CFM Doc Leap 1b TM Bas 3 v2

TRAINING MANUAL
LEAP-1B
Basic Engine
v2.0 JUL 2019

Level 3
THIS PAGE INTENTIONALLY LEFT BLANK
v2.0 JUL 2019

CTC-623 – Level 3
Training Manual
LEAP-1B
TABLE OF CONTENTS
CONVERSION
TABLE .............................................................................
................... 5
GLOSSARY...........................................................................
..................................... 7
ENGINE
GENERAL ...........................................................................
....................... 29
AIR INLET
SECTION............................................................................
..................... 47
HIGH PRESSURE COMPRESSOR
SECTION................................................................ 75
COMBUSTION
SECTION ...........................................................................
.............. 83
TURBINE
SECTION ...........................................................................
....................... 93
ACCESSORY DRIVES
SECTION ...........................................................................
.... 107
For Training Purposes Only

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CFM Proprietary Information
Page 3
Training Manual LEAP-1B
For Training Purposes Only JUL 2019

CFM Proprietary Information Page 4
CONVERSION TABLE
IMPERIAL / METRIC CONVERSIONS

1 mile = 1,609 km METRIC / IMPERIAL CONVERSIONS
1 ft = 30,48 cm 1 km = 0.621 mile
1 in. = 25,4 mm 1m = 3.281 ft. or 39.37 in.
1 mil. = 25,4 μ 1 cm = 0.3937 in.
1 sq.in. = 6,4516 cm² 1 mm = 39.37 mils.
1 USG = 3,785 l (dm³) 1 m² = 10.76 sq. ft.
1 cu.in. = 16.39 cm³ 1 cm² = 0.155 sq.in.
1 lb. = 0.454 kg 1 m³ = 35.31 cu. ft.
1 psi. = 6.890 kPa 1 dm³ = 0.264 USA gallon
°F = 1.8 x °C + 32 1 cm³ = 0.061 cu.in.
1 kg = 2.205 lbs
1 Pa = 1.45 10-4 psi.
1 kPa = 0.145 psi
1 bar = 14.5 psi
°C = ( °F - 32 ) /1.8

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CFM Proprietary Information TOC Page 6
GLOSSARY
ABBREVIATIONS MEANING
DEFINITION
(E)EPROM (ELECTRICALLY) ERASABLE PROGRAMMABLE READ ONLY MEMORY
A/C AIRCRAFT
A/P AIRPLANE
A/T AUTOTHROTTLE
AC ALTERNATING CURRENT
ACARS AIRCRAFT COMMUNICATION ADRESSING REPORTING SYSTEM
ACAU AIR CONDITIONING ACCESSORY UNIT
ACMS AIRCRAFT CONDITION MONITORING SYSTEM
ACS AIRCRAFT CONTROL SYSTEM
AD AIRWORTHINESS DIRECTIVE
ADC AIR DATA COMPUTER
ADEPT AIRLINE DATA ENGINE PERFORMANCE TREND
ADIRS AIR DATA AND INERTIAL REFERENCE SYSTEM
ADIRU AIR DATA INERTIAL REFERENCE UNIT
ADV ADVISORY
AEMTC CFM CUSTOMER TRAINING CENTER (CHINA)
AFS AUTO FLIGHT SYSTEM
AGB ACCESSORY GEARBOX
AIDS AIRCRAFT INTEGRATED DATA SYSTEM
ALF AFT LOOKING FORWARD
ALT ALTITUDE

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DEFINITION
ALTN ALTERNATE
ALV ANTI LEAKING VALVE
AMB AMBIANT
AMM AIRCRAFT MAINTENANCE MANUAL
AOG AIRCRAFT ON GROUND
APR AUTOMATIC POWER RESERVE
APU AUXILIARY POWER UNIT
ARINC AERONAUTICAL RADIO INC. (SPECIFICATION)
ASM AUTOTHROTTLE SERVO MECHANISM
ATA AIR TRANSPORT ASSOCIATION
ATC AUTOTHROTTLE COMPUTER
ATHR AUTO THRUST
ATO ABORTED TAKE-OFF
ATS AIR TURBINE STARTER (VALVE)
AVM AIRCRAFT VIBRATION MONITORING
BAI BOOSTER ANTI-ICING
BITE BUILT-IN-TEST EQUIPMENT
BMC BLEED MANAGEMENT COMPUTER
BPRV BLEED PRESSURE REGULATING VALVE
BSI BORESCOPE INSPECTION
BSV BURNER STAGING VALVE (SAC)
BSV BURNER SELECTION VALVE (DAC)
For Training Purposes Only JUL

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ABBREVIATIONS MEANING DEFINITION
BVCS BLEED VALVE CONTROL SOLENOID
C CELSIUS OR CENTIGRADE
CAS CALIBRATED AIR SPEED
CBP (HP) COMPRESSOR BLEED PRESSURE
CCDL CROSS CHANNEL DATA LINK
CCFG COMPACT CONSTANT FREQUENCY GENERATOR
CCT CORE COMPARTMENT TEMPERATURE
CCU COMPUTER CONTROL UNIT
CCW COUNTER CLOCKWISE
CDN COMBUSTOR DIFFUSER NOZZLE
CDP (HP) COMPRESSOR DISCHARGE PRESSURE
CDS COMMON DISPLAY SYSTEM
CDU CONTROL DISPLAY UNIT
CFDIU CENTRALIZED FAULT DISPLAY INTERFACE UNIT
CFDS CENTRALIZED FAULT DISPLAY SYSTEM
CFMAESSA CFM CUSTOMER TRAINING CENTER (INDIA)
CFMI JOINT GE/SNECMA COMPANY (CFM INTERNATIONAL)
CG CENTRE OF GRAVITY
Ch A CHANNEL A
Ch B CHANNEL B
CHATV CHANNEL ACTIVE
CIP(HP) COMPRESSOR INLET PRESSURE

CIT(HP) COMPRESSOR INLET TEMPERATURE
CLP COWL LOST PREVENTION
cm.g CENTIMETER x GRAMS
CMC CENTRALIZED MAINTENANCE COMPUTER
CMM COMPONENT MAINTENANCE MANUAL
CMS CENTRALIZED MAINTENANCE SYSTEM
CODEP HIGH TEMPERATURE COATING
CONT CONTINUOUS
CPU CENTRAL PROCESSING UNIT
CRT CATHODE RAY TUBE
CRTG CARTDRIGE
CSD CONSTANT SPEED DRIVE
CSI CYCLES SINCE INSTALLATION
CSN CYCLES SINCE NEW
CTAI COWL THERMAL ANTI-ICING
CTC CFM CUSTOMER TRAINING CENTER (FRANCE)
CTEC CFM CUSTOMER TECHNICAL EDUCATION CENTER (USA)
CTL CONTROL
Cu.Ni.In COPPER.NICKEL.INDIUM
CVT CENTER VENTILATION TUBE
CW CLOCKWISE
DC DELAY CANCELLATION

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CFM Proprietary Information TOC Page
10
DAC DOUBLE ANNULAR COMBUSTOR
DAMV DOUBLE ANNULAR MODULATED VALVE
DAR DIGITAL ACMS RECORDER
DC DIRECT CURRENT
DCU DATA CON UNIT
DCV DIRECTIONAL CONTROL VALVE (BOEING)
DEU DISPLAY ELECTRONIC UNIT
DFCS DIGITAL FLIGHT CONTROL SYSTEM
DFDAU DIGITAL FLIGHT ACQUISITION UNIT
DFDRS DIGITAL FLIGHT DATA RECORDING SYSTEM
DISC DISCRETE
DIU DIGITAL INTERFACE UNIT
DMC DISPLAY MANAGEMENT COMPUTER
DMD DEMAND
DMS DEBRIS MONITORING SYSTEM
DMU DATA MANAGEMENT UNIT
DOD DOMESTIC OBJECT DAMAGE
DPM DEBRIS PARTICLE MONITORING
DPU DIGITAL PROCESSING MODULE
DRT DE-RATED TAKE-OFF
EAU ENGINE ACCESSORY UNIT
EBU ENGINE BUILDUP UNIT

ECA ELECTRICAL CHASSIS ASSEMBLY
ECAM ELECTRONIC CENTRALIZED AIRCRAFT MONITORING
ECS ENVIRONMENTAL CONTROL SYSTEM
ECU ELECTRONIC CONTROL UNIT (AIRBUS)
EDP ENGINE DRIVEN PUMP
EE ELECTRONIC EQUIPMENT
EEC ELECTRONIC ENGINE CONTROL (BOEING)
EFH ENGINE FLIGHT HOURS
EFIS ELECTRONIC FLIGHT INSTRUMENT SYSTEM
EGT EXHAUST GAS TEMPERATURE
EHSV ELECTRO HYDRAULIC SERVO VALVE
EICAS ENGINE INDICATING AND CREW ALERTING SYSTEM
EIS ENTRY INTO SERVICE
EIU ENGINE INTERFACE UNIT
EIVMU ENGINE INTERFACE AND VIBRATION MONITORING UNIT
EMF ELECTROMOTIVE FORCE
EMI ELECTRO MAGNETIC INTERFERENCE
EMU ENGINE MAINTENANCE UNIT
EPS ENGINE POWER SUPPLY
ESN ENGINE SERIAL NUMBER
ETL ELECTRICAL TERTIARY LOCK
ETOPS EXTENDED TWIN OPERATION SYSTEMS

DEFINITION
EVMU ENGINE VIBRATION MONITORING UNIT
EWD/SD ENGINE WARNING DISPLAY / SYSTEM DISPLAY
F FARENHEIT
F/B FEEDBACK
FAA FEDERAL AVIATION ADMINISTRATION
FADEC FULL AUTHORITY DIGITAL ENGINE CONTROL
FAR FUEL/AIR RATIO
FAV FAN AIR VALVE
FCC FLIGHT CONTROL COMPUTER
FCD FAN COWL DOOR
FCU FLIGHT CONTROL UNIT
FCV FUEL CONTROL VALVE
FDA FAULT DETECTION ANNUNCIATION
FDAMS FLIGHT DATA ACQUISITION MANAGEMENT SYSTEM
FDIU FLIGHT DATA INTERFACE UNIT
FDRS FLIGHT DATA RECORDING SYSTEM
FDU FIRE DETECTION UNIT
FEIM FIELD ENGINEERING INVESTIGATION MEMO
FF FUEL FLOW
FFCCV FAN FRAME/COMPRESSOR CASE VERTICAL (VIBRATION SENSOR)
FHA FUNCTIONAL HAZARD ASSESSMENT
FI FLIGHT IDLE (F/I)

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FIM FAULT ISOLATION MANUAL
FIN FUNCTIONAL ITEM NUMBER
FIT FAN INLET TEMPERATURE
FLA FORWARD LOOKING AFT
FLSCU FUEL LEVEL SENSING CONTROL UNIT
FLX TO FLEXIBLE TAKE-OFF
FMC FLIGHT MANAGEMENT COMPUTER
FMCS FLIGHT MANAGEMENT COMPUTER SYSTEM
FMGC FLIGHT MANAGEMENT AND GUIDANCE COMPUTER
FMGEC FLIGHT MANAGEMENT AND GUIDANCE ENVELOPE COMPUTER
FMS FLIGHT MANAGEMENT SYSTEM
FMU FUEL METERING UNIT
FMV FUEL METERING VALVE
FN FUEL NOZZLE
FOD FOREIGN OBJECT DAMAGE
FPA FRONT PANEL ASSEMBLY
FPI FLUORESCENT PENETRANT INSPECTION
FQIS FUEL QUANTITY INDICATING SYSTEM
FRV FUEL RETURN VALVE
FSDP FUEL STRAINER DELTA PRESSURE
FTA FAULT TREE ANALYSIS
FWC FAULT WARNING COMPUTER

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FWD FORWARD
g.in GRAM(S) x INCH
GE GENERAL ELECTRIC
GEAE GENERAL ELECTRIC AIRCRAFT ENGINES
GEM GROUND-BASED ENGINE MONITORING
GI GROUND IDLE (G/I)
GMM GROUND MAINTENANCE MODE
GMT GREENWICH MEAN TIME
GND GROUND
GPH GALLONS PER HOUR
GPU GROUND POWER UNIT
GSE GROUND SUPPORT EQUIPMENT
HCF HIGH CYCLE FATIGUE
HCU HYDRAULIC CONTROL UNIT
HDS HORIZONTAL DRIVE SHAFT
HMU HYDROMECHANICAL UNIT
HOR HOLD-OPEN ROD
HP HIGH PRESSURE
HPC HIGH PRESSURE COMPRESSOR
HPCR HIGH PRESSURE COMPRESSOR ROTOR
HPRV HIGH PRESSURE REGULATING VALVE
HPSOV HIGH PRESSURE SHUT-OFF VALVE

HPT HIGH PRESSURE TURBINE
HPT(A)CC HIGH PRESSURE TURBINE (ACTIVE) CLEARANCE CONTROL
HPTC HIGH PRESSURE TURBINE CLEARANCE
HPTCCV HIGH PRESSURE TURBINE CLEARANCE CONTROL VALVE
HPTN HIGH PRESSURE TURBINE NOZZLE
HPTR HIGH PRESSURE TURBINE ROTOR
Hz HERTZ (CYCLES PER SECOND)
I/O INPUT/OUTPUT
IAS INDICATED AIR SPEED
ICU ISOLATION CONTROL UNIT
ID INSIDE DIAMETER
ID PLUG IDENTIFICATION PLUG
IDG INTEGRATED DRIVE GENERATOR
IFS INNER FIXED STRUCTURE
IFSD IN-FLIGHT SHUT DOWN
IFTB IN FLIGHT TURN BACK
IGB INLET GEARBOX
IGN IGNITION
IGV INLET GUIDE VANE
in. INCH(ES)
IOM INPUT OUTPUT MODULE
IPB ILLUSTRATED PARTS BREAKDOWN

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16
IPC ILLUSTRATED PARTS CATALOG
IPCV INTERMEDIATE PRESSURE CHECK VALVE
IPS INCHES PER SECOND
IR INFRA RED
IV THRUST REVERSER ISOLATION VALVE
k x 1000
K KELVIN
kg/h KILOGRAMS PER HOUR
KIAS INDICATED AIR SPEED IN KNOTS
kV KILOVOLTS
L LEFT
L/H LEFT HAND
lbs. POUNDS, WEIGHT
LCD LIQUID CRYSTAL DISPLAY
LCF LOW CYCLE FATIGUE
LE (L/E) LEADING EDGE
LG LANDING GEAR
LGCIU LANDING GEAR CONTROL INTERFACE UNIT
LLP LIFE-LIMITED PARTS
Loil OIL LEVEL
LOTC LOSS OF THRUST CONTROL
LP LOW PRESSURE

DEFINITION
LPC LOW PRESSURE COMPRESSOR
LPT LOW PRESSURE TURBINE
LPT(A)CC LOW PRESSURE TURBINE (ACTIVE) CLEARANCE CONTROL
LPTC LOW PRESSURE TURBINE CLEARANCE
LPTN LOW PRESSURE TURBINE NOZZLE
LPTR LOW PRESSURE TURBINE ROTOR
LRU LINE REPLACEABLE UNIT
LU LUBRICATION UNIT
LVDT LINEAR VARIABLE DIFFERENTIAL TRANSDUCER
mA MILLIAMPERES (CURRENT)
MCD MAGNETIC CHIP DETECTOR
MCDU MULTIPURPOSE CONTROL AND DISPLAY UNIT or MULTI-FUNCTION

CONTROL AND DISPLAY UNIT
MCL MAXIMUM CLIMB
MCR MAXIMUM CRUISE
MCT MAXIMUM CONTINUOUS
MDDU MULTIPURPOSE DISK DRIVE UNIT
MEC MAIN ENGINE CONTROL
MFP MAIN FUEL PUMP
mils D.A. Mils DOUBLE AMPLITUDE
mm MILLIMETERS
Mm MINOR MODULE
MM MAJOR MODULE

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MMEL MAIN MINIMUM EQUIPMENT LIST
MO AIRCRAFT SPEED MACH NUMBER
MPA MAXIMUM POWER ASSURANCE
MPH MILES PER HOUR
MTBF MEAN TIME BETWEEN FAILURES
MTBR MEAN TIME BETWEEN REMOVALS
MTC MODULATED TURBINE COOLING
mV MILLIVOLTS
mVDC MILLIVOLTS DIRECT CURRENT
N/C NORMALLY CLOSED
N/O NORMALLY OPENED
N1 (NL) LOW PRESSURE ROTOR ROTATIONAL SPEED
N1* DESIRED N1
N1ACT ACTUAL N1
N1CMD COMMANDED N1
N1DMD DEMANDED N1
N1K CORRECTED FAN SPEED
N1TARGET TARGETED FAN SPEED
N2 (NH) HIGH PRESSURE ROTOR ROTATIONNAL SPEED
N2* DESIRED N2
N2ACT ACTUAL N2
N2K CORRECTED CORE SPEED

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19
DEFINITION
NAC NACELLE
NAI NACELLE ANTI-ICE
NVM NON VOLATILE MEMORY
OAT OUTSIDE AIR TEMPERATURE
OD OUTLET DIAMETER
ODMS OIL DEBRIS MONITORING SYSTEM
OFDPS OIL FILTER DELTA PRESSURE SENSOR
OFS OIL FILTER SENSOR
OGV OUTLET GUIDE VANE
OLS OIL LEVEL SENSOR
OPTS OIL PRESSURE TEMPERATURE SENSOR
OPV OVERPRESSURE VALVE
OSG OVERSPEED GOVERNOR
OVBD OVERBOARD
OVHT OVERHEAT
P/B PUSH BUTTON
P/N PART NUMBER
P/T25 HP COMPRESSURE INLET TOTAL AIR PRESSURE/TEMPERATURE
P0 AMBIENT STATIC PRESSURE
P25 HP COMPRESSURE INLET TOTAL AIR PRESSURE
PAS PNEUMATIC AIR STARTER
Pb BYPASS PRESSURE

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Pc REGULATED SERVO PRESSURE
Pcr CASE REGULATED PRESSURE
PCU PRESSURE CONVERTER UNIT
PDL PORTABLE DATA LOADER
Pf (CFM56-7B) HEATED SERVO PRESSURE
PLA POWER LEVER ANGLE
PMA PERMANENT MAGNETIC ALTERNATOR
PMC POWER MANAGEMENT CONTROL
PMUX PROPULSION MULTIPLEXER
Poil OIL PRESSURE
PPH POUNDS PER HOUR
PRSOV PRESSURE REGULATING SHUT-OFF VALVE
PRV PRESSURE RELIEF VALVE
Ps PUMP SUPPLY PRESSURE
PS12 FAN INLET STATIC AIR PRESSURE
PS13 FAN OUTLET STATIC AIR PRESSURE
PS3 COMPRESSOR DISCHARGE STATIC AIR PRESSURE (CDP)
Psf HEATED SERVO PRESSURE
PSI POUNDS PER SQUARE INCH
PSIA POUNDS PER SQUARE INCH ABSOLUTE
PSID POUNDS PER SQUARE INCH DIFFERENTIAL
PSIG POUNDS PER SQUARE INCH GAGE

PSM POWER SUPPLY MODULE
PSS PRESSURE SUB-SYSTEM
PSSA PRELIMINARY SYSTEM SAFETY ASSESSMENT
PSU POWER SUPPLY UNIT
PT TOTAL PRESSURE OR PRESSURE TRANSDUCER
PT2 FAN INLET TOTAL AIR PRESSURE (PRIMARY FLOW)
PT25 HPC TOTAL INLET PRESSURE
PTU POWER TRANSFER UNIT
QAD QUICK ATTACH DETACH
QAR QUICK ACCESS RECORDER
QEC QUICK ENGINE CHANGE
QTY QUANTITY
QWR QUICK WINDMILL RELIGHT
R/H RIGHT HAND
RAC/SB ROTOR ACTIVE CLEARANCE/START BLEED
RACC ROTOR ACTIVE CLEARANCE CONTROL
RAM RANDOM ACCESS MEMORY
RCC REMOTE CHARGE CONVERTER
RDS RADIAL DRIVE SHAFT
RH RIGHT HAND
RPM REVOLUTIONS PER MINUTE
RTD RESISTIVE THERMAL DEVICE

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22
DEFINITION
RTO REJECTED TAKE-OFF
RTV ROOM TEMPERATURE VULCANIZING (MATERIAL)
RVDT ROTARY VARIABLE DIFFERENTIAL TRANSDUCER
S/N SERIAL-NUMBER
S/R SERVICE REQUEST
S/TM SOLENOID/TORQUE MOTOR
S/V SHOP VISIT
SAC SINGLE ANNULAR COMBUSTOR
SACOC SURFACE AIR COOLING OIL COOLER
SAR SMART ACMS RECORDER
SAV STARTER AIR VALVE
SB SERVICE BULLETIN
SBV START BLEED VALVE
SCU SIGNAL CONDITIONING UNIT or SPLIT CONTROL UNIT(LEAP)
SCU/SVA SPLIT CONTROL UNIT/ SERVO VALVE ASSY
SDAC SYSTEM DATA ACQUISITION CONCENTRATOR
SDI SOURCE/DESTINATION IDENTIFIER (BITS)
SDU SOLENOID DRIVER UNIT
SER SERVICE EVALUATION REQUEST
SFC SPECIFIC FUEL CONSUMPTION
SFCC SLAT FLAP CONTROL COMPUTER
SFH SERVO FUEL HEATER

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DEFINITION
SFLA SYNCHRONIZED LOCKING FEEDBACK ACTUATOR
SG SPECIFIC GRAVITY
SLS SEA LEVEL STANDARD (CONDITIONS: 29.92 in.Hg / 59°F)
SLSD SEA LEVEL STANDARD DAY (CONDITIONS: 29.92 in.Hg / 59°F)
SMLA SYNCHRONIZED MANUAL LOCKING ACTUATOR
SMP SOFTWARE MANAGEMENT PLAN
SN SERIAL NUMBER
SNECMA SOCIETE NATIONALE D'ETUDE ET DE CONSTRUCTION DE MOTEURS

D'AVIATION
SNLA SYNCHRONIZED NON-LOCKING ACTUATOR
SOL SOLENOID
SOV SHUT-OFF VALVE
STP STANDARD TEMPERATURE AND PRESSURE
STS STATUS
SVA SERVO VALVE ASSEMBLY
SVR SHOP VISIT RATE
SW SWITCH
SYS SYSTEM
T/C THERMOCOUPLE
T/E TRAILING EDGE
T/O TAKE-OFF
T/P TEMPERATURE / PRESSURE SENSOR
T/R THRUST REVERSER

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DEFINITION
T12 FAN INLET TOTAL AIR TEMPERATURE
T25 HP COMPRESSOR INLET TOTAL AIR TEMPERATURE
T3 HP COMPRESSOR DISCHARGE AIR TEMPERATURE
T48 EXHAUST GAS TEMPERATURE
T49.5 EXHAUST GAS TEMPERATURE
T5 LOW PRESSURE TURBINE DISCHARGE TOTAL AIR TEMPERATURE
TAI THERMAL ANTI-ICE
TAPS TWIN ANNULAR PREMIXING SWIRLER
TAT TOTAL AIR TEMPERATURE
TBC THERMAL BARRIER COATING
TBD TO BE DETERMINED
TBO TIME BETWEEN OVERHAULS
TBV TRANSIENT BLEED VALVE
TC (TCase) HP TURBINE CASE TEMPERATURE
TCC TURBINE CLEARANCE CONTROL
TCCV TURBINE CLEARANCE CONTROL VALVE
TCF TURBINE CENTER FRAME
TCJ TEMPERATURE COLD JUNCTION
TECU ELECTRONIC CONTROL UNIT INTERNAL TEMPERATURE
TEO ENGINE OIL TEMPERATURE
TGB TRANSFER GEARBOX
Ti TITANIUM

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TLA THRUST LEVER ANGLE (BOEING)
TLA THROTTLE LEVER (AIRBUS)
TM TORQUE MOTOR
TMC TORQUE MOTOR CURRENT
TO/GA TAKE-OFF / GO AROUND
Toil OIL TEMPERATURE
TPU TRANSIENT PROTECTION UNIT
TR TRANSFORMER RECTIFIER
TRA THRUST RESOLVER ANGLE (BOEING)
TRA THROTTLE RESOLVER ANGLE (AIRBUS)
TRAS THRUST REVERSER ACTUATION SYSTEM
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)
UER UNSCHEDULED ENGINE REMOVAL
UTC UNIVERSAL TIME CONSTANT
VAC VOLTAGE, ALTERNATING CURRENT
VBV VARIABLE BLEED VALVE
VDC VOLTAGE, DIRECT CURRENT

VDT VARIABLE DIFFERENTIAL TRANFORMER
VIB VIBRATION
VLV VALVE
VRT VARIABLE RESISTANCE TRANSDUCER
VSV VARIABLE STATOR VANE
WAI WING ANTI-ICE
WDM WATCHDOG MONITOR
Wf WEIGHT OF FUEL OR FUEL FLOW
WFM WEIGHT OF FUEL METERED
WOW WEIGHT ON WHEELS
WTAI WING THERMAL ANTI-ICING


ENGINE GENERAL


621-2-720000-07
On-Condition Maintenance Concept

Identify and Locate
The engine uses all modern maintenance techniques to
anticipate problems:
- physical parts/engine system inspections,
- borescopic inspection,
- particle analysis,
- engine vibration monitoring,
- engine health condition & performance trend monitoring,
- Built-In Test (BIT) troubleshooting analysis.
Purpose
The engine is designed in accordance with a preventive
maintenance concept called "on-condition maintenance". This
primary maintenance concept provides inspections or tests to
determine the condition of units, systems, or portions of structure
with regards to continued serviceability. There is therefore no
need for scheduled overhaul on accessories or engine modules.
The maintenance on accessories or engine modules will be
decided based upon their actual condition.

2019
Page 31
621-2-720000-07
On-Condition Maintenance Concept

621-2-720000-01
Performance and Limits

The LEAP-1B engine is a two-spool axial flow turbofan. The Low
Pressure (LP) and High Pressure (HP) rotors turn in the
clockwise direction After Looking Forward (ALF).
Rotating speeds and limits are :

- Low Pressure rotor (N1) (100%): 4397 rpm,
- High Pressure rotor (N2) (100%): 17167 rpm,
- Maximum N1 (104,3 %) and maximum N2 (117,5 %)
Exhaut Gas Temperature (EGT) limits are:

- Maximum continuous: 1013°C,
- Maximum takeoff : 1038°C,
- Ground start: 750°C.
Engine deterioration is directly related to engine hot section time
& temperature (EGT) operation. Rapid temperature transients
also increase the deterioration rate of hot parts.
Corner point ambient temperature (at sea level):

Ambient temperature impacts the EGT levels. Below the corner
point temperature, at a given rating, engine thrust is maintained
and the EGT increases with ambient temperature. Above the
corner point temperature, the EGT level is maintained and the
engine thrust decreases with ambient temperature.
Unless otherwise specified, the cornerpoint temperature is

defined as:
- 15°C above the ISA standard day temperature (ISA + 15°C)
for the Takeoff Bump (TOB), Maximum Takeoff (MTO) and
Maximum Go-Around (MGA) ratings,
- 10°C above the ISA standard day temperature (ISA + 10°C)
for the Maximum Continuous (MCT) and Maximum Climb
(MCL) ratings.

2019
Page 33
621-2-720000-01
Performance and Limits

621-2-720000-07
Maintenance - Borescope Inspection Ports

The borescope ports are on the engine external cases. Purpose
Borescope Inspection (BSI) port locations are located on the There
are 21 borescope ports identified from A to V. The two
right-hand side (around 4 o'clock) of the engine with one left-
additional ports available when the igniter plugs are removed are
hand side at the combustion chamber port. All ports are fitted not
identified.The borescope ports give access to the engine
with plugs except for the Low Pressure Compressor (LPC) where internai
parts to check their condition during scheduled and non
there is no plug. schedule
inspections. The borescope ports also give access for
If necessary for Combustion Section and High Pressure Turbine the
rework of the blade leading or trailing edge using boro-
Section Stage One Nozzle Leading Edge Detailed Inspection, it blending
tools.
is possible to remove the two igniter plugs to use these two ports
that are not labelled with letter as the regular ports. Port D
that needs more time to get access is specifically used to
blend
the leading edge of blisk 1 while port C (quick access) is
Low Pressure Compressor (LPC):
dedicated for borescope of blisk 1.
The 2 ports (A and B) are located at 3 o'clock through the fan
flow path fairing.
High Pressure Compresser (HPC):

The 10 ports (C to L) are located between 3 and 5 o'clock at
each HPC stage except for the stage one where there are two
ports and stage 10 where there is no port.
NOTE: For engine ESN 602 372 and before, a port M was
available.
Combustion section:
The 2 ports for the combustion chamber are:
- N at 1 o'clock,
- 0 at 11 o'clock.
High Pressure Turbine (HPT):

The 2 ports (P and Q) are located at 3 o'clock.
Low Pressure Turbine (LPT):

The 5 ports (R, S, T, U and V) are located at 4 o'clock.

JUL 2019
Page 35
621-2-720000-07
Maintenance - Borescope Inspection Ports

621-2-720000-01
Mechanical Arrangement
The LEAP-1B engine consists of:
- the Low Pressure (LP) rotating system (N1),
- the High Pressure (HP) rotating system (N2),
- 5 main bearings,
- 3 sumps,
- 2 structural frames,
- the Turbine Rear Vane (TRV),
- the accessory drives.

2019
37
621-2-720000-01
Mechanical Arrangement

621-2-720000-07
Modular Breakdown
Identify and Locate
The LEAP-1B is a modular concept engine.
There are 3 Major Modules (MM):

- the fan major module,
- the core engine major module,
- the Low Pressure Turbine (LPT) major module.
The 3 MM are divided into 18 Minor modules (Mm).
The accessory drive module is not considered as a Major

Module; it is made of two Minor modules.
Purpose
With this modular concept, it is possible to replace a damaged
minor or major module.
This enables a more efficient maintenance of the engine and
improves the Turn Around Time (TAT).

621-2-720000-07
Modular Breakdown

621-2-729999-07
Mandatory Maintenance - Life-Limited Parts

Identify and Locate DISK, LP
TURBINE STAGE 2
Airworthiness limitations specify that some rotating and static DISK, LP
TURBINE STAGE 3
engine parts must be removed from service and discarded DISK
STUBSHAFT STAGE 4 LPT
before a specified life limit is achieved. They are called Life- DISK, LP
TURBINE STAGE 5
Limited Parts (LLP). SHAFT-LP
TURBINE
The life limit is given in the ESM Chapter 05 for each concerned
part number according to engine rating. The operators must keep
STATIONARY PARTS :
a correct record of cycles for each part serial number. HPT Case
COMBUSTION CASE ASSEMBLY

Purpose
A cycle is defined as:
- A flight that has a start, takeoff, landing, and shutdown
- A flight consisting of a takeoff and landing (no engine
shutdown and restart)
- A touch-and-go landing or simulated touch-and-go landing
(no weight on wheels) for pilot training.
ROTATING PARTS:
DISK, FAN
SHAFT, LP COMPRESSOR
SPOOL, LP COMPRESSOR
Compressor Rotor Stage 1 Blisk
Compressor Rotor Stage 3-4 Blisk
Compressor Rotor Stages 6-10 Spool
Impeller Tube Support
Rotating Seal
Forward Outer Seal
HPT Rotor Stage 1 Disk
HPT Rotor Mid Seal
HPT Rotor Stage 2 Disk
HPT Aft Rotating Seal
DISK, LP TURBINE STAGE 1
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Mandatory Maintenance - Life-Limited Parts

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Engine Sumps & Bearings

Identify and Locate
The 2 engine rotors are supported by 5 bearings, identified from
No.1 (at the front) to No.5 (at the rear) and located inside 3
different sumps (A to C).
No.1 roller bearing, No.2 ball bearing and No.3 ball and roller
bearings are inside sump A.
No.4 roller bearing is inside sump B, between the hub of the

Turbine Center Frame (TCF) and the rear shaft of the High
Pressure Turbine (HPT).
No.5 roller bearing is inside sump C, between the No.5 bearing

support and the shaft of the Low Pressure Turbine (LPT).
Sump B and sump C are located inside the Turbine Center

Frame (TCF).
Purpose
There are 2 categories of bearings:
- the ball bearings which take up axial and radial loads,
- the roller bearings which take up only radial loads.
The Low Pressure Rotor (N1) is supported by two roller bearings

(No.1 and No.5) and one ball bearing (No.2).
The High Pressure Rotor (N2) is supported by one roller bearing

and one ball bearing (No.3) and one more roller bearing (No.4).

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Engine Sumps & Bearings

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Sump Seals
Identify and Locate
Forward sealing of vented sump A is achieved with a Segmented
Radial Seal (SRS) composed of a carbon and a labyrinth seal.
An intermediate classic abradable/labyrinth air/oil seal is located
upstream No.3 bearing and an SRS ensures the aft sealing
downstream.
Sealing of non-vented sump B is achieved by an

abradable/labyrinth air/oil seal upstream and an SRS
downstream.
Sealing of non-vented sump C is achieved with an SRS

upstream and an abradable/labyrinth air/oil seal downstream.
Purpose
The sump seals prevent oil leaks from the engine sumps.

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Sump Seals

AIR INLET SECTION


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Air Inlet Section - General

Identify and Locate
The air inlet section is located behind the air inlet cowl, at the
front of the engine.
Purpose
The main purposes of the air inlet section are to:
- provide the primary and secondary airflows,
- enclose the fan and booster module,
- support the fan and booster module, through the No.1 and
No.2 bearing support module,
- support the front of the High Pressure Compressor (HPC)
section by the fan frame module,
- support the accessory drives through engine mount fittings
and links,
- provide attachment to the forward mount and the thrust links,
- provide structural rigidity at the front of the engine,
- support various powerplant and engine system accessories,
- minimize the noise levels of the fan area,
- support the air inlet cowl,
- ensure fan blade containment.

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Air Inlet Section - General

623-2-722000-10
Air inlet section - Interface

Interfaces
Rear interface (static parts):
The air intake is bolted on the fan case front flange.
The High Pressure Compressor (HPC) forward flange is bolted to
the rear inner flange of the air inlet section.
Rear interface (rotating parts):

The rear end of the Low Pressure Compressor (LPC) shaft is
connected to the Low Pressure Turbine (LPT) shaft through
splines and a slotted nut.
The air inlet section is connected to the aircraft pylon through the
thrust bars and forward mount.
The Accessory GearBox (AGB) and the Transfer GearBox (TGB)

are attached to the fan frame module.
Functional Description
The air inlet section includes:
- the fan case module,
- the fan frame module,
- the fan and booster module,
- the No.1 and No.2 bearing support module.

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Air inlet section - Interface

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Air inlet section - Operation

Operation
The Low Pressure Compressor (LPC) is driven by the Low
Pressure Turbine (LPT) shaft and its rotation provides:
- the High Pressure Compressor (HPC) with compressed air
through the primary airflow,
- the powerplant with engine thrust through the secondary
airflow path.
The inner part of the fan blades accelerates the air for the
primary airflow path.
The outer part of the fan blades accelerates the air for the
secondary airflow path.
In the primary airflow path, the fan and booster module provides
kinetic energy and then diffuses the air to increase the pressure.
The air is accelerated by the 3 rows of rotating blades. Then, it is
diffused by the rows of vanes which convert the velocity into a
pressure increase.

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Air inlet section - Operation

621-2-722100-07
Fan and Booster Components

Identify and Locate -
evacuates the hot air coming from the anti-ice system in the
The front spinner cone is located at the front of the engine, at the
primary flow and avoids ice accumulation at the flow splitter
front of the platform front shroud.
fairing tip.
The platform front shroud is located between the front spinner

cone and the fan blades.
The 18 fan blades are located between the platform front shroud
and the splitter fairing.
The fan blade platforms are located between the fan blades.
The splitter fairing is located behind the fan blades at the primary
and secondary airflows separation.
Purpose
The front spinner cone:
- directs and provides a smooth aerodynamic airflow to feed
the fan stage,
- reduces icing phenomenon and noise level.
The platform front shroud:

- provides a smooth aerodynamic surface for the airflow,
- receives the fan blade balance weights,
- holds in place the fan blades platforms.
The fan blades provide kinetic energy to the airflow by increasing

the airflow pressure and velocity.
The fan blade platforms provide a smooth aerodynamic surface

for the airflow.
The splitter fairing:

- separates the primary and secondary airflows,

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Fan and Booster Components

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Fan Blades and Platforms

Interfaces
Specific Training Points
Each fan blade is installed in a fan disk slot with:
Use the indent marks on the fan disk to locate the fan blades
- A composite spacer to keep the blade in the correct radial
No.1 and No.5.
position,
Use Puller - Fan Blade Spacer .
- A fan blade Iock in the front location to keep the blade in the
correct axial position.
WARNING: USE TWO PERSONS TO DO THIS PROCEDURE.
- The contact with the booster spool to complete the axial
ONE PERSON REMOVES THE FAN BLADES WHILE THE
position on the rear side.
OTHER HOLDS THE FAN AND IT WILL NOT TURN. IF THE
FAN TURNS, INJURIES CAN OCCUR.

The fan blades are separated circumferentially by the fan blade
platforms and radially by the fan disk shields.
The fan blade platforms are in contact with the fan blades, are
maintained in place by the booster spool on the rear and the
platform front shroud on the front. To reduce fretting vulnerability,
wear strips are added to surfaces in contact with the platform
front shroud and the Fan Disk.
The fan blades are solid, wide chord, 3D-designed parts.
They are made of 3D woven composite material and have a
titanium leading edge.
To reduce fretting vulnerability on fan blades, wear strips are

added to surfaces in contact with:
- the fan disk,
- the platforms,
- the fan blade lock,
- the booster spool.
The fan blade platforms are made of composite.

To reduce fretting vulnerability on fan blade platforms, wear
strips are added to surfaces in contact with the booster spool and
the platform front shroud.

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Fan Blades and Platforms

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Front Spinner Cone and Platform Front Shroud

Interfaces -
Check that all the barrel nuts are properly positioned with the
The rear flange of the front spinner cone is attached to the
key positioner 956A6071 before installing the Platform Front
platform front shroud with 9 radial screws and 9 slave cupper
Shroud.
washers.
CAUTION: MAKE SURE THAT THE FRONT SPINNER CONE

The rear flange of the platform front shroud is attached to the fan
DOES NOT FALL DOWN AFTER YOU REMOVE THE
disk with 18 axial screws and captive barrels nuts. It is in contact
SCREWS. DAMAGE TO THE FRONT SPINNER CONE CAN
with the fan blade platforms.
OCCUR.
The platform front shroud has provisions for the installation of the
fan blade balance weights.
The front spinner cone is an aerodynamic fairing. It is made of
anodized aluminum alloy.
The platform front shroud is made of titanium.

For removal and installation of the front spinner cone, use the
tool 956A8670.
- To install the platform front shroud on the fan disk, there is

an indent hole on the outer surface of the platform front
shroud that shall face the fan blade number 1; note that there
is a radially offset hole among the 18 holes that secure the
platform front shroud to the fan disk.
- To install the front spinner cone on the platform front shroud,

the same indent hole shall face the indent hole of the front
spinner cone; note that at this location, there is one
circumferentially offset hole among the 9 holes that secure the
front spinner cone to the platform front shroud.

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Front Spinner Cone and Platform Front Shroud

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Splitter Fairing
Interfaces
The splitter fairing is attached to:
- the No.1 Low Pressure Compressor (LPC) stator flange of
the booster by 36 axial bolts,
- the path intermediate shroud sectors by 10 radial screws.
The splitter fairing receives hot air from the High Pressure
Compressor (HPC) stage 7 for anti-icing protection.
The splitter fairing is a one-piece titanium part and includes:
- 6 machined holes for the connection with the anti-ice supply
tubes,
- 172 notches under the leading edge to exhaust HPC stage 7
anti-icing air into the primary airflow.

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Splitter Fairing

621-2-722000-07
Fan Case Module Components

Identify and Locate
The acoustic shroud located between the air intake and the fan
blades.
The abradable assembly is located radially in line with the fan
blades on the fan case inner surface.
6 aft acoustic panels are located downstream of the abradable
assembly.
Purpose
The acoustic shroud reduces noise while providing a smooth
aerodynamic surface for the airflow.
The abradable assembly increases the airflow efficiency by

minimizing the clearance between the fan blade tips and the fan
case.
The 6 acoustic panels reduce noise while providing a smooth

aerodynamic surface for secondary airflow.
The fan case module components are located aft of the air intake
and includes the acoustic shroud, the abradable assembly and 6
acoustic panels. It reduces noise and increases the airflow
efficiency.

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Fan Case Module Components

623-2-722105-23
Acoustic Shroud
Interfaces
The acoustic shroud is attached to the forward inner surface of
the fan case with 13 brackets and bolts. The two brackets
located at 12 and 6 o'clock feature two holes used for the two
pins to position the acoustic shroud during installation in the fan
case.
The acoustic shroud is a one-piece barrel, made of honeycomb
and carbon fiber skin.
Specific Training Point

2 persons are required for the manipulation of the acoustic
shroud as the part is made of one piece of a large diameter and
is fragile.
WARNING: THE FAN CASE FORWARD ACOUSTIC SHROUD

IS HEAVY. IT IS NECESSARY FOR TWO PERSONS TO LIFT
THE FAN CASE FORWARD ACOUSTIC SHROUD.
INJURY TO PERSONS AND DAMAGE TO EQUIPMENT CAN
OCCUR.

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Acoustic Shroud

623-2-722108-23
Aft Acoustic Panel

Interfaces
Each acoustic panel is attached to the inner surface of the fan
case with 3 bolts and to the inner surface of the fan frame shroud
with 3 bolts.
The acoustic panels are made of honeycomb and carbon fiber
skin. RTV sealant is used between the aft acoustical panels.

WARNING: USE EYE PROTECTION WHEN YOU CUT
MATERIAL OR PARTS. THE PARTICLES CAN CAUSE
DAMAGE TO YOUR EYES.
WARNING: BE CAREFUL WHEN YOU USE SHARP OR

POINTED TOOLS. FAILURE TO DO SO CAN CAUSE INJURY
TO PERSONS.

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Aft Acoustic Panel

621-2-722000-07
Fan Frame Module Components

Identify and Locate
The Outlet Guide Vanes (OGVs) are located between the fan The
shroud segments support the struts and discharge VBV air.
frame shroud (outer diameter) and the fan hub (inner diameter). The
common function to all these parts and to the OGV platforms
They are evenly distributed over the circumference of the fan is to
provide a smooth aerodynamic surface for the secondary
hub.
airflow.
The OGV set includes 38 OGVs and 2 OGV struts:

- OGV Strut No.1 is located at 12 o'clock,
- OGV Strut No.5 is located at 6 o'clock.
The OGV platforms are located between the OGVs on the fan
frame shroud.
The 5 segment shrouds form the central shroud of the engine kit.
They are located between the fan hub outer flanges and the
struts.
Purpose
The OGVs:
- direct the secondary airflow,
- provide redundant radial support between the fan frame
shroud and the fan hub.
The OGV struts:

- the strut 5 is hollow and houses the radial drive shaft which
links the internal gear box and the transfer gear box,
- direct the secondary airflow,
- provide redundant radial support between the fan frame
shroud and the fan hub.
The struts panels:

- house and protect tubings and harness and engine anti-ice
valve (for inlet cowl),
- direct the secondary airflow.

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Fan Frame Module Components

623-2-722100-23
Outlet Guide Vanes and Platforms

Interfaces NOTE:
Depending on the OGV location, it may be required to
The 38 regular Outlet Guide Vanes (OGV) and the 2 OGV struts
remove the fan blades and the flowpath fairings.
are attached to the fan frame shroud with 4 radial bolts.
The regular OGVs are attached to the fan hub with 2 radial bolts
and 2 axial bolts.
OGV strut No.1 is attached with 3 radial bolts and 2 axial bolts.
OGV strut No.5 is attached to the fan hub with 6 radial bolts.
The regular OGVs and the OGV struts are separated by:
- an OGV platform on their outer airfoil section,
- an OGV seal on their inner airfoil section.
The OGV platforms are in line with:

- the acoustic panels at the front,
- the fan frame flowpath fairings and the Surface Air Cooling
Oil Cooler (SACOC) surfaces at the rear.
There are 34 OGV's in aluminum (with black paint) and two
OGV's on either side of the 12 o'clock OGV strut which are in
titanium (not painted).
The 2 OGV struts (No.1, No.5) are made of titanium.

OGV strut No. 5 houses the Radial Drive Shaft (RDS).

CAUTION : Remove the OGVs one at a time. Do not remove two
or more OGVs in a row. Damage to the engine can occur.
NOTE: There are three different Removal/installation procedures

depending on the location of the OGV's.
NOTE: The inter OGV seals must be replaced at each OGV

removal.

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Outlet Guide Vanes and Platforms

623-2-722300-23
Segment Shrouds and Fan Frame Strut Panels

Interfaces CAUTION:
MAKE SURE THAT YOU HOLD THE SEGMENT
The front flange of the central shroud is attached to the outer SHROUD
WHILE YOU REMOVE THE LAST SCREWS. THE
flange of the fan hub. SHROUD
CAN FALL AND DAMAGE CAN OCCUR.
The rear flange of the central shroud is in contact with the front
flange of the inner fixed structure of the Thrust-Reverser (T/R). NOTE: to
remove a segment shroud, loosen but do not remove
The 5 segment shrouds of the central shroud are retained and the
screws that secure the VBV ducts to the segment shroud.
screwed on the retainer ring. 2 consecutive segment shrouds are
linked by a titanium junction shroud fitting.
The central shroud supports 8 VBV ducts and the duct of the
Low and High Pressure Turbine Active Clearance Control
(LPTACC & HPTACC) systems.
Each fan frame strut panel is secured on the outer diameter to an

outer fitting and on the inner diameter to a strut pad.
The forward side of the upper panels is mounted on the aft side
of the OGV strut 1.
The forward side of the lower panels is mounted on the aft side
of the OGV strut 5.
The central shroud includes 5 titanium segment shrouds. The
segments shrouds are numbered from 1 to 5 : Aft looking forward
and turning clockwise, nbr 1 segment shroud is between 12 and
1 o'clock.
Each fan frame strut panel includes 2 titanium panels.

NOTE: It might be difficult to install all the right-hand side
segment shrouds if they are tighten one by one; in such a
case,wait until you have positioned all the shrouds before you
apply the torque.

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Segment Shrouds and Fan Frame Strut Panels

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HIGH PRESSURE
COMPRESSOR SECTION


621-2-723000-07
High Pressure Compressor Section

Identify and Locate
The High Pressure Compressor (HPC) section is located
between the air inlet section and the combustion section.
Purpose
The HPC section increases the pressure of the primary airflow
for combustion and provides air for cooling and for customer
bleed.

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High Pressure Compressor Section

623-2-723000-03
High Pressure Compressor Section - Details 1/2

Interfaces
Mechanical interfaces:
- the High Pressure Compressor (HPC) rotor assembly is
connected to the Inlet GearBox (IGB) (front) and to the High
Pressure Turbine (HPT) rotor assembly (rear),
- the HPC front stator assembly is attached to the fan frame,
- the HPC rear stator assembly is attached to the Combustor
Diffuser Nozzle (CDN) case.
The HPC section interfaces with compressor control system

parts which operate the Inlet Guide Vanes (IGV) and the 4
stages of Variable Stator Vanes (VSV's).
The HPC section is connected to various bleeds to supply the

following with air:
- the engine air system,
- the customer bleeds,
- the nacelle anti-ice system,
- the engine compressor control.

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2019
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Operation
The High Pressure Turbine (HPT) rotor assembly provides
rotation to the High Pressure Compressor (HPC) rotor assembly.
Each blade stage of the HPC rotor assembly increases the

velocity of the airflow coming from the air inlet section to feed the
combustion section.
The corresponding vane stages of the front and rear stator

assemblies straighten and direct the airflow to the next higher
stage, while converting velocity into static pressure.
The HPC operation is optimized by the Inlet Guide Vanes (IGV)

and the Variable Stator Vanes (VSV). The IGVs and VSVs are
axially opened when the HPC rotor speed increases and closed
when the HPC rotor speed decreases.
The HPC section includes:
- the HPC rotor assembly,
- the HPC front stator assembly,
- the HPC rear stator assembly.

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2019
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COMBUSTION SECTION


621-2-724000-07
Combustor Diffuser Nozzle Assembly

Identify and Locate
The Combustor Diffuser Nozzle (CDN) assembly is located
between the High Pressure Compressor (HPC) section and the
High Pressure Turbine (HPT) section.
Purpose
The CDN assembly mixes fuel and air coming from the HPC
section for efficient and uniform combustion.
The CDN assembly also provides the structural load path

between the rear HPC stator case and the HPT stator case.

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Combustor Diffuser Nozzle Assembly

623-2-724000-10
Combustor Diffuser Nozzle Assembly - Details 1/2

Interfaces
The forward flange of the Combustor Diffuser Nozzle (CDN)
assembly is attached to the aft flange of the High Pressure
Compressor (HPC) with 88 bolts and nuts.
The aft flange of the CDN assembly is attached to the forward
flange of the High Pressure Turbine (HPT) with 14 bolts and
nuts.
The CDN assembly interfaces with the engine air system, the
fuel nozzles, the ignition system igniters, the HPC rotor through
the Compressor Discharge Pressure (CDP) air seal and the
borescope ports, the MTC valve pads and the HPC rear stator
assembly.
The CDN assembly includes:
- the combustor case assembly,
- the combustion chamber assembly.

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Operation
The airflow coming from the High Pressure Compressor (HPC)
section enters the combustion section through the Outlet Guide
Vanes (OGV) that axially direct the airflow towards the diffuser.
The diffuser reduces the velocity of the airflow while increasing
the static pressure. Then the airflow is directed to the radial
mixer where it is mixed with the fuel coming from the fuel
nozzles.
This homogeneous fuel/air mixture burns in the combustion

chamber and produces high energy gases which are directed to
the High Pressure Turbine (HPT) section through the inner and
outer liners.
The HPC discharge airflows from the diffuser to the space

between the inside surface of the Combustor Diffuser Nozzle
(CDN) case and the inner and outer baffles. This airflow cools
the combustion chamber via the cooling holes located in the
inner and outer liners and baffles.
It cools HPT nozzles stage 1.

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Combustion Section - Safety Precautions

These safety precautions are for information only.
Refer to AMM procedures.
WARNING:
Obey the instructions in the procedure to close the thrust
reversers. If you do not obey the instructions, injuries to persons
and damage to equipment can occur.
Obey the instructions in the procedure to open the thrust
Do the deactivation procedure for the thrust reverser to prevent
the operation of the thrust reverser. Accidental operation of the
thrust reverser can cause injuries to persons or damage to
equipment.

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Combustion Section - Safety Precautions

TURBINE SECTION


621-2-725000-07
Turbine Section
Identify and Locate
The turbine section is located at the rear of the engine, behind
the combustion section.
Purpose
The turbine section drives the Low Pressure (LP) and High
Pressure (HP) compressor rotors:
- the High Pressure Turbine (HPT) extracts the energy from
the hot gases to drive the High Pressure Compressor (HPC)
rotor,
- the Low Pressure Turbine (LPT) extracts the energy of
gases from the HPT to drive the fan and booster.

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Turbine Section

623-2-725000-03
Turbine Section - Interface

The front side of the turbine section is bolted to the aft flange of
the Combustor Diffuser Nozzle (CDN).
The rear side of the turbine section is bolted to the Primary
Nozzle Assembly on the aft outer flange and on the Primary Plug
Assembly on the aft inner flange.
The High Pressure Turbine (HPT) stage 1 nozzle assembly is

bolted to the CDN inner flange.
The HPT stage 1 disk is bolted to the High Pressure Compressor
(HPC) rotor assembly.
The Low Pressure Turbine (LPT) shaft is connected to the Low
Pressure Compressor (LPC) shaft through splines.
The HPT case & stage 2 nozzle assembly and the Turbine
Center Frame (TCF) interface with the air system for cooling.
The TCF provides ports and location for EGT sensor mounting.
The turbine section is connected to the aircraft pylon.
The Turbine Rear Vane (TRV) interfaces with:

- the oil system for sump B and sump C lubrication,
- the drain system for oil leakage draining,
- the air system for bleed exhaust.
The turbine section receives hot and pressurized gases from the
combustion section and delivers them to the exhaust section.
Interface
The Center Vent Tube Extension (CVTE)

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Turbine Section - Interface

623-2-725000-05
Turbine Section - Functional Description

The turbine section includes:
- the 2-stage High Pressure Turbine (HPT),
- the 5-stage Low Pressure Turbine (LPT),
- the HPT stage 1 nozzle assembly,
- the HPT stage 2 rotor assembly,
- the HPT case & stage 2 nozzle assembly,
- the Turbine Center Frame (TCF) assembly,
- the No.5 bearing support module,
- the LPT stage 1 nozzle assembly,
- the LPT shaft,
- the LPT rotor and stator,
- the Turbine Rear Vane (TRV).
Borescope inspection ports are provided for internal inspection of

the HPT rotor blades, HPT nozzle guide vanes, LPT rotor blades
and LPT nozzle guide vanes.

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Turbine Section - Functional Description

623-2-725000-06
Turbine Section - Safety Precautions

CAUTION:
The last low pressure turbine stage blades are made with tial, a
material which is very light but brittle at room temperature. Do
not hit the stage 5 LPT blades with a tool; do not try to turn the
low pressure rotor by touching the stage 5 LPT blades with the
hands or damage may occur to the blades; use the fan blades to
rotate the LP rotor.

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623-2-725000-04
Turbine Section - Operation

Operation
The turbine rotor stages extract the rotational energy from the
combustion gases. The corresponding nozzle stages direct the
flow to the next rotor stage.
The High Pressure Turbine (HPT) rotor (N2) transmits the

rotational energy to the High Pressure Compressor (HPC) rotor
assembly. The Low Pressure Turbine (LPT) rotor (N1) transmits
the rotational energy to the fan and booster section.

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Turbine Section - Operation

621-0-725000-97

WARNING:
Obey the instructions in the procedure to close the thrust
Obey the instructions in the procedure to open the thrust
Do the deactivation procedure for the thrust reverser to prevent
the operation of the thrust reverser. Accidental operation of the
thrust reverser can cause injuries to persons or damage to
equipment.

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ACCESSORY DRIVES
SECTION


621-2-726000-07
Accessory Drives - General

Identify and Locate
The accessory drive section is located at the front of the engine,
on the fan and booster module. It includes:
- the Accessory GearBox (AGB) located on the fan frame,

between 6 and 8 o'clock,
- the Transfer GearBox (TGB) located on the fan frame

module and the AGB rear face at 6 o'clock,
- the Inlet GearBox (IGB) and No.3 bearing assembly located

in the forward sump of the engine,
- the Radial Drive Shaft (RDS) located between the IGB and
the TGB,
- the Transfer Shaft (TS) located between the TGB and the
AGB.
Purpose
During engine start, the accessory drive section provides rotation
from the Pneumatic Air Starter (PAS) to the High Pressure (HP)
rotor.
When the engine is operating, the accessory drive section

provides rotation to the engine and aircraft accessories.

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Accessory Drives - General

623-2-726000-03
Accessory Drives - Interface

The Accessory GearBox (AGB) is attached to the fan frame
through 4 links:
The Transfer Shaft (TS) is connected to the TGB and to the
- Link 1 (upper) is a stirrup with a spherical bearing and a
AGB.
mount axis attached to the AGB housing lugs,
- Link 2 (lateral) is an axial link with a spherical bearing and a
mount axis attached to the AGB housing lug,
- Link 3 (lower) is a link with a spherical bearing and a mount
axis attached to the AGB housing lugs,
- Link 4 (middle) is a central damper swaged on the AGB
housing.
6 engine and aircraft accessories are secured to the AGB:

- the Pneumatic Air Starter (PAS),
- the Oil Lubrication Unit (OLU),
- the Hydraulic Pump (HP),
- the Permanent Magnet Alternator (PMA),
- the Main Fuel Pump (MFP),
- the Integrated Drive Generator (IDG).
The AGB provides mounting interfaces for the Oil Pressure and
Temperature (OPT) sensor and the core speed (N2) sensor.
The Transfer GearBox (TGB) is attached to the fan frame and to

the AGB with 4 bolts. It is centered by two locating pins.
The Inlet GearBox (IGB) and the No.3 bearing housing are
attached to the fan frame assembly with 15 nuts.
The horizontal bevel gear of the IGB is connected to the High
Pressure Compressor (HPC) front shaft by splines. The pinion
bevel gear is connected to the Radial Drive Shaft (RDS) by
splines.
The RDS is connected to the IGB and No.3 bearing assembly

and to the TGB.

JUL 2019
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Accessory Drives - Interface

623-2-726304-16
Manual Control Cover

Identy and Locate
The manual control cover is located on the front face of the
Accessory Gear Box (AGB) between the Integrated Drive
Generator (IDG) and the Pneumatic Air Starter
(PAS).
The manual control cover is in the 8 o'clock position (aft looking
forward).
Purpose
The manual control cover gives access to AGB spur gear L3 to
rotate or to lock the high pressure rotor (N2) during maintenance
operations.
Interfac
The manual control cover is installed on the AGB front cover with
one O-ring and three screws.

2019
113
623-2-726304-16
Manual Control Cover

623-2-726401-16
Accessory Gearbox Rotating Seals - General

Identify and Locate
There are 4 different rotating seals installed on the Accessory
Gearbox.
3 rotating seals are located on the AGB front face:

- at the Engine Driven Pump (EDP) pad,
- at the manual control pad,
- at the Integrated Drive Generator (IDG) pad.
A rotating seal is located on the AGB rear face:

- at the Main Fuel Pump (MFP) pad.
Purpose
The AGB rotating seals prevent fluid mixture and leakage around
the AGB rotating shafts.
Interfac
The rotating seals are the interface between the gears, the shafts
and the AGB housing and front cover. They are kept in position
by retainer rings.

JUL 2019
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Accessory Gearbox Rotating Seals - General

2019
116
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Accessory Drives - Safety Precautions

CAUTION:
Do not let oil get on the engine or other components.
Immediately clean the oil when it falls on them. Oil can cause
damage to equipment.
WARNING:
Move the transfer gearbox assembly slowly to prevent damage
to the equipment and the gearbox. The transfer gearbox
assembly weighs 34,1 pounds (15,5 kg); injuries to persons and
damage to equipment can occur.
Do not let the oil stay on your skin. You can absorb poisonous
materials from the oil through your skin.
Do not let hot oil get on you. Put on clothes, glasses, and other
equipment for protection, or let the engine become cool. Hot oil
can burn you.
Do not open the oil system until the pressure goes to zero. The
pressure goes to zero approximately 5 minutes after an engine
stops. A pressurized oil system can release a spray of hot oil that
can burn you.
Be careful when you work on the engine parts after the engine is
stopped. The engine parts can stay hot for almost one hour. Do
not touch hot parts without applicable gloves. Hot parts can
cause injuries to persons.

JUL 2019
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623-0-726000-45
Accessory Drives - Safety Precautions


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TRAINING MANUAL

v2.0 JUL 2019

v2.0 JUL 2019

For Training Purposes Only

THIS PAGE INTENTIONALLY LEFT BLANK

For Training Purposes Only JUL 2019

IMPERIAL / METRIC CONVERSIONS

For Training Purposes Only

THIS PAGE INTENTIONALLY LEFT BLANK

For Training Purposes Only JUL 2019

(E)EPROM (ELECTRICALLY) ERASABLE PROGRAMMABLE READ ONLY MEMORY

ACARS AIRCRAFT COMMUNICATION ADRESSING REPORTING SYSTEM

ACAU AIR CONDITIONING ACCESSORY UNIT

ACMS AIRCRAFT CONDITION MONITORING SYSTEM

ACS AIRCRAFT CONTROL SYSTEM

ADC AIR DATA COMPUTER

ADEPT AIRLINE DATA ENGINE PERFORMANCE TREND

ADIRS AIR DATA AND INERTIAL REFERENCE SYSTEM

ADIRU AIR DATA INERTIAL REFERENCE UNIT

AEMTC CFM CUSTOMER TRAINING CENTER (CHINA)

AFS AUTO FLIGHT SYSTEM

AGB ACCESSORY GEARBOX

AIDS AIRCRAFT INTEGRATED DATA SYSTEM

ALF AFT LOOKING FORWARD

For Training Purposes Only

ALV ANTI LEAKING VALVE

AMM AIRCRAFT MAINTENANCE MANUAL

AOG AIRCRAFT ON GROUND

APR AUTOMATIC POWER RESERVE

APU AUXILIARY POWER UNIT

ARINC AERONAUTICAL RADIO INC. (SPECIFICATION)

ASM AUTOTHROTTLE SERVO MECHANISM

ATA AIR TRANSPORT ASSOCIATION

ATC AUTOTHROTTLE COMPUTER

ATHR AUTO THRUST

ATO ABORTED TAKE-OFF

ATS AIR TURBINE STARTER (VALVE)

AVM AIRCRAFT VIBRATION MONITORING

BAI BOOSTER ANTI-ICING

BITE BUILT-IN-TEST EQUIPMENT

BMC BLEED MANAGEMENT COMPUTER

BPRV BLEED PRESSURE REGULATING VALVE

BSI BORESCOPE INSPECTION

BSV BURNER STAGING VALVE (SAC)

BSV BURNER SELECTION VALVE (DAC)

For Training Purposes Only JUL

ABBREVIATIONS MEANING DEFINITION

BVCS BLEED VALVE CONTROL SOLENOID

CAS CALIBRATED AIR SPEED

CBP (HP) COMPRESSOR BLEED PRESSURE

CCDL CROSS CHANNEL DATA LINK

CCFG COMPACT CONSTANT FREQUENCY GENERATOR

CCT CORE COMPARTMENT TEMPERATURE

CCU COMPUTER CONTROL UNIT

CCW COUNTER CLOCKWISE

CDN COMBUSTOR DIFFUSER NOZZLE

CDP (HP) COMPRESSOR DISCHARGE PRESSURE

CDS COMMON DISPLAY SYSTEM

CDU CONTROL DISPLAY UNIT

CFDIU CENTRALIZED FAULT DISPLAY INTERFACE UNIT

CFDS CENTRALIZED FAULT DISPLAY SYSTEM

CFMAESSA CFM CUSTOMER TRAINING CENTER (INDIA)

CFMI JOINT GE/SNECMA COMPANY (CFM INTERNATIONAL)