05 Powerplant B737-NG

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TRAINING MANUAL
POWERPLANT -
INTRODUCTION
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TRAINING MANUAL
POWER PLANT - INTRODUCTION
General in - inches
kg - kilograms
Two CFM56-7B engines supply thrust for the airplane. lbs - pounds
The engines also supply power for these systems: m - meters
RPM - revolutions per minute
- Electric TBV - transient bleed valve
- Hydraulic VBV - variable bleed valve
- Pneumatic. VSV - variable stator vanes
The CFM56-7B is a high bypass ratio, dual rotor, turbo

fan engine.
Power Plant
The power plant has these parts:
- Engine mounts
- Engine cowling
- Wire harnesses
- Engine vents and drains.
Acronyms and Abbreviations
BSV - burner staging valve

C - celsius
cm - centimeters
ft - feet
HMU - hydromechanical unit
HPTACC - high pressure turbine active clearance
control
IDG - integrated drive generator
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POWER PLANT - INTRODUCTION

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POWER PLANT - SPECIFICATIONS
General G.E. CO. Engines assembled by SNECMA, the block

shows SNECMA.
General engine data for the CFM56-7B engine is
shown. Six additional rows are available to show changes to the
engine. This permits six different thrust rating changes
These items show on the engine nameplate: before you must replace the nameplate. The nameplate
also shows the thrust rating history of the engine.
- Regulatory agency data
- Engine manufacture data The engine nameplate is on the right fan case aft of the
- Engine performance data. oil tank.
The regulatory agency data blocks used depend upon Engine Thrust Ratings and Aircraft Model Application
where the engine was assembled. For engines
assembled by General Electric, the two upper right A limited number of the six engine thrust rating
blocks will be used. For engines assembled by SNECMA, configurations are applicable for a 737. The different
the two upper left blocks will be used. The serial number engine thrust ratings are based upon airplane weight and
shows for all types. elevator/rudder control limits. The longer-body 737-800
and 737-900 models can operate at the maximum
The first line of seven blocks will be filled at the assembly thrust capability of the CFM56-7B engine. Also, the
plant. The version of the engine will be in the CONFIG lowest thrust rating is not sufficient for the 737-700, 737-
space. The second and third blocks show takeoff and 800, 737-900. The table shows the engine thrust ratings
Max continuous thrust in Metric (daN) for the aircraft models.
thrust ratings. The fourth and fifth blocks show takeoff
thrust and the Max continuous thrust in pounds (LB). Aircraft Models
Block six shows the N1 trim applied to that engine. The
last block is for service bulletins applied The normal models are 737-600, 700, 800, and 900.
to this engine. Some other variations can be 737-700 IGW (increased
gross weight), and 737-700 BBJ (Boeing Business Jet).
The lower three blocks show the manufacturer data. The
second block shows the manufacturer of the engine. For
engines assembled by General Electric, the block shows
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ENGINE CONFIGURATIONS ENGINE NAMEPLATE

ENGINE
VERSION
B18 B20 B22 B24 B26 B27
T/O THRUST 19500 20600 22700 24200 26400 27300 GENERAL ENGINE DATA
AIRPLANE MODEL CFM56-7B
MODELS
ENGINE WEIGHT 5,205 LBS (2,361 KG)
600 X X X
FAN DIAMETER 61 IN (155 CM)
700 X X X EGT REDLINE 950C
800/900 X X X N1 REDLINE 5,380 RPM(104 PERCENT)
N2 REDLINE 15,183 RPM (105 PERCENT)
700 IGW X X X
BYPASS RATIO 5.6 :1
700 BBJ X
EGT START LIMIT 725C
ENGINE THRUST AND USAGE CHART
POWER PLANT - SPECIFICATIONS

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POWER PLANT - ENGINE HAZARDS
General Exhaust Heat
It is dangerous to work around engines. Use the The engine exhaust is very hot for long distances
entry/exit corridor when the engine is in operation. behind the engine. This can cause damage to
Also, stay out of the inlet and exhaust areas when the personnel and equipment.
engine is in operation.
Exhaust Velocity
These are the hazards around an engine in operation
Exhaust velocity is very high for long distances behind
- Inlet suction the engine. This can cause damage to personnel and
- Exhaust heat equipment.
- Exhaust velocity
- Engine noise Engine Noise
Inlet suction Engine noise can cause temporary and permanent loss
of your ability to hear. You must wear ear protection
Engine inlet suction can pull people and large objects when near an engine in operation.
into the engine. At idle power, the inlet hazard area is
13 ft (4.0 m) radius around the inlet. Engine Entry/Exit Corridor
WARNING: IF THE WIND IS OVER 25 KNOTS, Engine entry corridors are between the inlet hazard
INCREASE THE INLET HAZARD AREA BY areas and the engine exhast hazard ares. You should
20%. go near an engine in operation only when:
WARNING: THERE HAVE BEEN INCIDENTS OF - The engine is at idle

UNCOMMANDED ACCLERATION OF THE - You can speak with people in the flight
ENGINE INCLUDING GROUND compartment
INCIDENTS. FOR THIS REASON, TAKE
EXTRA CAUTION WHEN WORKING For additional safety, wear a safety harness.
ADJACENT TO AN OPERATING ENGINE.
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Training Information Point
The anti collision lights are on during engine operation
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POWER PLANT - ENGINE MOUNTS
General
There is a forward and aft mount. Each engine mount

attaches the engine to the strut. The forward engine
mount attaches to the fan frame. The aft engine mount
attaches to the turbine frame.
POWER PLANT - THRUST LINKS
General
There is a right hand and left hand side thrust link that
connects the rear engine mount to the fan frame.
Thrust links carry/counter act the moment forces of the
engine as well as carry a portion of the forward thrust.
Training Information Point
Thrust links have become worn by contact with the

thrust reverser insulation blankets. The blankets are
ballooning inward causing fretting to the links
approximately 6 to 10 inches aft of the forward end.
CAL has installed Teflon patches along section of the
blankets to act as a wear medium or buffer. Exposed
links should not be found fretted or worn.
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POWER PLANT - ENGINE MOUNTS

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POWER PLANT – FAN COWL SUPPORT BEAM
General
The engine electrical harnesses connect at the fan

cowl support beam.
The electrical harnesses that connect on the right side

of the fan cowl support beam come from these
components:
- Electronic engine control

- N1 speed sensor
- Oil tank (oil quantity transmitter)
- Inlet cowl thermal anti-ice valve
- Ignition exciters
- Fan frame compressor case vibration (FFCCV)
sensor
- Bleed air regulator
- Ground wing thermal anti-ice solenoid valve
- Overheat/fire detector loop A and B.
The electrical harnesses that connect on the left side of

the fan cowl support beam come from these
components:
- Start valve
- N2 speed sensor
- Integrated drive generator (IDG)
- Hydraulic system engine-driven pump
- Hydromechanical unit (HMU).
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POWER PLANT – FAN COWL SUPPORT BEAM

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POWER PLANT – ENGINE DRAINS
General
- Hydraulic pump.
Engine drains prevent fluid contact with hot engine
The oil tank drains fluid through a hole in the right fan
areas. You use engine drains to detect component
cowl panel.
failures. Engine drains direct these items overboard:
See the AMM for more information about allowable
- Oil
leakage limits.(AMM PART II 71-71)
- Fuel
- Hydraulic fluid
- Water
- Vapor.
These components drain fluids through the starter air

discharge duct in the right fan cowl:
- Strut
- Main oil/fuel heat exchanger
- Hydromechanical unit (HMU)
- Burner staging valve (BSV)
- High pressure turbine active clearance control
(HPTACC) valve
- Left and right variable stator vane (VSV) actuators
- Left and right variable bleed valve (VBV) actuators
- Transient bleed valve (TBV).
Fluids drain through a hole in the left fan cowl panel

from these components:
- Fuel pump
- Integrated drive generator (IDG)
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POWER PLANT – ENGINE DRAINS

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POWER PLANT - ENGINE COWLING
General These items are on the fan cowls:
The engine cowling gives an aerodynamically smooth - IDG access door

surface into and over the engine. It also gives a - Chip detector/pressure relief door
protective area for engine components and - Vortex control device
accessories. - Oil tank access door.
These are the parts of the engine cowling: IDG Access Door
- Inlet cowl The IDG access door permits access to the IDG for
- Fan cowl servicing. It is on the left fan cowl panel.
- Thrust reverser.
Chip Detector/Pressure Relief Door
See the exhaust chapter for more information on the
thrust reverser.(AMM PART I 78) The chip detector access door permits access to the
chip detectors. It also is a pressure relief door. It is on
Inlet Cowl the left fan cowl.
The inlet cowl sends air into the engine. The inlet cowl Vortex Control Device
attaches to the engine.
The vortex control device smooths airflow around the
The T12 access/pressure relief door is on the inlet wing. It is on the inboard fan cowl.
cowl. The T12 access/pressure relief door permits
access to the T12 sensor. It is also a pressure relief Oil Tank Access Door
door.
The oil tank access door permits access to the oil tank
Fan Cowls for servicing. It is on the right fan cowl.
The fan cowls give an aerodynamically smooth surface

over the fan case. The fan cowls attach to the fan cowl
support beam. The fan cowls open for maintenance.
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T12 Access/Pressure Relief Door
The T12 access/pressure relief door permits access to

the T12 sensor. It is also a pressure relief door. It is on
the right fan cowl.
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POWER PLANT - FAN COWL
General Fan Cowl Hinges
There are two fan cowls for each engine. Each fan cowl Each fan cowl hinge has these components:
attaches to the strut with three hinges.
- Fan cowl clevis
The fan cowls are made of aluminum. The left fan cowl - Quick release pin
weighs 80 lbs (36 kg). The right fan cowl weighs 96 lbs - Strug lug.
(44 kgs).
Each fan cowl clevis is on the fan cowl. All strut lugs
Each fan cowl has two fan cowl hold open rods. are on the strut. The quick release pins make it easy to
remove a fan cowl.
Fan Cowl Latches
Three fan cowl latches secure the left and right fan
cowls together. All latches are along the bottom of the
fan cowls.
Fan Cowl Hold Open Rods
One end of each hold open rod attaches to the fan

cowl. When the cowl is closed, the other end attaches
to a receiver on the fan cowl. When the cowl is open,
the other end attaches to a receiver on the engine.
Each hold open rod is telescopic.
Each hold open rod has a collar that locks the hold
open rod in place. A yellow lock indication shows when
the hold open rod is in the locked position.
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POWER PLANT - FAN COWL

EFFECTIVITY
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EXIT

POWER PLANT - INTRODUCTION

The CFM56-7B is a high bypass ratio, dual rotor, turbo

The power plant has these parts:

Acronyms and Abbreviations

BSV - burner staging valve

POWER PLANT - INTRODUCTION

POWER PLANT - SPECIFICATIONS

General G.E. CO. Engines assembled by SNECMA, the block

ENGINE CONFIGURATIONS ENGINE NAMEPLATE

POWER PLANT - SPECIFICATIONS

POWER PLANT - ENGINE HAZARDS

General Exhaust Heat

WARNING: THERE HAVE BEEN INCIDENTS OF - The engine is at idle

POWER PLANT - ENGINE HAZARDS

Training Information Point

The anti collision lights are on during engine operation

POWER PLANT - ENGINE HAZARDS

POWER PLANT - ENGINE MOUNTS

There is a forward and aft mount. Each engine mount

POWER PLANT - THRUST LINKS

Training Information Point

Thrust links have become worn by contact with the

POWER PLANT - ENGINE MOUNTS

POWER PLANT – FAN COWL SUPPORT BEAM

The engine electrical harnesses connect at the fan

The electrical harnesses that connect on the right side

- Electronic engine control

The electrical harnesses that connect on the left side of

POWER PLANT – FAN COWL SUPPORT BEAM

POWER PLANT – ENGINE DRAINS

These components drain fluids through the starter air

Fluids drain through a hole in the left fan cowl panel

POWER PLANT – ENGINE DRAINS

POWER PLANT - ENGINE COWLING

General These items are on the fan cowls:

The engine cowling gives an aerodynamically smooth - IDG access door

The fan cowls give an aerodynamically smooth surface

POWER PLANT - ENGINE COWLING

T12 Access/Pressure Relief Door

The T12 access/pressure relief door permits access to

POWER PLANT - ENGINE COWLING

POWER PLANT - FAN COWL

General Fan Cowl Hinges

Fan Cowl Hold Open Rods

One end of each hold open rod attaches to the fan

POWER PLANT - FAN COWL

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