Ctc-203-2 Basic Engine Feb2014

TRAINING MANUAL
CFM56-5A /-5B
BASIC ENGINE
FEBRUARY 2014
CTC-203-2
Level 3
TOC
CFM56-ALL TRAINING MANUAL
Published by CFMI
CFMI Customer Training Center CFMI Customer Training Services

Snecma Services GE Aircraft Engines
Site de Melun-Montereau, Customer Technical Education Center
Arodrome de Villaroche 123 Merchant Street
Chemin de Viercy, B.P. 1936, Mail Drop Y2
77019 - Melun Cedex Cincinnati, Ohio 45246
FRANCE USA
GENERAL Page 1
Issue 02
TOC
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GENERAL Page 2
Issue 02
TOC
This CFMI publication is for Training Purposes Only. The information is accurate at the time of compilation; however, no
update service will be furnished to maintain accuracy. For authorized maintenance practices and specifications, consult
pertinent maintenance publications.
The information (including technical data) contained in this document is the property of CFM International (GE and
SNECMA). It is disclosed in confidence, and the technical data therein is exported under a U.S. Government license.
Therefore, none of the information may be disclosed to other than the recipient.
In addition, the technical data therein and the direct product of those data, may not be diverted, transferred, re-exported
or disclosed in any manner not provided for by the license without prior written approval of both the U.S. Government and
CFM International.
COPyrighT 1998 CFM inTernaTiOnal
GENERAL Page 3
Issue 02
TOC
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GENERAL Page 4
Issue 02
TOC
LEXIS
EFFECTIVITY LEXIS Page 5

ALL CFM56 ENGINES Issue 05
CFMI ProPrIetary InForMatIon
TOC
A ATC AUTOTHROTTLE COMPUTER

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

TOC
CFMI JOINT GE/SNECMA COMPANY DAR DIGITAL ACMS RECORDER

(CFM INTERNATIONAL) DC DIRECT CURRENT
CG CENTER OF GRAVITY DCU DATA CONVERSION UNIT
Ch A Channel A DCV DIRECTIONAL CONTROL VALVE (BOEING)
Ch B Channel B DEU DISPLAY ELECTRONIC UNIT
CHATV CHANNEL ACTIVE DFCS DIGITAL FLIGHT CONTROL SYSTEM
CIP(HP) COMPRESSOR INLET PRESSURE DFDAU DIGITAL FLIGHT DATA ACQUISITION
CIT(HP) COMPRESSOR INLET TEMPERATURE UNIT
cm.g CENTIMETER x GRAMS DFDRS DIGITAL FLIGHT DATA RECORDING
CMC CENTRALIZED MAINTENANCE SYSTEM
COMPUTER DISC DISCRETE
CMM COMPONENT MAINTENANCE MANUAL DIU DIGITAL INTERFACE UNIT
CMS CENTRALIZED MAINTENANCE DMC DISPLAY MANAGEMENT COMPUTER
SYSTEM DMD DEMAND
CMS CENTRAL MAINTENANCE SYSTEM DMS DEBRIS MONITORING SYSTEM
CODEP HIGH TEMPERATURE COATING DMU DATA MANAGEMENT UNIT
CONT CONTINUOUS DOD DOMESTIC OBJECT DAMAGE
CPU CENTRAL PROCESSING UNIT DPU DIGITAL PROCESSING MODULE
CRT CATHODE RAY TUBE DPM DEBRIS PARTICLE MONITORING
CSD CONSTANT SPEED DRIVE DRT DE-RATED TAKE-OFF
CSI CYCLES SINCE INSTALLATION
CSN CYCLES SINCE NEW E
CTAI COWL THERMAL ANTI-ICING EAU ENGINE ACCESSORY UNIT
CTEC CUSTOMER TECHNICAL EDUCATION EBU ENGINE BUILDUP UNIT
CENTER ECA ELECTRICAL CHASSIS ASSEMBLY
CTL CONTROL ECAM ELECTRONIC CENTRALIZED
Cu.Ni.In COPPER.NICKEL.INDIUM AIRCRAFT MONITORING
CW CLOCKWISE ECS ENVIRONMENTAL CONTROL SYSTEM
ECU ELECTRONIC CONTROL UNIT
D EE ELECTRONIC EQUIPMENT
DAC DOUBLE ANNULAR COMBUSTOR EEC ELECTRONIC ENGINE CONTROL
DAMV DOUBLE ANNULAR MODULATED EFH ENGINE FLIGHT HOURS
VALVE
EFFECTIVITY Page 7
ALL CFM56 ENGINES LEXIS
Issue 05
TOC
EFIS ELECTRONIC FLIGHT INSTRUMENT FDAMS FLIGHT DATA ACQUISITION &

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

TOC
FWD FORWARD HPTR HIGH PRESSURE TURBINE ROTOR

Hz HERTZ (CYCLES PER SECOND)
G
g.in GRAM x INCHES I
GE GENERAL ELECTRIC I/O INPUT/OUTPUT
GEAE GENERAL ELECTRIC AIRCRAFT ENGINES IAS INDICATED AIR SPEED
GEM GROUND-BASED ENGINE MONITORING ID INSIDE DIAMETER
GI GROUND IDLE (G/I) ID PLUG IDENTIFICATION PLUG
GMM GROUND MAINTENANCE MODE IDG INTEGRATED DRIVE GENERATOR
GMT GREENWICH MEAN TIME IFSD IN FLIGHT SHUT DOWN
GND GROUND IGB INLET GEARBOX
GPH GALLONS PER HOUR IGN IGNITION
GPU GROUND POWER UNIT IGV INLET GUIDE VANE
GSE GROUND SUPPORT EQUIPMENT in. INCH(ES)
IOM INPUT OUTPUT MODULE
H IPB ILLUSTRATED PARTS BREAKDOWN
HCF HIGH CYCLE FATIGUE IPC ILLUSTRATED PARTS CATALOG
HCU HYDRAULIC CONTROL UNIT IPCV INTERMEDIATE PRESSURE CHECK VALVE
HDS HORIZONTAL DRIVE SHAFT IPS INCHES PER SECOND
HMU HYDROMECHANICAL UNIT IR INFRA RED
HP HIGH PRESSURE
HPC HIGH PRESSURE COMPRESSOR K
HPCR HIGH PRESSURE COMPRESSOR ROTOR K KELVIN
HPRV HIGH PRESSURE REGULATING VALVE k x 1000
HPSOV HIGH PRESSURE SHUT-OFF VALVE kg/h KILOGRAMS PER HOUR
HPT HIGH PRESSURE TURBINE KIAS INDICATED AIR SPEED IN KNOTS
HPT(A)CC HIGH PRESSURE TURBINE (ACTIVE) kV KILOVOLTS
CLEARANCE CONTROL
HPTC HIGH PRESSURE TURBINE CLEARANCE L
HPTCCV HIGH PRESSURE TURBINE L LEFT
CLEARANCE CONTROL VALVE L/H LEFT HAND
HPTN HIGH PRESSURE TURBINE NOZZLE lbs. POUNDS, WEIGHT
EFFECTIVITY Page 9
Issue 05
TOC
LCD LIQUID CRYSTAL DISPLAY MTBF MEAN TIME BETWEEN FAILURES

LCF LOW CYCLE FATIGUE MTBR MEAN TIME BETWEEN REMOVALS
LE (L/E) LEADING EDGE mV MILLIVOLTS
LG LANDING GEAR mVDC MILLIVOLTS DIRECT CURRENT
LGCIU LANDING GEAR CONTROL INTERFACE
UNIT N
LP LOW PRESSURE N1 (NL) LP ROTOR ROTATIONAL SPEED
LPC LP COMPRESSOR N1* DESIRED N1
LPT LP TURBINE N1ACT ACTUAL N1
LPT(A)CC LP TURBINE (ACTIVE) CLEARANCE N1CMD COMMANDED N1
CONTROL N1DMD DEMANDED N1
LPTC LP TURBINE CLEARANCE N1K CORRECTED FAN SPEED
LPTN LP TURBINE NOZZLE N1TARGET TARGETED FAN SPEED
LPTR LP TURBINE ROTOR N2 (NH) HIGH PRESSURE ROTOR ROTATIONAL
LRU LINE REPLACEABLE UNIT SPEED
LVDT LINEAR VARIABLE DIFFERENTIAL N2* DESIRED N2
TRANSFORMER N2ACT ACTUAL N2
M N2K CORRECTED CORE SPEED
mA MILLIAMPERES (CURRENT) N/C NORMALLY CLOSED
MCD MAGNETIC CHIP DETECTOR N/O NORMALLY OPEN
MCDU MULTIPURPOSE CONTROL AND NAC NACELLE
DISPLAY UNIT NAI NACELLE ANTI-ICE
MCL MAXIMUM CLIMB NVM NON VOLATILE MEMORY
MCR MAXIMUM CRUISE
MCT MAXIMUM CONTINUOUS O
MDDU MULTIPURPOSE DISK DRIVE UNIT OAT OUTSIDE AIR TEMPERATURE
MEC MAIN ENGINE CONTROL OD OUTLET DIAMETER
milsD.A. Mils DOUBLE AMPLITUDE OGV OUTLET GUIDE VANE
mm. MILLIMETERS OPV OVERPRESSURE VALVE
MMEL MASTER MINIMUM EQUIPMENT LIST OSG OVERSPEED GOVERNOR
MO AIRCRAFT SPEED MACH NUMBER OVBD OVERBOARD
MPA MAXIMUM POWER ASSURANCE OVHT OVERHEAT
MPH MILES PER HOUR

TOC
P PSU POWER SUPPLY UNIT

Pb BYPASS PRESSURE PT TOTAL PRESSURE
Pc REGULATED SERVO PRESSURE PT2 FAN INLET TOTAL AIR PRESSURE
Pcr CASE REGULATED PRESSURE (PRIMARY FLOW)
Pf (-7B) HEATED SERVO PRESSURE PT25 HPC TOTAL INLET PRESSURE
P/T25 HP COMPRESSOR INLET TOTAL AIR PTU POWER TRANSFER UNIT
PRESSURE/TEMPERATURE
P/N PART NUMBER Q
P0 AMBIENT STATIC PRESSURE QAD QUICK ATTACH DETACH
P25 HP COMPRESSOR INLET TOTAL AIR QAR QUICK ACCESS RECORDER
PRESSURE QEC QUICK ENGINE CHANGE
PCU PRESSURE CONVERTER UNIT QTY QUANTITY
PDL PORTABLE DATA LOADER QWR QUICK WINDMILL RELIGHT
PLA POWER LEVER ANGLE
PMC POWER MANAGEMENT CONTROL R
PMUX PROPULSION MULTIPLEXER R/H RIGHT HAND
PPH POUNDS PER HOUR RAC/SB ROTOR ACTIVE CLEARANCE/START
PRSOV PRESSURE REGULATING SHUT-OFF VALVE BLEED
PRV PRESSURE REGULATING VALVE RACC ROTOR ACTIVE CLEARANCE
Ps PUMP SUPPLY PRESSURE CONTROL
Psf HEATED SERVO PRESSURE RAM RANDOM ACCESS MEMORY
PS12 FAN INLET STATIC AIR PRESSURE RCC REMOTE CHARGE CONVERTER
PS13 FAN OUTLET STATIC AIR PRESSURE RDS RADIAL DRIVE SHAFT
PS3 HP COMPRESSOR DISCHARGE RPM REVOLUTIONS PER MINUTE
STATIC AIR PRESSURE (CDP) RTD RESISTANCE TEMPERATURE
PSI POUNDS PER SQUARE INCH DETECTOR
PSIA POUNDS PER SQUARE INCH RTO REFUSED TAKE OFF
ABSOLUTE RTV ROOM TEMPERATURE VULCANIZING
PSID POUNDS PER SQUARE INCH (MATERIAL)
DIFFERENTIAL RVDT ROTARY VARIABLE DIFFERENTIAL
psig POUNDS PER SQUARE INCH GAGE TRANSFORMER
PSM POWER SUPPLY MODULE
PSS (ECU) PRESSURE SUB-SYSTEM
EFFECTIVITY Page 11
Issue 05
TOC
S SW SWITCH
S/N SERIAL NUMBER SYS SYSTEM
S/R SERVICE REQUEST
S/V SHOP VISIT T
SAC SINGLE ANNULAR COMBUSTOR T oil OIL TEMPERATURE
SAR SMART ACMS RECORDER T/C THERMOCOUPLE
SAV STARTER AIR VALVE T/E TRAILING EDGE
SB SERVICE BULLETIN T/O TAKE OFF
SCU SIGNAL CONDITIONING UNIT TO/GA TAKE OFF/GO AROUND
SDAC SYSTEM DATA ACQUISITION T/P TEMPERATURE/PRESSURE SENSOR
CONCENTRATOR T/R THRUST REVERSER
SDI SOURCE/DESTINATION IDENTIFIER T12 FAN INLET TOTAL AIR TEMPERATURE
(BITS) (CF ARINC SPEC) T25 HP COMPRESSOR INLET AIR
SDU SOLENOID DRIVER UNIT TEMPERATURE
SER SERVICE EVALUATION REQUEST T3 HP COMPRESSOR DISCHARGE AIR
SFC SPECIFIC FUEL CONSUMPTION TEMPERATURE
SFCC SLAT FLAP CONTROL COMPUTER T49.5 EXHAUST GAS TEMPERATURE
SG SPECIFIC GRAVITY T5 LOW PRESSURE TURBINE
SLS SEA LEVEL STANDARD (CONDITIONS: DISCHARGE TOTAL AIR TEMPERATURE
29.92 in.Hg / 59F) TAI THERMAL ANTI ICE
SLSD SEA LEVEL STANDARD DAY TAT TOTAL AIR TEMPERATURE
(CONDITIONS: 29.92 in.Hg / 59F) TBC THERMAL BARRIER COATING
SMP SOFTWARE MANAGEMENT PLAN TBD TO BE DETERMINED
SN SERIAL NUMBER TBO TIME BETWEEN OVERHAULS
SNECMA SOCIETE NATIONALE DETUDE ET DE TBV TRANSIENT BLEED VALVE
CONSTRUCTION DE MOTEURS TC(TCase) HP TURBINE CASE TEMPERATURE
DAVIATION TCC TURBINE CLEARANCE CONTROL
SOL SOLENOID TCCV TURBINE CLEARANCE CONTROL
SOV SHUT-OFF VALVE VALVE
S/TM SOLENOID/TORQUE MOTOR TCJ TEMPERATURE COLD JUNCTION
STP STANDARD TEMPERATURE & PRESSURE TECU ELECTRONIC CONTROL UNIT
STS STATUS INTERNAL TEMPERATURE
SVR SHOP VISIT RATE TEO ENGINE OIL TEMPERATURE

TOC
TGB TRANSFER GEARBOX VRT VARIABLE RESISTANCE TRANSDUCER

Ti TITANIUM VSV VARIABLE STATOR VANE
TLA THROTTLE LEVER ANGLE (AIRBUS)
TLA THRUST LEVER ANGLE (BOEING) W
TM TORQUE MOTOR WAI WING ANTI-ICE (AIRBUS)
TMC TORQUE MOTOR CURRENT WDM WATCHDOG MONITOR
TPU TRANSIENT PROTECTION UNIT Wf WEIGHT OF FUEL OR FUEL FLOW
TR TRANSFORMER RECTIFIER WFM WEIGHT OF FUEL METERED
TRA THROTTLE RESOLVER ANGLE WOW WEIGHT ON WHEELS
(AIRBUS) WTAI WING THERMAL ANTI-ICING (BOEING)
TRA THRUST RESOLVER ANGLE (BOEING)
TRDV THRUST REVERSER DIRECTIONAL
VALVE
TRF TURBINE REAR FRAME
TRPV THRUST REVERSER PRESSURIZING
VALVE
TRSOV THRUST REVERSER SHUT-OFF VALVE
TSI TIME SINCE INSTALLATION (HOURS)
TSN TIME SINCE NEW (HOURS)
TTL TRANSISTOR TRANSISTOR LOGIC
U
UER UNSCHEDULED ENGINE REMOVAL
UTC UNIVERSAL TIME CONSTANT
V
VAC VOLTAGE, ALTERNATING CURRENT
VBV VARIABLE BLEED VALVE
VDC VOLTAGE, DIRECT CURRENT
VDT VARIABLE DIFFERENTIAL TRANSFORMER
VIB VIBRATION
VLV VALVE
EFFECTIVITY Page 13
Issue 05
TOC
IMPERIAL / METRIC CONVERSIONS METRIC / IMPERIAL CONVERSIONS
1 mile = 1,609 km 1 km = 0.621 mile

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

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

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

1 kPa = 0.145 psi
1 bar = 14.5 psi
F = 1.8 x C + 32 C = ( F - 32 ) / 1.8

TOC
CFM56-5A/-5B TRAINING MANUAL
TABLE OF CONTENTS
EFFECTIVITY Page 15
ALL CFM56-5A/-5B FOR A318-A319-A320-A321 CONTENTS
BASIC ENGINE Feb 14
CFMI PROPRIETARY INFORMATION
TOC
SECTION PAGE
LEXIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
TABLE OF CONTENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
ENGINE PERFORMANCE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
INTRODUCTION TO THE CFM56 FAMILY. . . . . . . . . . . . . . . . . . . . 19
ENGINE GENERAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
COMPRESSORS SECTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
FAN MAJOR MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
FAN AND BOOSTER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
FAN FRAME MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
CORE ENGINE MAJOR MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . 81
HIGH PRESSURE COMPRESSOR. . . . . . . . . . . . . . . . . . . . . . . . . . 85
COMBUSTION SECTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91
TURBINES SECTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
HIGH PRESSURE TURBINE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
LOW PRESSURE TURBINE MAJOR MODULE. . . . . . . . . . . . . . . 107
ACCESSORY DRIVE SECTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113

ACCESSORY DRIVE MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . 115
TRANSFER GEARBOX. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119
ACCESSORY GEARBOX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123
STANDARD PRACTICES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 131
EFFECTIVITY Page 16
ALL CFM56-5A/-5B FOR A318-A319-A320-A321 CONTENTS
BASIC ENGINE Feb 14
ENGINE PERFORMANCE
EFFECTIVITY
ENGINE
PERFORMANCE Page 17
ALL CFM56-5A/-5B FOR A318-A319-A320-A321 Feb 14
CFMI PROPRIETARY INFORMATION BASIC ENGINE
TOC
THIS PAGE IS INTENTIONALLY LEFT BLANK
EFFECTIVITY Page 18
ALL CFM56-5A/-5B FOR A318-A319-A320-A321
TOC
INTRODUCTION TO THE CFM56 FAMILY
EFFECTIVITY Page 19
ALL CFM56-5A/-5B FOR A318-A319-A320-A321 INTRO
CFMI PROPRIETARY INFORMATION BASIC ENGINE Feb 14
TOC
201-2-720000-02-01-A
CFM56-5A/-5B FOR AIRBUS APPLICATIONS
The following chart shows the various engine models for

the Airbus A318-A319-A320-A321 aircraft.
(-5B)
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.
(-5A)
The CFM56-5A engine is used on some AIRBUS A319-
320 aircraft. It has several different thrust ratings, ranging
from 22,000 to 26,500 lbs of thrust (9786 to 11787 daN).
EFFECTIVITY
INTRO Page 20
TOC
CFM56-5B8 (21,600 lbs) 9,608 daN

CFM56-5B9 (23,000 lbs) 10,230 daN
CFM56-5A4 (22,000 lbs) 9,786 daN

CFM56-5A5 (23,500 lbs) 10,453 daN
CFM56-5B5 (22,000 lbs) 9,786 daN

CFM56-5B6 (23,500 lbs) 10,453 daN
CFM56-5B7 (27,000 lbs) 12,010 daN
CFM56-5A1 (25,000 lbs) 11,120 daN

CFM56-5A3 (26,500 lbs) 11,787 daN
CFM56-5B4 (27,000 lbs) 12,010 daN

CFM56-5B5 (22,000 lbs) 9,786 daN
CFM56-5B6 (23,500 lbs) 10,453 daN
CFM56-5B1 (30,000 lbs) 13,344 daN

CFM56-5B2 (31,000 lbs) 13,789 daN
CFM56-5B3 (32,000 lbs) 14,234 daN
CFM56-5B4 (27,000 lbs) 12,010 daN
201-2-720000-02-01-A CFM56-5A/-5B FOR AIRBUS APPLICATIONS

EFFECTIVITY Page 21
TOC
203-2-720000-05-01-A
PERFORMANCE (*FIGURES DEPEND ON ENGINE
MODEL)
CFM56-5B MAIN CHARACTERISTICS
There are various configurations for a given thrust,
Type of engine Turbo fan according to the type of equipment installed on the
engine. They are designated by a specific suffix, as
Arrangement Two spool axial flow shown in the table.
Rotation Clockwise (ALF) - Take-off thrust (SLS) 21,600 - 32,000 lbs

(9,608 - 14,234 daN)
Compressors
- Low Pressure: - Take-off flat rated *86/30 to 113/45
Fan Stage 1 Temperature F/C
Booster Stages 2 to 5
- High Pressure: - Max climb thrust *5630 to 6420 lbs
HP Compressor Stages 1 to 9
- By-pass ratio *5.4:1 to 6:1
Combustion chamber Annular SAC (option DAC)
- EGT red line Non/P engines = 950C
Turbines /P engines = 940C
- HP Turbine Single stage
- LP Turbine Four stages - 100% N1 (Low Pressure 5000 rpm
Rotational Speed)
Weight 2381 kg (5249 lbs)
- N1 speed limit (red line) 104%
Overall dimensions
- Length 2.94m (115.86 ins) - 100% N2 (High Pressure 14460 rpm
- Height 2.14m (83.65 ins) Rotational Speed)
- Width 1.97m (77.88 ins)
- N2 speed limit (red line) 105%
EFFECTIVITY
INTRO Page 22
TOC
PERFORMANCE SAC DAC BUMP TECH

ENGINE TYPE ( /P ) ( /2 ) (1)* INSERTION
( /3 )
CFM56-5B4 YES
CFM56-5B4/P YES YES
CFM56-5B4/2 YES
CFM56-5B4/2P YES YES
CFM56-5B4/P1 YES YES YES
CFM56-5B4/2P1 YES YES YES
CFM56-5B4/3 ** YES YES
CFM56-5B4/3B1 ** YES YES YES
* BUMP AVAILABLE FOR B3 AND B4 THRUST ONLY.

** TECH INSERTION BASED ON /P CONFIGURATION
203-2-720000-05-01-A CFM56-5B MAIN CHARACTERISTICS & PERFORMANCE

EFFECTIVITY Page 23
TOC
203-2-720000-07-01-A
TECH INSERTION PROGRAM
The Tech Insertion Program consists of: It is strictly forbidden to intermix tech insertion and non-
tech insertion items.
- A new compressor blades kit
- A new VSV bushings kit Intermix between SAC / DAC /P is allowed with /3
- A new LPT stage 1 nozzle kit engines, which are identified on the ID plug by a push-
- A new combustor. pull link.
Information relative to the installation of some kits is

reported on an additional plate put on the Fan Frame. The Tech Insertion PIP consists of:
Once all kits and the new combustor are installed, the - A new HPC OGV kit
fully upgraded engine becomes a /3 model. - A new HPT kit
- A new HPC vanes kit
The purpose of these modifications is to increase the life - A new LPT Nozzle STG1.
of the engine on-wing, with an EGT margin increased by
5C, an improved SFC and a better combustion. The life These kits can only be installed on an upgraded /3
duration of N2 rotor LLPs is also increased. engine.
Despite the improvements made, the certified values for The purpose of the PIP is to further improve the Tech
N1, N2 and EGT redlines remain unchanged. insertion efficiency by reducing the SFC and the
maintenance cost, and by increasing the core LLP lives.
Modifications can be introduced gradually through
various Service Bulletins already issued during the year When all kits are installed (full upgrade) the engine
2007, or as a complete upgrade. becomes a /3 PIP, and the indication ORIG PIP is
reported on the Engine Data Plate.
They are made during shop visits.
EFFECTIVITY
INTRO Page 24
TOC
TECH INSERTION TECH INSERTION

-5B ONLY
PROGRAM PIP
TECH INSERTION
KITS ID PLATE
INSTALLED ESN
DATE
Reference KIT (SB) (MM/DD/YY)
HPC OGV KIT

HPC KIT N1 TRIM Values
CFM56- DATE
VERSION (MM/DD/YY)
RATINGS
HPT KIT
Other Information
ENGINE DATA PLATE

HPT BLADE KIT CFM declines responsibility for MODIFIED AFTER FULL UPGRADE
any data marked on this plate,
not expressly provided by CFM
HPC KIT
LPT NOZZLE STG 1 KIT 5B4/3 12010 10843 27000 24375 ORIGIN
LPT NOZZLE STG 1 KIT
5B4/3 12010 10843 27000 24375 ORIGIN PIP
FULL/3 FULL/3PIP
UPGRADE UPGRADE
203-2-720000-07-01-A TECH INSERTION PROGRAM

EFFECTIVITY Page 25
TOC
203-2-720000-05-02-A
PERFORMANCE (*FIGURES DEPEND ON ENGINE

CFM56-5A MAIN CHARACTERISTICS MODEL)
Type of engine Turbo fan There are various configurations for a given thrust. When
the A3 configuration is installed for increased EGT,
Arrangement Two spool axial flow a /F suffix is added to the engine type, as shown in the
table.
Rotation Clockwise (ALF)
- Take-off thrust (SLS) 22,000 to 26,500 lbs
Compressors (9786 to 11787 daN)
- Low Pressure:
Fan Stage 1 - Take-off flat rated * 86/30 to 113/45
Booster Stages 2 to 4 temperature F/C
- High Pressure:
HP Compressor Stages 1 to 9 - Max climb thrust 5616 lbs (2498 daN)
Combustion chamber Annular SAC - By-pass ratio * 6 to 6.2
Turbines - EGT red line 890/915C

- HP Turbine Single stage
- LP Turbine Four stages - 100% N1 (Low Pressure 4904 rpm
Rotational Speed)
Weight 2266 Kg (4995 lbs)
- N1 speed limit (red line) 104% (5100 rpm)
Overall dimensions
- Length 2.92m (115 ins) - 100% N2 (High Pressure
- Height 2.10m (82.7 ins) Rotational Speed) 14460 rpm
- Width 1.91m (75.1 ins)
- Fan diameter 1.82m (71.5 ins) - N2 speed limit (red line) 105% (15183 rpm)
EFFECTIVITY
INTRO Page 26
TOC
A3 HARDWARE
ENGINE TYPE (INCREASED EGT)
CFM56-5A1
CFM56-5A1/F YES
CFM56-5A3
CFM56-5A4
CFM56-5A4/F YES
CFM56-5A5
CFM56-5A5/F YES
203-2-720000-05-02-A CFM56-5A MAIN CHARACTERISTICS & PERFORMANCE

EFFECTIVITY Page 27
TOC
EFFECTIVITY Page 28
TOC
ENGINE GENERAL
EFFECTIVITY
ENGINE
GENERAL Page 29
TOC
201-2-710000-01-01-A
POWER PLANT 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 ENGINE
GENERAL Page 30
TOC
FWD
WING
MOUNT
PYLON AFT MOUNT PRIMARY
NOZZLE
AFT
MOUNT
RIGHT CENTERBODY
THRUST REVERSER
"C" DUCT
RIGHT
FAN COWL
DOOR
ENGINE
BUILT
UNIT
THRUST
REVERSER
PIVOTING
DOORS
FWD LEFT
INLET MOUNT LEFT THRUST
COWL FAN COWL REVERSER
DOOR "C" DUCT
201-2-710000-01-01-A POWER PLANT PRESENTATION
EFFECTIVITY
ENGINE
GENERAL Page 31
TOC
203-2-710000-04-01-A
POWER PLANT DESIGN AND OPERATION
The CFM56-5A/-5B engine is a high by-pass, dual rotor, (-5B)

axial flow, advanced technology turbofan. It is supported
by the wing pylon and streamlined by cowlings. At static take-off power, the CFM56-5B engine by-pass
ratio is between 5.4:1 and 6:1, depending on the engine
Air is sucked into the intake by the fan blades and split model, which means that the secondary airflow takes
into two flow paths, the Primary and the Secondary. in between 5.4 and 6 times more air than the primary
airflow.
The primary airflow passes through the inner portion of
the fan blades and is directed into a booster (LPC). (-5A)
The flow path then enters a High Pressure Compressor At static take-off power, the CFM56-5A engine by-pass
(HPC) and goes to a combustor. Mixed with fuel and ratio is between 6:1 and 6.2:1, depending on the engine
ignited, the gas flow provides energy to a High Pressure model.
Turbine (HPT) and a Low Pressure Turbine (LPT). By-pass ratio = (secondary airflow) / (primary airflow).
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.
EFFECTIVITY ENGINE
GENERAL Page 32
TOC
SECONDARY FLOW
PRIMARY FLOW
THRUST
REVERSER
203-2-710000-04-01-A POWER PLANT DESIGN AND OPERATION

EFFECTIVITY
ENGINE
GENERAL Page 33
TOC
203-2-720000-11-01-A
ENGINE CONDITION MONITORING
The CFM56-5A/-5B engine uses a maintenance concept - Lubrication particles analysis: while circulating in
called On Condition Maintenance. This means that the oil system, lubrication oil is filtered, and large,
the engine has no periodic overhaul schedules and can visible-to-the-eye particles (larger than 10 microns)
remain installed under the wing until something important coming from worn engine parts are collected in
occurs, or when lifetime limits of parts are reached. filters and magnetic chip detectors, for visual
inspection and analysis.
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
- Engine performance trend monitoring, to evaluate vibration values to the on-board monitoring
engine deterioration over a period of use: engine system. When vibration values are excessive,
parameters, such as gas temperature, are the data recorded can be used to take remedial
recorded and compared to those initially observed balancing action.
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.
EFFECTIVITY ENGINE
GENERAL Page 34
TOC
VIBRATION
TREND MONITORING MONITORING
BORESCOPE
INSPECTION LUBE PARTICLE ANALYSIS
203-2-720000-11-01-A ENGINE CONDITION MONITORING

EFFECTIVITY
ENGINE
GENERAL Page 35
TOC
203-2-051000-32-01-A
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 ENGINE
GENERAL Page 36
TOC
FAN MODULE CORE MODULE LPT MODULE
- 5B
- 5A
203-2-051000-32-01-A LIFE LIMITED PARTS

EFFECTIVITY
ENGINE
GENERAL Page 37
TOC
201-2-720000-07-01-A
ENGINE GENERAL CONCEPT
The CFM56-5A/-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 ENGINE
GENERAL Page 38
TOC
5 BEARINGS
- 5B
LP SYSTEM
ACCESSORY N1 SPEED
DRIVE SYSTEM - 5A
2 FRAMES
HP SYSTEM
N2 SPEED
2 SUMPS
201-2-720000-07-01-A ENGINE GENERAL CONCEPT

EFFECTIVITY
ENGINE
GENERAL Page 39
TOC
201-2-720000-01-01-A
CFM56-5B ENGINE MODULAR DESIGN
The CFM56-5A/-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 ENGINE
GENERAL Page 40
TOC
CORE ENGINE
MAJOR MODULE
FAN MAJOR
MODULE
- 5B
LOW PRESSURE TURBINE

MAJOR MODULE
ACCESSORY DRIVE
MODULE
201-2-720000-01-01-A
CFM56-5B ENGINE MODULAR DESIGN
EFFECTIVITY
ENGINE
GENERAL Page 41
TOC
EFFECTIVITY Page 42
TOC
CORE ENGINE
MAJOR MODULE
FAN MAJOR
MODULE
- 5A
LOW PRESSURE TURBINE

MAJOR MODULE
ACCESSORY DRIVE MODULE
201-2-720000-01-02-A CFM56-5A ENGINE MODULAR DESIGN

EFFECTIVITY
ENGINE
GENERAL Page 43
TOC
EFFECTIVITY Page 44
TOC
COMPRESSORS SECTION
EFFECTIVITY
COMPRESSORS
SECTION Page 45
TOC
EFFECTIVITY Page 46
TOC
FAN MAJOR MODULE
EFFECTIVITY
FAN MAJOR
MODULE Page 47
TOC
203-2-720001-11-01-A
FAN MAJOR MODULE - IDENTIFY AND LOCATE,

PURPOSE, FUNCTIONAL DESCRIPTION
The fan major module is at the front of the engine Fan and Booster Module Purposes
downstream from the air inlet cowl.
To compress the air for the secondary and primary
The main purposes of the fan major module are: airflows.
- To provide the primary and secondary airflows.
- To provide the engine/pylon front attachment. N1 and 2 Bearings Support Module Purposes
- To enclose the fan stage and Low Pressure - To support the fan & booster module,
Compressor stages. - To axialy position the LP rotor,
- To provide structural rigidity in the front section. - To transmit the LPT torque to the fan & booster
- To provide containment for front section major module,
deterioration and/or damage. - To close the front of the forward sump,
- To provide noise reduction for the fan section. - To provide N1 speed indication.
- To provide attachment for gearboxes and nacelle
equipment. Inlet Gearbox and N3 Bearing Purposes
- To provide attachment for the core engine. - To support the front of the HP compressor,
- To axialy position the HP rotor,
The fan major module consists of 4 modules: - To transmit the torque from the HP rotor to the
accessories throught the radial drive shaft.
- Fan and booster module.
- No 1 and 2 bearing support module. Fan Frame Module Purposes
- Fan frame module. - To take up the loads from the LP and HP rotors
- Inlet gearbox and No 3 bearing. through bearings N1, 2 & 3,
- To duct the secondary and primary airflows,
- To attach the accessory drive system,
- To contain released fan blades.
EFFECTIVITY FAN MAJOR

MODULE Page 48
TOC
FAN FRAME
MODULE
FAN AND
BOOSTER
MODULE
INLET GEARBOX
AND
No 3 BEARING
No 1 AND No 2
BEARING SUPPORT
MODULE
FAN MAJOR MODULE - IDENTIFY AND LOCATE, PURPOSE, FUNCTIONAL DESC.

203-2-720001-11-01-A
EFFECTIVITY
FAN MAJOR
MODULE Page 49
TOC
EFFECTIVITY Page 50
TOC
FAN AND BOOSTER
EFFECTIVITY
FAN AND
BOOSTER Page 51
TOC
203-2-722100-11-01-A
FAN AND BOOSTER DESIGN
The fan and booster is located at the front of the engine,

downstream from the air inlet cowl, and consists of:
(-5B)
- A spinner front cone.

- A spinner rear cone.
- A single-stage fan rotor.
- A four-stage axial booster.
- A five-stage stator assembly.
(-5A)
- A spinner front cone.

- A spinner rear cone.
- A single-stage fan rotor.
- A three-stage axial booster.
- A four-stage stator assembly.
Its rotating assembly is mounted on the fan shaft and its

fixed assembly is secured to the fan frame.
EFFECTIVITY FAN AND

BOOSTER Page 52
TOC
- 5A
- 5B FAN ROTOR
BOOSTER
(3-STAGE)
BOOSTER
(4-STAGE)
SPINNER
REAR
CONE
SPINNER
FRONT
CONE
SPINNER
FRONT SPINNER
CONE REAR CONE
203-2-722100-11-01-A
FAN AND BOOSTER DESIGN
EFFECTIVITY
FAN AND
BOOSTER Page 53
TOC
203-2-722105-07-01-A
SPINNER FRONT CONE
The spinner front cone is designed to minimize ice

build-up.
It is at the front of the engine and is a hollow cone-

shaped structure, which is attached on its rear flange to
the spinner rear cone. The attachment is an interference
fitting.
An offset hole, identified by an indent mark, ensures

correct installation and centering onto the rear cone front
flange.
The rear flange has 6 mounting screw locations and 3

threaded inserts, located every 120, for installation of
jackscrews used in removal procedures.
For -5B engines, older versions could be made of either

a composite material or aluminium alloy. In the case
of aluminium alloy cones, an extra 6 washers must be
installed. New version spinner front cones will only be
made of aluminium.
For -5A engines, spinner front cones are made of

aluminium only.
EFFECTIVITY FAN AND

BOOSTER Page 54
TOC
OFFSET 6 MOUNTING
HOLE SCREW LOCATIONS
INDENT MOUNTING
MARK SCREW
FITTING
DIAMETER
SPINER REAR 3 JACKSCREW

CONE LOCATIONS
203-2-722105-07-01-A SPINNER FRONT CONE

EFFECTIVITY
FAN AND
BOOSTER Page 55
TOC
203-2-722105-07-02-A
SPINNER REAR CONE (-5A, -5B)
The rear cone prevents axial disengagement of The front flange has 6 line replaceable, crimped, self-
spacers used in the fan blade retention system and locking nuts.
accommodates balancing screws used in fan trim and
static balance procedures. The inner rear flange has 12 mounting screw holes for
installation onto the fan disk and there are a further 6
(-5B) threaded holes for the installation of jackscrews used in
rear cone removal procedures.
The spinner rear cone is not really a cone. It is a hollow
elliptical structure that is mounted on interference fit Both front and rear flanges have an offset hole to ensure
flanges between the spinner front cone and the fan disk. correct installation and they are identified by indent
marks. On the front flange of the rear cone, the indent
It is made of aluminium alloy and protected by sulfuric mark is next to the offset hole. The other indent mark is
anodization. on the outer rim of the rear cone, facing fan blade No 1.
(-5A)
The spinner rear cone is a hollow conical structure made

of aluminium alloy and is mounted on interference fit
flanges between the spinner front cone and the fan disk.
EFFECTIVITY FAN AND

BOOSTER Page 56
TOC
FAN FAN
BLADE BLADE
- 5A
- 5B
FAN DISK SPACER
FRONT
CONE
SPACING
MATING SURFACE
INTERFERENCE SELF-LOCKING
FIT NUTS
CRIMPED
SELF-LOCKING
NUTS
FRONT
INTERFERENCE
CONE
FIT
OFFSET HOLE
& IDENT MARK
FAN
DISK
INTERFERENCE
FIT
12 MOUNTING JACKSCREW
SCREW HOLES HOLE
REAR FLANGE
203-2-722105-07-02-A SPINNER REAR CONE
EFFECTIVITY
FAN AND
BOOSTER Page 57
TOC
203-2-722100-06-01-A
STATIC IMBALANCE
Spinner rear cone (-5B)
Balance procedures use various weights which are in the The rear cone has an integrated air seal that is glued to
form of balancing screws installed on the rear cone outer its inner rear flange.
diameter.
(-5A)
The balancing screws are used in two cases:
- Fan static balance following fan blade replacement, A gap between the fan disk and the blade platforms
for example after FOD. accommodates an o-ring seal, which ensures air sealing
- Fan trim balance, when vibration levels are higher between the disk and the rear spinner during engine
than the limits. operation.
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 FAN AND

BOOSTER Page 58
TOC
FAN BLADE FAN BLADE
SEAL O-RING SEAL

- 5B - 5A
BALANCING BALANCING
SCREW SCREW
SPACER SPACER
FAN DISK
FAN DISK FAN
BLADE
INDENT
MARK
SPINNER
REAR CONE
203-2-722100-06-01-A STATIC IMBALANCE

EFFECTIVITY
FAN AND
BOOSTER Page 59
TOC
203-2-722103-17-01-A
FAN DISK (-5A)
The fan disk outer rim has 36 dovetail recesses for The fan disk inner rear flange provides attachment for
installation of the fan blades. the fan shaft (No 1 & 2 bearing support module). This
flange also features holes to allow the riveting of balance
The forward flange has provisions for the installation of weights used at shop maintenance level for fan and
balance weights used for dynamic module balancing. booster rotor balancing.
The inner front flange has an imprint to identify an NOTE:

offset hole for rear cone installation. There are also two To increase fan disk life limits, the fan disk can be
identification marks engraved on either side of blade repaired. After repair, the fan disk is identified with white
recesses No 1 and 5. paint on the fwd side:
DISK REPAIRED - SHIMS REQUIRED
EFFECTIVITY FAN AND

BOOSTER Page 60
TOC
-5A ONLY
FORWARD LOOKING AFT
SPHERICAL
IMPRINT
1 1
5
5
PROVISION FOR
OFFSET INSTALLATION OF
HOLE BALANCE WEIGHTS
203-2-722103-17-01-A FAN DISK

EFFECTIVITY
FAN AND
BOOSTER Page 61
TOC
203-2-722101-12-01-A
FAN ROTOR BLADE DESCRIPTION
Fan blades (-5A)
The fan blades form the first stage of the Low Pressure A blade retainer limits forward axial movement and
Compressor and accelerate the air entering the engine the booster spool front flange limits axial movement
through the air inlet cowls. rearward.
There are 36 titanium alloy, mid-span shrouded fan In order to limit vibration, dampers are installed in the
blades. cavity between adjacent blades, below the inner platform.
The damper is axially retained by a titanium damper
Each blade has a dovetail base that slides into a recess retainer, which is bolted on the rear flange of the fan disk.
on the fan disk outer rim.
NOTE:
A spacer, installed underneath each blade, limits the For the reworked fan disk assembly, a shim is introduced
radial movement. between each fan blade and the fan disk assembly to
keep the same radial position to the fan blade.
The fan blades are approximately 23 inches (0.58m)
long.
(-5B)
A retainer lug, machined at the rear end of the blade root,

engages the forward flange of the booster spool and
limits axial movements.
EFFECTIVITY FAN AND

BOOSTER Page 62
TOC
- 5B - 5A
DAMPER
RETAINER
36 FAN
BLADES
BLADE
DAMPER
RETAINER
LUG
FAN
DISK
BLADE
RETAINER
SPACER
SHIM
(WITH REPAIRED
SPACER DISK
FAN DISK ONLY)
203-2-722101-12-01-A FAN ROTOR BLADE DESCRIPTION

EFFECTIVITY
FAN AND
BOOSTER Page 63
TOC
205-2-722100-06-01-A
RELUBRICATION OF FAN BLADE
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 molybdenum-
base 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 tungsten-

carbide coating. They are also lubricated with solid
molybdenum-base lubricant at blade installation.
EFFECTIVITY FAN AND

BOOSTER Page 64
TOC
TUNGSTEN CARBIDE
COATING
FAN BLADE
VIEW A
MANUFACTURER
CODE
PART
MOMENTUM NUMBER
WEIGHT
F0301 337-000-114-0
206740
F0491 J023493
TUNGSTEN CARBIDE
COATING
EXAMPLE SERIAL
SPECIFIC NUMBER
INDICATIONS
Cu-Ni-In COATING AND
MOLYBDENUM VARNISH SUB-CONTRACTOR
NUMBER
HARD COATING NOTE:

A SURFACE DURING MAINTENANCE,
RE-LUBRICATE THE DOVETAIL
SPECIFIC MATING FACES.
INDICATIONS
205-2-722100-06-01-A RELUBRICATION OF FAN BLADE

EFFECTIVITY
FAN AND
BOOSTER Page 65
TOC
203-2-722100-06-03-A
BORESCOPE INSPECTION OF THE BOOSTER

ROTOR BLADES CFM56-5B
Booster stator vane assembly - borescope inspection
(-5B)
Visual assessment of the booster stage 1 vane assembly

and the leading edge of the LPC rotor stage 2 blades
can be made using a borescope fitted with a long 90
extension.
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 FAN AND

BOOSTER Page 66
TOC
- 5B
BORESCOPE VIEW
THROUGH THE
BOOSTER INLET FAN OUTLET GUIDE VANE
LONG RIGHT
ANGLE EXTENSION
FAN
BLADE
2 3 4
5
S03 S05
BORESCOPE INSPECTION OF THE BOOSTER ROTOR BLADES CFM56-5B

203-2-722100-06-03-A
EFFECTIVITY
FAN AND
BOOSTER Page 67
TOC
203-2-722100-06-04-A
BORESCOPE INSPECTION OF THE BOOSTER

ROTOR BLADES CFM56-5A
Booster stator vane assembly - borescope inspection
Visual assessment of the booster stage 1 vane assembly

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

unplugged port (S0), at the 3.30 oclock position, for
boresecope inspection of the primary airstream duct.
Stage 3 and 4 blades can be inspected through this port

using a long 90 extension.
EFFECTIVITY FAN AND

BOOSTER Page 68
TOC
- 5A
FAN OUTLET GUIDE VANE
LONG RIGHT
ANGLE
EXTENSION
BORESCOPE
VIEW THROUGH
THE BOOSTER INLET
FAN BLADE
2 3
4
UNPLUGGED
BORESCOPE PORT S0
BORESCOPE INSPECTION OF THE BOOSTER ROTOR BLADES CFM56-5A

203-2-722100-06-04-A
EFFECTIVITY
FAN AND
BOOSTER Page 69
TOC
EFFECTIVITY Page 70
TOC
FAN FRAME MODULE
EFFECTIVITY
FAN FRAME
MODULE Page 71
TOC
203-2-722300-07-01-A
FAN FRAME DESCRIPTION
The fan frame module is the structure at the front of the

engine.
(-5B)
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.
(-5A)
The fan frame module consists of the following major

assemblies:
- The fan inlet case.
- The fan Outlet Guide Vane (OGV) assembly.
- The fan frame.
- The radial drive shaft housing.
Purposes
The fan frame module is attached to the pylon through

the forward mount in order to carry the engine and
transmit thrust.
EFFECTIVITY FAN FRAME

MODULE Page 72
TOC
UPSTREAM DOWNSTREAM FAN FAN

FAN INLET FAN INLET FRAME FRAME FAN INLET CASE
CASE CASE
FAN CASE
FAN
CASE
- 5B - 5A
RADIAL
FAN OUTLET
FAN OUTLET DRIVE
GUIDE VANE
GUIDE VANE SHAFT
HOUSING
203-2-722300-07-01-A FAN FRAME DESCRIPTION

EFFECTIVITY
FAN FRAME
MODULE Page 73
TOC
203-2-722303-11-01-A
FAN OUTLET GUIDE VANE (-5B)
The OGV assembly is housed in the downstream fan There are 2 unplugged holes on the inner shroud,
inlet case and its purpose is to direct and smooth the between the 3 and 4 oclock positions, to enable
secondary airflow to increase thrust efficiency. It also borescope inspection of the booster vane assemblies.
plays a role in noise reduction. One is located between the OGVs at the stage 3 vane
assembly and the other at the stage 5 vane assembly.
The assembly consists of the fan OGV inner shroud and
34 twin vanes, made of composite material with a metallic
leading edge.
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.

MODULE Page 74
TOC
- 5B
OUTER
PLATFORM
OUTER OGV
GUIDE INNER UNPLUGGED
UNPLUGGED BORESCOPE
VANE SHROUD
BORESCOPE HOLE
HOLE
S0
3
S05
OGV
METALLIC
LEADING
EDGE
SPLITTER
FAIRING
INNER
PLATFORM
203-2-722303-11-01-A
FAN OUTLET GUIDE VANE (-5B)
EFFECTIVITY
FAN FRAME
MODULE Page 75
TOC
203-2-722303-05-01-A
FAN OUTLET GUIDE VANE (5A) - FUNCTIONAL

DESCRIPTION
The OGV assembly is housed in the 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 OGV assembly consists of an iner shroud and

70 individual vanes made of aluminium or composite
material.
The OGV inner shroud is bolted to the fan frame. Its outer
surface contains 70 apertures to allow passage for the
vane inner platforms. The vane outer platforms are bolted
to the fan case.
There is an unplugged port for borescope inspection and

an aluminium alloy splitter fairing, which is attached to the
forward end of the inner shroud.

MODULE Page 76
TOC
FAN INLET FAN MID FAN AFT FAN FRAME

CASE ACOUSTICAL ACOUSTICAL CASING
PANELS PANELS
OUTLET
GUIDE VANE
FAN FORWARD
ACOUSTICAL OGV INNER
PANELS SHROUD OUTER
PLATFORM
- 5A
ABRADABLE
SHROUD
OGV
(ALUMINIUM
SPLITTER
OR
FAIRING
COMPOSITE
MATERIAL)
UNPLUGGED
BORESCOPE
HOLE
INNER
PLATFORM
203-2-722303-05-01-A FAN OUTLET GUIDE VANE (-5A) - FUNCTIONAL DESCRIPTION

EFFECTIVITY
FAN FRAME
MODULE Page 77
TOC
203-2-722301-17-01-A
FAN FRAME OUTER CASE DESCRIPTION
The fan frame outer case - the Transfer Gearbox (TGB) mounting pad, at the 6
oclock position.
The outer case is a circular welded structure connected
to the mid-box structure by 12 radial struts. The outer case front flange supports and centers the fan
inlet case. Its rear flange accommodates an adaptor ring
The fan frame outer case surface features: for the secondary airflow exhaust system.
-5B only The inner surface of the outer case is the outer wall of the
- the Tech Insertion Program identity plate, between 2 secondary airflow and is lined with acoustic panels.
and 3 oclock,
-5A and -5B

- the engine data plate, at the 3 oclock position,
- 2 ground handling trunnions, at the 3 oclock and 9

oclock positions,
- the No.1 bearing vibration sensor output connector

at 3 oclock position,
- the N1 speed sensor through strut 5 at 5 oclock

position,
- the forward sump drain line at 5 oclock position,

MODULE Page 78
TOC
FAN INLET CASE

SECURING FLANGE
T/R ADAPTOR RINGS
TECH INSERTION
FRONT HANDLING
ID PLATE
TRUNNION
& No.1 BRG - 5B ONLY
VIB SENSOR
OUTPUT
CONNECTOR
ESN
DATE
Reference KIT (SB) (MM/DD/YY)
N1 TRIM Values
ENGINE CFM56- DATE
DATA PLATE VERSION (MM/DD/YY)
CORE ENGINE
SECURING
FLANGE
TGB AT
N1 SPEED SENSOR 6 OCLOCK
Other Information
& FWD SUMP
DRAIN LINE
THROUGH
STUT 5
CFM declines responsibility for
any data marked on this plate,
not expressly provided by CFM
203-2-722301-17-01-A FAN FRAME OUTER CASE DESCRIPTION

EFFECTIVITY
FAN FRAME
MODULE Page 79
TOC
EFFECTIVITY Page 80
TOC
CORE ENGINE MAJOR MODULE
EFFECTIVITY
CORE ENGINE
MAJOR MODULE Page 81
TOC
203-2-720002-12-01-A
CORE ENGINE MAJOR MODULE DESCRIPTION
The core engine is a high pressure, high speed, gas The core engine consists of the following:
generator that produces the power to drive the engine.
The HPC.
Fan discharge air is compressed in the High Pressure - HPC rotor.
Compressor (HPC), heated and expanded in the - HPC front stator.
combustion chamber. It is then directed by the High - HPC rear stator.
Pressure Turbine (HPT) nozzles onto the HPT rotor.
Energy not extracted from the gas stream by the HPT The combustion section.
rotor is used to drive the Low Pressure Turbine (LPT), fan - Combustor casing.
rotors and booster. - Combustion chamber.
In running conditions, the core engine also provides a The HPT.

torque to drive the accessories installed on the AGB. - HPT nozzle.
- HPT rotor.
During engine start an Air Starter drives the core engine - HPT shroud & Stage 1 LPT nozzle.
through the accessory drive system.
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 CORE ENGINE

TOC
COMBUSTION
HIGH PRESSURE CASE
COMPRESSOR STATOR
COMBUSTOR
HIGH PRESSURE
TURBINE NOZZLES
FUEL NOZZLES
HIGH PRESSURE
HPC STATOR TURBINE SHROUDS
STAGE 1 LPT
HIGH PRESSURE
NOZZLES
COMPRESSOR ROTOR
IGB & No 3 BEARING

No 4
BEARING
HIGH PRESSURE
HPC
TURBINE ROTOR
ROTOR
AIR DUCT
203-2-720002-12-01-A CORE ENGINE MAJOR MODULE DESCRIPTION

EFFECTIVITY
CORE ENGINE
TOC
EFFECTIVITY Page 84
TOC
HIGH PRESSURE COMPRESSOR
EFFECTIVITY
HIGH PRESSURE
COMPRESSOR Page 85
TOC
203-2-723000-07-01-A
HP COMPRESSOR DESCRIPTION
The High Pressure Compressor (HPC) consists of: For aircraft and/or engine uses, air is bled from:
- The compressor rotor - (-5A) : the 5th stage
- The front stator case - (-5B) : the 4th and 5th stages.
- The rear stator
The compressor Rotor The rear stator
The high pressure compressor rotor is a 9-stage axial The rear stator case is made of two halves bolled
compressor which provides energy to increase the together.
pressure of the air delivered to the combustor. It is installed inside the front Stator case.
It is housed in the front stator and rear stator cases. It houses three fixed vanes stages 6-8 that redirect and
increase the pressure from the rotor blades.
It is supported at the front by the IGB and N3 bearing,
and at the rear by the High Pressure Turbine (HPT) front The HPC fixed vane stage 9 is part of the combustion
shaft. case.
The Front Stator Case
The front stator case is made of two half-cases bolted

together. It provides the structural interface between the
fan frame and the combustion case.
It accommodates the variable vanes (VSVs) and the

fixed vanes to re-direct and increase the air pressure
from the rotor blades.
EFFECTIVITY HIGH PRESSURE

COMPRESSOR Page 86
TOC
BLEED PORTS COMBUSTION CASE

HPC FRONT
STATOR
HPT
FRONT SHAFT
REAR
STATOR
HPC FRONT SHAFT
ROTOR FRONT STATOR REAR STATOR
BLEED PORT
FOR LPT1 NOZZLE
COOLING (x4)
BORESCOPE
PORTS
CUSTOMER
BORESCOPE BLEED
PORTS
203-2-723000-07-01-A HP COMPRESSOR DESCRIPTION

EFFECTIVITY
HIGH PRESSURE
COMPRESSOR Page 87
TOC
203-2-723000-05-01-A
HP COMPRESSOR SECTION - FUNCTIONAL

DESCRIPTION
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.

COMPRESSOR Page 88
TOC
S4
S6 S5
FWD S3
S2
S1 TOP VERTICAL
S9
S8 S1 TO S9
S7 AFT LOOKING FORWARD
S6 BORESCOPE PLUG
( S1 TO S6 )
S6 S5
S9 BORESCOPE PLUG ASSEMBLY S7 S4
S9 S8 S3
( S7 TO S9 ) S2
S1
203-2-723000-05-01-A HP COMPRESSOR SECTION - FUNCTIONAL DESCRIPTION

EFFECTIVITY
HIGH PRESSURE
COMPRESSOR Page 89
TOC
EFFECTIVITY Page 90
TOC
COMBUSTION SECTION
EFFECTIVITY
COMBUSTION
SECTION Page 91
TOC
201-2-724000-07-01-A
COMBUSTION SECTION
The combustion section is located between the High The combustion case encloses the combustion chamber.
Pressure Compressor (HPC) and the Low Pressure
Turbine (LPT). At the rear, the combustion case surrounds the shroud
support and the HPT.
It consists of an annular combustion chamber
(combustor) installed in the combustion case.
Combustion Chamber
The combustion chamber provides the limited area where

combustion occurs.
Swirlers mix the fuel with the air from the HPC to provide
thermal energy to the turbines.
Combustion Case
The combustion case provides the structural interface

between the HPC and the LPT.
Air from the HPC is :

supplied to the combustor,
ducted for cooling the HPT
bled for aircraft use
bled for engine use (HPT clearance control)
EFFECTIVITY COMBUSTION
SECTION Page 92
TOC
- 5B IGNITER PLUGS
x2
FUEL NOZZLE
x20 LPT STATOR
HPTCC
A/C
BLEED AIR
ENERGY
2 FUEL
MANIFOLDS
- 5A
HPC
9th STAGE
AIR
ANNULAR
COMBUSTION
CHAMBER
HIGH PRESSURE
TURBINE
201-2-724000-07-01-A COMBUSTION SECTION
EFFECTIVITY
COMBUSTION
SECTION Page 93
TOC
203-2-724100-11-01-A
COMBUSTION CASE DESIGN (-5A)

- 4 fuel manifold halves.
The combustion case provides the structural interface
between the HPC, the combustor and the LPT. The combustion case also has:
It provides 9th stage bleed air for engine and aircraft use. - 6 borescope ports.
It incorporates the compressor Outlet Guide Vanes - 4 customer bleed ports.
(OGV) and a diffuser, which slows down HPC airflow - 4 ports for LPT stage 1 cooling.
prior to delivering it into the combustion area. - 3 ports for HPT clearance control air, 1 for source air
and 2 for the introduction of air to the shrouds.
The combustion case features:
- Mounting pads for fuel nozzles, pressure and (-5B)
temperature sensors and igniter plugs. - 2 ports for TBV, 1 for source and 1 for introduction
- Mounting pads for air bleed for the customer, (not shown).
starting, clearance control and turbine cooling
systems. (-5A)
- 2 ports for start bleed, 1 for source and 1 for
The mounting pads accomodate 20 fuel nozzles around introduction (not shown).
the outer surface and 2 igniters, which are at the 4 and 8
oclock positions. Borescope ports
The fuel nozzles are supplied by the following equipment, All around the combustion case, plugged ports S12,
which is attached to the case: S13, S14, S15 and igniter ports S10 and S11 enable the
- A fuel supply manifold (Y-tubes). inspection of the combustion chamber.
(-5B) At approximately 5 & 8 oclock at the rear of the case,

- 2 fuel manifold halves. plugs S16 and S17 (-5B) or S17 and S18 (-5A)
enable the inspection of the high pressure turbine, which
can also be viewed through igniter ports S10 and S11.
EFFECTIVITY COMBUSTION
SECTION Page 94
TOC
HPTCC AIR
TO HPT SHROUD
BORESCOPE PORT
LOCATIONS (ALF)
AFT FLANGE
S12
T3 PAD
S15
S13
DIFFUSER BORESCOPE
BOSSES (x4)
OUTLET S11 S10

GUIDE IGNITER S14 IGNITER
VANES
FUEL NOZZLE
PAD (x20)
PS3 PAD
S17 (-5B)
S18 (-5A)
S16 (-5B)
9TH STAGE S17 (-5A)
BLEED AIR
IGNITER BOSS (x2)
COOLING AIR BORESCOPE

FUEL NOZZLES (x20) AND MANIFOLDS TO LPT STAGE 1 (x4) BOSSES (x2)
203-2-724100-11-01-A COMBUSTION CASE DESIGN

EFFECTIVITY
COMBUSTION
SECTION Page 95
TOC
EFFECTIVITY Page 96
TOC
TURBINES SECTION
EFFECTIVITY
TURBINES
SECTION Page 97
TOC
EFFECTIVITY Page 98
TOC
HIGH PRESSURE TURBINE
EFFECTIVITY
HIGH PRESSURE
TURBINE Page 99
TOC
203-2-725000-07-01-A
HIGH PRESSURE TURBINE DESCRIPTION
The high pressure turbine section is housed in the rear of HPT Rotor
the combustion case and consists of :
The purpose of the single stage HPT rotor is to change
-The HPT nozzle the kinetic energy from the HPT nozzle into torque.
-The HPT rotor
-The HPT shroud and stage 1 LPT nozzle. It consists of :
High Pressure Turbine (HPT) - The front shaft

- The forward rotating air seal
The purpose of the HPT is to convert themal energy from - The disk
the combustion chamber into torque to drive the HPC and - The blades
the accessories. - The rear shaft
It consists of an HPT nozzle and a single stage HPT It is attached at the front to the CDP seal (part of the
rotor. HPC) and installed at the rear on the N4 bearing
HPT Nozzle
The purpose of the HPT nozzle is to change the energy

from the combustor into kinetic energy and re-direct the
gas flow tangentially to the HPT blades.
It consists of 21 pairs of nozzle segments hung by the

forward support.

TURBINE Page 100
TOC
HPT ROTOR
LPT CASE
COMBUSTOR CASE HPT NOZZLE
SHROUD
SUPPORT
SHROUD
STAGE 1
HPT NOZZLE
LPT
FORWARD SUPPORT NOZZLE
HPC
HPT FRONT
SHAFT
HPT ROTOR
No 4 BEARING
CDP SEAL HPT REAR
SHAFT
203-2-725000-07-01-A HIGH PRESSURE TURBINE DESCRIPTION

EFFECTIVITY
HIGH PRESSURE
TURBINE Page 101
TOC
203-2-725000-04-01-A
HPT BOROSCOPE PORTS
(-5A, -5B)
Igniter ports S10 and S11, and combustion case ports

S12 through S15 can be used to inspect the leading edge
of the HPT blades.
(-5B)
Borescope ports S16 and S17, at the aft of the

combustion case at approximately 5 and 8 oclock, can
be used to inspect the trailing edge of the HPT blades
and leading edge of LPT blades.
(-5A)
Borescope ports S17 and S18, at the aft of the

combustion case at 5:30 and 8.30, can be used to
inspect the trailing edge of the HPT blades and the
leading edge of the LPT stage 1 blades.

TURBINE Page 102
TOC
- 5B - 5A
BORESCOPE PORT BORESCOPE PORT

LOCATIONS (ALF) LOCATIONS (ALF)
S12 S12
S15 S15
S13 S13
S17 S10 S18 S10

S11 IGNITER IGNITER
S11
IGNITER S14, S16 IGNITER S14, S17
FWD
FWD
S16, S17 (-5B) BORESCOPE PLUG

S17, S18 (-5A) S16 OR S17 (-5B)
S17 OR S18 (-5A)
203-2-725000-04-01-A HPT BORESCOPE PORTS

EFFECTIVITY
HIGH PRESSURE
TURBINE Page 103
TOC
203-2-725300-16-01-A
HPT SHROUD AND STAGE 1 LPT NOZZLE

DESCRIPTION
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, cooled down with HPC air
bleed, 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.

TURBINE Page 104
TOC
CLEARANCE LPT STATOR

HPTCC MANIFOLD CONTROL
HPC COOLING
BLEED AIR
COMBUSTION CASE
STG 1
LPT
SHROUD SUPPORT NOZZLE
HPT SHROUD
203-2-725300-16-01-A HPT SHROUD AND STAGE 1 LPT NOZZLE DESCRIPTION

EFFECTIVITY
HIGH PRESSURE
TURBINE Page 105
TOC
EFFECTIVITY Page 106

TOC
LOW PRESSURE TURBINE MAJOR MODULE
EFFECTIVITY
LPTE MAJOR
MODULE Page 107
TOC
203-2-720003-19-01-A
LOW PRESSURE TURBINE MAJOR MODULE The LPT Shaft module
The purposes of the LPT major module are: - transmits the LPT torque, from its hub to the LP
compressor,
- To transform the pressure and velocity of gasses -takes up the loads of the HPT rear shaft (N 4
coming from the High Pressure Turbine (HPT), into intershaft bearing),
torque to drive the fan and booster module. -takes up the loads of the LPT (N 5 bearing),
-transmits the HPT and LPT loads to the turbine rear
- To provide a rear support for the HP and LP rotors. frame through the N 5 bearing.
- To provide clevis mounts for engine installation on A center vent tube is installed inside the LPT shaft, to
the aircraft. duct the air vented from the sumps. For the rear sump,
an air oil separator is installed on the center vent tube
The LPT major module is located at the rear of the rear duct.
engine, and consists of:
The Turbine Rear Frame (TRF) module
- The LPT rotor/stator module.
-receives and takes up the loads from the LPT shaft.
- The LPT shaft module. -provides attachment for the rear of the engine
onto the pylon through clevis mounts.
- The turbine frame module.
An oil inlet cover and a flange assembly with flame
The LPT Rotor/Stator Module arrestor are installed at the rear of the TRF.
It generates the torque that is transmitted to the LPT The TRF is a life-limited part onto which mandatory
shaft through the support inner flange. scheduled maintenance inspections must be performed
It consists of a 4-stage rotor enclosed in a circumferential in critical areas (refer to Shop Manual, Chapter 05, Life
case (LPT case) that holds the turbine nozzles. Limits).
EFFECTIVITY LPT MAJOR

MODULE Page 108
TOC
TURBINE REAR
FRAME
LPT FLAME
ROTOR/STATOR ARRESTOR
ASSEMBLY
LPT SHAFT
ASSEMBLY
FLANGE
OIL COVER ASSEMBLY
CENTER VENT
CENTER VENT AIR/OIL
TUBE REAR
TUBE SEPARATOR CLEVIS
EXTENSION
MOUNTS
ROTOR
SUPPORT
INNER FLANGE N5
SHAFT BEARING
ROTOR
ASSEMBLY SUPPORT
N 4
BEARING N 5 STATOR
SHAFT
BEARING ASSEMBLY
LPT SHAFT MODULE LPT ROTOR/STATOR MODULE TURBINE REAR FRAME MODULE
203-2-720003-19-01-A LOW PRESSURE TURBINE MAJOR MODULE

EFFECTIVITY
LPT MAJOR
MODULE Page 109
TOC
203-2-720003-05-01-A
LPT BORESCOPE PORTS

oclock, and is used to inspect the trailing edge of
The rotor/stator assembly of the Low Pressure Turbine stage 2 blades and the leading edge of stage 3
needs regular line maintenance inspection to identify blades.
defects, mainly on the rotor blades.
- Port (-5B) S20 (-5A) S22 goes through the stage 4
The nozzle segments can also be inspected, but with nozzle shroud. It is located on the LPT case at 5
limited visibility. oclock, and is used to inspect the trailing edge of
stage 3 blades and the leading edge of stage 4
Five borescope inspection ports are available. blades.
Their location corresponds to the nozzle segments
stages 1 to 4 that are equipped with borescope holes. NOTE:
The trailing edge of stage 4 blades can be inspected
- Ports (-5B) S16 and S17 (-5A) S17 and S18 go through an instrumentation boss located at the 8.30 clock
through the stage 1 nozzle shroud. They are position on the turbine frame.
located at the rear of the combustion case at
approximately 5 and 8 oclock, and are used to When not in use, all borescope ports are closed by plugs.
inspect the leading edge of stage 1 blades and the
trailing edge of HPT blades. Ports (-5B) S16 and S17 (-5A) S17 and S18 are fitted
with long spring-loaded plugs.
- Port (-5B) S18 (-5A) S20 goes through the stage 2
nozzle shroud. It is located on the LPT case at 5 Ports (-5B) S18, S19 and S20 (-5A) S20, S21 and S22
oclock, and is used to inspect the trailing edge of are fitted with short spring-loaded plugs.
stage 1 blades and the leading edge of stage 2
blades. (-5A):
- Port (-5B) S19 (-5A) S21 goes through the stage 3 NOTE:
nozzle shroud. It is located on the LPT case at 5 There is no port S19 on -5A engines.
EFFECTIVITY LPT MAJOR

MODULE Page 110
TOC
BORESCOPE PORT
LOCATIONS (ALF)
S16, S17 (-5B) - 5B

S17, S18 (-5A)
BORESCOPE
PLUGS
S17
S16, S18, S19, S20
- 5A
S18
S20, S21, S22

S16, S17 (-5B) S17
S17, S18 (-5A)
S18 (-5B)
S20 (-5A)
S18, S19, S20 (-5B) S19 (-5B)
S20, S21, S22 (-5A) S21 (-5A)
BORESCOPE S20 (-5B)
PLUGS S22 (-5A)
203-2-720003-05-01-A LPT BORESCOPE PORTS

EFFECTIVITY
LPT MAJOR
MODULE Page 111
TOC

TOC
ACCESSORY DRIVE SECTION
EFFECTIVITY
ACCESSORY DRIVE
SECTION Page 113
TOC

TOC
ACCESSORY DRIVE MODULE
EFFECTIVITY
ACCESSORY
DRIVE MODULE Page 115
TOC
201-2-726000-07-01-A
ACCESSORY DRIVE SECTION DESIGN
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 ACCESSORY
TOC
INLET GEARBOX
(IGB)
RADIAL DRIVE
SHAFT (RDS)
HORIZONTAL
DRIVE SHAFT
(HDS)
ACCESSORY GEARBOX
(AGB)
TRANSFER GEARBOX
(TGB)
201-2-726000-07-01-A ACCESSORY DRIVE SECTION DESIGN

EFFECTIVITY
ACCESSORY
TOC

TOC
TRANSFER GEARBOX
EFFECTIVITY
TRANSFER
GEARBOX Page 119
TOC
201-2-726200-07-01-A
TRANSFER GEARBOX ASSEMBLY DESCRIPTION
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 TRANSFER
GEARBOX Page 120
TOC
FAN FRAME
No 7 STRUT
FAN CASE RADIAL DRIVE

SHAFT
INPUT BEVEL
GEAR
HORIZONTAL
DRIVE SHAFT
TGB HOUSING
HORIZONTAL
HORIZONTAL DRIVE BEVEL GEAR
SHAFT HOUSING
201-2-726200-07-01-A TRANSFER GEARBOX ASSEMBLY DESCRIPTION

EFFECTIVITY
TRANSFER
GEARBOX Page 121
TOC

TOC
ACCESSORY GEARBOX
EFFECTIVITY
ACCESSORY
GEARBOX Page 123
TOC
201-2-726300-11-01-A
ACCESSORY GEARBOX ASSEMBLY DESCRIPTION
The accessory gearbox supports and drives both aircraft Its rear face connects with the HDS coupling tube and
and engine accessories. provides mounting pads for:
- The fuel pump.
The AGB assembly is mounted under the fan inlet case at - The N2 speed sensor.
the 6 oclock position and is secured by 2 clevis mounts - The starter.
with shouldered bushings.
Some of the accessories are installed on the AGB
The housing is an aluminium alloy casting. 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).
GEARBOX Page 124
TOC
TRANSFER
GEARBOX
CLEVIS
MOUNT
FUEL PUMP/HMU PAD
HORIZONTAL
DRIVE SHAFT
N2 SPEED SENSOR
MOUNTING PAD
LUBRICATION
UNIT PAD
HORIZONTAL DRIVE
COUPLING TUBE
HYDRAULIC
PUMP PAD
STARTER PAD
FWD
HANDCRANKING PAD
CLEVIS MOUNT CONTROL ALTERNATOR PAD
IDG PAD
201-2-726300-11-01-A ACCESSORY GEARBOX ASSEMBLY DESCRIPTION

EFFECTIVITY
ACCESSORY
GEARBOX Page 125
TOC
203-2-726300-06-01-A
MAGNETIC SEALS REPLACEMENT
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.
- A particular magnetic seal configuration includes a

thrust ring acting as a heat sink, installed between the
mating ring and the retaining ring.
This particular configuration is installed only on the
IDG and starter drive pads.
No particular magnetic seal configuration is required for

the hydraulic pump and fuel pump drive pads.
GEARBOX Page 126
TOC
O-RING
NON MAGNETIC
HOUSING
ROTATING
ROTARING RING
RING
O-RING
RETAINING
RING
RETAINING RING
THRUST
CARBON RING RING
(ROTOR)
O-RING
MAGNETIC RING (STATOR)

WITH POLISHED CONTACT
NON-MAGNETIC
GEARSHAFT FACE
SEAL HOUSING
ASSY
O-RING
ROTATING PART
HYDRAULIC AND FUEL PUMPS DRIVE PADS IDG AND STARTER DRIVE PADS
203-2-726300-06-01-A MAGNETIC SEALS REPLACEMENT

EFFECTIVITY
ACCESSORY
GEARBOX Page 127
TOC
203-2-726300-06-02-A
SPRING-LOADED SEAL REPLACEMENT
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.
NOTE:
For the IDG and starter pads, the spring-loaded seals
are slightly different (another part number). The o-ring on
the rotor part is replaced by a bal seal for better thermal
resistance.
GEARBOX Page 128
TOC
(DISASSEMBLED)
CARBON CONTACT
FACE
FIXED PART
MATING
RING
LUGS
LAPPED OR POLISHED
CONTACT FACE
CARBON
RING
(ASSEMBLED)
O-RING OR BAL SEAL

(STARTER, IDG PADS)
O-RING
SEALS
O-RINGS
STATIC
PART
ROTATING
GEARSHIFT
PART
ASSY ROTATING PART
203-2-726300-06-02-A SPRING-LOADED SEAL REPLACEMENT

EFFECTIVITY
ACCESSORY
GEARBOX Page 129
TOC

TOC
STANDARD PRACTICES
EFFECTIVITY
STANDARD
PRACTICES Page 131
TOC
203-2-702200-33-01-A
LOCKING - MAINTENANCE PRACTICES - GENERAL
Locking devices are designed to keep fasteners and

other parts safely engaged.
They prevent any opposite forces that could cause

fasteners to disengage.
They are not designed to apply or keep a torque.
Safety cable
CFM56 engines use common locking devices, such as

cotter pins, tabwashers and lockwire, but they also use a
specific device: the safety cable.
The safety cable consists of a cable which is cut to the

appropriate length, and a ferrule crimped on the cable
during installation.
EFFECTIVITY STANDARD
PRACTICES Page 132
TOC
LOCKING
WASHER BENT TAB
COTTER
LOCKING
PIN
WASHER
3 BOLTS MAXIMUM
LOCKWIRE
LOCKING
TAB
CABLE
FERRULE
COTTER
PIN
COMMON LOCKING DEVICES SAFETY CABLE
203-2-702200-33-01-A LOCKING - MAINTENANCE PRACTICES - GENERAL

EFFECTIVITY
STANDARD
PRACTICES Page 133
TOC
203-2-702200-06-01-A
SAFETY CABLE INSTALLATION
Before installation, make sure that cable threading holes

on the parts are correctly aligned.
The following limits must not be exceeded:
- The maximum length of safety cable between cabled

parts is 6 ins. (15,4 cm).
- Do not safety more than 3 bolts with one safety
cable.
To install the safety cable, proceed as follows:
- Thread the cable through the parts to be safetied.

- Install the ferrule on the cable.
- Tighten the cable by putting the head of the tool in
contact with the last bolt head to be cabled.
- Operate the tool to apply a tension to the assembly
and automatically crimp the ferrule at the same
time.
- Cut the excess cable.
PRACTICES Page 134
TOC
STEP 1 STEP 2 STEP 3
STEP 4 STEP 5 STEP 6
203-2-702200-06-01-A SAFETY CABLE INSTALLATION

EFFECTIVITY
STANDARD
PRACTICES Page 135
TOC
203-2-702200-05-01-A
MAINTENANCE PRACTICES - TOOLS
Crimping tools
Specific tools are used to tighten the cable and crimp the
ferrule.
Pulloff test tools
CFMI recommends to do a pulloff test at least once a

month on each of the crimping tools.
PRACTICES Page 136
TOC
CALIBRATED BREAKAWAY
TORQUE WRENCH
PIVOT
WALL JOINT
CABLE
STOP
SAFETY CABLE VERIFICATION
CRIMPING TOOLS PULLOFF TEST TOOLS
203-2-702200-05-01-A MAINTENANCE PRACTICES - TOOLS

EFFECTIVITY
STANDARD
PRACTICES Page 137
TOC

TOC

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TRAINING MANUAL

CFMI Customer Training Center CFMI Customer Training Services

PAGE INTENTIONALLY LEFT BLANK

COPyrighT 1998 CFM inTernaTiOnal

PAGE INTENTIONALLY LEFT BLANK

EFFECTIVITY LEXIS Page 5

A ATC AUTOTHROTTLE COMPUTER

EFFECTIVITY LEXIS Page 6

CFMI JOINT GE/SNECMA COMPANY DAR DIGITAL ACMS RECORDER

EFIS ELECTRONIC FLIGHT INSTRUMENT FDAMS FLIGHT DATA ACQUISITION &

EFFECTIVITY LEXIS Page 8

FWD FORWARD HPTR HIGH PRESSURE TURBINE ROTOR

LCD LIQUID CRYSTAL DISPLAY MTBF MEAN TIME BETWEEN FAILURES

EFFECTIVITY LEXIS Page 10

P PSU POWER SUPPLY UNIT

EFFECTIVITY LEXIS Page 12

TGB TRANSFER GEARBOX VRT VARIABLE RESISTANCE TRANSDUCER

IMPERIAL / METRIC CONVERSIONS METRIC / IMPERIAL CONVERSIONS

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

1 sq.in. = 6,4516 cm 1 m = 10.76 sq. ft.

1 USG = 3,785 l (dm) 1 m = 35.31 cu. ft.

1 lb. = 0.454 kg 1 kg = 2.205 lbs

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

EFFECTIVITY LEXIS Page 14

ACCESSORY DRIVE SECTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113

STANDARD PRACTICES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 131

THIS PAGE IS INTENTIONALLY LEFT BLANK

INTRODUCTION TO THE CFM56 FAMILY

CFM56-5A/-5B FOR AIRBUS APPLICATIONS

The following chart shows the various engine models for

CFM56-5B8 (21,600 lbs) 9,608 daN

CFM56-5A4 (22,000 lbs) 9,786 daN

CFM56-5B5 (22,000 lbs) 9,786 daN

CFM56-5A1 (25,000 lbs) 11,120 daN

CFM56-5B4 (27,000 lbs) 12,010 daN

CFM56-5B1 (30,000 lbs) 13,344 daN

201-2-720000-02-01-A CFM56-5A/-5B FOR AIRBUS APPLICATIONS

Rotation Clockwise (ALF) - Take-off thrust (SLS) 21,600 - 32,000 lbs

PERFORMANCE SAC DAC BUMP TECH

CFM56-5B4/P YES YES

CFM56-5B4/2P YES YES

CFM56-5B4/P1 YES YES YES

CFM56-5B4/2P1 YES YES YES

CFM56-5B4/3 ** YES YES

CFM56-5B4/3B1 ** YES YES YES

* BUMP AVAILABLE FOR B3 AND B4 THRUST ONLY.

203-2-720000-05-01-A CFM56-5B MAIN CHARACTERISTICS & PERFORMANCE

TECH INSERTION PROGRAM

Information relative to the installation of some kits is

TECH INSERTION TECH INSERTION

HPC OGV KIT

ENGINE DATA PLATE

203-2-720000-07-01-A TECH INSERTION PROGRAM

PERFORMANCE (*FIGURES DEPEND ON ENGINE

Combustion chamber Annular SAC - By-pass ratio * 6 to 6.2

Turbines - EGT red line 890/915C

203-2-720000-05-02-A CFM56-5A MAIN CHARACTERISTICS & PERFORMANCE

THIS PAGE IS INTENTIONALLY LEFT BLANK

POWER PLANT PRESENTATION

The engine is attached to the wing pylon by mounts,

Cowls enclose the periphery of the engine so as to form

The cowling assembly consists of:

POWER PLANT DESIGN AND OPERATION

The CFM56-5A/-5B engine is a high by-pass, dual rotor, (-5B)