CFM 56 TTM PDF

TRAINING MANUAL
CFM56-5B
BASIC ENGINE
SEPTEMBER 2004
CTC-214 Level 4
TOC
CFM56-ALL
TRAINING MANUAL
Published by CFMI
CFMI Customer Training Center

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

GE Aircraft Engines
Customer Technical Education Center
123 Merchant Street
Mail Drop Y2
Cincinnati, Ohio 45246
USA
GENERAL
Page 1
Issue 01
CFM56-ALL
TRAINING MANUAL
THIS PAGE INTENTIONALLY LEFT BLANK
EFFECTIVITY
ALL CFM56 ENGINES
TOC
GENERAL
Page 2
Issue 01
CFM56-ALL
TRAINING MANUAL
This CFMI publication is for Training Purposes Only. The information is accurate at the time of compilation; however, no
update service will be furnished to maintain accuracy. For authorized maintenance practices and specifications, consult
pertinent maintenance publications.
The information (including technical data) contained in this document is the property of CFM International (GE and
SNECMA). It is disclosed in confidence, and the technical data therein is exported under a U.S. Government license.
Therefore, None of the information may be disclosed to other than the recipient.
In addition, the technical data therein and the direct product of those data, may not be diverted, transferred, re-exported
or disclosed in any manner not provided for by the license without prior written approval of both the U.S. Government and
CFM International.
COPYRIGHT 1998 CFM INTERNATIONAL
EFFECTIVITY
TOC
ALL CFM56 ENGINES
GENERAL
Page 3
Issue 01
CFM56-ALL
TRAINING MANUAL
EFFECTIVITY
ALL CFM56 ENGINES
TOC
GENERAL
Page 4
Issue 01
CFM56-ALL
TRAINING MANUAL
LEXIS
EFFECTIVITY
TOC
ALL CFM56 ENGINES
LEXIS
Page 5
Issue 02
CFM56-ALL
A
A/C AIRCRAFT
AC
ALTERNATING CURRENT
ACARS
AIRCRAFT COMMUNICATION
ADRESSING and REPORTING SYSTEM
ACAU AIR CONDITIONING ACCESSORY UNIT
ACMS AIRCRAFT CONDITION MONITORING SYSTEM
ACS AIRCRAFT CONTROL SYSTEM
ADC AIR DATA COMPUTER
ADEPT
AIRLINE DATA ENGINE PERFORMANCE
TREND
ADIRS
AIR DATA AND INERTIAL REFERENCE
SYSTEM
ADIRU
AIR DATA AND INERTIAL REFERENCE
UNIT
AGB ACCESSORY GEARBOX
AIDS AIRCRAFT INTEGRATED DATA SYSTEM
ALF AFT LOOKING FORWARD
ALT ALTITUDE
ALTN ALTERNATE
AMB AMBIENT
AMM AIRCRAFT MAINTENANCE MANUAL
AOG AIRCRAFT ON GROUND
A/P AIRPLANE
APU AUXILIARY POWER UNIT
ARINC
AERONAUTICAL RADIO, INC.
(SPECIFICATION)
ASM AUTOTHROTTLE SERVO MECHANISM
A/T AUTOTHROTTLE
ATA AIR TRANSPORT ASSOCIATION
EFFECTIVITY
ALL CFM56 ENGINES
TOC
TRAINING MANUAL
ATC
ATHR
ATO
AVM
AUTOTHROTTLE COMPUTER
AUTO THRUST
ABORTED TAKE OFF
AIRCRAFT VIBRATION MONITORING
B
BITE BUILT IN TEST EQUIPMENT
BMC BLEED MANAGEMENT COMPUTER
BPRV BLEED PRESSURE REGULATING VALVE
BSI BORESCOPE INSPECTION
BSV BURNER STAGING VALVE (SAC)
BSV BURNER SELECTION VALVE (DAC)
BVCS BLEED VALVE CONTROL SOLENOID
C
C
CELSIUS or CENTIGRADE
CAS CALIBRATED AIR SPEED
CBP (HP) COMPRESSOR BLEED PRESSURE
CCDL CROSS CHANNEL DATA LINK
CCFG COMPACT CONSTANT FREQUENCY
GENERATOR
CCU COMPUTER CONTROL UNIT
CCW COUNTER CLOCKWISE
CDP (HP) COMPRESSOR DISCHARGE PRESSURE
CDS COMMON DISPLAY SYSTEM
CDU CONTROL DISPLAY UNIT
CFDIU
CENTRALIZED FAULT DISPLAY
INTERFACE UNIT
CFDS CENTRALIZED FAULT DISPLAY SYSTEM
CFMI JOINT GE/SNECMA COMPANY (CFM
LEXIS
Page 6
Issue 02
CFM56-ALL
INTERNATIONAL)
CG
CENTER OF GRAVITY
Ch A channel A
Ch B channel B
CHATV
CHANNEL ACTIVE
CIP(HP)
COMPRESSOR INLET PRESSURE
CIT(HP)
COMPRESSOR INLET TEMPERATURE
cm.g CENTIMETER X GRAMS
CMC CENTRALIZED MAINTENANCE COMPUTER
CMM COMPONENT MAINTENANCE MANUAL
CMS CENTRALIZED MAINTENANCE SYSTEM
CMS CENTRAL MAINTENANCE SYSTEM
CODEP
HIGH TEMPERATURE COATING
CONT CONTINUOUS
CPU CENTRAL PROCESSING UNIT
CRT CATHODE RAY TUBE
CSD CONSTANT SPEED DRIVE
CSI CYCLES SINCE INSTALLATION
CSN CYCLES SINCE NEW
CTAI COWL THERMAL ANTI-ICING
CTEC CUSTOMER TECHNICAL EDUCATION CENTER
CTL CONTROL
Cu.Ni.In
COPPER.NICKEL.INDIUM
CW CLOCKWISE
D
DAC DOUBLE ANNULAR COMBUSTOR
DAMV DOUBLE ANNULAR MODULATED VALVE
DAR DIGITAL ACMS RECORDER
DC
DIRECT CURRENT
EFFECTIVITY
TOC
ALL CFM56 ENGINES
TRAINING MANUAL
DCU DATA CONVERSION UNIT
DCV DIRECTIONAL CONTROL VALVE BOEING
DEU DISPLAY ELECTRONIC UNIT
DFCS DIGITAL FLIGHT CONTROL SYSTEM
DFDAU
DIGITAL FLIGHT DATA ACQUISITION
UNIT
DFDRS
DIGITAL FLIGHT DATA RECORDING
SYSTEM
DISC DISCRETE
DIU DIGITAL INTERFACE UNIT
DMC DISPLAY MANAGEMENT COMPUTER
DMD DEMAND
DMS DEBRIS MONITORING SYSTEM
DMU DATA MANAGEMENT UNIT
DOD DOMESTIC OBJECT DAMAGE
DPU DIGITAL PROCESSING MODULE
DRT DE-RATED TAKE-OFF
E
EAU ENGINE ACCESSORY UNIT
EBU ENGINE BUILDUP UNIT
ECA ELECTRICAL CHASSIS ASSEMBLY
ECAM ELECTRONIC CENTRALIZED AIRCRAFT
MONITORING
ECS ENVIRONMENTAL CONTROL SYSTEM
ECU ELECTRONIC CONTROL UNIT
EE
ELECTRONIC EQUIPMENT
EEC ELECTRONIC ENGINE CONTROL
EFH ENGINE FLIGHT HOURS
EFIS ELECTRONIC FLIGHT INSTRUMENT SYSTEM
LEXIS
Page 7
Issue 02
CFM56-ALL
EGT EXHAUST GAS TEMPERATURE
EHSV ELECTRO-HYDRAULIC SERVO VALVE
EICAS
ENGINE INDICATING AND CREW
ALERTING SYSTEM
EIS ELECTRONIC INSTRUMENT SYSTEM
EIU ENGINE INTERFACE UNIT
EIVMU
ENGINE INTERFACE AND VIBRATION
MONITORING UNIT
EMF ELECTROMOTIVE FORCE
EMI ELECTRO MAGNETIC INTERFERENCE
EMU ENGINE MAINTENANCE UNIT
EPROM
ERASABLE PROGRAMMABLE READ
ONLY MEMORY
(E)EPROM (ELECTRICALLY) ERASABLE
PROGRAMMABLE READ ONLY MEMORY
ESN ENGINE SERIAL NUMBER
ETOPS
EXTENDED TWIN OPERATION SYSTEMS
EWD/SD
ENGINE WARNING DISPLAY / SYSTEM
DISPLAY
F
F
FARENHEIT
FAA FEDERAL AVIATION AGENCY
FADEC
FULL AUTHORITY DIGITAL ENGINE
CONTROL
FAR FUEL/AIR RATIO
FCC FLIGHT CONTROL COMPUTER
FCU FLIGHT CONTROL UNIT
FDAMS
FLIGHT DATA ACQUISITION &
MANAGEMENT SYSTEM
EFFECTIVITY
ALL CFM56 ENGINES
TOC
TRAINING MANUAL
FDIU FLIGHT DATA INTERFACE UNIT
FDRS FLIGHT DATA RECORDING SYSTEM
FDU FIRE DETECTION UNIT
FEIM FIELD ENGINEERING INVESTIGATION MEMO
FF
FUEL FLOW (see Wf) -7B
FFCCV
FAN FRAME/COMPRESSOR CASE
VERTICAL (VIBRATION SENSOR)
FI
FLIGHT IDLE (F/I)
FIM FAULT ISOLATION MANUAL
FIN FUNCTIONAL ITEM NUMBER
FIT
FAN INLET TEMPERATURE
FLA FORWARD LOOKING AFT
FLX TO
FLEXIBLE TAKE-OFF
FMC FLIGHT MANAGEMENT COMPUTER
FMCS FLIGHT MANAGEMENT COMPUTER SYSTEM
FMGC FLIGHT MANAGEMENT AND GUIDANCE
COMPUTER
FMGEC
FLIGHT MANAGEMENT AND GUIDANCE
ENVELOPE COMPUTER
FMS FLIGHT MANAGEMENT SYSTEM
FMV FUEL METERING VALVE
FOD FOREIGN OBJECT DAMAGE
FPA FRONT PANEL ASSEMBLY
FPI FLUORESCENT PENETRANT INSPECTION
FQIS FUEL QUANTITY INDICATING SYSTEM
FRV FUEL RETURN VALVE
FWC FAULT WARNING COMPUTER
FWD FORWARD
G
LEXIS
Page 8
Issue 02
CFM56-ALL
g.in GRAM X INCHES
GE
GENERAL ELECTRIC
GEAE GENERAL ELECTRIC AIRCRAFT ENGINES
GEM GROUND-BASED ENGINE MONITORING
GI
GROUND IDLE (G/I)
GMM GROUND MAINTENANCE MODE
GMT GREENWICH MEAN TIME
GND GROUND
GPH GALLON PER HOUR
GPU GROUND POWER UNIT
GSE GROUND SUPPORT EQUIPMENT
H
HCF HIGH CYCLE FATIGUE
HCU HYDRAULIC CONTROL UNIT
HDS HORIZONTAL DRIVE SHAFT
HMU HYDROMECHANICAL UNIT
HP
HIGH PRESSURE
HPC HIGH PRESSURE COMPRESSOR
HPCR HIGH PRESSURE COMPRESSOR ROTOR
HPRV HIGH PRESSURE REGULATING VALVE
HPSOV
HIGH PRESSURE SHUT-OFF VALVE
HPT HIGH PRESSURE TURBINE
HPT(A)CC HIGH PRESSURE TURBINE (ACTIVE)
CLEARANCE CONTROL
HPTC HIGH PRESSURE TURBINE CLEARANCE
HPTCCV
HIGH PRESSURE TURBINE CLEARANCE
CONTROL VALVE
HPTN HIGH PRESSURE TURBINE NOZZLE
HPTR HIGH PRESSURE TURBINE ROTOR
EFFECTIVITY
TOC
ALL CFM56 ENGINES
TRAINING MANUAL
Hz
HERTZ (CYCLES PER SECOND)
I
I/O
INPUT/OUTPUT
IAS INDICATED AIR SPEED
ID
INSIDE DIAMETER
ID PLUG
IDENTIFICATION PLUG
IDG INTEGRATED DRIVE GENERATOR
IFSD IN FLIGHT SHUT DOWN
IGB INLET GEARBOX
IGN IGNITION
IGV INLET GUIDE VANE
in.
INCH
IOM INPUT OUTPUT MODULE
IPB ILLUSTRATED PARTS BREAKDOWN
IPC ILLUSTRATED PARTS CATALOG
IPCV INTERMEDIATE PRESSURE CHECK VALVE
IPS INCHES PER SECOND
IR
INFRA RED
K
K
k
KIAS
kV
Kph
KELVIN
X 1000
INDICATED AIR SPEED IN KNOTS
KILOVOLTS
KILOGRAMS PER HOUR
L
L
L/H
LEFT
LEFT HAND
LEXIS
Page 9
Issue 02
CFM56-ALL
lbs. POUNDS, WEIGHT
LCD LIQUID CRYSTAL DISPLAY
LCF LOW CYCLE FATIGUE
LE (L/E)
LEADING EDGE
LGCIU
LANDING GEAR CONTROL INTERFACE
UNIT
LP
LOW PRESSURE
LPC LOW PRESSURE COMPRESSOR
LPT LOW PRESSURE TURBINE
LPT(A)CC LOW PRESSURE TURBINE (ACTIVE)
CLEARANCE CONTROL
LPTC LOW PRESSURE TURBINE CLEARANCE
LPTN LOW PRESSURE TURBINE NOZZLE
LPTR LOW PRESSURE TURBINE ROTOR
LRU LINE REPLACEABLE UNIT
LVDT LINEAR VARIABLE DIFFERENTIAL
TRANSFORMER
M
mA
MILLIAMPERES (CURRENT)
MCD MAGNETIC CHIP DETECTOR
MCDU
MULTIPURPOSE CONTROL AND
DISPLAY UNIT
MCL MAXIMUM CLIMB
MCR MAXIMUM CRUISE
MCT MAXIMUM CONTINUOUS
MDDU
MULTIPURPOSE DISK DRIVE UNIT
MEC MAIN ENGINE CONTROL
milsD.A.
Mils DOUBLE AMPLITUDE
mm. MILLIMETERS
EFFECTIVITY
ALL CFM56 ENGINES
TOC
TRAINING MANUAL
MMEL MAIN MINIMUM EQUIPMENT LIST
MO AIRCRAFT SPEED MACH NUMBER
MPA MAXIMUM POWER ASSURANCE
MPH MILES PER HOUR
MTBF MEAN TIME BETWEEN FAILURES
MTBR MEAN TIME BETWEEN REMOVALS
mV
MILLIVOLTS
Mvdc MILLIVOLTS DIRECT CURRENT
N
N1 (NL)
LOW PRESSURE ROTOR ROTATIONAL
SPEED
N1* DESIRED N1
N1ACT
ACTUAL N1
N1CMD
COMMANDED N1
N1DMD
DEMANDED N1
N1K CORRECTED FAN SPEED
N1TARGET TARGETED FAN SPEED
N2 (NH)
HIGH PRESSURE ROTOR ROTATIONAL
SPEED
N2* DESIRED N2
N2ACT
ACTUAL N2
N2K CORRECTED CORE SPEED
N/C NORMALLY CLOSED
N/O NORMALLY OPEN
NAC NACELLE
NVM NON VOLATILE MEMORY
O
OAT
OUTSIDE AIR TEMPERATURE
LEXIS
Page 10
Issue 02
CFM56-ALL
OD
OUTLET DIAMETER
OGV OUTLET GUIDE VANE
OSG OVERSPEED GOVERNOR
OVBD OVERBOARD
OVHT OVERHEAT
P
Pb
BYPASS PRESSURE
Pc
REGULATED SERVO PRESSURE
Pcr
CASE REGULATED PRESSURE
Pf
HEATED SERVO PRESSURE
P/T25 HP COMPRESSOR INLET TOTAL AIR
PRESSURE/TEMPERATURE
P/N PART NUMBER
P0
AMBIENT STATIC PRESSURE
P25 HP COMPRESSOR INLET TOTAL AIR
TEMPERATURE
PCU PRESSURE CONVERTER UNIT
PLA POWER LEVER ANGLE
PMC POWER MANAGEMENT CONTROL
PMUX PROPULSION MULTIPLEXER
PPH POUNDS PER HOUR
PRSOV
PRESSURE REGULATING SERVO VALVE
Ps
PUMP SUPPLY PRESSURE
PS12 FAN INLET STATIC AIR PRESSURE
PS13 FAN OUTLET STATIC AIR PRESSURE
PS3HP
COMPRESSOR DISCHARGE STATIC AIR
PRESSURE (CDP)
PSI POUNDS PER SQUARE INCH
PSIA POUNDS PER SQUARE INCH ABSOLUTE
EFFECTIVITY
TOC
ALL CFM56 ENGINES
TRAINING MANUAL
PSID POUNDS PER SQUARE INCH DIFFERENTIAL
psig POUNDS PER SQUARE INCH GAGE
PSM POWER SUPPLY MODULE
PSS (ECU) PRESSURE SUB-SYSTEM
PSU POWER SUPPLY UNIT
PT
TOTAL PRESSURE
PT2 FAN INLET TOTAL AIR PRESSURE (PRIMARY
FLOW)
PT25 HPC TOTAL INLET PRESSURE
Q
QAD
QEC
QTY
QWR
QUICK ATTACH DETACH

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

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

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

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

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

1 kPa = 0.145 psi
1 bar = 14.5 psi
= 1.8 x C + 32
EFFECTIVITY
ALL CFM56 ENGINES
TOC
TRAINING MANUAL
= ( F - 32 ) /1.8
LEXIS
Page 14
Issue 02
CFM56-5B
TRAINING MANUAL
TABLE OF CONTENTS
EFFECTIVITY
ALL CFM56-5B ENGINES FOR A319-A320-A321
TOC
CONTENTS
BASIC ENGINE
Page 15
Sep 04
CFM56-5B
SECTION
PAGE
TRAINING MANUAL
SECTION
PAGE
LEXIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
COMBUSTION CHAMBER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
TABLE OF CONTENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
HIGH PRESSURE TURBINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211
INTRODUCTION TO THE CFM56 FAMILY . . . . . . . . . . . . . . . . . . . . . . . . 17
HIGH PRESSURE TURBINE NOZZLE . . . . . . . . . . . . . . . . . . . . . . . . . . . 215
ENGINE GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
HIGH PRESSURE TURBINE ROTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . 227
FAN MAJOR MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
HIGH PRESSURE TURBINE SHROUD AND STAGE 1 LPT NOZZLE . . 245
FAN AND BOOSTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
LOW PRESSURE TURBINE MAJOR MODULE . . . . . . . . . . . . . . . . . . . . 259
NO 1 AND NO 2 BEARING SUPPORT MODULE . . . . . . . . . . . . . . . . . . . 81
LPT ROTOR / STATOR MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 263
FAN FRAME MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111
THE LPT SHAFT MODULE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 289
CORE ENGINE MAJOR MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137
THE LOW PRESSURE TURBINE FRAME MODULE. . . . . . . . . . . . . . . . 305
HIGH PRESSURE COMPRESSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 141
ACCESSORY DRIVE MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 315
COMPRESSOR ROTOR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145
INLET GEARBOX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 319
COMPRESSOR FRONT STATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 167
TRANSFER GEARBOX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 331
COMPRESSOR REAR STATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 183
ACCESSORY GEARBOX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 345
COMBUSTION SECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 191

COMBUSTION CASE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 197
EFFECTIVITY
ALL CFM56-5B ENGINES FOR A319-A320-A321
CONTENTS
BASIC ENGINE
Page 16
Sep 04
CFM56-5B
TRAINING MANUAL
INTRODUCTION TO THE CFM56 FAMILY
EFFECTIVITY
ALL CFM56-5B ENGINES FOR A318-A319-A320-A321
TOC
INTRO
BASIC ENGINE
Page 17
Sep 04
CFM56-5B
TRAINING MANUAL
INTRODUCTION TO THE CFM56 FAMILY

Engine Applications
The following chart shows the various engine models for
the Airbus A318-A319-A320-A321 aircraft.
The engine used on these aircraft is the CFM56-5B,
which has several different thrust ratings.
Ranging from 21,600 to 32,000 lbs of take-off thrust
(9608 to 14234 daN), the CFM56-5B is offered by CFMI
as the common power source for the entire Airbus A320
family.
EFFECTIVITY
TOC
INTRO
BASIC ENGINE
Page 18
Sep 04
CFM56-5B
TRAINING MANUAL
CFM56-5B8/P (21,600 lbs) 9,608 daN

CFM56-5B9/P (23,000 lbs) 10,230 daN
CFM56-5B5
(22,000 lbs)
CFM56-5B5/2 (22,000 lbs)
CFM56-5B5/P (22,000 lbs)
CFM56-5B5/2P (22,000 lbs)
CFM56-5B6
(23,500 lbs)
CFM56-5B6/2 (23,500 lbs)
CFM56-5B6/P (23,500 lbs)
CFM56-5B6/2P (23,500 lbs)
CFM56-5B7/P (27,000 lbs)
9,786 daN
9,786 daN
9,786 daN
9,786 daN
10,453 daN
10,453 daN
10,453 daN
10,453 daN
12,010 daN
CFM56-5B4
(27,000 lbs)
CFM56-5B4/2 (27,000 lbs)
CFM56-5B4/P (27,000 lbs)
CFM56-5B4/2P (27,000 lbs)
12,010 daN
12,010 daN
12,010 daN
12,010 daN
CFM56-5B1
(30,000 lbs)
CFM56-5B1/2 (30,000 lbs)
CFM56-5B1/P (30,000 lbs)
CFM56-5B1/2P (30,000 lbs)
CFM56-5B2
(31,000 lbs)
CFM56-5B2/2 (31,000 lbs)
CFM56-5B2/P (31,000 lbs)
CFM56-5B2/2P (31,000 lbs)
CFM56-5B3/P (32,000 lbs)
CFM56-5B3/2P (32,000 lbs)
13,344 daN
13,344 daN
13,344 daN
13,344 daN
13,789 daN
13,789 daN
13,789 daN
13,789 daN
14,234 daN
14,234 daN
CTC-214-002-02
CFM56-5B FOR AIRBUS APPLICATIONS
EFFECTIVITY
TOC
INTRO
BASIC ENGINE
Page 19
Sep 04
CFM56-5B
TRAINING MANUAL
CFM56-5B MAIN CHARACTERISTICS

Type of engine
Turbo fan
Performance (*figures depend on engine model)
Arrangement
Two spool axial flow
- Take-off thrust (SLS)
Rotation
Clockwise (ALF)
21,600 - 32,000 lbs

(9,608 - 14,234 daN)
- Take-off flat rated

Temperature F/C
*86/30 to 113/45
Compressors
- Low Pressure:
Fan
Booster
Stage 1
Stages 2 to 5
- Max climb thrust
*5630 to 6420 lbs
- High Pressure:
HP Compressor
- By-pass ratio
*5.4:1 to 6:1
Stages 1 to 9
- EGT red line
Non/P engines = 950C

/P engines = 940C
- 100% N1 (Low Pressure

Rotational Speed)
5000 rpm
- N1 speed limit (red line)
104%
Combustion chamber
Annular SAC (option DAC)
Turbines
- HP Turbine
- LP Turbine
Single stage
Four stages
Weight
2381 kg (5249 lbs)
14460 rpm
Overall dimensions
- Length
- Height
- Width
- 100% N2 (High Pressure

Rotational Speed)
2.94m (115.86 ins)

2.14m (83.65 ins)
1.97m (77.88 ins)
- N2 speed limit (red line)
105%
EFFECTIVITY
TOC
INTRO
BASIC ENGINE
Page 20
Sep 04
CFM56-5B
CFM56-5B
CTC-214-003-00
EFFECTIVITY
TOC
TRAINING MANUAL
INTRO
BASIC ENGINE
Page 21
Sep 04
CFM56-5B
TRAINING MANUAL
EFFECTIVITY
TOC
INTRO
BASIC ENGINE
Page 22
Sep 04
CFM56-5B
TRAINING MANUAL
ENGINE GENERAL
EFFECTIVITY
TOC
ENGINE
GENERAL
BASIC ENGINE
Page 23
Sep 04
CFM56-5B
TRAINING MANUAL
POWERPLANT PRESENTATION
The engine is attached to the wing pylon 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.
The cowling assembly consists of:
- The inlet cowl.
- The fan cowls.
- The thrust reverser cowls.
- The primary exhaust (primary nozzle and
centerbody).
EFFECTIVITY
TOC
ENGINE
GENERAL
BASIC ENGINE
Page 24
Sep 04
CFM56-5B
FWD MOUNT
TRAINING MANUAL
WING
AFT MOUNT
PYLON
AFT
MOUNT
CENTERBODY
RIGHT
THRUST REVERSER
"C" DUCT
RIGHT
FAN COWL
DOOR
PRIMARY
NOZZLE
ENGINE
BUILT
UNIT
THRUST
REVERSER
PIVOTING
DOORS
INLET
COWL
FWD
MOUNT
POWERPLANT PRESENTATION
CTC-214-154-00
EFFECTIVITY
TOC
LEFT
FAN COWL
DOOR
LEFT
THRUST
REVERSER
"C" DUCT
ENGINE
GENERAL
BASIC ENGINE
Page 25
Sep 04
CFM56-5B
TRAINING MANUAL
AIR SYSTEM INTRODUCTION

The air system of the CFM56-5B serves various
functions. The primary one is thrust delivery. Other
functions include:
- To provide a Bleed air supply to the aircraft.
- Variable geometry used to enhance engine
operation (VSV, VBV, and TBV).
- Clearance control (HPTCC and LPTCC).
- To provide cooling for Engine parts.
- To provide Damping of bearing forces.
- Re-introduction of air and hot gas.
- Sump pressurization and venting (see Oil system).
When all the air system functions are performed correctly,
the engine is more efficient. Power or thrust is obtained
with a lower fuel flow, so the EGT will be lower and result
in an increased life of the engine under the wing.
Specific fuel consumption and economic factors
(operating costs) are also enhanced.
EFFECTIVITY
TOC
ENGINE
GENERAL
BASIC ENGINE
Page 26
Sep 04
CFM56-5B
TRAINING MANUAL
VBV
HPTCC
LPTCC
TBV
THRUST
BLEEDS
BEARING FORCES
DAMPING
SUMP
PRESSURIZATION
VSV
COOLING
AIR SYSTEM INTRODUCTION
CTC-214-155-01
EFFECTIVITY
TOC
ENGINE
GENERAL
BASIC ENGINE
Page 27
Sep 04
CFM56-5B
TRAINING MANUAL
FUEL SYSTEM INTRODUCTION

The fuel is delivered by the Aircraft fuel management
system (ATA 28). The FADEC system receives the
aircraft and engine information such as the throttle
position or engine sensor values. The fuel is used in the
engine for combustion, and also for accessories power
source supply, and oil cooling.
Sensors provide aircraft information to the crew and the
maintenance systems.
EFFECTIVITY
TOC
ENGINE
GENERAL
BASIC ENGINE
Page 28
Sep 04
CFM56-5B
TRAINING MANUAL
FRV
FUEL
MANIFOLDS
FUEL
SUPPLY
LINE
FUEL PUMP
HMU
FUEL FLOW
TRANSMITTER
FUEL SYSTEM INTRODUCTION
CTC-214-156-00
EFFECTIVITY
TOC
ENGINE
GENERAL
BASIC ENGINE
Page 29
Sep 04
CFM56-5B
TRAINING MANUAL
OIL SYSTEM INTRODUCTION

The oil system comprises three circuits:
- The supply circuit provides oil from the oil tank to
the engine sumps for lubrication of bearings and
gears.
- The scavenge circuit provides the oil return to the
tank, passing through the lube unit and heat
exchangers.
- The venting circuit ensures sealing of the sumps.
Sensors provide information to the crew and to aircraft
maintenance systems.
These sensors include temperature and pressure
sensors, and particle filters (used for maintenance
purposes).
EFFECTIVITY
TOC
ENGINE
GENERAL
BASIC ENGINE
Page 30
Sep 04
CFM56-5B
TRAINING MANUAL
SENSOR
OIL TANK
REAR SUMP
(INSIDE THE
ENGINE)
LUBE
UNIT
FORWARD SUMP
(INSIDE THE ENGINE)
AGB
OIL SYSTEM INTRODUCTION
CTC-214-157-00
EFFECTIVITY
TOC
ENGINE
GENERAL
BASIC ENGINE
Page 31
Sep 04
CFM56-5B
TRAINING MANUAL
ENGINE GENERAL CONCEPT

The CFM56-5B engine is a high by-pass, dual rotor, axial
flow, advanced technology turbofan. It is supported by
the wing pylon and streamlined by cowlings.
Air is sucked into the intake by the fan blades and split
into two flow paths, the Primary and the Secondary.
The primary airflow passes through the inner portion of
the fan blades and is directed into a booster (LPC).
The flow path then enters a High Pressure Compressor
(HPC) and goes to a combustor. Mixed with fuel and
ignited, the gas flow provides energy to a High Pressure
Turbine (HPT) and a Low Pressure Turbine (LPT).
The secondary airflow passes through the outer portion
of the fan blades, the Outlet Guide Vanes (OGVs) and
exits through the nacelle discharge duct, producing
approximately 80 % of the total thrust. It also plays a role
in the thrust reverser system.
At static take-off power, the engine by-pass ratio is
between 5.4:1 and 6:1, depending on the engine model,
which means that the secondary airflow takes in between
5.4 and 6 times more air than the primary airflow.
EFFECTIVITY
TOC
ENGINE
GENERAL
BASIC ENGINE
Page 32
Sep 04
CFM56-5B
TRAINING MANUAL
SECONDARY FLOW
PRIMARY FLOW
THRUST
REVERSER
DESIGN AND OPERATION
CTC-214-004-02
EFFECTIVITY
TOC
ENGINE
GENERAL
BASIC ENGINE
Page 33
Sep 04
CFM56-5B
TRAINING MANUAL

The CFM56-5B engine uses a maintenance concept
called On Condition Maintenance. This means that
the engine has no periodic overhaul schedules and can
remain installed under the wing until something important
occurs, or when lifetime limits of parts are reached.
For this reason, to monitor and maintain the health of the
engine, different tools are available, which are:
- Engine vibration monitoring system: sensors

located in various positions in the engine, send
vibration values to the on-board monitoring
system. When vibration values are excessive,
the data recorded can be used to take remedial
balancing action.
- 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
TOC
ENGINE
GENERAL
BASIC ENGINE
Page 34
Sep 04
CFM56-5B
TRAINING MANUAL
VIBRATION
MONITORING
TREND MONITORING
BORESCOPE
INSPECTION
LUBE PARTICLE ANALYSIS
CONDITION MONITORING
CTC-214-005-03
EFFECTIVITY
TOC
ENGINE
GENERAL
BASIC ENGINE
Page 35
Sep 04
CFM56-5B
TRAINING MANUAL
LIFE-LIMITED PARTS
Airworthiness limitations (ATA Chapter 05) determine
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
TOC
ENGINE
GENERAL
BASIC ENGINE
Page 36
Sep 04
CFM56-5B
FAN MODULE
LPT MODULE
CORE MODULE
LIFE - LIMITED PARTS
CTC-214-158-01
EFFECTIVITY
TOC
TRAINING MANUAL
ENGINE
GENERAL
BASIC ENGINE
Page 37
Sep 04
CFM56-5B
TRAINING MANUAL

The CFM56-5B engine consists of two independent
rotating systems:
- The low pressure system rotational speed is
designated N1.
- The high pressure system rotational speed is
designated N2.
The engine rotors are supported by 5 bearings, identified
in manuals as numbers 1 thru 5, where No 1 is the most
forward and No 5 the most aft. These bearings are
housed in 2 dry sump cavities provided by the fan and
turbine frames.
Engine structural rigidity is obtained with short lengths
between two main structures (frames).
The accessory drive system uses energy from the high
pressure compressor rotor to drive the engine and aircraft
accessories. It also plays a major role in starting.
EFFECTIVITY
TOC
ENGINE
GENERAL
BASIC ENGINE
Page 38
Sep 04
CFM56-5B
TRAINING MANUAL
5 BEARINGS
ACCESSORY
DRIVE SYSTEM
LP SYSTEM
N1 SPEED = 5000 rpm (at 100 percent)
2 FRAMES
HP SYSTEM
N2 SPEED = 14460 rpm (at 100 percent)
2 SUMPS
ENGINE ROTATING SYSTEMS
CTC-214-006-02
EFFECTIVITY
TOC
ENGINE
GENERAL
BASIC ENGINE
Page 39
Sep 04
CFM56-5B
TRAINING MANUAL

Main Engine Bearings
The engine contains five main bearings, which support
the rotors.
There are two types of bearings:
- Ball bearings, which absorb axial and radial loads.
- Roller bearings, which absorb only radial loads.
Bearings need permanent oil lubrication, so they are
located in the two dry sump cavities, which are pressure
sealed.
- The forward sump cavity houses No 1, No 2 and No 3
bearings:
- No 1 and No 2 bearings hold the fan shaft.
- No 3 bearing holds the front of the HP shaft.
- The rear sump cavity houses No 4 and No 5 bearings:
- No 4 bearing holds the rear of the HP shaft.
- No 5 bearing holds the rear of the LPT shaft.
EFFECTIVITY
TOC
ENGINE
GENERAL
BASIC ENGINE
Page 40
Sep 04
CFM56-5B
TRAINING MANUAL
TURBINE FRAME
FAN FRAME
REAR SUMP
FORWARD
SUMP
No 1
BEARING
(BALL)
No 2
BEARING
(ROLLER)
No 3
BEARING
(BALL)
FAN SHAFT
LP SHAFT
No 4
BEARING
(ROLLER)
No 5
BEARING
(ROLLER)
HP SHAFT
MAIN ENGINE BEARINGS
CTC-214-007-02
EFFECTIVITY
TOC
No 3
BEARING
(ROLLER)
ENGINE
GENERAL
BASIC ENGINE
Page 41
Sep 04
CFM56-5B
TRAINING MANUAL

The CFM56-5B is a modular concept design engine. It
has 17 different modules that are enclosed within three
major modules and an accessory drive module.
The 3 Major Modules are:
- The Fan Major Module.
- The Core Engine Major Module.
- The Low Pressure Turbine Major Module.
EFFECTIVITY
TOC
ENGINE
GENERAL
BASIC ENGINE
Page 42
Sep 04
CFM56-5B
TRAINING MANUAL
CORE ENGINE
MAJOR MODULE
FAN MAJOR
MODULE
LOW PRESSURE TURBINE

MAJOR MODULE
ACCESSORY DRIVE
MODULE
MODULAR DESIGN
CTC-214-008-02
EFFECTIVITY
TOC
ENGINE
GENERAL
BASIC ENGINE
Page 43
Sep 04
CFM56-5B
TRAINING MANUAL
EFFECTIVITY
TOC
ENGINE
GENERAL
BASIC ENGINE
Page 44
Sep 04
CFM56-5B
TRAINING MANUAL
FAN MAJOR MODULE
EFFECTIVITY
TOC
FAN MAJOR
MODULE
BASIC ENGINE
Page 45
Sep 04
CFM56-5B
TRAINING MANUAL
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 the primary and secondary airflows.
- 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
TOC
FAN MAJOR
MODULE
BASIC ENGINE
Page 46
Sep 04
CFM56-5B
GENERATES
PRIMARY AND
SECONDARY
AIR FLOWS
STRUCTURAL
RIGIDITY IN
FRONT SECTION
TRAINING MANUAL
CONTAINMENT
OF ENGINE FRONT
SECTION MAJOR
DETERIORATION
FAN SECTION
NOISE
REDUCTION
ENCLOSES
FAN STAGE AND
LP COMPRESSOR
STAGES
ATTACHMENT FOR
GEARBOXES, ENGINE/
NACELLE EQUIPMENT
ENGINE/PYLON
FRONT SECTION
ATTACHMENT
ATTACHMENT FOR
CORE ENGINE
FAN MAJOR MODULE PURPOSES
CTC-214-009-01
EFFECTIVITY
TOC
FAN MAJOR
MODULE
BASIC ENGINE
Page 47
Sep 04
CFM56-5B
TRAINING MANUAL
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
TOC
FAN MAJOR
MODULE
BASIC ENGINE
Page 48
Sep 04
CFM56-5B
TRAINING MANUAL
FAN FRAME
MODULE
FAN AND
BOOSTER
MODULE
INLET GEARBOX
AND No 3 BEARING
No 1 AND No 2
BEARING SUPPORT
MODULE
FAN MAJOR MODULE
CTC-214-010-02
EFFECTIVITY
TOC
FAN MAJOR
MODULE
BASIC ENGINE
Page 49
Sep 04
CFM56-5B
TRAINING MANUAL
EFFECTIVITY
TOC
FAN MAJOR
MODULE
BASIC ENGINE
Page 50
Sep 04
CFM56-5B
TRAINING MANUAL
FAN AND BOOSTER
EFFECTIVITY
TOC
FAN AND
BOOSTER
BASIC ENGINE
Page 51
Sep 04
CFM56-5B
TRAINING MANUAL
FAN AND BOOSTER

The purposes of the fan and booster are :
- To accelerate air overboard to generate thrust.
- To increase the pressure of the air directed to the
High Pressure Compressor (HPC).
After entering the air inlet cowl, the total engine airflow
passes through the fan rotor, which increases the airs
kinetic energy.
Most of the airflow is ducted overboard producing
approximately 80% of the total thrust. The remainder
is directed through the booster, where it is pressurized
before entering the HPC.
EFFECTIVITY
TOC
FAN AND
BOOSTER
BASIC ENGINE
Page 52
Sep 04
CFM56-5B
TRAINING MANUAL
AIR INLET COWL
FAN SECTION MODULE
SECONDARY AIRFLOW
PRIMARY AIRFLOW
FAN AND BOOSTER MODULE
CTC-214-011-02
EFFECTIVITY
TOC
FAN AND
BOOSTER
BASIC ENGINE
Page 53
Sep 04
CFM56-5B
TRAINING MANUAL
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 four stage axial booster.
Its rotating assembly is mounted on the fan shaft and its
fixed assembly is secured to the fan frame.
EFFECTIVITY
TOC
FAN AND
BOOSTER
BASIC ENGINE
Page 54
Sep 04
CFM56-5B
TRAINING MANUAL
FAN ROTOR
BOOSTER
SPINNER
REAR CONE
SPINNER
FRONT CONE
FAN AND BOOSTER DESIGN
CTC-214-012-01
EFFECTIVITY
TOC
FAN AND
BOOSTER
BASIC ENGINE
Page 55
Sep 04
CFM56-5B
TRAINING MANUAL

Spinner front cone
The spinner front cone is designed to minimize ice buildup.
It is at the front of the engine and is a hollow coneshaped structure, which is attached on its rear flange to
the spinner rear cone. The attachment is an interference
fitting.
Older versions could be made of either a composite
material or aluminum alloy. In the case of aluminum alloy
cones, an extra 6 washers must be installed. New version
spinner front cones will only be made of aluminum.
The rear flange has 6 mounting screw locations and 3
threaded inserts, located every 120, for installation of
jackscrews used in removal procedures.
An offset hole, identified by an indent mark, ensures
correct installation and centering onto the rear cone front
flange.
EFFECTIVITY
TOC
FAN AND
BOOSTER
BASIC ENGINE
Page 56
Sep 04
CFM56-5B
6 MOUNTING
SCREW LOCATIONS
OFFSET
HOLE
INDENT
MARK
TRAINING MANUAL
MOUNTING
SCREW
3 JACKSCREW
LOCATIONS
SPINNER FRONT CONE
CTC-214-013-01
EFFECTIVITY
TOC
FAN AND
BOOSTER
BASIC ENGINE
Page 57
Sep 04
CFM56-5B
TRAINING MANUAL

Spinner rear cone
The rear cone prevents axial disengagement of
spacers used in the fan blade retention system and
accommodates balancing screws used in fan trim and
static balance procedures.
Inspite of its name, the spinner rear cone is not really a
cone. It is a hollow elliptical structure that is mounted on
interference fit flanges between the spinner front cone
and the fan disk.
Both front and rear flanges have an offset hole to ensure

correct installation and they are identified by indent
marks. On the front flange of the rear cone, the indent
mark is next to the offset hole. The other indent mark is
on the outer rim of the rear cone, facing fan blade No 1.
The rear cone also has an integrated air seal that is glued
to its inner rear flange.
It is made of aluminium alloy and protected by sulfuric

anodization.
The front flange has 6 line replaceable, crimped, selflocking nuts.
The inner rear flange has 12 mounting screw holes for
installation onto the fan disk and there are a further 6
threaded holes for the installation of jackscrews used in
rear cone removal procedures.
EFFECTIVITY
TOC
FAN AND
BOOSTER
BASIC ENGINE
Page 58
Sep 04
CFM56-5B
TRAINING MANUAL
FAN BLADE
FAN DISK
FRONT
SPINNER
OFFSET HOLE
AT 12 O'CLOCK
CRIMPED
SELF-LOCKING NUTS
INTERFERENCE
FIT
INTERFERENCE
FIT
12 MOUNTING
SCREW HOLES
JACKSCREW HOLE
REAR CONE
CTC-214-014-01
EFFECTIVITY
TOC
REAR FLANGE
FAN AND
BOOSTER
BASIC ENGINE
Page 59
Sep 04
CFM56-5B
TRAINING MANUAL

Spinner rear cone (continued)
Balance procedures use various weights which are in the
form of balancing screws installed on the rear cone outer
diameter.
The balancing screws are used in two cases :
- Fan static balance following fan blade replacement,
for example after FOD.
- Fan trim balance, when vibration levels are higher
than the limits.
There are two sets of balancing screws available and the
screws in each set are identified as either P01 to P07 or,
P08 to P14. The numbers, which are engraved on the
screw heads, are equivalent to various weights.
There are 36 threaded inserts on the outer rim of the rear
flange which accommodate the balance screws
EFFECTIVITY
TOC
FAN AND
BOOSTER
BASIC ENGINE
Page 60
Sep 04
CFM56-5B
TRAINING MANUAL
FAN BLADE
FAN
BLADE
INDENT
MARK
BALANCING
SCREW
SPACER
FAN DISK
SPINNER
REAR CONE
CTC-214-015-02
REAR CONE BALANCE PROCEDURES
EFFECTIVITY
TOC
FAN AND
BOOSTER
BASIC ENGINE
Page 61
Sep 04
CFM56-5B
TRAINING MANUAL

Fan disk
The fan disk provides attachment for the fan shaft on its
inner rear flange and the disk outer rim retains the fan
blades.
The fan disk is a titanium alloy forging. The spinner rear
cone is attached to its outer front flange and its outer rear
flange is bolted to the booster rotor spool.
EFFECTIVITY
TOC
FAN AND
BOOSTER
BASIC ENGINE
Page 62
Sep 04
CFM56-5B
TRAINING MANUAL
BOOSTER ROTOR
SPOOL ATTACHMENT
FAN BLADE
RETAINING SLOT (36)
SPINNER REAR CONE

ATTACHMENT
INNER FLANGE FOR

ATTACHMENT OF
THE FAN SHAFT
FAN DISK
CTC-214-016-01
EFFECTIVITY
TOC
FAN AND
BOOSTER
BASIC ENGINE
Page 63
Sep 04
CFM56-5B
TRAINING MANUAL

Fan disk (continued)
The fan disk outer rim has 36 dovetail recesses for
installation of the fan blades.
Balance weights are riveted on the forward flange for
dynamic module balancing.
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
TOC
FAN AND
BOOSTER
BASIC ENGINE
Page 64
Sep 04
CFM56-5B
TRAINING MANUAL
SPHERICAL
IMPRINT
5
5
OFFSET HOLE
BALANCE WEIGHT
LOCATION
FAN DISK FRONT FLANGE
CTC-214-017-00
EFFECTIVITY
TOC
FAN AND
BOOSTER
BASIC ENGINE
Page 65
Sep 04
CFM56-5B
TRAINING MANUAL

Fan blades
The fan blades form the first stage of the Low Pressure
Compressor and accelerate the air entering the engine
through the air inlet cowls.
There are 36 titanium alloy, mid-span shrouded fan
blades.
Each blade has a dovetail base that slides into a recess
on the fan disk outer rim.
The fan blades are approximately 23 inches (0.58m)
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.
EFFECTIVITY
TOC
FAN AND
BOOSTER
BASIC ENGINE
Page 66
Sep 04
CFM56-5B
TRAINING MANUAL
36 FAN BLADES
RETAINER LUG
DISK
SPACER
FAN BLADES
CTC-214-018-01
EFFECTIVITY
TOC
FAN AND
BOOSTER
BASIC ENGINE
Page 67
Sep 04
CFM56-5B
TRAINING MANUAL

Fan blades (continued)
Each blade has specific indications engraved on the
bottom of the root.
- Part number.
- Serial number.
- Momentum weight.
- Manufacturer code.
The fan blade root faces have an anti-friction plasma
coating (Cu-Ni-In) and a top coat of cured molybdenumbase film varnish, which acts as a lubricant.
Lubrication of blade roots is further improved by the
application of solid molybdenum-base lubricant before
installation on the fan disk.
The mid-span shroud contact surfaces have a tungstencarbide coating. They are also lubricated with solid
molybdenum-base lubricant at blade installation.
EFFECTIVITY
TOC
FAN AND
BOOSTER
BASIC ENGINE
Page 68
Sep 04
CFM56-5B
TRAINING MANUAL
MANUFACTURER CODE
MOMENTUM
WEIGHT
PART NUMBER
F0301 337-000-114-0
206740
F0491 J023493
EXAMPLE SPECIFIC
INDICATIONS
TUNGSTEN CARBIDE COATING
SERIAL NUMBER
SUB-CONTRACTOR
NUMBER
FAN BLADE
TUNGSTEN CARBIDE COATING
Cu-Ni-In COATING AND

MOLYBDENUM FILM
SPECIFIC
INDICATIONS
CTC-214-019-02
FAN BLADE ROOT AND MIDSPAN SHROUD
EFFECTIVITY
TOC
HARD COATING
SURFACE
FAN AND
BOOSTER
BASIC ENGINE
Page 69
Sep 04
CFM56-5B
TRAINING MANUAL

Booster rotor
The booster rotor accelerates the air as it passes from
stage to stage.
The 4-stage booster rotor consists of a booster spool,
forged and machined from titanium alloy, that is cantilever
mounted on the rear of the fan disk.
The inner front flange acts as a stop for the fan blades.
The four stages of blades are numbered 2 to 5 (the first
stage of the Low Pressure Compressor is the fan blade).
Stage 2 has 64 blades, stages 3 and 4 have 70 blades
each and stage 5 has 68 blades.
Rotating air seals are machined, between each stage, on
the spool outer diameter.
The outer front flange is designed with a forward rotating
air seal.
EFFECTIVITY
TOC
FAN AND
BOOSTER
BASIC ENGINE
Page 70
Sep 04
CFM56-5B
TRAINING MANUAL
BOOSTER SPOOL
BOOSTER SPOOL
STG
3
STG
2
STG
4
STG
5
STG
1
DOVETAIL SLOT
ROTATING
AIR SEAL
MOUNTING
FLANGE
FAN DISK
BOOSTER ROTOR
CTC-214-020-03
EFFECTIVITY
TOC
FAN AND
BOOSTER
BASIC ENGINE
Page 71
Sep 04
CFM56-5B
TRAINING MANUAL

Booster rotor (continued)
The booster rotor blades are installed in circumferential
dovetail slots and serve, primarily, to supercharge the
high pressure compressor.
Each stage has a loading slot and two smaller slots to
position locking lugs. The dovetail roots of the blades
are placed into the loading slot and moved around until
the stage is full. Four of the blades have a cut-out to
accommodate the locking lugs.
The locking lugs ensure the blades are retained and
prevented from rotating in the slot. They are shifted 90
from one stage to the other to ensure first static balancing
of the booster.
Correction weights can be installed in the stage 5 slot,
under the blade platforms, for rotor balancing purposes.
EFFECTIVITY
TOC
FAN AND
BOOSTER
BASIC ENGINE
Page 72
Sep 04
CFM56-5B
TRAINING MANUAL
LOADING SLOT
STEP 0
STEP 3
LOCKING
SLOTS
STEP 1
STEP 4
LOCKING
LUG
STEP 2
LOCKING
BLADES
BOOSTER BLADES
CTC-215-021-01
EFFECTIVITY
TOC
FAN AND
BOOSTER
BASIC ENGINE
Page 73
Sep 04
CFM56-5B
TRAINING MANUAL

Booster stator vane assembly
The stator vane assembly changes the air velocity into
pressure.
The stacked vane assemblies are cantilever mounted on
the fan frame front face.
The assembly is composed of 5 stages bolted together
and consists of stator vanes and inner and outer shrouds.
The outer shroud, depending on its assembly location, is
fitted with 1 or 2 mounting flanges at its ends.
A splitter fairing, installed on the outer shroud of stage 1,
separates the Primary and Secondary airflows.
The outer shroud rear flange of the stage 5 vane
assembly is bolted to the front face of the fan frame.
The inner shroud rear flange of the stage 5 vane is
rabbeted to form an interference fit with a corresponding
flange on the fan frame.
EFFECTIVITY
TOC
FAN AND
BOOSTER
BASIC ENGINE
Page 74
Sep 04
CFM56-5B
TRAINING MANUAL
BOLTS
SPLITTER
FAIRING
OUTER
SHROUD
STAGE
5
VANE
INNER
SHROUD
FAN
FRAME
BOOSTER STATOR
ASSEMBLY
INTERFERENCE
FIT
CTC-214-022-01
BOOSTER STATOR VANE ASSEMBLY
EFFECTIVITY
TOC
FAN AND
BOOSTER
BASIC ENGINE
Page 75
Sep 04
CFM56-5B
TRAINING MANUAL

Booster stator vane assembly (continued)
Stator vane stages 1 and 5 are welded to the outer
shroud and bonded on the inner shroud by the
application of abradable material.
Stator vane stages 2 to 4 are individually bolted to the
outer shroud.
The inner shroud inner face is lined with abradable
material, which faces the rotating air seal machined on
the booster spool.
The outer shroud inner face also has abradable material,
which faces the tip of the rotor blades
Stage 1 has 100 vanes, stages 2 and 3 have 122 vanes
each, stage 4 has 116 vanes and stage 5 has 100 vanes.
EFFECTIVITY
TOC
FAN AND
BOOSTER
BASIC ENGINE
Page 76
Sep 04
CFM56-5B
TRAINING MANUAL
MOUNTING
FLANGE
OUTER
SHROUD
MOUNTING
FLANGE
VANES
1 AND 5
ABRADABLE
MATERIAL
BLADE
VANES
2 TO 4
ROTATING
AIR SEAL
INNER SHROUD WITH
ABRADABLE MATERIAL
BOOSTER VANE DESIGN
CTC-214-023-01
EFFECTIVITY
TOC
FAN AND
BOOSTER
BASIC ENGINE
Page 77
Sep 04
CFM56-5B
TRAINING MANUAL

Booster stator vane assembly - borescope
inspection
Visual assessment of the booster stage 1 vane assembly
and the leading edge of the stage 2 blades can be made
using a borescope fitted with a long 90 extension.
Two unplugged holes between the 3 and 4 oclock
positions are available to inspect the other booster
blades.
Inspection of stage 3 and 4 blades can be done through
borescope port S03 also using a long 90 extension.
Booster blade stage 5 can be inspected in the same way
through borescope port S05.
EFFECTIVITY
TOC
FAN AND
BOOSTER
BASIC ENGINE
Page 78
Sep 04
CFM56-5B
BORESCOPE VIEW
THROUGH THE
BOOSTER INLET
TRAINING MANUAL
FAN OUTLET GUIDE VANE
LONG RIGHT
ANGLE EXTENSION
FAN BLADE
2
S03
S05
BOOSTER INSPECTION HOLES
CTC-214-024-01
EFFECTIVITY
TOC
FAN AND
BOOSTER
BASIC ENGINE
Page 79
Sep 04
CFM56-5B
TRAINING MANUAL
EFFECTIVITY
TOC
FAN AND
BOOSTER
BASIC ENGINE
Page 80
Sep 04
CFM56-5B
TRAINING MANUAL
NO 1 AND NO 2 BEARING SUPPORT MODULE
EFFECTIVITY
TOC
NO 1 & 2 BEARING
SUPPORT MODULE Page 81
BASIC ENGINE
sep 04
CFM56-5B
TRAINING MANUAL
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.
- To receive torque from the LPT shaft.
It is bolted to the fan frame front face and its front flange
is attached to the fan disk.
EFFECTIVITY
TOC
NO 1 & 2 BEARING
BASIC ENGINE
Sep 04
CFM56-5B
TRAINING MANUAL
RECEIVE TORQUE
FROM LPT
SUPPORTS
ONE
VIBRATION
SENSOR
ENCLOSES
FRONT SECTION
OF FWD SUMP
PROVIDES FAN
SPEED INDICATION
DIRECTS
BEARING
LUBRICATION
SUPPORTS
FAN AND BOOSTER
CTC-214-025-03
No 1 AND No 2 BEARING SUPPORT PURPOSES
EFFECTIVITY
TOC
VENTS THE
FWD SUMP
NO 1 & 2 BEARING
BASIC ENGINE
Sep 04
CFM56-5B
TRAINING MANUAL

(CONTINUED)
The No 1 & 2 bearing support module takes up the loads
from the fan and booster rotor.
It consists of :
- The No 1 bearing support.
- The No 1 ball bearing.
- The No 2 bearing support.
- The No 2 roller bearing.
- The fan shaft with the rotating air/oil separator.
- A forward stationary air/oil seal.
- An oil manifold assembly.
- 5 external pipes.
EFFECTIVITY
TOC
NO 1 & 2 BEARING
BASIC ENGINE
Sep 04
CFM56-5B
TRAINING MANUAL
OIL MANIFOLD
ASSEMBLY
No 1 BRG
SUPPORT
No 2 BRG
SUPPORT
SUMP
PRESSURIZATION
TUBE (x3)
FORWARD
STATIONARY
AIR/OIL SEAL
No 2 ROLLER
BEARING
FAN SHAFT
OIL SCAVENGE
TUBE
No 1 BALL BEARING
CTC-214-026-02
No 1 AND No 2 BEARING SUPPORT MODULE
EFFECTIVITY
TOC
NO 1 & 2 BEARING
BASIC ENGINE
Sep 04
CFM56-5B
TRAINING MANUAL

(CONTINUED)
No 1 bearing support
The No 1 bearing support is a titanium casting.
The front flange of the support holds the No 1 ball
bearing and its rear outer flange is bolted to the fan frame
center hub.
The rear inner flange holds the No 2 bearing support.
The support front flange provides an attachment to the
No 1 bearing stationary air/oil seal and for the No 1
bearing vibration sensor.
The forward end of the bearing support has holes

which allow oil to flow into a cavity at the bottom of the
stationary air/oil seal structure.
A scavenge oil tube, at the 6 oclock position, connects
the forward end of the cavity with the forward sump
oil scavenge collector inside the fan frame hub. This
scavenge circuit is also necessary during nose down
attitudes, or high oil flow conditions, to prevent oil
accumulation.
The bottom rear of the casing has a series of holes to

allow the oil to flow into the forward sump scavenge oil
collector in the fan frame hub.
There is also a small orifice that drains residual oil,
through a coupling sleeve, into the scavenge oil collector.
EFFECTIVITY
TOC
NO 1 & 2 BEARING
BASIC ENGINE
Sep 04
CFM56-5B
TRAINING MANUAL
ENGINE AXIS
No 1 BEARING
SUPPORT
OIL DRAIN
TUBE
No 2 BEARING
SUPPORT
COUPLING SLEEVE
No 1 BEARING
SUPPORT
O-RING
No 1 BEARING SUPPORT
CTC-214-027-02
EFFECTIVITY
TOC
DRAIN ORIFICE
NO 1 & 2 BEARING
BASIC ENGINE
Sep 04
CFM56-5B
TRAINING MANUAL

(CONTINUED)
No 1 bearing or thrust bearing
The No 1 ball bearing is a thrust bearing which takes up
the axial and radial loads generated by the low pressure
rotor system.
Its one-piece outer race is installed on the bearing
support and retained with a nut, keywasher and retaining
ring.
An oil baffle, installed on the sleeve forward of the No 1

bearing, uses centrifugal force to prevent oil from flooding
the forward sump front oil seal. The baffle also acts as a
shim during bearing installation.
The inner race consists of two halves mounted on a

bearing sleeve and secured with a lock ring, retainer nut
(left-hand threads), keywasher and retaining ring.
The bearing sleeve forward outer diameter has two series
of sealing ribs to form the rotating element of the forward
sump front air/oil seal.
The sleeve forward bore has locating slots to lock onto
the shaft.
The rear of the center bore has circular and axial grooves
connecting to radial holes designed to supply lube oil to
the bearing inner race.
EFFECTIVITY
TOC
NO 1 & 2 BEARING
BASIC ENGINE
Sep 04
CFM56-5B
TRAINING MANUAL
No 1 BEARING
SUPPORT
FORWARD STATIONARY
AIR/OIL SEAL
ANTI ROTATION
LUGS
OUTER RACE
AND BALL
OIL SEAL
AIR SEAL
RACE
RETAINER NUTS
LOCATING SLOT
OIL BAFFLE
FAN SHAFT
BEARING
SLEEVE
INNER RACE
(2 HALVES)
No 1 BALL BEARING ASSY
CTC-214-028-02
EFFECTIVITY
TOC
NO 1 & 2 BEARING
BASIC ENGINE
Sep 04
CFM56-5B
TRAINING MANUAL

(CONTINUED)
No 2 bearing support
The No 2 bearing support is a steel alloy assembly.
Its front outer flange is bolted to the No 1 bearing support
rear inner flange.
Its front inner flange holds the No 2 bearing outer race.
There are a series of holes in the support to balance
internal pressures in the forward oil sump.
The support also accommodates a guide sleeve, at the
4 oclock position, for installation of the N1 speed sensor
probe. The guide sleeve position is adjusted with shims
at assembly.
There are holes, at the 9 oclock position, to supply oil to
the oil manifold assembly and for installation of the No 2
bearing oil nozzle.
EFFECTIVITY
TOC
NO 1 & 2 BEARING
BASIC ENGINE
Sep 04
CFM56-5B
TRAINING MANUAL
ENGINE AXIS
AIR PRESSURE
EQUALIZATION
HOLES
No 2 BEARING
SUPPORT
No 1 / No 2 BEARING OIL
COUPLING TUBE LOCATION
N1 SPEED
SENSOR SLEEVE
CTC-214-029-02
EFFECTIVITY
TOC
No 2 BEARING
SUPPORT
NO 1 & 2 BEARING
BASIC ENGINE
Sep 04
CFM56-5B
TRAINING MANUAL

(CONTINUED)
No 2 bearing assembly
The No 2 roller bearing takes up some of the radial loads
from the fan and booster rotor.
Its outer race is bolted to the No 2 bearing support.
Its inner race is installed on the fan shaft.
The No 2 bearing is locked axially in place on the fan
shaft by an air/oil retaining seal nut, a nut retainer and a
retaining ring.
The N1 speed sensor ring is located between the No 2
bearing inner race and the fan shaft.
The air/oil retaining seal nut has left-hand threads and is
mounted at the rear of the fan shaft.
Its outer diameter has sealing ribs to form the rotating
element of a sump pressurization seal.
EFFECTIVITY
TOC
NO 1 & 2 BEARING
BASIC ENGINE
Sep 04
CFM56-5B
TRAINING MANUAL
ENGINE AXIS
NUT RETAINER
RETAINING RING
No 2 BEARING INNER FACE
FAN SHAFT
N1 SPEED SENSOR
RING
RETAINING
SEAL NUT
No 2 ROLLER BEARING ASSY
CTC-214-030-03
EFFECTIVITY
TOC
NO 1 & 2 BEARING
BASIC ENGINE
Sep 04
CFM56-5B
TRAINING MANUAL

(CONTINUED)
The fan shaft
The fan shaft is made of nickel-cobalt alloy and is
supported by the No 1 & 2 bearings.
Its front flange is attached to the fan disk with crimped
self-locking nuts.
It has internal drive splines and an inner shoulder for
axial retention and mechanical coupling of the LPT shaft.
An air/oil separator is located on the fan shaft between
the No 1 & 2 bearings.
The fan shaft also provides a single annular position for
installation of the N1 speed sensor ring.
EFFECTIVITY
TOC
NO 1 & 2 BEARING
BASIC ENGINE
Sep 04
CFM56-5B
TRAINING MANUAL
N1 SPEED SENSOR
RING LOCATION
DRIVE SPLINES
ENGINE AXIS
AIR/OIL
SEPARATOR
LOCATION
INNER SHOULDER
CRIMPED
SELF-LOCKING NUT
FAN SHAFT
CTC-214-031-02
EFFECTIVITY
TOC
DRIVER
SPLINES
NO 1 & 2 BEARING
BASIC ENGINE
Sep 04
CFM56-5B
TRAINING MANUAL

(CONTINUED)
Air/oil separator
The air/oil separator uses centrifugal force to separate oil
particles from the air, which is then vented overboard.
It consists of a support ring, holding 12 sleeves, and is
held in position by a nut and keywasher.
Each sleeve has an integral restrictor slowing down the
air/oil mixture flowing out of the sump.
Oil vapors condense on the inner diameter of the sleeve
and are subjected to centrifugal force.
EFFECTIVITY
TOC
NO 1 & 2 BEARING
BASIC ENGINE
Sep 04
CFM56-5B
TRAINING MANUAL
OIL PARTICLES
SLEEVE (x12)
AIR VENTED OVERBOARD
SUPPORT RING
AIR/OIL SEPARATOR
CTC-214-032-01
EFFECTIVITY
TOC
NO 1 & 2 BEARING
BASIC ENGINE
Sep 04
CFM56-5B
TRAINING MANUAL

(CONTINUED)
N1 speed sensor ring
The N1 speed sensor ring provides pulses proportional to
the N1 speed.
The ring is made of magnetic metal AISI 9315
(16NCD13).
It has 2 offset lugs on its forward face which engage into
matching slots on the fan shaft, thus enabling a foolproof
single angular position.
The ring outer diameter has 30 teeth. A speed sensor
counts the teeth as the ring turns and this provides an
electrical signal that is proportional to the N1 speed.
One of the teeth is thicker than all the others and is
installed in the same angular position as fan blade No 1.
The thicker tooth generates a stronger pulse as it passes
the sensor and this is used as a phase reference in
engine vibration analysis.
EFFECTIVITY
TOC
NO 1 & 2 BEARING
BASIC ENGINE
Sep 04
CFM56-5B
TRAINING MANUAL
N1 SPEED
SENSOR
RING
THICKER
TOOTH
POSITIONING
LUG
N1 SPEED
SENSOR
N1 SPEED SENSOR RING
CTC-214-033-02
EFFECTIVITY
TOC
NO 1 & 2 BEARING
BASIC ENGINE
Sep 04
CFM56-5B
TRAINING MANUAL

(CONTINUED)
Forward stationary air/oil seal
The forward stationary air/oil seal limits the engine
forward sump at its front end and ducts air for seal
pressurization.
It is a composite or metallic (SB 72-358) aluminum alloy
material structure bolted to the No 1 bearing support front
flange.
Its forward end has two separate lands coated with
abradable material that surrounds sealing ribs on the
bearing sleeve. These ribs form the rotating element of
the forward sump front air/oil seal.
Space located between the seal inner and outer
skin is divided into 5 independent compartments for
pressurization, drainage and oil scavenge.
EFFECTIVITY
TOC
NO 1 & 2 BEARING
BASIC ENGINE
Sep 04
CFM56-5B
TRAINING MANUAL
SEAL PRESSURIZATION
COMPARTMENTS
OIL DRAINAGE
COMPARTMENT
ABRADABLE
MATERIAL LANDS
CTC-214-034-02
FORWARD STATIONARY AIR/OIL SEAL
EFFECTIVITY
TOC
OIL SCAVENGE
COMPARTMENT
NO 1 & 2 BEARING
BASIC ENGINE
Sep 04
CFM56-5B
TRAINING MANUAL

(CONTINUED)
Oil manifold assembly
The oil manifold assembly supplies oil from the fan frame
hub to the No 1 & 2 bearings.
The assembly is installed on the No 1 & 2 bearing
support and consists of :
- No 1 & 2 bearing oil tube assembly.
- A removable coupling tube.
- No 1 bearing manifold.
- No 2 bearing oil tube.
The No 1 bearing manifold is secured to the inner forward

end of the No 1 bearing support. It has two oil nozzles
and one end fitting which connects the manifold with the
forward end of the No 1 & 2 bearing oil tube assembly.
The No 2 bearing oil tube fits into the aft end of the No
1 & 2 bearing oil tube assembly and is routed through
the No 2 bearing support. It has one nozzle and this is
secured to the aft flange of the support.
The No 1 & 2 bearing oil tube assembly aft end is bolted

onto the front face of the No 1 bearing supports rear
inner flange, at the 9 oclock position.
The removable coupling tube is plugged into the oil tube
assembly aft end and forms the connection with the fan
frame hub oil supply circuit.
EFFECTIVITY
TOC
NO 1 & 2 BEARING
BASIC ENGINE
Sep 04
CFM56-5B
TRAINING MANUAL
No 2 BRG
OIL NOZZLE
No 1 BRG
OIL NOZZLES
OIL COUPLING
TUBE
OIL MANIFOLD
ASSEMBLY
CTC-214-035-01
BEARINGS LUBRICATION SYSTEM
EFFECTIVITY
TOC
NO 1 & 2 BEARING
BASIC ENGINE
Sep 04
CFM56-5B
TRAINING MANUAL

(CONTINUED)
No 1 ball bearing lubrication circuit
The No 1 bearing oil manifold has dual nozzles at
approximately the 9 oclock position. These nozzles direct
oil jets into a cavity formed by the fan shaft and the No 1
bearing inner race retaining nut.
The oil flows between the No 1 bearing sleeve and the
fan shaft and through holes drilled in the sleeve. The oil
then goes between the two halves of the inner race to
lubricate the bearing.
EFFECTIVITY
TOC
NO 1 & 2 BEARING
BASIC ENGINE
Sep 04
CFM56-5B
TRAINING MANUAL
No 1 BEARING
OIL NOZZLE (x2)
OIL FLOW
BEARING SLEEVE
FAN SHAFT
CTC-214-036-02
No 1 BALL BEARING LUBRICATION CIRCUIT
EFFECTIVITY
TOC
INNER RACE
RETAINING NUT
NO 1 & 2 BEARING
BASIC ENGINE
Sep 04
CFM56-5B
TRAINING MANUAL

(CONTINUED)
No 2 roller bearing lubrication circuit
The single nozzle No 2 bearing oil tube directs an oil jet
straight onto the rollers of the No 2 bearing.
EFFECTIVITY
TOC
NO 1 & 2 BEARING
BASIC ENGINE
Sep 04
CFM56-5B
TRAINING MANUAL
OIL
INLET
No 2 BEARING
OIL NOZZLE
CTC-214-037-01
No 2 ROLLER BEARING LUBRICATION CIRCUIT
EFFECTIVITY
TOC
NO 1 & 2 BEARING
BASIC ENGINE
Sep 04
CFM56-5B
TRAINING MANUAL

(CONTINUED)
External piping
Oil scavenge
The external piping consists of 5 tubes mounted

externally on the No 1 bearing support.
This tube connects to a compartment at the bottom of

the stationary air/oil seal structure. This compartment
is opened to the sump cavity at the rear of the No 1
bearing.
It is installed at the 6 oclock position.
Their purposes are :

- Sump pressurization.
- Oil drainage.
- Oil scavenge.
Sump pressurization
Three tubes direct booster discharge air to a cavity of the
stationary air/oil seal.
They are located at approximately the 3:30, 8:30 and 11:
30 clock positions.
There is a restrictor at the air inlet, to reduce the airflow.
Oil drainage
This tube connects to a compartment between the
air/oil seals at the lowest point. Any oil from the sump
that escapes through the seals is collected and drained
overboard.
It is located at approximately the 5 oclock position.
EFFECTIVITY
TOC
NO 1 & 2 BEARING
BASIC ENGINE
Sep 04
CFM56-5B
AIR PRESSURIZATION
TUBE (x3)
TRAINING MANUAL
AIR
FWD STATIONARY
AIR/OIL SEAL
FWD STATIONARY
AIR/OIL SEAL
AIR/OIL
OIL SCAVENGE
TUBE
OIL
DRAIN TUBE
EXTERNAL PIPING
CTC-214-038-02
EFFECTIVITY
TOC
NO 1 & 2 BEARING
BASIC ENGINE
Sep 04
CFM56-5B
TRAINING MANUAL
EFFECTIVITY
TOC
NO 1 & 2 BEARING
BASIC ENGINE
Sep 04
CFM56-5B
TRAINING MANUAL
FAN FRAME MODULE
EFFECTIVITY
TOC
FAN FRAME
MODULE
BASIC ENGINE
Page 111
Sep 04
CFM56-5B
TRAINING MANUAL
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
TOC
FAN FRAME
MODULE
BASIC ENGINE
Page 112
Sep 04
CFM56-5B
SUPPORTS
FAN INLET
COWL
SUPPORTS
ENGINE
ACCESSORIES
TRAINING MANUAL
ENCLOSES
FAN AND BOOSTER
TRANSMITS
POWER PLANT
THRUST TO
AIRCRAFT
PROVIDES
GROUND HANDLING
PROVISIONS
SUPPORTS
ENGINE ROTORS
MECHANICAL
LOADS
PROVIDES
DUCTING
FOR PRIMARY
AND SECONDARY
AIRFLOWS
PROVIDES A
CONNECTION
BETWEEN
GEARBOXES/CORE
ENGINE ROTOR
MINIMIZES
FAN AREA
NOISE LEVEL
CTC-214-039-02
FAN FRAME MODULE MAIN PURPOSES
EFFECTIVITY
TOC
FAN FRAME
MODULE
BASIC ENGINE
Page 113
Sep 04
CFM56-5B
TRAINING MANUAL
FAN FRAME MODULE (CONTINUED)

The fan frame module consists of the following major
assemblies :
- The fan upstream and downstream inlet cases.
- The fan Outlet Guide Vane (OGV) assembly.
- The fan frame.
- The radial drive shaft housing.
EFFECTIVITY
TOC
FAN FRAME
MODULE
BASIC ENGINE
Page 114
Sep 04
CFM56-5B
UPSTREAM
FAN INLET
CASE
TRAINING MANUAL
DOWNSTREAM
FAN INLET
CASE
FAN FRAME
FAN CASE
RADIAL DRIVE
SHAFT HOUSING
FAN OUTLET
GUIDE VANE
FAN FRAME MODULE
CTC-214-040-01
EFFECTIVITY
TOC
FAN FRAME
MODULE
BASIC ENGINE
Page 115
Sep 04
CFM56-5B
TRAINING MANUAL

The fan inlet case assembly
The main purposes of the fan inlet case are to provide :
- Attachment of the engine inlet cowl and the support
and transmission of attachment loads from this
point to the fan frame.
- Fan blade containment.
- Attachment points for acoustic panels.
- An abradable liner for the fan blade tips.
- A housing for the OGV assembly.
- AGB/TGB mount fittings and links.
The fan inlet case is a weldment structure and it is

attached to the fan frame outer front flange with bolts.
The outer surface has flanges and ribs to give more
strength to the case during engine operation and to
provide attachment for equipment brackets.
It also has 2 hoisting points, at the 2 and 10 oclock
positions, for ground handling purposes, 2 AGB
mounts and various other mounting devices for engine
equipment.
The fan inlet case is made up of two sections :
- The upstream fan inlet case.
- The downstream fan inlet case.
EFFECTIVITY
TOC
FAN FRAME
MODULE
BASIC ENGINE
Page 116
Sep 04
CFM56-5B
DOWNSTREAM
FAN INLET CASE
TRAINING MANUAL
MONTING FLANGE
UPSTREAM
FAN INLET CASE
FAN FRAME
OUTER FLANGES
OGV ASSEMBLY
ACOUSTICAL
PANELS
ABRADABLE LINER
AGB/TGB MOUNT
FWD
FAN INLET COWL
MOUNTING FLANGE
OUTER RIBS
FAN INLET CASE ASSEMBLY
CTC-214-041-02
EFFECTIVITY
TOC
FAN FRAME
MODULE
BASIC ENGINE
Page 117
Sep 04
CFM56-5B
TRAINING MANUAL

The upstream fan inlet case
The upstream fan inlet case is a weldment structure
made of steel alloy.
The case is bolted onto the downstream fan case front
flange.
Its inner surface houses 6 forward acoustic panels, 6
fan mid acoustic panels and also provides an abradable
shroud which faces the fan blade tips.
The downstream fan inlet case
The downstream inlet case is made of aluminium alloy.
It supports the upstream fan inlet case and is bolted on
the fan frame outer front flange.
Its inner surface houses 12 aft acoustic panels.
The downstream fan inlet case houses the OGV
assembly.
EFFECTIVITY
TOC
FAN FRAME
MODULE
BASIC ENGINE
Page 118
Sep 04
CFM56-5B
FAN AFT
ACOUSTICAL
PANELS
UPSTREAM
FAN INLET CASE
TRAINING MANUAL
DOWNSTREAM
FAN INLET CASE
FAN
FRAME
CASING
FAN FORWARD
ACOUSTICAL
PANELS
ABRADABLE
SHROUD
FAN MID
ACOUSTICAL
PANELS
FRONT ENGINE
MOUNT
OUTLET
GUIDE VANE
FAN INLET CASE DESIGN
CTC-214-043-02
EFFECTIVITY
TOC
FAN FRAME
MODULE
BASIC ENGINE
Page 119
Sep 04
CFM56-5B
TRAINING MANUAL

The Outlet Guide Vane (OGV)
The OGV assembly is housed in the downstream fan
inlet case and its purpose is to direct and smooth the
secondary airflow to increase thrust efficiency. It also
plays a role in noise reduction.
The assembly consists of the fan OGV inner shroud and
34 twin vanes, made of composite material with a metallic
leading edge.
There are 2 unplugged holes on the inner shroud,

between the 3 and 4 oclock positions, to enable
borescope inspection of the booster vane assemblies.
One is located between the OGVs at the stage 3 vane
assembly and the other at the stage 5 vane assembly.
The inner shroud rear flange is bolted to the fan frame

and its forward outer surface contains 34 apertures to
allow passage of the vane inner platforms.
The vane inner platforms are axially retained by the inner
face of the fan OGV inner shroud.
The vane outer platforms are bolted to the downstream
fan inlet case.
A splitter fairing, which separates the primary and
secondary airflows, is bolted onto the fan OGV inner
shroud forward flange.
EFFECTIVITY
TOC
FAN FRAME
MODULE
BASIC ENGINE
Page 120
Sep 04
CFM56-5B
UNPLUGGED
BORESCOPE
HOLE
OUTER
GUIDE
VANE
OGV
INNER
SHROUD
TRAINING MANUAL
UNPLUGGED
BORESCOPE
HOLE
OUTER
PLATFORM
S05
S0
OGV
SPLITTER
FAIRING
INNER
PLATFORM
FAN OUTLET GUIDE VANES
CTC-214-044-03
EFFECTIVITY
TOC
FAN FRAME
MODULE
BASIC ENGINE
Page 121
Sep 04
CFM56-5B
TRAINING MANUAL

The fan frame
The fan frame is the main forward structural component
of the engine. It is a weldment structure made of steel
alloy.
Some of its main purposes are :
- To take up loads from the fan and booster module,
through the No 1 & 2 bearing support, on its front
face.
- To provide mounting for the HPC and to take up the
loads, through the No 3 bearing support, on its
rear face.
- To take up loads from the T/R, through an adaptor
ring, on its rear inner and outer flanges.
- To provide attachment for the rear of the booster, on
its front flange.
- To provide the engine thrust to the pylon.
- Provides attachments for the forward engine
mounts, front handling trunnions and lifting points.
EFFECTIVITY
TOC
FAN FRAME
MODULE
BASIC ENGINE
Page 122
Sep 04
CFM56-5B
TRAINING MANUAL
THRUST REVERSER
LOAD TAKE-UP
ENGINE FORWARD
MOUNTS
PROVIDE THRUST
TO THE PYLON
BOOSTER MODULE
ATTACHMENT
HPC CASING
MOUNTING
No 1 AND No 2
BEARING SUPPORT
LOAD TAKE-UP
LOAD TAKE-UP
FAN FRAME MAIN PURPOSES
CTC-214-045-02
EFFECTIVITY
TOC
FAN FRAME
MODULE
BASIC ENGINE
Page 123
Sep 04
CFM56-5B
TRAINING MANUAL

The fan frame
The fan frame is made of concentric rings linked by 12
radial hollow struts that house various equipment and
lines.
It consists of :
- The outer case.
- The radial struts.
- The mid-box structure.
- The center hub.
The primary airflow from the booster delivery is ducted
to the HPC between the center hub and the mid-box
structure.
The secondary flow from the fan blade delivery is ducted
to the nacelle C ducts through the outer case and the
mid-box structure.
EFFECTIVITY
TOC
FAN FRAME
MODULE
BASIC ENGINE
Page 124
Sep 04
CFM56-5B
TRAINING MANUAL
OUTER CASE
SECONDARY
AIRFLOW
RADIAL
STRUTS
CENTER
HUB
PRIMARY
AIRFLOW
FORWARD
LOOKING
AFT
MID-BOX
STRUCTURE
FAN FRAME DESIGN
CTC-214-046-01
EFFECTIVITY
TOC
FAN FRAME
MODULE
BASIC ENGINE
Page 125
Sep 04
CFM56-5B
TRAINING MANUAL

The fan frame outer case
On the fan frame outer case surface are :
- 2 ground handling trunnions.
- The Transfer Gearbox (TGB) mounting pad, at the 6
oclock position.
- The engine data plate, at the 3 oclock position.
The outer case front flange supports and centers the
fan inlet case. Its rear flange accommodates the thrust
reverser adaptor ring.
The inner surface of the outer case is the outer wall of the
secondary airflow and is lined with acoustic panels.
EFFECTIVITY
TOC
FAN FRAME
MODULE
BASIC ENGINE
Page 126
Sep 04
CFM56-5B
T/R ADAPTOR
RINGS
TRAINING MANUAL
FAN INLET CASE

SECURING FLANGE
FRONT HANDLING
TRUNNION
1
TURBOREACTEUR
CFM56
DGAC AGREMENT
DE PRODUCTION N
N D'ORDRE
CONFIG
TURBOFAN
FAA TC N
FAA
PRODUCTION C N
SERIAL N
N C.T. DGAC
RATED TO MODEL CONFIGURATION IDENTIFIED BELOW

POUSSEE
POUSSEE
TAKE OFF
MAXI CONT N1
DECOL
MAXI CONT
THRUST
THRUST TRIM
(daN)
(daN)
(lb)
(lb)
IMSP.
CONTR
MFD BY
FAB PAR
COMPLY
ENGINE DATA
PLATE
SERV BUL
TGB
DATE
FAN FRAME OUTER CASE
CTC-214-047-02
EFFECTIVITY
TOC
FAN FRAME
MODULE
BASIC ENGINE
Page 127
Sep 04
CFM56-5B
TRAINING MANUAL

The radial struts
The radial struts give structural strength to the fan frame.
There are 12 hollow struts, numbered 1 to 12 in a
clockwise direction (ALF), where No 1 is at the 12 oclock
position.
In the primary flowpath and in the secondary flowpath,
the vertical and horizontal struts (Nos 1, 4, 7 and 10)
have a wider cross section; all the other struts have a
narrow cross section to reduce drag losses.
All the others have the same narrow cross section as in
the primary airflow.
The hollow radial struts provide passages for the
following equipment :
- The No 1 bearing vibration sensor cable (strut No 4).
- The N1 speed sensor and the forward sump oil drain
(strut No 6).
- The TGB radial drive shaft and scavenge tube (strut
No 7).
- The forward sump oil supply tube (strut No 10).
EFFECTIVITY
TOC
FAN FRAME
MODULE
BASIC ENGINE
Page 128
Sep 04
CFM56-5B
TRAINING MANUAL
AFT LOOKING FORWARD
MID BOX STRUCTURE
PRIMARY
AIRFLOW
1
12
SECONDARY
AIRFLOW
11
No 1 BEARING
VIBRATION
SENSOR CABLE
STRUT
4
10
FORWARD
SUMP OIL
SUPPLY TUBE
OUTER
CASING
9
HUB
6
7
N1 SPEED SENSOR
AND DRAIN CAVITY
OUTER RADIAL DRIVE

SHAFT HOUSING AND
OIL SCAVENGE TUBE
FAN FRAME RADIAL STRUTS
CTC-214-048-03
EFFECTIVITY
TOC
FAN FRAME
MODULE
BASIC ENGINE
Page 129
Sep 04
CFM56-5B
TRAINING MANUAL

The mid-box structure
The mid-box structure is located between the primary and
secondary airflows.
The structure incorporates 12 struts extending down to
the center hub outer surface.
The compartments formed between the adjacent struts,
house eleven variable bleed valves (VBVs) and one
master VBV, which is located between struts 10 and 11.
NOTE :
Slides are installed in the mid-box structure that direct
primary air to fan duct panels installed between the
struts. The panels have a series of deflectors, to redirect
the primary air into the secondary airflow when the VBV
doors are opened.
When the VBV doors are closed, the primary airflow is
ducted between the mid-box structure and the fan frame
center hub.
The T2.5 sensor is housed in the mid-box structure

between struts 6 and 7.
The forward face outer flange of the mid-box structure
accommodates the OGV inner shroud assembly.
The forward face inner flange of the mid-box structure
attaches the booster stator flange.
The rear face inner flange of the mid-box structure is
connected to the HPC casing.
The rear face of the mid-box structure is also connected
to the front engine mount (upper part).
EFFECTIVITY
TOC
FAN FRAME
MODULE
BASIC ENGINE
Page 130
Sep 04
CFM56-5B
TRAINING MANUAL
STRUT 11
STRUT 10
VBV COMPARTMENTS
SECONDARY
AIRFLOW
PRIMARY
AIRFLOW
AFT
LOOKING
FORWARD
MID-BOX STRUCTURE
MID-BOX STRUCTURE
CTC-214-050-03
EFFECTIVITY
TOC
FAN FRAME
MODULE
BASIC ENGINE
Page 131
Sep 04
CFM56-5B
TRAINING MANUAL

The center hub
The center hub front face has threaded holes for bolts,
which hold the No 1 & 2 bearing support.
The rear face holds the Inlet Gearbox (IGB), No 3 bearing
assembly and the rear stationary air/oil seal.
The stationary air/oil seal, together with its pressurization
air supply ring, forms the rear limit of the forward sump.
The center hub has various apertures for the passage of
bleed air.
On its front face, there are 3 air tappings which supply
booster delivery air to the pressurizing air tubes for the
forward stationary air/oil seal.
On its outer wall, there are 4 air tappings which supply
booster delivery air to the mid-sump pressurization seals.
EFFECTIVITY
TOC
FAN FRAME
MODULE
BASIC ENGINE
Page 132
Sep 04
CFM56-5B
TRAINING MANUAL
BOOSTER AIR TAPPINGS

TO FWD STATIONARY
AIR/OIL SEAL (3)
REAR
STATIONARY
AIR/OIL SEAL
BOOSTER AIR TAPPINGS

TO MID-SUMP
PRESSURIZATION SEAL (4)
FORWARD STATIONARY
AIR/OIL SEAL
FAN FRAME CENTER HUB
CTC-214-052-02
EFFECTIVITY
TOC
FAN FRAME
MODULE
BASIC ENGINE
Page 133
Sep 04
CFM56-5B
TRAINING MANUAL

The radial drive shaft housing
Strut No 7, at the 6 oclock position, contains both the
forward sump scavenge tube and the Radial Drive Shaft
(RDS) housing.
The RDS housing is a two piece assembly, made up of
inner and outer housings, that is installed alongside the
oil scavenge tube.
The inner and outer housings are tubes fitted together
with O-rings.
The inner housing has a rabbet diameter, which is
bonded to the strut and must be heated in order to
remove it from the strut.
The RDS is the mechanical rotating link between the Inlet
Gearbox (IGB) and the Transfer Gearbox (TGB).
At the shafts center there is a mid-length roller bearing.
The outer race of the bearing is the outer housing inner
diameter.
EFFECTIVITY
TOC
FAN FRAME
MODULE
BASIC ENGINE
Page 134
Sep 04
CFM56-5B
TRAINING MANUAL
RADIAL DRIVE SHAFT
INNER RADIAL DRIVE

SHAFT HOUSING
FAN FRAME
THICK STRUT
(6 O'CLOCK)
OIL SCAVENGE TUBE

SHAFT
MID-LENGTH
ROLLER
BEARING
OUTER RADIAL
SHAFT HOUSING
RADIAL DRIVE SHAFT HOUSING
CTC-214-053-01
EFFECTIVITY
TOC
FAN FRAME
MODULE
BASIC ENGINE
Page 135
Sep 04
CFM56-5B
TRAINING MANUAL
EFFECTIVITY
TOC
FAN FRAME
MODULE
BASIC ENGINE
Page 136
Sep 04
CFM56-5B
TRAINING MANUAL
CORE ENGINE MAJOR MODULE
EFFECTIVITY
TOC
CORE ENGINE
MAJOR MODULE
BASIC ENGINE
Page 137
Sep 04
CFM56-5B
TRAINING MANUAL

The core engine is a high pressure, high speed, gas
generator that produces the power to drive the engine.
Fan discharge air is compressed in the High Pressure
Compressor (HPC), heated and expanded in the
combustion chamber. It is then directed by the High
Pressure Turbine (HPT) nozzles onto the HPT rotor.
Energy not extracted from the gas stream by the HPT
rotor is used to drive the Low Pressure Turbine (LPT), fan
rotors and booster.
In running conditions, the core engine also provides a
torque to drive the accessories installed on the AGB.
During engine start an Air Starter drives the core engine
through the accessory drive system.
The core engine consists of the following :

The HPC.
- HPC rotor.
- HPC front stator.
- HPC rear stator.
The combustion section.
- Combustor casing.
- Combustion chamber.
The HPT.
- HPT nozzle.
- HPT rotor.
- HPT shroud & Stage 1 LPT nozzle.
The forward end of the core is supported by the No 3 ball

and roller bearings, located in the Fan Major Module.
The aft end is supported by the No 4 roller bearing,
located in the LPT Major Module.
EFFECTIVITY
TOC
CORE ENGINE
MAJOR MODULE
BASIC ENGINE
Page 138
Sep 04
CFM56-5B
TRAINING MANUAL
COMBUSTION
CASE
HIGH PRESSURE
COMPRESSOR STATOR
COMBUSTOR
HIGH PRESSURE
TURBINE NOZZLES
FUEL NOZZLES
HPC STATOR
HIGH PRESSURE
TURBINE SHROUDS
STAGE 1 LPT
NOZZLES
HIGH PRESSURE
COMPRESSOR ROTOR
IGB & No 3 BEARING

No 4 BEARING
HPC
ROTOR
HIGH PRESSURE
TURBINE ROTOR
AIR DUCT
CTC-214-071-02
EFFECTIVITY
TOC
CORE ENGINE
MAJOR MODULE
BASIC ENGINE
Page 139
Sep 04
CFM56-5B
TRAINING MANUAL
EFFECTIVITY
TOC
CORE ENGINE
MAJOR MODULE
BASIC ENGINE
Page 140
Sep 04
CFM56-5B
TRAINING MANUAL
HIGH PRESSURE COMPRESSOR
EFFECTIVITY
TOC
HIGH PRESSURE
COMPRESSOR
BASIC ENGINE
Page 141
Sep 04
CFM56-5B
TRAINING MANUAL
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
TOC
HIGH PRESSURE
COMPRESSOR
BASIC ENGINE
Page 142
Sep 04
CFM56-5B
TRAINING MANUAL
HIGH PRESSURE
COMPRESSOR FRONT STATOR
HIGH PRESSURE COMPRESSOR
REAR STATOR
HIGH PRESSURE
COMPRESSOR
4th. STAGE
BLEED AIR
9th. STAGE
BLEED AIR
HP COMPRESSOR SECTION
CTC-214-072-02
EFFECTIVITY
TOC
5th. STAGE
BLEED AIR
HIGH PRESSURE
COMPRESSOR
BASIC ENGINE
Page 143
Sep 04
CFM56-5B
TRAINING MANUAL
EFFECTIVITY
TOC
HIGH PRESSURE
COMPRESSOR
BASIC ENGINE
Page 144
Sep 04
CFM56-5B
TRAINING MANUAL
COMPRESSOR ROTOR
EFFECTIVITY
TOC
COMPRESSOR
ROTOR
BASIC ENGINE
Page 145
Sep 04
CFM56-5B
TRAINING MANUAL
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
TOC
COMPRESSOR
ROTOR
BASIC ENGINE
Page 146
Sep 04
CFM56-5B
TRAINING MANUAL
REAR ROTATING
(CDP) AIR SEAL
FRONT SHAFT
SUPPORTED BY
THE No 3 BEARING
HPT
FRONT SHAFT
HP COMPRESSOR ROTOR
CTC-214-073-02
EFFECTIVITY
TOC
COMPRESSOR
ROTOR
BASIC ENGINE
Page 147
Sep 04
CFM56-5B
TRAINING MANUAL
THE HIGH PRESSURE COMPRESSOR (CONTINUED)

The compressor rotor (continued)
The HPC rotor is a 9-stage, axial flow, high speed, spooldisk structure.
The rotor has 5 major parts :
- The rotor shaft.
- The stage 1-2 spool.
- The stage 3 disk.
- The stage 4-9 spool.
- The rear rotating (CDP) air seal.
The rotor shaft, disk, and spools connect at a singlebolted joint to form a smooth, rigit unit.
The flange of the HPC rotor shaft is bolted between the
1-2 spool and the stage 3 disk.
EFFECTIVITY
TOC
COMPRESSOR
ROTOR
BASIC ENGINE
Page 148
Sep 04
CFM56-5B
TRAINING MANUAL
STAGE 4-9 SPOOL

STAGE 3 DISK
REAR ROTATING
(CDP) AIR SEAL
STAGE 1-2
SPOOL
STAGE 4-9 SPOOL
STAGE 1-2 SPOOL
ROTOR
SHAFT
STAGE 1
BLADES
STAGE 9
BLADES
STAGE 3 DISK
HPC ROTOR SHAFT
CTC-214-074-02
HP COMPRESSOR ROTOR DESIGN
EFFECTIVITY
TOC
REAR ROTATING
(CDP) AIR SEAL
COMPRESSOR
ROTOR
BASIC ENGINE
Page 149
Sep 04
CFM56-5B
TRAINING MANUAL

The rotor shaft
The rotor shaft is the forward support for the HPC.
It is made of titanium alloy.
The shaft is splined and attached to the IGB horizontal
bevel gear by a coupling nut. The IGB contains the thrust
bearing for the core engine.
The shaft forward end is threaded and has 2 machined
slots for installation of a retaining ring to provide locking
to the coupling nut.
The shaft also has 2 pilot lands to center the IGB bevel
gear.
The shaft has holes machined at the rear to allow booster
air to pass for internal cooling.
EFFECTIVITY
TOC
COMPRESSOR
ROTOR
BASIC ENGINE
Page 150
Sep 04
CFM56-5B
TRAINING MANUAL
SEATING
SHOULDER
COOLING AIR HOLE
SPLINES
LOCKING
SLOTS
PILOT
LANDS
THREADS
HPC ROTOR SHAFT
CTC-214-076-01
EFFECTIVITY
TOC
COMPRESSOR
ROTOR
BASIC ENGINE
Page 151
Sep 04
CFM56-5B
TRAINING MANUAL

The stage 1-2 spool
The stage 3 disk
The stage 1-2 spool is cantilever mounted on the front

face of the rotor shaft flange.
The stage 3 disk mates with the rotor shaft flange and
supports the stage 4-9 spool.
The spool is a titanium alloy forging and is assembled by

a welding process.
It is made of titanium alloy.
There are inter-stage labyrinth seals machined on the

spool, which face abradable structures on the stator
assembly in order to optimize flow path sealing and HPC
performance.
The spool has individual axial slots for blade installation :
- Stage 1 has 38 blades.
Its outer rim has individual axial dovetail slots for blade
installation.
There are 60 blades.
Retainer hooks are machined on either side of the disk
to provide a slot for the installation of split-ring type blade
retainers.
In order to prevent imbalance and engine vibration, the

spool 1 and 2 outer diameter is drilled with 2 holes.
These 2 holes allow oil to exit the spool in the event of an
oil leak on the IGB.
EFFECTIVITY
TOC
COMPRESSOR
ROTOR
BASIC ENGINE
Page 152
Sep 04
CFM56-5B
TRAINING MANUAL
OIL EXIT HOLES

STAGE 3
DISK
RETAINER HOOKS
DOVETAIL SLOT
STAGE 1-2 SPOOL
STAGE 3 DISK HUB

INTER-STAGE
LABYRINTH
SEALS
INTER-STAGE
LABYRINTH
HPC ROTOR
SHAFT
STAGE 3
DISK BORE
STAGE 1
CTC-214-077-02
HPC STAGE 1-2 SPOOL AND STAGE 3 DISK
EFFECTIVITY
TOC
STAGE 2
COMPRESSOR
ROTOR
BASIC ENGINE
Page 153
Sep 04
CFM56-5B
TRAINING MANUAL

Spool 1 and 2 and disk 3 (continued)
Blade retention
The front spool and disk blade retention system is similar
for all three stages.
The blades all have dovetail roots that slide into individual
dovetail slots.
The blades are held in place by a ring blade retainer that
engages into a retainer slot for stage one.
The stage 2 and 3 blades are held in place by a forward
and a rear ring retainer that engage into retainer slots.
EFFECTIVITY
TOC
COMPRESSOR
ROTOR
BASIC ENGINE
Page 154
Sep 04
CFM56-5B
HPC STAGE 1
TRAINING MANUAL
HPC STAGE 2
STAGE 2
RING RETAINER
STAGE 3
RING
RETAINER
STAGE 1
RING RETAINER
HPC STAGE 3
STAGE 3 RING RETAINER
CTC-214-079-01
HPC FRONT BLADE RETENTION SYSTEM
EFFECTIVITY
TOC
COMPRESSOR
ROTOR
BASIC ENGINE
Page 155
Sep 04
CFM56-5B
TRAINING MANUAL

The stage 4-9 spool
The HPC stage 4-9 spool is bolted onto the stage 3
disk rear face and its aft flange accommodates the rear
rotating air seal disk.
It is made from a nickel alloy.
There are a series of labyrinth seal teeth on the spool
outer structure, between each stage, which face an
abradable structure on the stator assembly.
EFFECTIVITY
TOC
COMPRESSOR
ROTOR
BASIC ENGINE
Page 156
Sep 04
CFM56-5B
TRAINING MANUAL
STAGE 4-9 SPOOL
AIR SEAL DISK

STAGE 4-9 SPOOL
STAGE 3 DISK
HPC STAGE 4-9 SPOOL
CTC-214-080-02
EFFECTIVITY
TOC
COMPRESSOR
ROTOR
BASIC ENGINE
Page 157
Sep 04
CFM56-5B
TRAINING MANUAL

The stage 4-9 spool (continued)
The outer surface of the 4-9 spool has 6 circumferential
dovetail grooves for installation of the blades.
Each groove has:
- A loading slot for blade installation.
- 2 slots for the installation of locking lugs used to
immobilize the blades.
For balancing purposes, the position of the locking lugs is
shifted between stages :
- Stages 4 and 5
180 apart.
- Stages 5 and 6
60 apart.
- Stages 6 and 7
180 apart.
- Stages 7 and 8
60 apart.
- Stages 8 and 9
180 apart.
2 seal wires are installed forward and aft of the groove
and make contact with the underside of the blade
platforms at installation.
The stage 4-9 blades fit into the circumferential dovetail

grooves on the spool :
- Stages 6 & 7 have 82 blades.
The blade tips are machined to reduce contact surface
rubbing (squealer tip).
Their platforms can be either wide or narrow to adjust
circumferential clearance.
On each stage there are 4 blades, which have cut-outs
on their platforms to accommodate the blade locking
lugs.
These seal wires ensure flow path sealing.
EFFECTIVITY
TOC
COMPRESSOR
ROTOR
BASIC ENGINE
Page 158
Sep 04
CFM56-5B
TRAINING MANUAL
STAGE 4 TO 9 HPC BLADES
DETAIL
PLATFORM
CUT-OUT
BLADE
LOCKING
LUGS
SEAL WIRES
BLADE
LOADING
SLOT
CTC-214-081-01
HPC REAR SPOOL BLADE RETENTION SYSTEM
EFFECTIVITY
TOC
COMPRESSOR
ROTOR
BASIC ENGINE
Page 159
Sep 04
CFM56-5B
TRAINING MANUAL

Rotor blades design
All the blades are squealer tip types and stage 1 blades
have an integral stiffener.
Stage 1-3 blades are made of titanium alloy.
Stage 4-9 blades are made of nickel alloy.
The upper portion of the airfoil is coated with tungsten
carbide, on its concave side, to limit erosion.
The blade roots have an aluminum bronze (Al-Br) coating
on their mating faces.
EFFECTIVITY
TOC
COMPRESSOR
ROTOR
BASIC ENGINE
Page 160
Sep 04
CFM56-5B
TRAINING MANUAL
FILLET
RADIUS
SQUEALER TIP
TUNGSTEN
CARBIDE
COATING
(CONCAVE
SIDE ONLY)
STIFFENER
TUNGSTEN
CARBIDE
EROSION
COATING
(CONCAVE
SIDE ONLY)
TUNGSTEN
CARBIDE
COATING
(CONCAVE
SIDE ONLY)
AL-BR COATING
AL-BR COATING
RTV
IDENT
NUMBER
STAGE 1
IDENT
NUMBER
STAGE 2-3
IDENT
NUMBER
STAGE 4 TO 9
COLLOIDAL
GRAPHITE
(2 PLACES)
ROTOR BLADES DESIGN
CTC-214-083-02
EFFECTIVITY
TOC
RTV
COMPRESSOR
ROTOR
BASIC ENGINE
Page 161
Sep 04
CFM56-5B
TRAINING MANUAL

The rear rotating air seal
The compressor rotor rear rotating (CDP) air seal is
a one-piece nickel alloy forged part, with abrasive
protection-coated labyrinth seal teeth.
The CDP seal is attached to the aft flange of the stage
4-9 spool by a tight-fitting rabbeted diameter.
The seal is axially clamped by the bolts and nuts
which hold the forward flange of the HPT shaft to the
compressor.
Its outer rim has labyrinth teeth to control CDP air
supply to a downstream compartment for HP rotor axial
balancing.
EFFECTIVITY
TOC
COMPRESSOR
ROTOR
BASIC ENGINE
Page 162
Sep 04
CFM56-5B
HP TURBINE
SHAFT FRONT
FLANGE
TRAINING MANUAL
SEAL TEETH
SEAL TEETH
HPC REAR ROTATING

(CDP) AIR SEAL
HPC REAR ROTATING AIR SEAL
CTC-214-084-02
EFFECTIVITY
TOC
COMPRESSOR
ROTOR
BASIC ENGINE
Page 163
Sep 04
CFM56-5B
TRAINING MANUAL

The rotor air duct
The rotor air duct is a titanium alloy sleeve running
through the entire length of the HP rotor assembly to
isolate the LP Turbine shaft from the HP rotor cavity.
The tungsten carbide coated front end fits into the bore
of the compressor front shaft and the aft end fits into the
center bore of the HP Turbine rotor assembly, forward of
the No 4 bearing.
The aft end is designed to allow pressurizing airflow to
the rear sump. An aluminium bronze seal ring fits in a
circumferential groove, for local sealing, and a series
of circular apertures is provided to route aft sump
pressurization air through the HP rotor assembly.
EFFECTIVITY
TOC
COMPRESSOR
ROTOR
BASIC ENGINE
Page 164
Sep 04
CFM56-5B
TRAINING MANUAL
CIRCUMFERENTIAL
GROOVE
SUPPORT LUGS
FORWARD
MATING SURFACE
PRESSURIZING
AIRFLOW HOLES
HPC ROTOR AIR DUCT
SUPPORT
LUGS
ROTOR SHAFT
ROTOR AIR DUCT
CTC-214-159-00
EFFECTIVITY
TOC
COMPRESSOR
ROTOR
BASIC ENGINE
Page 165
Sep 04
CFM56-5B
TRAINING MANUAL
EFFECTIVITY
TOC
COMPRESSOR
ROTOR
BASIC ENGINE
Page 166
Sep 04
CFM56-5B
TRAINING MANUAL
COMPRESSOR FRONT STATOR
EFFECTIVITY
TOC
COMPRESSOR
FRONT STATOR
BASIC ENGINE
Page 167
Sep 04
CFM56-5B
TRAINING MANUAL

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 with horizontal
split-line flanges that are machined as a matched set
from a steel forging.
The HPC front stator is constructed with an upper case
and a lower case.
The front stator assembly consists of :
- The stator case halves.
- The inlet guide vanes (IGV).
- The variable stator vanes (VSV), stages 1, 2 and 3.
- The fixed stator vanes stages 4 and 5.
- The VSV actuation system.
The inner surface is machined to provide a smooth air
flowpath through stages 1 to 5.
EFFECTIVITY
TOC
COMPRESSOR
FRONT STATOR
BASIC ENGINE
Page 168
Sep 04
CFM56-5B
TRAINING MANUAL
FAN FRAME
VARIABLE STATOR
STAGES
UPPER CASE
VSV
ACTUATOR
FIXED
STATOR STAGES
COMBUSTOR
CASE
SPLIT LINE
HPC STATOR
CASE
LOWER CASE
VSV ACTUATOR
INLET GUIDE VANES
HPC FRONT STATOR ASSY
CTC-214-085-01
EFFECTIVITY
TOC
COMPRESSOR
FRONT STATOR
BASIC ENGINE
Page 169
Sep 04
CFM56-5B
TRAINING MANUAL

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 customer use.
There are also a series of plugged ports alongside
the casing, at approximately the 5 oclock position, for
borescope inspection of the rotor blades (one port per
stage).
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
TOC
COMPRESSOR
FRONT STATOR
BASIC ENGINE
Page 170
Sep 04
CFM56-5B
HPC FRONT
STATOR ASSY
TRAINING MANUAL
UPPER
CASE
4 TH STAGE BLEED
FOR LPT1 NOZZLE
COOLING (x4)
BLEED PORTS
BORESCOPE
PORTS
CUSTOMER
BLEED
HPC ROTOR
ASSY
BORESCOPE
PORTS
LOWER CASE
HPC FRONT STATOR DESIGN
CTC-214-087-02
EFFECTIVITY
TOC
COMPRESSOR
FRONT STATOR
BASIC ENGINE
Page 171
Sep 04
CFM56-5B
TRAINING MANUAL

Variable stator vane stages outer end connection.
The IGV and stages 1, 2 and 3 are variable vanes
installed individually through the HPC front case.
The vanes are made of a steel alloy.
The vanes outer trunnion passes through the bosses in
the outer case.
Its radial position is adjusted by an inner washer and the
upper pivot is protected by an outer bushing.
It is then connected to a lever arm and secured by a
washer and nut. The lever arm connects to actuation
rings around the outer surface of the front case.
Fixed links, which are bolted to upper and lower actuation
rings, form the connection to the bellcrank assemblies.
The upper and lower actuation rings are connected to the
lever arms on the variable vanes.
EFFECTIVITY
TOC
COMPRESSOR
FRONT STATOR
BASIC ENGINE
Page 172
Sep 04
CFM56-5B
TRAINING MANUAL
THREADED
BUSHING
IGV
STG 1
STG 2
NUT
OUTER WASHER
STG 3
LEVER ARM
OUTER
BUSHING
ACTUATION
RING
STATOR CASE
INNER WASHER
TRUNNION
BOLT
GUIDE
HEADED
PIN
UPPER
ACTUATION
RING
CONNECTING
LINK
BUSHING
STRAIGHT
PIN
LOWER
ACTUATION
RING
THREADED
HOLES
VANE
VSV OUTER END CONNECTION
CTC-214-088-01
EFFECTIVITY
TOC
COMPRESSOR
FRONT STATOR
BASIC ENGINE
Page 173
Sep 04
CFM56-5B
TRAINING MANUAL

Variable stator vane stages inner end connection
All stages of vanes have a shroud on their inner diameter.
There are 2 IGV shroud segments, the upper and the
lower, which can be separated into forward and aft
halves.
They are made of aluminium alloy.
The forward and aft IGV shroud sections are a matched
set bolted together to form a segment.
The inner end of the inlet guide vane fits into an inner
trunnion bushing installed in holes in the shroud
segments.
EFFECTIVITY
TOC
COMPRESSOR
FRONT STATOR
BASIC ENGINE
Page 174
Sep 04
CFM56-5B
TRAINING MANUAL
IGV
INNER END
INNER TRUNNION
BUSHING
BOLT
NUT
AFT
SECTION
FORWARD
SECTION
UPPER SHROUD HALVES
CTC-214-089-01
INLET GUIDE VANE INNER END CONNECTION
EFFECTIVITY
TOC
COMPRESSOR
FRONT STATOR
BASIC ENGINE
Page 175
Sep 04
CFM56-5B
TRAINING MANUAL

Variable stator vane stages inner end connection
Stages 1, 2 and 3 vanes are mounted in a similar way to
the IGVs, but the shroud segments are smaller.
Stages 1 and 2 hold seven vanes each and stage 3 holds
eight vanes.
Two bushings fitted at the outer ends of the segments
have a small cutout to allow insertion of headed pins,
which lock the shroud segments in position.
At the pin locations, the vanes have a machined slot on
their inner pivot which allows their rotation and also pin
insertion.
The bushings and pins are held in place by the
installation of a honeycomb seal, which slides into slots
machined on the shroud.
The honeycomb seals face the rotor teeth to make
interstage seals that prevent air leakage from the
flowpath.
EFFECTIVITY
TOC
COMPRESSOR
FRONT STATOR
BASIC ENGINE
Page 176
Sep 04
CFM56-5B
TRAINING MANUAL
VANE
HEADED PINS
SHROUD
HEADED PIN
INNER BUSHING
INNER
BUSHINGS
SEAL
CTC-214-090-01
VSV SHROUD SEGMENTS INSTALLATION
EFFECTIVITY
TOC
COMPRESSOR
FRONT STATOR
BASIC ENGINE
Page 177
Sep 04
CFM56-5B
TRAINING MANUAL

Fixed stator vane stages 4 and 5
There are 2 circumferential grooves machined inside the
front stator case to accommodate stator vane sectors at
stages 4 and 5.
The stage 4 sectors have 9 vanes.
The stage 5 sectors have 8 vanes.
The vanes are made of a steel alloy.
The stator vane sectors slide into the circumferential
grooves on their outer platform rail with segment guides.
The sectors inner platform rail accommodates a
honeycomb shroud, which faces labyrinth seal teeth to
prevent air leakage from the flowpath.
Slots are machined at the end of the circumferential
grooves to accommodate an anti-rotation stop for sector
retention.
EFFECTIVITY
TOC
COMPRESSOR
FRONT STATOR
BASIC ENGINE
Page 178
Sep 04
CFM56-5B
OUTER
PLATFORM
RAIL
TRAINING MANUAL
SEAL SHROUD
SEGMENT
GUIDES
STATOR VANE
SECTOR
INNER
PLATFORM
RAIL
SEGMENT
GUIDES
VANES
BRAZED JOINTS
TRAILING
EDGE
SEGMENT
GUIDES
SEAL
SHROUD
SEAL SLOTS
STAGE 5
ANTI-ROTATION
STOP
CTC-214-091-02
HPC VANE SECTOR INSTALLATION
EFFECTIVITY
TOC
COMPRESSOR
FRONT STATOR
BASIC ENGINE
Page 179
Sep 04
CFM56-5B
TRAINING MANUAL

The VSV actuation system
Actuation of the variable vanes is achieved through
hydro-mechanically actuated bellcrank assemblies.
The bellcrank assemblies are installed on the front
compressor stator at the 2 and 8 oclock positions.
A guide installed on the actuation rings makes contact
with a polished surface on the stator case and ensures a
smooth gliding action of the rings movement.
EFFECTIVITY
TOC
COMPRESSOR
FRONT STATOR
BASIC ENGINE
Page 180
Sep 04
CFM56-5B
VSV ACTUATOR
TRAINING MANUAL
LEVER ARM
ACTUATION
RING
BELLCRANK
ASSEMBLIES
VSV ACTUATION SYSTEM
CTC-214-092-02
EFFECTIVITY
TOC
VSV ACTUATOR
COMPRESSOR
FRONT STATOR
BASIC ENGINE
Page 181
Sep 04
CFM56-5B
TRAINING MANUAL
EFFECTIVITY
TOC
COMPRESSOR
FRONT STATOR
BASIC ENGINE
Page 182
Sep 04
CFM56-5B
TRAINING MANUAL
COMPRESSOR REAR STATOR
EFFECTIVITY
TOC
COMPRESSOR
REAR STATOR
BASIC ENGINE
Page 183
Sep 04
CFM56-5B
TRAINING MANUAL

The rear stator
The HPC rear stator plays a role in increasing the air
pressure delivered to the combustion section.
The rear stator houses three fixed vanes stages 6-8 and
is installed inside the front stator casing.
The HPC fixed vane stage 9 is part of the combustion
case.
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
TOC
COMPRESSOR
REAR STATOR
BASIC ENGINE
Page 184
Sep 04
CFM56-5B
TRAINING MANUAL
REAR STATOR
SUPPORT
HPC REAR STATOR

CASING STAGE 6-8
RABBETED DIAMETER
STAGE 6
VANE SLOT
PILOT DIAMETER
STAGE 9
HPC REAR STATOR
CTC-214-094-02
EFFECTIVITY
TOC
COMPRESSOR
REAR STATOR
BASIC ENGINE
Page 185
Sep 04
CFM56-5B
TRAINING MANUAL

The rear stator (continued)
The rear stator case is made up of two halves bolted
together at their 3 and 9 oclock split-line flanges.
The casing halves are a matched set machined from a
zinc-nickel-cobalt alloy forging.
The casings have internal machined circumferential slots
that hold the fixed vanes of stages 6, 7 and 8.
The vanes are assembled into segments and each stage
has 10 segments.
Each casing half is equipped with an anti-rotation stop,
which keeps the segments in position.
All stages of vanes have a honeycomb shroud on their
inner diameter that faces rotor seal teeth to make interstage air seals.
The casing has borescope ports for inspection of internal
areas.
EFFECTIVITY
TOC
COMPRESSOR
REAR STATOR
BASIC ENGINE
Page 186
Sep 04
CFM56-5B
TRAINING MANUAL
ANTI-ROTATION
STOP
SHROUD
STAGE 6
VANE
SEGMENT
GUIDES
STAGE 7
STAGE 8
BORESCOPE
PORTS
SPLIT FLANGE
HPC REAR STATOR ASSEMBLY
CTC-214-095-03
EFFECTIVITY
TOC
SPLIT
FLANGE
COMPRESSOR
REAR STATOR
BASIC ENGINE
Page 187
Sep 04
CFM56-5B
TRAINING MANUAL

Borescope ports
There are 9 plugged borescope ports on the lower stator
case, at approximately the 5 oclock position, and they
are numbered S1 thru S9, where S1 is the most forward.
S7, S8 and S9 plugs have a particular design. They are
double plugs.
The inner thread engages the HPC rear stator case,
while the outer thread is tightened on the HPC case.
A spring-loaded system enables the outer plug to drive
the inner plug.
Both the inner and outer plugs have specific torque
values.
EFFECTIVITY
TOC
COMPRESSOR
REAR STATOR
BASIC ENGINE
Page 188
Sep 04
CFM56-5B
S6
FWD
S5
TRAINING MANUAL
S4
S3
S2
S1
TOP VERTICAL
S9
S1 TO S9
S8
AFT LOOKING FORWARD
S7
S6 BORESCOPE PLUG
( S1 TO S6 )
S9 BORESCOPE PLUG ASSEMBLY
( S7 TO S9 )
S6
S5
S4
S3
S2
S1
HPC BORESCOPE PORTS
CTC-214-096-02
EFFECTIVITY
TOC
S7
S9 S8
COMPRESSOR
REAR STATOR
BASIC ENGINE
Page 189
Sep 04
CFM56-5B
TRAINING MANUAL
EFFECTIVITY
TOC
COMPRESSOR
REAR STATOR
BASIC ENGINE
Page 190
Sep 04
CFM56-5B
TRAINING MANUAL
COMBUSTION SECTION
EFFECTIVITY
TOC
COMBUSTION
SECTION
BASIC ENGINE
Page 191
Sep 04
CFM56-5B
TRAINING MANUAL
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.
The combustion section also supplies HPC 9th stage
bleed air for both aircraft and engine use.
EFFECTIVITY
TOC
COMBUSTION
SECTION
BASIC ENGINE
Page 192
Sep 04
CFM56-5B
TRAINING MANUAL
FUEL NOZZLE x20

LPT
STATOR
IGNITER PLUGS x2
9th. STAGE
BLEED AIR
ENERGY
HPTCC
BLEED AIR
ANNULAR
COMBUSTION
CHAMBER
HIGH PRESSURE
TURBINE
COMBUSTION SECTION
CTC-214-097-02
EFFECTIVITY
TOC
COMBUSTION
SECTION
BASIC ENGINE
Page 193
Sep 04
CFM56-5B
TRAINING MANUAL
THE COMBUSTION SECTION (CONTINUED)

The front face of the combustion casing is attached to the
rear of the HPC case.
Its rear face is bolted onto the LPT module front flange.
The rear part of the combustion casing houses the High
Pressure Turbine (HPT) module and stage 1 LPT nozzle.
The combustion section consists of :
- The combustion case.
- The combustion chamber.
EFFECTIVITY
TOC
COMBUSTION
SECTION
BASIC ENGINE
Page 194
Sep 04
CFM56-5B
TRAINING MANUAL
COMBUSTION CASE
REAR FLANGE
COMBUSTION
CASE
COMBUSTION CASE
FRONT FLANGE
HP TURBINE
SECTION
COMBUSTION
CHAMBER
COMBUSTOR INTERFACES
CTC-214-098-01
EFFECTIVITY
TOC
COMBUSTION
SECTION
BASIC ENGINE
Page 195
Sep 04
CFM56-5B
TRAINING MANUAL
EFFECTIVITY
TOC
COMBUSTION
SECTION
BASIC ENGINE
Page 196
Sep 04
CFM56-5B
TRAINING MANUAL
COMBUSTION CASE
EFFECTIVITY
TOC
COMBUSTION
CASE
BASIC ENGINE
Page 197
Sep 04
CFM56-5B
TRAINING MANUAL

The combustion case
The combustion case provides the structural interface
between the HPC, the combustor and the LPT.
It provides 9th stage bleed air for both engine and aircraft
use.
It incorporates the compressor Outlet Guide Vanes
(OGV) and a diffuser, which slows down HPC airflow prior
to delivering it into the combustion area, thus improving
combustion efficiency.
The combustion case features :
- Mounting pads for fuel nozzles, pressure and
temperature sensors and igniter plugs.
- Mounting pads for air bleed for the customer,
starting, clearance control and turbine cooling
systems.
EFFECTIVITY
TOC
The combustion case is a weldment structure.

The mounting pads accommodate 20 fuel nozzles around
the outer surface and 2 igniters, which are at the 4 and 8
oclock positions.
The fuel nozzles are supplied by the following equipment,
which is attached to the case :
- A fuel supply manifold (Y-tubes).
- 2 fuel manifold halves.
The combustion case also has :
- 6 borescope ports.
- 4 customer bleed ports.
- 4 ports for LPT stage 1 cooling.
- 3 ports for HPT clearance control air, 1 for source air
and 2 for the introduction of air to the shrouds.
- 2 ports for TBV, 1 for source and 1 for introduction
(not shown).
COMBUSTION
CASE
BASIC ENGINE
Page 198
Sep 04
CFM56-5B
TRAINING MANUAL
COOLING AIR
TO HPT SHROUD
BORESCOPE
BOSSES (4)
AFT FLANGE
DIFFUSER
FUEL NOZZLE
PAD (20)
PS3 PAD (1)
OUTLET
GUIDE
VANES
BORESCOPE
BOSSES (2)
9TH STAGE BLEED AIR
COOLING AIR
TO LPT STAGE 1
IGNITER BOSS
FUEL NOZZLES (20) AND MANIFOLDS
COMBUSTION CASE DESIGN
CTC-214-099-02
EFFECTIVITY
TOC
COMBUSTION
CASE
BASIC ENGINE
Page 199
Sep 04
CFM56-5B
TRAINING MANUAL
EFFECTIVITY
TOC
COMBUSTION
CASE
BASIC ENGINE
Page 200
Sep 04
CFM56-5B
TRAINING MANUAL
COMBUSTION CHAMBER
EFFECTIVITY
TOC
COMBUSTION
CHAMBER
BASIC ENGINE
Page 201
Sep 04
CFM56-5B
TRAINING MANUAL

The combustion chamber
The swirl nozzles and dome
The combustion chamber is a short annular structure

housed in the combustion case.
The dome is made of both cast and machined

components.
It is installed between the HPC stator stage 9 and the

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

cowls.
The swirl nozzles and the liners, which provide additional

combustion and cooling air, produce an efficient fuel/air
mixture providing a uniform combustion pattern and low
thermal stresses.
The dome contains the spectacle plate, which supports

20 primary swirl nozzles, 20 secondary swirl nozzles,
sleeves and deflectors.
It consists of :
- The swirl fuel nozzles and deflectors (the dome).
- The outer and inner cowls.
- The outer and inner liners.
EFFECTIVITY
TOC
The swirl nozzles, sleeves and deflectors mix air and fuel.
The surface of the dome is cooled by a layer of air from
the HPC discharge (CDP) airflow.
COMBUSTION
CHAMBER
BASIC ENGINE
Page 202
Sep 04
CFM56-5B
TRAINING MANUAL
OUTER LINER
SPECTACLE PLATE
HPT NOZZLE
OUTER COWL
SWIRL FUEL
NOZZLE
INNER LINER
DEFLECTOR
INNER COWL
SLEEVE
PRIMARY SWIRL NOZZLE
SECONDARY SWIRL NOZZLE
COMBUSTION CHAMBER
CTC-214-101-03
EFFECTIVITY
TOC
COMBUSTION
CHAMBER
BASIC ENGINE
Page 203
Sep 04
CFM56-5B
TRAINING MANUAL

The outer and inner cowls
The outer and inner liners
The outer and inner cowls form the front end of the
combustor and are designed to give a constant and
stable airflow to the combustion chamber.
The outer and inner liners are of an integral design with

overhung panels which contain closely spaced holes for
cooling purposes. To lower turbine inlet gas temperature,
the liners also have dilution holes, which produce
additional combustion and cooling air.
They are made from a nickel-chrome alloy and are

attached to the forward end of the outer and inner liners
and the dome by 80 bolts, which are tack welded at their
heads.
The tack weld must be carefully ground off in order to
remove the bolts and separate the cowls from the liners
and dome.
Both inner and outer liners have a thermal barrier coating

on their inner surfaces.
The outer liner has 2 ferrules for installation of the spark
igniters and locator ridges* to ensure correct alignment
with the combustion case.
*NOTE :
There is only one locator ridge on recent engines at the
top vertical centerline position, but earlier versions have
three, 120 apart.
EFFECTIVITY
TOC
COMBUSTION
CHAMBER
BASIC ENGINE
Page 204
Sep 04
CFM56-5B
TRAINING MANUAL
OUTER LINER
OUTER LINER
COOLING
HOLES
INNER COWL
SWIRL
NOZZLE
INNER LINER
INNER
LINER
OUTER
COWL
DILUTION
HOLES
LOCATOR RIDGE
IGNITER FERRULE
(2 LOCATIONS)
OUTER
COWL
CTC-214-103-01
OUTER AND INNER COWLS AND LINERS
EFFECTIVITY
TOC
INNER
COWL
COMBUSTION
CHAMBER
BASIC ENGINE
Page 205
Sep 04
CFM56-5B
TRAINING MANUAL

Outer and inner liners rear mounting.
The inner liner rear flange is bolted to the High Pressure
Turbine (HPT) forward inner nozzle support.
The outer liner rear mounting flange is S-shaped and has
a rabbeted diameter, which is pinched between the HPT
nozzle vane outer platform and the combustion chamber
outer casing. This allows for thermal expansion of the
combustion chamber.
The combustion chamber inner liner is connected to the
HPT forward inner support by a flange of bolts.
EFFECTIVITY
TOC
COMBUSTION
CHAMBER
BASIC ENGINE
Page 206
Sep 04
CFM56-5B
TRAINING MANUAL
OUTER LINER
"S" SHAPED MOUNTING
FLANGE
LOCATOR
RIDGE
COMBUSTION
CHAMBER
FUEL
NOZZLE
AFT SEAL
LUG RING
HPT NOZZLE
INNER LINER
MOUNTING FLANGE
HPT FORWARD INNER

NOZZLE SUPPORT
CTC-214-105-02
OUTER AND INNER LINERS REAR MOUNTING
EFFECTIVITY
TOC
COMBUSTION
CHAMBER
BASIC ENGINE
Page 207
Sep 04
CFM56-5B
TRAINING MANUAL

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 can also be used to inspect the
High Pressure Turbine (HPT) blades.
EFFECTIVITY
TOC
COMBUSTION
CHAMBER
BASIC ENGINE
Page 208
Sep 04
CFM56-5B
TRAINING MANUAL
BORESCOPE PORT
LOCATIONS (ALF)
S12
S15
S13
COMBUSTION CASE
IGNITER (S10, S11)
COMBUSTION CASE BORESCOPE PORTS
EFFECTIVITY
TOC
S14
FWD
BORESCOPE PLUG
S12, S13, S14, S15
CTC-214-106-02
S10
IGNITER
S11
IGNITER
COMBUSTION
CHAMBER
BASIC ENGINE
Page 209
Sep 04
CFM56-5B
TRAINING MANUAL
EFFECTIVITY
TOC
COMBUSTION
CHAMBER
BASIC ENGINE
Page 210
Sep 04
CFM56-5B
TRAINING MANUAL
HIGH PRESSURE TURBINE
EFFECTIVITY
TOC
HIGH PRESSURE
TURBINE
BASIC ENGINE
Page 211
Sep 04
CFM56-5B
TRAINING MANUAL
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
TOC
HIGH PRESSURE
TURBINE
BASIC ENGINE
Page 212
Sep 04
CFM56-5B
TRAINING MANUAL
COMBUSTOR CASE
STAGE 1
LPT NOZZLE
HPT NOZZLE
HPT ROTOR
HPT SHROUD
THE HIGH PRESSURE TURBINE
CTC-214-107-03
EFFECTIVITY
TOC
HIGH PRESSURE
TURBINE
BASIC ENGINE
Page 213
Sep 04
CFM56-5B
TRAINING MANUAL
EFFECTIVITY
TOC
HIGH PRESSURE
TURBINE
BASIC ENGINE
Page 214
Sep 04
CFM56-5B
TRAINING MANUAL
HIGH PRESSURE TURBINE NOZZLE
EFFECTIVITY
TOC
HPT
NOZZLE
BASIC ENGINE
Page 215
Sep 04
CFM56-5B
TRAINING MANUAL
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
TOC
HPT
NOZZLE
BASIC ENGINE
Page 216
Sep 04
CFM56-5B
TRAINING MANUAL
HPT NOZZLE
X 21
AFT INNER
SUPPORT
FWD INNER SUPPORT
BOLT SHIELD
OUTER STATIONARY
SEAL
CTC-214-108-01
HIGH PRESSURE TURBINE NOZZLE ASSEMBLY
EFFECTIVITY
TOC
HPT
NOZZLE
BASIC ENGINE
Page 217
Sep 04
CFM56-5B
TRAINING MANUAL
THE HIGH PRESSURE TURBINE (CONTINUED)

The nozzle segments
The 21 HPT nozzle segments are assemblies made up of
2 vanes brazed onto inner and outer platforms.
Each vane is a cast shell divided into forward and aft
cooling compartments by an inner rib.
The vanes and platforms are cooled by CDP air, which
enters the vane compartments through inserts in the
inner and outer ends of the vanes.
The air exits through holes in the vanes leading edge
and slots in the trailing edge.
The nozzle inner and outer platform sides have metal

seals, held in place by grease at installation, to prevent
air leakage.
The forward inner and outer platform seals are pushed
against the combustion case inner and outer liners by
springs. The vanes rear outer platform seal is pushed
against the shroud support by spring-loaded clips.
The vanes rear inner platforms are supported by forward
and aft inner supports.
The vanes and platforms are made of a high strength

nickel base alloy, with a protective coating on the vane
airfoils and the platform flowpath surfaces.
EFFECTIVITY
TOC
HPT
NOZZLE
BASIC ENGINE
Page 218
Sep 04
CFM56-5B
TRAINING MANUAL
VANE
OUTER
PLARFORM
COOLING
COMPARTMENT
INNER RIB
SEALS
COOLING
SLOT
COOLING
COMPARTMENT
COOLING
HOLE
COOLING
SLOTS
INNER
PLARFORM
SEALS
HP TURBINE NOZZLE SEGMENTS
CTC-214-109-01
EFFECTIVITY
TOC
HPT
NOZZLE
BASIC ENGINE
Page 219
Sep 04
CFM56-5B
TRAINING MANUAL

The nozzle inner supports
The HPT nozzle inner supports are made of a nickel base
alloy and they carry much of the nozzle load.
The nozzle forward inner support forward flange is bolted
on the combustion case inner casing rear flange.
An integral part of the forward inner support is the inducer
that provides HPT rotor cooling air.
An air deflector enables air to enter the inducer and at the
same time prevents contaminants from entering.
The HPT nozzle forward inner support supports the
combustion chamber through the inner liner mounting
flange.
The forward inner support rear flange is bolted to the
HPT nozzle aft inner support.
EFFECTIVITY
TOC
HPT
NOZZLE
BASIC ENGINE
Page 220
Sep 04
CFM56-5B
TRAINING MANUAL
HPT NOZZLE
AIR DEFLECTOR
HEAT SHIELD
SEAL
INDUCER
HONEYCOMB
SEAL
AFT FLANGE
FRONT
FLANGE
CTC-214-110-01
HPT NOZZLE FORWARD INNER SUPPORT
EFFECTIVITY
TOC
FORWARD INNER
SUPPORT BODY
HPT
NOZZLE
BASIC ENGINE
Page 221
Sep 04
CFM56-5B
TRAINING MANUAL

The HPT nozzle aft inner support
The rear face of the HPT nozzle aft inner support front
flange is bolted to the front face of the forward inner
support rear flange.
The inner platform of the nozzle is pushed against the
aft inner support by gas pressure. A W-shaped pressure
seal prevents leakage of cooling air between the nozzle
assembly and the HPT blades.
A seal retainer holds the pressure seal in place and the
assembly is bolted together by a D-head bolt.
EFFECTIVITY
TOC
HPT
NOZZLE
BASIC ENGINE
Page 222
Sep 04
CFM56-5B
TRAINING MANUAL
HPT
NOZZLE
NOZZLE SEGMENT
ENGAGEMENT PIN
PRESSURE
SEAL
SEAL
RING
SEAL
RETAINER
AFT INNER
SUPPORT
D-HEAD
BOLT
FORWARD
INNER SUPPORT
FORWARD
INNER SUPPORT
CTC-214-111-02
HPT NOZZLE AFT INNER SUPPORT
EFFECTIVITY
TOC
HPT
NOZZLE
BASIC ENGINE
Page 223
Sep 04
CFM56-5B
TRAINING MANUAL

The aft outer stationary seal
The HPT inner stationary seal (CDP seal)
The aft outer stationary seal is a one-piece ring that is

made of a nickel base alloy.
The inner stationary seal is made of nickel base alloy. It

has a 1-step honeycomb seal which mates with the CDP
seal.
It has a 4-step honeycomb seal.

3 of the seals mate with the HPT rotor seal teeth. This
helps to maintain the proper amount of cooling airflow to
the front rotating air seal and HPT disk cavity.
Its purpose is to control CDP air supply to a downstream

compartment for HP rotor axial balancing.
The purpose of the 4th honeycomb seal is to damp

thermal stresses. It only appears on later versions.
EFFECTIVITY
TOC
HPT
NOZZLE
BASIC ENGINE
Page 224
Sep 04
CFM56-5B
TRAINING MANUAL
HPT NOZZLE
HEAT SHIELD
HPT NOZZLE
OUTER STATIONARY
SEAL
HONEYCOMB
SEAL
SEAL
HPT INNER
STATIONARY SEAL
(CDP SEAL)
CTC-214-112-02
INNER & OUTER STATIONARY SEALS
EFFECTIVITY
TOC
HPT
NOZZLE
BASIC ENGINE
Page 225
Sep 04
CFM56-5B
TRAINING MANUAL
EFFECTIVITY
TOC
HPT
NOZZLE
BASIC ENGINE
Page 226
Sep 04
CFM56-5B
TRAINING MANUAL
HIGH PRESSURE TURBINE ROTOR
EFFECTIVITY
TOC
HPT
ROTOR
BASIC ENGINE
Page 227
Sep 04
CFM56-5B
TRAINING MANUAL

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
TOC
HPT
ROTOR
BASIC ENGINE
Page 228
Sep 04
CFM56-5B
TRAINING MANUAL
HPT BLADES
FORWARD ROTATING
AIR SEAL
HPT DISK
FRONT SHAFT
HPT REAR
SHAFT
HPT ROTOR DESIGN
CTC-214-113-01
EFFECTIVITY
TOC
HPT
ROTOR
BASIC ENGINE
Page 229
Sep 04
CFM56-5B
TRAINING MANUAL

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 49 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
TOC
HPT
ROTOR
BASIC ENGINE
Page 230
Sep 04
CFM56-5B
TRAINING MANUAL
COMBUSTOR CASE
HPT FRONT SHAFT

HPT NOZZLE
BALANCE WEIGHTS
CDP ROTOR
AIR SEAL
DAMPER
SLEEVE
FORWARD
ROTATING
AIR SEAL
HPT FRONT SHAFT LOCATION
CTC-214-153-03
EFFECTIVITY
TOC
HPT REAR
SHAFT
HPT
ROTOR
BASIC ENGINE
Page 231
Sep 04
CFM56-5B
TRAINING MANUAL

The forward rotating air seal
The forward rotating air seal is made of nickel chrome
alloy. It provides a closed cavity to direct CDP air toward
the disk and out through the turbine rotor blades for
cooling purposes.
It is bolted between the rotor front shaft and the disk.
It is a labyrinth seal which has inclined teeth that reduce
the amount of air leaking past the seals.
The seal teeth have an abrasive coating applied to them.
EFFECTIVITY
TOC
HPT
ROTOR
BASIC ENGINE
Page 232
Sep 04
CFM56-5B
TRAINING MANUAL
CDP AIR
PASSAGE HOLE
FRONT
SHAFT
HPT
DISK
BOLT
HOLES
HUB
FORWARD
MOUNTING FLANGE
WEB
FORWARD ROTATING AIR SEAL
CTC-214-114-02
EFFECTIVITY
TOC
HPT
ROTOR
BASIC ENGINE
Page 233
Sep 04
CFM56-5B
TRAINING MANUAL

The disk
The HPT disk is made of nickel chrome alloy. It is a
forged and machined part that retains the turbine blades
in individual axial dovetail slots.
The inner part of the disk is cooled by booster discharge
air.
Its outer front face is cooled by CDP air passing through
the forward rotating air seal.
Its rear outer face is cooled by HPC 4th stage air.
It is bolted to the forward rotating air seal on its forward
face and the rear shaft on its rear face.
EFFECTIVITY
TOC
HPT
ROTOR
BASIC ENGINE
Page 234
Sep 04
CFM56-5B
WEB
TRAINING MANUAL
RIM
TURBINE BLADE
FLANGE
SUPPORT
HPC 4th. STAGE
COOLING AIR
CDP AIR
HUB
BOOSTER
AIR
FORWARD
MOUNTING
FLANGE
DOVETAIL
SLOT
HP TURBINE DISK
CTC-214-115-03
EFFECTIVITY
TOC
REAR
SHAFT
HPT
ROTOR
BASIC ENGINE
Page 235
Sep 04
CFM56-5B
TRAINING MANUAL

The blade retainers
The HPT rotor blades are installed into individual dovetail
slots on the disk.
They are held in position at the front by the forward
rotating air seal.
At the rear, the blades are held in place by a blade
retainer and a seal ring.
EFFECTIVITY
TOC
HPT
ROTOR
BASIC ENGINE
Page 236
Sep 04
CFM56-5B
TRAINING MANUAL
BLADES
AFT BLADE RETAINER
FORWARD ROTATING
AIR SEAL
SEAL RING
HPT BLADE RETENTION SYSTEM
CTC-214-116-03
EFFECTIVITY
TOC
HPT
ROTOR
BASIC ENGINE
Page 237
Sep 04
CFM56-5B
TRAINING MANUAL

The rotor blades
The HPT rotor blades are made of a high temperature
nickel alloy that is directionally solidified for a high
strength to weight ratio.
There are 80 individually replaceable blades. 2 to 4
blades have notches machined on their convex side at
installation in order to indicate wear levels and help in
borescope inspection.
They are internally cooled by CDP air which enters
through the blade root and exits through holes in the
leading edge, tip and trailing edge.
The blades have dovetail roots that slide into slots on the
disk.
NOTE :
The blades must only be installed and removed by hand.
Tapping the blades into or, out of their slots with any
device can cause damage to the disk post.
NOTE :
Absence of wear notches is not a reason for engine
removal providing the engine has correct EGT margin
and SFC.
EFFECTIVITY
TOC
HPT
ROTOR
BASIC ENGINE
Page 238
Sep 04
CFM56-5B
0.030 inch (0.76 mm)
NOMINAL DEPTH
0.020 inch (0.51 mm)
NOMINAL DEPTH
0.010 inch (0.25 mm)
NOMINAL DEPTH
TRAINING MANUAL
WEAR
NOTCHES
FILM COOLING
TIP SHELF
TIP FILM
COOLING HOLES
PLATFORM
AIR SLOTS
SEAL
LIP
LEADING
EDGE
TRAILING
EDGE
AIRFOIL
ROOT
CTC-214-117-01
DOVETAIL
CDP AIR
HP TURBINE BLADE
EFFECTIVITY
TOC
TIP
HPT
ROTOR
BASIC ENGINE
Page 239
Sep 04
CFM56-5B
TRAINING MANUAL

Borescope ports
Borescope ports S16 and S17, at the aft of the
combustion case at approximately the 5 and 8 oclock
positions, can be used to inspect the trailing edge of the
HPT blades and leading edge of LPT blades.
Igniter ports S10 and S11, and combustion case ports
S12 through S15 can be used to inspect the leading edge
of the HPT blades.
EFFECTIVITY
TOC
HPT
ROTOR
BASIC ENGINE
Page 240
Sep 04
CFM56-5B
TRAINING MANUAL
BORESCOPE PORT
LOCATIONS (ALF)
S12
S15
S13
S17
S11
IGNITER
S10
IGNITER
S14, S16
FWD
FWD
S16, S17
BORESCOPE PLUG
S16 OR S17
HPT BORESCOPE PORTS
CTC-214-118-01
EFFECTIVITY
TOC
HPT
ROTOR
BASIC ENGINE
Page 241
Sep 04
CFM56-5B
TRAINING MANUAL

The rear shaft
The rear shaft is made of nickel chrome alloy. It provides
aft support for the HPT rotor through the No 4 bearing.
It is installed with bolts to the aft side of the disk at a
rabbeted flange. An aft air seal is attached at the same
point.
The shaft is supported by the No 4 roller bearing that
rides on the low pressure shaft.
36 radial and axial holes allow the passage of oil in order
to cool the No 4 bearing outer race.
It also has holes providing passages for booster
discharge bleed air to cool the LPT, and booster air to
pressurize the aft sump.
Repairable abrasive coated seals are machined as an
integral part of the rear shaft.
EFFECTIVITY
TOC
HPT
ROTOR
BASIC ENGINE
Page 242
Sep 04
CFM56-5B
TRAINING MANUAL
AIR SEAL
SERRATIONS
BOLT HOLES
HPT DISK
BEARING
JOURNAL
AFT AIR
SEAL
LPT ROTOR COOLING

AIR PASSAGE
MOUNTING FLANGE
BOOSTER
DISCHARGE
AIR
COOLING OIL
PASSAGE
HPC AIR DUCT
AFT SUMP PRESSURIZATION

AIR PASSAGE
HP TURBINE REAR SHAFT
CTC-214-119-02
EFFECTIVITY
TOC
HPT
ROTOR
BASIC ENGINE
Page 243
Sep 04
CFM56-5B
TRAINING MANUAL
EFFECTIVITY
TOC
HPT
ROTOR
BASIC ENGINE
Page 244
Sep 04
CFM56-5B
TRAINING MANUAL
HIGH PRESSURE TURBINE SHROUD AND STAGE 1 LPT NOZZLE
EFFECTIVITY
TOC
HPT SHROUD &

STAGE 1 LPT NOZZLE Page 245
BASIC ENGINE
Sep 04
CFM56-5B
TRAINING MANUAL

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
TOC
HPT SHROUD &

BASIC ENGINE
Sep 04
CFM56-5B
TRAINING MANUAL
HPTCC MANIFOLD
COMBUSTION CASE
LPT STATOR
STAGE 1
LPT NOZZLE
HPT SHROUD
CTC-214-120-02
HPT SHROUD & STAGE 1 LPT NOZZLE
EFFECTIVITY
TOC
HPT SHROUD &

BASIC ENGINE
Sep 04
CFM56-5B
TRAINING MANUAL

The shroud and stage 1 LPT nozzle assembly
The HPT shroud and stage 1 LPT nozzle assembly
consists of :
- An air impingement manifold.
- Shroud/nozzle support.
- HPT shroud hangers.
- HPT shrouds.
- The stage 1 nozzle.
- The inner and stationary air seals.
EFFECTIVITY
TOC
HPT SHROUD &

BASIC ENGINE
Sep 04
CFM56-5B
AIR IMPINGMENT
MANIFOLD
TRAINING MANUAL
LPT NOZZLE
COOLING
INLET
SHROUD
NOZZLE SUPPORT
SHROUD
HANGERS
STAGE 1
LPT NOZZLE
ASSEMBLY
SHROUD
STATIONARY
AIR SEAL
INNER AIR SEAL
CTC-214-121-02
HPT SHROUD AND STAGE 1 LPT NOZZLE ASSEMBLY
EFFECTIVITY
TOC
HPT SHROUD &

BASIC ENGINE
Sep 04
CFM56-5B
TRAINING MANUAL

The air impingement manifold
The air impingement manifold circulates 4th and 9th stage
bleed air for HPT clearance control and LPT nozzle
cooling.
It is a brazed fabrication made from a nickel-chrome
alloy.
The manifold is made up of 2 half-rings, the upper and
lower, that are bolted together at their 3 and 9 oclock
split-line flanges.
Bushings with spacers, inserted through the combustion
case, supply bleed air to 2 holes on the manifolds outer
surface at approximately the 1 and 7 oclock positions.
There are 3 air supply tubes on the manifolds inner
surface, which circulate the air to cool down the HPT
shroud for clearance control.
Small holes allow the air to blow onto the shroud support.
The air is then re-circulated into a cavity to be mixed with
HPC 4th stage air.
A series of holes around the rear of the manifold supply
HPC 4th stage air from the cavity formed with the
EFFECTIVITY
TOC
HPT SHROUD &

BASIC ENGINE
Sep 04
CFM56-5B
UPPER
MANIFOLD
HALF-RING
TRAINING MANUAL
HPC 4th STAGE AIR
1 O'CLOCK POSITION
APPROX.
HPC 4th AND 9th STAGE
BLEED AIR
SUPPORT
SHROUD
BUSHING
SPACER
COMBUSTION
CASE
MANIFOLD AIR
SUPPLY TUBES
LOWER
MANIFOLD
HALF-RING
AIR SUPPLY
TUBES
AIR IMPINGEMENT MANIFOLD
CTC-214-122-03
EFFECTIVITY
TOC
SEALING SURFACE
(HPT SHROUD SUPPORT)
HPT SHROUD &

BASIC ENGINE
Sep 04
CFM56-5B
TRAINING MANUAL

The shroud/nozzle support
The shroud/nozzle support assembly forms the outer
shell of the HPT shroud and stage 1 LPT nozzle
assembly.
On the supports inner surface, 3 heat shields are

installed.
It is made of a nickel chrome alloy.
The shroud hangers
It provides the area for the air impingement manifold on

its outer surface and supports the HPT shrouds and the
outer platforms of the LPT nozzle segments on its inner
surface.
The HPT shroud hangers carry the shroud segments on

their inner surface.
The supports front flange is secured to the combustion

case with slab-head bolts.
Its rear flange is pinched between the combustion case
rear flange and the LPT stator case front flange. An
external pressure seal is installed between the supports
aft flange and the stage 1 LPT nozzle.
There are 2 borescope bosses, which are installed
through its rear section at approximately the 5 and 8
oclock positions, to enable inspection of the trailing edge
of the HPT blades.
EFFECTIVITY
TOC
Also at the rear section, there are 96 holes with bushings

to allow passage of HPC 4th stage air to cool down the
LPT nozzle.
They provide a cooling area between the segments and

the shroud/nozzle support reducing the risk of damage to
the support due to thermal stresses.
The shroud hangers have machined runners on their
forward and aft faces, which slide into mating slots on the
shroud/nozzle support.
There are 14 hangers each carrying 3 shrouds.
There are numerous seals, which slot between and into
both hanger and shroud intersections, to prevent hot air
leakage.
Individual C-clip retainers, which are also air sealed, hold
the shrouds in position on the hangers.
HPT SHROUD &

BASIC ENGINE
Sep 04
CFM56-5B
TRAINING MANUAL
SHROUD/NOZZLE
SUPPORT
BORESCOPE BOSS
(2)
EXTERNAL
PRESSURE SEAL
SLABBED
HEAD BOLT
LPT COOLING HOLES (96)

BUSHING
MID HEAT
SHIELD
AFT HEAT SHIELD
SHROUD HANGER
.
.
SEALS
C-CLIP RETAINER
FWD HEAT
SHIELD
SHROUDS
SEAL
SEALS
CTC-214-124-02
HPT SHROUD/NOZZLE SUPPORT AND HPT SHROUD HANGERS
EFFECTIVITY
TOC
HPT SHROUD &

BASIC ENGINE
Sep 04
CFM56-5B
TRAINING MANUAL

The shrouds
The HPT shrouds have a smooth abradable surface that
can endure blade tip rub and prevent erosion from hot
exhaust gasses.
The shrouds are made of Rene N5.
There are 42 individually replaceable shrouds each
having their own C-clip retainer, which holds the shroud
in place in slots on the hanger.
Shroud expansion is controlled throughout engine
operation to increase HPT efficiency.
CDP air passes between the shroud/nozzle support
and the shroud segments for cooling purposes. It exits
through holes drilled in the shroud and goes back into the
primary flow to the LPT nozzles.
EFFECTIVITY
TOC
HPT SHROUD &

BASIC ENGINE
Sep 04
CFM56-5B
TRAINING MANUAL
HPT SHROUD
SEGMENT
C-CLIP
RETAINER
EXTERNAL
PRESSURE
SEAL
C-CLIP
RETAINER
SHROUD
SEGMENTS
AFT
STATOR SEAL
RUB SURFACE
SEAL
HP TURBINE SHROUD
CTC-214-125-01
EFFECTIVITY
TOC
SHROUD END
COOLING HOLES
HPT SHROUD &

BASIC ENGINE
Sep 04
CFM56-5B
TRAINING MANUAL

The Low Pressure Turbine (LPT) nozzle
The LPT nozzle directs high velocity gasses from the
HPT rotor onto the blades of the LPT rotor stage 1.
The assembly consists of 24 nozzle segments of 4 vanes
each and the nozzle segments outer and inner locating
lips are mechanically locked into the shroud/nozzle
support.
The forward lip prevents axial movement of the HPT
shroud retainer clips.
The inner air seal and the stationary air seal are bolted
together and held in place on the inner platforms of the
LPT nozzle.
HPC 4th stage cooling air is directed into cooling air duct
bores in the nozzle segments and seals are installed
between the segments to avoid air leakage.
The cooling air exits through holes in the vanes trailing
edge and through the vane roots and inner seal to cool
the HPT disk rear face. The air also passes through the
stationary air seal to cool down the LPT rotor.
EFFECTIVITY
TOC
HPT SHROUD &

BASIC ENGINE
Sep 04
CFM56-5B
TRAINING MANUAL
HPC STAGE 4
COOLING AIR
OUTER LOCATING
LIP
ANTI-ROTATION
SLOT
COOLING AIR DUCT

BORES
STAGE 1
LPT NOZZLE
INNER LOCATING
LIP
SHROUD
RETAINER
CLIP
FORWARD
LIP
LEADING EDGE
COOLING
AIR EXIT
HOLES
STATIONARY
AIR SEAL
INNER PLATFORM
SEAL STRIP
SLOTS
INNER AIR
SEAL
HONEYCOMB
SEAL
STAGE 1 LPT NOZZLE SEGMENT
CTC-214-126-01
EFFECTIVITY
TOC
HPT SHROUD &

BASIC ENGINE
Sep 04
CFM56-5B
TRAINING MANUAL
EFFECTIVITY
TOC
HPT SHROUD &

BASIC ENGINE
Sep 04
CFM56-5B
TRAINING MANUAL
LOW PRESSURE TURBINE MAJOR MODULE
EFFECTIVITY
TOC
LPT MAJOR
MODULE
BASIC ENGINE
Page 259
Sep 04
CFM56-5B
TRAINING MANUAL
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 turbine frame module.
EFFECTIVITY
TOC
LPT MAJOR
MODULE
BASIC ENGINE
Page 260
Sep 04
CFM56-5B
TRAINING MANUAL
TURBINE FRAME
LPT ROTOR /
STATOR
ASSEMBLY
LPT SHAFT
CTC-214-128-00
LOW PRESSURE TURBINE MODULE
EFFECTIVITY
TOC
LPT MAJOR
MODULE
BASIC ENGINE
Page 261
Sep 04
CFM56-5B
TRAINING MANUAL
EFFECTIVITY
TOC
LPT MAJOR
MODULE
BASIC ENGINE
Page 262
Sep 04
CFM56-5B
TRAINING MANUAL
LPT ROTOR / STATOR MODULE
EFFECTIVITY
TOC
LPT ROTOR/
STATOR MODULE
BASIC ENGINE
Page 263
Sep 04
CFM56-5B
TRAINING MANUAL
LPT ROTOR/STATOR MODULE

The purpose of the LPT rotor/stator module is to convert
the energy of combustion gasses into mechanical power
to drive the fan and booster rotor.
The LPT rotor/stator is located between the HPT and the
turbine frame.
Its front flange is mounted on the rear flange of the
combustion module.
Its rear flange provides attachment for the turbine frame.
Its inner flange is secured onto the LPT shaft.
It is a 4-stage axial flow turbine, and consists of :
- A stator assembly.
- A rotor assembly.
EFFECTIVITY
TOC
LPT ROTOR/
STATOR MODULE
BASIC ENGINE
Page 264
Sep 04
CFM56-5B
TRAINING MANUAL
REAR FLANGE
ROTOR ASSEMBLY
FRONT FLANGE
INNER FLANGE
STATOR
ASSEMBLY
LPT ROTOR/STATOR MODULE
CTC-214-129-01
EFFECTIVITY
TOC
LPT ROTOR/
STATOR MODULE
BASIC ENGINE
Page 265
Sep 04
CFM56-5B
TRAINING MANUAL
LPT STATOR ASSEMBLY

The stator assembly increases the speed of gasses
coming from the combustion chamber.
It consists of the following components :
- The LPT case.
- An air cooling tubes and manifolds assembly.
- Stages 2 to 4 nozzle assemblies.
EFFECTIVITY
TOC
LPT ROTOR/
STATOR MODULE
BASIC ENGINE
Page 266
Sep 04
CFM56-5B
TRAINING MANUAL
LPT OUTER
STATIONARY SEAL
LPT COOLING
MANIFOLDS
4
LPT CASE
3
2
LPT NOZZLES
STAGES 2 TO 4
LPT OUTER
STATIONARY SEAL
LPT STATOR ASSEMBLY
CTC-214-130-01
EFFECTIVITY
TOC
LPT ROTOR/
STATOR MODULE
BASIC ENGINE
Page 267
Sep 04
CFM56-5B
TRAINING MANUAL
LPT STATOR ASSEMBLY (CONTINUED)

LPT case
The LPT case provides support for the stator assembly.
It is made of nickel-chrome alloy.
Its front flange is bolted to the rear flange of the
combustion case, through the HPT shroud/nozzle support
flange (also called T-flange).
Its rear flange provides attachment for the outer front
flange of the turbine frame.
The outer surface of the LPT case is fitted with angle
brackets to hold air cooling tube supports and cooling
manifolds.
It also has 9 thermocouple mounting pads for EGT
measurement, and 3 borescope ports at the 5 oclock
position (not shown).
The inner surface of the LPT case houses one thermal
insulation blanket and four thermal insulation plates.
The inner surface also has flanges for the installation of
nozzle and seal segments.
EFFECTIVITY
TOC
LPT ROTOR/
STATOR MODULE
BASIC ENGINE
Page 268
Sep 04
CFM56-5B
TRAINING MANUAL
ANGLE
BRACKETS
THERMOCOUPLE
MOUNTING
PADS
MOUNTING
FLANGES FOR
NOZZLE AND
SEAL SEGMENTS
LPT CASE
CTC-214-131-01
EFFECTIVITY
TOC
LPT ROTOR/
STATOR MODULE
BASIC ENGINE
Page 269
Sep 04
CFM56-5B
TRAINING MANUAL
STATOR ASSEMBLY (CONTINUED)

Air cooling tubes and manifolds assembly
The purpose of the air cooling tubes and manifolds
assembly is to blow cooling air onto the outer surface of
the LPT case, for rotor clearance control.
It is installed on supports, held by brackets located
around the LPT case.
It is made of steel alloy, and consists of :
- 2 air supply manifolds.
- 2 tube manifold assemblies.
The tube manifold assemblies consist of 6 upper and
lower tube halves which surround the case.
The manifolds supply fan discharge air to the tubes,
which have holes drilled in them to direct cooling air onto
the outer case.
EFFECTIVITY
TOC
LPT ROTOR/
STATOR MODULE
BASIC ENGINE
Page 270
Sep 04
CFM56-5B
TRAINING MANUAL
LPT
AIR COOLING
TUBES AND
MANIFOLDS
ASSEMBLY
AIR
MANIFOLD
UPPER
COOLING
MANIFOLD
LPT CASE
REAR FLANGE
TUBE
SUPPORT
FWD
LPT CASE
FRONT FLANGE
LOWER
COOLING
MANIFOLD
LPT COOLING MANIFOLDS
CTC-214-132-01
EFFECTIVITY
TOC
LPT ROTOR/
STATOR MODULE
BASIC ENGINE
Page 271
Sep 04
CFM56-5B
TRAINING MANUAL

Stages 2 to 4 nozzles
The purpose of the LPT stages 2 to 4 nozzles is to
increase the speed of the air coming from the HPT, and
to direct it onto the LPT rotor assembly.
Seal segments are installed between each nozzle stage.

They have an abradable liner that faces the rotor blade
teeth.
Each nozzle stage is made up of segments. The number

of segments and the number of vanes in each segment
vary from stage to stage.
The front of each seal segment has an integral rail clip

which locks onto the nozzle rear outer platform and the
case flange.
The segments are installed on the flanges inside the LPT

case and their retention is obtained through a stacking
system, which is basically the same for all stages:
Note : Stage 1 seal segments, located in front of stage 2

nozzle segments, are held in position inside the LPT case
by the shroud support. Stage 4 seal segments are locked
in position by the turbine frame.
The front outer platform of each nozzle segment has an

anti-rotation slot which locks onto a locating pin on one of
the flanges inside the LPT case.
The outer platform holds a heat insulation plate and
an insulation blanket in position, through another antirotation slot on its rear flange.
EFFECTIVITY
TOC
LPT ROTOR/
STATOR MODULE
BASIC ENGINE
Page 272
Sep 04
CFM56-5B
TRAINING MANUAL
LPT CASE
FLANGES
RAIL CLIP
SHROUD
SUPPORT
SEGMENT
ABRADABLE
LINER
REAR
OUTER
PLATFORM
4
3
2
INSULATION
BLANKET
FRONT
OUTER
PLATFORM
CTC-214-133-01
HEAT
INSULATION
PLATE
NOZZLE
SEGMENT
STAGE 2
LPT NOZZLES
STAGES 2 TO 4
STAGES 2 TO 4 NOZZLE ASSEMBLY
EFFECTIVITY
TOC
LPT ROTOR/
STATOR MODULE
BASIC ENGINE
Page 273
Sep 04
CFM56-5B
TRAINING MANUAL

Stages 2 to 4 nozzles (Continued)
Stages 3 and 4
All nozzle assembly stages are made of nickel

alloy, protected against oxidation by a vapor-phase
aluminization treatment.
On both stages, one segment, located at 5 oclock, has a

hole for borescope inspection.
The inner platform of each nozzle segment has a

brazed-on integral inner stationary air seal.
The sides of both inner and outer platforms have slots
to house sealing plates that are installed between each
segment to prevent air leakage.
Stage 3 nozzle assembly consists of 20 segments with

7 vanes each.
Stage 4 nozzle assembly consists of 22 segments with
6 vanes each.
Stage 2
The stage 2 nozzle assembly consists of 18 segments
with 6 vanes each.
Nine of these segments have a hole to house the
thermocouples that measure Exhaust Gas Temperature
(EGT). One of these 9 segments, located at 5 oclock,
also has a hole for borescope inspection.
EFFECTIVITY
TOC
LPT ROTOR/
STATOR MODULE
BASIC ENGINE
Page 274
Sep 04
CFM56-5B
HOLE FOR
THERMOCOUPLE
(STAGE 2 ONLY)
TRAINING MANUAL
SEALING
PLATE
SLOTS
ANTI-ROTATION
SLOTS
HOLE FOR
BORESCOPE INSPECTION
(5 O'CLOCK)
OUTER
PLATFORM
SEALING
PLATES
LEADING
EDGE
SEALING
PLATES
INNER STATIONARY
AIR SEAL
INNER PLATFORM
NOZZLE SEGMENTS
CTC-214-134-02
EFFECTIVITY
TOC
TRAILING EDGE
LPT ROTOR/
STATOR MODULE
BASIC ENGINE
Page 275
Sep 04
CFM56-5B
TRAINING MANUAL
ROTOR ASSEMBLY
The rotor assembly is housed inside the LPT case and
has four stages.
It consists of the following components :
- Stages 1 to 4 disks.
- Stages 1 to 4 rotating air seals.
- Stages 1 to 4 blades.
- A rotor support.
EFFECTIVITY
TOC
LPT ROTOR/
STATOR MODULE
BASIC ENGINE
Page 276
Sep 04
CFM56-5B
TRAINING MANUAL
DAMPER
LPT BLADE
RETAINER RING
ANTIWEAR
SHIELD
LPT DISK
ROTATING AIR SEAL
SUPPORT SEAL
ROTOR SUPPORT
SUPPORT RING
LPT ROTOR ASSEMBLY
CTC-214-135-01
EFFECTIVITY
TOC
LPT ROTOR/
STATOR MODULE
BASIC ENGINE
Page 277
Sep 04
CFM56-5B
TRAINING MANUAL
ROTOR ASSEMBLY (CONTINUED)

Stage 1 to 4 disks
The disks are made of nickel alloy.
Their outer rims have machined dovetail slots in which
the rotor blades are installed. The number of slots varies
between stages.
Their front flanges have bolt holes for the installation of
rotating air seals.
Except for stage 4, their rear flanges have bolt holes for
the installation of the next stage disk together with its
rotating air seal.
The disks are assembled together with D-head bolts.
EFFECTIVITY
TOC
LPT ROTOR/
STATOR MODULE
BASIC ENGINE
Page 278
Sep 04
CFM56-5B
TRAINING MANUAL
4
3
DOVETAIL SLOT
2
1
STAGE 1 DISK
LPT DISKS
CTC-214-136-01
EFFECTIVITY
TOC
LPT ROTOR/
STATOR MODULE
BASIC ENGINE
Page 279
Sep 04
CFM56-5B
TRAINING MANUAL

Stage 1 to 4 rotating air seals
The purpose of the rotating air seals is to control the
airflow between the LPT nozzles and the rotor.
They are made of nickel alloy.
The seals are sandwich-mounted between stages 1 to 4
disks, through holes located on their inner front flange,
which, except for stage 4, has machined slots to allow the
passage of cooling air to the blade roots.
They have seal teeth, one on stage 1, two on stages 2,
3 and 4, that rub against the abradable liner of the inner
stationary air seal brazed on the inner platform of the
nozzle segments.
The rear face of the seals outer flange mates with a
retainer ring, which holds the blades in their axial position
in the disk slots.
EFFECTIVITY
TOC
LPT ROTOR/
STATOR MODULE
BASIC ENGINE
Page 280
Sep 04
CFM56-5B
TRAINING MANUAL
BLADE
RETAINER RING
BLADE
FACE MATING
WITH RETAINER
RING
SEAL TEETH
HONEYCOMB
ABRADABLE
LINER
COOLING
AIR
BOLT HOLES
DISK
CTC-214-137-01
LPT ROTATING AIR SEALS (EXAMPLE STAGE 2)
EFFECTIVITY
TOC
LPT ROTOR/
STATOR MODULE
BASIC ENGINE
Page 281
Sep 04
CFM56-5B
TRAINING MANUAL

Stage 1 to 4 blades
The four stages of the LPT rotor have tip-shrouded
blades made of nickel alloy.
On stages 1 and 2 only, the blade airfoil is protected
against oxidation by a vapor-phase aluminization
treatment.
The number of blades varies between stages :
On stages 1, 2 and 3 only, antiwear shields are crimped

on the blade roots before installation on the disk, and
dampers are installed between each blade, under the
blade inner platforms. Stage 4 blades do not have shields
or dampers.
A lug is machined on the front of the inner platform of
each blade. When all blades are installed side by side on
a disk, these lugs form a groove in which a blade retainer
ring is inserted, to prevent axial movement of the blades.
The blade retainer ring is held in position by the rotating
air seal bolted to the front flange of the disk.
On each stage, 3 of the blades have a hard coating on

their tips, to rub against the honeycomb material of the
stator seal segments.
Each blade has a dovetail root that slides into dovetail
slots on the disk outer rim.
EFFECTIVITY
TOC
LPT ROTOR/
STATOR MODULE
BASIC ENGINE
Page 282
Sep 04
CFM56-5B
TRAINING MANUAL
LPT BLADE
STAGE 1
SEAL TEETH
HARD COATING
(3 BLADES PER STAGE)
DAMPER
ANTIWEAR
SHIELD
VIEW
DAMPER
ROTATING
AIR SEAL
RETAINER
RING
DISK
LUG
TIP SHROUD
HARD FACING
LPT ROTOR ASSEMBLY
CTC-214-138-02
EFFECTIVITY
TOC
GROOVE FOR
RETAINER RING
LPT ROTOR/
STATOR MODULE
BASIC ENGINE
Page 283
Sep 04
CFM56-5B
TRAINING MANUAL

Rotor support
The rotor support gives structural strength to the rotor
assembly, and provides a mechanical connection
between the assembled disks and the LPT shaft. It also
divides the rotor enclosure into two separate cavities.
It is made of nickel alloy, and has holes for the circulation
of cooling and pressurizing air.
The outer flange of the rotor support is sandwichmounted between the stage 3 rotating air seal and the
front flange of the stage 3 disk.
Before it is installed between the stage 3 rotating air seal
and the stage 3 disk, the rotor support is equipped with
the following components :
The forward rotating oil seal is made of steel alloy. It

is installed on the front face of the supports rear inner
flange.
The forward rotating air seal is made of nickel chrome
alloy. It is installed on the front face of the supports front
inner flange.
After the rotor support is equipped with these
components, its rear inner flange is bolted onto the
front face of the LPT shaft hub, making the mechanical
connection between the assembled disks and the LPT
shaft.
- A forward rotating oil seal.

- A forward rotating air seal.
EFFECTIVITY
TOC
LPT ROTOR/
STATOR MODULE
BASIC ENGINE
Page 284
Sep 04
CFM56-5B
REAR INNER FLANGE
TRAINING MANUAL
TURBINE ROTOR
SUPPORT
FORWARD
ROTATING
OIL SEAL
COOLING AIR
PASSAGES
FRONT
INNER FLANGE
FORWARD
ROTATING
AIR SEAL
FWD ROTATING
OIL SEAL
CTC-214-140-01
TURBINE ROTOR SUPPORT AND SEAL
EFFECTIVITY
TOC
LPT ROTOR/
STATOR MODULE
BASIC ENGINE
Page 285
Sep 04
CFM56-5B
TRAINING MANUAL
LPT BORESCOPE PORTS

The rotor/stator assembly of the Low Pressure Turbine
needs regular line maintenance inspection to identify
defects, mainly on the rotor blades.
The nozzle segments can also be inspected, but with
limited visibility.
Five borescope inspection ports are available.
Their location corresponds to the nozzle segments
stages 1 to 4 that are equipped with borescope holes.
- Ports S16 and S17 go through the stage 1 nozzle
shroud. They are located at the rear of the
combustion case at approximately 5 and 8 oclock,
and are used to inspect the leading edge of stage
1 blades and the trailing edge of HPT blades.
- Port S20 goes through the stage 4 nozzle shroud.

It is located on the LPT case at 5 oclock, and is
used to inspect the trailing edge of stage 3 blades
and the leading edge of stage 4 blades.
NOTE :The trailing edge of stage 4 blades can be
inspected through an instrumentation boss located at the
8.30 clock position on the turbine frame.
When not in use, all borescope ports are closed by plugs.
Ports S16 and S17 are fitted with long spring-loaded
plugs with hexagonal head caps.
Ports S18, S19 and S20 are fitted with short springloaded plugs with hexagonal head caps.

EFFECTIVITY
TOC
LPT ROTOR/
STATOR MODULE
BASIC ENGINE
Page 286
Sep 04
CFM56-5B
TRAINING MANUAL
BORESCOPE PORT
LOCATIONS (ALF)
S16, S17
BORESCOPE
PLUGS
S17
S16, S18, S19, S20
S16, S17
S18, S19, S20
BORESCOPE
PLUGS
S18
S19
S20
LPT BORESCOPE PORTS
CTC-214-152-02
EFFECTIVITY
TOC
LPT ROTOR/
STATOR MODULE
BASIC ENGINE
Page 287
Sep 04
CFM56-5B
TRAINING MANUAL
EFFECTIVITY
TOC
LPT ROTOR/
STATOR MODULE
BASIC ENGINE
Page 288
Sep 04
CFM56-5B
TRAINING MANUAL
THE LPT SHAFT MODULE
EFFECTIVITY
TOC
LPT SHAFT
MODULE
BASIC ENGINE
Page 289
Sep 04
CFM56-5B
TRAINING MANUAL
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
turbine frame.
It also vents the engine forward and aft sumps, through
the center vent tube.
EFFECTIVITY
TOC
LPT SHAFT
MODULE
BASIC ENGINE
Page 290
Sep 04
CFM56-5B
TRAINING MANUAL
CENTER
VENT TUBE
TURBINE
FRAME
LPT
ROTOR
FAN
ROTOR
FAN
SHAFT
LPT
SHAFT
No 4
BEARING
LPT SHAFT MODULE
CTC-214-141-01
EFFECTIVITY
TOC
No 5
BEARING
LPT SHAFT
MODULE
BASIC ENGINE
Page 291
Sep 04
CFM56-5B
TRAINING MANUAL
THE LPT SHAFT MODULE (CONTINUED)

The LPT shaft module consists of the following
components :
- The LPT shaft.
- A center vent tube.
EFFECTIVITY
TOC
LPT SHAFT
MODULE
BASIC ENGINE
Page 292
Sep 04
CFM56-5B
TRAINING MANUAL
ROTATING
AIR/OIL SEAL
SHAFT
CENTER VENT
TUBE
CENTER VENT
TUBE
No 4 ROLLER
BEARING
SHAFT
LPT SHAFT ASSEMBLY
CTC-214-142-01
EFFECTIVITY
TOC
No 5 ROLLER
BEARING
LPT SHAFT
MODULE
BASIC ENGINE
Page 293
Sep 04
CFM56-5B
TRAINING MANUAL

LPT shaft
The LPT shaft is made of steel alloy, and transmits torque
from the LP turbine to the fan and booster module.
The No 4 and No 5 bearings are installed at the aft end of

the shaft, on each side of an integral hub.
It is installed concentrically inside the HP rotor system.
The front face of the hub accommodates the turbine rotor

support.
The forward end of the LPT shaft has outer splines that
engage into inner splines on the fan shaft. It also has
a shoulder that is secured against a mating shoulder in
the fan shaft, by the installation of a coupling nut. The
shoulder and the coupling nut provide axial retention of
the LPT shaft.
The rear face of the hub holds a rotating air/oil seal,

which controls air circulation through the LPT rotor and
sump pressurization through a set of seal teeth that mate
with the oil collector and the No 5 bearing support located
inside the turbine rear frame.
A machined shim, called D48, is installed between the

LPT shaft shoulder and the fan shaft inner shoulder, to
adjust the position of the LPT.
The forward end of the LPT shaft is closed by a plug,
locked in position by a retaining clip. The plug has an
anti-rotation lug that engages into a slot on the coupling
nut.
EFFECTIVITY
TOC
LPT SHAFT
MODULE
BASIC ENGINE
Page 294
Sep 04
CFM56-5B
TRAINING MANUAL
INTEGRAL
HUB
SPLINES
LPT SHAFT
SHOULDER
FAN SHAFT
No 4 BEARING
ROTATING
AIR/OIL SEAL
RETAINING CLIP
SPLINES
LUG
No 5 BEARING
FAN SHAFT
INNER SHOULDER
D48 SHIM
COUPLING NUT
PLUG
LPT SHAFT
CTC-214-143-01
EFFECTIVITY
TOC
LPT SHAFT
MODULE
BASIC ENGINE
Page 295
Sep 04
CFM56-5B
TRAINING MANUAL

Center vent tube and reat duct
The center vent tube provides overboard venting for the
engine forward and rear sumps.
It is made of titanium alloy, and is installed concentrically
inside the LPT shaft. It comes in two parts, the center
vent tube and a rear duct.
The forward end of the center vent tube is inserted
through the front of the LPT shaft. It is held inside the
shaft by means of two expandable-type supports that fit
around two locating diameters.
The aft end of the center vent tube is supported by the
LPT shaft hub.
A centrifugal air/oil separator is installed at the rear of the

extension duct. It separates the vaporized oil from the aft
sump pressurization air, and sends lubrication oil back to
the sump.
The air/oil separator is installed against the central
shoulder of the rear duct. It has an internal flange that
is held against the duct shoulder by a nut. The angular
position of the separator is held by slots on its forward
end, that engage onto the rear of the center vent tube.
The rear end of the rear duct has two sets of seal teeth
that rub against an abradable coating, located inside the
oil inlet cover of the turbine frame.
The forward end of the rear duct is inserted into the

LPT shaft hub. It is maintained by 3 swaged pins. It also
receives the center vent tube in its inner diameter.
EFFECTIVITY
TOC
LPT SHAFT
MODULE
BASIC ENGINE
Page 296
Sep 04
CFM56-5B
TRAINING MANUAL
EXPANDABLE
SUPPORTS
CENTER
VENT TUBE
SHOULDER
AIR/OIL
SEPARATOR
LOCKING NUT
SEAL TEETH
LOCATING
DIAMETERS
AIR/OIL
SEPARATOR
RETAINING
RING
CENTRAL SHOULDER
O-RING
REAR DUCT
CTC-214-144-02
CENTER VENT TUBE AND REAR DUCT
EFFECTIVITY
TOC
LPT SHAFT
MODULE
BASIC ENGINE
Page 297
Sep 04
CFM56-5B
TRAINING MANUAL

No 4 bearing
The No 4 bearing takes up the radial loads generated by
the High Pressure Turbine rotor.
It is a roller bearing, installed between the HPT rear shaft
and the LPT shaft, at the front of the LPT shaft hub.
The bearing outer race is housed in the HPT rear shaft
bore.
Its inner race is bolted to the front face of the LPT shaft
integral hub.
The No 4 bearing inner race has a shoulder, which acts
as an emergency bearing in case of roller failure.
The forward end of the inner race has seal teeth that rub
against an abradable coating located on the No 4 bearing
forward rotating oil seal, thus acting as one of the sump
air/oil seals.
EFFECTIVITY
TOC
LPT SHAFT
MODULE
BASIC ENGINE
Page 298
Sep 04
CFM56-5B
TRAINING MANUAL
No 4 ROLLER
BEARING
INNER
RACE
SEAL TEETH
AIR DUCT
OUTER RACE
No 4 BEARING
FORWARD ROTATING
OIL SEAL
No 4 BEARING
CTC-214-145-02
EFFECTIVITY
TOC
LPT SHAFT
MODULE
BASIC ENGINE
Page 299
Sep 04
CFM56-5B
TRAINING MANUAL

No 5 bearing
The No 5 bearing holds the aft end of the LPT rotor
inside the turbine frame, and takes up the radial loads
generated by the LPT and HPT rotors.
It is an oil-damped roller bearing, mounted at the rear of
the LPT shaft hub, which reduces the vibration level of
the rotating assembly.
The bearing outer race is installed in an adjusting sleeve
inside the turbine frame. Oil damping is achieved by
sending oil pressure between the outer race and the
adusting sleeve.
Its inner race is installed on the aft end of the LPT shaft.
The No 5 bearing is held in position by a retaining ring at
the front, and a retaining nut at the rear.
The retaining nut provides axial retention of the bearing,
and is locked in position by a rivet pin.
EFFECTIVITY
TOC
LPT SHAFT
MODULE
BASIC ENGINE
Page 300
Sep 04
CFM56-5B
TRAINING MANUAL
No 5 BEARING
INNER RACE
RIVET PIN
RETAINING NUT
No 5 BEARING
RETAINING RING
OUTER
RACE
No 5 BEARING
SUPPORT
No 5 BEARING
CTC-214-146-02
EFFECTIVITY
TOC
ADJUSTING
SLEEVE
LPT SHAFT
MODULE
BASIC ENGINE
Page 301
Sep 04
CFM56-5B
TRAINING MANUAL

Bearings lubrication
A supply tube located in the turbine frame delivers oil to
the rotating air/oil separator, which in turn sends this oil
forward to the No 5 bearing by centrifugation, through an
oil gallery between the separator and the LPT shaft.
Oil finds a passage through holes in the LPT shaft and
the No 5 bearing inner race, to lubricate the rollers and
outer race of the No 5 bearing.
The No 5 bearing is equipped with a damping device,

called Oil Damped Bearing (ODB) or squeeze film. The
purpose of the ODB is to reduce the level of vibration at
a given speed. It consists of a film of oil located between
the No 5 bearing outer race and a sleeve installed in the
No 5 bearing support.
The remaining oil continues to flow forward, through

passageways drilled in the LPT shaft, and lubricates
the inner race, the rollers and the outer race of the No 4
bearing.
EFFECTIVITY
TOC
LPT SHAFT
MODULE
BASIC ENGINE
Page 302
Sep 04
CFM56-5B
No 5 OIL DAMPED BEARING
TRAINING MANUAL
AIR/OIL SEPARATOR
OIL FILM
No 4 BEARING
OIL SUPPLY TUBE
ODB
PICK-UP
BEARINGS LUBRICATION
CTC-214-147-02
EFFECTIVITY
TOC
LPT SHAFT
MODULE
BASIC ENGINE
Page 303
Sep 04
CFM56-5B
TRAINING MANUAL
EFFECTIVITY
TOC
LPT SHAFT
MODULE
BASIC ENGINE
Page 304
Sep 04
CFM56-5B
TRAINING MANUAL
THE LOW PRESSURE TURBINE FRAME MODULE
EFFECTIVITY
TOC
LPT FRAME
MODULE
BASIC ENGINE
Page 305
Sep 04
CFM56-5B
TRAINING MANUAL
THE LOW PRESSURE TURBINE FRAME MODULE

The LP Turbine 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 structural component of the module is the
turbine frame.
The turbine frame outer casing has engine rear
installation mounts.
Its inner hub takes up loads from the rear of the LPT
rotor through the No 5 bearing support, and provides
attachment for parts on its front and rear faces.
EFFECTIVITY
TOC
LPT FRAME
MODULE
BASIC ENGINE
Page 306
Sep 04
CFM56-5B
TRAINING MANUAL
LPT CASE
ENGINE MOUNTS
EXHAUST NOZZLE
ATTACHMENT
No 5 BEARING
SUPPORT
INNER HUB
TURBINE FRAME
LP TURBINE FRAME MODULE
CTC-214-148-02
EFFECTIVITY
TOC
LPT FRAME
MODULE
BASIC ENGINE
Page 307
Sep 04
CFM56-5B
TRAINING MANUAL
THE LP TURBINE FRAME MODULE (CONTINUED)

Turbine Frame - General
The turbine frame is made of nickel alloy.
It consists of a polygonal outer casing and an inner hub,
connected with 16 airfoil-shaped struts tangential to the
inner hub. The struts are used to hold a fairing to duct the
primary airflow out of the engine.
Some of the struts have internal passages for oil tubes :
- Strut No 10 accommodates the oil supply tube for
the No 4 and No 5 bearings.
- Strut No 7 accommodates the oil scavenge tube.
- The outer case drain tube is routed between struts
No 8 and No 9.
The turbine frame has two brackets used for handling
and installation on engine storage stands and the outer
casing has three clevis mounts for engine installation on
the airframe.
EFFECTIVITY
TOC
LPT FRAME
MODULE
BASIC ENGINE
Page 308
Sep 04
CFM56-5B
TRAINING MANUAL
FAIRING
CLEVIS MOUNT
16
OUTER CASING
1
2
15
14
13
12
INNER
HUB
6
11
HANDLING
BRACKETS
FRONT
FLANGE
STRUT
OIL SUPPLY TUBE
OIL SCAVENGE
TUBE
OUTER CASE
DRAIN TUBE
(FLA)
(ALF)
TURBINE FRAME
CTC-214-149-01
EFFECTIVITY
TOC
10
LPT FRAME
MODULE
BASIC ENGINE
Page 309
Sep 04
CFM56-5B
TRAINING MANUAL

Turbine Frame Hub - Front
The front of the turbine frame hub has three flanges that
provide attachment for various components.
- The hub intermediate flange provides attachment for

the rear flange of the oil collector.
- The hub inner flange provides attachment for the

outer flange of the No 5 bearing support, which is
made of steel alloy.
The oil collector is made of steel alloy and

provides containment for the aft oil sump. Its inner
front flange is lined with abradable material which
mates with the front seal teeth of the rotating
air/oil seal, for oil sump sealing and pressurization
purposes.
The supports inner flange receives an adjusting

sleeve, which secures the No. 5 bearing outer race
in position and allows oil damping of the bearing.
The supports forward section has an outer and
an inner wall, which mate with the rear seal
teeth of the rotating air/oil seal located at the
rear of the LPT shaft, thus providing sealing and
pressurization of the aft oil sump.
The support has machined passages for the
circulation of pressurizing air to the oil inlet
cover, sump air to the center vent tube, oil to the
scavenge tube and oil to the outer race damper.
EFFECTIVITY
TOC
- The hub outer flange provides attachment for a heat

shield.
The heat shield is made of steel alloy. It holds
the front of the fairing in position, and provides
protection against heat coming from the rear of the
LPT rotor.
LPT FRAME
MODULE
BASIC ENGINE
Page 310
Sep 04
CFM56-5B
TRAINING MANUAL
FAIRING
OUTER
FLANGE
HEAT
SHIELD
ADJUSTING
SLEEVE
INTERMEDIATE
FLANGE
OIL
COLLECTOR
INNER
FLANGE
FACE MATING
WITH
AIR SEALS
ADJUSTING
SLEEVE
No 5 BEARING
SUPPORT
HEAT SHIELD
FACE MATING
WITH OIL SEAL
No 5 BEARING
SUPPORT
OIL COLLECTOR
TURBINE FRAME HUB - FRONT
CTC-214-150-02
EFFECTIVITY
TOC
LPT FRAME
MODULE
BASIC ENGINE
Page 311
Sep 04
CFM56-5B
TRAINING MANUAL

Turbine Frame Hub - Rear
The rear of the turbine frame hub provides attachment for
various components; some on the center section of the
No 5 bearing support, and some on two flanges.
- The rear center section of the No 5 bearing support
provides attachment for the front flange of the oil
inlet cover.
The oil inlet cover is made of steel alloy and forms
the end boundary of the aft sump. It supports the
oil supply tube for the No 4 and No 5 bearings,
and has a port for a nipple to connect the damping
oil tube. It has external tubes that carry booster
discharge air to pressurize the sump rear seals.
The covers inner sleeve is lined with abradable
material. It provides support and sealing for the
center vent tube rear extension duct.
- The flame arrestor is the exit point of sump

pressurization airflow, and is designed to prevent
flame propagation into the engine exhaust system.
- The hub outer flange provides attachment for the
back of the fairing, and is fitted with mounting
studs for the exhaust plug, which is part of the
nacelle.
- The hub inner flange provides attachment for the
flange assembly.
The flange assembly is made of nickel alloy and it
closes the rear of the engine.
Its central section receives the flame arrestor and
its lower section provides a passage for the seal
overboard drain tube.
The rear flange of the oil inlet cover provides

attachment for a nickel alloy flame arrestor.
EFFECTIVITY
TOC
LPT FRAME
MODULE
BASIC ENGINE
Page 312
Sep 04
CFM56-5B
INNER
FLANGE
TRAINING MANUAL
STRUT
OUTER
FLANGE
EXHAUST PLUG
(NOT SHOWN)
STUD
OIL INLET
COVER
OIL SUPPLY
TUBE
FLAME
ARRESTOR
OIL SUPPLY
TUBE
FLANGE
ASSEMBLY
OIL INLET
TUBE
OVERBOARD
SEAL DRAIN
TUBE
OIL TUBE
FOR ODB
FLANGE
ASSEMBLY
FLAME
ARRESTOR
TURBINE FRAME HUB - REAR
CTC-214-151-01
EFFECTIVITY
TOC
SCAVENGE
TUBE
LPT FRAME
MODULE
BASIC ENGINE
Page 313
Sep 04
CFM56-5B
TRAINING MANUAL
EFFECTIVITY
TOC
LPT FRAME
MODULE
BASIC ENGINE
Page 314
Sep 04
CFM56-5B
TRAINING MANUAL
ACCESSORY DRIVE MODULE
EFFECTIVITY
TOC
ACCESSORY
DRIVE MODULE
BASIC ENGINE
Page 315
Sep 04
CFM56-5B
TRAINING MANUAL
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 6 oclock
position and consists of the following components :
- Inlet Gearbox (IGB), which takes power from the
HPC front shaft.
- Radial Drive Shaft (RDS), which transmits the power
to the Transfer Gearbox.
- Transfer Gearbox (TGB), which redirects the torque.
- Horizontal Drive Shaft (HDS), which transmits power
from the Transfer Gearbox to the Accessory
Gearbox.
- Accessory Gearbox (AGB), which supports and
drives both engine and aircraft accessories.
EFFECTIVITY
TOC
ACCESSORY
DRIVE MODULE
BASIC ENGINE
Page 316
Sep 04
CFM56-5B
TRAINING MANUAL
INLET GEARBOX
(IGB)
RADIAL DRIVE
SHAFT (RDS)
HORIZONTAL
DRIVE SHAFT
(HDS)
ACCESSORY GEARBOX
(AGB)
TRANSFER GEARBOX
(TGB)
CTC-214-054-01
ACCESSORY DRIVE SECTION DESIGN
EFFECTIVITY
TOC
ACCESSORY
DRIVE MODULE
BASIC ENGINE
Page 317
Sep 04
CFM56-5B
TRAINING MANUAL
EFFECTIVITY
TOC
ACCESSORY
DRIVE MODULE
BASIC ENGINE
Page 318
Sep 04
CFM56-5B
TRAINING MANUAL
INLET GEARBOX
EFFECTIVITY
TOC
INLET
GEARBOX
BASIC ENGINE
Page 319
Sep 04
CFM56-5B
TRAINING MANUAL
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.
EFFECTIVITY
TOC
INLET
GEARBOX
BASIC ENGINE
Page 320
Sep 04
CFM56-5B
No 3 BALL
BEARING
TRAINING MANUAL
ROTATING
AIR/OIL SEAL
HORIZONTAL
BEVEL GEAR
COUPLING /
LOCKING NUT
RADIAL
BEVEL GEAR
INLET GEARBOX ASSEMBLY
CTC-214-055-01
EFFECTIVITY
TOC
INLET
GEARBOX
BASIC ENGINE
Page 321
Sep 04
CFM56-5B
TRAINING MANUAL
THE INLET GEARBOX (CONTINUED)

The horizontal bevel gear
The horizontal bevel gear mates with the radial bevel
gear to provide rotational torque to the TGB assembly.
It is secured onto the HPC forward shaft and carries the
No 3 bearing inner race.
The horizontal bevel gear has 47 teeth.
It is splined to the compressor rotor front shaft and
secured to it by a coupling/locking nut.
The coupling/locking nut is installed in such a way that it
rotates independently, but its internal thread secures the
HPC front shaft to the horizontal bevel gear.
The nut is also used to pull out the core engine rotor
during engine disassembly.
The nut has teeth on its outer surface to provide sealing
with the forward stationary oil seal.
The bevel gears outer shaft provides for the inner
races of the bearing. The rear end has threads for the
installation of a rotating air/oil seal, which also acts as a
locking nut for the No 3 ball and roller bearing.
EFFECTIVITY
TOC
INLET
GEARBOX
BASIC ENGINE
Page 322
Sep 04
CFM56-5B
TRAINING MANUAL
HORIZONTAL
BEVEL GEAR
TEETH (47)
HPC SHAFT
THREADS
ROTATING
AIR/OIL SEAL
PULLER
NUT
HORIZONTAL
BEVEL GEAR
THREADS
BEARING
JOURNAL
SPLINES
PULLER
RING
COUPLING/
LOCKING NUT
COUPLING/
LOCKING NUT
RADIAL BEVEL GEAR
HORIZONTAL BEVEL GEAR
CTC-214-056-02
EFFECTIVITY
TOC
No 3 BEARING
INLET
GEARBOX
BASIC ENGINE
Page 323
Sep 04
CFM56-5B
TRAINING MANUAL

The radial bevel gear
The radial bevel gear has 35 teeth.
It is mounted on 1 ball bearing and 2 roller bearings, one
at each end of the bevel gear hub.
The gear is internally splined to drive the radial drive
shaft, which is removable from the exterior of the engine
to allow individual replacement of the IGB.
The bearings and gear are lubricated and cooled by oil,
supplied through the forward sump oil manifold assembly.
EFFECTIVITY
TOC
INLET
GEARBOX
BASIC ENGINE
Page 324
Sep 04
CFM56-5B
TRAINING MANUAL
RADIAL
BEVEL GEAR
TEETH (35)
BEARING
JOURNALS
ROLLER
BEARINGS
SPLINES
THREADS
OIL SEAL
BALL BEARING
RADIAL BEVEL GEAR
CTC-214-057-01
EFFECTIVITY
TOC
OIL INJECTORS
INLET
GEARBOX
BASIC ENGINE
Page 325
Sep 04
CFM56-5B
TRAINING MANUAL

The No 3 bearing or thrust bearing
The No 3 bearing assembly consists of a ball bearing and
a roller bearing.
The assembly is installed between the IGB housing and
the horizontal bevel gear.
The No 3 ball bearing acts as the core engine thrust
bearing and provides axial positioning of the forward end
of the HPC rotor.
The roller bearing is located directly after the ball bearing
and radially positions the core engine rotor.
The bearings and gear are lubricated and cooled by oil,
supplied through the forward sump oil manifold assembly.
EFFECTIVITY
TOC
INLET
GEARBOX
BASIC ENGINE
Page 326
Sep 04
CFM56-5B
TRAINING MANUAL
IGB
HOUSING
No 3 BALL
BEARING
REAR STATIONARY
AIR/OIL SEAL
FORWARD STATIONARY
AIR/OIL SEAL
No 3 ROLLER
BEARING
HORIZONTAL
BEVEL GEAR
THRUST BEARING No 3
CTC-214-058-02
EFFECTIVITY
TOC
INLET
GEARBOX
BASIC ENGINE
Page 327
Sep 04
CFM56-5B
TRAINING MANUAL

The rotating air/oil seal
The rotating air/oil seal is made of steel alloy. It provides
sealing of the aft end of the forward sump and acts as a
locknut for the No 3 bearing.
Holes between the two aft seal teeth allow passage of
sump pressurizing air.
Holes passing underneath the forward seal teeth allow oil
to be drained into the No 3 bearing cavity.
The rotating air/oil seal has internal threads for
installation onto the horizontal bevel gear and its front
face locks the No 3 bearing inner races in position.
EFFECTIVITY
TOC
INLET
GEARBOX
BASIC ENGINE
Page 328
Sep 04
CFM56-5B
TRAINING MANUAL
SEAL TEATH
OIL DRAIN HOLE
SUMP PRESSURIZATION
HOLES
THREAD
ROTATING AIR/OIL SEAL
CTC-214-059-01
EFFECTIVITY
TOC
INLET
GEARBOX
BASIC ENGINE
Page 329
Sep 04
CFM56-5B
TRAINING MANUAL
EFFECTIVITY
TOC
INLET
GEARBOX
BASIC ENGINE
Page 330
Sep 04
CFM56-5B
TRAINING MANUAL
TRANSFER GEARBOX
EFFECTIVITY
TOC
TRANSFER
GEARBOX
BASIC ENGINE
Page 331
Sep 04
CFM56-5B
TRAINING MANUAL
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 7 strut
at the 6 oclock position.
It consists of the radial drive shaft and a mid-length
bearing.
The RDS is hollow and made of steel alloy.
Both ends are externally splined and connect the IGB
bevel gear with the TGB input bevel gear.
A foolproof slot is machined on the shaft to avoid
inversion of the RDS during installation.
The lower end of the shaft has a shoulder, which prevents
disengagement and ensures correct seating into the gear.
The shaft mid-length bearing provides proper centering of
the RDS in its housing. Its inner race is mounted halfway
up on the RDS and the outer race is part of the RDS
housing.
EFFECTIVITY
TOC
TRANSFER
GEARBOX
BASIC ENGINE
Page 332
Sep 04
CFM56-5B
TRAINING MANUAL
OIL DISTRIBUTOR
INLET GEARBOX
FAN FRAME
No 7 STRUT
RADIAL DRIVE
SHAFT
ROLLER BEARING
OUTER RACE
SHAFT MID-LENGHT
BEARING
SHOULDER
FAN CASE
TGB HOUSING
THE RADIAL DRIVE SHAFT
CTC-214-060-01
EFFECTIVITY
TOC
TRANSFER
GEARBOX
BASIC ENGINE
Page 333
Sep 04
CFM56-5B
TRAINING MANUAL
THE TRANSFER GEARBOX (TGB)

Driven by the RDS, the Transfer Gearbox reduces
rotational speed and redirects the torque from the IGB to
the AGB, through the horizontal drive shaft.
It is secured under the fan frame module at the 6 oclock
position and consists of :
- The gearbox housing.
- The input bevel gear.
- The horizontal bevel gear.
EFFECTIVITY
TOC
TRANSFER
GEARBOX
BASIC ENGINE
Page 334
Sep 04
CFM56-5B
TRAINING MANUAL
FAN FRAME
No 7 STRUT
RADIAL DRIVE
SHAFT
FAN CASE
INPUT BEVEL
GEAR
HORIZONTAL
DRIVE SHAFT
TGB HOUSING
HORIZONTAL DRIVE
SHAFT HOUSING
HORIZONTAL
BEVEL GEAR
TRANSFER GEARBOX ASSEMBLY
CTC-214-061-01
EFFECTIVITY
TOC
TRANSFER
GEARBOX
BASIC ENGINE
Page 335
Sep 04
CFM56-5B
TRAINING MANUAL
THE TRANSFER GEARBOX (CONTINUED)

The gearbox housing
The TGB housing is made up of two parts bolted together
to form one assembly.
The housing is made of aluminium alloy.
The upper part of the TGB contains an adapter, which fits
in the bell-shaped outer end of the RDS housing.
The horizontal part provides the attachment to the fan
inlet case through a single clevis/link rod mounting
arrangement located at the top of the housing.
The TGB housing contains 2 oil nozzles for lubrication of
the bevel gears and bearings.
EFFECTIVITY
TOC
TRANSFER
GEARBOX
BASIC ENGINE
Page 336
Sep 04
CFM56-5B
TRAINING MANUAL
INPUT BEVEL
GEAR
ADAPTER
INPUT
BEVEL GEAR
HOUSING
CLEVIS
VENT
OIL SUPPLY
OIL SCAVENGE
HORIZONTAL
BEVEL GEAR
HORIZONTAL
BEVEL GEAR
HOUSING
TRANSFER GEARBOX HOUSING
CTC-214-062-00
EFFECTIVITY
TOC
TRANSFER
GEARBOX
BASIC ENGINE
Page 337
Sep 04
CFM56-5B
TRAINING MANUAL

The input bevel gear
The upper part of the TGB houses the input bevel gear,
its bearing housing, ball bearing and roller bearing.
The input bevel gear has 31 teeth.
The bore of the bevel gear is splined at its upper end and
engages with the radial drive shaft.
Sealing is provided by a seal ring installed externally on
the adapter.
An oil nozzle (not shown on diagram) supplies a jet of oil
directly onto the bevel gear. Another oil nozzle supplies a
jet of oil onto the roller bearing.
An oil distributor, installed inside the bevel gear
and secured by an anti-rotation system, ensures oil
distribution to the ball bearing and axial retention of the
RDS.
EFFECTIVITY
TOC
TRANSFER
GEARBOX
BASIC ENGINE
Page 338
Sep 04
CFM56-5B
TRAINING MANUAL
SPLINES
LUBRICATING
HOLES
ADAPTER
SEAL RING
BALL BEARING
TEETH (31)
INPUT BEVEL
GEAR
OIL DISTRIBUTOR
ROLLER BEARING
OIL NOZZLE
INPUT BEVEL GEAR
CTC-214-063-01
EFFECTIVITY
TOC
TRANSFER
GEARBOX
BASIC ENGINE
Page 339
Sep 04
CFM56-5B
TRAINING MANUAL

The horizontal bevel gear
The horizontal part of the TGB includes the housing, the
horizontal bevel gear, a ball bearing and a roller bearing.
The horizontal bevel gear has 40 teeth.
The gear housing is a cast part.
The suspension clevis, which attaches to the fan inlet
case through a link, is a cast part and integral with the
housing.
An oil nozzle directs 3 jets of oil into various parts of the
horizontal bevel gear.
An oil distributor, installed in the bevel gear and attached
by an anti-rotation system, permits oil distribution to the
bearings.
The bore of the bevel gear is splined at its forward end
and connects with the Horizontal Drive Shaft (HDS).
EFFECTIVITY
TOC
TRANSFER
GEARBOX
BASIC ENGINE
Page 340
Sep 04
CFM56-5B
TRAINING MANUAL
ROLLER BEARING
BALL BEARING
CLEVIS
LUBRICATING
HOLES
SPLINES
OIL NOZZLE
OIL DISTRIBUTOR
HORIZONTAL
BEVEL GEAR
HOUSING
TEETH (40)
HORIZONTAL BEVEL GEAR
CTC-214-064-01
EFFECTIVITY
TOC
HORIZONTAL
BEVEL GEAR
TRANSFER
GEARBOX
BASIC ENGINE
Page 341
Sep 04
CFM56-5B
TRAINING MANUAL

The Horizontal Drive Shaft (HDS)
The Horizontal Drive Shaft provides power transmission
between the TGB and the AGB.
The coupling tube, bolted between the TGB and AGB
housings, is made of aluminium alloy. It protects the HDS
and ensures connection with the AGB.
A gasket between the tube and the TGB front flange and
an O-ring between the tube and the AGB rear flange,
provide the necessary sealing of the assembly.
The HDS is made of steel alloy.
It is splined at both ends and drives the AGB gears
through the hand-cranking drive gear.
The shaft is secured in the drive gear by a castellated
nut.
For maintenance purposes, the horizontal drive shaft
can be disengaged from the TGB through the AGB hand
cranking port.
EFFECTIVITY
TOC
TRANSFER
GEARBOX
BASIC ENGINE
Page 342
Sep 04
CFM56-5B
TRAINING MANUAL
LINK ROD
CLEVIS
MOUNT BRACKET
FAN INLET
CASE
TGB HOUSING
AGB
GASKET
HORIZONTAL
DRIVE SHAFT
COUPLING TUBE
CTC-214-065-02
HORIZONTAL DRIVE SHAFT LOCATION
EFFECTIVITY
TOC
TRANSFER
GEARBOX
BASIC ENGINE
Page 343
Sep 04
CFM56-5B
TRAINING MANUAL
EFFECTIVITY
TOC
TRANSFER
GEARBOX
BASIC ENGINE
Page 344
Sep 04
CFM56-5B
TRAINING MANUAL
ACCESSORY GEARBOX
EFFECTIVITY
TOC
ACCESSORY
GEARBOX
BASIC ENGINE
Page 345
Sep 04
CFM56-5B
TRAINING MANUAL
THE ACCESSORY GEARBOX

The accessory gearbox supports and drives both aircraft
and engine accessories.
The AGB assembly is mounted under the fan inlet case
at the 6 oclock position and is secured by 2 clevis
mounts with shouldered bushings.
The housing is an aluminium alloy casting.
Its rear face connects with the HDS coupling tube and
provides mounting pads for :
- The fuel pump.
- The N2 speed sensor.
- The starter.
Some of the accessories are installed on the AGB
through Quick Attach/Detach (QAD) rings.
The AGB consists of a gear train that reduces and

increases the rotational speed to meet the specific drive
requirements of each accessory.
The AGBs front face has mounting pads for the following
equipment :
- Lube unit.
- Hydraulic pump.
- Hand-cranking drive.
- Control alternator.
- Integrated Drive Generator (IDG).
EFFECTIVITY
TOC
ACCESSORY
GEARBOX
BASIC ENGINE
Page 346
Sep 04
CFM56-5B
TRAINING MANUAL
CLEVIS MOUNT
FUEL PUMP/HMU PAD
N2 SPEED SENSOR
MOUNTING PAD
LUBRICATION
UNIT PAD
HORIZONTAL
DRIVE COUPLING
TUBE
STARTER PAD
HYDRAULIC PUMP PAD
FWD
HANDCRANKING PAD
CONTROL ALTERNATOR PAD
CLEVIS MOUNT
IDG PAD
ACCESSORY GEARBOX HOUSING
CTC-214-066-00
EFFECTIVITY
TOC
ACCESSORY
GEARBOX
BASIC ENGINE
Page 347
Sep 04
CFM56-5B
TRAINING MANUAL
THE ACCESSORY GEARBOX (CONTINUED)

The gear train
The gear train is contained in the AGB housing and
consists of an arrangement of gear shafts, which drive
the accessories.
Each gear shaft assembly consists of a spur gear
supported by a ball and roller bearing.
The gears, their bearings and bearing supports are plugin type systems.
They are lubricated by oil distributors, which supply oil
jets onto specific areas (bearings and splines).
Accessory ratios :
- The IDG
- The hydraulic pump
- The HMU and fuel pump
- The lubrication unit
- The ECU alternator
- The starter
- Hand cranking
0.5947 N2
0.256 N2
0.423 N2
0.423 N2
1.342 N2
0.5947 N2
1.04 N2
EFFECTIVITY
TOC
ACCESSORY
GEARBOX
BASIC ENGINE
Page 348
Sep 04
CFM56-5B
TRAINING MANUAL
100% N2
14460 RPM
47
IGB
35
UPPER RADIAL
DRIVE SHAFT
LOWER RADIAL
DRIVE SHAFT
HORIZONTAL
DRIVE SHAFT
STARTER
31
70
HMU
TGB
IDG
40
61
31
31
HANDCRANKING
FUEL PUMP
71
40
71
43
34
ECU ALTERNATOR
HYDRAULIC PUMP
CTC-214-067-00
LUBRICATION UNIT
ACCESSORY DRIVE SYSTEM GEAR TRAIN
EFFECTIVITY
TOC
43
ACCESSORY
GEARBOX
BASIC ENGINE
Page 349
Sep 04
CFM56-5B
TRAINING MANUAL

Sealing
Sealing of the AGB is provided by 2 configurations of
carbon-contact seals :
- Magnetic type.
- Spring-loaded type.
Magnetic seals
The magnetic-type seal consists of :
- A non-magnetic housing, which contains a
magnetized mating ring with a polished face and a
retaining ring.
- A rotating seal with carbon material held in a rotating
ring.
This seal type can be used on the following pads :
- Hydraulic pump.
- Fuel pump.
EFFECTIVITY
TOC
ACCESSORY
GEARBOX
BASIC ENGINE
Page 350
Sep 04
CFM56-5B
TRAINING MANUAL
NON MAGNETIC HOUSING
MAGNETIZED RING
RETAINING RING
CARBON RING (ROTOR)
MAGNETIZED RING
LAPPED OR POLISHED
CONTACT FACE (STATOR)
GEARSHAFT ASSY
O-RING
ROTATING PART
MAGNETIC SEAL
CTC-214-068-01
EFFECTIVITY
TOC
ACCESSORY
GEARBOX
BASIC ENGINE
Page 351
Sep 04
CFM56-5B
TRAINING MANUAL

Starter and IDG drive pad seal
On the starter and IDG drive pads only, a different
configuration of magnetic seal is used.
It has a thrust ring, which also acts as a heat sink,
installed in between the mating ring and retaining ring.
EFFECTIVITY
TOC
ACCESSORY
GEARBOX
BASIC ENGINE
Page 352
Sep 04
CFM56-5B
TRAINING MANUAL
O-RING SEAL
ROTATING
RING
OIL DRAINING
HOLES
RETAINING
RING
O-RING SEAL
THRUST RING
CARBON
CONTACT
FACE
NON-MAGNETIC
SEAL HOUSING
MAGNETIC
RING
CTC-214-069-01
MAGNETIC SEAL (STARTER AND IDG PADS)
EFFECTIVITY
TOC
ACCESSORY
GEARBOX
BASIC ENGINE
Page 353
Sep 04
CFM56-5B
TRAINING MANUAL

Spring-loaded seals
The spring-loaded seal is made up of a carbon packing
and a rotating mating ring with a polished face.
The rotating mating ring has 4 lugs that engage in
corresponding slots machined in the gear shaft bearing.
A housing, which contains the spring-loaded seal,
ensures constant contact between the polished face and
the carbon seal element.
This seal type can be used on the following drive pads :
- Integrated Drive Generator (IDG).
- Hydraulic pump.
- Starter.
- Fuel pump.
EFFECTIVITY
TOC
ACCESSORY
GEARBOX
BASIC ENGINE
Page 354
Sep 04
CFM56-5B
TRAINING MANUAL
(DISASSEMBLED)
CARBON CONTACT FACE
LUGS
(4)
FIXED PART
CARBON RING
(STATOR)
MATING RING
LUGS
O-RING SEALS
LAPPED OR POLISHED CONTACT FACE (ROTOR)

ROTARY PART
GEARSHAFT ASSY
SPRING-LOADED SEAL
CTC-214-070-01
EFFECTIVITY
TOC
ACCESSORY
GEARBOX
BASIC ENGINE
Page 355
Sep 04
CFM56-5B
TRAINING MANUAL
EFFECTIVITY
TOC
ACCESSORY
GEARBOX
BASIC ENGINE
Page 356
Sep 04

CFM 56 TTM PDF

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

CFM 56 TTM PDF

Uploaded by

Copyright:

Available Formats

TRAINING MANUAL

CFMI Customer Training Center

ALL CFM56 ENGINES

CFMI PROPRIETARY INFORMATION

CFMI Customer Training Services

THIS PAGE INTENTIONALLY LEFT BLANK

ALL CFM56 ENGINES

CFMI PROPRIETARY INFORMATION

ALL CFM56 ENGINES

CFMI PROPRIETARY INFORMATION

THIS PAGE INTENTIONALLY LEFT BLANK

ALL CFM56 ENGINES

CFMI PROPRIETARY INFORMATION

ALL CFM56 ENGINES

CFMI PROPRIETARY INFORMATION

ALL CFM56 ENGINES

CFMI PROPRIETARY INFORMATION

ALL CFM56 ENGINES

CFMI PROPRIETARY INFORMATION

ALL CFM56 ENGINES

CFMI PROPRIETARY INFORMATION

ALL CFM56 ENGINES

CFMI PROPRIETARY INFORMATION

HERTZ (CYCLES PER SECOND)

ALL CFM56 ENGINES

CFMI PROPRIETARY INFORMATION

OUTSIDE AIR TEMPERATURE

ALL CFM56 ENGINES

CFMI PROPRIETARY INFORMATION

QUICK ATTACH DETACH

ALL CFM56 ENGINES

CFMI PROPRIETARY INFORMATION

STANDARD TEMPERATURE AND PRESSURE

VARIABLE DIFFERENTIAL TRANSFORMER

ALL CFM56 ENGINES

CFMI PROPRIETARY INFORMATION

METRIC / IMPERIAL CONVERSIONS

1 m = 10.76 sq. ft.

1 m = 35.31 cu. ft.

1 psi. = 6.890 kPa

1 Pa = 1.45 10-4 psi.

ALL CFM56 ENGINES

CFMI PROPRIETARY INFORMATION

CFMI PROPRIETARY INFORMATION

COMBUSTION CHAMBER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201

HIGH PRESSURE TURBINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211

INTRODUCTION TO THE CFM56 FAMILY . . . . . . . . . . . . . . . . . . . . . . . . 17

HIGH PRESSURE TURBINE NOZZLE . . . . . . . . . . . . . . . . . . . . . . . . . . . 215

HIGH PRESSURE TURBINE ROTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . 227

FAN MAJOR MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45

HIGH PRESSURE TURBINE SHROUD AND STAGE 1 LPT NOZZLE . . 245

FAN AND BOOSTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51

LOW PRESSURE TURBINE MAJOR MODULE . . . . . . . . . . . . . . . . . . . . 259

NO 1 AND NO 2 BEARING SUPPORT MODULE . . . . . . . . . . . . . . . . . . . 81

LPT ROTOR / STATOR MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 263

FAN FRAME MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111

THE LPT SHAFT MODULE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 289

CORE ENGINE MAJOR MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137

THE LOW PRESSURE TURBINE FRAME MODULE. . . . . . . . . . . . . . . . 305

HIGH PRESSURE COMPRESSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 141

ACCESSORY DRIVE MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 315

COMPRESSOR ROTOR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145

INLET GEARBOX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 319