COURSE OUTLINE

CFM56-5A/5B

Basic Engine
February 2014

CO-063

Level 3
 Basic Engine CFM56-5A/5B

FOREWORD

Detailed information for the course that you are going to

follow, is available from a CD-ROM, containing the full
version of the Training Manual.

To help you follow the lessons easily and retain as

much information as possible, you have been provided
with a summary of the training manual.

The summary is called a Course Outline.

The Course Outline contains black & white copies of the

images displayed during the course accompanied by a
few lines of easy-to-read text, which provide comple-
mentary information.

To the right of the drawing, there is a space where you

can write down notes, if you so wish.

If you have any questions, please ask your instructor,

who will be happy to help.

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Basic Engine CFM56-5A/5B

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 Basic Engine CFM56-5A/5B
ENGINE PERFORMANCE

The CFM56-5A/-5B engines provide power for the Airbus A318 to A321 aircraft. The
various models of the engines provide take-off thrust ratings ranging from 21,600 to
32,000 lbs (9608 to 14234 daN) to suit aircraft requirements.

The CFM56-5B is a turbo fan engine with five LPC stages, consisting of one fan stage
and four booster stages, and with nine HPC stages. It weighs 2381 kg, and is 2.14m
long and 1.97m wide. Specific suffixes correspond to specific engine performances.

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 Basic Engine CFM56-5A/5B
ENGINE PERFORMANCE

The Tech Insertion Program consists in making modifications to some engine parts, in
order to increase the life of the engine on-wing, to increase the EGT margin, and to get
an improved SFC and a better combustion.

The CFM56-5A is a turbo fan engine with four LPC stages, consisting of one fan stage
and three booster stages, and with nine HPC stages. It weighs 2266 kg, and is 2.92m
long and 1.91m wide. Suffix /F corresponds to an increased EGT.

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 Basic Engine CFM56-5A/5B
ENGINE PERFORMANCE

The powerplant consists of the built engine and its cowling assembly, which forms the
aerodynamic structure around the engine called the nacelle. The engine is attached to
the wing pylon by mounts, located forward and aft of the core section.

Intake air is split into two flow paths. The primary flow is directed to the LPC, HPC and
combustor, supplying energy for the HPT and LPT. The secondary flow passes the
OGV and exits through the nacelle discharge duct, providing 80% of total thrust.

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 Basic Engine CFM56-5A/5B
ENGINE PERFORMANCE

On-Condition monitoring means that there are no periodic overhaul schedules. The en-
gine remains installed under the wing until lifetime limits of parts are reached, or until
something important occurs (engine health monitoring indications, inspections).

Airworthiness limitations determine the life limits for static and rotating engine parts.
The life limit is given in flight cycles. The cycles for each part serial number must be
counted continuously from its first entry into service.

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 Basic Engine CFM56-5A/5B
ENGINE PERFORMANCE

The engine has two independent rotating systems: low pressure (at speed N1) and
high pressure (at speed N2). The engine rotors are supported by 5 bearings housed in
2 dry sump cavities. The accessory drive system uses HPC rotor energy.

The CFM56-5B has a modular design. 17 different modules are enclosed within three
major modules and an accessory drive module. The three major modules are: Fan Ma-
jor Module, Core Engine Major Module, and Low Pressure Turbine Major Module.

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 Basic Engine CFM56-5A/5B
ENGINE PERFORMANCE

The CFM56-5B has a modular design. 17 different modules are enclosed within three
major modules and an accessory drive module. The three major modules are: Fan Ma-
jor Module, Core Engine Major Module, and Low Pressure Turbine Major Module.

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 Basic Engine CFM56-5A/5B
COMPRESSORS SECTION

The fan and booster module compress air for the secondary and primary airflows. The
fan major module consists of: the fan and booster module, the No 1 and No 2 bearing
support module, the fan frame module, the inlet gearbox, the No 3 bearing module.

The fan and booster consists of a spinner front cone, a spinner rear cone, a single-
stage fan rotor, and a 4-stage (-5B) / 3-stage (-5A) axial booster. The rotating assembly
is mounted on the fan shaft, and the fixed assembly is secured to the fan frame.

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 Basic Engine CFM56-5A/5B
COMPRESSORS SECTION

The spinner front cone is a hollow cone-shaped structure attached on its rear flange to
the spinner rear cone by 6 mounting screws. An offset hole ensures correct installation.
The spinner front cone is designed to minimize ice build-up.

The spinner rear cone is a hollow structure mounted between the spinner front cone
and the fan disk. It accommodates balancing screws used in fan trim and static bal-
ance. It also prevents axial disengagement of spacers used in fan blade retention.

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 Basic Engine CFM56-5A/5B
COMPRESSORS SECTION

Balance procedures use weights in the form of balancing screws installed on the outer
diameter of the rear cone. They are used for static balance following blade replace-
ment, and for trim balance, when vibration levels are higher than the limits.

The fan disk outer rim has 36 dovetail recesses for installation of the fan blades. Bal-
ance weights are riveted on the forward flange. For CFM56 (-5A), the fan disk can be
repaired to increase the fan disk life limits.

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 Basic Engine CFM56-5A/5B
COMPRESSORS SECTION

The fan blades form the first stage of the Low Pressure Compressor. There are 36 tita-
nium alloy mid-span shrouded fan blades. Each blade has a dovetail base that slides
into a recess on the fan disk outer rim.

Fan blade root faces have an anti-friction plasma coating (Cu-Ni-In) and a top-coat of
cured molybdenum film varnish. Each blade has specific indications on the bottom of
the root. Midspan shroud contact surfaces have a tungsten carbide coating.

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 Basic Engine CFM56-5A/5B
COMPRESSORS SECTION

Visual assessment of the booster stage 1 vane assembly and the leading edge of
stage 2 blades can be made with a borescope fitted with a long 90°extension. Other
blades are inspected in the same way through ports (inspection holes).

Visual assessment of the booster stage 1 vane assembly and the leading edge of
stage 2 blades can be made with a borescope fitted with a long 90°extension. Other
blades are inspected in the same way through ports (inspection holes).

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 Basic Engine CFM56-5A/5B
COMPRESSORS SECTION

The fan frame module consists of a fan inlet case (in 2 parts for the -5B: upstream and
downstream fan inlet cases), an OGV assembly, a fan frame and a radial drive shaft
housing.

The OGV assembly is housed in the downstream fan inlet case. It consists of the OGV
inner shroud and 34 twin vanes, made of composite material, with metallic L/E. Its pur-
pose is to direct and smooth the secondary airflow to increase thrust efficiency.

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 Basic Engine CFM56-5A/5B
COMPRESSORS SECTION

The OGV assembly is housed in the downstream fan inlet case. It consists of the OGV
inner shroud and 70 vanes, made of composite material. Its purpose is to direct and
smooth the secondary airflow to increase thrust efficiency.

The outer case front flange supports and centers the fan inlet case. Its rear flange is fit-
ted with the T/R adaptor rings. The inner surface is lined with acoustic panels. The en-
gine ID plate & Tech Insertion ID plate (-5B ONLY) are located at approx. 3 o’clock.

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 Basic Engine CFM56-5A/5B
COMPRESSORS SECTION

The core engine produces the power to drive the engine. It consists of the HPC, the
combustion section, and the HPT. The forward end of the core engine is supported by
the No 3 ball bearing, and the aft end by the No 4 roller bearing.

The HPC consists of the compressor rotor which increases the pressure of the air de-
livered to the combustor, the front stator case and the rear stator which increase the air
pressure from the rotor blades.

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 Basic Engine CFM56-5A/5B
COMPRESSORS SECTION

There are 9 plugged borescope ports, number S1-S9, on the lower stator case at 5
o’clock approx. S7, S8, and S9 are double plugs with a spring-loaded system that ena-
bles the outer plug to drive the inner plug. Both plugs have specific torque values.

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 Basic Engine CFM56-5A/5B
COMBUSTION SECTION

The combustion section is located between the HPC and LPT. Ignition of fuel/air mix-
ture in the combustion chamber provides thermal energy to the turbines. The combus-
tion case encloses the combustion chamber.

The combustion case provides the structural interface between HPC, combustor, and
LPT. It incorporates the OGV’s, and a series of borescope ports and mounting pads for
fuel nozzles, sensors, igniter plugs, and air bleed for both engine and A/C use.

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 Basic Engine CFM56-5A/5B
TURBINES SECTION

The HPT section consists of the HPT nozzle, the HPT rotor, the HPT shroud and the
stage 1 LPT nozzle. The HPT converts the thermal energy of combustion gases into
kinetic energy to drive the HPC.

Igniter ports S10 and S11 are used to inspect the leading edge of HPT blades.
Borescope ports S16 and S17 are used to inspect the trailing edge of HPT blades, and
the leading edge of LPT blades.

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 Basic Engine CFM56-5A/5B
TURBINES SECTION

The assembly is located inside the aft end of the combustion case. The forward flange
is bolted to the combustion case inner surface. The aft flange is rabbeted and bolted
between the combustion case aft flange and the LPT stator front flange.

The LP turbine transforms the pressure and velocity of gases from the HPT into power
to drive the fan and booster. The LPT module, located at the rear of the engine, con-
sists of the rotor/stator module, the shaft module and the turbine frame module.

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 Basic Engine CFM56-5A/5B
TURBINES SECTION

There are 5 borescope ports. S16 & S17 are fitted with long spring-loaded plugs and
are at the rear of the combustion case at approximately 5 & 8 o’clock. S18, S19 and
S20 are fitted with short spring-loaded plugs and are at 5 o’clock on the LPT case.

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 Basic Engine CFM56-5A/5B
ACCESSORY DRIVE SECTION

Located at the 6 o’clock position, the accessory drive system consists of the IGB, the
RDS, the TGB, the HDS and the AGB. At engine start, the system transmits power to
drive the engine. When the engine is running, it drives the accessories.

Driven by the RDS, the TGB reduces rotational speed and redirects torque from the
IGB to the AGB. Secured under the fan frame at 6 o’clock, it consists of the gearbox
housing, the input bevel gear and the horizontal bevel gear.

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 Basic Engine CFM56-5A/5B
ACCESSORY DRIVE SECTION

The AGB front face has mounting pads for the lube unit, hydraulic pump, hand-
cranking drive, control alternator and IDG. Its rear face connects with the HDS coupling
tube and has mounting pads for the fuel pump, N2 speed sensor and starter.

The AGB magnetic seal type consists of a non-magnetic housing that contains a mag-
netized mating ring and retaining ring, and a rotating seal held in a rotating ring. This
type of seal is used on the IDG, hydraulic pump and fuel pump pads.

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 Basic Engine CFM56-5A/5B
ACCESSORY DRIVE SECTION

The spring-loaded seal is made up of a carbon packing and a rotating mating ring with
a polished face. The mating ring has 4 lugs that engage into the gear shaft bearing.
This seal can be used on the IDG, hydraulic pump, starter, and fuel pump pads.

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 Basic Engine CFM56-5A/5B
STANDARD PRATICES

CFM56 engines use common locking devices, such as cotter pins, tabwashers and
lockwire, but they also use a specific device: the safety cable.

Before installation, make sure that cable threading holes on the parts to be safetied are
correctly aligned. The maximum length of cable between cabled parts must not exceed
6 ins (15,4 cm). Do not safety more than 3 bolts with one safety cable.

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 Basic Engine CFM56-5A/5B
STANDARD PRATICES

Specific tools are used to tighten the cable and crimp the ferrule. CFMI recommends to
do a pulloff test at leat once a month on each of the crimping tools.

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