Ctc-063 Basic Engine

TRAINING MANUAL
CFM56-5A / -5B
BASIC ENGINE
january 2009

TOC
CTC-063 Level 3
CFM56-ALL
TRAINING MANUAL
Published by CFMI
CFMI Customer Training Center

Snecma Services
Site de Melun-Montereau,
Arodrome de Villaroche
Chemin de Viercy, B.P. 1936,
77019 - Melun Cedex
FRANCE
CFMI Customer Training Services

GE Aircraft Engines
Customer Technical Education Center
123 Merchant Street
Mail Drop Y2
Cincinnati, Ohio 45246
USA
general
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Page 1
Issue 01
CFM56-ALL
TRAINING MANUAL
THIS PAGE INTENTIONALLY LEFT BLANK
general
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Page 2
Issue 01
CFM56-ALL
TRAINING MANUAL
This CFMI publication is for Training Purposes Only. The information is accurate at the time of compilation; however, no
update service will be furnished to maintain accuracy. For authorized maintenance practices and specifications, consult
pertinent maintenance publications.
The information (including technical data) contained in this document is the property of CFM International (GE and
SNECMA). It is disclosed in confidence, and the technical data therein is exported under a U.S. Government license.
Therefore, None of the information may be disclosed to other than the recipient.
In addition, the technical data therein and the direct product of those data, may not be diverted, transferred, re-exported
or disclosed in any manner not provided for by the license without prior written approval of both the U.S. Government and
CFM International.
Copyright 1998 CFM International
general
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Issue 01
CFM56-ALL
TRAINING MANUAL
general
TOC
Page 4
Issue 01
CFM56-ALL
TRAINING MANUAL
lexis
EFFECTIVITY
ALL CFM56 ENGINES
TOC
CFMI Proprietary Information
LEXIS
Page 5
Issue 02
CFM56-ALL
A
A/C AIRCRAFT
AC ALTERNATING CURRENT
ACARS AIRCRAFT COMMUNICATION
ADRESSING and REPORTING SYSTEM
ACAU AIR CONDITIONING ACCESSORY UNIT
ACMS AIRCRAFT CONDITION MONITORING SYSTEM
ACS AIRCRAFT CONTROL SYSTEM
ADC AIR DATA COMPUTER
ADEPT AIRLINE DATA ENGINE PERFORMANCE
TREND
ADIRS AIR DATA AND INERTIAL REFERENCE
SYSTEM
ADIRU AIR DATA AND INERTIAL REFERENCE
UNIT
AGB ACCESSORY GEARBOX
AIDS AIRCRAFT INTEGRATED DATA SYSTEM
ALF AFT LOOKING FORWARD
ALT ALTITUDE
ALTN ALTERNATE
AMB AMBIENT
AMM AIRCRAFT MAINTENANCE MANUAL
AOG AIRCRAFT ON GROUND
A/P AIRPLANE
APU AUXILIARY POWER UNIT
ARINC AERONAUTICAL RADIO, INC.
(SPECIFICATION)
ASM AUTOTHROTTLE SERVO MECHANISM
A/T AUTOTHROTTLE
ATA AIR TRANSPORT ASSOCIATION
EFFECTIVITY
ALL CFM56 ENGINES
TOC
TRAINING MANUAL
ATC AUTOTHROTTLE COMPUTER
ATHR AUTO THRUST
ATO ABORTED TAKE OFF
AVM AIRCRAFT VIBRATION MONITORING
B
BITE BUILT IN TEST EQUIPMENT
BMC BLEED MANAGEMENT COMPUTER
BPRV BLEED PRESSURE REGULATING VALVE
BSI BORESCOPE INSPECTION
BSV BURNER STAGING VALVE (SAC)
BSV BURNER SELECTION VALVE (DAC)
BVCS BLEED VALVE CONTROL SOLENOID
C
C
CELSIUS or CENTIGRADE
CAS CALIBRATED AIR SPEED
CBP (HP) COMPRESSOR BLEED PRESSURE
CCDL CROSS CHANNEL DATA LINK
CCFG COMPACT CONSTANT FREQUENCY
GENERATOR
CCU COMPUTER CONTROL UNIT
CCW COUNTER CLOCKWISE
CDP (HP) COMPRESSOR DISCHARGE PRESSURE
CDS COMMON DISPLAY SYSTEM
CDU CONTROL DISPLAY UNIT
CFDIU
CENTRALIZED FAULT DISPLAY
INTERFACE UNIT
CFDS CENTRALIZED FAULT DISPLAY SYSTEM
CFMI JOINT GE/SNECMA COMPANY (CFM
LEXIS
Page 6
Issue 02
CFM56-ALL
INTERNATIONAL)
CG CENTER OF GRAVITY
Ch A channel A
Ch B channel B
CHATV
CHANNEL ACTIVE
CIP(HP)
COMPRESSOR INLET PRESSURE
CIT(HP)
COMPRESSOR INLET TEMPERATURE
cm.g CENTIMETER X GRAMS
CMC CENTRALIZED MAINTENANCE COMPUTER
CMM COMPONENT MAINTENANCE MANUAL
CMS CENTRALIZED MAINTENANCE SYSTEM
CMS CENTRAL MAINTENANCE SYSTEM
CODEP
HIGH TEMPERATURE COATING
CONT CONTINUOUS
CPU CENTRAL PROCESSING UNIT
CRT CATHODE RAY TUBE
CSD CONSTANT SPEED DRIVE
CSI CYCLES SINCE INSTALLATION
CSN CYCLES SINCE NEW
CTAI COWL THERMAL ANTI-ICING
CTEC CUSTOMER TECHNICAL EDUCATION CENTER
CTL CONTROL
Cu.Ni.In
COPPER.NICKEL.INDIUM
CW CLOCKWISE
D
DAC DOUBLE ANNULAR COMBUSTOR
DAMV DOUBLE ANNULAR MODULATED VALVE
DAR DIGITAL ACMS RECORDER
DC DIRECT CURRENT
EFFECTIVITY
ALL CFM56 ENGINES
TOC
TRAINING MANUAL
DCU DATA CONVERSION UNIT
DCV DIRECTIONAL CONTROL VALVE BOEING
DEU DISPLAY ELECTRONIC UNIT
DFCS DIGITAL FLIGHT CONTROL SYSTEM
DFDAU
DIGITAL FLIGHT DATA ACQUISITION
UNIT
DFDRS
DIGITAL FLIGHT DATA RECORDING
SYSTEM
DISC DISCRETE
DIU DIGITAL INTERFACE UNIT
DMC DISPLAY MANAGEMENT COMPUTER
DMD DEMAND
DMS DEBRIS MONITORING SYSTEM
DMU DATA MANAGEMENT UNIT
DOD DOMESTIC OBJECT DAMAGE
DPU DIGITAL PROCESSING MODULE
DRT DE-RATED TAKE-OFF
E
EAU ENGINE ACCESSORY UNIT
EBU ENGINE BUILDUP UNIT
ECA ELECTRICAL CHASSIS ASSEMBLY
ECAM ELECTRONIC CENTRALIZED AIRCRAFT
MONITORING
ECS ENVIRONMENTAL CONTROL SYSTEM
ECU ELECTRONIC CONTROL UNIT
EE ELECTRONIC EQUIPMENT
EEC ELECTRONIC ENGINE CONTROL
EFH ENGINE FLIGHT HOURS
EFIS ELECTRONIC FLIGHT INSTRUMENT SYSTEM
LEXIS
Page 7
Issue 02
CFM56-ALL
EGT EXHAUST GAS TEMPERATURE

EHSV ELECTRO-HYDRAULIC SERVO VALVE
EICAS ENGINE INDICATING AND CREW
ALERTING SYSTEM
EIS ELECTRONIC INSTRUMENT SYSTEM
EIU ENGINE INTERFACE UNIT
EIVMU ENGINE INTERFACE AND VIBRATION
MONITORING UNIT
EMF ELECTROMOTIVE FORCE
EMI ELECTRO MAGNETIC INTERFERENCE
EMU ENGINE MAINTENANCE UNIT
EPROM ERASABLE PROGRAMMABLE READ
ONLY MEMORY
(E)EPROM (ELECTRICALLY) ERASABLE
PROGRAMMABLE READ ONLY MEMORY
ESN ENGINE SERIAL NUMBER
ETOPS EXTENDED TWIN OPERATION SYSTEMS
EWD/SD ENGINE WARNING DISPLAY / SYSTEM
DISPLAY
F
F
FARENHEIT
FAA FEDERAL AVIATION AGENCY
FADEC
FULL AUTHORITY DIGITAL ENGINE
CONTROL
FAR FUEL/AIR RATIO
FCC FLIGHT CONTROL COMPUTER
FCU FLIGHT CONTROL UNIT
FDAMS
FLIGHT DATA ACQUISITION &
MANAGEMENT SYSTEM
EFFECTIVITY
ALL CFM56 ENGINES
TOC
TRAINING MANUAL
FDIU FLIGHT DATA INTERFACE UNIT
FDRS FLIGHT DATA RECORDING SYSTEM
FDU FIRE DETECTION UNIT
FEIM FIELD ENGINEERING INVESTIGATION MEMO
FF
FUEL FLOW (see Wf) -7B
FFCCV
FAN FRAME/COMPRESSOR CASE
VERTICAL (VIBRATION SENSOR)
FI
FLIGHT IDLE (F/I)
FIM FAULT ISOLATION MANUAL
FIN FUNCTIONAL ITEM NUMBER
FIT FAN INLET TEMPERATURE
FLA FORWARD LOOKING AFT
FLX TO
FLEXIBLE TAKE-OFF
FMC FLIGHT MANAGEMENT COMPUTER
FMCS FLIGHT MANAGEMENT COMPUTER SYSTEM
FMGC FLIGHT MANAGEMENT AND GUIDANCE
COMPUTER
FMGEC
FLIGHT MANAGEMENT AND GUIDANCE
ENVELOPE COMPUTER
FMS FLIGHT MANAGEMENT SYSTEM
FMV FUEL METERING VALVE
FOD FOREIGN OBJECT DAMAGE
FPA FRONT PANEL ASSEMBLY
FPI FLUORESCENT PENETRANT INSPECTION
FQIS FUEL QUANTITY INDICATING SYSTEM
FRV FUEL RETURN VALVE
FWC FAULT WARNING COMPUTER
FWD FORWARD
G
LEXIS
Page 8
Issue 02
CFM56-ALL
g.in GRAM X INCHES

GE GENERAL ELECTRIC
GEAE GENERAL ELECTRIC AIRCRAFT ENGINES
GEM GROUND-BASED ENGINE MONITORING
GI GROUND IDLE (G/I)
GMM GROUND MAINTENANCE MODE
GMT GREENWICH MEAN TIME
GND GROUND
GPH GALLON PER HOUR
GPU GROUND POWER UNIT
GSE GROUND SUPPORT EQUIPMENT
H
HCF HIGH CYCLE FATIGUE
HCU HYDRAULIC CONTROL UNIT
HDS HORIZONTAL DRIVE SHAFT
HMU HYDROMECHANICAL UNIT
HP HIGH PRESSURE
HPC HIGH PRESSURE COMPRESSOR
HPCR HIGH PRESSURE COMPRESSOR ROTOR
HPRV HIGH PRESSURE REGULATING VALVE
HPSOV
HIGH PRESSURE SHUT-OFF VALVE
HPT HIGH PRESSURE TURBINE
HPT(A)CC HIGH PRESSURE TURBINE (ACTIVE)
CLEARANCE CONTROL
HPTC HIGH PRESSURE TURBINE CLEARANCE
HPTCCV
HIGH PRESSURE TURBINE CLEARANCE
CONTROL VALVE
HPTN HIGH PRESSURE TURBINE NOZZLE
HPTR HIGH PRESSURE TURBINE ROTOR
EFFECTIVITY
ALL CFM56 ENGINES
TOC
TRAINING MANUAL
Hz HERTZ (CYCLES PER SECOND)
I
I/O INPUT/OUTPUT
IAS INDICATED AIR SPEED
ID
INSIDE DIAMETER
ID PLUG
IDENTIFICATION PLUG
IDG INTEGRATED DRIVE GENERATOR
IFSD IN FLIGHT SHUT DOWN
IGB INLET GEARBOX
IGN IGNITION
IGV INLET GUIDE VANE
in.
INCH
IOM INPUT OUTPUT MODULE
IPB ILLUSTRATED PARTS BREAKDOWN
IPC ILLUSTRATED PARTS CATALOG
IPCV INTERMEDIATE PRESSURE CHECK VALVE
IPS INCHES PER SECOND
IR INFRA RED
K
K
KELVIN
k
X 1000
KIAS INDICATED AIR SPEED IN KNOTS
kV
KILOVOLTS
Kph KILOGRAMS PER HOUR
L
L LEFT
L/H LEFT HAND
LEXIS
Page 9
Issue 02
CFM56-ALL
lbs. POUNDS, WEIGHT

LCD LIQUID CRYSTAL DISPLAY
LCF LOW CYCLE FATIGUE
LE (L/E) LEADING EDGE
LGCIU LANDING GEAR CONTROL INTERFACE
UNIT
LP LOW PRESSURE
LPC LOW PRESSURE COMPRESSOR
LPT LOW PRESSURE TURBINE
LPT(A)CC LOW PRESSURE TURBINE (ACTIVE)
CLEARANCE CONTROL
LPTC LOW PRESSURE TURBINE CLEARANCE
LPTN LOW PRESSURE TURBINE NOZZLE
LPTR LOW PRESSURE TURBINE ROTOR
LRU LINE REPLACEABLE UNIT
LVDT LINEAR VARIABLE DIFFERENTIAL
TRANSFORMER
M
mA MILLIAMPERES (CURRENT)
MCD MAGNETIC CHIP DETECTOR
MCDU
MULTIPURPOSE CONTROL AND
DISPLAY UNIT
MCL MAXIMUM CLIMB
MCR MAXIMUM CRUISE
MCT MAXIMUM CONTINUOUS
MDDU
MULTIPURPOSE DISK DRIVE UNIT
MEC MAIN ENGINE CONTROL
milsD.A.
Mils DOUBLE AMPLITUDE
mm. MILLIMETERS
EFFECTIVITY
ALL CFM56 ENGINES
TOC
TRAINING MANUAL
MMEL MAIN MINIMUM EQUIPMENT LIST
MO AIRCRAFT SPEED MACH NUMBER
MPA MAXIMUM POWER ASSURANCE
MPH MILES PER HOUR
MTBF MEAN TIME BETWEEN FAILURES
MTBR MEAN TIME BETWEEN REMOVALS
mV MILLIVOLTS
Mvdc MILLIVOLTS DIRECT CURRENT
N
N1 (NL) LOW PRESSURE ROTOR ROTATIONAL
SPEED
N1* DESIRED N1
N1ACT ACTUAL N1
N1CMD
COMMANDED N1
N1DMD
DEMANDED N1
N1K CORRECTED FAN SPEED
N1TARGET TARGETED FAN SPEED
N2 (NH)
HIGH PRESSURE ROTOR ROTATIONAL
SPEED
N2* DESIRED N2
N2ACT ACTUAL N2
N2K CORRECTED CORE SPEED
N/C NORMALLY CLOSED
N/O NORMALLY OPEN
NAC NACELLE
NVM NON VOLATILE MEMORY
O
OAT OUTSIDE AIR TEMPERATURE
LEXIS
Page 10
Issue 02
CFM56-ALL
OD OUTLET DIAMETER
OGV OUTLET GUIDE VANE
OSG OVERSPEED GOVERNOR
OVBD OVERBOARD
OVHT OVERHEAT

P
Pb BYPASS PRESSURE
Pc REGULATED SERVO PRESSURE
Pcr CASE REGULATED PRESSURE
Pf HEATED SERVO PRESSURE
P/T25 HP COMPRESSOR INLET TOTAL AIR
PRESSURE/TEMPERATURE
P/N PART NUMBER
P0 AMBIENT STATIC PRESSURE
P25 HP COMPRESSOR INLET TOTAL AIR
TEMPERATURE
PCU PRESSURE CONVERTER UNIT
PLA POWER LEVER ANGLE
PMC POWER MANAGEMENT CONTROL
PMUX PROPULSION MULTIPLEXER
PPH POUNDS PER HOUR
PRSOV
PRESSURE REGULATING SERVO VALVE
Ps PUMP SUPPLY PRESSURE
PS12 FAN INLET STATIC AIR PRESSURE
PS13 FAN OUTLET STATIC AIR PRESSURE
PS3HP
COMPRESSOR DISCHARGE STATIC AIR
PRESSURE (CDP)
PSI POUNDS PER SQUARE INCH
PSIA POUNDS PER SQUARE INCH ABSOLUTE
EFFECTIVITY
ALL CFM56 ENGINES
TOC
TRAINING MANUAL
PSID POUNDS PER SQUARE INCH DIFFERENTIAL
psig POUNDS PER SQUARE INCH GAGE
PSM POWER SUPPLY MODULE
PSS (ECU) PRESSURE SUB-SYSTEM
PSU POWER SUPPLY UNIT
PT TOTAL PRESSURE
PT2 FAN INLET TOTAL AIR PRESSURE (PRIMARY
FLOW)
PT25 HPC TOTAL INLET PRESSURE
Q
QAD QUICK ATTACH DETACH
QEC QUICK ENGINE CHANGE
QTY QUANTITY
QWR QUICK WINDMILL RELIGHT
R
R/H RIGHT HAND
RAC/SB ROTOR ACTIVE CLEARANCE/START
BLEED
RACC ROTOR ACTIVE CLEARANCE CONTROL
RAM RANDOM ACCESS MEMORY
RCC REMOTE CHARGE CONVERTER
RDS RADIAL DRIVE SHAFT
RPM REVOLUTIONS PER MINUTE
RTD RESISTIVE THERMAL DEVICE
RTO REFUSED TAKE OFF
RTV ROOM TEMPERATURE VULCANIZING
(MATERIAL)
RVDT ROTARY VARIABLE DIFFERENTIAL
LEXIS
Page 11
Issue 02
CFM56-ALL
TRANSFORMER
S
S/N SERIAL NUMBER
S/R SERVICE REQUEST
S/V SHOP VISIT
SAC SINGLE ANNULAR COMBUSTOR
SAR SMART ACMS RECORDER
SAV STARTER AIR VALVE
SB SERVICE BULLETIN
SCU SIGNAL CONDITIONING UNIT
SDAC SYSTEM DATA ACQUISITION CONCENTRATOR
SDI SOURCE/DESTINATION IDENTIFIER (BITS) (CF
ARINC SPEC)
SDU SOLENOID DRIVER UNIT
SER SERVICE EVALUATION REQUEST
SFC SPECIFIC FUEL CONSUMPTION
SFCC SLAT FLAP CONTROL COMPUTER
SG SPECIFIC GRAVITY
SLS SEA LEVEL STANDARD (CONDITIONS : 29.92
in.Hg / 59F)
SLSD SEA LEVEL STANDARD DAY (CONDITIONS :
29.92 in.Hg / 59F)
SMM STATUS MATRIX
SMP SOFTWARE MANAGEMENT PLAN
SN SERIAL NUMBER
SNECMA SOCIETE NATIONALE DETUDE ET DE
CONSTRUCTION DE MOTEURS DAVIATION
SOL SOLENOID
SOV SHUT-OFF VALVE
EFFECTIVITY
ALL CFM56 ENGINES
TOC
TRAINING MANUAL
STP
SVR
SW
SYS
STANDARD TEMPERATURE AND PRESSURE

SHOP VISIT RATE
SWITCH BOEING
SYSTEM
T
T oil OIL TEMPERATURE
T/C THERMOCOUPLE
T/E TRAILING EDGE
T/O TAKE OFF
T/R THRUST REVERSER
T12 FAN INLET TOTAL AIR TEMPERATURE
T25 HP COMPRESSOR INLET AIR TEMPERATURE
T3 HP COMPRESSOR DISCHARGE AIR
TEMPERATURE
T49.5 EXHAUST GAS TEMPERATURE
T5 LOW PRESSURE TURBINE DISCHARGE TOTAL
AIR TEMPERATURE
TAI THERMAL ANTI ICE
TAT TOTAL AIR TEMPERATURE
TBC THERMAL BARRIER COATING
TBD TO BE DETERMINED
TBO TIME BETWEEN OVERHAUL
TBV TRANSIENT BLEED VALVE
TC(TCase) HP TURBINE CASE TEMPERATURE
TCC TURBINE CLEARANCE CONTROL
TCCV TURBINE CLEARANCE CONTROL VALVE
TCJ TEMPERATURE COLD JUNCTION
T/E TRAILING EDGE
TECU ELECTRONIC CONTROL UNIT INTERNAL
LEXIS
Page 12
Issue 02
CFM56-ALL
TEMPERATURE
TEO ENGINE OIL TEMPERATURE
TGB TRANSFER GEARBOX
Ti TITANIUM
TLA THROTTLE LEVER ANGLE AIRBUS
TLA THRUST LEVER ANGLE BOEING
TM TORQUE MOTOR
TMC TORQUE MOTOR CURRENT
T/O TAKE OFF
TO/GA
TAKE OFF/GO AROUND
T/P TEMPERATURE/PRESSURE SENSOR
TPU TRANSIENT PROTECTION UNIT
TR TRANSFORMER RECTIFIER
TRA THROTTLE RESOLVER ANGLE AIRBUS
TRA THRUST RESOLVER ANGLE BOEING
TRDV THRUST REVERSER DIRECTIONAL VALVE
TRF TURBINE REAR FRAME
TRPV THRUST REVERSER PRESSURIZING VALVE
TSI TIME SINCE INSTALLATION (HOURS)
TSN TIME SINCE NEW (HOURS)
TTL TRANSISTOR TRANSISTOR LOGIC
TRAINING MANUAL
VDT
VIB
VLV
VRT
VSV
VARIABLE DIFFERENTIAL TRANSFORMER

VIBRATION
VALVE
VARIABLE RESISTANCE TRANSDUCER
VARIABLE STATOR VANE
W
WDM WATCHDOG MONITOR
Wf
WEIGHT OF FUEL OR FUEL FLOW
WFM WEIGHT OF FUEL METERED
WOW WEIGHT ON WHEELS
WTAI WING THERMAL ANTI-ICING
U
UER UNSCHEDULED ENGINE REMOVAL
UTC UNIVERSAL TIME CONSTANT
V
VAC VOLTAGE, ALTERNATING CURRENT
VBV VARIABLE BLEED VALVE
VDC VOLTAGE, DIRECT CURRENT
EFFECTIVITY
ALL CFM56 ENGINES
TOC
LEXIS
Page 13
Issue 02
CFM56-ALL
IMPERIAL / METRIC CONVERSIONS
METRIC / IMPERIAL CONVERSIONS
1 mile =
1 ft =
1 in. =
1 mil. =
1,609 km
30,48 cm
25,4 mm
25,4
1 km = 0.621 mile
1 m = 3.281 ft. or 39.37 in.
1 cm = 0.3937 in.
1 mm = 39.37 mils.
1 sq.in.
6,4516 cm
1 m = 10.76 sq. ft.

1 cm = 0.155 sq.in.
1 USG
1 cu.in.
=
=
3,785 l (dm)
16.39 cm
1 m = 35.31 cu. ft.

1 dm = 0.264 USA gallon
1 cm = 0.061 cu.in.
1 lb. = 0.454 kg
1 kg = 2.205 lbs
1 psi. = 6.890 kPa
1 Pa = 1.45 10-4 psi.

1 kPa = 0.145 psi
1 bar = 14.5 psi
= 1.8 x C + 32
EFFECTIVITY
ALL CFM56 ENGINES
TOC
TRAINING MANUAL
= ( F - 32 ) /1.8
LEXIS
Page 14
Issue 02
CFM56-5A/-5B
TRAINING MANUAL
TABLE OF CONTENTS
EFFECTIVITY
ALL CFM56-5A/-5B FOR A318-A319-A320-A321
TOC
contents
BASIC ENGINE
Page 15
Jan 09
CFM56-5A/-5B
section
Page
TRAINING MANUAL
section
Page
lexis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
ACCESSORY DRIVE section. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 157
TABLE OF CONTENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
ACCESSORY DRIVE MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . 159
engine performance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
INTRODUCTION TO THE CFM56 FAMILY. . . . . . . . . . . . . . . . . . . . 19
ENGINE GENERAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
INLET GEARBOX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 163

TRANSFER GEARBOX. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 167
ACCESSORY GEARBOX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 171
standard practices. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 181
compressors section. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
FAN MAJOR MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
FAN AND BOOSTER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
NO 1 AND NO 2 BEARING SUPPORT MODULE. . . . . . . . . . . . . . . 85
FAN FRAME MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89
CORE ENGINE MAJOR MODULE. . . . . . . . . . . . . . . . . . . . . . . . . 101
HIGH PRESSURE COMPRESSOR. . . . . . . . . . . . . . . . . . . . . . . . . 105
COMBUSTION SECTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115
TURBINES section. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125
HIGH PRESSURE TURBINE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127
LOW PRESSURE TURBINE MAJOR MODULE. . . . . . . . . . . . . . . 139
LPT ROTOR / STATOR MODULE. . . . . . . . . . . . . . . . . . . . . . . . . . 143
LPT SHAFT MODULE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149
LOW PRESSURE TURBINE FRAME MODULE. . . . . . . . . . . . . . . 153
EFFECTIVITY
contents
basic engine
Page 16
Jan 09
CFM56-5A/-5B
TRAINING MANUAL
engine performance
EFFECTIVITY
TOC
engine
performance
basic engine
Page 17
May 07
CFM56-5A/-5B
TRAINING MANUAL
EFFECTIVITY
TOC
engine
performance
basic engine
Page 18
May 07
CFM56-5A/-5B
TRAINING MANUAL
INTRODUCTION TO THE CFM56 FAMILY
EFFECTIVITY
TOC
INTRO
BASIC ENGINE
Page 19
Feb 08
CFM56-5A/5B
TRAINING MANUAL
INTRODUCTION TO THE CFM56 FAMILY

Engine Applications
The following chart shows the various engine models for
the Airbus A318-A319-A320-A321 aircraft.
(-5B):
Ranging from 21,600 to 32,000 lbs of take-off thrust
(9608 to 14234 daN), the CFM56-5B is offered by CFMI
as the common power source for the entire Airbus A320
family.
(-5A):
The CFM56-5A engine is used on some AIRBUS A319320 aircraft. It has several different thrust ratings, ranging
from 22,000 to 26,500 lbs of thrust (9786 to 11787 daN).
EFFECTIVITY
TOC
INTRO
BASIC ENGINE
Page 20
Feb 08
CFM56-5A/-5B
CFM56-5B8
CFM56-5B9
(21,600 lbs) 9,608 daN

(23,000 lbs) 10,230 daN
CFM56-5A4
CFM56-5A5
(22,000 lbs) 9,786 daN

(23,500 lbs) 10,453 daN
CFM56-5B5
CFM56-5B6
CFM56-5B7
(22,000 lbs) 9,786 daN

(23,500 lbs) 10,453 daN
(27,000 lbs) 12,010 daN
CFM56-5A1
CFM56-5A3
(25,000 lbs) 11,120 daN

(26,500 lbs) 11,787 daN
CFM56-5B4
CFM56-5B5
CFM56-5B6
(27,000 lbs) 12,010 daN

(22,000 lbs) 9,786 daN
(23,500 lbs) 10,453 daN
CFM56-5B1
CFM56-5B2
CFM56-5B3
CFM56-5B4
(30,000 lbs)
(31,000 lbs)
(32,000 lbs)
(27,000 lbs)
CTC-063-002-04
13,344 daN
13,789 daN
14,234 daN
12,010 daN
CFM56-5A/-5B FOR AIRBUS APPlICATIONS
EFFECTIVITY
TOC
TRAINING MANUAL
INTRO
BASIC ENGINE
Page 21
Feb 08
CFM56-5A/5B
TRAINING MANUAL
CFM56-5B MAIN CHARACTERISTICS
Performance (*figures depend on engine

model)
Type of engine
Turbo fan
Arrangement
Two spool axial flow
There are various configurations for a given thrust,

according to the type of equipment installed on the
engine. They are designated by a specific suffix, as
shown in the table.
Rotation
Clockwise (ALF)
Compressors
- Low Pressure:

Fan

Booster
- High Pressure:

HP Compressor
Stage 1
Stages 2 to 5
- Take-off thrust (SLS)
21,600 - 32,000 lbs

(9,608 - 14,234 daN)
- Take-off flat rated

Temperature F/C
*86/30 to 113/45
- Max climb thrust
*5630 to 6420 lbs
- By-pass ratio
*5.4:1 to 6:1
- EGT red line
Non/P engines = 950C

/P engines = 940C
- 100% N1 (Low Pressure

Rotational Speed)
5000 rpm
- N1 speed limit (red line)
104%
- 100% N2 (High Pressure

Rotational Speed)
14460 rpm
105%
Stages 1 to 9
Combustion chamber Annular SAC (option DAC)

Turbines
- HP Turbine
- LP Turbine
Single stage
Four stages
Weight
2381 kg (5249 lbs)
Overall dimensions
- Length
- Height
- Width
2.94m (115.86 ins)

2.14m (83.65 ins)
1.97m (77.88 ins)
EFFECTIVITY
TOC
INTRO
BASIC ENGINE
Page 22
Feb 08
CFM56-5A/-5B
TRAINING MANUAL
ENGINE TYPE
PERFORMANCE
( /P )
CFM56-5B4
CFM56-5B4/P
SAC
DAC
( /2 )
BUMP
(1)*
TECh
INSERTION
YES
YES
YES
CFM56-5B4/2
YES
CFM56-5B4/2P
YES
CFM56-5B4/P1
YES
CFM56-5B4/2P1
YES
YES
YES
YES
YES
CFM56-5B4/3
**
YES
CFM56-5B4/3B1
**
YES
YES
YES
YES
YES
* BUMP AVAIlABlE FOR B3 AND B4 ThRUST ONlY.

** TECh INSERTION BASED ON /P CONFIGURATION
CFM56-5B
CTC-063-003-03
EFFECTIVITY
TOC
INTRO
BASIC ENGINE
Page 23
Feb 08
CFM56-5A/5B
TRAINING MANUAL
(-5B ONLY) TECH INSERTION PROGRAM

The Tech Insertion Program consists of:
The information relative to modifications made to an

engine are given on a plate installed on the fan frame.
- New compressor blades

- New VSV bushings
- New LPT stage 1 nozzle
- New combustor.
The purpose of these modifications is to increase the life
of the engine on-wing, with an EGT margin increased by
5C, an improved SFC and a better combustion. The life
duration of N2 rotor LLPs is also increased.
Despite the improvements made, the certified values for
N1, N2 and EGT redlines remain unchanged.
Modifications can be introduced gradually through
various Service Bulletins already issued during the year
2007, or as a complete upgrade.
They are made during shop visits.
It is strictly forbidden to intermix tech insertion and nontech insertion items.
Intermix between SAC / DAC /P is allowed with /3
engines, which are identified on the ID plug by a pushpull link.
EFFECTIVITY
TOC
INTRO
BASIC ENGINE
Page 24
Feb 08
CFM56-5A/-5B
TRAINING MANUAL
TECh INSERTION
ID PlATE
hPC KIT
ESN
Reference KIT (SB)
hPT BlADE KIT
DATE
(MM/DD/YY)
-5B ONlY
N1 TRIM Values
CFM56VERSION
DATE
(MM/DD/YY)
lPT NOZZlE STG 1 KIT

Other Information
FUll /3 UPGRADE
N1 TRIM VAlUE
FOR EACh RATING
CFM declines responsibility for

any data marked on this plate,
not expressly provided by CFM
TECh INSERTION PROGRAM
CTC-063-076-00
EFFECTIVITY
TOC
RATINGS
OPERATED
INTRO
BASIC ENGINE
Page 25
Feb 08
CFM56-5A/5B
CFM56-5A MAIN CHARACTERISTICS
Performance (*figures depend on engine

model)
Type of engine
Turbo fan
Arrangement
Two spool axial flow
There are various configurations for a given thrust. When

the A3 configuration is installed for increased EGT,
a /F suffix is added to the engine type, as shown in the
table.
Rotation
Clockwise (ALF)
- Take-off thrust (SLS)

22,000 to 26,500 lbs

(9786 to 11787 daN)
Stage 1
Stages 2 to 4
- Take-off flat rated

temperature F/C
* 86/30 to 113/45
Stages 1 to 9
- Max climb thrust
5616 lbs (2498 daN)
Combustion chamber Annular SAC
- By-pass ratio
* 6 to 6.2
Turbines
- HP Turbine
- LP Turbine
- EGT red line
890/915C
- 100% N1 (Low Pressure

Rotational Speed)
4904 rpm
104% (5100 rpm)
- 100% N2 (High Pressure

Rotational Speed)
14460 rpm
105% (15183 rpm)
Compressors
- Low Pressure:

Fan

Booster
- High Pressure:

HP Compressor
Weight
Overall dimensions
- Length
- Height
- Width
- Fan diameter
Single stage
Four stages
2266 Kg (4995 lbs)
2.92m (115 ins)
2.10m (82.7 ins)
1.91m (75.1 ins)
1.82m (71.5 ins)
EFFECTIVITY
TOC
TRAINING MANUAL
INTRO
BASIC ENGINE
Page 26
Feb 08
CFM56-5A/-5B
TRAINING MANUAL
ENGINE TYPE
A3 hARDWARE
(INCREASED EGT)
CFM56-5A1
CFM56-5A1/F
YES
CFM56-5A3
CFM56-5A4
CFM56-5A4/F
YES
CFM56-5A5
CFM56-5A5/F
CFM56-5A
CTC-063-040-01
EFFECTIVITY
TOC
YES
INTRO
BASIC ENGINE
Page 27
Feb 08
CFM56-5A/-5B
TRAINING MANUAL
EFFECTIVITY
TOC
INTRO
BASIC ENGINE
Page 28
Feb 08
CFM56-5A/-5B
TRAINING MANUAL
ENGINE GENERAL
EFFECTIVITY
TOC
ENGINE
GENERAL
BASIC ENGINE
Page 29
Feb 08
CFM56-5A/5B
TRAINING MANUAL
POWERPLANT PRESENTATION
The engine is attached to the wing pylon by mounts,
located forward and aft of the core section.
Cowls enclose the periphery of the engine so as to form
the nacelle, which is the aerodynamic structure around
the engine.
The cowling assembly consists of:
- The inlet cowl.
- The fan cowls.
- The thrust reverser cowls.
- The primary exhaust (primary nozzle and
centerbody).
EFFECTIVITY
TOC
ENGINE
GENERAL
BASIC ENGINE
Page 30
Feb 08
CFM56-5A/-5B
EFFECTIVITY
TOC
TRAINING MANUAL
ENGINE
GENERAL
BASIC ENGINE
Page 31
Feb 08
CFM56-5A/5B
TRAINING MANUAL
AIR SYSTEM INTRODUCTION

The air system of the CFM56-5A/-5B engines serves
various functions. The primary one is thrust delivery.
Other functions include:
- To provide a Bleed air supply to the aircraft.
- Variable geometry used to enhance engine
operation (VSV, VBV, and TBV).
- Clearance control (HPTCC and LPTCC).
- To provide cooling for Engine parts.
- To provide Damping of bearing forces.
- Re-introduction of air and hot gas.
- Sump pressurization and venting (see Oil system).
When all the air system functions are performed correctly,
the engine is more efficient. Power or thrust is obtained
with a lower fuel flow, so the EGT will be lower and result
in an increased life of the engine under the wing.
Specific fuel consumption and economic factors
(operating costs) are also enhanced.
(-5A):
NOTE:
There is no Transient Bleed Valve (TBV) on CFM56-5A
engines.
EFFECTIVITY
TOC
ENGINE
GENERAL
BASIC ENGINE
Page 32
Feb 08
CFM56-5A/-5B
EFFECTIVITY
TOC
TRAINING MANUAL
ENGINE
GENERAL
BASIC ENGINE
Page 33
Feb 08
CFM56-5A/5B
TRAINING MANUAL
FUEL SYSTEM INTRODUCTION

The fuel is delivered by the Aircraft fuel management
system (ATA 28). The FADEC system receives the aircraft
and engine information such as the throttle position or
engine sensor values. The fuel is used in the engine
for combustion, and also for accessories power source
supply, and oil cooling.
Sensors provide aircraft information to the crew and the
maintenance systems.
EFFECTIVITY
TOC
ENGINE
GENERAL
BASIC ENGINE
Page 34
Feb 08
CFM56-5A/-5B
EFFECTIVITY
TOC
TRAINING MANUAL
ENGINE
GENERAL
BASIC ENGINE
Page 35
Feb 08
CFM56-5A/-5B
TRAINING MANUAL
EFFECTIVITY
TOC
ENGINE
GENERAL
BASIC ENGINE
Page 36
Feb 08
CFM56-5A/-5B
EFFECTIVITY
TOC
TRAINING MANUAL
ENGINE
GENERAL
BASIC ENGINE
Page 37
Feb 08
CFM56-5A/5B
TRAINING MANUAL
OIL SYSTEM INTRODUCTION

The oil system comprises three circuits:
- The supply circuit provides oil from the oil tank to
the engine sumps for lubrication of bearings and
gears.
- The scavenge circuit provides the oil return to the
tank, passing through the lube unit and heat
exchangers.
- The venting circuit ensures sealing of the sumps.
Sensors provide information to the crew and to aircraft
maintenance systems.
These sensors include temperature and pressure
sensors, and particle filters (used for maintenance
purposes).
EFFECTIVITY
TOC
ENGINE
GENERAL
BASIC ENGINE
Page 38
Feb 08
CFM56-5A/-5B
EFFECTIVITY
TOC
TRAINING MANUAL
ENGINE
GENERAL
BASIC ENGINE
Page 39
Feb 08
CFM56-5A/-5B
TRAINING MANUAL
EFFECTIVITY
TOC
ENGINE
GENERAL
BASIC ENGINE
Page 40
Feb 08
CFM56-5A/-5B
EFFECTIVITY
TOC
TRAINING MANUAL
ENGINE
GENERAL
BASIC ENGINE
Page 41
Feb 08
CFM56-5A/5B
TRAINING MANUAL
ENGINE GENERAL CONCEPT

The CFM56-5A/-5B engine is a high by-pass, dual rotor,
axial flow, advanced technology turbofan. It is supported
by the wing pylon and streamlined by cowlings.
Air is sucked into the intake by the fan blades and split
into two flow paths, the Primary and the Secondary.
(-5B):
At static take-off power, the CFM56-5B engine by-pass
ratio is between 5.4:1 and 6:1, depending on the engine
model, which means that the secondary airflow takes
in between 5.4 and 6 times more air than the primary
airflow.
The primary airflow passes through the inner portion of

the fan blades and is directed into a booster (LPC).
(-5A):
The flow path then enters a High Pressure Compressor

(HPC) and goes to a combustor. Mixed with fuel and
ignited, the gas flow provides energy to a High Pressure
Turbine (HPT) and a Low Pressure Turbine (LPT).
At static take-off power, the CFM56-5A engine by-pass

ratio is between 6:1 and 6.2:1, depending on the engine
model.
By-pass ratio = (secondary airflow) / (primary airflow).
The secondary airflow passes through the outer portion

of the fan blades, the Outlet Guide Vanes (OGVs) and
exits through the nacelle discharge duct, producing
approximately 80 % of the total thrust. It also plays a role
in the thrust reverser system.
EFFECTIVITY
TOC
ENGINE
GENERAL
BASIC ENGINE
Page 42
Feb 08
CFM56-5A/-5B
EFFECTIVITY
TOC
TRAINING MANUAL
ENGINE
GENERAL
BASIC ENGINE
Page 43
Feb 08
CFM56-5A/5B
TRAINING MANUAL

The CFM56-5A/-5B engine uses a maintenance concept
called On Condition Maintenance. This means that the
engine has no periodic overhaul schedules and can
remain installed under the wing until something important
occurs, or when lifetime limits of parts are reached.
- Engine vibration monitoring system: sensors

located in various positions in the engine, send
vibration values to the on-board monitoring
system. When vibration values are excessive,
the data recorded can be used to take remedial
balancing action.
For this reason, to monitor and maintain the health of the

engine, different tools are available, which are:
- Engine performance trend monitoring, to evaluate
engine deterioration over a period of use: engine
parameters, such as gas temperature, are
recorded and compared to those initially observed
at engine installation on the aircraft.
- Borescope inspection, to check the condition
of engine internal parts: when parts are not
accessible, they can be visually inspected with
borescope probes inserted in ports located on the
engine outer casing.
- Lubrication particles analysis: while circulating in
the oil system, lubrication oil is filtered, and large,
visible-to-the-eye particles (larger than 10 microns)
coming from worn engine parts are collected
in filters and magnetic chip detectors, for visual
inspection and analysis.
EFFECTIVITY
TOC
ENGINE
GENERAL
BASIC ENGINE
Page 44
Feb 08
CFM56-5A/-5B
EFFECTIVITY
TOC
TRAINING MANUAL
ENGINE
GENERAL
BASIC ENGINE
Page 45
Feb 08
CFM56-5A/5B
TRAINING MANUAL
LIFE-LIMITED PARTS
Airworthiness limitations (ATA Chapter 05) determine
the life limits for rotating and static engine parts and the
approved mandatory inspection intervals for specific
engine parts.
The life of parts is given in flight cycles. The cycles for
each part serial number must be counted continuously
from its first entry into service.
A cycle is defined as:
- A flight which has a take-off and landing.
or
- A touch-and-go landing and take-off used to train
pilots.
It is the operators responsibility to maintain accurate
records of the total number of cycles operated and the
number of cycles remaining.
EFFECTIVITY
TOC
ENGINE
GENERAL
BASIC ENGINE
Page 46
Feb 08
CFM56-5A/-5B
EFFECTIVITY
TOC
TRAINING MANUAL
ENGINE
GENERAL
BASIC ENGINE
Page 47
Feb 08
CFM56-5A/5B
TRAINING MANUAL

The CFM56-5A/-5B engine consists of two independent
rotating systems:
- The low pressure system rotational speed is
designated N1.
- The high pressure system rotational speed is
designated N2.
The engine rotors are supported by 5 bearings, identified
in manuals as numbers 1 thru 5, where No 1 is the
most forward and No 5 the most aft. These bearings are
housed in 2 dry sump cavities provided by the fan and
turbine frames.
Engine structural rigidity is obtained with short lengths
between two main structures (frames).
The accessory drive system uses energy from the high
pressure compressor rotor to drive the engine and aircraft
accessories. It also plays a major role in starting.
EFFECTIVITY
TOC
ENGINE
GENERAL
BASIC ENGINE
Page 48
Feb 08
CFM56-5A/-5B
EFFECTIVITY
TOC
TRAINING MANUAL
ENGINE
GENERAL
BASIC ENGINE
Page 49
Feb 08
CFM56-5A/-5B
TRAINING MANUAL
EFFECTIVITY
TOC
ENGINE
GENERAL
BASIC ENGINE
Page 50
Feb 08
CFM56-5A/-5B
EFFECTIVITY
TOC
TRAINING MANUAL
ENGINE
GENERAL
BASIC ENGINE
Page 51
Feb 08
CFM56-5A/5B
TRAINING MANUAL

The CFM56-5A/-5B is a modular concept design engine.
It has 17 different modules that are enclosed within three
major modules and an accessory drive module.
The 3 Major Modules are:
- The Fan Major Module.
- The Core Engine Major Module.
- The Low Pressure Turbine Major Module.
EFFECTIVITY
TOC
ENGINE
GENERAL
BASIC ENGINE
Page 52
Feb 08
CFM56-5A/-5B
EFFECTIVITY
TOC
TRAINING MANUAL
ENGINE
GENERAL
BASIC ENGINE
Page 53
Feb 08
CFM56-5A/-5B
TRAINING MANUAL
EFFECTIVITY
TOC
ENGINE
GENERAL
BASIC ENGINE
Page 54
Feb 08
CFM56-5A/-5B
EFFECTIVITY
TOC
TRAINING MANUAL
ENGINE
GENERAL
BASIC ENGINE
Page 55
Feb 08
CFM56-5A/-5B
TRAINING MANUAL
EFFECTIVITY
TOC
ENGINE
GENERAL
BASIC ENGINE
Page 56
Feb 08
CFM56-5A/-5B
TRAINING MANUAL
compressors section
EFFECTIVITY
TOC
compressors
section
basic engine
Page 57
May 07
CFM56-5A/-5B
TRAINING MANUAL
EFFECTIVITY
TOC
compressors
section
basic engine
Page 58
May 07
CFM56-5A/-5B
TRAINING MANUAL
FAN MAJOR MODULE
EFFECTIVITY
TOC
FAN MAJOR
MODULE
BASIC ENGINE
Page 59
May 07
CFM56-5A/5B
TRAINING MANUAL
FAN MAJOR MODULE

The fan major module is at the front of the engine
downstream from the air inlet cowl.
The main purposes of the fan major module are:
- To provide the primary and secondary airflows.
- 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.
EFFECTIVITY
TOC
FAN MAJOR
MODULE
BASIC ENGINE
Page 60
May 07
CFM56-5A/-5B
GENERATES
PRIMARY AND
SECONDARY
AIR FlOWS
STRUCTURAl
RIGIDITY IN
FRONT SECTION
TRAINING MANUAL
CONTAINMENT
OF ENGINE FRONT
SECTION MAJOR
DETERIORATION
FAN SECTION
NOISE
REDUCTION
ENClOSES
FAN STAGE AND
BOOSTER
STAGES
ATTAChMENT FOR
GEARBOxES, ENGINE/
NACEllE EQUIPMENT
ENGINE/PYlON
FRONT SECTION
ATTAChMENT
ATTAChMENT FOR
CORE ENGINE
FAN MAJOR MODUlE PURPOSES
CTC-063-046-01
EFFECTIVITY
TOC
FAN MAJOR
MODULE
BASIC ENGINE
Page 61
May 07
CFM56-5A/5B
TRAINING MANUAL
Fan Major Module (continued)

The fan major module consists of 4 modules:
- Fan and booster module.
- No 1 and 2 bearing support module.
- Fan frame module.
- Inlet gearbox and No 3 bearing.
EFFECTIVITY
TOC
FAN MAJOR
MODULE
BASIC ENGINE
Page 62
May 07
CFM56-5A/-5B
TRAINING MANUAL
FAN FRAME
MODUlE
FAN AND
BOOSTER
MODUlE
INlET GEARBOx
AND No 3 BEARING
No 1 AND No 2
BEARING SUPPORT
MODUlE
FAN MAJOR MODUlE
CTC-063-047-00
EFFECTIVITY
TOC
FAN MAJOR
MODULE
BASIC ENGINE
Page 63
May 07
CFM56-5A/-5B
TRAINING MANUAL
EFFECTIVITY
TOC
FAN MAJOR
MODULE
BASIC ENGINE
Page 64
May 07
CFM56-5A/-5B
TRAINING MANUAL
FAN AND BOOSTER
EFFECTIVITY
TOC
FAN AND
BOOSTER
BASIC ENGINE
Page 65
Feb 08
CFM56-5A/5B
TRAINING MANUAL
FAN AND BOOSTER

The fan and booster is located at the front of the engine,
downstream from the air inlet cowl, and consists of:
(-5B):

- A spinner front cone.

- A spinner rear cone.
- A single-stage fan rotor.
- A four-stage axial booster.
- A five-stage stator assembly.
(-5A):

- A spinner front cone.

- A spinner rear cone.
- A single-stage fan rotor.
- A three-stage axial booster.
- A four-stage stator assembly.
Its rotating assembly is mounted on the fan shaft and its

fixed assembly is secured to the fan frame.
EFFECTIVITY
TOC
FAN AND
BOOSTER
BASIC ENGINE
Page 66
Feb 08
CFM56-5A/-5B
TRAINING MANUAL
- 5A
- 5B
FAN ROTOR
BOOSTER
(3-STAGE)
BOOSTER
(4-STAGE)
SPINNER
REAR
CONE
SPINNER
FRONT
CONE
SPINNER
FRONT
CONE
SPINNER
REAR CONE
FAN AND BOOSTER DESIGN
CTC-063-011-02
EFFECTIVITY
TOC
FAN AND
BOOSTER
BASIC ENGINE
Page 67
Feb 08
CFM56-5A/5B
TRAINING MANUAL
Fan and Booster (continued)

Spinner front cone
The spinner front cone is designed to minimize ice buildup.
It is at the front of the engine and is a hollow coneshaped structure, which is attached on its rear flange to
the spinner rear cone. The attachment is an interference
fitting.
An offset hole, identified by an indent mark, ensures
correct installation and centering onto the rear cone front
flange.
The rear flange has 6 mounting screw locations and 3
threaded inserts, located every 120, for installation of
jackscrews used in removal procedures.
For -5B engines, older versions could be made of either
a composite material or aluminium alloy. In the case
of aluminium alloy cones, an extra 6 washers must be
installed. New version spinner front cones will only be
made of aluminium.
For -5A engines, spinner front cones are made of
aluminium only.
EFFECTIVITY
TOC
FAN AND
BOOSTER
BASIC ENGINE
Page 68
Feb 08
CFM56-5A/-5B
6 MOUNTING
SCREW lOCATIONS
OFFSET
hOlE
INDENT
MARK
TRAINING MANUAL
MOUNTING
SCREW
FITTING
DIAMETER
SPINER REAR
CONE
SPINNER FRONT CONE
CTC-063-012-03
EFFECTIVITY
TOC
3 JACKSCREW
lOCATIONS
FAN AND
BOOSTER
BASIC ENGINE
Page 69
Feb 08
CFM56-5A/5B
TRAINING MANUAL

(-5A, -5B):
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.
(-5B):
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, selflocking 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.
(-5A):
The spinner rear cone is a hollow conical structure made
of aluminium alloy and is mounted on interference fit
flanges between the spinner front cone and the fan disk.
EFFECTIVITY
TOC
FAN AND
BOOSTER
BASIC ENGINE
Page 70
Feb 08
CFM56-5A/-5B
TRAINING MANUAL
FAN
BlADE
FAN
BlADE
- 5A
- 5B
SPACER
FAN DISK
FRONT
CONE
SPACING
MATING SURFACE
CRIMPED
SElF-lOCKING
NUTS
INTERFERENCE
FIT
INTERFERENCE
FIT
OFFSET hOlE
& IDENT MARK
AT 12 O'ClOCK
SElF-lOCKING
NUTS
FRONT
CONE
INTERFERENCE
FIT
12 MOUNTING
SCREW hOlES
FAN
DISK
JACKSCREW
hOlE
REAR FlANGE
REAR CONE
CTC-063-013-03
EFFECTIVITY
TOC
FAN AND
BOOSTER
BASIC ENGINE
Page 71
Feb 08
CFM56-5A/5B
TRAINING MANUAL

Spinner rear cone (continued)
(-5B):
Balance procedures use various weights which are in the

form of balancing screws installed on the rear cone outer
diameter.
The rear cone has an integrated air seal that is glued to

its inner rear flange.
(-5A):
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.
A gap between the fan disk and the blade platforms

accommodates an o-ring seal, which ensures air sealing
between the disk and the rear spinner during engine
operation.
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.
EFFECTIVITY
TOC
FAN AND
BOOSTER
BASIC ENGINE
Page 72
Feb 08
CFM56-5A/-5B
TRAINING MANUAL
FAN BlADE
- 5B
FAN BlADE
SEAl
O-RING SEAl
- 5A
BAlANCING
SCREW
BAlANCING
SCREW
SPACER
SPACER
FAN DISK
FAN
BlADE
FAN DISK
INDENT
MARK
SPINNER
REAR CONE
CTC-063-048-00
REAR CONE BAlANCE PROCEDURES
EFFECTIVITY
TOC
FAN AND
BOOSTER
BASIC ENGINE
Page 73
Feb 08
CFM56-5A/5B
TRAINING MANUAL

Fan disk
(-5A):
The fan disk outer rim has 36 dovetail recesses for

installation of the fan blades.
The fan disk inner rear flange provides attachment for

the fan shaft (No 1 & 2 bearing support module). This
flange also features holes to allow the riveting of balance
weights used at shop maintenance level for fan and
booster rotor balancing.
The forward flange has provisions for the installation of

balance weights used 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.
EFFECTIVITY
TOC
Note:
To increase fan disk life limits, the fan disk can be
repaired. After repair, the fan disk is identified with white
paint on the fwd side:
DISK REPAIRED - SHIMS REQUIRED
FAN AND
BOOSTER
BASIC ENGINE
Page 74
Feb 08
CFM56-5A/-5B
TRAINING MANUAL
-5A ONlY
FORWARD lOOKING AFT
SPhERICAl
IMPRINT
PROVISION FOR
INSTAllATION OF
BAlANCE WEIGhTS
OFFSET
hOlE
FAN DISK FlANGES
CTC-063-015-03
EFFECTIVITY
TOC
FAN AND
BOOSTER
BASIC ENGINE
Page 75
Feb 08
CFM56-5A/5B
TRAINING MANUAL

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.
A spacer, installed underneath each blade, limits the
radial movement.
The fan blades are approximately 23 inches (0.58m) long.
(-5A):
A blade retainer limits forward axial movement and the
booster spool front flange limits axial movement rearward.
In order to limit vibration, dampers are installed in the
cavity between adjacent blades, below the inner platform.
The damper is axially retained by a titanium damper
retainer, which is bolted on the rear flange of the fan disk.
Note:
For the reworked fan disk assembly, a shim is introduced
between each fan blade and the fan disk assembly to
keep the same radial position to the fan blade.
(-5B):
A retainer lug, machined at the rear end of the blade
root, engages the forward flange of the booster spool and
limits axial movements.
EFFECTIVITY
TOC
FAN AND
BOOSTER
BASIC ENGINE
Page 76
Feb 08
CFM56-5A/-5B
TRAINING MANUAL
- 5B
- 5A
DAMPER
RETAINER
36 FAN
BlADES
BlADE
DAMPER
RETAINER
lUG
FAN
DISK
SPACER
SPACER
DISK
ShIM
(WITh REPAIRED
FAN DISK ONlY)
FAN BlADES
CTC-063-016-02
EFFECTIVITY
TOC
BlADE
RETAINER
FAN AND
BOOSTER
BASIC ENGINE
Page 77
Feb 08
CFM56-5A/5B
TRAINING MANUAL

Fan blades (continued)
Each blade has specific indications engraved on the
bottom of the root.
- Part number.
- Serial number.
- Momentum weight.
- Manufacturer code.
The fan blade root faces have an anti-friction plasma
coating (Cu-Ni-In) and a top coat of cured molybdenumbase film varnish, which acts as a lubricant.
Lubrication of blade roots is further improved by the
application of solid molybdenum-base lubricant before
installation on the fan disk.
The mid-span shroud contact surfaces have a tungstencarbide coating. They are also lubricated with solid
molybdenum-base lubricant at blade installation.
EFFECTIVITY
TOC
FAN AND
BOOSTER
BASIC ENGINE
Page 78
Feb 08
CFM56-5A/-5B
TRAINING MANUAL
TUNGSTEN CARBIDE
COATING
FAN BlADE
VIEW
A
MANUFACTURER
CODE
PART
NUMBER
MOMENTUM
WEIGhT
F0301 337-000-114-0
206740
TUNGSTEN CARBIDE
COATING
Cu-Ni-In COATING AND

MOlYBDENUM VARNISh
hARD COATING
SURFACE
SPECIFIC
INDICATIONS
CTC-063-017-03
ExAMPlE
SPECIFIC
INDICATIONS
SERIAl
NUMBER
SUB-CONTRACTOR
NUMBER
NOTE:
DURING MAINTENANCE,
RE-lUBRICATE ThE DOVETAIl
MATING FACES.
FAN BlADE ROOT AND MIDSPAN ShROUD
EFFECTIVITY
TOC
F0491 J023493
FAN AND
BOOSTER
BASIC ENGINE
Page 79
Feb 08
CFM56-5A/5B
TRAINING MANUAL

Booster stator vane assembly - borescope inspection
(-5B):
Visual assessment of the booster stage 1 vane assembly
and the leading edge of the LPC rotor stage 2 blades
can be made using a borescope fitted with a long 90
extension.
Two unplugged holes between the 3 and 4 oclock
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.
EFFECTIVITY
TOC
FAN AND
BOOSTER
BASIC ENGINE
Page 80
Feb 08
CFM56-5A/-5B
TRAINING MANUAL
- 5B
BORESCOPE VIEW
ThROUGh ThE
BOOSTER INlET
FAN OUTlET GUIDE VANE
lONG RIGhT
ANGlE ExTENSION
FAN BlADE
2
S03
CTC-063-049-00
4
S05
BOOSTER INSPECTION hOlES (-5B)
EFFECTIVITY
TOC
FAN AND
BOOSTER
BASIC ENGINE
Page 81
Feb 08
CFM56-5A/5B
TRAINING MANUAL

Booster stator vane assembly - borescope inspection
(5A):
Visual assessment of the booster stage 1 vane assembly
and the leading edge of the LPC rotor stage 2 blades
can be made using a borescope fitted with a long 90
extension.
The outer shroud of the stage 3 vane assembly has an
unplugged port (S0), at the 3.30 oclock position, for
boresecope inspection of the primary airstream duct.
Stage 3 and 4 blades can be inspected through this port
using a long 90 extension.
EFFECTIVITY
TOC
FAN AND
BOOSTER
BASIC ENGINE
Page 82
Feb 08
CFM56-5A/-5B
TRAINING MANUAL
- 5A
FAN OUTlET GUIDE VANE
lONG RIGhT
ANGlE
ExTENSION
BORESCOPE
VIEW ThROUGh
ThE BOOSTER INlET
FAN BlADE
2
UNPlUGGED
BORESCOPE PORT S0
BOOSTER INSPECTION (-5A)
CTC-063-050-00
EFFECTIVITY
TOC
FAN AND
BOOSTER
BASIC ENGINE
Page 83
Feb 08
CFM56-5A/-5B
TRAINING MANUAL
EFFECTIVITY
TOC
FAN AND
BOOSTER
BASIC ENGINE
Page 84
Feb 08
CFM56-5A/-5B
TRAINING MANUAL
NO 1 AND NO 2 BEARING SUPPORT MODULE
EFFECTIVITY
TOC
No 1 & 2 BEARING
SUPPORT MODULE Page 85
BASIC ENGINE
May 07
CFM56-5A/5B
TRAINING MANUAL
NO 1 and 2 bearing support module

The No 1 and 2 bearing support module belongs to the
fan major module and its purpose is:
- To support the fan booster rotor.
- To enclose the front section of the forward oil sump.
- To support one of the vibration sensors.
- To vent the forward sump.
- To provide the fan speed indication.
- To direct bearings lubrication.
- To receive torque from the LPT shaft.
It is bolted to the fan frame front face and its front flange
is attached to the fan disk.
EFFECTIVITY
TOC
No 1 & 2 BEARING
BASIC ENGINE
May 07
CFM56-5A/-5B
TRAINING MANUAL
RECEIVES TORQUE
FROM lPT
SUPPORTS
ONE
VIBRATION
SENSOR
VENTS ThE
FWD SUMP
ENClOSES
FRONT SECTION
OF FWD SUMP
PROVIDES FAN
SPEED INDICATION
DIRECTS
BEARING
lUBRICATION
SUPPORTS
FAN AND BOOSTER
CTC-063-051-01
No 1 AND No 2 BEARING SUPPORT PURPOSES
EFFECTIVITY
TOC
No 1 & 2 BEARING
BASIC ENGINE
May 07
CFM56-5A/-5B
TRAINING MANUAL
EFFECTIVITY
TOC
No 1 & 2 BEARING
BASIC ENGINE
May 07
CFM56-5A/-5B
TRAINING MANUAL
FAN FRAME MODULE
EFFECTIVITY
TOC
FAN FRAME
MODULE
BASIC ENGINE
Page 89
Jan 09
CFM56-5A/5B
TRAINING MANUAL
FAN FRAME MODULE

The fan frame module is the structure at the front of the
engine.
(-5B):
The fan frame module consists of the following major
assemblies:

- The fan upstream and downstream inlet cases.

- The fan Outlet Guide Vane (OGV) assembly.

- The fan frame.

- The radial drive shaft housing.
EFFECTIVITY
TOC
FAN FRAME
MODULE
BASIC ENGINE
Page 90
Jan 09
CFM56-5A/-5B
UPSTREAM
FAN INlET
CASE
TRAINING MANUAL
DOWNSTREAM FAN
FRAME
FAN INlET
CASE
FAN CASE
RADIAl DRIVE
ShAFT hOUSING
FAN OUTlET
GUIDE VANE
FAN FRAME MODUlE (-5B)
CTC-063-052-00
EFFECTIVITY
TOC
FAN FRAME
MODULE
BASIC ENGINE
Page 91
Jan 09
CFM56-5A/5B
TRAINING MANUAL
FAN FRAME MODULE

(-5A):
The fan frame module consists of the following major
assemblies:

- The fan inlet case.

- The fan Outlet Guide Vane (OGV) assembly.

- The fan frame.

- The radial drive shaft housing.
EFFECTIVITY
TOC
FAN FRAME
MODULE
BASIC ENGINE
Page 92
Jan 09
CFM56-5A/-5B
TRAINING MANUAL
FAN FRAME
FAN INlET
CASE
RADIAl DRIVE
ShAFT hOUSING
FAN OUTlET
GUIDE VANE
FAN FRAME MODUlE (-5A)
CTC-063-068-00
EFFECTIVITY
TOC
FAN FRAME
MODULE
BASIC ENGINE
Page 93
Jan 09
CFM56-5A/5B
TRAINING MANUAL
Fan Frame Module (continued)

The Outlet Guide Vane (OGV)
(-5B):
The OGV assembly is housed in the downstream 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.
There are 2 unplugged holes on the inner shroud,

between the 3 and 4 oclock positions, to enable
borescope inspection of the booster vane assemblies.
One is located between the OGVs at the stage 3 vane
assembly and the other at the stage 5 vane assembly.
The assembly consists of the fan OGV inner shroud and

34 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 34 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 downstream
fan inlet case.
A splitter fairing, which separates the primary and
secondary airflows, is bolted onto the fan OGV inner
shroud forward flange.
EFFECTIVITY
TOC
FAN FRAME
MODULE
BASIC ENGINE
Page 94
Jan 09
CFM56-5A/-5B
TRAINING MANUAL
- 5B
UNPlUGGED
BORESCOPE
hOlE
OUTER
GUIDE
VANE
OGV
INNER
ShROUD
OUTER
PlATFORM
UNPlUGGED
BORESCOPE
hOlE
S05
S0
OGV
METAllIC
lEADING
EDGE
SPlITTER
FAIRING
INNER
PlATFORM
FAN OUTlET GUIDE VANES (-5B)
CTC-063-020-04
EFFECTIVITY
TOC
FAN FRAME
MODULE
BASIC ENGINE
Page 95
Jan 09
CFM56-5A/5B
TRAINING MANUAL
FAN FRAME MODULE

The Outlet Guide Vane (OGV)
(-5A):
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 OGV assembly consists of an iner shroud and
70 individual vanes made of aluminium or composite
material.
The OGV inner shroud is bolted to the fan frame. Its outer
surface contains 70 apertures to allow passage for the
vane inner platforms. The vane outer platforms are bolted
to the fan case.
There is an unplugged port for borescope inspection and
an aluminium alloy splitter fairing, which is attached to the
forward end of the inner shroud.
EFFECTIVITY
TOC
FAN FRAME
MODULE
BASIC ENGINE
Page 96
Jan 09
CFM56-5A/-5B
FAN INlET
CASE
FAN MID
ACOUSTICAl
PANElS
FAN AFT
ACOUSTICAl
PANElS
TRAINING MANUAL
FAN FRAME
CASING
OUTlET
GUIDE VANE
FAN FORWARD
ACOUSTICAl
PANElS
OGV INNER
ShROUD
OUTER
PlATFORM
- 5A
ABRADABlE
ShROUD
OGV
(AlUMINIUM
OR
COMPOSITE
MATERIAl)
SPlITTER
FAIRING
UNPlUGGED
BORESCOPE
hOlE
INNER
PlATFORM
FAN OUTlET GUIDE VANES (-5A)
CTC-063-053-01
EFFECTIVITY
TOC
FAN FRAME
MODULE
BASIC ENGINE
Page 97
Jan 09
CFM56-5A/5B
TRAINING MANUAL
Fan Frame Module (continued)

The fan frame outer case
The outer case is a circular welded structure connected
to the mid-box structure by 12 radial struts.
The fan frame outer case surface features:
-5B only:
- the Tech Insertion Program identity plate, between 2
and 3 oclock,
- the forward sump drain line at 5 oclock position,

- the Transfer Gearbox (TGB) mounting pad, at the 6
oclock position.
The outer case front flange supports and centers the fan
inlet case. Its rear flange accommodates an adaptor ring
for the secondary airflow exhaust system.
The inner surface of the outer case is the outer wall of the
secondary airflow and is lined with acoustic panels.
-5A and -5B:

- the engine data plate, at the 3 oclock position,
- 2 ground handling trunnions, at the 3 oclock and 9
oclock positions,
- the No.1 bearing vibration sensor output connector
at 3 oclock position,
- the N1 speed sensor through strut 5 at 5 oclock
position,
EFFECTIVITY
TOC
FAN FRAME
MODULE
BASIC ENGINE
Page 98
Jan 09
CFM56-5A/-5B
TRAINING MANUAL
FAN INLET CASE

SECURING FLANGE
T/R ADAPTOR RINGS
TECH INSERTION
ID PLATE
FRONT HANDLING
TRUNNION
& No.1 BRG
VIB SENSOR
OUTPUT
CONNECTOR
- 5B ONLY
ESN
Reference KIT (SB)
N1 TRIM Values
ENGINE
DATA PLATE
CFM56VERSION
CORE ENGINE
SECURING
FLANGE
N1 SPEED SENSOR
& FWD SUMP
DRAIN LINE
THROUGH
STRUT 5
TGB AT
6 OCLOCK
DATE
(MM/DD/YY)
Other Information
CFM declines responsibility for

any data marked on this plate,
not expressly provided by CFM
FAN FRAME OUTER CASE
CtC-063-100-00
EFFECTIVITY
TOC
DATE
(MM/DD/YY)
FAN FRAME
MODULE
BASIC ENGINE
Page 99
Jan 09
CFM56-5A/-5B
TRAINING MANUAL
EFFECTIVITY
TOC
FAN FRAME
MODULE
BASIC ENGINE
Page 100
Jan 09
CFM56-5A/-5B
TRAINING MANUAL
CORE ENGINE MAJOR MODULE
EFFECTIVITY
TOC
CORE ENGINE
MAJOR MODULE
BASIC ENGINE
Page 101
May 07
CFM56-5A/5B
TRAINING MANUAL
CORE ENGINE MAJOR MODULE

The core engine is a high pressure, high speed, gas
generator that produces the power to drive the engine.
Fan discharge air is compressed in the High Pressure
Compressor (HPC), heated and expanded in the
combustion chamber. It is then directed by the High
Pressure Turbine (HPT) nozzles onto the HPT rotor.
Energy not extracted from the gas stream by the HPT
rotor is used to drive the Low Pressure Turbine (LPT), fan
rotors and booster.
In running conditions, the core engine also provides a
torque to drive the accessories installed on the AGB.
During engine start an Air Starter drives the core engine
through the accessory drive system.
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.
The forward end of the core is supported by the No 3 ball

and roller bearings, located in the Fan Major Module.
The aft end is supported by the No 4 roller bearing,
located in the LPT Major Module.
EFFECTIVITY
TOC
CORE ENGINE
MAJOR MODULE
BASIC ENGINE
Page 102
May 07
CFM56-5A/-5B
TRAINING MANUAL
COMBUSTION
CASE
hIGh PRESSURE
COMPRESSOR STATOR
COMBUSTOR
hIGh PRESSURE
TURBINE NOZZlES
FUEl NOZZlES
hPC STATOR
hIGh PRESSURE
TURBINE ShROUDS
STAGE 1 lPT
NOZZlES
hIGh PRESSURE
COMPRESSOR ROTOR
IGB & No 3 BEARING

No 4 BEARING
hPC
ROTOR
hIGh PRESSURE
TURBINE ROTOR
AIR DUCT
CORE ENGINE MAJOR MODUlE
CTC-063-039-01
EFFECTIVITY
TOC
CORE ENGINE
MAJOR MODULE
BASIC ENGINE
Page 103
May 07
CFM56-5A/-5B
TRAINING MANUAL
EFFECTIVITY
TOC
CORE ENGINE
MAJOR MODULE
BASIC ENGINE
Page 104
May 07
CFM56-5A/-5B
TRAINING MANUAL
HIGH PRESSURE COMPRESSOR
EFFECTIVITY
TOC
HIGH PRESSURE
COMPRESSOR
BASIC ENGINE
Page 105
Feb 08
CFM56-5A/5B
TRAINING MANUAL
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.
EFFECTIVITY
TOC
HIGH PRESSURE
COMPRESSOR
BASIC ENGINE
Page 106
Feb 08
CFM56-5A/-5B
TRAINING MANUAL
REAR ROTATING
(CDP) AIR SEAl
FRONT ShAFT
SUPPORTED BY
ThE No 3 BEARING
hPT
FRONT ShAFT
hP COMPRESSOR ROTOR
CTC-063-056-00
EFFECTIVITY
TOC
HIGH PRESSURE
COMPRESSOR
BASIC ENGINE
Page 107
Feb 08
CFM56-5A/5B
TRAINING MANUAL
HIGH PRESSURE COMPRESSOR

The front stator case
The upper and lower cases of the front stator are bolted
together.
The front stator case encloses the first 5 stages of
the HPC rotor and the rear stator case, which in turn
encloses stages 6 to 9.
At the location where it accommodates the variable
stages (IGV and VSVs), the outer case has individual
raised bosses which add extra depth to accommodate
the trunnions of the variable vanes.
Air is bled from ...

(-5A): the 5th stage
(-5B): the 4th and 5th stages
(-5A, -5B)
... for various purposes and at various locations as
detailed below:
- For nacelle anti-icing, through 1 port at 3 oclock,
- For customer use, through 1 port at 9 oclock,
Otherwise, the outer case is thin in order to save weight.

At 5 oclock, the lower case has a series of plugged ports
for borescope inspection of the rotor blades (one plug per
stage).
EFFECTIVITY
TOC
- For LPT nozzle cooling, through 4 tubes at 2, 4, 8

and 10 oclock,
- For HPT clearance control, through 1 port at 3
oclock.
HIGH PRESSURE
COMPRESSOR
BASIC ENGINE
Page 108
Feb 08
CFM56-5A/-5B
TRAINING MANUAL
NACEllE
ANTI-ICE & hPTCC
(3 OClOCK)
hPC FRONT
STATOR ASSY
BlEED PORT
FOR lPT1 NOZZlE
COOlING (x4)
UPPER
CASE
BlEED PORTS
BORESCOPE
PORTS
CUSTOMER
BlEED
hPC ROTOR
ASSY
BORESCOPE
PORTS
lOWER CASE
hPC FRONT STATOR DESIGN
CTC-063-057-02
EFFECTIVITY
TOC
HIGH PRESSURE
COMPRESSOR
BASIC ENGINE
Page 109
Feb 08
CFM56-5A/5B
TRAINING MANUAL
The High Pressure Compressor (continued)

The rear stator
(-5A):
The rear stator case is made of two halves bolted

together.
The rear stator aft flange is cantilever installed to the

inner flange of the compressor discharge pressure (CDP)
bulkhead and the combustor case.
It houses three fixed vanes stages 6-8 and is installed

inside the front stator casing.
The HPC fixed vane stage 9 is part of the combustion
case.
(-5B):
The rear stator aft flange is cantilever mounted on the
inner flange of the rear stator support.
The CDP bulkhead is installed between the front stator

and combustor case.
All flanges are bolted, close-tolerance rabbeted diameters
making a strong assembly, with accurate concentricity
with the combustor case.
The forward end of the rear stator assembly is held
radially by 5 manifold brackets installed on the front stator
case.
The rear stator support outer flange is installed between

the front stator and the combustor case.
All flanges are close tolerance rabbeted diameters and
are bolted to make a strong assembly.
The forward end of the rear stator assembly is held
radially by a pilot diameter at stage 5 of the front stator
case. This gives accurate concentricity between the front
and rear stator case assemblies.
EFFECTIVITY
TOC
HIGH PRESSURE
COMPRESSOR
BASIC ENGINE
Page 110
Feb 08
CFM56-5A/-5B
TRAINING MANUAL
- 5B
hPC REAR
STATOR CASING
STAGE 6-8
- 5A
REAR STATOR
SUPPORT
CDP BUlKhEAD
hPC REAR
STATOR CASING
STAGE 6-8
STAGE 9
STAGE 9
hPC REAR STATOR
CTC-063-058-00
EFFECTIVITY
TOC
HIGH PRESSURE
COMPRESSOR
BASIC ENGINE
Page 111
Feb 08
CFM56-5A/5B
TRAINING MANUAL
The High Pressure Compressor (continued)

Borescope ports
There are 9 plugged borescope ports on the lower stator
case, at approximately the 5 oclock position, and they
are numbered S1 thru S9, where S1 is the most forward.
S7, S8 and S9 plugs have a particular design. They are
double plugs.
The inner thread engages the HPC rear stator case,
while the outer thread is tightened on the HPC case.
A spring-loaded system enables the outer plug to drive
the inner plug.
Both the inner and outer plugs have specific torque
values.
EFFECTIVITY
TOC
HIGH PRESSURE
COMPRESSOR
BASIC ENGINE
Page 112
Feb 08
CFM56-5A/-5B
S6
FWD
S5
TRAINING MANUAL
S4
S3
S2
S1
TOP VERTICAl
S9
S1 TO S9
S8
AFT lOOKING FORWARD
S7
S6 BORESCOPE PlUG
( S1 TO S6 )
S9 BORESCOPE PlUG ASSEMBlY
( S7 TO S9 )
S6
S5
S4
S3
S2
S1
hPC BORESCOPE PORTS
CTC-063-031-00
EFFECTIVITY
TOC
S7
S9 S8
HIGH PRESSURE
COMPRESSOR
BASIC ENGINE
Page 113
Feb 08
CFM56-5A/-5B
TRAINING MANUAL
EFFECTIVITY
TOC
HIGH PRESSURE
COMPRESSOR
BASIC ENGINE
Page 114
Feb 08
CFM56-5A/-5B
TRAINING MANUAL
COMBUSTION SECTION
EFFECTIVITY
TOC
COMBUSTION
SECTION
BASIC ENGINE
Page 115
Feb 08
CFM56-5A/5B
TRAINING MANUAL
The combustion section

The combustion section is located between the High
Pressure Compressor (HPC) and the Low Pressure
Turbine (LPT).
Air from the HPC is mixed with fuel, supplied by 20 fuel
nozzles.
During the starting sequence, or when required, the
mixture is ignited by 2 igniter plugs, in order to produce
the necessary energy to drive the turbine rotors.
Residual energy is converted into thrust.
The combustion section also supplies HPC 9th stage
bleed air for both aircraft and engine use.
EFFECTIVITY
TOC
COMBUSTION
SECTION
BASIC ENGINE
Page 116
Feb 08
CFM56-5A/-5B
- 5A
TRAINING MANUAL
- 5B
9th. STAGE
BlEED AIR
IGNITER PlUGS
x2
FUEl NOZZlE
x20
lPT STATOR
ENERGY
- 5A
- 5B
hPTCC
BlEED AIR
ANNUlAR
COMBUSTION
ChAMBER
hIGh PRESSURE
TURBINE
COMBUSTION SECTION
CTC-063-022-04
EFFECTIVITY
TOC
COMBUSTION
SECTION
BASIC ENGINE
Page 117
Feb 08
CFM56-5A/5B
TRAINING MANUAL
The combustion section

The combustion case
The combustion case provides the structural interface
between the HPC, the combustor and the LPT.
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:
- 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.
The fuel nozzles are supplied by the following equipment,

which is attached to the case:
- A fuel supply manifold (Y-tubes).
(-5B):
- 2 fuel manifold halves.
(-5A):
- 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.
(-5B):
- 2 ports for TBV, 1 for source and 1 for introduction
(not shown).
The combustion case is a weldment structure.

The mounting pads accomodate 20 fuel nozzles around
the outer surface and 2 igniters, which are at the 4 and 8
oclock positions.
EFFECTIVITY
TOC
(-5A):
- 2 ports for start bleed, 1 for source and 1 for
introduction (not shown).
COMBUSTION
SECTION
BASIC ENGINE
Page 118
Feb 08
CFM56-5A/-5B
TRAINING MANUAL
hPTCC AIR
TO hPT ShROUD
BORESCOPE
BOSSES (x4)
T3 PAD
AFT FlANGE
DIFFUSER
FUEl NOZZlE
PAD (x20)
PS3 PAD
OUTlET
GUIDE
VANES
BORESCOPE
BOSSES (x2)
9Th STAGE BlEED AIR
IGNITER BOSS (x2)
FUEl NOZZlES (x20) AND MANIFOlDS
COMBUSTION CASE DESIGN
CTC-063-059-02
EFFECTIVITY
TOC
COOlING AIR
TO lPT STAGE 1 (x4)
COMBUSTION
SECTION
BASIC ENGINE
Page 119
Feb 08
CFM56-5A/5B
TRAINING MANUAL
The combustion section (continued)

The combustion chamber
The swirl nozzles and dome
The combustion chamber is a short annular structure

housed in the combustion case.
The dome is made of both cast and machined

components.
It is installed between the HPC stator stage 9 and the

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

cowls.
The swirl nozzles and the liners, which provide additional

combustion and cooling air, produce an efficient fuel/air
mixture providing a uniform combustion pattern and low
thermal stresses.
The dome contains the spectacle plate, which supports

20 primary swirl nozzles, 20 secondary swirl nozzles,
sleeves and deflectors.
The swirl nozzles, sleeves and deflectors mix air and fuel.
It consists of:
- The swirl fuel nozzles and deflectors (the dome).
- The outer and inner cowls.
- The outer and inner liners.
EFFECTIVITY
TOC
The surface of the dome is cooled by a layer of air from

the HPC discharge (CDP) airflow.
COMBUSTION
SECTION
BASIC ENGINE
Page 120
Feb 08
CFM56-5A/-5B
TRAINING MANUAL
OUTER lINER
SPECTAClE
PlATE
hPT NOZZlE
OUTER
COWl
INNER lINER
SWIRl FUEl
NOZZlE
DEFlECTOR
INNER COWl
SlEEVE
PRIMARY SWIRl NOZZlE
SECONDARY SWIRl NOZZlE
COMBUSTION ChAMBER
CTC-063-060-00
EFFECTIVITY
TOC
COMBUSTION
SECTION
BASIC ENGINE
Page 121
Feb 08
CFM56-5A/5B
TRAINING MANUAL
The combustion section (continued)

Borescope ports
There are 4 plugged borescope ports (S12, S13,
S14, S15) around the combustion case, which enable
inspection of the combustion chamber.
Two other ports are available, using the spark igniter
ports S10 and S11, which can also be used to inspect the
High Pressure Turbine (HPT) blades.
EFFECTIVITY
TOC
COMBUSTION
SECTION
BASIC ENGINE
Page 122
Feb 08
CFM56-5A/-5B
TRAINING MANUAL
BORESCOPE PORT
lOCATIONS (AlF)
S12
S15
S13
COMBUSTION CASE
IGNITER (S10, S11)
COMBUSTION CASE BORESCOPE PORTS
EFFECTIVITY
TOC
S14
FWD
BORESCOPE PlUG
S12, S13, S14, S15
CTC-063-032-02
S10
IGNITER
S11
IGNITER
COMBUSTION
SECTION
BASIC ENGINE
Page 123
Feb 08
CFM56-5A/-5B
TRAINING MANUAL
EFFECTIVITY
TOC
COMBUSTION
SECTION
BASIC ENGINE
Page 124
Feb 08
CFM56-5A/-5B
TRAINING MANUAL
TURBINES section
EFFECTIVITY
TOC
TURBINES
section
basic engine
Page 125
May 07
CFM56-5A/-5B
TRAINING MANUAL
EFFECTIVITY
TOC
TURBINES
section
basic engine
Page 126
May 07
CFM56-5A/-5B
TRAINING MANUAL
HIGH PRESSURE TURBINE
EFFECTIVITY
TOC
HIGH PRESSURE
TURBINE
BASIC ENGINE
Page 127
Feb 08
CFM56-5A/5B
TRAINING MANUAL
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.
EFFECTIVITY
TOC
HIGH PRESSURE
TURBINE
BASIC ENGINE
Page 128
Feb 08
CFM56-5A/-5B
TRAINING MANUAL
COMBUSTOR CASE
lPT CASE
STAGE 1
lPT NOZZlE
hPT ROTOR
hPT NOZZlE
hPT ShROUD
hPT ShAFT
No 4 BEARING
hIGh PRESSURE TURBINE
CTC-063-023-03
EFFECTIVITY
TOC
HIGH PRESSURE
TURBINE
BASIC ENGINE
Page 129
Feb 08
CFM56-5A/5B
TRAINING MANUAL
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.
(-5B):
- The aft outer stationary seal.
(-5A):
- The aft outer stationary seal assembly.
EFFECTIVITY
TOC
HIGH PRESSURE
TURBINE
BASIC ENGINE
Page 130
Feb 08
CFM56-5A/-5B
TRAINING MANUAL
- 5B
- 5A
hPT NOZZlE
x 21
AFT INNER
SUPPORT
BOlT
ShIElD
AFT INNER
SUPPORT
OUTER
STATIONARY
SEAl
OUTER
STATIONARY
SEAl ASSEMBlY
FORWARD INNER
SUPPORT
CTC-063-061-00
hIGh PRESSURE TURBINE NOZZlE ASSEMBlY
EFFECTIVITY
TOC
HIGH PRESSURE
TURBINE
BASIC ENGINE
Page 131
Feb 08
CFM56-5A/5B
TRAINING MANUAL
High Pressure Turbine (continued)

The HPT rotor
The HPT rotor receives gas flow from the combustion
chamber through the HPT nozzle. The nozzle and rotor
convert the kinetic energy into the necessary torque for
the HPT rotor to drive the HPC rotor.
The HPT rotor is a single stage assembly cooled by CDP
air and is housed in the combustion case at the rear of
the core engine.
It consists of:
- The front shaft.
- The forward rotating air seal.
- The disk.
- The blades.
- The rear shaft.
EFFECTIVITY
TOC
HIGH PRESSURE
TURBINE
BASIC ENGINE
Page 132
Feb 08
CFM56-5A/-5B
hPT NOZZlES
TRAINING MANUAL
hPT BlADES
FORWARD ROTATING
AIR SEAl
hPC
hPT DISK
FRONT ShAFT
hPT REAR
ShAFT
CDP SEAl
lPT ShAFT
hPT ROTOR DESIGN
CTC-063-062-01
EFFECTIVITY
TOC
No 4 BEARING
HIGH PRESSURE
TURBINE
BASIC ENGINE
Page 133
Feb 08
CFM56-5A/5B
TRAINING MANUAL
High Pressure Turbine (continued)

Borescope ports
(-5A, -5B):
Igniter ports S10 and S11, and combustion case ports
S12 through S15 can be used to inspect the leading edge
of the HPT blades.
(-5B):
Borescope ports S16 and S17, at the aft of the
combustion case at approximately 5 and 8 oclock, can
be used to inspect the trailing edge of the HPT blades
and leading edge of LPT blades.
(-5A):
Borescope ports S17 and S18, at the aft of the
combustion case at 5:30 and 8.30, can be used to
inspect the trailing edge of the HPT blades and the
leading edge of the LPT stage 1 blades.
EFFECTIVITY
TOC
HIGH PRESSURE
TURBINE
BASIC ENGINE
Page 134
Feb 08
CFM56-5A/-5B
TRAINING MANUAL
- 5B
- 5A
BORESCOPE PORT
lOCATIONS (AlF)
BORESCOPE PORT
lOCATIONS (AlF)
S12
S12
S15
S13
S17
S11
IGNITER
S10
IGNITER
S14, S16
S15
S13
S18
S10
IGNITER
S11
IGNITER
S14, S17
FWD
FWD
BORESCOPE PlUG
S16 OR S17 (-5B)
S17 OR S18 (-5A)
S16, S17 (-5B)

S17, S18 (-5A)
hPT BORESCOPE PORTS
CTC-063-033-02
EFFECTIVITY
TOC
HIGH PRESSURE
TURBINE
BASIC ENGINE
Page 135
Feb 08
CFM56-5A/5B
TRAINING MANUAL
The High Pressure Turbine (continued)

The shroud and stage 1 LPT nozzle
The HPT shroud and stage 1 LPT nozzle assembly forms
the connection between the core section and the LPT
module of the engine.
It is located inside the aft end of the combustion case and
performs 2 main functions:
- The HPT shroud is part of the HPT clearance control
mechanism and uses HPC bleed air to maintain
close clearances with the HPT rotor blades
throughout flight operations.
- The stage 1 LPT nozzles direct the core engine
exhaust gas onto the stage 1 LPT blades.
The forward flange of the assembly is bolted to the inner
surface of the combustion case.
The aft flange is rabbeted and bolted between the
combustion case aft flange and the LPT stator forward
flange.
EFFECTIVITY
TOC
HIGH PRESSURE
TURBINE
BASIC ENGINE
Page 136
Feb 08
CFM56-5A/-5B
TRAINING MANUAL
lPT STATOR
hPC
BlEED AIR
hPTCC MANIFOlD
COMBUSTION CASE
STG 1
lPT
NOZZlE
hPT ShROUD
CTC-063-063-01
hPT ShROUD & STAGE 1 lPT NOZZlE
EFFECTIVITY
TOC
HIGH PRESSURE
TURBINE
BASIC ENGINE
Page 137
Feb 08
CFM56-5A/-5B
TRAINING MANUAL
EFFECTIVITY
TOC
HIGH PRESSURE
TURBINE
BASIC ENGINE
Page 138
Feb 08
CFM56-5A/-5B
TRAINING MANUAL
LOW PRESSURE TURBINE MAJOR MODULE
EFFECTIVITY
TOC
LPT MAJOR
MODULE
BASIC ENGINE
Page 139
May 07
CFM56-5A/5B
TRAINING MANUAL
Low Pressure Turbine (LPT) Major Module

The purposes of the LPT major module are:
- To transform the pressure and velocity of gasses
coming from the High Pressure Turbine (HPT),
into mechanical power to drive the fan and booster
module.
- To provide a rear support for the HP and LP rotors.
- To provide rear mounts for engine installation on the
aircraft.
The LPT major module is located at the rear of the
engine, and consists of:
- The LPT rotor/stator module.
- The LPT shaft module.
- The turbine frame module.
EFFECTIVITY
TOC
LPT MAJOR
MODULE
BASIC ENGINE
Page 140
May 07
CFM56-5A/-5B
TRAINING MANUAL
TURBINE FRAME
lPT ROTOR /
STATOR
ASSEMBlY
lPT ShAFT
CTC-063-034-01
lOW PRESSURE TURBINE MODUlE
EFFECTIVITY
TOC
LPT MAJOR
MODULE
BASIC ENGINE
Page 141
May 07
CFM56-5A/-5B
TRAINING MANUAL
EFFECTIVITY
TOC
LPT MAJOR
MODULE
BASIC ENGINE
Page 142
May 07
CFM56-5A/-5B
TRAINING MANUAL
LPT ROTOR / STATOR MODULE
EFFECTIVITY
TOC
LPT ROTOR/
STATOR MODULE
BASIC ENGINE
Page 143
Feb 08
CFM56-5A/5B
TRAINING MANUAL
LPT Rotor/Stator Module

The purpose of the LPT rotor/stator module is to convert
the energy of combustion gasses 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 4-stage axial flow turbine, and consists of:
- A stator assembly.
- A rotor assembly.
EFFECTIVITY
TOC
LPT ROTOR/
STATOR MODULE
BASIC ENGINE
Page 144
Feb 08
CFM56-5A/-5B
TRAINING MANUAL
REAR FlANGE
TURBINE ROTOR SUPPORT

INNER FlANGE
ROTOR ASSEMBlY
FRONT FlANGE
STATOR
ASSEMBlY
lPT ROTOR/STATOR MODUlE
CTC-063-064-01
EFFECTIVITY
TOC
LPT ROTOR/
STATOR MODULE
BASIC ENGINE
Page 145
Feb 08
CFM56-5A/5B
TRAINING MANUAL
LPT Borescope Ports

The rotor/stator assembly of the Low Pressure Turbine
needs regular line maintenance inspection to identify
defects, mainly on the rotor blades.
The nozzle segments can also be inspected, but with
limited visibility.
Five borescope inspection ports are available.
Their location corresponds to the nozzle segments
stages 1 to 4 that are equipped with borescope holes.
- Ports (-5B) S16 and S17 (-5A) S17 and S18 go
through the stage 1 nozzle shroud. They are
located at the rear of the combustion case at
approximately 5 and 8 oclock, and are used to
inspect the leading edge of stage 1 blades and the
trailing edge of HPT blades.
- Port (-5B) S18 (-5A) S20 goes through the stage 2
nozzle shroud. It is located on the LPT case at 5
oclock, and is used to inspect the trailing edge of
stage 1 blades and the leading edge of stage 2
blades.

blades.
blades.
NOTE:
The trailing edge of stage 4 blades can be inspected
through an instrumentation boss located at the 8.30 clock
position on the turbine frame.
When not in use, all borescope ports are closed by plugs.
Ports (-5B) S16 and S17 (-5A) S17 and S18 are fitted
with long spring-loaded plugs with hexagonal head caps.
Ports (-5B) S18, S19 and S20 (-5A) S20, S21 and S22
are fitted with short spring-loaded plugs with hexagonal
head caps.
(-5A):

EFFECTIVITY
TOC
NOTE:
There is no port S19 on -5A engines.
LPT ROTOR/
STATOR MODULE
BASIC ENGINE
Page 146
Feb 08
CFM56-5A/-5B
TRAINING MANUAL
BORESCOPE PORT
lOCATIONS (AlF)
S16, S17 (-5B)
S17, S18 (-5A)
BORESCOPE
PlUGS
- 5B
S17
S16, S18, S19, S20
- 5A
S18
S20, S21, S22
S17
S16, S17 (-5B)

S17, S18 (-5A)
S18, S19, S20 (-5B)

S20, S21, S22 (-5A)
BORESCOPE
PlUGS
S18 (-5B)
S20 (-5A)
S19 (-5B)
S21 (-5A)
S20 (-5B)
S22 (-5A)
lPT BORESCOPE PORTS
CTC-063-035-02
EFFECTIVITY
TOC
LPT ROTOR/
STATOR MODULE
BASIC ENGINE
Page 147
Feb 08
CFM56-5A/-5B
TRAINING MANUAL
EFFECTIVITY
TOC
LPT ROTOR/
STATOR MODULE
BASIC ENGINE
Page 148
Feb 08
CFM56-5A/-5B
TRAINING MANUAL
LPT SHAFT MODULE
EFFECTIVITY
TOC
LPT SHAFT
MODULE
BASIC ENGINE
Page 149
May 07
CFM56-5A/5B
TRAINING MANUAL
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.
EFFECTIVITY
TOC
LPT SHAFT
MODULE
BASIC ENGINE
Page 150
May 07
CFM56-5A/-5B
TRAINING MANUAL
CENTER
VENT TUBE
TURBINE
FRAME
lPT
ROTOR
FAN
ROTOR
FAN
ShAFT
lPT
ShAFT
No 4
BEARING
lPT ShAFT MODUlE
CTC-063-065-00
EFFECTIVITY
TOC
No 5
BEARING
LPT SHAFT
MODULE
BASIC ENGINE
Page 151
May 07
CFM56-5A/-5B
TRAINING MANUAL
EFFECTIVITY
TOC
LPT SHAFT
MODULE
BASIC ENGINE
Page 152
May 07
CFM56-5A/-5B
TRAINING MANUAL
LOW PRESSURE TURBINE FRAME MODULE
EFFECTIVITY
TOC
LPT FRAME
MODULE
BASIC ENGINE
Page 153
May 07
CFM56-5A/5B
TRAINING MANUAL
LOW PRESSURE Turbine Frame Module

The LP 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 and exhaust plug, which are both 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.
EFFECTIVITY
TOC
LPT FRAME
MODULE
BASIC ENGINE
Page 154
May 07
CFM56-5A/-5B
TRAINING MANUAL
ENGINE MOUNTS
STRUT
ExhAUST PlUG
(NOT ShOWN)
OIl INlET
COVER
ENGINE MOUNTS
FlAME
ARRESTOR
ExhAUST NOZZlE
ATTAChMENT
OIl SUPPlY
TUBE
No 5 BEARING
SUPPORT
FlANGE
ASSEMBlY
INNER hUB
OVERBOARD
SEAl DRAIN
TUBE
SCAVENGE
TUBE
TURBINE
FRAME
lP TURBINE FRAME MODUlE
CTC-063-037-02
EFFECTIVITY
TOC
LPT FRAME
MODULE
BASIC ENGINE
Page 155
May 07
CFM56-5A/-5B
TRAINING MANUAL
EFFECTIVITY
TOC
LPT FRAME
MODULE
BASIC ENGINE
Page 156
May 07
CFM56-5A/-5B
TRAINING MANUAL
ACCESSORY DRIVE section
EFFECTIVITY
TOC
ACCESSORY DRIVE
Page 157
section
basic engine
May 07
CFM56-5A/-5B
TRAINING MANUAL
EFFECTIVITY
TOC
ACCESSORY DRIVE
Page 158
section
basic engine
May 07
CFM56-5A/-5B
TRAINING MANUAL
ACCESSORY DRIVE MODULE
EFFECTIVITY
TOC
ACCESSORY
DRIVE MODULE
BASIC ENGINE
Page 159
May 07
CFM56-5A/5B
TRAINING MANUAL
ACCESSORY DRIVE SYSTEM

At engine start, the accessory drive system transmits
external power from the engine air starter to drive the
core engine.
When the engine is running, the accessory drive system
extracts part of the core engine power and transmits it
through a series of gearboxes and shafts in order to drive
the engine and aircraft accessories.
For maintenance tasks, the core can be cranked
manually through the Accessory Gearbox.
The accessory drive system is located at the 6 oclock
position and consists of the following components:
- Inlet Gearbox (IGB), which takes power from the
HPC front shaft.
- Radial Drive Shaft (RDS), which transmits the power
to the Transfer Gearbox.
- Transfer Gearbox (TGB), which redirects the torque.
- Horizontal Drive Shaft (HDS), which transmits
power from the Transfer Gearbox to the Accessory
Gearbox.
- Accessory Gearbox (AGB), which supports and
drives both engine and aircraft accessories.
EFFECTIVITY
TOC
ACCESSORY
DRIVE MODULE
BASIC ENGINE
Page 160
May 07
CFM56-5A/-5B
TRAINING MANUAL
INlET GEARBOx
(IGB)
RADIAl DRIVE
ShAFT (RDS)
hORIZONTAl
DRIVE ShAFT
(hDS)
ACCESSORY GEARBOx
(AGB)
TRANSFER GEARBOx
(TGB)
CTC-063-026-02
ACCESSORY DRIVE SECTION DESIGN
EFFECTIVITY
TOC
ACCESSORY
DRIVE MODULE
BASIC ENGINE
Page 161
May 07
CFM56-5A/-5B
TRAINING MANUAL
EFFECTIVITY
TOC
ACCESSORY
DRIVE MODULE
BASIC ENGINE
Page 162
May 07
CFM56-5A/-5B
TRAINING MANUAL
INLET GEARBOX
EFFECTIVITY
TOC
INLET
GEARBOX
BASIC ENGINE
Page 163
May 07
CFM56-5A/5B
TRAINING MANUAL
The Inlet Gearbox (IGB)

The IGB transfers torque between the HPC front shaft
and the radial drive shaft. It also supports the front end
of the core engine.
It is located in the fan frame sump and is bolted to
the forward side of the fan frame aft flange. It is only
accessible after different engine module removals.
The IGB contains the following parts:
- Horizontal bevel gear (with coupling/locking nut).
- Radial bevel gear.
- No 3 bearing (ball and roller).
- Rotating air/oil seal.
EFFECTIVITY
TOC
INLET
GEARBOX
BASIC ENGINE
Page 164
May 07
CFM56-5A/-5B
TRAINING MANUAL
No 3 BAll
BEARING
ROTATING
AIR/OIl SEAl
hORIZONTAl
BEVEl GEAR
COUPlING /
lOCKING NUT
RADIAl
BEVEl GEAR
INlET GEARBOx ASSEMBlY
CTC-063-066-01
EFFECTIVITY
TOC
INLET
GEARBOX
BASIC ENGINE
Page 165
May 07
CFM56-5A/-5B
TRAINING MANUAL
EFFECTIVITY
TOC
INLET
GEARBOX
BASIC ENGINE
Page 166
May 07
CFM56-5A/-5B
TRAINING MANUAL
TRANSFER GEARBOX
EFFECTIVITY
TOC
TRANSFER
GEARBOX
BASIC ENGINE
Page 167
May 07
CFM56-5A/5B
TRAINING MANUAL
Transfer Gearbox (TGB)

Driven by the RDS, the Transfer Gearbox reduces
rotational speed and redirects the torque from the IGB to
the AGB, through the horizontal drive shaft.
It is secured under the fan frame module at the 6 oclock
position and consists of:
- The gearbox housing.
- The input bevel gear.
- The horizontal bevel gear.
EFFECTIVITY
TOC
TRANSFER
GEARBOX
BASIC ENGINE
Page 168
May 07
CFM56-5A/-5B
TRAINING MANUAL
FAN FRAME
No 7 STRUT
RADIAl DRIVE
ShAFT
FAN CASE
INPUT BEVEl
GEAR
hORIZONTAl
DRIVE ShAFT
TGB hOUSING
hORIZONTAl DRIVE
ShAFT hOUSING
hORIZONTAl
BEVEl GEAR
TRANSFER GEARBOx ASSEMBlY
CTC-063-067-01
EFFECTIVITY
TOC
TRANSFER
GEARBOX
BASIC ENGINE
Page 169
May 07
CFM56-5A/-5B
TRAINING MANUAL
EFFECTIVITY
TOC
TRANSFER
GEARBOX
BASIC ENGINE
Page 170
May 07
CFM56-5A/-5B
TRAINING MANUAL
ACCESSORY GEARBOX
EFFECTIVITY
TOC
ACCESSORY
GEARBOX
BASIC ENGINE
Page 171
Feb 08
CFM56-5A/5B
TRAINING MANUAL
Accessory Gearbox
The accessory gearbox supports and drives both aircraft
and engine accessories.
The AGB assembly is mounted under the fan inlet case at
the 6 oclock position and is secured by 2 clevis mounts
with shouldered bushings.
The housing is an aluminium alloy casting.
Its rear face connects with the HDS 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.
The AGB consists of a gear train that reduces and

increases the rotational speed to meet the specific drive
requirements of each accessory.
The AGBs front face has mounting pads for the following
equipment:
- Lube unit.
- Hydraulic pump.
- Hand-cranking drive.
- Control alternator.
- Integrated Drive Generator (IDG).
EFFECTIVITY
TOC
ACCESSORY
GEARBOX
BASIC ENGINE
Page 172
Feb 08
CFM56-5A/-5B
TRAINING MANUAL
TRANSFER
GEARBOx
ClEVIS
MOUNT
FUEl PUMP/hMU PAD
hORIZONTAl
DRIVE ShAFT
N2 SPEED SENSOR
MOUNTING PAD
lUBRICATION
UNIT PAD
hORIZONTAl DRIVE
COUPlING TUBE
hYDRAUlIC
PUMP PAD
STARTER PAD
FWD
hANDCRANKING PAD
CONTROl AlTERNATOR PAD
ClEVIS MOUNT
IDG PAD
ACCESSORY GEARBOx
CTC-063-027-02
EFFECTIVITY
TOC
ACCESSORY
GEARBOX
BASIC ENGINE
Page 173
Feb 08
CFM56-5A/5B
TRAINING MANUAL
Accessory Gearbox (continued)

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:
- Hydraulic pump.
- Fuel pump.
EFFECTIVITY
TOC
ACCESSORY
GEARBOX
BASIC ENGINE
Page 174
Feb 08
CFM56-5A/-5B
TRAINING MANUAL
NON MAGNETIC hOUSING
MAGNETIZED RING
RETAINING RING
CARBON RING (ROTOR)
O-RING
lAPPED OR POlIShED
CONTACT FACE (STATOR)
GEARShAFT ASSY
O-RING
ROTATING PART
MAGNETIC SEAl
CTC-063-028-02
EFFECTIVITY
TOC
ACCESSORY
GEARBOX
BASIC ENGINE
Page 175
Feb 08
CFM56-5A/5B
TRAINING MANUAL
Accessory Gearbox (continued)

Starter and IDG drive pad seal
On the starter and IDG drive pads 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.
EFFECTIVITY
TOC
ACCESSORY
GEARBOX
BASIC ENGINE
Page 176
Feb 08
CFM56-5A/-5B
TRAINING MANUAL
O-RINGS
ROTATING
RING
OIl DRAINING
hOlES
RETAINING
RING
O-RING
ThRUST RING
CARBON
RING
NON-MAGNETIC
SEAl hOUSING
MAGNETIC
RING
CTC-063-029-02
MAGNETIC SEAl (STARTER AND IDG PADS)
EFFECTIVITY
TOC
ACCESSORY
GEARBOX
BASIC ENGINE
Page 177
Feb 08
CFM56-5A/5B
TRAINING MANUAL
ACCESSORY GEARBOX
Spring-loaded seals
The spring-loaded seal is made up of a 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.
Note:
For the IDG and starter pads, the spring-loaded seals
are slightly different (another part number). The o-ring on
the rotor part is replaced by a bal seal for better thermal
resistance.
EFFECTIVITY
TOC
ACCESSORY
GEARBOX
BASIC ENGINE
Page 178
Feb 08
CFM56-5A/-5B
TRAINING MANUAL
(DISASSEMBlED)
CARBON CONTACT
FACE
FIxED PART
MATING
RING
lUGS
lAPPED OR POlIShED
CONTACT FACE
CARBON
RING
(ASSEMBlED)
O-RING OR BAl SEAl
(STARTER, IDG PADS)
O-RING
SEAlS
O-RINGS
STATIC
PART
ROTATING
PART
GEARShIFT
ASSY
SPRING-lOADED SEAl
CTC-063-030-03
EFFECTIVITY
TOC
ROTATING PART
ACCESSORY
GEARBOX
BASIC ENGINE
Page 179
Feb 08
CFM56-5A/-5B
TRAINING MANUAL
EFFECTIVITY
TOC
ACCESSORY
GEARBOX
BASIC ENGINE
Page 180
Feb 08
CFM56-ALL
TRAINING MANUAL
standard practices
EFFECTIVITY
ALL CFM56 ENGINES
TOC
standard
practices
basic engine
Page 181
May 07
CFM56-ALL
TRAINING MANUAL
COMMON locking devices
General.
Locking devices are designed to keep fasteners and other
parts safely engaged.
They prevent any opposite forces that could cause
fasteners to disengage.
They are not designed to apply or keep a torque.
Safety cable.
CFM56 engines use common locking devices, such as
cotter pins, tabwashers and lockwire, but they also use a
specific device: the safety cable.
The safety cable consists of a cable which is cut to the
appropriate length, and a ferrule crimped on the cable
during installation.
EFFECTIVITY
ALL CFM56 ENGINES
TOC
standard
practices
basic engine
Page 182
May 07
CFM56-ALL
lOCKING
WAShER
TRAINING MANUAL
BENT TAB
COTTER
PIN
lOCKING
WAShER
lOCKWIRE
lOCKING
TAB
CABlE
COTTER
PIN
COMMON lOCKING DEVICES
SAFETY CABlE
GENERAl
CTC-063-073-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
FERRUlE
standard
practices
basic engine
Page 183
May 07
CFM56-ALL
TRAINING MANUAL
Safety cable installation.

Before installation, make sure that cable threading holes
on the parts are correctly aligned.
The following limits must not be exceeded:
- The maximum length of safety cable between cabled
parts is 6 ins. (15,4 cm).
- Do not safety more than 3 bolts with one safety
cable.
To install the safety cable, proceed as follows:
- Thread the cable through the parts to be safetied.
- Install the ferrule on the cable.
- Tighten the cable by putting the head of the tool in
contact with the last bolt head to be cabled.
- Operate the tool to apply a tension to the assembly
and automatically crimp the ferrule at the same
time.
- Cut the excess cable.
EFFECTIVITY
ALL CFM56 ENGINES
TOC
standard
practices
basic engine
Page 184
May 07
CFM56-ALL
STEP 1
STEP 4
STEP 5
STEP 3
STEP 6
SAFETY CABlE INSTAllATION
CTC-063-074-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
STEP 2
TRAINING MANUAL
standard
practices
basic engine
Page 185
May 07
CFM56-ALL
TRAINING MANUAL
Crimping tools.
Specific tools are used to tighten the cable and crimp the
ferrule.
Pulloff test tools.
CFMI recommends to do a pulloff test at least once a
month on each of the crimping tools.
EFFECTIVITY
ALL CFM56 ENGINES
TOC
standard
practices
basic engine
Page 186
May 07
CFM56-ALL
TRAINING MANUAL
CAlIBRATED BREAKAWAY
TORQUE WRENCh
PIVOT
JOINT
WAll
CABlE
STOP
SAFETY CABlE VERIFICATION

CRIMPING TOOlS
TOOlS
CTC-063-075-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
PUllOFF TEST TOOlS
standard
practices
basic engine
Page 187
May 07
CFM56-ALL
TRAINING MANUAL
EFFECTIVITY
ALL CFM56 ENGINES
TOC
standard
practices
basic engine
Page 188
May 07

Ctc-063 Basic Engine

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TRAINING MANUAL

CFMI Customer Training Center

CFMI Customer Training Services

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CFMI Proprietary Information

CFMI Proprietary Information

CFMI Proprietary Information

EGT EXHAUST GAS TEMPERATURE

CFMI Proprietary Information

g.in GRAM X INCHES

CFMI Proprietary Information

lbs. POUNDS, WEIGHT

CFMI Proprietary Information

CFMI Proprietary Information

CFMI Proprietary Information

STANDARD TEMPERATURE AND PRESSURE

VARIABLE DIFFERENTIAL TRANSFORMER

CFMI Proprietary Information

IMPERIAL / METRIC CONVERSIONS

METRIC / IMPERIAL CONVERSIONS

1 m = 10.76 sq. ft.

1 m = 35.31 cu. ft.

1 psi. = 6.890 kPa

1 Pa = 1.45 10-4 psi.

CFMI Proprietary Information

CFMI Proprietary Information

ACCESSORY DRIVE section. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 157

ACCESSORY DRIVE MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . 159

INLET GEARBOX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 163

CFMI Proprietary Information

THIS PAGE INTENTIONALLY LEFT BLANK

INTRODUCTION TO THE CFM56 FAMILY

CFMI Proprietary Information

INTRODUCTION TO THE CFM56 FAMILY

(21,600 lbs) 9,608 daN

(22,000 lbs) 9,786 daN

(22,000 lbs) 9,786 daN

(25,000 lbs) 11,120 daN

(27,000 lbs) 12,010 daN

CFM56-5A/-5B FOR AIRBUS APPlICATIONS

CFMI Proprietary Information

CFM56-5B MAIN CHARACTERISTICS

Performance (*figures depend on engine

Two spool axial flow

There are various configurations for a given thrust,

- Take-off thrust (SLS)

21,600 - 32,000 lbs

- Take-off flat rated

- Max climb thrust

*5630 to 6420 lbs

- EGT red line

Non/P engines = 950C

- 100% N1 (Low Pressure

- N1 speed limit (red line)

- 100% N2 (High Pressure

- N2 speed limit (red line)

Combustion chamber Annular SAC (option DAC)

2381 kg (5249 lbs)

2.94m (115.86 ins)

* BUMP AVAIlABlE FOR B3 AND B4 ThRUST ONlY.

CFMI Proprietary Information

(-5B ONLY) TECH INSERTION PROGRAM

The information relative to modifications made to an