the rear flange of the LPT

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

- The LPT rear frame.
- The No 5 roller bearing support.
The turbine frame outer casing has engine rear

installation mounts.
Its inner hub takes up loads from the rear of the LPT
rotor through the No 5 bearing support, and provides
attachment for parts on its front and rear faces.
EFFECTIVITY
LPT REAR
TOC
ENGINE
CLEVIS MOUNT EXHAUST NOZZLE
ATTACHMENT
No 5 BEARING
SUPPORT
INNER HUB
OIL COLLECTOR
TURBINE FRAME
OUTER CASING
CTC-223-061-00 LPT REAR FRAME MODULE

EFFECTIVITY
LPT REAR
TOC
EFFECTIVITY
LPT REAR
TOC
THE ACCESSORY DRIVE SYSTEM
EFFECTIVITY
ACCESSORY
DRIVE SYSTEM Page 161
TOC
ACCESSORY DRIVE SYSTEM
At engine start, the accessory drive system transmits

external power from the engine air starter to drive the
core engine.
When the engine is running, the accessory drive system

extracts part of the core engine power and transmits it
through a series of gearboxes and shafts in order to drive
the engine and aircraft accessories.
For maintenance tasks, the core can be cranked

manually through the Accessory Gearbox.
The accessory drive system is located at the 9 o’clock

position (aft looking forward)and consists of the following
components :
- Inlet Gearbox (IGB), that takes power from the HPC

front shaft.
- Radial Drive Shaft (RDS), that transmits the power
to the Transfer Gearbox.
- Transfer Gearbox (TGB), which redirects the torque.
- Horizontal Drive Shaft (HDS), that transmits power
from the Transfer Gearbox to the Accessory
Gearbox.
- Accessory Gearbox (AGB), that supports and drives
both engine and aircraft accessories.
EFFECTIVITY
ACCESSORY
TOC
INLET GEARBOX
(IGB)
INNER RADIAL DRIVE SHAFT

(RDS)
OUTER RADIAL DRIVE SHAFT
HORIZONTAL DRIVE
SHAFT (HDS)
ACCESSORY
GEARBOX (AGB) TRANSFER
GEARBOX (TGB)
CTC-223-030-01 ACCESSORY DRIVE SECTION

EFFECTIVITY
ACCESSORY
TOC
EFFECTIVITY
ACCESSORY
TOC
THE INLET GEARBOX
EFFECTIVITY Page 165

B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL INLET GEARBOX
BASIC ENGINE Sep 03
TOC
THE INLET GEARBOX (IGB)
The IGB transfers torque between the HPC front shaft

and the radial drive shaft. It also supports the front end
of the core engine.
It is located in the fan frame sump and is bolted to

the forward side of the fan frame aft flange. It is only
accessible after different engine module removals.
The IGB contains the following parts :
- Horizontal bevel gear (with coupling/locking nut).

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

BASIC ENGINE Sep 03
TOC
No 3 BALL
ROTATING
BEARING
AIR/OIL SEAL
HORIZONTAL
BEVEL GEAR
COUPLING /
LOCKING NUT
RADIAL
BEVEL GEAR
CTC-223-062-00 INLET GEARBOX ASSEMBLY

BASIC ENGINE Sep 03
TOC

BASIC ENGINE Sep 03
TOC
THE TRANSFER GEARBOX
EFFECTIVITY
TRANSFER
GEARBOX Page 169
TOC
THE RADIAL DRIVE SHAFT (RDS)
The Radial Drive Shaft transmits power from the IGB to

the TGB.
The assembly is installed inside the fan frame No 10 strut

at the 9 o’clock position (aft looking forward).
It consists of an inner radial drive shaft and housing, a

shaft mid-length bearing and an outer radial drive shaft
and housing.
The inner and outer RDS are hollow and made of steel
alloy.
One end of the outer RDS is internally splined and links

with the externally splined end of the inner RDS.
Both ends of the inner and outer RDS assembly are

externally splined and connect the IGB level gear with the
TGB input level gear.
The shaft mid-length bearing provides proper centering of

the RDS in its housing. Its inner race is mounted halfway
up on the RDS and the outer race is part of the RDS
housing.
EFFECTIVITY
TRANFER
GEARBOX Page 170
TOC
OIL DISTRIBUTOR
INLET GEARBOX
(IGB)
INNER RADIAL DRIVE

SHAFT (RDS)
No 10 FAN FRAME
12-STRUT HUB
BALL BEARING
OUTER RACE
SHAFT MID-LENGTH
BALL BEARING
DRIVE SHAFT
HOUSING
OUTER RADIAL DRIVE

SHAFT (RDS)
TRANSFER
GEARBOX (TGB)
CTC-223-063-00 THE RADIAL DRIVE SHAFT

EFFECTIVITY
TRANSFER
GEARBOX Page 171
TOC
THE TRANSFER GEARBOX (CONTINUED)
The gearbox housing.
The housing is a double-walled aluminium alloy casting,

to improve oil scavenge.
The upper part of the housing consists of a bearing

adapter assembly, that engages in the inner drive shaft
housing in the fan frame shroud.
The TGB housing is attached to the fan frame shroud

with four bolts.
The TGB housing has a nipple for oil supply and three
nozzles for the lubrication of the level gears and bearings.
The upper part of the housing also has a mounting pad to

accommodate the TP sensor connection.
EFFECTIVITY
TRANFER
GEARBOX Page 172
TOC
OUTER RADIAL
DRIVE SHAFT (RDS)
OIL NOZZLE TP SENSOR

OIL SUPPLY CONNECTION
CLEVIS
TRANSFER
TUBE
OIL NOZZLES
CLAMP
SLEEVE
HORIZONTAL
DRIVE SHAFT (HDS)
CTC-223-064-00 TRANSFER GEARBOX HOUSING

EFFECTIVITY
TRANSFER
GEARBOX Page 173
TOC
EFFECTIVITY
TRANSFER
GEARBOX Page 174
TOC
THE ACCESSORY GEARBOX
EFFECTIVITY
ACCESSORY
GEARBOX Page 175
TOC
THE ACCESSORY GEARBOX (AGB)
The Horizontal Drive Shaft (HDS). To separate the TGB from the AGB, the self-locking nut is
removed and the V-clamp detached.
The Horizontal Drive Shaft provides power transmission
between the TGB and the AGB. The sliding sleeve is then moved rearward on the
horizontal drive tube to enable access to the locking nut
The horizontal drive tube is made of steel alloy and is and horizontal drive shaft (left-hand threads).
fitted with an aluminium alloy sliding sleeve.
After the locking nut has been loosened, the horizontal
The horizontal drive tube and the sliding sleeve house drive shaft can be disengaged from the gear shaft.
and protect the HDS and the bevel gear shaft assembly.
The horizontal drive tube is bolted to the TGB housing

and the sliding sleeve ensures connection with the AGB
through a V-clamp.
Two O-rings between the transfer tube, the horizontal

bevel gear support bearing and the TGB housing and
an O-ring between the sleeve and the AGB rear flange
provide the necessary sealing of the assembly.
The HDS is made of steel alloy.
It is splined at both ends and drives the AGB gears

through the hand-cranking drive gear.
The shaft is secured in the drive gear by a locking nut.
EFFECTIVITY
ACCESSORY
GEARBOX Page 176
TOC
HORIZONTAL DRIVE
SHAFT (HDS)
CLAMP
TRANSFER
ACCESSORY TUBE
GEARBOX (ABG)
HDS
(MOVED BACKWARD) TRANSFER
O-RING GEARBOX
O-RINGS
LOCKING NUT SLIDING SLEEVE

(RETRACTED) (MOVED BACKWARD)
CTC-223-065-00 HORIZONTAL DRIVE SHAFT LOCATION

EFFECTIVITY
ACCESSORY
GEARBOX Page 177
TOC
THE ACCESSORY GEARBOX (CONTINUED)
The AGB’s front face has mounting pads for the following
equipment :
- The Hydraulic pump.
- The Integrated Drive Generator (IDG).
- The Starter.
- The Hand-cranking drive.
- The Control alternator (FADEC Power supply).
- The N2 speed sensor.
Its rear face connects with the HDS sleeve and provides
mounting pads for :
- The lubrication unit.
- The scavenge oil filter.
- The fuel pump and Hydromechanical Unit (HMU).
Some of the accessories are installed on the AGB

through Quick Attach/Detach (QAD) rings.
EFFECTIVITY
ACCESSORY
GEARBOX Page 178
TOC
FWD
TGB TO AGB INPUT FLANGED

DRIVE PAD BUSHING
CONTROL ALTERNATOR
DRIVE PAD
N2 SPEED SENSOR
PAD
HANDCRANKING
FUEL PUMP DRIVE PAD
DRIVE PAD TURNBUCKLE
ATTACHMENTS
STARTER
DRIVE PAD
FWD
HYDRAULIC PUMP
LUBRIFICATION UNIT DRIVE PAD
DRIVE PAD
IDG
DRIVE PAD
CTC-223-031-01 ACCESSORY GEARBOX HOUSING

EFFECTIVITY
ACCESSORY
GEARBOX Page 179
TOC
THE ACCESSORY GEARBOX (CONTINUED)
Sealing. Spring-loaded seals.
Sealing of the AGB is provided by 2 configurations of The spring-loaded seal is made up of carbon packing and
carbon-contact seals : a rotating mating ring with a polished face.
- Magnetic type.
- Spring-loaded type. The rotating mating ring has 4 lugs that engage in 4
corresponding slots machined in the gear shaft bearing.
Magnetic type seals.
A housing, which contains the spring-loaded seal,
The magnetic-type seal consists of : ensures constant contact between the polished face of
- A non-magnetic seal housing, which contains a the rotating mating ring and the carbon seal element.
magnetized mating ring with a polished face and a
retaining ring. This seal type can be used on the following drive pads :
- A rotating seal held in a rotating ring. - Integrated Drive Generator (IDG).
- Hydraulic pump.
This seal type can be used on the following pads : - Fuel pump.
- Integrated Drive Generator (IDG).
- Hydraulic pump.
- Fuel pump.
EFFECTIVITY
ACCESSORY
GEARBOX Page 180
TOC
GEARSHAFT ASSY GEARSHAFT ASSY
ROTARY ROTARY
PART PART
O-RING O-RING
CARBON
RING
MATING
RING
RETAINING
RING
FIXED FIXED
PART PART
MAGNETIC TYPE SPRING-LOADED TYPE
CTC-223-032-01 SEALING
EFFECTIVITY
ACCESSORY
GEARBOX Page 181
TOC
EFFECTIVITY
ACCESSORY
GEARBOX Page 182
TOC

CFM 56-7B Basic Engine

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CFM 56-7B Basic Engine

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TRAINING MANUAL

CFMI Customer Training Center CFMI Customer Training Services

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COPYRIGHT 1998 CFM INTERNATIONAL

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A ATC AUTOTHROTTLE COMPUTER

INTERNATIONAL) DC DIRECT CURRENT

EFIS ELECTRONIC FLIGHT INSTRUMENT SYSTEM MANAGEMENT SYSTEM

HPTCCV HIGH PRESSURE TURBINE CLEARANCE

MDDU MULTIPURPOSE DISK DRIVE UNIT

NVM NON VOLATILE MEMORY PS3HP COMPRESSOR DISCHARGE STATIC AIR

RTO REFUSED TAKE OFF SN SERIAL NUMBER

TCC TURBINE CLEARANCE CONTROL

IMPERIAL / METRIC CONVERSIONS METRIC / IMPERIAL CONVERSIONS

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

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

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

1 lb. = 0.454 kg 1 kg = 2.205 lbs

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

SECTION PAGE SECTION PAGE

LEXIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 THE COMBUSTION CHAMBER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115

TABLE OF CONTENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 THE HIGH PRESSURE TURBINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123

INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 THE HIGH PRESSURE TURBINE NOZZLE. . . . . . . . . . . . . . . . . . . . . . . 127

ENGINE GENERAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 THE HIGH PRESSURE TURBINE ROTOR . . . . . . . . . . . . . . . . . . . . . . . 131

THE FAN FRAME MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73 THE LPT SHAFT MODULE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153

THE HIGH PRESSURE COMPRESSOR . . . . . . . . . . . . . . . . . . . . . . . . . . 85 THE ACCESSORY DRIVE SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161

THE COMPRESSOR ROTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89 THE INLET GEARBOX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 165

THE COMPRESSOR FRONT STATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . 93 THE TRANSFER GEARBOX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 169

THE COMPRESSOR REAR STATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99 THE ACCESSORY GEARBOX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 175

THE COMBUSTION SECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105

THE COMBUSTION CASE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111

INTRODUCTION TO THE CFM56-7B

The following chart shows the various engine models for

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

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

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

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

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

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

CFM56-7B MAIN CHARACTERISTICS

Type of engine Turbo fan Performance (*ﬁgures depend on engine model)

Rotation Clockwise (ALF) - Take-off ﬂat rated 86/30

Turbines - 100% N1 (Low Pressure 5175 rpm

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The engine is attached to the wing strut by mounts,

Cowls enclose the periphery of the engine so as to form

CTC-223-034-00 POWERPLANT PRESENTATION

ENGINE GENERAL CONCEPT

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

Air is sucked into the intake by the fan blades and

The primary airﬂow passes through the inner portion of

The ﬂow path then enters a High Pressure Compressor

The secondary airﬂow passes through the outer portion

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

CTC-223-004-01 GENERAL CONCEPT

ENGINE GENERAL CONCEPT

- Engine performance trend monitoring, to evaluate

- Borescope inspection, to check the condition

- Lubrication particles analysis: while circulating in

TREND MONITORING VIBRATION

CTC-223-005-01 ON CONDITION MAINTENANCE

ENGINE GENERAL CONCEPT

The airworthiness limitations section (Chapter 05)