SENECA CO arrive

CFM56-3 turbofan engine

Description

David Aubuchon, John Campbell

08/03/2016
FLP-700

PROFESSOR LABIB
table of Contents

Section Page

CFM56-3 turbofan engine...........................................................................1

1.0 Introduction.................................................................................3
2.0 compressor section..................................................................7
2.1 Low compressor pressure........................................................9
14
2.2 High pressure compressor.....................................................15
3.0 Combustion section...............................................................19
Section 4.0 Turbine.........................................................................22
5.0 Shaft and bearing motor...............................................................32
6.0 exhaust..........................................................................................34
7.0 Starter Motor.........................................................................37
Fuel system 8.0............................................................................37
9.0 Lubrication system................................................................44
10.0 Ice protection.......................................................................48
references...............................................................................................50
8.1
8.2 Ventilation operation ............................................................................................. 46

9 .0 Ice protection .................................................................................................... 48

References .......................................................................................................................... 50

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1
2
1.0 Introduction

The CFM International CFM56-3 is a high-bypass, twin-rotor, axial flow aircraft turbofan engine. The CFM56-3 is

a derived from the CFM56 engine family that produces a propulsive force of

18.500 to 34,000 pounds of pressure. The CFM56-3 produces between 20,000 and 23,500

pounds of pressure depending

if mounted on the 737-300 or 737-400 respectively. The initial design of this engine first ran in

1974 and first flew in 1977 in the McDonnell Douglas YC-15 as a candidate in the United States Advanced Medium STOL

Transport competition Air Force. (Aviation Week & Space Technology,

1977) The CFM56 won the competition and it became the new engine for the fleet of tanker aircraft KC-135 as

as well as the main engine for the Boeing 737 and DC-8. The CFM56 has since been updated

extensively and is now the most widely used high bypass turbo-fan engine with over 800 million flight hours. At the moment, the

CFM56-3 is used by the Airbus A320, A340, the Boeing 737, and KC-135R

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Stratotanker.

Figure 1: McDonnell Douglas DC-3 with CFM56 engines.

1.1 Description and main parameters

The CFM56-3 is a dual shaft motor with a thrust rating between 18,500 and 23,500 lbs.

and compression ratio from 27.5 to 30: 1. This particular variant has a bypass ratio of 6: 1 with a 60-

inch fan diameter, and a dry weight of 4,300 lbs. Its dual-axis design consists of a fan and

booster pressure), high pressure compressor, chamber combustion cancel, and

a high and low pressure section of the turbine. The two shafts connect respectively the high and low pressure sections using a five bearing

system (3 rollers and 2 ball bearings). The high pressure

turbine (HPT) turns at 15,000 revolutions per minute (rpm) at 100% of N2 and pressure
drops

turbine maintains 5,200 rpm at 100% N1. There is three gearboxes in the CFM56; they
are the

input, transfer, and accessory gearbox. Due to its large bypass ratio, and the diameter of the fan, the motor

It was considered one of the most efficient on the market. The seven main components of

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CFM56-3 are listed below and illustrated in Figure 2.

1. Four stage booster: fan one stage and three stage axial compressor

2. The compressor high pressure: axial nine stages

3. Combustion chamber: annular axial flow type

4. High pressure turbine: single stage

5. The low pressure turbine: four stages

6. Exhaust: long and cold type (separate and mixed properties), reversible

7. accessory transmission: 3 gearbox

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 6
1 FAN STAGE 9 STAGE COMBU- TURBINE
3 BOOSTER STAGES HP COMPRESSOR STOR FRAME
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2.0 compressor section

compressor section of the CFM56 adds energy to the air flow and converts it into total high

pressure in the preparation of the camera of combustion. The section of compressor is also responsible for

supplying bleed air for multiple other purposes such as cabin pressurization, and turbine blade cooling. function general

principle of a compressor is simple in theory, but complex in its design. Mechanic

energy from section turbine HE transferred by a shaft to the rotor in which it adds kinetic energy

to

the flow of air. Increasing of kinetic energy is then transferred into energy potential (Static pressure)

for the stators. The blades of the stator are designed as small

diffusers and they convert kinetic energy

in potential energy by decelerating the air.

The compressor section consists of a single stage fan, a three stage low pressure compressor, and a

high compressor pressureof nine stages. The fan and three stages of low pressure

compressor are driven by the turbine of low pressure (LPT) and high pressure compressor

pressure is

driven by the high pressure turbine (HPT). A section diagram of the CFM56 compressor is shown in Figure 3.

7
 single stage fan LP HP
Compressor Compressor

Figure 3: Diagram of compressor sections on the CFM56-5A

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2.1 Low compressor pressure

FAN OUTLET
GUIDE VANES

SPLITTER
FAIRING

Figure 4: Fan disc and low pressure compression/overpressure section.

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 The axial low pressure compressor (LPC) is also defined as the “Booster Assembly” for the

CFM-56. It consists of a single-stage fan rotor and a 3-stage axial booster, which is cantilever-mounted to the rear of the fan disc. The
cantilever mounting system is described in Figure 4. The

LPC section consists of the following components:

1. Front and rear cone spinner

2. Individual vane stage outlet guide in secondary air flow

3. fan disc and fan blades

4. Four-stage stator propulsion platform assembly in primary air flow

to. A second inlet-blade booster. Three stages of booster rotor. Three stages of stator boost

5. Twelve variable purge valves

6. booster stator vanes

The booster section is driven by the low pressure turbine (LPT) and provides two separate air streams denoted as primary

and secondary (Figure 4). Primary air flows through the fan and booster assembly where it is compressed to the high

pressure compressor (HPC). the secondary

The airflow generated by the 23.5in fan blades is conducted around the outside of the motor. The fan rotor consists of 36 longitudinally
dovetail fixing titanium alloy blades and provides approx.

80% of the total thrust generated by the engine. In static PTO, the CFM56-3 has a byproduct

pass ratio of 6: 1. This means there is six times more secondary airflow than primary. the

equation for derivation relationship is shown below.

By-pass ratio ( •) = (secondary air flow mass) / (primary air mass)

1
0
 The fan blades are made of titanium alloy, presumably for its high tensile strength and weight savings.

characteristics. Each blade has a “half-span mortise” that interlocks with the blades on both sides

creating a system of interlocking fan-blades. This is used as a “band-aid” solution to counteract aerolastic phenomena known as blade tip
flutter. Flutter is a cyclical positive feedback movement caused by flexible cantilever structures. The shroud increases the overall rigidity of
the fan blade reducing the tip's ability to flex and generate flutter. The individual cover is shown in the figure

5 and the cover system is illustrated in Figure 6.

Figure 5: Fan blade schematic diagram showing blade root mortise and dovetail.

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1
 The LPC uses a spool drum type compressor assembly for rugged, weight saving

advantages. The drum-reel assembly is a hollow, cylindrical piece of titanium alloy that is

connected with the fan disk. This hollow drum is denoted as the “reinforcement spool” and is illustrated in

Figure 6 was used. The drum type as it is ideal for a small number of stages and is also more solid and rigid than the disc type. The
compressor blades were fixed using dovetail circumferential

FAN BLADES
BOOSTER VANE
ASSEMBLIES

BOOSTER
ROTOR

12 MOUNTING------------7
BOLTS

SPINNER
SPINNER FRONT CONE 8
REAR
MOUNTING BOLTS 3
CONE
SPINNER REMOVAL
SLOTS

Figure 6: The fan and booster assembly.

fixation illustrated in Figure 7.

The low pressure booster sheets are attached to the booster coil using three rings

of the set that corresponds to the three stages of low pressure stages. Each of these rings has a

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Variable number of blades due to changing spool diameter and blade width. Stage 2 has 70 blades, stage 3 has 74 blades, stage 4 has 70
blades, and stage 5 has 55 blades. The blades are approximately 3.5 - 4.2in long and are installed by attaching circumferential dovetails
using locking tabs to keep them in place. A representation of this set is shown in Figure 7. Dovetail fastening is used as it provides the
best strength-to-weight characteristics by optimizing the

contact area between the stress and the support base of the blade. It is understood that • = F / A where ( •)

is the stress, F is the force, and A is the effective area. By increasing the area (A), the overall stress value can be reduced.

Figure 7: LPC circumferential dovetail fixation using nut locking system.

LPC stator assembly consists of 5 stages of fixed vanes, and inner and outer shrouds.

Its main objective is to convert the absolute air speed (C) into the working pressure as diffusers.

They are also responsible for redirecting the air to an ideal angle for the next stage of the rotor in order to prevent the blade from stopping.
The first stator can also be considered an inlet guide vane (IGV) for the LPC

since it adds a circumferential component (C T) to the absolute airflow (C) to avoid supersonic

Tip blade posts for the first stage of compression. Stage 1 has 106 pallets, stages 2-3 have 124

vanes, stage 4 has 116 blades and stage 5 has 90 blades. In comparison with heHPC, this group of

stators does not include variable driven stators because they are less susceptible to leaf arrest.

A stator assembly diagram of the LPC is in Figure 8.

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3
Figure 8: LPC stator vane assembly.

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2.2 High pressure compressor

Va
ria
ble
St
at
or
Va
ne
(V
SV
)
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or.
ess
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Fig

1
5
 The high pressure compressor (HPC) set (Figure 9) is designed to compress air

even more so for combustion preparation. The general structure of HP compressor is internal constant

diameter, 9-stage, high-speed, drum-disk, axial design. It is understood that the compression ratio (•)

and the energy transferred to the air decreases with each stage, because the compressed air is more

difficult to compress, creating decreasing compression across the length of the system. the Benefits of having a constant
internal diameter system include the idea that the blades are longer than a

constant external diameter would be, and therefore less losses are induced by the boundary layer

thickness. It also features a smaller element that allows more volume for secondary airflow and bleed air distribution. The
smaller size also allows more space for the variable stator vane mounting which are configured through the first 4 stages of the
HPC shown in Figure 9. The general

compression ratio ( •) of the CFM56-3 is 27.5: 1. The components of HPC consist of:

1. compressor rotor

2. stator front compressor

3. Rear compressor stator

4. Variable stator fin assembly

5. 4th , 5th , and 9th stage purge air ducts

HPC stator assembly is divided into two sections: variable stator vanes (VSV) from

stage 1-4, and the fixed stator vanes of stage 5-9. This configuration HE illustrates in Figure
10. The

Variable stator vanes are made of alloy steel and are designed to optimize the relative airflow (W) through the rotor blades when
the engine is running at different RPMs. This leads to optimal

Compression ratios outside engine design. They are driven hydro-mechanically through

Using a toggle lever, the assembly is shown in figure 10.

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Figure 10: HPC variable and fixed stator vane assembly.

Figure 11: CFM56-5B HPC 9-stage disc drum assembly.

sixteen
 The HPC uses a titanium alloy disc drum assembly (Figure 11) to facilitate robustness throughout the 9-stage system. A disc
drum configuration is generally used for compressors with 5

stages or more. They offer greater support by combining the disc and drum so that the shaft of

Critical rpm can be increased as shaft length increases. However, the use of this assembly

increases the total weight of the engine. The drum is attached to a disc in stage-3 which transfers the

High pressure shaft power. Figure 11 illustrates the disc drum configuration by which stages 1-2

and 4-9 are drum set and stage 3 is disc set. The reel itself is driven by titanium

Alloy rotor shaft is shown in Figure 10. To optimize airflow sealing, labyrinth seals (Figure 10) are machined into the spool, which face

soft-material structures in the stator assembly. The soft material is used as a defense against blade tip wear.

The rotors in stages 1-3 use the longitudinal dovetail fixation and stages 4-9 use the

Circumferential dovetail fixation. The coils for both of these configurations are depicted in Figure 10

The longitudinal dovetail fixation is used in stages 1-3 mainly for ease of maintenance, because the

Longer leaves are more susceptible to breakage. Stages 4-9 use circumferential dovetail attachment as it eliminates the need

to install additional components to prevent axial movement of the blades.

A portion of the air flowing through stages 4-9 is extracted for engine and aircraft cooling

use (Figure 12). Air is extracted from these stages as it is compressed and also slightly

heated. The air, also known as “bleed air,” is redirected to multiple engine components for cooling purposes and the aircraft cabin for

pressurization and climate control. The 4th and 9th stage bleed air is used for high and low pressure turbine cooling and the 5th stage

is used for the aircraft cabin.

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 STAGE 4-9
SPOOL

9TH STAGE
5TH STAGE BLEED AIR
4TH STAGE BLEED AIR
BLEED AIR

Figure 12: HPC air port margins.

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3.0 Combustion section
HPT CLEARANCE CONTROL AIR
MIDFLANGE 00006

AFT FLANGE
BORESCOPE
boss
HPT NOZZLE FWD
DIFFUSER INNER SUPPORT

BOLT

BOLT SHIELD
NUT SHIELD

FUEL NOZZLE PADS

9
HPC TH
STAGE
VANES
CDP SEAL

5V— LPT STAGE 1

HPC 9TH STAGE BLEED PORT IGNITER PS3 PAD COOLING AIR
boss

Figure 13, 14: Cross-section combustion chamber.

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 The combustion chamber uses an annular assembly and is installed between the HPC
and

HPT nozzle shown in Figure 13, 14. Its main purpose is to mix and evaporate the fuel before it is

They burn in the pressurized air supplied by the compressor section. The override configuration

(Figure 13, 14) is used by most modern jet engines, due to its lighter design, and

Efficient homogeneous air flow through the chamber. The homogeneous air flow through the combustion

chamber helps avoid cyclic loading on the high-pressure turbine which increases its longevity -

something that used to be a problem during the use of can-type combustion chambers.

main components of the combustion chamber are shown in Figure 15, 16 consist of:

1. swirl fuel nozzles (x20)

2. turbulence deflectors

3. outer fairing

4. fireplace interior

5. pallet exit guide

6. spark plugs (x2)

The fuel vapor is discharged into the combustion chamber by 20 swirl vane fuel nozzles.

The vane swirl nozzles in this particular chamber were designed to create faster vaporization and mixing of air and fuel by
“swirling” the air within the combustion chamber. This helps facilitate faster fuel mixing causing more efficient combustion
and increases the overall fuel economy of the engine.

The surface of the combustion chamber is cooled by a layer of air from the HPC bleed air and flows around

the outside of the chamber which is represented by the blue arrow in Figure 15. There are two igniters

in the annular combustion housing and they are located in the 4 and 8 o'clock positions when looking from

the front of the engine.

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0
 OUTER LINER

HPT NOZZLE
OUTER COWL

SPECTACLE
PLATE

PRIMARY SWIRL SLEEVE

NOZZLE

INNER LINER

UPC STATOR -----------‘ DEFLECTOR

STAGE 9
SECONDARY
INNER COWL SWIRL NOZZLE

Figure 15: More detailed illustration of the annular combustion chamber.

FUEL NOZZLE x20

IGNITER PLUGS x2 LPT

STATOR

9TH STAGE BLEED AIR

ENERGY

HIGH PRESSURE HIGH —

COMPRESSOR ANNULAR — PRESSURETURBINE
COMBUSTION
CHAMBER

Figure 16: HPC air flow in the combustion chamber.

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1
Section 4.0 Turbine

The main task of the turbine section is to extract energy from the hot section gas stream after the combustion chamber in order to drive it to
the compressor rotors through the spool shaft. Some

of the energy extracted by the turbines is used to power engine accessories through the accessory

drive and gearbox is located in the compressor section at the front of the engine. This engine has two

turbine rotor systems corresponding to the respective spools; the high pressure turbine (HPT) drives the HPC and the low pressure turbine

(LPT) drives the LPC. Turbine stages consist of a nozzle (stator), which is fixed, followed by a turbine rotor that moves with its respective

spool. turbine nozzle directs the gases, generally slightly in the centrifugal direction from axial (in

rotor direction) in order to optimize the transfer of energy from the gas to the turbine rotor

blades. Energy kinetic of the gases is then transferred to the turbine rotor blades which

delivers it to the party engine front through shaft torque. All turbine rotors are

reaction type and has a converging channel between the blades.

4.1 high pressure turbine

The HPT consists of a single axial stage that is placed right at the combustion exit.

case, as shown in figure 17; The nozzles are mounted inside the end of the combustion box. The nozzles are cooled internally by secondary
combustion air entering the vane compartments through inserts at the inner and outer ends of the vanes and exiting through the vane guide and trailing
edges.

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2
Figure 17: The location of the low pressure turbine and blades

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3
 AFT SEAL
ASSEMBLY

INNER
SUPPORT
NOZZLE
SEGMENTS

2
4
 The HPT rotor (figure 19), is a single-stage, air-cooled turbine. The HPT rotor drives the 9

HPC rotors and is connected directly to them by a bolted flange to form what is essentially a single core disc drum type rotor.
Individual blades are attached to the rotor disc via a double longitudinal spruce fixing surface. The blades can be replaced
independently if necessary. The blades are internally cooled by a mixture of combustion air and secondary compressor discharge
air that enters through the dovetail of the blade and exits through holes in the front sides and trailing edges as shown in the figure.
figure 17. The rotor housing has a cover with a thermal response tailored to the rotor to provide end play control and structural
stability. An air cavity between the cover and the

combustion case directs mixture 5th and /or 9th stage compressor bleed air into high pressure

Figure 19: High Pressure Turbine Rotor shield support and the outer surface (rear side) of the shrouds. This cooling
air keeps closer

clearances between the heat shields and the rotor blades. More detailed information about the game's HPT

control system is explained at the end of this section.

4.2 Low pressure turbine

The LPT consists of 4 stages placed axially just after the HPT (Figure 20). All leaves have longitudinal dovetail fixings.
The first nozzle is part of the HPT mortise. The other 3 nozzles are fixed by the LPT case. An air cavity between the 1st stage

2
5
nozzle holder and the combustion case (Figure 17, 22) directs the fifth-stage high-pressure compressor (HPC) to bleed air
through the nozzle vanes for cooling . After passing through the vanes, the air is pressurized and the cavity between the

aft side of the HPT rotor and the forward side of the LPT rotor. The LPT case (figure 20) cools

by air from the fan, to help minimize the gap between the rotor blades and the stator. The 4 stage axial type LPT rotates inside

the LPT casing; The rotors are supported by the LPT drum-disk which is connected to the LPC via a shaft inside

the HPT drum. Four stages drive fan and 3 consecutive LPC

Figure 20a: LPT casing, frame, stators (2-4) and rotors 1-4, pigeon tail fixation
Low pressure turbine frame 4.3

The turbine frame (figure 20) is an important structural assembly at the rear of the engine.

The turbine frame consists of:

The inner hub containing bearing #4 and #5.

Outer casing: LT offers mounts to attach the rear of the engine to the strut of the aircraft.

Struts: Twelve struts are arranged in an inclined position relative to

The hub to pro-vide the turbine frame with the correct curvature rigidity. These struts are hollow and provide

passage for the following:

+ Aft sump oil scavenge tube (No.5 strut)

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+ No.4 and 5 oil supply pipe bearings (No.6 strut)

+ stern overboard sump

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Cooling system and turbine control clearance 4.4

Bleeding air from different parts of the engine is used to cool the HPT disc, blades and nozzle

blades, LPT disc and nozzle blades, and turbine case. The HPT also has a game control

system (CCS), which uses cooling air from the HPC section to optimize HPT foil separation and exhaust gas temperature control, allowing for
maximum performance.

The HPT nozzles are cooled internally by secondary combustion air which enters the vane compartments through inserts at the
inner and outer ends of the vanes. Cooling air exists through film holes in the walls of the cooling nozzles at the leading and trailing edges
(Figure 17).

The HPT rotor blades are cooled internally by a mixture of secondary combustion air and

9th stage HPT discharge air (CDA) (figure 21, 22) Entering through the blade roots and outlets

through holes in the front sides and trailing edges (figure 17).

LPT stage nozzle 1 is cooled by the HPC air stage 5. Air is channeled directly through

the nozzles in the core of the engine of which es cools the discs and roots of LPT rotors 1-3

thus actively sealing the gaps between the stators and rotors. the 4th stage rotor is also

cooled in the same way by stage 5 of HPC air coming from the oil sump air outlet (figure 21).

The LPT casing is cooled with fan discharge air (FDA) through channels that flow around inside the casing (figure 21). This is

part of the game control system that keeps the dimensions between the case and the rotors to a minimum. in such a

way that performance is optimal.

The CCS ensures maximum steady-state HPT performance and minimizes exhaust gas temperature (EGT) transient overboost
during rapid engine speed change. The HPT rotor housing has a mortise with a thermal response tailored to the rotor to provide clearance
control. the tip and

structural stability. This is helped by an air cavity between the cover and the combustion case

which directs mixed 5th and /or 9th HPC stage air purge into the shield bracket and the abroad

surface (rear part) of the shrouds (figure 17, 22).

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The system consists of:

- HPT valve control clearance: This mixture schedules used depending on steady state operation; Idle RPM uses Ninth Stage,

takeoff RPM uses Ninth Stage, Climb RPM uses Ninth Stage and Cruise uses Fifth Stage RPM.

- HPT Clearance Control Clock: This controls the operation of the HPTCCS valve during

the first 182 seconds of engine operation if N2 RPM is 96% or greater during takeoff

condition. The timer will activate if: airplane in GRD and N2 RPM > 94%.

The normal schedule will be interrupted for180 sec and the cooling air schedule will follow

will be carried out: 0-8 sec without air, 8-152 sec fifth stage, 152-182 sec ninth and 5th stage, 182 sec ninth stage (normal

schedule).

- HPTCCS valve solenoid lockout timer:

The valve prevents operation of the timer after takeoff via an air detection relay (weight on wheel switch).

- HPT Sheet air collector Tubes: air channels from the compressor to the turbine.

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 5TH-STAGE
HPT-LPT
COOLING

HPT
CLEARANCE
CONTROL

LOW PRESSURE TURBINE

CASE COOLING

CORE COMPARTMENT VENTILATION

SECONDARY FLOW

SUMP VENT AIR

BLEED BIAS
5TH-STAGE AIR
SENSOR
5TH STAGE START 9TH-STAGE AIR
BLEED VALVE
5TH AND 9TH-STAGE AIR MIXTURE
VARIABLE STATOR VARIABLE
BLEED VALVE (12) VANE ACTUATOR (2)

Figure 21: Engine air diagram

 co

Figure 22: Hot air flow section

 5.0 Shaft and bearing
motor

Figure 23: Diagram indicating bearing, sump, and shaft locations with respect to high and low pressure

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2
 The motor rotors are supported by 5 bearings where No. 1 is the later and No. 5 is

most of the stern. The bearings are located inside the two dry sumps in the fan and turbine frames. There are two types of bearings, ball
and roller. Ball bearings absorb axial and radial loads

along the length of the motor shaft and roller bearings only absorb radial. There are two

roller bearings located in the fan and turbine housing, and two ball bearings in the fan housing. A

the illustration of their locations is in Figure 24.

Bearings No.1 and No.2 support the fan shaft

No.3 holds the front HP shaft No.4 bearing holds the rear HP shaft

No.5 holds the rear of the low pressure turbine (LPT) shaft

NUMBER 1 NUMBER 2 NUMBER 3 NUMBER 3 NUMBER 4 NUMBERS

BEARING BEARING BEARING BEARING BEARING BEARING
(BALL) (ROLLER) (BALL) (ROLLER) (ROLLER) (ROLLER)

Figure 24: Axis and support locations on the CFM-56-5b

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3
6.0 exhaust

The unmixed exhaust system receives and discharges air from the fan and turbine through separate projection

nozzles to the atmosphere at a speed and direction to produce the required thrust.

Exhaust turbine:

The turbine exhaust system provides an efficient outlet for turbine exhaust; is fixed and

designed to create optimal thrust at the design point. The turbine exhaust consists of hot combustion

Gases exit the turbine at low pressure at high speed and provide 22% of the engine's thrust. the

Extractor air is ducted around the hot exhaust section in such a way that noise is reduced due to slightly reduced shear.

Extractor:

Exhaust fan is high speed exhaust fan or first stage compressor. The exhaust fan provides 78% of the total forward thrust. The direction

of the fan output can be reversed during landing by the thrust reverser to produce additional braking power for the aircraft on the

ground.

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4
6.1 thrust reverser

The thrust reverser system reverses the direction of the exhaust fan during landing and

braking the plane. Stowage, the thrust reverser provides a smooth surface for the fan exhaust to produce thrust. Deployed, the reverse
thrust redirects the fan exhaust gases to produce reverse thrust.

The thrust levers in the flight compartment initiate forward or reverse thrust. The push levers are

electrically connected to the thrust reverser control module that controls the thrust reverser

hydraulic actuators. Control system thrust reverser synchronizes thrust deployment

investor halves. The position thrust reverser indicating system provides visual indication to the

thrust reverser position flight compartment.

FIXED CASCADED
TURNING VANE RING

FORWARD THRUST
BLOCKER DOOR

TRANSLATING SLEEVE

TRANSLATING TRANSLATING
SLEEVE SLEEVE

BLOCKER DOOR
(10 PLACES)

HYDRAULIC ACTUATOR
(6 PLACES)

Figure 25: Exhaust/thrust reverser

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5
 MASTER
ENGINE CAUTION REVERSER
UNLOCKED

000

RIGHT TR REVERSER HALF

TR REVERSER
ACTUATORS
28VDC

TR 0000
CONT SYS
T/R VALVE
MODULE

ooooo
LEGEND RETURN LEFT TR REVERSER HALF
TO TANK
ZZZZZZ3 MAIN HYDRAULIC SYSTEM PRESSURE
STBY HYDRAULIC
óóó5 RETURN PRESSURE SYTEM

ZZZZZZZZ DEPLOY PRESSURE

0 O- Qpg STOW PRESSURE MAIN HYDRAULIC

SYSTEM
!...........? POSITION SENSOR SIGNAL

Figure 26: Thrust reversal scheme

7.0 Starter Motor

The engine starting system provides the means of rotating the N2 compressor of the engine on the ground or in flight at a range of rpm
in which engine starting can be achieved. The starter motor for this engine

It is pneumatic; that uses air high pressure to your once an axis that rotates the N2 LPC
reel. He engine

starter converts the pressure of air compressed into rotational

mechanical energy sufficient to speed up

the engine at starting speed. The starter motor is a lightweight, single-stage, axial flow, air turbine motor.

The starter motor begins to rotate the engine compressor N2 when compressed air is supplied to the

starting motor. Rotating compressor N2 sets the air flow through the rotating induction motor of compressor N1. Fuel and ignition are supplied by
advancing the starter lever to the IDLE detent when compressor N2 has reached 20% rpm N2. Check engine light occurs shortly after the shift start.
A clutch disengages the starter motor if it exceeds 20% N2 to prevent burnout of the starter motor. The air supply to start the engine can be
obtained from the auxiliary power unit (APU), from a pneumatic floor car through a service connection or through transverse bleed air from an
operating

engine.

Fuel system 8.0

The fuel distribution system is a hydro-mechanical system that provides and controls fuel flow to the engine's combustion chamber. The
system also feeds and schedules:

- variable stator vanes

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 - variable purge valves

- High pressure turbine clearance control system. To maintain maximum engine

performance within: stall range, rotor speed, compressor discharge pressure, turbine

temperature limits.

The fuel also cools the engine's lubricating oil.

8.1 Fuel system operation

Fuel from an aircraft fuel tank enters the engine through a fuel pump inlet (-35 psi), is then pressurized through the low-pressure
centrifugal feed pump and flows through the fuel/oil mixture heat exchanger and the fuel filter. Fuel then flows through a high-pressure fuel pump
gear (870 psi at takeoff), then through a wash filter, and into the main engine control unit (MEC). Some of the fuel is removed before entering the
MEC through the pump wash filter to be heated by the servo fuel heater and then supplied to the MEC; This provides clean, ice-free fuel for servo
operation.

The fuel pump has a higher fuel flow capacity than the fuel and control system requires, therefore the fuel flow is divided in the MEC into metered
flow and bypass flow. Fuel is transported back from bypass to the inlet side of the fuel/oil heat exchanger, and metered fuel from the MEC flows
through the pressurizing valve, fuel flow transmitter, fuel manifold and fuel nozzles in the combustion chamber.

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 FIT CONTROL ON

MASTER
IRS INOP ENG CAUTION
MASTER
FUEL CAUTION OVERHEAD
P5
P2 HPTCC VSV/VBV AIR COND
SYSTEM SYSTEM P2
FILTER
BYPASS, 4-----N2
P5 4-----THRUST LEVER
4-----PS 12
PMC 4-----T12
4-----N1
4-----PMC ON/OFF SWITCH
MAIN/OIL FUEL HEAT
EXCHANGER

4-----THRUST/REVERS LEVER
RELIEF HEATED FUEL -----T2
VALVE 26 N}•TO MEC SERVO •------PS12
PSID CONTROLS •------N2
4-----CIT
TRIM •------CDP/CBP
COMMAND -------IDLE RESET SOLENOID
ENGINE TORQUE 4-----VBV RESET SOLENOID
PUMP
RELIEF
FILTER 1160 PSID
FUEL
FILTER BYPASS FUEL PRESSURIZING FUEL FLOW
DIFF. PRESS.E 15 PSID METERING VALVE TRANSMITTER
SW. 12/10 PSID

HP-PUMP
TO-870 PSI WASH FILTER

N2 INPUT-» TOMEC
BYPASS START LEVER
VALVE FUEL
FUEL IN -C NOZZLE
(20)
LP PUMP

FUEL PUMP MAIN ENGINE CONTROL

FUEL FUEL USED

USED RESET

Figure 28: Schematic representation of the fuel system

8.2 Fuel Distribution Description

Fuel pump 8.2.1

The fuel pump is located in the aft face accessory box (AGB) between the horizontal drive shaft housing and the lubrication unit in the 8:00 position
(figure 30). The fuel pump pressurizes and circulates fuel within the fuel system. The fuel pump contains a centrifugal LP boost stage that provides a boost
pressure to the HP stage to prevent pump cavitation followed by a

HP gear displacement type positive stage pump. For a given number of revolutions, it offers a constant fuel flow regardless of the discharge pressure.

Fuel filter 8.2.2

The fuel filter is located between the heat exchanger for fuel/oil and the high pressure stage of the fuel pump. The fuel filter stops ice and
unwanted particles in the fuel; this is so that

It cannot cause damage to the high pressure stage of the fuel pump and the MEC. If the filter

it is covered; A bypass valve releases the fuel to the high-pressure stage of the fuel pump. The fuel filter has an integrated differential pressure switch that
detects and activates the fuel filter bypass warning system, alerting pilots of impending fuel filter bypass resulting from a clogged fuel filter.

8.2.3 Wash Filter

The wash filter is finer than the fuel filter and prevents contaminants, larger than 60 micrometers, from entering the MEC servo controls. In the event of filter clogging, the bypass valve
relieves fuel to the MEC servo controls.

8.2.4 Servo fuel heater

The servo fuel heater is attached to the aft face of the fuel/oil heat exchanger, located

between transfer case and MEC. The servo fuel heater raises the fuel temperature to prevent

ice enters the control servos inside the MEC.

8.2.5 main oil/fuel heat exchanger

The main oil/fuel heat exchanger is attached to the fuel pump. lt is located at 9:00

position in the fan housing. The main oil/fuel heat exchanger is a tubular type consisting of the

housing, removable core and core access cover. The purpose of this device is to cool the oil while

heating the fuel which promotes evaporation in the combustion chamber. The fuel portions of

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The heat exchanger contains a bypass valve. This allows the fuel to bypass the core in the event of a

blocking (>26psid).

8.2.6 Main Engine Control (MEC)

The MEC is basically a speed governor that senses the engine speed (RPM) and adjusts the fuel

flow as needed to maintain the desired speed set by the thrust lever. The main engine control is hydro-mechanical and operates using servo operated

fuel valves. The MEC performs the following functions:

1. Controls engine speed by metering fuel to the engine fuel injectors during all modes of operation. Fuel not used by the MEC is returned to the fuel

pump downstream of its discharge.

pressure element. He MEC also uses fuel pump made out of fuel as a hydraulic medium.

2. Automatically schedules fuel flow to maintain speed level and push lever sets

maximum flow limit safe fuel under any condition functioning. As conditions vary

Limits vary according to predetermined acceleration and deceleration schedules. To

the MEC to determine schedules, certain parameters such as compressor discharge

pressure (CDP), 9th stage compressor bleed pressure (CBP), compressor inlet temperature

(CIT) and the speed of the core motor (N2) has to be detected. The MEC detects these parameters and

It also amplifies and computes them to set acceleration and deceleration limits for fuel flow. The calculated limits are compared to the

actual fuel flow and are imposed when the limits are approached.

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Figure 29: Main Motor Control Map

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 RADIAL DRIVE SHAFT

TGB

HORIZONTAL
DRIVE SHAFT

HAND
CRANKING LUBE UNIT

ALTERNATOR
CONTROL

STARTER PAD

MAIN ENGINE
CONTROL

HYDRAULIC
IDG PAD
PUMP PAD AGB FUEL PUMP

Figure 30: Accessory drive diagram with fuel pump and MEC

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9.0 Lubrication system

The engine oil system is a self-contained, centrally vented and recirculating type system. The oil system provides lubrication
and cooling of the main engine bearings, radial drive shaft bearings and gears and the bearings in the transfer gear case (TGB) and
accessory case (AGB).

The oil system consists of:

- oil storage system,

- oil distribution system and

- oil indication system

9.1 Supply operation

The oil reservoir provides storage of oil for continuous distribution throughout the supply system. There are four positive
displacement pumps on a single shaft driven by the AGB. Oil flows from the tank

to the supply pump in the lubrication unit in the AGB. Pressurized oil is pumped through

the oil supply filter to the main bearings, radial drive shaft and gearboxes. The supply pump incorporates a pressure relief valve that
diverts oil flow to a recovery pump in the event of abnormal operating conditions. The pressure relief valve opens when the pressure
downstream of

supply pump exceeds 305 psi. If the supply filter becomes clogged, the flow may divert through the bypass valve. The bypass valve
opens when the pressure drop reaches 17.4-20.3 psi across the oil supply filter. A dirt indicator appears before a filter bypass condition.
When the pressure drop through the feed filter reaches 11.6-14.5 psi, the magnets are forced apart and the indicator

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appears, becomes visible in the glass inspection bowl. A bimetal spring prevents actuation at low operating temperatures.

9.2 Operation Scavenge

After distribution, the oil is returned to the lubrication unit from three sumps. the forward sink services the No. 1, no. 2 and No. 3 main
bearings. The aft sump services the No. 4 and No. 5 main bearings. The gearbox sump for the AGB also contains oil through an external tube of the

TGB. The lubrication unit contains a recovery pump for each sump. Oil is drawn through one of three magnetic chip detectors (MCD) in the lubrication
unit and pumped through the scavenge oil filter to the main oil/fuel heat exchanger. When the scavenge oil filter becomes clogged, the flow is diverted
through the bypass valve. The bypass valves begin when the pressure drop reaches 36.3-39.2 psi across the scavenge oil filter. Dirt indicators pop-up
before a filter bypass condition. When the pressure drops across the sweep reaches 28-34 psi, the magnets are forced to separate and the indicator
appears, becoming visible in the glass inspection bowl. A bimetallic spring prevents actuation at low operating temperatures.

Before returning to the engine oil tank, oil passes through the servo fuel heater and enters the main oil/fuel heat exchanger perpendicular to the fuel
flow. A drain is provided at the bow and stern taking compartment for possible oil leakage beyond the stationary air/oil seal. Forward seal leak

comes out through the 8:00 fan frame strut. The aft seal leak exits through the six frame strut turbine.

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9.3 Ventilation operation

The bearing and gearbox sumps are interconnected to collect oil vapors before air/oil separation and venting. The oil tank vent and
TGB/AGB crankcase are connected to the front sump. Vapors from the forward and aft sumps pass through rotating air/oil separators in the main

center vent tube shaft to vent the exhaust. The separated oil is returned to the sumps. the

Oil is cooled in the main oil/fuel heat exchanger. Fuel enters the cylindrical core through the fuel inlet into the casing. Flows the length of the core
through the middle of the center tubes. The fuel flows around a baffle in the center access cover and returns through the remaining center tubes. The
oil circulates around the fuel tubes in the core, transferring heat to the fuel by convection and conduction. There is cooled oil again through the servo
fuel heater.

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 ENGINE
CENTER
SHAFT

—» OVERBOARD VENT

AFT
SUMP
ROTATING AIR/OIL
SEPARATOR

AGB OIL 2000011000000000

SUPPLY
SERVO FUEL
HEATER

0Q

OIL
SUPPLY
OIL/FUEL PRESS
DRIVE PUMP
HEAT REUEF
SHAFT EXCHANGER VALVE
130PSID

QQQQ 2-2.

ACCESSORY LUBRICATION SWIRL

GEARBOX UNIT

TANK UNIT

LEGEND
Z7/////777 OIL SUPPLY SYSTEM

0000 OIL SCAVENGE SYSTEM

VENT SYSTEM
MAGNETIC CHIP
DETECTOR

Figure 32: Petroleum System Schematic

10.0 Ice protection

The function of the system is to keep ice inlet cowl surfaces free during flight and

ground operations. The system consists of ducts, a double butterfly pressure regulator and shut-off valve, the pressure intake and
after-change valve, an anti-icing distribution spray ring and an exhaust hole located at the bottom of the nose cover. The anti-icing
system is located on the right

engine side. Controls and indications are in the flight compartment.

The inlet cap anti-icing system is a thermal system using hot compressed air from the fifth and

9th stages of the HPC section. The valve is operated by the switch on a panel inside the cabin. A

blue light indicates the position of valve and an amber light indicates a 65 psig overpressure
condition

or a temperature condition of more than 440°C in the anti-icing duct.

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 >440°C---------
>65 PSI

Figure 33: Thermal Anti-icing (TAI) Scheme

references

Aviation and space technology week. (1977, Feburary 21). YC-15 Enter New Flight

The test series. aviation, p. 27.

CFMI Client training services. (2002, January). CFM56 basic engine. Cincinnati, Ohio,
USA. Retrieved from www.scribd.com .

International, C. (2003). CFM56-3 Line Maintenance Manual. Cincinnaty, Ohio, USA.

Lufthansa technical-Training. (2000, April). B737-300/400/500 Training Manual.

Frankfurt, Germany.

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