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TRAINING MANUAL CFM56-5C BASIC ENGINE JANUARY 2002 CTC-134 Level 4
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Page 1: Jet Engine

TRAINING MANUAL

CFM56-5C

BASIC ENGINE

JANUARY 2002

CTC-134 Level 4

Page 2: Jet Engine

EFFECTIVITY

CFMI PROPRIETARY INFORMATION

ALL CFM56-5C ENGINES FOR A340

TRAINING MANUALCFM56-5C

GENERAL Page 1

Jan 02

EFG

CFMI Customer Training Center

Snecma Services - Snecma Group

Direction de l’Après-Vente Civile

MELUN-MONTEREAU

Aérodrome de Villaroche B.P. 1936

77019 - MELUN-MONTEREAU Cedex

FRANCE

CFMI Customer Training Services

GE Aircraft Engines

Customer Technical Education Center

123 Merchant Street

Mail Drop Y2

Cincinnati, Ohio 45246

USA

BASIC ENGINE

Published by CFMI

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TRAINING MANUALCFM56-5C

GENERAL Page 2

Jan 02

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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

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CONTENTS Page 1

Jan 02BASIC ENGINE

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TABLE OF CONTENTS

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TRAINING MANUALCFM56-5CEFGChapter Section Page

Table of Contents 1 to 4

Lexis 1 to 8

Intro 1 to 8

72-00-00 Engine General 1 to 12

72-21-00 Fan and Booster 1 to 30

1 to 30

72-22-00 No.1 and No.2 Bearing Support Module

72-23-00 Fan Frame Module 1 to 28

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

1 to 6

72-40-00 Combustion Section

72-00-01 Fan Major Module 1 to 6

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TRAINING MANUALCFM56-5CEFGChapter Section Page

72-41-00 Combustion Case 1 to 6

72-42-00 Combustion Chamber 1 to 10

1 to 4

72-50-00 High Pressure Turbine

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 1 to 16

Stage 1 Nozzle

72-00-03 Low Pressure Turbine Major Module 1 to 4

72-54-00 LPT Rotor/Stator Module 1 to 30

72-55-00 LPT Shaft Module 1 to 16

72-56-00 Turbine Frame Module 1 to 10

1 to 4

72-60-00 Accessory Drive Major Module

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72-61-00 Inlet Gearbox 1 to 12

72-62-00 Transfer Gearbox 1 to 12

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CONTENTS Page 4

Jan 02BASIC ENGINE

EFGChapter Section Page

72-63-00 Accessory Gearbox 1 to 14

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LEXIS Page 1Jan 02

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ABBREVIATIONS & ACRONYMS

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EFGAA/C AIRCRAFTAC ALTERNATING CURRENTACARS AIRCRAFT COMMUNICATION

ADDRESSING and REPORTING SYSTEMACMS AIRCRAFT CONDITION MONITORING

SYSTEMACS AIRCRAFT CONTROL SYSTEMADC AIR DATA COMPUTERADEPT AIRLINE DATA ENGINE PERFORMANCE

TRENDADIRS AIR DATA AND INERTIAL REFERENCE

SYSTEMAGB 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 COMPUTERBPRV BLEED PRESSURE REGULATING

VALVEBSI 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 MANUALCMS CENTRAL MAINTENANCE SYSTEMCG CENTER OF GRAVITY

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EFGcm.g CENTIMETER x GRAMSCHATV CHANNEL ACTIVECIP(HP) COMPRESSOR INLET PRESSURECIT(HP) COMPRESSOR INLET TEMPERATURECMS CENTRALIZED MAINTENANCE SYSTEMCODEP HIGH TEMPERATURE COATINGCPU CENTRAL PROCESSING UNITCRT CATHODE RAY TUBECSD CONSTANT SPEED DRIVECSI CYCLES SINCE INSTALLATIONCSN CYCLES SINCE NEWCu.Ni.In COPPER.NICKEL.INDIUMCW CLOCKWISE

DDC DIRECT CURRENTDCU DATA CONVERSION UNITDISC DISCRETEDIU DIGITAL INTERFACE UNITDMC DISPLAY MANAGEMENT COMPUTERDMU DATA MANAGEMENT UNITDPU DIGITAL PROCESSING MODULEDRT DE-RATED TAKE-OFF

EEBU ENGINE BUILDUP UNIT

ECAM ELECTRONIC CENTRALIZED AIRCRAFTMONITORING

ECU ELECTRONIC CONTROL UNITEFH ENGINE FLIGHT HOURSEFIS ELECTRONIC FLIGHT INSTRUMENT

SYSTEMEGT EXHAUST GAS TEMPERATUREEICAS ENGINE INDICATING AND CREW

ALERTING SYSTEMEIS ELECTRONIC INSTRUMENT SYSTEMEIVMU ENGINE INTERFACE AND VIBRATION

MONITORING UNITEMF ELECTROMOTIVE FORCEEMI ELECTRO MAGNETIC INTERFERENCEEMU ENGINE MAINTENANCE UNIT(E)EPROM (ELECTRICALLY) ERASABLE

PROGRAMMABLE READ ONLY MEMORYESN ENGINE SERIAL NUMBER

FFAA FEDERAL AVIATION AGENCYFADEC FULL AUTHORITY DIGITAL

ENGINE CONTROLFAR FUEL/AIR RATIOFDRS FLIGHT DATA RECORDING SYSTEMFDU FIRE DETECTION UNIT

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EFGFEIM FIELD ENGINEERING INVESTIGATION

MEMOFFCCV FAN FRAME/COMPRESSOR CASE

VERTICAL (VIBRATION SENSOR)FI 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 FAULT 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 UNIT

HMU HYDROMECHANICAL UNITHDS HORIZONTAL DRIVE SHAFTHP HIGH PRESSUREHPC HIGH PRESSURE COMPRESSORHPCR HIGH PRESSURE COMPRESSOR ROTORHPSOV HIGH PRESSURE SHUTOFF VALVEHPT HIGH PRESSURE TURBINEHPTC HIGH PRESSURE TURBINE CLEARANCEHPT(A)CC HIGH PRESSURE TURBINE (ACTIVE)

CLEARANCE CONTROLHPTCCV HIGH PRESSURE TURBINE CLEARANCE

CONTROL VALVEHPTR HIGH PRESSURE TURBINE ROTORHPRV HIGH PRESSURE REGULATING VALVEHz 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 MODULEIPCV INTERMEDIATE PRESSURE CHECK

VALVEIR INFRA RED

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EFGKK X 1000Llbs. POUNDS, WEIGHTLCF LOW CYCLE FATIGUELE (L/E) LEADING EDGEL/H LEFT HANDLP LOW PRESSURELPC LOW PRESSURE COMPRESSORLPT LOW PRESSURE TURBINELPTC LOW PRESSURE TURBINE CLEARANCELPT(A)CC LOW PRESSURE TURBINE (ACTIVE)

CLEARANCE CONTROLLPTR LOW PRESSURE TURBINE ROTORLRU LINE REPLACEABLE UNITLVDT LINEAR VARIABLE DIFFERENTIAL

TRANSFORMER

MMO AIRCRAFT SPEED MACH NUMBERMCD MAGNETIC CHIP DETECTORMCDU MULTIPURPOSE CONTROL AND

DISPLAY UNITMCL MAXIMUM CLIMBMCT MAXIMUM CONTINUOUSMDDU MULTIPURPOSE DISK DRIVE UNITMEC MAIN ENGINE CONTROL

mm. MILLIMETERSMMEL MAIN MINIMUM EQUIPMENT LISTMTBF MEAN TIME BETWEEN FAILURESMTBR MEAN TIME BETWEEN REMOVALS

NN1 (NL) LOW PRESSURE ROTOR

ROTATIONAL SPEEDN1ACT ACTUAL N1N1DMD DEMANDED N1N1CMD COMMANDED N1N1TARGET TARGETED FAN SPEEDN2 (NH) HIGH PRESSURE ROTOR ROTATIONAL

SPEEDN2ACT ACTUAL N2NVM NON VOLATILE MEMORY

OOAT OUTSIDE AIR TEMPERATUREOGV OUTLET GUIDE VANEOSG OVERSPEED GOVERNOR

PP0 AMBIENT STATIC PRESSUREP/T25 HP COMPRESSOR INLET TOTAL AIR

PRESSURE/TEMPERATUREPCU PRESSURE CONVERTER UNIT

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

(PRIMARY FLOW)

QQAD QUICK ATTACH DETACHQTY QUANTITY

RRAC/SB ROTOR ACTIVE CLEARANCE/START

BLEEDRACC ROTOR ACTIVE CLEARANCE CONTROLRAM RANDOM ACCESS MEMORYRCC REMOTE CHARGE CONVERTER

RDS RADIAL DRIVE SHAFTR/H RIGHT HANDRPM REVOLUTIONS PER MINUTERTD RESISTIVE THERMAL DEVICERTV ROOM TEMPERATURE VULCANIZING

(MATERIAL)RVDT ROTARY VARIABLE DIFFERENTIAL

TRANSFORMERSSAV STARTER AIR VALVESB SERVICE BULLETINSCU SIGNAL CONDITIONING UNITSDI 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

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

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EFGSVR SHOP VISIT RATESW SOFTWARE

TT12 FAN INLET TOTAL AIR TEMPERATURET3 HP COMPRESSOR DISCHARGE AIR

TEMPERATURET49.5 EXHAUST GAS TEMPERATURET5 LOW PRESSURE TURBINE DISCHARGE

TOTAL AIR TEMPERATURETAT TOTAL AIR TEMPERATURETBD TO BE DETERMINEDT/E TRAILING EDGET/C THERMOCOUPLETC (T Case) HP TURBINE CASE TEMPERATURETCC TURBINE CLEARANCE CONTROLTCJ TEMPERATURE COLD JUNCTIONTECU ELECTRONIC CONTROL UNIT INTERNAL

TEMPERATURETGB TRANSFER GEARBOXTi TITANIUMTLA THROTTLE LEVER ANGLETM TORQUE MOTORTMC TORQUE MOTOR CURRENTTO/GA TAKE OFF/GO AROUNDT/O TAKE OFFT oil OIL TEMPERATURE

TPU TRANSIENT PROTECTION UNITT/R THRUST REVERSERTRA THROTTLE RESOLVER ANGLETRDV THRUST REVERSER DIRECTIONAL

VALVETRPV THRUST REVERSER PRESSURIZING

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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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 25.4mm1 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 1

Jan 02BASIC 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 flow

advanced technology turbofan, was designed in the mid70’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 GE

and SNECMA.

- Single interface with customers for marketing and

product support.

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CFM INTERNATIONAL ORGANIZATIONCTC-134-001-00

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 Application

The following chart shows the various engine models forthe Airbus A340 aircraft.

The engine used on this aircraft is the CFM56-5C, whichhas several different thrust ratings.

Ranging from 31200 to 34000 lbs of thrust, the CFM56-5C is offered by CFMI as the power source for the AirbusA340.

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CFM56-5C FOR AIRBUS APPLICATIONSCTC-134-002-00

CFM56-5C2 (31,200 lbs)

CFM56-5C3 (32,500 lbs)

CFM56-5C4 (34,000 lbs)

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Performance 5C2 5C3 5C4

- Take-off thrust (SLS) 31200 32500 34000

- Take-off flat rated 86/30 86/30 86/30 Temperature °F/°C

- Max Continuous 28300 29400 30060

- By-pass ratio 6.6 6.5 6.4

- EGT red line 1619/882 1625/885 1621/883 std T/O °F/°C

- 100% N1 4784 4784 4784 (LP rotational speed)

- N1 speed limit (red line) 4800 4800 4985

- 100% N2 14460 14460 14460(HP rotational speed)

- N2 speed limit (red line) 15183 15183 15183

CFM56-5C 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

Turbines- HP Turbine Stage 1- LP Turbine Stages 1 to 5

Weight 3990 kg (8796 lbs)

Overall dimensions- Length 2.99m (116.68 ins)- Height 2.25m (88.6 ins)- Width 1.98m (76.6 ins)

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Jan 02BASIC ENGINE

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CTC-134-003-00CFM56-5C

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ENGINE GENERAL

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EFGENGINE GENERAL CONCEPT

The CFM56-C engine is a high by-pass, dual rotor, axialflow, advanced technology turbofan. It is supported bythe wing pylon and streamlined 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 flow path 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) andthen produces approximately 20% of the total thrust.

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.

At static take-off power, the engine by-pass ratio isbetween 6.4:1 and 6.6:1, depending on the enginemodel, which means that the secondary airflow takes inbetween 6.4 and 6.6 times more air than the primaryairflow.

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DESIGN AND OPERATIONCTC-134-004-01

PRIMARY FLOW

SECONDARY FLOW

THRUSTREVERSER

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EFGENGINE GENERAL CONCEPT

The CFM56-5C 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 , to evaluateengine deterioration over a period of use: engineparameters, such as gas temperature, are recordedand compared to those initially observed at engineinstallation on the aircraft.

- Borescope inspection , to check the condition ofengine internal parts: when parts are notaccessible, they can be visually inspected withborescope probes inserted in ports located on theengine outer casing.

- Lubrication particles analysis : while circulating inthe oil system, lubrication oil is filtered, and large,visible-to-the-eye particles (larger than 10 microns)coming from worn engine parts are collected infilters and magnetic chip detectors, for visualinspection and analysis.

- Spectrometric oil analysis program (S.O.A.P.) : oilis sampled from the oil tank, and an analysis ismade of all microscopic (smaller than 10 microns)metal particles it contains. The nature andconcentration of metal found indicates thebeginning of parts damage.

- Engine vibration monitoring system : sensorslocated in various positions in the engine, sendvibration values to the on-board monitoring system.When vibration values are excessive, the datarecorded can be used to take remedial balancingaction.

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EFG

CONDITION MONITORINGCTC-134-005-00

TREND MONITORING

BORESCOPEINSPECTION

LUBE PARTICLE ANALYSISS.O.A.P.

VIBRATIONMONITORING

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EFGENGINE GENERAL CONCEPT

The CFM56-5C 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-134-006-01

LP SYSTEM

2 FRAMES

HP SYSTEM

2 SUMPS

5 BEARINGS

ACCESSORYDRIVE SYSTEM

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EFGENGINE GENERAL CONCEPT

Main Engine Bearings

The engine contains five main bearings, which supportthe 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 arelocated in the two dry sump cavities, which are pressuresealed.

- The forward sump cavity houses No. 1, No. 2 and No. 3bearings:

- 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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MAIN ENGINE BEARINGSCTC-214-007-01

NUMBER 3BEARING(BALL)

NUMBER 3BEARING(ROLLER)

NUMBER 4BEARING(ROLLER)

NUMBER 5BEARING(ROLLER)

NUMBER 1BEARING(BALL)

NUMBER 2BEARING(ROLLER)

FAN FRAME

FORWARDSUMP

LP SHAFT

HP SHAFT

REAR SUMP

TURBINE FRAME

FANSHAFT

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EFGENGINE GENERAL CONCEPT

The CFM56-5C 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

Page 36: Jet Engine

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72-00-00 Page 11Jan 02BASIC ENGINE

EFG

MODULAR DESIGNCTC-134-008-00

LOW PRESSURE TURBINEMAJOR MODULE

ACCESSORY DRIVE MODULE

CORE ENGINE MAJOR MODULEFAN MAJOR MODULE

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TRAINING MANUALCFM56-5C

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EFG

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Jan 02BASIC ENGINE

EFG

FAN MAJOR MODULE

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Jan 02BASIC ENGINE

EFGFAN 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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Jan 02BASIC ENGINE

EFG

FAN MAJOR MODULE PURPOSESCTC-134-009-01

FAN STAGE ANDLP COMPRESSOR

STAGES

ENCLOSESNOISE

FAN SECTION

REDUCTION

GEARBOXES, ENGINE/ATTACHMENT FOR

NACELLE EQUIPMENT

SECTION MAJOR OF ENGINE FRONT

DETERIORATION

CONTAINMENT

80% THRUSTSLS, STATICCONDITIONS

PROVIDES

STRUCTURALRIGIDITY IN

FRONT SECTION

FRONT SECTIONENGINE/PYLON

ATTACHMENT

ATTACHMENT FORCORE ENGINE

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Jan 02BASIC ENGINE

EFGFAN MAJOR MODULE

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 (not shown).

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Jan 02BASIC ENGINE

EFG

FAN SECTIONCTC-134-010-00

FAN FRAMEMODULE

No.1 AND No.2BEARING SUPPORTMODULE

FAN ANDBOOSTERMODULE

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Jan 02BASIC ENGINE

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72-21-00 Page 1

Jan 02BASIC ENGINE

EFG

FAN AND BOOSTER

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Jan 02BASIC ENGINE

EFGFAN 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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Jan 02BASIC ENGINE

EFG

FAN AND BOOSTER MODULECTC-134-011-01

AIR OVERBOARD

AIR TO THE BOOSTER

AIR INLETCOWL

FANSECTIONMODULE

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Jan 02BASIC ENGINE

EFGFAN AND BOOSTER

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 four 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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Jan 02BASIC ENGINE

EFG

CTC-134-012-00FAN AND BOOSTER DESIGN

FAN ROTOR

BOOSTER

SPINNER FRONTCONE

SPINNER REARCONE

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Jan 02BASIC ENGINE

EFGFAN AND BOOSTER

Spinner front cone

The spinner front cone is designed to minimize ice build-

up.

It is at the front of the engine and is a hollow cone-

shaped structure, which is attached on its rear flange to

the spinner rear cone. The attachment is an interference

fitting.

Older versions could be made of either a composite

material, or aluminum alloy. In the case of aluminum alloy

cones, an extra 6 washers must be installed. New version

spinner front cones will only be made of aluminum.

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.

Page 50: Jet Engine

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Jan 02BASIC ENGINE

EFG

CTC-134-013-00SPINNER FRONT CONE

INDENTMARK

MOUNTINGSCREW

6 MOUNTINGSCREW LOCATIONS

3 JACKSCREWLOCATIONS

OFFSET HOLE

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EFGFAN AND BOOSTER

Spinner rear cone

The rear cone prevents axial disengagement of spacers

used in the fan blade retention system and

accommodates 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 front flange has 6 line replaceable, crimped, self-

locking nuts.

The inner rear flange has 12 mounting screw holes for

installation onto the fan disk and there are a further 6

threaded holes for the installation of jackscrews used in

rear cone removal procedures.

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 rear cone also has an integrated air seal that is glued

to its inner rear flange.

Page 52: Jet Engine

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Jan 02BASIC ENGINE

EFG

CTC-134-014-00REAR CONE

JACKSCREW HOLE

REAR FLANGE

12 MOUNTINGSCREW HOLES

GLUEDSEAL

CRIMPEDSELF - LOCKING NUTS

Page 53: Jet Engine

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Jan 02BASIC ENGINE

EFGFAN AND BOOSTER

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.

Page 54: Jet Engine

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Jan 02BASIC ENGINE

EFG

CTC-134-015-00REAR CONE

FAN BLADE

SPACER

BALANCING SCREWS

FAN DISK

FAN BLADE

BALANCINGSCREWS

INDENT MARK

SPACER

Page 55: Jet Engine

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EFGFAN AND BOOSTER

Fan disk

The fan disk provides attachment for the fan shaft on its

inner rear flange and the disk outer rim retains the fan

blades.

The fan disk is a titanium alloy forging. The spinner rear

cone is attached to its outer front flange and its outer

rear flange is bolted to the booster rotor spool.

Page 56: Jet Engine

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Jan 02BASIC ENGINE

EFG

CTC-134-016-00FAN DISK

FAN BLADERETAININGSLOT (36)

INNERFLANGE FORATTACHMENT OFTHE FAN SHAFT

BOOSTER ROTORSPOOL ATTACHMENT

SPINNER REAR CONEATTACHMENT

Page 57: Jet Engine

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Jan 02BASIC ENGINE

EFGFAN AND BOOSTER

Fan disk (continued)

The fan disk outer rim has 36 dovetail recesses for

installation of the fan blades.

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.

Page 58: Jet Engine

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Jan 02BASIC ENGINE

EFG

CTC-134-017-00FAN DISK FRONT FLANGE

SPHERICALIMPRINT

5

5

1 1

BALANCE WEIGHTLOCATION

OFFSET HOLE

Page 59: Jet Engine

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Jan 02BASIC ENGINE

EFGFAN AND BOOSTER

Fan blades

The fan blades form the first stage of the Low Pressure

Compressor and accelerate the air entering the engine

through the air inlet cowls.

There are 36 titanium alloy, mid-span shrouded fan

blades.

Each blade has a dovetail base that slides into a recess

on the fan disk outer rim.

The fan blades are approximately 23.5 ins (0.6m) 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 spacer, installed underneath each blade, limits the

radial movement.

Page 60: Jet Engine

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Jan 02BASIC ENGINE

EFG

CTC-134-018-00FAN BLADES

DISK

36 FAN BLADES

SPACER

RETAINER LUG

Page 61: Jet Engine

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Jan 02BASIC ENGINE

EFGFAN AND BOOSTER

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 molybdenum-

base 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.

The mid-span shroud contact surfaces have a tungsten-

carbide coating. They are also lubricated with solid

molybdenum-base lubricant at blade installation.

Page 62: Jet Engine

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Jan 02BASIC ENGINE

EFG

CTC-134-019-00FAN BLADE ROOT

FAN BLADE

HARD COATINGSURFACE

SPECIFICINDICATIONS

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

Page 63: Jet Engine

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Jan 02BASIC ENGINE

EFGFAN AND BOOSTER

Booster rotor

The booster rotor accelerates the air as it passes from

stage to stage.

The 4-stage booster rotor consists of a booster spool,

forged and machined from 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 four stages of blades are numbered 2 to 5 (the first

stage of the Low Pressure Compressor is the fan blade).

Stage 2 has 70 blades, stage 3 has 74 blades, stage 4

has 70 blades and stage 5 has 66 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.

Page 64: Jet Engine

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Jan 02BASIC ENGINE

EFG

BOOSTER ROTORCTC-134-020-00

BOOSTER SPOOL

FAN DISK

MOUNTINGFLANGE

ROTATINGAIR SEAL

DOVETAIL SLOT

BOOSTER BLADES

STG2

STG3

STG4 STG

5

Page 65: Jet Engine

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Jan 02BASIC ENGINE

EFGFAN AND BOOSTER

Booster rotor (continued)

The booster rotor blades, approximately 3.5-4.2ins (89-

107mm) long, are installed in circumferential dovetail

slots and serve, primarily, to supercharge the

compressor.

Their platforms can be either wide or narrow to adjust

circumferential clearance.

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 90°

from one stage to the other to ensure first static balancing

of the booster.

Correction weights can be installed in the stage 5 slot,

under the blade platforms, for rotor balancing purposes.

Page 66: Jet Engine

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Jan 02BASIC ENGINE

EFG

BOOSTER BLADESCTC-134-021-00

LOCKING BLADE

LOCKING NUT

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Jan 02BASIC ENGINE

EFGFAN AND BOOSTER

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 5 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 5 vane

assembly is bolted to the front face of the fan frame.

The inner shroud rear flange of the stage 5 vane is

rabbeted to form an interference fit with a corresponding

flange on the fan frame.

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Jan 02BASIC ENGINE

EFG

CTC-134-022-00BOOSTER VANE ASSEMBLY

INTERFERENCEFIT

STAGE5

VANE FANFRAME

SPLITTERFAIRING

BOLTS

OUTERSHROUD

INNERSHROUD

BOOSTER STATORASSEMBLY

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Jan 02BASIC ENGINE

EFGFAN AND BOOSTER

Booster stator vane assembly (continued)

Stator vane stages 1 to 5 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 106 vanes, stages 2 and 3 have 124 vanes

each, stage 4 has 116 vanes and stage 5 has 90 vanes.

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Jan 02BASIC ENGINE

EFG

CTC-134-023-00BOOSTER VANE DESIGN

1 23

4

5

ABRADABLE AL-SIPOLYESTER

ABRADABLE SILICON

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Jan 02BASIC ENGINE

EFGFAN AND BOOSTER

Booster stator vane assembly - borescope

inspection

Visual assessment of the booster stage 1 vane assembly

and the leading edge of the stage 2 blades can be made

using a borescope fitted with a long 90° extension.

Two unplugged holes between the 4 and 5 o’clock

positions are available to inspect the other booster

blades.

Inspection of stage 3 and 4 blades can be done through

borescope port S03 also using a long 90° extension.

Booster blade stage 5 can be inspected in the same way

through borescope port S05.

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Jan 02BASIC ENGINE

EFG

CTC-134-024-00BOOSTER INSPECTION HOLES

S03 S05

FAN BLADE

BORESCOPE VIEWTHROUGH THEBOOSTER INLET

FAN OUTLET GUIDE VANE

LONG RIGHTANGLE EXTENSION

5432

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EFG

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Jan 02BASIC ENGINE

EFG

No.1 AND No.2 BEARING SUPPORT MODULE

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Jan 02BASIC ENGINE

EFGNO 1 AND 2 BEARING SUPPORT MODULE

The No 1 and 2 bearing support module belongs to the

fan major module and its purposes are :

- 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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Jan 02BASIC ENGINE

EFG

No.1 AND No.2 BEARING SUPPORT MODULE PURPOSESCTC-134-025-01

VENTS THEFWD SUMP

PROVIDES FANSPEED INDICATION

DIRECTS

LUBRICATIONBEARING

SUPPORTSFAN AND BOOSTER

SENSOR

ONEVIBRATION

SUPPORTS

ENCLOSESFRONT SECTIONOF FWD SUMP

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Jan 02BASIC ENGINE

EFGNO 1 AND 2 BEARING SUPPORT MODULE

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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Jan 02BASIC ENGINE

EFG

No.1 AND No.2 BEARING SUPPORT MODULECTC-134-026-00

No.2 ROLLERBEARING

No.2 BRGSUPPORT

SUMP PRESSURIZATIONTUBE (x3)No.1 BALL BEARING

FORWARDSTATIONARYAIR/OIL SEAL

No.1 BRGSUPPORT

FAN SHAFT

OIL MANIFOLDASSEMBLY

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Jan 02BASIC ENGINE

EFGNO 1 AND 2 BEARING SUPPORT MODULE

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 rear inner flange holds the No 2 bearing support.

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 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 into

the scavenge oil collector.

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.

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Jan 02BASIC ENGINE

EFG

CTC-134-027-01No.1 BEARING SUPPORT

FWD SUMP OILSCAVENGE TUBE

6 O'CLOCK FANFRAME STRUT

No. 1 BEARINGSUPPORT

No.2 BEARINGSUPPORTOIL

SCAVENGE

OIL SCAVENGETUBE

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Jan 02BASIC ENGINE

EFGNO 1 AND 2 BEARING SUPPORT MODULE

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.

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.

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.

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Jan 02BASIC ENGINE

EFG

No.1 BALL BEARINGCTC-134-028-01

No.1 BRGSUPPORT

OUTER RACEAND BALL

INNER RACERETAINER NUT

FAN SHAFT

INNERRACE

BEARINGSLEEVE

OIL BAFFLE

LOCATINGSLOT

AIR SEAL

OIL SEAL

FORWARD STATIONARYAIR/OIL SEAL

Page 83: Jet Engine

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Jan 02BASIC ENGINE

EFGNO 1 AND 2 BEARING SUPPORT MODULE

No 2 bearing support

The No 2 bearing support is a steel alloy assembly.

Its front outer flange is bolted to the No 1 bearing support

rear inner flange.

Its 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.

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.

There are holes, at the 9 o’clock position, to supply oil to

the oil manifold assembly and for installation of the No 2

bearing oil nozzle.

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EFG

No.2 BEARING SUPPORT

No.1/No.2 BEARING OILCOUPLING TUBELOCATION

AIR PRESSUREEQUALIZATIONHOLE

N1 SPEEDSENSOR SLEEVE

No.2 BEARINGSUPPORT

CTC-134-029-00

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Jan 02BASIC ENGINE

EFGNO 1 AND 2 BEARING SUPPORT MODULE

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.

Its inner race is installed on the fan shaft.

The No 2 bearing is locked axially in place on the fan

shaft by an air/oil retaining seal nut, a keywasher and a

retaining ring.

The N1 speed sensor ring is located between the No 2

bearing inner race and the air/oil retaining seal nut.

The air/oil retaining seal nut has left-hand threads and is

mounted at the rear of the fan shaft.

Its outer diameter has sealing ribs to form the rotating

element of a sump pressurization seal.

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Jan 02BASIC ENGINE

EFG

No.2 ROLLER BEARINGCTC-134-030-00

FAN SHAFT

RETAININGSEAL NUT

RETAININGRING

No.2 BEARINGINNER RACE

N1 SPEED SENSOR RING

KEYWASHER

SEALINGRIBS

Page 87: Jet Engine

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Jan 02BASIC ENGINE

EFGNO 1 AND 2 BEARING SUPPORT MODULE

The fan shaft

The fan shaft is made of nickel-cobalt alloy 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 annular position for

installation of the N1 speed sensor ring.

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Jan 02BASIC ENGINE

EFG

CTC-134-031-00FAN SHAFT

DRIVE SPLINES

AIR/OILSEPARATORLOCATION

INNERSHOULDER

DRIVE SPLINES

CRIMPED SELF-LOCKINGNUTS

N1 SPEED SENSORRING

AIR/OILSEPARATOR

INNERSHOULDER

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EFGNO 1 AND 2 BEARING SUPPORT MODULE

Air/oil separator

The air/oil separator uses centrifugal force to separate oil

particles from the air. The air is then vented overboard.

The separator consists of a metallic mesh filter enclosed

in a box-like body.

The metalic mesh is made of nickel/chromium, which

allows oil particles to be collected on its outer surface, but

is porous enough to let only the air pass through it.

Oil vapors condense on the mesh and are subjected to

centrifugal force.

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Jan 02BASIC ENGINE

EFG

AIR/OIL SEPARATORCTC-134-032-01

METALLIC FILTERELEMENT

RETAININGFLANGE

AIR VENTED OVERBOARD

OIL PARTICLES

BODY

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Jan 02BASIC ENGINE

EFGNO 1 AND 2 BEARING SUPPORT MODULE

N1 speed sensor ring

The N1 speed sensor ring provides pulses proportional

to the N1 speed.

The ring 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 ring outer diameter has 30 teeth. A speed sensor

counts the teeth as the ring 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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Jan 02BASIC ENGINE

EFG

CTC-134-033-00N1 SPEED SENSOR RING

POSITIONINGLUG

N1 SPEEDSENSORRING

N1 SPEEDSENSOR

THICKERTOOTH

Page 93: Jet Engine

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EFGNO 1 AND 2 BEARING SUPPORT MODULE

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 skins is

divided into 5 independent compartments for

pressurization, drainage and oil scavenge.

Page 94: Jet Engine

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Jan 02BASIC ENGINE

EFG

FORWARD STATIONARY AIR/OIL SEALCTC-134-034-00

SEAL PRESSURIZATIONCOMPARTMENT

OIL DRAINAGECOMPARTMENT

OIL SCAVENGECOMPARTMENT

ABRADABLEMATERIAL LANDS

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Jan 02BASIC ENGINE

EFGNO 1 AND 2 BEARING SUPPORT MODULE

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 & 2 bearing

support and consists of :

- No 1 & 2 bearing oil tube assembly

- A removable coupling tube

- No 1 bearing manifold

- No 2 bearing oil tube

The No 1 & 2 bearing oil tube assembly aft end is bolted

onto the front face of the No 1 bearing support’s rear inner

flange.

The removable coupling tube is plugged into the oil tube

assembly aft end and forms the connection with the fan

frame hub oil supply circuit.

The No 1 bearing manifold is secured to the forward inner

flange of the No 1 bearing support. It has two oil nozzles

and one end fitting which connects the manifold with the

forward end of the No 1 & 2 bearing oil tube assembly.

The No 2 bearing oil tube fits into the aft end of the No 1 &

2 bearing oil tube assembly. It has one nozzle and this is

secured to the front face of the No 2 bearing support inner

flange.

Page 96: Jet Engine

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Jan 02BASIC ENGINE

EFG

CTC-134-035-01BEARINGS LUBRICATION SYSTEM

No.2 BRGOIL NOZZLE

No.1 BRGOIL NOZZLE

No.1/2 BEARINGOIL TUBE ASSEMBLY

OIL COUPLING TUBE

No.2 BEARINGOIL TUBE

Page 97: Jet Engine

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Jan 02BASIC ENGINE

EFGNO 1 AND 2 BEARING SUPPORT MODULE

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.

Page 98: Jet Engine

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Jan 02BASIC ENGINE

EFG

CTC-134-036-01No.1 BALL BEARING LUBRICATION CIRCUIT

No.1 BEARINGOIL NOZZLE (X2)

BEARINGSLEEVE

FANSHAFT

INNER RACERETAINING NUT

OILFLOW

Page 99: Jet Engine

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Jan 02BASIC ENGINE

EFGNO 1 AND 2 BEARING SUPPORT MODULE

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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Jan 02BASIC ENGINE

EFG

CTC-134-037-01No.2 ROLLER BEARING LUBRICATION CIRCUIT

OIL INLET

No.2 BRG OILNOZZLE

Page 101: Jet Engine

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Jan 02BASIC ENGINE

EFGNO 1 AND 2 BEARING SUPPORT MODULE

External piping

The external piping consist of 5 tubes mounted externally

on the No 1 bearing support.

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.

Oil scavenge

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.

Page 102: Jet Engine

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Jan 02BASIC ENGINE

EFG

CTC-134-038-01EXTERNAL PIPING

C OIL SCAVENGE TUBE

A

A

BC

A

B DRAIN TUBE

OIL

OIL

AIRA AIR PRESSURIZATIONTUBE (x3)

FWD STATIONARYAIR/OIL SEAL

Page 103: Jet Engine

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Jan 02BASIC ENGINE

EFG

THIS PAGE INTENTIONALLY LEFT BLANK

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Jan 02BASIC ENGINE

EFG

FAN FRAME MODULE

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Jan 02BASIC ENGINE

EFGFAN 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.

Page 106: Jet Engine

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Jan 02BASIC ENGINE

EFG

CTC-214-039-01FAN FRAME MODULE MAIN PURPOSES

TRANSMITSPOWER PLANT

THRUST TOAIRCRAFT

SUPPORTSENGINE

ACCESSORIES

PROVIDESGROUND HANDLING

PROVISIONS

PROVIDESDUCTING

FOR PRIMARYAND SECONDARY

AIRFLOWS

MINIMIZESFAN AREA

NOISE LEVEL

ENCLOSESFAN AND BOOSTER

SUPPORTSFAN INLET

COWL

SUPPORTSENGINE ROTORS

MECHANICALLOADS

PROVIDES ACONNECTION

BETWEENGEARBOXES/CORE

ENGINE ROTOR

Page 107: Jet Engine

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Jan 02BASIC ENGINE

EFGFAN FRAME MODULE

The fan frame module consists of the following major

assemblies :

- The fan case.

- The fan Outlet Guide Vane (OGV) assembly.

- The fan frame.

- The radial drive shaft housing.

Page 108: Jet Engine

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Jan 02BASIC ENGINE

EFG

CTC-134-040-00FAN FRAME MODULE

FAN CASE

FAN OUTLETGUIDE VANE RADIAL DRIVE SHAFT

HOUSING

FAN FRAME

Page 109: Jet Engine

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Jan 02BASIC ENGINE

EFGFAN FRAME MODULE

The fan inlet case

The main purposes of the fan inlet 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

- fan blade containment

- attachment points for acoustic panels

- an abradable liner for the fan blade tips

- a housing for the OGV assembly

- AGB/TGB mount fittings and links

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 purposes, 2 AGB mounts

and various other mounting devices for engine

equipment.

Page 110: Jet Engine

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Jan 02BASIC ENGINE

EFG

CTC-134-041-00FAN INLET CASE ASSEMBLY

MOUNTING FLANGE

OGV ASSEMBLY

AGB / TGB MOUNT

ACOUSTICALPANELS

FAN FRAME

FAN ABRADABLERUB LAND

OUTER FLANGE

OUTER RIBS

Page 111: Jet Engine

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Jan 02BASIC ENGINE

EFGFAN FRAME MODULE

The fan inlet case

The fan inlet case is a weldment structure made of steel

alloy.

The front outer flange provides mounts for the inlet cowl

and it is attached to the fan frame outer front flange with

bolts.

Its inner surface houses 6 forward acoustic panels, 24 aft

acoustical panels and also provides an abradable shroud

which faces the fan blade tips.

The fan inlet case also houses the OGV assembly.

The rear face of the fan frame section provides the front

mounts for the engine and the front flange for the High

Pressure Compressor (HPC) section.

Page 112: Jet Engine

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Jan 02BASIC ENGINE

EFG

FAN INLET CASE ASSEMBLYCTC-134-042-00

FAN FRAME

ABRADABLESHROUD

FAN INLET CASE

STRUT

AFT ACOUSTICALPANEL (24)

OUTLET GUIDE VANE (OGV)

VBV ACTUATOR

FRONT ENGINEMOUNT

HPC MOUNTING POSITION

FWD ACOUSTICALPANEL (6)

Page 113: Jet Engine

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EFGFAN FRAME MODULE

The Outlet Guide Vane (OGV) assembly

The OGV assembly is housed in the fan inlet case and its

purpose is to direct and smooth the secondary airflow to

increase thrust efficiency. It also plays a role in noise

reduction.

The assembly consists of the fan OGV inner shroud and

35 twin vanes, made of composite material with a metallic

leading edge.

The inner shroud rear flange is bolted to the fan frame

and its forward outer surface contains 35 apertures to

allow passage of the vane inner platforms.

The vane inner platforms are axially retained by the inner

face of the fan OGV inner shroud.

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

A splitter fairing, which separates the primary and

secondary airflows, is bolted onto the fan OGV inner

shroud forward flange.

There are 2 unplugged holes on the inner shroud,

between the 4 and 5 o’clock positions, to enable

borescope inspection of the booster vane assemblies.

One is located between the OGV’s at the stage 3 vane

assembly and the other at the stage 5 vane assembly.

Page 114: Jet Engine

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Jan 02BASIC ENGINE

EFG

CTC-134-043-00FAN OUTLET GUIDE VANES

OGV

INNERPLATFORM

OUTERPLATFORM

SPLITTER FAIRING

UNPLUGGEDBORESCOPE HOLE (S05)

OUTLET GUIDE VANE

OGV INNER SHROUD

UNPLUGGEDBORESCOPE HOLE (S03)

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Jan 02BASIC ENGINE

EFGFAN FRAME MODULE

The fan frame

The fan frame is the main forward structural component

of the engine. It is a weldment structure made of steel

alloy.

Some of its main purposes are :

- to provide two airflow paths.

- to take up loads from the fan and booster module,

through the No 1 & 2 bearing support, on its front

face.

- to provide mounting for the HPC and to take up the

loads, through the No 3 bearing support, on its

rear face.

- to take up loads from the T/R, through an adaptor

ring, on its rear inner and outer flanges.

- to provide attachment for the rear of the booster, on

its front flange.

- to accommodate the forward engine mounts, on its

rear flange.

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Jan 02BASIC ENGINE

EFG

CTC-134-044-00FAN FRAME MAIN PURPOSES

HPC CASINGMOUNTING

BOOSTER MODULEATTACHMENT

No.1 AND No.2BEARING SUPPORT

LOAD TAKE-UP No.3 BEARING SUPPORT

LOAD TAKE-UP

ENGINE FORWARDMOUNTS

THRUST REVERSERLOAD TAKE-UP

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Jan 02BASIC ENGINE

EFGFAN FRAME MODULE

The fan frame

The fan frame is made of concentric rings linked by 12

radial hollow struts that house various equipment and

lines.

It consists of :

- the outer case

- the radial struts

- the mid-box structure

- the center hub

The primary airflow from the booster delivery is ducted to

the HPC between the center hub and the mid-box

structure.

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Jan 02BASIC ENGINE

EFG

FAN FRAME DESIGNCTC-134-045-01

PRIMARYAIRFLOW

CENTER HUB

MID BOXSTRUCTURE

SECONDARYAIRFLOW

OUTER CASE

RADIAL STRUTS

FORWARD

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EFGFAN FRAME MODULE

The fan frame outer case

On the fan frame outer case surface are :

- 2 ground handling trunnions.

- the Transfer Gearbox (TGB) mounting pad, at the 6

o’clock position.

- the engine data plate, at the 3 o’clock position.

The outer case front flange supports and centers the fan

inlet case. Its rear flange accommodates the thrust

reverser adapter ring.

The inner surface of the outer case is the outer wall of

the secondary airflow and is lined with acoustic panels.

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Jan 02BASIC ENGINE

EFG

CTC-134-046-00FAN FRAME OUTER SURFACE

T/R ADAPTORRING

TGB

ENGINE DATAPLATE

FRONT HANDLINGTRUNNION

FAN INLET CASESECURING FLANGE

TURBOREACTEUR CFM56 TURBOFAN

N˚ C.T. DGACDGAC AGREMENTDE PRODUCTION N˚

N˚ D'ORDRE

FAA TC N˚FAAPRODUCTION C N˚SERIAL N˚

COMPLY

IMSP.CONTR

MFD BYFAB PAR DATE

CONFIG

RATED TO MODEL CONFIGURATION IDENTIFIED BELOWPOUSSEE

DECOL(daN)

POUSSEEMAXI CONT

(daN)

TAKE OFFTHRUST

(lb)

MAXI CONTTHRUST

(lb)

N1TRIM

SERV BUL

1

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Jan 02BASIC ENGINE

EFGFAN FRAME MODULE

The radial struts

The radial struts give structural strength to the fan frame.

There are 12 hollow struts, numbered 1 to 12 in a

clockwise direction (ALF), where No 12 is at the 12

o’clock position.

In the primary flowpath, the 12 struts have a narrow,

aerodynamic cross section to reduce drag losses.

In the secondary flowpath, the vertical and horizontal

struts (Nos 3, 6, 9 and 12), have a wider cross section.

All the others have the same narrow cross section as in

the primary airflow.

The hollow radial struts provide passages for the

following equipment :

- The N° 1 bearing vibration sensor cable (strut No 3).

- The N1 speed sensor (strut No 4).

- The oil drain line (strut No 5).

- The TGB radial drive shaft and scavenge tube (strut

No 6).

- The forward sump oil supply tube (strut No 9).

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Jan 02BASIC ENGINE

EFG

CTC-134-047-01FAN FRAME RADIAL STRUTS

WIDE CROSSSECTION

NARROW CROSSSECTION

OUTER RADIAL DRIVE SHAFT HOUSING AND OIL SCAVENGE TUBE

HUB OUTER CASING

OIL DRAIN LINE

SECONDARY AIR FLOW

PRIMARY AIR FLOW

STRUT

FORWARD SUMPOIL SUPPLY TUBE

MID BOX STRUCTURE

N1 SPEED SENSOR

N1 BEARING VIBRATIONSENSOR CABLE

AFT LOOKING FORWARD12

1

2

3

4

5

6

7

8

9

10

11

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EFGFAN FRAME MODULE

The mid-box structure

The mid-box structure is located between the primary

and secondary airflows.

The structure incorporates 12 struts extending down to

the center hub outer surface.

Eleven of the compartments formed between the adjacent

struts, house ten variable bleed valves (VBV’s) and one

master VBV, which is located between struts 9 and 10.

The twelth compartment, between struts 4 and 5, houses

an air inlet scoop, which is part of the LPT cooling

system.

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EFG

CTC-134-048-01MID-BOX STRUCTURE VBV COMPARTMENTS

SECONDARYAIR FLOW

PRIMARYAIR FLOW

MID BOX STRUCTURE

STRUT 10

VBV COMPARTMENTS

STRUT 9

5TH STAGE BLEEDAIR "IN"

AFT LOOKINGFORWARD

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EFGFAN FRAME MODULE

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, the VBV

hydraulic gear motor and supplies engine mounting.

Slides are installed in the mid-box that direct primary air

to 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

opened.

When the VBV doors are closed, the primary airflow is

ducted between the mid-box structure and the fan frame

center hub.

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EFG

CTC-134-049-01MID-BOX STRUCTURE

HPC CASEMOUNTING FLANGE

VBV DOORS

MID-BOXSTRUCTURE

BOOSTERASSY

SECONDARY AIR FLOW

PRIMARY AIR FLOW

FAN DUCT PANEL

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EFGFAN FRAME MODULE

The center hub

The center hub front face has threaded holes for bolts,

which hold the No 1 & 2 bearing support.

The rear face holds the Inlet Gearbox (IGB), No 3

bearing assembly and the rear stationary air/oil seal.

The stationary air/oil seal, together with its pressurization

air supply ring, forms the rear limit of the forward sump.

The center 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 4 air tappings which supply

booster delivery air to the mid-sump pressurization seals.

There is a port on its rear face to supply air for the Rotor

Active Clearance Control and Start Bleed (RAC/SB)

system.

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Jan 02BASIC ENGINE

EFG

CTC-134-050-00FAN FRAME CENTER HUB

BOOSTER AIR TAPPINGSTO FWD STATIONARYAIR/OIL SEAL (3)

BOOSTER AIR TAPPINGSTO MID-SUMPPRESSURIZATION SEAL (4)

RACC AIRSUPPLY

REAR STATIONARYAIR/OIL SEAL

FORWARD STATIONARYAIR/OIL SEAL

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Jan 02BASIC ENGINE

EFGFAN FRAME MODULE

The radial drive shaft housing

Strut No 6, at the 6 o’clock position, contains both the

forward sump scavenge 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

oil scavenge 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 approximately the shaft’s center, there is a mid-length

roller bearing. The outer race of the bearing is brazed to

the inside of the outer housing.

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EFG

CTC-134-051-00RADIAL DRIVE SHAFT HOUSING

SHAFT MID-LENGTHROLLER BEARING

OIL SCAVENGETUBE

RADIAL DRIVESHAFT

FAN FRAME THICK STRUT(6 O'CLOCK)

OUTER RADIALSHAFT HOUSING

INNER RADIAL DRIVESHAFT HOUSING

IGB

TGB

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EFG

CORE ENGINE MAJOR MODULE

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Jan 02BASIC ENGINE

EFGCORE 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, producing approximately 20% of the

total thrust.

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.

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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EFG

CTC-134-052-01CORE ENGINE MAJOR MODULE

HIGH PRESSURECOMPRESSOR STATOR

COMBUSTIONCASE

HIGH PRESSURECOMPRESSOR ROTOR

FUEL NOZZLES

HIGH PRESSURETURBINE NOZZLES

HPCROTOR

HIGH PRESSURETURBINE ROTOR

#3 BEARING#4 BEARING

STAGE 1 LPTNOZZLES

HIGH PRESSURE TURBINE SHROUDS

COMBUSTOR

HPC STATOR

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Jan 02BASIC ENGINE

EFG

HIGH PRESSURE COMPRESSOR

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EFGTHE 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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EFG

CTC-134-053-01HP 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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EFG

COMPRESSOR ROTOR

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EFGTHE 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.

Page 142: Jet Engine

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Jan 02BASIC ENGINE

EFG

CTC-134-054-00HP COMPRESSOR ROTOR

REAR ROTATING(CDP) AIR SEAL

HPTFRONT SHAFT

FRONT SHAFTSUPPORTED BYTHE No.3 BEARING

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Jan 02BASIC ENGINE

EFGTHE HIGH PRESSURE COMPRESSOR

The compressor rotor (continued)

The HPC rotor is a 9-stage, axial flow, high speed, spool-

disk 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

Page 144: Jet Engine

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EFG

CTC-134-055-00HP COMPRESSOR ROTOR DESIGN

REAR ROTATING(CDP) AIR SEAL

STAGE 9BLADES

STAGE 4-9 SPOOL

STAGE 3DISK

STAGE 1BLADES

ROTORSHAFT

STAGE 1-2 SPOOL

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Jan 02BASIC ENGINE

EFGTHE HIGH PRESSURE COMPRESSOR

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.

Page 146: Jet Engine

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EFG

CTC-134-056-00THE COMPRESSOR ROTOR

STAGE 1-2 SPOOLSTAGE 4-9 SPOOL

HPC ROTOR SHAFT REAR ROTATING(CDP) AIR SEAL

STAGE 3 DISK

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Jan 02BASIC ENGINE

EFGTHE HIGH PRESSURE COMPRESSOR

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.

Page 148: Jet Engine

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Jan 02BASIC ENGINE

EFG

CTC-134-057-00HPC ROTOR SHAFT DESIGN

THREADS PILOTLANDS

LOCKINGSLOTS

SPLINES

SEATINGSHOULDER

COOLING AIR HOLE

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EFGTHE HIGH PRESSURE COMPRESSOR

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.

Page 150: Jet Engine

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Jan 02BASIC ENGINE

EFG

CTC-134-058-00HPC STAGE 1-2 SPOOL

INTER-STAGELABYRINTH SEALS

STAGE 1-2 SPOOL

STAGE 1-2 SPOOLMOUNTINGFLANGE

HPC ROTORSHAFT

STAGE 1

STAGE 2

INTER-STAGELABYRINTH SEALS

DAMPERRING

Page 151: Jet Engine

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EFGTHE HIGH PRESSURE COMPRESSOR

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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EFG

CTC-134-059-00HPC STAGE 3 DISK

MATINGSURFACES

RETAINER HOOKS

DOVETAIL SLOT

DISKBORE

DISKWEB

RETAINERHOOKS

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Jan 02BASIC ENGINE

EFGTHE HIGH PRESSURE COMPRESSOR

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 and is prevented from rotating

by flats.

Page 154: Jet Engine

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Jan 02BASIC ENGINE

EFG

CTC-134-060-00HPC FRONT SPOOL BLADE RETENTION SYSTEM

STAGE 2RING RETAINER

STAGE 3 RING RETAINER

HPC STAGE 3

STAGE 3RINGRETAINER

HPC STAGE 2HPC STAGE 1

STAGE 1RING RETAINER

Page 155: Jet Engine

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Jan 02BASIC ENGINE

EFGTHE HIGH PRESSURE COMPRESSOR

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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Jan 02BASIC ENGINE

EFG

CTC-134-061-00HPC STAGE 4-9 SPOOL

STAGE 4-9SPOOL

STAGE 4-9 SPOOL

STAGE 3 DISK

AIRSEAL DISK

AIRSEAL DISK

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Jan 02BASIC ENGINE

EFGTHE HIGH PRESSURE COMPRESSOR

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.

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.

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.

Page 158: Jet Engine

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Jan 02BASIC ENGINE

EFG

CTC-134-062-00HPC REAR SPOOL BLADE RETENTION SYSTEM

STAGE 4 TO 9 HPC BLADES DETAIL A

BLADELOCKINGLUGS

BLADELOADINGSLOT

PLATFORMCUT-OUT

SEAL WIRES

A

Page 159: Jet Engine

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Jan 02BASIC ENGINE

EFGTHE HIGH PRESSURE COMPRESSOR

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 upper portion of the airfoil is coated with tungsten

carbide, on its concave side, to limit erosion.

The blade roots have an aluminum bronze (Al-Br) coating

on their mating faces.

Page 160: Jet Engine

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Jan 02BASIC ENGINE

EFG

CTC-134-064-01ROTOR BLADES DESIGN

TUNGSTENCARBIDECOATING(CONCAVESIDE ONLY)

TUNGSTENCARBIDECOATING(CONCAVESIDE ONLY)

IDENTNUMBERRTV

AL-BRCOATING

IDENTNUMBER

TUNGSTENCARBIDEEROSIONCOATING(CONCAVESIDE ONLY)

IDENTNUMBER

COLLOIDALGRAPHITE(2 PLACES)

SQUEALER TIP

FILLETRADIUS

RTV

STAGE 1 STAGE 2-3 STAGE 4 TO 9

STIFFENER

AL-BRCOATING

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Jan 02BASIC ENGINE

EFGTHE HIGH PRESSURE COMPRESSOR

The rear rotating air seal

The compressor rotor rear rotating (CDP) air seal is a

one-piece nickel alloy forged part, with abrasive

protection-coated 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.

Page 162: Jet Engine

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Jan 02BASIC ENGINE

EFG

CTC-134-065-00HPC REAR ROTATING AIR SEAL

HP TURBINESHAFT FRONTFLANGE

HPC SPOOLSTAGE 4-9

SEAL TEETH

HPC REAR ROTATING(CDP) AIR SEAL

SEAL TEETH

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EFG

COMPRESSOR FRONT STATOR

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EFGTHE HIGH PRESSURE COMPRESSOR

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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Jan 02BASIC ENGINE

EFG

CTC-134-066-00HPC FRONT STATOR LOCATION

FAN FRAME

COMBUSTORCASE

HPC STATORCASE

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EFGTHE HIGH PRESSURE COMPRESSOR

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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EFG

CTC-134-067-00HPC FRONT STATOR DESIGN

SPLIT LINE

VSV ACTUATOR

LOWER CASE

INLET GUIDE VANES

UPPER CASE

FIXED STATOR STAGES

VARIABLE STATORSTAGES

VSV ACTUATOR

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Jan 02BASIC ENGINE

EFGTHE HIGH PRESSURE COMPRESSOR

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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CTC-134-068-01HPC FRONT STATOR DESIGN

UPPERCASE

HPC FRONTSTATOR ASSY

LOWER CASE

CUSTOMERBLEED

BORESCOPEPORTS

AIR INLET

HPC ROTORASSY

HPCDISCHARGE

BLEED PORTS

BORESCOPEPORTS

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EFGTHE HIGH PRESSURE COMPRESSOR

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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EFG

CTC-134-069-00VSV UPPER END CONNECTION

NUT

STG 2

STG 1

IGV

VANE

INNER WASHER

STATOR CASE

ACTUATIONRING

LEVER ARM

OUTER WASHER

OUTERBUSHING

TRUNNION

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EFGTHE HIGH PRESSURE COMPRESSOR

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

CTC-134-070-00INLET GUIDE VANE INNER END CONNECTION

NUT

BOLT

AFTSECTION

FORWARDSECTION

INNER TRUNNIONBUSHING

IGVINNER END

UPPER SHROUD HALVES

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EFGTHE HIGH PRESSURE COMPRESSOR

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

CTC-134-071-00VSV SHROUD SEGMENTS INSTALLATION

INNER BUSHINGS

INNER BUSHING

HEADED PIN

SEAL

SHROUD

VANE

HEADED PINS

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EFGTHE HIGH PRESSURE COMPRESSOR

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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EFG

CTC-134-072-00HPC VANE SECTOR INSTALLATION

TRAILING EDGE

ANTI-ROTATIONSTOP

STAGE 5

STATOR VANESECTOR

SEGMENTGUIDES

SEAL SLOTS

SHROUD

BRAZED JOINTS

INNERPLATFORMRAIL

VANES

OUTERPLATFORMRAIL

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EFGTHE HIGH PRESSURE COMPRESSOR

The VSV actuation system

Actuation of the variable vanes is achieved 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 Control Unit (ECU).

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EFG

CTC-134-073-01VSV ACTUATION SYSTEM

ECU

HMU

VSV ACTUATOR

VSV ACTUATORBELLCRANKASSEMBLIES

ACTUATIONRING

LEVER ARM

UPPERACTUATIONRING

CONNECTINGLINK

LOWERACTUATIONRING

GUIDE

BUSHING

THREADEDBUSHING

BOLT

HEADEDPIN

STRAIGHTPIN

THREADEDHOLES

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COMPRESSOR REAR STATOR

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EFGTHE HIGH PRESSURE COMPRESSOR

The rear stator

The HPC rear stator plays a role in increasing the airpressure delivered to the combustion section.

The rear stator houses three fixed vanes stages 6-8 andis installed inside the front stator casing.

The HPC fixed vane stage 9 is part of the combustioncase.

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EFG

CTC-134-074-00REAR STATOR LOCATION

HPC FRONTSTATOR CASING

HPC REAR STATORCASING STAGE 6-8

COMBUSTIONCASE

STAGE 9

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EFGTHE HIGH PRESSURE COMPRESSOR

The rear stator (continued)

The rear stator aft flange is cantilever mounted on theinner flange of the rear stator support.

The rear stator support outer flange is installed betweenthe front stator and combustor case.

All flanges are close tolerance rabbeted diameters andare bolted to make a strong assembly.

The forward end of the rear stator assembly is heldradially by a pilot diameter at stage 5 of the front statorcase. This gives accurate concentricity between the frontand rear stator case assemblies.

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EFG

CTC-134-075-01HPC REAR STATOR INSTALLATION

REAR STATOR SUPPORT

PILOT DIAMETER

STAGE 6VANE SLOT

RABBETED DIAMETER

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EFGTHE HIGH PRESSURE COMPRESSOR

The rear stator (continued)

The rear stator case is made up of two halves boltedtogether at their 3 and 9 o’clock split-line flanges.

The casing halves are a matched set machined from azinc-nickel-cobalt alloy forging.

The casings have internal machined circumferential slotsthat hold the fixed vanes of stages 6, 7 and 8.

The vanes are assembled into segments and each stagehas 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 theirinner diameter that faces rotor seal teeth to make inter-stage air seals.

The casing has borescope ports for inspection of internalareas.

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EFG

CTC-134-076-01HPC REAR STATOR ASSEMBLY

BORESCOPEPORTS

STAGE 8

STAGE 7

STAGE 6

VANE SEGMENT

SPLIT FLANGE SPLIT FLANGE

ANTI-ROTATIONSTOP

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EFGTHE HIGH PRESSURE COMPRESSOR

Borescope ports

There are 9 plugged borescope ports on the lower statorcase, at approximately the 5 o’clock position, and they arenumbered S1 thru S9, where S1 is the most forward.

S7, S8 and S9 plugs have a particular design. They aredouble plugs.

The inner thread engages the HPC rear stator case, whilethe outer thread is tightened on the HPC case.

A spring-loaded system enables the outer plug to drivethe inner plug.

Both the inner and outer plugs have specific torquevalues.

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EFG

CTC-134-077-01HPC BORESCOPE PORTS

S1 TO S9

TOP VERTICAL

AFT LOOKING FORWARD

S9S7S8

S1S2

S3S4S5S6

S1

S5

S9

S8

S7

S6

S2

S3

S4

S6 BORESCOPE PLUG( S1 TO S6 )

S9 BORESCOPE PLUG ASSEMBLY( S7 TO S9 )

FWD

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COMBUSTION SECTION

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TRAINING MANUALCFM56-5C

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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.

During the starting sequence or when required, themixture is ignited by 2 igniter plugs, in order to producethe necessary energy to drive the turbine rotors.Residual energy is converted into thrust.

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

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CTC-134-078-01COMBUSTOR 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

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

Its rear face is bolted onto the LPT module front flange.

The rear part of the combustor houses the High PressureTurbine (HPT) module and stage 1 LPT nozzle.

The combustion section consists of :- the combustion case- the combustion chamber

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CTC-134-079-01 COMBUSTOR INTERFACES

COMBUSTION CASEREAR FLANGE

COMBUSTION CASEFRONT FLANGE

HP TURBINESECTION

COMBUSTIONCASE

COMBUSTIONCHAMBER

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Jan 02BASIC ENGINE

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COMBUSTION CASE

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EFGTHE COMBUSTION SECTION

The combustion case

The combustion case 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.

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 combustion case features :

- a series of ports for borescope inspection.

- mounting pads for fuel nozzles, pressure and

temperature sensors and igniter plugs.

- mounting pads for air bleed for the customer, starting,

clearance control and turbine cooling systems.

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Jan 02BASIC ENGINE

EFG

CTC-134-152-00 COMBUSTION CASE DESIGN

AFT FLANGE

TO HPT SHROUDCOOLING AIR

BORESCOPEBOSSES (4)

DIFFUSER

OUTLET GUIDEVANES

9TH STAGE BLEED AIR IGNITER BOSS

PS3 PAD (1)

TO LPT STAGE 1COOLING AIR

BORESCOPEBOSSES (2)

FUEL NOZZLEPAD (20)

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Jan 02BASIC ENGINE

EFGTHE COMBUSTION SECTION

The combustion case (continued)

The combustion case is a weldment structure.

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.

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).

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Jan 02BASIC ENGINE

EFG

CTC-134-081-01COMBUSTOR CASE NOZZLES AND PADS

FUEL NOZZLES (20) AND MANIFOLDS

HPT SHROUD AIRCLERANCE CONTROL (2)

CUSTOMERBLEED (4)

FUEL NOZZLEPAD (20)

BORESCOPEBOSS (2)

LTP STAGE 1COOLING AIR (4)

IGNITER BOSS (2)

BORESCOPEBOSS (4)

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Jan 02BASIC ENGINE

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COMBUSTION CHAMBER

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Jan 02BASIC ENGINE

EFGTHE COMBUSTION SECTION

The combustion chamber

The combustion chamber is a short annular structure

housed in the combustion case.

It is installed between the HPC stator stage 9 and the

HPT nozzle.

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.

It consists of :

- the swirl fuel nozzles and deflectors (the dome)

- the outer and inner cowls

- the outer and inner liners

The swirl nozzles and dome

The dome is made of both cast and machined

components.

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

cowls.

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.

The surface of the dome is cooled by a layer of air from

the HPC discharge (CDP) airflow.

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Jan 02BASIC ENGINE

EFG

CTC-134-082-01COMBUSTION CHAMBER

HPT NOZZLE

HPC STATORSTAGE 9

OUTER LINER

OUTER COWL

PRIMARY SWIRL NOZZLE

INNER COWL

INNER LINER

DEFLECTOR

SECONDARYSWIRL NOZZLE

SLEEVE

SPECTACLEPLATE

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Jan 02BASIC ENGINE

EFGTHE COMBUSTION SECTION

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.

They are made from a nickel-chrome alloy and 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

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 also have dilution holes, which produce

additional combustion and cooling air.

Both inner and outer liners have a thermal barrier coating

on their inner surfaces.

The outer liner has 2 ferrules for installation of the spark

igniters and locator ridges* to ensure correct alignment

with the combustion case.

*Note : There is only one locator ridge on recent engines

at the top vertical centerline position, but earlier versions

have three, 120° apart.

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Jan 02BASIC ENGINE

EFG

CTC-134-084-00OUTER AND INNER COWLS AND LINERS

OUTER LINER

INNER COWL

SWIRL NOZZLE

IGNITER FERRULE(2 LOCATIONS)

OUTERCOWL

LOCATOR RIDGE

INNER LINER

DILUTIONHOLES

COOLINGHOLES

OUTER LINER

OUTER COWL

INNER COWL

INNER LINER

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Jan 02BASIC ENGINE

EFGTHE COMBUSTION SECTION

Outer and inner liners rear mounting.

The inner liner rear flange is bolted to the High Pressure

Turbine (HPT) forward inner nozzle support.

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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Jan 02BASIC ENGINE

EFG

CTC-134-086-01OUTER AND INNER LINERS REAR MOUNTING

FUEL NOZZLE

HPT NOZZLE

LOCATORRIDGE

LUG RING

AFT SEAL

COMBUSTIONCHAMBER

INNER LINERMOUNTING FLANGE

HPT FORWARD INNERNOZZLE SUPPORT

OUTER LINER"S" SHAPED MOUNTINGFLANGE

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Jan 02BASIC ENGINE

EFGTHE COMBUSTION SECTION

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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Jan 02BASIC ENGINE

EFG

CTC-134-087-01COMBUSTION 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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HIGH PRESSURE TURBINE

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EFGTHE 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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EFG

CTC-134-088-01THE HIGH PRESSURE TURBINE

STAGE 1LPT NOZZLE

HPT NOZZLEHPT ROTOR

COMBUSTORCASE

HPT SHROUD

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HIGH PRESSURE TURBINE NOZZLE

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EFGTHE 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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CTC-134-089-00HIGH PRESSURE TURBINE NOZZLE ASSEMBLY

OUTER STATIONARYSEAL

BOLT SHIELD

AFT INNERSUPPORT

HPT NOZZLEx 21

FWD INNER SUPPORT

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EFGTHE HIGH PRESSURE TURBINE

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 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.

The nozzle inner and outer platforms 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.

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CTC-134-090-00HP TURBINE NOZZLE SEGMENTS

SEALS

COOLINGSLOTS

INNER PLATFORM

SEALS

COOLINGCOMPARTMENT

COOLINGHOLE

COOLINGSLOT

INNER RIBCOOLINGCOMPARTMENT

VANEOUTERPLATFORM

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EFGTHE HIGH PRESSURE TURBINE

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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CTC-134-091-00HPT NOZZLE FORWARD INNER SUPPORT

FRONTFLANGE

AFT FLANGE

FORWARD INNERSUPPORT BODY

INDUCER

AIR DEFLECTOR

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EFGTHE HIGH PRESSURE TURBINE

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 MANUALCFM56-5C

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EFG

CTC-134-092-00HPT NOZZLE INNER SUPPORT

INNER SUPPORT

HPTNOZZLE

SEALRING

HPT NOZZLE

NOZZLE SEGMENTENGAGEMENT PIN

PRESSURESEAL

SEALRETAINER

D-HEADBOLT

FORWARD INNERSUPPORT

AFT INNERSUPPORT

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EFGTHE HIGH PRESSURE TURBINE

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. It only appears on later versions.

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CTC-134-093-00OUTER STATIONARY SEAL

HONEYCOMBSEALS

HPT NOZZLEOUTER STATIONARY SEAL

HPT INNERNOZZLE SUPPORT

HPT NOZZLE

COMBUSTORCASE AFTFLANGE

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TRAINING MANUALCFM56-5C

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HIGH PRESSURE TURBINE ROTOR

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EFGTHE HIGH PRESSURE TURBINE

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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CTC-134-094-00HPT ROTOR DESIGN

FRONT SHAFT

HPT DISK

FORWARD ROTATINGAIR SEAL

HPT BLADES

HPT REARSHAFT

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EFGTHE HIGH PRESSURE TURBINE

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 MANUALCFM56-5C

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EFG

CTC-134-095-01 HPT FRONT SHAFT LOCATION

COMBUSTORCASE

HPT NOZZLE

CDP ROTORAIR SEAL

FORWARD ROTATING AIR SEAL

HPT FRONT SHAFT

DAMPERSLEEVE

HPT REAR SHAFT

BALANCE WEIGHTS

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TRAINING MANUALCFM56-5C

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EFGTHE HIGH PRESSURE TURBINE

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 MANUALCFM56-5C

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EFG

CTC-134-096-01 FORWARD ROTATING AIR SEAL

FRONT SHAFT

CDP AIRPASSAGE HOLE

CDP AIRPASSAGE

BOLT HOLES

HPTDISK

HUB

FORWARDMOUNTING FLANGE

WEB

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TRAINING MANUALCFM56-5C

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EFGTHE HIGH PRESSURE TURBINE

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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TRAINING MANUALCFM56-5C

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Jan 02BASIC ENGINE

EFG

CTC-134-097-01HP TURBINE DISK

DOVETAIL SLOT

FORWARDMOUNTINGFLANGE

WEB

FLANGESUPPORT

HUB

CDP AIRHPC 4th. STAGECOOLING AIR

TURBINE BLADE

BOOSTERAIR

RIM

REAR SHAFT

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TRAINING MANUALCFM56-5C

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EFGTHE HIGH PRESSURE TURBINE

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 MANUALCFM56-5C

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Jan 02BASIC ENGINE

EFG

CTC-134-098-00HPT BLADE RETAINERS

AFT BLADE RETAINERBLADES

FORWARD ROTATINGAIR SEAL

SEAL RING

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EFGTHE HIGH PRESSURE TURBINE

The rotor blades

The HPT rotor blades are made of a high temperature

nickel alloy that is directionally solidified 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 MANUALCFM56-5C

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Jan 02BASIC ENGINE

EFG

CTC-134-099-01HP TURBINE BLADE

TIP SHELF

FILM COOLING

TIP

TRAILINGEDGE

LEADINGEDGE

CDP AIR

AIRFOIL

DOVETAIL

ROOT

SEAL LIP

PLATFORM

AIR SLOTS

TIP FILMCOOLING HOLES

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TRAINING MANUALCFM56-5C

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EFGTHE HIGH PRESSURE TURBINE

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 MANUALCFM56-5C

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Jan 02BASIC ENGINE

EFG

CTC-134-100-01HPT BORESCOPE PORTS

S16, S17BORESCOPE PLUGS16 OR S17

FWD

FWD

BORESCOPE PORTLOCATIONS (ALF)

S14, S16

S17

S15

S12

S13

S11IGNITER

S10IGNITER

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TRAINING MANUALCFM56-5C

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EFGTHE HIGH PRESSURE TURBINE

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 MANUALCFM56-5C

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Jan 02BASIC ENGINE

EFG

CTC-134-101-01HP TURBINE REAR SHAFT

AFT SUMP PRESSURIZATIONAIR PASSAGE

MOUNTING FLANGE

HPT DISK

COOLING OILPASSAGE

AFT AIRSEAL

LPT ROTOR COOLINGAIR PASSAGE

AIR SEALSERRATIONS

BOLT HOLES

BEARINGJOURNAL

HPC AIR DUCT

BOOSTER AIR

BOOSTERDISCHARGEAIR

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TRAINING MANUALCFM56-5C

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HIGH PRESSURE TURBINE SHROUD AND STAGE 1 NOZZLE

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The shroud and stage 1 LPT nozzle

The HPT shroud and stage 1 LPT nozzle assembly formsthe connection between the core section and the LPTmodule of the engine.

It is located inside the aft end of the combustion case andperforms 2 main functions :

- The HPT shroud is part of the HPT clearance controlmechanism and uses HPC bleed air to maintainclose clearances with the HPT rotor bladesthroughout flight operations.

- The stage 1 LPT nozzles direct the core engineexhaust gas onto the stage 1 LPT blades.

The forward flange of the assembly is bolted to the innersurface of the combustion case.

The aft flange is rabbeted and bolted between thecombustion case aft flange and the LPT stator forwardflange.

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EFG

CTC-134-102-01HPT SHROUD & STAGE 1 LPT NOZZLE

STAGE 1LPT NOZZLE

LPT STATOR

HPT SHROUD

COMBUSTOR CASEHPTCC MANIFOLD

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TRAINING MANUALCFM56-5C

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EFGTHE HIGH PRESSURE TURBINE

The shroud and stage 1 LPT nozzle assembly

The HPT shroud and stage 1 LPT nozzle assemblyconsists 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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CTC-134-103-01HPT SHROUD AND STAGE 1 LPT NOZZLE ASSEMBLY

AIR IMPINGEMENTMANIFOLD FOR HPTCC

LPT NOZZLECOOLING

SHROUDNOZZLE SUPPORT

STAGE 1LPT NOZZLEASSEMBLY

STATIONARYAIR SEAL

INNER AIR SEAL

SHROUDHANGERS

SHROUD

"C" CLIPS

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EFGTHE HIGH PRESSURE TURBINE

The air impingement manifold

The air impingement manifold circulates 4th and 9th stagebleed air for HPT clearance control and LPT nozzlecooling.

It is a brazed fabrication made from a nickel-chrome alloy.

The manifold is made up of 2 half-rings, the upper andlower, that are bolted together at their 3 and 9 o’clocksplit-line flanges.

Bushings with spacers, inserted through the combustioncase, supply bleed air to 2 holes on the manifolds outersurface at approximately the 1 and 7 o’clock positions.

There are 3 air supply tubes on the manifolds innersurface, which circulate the air to cool down the HPTshroud 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 withHPC 4th stage air.

A series of holes around the rear of the manifold supplyHPC 4th stage air from the cavity formed with thecombustion case, to cool down the 1st stage of the LPT.

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EFG

CTC-134-104-01 AIR IMPINGEMENT MANIFOLD

HPC 4th AND 9th STAGEBLEED AIR

UPPERMANIFOLDHALF-RING

AIR SUPPLYTUBES

MANIFOLDAIR SUPPLYTUBES

SEALING SURFACE(HPT SHROUD SUPPORT)

SHROUDSUPPORT

HPC 4th STAGE AIRBUSHING

LOWERMANIFOLDHALF-RING

SPACER

COMBUSTIONCASE

1 O'CLOCK POSITIONAPPROX.

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EFGTHE HIGH PRESSURE TURBINE

The shroud/nozzle support

The shroud/nozzle support assembly forms the outershell of the HPT shroud and stage 1 LPT nozzleassembly.

It is made of a nickel chrome alloy.

It provides the area for the air impingement manifold onits outer surface and supports the HPT shrouds and theouter platforms of the LPT nozzle segments on its innersurface.

Its front flange is secured to the combustion case withslab-head bolts.

Its rear flange is pinched between the combustion caserear flange and the LPT stator case front flange.

There are 2 borescope bosses, which are installedthrough its rear section at approximately the 5 and 8o’clock positions, to enable inspection of the trailing edgeof the HPT blades.

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

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

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EFG

CTC-134-105-00SHROUD/NOZZLE SUPPORT ASSEMBLY

MID HEAT SHIELD

AFT HEAT SHIELD

LPT COOLING HOLES

SUPPORTBORESCOPE BOSS

FWD HEATSHIELD NUT

SLABBEDHEAD BOLT

FWD HEATSHIELDBUSHING

FWD HEATSHIELD PIN

FWD HEATSHIELD

BUSHING

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EFGTHE HIGH PRESSURE TURBINE

The shroud hangers

The HPT shroud hangers carry the shroud segments ontheir inner surface.

They provide a cooling area between the segments andthe shroud/nozzle support reducing the risk of damage tothe support due to thermal stresses.

The shroud hangers have machined runners on theirforward and aft faces, which slide into mating slots on theshroud/nozzle support.

There are 14 hangers each carrying 3 shrouds.

There are numerous seals, which slot between and intoboth hanger and shroud intersections, to prevent hot airleakage.

Individual C-clip retainers, which are also air sealed, holdthe shrouds in position on the hangers.

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EFG

CTC-134-106-00HPT SHROUD HANGERS

AFT HEAT SHIELD

SHROUD HANGER

SEAL

C-CLIP RETAINERS

MID HEAT SHIELD

SHROUD AND NOZZLESUPPORT

SEALS

SHROUDS

SEALS

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EFGTHE HIGH PRESSURE TURBINE

The shrouds

The HPT shrouds have a smooth abradable surface thatcan endure blade tip rub and prevent erosion from hotexhaust gasses.

The shrouds are made of Rene N5.

There are 42 individually replaceable shrouds eachhaving their own C-clip retainer, which holds the shroudin place in slots on the hanger.

Shroud expansion is controlled throughout engineoperation to increase HPT efficiency.

CDP air passes between the shroud/nozzle support andthe shroud segments for cooling purposes. It exitsthrough holes drilled in the shroud and goes back into theprimary flow to the LPT nozzles.

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TRAINING MANUALCFM56-5C

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EFG

CTC-134-107-01HP TURBINE SHROUD

SHROUDSEGMENTS

RETAININGCLIP

RUB SURFACE

HPT SHROUDSEGMENT

COOLING HOLECDP AIR

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EFGTHE HIGH PRESSURE TURBINE

The Low Pressure Turbine (LPT) nozzle

The LPT nozzle directs high velocity gasses from theHPT rotor onto the blades of the LPT rotor stage 1.

The assembly consists of 24 nozzle segments of 4 vaneseach and the nozzle segments outer and inner locatinglips are mechanically locked into the shroud/nozzlesupport.

The forward lip prevents axial movement of the HPTshroud retainer clips.

The inner air seal and the stationary air seal are boltedtogether and held in place on the inner platforms of theLPT nozzle.

HPC 4th stage cooling air is directed into cooling air ductbores in the nozzle segments and seals are installedbetween the segments to avoid air leakage.

The cooling air exits through holes in the vane’s trailingedge and through the vane roots and inner seal to coolthe HPT disk rear face. The air also passes through thestationary air seal to cool down the LPT rotor.

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TRAINING MANUALCFM56-5C

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EFG

CTC-134-108-01 STAGE 1 LPT NOZZLE SEGMENT

HONEYCOMB SEAL

STATIONARYAIR SEAL

HONEYCOMBSEAL

INNER AIRSEAL

STAGE 1LPT NOZZLE

INNERPLATFORM

SEAL STRIPSLOTS

COOLING AIREXIT HOLES

LEADING EDGE

SHROUDRETAINER CLIPFORWARD LIP

INNER LOCATINGLIP

COOLING AIR DUCTBORES

OUTER LOCATINGLIP

ANTI-ROTATIONSLOT

HPC STAGE 4COOLING AIR

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LOW PRESSURE TURBINE MAJOR MODULE

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EFGLOW PRESSURE TURBINE (LPT) MAJOR MODULE

The purposes of the LPT major module are :

- to transform the pressure and velocity of gasses 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 turbine frame module.

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CTC-134-109-00LOW PRESSURE TURBINE MODULE

LPT ROTOR /STATORASSEMBLY

TURBINE FRAME

LPT SHAFT

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LPT ROTOR / STATOR MODULE

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EFGLPT 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

turbine frame.

Its front flange is mounted on the rear flange of the

combustion module.

Its rear flange provides attachment for the turbine frame.

Its inner flange is secured onto the LPT shaft.

It is a 5-stage axial flow turbine, and consists of :

- a bulkhead assembly

- a stator assembly

- a rotor assembly

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CTC-134-110-00LPT ROTOR/STATOR MODULE

FRONT FLANGE

INNER FLANGE

ROTOR ASSEMBLY

BULKHEAD ASSEMBLY

REAR FLANGE

STATORASSEMBLY

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EFGLPT ROTOR/STATOR MODULE

Bulkhead assembly

An eight-segment sheet metal flange extension, identified

as the A8 flange extension, is attached all around the rear

surface of the LPT case front flange, and provides support

and attachment for the bulkhead assembly.

The purpose of the bulkhead assembly is to prevent

extremely hot air from the core engine area from reaching

the turbine area, thus keeping maximum turbine cooling

efficiency.

It splits the nacelle core area into two separate

compartments, where pressures are different :

- the forward core compartment, upstream of the

bulkhead, is not pressurized

- the aft core compartment, downstream of the

bulkhead, is pressurized

This pressure difference prevents any potential fire in the

engine hot area from extending into cold areas.

The bulkhead assembly comes in four segments and is

made of nickel alloy.

It is attached radially all around the rear surface of the A8

flange extension. Eight support rods connected to

brackets on the front flange of the turbine frame, provide

axial rigidity.

Its upper segment is partially shaped 90° rearward, to

form the pylon pan, which matches the shape of the pylon

interface extension.

Its lower segment is partially slanted rearward, to form the

bifurcation pan, which clears the forward core

compartment venting conduit located at 6 o’clock.

Its periphery is equipped with a rubber bulb seal that

ensures sealing when the thrust reverser core cowl is

closed.

The bulkhead assembly provides sealed passages for

various tubes, harnesses and leads.

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EFG

CTC-134-151-00BULKHEAD ASSEMBLY

RUBBERBULB SEAL

BIFURCATION PAN

LOWER SEGMENT

UPPERSEGMENT

SUPPORT ROD( QTY : 8 )

PYLON PAN

LPT CASEFRONT FLANGE

LPT CASE

BULKHEAD ASSEMBLY(UPPER SEGMENT)

A8 FLANGEEXTENSION

COMBUSTION CASEREAR FLANGE

T-FLANGE OFSTAGE 1 TURBINENOZZLE SUPPORT

FWD

FWD

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EFGLPT ROTOR/STATOR MODULE

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 5 nozzle assemblies.

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EFG

CTC-134-111-00LPT STATOR ASSEMBLY

2

3

45

FRONT FLANGE

LPT NOZZLESSTAGES 2 TO 5

LPT COOLINGMANIFOLD

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EFGLPT ROTOR/STATOR MODULE

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 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 9 thermocouple mounting pads for EGT

measurement, and 4 borescope ports at the 5 o’clock

position (not shown).

The inner surface of the LPT case houses eight thermal

insulation blankets and also has flanges for the

installation of nozzle and seal segments.

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EFG

CTC-134-112-00LPT CASE

BRACKETS

THERMOCOUPLEMOUNTINGPADS

MOUNTINGFLANGES FORNOZZLE AND SEALSEGMENTS

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EFGLPT ROTOR/STATOR MODULE

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 8 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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Jan 02BASIC ENGINE

EFG

CTC-134-113-00LPT COOLING MANIFOLDS

LPT CASEREAR FLANGE

LPT CASEFRONT FLANGE

LOWERCOOLINGMANIFOLD

AIR MANIFOLD

UPPERCOOLINGMANIFOLD

TUBESUPPORT

LPT AIR COOLINGTUBES AND MANIFOLDSASSEMBLY

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EFGLPT ROTOR/STATOR MODULE

Stages 2 to 5 nozzles

The purpose of the LPT stages 2 to 5 nozzles is to

increase the speed of the air coming from the HPT, and to

direct it onto the LPT rotor assembly.

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 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:

The front outer platform of each nozzle segment has an

anti-rotation slot which locks onto a locating pin on one of

the flanges inside the LPT case.

The outer platform holds a thermal insulation blanket in

position, through another anti-rotation slot.

Seal segments are installed between each nozzle stage.

They have an abradable liner that faces the rotor blade

teeth.

The front of each seal segment has an integral rail clip

which locks onto the nozzle rear outer platform and the

case flange. Each seal has an anti-rotation lock.

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 5 seal segments are locked

in position by a retaining hook and the turbine frame.

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Jan 02BASIC ENGINE

EFG

CTC-134-114-00LPT STATOR ASSEMBLY

SHROUDSUPPORT

NOZZLE SEGMENT STAGE 2

REAR OUTER PLATFORM

LOCK

SEAL SEGMENT

THERMAL INSULATIONBLANKET

FRONT OUTER PLATFORM

LPT NOZZLESSTAGES 2 TO 5

LPT CASEFLANGES

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Jan 02BASIC ENGINE

EFGLPT ROTOR/STATOR MODULE

Stages 2 to 5 nozzles (continued)

All nozzle assembly stages are made of nickel alloy,

protected against oxidation by a vapor-phase

aluminization treatment.

The inner platform of each nozzle segment has a

brazed-on integral inner stationary air seal.

The sides of the outer platforms have slots to house

sealing plates that are installed between each segment to

prevent air leakage.

Stage 2

The stage 2 nozzle assembly consists of 18 segments

with 6 vanes each.

Nine of these segments have a hole to house the

thermocouples that measure Exhaust Gas Temperature

(EGT). One of these 9 segments, located at 5 o’clock,

also has a hole for borescope inspection.

Stages 3, 4 and 5

Stages 3, 4, and 5 nozzle assemblies consist of 18

segments with 7 vanes each.

On stages 3 and 5, one segment, located at 5 o’clock, has

a hole for borescope inspection.

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Jan 02BASIC ENGINE

EFG

CTC-134-115-00NOZZLE SEGMENTS

LEADINGEDGE

HOLE FORBORESCOPE INSPECTION(5 O'CLOCK)

ANTI-ROTATIONSLOTS

HOLE FORTHERMOCOUPLE(STAGE 2 ONLY) SEALING

PLATESLOTS OUTER

PLATFORM

INNER STATIONARYAIR SEAL

INNER PLATFORMTRAILING EDGE

Page 283: Jet Engine

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Jan 02BASIC ENGINE

EFGLPT ROTOR/STATOR MODULE

Rotor assembly

The rotor assembly is housed inside the LPT case and

has five stages.

It consists of the following components :

- Stages 1 to 5 disks.

- Stages 2 to 5 rotating air seals.

- Stages 1 to 5 blades.

- A rotor support.

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Jan 02BASIC ENGINE

EFG

CTC-134-116-00LPT ROTOR ASSEMBLY

LPT BLADE

LPT DISK

ROTATING AIR SEAL

LPT ROTOR SUPPORT

1

54

3

2

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EFGLPT ROTOR/STATOR MODULE

Stage 1 to 5 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.

Except for stage 1, their front flanges have bolt holes for

the installation of rotating air seals.

Except for stage 5, their rear flanges have bolt holes for

the installation of the next stage disk together with its

rotating air seal.

The disks are assembled together with D-head bolts.

Page 286: Jet Engine

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Jan 02BASIC ENGINE

EFG

CTC-134-117-00LPT DISKS

ROTATING AIR SEAL

DOVETAIL SLOT

LPT BLADE

DISK

1

54

3

2

LPT ROTOR SUPPORT

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Jan 02BASIC ENGINE

EFGLPT ROTOR/STATOR MODULE

Stage 2 to 5 rotating air seals

The purpose of the rotating air seals is to control the

airflow between the LPT nozzles and the rotor.

They are made of nickel alloy.

The seals are sandwich-mounted between stages 1 to 5

disks, through holes located on the inner rear flange of

the stage 1 disk, the inner front and rear flanges of stages

2, 3 and 4 disks and the front inner flange of the stage 5

disk. Stage 2 and 3 seals have machined slots to allow

the passage of cooling air to the blade roots.

The seals have two inclined teeth on stages 2, 3 and 4,

and one straight tooth on stage 5, that rub against the

abradable liner of the inner stationary air seal brazed on

the inner platform of the nozzle segments.

On the stage 2 seal, the front face of the forward outer

flange and the rear face of the rear outer flange mates

with retainer rings, which hold blade stages 1 and 2 in

their axial position in the disk slots.

On stage 3 and 4 seals, the rear face of the rear outer

flange mates with retainer rings which hold blade stages

3 and 4 in their axial position in the slots.

Page 288: Jet Engine

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Jan 02BASIC ENGINE

EFG

CTC-134-118-00LPT ROTATING AIR SEALS

DISK

ABRADABLELINER

RETAINERRING BLADE

SEAL STAGE 5

SEAL STAGE 3

SEAL STAGE 4

SEAL STAGE 2

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EFGLPT ROTOR/STATOR MODULE

Stage 1 to 5 blades

The five stages of the LPT rotor have tip-shrouded blades

made of nickel alloy.

On stage 1 only, the blade airfoil is protected against

oxidation by a vapor-phase aluminization treatment.

The number of blades varies between stages :

- Stage 1 has 160 blades

- Stage 2 has 144 blades

- Stage 3 has 138 blades

- Stage 4 has 146 blades

- Stage 5 has 126 blades

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.

On stages 1, 2, 3 and 4, antiwear shields or foils are

crimped on the blade roots before installation on the disk.

Stage 5 blades do not have shields.

Deflectors are installed between each blade, under the

blade inner platform.

For stages 2, 3, and 4, a lug is machined on the front of

the inner platform of each blade. For stages 1 and 5, the

lug is machined on the rear of the inner platform of each

blade. When all the blades are installed side by side on a

disk, these lugs form a groove in which the blade retainer

rings are inserted.

The blade retaining rings are held in position by the

rotating air seals.

The retainer of stage 5 is made up of 18 separate

segments, each having its own integral locking tab. The

segments slide into a groove at the rear of the stage 5 disk

and are locked in position by manually bending the tabs.

Page 290: Jet Engine

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Jan 02BASIC ENGINE

EFG

CTC-134-119-00LPT STAGE 1 ROTOR ASSEMBLY

LPT BLADESTAGE 1

DEFLECTOR

ANTIWEARSHIELD

DISK DISK ROTATINGAIR SEAL

LPT BLADESTAGE 1

RETAINERRING

LUG

GROOVE FORRETAINER RING

ANTIWEARSHIELD

Page 291: Jet Engine

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Jan 02BASIC ENGINE

EFGLPT ROTOR/STATOR MODULE

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 4 rotating air seal and the front flange

of the stage 4 disk.

Page 292: Jet Engine

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Jan 02BASIC ENGINE

EFG

CTC-134-120-00TURBINE ROTOR SUPPORT

HOLES FORAIR CIRCULATION

OUTER FLANGE

TURBINE ROTOR SUPPORT

1

54

3

2

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Jan 02BASIC ENGINE

EFGLPT ROTOR/STATOR MODULE

The forward rotating air/oil seal.

The forward rotating air/oil seal is bolted onto the front

inner flange of the rotor support.

It has 2 honeycomb air seals and 2 abradable rub seals,

which face seal teeth on the HPT rear shaft.

The rear inner flange of the rotor support 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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Jan 02BASIC ENGINE

EFG

CTC-134-121-00TURBINE ROTOR SUPPORT

AIR SEAL

LPT ROTORSUPPORT

FORWARDROTATINGAIR/OIL SEAL

HONEYCOMBAIR SEALS

AIR/OIL SEAL

Page 295: Jet Engine

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Jan 02BASIC ENGINE

EFGLPT ROTOR/STATOR MODULE

Borescope ports

The rotor/stator assembly needs regular line maintenance

inspection to identify defects, mainly on the rotor blades.

The nozzle segments can also be inspected, but with

limited visibility.

Six borescope inspection ports are available.

Their location corresponds to the nozzle segments

stages 1 to 5 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 and 8 o’clock,

and are used to inspect the leading edge of stage

1 blades.

- 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.

- 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.

- Port S21 goes through the stage 5 nozzle shroud. It

is located on the LPT case at 5 o’clock, and is

used to inspect the trailing edge of stage 4 blades

and the leading edge of stage 5 blades.

NOTE : The trailing edge of stage 5 blades can be

inspected through an instrumentation boss located at the

8.30 clock position on the turbine 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, S20 and S21 are fitted with short spring-

loaded plugs with hexagonal head caps.

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Jan 02BASIC ENGINE

EFG

CTC-134-133-00LOW PRESSURE TURBINE BORESCOPE PORTS

S16, S17

S18

S19

S20

S16, S17BORESCOPEPLUGS

S18, S19, S20, S21BORESCOPEPLUGS

S21

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EFG

THE LPT SHAFT MODULE

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Jan 02BASIC ENGINE

EFGTHE 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 turbine

frame.

It also vents the engine forward and aft sumps, through

the center vent tube.

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Jan 02BASIC ENGINE

EFG

CTC-134-122-00THE LPT SHAFT MODULE

FAN ROTOR

FAN SHAFT

LPT SHAFT

TURBINE FRAME

LPT ROTOR

CENTER VENTTUBE

No.4 BEARING

No.5 BEARING

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Jan 02BASIC ENGINE

EFGTHE LPT SHAFT MODULE

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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Jan 02BASIC ENGINE

EFG

CTC-134-123-00LPT SHAFT ASSEMBLY

SHAFT

SHAFT

No.5 ROLLERBEARING

No.4 ROLLERBEARING

No.4 ROLLERBEARING

No.5 ROLLERBEARING

CENTER VENTTUBE

CENTER VENTTUBE

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Jan 02BASIC ENGINE

EFGTHE LPT SHAFT MODULE

LPT shaft

The LPT shaft is made of steel alloy, and transmits torque

from the LP turbine to the fan and booster module.

It is installed concentrically inside the HP rotor system.

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.

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 a plug,

locked in position by a retaining clip. The plug has an

anti-rotation lug that engages into a slot on the coupling

nut.

The No. 4 and No. 5 bearings are installed at the aft end

of the shaft, on each side of an integral hub.

The front face of the hub accommodates the turbine rotor

support.

The rear face of the hub holds a rotating air seal and an

oil seal. They control 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.

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EFG

CTC-134-124-00LPT SHAFT

FAN SHAFT

SPLINES

SHOULDER

INTEGRALHUB

No.4 BEARING

No.5 BEARING

COUPLING NUT

D48 SHIM

PLUG

LUG

RETAINING CLIP

Page 305: Jet Engine

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Jan 02BASIC ENGINE

EFGTHE LPT SHAFT MODULE

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.

The forward end of the center vent tube is inserted

through the rear of the LPT shaft. It is held inside the shaft

by means of 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.

Three shoulder-pins engage the shaft hub and the center

vent tube to prevent its rotation in the LPT shaft.

A centrifugal air/oil separator is installed at the rear of the

center vent tube. 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 center vent tube. It has an internal flange

that is held against the duct 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 center vent tube has two sets of seal

teeth that rub against an abradable coating, located

inside the oil inlet cover of the turbine frame.

Page 306: Jet Engine

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Jan 02BASIC ENGINE

EFG

CTC-134-125-00CENTER VENT TUBE

AIR/OIL SEPARATOR

SHOULDER PINS

LOCATING DIAMETERS

CENTER VENT TUBE

EXPANDABLESUPPORTS

CENTRAL SHOULDER

SEAL TEETH

Page 307: Jet Engine

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Jan 02BASIC ENGINE

EFGTHE LPT SHAFT MODULE

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 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.

Page 308: Jet Engine

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Jan 02BASIC ENGINE

EFG

CTC-134-126-00No.4 BEARING

No.4 ROLLER BEARING

OUTER RACE

INNER RACE

No.4 BRG FORWARD ROTATING OIL SEAL

SEAL TEETH

Page 309: Jet Engine

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Jan 02BASIC ENGINE

EFGTHE LPT SHAFT MODULE

No. 5 bearing

The No. 5 bearing holds the aft end of the LPT rotor

inside the turbine 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 hub, which reduces the vibration level of the

rotating assembly.

The bearing outer race is installed in an adjusting sleeve

inside the turbine 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 position by a rivet pin.

Page 310: Jet Engine

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Jan 02BASIC ENGINE

EFG

CTC-134-127-00No.5 BEARING

RETAINING RING

No.5 ROLLER BEARING

RIVETPIN

RETAINING NUTADJUSTINGSLEEVE

BEARING OUTERRING

BEARING

Page 311: Jet Engine

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Jan 02BASIC ENGINE

EFGTHE LPT SHAFT MODULE

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.

Page 312: Jet Engine

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Jan 02BASIC ENGINE

EFG

CTC-134-128-01BEARINGS LUBRICATION

No.4 BEARING

OIL SUPPLY NOZZLENo.5 BEARING

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EFG

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EFG

THE TURBINE FRAME MODULE

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EFGTHE TURBINE FRAME MODULE

The turbine 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, the mixer and the center body, which are

part of the nacelle.

The main structural component of the module is the

turbine frame.

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.

Page 316: Jet Engine

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EFG

CTC-134-129-00TURBINE FRAME MODULE

LPT CASE

ENGINE MOUNTS

No.5 BEARINGSUPPORT

INNER HUB

EXHAUST NOZZLEATTACHMENT

OUTERCASING

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Jan 02BASIC ENGINE

EFGTHE TURBINE FRAME MODULE

Turbine Frame - General

The turbine 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.

Strut No. 9 accommodates the oil supply tube for the No.

4 and No. 5 bearings and also the oil scavenge tube.

The turbine frame has two brackets used for handling and

installation on engine storage stands and the outer casing

has three clevis mounts for engine installation on the

airframe.

Page 318: Jet Engine

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EFG

CTC-134-130-00TURBINE FRAME

FRONT FLANGE

INNER HUB

OUTER CASEDRAIN TUBE

OIL SUPPLY TUBE

CLEVIS MOUNT

(ALF)

OIL SCAVENGE TUBE

(FLA)

FAIRING

STRUT

OUTER CASING

HANDLING BRACKETS

116

15

14

13

12

11

109

8

7

6

5

4

2

3

Page 319: Jet Engine

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Jan 02BASIC ENGINE

EFGTHE TURBINE FRAME MODULE

Turbine Frame Hub - Front

The front of the turbine frame hub has two 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.

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.

It also provides attachment for the rear inner 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 hub outer flange provides attachment for the

rear outer flange of the oil collector and the front of

a stream fairing.

Page 320: Jet Engine

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Jan 02BASIC ENGINE

EFG

CTC-134-131-00TURBINE FRAME HUB-FRONT

ADJUSTING SLEEVE

STREAM FAIRING

No.5 BEARING SUPPORT

OIL COLLECTOR

OUTER FLANGE

INNER FLANGE

STREAM FAIRING

OIL COLLECTOR

ADJUSTING SLEEVE

No.5 BEARINGSUPPORT

FACE MATING WITH OIL SEALS

FACES MATING WITH AIR SEALS

OUTER CASING

Page 321: Jet Engine

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Jan 02BASIC ENGINE

EFGTHE TURBINE FRAME MODULE

Turbine Frame Hub - Rear

The rear of the turbine 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 and the rear insulation blanket.

The oil inlet cover is made of steel alloy and,

together with the rear insulation blanket, 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 to connect the damping oil tube. The oil

inlet cover also has internal ducts that carry

booster discharge air to pressurize the sump rear

seals.

The cover’s inner sleeve is lined with abradable

material. This provides support and sealing for the

rear of the center vent tube.

The rear flange of the oil inlet cover provides

attachment for a nickel alloy flame arrestor.

- The hub outer flange provides attachment for the

back of the fairing, and is fitted with mounting studs

for the center body, which is part of the nacelle.

There are 8 venting and oil drain tubes, which

connect the rear rotating air/oil seals cavity with the

centerbody.

- 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. The

flame arrestor is the exit point of sump

pressurization airflow, and is designed to prevent

flame propagation into the engine exhaust system.

Page 322: Jet Engine

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Jan 02BASIC ENGINE

EFG

CTC-134-132-00TURBINE FRAME HUB-REAR

FLAME ARRESTOR

OIL SUPPLY TUBE

SCAVENGE TUBE

FLANGE ASSEMBLY

OIL INLET COVER

DAMPING OIL TUBE

STRUT

EXHAUST MIXERSUPPORT FLANGE

GASKET SEAL

OIL SUPPLY TUBE

REAR INSULATIONBLANKET

O RINGRING

NIPPLE

FAIRING

VENTING ANDOIL DRAIN TUBE

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EFG

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Jan 02BASIC ENGINE

EFG

ACCESSORY DRIVE MAJOR MODULE

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Jan 02BASIC ENGINE

EFGACCESSORY 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 6 o’clock

position 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.

Page 326: Jet Engine

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EFG

CTC-134-134-00ACCESSORY DRIVE SECTION DESIGN

INLET GEARBOX(IGB)

TRANSFER GEARBOX(TGB)

ACCESSORY GEARBOX(AGB)

HORIZONTALDRIVE SHAFT(HDS)

FAN FRAMETHICK STRUT(6 O'CLOCK) UPPER RADIAL

DRIVE SHAFT (RDS)

LOWER RADIALDRIVE SHAFT

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EFG

INLET GEARBOX

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EFGTHE 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

Page 330: Jet Engine

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Jan 02BASIC ENGINE

EFG

CTC-134-135-00INLET GEARBOX ASSEMBLY

No.3 BALLBEARING

HORIZONTALBEVEL GEAR

ROTATINGAIR/OIL SEAL

COUPLING /LOCKING NUT

RADIALBEVEL GEAR

Page 331: Jet Engine

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Jan 02BASIC ENGINE

EFGTHE INLET GEARBOX

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.

Page 332: Jet Engine

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Jan 02BASIC ENGINE

EFG

CTC-134-136-00HORIZONTAL BEVEL GEAR

ROTATING AIR/OIL SEAL

No.3 BEARING

THREADS

BEARINGJOURNAL

COUPLING/LOCKING NUT

THREADS

HORIZONTALBEVEL GEAR

TEETH (47)

SPLINES

RADIAL BEVEL GEAR

Page 333: Jet Engine

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Jan 02BASIC ENGINE

EFGTHE INLET GEARBOX

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.

Page 334: Jet Engine

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Jan 02BASIC ENGINE

EFG

CTC-134-137-00RADIAL BEVEL GEAR

TEETH (35)

BEARINGJOURNALS

THREADS

SPLINES

OIL SEAL

OIL INJECTORSBALL BEARING

ROLLERBEARINGS

RADIALBEVEL GEAR

Page 335: Jet Engine

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Jan 02BASIC ENGINE

EFGTHE INLET GEARBOX

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 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.

Page 336: Jet Engine

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Jan 02BASIC ENGINE

EFG

CTC-134-138-00THRUST BEARING No.3

IGBHOUSINGNo. 3 BALL

BEARING

HORIZONTALBEVEL GEAR

No.3 ROLLERBEARING

FORWARD STATIONARYAIR/OIL SEAL

REAR STATIONARYAIR/OIL SEAL

Page 337: Jet Engine

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Jan 02BASIC ENGINE

EFGTHE INLET GEARBOX

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.

Page 338: Jet Engine

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Jan 02BASIC ENGINE

EFG

CTC-134-139-00ROTATING AIR/OIL SEAL

SEAL TEETH

OIL DRAINHOLE

SUMPPRESSURIZATIONHOLESTHREAD

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EFG

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EFG

TRANSFER GEARBOX

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EFGTHE TRANSFER GEARBOX

The Radial Drive Shaft (RDS)

The Radial Drive Shaft transmits power from the IGB to

the TGB.

It is installed inside fan frame strut No 6, at 6 o’clock.

It consists of the radial drive shaft, which comes in two

parts and a mid-length bearing.

The RDS is hollow and made of steel alloy.

It measures approximately 29.52 ins (0.75 m).

Both ends are externally splined and connect the IGB

bevel gear with the TGB input bevel gear.

A foolproof slot is machined on the shaft to avoid

inversion of the RDS during installation.

The lower end of the shaft has a shoulder, which prevents

disengagement and ensures correct seating into the 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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Jan 02BASIC ENGINE

EFG

CTC-134-140-00THE RADIAL DRIVE SHAFT

OIL DISTRIBUTOR

INLET GEARBOX

FAN FRAMENO.6 STRUT

FAN CASE

RADIAL DRIVESHAFT

SHAFT MID-LENGTHBEARING

ROLLER BEARINGOUTER RACE SHOULDER

TGB HOUSING

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Jan 02BASIC ENGINE

EFGTHE TRANSFER GEARBOX

The transfer gearbox (TGB)

Driven by the RDS, the TGB 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 6 o’clock

position and consists of :

- The gearbox housing

- The input bevel gear

- The horizontal bevel gear

Page 344: Jet Engine

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Jan 02BASIC ENGINE

EFG

CTC-134-141-00TRANSFER GEARBOX ASSEMBLY

FAN CASE

TGB HOUSING

HORIZONTAL DRIVESHAFT HOUSING

HORIZONTALBEVEL GEAR

FAN FRAMENO.7 STRUT

RADIAL DRIVESHAFT

INPUT BEVELGEAR

HORIZONTALDRIVE SHAFT

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Jan 02BASIC ENGINE

EFGTHE TRANSFER GEARBOX

The gearbox housing

The TGB housing is made up of two parts bolted together

to form one assembly.

The housing is made of aluminium alloy.

The upper part of the TGB contains an adapter, which fits

in the bell-shaped outer end of the RDS housing.

The horizontal part provides the attachment to the fan

inlet case through a single clevis/link rod mounting

arrangement located at the top of the housing.

The TGB housing contains 2 oil nozzles for lubrication of

the bevel gears and bearings.

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CTC-134-142-00TRANSFER GEARBOX ASSEMBLY

INPUT BEVELGEAR

HORIZONTALBEVEL GEAR

ADAPTER

HORIZONTALBEVEL GEARHOUSING

INPUTBEVEL GEARHOUSING

CLEVIS

OIL SUPPLY

OIL SCAVENGE

VENT

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EFGTHE TRANSFER GEARBOX

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 radial drive shaft.

Sealing is provided by a seal ring installed externally on

the adapter.

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 an anti-rotation system, ensures oil

distribution to the ball bearing and axial retention of the

RDS.

Page 348: Jet Engine

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Jan 02BASIC ENGINE

EFG

CTC-134-143-00INPUT BEVEL GEAR

ADAPTER

SEAL RING

BALL BEARING

INPUT BEVELGEAR

ROLLER BEARING

OIL NOZZLE

TEETH (31)

SPLINES

LUBRICATINGHOLES

OIL DISTRIBUTOR

Page 349: Jet Engine

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EFGTHE TRANSFER GEARBOX

The horizontal bevel gear

The horizontal part of the TGB includes the housing, the

horizontal bevel gear, a ball bearing and a roller bearing.

The horizontal bevel gear has 40 teeth.

The gear housing is a cast part.

The suspension clevis, which attaches to the fan inlet

case through a link, is a cast part and integral with the

housing.

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 an anti-rotation 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).

Page 350: Jet Engine

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Jan 02BASIC ENGINE

EFG

CTC-134-144-00HORIZONTAL BEVEL GEAR

HORIZONTAL BEVEL GEAR

OIL NOZZLE

TEETH (40)

LUBRICATINGHOLES

SPLINES

CLEVIS

ROLLER BEARING

BALL BEARING

HORIZONTAL BEVEL GEAR HOUSING

OIL DISTRIBUTOR

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Page 352: Jet Engine

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ACCESSORY GEARBOX

Page 353: Jet Engine

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EFGTHE ACCESSORY GEARBOX

The Horizontal Drive Shaft (HDS)

The Horizontal Drive Shaft provides power transmission

between the TGB and the AGB.

The coupling tube, bolted between the TGB and AGB

housings, is made of aluminium alloy. It protects the HDS

and ensures connection with the AGB.

A gasket between the tube and the TGB front flange and

an O-ring between the tube 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 castellated nut.

Page 354: Jet Engine

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EFG

CTC-134-145-00HORIZONTAL DRIVE SHAFT LOCATION

TGB HOUSINGAGB

HORIZONTALDRIVE SHAFT

COUPLING TUBE

FAN INLETCASE

MOUNT BRACKET

LINK ROD

CLEVIS

GASKET

Page 355: Jet Engine

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EFGTHE ACCESSORY GEARBOX

The Accessory Gearbox (AGB)

The AGB supports and drives both aircraft and engine

accessories.

The AGB assembly is mounted under the fan inlet case at

the 6 o’clock position and is secured by 2 clevis mounts

with shouldered bushings.

The housing is an aluminium alloy casting.

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 :

- Lube unit

- Hydraulic pump

- Hand-cranking drive

- Control alternator

- Integrated Drive Generator (IDG)

Its rear face connects with the HDS coupling tube and

provides mounting pads for :

- The fuel pump

- The N2 speed sensor

- The starter

Some of the accessories are installed on the AGB

through Quick Attach/Detach (QAD) rings.

Page 356: Jet Engine

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EFG

CTC-134-146-00ACCESSORY 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

Page 357: Jet Engine

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EFGTHE ACCESSORY GEARBOX

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 plug-

in type systems.

They are lubricated by oil distributors, which supply oil

jets onto specific areas (bearings and splines).

Accessory ratios :

- The IDG 0.5947 N2

- The hydraulic pump 0.256 N2

- The HMU and fuel pump 0.423 N2

- The lubrication unit 0.423 N2

- The ECU alternator 1.342 N2

- The starter 0.5947 N2

- Hand cranking 1.04 N2

Page 358: Jet Engine

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EFG

CTC-134-147-01ACCESSORY DRIVE SYSTEM GEAR TRAIN

IGB

HMU

FUEL PUMP

TGB

31

40

35

47

HANDCRANKING

70

61

40

31

71

3171

43

34

43

100% N214460 RPM

UPPER RADIALDRIVE SHAFT

LOWER RADIALDRIVE SHAFT

HORIZONTALDRIVE SHAFT

ECU ALTERNATOR

HYDRAULIC PUMPLUBRICATION UNIT

IDG

STARTER

Page 359: Jet Engine

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Jan 02BASIC ENGINE

EFGTHE ACCESSORY GEARBOX

Sealing

Sealing of the AGB is provided by 2 configurations of

carbon-contact seals :

- Magnetic type

- Spring-loaded type

Magnetic seals

The magnetic-type seal consists of :

- A non-magnetic housing, which contains a

magnetized mating ring with a polished face and a

retaining ring

- A rotating seal with carbon material held in a rotating

ring

This seal type can be used on the following pads :

- Integrated Drive Generator (IDG)

- Hydraulic pump

- Fuel pump

Page 360: Jet Engine

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EFG

CTC-134-148-01MAGNETIC 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

Page 361: Jet Engine

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EFGTHE ACCESSORY GEARBOX

Starter drive pad seal

On the starter drive pad only, a different configuration of

magnetic seal is used.

It has a thrust ring, which also acts as a heat sink,

installed in between the mating ring and retaining ring.

Page 362: Jet Engine

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Jan 02BASIC ENGINE

EFG

CTC-134-149-01MAGNETIC 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

Page 363: Jet Engine

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Jan 02BASIC ENGINE

EFGTHE ACCESSORY GEARBOX

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

corresponding slots machined in the gear shaft bearing.

A housing, which contains the spring-loaded seal,

ensures constant contact between the polished face 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

Page 364: Jet Engine

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Jan 02BASIC ENGINE

EFG

CTC-134-150-01SPRING LOADED SEAL

(ASSEMBLED) (DISASSEMBLED)

LUGS

STATIC PART

O-RINGSEAL

O-RINGSEALS

ROTATINGPART

CARBON CONTACT FACE

MATINGRING

LAPPED OR POLISHEDCONTACT FACE

SPRING

Page 365: Jet Engine

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Jan 02BASIC ENGINE

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