CFM 56 7B PDF

CFM 56 7B
An Overview

Ravin Garg
Embry-‐Riddle Aeronautical University, Daytona Beach, FL, USA

Ravin Garg
Embry-‐Riddle Aeronautical University

GENERAL
• Developed by a joint venture between General Electric and Snecma.
• Used in Boeing 737-‐600, 737-‐700, 737-‐800, 737-‐900, 737-‐BBJ, and C40A.
• Turbofan engine with a twin spool axial flow, and rotates clockwise.
• Compressor is composed of a single stage fan, four (3+1) stages of a low-‐pressure (LP) compressor (LPC), and nine
stages of a high-‐pressure (HP) compressor (HPC).
• The combustion chamber is an Annular SAC.
• The turbine is composed of a single stage HP turbine and a four stage LP turbine.
• Weighs 2384 kg.
• 2.51 m (L), 1.83 m (H), and 2.12 m (W).
• Provides a take-‐off thrust between 19500 – 27300 lbs.
• Provides a climb thrust of 5960 lbs.
• Its LP rotational speed at 100% is 5157 rpm.
• Its HP rotational speed at 100% is 14460 rpm.
• The air is sucked in by the fan blades and is then separated by a splitter into secondary and primary flow.
• Primary flow travels through the inner portion of the fan blades into the booster (LPC), which then travels to the HPC,
moving to the combustor where it is mixed with fuel and is ignited to provide energy to the high-‐pressure turbine
(HPT) and low-‐pressure turbine (LPT).
• The secondary airflow travels through the outer portion of the fan blades, the outlet guide vanes (OGV) and exists
though the nacelle discharge duct producing 80% of the thrust at take-‐off. It is also used in thrust reverser systems.
• At static take-‐off power the engine by-‐pass ratio is 5.1:1 – 5.5:1, i.e. the secondary airflow takes in 5 – 6 times more
power than primary airflow.
• The CFM 56 7B engine’s maintenance is an on condition maintenance, i.e. there is no periodic overhaul schedule and
the engine remains installed until something important occurs or when the lifetime of the parts is reached.
• Following are ways to monitor and maintain the engine’s health:
o Engine performance and trend monitoring (evaluating engine deterioration over a period of use).
o Borescope inspection (checking condition of engine internal parts (parts that cannot be seen) using a
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borescope).
o Lubrication particles analysis (circulation oil system and filtering lubricating oil).
o Engine vibration monitoring system (checking for excessive vibration from the on board monitoring systems).
• Cycles of a life – A cycle of a flight that took-‐off and landed or a touch and go landing and take off used to train pilots.
• The accessory drive system uses energy from the HPC rotor to drive the engine and aircraft accessories. It plays a major
part in starting the aircraft.
• There are 17 different modules enclosed within 3 major modules and an accessory drive system
o Fan major modules
o Core engine major module
o LPT major module

FAN MAJOR MODULE
• It is located at the front of the engine
• Provides 80% of the engine thrust
• Provides engine front attachment
• Encloses the fan and the LPC stages
• Provides structural rigidity in the front section
• Contains front section major deterioration/damage
• Reduces noise for fan section
• Provides attachment for gearboxes, engine/nacelle equipment
• Provides attachment for the core engine
• There are 4 sub modules in a fan major module
o Fan and booster module
 Increases the energy of the air ducted overboard and generates thrust (most of the air is ducted
overboard and the remaining is sent to the booster to be pressurized before entering the HPC)
 Increases the pressure of the air directed to the HPC
 It consists of:
• Spinner front cone – minimizes ice build-‐up, is made of aluminum alloy protected by black sulfuric
anodizing
• Spinner rear cone – smoothes airflow at the inlet and provides anti-‐rotation for the fan rotating
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ring. It is made of aluminum alloy protected by sulfuric anodizing
• Single stage fan rotor – consists of fan disk, 24 fan blades (each blade being 0.52 m long), spacers,
and platforms
• 3 stage axial booster – consists of the booster rotor, booster stator lane assembly
o No. 1 and No. 2 bearing support model
• Supports the fan booster rotor
• Encloses the front section of the forward oil slump
• Supports one of the vibration sensors
• Vents the forward sump
• Provides the fan speed indication
• Directs bearings lubrication
• Consists of no. 1 and no. 2 titanium-‐bearing supports, no. 1 ball bearing, no. 2 roller bearing, fan
shaft, rotating air/oil separator, forward stationary air/oil seal, oil manifold assembly, and 5
external pipes
o Fan frame module
 Provides ducting for both primary and secondary airflows
 Transmits power plant thrust to the aircraft
 Supports the LPC rotor and the HPC rotor
 Encloses the fan and the booster
 Supports the engine accessories
 Minimizes fan area noise levels
 Provides attachment for the forward engine mounts front handling trunnions and lifting points
 Supports the fan inlet cowl
 Provides a connection between gearboxes and core engine rotor
 Consists of:
• Containment case – made of aluminum
o Provides attachment of the engine inlet cowl and support and transmits of attachment
loads from this point to the fan frame shroud
o Provides the fan blade containment
o Provides an abradale liner for the fan blade tips
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o Provides an outer attachment point for the OGV

o Provides air ducting
o Provides AGB/TGB mount fitting
• The OGV assembly – directs and smoothens the secondary airflow to improve thrust assembly
• The fan frame assembly – it has the following functions:
o Provides an inlet airflow path to the core engine
o Takes up loads from the fan and booster module and T/R
o Provides attachment for the rear of the booster
o Provides mounting for the HPC
o Accommodates the forward engine mounts
o Provides a housing for the various service lines and equipment
o Transmits engine thrust to the pylon
o Consists of the fan frame shroud, a 12 strut hub that provides structural strength and is
composed of the radial struts, the mid-‐box structure, and the hub, and the radial drive shaft
housing, which consists of the inner and the outer housing
o Inlet gearbox and No. 3 bearing

CORE ENGINE MAJOR MODULE
• A high pressure, high speed, gas generator that produces power to drive the engine.
• The fan discharge air is compressed in the HPC and is then heated and expanded in the combustion chamber, after
which the HPT nozzles directs it into the HPT rotor. The energy not extracted by HPT rotor is used to drive the LPT, fan
rotors, and boosters.
• It is sub-‐divided into the following components:
o HPC – This is a 9-‐stage compressor that increases the pressure of the air as it passes from stage to stage, to
supply the combustor section. It has pipe connections that duct the bled air for both engine and aircraft use.
o Its blades are also divided into 9-‐stages. Stage 1 blades have a stiffener. Stage 1 – 3 blades are made of titanium
alloy, and stage 4 – 9 blades are made of nickel alloy. The blade roots have an aluminum bronze coating on their
mating faces.
o It is divided into:
 The HPC rotor – This part increases the velocity of the fan booster discharge air, which is pressurized by
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the stator before entering the combustion chamber. It is a 9-‐stage, axial flow, high speed, spool-‐disk
structure and is made up of the following 5 major parts:
• The rotor shaft: It is made up of titanium alloy, and provides the forward support for the HPC. It
has holes machined in at the rear to allow booster air to pass for internal cooling.
• Stage 1 – 2 spool: It is a cantilever made of a titanium alloy. It optimizes the flow path sealing and
the HPC performance.
• Stage 3 disks: These disks are also made of titanium alloy
• Stage 4 – 9 spool: This is made of nickel alloy. This spool also optimizes flow path sealing.
• Rear rotating air seal: It is a one-‐piece nickel alloy forged part. Its seal teeth are protected with a
nickel aluminum bond lager and an aluminum oxide wear lager.
 The HPC front stator: It changes the air velocity produced by the rotor into pressure. The front stator
assembly consists of:
• The stator case halves: They have ports to accommodate pipes that supply bleed air. Bleed air
from the 4th stage is extracted for HPT cooling and clearance control for LPT cooling.
• The inlet guide vanes (IGV)
• The variable stator vanes (VSVs), stages 1, 2, and 3: The vanes are made of steel alloy.
• The fixed stator vanes stages 4 and 5: Prevents air leakage from the flow path.
• The VSV actuations system: Ensures a smooth gliding action of the rings.
 The HPC rear stator: Increases the air pressure delivered to the combustion section.
o The combustion section: It is located between the HPC and the LPT, and it takes the air from the HPC and mixes
it with the fuel, which is supplied by 20 fuel nozzles. During the starting sequence, or when required, the mixture
is ignited by 2 igniter plugs. Residual energy is converted into thrust. It is made up of:
 The combustion case: This case provides a structural interface between the HPC, the combustor, and the
LPT. It incorporates the compressor OGV and a diffuser, which slows down HPC airflow before delivering
it to the combustion area, thereby improving combustion efficiency.
 The combustion chamber: It is made up of:
• The swirl fuel nozzles and deflectors (the dome)
• The outer and inner cowls: These cowls are designed to give a constant and stable airflow to the
combustion chamber.
• The outer and inner liners: they contain closely spaced holes for cooling purposes. Both the
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nozzles and the liners provide combustion and cooling air to produce an efficient fuel/air mixture
and provide a uniform combustion patter and low thermal stress.
o The HPT: It converts the kinetic energy of the gasses from the combustion chamber into torque to drive the HPC.
It is a single stage air cooled assembly that consists of:
 The HPT nozzle: It directs the gas flow from the combustion chamber into the blades of the HPT rotor at
an angle that will give the greatest performance during all operating conditions.
 The HPT rotor: It 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. It
consists of:
• The front shaft
• The forward rotating air seal
• The disk
• The blades
• The rear shaft
 The HPT shroud and stage 1 LPT nozzle: The shroud is a 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
whole assembly consists of:
• An air impingement manifold: It circulates 4th and 9th stage bleed air for HPT clearance control and
LPT nozzle cooling. It is made up of a nickel-‐chrome alloy.
• Shroud/nozzle support: Made of a nickel chrome alloy, it provides an area for the air impingement
manifold.
• HPT shroud hangers: Provide a cooling area between the segments and the shroud/nozzle support
reducing the risk of damage to the support due to thermal stresses.
• HPT shroud: It has a smooth abatable surface that can endure blade tip rub and prevent erosion
from hot exhaust gasses.
• The stage 1 nozzle: It directs high velocity gasses from the HPT rotor onto the blades of the LPT
rotor stage 1.
• The inner and stationary air seals

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LOW PRESSURE TURBINE (LPT) MAJOR MODULE

• Transforms the pressure and velocity of gasses coming from the HPT into mechanical power to drive the fan and
booster module.
• Provides a rear support for the HP and LP rotors.
• Provides rear mounts for engine installation on the aircraft.
• It is located at the rear end of the engine, and consists of:
o The LPT rotor/stator module: Converts the kinetic energy of the gasses coming from the HPT into mechanical
power to drive the fan and booster rotor. It is a 4-‐stage axial flow turbine, and consists of:
 A stator assembly: It increases the speed of the air coming from the combustion chamber, and consists of
the following components:
• The LPT case: It is made up of nickel-‐chrome alloy and provides support for the stator assembly.
• An air-‐cooling tubes and manifolds assembly: It blows cooling air onto the outer surface of the LPT
case, for rotor clearance control. It is made of a steel alloy, and consists of:
o 2 air supply manifolds: It consists of 6 upper and lower tube halves, which surround the
case.
o 2 tube manifold assemblies: Supplies fan discharge air to the tubes, which have holes
drilled in them to direct cooling air onto the outer case.
• Stages 2 – 4 nozzle assembly: Increases the speed of the air coming from the HPT, and directs it to
the LPT rotor assembly.
 A rotor assembly: Has four stages and the number of blades in each stage varies.
• Stage 1 has 162 blades
• It consists of the following components:
o Stages 1 to 4 disks
o Stages 1 to 4 rotating rings
o Stages 1 to 4 blades
o A rotor support

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o The LPT shaft module: Transmits power from the LPT to the fan and booster module, and takes various radial
loads. It consists of the following components:
 The LPT shaft: Transmits torque from the LPT to the fan and booster module.
 A center vent tube: Provides overboard venting for the engine forward and rear sumps.
 The No. 4 roller bearing: Takes up the radial loads generated by the HPT rotor.
 The No. 5 roller bearing: Takes up the radial loads generated by the LPT.
o The LPT rear frame module: It is made up of:
 The LPT rear frame: It decreases the thermal and mechanical stresses.
 The No. 5 roller bearing support

THE ACCESSORY DRIVE SYSTEM
• At the start of the engine, this system transmits external power from the engine air starter to drive the core engine.
• When the engine is running, the accessory drive system extracts parts of the core engine power and transmits it
through a series of gearboxes and shafts in order to drive the engine and aircraft accessories.
• It consists of the following:
o Inlet Gearbox (IGB): Transfers torque between the HPC front shaft and the radial drive shaft, and supports the
front end of the core engine. It is composed of:
 Horizontal bevel gear: Provides rotational torque to the TGB assembly. Has 47 teeth.
 Radial bevel gear: Has 35 teeth
 No. 3 bearing
 Rotating air/oil seal
o Radial Drive Shaft (RDS): Transmits the power to the Transfer Gearbox
o Transfer Gearbox (TGB): Redirects the torque from the IGB to TGB. It is driven by RDS, and it reduces rotational
speed. It consists of:
 The transfer gearbox housing: Improves oil scavenging
 The input bevel gear: It has 31 teeth
 The horizontal bevel gear: It has 32 teeth
o Horizontal Drive Shaft (HDS): Transmits power from the TGB to the AGB, and is made of steel alloy
o Accessory Gearbox (AGB): Supports and drives both the engine and the aircraft accessories. It is made up of the
following equipment:
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 The hydraulic pump

 The integrated drive generator (IDG)
 The starter
 The hand-‐cranking drive
 The control alternator (FADEC Power supply)
 The N2 speed sensor

NOTE: All the information provided above has been obtained from the training manual provided for the CFM 56 7B
engine by the manufacturers, and is solely for personal use.
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o Provides an outer attachment point for the OGV

LOW PRESSURE TURBINE (LPT) MAJOR MODULE

 The hydraulic pump

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