CTC-223 Basic Engine

EF G C F M 5 6
BASIC ENGINE
CFM56-7B
February 2002
ATA level 3
CTC-223
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CFM56-7B TRAINING MANUAL
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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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 2
Lexis 1 to 8
Intro 1 to 8
72-00-00 Engine General 1 to 10
72-20-00 Fan Section 1 to 26
72-00-02 Core Engine Major Module 1 to 4
72-30-00 High Pressure Compressor Section 1 to 6
72-40-00 Combustion Section 1 to 6
72-50-00 Turbine Section 1 to 12
72-60-00 Accessory Drive Section 1 to 10
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ABBREVIATIONS & ACRONYMS
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A B
A/C AIRCRAFT BITE BUILT IN TEST EQUIPMENT
AC ALTERNATING CURRENT BMC BLEED MANAGEMENT COMPUTER
ACARS AIRCRAFT COMMUNICATION BSI BORESCOPE INSPECTION
ADRESSING and REPORTING SYSTEM BSV BURNER STAGING VALVE
ACMS AIRCRAFT CONDITION MONITORING BVCS BLEED VALVE CONTROL SOLENOID
SYSTEM
ACS AIRCRAFT CONTROL SYSTEM C
ADC AIR DATA COMPUTER CAS CALIBRATED AIR SPEED
ADEPT AIRLINE DATA ENGINE PERFORMANCE CBP (HP) COMPRESSOR BLEED PRESSURE
TREND CCDL CROSS CHANNEL DATA LINK
ADIRS AIR DATA AND INERTIAL REFERENCE CCFG COMPACT CONSTANT FREQUENCY
SYSTEM GENERATOR
AGB ACCESSORY GEARBOX CCU COMPUTER CONTROL UNIT
AIDS AIRCRAFT INTEGRATED DATA SYSTEM CCW COUNTER CLOCKWISE
ALF AFT LOOKING FORWARD CDP (HP) COMPRESSOR DISCHARGE
ALT ALTITUDE PRESSURE
AMB AMBIENT CDS COMMON DISPLAY SYSTEM
AMM AIRCRAFT MAINTENANCE MANUAL CFDIU CENTRALIZED FAULT DISPLAY
AOG AIRCRAFT ON GROUND INTERFACE UNIT
APU AUXILIARY POWER UNIT CFDS CENTRALIZED FAULT DISPLAY SYSTEM
ARINC AERONAUTICAL RADIO, INC. CFMI JOINT GE/SNECMA COMPANY (CFM
(SPECIFICATION) INTERNATIONAL)
ATA AIR TRANSPORT ASSOCIATION Ch A channel A
ATC AUTO-THROTTLE COMPUTER Ch B channel B
ASM AUTOTHROTTLE SERVO MECHANISM CMC CENTRALIZED MAINTENANCE
ATHR AUTO THRUST COMPUTER
ATO ABORTED TAKE OFF CMM COMPONENT MAINTENANCE MANUAL
AVM AIRCRAFT VIBRATION MONITORING CMS CENTRALIZED MAINTENANCE SYSTEM
CG CENTER OF GRAVITY
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cm.g CENTIMETER X GRAMS E

CHATV CHANNEL ACTIVE EBU ENGINE BUILDUP UNIT
CIP(HP) COMPRESSOR INLET PRESSURE ECA ELECTRICAL CHASSIS ASSEMBLY
CIT(HP) COMPRESSOR INLET TEMPERATURE ECAM ELECTRONIC CENTRALIZED
CODEP HIGH TEMPERATURE COATING AIRCRAFT MONITORING
CPU CENTRAL PROCESSING UNIT ECS ENVIRONMENTAL CONTROL SYSTEM
CRT CATHODE RAY TUBE EEC ELECTRONIC ENGINE CONTROL
CSD CONSTANT SPEED DRIVE EPROM ERASABLE PROGRAMMABLE READ
CSI CYCLES SINCE INSTALLATION ONLY MEMORY
CTAI COWL THERMAL ANTI-ICING EFH ENGINE FLIGHT HOURS
CSN CYCLES SINCE NEW EFIS ELECTRONIC FLIGHT INSTRUMENT
Cu.Ni.In CUPPER.NICKEL.INDIUM SYSTEM
CW CLOCK WISE EGT EXHAUST GAS TEMPERATURE
EICAS ENGINE INDICATING AND CREW
D ALERTING SYSTEM
DC DIRECT CURRENT EHSV ELECTRO-HYDRAULIC SERVO VALVE
DCU DATA CONVERSION UNIT EIS ELECTRONIC INSTRUMENT SYSTEM
DEU DISPLAY ELECTRONIC UNIT EIU ENGINE INTERFACE UNIT
DFCS DIGITAL FLIGHT CONTROL SYSTEM EMF ELECTROMOTIVE FORCE
DFDAU DIGITAL FLIGHT DATA ACQUISITION UNIT EMI ELECTRO MAGNETIC INTERFERENCE
DISC DISCRETE EMU ENGINE MAINTENANCE UNIT
DIU DIGITAL INTERFACE UNIT ESN ENGINE SERIAL NUMBER
DMC DISPLAY MANAGEMENT COMPUTER EIU ENGINE INTERFACE UNIT
DMU DATA MANAGEMENT UNIT
DMS DEBRIS MONITORING SYSTEM F
DPU DIGITAL PROCESSING MODULE FAA FEDERAL AVIATION AGENCY
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FADEC FULL AUTHORITY DIGITAL g.in GRAM X INCHES

ENGINE CONTROL GMT GREENWICH MEAN TIME
FAR FUEL AIR RATIO GPU GROUND PPOWER UNIT
FDAMS FLIGHT DATA ACQUISITION & GSE GROUND SUPPORT EQUIPMENT
MANAGEMENT SYSTEM
FDRS FLIGHT DATA RECORDING SYSTEM H
FEIM FIELD ENGINEERING INVESTIGATION HCF HIGH CYCLE FATIGUE
MEMO HMU HYDROMECHANICAL UNIT
FFCCV FAN FRAME/COMPRESSOR CASE HP HIGH PRESSURE
VERTICAL (VIBRATION SENSOR) HPC HIGH PRESSURE COMPRESSOR
FI FLIGHT IDLE (F/I) HPCR HIGH PRESSURE COMPRESSOR
FLA FORWARD LOOKING AFT ROTOR
FLX TO FLEXIBLE TAKE OFF HPSOV HIGH PRESSURE SHUTOFF VALVE
FMC FLIGHT MANAGEMENT COMPUTER HPT HIGH PRESSURE TURBINE
FMGC FLIGHT MANAGEMENT AND GUIDANCE HPTC HIGH PRESSURE TURBINE
COMPUTER CLEARANCE
FMS FLIGHT MANAGEMENT SYSTEM HPT(A)CC HIGH PRESSURE TURBINE (ACTIVE)
FMV FUEL METERING VALVE CLEARANCE CONTROL
FOD FOREIGN OBJECT DAMAGE HPTCCV HIGH PRESSURE TURBINE
FPA FRONT PANEL ASSEMBLY CLEARANCE CONTROL VALVE
FPI FLUORESCENT PENETRANT HPTR HIGH PRESSURE TURBINE ROTOR
INSPECTION Hz HERTZ (CYCLE PER SECOND)
FRV FUEL RETURN VALVE
FWC FAULT WARNING COMPUTER I
FWD FORWARD IDG INTEGRATED DRIVE GENERATOR
ID PLUG IDENTIFICATION PLUG
G IFSD IN FLIGHT SHUT DOWN
GE GENERAL ELECTRIC IGB INLET GEARBOX
GEM GROUND-BASED ENGINE MONITORING IGN IGNITION
GI GROUND IDLE (G/I) IGV INLET GUIDE VANE
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in. INCH mm. MILLIMETERS

I/O INPUT/OUTPUT MMEL MAIN MINIMUM EQUIPMENT LIST
IOM INPUT OUTPUT MODULE MTBF MEAN TIME BETWEEN FAILURES
IR INFRA RED MTBR MEAN TIME BETWEEN REMOVALS
K N
K 1000 X N1 (NL) LOW PRESSURE ROTOR
L ROTATIONAL SPEED
lbs. POUNDS, WEIGHT N1ACT ACTUAL N1
LCF LOW CYCLE FATIGUE N1DMD DEMANDED N1
LE (L/E) LEADING EDGE N1CMD COMMANDED N1
L/H LEFT HAND N1TARGET TARGETED FAN SPEED
LP LOW PRESSURE N2 (NH) HIGH PRESSURE ROTOR
LPC LOW PRESSURE COMPRESSOR ROTATIONAL SPEED
LPT LOW PRESSURE TURBINE N2ACT ACTUAL N2
LPTC LOW PRESSURE TURBINE CLEARANCE NVM NON VOLATILE MEMORY
LPT(A)CC LOW PRESSURE TURBINE (ACTIVE)
CLEARANCE CONTROL O
LPTR LOW PRESSURE TURBINE ROTOR OAT OUTSIDE AIR TEMPERATURE
LRU LINE REPLACEABLE UNIT OGV OUTLET GUIDE VANE
LVDT LINEAR VARIABLE DIFFERENTIAL OSG OVERSPEED GOVERNOR
TRANSFORMER
M P
MO AIRCRAFT SPEED MACH NUMBER P0 AMBIENT STATIC PRESSURE
MCD MAGNETIC CHIP DETECTOR P25 HP COMPRESSOR INLET TOTAL AIR
MCDU MULTIPURPOSE CONTROL AND TEMPERATURE
DISPLAY UNIT PCU PRESSURE CONVERTER UNIT
MCL MAXIMUM CLIMB
MCT MAXIMUM CONTINUOUS
MDDU MULTIPURPOSE DISK DRIVE UNIT
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PLA POWER LEVER ANGLE RTV ROOM TEMPERATURE VULCANIZING

PMC POWER MANAGEMENT CONTROL (MATERIAL)
PMUX PROPULSION MULTIPLEXER RVDT ROTARY VARIABLE DIFFERENTIAL
PS12 FAN INLET STATIC AIR PRESSURE TRANSFORMER
PS13 FAN OUTLET STATIC AIR PRESSURE
PS3HP COMPRESSOR DISCHARGE STATIC AIR S
PRESSURE SAV STARTER AIR VALVE
PSI POUND PER SQUARE INCH SB SERVICE BULLETIN
PSIA POUND PER SQUARE INCH ABSOLUTE SCU SIGNAL CONDITIONING UNIT
PSID POUND PER SQUARE INCH SDI SOURCE/DESTINATION IDENTIFIER
DIFFERENTIAL (BITS) (CF ARINC SPEC)
PSM POWER SUPPLY MODULE SDU SOLENOID DRIVER UNIT
PSS 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)
SMM STATUS MATRIX
Q SMP SOFTWARE MANAGEMENT PLAN
QAD QUICK ATTACH DETACH S/N SERIAL NUMBER
QTY QUANTITY SNECMA SOCIETE NATIONALE D’ETUDE ET DE
QWR QUICK WINDMILL RELIGHT CONSTRUCTION DE MOTEURS
D’AVIATION
R SOL SOLENOID
RACC ROTOR ACTIVE CLEARANCE CONTROL S/R SERVICE REQUEST
RAM RANDOM ACCESS MEMORY S/V SHOP VISIT
R/H RIGHT HAND SVR SHOP VISIT RATE
RPM REVOLUTION PER MINUTE SW SOFTWARE
RTD RESISTIVE THERMAL DEVICE
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T TPU TRANSIENT PROTECTION UNIT

T12 FAN INLET TOTAL AIR TEMPERATURE T/R THRUST REVERSER
T25 HP COMPRESSOR INLET AIR TRA THROTTLE RESOLVER ANGLE
TEMPERATURE TRDV THRUST REVERSER DIRECTIONAL
T3 HP COMPRESSOR DISCHARGE AIR VALVE
TEMPERATURE TRPV THRUST REVERSER PRESSURIZING
T49.5 EXHAUST GAS TEMPERATURE VALVE
T5 LOW PRESSURE TURBINE DISCHARGE TSI TIME SINCE INSTALLATION (HOURS)
TOTAL AIR TEMPERATURE TSN TIME SINCE NEW (HOURS)
TAT TOTAL AIR TEMPERATURE TTL TRANSISTOR TRANSISTOR LOGIC
TBD TO BE DETERMINED
TBV TRANSIENT BLEED VALVE U
T/E TRAILING EDGE UER UNSCHEDULED ENGINE REMOVAL
T/C THERMOCOUPLE
TC HP TURBINE CASE TEMPERATURE V
TCase HP TURBINE CASE TEMPERATURE VAC VOLTAGE, ALTERNATING CURRENT
TCC TURBINE CLEARANCE CONTROL VBV VARIABLE BLEED VALVE
TCJ TEMPERATURE COLD JUNCTION VDC VOLTAGE, DIRECT CURRENT
TEO ENGINE OIL TEMPERATURE VDT VARIABLE DIFFERENTIAL
TGB TRANSFER GEARBOX TRANSFORMER
Ti TITANIUM VRT VARIABLE RESISTANCE TRANSDUCER
TLA THROTTLE LEVER ANGLE VSV VARIABLE STATOR VANE
TM TORQUE MOTOR
TMC TORQUE MOTOR CURRENT W
TO/GA TAKE OFF/GO AROUND WDM WATCHDOG MONITOR
T/O TAKE OFF WFM WEIGHT OF FUEL METERED
T oil OIL TEMPERATURE WOW WEIGHT ON WHEEL
WTAI WING THERMAL ANTI-ICING
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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 foot = 0.3048 m or 30.48 cm 1 psi. = 6.890 kPa or 6.89 10-2 bar

1 m = 3.281 ft. or 39.37 in. 1 Pa = 1.45 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 sq.in. = 6.45 cm²

1 m² = 10.76 sq. ft.
1 USG = 3.785 l ( dm³ )

1 cm² = 0.155 sq.in.
1 cu.in. = 16.39 cm³

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

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

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

equal shares, has a dual function:
- Overall program management, on behalf of both GE
and SNECMA
- Single interface with customers for marketing and
product support
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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-223-001-00
CFM INTERNATIONAL ORGANIZATION
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Engine Applications
The following chart shows the various engine models for the
Boeing B737-600/-700/-800/-900/-BBJ/COMBI/C40A
aircraft.
The engine used on these aircraft is the CFM56-7B, which

has several different thrust ratings.
Ranging from 19500 to 27300 lbs of thrust, the CFM56-7B

is offered by CFMI as the common power source for the
Boeing 737 Next Generation Versions.
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CFM56-7B18 (19,500 lbs) 737-600

CFM56-7B20 (20,600 lbs)
CFM56-7B22 (22,700 lbs)
CFM56-7B20 (20,600 lbs) 737-700

CFM56-7B22 (22,700 lbs)
CFM56-7B24 (24,200 lbs)
CFM56-7B24 (24,200 lbs) 737-800

CFM56-7B26 (26,300 lbs)
CFM56-7B27 (27,300 lbs)
CFM56-7B24 (24,200 lbs) 737-900

CFM56-7B26 (26,300 lbs)
CFM56-7B27 (27,300 lbs)
737-BBJ / COMBI
CFM56-7B26 (26,300 lbs)
CFM56-7B24 (24,200 lbs)

C40A
CTC-223-002-00
CFM56-7B FOR BOEING APPLICATIONS
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CFM56-7B MAIN CHARACTERISTICS
Type of engine Turbo fan Performance (*figures depend on engine model)
Arrangement Two spool axial flow - Take-off thrust (SLS) *19500 - 27300 lbs
Rotation Clockwise (ALF) - Take-off flat rated *86/30

Temperature °F/°C
Compressors
- Fan Single stage - Max climb thrust *5960 lbs
- LP Compressor Four stages
- HP Compressor Nine stages - By-pass ratio *5.1:1 to 5.5:1
Combustion chamber Annular SAC (option DAC) - EGT red line 950°C
Turbines - 100% N1 (Low Pressure 5175 rpm

- HP Turbine Single stage Rotational Speed)
- LP Turbine Four stages
- N1 speed limit (red line) 104%
Weight 2384 kg (5257 lbs)
- 100% N2 (High Pressure 14460 rpm
Overall dimensions Rotational Speed)
- Length 2.51m (98.72 ins)
- Height 1.83m (72.00 ins) - N2 speed limit (red line) 105%
- Width 2.12m (83.40 ins)
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CTC-223-003-00
CFM56-7B
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ENGINE GENERAL
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ENGINE GENERAL CONCEPT
The CFM56-7B engine is a high by-pass, dual rotor, axial

flow, advanced technology turbofan. It is supported by
the wing pylon and streamlined by cowlings.
Air is sucked into the intake by the fan blades and split
into two flow paths, the Primary and the Secondary.
The primary airflow passes through the inner portion of

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

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

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

between 5.1:1 and 5.5:1, depending on the engine model,
which means that the secondary airflow takes in between
5 and 6 times more air than the primary airflow.
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SECONDARY FLOW
PRIMARY FLOW
THRUST
REVERSER
SYSTEM
CTC-223-004-00
DESIGN AND OPERATION
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The CFM56-7B 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
S.O.A.P.
LUBE PARTICLE ANALYSIS
CTC-223-005-00
CONDITION MONITORING
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The CFM56-7B engine consists of two independent

rotating systems:
- The low pressure system rotational speed is
designated N1.
- The high pressure system rotational speed is
designated N2.
The engine rotors are supported by 5 bearings, identified

in manuals as numbers 1 thru 5, where No. 1 is the most
forward and No. 5 the most aft. These bearings are
housed in 2 dry sump cavities provided by the fan and
turbine frames.
Engine structural rigidity is obtained with short lengths

between two main structures (frames).
The accessory drive system uses energy from the high

pressure compressor rotor to drive the engine and aircraft
accessories. It also plays a major role in starting.
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5 BEARINGS
ACCESSORY LP SYSTEM
DRIVE
2 FRAMES
HP SYSTEM
2 SUMPS
CTC-223-006-00
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The CFM56-7B is a modular concept design engine. It

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

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

MAJOR MODULE
ACCESSORY DRIVE MODULE
CTC-223-007-00
MODULAR DESIGN
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FAN SECTION
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FAN SECTION
The fan section is at the front of the engine downstream

from the air inlet cowl. It includes the fan and booster
module, and the fan frame module.
Fan and booster
The purposes of the fan and booster are :
- to accelerate air overboard to generate thrust

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

approximately 80% of the total thrust. The remainder is
directed through the booster, where it is pressurized
before entering the HPC.
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72-20-00
BASIC ENGINE
Page 2
Feb 02
TOC
EFG
AIR INLET
COWL
FAN
SECTION
MODULE
AIR OVERBOARD
AIR TO THE BOOSTER
CTC-223-008-00
FAN AND BOOSTER MODULE
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
72-20-00
BASIC ENGINE
Page 3
Feb 02
TOC
EFG
FAN SECTION
Fan and booster (Cont’d)
The fan and booster is located at the front of the engine,

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

fixed assembly is secured to the fan frame.
EFFECTIVITY
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72-20-00
BASIC ENGINE
Page 4
Feb 02
TOC
EFG
FAN ROTOR
3 - STAGE
BOOSTER
SPINNER REAR
CONE
SPINNER FRONT
CONE
CTC-223-009-00
FAN AND BOOSTER DESIGN
EFFECTIVITY
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72-20-00
BASIC ENGINE
Page 5
Feb 02
TOC
EFG
FAN SECTION
Spinner front cone
The spinner front cone is designed to minimize ice build-

up. It is made of black sulfuric anodized aluminium alloy.
It is a hollow cone-shaped structure, which is attached on

its rear flange to the spinner rear cone. The attachment is
an interference fitting.
The rear flange has 6 mounting screw locations and 3

threaded inserts, located every 120°, for installation of
jackscrews used in removal procedures.
An offset hole, identified by an indent mark, ensures

correct installation and centering onto the rear cone front
flange.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
72-20-00
BASIC ENGINE
Page 6
Feb 02
TOC
EFG
6 MOUNTING
SCREW LOCATIONS
INDENT MOUNTING
MARK SCREW
3 JACKSCREW
LOCATIONS
CTC-223-010-00
SPINNER FRONT CONE
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
72-20-00
BASIC ENGINE
Page 7
Feb 02
TOC
EFG
FAN SECTION
Spinner rear cone
The rear cone smoothes airflow at the inlet of the engine The fan retaining flange is installed on the inner rear
and provides anti-rotation of the fan retaining ring. It also flange of the spinner rear cone through an interference fit.
accomodates the fan retaining flange and balancing There are 6 threaded holes for the installation of
screws used in fan trim and static balance procedures. jackscrews used if it is necessary to remove the fan
retaining flange.
It is a hollow elliptical structure that is mounted on
interference fit flanges between the spinner front cone Both front and rear flanges have an offset hole to ensure
and the fan disk. correct installation and they are identified by indent
marks. On the front flange of the rear cone, the indent
It is made of aluminium alloy and protected by sulfuric mark is next to the offset hole. The other indent mark is
anodization. on the outer rim of the rear cone, facing fan blade No.1.
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.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
72-20-00
BASIC ENGINE
Page 8
Feb 02
TOC
EFG
SPINNER
REAR CONE
ATTACHMENT
AREA
BALANCING
SCREW
SELF - LOCKING NUTS
CTC-223-011-00
SPINNER REAR CONE
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
72-20-00
BASIC ENGINE
Page 9
Feb 02
TOC
EFG
FAN SECTION
Spinner rear cone (cont’d)
Balance procedures use various weights which are in the

form of balancing screws installed on the rear cone’s
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
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
72-20-00
BASIC ENGINE
Page 10
Feb 02
TOC
EFG
FAN BLADES
INDENT MARK
FAN DISK
SPINNER
REAR CONE
SPINNER
REAR CONE
BALANCING
SCREWS
FAN DISK
BALANCING
SCREWS
CTC-223-012-00
BALANCING SCREWS
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
72-20-00
BASIC ENGINE
Page 11
Feb 02
TOC
EFG
FAN SECTION
Fan disk
The fan disk is a titanium alloy forging. The outer front

flange provides attachment for the rear cone and the
retaining flange.
The outer rim of the fan disk has 24 curved dovetails slots
designed for fan blade retention.
It also has a flange designed for the attachment of the fan

blade platforms.
The fan disk provides attachment for the fan shaft on its
inner rear flange and its outer rear flange is bolted to the
booster spool.
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
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72-20-00
BASIC ENGINE
Page 12
Feb 02
TOC
EFG
SPHERICAL OFFSET HOLE

IMPRINT
1 1
FAN BLADE
SLOTS 5
5
BALANCE WEIGHT
PROVISIONS
CTC-223-013-00
FAN DISK FRONT FLANGE
EFFECTIVITY
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72-20-00
BASIC ENGINE
Page 13
Feb 02
TOC
EFG
FAN SECTION
Fan blades
The 24 wide-cord fan blades form the first stage of the 24 platforms, made of forged aluminium, are installed
Low Pressure Compressor (LPC) and accelerate the air between the blades, to prevent their axial movement.
entering the engine through the air inlet cowls.
Axial disengagement of the shims is prevented by a
They are made of titanium alloy, and are 20.67ins. retaining ring installed on the front of the fan disk through
(0,52m) long. a bayonet system.
Each blade has a dovetail base that slides into a recess Radial and axial movement of the platforms is prevented
on the fan disk outer rim. by a retaining flange, fitted with pins that engage in the
platforms front face.
A retainer lug, machined at the rear end of the blade root,
engages the forward flange of the booster spool and limits Both retaining ring and flange are held in position by the
axial movements. spinner rear cone.
24 shims, made of titanium alloy covered with elastomer

strips, are installed under the fan blade roots, to limit their
radial movement.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
72-20-00
BASIC ENGINE
Page 14
Feb 02
TOC
EFG
FAN BLADE
PLATFORM
PIN
FAN BLADE
LPC SHIM
FAN DISK
RETAINING RING
FAN RETAINING
FLANGE
CTC-223-014-00
FAN BLADE INSTALLATION
EFFECTIVITY
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72-20-00
BASIC ENGINE
Page 15
Feb 02
TOC
EFG
FAN SECTION
Fan blades (cont’d)
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.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
72-20-00
BASIC ENGINE
Page 16
Feb 02
TOC
EFG
MANUFACTURER CODE
MOMENTUM PART NUMBER
WEIGHT VIEW A
F0301 337-000-114-0
206740
F0491 J023493
EXAMPLE SPECIFIC SERIAL NUMBER

INDICATIONS SUB-CONTRACTOR
NUMBER MOLYDAG
COATING
VIEW B
Cu-Ni-In AND
MOLYDAG COATING
SPECIFIC
B INDICATIONS
CTC-223-015-00
FAN BLADE ROOT
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
72-20-00
BASIC ENGINE
Page 17
Feb 02
TOC
EFG
FAN SECTION
Fan frame module
The fan frame module is the forward structure for

mounting the engine onto the airframe, and supports the
fan and booster module, the HPC and cowls.
It consists of the following major assemblies :

- The containment case,
- The Outlet Guide Vane (OGV) assembly,
- The fan frame assembly (shroud and 12-strut hub),
- The radial drive shaft housing.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
72-20-00
BASIC ENGINE
Page 18
Feb 02
TOC
EFG
FAN FRAME
SHROUD
CONTAINMENT 12-STRUT HUB

CASE
RADIAL DRIVESHAFT
HOUSING
OUTLET GUIDE
VANE (OGV)
ASSY
CTC-223-016-00
FAN FRAME MODULE
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
72-20-00
BASIC ENGINE
Page 19
Feb 02
TOC
EFG
FAN SECTION
Containment case
The containment case is a single part made of aluminium

alloy.
Its outer surface has flanges and ribs to give more

strength to the case during engine operation and to
provide attachment for equipment brackets.
It has 2 hoisting points, at the 2 and 10 o’clock positions

for ground handling devices, and is equipped with mount
fittings at the 9 o’clock position, for the AGB/TGB.
Its inner surface houses an abradable liner, located

radially in line with the fan rotor blades.
The outer shrouds of the OGV’s are bolted at the rear of

the containment case.
The front flange provides attachment for the air inlet cowl.
The rear flange bolts onto the frame shroud front flange.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
72-20-00
BASIC ENGINE
Page 20
Feb 02
TOC
EFG
FAN FRAME SHROUD

MOUNTING FLANGE
OGV OUTER SHROUD
2 HOISTING
ATTACHMENT POINTS
POINTS
OUTLET GUIDE
VANES (OGV)
FAN FRAME
SHROUD
AGB / TGB MOUNT

FITTINGS
ABRADABLE
FWD
LINER
CONTAINMENT CASE
FAN INLET COWL
MOUNTING
FLANGE
CTC-223-017-00
CONTAINMENT CASE
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
72-20-00
BASIC ENGINE
Page 21
Feb 02
TOC
EFG
FAN SECTION
Outlet Guide Vane (OGV) assembly
The OGV assembly is housed at the rear of the

containment case. Its purpose is to direct and smooth the
secondary airflow to increase thrust efficiency.
The assembly consists of the fan OGV inner shroud and 76

vanes, made of aluminium alloy.
The OGV inner shroud rear flange is attached to the front of

the 12-strut hub with bolts. Its forward outer surface features
76 apertures, containing composite seals, which house the
OGV inner platforms and retain them axially in place.
The vane outer platforms are bolted to the containment

case.
A splitter fairing, which separates the primary and

secondary airflows, is bolted onto the fan OGV inner shroud
forward flange.
A borescope port in the inner shroud allows for inspection

of stg 3 and 4 booster blades.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
72-20-00
BASIC ENGINE
Page 22
Feb 02
TOC
EFG
OUTER
FAN FRAME
PLATFORM
SHROUD
CONTAINMENT
CASE
OGV
OGV INNER
SHROUD
INNER
PLATFORM
OGV SEAL
CTC-223-018-00
FAN OUTLET GUIDE VANES
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
72-20-00
BASIC ENGINE
Page 23
Feb 02
TOC
EFG
FAN SECTION
Fan frame assembly
The fan frame assembly consists of :

- the fan frame shroud.
- the 12-strut hub.
- the radial drive shaft housing.
The 12 hollow struts house various equipment and lines.

Compartments formed between the struts, house variable
bleed valves (VBV).
The secondary airflow is ducted rearward between the

fan frame shroud and the mid-box structure.
The primary airflow from the booster is ducted to the HPC

between the center hub and the mid-box structure.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
72-20-00
BASIC ENGINE
Page 24
Feb 02
TOC
EFG
FAN FRAME SHROUD
VBV COMPARTMENTS
SECONDARY
AIRFLOW
RADIAL
STRUTS
HUB
PRIMARY
AIRFLOW
FORWARD
LOOKING MID-BOX
AFT STRUCTURE
CTC-223-019-00
FAN FRAME ASSEMBLY
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
72-20-00
BASIC ENGINE
Page 25
Feb 02
TOC
EFG
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
72-20-00
BASIC ENGINE
Page 26
Feb 02
TOC
EFG
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
72-00-02
BASIC ENGINE
Page 1
Feb 02
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
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
72-00-02
BASIC ENGINE
Page 2
Feb 02
TOC
EFG
COMBUSTION
HIGH PRESSURE CASE
COMPRESSOR STATOR
COMBUSTION
SECTION HPT SECTION
STAGE 1 LPT
HIGH PRESSURE NOZZLES
COMPRESSOR ROTOR
#3 BEARING
#4 BEARING
HPC
SECTION
CTC-223-020-00
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
72-00-02
BASIC ENGINE
Page 3
Feb 02
TOC
EFG
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
72-00-02
BASIC ENGINE
Page 4
Feb 02
TOC
EFG
HIGH PRESSURE COMPRESSOR SECTION
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
72-30-00
BASIC ENGINE
Page 1
Feb 02
TOC
EFG
HIGH PRESSURE COMPRESSOR (HPC) SECTION
The HPC, which has 9 stages, increases the pressure of

the air as it passes from stage to stage, to supply the
combustor section.
It is mounted between the fan frame and the combustor

case.
The HPC also has pipe connections that duct 4th, 5th, and
9th stage bleed air for both engine and aircraft use.
It consists of the following modules :

- The compressor rotor
- The compressor front stator
- The compressor rear stator
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
72-30-00
BASIC ENGINE
Page 2
Feb 02
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-223-021-00
HP COMPRESSOR SECTION
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
72-30-00
BASIC ENGINE
Page 3
Feb 02
TOC
EFG
HPC SECTION
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
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
72-30-00
BASIC ENGINE
Page 4
Feb 02
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
( S7 TO S9 ) S9 S8 S3
S2
S1
CTC-223-022-00
HPC BORESCOPE PORTS
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
72-30-00
BASIC ENGINE
Page 5
Feb 02
TOC
EFG
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
72-30-00
BASIC ENGINE
Page 6
Feb 02
TOC
EFG
COMBUSTION SECTION
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
72-40-00
BASIC ENGINE
Page 1
Feb 02
TOC
EFG
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.
The mixture is ignited by 2 igniter plugs, located at the 4

and 8 o’clock positions.
The front face of the combustor is attached to the rear of

the compressor module.
The rear section of the combustion case houses the HPT

module.
The combustion section also supplies HPC 9th stage

bleed air for both aircraft and engine use.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
72-40-00
BASIC ENGINE
Page 2
Feb 02
TOC
EFG
COMBUSTION
CASE
HPC COMBUSTION CASE

9TH STAGE REAR FLANGE
BLEED AIR
COMBUSTION CASE
FRONT FLANGE
HP TURBINE
SECTION
COMBUSTION
CHAMBER
CTC-223-023-00
COMBUSTION SECTION
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
72-40-00
BASIC ENGINE
Page 3
Feb 02
TOC
EFG
COMBUSTION SECTION
Borescope ports
There are 4 plugged borescope ports (S12, S13, S14,

S15) around the combustion case, which enable inspection
of the combustion chamber.
Two other ports are available, using the spark igniter ports
S10 and S11, which can also be used to inspect the High
Pressure Turbine (HPT) blades.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
72-40-00
BASIC ENGINE
Page 4
Feb 02
TOC
EFG
BORESCOPE PORT
LOCATIONS (ALF) S12
S15
S14.5
S13
(DAC ONLY)
COMBUSTION CASE S10

S11 IGNITER
IGNITER
S14
BORESCOPE PLUG FWD

S12, S13, S14, S14.5 (DAC ONLY), S15 IGNITER (S10, S11)
CTC-223-024-00
COMBUSTION CHAMBER BORESCOPE PORTS
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
72-40-00
BASIC ENGINE
Page 5
Feb 02
TOC
EFG
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
72-40-00
BASIC ENGINE
Page 6
Feb 02
TOC
EFG
TURBINE SECTION
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
72-50-00
BASIC ENGINE
Page 1
Feb 02
TOC
EFG
TURBINE SECTION
The turbine section provides the necessary power to drive

the compressor rotors. It consists of the :
- High Pressure Turbine (HPT)

- Low Pressure Turbine (LPT)
High Pressure Turbine (HPT)
The HPT module is housed in the combustion case and

consists of a single stage nozzle that directs the gas flow
from the combustion chamber to the HPT rotor blades that
drive the HPC rotor.
The LPT stage 1 nozzle is also housed in the combustion

case.
Engine cooling
Air from the 4th stage of the HPC is ducted through 4

pipes, to cool down the LPT stage 1 nozzle and the front
cavity.
Air from the 4th and 9th stage of the HPC goes through
the HPTCC valve and is ducted through 2 pipes, to cool
down the cavity that surrounds the HPT shroud.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
72-50-00
BASIC ENGINE
Page 2
Feb 02
TOC
EFG
HPC 4TH/9TH STAGE HPC 4TH STAGE

COOLING AIR COOLING AIR
COMBUSTOR CASE
STAGE 1
LPT NOZZLE
HPT NOZZLE
HPT ROTOR
HPT SHROUD
HPTCC VALVE
CTC-223-025-00
HPT & STAGE 1 LPT NOZZLE ASSEMBLY
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
72-50-00
BASIC ENGINE
Page 3
Feb 02
TOC
EFG
TURBINE SECTION
HPT borescope ports
Borescope ports S16 and S17, at the aft of the

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

S12 thru S15) can be used to inspect the HPT front
sections.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
72-50-00
BASIC ENGINE
Page 4
Feb 02
TOC
EFG
BORESCOPE PORT
LOCATIONS (ALF)
S17 S10
S11 IGNITER
IGNITER S16
FWD
FWD
S16, S17
BORESCOPE PLUG
S16 OR S17
CTC-223-026-00
HPT BORESCOPE PORTS
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
72-50-00
BASIC ENGINE
Page 5
Feb 02
TOC
EFG
TURBINE SECTION
Low Pressure Turbine (LPT)
The LPT module converts the energy of gasses from

combustion into the necessary torque to drive the fan and
booster rotor.
The LPT is a 4-stage axial flow turbine that consists of a

rotor and stator assembly.
The LPT module front flange is mounted onto the rear

flange of the combustor module. Its rear flange is attached
onto the LPT frame and its inner flange is secured onto
the LPT shaft.
Fan discharge air is ducted through cooling manifolds

that are provided with orifices, to direct cooling air onto
the LPT outer case.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
72-50-00
BASIC ENGINE
Page 6
Feb 02
TOC
EFG
LPT MODULE
LPT REAR
FRAME MODULE
LPT ROTOR LPT STATOR
AIR
MANIFOLD
COOLING
MANIFOLDS
LPT SHAFT
MODULE
CTC-223-027-00
LOW PRESSURE TURBINE MODULE
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
72-50-00
BASIC ENGINE
Page 7
Feb 02
TOC
EFG
TURBINE SECTION
LPT borescope ports
There are 5 borescope ports for inspection of the LPT

blades.
Ports S16 and S17, which are located at the 5 and 8

o’clock positions respectively, are used to examine the
LPT stage 1 blade leading edge.
Ports S18, S19 and S20, at the 5 o’clock position, are

located between all stages.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
72-50-00
BASIC ENGINE
Page 8
Feb 02
TOC
EFG
S16, S17
BORESCOPE
PLUGS
S16, S17
S18
S18, S19, S20
BORESCOPE
PLUGS S19
S20
CTC-223-028-00
LPT BORESCOPE PORTS
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
72-50-00
BASIC ENGINE
Page 9
Feb 02
TOC
EFG
TURBINE SECTION
Turbine frame module
The turbine frame module is the engine rear structural

assembly, and is bolted to the rear flange of the LPT
case.
It is made up of an outer casing and a hub.
The outer casing is equipped with mounts for rear engine

installation on the airframe.
The hub outer flange is equipped with studs which

provide attachment for the exhaust plug.
The hub inner flange provides support and attachment for

the flange assembly and, at its center, the flame arrestor.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
72-50-00
BASIC ENGINE
Page 10
Feb 02
TOC
EFG
TANGENT STRUT
ENGINE
MOUNTS
EXHAUST PLUG
ATTACHMENT STUDS
FLAME
ARRESTOR
FLANGE
ASSEMBLY OIL SUPPLY
TUBE
FLANGE
ASSEMBLY
SCAVENGE
TUBE
OUTER CASE
DRAIN TUBE
OIL SUPPLY TUBE

FLAME ARRESTOR
CTC-223-0029-00
TURBINE REAR FRAME
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
72-50-00
BASIC ENGINE
Page 11
Feb 02
TOC
EFG
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
72-50-00
BASIC ENGINE
Page 12
Feb 02
TOC
EFG
ACCESSORY DRIVE SECTION
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
72-60-00
BASIC ENGINE
Page 1
Feb 02
TOC
EFG
At engine start, the accessory drive system transmits

external power from the engine air starter to drive the core
engine.
When the engine is running, the accessory drive system

extracts part of the core engine power and transmits it
through a series of gearboxes and shafts in order to drive
the engine and aircraft accessories.
For maintenance tasks, the core can be cranked manually

through the Accessory Gearbox.
The accessory drive system is located at the 9 o’clock

position (ALF) and consists of the following components :
- The inlet Gearbox (IGB), that takes power from the

HPC front shaft.
- The radial Drive Shaft (RDS), that transmits the
power to the Transfer Gearbox.
- The transfer Gearbox (TGB), which redirects the
torque.
- The horizontal Drive Shaft (HDS), that transmits
power from the Transfer Gearbox to the Accessory
Gearbox.
- The accessory Gearbox (AGB), that supports and
drives both engine and aircraft accessories.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
72-60-00
BASIC ENGINE
Page 2
Feb 02
TOC
EFG
INLET GEARBOX
(IGB)
INNER RADIAL DRIVE SHAFT

(RDS)
OUTER RADIAL DRIVE SHAFT
HORIZONTAL DRIVE
SHAFT (HDS)
ACCESSORY
GEARBOX (AGB) TRANSFER
GEARBOX (TGB)
CTC-223-030-00
ACCESSORY DRIVE SECTION DESIGN
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
72-60-00
BASIC ENGINE
Page 3
Feb 02
TOC
EFG
Accessory gearbox
The accessory gearbox supports and drives both aircraft Its rear face connects with the HDS sleeve and provides
and engine accessories. mounting pads for :
- The lubrication unit
The AGB assembly is mounted on the left hand side of - The scavenge oil filter
the fan frame at the 9 o’clock position and is secured by 2 - The fuel pump and Hydromechanical Unit (HMU)
clevis mounts 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 :
- The Hydraulic pump
- The Integrated Drive Generator (IDG)
- The Starter
- The Hand-cranking drive
- The Control alternator (FADEC Power supply)
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
72-60-00
BASIC ENGINE
Page 4
Feb 02
TOC
EFG
FRONT VIEW
FWD FLANGED BUSHING
CONTROL
TGB TO AGB ALTERNATOR
INPUT DRIVE PAD DRIVE PAD
SPEED SENSOR
HANDCRANKING
DRIVE PAD
FUEL PUMP
DRIVE PAD
STARTER
DRIVE PAD
REAR VIEW
IDG DRIVE PAD
FWD
HYDRAULIC PUMP
DRIVE PAD
LUBRICATION
UNIT DRIVE PAD
FLANGED
BUSHING
CTC-223-031-00
ACCESSORY GEARBOX HOUSING
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
72-60-00
BASIC ENGINE
Page 5
Feb 02
TOC
EFG
Sealing
Sealing of the AGB is provided by 2 configurations of

carbon-contact seals :
- Magnetic type
- Spring-loaded type
Magnetic type seals
The magnetic-type seal consists of :

- A non-magnetic seal housing, which contains a
magnetized mating ring with a polished face and a
retaining ring
- A rotating seal held in a rotating ring
This seal type can be used on the following pads :

- Integrated Drive Generator (IDG)
- Hydraulic pump
- Fuel pump
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
72-60-00
BASIC ENGINE
Page 6
Feb 02
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-223-032-00
MAGNETIC SEAL
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
72-60-00
BASIC ENGINE
Page 7
Feb 02
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 4

corresponding slots machined in the gear shaft bearing.
A housing, which contains the spring-loaded seal,

ensures constant contact between the polished face of the
rotating mating ring and the carbon seal element.
This seal type can be used on the following drive pads :

- Integrated Drive Generator (IDG)
- Hydraulic pump
- Starter
- Fuel pump
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
72-60-00
BASIC ENGINE
Page 8
Feb 02
TOC
EFG
CARBON CONTACT FACE (DISASSEMBLED)
(ASSEMBLED) SPRING WASHER
O-RING O-RING
SEAL SEALS
STATIC PART
MATING
ROTATING
RING
PART
LUGS
LAPPED OR POLISHED
CONTACT FACE
CTC-223-033-00
SPRING LOADED SEAL
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
72-60-00
BASIC ENGINE
Page 9
Feb 02
TOC
EFG
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
72-60-00
BASIC ENGINE
Page 10
Feb 02
TOC

CTC-223 Basic Engine

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EF G C F M 5 6

CFMI Customer Training Center CFMI Customer Training Services

THIS PAGE INTENTIONALLY LEFT BLANK

COPYRIGHT 1998 CFM INTERNATIONAL

THIS PAGE INTENTIONALLY LEFT BLANK

Chapter Section Page

72-00-00 Engine General 1 to 10

72-20-00 Fan Section 1 to 26

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

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

72-40-00 Combustion Section 1 to 6

72-50-00 Turbine Section 1 to 12

72-60-00 Accessory Drive Section 1 to 10

ABBREVIATIONS & ACRONYMS

cm.g CENTIMETER X GRAMS E

FADEC FULL AUTHORITY DIGITAL g.in GRAM X INCHES

in. INCH mm. MILLIMETERS

PLA POWER LEVER ANGLE RTV ROOM TEMPERATURE VULCANIZING

T TPU TRANSIENT PROTECTION UNIT

1 mile = 1.609 km 1 lb. = 0.454 kg

1 foot = 0.3048 m or 30.48 cm 1 psi. = 6.890 kPa or 6.89 10-2 bar

1 sq.in. = 6.45 cm²

1 USG = 3.785 l ( dm³ )

1 cu.in. = 16.39 cm³

INTRODUCTION TO THE CFM56 FAMILY

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

INTRODUCTION TO THE CFM56 FAMILY

The engine used on these aircraft is the CFM56-7B, which

Ranging from 19500 to 27300 lbs of thrust, the CFM56-7B

CFM56-7B18 (19,500 lbs) 737-600

CFM56-7B20 (20,600 lbs) 737-700

CFM56-7B24 (24,200 lbs) 737-800

CFM56-7B24 (24,200 lbs) 737-900

CFM56-7B24 (24,200 lbs)

CFM56-7B MAIN CHARACTERISTICS

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

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

Turbines - 100% N1 (Low Pressure 5175 rpm

THIS PAGE INTENTIONALLY LEFT BLANK

ENGINE GENERAL CONCEPT

The CFM56-7B 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 of

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

ENGINE GENERAL CONCEPT

- Borescope inspection, to check the condition of

- Lubrication particles analysis: while circulating in

TREND MONITORING VIBRATION

ENGINE GENERAL CONCEPT

The CFM56-7B engine consists of two independent

The engine rotors are supported by 5 bearings, identified

Engine structural rigidity is obtained with short lengths

The accessory drive system uses energy from the high

ENGINE GENERAL CONCEPT

The CFM56-7B is a modular concept design engine. It

The 4 modules are:

LOW PRESSURE TURBINE

ACCESSORY DRIVE MODULE