Ctc-214 Basic Engine

TRAINING MANUAL
CFM56-5B
BASIC ENGINE
DECEMBER 2000
CTC-214 Level 4
CFM56-5B TRAINING MANUAL
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BASIC ENGINE
Published by CFMI
CFMI Customer Training Center CFMI Customer Training Services

Snecma Services - Snecma Group GE Aircraft Engines
Direction de l’Après-Vente Civile Customer Technical Education Center
MELUN-MONTEREAU 123 Merchant Street
Aérodrome de Villaroche B.P. 1936 Mail Drop Y2
77019 - MELUN-MONTEREAU Cedex Cincinnati, Ohio 45246
FRANCE USA
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ALL CFM56-5B ENGINES FOR A319-A320-A321
GENERAL Page 1
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CFMI PROPRIETARY INFORMATION
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THIS PAGE INTENTIONALLY LEFT BLANK
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This CFMI publication is for Training Purposes Only. The information is accurate at the time of compilation; however, 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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TABLE OF CONTENTS
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CONTENTS
BASIC ENGINE
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Chapter Section Page
Table of Contents 1 to 4
Lexis 1 to 8
Intro 1 to 8
72-00-00 Engine General 1 to 12
72-00-01 Fan Major Module 1 to 6
72-21-00 Fan and Booster 1 to 30
72-22-00 No.1 and No.2 Bearing Support Module 1 to 30
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 26
72-32-00 Compressor Front Stator 1 to 18
72-33-00 Compressor Rear Stator 1 to 10
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72-40-00 Combustion Section 1 to 6
72-41-00 Combustion Case 1 to 6
72-42-00 Combustion Chamber 1 to 10
72-50-00 High Pressure Turbine 1 to 4
72-51-00 High Pressure Turbine Nozzle 1 to 12
72-52-00 High Pressure Turbine Rotor 1 to 18
72-53-00 High Pressure Turbine Shroud and 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 28
72-55-00 LPT Shaft Module 1 to 16
72-56-00 Turbine Frame Module 1 to 10
72-60-00 Accessory Drive Major Module 1 to 4
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72-61-00 Inlet Gearbox 1 to 12
72-62-00 Transfer Gearbox 1 to 12
72-63-00 Accessory Gearbox 1 to 14
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ABBREVIATIONS & ACRONYMS
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A BSI BORESCOPE INSPECTION
A/C AIRCRAFT BSV BURNER STAGING VALVE
AC ALTERNATING CURRENT BVCS BLEED VALVE CONTROL SOLENOID
ACARS AIRCRAFT COMMUNICATION
ADDRESSING & REPORTING SYSTEM C
ACMS AIRCRAFT CONDITION MONITORING CBP (HP) COMPRESSOR BLEED PRESSURE
SYSTEM CCDL CROSS CHANNEL DATA LINK
ACS AIRCRAFT CONTROL SYSTEM CCFG COMPACT CONSTANT FREQUENCY
ADC AIR DATA COMPUTER GENERATOR
ADEPT AIRLINE DATA ENGINE PERFORMANCE CCU COMPUTER CONTROL UNIT
TREND CCW COUNTER CLOCKWISE
ADIRU AIR DATA AND INERTIAL REFERENCE CDP (HP) COMPRESSOR DISCHARGE
UNIT PRESSURE
AGB ACCESSORY GEARBOX CFDIU CENTRALIZED FAULT DISPLAY
AIDS AIRCRAFT INTEGRATED DATA SYSTEM INTERFACE UNIT
ALF AFT LOOKING FORWARD CFDS CENTRALIZED FAULT DISPLAY SYSTEM
ALT ALTITUDE CFMI JOINT GE/SNECMA COMPANY (CFM
AMB AMBIENT INTERNATIONAL)
AMM AIRCRAFT MAINTENANCE MANUAL Ch A channel A
AOG AIRCRAFT ON GROUND Ch B channel B
APU AUXILIARY POWER UNIT CMC CENTRALIZED MAINTENANCE
ARINC AERONAUTICAL RADIO, INC. COMPUTER
(SPECIFICATION) CMM COMPONENT MAINTENANCE MANUAL
ATA AIR TRANSPORT ASSOCIATION CG CENTER OF GRAVITY
ATHR AUTO THRUST cm.g CENTIMETER x GRAMS
ATO ABORTED TAKE-OFF CHATV CHANNEL ACTIVE
CFDIU CENTRALIZED FAULT DISPLAY
B INTERFACE UNIT
BITE BUILT-IN TEST EQUIPMENT CFDS CENTRALIZED FAULT & DISPLAY SYSTEM
BMC BLEED MONITORING COMPUTER CIP(HP) COMPRESSOR INLET PRESSURE
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CIT(HP) COMPRESSOR INLET TEMPERATURE EFH ENGINE FLIGHT HOURS
CODEP HIGH TEMPERATURE COATING EFIS ELECTRONIC FLIGHT INSTRUMENT
CPU CENTRAL PROCESSING UNIT SYSTEM
CRT CATHODE RAY TUBE EGT EXHAUST GAS TEMPERATURE
CSD CONSTANT SPEED DRIVE EICAS ENGINE INDICATING AND CREW
CSI CYCLES SINCE INSTALLATION ALERTING SYSTEM
CSN CYCLES SINCE NEW EIS ELECTRONIC INSTRUMENT SYSTEM
Cu.Ni.In COPPER.NICKEL.INDIUM EIU ENGINE INTERFACE UNIT
CW CLOCKWISE EMF ELECTROMOTIVE FORCE
EMI ELECTRO MAGNETIC INTERFERENCE
D EMU ENGINE MAINTENANCE UNIT
DAC DOUBLE ANNULAR COMBUSTOR EPROM ERASABLE PROGRAMMABLE
DC DIRECT CURRENT READ-ONLY MEMORY
DCU DATA CONVERSION UNIT ESN ENGINE SERIAL NUMBER
DISC DISCRETE EVMU ENGINE VIBRATION MONITORING UNIT
DIU DIGITAL INTERFACE UNIT EWD ENGINE WARNING DISPLAY
DMC DISPLAY MONITORING COMPUTER
DMU DATA MANAGEMENT UNIT F
DPU DIGITAL PROCESSING MODULE FAA FEDERAL AVIATION AGENCY
DRT DE-RATED TAKE-OFF FADEC FULL AUTHORITY DIGITAL ENGINE
CONTROL
E FAR FUEL/AIR RATIO
EBU ENGINE BUILDUP UNIT FDRS FLIGHT DATA RECORDING SYSTEM
ECAM ELECTRONIC CENTRALIZED AIRCRAFT FEIM FIELD ENGINEERING INVESTIGATION
MONITORING MEMO
ECS ENVIRONMENTAL CONTROL SYSTEM FFCCV FAN FRAME/COMPRESSOR CASE
ECU ELECTRONIC CONTROL UNIT VERTICAL (VIBRATION SENSOR)
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FI FLIGHT IDLE (F/I) HPSOV HIGH PRESSURE SHUTOFF VALVE
FLA FORWARD LOOKING AFT HPT HIGH PRESSURE TURBINE
FLX TO FLEXIBLE TAKE-OFF HPTC HIGH PRESSURE TURBINE CLEARANCE
FMGC FLIGHT MANAGEMENT AND GUIDANCE HPTCC HIGH PRESSURE TURBINE CLEARANCE
COMPUTER CONTROL
FMS FLIGHT MANAGEMENT SYSTEM HPTCCV HIGH PRESSURE TURBINE CLEARANCE
FMV FUEL METERING VALVE CONTROL VALVE
FOD FOREIGN OBJECT DAMAGE HPTR HIGH PRESSURE TURBINE ROTOR
FPA FRONT PANEL ASSEMBLY Hz HERTZ (CYCLES PER SECOND)
FPI FLUORESCENT PENETRANT INSPECTION
FRV FUEL RETURN VALVE I
FWC FLIGHT WARNING COMPUTER IDG INTEGRATED DRIVE GENERATOR
FWD FORWARD ID PLUG IDENTIFICATION PLUG
IFSD IN FLIGHT SHUT DOWN
G IGB INLET GEARBOX
GE GENERAL ELECTRIC IGN IGNITION
GEM GROUND-BASED ENGINE MONITORING IGV INLET GUIDE VANE
GI GROUND IDLE (G/I) in. INCH
g.in GRAM x INCHES I/O INPUT/OUTPUT
GMT GREENWICH MEAN TIME IOM INPUT OUTPUT MODULE
GSE GROUND SUPPORT EQUIPMENT IR INFRA RED
H K
HCF HIGH CYCLE FATIGUE K X 1000
HCU HYDRAULIC CONTROL UNIT
HDS HORIZONTAL DRIVE SHAFT L
HMU HYDROMECHANICAL UNIT lbs. POUNDS, WEIGHT
HP HIGH PRESSURE LCF LOW CYCLE FATIGUE
HPC HIGH PRESSURE COMPRESSOR LE (L/E) LEADING EDGE
HPCR HIGH PRESSURE COMPRESSOR ROTOR L/H LEFT HAND
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LP LOW PRESSURE N1ACT ACTUAL N1
LPC LOW PRESSURE COMPRESSOR N1DMD DEMANDED N1
LPT LOW PRESSURE TURBINE N1CMD COMMANDED N1
LPTC LOW PRESSURE TURBINE CLEARANCE N2 (NH) HP ROTOR ROTATIONAL SPEED
LPTCC LOW PRESSURE TURBINE CLEARANCE N2ACT ACTUAL N2
CONTROL NVM NON VOLATILE MEMORY
LPTR LOW PRESSURE TURBINE ROTOR O
LRU LINE REPLACEABLE UNIT OAT OUTSIDE AIR TEMPERATURE
LVDT LINEAR VARIABLE DIFFERENTIAL OGV OUTLET GUIDE VANE
TRANSFORMER OSG OVERSPEED GOVERNOR
M P
MO AIRCRAFT SPEED MACH NUMBER P0 AMBIENT STATIC PRESSURE
MCD MASTER CHIP DETECTOR P25 HPC INLET TOTAL AIR TEMPERATURE
MCL MAXIMUM CLIMB PCU PRESSURE CONVERTER UNIT
MCDU MULTIPURPOSE CONTROL AND PLA POWER LEVER ANGLE
DISPLAY UNIT PMC POWER MANAGEMENT CONTROL
MCL MAXIMUM CLIMB PMUX PROPULSION MULTIPLEXER
MCT MAXIMUM CONTINUOUS THRUST PS12 FAN INLET STATIC AIR PRESSURE
MDDU MULTIPURPOSE DISK DRIVE UNIT PS13 FAN OUTLET STATIC AIR PRESSURE
mm. MILLIMETERS PS3HP COMPRESSOR DISCHARGE STATIC AIR
MMEL MAIN MINIMUM EQUIPMENT LIST PRESSURE
MTBF MEAN TIME BETWEEN FAILURES psi POUNDS PER SQUARE INCH
MTBR MEAN TIME BETWEEN REMOVALS psia POUNDS PER SQUARE INCH ABSOLUTE
psid POUNDS PER SQUARE INCH
N DIFFERENTIAL
N1 (NL) LOW PRESSURE ROTOR psig POUNDS PER SQUARE INCH GAUGE
ROTATIONAL SPEED
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PSM POWER SUPPLY MODULE SDU SOLENOID DRIVER UNIT
PSS (ECU) PRESSURE SUB-SYSTEM SER SERVICE EVALUATION REQUEST
PSU POWER SUPPLY UNIT SFC SPECIFIC FUEL CONSUMPTION
PT TOTAL PRESSURE SG SPECIFIC GRAVITY
PT2 FAN INLET TOTAL AIR PRESSURE SLS SEA LEVEL STANDARD
(PRIMARY FLOW) (CONDITIONS : 29.92 in. Hg/59 F)
Q SMM STATUS MATRIX
QAD QUICK ATTACH DETACH SMP SOFTWARE MANAGEMENT PLAN
QTY QUANTITY S/N SERIAL NUMBER
SNECMA SOCIETE NATIONALE D’ETUDE ET
R DE CONSTRUCTION DE MOTEURS
RAM RANDOM ACCESS MEMORY D’AVIATION
RDS RADIAL DRIVE SHAFT SOAP SPECTROMETRIC OIL ANALYSIS
R/H RIGHT HAND PROGRAM
RPM REVOLUTIONS PER MINUTE SOL SOLENOID
RTD RESISTIVE THERMAL DEVICE SOV SHUT-OFF VALVE
RTV ROOM TEMPERATURE VULCANIZING S/R SERVICE REQUEST
(MATERIAL) S/V SHOP VISIT
RVDT ROTARY VARIABLE DIFFERENTIAL SVR SHOP VISIT RATE
TRANSFORMER SW SOFTWARE
S
SAC SINGLE ANNULAR COMBUSTOR T
SAV STARTER AIR VALVE T12 FAN INLET TOTAL AIR
SB SERVICE BULLETIN TEMPERATURE
SCU SIGNAL CONDITIONING UNIT T25 HPC INLET AIR TEMPERATURE
SD SYSTEM DISPLAY T3 HP COMPRESSOR DISCHARGE AIR
SDAC SYSTEM DATA ACQUISITION TEMPERATURE
CONCENTRATOR T49.5 EXHAUST GAS TEMPERATURE
SDI SOURCE/DESTINATION IDENTIFIER T5 LPT DISCHARGE TOTAL AIR
(BITS) (CF ARINC SPEC) TEMPERATURE
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TAT TOTAL AIR TEMPERATURE TRSOV THRUST REVERSER SHUTOFF VALVE
TBD TO BE DETERMINED TSI TIME SINCE INSTALLATION (HOURS)
TBV TRANSIENT BLEED VALVE TSN TIME SINCE NEW (HOURS)
T/E TRAILING EDGE TTL TRANSISTOR TRANSISTOR LOGIC
T/C THERMOCOUPLE
TC (T Case) HPT CASE TEMPERATURE U
TCC TURBINE CLEARANCE CONTROL UER UNSCHEDULED ENGINE REMOVAL
TCJ TEMPERATURE COLD JUNCTION
TECU ELECTRONIC CONTROL UNIT V
INTERNAL TEMPERATURE VAC VOLTAGE, ALTERNATING CURRENT
TEO ENGINE OIL TEMPERATURE VBV VARIABLE BLEED VALVE
TGB TRANSFER GEARBOX VDC VOLTAGE, DIRECT CURRENT
Ti TITANIUM VDT VARIABLE DIFFERENTIAL TRANSFORMER
TLA THRUST LEVER ANGLE VRT VARIABLE RESISTANCE TRANSDUCER
TM TORQUE MOTOR VSV VARIABLE STATOR VANE
TMC TORQUE MOTOR CURRENT
TO/GA TAKE OFF/GO AROUND W
T/O TAKE OFF WDM WATCHDOG MONITOR
T oil OIL TEMPERATURE WFM WEIGHT OF FUEL METERED
TPU TRANSIENT PROTECTION UNIT WOW WEIGHT ON WHEEL
T/R THRUST REVERSER
TRA THROTTLE RESOLVER ANGLE
TRDV THRUST REVERSER DIRECTIONAL
VALVE
TRF TURBINE REAR FRAME
TRPV THRUST REVERSER PRESSURIZING
VALVE
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ENGLISH/METRIC CONVERSIONS
METRIC/ENGLISH CONVERSIONS
1 mile= 1.609 km 1 lb = 0.454 kg

1 km = 0.621 mile 1 kg =2.205 lbs
1 ft = 0.3048 m or 30.48 cm 1 psi = 6.890 kPa or 6.89 x 10-2 bar

1 m = 3.281 ft. or 39.37 in. 1 Pa = 1.45 x 10-4 psi
1 kPa = 0.145 psi or 0.01 bar
1 in. = 0.0254 m or 2.54 cm 1 bar = 14.5 psi
1 cm = 0.3937 in.
°F = 1.8 x °C + 32
1 mil. = 25.4 10-6 m or 25.4mm °C = ( °F - 32 ) /1.8
1 mm = 39.37 mils.
1 in.2 = 6.45 cm²

1 m² = 10.76 sq. ft.
1 cm² = 0.155 sq.in.
1 USG = 3.785 l ( dm³ )
1 in.3 = 16.39 cm³

1 m³ = 35.31 cu. ft.
1 dm³ = 0.264 US gallon
1 cm³ = 0.061 cu.in.
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INTRODUCTION TO THE CFM56 FAMILY
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The CFM56 engine, a high by-pass, dual rotor, axial flow

turbofan, was designed in the mid 70’s.
It is a product of CFMI. CFM International is a company

jointly owned by GENERAL ELECTRIC (GE) of the USA,
and SOCIETE NATIONALE D’ETUDE ET DE
CONSTRUCTION DE MOTEURS D’AVIATION
(SNECMA) of France.
CFMI, with the full backing of parent companies holding

equal shares, has a dual function:
- Overall program management, on behalf of both GE
and SNECMA
- Single interface with customers for marketing and
product support
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DESIGN
DEVELOPMENT
MANUFACTURING
ASSEMBLY
Jointly owned company

Uses all GENERAL ELECTRIC and One program manager
SNECMA resources... One customer interface
...With work split 50/50
MARKETING PRODUCT SUPPORT
CUSTOMER SATISFACTION
CTC-214-001-00
CFM INTERNATIONAL ORGANIZATION
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Engine Applications
The following chart shows the various engine models for

the Airbus A319-A320-A321 aircraft.
The engine used on these aircraft is the CFM56-5B,

which has several different thrust ratings.
Ranging from 22000 to 33000 lbs of thrust, the CFM56-5B

is offered by CFMI as the common power source for the
entire Airbus A320 family.
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CFM56-5B5 (22,000 lbs)

CFM56-5B5/2 (22,000 lbs)
CFM56-5B5/P (22,000 lbs)
CFM56-5B5/2P (22,000 lbs)
CFM56-5B6 (23,500 lbs)
CFM56-5B6/2 (23,500 lbs)
CFM56-5B6/P (23,500 lbs)
CFM56-5B6/2P (23,500 lbs)
CFM56-5B7/P (27,000 lbs)
CFM56-5B4 (27,000 lbs)

CFM56-5B4/2 (27,000 lbs)
CFM56-5B4/P (27,000 lbs)
CFM56-5B4/2P (27,000 lbs)
CFM56-5B1 (30,000 lbs)

CFM56-5B1/2 (30,000 lbs)
CFM56-5B1/P (30,000 lbs)
CFM56-5B1/2P (30,000 lbs)
CFM56-5B2 (31,000 lbs)
CFM56-5B2/2 (31,000 lbs)
CFM56-5B2/P (31,000 lbs)
CFM56-5B2/2P (31,000 lbs)
CFM56-5B3/P (33,000 lbs)
CFM56-5B3/2P (33,000 lbs)
CTC-214-002-01
CFM56-5B FOR AIRBUS APPLICATIONS
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CFM56-5B MAIN CHARACTERISTICS
Type of engine Turbo fan Performance (*figures depend on engine model)
Arrangement Two spool axial flow - Take-off thrust (SLS) *22000 - 33000 lbs
Rotation Clockwise (ALF) - Take-off flat rated *86/30 to 113/45

Temperature °F/°C
Compressors
- Low Pressure: - Max climb thrust *5630 to 6420 lbs
Fan Stage 1
Booster Stages 2 to 5 - By-pass ratio *5.4:1 to 6:1
- High Pressure: - EGT red line 950°C

HP Compressor Stages 1 to 9
- 100% N1 (Low Pressure 5000 rpm
Combustion chamber Annular SAC (option DAC) Rotational Speed)
Turbines - N1 speed limit (red line) 104%

- HP Turbine Single stage
- LP Turbine Four stages - 100% N2 (High Pressure 14460 rpm
Rotational Speed)
Weight 2381 kg (5249 lbs)
- N2 speed limit (red line) 105%
Overall dimensions
- Length 2.94m (115.86 ins)
- Height 2.14m (83.65 ins)
- Width 1.97m (77.88 ins)
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CTC-214-003-00
CFM56-5B
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ENGINE GENERAL
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ENGINE GENERAL CONCEPT
The CFM56-5B 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.
The primary airflow passes through the inner portion of

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

(HPC) and goes to a combustor. Mixed with fuel and
ignited, the gas flow provides energy to a High Pressure
Turbine (HPT) and a Low Pressure Turbine (LPT).
The secondary airflow passes through the outer portion

of the fan blades, the Outlet Guide Vanes (OGV’s) and
exits through the nacelle discharge duct, producing
approximately 80 % of the total thrust. It also plays a role
in the thrust reverser system.
At static take-off power, the engine by-pass ratio is

between 5.4:1 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.
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SECONDARY FLOW
PRIMARY FLOW
THRUST
REVERSER
CTC-214-004-01
DESIGN AND OPERATION
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The CFM56-5B engine uses a maintenance concept - Spectrometric oil analysis program (S.O.A.P.): oil
called ‘On Condition Maintenance’. This means that the is sampled from the oil tank, and an analysis is
engine has no periodic overhaul schedules and can made of all microscopic (smaller than 10 microns)
remain installed under the wing until something important metal particles it contains. The nature and
occurs, or when lifetime limits of parts are reached. concentration of metal found indicates the
beginning of parts damage.
For this reason, to monitor and maintain the health of the
engine, different tools are available, which are: - Engine vibration monitoring system: sensors
located in various positions in the engine, send
- Engine performance trend monitoring, to evaluate vibration values to the on-board monitoring system.
engine deterioration over a period of use: engine When vibration values are excessive, the data
parameters, such as gas temperature, are recorded recorded can be used to take remedial balancing
and compared to those initially observed at engine action.
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.
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TREND MONITORING VIBRATION

MONITORING
BORESCOPE
INSPECTION
LUBE PARTICLE ANALYSIS S.O.A.P.
CTC-214-005-02
CONDITION MONITORING
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The CFM56-5B 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.
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5 BEARINGS
ACCESSORY LP SYSTEM
DRIVE
2 FRAMES
HP SYSTEM
2 SUMPS
CTC-214-006-01
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Main Engine Bearings
The engine contains five main bearings, which support

the rotors.
There are two types of bearings:

- Ball bearings, which absorb axial and radial loads
- Roller bearings, which absorb only radial loads
Bearings need permanent oil lubrication, so they are

located in the two dry sump cavities, which are pressure
sealed.
- The forward sump cavity houses No. 1, No. 2 and No. 3

bearings:
- No. 1 and No. 2 bearings hold the fan shaft
- No. 3 bearing holds the front of the HP shaft
- The rear sump cavity houses No. 4 and No. 5 bearings:

- No. 4 bearing holds the rear of the HP shaft
- No. 5 bearing holds the rear of the LPT shaft
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FAN FRAME
TURBINE FRAME
REAR SUMP
FORWARD HP SHAFT
SUMP
LP SHAFT
ACTUATOR BALLSCREW
FAN NUMBER 1 NUMBER 2 NUMBER 3 NUMBER 3 NUMBER 4 NUMBER 5

SHAFT BEARING BEARING BEARING BEARING BEARING BEARING
(BALL) (ROLLER) (BALL) (ROLLER) (ROLLER) (ROLLER)
CTC-214-007-01
MAIN ENGINE BEARINGS
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The CFM56-5B is a modular concept design engine. It

has 17 different modules that are enclosed within three
major modules and an accessory drive module.
The 4 modules are:

- The Fan Major Module
- The Core Engine Major Module
- The Low Pressure Turbine Major Module
- The Accessory Drive Module
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CORE ENGINE MAJOR MODULE

FAN MAJOR MODULE
LOW PRESSURE TURBINE

MAJOR MODULE
ACCESSORY DRIVE MODULE
CTC-214-008-01
MODULAR DESIGN
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FAN MAJOR MODULE
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FAN MAJOR MODULE
The fan major module is at the front of the engine

downstream from the air inlet cowl.
The main purposes of the fan major module are :

- to provide approximately 80% of the engine thrust
- to provide the engine/pylon front attachment
- to enclose the fan stage and Low Pressure
Compressor stages
- to provide structural rigidity in the front section
- to provide containment for front section major
deterioration and/or damage
- to provide noise reduction for the fan section
- to provide attachment for gearboxes and nacelle
equipment
- to provide attachment for the core engine
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STRUCTURAL CONTAINMENT
RIGIDITY IN OF ENGINE FRONT
FRONT SECTION SECTION MAJOR
DETERIORATION
ENCLOSES FAN SECTION

FAN STAGE AND NOISE
LP COMPRESSOR REDUCTION
STAGES
ATTACHMENT FOR
ENGINE/PYLON GEARBOXES, ENGINE/
FRONT SECTION NACELLE EQUIPMENT
ATTACHMENT
PROVIDES
80% THRUST ATTACHMENT FOR
SLS, STATIC CORE ENGINE
CONDITIONS
CTC-214-009-01
FAN MAJOR MODULE PURPOSES
EFFECTIVITY
72-00-01
BASIC ENGINE
Page 3
Dec 00
TOC
EF G
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 (not shown)
EFFECTIVITY
72-00-01
BASIC ENGINE
Page 4
Dec 00
TOC
EF G
FAN FRAME
MODULE
No.1 AND No.2

BEARING SUPPORT
MODULE
FAN AND
BOOSTER
MODULE
CTC-214-010-01
FAN SECTION
EFFECTIVITY
72-00-01
BASIC ENGINE
Page 5
Dec 00
TOC
EF G
EFFECTIVITY
72-00-01
BASIC ENGINE
Page 6
Dec 00
TOC
EF G
FAN AND BOOSTER
EFFECTIVITY
72-21-00
BASIC ENGINE
Page 1
Dec 00
TOC
EF G
FAN AND BOOSTER
The purposes of the fan and booster are :
- to accelerate air overboard to generate thrust

- to increase the pressure of the air directed to the
High Pressure Compressor (HPC)
After entering the air inlet cowl, the total engine airflow
passes through the fan rotor, which increases the air’s
kinetic energy.
Most of the airflow is ducted overboard producing

approximately 80% of the total thrust. The remainder is
directed through the booster, where it is pressurized
before entering the HPC.
EFFECTIVITY
72-21-00
BASIC ENGINE
Page 2
Dec 00
TOC
EF G
AIR INLET
COWL
FAN
SECTION
MODULE
AIR OVERBOARD
AIR TO THE BOOSTER
CTC-214-011-01
FAN AND BOOSTER MODULE
EFFECTIVITY
72-21-00
BASIC ENGINE
Page 3
Dec 00
TOC
EF G
FAN AND BOOSTER (CONTINUED)
The fan and booster is located at the front of the engine,

downstream from the air inlet cowl, and consists of :
- a spinner front cone
- a spinner rear cone
- a single stage fan rotor
- a four stage axial booster
Its rotating assembly is mounted on the fan shaft and its

fixed assembly is secured to the fan frame.
EFFECTIVITY
72-21-00
BASIC ENGINE
Page 4
Dec 00
TOC
EF G
FAN ROTOR
BOOSTER
SPINNER REAR
CONE
SPINNER FRONT
CONE
CTC-214-012-00
FAN AND BOOSTER DESIGN
EFFECTIVITY
72-21-00
BASIC ENGINE
Page 5
Dec 00
TOC
EF G
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.
EFFECTIVITY
72-21-00
BASIC ENGINE
Page 6
Dec 00
TOC
EF G
6 MOUNTING
OFFSET HOLE SCREW LOCATIONS
INDENT MOUNTING
MARK SCREW
3 JACKSCREW
LOCATIONS
CTC-214-013-00
SPINNER FRONT CONE
EFFECTIVITY
72-21-00
BASIC ENGINE
Page 7
Dec 00
TOC
EF G
Spinner rear cone
The rear cone prevents axial disengagement of spacers Both front and rear flanges have an offset hole to ensure
used in the fan blade retention system and correct installation and they are identified by indent
accommodates balancing screws used in fan trim and marks. On the front flange of the rear cone, the indent
static balance procedures. 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.
Unlike the name suggests, the spinner rear cone is not
really a cone. It is a hollow elliptical structure that is The rear cone also has an integrated air seal that is glued
mounted on interference fit flanges between the spinner to its inner rear flange.
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.
EFFECTIVITY
72-21-00
BASIC ENGINE
Page 8
Dec 00
TOC
EF G
REAR FLANGE
GLUED
SEAL
CRIMPED
SELF - LOCKING NUTS
12 MOUNTING
SCREW HOLES
JACKSCREW HOLE
CTC-214-014-00
REAR CONE
EFFECTIVITY
72-21-00
BASIC ENGINE
Page 9
Dec 00
TOC
EF G
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.
EFFECTIVITY
72-21-00
BASIC ENGINE
Page 10
Dec 00
TOC
EF G
FAN BLADE
FAN BLADE
SPACER
FAN DISK
BALANCING SCREWS
INDENT MARK
BALANCING SPACER
SCREWS
CTC-214-015-01
REAR CONE
EFFECTIVITY
72-21-00
BASIC ENGINE
Page 11
Dec 00
TOC
EF G
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.
EFFECTIVITY
72-21-00
BASIC ENGINE
Page 12
Dec 00
TOC
EF G
BOOSTER ROTOR
SPOOL ATTACHMENT
SPINNER REAR CONE
ATTACHMENT
FAN BLADE
RETAINING
SLOT (36)
INNER
FLANGE FOR
ATTACHMENT OF
THE FAN SHAFT
CTC-214-016-00
FAN DISK
EFFECTIVITY
72-21-00
BASIC ENGINE
Page 13
Dec 00
TOC
EF G
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.
EFFECTIVITY
72-21-00
BASIC ENGINE
Page 14
Dec 00
TOC
EF G
SPHERICAL
IMPRINT
1 1
5
5
OFFSET HOLE
BALANCE WEIGHT
LOCATION
CTC-214-017-00
FAN DISK FRONT FLANGE
EFFECTIVITY
72-21-00
BASIC ENGINE
Page 15
Dec 00
TOC
EF G
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 23ins (0.58m) 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.
EFFECTIVITY
72-21-00
BASIC ENGINE
Page 16
Dec 00
TOC
EF G
36 FAN BLADES
RETAINER LUG
DISK
SPACER
CTC-214-018-00
FAN BLADES
EFFECTIVITY
72-21-00
BASIC ENGINE
Page 17
Dec 00
TOC
EF G
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.
EFFECTIVITY
72-21-00
BASIC ENGINE
Page 18
Dec 00
TOC
EF G
MANUFACTURER CODE
MOMENTUM PART NUMBER
WEIGHT
F0301 337-000-114-0
206740
F0491 J023493
EXAMPLE SPECIFIC SERIAL NUMBER TUNGSTEN CARBIDE COATING

INDICATIONS SUB-CONTRACTOR
NUMBER
FAN BLADE
TUNGSTEN CARBIDE COATING
Cu-Ni-In COATING AND

MOLYBDENUM FILM
HARD COATING
SURFACE
SPECIFIC
INDICATIONS
CTC-214-019-01
FAN BLADE ROOT
EFFECTIVITY
72-21-00
BASIC ENGINE
Page 19
Dec 00
TOC
EF G
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 64 blades, stages 3 and 4 have 70 blades

each and stage 5 has 68 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.
EFFECTIVITY
72-21-00
BASIC ENGINE
Page 20
Dec 00
TOC
EF G
BOOSTER SPOOL BOOSTER BLADES
STG STG STG

2 3 4 STG
5
DOVETAIL SLOT
ROTATING
AIR SEAL
MOUNTING
FLANGE
FAN DISK
CTC-214-020-02
BOOSTER ROTOR
EFFECTIVITY
72-21-00
BASIC ENGINE
Page 21
Dec 00
TOC
EF G
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.
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.
EFFECTIVITY
72-21-00
BASIC ENGINE
Page 22
Dec 00
TOC
EF G
LOCKING BLADE
LOCKING NUT
CTC-214-021-01
BOOSTER BLADES
EFFECTIVITY
72-21-00
BASIC ENGINE
Page 23
Dec 00
TOC
EF G
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.
EFFECTIVITY
72-21-00
BASIC ENGINE
Page 24
Dec 00
TOC
EF G
BOLTS
SPLITTER
FAIRING
OUTER
SHROUD
STAGE
INNER 5
SHROUD VANE FAN
FRAME
BOOSTER STATOR
ASSEMBLY
INTERFERENCE
FIT
CTC-214-022-00
BOOSTER VANE ASSEMBLY
EFFECTIVITY
72-21-00
BASIC ENGINE
Page 25
Dec 00
TOC
EF G
Booster stator vane assembly (continued)
Stator vane stages 1 and 5 are welded to the outer

shroud and bonded on the inner shroud by the
application of abradable material.
Stator vane stages 2 to 4 are individually bolted to the

outer shroud.
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 100 vanes, stages 2 and 3 have 122 vanes

each, stage 4 has 116 vanes and stage 5 has 100 vanes.
EFFECTIVITY
72-21-00
BASIC ENGINE
Page 26
Dec 00
TOC
EF G
MOUNTING
FLANGE
OUTER
SHROUD
MOUNTING
FLANGE
BLADE
ABRADABLE
VANES MATERIAL
1 AND 5 VANES
2 TO 4
ROTATING
AIR SEAL
INNER SHROUD WITH
ABRADABLE MATERIAL
CTC-214-023-00
BOOSTER VANE DESIGN
EFFECTIVITY
72-21-00
BASIC ENGINE
Page 27
Dec 00
TOC
EF G
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 3 and 4 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.
EFFECTIVITY
72-21-00
BASIC ENGINE
Page 28
Dec 00
TOC
EF G
FAN OUTLET GUIDE VANE
BORESCOPE VIEW LONG RIGHT

THROUGH THE ANGLE EXTENSION
BOOSTER INLET
FAN BLADE
2 3 4
5
S03 S05
CTC-214-024-00
BOOSTER INSPECTION HOLES
EFFECTIVITY
72-21-00
BASIC ENGINE
Page 29
Dec 00
TOC
EF G
EFFECTIVITY
72-21-00
BASIC ENGINE
Page 30
Dec 00
TOC
EF G
No.1 AND No.2 BEARING SUPPORT MODULE
EFFECTIVITY
72-22-00
BASIC ENGINE
Page 1
Dec 00
TOC
EF G
NO 1 AND 2 BEARING SUPPORT MODULE
The No 1 and 2 bearing support module belongs to the

fan major module and its purpose is :
- to support the fan booster rotor
- to enclose the front section of the forward oil sump
- to support one of the vibration sensors
- to vent the forward sump
- to provide the fan speed indication
- to direct bearings lubrication
It is bolted to the fan frame front face and its front flange is
attached to the fan disk.
EFFECTIVITY
72-22-00
BASIC ENGINE
Page 2
Dec 00
TOC
EF G
SUPPORTS
ONE
VIBRATION VENTS THE
SENSOR FWD SUMP
ENCLOSES
FRONT SECTION PROVIDES FAN
OF FWD SUMP SPEED INDICATION
DIRECTS
BEARING
LUBRICATION
SUPPORTS
FAN AND BOOSTER
CTC-214-025-02
No.1 AND No.2 BEARING SUPPORT PURPOSES
EFFECTIVITY
72-22-00
BASIC ENGINE
Page 3
Dec 00
TOC
EF G
(CONTINUED)
The No 1 & 2 bearing support module takes up the loads

from the fan and booster rotor.
It consists of :
- the No 1 bearing support
- the No 1 ball bearing
- the No 2 bearing support
- the No 2 roller bearing
- the fan shaft
- a forward stationary air/oil seal
- an oil manifold assembly
- 5 external pipes
EFFECTIVITY
72-22-00
BASIC ENGINE
Page 4
Dec 00
TOC
EF G
OIL MANIFOLD No.2 BRG

SUPPORT
ASSEMBLY
No.1 BRG
SUPPORT
FORWARD
STATIONARY
AIR/OIL SEAL
No.2 ROLLER
BEARING
FAN SHAFT
SUMP PRESSURIZATION
No.1 BALL BEARING TUBE (x3)
CTC-214-026-01
No.1 AND No.2 BEARING SUPPORT MODULE
EFFECTIVITY
72-22-00
BASIC ENGINE
Page 5
Dec 00
TOC
EF G
(CONTINUED)
No 1 bearing support
The No 1 bearing support is a titanium casting. The forward end of the bearing support has holes which
allow oil to flow into a cavity at the bottom of the stationary
The front flange of the support holds the No 1 ball air/oil seal structure.
bearing and its rear outer flange is bolted to the fan
frame center hub. A scavenge oil tube, at the 6 o’clock position, connects
the forward end of the cavity with the forward sump oil
The rear inner flange holds the No 2 bearing support. scavenge collector inside the fan frame hub. This
scavenge circuit is also necessary during nose down
The support front flange provides an attachment to the attitudes, or high oil flow conditions, to prevent oil
No 1 bearing stationary air/oil seal and for the No 1 accumulation.
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,

through a coupling sleeve, into the scavenge oil collector.
EFFECTIVITY
72-22-00
BASIC ENGINE
Page 6
Dec 00
TOC
EF G
No.2 BEARING
SUPPORT
DRAIN
ORIFICE
No. 1 BEARING
SUPPORT
OIL SCAVENGE
TUBE
FWD SUMP OIL

SCAVENGE TUBE
6 O'CLOCK FAN
FRAME STRUT
CTC-214-027-01
No.1 BEARING SUPPORT
EFFECTIVITY
72-22-00
BASIC ENGINE
Page 7
Dec 00
TOC
EF G
(CONTINUED)
No 1 bearing
The No 1 ball bearing is a thrust bearing which takes up An oil baffle, installed on the sleeve forward of the No 1
the axial and radial loads generated by the low pressure bearing, uses centrifugal force to prevent oil from flooding
rotor system. the forward sump front oil seal. The baffle also acts as a
shim during bearing installation.
Its one-piece outer race is installed on the bearing
support and retained with a nut, keywasher and retaining
ring.
The inner race consists of two halves mounted on a

bearing sleeve and secured with a lock ring, retainer nut
(left-hand threads), keywasher and retaining ring.
The bearing sleeve forward outer diameter has two

series of sealing ribs to form the rotating element of the
forward sump front air/oil seal.
The sleeve forward bore has locating slots to lock onto

the shaft.
The rear of the center bore has circular and axial

grooves connecting to radial holes designed to supply
lube oil to the bearing inner race.
EFFECTIVITY
72-22-00
BASIC ENGINE
Page 8
Dec 00
TOC
EF G
FORWARD STATIONARY
AIR/OIL SEAL
No.1 BRG
SUPPORT
OIL SEAL
AIR SEAL
OUTER RACE
AND BALL
INNER RACE
RETAINER NUT
LOCATING
SLOT
FAN SHAFT
OIL BAFFLE
BEARING
SLEEVE INNER
RACE
CTC-214-028-01
No.1 BALL BEARING
EFFECTIVITY
72-22-00
BASIC ENGINE
Page 9
Dec 00
TOC
EF G
(CONTINUED)
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 front inner flange holds the No 2 bearing outer race.
There are a series of holes in the support to balance

internal pressures in the forward oil sump.
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.
EFFECTIVITY
72-22-00
BASIC ENGINE
Page 10
Dec 00
TOC
EF G
N1 SPEED
SENSOR SLEEVE
No.2 BEARING
SUPPORT
AIR PRESSURE
EQUALIZATION
HOLE
No.1/No.2 BEARING OIL

COUPLING TUBE
LOCATION
CTC-214-029-01
EFFECTIVITY
72-22-00
BASIC ENGINE
Page 11
Dec 00
TOC
EF G
(CONTINUED)
No 2 bearing
The No 2 roller bearing takes up some of the radial loads

from the fan and booster rotor.
Its outer race is bolted to the No 2 bearing support.
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 nut retainer and a
retaining ring.
The N1 speed sensor ring is located between the No 2

bearing inner race and the fan shaft.
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.
EFFECTIVITY
72-22-00
BASIC ENGINE
Page 12
Dec 00
TOC
EF G
RETAINING
SEAL NUT RETAINING
RING
FAN SHAFT
NUT RETAINER
No.2 BEARING
N1 SPEED SENSOR
INNER RACE
RING
CTC-214-030-02
No.2 ROLLER BEARING
EFFECTIVITY
72-22-00
BASIC ENGINE
Page 13
Dec 00
TOC
EF G
(CONTINUED)
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.
EFFECTIVITY
72-22-00
BASIC ENGINE
Page 14
Dec 00
TOC
EF G
DRIVE SPLINES
AIR/OIL
SEPARATOR DRIVE SPLINES
LOCATION INNER
INNER SHOULDER
SHOULDER
N1 SPEED SENSOR
RING LOCATION
AIR/OIL
SEPARATOR
CRIMPED
SELF-LOCKING
NUTS
CTC-214-031-01
FAN SHAFT
EFFECTIVITY
72-22-00
BASIC ENGINE
Page 15
Dec 00
TOC
EF G
(CONTINUED)
Air/oil separator
The air/oil separator uses centrifugal force to separate oil

particles from the air, which is then vented overboard.
It consists of a support ring, holding 12 sleeves, and is

held in position by a nut and keywasher.
Each sleeve has an integral restrictor slowing down the

air/oil mixture flowing out of the sump.
Oil vapors condense on the inner diameter of the sleeve

and are subjected to centrifugal force.
EFFECTIVITY
72-22-00
BASIC ENGINE
Page 16
Dec 00
TOC
EF G
OIL PARTICLES
SLEEVE (x12)
AIR VENTED OVERBOARD
SUPPORT RING
CTC-214-032-00
AIR/OIL SEPARATOR
EFFECTIVITY
72-22-00
BASIC ENGINE
Page 17
Dec 00
TOC
EF G
(CONTINUED)
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.
EFFECTIVITY
72-22-00
BASIC ENGINE
Page 18
Dec 00
TOC
EF G
N1 SPEED
SENSOR
RING
THICKER
TOOTH
POSITIONING
LUG
N1 SPEED
SENSOR
CTC-214-033-01 N1 SPEED SENSOR RING
EFFECTIVITY
72-22-00
BASIC ENGINE
Page 19
Dec 00
TOC
EF G
(CONTINUED)
Forward stationary air/oil seal
The forward stationary air/oil seal limits the engine

forward sump at its front end and ducts air for seal
pressurization.
It is a composite material structure bolted to the No 1

bearing support front flange.
Its forward end has two separate lands coated with

abradable material that surrounds sealing ribs on the
bearing sleeve. These ribs form the rotating element of
the forward sump front air/oil seal.
Space located between the seal inner and outer skin is

divided into 5 independent compartments for
pressurization, drainage and oil scavenge.
EFFECTIVITY
72-22-00
BASIC ENGINE
Page 20
Dec 00
TOC
EF G
SEAL PRESSURIZATION
COMPARTMENT
ABRADABLE
MATERIAL LANDS OIL DRAINAGE OIL SCAVENGE
COMPARTMENT COMPARTMENT
CTC-214-034-01
FORWARD STATIONARY AIR/OIL SEAL
EFFECTIVITY
72-22-00
BASIC ENGINE
Page 21
Dec 00
TOC
EF G
(CONTINUED)
Oil manifold assembly
The oil manifold assembly supplies oil from the fan frame The No 1 bearing manifold is secured to the inner forward
hub to the No 1 & 2 bearings. end of the No 1 bearing support. It has two oil nozzles
and one end fitting which connects the manifold with the
The assembly is installed on the No 1 & 2 bearing forward end of the No 1 & 2 bearing oil tube assembly.
support and consists of :
- No 1 & 2 bearing oil tube assembly The No 2 bearing oil tube fits into the aft end of the No 1 &
- A removable coupling tube 2 bearing oil tube assembly and is routed through the No
- No 1 bearing manifold 2 bearing support. It has one nozzle and this is secured
- No 2 bearing oil tube to the aft flange of the support.
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, at the 9 o’clock position.
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.
EFFECTIVITY
72-22-00
BASIC ENGINE
Page 22
Dec 00
TOC
EF G
OIL COUPLING
TUBE
No.2 BRG
OIL NOZZLE
OIL MANIFOLD
ASSEMBLY
No.1 BRG
OIL NOZZLES
CTC-214-035-00
BEARINGS LUBRICATION SYSTEM
EFFECTIVITY
72-22-00
BASIC ENGINE
Page 23
Dec 00
TOC
EF G
(CONTINUED)
No 1 ball bearing lubrication
The No 1 bearing oil manifold has two nozzles at

approximately the 9 and 3 o’clock positions. These
nozzles direct oil jets into a cavity formed by the fan shaft
and the No 1 bearing inner race retaining nut.
The oil flows between the No 1 bearing sleeve and the

fan shaft and through holes drilled in the sleeve. The oil
then goes between the two halves of the inner race to
lubricate the bearing.
EFFECTIVITY
72-22-00
BASIC ENGINE
Page 24
Dec 00
TOC
EF G
No.1 BEARING
OIL NOZZLE (X2)
OIL
FLOW
BEARING
SLEEVE
FAN INNER RACE

SHAFT RETAINING NUT
CTC-214-036-01 No.1 BALL BEARING LUBRICATION CIRCUIT
EFFECTIVITY
72-22-00
BASIC ENGINE
Page 25
Dec 00
TOC
EF G
(CONTINUED)
No 2 roller bearing lubrication
The single nozzle No 2 bearing oil tube directs an oil jet

straight onto the rollers of the No 2 bearing.
EFFECTIVITY
72-22-00
BASIC ENGINE
Page 26
Dec 00
TOC
EF G
OIL INLET
No.2 BRG OIL

NOZZLE
CTC-214-037-01
No.2 ROLLER BEARING LUBRICATION CIRCUIT
EFFECTIVITY
72-22-00
BASIC ENGINE
Page 27
Dec 00
TOC
EF G
(CONTINUED)
External piping Oil scavenge
The external piping consists of 5 tubes mounted This tube connects to a compartment at the bottom of the
externally on the No 1 bearing support. stationary air/oil seal structure. This compartment is
opened to the sump cavity at the rear of the No 1 bearing.
Their purposes are : It is installed at the 6 o’clock position.
- 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.
EFFECTIVITY
72-22-00
BASIC ENGINE
Page 28
Dec 00
TOC
EF G
AIR
A AIR PRESSURIZATION
TUBE (x3)
A
FWD STATIONARY
AIR/OIL SEAL
A A
B OIL
C B DRAIN TUBE
OIL
C OIL SCAVENGE TUBE
CTC-214-038-01
EXTERNAL PIPING
EFFECTIVITY
72-22-00
BASIC ENGINE
Page 29
Dec 00
TOC
EF G
EFFECTIVITY
72-22-00
BASIC ENGINE
Page 30
Dec 00
TOC
EF G
FAN FRAME MODULE
EFFECTIVITY
72-23-00
BASIC ENGINE
Page 1
Dec 00
TOC
EF G
FAN FRAME MODULE
The fan frame module is the structure at the front of the

engine.
Its main purposes are :

- to provide ducting for both the primary and
secondary airflows.
- to transmit power plant thrust to the aircraft.
- to support the LPC rotor, through the No 1 & 2
bearing support.
- to support the front of the HPC rotor through the No
3 bearing support.
- to enclose the fan and booster.
- to support various engine accessories.
- to minimize fan area noise levels.
- to provide attachment for the forward engine mounts,
front handling trunnions and lifting points.
- to support the fan inlet cowl.
- to provide a connection between gearboxes and core
engine rotor.
EFFECTIVITY
72-23-00
BASIC ENGINE
Page 2
Dec 00
TOC
EF G
SUPPORTS ENCLOSES
SUPPORTS FAN INLET FAN AND BOOSTER
ENGINE COWL
ACCESSORIES
TRANSMITS
PROVIDES POWER PLANT
GROUND HANDLING THRUST TO
PROVISIONS AIRCRAFT
ACTUATOR BALLSCREW
PROVIDES SUPPORTS
DUCTING ENGINE ROTORS
FOR PRIMARY MECHANICAL
AND SECONDARY LOADS
AIRFLOWS
PROVIDES A
CONNECTION
MINIMIZES BETWEEN
FAN AREA GEARBOXES/CORE
NOISE LEVEL ENGINE ROTOR
CTC-214-039-01
FAN FRAME MODULE MAIN PURPOSES
EFFECTIVITY
72-23-00
BASIC ENGINE
Page 3
Dec 00
TOC
EF G
FAN FRAME MODULE (CONTINUED)
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
72-23-00
BASIC ENGINE
Page 4
Dec 00
TOC
EF G
UPSTREAM DOWNSTREAM
FAN FAN
INLET INLET
CASE CASE
FAN CASE FAN FRAME
ACTUATOR BALLSCREW
RADIAL DRIVE
SHAFT HOUSING
FAN OUTLET
GUIDE VANE
CTC-214-040-00
FAN FRAME MODULE
EFFECTIVITY
72-23-00
BASIC ENGINE
Page 5
Dec 00
TOC
EF G
The fan inlet case The fan inlet case
The main purposes of the fan inlet case are to provide : The fan inlet case is a weldment structure and it is
- attachment of the engine inlet cowl and the support attached to the fan frame outer front flange with bolts.
and transmission of attachment loads from this
point to the fan frame The outer surface has flanges and ribs to give more
- fan blade containment strength to the case during engine operation and to
- attachment points for acoustic panels provide attachment for equipment brackets.
- an abradable liner for the fan blade tips
- a housing for the OGV assembly It also has 2 hoisting points, at the 2 and 10 o’clock
- AGB/TGB mount fittings and links positions, for ground handling purposes, 2 AGB mounts
and various other mounting devices for engine
equipment.
The fan inlet case is made up of two sections :

- The upstream fan inlet case
- The downstream fan inlet case
EFFECTIVITY
72-23-00
BASIC ENGINE
Page 6
Dec 00
TOC
EF G
DOWNSTREAM
FAN INLET CASE
MOUNTING FLANGE
UPSTREAM
FAN INLET CASE
FAN FRAME
OUTER FLANGES
OGV ASSEMBLY
ACOUSTICAL
PANELS
AGB / TGB MOUNT

ABRADABLE LINER
OUTER RIBS
FAN INLET COWL
MOUNTING FLANGE
CTC-214-041-01
FAN INLET CASE ASSEMBLY
EFFECTIVITY
72-23-00
BASIC ENGINE
Page 7
Dec 00
TOC
EF G
The upstream fan inlet case
The upstream fan inlet case is a weldment structure

made of steel alloy.
The case is bolted onto the downstream fan case front

flange.
Its inner surface houses 6 forward acoustic panels, 6 fan

mid acoustic panels and also provides an abradable
shroud which faces the fan blade tips.
The downstream fan inlet case
The downstream inlet case is made of aluminium alloy.
It supports the upstream fan inlet case and is bolted on

the fan frame outer front flange.
Its inner surface houses 12 aft acoustic panels.
The downstream fan inlet case houses the OGV

assembly.
EFFECTIVITY
72-23-00
BASIC ENGINE
Page 8
Dec 00
TOC
EF G
ABRADABLE FAN AFT FAN

SHROUD ACOUSTICAL FRAME
PANELS CASING
FAN
FORWARD
ACOUSTICAL FAN MID
PANELS ACOUSTICAL OUTLET
PANELS GUIDE
VANE
FRONT ENGINE
MOUNT
CTC-214-043-01
FAN INLET CASE DESIGN
EFFECTIVITY
72-23-00
BASIC ENGINE
Page 9
Dec 00
TOC
EF G
The Outlet Guide Vane (OGV) assembly
The OGV assembly is housed in the downstream fan There are 2 unplugged holes on the inner shroud,
inlet case and its purpose is to direct and smooth the between the 3 and 4 o’clock positions, to enable
secondary airflow to increase thrust efficiency. It also borescope inspection of the booster vane assemblies.
plays a role in noise reduction. One is located between the OGV’s 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
72-23-00
BASIC ENGINE
Page 10
Dec 00
TOC
EF G
OUTLET OGV OUTER
GUIDE INNER UNPLUGGED PLATFORM
VANE SHROUD BORESCOPE
HOLES
3
S0
5
S0
SPLITTER OGV
FAIRING
INNER
PLATFORM
CTC-214-044-02
FAN OUTLET GUIDE VANES
EFFECTIVITY
72-23-00
BASIC ENGINE
Page 11
Dec 00
TOC
EF G
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.
EFFECTIVITY
72-23-00
BASIC ENGINE
Page 12
Dec 00
TOC
EF G
THRUST REVERSER
LOAD TAKE-UP
ENGINE FORWARD
MOUNTS
HPC CASING
ACTUATOR BALLSCREW
MOUNTING
BOOSTER MODULE
ATTACHMENT
No.1 AND No.2

BEARING SUPPORT No.3 BEARING SUPPORT
LOAD TAKE-UP LOAD TAKE-UP
CTC-214-045-01
FAN FRAME MAIN PURPOSES
EFFECTIVITY
72-23-00
BASIC ENGINE
Page 13
Dec 00
TOC
EF G
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.
EFFECTIVITY
72-23-00
BASIC ENGINE
Page 14
Dec 00
TOC
EF G
OUTER CASE
SECONDARY
AIRFLOW RADIAL
STRUTS
CENTER
HUB
PRIMARY
AIRFLOW
FORWARD
LOOKING MID-BOX
AFT STRUCTURE
CTC-214-046-01
FAN FRAME DESIGN
EFFECTIVITY
72-23-00
BASIC ENGINE
Page 15
Dec 00
TOC
EF G
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.
EFFECTIVITY
72-23-00
BASIC ENGINE
Page 16
Dec 00
TOC
EF G
T/R ADAPTOR FAN INLET CASE
RING SECURING FLANGE
FRONT HANDLING
TRUNNION
N˚ C.T. DGAC
DGAC AGREMENT
DE PRODUCTION N˚
N˚ D'ORDRE
CONFIG
POUSSEE
DECOL
(daN)
1
TURBOREACTEUR CFM56
POUSSEE
MAXI CONT
(daN)
TAKE OFF
THRUST
(lb)
TURBOFAN
FAA TC N˚
FAA
PRODUCTION C N˚
SERIAL N˚
RATED TO MODEL CONFIGURATION IDENTIFIED BELOW
MAXI CONT N1
THRUST TRIM
(lb)
SERV BUL
ENGINE DATA
PLATE
TGB
IMSP. MFD BY
DATE
CONTR FAB PAR
COMPLY
CTC-214-047-01
FAN FRAME OUTER SURFACE
EFFECTIVITY
72-23-00
BASIC ENGINE
Page 17
Dec 00
TOC
EF G
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 1 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 1, 4, 7 and 10), 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 No 1 bearing vibration sensor cable (strut No 4).
- The N1 speed sensor and the forward sump oil drain
(strut No 6).
- The TGB radial drive shaft and scavenge tube (strut
No 7).
- The forward sump oil supply tube (strut No 10).
EFFECTIVITY
72-23-00
BASIC ENGINE
Page 18
Dec 00
TOC
EF G
AFT LOOKING FORWARD
MID BOX STRUCTURE
PRIMARY AIRFLOW
1
SECONDARY AIRFLOW
12 2
STRUT N˚ 1 BEARING
VIBRATION SENSOR
11 3 CABLE
HUB
10 4 OUTER CASING
FORWARD 9 5
SUMP OIL
SUPPLY TUBE
8 6
N1 SPEED SENSOR
OUTER RADIAL DRIVE AND DRAIN CAVITY
SHAFT HOUSING AND
OIL SCAVENGE TUBE
CTC-214-048-02
FAN FRAME RADIAL STRUTS
EFFECTIVITY
72-23-00
BASIC ENGINE
Page 19
Dec 00
TOC
EF G
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.
The compartments formed between the adjacent struts,

house eleven variable bleed valves (VBV’s) and one
master VBV, which is located between struts 10 and 11.
EFFECTIVITY
72-23-00
BASIC ENGINE
Page 20
Dec 00
TOC
EF G
STRUT 11
STRUT 10
VBV COMPARTMENTS
SECONDARY
AIRFLOW
PRIMARY
AIRFLOW
AFT
LOOKING
FORWARD MID-BOX STRUCTURE
CTC-214-050-02
MID-BOX STRUCTURE
EFFECTIVITY
72-23-00
BASIC ENGINE
Page 21
Dec 00
TOC
EF G
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.
EFFECTIVITY
72-23-00
BASIC ENGINE
Page 22
Dec 00
TOC
EF G
BOOSTER
ASSY
SECONDARY AIR FLOW
FAN DUCT PANEL

MID-BOX
STRUCTURE
SLIDE
HPC CASE
MOUNTING FLANGE
SCOOP
PRIMARY AIR FLOW
VBV DOORS
CTC-214-051-01
MID-BOX STRUCTURE
EFFECTIVITY
72-23-00
BASIC ENGINE
Page 23
Dec 00
TOC
EF G
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.
NOTE: On older models, there is a port on its rear face

to supply air for the Rotor Active Clearance Control
(RACC) system, but on newer models this function is no
longer used.
EFFECTIVITY
72-23-00
BASIC ENGINE
Page 24
Dec 00
TOC
EF G
BOOSTER AIR TAPPINGS

RACC AIR
TO FWD STATIONARY
SUPPLY
AIR/OIL SEAL (3)
(OLD VERSIONS ONLY)
REAR STATIONARY
AIR/OIL SEAL
BOOSTER AIR TAPPINGS
TO MID-SUMP
PRESSURIZATION SEAL (4)
FORWARD STATIONARY
AIR/OIL SEAL
CTC-214-052-01
FAN FRAME CENTER HUB
EFFECTIVITY
72-23-00
BASIC ENGINE
Page 25
Dec 00
TOC
EF G
The radial drive shaft housing
Strut No 7, 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 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.
EFFECTIVITY
72-23-00
BASIC ENGINE
Page 26
Dec 00
TOC
EF G
RADIAL DRIVE
SHAFT
SHAFT MID-LENGTH
ROLLER BEARING INNER RADIAL DRIVE
SHAFT HOUSING
FAN FRAME
THICK STRUT
(6 O'CLOCK)
OIL SCAVENGE
TUBE
OUTER RADIAL
SHAFT HOUSING
CTC-214-053-00
RADIAL DRIVE SHAFT HOUSING
EFFECTIVITY
72-23-00
BASIC ENGINE
Page 27
Dec 00
TOC
EF G
EFFECTIVITY
72-23-00
BASIC ENGINE
Page 28
Dec 00
TOC
EFG
EFFECTIVITY
72-00-02
BASIC ENGINE
Page 1
Dec 00
TOC
EFG
The core engine is a high pressure, high speed, gas The core engine consists of the following :
generator that produces the power to drive the engine.
The HPC.
Fan discharge air is compressed in the High Pressure - HPC rotor.
Compressor (HPC), heated and expanded in the - HPC front stator.
combustion chamber. It is then directed by the High - HPC rear stator.
Pressure Turbine (HPT) nozzles onto the HPT rotor.
Energy not extracted from the gas stream by the HPT The combustion section.
rotor is used to drive the Low Pressure Turbine (LPT), fan - Combustor casing.
rotors and booster. - Combustion chamber.
The forward end of the core is supported by the No 3 ball The HPT.
and roller bearings, located in the fan frame. - HPT nozzle.
- HPT rotor.
The aft end is supported by the No 4 roller bearing, - HPT shroud & Stage 1 LPT nozzle.
located in the HPT rotor rear shaft.
EFFECTIVITY
72-00-02
BASIC ENGINE
Page 2
Dec 00
TOC
EFG
COMBUSTION
HIGH PRESSURE CASE
COMPRESSOR STATOR
COMBUSTOR
HIGH PRESSURE
TURBINE NOZZLES
FUEL NOZZLES
HIGH PRESSURE
HPC STATOR TURBINE SHROUDS
STAGE 1 LPT
HIGH PRESSURE NOZZLES
COMPRESSOR ROTOR
#3 BEARING
#4 BEARING
HIGH PRESSURE
HPC
TURBINE ROTOR
ROTOR
AIR DUCT
CTC-214-071-01
EFFECTIVITY
72-00-02
BASIC ENGINE
Page 3
Dec 00
TOC
EFG
EFFECTIVITY
72-00-02
BASIC ENGINE
Page 4
Dec 00
TOC
EFG
HIGH PRESSURE COMPRESSOR
EFFECTIVITY
72-30-00
BASIC ENGINE
Page 1
Dec 00
TOC
EFG
THE HIGH PRESSURE COMPRESSOR (HPC)
The HPC is a 9-stage compressor and its main purpose is

to increase the pressure of the air as it passes from stage
to stage, to supply the combustor section.
The HPC also has pipe connections that duct 4th, 5th, and
9th stage bleed air for both engine and aircraft use.
The HPC is mounted between the fan frame and the

combustor case.
It consists of the following modules :

- The compressor rotor
- The compressor front stator
- The compressor rear stator
EFFECTIVITY
72-30-00
BASIC ENGINE
Page 2
Dec 00
TOC
EFG
HIGH PRESSURE
COMPRESSOR FRONT STATOR
HIGH PRESSURE COMPRESSOR
REAR STATOR
HIGH PRESSURE
COMPRESSOR ROTOR
9th. STAGE
5th. STAGE BLEED AIR
4th. STAGE BLEED AIR
BLEED AIR
CTC-214-072-01
HP COMPRESSOR SECTION
EFFECTIVITY
72-30-00
BASIC ENGINE
Page 3
Dec 00
TOC
EFG
EFFECTIVITY
72-30-00
BASIC ENGINE
Page 4
Dec 00
TOC
EFG
COMPRESSOR ROTOR
EFFECTIVITY
72-31-00
BASIC ENGINE
Page 1
Dec 00
TOC
EFG
THE HIGH PRESSURE COMPRESSOR
The compressor rotor
The compressor rotor increases the velocity of fan booster

discharge air, which is pressurized by the stator before
entering the combustion section.
It is housed in the compressor case and the rotor front end

is supported by the No 3 bearing.
Its rear end is bolted to the HPT front shaft, through the
rear rotating (CDP) air seal.
EFFECTIVITY
72-31-00
BASIC ENGINE
Page 2
Dec 00
TOC
EFG
REAR ROTATING
(CDP) AIR SEAL
FRONT SHAFT
SUPPORTED BY
THE No.3 BEARING
HPT
FRONT SHAFT
CTC-214-073-01
HP COMPRESSOR ROTOR
EFFECTIVITY
72-31-00
BASIC ENGINE
Page 3
Dec 00
TOC
EFG
THE HIGH PRESSURE COMPRESSOR (CONTINUED)
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
EFFECTIVITY
72-31-00
BASIC ENGINE
Page 4
Dec 00
TOC
EFG
STAGE 4-9 SPOOL

REAR ROTATING
STAGE 3 (CDP) AIR SEAL
DISK
STAGE 1
BLADES
ROTOR STAGE 9
SHAFT BLADES
STAGE 1-2 SPOOL
CTC-214-074-01
HP COMPRESSOR ROTOR DESIGN
EFFECTIVITY
72-31-00
BASIC ENGINE
Page 5
Dec 00
TOC
EFG
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.
EFFECTIVITY
72-31-00
BASIC ENGINE
Page 6
Dec 00
TOC
EFG
STAGE 1-2 SPOOL

STAGE 4-9 SPOOL
STAGE 3 DISK
HPC ROTOR SHAFT REAR ROTATING

(CDP) AIR SEAL
CTC-214-075-01
THE COMPRESSOR ROTOR
EFFECTIVITY
72-31-00
BASIC ENGINE
Page 7
Dec 00
TOC
EFG
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.
EFFECTIVITY
72-31-00
BASIC ENGINE
Page 8
Dec 00
TOC
EFG
SEATING
SHOULDER
COOLING AIR HOLE
SPLINES
LOCKING
SLOTS
THREADS PILOT
LANDS
CTC-214-076-01
HPC ROTOR SHAFT DESIGN
EFFECTIVITY
72-31-00
BASIC ENGINE
Page 9
Dec 00
TOC
EFG
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.
EFFECTIVITY
72-31-00
BASIC ENGINE
Page 10
Dec 00
TOC
EFG
STAGE 1-2 SPOOL

MOUNTING
STAGE 1-2 SPOOL
FLANGE
INTER-STAGE
LABYRINTH SEALS
INTER-STAGE
LABYRINTH
HPC ROTOR
SHAFT
STAGE 1
STAGE 2
CTC-214-077-01
HPC STAGE 1-2 SPOOL
EFFECTIVITY
72-31-00
BASIC ENGINE
Page 11
Dec 00
TOC
EFG
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.
EFFECTIVITY
72-31-00
BASIC ENGINE
Page 12
Dec 00
TOC
EFG
DOVETAIL SLOT
RETAINER
HOOKS
RETAINER HOOKS
DISK
BORE
DISK
WEB
MATING
SURFACES
CTC-214-078-00
HPC STAGE 3 DISK
EFFECTIVITY
72-31-00
BASIC ENGINE
Page 13
Dec 00
TOC
EFG
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.
EFFECTIVITY
72-31-00
BASIC ENGINE
Page 14
Dec 00
TOC
EFG
HPC STAGE 1 HPC STAGE 2
STAGE 2
RING RETAINER
STAGE 3
RING
RETAINER
STAGE 1
RING RETAINER
HPC STAGE 3
STAGE 3 RING RETAINER
CTC-214-079-00
HPC FRONT SPOOL BLADE RETENTION SYSTEM
EFFECTIVITY
72-31-00
BASIC ENGINE
Page 15
Dec 00
TOC
EFG
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.
EFFECTIVITY
72-31-00
BASIC ENGINE
Page 16
Dec 00
TOC
EFG
AIR
SEAL DISK
STAGE 4-9
SPOOL
STAGE 3 DISK
AIR
SEAL DISK
STAGE 4-9 SPOOL
CTC-214-080-01
HPC STAGE 4-9 SPOOL
EFFECTIVITY
72-31-00
BASIC ENGINE
Page 17
Dec 00
TOC
EFG
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.
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.
EFFECTIVITY
72-31-00
BASIC ENGINE
Page 18
Dec 00
TOC
EFG
STAGE 4 TO 9 HPC BLADES DETAIL A
PLATFORM
CUT-OUT
BLADE
LOCKING
LUGS
SEAL WIRES
BLADE
LOADING
SLOT
CTC-214-081-00
HPC REAR SPOOL BLADE RETENTION SYSTEM
EFFECTIVITY
72-31-00
BASIC ENGINE
Page 19
Dec 00
TOC
EFG
The stage 4-9 spool (continued)
The stage 4-9 blades fit into the circumferential dovetail

grooves on the spool :
- Stages 6 & 7 have 82 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.
EFFECTIVITY
72-31-00
BASIC ENGINE
Page 20
Dec 00
TOC
EFG
STANDARD
BLADE
LOCKING BLADE
(NOTCH ON
CONVEX PLATFORM)
BLADE
LOCK
LOCKING BLADE
(NOTCH ON CONCAVE
PLATFORM)
CTC-214-082-00
INSTALLATION OF THE LOCKING BLADES AND BLADE LOCKS
EFFECTIVITY
72-31-00
BASIC ENGINE
Page 21
Dec 00
TOC
EFG
Rotor blades design
All the blades are squealer tip types and stage 1 blades
have an integral 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.
EFFECTIVITY
72-31-00
BASIC ENGINE
Page 22
Dec 00
TOC
EFG
FILLET
RADIUS
SQUEALER TIP
TUNGSTEN
TUNGSTEN CARBIDE
TUNGSTEN
CARBIDE EROSION
CARBIDE
STIFFENER COATING COATING
COATING
(CONCAVE (CONCAVE
(CONCAVE
SIDE ONLY) SIDE ONLY)
SIDE ONLY)
AL-BR COATING
AL-BR COATING
RTV COLLOIDAL
IDENT
IDENT IDENT RTV NUMBER GRAPHITE
NUMBER NUMBER (2 PLACES)
STAGE 1 STAGE 2-3 STAGE 4 TO 9
CTC-214-083-01
ROTOR BLADES DESIGN
EFFECTIVITY
72-31-00
BASIC ENGINE
Page 23
Dec 00
TOC
EFG
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.
EFFECTIVITY
72-31-00
BASIC ENGINE
Page 24
Dec 00
TOC
EFG
HPC SPOOL HP TURBINE

STAGE 4-9 SHAFT FRONT
FLANGE SEAL TEETH
SEAL TEETH
HPC REAR ROTATING

(CDP) AIR SEAL
CTC-214-084-01
HPC REAR ROTATING AIR SEAL
EFFECTIVITY
72-31-00
BASIC ENGINE
Page 25
Dec 00
TOC
EFG
EFFECTIVITY
72-31-00
BASIC ENGINE
Page 26
Dec 00
TOC
EFG
COMPRESSOR FRONT STATOR
EFFECTIVITY
72-32-00
BASIC ENGINE
Page 1
Dec 00
TOC
EFG
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.
EFFECTIVITY
72-32-00
BASIC ENGINE
Page 2
Dec 00
TOC
EFG
FAN FRAME
COMBUSTOR
CASE
HPC STATOR
CASE
CTC-214-085-00
HPC FRONT STATOR LOCATION
EFFECTIVITY
72-32-00
BASIC ENGINE
Page 3
Dec 00
TOC
EFG
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.
EFFECTIVITY
72-32-00
BASIC ENGINE
Page 4
Dec 00
TOC
EFG
VARIABLE STATOR
STAGES UPPER CASE
VSV ACTUATOR
FIXED STATOR STAGES

SPLIT LINE
LOWER CASE
VSV ACTUATOR
INLET GUIDE VANES
CTC-214-086-00
HPC FRONT STATOR DESIGN
EFFECTIVITY
72-32-00
BASIC ENGINE
Page 5
Dec 00
TOC
EFG
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.
EFFECTIVITY
72-32-00
BASIC ENGINE
Page 6
Dec 00
TOC
EFG
UPPER
CASE
HPC FRONT
STATOR ASSY
BLEED PORTS
AIR INLET
HPC BORESCOPE
DISCHARGE PORTS
CUSTOMER
BLEED
BORESCOPE
HPC ROTOR PORTS
ASSY
LOWER CASE
CTC-214-087-01
HPC FRONT STATOR DESIGN
EFFECTIVITY
72-32-00
BASIC ENGINE
Page 7
Dec 00
TOC
EFG
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.
EFFECTIVITY
72-32-00
BASIC ENGINE
Page 8
Dec 00
TOC
EFG
NUT
OUTER WASHER
LEVER ARM
OUTER
BUSHING
ACTUATION
RING
STATOR CASE
TRUNNION IGV
INNER WASHER
STG 1
STG 2
VANE
CTC-214-088-00
VSV UPPER END CONNECTION
EFFECTIVITY
72-32-00
BASIC ENGINE
Page 9
Dec 00
TOC
EFG
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.
EFFECTIVITY
72-32-00
BASIC ENGINE
Page 10
Dec 00
TOC
EFG
IGV
INNER END
INNER TRUNNION
BUSHING
BOLT
NUT
AFT
SECTION
FORWARD
SECTION
UPPER SHROUD HALVES
CTC-214-089-01
INLET GUIDE VANE INNER END CONNECTION
EFFECTIVITY
72-32-00
BASIC ENGINE
Page 11
Dec 00
TOC
EFG
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.
EFFECTIVITY
72-32-00
BASIC ENGINE
Page 12
Dec 00
TOC
EFG
VANE
HEADED PINS
SHROUD
HEADED PIN
INNER BUSHING
INNER
BUSHINGS
SEAL
CTC-214-090-00
VSV SHROUD SEGMENTS INSTALLATION
EFFECTIVITY
72-32-00
BASIC ENGINE
Page 13
Dec 00
TOC
EFG
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.
EFFECTIVITY
72-32-00
BASIC ENGINE
Page 14
Dec 00
TOC
EFG
OUTER SHROUD
PLATFORM
RAIL STATOR VANE
SECTOR
VANES
SEGMENT
INNER GUIDES
PLATFORM
RAIL TRAILING EDGE
BRAZED JOINTS
SEAL SLOTS
STAGE 5
ANTI-ROTATION
STOP
CTC-214-091-01
HPC VANE SECTOR INSTALLATION
EFFECTIVITY
72-32-00
BASIC ENGINE
Page 15
Dec 00
TOC
EFG
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).
EFFECTIVITY
72-32-00
BASIC ENGINE
Page 16
Dec 00
TOC
EFG
THREADED
BUSHING
VSV ACTUATOR LEVER ARM BOLT
GUIDE
HEADED
UPPER PIN
ECU ACTUATION
RING
CONNECTING
LINK
LOWER BUSHING
HMU ACTUATION STRAIGHT
RING PIN
THREADED
HOLES
ACTUATION
RING
BELLCRANK VSV ACTUATOR

ASSEMBLIES
CTC-214-092-01
VSV ACTUATION SYSTEM
EFFECTIVITY
72-32-00
BASIC ENGINE
Page 17
Dec 00
TOC
EFG
EFFECTIVITY
72-32-00
BASIC ENGINE
Page 18
Dec 00
TOC
EFG
COMPRESSOR REAR STATOR
EFFECTIVITY
72-33-00
BASIC ENGINE
Page 1
Dec 00
TOC
EFG
The rear stator
The HPC rear stator plays a role in increasing the air

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

case.
EFFECTIVITY
72-33-00
BASIC ENGINE
Page 2
Dec 00
TOC
EFG
COMBUSTOR CASE
HPC FRONT
STATOR CASING
STAGE 9
HPC REAR STATOR

CASING STAGE 6-8
CTC-214-093-01
REAR STATOR LOCATION
EFFECTIVITY
72-33-00
BASIC ENGINE
Page 3
Dec 00
TOC
EFG
The rear stator (continued)
The rear stator aft flange is cantilever mounted on the

inner flange of the rear stator support.
The rear stator support outer flange is installed between

the front stator and the combustor case.
All flanges are close tolerance rabbeted diameters and

are bolted to make a strong assembly.
The forward end of the rear stator assembly is held

radially by a pilot diameter at stage 5 of the front stator
case. This gives accurate concentricity between the front
and rear stator case assemblies.
EFFECTIVITY
72-33-00
BASIC ENGINE
Page 4
Dec 00
TOC
EFG
RABBETED DIAMETER
REAR STATOR
SUPPORT
PILOT DIAMETER
STAGE 6
VANE SLOT
CTC-214-094-01
HPC REAR STATOR INSTALLATION
EFFECTIVITY
72-33-00
BASIC ENGINE
Page 5
Dec 00
TOC
EFG
The rear stator (continued)
The rear stator case is made up of two halves bolted

together at their 3 and 9 o’clock split-line flanges.
The casing halves are a matched set machined from a

zinc-nickel-cobalt alloy forging.
The casings have internal machined circumferential slots

that hold the fixed vanes of stages 6, 7 and 8.
The vanes are assembled into segments and each stage

has 10 segments.
Each casing half is equipped with an anti-rotation stop,

which keeps the segments in position.
All stages of vanes have a honeycomb shroud on their

inner diameter that faces rotor seal teeth to make inter-
stage air seals.
The casing has borescope ports for inspection of internal

areas.
EFFECTIVITY
72-33-00
BASIC ENGINE
Page 6
Dec 00
TOC
EFG
VANE SEGMENT
ANTI-ROTATION
STOP
STAGE 6
STAGE 7
STAGE 8 BORESCOPE
PORTS
SPLIT FLANGE
SPLIT FLANGE
CTC-214-095-02
HPC REAR STATOR ASSEMBLY
EFFECTIVITY
72-33-00
BASIC ENGINE
Page 7
Dec 00
TOC
EFG
Borescope ports
There are 9 plugged borescope ports on the lower stator

case, at approximately the 5 o’clock position, and they are
numbered S1 thru S9, where S1 is the most forward.
S7, S8 and S9 plugs have a particular design. They are

double plugs.
The inner thread engages the HPC rear stator case, while
the outer thread is tightened on the HPC case.
A spring-loaded system enables the outer plug to drive

the inner plug.
Both the inner and outer plugs have specific torque

values.
EFFECTIVITY
72-33-00
BASIC ENGINE
Page 8
Dec 00
TOC
EFG
S4
S6 S5
FWD S3
S2
S1 TOP VERTICAL
S9
S8 S1 TO S9
S7 AFT LOOKING FORWARD
S6 BORESCOPE PLUG
( S1 TO S6 )
S6 S5
S9 BORESCOPE PLUG ASSEMBLY S7 S4
S9 S8 S3
( S7 TO S9 ) S2
S1
CTC-214-096-02
HPC BORESCOPE PORTS
EFFECTIVITY
72-33-00
BASIC ENGINE
Page 9
Dec 00
TOC
EFG
EFFECTIVITY
72-33-00
BASIC ENGINE
Page 10
Dec 00
TOC
EFG
COMBUSTION SECTION
EFFECTIVITY
72-40-00
BASIC ENGINE
Page 1
Dec 00
TOC
EFG
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
72-40-00
BASIC ENGINE
Page 2
Dec 00
TOC
EFG
FUEL NOZZLE x20
IGNITER PLUGS x2 LPT

STATOR
9TH STAGE BLEED AIR

ENERGY
HIGH PRESSURE
COMPRESSOR ANNULAR HIGH PRESSURE
COMBUSTION TURBINE
CHAMBER
CTC-214-097-01
COMBUSTOR DESIGN
EFFECTIVITY
72-40-00
BASIC ENGINE
Page 3
Dec 00
TOC
EFG
THE COMBUSTION SECTION (CONTINUED)
The front face of the combustor is attached to the rear of

the HPC.
Its rear face is bolted onto the LPT module front flange.
The rear part of the combustor houses the High Pressure

Turbine (HPT) module and stage 1 LPT nozzle.
The combustion section consists of :

- the combustion case
- the combustion chamber
EFFECTIVITY
72-40-00
BASIC ENGINE
Page 4
Dec 00
TOC
EFG
COMBUSTION
CASE
COMBUSTION CASE
REAR FLANGE
COMBUSTION CASE
FRONT FLANGE
HP TURBINE
SECTION
COMBUSTION
CHAMBER
CTC-214-098-01
COMBUSTOR INTERFACES
EFFECTIVITY
72-40-00
BASIC ENGINE
Page 5
Dec 00
TOC
EFG
EFFECTIVITY
72-40-00
BASIC ENGINE
Page 6
Dec 00
TOC
EFG
COMBUSTION CASE
EFFECTIVITY
72-41-00
BASIC ENGINE
Page 1
Dec 00
TOC
EFG
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.
EFFECTIVITY
72-41-00
BASIC ENGINE
Page 2
Dec 00
TOC
EFG
COOLING AIR
TO HPT SHROUD
BORESCOPE
BOSSES (4)
AFT FLANGE
DIFFUSER
FUEL NOZZLE
PAD (20)
PS3 PAD (1)
OUTLET GUIDE
VANES
BORESCOPE
BOSSES (2)
COOLING AIR
TO LPT STAGE 1
9TH STAGE BLEED AIR IGNITER BOSS
CTC-214-099-01
COMBUSTION CASE DESIGN
EFFECTIVITY
72-41-00
BASIC ENGINE
Page 3
Dec 00
TOC
EFG
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).
EFFECTIVITY
72-41-00
BASIC ENGINE
Page 4
Dec 00
TOC
EFG
HPT SHROUD AIR
CLERANCE CONTROL (2)
BORESCOPE
BOSS (4)
FUEL NOZZLE
PAD (20)
BORESCOPE
BOSS (2)
CUSTOMER
BLEED (4)
LTP STAGE 1
COOLING AIR (4)
IGNITER BOSS (2)
FUEL NOZZLES (20) AND MANIFOLDS
CTC-214-100-02
COMBUSTOR CASE NOZZLES AND PADS
EFFECTIVITY
72-41-00
BASIC ENGINE
Page 5
Dec 00
TOC
EFG
EFFECTIVITY
72-41-00
BASIC ENGINE
Page 6
Dec 00
TOC
EFG
COMBUSTION CHAMBER
EFFECTIVITY
72-42-00
BASIC ENGINE
Page 1
Dec 00
TOC
EFG
The combustion chamber The swirl nozzles and dome
The combustion chamber is a short annular structure The dome is made of both cast and machined
housed in the combustion case. components.
It is installed between the HPC stator stage 9 and the It is bolted at its inner and outer ends to the liners and
HPT nozzle. cowls.
The swirl nozzles and the liners, which provide additional The dome contains the spectacle plate, which supports
combustion and cooling air, produce an efficient fuel/air 20 primary swirl nozzles, 20 secondary swirl nozzles,
mixture providing a uniform combustion pattern and low sleeves and deflectors.
thermal stresses.
The swirl nozzles, sleeves and deflectors mix air and fuel.
It consists of :
- the swirl fuel nozzles and deflectors (the dome) The surface of the dome is cooled by a layer of air from
- the outer and inner cowls the HPC discharge (CDP) airflow.
- the outer and inner liners
EFFECTIVITY
72-42-00
BASIC ENGINE
Page 2
Dec 00
TOC
EFG
OUTER LINER
HPT NOZZLE
OUTER COWL
SPECTACLE
PLATE
PRIMARY SWIRL SLEEVE
NOZZLE
INNER LINER
HPC STATOR DEFLECTOR

STAGE 9
SECONDARY
INNER COWL SWIRL NOZZLE
CTC-214-101-02
COMBUSTION CHAMBER
EFFECTIVITY
72-42-00
BASIC ENGINE
Page 3
Dec 00
TOC
EFG
The outer and inner cowls The outer and inner liners
The outer and inner cowls form the front end of the The outer and inner liners are of an integral design with
combustor and are designed to give a constant and stable overhung panels which contain closely spaced holes for
airflow to the combustion chamber. cooling purposes. To lower turbine inlet gas temperature,
the liners also have dilution holes, which produce
They are made from a nickel-chrome alloy and are additional combustion and cooling air.
attached to the forward end of the outer and inner liners
and the dome by 80 bolts, which are tack welded at their Both inner and outer liners have a thermal barrier coating
heads. on their inner surfaces.
The tack weld must be carefully ground off in order to The outer liner has 2 ferrules for installation of the spark
remove the bolts and separate the cowls from the liners igniters and locator ridges* to ensure correct alignment
and dome. 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.
EFFECTIVITY
72-42-00
BASIC ENGINE
Page 4
Dec 00
TOC
EFG
OUTER LINER
OUTER LINER
COOLING
HOLES
INNER COWL
OUTER INNER
COWL LINER
SWIRL INNER LINER
NOZZLE
DILUTION
HOLES
INNER
COWL
LOCATOR RIDGE
IGNITER FERRULE
(2 LOCATIONS)
OUTER
COWL
CTC-214-103-01
OUTER AND INNER COWLS AND LINERS
EFFECTIVITY
72-42-00
BASIC ENGINE
Page 5
Dec 00
TOC
EFG
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.
EFFECTIVITY
72-42-00
BASIC ENGINE
Page 6
Dec 00
TOC
EFG
OUTER LINER
"S" SHAPED MOUNTING
FLANGE
COMBUSTION LOCATOR
CHAMBER RIDGE
FUEL NOZZLE
LUG RING
AFT SEAL
HPT NOZZLE
INNER LINER
MOUNTING FLANGE
HPT FORWARD INNER
NOZZLE SUPPORT
CTC-214-105-01
OUTER AND INNER LINERS REAR MOUNTING
EFFECTIVITY
72-42-00
BASIC ENGINE
Page 7
Dec 00
TOC
EFG
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
72-42-00
BASIC ENGINE
Page 8
Dec 00
TOC
EFG
BORESCOPE PORT
LOCATIONS (ALF) S12
S15
S13
S10
S11 IGNITER
COMBUSTION CASE
IGNITER
S14
FWD
BORESCOPE PLUG
IGNITER (S10, S11)
S12, S13, S14, S15
CTC-214-106-02
COMBUSTION CASE BORESCOPE PORTS
EFFECTIVITY
72-42-00
BASIC ENGINE
Page 9
Dec 00
TOC
EFG
EFFECTIVITY
72-42-00
BASIC ENGINE
Page 10
Dec 00
TOC
EFG
HIGH PRESSURE TURBINE
EFFECTIVITY
72-50-00
BASIC ENGINE
Page 1
Dec 00
TOC
EFG
THE HIGH PRESSURE TURBINE (HPT)
The HPT converts the kinetic energy of gasses from the

combustion chamber into torque to drive the HPC.
It is housed in the combustion case and is a single-stage

air cooled assembly that consists of :
- the HPT nozzle
- the HPT rotor
- the HPT shroud and stage 1 LPT nozzle
EFFECTIVITY
72-50-00
BASIC ENGINE
Page 2
Dec 00
TOC
EFG
COMBUSTOR CASE
STAGE 1
LPT NOZZLE
HPT NOZZLE HPT ROTOR
HPT SHROUD
CTC-214-107-02
THE HIGH PRESSURE TURBINE
EFFECTIVITY
72-50-00
BASIC ENGINE
Page 3
Dec 00
TOC
EFG
EFFECTIVITY
72-50-00
BASIC ENGINE
Page 4
Dec 00
TOC
EFG
HIGH PRESSURE TURBINE NOZZLE
EFFECTIVITY
72-51-00
BASIC ENGINE
Page 1
Dec 00
TOC
EFG
THE HIGH PRESSURE TURBINE
The HPT nozzle
The HPT nozzle directs the gas flow from the combustion
chamber onto the blades of the HPT rotor at an angle that
will give the greatest performance during all operating
conditions.
The HPT nozzle consists of :

- 21 nozzle segments of 2 vanes each
- the forward and aft inner supports
- the aft outer stationary seal
EFFECTIVITY
72-51-00
BASIC ENGINE
Page 2
Dec 00
TOC
EFG
HPT NOZZLE
X 21
AFT INNER
SUPPORT
BOLT SHIELD
FWD INNER SUPPORT

OUTER STATIONARY
SEAL
CTC-214-108-00
HIGH PRESSURE TURBINE NOZZLE ASSEMBLY
EFFECTIVITY
72-51-00
BASIC ENGINE
Page 3
Dec 00
TOC
EFG
THE HIGH PRESSURE TURBINE (CONTINUED)
The nozzle segments
The 21 HPT nozzle segments are assemblies made up of The nozzle inner and outer platform sides have metal
2 vanes brazed onto inner and outer platforms. seals, held in place by grease at installation, to prevent
air leakage.
Each vane is a cast shell divided into forward and aft
cooling compartments by an inner rib. The forward inner and outer platform seals are pushed
against the combustion case inner and outer liners by
The vanes and platforms are cooled by CDP air, which springs. The vanes rear outer platform seal is pushed
enters the vane compartments through inserts in the inner against the shroud support by spring-loaded clips.
and outer ends of the vanes.
The vanes rear inner platforms are supported by forward
The air exits through holes in the vane’s leading edge and aft inner supports.
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.
EFFECTIVITY
72-51-00
BASIC ENGINE
Page 4
Dec 00
TOC
EFG
OUTER VANE
PLATFORM
COOLING INNER RIB

COMPARTMENT
SEALS
COOLING
SLOT
COOLING COOLING
HOLE COMPARTMENT
COOLING INNER SEALS
SLOTS PLATFORM
CTC-214-109-00
HP TURBINE NOZZLE SEGMENTS
EFFECTIVITY
72-51-00
BASIC ENGINE
Page 5
Dec 00
TOC
EFG
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.
EFFECTIVITY
72-51-00
BASIC ENGINE
Page 6
Dec 00
TOC
EFG
AIR DEFLECTOR
INDUCER
FORWARD INNER
SUPPORT BODY
FRONT
FLANGE
AFT FLANGE
CTC-214-110-00
HPT NOZZLE FORWARD INNER SUPPORT
EFFECTIVITY
72-51-00
BASIC ENGINE
Page 7
Dec 00
TOC
EFG
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.
EFFECTIVITY
72-51-00
BASIC ENGINE
Page 8
Dec 00
TOC
EFG
HPT
NOZZLE
SEAL HPT NOZZLE

RING
NOZZLE SEGMENT
ENGAGEMENT PIN
PRESSURE
SEAL
SEAL
RETAINER
AFT INNNER
SUPPORT
D-HEAD
BOLT
INNER SUPPORT
FORWARD INNER
SUPPORT
CTC-214-111-00
HPT NOZZLE INNER SUPPORT
EFFECTIVITY
72-51-00
BASIC ENGINE
Page 9
Dec 00
TOC
EFG
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.
EFFECTIVITY
72-51-00
BASIC ENGINE
Page 10
Dec 00
TOC
EFG
COMBUSTOR
CASE AFT
FLANGE
HPT NOZZLE
HPT NOZZLE
OUTER STATIONARY SEAL
HONEYCOMB
SEALS
HPT INNER
NOZZLE SUPPORT
CTC-214-112-00
OUTER STATIONARY SEAL
EFFECTIVITY
72-51-00
BASIC ENGINE
Page 11
Dec 00
TOC
EFG
EFFECTIVITY
72-51-00
BASIC ENGINE
Page 12
Dec 00
TOC
EFG
HIGH PRESSURE TURBINE ROTOR
EFFECTIVITY
72-52-00
BASIC ENGINE
Page 1
Dec 00
TOC
EFG
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
72-52-00
BASIC ENGINE
Page 2
Dec 00
TOC
EFG
HPT BLADES
FORWARD ROTATING
AIR SEAL
HPT DISK
FRONT SHAFT
HPT REAR
SHAFT
CTC-214-113-01
HPT ROTOR DESIGN
EFFECTIVITY
72-52-00
BASIC ENGINE
Page 3
Dec 00
TOC
EFG
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.
EFFECTIVITY
72-52-00
BASIC ENGINE
Page 4
Dec 00
TOC
EFG
COMBUSTOR
CASE
HPT NOZZLE
HPT FRONT SHAFT
BALANCE WEIGHTS
CDP ROTOR DAMPER FORWARD HPT REAR

AIR SEAL SLEEVE ROTATING SHAFT
AIR SEAL
CTC-214-153-02
HPT FRONT SHAFT LOCATION
EFFECTIVITY
72-52-00
BASIC ENGINE
Page 5
Dec 00
TOC
EFG
The forward rotating air seal
The forward rotating air seal is made of nickel chrome

alloy. It 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.
EFFECTIVITY
72-52-00
BASIC ENGINE
Page 6
Dec 00
TOC
EFG
CDP AIR
PASSAGE
CDP AIR
PASSAGE HOLE
BOLT HOLES
FRONT
HPT
SHAFT
DISK
HUB
FORWARD
MOUNTING FLANGE
WEB
CTC-214-114-01
FORWARD ROTATING AIR SEAL
EFFECTIVITY
72-52-00
BASIC ENGINE
Page 7
Dec 00
TOC
EFG
The disk
The HPT disk is made of nickel chrome alloy. It 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.
EFFECTIVITY
72-52-00
BASIC ENGINE
Page 8
Dec 00
TOC
EFG
WEB
RIM
TURBINE BLADE
FLANGE
SUPPORT
HPC 4th. STAGE

CDP AIR
COOLING AIR
HUB
FORWARD
MOUNTING DOVETAIL
SLOT BOOSTER REAR
FLANGE
AIR SHAFT
CTC-214-115-02
HP TURBINE DISK
EFFECTIVITY
72-52-00
BASIC ENGINE
Page 9
Dec 00
TOC
EFG
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.
EFFECTIVITY
72-52-00
BASIC ENGINE
Page 10
Dec 00
TOC
EFG
BLADES AFT BLADE RETAINER
FORWARD ROTATING
AIR SEAL
SEAL RING
CTC-214-116-02
HPT BLADE RETAINERS
EFFECTIVITY
72-52-00
BASIC ENGINE
Page 11
Dec 00
TOC
EFG
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.
EFFECTIVITY
72-52-00
BASIC ENGINE
Page 12
Dec 00
TOC
EFG
FILM COOLING
TIP FILM
TIP SHELF COOLING HOLES
AIR SLOTS
TIP
AIRFOIL
PLATFORM TRAILING
LEADING
EDGE EDGE
SEAL LIP
DOVETAIL
CDP AIR
ROOT
CTC-214-117-00
HP TURBINE BLADE
EFFECTIVITY
72-52-00
BASIC ENGINE
Page 13
Dec 00
TOC
EFG
Borescope ports
Borescope ports S16 and S17, at the aft of the

combustion case at approximately the 5 and 8 o’clock
positions, can be used to inspect the trailing edge of the
HPT blades.
Igniter ports S10 and S11, and combustion case ports

S12 through S15 can be used to inspect the leading edge
of the HPT blades.
EFFECTIVITY
72-52-00
BASIC ENGINE
Page 14
Dec 00
TOC
EFG
BORESCOPE PORT
LOCATIONS (ALF)
S12
S15
S13
S17 S10
S11 IGNITER
IGNITER S14, S16
FWD
FWD
S16, S17
BORESCOPE PLUG
S16 OR S17
CTC-214-118-01
HPT BORESCOPE PORTS
EFFECTIVITY
72-52-00
BASIC ENGINE
Page 15
Dec 00
TOC
EFG
The rear shaft
The rear shaft is made of nickel chrome alloy. It 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.
EFFECTIVITY
72-52-00
BASIC ENGINE
Page 16
Dec 00
TOC
EFG
AIR SEAL
SERRATIONS
BOLT HOLES
HPT DISK
BEARING
JOURNAL
AFT AIR
SEAL
LPT ROTOR COOLING
AIR PASSAGE
BOOSTER
DISCHARGE
AIR
COOLING OIL MOUNTING FLANGE
BOOSTER AIR PASSAGE
HPC AIR DUCT AFT SUMP PRESSURIZATION

AIR PASSAGE
CTC-214-119-01
HP TURBINE REAR SHAFT
EFFECTIVITY
72-52-00
BASIC ENGINE
Page 17
Dec 00
TOC
EFG
EFFECTIVITY
72-52-00
BASIC ENGINE
Page 18
Dec 00
TOC
EFG
HIGH PRESSURE TURBINE SHROUD AND STAGE 1 NOZZLE
EFFECTIVITY
72-53-00
BASIC ENGINE
Page 1
Dec 00
TOC
EFG
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
72-53-00
BASIC ENGINE
Page 2
Dec 00
TOC
EFG
HPTCC MANIFOLD LPT STATOR
COMBUSTOR CASE
STAGE 1
LPT NOZZLE
HPT SHROUD
CTC-214-120-02
HPT SHROUD & STAGE 1 LPT NOZZLE
EFFECTIVITY
72-53-00
BASIC ENGINE
Page 3
Dec 00
TOC
EFG
The shroud and stage 1 LPT nozzle assembly
The HPT shroud and stage 1 LPT nozzle assembly

consists of :
- an air impingement manifold
- shroud/nozzle support
- HPT shroud hangers
- HPT shrouds
- the stage 1 nozzle
- the inner and stationary air seals
EFFECTIVITY
72-53-00
BASIC ENGINE
Page 4
Dec 00
TOC
EFG
LPT NOZZLE
AIR IMPINGEMENT COOLING
MANIFOLD FOR HPTCC
SHROUD
NOZZLE SUPPORT
SHROUD
HANGERS
STAGE 1
LPT NOZZLE
SHROUD
ASSEMBLY
"C" CLIPS
STATIONARY
AIR SEAL
INNER AIR SEAL
CTC-214-121-01
HPT SHROUD AND STAGE 1 LPT NOZZLE ASSEMBLY
EFFECTIVITY
72-53-00
BASIC ENGINE
Page 5
Dec 00
TOC
EFG
The air impingement manifold
The air impingement manifold circulates 4th and 9th stage

bleed air for HPT clearance control and LPT nozzle
cooling.
It is a brazed fabrication made from a nickel-chrome alloy.
The manifold is made up of 2 half-rings, the upper and

lower, that are bolted together at their 3 and 9 o’clock
split-line flanges.
Bushings with spacers, inserted through the combustion

case, supply bleed air to 2 holes on the manifolds outer
surface at approximately the 1 and 7 o’clock positions.
There are 3 air supply tubes on the manifolds inner

surface, which circulate the air to cool down the HPT
shroud for clearance control.
Small holes allow the air to blow onto the shroud support.
The air is then re-circulated into a cavity to be mixed with
HPC 4th stage air.
A series of holes around the rear of the manifold supply

HPC 4th stage air from the cavity formed with the
combustion case, to cool down the 1st stage of the LPT.
EFFECTIVITY
72-53-00
BASIC ENGINE
Page 6
Dec 00
TOC
EFG
HPC 4th AND 9th STAGE BUSHING
BLEED AIR HPC 4th STAGE AIR
SPACER SHROUD
UPPER SUPPORT
COMBUSTION
MANIFOLD
CASE
HALF-RING
SEALING SURFACE
(HPT SHROUD SUPPORT)
MANIFOLD
AIR SUPPLY AIR SUPPLY
TUBES TUBES
1 O'CLOCK POSITION
APPROX.
LOWER
MANIFOLD
HALF-RING
CTC-214-122-02
AIR IMPINGEMENT MANIFOLD
EFFECTIVITY
72-53-00
BASIC ENGINE
Page 7
Dec 00
TOC
EFG
The shroud/nozzle support
The shroud/nozzle support assembly forms the outer shell Also at the rear section, there are 96 holes with bushings
of the HPT shroud and stage 1 LPT nozzle assembly. to allow passage of HPC 4th stage air to cool down the
LPT nozzle.
It is made of a nickel chrome alloy.
On the support’s inner surface, 3 heat shields are
It provides the area for the air impingement manifold on its installed.
outer surface and supports the HPT shrouds and the
outer platforms of the LPT nozzle segments on its inner
surface.
The support’s front flange is secured to the combustion

case with slab-head bolts.
Its rear flange is pinched between the combustion case

rear flange and the LPT stator case front flange. An
external pressure seal is installed between the support’s
aft flange and the stage 1 LPT nozzle.
There are 2 borescope bosses, which are installed

through its rear section at approximately the 5 and 8
o’clock positions, to enable inspection of the trailing edge
of the HPT blades.
EFFECTIVITY
72-53-00
BASIC ENGINE
Page 8
Dec 00
TOC
EFG
SUPPORT
BORESCOPE BOSS
FWD HEAT
SHIELD NUT
SLABBED
HEAD BOLT
EXTERNAL
PRESSURE SEAL
LPT COOLING HOLES
BUSHING
AFT HEAT SHIELD
FWD HEAT MID HEAT SHIELD

SHIELD
BUSHING
FWD HEAT
SHIELD PIN
FWD HEAT
SHIELD
CTC-214-123-01
SHROUD/NOZZLE SUPPORT ASSEMBLY
EFFECTIVITY
72-53-00
BASIC ENGINE
Page 9
Dec 00
TOC
EFG
The shroud hangers
The HPT shroud hangers carry the shroud segments on

their inner surface.
They provide a cooling area between the segments and

the shroud/nozzle support reducing the risk of damage to
the support due to thermal stresses.
The shroud hangers have machined runners on their

forward and aft faces, which slide into mating slots on the
shroud/nozzle support.
There are 14 hangers each carrying 3 shrouds.
There are numerous seals, which slot between and into

both hanger and shroud intersections, to prevent hot air
leakage.
Individual C-clip retainers, which are also air sealed, hold

the shrouds in position on the hangers.
EFFECTIVITY
72-53-00
BASIC ENGINE
Page 10
Dec 00
TOC
EFG
SHROUD AND NOZZLE

SUPPORT
AFT HEAT SHIELD

MID HEAT SHIELD
SHROUD HANGER
C-CLIP RETAINERS
SEALS
SHROUDS
SEAL
SEALS
CTC-214-124-01
HPT SHROUD HANGERS
EFFECTIVITY
72-53-00
BASIC ENGINE
Page 11
Dec 00
TOC
EFG
The shrouds
The HPT shrouds have a smooth abradable surface that

can endure blade tip rub and prevent erosion from hot
exhaust gasses.
The shrouds are made of Rene N5.
There are 42 individually replaceable shrouds each

having their own C-clip retainer, which holds the shroud
in place in slots on the hanger.
Shroud expansion is controlled throughout engine

operation to increase HPT efficiency.
CDP air passes between the shroud/nozzle support and

the shroud segments for cooling purposes. It exits
through holes drilled in the shroud and goes back into the
primary flow to the LPT nozzles.
EFFECTIVITY
72-53-00
BASIC ENGINE
Page 12
Dec 00
TOC
EFG
HPT SHROUD
SEGMENT
RETAINING
CLIP
COOLING HOLE
SHROUD
SEGMENTS
RUB SURFACE
CTC-214-125-00
HP TURBINE SHROUD
EFFECTIVITY
72-53-00
BASIC ENGINE
Page 13
Dec 00
TOC
EFG
The Low Pressure Turbine (LPT) nozzle
The LPT nozzle directs high velocity gasses from the

HPT rotor onto the blades of the LPT rotor stage 1.
The assembly consists of 24 nozzle segments of 4 vanes

each and the nozzle segments outer and inner locating
lips are mechanically locked into the shroud/nozzle
support.
The forward lip prevents axial movement of the HPT

shroud retainer clips.
The inner air seal and the stationary air seal are bolted
together and held in place on the inner platforms of the
LPT nozzle.
HPC 4th stage cooling air is directed into cooling air duct
bores in the nozzle segments and seals are installed
between the segments to avoid air leakage.
The cooling air exits through holes in the vane’s trailing

edge and through the vane roots and inner seal to cool
the HPT disk rear face. The air also passes through the
stationary air seal to cool down the LPT rotor.
EFFECTIVITY
72-53-00
BASIC ENGINE
Page 14
Dec 00
TOC
EFG
HPC STAGE 4
COOLING AIR
OUTER LOCATING
LIP
ANTI-ROTATION
SLOT COOLING AIR DUCT
BORES
STAGE 1
LPT NOZZLE
INNER LOCATING
LIP SHROUD
FORWARD LIP RETAINER CLIP
LEADING EDGE HONEYCOMB

SEAL
COOLING AIR STATIONARY

EXIT HOLES AIR SEAL
INNER
PLATFORM
SEAL STRIP
SLOTS
INNER AIR
SEAL
HONEYCOMB
SEAL
CTC-214-126-01
STAGE 1 LPT NOZZLE SEGMENT
EFFECTIVITY
72-53-00
BASIC ENGINE
Page 15
Dec 00
TOC
EFG
EFFECTIVITY
72-53-00
BASIC ENGINE
Page 16
Dec 00
TOC
EFG
LOW PRESSURE TURBINE MAJOR MODULE
EFFECTIVITY
72-00-03
BASIC ENGINE
Page 1
Dec 00
TOC
EFG
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
72-00-03
BASIC ENGINE
Page 2
Dec 00
TOC
EFG
TURBINE FRAME
LPT ROTOR /
STATOR
ASSEMBLY
LPT SHAFT
CTC-214-128-00
LOW PRESSURE TURBINE MODULE
EFFECTIVITY
72-00-03
BASIC ENGINE
Page 3
Dec 00
TOC
EFG
EFFECTIVITY
72-00-03
BASIC ENGINE
Page 4
Dec 00
TOC
EFG
LPT ROTOR / STATOR MODULE
EFFECTIVITY
72-54-00
BASIC ENGINE
Page 1
Dec 00
TOC
EFG
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
72-54-00
BASIC ENGINE
Page 2
Dec 00
TOC
EFG
REAR FLANGE
ROTOR ASSEMBLY
FRONT FLANGE
INNER FLANGE STATOR ASSEMBLY
CTC-214-129-01
LPT ROTOR/STATOR MODULE
EFFECTIVITY
72-54-00
BASIC ENGINE
Page 3
Dec 00
TOC
EFG
LPT STATOR ASSEMBLY
The stator assembly increases the speed of gasses

coming from the combustion chamber.
It consists of the following components :
- The LPT case
- An air cooling tubes and manifolds assembly
- Stages 2 to 4 nozzle assemblies
EFFECTIVITY
72-54-00
BASIC ENGINE
Page 4
Dec 00
TOC
EFG
LPT COOLING
MANIFOLDS
LPT CASE 2 LPT NOZZLES

STAGES 2 TO 4
CTC-214-130-00
LPT STATOR ASSEMBLY
EFFECTIVITY
72-54-00
BASIC ENGINE
Page 5
Dec 00
TOC
EFG
LPT STATOR ASSEMBLY (CONTINUED)
LPT case
The LPT case provides support for the stator assembly.
It is made of nickel-chrome alloy.
Its front flange is bolted to the rear flange of the

combustion case, through the HPT shroud/nozzle support
flange (also called T-flange).
Its rear flange provides attachment for the outer front

flange of the turbine 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 3 borescope ports at the 5 o’clock
position (not shown).
The inner surface of the LPT case houses one thermal

insulation blanket and four thermal insulation plates.
The inner surface also has flanges for the installation of

nozzle and seal segments.
EFFECTIVITY
72-54-00
BASIC ENGINE
Page 6
Dec 00
TOC
EFG
BRACKETS
THERMOCOUPLE
MOUNTING
PADS
MOUNTING
FLANGES FOR
NOZZLE AND SEAL
SEGMENTS
CTC-214-131-00
LPT CASE
EFFECTIVITY
72-54-00
BASIC ENGINE
Page 7
Dec 00
TOC
EFG
STATOR ASSEMBLY (CONTINUED)
Air cooling tubes and manifolds assembly
The purpose of the air cooling tubes and manifolds

assembly is to blow cooling air onto the outer surface of
the LPT case, for rotor clearance control.
It is installed on supports, held by brackets located

around the LPT case.
It is made of steel alloy, and consists of :
- 2 air supply manifolds

- 2 tube manifold assemblies
The tube manifold assemblies consist of 6 upper and

lower tube halves which surround the case.
The manifolds supply fan discharge air to the tubes,

which have holes drilled in them to direct cooling air onto
the outer case.
EFFECTIVITY
72-54-00
BASIC ENGINE
Page 8
Dec 00
TOC
EFG
UPPER
COOLING
MANIFOLD
TUBE AIR MANIFOLD

SUPPORT
LPT AIR COOLING

TUBES AND MANIFOLDS
ASSEMBLY
LPT CASE
REAR FLANGE
LPT CASE
FRONT FLANGE
LOWER
COOLING
MANIFOLD
CTC-214-132-00
LPT COOLING MANIFOLDS
EFFECTIVITY
72-54-00
BASIC ENGINE
Page 9
Dec 00
TOC
EFG
Stages 2 to 4 nozzles
The purpose of the LPT stages 2 to 4 nozzles is to Seal segments are installed between each nozzle stage.
increase the speed of the air coming from the HPT, and to They have an abradable liner that faces the rotor blade
direct it onto the LPT rotor assembly. teeth.
Each nozzle stage is made up of segments. The number The front of each seal segment has an integral rail clip
of segments and the number of vanes in each segment which locks onto the nozzle rear outer platform and the
vary from stage to stage. case flange.
The segments are installed on the flanges inside the LPT NOTE : Stage 1 seal segments, located in front of stage 2
case and their retention is obtained through a stacking nozzle segments, are held in position inside the LPT case
system, which is basically the same for all stages: by the shroud support. Stage 4 seal segments are locked
in position by the turbine frame.
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 heat insulation plate in

position, through another anti-rotation slot on its rear
flange.
EFFECTIVITY
72-54-00
BASIC ENGINE
Page 10
Dec 00
TOC
EFG
SHROUD SUPPORT
LPT CASE
FLANGES
LPT NOZZLES
STAGES 2 TO 4
SEAL SEGMENT
ABRADABLE LINER
RAIL CLIP
REAR OUTER PLATFORM
HEAT INSULATION PLATE
NOZZLE SEGMENT STAGE 2
FRONT OUTER PLATFORM
CTC-214-133-00
LPT STATOR ASSEMBLY
EFFECTIVITY
72-54-00
BASIC ENGINE
Page 11
Dec 00
TOC
EFG
Stages 2 to 4 nozzles (Continued) Stages 3 and 4
All nozzle assembly stages are made of nickel alloy, On both stages, one segment, located at 5 o’clock, has a
protected against oxidation by a vapor-phase hole for borescope inspection.
aluminization treatment.
Stage 3 nozzle assembly consists of 20 segments with
The inner platform of each nozzle segment has a 7 vanes each.
brazed-on integral inner stationary air seal.
Stage 4 nozzle assembly consists of 22 segments with
The sides of both inner and outer platforms have slots to 6 vanes each.
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.
EFFECTIVITY
72-54-00
BASIC ENGINE
Page 12
Dec 00
TOC
EFG
HOLE FOR
THERMOCOUPLE
(STAGE 2 ONLY) SEALING
PLATE
ANTI-ROTATION SLOTS OUTER
SLOTS PLATFORM
HOLE FOR
BORESCOPE INSPECTION
(5 O'CLOCK)
LEADING
EDGE
SEALING
PLATES
INNER STATIONARY
AIR SEAL
INNER PLATFORM
TRAILING EDGE
CTC-214-134-01
NOZZLE SEGMENTS
EFFECTIVITY
72-54-00
BASIC ENGINE
Page 13
Dec 00
TOC
EFG
ROTOR ASSEMBLY
The rotor assembly is housed inside the LPT case and

has four stages.
It consists of the following components :
- Stages 1 to 4 disks
- Stages 1 to 4 rotating air seals
- Stages 1 to 4 blades
- A rotor support
EFFECTIVITY
72-54-00
BASIC ENGINE
Page 14
Dec 00
TOC
EFG
LPT BLADE
3 4
2
1
LPT DISK
ROTATING AIR SEAL
ROTOR SUPPORT
CTC-214-135-00
LPT ROTOR ASSEMBLY
EFFECTIVITY
72-54-00
BASIC ENGINE
Page 15
Dec 00
TOC
EFG
ROTOR ASSEMBLY (CONTINUED)
Stage 1 to 4 disks
The disks are made of nickel alloy.
Their outer rims have machined dovetail slots in which

the rotor blades are installed. The number of slots varies
between stages.
Their front flanges have bolt holes for the installation of

rotating air seals.
Except for stage 4, 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.
EFFECTIVITY
72-54-00
BASIC ENGINE
Page 16
Dec 00
TOC
EFG
ROTATING AIR SEAL
LPT BLADE
4
3
2
1
DOVETAIL SLOT
DISK
CTC-214-136-00
LPT DISKS
EFFECTIVITY
72-54-00
BASIC ENGINE
Page 17
Dec 00
TOC
EFG
Stage 1 to 4 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 4

disks, through holes located on their inner front flange,
which, except for stage 4, has machined slots to allow the
passage of cooling air to the blade roots.
They have seal teeth, one on stage 1, two on stages 2, 3

and 4, that rub against the abradable liner of the inner
stationary air seal brazed on the inner platform of the
nozzle segments.
The rear face of the seals’ outer flange mates with a

retainer ring, which holds the blades in their axial position
in the disk slots.
EFFECTIVITY
72-54-00
BASIC ENGINE
Page 18
Dec 00
TOC
EFG
STAGE 2
SHOWN AS
AN EXAMPLE RETAINER
RING BLADE
FACE MATING
WITH RETAINER
RING
SEAL TEETH
COOLING
AIR
BOLT HOLES
ABRADABLE DISK
LINER
CTC-214-137-00
LPT ROTATING AIR SEALS
EFFECTIVITY
72-54-00
BASIC ENGINE
Page 19
Dec 00
TOC
EFG
Stage 1 to 4 blades
The four stages of the LPT rotor have tip-shrouded blades On stages 1, 2 and 3 only, antiwear shields are crimped
made of nickel alloy. on the blade roots before installation on the disk, and
dampers are installed between each blade, under the
On stages 1 and 2 only, the blade airfoil is protected blade inner platforms. Stage 4 blades do not have shields
against oxidation by a vapor-phase aluminization or dampers.
treatment.
A lug is machined on the front of the inner platform of
The number of blades varies between stages : each blade. When all blades are installed side by side on
a disk, these lugs form a groove in which a blade retainer
- Stage 1 has 162 blades ring is inserted, to prevent axial movement of the blades.
- Stage 3 has 150 blades The blade retainer ring is held in position by the rotating
- Stage 4 has 134 blades air seal bolted to the front flange of the disk.
On each stage, 3 of the blades have a hard coating on

their tips, to rub against the honeycomb material of the
stator seal segments.
Each blade has a dovetail root that slides into dovetail

slots on the disk outer rim.
EFFECTIVITY
72-54-00
BASIC ENGINE
Page 20
Dec 00
TOC
EFG
LPT BLADE
STAGE 1
ANTIWEAR
SHIELD ANTIWEAR
SHIELD
DAMPER
LUG GROOVE FOR

ROTATING RETAINER RING
AIR SEAL
RETAINER
RING
DISK
DISK
CTC-214-138-01
LPT STAGE 1 ROTOR ASSEMBLY
EFFECTIVITY
72-54-00
BASIC ENGINE
Page 21
Dec 00
TOC
EFG
Rotor support
The rotor support gives structural strength to the rotor

assembly, and provides a mechanical connection
between the assembled disks and the LPT shaft. It also
divides the rotor enclosure into two separate cavities.
It is made of nickel alloy, and has holes for the circulation

of cooling and pressurizing air.
The outer flange of the rotor support is sandwich-mounted

between the stage 3 rotating air seal and the front flange
of the stage 3 disk.
EFFECTIVITY
72-54-00
BASIC ENGINE
Page 22
Dec 00
TOC
EFG
OUTER FLANGE
TURBINE ROTOR
SUPPORT
2 3
HOLES FOR
AIR CIRCULATION
CTC-214-139-00
TURBINE ROTOR SUPPORT
EFFECTIVITY
72-54-00
BASIC ENGINE
Page 23
Dec 00
TOC
EFG
Rotor support (Continued)
Before it is installed between the stage 3 rotating air seal

and the stage 3 disk, the rotor support is equipped with
the following components :
- A forward rotating oil seal

- A forward rotating air seal
The forward rotating oil seal is made of steel alloy. It is

installed on the front face of the support’s rear inner
flange.
The forward rotating air seal is made of nickel chrome

alloy. It is installed on the front face of the support’s front
inner flange.
After the rotor support is equipped with these

components, its rear inner flange is bolted onto the front
face of the LPT shaft hub, making the mechanical
connection between the assembled disks and the LPT
shaft.
EFFECTIVITY
72-54-00
BASIC ENGINE
Page 24
Dec 00
TOC
EFG
REAR INNER FLANGE
FORWARD
ROTATING
OIL SEAL
FRONT
INNER FLANGE
FORWARD
ROTATING
AIR SEAL
CTC-214-140-00
TURBINE ROTOR SUPPORT
EFFECTIVITY
72-54-00
BASIC ENGINE
Page 25
Dec 00
TOC
EFG
LPT BORESCOPE PORTS
- Port S20 goes through the stage 4 nozzle shroud. It

he rotor/stator assembly of the Low Pressure Turbine is located on the LPT case at 5 o’clock, and is
eeds regular line maintenance inspection to identify used to inspect the trailing edge of stage 3 blades
efects, mainly on the rotor blades.ı and the leading edge of stage 4 blades.
he nozzle segments can also be inspected, but with NOTE : The trailing edge of stage 4 blades can be
imited visibility.ı inspected through an instrumentation boss located at the
8.30 clock position on the turbine frame.
ive borescope inspection ports are available.
heir location corresponds to the nozzle segments When not in use, all borescope ports are closed by plugs.
tages 1 to 4 that are equipped with borescope holes.ı
Ports S16 and S17 are fitted with long spring-loaded
Ports S16 and S17 go through the stage 1 nozzle plugs with hexagonal head caps.
hroud. They are located at the rear of the
ombustion case at approximately 5 and 8 o’clock, Ports S18, S19 and S20 are fitted with short spring-
nd are used to inspect the leading edge of stage loaded plugs with hexagonal head caps.
blades.ı
Port S18 goes through the stage 2 nozzle shroud. It

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

s located on the LPT case at 5 o’clock, and is
sed to inspect the trailing edge of stage 2 blades
nd the leading edge of stage 3 blades.ı
EFFECTIVITY
72-54-00
BASIC ENGINE
Page 26
Dec 00
TOC
EFG
BORESCOPE PORT
LOCATIONS (ALF)
S17
S16, S18, S19, S20
S18
S16, S17
S18
S19
FWD
S20
S16
S20
S19
CTC-214-152-01
LPT BORESCOPE PORTS
EFFECTIVITY
72-54-00
BASIC ENGINE
Page 27
Dec 00
TOC
EFG
EFFECTIVITY
72-54-00
BASIC ENGINE
Page 28
Dec 00
TOC
EFG
THE LPT SHAFT MODULE
EFFECTIVITY
72-55-00
BASIC ENGINE
Page 1
Dec 00
TOC
EFG
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
72-55-00
BASIC ENGINE
Page 2
Dec 00
TOC
EFG
TURBINE FRAME
LPT ROTOR
FAN ROTOR CENTER VENT
TUBE
FAN SHAFT
LPT SHAFT
No.4 BEARING
No.5 BEARING
CTC-214-141-00
EFFECTIVITY
72-55-00
BASIC ENGINE
Page 3
Dec 00
TOC
EFG
THE LPT SHAFT MODULE (CONTINUED)
The LPT shaft module consists of the following

components :
- The LPT shaft
- A center vent tube
- The No.4 roller bearing
- The No. 5 roller bearing
EFFECTIVITY
72-55-00
BASIC ENGINE
Page 4
Dec 00
TOC
EFG
ROTATING
AIR/OIL
SEAL
No.4 ROLLER
BEARING
SHAFT CENTER VENT

TUBE
No.4 ROLLER
BEARING
No.5 ROLLER
BEARING
CENTER VENT
TUBE
No.5 ROLLER
BEARING
SHAFT
CTC-214-142-00
LPT SHAFT ASSEMBLY
EFFECTIVITY
72-55-00
BASIC ENGINE
Page 5
Dec 00
TOC
EFG
LPT shaft
The LPT shaft is made of steel alloy, and transmits torque The No. 4 and No. 5 bearings are installed at the aft end
from the LP turbine to the fan and booster module. of the shaft, on each side of an integral hub.
It is installed concentrically inside the HP rotor system. The front face of the hub accommodates the turbine rotor
support.
The forward end of the LPT shaft has outer splines that
engage into inner splines on the fan shaft. It also has a The rear face of the hub holds a rotating air/oil seal, which
shoulder that is secured against a mating shoulder in the controls air circulation through the LPT rotor and sump
fan shaft, by the installation of a coupling nut. The pressurization through a set of seal teeth that mate with
shoulder and the coupling nut provide axial retention of the oil collector and the No. 5 bearing support located
the LPT shaft. inside the turbine rear frame.
A machined shim, called D48, is installed between the

shaft shoulder and the coupling nut, to adjust the position
of the LPT.
The forward end of the LPT shaft is closed by 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.
EFFECTIVITY
72-55-00
BASIC ENGINE
Page 6
Dec 00
TOC
EFG
INTEGRAL
HUB
SPLINES
SHOULDER
FAN SHAFT
No.4 BEARING
ROTATING
AIR/OIL
RETAINING CLIP SEAL No.5 BEARING
SPLINES
LUG SHOULDER
D48 SHIM
COUPLING NUT
PLUG
CTC-214-143-00
LPT SHAFT
EFFECTIVITY
72-55-00
BASIC ENGINE
Page 7
Dec 00
TOC
EFG
Center vent tube
The center vent tube provides overboard venting for the A centrifugal air/oil separator is installed at the rear of the
engine forward and rear sumps. extension duct. It separates the vaporized oil from the aft
sump pressurization air, and sends lubrication oil to the
It is made of titanium alloy, and is installed concentrically No. 4 and No. 5 bearings.
inside the LPT shaft. It comes in two parts, the center vent
tube and a rear extension duct. The air/oil separator is installed against the central
shoulder of the rear extension duct. It has an internal
The forward end of the center vent tube is inserted flange that is held against the duct shoulder by a nut. The
through the rear of the LPT shaft. It is held inside the shaft angular position of the separator is held by slots on its
by means of two expandable-type supports that fit around forward end, that engage onto the rear of the center vent
two locating diameters. tube.
The aft end of the center vent tube is supported by the The rear end of the extension duct has two sets of seal
LPT shaft hub. teeth that rub against an abradable coating, located
inside the oil inlet cover of the turbine frame.
The forward end of the rear extension duct fits inside the
aft end of the center vent tube. A locking nut with outer
threads is installed on it before it is inserted in the center
vent tube. The nut is threaded into the center vent tube
and gives axial retention of the rear extension duct.
Locating pins keep its angular position.
EFFECTIVITY
72-55-00
BASIC ENGINE
Page 8
Dec 00
TOC
EFG
SEAL TEETH
EXPANDABLE
SUPPORTS
AIR/OIL SEPARATOR
CENTRAL SHOULDER
LOCKING NUT
CENTER REAR EXTENSION DUCT

VENT TUBE
LOCATING DIAMETERS LOCATING PINS
CTC-214-144-00
CENTER VENT TUBE
EFFECTIVITY
72-55-00
BASIC ENGINE
Page 9
Dec 00
TOC
EFG
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.
EFFECTIVITY
72-55-00
BASIC ENGINE
Page 10
Dec 00
TOC
EFG
No.4 ROLLER BEARING
AIR DUCT
SEAL TEETH OUTER RACE
No.4 BRG FORWARD

ROTATING OIL SEAL
INNER RACE
CTC-214-145-01
No.4 BEARING
EFFECTIVITY
72-55-00
BASIC ENGINE
Page 11
Dec 00
TOC
EFG
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.
EFFECTIVITY
72-55-00
BASIC ENGINE
Page 12
Dec 00
TOC
EFG
No.5 ROLLER BEARING
RIVET PIN
RETAINING RETAINING NUT

RING
CTC-214-146-01
No.5 BEARING
EFFECTIVITY
72-55-00
BASIC ENGINE
Page 13
Dec 00
TOC
EFG
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.
EFFECTIVITY
72-55-00
BASIC ENGINE
Page 14
Dec 00
TOC
EFG
AIR/OIL SEPARATOR
No.4 BEARING No.5 BEARING OIL SUPPLY TUBE
CTC-214-147-01
BEARINGS LUBRICATION
EFFECTIVITY
72-55-00
BASIC ENGINE
Page 15
Dec 00
TOC
EFG
EFFECTIVITY
72-55-00
BASIC ENGINE
Page 16
Dec 00
TOC
EFG
THE TURBINE FRAME MODULE
EFFECTIVITY
72-56-00
BASIC ENGINE
Page 1
Dec 00
TOC
EFG
THE 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 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
72-56-00
BASIC ENGINE
Page 2
Dec 00
TOC
EFG
LPT CASE
ENGINE MOUNTS
EXHAUST NOZZLE
ATTACHMENT
No.5 BEARING
SUPPORT
INNER HUB
TURBINE FRAME
CTC-214-148-01
TURBINE FRAME MODULE
EFFECTIVITY
72-56-00
BASIC ENGINE
Page 3
Dec 00
TOC
EFG
THE TURBINE FRAME MODULE (CONTINUED)
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.
Some of the struts have internal passages for oil tubes :

- Strut No. 10 accommodates the oil supply tube for
the No. 4 and No. 5 bearings.
- Strut No. 7 accommodates the oil scavenge tube.
- The outer case drain tube is routed between struts
No. 8 and No. 9.
The 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.
EFFECTIVITY
72-56-00
BASIC ENGINE
Page 4
Dec 00
TOC
EFG
FAIRING
CLEVIS MOUNT
16 1
15 2
OUTER CASING
14 3
13 4
12 5
INNER
HUB
11 6
HANDLING
BRACKETS
FRONT 10 7
FLANGE OIL SCAVENGE
STRUT 9 8 TUBE
OIL SUPPLY TUBE
OUTER CASE
DRAIN TUBE
(FLA) (ALF)
CTC-214-149-01
TURBINE FRAME
EFFECTIVITY
72-56-00
BASIC ENGINE
Page 5
Dec 00
TOC
EFG
Turbine Frame Hub - Front
The front of the turbine frame hub has three flanges that - The hub intermediate flange provides attachment for
provide attachment for various components. the rear flange of the oil collector.
- The hub inner flange provides attachment for the The oil collector is made of steel alloy and
outer flange of the No. 5 bearing support, which is provides containment for the aft oil sump. Its inner
made of steel alloy. front flange is lined with abradable material which
mates with the front seal teeth of the rotating air/oil
The support’s inner flange receives an adjusting seal, for oil sump sealing and pressurization
sleeve, which secures the No. 5 bearing outer race purposes.
in position and allows oil damping of the bearing.
- The hub outer flange provides attachment for a heat
The support’s forward section has an outer and an shield.
inner wall, which mate with the rear seal teeth of
the rotating air/oil seal located at the rear of the The heat shield is made of steel alloy. It holds the
LPT shaft, thus providing sealing and front of the fairing in position, and provides
pressurization of the aft oil sump. protection against heat coming from the rear of the
LPT rotor.
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.
EFFECTIVITY
72-56-00
BASIC ENGINE
Page 6
Dec 00
TOC
EFG
FAIRING
HEAT SHIELD
OIL COLLECTOR
OUTER FLANGE
ADJUSTING
SLEEVE INTERMEDIATE
FLANGE
INNER FLANGE
FACES MATING
WITH AIR SEALS
ADJUSTING
SLEEVE
No.5 BEARING
SUPPORT
FACE MATING
WITH OIL SEAL
HEAT SHIELD
OIL COLLECTOR
CTC-214-150-01
TURBINE FRAME HUB-FRONT
EFFECTIVITY
72-56-00
BASIC ENGINE
Page 7
Dec 00
TOC
EFG
Turbine Frame Hub - Rear
The rear of the turbine frame hub provides attachment for - The flame arrestor is the exit point of sump
various components; some on the center section of the pressurization airflow, and is designed to prevent
No. 5 bearing support, and some on two flanges. flame propagation into the engine exhaust system.
- The rear center section of the No. 5 bearing support - The hub outer flange provides attachment for the
provides attachment for the front flange of the oil back of the fairing, and is fitted with mounting studs
inlet cover. for the exhaust plug, which is part of the nacelle.
The oil inlet cover is made of steel alloy and forms - The hub inner flange provides attachment for the
the end boundary of the aft sump. It supports the oil flange assembly.
supply tube for the No. 4 and No. 5 bearings, and
has a port for a nipple to connect the damping oil The flange assembly is made of nickel alloy and it
tube. It has external tubes that carry booster closes the rear of the engine.
discharge air to pressurize the sump rear seals.
Its central section receives the flame arrestor and
The cover’s inner sleeve is lined with abradable its lower section provides a passage for the seal
material. It provides support and sealing for the overboard drain tube.
center vent tube rear extension duct.
The rear flange of the oil inlet cover provides

attachment for a nickel alloy flame arrestor.
EFFECTIVITY
72-56-00
BASIC ENGINE
Page 8
Dec 00
TOC
EFG
INNER OUTER FLANGE
FLANGE
STRUT
EXHAUST PLUG
(NOT SHOWN)
STUD
OIL INLET
COVER
OIL SUPPLY TUBE
FLAME
ARRESTOR
OIL SUPPLY
TUBE
OIL INLET FLANGE
COVER ASSEMBLY
DAMPING SCAVENGE
OIL TUBE TUBE
OVERBOARD
FLANGE ASSEMBLY
SEAL DRAIN
TUBE
FLAME ARRESTOR
CTC-214-151-00
TURBINE FRAME HUB-REAR
EFFECTIVITY
72-56-00
BASIC ENGINE
Page 9
Dec 00
TOC
EFG
EFFECTIVITY
72-56-00
BASIC ENGINE
Page 10
Dec 00
TOC
EFG
ACCESSORY DRIVE MODULE
EFFECTIVITY
72-60-00
BASIC ENGINE
Page 1
Dec 00
TOC
EFG
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 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.
EFFECTIVITY
72-60-00
BASIC ENGINE
Page 2
Dec 00
TOC
EFG
INLET GEARBOX
(IGB)
RADIAL DRIVE
SHAFT (RDS)
HORIZONTAL
DRIVE SHAFT
(HDS)
ACCESSORY GEARBOX
(AGB)
TRANSFER GEARBOX
(TGB)
CTC-214-054-00
ACCESSORY DRIVE SECTION DESIGN
EFFECTIVITY
72-60-00
BASIC ENGINE
Page 3
Dec 00
TOC
EFG
EFFECTIVITY
72-60-00
BASIC ENGINE
Page 4
Dec 00
TOC
EFG
INLET GEARBOX
EFFECTIVITY
72-61-00
BASIC ENGINE
Page 1
Dec 00
TOC
EFG
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
72-61-00
BASIC ENGINE
Page 2
Dec 00
TOC
EFG
No.3 BALL ROTATING

BEARING AIR/OIL SEAL
HORIZONTAL
BEVEL GEAR
COUPLING /
LOCKING NUT
RADIAL
BEVEL GEAR
CTC-214-055-00
INLET GEARBOX ASSEMBLY
EFFECTIVITY
72-61-00
BASIC ENGINE
Page 3
Dec 00
TOC
EFG
THE INLET GEARBOX (CONTINUED)
The horizontal bevel gear
The horizontal bevel gear mates with the radial bevel

gear to provide rotational torque to the TGB assembly.
It is secured onto the HPC forward shaft and carries the

No 3 bearing inner race.
The horizontal bevel gear has 47 teeth.
It is splined to the compressor rotor front shaft and

secured to it by a coupling/locking nut.
The coupling/locking nut is installed in such a way that it

rotates independently, but its internal thread secures the
HPC front shaft to the horizontal bevel gear.
The nut is also used to pull out the core engine rotor
during engine disassembly.
The nut has teeth on its outer surface to provide sealing

with the forward stationary oil seal.
The bevel gear’s outer shaft provides for the inner races
of the bearing. The rear end has threads for the
installation of a rotating air/oil seal, which also acts as a
locking nut for the No 3 ball and roller bearing.
EFFECTIVITY
72-61-00
BASIC ENGINE
Page 4
Dec 00
TOC
EFG
HORIZONTAL
BEVEL GEAR ROTATING
AIR/OIL SEAL
TEETH (47)
THREADS
COUPLING/
LOCKING NUT
BEARING No.3 BEARING

JOURNAL
SPLINES
THREADS RADIAL BEVEL GEAR
CTC-214-056-01
HORIZONTAL BEVEL GEAR
EFFECTIVITY
72-61-00
BASIC ENGINE
Page 5
Dec 00
TOC
EFG
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.
EFFECTIVITY
72-61-00
BASIC ENGINE
Page 6
Dec 00
TOC
EFG
RADIAL
BEVEL GEAR
TEETH (35)
BEARING
JOURNALS
SPLINES
ROLLER
BEARINGS
THREADS
OIL SEAL
OIL INJECTORS
BALL BEARING
CTC-214-057-00
RADIAL BEVEL GEAR
EFFECTIVITY
72-61-00
BASIC ENGINE
Page 7
Dec 00
TOC
EFG
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.
EFFECTIVITY
72-61-00
BASIC ENGINE
Page 8
Dec 00
TOC
EFG
IGB
No. 3 BALL HOUSING
BEARING
FORWARD STATIONARY REAR STATIONARY

AIR/OIL SEAL AIR/OIL SEAL
HORIZONTAL No.3 ROLLER

BEVEL GEAR BEARING
CTC-214-058-01
THRUST BEARING No.3
EFFECTIVITY
72-61-00
BASIC ENGINE
Page 9
Dec 00
TOC
EFG
The rotating air/oil seal
The rotating air/oil seal is made of steel alloy. It provides

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.
EFFECTIVITY
72-61-00
BASIC ENGINE
Page 10
Dec 00
TOC
EFG
SEAL TEETH
OIL DRAIN
HOLE
SUMP
PRESSURIZATION
THREAD HOLES
CTC-214-059-00
ROTATING AIR/OIL SEAL
EFFECTIVITY
72-61-00
BASIC ENGINE
Page 11
Dec 00
TOC
EFG
EFFECTIVITY
72-61-00
BASIC ENGINE
Page 12
Dec 00
TOC
EFG
TRANSFER GEARBOX
EFFECTIVITY
72-62-00
BASIC ENGINE
Page 1
Dec 00
TOC
EFG
THE RADIAL DRIVE SHAFT (RDS)
The Radial Drive Shaft transmits power from the IGB to

the TGB.
The assembly is installed inside the fan frame No 7 strut

at the 6 o’clock position.
It consists of the radial drive shaft 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.
EFFECTIVITY
72-62-00
BASIC ENGINE
Page 2
Dec 00
TOC
EFG
OIL DISTRIBUTOR
INLET GEARBOX
FAN FRAME
NO.7 STRUT
RADIAL DRIVE
SHAFT
SHAFT MID-LENGTH
BEARING
ROLLER BEARING
OUTER RACE SHOULDER
FAN CASE
TGB HOUSING
CTC-214-060-00
THE RADIAL DRIVE SHAFT
EFFECTIVITY
72-62-00
BASIC ENGINE
Page 3
Dec 00
TOC
EFG
THE TRANSFER GEARBOX (TGB)
Driven by the RDS, the Transfer Gearbox reduces

rotational speed and redirects the torque from the IGB to
the AGB, through the horizontal drive shaft.
It is secured under the fan frame module at the 6 o’clock

position and consists of :
- The gearbox housing

- The input bevel gear
- The horizontal bevel gear
EFFECTIVITY
72-62-00
BASIC ENGINE
Page 4
Dec 00
TOC
EFG
FAN FRAME
NO.7 STRUT
RADIAL DRIVE
FAN CASE SHAFT
INPUT BEVEL
GEAR
HORIZONTAL
DRIVE SHAFT
TGB HOUSING
HORIZONTAL DRIVE
SHAFT HOUSING HORIZONTAL
BEVEL GEAR
CTC-214-061-00
TRANSFER GEARBOX ASSEMBLY
EFFECTIVITY
72-62-00
BASIC ENGINE
Page 5
Dec 00
TOC
EFG
THE TRANSFER GEARBOX (CONTINUED)
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.
EFFECTIVITY
72-62-00
BASIC ENGINE
Page 6
Dec 00
TOC
EFG
INPUT BEVEL
GEAR
ADAPTER
INPUT
BEVEL GEAR
HOUSING
CLEVIS
VENT
OIL SUPPLY
OIL SCAVENGE
HORIZONTAL
BEVEL GEAR HORIZONTAL
BEVEL GEAR
HOUSING
CTC-214-062-01
TRANSFER GEARBOX ASSEMBLY
EFFECTIVITY
72-62-00
BASIC ENGINE
Page 7
Dec 00
TOC
EFG
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.
EFFECTIVITY
72-62-00
BASIC ENGINE
Page 8
Dec 00
TOC
EFG
SPLINES
LUBRICATING
HOLES
ADAPTER
SEAL RING
TEETH (31)
BALL BEARING
OIL DISTRIBUTOR
INPUT BEVEL
GEAR
ROLLER BEARING
OIL NOZZLE
CTC-214-063-00
INPUT BEVEL GEAR
EFFECTIVITY
72-62-00
BASIC ENGINE
Page 9
Dec 00
TOC
EFG
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).
EFFECTIVITY
72-62-00
BASIC ENGINE
Page 10
Dec 00
TOC
EFG
ROLLER BEARING
BALL BEARING
CLEVIS
LUBRICATING
HOLES
SPLINES
OIL NOZZLE
OIL DISTRIBUTOR TEETH (40) HORIZONTAL

BEVEL GEAR
HOUSING
CTC-214-064-00
EFFECTIVITY
72-62-00
BASIC ENGINE
Page 11
Dec 00
TOC
EFG
EFFECTIVITY
72-62-00
BASIC ENGINE
Page 12
Dec 00
TOC
EFG
ACCESSORY GEARBOX
EFFECTIVITY
72-63-00
BASIC ENGINE
Page 1
Dec 00
TOC
EFG
THE ACCESSORY GEARBOX (AGB)
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.
EFFECTIVITY
72-63-00
BASIC ENGINE
Page 2
Dec 00
TOC
EFG
CLEVIS
LINK ROD
MOUNT BRACKET
FAN INLET
CASE
GASKET
TGB HOUSING
AGB HORIZONTAL
DRIVE SHAFT
COUPLING TUBE
CTC-214-065-01
HORIZONTAL DRIVE SHAFT LOCATION
EFFECTIVITY
72-63-00
BASIC ENGINE
Page 3
Dec 00
TOC
EFG
THE ACCESSORY GEARBOX (CONTINUED)
The accessory gearbox supports and drives both aircraft Its rear face connects with the HDS coupling tube and
and engine accessories. provides mounting pads for :
- The fuel pump
The AGB assembly is mounted under the fan inlet case at - The N2 speed sensor
the 6 o’clock position and is secured by 2 clevis mounts - The starter
with shouldered bushings.
Some of the accessories are installed on the AGB
The housing is an aluminium alloy casting. through Quick Attach/Detach (QAD) rings.
The AGB consists of a gear train that reduces and

increases the rotational speed to meet the specific drive
requirements of each accessory.
The AGB’s front face has mounting pads for the following
equipment :
- Lube unit
- Hydraulic pump
- Hand-cranking drive
- Control alternator
- Integrated Drive Generator (IDG)
EFFECTIVITY
72-63-00
BASIC ENGINE
Page 4
Dec 00
TOC
EFG
CLEVIS MOUNT
FUEL PUMP/HMU PAD
N2 SPEED SENSOR
MOUNTING PAD LUBRICATION
UNIT PAD
HORIZONTAL
DRIVE COUPLING
TUBE
STARTER PAD
HYDRAULIC PUMP PAD

FWD
HANDCRANKING PAD
CLEVIS MOUNT
CONTROL ALTERNATOR PAD
IDG PAD
CTC-214-066-00
ACCESSORY GEARBOX HOUSING
EFFECTIVITY
72-63-00
BASIC ENGINE
Page 5
Dec 00
TOC
EFG
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
EFFECTIVITY
72-63-00
BASIC ENGINE
Page 6
Dec 00
TOC
EFG
47 100% N2
14460 RPM
IGB
35
UPPER RADIAL
DRIVE SHAFT
HORIZONTAL LOWER RADIAL

STARTER DRIVE SHAFT DRIVE SHAFT
70 31
HMU
TGB
IDG
61 40
71 FUEL PUMP
40
31
71
31 43 43
HANDCRANKING
34
ECU ALTERNATOR
HYDRAULIC PUMP
LUBRICATION UNIT
CTC-214-067-00
ACCESSORY DRIVE SYSTEM GEAR TRAIN
EFFECTIVITY
72-63-00
BASIC ENGINE
Page 7
Dec 00
TOC
EFG
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
72-63-00
BASIC ENGINE
Page 8
Dec 00
TOC
EFG
(ASSEMBLED) (DISASSEMBLED)
NON MAGNETIC
SEAL HOUSING
MAGNETIZED RING
O-RING RETAINING
SEALS RING
LAPPED OR POLISHED
CONTACT FACE
STATIC PART
CARBON CONTACT
ROTATING O-RING SEAL FACE
PART
CTC-214-068-00
MAGNETIC SEAL
EFFECTIVITY
72-63-00
BASIC ENGINE
Page 9
Dec 00
TOC
EFG
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.
EFFECTIVITY
72-63-00
BASIC ENGINE
Page 10
Dec 00
TOC
EFG
(ASSEMBLED)
STATIC PART
O-RING SEAL
THRUST RING
OIL DRAINING
HOLES
ROTATING PART
O-RING SEAL
(DISASSEMBLED)
STATIC PART
NON MAGNETIC
SEAL HOUSING RETAINING RING
THRUST RING
CARBON
CONTACT FACE MAGNETIZED
RING
LAPPED OR POLISHED
CONTACT FACE
CTC-214-069-01
MAGNETIC SEAL (STARTER DRIVE ONLY)
EFFECTIVITY
72-63-00
BASIC ENGINE
Page 11
Dec 00
TOC
EFG
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 :

- Hydraulic pump
- Starter
- Fuel pump
EFFECTIVITY
72-63-00
BASIC ENGINE
Page 12
Dec 00
TOC
EFG
CARBON CONTACT FACE (DISASSEMBLED)
(ASSEMBLED)
O-RING O-RING
SEAL SEALS
STATIC PART
MATING
ROTATING
RING
PART
LUGS
LAPPED OR POLISHED
CONTACT FACE
CTC-214-070-00
SPRING LOADED SEAL
EFFECTIVITY
72-63-00
BASIC ENGINE
Page 13
Dec 00
TOC
EFG
EFFECTIVITY
72-63-00
BASIC ENGINE
Page 14
Dec 00
TOC

Ctc-214 Basic Engine

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TRAINING MANUAL

CFMI Customer Training Center CFMI Customer Training Services

THIS PAGE INTENTIONALLY LEFT BLANK

COPYRIGHT 1998 CFM INTERNATIONAL

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72-00-00 Engine General 1 to 12

72-00-01 Fan Major Module 1 to 6

72-21-00 Fan and Booster 1 to 30

72-22-00 No.1 and No.2 Bearing Support Module 1 to 30

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 26

72-32-00 Compressor Front Stator 1 to 18

72-33-00 Compressor Rear Stator 1 to 10

72-40-00 Combustion Section 1 to 6

72-41-00 Combustion Case 1 to 6

72-42-00 Combustion Chamber 1 to 10

72-50-00 High Pressure Turbine 1 to 4

72-51-00 High Pressure Turbine Nozzle 1 to 12

72-52-00 High Pressure Turbine Rotor 1 to 18

72-53-00 High Pressure Turbine Shroud and 1 to 16

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

72-54-00 LPT Rotor/Stator Module 1 to 28

72-55-00 LPT Shaft Module 1 to 16

72-56-00 Turbine Frame Module 1 to 10

72-60-00 Accessory Drive Major Module 1 to 4

72-61-00 Inlet Gearbox 1 to 12

72-62-00 Transfer Gearbox 1 to 12

72-63-00 Accessory Gearbox 1 to 14

ABBREVIATIONS & ACRONYMS

1 mile= 1.609 km 1 lb = 0.454 kg

1 ft = 0.3048 m or 30.48 cm 1 psi = 6.890 kPa or 6.89 x 10-2 bar

1 in.2 = 6.45 cm²

1 USG = 3.785 l ( dm³ )

1 in.3 = 16.39 cm³

INTRODUCTION TO THE CFM56 FAMILY

The CFM56 engine, a high by-pass, dual rotor, axial flow

It is a product of CFMI. CFM International is a company

CFMI, with the full backing of parent companies holding

Jointly owned company

MARKETING PRODUCT SUPPORT

The following chart shows the various engine models for

The engine used on these aircraft is the CFM56-5B,

Ranging from 22000 to 33000 lbs of thrust, the CFM56-5B

CFM56-5B5 (22,000 lbs)

CFM56-5B4 (27,000 lbs)

CFM56-5B1 (30,000 lbs)

Type of engine Turbo fan Performance (*figures depend on engine model)

Rotation Clockwise (ALF) - Take-off flat rated *86/30 to 113/45

- High Pressure: - EGT red line 950°C

Turbines - N1 speed limit (red line) 104%

THIS PAGE INTENTIONALLY LEFT BLANK

The CFM56-5B engine is a high by-pass, dual rotor, axial

The primary airflow passes through the inner portion of

The flow path then enters a High Pressure Compressor

The secondary airflow passes through the outer portion

At static take-off power, the engine by-pass ratio is

- Borescope inspection, to check the condition of

- Lubrication particles analysis: while circulating in

TREND MONITORING VIBRATION

The CFM56-5B engine consists of two independent

The engine rotors are supported by 5 bearings, identified

Engine structural rigidity is obtained with short lengths