January 1993 cfm oO international navicfm international CFMS56-3 Basic EngineTraining Manual CFM56-3 BASIC ENGINE TRAINING MANUAL Revised: January 1993 Published by CFMI Customer Training Programs GE Aircraft Engines Customer Technical Education Center 123 Merchant Street Cincinnati, Ohio 45246 104s,cfm Cpinternationa CFM56-3 Basic EngineTraining 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 the pertinent maintenance publications. The information (including technical data) contained in this document is the property of CFM International (GE and SNECMA). Its 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 the prior written approval of both the 1J.S. Government and CFM International. o1/oa/eacfm GO international CFM56-3 Basic Engine Training Manual Table of Contents Introduction...... Engine Specifications .. Program Concepts ... Work Split and Responsibilities General Engine Construction Engine Aerodynamic Station: Program Objectives .. On-condition Monitoring System Engine Transportation ..... Engine Structure .... Engine Dimensions and Weights Engine Flange Identification Engine Data Plates... Engine Maintenance Concepts Maintenance Strategy .. Modular Maintenance Concept Page| 01/04/93cfm Oo international CFM56-3 Basic Engine Training Manual Table of Contents Sump Philosophy ...... Forward Sump Pressurizing Fan Major Module ..... Fan and Booster Assembly No. 1 and No. 2 Bearing Support Assembly .. Inlet Gearbox and No. 3 Bearing Support Fan Frame Assembly .. Accessory Drive Section Transfer Gearbox Assembly Accessory Gearbox Assembly Core Major Module HP Compressor Forward Compressor Stator Rear Compressor Stator . Combustion Section HPT Nozzle HPT Rotor HPT Shroud and Stage 1 LPT Nozzle Page W 01/04/93, TORTScim Cremationas (CFM56-3 Basic Engine Training Manual Table of Contents LPT Major Module .... LPT Rotor/Stator Assembly 217 LPT Shaft Assembly..... Turbine Frame Assembly. Airflow Systems Air Systems .. Cooling Air Sub-Systems/Venting Sub-Systems .. Hot Section Airflow Pathways Aft Sump Oil Flow... ‘Student Notes ... Appendix A - Abbreviations and Acronyms .... Appendix B - English/Metric Conversion .... Page i 01/04/93,cfm Oo international CFM56-3 Basic Engine Training Manual INTRODUCTION Page 2 o1oae3cfm Oo international INTRODUCTION ‘The CFMS6-3 is a high bypass, dual rotor, axial flow advanced technology turbofan engine that was designed specifically for the Boeing Series 737 airframe. The CFMS6-3 is available in various power plant thrust ratings and offered in these Boeing Series 737 airframe configurations. CFM56-3-B1 Thrust ratings of 18,500 and 20,100 Ibs. for the Boeing 737-300 and 737-500 ‘commercial airframe. CFMS56-3-B2 Thrust ratings of 20,100, 22,000 and 22,100 lbs. for the Boeing 737-300 and 737-400 commercial airframe. CFMS6-3C Thrust ratings of 18,500, 20,100, 22,100 and 23,500 Ibs. for the Boeing 737-300, 737-400 and 737-500 commercial airframe. Engine Features A four stage integrated fan and Low Pressure Compressor (LPC) booster driven by a four stage Low Pressure Turbine (LPT) - Anine stage High Pressure Compressor (HPC) driven by a single stage High Pressure Turbine (HPT) CFMS56-3 Basic Engine Training Manual - Compressor airflows controlled by Variable Bleed Valves (VBV) located aff of the booster and Variable Stator Vanes (VSV) within the HPC front stages. - Anannular combustion chamber increases the HPC delivery air velocity to drive both turbines - Anaccessory drive system extracting energy from the high pressure rotor to drive the engine mounted accessories A pylon mounted thrust reverser is supplied on all Series 737 applications and this provides the capability of reducing aircraft speed on the ground, The thrust reverser is designed and manufactured by the Boeing Company, therefore providing all maintenance training for Series 737 thrust reverser applications, STUDENT NOTES Page 3 01/04/93cfm Oo international CFM56-3 Basic Engine Training Manual CFM56 TURBOFANS Page 4cfm Oo international MODEL CFMs6-2 APPLICATION Certiication ‘TAKE-OFF THRUST 24,000 @ 89°F (CFM56-201/5 DCB Super 70 22,000 @ 86°F CFMS56-3 Basic Engine Training Manual cFMS6 Certtication Specs CFM56-209/6 ‘ARAMCO DCB 22,000 @ 106°F ‘Takeoff Thrust (CFMS6-2A2 E39, KES, £6 24,000 @ 95°F CFM56-2B1 (F108-CF-100) CIS5FR, KCTS5R 22,000 @ 60°F (CFMS6-5A1 Airbus A320 CFMS6-3B1 737-300/500 20,000 @ 86°F (CFMS6-382" 737-300/400 22,000 @ 86°F ‘CFMS6-301" 737-300/400/500 23,500 @ 66°F 25,000 @ 86°F ‘OFMS6-5A3 ‘Airbus A320 26,500 @ 86°F CFMS6-5B1 Airbus A321 130,000 @ 66°F CFMS6-5B2 ‘Airbus AB2t 31,000 @ 66°F CFMS6-5CT ‘Airbus A340 31,000 @ 86°F (CFM56-502 ‘Airbus A340 31,200 @ 86°F (OFM56-503 Airbus A340 32,500 @ 86°F CFMS6-504™ * These engines can be derated to lower thrust val ‘Airbus A340 34,000 @ 86°F as required. Se applicable Service Buletins or ntormation regarding conversion of, ‘allowable darvative models designations “+ Avallabla 1904 is markotroqures Bypass Ratio. Weight Fan Diameter Pages 16acfm Oo international CFM56-3 Basic Engine Training Manual THIS PAGE LEFT INTENTIONALLY BLANK. Page 6 01/04/93,cfm Oo international PROGRAM CONCEPT The CFM56-3 Turbofan Engine is a product of CFM International (CFMl) which is a company jointly owned by "GE Aircraft Engines" of the United States of America and “Societe Nationale d'Etude et de Construction de Moteurs d'Aviation" (SNECMA) of France. CFM! has full support of parent companies and sustains a dual function: FMI is responsible for overall program management for both the GE/SNECMA organizations and maintains a single customer interface for marketing and product support efforts to: - Make integrated use of GE and SNECMA capabilities - Establish and manage customer requirements and plans - Establish and manage integrated marketing strategies - Establish and manage integrated product support efforts (CFM56-3 Basic Engine Training Manual The CFMI business function operates on a "fixed work and sales revenue spit" foundation (approximately 50/50), but the profits or losses on each company's revenue are not shared. Depending on customer locations, CFMI sales and support commitment is represented by two organizations in these global territories: CFMI headquarters located in Cincinnati, Ohio supports customers on the American continent and in the Far East. CFMI headquarters located in Paris, France supports customers in Europe, Africa and the Middle East. Engine Identification The CFMS56-3 combines both GE and SNECMA engine classification in the identification of the engine model. - The letters "CF" evolved from the GE "Commercial Fan" engine family (CF6-6, CF6-50, CF6-80). - The letter "M" represents the French word for engine "Moteur". ~The number "56" is a project rank number (M45H, M53, M88) evolved from the GE and SNECMA organizations. Page 7 o1/o4laaCFM56-3 Basic Engine Training Manual ONE PROGRAM MANAGER USES ALL GE AND SNECMA ONE CUSTOMER INTERFACE RESOURCES... JOINTLY OWNED COMPANY + WITH WORK SPLIT 50/50 CFM INTERNATIONAL Page 8 ov/oas3WORK SPLIT AND RESPONSIBILITIES GE Aircraft Engines and SNECMA is responsible for three areas of the complete engine program which establishes the organizational responsibilities of CFMI. GE Aircraft Engines responsibilities: Designing, developing and manufacturing the high pressure system (core engine module) Fuel system design integration Main Engine Control (MEC) Power Management Control (PMC) Assembly of engines in U.S.A. ‘SNECMA responsibilities: Designing, developing and manufacturing the low pressure and the accessory drive systerns Installation design for all accessories except for the MEC and PMC ‘Assembly of engines in France Basic Engine Training Manual Complete program management and marketing activities Providing comprehensive logistics support including parts leasepool engines for emergency spares Technical support including tooling design and repair involvement by authorized overhaul and maintenance facilities On-site technical/field representatives ‘Technical engine data publications Customer maintenance training STUDENT NOTES Page 9 01/04/93cfm Oo international Aer LP SYSTEM ACCESSORY DRIVE SYSTEM CONTROL AND ACCESSORIES ENGINE INSTALLATION CFM56-3 Basic Engine Training Manual + CORE ENGINE + FUEL SYSTEM DESIGN INTEGRATION = MEC AND PMC ‘THRUST REVERSER MARKETING PROGRAM a MANAGEMENT ‘Mf PRobuct ‘SUPPORT CFM56 WORK SPLIT Page 10 o1/oae3cfm Oo international (CFM56-3 GENERAL ENGINE CONSTRUCTION ‘The CFMS56-3 high bypass engine is a basic dual rotor and axial flow within a compact design. The solid structure design is acquired by a short length, a fan frame and a turbine frame. - The fan frame is in the front located between the fan case and core module and is a component of the fan major module. + Turbine frame is in the rear located after the LPT case and is a component of the LPT major module. The rotors are supported by five main beatings that are mounted in two engine sumps of the lubricating system. = In the forward sump of the fan frame, the No. 1 ball bearing supports thrust and radial loads while the No. 2 roller bearing supports the radial loads of the fan and booster assembly. - The HPC front shaft thrust and radial loads are supported by the No. 3 ball bearing contained within the Inlet Gearbox (IGB) assembly. In the aft sump area of the LPT, the No. 4 roller bearing supports the radial load of the HPT rear shaft on the LPT shaft. Basic Engine Training Manual The No. 5 roller bearing mounted within the turbine frame supports the radial load of the LPT shaft aft end. STUDENT NOTES Page 11 01/04/93cfm Oo international CFM56-3 Basic Engine Training Manual 5 BEARINGS FAN FRAME din ‘TURBINE FRAME ENGINE CONSTRUCTION Page 12cfm Oo international (CFMS56-3 GENERAL ENGINE CONSTRUCTION (CONTINUED) The dual rotor design of the CFM56-3 engine consists of: ‘The Low Pressure System = Assingle stage fan, connected to a three stage booster rotor assembly - Asingle stage fan Outlet Guide Vane (OGV) Basic Engine Training Manual Five HPC stator assemblies One OGV assembly (HPC stator stage 9) Short machined ring construction annular combustor with 20 fuel nozzles Asingle stage HPT nozzle and rotor assembly to drive the HPC assembly in the secondary airflow The Accessory Drive System - Four stage booster stator assembly in the primary airflow Twelve fully controlled VB, located in the fan frame between booster and HPC for engine air cycle matching throughout the operating range - Four stage LPT to drive fan and booster ‘The High Pressure System - Nine stage HPC rotor + One variable Inlet Guide Vane (IGV) assembly - Three VSV assemblies IcB Radial drive shaft Transfer Gearbox (TGB) Horizontal drive shaft Accessory Gearbox (AGB) STUDENT NOTES Page 13 01/04/93cfm oO international CFMS56-3 Basic Engine Training Manual ‘WP COMPRESSOR ‘COMBUSTOR ‘WP TURBINE ‘SECTION HP ‘ROTOR STAGES + 1 Her NozzLe assy SYSTEM )|- 1 VARIABLE IV + soavassy |]- 1HerRoTOR Assy VARIABLE STATOR staces || - 1 ANNULAR. = SSTaTIONARY STATOR STAGES || COMBUSTOR "FAN AND BOOSTER i - tran stace Lp 1 FaNosV LP TURBNE SYSTEM | |- 1 poosten av assemsLy | aB00STER ROTOR STAGES = 4LpT ROTOR STAGES. ‘BOOSTER STATOR STAGES. = 4LPT NOZZLE STAGES, |: 12 VARIABLE BLEED VALVES FAN ‘SHAFT. pT ‘SHAFT RADIAL DRIVE DRIVE SHAFT| Oar ‘ACCESSORY \ DRIVE cocoa taansren [wer A) section || SEARBOX GEARBOX GEARBOX CFM56 ENGINE CONSTRUCTION Page 14 or/oaescfm Oo international ENGINE AERODYNAMIC STATIONS The airflow path design of the CFM56-3 high bypass engine consists of two flow paths, primary and secondary, through which the engine discharges jet velocities. - The Primary Airflow passes through the inner portion of the fan blades (stage 1 rotor) and Continuing through the booster. The flow path then continues entering the core engine and the LPT exiting through the nacelle discharge duct. + The Secondary Airflow passes through the outer portion of the fan blades (stage 1 rotor), OGV's and exits through the nacelle discharge duct. Flow path aerodynamic stations have been established to facilitate design and development of the engine thermodynamic cycle as well as performance assessment and monitoring. CFMS56-3 Basic Engine Training Manual The following are the most commonly used parameters on the CFM56-3 engine: Ty, _ forfan speed scheduling Ty, __ for core speed scheduling T,, for VSV/VBV scheduling and fuel limiting schedule T,35 for cockpit indication (EGT) Ps,, for fan and core altitude corrected speed schedules Ps, —_ for fuel limiting schedule (CDP) CBP for fuel limiting schedule These additional parameters are available for optional health condition monitoring instruments for the CFM56-3 engine. (Test cell operations only.) Page 15 ovoarescfm Oo international CFM56-3 Basic Engine Training Manual SECONDARY AIRFLOW 0 AMBIENT PRIMARY AIRFLOW 2.0 10 ENGINE ENTRANCE 23 42 SECONDARY AIRFLOW INLET 24 13 FANOGV DISCHARGE 25 14 FANFRAME INLET 3.0 15 FAN FRAME DISCHARGE 36 40 44 42 48 4.95 50 42 (SECONDARY) 10 20(PRIMARY) 123, 24 ts a5 ao a6 4p 4 age PRIMARY AIRFLOW INLET BOOSTER DISCHARGE AIR VBV AIR EXIT HPC INLET HPC DISCHARGE COMBUSTOR INLET COMBUSTOR DISCHARGE HPT INLET HPT DISCHARGE LPT INLET STAGE 2 LPT INLET LPT DISCHARGE 50 PRIMARY ‘AIRFLOWcfm Oo international PROGRAM OBJECTIVES ‘The CFMS6-3 is an advanced technology turbofan engine which has been designed to provide dramatic improvements over engines issued from technology of the 1960's. These major objectives were: - Low fuel consumption = Lownoise - Smokeless and low pollutant levels - Lowcost maintenance - Low fuel consumption Low Fuel Cor ion One of the parameters widely used to assess overall engine efficiency is the Specific Fuel Consumption (SFC). Itis defined as the mass of fuel bumed to produce one unit of thrust during one unit of time and results from the ratio “{uel flow (Ib/hr) over thrust (Ib)". SFC is influenced by factors such as the engine bypass ratio, the compressors overall pressure ratio and the engine operating conditions (altitude, mach number, temperature). CFMS56-3 Basic Engine Training Manual The CFMS6-3 program objectives were to deliver engines approximately 20% more fuel efficient than engines that currently power 120/160 passenger aircrafts. Today in revenue service the CFM56-3 engines for the 737-300 airframes has accomplished the SFC goal and consistently maintained these operational benefits: - Atsame maximum range, payload can be increased. - At same payload, maximum range is increased. ~ At same range and payload, less fuel is consumed. STUDENT NOTES. Page 17 01cfm Oo international CFM56-3 8 ces “ea ‘Bits “e ts Bypass =| nara serrensre FB San a) ‘ L L L 15 20 25 30 PRESSURE RATIO. 95 20000 FEET; 8 MACH STANDARD DAY 82 = sPeciFicrueL = “78 ‘SPECIFIC FUEL CONSUMPTION 4 ‘CONSUMPTION: (LHHRILB) 7 | ceusea} “tr (LWHFULB) 66) 62 3,000 4,000 5,000 6,000 7,000 UNINSTALLED NET TRUST, LB. FUEL EFFICIENT CFM56 90 85 | Pog somorriowerrnes nones—| ae TYPICAL cd he pe] oe | oes s it 85 60 — Basic Engine Training Manual 26,000 FEET; 0.72 MACH; STANDARD DAY 1,000 2,000 3,000 4,000 5,000 UNINSTALLED NET TRUST, LB Page 18 01/04/93cfm GO international PROGRAM OBJECTIVES (CONTINUED) Low Noise Turbojet engine noise largely results from friction of the high velocity of gases imposed on stil ambient air, causing sonic vibrations. Low bypass engine noise is high-frequency dominated and this type of noise does not diminish rapidly as the aircraft distance increases. High bypass engine principal noise source is the fan and this low-frequency type of noise diminishes rapidly as distance increases. But secondary noise sources gain in importance. Noise is most commonly expressed with two logarithmic units: = dB (Decibel): this unit measures the level of noise and it can be corrected as a function of various engine parameters. - EPNdB (Effective Perceived Noise Decibel): this unit not only reflects the noise level, but also the length of exposure time to the noise level. CFM56-3 Basic Engine Training Manual Aircraft noise level is monitored by airport authorities at three positions: approach, sideline and takeoff. Maximum acceptable limits are established by International Civil Aviation Organization (ICAO), FAA/DGAC and State Agencies according to number of engines per aircraft and to the Maximum Takeoff Weight (MTOW). Actual monitoring of the CFM56-3 engine in revenue service established that noise levels were an average 10 EPNB below the current low bypass engine. Continued rev. ie service records for the CFM56-3 ‘engine for the B737-300 airframe show consistent improvements in all areas of statistical maintenance and performance records. STUDENT NOTES. Page 19 ovacfm oO international CFM56-3 Basic Engine Training Manual APPROACH. ° Fea ane 1878) cl EPNDB 18 110 105 (2)4ENG ee To. SIDELINE, APPROACH. ‘eur ence 15 110 105 ° FAR 36 STAGE 3 a uuu (apr : “ LOW NOISE CFM56 Page 20 01/04/93cfm Oo international PROGRAM OBJECTIVES (CONTINUED) To reduce secondary noise sources, the latest technology in noise attenuation has been incorporated in both the ‘engine and the nacelle designs. Fan Design - NoIGV's = Large rotor to stator spacing for low interaction noise - Number of vanes/number of blades ratio optimized to approximately 2:1 for fan-tone cutoff = Acoustic panels provided in the fan inlet case upstream and downstream of the rotor Combustor Design Short stiff annular combustion chamber with high combustion stability characteristics ‘Turbine Design Low noise turbine design with high number of blades CFM56-3 Basic Engine Training Manual Exhausts Design Low jet velocities (fan = approximately 850 fps/ core = approximately 1,250 fps) at takeoff power. Approximately 79-80% of the rated thrust is produced by the fan which slightly accelerates a large mass of air. Nacelle Design Noise emitted by engine internal sources is reduced by use of sound absorbent materials in the fan inlet and exhaust ducts. IDENT NOTES Page 21 or/oa/eacfm Oo international CFM56-3 Basic Engine Training Manual VANE BLADE RATIO (-2:1) OPTIMIZED FOR FAN-TONE CUTOFF LARGE ROTORISTATOR SPACING FOR LOW INTERACTION NOISE HIGH BYPASS RATIO FAN "TREATED NACELLE NUMBER OF LOW JET BLADES VELOCITIES OPTIMIZED FOR LOW TURBINE NOISE CFM56 NOISE ATTENUATION . Page 22 01/04/93cfm oO international PROGRAM OBJECTIVES (CONTINUED) The total objective was to design a completely smokeless engine and maintain a maximum reduction of pollutants in the exhaust gases to comply with the Environment Protection Agency (EPA) emission standards. During the certification schedule the CFM56-3 engine emission levels were measured in accordance with the EPA recommendations and the results were lower than any military or commercial turbofan engine in production today. The major pollutants produced in the combustor are: - Carbon monoxide (CO) + Unburnt Hydrocarbons (H/C) = Nitrogen Oxide (NOx) The emission levels are established by the EPA parameters which represent the weight of pollutant produced during a takeoff cycle for each 1,000 Ib of rated thrust. CFMS56-3 Basic Engine Training Manual When the CFM56-3 was compared to current low bypass engines the results displayed evidence of a reduction in emission levels. + Approximately 44.4% for CO ~ Approximately 76.6% for H/C - Approximately 37.5% for NOx STUDENT NOTES Page 23 01/04/03cfm OG international CFM56-3 Basic Engine Training Manual CARBON MONOXIDE (co) ‘ALL NUMBER IN EPA PARAMETERS. (LB/CYCLE/,000 LB OF RATED THRUST) UNBURNT HYDROCARBONS (Hc) 0.340 NITROGEN OXIDE (NO,) LOW BYPASS CFM56 CFM56 EXHAUST EMISSIONS Page 24 o1/o4ieacfm Gg international CFM56-3 Basic Engine Training Manual ON-CONDITION MONITORING SYSTEM STUDENT NOTES: The on-condition maintenance concept utilized on the CFMS6-3 eliminates periodic removal of the engine for specified inspections and overhauls and thereby reduces the frequency of shop visits. The engine design includes all the features necessary for in-flight and ground fault detection and isolation. The condition monitoring program incorporates the maximum utilization of existing, proven techniques and the development of new and improved diagnostic methods. ‘The CFM56-3 on-condition monitoring system consists of: + Gas path health monitoring - Borescope inspection capability - Gamma Ray inspection capability = SOAP (Spectral Oil Analysis Program) - Lube particle analysis Vibration monitoring system Page 25 01/04/93cfm oO international CFMS6-3 Basic Engine Training Manual BORESCOPE INSPECTION Gas PATH HEALTH GAMMA RAY INSPECTION VIBRATION MONITORING (CFM56 CONDITION MONITORING Page 26 01/04/03cfm Og international ENGINE TRANSPORTATION Highway Transporting Shipping a CFMS6-3 engine by trailer over the road requires certain precautions that must be taken to ensure that the engine is properly protected from internal damage while in transit. The trailer must be equipped with an air-ride suspension system for one engine transportation. When shipping two or more engines, both the tractor and trailer must be equipped with an air-ride suspension system. Air Transporting The compact physical dimensions of the CFM56-3 make for convenient shipment of the engine without disassembly. The CFM56-3 engine assembly can be shipped in some narrow or wide body aircraft (Engine Axis Must Be Parallel To Aircraft Axis). When transporting in low cargo compartments it will be necessary to separate the engine into the three major modules. - Fan major module - Core engine major module = LPT major module CFM56-3 Basic Engine Training Manual Note: When the CFMS6-3 engine is reassembled on-site, itis "NOT NECESSARY’ for a test cell run before reinstalling engine on the aircraft. Note: See CFMI Ground Support Equipment Manual and follow the procedures for transportation of the CFMS6-3 High Bypass Engine. STUDENT NOTES Page 27 owcfm Oo international CFM56-3 Basic Engine Training Manual ‘ASSEMBLED ENGINE MINIMUM CARGO DOOR L= 127.5 INCH (3,239 MM) H=78.0 INCH (1,982 MM) FAN G/B ASSEMBLY 108 X 92.5 X 71 INCHES ENGINE ‘ASSEMBLY CFM56 TRANSPORTABILITYcfm Oo international CFM56-3 Basic Engine Training Manual THIS PAGE LEFT INTENTIONALLY BLANK. cubscfm Oo international CFM56-3 Basic Engine Training Manual ENGINE STRUCTURE Page 30 o1/04/e3cfm Oo international CFMS6-3 Basic Engine Training Manual ENGINE DIMENSIONS AND WEIGHTS STUDENT NOTES Overall Dimensions Inch__mm “Engine Overall Length 407.16 2,722 Fan Inlet Case Forward Flange Diameter 63.386 1,610 Fan Frame Rear Outer Flange Diameter 40.63 1,032 Fan Major Module Length 33.81 859 Core Engine Major Module Length 51.60 1,310 ‘Turbine Frame Rear Outer Flange Diameter 40.63 1,032 LPT Major Module Length 76.17 1934.7 Weights. Lb kg Basic Engine Weight Dry 4,240 1,923 Serviced 4,297 1,949 Drained 4,252 1,929 With QEC Installed on Engine 5,340 2,420 Fan Major Module 1,536 696.5 Core Engine Major Module 1,400 635.0 LPT Major Module 812 368.5 “Indicates from tip of spinner cone to rear end of cage assembly. Note: All of the above engine values are approximate and may vary slightly, Page 31 ov/baeacfm Oo international (CFM56-3 Basic Engine Training Manual eT ass 5) A 4 iss 105.74 (2686 VIEWA Note: Dimensions are in inches a a CFMS56-3 ENGINE OVERALL DIMENSIONS Page 32 01/04/93.cfm (_) international CFM56-3 Basic Engine Training Manual ENGINE FLANGE IDENTIFICATION STUDENT NOTES ‘The extemal flanges of the engine have been assigned letter designations. The letter designations will be used for flange identification wherever it is necessary to be explicit about flange location, such as positioning of brackets, clamps, bolts, etc. Horizontal flanges are identified as: - Front stator case horizontal left flange - Front stator case horizontal right flange ‘The engine stator cases are a matched set and should not be disassociated with other engine stator cases. ‘Some documents like assembly instructions or service bulletins use a different locating system. To reduce air leakage between mating flanges and to ‘ensure proper alignment during assembly, all ange mating points are of a rabbet fit construction. The horizontal flanges are a butt type flange. Page 35 ovacfm GO international CFM56-3 Basic Engine Training Manual RUE ZS ne 4 s T U sd oe y - CASE HORIZONTAL F LEFT FLANGE ENGINE FLANGES Page 34ct oO international cFM56-3 Basic Engine Training Manual ENGINE DATA PLATES Core Engine Major Module Dimensional Data Plate Engine Nameplate Located at 5 o'clocW/ALF on flange "N": Located at 3:30 o'clock/ALF on the fan inlet case between STUDENT NOTES flanges “B" and "C". AGB Module icati Located at 8:30 o'clock/ALF on AGB housing front face. ‘TGB Module Identification Plate Located at 9 o'clock/ALF on TGB housing aft face. LPT Major Module Identification Plate Located at 9 o'clock/ALF on flange "T". PT Major jimensional Located at 7:30 o'clock/ALF on flange "T". Fan Major Module Dimensional Data Plate Engraved at 8:30 o'clock/ALF on fan frame, between flanges "J" and *K’. Page 35 o1o4e3