Ctc-215 Basic Engine

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BASIC ENGINE

CFM56-7B

October 2000 ATA level 4 CTC-215

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CFM56-7B

TRAINING MANUAL

BASIC ENGINE

Published by CFMI CFMI Customer Training Center Snecma Direction de l’Après-Vente Civile MELUN-MONTEREAU Aérodrome de Villaroche B.P. 1936 77019 - MELUN-MONTEREAU Cedex FRANCE

EFFECTIVITY B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL CFMI PROPRIETARY INFORMATION

CFMI Customer Training Services GE Aircraft Engines Customer Technical Education Center 123 Merchant Street Mail Drop Y2 Cincinnati, Ohio 45246 USA

GENERAL

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CFM56-7B

TRAINING MANUAL

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CFM56-7B

TRAINING MANUAL

This CFMI publication is for Training Purposes Only. The information is accurate at the time of compilation; however, no update service will be furnished to maintain accuracy. For authorized maintenance practices and specifications, consult pertinent maintenance publications. The information (including technical data) contained in this document is the property of CFM International (GE and SNECMA). It is disclosed in confidence, and the technical data therein is exported under a U.S. Government license. Therefore, None of the information may be disclosed to other than the recipient. In addition, the technical data therein and the direct product of those data, may not be diverted, transferred, re-exported or disclosed in any manner not provided for by the license without prior written approval of both the U.S. Government and CFM International. COPYRIGHT 1998 CFM INTERNATIONAL

EFFECTIVITY B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL CFMI PROPRIETARY INFORMATION

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TABLE OF CONTENTS

EFFECTIVITY B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL CFMI PROPRIETARY INFORMATION

CONTENTS BASIC ENGINE

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Section

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Page

Table of Contents

1 to 4

Lexis

1 to 8

Intro

1 to 8

72-00-00

Engine General

1 to 12

72-00-01

Fan Major Module

1 to 6

72-21-00

Fan and Booster

1 to 34

72-22-00

No.1 and No.2 Bearing Support Module

1 to 30

72-23-00

Fan Frame Module

1 to 26

72-00-02

Core Engine Major Module

1 to 4

72-30-00

High Pressure Compressor

1 to 4

72-31-00

Compressor Rotor

1 to 24

72-32-00

Compressor Front Stator

1 to 18

72-33-00

Compressor Rear Stator

1 to 10

72-40-00

Combustion Section

1 to 6

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Chapter

Section

Page

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Combustion Case

1 to 4

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Combustion Chamber

1 to 8

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High Pressure Turbine

1 to 4

72-51-00

High Pressure Turbine Nozzle

1 to 12

72-52-00

High Pressure Turbine Rotor

1 to 18

72-53-00

High Pressure Turbine Shroud and Stage 1 Nozzle

1 to 16

72-00-03

Low Pressure Turbine Major Module

1 to 4

72-54-00

LPT Rotor/Stator Module

1 to 26

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LPT Shaft Module

1 to 16

72-56-00

LPT Rear Frame Module

1 to 12

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Accessory Drive Major Module

1 to 4

72-61-00

Inlet Gearbox

1 to 12

72-62-00

Transfer Gearbox

1 to 12

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CONTENTS BASIC ENGINE

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Chapter

Section

Page

72-63-00

Accessory Gearbox

1 to 12

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CONTENTS BASIC ENGINE

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CFM56-7B

TRAINING MANUAL

ABBREVIATIONS & ACRONYMS

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EFFECTIVITY B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL CFMI PROPRIETARY INFORMATION

LEXIS

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A A/C AC ACARS ACMS ACS ADC ADEPT ADIRS AGB AIDS ALF ALT AMB AMM AOG APU ARINC ATA ATHR ATO

AIRCRAFT ALTERNATING CURRENT AIRCRAFT COMMUNICATION ADRESSING and REPORTING SYSTEM AIRCRAFT CONDITION MONITORING SYSTEM AIRCRAFT CONTROL SYSTEM AIR DATA COMPUTER AIRLINE DATA ENGINE PERFORMANCE TREND AIR DATA AND INERTIAL REFERENCE SYSTEM ACCESSORY GEARBOX AIRCRAFT INTEGRATED DATA SYSTEM AFT LOOKING FORWARD ALTITUDE AMBIENT AIRCRAFT MAINTENANCE MANUAL AIRCRAFT ON GROUND AUXILIARY POWER UNIT AERONAUTICAL RADIO, INC. (SPECIFICATION) AIR TRANSPORT ASSOCIATION AUTO THRUST ABORTED TAKE OFF

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TOC

B BITE BMC BSI BSV BVCS C CBP CCDL CCFG CCU CCW CDP CFDIU CFDS CFMI Ch A Ch B CMC CMM CMS CG cm.g CHATV

TRAINING MANUAL

BUILT IN TEST EQUIPMENT BLEED MANAGEMENT COMPUTER BORESCOPE INSPECTION BURNER STAGING VALVE BLEED VALVE CONTROL SOLENOID

(HP) COMPRESSOR BLEED PRESSURE CROSS CHANNEL DATA LINK COMPACT CONSTANT FREQUENCY GENERATOR COMPUTER CONTROL UNIT COUNTER CLOCKWISE (HP) COMPRESSOR DISCHARGE PRESSURE CENTRALIZED FAULT DISPLAY INTERFACE UNIT CENTRALIZED FAULT DISPLAY SYSTEM JOINT GE/SNECMA COMPANY (CFM INTERNATIONAL) channel A channel B CENTRALIZED MAINTENANCE COMPUTER COMPONENT MAINTENANCE MANUAL CENTRALIZED MAINTENANCE SYSTEM CENTER OF GRAVITY CENTIMETER X GRAMS CHANNEL ACTIVE

LEXIS

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CIP(HP) CIT(HP) CODEP CPU CRT CSD CSI CSN Cu.Ni.In CW

COMPRESSOR INLET PRESSURE COMPRESSOR INLET TEMPERATURE HIGH TEMPERATURE COATING CENTRAL PROCESSING UNIT CATHODE RAY TUBE CONSTANT SPEED DRIVE CYCLES SINCE INSTALLATION CYCLES SINCE NEW CUPPER.NICKEL.INDIUM CLOCK WISE

D DC DCU DISC DIU DMC DMU DPU

DIRECT CURRENT DATA CONVERSION UNIT DISCRETE DIGITAL INTERFACE UNIT DISPLAY MANAGEMENT COMPUTER DATA MANAGEMENT UNIT DIGITAL PROCESSING MODULE

E EBU ECAM ECU EPROM

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CFM56-7B

ENGINE BUILDUP UNIT ELECTRONIC CENTRALIZED AIRCRAFT MONITORING ELECTRONIC CONTROL UNIT ERASABLE PROGRAMMABLE READ ONLY MEMORY

EFFECTIVITY B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL CFMI PROPRIETARY INFORMATION

EFH EFIS EGT EICAS EIS EIU EMF EMI EMU ESN EIU F FAA FADEC FAR FDRS FEIM FFCCV FI FLA FLX TO

TRAINING MANUAL ENGINE FLIGHT HOURS ELECTRONIC FLIGHT INSTRUMENT SYSTEM EXHAUST GAS TEMPERATURE ENGINE INDICATING AND CREW ALERTING SYSTEM ELECTRONIC INSTRUMENT SYSTEM ENGINE INTERFACE UNIT ELECTROMOTIVE FORCE ELECTRO MAGNETIC INTERFERENCE ENGINE MAINTENANCE UNIT ENGINE SERIAL NUMBER ENGINE INTERFACE UNIT

FEDERAL AVIATION AGENCY FULL AUTHORITY DIGITAL ENGINE CONTROL FUEL AIR RATIO FLIGHT DATA RECORDING SYSTEM FIELD ENGINEERING INVESTIGATION MEMO FAN FRAME/COMPRESSOR CASE VERTICAL (VIBRATION SENSOR) FLIGHT IDLE (F/I) FORWARD LOOKING AFT FLEXIBLE TAKE OFF

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FMGC

CFM56-7B

FRV FWC FWD

FLIGHT MANAGEMENT AND GUIDANCE COMPUTER FLIGHT MANAGEMENT SYSTEM FUEL METERING VALVE FOREIGN OBJECT DAMAGE FRONT PANEL ASSEMBLY FLUORESCENT PENETRANT INSPECTION FUEL RETURN VALVE FAULT WARNING COMPUTER FORWARD

G GE GEM GI g.in GMT GSE

GENERAL ELECTRIC GROUND-BASED ENGINE MONITORING GROUND IDLE (G/I) GRAM X INCHES GREENWICH MEAN TIME GROUND SUPPORT EQUIPMENT

FMS FMV FOD FPA FPI

H HCF HMU HP HPC HPCR HPSOV HPT

HIGH CYCLE FATIGUE HYDROMECHANICAL UNIT HIGH PRESSURE HIGH PRESSURE COMPRESSOR HIGH PRESSURE COMPRESSOR ROTOR HIGH PRESSURE SHUTOFF VALVE HIGH PRESSURE TURBINE

EFFECTIVITY B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL CFMI PROPRIETARY INFORMATION

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HPTC HPT(A)CC

TRAINING MANUAL

HPTR Hz

HIGH PRESSURE TURBINE CLEARANCE HIGH PRESSURE TURBINE (ACTIVE) CLEARANCE CONTROL HIGH PRESSURE TURBINE CLEARANCE CONTROL VALVE HIGH PRESSURE TURBINE ROTOR HERTZ (CYCLE PER SECOND)

I IDG ID PLUG IFSD IGB IGN IGV in. I/O IOM IR

INTEGRATED DRIVE GENERATOR IDENTIFICATION PLUG IN FLIGHT SHUT DOWN INLET GEARBOX IGNITION INLET GUIDE VANE INCH INPUT/OUTPUT INPUT OUTPUT MODULE INFRA RED

K K

1000 X

L lbs. LCF LE (L/E) L/H

POUNDS, WEIGHT LOW CYCLE FATIGUE LEADING EDGE LEFT HAND

HPTCCV

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LP LPC LPT LPTC LPT(A)CC LPTR LRU LVDT

M MO MCD MCDU MCL MCT MDDU MEC mm. MMEL MTBF MTBR

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CFM56-7B LOW PRESSURE LOW PRESSURE COMPRESSOR LOW PRESSURE TURBINE LOW PRESSURE TURBINE CLEARANCE LOW PRESSURE TURBINE (ACTIVE) CLEARANCE CONTROL LOW PRESSURE TURBINE ROTOR LINE REPLACEABLE UNIT LINEAR VARIABLE DIFFERENTIAL TRANSFORMER

N N1 (NL)

AIRCRAFT SPEED MACH NUMBER MAGNETIC CHIP DETECTOR MULTIPURPOSE CONTROL AND DISPLAY UNIT MAXIMUM CLIMB MAXIMUM CONTINUOUS MULTIPURPOSE DISK DRIVE UNIT MAIN ENGINE CONTROL MILLIMETERS MAIN MINIMUM EQUIPMENT LIST MEAN TIME BETWEEN FAILURES MEAN TIME BETWEEN REMOVALS

O OAT OGV OSG

EFFECTIVITY B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL CFMI PROPRIETARY INFORMATION

TRAINING MANUAL

LOW PRESSURE ROTOR ROTATIONAL SPEED N1ACT ACTUAL N1 N1DMD DEMANDED N1 N1CMD COMMANDED N1 N1TARGET TARGETED FAN SPEED N2 (NH) HIGH PRESSURE ROTOR ROTATIONAL SPEED N2ACT ACTUAL N2 NVM NON VOLATILE MEMORY

P P0 P25 PCU PLA PMC PMUX PS12 PS13

OUTSIDE AIR TEMPERATURE OUTLET GUIDE VANE OVERSPEED GOVERNOR

AMBIENT STATIC PRESSURE HP COMPRESSOR INLET TOTAL AIR TEMPERATURE PRESSURE CONVERTER UNIT POWER LEVER ANGLE POWER MANAGEMENT CONTROL PROPULSION MULTIPLEXER FAN INLET STATIC AIR PRESSURE FAN OUTLET STATIC AIR PRESSURE

LEXIS

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PS3HP PSI PSIA PSID PSM PSS PSU PT PT2

Q QAD QTY R RAC/SB RACC RAM R/H RPM RTD RTV RVDT

CFM56-7B COMPRESSOR DISCHARGE STATIC AIR PRESSURE POUND PER SQUARE INCH POUND PER SQUARE INCH ABSOLUTE POUND PER SQUARE INCH DIFFERENTIAL POWER SUPPLY MODULE (ECU) PRESSURE SUB-SYSTEM POWER SUPPLY UNIT TOTAL PRESSURE FAN INLET TOTAL AIR PRESSURE (PRIMARY FLOW)

QUICK ATTACH DETACH QUANTITY

ROTOR ACTIVE CLEARANCE/START BLEED ROTOR ACTIVE CLEARANCE CONTROL RANDOM ACCESS MEMORY RIGHT HAND REVOLUTION PER MINUTE RESISTIVE THERMAL DEVICE ROOM TEMPERATURE VULCANIZING (MATERIAL) ROTARY VARIABLE DIFFERENTIAL TRANSFORMER

EFFECTIVITY B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL CFMI PROPRIETARY INFORMATION

TOC

S SAV SB SCU SDI SDU SER SFC SG SLS SMM SMP S/N SNECMA

SOL S/R S/V SVR SW T T12 T25 T3

TRAINING MANUAL

STARTER AIR VALVE SERVICE BULLETIN SIGNAL CONDITIONING UNIT SOURCE/DESTINATION IDENTIFIER (BITS) (CF ARINC SPEC) SOLENOID DRIVER UNIT SERVICE EVALUATION REQUEST SPECIFIC FUEL CONSUMPTION SPECIFIC GRAVITY SEA LEVEL STANDARD (CONDITIONS : 29.92 in. Hg/59 F) STATUS MATRIX SOFTWARE MANAGEMENT PLAN SERIAL NUMBER SOCIETE NATIONALE D’ETUDE ET DE CONSTRUCTION DE MOTEURS D’AVIATION SOLENOID SERVICE REQUEST SHOP VISIT SHOP VISIT RATE SOFTWARE

FAN INLET TOTAL AIR TEMPERATURE HP COMPRESSOR INLET AIR TEMPERATURE HP COMPRESSOR DISCHARGE AIR TEMPERATURE

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T49.5 T5

TAT TBD TBV T/E T/C TC TCase TCC TCJ TECU TEO TGB Ti TLA TM TMC TO/GA T/O T oil TPU T/R TRA

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CFM56-7B EXHAUST GAS TEMPERATURE LOW PRESSURE TURBINE DISCHARGE TOTAL AIR TEMPERATURE TOTAL AIR TEMPERATURE TO BE DETERMINED TRANSIENT BLEED VALVE TRAILING EDGE THERMOCOUPLE HP TURBINE CASE TEMPERATURE HP TURBINE CASE TEMPERATURE TURBINE CLEARANCE CONTROL TEMPERATURE COLD JUNCTION ELECTRONIC CONTROL UNIT INTERNAL TEMPERATURE ENGINE OIL TEMPERATURE TRANSFER GEARBOX TITANIUM THROTTLE LEVER ANGLE TORQUE MOTOR TORQUE MOTOR CURRENT TAKE OFF/GO AROUND TAKE OFF OIL TEMPERATURE TRANSIENT PROTECTION UNIT THRUST REVERSER THROTTLE RESOLVER ANGLE

EFFECTIVITY B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL CFMI PROPRIETARY INFORMATION

TRDV

TRAINING MANUAL

TSI TSN TTL

THRUST REVERSER DIRECTIONAL VALVE THRUST REVERSER PRESSURIZING VALVE TIME SINCE INSTALLATION (HOURS) TIME SINCE NEW (HOURS) TRANSISTOR TRANSISTOR LOGIC

U UER

UNSCHEDULED ENGINE REMOVAL

TRPV

V VAC VBV VDC VDT VRT VSV

VOLTAGE, ALTERNATING CURRENT VARIABLE BLEED VALVE VOLTAGE, DIRECT CURRENT VARIABLE DIFFERENTIAL TRANSFORMER VARIABLE RESISTANCE TRANSDUCER VARIABLE STATOR VANE

W WDM WFM WOW

WATCHDOG MONITOR WEIGHT OF FUEL METERED WEIGHT ON WHEEL

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ENGLISH/METRIC CONVERSIONS METRIC/ENGLISH CONVERSIONS

1 mile

= 1.609 km 1 km = 0.621 mile

1 foot = 0.3048 m or 30.48 cm 1 m = 3.281 ft. or 39.37 in. 1 in. = 0.0254 m or 2.54 cm 1 cm = 0.3937 in. 1 mil. = 25.4 10-6 m or 25.4mm 1 mm = 39.37 mils.

1 lb. = 0.454 kg 1 kg =2.205 lbs 1 psi. = 6.890 kPa or 6.89 10-2 bar 1 Pa = 1.45 10-4 psi. 1 kPa = 0.145 psi or 0.01 bar 1 bar = 14.5 psi °F = 1.8 x °C + 32 °C = ( °F - 32 ) /1.8

1 sq.in. = 6.45 cm² 1 m² = 10.76 sq. ft. 1 USG = 3.785 l ( dm³ ) 1 cm² = 0.155 sq.in. 1 cu.in. = 16.39 cm³ 1 m³ = 35.31 cu. ft. 1 dm³ = 0.264 USA gallon 1 cm³ = 0.061 cu.in.

EFFECTIVITY B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL CFMI PROPRIETARY INFORMATION

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LEXIS

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INTRODUCTION TO THE CFM56 FAMILY

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INTRO BASIC ENGINE

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INTRODUCTION TO THE CFM56 FAMILY

The CFM56 engine, a high by-pass, dual rotor, axial flow advanced technology turbofan, was designed in the mid 70’s. It is a product of CFMI. CFM International is a company jointly owned by GENERAL ELECTRIC (GE) of the USA, and SOCIETE NATIONALE D’ETUDE ET DE CONSTRUCTION DE MOTEURS D’AVIATION (SNECMA) of France. CFMI, with the full backing of parent companies holding equal shares, has a dual function: - Overall program management, on behalf of both GE and SNECMA - Single interface with customers for marketing and product support

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INTRO BASIC ENGINE

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DESIGN DEVELOPMENT MANUFACTURING ASSEMBLY

Jointly owned company Uses all GENERAL ELECTRIC and SNECMA resources... ...With work split 50/50

One program manager One customer interface

MARKETING

PRODUCT SUPPORT

CUSTOMER SATISFACTION

CTC-215-001-00

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CFM INTERNATIONAL ORGANIZATION

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INTRO BASIC ENGINE

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INTRODUCTION TO THE CFM56 FAMILY

Engine Applications The following chart shows the various engine models for the Boeing B737-600/-700/-800/-900/-BBJ/COMBI/C40A aircraft. The engine used on these aircraft is the CFM56-7B, which has several different thrust ratings. Ranging from 19500 to 27300 lbs of thrust, the CFM56-7B is offered by CFMI as the common power source for the Boeing 737 Next Generation Versions.

EFFECTIVITY B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL CFMI PROPRIETARY INFORMATION

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INTRO BASIC ENGINE

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CFM56-7B

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TRAINING MANUAL

737-600

CFM56-7B20 (20,600 lbs) CFM56-7B22 (22,700 lbs) CFM56-7B24 (24,200 lbs)

737-700

CFM56-7B24 (24,200 lbs) CFM56-7B26 (26,300 lbs) CFM56-7B27 (27,300 lbs)

737-800

CFM56-7B24 (24,200 lbs) CFM56-7B26 (26,300 lbs) CFM56-7B27 (27,300 lbs)

737-900 737-BBJ

/

COMBI

CFM56-7B26 (26,300 lbs)

CFM56-7B24 (24,200 lbs)

CTC-215-002-00

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C40A

CFM56-7B FOR BOEING APPLICATIONS

EFFECTIVITY B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL CFMI PROPRIETARY INFORMATION

INTRO BASIC ENGINE

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CFM56-7B MAIN CHARACTERISTICS

Type of engine

Turbo fan

Performance (*figures depend on engine model)

Arrangement

Two spool axial flow

- Take-off thrust (SLS)

*19500 - 27300 lbs

Rotation

Clockwise (ALF)

- Take-off flat rated Temperature °F/°C

*86/30

Compressors - Fan - LP Compressor - HP Compressor

Single stage Four stages Nine stages

- Max climb thrust

*5960 lbs

- By-pass ratio

*5.1:1 to 5.5:1

Combustion chamber

Annular SAC (option DAC)

- EGT red line

950°C

- 100% N1 (Low Pressure Rotational Speed)

5175 rpm

- N1 speed limit (red line)

104%

- 100% N2 (High Pressure Rotational Speed)

14460 rpm

- N2 speed limit (red line)

105%

Turbines - HP Turbine - LP Turbine

Single stage Four stages

Weight

2384 kg (5257 lbs)

Overall dimensions - Length - Height - Width

2.51m (98.72 ins) 1.83m (72.00 ins) 2.12m (83.40 ins)

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INTRO BASIC ENGINE

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CFM56-7B

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CFM56-7B

CTC-215-003-00

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TRAINING MANUAL

EFFECTIVITY B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL CFMI PROPRIETARY INFORMATION

INTRO BASIC ENGINE

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TRAINING MANUAL

ENGINE GENERAL

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TRAINING MANUAL

ENGINE GENERAL CONCEPT

The CFM56-7B engine is a high by-pass, dual rotor, axial flow, advanced technology turbofan. It is supported by the wing pylon and streamlined by cowlings. Air is sucked into the intake by the fan blades and split into two flow paths, the Primary and the Secondary. The primary airflow passes through the inner portion of the fan blades and is directed into a booster (LPC). The flow path then enters a High Pressure Compressor (HPC) and goes to a combustor. Mixed with fuel and ignited, the gas flow provides energy to a High Pressure Turbine (HPT) and a Low Pressure Turbine (LPT). The secondary airflow passes through the outer portion of the fan blades, the Outlet Guide Vanes (OGV’s) and exits through the nacelle discharge duct, producing approximately 80 % of the total thrust. It also plays a role in the thrust reverser system. At static take-off power, the engine by-pass ratio is between 5.1:1 and 5.5:1, depending on the engine model, which means that the secondary airflow takes in between 5 and 6 times more air than the primary airflow.

EFFECTIVITY B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL CFMI PROPRIETARY INFORMATION

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TRAINING MANUAL

SECONDARY FLOW

PRIMARY FLOW

THRUST REVERSER SYSTEM

DESIGN AND OPERATION

CTC-215-004-00

TOC

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TRAINING MANUAL

ENGINE GENERAL CONCEPT

The CFM56-7B engine uses a maintenance concept called ‘On Condition Maintenance’. This means that the engine has no periodic overhaul schedules and can remain installed under the wing until something important occurs, or when lifetime limits of parts are reached. For this reason, to monitor and maintain the health of the engine, different tools are available, which are: - Engine performance trend monitoring, to evaluate engine deterioration over a period of use: engine parameters, such as gas temperature, are recorded and compared to those initially observed at engine installation on the aircraft.

- Spectrometric oil analysis program (S.O.A.P.): oil is sampled from the oil tank, and an analysis is made of all microscopic (smaller than 10 microns) metal particles it contains. The nature and concentration of metal found indicates the beginning of parts damage. - Engine vibration monitoring system: sensors located in various positions in the engine, send vibration values to the on-board monitoring system. When vibration values are excessive, the data recorded can be used to take remedial balancing action.

- Borescope inspection, to check the condition of engine internal parts: when parts are not accessible, they can be visually inspected with borescope probes inserted in ports located on the engine outer casing. - Lubrication particles analysis: while circulating in the oil system, lubrication oil is filtered, and large, visible-to-the-eye particles (larger than 10 microns) coming from worn engine parts are collected in filters and magnetic chip detectors, for visual inspection and analysis. EFFECTIVITY B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL CFMI PROPRIETARY INFORMATION

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TRAINING MANUAL

TREND MONITORING

VIBRATION MONITORING

BORESCOPE INSPECTION LUBE PARTICLE ANALYSIS

CONDITION MONITORING

CTC-215-005-00

TOC

S.O.A.P.

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TRAINING MANUAL

ENGINE GENERAL CONCEPT

The CFM56-7B engine consists of two independent rotating systems: - The low pressure system rotational speed is designated N1. - The high pressure system rotational speed is designated N2. The engine rotors are supported by 5 bearings, identified in manuals as numbers 1 thru 5, where No. 1 is the most forward and No. 5 the most aft. These bearings are housed in 2 dry sump cavities provided by the fan and turbine frames. Engine structural rigidity is obtained with short lengths between two main structures (frames). The accessory drive system uses energy from the high pressure compressor rotor to drive the engine and aircraft accessories. It also plays a major role in starting.

EFFECTIVITY B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL CFMI PROPRIETARY INFORMATION

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TRAINING MANUAL 5 BEARINGS

LP SYSTEM

ACCESSORY DRIVE

2 FRAMES HP SYSTEM 2 SUMPS

ENGINE GENERAL CONCEPT

CTC-215-006-00

TOC

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TRAINING MANUAL

ENGINE GENERAL CONCEPT

Main Engine Bearings The engine contains five main bearings, which support the rotors. There are two types of bearings: - Ball bearings, which absorb axial and radial loads - Roller bearings, which absorb only radial loads Bearings need permanent oil lubrication, so they are located in the two dry sump cavities, which are pressure sealed. - The forward sump cavity houses No. 1, No. 2 and No. 3 bearings: - No. 1 and No. 2 bearings hold the fan shaft - No. 3 bearing holds the front of the HP shaft - The rear sump cavity houses No. 4 and No. 5 bearings: - No. 4 bearing holds the rear of the HP shaft - No. 5 bearing holds the rear of the LPT shaft

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FAN FRAME

LPT REAR FRAME REAR SUMP

HP SHAFT FORWARD SUMP

FAN SHAFT

LP SHAFT

NUMBER 1 BEARING (BALL)

NUMBER 2 BEARING (ROLLER)

NUMBER 3 BEARING (ROLLER)

NUMBER 4 BEARING (ROLLER)

NUMBER 5 BEARING (ROLLER)

MAIN ENGINE BEARINGS

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NUMBER 3 BEARING (BALL)

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ENGINE GENERAL CONCEPT

The CFM56-7B is a modular concept design engine. It has 17 different modules that are enclosed within three major modules and an accessory drive module. The 4 modules are: - The Fan Major Module - The Core Engine Major Module - The Low Pressure Turbine Major Module - The Accessory Drive Module

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FAN MAJOR MODULE

CORE ENGINE MAJOR MODULE

LOW PRESSURE TURBINE MAJOR MODULE

ACCESSORY DRIVE MODULE

MODULAR DESIGN

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FAN MAJOR MODULE

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FAN MAJOR MODULE

The fan major module is at the front of the engine downstream from the air inlet cowl. The main purposes of the fan major module are : - to provide approximately 80% of the engine thrust - to provide the engine/pylon front attachment - to enclose the fan stage and Low Pressure Compressor stages - to provide structural rigidity in the front section - to provide containment for front section major deterioration and/or damage - to provide noise reduction for the fan section - to provide attachment for gearboxes and nacelle equipment - to provide attachment for the core engine

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CONTAINMENT OF ENGINE FRONT SECTION MAJOR DETERIORATION

STRUCTURAL RIGIDITY IN FRONT SECTION

FAN SECTION NOISE REDUCTION

ENCLOSES FAN STAGE AND LP COMPRESSOR STAGES

ATTACHMENT FOR GEARBOXES, ENGINE/ NACELLE EQUIPMENT

ENGINE/PYLON FRONT SECTION ATTACHMENT

PROVIDES 80% THRUST SLS, STATIC CONDITIONS

FAN MAJOR MODULE PURPOSES

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ATTACHMENT FOR CORE ENGINE

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FAN MAJOR MODULE (CONTINUED)

The fan major module consists of 4 modules : - Fan and booster module - No 1 and 2 bearing support module - Fan frame module - Inlet gearbox and No 3 bearing.

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FAN FRAME MODULE

No.1 AND No.2 BEARING SUPPORT MODULE INLET GEARBOX AND No.3 BEARING

FAN AND BOOSTER MODULE

FAN SECTION

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FAN AND BOOSTER

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FAN AND BOOSTER

The purposes of the fan and booster are : - to accelerate air overboard to generate thrust - to increase the pressure of the air directed to the High Pressure Compressor (HPC) After entering the air inlet cowl, the total engine airflow passes through the fan rotor, which increases the air’s kinetic energy. Most of the airflow is ducted overboard producing approximately 80% of the total thrust. The remainder is directed through the booster, where it is pressurized before entering the HPC.

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AIR INLET COWL

FAN SECTION MODULE

AIR OVERBOARD AIR TO THE BOOSTER

FAN AND BOOSTER MODULE

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FAN AND BOOSTER (CONTINUED)

The fan and booster is located at the front of the engine, downstream from the air inlet cowl, and consists of : - a spinner front cone - a spinner rear cone - a single stage fan rotor - a three stage axial booster Its rotating assembly is mounted on the fan shaft and its fixed assembly is secured to the fan frame.

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FAN ROTOR

3 - STAGE BOOSTER

SPINNER REAR CONE

SPINNER FRONT CONE

FAN AND BOOSTER DESIGN

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FAN AND BOOSTER (CONTINUED)

Spinner front cone The spinner front cone is designed to minimize ice buildup. It is made of black sulfuric anodized aluminium alloy. It is at the front of the engine and is a hollow coneshaped structure, which is attached on its rear flange to the spinner rear cone. The attachment is an interference fitting. The rear flange has 6 mounting screw locations and 3 threaded inserts, located every 120°, for installation of jackscrews used in removal procedures. An offset hole, identified by an indent mark, ensures correct installation and centering onto the rear cone front flange.

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6 MOUNTING SCREW LOCATIONS INDENT MARK

MOUNTING SCREW

3 JACKSCREW LOCATIONS

SPINNER FRONT CONE

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FAN AND BOOSTER (CONTINUED)

Spinner rear cone The rear cone smoothes airflow at the inlet of the engine and provides anti-rotation of the fan retaining ring. It also accomodates the fan retaining flange and balancing screws used in fan trim and static balance procedures. Unlike the name suggests, the spinner rear cone is not really a cone. It is a hollow elliptical structure that is mounted on interference fit flanges between the spinner front cone and the fan disk. It is made of aluminium alloy and protected by sulfuric anodization.

The fan retaining flange is installed on the inner rear flange of the spinner rear cone through an interference fit. There are 6 threaded holes for the installation of jackscrews used if it is necessary to remove the fan retaining flange. Both front and rear flanges have an offset hole to ensure correct installation and they are identified by indent marks. On the front flange of the rear cone, the indent mark is next to the offset hole. The other indent mark is on the outer rim of the rear cone, facing fan blade No.1.

The front flange has 6 line replaceable, crimped, selflocking nuts. The inner rear flange has 12 mounting screw holes for installation onto the fan disk.

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SPINNER REAR CONE ATTACHMENT AREA

BALANCE SCREW

SELF - LOCKING NUTS

REAR CONE

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FAN AND BOOSTER (CONTINUED)

Spinner rear cone (continued) Balance procedures use various weights which are in the form of balancing screws installed on the rear cones outer diameter. The balancing screws are used in two cases : - Fan static balance following fan blade replacement, for example after FOD. - Fan trim balance, when vibration levels are higher than the limits. There are two sets of balancing screws available and the screws in each set are identified as either P01 to P07 or, P08 to P14. The numbers, which are engraved on the screw heads, are equivalent to various weights. There are 36 threaded inserts on the outer rim of the rear flange which accommodate the balance screws.

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FAN BLADES

INDENT MARK

FAN DISK SPINNER REAR CONE

SPINNER REAR CONE

BALANCING SCREWS

FAN DISK BALANCING SCREWS

REAR CONE

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FAN AND BOOSTER (CONTINUED)

Spinner installation There are two components, used in the retention system, that are mounted between the rear flange of the spinner rear cone and the front flange of the fan disk : - The fan retaining flange. - The retaining ring. The fan retaining flange is mounted on the spinner rear cone rear flange, through an interference fit. There are 24 pins bolted to its outer rim, which engage into holes in the platforms front face. The pins prevent both radial and axial movement of the platforms. The retaining ring prevents axial disengagement of the shims. The ring is installed onto the front face of the fan disk, through a bayonet system. The outer rim has locking slots to prevent rotation of the retaining ring and the fan retaining flange.

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LPC SHIMS

FAN DISK

BALANCE SCREWS

SPINNER REAR CONE (WITH RETAINER)

PLATFORM

FAN RETAINING FLANGE

SPINNER INSTALLATION

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RETAINING RING

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FAN AND BOOSTER (CONTINUED)

Fan disk The fan disk is a titanium alloy forging. The outer front flange provides attachment for the rear cone and the retaining flange. The outer rim of the fan disk has 24 curved dovetails slots designed for fan blade retention. It also has a flange designed for the attachment of the fan blade platforms. The fan disk provides attachment for the fan shaft on its inner rear flange and its outer rear flange is bolted to the booster spool.

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BOOSTER SPOOL

FAN DISK

FAN BLADE PLATFORM ATTACHMENT SPINNER REAR CONE ATTACHMENT FLANGE

FAN SHAFT ATTACHMENT FLANGE

FAN RETAINING FLANGE

RETAINING RING

BOOSTER SPOOL ATTACHMENT

FAN DISK

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FAN BLADE RETAINING SLOT (24)

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FAN AND BOOSTER (CONTINUED)

Fan disk (continued) Balance weights are riveted on the forward flange for dynamic module balancing. The inner front flange has an imprint to identify an offset hole for rear cone installation. There are also two identification marks engraved on either side of blade recesses No 1 and 5.

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TRAINING MANUAL

OFFSET HOLE

1

5

5

1

FAN DISK FRONT FLANGE

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FAN AND BOOSTER (CONTINUED)

Fan blades The fan blades form the first stage of the Low Pressure Compressor (LPC) and accelerate the air entering the engine through the air inlet cowls. There are 24 titanium alloy, wide cord fan blades. Each blade has a dovetail base that slides into a recess on the fan disk outer rim. The fan blades are 20.67ins (0.52m) long. A retainer lug, machined at the rear end of the blade root, engages the forward flange of the booster spool and limits axial movements. A shim, installed underneath each blade, limits the radial movement of each blade.

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FAN BLADE PLATFORM PIN

FAN BLADE

LPC SHIM

FAN DISK

RETAINING RING

FAN RETAINING FLANGE

FAN BLADE INSTALLATION

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FAN AND BOOSTER (CONTINUED)

Fan blades (continued) Each blade has specific indications engraved on the bottom of the root. - Part number - Serial number - Momentum weight - Manufacturer code The fan blade root faces have an anti-friction plasma coating (Cu-Ni-In) and a top coat of cured molybdenumbase film varnish, which acts as a lubricant. Lubrication of blade roots is further improved by the application of solid molybdenum-base lubricant before installation on the fan disk.

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MANUFACTURER CODE PART NUMBER

MOMENTUM WEIGHT

TRAINING MANUAL

VIEW

A

F0301 337-000-114-0

206740 F0491 J023493

SERIAL NUMBER SUB-CONTRACTOR NUMBER

EXAMPLE SPECIFIC INDICATIONS

MOLYDAG COATING

VIEW

B

Cu-Ni-In AND MOLYDAG COATING

A

B

SPECIFIC INDICATIONS

FAN BLADE ROOT

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FAN AND BOOSTER (CONTINUED) LPC shims and platforms Shims

Platforms

Shims are installed in the dovetail slots of the fan disk, under the fan blade roots.

The 24 blade platforms, made of forged aluminium, are installed between adjacent fan blades.

They are designed to limit radial movement of the fan blades.

The blade platforms have 3 shoulders each having a centering hole. The front shoulder engages with a pin on the fan retaining flange, to prevent axial disengagement. To prevent radial movement, the center shoulder engages with a pin on the fan disk mid-flange and the aft shoulder engages with a pin installed on the front flange of the booster spool.

The 24 fan blades shims are made of titanium alloy and elastomer strips, made of Polyurethane, are molded onto their sides.

An elastomer lip seal is bonded to each side of the platform to avoid return airflow and the platform weight can be adjusted by the installation of elastomer strips.

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FAN BLADE

FAN BLADE PLATFORM

FWD

A

ELASTOMER STRIP WEIGHT ADJUSTMENT (AS NECESSARY)

LPC SHIM

ELASTOMER STRIP

VIEW A

FAN DISK ELASTOMER LIP SEAL

MATING SURFACES

FAN BLADES INSTALLATION

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FAN AND BOOSTER Booster rotor The booster rotor accelerates the air as it passes from stage to stage. The 3-stage booster rotor consists of a booster spool, forged and machined form titanium alloy, that is cantilever mounted on the rear of the fan disk. The inner front flange acts as a stop for the fan blades. The three stages of blades are numbered 2 to 4 (the first stage of the Low Pressure Compressor is the fan blade). Stage 2 has 74 blades, stage 3 has 78 blades and stage 4 has 74 blades. Rotating air seals are machined, between each stage, on the spool outer diameter. The outer front flange is designed with a forward rotating air seal.

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BOOSTER SPOOL BOOSTER BLADES

MOUNTING FLANGE

STG 2

STG 3

STG 4

DOVETAIL SLOT ROTATING AIR SEALS

FAN DISK

BOOSTER ROTOR

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FAN AND BOOSTER (CONTINUED)

Booster rotor (continued) The booster rotor blades, approximately 3.30-3.81ins (8497mm) long, are installed in circumferential dovetail slots and serve, primarily, to supercharge the compressor. Each stage has a loading slot and two smaller slots to position locking lugs. The dovetail roots of the blades are placed into the loading slot and moved around until the stage is full. Four of the blades have a cut-out to accommodate the locking lugs. The locking lugs ensure the blades are retained and prevented from rotating in the slot. They are shifted 120° from one stage to the other to ensure first static balancing of the booster. Correction weights can be installed in the stage 4 slot, under the blade platforms, for rotor balancing purposes.

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TRAINING MANUAL

BLADE LOCKS

LOADING SLOT

STEP1

LOCKING SLOTS STEP3 LOCKING BLADES

STEP2

BOOSTER BLADES

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FAN AND BOOSTER (CONTINUED)

Booster stator vane assembly The stator vane assembly changes the air velocity into pressure. The stacked vane assemblies are cantilever mounted on the fan frame front face. The assembly is composed of 4 stages bolted together and consists of stator vanes and inner and outer shrouds. The outer shroud, depending on its assembly location, is fitted with 1 or 2 mounting flanges at its ends. A splitter fairing, installed on the outer shroud of stage 1, separates the Primary and Secondary airflows. The outer shroud rear flange of the stage 4 vane assembly is bolted to the front face of the fan frame. The inner shroud rear flange of the stage 4 vane is rabbeted to form an interference fit with a corresponding flange on the fan frame.

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BOLTS

SPLITTER FAIRING OUTER SHROUD STAGE 4 VANE

FAN FRAME

INNER SHROUD

BOOSTER STATOR ASSEMBLY INTERFERENCE FIT

BOOSTER VANE ASSEMBLY

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FAN AND BOOSTER (CONTINUED)

Booster stator vane assembly (continued) Stator vane stages 1 to 4 are welded to the outer shroud and bonded on the inner shroud by the application of abradable material.

The inner shroud inner face is lined with abradable material, which faces the rotating air seal machined on the booster spool. The outer shroud inner face also has abradable material, which faces the tip of the rotor blades Stage 1 has 108 vanes, stages 2 and 3 have 136 vanes each and stage 4 has 136 vanes.

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MOUNTING FLANGE OUTER SHROUD MOUNTING FLANGE

STATOR VANE STAGE 1

STAGE 2 BLADES

ABRADABLE MATERIAL

ROTATING AIR SEAL

STAGE 3 BLADES

STATOR VANE STAGE 3 ROTATING AIR SEAL

INNER SHROUD WITH ABRADABLE MATERIAL

BOOSTER VANE DESIGN

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FAN AND BOOSTER (CONTINUED)

Booster stator vane assembly - borescope inspection Visual assessment of the booster stage 1 vane assembly and the leading edge of the LPC rotor stage 2 blades can be made using a borescope fitted with a long 90° extension. One unplugged hole at the 4 o’clock position is available to inspect the other booster blades. Inspection of stage 3 and 4 blades can be done through borescope port S0 also using a long 90° extension.

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FAN OUTLET GUIDE VANE

BORESCOPE VIEW THROUGH THE BOOSTER INLET

LONG RIGHT ANGLE EXTENSION

FAN BLADE 2

3

4

S0

BOOSTER INSPECTION

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TRAINING MANUAL

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No.1 AND No.2 BEARING SUPPORT MODULE

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TRAINING MANUAL

NO 1 AND 2 BEARING SUPPORT MODULE

The No 1 and 2 bearing support module belongs to the fan major module and its purpose is : - to support the fan booster rotor - to enclose the front section of the forward oil sump - to support one of the vibration sensors - to vent the forward sump - to provide the fan speed indication - to direct bearings lubrication It is bolted to the fan frame front face and its front flange is attached to the fan disk.

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TRAINING MANUAL

VENTS THE FWD SUMP

ENCLOSES FRONT SECTION OF FWD SUMP

PROVIDES FAN SPEED INDICATION

DIRECTS BEARING LUBRICATION

SUPPORTS FAN AND BOOSTER

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No.1 AND No.2 BEARING SUPPORT PURPOSE

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NO 1 AND 2 BEARING SUPPORT MODULE (CONTINUED) The No 1 & 2 bearing support module takes up the loads from the fan and booster rotor. It consists of : - the No 1 bearing support - the No 1 ball bearing - the No 2 bearing support - the No 2 roller bearing - the fan shaft - a forward stationary air/oil seal - an oil manifold assembly - 5 external pipes

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No.2 BEARING SUPPORT No.1 BEARING SUPPORT

OIL MANIFOLD

No.1 BALL BEARING

No.2 ROLLER BEARING

FAN SHAFT OIL DRAIN TUBE SUMP PRESSURIZATION TUBE (x3) No.1 BEARING STATIONARY AIR/OIL SEAL

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No.1 AND No.2 BEARING SUPPORT MODULE

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NO 1 AND 2 BEARING SUPPORT MODULE (CONTINUED) No 1 bearing support The No 1 bearing support is a titanium casting. The front flange of the support holds the No 1 ball bearing and its rear outer flange is bolted to the fan frame center hub. The support front flange provides an attachment to the No 1 bearing stationary air/oil seal and for the No 1 bearing vibration sensor.

The forward end of the bearing support has holes which allow oil to flow into a cavity at the bottom of the stationary air/oil seal structure. A scavenge oil tube, at the 6 o’clock position, connects the forward end of the cavity with the forward sump oil scavenge collector inside the fan frame hub. This scavenge circuit is also necessary during nose down attitudes, or high oil flow conditions, to prevent oil accumulation.

The bottom rear of the casing has a series of holes to allow the oil to flow into the forward sump scavenge oil collector in the fan frame hub. There is also a small orifice that drains residual oil, through a coupling sleeve, into the scavenge oil collector.

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AIR/OIL SEPARATOR

FAN SHAFT No. 1 BALL BEARING

No. 1 BEARING SUPPORT OIL SCAVENGE TUBE

No.1 BEARING SUPPORT

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TRAINING MANUAL

NO 1 AND 2 BEARING SUPPORT MODULE (CONTINUED) No 1 bearing The No 1 ball bearing is a thrust bearing which takes up the axial and radial loads generated by the low pressure rotor system.

An oil baffle, installed on the sleeve forward of the No 1 bearing, uses centrifugal force to prevent oil from flooding the forward sump front oil seal. The baffle also acts as a shim during bearing installation.

Its one-piece outer race is installed on the bearing support and retained with a nut, keywasher and retaining ring. The inner race consists of two halves mounted on a bearing sleeve and secured with a lock ring, retainer nut (left-hand threads), keywasher and retaining ring. The bearing sleeve forward outer diameter has two series of sealing ribs to form the rotating element of the forward sump front air/oil seal. The sleeve forward bore has locating slots to lock onto the shaft. The rear of the center bore has circular and axial grooves connecting to radial holes designed to supply lube oil to the bearing inner race.

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FORWARD STATIONARY AIR/OIL SEAL No.1 BRG SUPPORT OIL SEAL AIR SEAL

OUTER RACE AND BALL

INNER RACE RETAINER NUT

LOCATING SLOT FAN SHAFT

OIL BAFFLE INNER RACE

BEARING SLEEVE

No.1 BALL BEARING

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NO 1 AND 2 BEARING SUPPORT MODULE (CONTINUED) No 2 bearing support The No 2 bearing support is a titanium casting. Its outer flange is attached to the 12-strut hub intermediate flange. Its front inner flange holds the No 2 bearing outer race. There are a series of holes in the support to balance internal pressures in the forward oil sump and a hole to allow for the installation of the No 2 bearing oil nozzle. The support also accommodates a guide sleeve, at the 4 o’clock position, for installation of the N1 speed sensor probe. The guide sleeve position is adjusted with shims at assembly.

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TRAINING MANUAL

No.2 BEARING OIL NOZZLE LOCATION

No.2 BEARING OIL NOZZLE

AIR PRESSURE EQUALIZATION HOLE

No.2 ROLLER BEARING

No.1 SPEED SENSOR SLEEVE

No.2 BEARING SUPPORT

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No.2 BEARING SUPPORT

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NO 1 AND 2 BEARING SUPPORT MODULE (CONTINUED) No 2 bearing The No 2 roller bearing takes up some of the radial loads from the fan and booster rotor. Its outer race is bolted to the No 2 bearing support and its inner race is installed on the fan shaft. The No 2 bearing is locked axially in place on the fan shaft by a nut, a nut retainer and a retaining ring. The No 2 bearing inner race also holds the the N1 speed sensor wheel in place on the fan shaft. The wheel is a pulse generating rotor used by the sensor to measure N1 speed. The No 2 bearing nut is installed at the rear end of the fan shaft and its labyrinths provide sealing of the engine forward sump.

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TRAINING MANUAL

NUT RETAINER RETAINING RING

No.2 BEARING NUT

No.2 BEARING INNER RACE No.2 ROLLER BEARING

FAN SHAFT

No.2 BEARING OUTER RACE

No.1 SPEED SENSOR WHEEL

No.1 SPEED SENSOR SLEEVE

No.2 BEARING SUPPORT

No.1 SPEED SENSOR

No.2 ROLLER BEARING

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NO 1 AND 2 BEARING SUPPORT MODULE (CONTINUED) The fan shaft The fan shaft is a steel alloy forging and is supported by the No 1 & 2 bearings. Its front flange is attached to the fan disk with crimped self-locking nuts. It has internal drive splines and an inner shoulder for axial retention and mechanical coupling of the LPT shaft. An air/oil separator is located on the fan shaft between the No 1 & 2 bearings. The fan shaft also provides a single angular position for installation of the N1 speed sensor wheel.

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DRIVE SPLINES

DRIVE SPLINES AIR/OIL SEPARATOR LOCATION INNER SHOULDER INNER SHOULDER

N1 SPEED SENSOR WHEEL LOCATION

CRIMPED SELF-LOCKING NUTS

FAN SHAFT

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AIR/OIL SEPARATOR

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NO 1 AND 2 BEARING SUPPORT MODULE (CONTINUED) Air/oil separator The air/oil separator uses centrifugal force to separate oil particles from the air, which is then vented overboard. It consists of a support ring, holding 12 sleeves, and is held in position by a nut and keywasher. Each sleeve has an integral restrictor slowing down the air/oil mixture flowing out of the sump. Oil vapors condense on the inner diameter of the sleeve and are subjected to centrifugal force.

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TRAINING MANUAL

OIL PARTICLES SLEEVE (x12)

AIR VENTED OVERBOARD

SUPPORT RING

AIR/OIL SEPARATOR

CTC-215-032-00

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TRAINING MANUAL

NO 1 AND 2 BEARING SUPPORT MODULE (CONTINUED) N1 speed sensor wheel The N1 speed sensor wheel provides pulses proportional to the N1 speed. The wheel is made of magnetic metal AISI 9315 (16NCD13). It has 2 offset lugs on its forward face which engage into matching slots on the fan shaft, thus enabling a foolproof single angular position. The wheel outer diameter has 30 teeth. A speed sensor counts the teeth as the wheel turns and this provides an electrical signal that is proportional to the N1 speed. One of the teeth is thicker than all the others and is installed in the same angular position as fan blade No 1. The thicker tooth generates a stronger pulse as it passes the sensor and this is used as a phase reference in engine vibration analysis.

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TRAINING MANUAL

N1 SPEED SENSOR WHEEL

THICKER TOOTH

POSITIONING LUG

N1 SPEED SENSOR

N1 SPEED SENSOR WHEEL

CTC-215-033-00

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NO 1 AND 2 BEARING SUPPORT MODULE (CONTINUED) Forward stationary air/oil seal The forward stationary air/oil seal limits the engine forward sump at its front end and ducts air for seal pressurization. It is a composite material structure bolted to the No 1 bearing support front flange. Its forward end has two separate lands coated with abradable material that surrounds sealing ribs on the bearing sleeve. These ribs form the rotating element of the forward sump front air/oil seal. Space located between the seal inner and outer skin is divided into 5 independent compartments for pressurization, drainage and oil scavenge.

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SEAL PRESSURIZATION COMPARTMENT

ABRADABLE MATERIAL LANDS

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OIL DRAINAGE COMPARTMENT

OIL SCAVENGE COMPARTMENT

FORWARD STATIONARY AIR/OIL SEAL

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NO 1 AND 2 BEARING SUPPORT MODULE (CONTINUED) Oil manifold assembly The oil manifold assembly supplies oil from the fan frame hub to the No 1 & 2 bearings. The assembly is installed on the No 1 and No 2 bearing supports and consists of : - An oil manifold - No 1 bearing oil tube - No 1 bearing oil nozzles - No 2 bearing oil nozzle.

The No 2 bearing oil nozzle is bolted to the rear face of the No 2 bearing support inner flange. Oil is supplied by the oil manifold, through a hole in the bearing support. The oil that is not used for bearing lubrication passes to the Inlet Gearbox (IGB), through a tube installed at the rear of the No 2 bearing oil nozzle.

The oil manifold is bolted to the fan frame hub and supplies oil to the No 1 bearing oil tube and the No 2 bearing oil nozzle. The No 1 bearing oil tube is plugged into the oil manifold at its aft end and the No 1 bearing oil nozzles at its forward end. It is bolted onto the rear face of the No 1 bearing support aft inner flange. There are 2 oil nozzles, which supply oil to the No 1 bearing and they are bolted onto the rear face of the No 1 bearing support inner mid-flange.

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TRAINING MANUAL

No.1 BEARING SUPPORT

OIL MANIFOLD

OIL NOZZLES No.2 BEARING OIL NOZZLE

No.1 BEARING OIL TUBE

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No.2 BEARING SUPPORT

BEARINGS LUBRICATION SYSTEM

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TRAINING MANUAL

NO 1 AND 2 BEARING SUPPORT MODULE (CONTINUED) No 1 ball bearing lubrication The No 1 bearing oil manifold has two nozzles at approximately the 9 and 3 o’clock positions. These nozzles direct oil jets into a cavity formed by the fan shaft and the No 1 bearing inner race retaining nut. The oil flows between the No 1 bearing sleeve and the fan shaft and through holes drilled in the sleeve. The oil then goes between the two halves of the inner race to lubricate the bearing.

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TRAINING MANUAL

No.1 BEARING OIL NOZZLE (X2)

OIL FLOW

BEARING SLEEVE

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FAN SHAFT

INNER RACE RETAINING NUT

No.1 BALL BEARING LUBRICATION CIRCUIT

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NO 1 AND 2 BEARING SUPPORT MODULE (CONTINUED) No 2 roller bearing lubrication The single nozzle No 2 bearing oil tube directs an oil jet straight onto the rollers of the No 2 bearing.

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TRAINING MANUAL

OIL INLET

No.2 BEARING OIL NOZZLE

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No.2 ROLLER BEARING LUBRICATION CIRCUIT

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NO 1 AND 2 BEARING SUPPORT MODULE (CONTINUED) External piping

Oil scavenge

The external piping consists of 5 tubes mounted externally on the No 1 bearing support.

This tube connects to a compartment at the bottom of the stationary air/oil seal structure. This compartment is opened to the sump cavity at the rear of the No 1 bearing. It is installed at the 6 o’clock position.

Their purposes are : - Sump pressurization - Oil drainage - Oil scavenge Sump pressurization Three tubes direct booster discharge air to a cavity of the stationary air/oil seal. They are located at approximately the 3:30, 8:30 and 11:30 clock positions. There is a restrictor at the air inlet, to reduce the airflow. Oil drainage This tube connects to a compartment between the air/oil seals at the lowest point. Any oil from the sump that escapes through the seals is collected and drained overboard. It is located at approximately the 5 o’clock position.

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AIR

A

AIR PRESSURIZATION TUBE (x3)

A

FWD STATIONARY AIR/OIL SEAL

A

A B C

C

B

OIL SCAVENGE TUBE

OIL

EXTERNAL PIPING

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OIL

DRAIN TUBE

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TRAINING MANUAL

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TRAINING MANUAL

FAN FRAME MODULE

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TRAINING MANUAL

FAN FRAME MODULE

The fan frame module is the structure at the front of the engine. Its main purposes are : - to provide ducting for both the primary and secondary airflows. - to transmit power plant thrust to the aircraft. - to support the LPC rotor, through the No 1 & 2 bearing support. - to support the front of the HPC rotor through the No 3 bearing support. - to enclose the fan and booster. - to support various engine accessories. - to minimize fan area noise levels. - to provide attachment for the forward engine mounts, front handling trunnions and lifting points. - to support the fan inlet cowl. - to provide a connection between gearboxes and core engine rotor.

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SUPPORTS FAN INLET COWL

SUPPORTS ENGINE ACCESSORIES

TRAINING MANUAL

ENCLOSES FAN AND BOOSTER

TRANSMITS POWER PLANT THRUST TO AIRCRAFT

PROVIDES GROUND HANDLING PROVISIONS

SUPPORTS ENGINE ROTORS MECHANICAL LOADS

PROVIDES DUCTING FOR PRIMARY AND SECONDARY AIRFLOWS

PROVIDES A CONNECTION BETWEEN GEARBOXES/CORE ENGINE ROTOR

MINIMIZES FAN AREA NOISE LEVEL

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FAN FRAME MODULE MAIN PURPOSES

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TRAINING MANUAL

FAN FRAME MODULE (CONTINUED)

The fan frame module consists of the following major assemblies : - The containment case, - The Outlet Guide Vane (OGV) assembly, - The fan frame assembly (shroud and 12-strut hub), - The radial drive shaft housing.

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TRAINING MANUAL

FAN FRAME SHROUD

12-STRUT HUB

RADIAL DRIVE SHAFT HOUSING FAN OUTLET GUIDE VANE (OGV)

FAN FRAME MODULE

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FAN FRAME MODULE (CONTINUED)

The containment case The main purposes of the containment case are to provide : - attachment of the engine inlet cowl and the support and transmission of attachment loads from this point to the fan frame shroud, - fan blade containment, - an abradable liner for the fan blade tips, - an outer attachment point for the Outlet Guide Vanes (OGV), - AGB/TGB mount fittings.

The engine air inlet cowl is attached to the front flange of the containment case with bolts. Its inner surface houses an abradable shroud, located radially in line with the fan rotor blades. The outer shrouds of the OGV’s are bolted to the containment case.

The containment case is a single part made of aluminium alloy. Its outer rear flange is bolted to the outer front flange of the frame shroud. The outer surface has flanges and ribs to give more strength to the case during engine operation and to provide attachment for equipment brackets. It also has 2 hoisting points, at the 2 and 10 o’clock positions, for ground handling devices for engine equipment.

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OUTER REAR FLANGE OGV OUTER ATTACHMENT

2 HOISTING POINTS

OUTLET GUIDE VANE (OGV) FAN FRAME SHROUD

OGV INNER SHROUD

FWD

AGB / TGB MOUNT FITTINGS

FAN ABRADABLE LINER

CONTAINMENT CASE FAN INLET COWL MOUNTING FLANGE

CONTAINMENT CASE

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FAN FRAME MODULE (CONTINUED)

The Outlet Guide Vane (OGV) assembly The OGV assembly is housed at the rear of the containment case. Its purpose is to direct and smooth the secondary airflow to increase thrust efficiency. The assembly consists of the fan OGV inner shroud and 76 vanes, made of aluminium alloy. The OGV inner shroud rear flange is attached to the front of the 12-strut hub with bolts. Its forward outer surface features 76 apertures, containing composite seals, which house the OGV inner platforms and retain them axially in place. The vane outer platforms are bolted to the containment case. A splitter fairing, which separates the primary and secondary airflows, is bolted onto the fan OGV inner shroud forward flange.

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TRAINING MANUAL

OUTER PLATFORM

FAN FRAME SHROUD CONTAINMENT CASE

OGV OGV INNER SHROUD

INNER PLATFORM

OGV SEAL

FAN OUTLET GUIDE VANES

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FAN FRAME MODULE (CONTINUED)

The fan frame assembly The fan frame assembly is the major structure at the forward section of the engine. The fan frame assembly consists of : - the fan frame shroud. - the 12-strut hub. - the radial drive shaft housing. The 12-strut hub can be broken down into the following submodules : - the radial struts. - the mid-box structure. - the hub. The secondary airflow is ducted rearward between the fan frame shroud and the mid-box structure. The primary airflow from the booster is ducted to the HPC between the center hub and the mid-box structure.

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TRAINING MANUAL

FAN FRAME SHROUD

SECONDARY AIRFLOW RADIAL STRUTS

HUB

PRIMARY AIRFLOW

FORWARD LOOKING AFT

MID-BOX STRUCTURE

FAN FRAME ASSEMBLY

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FAN FRAME MODULE (CONTINUED)

The fan frame assembly The main purposes of the fan frame assembly are : - to provide an inlet airflow path to the core engine. - to take up loads from the fan and booster module, through the No 1 & 2 bearing support. - to provide mounting for the HPC and to take up the loads, through the No 3 bearing support. - to take up loads from the T/R. - to provide attachment for the rear of the booster, on its front flange. - to accommodate the forward engine mounts, on its rear flange. - to provide a housing for various service lines and equipment.

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THRUST REVERSER LOAD TAKE-UP ENGINE FORWARD MOUNTS HPC CASING MOUNTING BOOSTER MODULE ATTACHMENT

No.1 AND No.2 BEARING SUPPORT LOAD TAKE-UP

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No.3 BEARING SUPPORT LOAD TAKE-UP

FAN FRAME ASSEMBLY MAIN PURPOSES

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FAN FRAME MODULE (CONTINUED)

The fan frame shroud The fan frame shroud is made of aluminium alloy. It is connected with the hub through 12 bolted radial struts. On the fan frame shroud outer case surface are : - 2 ground handling trunnions, - the Transfer Gearbox (TGB) mounting pad, at the 9 o’clock position (Aft looking forward), - the engine data plate, at the 3 o’clock position. The containment case is bolted to the outer front flange. The outer case front flange supports and centers the fan inlet case. A thrust reverser extension ring called V-groove, is integrated with the fan frame shroud rear flange to accommodate the outer cowl of the thrust reverser. The inner surface of the outer case is the outer wall of the secondary airflow and is lined with acoustical panels.

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V-GROOVE FWD

GROUND HANDLING MOUNTS

RADIAL STRUTS LOCATIONS

TGB MOUNTS

ACOUSTICAL PANEL ATTACHMENT POINTS

THE FAN FRAME SHROUD

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FAN FRAME MODULE (CONTINUED)

The 12-strut hub The 12-strut hub is made of titanium alloy and the outer platforms of the radial struts are attached to the inner surface of the fan frame shroud. The struts give structural strength to the fan frame assembly. There are 12 struts, numbered 1 to 12 in a clockwise direction (ALF), where No 1 is at the 12 o’clock position. In the secondary flowpath, the vertical and horizontal struts (Nos 1, 4, 7 and 10), have a wider cross section. All the others have a narrow cross section to reduce drag losses.

The radial struts are hollow and provide passages for the following equipment : - Strut No 4 - The No 1 bearing vibration sensor cable and oil tank vent line. - Strut No 5 - The No 1 speed sensor. - Strut No 6 - The forward sump oil drain. - Strut No 7 - The forward sump oil scavenge tube. - Strut No 10 - The radial drive shaft and forward sump oil supply tube.

In the primary flowpath, all the struts have a narrow crosssection, apart from struts 4 and 10, which are slightly larger.

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1 12

2 MID BOX STRUCTURE

11

3 No. 1 BEARING VIBRATION SENSOR CABLE AND OIL TANK VENT LINE 4

ALF

10

RADIAL DRIVE SHAFT AND FWD SUMP OIL SUPPLY TUBE

N1 SPEED SENSOR 5

9

HUB 8

6

FWD SUMP OIL SCAVENGE TUBE

THE 12-STRUT HUB

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7

FWD SUMP OIL DRAIN

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FAN FRAME MODULE (CONTINUED)

The mid-box structure The hub mid-box structure is located between the primary and secondary airflows. The structure incorporates 12 struts which extend down to the center hub’s outer surface. The compartments formed between the adjacent struts, house 12 VBV doors. The VBV doors are controlled by 2 actuators, which are installed on the rear face of the hub mid-box structure, between struts 4 & 5 and struts 10 & 11. The rear face also features provisions for installation of the LPTACC valve, which is supplied by an air scoop between struts 5 & 6.

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STRUT 1 FWD STRUT 11

STRUT 10

VBV COMPARTMENTS

STRUT 4 VBV ACTUATOR MOUNTING PAD

STRUT 5

LPTACC VALVE MOUNTING PAD

HUB MID-BOX STRUCTURE

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VBV ACTUATOR MOUNTING PAD

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FAN FRAME MODULE (CONTINUED)

The mid-box structure (continued) The front face of the mid-box structure holds the rear flanges of the booster stator assembly and the OGV assembly inner shroud. The rear face holds the HPC forward case, 4 internal Vgroove shroud segments and supplies engine mounting. When the VBV doors are opened, primary air is directed through fan duct panels installed between the struts. The panels have a series of deflectors, to redirect the primary air into the secondary airflow. When the VBV doors are closed, the primary airflow is ducted between the mid-box structure and the hub.

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SECONDARY AIR FLOW FAN DUCT PANEL

V-GROOVE SHROUD SEGMENT

HPC CASE MOUNTING FLANGE VBV DOORS PRIMARY AIR FLOW

HUB MID-BOX STRUCTURE

CTC-215-051-00

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FAN FRAME MODULE (CONTINUED)

The hub The hub front face forward flange has threaded holes for bolts, which hold the No 1 bearing support. The No 2 bearing support is bolted to the front face of the hub intermediate flange. The front face of the rear flange holds the Inlet Gearbox (including the No 3 bearing assembly), and the forward stationary air/oil seal. The rear face holds the rear stationary air/oil seal, which forms the rear limit of the forward sump. The hub has various apertures for the passage of bleed air. On its front face, there are 3 air tappings which supply booster delivery air to the pressurizing air tubes for the forward stationary air/oil seal. On its outer wall, there are 3 air tappings which supply booster delivery air the the mid-sump pressurization seals.

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BOOSTER AIR TAPPINGS TO FWD STATIONARY AIR/OIL SEAL (3) REAR STATIONARY AIR/OIL SEAL

FORWARD STATIONARY AIR/OIL SEAL

BOOSTER AIR TAPPINGS TO MID-SUMP PRESSURIZATION SEAL (3)

FAN FRAME HUB

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FAN FRAME MODULE (CONTINUED)

The radial drive shaft housing Strut No 10, at the 9 o’clock position, contains both the forward sump oil supply tube and the Radial Drive Shaft (RDS) housing. The RDS housing is a two piece assembly, made up of inner and outer housings, that is installed alongside the forward sump oil supply tube. The inner and outer housings are tubes fitted together with O-rings. The inner housing has a rabbet diameter, which is bonded to the strut and must be heated in order to remove it from the strut. The RDS is the mechanical rotating link between the Inlet Gearbox (IGB) and the Transfer Gearbox (TGB). At the shaft’s center there is a mid-length ball bearing. The outer race of the bearing is screwed to the inside of the outer housing.

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INLET GEARBOX

INNER RADIAL DRIVE SHAFT

FAN FRAME 12-STRUT HUB (STRUT No.10)

SHAFT MID-LENGTH BALL BEARING DRIVE SHAFT HOUSING OUTER RADIAL DRIVE SHAFT TUBE GUIDE FOWARD SUMP OIL SUPPLY TUBE

ACCESSORY GEARBOX

RADIAL DRIVE SHAFT HOUSING

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TRANSFER GEARBOX

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CORE ENGINE MAJOR MODULE

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CORE ENGINE MAJOR MODULE

The core engine is a high pressure, high speed, gas generator that produces the power to drive the engine. Fan discharge air is compressed in the High Pressure Compressor (HPC), heated and expanded in the combustion chamber. It is then directed by the High Pressure Turbine (HPT) nozzles onto the HPT rotor. Energy not extracted from the gas stream by the HPT rotor is used to drive the Low Pressure Turbine (LPT), fan rotors and booster. The forward end of the core is supported by the No 3 ball and roller bearings, located in the fan frame. The aft end is supported by the No 4 roller bearing, located in the HPT rotor rear shaft.

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The core engine consists of the following : The HPC. - HPC rotor. - HPC front stator. - HPC rear stator. The combustion section. - Combustor casing. - Combustion chamber. The HPT. - HPT nozzle. - HPT rotor. - HPT shroud & Stage 1 LPT nozzle.

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COMBUSTION CASE

HIGH PRESSURE COMPRESSOR STATOR

COMBUSTOR HIGH PRESSURE TURBINE NOZZLES FUEL NOZZLES

HPC STATOR

HIGH PRESSURE TURBINE SHROUDS STAGE 1 LPT NOZZLES

HIGH PRESSURE COMPRESSOR ROTOR

#3 BEARING #4 BEARING

HPC ROTOR

HIGH PRESSURE TURBINE ROTOR AIR DUCT

CORE ENGINE MAJOR MODULE

CTC-215-071-00

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HIGH PRESSURE COMPRESSOR

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THE HIGH PRESSURE COMPRESSOR (HPC)

The HPC is a 9-stage compressor and its main purpose is to increase the pressure of the air as it passes from stage to stage, to supply the combustor section. The HPC also has pipe connections that duct 4th, 5th, and 9th stage bleed air for both engine and aircraft use. The HPC is mounted between the fan frame and the combustor case. It consists of the following modules : - The compressor rotor - The compressor front stator - The compressor rear stator

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HIGH PRESSURE COMPRESSOR FRONT STATOR HIGH PRESSURE COMPRESSOR REAR STATOR HIGH PRESSURE COMPRESSOR ROTOR

4th. STAGE BLEED AIR

9th. STAGE BLEED AIR

HP COMPRESSOR SECTION

CTC-215-072-00

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5th. STAGE BLEED AIR

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TRAINING MANUAL

COMPRESSOR ROTOR

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THE HIGH PRESSURE COMPRESSOR

The compressor rotor The compressor rotor increases the velocity of fan booster discharge air, which is pressurized by the stator before entering the combustion section. It is housed in the compressor case and the rotor front end is supported by the No 3 bearing. Its rear end is bolted to the HPT front shaft, through the rear rotating (CDP) air seal.

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REAR ROTATING (CDP) AIR SEAL FRONT SHAFT SUPPORTED BY THE No.3 BEARING HPT FRONT SHAFT

HP COMPRESSOR ROTOR

CTC-215-073-00

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THE HIGH PRESSURE COMPRESSOR (CONTINUED)

The compressor rotor (continued) The HPC rotor is a 9-stage, axial flow, high speed, spooldisk structure. The rotor has 5 major parts : - The rotor shaft - The stage 1-2 spool - The stage 3 disk - The stage 4-9 spool - The rear rotating (CDP) air seal

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STAGE 4-9 SPOOL REAR ROTATING (CDP) AIR SEAL

STAGE 3 DISK

STAGE 1 BLADES

ROTOR SHAFT

STAGE 9 BLADES

STAGE 1-2 SPOOL

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HP COMPRESSOR ROTOR DESIGN

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THE HIGH PRESSURE COMPRESSOR (CONTINUED)

The compressor rotor (continued) The rotor shaft, disk and spools connect at a single bolted joint to form a smooth, rigid unit. The flange of the HPC rotor shaft is bolted between the 1-2 spool and the stage 3 disk.

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STAGE 4-9 SPOOL STAGE 1-2 SPOOL

STAGE 3 DISK

HPC ROTOR SHAFT

THE COMPRESSOR ROTOR

CTC-215-075-00

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REAR ROTATING (CDP) AIR SEAL

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THE HIGH PRESSURE COMPRESSOR (CONTINUED)

The rotor shaft The rotor shaft is the forward support for the HPC. It is made of titanium alloy. The shaft is splined and attached to the IGB horizontal bevel gear by a coupling nut. The IGB contains the thrust bearing for the core engine. The shaft forward end is threaded and has 2 machined slots for installation of a retaining ring to provide locking to the coupling nut. The shaft also has 2 pilot lands to center the IGB bevel gear. The shaft has holes machined at the rear to allow booster air to pass for internal cooling.

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TRAINING MANUAL

SEATING SHOULDER COOLING AIR HOLE SPLINES

LOCKING SLOTS

PILOT LANDS

THREADS

HPC ROTOR SHAFT DESIGN

CTC-215-076-00

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THE HIGH PRESSURE COMPRESSOR (CONTINUED)

The stage 1-2 spool The stage 1-2 spool is cantilever mounted on the front face of the rotor shaft flange. The spool is a titanium alloy forging and is assembled by inertia welding. There are inter-stage labyrinth seals machined on the spool, which face abradable structures on the stator assembly in order to optimize flow path sealing and HPC performance. The spool has individual axial slots for blade installation : - Stage 1 has 38 blades - Stage 2 has 53 blades.

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STAGE 1-2 SPOOL MOUNTING FLANGE

STAGE 1-2 SPOOL

INTER-STAGE LABYRINTH SEALS

INTER-STAGE LABYRINTH

HPC ROTOR SHAFT STAGE 1 STAGE 2

HPC STAGE 1-2 SPOOL

CTC-215-077-00

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THE HIGH PRESSURE COMPRESSOR (CONTINUED)

The stage 3 disk The stage 3 disk mates with the rotor shaft flange and supports the stage 4-9 spool. It is made of titanium alloy. Its outer rim has individual axial dovetail slots for blade installation. There are 60 blades. Retainer hooks are machined on either side of the disk to provide a slot for the installation of split-ring type blade retainers.

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DOVETAIL SLOT RETAINER HOOKS

RETAINER HOOKS

DISK BORE

DISK WEB

MATING SURFACES

HPC STAGE 3 DISK

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THE HIGH PRESSURE COMPRESSOR (CONTINUED)

The stage 3 disk (continued) Blade retention The front spool and disk blade retention system is similar for all three stages. The blades all have dovetail roots that slide into individual dovetail slots. The blades are held in place by a ring blade retainer that engages into retainer slots.

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TRAINING MANUAL

HPC STAGE 2

STAGE 2 RING RETAINER

STAGE 3 RING RETAINER

STAGE 1 RING RETAINER

HPC STAGE 3 STAGE 3 RING RETAINER

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HPC FRONT SPOOL BLADE RETENTION SYSTEM

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THE HIGH PRESSURE COMPRESSOR (CONTINUED)

The stage 4-9 spool The HPC stage 4-9 spool is bolted onto the stage 3 disk rear face and its aft flange accommodates the rear rotating air seal disk. It is made from a nickel alloy. There are a series of labyrinth seal teeth on the spool outer structure, between each stage, which face an abradable structure on the stator assembly.

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AIR SEAL DISK

STAGE 4-9 SPOOL STAGE 3 DISK

AIR SEAL DISK STAGE 4-9 SPOOL

HPC STAGE 4-9 SPOOL

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THE HIGH PRESSURE COMPRESSOR (CONTINUED)

The stage 4-9 spool (continued) The outer surface of the 4-9 spool has 6 circumferential dovetail grooves for installation of the blades. Each groove has: - a loading slot for blade installation. - 2 slots for the installation of locking lugs used to immobilize the blades. For balancing purposes, the position of the locking lugs is shifted between stages : - stages 4 and 5 180° apart. - stages 5 and 6 60° apart. - stages 6 and 7 180° apart. - stages 7 and 8 60° apart. - stages 8 and 9 180° apart.

The stage 4-9 blades fit into the circumferential dovetail grooves on the spool : - Stage 4 has 68 blades - Stage 5 has 75 blades - Stages 6 & 7 have 82 blades - Stage 8 has 80 blades - Stage 9 has 76 blades The blade tips are machined to reduce contact surface rubbing (squealer tip). Their platforms can be either wide or narrow to adjust circumferential clearance. On each stage there are 4 blades, which have cut-outs on their platforms to accommodate the blade locking lugs.

2 seal wires are installed forward and aft of the groove and make contact with the underside of the blade platforms at installation. These seal wires ensure flow path sealing.

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DETAIL

STAGE 4 TO 9 HPC BLADES

A PLATFORM CUT-OUT

A

BLADE LOCKING LUGS SEAL WIRES BLADE LOADING SLOT

CTC-215-081-00

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HPC REAR SPOOL BLADE RETENTION SYSTEM

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THE HIGH PRESSURE COMPRESSOR (CONTINUED)

Rotor blades design All the blades are squealer tip types. Stage 1 blades have a stiffener. Stage 1-3 blades are made of titanium alloy. Stage 4-9 blades are made of nickel alloy. The blade roots have an aluminum bronze (Al-Br) coating on their mating faces.

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FILLET RADIUS SQUEALER TIP

AL-BR COATING AL-BR COATING

RTV IDENT NUMBER

IDENT NUMBER STAGE 1

STAGE 2-3

IDENT NUMBER

COLLOIDAL GRAPHITE (2 PLACES)

STAGE 4 TO 9

ROTOR BLADES DESIGN

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RTV

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THE HIGH PRESSURE COMPRESSOR (CONTINUED)

The rear rotating air seal The compressor rotor rear rotating (CDP) air seal is a onepiece nickel alloy forged part, with abrasive protectioncoated labyrinth seal teeth. The CDP seal is attached to the aft flange of the stage 4-9 spool by a tight-fitting rabbeted diameter. The seal is axially clamped by the bolts and nuts which hold the forward flange of the HPT shaft to the compressor. Its outer rim has labyrinth teeth to control CDP air supply to a downstream compartment for HP rotor axial balancing.

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HPC SPOOL STAGE 4-9

TRAINING MANUAL

HP TURBINE SHAFT FRONT FLANGE

SEAL TEETH

SEAL TEETH

HPC REAR ROTATING (CDP) AIR SEAL

HPC REAR ROTATING AIR SEAL

CTC-215-084-00

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COMPRESSOR FRONT STATOR

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TRAINING MANUAL

THE HIGH PRESSURE COMPRESSOR (CONTINUED)

The front stator The compressor stator changes the air velocity produced by the rotor into pressure. The front case forms the load carrying structure between the fan frame and the combustion case. The front case is made up of two halves with horizontal split-line flanges that are machined as a matched set from a steel forging.

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CFM56-7B

EFG

TRAINING MANUAL

FAN FRAME

COMBUSTOR CASE

HPC STATOR CASE

HPC FRONT STATOR LOCATION

CTC-215-085-00

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EFG

TRAINING MANUAL

THE HIGH PRESSURE COMPRESSOR (CONTINUED)

The front stator (continued) The HPC front stator is constructed with an upper case and a lower case. The front stator assembly consists of : - the stator case halves - the inlet guide vanes (IGV) - the variable stator vanes (VSV), stages 1, 2 and 3 - the fixed stator vanes stages 4 and 5 - the VSV actuation system The inner surface is machined to provide a smooth air flowpath through stages 1 to 5.

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CFM56-7B

EFG VARIABLE STATOR STAGES

TRAINING MANUAL

UPPER CASE

VSV ACTUATOR

FIXED STATOR STAGES SPLIT LINE

LOWER CASE VSV ACTUATOR INLET GUIDE VANES

HPC FRONT STATOR DESIGN

CTC-215-086-00

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EFG

TRAINING MANUAL

THE HIGH PRESSURE COMPRESSOR (CONTINUED)

The front stator case The upper and lower cases of the HPC front stator are bolted together. They have ports at the 4th and 5th stages to accommodate pipes that supply bleed air for both engine and aircraft use. Bleed air from the 4th stage is extracted for High Pressure Turbine (HPT) cooling and clearance control and for Low Pressure Turbine (LPT) cooling. Bleed air from the 5th stage ports is for the use of the customer. There are also a series of plugged ports alongside the casing, at approximately the 5 o’clock position, for borescope inspection of the rotor blades (one port per stage) and the 2 stator vanes adjacent to the port. The outer case has individual raised bosses at the IGV and stages 1, 2 and 3. The outer case is thin to save weight, so the bosses add extra depth to accommodate the variable vane trunnions.

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EFG

TRAINING MANUAL

UPPER CASE HPC FRONT STATOR ASSY BLEED PORTS AIR INLET

HPC DISCHARGE

BORESCOPE PORTS CUSTOMER BLEED

BORESCOPE PORTS

HPC ROTOR ASSY

LOWER CASE

HPC FRONT STATOR DESIGN

CTC-215-087-00

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EFG

TRAINING MANUAL

THE HIGH PRESSURE COMPRESSOR (CONTINUED)

Variable stator vane stages outer end connection. The IGV and stages 1, 2 and 3 are variable vanes installed individually through the HPC front case. The vanes are made of a steel alloy. The vane’s outer trunnion passes through the bosses in the outer case. Its radial position is adjusted by an inner washer and the upper pivot is protected by an outer bushing. It is then connected to a lever arm and secured by a washer and nut. The lever arm connects to actuation rings around the outer surface of the front case.

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CFM56-7B

EFG

TRAINING MANUAL

NUT OUTER WASHER LEVER ARM

OUTER BUSHING ACTUATION RING STATOR CASE IGV

TRUNNION INNER WASHER

STG 1 STG 2 VANE

VSV UPPER END CONNECTION

CTC-215-088-00

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EFG

TRAINING MANUAL

THE HIGH PRESSURE COMPRESSOR (CONTINUED)

Variable stator vane stages inner end connection All stages of vanes have a shroud on their inner diameter. There are 2 IGV shroud segments, the upper and the lower, which can be separated into forward and aft halves. The forward and aft IGV shroud sections are a matched set bolted together to form a segment. The inner end of the inlet guide vane fits into an inner trunnion bushing installed in holes in the shroud segments.

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EFG

TRAINING MANUAL

IGV INNER END

INNER TRUNNION BUSHING

BOLT NUT AFT SECTION

FORWARD SECTION

UPPER SHROUD HALVES

CTC-215-089-00

TOC

INLET GUIDE VANE INNER END CONNECTION

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EFG

TRAINING MANUAL

THE HIGH PRESSURE COMPRESSOR (CONTINUED)

Variable stator vane stages inner end connection Stages 1, 2 and 3 vanes are mounted in a similar way to the IGV’s, but the shroud segments are smaller. Stages 1 and 2 hold seven vanes each and stage 3 holds eight vanes. Two bushings fitted at the outer ends of the segments have a small cutout to allow insertion of headed pins, which lock the shroud segments in position. At the pins location, the vanes have a machined slot on their inner pivot which allows their rotation and also pin insertion. The bushings and pins are held in place by the installation of a honeycomb seal, which slides into slots machined on the shroud. The honeycomb seals face the rotor teeth to make interstage seals that prevent air leakage from the flowpath.

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EFG

TRAINING MANUAL

VANE HEADED PINS

SHROUD

HEADED PIN

INNER BUSHING

INNER BUSHINGS SEAL

CTC-215-090-00

TOC

VSV SHROUD SEGMENTS INSTALLATION

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EFG

TRAINING MANUAL

THE HIGH PRESSURE COMPRESSOR (CONTINUED)

Fixed stator vane stages 4 and 5 There are 2 circumferential grooves machined inside the front stator case to accommodate stator vane sectors at stages 4 and 5. The stage 4 sectors have 9 vanes. The stage 5 sectors have 8 vanes. The vanes are made of a steel alloy. The stator vane sectors slide into the circumferential grooves on their outer platform rail with segment guides. The sectors inner platform rail accommodates a honeycomb shroud, which faces labyrinth seal teeth to prevent air leakage from the flowpath. Slots are machined at the end of the circumferential grooves to accommodate an anti-rotation stop for sector retention.

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CFM56-7B

EFG OUTER PLATFORM RAIL

TRAINING MANUAL

SHROUD STATOR VANE SECTOR

VANES

SEGMENT GUIDES

INNER PLATFORM RAIL

TRAILING EDGE BRAZED JOINTS SEAL SLOTS

STAGE 5

ANTI-ROTATION STOP

CTC-215-091-00

TOC

HPC VANE SECTOR INSTALLATION

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EFG

TRAINING MANUAL

THE HIGH PRESSURE COMPRESSOR (CONTINUED)

The VSV actuation system Actuation of the variable vanes is acheived through hydro-mechanically actuated bellcrank assemblies. The bellcrank assemblies are installed on the front compressor stator at the 2 and 8 o’clock positions. Fixed links, which are bolted to upper and lower actuation rings, form the connection to the bellcrank assemblies. The upper and lower actuation rings are connected to the lever arms on the variable vanes. A guide installed on the actuation rings makes contact with a polished surface on the stator case and ensures a smooth gliding action of the rings movement. Fuel pressures from the Hydromechanical Unit (HMU) operate the hydraulic actuators on command from the Electronic Engine Control (EEC).

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EFG

TRAINING MANUAL

THREADED BUSHING

VSV ACTUATOR

LEVER ARM

BOLT

GUIDE

HEADED PIN

UPPER ACTUATION RING EEC CONNECTING LINK BUSHING LOWER ACTUATION RING

HMU

STRAIGHT PIN

THREADED HOLES ACTUATION RING VSV ACTUATOR

BELLCRANK ASSEMBLIES

VSV ACTUATION SYSTEM

CTC-215-092-00

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EFG

TRAINING MANUAL

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EFG

TRAINING MANUAL

COMPRESSOR REAR STATOR

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EFG

TRAINING MANUAL

THE HIGH PRESSURE COMPRESSOR (CONTINUED)

The rear stator The HPC rear stator plays a role in increasing the air pressure delivered to the combustion section. The rear stator houses three fixed vanes stages 6-8 and is installed inside the front stator casing. The HPC fixed vane stage 9 is part of the combustion case.

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EFG

TRAINING MANUAL

COMBUSTOR CASE HPC FRONT STATOR CASING

STAGE 9 HPC REAR STATOR CASING STAGE 6-8

REAR STATOR LOCATION

CTC-215-093-00

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EFG

TRAINING MANUAL

THE HIGH PRESSURE COMPRESSOR (CONTINUED)

The rear stator (continued) The rear stator aft flange is cantilever mounted on the inner flange of the rear stator support. The rear stator support outer flange is installed between the front stator and the combustor case. All flanges are close tolerance rabbeted diameters and are bolted to make a strong assembly. The forward end of the rear stator assembly is held radially by a pilot diameter at stage 5 of the front stator case. This gives accurate concentricity between the front and rear stator case assemblies.

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CFM56-7B

EFG

TRAINING MANUAL

RABBETED DIAMETER

REAR STATOR SUPPORT

PILOT DIAMETER

STAGE 6 VANE SLOT

CTC-215-094-00

TOC

HPC REAR STATOR INSTALLATION

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EFG

TRAINING MANUAL

THE HIGH PRESSURE COMPRESSOR (CONTINUED)

The rear stator (continued) The rear stator case is made up of two halves bolted together at their 3 and 9 o’clock split-line flanges. The casing halves are a matched set machined from a zinc-nickel-cobalt alloy forging. The casings have internal machined circumferential slots that hold the fixed vanes of stages 6, 7 and 8. The vanes are assembled into segments and each stage has 10 segments. Each casing half is equipped with an anti-rotation stop, which keeps the segments in position. All stages of vanes have a honeycomb shroud on their inner diameter that faces rotor seal teeth to make interstage air seals. The casing has borescope ports for inspection of internal areas.

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EFG

TRAINING MANUAL

VANE SEGMENT ANTI-ROTATION STOP

STAGE 6

STAGE 7

STAGE 8

BORESCOPE PORTS SPLIT FLANGE

SPLIT FLANGE

HPC REAR STATOR ASSEMBLY

CTC-215-095-00

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EFG

TRAINING MANUAL

THE HIGH PRESSURE COMPRESSOR (CONTINUED)

Borescope ports There are 9 plugged borescope ports on the lower stator case, at approximately the 5 o’clock position, and they are numbered S1 thru S9, where S1 is the most forward. S7, S8 and S9 plugs have a particular design. They are double plugs. The inner thread engages the HPC rear stator case, while the outer thread is tightened on the HPC case. A spring-loaded system enables the outer plug to drive the inner plug. Both the inner and outer plugs have specific torque values.

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CFM56-7B

EFG S6

S5

TRAINING MANUAL

S4

FWD

S3 S2 S1

TOP VERTICAL

S9

S1 TO S9

S8

AFT LOOKING FORWARD

S7

S6 BORESCOPE PLUG ( S1 TO S6 ) S9 BORESCOPE PLUG ASSEMBLY ( S7 TO S9 )

S7 S9 S8

S6

S5 S4

S3

S2 S1

HPC BORESCOPE PORTS

CTC-215-096-00

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EFG

TRAINING MANUAL

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EFG

TRAINING MANUAL

COMBUSTION SECTION

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TRAINING MANUAL

THE COMBUSTION SECTION

The combustion section is located between the High Pressure Compressor (HPC) and the Low Pressure Turbine (LPT). Air from the HPC is mixed with fuel, supplied by 20 fuel nozzles. During the starting sequence, or when required, the mixture is ignited by 2 igniter plugs, in order to produce the necessary energy to drive the turbine rotors. Residual energy is converted into thrust. The combustion section also supplies HPC 9th stage bleed air for both aircraft and engine use. There are two versions of combustion chambers : - the Single Annular Combustor : (SAC) - the Dual Annular Combustor : (DAC)

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CFM56-7B

EFG

TRAINING MANUAL

FUEL NOZZLE x20 LPT STATOR

IGNITER PLUGS x2

ENERGY

ANNULAR COMBUSTION CHAMBER

SAC

HIGH PRESSURE TURBINE

DAC ENERGY

FUEL NOZZLE x20

COMBUSTOR DESIGN

CTC-215-097-00

TOC

LPT STATOR

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EFG

TRAINING MANUAL

THE COMBUSTION SECTION (CONTINUED)

The front face of the combustor is attached to the rear of the HPC. Its rear face is bolted onto the LPT module front flange. The rear part of the combustor houses the High Pressure Turbine (HPT) module and stage 1 LPT nozzle. The combustion section consists of : - the combustion case - the combustion chamber

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CFM56-7B

EFG

TRAINING MANUAL

COMBUSTION CASE COMBUSTION CASE REAR FLANGE COMBUSTION CASE FRONT FLANGE

HP TURBINE SECTION

COMBUSTION CHAMBER

COMBUSTOR INTERFACES

CTC-215-098-00

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EFG

TRAINING MANUAL

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EFG

TRAINING MANUAL

COMBUSTION CASE

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EFG

TRAINING MANUAL

THE COMBUSTION SECTION (CONTINUED)

The combustion case The combustion case is a weldment structure, which provides the structural interface between the HPC, the combustor and the LPT and transmits the engine axial loads. It provides 9th stage bleed air for both engine and aircraft use.

The combustion case also has : - 6 borescope ports. - 4 customer bleed ports. - 4 ports for LPT stage 1 cooling. - 3 ports for HPT clearance control air, 1 for source air and 2 for the introduction of air to the shrouds. - 2 ports for start bleed, 1 for source and 1 for introduction (not shown).

It incorporates the compressor Outlet Guide Vanes (OGV) and a diffuser, which slows down HPC airflow prior to delivering it into the combustion area, thus improving combustion efficiency. The mounting pads accommodate 20 fuel nozzles around the outer surface and 2 igniters, which are at the 4 and 8 o’clock positions. The fuel nozzles are supplied by the following equipment, which is attached to the case : - a fuel supply manifold (Y-tubes). - 4 fuel manifold halves.

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EFG

TRAINING MANUAL

HPT SHROUD AIR CLEARANCE CONTROL (2) AFT FLANGE

BORESCOPE BOSS (4)

OUTLET GUIDE VANE DIFFUSER FUEL NOZZLE PAD (20) P53 PAD (1) BORESCOPE BOSS (2)

9TH STAGE BLEED AIR IGNITER BOSS (2)

LPT STAGE 1 COOLING AIR (4)

FUEL NOZZLES (20) AND MANIFOLDS

COMBUSTOR CASE DESIGN

CTC-215-100-00

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EFG

TRAINING MANUAL

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EFG

TRAINING MANUAL

COMBUSTION CHAMBER

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EFG

TRAINING MANUAL

THE COMBUSTION SECTION (CONTINUED)

The combustion chamber

The dome

The combustion chamber is a short annular structure housed in the combustion case.

The dome is made of both cast and machined components.

It is installed between the HPC stator stage 9 and the HPT nozzle.

It is bolted at its inner and outer ends to the liners and cowls.

The swirl nozzles and the liners, which provide additional combustion and cooling air, produce an efficient fuel/air mixture providing a uniform combustion pattern and low thermal stresses.

The dome contains the spectacle plate, which supports 20 primary swirl nozzles, 20 secondary swirl nozzles, sleeves and deflectors. The swirl nozzles, sleeves and deflectors mix air and fuel.

It consists of : - the swirl fuel nozzles and deflectors (the dome) - the outer and inner cowls - the outer and inner liners

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The surface of the dome is cooled by a layer of air from the HPC discharge (CDP) airflow.

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CFM56-7B

EFG

TRAINING MANUAL

OUTER LINER OUTER COWL

HPT NOZZLE

SWIRL FUEL NOZZLE

INNER LINER HPC STATOR STAGE 9

DEFLECTOR SLEEVE

INNER COWL

SECONDARY SWIRL NOZZLE PRIMARY SWIRL NOZZLE

COMBUSTION CHAMBER

CTC-215-101-00

TOC

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EFG

TRAINING MANUAL

THE COMBUSTION SECTION (CONTINUED)

The outer and inner cowls The outer and inner cowls form the front end of the combustor and are designed to give a constant and stable airflow to the combustion chamber.

The outer liner has 2 ferrules for installation of the spark igniters and locator ridges* to ensure correct alignment with the combustion case.

They are made from a nickel-chrome alloy.

*Note : There is only one locator ridge on recent engines at the top vertical centerline position, but earlier versions have three 120° apart.

The outer and inner cowls are attached to the forward end of the outer and inner liners and the dome by 80 bolts, which are tack welded at their heads. The tack weld must be carefully ground off in order to remove the bolts and separate the cowls from the liners and dome.

The outer and inner liners rear mounting flanges are secured to the High Pressure Turbine (HPT).

The outer and inner liners

The inner liner rear flange is bolted to the HPT forward inner nozzle support.

The outer and inner liners are of an integral design with overhung panels which contain closely spaced holes for cooling purposes. To lower turbine inlet gas temperature, the liners have dilution holes, which produce additional combustion and cooling air.

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Both inner and outer liners have a thermal barrier coating on their inner surfaces.

The outer liner rear mounting flange is S-shaped and has a rabbeted diameter which is pinched between the HPT nozzle vane outer platform and the combustion chamber outer casing. This allows for thermal expansion of the combustion chamber.

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CFM56-7B

EFG

TRAINING MANUAL

LOCATOR RIDGE OUTER LINER LUG RING AFT SEAL

INNER COWL INNER LINER SWIRL NOZZLE INNER SUPPORT FLANGE DILUTION HOLES LOCATOR RIDGE IGNITER FERRULE (2 LOCATIONS)

OUTER COWL

COOLING HOLES

CTC-215-103-00

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OUTER AND INNER COWLS AND LINERS

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CFM56-7B

EFG

TRAINING MANUAL

THE COMBUSTION SECTION (CONTINUED)

Borescope ports There are 4 plugged borescope ports (S12, S13, S14, S15) around the combustion case, which enable inspection of the combustion chamber. Two other ports are available, using the spark igniter ports S10 and S11, which can also be used to inspect the High Pressure Turbine (HPT) blades.

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EFG

TRAINING MANUAL

BORESCOPE PORT LOCATIONS (ALF)

S12

S15 S14.5 (DAC ONLY)

COMBUSTION CASE

S13

S10 IGNITER

S11 IGNITER S14

BORESCOPE PLUG S12, S13, S14, S14.5 (DAC ONLY), S15

CTC-215-106-00

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FWD IGNITER (S10, S11)

COMBUSTION CHAMBER BORESCOPE PORTS

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EFG

TRAINING MANUAL

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CFM56-7B

EFG

TRAINING MANUAL

HIGH PRESSURE TURBINE

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THE HIGH PRESSURE TURBINE (HPT)

The HPT converts the kinetic energy of gasses from the combustion chamber into torque to drive the HPC. It is housed in the combustion case and is a single-stage air cooled assembly that consists of : - the HPT nozzle - the HPT rotor - the HPT shroud and stage 1 LPT nozzle

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TRAINING MANUAL

COMBUSTOR CASE

STAGE 1 LPT NOZZLE

HPT NOZZLE HPT ROTOR HPT SHROUD

THE HIGH PRESSURE TURBINE

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TRAINING MANUAL

HIGH PRESSURE TURBINE NOZZLE

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THE HIGH PRESSURE TURBINE

The HPT nozzle The HPT nozzle directs the gas flow from the combustion chamber onto the blades of the HPT rotor at an angle that will give the greatest performance during all operating conditions. The HPT nozzle consists of : - 21 nozzle segments of 2 vanes each - the forward and aft inner supports - the aft outer stationary seal

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TRAINING MANUAL

HPT NOZZLE

AFT INNER SUPPORT BOLT SHIELD FWD INNER SUPPORT OUTER STATIONARY SEAL

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HIGH PRESSURE TURBINE NOZZLE ASSEMBLY

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THE HIGH PRESSURE TURBINE (CONTINUED)

The nozzle segments The 21 HPT nozzle segments are assemblies made up of 2 vanes brazed onto inner and outer platforms. Each vane is a cast shell divided into forward and aft cooling compartments by an inner rib. The vanes and platforms are cooled by CDP air, which enters the vane compartments through inserts in the inner and outer ends of the vanes. The air exits through holes in the vane’s leading edge and slots in the trailing edge.

The nozzle inner and outer platform sides have metal seals, held in place by grease at installation, to prevent air leakage. The forward inner and outer platform seals are pushed against the combustion case inner and outer liners by springs. The vanes rear outer platform seal is pushed against the shroud support by spring-loaded clips. The vanes rear inner platforms are supported by forward and aft inner supports.

The vanes and platforms are made of a high strength nickel base alloy, with a protective coating on the vane airfoils and the platform flowpath surfaces.

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TRAINING MANUAL

AFT OUTER LEAF SEAL FWD OUTER LEAF SEAL

COOLING COMPARTMENT

INNER RIB

VANE SEAL SLOT COOLING SLOTS COOLING SLOT AFT INNER FLANGE

COOLING COMPARTMENT

COOLING HOLE

INNER PLATFORM SEAL SLOT

INNER LEAF SEAL

HP TURBINE NOZZLE SEGMENTS

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THE HIGH PRESSURE TURBINE (CONTINUED)

The nozzle inner supports The HPT nozzle inner supports are made of a nickel base alloy and they carry much of the nozzle load. The nozzle forward inner support forward flange is bolted on the combustion case inner casing rear flange. An integral part of the forward inner support is the inducer that provides HPT rotor cooling air. An air deflector enables air to enter the inducer and at the same time prevents contaminants from entering. The forward inner supports rear flange is bolted to the HPT nozzle aft inner support.

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TRAINING MANUAL

AIR DEFLECTOR

INDUCER

FORWARD INNER SUPPORT BODY

FRONT FLANGE AFT FLANGE

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HPT NOZZLE FORWARD INNER SUPPORT

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TRAINING MANUAL

THE HIGH PRESSURE TURBINE (CONTINUED)

The nozzle supports The rear face of the HPT nozzle aft inner support front flange is bolted to the front face of the forward inner support rear flange. The inner platform of the nozzle is pushed against the aft inner support by gas pressure. A W-shaped pressure seal prevents leakage of cooling air between the nozzle assembly and the HPT blades. A seal retainer holds the pressure seal in place and the assembly is bolted together by a D-head bolt.

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TRAINING MANUAL

HPT NOZZLE

SEAL RING

HPT NOZZLE

NOZZLE SEGMENT ENGAGEMENT PIN

PRESSURE SEAL SEAL RETAINER

AFT INNER SUPPORT

D-HEAD BOLT INNER SUPPORT

FORWARD INNER SUPPORT

HPT NOZZLE INNER SUPPORT

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TRAINING MANUAL

THE HIGH PRESSURE TURBINE (CONTINUED)

The aft outer stationary seal The aft outer stationary seal is a one-piece ring that is made of a nickel base alloy. It has a 4-step honeycomb seal. 3 of the seals mate with the HPT rotor seal teeth. This helps to maintain the proper amount of cooling airflow and rotor thrust. The purpose of the 4th honeycomb seal is to damp thermal stresses.

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TRAINING MANUAL COMBUSTOR CASE AFT FLANGE

HPT NOZZLE

HPT NOZZLE OUTER STATIONARY SEAL HONEYCOMB SEALS HPT INNER NOZZLE SUPPORT

OUTER STATIONARY SEAL

CTC-215-112-00

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TRAINING MANUAL

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TRAINING MANUAL

HIGH PRESSURE TURBINE ROTOR

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TRAINING MANUAL

THE HIGH PRESSURE TURBINE (CONTINUED)

The HPT rotor The HPT rotor receives gas flow from the combustion chamber through the HPT nozzle. The nozzle and rotor convert the kinetic energy into the necessary torque for the HPT rotor to drive the HPC rotor. The HPT rotor is a single stage assembly cooled by CDP air and is housed in the combustion case at the rear of the core engine. It consists of : - the front shaft - the forward rotating air seal - the disk - the blades - the rear shaft

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TRAINING MANUAL

HPT BLADES

FORWARD ROTATING AIR SEAL HPT DISK

FRONT SHAFT

HPT REAR SHAFT

HPT ROTOR DESIGN

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TRAINING MANUAL

THE HIGH PRESSURE TURBINE (CONTINUED)

The front shaft The rotor front shaft forms the structural connection between the compressor rotor and the HPT rotor. It also supports the aft end of the compressor rotor. It is made from a nickel chrome alloy. The front shaft front flange is bolted to the HPC stages 4-9 spool at the CDP rotating air seal to form a single core rotor. It accommodates a damper sleeve on its inner surface to change vibration frequency. Weights are also installed, at assembly line and module maintenance level, for balancing purposes.

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TRAINING MANUAL

COMBUSTOR CASE

HPT NOZZLE HPT FRONT SHAFT BALANCE WEIGHTS

CDP ROTOR AIR SEAL

FORWARD ROTATING AIR SEAL

HPT REAR SHAFT

HPT FRONT SHAFT LOCATION

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DAMPER SLEEVE

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TRAINING MANUAL

THE HIGH PRESSURE TURBINE (CONTINUED)

The forward rotating air seal The forward rotating air seal provides a closed cavity to direct CDP air toward the disk and out through the turbine rotor blades for cooling purposes. It is bolted between the rotor front shaft and the disk. It is a labyrinth seal which has inclined teeth that reduce the amount of air leaking past the seals. The seal teeth have an abrasive coating applied to them.

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TRAINING MANUAL

CDP AIR PASSAGE

CDP AIR PASSAGE HOLE

BOLT HOLES FRONT SHAFT

HPT DISK

HUB

FORWARD MOUNTING FLANGE

WEB

FORWARD ROTATING AIR SEAL

CTC-215-114-00

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TRAINING MANUAL

THE HIGH PRESSURE TURBINE (CONTINUED)

The disk The HPT disk is a forged and machined part that retains the turbine blades in individual axial dovetail slots. The inner part of the disk is cooled by booster discharge air. Its outer front face is cooled by CDP air passing through the forward rotating air seal. Its rear outer face is cooled by HPC 4th stage air. It is bolted to the forward rotating air seal on its forward face and the rear shaft on its rear face.

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WEB

TRAINING MANUAL

RIM TURBINE BLADE

FLANGE SUPPORT

HPC 4th. STAGE COOLING AIR

CDP AIR HUB

FORWARD MOUNTING FLANGE

REAR SHAFT

BOOSTER AIR

HP TURBINE DISK

CTC-215-115-00

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DOVETAIL SLOT

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TRAINING MANUAL

THE HIGH PRESSURE TURBINE (CONTINUED)

The blade retainers The HPT rotor blades are installed into individual dovetail slots on the disk. They are held in position at the front by the forward rotating air seal. At the rear, the blades are held in place by a blade retainer and a seal ring.

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TRAINING MANUAL

AFT BLADE RETAINER

BLADES

FORWARD ROTATING AIR SEAL

SEAL RING

HPT BLADE RETAINERS

CTC-215-116-00

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TRAINING MANUAL

THE HIGH PRESSURE TURBINE (CONTINUED)

The rotor blades The HPT rotor blades are made of a high temperature single-crystal nickel alloy for a high strength to weight ratio. There are 80 individually replaceable blades. 4 blades have notches machined on their convex side at installation in order to indicate wear levels and help in borescope inspection. They are internally cooled by CDP air which enters through the blade root and exits through holes in the leading edge, tip and trailing edge. The blades have dovetail roots that slide into slots on the disk. Note : The blades must only be installed and removed by hand. Tapping the blades into or, out of their slots with any device can cause damage to the disk post.

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TRAINING MANUAL

FILM COOLING

TIP FILM COOLING HOLES

TIP SHELF

AIR SLOTS TIP AIRFOIL PLATFORM

TRAILING EDGE

LEADING EDGE

SEAL LIP

DOVETAIL ROOT

HP TURBINE BLADE

CTC-215-117-00

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CDP AIR

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THE HIGH PRESSURE TURBINE (CONTINUED)

Borescope ports Borescope ports S16 and S17, at the aft of the combustion case at approximately the 5 and 8 o’clock positions, are used to inspect the trailing edge of the HPT blades. Igniter ports S10 and S11 can be used to inspect the HPT front sections and combustor.

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TRAINING MANUAL

BORESCOPE PORT LOCATIONS (ALF)

S17 S11 IGNITER

S10 IGNITER S16

FWD

FWD

S16, S17

CTC-215-118-00

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BORESCOPE PLUG S16 OR S17

HPT SECTION / LPT STAGE 1 NOZZLE BORESCOPE PORTS

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TRAINING MANUAL

THE HIGH PRESSURE TURBINE (CONTINUED)

The rear shaft The rear shaft provides aft support for the HPT rotor through the No 4 bearing. It is installed with bolts to the aft side of the disk at a rabbeted flange. An aft air seal is attached at the same point. The shaft is supported by the No 4 roller bearing that rides on the low pressure shaft. 36 radial and axial holes allow the passage of oil in order to cool the No 4 bearing outer race. It also has holes providing passages for booster discharge bleed air to cool the LPT, and booster air to pressurize the aft sump. Repairable abrasive coated seals are machined as an integral part of the rear shaft.

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TRAINING MANUAL

AIR SEAL SERRATIONS

BOLT HOLES HPT DISK BEARING JOURNAL AFT AIR SEAL

LPT ROTOR COOLING AIR PASSAGE

BOOSTER DISCHARGE AIR COOLING OIL PASSAGE

BOOSTER AIR HPC AIR DUCT

AFT SUMP PRESSURIZATION AIR PASSAGE

HP TURBINE REAR SHAFT

CTC-215-119-00

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MOUNTING FLANGE

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TRAINING MANUAL

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TRAINING MANUAL

HIGH PRESSURE TURBINE SHROUD AND STAGE 1 NOZZLE

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THE HIGH PRESSURE TURBINE (CONTINUED)

The shroud and stage 1 LPT nozzle The HPT shroud and stage 1 LPT nozzle assembly forms the connection between the core section and the LPT module of the engine. It is located inside the aft end of the combustion case and performs 2 main functions : - The HPT shroud is part of the HPT clearance control mechanism and uses HPC bleed air to maintain close clearances with the HPT rotor blades throughout flight operations. - The stage 1 LPT nozzles direct the core engine exhaust gas onto the stage 1 LPT blades. The forward flange of the assembly is bolted to the inner surface of the combustion case. The aft flange is rabbeted and bolted between the combustion case aft flange and the LPT stator forward flange.

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HPTCC MANIFOLD

TRAINING MANUAL

LPT STATOR

COMBUSTOR CASE

STAGE 1 LPT NOZZLE

HPT SHROUD

CTC-215-120-00

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HPT SHROUD & STAGE 1 LPT NOZZLE

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THE HIGH PRESSURE TURBINE (CONTINUED)

The shroud and stage 1 LPT nozzle assembly The HPT shroud and stage 1 LPT nozzle assembly consists of : - an air impingement manifold - shroud/nozzle support - HPT shroud hangers - HPT shrouds - the stage 1 nozzle - the inner and stationary air seals

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TRAINING MANUAL

LPT NOZZLE COOLING

AIR IMPINGEMENT MANIFOLD FOR HPTCC

SHROUD NOZZLE SUPPORT

SHROUD HANGERS SHROUD

STAGE 1 LPT NOZZLE ASSEMBLY

"C"-CLIPS

STATIONARY AIR SEAL INNER AIR SEAL

CTC-215-121-00

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HPT SHROUD AND STAGE 1 LPT NOZZLE ASSEMBLY

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TRAINING MANUAL

THE HIGH PRESSURE TURBINE (CONTINUED)

The air impingement manifold The air impingement manifold circulates 4th and 9th stage bleed air for HPT clearance control and LPT nozzle cooling. It is a brazed fabrication made from a nickel-chrome alloy. The manifold is made up of 2 half-rings, the upper and lower, that are bolted together at their 3 and 9 o’clock split-line flanges. Bushings with spacers, inserted through the combustion case, supply bleed air to 2 holes on the manifolds outer surface at approximately the 1 and 7 o’clock positions. There are 3 air supply tubes on the manifolds inner surface, which circulate the air to cool down the HPT shroud for clearance control. Small holes allow the air to blow onto the shroud support. The air is then re-circulated into a cavity to be mixed with HPC 4th stage air. A series of holes around the rear of the manifold supply HPC 4th stage air from the cavity formed with the combustion case, to cool down the 1st stage of the LPT. EFFECTIVITY B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL CFMI PROPRIETARY INFORMATION

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TRAINING MANUAL

BUSHING

HPC 4th AND 9th STAGE BLEED AIR

HPC 4th STAGE AIR

SPACER UPPER MANIFOLD HALF-RING

SHROUD SUPPORT

COMBUSTION CASE

SEALING SURFACE (HPT SHROUD SUPPORT) MANIFOLD AIR SUPPLY TUBES

AIR SUPPLY TUBES

1 O'CLOCK POSITION APPROX.

LOWER MANIFOLD HALF-RING

AIR IMPINGEMENT MANIFOLD

CTC-215-122-00

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TRAINING MANUAL

THE HIGH PRESSURE TURBINE (CONTINUED)

The shroud/nozzle support The shroud/nozzle support assembly forms the outer shell of the HPT shroud and stage 1 LPT nozzle assembly.

Also at the rear section, there are 96 holes with bushings to allow passage of HPC 4th stage air to cool down the LPT nozzle.

It is made of a nickel chrome alloy. It provides the area for the air impingement manifold on its outer surface and supports the HPT shrouds and the outer platforms of the LPT nozzle segments on its inner surface.

On the support’s inner surface, 3 heat shields are installed.

The support’s front flange is secured to the combustion case with slab-head bolts. Its rear flange is pinched between the combustion case rear flange and the LPT stator case front flange. An external pressure seal is installed between the support’s aft flange and the stage 1 LPT nozzle. There are 2 borescope bosses, which are installed through its rear section at approximately the 5 and 8 o’clock positions, to enable inspection of the trailing edge of the HPT blades.

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TRAINING MANUAL

SUPPORT BORESCOPE BOSS FWD HEAT SHIELD NUT SLABBED HEAD BOLT EXTERNAL PRESSURE SEAL LPT COOLING HOLES

BUSHING AFT HEAT SHIELD FWD HEAT SHIELD BUSHING

MID HEAT SHIELD

FWD HEAT SHIELD PIN

FWD HEAT SHIELD CTC-215-123-00

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SHROUD/NOZZLE SUPPORT ASSEMBLY

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TRAINING MANUAL

THE HIGH PRESSURE TURBINE (CONTINUED)

The shroud hangers The HPT shroud hangers carry the shroud segments on their inner surface. They provide a cooling area between the segments and the shroud/nozzle support reducing the risk of damage to the support due to thermal stresses. The shroud hangers have machined runners on their forward and aft faces, which slide into mating slots on the shroud/nozzle support. There are 14 hangers each carrying 3 shrouds. There are numerous seals, which slot between and into both hanger and shroud intersections, to prevent hot air leakage. Individual C-clip retainers, which are also air sealed, hold the shrouds in position on the hangers.

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TRAINING MANUAL

SHROUD AND NOZZLE SUPPORT

AFT HEAT SHIELD

MID HEAT SHIELD

SHROUD HANGER

C-CLIP RETAINERS SEALS

SHROUDS SEAL

SEALS

HPT SHROUD HANGERS

CTC-215-124-00

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TRAINING MANUAL

THE HIGH PRESSURE TURBINE (CONTINUED)

The shrouds The HPT shrouds have a smooth abradable surface that can endure blade tip rub and prevent erosion from hot exhaust gasses. The shrouds are made of Rene N5. There are 42 individually replaceable shrouds each having their own C-clip retainer, which holds the shroud in place in slots on the hanger. Shroud expansion is controlled throughout engine operation to increase HPT efficiency. CDP air passes between the shroud/nozzle support and the shroud segments for cooling purposes. It exits through holes drilled in the shroud and goes back into the primary flow to the LPT nozzles.

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TRAINING MANUAL

HPT SHROUD SEGMENT RETAINING CLIP

COOLING HOLE

SHROUD SEGMENTS

RUB SURFACE

HP TURBINE SHROUD

CTC-215-125-00

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TRAINING MANUAL

THE HIGH PRESSURE TURBINE (CONTINUED)

The Low Pressure Turbine (LPT) nozzle The LPT nozzle directs high velocity gasses from the HPT rotor onto the blades of the LPT rotor stage 1. The assembly consists of 24 nozzle segments of 4 vanes each and the nozzle segments outer and inner locating lips are mechanically locked into the shroud/nozzle support. The forward lip prevents axial movement of the HPT shroud retainer clips. The inner air seal and the stationary air seal are bolted together and held in place on the inner platforms of the LPT nozzle. HPC 4th stage cooling air is directed into cooling air duct bores in the nozzle segments and seals are installed between the segments to avoid air leakage. The cooling air exits through holes in the vane’s trailing edge and through the vane roots and inner seal to cool the HPT disk rear face. The air also passes through the stationary air seal to cool down the LPT rotor.

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TRAINING MANUAL

HPC STAGE 4 COOLING AIR

ANTI-ROTATION SLOT

OUTER LOCATING LIP COOLING AIR DUCT BORES

STAGE 1 LPT NOZZLE

INNER LOCATING LIP SHROUD RETAINER CLIP FORWARD LIP HONEYCOMB SEAL

LEADING EDGE COOLING AIR EXIT HOLES

STATIONARY AIR SEAL INNER PLATFORM

SEAL STRIP SLOTS

INNER AIR SEAL HONEYCOMB SEAL

STAGE 1 LPT NOZZLE SEGMENT

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TRAINING MANUAL

LOW PRESSURE TURBINE MAJOR MODULE

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TRAINING MANUAL

LOW PRESSURE TURBINE (LPT) MAJOR MODULE

The purposes of the LPT major module are : - to transform the pressure and velocity of gasses coming from the High Pressure Turbine (HPT), into mechanical power to drive the fan and booster module. - to provide a rear support for the HP and LP rotors. - to provide rear mounts for engine installation on the aircraft. The LPT major module is located at the rear of the engine, and consists of : - The LPT rotor/stator module - The LPT shaft module - The LPT rear frame module

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TRAINING MANUAL

LPT MODULE LPT ROTOR

LPT REAR FRAME MODULE

LPT STATOR

LPT SHAFT MODULE

CTC-215-128-00

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LOW PRESSURE TURBINE MAJOR MODULE

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TRAINING MANUAL

LPT ROTOR / STATOR MODULE

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TRAINING MANUAL

LPT ROTOR/STATOR MODULE

The purpose of the LPT rotor/stator module is to convert the kinetic energy of gasses coming from the HPT, into mechanical power to drive the fan and booster rotor. The LPT rotor/stator is located between the HPT and the LPT rear frame. Its front flange is mounted on the rear flange of the combustion module. Its rear flange provides attachment for the LPT rear frame. Its inner flange is secured onto the LPT shaft. It is a 4-stage axial flow turbine, and consists of : - a stator assembly - a rotor assembly

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TRAINING MANUAL

REAR FLANGE

ROTOR ASSEMBLY

FRONT FLANGE

STATOR ASSEMBLY

INNER FLANGE

LPT ROTOR / STATOR MODULE

CTC-215-129-00

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TRAINING MANUAL

LPT STATOR ASSEMBLY

The stator assembly increases the speed of gasses coming from the combustion chamber. It consists of the following components : - The LPT case - An air cooling tubes and manifolds assembly - Stages 2 to 4 nozzle assemblies

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TRAINING MANUAL

LPT AIR COOLING TUBES AND MANIFOLDS ASSEMBLY

THERMAL INSULATION BLANKETS

LPT CASE

2 LPT HOLDING RING

3

3

4

4

2 1

LPT NOZZLES STAGES 2 TO 4

LPT OUTER SEAL SEGMENT

LPT STATOR ASSEMBLY

CTC-215-130-00

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TRAINING MANUAL

LPT STATOR ASSEMBLY (CONTINUED)

LPT case The LPT case provides support for the stator assembly. It is made of nickel-chrome alloy. Its front flange is bolted to the rear flange of the combustion case, through the HPT shroud/nozzle support flange (also called T-flange). Its rear flange provides attachment for the outer front flange of the turbine rear frame. The outer surface of the LPT case is fitted with angle brackets to hold air cooling tube supports and cooling manifolds. It also has 8 thermocouple mounting pads for EGT measurement, and 3 borescope ports at the 5 o’clock position. The inner surface of the LPT case houses one thermal insulation blanket and four thermal insulation plates. The inner surface also has flanges for the installation of nozzle and seal segments.

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TRAINING MANUAL

BRACKETS

THERMOCOUPLE MOUNTING PADS

MOUNTING FLANGES FOR NOZZLE AND SEAL SEGMENTS

BORESCOPE PORTS

LPT CASE

CTC-215-131-00

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TRAINING MANUAL

STATOR ASSEMBLY (CONTINUED)

Air cooling tubes and manifolds assembly The purpose of the air cooling tubes and manifolds assembly is to blow cooling air onto the outer surface of the LPT case, for rotor clearance control. It is installed on supports, held by brackets located around the LPT case. It is made of steel alloy, and consists of : - 2 air supply manifolds - 2 tube manifold assemblies The tube manifold assemblies consist of 6 upper and lower tube halves which surround the case. The manifolds supply fan discharge air to the tubes, which have holes drilled in them to direct cooling air onto the outer case.

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TRAINING MANUAL

LPT AIR COOLING TUBES AND MANIFOLDS ASSEMBLY AIR MANIFOLD

UPPER COOLING MANIFOLD TUBE SUPPORT LPT CASE FRONT FLANGE

2

3

3

4

4

LPT CASE REAR FLANGE

2 1

LOWER COOLING MANIFOLD

LPT COOLING MANIFOLDS

CTC-215-132-00

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TRAINING MANUAL

STATOR ASSEMBLY (CONTINUED)

Stages 2 to 4 nozzles The purpose of the LPT stages 2 to 4 nozzles is to increase the speed of the air coming from the HPT, and to direct it onto the LPT rotor assembly.

Seal segments are installed between each nozzle stage. They have an abradable liner that faces the rotor blade teeth.

Each nozzle stage is made up of segments. The number of segments and the number of vanes in each segment vary from stage to stage.

The front of each seal segment has an integral rail clip which locks onto the nozzle rear outer platform and the case flange.

The segments are installed on the flanges inside the LPT case and their retention is obtained through a stacking system, which is basically the same for all stages:

NOTE : Stage 1 seal segments, located in front of stage 2 nozzle segments, are held in position inside the LPT case by the shroud support. Stage 4 seal segments are locked in position by the LPT rear frame.

The stage 2 and 3 nozzle segments have respectively 18 and 20 anti-rotation locks equally spaced on the aft ring of the nozzle segments. The LPT stage 4 nozzles assembly is locked by a pin located on a rail of the outer stationary seal. The outer platform holds a heat insulation plate in position, through another anti-rotation slot on its rear flange.

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TRAINING MANUAL

SHROUD SUPPORT

4

LPT CASE FLANGES

3

ANTI-ROTATION LOCK

4

3

LPT NOZZLES STAGES 2 TO 4

2 2 1

SEAL SEGMENT ABRADABLE LINER RAIL CLIP REAR OUTER PLATFORM HEAT INSULATION PLATE NOZZLE SEGMENT STAGE 2 FRONT OUTER PLATFORM

LPT STATOR ASSEMBLY

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TRAINING MANUAL

STATOR ASSEMBLY (CONTINUED)

Stages 2 to 4 nozzles (Continued)

Stages 3 and 4

All nozzle assembly stages are made of nickel alloy, protected against oxidation by a vapor-phase aluminization treatment.

On both stages, one segment, located at 5 o’clock, has a hole for borescope inspection.

The inner platform of each nozzle segment has a brazed-on integral inner stationary air seal. The sides of both inner and outer platforms have slots to house sealing plates that are installed between each segment to prevent air leakage.

Stage 3 nozzle assembly consists of 20 segments with 7 vanes each. Stage 4 nozzle assembly consists of 22 segments with 6 vanes each.

Stage 2 The stage 2 nozzle assembly consists of 18 segments with 6 vanes each. Eight of these segments have a hole to house the thermocouples that measure Exhaust Gas Temperature (EGT). One of these 8 segments, located at 5 o’clock, also has a hole for borescope inspection.

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EFG HOLE FOR THERMOCOUPLE (STAGE 2 ONLY)

SEALING PLATE SLOTS

TRAINING MANUAL

OUTER PLATFORM

HOLE FOR BORESCOPE INSPECTION (5 O'CLOCK)

LEADING EDGE

SEALING PLATES

INNER STATIONARY AIR SEAL INNER PLATFORM TRAILING EDGE

NOZZLE SEGMENTS

CTC-215-134-00

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TRAINING MANUAL

ROTOR ASSEMBLY

The rotor assembly is housed inside the LPT case and has four stages. It consists of the following components : - Stages 1 to 4 disks, - Stages 1 to 4 rotating rings, - Stages 1 to 4 blades, - A rotor support.

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TRAINING MANUAL

ROTATING RING LPT BLADE STAGE1 3

4

2 1 ANTIWEAR FOIL

BLADE RETAINER

DAMPER

LPT DISK STAGE1

ROTATING RING

SUPPORT SEAL TURBINE ROTOR SUPPORT SUPPORT RING

LPT ROTOR ASSEMBLY

CTC-215-135-00

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ROTOR ASSEMBLY (CONTINUED)

Stage 1 to 4 disks The disks are made of nickel alloy. Their outer rims have machined dovetail slots in which the rotor blades are installed. The number of slots varies between stages. Their front flanges have bolt holes for the installation of rotating rings. Except for stage 4, their rear flanges have bolt holes for the installation of the next stage disk together with its rotating rings. The disks are assembled together with D-head bolts.

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TRAINING MANUAL

LPT BLADE STAGE 1 STAGE 1 SHOWN AS EXAMPLE

4 3 2 1 DOVETAIL SLOT

LPT DISK STAGE 1

DOVETAIL SLOT

LPT DISKS

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TRAINING MANUAL

ROTOR ASSEMBLY (CONTINUED)

Stage 1 to 4 rotating rings The purpose of the rotating rings is to control the airflow between the LPT nozzle segments and the rotor. They are made of nickel alloy. The rings (except rotating ring, stage 1) are sandwichmounted between stages 2 to 4 disks, through holes located on their inner front flange, which, except for stage 4, has machined slots to allow the passage of cooling air to the blade roots. Except for stage 1, the rings have 2 seal teeth each that rub against the abradable liner of the inner stationary air seal brazed on the inner platform of the nozzle segments. The rear face of the rings outer flange mates with a retainer ring, which holds the blades in their axial position in the disk slots.

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EFG STAGE 2 SHOWN AS AN EXAMPLE

FACE MATING WITH RETAINER RING

TRAINING MANUAL

RETAINER RING

BLADE

SEAL TEETH

ROTATING RING STAGE 2

COOLING AIR BOLT HOLES HONEYCOMB ABRADABLE LINER

LPT ROTATING AIR SEALS

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DISK

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TRAINING MANUAL

ROTOR ASSEMBLY (CONTINUED)

Stage 1 to 4 blades The four stages of the LPT rotor have tip-shrouded blades made of nickel alloy. On stages 1 and 2 only, the blade airfoil is protected against oxidation by a vapor-phase aluminization treatment. The number of blades varies between stages : - Stage 1 has 162 blades - Stage 2 has 150 blades - Stage 3 has 150 blades - Stage 4 has 134 blades

On stages 1, 2 and 3 only, antiwear shields are crimped on the blade roots before installation on the disk, and dampers are installed between each blade, under the blade inner platforms. Stage 4 blades do not have shields or dampers. A lug is machined on the front of the inner platform of each blade. When all blades are installed side by side on a disk, these lugs form a groove in which a blade retainer ring is inserted, to prevent axial movement of the blades. The blade retainer ring is held in position by the rotating ring bolted to the front flange of the disk.

On each stage, 3 of the blades have a hard coating on their tips, to rub against the honeycomb material of the stator seal segments. Each blade has a dovetail root that slides into dovetail slots on the disk outer rim.

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TRAINING MANUAL

STAGE 2 SHOWN AS AN EXAMPLE LPT BLADE STAGE 2

ANTIWEAR SHIELD

2

DAMPER

LUG

GROOVE FOR RETAINER RING

ROTATING RING RETAINER RING LPT DISK STAGE 2

LPT STAGE 2 ROTOR ASSEMBLY

CTC-215-138-00

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LPT DISK STAGE 2

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TRAINING MANUAL

ROTOR ASSEMBLY (CONTINUED)

Rotor support The rotor support gives structural strength to the rotor assembly, and provides a mechanical connection between the assembled disks and the LPT shaft. It also divides the rotor enclosure into two separate cavities. It is made of nickel alloy, and has holes for the circulation of cooling and pressurizing air. The outer flange of the rotor support is sandwich-mounted between the stage 3 rotating ring and the front flange of the stage 3 disk.

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TRAINING MANUAL

OUTER FLANGE TURBINE ROTOR SUPPORT

3 2

HOLES FOR AIR RECIRCULATION HOLES FOR AIR RECIRCULATION

TURBINE ROTOR SUPPORT

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TRAINING MANUAL

ROTOR ASSEMBLY (CONTINUED)

Rotor support (Continued) Before it is installed between the stage 3 rotating ring and the stage 3 disk, the rotor support is equipped with the following components : - A forward rotating support seal - A forward rotating support ring The forward rotating support seal is installed on the front face of the rotor support’s rear inner flange. The forward rotating support ring is installed on the front face of the rotor support’s front inner flange. After the rotor support is equipped with these components, its rear inner flange is bolted onto the front face of the LPT shaft hub, making the mechanical connection between the assembled disks and the LPT shaft.

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TRAINING MANUAL

REAR INNER FLANGE FORWARD ROTATING SUPPORT SEAL

FRONT INNER FLANGE

FORWARD ROTATING SUPPORT RING

TURBINE ROTOR SUPPORT

CTC-215-140-00

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TRAINING MANUAL

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TRAINING MANUAL

THE LPT SHAFT MODULE

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TRAINING MANUAL

THE LPT SHAFT MODULE

The LPT shaft module transmits power from the LP turbine to the fan and booster module. Through the No 4 bearing, it also takes up the radial load of the aft of the HP rotor and, through the No 5 bearing, the radial load of the aft of the LP rotor. It is located concentrically inside the high pressure rotor system, and connects the fan shaft with the LPT rotor. It provides support for the rear of the LPT rotor through the No.5 bearing, which holds the LPT rotor inside the LPT rear frame. It also vents the engine forward and aft sumps, through the center vent tube.

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TRAINING MANUAL

LPT ROTOR CENTER VENT TUBE

FAN SHAFT LPT SHAFT No.4 BEARING No.5 BEARING

THE LPT SHAFT MODULE

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THE LPT SHAFT MODULE (CONTINUED)

The LPT shaft module consists of the following components : - The LPT shaft - A center vent tube - The No.4 roller bearing - The No. 5 roller bearing

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TRAINING MANUAL

ROTATING AIR/OIL LPT SEAL

No.4 ROLLER BEARING

CENTER VENT TUBE

LPT SHAFT No.4 ROLLER BEARING ROTATING AIR/OIL LPT SEAL No.5 ROLLER BEARING CENTER VENT TUBE

No.5 ROLLER BEARING

LPT SHAFT

LPT SHAFT ASSEMBLY

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TRAINING MANUAL

THE LPT SHAFT MODULE (CONTINUED)

LPT shaft The LPT shaft is made of steel alloy, and transmits torque from the LP turbine to the fan and booster module.

The No. 4 and No. 5 bearings are installed at the aft end of the shaft, on each side of an integral hub.

It is installed concentrically inside the HP rotor system.

The front face of the hub accommodates the turbine rotor support.

The forward end of the LPT shaft has outer splines that engage into inner splines on the fan shaft. It also has a shoulder that is secured against a mating shoulder in the fan shaft, by the installation of a coupling nut. The shoulder and the coupling nut provide axial retention of the LPT shaft.

The rear face of the hub holds a rotating air/oil seal, which controls air circulation through the LPT rotor and sump pressurization through a set of seal teeth that mate with the oil collector and the No. 5 bearing support located inside the turbine rear frame.

A machined shim, called D48, is installed between the shaft shoulder and the coupling nut, to adjust the position of the LPT. The forward end of the LPT shaft is closed by the forward end of the center vent tube locked in position by a retaining clip.

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TRAINING MANUAL INTEGRAL HUB No.4 ROLLER BEARING

LPT SHAFT SPLINES SHOULDER

ROTATING AIR/OIL LPT SEAL

FAN SHAFT

No.5 ROLLER BEARING

D48 SHIM SPLINES SHOULDER

COUPLING NUT RETAINING CLIP CTC-215-143-00

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LPT SHAFT

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TRAINING MANUAL

THE LPT SHAFT MODULE (CONTINUED)

Center vent tube The center vent tube provides overboard venting for the engine forward and rear sumps. It is made of titanium alloy, and is installed concentrically inside the LPT shaft. It comes in two parts, the center vent tube and a rear vent tube. The aft end of the center vent tube is inserted through the front of the LPT shaft. It is held inside the shaft by means of a shoulder and two expandable-type supports that fit around two locating diameters. The aft end of the center vent tube is supported by the LPT shaft hub.

A centrifugal air/oil separator is installed at the rear of the extension duct. It separates the vaporized oil from the aft sump pressurization air, and sends lubrication oil to the No. 4 and No. 5 bearings. The air/oil separator is installed against the central shoulder of the rear vent tube. It has an internal flange that is held against the tube shoulder by a nut. The angular position of the separator is held by slots on its forward end, that engage onto the rear of the center vent tube. The rear end of the rear vent tube has two sets of seal teeth that rub against an abradable coating, located inside the oil inlet cover of the LPT rear frame.

The forward end of the rear vent tube fits inside the aft end of the center vent tube. A locking nut with outer threads is installed on it before it is inserted in the center vent tube. The nut is threaded into the center vent tube and gives axial retention of the rear vent tube. Locating pins keep its angular position.

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TRAINING MANUAL

EXPANDABLE SUPPORTS LPT SHAFT

SEAL TEETH

SHOULDER

AIR/OIL SEPARATOR

CENTRAL SHOULDER LOCKING NUT RETAINING RING

LOCATING DIAMETERS

LOCATING PINS

CENTER VENT TUBE

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REAR VENT TUBE

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THE LPT SHAFT MODULE (CONTINUED)

No. 4 bearing The No. 4 bearing takes up the radial loads generated by the High Pressure Turbine rotor. It is a roller bearing, installed between the HPT rear shaft and the LPT shaft, at the front of the LPT shaft integral hub. The bearing outer race is housed in the HPT rear shaft bore. Its inner race is bolted to the front face of the LPT shaft integral hub. The No. 4 bearing inner race has a shoulder, which acts as an emergency bearing in case of roller failure. The forward end of the inner race has seal teeth that rub against an abradable coating located on the No. 4 bearing forward rotating oil seal, thus acting as one of the sump air/oil seals.

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TRAINING MANUAL

No.4 ROLLER BEARING

SEAL TEETH

OUTER RACE

No.4 BEARING FORWARD ROTATING OIL SEAL

INNER RACE

No.4 BEARING

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TRAINING MANUAL

THE LPT SHAFT MODULE (CONTINUED)

No. 5 bearing The No. 5 bearing holds the LPT rotor aft end inside the LPT rear frame, and takes up the radial loads generated by the LPT. It is an oil-damped roller bearing, mounted at the rear of the LPT shaft integral hub, which reduces the vibration level of the rotating assembly. The bearing outer race is installed in an adjusting sleeve inside the LPT rear frame. Oil damping is achieved by sending oil pressure between the outer race and the adusting sleeve. Its inner race is installed on the aft end of the LPT shaft. The No. 5 bearing is held in position by a retaining ring at the front, and a retaining nut at the rear. The retaining nut provides axial retention of the bearing, and is locked in angular position by a rivet pin.

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TRAINING MANUAL

No.5 BEARING

RIVET PIN

RETAINING NUT No.5 BEARING RETAINING RING

No.5 BEARING

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TRAINING MANUAL

THE LPT SHAFT MODULE (CONTINUED)

Bearings lubrication A supply tube located in the turbine frame delivers oil to the rotating air/oil separator, which in turn sends this oil forward to the No. 5 bearing by centrifugation, through an oil gallery between the separator and the LPT shaft. Oil finds a passage through holes in the LPT shaft and the No. 5 bearing inner race, to lubricate the rollers and outer race of the No. 5 bearing. The remaining oil continues to flow forward, through passageways drilled in the LPT shaft, and lubricates the inner race, the rollers and the outer race of the No. 4 bearing.

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TRAINING MANUAL

AIR/OIL SEPARATOR

No.4 BEARING

BEARINGS LUBRICATION

CTC-215-147-00

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OIL SUPPLY TUBE No.5 BEARING

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TRAINING MANUAL

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TRAINING MANUAL

THE LPT REAR FRAME MODULE

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TRAINING MANUAL

THE LPT REAR FRAME MODULE

The LPT rear frame module is one of the engine major structural assemblies, and is located at the rear of the engine. Its front section is bolted to the rear flange of the LPT case, and its rear section provides attachment for the exhaust nozzle and exhaust plug, which are both part of the nacelle. The main components of the module are : - the LPT rear frame, - the No. 5 roller bearing support. The turbine frame outer casing has engine rear installation mounts. Its inner hub takes up loads from the rear of the LPT rotor through the No. 5 bearing support, and provides attachment for parts on its front and rear faces.

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ENGINE CLEVIS MOUNT

TRAINING MANUAL

EXHAUST NOZZLE ATTACHMENT

No.5 BEARING SUPPORT

INNER HUB

OIL COLLECTOR

TURBINE FRAME OUTER CASING

LPT REAR FRAME MODULE

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THE LPT REAR FRAME MODULE (CONTINUED)

LPT Rear Frame - General The LPT rear frame is made of nickel alloy. It consists of a polygonal outer casing and an inner hub, connected with 16 airfoil-shaped struts tangential to the inner hub. The struts decrease thermal and mechanical stresses, and hold a fairing. Some of the struts have internal passages for oil tubes : - Strut No. 10 accommodates the oil supply tube for the No. 4 and No. 5 bearings. - Strut No. 7 accommodates the oil scavenge tube. - The outer case drain tube is routed between struts No. 8 and No. 9. - The No. 5 bearing drain tube is routed between struts No. 7 and No. 8. The LPT rear frame has four brackets used for handling and installation on engine storage stands and the outer casing has four clevis mounts for engine installation on the airframe.

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EFG ENGINE CLEVIS MOUNT

TRAINING MANUAL

FAIRING

AFT CLEVIS MOUNT 16

OUTER CASING

1 2

15

3

14 TANGENT STRUT

4

13

5

12

INNER HUB

6

11 7

10 9

FRONT FLANGE

OIL SUPPLY TUBE

OIL SCAVENGE TUBE

OUTER CASE DRAIN TUBE FORWARD LOOKING AFT

AFT LOOKING FORWARD

TURBINE FRAME

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8

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TRAINING MANUAL

THE LPT REAR FRAME MODULE (CONTINUED)

LPT Rear Frame Hub - Front The front of the LPT rear frame hub has three flanges that provide attachment for various components. - The hub inner flange provides attachment for the outer flange of the No. 5 bearing support, which is made of steel alloy. The support’s inner flange receives an adjusting sleeve, which secures the No. 5 bearing outer race in position and allows oil damping of the bearing. The support’s forward section has an outer and an inner wall, which mate with the rear seal teeth of the rotating air/oil seal located at the rear of the LPT shaft, thus providing sealing and pressurization of the aft oil sump.

- A flow path fairing provides protection against heat coming from the rear of the LPT rotor. It has slots that slide around the struts and is held in position by a plate lock, bolted at the rear of the hub. - The hub outer flange provides attachment for the rear flange of the oil collector. The oil collector is made of steel alloy and provides containment for the aft oil sump. Its inner front flange is lined with abradable material which mates with the front seal teeth of the rotating air/oil seal, for oil sump sealing and pressurization purposes.

The support has machined passages for the circulation of pressurizing air to the oil inlet cover, sump air to the center vent tube, oil to the scavenge tube and oil to the outer race damper.

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EFG PLATE LOCK

TRAINING MANUAL

OUTER CASING FLOW PATH FAIRING

OUTER FLANGE

OIL COLLECTOR

ADJUSTING SLEEVE

FACES MATING WITH ROTATING AIR/OIL SEAL ADJUSTING SLEEVE

INNER FLANGE

No.5 BEARING SUPPORT

FACE MATING WITH ROTATING OIL SEAL

FLOW PATH FAIRING

OIL COLLECTOR

LPT REAR FRAME HUB-FRONT

CTC-215-150-00

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TRAINING MANUAL

THE LPT REAR FRAME MODULE (CONTINUED)

LPT Rear Frame Hub - Rear The rear of the LPT rear frame hub provides attachment for various components; some on the center section of the No. 5 bearing support, and some on two flanges. - The rear center section of the No. 5 bearing support provides attachment for the front flange of the oil inlet cover. The oil inlet cover is made of steel alloy and forms the end boundary of the aft sump. It supports the oil supply tube for the No. 4 and No. 5 bearings, and has a port for a nipple to connect the damping oil tube. It has external tubes that carry booster discharge air to pressurize the sump rear seals. The cover’s inner sleeve is lined with abradable material. It provides support and sealing for the rear vent tube.

- The flame arrestor is the exit point of sump pressurization airflow, and is designed to prevent flame propagation into the engine exhaust system. - The hub outer flange is fitted with mounting studs for the exhaust plug, which is part of the nacelle. - The hub inner flange provides attachment for the flange assembly. The flange assembly is made of nickel alloy and it closes the rear of the engine. Its central section receives the flame arrestor and its lower section provides a passage for the outer case drain tube.

The rear flange of the oil inlet cover provides attachment for a nickel alloy flame arrestor.

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TRAINING MANUAL

TANGENT STRUT

GASKET SEAL

OIL INLET COVER

OIL INLET COVER

FLAME ARRESTOR

FLANGE ASSEMBLY

OIL SUPPLY TUBE FLANGE ASSEMBLY SCAVENGE TUBE

DAMPING OIL TUBE

OUTER CASE DRAIN TUBE OIL SUPPLY TUBE FLAME ARRESTOR

LPT REAR FRAME HUB-REAR

CTC-215-151-00

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TRAINING MANUAL

LPT MAJOR MODULE – BORESCOPE PORTS

The rotor/stator assembly of the Low Pressure Turbine needs regular line maintenance inspection to identify defects, mainly on the rotor blades. The nozzle segments can also be inspected, but with limited visibility. Five borescope inspection ports are available. Their location corresponds to the nozzle segments stages 1 to 4 that are equipped with borescope holes. - Ports S16 and S17 go through the stage 1 nozzle shroud. They are located at the rear of the combustion case at approximately 5:30 and 8:30 o’clock, and are used to inspect the leading edge of stage 1 blades.

- Port S20 goes through the stage 4 nozzle shroud. It is located on the LPT case at 5 o’clock, and is used to inspect the trailing edge of stage 3 blades and the leading edge of stage 4 blades. NOTE : The trailing edge of stage 4 blades can be inspected through an instrumentation boss located at the 8:30 clock position on the LPT rear frame. When not in use, all borescope ports are closed by plugs. Ports S16 and S17 are fitted with long spring-loaded plugs with hexagonal head caps. Ports S18, S19 and S20 are fitted with short springloaded plugs with hexagonal head caps.

- Port S18 goes through the stage 2 nozzle shroud. It is located on the LPT case at 5 o’clock, and is used to inspect the trailing edge of stage 1 blades and the leading edge of stage 2 blades. - Port S19 goes through the stage 3 nozzle shroud. It is located on the LPT case at 5 o’clock, and is used to inspect the trailing edge of stage 2 blades and the leading edge of stage 3 blades.

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TRAINING MANUAL

S16, S17 BORESCOPE PLUGS

S16, S17

S18 S18, S19, S20 BORESCOPE PLUGS

S19 S20

CTC-215-152-00

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LOW PRESSURE TURBINE BORESCOPE PORTS

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TRAINING MANUAL

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TRAINING MANUAL

ACCESSORY DRIVE MODULE

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TRAINING MANUAL

ACCESSORY DRIVE SYSTEM

At engine start, the accessory drive system transmits external power from the engine air starter to drive the core engine. When the engine is running, the accessory drive system extracts part of the core engine power and transmits it through a series of gearboxes and shafts in order to drive the engine and aircraft accessories. For maintenance tasks, the core can be cranked manually through the Accessory Gearbox. The accessory drive system is located at the 9 o’clock position (aft looking forward)and consists of the following components : - Inlet Gearbox (IGB), that takes power from the HPC front shaft. - Radial Drive Shaft (RDS), that transmits the power to the Transfer Gearbox. - Transfer Gearbox (TGB), which redirects the torque. - Horizontal Drive Shaft (HDS), that transmits power from the Transfer Gearbox to the Accessory Gearbox. - Accessory Gearbox (AGB), that supports and drives both engine and aircraft accessories.

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TRAINING MANUAL

INLET GEARBOX (IGB) INNER RADIAL DRIVE SHAFT (RDS)

OUTER RADIAL DRIVE SHAFT

HORIZONTAL DRIVE SHAFT (HDS)

ACCESSORY GEARBOX (AGB)

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TRANSFER GEARBOX (TGB)

ACCESSORY DRIVE SECTION DESIGN

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TRAINING MANUAL

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TRAINING MANUAL

INLET GEARBOX

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TRAINING MANUAL

THE INLET GEARBOX (IGB)

The IGB transfers torque between the HPC front shaft and the radial drive shaft. It also supports the front end of the core engine. It is located in the fan frame sump and is bolted to the forward side of the fan frame aft flange. It is only accessible after different engine module removals. The IGB contains the following parts : - Horizontal bevel gear (with coupling/locking nut) - Radial bevel gear - No 3 bearing (ball and roller) - Rotating air/oil seal

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EFG No.3 BALL BEARING

TRAINING MANUAL

ROTATING AIR/OIL SEAL

HORIZONTAL BEVEL GEAR

COUPLING / LOCKING NUT

RADIAL BEVEL GEAR

INLET GEARBOX ASSEMBLY

CTC-215-055-00

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TRAINING MANUAL

THE INLET GEARBOX (CONTINUED)

The horizontal bevel gear The horizontal bevel gear mates with the radial bevel gear to provide rotational torque to the TGB assembly. It is secured onto the HPC forward shaft and carries the No 3 bearing inner race. The horizontal bevel gear has 47 teeth. It is splined to the compressor rotor front shaft and secured to it by a coupling/locking nut. The coupling/locking nut is installed in such a way that it rotates independently, but its internal thread secures the HPC front shaft to the horizontal bevel gear. The nut is also used to pull out the core engine rotor during engine disassembly. The nut has teeth on its outer surface to provide sealing with the forward stationary oil seal. The bevel gear’s outer shaft provides for the inner races of the bearing. The rear end has threads for the installation of a rotating air/oil seal, which also acts as a locking nut for the No 3 ball and roller bearing. EFFECTIVITY B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL CFMI PROPRIETARY INFORMATION

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TRAINING MANUAL

HORIZONTAL BEVEL GEAR

ROTATING AIR/OIL SEAL

GEAR TEETH (47)

THREADS

COUPLING/ LOCKING NUT

SPLINES

BEARING JOURNAL

RADIAL BEVEL GEAR

THREADS

HORIZONTAL BEVEL GEAR

CTC-215-056-00

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No.3 BEARING

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TRAINING MANUAL

THE INLET GEARBOX (CONTINUED)

The radial bevel gear The radial bevel gear has 35 teeth. It is mounted on 1 ball bearing and 2 roller bearings, one at each end of the bevel gear hub. The gear is internally splined to drive the radial drive shaft, which is removable from the exterior of the engine to allow individual replacement of the IGB. The bearings and gear are lubricated and cooled by oil, supplied through the forward sump oil manifold assembly.

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TRAINING MANUAL

RADIAL BEVEL GEAR GEAR TEETH (35)

BEARING JOURNALS SPLINES ROLLER BEARINGS THREADS

OIL SEAL

BALL BEARING

RADIAL BEVEL GEAR

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OIL INJECTORS

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TRAINING MANUAL

THE INLET GEARBOX (CONTINUED)

The No 3 bearing The No 3 bearing assembly consists of a ball bearing and a roller bearing. The assembly is installed between the IGB housing and the horizontal bevel gear. The No 3 ball bearing acts as the core engine thrust bearing and provides axial positioning of the forward end of the HPC rotor. The No 3 roller bearing is located directly after the ball bearing and radially positions the core engine rotor. The bearings and gear are lubricated and cooled by oil, supplied through the forward sump oil manifold assembly.

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No. 3 BALL BEARING

TRAINING MANUAL

IGB HOUSING REAR STATIONARY AIR/OIL SEAL

FORWARD STATIONARY AIR/OIL SEAL

HORIZONTAL BEVEL GEAR

THRUST BEARING No.3

CTC-215-058-00

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No.3 ROLLER BEARING

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TRAINING MANUAL

THE INLET GEARBOX (CONTINUED)

The rotating air/oil seal The rotating air/oil seal provides the sealing of the aft end of the forward sump and acts as a locknut for the No 3 bearing. Holes between the two aft seal teeth allow passage of sump pressurizing air. Holes passing underneath the forward seal teeth allow oil to be drained into the No 3 bearing cavity. The rotating air/oil seal has internal threads for installation onto the horizontal bevel gear and its front face locks the No 3 bearing inner races in position.

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TRAINING MANUAL

SEAL TEETH

OIL DRAIN HOLE

SUMP PRESSURIZATION HOLES THREAD

ROTATING AIR/OIL SEAL

CTC-215-059-00

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TRAINING MANUAL

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TRAINING MANUAL

TRANSFER GEARBOX

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TRAINING MANUAL

THE RADIAL DRIVE SHAFT (RDS)

The Radial Drive Shaft transmits power from the IGB to the TGB. The assembly is installed inside the fan frame No 10 strut at the 9 o’clock position (aft looking forward). It consists of an inner radial drive shaft and housing, a shaft mid-length bearing and an outer radial drive shaft and housing. The inner and outer RDS are hollow and made of steel alloy. One end of the outer RDS is internally splined and links with the externally splined end of the inner RDS. Both ends of the inner and outer RDS assembly are externally splined and connect the IGB level gear with the TGB input level gear. The shaft mid-length bearing provides proper centering of the RDS in its housing. Its inner race is mounted halfway up on the RDS and the outer race is part of the RDS housing.

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TRAINING MANUAL

OIL DISTRIBUTOR INLET GEARBOX (IGB) INNER RADIAL DRIVE SHAFT (RDS) NO.10 FAN FRAME 12-STRUT HUB BALL BEARING OUTER RACE SHAFT MID-LENGTH BALL BEARING DRIVE SHAFT HOUSING OUTER RADIAL DRIVE SHAFT (RDS)

TRANSFER GEARBOX (TGB)

THE RADIAL DRIVE SHAFT

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TRAINING MANUAL

THE TRANSFER GEARBOX (TGB)

Driven by the RDS, the Transfer Gearbox reduces rotational speed and redirects the torque from the IGB to the AGB, through the horizontal drive shaft. It is secured under the fan frame module at the 9 o’clock position and consists of : - The transfer gearbox housing - The input bevel gear - The horizontal bevel gear

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TRAINING MANUAL

INPUT BEVEL GEARSHAFT

HORIZONTAL BEVEL GEARSHAFT

TRANSFER GEARBOX ASSEMBLY

CTC-215-061-00

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TRANSFER GEARBOX HOUSING (TGB)

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TRAINING MANUAL

THE TRANSFER GEARBOX (CONTINUED)

The gearbox housing The housing is a double-walled aluminium alloy casting, to improve oil scavenge. The upper part of the housing consists of a bearing adapter assembly, that engages in the inner drive shaft housing in the fan frame shroud. The TGB housing is attached to the fan frame shroud with four bolts. The TGB housing has three oil nozzles for the lubrication of the level gears and bearings.

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TRAINING MANUAL

OUTER RADIAL DRIVE SHAFT (RDS)

TRANSFER GEARBOX HOUSING

CLEVIS

TRANSFER TUBE

CLAMP

SLEEVE

HORIZONTAL DRIVE SHAFT (HDS)

TRANSFER GEARBOX ASSEMBLY

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TRAINING MANUAL

THE TRANSFER GEARBOX (CONTINUED)

The input bevel gear The upper part of the TGB houses the input bevel gear, its bearing housing, ball bearing and roller bearing. The input bevel gear has 31 teeth. The bore of the bevel gear is splined at its upper end and engages with the outer radial drive shaft. Sealing is provided by a seal ring installed internally in the input bevel gear bore. An oil nozzle (not shown on diagram) supplies a jet of oil directly onto the bevel gear. Another oil nozzle supplies a jet of oil onto the roller bearing. An oil distributor, installed inside the bevel gear and secured by the spirolock system, ensures oil distribution and axial retention of the outer RDS.

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SEAL RING

SPLINES

INPUT BEVEL GEAR OIL DISTRIBUTOR

ADAPTER

SPIROLOCK

BALL BEARING

TEETH

TGB HOUSING

SPIROLOCK THREADS

ROLLER BEARING

BEARING JOURNAL

INPUT BEVEL GEAR

CTC-215-063-00

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TRAINING MANUAL

THE TRANSFER GEARBOX (CONTINUED)

The horizontal bevel gear The horizontal part of the TGB includes the transfer tube, the sleeve, the horizontal bevel gear, a ball bearing and a roller bearing. The horizontal bevel gear has 32 teeth. An oil nozzle directs 3 jets of oil into various parts of the horizontal bevel gear. An oil distributor, installed in the bevel gear and attached by the spirolock system, permits oil distribution to the bearings. The bore of the bevel gear is splined at its forward end and connects with the Horizontal Drive Shaft (HDS).

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TRAINING MANUAL

SPIROLOCK

ROLLER BEARING BALL BEARING SEAL RING

SPIROLOCK TEETH

THREADS

TRANSFER TUBE

OIL DISTRIBUTOR HORIZONTAL BEVEL GEAR

BEARING JOURNAL SPLINES

HORIZONTAL BEVEL GEAR

CTC-215-064-00

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ACCESSORY GEARBOX

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THE ACCESSORY GEARBOX (AGB)

The Horizontal Drive Shaft (HDS) The Horizontal Drive Shaft provides power transmission between the TGB and the AGB. The horizontal drive shaft transfer tube is made of steel alloy and is fitted with an aluminium alloy sliding sleeve. The transfer tube and the sliding sleeve house and protect the HDS and the level gear shaft assembly. The transfer tube is bolted to the TGB housing and the sliding sleeve ensures connection with the AGB through a clamp. Two O-rings between the transfer tube, the horizontal bevel gear support bearing and the TGB housing and an O-ring between the sleeve and the AGB rear flange provide the necessary sealing of the assembly. The HDS is made of steel alloy. It is splined at both ends and drives the AGB gears through the hand-cranking drive gear. The shaft is secured in the drive gear by a locking nut.

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EFG CLAMP

TRAINING MANUAL

HORIZONTAL DRIVE SHAFT (HDS) TRANSFER TUBE

ACCESSORY GEARBOX (ABG)

O-RING

O-RINGS

TRANSFER GEARBOX

LOCKING NUT SLEEVE

CTC-215-065-00

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HORIZONTAL DRIVE SHAFT LOCATION

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TRAINING MANUAL

THE ACCESSORY GEARBOX (CONTINUED)

The accessory gearbox supports and drives both aircraft and engine accessories. The AGB assembly is mounted on the left hand side of the fan frame at the 9 o’clock position and is secured by 2 clevis mounts with shouldered bushings. The housing is an aluminium alloy casting.

Its rear face connects with the HDS sleeve and provides mounting pads for : - The lubrication unit - The scavenge oil filter - The fuel pump and Hydromechanical Unit (HMU) Some of the accessories are installed on the AGB through Quick Attach/Detach (QAD) rings.

The AGB consists of a gear train that reduces and increases the rotational speed to meet the specific drive requirements of each accessory. The AGB’s front face has mounting pads for the following equipment : - The Hydraulic pump - The Integrated Drive Generator (IDG) - The Starter - The Hand-cranking drive - The Control alternator (FADEC Power supply)

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FRONT VIEW FWD

FLANGED BUSHING

CONTROL ALTERNATOR DRIVE PAD

TGB TO AGB INPUT DRIVE PAD

SPEED SENSOR

HANDCRANKING DRIVE PAD FUEL PUMP DRIVE PAD STARTER DRIVE PAD

REAR VIEW

IDG DRIVE PAD

FWD

HYDRAULIC PUMP DRIVE PAD

LUBRICATION UNIT DRIVE PAD FLANGED BUSHING

ACCESSORY GEARBOX HOUSING

CTC-215-066-00

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TRAINING MANUAL

THE ACCESSORY GEARBOX (CONTINUED)

The gear train The gear train is contained in the AGB housing and consists of an arrangement of gear shafts, which drive the accessories. Each gear shaft assembly consists of a spur gear supported by a ball and roller bearing. The gears, their bearings and bearing supports are plugin type systems. They are lubricated by oil distributors, which supply oil jets onto specific areas (bearings and splines). Accessory ratios : - The IDG - The hydraulic pump - The HMU and fuel pump - The lubrication unit - The ECU alternator - The starter - Hand cranking

0.565 N2 0.257 N2 0.426 N2 0.423 N2 1.301 N2 1.002 N2 0.986 N2

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100% N2 = 14460 RPM IGB

47

35

RDS 1.343 N2 = 19418 rpm

31

TGB

EEC ALTERNATOR 32 HANDCRANKING 0.986 N2 = 14260 rpm

HDS 1.301 N2 = 18811 rpm 47

STARTER 1.002 N2 = 14494 rpm

62

AGB 31

61 73 LUBRICATION UNIT 0.423 N2 = 6155 rpm

73 44

73

55

41

44

HYDR. PUMP 0.257 N2 = 3710 rpm CTC-215-067-00

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MAIN FUEL PUMP 0.426 N2 = 6155 rpm IDG 0.565 N2 = 8169 rpm

ACCESSORY DRIVE SYSTEM GEAR TRAIN

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TRAINING MANUAL

THE ACCESSORY GEARBOX (CONTINUED)

Sealing Sealing of the AGB is provided by 2 configurations of carbon-contact seals : - Magnetic type - Spring-loaded type Magnetic type seals The magnetic-type seal consists of : - A non-magnetic seal housing, which contains a magnetized mating ring with a polished face and a retaining ring - A rotating seal held in a rotating ring This seal type can be used on the following pads : - Integrated Drive Generator (IDG) - Hydraulic pump - Fuel pump

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EFG (ASSEMBLED)

TRAINING MANUAL

(DISASSEMBLED)

NON MAGNETIC SEAL HOUSING

MAGNETIZED RING

RETAINING RING

O-RING SEALS

LAPPED OR POLISHED CONTACT FACE

STATIC PART ROTATING PART

MAGNETIC SEAL

CTC-215-068-00

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CARBON CONTACT FACE

O-RING SEAL

EFFECTIVITY B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL CFMI PROPRIETARY INFORMATION

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TRAINING MANUAL

THE ACCESSORY GEARBOX (CONTINUED)

Spring-loaded seals The spring-loaded seal is made up of carbon packing and a rotating mating ring with a polished face. The rotating mating ring has 4 lugs that engage in 4 corresponding slots machined in the gear shaft bearing. A housing, which contains the spring-loaded seal, ensures constant contact between the polished face of the rotating mating ring and the carbon seal element. This seal type can be used on the following drive pads : - Integrated Drive Generator (IDG) - Hydraulic pump - Starter - Fuel pump

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TRAINING MANUAL

CARBON CONTACT FACE

(ASSEMBLED)

(DISASSEMBLED)

SPRING WASHER

O-RING SEAL

O-RING SEALS

STATIC PART

MATING RING

ROTATING PART

LUGS

LAPPED OR POLISHED CONTACT FACE

SPRING LOADED SEAL

CTC-215-070-00

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