CFM56-5B_BE

TRAINING MANUAL

CFM56-5B

BASIC ENGINE

DECEMBER 2000

CTC-063 Level 3

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CFMI PROPRIETARY INFORMATIONALL CFM56-5B ENGINES FOR A319-A320-A321

TRAINING MANUALCFM56-5B

GENERAL Page 1Dec 00

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CFMI Customer Training CenterSnecma Services - Snecma GroupDirection de l’Après-Vente Civile

MELUN-MONTEREAUAérodrome de Villaroche B.P. 1936

77019 - MELUN-MONTEREAU CedexFRANCE

CFMI Customer Training ServicesGE Aircraft Engines

Customer Technical Education Center123 Merchant Street

Mail Drop Y2Cincinnati, Ohio 45246

USA

BASIC ENGINE

Published by CFMI

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THIS PAGE INTENTIONALLY LEFT BLANK

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This CFMI publication is for Training Purposes Only. The information is accurate at the time of compilation; however, noupdate service will be furnished to maintain accuracy. For authorized maintenance practices and specifications, consultpertinent maintenance publications.

The information (including technical data) contained in this document is the property of CFM International (GE andSNECMA). 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-exportedor disclosed in any manner not provided for by the license without prior written approval of both the U.S. Government andCFM International.

COPYRIGHT 1998 CFM INTERNATIONAL

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CONTENTS Page 1Dec 00BASIC ENGINE

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TABLE OF CONTENTS

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CONTENTS Page 2Dec 00BASIC ENGINE

EFGChapter Section Page

Table of Contents 1 to 2

Lexis 1 to 8

Intro 1 to 8

72-00-00 Engine General 1 to 10

72-20-00 Fan Section 1 to 24

72-00-02 Core Engine Major Module 1 to 4

72-30-00 High Pressure Compressor Section 1 to 6

72-40-00 Combustion Section 1 to 6

72-50-00 Turbine Section 1 to 12

72-60-00 Accessory Drive Section 1 to 12

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LEXIS Page 1Dec 00

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ABBREVIATIONS & A CRONYMS

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LEXIS Page 2Dec 00

EFGAA/C AIRCRAFTAC ALTERNATING CURRENTACARS AIRCRAFT COMMUNICATION

ADDRESSING & REPORTING SYSTEMACMS AIRCRAFT CONDITION MONITORING

SYSTEMACS AIRCRAFT CONTROL SYSTEMADC AIR DATA COMPUTERADEPT AIRLINE DATA ENGINE PERFORMANCE

TRENDADIRU AIR DATA AND INERTIAL REFERENCE

UNITAGB ACCESSORY GEARBOXAIDS AIRCRAFT INTEGRATED DATA SYSTEMALF AFT LOOKING FORWARDALT ALTITUDEAMB AMBIENTAMM AIRCRAFT MAINTENANCE MANUALAOG AIRCRAFT ON GROUNDAPU AUXILIARY POWER UNITARINC AERONAUTICAL RADIO, INC.

(SPECIFICATION)ATA AIR TRANSPORT ASSOCIATIONATHR AUTO THRUSTATO ABORTED TAKE-OFF

BBITE BUILT-IN TEST EQUIPMENTBMC BLEED MONITORING COMPUTER

BSI BORESCOPE INSPECTIONBSV BURNER STAGING VALVEBVCS BLEED VALVE CONTROL SOLENOID

CCBP (HP) COMPRESSOR BLEED PRESSURECCDL CROSS CHANNEL DATA LINKCCFG COMPACT CONSTANT FREQUENCY

GENERATORCCU COMPUTER CONTROL UNITCCW COUNTER CLOCKWISECDP (HP) COMPRESSOR DISCHARGE

PRESSURECFDIU CENTRALIZED FAULT DISPLAY

INTERFACE UNITCFDS CENTRALIZED FAULT DISPLAY SYSTEMCFMI JOINT GE/SNECMA COMPANY (CFM

INTERNATIONAL)Ch A channel ACh B channel BCMC CENTRALIZED MAINTENANCE

COMPUTERCMM COMPONENT MAINTENANCE MANUALCG CENTER OF GRAVITYcm.g CENTIMETER x GRAMSCHATV CHANNEL ACTIVECFDIU CENTRALIZED FAULT DISPLAY

INTERFACE UNITCFDS CENTRALIZED FAULT & DISPLAY SYSTEMCIP(HP) COMPRESSOR INLET PRESSURE

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LEXIS Page 3Dec 00

EFGCIT(HP) COMPRESSOR INLET TEMPERATURECODEP HIGH TEMPERATURE COATINGCPU CENTRAL PROCESSING UNITCRT CATHODE RAY TUBECSD CONSTANT SPEED DRIVECSI CYCLES SINCE INSTALLATIONCSN CYCLES SINCE NEWCu.Ni.In COPPER.NICKEL.INDIUMCW CLOCKWISE

DDAC DOUBLE ANNULAR COMBUSTORDC DIRECT CURRENTDCU DATA CONVERSION UNITDISC DISCRETEDIU DIGITAL INTERFACE UNITDMC DISPLAY MONITORING COMPUTERDMU DATA MANAGEMENT UNITDPU DIGITAL PROCESSING MODULEDRT DE-RATED TAKE-OFF

EEBU ENGINE BUILDUP UNITECAM ELECTRONIC CENTRALIZED AIRCRAFT

MONITORINGECS ENVIRONMENTAL CONTROL SYSTEMECU ELECTRONIC CONTROL UNIT

EFH ENGINE FLIGHT HOURSEFIS ELECTRONIC FLIGHT INSTRUMENT

SYSTEMEGT EXHAUST GAS TEMPERATUREEICAS ENGINE INDICATING AND CREW

ALERTING SYSTEMEIS ELECTRONIC INSTRUMENT SYSTEMEIU ENGINE INTERFACE UNITEMF ELECTROMOTIVE FORCEEMI ELECTRO MAGNETIC INTERFERENCEEMU ENGINE MAINTENANCE UNITEPROM ERASABLE PROGRAMMABLE

READ-ONLY MEMORYESN ENGINE SERIAL NUMBEREVMU ENGINE VIBRATION MONITORING UNITEWD ENGINE WARNING DISPLAY

FFAA FEDERAL AVIATION AGENCYFADEC FULL AUTHORITY DIGITAL ENGINE

CONTROLFAR FUEL/AIR RATIOFDRS FLIGHT DATA RECORDING SYSTEMFEIM FIELD ENGINEERING INVESTIGATION

MEMOFFCCV FAN FRAME/COMPRESSOR CASE

VERTICAL (VIBRATION SENSOR)

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LEXIS Page 4Dec 00

EFGFI FLIGHT IDLE (F/I)FLA FORWARD LOOKING AFTFLX TO FLEXIBLE TAKE-OFFFMGC FLIGHT MANAGEMENT AND GUIDANCE

COMPUTERFMS FLIGHT MANAGEMENT SYSTEMFMV FUEL METERING VALVEFOD FOREIGN OBJECT DAMAGEFPA FRONT PANEL ASSEMBLYFPI FLUORESCENT PENETRANT INSPECTIONFRV FUEL RETURN VALVEFWC FLIGHT WARNING COMPUTERFWD FORWARD

GGE GENERAL ELECTRICGEM GROUND-BASED ENGINE MONITORINGGI GROUND IDLE (G/I)g.in GRAM x INCHESGMT GREENWICH MEAN TIMEGSE GROUND SUPPORT EQUIPMENT

HHCF HIGH CYCLE FATIGUEHCU HYDRAULIC CONTROL UNITHDS HORIZONTAL DRIVE SHAFTHMU HYDROMECHANICAL UNITHP HIGH PRESSUREHPC HIGH PRESSURE COMPRESSORHPCR HIGH PRESSURE COMPRESSOR ROTOR

HPSOV HIGH PRESSURE SHUTOFF VALVEHPT HIGH PRESSURE TURBINEHPTC HIGH PRESSURE TURBINE CLEARANCEHPTCC HIGH PRESSURE TURBINE CLEARANCE

CONTROLHPTCCV HIGH PRESSURE TURBINE CLEARANCE

CONTROL VALVEHPTR HIGH PRESSURE TURBINE ROTORHz HERTZ (CYCLES PER SECOND)

IIDG INTEGRATED DRIVE GENERATORID PLUG IDENTIFICATION PLUGIFSD IN FLIGHT SHUT DOWNIGB INLET GEARBOXIGN IGNITIONIGV INLET GUIDE VANEin. INCHI/O INPUT/OUTPUTIOM INPUT OUTPUT MODULEIR INFRA RED

KK X 1000

Llbs. POUNDS, WEIGHTLCF LOW CYCLE FATIGUELE (L/E) LEADING EDGEL/H LEFT HAND

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LEXIS Page 5Dec 00

EFGLP LOW PRESSURELPC LOW PRESSURE COMPRESSORLPT LOW PRESSURE TURBINELPTC LOW PRESSURE TURBINE CLEARANCELPTCC LOW PRESSURE TURBINE CLEARANCE

CONTROLLPTR LOW PRESSURE TURBINE ROTORLRU LINE REPLACEABLE UNITLVDT LINEAR VARIABLE DIFFERENTIAL

TRANSFORMER

MMO AIRCRAFT SPEED MACH NUMBERMCD MASTER CHIP DETECTORMCL MAXIMUM CLIMBMCDU MULTIPURPOSE CONTROL AND

DISPLAY UNITMCL MAXIMUM CLIMBMCT MAXIMUM CONTINUOUS THRUSTMDDU MULTIPURPOSE DISK DRIVE UNITmm. MILLIMETERSMMEL MAIN MINIMUM EQUIPMENT LISTMTBF MEAN TIME BETWEEN FAILURESMTBR MEAN TIME BETWEEN REMOVALS

NN1 (NL) LOW PRESSURE ROTOR

ROTATIONAL SPEED

N1ACT ACTUAL N1N1DMD DEMANDED N1N1CMD COMMANDED N1N2 (NH) HP ROTOR ROTATIONAL SPEEDN2ACT ACTUAL N2NVM NON VOLATILE MEMORYOOAT OUTSIDE AIR TEMPERATUREOGV OUTLET GUIDE VANEOSG OVERSPEED GOVERNOR

PP0 AMBIENT STATIC PRESSUREP25 HPC INLET TOTAL AIR TEMPERATUREPCU PRESSURE CONVERTER UNITPLA POWER LEVER ANGLEPMC POWER MANAGEMENT CONTROLPMUX PROPULSION MULTIPLEXERPS12 FAN INLET STATIC AIR PRESSUREPS13 FAN OUTLET STATIC AIR PRESSUREPS3HP COMPRESSOR DISCHARGE STATIC AIR

PRESSUREpsi POUNDS PER SQUARE INCHpsia POUNDS PER SQUARE INCH ABSOLUTEpsid POUNDS PER SQUARE INCH

DIFFERENTIALpsig POUNDS PER SQUARE INCH GAUGE

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LEXIS Page 6Dec 00

EFGPSM POWER SUPPLY MODULEPSS (ECU) PRESSURE SUB-SYSTEMPSU POWER SUPPLY UNITPT TOTAL PRESSUREPT2 FAN INLET TOTAL AIR PRESSURE

(PRIMARY FLOW)QQAD QUICK ATTACH DETACHQTY QUANTITY

RRAM RANDOM ACCESS MEMORYRDS RADIAL DRIVE SHAFTR/H RIGHT HANDRPM REVOLUTIONS PER MINUTERTD RESISTIVE THERMAL DEVICERTV ROOM TEMPERATURE VULCANIZING

(MATERIAL)RVDT ROTARY VARIABLE DIFFERENTIAL

TRANSFORMERSSAC SINGLE ANNULAR COMBUSTORSAV STARTER AIR VALVESB SERVICE BULLETINSCU SIGNAL CONDITIONING UNITSD SYSTEM DISPLAYSDAC SYSTEM DATA ACQUISITION

CONCENTRATORSDI SOURCE/DESTINATION IDENTIFIER

(BITS) (CF ARINC SPEC)

SDU SOLENOID DRIVER UNITSER SERVICE EVALUATION REQUESTSFC SPECIFIC FUEL CONSUMPTIONSG SPECIFIC GRAVITYSLS SEA LEVEL STANDARD

(CONDITIONS : 29.92 in. Hg/59 F)SMM STATUS MATRIXSMP SOFTWARE MANAGEMENT PLANS/N SERIAL NUMBERSNECMA SOCIETE NATIONALE D’ETUDE ET

DE CONSTRUCTION DE MOTEURSD’AVIATION

SOAP SPECTROMETRIC OIL ANALYSISPROGRAM

SOL SOLENOIDSOV SHUT-OFF VALVES/R SERVICE REQUESTS/V SHOP VISITSVR SHOP VISIT RATESW SOFTWARE

TT12 FAN INLET TOTAL AIR

TEMPERATURET25 HPC INLET AIR TEMPERATURET3 HP COMPRESSOR DISCHARGE AIR

TEMPERATURET49.5 EXHAUST GAS TEMPERATURET5 LPT DISCHARGE TOTAL AIR

TEMPERATURE

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LEXIS Page 7Dec 00

EFGTAT TOTAL AIR TEMPERATURETBD TO BE DETERMINEDTBV TRANSIENT BLEED VALVET/E TRAILING EDGET/C THERMOCOUPLETC (T Case) HPT CASE TEMPERATURETCC TURBINE CLEARANCE CONTROLTCJ TEMPERATURE COLD JUNCTIONTECU ELECTRONIC CONTROL UNIT

INTERNAL TEMPERATURETEO ENGINE OIL TEMPERATURETGB TRANSFER GEARBOXTi TITANIUMTLA THRUST LEVER ANGLETM TORQUE MOTORTMC TORQUE MOTOR CURRENTTO/GA TAKE OFF/GO AROUNDT/O TAKE OFFT oil OIL TEMPERATURETPU TRANSIENT PROTECTION UNITT/R THRUST REVERSERTRA THROTTLE RESOLVER ANGLETRDV THRUST REVERSER DIRECTIONAL

VALVETRF TURBINE REAR FRAMETRPV THRUST REVERSER PRESSURIZING

VALVE

TRSOV THRUST REVERSER SHUTOFF VALVETSI TIME SINCE INSTALLATION (HOURS)TSN TIME SINCE NEW (HOURS)TTL TRANSISTOR TRANSISTOR LOGIC

UUER UNSCHEDULED ENGINE REMOVAL

VVAC VOLTAGE, ALTERNATING CURRENTVBV VARIABLE BLEED VALVEVDC VOLTAGE, DIRECT CURRENTVDT VARIABLE DIFFERENTIAL TRANSFORMERVRT VARIABLE RESISTANCE TRANSDUCERVSV VARIABLE STATOR VANE

WWDM WATCHDOG MONITORWFM WEIGHT OF FUEL METEREDWOW WEIGHT ON WHEEL

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LEXIS Page 8Dec 00

EFGENGLISH/METRIC CONVERSIONS

METRIC/ENGLISH CONVERSIONS

1 mile = 1.609 km1 km = 0.621 mile

1 ft = 0.3048 m or 30.48 cm1 m = 3.281 ft. or 39.37 in.

1 in. = 0.0254 m or 2.54 cm1 cm = 0.3937 in.

1 mil. = 25.4 10-6 m or 25.4 mm1 mm = 39.37 mils.

1 in.2 = 6.45 cm²1 m² = 10.76 sq. ft.1 cm² = 0.155 sq.in.

1 USG = 3.785 l ( dm³ )

1 in.3 = 16.39 cm³1 m³ = 35.31 cu. ft.1 dm³ = 0.264 US gallon1 cm³ = 0.061 cu.in.

1 lb = 0.454 kg1 kg =2.205 lbs

1 psi = 6.890 kPa or 6.89 x 10-2 bar1 Pa = 1.45 x 10-4 psi1 kPa = 0.145 psi or 0.01 bar1 bar = 14.5 psi

°F = 1.8 x °C + 32°C = ( °F - 32 ) /1.8

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INTRO Page 1Dec 00BASIC ENGINE

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INTRODUCTION TO THE CFM56 FAMILY

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EFGINTRODUCTION TO THE CFM56 FAMILY

The CFM56 engine, a high by-pass, dual rotor, axial flowturbofan, was designed in the mid 70’s.

It is a product of CFMI. CFM International is a companyjointly owned by GENERAL ELECTRIC (GE) of the USA,and SOCIETE NATIONALE D’ETUDE ET DECONSTRUCTION DE MOTEURS D’AVIATION(SNECMA) of France.

CFMI, with the full backing of parent companies holdingequal shares, has a dual function :

- Overall program management, on behalf of both GEand SNECMA

- Single interface with customers for marketing andproduct support

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CFM INTERNATIONAL ORGANIZATIONCTC-063-001-01

PRODUCT SUPPORTMARKETING

DESIGNDEVELOPMENT

MANUFACTURINGASSEMBLY

Jointly owned companyUses all GENERAL ELECTRIC and

SNECMA resources......With work split 50/50

CUSTOMER SATISFACTION

One program managerOne customer interface

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EFGINTRODUCTION TO THE CFM56 FAMILY

Engine Applications

The following chart shows the various engine models forthe Airbus A319-A320-A321 aircraft.

The engine used on these aircraft is the CFM56-5B,which has several different thrust ratings ranging from22000 to 33000 lbs.

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CTC-063-002-02CFM56-5B FOR AIRBUS APPLICATIONS

CFM56-5B5 (22,000 lbs)CFM56-5B5/2 (22,000 lbs)CFM56-5B5/P (22,000 lbs)CFM56-5B5/2P (22,000 lbs)CFM56-5B6 (23,500 lbs)CFM56-5B6/2 (23,500 lbs)CFM56-5B6/P (23,500 lbs)CFM56-5B6/2P (23,500 lbs)CFM56-5B7/P (27,000 lbs)

CFM56-5B4 (27,000 lbs)CFM56-5B4/2 (27,000 lbs)CFM56-5B4/P (27,000 lbs)CFM56-5B4/2P (27,000 lbs)

CFM56-5B1 (30,000 lbs)CFM56-5B1/2 (30,000 lbs)CFM56-5B1/P (30,000 lbs)CFM56-5B1/2P (30,000 lbs)CFM56-5B2 (31,000 lbs)CFM56-5B2/2 (31,000 lbs)CFM56-5B2/P (31,000 lbs)CFM56-5B2/2P (31,000 lbs)CFM56-5B3/P (33,000 lbs)CFM56-5B3/2P (33,000 lbs)

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EFGCFM56-5B MAIN CHARACTERISTICS

Type of engine Turbo fan

Arrangement Two spool axial flow

Rotation Clockwise (ALF)

Compressors- Low Pressure:

Fan Stage 1Booster Stages 2 to 5

- High Pressure:HP Compressor Stages 1 to 9

Combustion chamber Annular SAC (option DAC)

Turbines- HP Turbine Single stage- LP Turbine Four stages

Weight 2381 kg (5249 lbs)

Overall dimensions- Length 2.94m (115.86 ins)- Height 2.14m (83.65 ins)- Width 1.97m (77.88 ins)

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CTC-063-003-01CFM56-5B

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72-00-00 Page 1Dec 00BASIC ENGINE

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ENGINE GENERAL

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EFGENGINE GENERAL CONCEPT

The CFM56-5B engine is a high by-pass, dual rotor, axialflow turbofan. It is supported by the wing pylon andstreamlined by cowlings.

Air is sucked into the intake by the fan blades and splitinto two flow paths, the Primary and the Secondary.

The primary airflow passes through the inner portion ofthe fan blades and is directed into a booster (LPC).

The airflow then enters a High Pressure Compressor(HPC) and goes to a combustor. Mixed with fuel andignited, the gas flow provides energy to a High PressureTurbine (HPT) and a Low Pressure Turbine (LPT).

The secondary airflow passes through the outer portionof the fan blades, the Outlet Guide Vanes (OGV’s) andexits through the nacelle discharge duct, producingapproximately 80 % of the total thrust. It also plays a rolein the thrust reverser system.

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DESIGN AND OPERATIONCTC-063-005-01

PRIMARY FLOW

SECONDARY FLOW

THRUSTREVERSER

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The CFM56-5B engine uses a maintenance conceptcalled ‘On Condition Maintenance’. This means that theengine has no periodic overhaul schedules and canremain installed under the wing until something importantoccurs, or when lifetime limits of parts are reached.

For this reason, to monitor and maintain the health of theengine, different tools are available, which are :

- Engine performance trend monitoring- Borescope inspection- Lubrication particles analysis- Spectrometric Oil Analysis Program (S.O.A.P)- Engine vibration monitoring system

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CONDITION MONITORINGCTC-063-009-02

TREND MONITORING

BORESCOPEINSPECTION

LUBE PARTICLE ANALYSIS S.O.A.P.

VIBRATIONMONITORING

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The CFM56-5B engine consists of two independentrotating systems :

- The low pressure system rotational speed isdesignated N1.

- The high pressure system rotational speed isdesignated N2.

The engine rotors are supported by 5 bearings, identifiedin manuals as numbers 1 thru 5, where No. 1 is the mostforward and No. 5 the most aft. These bearings arehoused in 2 dry sump cavities provided by the fan andturbine frames.

Engine structural rigidity is obtained with short lengthsbetween two main structures (frames).

The accessory drive system uses energy from the highpressure compressor rotor to drive the engine andaircraft accessories. It also plays a major role in starting.

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ENGINE GENERAL CONCEPTCTC-063-006-01

LP SYSTEM

2 FRAMES

HP SYSTEM

2 SUMPS

5 BEARINGS

ACCESSORYDRIVE

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The CFM56-5B is a modular concept design engine. Ithas 17 different modules that are enclosed within threemajor 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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MODULAR DESIGNCTC-063-008-01

LOW PRESSURE TURBINEMAJOR MODULE

ACCESSORY DRIVE MODULE

CORE ENGINE MAJOR MODULEFAN MAJOR MODULE

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FAN SECTION

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EFGFAN SECTION

The fan section is at the front of the engine and,downstream from the air inlet cowl, the section includesthe fan and booster module and fan frame module.

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 airflowpasses through the fan rotor, which increases the air’skinetic energy.

Most of the airflow is ducted overboard producingapproximately 80 % of the total thrust. The remainder isdirected through the booster, where it is pressurizedbefore entering the HPC.

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FAN SECTIONCTC-063-038-00

AIR OVERBOARD

AIR TO THE BOOSTER

AIR INLETCOWL

FANSECTIONMODULE

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EFGFAN AND BOOSTER MODULE

The Fan and Booster module consists of :

- a spinner front cone- a spinner rear cone- a single stage fan rotor- a four stage axial booster

The spinner front cone is designed to minimize ice build-up and is attached to the spinner rear cone.

The spinner rear cone holds the blades axially in positionof the fan disk.

The fan disk supports the mid-span shrouded fan bladesand a booster spool.

The booster spool accommodates booster blade stages,numbers 2 thru 5.

The booster vane assembly stages, numbers 1 thru 5,are stacked and mounted on the fan frame.

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CTC-063-011-01FAN AND BOOSTER DESIGN

FAN ROTOR

BOOSTER

SPINNER FRONTCONE

SPINNER REARCONE

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EFGFAN AND BOOSTER MODULE (CONTINUED)

Spinner front cone

Interference fit and single angular mounting positions arecharacteristics of the installation of the front and rearcone onto the fan disk.

The spinner front cone has an offset hole on its rearflange, identified by an indent mark, to ensure correctalignment for installation onto the rear cone front flange.

The rear flange has 6 mounting screw locations and 3threaded inserts, located every 120°, for installation ofjackscrews used in removal procedures.

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CTC-063-012-01SPINNER FRONT CONE

INDENTMARK

MOUNTINGSCREW

6 MOUNTINGSCREW LOCATIONS

3 JACKSCREWLOCATIONS

OFFSET HOLE

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Spinner rear cone

The front flange of the spinner rear cone has 6 linereplaceable, crimped, self-locking nuts.

The inner rear flange has 12 mounting screw holes, forinstallation onto the fan disk, and there are a further 6threaded holes for the installation of jackscrews used inrear cone removal procedures.

Both front and rear flanges have an offset hole to ensurecorrect installation and they are identified by indentmarks.

The rear cone also has an integrated air seal that isglued to its inner rear flange.

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CTC-063-013-01REAR CONE

JACKSCREW HOLE

REAR FLANGE

12 MOUNTINGSCREW HOLES

GLUEDSEAL

CRIMPEDSELF - LOCKING NUTS

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Spinner rear cone (continued)

The rear cone prevents axial disengagement of spacersused in the fan blade retention system.

It also supports a series of balancing screws that areinstalled on its outer diameter. There are two sets ofbalancing screws available and the screws in each setare identified as either P01 to P07 or, P08 to P14. Thenumbers, which are engraved on the screw heads, areequivalent to various weights.

An indent mark is located in between two balancingscrews for correct installation of the rear cone onto thefan disk and for identification of fan blade No.1.

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CTC-063-014-01REAR CONE

FAN BLADE

SPACER

BALANCING SCREWS

FAN DISK

FAN BLADE

BALANCINGSCREWS

INDENT MARK

SPACER

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Fan disk

The fan disk outer rim has 36 dovetail recesses for theinstallation of the fan blades.

The inner front flange has an imprint to identify an offsethole for rear cone installation.

There are also two identification marks engraved oneither side of blade recesses No.1 and 5.

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CTC-063-015-01FAN DISK FRONT FLANGE

SPHERICALIMPRINT

5

5

1 1

OFFSET HOLE

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Fan blades

There are 36 titanium alloy, mid-span shrouded fanblades.

Each blade has a dovetail base that slides into a recesson the fan disk outer rim.

A retainer lug, machined at the rear end of the bladeroot, engages the forward flange of the booster spooland limits axial movements.

A spacer, installed underneath each blade, limits theradial movement.

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CTC-063-016-01FAN BLADES

DISK

36 FAN BLADES

SPACER

RETAINER LUG

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Fan blades (continued)

Each blade has specific indications engraved on thebottom of the root :

- Part number- Serial number- Momentum weight- Manufacturer code

The fan blade root faces have an anti-friction plasmacoating (Cu-Ni-In) and a top coat of cured molybdenum-base film varnsh, which acts as a lubricant.

Lubrication of blade roots is further improved by theapplication of solid molybdenum-base lubricant beforeinstallation on the fan disk.

The mid-span shroud contact surfaces have a tungsten-carbide coating. They are also lubricated with solidmolybdenum-base lubricant at blade installation.

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CTC-063-017-01FAN BLADE ROOT

FAN BLADE

HARD COATINGSURFACESPECIFIC

INDICATIONS

TUNGSTEN CARBIDE COATING

TUNGSTEN CARBIDE COATING

Cu-Ni-In COATING ANDMOLYBDENUM FILM

F0301 337-000-114-0

SERIAL NUMBER

PART NUMBERMANUFACTURER CODE

SUB-CONTRACTORNUMBER

EXAMPLE SPECIFICINDICATIONS

MOMENTUMWEIGHT

F0491 J023493206740

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EFGFAN FRAME MODULE

The fan frame module is the main forward structure formounting the engine onto the airframe. It supports thefan and booster module, the HPC and cowls.

The fan frame module consists of the following 3 majorassemblies :

- The fan frame- The downstream fan inlet case- The upstream fan inlet case

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FAN FRAME MODULECTC-063-018-01

FAN FRAME

MOUNTING FLANGE

OUTER FLANGES

OUTER RIBS

FAN ABRADABLELINER

FAN INLET CASEUPSTREAM FAN INLET CASE

DOWNSTREAM

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EFGFAN FRAME MODULE (CONTINUED)

Fan inlet case

The inner surface of the upstream fan inlet case is linedwith 6 forward acoustical panels, 6 mid acoustical panelsand provides an abradable shroud which faces the fanblade tips.

The inner surface of the downstream fan inlet case islined with 12 aft acoustical panels.

The fan inlet case also houses the Outlet Guide Vane(OGV) assembly.

Fan frame

The fan frame has 12 radial hollow struts that housevarious equipment and lines. Compartments formedbetween the adjacent struts house Variable Bleed Valve(VBV) actuators which, under certain conditions, redirectprimary air into the secondary airflow.

The rear face of the fan frame mid section provides thefront mounts for the engine and the front flange for theHigh Pressure Compressor (HPC) section.

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CTC-063-019-01FAN INLET CASE DESIGN

ABRADABLESHROUD

FANFORWARDACOUSTICALPANELS

FAN AFTACOUSTICALPANELS

FANFRAMECASING

FAN MIDACOUSTICALPANELS

OUTLETGUIDEVANE

FRONT ENGINEMOUNT

VBV ACTUATOR

STRUT

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EFGFAN FRAME MODULE (CONTINUED)

The Outlet Guide Vane (OGV) assembly

The fan OGV assembly consists of the inner shroud and34 twin vanes.

The inner shroud rear flange is bolted to the fan frameand has 34 apertures to allow passage of the vane innerplatforms.

The vane inner platforms are axially retained by the innerface of the fan OGV inner shroud.

The vane outer platforms are bolted to the downstreamfan inlet case.

A splitter fairing, which separates the primary andsecondary airflows, is bolted onto the fan OGV innershroud forward flange.

There are 2 unplugged holes on the inner shroud,between the 3 and 4 o’clock positions, to enableborescope inspection of the booster vane assemblies.One is located between the OGV’s at the stage 3 vaneassembly and the other at the stage 5 vane assembly.

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CTC-063-020-02FAN OUTLET GUIDE VANES

SPLITTERFAIRING

OUTLETGUIDEVANE

OGVINNERSHROUD

OGV

OUTERPLATFORMUNPLUGGED

BORESCOPEHOLES

S03

S05

INNERPLATFORM

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CORE ENGINE MAJOR MODULE

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EFGCORE ENGINE MAJOR MODULE

The core engine is a high pressure, high speed, gasgenerator that produces the power to drive the engine.

The core engine consists of the :

- The High Pressure Compressor (HPC) section.

- The Combustion section.

- The High Pressure Turbine (HPT) section & the LowPressure Turbine (LPT) stage 1 nozzle.

Fan discharge air is compressed in the HPC section andheated and expanded in the combustion section. It isthen directed to the HPT section. Energy not extractedfrom the gas stream by the HPT is used to drive the LPT,fan rotors and booster.

The forward end of the core is supported by the No 3 balland roller bearings and the aft end by the No 4 rollerbearing.

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EFG

CTC-063-039-00CORE ENGINE MAJOR MODULE

HIGH PRESSURECOMPRESSOR STATOR

COMBUSTIONCASE

HIGH PRESSURECOMPRESSOR ROTOR

HIGH PRESSURETURBINE SECTION

HPCSECTION

#3 BEARING#4 BEARING

STAGE 1 LPTNOZZLES

COMBUSTIONSECTION

HPC STATOR

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EFG


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EFG

HIGH PRESSURE COMPRESSOR SECTION

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EFGTHE HIGH PRESSURE COMPRESSOR (HPC)

The High Pressure Compressor (HPC) is mountedbetween the fan frame module and the combustion case.

The HPC, which has 9 stages, increases the pressure ofthe air as it passes from stage to stage, to supply thecombustor section.

It consists of the following modules :

- The compressor rotor- The compressor stator

The compressor stator is made up of two parts. The frontis supported by the fan frame and the rear is attached tothe combustion case.

The HPC has pipe connections that duct bleed air forboth engine and aircraft use.

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EFG

CTC-063-021-01HP COMPRESSOR SECTION

HIGH PRESSURECOMPRESSOR ROTOR

HIGH PRESSURECOMPRESSOR FRONT STATOR

HIGH PRESSURE COMPRESSORREAR STATOR

4th. STAGEBLEED AIR

5th. STAGEBLEED AIR

9th. STAGEBLEED AIR

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EFGTHE HIGH PRESSURE COMPRESSOR (HPC)

Borescope ports

The lower stator case has a series of plugged ports toallow for borescope inspection of the rotor and statorvanes.

There are 9 borescope inspection ports located atapproximately the 5 o’clock position and they arenumbered S1 thru S9, where S1 is the most forward.

S7, S8 and S9 plugs are double plugs connected by ashaft. A spring-loaded system enables the outer plug todrive the inner plug.

Both inner and outer plugs have specific torque values.

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EFG

CTC-063-031-01HPC BORESCOPE PORTS

S1 TO S9

TOP VERTICAL

AFT LOOKING FORWARD

S9 S7S8

S1S2S3S4

S5S6

S1

S5

S9

S8S7

S6

S2

S3

S4

S6 BORESCOPE PLUG( S1 TO S6 )

S9 BORESCOPE PLUG ASSEMBLY( S7 TO S9 )

FWD

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EFG


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EFG

COMBUSTION SECTION

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EFGTHE COMBUSTION SECTION

The combustion section is located between the HighPressure Compressor (HPC) and the Low PressureTurbine (LPT).

Air from the HPC is mixed with fuel, supplied by 20 fuelnozzles.

The mixture is ignited by 2 igniter plugs that are locatedat the 4 and 8 o’ clock positions.

The front face of the combustor is attached to the rear ofthe compressor module.

The rear section of the combustion case houses the HPTmodule.

The combustion section also supplies HPC 9th stagebleed air for both aircraft and engine use.

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EFG

CTC-063-022-02COMBUSTOR DESIGN

HIGH PRESSURECOMPRESSOR HIGH PRESSURE

TURBINE

ENERGY

FUEL NOZZLE x20

ANNULARCOMBUSTIONCHAMBER

IGNITER PLUGS x2

9TH STAGE BLEED AIR

LPTSTATOR

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EFGTHE COMBUSTION SECTION (CONTINUED)

Borescope ports

There are 4 plugged ports (S12, S13, S14, S15) aroundthe combustion case, which enable borescope inspectionof the combustion chamber.

Two other ports are available, using the spark igniterports S10 and S11, which can also be used to inspectthe High Pressure Turbine (HPT) blades.

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EFG

CTC-063-032-01COMBUSTION CASE BORESCOPE PORTS

BORESCOPE PLUGS12, S13, S14, S15

COMBUSTION CASE

BORESCOPE PORTLOCATIONS (ALF)

S10IGNITERS11

IGNITERS14

S12

S13

S15

FWDIGNITER (S10, S11)

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EFG


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EFG

TURBINE SECTION

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EFGTURBINE SECTION

The turbine section provides the necessary power todrive the compressor rotors. It consists of the :

- High Pressure Turbine (HPT)- Low Pressure Turbine (LPT)

High Pressure Turbine (HPT)

The HPT module is housed in the combustion case andconsists of a single stage nozzle that directs the gas flowfrom the combustion chamber to the HPT rotor blades thatdrive the HPC rotor.

The LPT stage 1 nozzle is also housed in the combustioncase.

Engine cooling

Air from the 4th stage of the HPC is ducted through 4pipes, to cool down the LPT stage 1 nozzle and the frontcavity.

Air from the 4th and 9th stage of the HPC goes throughthe HPTCC valve and is ducted through 2 pipes, to cooldown the cavity that surrounds the HPT shroud.

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EFG

CTC-063-023-02HPT & STAGE 1 LPT NOZZLE ASSY.

STAGE 1LPT NOZZLE

LPT STATOR

HPT SHROUD

COMBUSTOR CASE

HPT NOZZLE HPT ROTOR

HPC 4th / 9th STAGECOOLING AIR

HPC 4th STAGECOOLING AIR

HPTCC VALVE

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EFGTURBINE SECTION (CONTINUED)

HPT borescope ports

Borescope ports S16 and S17, at the aft of thecombustion case at approximately the 5 and 8 o’clockpositions, are used to inspect the trailing edge of the HPTblades.

gniter ports S10 and S11, and combustion case ports S12through S15 are used to inspect the leading edge of theHPT blades.

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EFG

CTC-063-033-01HPT BORESCOPE PORTS

S16, S17


S14, S16

S17

S15

S12

S13

S11IGNITER

S10IGNITER

BORESCOPE PLUGS16 OR S17

FWD

FWD

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Low Pressure Turbine (LPT)

The LPT module converts the energy of combustiongasses into the necessary torque to drive the fan andbooster rotor.

The LPT is a 4 stage axial flow turbine that consists of arotor and stator assembly.

The LPT module front flange is mounted onto the rearflange of the combustor module. Its rear flange isattached onto the LPT frame and its inner flange issecured onto the LPT shaft.

Fan discharge air is ducted through manifolds that areprovided with orifices, to direct cooling air onto the LPTouter case.

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EFG

CTC-063-034-00LOW PRESSURE TURBINE MODULE

LPT ROTOR /STATORASSEMBLY

TURBINE FRAME

LPT SHAFTLOWERCOOLINGMANIFOLD

AIR MANIFOLD

UPPERCOOLINGMANIFOLD

TUBESUPPORT

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EFGTHE TURBINE FRAME MODULE

The turbine frame module is one of the engine majorstructural assemblies, and is located at the rear of theengine. It is made up of a hub and an outer casing.

The turbine frame module is bolted to the rear flange ofthe LPT case.

Its rear flange provides attachment for the exhaust nozzleand exhaust plug.

The outer casing is equipped with mounts for rear engineinstallation on the airframe.

The aft side of the turbine frame provides support andattachment for :

- the flange assembly and, at its center, the flamearrestor.

- the exhaust plug.

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EFG

CTC-063-037-01TURBINE FRAME MODULE

FLAME ARRESTOR

OVERBOARD SEAL DRAIN TUBE

FLANGE ASSEMBLY

STRUT

EXHAUST PLUG (NOT SHOWN)

ENGINE MOUNTS

LPT CASE

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There are 5 borescope ports for inspection of the LPTblades.

Ports S16 and S17, which are located at the 5 and 8o’clock positions respectively, are used to examine theLPT stage 1 blade leading edge.

Ports 18, 19 and 20, at the 5 o’clock position, are locatedbetween stages 1, 2 and 3.

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EFG

CTC-063-035-01LPT BORESCOPE PORTS

S16, S17

S18

S16

S18

S19

S19

S20

S20


S16, S18, S19, S20

S17

FWD

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EFG


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EFG

ACCESSORY DRIVE SECTION

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EFGACCESSORY DRIVE SECTION

The accessory drive system is located at the 6 o’clockposition.

In order to drive the engine and aircraft accessories, partof the core engine power is extracted through the InletGearbox (IGB) and transmitted through the followinggearboxes and shafts :

- Radial Drive Shaft (RDS)- Transfer Gearbox (TGB)- Horizontal Drive Shaft (HDS)- Accessory Gearbox (AGB)

At engine start, the accessory drive system transmitsexternal power from the engine air starter to drive the coreengine.

For maintenance tasks, there is a hand-cranking pad onthe AGB that is used to manually turn the core engine.

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EFG

CTC-063-026-01ACCESSORY DRIVE SECTION DESIGN

INLET GEARBOX(IGB)

TRANSFER GEARBOX(TGB)

ACCESSORY GEARBOX(AGB)

RADIAL DRIVESHAFT (RDS)

HORIZONTALDRIVE SHAFT(HDS)

EFFECTIVITY




EFGTHE ACCESSORY GEARBOX (AGB)

The AGB assembly is mounted under the fan inlet case atthe 6 o’clock position and is secured by 2 clevis mounts.

The AGB consists of a gear train that reduces andincreases the rotational speed to drive various engineand aircraft accessories.

The AGB’s front face has mounting pads for the followingequipment :

- Lube unit- Hydraulic pump- Hand-cranking drive- Control alternator- Integrated Drive Generator (IDG)

The AGB’s rear face connects with the Horizontal DriveShaft (HDS) coupling tube and provides mounting padsfor :

- The fuel pump- The starter- The N2 speed sensor

The fuel pump and IDG are installed on the AGB throughQuick Attach/Detach (QAD) rings.

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EFG

CTC-063-027-00ACCESSORY GEARBOX HOUSING

CLEVIS MOUNT

IDG PAD

CLEVIS MOUNT

FWD

STARTER PAD

N2 SPEED SENSORMOUNTING PAD

FUEL PUMP/HMU PAD

HYDRAULIC PUMP PAD

HANDCRANKING PAD

CONTROL ALTERNATOR PAD

LUBRICATIONUNIT PAD

HORIZONTALDRIVE COUPLINGTUBE

EFFECTIVITY




EFGTHE ACCESSORY GEARBOX (CONTINUED)

Sealing

Sealing of the AGB is provided by 2 configurations ofcarbon-contact seals :

- Magnetic type- Spring-loaded type

Magnetic seals

The magnetic-type seal consists of :

- a non-magnetic housing, which contains amagnetized mating ring with a polished face and aretaining ring.

- a rotating seal with carbon material held in a rotatingring.

This type of seal can be used on the following pads :

- Integrated Drive Generator (IDG)- Hydraulic pump- Fuel pump

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EFG

CTC-068-028-01MAGNETIC SEAL

O-RING SEAL

STATIC PART

(ASSEMBLED) (DISASSEMBLED)

O-RINGSEALS

ROTATINGPART

LAPPED OR POLISHED CONTACT FACE

CARBON CONTACT FACE

NON MAGNETIC SEAL HOUSING

MAGNETIZED RING

RETAININGRING

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Starter drive pad seal

On the starter drive pad only, a different configuration ofmagnetic seal is used.

It has a thrust ring, which also acts as a heat sink,installed in between the mating ring and retaining ring.

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EFG

CTC-063-029-01MAGNETIC SEAL (STARTER DRIVE ONLY)

STATIC PART

STATIC PART

ROTATING PART

O-RING SEAL

(ASSEMBLED)

(DISASSEMBLED)

THRUST RING

O-RING SEAL

CARBONCONTACT FACE

OIL DRAINING HOLES

THRUST RING

RETAINING RING

LAPPED OR POLISHEDCONTACT FACE

MAGNETIZEDRING

NON MAGNETICSEAL HOUSING

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Spring-loaded seals

Spring-loaded seals have a rotating mating ring with 4lugs that engage in corresponding slots machined in thegear shaft bearing.

A housing, which contains the spring-loaded seal,ensures constant contact between the polished face andthe carbon seal element.

This type of seal can be used on the following drive pads:

- Integrated Drive Generator (IDG)- Hydraulic pump- Starter- Fuel pump

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EFG

CTC-063-030-01SPRING LOADED SEAL

(ASSEMBLED)

(DISASSEMBLED)

LUGS

STATIC PART

O-RINGSEAL

O-RINGSEALS

ROTATINGPART

CARBON CONTACT FACE

MATINGRING

LAPPED OR POLISHEDCONTACT FACE

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EFG


CFM56-5B_BE

Documents

a321cfmi proprietary

cfmi proprietary

outlet guide

borescope

air inlet

axial flow

low pressure

high pressure