ATA 72 (PW2000)

BOEING 757-200/300 ATA 72
Type Theoretical Training ENGINE (PW 2000)
TRAINING MANUAL
BOEING 757-200/300
Type Theoretical Training
72. ENGINE (PW 2000)

(ATA 72)
ISSUE 1, 3 OCT 2016 FOR TRAINING PURPOSES ONLY Page: 1

BOEING 757-200/300 ATA 72
TABLE OF CONTENTS
72-00 ENGINE GENERAL ............................................................................. 4

INTRODUCTION ........................................................................................ 4
ENGINE FLANGES AND STATIONS ........................................................ 8
ENGINE MAJOR ASSEMBLIES.............................................................. 10
ENGINE BUILD UP BASIC DESCRIPTION............................................. 12
ENGINE SECTIONS ................................................................................ 20
72-30 COMPRESSOR SECTION ................................................................ 22
COMPRESSOR INLET CONE ................................................................. 22
FAN BLADES .......................................................................................... 22
LOW PRESSURE COMPRESSOR .......................................................... 24
LOW PRESSURE COMPRESSOR DRIVE SHAFT ................................. 26
FAN CASES ............................................................................................ 28
AIR-TO-AIR HEAT EXCHANGER FAN EXIT VANE................................ 30
INTERMEDIATE CASE............................................................................ 32
HIGH PRESSURE COMPRESSOR (HPC) .............................................. 34
72-40 DIFFUSER & COMBUSTION SECTION ........................................... 36
COMBUSTION CHAMBER SUPPORT PINS .......................................... 38
72-50 TURBINE AND EXHAUST SECTION................................................ 40
TURBINE NOZZLE GROUP .................................................................... 40
HIGH PRESSURE TURBINE (HPT)......................................................... 42
LOW PRESSURE TURBINE.................................................................... 44
TURBINE EXHAUST CASE..................................................................... 46
TURBINE COOLING AIRFLOW .............................................................. 48
72-60 ACCESSORY DRIVE MAIN GEARBOX ........................................... 50
ACCESSORY DRIVE AND SEAL ............................................................ 52
72-00 ENGINE GENERAL BORESCOPE PORTS (LEFT) .......................... 54
BORESCOPE PORTS (RIGHT SIDE)...................................................... 56
ENGINE BEARINGS ................................................................................ 60

BOEING 757-200/300 ATA 72
TABLE OF FIGURES
ENGINE DESIGN FEATURES ...................................................................... 7

ENGINE FLANGES AND STATIONS............................................................ 9
ENGINE MAJOR ASSEMBLIES ................................................................. 11
ENGINE PW2000 BUILD UP ....................................................................... 13
ENGINE PW2000 BUILD UP ....................................................................... 17
MAIN GEARBOX......................................................................................... 19
ENGINE SECTION PW2000 ........................................................................ 21
COMPRESSOR INLET CONE & FAN BLADES ......................................... 23
LOW PRESSURE COMPRESSOR (LPC) ................................................... 25
LPC DRIVE SHAFT ..................................................................................... 27
FAN CASES ................................................................................................ 28
FAN EXIT CASE ......................................................................................... 29
AIR-TO-AIR HEAT EXCHANGER (BEARING #4) ...................................... 31
INTERMEDIATE CASE ............................................................................... 33
HIGH PRESSURE COMPRESSOR (HPC) .................................................. 35
DIFFUSOR & COMBUSTOR ....................................................................... 37
COMBUSTOR CHAMBER SUPPORT PINS ............................................... 39
HIGH PRESSURE TURBINE NOZZLE RING.............................................. 41
HIGH PRESSURE TURBINE (HTP) ............................................................ 43
LOW PRESSURE TURBINE (LTP) ............................................................. 45
TURBINE EXHAUST CASE (TEC) .............................................................. 47
TURBINE COOLING AIRFLOW SCHEMATIC ............................................ 48
MAIN GEARBOX......................................................................................... 51
ACCESSORY DRIVE AND SEAL ............................................................... 53
12/16TH STAGE BORESCOPE PORTS ..................................................... 54
BORESCOPE PORTS (LEFT SIDE) ........................................................... 55
BORESCOPE PORTS (RIGHT SIDE) ......................................................... 57
BORESCOPING – VIEWED AREAS ........................................................... 59
NO.1 BEARING SEAL PRESSURIZATION ................................................ 60
NO.2 AND NO.3 BEARING SEAL PRESSURIZATION............................... 61

BOEING 757-200/300 ATA 72
72-00 ENGINE GENERAL
INTRODUCTION
Engine Design Features The engine front mount is located at the 12 o'clock position of the
intermediate case and carries thrust, vertical and side loads. The rear mount
The PW 2000 SERIES ENGINES are two-spool, axial flow, high bypass ratio is located at the 12 o'clock position of the turbine exhaust case and carries
engines, to provide a source of thrust for the airplane, to supply pneumatics, vertical, side and torsional loads. Ground handling provision is provided by
power the hydraulic system, and supply electrical power. pads at six locations on the fan exit case plus locations on the turbine
exhaust case.
All engine parameters and most power plant systems are controlled by the
electronic engine control system (EECS) or sometime referred to as
electronic propulsion control system (EPCS).
The engine cannot run without an operational EECS.
General Features
The low pressure compressor (N1) has five stages and is driven by a five
stage turbine. The high pressure compressor (N2) has 12 stages and is
driven by a two stage turbine. A single annular combustion chamber
separates the compressor section from the turbine section.
The N1 and N2 rotor assemblies have concentric shafts.
The 1st stage compressor rotor of the front compressor section is much
larger in diameter than the other stages and is called the fan. The fan
provides two separate airstreams. The primary (or inner) airstream traveling
through the engine, operates internal devices to generate pressures and
gases in the exhaust nozzle and thereby provide a propulsive force.
The secondary (or outer) airstream is mechanically compressed by the fan

when entering the engine and is ducted to the outside of the engine a short
distance from the fan at the fan discharge duct. This secondary airstream
adds to the propulsive force and increases the efficiency of the engine.
The engine cases are bolted together, and support the inner parts of the
engine through struts and bearings.

BOEING 757-200/300 ATA 72
Bearing Compartment Seal Pressurization

Main Bearing Identification
Bearing No. Location Type Spool The main bearing carbon seals are buffered by compressor air to ensure that
oil is not permitted to enter the airstream as follows:
The No. 1, No. 2, and No. 3 carbon seals are dry face spring loaded seals.
1 LPC Driveshatt; Ball N1
No. 1 bearing and No. 3 bearing carbon seals are buffered by Station 2,5 low
Low Pressure Compressor pressure compressor bleed air. Intershaft seals at the No. 2 bearing location
2 LPC Driveshatt; Roller N1 are buffered by 13th stage high pressure compressor bleed air.
Intermediate Case
The No, 4 seals are spring-loaded wet face carbon seals, and are located
3 High Pressure Ball N2 forward and to the rear of the No. 4 bearing. These seals are buffered by
CompressorFront Hub; 17th stage high pressure compressor bleed air. This buffer air is drawn from
Intermediate Case the diffuser case and cooled by an air/air heat exchanger in a fan exit case
4 High Press Compr. Roller N2 strut, and returned to the No. 4 bearing compartment.
Driveshatt; Diffuser Case
5 Low PressTurbine Rear Hub; Roller N1 The No. 5 bearing carbon seal is a dry face ring seal.
Exhaust Case Assembly
This seal is buffered by low pressure compressor air that enters the low
pressure compressor drive shaft forward of the No. 1 seal.

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THIS PAGE IS INTENTIONALLY LEFT BLANK

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ENGINE DESIGN FEATURES

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ENGINE FLANGES AND STATIONS
Purpose Engine Stations
To provide a means for identifying component locations on the engine. 2 Fan inlet
2.5 Low pressure compressor (LPC) exit
Physical Description / Features 14 Fan exit guide vane exit
3 Diffuser inlet
Letter number combinations designate external flanges on the engine. 4 Combustor exit
Numbers identify internal points, or stations, within the engine, with one 4.5 HPT exit
exception. Station 14 is external to the engine. 4.9 LPT exit
Engine Flanges
A0 Inlet cowl attachment

B Fan case to fan exit case
C Stiffness and bracket attachment
C1 Stiffness and bracket attachment
D "V" groove
U Fan exit case to intermediate case; D1 flange and front mount bracket
attachment.
D1 "V" groove
E Intermediate case to high pressure compressor (HPC)
front case
F Stiffness and bracket attachment
G Stiffness and bracket attachment
J HPC front case to HPC rear case
K HPC rear case to diffuser case
M Diffuser case to high pressure turbine (HPT) case
N HPT case to low pressure turbine (LPT) case
P LPT case to turbine exhaust case
R Rear mount and ground handling bracket attachment
S Rear mount and ground handling bracket attachment
T Exhaust nozzle attachment
T1 Exhaust plug attachment

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ENGINE FLANGES AND STATIONS

BOEING 757-200/300 ATA 72
ENGINE MAJOR ASSEMBLIES
Purpose
The major assemblies, or build groups, are designed so that each can be  Low Pressure Turbine
removed as a unit to simplify heavy maintenance. This five stage assembly contains five turbine disks bolted together.
Outer case expansion is controlled by cooling fan air.
Physical Description / Features  Turbine Exhaust Case
This assembly contains the outer case to which is mounted the aft engine
There are eleven major assemblies which can be removed from either end: mount, supporting struts containing the exhaust pressure (Pt4.9) probes
 Fan Blades and Low Pressure Compressor and EGT probes, and an inner cone containing the No. 5 bearing.
There are 36 fan blades and four stages to the low pressure compressor.  Gearboxes
Together they comprise the N1 compressor, or spool. Two gearboxes, the angle and the main, are mounted to and below the
 Fan Cases fan case. The locations of the accessory drive pads on the main gearbox
This assembly consists of the fan case assembly, fan exit case assembly, and are shown on the next page.
exit guide vanes. The fan case supports gearboxes.
 Intermediate Case
This case supports the No. 1, 2, and 3 bearings and supports the front engine
mount brackets.
 High Pressure Compressor
This assembly has a 12 stage rotor, 12 stage stator of which five stages are
variable, and an external case containing a start, or stability bleed. Outer case
expansion is controlled by cooling fan air.
 Diffuser and Combustor
The single piece diffuser supports the No. 4 bearing and contains the 24 fuel
injector. The combustor is a single annular chamber.
 Turbine Nozzle
36 turbine vanes are mounted just aft of the combustor, guiding the hot exhaust
gases into the high pressure turbine.
 High Pressure Turbine
This is a two stage assembly containing 48 and 84 single crystal blades. Outer
case expansion is controlled by cooling fan air.
 Low Pressure Compressor Drive Shaft
This single piece drive shaft interconnects the fan and low pressure
compressor with the low pressure turbine. It is supported by the No. 1, 2, and 5
bearings.

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ENGINE MAJOR ASSEMBLIES

BOEING 757-200/300 ATA 72
ENGINE BUILD UP BASIC DESCRIPTION
Fan Case
The fan case, to which the air inlet cowl is attached, is the foremost section of Two mount brackets are located on the intermediate case for transmission of
the engine. The section of the fan case in the vicinity of the fan rotor is thrust directly to the airplane structure. A puck arrangement on the upper rear
constructed of stainless steel so as to provide for containment of the fan face of the intermediate case provides for an airplane structure connection to
blades in the event of fan blade failure. A rotating inlet cone (spinner) is carry engine vertical and side loads.
mounted on the fan rotor hub to provide a streamlined cover for the front face
of the hub. A mounting pad is provided on the fan case for an electronic Low Pressure Compressor (LPC)
sensor to determine low pressure (N1) rotor speed.
The five stage low pressure compressor consists of a titanium hub
Fan Exit Case mechanically attached to a titanium drum rotor, with titanium blades and
aluminum stators, except for 1st stage stators, which are titanium. The first
The fan exit case which bolts to the fan case is the rearmost section of the stage of the LPC rotor is the fan stage, with 38 blades which dovetail into
engine supplied fan discharge duct and contains provisions for mating with slots in the hub. An inlet cone (anti-iced by 5th stage air) is mounted on the
the thrust reverser. The fan exit case contains the integrated fan exit guide fan hub to provide the necessary streamlining. Fan blades are wide chord
vane/case struts which serve to straighten the fan discharge air before it with a single aft positioned shroud. Fan blades are replaceable in balanced
enters the fan ducts. The integral design is light and more aerodynamically pairs on installed engines. A modulated, low-loss bleed valve (2,5 Bleed
efficient than a design which incorporates separate fan exit guide vanes and Valve) is employed at the low pressure compressor exit to ensure stable
struts. V-groove attachments for fan ducting are mechanically attached at the operation at low power levels and to increase stall margin during starting and
aft end of the fan exit case. when required at other operating conditions. The bleed system is actuated
Struts between the inner and outer walls transmit engine and reverser loads through suitable linkages by a hydraulic cylinder mounted on the intermediate
across the discharge passage. Acoustic treatment is incorporated in the outer case. Bleed air is exhausted between the struts into the fan exit case. This
walls of the fan exit case to reduce discharge noise. provides maximum diffusion of the bleed air into the fan exhaust stream and
minimizes the effect on stream flow.
Front Compressor Rotor and Stator Assembly
Low Pressure Compressor Drive Shaft Section
The engine contains a stator assembly just forward of the 1.5- stage
compressor rotor. The last four stages of the front compressor are contained The low pressure compressor drive shaft group consists of a single-piece
in the low pressure compressor case. steel drive shaft, with the No. 1 and 2 main bearings which provide support
and alignment for the forward of the shaft. Supported at the rear by the No. 5
Intermediate Case main bearing, the drive shaft transmits driving force to the low pressure
compressor from the low pressure turbine.
The intermediate case contains the supporting structure for thrust bearings at
the front of the front and rear compressors in addition to the power train for The drive shaft is mated to the LPC and LPT by splines at each end of the
the gearbox. Bearing loads are transmitted to engine outer cases through shaft.
eight struts.

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ENGINE PW2000 BUILD UP

BOEING 757-200/300 ATA 72
Rear Compressor Cases Turbine Nozzle
Two cases house the 12 stage, 12:1 pressure ratio, high pressure The Turbine Nozzle section is positioned between the diffuser/combustor section
compressor consisting of a nine stage titanium drum rotor bolted to a single and the HPT section, and consists of 18 air cooled vane clusters of two cobalt
stage hub at the front and two disks and a driveshaft at the rear. The high alloy vanes each.
pressure compressor provides tenth stage bleed air port connections to
supply aircraft low pressure pneumatic requirements. A cooling duct assembly directs cooling air from the diffuser case rearward to
cool the first stage turbine blades.
Variable stators, automatically positioned by a hydraulic actuator, are
incorporated in the first five stages to provide adequate stall margins for High Pressure Turbine (HPT)
engine starting, acceleration and part power operation.
The High Pressure Turbine consists of two stages, with air cooling employed for
Compressor and Turbine Cooling (CTC) is employed over the rear stages to the first and second stage single crystal turbine blades, as well as for the second
reduce blade tip-to-case clearances. stage vanes. Compressor air is used for internal cooling of these blades and
vanes.
Fan air is bled onto the compressor case during cruise power operation to
cool and shrink the case to reduce blade tip clearances and improve Second stage vane cooling air is supplied through four external lines from the
compressor efficiency. 14th stage compressor bleed location. Two of these lines contain valves which
are closed to reduce cooling air flow at cruise conditions in order to improve
Fourteenth stage air is bled from four ports to cool the second stage turbine performance.
vane and inner seal area.
Activate clearance control (ACC) tubes are mounted on the case. Fan air is
Diffuser and Combustion Section bleed onto the turbine case during cruise power operation to cool and shrink the
case, thus decreasing turbine blade tip clearances and improving turbine
The diffuser and combustor section covers that portion of the engine from efficiency.
the last two stages of the high pressure compressor to the turbine nozzle
area. Low Pressure Turbine (LPT)
Fuel is delivered through external lines to 24 externally removable aerating The five-stage Low Pressure Turbine Assembly provides the driving force
fuel injectors. The two igniter plugs are also located in this section. required for the relatively low speed and high air flow of the LPC.
The No. 4 rear bearing (roller type) for the high pressure rotor is supported The LPT incorporates interstage seals to reduce leakage, and active clearance
from the inner wall of the diffuser case. This inner structure also functions as control to reduce turbine blade tip clearances for improved efficiency.
a part of the inner wall of the combustion chamber.
The 3rd , 4th and 5th stage rotors are cooled by a combination of 13th – and
17th -stage air.

BOEING 757-200/300 ATA 72
Turbine Exhaust Case (TEC)
The turbine exhaust case contains the low pressure rotor rear (No. 5) bearing
and support structure. Loads are transmitted to the outer case by means of
struts. Provisions are made for mounting the airframe supplied tail cone and
engine exhaust duct. The engine rear mount and ground handling provisions
are included on this case.
Provisions are made in the rear mount rails for the attachment of airframe
links to carry engine vertical, side and torsional loads to the airframe
structure.
The rear ground handling provisions consist of two holes through the rear
mount rail on the horizontal centerline.
Exhaust gas temperature probes are installed in the case struts to measure
total temperature (T4.9). Total pressure (P4.9) is measured by pressure
probes which are integral with case struts.

BOEING 757-200/300 ATA 72

BOEING 757-200/300 ATA 72
ENGINE PW2000 BUILD UP

BOEING 757-200/300 ATA 72
Accessory Gearbox
Main gearbox power to drive the engine and airplane supplied accessories is
obtained from the high pressure compressor rotor and stator (N2).
A tower shaft in the intermediate case is geared to the front of the rotor.
The tower shaft drives the angle gearbox which is mounted on the fan exit
case. The angle gearbox transmits power through a layshaft to the main
gearbox group also mounted under the fan exit case.
The accessory drive gearbox incorporates a drive pad for the engine fuel
pump. In addition, a lubrication and scavenge oil pump, which incorporates
oil pressure and scavenge pumps, an oil pressure relief valve and an oil filter,
are mounted on the gearbox.
Provisions are also incorporated to permit cranking of the high pressure

compressor rotor to allow more complete inspection through the borescope
ports, The gearbox engine accessories include an Electronic Engine Control
(EEC) alternator, external de- oiler and a scavenge pump. Gearbox
provisions are also provided for the starter, N2 tachometer, a hydraulic pump,
and an integrated drive generator system.
 Old Engines:
The location of the engine-serial-number plate is on the right, lower, front side
of the engine. The plate is on the bottom of the main gearbox and adjacent to
the de-oiler housing.
 New Engines:
The data plate is found on the Fan Case left side, just below the EEC.

BOEING 757-200/300 ATA 72
MAIN GEARBOX
BOEING 757-200/300 ATA 72
ENGINE SECTIONS
Compressor Section
The compressor section consists of a low pressure compressor (LPC) In addition, the main gearbox incorporates an external de-aerator, a pressure
section, intermediate case section, and a high pressure compressor (HPC) relief valve, oil filters and various oil pumps.
section. The compressor sections each contain a rotor and stator assembly.
Seals are installed in each of the accessory component drive pads.
The rotor in each of these sections is driven by a separate turbine, and each
rotor is mechanically independent of the other. A rotor contained in the fan
section is driven integrally with the front compressor rotor.
Diffuser and Combustion Section
The diffuser and combustion section consists primarily of a nickel alloy

diffuser case into which are installed a single-piece combustion chamber, the
compressor exit stator assembly, and the No. 4 bearing, bearing seals, and
bearing housing.
Turbine Section
The turbine and exhaust section consists of the turbine nozzle section, high
pressure turbine (HPT), low pressure turbine (LPT), and the turbine exhaust
section.
Reaction to the combustion gases passing through the turbines, causes the
turbines to rotate and drive their respective compressors.
Accessory Gearbox Section
The accessory gearboxes consist of an angle gearbox, a main gearbox and

their externally mounted components.
The gearboxes provide mechanical connection between the high pressure

rotor (N2) and accessory components mounted on the main gearbox.
The accessory components mounted on the main gearbox are the starter,
integrated drive generator; electronic engine control (EEC) alternator, engine
driven hydraulic pump, and the fuel pump.
BOEING 757-200/300 ATA 72
ENGINE SECTION PW2000

BOEING 757-200/300 ATA 72
72-30 COMPRESSOR SECTION • Increased leading edge thickness beyond 40% span to improve
both damage resistance and traverse fracture strength.
COMPRESSOR INLET CONE
Maintenance Tips - Removal / Installation
Purpose
To gain access to the fan blades, remove the six bolts and washers attaching
The compressor inlet cone gives a smooth aerodynamic fairing at the inlet the inlet cone front segment. Remove the 18 bolts and washers securing the
area of the LPC. The inlet cone is anti-iced by 5th stage air to prevent ice inlet cone segment assembly.
from shedding off and causing damage to the fan blades,
Remove the split-ring blade lock using a small pin punch in a hole near the
Construction joint.
 Kevlar-epoxy composite Warning: DEACTIVATE THE THRUST REVERSER SYSTEM FOR

 Two segments GROUND MAINTENANCE (REF 78-31-00)
• Cone rear segment: Bolted to the front flange of the LPC hub
• Cone front segment: Bolted to the front of the inlet cone rear Warning: USE GLOVES WHEN HANDLING FAN BLADES.
segment assembly
 Pre-balanced assembly Caution: DO NOT LEAVE ENGINE UNATTENDED WITH FAN BLADES
• Aligned position is required at removal/installation There are three IN FORWARD POSITION. ENGINE WINDMILLING COULD
holes (approximately 0.100 inch diameter) evenly spaced to allow DAMAGE BLADES.
for a continuous flow of 5th stage air to remove any moisture
inside the inlet cone. Position the blade to be removed at the 12 o'clock position, count eight
blades clockwise (as viewed from front) from the blade to be removed and
FAN BLADES working back in a counterclockwise direction, slide blades until the desired
blade can be removed.
Purpose
Blade moment weight markings are located on the concave side of blade
The fan blades send primary airflow to the engine gaspath and the secondary airfoil section.
airflow to produce thrust,
The blades can be removed/installed:
Description and Operation:  Individually (provided the same moment weight Blade is available)
 In “matched pairs" (desired blade and opposite blade)
 Titanium forgings  As a full set of blades
 First stage of LPC
 36 blades
• Wide chord, single part-span shroud
• Radial dovetail slots attach blades to LPC hub
• Split ring blade lock holds blades in the axial position
• Replaceable in moment-weighted pairs on installed engine
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COMPRESSOR INLET CONE & FAN BLADES

BOEING 757-200/300 ATA 72
LOW PRESSURE COMPRESSOR
Purpose
 The LPC compresses the primary air from the fan and sends it to the
HPC.
Description and Operation Rotor (5 stages)
Hub
Titanium
Dovetail slots for fan blades
Inlet cone assembly bolted to front
Drum rotor bolted to rear
Splined to LPC shaft
Drum Rotor
Titanium
Welded
Blades
Installed in axial slots and retained by wire blade locks

Titanium
Stator Vanes (4 stages)
First stator
Titanium
Full ring assembly
Second through fourth
Aluminum
Split ring assemblies
Bolted at outer flanges of shrouds
Shrouds have abradable rubstrips aligned with LPC blade tips.

BOEING 757-200/300 ATA 72
LOW PRESSURE COMPRESSOR (LPC)

BOEING 757-200/300 ATA 72
LOW PRESSURE COMPRESSOR DRIVE SHAFT
Purpose
The LPC drive shaft transmits the turning force from the LPT to the
LPC.
Description and Operation
 Single-piece component made of heat-resistant steel

 Has splines at the forward end to accept the low pressure compressor
hub
 Has splines at the rear to accept the rear hub and low pressure
turbine
 Shaft axially supported and aligned by Nos.1 and 2 bearings at the
forward end
 Rear end supported by No. 5 bearing
 Speed indication system of low rotor uses N1 speed teeth as
reference.
 Anti-icing for the inlet cone is supplied by a 0.183 - 0.193 inch hole in
the LPT shaft plug which lets 5th stage air enter the inlet cone.

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LPC DRIVE SHAFT

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FAN CASES
Purpose
The fan case and fan exit case are used to:
 Make the fan discharge air flow straight.
 Supply ground handling attach points.
 Supply attach flange for the inlet cowl,
 Supply a structural link between the core engine and the fan cases.
 Attach the air/air heat exchanger to cool 17th stage buffer air that
goes to the No. 4 bearing compartment.
 Supply attachment points for the:
• Gearboxes.
• Engine oii tank.
• Fuel/oil heat exchanger.
Description and Operation:
Fan Case
 Abradable Kevlar-epoxy fan blade rubstrips
 Inlet cowl bolted to Ao flange
 Noise treatment
Fan Exit Case
 Attached to outer diameter of intermediate case 2.5 bleed valve and
operating linkage
Early engines:
 Steel inner case
 10 radially positioned steel fan exit
 Structured titanium heat exchanger vane
 9 composite material aerodynamic vanes.
 Noise treatment layer on outer aluminum case FAN CASES
Later engines (which apply SB 72-143}

 Steel inner case
 10 radially positioned steel fan exit
 structured titanium heat exchanger vane
 76 high-aspect-ratio fan exit guide vanes
 Noise treatment layer on inner and outer aluminum cases

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FAN EXIT CASE

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AIR-TO-AIR HEAT EXCHANGER FAN EXIT VANE
Purpose
The air-to-air heat exchanger fan exit vane cools 17th stage air which is used
for No. 4 bearing compartment cooling and seal pressurization. Located at
the 1:00 position in the fan air stream.
Titanium 17th stage air is taken from the diffuser case and sent to the fan exit
vane.
After the air is cooled, it flows to the diffuser and through a diffuser strut to
the No. 4 bearing compartment.
Warning: THE AIR-TO-AIR HEAT EXCHANGER CAN REMAIN HOT FOR

UP TO 1.5 HOURS AFTER SHUTDOWN.

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AIR-TO-AIR HEAT EXCHANGER (BEARING #4)

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INTERMEDIATE CASE
Purpose
The intermediate case is used:

 For the engine front mount and thrust link attachment.
 For support to the Nos. 1, 2, and 3 bearings.
 For support to the 5th stage compressor stator assembly.
 To transmit power to the gearbox group.
Intermediate Case
 One piece welded assembly of titanium castings with 10 integral
structural struts positioned radially in the core airflow passage.
Gearbox Drive
 Radial drive bevel gear supplied with power by the high pressure
compressor front hub to transmit power through a radial drive
assembly to the angle gearbox by means of the radial driveshaft.
Plenum
 Supplies fan air for air/oil heat exchanger, igniter leads, HPC/HPT and
LPT case cooling.

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INTERMEDIATE CASE

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HIGH PRESSURE COMPRESSOR (HPC)
Purpose
The high pressure compressor (HPC) gives additional compression to the

primary air and sends the compressed air to the diffuser and combustor area.
The HPC consists of 12 stages

 5 variable stator vane stages: IGV, 6th, 7th, 8th and 9th
 Contained in the titanium front section of the high pressure
compressor case which is split axially into two 180 degree segments
with bolted flanges at the 3:00 and 9:00 positions
 High pressure compressor rotor (stages 6 through 17) is driven by the
high pressure turbine.
 Bolted assembly has a titanium front hub (8th stage), a nine- stage
welded titanium drum rotor (7th stage through 15th stage), two nickel
alloy disks (16th/17th stages), and a nickel alloy turbine drive shaft.
 Steel annular case covers stages 10 through 15.
 Stages 6 to 10 use axial blade dovetail slots.
 Stages 11 to 17 use circumferential dovetail grooves.
 Stages 8 through 15 blades are titanium,
 Stages 16 through 17 blades are nickel alloy.
 High pressure compressor blade length is held to close tolerances by
precision grinding of blade tips after rotor assembly.
 Knife edge airseals, included between rotor stages, align with
rubstrips on the stators to control internal air leakage.
 Stages 10-15 are encased by an annular steel case.
 Rotor is supported at the front by the No. 3 bearing and at the rear by
the No. 4 bearing.
 Optimum high pressure compressor blade tip clearances are kept by
use of abradable rubstrips in the high pressure compressor case.

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HIGH PRESSURE COMPRESSOR (HPC)

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72-40 DIFFUSER & COMBUSTION SECTION
Purpose
The diffuser makes the airflow straight, reduces its velocity and increases its
static pressure.
The combustor (combustion chamber) is where combustion of the fuel / air

mixture occurs.
The nickel alloy diffuser case holds the No. 4 bearing, the 17th stage stator
assembly, 24 fuel injectors, and the combustion chamber front mount pins.
Igniter plugs are installed at 4:00 and 5:00 positions.
Borescope ports give 100 percent inspection of combustion chamber.
Annular combustion chamber, a double pass type, is made of nickel alloy and
has a magnesium zirconate coating on the combustion side of the liner.
There are six combustion chamber support pins.
Active Clearance Control (ACC) manifolds control the rear high pressure
compressor stator growth by cooling the forward section of the diffuser.

BOEING 757-200/300 ATA 72
DIFFUSOR & COMBUSTOR

BOEING 757-200/300 ATA 72
COMBUSTION CHAMBER SUPPORT PINS
Purpose
The combustion chamber support pins are used to support the combustion
chamber in the diffuser case.
There are six combustion chamber support pins.
The support pins go through the diffuser case and into the combustion
chamber mount lugs.
The pins are threaded at the diffuser case.
The dowled end of the pin goes through the bushing in the mount lug.
Caution: DO NOT REMOVE MORE THAN ONE SUPPORT PIN AT A

TIME. THE COMBUSTION CHAMBER WILL SHIFT.

BOEING 757-200/300 ATA 72
COMBUSTOR CHAMBER SUPPORT PINS

BOEING 757-200/300 ATA 72
72-50 TURBINE AND EXHAUST SECTION
TURBINE NOZZLE GROUP
Purpose
The ring of vanes forms a series of nozzles which increases the velocity of
gases as they go out of the combustion chamber.
It also turns those gases at the optimum angle to the first stage turbine
blades.
Description arid Operation
 The turbine nozzle group has 36 air-cooled cobalt alloy vanes

bolted around the first stage turbine cooling duct assembly and
retained at the OD by a support ring attached to flange M.
 First stage vane assembly
• 13 paired assemblies bonded at the ID and OD Buttresses
• Each hollow vane has internal baffles and cooling holes in the
airfoil for cooling airflow control and distribution
 First stage turbine cooling air duct assembly
• Boundary air from the ID of the combustor inner case goes
through the cooling air duct. Then it goes through an annular
passage which controls and turns the air flow onto the first
stage turbine rotor where it passes through drilled passages
into the first stage turbine blades for cooling.

BOEING 757-200/300 ATA 72
HIGH PRESSURE TURBINE NOZZLE RING

BOEING 757-200/300 ATA 72
HIGH PRESSURE TURBINE (HPT)
Purpose
The high pressure turbine (HPT) supplies the rotational force to drive the high
pressure compressor,
Two disk and blade stages, a case and vane assembly and an interstage
airseal
 1st stage turbine
• 48 single crystal nickel alloy blades internally cooled by 17th stage
air 2nd stage vanes
• 40 varies bonded at the ID and OD buttresses to form 20 paired
assemblies or 40 single vanes per SB 72-307
• Hollow construction for internal airflow to cool the vanes
 2nd stage turbine
• 64 single crystal nickel alloy blades internally cooled by 17th stage
air
 Four bosses on the turbine case provide for 14th stage air to be
ducted to the high pressure turbine to cool the 2nd stage turbine
nozzle guide vanes and the 2nd stage turbine blade outer air seal.
 Active Clearance Control (ACC) tubes surround the turbine case and
supply fan discharge air to cool the surface of the case during cruise
power operation.
• The cold air produces shrinkage of the case and decreases tip
clearances between blade tips and duct segments. This improves
turbine efficiency.

BOEING 757-200/300 ATA 72
HIGH PRESSURE TURBINE (HTP)

BOEING 757-200/300 ATA 72
LOW PRESSURE TURBINE
Purpose
The low pressure turbine (LPT) supplies the rotational force to drive the low
pressure compressor.
The low pressure turbine case, blades and vanes are made of nickel alloy.
 The vanes are side plate retained in clusters of three.
 Five stage assembly
• The 3rd , 4th , 5th , and 7th stage disks are cantilevered from the
6th stage disk. The 6th stage disk is bolted to the rear hub.
 Active clearance control (ACC) tubes surround the low pressure
turbine case and supply fan discharge air to cool the case surface.
• Reduced case surface temperature causes shrinkage of the case
and decreased tip clearance between the blade tips and airseal
lands.
This increases the turbine efficiency.

BOEING 757-200/300 ATA 72
LOW PRESSURE TURBINE (LTP)

BOEING 757-200/300 ATA 72
TURBINE EXHAUST CASE
Purpose
The turbine exhaust case (TEC) is used to:

 Supply an attachment point for the engine rear mount.
 Install and contain the No. 5 bearing.
 Transmit combustion gases into the tail pipe and exhaust duct.
 One-piece nickel alloy weldment

 The outer case has ground equipment attachment points,
 Eleven of the fifteen integral struts are used for instrumentation
purposes.
• Five for total pressure sensors (P4.9);
• Six for total temperature sensors (thermocouple probes) (T4.9).
Note: The top four struts are not used.

BOEING 757-200/300 ATA 72
TURBINE EXHAUST CASE (TEC)

BOEING 757-200/300 ATA 72
TURBINE COOLING AIRFLOW
Supplemental pages for self-study
TURBINE COOLING AIRFLOW SCHEMATIC

BOEING 757-200/300 ATA 72

BOEING 757-200/300 ATA 72
72-60 ACCESSORY DRIVE MAIN GEARBOX
Purpose
To supply shaft power to drive the engine and airplane accessories.
Location
The main gearbox is mounted below the fan case.
Physical Description / Features
The main gearbox is a one piece cast aluminum housing. It is forward of the
angle gearbox and mounted to the fan exit case by support links and
brackets.
It contains a drive train, seven accessory mounting pads, and an external de-
oiler.
 Old Engines:
The engine data plate is located on the lower right side of the gearbox.
 New Engines:
The engine data plate is located on the left side of the Fan Case, just below
the EEC

BOEING 757-200/300 ATA 72
MAIN GEARBOX
BOEING 757-200/300 ATA 72
ACCESSORY DRIVE AND SEAL
Purpose
"Sealol" seals are used to seal the gear box drives.
A sealol drive seal consists of the following parts:

 A mating ring (glazed face) with four lugs engaging the four
corresponding slots in the gearshaft ball bearinq.
 A cover, secured to the bearing housing with nuts, to ensure constant
contact between the glazed face and the static part of the seal.

BOEING 757-200/300 ATA 72
ACCESSORY DRIVE AND SEAL

BOEING 757-200/300 ATA 72
72-00 ENGINE GENERAL BORESCOPE PORTS (LEFT)
Purpose
To provide an access to engine internal cavities for visual inspections.
Borescope access port identification and what can be seen through these
ports are listed below:
Port Blades and Varies
AP1 6th stage compressor blades

AP2 6th and 7th stage compressor blades
APS 7th and 3rd stage compressor blades
APS 10th and 11th stage compressor blades
APT 14th and 15th stage compressor blades
AP9 Combustion chamber and 1st stage turbine vanes (8 total)
AP10 1st stage turbine blades
AP11 2nd and 3rd stage turbine blades
12/16TH STAGE BORESCOPE PORTS

BOEING 757-200/300 ATA 72
BORESCOPE PORTS (LEFT SIDE)

BOEING 757-200/300 ATA 72
BORESCOPE PORTS (RIGHT SIDE)
Purpose
To provide an access to engine internal cavities for visual inspections.
Four borescope ports, all labeled AP-9, are on the right side of the diffuser
case. Two are the igniters. These ports lead to the combustion chamber and
1st stage turbine vanes.

BOEING 757-200/300 ATA 72
BORESCOPE PORTS (RIGHT SIDE)

BOEING 757-200/300 ATA 72
Gas Path inspection (From AMM 72-00-00/601)
The gas path inspection has a visual inspection of the primary airflow (does If you use a pneumatic drive unit (Fig. 53A), always stop the air before you
not include the LPT 1st -stage fan rotor blades). In addition, the inspection change the direction of the HPT rotor (forward or reverse).
includes a dye inspection procedure for the turbine blades of the rear
compressor drive. Use of the pneumatic drive unit will permit the hands of the operator to hold
the borescope.
Refer to 72-31-02 for the inspection of the LPC 1st stage fan rotor blades.
If you use the PWA 83241 drive unit, the PWA 76271 control kit will
The 1st -stage LPC stator vanes are examined through the rear of the fan. automatically turn the HPT rotor, stop at each blade for a specified time, and
count the blades for each engine stage. Install the manual crank pad cover
All other internal sections of the engine are examined with a borescope. on the gear box after the borescope inspection is done (AMM 72-61-05/401).
Access for the borescope is at sixteen different locations along the engine
gas path. This access permits careful inspection of the important internal
engine areas.
The borescope bosses in the burner area permit almost a full view of the
burner section, fuel nozzles, and 1st -stage nozzle guide vanes.
You do not have to disassemble the engine to examine these areas. High
Pressure Turbine (HPT) rotor rotation.
Do the high pressure compressor (HPC) and high pressure turbine (HPT)
inspection while you turn the HPT rotor (N2 rotor).
You turn the HPT rotor with a 9/16-inch drive on the right, front face of the
main gearbox. The manual drive pad cover between the alternator (PMA) and
the hydraulic pump is removed to get access to the 9/16-inch drive.
You can use a hand socket wrench or one of the drive units in the steps that
follow to turn the HPT rotor.
Note: It is recommended that you stop the hpt rotor as each rotor blade is
in the correct position for inspection. This will permit full, careful
inspection of the condition of each rotor blade. This procedure is
specially recommended for inspection of the 1st - and 2nd -stage
turbine rotor blades.

BOEING 757-200/300 ATA 72
BORESCOPING – VIEWED AREAS

BOEING 757-200/300 ATA 72
ENGINE BEARINGS
Bearing Compartment No. 1
The bearing compartment No. 1 contains the bearings No. 1, 2 and 3.

 The No. 1, No. 2 and No. 3 are spring loaded dry face carbon seals.
 No, 1 bearing and No. 3 bearing carbon seals are buffered by station
2.5 low pressure compressor bleed air.
 Intershaft seals at the No. 2 bearing location are buffered by 13th
stage high pressure compressor bleed air.
NO.1 BEARING SEAL PRESSURIZATION

BOEING 757-200/300 ATA 72
NO.2 AND NO.3 BEARING SEAL PRESSURIZATION

BOEING 757-200/300 ATA 72
 The No. 4 seals are spring loaded wet carbon seals, and are located  This buffer air is drawn from the diffuser case and cooled by an air/air
forward and to the rear of the No. 4 bearing. heat exchanger in a fan exit case strut, and to the No. 4 bearing
 These seals are buffered by 17th stage high pressure compressor compartment.
bleed air.

BOEING 757-200/300 ATA 72
 The No. 5 bearing carbon seal is a dry face ring seal.  This seal is buffered by low pressure compressor air that enters the
low pressure compressor drive shaft forward of the No. 1 seal.

BOEING 757-200/300 ATA 72

ATA 72 (PW2000)

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BOEING 757-200/300 ATA 72

Type Theoretical Training ENGINE (PW 2000)

72. ENGINE (PW 2000)

ISSUE 1, 3 OCT 2016 FOR TRAINING PURPOSES ONLY Page: 1

72-00 ENGINE GENERAL ............................................................................. 4

ISSUE 1, 3 OCT 2016 FOR TRAINING PURPOSES ONLY Page: 2

ENGINE DESIGN FEATURES ...................................................................... 7

ISSUE 1, 3 OCT 2016 FOR TRAINING PURPOSES ONLY Page: 3

72-00 ENGINE GENERAL

The engine cannot run without an operational EECS.

The N1 and N2 rotor assemblies have concentric shafts.

The secondary (or outer) airstream is mechanically compressed by the fan

ISSUE 1, 3 OCT 2016 FOR TRAINING PURPOSES ONLY Page: 4

Bearing Compartment Seal Pressurization

ISSUE 1, 3 OCT 2016 FOR TRAINING PURPOSES ONLY Page: 5

THIS PAGE IS INTENTIONALLY LEFT BLANK

ISSUE 1, 3 OCT 2016 FOR TRAINING PURPOSES ONLY Page: 6

ENGINE DESIGN FEATURES

ENGINE FLANGES AND STATIONS

Purpose Engine Stations

A0 Inlet cowl attachment

ISSUE 1, 3 OCT 2016 FOR TRAINING PURPOSES ONLY Page: 8

ENGINE FLANGES AND STATIONS

ISSUE 1, 3 OCT 2016 FOR TRAINING PURPOSES ONLY Page: 9

ENGINE MAJOR ASSEMBLIES

ISSUE 1, 3 OCT 2016 FOR TRAINING PURPOSES ONLY Page: 10

ENGINE MAJOR ASSEMBLIES

ENGINE BUILD UP BASIC DESCRIPTION

ISSUE 1, 3 OCT 2016 FOR TRAINING PURPOSES ONLY Page: 12

ENGINE PW2000 BUILD UP

ISSUE 1, 3 OCT 2016 FOR TRAINING PURPOSES ONLY Page: 13

Rear Compressor Cases Turbine Nozzle

ISSUE 1, 3 OCT 2016 FOR TRAINING PURPOSES ONLY Page: 14

Turbine Exhaust Case (TEC)

ISSUE 1, 3 OCT 2016 FOR TRAINING PURPOSES ONLY Page: 15

THIS PAGE IS INTENTIONALLY LEFT BLANK

ISSUE 1, 3 OCT 2016 FOR TRAINING PURPOSES ONLY Page: 16

ENGINE PW2000 BUILD UP

Provisions are also incorporated to permit cranking of the high pressure

ISSUE 1, 3 OCT 2016 FOR TRAINING PURPOSES ONLY Page: 18

Diffuser and Combustion Section

The diffuser and combustion section consists primarily of a nickel alloy

Accessory Gearbox Section

The accessory gearboxes consist of an angle gearbox, a main gearbox and

The gearboxes provide mechanical connection between the high pressure

ENGINE SECTION PW2000

 Kevlar-epoxy composite Warning: DEACTIVATE THE THRUST REVERSER SYSTEM FOR

COMPRESSOR INLET CONE & FAN BLADES

LOW PRESSURE COMPRESSOR

Description and Operation Rotor (5 stages)

Installed in axial slots and retained by wire blade locks

Stator Vanes (4 stages)

ISSUE 1, 3 OCT 2016 FOR TRAINING PURPOSES ONLY Page: 24

LOW PRESSURE COMPRESSOR (LPC)

LOW PRESSURE COMPRESSOR DRIVE SHAFT

Description and Operation

 Single-piece component made of heat-resistant steel

ISSUE 1, 3 OCT 2016 FOR TRAINING PURPOSES ONLY Page: 26

LPC DRIVE SHAFT

Description and Operation:

Later engines (which apply SB 72-143}

ISSUE 1, 3 OCT 2016 FOR TRAINING PURPOSES ONLY Page: 28

FAN EXIT CASE

ISSUE 1, 3 OCT 2016 FOR TRAINING PURPOSES ONLY Page: 29