CFM International CFM56-3 Training Manual: General Engine Data

cfm international CFM56-3 TRAINING MANUAL
GENERAL ENGINE DATA

Objectives:
At the completion of this section a student should be able to:
.... given a list identify the safety precautions associated with the CFM56-3/3B/3C engine (1.A.x).
.... given a specific model and a list identify the dimensions and weights of the CFM56-3/3B/3C engine (1.A.x).
.... given a specific model and a list identify the ratings and applications of the CFM56-3/3B/3C engine (1.A.x).
.... given a list recall the engine transportation requirements for a CFM56-3/3B/3C engine (1.A.x).
.... given a list recall the types of on-condition monitoring used with the CFM56-3/3B/3C engine (1.A.x).
.... given a list recall the maintenance strategy of the CFM56-3/3B/3C engine (1.A.x).
.... given a list select the purpose of on-condition monitoring for the CFM56-3/3B/3C engine (1.B.x).
.... given a list select the purpose of the maintenance strategy of the CFM56-3/3B/3C engine (1.B.x).
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CFMI PROPRIETARY INFORMATION
GROUND SAFETY PRECAUTIONS
Overview (1.A.a)
The operation of jet power plants is dangerous. While
the engine operates, these dangerous conditions can
occur:
- There is a very strong suction at the front of the
engine that can pull persons and unwanted
materials into the air inlet.
- Very hot, high speed gases go rearward from the

turbine exhaust nozzle.
- The fan exhaust at high thrust has very high speed.
- When the Thrust Reverser (T/R) is extended, the

fan exhaust goes forward while the turbine exhaust
goes rearward.
- When exposed to engine noise for extended periods

of time hearing loss can occur.
- High voltage output from the ignition system can be

fatal if not properly handled.
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THE HAZARDS OF AIRCRAFT MAINTENANCE

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GROUND SAFETY PRECAUTIONS When an engine is started, fuel that has collected in the
turbine exhaust sleeve can ignite. Long flames are blown
Inlet and Exhaust Safety Precautions (1.A.a) out of the exhaust nozzle. For this reason all flammable
Persons positioned near the power plant during power materials must be kept clear of the exhaust nozzle.
plant operation must be aware of the following inlet/
exhaust hazard areas: There are contamination and bad gases which were
pulled into the engine by suction. There are also gases
When the engine operates, it makes a low air pressure from the fuel that has burned or fuel which has not
area in the inlet. This low pressure area causes a large burned. These gases in the exhaust are dangerous to
quantity of air to move from the forward side of the inlet you. Tests have shown that the amount of carbon
cowl and go into the engine The air which is near the monoxide in the exhaust is small, but there are other
inlet moves at a much higher velocity than air which is gases in the exhaust that smell bad and can cause injury
farther from the inlet. The quantity of the engine suction or irritation to your eyes and lungs. These gases will
does not increase slowly and continuously when you go usually cause a watering or burning sensation to your
near the inlet. The suction is small until you get near the eyes. Less noticeable, but more important, is the
inlet, where the suction increases suddenly. The engine respiratory irritation. When working near running aircraft
suction can pull small objects into the engine easier than you must stay away from small spaces where these
it can pull large objects. gases can collect.
Aft of the inlet cowl lip the hazard area extends

completely around the outer diameter and to the forward
end of the power plant.
When the engine operates, a large quantity of exhaust

comes from the aft end of the engine. The exhaust is hot
and moves at high speed. The exhaust temperature
near the engine is sufficient to melt bituminous (asphalt)
pavement engine operation on concrete pavement is
therefore recommended.
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THIS PAGE INTENTIONALLY LEFT BLANK
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Inlet and Exhaust Safety Precautions

Before you operate the engine, do these steps:
- Make sure there are no tools, unwanted materials
or objects in the air inlet.
- Make sure the area 40 feet to each side and

forward of the power plant is clean.
- Make sure the ground which is forward of the

engine is strong and solid.
- Make sure the suction of the engine will not pull the
unwanted material on the ground into the engine.
- Make sure that persons with loose objects (such as

hats, eyeglasses, loose clothing or rags) do not go
into this area.
- When the engine is operated, use an engine inlet

guard. This will prevent persons from being pulled
into the inlet because of air suction from the engine.
It is recommended that ground persons stay outside of

the inlet hazard area for at least 30 seconds after the fuel
cutoff signal (start lever placed in CUTOFF position)
from the flight compartment.
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PROTECT AGAINST INLET HAZARDS

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At idle power (forward thrust), the inlet hazard area starts
four feet aft of the inlet cowl lip and extends to a distance
of approximately 9 feet forward. The exhaust hazard
area extends aft to a distance of approximately 100 feet
from the tail of the B737 aircraft.
- If the surface wind is more than 25 knots, increase
the distance of the inlet hazard area by 20%.
- If the ramp surfaces are wet or frozen, make the

ramp clean to prevent injury to persons.
- After the engine is shut down, let the engine spool

down before the engine is approached.
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100 FEET
(30.5 METERS)
RIGHT ENGINE
R = 9 FEET LEFT ENGINE

(2.7 METERS)
4 FEET
(1.2 METERS)
INLET
WARNING: IF SURFACE WIND IS REPORTED GREATER
COWL THAN 25 KNOTS, INCREASE DISTANCE OF
LIP INLET BOUNDARY BY 20%. IF RAMP SURFACES
ARE SLIPPERY, ADDITIONAL PRECAUTIONS
SUCH AS CLEANING THE RAMP WILL BE
NECESSARY TO PROVIDE PERSONNEL
SAFETY.
GROUND PERSONNEL MUST STAND CLEAR OF

THESE HAZARD ZONES AND MAINTAIN
COMMUNICATION WITH FLIGHT COMPARTMENT
PERSONNEL DURING ENGINE RUNNING.
ENGINE INLET AND EXHAUST HAZARD AREAS - IDLE POWER (FORWARD THRUST)
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At breakaway power (forward thrust), the inlet hazard
area starts five feet aft of the inlet cowl lip and extends to
a distance of approximately 13 feet forward. The
exhaust hazard area extends aft to a distance of
approximately 510 feet from the tail of the B737 aircraft.


At high power, the fan and turbine exhaust can blow

loose dirt, stones, sand and other unwanted materials at
a distance of 300 feet. Park at an area where injury to
persons or damage to equipment or other airplanes can
be prevented. When available use a blast fence to
deflect the thrust if the engines are operated without
sufficient space to decrease the fan and turbine exhaust
thrust to zero.
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510 FEET
(155 METERS)
R = 13 FEET
(4 METERS)
5 FEET
(1.5 METERS) WARNING: IF SURFACE WIND IS REPORTED GREATER
INLET THAN 25 KNOTS, INCREASE DISTANCE OF
COWL INLET BOUNDARY BY 20%. IF RAMP SURFACES
LIP ARE SLIPPERY, ADDITIONAL PRECAUTIONS
SUCH AS CLEANING THE RAMP WILL BE
SAFETY.

ENGINE INLET AND EXHAUST HAZARD AREAS - BREAKAWAY POWER (FORWARD THRUST)
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At takeoff power (forward thrust), the inlet hazard area
starts five feet aft of the inlet cowl lip and extends to a
distance of approximately 13 feet forward. The exhaust
hazard area extends aft to a distance of approximately
1900 feet from the tail of the B737 aircraft.



thrust to zero.
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1900 FEET
(579 METERS)
R = 13 FEET
(4 METERS)
5 FEET
(1.5 METERS)
WARNING: IF SURFACE WIND IS REPORTED GREATER
THAN 25 KNOTS, INCREASE DISTANCE OF
INLET INLET BOUNDARY BY 20%. IF RAMP SURFACES
COWL ARE SLIPPERY, ADDITIONAL PRECAUTIONS
LIP SUCH AS CLEANING THE RAMP WILL BE
SAFETY.

ENGINE INLET AND EXHAUST HAZARD AREAS - TAKEOFF (T/O) POWER

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At idle power (reverse thrust), the inlet hazard area starts
four feet aft of the inlet cowl lip and extends to a distance
of approximately 9 feet forward. The secondary exhaust
hazard area extends to a distance of approximately 40
feet forward of the exhaust nozzle while the primary
exhaust hazard area extends aft to the tail of the B737
aircraft.


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45°
R = 40 FEET
(12.2 METERS)
R = 40 FEET
(12.2 METERS)
45°
WARNING: GROUND PERSONNEL MUST STAND CLEAR OF

ENGINE INLET AND EXHAUST HAZARD AREAS - IDLE POWER (REVERSE THRUST)
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At breakaway power (reverse thrust), the inlet hazard
area starts five feet aft of the inlet cowl lip and extends to
a distance of approximately 13 feet forward. The
secondary exhaust hazard area extends to a distance of
approximately 130 feet forward of the exhaust nozzle
while the primary exhaust hazard extends aft 175 feet
from the tail of the B737 aircraft.



thrust to zero.
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R = 130 FEET
(39.6 METERS)
45°
175 FEET
(53.3 METERS)
45°
R = 130 FEET
(39.6 METERS)
WARNING: GROUND PERSONNEL MUST STAND

CLEAR OF THESE HAZARD ZONES AND
MAINTAIN COMMUNICATION WITH
FLIGHT COMPARTMENT PERSONNEL
DURING ENGINE RUNNING.
ENGINE INLET AND EXHAUST HAZARD AREAS - BREAKAWAY POWER (REVERSE THRUST)
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Entry Corridor Safety Precautions (1.A.a)

During the engine runs for maintenance which position
you near the engine (such as during an idle leak check),
enter and exit the engine fan case area in the entry/exit
corridor.
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WARNING: ENTRY/EXIT CORRIDOR MUST BE USED ONLY UNDER

FOLLOWING CONDITIONS:
1. ENGINE OPERATION MUST NOT EXCEED LOW IDLE

REVOLUTIONS PER MINUTE (RPM) WHILE
PERSONNEL ARE IN ENTRY/EXIT CORRIDOR.
SEE A SEE A 2. POSITIVE COMMUNICATION BETWEEN PERSONNEL

IN FLIGHT COMPARTMENT AND PERSONNEL USING
ENTRY/EXIT CORRIDOR IS MANDATORY.
3. INLET AND EXHAUST HAZARD AREAS MUST BE

STRICTLY OBSERVED BY PERSONNEL IN ENTRY/
EXIT CORRIDOR.
4. USE OF SAFETY LANYARD IS RECOMMENDED (SEE

SHEET 2 AND 3).
IF SURFACE WIND IS REPORTED GREATER THAN

25 KNOTS, INCREASE DISTANCE OF INLET BOUNDARY
BY 20%. IF RAMP SURFACES ARE SLIPPERY,
ADDITIONAL PRECAUTIONS SUCH AS CLEANING THE
RAMP WILL BE NECESSARY TO PROVIDE PERSONNEL
SAFETY.
INLET
HAZARD
AREA
9 FEET
5 FEET 4 FEET
ENTRY/EXIT CORRIDOR
45° ENTRY/EXIT
ENTRY/EXIT CORRIDOR
CORRIDOR EXHAUST EXHAUST
HAZARD HAZARD
AREA A AREA
ENTRY/EXIT CORRIDOR (LOW IDLE)

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Entry Corridor Safety Precautions

The safety lanyard, inlet barrier or the inlet guard are
recommended for your safety.
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NOTE: PRIOR TO ENGINE OPERATION, THE PLUG-IN

PERSONNEL INLET BARRIER OR ENGINE
RUN-UP INLET GUARD MAY BE POSITIONED
AT THE ENGINE INLET AS AN ADDED
PRECAUTION
TO OUTBOARD SIDE
OF NO. 1 ENGINE
1. TO APPROACH OUTBOARD SIDE
OF ENGINE, ENTER FAN CASE INLET
AREA FROM AFT END OF FAN HAZARD
COWL PANEL. AREA
TO OUTBOARD SIDE SEE C

OF NO. 2 ENGINE SEE B TO INBOARD SIDE
FUSELAGE INLET OF NO. 1 ENGINE
HAZARD AIRPLANE
AREA CL
TO INBOARD SIDE OF
INLET NO. 2 ENGINE AND AIR
HAZARD CART DISCONNECT
AREA
SAFETY
LANYARD
SEE F
2. TO APPROACH INBOARD SIDE OF ENGINE, START WELL

FORWARD OF INLET HAZARD ZONE. WALK AFT WITH
SHOULDER NEXT TO FUSELAGE, CROSS OVER TOWARD
ENGINE AT A POINT JUST FORWARD OF LANDING GEAR,
AND ENTER FAN CASE AREA FROM AFT END OF FAN COWL
PANEL.
NOTE: USE OF SAFETY LANYARD IS RECOMMENDED
HOW TO APPROACH/EXIT FAN CASE AREA DURING ENGINE MAINTENANCE RUN

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Cooldown Safety Precautions (1.A.a)

After engine operation, make sure the turbine exhaust
sleeve and plug have become sufficiently cool before
maintenance is done in these areas.
The other parts of the engine can be worked on with no

danger of burns.
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GENERAL ENGINE DATA
Noise Safety Precautions (1.A.a)

The engines make sufficient noise to cause damage to
your ears.
- You can temporarily cause your ears to become
less sensitive to sound, if you listen to loud engine
noise
- You can become permanently deaf if you listen to

the engine noise for a long time
- Noise can affect the ear mechanism and cause

unsteadiness or an inability to walk or stand without
reeling
When you are near an operating engine, always use ear

protection to decrease the quantity of sound energy
which reaches your ears.
Note: The use of both cup-type ear protection and ear

plugs is recommended.
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60 FEET (20 M)
IDLE POWER
150 FEET (50 M)
30 FEET (10 M)
T/O POWER
WARNING: EAR PROTECTION REQUIRED WITHIN THIS AREA.

WARNING: PROLONGED EXPOSURE WITHIN THIS AREA OF
MORE THAN SIX MINUTES, EVEN WITH EAR
PROTECTION, CAN CAUSE EAR DAMAGE
ENGINE NOISE HAZARD AREAS

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Ignition Safety Precautions (1.A.a)

The engine ignition system is an electrical system with
high energy. You must be careful to prevent electrical
shock. Injury or death can occur to you. Do not do
maintenance on the ignition system when you operate
the engine.
Open the circuit breakers for the ignition system to

deactivate the ignition system. Manually ground the
exciter terminal to discharge the current.
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SEE A
SEE B
OFF ENGINE START OFF

GRD CONT BOTH GRD CONT
FLT IGN IGN FLT
L R
1 2
PILOTS' OVERHEAD PANEL

A
1 2
START VALVE START VALVE
OPEN OPEN
PILOTS' CENTER INSTRUMENT PANEL
ENGINE START AND IGNITION MODULE LOCATION

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DIMENSIONS AND WEIGHTS
Dimensional Data (1.A.a)

inch mm
*Engine Overall Length 98.16 2,722
Fan Inlet Case Forward Flange Diameter 63.39 1,610
Fan Frame Rear Outer Flange Diameter 40.63 1,032
Fan Major Module Length 33.81 859
Core Engine Major Module Length 51.60 1,310
TRF Outer Flange Diameter 40.63 1,032
LPT Major Module Length 76.17 1,935
*Indicates from tip of spinner cone to rear end of cage

assembly.
Weight Data (1.A.a)

Basic Engine Weight lb kg
Dry 4,240 1,923
Serviced 4,297 1,949
Drained 4,252 1,929
With QEC Installed on Engine 5,340 2,420
Fan Major Module 1,536 697
Core Engine Major Module 1,400 635
LPT Major Module 812 369
Note: All of the above engine values are approximate

and may vary slightly.
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93.06 (2,634)
33.81 (859)
A 40.63
(1,032)
105.74 (2,686)
VIEW A
33.583 (980)
66.386
(1,610)
34.646
(880)
Note: Dimensions are in

inches with millimeters in 43.898
parentheses (1,115)
CFM56-3 ENGINE OVERALL DIMENSIONS

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RATINGS AND APPLICATIONS
Thrust Ratings (1.A.a)

The CFM56-3 is available in these various power plant
thrust ratings:
CFM56-3-B1 - 18,500 and 20,100 lbs.
CFM56-3-B2 - 20,100, 22,000 and 22,100 lbs
CFM56-3C - 18,500, 20,100, 22,100 and 23,500 lbs.
Aircraft Applications (1.A.a)

The CFM56-3 was designed specifically for the Boeing
Series 737 airframe. The CFM56-3 is available in these
Commercial Boeing Series 737 airframe configurations.
CFM56-3-B1 - B737-300 and 737-500.
CFM56-3-B2 - B737-300 and 737-400.
CFM56-3C - B737-300, 737-400 and 737-500.
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737-300 737-400
è
CFM56-3C-1* @ CFM56-3C-1* @
BASIC ENGINE
20,000 LB THRUST 22,000 LB THRUST
CFM56-3C-1* @ CFM56-3C-1* @
è
CFM56-3C-1* @ CFM56-3B-2 @
OPTIONAL ENGINES
CFM56-3B-2 @
22,000 LB THRUST
* May use higher thrust at SL/temperature > 86 degress F or high altitude airport
CFM56-3 THRUST AND AIRFRAME CONFIGURATION CHART
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RATINGS AND APPLICATIONS
Data Plate (1.A.a)

To locate the specific engine model and thrust rating you
must first locate the engine data plate.The engine data
plate is located at 3:30 o'clock/ALF on the fan inlet case
between flanges "B" and "C".
The engine plate provides the following information:

- Engine Model Number
- Engine Serial Number
- Thrust Ratings
- Production Number
- FAA/DGAC Type Certificate
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A BC J K N T
ENGINE DATA PLATE

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TRANSPORTATION REQUIREMENTS
Requirements (1.A.a)
The compact physical dimensions of the CFM56-3 make
for convenient shipment of the engine without
disassembly.
Shipping a CFM56-3 engine by trailer over the road

requires certain precautions that must be taken to ensure
that the engine is properly protected from internal
damage while in transit. The trailer must be equipped
with an air-ride suspension system for one engine
transportation. When shipping two or more engines,
both the tractor and trailer must be equipped with an air-
ride suspension system.
The CFM56-3 engine assembly can be shipped in some

narrow or wide body aircraft (Engine Axis Must Be
Parallel To Aircraft Axis). When transporting in low cargo
compartments it will be necessary to separate the engine
When the CFM56-3 engine is reassembled on-site, it is

"NOT NECESSARY" for a test cell run before reinstalling
engine on the aircraft.
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FAN WITH
ACCESSORY DRIVE
ASSEMBLED ENGINE
MINIMUM CARGO DOOR
L = 127.5 INCH (3,239 MM)

H = 78.0 INCH (1,982 MM)
CORE ENGINE
SHIPPING CONTAINERS
FAN G/B ASSEMBLY

108 X 92.5 X 71 INCHES
CORE ENGINE
ASSEMBLY
65 X 47 X 58 INCHES
LPT ASSEMBLY LOW PRESSURE

106 X 73.5 X 48 INCHES TURBINE
CFM56 TRANSPORTABILITY
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ON-CONDITION MONITORING
Description (1.A.a)
The engine design includes all the features necessary for
in-flight and ground fault detection and isolation.
The condition monitoring program incorporates the

maximum utilization of existing, proven techniques and
the development of new and improved diagnostic
methods.
The CFM56-3 on-condition monitoring system consists

of:
- Gas path health monitoring
- Borescope inspection capability
- Gamma Ray inspection capability
- SOAP (Spectral Oil Analysis Program)
- Lube particle analysis
- Vibration monitoring system
Purpose (1.B.a)
The on-condition maintenance concept utilized on the
CFM56-3 eliminates periodic removal of the engine for
specified inspections and overhauls and thereby reduces
the frequency of shop visits.
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D D D D
BORESCOPE
EGTR WFR HPCN HPTN INSPECTION
TIME
GAS PATH
GAMMA RAY
HEALTH
INSPECTION
SOAP
ANALYSIS
VIBRATION MONITOR
VIBRATION
MONITORING LUBE PARTICLE
ANALYSIS
CFM56 CONDITION MONITORING
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MAINTENANCE STRATEGY action requires as few man hours and total elapsed time
as possible. With an advanced modular engine design
Identification (1.A.a) and excellent accessibility of components, this concept
The CFM56-3 engine can be separated into three major provides the capability for an extensive on-wing
modules, seventeen individual modules, of which ten are maintenance program.
replaceable under the Modular Maintenance Concept.
Improved subassembly designs within the modules

reduced a number of parts. These improvements over
previous engine designs support the CFM56-3 modular
maintenance system.
The three major modules that can be separated from the

assembly to perform specific maintenance operations are
the:
- Fan major module
- Core major module
- LPT major module
This engine concept gives the maintenance personnel

the option to work on any of the three modules with a
minimum amount of disassembly of the other major
modules. This modular design provides the customer a
cost savings for maintenance procedures.
Purpose (1.B.a)
The CFM56-3 engine design is to minimize maintenance
costs and out of service time so that each maintenance
EFFECTIVITY Page 38
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FAN MAJOR MODULE
CORE ENGINE
MAJOR MODULE
LPT MAJOR MODULE
ENGINE MODULES
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BASIC ENGINE DESIGN

Objectives:
.... identify the general construction features of the CFM56-3/3B/3C engine (1.A.x).
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GENERAL ENGINE CONSTRUCTION
Engine Features (1.A.a)

The CFM56-3 is a high bypass, dual rotor, axial flow
advanced technology turbofan engine that features:
- A four stage integrated fan and Low Pressure
Compressor (LPC) booster driven by a four stage
Low Pressure Turbine (LPT)
- A nine stage High Pressure Compressor (HPC)

driven by a single stage High Pressure Turbine
(HPT)
- Compressor airflows controlled by Variable Bleed

Valves (VBV) located aft of the booster and
Variable Stator Vanes (VSV) within the HPC front
stages
- An annular combustion chamber increases the HPC

delivery air velocity to drive both turbines
- An accessory drive system extracting energy from

the high pressure rotor to drive the engine mounted
accessories
A pylon mounted thrust reverser provides the capability

of reducing aircraft speed on the ground. The thrust
reverser is designed, manufactured, and supported by
The Boeing Company.
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CFM56 TURBOFANS
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Frames and Bearings (1.A.a)

The solid structure design is acquired by a short length, a
fan frame, and a turbine frame.
- The fan frame is in the front located between the fan
case and core module and is a component of the
fan major module.
- Turbine frame is in the rear located after the LPT

case and is a component of the LPT major module.
The rotors are supported by five main bearings that are

mounted in two engine sumps of the lubricating system.
- In the forward sump of the fan frame, the No. 1 ball
bearing supports thrust and radial loads while the
No. 2 roller bearing supports the radial loads of the
fan and booster assembly.
- The HPC front shaft thrust and radial loads are

supported by the No. 3 ball bearing contained within
the Inlet Gearbox (IGB) assembly.
- In the aft sump area of the LPT, the No. 4 roller

bearing supports the radial load of the HPT rear
shaft on the LPT shaft.
- The No. 5 roller bearing mounted within the turbine

frame supports the radial load of the LPT shaft aft
end.
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5 BEARINGS
2 SUMPS
2 FRAMES
FAN FRAME TURBINE FRAME
ENGINE CONSTRUCTION
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GENERAL ENGINE CONSTRUCTION - One OGV assembly (HPC stator stage 9)
Engine Breakdown (1.A.a) - Short machined ring construction annular combustor

The dual rotor design of the CFM56-3 engine consists of: with 20 fuel nozzles
The Low Pressure System: - A single stage HPT nozzle and rotor assembly to
- A single stage fan, connected to a three stage drive the HPC
booster rotor assembly
The Accessory Drive System:
- A single stage fan Outlet Guide Vane (OGV) - IGB
assembly in the secondary airflow
- Radial drive shaft
- Four stage booster stator assembly in the primary
airflow - Transfer Gearbox (TGB)
- Twelve fully controlled VBV, located in the fan frame - Horizontal drive shaft
between booster and HPC for engine air cycle
matching throughout the operating range - Accessory Gearbox (AGB)
- Four stage LPT to drive fan and booster
The High Pressure System:

- Nine stage HPC rotor
- One variable Inlet Guide Vane (IGV) assembly
- Three VSV assemblies
- Five HPC stator assemblies
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HP COMPRESSOR COMBUSTOR
SECTION HP TURBINE
HP - 9 ROTOR STAGES
- 1 VARIABLE IGV - 1 OGV ASSY - 1 HPT NOZZLE ASSY
SYSTEM - 3 VARIABLE STATOR STAGES - 1 ANNULAR - 1 HPT ROTOR ASSY
- 5 STATIONARY STATOR STAGES COMBUSTOR
FAN AND BOOSTER
- 1 FAN STAGE
LP - 1 FAN OGV LP TURBINE
SYSTEM - 1 BOOSTER IGV ASSEMBLY
- 4 LPT ROTOR STAGES
- 3 BOOSTER ROTOR STAGES
- 3 BOOSTER STATOR STAGES - 4 LPT NOZZLE STAGES
- 12 VARIABLE BLEED VALVES
FAN
SHAFT
LPT
SHAFT
RADIAL
HORIZONTAL DRIVE
DRIVE SHAFT SHAFT
ACCESSORY
DRIVE ACCESSORY TRANSFER INLET N2
GEARBOX GEARBOX GEARBOX
SECTION
CFM56 ENGINE CONSTRUCTION

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Flange Identification (1.A.a)

The external flanges of the engine have been assigned
letter designations. The letter designations will be used
for flange identification wherever it is necessary to be
explicit about flange location, such as positioning of
brackets, clamps, bolts, etc. Some documents like
assembly instructions or service bulletins may use a
different locating system.
To reduce air leakage between mating flanges and to

ensure proper alignment during assembly, all flange
mating points are of a rabbet fit construction. However,
the horizontal flanges are a butt type flange.
Horizontal flanges are identified as:

- Front stator case horizontal left flange
- Front stator case horizontal right flange
The engine stator cases are a matched set and should

not be disassociated with other engine stator cases.
EFFECTIVITY Page 8
ALL 72-00-00 Oct 95
A B C D E FG H J K L M N P R S T U
FRONT STATOR
CASE HORIZONTAL
LEFT FLANGE
TYPICAL
RABBETED
FLANGE
ENGINE FLANGES
Page 9
EFFECTIVITY
ALL 72-00-00 Oct 95
GENERAL ENGINE CONSTRUCTION - Pressurization air, seeking the path of least

resistance, flows across the oil seals thus
Sump Philosophy (1.A.a) preventing oil flow past the oil seals.
The following are key features of the CFM56 sump
philosophy - Any oil that might cross the oil seals is collected in
- The oil system is of "dry sump" design. the air seal housing and forced by the
pressurization air out through cavity drain piping.
- It consists of an external oil tank and lubrication
unit. - Cavity drain fluid is carried overboard by an external
drain system.
- Lubrication oil for the bearings is scavenged at a
rate equal to or greater than the supply oil.
- Scavenge oil is filtered and cooled prior to return to

the oil tank.
- Main engine bearing sumps are sealed by labyrinth

type seals and airflow across the seals.
- A pressurization and cooling chamber is created

around the bearing sump by the use of two sets of
seals; oil and air.
- Pressurization between the oil and air seals is

supplied by booster discharge air.
- The bearing sump area is vented through a rotating

air/oil separator to the center vent tube creating a
low pressure chamber.
EFFECTIVITY Page 10
ALL 72-00-00 Oct 95
PRESSURIZING
PORT
OIL AIR TO
JET CENTER
VENT
AIR TO
AIR OIL ROTATING CENTER
SEAL SEAL AIR/OIL VENT
SEPARATOR
DRAIN
SCAVENGE
SUMP PHILOSOPHY
Page 11
EFFECTIVITY
ALL 72-00-00 Oct 95
GENERAL ENGINE CONSTRUCTION Ps12for fan and core altitude corrected speed
schedules.
Aerodynamic Stations (1.A.a) Ps3 for fuel limiting schedule (CDP).
The airflow path design of the CFM56-3 high bypass CBP for fuel limiting schedule.
engine consists of two flow paths; primary and
secondary, through which the engine discharges jet
velocities.
- The Primary Airflow passes through the inner
portion of the fan blades (stage 1 rotor) and
continuing through the booster. The flow path then
continues entering the core engine and the LPT
exiting through the nacelle discharge duct.
- The Secondary Airflow passes through the outer

portion of the fan blades (stage 1 rotor), OGV's and
exits through the nacelle discharge duct.
Flow path aerodynamic stations have been established

to facilitate design and development of the engine
thermodynamic cycle as well as performance
assessment and monitoring.
The following are the most commonly used parameters

on the CFM56-3 engine:
T12 for fan speed scheduling.

T2.0 for core speed scheduling.
T2.5 for VSV/VBV and fuel limiting schedules.
T4.95 for flight deck indication (EGT).
EFFECTIVITY Page 12
ALL 72-00-00 Oct 95
SECONDARY AIRFLOW 0 AMBIENT PRIMARY AIRFLOW 2.0 PRIMARY AIRFLOW INLET

10 ENGINE ENTRANCE 2.3 BOOSTER DISCHARGE AIR
12 SECONDARY AIRFLOW INLET 2.4 VBV AIR EXIT
13 FAN OGV DISCHARGE 2.5 HPC INLET
14 FAN FRAME INLET 3.0 HPC DISCHARGE
15 FAN FRAME DISCHARGE 3.6 COMBUSTOR INLET
4.0 COMBUSTOR DISCHARGE
4.1 HPT INLET
4.2 HPT DISCHARGE
4.8 LPT INLET
4.95 STAGE 2 LPT INLET
5.0 LPT DISCHARGE
12 (SECONDARY)
0 10 2.0 (PRIMARY) 13 2.3 2.4 15 2.5 3.0 3.6 4.0 4.1 4.95 5.0
14 4.2
4.8
SECONDARY
AIRFLOW
PRIMARY
AIRFLOW
AERODYNAMIC STATIONS
Page 13
EFFECTIVITY
ALL 72-00-00 Oct 95
EFFECTIVITY Page 14
ALL 72-00-00 Oct 95
AIRFLOW COOLING, PRESSURIZING, AND VENTING

Objectives:
.... identify the airflow paths for cooling, pressurizing and venting of the CFM56-3/3B/3C engine (1.A.x).
.... state the purpose of the airflow paths for cooling, pressurizing and venting of the CFM56-3/3B/3C engine (1.B.x).
Page 1
EFFECTIVITY
ALL 72-00-00 Oct 95
OVERVIEW
Definitions
Main Propulsion Airstream - The total airflow through the
fan.
Secondary Airflow - The airflow passing through the

bypass duct (Fan Discharge).
Primary Airflow - The airflow passing through the core

(Core Discharge).
Pressurizing and Cooling Airflow - Those systems using

the main propulsive airstream as a supply and/or vent.
Purpose (1.B.a)
This system of parasitic leakage is necessary to provide
engine reliability and efficiency while it is being subjected
to high temperature operating conditions.
EFFECTIVITY Page 2
ALL 72-00-00 Oct 95
CORE COMPARTMENT VENTILATION
PRIMARY FLOW 5TH STAGE HPT-

LPT COOLING
SUMP VENT AIR
FORWARD HPT
ROTATING CLEARANCE
FAN MID-SHAFT AIR CAVITY AIR/OIL CONTROL
SEPARATOR
COOLING
SECONDARY FLOW MANIFOLD
CDP CUSTOMER BLEED

(4 LOCATIONS)
5TH STAGE AFT

CUSTOMER ROTATING
BLEED AIR/OIL SEAL
AIR SYSTEM SCHEMATIC

Page 3
EFFECTIVITY
ALL 72-00-00 Oct 95
AFT SUMP PRESSURIZING
Identification (1.A.a)
The source of air is booster discharge pressure received
through the four tubes that carry air radially inward from
between struts in fan frame to HPC rotor forward stub
shaft. Air flows toward aft sump between the LPT shaft
and the compressor rotor air duct to the sump.
Purpose (1.B.a)
Pressurizes aft sump to prevent oil loss.
EFFECTIVITY Page 4
ALL 72-00-00 Oct 95
SEE COLOR AIRFLOW CHART
Page 5
EFFECTIVITY
ALL 72-00-00 Oct 95
SUMP AND GEARBOX VENTING
Vent air from the oil tank is routed to the forward sump
via an external line which passes through strut No. 4 of
the fan frame. Combined vent air from the AGB and
TGB flows through the radial drive shaft housing to join
the forward sump vent.
The rotating air/oil separator on the fan shaft allows vent

air into the center vent tube for venting rearward to the
primary exhaust.
Purpose (1.B.a)
To allow air to escape at a rate which will maintain
adequate head pressure levels for positive action of lube
and scavenge pumps while preventing sump pressure
levels that would upset the pressure differential across
the oil seals.
EFFECTIVITY Page 6
ALL 72-00-00 Oct 95
Page 7
EFFECTIVITY
ALL 72-00-00 Oct 95
CORE ROTOR CAVITY ("BORE") COOLING
Booster discharge air flows to the No. 3 bearing air/oil
seal through holes in the HPC forward shaft. Rearward
through the HPC/HPT to the aft shaft of the HPT through
holes in the HPT aft shaft to the LPT rotor aft cavity.
Exits to the primary air stream by flowing underneath the
stage 4 LPT blade dovetails and by passing through a
gap between stage 4 LPT disk and the turbine frame.
Purpose (1.B.a)
The core rotor cavity ("bore") cooling airflow does the
following:
- Cooling of HPC rotor aft cavity
- Cooling of HPT forward shaft cavity
- Cooling of HPT hub
- Cooling of LPT rotor aft cavity
- Cooling of 4th stage LPT rotor blade dovetails
EFFECTIVITY Page 8
ALL 72-00-00 Oct 95
Page 9
EFFECTIVITY
ALL 72-00-00 Oct 95
HPT BLADE COOLING PATHWAYS
Refer to hot section airflow diagram on page 21 of this
section.
Purpose (1.B.a)
Provide internal cooling for HPT rotor blades.
EFFECTIVITY Page 10
ALL 72-00-00 Oct 95
Page 11
EFFECTIVITY
ALL 72-00-00 Oct 95
HPT NOZZLE COOLING PATHWAYS
section.
Purpose (1.B.a)
Cools the HPT nozzle.
EFFECTIVITY Page 12
ALL 72-00-00 Oct 95
Page 13
EFFECTIVITY
ALL 72-00-00 Oct 95
HPT SHROUD ACTIVE CLEARANCE CONTROL
section.
Purpose (1.B.a)
Cools or heats the HPT rotor shroud.
EFFECTIVITY Page 14
ALL 72-00-00 Oct 95
GASKET
COMBUSTION CASE
CLAMP
CLAMP
CLAMP
CLEARANCE
CONTROL VALVE
GASKET
CLAMP
GASKET
HIGH PRESSURE TURBINE SHROUD CLEARANCE CONTROL AIR SUPPLY

Page 15
EFFECTIVITY
ALL 72-00-00 Oct 95
LPT FIRST STAGE NOZZLE COOLING FLOW PATH
section.
Purpose (1.B.a)
The LPT 1st stage nozzle cooling flow does the following:
- Cools LPT first stage turbine nozzle.
- Cools the aft face of the HPT rotor and the cavity
between the HPT and LPT rotors.
- Ventilates and cools the LPT rotor forward cavity.
- Cools LPT rotor rims, dovetails and blade roots of

stage 1, 2 and 3.
EFFECTIVITY Page 16
ALL 72-00-00 Oct 95
TO
PRIMARY
AIRFLOW
TO
PRIMARY
AIRFLOW
TO
PRIMARY STAGE 2
AIRFLOW
STAGE 1
STAGE 3
LOW PRESSURE TURBINE BLADE COOLING AIRFLOW

Page 17
EFFECTIVITY
ALL 72-00-00 Oct 95
LPT CASING COOLING FLOW PATH
Using discharge secondary air two air scoops on the
thrust reverser pick up and direct fan discharge to
distributors mounted on LPT case. Distributors provide
air to six impingement tubes encircling the turbine case.
Purpose (1.B.a)
Provides impingement cooling on the outer surface of the
LPT casing to thermally stabilize the radial dimension
and seal clearances (performance). Minimizes radial
operating clearances (see CFM56-3 color air flow chart).
EFFECTIVITY Page 18
ALL 72-00-00 Oct 95
Page 19
EFFECTIVITY
ALL 72-00-00 Oct 95
HOT SECTION AIRFLOW PATHWAYS The inner support for the combustor/HPT nozzle
provides air passages and swirl inducer to deliver CDP
Overview air through holes in the front seal of the HPT rotor. The
The facing illustration shows three types of airflow within air flows to the base of the HPT blades and exits through
the hot section. holes in the blades.
- Turbine Clearance Control (TCC).
Four external tubes carry the 5th stage air rearward and
Note: For the Turbine Clearance Control (TCC) input it into the cavity surrounding the stage 1 LPT nozzle
description refer to air systems section. support. After passing through the nozzles, the air flows
out the inner end and enters the chamber behind the
- Compressor Discharge Pressure (CDP). HPT disk and the chamber inside the stage 1 and 2 LPT
rotor disks. The air will join the primary airstream when it
- Stage 5 air extraction. flows underneath the dovetails of the stage 1, 2 and 3
blades.
Air for combustion enters primary and secondary swirl Purpose (1.B.a)
nozzles on the forward end of the combustor. CDP is used for combustion and cooling of the
combustor, HPT rotor, HPT blades, HPT nozzles and
Cooling air for the combustor enters holes in the inner HPT shrouds.
and outer liners and flows aft along the inner surfaces to
provide a film cooling effect.The HPT nozzles are cooled Stage 5 air extraction from the forward manifold of the
by CDP air that flows past the liners of the combustor. compressor stator case is used to cool the stage 1 LPT
Air entering through the inner platform of the nozzle nozzle, HPT disk and LPT stage 1 and 2 disks.
cools the forward cavity and air entering through the
outer platform cools the aft cavity. The cooling air exits
through film cooling holes in the nozzle walls. CDP air
which flows past the outside diameter of the HPT nozzles
cools the HPT shrouds. This air exits to the primary air
stream through holes in the shroud.
EFFECTIVITY Page 20
ALL 72-00-00 Oct 95
SEE
DETAIL A
TCC DETAIL A
CDP
STAGE 5
HOT SECTION AIRFLOW CIRCUITS

Page 21
EFFECTIVITY
ALL 72-00-00 Oct 95
EFFECTIVITY Page 22
ALL 72-00-00 Oct 95
FAN MAJOR MODULE

Objectives:
.... identify the major assemblies of the CFM56-3/3B/3C Fan Major Module (1.A.x).
.... state the purpose of the major assemblies of the CFM56-3/3B/3C Fan Major Module (1.B.x).
.... locate the major assemblies of the CFM56-3/3B/3C Fan Major Module (2.A.x).
.... recall the interfaces of the major assemblies of the CFM56-3/3B/3C Fan Major Module (2.B.x).
Page 1
EFFECTIVITY
ALL 72-00-01 Oct 95
INTRODUCTION
Overview (1.A.a)
The fan major module consists of the fan rotor, the fan
OGV, the booster rotor and stator, the No. 1 and No. 2
bearing support, the IGB and No. 3 bearing support, the
fan casing and the fan frame. These combined
components form four individual modules:
- Fan and booster module
- No. 1 and No. 2 bearing support module
- IGB and No. 3 bearing module
- Fan frame module
EFFECTIVITY Page 2
ALL 72-00-01 Oct 95
FAN MAJOR MODULE

WITH AGB
FAN
FRAME
MODULE
IGB AND NO. 3

BEARING MODULE
FAN AND
BOOSTER
MODULE NO. 1 AND NO. 2
BEARING SUPPORT
MODULE
FAN MODULES
Page 3
EFFECTIVITY
ALL 72-00-00 Oct 95
INTRODUCTION
Overview (1.A.a)
The accessory and transfer drive consists of the radial
driveshaft, the TGB, the horizontal driveshaft and the
AGB. These combined components form two individual
modules:
- Accessory drive module
- TGB module
- AGB module
EFFECTIVITY Page 4
ALL 72-00-01 Oct 95
FAN MAJOR MODULE

WITH AGB
TGB
MODULE
AGB
MODULE
ACCESSORY DRIVE MODULES

Page 5
EFFECTIVITY
ALL 72-00-00 Oct 95
FAN AND LOW PRESSURE BOOSTER ASSEMBLY generated by the core engine. The results of the
secondary air flow produces approximately 78% of the
Identification (1.A.b) total engine thrust.
The fan and booster module is a single stage fan rotor
(38 blades) and a three stage axial flow compressor. A Each rotor stage increases the speed of the air volume
compression stage consists of a compressor rotor stage moving the mass through each stator vane stage and
and is followed by a compressor stator stage. The fan compressing the air.
and booster module consists of the following principle
parts: Interface (2.B.b)
- Spinner front cone The fan and low pressure booster module is bolted to the
rear outer flange of the fan disk.
- Spinner rear cone
- Fan disk
- Fan blades (38)
- Low pressure booster vane assembly
- Low pressure booster rotor assembly
Purpose (1.B.b)
The fan and booster module is driven by the LPT and
provides two separate air streams. The primary (or
inner) air stream flows through the fan and booster
section where the air is compressed for introduction into
the HPC. The secondary (or outer) air stream is
mechanically compressed by the fan as it enters the
engine and is ducted to the outside of the core engine.
This secondary air stream adds to the propulsive force
EFFECTIVITY
ALL 72-31-00 Page 6
Oct 95
FAN BLADES
BOOSTER VANE
ASSEMBLIES
BOOSTER
ROTOR
12 MOUNTING
BOLTS
SPINNER
SPINNER FRONT CONE
REAR
8 MOUNTING BOLTS
CONE
3 SPINNER REMOVAL
SLOTS
FAN AND BOOSTER ASSEMBLY
Page 7
EFFECTIVITY
ALL
72-31-00 Oct 95
NO. 1 AND NO. 2 BEARING SUPPORT ASSEMBLY Interface (2.B.b)

The No. 1 and No. 2 bearing support assembly is
Identification (1.A.b) positioned by a rabbeted fit and is mounted to the fan
The "No. 1 and No. 2 bearing support assembly" module frame. The fan shaft attaches to the fan disk at the front
consists of the following parts and assemblies: flange and a coupling nut arrangement attaches the LPT
- Fan shaft shaft at the mid-length inner flange to the fan shaft.
Splines of the fan shaft maintain rotational interface.
- No. 1 bearing assembly
- No. 1 bearing support assembly
- No. 2 bearing assembly
- No. 2 bearing support
- Oil supply tubes assembly
- External tubing
Purpose (1.B.b)
The No. 1 and No. 2 bearing support is the foundation for
the forward sump.
The No. 1 and No. 2 bearing support assembly maintains

the principle method to support the fan and booster rotor
assembly. The assembly also functions as the engine
forward sump so that it will provide for proper operation
of the systems (lubrication, pressurization, scavenge and
venting) and coupling of the LPT shaft with the fan shaft.
Page 8
EFFECTIVITY
ALL 72-32-00 Oct 95
NO. 1 BEARING SUPPORT
STATIONARY
AIR/OIL SEAL NO. 2 BEARING SUPPORT
NO. 1 BEARING
NO. 2 BEARING
ROTATING OIL SUPPLY

AIR/OIL TUBES
FAN SHAFT
SEPARATOR
NO. 1 AND NO. 2 BEARING SUPPORT ASSEMBLY

Page 9
EFFECTIVITY
ALL 72-32-00 Oct 95
INLET GEARBOX AND NO. 3 BEARING SUPPORT
Identification (1.A.b)
The IGB contains:
- A horizontal bevel gear
- A radial bevel gear
- The core engine thrust (No. 3 ball) bearing
Purpose (1.B.b)
The inlet gearbox and No. 3 bearing support serves as
the mechanical coupling between the HPC and the TGB.
Also, it provides support for the forward end of the core
engine.
Interface (2.B.b)
The inlet gearbox and No. 3 bearing support is bolted to
the forward side of the fan frame aft flange.
Page 10
EFFECTIVITY
ALL 72-61-00 Oct 95
NO. 3 BALL BEARING
HORIZONTAL
BEVEL GEAR
NO. 3 BEARING
LOCKING NUT
RADIAL BEVEL GEAR

HOUSING
INLET GEARBOX
Page 11
EFFECTIVITY
ALL
72-61-00 Oct 95
FAN FRAME ASSEMBLY - To provide ducting for both the primary and the
secondary airflows
The primary airflow to the HPC is ducted in between the - To provide attachment for the forward engine
center hub outer contour and the mid-box structure inner mounts, the front handling trunnions and lifting
contour. It houses the VBV system and has provisions points
for attachment of the engine to the airframe through
engine mounts. The secondary airflow is ducted in Interface (2.B.b)
between the mid-box structure outer contour and the fan The fan frame center hub accommodates the No. 1 and
case/fan frame inner contour. No. 2 bearing support at the front and the IGB/bearing
The fan frame module consists of the following major No. 3 assembly at the back. The mid-box structure
parts: supports the booster stator assembly at the front and the
- Fan frame HPC stator at the back. Center hub, mid-box structure
and outer case are linked by struts. The outer structure
- Fan inlet case assembly has provisions for handling points and for installation of
equipments.
- Fan OGV assembly
- Tube bundles
Purpose (1.B.b)
The fan frame is the major structure at the front of the
engine. Its main functions are:
- To support the LPC rotor, through the No. 1 and No.
2 bearing support assembly
- To support the front of the HPC rotor, through the

No. 3 bearing support
EFFECTIVITY Page 12
ALL 72-33-00 Oct 95
FAN FRAME ASSEMBLY

BASIC FAN FRAME
FAN CASING
STRUCTURE
SECONDARY
AIRFLOW
VBV DOOR
PRIMARY AIRFLOW
VBV FUEL
GEAR MOTOR
OGV AFT
SUPPORT
FAIRING
FAN OGV
ASSEMBLY
FAN OGV
FAN FRAME MODULE

Page 13
EFFECTIVITY
ALL 72-33-00 Oct 95
FAN FRAME STRUT CONFIGURATION
In the primary air flow path, all twelve struts have a
narrow aerodynamic cross section to reduce surface
drag to a minimum. In the secondary flowpath, the
number of struts has been reduced to eight. The 3, 6, 9,
and 12 o'clock struts have a wider cross section. The
remaining struts have the same narrow cross section as
in the primary airflow struts.
All strut positions are numbered 1 through 12 ALF, (No. 1

strut is in the 12 o'clock position). All 12 struts are hollow
and some contain lines, sensors, or shafts.
Within strut No. 4 is the forward sump vent line to

balance all internal sump pressures. Also, within the
primary airflow path at the mid-box structure, is the No. 1
bearing vibration electrical sensor cable connecting to
the accelerometer at the 9 o'clock position on the outside
of the No. 1 bearing support.
Strut No. 5 contains a housing for the N1 speed sensor.

The housing is bolted to the outer diameter of the fan
frame and extends to the center hub.
Strut No. 7 contains the forward sump oil scavenge line.

It extends from a compartment provided in the center
hub to the outer diameter of the fan frame where it is
bolted.
EFFECTIVITY Page 14
ALL Oct 95
AFT
LOOKING
STRUTS
FORWARD 1
12 2
11 3
B
10 4
A
9 5
8 6
7 B
NO. 1
PROBE
HOUSING
A
FRONT SECTION AA
FORWARD STRUT NO. 7
SUMP OIL
SCAVENGE
SECTION BB
STRUT NO. 5
N1 PROBE
GUIDE
N1 SENSOR SLEEVE
PROBE
N1 SENSOR RING
NO. 2 FAN FRAME

FRONT BEARING STRUT NO. 5
SUPPORT
FAN FRAME STRUTS NO. 5 AND NO. 7
EFFECTIVITY Page 15
ALL Oct 95
FFAN FRAME STRUT CONFIGURATION
Identification
Strut No. 9 contains the cavity drain for the forward sump
air/oil seals to the overboard drain system.
Strut No. 10 contains both the forward sump oil supply

line and the TGB radial drive shaft housing. The oil
supply line provides lubrication to the bearings.
EFFECTIVITY Page 16
ALL Oct 95
OIL
DISTRIBUTION
MANIFOLD
ELBOW TUBE
12 1 HOUSING
2
A 11 A 3
FORWARD SUMP
10 4
OIL SUPPLY
9 5
6
ELBOW TUBE
8 7
A
FRONT INNER
AFT LOOKING HOUSING
FORWARD
OUTER HOUSING
STRUT NO. 10
SECTION A-A
OUTER FAN FRAME

HOUSING INNER
RADIAL STRUT NO. 10
HOUSING
DRIVE
SHAFT
FRONT
ELBOW TUBE
FORWARD SUMP OIL
HOUSING FORWARD SUMP OIL
SUPPLY ELBOW
TUBE DISTRIBUTION MANIFOLD
FAN FRAME STRUT NO. 10
EFFECTIVITY Page 17
ALL Oct 95
TUBE BUNDLE CONFIGURATION
Three junction box structures are mounted to the midbox
structure of the fan frame.
Purpose (1.B.b)
These junction boxes are designed to isolate tube
connections from the core engine compartment.
Location (2.A.b)
The tube bundles are located at the 3, 6 and 9 o'clock
positions/ALF.
EFFECTIVITY Page 18
ALL Oct 95
FUEL TO VSV
VBV MANIFOLD HEAD
OPEN VBV
9 O'CLOCK P6
CLOSE VSV
PB ROD
TUBE BUNDLE PCR
TC2
TC1
VBV
CLOSE
PB (CIT)
VBV OPEN
3 O'CLOCK
P6 (CIT)
TO LH TUBE BUNDLE
IGNITER
PLUG
TO UPPER
IGNITION
VSV TO RH EXCITER
(HEAD) IGNITER
(CLOSED) PLUG
TO UPPER
IGNITION
COOLING AIR EXCITER
VSV F/B AFT SUMP SCAVENGE (5) SUPPLY (LEADS)
CBP (9)
VBV F/B
HPTCCV DRAIN (7)
FUEL MANIFOLD DRAIN (8)
(1) AFT SUMP OIL
SUPPLY
(2) CIT SENSOR DRAIN CDP (6)
(3) LH VSV ACTUATOR DRAIN
(3) VBV MOTOR DRAIN P4.95 MONITORING
PT25 MONITORING
(9)
(1) (8)
(3)
6 O'CLOCK
(7)
TUBE BUNDLE
(4) (6)
(5) (2)
TUBE BUNDLES
EFFECTIVITY Page 19
ALL Oct 95
ACCESSORY DRIVE SECTION through the IGB. A radial drive shaft (RDS) conveys this
drive power (torque) to the TGB installed on the left-hand
Identification (1.A.b) side of the fan frame. The TGB then redirects torque to
The Accessory Drive Section contains: a housing drive shaft (HDS). The HDS links the TGB
- The Accessory Gearbox. with the AGB attached to the fan inlet case. The AGB
mounting pads accommodate all accessories.
- The Transfer Gearbox.
Purpose (1.B.b)
The main functions of the accessory drive section are:
- To provide power to the gearbox mounted
accessories
- To adapt rotational speed to the requirements of

each individual equipment
- To convey torque from the starter to the HP rotor

during engine start
- To provide for handcranking of the HP rotor during

borescope inspection or maintenance tasks
Location (2.A.b)
The AGB and TGB are located at approximately the 7:30
to 9 o'clock positions.
Interface (2.B.b)
The AGB is mounted to the fan frame and the TGB to the
fan case. Drive power is extracted from the HPC rotor
EFFECTIVITY
ALL 72-60-00 Page 20
Oct 95
RADIAL DRIVE SHAFT
TGB
HORIZONTAL
DRIVE SHAFT
HAND
CRANKING LUBE UNIT
CONTROL
ALTERNATOR
STARTER PAD
MAIN ENGINE
CONTROL
HYDRAULIC
IDG PAD
PUMP PAD AGB FUEL PUMP
ACCESSORY DRIVE SECTION

Page 21
EFFECTIVITY
ALL 72-60-00 Oct 95
THIS PAGE LEFT INTENTIONALLY BLANK
EFFECTIVITY Page 22
ALL 72-63-00 Oct 95
CORE MAJOR MODULE

Objectives:
.... identify the major assemblies of the CFM56-3/3B/3C Core Major Module (1.A.x).
.... state the purpose of the major assemblies of the CFM56-3/3B/3C Core Major Module (1.B.x).
.... locate the major assemblies of the CFM56-3/3B/3C Core Major Module (2.A.x).
.... recall the interfaces of the major assemblies of the CFM56-3/3B/3C Core Major Module (2.B.x).
Page 1
EFFECTIVITY
ALL 72-00-00 Oct 95
INTRODUCTION
Overview (1.A.b)
The core major module consists of the rotor and stator
assemblies, the combustion casing and chamber, the
HPT nozzle and rotor assemblies and the HPT shroud
and stage 1 LPT nozzle assembly. These combined
components form eight individual modules:
- HPC rotor module
- HPC forward stator module
- HPC rear stator module
- Combustion casing module
- Combustion chamber module
- HPT nozzle module
- HPT rotor module
- HPT shroud and stage 1 LPT nozzle module
EFFECTIVITY Page 2
ALL 72-00-02 Oct 95
HPC
HPC
REAR
FRONT
STATOR
STATOR
HPC
ROTOR
COMBUSTION
CASE
HPT
ROTOR HPT SHROUD
STAGE 1 LPT
HPT NOZZLE
NOZZLE HPT
COMBUSTION NOZZLE
CHAMBER SUPPORT
CORE ENGINE COMPONENTS

Page 3
EFFECTIVITY
ALL 72-00-02 Oct 95
HIGH PRESSURE COMPRESSOR
Purpose (1.B.b)
The compressor section provides compressor air for
combustion and bleed air from stages 5 and 9 for engine
and aircraft use.
Fifth stage air is extracted through bleed manifold

segments just aft of the stage 5 stator and is directed into
forward and aft air extraction manifolds. The forward
manifold provides air for turbine clearance control and
stage 1 LPT nozzle cooling. The aft manifold provides a
bleed source for aircraft use. Ninth stage air is extracted
through a gap between the rear stator case and
combustion case (just aft of stage 9 rotor). Stage 9
manifold provides the aircraft with the high pressure
source of bleed air.
EFFECTIVITY Page 4
ALL 72-34-00 Oct 95
REAR
FRONT STATOR STATOR
CASE STAGE 5 AIR CASE STAGE 9 AIR
CASING LINERS EXTRACTION EXTRACTION
(FIVE PLACES) MANIFOLD MANIFOLD
BORESCOPE PLUGS
(SIX PLACES)
IGV
1
2
3 4 5
STAGE 1-2
SPOOL
STAGE 4-9 SPOOL
STAGE 3 DISK REAR (CDP) SEAL
FRONT SHAFT AIR DUCT
HIGH PRESSURE COMPRESSOR SECTION

Page 5
EFFECTIVITY
ALL 72-34-00 Oct 95
HIGH PRESSURE COMPRESSOR ROTOR
The HPC rotor is a nine stage, high speed, unitized
spool-disk structure. The rotor consists of five major
parts:
- the front shaft.
- the 1st and 2nd stage spool.
- the 3rd stage disk.
- the 4th through 9th stage spool.
- the compressor rear seal.
Interface (2.B.b)
The front shaft, disk and spools are joined at a single
bolted joint to form a smooth, rigid unit.
EFFECTIVITY Page 6
ALL 72-34-00 Oct 95
STAGE 4-9 REAR

STAGE 3 DISK SPOOL ROTATING
STAGE 1-2 SPOOL (CDP)
AIR SEAL
STAGE 1 BLADES
SHAFT
STAGE 9
BLADES
HIGH PRESSURE COMPRESSOR ROTOR

Page 7
EFFECTIVITY
ALL 72-34-00 Oct 95
HPC FRONT STATOR
The HPC front stator, consists of:
- front casing halves.
- extension casing halves.
- IGV's
- first five stages of stator vanes.
The IGV's and the 1st through 3rd stage vanes are
variable, the 4th and 5th stage vanes are fixed.
Location (2.A.b)
Actuation of the variable vanes is accomplished with
hydraulically actuated bellcrank assemblies mounted on
the front compressor stator at the 1:30 and 7:30 o'clock
positions.
EFFECTIVITY Page 8
ALL 72-35-00 Oct 95
LEVER ARM
VARIABLE VANE
ACTUATOR
CUSTOMER STAGE 5 BLEED

AIR MANIFOLD PORT
STAGE 5 MANIFOLD AND REAR
CASE SUPPORT
STAGE 4 AND 5 STATOR VANE

SEGMENTS
STAGE 1-3 VARIABLE VANES
ACTUATION RING
INLET GUIDE VANES BELLCRANK ASSEMBLIES
HIGH PRESSURE COMPRESSOR FRONT STATOR ASSEMBLY

Page 9
EFFECTIVITY
ALL 72-35-00 Oct 95
CFMI PROPRIETARY INFORMATION CONFIGURATION 2
HPC REAR STATOR
The HPC rear stator consists of: rear casing halves,
liners, three stages of fixed vanes, and vane shrouds.
Location (2.A.b)
The rear stator is located inside the front stator extension
case.
Interface (2.B.b)
It is cantilever-mounted to the rear stator support. The
rear stator support outer flange is mounted between the
compressor front stator extension and the combustion
case.
EFFECTIVITY Page 10
ALL 72-36-00 Oct 95
STAGE 6-9 METCO 450 RUB LANDS
ANTI-ROTATION BAR
STATIONARY SEALS
STAGE 6
VANE STAGE 7
SECTOR VANE
SECTOR
STAGE 8 VANE SECTOR
COMPRESSOR REAR
STATOR CASE
HPC REAR STATOR CASE

Page 11
EFFECTIVITY
ALL 72-36-00 Oct 95
CFMI PROPRIETARY INFORMATION CONFIGURATION 2
COMBUSTION CASE
The combustion case is a fabricated structural weldment
it incorporates compressor OGV's and a diffuser for the
reduction of combustion chamber sensitivity to the
compressor air velocity profile. It includes six borescope
ports: four for inspection of the combustion chamber and
two for inspection of the HPT nozzle.
Purpose (1.B.b)
It provides structural interface, transmits engine axial
loads, and provides a gas flow path between the
compressor and the LPT.
Location (2.A.b)
The combustion case is located between the HPC and
the LPT.
EFFECTIVITY Page 12
ALL 72-41-00 Oct 95
HPT SHROUD
CLEARANCE CONTROL
MIDFLANGE
BORESCOPE
BOSS HPT NOZZLE
(4 LOCATIONS) INNER SUPPORT
INDUCER
DIFFUSER VANES
OUTLET GUIDE VANES
BOLT SHIELD
NUT SHIELD
CDP SEAL
FUEL NOZZLE PADS (20 LOCATIONS)
PS3 TAP BORESCOPE BOSS
(2 LOCATIONS)
LPT STAGE 1 COOLING AIR

CDP CUSTOMER BLEED IGNITER BOSS (4 LOCATIONS) STAGE 5
(4 LOCATIONS) (2 LOCATIONS)
COMBUSTION CASE
Page 13
EFFECTIVITY
ALL 72-41-00 Oct 95
COMBUSTION CHAMBER
The combustion chamber consists of outer and inner
cowls, 20 primary and 20 secondary swirl nozzles, dome,
and outer and inner liners.
Location (2.A.b)
The combustion chamber is contained within the
combustion case.
EFFECTIVITY Page 14
ALL 72-42-00 Oct 95
OUTER SUPPORT RING
OUTER IGNITER
SECONDARY FERRULE
LINER
SWIRL
OUTER
NOZZLE
COOLING FLANGE
DOME RING
HOLES
SLEEVE
DEFLECTOR
INNER
SUPPORT RING VENTURI
RING PLENUM
OVERHANG
DOME
INNER INNER
COWL LINER
INNER SUPPORT
FLANGE
DILUTION HOLES
PRIMARY
SWIRL
NOZZLE
OUTER
COWL
COMBUSTION CHAMBER
Page 15
EFFECTIVITY
ALL 72-42-00 Oct 95
HIGH PRESSURE TURBINE NOZZLE
The major parts of the nozzle are 23 nozzle segments,
outer support, and inner support.
Purpose (1.B.b)
The high pressure turbine (HPT) nozzle is a single-stage
air cooled assembly that directs the gas flow from the
combustion chamber onto the blades of the HPT rotor at
the optimum angle.
Interface (2.B.b)
The high pressure turbine (HPT) nozzle mounts in the
combustion case. The aft support and seal assembly
and the aft stator seals, while not integral components of
the HPT nozzle module are included since they attach to
the HPT stator parts.
EFFECTIVITY Page 16
ALL 72-51-00 Oct 95
OUTER SUPPORT
AFT STATOR SEALS
AFT SEAL
ASSEMBLY
INNER
SUPPORT
NOZZLE
SEGMENTS
HIGH PRESSURE TURBINE STATOR

Page 17
EFFECTIVITY
ALL 72-51-00 Oct 95
HIGH PRESSURE TURBINE ROTOR
The rotor consists of the front shaft, the front rotating air
seal, the bladed disk, and the rear shaft. The rotor is
internally cooled by low pressure compressor (booster)
discharge air. It has interference rabbeted flanges for
rigidity and stability. The four main structural parts are
made of high strength nickel alloys.
Purpose (1.B.b)
The high pressure turbine (HPT) rotor is a single-stage,
air-cooled, high efficiency turbine. The HPT rotor drives
the high pressure compressor rotor.
Interface (2.B.b)
The high pressure turbine (HPT) rotor is directly
connected to the compressor rotor by a bolted flange to
form what is essentially a single core rotor.
EFFECTIVITY Page 18
ALL 72-52-00 Oct 95
BLADES
FRONT BLADE
RETAINER REAR BLADE RETAINER
DISK
FRONT ROTATING REAR SHAFT
AIR SEAL DAMPER SLEEVE
FRONT SHAFT
DAMPER SLEEVE REAR SHAFT
BALANCE WEIGHT
BALANCE WEIGHT
FRONT
SHAFT
HIGH PRESSURE TURBINE ROTOR

Page 19
EFFECTIVITY
ALL 72-52-00 Oct 95
HIGH PRESSURE TURBINE SHROUD AND STAGE 1 Interface (2.B.b)

LPT NOZZLE The forward flange of the assembly is bolted to the inner
surfaces of the combustion case. The aft flange is bolted
Identification (1.A.b) between the combustion case aft flange and the LPT
The high pressure turbine shroud and stage 1 low stator forward flange.
pressure turbine nozzle assembly consists of:
- the shroud/nozzle support assembly.
- HPT shrouds.
- 28 LPT stage 1 nozzle segments.
- inner air seal.
- stationary air seal.
Purpose (1.B.b)
It forms the interface between the core section and the
LPT module of the engine. The shroud support/nozzle
assembly has a thermal response (turbine clearance
control) matched to the rotor to provide good tip
clearance control and structural stability. The stage 1
LPT nozzles direct the core engine exhaust gas onto the
stage 1 LPT blades.
Location (2.A.b)
The high pressure turbine (HPT) shroud and stage 1 low
pressure turbine (LPT) nozzle assembly is located inside
the aft end of the combustion case.
EFFECTIVITY Page 20
ALL 72-53-00 Oct 95
INTEGRAL HP
SHROUD/ LP NOZZLE
SUPPORT
LEAF SEALS
HANGERS
COOLING AIR
HPT DISTRIBUTOR
SHROUD
STAGE 1 LPT
NOZZLE
STATIONARY AIR
NOZZLE INNER
SEAL
SHROUD
HPT SHROUD AND STAGE 1 LPT NOZZLE ASSEMBLY

Page 21
EFFECTIVITY
ALL 72-53-00 Oct 95
THIS PAGE LEFT INTENTIONALLY BLANK.
EFFECTIVITY Page 22
ALL 72-00-02 Oct 95
LOW PRESSURE TURBINE MAJOR MODULE

Objectives:
.... identify the major assemblies of the CFM56-3/3B/3C Low Pressure Turbine Major Module (1.A.x).
.... locate the major assemblies of the CFM56-3/3B/3C Low Pressure Turbine Module (1.A.x).
.... state the purpose of the major assemblies of the CFM56-3/3B/3C Low Pressure Turbine Module (1.B.x).
.... recall the interfaces of the major assemblies of the CFM56-3/3B/3C Low Pressure Turbine Module (1.B.x).
Page 1
EFFECTIVITY
ALL 72-00-03 Oct 95
INTRODUCTION
Overview (1.A.b)
The LPT major module consists of the turbine shaft, the
bearing No. 4 and No. 5 assemblies, LPT rotor and stator
assemblies, the turbine frame and No. 5 bearing support.
These combined components form three individual
modules:
- LPT shaft module
- LPT rotor and stator module
- Turbine frame module
Page 2
EFFECTIVITY
ALL 72-00-03 Oct 95
LPT MAJOR MODULE
TURBINE
FRAME
MODULE
LPT ROTOR
AND STATOR
LPT SHAFT
MODULE
LOW PRESSURE TURBINE MAJOR MODULE

Page 3
EFFECTIVITY
ALL 72-00-03 Oct 95
LPT STATOR ASSEMBLY & LPT CASE
This assembly consists of the LPT case, LPT shroud
support ring, outer stationary air seal segments, thermal
shields and thermal insulation blanket segments. Each
nozzle stage is identical in design.
The LPT case is a one-piece casing provided with

circular recesses in its inner diameter to accommodate
nozzle and stationary air seal assemblies. The case also
features:
- Nine bosses for installation of the T4.95
thermocouples
- Three bosses for installation of borescope plugs

through LPT nozzle stages 2, 3 and 4
(approximately 5 o'clock position/ALF)
- One locating pin, protruding forward on the front

flange (approximately 12 o'clock ALF)
Interface (2.B.b)
Assembly starts from the front and is accomplished
together with rotor assembly. It is bolted with the
combustor case and the HPT shroud/LPT stage 1 nozzle
support at the front, and is attached to the turbine frame
at the back.
EFFECTIVITY Page 4
ALL 72-54-00 Oct 95
COOLING MANIFOLD
AND DISTRIBUTOR
LPT
CASE
STAGE 2-4 LPT

NOZZLES
LPT ROTOR
CONICAL
(4 STAGES)
ROTOR
SUPPORT
LOW PRESSURE TURBINE

Page 5
EFFECTIVITY
ALL 72-54-00 Oct 95
LOW PRESSURE TURBINE SHAFT ASSEMBLY Interface (2.B.b)

The LPT shaft assembly connects the fan shaft with the
Identification (1.A.b) LPT rotor assembly at the stub shaft and conical support.
The LPT shaft assembly consists of the following major
parts:
- LPT shaft.
- LPT stub shaft.
- Center vent tube.
- Center vent tube rear extension duct.
- No. 4 roller bearing.
- No. 5 roller bearing.
The aft end is supported by the No. 5 roller bearing and

the LPT shaft houses the center vent tube of the forward
and aft engine oil sumps.
Purpose (1.B.b)
The LPT shaft has two functions:
- coupling the fan booster rotor with the LPT rotor.
- providing rear support of the HPC through the No. 4

roller bearing.
EFFECTIVITY Page 6
ALL 72-55-00 Oct 95
CENTER VENT
TUBE REAR
EXTENSION
REAR
DUCT
ROTATING
AIR SEAL
FORWARD
ROTATING
AIR SEAL
LPT
SHAFT
LPT
STUB
SHAFT
LOW PRESSURE TURBINE SHAFT ASSEMBLY

Page 7
EFFECTIVITY
ALL 72-55-00 Oct 95
TURBINE FRAME ASSEMBLY
The turbine frame assembly consists of a central hub
and a polygonal shape outer casing. The two
configurations are connected by slanted struts. This
design minimizes thermal stresses. These twelve hollow
struts support a midstream fairing, the exhaust plug and
the rear outer flange supports the primary exhaust
nozzle. The hub inner front flange carries the No. 5
bearing support.
Purpose (1.B.b)
The turbine rear frame is the second of the main
structural components. It serves as a support for the
LPT rotor rear section. Also, it provides for rear engine
mounting on the airframe.
Page 8
EFFECTIVITY
ALL 72-56-00 Oct 95
MID STREAM
FAIRING
NO. 5
BEARING
SUPPORT REAR
COVER
HOUSING
SUMP
TURBINE
FRAME
TURBINE FRAME
Page 9
EFFECTIVITY
ALL 72-56-00 Oct 95
TURBINE FRAME ASSEMBLY
Interface (2.B.b)
Strut No. 5 provides the scavenge pathway for oil leaving
the aft sump.
Strut No. 6 provides the supply pathway for oil going to

the aft sump.
Strut No. 7 provides the pathway for aft sump oil seal
leakage to an overboard drain mast.
EFFECTIVITY Page 10
ALL 72-56-00 Oct 95
VIEW A
PRIMARY
EXHAUST
NOZZLE A
12 1
SLANTED 11
LPT CASE 2
STRUTS
OUTER CASING 10
REAR 3
HOUSING SUMP AND 9 VIEW
DUAL AIR SEAL 4
SHROUD 8
5
HUB 7 6
LEGEND SCAVENGE
ENGINE AT
CLEVIS MOUNTS OVERBOARD TUBE
SEAL DRAIN
OIL PRESSURE
TUBE
NO. 5
BEARING
SUPPORT
OIL SUMP
COVER
MID
STREAM
FAIRING
FORWARD
EXHAUST
PLUG
NO. 5 STRUT NO. 6 STRUT NO. 7 STRUT

FORWARD
TURBINE FRAME
Page 11
EFFECTIVITY
ALL 72-56-00 Oct 95
EFFECTIVITY Page 12
ALL 72-00-03 Oct 95
POWER MANAGEMENT AND ENGINE SYSTEMS INTRODUCTION

Objectives:
.... identify the engine systems by ATA number of the CFM56-3/3B/3C engine family (1.A.x).
.... identify the basic functions of power management and operational control of the CFM56-3/3B/3C engine (1.A.x).
.... state the purpose of the engine systems of the CFM56-3/3B/3C engine (1.B.x).
Page 1
EFFECTIVITY
ALL GENERAL Oct 95
ENGINE SYSTEMS INTRODUCTION In addition to sump pressurization and internal engine

cooling (see section 1) the air system provides engine
Identification (1.A.a) operational flexibility by means of compressor control.
The CFM56-3 engine systems covered in this book are This is accomplished by controlling airflow to and through
identified by the following ATA sections: the HPC and by monitoring bleed demands.
Fuel System - 73-00-00 The indicating system is to verify proper and safe engine
operation throughout the flight envelope. The engine is
Ignition System - 74-00-00 equipped with various sensors that monitor engine
performance. Some parameters are used directly by the
Air System - 75-00-00 aircraft crew, and others later by the maintenance
personnel for engine performance trend monitoring
purposes.
Indicating System - 77-00-00
The oil system is used for lubrication and cooling of the
Oil System - 79-00-00
engine bearings and gears in the Transfer Gearbox
(TGB) and Accessory Gearbox (AGB).
Purpose (1.B.a)
In the fuel system, fuel is delivered to the main fuel
pump via the airframe tank boost pump. The fuel
delivery system contains the main fuel pump, its filter, the
servo fuel heater, main fuel/oil heat exchanger, Main
Engine Control (MEC), fuel manifold and
fuel nozzles.
The ignition system is to produce an electrical spark to

ignite the fuel/air mixture in the engine combustion
chamber during the starting cycle and to provide
continuous ignition during T/O, landing and operation in
adverse weather conditions.
EFFECTIVITY Page 2
ALL GENERAL Oct 95
GRAPHIC TO BE DETERMINED
Page 3
EFFECTIVITY
ALL GENERAL Oct 95
POWER MANAGEMENT AND OPERATIONAL Inlet Total Air Temperature (T12) sensor and Fan Inlet
CONTROL Static Air Pressure sensor (Ps12) [part of the PMC].
Identification (1.A.a) Operational control of the engine is achieved by use of

Power Management of the CFM56-3 engine consists of the power lever, fuel shutoff lever and a PMC.
both hydromechanical (MEC) and electrical (PMC)
components. The PMC operates from power delivered by the control
alternator and functions to set actual Fan Speed (N1) by
Hydromechanical units include the MEC, Fan Inlet trimming the MEC within narrow authority limits. With
Temperature sensor (T2.0), High Pressure Compressor PMC on, automatic calculation of Takeoff (T/O) N1 is
(HPC) Inlet Air Temperature sensor (T2.5), hydraulic motor accomplished from sensed fan inlet temperature and
for the Variable Bleed Valves (VBV), Turbine Clearance static pressure signals. The power level signal is used to
Control Valve (TCCV) and Variable Stator Vane (VSV) select a percentage of T/O thrust; this percentage is
actuators. used to establish a demanded fan speed achieved by
control of fuel flow through the MEC. With PMC off, the
The MEC is mounted on the main fuel pump and MEC provides N2 governing.
provides Actual Core Speed (N2) governing in response
to power lever input, and fuel limiting as modified by
engine operational variables. The control automatically
adjusts the VSV system through external actuators and
the VBV system through a gear motor. The MEC also
provides signals to operate the High Pressure Turbine
Clearance Control (HPTCC) system.
The MEC acceleration fuel schedule is compensated for

aircraft bleeds. Thus engine acceleration time is
essentially the same with bleed on or off.
The electrical units include the Power Management

Control (PMC), control alternator, fan speed sensor, Fan
EFFECTIVITY Page 4
ALL GENERAL Oct 95
CONTROL PARAMETER OUTPUTS

WF
TC1
FLIGHT DECK
TC3 TCCV
POWER TIMER
PMC TC2
LEVER
DEACTIVATION
(PLA) VSV
SWITCH
VBV
T2.0
PLA
CORE
POWER MANAGEMENT
MAIN ENGINE CONTROL PARAMETERS
CONTROL
TMC
FAN
PARAMETERS
CBP
CDP
T2.5
N2
PS12
T12
N1
CONTROL SYSTEM SCHEMATIC

Page 5
EFFECTIVITY
ALL GENERAL Oct 95
EFFECTIVITY Page 6
ALL GENERAL Oct 95
FUEL AND CONTROL SYSTEM

Objectives:
.... identify the components comprising the fuel system for the CFM56-3/3B/3C engine (1.A.x).
.... state the purpose of the fuel system for the CFM56-3/3B/3C engine (1.B.x).
.... state the purpose of the components comprising the fuel system for the CFM56-3/3B/3C engine (1.B.x).
.... describe the flow sequence of the fuel system for the CFM56-3/3B/3C engine (1.D.x).
.... locate the components comprising the fuel system for the CFM56-3/3B/3C engine (2.A.x).
.... identify the aircraft interfaces associated with the fuel system of the CFM56-3/3B/3C engine (2.B.x).
.... describe the component operation of the fuel system for the CFM56-3/3B/3C engine (2.C.x).
.... describe the particular component functions of the fuel system for the CFM56-3/3B/3C engine (3.D.x).
Page 1
EFFECTIVITY
ALL 73-00-00 Oct 95
FUEL DELIVERY SYSTEM
Purpose (1.A.b)
The fuel delivery system performs several functions by
providing:
- The energy required for the engine thermodynamic
process.
- Supply hydraulic power to the systems controlling

the VBV, VSV and HPTCC.
- The hydromechanical amplification necessary to the

MEC.
- Cooling of the lubrication oil.
Page 2
EFFECTIVITY
ALL 73-11-00 Oct 95
FUEL
NOZZLES
FUEL SUPPLY
FUEL AS CONTROL MEDIUM
VBV
ELECTRICAL TRIM
MECHANICAL LIAISON
VSV HPTCC
SYSTEM
T2.0
MAIN OIL/FUEL FUEL
HEAT FILTER
EXCHANGER
WASH CIT
FILTER
FUEL
INLET LP STAGE HP STAGE
FUEL PUMP
FLOW
SERVO MEC METER
FUEL
HEATER
PLA
PMC TMC
POWER FUEL
LEVER SHUTOFF
(PLA) LEVER
FUEL AND COMPRESSOR CONTROL SYSTEM SCHEMATIC DIAGRAM

Page 3
EFFECTIVITY
ALL 73-11-00 Oct 95
FUEL DELIVERY SYSTEM - The MEC establishes a fuel flow (P6) to the
Compressor Inlet Temperature (CIT) sensor with a
Flow Sequence (1.D.b) return Pb to the control. The differential fuel
Fuel from the aircraft fuel supply system enters the pressure (P6-Pb) is proportional to T2.5.
engine at the fuel pump inlet.
- The MEC establishes schedules for VSV and VBV
The fuel is pressurized through the Low Pressure (LP) positioning.
stage of the fuel pump and flows through the main oil/
fuel heat exchanger and the fuel filter. - The MEC establishes a schedule for the TCCV as a
function of N2 speed. This then regulates the airflow
The fuel then flows through the High Pressure (HP) of 5th and 9th stage compressor bleed air to the
stage of the pump, through the wash filter, and enters High Pressure Turbine (HPT) shroud support.
the MEC. Under certain T/O conditions (above 13,800 N2) the
MEC will alter this schedule through the use of a
Since the fuel pump has a higher fuel flow capacity than TCCV timer.
the fuel and control system requires, the fuel flow is
divided in the MEC into metered flow and bypass flow. - The MEC establishes a fuel flow (P7) to the T2.0
sensor with a return (Pb) to the control. The
Bypass fuel is ported back to the outlet of the fuel pump differential fuel pressure (P7-Pb) is proportional to
LP stage. T2.0.
Metered fuel from the MEC flows through the

pressurizing valve, the flowmeter, the fuel manifold, and
fuel nozzles into the combustion chamber.
Some of the fuel is extracted through the pump wash

filter, heated by the servo fuel heater, and supplied to the
MEC to provide clean, ice-free fuel for the following
MEC servo operations:
Page 4
EFFECTIVITY
ALL 73-11-00 Oct 95
VSV ACTUATORS
T2.0 SENSOR
VBV HYDRAULIC
FUEL GEAR MOTOR
CIT SENSOR
FUEL INLET TCCV
SERVO
FUEL HEATER
OIL
NOZZLES
MAIN OIL/FUEL
HEAT EXCHANGER
LP STAGE
VSV - VBV
BYPASS HYDROMECHANICAL
VALVE CONTROL
BYPASS
BYPASS FLOW
VALVE SERVO
CONTROL
ASSEMBLY
FILTER
HP POWER
STAGE LEVER
FUEL METERING FLOWMETER

SYSTEM
FILTER
PRESSURE WASH
FUEL
RELIEF BYPASS
SHUTOFF
VALVE VALVE FUEL PUMP
LEVER
MEC

Page 5
EFFECTIVITY
ALL 73-11-00 Oct 95
The fuel delivery System consists of:
- Fuel pump and integral filter
- Servo fuel heater
- MEC
- Fuel manifold
- Fuel nozzles.
Page 6
EFFECTIVITY
ALL 73-11-00 Oct 95
GRAPHIC TBD
EFFECTIVITY Page 7
ALL Oct 95
FUEL PUMP Functional Description (3.D.b)

Of the three splined shafts the main drive shaft turns the
Identification (1.A.b) HP stage gear pump, the LP stage shaft rotates the LP
The fuel pump contains a LP stage (centrifugal boost impeller pump, and the control drive shaft rotates the
stage), a integral fuel filter, a HP stage (gear stage) and internal MEC speed governor and tachometer flyweights.
a wash filter.
The LP stage raises the fuel pressure and sends the LP
Purpose (1.B.b) stage output flow through the external main oil/fuel heat
The fuel pump pressurizes and circulates the fuel exchanger and through the fuel filter.
required for combustion and fuel-operated servo systems
throughout the operational envelope of the engine. A filter bypass valve relieves LP stage output around the
filter if it becomes clogged.
Location (2.A.b)
The fuel pump is mounted on the aft side of the AGB at The filtered fuel, through internal passages in the pump
the 8 o'clock position. housing, enters the HP stage. A pressure relief valve
relieves a portion of the HP stage discharge flow back to
Interface (2.B.b) the HP stage inlet if HP stage discharge pressure
The pump housing provides mounting surfaces for the exceeds a predetermined maximum.
MEC and the main oil/fuel heat exchanger.
The HP stage discharges through the wash filter to the
Operation (2.C.b) MEC fuel metering system. The excess fuel is bypass
The fuel pump is driven by the AGB through an fuel flow recirculating back to the outlet of the LP stage.
arrangement of three splined shafts. Fuel enters the
pump inlet at aircraft boost pressure. The low pressure The fuel flow extracted through the wash filter is heated
stage prevents cavitation by increasing the aircraft boost by the servo fuel heater and then supplies the MEC
pressure. The high pressure stage provides adequate servos.
fuel pressure to the fuel delivery system. Fuel is filtered
and heated before delivery to the MEC.
Page 8
EFFECTIVITY
ALL 73-11-00 Oct 95
HP STAGE
RELIEF VALVE
FUEL INLET
MOUNTING FLANGE FOR
ATTACHMENT TO AGB
SERVO FUEL HEATER

SUPPLY PORT
MAIN DRIVE SHAFT
FILTER COVER
FILTER DRAIN PORT RETURN PORT OUTLET PORT

FROM HEAT TO HEAT
EXCHANGER EXCHANGER
FUEL PUMP
Page 9
EFFECTIVITY
ALL 73-11-00 Oct 95
FUEL FILTER
The replaceable filter element is a paper or metal
corrugated design which has a nominal filtering capability
of 20 microns.
Purpose (1.B.b)
To filter particle contaminants suspended with the fuel
and , protects the HP stage and the MEC from particles
within the fuel.
Location (2.A.b)
The replaceable filter element is contained in the integral
fuel filter housing, located between the main oil/fuel heat
exchanger and the fuel pump HP stage.
Operation (2.C.b)
The fuel circulates from the outside to the inside of the
filter cartridge.
Functional Description (3.D.b)

In case of a clogged filter, a bypass valve relieves fuel to
the HP stage.
Page 10
EFFECTIVITY
ALL 73-11-00 Oct 95
BYPASS VALVE
O-RING
FILTER
HOUSING
FILTER
O-RING ELEMENT
CARTRIDGE
FILTER
COVER
FUEL PUMP
DRAIN PLUG O-RING
FUEL PUMP - FUEL FILTER

Page 11
EFFECTIVITY
ALL 73-11-00 Oct 95
SERVO FUEL HEATER
The servo fuel heater consists of a housing with a heat
exchanger core inside and a cover.
The core assembly is removable. It consists of a number

of aluminum alloy dimple U-shaped tubes, inserted
through a series of drilled baffle plates. The tubes are
mechanically bonded to a tube plate which is profiled to
the housing and end cover flanges. The core/housing
assembly is designed to direct oil in four radial flow
passes over the fuel-filled "U" tubes.
Purpose (1.B.b)
The servo fuel heater raises the temperature of the fuel
to eliminate ice in the fuel before entering the control
servos, inside the MEC.
Location (2.A.b)
The servo fuel heater is mounted on the aft side of the
main oil/fuel heat exchanger.
Page 12
EFFECTIVITY
ALL 73-11-00 Oct 95
FUEL-IN FUEL-OUT
COVER
OIL-IN OIL-OUT
HOUSING
ATTACHING FLANGE
TO MAIN OIL/FUEL
HEAT EXCHANGER
TUBE BUNDLE
SERVO FUEL HEATER

Page 13
EFFECTIVITY
ALL 73-11-00 Oct 95
SERVO FUEL HEATER
Operation (2.C.b)
The servo fuel heater is a heat exchanger using the
engine scavenge oil as its heat source. The hot
scavenge oil first goes through the servo fuel heater and
then to the main oil/fuel heat exchanger. Within the
servo fuel heater, fuel from the fuel pump wash filter is
heated by the scavenge oil and then goes to the MEC
servos. Inside the main oil/fuel heat exchanger, fuel from
the fuel pump LP stage cools the scavenge oil. Then the
fuel goes to the inlet of the fuel filter and the cooled oil
returns to the tank.
Page 14
EFFECTIVITY
ALL 73-11-00 Oct 95
MAIN OIL/FUEL
HEAT EXCHANGER
FUEL TO
FUEL FILTER
FUEL
OIL BYPASS BYPASS
VALVE VALVE
FUEL FROM
FUEL PUMP
LP STAGE
FUEL TO MEC SERVOS
FUEL FROM
FUEL PUMP
WASH FILTER
SERVO FUEL HEATER

OIL-IN
OIL-OUT
TO TANK
SERVO FUEL HEATER AND MAIN OIL/FUEL HEAT EXCHANGER OPERATION

Page 15
EFFECTIVITY
ALL 73-11-00 Oct 95
MAIN ENGINE CONTROL (MEC)
Purpose (1.B.b)
The MEC is a hydromechanical device that is basically a
speed governor with refinements to provide automatic
speed adjustments. This corrects for a broad variation in
engine operational environments and provides additional
control functions to optimize engine performance.
Location (2.A.b)
The MEC is mounted to the fuel pump at approximately
the 8 o'clock position on the aft end of the AGB.
EFFECTIVITY Page 16
ALL 73-21-00 Oct 95
CFM56-3 MAIN ENGINE CONTROL (MEC)

Page 17
EFFECTIVITY
ALL 73-21-00 Oct 95
Operation (2.C.b)
The main engine control is hydromechanical and
operates using fuel operated servo valves.

Engine speed control is effected by controlling fuel flow
to maintain the flight deck speed setting and establishes
the maximum safe fuel limit under any operating
condition. The conditions (parameters) vary, and the
limits vary accordingly to definite acceleration and
deceleration schedules. In order for the control to
determine the schedules, certain parameters such as
CDP, CBP, CIT, T2.0 and N2 must be sensed. The
control not only senses these parameters, but also
amplifies and computes them and establishes
acceleration and deceleration limits for fuel flow. The
computed limits are compared with actual fuel flow and
are imposed when the limits are approached.
EFFECTIVITY Page 18
ALL 73-21-00 Oct 95
VBV VALVE OPEN SIGNAL TO

VBV HYDRAULIC MOTOR PORT
VBV VALVE CLOSE SIGNAL TO

VBV HYDRAULIC MOTOR PORT
VSV FEEDBACK ARM
FULL REVERSE POWER FUEL SHUTOFF

(MINIMUM STOP) LEVER
CLOSED
FORWARD IDLE BAND
130° 45° CDP PORT

10°
CBP PORT
POWER LEVER
75° OPEN
VBV FEEDBACK
FUEL DISCHARGE PORT ADJUSTMENT
VSV FEEDBACK SCREW
ADJUSTMENT
SCREW
FULL FORWARD POWER
(MAXIMUM STOP)
MEC LEFT SIDE VIEW

Page 19
EFFECTIVITY
ALL 73-21-00 Oct 95

A pressurizing valve maintains system pressure at low
flow conditions to ensure adequate fuel pressure for
MEC servo operation and accurate fuel metering. The
schedule for VSV position is directed by fuel pump HP
fuel (Pf) to the VSV actuators to position the vanes as the
schedule changes. The signal which determines the
position of the VSV actuators is the result of the control
computing N2 and CIT specifically for this purpose. The
schedule for VBV position is directed by Pf to the VBV
hydraulic motor to position the valves as a function of the
VSV schedule. A bias to the normal VBV schedule
occurs whenever the Thrust Reverser (T/R) is deployed
or there is a rapid actuation of VSV toward the closed
position.
Page 20
EFFECTIVITY
ALL 73-21-00 Oct 95
VBV OPEN
END PORT
HEATED SERVO
SUPPLY PORT
VBV
CLOSED
END PORT
Pcr PORT
OVERBOARD
DRAIN PORT
FORWARD
VBV FEEDBACK
CABLE BRACKET
VSV FEEDBACK
TOP VIEW CABLE BRACKET
VSV FEEDBACK LEVER
MEC TOP VIEW

EFFECTIVITY Page 21
ALL 73-21-00 Oct 95

Scheduling the positions of the turbine clearance air
valves is created by the output of signal pressures (TC1
and TC2), which are a function of N2.
Because of a concentric shaft design, positive fuel

shutoff operation is independent of power lever position.
The MEC defines and regulates its own operating
pressures and returns any excess fuel supplied by the
fuel pump to the downstream side of the pump LP
element.
EFFECTIVITY Page 22
ALL 73-21-00 Oct 95
VIEW A
VSV HEAD PORT VSV ROD PORT IDLE SOLENOID
VBV REVERSE
SIGNAL PORT
TO/FROM PMC
P7 PORT
P6 PORT
Pb PORT
FUEL DISCHARGE PORT
TORQUE
MOTOR
TCCV TIMER
FORWARD TC3 SIGNAL TURBINE CLEARANCE
PORT (TC1) SIGNAL PORT
TURBINE
CLEARANCE
(TC2) SIGNAL PORT
VBV FEEDBACK LEVER

A
MEC RIGHT VIEW

Page 23
EFFECTIVITY
ALL 73-21-00 Oct 95
MAIN ENGINE CONTROL (MEC) - A properly adjusted flight idle speed will produce a
power setting that will permit acceptably quick
Functional Description (3.D.b) acceleration to go-around power.
Low Idle Adjustment - N2 Ground Idle Speed
- Adjusts the level of the ground idle flat in the MEC. - This adjustment does not affect any other field
This determines the N2 which will occur if the flight adjustment.
idle solenoid is energized (28 VDC) and the power
lever is placed in the proper position. Power Trim
- Physically adjusts the N2 which will occur with a
- Since ground idle speed is biased by CIT, a proper given PLA to the MEC at power lever positions
adjustment cannot be made until the ambient above idle.
temperature (T12) is determined. Once the proper
temperature is established, a reference to the - Since the power lever directly controls only N2,
appropriate schedule data chart is required. variations in engines will cause slight differences in
N1 occurring at given power lever positions with the
- This adjustment does not affect any other field PMC switched OFF.
adjustment.
- With the PMC switched ON, N2 will be modified by
High Idle Adjustment - N2 Flight Idle Speed the PMC to help maintain N1 for a given PLA,
- Adjusts the level of the flight idle flat in the MEC. temperature and ambient pressure.
This determines the N2 speed which will occur if the
flight idle solenoid is not energized and the power
lever is placed in the proper position.
- Since the flight idle speed is biased by CIT, a proper

adjustment cannot be made until the ambient
temperature is determined. Once the proper
- temperature is established, a reference to the

appropriate schedule data chart is required.
Page 24
EFFECTIVITY
ALL 73-21-00 Oct 95
HIGH IDLE SPEED

ADJUSTMENT
(INSIDE PORT) LOW IDLE SPEED
ADJUSTMENT
ASSEMBLY
LOW IDLE SPEED ADJUSTMENT

(SEE B FOR HIGH IDLE
SPEED ADJUSTMENT)
PREFORMED
PACKING FLAT
B WASHER
FUEL
CONTROL
SCREW
BOX
TAB SCREW
POWER TRIM
ADJUSTMENT
SPECIFIC GRAVITY
ADJUSTMENT (SGA)
MEC - BOTTOM VIEW
MEC ADJUSTMENTS
Page 25
EFFECTIVITY
ALL 73-21-00 Oct 95
MAIN ENGINE CONTROL (MEC) Ground/Flight Idle (MEC)= 1 full turn equals
approximately 5% N2 CW (+)
Functional Description CCW (-)
Power Trim
- The engine is trimmed to a correct N2 with the PMC Specific Gravity (MEC) = Set to match specific gravity
OFF. Since core speed is corrected for temperature for type of fuel used:
and pressure, a reference to the appropriate
schedule of information is required. 0.82 = JET A, A1, JP-1, JP-5,
JP-8
- This adjustment does not affect any other field
adjustment. 0.77 = JET B, JP-4
Specific Gravity Adjustment Power Trim (MEC) = 1 full turn equals

- Used to obtain similar engine transient responses approximately 1.2% N2 CW
with different types of fuel. (+) CCW(-)
- Physically adjusts the pressure drop across the PLA Gain (PMC) = If PLA gain indicates between
metering valve in the MEC. This changes the 7.43 and 7.57 VDC, no
volume flow which will occur during transient corrective action required. If
operation (starts, rapid accels and rapid decels). indication is outside limits,
This compensates for variations in heat energy per adjust indication between
unit volume (BTU's) which will occur with variations 7.48 and 7.52 VDC
in fuel type.
- Adjustments should be set to the specific gravity

(heat energy content) of the fuel being used.
- This adjustment does not affect any other field

adjustment.
EFFECTIVITY Page 26
ALL 73-21-00 Oct 95
HIGH IDLE SPEED

ADJUSTMENT
(INSIDE PORT) LOW IDLE SPEED
ADJUSTMENT
ASSEMBLY

(SEE B FOR HIGH IDLE
SPEED ADJUSTMENT)
PREFORMED
PACKING FLAT
B WASHER
FUEL
CONTROL
SCREW
BOX
TAB SCREW
POWER TRIM
ADJUSTMENT
SGA
MEC - BOTTOM VIEW
MEC ADJUSTMENTS
Page 27
EFFECTIVITY
ALL 73-21-00 Oct 95
SPEED GOVERNING SYSTEM command ( as limited by the pilot valve) to the governor
servo piston to increase or decrease the fuel flow to the
Purpose (1.B.b) combustion chamber and thus control speed.
The speed governing system senses physical core speed
(N2) and PLA and adjusts the fuel flow (Wf) as necessary
to maintain the desired speed setting established by
power lever position (speed demand N2*).
Operation (2.C.b)
The PLA speed demand is biased by Fan Inlet
Temperature (T2.0) and Fan Inlet Pressure (Ps12), in a
manner to change N2 as necessary to produce the
proper fan speed (thrust).

The power lever (PLA) controlled from the flight deck, is
applied to the speed sensing governor. The speed
governor monitors actual speed through engine driven
flyweights. The centrifugal force of the flyweights, which
is a function of engine N2 core speed, is applied to the
speed governor spring; a counteracting force is applied
by the power lever. The position of the governor pilot
valve is determined by comparing engine speed with the
desired speed setting established by the power lever A
buffer piston provides stabilization pressures to the
governor pilot valve to prevent hunting which will cause
the fuel flow to oscillate. The positioning of the governor
(speed) pilot valve by the resultant difference of the
power command (power lever) and actual speed
(flyweights) determines the pilot valve governor servo
EFFECTIVITY Page 28
ALL 73-21-00 Oct 95
PLA N2
Ð FOR A GIVEN PLA:

ÐN2* = f(T2.0 & Ps12)
Ps12 DESIRED
T2.0 SPEED
SETTING
PLA
FUEL
N2*
+ e = N2 * - N 2
FMV
-
N2 Wf
MEC
N2 T2.0 Ps12
SPEED GOVERNING SYSTEM

Page 29
EFFECTIVITY
ALL 73-21-00 Oct 95
FUEL RATE LIMITING SYSTEM Functional Description (3.D.b)

Three engine parameters establish the fuel rate:
Purpose (1.B.b) - CDP or Ps3.0 (modified for bleed, CDP) - KP3.
Apart from the operating limits governed by the
mechanical integrity of its components, the engine is - Compressor Inlet Tem,perature (T2.5).
subject to two other limits:
- N2 core engine speed.
1. Lower or minimum limit imposed by the risks of
lean flameout. These 3 parameters are used to position the 3 D cam
and CDP cam, and through connecting linkages establish
2. Upper or maximum limit imposed by the risk of rich fuel flow limits. The contours of the 2 cams are designed
flameout compressor flow instability (stall) and to represent the fuel flow limits. The computing
overheating. (summing/adding) levers mix the output of the two cams
and compare the result to the actual fuel flow. The
During transient operation, the speed governing system resultant comparison linkage then controls the servo
could change the metered fuel flow beyond the safe limits supply pressure to (and the drain form) the governor pilot
described above. valve. By stopping the supply or blocking the drain, the
governor action of positioning the fuel metering valve is
The purpose of the fuel limiting system is to define and limited as a function of the output of this cam and
impose correct engine fuel flow limits during rapid linkage.
transients including accels, decels and starts.
Operation (2.C.b)
The fuel limiting system schedules acceleration and
deceleration fuel flow to the engine as a function of N2,
T2.5, Ps3 and CBP.
Page 30
EFFECTIVITY
ALL 73-21-00 Oct 95
PLA
Ps12 DESIRED
T2.0 SPEED
SETTING FUEL
N2*
S FMV
N2
FUEL Wf
LIMITING
SYSTEM
CBP
T2.5 N2 CDP
CBP
CDP N2 T2.5 Ps12

T2.0
MEC
FUEL LIMITING SYSTEM

Page 31
EFFECTIVITY
ALL 73-21-00 Oct 95
FUEL RATE LIMITING SYSTEM

The maximum fuel flow rate allowed during acceleration
is determined by two cams:
- The "3D cam", rotated according to N2 received
from the tachometer flyweights and driven linearly
according to T2.5. The cam position represents the
required ratio for the fuel flow rate (Wf2)/Ps3, which
varies for each N2 and T2.5 value.
- The "CDP cam", rotated according to Ps3 and the

ratio Ps3/CBP.
A lever, in contact with the 3D and CDP cams, combines

both position data in order to define the Wf2 limit allowed
during acceleration. Wf2 is compared to the actual engine
fuel flow rate (Wf1). The signal resulting from Wf2-Wf1
limits fuel flow rate automatically during acceleration, for
every point within the flight envelope.
The deceleration fuel flow rate changes are 55 percent of

the acceleration fuel flow rate changes. This is done by
the limit pilot valve control of PC and PB fuel pressures
to the governor pilot valve for deceleration versus
acceleration. The deceleration fuel flow schedule
established at a rate which would prevent the engine
from incurring a flameout due to too much reduction in
fuel flow relative to the air supplied by the high pressure
compressor.
EFFECTIVITY Page 32
ALL 73-21-00 Oct 95
PLA PLA SLS DAY

IDLE Wf
MAX.
Ps12
DESIRED t=0
SPEED (Wf2 - Wf1) < (Wf3 - Wf1)
SETTING Wf3 MAX.
FUEL Wf2
T2.0 N2*
Wf1 IDLE
+ (Wf3 - Wf1) N2
FMV 25
S-
-
(Wf2 - Wf1)
N2
Wf1 FMV
-
+ CAM
Wf2
Wf
Wf2/CDP
3D CDP BLEED BIAS

CAM CAM CDP/CBP
T2.5 SENSOR
N2 CDP
CBP
CDP N2 T2.5 Ps12
T2.0
MEC
FUEL LIMITING SYSTEM: ACCELERATION EXAMPLE

Page 33
EFFECTIVITY
ALL
73-21-00 Oct 95
IDLE CONTROL SYSTEM
Purpose (1.B.b)
The engine idle control system is an automatic system
which uses the aircraft' ground sensing relay to maintain
engine high idle in flight and low idle when the airplane
is on the ground.
Low idle speed for ground use will provide a constant

thrust level regardless of inlet temperature and is
scheduled to produce adequate taxi thrust while
minimizing noise, fuel consumption and braking effort. In
flight low idle speed is scheduled to minimize fuel
consumption.
High Idle speed is optimized to provide rapid recovery of

T/O thrust if required.
Operation (2.C.b)
Only one throttle position is used regardless of which
idling speed is selected. Both idling speeds are
automatically adjusted as a function of T2.0 and Ps12.

When the PLA is at idle, the speed governing system
receives an idle-corrected speed signal corresponding to
low or high idle. The system is designed to switch to the
high idle schedule from the low idle schedule when a
28 VDC signal is removed from the solenoid mounted
on the MEC.
EFFECTIVITY Page 34
ALL 73-21-00 Oct 95
AIR FRAME N2* APPROACH

IDLE
AIRCRAFT
CONFIGURATION MIN IDLE
PLA ON IDLE
T2.0
HIGH IDLE LOW IDLE
SELECTION SELECTION FLIGHT FUEL
DECK
SOLENOID SOLENOID N2 FMV

(DE-ENERGIZE) (ENERGIZE)
Wf
MI
SERVO-PISTON SERVO-PISTON
(ACTION) (NO-ACTION) PLA
N2*
N2 S+
N2
AI
SCHEDULE N2 T2.0 Ps12
MI
PLA Ps12 T2.0
MEC
IDLE SYSTEM
EFFECTIVITY Page 35
ALL 73-21-00 Oct 95
FUEL MANIFOLD ASSEMBLY
The fuel manifold is composed of two halves with a
three-piece drain manifold.
Each manifold half incorporates 10 fuel nozzle

connections. The complete fuel manifold supplies fuel to
20 fuel nozzles.
The drain manifold has 15 integral and 5 removable

drain tubes and is connected to each fuel nozzle. The 5
removable drain tubes are to facilitate borescoping.
Purpose (1.B.b)
To distribute fuel from the MEC to the fuel nozzles, and
provide drainage in the event of a leak.
Location (2.A.b)
The fuel manifold is connected to a Y-shaped supply
tube at approximately the 5 and 6 o'clock positions.
Each connection of the Y has an individual drain tube
that is secured to the fuel manifold by bolts.
EFFECTIVITY Page 36
ALL 73-11-00 Oct 95
FUEL
NOZZLE
(20 PLACES)
SEE B
SEE C
FUEL
MANIFOLD
DRAIN MANIFOLD
FUEL MANIFOLD FUEL MANIFOLD
DRAIN MANIFOLD DRAIN MANIFOLD
DRAIN LINE DRAIN LINE

DRAIN MANIFOLD/
LINE CONNECTOR
AT NOZZLE POSITIONS
AT NOZZLE POSITIONS 1, 2, 4, 5, 7, 9, 10, 12, 13,
3, 6, 8, 11 AND 18 14, 15, 16, 17, 19 AND 20
B C
FUEL MANIFOLD ASSEMBLY

Page 37
EFFECTIVITY
ALL
73-11-00 Oct 95
FUEL NOZZLES
Each of the 20 fuel nozzles contains a primary and a
secondary flow path, a flow divider, a check valve, fuel
strainers and a dual orifice spray tip.
Purpose (1.B.b)
The fuel nozzles are designed to spray a fine mist of fuel
into the combustion chamber and are installed into the
combustion case at 20 locations. Each nozzle is
connected to a fuel manifold and drain manifold.
Location (2.A.b)
The twenty fuel nozzles are numerically identified
clockwise (CW) beginning just right of the 12 o'clock
position (aft looking forward).
EFFECTIVITY Page 38
ALL 73-11-00 Oct 95
MANIFOLD SLEEVE
CONNECTION THREADS
FUEL INLET
20 1 FLOW DIVIDER
2
19 VALVE
3
18
4 COLOR BAND
FUEL NOZZLE
17 POSITION
5
16 NAME PLATE
6
15
7
14
8
13
SEE F 9
12 10 NOZZLE TUBE
11
NOZZLE AIR
SHROUD
AFT LOOKING FORWARD NOZZLE TIP
FUEL NOZZLES
EFFECTIVITY
ALL
73-11-00 Page 39
Oct 95
FUEL NOZZLES
Operation (2.C.b)
During engine starting and at altitude low power
conditions when fuel flow is equally low, the flow divider
valve will close the secondary flow path thus assuring the
development of system pressures high enough to
produce an adequate spray pattern even at low fuel
flows.
The check valve in the primary flow path closes at

shutdown and helps to maintain fuel manifold prime.
Page 40
EFFECTIVITY
ALL 73-11-00 Oct 95
PRIMARY STRAINER INLET

STRAINER
CHECK
VALVE
INLET
INNER
TUBE
RESTRICTOR CARTRIDGE VALVE

ORIFICE ASSEMBLY
INCOMING FUEL
OUTER PRIMARY FLOW
TUBE SECONDARY FLOW
SECONDARY FLOW
PRIMARY BODY
(METERING SET) PRIMARY FLOW
PRIMARY
PLUG
OUTLET
SECONDARY BODY WEAR SLEEVE

(METERING SET) (6840023 SERIES)
FUEL NOZZLE
Page 41
EFFECTIVITY
ALL 73-11-00 Oct 95
FUEL NOZZLES

Introduced by service bulletins to improve upon start
flameout margin, two or four nozzles were equipped with
a richer primary fuel flow. These nozzles are placed on
either side of the ignition system igniters at nozzle
positions 7 and 8 (four-nozzle configurations) and 14 and
15 (two-nozzle and four-nozzle configurations). In
addition to their part numbers, the nozzles are identified
by a color band around the nozzle body.
EFFECTIVITY Page 42
ALL Oct 95
LEFT
IGNITION
LEAD
COLOR BAND
NOZZLE
NO. 15
NOZZLE
NO. 14
LEFT
IGNITER
PLUG
FUEL NOZZLE INSTALLATION
EFFECTIVITY
ALL
73-11-00 Page 43
Oct 95
COMPRESSOR INLET TEMPERATURE (CIT)
The CIT sensor consists of a guarded, constant volume,
gas-filled coil and a metering valve.
Purpose (1.B.b)
The CIT sensor is a temperature sensor and temperature
compensator unit for the MEC to establish parameters in
controlling VSV position, VBV position and acceleration/
deceleration fuel flow schedules.
Location (2.A.b)
The sensor is mounted into a port between the 5 and 6
o'clock struts on the fan frame with the coil projected into
the HPC inlet airstream, just forward of the IGV's.
EFFECTIVITY Page 44
ALL 73-21-00 Oct 95
COIL GUARD
MOUNTING FLANGE
HOUSING
CIT SENSOR RETURN (Pb)

CIT SENSOR SUPPLY (P6)
CIT SENSOR
EFFECTIVITY
ALL
73-21-00 Page 45
Oct 95
Operation (2.C.b)
The CIT responds to the sensed primary inlet engine air
temperature and provides a hydraulic signal pressure
(using fuel as a medium), which is a function of CIT, to
the MEC.

The temperature sensing coil has a constant volume;
therefore, the gas pressure inside the coil is proportional
to the temperature. The coil is connected to the sensing
bellows so that any change in gas pressure within the
coil changes the force on the feedback bellows and
spring. The feedback bellows' force is a result of the fuel
pressure inside the bellows which is controlled by the
metering valve.
When CIT changes, the gas pressure inside the sensing

bellows varies, thereby opening or closing the metering
valve. The metering valve changes the fuel pressure
which alters the force on the feedback bellows, thus
balancing the sensing bellows force. The differential fuel
pressure, therefore, is proportional to the temperature at
the sensing coil. This fuel pressure is then used by the
MEC as a scheduling parameter.
EFFECTIVITY Page 46
ALL 73-21-00 Oct 95
P6
Pb
REFERENCE BELLOWS
METERING VALVE
PRELOAD SPRING
SENSING BELLOWS
SENSING COIL
COIL
GUARD
SENSING COIL
P6
METERING
Pb MEC
VALVE
SENSING BELLOWS
P6 - Pb PROPORTIONAL TO
HOUSING SENSED TEMPERATURE
CIT SENSOR BLOCK DIAGRAM
CIT SENSOR (T2.5)

Page 47
EFFECTIVITY
ALL 73-21-00 Oct 95
Functional Description
This pressure actuates a servo system that positions the
MEC's 3D cam axially. A decrease in temperature (cold
shift), will decrease the pressure signal to the MEC. The
affect is to reduce speed and position the 3D cam so that
the VSV's will track on the open side of the schedule. An
abnormal CIT (cold shift) input could cause a compressor
stall. A complete (cold shift) failure of the CIT sensor
would cause a large drop in hydraulic signal pressure
and would drive the VSV schedule to its fail-safe setting
(59oF).
EFFECTIVITY Page 48
ALL 73-21-00 Oct 95
SENSING BELLOWS METERING VALVE
EVACUATED
CIT SENSOR
REFERENCE
BELLOWS
CIT
REG.
PRESSURE Pbr
P6
AIR
SUPPLIED FLOW
SEPARATELY
CIT PILOT VALVE PLUNGER
Pb SENSING LAND
Pc P6 ORIFICE
Pc
RESTORING SPRING
3D CAM
INC. CIT
SERVO PISTON
CIT SYSTEM
EFFECTIVITY
ALL
73-21-00 Page 49
Oct 95
COMPRESSOR DISCHARGE PRESSURE (CDP)
Purpose (1.B.b)
The CDP sensor and associated computer linkage
system establish a fuel flow schedule.
Location (2.A.b)
CDP, or P3, is piped to the MEC from a port located at
approximately 9 o'clock just aft of the fuel nozzles on the
combustion case.
Operation (2.C.b)
The CDP sensor, in the MEC, converts the pneumatic
(P3) pressure to a hydraulic pressure and through the
CDP servo system rotates the Main Engine Control's
CDP cam. As CDP increases, the fuel flow schedule is
increased.
The CDP input is biased by a CBP measurement to

provide automatic resetting of the acceleration schedule
to maintain rapid acceleration times when airplane bleed
demands are large and provide adequate stall margins
when bleed demands are lower. The CBP signal
imposes a bias on the CDP sensor which changes CDP
cam positioning to allow for a higher acceleration rate
when airplane bleed rates are higher.
EFFECTIVITY Page 50
ALL 71-00-59 Oct 95
A B
JUNCTION BOX DETAIL B
DETAIL A
CDP SENSING LINE

Page 51
EFFECTIVITY
ALL 71-00-59 Oct 95
BLEED BIAS SENSOR
The system consists of a bleed bias sensor and
connecting tubing to the MEC. The sensor is a dual
venturi device which senses CBP.
Purpose (1.B.b)
The bleed bias sensor system provides automatic
resetting of the acceleration schedule to maintain rapid
acceleration rates when bleed demands are high, and
enables adequate stall margins to be observed when
bleed demands are low.
EFFECTIVITY Page 52
ALL 75-33-00 Oct 95
HPC BLEED PORT
C-SEAL FLANGE GASKET
BLEED BIAS SENSOR
SEAL
1
NIPPLE SEAL
WASHER (FOUR PLACES)
BOLT (FOUR PLACES)

9TH STAGE
CBP AIR TUBE
FLANGE
1 SEAL INSTALLED ON
ENGINES WITH CFMI B
S/B 72-319
BLEED BIAS SENSOR INSTALLATION

Page 53
EFFECTIVITY
ALL 75-33-00 Oct 95
BLEED BIAS SENSOR
Location (2.A.b)
The sensor is located in the 9th stage ducting and is
mounted between the 9th stage ducting flange and the
9th stage HPC bleed port at the 4 o'clock position.
EFFECTIVITY Page 54
ALL 75-33-00 Oct 95
COMBUSTION
CASE
HPC BLEED
PORT
A
SEE A
A
9TH STAGE FLANGE 9TH STAGE DUCT
BLEED BIAS SENSOR
A
B
INNER VENTURI
EXIT VENTURI
NOTE: 9TH STAGE DUCT FLANGE
NOT SHOWN FOR CLARITY
CBP TUBING TO MEC
BLEED BIAS SENSOR B-B

A-A
BLEED BIAS SENSOR SYSTEM COMPONENT LOCATION

Page 55
EFFECTIVITY
ALL 75-33-00 Oct 95
BLEED BIAS SENSOR
Operation (2.C.b)
The pressure measurement (CBP) from the venturi,
which is a function of the bleed rate, is transmitted by
tubing to the MEC CBP sensor and imposes a bias on
the CDP sensor which changes the CDP cam positioning
to allow for a higher acceleration rate and adequate stall
margins depending on bleed demands.
EFFECTIVITY Page 56
ALL 75-33-00 Oct 95
BLEED
AIR
PS3 (CBP)
PS3 (CBP)
BLEED
WF/PS3
MULT
MULT
Wf
NO BLEED
N2 PS3 PS3/CBP N2
WF/PS3 X PS3 X BLEED BIAS =

Wf
BLEED BIAS FUNCTION DIAGRAM

Page 57
EFFECTIVITY
ALL 75-33-00 Oct 95
N2 SPEED SENSOR (FLIGHT DECK)
The sensor consists of a rotor, a stator and case with
two-insert electrical connectors located on and driven by
the AGB shaft.
Purpose (1.B.b)
The N2 speed sensor is an Alternating Current (AC)
generator, whose frequency is directly proportional to
rotor speed, that provides signals to the N2 tachometer
indicator and electrical power for the PMC.
Location (2.A.b)
The N2 speed sensor is mounted on a bolt pad to the
top forward face of the AGB at the 8 o'clock position.
EFFECTIVITY Page 58
ALL 73-21-00 Oct 95
CFMI CABLE TO PMC N2 CONTROL ALTERNATOR

(DARK BLUE) SPEED SENSOR HOUSING
ELECTRICAL CONNECTOR
TO COCKPIT N2 GAUGE
AGB
SEE A AGB HAND

CRANKING
ELECTRICAL COVER PLATE
CONNECTORS
AGB
GEARSHAFT
SPEED
SENSOR
STATOR
START
HOUSING
VALVE
SPEED
SENSOR
ROTOR
N2 CONTROL ALTERNATOR SPEED SENSOR INSTALLATION

Page 59
EFFECTIVITY
ALL 73-21-00 Oct 95
N2 SPEED SENSOR (FLIGHT DECK)
Interface (2.B.b)
The sensor is spline-mounted to the gearbox shaft by a
self-locking nut. The stator and case are completely
separable and mount directly to the gearbox housing.
EFFECTIVITY Page 60
ALL 73-21-00 Oct 95
GEARSHAFT
GEARSHAFT
SELF-LOCKING
O-RING NUT
AGB PAD
ROTOR
WASHER (THREE PLACES)

N2 CONTROL ALTERNATOR
SPEED SENSOR HOUSING
BOLT (THREE PLACES)
N2 CONTROL ALTERNATOR SPEED SENSOR

Page 61
EFFECTIVITY
ALL 73-21-00 Oct 95
N2 SPEED SENSOR (MEC)
Flyweights in the MEC are driven by a shaft and gear
coupling through the fuel pump and the engine
accessory drive system.
Purpose (1.B.b)
N2 core engine speed sensing for the governor and
tachometer systems of the MEC.
Operation (2.C.b)
The flyweights provide a control input that is a function of
N2.

The MEC governor system utilizes this signal input as
feedback to null the power demand input as described in
speed governing. The tachometer system utilizes this
signal input to command the positioning of the turbine
clearance valves (TC1, TC2, and TC3 on engines with
HPTCC timer) and the rotational positioning of the 3D
cam. As N2 increases, the 3D cam initiates the opening
of the VSV's and establishes the fuel flow acceleration
schedule for the engine.
EFFECTIVITY Page 62
ALL 73-21-00 Oct 95
GOVERNOR TACHOMETER
FLYWEIGHTS FLYWEIGHTS
PILOT VALVE PILOT VALVE
MEC DRIVE SHAFT
MEC FLYWEIGHTS
Page 63
EFFECTIVITY
ALL 73-21-00 Oct 95
N1 SPEED SENSOR with teeth. The passage of each tooth generates an

alternating voltage in the sensor element proportional to
Identification (1.A.b) actual N1 speed.
The sensor consists of a rigid metal tube with a mounting
flange and two-connector receptacle. Within the tube is Note: The sensor ring has one tooth thicker than the
an elastomer damper and a magnetic head sensor with 29 others to generate a signal of greater amplitude used
two protruding pole pieces. When the N1 speed sensor is as phase reference for trim balance.
installed on the engine, only the two-connector
receptacle and the body are visible.
Purpose (1.B.b)
The N1 speed sensor is a pulse counter that senses N1
rotor speed and provides signals to the N1 tachometer
indicator and PMC.
Location (2.A.b)
The N1 speed sensor is mounted in strut No. 5 of the fan
frame at the 4 o'clock position and is secured to the fan
frame with two bolts.
Operation (2.C.b)
Actual N1 fan speed is measured by speed sensor
elements which provide an AC voltage whose frequency
is proportional to the fan speed.

The sensor incorporates dual sensing elements with one
element providing N1 signal for the PMC and the other
element providing signal to the N1 tachometer indicator.
A magnetic ring mounted on the fan shaft is provided
EFFECTIVITY Page 64
ALL 73-21-00 Oct 95
NO. 2 BEARING
FAN SHAFT
SEE A
SENSOR
PROBE PULSE
N1 SPEED GENERATING
SENSOR ROTOR
SEE B A
SENSOR
RECEPTACLE BODY A PROBE
B
SEE
SEE C D
B
A
B
MOUNTING
FLANGE
ELASTOMER
DAMPER
POLE
PIECES
ELECTRICAL
CONNECTORS
C A-A B-B D
N1 SPEED SENSOR
Page 65
EFFECTIVITY
ALL 73-21-00 Oct 95
Ps12 PRESSURE SENSING
Four static ports are connected to a 1/4 inch line that
goes to the top of the PMC, and to the MEC.
Purpose (1.B.a)
Ps12 pressure sensing measures the engine inlet
pressure for core and fan corrected speed requirements.
Location (2.A.a)
The sensors are mounted on the forward section of the
fan casing at the 2:30, 5, 8 and 11 o'clock positions.
Operation (2.C.a)
The Ps12 pressure is supplied to a sensor located
internally in the PMC. The sensor is a strain gage
resistance bridge type with an amplifier network.
The same pneumatic pressure is applied to the MEC.
Functional Description (3.D.a)

The PMC internal sensor accepts an air pressure input
(pounds per square inch absolute [psia]) and converts it
to a proportional Direct Current (DC) voltage. A 0-50
MVDC differential output is generated as fan inlet air
pressure of 1-20 psia is applied.
EFFECTIVITY Page 66
ALL 71-00-59 Oct 95
TO PMC
TO MEC
Ps12 PRESSURE SENSING SYSTEM

Page 67
EFFECTIVITY
ALL 71-00-59 Oct 95
T12 TEMPERATURE SENSOR
The T12 temperature sensor consists of two components,
a sensing element and a housing.
Purpose (1.B.b)
To measure the engine inlet air temperature and provide
a proportional electrical signal to the PMC.
Location (2.A.b)
Mounted on the inlet cowl at the 3 o'clock position.
When the inlet cowl is separated from the engine, the
sensor is stowed in a bracket on the engine fan case.
EFFECTIVITY Page 68
ALL 73-21-00 Oct 95
T12 PROBE
SEALANT
SEE A
SEE C
FORWARD
PMC
STOW BRACKET
T12 TEMPERATURE
SENSOR CONNECTOR
A
T12 TEMPERATURE SENSOR INSTALLATION
EFFECTIVITY
ALL
73-21-00 Page 69
Oct 95
T12 TEMPERATURE SENSOR
Operation (2.C.b)
The sensing element is a thermo resistance device. The
PMC provides the sensing element a constant current
and measures the voltage, thus the voltage is a function
of the temperature.

The sensing element consists of reference grade
platinum wire bifilar wound on a cylindrical mandrel. The
housing for the temperature sensing element is designed
to protect the element and keep vibration to a minimum.
The sensing element is located in a slot in the housing
and forms a bypass for airflow. Air flowing past the
housing changes direction to enter the slot. This
prevents foreign objects from entering the slot and
damaging the element. It also uses boundary layer
control to ensure that the sensed temperature is the free
stream temperature rather than that of the boundary
layer. The housing is designed to minimize turbulence in
the gas stream and is also designed to operate over a
limited range of angle of attack.
EFFECTIVITY Page 70
ALL 73-21-00 Oct 95
BOLT
WASHER
SEE A
SPACER
DAMPER
DAMPER
LIQUID
CONTAMINANTS FORWARD
EXIT SENSING B
ELEMENTS
A
INCIDENCE
EXIT FLOW
EFFECTIVE
INLET AREA
PROJECTED BOUNDARY LAYER
CATCH AREA REMOVAL PASSAGE
FORWARD
B-B
T12 TEMPERATURE SENSOR LOCATION

Page 71
EFFECTIVITY
ALL 73-21-00 Oct 95
T2.0 FAN INLET TEMPERATURE (FIT) SENSOR
The helium-filled sensing element is permanently
attached by a capillary tube to the housing containing the
bellows and a variable orifice metering valve. Attaching
fuel lines transmit fuel flow from the MEC through the
housed metering valve and back to the MEC.
Purpose (1.B.b)
To provide a hydraulic signal (fuel pressure) to the MEC
proportional to the fan inlet temperature.
Location (2.A.b)
The sensing element is located in the fan inlet duct at
approximately the 11 o'clock position and is inserted in
the fan inlet airstream. The bellows/valve housing is
mounted on the fan case directly aft of the sensing
element.
When the fan inlet duct is separated from the engine, the
sensing element is stowed on a bracket on the engine
fan case.
EFFECTIVITY Page 72
ALL 73-21-00 Oct 95
T2.0 ELEMENT
INLET COWL
SEE B
SEALANT FORWARD
T2.0 TEMPERATURE
SENSOR ELEMENT
CAPILLARY
TUBE

Page 73
EFFECTIVITY
ALL 73-21-00 Oct 95
Helium trapped in the sensing element cylinder, capillary
tube and housed bellows will vary in pressure with
changes in inlet temperature. The change in bellows
force will change the FMV position with back pressure in
the fuel inlet line (P7) being developed proportionally to
the inlet temperature. The differential pressure between
P7 and Pb increases with increases in inlet temperature.
EFFECTIVITY Page 74
ALL 73-21-00 Oct 95
REFERENCE BELLOWS
METERING VALVE
PRELOAD SPRING
SENSING BELLOWS
PB
P7
SENSING PROBE

Page 75
EFFECTIVITY
ALL 73-21-00 Oct 95
POWER LEVER ANGLE (PLA)
Purpose (1.B.b)
The PLA provides the PMC with an electrical signal
proportional to the position of the throttle-controlled
power lever on the MEC.
Location (2.A.b)
It is mounted within the MEC with electrical connections
to the PMC.
Interface (2.B.b)
The power lever connecting the aircraft thrust lever
cables to the control has stops established during the
control assembly adjustments to define power lever
position limits and fuel shut-off position.
Operation (2.C.b)
PLA information is transmitted to the PMC from the MEC
via a Rotary Variable Differential Transducer (RVDT)
located inside the MEC.

The PMC produces an excitation voltage to the PLA
RVDT which is the PLA transducer. As PLA is rotated,
the RVDT provides an electrical relationship between
forward and reverse, PLA thrust demand.
EFFECTIVITY Page 76
ALL 73-21-00 Oct 95
FUEL
SHUTOFF
POWER
LEVER
SIGNAL LINE
TO PMC
POWER LEVER RVDT
POWER LEVER ANGLE (PLA)

Page 77
EFFECTIVITY
ALL 73-21-00 Oct 95
POWER MANAGEMENT CONTROL (PMC)
Purpose (1.B.b)
Provide an electronic adjustment of the MEC to obtain
optimum power settings for takeoff, climb, and cruise
flight conditions without constant adjustment of the thrust
lever by the flight crew.
Location (2.A.b)
The PMC, mounted on outer surface of the fan inlet case
at approximately the 3 o'clock position.
Page 78
EFFECTIVITY
ALL 73-21-00 Oct 95
Ps12
CONNECTION
PMC
GROUND STRAP
MOUNTING BOLTS
(FOUR PLACES)
J2 CONNECTOR J5 CONNECTOR
J4 CONNECTOR
J3 CONNECTOR
FORWARD
PMC INSTALLATION
Page 79
EFFECTIVITY
ALL 73-21-00 Oct 95
Operation (2.C.b)
The PMC is an analog electronic supervisory control
system with limited authority. Primarily, it integrates
inputs of N1, fan inlet temperature and pressure, and
PLA, and provides signals to the MEC to modify N1 for
better control of thrust settings.
The PMC receives information and transmits commands

through connectors Ps12, J2, J3, J4 and J5
Page 80
EFFECTIVITY
ALL 73-21-00 Oct 95
PS12
PRESSURE
PORT
ADJUSTMENT
SEE WELL COVER
A SEE
B
J5 CONNECTOR -
TEST
CONNECTION
J3 CONNECTOR -
COVER MEC, T12 AND
J4 CONNECTOR -
N1 SENSORS
J2 CONNECTOR - TO FLIGHT
TO N2 CONTROL COMPARTMENT
ALTERNATOR FORWARD
SPEED SENSOR
A
PMC CONNECTORS AND ADJUSTMENT WELL LOCATION

Page 81
EFFECTIVITY
ALL 73-21-00 Oct 95
POWER MANAGEMENT CONTROL (PMC) inputs of T12 to provide a signal proportional to

corrected N1 fan speed. This corrected fan speed is
Functional Description (3.D.b) compared to the computed demand speed and
The PMC has a number of sections, each serving a results in an adjustment to the torque motor current
specific function. The operation of these functions is as to null the error. Input signals for fan speed (N1
follows: actual), T12, and N1 demand (PLA) and an output
- Power for the PMC connector J2 is supplied by the signal for the torque motor (TMC) are transmitted
N2 control alternator speed sensor mounted on the through connection J3.
accessory gearbox. AC voltage is supplied to the
PMC through an external variable reactor which - To provide temperature limiting when T12
serves as a course DC regulator. A solid-state fine temperatures are beyond the flat-rated point, the
regulator then supplies the constant DC reference demand corrected speed is reduced to give a
voltage for all internal computations. calculated maximum gas temperature. The
computed demand speed obtained from the thrust
- To determine throttle scheduling the basic flat rated schedule, and altitude bias (Ps12), is compared to a
N1 speed demand signal is computed as a computed T12 function and to the minimum demand
scheduled function of sensed power lever angle speed selected fro use in the torque motor amplifier.
(PLA). The PMC provides excitation to and signal
modulation of a rotor position transducer (RVDT) - To deactivate the PMC manually a switch control
inside the MEC. through connector J4 can be used to override the
torque motor current signal to the MEC torque
- For altitude compensation of the corrected N1 fan motor. An amber light in the flight deck will
speed is set by the power lever position is adjusted illuminate when the PMC is in the PMC OFF mode.
as a function of sensed Ps12 pressure to give the
required altitude bias. The PMC has a self-
contained pressure transducer which is supplied
from the Ps12 manifold from the fan inlet.
- For speed correction the physical N1 fan speed is

sensed by the N1 speed sensor and combined with
Page 82
EFFECTIVITY
ALL 73-21-00 Oct 95
Wf
T12
N2
Ps12 T12 N1 Ps12 PLA
PLA
PMC MEC
TMC
PMC - CONTROL MODE

Page 83
EFFECTIVITY
ALL 73-21-00 Oct 95
- A contact closure is provided at the J4 connector
that automatically closes if a failure occurs in the
PMC or in a sensor used by the PMC. When the
PMC deactivates itself the appropriate INOP
warning light will illuminate. This closure will remain
until the fault is cleared and a manual disable is
reset.
EFFECTIVITY Page 84
ALL Oct 95
EFFECTIVITY Page 85
ALL Oct 95
CFMI WIRING HARNESS
The CFMI wiring harness is made up of two cable
assemblies: the control parameter wiring harness and
the N2 control alternator speed sensor cable.
Purpose (1.B.b)
These cables provide power from the N2 control
alternator speed sensor to the PMC, provide signal
information from the N1 speed sensor, PLA, T12
temperature information to the PMC and PMC signals to
the MEC torque motor PLA.
EFFECTIVITY Page 86
ALL 73-21-00 Oct 95
SPEED SENSOR CABLE
SEE A
PMC
T12
TEMPERATURE
SENSOR
SPEED SENSOR
N1 SPEED SENSOR
PLA
CONTROL PARAMETER
WIRING HARNESS AGB
FORWARD
A
CFMI WIRING HARNESS INSTALLATION
EFFECTIVITY Page 87
ALL 73-21-00 Oct 95
EFFECTIVITY Page 88
ALL 73-21-00 Oct 95
J2
FLANGE NO. S
A BCD E F H J K
3 O'CLOCK
PMC
UP IGNITION
EXCITERS
SEE A
SEE B 12 O'CLOCK
VIEWED DOWN
UP
AGB
SPEED SENSOR TO
THE N2 CONTROL TGB
ALTERNATOR
A 9 O'CLOCK
FORWARD
B
SPEED SENSOR CABLE INSTALLATION FOR THE N2 CONTROL ALTERNATOR

Page 89
EFFECTIVITY
ALL 73-21-00 Oct 95
Page 90
EFFECTIVITY
ALL 73-21-00 Oct 95
FLANGE NO. S
A BC D E F H J K
UP
MEC
AGB PLA
SEE A 6 O'CLOCK
VIEWED UP
FAN CASE
MOVABLE
CONNECTOR
OIL TANK
N1 SPEED SENSOR
UP CLAMPS
J3
3 O'CLOCK
T12 PMC
SEE B TEMPERATURE
SENSOR
A FORWARD
B
WIRING HARNESS INSTALLATION FOR THE CONTROL PARAMETER COMPONENTS
Page 91
EFFECTIVITY
ALL 73-21-00 Oct 95
EFFECTIVITY Page 92
ALL 73-21-00 Oct 95
1
2 N1 SPEED
3 SENSOR
1
2
J3 3
1
2
3 4
17 5
18 1 PLA
16 3
6 12
7 11
8 6
21 7
22 8
20 2 M TORQUE MOTOR
9 9
10 10
PMC 5
11
19
23 1
14 2
15 3 T12 TEMPERATURE
4 4 SENSOR
12 5
24
13
J2
1 1
2 2
3 3 G
4 SPEED SENSOR
5
CFMI WIRING HARNESS SCHEMATIC DIAGRAM

Page 93
EFFECTIVITY
ALL 73-21-00 Oct 95
Page 94
EFFECTIVITY
ALL 73-21-00 Oct 95
IGNITION SYSTEM
Objectives:
.... identify the components comprising the ignition system of the CFM56-3/3B/3C engine (1.A.x).
.... state the purpose of the ignition system of the CFM56-3/3B/3C engine (1.B.x).
.... state the purpose of the components comprising the ignition system of the CFM56-3/3B/3C engine (1.B.x).
.... locate the components comprising the ignition system of the CFM56-3/3B/3C engine (2.A.x).
.... identify the aircraft interfaces associated with the ignition system of the CFM56-3/3B/3C engine (2.B.x).
.... describe the component operation of the ignition system of the CFM56-3/3B/3C engine (2.C.x).
.... describe the particular component functions of the ignition system of the CFM56-3/3B/3C engine (3.D.x).
Page 1
EFFECTIVITY
ALL 74-00-00 Oct 95
IGNITION SYSTEM
The ignition system consists of an engine start switch,
engine igniter selector switch, two high energy ignition
exciters or two low energy ignition exciters, two igniter
plugs and two coaxial shielded ignition leads.
Purpose (1.B.a)
The purpose of the system is to produce an electrical
spark to ignite the fuel/air mixture in the engine
combustion chamber during the starting cycle and to
provide continuous ignition during T/O, landing and
operation in adverse weather conditions.
Operation (2.C.a)
The left, right or both igniter plugs may be selected
during the starting cycle or for continuous ignition
operation.
EFFECTIVITY Page 2
ALL 74-00-00 Oct 95
UPPER AND
LEFT IGNITION LEAD (TO LOWER IGNITION
UPPER IGNITION EXCITERS
EXCITER)
3 O'CLOCK
STRUT
ALF
RIGHT IGNITION LEAD (TO
LOWER IGNITION
EXCITER)
SPARK IGNITER SPARK IGNITER
VIEW C BOLT
GROUND UPPER IGNITION
STRAP EXCITER
BOLT
LEFT IGNITION LEAD
LOWER IGNITION
GROUND EXCITER
STRAP
RIGHT IGNITION
LEAD
IGNITION SYSTEM
Page 3
EFFECTIVITY
ALL 74-00-00 Oct 95
IGNITION POWER SUPPLY two sparks per second. Energy delivered is two joules
per spark. The low energy exciter output is 14-18 kv,
Identification (1.A.a) with a spark rate of one spark per second. Energy
The ignition power supply consists of two independent delivered is 1.5 joule per spark.
ignition exciters. Each exciter has an input and output
connector. Two types of exciters are available. Both
types are unidirectional.
Purpose (1.B.a)
The exciters provide starting and continuous duty ignition
on demand.
Location (2.A.a)
The two independent ignition exciters are mounted on
the inlet fan case with resilient shock mounts at the 2
o'clock position.
Operation (2.C.a)
Each exciter is capable of independent operation and
alternate use of ignition circuits is recommended.
Selection is made by an engine igniter selector switch in
the flight deck.
The ignition exciters operate on 108-122 volts AC,

380-400 Hz input. The power is transformed, rectified
and discharged in the form of capacitor discharge pulses
through the ignition leads to the igniter plugs.
Functional Description (3.D.a)

The high energy output is 15-20 kv, with a spark rate of
EFFECTIVITY Page 4
ALL 74-00-00 Oct 95
BOND JUMPER
LEFT
IGNITION UPPER IGNITION
LEAD EXCITER
IGNITION
EXCITER
SEE A ELECTRICAL
INPUT
CONNECTOR
IGNITION LEAD POWER

CONNECTOR SUPPLY
CABLE
RIGHT
IGNITION
LEAD
ELECTRICAL
INPUT
CONNECTOR
IGNITION LEAD POWER

CONNECTOR SUPPLY
CABLE
BOND JUMPER
LOWER
IGNITION EXCITER
IGNITION POWER SUPPLY

Page 5
EFFECTIVITY
ALL 74-00-00 Oct 95
HIGH TENSION DISTRIBUTION
A distribution system consists of ignition leads and spark
igniters. The type 4 distribution system has button-type
contacts, spring-loaded elastomeric chamfered silicone
seals and a two-piece cooling shroud which is retained
by a clamp at the spark igniter end of the ignition lead.
Purpose (1.B.b)
The high tension distribution system conducts the high
voltage electrical energy developed in the ignition
exciters to the spark igniter.
Location (2.A.b)
A type 4 spark igniter is threaded into an igniter bushing
at the spark igniter boss at 4 and 8 o'clock on the
combustion case.
EFFECTIVITY Page 6
ALL 74-20-00 Oct 95
SEE A
COOLING
AIR
TYPE 4
CONNECTOR
COOLING CHAMFERED
SHROUD SILICONE SEAL
CONTACTS
SPARK
IGNITER
CAPTIVE
GASKET
IGNITER
COMBUSTION BUSHING
CASE BOSS
IGNITER PLUG
GASKET
TYPE 4 IGNITION LEADS

Page 7
EFFECTIVITY
ALL 74-20-00 Oct 95
IGNITION LEADS

Type 4 ignition leads are constructed of silicone insulated
wire. It has a sealed flexible conduit having a copper
inner braid and a nickel outer braid. The leads connect
the spark igniter to the output connectors of the ignition
exciters. The aft ends of the leads, from the 3 o'clock
strut support bracket to the spark igniter, are cooled by
booster discharge air passing through the lead conduit.
EFFECTIVITY Page 8
ALL 74-20-00 Oct 95
COOLING
COOLING
SHROUD
AIR SHROUD
CHAMFERED
SILICONE TYPE 4 SEE A
SEAL IGNITION
LEAD
SEE B
SHROUD
CLAMP
TYPE 4 IGNITION LEAD CONNECTOR

A FORWARD
COOLING
AIR OUTLET
RETAINING
RING
CHAMFERED
SILICONE
SEAL
CONTACT COLLAR
CERAMIC COUPLING
INSULATOR NUT
CAGED
SPRING
ASSEMBLY B
IGNITION LEAD INSTALLATION

Page 9
EFFECTIVITY
ALL 74-20-00 Oct 95
IGNITER PLUG
The spark igniter consists of a body, washer electrode or
pin electrode, tip electrode, connector pin or contacts
and ceramic insulation. The tips of the spark igniters
extend through ferrules in the outer liner into the
combustion chamber. The depth of the spark igniter into
the combustion chamber is controlled on the new type 4
(S/B 72-458).
Purpose (1.B.b)
Produces prompt ignition of the fuel/air mixture.
Location (2.A.b)
There are two igniter plugs in bosses at the 4 and 8
o'clock positions on the combustion case.
EFFECTIVITY Page 10
ALL 74-20-00 Oct 95
CERAMIC CERAMIC
SHELL INSULATION SHELL INSULATION
WASHER
ELECTRODE
PIN
ELECTRODES
TIP TIP
TIP TIP
ELECTRODE ELECTRODE
PIN-TYPE ELECTRODE WASHER-TYPE ELECTRODE
ELECTRODES
Page 11
EFFECTIVITY
ALL 74-20-00 Oct 95
IGNITER PLUG
Operation (2.C.b)
The igniter plug operates in conjunction with a capacitor
discharge-type ignition exciter that produces an electrical
potential which is applied across the gap between the
plug center electrode and shell. As the potential
increases, air at the gap ionizes. When ionization
occurs, the high energy electrical discharge of the exciter
appears as a brilliant spark across the gap. The spark
produces prompt ignition of the fuel/air mixture and
produces sufficient heat to burn clean a fouled plug.
Ignition is assured under the most adverse conditions.
EFFECTIVITY Page 12
ALL 74-20-00 Oct 95
TERMINAL END
ELECTRODE END
TYPE 4 IGNITER PLUG

Page 13
EFFECTIVITY
ALL 74-20-00 Oct 95
EFFECTIVITY Page 14
ALL 74-00-00 Oct 95
AIR SYSTEMS
Objectives:
.... identify the components comprising the air system of the CFM56-3/3B/3C engine (1.A.x).
.... state the purpose of the air system of the CFM56-3/3B/3C engine (1.B.x).
.... state the purpose of the components comprising the air system of the CFM56-3/3B/3C engine (1.B.x).
.... locate the components comprising the air system of the CFM56-3/3B/3C engine (2.A.x).
.... identify the aircraft interfaces associated with the air system of the CFM56-3/3B/3C engine (2.B.x).
.... describe the component operation of the air system of the CFM56-3/3B/3C engine (2.C.x).
.... describe the particular component functions of the air system of the CFM56-3/3B/3C engine (3.D.x).
Page 1
EFFECTIVITY
ALL 75-00-00 Oct 95
HPTCC VALVE WITHOUT HPTCC TIMER - 5th and 9th stage airflow mixture.
Identification (1.A.b) - 9th stage airflow only.

The HPTCC system consists of a hydraulic-actuated
valve (HPTCCV) and connecting tubing to the MEC. 5th stage air is extracted from the forward 5th stage
manifold of the HPC stator case at the point where the
Purpose (1.B.b) HPTCCV mounts. 9th stage air is extracted from the
To obtain maximum steady-state HPT performance and combustion case through a port adjacent to one of the
to minimize EGT transient overshoot during Takeoff. fuel nozzle ports and routed forward through an external
tube to the HPTCCV.
Location (2.A.b)
The High Pressure Turbine Clearance Control Valve
(HPTCCV) is located on the right side of the engine just
below the horizontal split-line of the HPC case.
Operation (2.C.b)
The system uses HPC bleed air from the 5th and 9th
stages. Air selection is determined as a function of N2
RPM Which results in fuel pressure signals sent from the
MEC to actuate the valve. The selected bleed air is
ducted from the valve to a manifold surrounding the HPT
shroud. The temperature of the air controls the thermal
expansion of the shroud support structure to optimize the
shrouds' relative clearance to the HPT blade tips.
The combination of valve positions in the MEC and the
clearance control valve can result in any of the following
three (open or closed) combinations of airflow to the HPT
shroud area:
- 5th stage airflow only.
EFFECTIVITY Page 2
ALL 75-24-00 Oct 95
Configuration 1
5TH STAGE HPC

BLEED AIR PORT
9TH STAGE
HPC
SEE A
BLEED TUBE
RIGHT VSV
ACTUATOR SEAL
AND SHROUD DRAIN
HPTCCV
HPTCC VALVE
DRAIN AND
RIGHT VSV
ACTUATOR
SEAL AND
SHROUD
DRAIN
TC2
ACTUATOR
TC1
VALVE
AIR MANIFOLD
Pcr RODS
FUEL
TUBES FORWARD
FROM MEC
A
HPTCCV INSTALLATION
Page 3
EFFECTIVITY
ALL 75-24-00 Oct 95
CFMI PROPRIETARY INFORMATION Configuration 1
HPTCC VALVE WITHOUT HPTCC TIMER enters two ports near the aft flange of the combustion
case. The air circulates around an impingement
Functional Description (3.D.b) manifold, moves through the manifold and impinges on
Actuation of the TCC valve is controlled by the following the support for the HPT shrouds. This air acts on the
fuel pressure signals: shroud support to control the expansion rate of the
- TC1, and TC2 originate from turbine clearance support and therefore controls the clearance between the
valves within the MEC. These valves are positioned HPT blades and HPT shroud. The air then flows through
by the TCCV scheduling cam as directed by the passageways towards the aft end of the support and
tach servo valve, which is a function of N2. At joins 5th stage cooling air entering the 1st stage Low
selected speeds, TC1 and TC2 will provide outputs Pressure Turbine Nozzle (LPTN).
of either Bypass Pressure (Pb) or Case Pressure
(Pc). TC1 and TC2 are supplied at all times during When the engine is shut down, the two position hydraulic
engine operation to control the 5th and 9th stage actuator valve rods are retracted, closing the 5th and
valve positions in the TCCV. opening the 9th stage air valves.
- Pcr is supplied to the TCCV from the MEC. Pcr

pressure, along with spring pressure, opposes TC1
and TC2 fuel pressure signals from the MEC to
control the 5th stage and 9th stage bleed air valves.
- The pressure relationship of the three control

pressures is Pb < Pcr < Pc.
After engine start and with the engine at low idle power
setting, the airflow to the HPT shroud is from the HPC
9th stage bleed. TC1 and TC2 both carry Pb pressure and
are opposed by Pcr and spring pressure to maintain the
5th stage valve closed and the 9th stage valve open.
Air from the HPTCCV flows through a manifold and
EFFECTIVITY Page 4
ALL 75-24-00 Oct 95
Configuration 1
9TH
MEC STAGE
IDLE CLIMB
CRUISE T.O. HPTCC
VALVE
PC
TC2
PB
TO
HPTCC
MANIFOLD
PCR
PC
TC1
PB
5TH
STAGE
PC
PB
PCR
HPTCCV OPERATION SHEET 1

Page 5
EFFECTIVITY
ALL 75-24-00 Oct 95
HPTCC VALVE WITHOUT HPTCC TIMER
As the engine reaches takeoff power, the scheduled
bleed air to the HPT shroud is from the 9th stage of the
HPC. TC1 and TC2 both carry Pb pressure and are
opposed by Pcr and spring pressure to maintain the 5th
stage valve closed and the 9th stage valve open.
Page 6
EFFECTIVITY
ALL 75-24-00 Oct 95
Configuration 1
9TH
MEC STAGE
IDLE CLIMB
CRUISE T.O. HPTCC
VALVE
PC
TC2
PB
TO
HPTCC
MANIFOLD
PCR
PC
TC1
PB
5TH
STAGE
PC
PB
PCR

Page 7
EFFECTIVITY
ALL 75-24-00 Oct 95
When the throttle is positioned for climb the scheduled
bleed air to the HPT shroud is from both 5th and 9th
stage of the HPC. TC1 will carry Pc pressure to open the
5th stage valve while TC2 will maintain Pb pressure to
keep the 9th stage valve open. Both TC1 and TC2 are
opposed by Pcr and spring pressure.
A restrictor, located at the 9th stage air extraction line

inlet to the TCC valve, reduces the air pressure being
extracted. This prevents 9th stage air introduction into
the 5th stage of the compressor when both valves are
open during climb power. This simple system eliminates
the possibility of a stall condition due to inflow bleed.
Page 8
EFFECTIVITY
ALL 75-24-00 Oct 95
Configuration 1
9TH
MEC STAGE
IDLE CLIMB
CRUISE T.O. HPTCC
VALVE
PC
TC2
PB
TO
HPTCC
MANIFOLD
PCR
PC
TC1
PB
5TH
STAGE
PC
PB
PCR

Page 9
EFFECTIVITY
ALL 75-24-00 Oct 95
When the throttle is positioned for cruise the scheduled
bleed air to the HPT shroud is from the 5th stage of the
HPC only. TC1 will carry Pc pressure to open the 5th
stage valve and TC2 will carry Pc pressure to close the
9th stage valve. Both TC1 and TC2 are opposed by Pcr
and spring pressure.
Page 10
EFFECTIVITY
ALL 75-24-00 Oct 95
Configuration 1
9TH
MEC STAGE
IDLE CLIMB
CRUISE T.O. HPTCC
VALVE
PC
TC2
PB
TO
HPTCC
MANIFOLD
PCR
PC
TC1
PB
5TH
STAGE
PC
PB
PCR

Page 11
EFFECTIVITY
ALL 75-24-00 Oct 95
HPTCC VALVE WITH HPTCC TIMER shroud. The temperature of the air controls the thermal
expansion of the shroud support structure to optimize the
Identification (1.A.b) shrouds' relative clearance to the HPT blade tips.
The HPTCC system consists of a hydraulically-actuated
timer, timer lockout solenoid valve, HPTCCV and The combination of valve positions in the MEC, the TCC
connecting tubing to the MEC. timer and the TCCV can result in any of the following
three (open and closed) combinations of airflow to the
Purpose (1.B.b) HPT shroud area:
To obtain maximum steady-state HPT performance and - 5th stage airflow only.
to minimize EGT transient overshoot during Takeoff.
- 5th and 9th stage airflow mixture.
Location (2.A.b)
The High Pressure Turbine Clearance Control Valve - 9th stage airflow only.
(HPTCCV) is located on the right side of the engine just
below the horizontal split-line of the HPC case. 5th stage air is extracted from the forward 5th stage
manifold of the HPC stator case at the point where the
Operation (2.C.b) HPTCCV mounts. 9th stage air is extracted from the
During "hot day" T/O operation, the timer modifies combustion case through a port adjacent to one of the
operation of the valve by sequencing a transient air fuel nozzle ports and routed forward through an external
schedule over a specified time period to maintain a more tube to the HPTCCV.
nearly constant HPT blade tip clearance during the
period of HPT rotor/stator thermal stabilization. This
maintains turbine efficiency, and thereby decreases
transient EGT overshoot.
The system uses HPC bleed air from the 5th and 9th
stages. Air selection is determined as a function of N2
RPM Which results in fuel pressure signals sent from the
MEC to actuate the valve. The selected bleed air is
ducted from the valve to a manifold surrounding the HPT
EFFECTIVITY Page 12
ALL -3C-1 with Timer
737-300,-400/CFM56-3B-2, 75-24-00 Oct 95
5TH STAGE HPC BLEED AIR PORT

9TH STAGE HPC BLEED TUBE
SEE A
RIGHT VSV
ACTUATOR
SEAL AND
SHROUD DRAIN
HPTCCV
HPTCC VALVE
DRAIN AND
RIGHT VSV
ACTUATOR
SEAL AND
SHROUD
DRAIN
TS9
AIR MANIFOLD TS5 ACTUATOR

VALVE RODS
Pcr
FUEL TUBES FROM HPTCC TIMER
FORWARD
FUEL TUBE FROM MEC
A
HPTCCV INSTALLATION
Page 13
EFFECTIVITY
737-300,-400/CFM56-3B-2, 75-24-00 Oct 95
HPTCC VALVE TIMER
The HPTCC timer consists of a latching valve and return
spring, a timer piston and return spring, and two
maximum selector valves.
Purpose (1.B.b)
The HPTCC timer is a self-locking, hydraulically-actuated
sequencing unit which controls operation of the HPTCCV
during the first 182 seconds of the CFM56-3B-2 and the
CFM56-3C-1 engine operation above 95% N2 (13,800
RPM)
Location (2.A.b)
The HPTCC timer is located on the left fan case at the
10 o'clock position.
Operation (2.C.b)
The latching (or lockout) valve permits the timer to
actuate only once per engine cycle (i.e., from engine
start to shutdown). The timer piston provides
sequencing actuation for the 5th and 9th stage bleed air
valves in the HPTCCV. The two maximum selector
valves permit the HPTCCV to be controlled by either
normal MEC fuel pressure signals or by timer
sequencing.
EFFECTIVITY Page 14
737-300,-400/CFM56-3B-2,
75-24-00 Oct 95
TC2
HPTCC TIMER
FUEL SUPPLY
LINE (REF)
ENGINE TC1
FLANGE "E"
BOLT TS9
SEE A
FORWARD
BRACKET TS5
FORWARD
Pb
Pc TC3
CFM56-3B-2 ENGINES
HPTCC TIMER INSTALLATION

Page 15
EFFECTIVITY
737-300,-400/CFM56-3B-2,
75-24-00 Oct 95
HPTCC VALVE TIMER LOCKOUT SOLENOID
Purpose (1.B.b)
The HPTCC timer solenoid is an electronically-controlled
valve which prevents the timer from being actuated after
lift-off.
Location (2.A.b)
The HPTCC timer lockout solenoid valve is located just
above the timer on the fan case at the 11 o'clock
position.
Operation (2.C.b)
An air sensing relay permits a 28 VDC power supply to
energize the solenoid when an airborne condition is
sensed.
EFFECTIVITY Page 16
737-300,-400/CFM56-3B-2, 75-24-00 Oct 95
HPTCC TIMER LOCKOUT

SOLENOID VALVE
FUEL SUPPLY
LINE (REF)
TC3 MEC
SEE A Pb TC1
TS9
HPTCC TIMER
TS5
FORWARD
Pb
TC3 TIMER Pc FUEL FLOW

A TRANSMITTER
(REF)
CFM56-3C-1 ENGINES
HPTCC TIMER INSTALLATION

Page 17
EFFECTIVITY
737-300,-400/CFM56-3B-2,
75-24-00 Oct 95
HPTCC VALVE WITH HPTCC TIMER to the timer piston to initiate the timer sequence.
Functional Description (3.D.b) - Pb is supplied to the timer and timer solenoid valve
Actuation of the TCC timer and valve is controlled by the from the fuel boost pump discharge pressure port at
following fuel pressure signals: all times during engine operation.
- TC1, TC2 and TC3 originate from turbine clearance
valves within the MEC. These valves are positioned - Ts5 provides output of either Pc or Pb fuel pressure
by the TCCV scheduling cam as directed by the from the TCC timer to the TCCV to control actuation
tach servo valve, which is a function of N2. At of the 5th stage bleed air valve. When the timer is
selected speeds, TC1 and TC2 will provide outputs disarmed, Ts5 ports TC1 fuel pressure to the TCCV.
of either Bypass Pressure (Pb) or Case Pressure
(Pc). TC1 and TC2 are supplied to the timer at all - Ts9 provides output of either Pc or Pb fuel pressure
times during engine operation to control the 5th and from the TCC timer to the TCCV to control actuation
9th stage valve positions in the TCCV. TC3 is of the 9th stage bleed air valve. When the timer is
supplied to the timer lockout solenoid valve at all disarmed, Ts9 ports TC2 fuel pressure to the TCCV.
times during engine operation. If an airborne
condition is not sensed, TC3 passes through the - Pcr is supplied to the TCCV from the MEC. Pcr
solenoid valve and acts as a trigger signal when N2 pressure, along with spring pressure, opposes Ts5
reaches 95% to initiate the timer sequence. and Ts9 fuel pressure signals from the timer to
control the 5th stage and 9th stage bleed air valves.
- Pc is supplied to the timer from the MEC at all times
during engine operation. Pc pressure holds the - Pressure relationship of the three control pressures
timer latching valve in the latched position allowing is Pb < Pcr < Pc.
the timer to operate only once per start to shutdown
cycle of the engine. This valve prevents the timer Conditions:
from responding to TC3 trigger signals after the - Timer "off".
initial accel to high power, and it assures that the - Aircraft on ground.
timer will operate through its full cycle even if TC3 - Engine at low power.
turns off during the timer sequence. The latching - Timer not triggered.
valve (in its latched position) also ports Pc pressure - TC3 still at Pb pressure
EFFECTIVITY Page 18
737-300,-400/CFM56-3B-2, 75-24-00 Oct 95
TCC TIMER
0 180
LATCHING TIMER PISTON
VALVE (RETRACTED)
(UNLATCHED)
PC
PB
PCR
MAXIMUM
PB (K) PRESSURE
SELECTOR 9TH STAGE
FUEL PUMP VALVE AIR
IDLE T/O
PC (K)
PC
TS9
TC3
TC3
PB
TCC SOLENOID
(DEENERGIZED) PCR HPT
SHROUD
PC
TC2
TC2
PB TS5
MAXIMUM
PRESSURE
SELECTOR
PC
VALVE
TC1 TCC 5TH STAGE
TC1 AIR
PB VALVE
MEC
TCC TIMER OPERATION - SHEET 1
Page 19
EFFECTIVITY
737-300,-400/CFM56-3B-2,
75-24-00 Oct 95
HPTCC VALVE WITH HPTCC TIMER
Timer sequencing is accomplished by the action of Pc
pressure pushing the timer piston (against the return
spring) through its travel in 182 seconds for CFM56-3B-2
and 3C-1 engines.
As the timer piston moves through its stroke, various

ports in the cylinder wall are covered or uncovered which
send Pb or Pc pressure to the maximum selector valves
to override the normal TC1 and TC2 outputs and to
position the TCCV in the desired air source mode as a
function of time.
After the timer sequence elapses, the timer becomes

disarmed, and control of the TCCV returns to the normal
TC1 and TC2 signals. In order to rearm the timer, the
engine must be shut down for approximately three
minutes to allow fuel to drain.
Conditions:
- Timer "off".
- 0 seconds.
- Engine above trigger point.
- Latching valve, timer piston and 9th stage air valve
about to operate.
- TC3 now Pc pressure
EFFECTIVITY Page 20
737-300,-400/CFM56-3B-2,
75-24-00 Oct 95
TCC TIMER
0 180
VALVE (RETRACTED)
(UNLATCHED)
PC
PB
PCR
MAXIMUM
PB (K) PRESSURE
SELECTOR 9TH STAGE
FUEL PUMP T/O VALVE AIR
IDLE
PC (K)
PC
TS9
TC3
TC3
PB
TCC SOLENOID
PCR
(DEENERGIZED) HPT
SHROUD
PC
TC2
TC2
PB TS5
MAXIMUM
PRESSURE
SELECTOR
PC VALVE
TC1 TCC 5TH STAGE
TC1 AIR
PB VALVE

Page 21
EFFECTIVITY
737-300,-400/CFM56-3B-2,
75-24-00 Oct 95
As the engine accelerates to T/O power and core engine
speed reaches 95% N2 (13,800 RPM), the MEC actuates
the TCC timer.
The timer then overrides the normal MEC control signals

to begin a 182 second sequence of 8 seconds of no air
(5th and 9th stage bleed air TCCV's not actuated).
Conditions:
- Cycle initiated.
- No air mode.
- 0-7 seconds.
- Higher Pc pressure has closed 9th stage air valve,
whereas normally it would be open at this RPM.
EFFECTIVITY Page 22
737-300,-400/CFM56-3B-2,
75-24-00 Oct 95
TCC TIMER
0 180
VALVE (ADVANCING)
(UNLATCHED)
PC
PB
PCR
MAXIMUM
PB (K) PRESSURE
SELECTOR 9TH STAGE
FUEL PUMP VALVE AIR
IDLE T/O
PC
(K)
PC
TS9
TC3
TC3
PB
TCC SOLENOID
PCR
(DEENERGIZED) HPT
SHROUD
TC2
TC2
TS5
MAXIMUM
PRESSURE
SELECTOR
PC
VALVE
TC1 TCC 5TH STAGE
TC1 AIR
PB VALVE
EFFECTIVITY
737-300,-400/CFM56-3B-2,
75-24-00 Page 23
Oct 95
Configuration 2
Conditions:
- 5th stage air.
- 7-152 seconds.
EFFECTIVITY Page 24
737-300,-400/CFM56-3B-2, 75-24-00 Oct 95
TCC TIMER
0 180
VALVE (ADVANCING)
(UNLATCHED)
PC
PB
PCR
MAXIMUM
PB (K) PRESSURE
SELECTOR 9TH STAGE
FUEL PUMP AIR
IDLE T/O VALVE
PC (K)
PC
TS9
TC3
TC3
PB
TCC SOLENOID
SHROUD
TC2
TC2
TS5
MAXIMUM
PRESSURE
SELECTOR
PC
VALVE
TC1 TCC 5TH STAGE
TC1 AIR
PB VALVE
EFFECTIVITY
737-300,-400/CFM56-3B-2,
75-24-00 Page 25
Oct 95
Configuration 2
Conditions:
- Mixed air mode.
- 152 to 180 seconds.
Page 26
EFFECTIVITY
737-300,-400/CFM56-3B-2,
75-24-00 Oct 95
Configuration 2
TCC TIMER
0 180
VALVE (ADVANCING)
(UNLATCHED)
PC
PB
PCR
MAXIMUM
PB (K) PRESSURE
SELECTOR 9TH STAGE
FUEL PUMP AIR
IDLE T/O VALVE
PC (K)
PC
TS9
TC3
TC3
PB
TCC SOLENOID
SHROUD
TC2
TC2
TS5
MAXIMUM
PRESSURE
SELECTOR
PC
VALVE
TC1 TCC 5TH STAGE
TC1 AIR
PB VALVE
EFFECTIVITY
737-300,-400/CFM56-3B-2,
75-24-00 Page 27
Oct 95
Configuration 2
Conditions:
- 9th stage air mode.
- At 180 seconds.
- Engine at low power.
- Timer cycle now complete.
EFFECTIVITY
737-300,-400/CFM56-3B-2,
75-24-00 Page 28
Oct 95
Configuration 2
TCC TIMER
0 180
VALVE (FULL STROKE)
(UNLATCHED)
PC
PB
PCR
MAXIMUM
PB (K) PRESSURE
SELECTOR 9TH STAGE
FUEL PUMP T/O VALVE AIR
IDLE
PC (K)
PC
TS9
TC3
TC3
PB
TCC SOLENOID
SHROUD
PC
TC2
TC2
PB TS5
MAXIMUM
PRESSURE
SELECTOR
PC
VALVE
TC1 TCC 5TH STAGE
TC1 AIR
PB VALVE
EFFECTIVITY
737-300,-400/CFM56-3B-2,
75-24-00 Page 29
Oct 95
Configuration 2
HPTCC VALVE WITH HPTCC TIMER again latch until the aircraft is on ground and TCC
de-energized..
Functional Description - TCC system can only operate as per TC1 and TC2
The HPTCC timer lockout solenoid valve will become schedule once airborne and timer timed out.
energized after lift-off and prevent actuation of the timer
if the timer was not actuated during T/O roll. The 182
second cooling sequence will not be affected by the
solenoid after it is initiated during T/O roll.
An orifice, located in the 9th stage air extraction line

between the valve and the compressor casing extraction
manifold, reduces the 9th stage air pressure being extracted
to prevent 9th stage air introduction into the 5th stage of the
compressor when both valves are open (during power
climb).
When the engine is shut down, the two position hydraulic

actuator valve rods are retracted, closing the 5th and
opening the 9th stage air valves.
After 182 seconds, the timer returns control of the valve to

the normal MEC control signals until the next engine
shutdown. The timer resets when the engine is shut down.
Conditions:
- Aircraft airborne.
- TCC solenoid energized, shutting off fuel to latching
valve.
- Latching valve remains latched by constant Pc
pressure until next engine shutdown, but cannot
EFFECTIVITY Page 30
737-300,-400/CFM56-3B-2,
75-24-00 Oct 95
Configuration 2
TCC TIMER
0 180
VALVE (FULL STROKE)
(UNLATCHED)
PC
PB
PCR
MAXIMUM
PB (K) PRESSURE
SELECTOR 9TH STAGE
FUEL PUMP VALVE AIR
IDLE T/O
PC (K)
PC
TS9
TC3
TC3
PB
TCC SOLENOID
PCR HPT
(ENERGIZED)
SHROUD
PC
TC2
TC2
PB TS5
MAXIMUM
PRESSURE
PC SELECTOR
VALVE
TC1 TCC 5TH STAGE
TC1 VALVE AIR
PB
EFFECTIVITY
737-300,-400/CFM56-3B-2,
75-24-00 Page 31
Oct 95
Configuration 2
VARIABLE STATOR VANE SYSTEM
The system consists of two VSV hydraulic actuators, two
bellcrank assemblies and linkage, and a flexible
feedback cable.
Purpose (1.B.b)
The Variable Stator Vane (VSV) actuation system
controls primary airflow through the HPC.
Operation (2.C.b)
The VSV actuation system maintains satisfactory
compressor performance over a wide range of operating
conditions. The system varies the angle of the IGV's
and the three stages of variable vanes to
aerodynamically match the LP stages of compression
with the HP stages. This variation of vane position
changes the effective angle at which air flows across the
rotor blades. The angle determines the compression
characteristics (direction and velocity) for any particular
stage of compression. By varying the variable vane
position in accordance with a predetermined schedule as
a function of those conditions affecting compressor
performance (CIT and N2), the critical LP stages are
automatically realigned or rematched to maintain
satisfactory airflow and compressor performance during
all engine operating conditions within the requirements of
the system.
EFFECTIVITY
ALL 75-31-00 Page 32
Oct 95
PLA FUEL
T2.0
DESIRED
SPEED Ps12
SETTING
N2*
+
S +- FMV
-
N2
T2.0
FUEL Ps12
LIMITING
SYSTEM CBP Wf
CBP
T2.5 N2 CDP CDP
N2
T2.5
VSV
T2.5 N2
VSV VSV
SCHEDULE ACTUATORS
VSV FEEDBACK SIGNAL

MEC
VSV SYSTEM
Page 33
EFFECTIVITY
ALL 75-31-00 Oct 95
VSV ACTUATOR
Each VSV actuator is connected through a clevis link and
the stage 3 bellcrank to a master rod which unites the
bellcranks to mechanically position the actuation rings
which control VSV angular positions.
Location (2.A.b)
Two VSV actuators are mounted on the HPC forward
stator case at the 1:30 and 7:30 o'clock positions.
Operation (2.C.b)
The VSV actuators are single-ended, uncushioned
hydraulic cylinders, which are driven in either direction by
HP fuel (Pf). The actuator rod end is sealed against fuel
leakage by dual-stage preformed seals, Fuel, which
could leak past the preformed seals, is drained
overboard through the starter air discharge duct fitting.
The piston incorporates a capped preformed packing to
prevent leakage across the piston and controls stroke by
internal stops. The piston rod is ensured of dirt-free
operation by means of a wiper which cleans the rod as it
retracts past the dual-stage seals. The rod end is
threaded and fitted with an adjustable extension that
includes a clevis for connection to the VSV bellcrank
assembly.
EFFECTIVITY Page 34
ALL 75-31-00 Oct 95
ROD END HEAD END

PORT PORT
DRAIN
DUAL-STAGE ROD
PREFORMED
SEALS
HEX
PISTON
THREADS
BODY
SCRAPER
ASSEMBLY
DRAIN PORT
(PLUGGED ON LEFT
VSV ACTUATOR)
VSV ACTUATOR CROSS SECTION

Page 35
EFFECTIVITY
ALL 75-31-00 Oct 95
VSV BELLCRANK ASSEMBLY
Each VSV bellcrank assembly consists of four bellcranks
(Inlet Guide Vane (IGV), stage 1, stage 2 and stage 3)
which are mechanically driven by the VSV actuator
through connections to the master rod. Adjustable links,
consisting of a tie rod and bearing, connect each
bellcrank to the actuation rings.
EFFECTIVITY Page 36
ALL 75-31-00 Oct 95
ADJUSTABLE
LINK
STAGE 2 ADJUSTABLE ROD END
STAGE 1
BELLCRANK BELLCRANK LINK HEAD END
ADJUSTABLE VSV VSV
LINK STAGE 3 DRAIN ACTUATOR
BELLCRANK CLEVIS
LINK
IGV
BELLCRANK
IGV
BELLCRANK
STAGE 3
CLEVIS BELLCRANK
VSV
LINK
ACTUATOR MASTER
ADJUSTABLE
ROD
ADJUSTABLE LINK
HEAD END LINK
STAGE 1
BELLCRANK
STAGE 2
ROD END BELLCRANK FORWARD
FEEDBACK CABLE ADJUSTABLE
MASTER
VSV ROD LINK
FORWARD DRAIN
LEFT VSV ACTUATOR RIGHT VSV ACTUATOR
VSV ACTUATION SYSTEM COMPONENTS

Page 37
EFFECTIVITY
ALL 75-31-00 Oct 95
VSV ACTUATION HALF RING
The actuation rings, are connected by actuation ring
connectors at the horizontal split-line of the compressor
casing.
Operation (2.C.b)
The actuation rings rotate circumferentially about the
horizontal axis of the compressor. Movement of the
rings is transmitted to the individual vanes through vane
actuating lever arms.
Page 38
EFFECTIVITY
ALL 75-31-00 Oct 95
STAGE STAGE STAGE

IGV 1 2 3 LEVER ARM
ACTUATION RING
CONNECTOR
SEE A
ACTUATION RING
LEFT VSV ACTUATOR
VSV BELLCRANK ASSEMBLY
FORWARD A
VSV BELLCRANK ASSEMBLY AND ACTUATION HALF RINGS

Page 39
EFFECTIVITY
ALL 75-31-00 Oct 95
VSV FEEDBACK CABLE
The VSV feedback cable is connected to the MEC lever
on the aft side.
Purpose (1.B.b)
VSV feedback cable movement transmits the position of
the VSV's to the MEC.
Location (2.A.b)
It is routed up through the rear portion of the 6 o'clock
fan frame strut area. It connects to the bellcrank of the
VSV actuator located at the 8 o'clock position on the
compressor case.
EFFECTIVITY Page 40
ALL 75-31-00 Oct 95
MEC
A
LOOP
CLAMP A
B
VSV
FEEDBACK
CABLE
LOOP CLAMPS
DETAIL A DETAIL B
VBV VSV VBV VSV

FEEDBACK FEEDBACK FEEDBACK FEEDBACK
CABLE CABLE CABLE CABLE
LOOP
BRACKET
CLAMP
LOOP
CLAMP
BRACKET
ROUTING OF FEEDBACK CABLE (VSV)

Page 41
EFFECTIVITY
ALL 75-31-00 Oct 95
VSV SYSTEM actuator). Movement of the bellcranks is transmitted to

the actuation rings and thus to the individual vanes
Operation (2.C.b) causing the vanes to close.
The VSV's are positioned by two VSV actuators which
are operated by fuel pressure from the MEC. HP fuel supplied to the rod end port causes the piston
rod to move forward (retracted position), which in turn
Functional Description (3.D.b) drives the master rod to position the IGV and stage 3
In the MEC are a VSV scheduling 3D cam, which is bellcranks downward (or upward on the right VSV
positioned by N2 and CIT signals, a VSV feedback actuator) and the stage 1 and stage 2 bellcranks upward
mechanism which transmits actual vane position to the (or downward on the right VSV actuator). Movement of
control, and a VSV pilot valve, which is positioned as a the bellcranks is transmitted to the actuation rings and
result of the comparison of the scheduling cam position thus to the individual vanes causing the vanes to open.
and the feedback signal.
Changes in N2 rotate the 3D scheduling cam, while

changes in CIT axially translate the cam. Movement of
the cam repositions the pilot valve. The pilot valve ports
HP fuel (main fuel pump discharge pressure) to either the
head end or rod end port of the VSV actuators, and vents
the other end to bypass pressure. The feedback
mechanism in the control repositions the pilot valve to
stabilize the actuator signal when the vanes reach the
scheduled position.
HP fuel supplied to the head end port of the VSV

actuator causes the piston rod to move aft (extended
position), which in turn drives the master rod to position
the IGV and stage 3 bellcrank upward (or downward on
the right VSV actuator) and the stage 1 and stage 2
bellcranks downward (or upward on the right VSV
EFFECTIVITY Page 42
ALL 75-31-00 Oct 95
CLOSED
CLOSED LIMIT
OPEN LIMIT
VSV STAGE 1 - DEGREES
OPEN
DECREASE INCREASE
CORRECTED CORE SPEED - N2K25 - RPM
NOTE: THIS CURVE IS INTENDED ONLY TO PROVIDE A GENERAL VISUAL

PRESENTATION OF VSV OPERATION AS A FUNCTION OF ENGINE SPEED.
USE MAINTENANCE MANUAL TABLE FOR SPECIFIC LIMITS.
VSV STEADY-STATE TRACKING SCHEDULE (TYPICAL)

Page 43
EFFECTIVITY
ALL 75-31-00 Oct 95
VARIABLE BLEED VALVE SYSTEM Purpose (1.B.b)

The VBV system performs four primary functions:
Identification (1.A.b) - Positions the bleed valves in response to a
The VBV system includes the following: differential fuel pressure through the fuel gear
- A power unit consisting of a fuel-powered hydraulic motor.
gear motor supplied by fuel from the HP pump as
scheduled by an external signal. - Mechanically synchronizes the bleed valves
throughout the stroke.
- A bleed valve stop mechanism
- Limits the bleed valve position at the end of each
- A bleed valve and master ballscrew actuator unit stroke.
consisting of a speed reduction gearbox and a
ballscrew actuator linked to a bleed valve door - Provides feedback of the bleed valve position.
- Eleven bleed valve and ballscrew actuator units.

Each unit has a speed reduction gearbox and a
ballscrew actuator linked to a bleed valve door.
- A bleed valve main flexible shaft installed between

the bleed valve and master ballscrew actuator and
the fuel gear motor
- Eleven bleed valve flexible shafts installed between

the bleed valve and ballscrew actuators and the
flexible shaft relays.
- A flexible feedback cable to transmit to the MEC the

position of the bleed valve system.
EFFECTIVITY Page 44
ALL 75-32-00 Oct 95
PLA
Ps12
DESIRED
SPEED T2.0 FUEL
SETTING
N2*
+
S +- FMV
-
N2 T2.0 Ps12
FUEL
LIMITING Wf
SYSTEM CBP
CBP
T2.5 N2 CDP CDP
N2 VSV VBV
T2.5
VSV VSV
SCHEDULE ACTUATORS
VSV FEEDBACK SIGNAL

VBV FEEDBACK SIGNAL
VBV FUEL GEAR

SCHEDULE MOTOR
MEC
VBV SYSTEM
Page 45
EFFECTIVITY
ALL 75-32-00 Oct 95
VARIABLE BLEED VALVE SYSTEM
Operation (2.C.b)
When the bleed valves are open, a portion of the primary
airflow from the booster (Low Pressure Compressor
(LPC)) is permitted to go through the midbox and into the
secondary (fan) airflow. The bleed valves open during
low and transient operations to increase the booster
mass flow and to improve booster and HPC matching.
EFFECTIVITY Page 46
ALL 75-32-00 Oct 95
VBV
FEEDBACK
ROD
VSV
VBV FEEDBACK
FEEDBACK SIGNAL
CABLE
VBV FEEDBACK
REVERSER ARM
VBV MEC
SCHEDULE
STOP
MECHANISM
OVERBOARD
DRAIN
BLEED VALVE AND
FUEL GEAR
MASTER BALLSCREW
MOTOR
ACTUATOR
BLEED VALVE AND

BALLSCREW ACTUATOR
FORWARD (11 UNITS)
VBV SYSTEM
Page 47
EFFECTIVITY
ALL 75-32-00 Oct 95

A hydromechanical computer, integral within the MEC,
determines the bleed schedule as a function of the
angular setting of the variable compressor stator at
steady-state operation and during acceleration. The
bleed valve schedule is biased to open more toward the
open side of the schedule during rapid decelerations or
T/R operation.
The VBV actuation system provides an angular output

through the fuel gear motor, master ballscrew actuator and
11 ballscrew actuators. The system is interconnected by 11
flexible shafts. There are 11 ferrules installed in the fan
frame struts to provide support for the flexible shafts. The
system is designed to open, close or modulate the 12 VBV's
to an intermediate position in response to an input
command signal. The VBV's remain fully synchronized
throughout their complete stroke by the continuous
mechanical flexible shaft arrangement. The MEC supplies
HP fuel to hydraulically operate the VBV actuation system.
The master ballscrew actuator and the corresponding bleed
valve are connected to the MEC by a push-pull feedback
cable. The feedback cable provides VBV position bias to
the MEC.
EFFECTIVITY Page 48
ALL 75-32-00 Oct 95
SEE A FEEDBACK
ROD
FEEDBACK
LEVER FEEDBACK
CABLE
BLEED VALVE AND

MASTER BALLSCREW
ACTUATOR
FEEDBACK
REVERSER
ARM
BLEED VALVE AND
BALLSCREW ACTUATOR
(11 UNITS) BLEED VALVE
FUEL GEAR MOTOR
BLEED VALVE
STOP MECHANISM
FLEXIBLE SHAFTS FORWARD
(11 UNITS)

Page 49
EFFECTIVITY
ALL 75-32-00 Oct 95
VBV FUEL GEAR MOTOR
The bleed valve fuel gear motor consists of a positive
displacement gear motor and end-of-stroke stop
mechanism. It consists of two spur gears guided during
rotation by needle bearings.
Sealing at the drive gear shaft is provided by carbon seals.

A secondary lip seal is mounted on the output shaft for
further sealing.
Purpose (1.B.b)
The fuel gear motor, which is driven by Pf, pressure
controls the position of the bleed valves.
Location (2.A.b)
The fuel gear motor is mounted to the aft end of the VBV
stop mechanism.
Operation (2.C.b)
The motor converts pressurized fuel into rotary shaft power
which is driven through the bleed valve stop mechanism to
the gear reduction stage of the bleed valve and master
ballscrew actuator.
Fuel, which could leak past the different sealing provisions,

is drained overboard through the starter air discharge duct
fitting.
Page 50
EFFECTIVITY
ALL 75-32-00 Oct 95
SEE A
SEE B
ATTACHING
SECONDARY
POINTS TO BLEED
SEAL
VALVE STOP BLEED
MECHANISM VALVE FUEL
GEAR MOTOR
O-RING
SEAL
A VBV DRAIN OUTPUT SHAFT
TUBE
BLEED VALVE
STOP MECHANISM
DRIVE GEAR
VBV OPEN
PORT TUBE A
VBV CLOSED PRIMARY
PORT TUBE SEAL
B A-A
VARIABLE BLEED VALVE FUEL GEAR MOTOR

Page 51
EFFECTIVITY
ALL 75-32-00 Oct 95
STOP MECHANISM valve stop mechanism housing. The feedback reverser

arm links the feedback rod from the master ballscrew
Identification (1.A.b) actuator to the feedback cable, which is routed to the
The stop mechanism consists of a housing, a hollow MEC. Through this linkage, the MEC constantly monitors
screw, the main VBV flexible shaft, and a follower nut. the angular position of the VBV doors.
Purpose (1.B.b)
The function of the bleed valve stop mechanism is to limit
the number of revolutions of the bleed valve fuel gear
motor to the number of revolutions required for a
complete cycle (opening-closing) of the VBV doors. This
limiting function supplies the reference position for
installing and adjusting the VBV actuators.
Location (2.A.b)
The bleed valve stop mechanism is installed inside the
fan frame midbox structure between the bleed valve fuel
gear motor and the bleed valve and master ballscrew
actuator at the 9:30 o'clock position.

The hollow screw is driven by the bleed valve fuel gear
motor. This hollow screw shaft holds the main VBV
flexible shaft which connects the bleed valve fuel gear
motor to the master ballscrew actuator. The follower nut
translates along the screw and stops the rotation of the
bleed valve fuel gear motor when it reaches the ends of
the screw threads.
The VBV feedback reverser arm is mounted on the bleed

Page 52
EFFECTIVITY
ALL 75-32-00 Oct 95
SEE B
SEE A
BLEED VALVE
STOP MECHANISM A
PROTECTING DOG
BOOT STOP
OUTPUT
A
SHAFT
A MAIN
FLEX
SHAFT
ACME
FOLLOWER
SCREW
NUT
FORWARD
B A-A
VARIABLE BLEED VALVE STOP MECHANISM

Page 53
EFFECTIVITY
ALL 75-32-00 Oct 95
STOP MECHANISM
With S/B 72-580 CFMI introduced a modification to the
VBV stop mechanism.
The VBV kicker system modifies the VBV tracking

schedule to further open the VBV doors (40° versus 25°)
during transient operation. This positioning of the VBV
doors in association with other changes provides an
improvement to hail and rain bypass from the primary.
The kicker system consists of a:

- free lever
- return lever
- kicker stop
Page 54
EFFECTIVITY
737/EnginesALL
with S/B 72-580
75-32-00 Oct 95
PIN CLEVIS FEEDBACK INDEX
ROD HOLE
WASHER
SEE A
NUT
CLOSE
BLEED VALVE ROTATED
FOR CLARITY
JAM
CLEVIS FEEDBACK
NUT
ROD
KICKER STOP
NOTCH
FREE LEVER
REVERSER
ARM
RETURN VBV FEEDBACK

LEVER
CABLE
VBV KICKER SYSTEM

Page 55
EFFECTIVITY
737/Engines ALL
with S/B 72-580
75-32-00 Oct 95
MASTER BLEED VALVE AND BALLSCREW constantly monitor the position of the bleed valve door.
ACTUATOR The output motion of the first pair of bevel gears is
transferred to the other bleed valve and ballscrew
Identification (1.A.b) actuators by the flexible shafts. The flexible shafts are
It consists of a speed reduction gearbox and a ballscrew driven by the two ends of the output gear of this pair of
actuator linked to a hinged door. Speed reduction is bevel gears.
consecutively carried out through one pair of spur gears
and then by two pairs of bevel gears. The last set of
bevel gears drives the ballscrew.
The ball bearing type screw and nut assembly consists of

a screw, nut, ball return tube, a clamp attached to two
screws and washers, and 68 balls.
Purpose (1.B.b)
The bleed valve and master ballscrew actuator transfers
the driving input from the bleed valve fuel gear motor to
the ballscrew actuator system.
Location (2.A.b)
The master bleed valve and ballscrew actuator is located
at the 11 o'clock position between the center hub and the
midbox structure of the fan frame.

The ballscrew translating nut is held during rotation by
two pins which slide within two slots in the actuator body.
The travel of the nut is transmitted to the door by two
links. The feedback rod is attached to the feedback lever
on the bleed valve door. This permits the MEC to
Page 56
EFFECTIVITY
ALL 75-32-00 Oct 95
BALLSCREW
PROTECTING
ACTUATOR
SPEED BOOT
REDUCTION
GEARBOX
A
DOOR POSITION
FEEDBACK
MAIN FLEXIBLE LEVER
SHAFT SOCKET
A
ATTACHING
INPUT
BRACKET FOR VBV
SHAFT
POSITION SENSOR
SEAL (MONITORED)
SEE C FLEXIBLE
BALLSCREW
B SHAFT
SOCKET
FLEXIBLE
SHAFT
SOCKET
BALL RETURN
TUBE
SCREW
CLAMP
TRANSLATING
FLEXIBLE NUT
A
SHAFT
NUT
SOCKET
BALL
C
VARIABLE BLEED VALVE AND MASTER BALLSCREW ACTUATOR
Page 57
EFFECTIVITY
ALL 75-32-00 Oct 95
BLEED VALVE AND BALLSCREW ACTUATOR
Each bleed valve and ballscrew actuator consists of a
bevel gear speed reduction gearbox and a ballscrew unit
linked to a hinged door.
Purpose (1.B.b)
The bleed valve and ballscrew actuator transfers the
driving input from the master bleed valve and ballscrew
actuator to the next ballscrew actuator.
Location (2.A.b)
There are 11 bleed valve and ballscrew actuators
connected on either side of the master ballscrew actuator.

The translating nut is held during rotation by two pins
which slide within two slots in the actuator body. The travel
of this unit is transmitted to the door by two links. The
driving gear of the speed reducer is used as a drive shaft
to the other ballscrew actuators. A flexible shaft fits into a
hex head drive in each end of the gear.
The ball bearing type screw and nut assembly consists

of a screw, nut, ball return tube, a clamp attached by
two screws and washers, and 68 balls.
EFFECTIVITY Page 58
ALL 75-32-00 Oct 95
A
SHAFT
SOCKET
DOOR
ATTACHING SHAFT SEAL

BOLT SOCKET
PROTECTING ATTACHING DOOR
BOOT BOLT TO HINGE
SEE C ENGINE
ANGLE B
GEARBOX
SEAL
BALL RETURN
SCREW
TUBE
CLAMP
THRUST
BEARING
TRANSLATING A
NUT NUT
ATTACHING BALLSCREW
BOLT SHAFT
SOCKET
A-A BALL
VARIABLE BLEED VALVE AND BALLSCREW ACTUATOR

Page 59
EFFECTIVITY
ALL 75-32-00 Oct 95
BLEED VALVE AND BALLSCREW ACTUATOR
Introduced in January of 1991, the 11 VBV doors were
modified with a series of scoops, slides and fairings.
These items were added to direct ingested water, hail
and sleet from the core flow path (primary) to the fan
stream (secondary).
This VBV modification works in conjunction with an

elliptical spinner, cutback splitter fairing and a new VBV
schedule to provide an N1 flight idle speed of 32% versus
45% when operating in hail and rain conditions.
EFFECTIVITY Page 60
737/EnginesALL
with S/B 72-580
75-32-00 Oct 95
SLIDE
FAIRING
VBV DOOR SCOOP

TOUCHES
THE SCOOP
VARIABLE BLEED VALVE AND MASTER BALLSCREW ACTUATOR

Page 61
EFFECTIVITY
737/Engines ALL
with S/B 72-580
75-32-00 Oct 95
VBV MAIN FLEXIBLE SHAFT
The main flexible shaft is an unshielded power core
which has a hexagon fitting on one end and a splined
end fitting on the other. A spring is attached to the
splined end. The spring holds the shaft in position during
operation and also permits easy removal of the shaft.
Purpose (1.B.b)
The main flexible shaft transfers power from the fuel
gear motor through the stop mechanism to the master
bleed valve and ballscrew actuator.
EFFECTIVITY Page 62
ALL 75-32-00 Oct 95
SHAFT
SPRING
MAIN FLEXIBLE SHAFT

Page 63
EFFECTIVITY
ALL 75-32-00 Oct 95
VBV FLEXIBLE SHAFT
Each of the 11 shafts is an unshielded power core
which has a hexagon fitting on one end and an eight-
point fitting on the other end. A spring is attached to
the hexagon end. The spring holds the shaft
assembly in position during operation and also permits
easy removal of the shaft assembly. The ferrules that
are installed in the struts of the engine fan frame are
designed to support the flexible shaft assemblies
during operation.
Purpose (1.B.b)
The flexible shaft transmits through its interconnection,
rotational power to each of the 11 bleed valve and
ballscrew actuators.
EFFECTIVITY Page 64
ALL 75-32-00 Oct 95
SPRING
SHAFT
FLEXIBLE SHAFT
Page 65
EFFECTIVITY
ALL 75-32-00 Oct 95
VBV FEEDBACK CABLE repositioning the feedback linkage null position as

directed by the VBV reset piston. This provides for
Identification (1.A.b) actuation of the VBV's by other commands. Two
The VBV feedback cable is a flexible cable which commands to the VBV reset piston may do this: a
connects the MEC VBV feedback system lever to the command by the VBV reset valve when a rapid
VBV actuation system at the master valve. deceleration change in VSV positioning is sensed by the
VBV reset valve, or a command from the reverser signal
Purpose (1.B.b) valve when the reverser is actuated.
VBV feedback cable movement transmits the position of
the VBV's to the MEC.
Like the VSV feedback, it is important to accurately
Location (2.A.b) adjust (rig) the VBV feedback cable to the MEC to assure
It's location starts at the connection to the stop proper feedback inputs to the MEC. Also, like the VSV
mechanism bellcrank at 9 o'clock and is mounted down feedback system, the VBV feedback cable is maintained
through the 6 o'clock tube bundle over to the MEC VSV in tension during engine operation by a hydraulic load
lever arm at about the 8 o'clock position.. cylinder in the control that is coupled to the VBV
feedback linkage. This tension load must be simulated
Operation (2.C.b) during adjustment rigging of the feedback cable to the
As the VBV hydraulic motor and drive system operate, MEC.
the position signal is compared in the MEC through a
comparative linkage system to the position command
established in the MEC through linkage with the VSV
feedback system. The VBV control valve discontinues
operation of the hydraulic motor when the VBV feedback
signal nulls the command input.

The VBV feedback system differs from the VSV feedback
system in that the feedback and command error
measurement linkage system has a provision for
EFFECTIVITY Page 66
ALL 75-32-00 Oct 95
FEEDBACK REVERSER
ARM CONNECTION
MEC
CONNECTION
6 O'CLOCK STRUT
BRACKET MOUNT
VBV FEEDBACK CABLE

Page 67
EFFECTIVITY
ALL 75-32-00 Oct 95
VBV SYSTEM OPERATION commanded position. The VBV control valve is moved
towards the null position (or minimum opening needed to
Operation (2.C.b) neutralize the bleed valve loads) as the bleed valve
The fuel gear motor is hydraulically activated by approaches the end of its stroke. This reduces motor
pressurized fuel. The MEC determines the direction and speed and allows the motor to engage the end-of-stroke
speed of motor rotation. The gear motor drives the rotary stops at low impact force.
shaft which drives the gear reduction stage of the master
ballscrew actuator through the stop mechanism. The
flexible shafts transmit power from the rotary shaft to the
remaining ballscrew actuators.

The flexible shafts are supported by ferrules at their
midpoints. The ballscrew actuators reduce shaft speed
with bevel-cut gears and convert rotary motion to linear
output.
The actuator output is from a trunnion mount provided on

the translating ball nut. The mount is connected to the
bleed valve by a tandem linkage to provide a rotational
movement on the bleed valve pivotal axis. The direction
of the bleed valve rotation is controlled by fuel gear
motor.
The fuel gear motor, actuated by the VBV control valve in

the MEC, drives the system to the command (open,
closed or modulated) position with the required power.
The VBV feedback mechanism relays the bleed valve
position to the MEC as the system approaches the
EFFECTIVITY Page 68
ALL 75-32-00 Oct 95
SPLITTER FAN OGV

FAIRING INNER
FAN OGV'S SHROUD
BLEED VALVE AND

MASTER BALLSCREW
ACTUATOR
SECONDARY AIRFLOW
PRIMARY AIRFLOW BLEED VALVE

FUEL GEAR MOTOR
BLEED VALVE
STOP MECHANISM
VBV SYSTEM AIRFLOW DIAGRAM
Page 69
EFFECTIVITY
ALL 75-32-00 Oct 95
VBV SYSTEM OPERATION
The tracking schedule identifies the position required of
the VBV's in percent of angle at a specified corrected
core engine speed.
The VBV kicker system is designed to improve CFM56-3

operations in inclement weather (hail and rain)
conditions. The purpose of the kicker is to modify the
VBV schedule in order to fully open (40°) the VBV doors
during transient operation and decel.
Efficient operation requires the bleed valves to be fully

closed at or above 12,250 RPM corrected core speed. As
the engine decelerates the VBV feedback rod will start to
move with the scheduled operation of the VBV master
bleed valve door. At the same time fuel pressure within
the MEC will pull the feedback cable downward
maintaining the free lever against the return lever.
EFFECTIVITY Page 70
ALL 75-32-00 Oct 95
VBV FEEDBACK ROD
NOTCH
KICKER STOP
REVERSER
ARM
VBV FEEDBACK
CABLE
RETURN
LEVER
FREE LEVER
CFM56 -3 / - 3B / - 3C VBV TRACKING LIMITS

OPEN
110%
40 100%
DEGREES
90%
80%
70%
60%
VBV
POSITION
IN 50%
PERCENT
40%
30%
9.51
DEGREES 20%
Closed
10%
CLOSED 0%
- 10%
6000 7000 8000 9000 10,000 11,000 12,000 13,000
N2R25 (RPM)
VBV TRACKING SCHEDULE
Page 71
EFFECTIVITY
ALL 75-32-00 Oct 95
As the engine decelerates the free lever stops movement
of the feedback cable at 10° VBV opening by contacting
the kicker stop. When the free lever contacts the kicker
stop on the fan frame, feedback cable movement is
halted. This is known as the deceleration switch point.
EFFECTIVITY Page 72
ALL Oct 95
VBV FEEDBACK ROD
NOTCH
KICKER STOP
REVERSER
ARM
VBV FEEDBACK
RETURN CABLE
LEVER
FREE LEVER

OPEN
110%
Switch Point
40 100%
DEGREES
90%
80%
70%
60%
VBV
POSITION
IN 50%
PERCENT
40%
30%
9.51
DEGREES 20%
10%
CLOSED 0%
- 10%
6000 7000 8000 9000 10,000 11,000 12,000 13,000
N2R25 (RPM)
KICKER DECELERATION SCHEDULE
EFFECTIVITY Page 73
ALL Oct 95
Based on this false feedback indication the MEC will
continue to drive the VBV doors to a 40° full open
position.
At the lower speeds more booster air must be bled over

into the fan discharge to maintain an optimum flow
through the core engine.
When the engine is accelerated the return lever will

contact the free lever at the acceleration switch point and
provide feedback to the MEC by the feedback cable.
EFFECTIVITY Page 74
ALL Oct 95
VBV FEEDBACK ROD
NOTCH
REVERSER KICKER STOP

ARM
RETURN VBV FEEDBACK

LEVER CABLE
FREE LEVER

OPEN
110%
Open
40 100%
DEGREES
90%
80%
70%
60%
VBV
POSITION
IN 50%
PERCENT
40%
30%
9.51
DEGREES 20%
10%
CLOSED 0%
- 10%
6000 7000 8000 9000 10,000 11,000 12,000 13,000
N2R25 (RPM)
KICKER ACCELERATION SCHEDULE
EFFECTIVITY Page 75
ALL Oct 95
5TH STAGE START BLEED VALVE
The 5th stage start bleed valve consists of a bleed valve,
an air diffuser, an optional deflector baffle, and
connecting tubing to the start valve.
Purpose (1.B.b)
The 5th stage start bleed system uses starter air
pressure from the start valve to signal the bleed valve to
open and unload 4% of the compressor 5th stage
pressure. This reduced pressure in the HPC section
during start will increase engine stall margin at low
starting speeds. The start bleed system has no
significant adverse effects on start time and EGT.
EFFECTIVITY Page 76
ALL 75-34-00 Oct 95
SEE B
SEE A A
FLANGE N
START BLEED VALVE
AIR DIFFUSER
DEFLECTOR BAFFLE
EGT WIRE HARNESS AIR SIGNAL TUBE
TO START VALVE
HPC FLANGE P
FORWARD
A
5TH STAGE START BLEED SYSTEM COMPONENTS
Page 77
EFFECTIVITY
ALL 75-34-00 Oct 95
Location (2.A.b)
The 5th stage start bleed valve is located on the left side
of the HPC case at the 11 o'clock position.
EFFECTIVITY Page 78
ALL 75-34-00 Oct 95
5TH STAGE START

BLEED VALVE
INLET AIR TUBE
AIR SIGNAL TUBE
AIR DIFFUSER
BRACKET
DEFLECTOR BAFFLE FLANGE N
BRACKET
FLANGE P
AFT LOOKING FORWARD (ALF)
5TH STAGE START BLEED VALVE LOCATION AND INSTALLATION

Page 79
EFFECTIVITY
ALL 75-34-00 Oct 95
Operation (2.C.b)
It is a pneumatically operated, normally closed valve
which is opened when starter air pressure is applied to
the signal port. The air diffuser is attached to the exit
port of the bleed valve to reduce the velocity of the
exiting bleed air.
EFFECTIVITY Page 80
ALL 75-34-00 Oct 95
B-NUT
AIR SIGNAL TUBE
ELBOW
O-RING
GROOVE
JAM NUT
O-RING
SIGNAL PORT
METAL METAL
V-BAND CLAMP GASKET GASKET V-BAND CLAMP
5TH STAGE
BLEED AIR
INLET AIR TUBE

AIR INLET PORT AIR OUTLET PORT
5TH STAGE AIR DIFFUSER
START BLEED
VALVE
Page 81
EFFECTIVITY
ALL 75-34-00 Oct 95

During engine start, air pressure is ducted to the start
valve and the starter is engaged (start valve open). After
start valve opening, air pressure is applied to a pressure
sensing port just downstream of the valve which directs
air to the signal port on the start bleed valve, causing it to
open. This allows engine core airflow to exit the HPC for
improved stability. Bleed air passes through the valve,
then the diffuser, and is deflected against an optional
baffle where it mixes with engine compartment air. The
air discharges overboard through the gap between the
aft end of the fan duct cowl and the exhaust sleeve.
When the starter is disengaged, the start valve closes,

cutting off the air signal to the bleed valve. Spring
pressure aided by a 5th stage pressure boost traveling
through a small orifice to the spring side of the piston
sleeve closes the bleed valve and holds it shut during
normal engine operation. This pressure boost assist will
hold the valve shut in the case of a spring (or valve)
failure.
EFFECTIVITY Page 82
ALL 75-34-00 Oct 95
STARTER
AIR
PRESSURE
START VALVE AIR
SIGNAL
SIGNAL SPRING
TUBE PISTON
5TH STAGE
PRESSURE
BOOST
DISCHARGE
INTO CORE 5TH STAGE
CAVITY AIR
STARTER
EXIT
PORT
VALVE
FORWARD BODY
VALVE SHOWN CLOSED
Page 83
EFFECTIVITY
ALL 75-34-00 Oct 95
EFFECTIVITY Page 84
ALL 75-00-00 Oct 95
ENGINE INDICATING SYSTEM

Objectives:
.... identify the components comprising the indicating system of the CFM56-3/3B/3C engine (1.A.x).
.... state the purpose of the indicating system of the CFM56-3/3B/3C engine (1.B.x).
.... state the purpose of the components comprising the indicating system of the CFM56-3/3B/3C engine (1.B.x).
.... locate the components comprising the indicating system of the CFM56-3/3B/3C engine (2.A.x).
.... identify the aircraft interfaces associated with the indicating system of the CFM56-3/3B/3C engine (2.B.x).
.... describe the component operation of the indicating system of the CFM56-3/3B/3C engine (2.C.x).
.... describe the particular component functions of the indicating system of the CFM56-3/3B/3C engine (3.D.x).
Page 1
EFFECTIVITY
ALL 77-00-00 Oct 95
It consists of the engine tachometer system, which
measures rotational speed of the low speed rotor (N1)
and high speed rotor (N2), the engine EGT indicating
system and Airborne Vibration Monitoring (AVM) system.
Purpose (1.B.a)
The indicating system (77-00-00) is to verify proper and
safe engine operation throughout the flight envelope.
EFFECTIVITY Page 2
ALL 77-00-00 Oct 95
N1 RPM INDICATION -
INDICATES LP ROTOR
SPEED IN % RPM
EGT INDICATION -
INDICATES TURBINE
EXHAUST GAS
TEMPERATURE IN °C ENGINE VIBRATION INDICATION
- INDICATES ENGINE VIBRATION
LEVEL IN THE FAN SECTION OR
HPC, WHICHEVER IS HIGHER
N2 RPM INDICATION -
INDICATES HP ROTOR
SPEED IN % RPM

Page 3
EFFECTIVITY
ALL 77-00-00 Oct 95
N1 SPEED SENSOR with teeth. The passage of each tooth generates an

alternating voltage in the sensor element proportional to
Identification (1.A.b) actual N1 speed.
The sensor consists of a rigid metal tube with a mounting
flange and two-connector receptacle. Within the tube is Note: The sensor ring has one tooth thicker than the
an elastomer damper and a magnetic head sensor with 29 others to generate a signal of greater amplitude used
two protruding pole pieces. as phase reference for trim balance.
Purpose (1.B.b)
The N1 speed sensor is a pulse counter that senses N1
rotor speed and provides signals to the N1 tachometer
indicator and PMC.
Location (2.A.b)
The N1 speed sensor is mounted in strut No. 5 of the fan
frame at the 4 o'clock position and is secured to the fan
frame with two bolts. When the N1 speed sensor is
installed on the engine, only the two-connector
receptacle and the body are visible.
Operation (2.C.b)
Actual N1 fan speed is measured by speed sensor
elements which provide an AC voltage whose frequency
is proportional to the fan speed.

The sensor incorporates dual sensing elements with one
element providing N1 signal for the PMC and the other
element providing signal to the N1 tachometer indicator.
A magnetic ring mounted on the fan shaft is provided
EFFECTIVITY Page 4
ALL 77-12-00 Oct 95
NO. 2 BEARING
FAN
SEE A SHAFT
SENSOR
PROBE PULSE
GENERATING
N1 SPEED
ROTOR
SENSOR
A
SEE B
SENSOR
RECEPTACLE BODY A PROBE
B
SEE
SEE C D
B
A
B
MOUNTING
FLANGE
ELASTOMER
DAMPER
POLE
PIECES
ELECTRICAL
CONNECTORS
C A-A B-B D
N1 SPEED SENSOR
Page 5
EFFECTIVITY
ALL 77-12-00 Oct 95
EGT INDICATING SYSTEM The main junction box and leads assembly consists of:
- A main junction box with two receptacle connectors
Identification (1.A.b) for connecting with the right-hand harness segment
EGT is measured by nine thermocouple probes. The extension lead and the forward extension lead.
signals transmitted by these probes are routed through
rigid thermocouple harnesses and one of three extension - Two main junction box extension leads which are
leads which make up the EGT thermocouple harness rigid metal tubes, each permanently affixed to the
assembly. main junction box on one end with a mobile
connector on the other end for connection to the
There are two identical and interchangeable left-hand left-hand secondary junction boxes.
thermocouple harness segments which consist of:
- A flange-mounted secondary junction box with a The right-hand harness segment extension lead is a rigid
receptacle connector for connection with the main metal tube fitted with a mobile connector at each end.
junction box extension lead. One for connection with the right-hand secondary
junction box and the other for connection with the main
- Three rigid metal tubes, each of them provided with junction box.
a flange-mounted chromel-alumel thermocouple
probe, that are permanently mounted to the The forward extension lead is a rigid metal tube with a
secondary junction box. mobile connector at one end for connection with the main
junction box and either a terminal block or a receptacle
The right-hand thermocouple harness segment consists connector on the other end for airplane interface. The
of: lead provides ease of access for engine removal and
- A flange-mounted secondary junction box with a EGT system testing.
receptacle connector for connection with right-hand
harness segment extension lead.
- Three rigid metal tubes, each of them provided with

a flange-mounted chromel-alumel thermocouple
probe, that are permanently mounted to the
secondary junction box.
EFFECTIVITY Page 6
ALL 77-21-00 Oct 95
RIGHT HARNESS
EXTENSION LEAD
PROBE NO. 8
SEE A PROBE NO. 7 LEFT

JUNCTION
RIGHT
RIGHT EGT BOX
JUNCTION
BOX HARNESS
PROBE NO. 6
PROBE NO. 5
LEFT EGT
HARNESS
MAIN
PROBE NO. 9 FORWARD JUNCTION
EXTENSION CABLE BOX
INTERFACE PROBE NO. 4

TERMINAL
LOWER
JUNCTION
PROBE NO. 1 BOX LOWER
HARNESS
EXTENSION
PROBE NO. 2
PROBE NO. 3
LOWER EGT
HARNESS
A
EGT THERMOCOUPLE HARNESS AND NINE PROBES

Page 7
EFFECTIVITY
ALL 77-21-00 Oct 95
EGT INDICATING SYSTEM
Purpose (1.B.b)
The Exhaust Gas Temperature (EGT) indicating system
provides a visual indication in the flight compartment of
an averaged exhaust gas temperature as it passes
through the LPT of each engine.
Location (2.A.b)
The thermocouple probes are installed in the stage 2
LPTN assembly.
Operation (2.C.b)
The thermocouple probes create a voltage that is
proportional to the temperature around the chromel-
alumel hot-junction. Parallel chromel-alumel leads
connect the probes to the junction boxes. The junction
boxes transfer an average of the voltages for delivery to
the flight deck indicator.
EFFECTIVITY Page 8
ALL 77-21-00 Oct 95
A
GAS FLOW EXHAUST
OUTSIDE LPT CASE
MOUNTING
FLANGE
GAS EXHAUST
SPHERICAL JOINT
CONDUIT
MOUNT
FLANGE
CHROMEL-ALUMEL
LPT CASE THERMOCOUPLE TIP
DUCT
CALIBRATED
GAS FLOW
(P4.95)
(FOUR HOLES) THERMOCOUPLE
FORWARD TIP
STAGE 2
NOZZLE VANE GAS INLET
A
A-A
EGT THERMOCOUPLE
Page 9
EFFECTIVITY
ALL 77-21-00 Oct 95
AIRCRAFT VIBRATION SENSING SYSTEM
The system consists of two accelerometers (vibration
sensors), a vibration indicator for each engine, and a
signal conditioner.
Purpose (1.B.b)
Abnormal engine vibration, sudden or progressive, is a
positive indication of an engine malfunction. Abnormal
vibration can be caused by compressor or turbine blade
damage, rotor imbalances, or other problems. Early
warning of engine malfunction permits corrective action
before extensive damage results.
The aircraft vibration sensing system continuously shows

engine vibration levels.
Operation (2.C.b)
With engine operating, the engine accelerometers
generate signals proportional to engine motion in a radial
direction. These signals are received by the signal
conditioner, where they are amplified to signal levels
suitable for flight deck indicator operation. The strongest
signal is then sent to the flight deck vibration indicator for
each engine.
EFFECTIVITY Page 10
ALL 77-31-00 Oct 95
NO. 1 BEARING
VIBRATION 3
2 4
SENSOR VIBRATION
OR 1 5
FFCCV
(ALTERNATE) 0
SENSOR
TRF (CORE) VIBRATION

SENSOR SIGNAL
CONDITIONER
ENGINE 1
3
2 4
SAME AS VIBRATION
ENGINE 1 1 5
ENGINE 2
AIRCRAFT VIBRATION SENSING SYSTEM

EFFECTIVITY Page 11
ALL Oct 95
NO. 1 BEARING VIBRATION SENSOR
The No. 1 bearing (NOB) vibration (fan) sensor has a
charge sensitivity of 100 pc/g.
Purpose (1.B.b)
This sensor senses both low (no. 1 bearing) and high
(no. 3 bearing) speed rotor vibration levels.
Location (2.A.b)
The No. 1 bearing (NOB) vibration (fan) sensor is
mounted on the No. 1 bearing housing at the 9 o'clock
position. The lead connector is on the fan frame midbox
structure aft frame at the 3 o'clock position.
EFFECTIVITY Page 12
ALL Oct 95
NOB VIBRATION
(FAN) SENSOR
(9 O'CLOCK)
CONNECTOR
SHOCK
ABSORBERS
CABLE
CLAMPS
SENSITIVE
VIBRATION
AXIS
SENSOR
(ACCELEROMETER)
NO. 1 BEARING VIBRATION SENSOR

Page 13
EFFECTIVITY
ALL 77-31-00 Oct 95
FFCCV SENSOR (ALTERANATE SENSOR)
The FFCCV or Fan Frame Compressor Case Vertical
sensor has a charge sensitivity of 100 pc/g.
Purpose (1.B.b)
This sensor is an alternate to the No.1 bearing sensor
and senses both low (no. 1 bearing) and high (no. 3
bearing) speed rotor vibration levels.
Location (2.A.b)
The FFCCV or Fan Frame Compressor Case Vertical
sensor is mounted just below the No. 1 bearing sensor
lead connection on the fan frame midbox structure at the
3 o'clock position.
EFFECTIVITY Page 14
ALL Oct 95
FAN FRAME COMPRESSOR CASE VERTICAL (ALTERNATE) SENSOR

EFFECTIVITY Page 15
ALL Oct 95
CORE VIBRATION SENSOR
The core vibration sensor has a charge sensitivity of 50
pc/g. Older CFM56-3 engine systems may have a core
vibration sensor with a charge sensitivity of 20 pc/g.
Check appropriate part numbers to verify sensitivity.
Purpose (1.B.b)
This sensor senses both low (no. 5 bearing) and high
(no. 4 bearing) speed rotor vibration levels.
Location (2.A.b)
The core vibration sensor is mounted on the forward
flange of the turbine frame at about the 12 o'clock
position. The lead connector is mounted with a bracket to
the forward high pressure compressor case flange "N" at
the 5 o'clock position.
EFFECTIVITY Page 16
ALL 77-31-00 Oct 95
SEE A
CORE VIBRATION SENSOR

Page 17
EFFECTIVITY
ALL 77-31-00 Oct 95
EFFECTIVITY Page 18
ALL 77-00-00 Oct 95
OIL SYSTEM
Objectives:
.... identify the components comprising the oil system of the CFM56-3/3B/3C engine (1.A.x).
.... state the purpose of the oil system of the CFM56-3/3B/3C engine (1.B.x).
.... state the purpose of the components comprising the oil system of the CFM56-3/3B/3C engine (1.B.x).
.... describe the flow sequence of the oil system for the CFM56-3/3B/3C engine (1.D.x).
.... locate the components comprising the oil system of the CFM56-3/3B/3C engine (2.A.x).
.... identify the aircraft interfaces associated with the oil system of the CFM56-3/3B/3C engine (2.B.x).
.... describe the component operation of the oil system of the CFM56-3/3B/3C engine (2.C.x).
.... describe routine servicing of the oil system of the CFM56-3/3B/3C engine (2.D.x).
.... describe the particular component functions of the oil system of the CFM56-3/3B/3C engine (3.D.x).
Page 1
EFFECTIVITY
ALL 79-00-00 Oct 95
INTRODUCTION
Purpose (1.B.b)
The engine oil system is a self-contained, center-vented,
recirculating type system. Each engine has an independent
oil system comprised of oil storage, distribution, and
indicating to provide lubrication and cooling for the engine
main bearings, radial drive shaft bearings, and gears and
bearings in the TGB and AGB.
EFFECTIVITY Page 2
ALL 79-00-00 Oct 95
FORWARD AFT
SUMP SUMP
SUPPLY CIRCUIT
TGB
SCAVENGE CIRCUIT
AGB VENTING SYSTEM
OIL SUPPLY OIL SCAVENGE

- 3 MAGNETIC PLUG + SCREENS
- 1 PRESSURE PUMP - 3 SCAVENGE PUMPS
- 1 PRESSURE FILTER - 1 COMMON SCAVENGE FILTER
- 2 HEAT EXCHANGERS
OIL TANK
COMPLETE OIL SYSTEM

Page 3
EFFECTIVITY
ALL 79-00-00 Oct 95
INTRODUCTION
Flow Sequence (1.D.b)

The oil tank provides storage of oil for continuous
distribution by the supply system. Oil flows from the tank
to the supply pump in the lubrication unit on the AGB.
The four positive displacement oil pumps are on a single

shaft driven by the AGB. The supply pump incorporates
a pressure relief valve that diverts the oil flow to a
scavenge pump in the event of abnormal operating
conditions. The pressure relief valve opens when the
pressure downstream of the supply pump exceeds 305
psi (2,100 kPa).
During normal operating conditions, the oil flows through

the oil supply filter prior to distribution. When the supply
filter becomes clogged, the flow will divert through the
bypass valve. The bypass valve starts to open when the
pressure drop reaches 17.4-20.3 psi (120-140 kPa)
across the oil supply filter.
The clogging indicator pops up before a filter bypass

condition. When the pressure drop across the supply
filter reaches 11.6-14.5 psi (80-100 kPa), the magnets
are forced apart - the indicator pops up, becoming visible
in the glass inspection bowl. A bimetal spring prevents
actuation at low operating temperatures.
EFFECTIVITY Page 4
ALL 79-00-00 Oct 95
ANTI-SIPHON
OIL TANK
FORWARD AFT
SUMP SUMP
CHECK VALVE
OIL
PRESSURE
SENSOR
OIL
PRESSURE
SWITCH
BYPASS
TGB VALVE
AGB
CLOGGING
INDICATOR
PRESSURE
FILTER
PRESSURE PUMP
PRESSURE RELIEF
VALVE
TO AGB SCAVENGE
PUMP SUCTION
LUBE UNIT
OIL SUPPLY SYSTEM SCHEMATIC

Page 5
EFFECTIVITY
ALL 79-00-00 Oct 95
INTRODUCTION returns through the remaining core tubes.
Flow Sequence Oil passes through the servo fuel heater and enters the
After distribution, oil is returned to the lubrication unit main oil/fuel heat exchanger perpendicular to the fuel
from three sumps. The forward sump services the No. 1, flow. The oil circulates around the fuel tubes in the core,
No. 2 and No. 3 main bearings. The aft sump services transferring heat to the fuel by convection and condition.
the No. 4 and No. 5 main bearings. The gearbox sump The cooled oil exists back through the servo fuel heater
for the AGB also collects oil through an external tube and is returned to the oil tank.
from the TGB.
A drain is provided at the forward and aft bearing
The lubrication unit contains a scavenge pump for each compartment for possible oil leaking past the stationary
sump. The oil is drawn through one of three Magnetic air/oil seal. The forward seal drain exits through the
Chip Detectors (MCD's). Oil upon leaving the MCD's 8 o'clock fan frame strut. The aft seal drain exits through
returns through the common scavenge filter assembly. the 6 o'clock turbine frame strut.
When the filter becomes clogged, the flow will divert
through the bypass valve. Before a filter bypass The bearing sumps and gearboxes are interconnected to
condition occurs, a flight deck indication of scavenge collect oil vapors before air/oil separation and venting.
filter clogging will light at 25-27 psi (172.2-186 kPa). The oil tank vent and the TGB/AGB sump are connected
When the pressure drop across the scavenge filter to the forward sump. Vapors from the forward and aft
reaches 28-34 psi (193-234 kPa), the filter clogging sumps pass through rotating air/oil separators into the
indicator pops up becoming visible in the glass bowl. A main shaft center vent tube to be vented out the exhaust.
bimetal spring prevents clogging indicator actuation at The separated oil is returned to the sumps.
low operating temperatures. The bypass valve starts to
open when the pressure drop reaches 36.3-39.2 psi
(250-270 kPa) across the scavenge filter. Before
returning to the engine oil tank, the oil is cooled in the
main oil/fuel heat exchanger. Fuel enters the cylindrical
core through the fuel inlet in the housing. It flows the
length of the core through half the core tubes. The fuel
flows around a baffle in the core access cover and
EFFECTIVITY Page 6
ALL 79-00-00 Oct 95
FORWARD AFT
SUMP SUMP
VENT THROUGH
DRIVE SHAFT
HOUSING
CENTER
VENT
TUBE
AGB TGB
MCD'S
FROM (THREE PLACES)
PRESSURE
RELIEF
VALVE
SCAVENGE
PUMPS
(THREE PLACES)
OIL
1 LUBRICATION UNIT TANK
HEAT
EXCHANGER
SCAVENGE OIL BYPASS
FILTER VALVE
BYPASS VALVE
ÐP = 36.3 - 39.2 PSI MAIN
CLOGGING
(250 - 270 kPa) OIL/FUEL HEAT
INDICATOR
EXCHANGER
CHECK
VALVE SERVO
FUEL
HEATER
1 ACTUAL SCAVENGE FEEDS ARE
INTO BOTTOM OF LUBRICATION UNIT
OIL SCAVENGE AND VENT SYSTEM SCHEMATIC

Page 7
EFFECTIVITY
ALL 79-00-00 Oct 95
OIL TANK - Anti-siphon device and tube.
Identification (1.A.b) - Air/oil separator and tube.

The oil tank is a fabricated light alloy weldment envelope
with a sealed cast light alloy cover. It has an external - Oil quantity transmitter mounting boss.
flame-resistant coating and five inner bulkheads to
reduce sloshing and strengthen the tank. A sight glass is
provided on the outboard side of the tank to check oil
level and a magnetic drain plug is located at the bottom
of the tank.
Total volume (usable oil plus residual oil plus air) of the
oil tank is 5.3 U.S. gallons (20 liters). It has an oil
capacity (usable oil plus residual oil) of 4.8 U.S. gallons
(18 liters). Engine No. 1 oil tank has 2% less capacity
and engine No. 2 oil tank has 3% more capacity due to
wing inclination angle.
Several operational components are incorporated into

the tank cover:
- The filler cap with scupper, scupper drain and
screen.
- Lube supply port, suction tube and screen.
- Lube scavenge port, located next to the lube

supply port.
- Air vent outlet to the forward sump.
EFFECTIVITY Page 8
ALL 79-10-00 Oct 95
ANTI-SIPHON
VENT TUBE TUBE
LUBE
SCAVENGE
TUBE
LUBE
SUPPLY
TUBE
OIL QUANTITY
TRANSMITTER
FILLER CAP
SCUPPER
SIGHT GLASS
OIL SCUPPER
FORWARD TANK DRAIN
TUBE
OIL TANK COMPONENT IDENTIFICATION
EFFECTIVITY
ALL 79-10-00 Page 9
Oct 95
OIL TANK
Purpose (1.B.b)
The engine oil tank is part of oil storage and provides a
continuous supply of oil for distribution.
Location (2.A.b)
It is located on the lower right side of the fan case.
Page 10
EFFECTIVITY
ALL 79-10-00 Oct 95
AGB
MAIN OIL/FUEL
HEAT EXCHANGER
SCAVENGE FILTER
LUBRICATION OIL TANK
UNIT
OIL TANK LOCATION

Page 11
EFFECTIVITY
ALL 79-10-00 Oct 95
OIL TANK FILLER CAP
The oil tank filler cap consists of a locking assembly
fastened to the filler cap body by chain, a sampling tube,
a strainer and a check valve incorporated in the filler cap
body.
- The locking plug assembly consists of a piston,
spring, washers, ball and plug. With the locking
handle lowered, the ball compresses the spring
which exerts a force on the seal against the body.
- The check valve consists of a diaphragm which

seals the lower filler cap body using oil tank
pressure. The check valve ensures that no oil
leakage occurs while the oil tank is pressurized,
even if the locking plug is incorrectly installed.
EFFECTIVITY Page 12
ALL 79-10-00 Oct 95
LOCKING
HANDLE
LOCKING
BALL PLUG
ASSEMBLY
SEE PISTON
A
SPRING SEAL
PLUG
A
SAMPLING STRAINER
TUBE
A
CHAIN
BODY
FLEXIBLE
DIAPHRAGM
A
A-A
OIL TANK FILLER CAP

Page 13
EFFECTIVITY
ALL 79-10-00 Oct 95
OIL TANK AIR/OIL SEPARATOR
Purpose (1.B.b)
The air/oil separator reduces the amount of air trapped
within the returning oil flow to the oil tank.
Operation (2.C.b)
Oil is drawn from the bottom of the oil tank through a
suction tube attached to the tank cover. Returning oil
discharges tangentially into the air/oil separator where
the air is spun out through the air vent to the forward oil
sump.
EFFECTIVITY Page 14
ALL 79-10-00 Oct 95
PRESSURE
BALANCE PORT DEAERATOR
ASSEMBLY
OIL-IN
FROM HEAT
EXCHANGERS
TANK COVER
TO
FORWARD SUMP
OIL-IN ORIFICE OIL RETURN

CAVITY
TANK COVER
RETURN TUBE SWIRLER
OIL
AIR DEFLECTOR
OIL TANK AIR/OIL SEPARATOR

Page 15
EFFECTIVITY
ALL 79-10-00 Oct 95
OIL TANK ANTI-SIPHON
Purpose (1.B.b)
The anti-siphon device prevents the oil from being
siphoned through the oil supply when the engine is not
operating.
Operation (2.C.b)
After engine shutdown, the oil pressure downstream of
the supply pump falls below the oil tank internal pressure.
This enables the lubrication unit to be unprimed by air in
the oil tank. The oil is forced back into the oil tank
through the anti-siphon tube.
Page 16
EFFECTIVITY
ALL 79-10-00 Oct 95
BRACKET
ANTI-SIPHON
OIL SUPPLY
OIL-OUT TUBE
OIL-OUT TO
PRESSURE
PUMP
TANK COVER
OIL BYPASS IN AFT SUMP

LUBRICATION SYSTEM AFT SUMP OIL
PRESSURE SUPPLY
INTERNAL
OIL-OUT ELBOW TO DUCT (A)
PRESSURE PUMP NORMAL
TO PRESSURE OPERATION
PUMP
TANK COVER
INTERNAL OIL
DUCT (B) SUCTION
OIL-OUT TUBE ENGINE

SHUTDOWN
AIR
SCREEN
OIL TANK ANTI-SIPHON DEVICE
Page 17
EFFECTIVITY
ALL 79-10-00 Oct 95
OIL DISTRIBUTION
The oil distribution system consists of the following
components:
- Lubrication unit
- MCD's (part of Lubrication Unit)
- Supply filter (part of Lubrication Unit)
- Scavenge filter
- Monitoring indicators
- Main fuel/oil heat exchangers
EFFECTIVITY Page 18
ALL 79-20-00 Oct 95
SEE A AGB
TGB
MAIN OIL/FUEL
HEAT
EXCHANGER
SERVO FUEL
HEATER
MEC
FUEL PUMP
SCAVENGE
FILTER LUBRICATION FORWARD
A UNIT
OIL DISTRIBUTION SYSTEM COMPONENT LOCATION

Page 19
EFFECTIVITY
ALL 79-20-00 Oct 95
LUBRICATION UNIT
The lubrication unit contains the following:
- Four positive displacement pumps (three scavenge
pumps and the supply pump)
- Oil supply filter, check valve and bypass valve with

clogging indicator
- Pressure relief valve located on the oil supply pump

discharge side of the unit
- Three Magnetic Chip Detectors (MCD's)
Location (2.A.b)
The lubrication unit is located on the AGB near the
bottom of the fan case on the left side.
Page 20
EFFECTIVITY
ALL 79-20-00 Oct 95
ANTI-CLOGGING
VALVE
CHECK VALVE SCAVENGE OIL FROM:
FORWARD AFT
PRESSURE FILTER
AGB SUMP SUMP
CHIP DETECTORS
(MAGNETIC PLUG
AND SCREEN)
RELIEF VALVE
PRESSURE PUMP SCAVENGE PUMP
FROM SCAVENGE FILTER

OIL TANK TO HEAT EXCHANGERS
OIL SYSTEM COMPONENTS - LUBRICATION UNIT

Page 21
EFFECTIVITY
ALL 79-20-00 Oct 95
MAGNETIC CHIP DETECTORS
Three MCD's are used on the lubrication unit, one on the
inlet of each scavenge pump. Each has a removable
magnetic plug and a scavenge screen.
Purpose (1.B.b)
There purpose is to trap ferrous/nonferrous particulates
before entering the lubrication unit.
Location (2.A.b)
The MCD's are located at the inlet to the scavenge
pumps.
EFFECTIVITY Page 22
ALL 79-20-00 Oct 95
SPRING
SEALING
SPOOL
AGB
SLEEVE
AGB/TGB
CHIP
DETECTOR FWD. SUMP
OIL-OUT OIL-IN
ASSEMBLY AFT SUMP MAGNET
SCAVENGE
SCREEN
PIN
PLUG ASSEMBLY REMOVED
(PLUG CAVITY SEALED OFF)
PLUG
ASSEMBLY
MAGNETIC CHIP DETECTOR ASSEMBLY

Page 23
EFFECTIVITY
ALL 79-20-00 Oct 95
OIL SUPPLY FILTER
The filter is a 44 micron cleanable element. The
assembly contains a pressure relief valve and a bypass
valve with visual clogging indicator.
Purpose (1.B.b)
To screen particle contamination contained within the oil
supplied from the oil tank.
Location (2.A.b)
The oil supply filter is housed in the lubrication unit.
EFFECTIVITY Page 24
ALL 79-20-00 Oct 95
CLOGGING
INDICATOR CHECK
VALVE
PRESSURE
PUMP
CLOGGING
INDICATOR
PRESSURE
RELIEF VALVE
FILTER
CARTRIDGE PRESSURE
RELIEF
FILTER
VALVE
FILTER CARTRIDGE
FILTER
COVER DRAIN
PLUG
LUBRICATION UNIT - OIL PRESSURE FILTER ASSEMBLY

Page 25
EFFECTIVITY
ALL 79-20-00 Oct 95
OIL SCAVENGE FILTER
The scavenge filter assembly consists of a replaceable
filter cartridge, a bypass valve with visual clogging
indicator and a non-return valve.
Purpose (1.B.b)
To screen particle contamination contained within the oil
scavenged from the engine sumps.
Location (2.A.b)
The scavenge oil filter is installed in series between the
scavenge pump outlet and the main oil/fuel heat
exchanger. The assembly is located just above the
lubrication unit.
Page 26
EFFECTIVITY
ALL 79-20-00 Oct 95
CLOGGING
INDICATOR
SCAVENGE OIL
OIL-OUT TO
TEMPERATURE TAP
HEAT EXCHANGERS
OIL-IN
PRESSURE TAPPINGS FOR

FLIGHT DECK INDICATOR
FILTER REMOVAL
FILTER CARTRIDGE
OIL SYSTEM COMPONENTS - COMMON SCAVENGE FILTER ASSEMBLY

Page 27
EFFECTIVITY
ALL 79-20-00 Oct 95
MAIN OIL/FUEL HEAT EXCHANGER
The main oil/fuel heat exchanger is of a tubular type
construction and consists of the housing, removable core
and core access cover.
Both fuel and oil portions of the oil/fuel heat exchanger

contain bypass valves. This permits fuel and/or oil to
bypass the core in the event of a blockage. A drain port
is also provided to check for possible fuel leaks from the
core ends into the core housing.
Purpose (1.B.b)
The main oil/fuel heat exchanger is designed to reduce
the temperature of the scavenge oil prior to returning to
the oil tank.
Location (2.A.b)
The main oil/fuel heat exchanger is located at the 9
o'clock position on the fan case and is attached to the
fuel pump and the servo fuel heater.
Page 28
EFFECTIVITY
ALL 79-20-00 Oct 95
CORE ACCESS
COVER
MAIN OIL/FUEL
HEAT EXCHANGER OIL-OUT TUBE
SERVO FUEL HEATER

FUEL DRAIN TUBE
FUEL PUMP OIL-IN TUBE

Page 29
EFFECTIVITY
ALL 79-20-00 Oct 95
Operation (2.C.b)
Oil received from the servo fuel heater passes externally
over the core tubes of the main oil/fuel heat exchanger.
Heat from the oil is transferred through the process of
convection to the fuel passing through the tubes from the
low pressure stage of the fuel pump. The cooled oil is
then sent back to storage in the engine oil tank. The
heated fuel returns to the fuel pump and is processed
through the main fuel filter. In the event of a blockage
the fuel bypass will open at approximately 26 psid, and
the oil bypass at approximately 130 psid.
EFFECTIVITY Page 30
ALL 79-20-00 Oct 95
END COVER SERVO FUEL

HEATER
ATTACHING
FLANGE OIL BYPASS VALVE
HOUSING
OIL-OUT TO
OIL TANK
OIL-IN TO FUEL-IN
CORE BYPASS VALVE A
B A
OIL-IN FUEL-OUT
B TO CORE
DRAIN PORT FUEL BYPASS

VALVE
ATTACHING FUEL-IN FUEL-OUT

FLANGE TO
FUEL PUMP
A-A B-B

Page 31
EFFECTIVITY
ALL 79-20-00 Oct 95
OIL SYSTEM MONITORING
To properly monitor the oil system, the following
indications are available:
- Oil pressure: Reads differential pressure between
forward sump supply and TGB vent pressure.
- Oil temperature: Reads scavenge oil temperature

at the scavenge filter.
- Oil quantity: Reads quantity (flight deck) from oil

tank transmitter. System also provides for a tank
visual indication.
- Filter clogging (scavenge): Senses scavenge filter

differential pressure.
- Low oil pressure: Senses differential pressure

between forward sump supply and TGB vent
pressure.
Purpose (1.B.b)
Indicating systems provide measurements of oil quantity, oil
pressure and oil temperature. Warning lights also provide a
low oil pressure warning and oil filter bypass warning. The
condition of the engine oil system and the performance of
associated engine components are determined by visual
indication of these systems in the flight compartment.
Page 32
EFFECTIVITY
ALL 79-20-00 Oct 95
AGB
MAIN OIL/FUEL HEAT

EXCHANGER
SCAVENGE OIL TANK

FILTER
LUBRICATION
UNIT
VISUAL OIL LEVEL
DARK COLOR
NO SERVICING REQUIRED
LIGHT COLOR
OIL
PRESS.
OIL
FILTER
ADD OIL
OIL SYSTEM MONITORING

Page 33
EFFECTIVITY
ALL 79-20-00 Oct 95
VISUAL CLOGGING INDICATORS
Purpose (1.B.b)
The visual clogging indicators provide a visual indication
of impending filter bypass.
Location (2.A.b)
The oil supply filter and the oil scavenge filter are both
equipped with visual clogging indicators.
Page 34
EFFECTIVITY
ALL 79-20-00 Oct 95
HYDRAULIC
PISTON
FILTER
UPSTREAM
NORMAL
PRESSURE
(RESET)
UPSTREAM
PRESSURE
BYPASS
ARMED
PLUNGER
INSPECTION
CUP
CLOGGED FILTER
(POPPED OUT)
TRIPPED
PLUNGER
CLOGGING
INDICATOR
CLOGGING INDICATORS CROSS SECTION

Page 35
EFFECTIVITY
ALL 79-20-00 Oct 95
OIL SYSTEM SERVICING
Description (2.D.b)
This section contains information for filling of oil,
changing of oil, and flushing the engines oil system.
When servicing the oil system apply the general

guidelines shown below.
EFFECTIVITY Page 36
ALL 12-13-11 Oct 95
OIL SERVICING GUIDELINES
FLUSH THE OIL SYSTEM IF FUMES INDICATE A MIXTURE OF FUEL AND OIL
OR SYSTEM IS CONTAMINATED
OIL CAN BE CHANGED THROUGH SERVICING
DO NOT MIX TYPE 1 AND TYPE 2 OILS
DRAIN AND FLUSH SYSTEM IF CHANGING FROM TYPE 1 TO TYPE 2 OIL
DO NOT SERVICE WITH UNAPPROVED BRANDS
WAIT AT LEAST 5 BUT NO MORE THAN 30 MINUTES BEFORE SERVICING
Page 37
EFFECTIVITY
ALL 12-13-11 Oct 95
Description
After open the oil tank access door do a check of the oil
quantity sight gage. The sight gage for the oil tank
shows a bright view when the oil level falls below the
gage. It shows a black view when the oil level is higher
than the gage. The indication of a black view shows that
a sufficient quantity of oil is in the tank for airplane
dispatch. A sufficient quantity is more than 2.5 U.S.
gallons (9.5 liters), or more than 60% full, as shown on
the pilots' center instrument panel.
If the indication of a bright view is showing through the

sight gage then the oil tank requires servicing. The sight
gage does not give an indication that the oil tank is full or
empty.
EFFECTIVITY Page 38
ALL 12-13-11 Oct 95
BRIGHT IMAGE BLACK IMAGE
OIL TANK OIL TANK

INCIDENT LIGHT
15o 15o
REFLECTED LIGHT
VIEW PORT VIEW PORT
SIGHT GLASS SIGHT GLASS
INSUFFICIENT OIL LEVEL SUFFICIENT OIL LEVEL
OIL SIGHT GLASS LEVEL INDICATION

Page 39
EFFECTIVITY
ALL 12-13-11 Oct 95
Description
Filling of the oil tank can be accomplished by one of two
procedures:
- gravity fill method
- remote fill method.
When you gravity fill the oil tank add oil to the fill port and
stop just before the oil level reaches the overflow port.
EFFECTIVITY Page 40
ALL 12-13-11 Oct 95
FILLER CAP
HANDLE IN THE
OPEN POSITION
FILLER CAP
SCUPPER
HANDLE IN THE OVERFLOW
CLOSED POSITION PORT
LOCKING PINS
3 POSITIONS
LOCKING PINS TO
THE FILLER CAP
ARE NOT ENGAGED
OIL TANK SERVICING (GRAVITY FILL METHOD)

Page 41
EFFECTIVITY
ALL 12-13-11 Oct 95
Description
When servicing the oil system by the remote fill method
use a clear plastic hose attached to the overflow
coupling. This will give you a visual indication that the
tank is full. Once oil is visible out the overflow hose stop
servicing. Wait until the oil stops flowing from the
overflow drain line before disconnecting. If the overflow
drain line is removed before flow stops over servicing of
the oil tank can occur. Always check couplings after
completion of servicing to insure that no leakage is
present. A lightly wet surface, not sufficient to make one
drop, is permitted.
EFFECTIVITY Page 42
ALL 12-13-11 Oct 95
REMOTE OIL
FILL COUPLING
REMOTE OIL FILL

OVERFLOW COUPLING
OIL TANK SERVICING (REMOTE FILL METHOD)

Page 43
EFFECTIVITY
ALL 12-13-11 Oct 95
CHANGING ENGINE OIL
Description (2.D.b)
When the changing of oil is required both gravity and
pressure methods can be used. Also a drain adapter
856A2506 may be required to drain the oil tank. After
the oil is drained service the system with new oil.
If a change from one brand of approved oil to another

brand of approved oil is required, draining is not
necessary and this may be accomplished through normal
servicing. However, do not mix brands of oil on a regular
basis as this can lead to contamination due to chemical
incapabilities between oils.
Page 44
EFFECTIVITY
ALL 12-13-11 Oct 95
OIL TANK
O-RING
MAGNETIC DRAIN PLUG
LOCKING PIN
DRAIN ADAPTER
CHANGING OIL - DRAIN PLUG AND ADAPTER

Page 45
EFFECTIVITY
ALL 12-13-11 Oct 95
CHANGING ENGINE OIL
Description
After changing the oil, drain the accessory gearbox.
Then operate the engine and do a check for leaks in
accordance with Test #3 Leak Check - Idle Power as
indicated in the maintenance manual.
EFFECTIVITY Page 46
ALL Oct 95
SCAVENGE OIL FILTER
ACCESSORY GEARBOX
DRAIN PLUG
ACCESSORY GEARBOX
CHANGING OIL - AGB DRAIN
EFFECTIVITY Page 47
ALL Oct 95
FLUSHING THE OIL SYSTEM
Description (2.D.b)
If contamination is suspected of entering the oil system
then a system flush can be performed.
When flushing the oil system keep the old O-rings, they
can be used while flushing the system. In addition half
the oil tank capacity is a sufficient quantity of oil to flush
the system.
A summary of the procedure is given below.
EFFECTIVITY Page 48
ALL 12-13-11 Oct 95
OIL SYSTEM FLUSH SUMMARY
STEP 1: CHANGE THE OIL.
STEP 2: RUN ENGINE AT IDLE FOR TEN MINUTES.
STEP 3: CHANGE THE OIL.
STEP 4: INSPECT THE MCD'S.
STEP 5: REPLACE THE SUPPLY AND SCAVENGE FILTERS.
STEP 6: RUN AT IDLE FOR TEN MINUTES.
STEP 7: SERVICE THE OIL SYSTEM.
STEP 8: INSPECT THE SUPPLY AND SCAVENGE FILTER ELEMENTS.
STEP 9: RUN ENGINE AT IDLE FOR TEN MINUTES.
STEP 10: CHECK OIL FOR FUEL.
STEP 11: REMOVE, CLEAN, AND INSPECT MCD'S.
STEP 12: CHECK SUPPLY AND SCAVENGE FILTER ELEMENTS.
STEP 13: SERVICE OIL SYSTEM.
Page 49
EFFECTIVITY
ALL 12-13-11 Oct 95
EFFECTIVITY Page 50
ALL 79-00-00 Oct 95
POWER PLANT ADJUSTMENT AND TEST

Objectives:
.... state the purpose of the power plant adjustments and tests of the CFM56-3/3B/3C engine (3.B.x).
.... describe the power plant adjustments and tests of the CFM56-3/3B/3C engine (3.E.x).
Page 1
EFFECTIVITY
ALL 71-00-00 Oct 95
POWER PLANT - ADJUSTMENT/TEST
Purpose (3.B.a)
Provide information to conduct the necessary tests to
make sure that the engine operates correctly after
replacement of a line component.
The tests go from those with no engine run to those with

a MEC trim or a vibration survey check.
The tests have numbers for positive identification:
Test No. Title of the Test
1. Pneumatic Leak Test

2. Engine Motoring
3. Leak Check - Idle Power
4. Idle Speed Check
5. Power Assurance Check
6. MEC Trim
7. Vibration Survey
8. Accel/Decel Check
9. Replacement Engine Test (Pretested)
10. Replacement Engine Test (Untested)
11. T2/Compressor Inlet Temperature
(CIT) Sensor Test
The chart below shows the line replaceable components

and the applicable test required after replacement.
EFFECTIVITY Page 2
ALL 71-00-00 Oct 95
POWER PLANT TEST REFERENCE TABLE (EXAMPLE)
COMPONENT REPAIRED OR REPLACED NECESSARY TEST
Basic Engine Components

Fan Rotor Blades 7
Fuel Pump Drive Seal 6
N2 Rotor Rotation Drive Pad Seal 3
Engine Fuel System Components

Fuel Pump Fuel Filter Cartridge 6
Servo Fuel Heater 3
Fuel Nozzle 3
Main Engine Control (MEC) 6
CIT Sensor 3
CBP Sensor/Filter 3
Ignition System Components

Ignition exciter System Test (74-00-00/501)
Ignition Lead System Test (74-00-00/501)
Igniter Plug System Test (74-00-00/501)
Bleed and Air Control Systems Components

Variable Stator Vane (VSV) Actuator 3, 8
VSV Feedback Cable 8
Bleed Valve Fuel Gear Motor 3
VBV Feedback Cable 8
Page 3
EFFECTIVITY
ALL 71-00-00 Oct 95
TEST NO. 1 - PNEUMATIC LEAK TEST
Purpose (3.B.a)
Referencing 36-11-05/501, Engine Bleed Air Distribution
System this procedure will have maintenance personnel
examining these pneumatic ducts for a leak:
- Starter duct (up to the start valve).
- 5th and 9th stage ducts (up to the bleed air check
valve and the high stage valve).
- Anti-ice duct on the inlet cowl (up to the Thermal

Anti-ice (TAI) valve).
EFFECTIVITY Page 4
ALL 71-00-00 Oct 95
PRESSURE
REGULATING AND
STARTER AIR DUCT SHUTOFF VALVE
TAI DUCT
(PRSOV)
HIGH PRESSURE
TURBINE (HPT)-LPT
COOLING AIR TUBE
9TH-STAGE HPT-LPT COOLING

5TH-STAGE DUCT AIR TUBE
DUCT
LEFT SIDE
5TH-STAGE
PRSOV DUCT TAI DUCT
HPT-LPT COOLING
AIR TUBE
HPT SHROUD MANIFOLD

9TH-STAGE
AIR TUBE
HPT-LPT DUCT HPT
HIGH CLEARANCE 9TH-STAGE BLEED
COOLING AIR
STAGE CONTROL AIR TUBE
TUBE
BLEED AIR VALVE
VALVE (HPTCCV)
RIGHT SIDE
ENGINE PNEUMATIC DUCTING

Page 5
EFFECTIVITY
ALL 71-00-00 Oct 95
TEST NO. 2 - ENGINE MOTORING Examine the applicable component or system when you
motor the engine.
Purpose (3.B.a) - Make sure that the component or system operates
The engine motoring procedure can be used for any correctly.
operation requiring engine rotation by starter only.
- Make sure that there is no leakage.
Maintenance Tasks (3.E.a)
Motoring can be performed in dry mode (no fuel
introduced into the combustor) or wet mode (fuel
introduced into the combustor) as desired.
Dry motoring will determine that the engine rotates freely,

that instruments function properly, and that the starter
meets requirements for a successful start. Dry motoring
can also be used to check the lube system after
maintenance , cool the engine down for borescope
inspection, or to clear residual fuel that may have
accumulated in the combustion chamber or low section
of the turbine casing.
Wet motoring is only used to depreserve the fuel system

after storage.
Following starter limitations as outlined in the Boeing 737

maintenance manual do the dry or wet motor procedure,
as it is necessary for the required test (reference 71-00-
00/201).
EFFECTIVITY Page 6
ALL 71-00-00 Oct 95
REASONS FOR DRY MOTORING REASONS FOR WET MOTORING
DETERMINE FREE ROTATION OF DEPRESERVATION OF THE FUEL

ENGINE. SYSTEM.
PROPER FUNCTION OF
INSTRUMENTATION.
PROPER STARTER FUNCTION.
CHECK LUBE SYSTEM AFTER

MAINTENANCE.
COOL ENGINE FOR BORESCOPE

INSPECTION.
CLEAR RESIDUAL FUEL FORM

COMBUSTION CHAMBER.
ENGINE MOTORING
Page 7
EFFECTIVITY
ALL 71-00-00 Oct 95
TEST NO. 3 - LEAK CHECK - IDLE POWER
Purpose (3.B.a)
The idle leak checks test for the following correct engine
operation:
- The connections do not have a leak.
- The operational noise is correct.
- All of the engine-related instruments have the

correct indications.

Do a visual leak check, if you disconnected the engine
tubes during the maintenance procedure (and you did not
do a static pressure check).
The following pages show the key areas to check.
EFFECTIVITY Page 8
ALL 71-00-00 Oct 95
Page 9
EFFECTIVITY
ALL 71-00-00 Oct 95
Maintenance Tasks
Check for evidence of fuel leakage from fuel manifold
and fuel drain manifold on engine core.
Check for evidence of internal fuel leaks, indicated as

fuel dripping from fuel drain lines (refer to 71-71-00 I/C
for allowable leakage and corrective action).
EFFECTIVITY Page 10
ALL 71-00-00 Oct 95
SEE A FUEL NOZZLE FORWARD

(20 PLACES)
FUEL SUPPLY
SHROUD
DRAIN
MANIFOLD
SEE B
FUEL NOTE: ENGINE BUILDUP EQUIPMENT

MANIFOLD NOT SHOWN FOR CLARITY
FUEL SUPPLY AND A
MANIFOLD
SHROUD DRAIN
HPTCCV DRAIN AND RIGHT
VSV ACTUATOR SEAL AND
SHROUD DRAIN
LEFT VSV ACTUATOR
SEAL AND SHROUD
DRAIN CIT SENSOR SHROUD DRAIN
FUEL PUMP
PAD DRAIN
MEC SHAFT
DRAIN
VBV FUEL
GEAR MOTOR
SEAL DRAIN
MAIN OIL/FUEL
MEC CASING HEAT
DRAIN EXCHANGER
FORWARD FUEL DRAIN LINES DRAIN
ENGINE FUEL SYSTEM LEAK CHECK

Page 11
EFFECTIVITY
ALL 71-00-00 Oct 95
Maintenance Tasks
Examine the following oil system plumbing for damage
and/or leaks:
- Main oil/fuel heat exchanger (1).
- Servo fuel heater (2).
- "Oil in" tube (3) from scavenge oil filter (13) to servo
fuel heater (2).
- "Oil out" tube (4) from servo fuel heater (2) to oil
tank (14).
EFFECTIVITY Page 12
ALL 71-00-00 Oct 95
2
SEE A
1 3
SEE B
SEE C
ENGINE OIL SYSTEM PLUMBING AND LEAK CHECK

Page 13
EFFECTIVITY
ALL 71-00-00 Oct 95
TEST NO. 3 - LEAK CHECK - IDLE POWER - Oil tank magnetic drain plug (15).
Maintenance Tasks - Aft sump scavenge tube (19) from aft sump to
Examine the following oil system plumbing for damage lubrication unit (7) via 6 o'clock strut.
and/or leaks:
- Scavenge oil filter (13). - Forward sump scavenge tube (18) from forward
sump to lubrication unit (7).
- Oil supply filter (9).
- AGB scavenge tube (17) from AGB to lubrication
- Magnetic chip detectors (8). unit (7).
- Lubrication unit (7). - Lube supply tube (16) from oil tank (14) to
lubrication unit (7).
- Forward sump oil supply tube (5) from lubrication
unit (7) to forward sump and TGB.
- Aft sump oil supply tube (6) from lubrication unit (7)
to aft sump via 6 o'clock strut.
- AGB oil supply tube (11) from lubrication unit (7) to

AGB.
- Scavenge oil filter inlet tube (10) from lubrication

unit (7) to scavenge oil filter (13).
- TGB scavenge tube (12) from TGB to AGB.
- Oil tank (14).
EFFECTIVITY Page 14
ALL 71-00-00 Oct 95
3
5
13 4
12
14
11 15
10 9 19 18
8
7
B 16
8
17
C
ENGINE OIL SYSTEM PLUMBING AND LEAK CHECK

Page 15
EFFECTIVITY
ALL 71-00-00 Oct 95
Maintenance Tasks
Check CIT sensor shroud drain tube for evidence of fuel
leakage. If found, replace CIT sensor (73-21-02).
EFFECTIVITY Page 16
ALL 71-00-00 Oct 95
SEE B
SEE A
CIT SENSOR
SHROUD DRAIN
FWD
A
CIT SENSOR TUBING CHECK

Page 17
EFFECTIVITY
ALL 71-00-00 Oct 95
Maintenance Tasks
Visually examine accessible CIT sensor tubing on fan
case and engine core for the following:
- Evidence of fuel leaks.
- Cracks.
- Dents.
- Collapsed sections.
- Wear through.
- Kinks.
- Loose Fittings.
EFFECTIVITY Page 18
ALL 71-00-00 Oct 95
CIT SENSOR
FUEL
MEC TUBES
CIT SENSOR
FUEL TUBES
FWD
B
CIT SENSOR TUBING CHECK

Page 19
EFFECTIVITY
ALL 71-00-00 Oct 95
Maintenance Tasks
Examine T2.0 sensor element for damage or obstruction.
Examine the following:

- Sensor housing for cracks, nicks, dents, and
scratches.
- Mounting flanges for cracks, bending, and distortion.
- Capillary tube for kinks or breakage.
- Fuel tubes for leaks.
Refer to 73-21-09 I/C for serviceable limits and corrective

action.
EFFECTIVITY Page 20
ALL 71-00-00 Oct 95
T2 TEMPERATURE
SENSOR ELEMENT
SEE A
FORWARD
B
SEE B
SENSOR
HOUSING
MOUNTING
FLANGES FUEL TUBES
T2 TEMPERATURE
SENSOR ELEMENT
CAPILLARY
TUBE
INLET COWL
A FAN CASE
T2 TEMPERATURE SENSOR CHECK

Page 21
EFFECTIVITY
ALL 71-00-00 Oct 95
TEST NO. 4 - IDLE SPEED CHECK
Purpose (3.B.a)
The idle speed check makes sure that the %N2 RPM is
within the limits at both low and high idle.

If it is necessary, adjustments to the low or high idle are
made with the engine static on the MEC.
To get access to the adjustment for the high idle, you

must remove the adjustment for the low idle.
EFFECTIVITY Page 22
ALL 71-00-00 Oct 95

FOR HIGH IDLE SPEED
ADJUSTMENT
SEE B
FUEL
TAB SCREW
SEE A CONTROL
BOX POWER TRIM
ADJUSTMENT
SCREW FOR
O-RING
SPECIFIC GRAVITY
REPLACEMENT
ADJUSTMENT
SPECIFIC GRAVITY, LOW IDLE AND HIGH IDLE, AND POWER TRIM ADJUSTMENTS
Page 23
EFFECTIVITY
ALL 71-00-00 Oct 95
TEST NO. 4 - IDLE SPEED CHECK If the %N2 RPM stays in the limits, continue to the high
idle check.
Maintenance Tasks
The following is a summary of the low idle speed check. If the %N2 RPM does not stay in the limits, adjust the low
idle.
- Record the ambient air temperature (outside air
temperature [OAT]) and barometric pressure.
- Start the engine (reference 71-00-00/201).
- Make sure that all of the bleed air and electrical

loads are off.
- Let the engine operation become stable at the low

idle.
- Make sure that the %N2 RPM stays in the limits for
the OAT and barometric pressure.
Specific MEC part numbers require that no adjustments

be made to low idle at temperatures of 40°F (4°C) or
below or 16°F (-9°C) or below. A low idle adjustment
below these temperatures can cause an incorrect low
idle speed schedule. The idle RPM is controlled by a
governor in the MEC that is not adjustable (not by the
engine low idle speed schedule). Do a check of the low
idle speed, when it is possible, at a higher OAT than
these temperatures (reference 71-00-00 adjust/test for
more specific information).
EFFECTIVITY Page 24
ALL 71-00-00 Oct 95
HIGH IDLE SPEED

ADJUSTMENT (INSIDE PORT)
MEC
PREFORMED
PACKING
WASHER
(2 PLACES) SCREW
(2 PLACES)
LOW IDLE AND HIGH IDLE ADJUSTMENTS

Page 25
EFFECTIVITY
ALL 71-00-00 Oct 95
TEST NO. 4 - IDLE SPEED CHECK
Maintenance Tasks
The following is a summary of the high idle speed check.
- With the engine at the low idle (no airbleeds or

electrical loads), open the IDLE CONT circuit
breaker (flight idle solenoid) on the circuit breaker
panel, P6.
- Make sure that the %N2 RPM increases

approximately 10% and becomes stable at the
target %N2 RPM.
- If the %N2 RPM is not in the limits, adjust the high

idle.
EFFECTIVITY Page 26
ALL 71-00-00 Oct 95
HIGH IDLE SPEED

ADJUSTMENT (INSIDE PORT)
MEC
PREFORMED
PACKING
WASHER
(2 PLACES) SCREW
(2 PLACES)
LOW IDLE AND HIGH IDLE ADJUSTMENTS

Page 27
EFFECTIVITY
ALL 71-00-00 Oct 95
TEST NO. 5 - POWER ASSURANCE CHECK EGT and N1 below CFM56-3-B1 T/O power.
Purpose (3.B.a) You can use one of the three MPA fan speeds, however
The power assurance check is a good test for the do not exceed the engine operational limits, make sure to
performance analysis of the engine. The check should use the correct thrust rating, and think of the operating
not be used by itself for the acceptance or rejection of an thrust and the environment for the MPA fan speed you
engine. use.
This procedure may be used as a functional test to Use the power assurance check examples given in the
determine the general condition of an engine and as a maintenance manual to assist in calculating the EGT and
diagnostic for troubleshooting. This test gives an N2 margins.
indication of the engine ability to produce the necessary
T/O power within the EGT and N2 limits during a full rated There may be adjustments to the EGT and N2 margins
T/O on a hot day (corner point) environment. for engines equipped with a HPTCC timer, as well as
altitude and thrust level.
When you do this test as specified after maintenance, The power assurance check includes a T/O power
you must include a T/O power check to make sure the check.
engine and system are serviceable. If you wish to do a T/O power check only, use the
maintenance manual procedure for the T/O power check.
If you do Test No. 8 (Accel/Decel Check) after this test, it
is not necessary to do the T/O power check. It is recommended that you do Test No. 6 (MEC Trim)
before you do the MPA and/or T/O power check for these
The corrected fan speed used for the maximum thrust reasons:
rating is indicated in the chart below. - The MEC has not been trimmed.
See the MPA tables in the Boeing 737 maintenance - Faulty engine trim is suspected.
manual for the corrected fan speeds of 80% N1, 85% N1,
90% N1. The 90% N1 table where N1 is above the corner
point (30°C OAT) has been reduced to hold constant
EFFECTIVITY Page 28
ALL 71-00-00 Oct 95
MAXIMUM THRUST SEA LEVEL MAXIMUM CORRECTED

POUNDS *FAN SPEED (%N1K)
18,500 88.3
20,000 90.4
22,000 93.7
23,500 95.3
* From Boeing data, T/O power level, aircraft auto, PMC ON, standard day
MAXIMUM THRUST RATINGS

Page 29
EFFECTIVITY
ALL 71-00-00 Oct 95
TEST NO. 5 - POWER ASSURANCE CHECK timer sets itself at each engine shutdown if it was
activated in the previous test.
Maintenance Tasks
The following is a summary of the steps required to do a - Start the engine an let it become stable for five
power assurance test. Refer to the Boeing 737 minutes at low idle. (reference 71-00-00/201).
maintenance manual for more specific information.
- Record the ambient air temperature (outside air - Make sure that all the bleed air and electrical loads
temperature [OAT]) and barometric pressure. are off.
- Find and make a record of these values for the - Make sure the engine indications are in the correct
current OAT on the MPA table you use. ranges.
- The %N1 target
- Make sure the applicable PMC switch is in the ON
- The maximum EGT position, and the PMC INOP light is off.
- The maximum N2
- Crosswinds may have an effect on the engine

operation and cause the data to be less accurate. If
it is possible, park the airplane such that it is pointed
into the wind.
- On engines with the HPTCC timer, make sure you

deactivate the HPTCC timer (reference 75-24-02/
201). If you do not do this procedure, you can get
unsatisfactory HPT blade clearances.
You must do this procedure before each high power

test (N2 RPM more than 94%) or series of engine
tests (including both idle and high power tests). The
EFFECTIVITY Page 30
ALL 71-00-00 Oct 95
TEST NO. 5 - POWER ASSURANCE CHECK

MPA TEST TABLE - 90%N1 CORRECTED FAN SPEED
[*] Above 86°F (30°C), N1 is decreased to keep EGT constant.
Maximum EGT - °C Maximum %N2

%N1
OAT Target Thrust Rating - Pounds Engine Model
°F (°C) ±0.5% 18.5K 20K 22K 23.5K -3-B1 -3B-2 -3C-1
28 (-2) 87.5 812 788 748 745 95.9 95.3 94.6

30 (-1) 87.6 816 792 751 748 96.1 95.5 94.8
32 (0) 87.8 819 796 755 752 96.2 95.6 94.9
34 (1) 87.9 823 799 758 755 96.4 95.8 95.1
36 (2) 88.1 827 803 761 759 96.6 96.0 95.3
37 (3) 88.2 830 806 765 762 96.7 96.1 95.5
39 (4) 88.4 834 810 768 765 96.9 96.3 95.6
41 (5) 88.5 838 813 772 769 97.0 96.4 95.8
43 (6) 88.7 841 817 775 772 97.2 96.6 95.9
45 (7) 88.9 845 820 779 776 97.3 96.7 96.0
46 (8) 89.0 848 824 782 779 97.5 96.9 96.2
48 (9) 89.1 852 828 785 782 97.7 97.0 96.3
50 (10) 89.3 856 831 789 786 97.8 97.2 96.5
52 (11) 89.5 859 835 792 789 98.0 97.4 96.7
54 (12) 89.6 863 838 796 793 98.1 97.5 96.8
55 (13) 89.7 867 842 799 796 98.3 97.7 97.0
57 (14) 89.9 870 845 802 799 98.4 97.8 97.1
59 (15) 90.0 874 849 806 803 98.6 98.0 97.3
61 (16) 90.1 877 852 809 806 98.7 98.1 97.4
63 (17) 90.3 881 856 813 810 98.9 98.3 97.6
64 (18) 90.4 885 859 816 813 99.0 98.4 97.7
66 (19) 90.6 888 863 819 816 99.2 98.6 97.9
68 (20) 90.7 892 867 823 820 99.3 98.7 98.0
70 (21) 90.9 896 870 826 823 99.5 98.9 98.2
72 (22) 91.0 899 874 830 827 99.7 99.0 98.3
73 (23) 91.2 903 877 833 830 99.8 99.2 98.5
75 (24) 91.3 906 881 836 833 100.0 99.3 98.6
77 (25) 91.5 910 884 840 837 100.1 99.5 98.8
79 (26) 91.6 914 888 843 840 100.3 99.6 98.9
81 (27) 91.7 917 891 847 844 100.4 99.8 99.1
82 (28) 91.9 921 895 850 847 100.6 99.9 99.2
84 (29) 92.0 924 898 853 850 100.7 100.1 99.4
86 (30) 92.2 928 902 857 854 100.9 100.2 99.5
88 (31) 92.1 928 902 857 854 100.9 100.2 99.5
90 (32) 91.9 928 902 857 854 100.9 100.2 99.5
91 (33) 91.8 928 902 857 854 100.9 100.2 99.5
93 (34) 91.7 928 902 857 854 100.9 100.2 99.6
95 (35) 91.5 928 902 857 854 100.9 100.2 99.6
Page 31
EFFECTIVITY
ALL 71-00-00 Oct 95
TEST NO. 5 - POWER ASSURANCE CHECK between the N1 target and the N1 record that you found.
Maintenance Tasks For each 0.1 %N1 positive difference (N1 target more
- Move the forward thrust lever to the applicable than N1 record)
power position (N1 target) as found in the
maintenance manual charts. The tolerance is +0.5 - Add 1.0°C to the EGT record to get EGT
%N1. adjustment.
- Let the engine become stable without throttle - Add 0.045% to the N2 record to get N2 adjustment.
adjustments for a minimum of four minutes.
For each 0.1 %N1 negative difference (N1 target less than
- Make a record of the N1, N2 and EGT. N1 record)
- Slowly move the forward thrust lever to the idle - Subtract 1.0°C from the EGT record to get EGT
position. adjustment.
If the N1 record is different from the N1 target by more - Subtract 0.045% from the N2 record to get N2
than +0.5 %N1 tolerance, the test point should be done adjustment.
again.
Find if there is a positive or negative difference between

the N1 target and N1 record.
- If the N1 target is more than the N1 record, there is a

positive (+) difference.
- If the N1 target is less than the N1 record, there is a

negative (-) difference.
Adjust the EGT and N2 records using the difference
EFFECTIVITY Page 32
ALL 71-00-00 Oct 95
TEMPERATURE N1 TARGET N1 RECORDED DIFFERENCE EGT CORRECTION N2 CORRECTION
61O F (16O C) 90.1 89.8 +.3 1.0O C * 3 = +3.0O C 0.045% * 3 = +.135
82O F (28O C) 91.9 92.0 -.1 1.0O C * 1 = -1.0O C 0.045% * 1 = -.045
EGT AND N2 ADJUSTMENTS

Page 33
EFFECTIVITY
ALL 71-00-00 Oct 95
TEST NO. 5 - POWER ASSURANCE CHECK - Correct the problems you find, and repeat the MPA
test.
Maintenance Tasks
To find the N2 and EGT margins do the following: If the initial MPA test was done under cold engine
- N2 margin = N2 maximum - N2 adjustment conditions, a second test would be a more satisfactory
indication of the engine condition.
- EGT margin = EGT maximum - EGT adjustment
Many conditions have an effect on the accuracy of the
Adjust the EGT and N2 margins for these effects: MPA test, thus the MPA test should not be used by itself
- On engines equipped with a HPTCC Timer for the acceptance or rejection of an engine.
operated at 22,000 pounds thrust or less, increase
the EGT margin by 17°C. If the power assurance check is specified as necessary
for after maintenance, do the T/O power check.
- On engines with ratings of 20,000 pounds thrust or
less that operate at an altitude of 4000 feet or - If no more tests or corrections are necessary,
above, decrease the EGT margin by 44°C. shutdown the engine and return the aircraft to
normal configuration.
- If an engine is operated with a rerated thrust use the
table to find the adjustment for N2.
If the EGT or N2 margins are more than the maximum

limits:
- shutdown the engine and troubleshoot for cause.
- Do a check of the N2 (ref. 77-12-00/501) and/or the

EGT (ref. 77-21-00/501) indication system.
- Do a borescope inspection of the engine (reference

71-00-00/601).
EFFECTIVITY Page 34
ALL 71-00-00 Oct 95
Thrust Rating CFM56-3-B1 CFM56-3-B2 CFM56-3C-1
20,000 +0.6% +0.6%

18,500 +0.7% +1.3%
ADJUSTMENT FOR N2
Page 35
EFFECTIVITY
ALL 71-00-00 Oct 95
TEST NO. 5 - POWER ASSURANCE CHECK - Move the forward thrust lever to the static T/O N1.
Maintenance Tasks - Make sure the engine accelerates smoothly.

The following is a summary of the steps required to do
to do the T/O power check. Refer to the Boeing 737 - Let the engine become stable and make sure the
maintenance manual for more specific information. engine instrumentation indications are in the
operation ranges.
- If not already done, record the ambient air
temperature (outside air temperature [OAT]) and - Move the forward thrust lever to the idle position.
barometric pressure.
- Make sure the engine decelerates smoothly and is
- On engines with the HPTCC timer, make sure you stable at idle.
201). If you do not do this procedure, you can get - If no more tests or corrections are necessary,
unsatisfactory HPT blade clearances. shutdown the engine.

timer sets itself at each engine shutdown if it was
- Start the engine an let it become stable for five

minutes at low idle. (reference 71-00-00/201).
- Make sure that all the bleed air and electrical loads
are off.
- Make sure the engine indications are in the correct

ranges.
EFFECTIVITY Page 36
ALL 71-00-00 Oct 95
Page 37
EFFECTIVITY
ALL 71-00-00 Oct 95
TEST NO. 6 - MEC TRIM In the maintenance manual information for the specific
gravity adjustment is in a different paragraph from the
Purpose (3.B.a) trim adjustment. This will help in tests where only the
This test gives the checks that you must do after a MEC specific gravity adjustment is necessary.
replacement.
Engine trim changes with the relative wind direction and
Maintenance Tasks (3.E.a) velocity. Therefore, do not adjust it when the wind
Do this test for the conditions that follow: direction and velocity are more than limits stated in the
- If you think that you have incorrect engine trim Boeing 737 maintenance manual (reference 71-00-00/
201).
- The Power Plant Test Reference Table tells you to
do this test after a component replacement.
This test gives the instructions for the specific gravity

adjustment and the trim adjustment for part power.
It also includes the following checks:
- The travel check and the static rig check for the
VSV and VBV feedback cable.
- The gain check of the PLA transducer.
- The travel test for the engine control system.
- The idle leak check.
- The idle speed check.
- The power assurance check (optional).
- The accel/decel check.
EFFECTIVITY Page 38
ALL 71-00-00 Oct 95
A MEC TRIM CHECK INCLUDES THE FOLLOWING

TRAVEL CHECK FOR VSV AND VBV FEEDBACK SYSTEMS
STATIC RIG CHECK FOR VSV AND VBV SYSTEMS
PLA GAIN CHECK
TRAVEL TEST FOR ENGINE CONTROL SYSTEM
IDLE LEAK CHECK (TEST NO. 3)
IDLE SPEED CHECK (TEST NO. 4)
POWER ASSURANCE CHECK (TEST NO. 5) - OPTIONAL
ACCEL/DECEL CHECK (TEST NO. 8)
MEC TRIM CHECK

Page 39
EFFECTIVITY
ALL 71-00-00 Oct 95
TEST NO. 6 - MEC TRIM
Maintenance Tasks
The following is a summary of the steps required to
prepare for the MEC trim. Refer to the Boeing 737
maintenance manual for more specific information
- Make sure that the autothrottle PLA synchro is
correct. Adjust it if it is necessary (reference 22-31-
111/501).
- Make sure that the specific gravity position is

correct.
Note: Use the specific gravity adjustment only to make

the correct adjustment for the type of fuel. Do not adjust
it to change or correct the engine performance for a
different problem. Incorrect adjustment can cause
unsatisfactory engine performance.
If you change to a different fuel type, you must change

the specific gravity position on the MEC. On a flight leg
with more than one type of fuel, no specific gravity
adjustment of the MEC is necessary.
Make sure that the specific gravity position for the type of
fuel agrees with the table.
EFFECTIVITY Page 40
ALL 71-00-00 Oct 95
MEC FUEL
SEE A CONTROL
BOX
SPECIFIC
GRAVITY
ADJUSTER
MAIN ENGINE CONTROL (MEC) - BOTTOM VIEW
A
FUEL SPECIFIC GRAVITY SETTING
JET A, JET A1, JP-1, JP-5, JP-8 0.82

JET B, JP-4 0.77
CAUTION: SPECIFIC GRAVITY ADJUSTMENT IS ONLY TO ESTABLISH PROPER SETTING FOR

TYPE OF FUEL BEING USED. DO NOT ADJUST SPECIFIC GRAVITY AS AN ATTEMPT
TO CHANGE OR CORRECT ENGINE PERFORMANCE FOR ANY OTHER REASON.
MEC SPECIFIC GRAVITY SETTING CHECK

Page 41
EFFECTIVITY
ALL 71-00-00 Oct 95
TEST NO. 6 - MEC TRIM - Do the travel test for the engine control system
(reference 76-11-00/501).
Maintenance Tasks
Viewing bottom of MEC, check setting of specific gravity - Do the idle leak check (reference Test No. 3).
adjuster, and compare to specification for fuel type.
- If required, adjust the specific gravity setting. - Do the idle speed check (reference Test No. 4).


- Do the travel check for the VSV feedback cable and

the static rig check (reference 75-31-02/501).
- Do the travel check for the VBV feedback cable and

the static rig check (reference 75-32-05/501).
- Make sure that the specific gravity position is

correct. Adjust it if it is necessary.
- Do the gain check of the PLA transducer (reference

73-21-00/501).
EFFECTIVITY Page 42
ALL 71-00-00 Oct 95
Page 43
EFFECTIVITY
ALL 71-00-00 Oct 95

- Let the engine become stable for a minimum of
Maintenance Tasks one minute.
The following is a summary of the steps required to do a
Part power trim check: - Make sure that the %N2 RPM is in the limits for the
- Put the part power rig pin (C76001-2) through the current OAT and barometric pressure.
part power rig pin hole. The rig pin hole aligns with
the hole marked "P" at the fuel control box this
position relates to 92.5° PLA. There are two
possible installation methods ( cowl closed or cowl
open).

- Start the engine and let it become stable for five

- Make sure that all the bleed air and electrical loads
are off.

ranges.
- Make sure the applicable PMC switch is in the ON

position, and the PMC INOP light is off.
- Move the forward thrust lever against the part power

stop (92.5° PLA).
EFFECTIVITY Page 44
ALL 71-00-00 Oct 95
FAN COWL PANELS WITHOUT

PART POWER RIG PIN HOLE
FAN COWL PANELS WITH

PART POWER RIG PIN HOLE
MEC PART
CSD ACCESS DOOR (REF) R P POWER
PART POWER 1
RIG PIN
RED WARNING STRIPE (REF) RIG PIN HOLE
SEE B
SEE A
RE
MO
PART-POWER RIG PIN
VE
LEFT FAN
BE
PART POWER COWL PANEL
FO
RIG PIN FUEL
RE
RE
CONTROL
MO
SEE B
FL
BOX
VE
IG
BE
HT
WARNING
FO
1
RE
RIG PIN STREAMER

A
FL
IG
HT
PART POWER RIG PIN

(EXAMPLE)
B
PART POWER RIG PIN INSTALLATION

Page 45
EFFECTIVITY
ALL 71-00-00 Oct 95
Maintenance Tasks
- Look at the PART POWER (P-P) PMC OFF (%N2)
trim data listed in the maintenance manual
(reference 71-00-01/201).
Note: There are numerous trim table configurations. The

Boeing 737 maintenance manual may or may not contain
all of these configurations. To avoid looking up incorrect
data insure that the effectivity block of the trim table
matches the configuration of the engine you are testing
.
- Make sure that the MEC power trim is
+0.5/-0.5 %N2 of the %N2 trim target.
If it is necessary, do an engine shutdown and adjust the

MEC power trim.
Note: Adjust the MEC power trim to +0/-0.5 %N2 of the

%N2 trim target. One full turn is approximately equal to a
1.2% change in the N2 RPM, clockwise to increase RPM,
counterclockwise to decrease RPM.
EFFECTIVITY Page 46
ALL 71-00-00 Oct 95
OAT o F BAROMETER (INCHES OF MERCURY)

POWER SETTING
( oC ) 31.0 30.5 30.0 29.5 29.0 28.5 28.0 27.5 27.0 26.5
LOW IDLE (%N2) 60.8 60.8 60.8 60.9 61.0 61.1 61.2 61.3 61.4 61.5
HIGH IDLE (%N2) 69.9 69.9 69.9 70.0 70.2 70.3 70.5 70.6 70.7 70.8
60 P-P PMC OFF (%N2) 88.9 89.1 89.3 89.5 89.7 89.9 90.1 90.3 90.4 90.6
(16) P-P PMC ON (%N1) 71.9 72.1 72.4 72.7 73.0 73.2 73.5 73.8 74.1 74.3
STATIC T.O. PMC ON/OFF (%N1) 90.5 90.9 91.3 91.7 92.1 92.4 92.8 93.3 93.7 94.3
ACCEL CHECK TARGET (%N1) 88.6 89.1 89.5 90.0 90.4 90.8 91.2 91.6 92.1 92.6
LOW IDLE (%N2) 60.9 60.9 60.9 61.0 61.1 61.2 61.3 61.4 61.5 61.6
HIGH IDLE (%N2) 70.0 70.0 70.0 70.1 70.3 70.5 70.6 70.8 70.9 71.0
62 P-P PMC OFF (%N2) 89.1 89.3 89.5 89.7 89.9 90.1 90.3 90.4 90.6 90.8
(17) P-P PMC ON (%N1) 72.0 72.3 72.6 72.8 73.1 73.4 73.7 73.9 74.2 74.5
LOW IDLE (%N2) 61.0 61.0 61.0 61.1 61.2 61.3 61.4 61.6 61.7 61.8
HIGH IDLE (%N2) 70.2 70.2 70.2 70.3 70.4 70.6 70.8 70.9 71.0 71.1
64 P-P PMC OFF (%N2) 89.2 89.5 89.7 89.9 90.1 90.3 90.5 90.6 90.9 90.9
(18) P-P PMC ON (%N1) 72.2 72.4 72.7 73.0 73.3 73.5 73.8 74.1 74.3 74.6
PART POWER TRIM CHART - PMC OFF

Page 47
EFFECTIVITY
ALL 71-00-00 Oct 95
Maintenance Tasks
- With the engine stable at the %N2 RPM target, push
the PMC switch to the ON position. Make sure that
the PMC INOP light goes out.

two minutes.
- Make sure that the %N2 RPM is in the limits for the
current OAT and barometric pressure.
- Look at the PART POWER (P-P) PMC ON (%N1)

trim data listed in the maintenance manual
(reference 71-00-01/201).
Note: If the %N1 RPM is not in the limits, start the

troubleshooting (reference 71-00-42/101) for a possible
PMC malfunction.
- Do the power assurance check (reference Test No.

5) (performance of this check is optional).
- Do the accel/decel check (reference Test No. 8).
EFFECTIVITY Page 48
ALL 71-00-00 Oct 95

POWER SETTING
( oC ) 31.0 30.5 30.0 29.5 29.0 28.5 28.0 27.5 27.0 26.5
LOW IDLE (%N2) 60.8 60.8 60.8 60.9 61.0 61.1 61.2 61.3 61.4 61.5
HIGH IDLE (%N2) 69.9 69.9 69.9 70.0 70.2 70.3 70.5 70.6 70.7 70.8
60 P-P PMC OFF (%N2) 88.9 89.1 89.3 89.5 89.7 89.9 90.1 90.3 90.4 90.6
(16) P-P PMC ON (%N1) 71.9 72.1 72.4 72.7 73.0 73.2 73.5 73.8 74.1 74.3
LOW IDLE (%N2) 60.9 60.9 60.9 61.0 61.1 61.2 61.3 61.4 61.5 61.6
HIGH IDLE (%N2) 70.0 70.0 70.0 70.1 70.3 70.5 70.6 70.8 70.9 71.0
62 P-P PMC OFF (%N2) 89.1 89.3 89.5 89.7 89.9 90.1 90.3 90.4 90.6 90.8
(17) P-P PMC ON (%N1) 72.0 72.3 72.6 72.8 73.1 73.4 73.7 73.9 74.2 74.5
LOW IDLE (%N2) 61.0 61.0 61.0 61.1 61.2 61.3 61.4 61.6 61.7 61.8
HIGH IDLE (%N2) 70.2 70.2 70.2 70.3 70.4 70.6 70.8 70.9 71.0 71.1
64 P-P PMC OFF (%N2) 89.2 89.5 89.7 89.9 90.1 90.3 90.5 90.6 90.9 90.9
(18) P-P PMC ON (%N1) 72.2 72.4 72.7 73.0 73.3 73.5 73.8 74.1 74.3 74.6
PART POWER TRIM CHART - PMC ON

Page 49
EFFECTIVITY
ALL 71-00-00 Oct 95
TEST NO. 7 - VIBRATION SURVEY
Purpose (3.B.a)
This test gives the necessary data to make sure that the
engine vibration stays within permitted levels.

This test is applied after a component replacement as it
is specified in the Power Plant Test Reference Table.
Use the vibration survey with the troubleshooting.
If the vibration levels are above the permitted levels,

install the test equipment to isolate the source of the
vibration.
Note: If the test equipment is not available, maximum

engine vibration levels can be determined by
interrogating the AVM history data.
EFFECTIVITY Page 50
ALL 71-00-00 Oct 95
ELECTRONIC
EQUIPMENT
RACK, E1
SHELF 1
SEE C
DIGITAL DIGITAL
SEE A SEE B ANALOG ANALOG
ADAPTER ADAPTER
NO. 1 NO. 2
(REF) (REF)
TEST SHELF 2
EQUIPMENT
UNIT A
ENGINE VIBRATION ISOLATION TEST EQUIPMENT

Page 51
EFFECTIVITY
ALL 71-00-00 Oct 95
TEST NO. 7 - VIBRATION SURVEY PMC ON/OFF trim data (reference 71-00-01/201).
Maintenance Tasks - If it is available, install the test equipment for the

The following is a summary of the steps required to do a engine vibration isolation.
vibration survey. Refer to the Boeing 737 maintenance
manual for more specific information. - Start the engine an let it become stable for two
- On engines with the HPTCC timer, make sure you minutes at low idle. (reference 71-00-00/201).
201). If you do not do this procedure, you can get - Make sure that all the bleed air and electrical loads
unsatisfactory HPT blade clearances. are off.
You must do this procedure before each high power - Make sure the engine indications are in the correct
test (N2 RPM more than 94%) or series of engine ranges.
timer sets itself at each engine shutdown if it was - Move the forward thrust lever (within 20 to 30
activated in the previous test. seconds) to the 80 +2 %N1 RPM.
Note: Operate the CFM56-3-B1 engines at CFM56-3B-2 - Let the engine become stable for a minimum of
power positions in this procedure only. The continuous seven minutes (this allows thermal stabilization of
operation of the CFM56-3-B1 engines at the CFM56-3B-2 the engine and ensures accurate vibration
T/O power positions will cause engine performance readings).
deterioration.
- Move the forward thrust lever (within 20 to 30
- Record the ambient air temperature (outside air seconds) to the idle position.
- Let the engine become stable at the low idle for a
- Find and make a record of the T/O power position minimum of 30 seconds.
for the current OAT and barometric pressure.
- Using the appropriate table lookup the STATIC T/O
EFFECTIVITY Page 52
ALL 71-00-00 Oct 95
NOTE: ON SOME AIRPLANES, YOU WILL FIND THE

TEST AVM SIGNAL CONDITIONER ON SHELF 3
EQUIPMENT
UNIT
VIB
AVM SIGNAL LO
W
RA
TIO
PR
NI
CONDITIONER FA
N
ES
SU
RE CO
MM
SO
LA
ON TIO
HI
GH
NS
WI
B HP
T
PR
ES
SU
RE
TC
H
C
SELECTOR
SWITCH
ENGINE VIBRATION ISOLATION TEST EQUIPMENT

Page 53
EFFECTIVITY
ALL 71-00-00 Oct 95
TEST NO. 7 - VIBRATION SURVEY - Increase the engine speed to the % RPM where you
found the highest engine vibration.
Maintenance Tasks
- Slowly move the forward thrust lever (at a constant - Let the engine become stable for two minutes at
rate, that takes approximately two minutes to each point (if more than one).
accelerate) from the stable idle to the static T/O
power position in your records. - Make a record of all of the high vibration points that
you found during the engine acceleration.
Note: The rate of the acceleration/deceleration must be
sufficiently slow (approximately two minutes) for you to On Aircraft systems using AVM S360N021-100/-201 a
find a vibration maximum. mean vibration reading of less than 2.5 units is
acceptable. For all other AVM systems a mean vibration
- Monitoring the applicable engine VIBRATION reading of less than 3.0 units is acceptable.
indicator make a record of the N1 and N2% RPM,
where vibration maximums occur.
- Let the engine become stable at the static T/O

power position for 30 seconds.
- Slowly move the forward thrust lever (at a constant

rate, that takes approximately two minutes to
decelerate) from the stable static T/O power
position to the low idle.
- Again monitoring the applicable engine VIBRATION

indicator make a record of the N1 and N2% RPM,
where vibration peaks occur.
- Let the engine become stable at the low idle.
EFFECTIVITY Page 54
ALL 71-00-00 Oct 95
4
5
3
2
0
11
VIB
VIBRATION INDICATOR
Page 55
EFFECTIVITY
ALL 71-00-00 Oct 95
TEST NO. 7 - VIBRATION SURVEY - If no more tests or corrections are necessary,

shutdown the engine and return the aircraft to
Maintenance Tasks normal configuration.
To determine the source of the vibration do the following:
- Turn the selector switch on the isolation test - If you installed it, remove the test equipment for the
equipment to find the source of the vibration engine vibration isolation.
indications above the limits.
- You can also examine the history data in the AVM

signal conditioner. You will find the AVM signal
conditioner in the EE bay area (reference 77-31-00/
201).
Do the test again for all of the high vibration points that
you found (if there are more than one) during the engine
acceleration.
Do a dynamic fan rotor trim balance (reference 72-31-00/

501), if you find that one of the following conditions is the
source of the high vibration:
- The high vibration is in the N1 rotor only (FAN and/
or LPT).
- The high vibration is in the N1 rotor (FAN and/or

LPT) and the N2 rotor (HPC and HPT).
- If you find the high vibrations only in the N2 rotor

(HPC and/or HPT) and they are more than 3.0 units,
then replace the engine (reference 71-00-02/401).
EFFECTIVITY Page 56
ALL 71-00-00 Oct 95
VIBRATION ISOLATION SWITCH
COMMON
LOW PRESSURE HIGH PRESSURE
COMPRESSOR COMPRESSOR
FAN HPT
VIBRATION ISOLATION
Page 57
EFFECTIVITY
ALL 71-00-00 Oct 95
TEST NO. 8 - ACCEL/DECEL CHECK Using the current OAT, barometric pressure, and the
appropriate trim table from the Boeing 737 maintenance
Purpose (3.B.a) manual, find and make a record of the following:
This procedure makes sure of a smooth accel/decel - STATIC T/O PMC ON/OFF N1
operation with no stalls or flameouts.
- ACCEL CHECK TARGET N1
You will do the check first with the PMC on, and then with
the PMC off.
The following is a summary of the steps required to do

an accel/decel check. Refer to the Boeing 737
maintenance manual for more specific information.


EFFECTIVITY Page 58
ALL 71-00-00 Oct 95

POWER SETTING
( oC ) 31.0 30.5 30.0 29.5 29.0 28.5 28.0 27.5 27.0 26.5
LOW IDLE (%N2) 60.8 60.8 60.8 60.9 61.0 61.1 61.2 61.3 61.4 61.5
HIGH IDLE (%N2) 69.9 69.9 69.9 70.0 70.2 70.3 70.5 70.6 70.7 70.8
60 P-P PMC OFF (%N2) 88.9 89.1 89.3 89.5 89.7 89.9 90.1 90.3 90.4 90.6
(16) P-P PMC ON (%N1) 71.9 72.1 72.4 72.7 73.0 73.2 73.5 73.8 74.1 74.3
LOW IDLE (%N2) 60.9 60.9 60.9 61.0 61.1 61.2 61.3 61.4 61.5 61.6
HIGH IDLE (%N2) 70.0 70.0 70.0 70.1 70.3 70.5 70.6 70.8 70.9 71.0
62 P-P PMC OFF (%N2) 89.1 89.3 89.5 89.7 89.9 90.1 90.3 90.4 90.6 90.8
(17) P-P PMC ON (%N1) 72.0 72.3 72.6 72.8 73.1 73.4 73.7 73.9 74.2 74.5
LOW IDLE (%N2) 61.0 61.0 61.0 61.1 61.2 61.3 61.4 61.6 61.7 61.8
HIGH IDLE (%N2) 70.2 70.2 70.2 70.3 70.4 70.6 70.8 70.9 71.0 71.1
64 P-P PMC OFF (%N2) 89.2 89.5 89.7 89.9 90.1 90.3 90.5 90.6 90.9 90.9
(18) P-P PMC ON (%N1) 72.2 72.4 72.7 73.0 73.3 73.5 73.8 74.1 74.3 74.6
PART POWER TRIM CHART - STATIC T/O AND ACCEL CHECK TARGET (%N1)
Page 59
EFFECTIVITY
ALL 71-00-00 Oct 95
TEST NO. 8 - ACCEL/DECEL CHECK - Move the forward thrust lever to the idle position.
Maintenance Tasks - Let the engine become stable for a minimum of

- Start the engine an let it become stable for two 15 seconds.
- Quickly move the forward thrust lever (in one
- Make sure that all the bleed air and electrical loads second or less) from idle to the full throttle position
are off. measuring and making a record of the time it takes
the engine RPM to accelerate to the accel check
- Open the applicable IDLE CONT circuit breaker on target N1.
the P6 panel and check that N2% is within limits for
high idle. - Quickly move the forward thrust lever (within
one to two seconds) to the idle position making sure
- Make sure the engine indications are in the correct that the engine decelerates smoothly and becomes
ranges. stable at idle.
- Make sure the applicable PMC switch is in the ON - No flameout or compressor surge (stall) should
position, and the PMC INOP light is off. occur.
- Manually set the N1 reference/target bug on the

applicable N1 indicator to the accel check target N1.
- Move the forward thrust lever to the static T/O N1.

15 seconds.

ranges.
EFFECTIVITY Page 60
ALL 71-00-00 Oct 95
Page 61
EFFECTIVITY
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TEST NO. 8 - ACCEL/DECEL CHECK
Maintenance Tasks
Make sure that the acceleration time from your records is
not more than 7.4 seconds.
If the engine uses more than 7.4 seconds in the

acceleration, do the steps that follow:
- Do the accel/decel check again.
- Make sure that you let the engine become stable at

the accel check start N1 before the fast acceleration.
- If the acceleration time is more than 7.4 seconds,

start troubleshooting (reference 71-00-42/101).
If no troubleshooting is necessary repeat the accel/decel

check with the applicable PMC switch (located on the
pilots' aft overhead panel, P5) in the off position.
- If no more tests or corrections are necessary,

shutdown the engine and return the aircraft to
normal configuration.
EFFECTIVITY Page 62
ALL 71-00-00 Oct 95
ACCEL CHECK
TARGET N1%
HIGH IDLE N1%
7.4
SECONDS
0 1 2 3 4 5 6 7 8 9 10
TIME - SECONDS
ACCEL/DECEL CHECK
Page 63
EFFECTIVITY
ALL 71-00-00 Oct 95
TEST NO. 9/10 - REPLACEMENT ENGINE TESTS
Purpose and Interface (3.B.a)

This test provides necessary data after a new installation
of a replacement engine.

Test No. 9 Replacement Engine Test (Pretested) is
performed if the replacement engine has completed one
of the tests that follow:
- The test occurred in an approved test cell with the
vibration isolators on the engine mount.
- The engine operated satisfactorily with the vibration

isolators on the engine mount before the installation.
If you do not have a replacement (pretested) engine, then

you must do the procedures in Test No. 10 Replacement
Engine Test (Untested).
EFFECTIVITY Page 64
ALL 71-00-00 Oct 95
ENGINE REPLACEMENT
Page 65
EFFECTIVITY
ALL 71-00-00 Oct 95
TEST NO. 11 - T2 /CIT SENSOR TEST - Stop the engine (reference 71-00-00/201).
Purpose (3.B.a) - Using the T2 /T2.5 (CIT) sensor limit data from the
This test provides data for troubleshooting of the T2 or chart find the correct sensor limits for the outside air
T2.5 (CIT) sensors for incorrect operation. temperature. Compare the gage values with the
correct limits and determine the condition of the
Maintenance Tasks (3.E.a) sensors.
For the test, you use the ambient air temperature,
operate the engine at low idle and read the pressure - If the T2.5 (CIT) sensor is out of the limits, replace
differentials across the T2 and CIT sensors. the T2.5 (CIT) sensor (reference 73-21-02/401).
The condition of the sensors is found when you compare - If the T2 sensor is out of the limits, replace the T2
the measured pressure differentials to the usual pressure sensor (reference 73-21-09/401).
differentials for the air temperature.
- If the sensors are in the limits, continue with this
The following is a summary of the steps required to procedure.
perform a test of the T2 or T2.5 (CIT) sensors. Refer to
the Boeing 737 maintenance manual for more specific - Remove the FIT/CIT sensor tester 856A1357.
information.
- Install the FIT/CIT sensor tester 856A1357. - Do Test No. 3 - idle leak check (ref. 71-00-00/501).
- Get and write down the ambient air temperature in

the shade of the airplane.
- Start and operate the engine at low idle (reference

71-00-00/201).
- Read the gages on the sensor tester and make a

record.
EFFECTIVITY Page 66
ALL 71-00-00 Oct 95
AMBIENT AIR T2 CIT AMBIENT AIR T2 CIT

TEMPERATURE P7-PB P6-PB TEMPERATURE P7-PB P6-PB
°F (°C) PSID PSID °F (°C) PSID PSID
-40 (-40) 48-68 29-49 42 (06) 90-110 59-79

-38 (-39) 50-70 30-50 44 (07) 91-111 60-80
-36 (-38) 51-71 31-51 46 (08) 92-112 60-80
-34 (-37) 52-72 32-52 48 (09) 93-113 61-81
-32 (-36) 53-73 32-52 50 (10) 94-114 62-82
-30 (-34) 54-74 33-53 52 (11) 95-115 62-82
-28 (-33) 55-75 34-54 54 (12) 96-116 63-83
-26 (-32) 56-76 34-54 56 (13) 97-117 64-84
-24 (-31) 57-77 35-55 58 (14) 98-118 65-85
-22 (-30) 58-78 35-55 60 (16) 99-119 65-85
-20 (-29) 59-79 36-56 62 (17) 100-120 66-86
-18 (-28) 60-80 37-57 64 (18) 101-121 67-87
-16 (-27) 61-81 38-58 66 (19) 102-122 67-87
-14 (-26) 62-82 39-59 68 (20) 102-123 68-88
-12 (-24) 63-83 39-59 70 (21) 104-124 69-89
-10 (-23) 64-84 40-60 72 (22) 105-125 70-90
-08 (-22) 65-85 41-61 74 (23) 106-126 70-90
-06 (-21) 66-86 41-61 76 (24) 107-127 71-91
-04 (-20) 67-87 42-62 78 (26) 108-128 72-92
-02 (-19) 68-88 43-63 80 (27) 109-129 73-93
0 (-18) 69-89 43-63 82 (28) 110-130 73-93
02 (-17) 70-90 44-64 84 (29) 111-131 74-94
04 (-16) 71-91 45-65 86 (30) 112-132 74-94
06 (-14) 72-92 46-66 88 (31) 113-133 75-95
08 (-13) 73-93 47-67 90 (32) 114-134 76-96
10 (-12) 74-94 47-67 92 (33) 115-135 77-97
12 (-11) 75-95 48-68 94 (34) 116-136 78-98
14 (-10) 76-96 48-68 96 (36) 117-137 79-99
16 (-09) 77-97 49-69 98 (37) 118-138 79-99
18 (-08) 78-98 50-70 100 (38) 119-139 80-100
20 (-07) 79-99 51-71 102 (39) 120-140 81-101
22 (-06) 80-100 51-71 104 (40) 121-141 82-102
24 (-04) 81-101 52-72 106 (41) 122-142 82-102
26 (-03) 82-102 53-73 108 (42) 123-143 83-103
28 (-02) 83-103 54-74 110 (43) 124-144 84-104
30 (-01) 84-104 54-74 112 (44) 125-145 85-105
32 (0) 85-105 55-75 114 (46) 126-146 85-105
34 (01) 86-106 56-76 116 (47) 127-147 86-106
36 (02) 87-107 57-77 118 (48) 128-148 87-107
38 (03) 88-108 57-77 120 (49) 129-149 87-107
40 (04) 89-109 58-78
TEST NO. 11 - T2/T2.5 (CIT) SENSOR TEST LIMITS

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EFFECTIVITY Page 68
ALL 71-00-00 Oct 95
BASIC TROUBLESHOOTING
Objectives:
.... state the purpose of troubleshooting the CFM56-3/3B/3C engine (3.B.x).
.... recall the basic systematic process used when troubleshooting a CFM563/3B/3C engine (3.F.x).
.... recall analyzing hints used when troubleshooting a CFM563/3B/3C engine (3.F.x).
.... identify selected operational problems associated with the CFM56-3/3B/3C engine (3.F.x).
Page 1
EFFECTIVITY
ALL 71-00-40 Oct 95
INTRODUCTION - All applicable airplane/engine operating procedures

were accomplished.
Purpose (3.B.a)
Troubleshooting is the systematic process of identifying a - The airplane is on the ground, it has been shut down
faulty element in an otherwise functional system and in accordance with normal operating procedures and
determining the actions necessary to restore the system to all power is off.
an operational condition.
- Fault was accurately described.
Troubleshooting (3.F.a)
Troubleshooting begins with recognition and documentation All warnings, cautions and operating limitations associated
of the problem. Precise documentation is essential to with power plant maintenance and operation must be
isolation of the fault with a minimum expenditure of time and observed during troubleshooting.
effort.
Generally, electrical wiring is considered to be satisfactory.
The Boeing 737 maintenance manual provides information The location of the wiring, its environment, exposure to
for troubleshooting procedures that are in the form of flow possible damage and experienced failure rate will be
charts. These flow charts contain troubleshooting steps and factors in determining the need for electrical circuit checks.
corrective actions in a recommended sequence based on
probability of component failure and ease of performing
checks required.
In addition to following the maintenance manual charts

troubleshooting procedures should be based on the
following assumptions:
- Double failures do not exist.
- The faulty system was fully operational prior to the

fault indication with all equipment properly installed.
- All relevant circuit breakers were checked.

Page 2
EFFECTIVITY
ALL 71-00-40 Oct 95
THROTTLE STAGGER
YES
1 VISUALLY EXAMINE ENGINE INLET 41 REPAIR/REPLACE THE ENGINE
AND EXHAUST AREAS FOR OBVIOUS (71-00-02/401 AS NECESSARY.
SIGNS OF DAMAGE. IF FOD IS FOUND, REFER TO
IS FOD AND/OR METAL PARTICLES BIRD STRIKE/FOD TROUBLE
FOUND? SHOOTING (71-00-47/101
YES
3 ON ALL EXCEPT DLH 43 REPLACE THE P5-68 ENGINE
AIRPLANES, MODULE ON THE P5 AFT OVERHEAD
DISCONNECT PLUG D3010 FROM J4 PANEL (73-21-12/401)
RECEPTACLE ON PMC.
IS THERE CONTINUITY BETWEEN
PLUG SOCKETS 7 AND 8?
ON DLH AIRPLANES,
CONTINUE ON TO BLOCK 5.
NO
5 EXAMINE THRUST LEVER TO 45 ADJUST THRUST CONTROL
FUEL CONTROL BOX ADJUSTMENT PUSH-PULL CABLE (76-11-00/
(76-11-00/501). 501
IS THRUST LEVER TRAVEL/
ALIGNMENT OK?
YES
SEE SHEET 2
BLOCK (7)
MAINTENANCE MANUAL FAULT CHART

Page 3
EFFECTIVITY
ALL 71-00-42 Oct 95
TROUBLESHOOTING FAULT CHARTS observation only (opening of fan cowls or fan duct cowl
and thrust reverser halves for access may be required).
Troubleshooting (3.F.a) Engine checks are more complex and may require test
In the Boeing 737 Maintenance manual, powerplant equipment, engine operation, and/or removal of
troubleshooting is separated into several major sections components to accomplish.
(see chart below).
Troubleshooting tips may be included in the section
Each section contains a listing of trouble symptoms introduction to describe typical problems to the mechanic
associated with the section. Each listed symptom or technician, and to alert of specific pitfalls that may be
includes a reference to the troubleshooting chart and encountered.
block within the chart to begin troubleshooting for the
particular problem.
Troubleshooting charts are provided for major symptoms

and each chart is given a figure number. Component
location illustrations and schematic diagrams are also
provided where essential to support troubleshooting.
Prerequisites are provided to assure that the system is in

the required mode, including the power required and
identification of the circuit breakers which need to be
closed ("in"), to perform the procedure. Time consuming
operations such as engine operation are noted.
Visual check (71-00-58) and engine check (71-00-59)

sections provide details for checks that appear
repeatedly within troubleshooting charts or that have a
degree of complexity requiring a detailed procedure or
specific illustrations to accomplish. Visual checks are
those checks which may be accomplished by visual
Page 4
EFFECTIVITY
ALL 71-00-40 Oct 95
STARTING AND IDLE 71-00-41

POWER AND ENGINE RESPONSE 71-00-42
SURGE (STALL) 71-00-43
OIL SYSTEM 71-00-44
FUEL SYSTEM 71-00-46
MISCELLANEOUS OBSERVED PROBLEMS
(VIBRATION, FOD, ETC.) 71-00-47
ENGINE CONTROLS 71-00-49
T/R 71-00-50
FUEL INDICATING 71-00-53
ENGINE INDICATING 71-00-54
OIL INDICATING 71-00-55
VISUAL CHECKS 71-00-58
ENGINE CHECKS 71-00-59
BOEING 737-300/400/500 MAINTENANCE MANUAL TROUBLESHOOTING SECTIONS

Page 5
EFFECTIVITY
ALL 71-00-40 Oct 95
TROUBLESHOOTING HINTS VSV position.
Troubleshooting (3.F.a) If the VSV's are too far closed, then N2% will tend to shift
EGT is the primary indicator for monitoring engine upward. This is caused by the fact that the N2% must
health. A gradual deterioration of EGT is considered increase to produce the same N1%. Often this is first
normal and can be expected on all turbine engines. detected on a hot day/full power takeoff and N1% cannot
be obtained because either the N2% reaches its limit or
An EGT shift of 10 to 15°C can be expected due to the throttle stop is encountered.
compressor or turbine damage, after FOD or DOD
ingestion, turbine stator leakage, shroud to turbine tip If the VSV's are too far open, then N2% will tend to shift
damage, or blockage of the turbine cooling system. downward. These type of shift could be attributed to a
These problems should be reported to maintenance for CIT sensor failure.
monitoring or corrective action.
If a trending of the D N2% shows an erratic scatter then
Large EGT shifts of 25 to 30°C or more are indicative of the possibility of a sticking feedback cable could exist.
greater compressor or turbine damage. Some examples
would be HPT damage caused by liberated pieces of the Fuel flow (Wf) trending by itself is not a good parameter
combustion chamber or bearing failure, etc. to use for troubleshooting, but may be helpful when used
in conjunction with EGT and N2%.
Instrumentation failures are always a possibility and
other parameters should be checked prior to major Verify the problem first and use the on-board computers,
decision making. Generally, EGT shifts or trends flight recorders, maintenance manuals, etc. to help track
downward are an indication of a faulty instrument or down the problem.
instrumentation system.
A trending of N2% is a good indication of VSV

positioning. Since VSV's are initially set on the ground,
and N2% gages are not error free and are sometimes
hard to read, D N2% is not used for absolute reading of
Page 6
EFFECTIVITY
ALL OEB 600 Oct 95
*******************************************************************************************
**** Aircraft Data Engine Performance Trending ****
**** (ADEPT) ****
**** ****
**** Version 10.1 PC12/93 ****
**** Copyright 1993 by GE Aircraft Engines ****
**** All Rights Reserved ****
*******************************************************************************************
REPORT ID: CRDATA GE ENGINE CONDITION MONITORING PROGRAM

CRUISE PERFORMANCE DATA - MOST RECE
----------------------CU
AIRCRAFT AIRCRAFT ENG SERIAL ENGINE INSTALL N1 THRUST
ID TYPE POS NUMBER TYPE DATE MOD RATING
FGLZB A340-200 1 740183 CFM56-5C2 920101 3 -999
2 740135 CFM56-5C2 920101 1 -999
3 740136 CFM56-5C2 920101 3 -999
4 740140 CFM56-5C2 920101 2 -999
---------------------------------------------------------------FLIGHT DATA---------------------------------------
ENG A/C ISO
DATE/ BLD PK VLV OIL FUEL
GMT TAT ALT MACH 1234 123 LRC N1 PRES FLOW V
41692=1 -31.8 33000 .788 1111 0 79.42 46. 2826.
1706=2 79.41 51. 2844.
=3 79.42 43. 2824.
=4 79.42 44. 2879.
42092=1 -32.0 39020. .812 1111 0 87.77 -55. 3025 -
141=2 87.77 -55. 3115
=3 87.77 -55. 3020 -
=4 87.78 -55. 3097 -
EXAMPLE - CRUISE TREND DATA REPORT

Page 7
EFFECTIVITY
ALL OEB 600 Oct 95
N1 MISMATCH DURING IDLE DESCENT combination of engine operating line on the low side of its
tolerance band (more efficient engine) and a deceleration
Troubleshooting (3.F.a) fuel flow (Wf) schedule on the high side of its tolerance
Not all conditions are faults. CFMI has received a band can result in the "high" idle condition at high
number of reports from CFM56-3 operators experiencing altitudes and airspeeds.
engine-to-engine N1 differences of up to 15% during
descent with the throttles on the idle stop. The greatest With an efficient HPC, the fuel control deceleration
difference occurs at the top of descent at high altitudes schedule may intersect the steady state operating line.
and airspeeds. The amount of mismatch gradually At the intersection point, the decel schedule results in a
becomes less as altitude and airspeed decrease. The N1 fuel flow which is exactly that required for the engine to
mismatch usually disappears by the time the aircraft operate steady state at that rotor speed. In order to
descends to 10,000 feet. decelerate, the engine requires a further reduction in fuel
flow, but this cannot be achieved because the fuel control
This N1 mismatch during idle descent is caused by a will not schedule fuel flow below the decel limit. As the
lower operating line on some engines; i. e. the engine is airplane descends and slows to a lower airspeed, the
more efficient, so less fuel flow (Wf) is required to steady state operating line moves up (i.e., the engine
maintain minimum idle N1 and N2 speeds. On these requires higher fuel flow for a given steady state rotor
engines at high altitudes and airspeeds, the scheduled speed). The intersection of the decel schedule and the
deceleration fuel flow (Wf) is sufficient to maintain N1 and operating line moves down to a lower rotor speed and
N2 speeds higher than minimum idle. As the airplane eventually the engine spools down to idle. The engine
descends and/or slows down, the engines require more parameter mismatch during idle descent is a
fuel to operate (engines less efficient due to operating consequence of a high efficiency engine.
line moving up), so N1 and N2 decelerate towards idle.
The mismatch in N1 during idle descent is a normal
The condition does not exist on all engine and (MEC) engine characteristic. The condition will gradually
combinations, but may occur on one or more engines on diminish with normal engine deterioration over time.
a given airplane. The engine steady state operating line
varies due to engine component efficiencies, and the
deceleration fuel flow (Wf) schedule varies somewhat
because of dimensional tolerances within the MEC. A
Page 8
EFFECTIVITY
ALL OEB303 Oct 95
STEADY STATE
OPERATING LINE
DECELERATION
SCHEDULE
FUEL FLOW
Ps 3 ENGINE A
ENGINE B
N2
N1 MISMATCH DURING DESCENT

Page 9
EFFECTIVITY
ALL OEB303 Oct 95
AIRCRAFT RUMBLE DURING IDLE DESCENT aircraft descent profile is such that the conditions
associated with descent idle rumble are present for a
Troubleshooting (3.F.a) greater portion of the descent.
Descent idle rumble can be characterized as a sudden
onset of a perceived vibration while descending with a Operator experience and recent flight testing indicates
stabilized idle setting (no thrust lever movement) the descent idle rumble can be reduced/eliminated by a
between 15,000 and 9,000 feet. The vibration has been slight increase in engine RPM.
reported over a very narrow engine speed range
(typically 68-74% N2 or 30-35% N1) and is most
pronounced in the cockpit floor but it has also been
heard by flight crews on occasion. The onset of the
vibration is not reflected on the Aircraft Vibration
Monitoring (AVM) indicator. In addition, the vibration is
not necessarily repeatable flight-to-flight nor is it always
reproducible on the ground.
Investigation into the cause of descent idle rumble

indicates the phenomenon is the result of a low
amplitude non-synchronous engine vibration which
occurs at low high pressure rotor axial loads and is
transmitted into the airframe. This condition occurs at
descent idle thrust settings and is a normal engine
characteristic which has no impact on engine or airframe
structural integrity.
Although this phenomenon has been observed since the

beginning of the 737-300 program, in the past, the
engine RPM at which the rumble occurs were in a range
where the engine did not operate for extended periods of
time. Since the deletion of minimum idle in flight, the
Page 10
EFFECTIVITY
ALL OEB304 Oct 95
Page 11
EFFECTIVITY
ALL OEB304 Oct 95
HOT START
A hot start is indicated by an abnormally rapid EGT rate
of rise after lightoff. The EGT will exceed limits if the
start is not discontinued in time. By monitoring fuel flow
(Wf) and EGT, a hot start can be anticipated and
discontinued before limits are exceeded.
The chart below shows the relationship between the

amount of temperature during a hot start and the amount
of time the overtemperature exists. This relationship will
determine the type of inspection or corrective action that
must occur following a hot start.
Page 12
EFFECTIVITY
ALL 71-00-41 Oct 95
800
790
780
B C
770
760
750
740
A
EGT (°C)
730
725
720
D
NORMAL START
0 10 20 30 40 50 60
TIME - SECONDS
EGT OVERTEMPERATURE CHART (STARTING)

Page 13
EFFECTIVITY
ALL 71-00-41 Oct 95
SLOW/HUNG START
A slow/hung start occurs when following lightoff the
engine displays and abnormally slow acceleration and
RPM stabilization below idle. A hung start may be the
result of fuel scheduling being too lean or too rich. A
lean hung start is associated with low fuel flow (Wf) and a
proportionally low EGT. A rich condition can be
recognized by a high fuel flow (Wf), an EGT rise which
may tend to develop into an overtemperature condition
and possibly a rotating compressor stall.
Page 14
EFFECTIVITY
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LEAN HUNG START RICH HUNG START
LEAN FUEL SCHEDULE RICH FUEL SCHEDULE
LOW EGT HIGH EGT
POSSIBLE OVERTEMPERATURE
POSSSIBLE STALL
SLOW/HUNG START CONDITIONS

Page 15
EFFECTIVITY
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SLOW/DIFFERENTIAL ENGINE ACCELERATION

FROM LOW IDLE
CFM56-3 series engines can exhibit differential
acceleration times from low idle, which can affect T/O
operation.
Investigations reveal that for both production and in-

service engines, variation in acceleration time from low
idle can be exhibited. Above 40% N1, the engines
accelerate with little variation. Tests of field engines
have identified a phenomenon that can contribute to on-
wing differential acceleration. The graph below depicts
the relationship between the engine operating line and
the MEC acceleration schedule. The operating line
represents the fuel/air ratio required to maintain a
steady-state speed, and is not scheduled. An engine's
operating line is affected by engine health, engine
thermal conditions, VSV tracking, pneumatic bleed, etc.
It therefore differs from one engine to the next, and for a
given engine can change as the engine accumulates
time. Slow accelerating engines exhibit an upward
migration of the low speed steady-state operating line
toward the fixed acceleration schedule. This reduces the
acceleration margin and causes these engines to
accelerate more slowly from low idle.
Page 16
EFFECTIVITY
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ACCEL SCHEDULE
ACCEL
MARGIN
NEW
ENGINE
FUEL FLOW ACCEL MARGIN STEADY-STATE

PS3K DETERIORATED ENGINE OPERATING LINE
NEW ENGINE
STEADY-STATE OPERATING
LINE DETERIORATED ENGINE
DECEL
SCHEDULE
LOW IDLE -40% N1
ACCELERATION MARGIN REPRESENTATION

Page 17
EFFECTIVITY
ALL 71-00-42 Oct 95
SLOW/DIFFERENTIAL ENGINE ACCELERATION Adjusting low idle to the upper tolerance improves
FROM LOW IDLE acceleration time as well. As with VSV dynamic rig, the
impact on acceleration times is more pronounced for
Troubleshooting engines with low speed operating line migration. CFMI and
Several procedures have been implemented by CFMI and Boeing have modified the MM tolerance for low idle to +3.0/
Boeing to minimize and control differential acceleration from -1.0% N2 (from +1.0/-1.0% N2) and high idle to +3.0/-0.7%
low idle. One of the changes recommended is the T/O N2 (from +0.7/-0.7% N2) to allow more flexibility in reducing
thrust lever set procedure. Previously, the procedure called on-wing engine-to-engine acceleration variation. This
for positioning the throttles to the vertical position (60-70% adjustment has also been successfully implemented in the
N1) and allowing the engines to stabilize prior to performing fleet, and is particularly appealing since the adjustment is
the final thrust lever set to T/O power. While this procedure relatively simple and quick.
helps reduce differential acceleration/thrust during T/O, a
thrust lever pause at a lower N1 minimizes the differential Specific gravity adjustments help to improve start and
acceleration/thrust during the initial thrust lever set (from acceleration times. Engines that have the 5th stage start
low idle to the pause speed). The revised procedure bleed valve system can adjust specific gravity from 0.82 to
recommends pausing at 40% N1, and provides a means to 0.78 as required. However, specific gravity adjustment
effectively control differential acceleration during the entire should be accomplished after all other troubleshooting and
T/O thrust lever set. The graph below depicts this corrective actions have been performed.
improvement.
A fault isolation procedure addressing engine differential
Also, opening VSV's within limits can improve engine acceleration was introduced into the Boeing MM (71-00-42)
acceleration characteristics, particularly on engines which in July 1989. As part of this troubleshooting procedure,
exhibit low speed operating line migration. A procedure for adjustments to the low and high idle speed and VSV
on-wing VSV dynamic rigging was introduced in April 1989. dynamic rigging may be performed on one or both engines
Special tooling is required to perform this procedure, which to minimize differential acceleration.
is available through CFMI (VSV Dynamic Rig Tool No.
856A1214 and 856A2001). Several operators have
successfully used this procedure to improve acceleration
times, in the start range as well as from low idle.
Page 18
EFFECTIVITY
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100 100
FASTER FASTER
ACCELERATING ACCELERATING
ENGINE ENGINE
80 80
N1 60 N1 60
THRUST
THRUST DIFFERENTIAL
DIFFERENTIAL
40 40
20 20
SLOWER SLOWER
ACCELERATING ACCELERATING
ENGINE ENGINE
TIME IN SECONDS TIME IN SECONDS

OLD 70% N1 PROCEDURE NEW 40% N1 PROCEDURE
CORRECTED CORE SPEED (N2K25)

Page 19
EFFECTIVITY
ALL 71-00-42 Oct 95

FROM LOW IDLE
Troubleshooting
CFMI has identified excessive wear of the HPT nozzle
W-seal as a strong contributor to low speed operating
line migration. Internal parasitic leakages past this seal
at low speeds causes the operating line to be higher.
Increased seal loading at higher speeds reduces the
parasitic leakages, therefore minimizing the impact on
higher speed operating line. S/B 72-555 was issued
October 10, 1990 to introduce a new T800 coated W-
seal. The coating of the W-seal was developed to
provide increased resistance to wear and cracking.
Finally, the CFM56-3 Workscope Planning Guide was

updated to provide refurbishment recommendations for
engines removed for slow acceleration.
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EFFECTIVITY
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EXTERNAL ("W") SEAL

SEE CONFIGURATIONS 1,2,&3
HIGH PRESSURE
TURBINE NOZZLE
ASSEMBLY WIDTH
CONFIGURATION 1
WIDTH
CONFIGURATION 3
CONFIGURATION 2
COATING COATING
COATING COATING AREA AREA
AREA AREA
HIGH PRESSURE TURBINE EXTERNAL ("W") SEAL

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SLOW/DIFFERENTIAL ENGINE ACCELERATION The first guideline was introduced into the Boeing MM
FROM LOW IDLE troubleshooting tree for differential acceleration in July
1990. The above procedure is carried out for both
Troubleshooting engines on the squawked airplane, and the acceleration
A procedure has been developed to evaluate engine times from low idle to 40% N1 compared. CFMI and
acceleration time during troubleshooting. It has been Boeing consider a difference of four seconds or less to
introduced into the Boeing MM (71-00-42). In general, be an acceptable guideline for terminating
the procedure is as follows: troubleshooting activity.
- Stabilize the test engine at low idle for a minimum of
three minutes. Some operators have stated that an absolute time
guideline from low idle to 40% N1 might be useful to their
- With no bleed or horsepower extraction, rapidly operations. For that reason, an acceleration time
advance the thrust lever in one second or less from guideline is established for engines that are squawked as
the idle stop to the vertical position. slow to accelerate from low idle. Based on engine test
data and field experience, an acceleration time of 13
- Record the time from the initial thrust lever seconds is considered acceptable for terminating
movement to 40% N1. troubleshooting activity. Commercial Engine Service
Memorandum 031 introduced the 13-second guideline.
- Return thrust lever to idle.
It is important to emphasize that adherence to the T/O
Note: Setting the thrust lever to the vertical position (60 thrust lever set procedure, which includes a thrust lever
to 70% N1) provides a smooth acceleration through the pause at 40% N1, will control the effects of differential
40% N1 test target. acceleration. Operators are strongly encouraged to
stress the benefits of this thrust lever pause to flight
Using this procedure, which provides a standard method crews.
of measuring engine acceleration time from low idle, two
guidelines for engine acceleration are available for use at
operator discretion. They are strictly guidelines to assist
maintenance personnel during troubleshooting, and are
not cause for engine removal.
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GUIDELINES/LIMITS FOR ACCELERATION TIME IN SECONDS
DIFFERENTIAL BETWEEN ENGINES 4.0 SECONDS
FROM LOW IDLE TO 40 % N1 13.0 SECONDS
GUIDELINES FOR TROUBLESHOOTING SLOW/DIFFERENTIAL ACCELERATION

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FROM LOW IDLE
Troubleshooting
A revised ground acceleration check (Test No. 8 Accel/
Decel Check, 71-00-00) was implemented in November
1994 to correlate ground accel times to in-flight
performance requirements. This check maintains a limit
of 7.4-seconds from high idle to 95% Fn. If this limit
cannot be met, troubleshooting must be initiated.
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GUIDELINES/LIMITS FOR ACCELERATION TIME IN SECONDS
FROM HIGH IDLE TO 95% THRUST 7.4 SECONDS *
*NOTE: THE 7.4 SECOND VALUE FOR HIGH

IDLE TO 95% FN IS CONSIDERED A LIMIT
AND NOT A GUIDELINE
LIMITS FOR TROUBLESHOOTING SLOW/DIFFERENTIAL ACCELERATION

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SLOW/DIFFERENTIAL ENGINE ACCELERATION In general, the low idle operating line for production
FROM LOW IDLE engines is 18-20 units. As this level increases,
approaching the acceleration schedule (nominally 25.5
Troubleshooting units), acceleration time is expected to increase. Based
Since upward migration of the engine operating line at on inbound engine tests, operating lines of 22.5 and
low engine speeds has been identified as a strong higher at low idle are more likely to be squawked for
contributor to increased acceleration time from low idle, acceleration problems.
evaluating the operating line of a given engine at low idle
can provide a means of better understanding an engine's
condition. CFMI has prepared a procedure for evaluating
the engine operating line at low idle. It can be readily
applied in the test cell, where all necessary parameters
(N2, fuel flow (Wf), CDP and T2.5) are accurately
instrumented. This procedure can be adapted for on-
wing use, although the result will not be as accurate as in
the instrumented test cell. The engine-mounted fuel
flowmeter is not highly accurate in the low flow ranges,
but is considered adequate for general operating line
assessment. The operating line is measured in terms of
(fuel flow (Wf)/CDP)k. A pressure gauge or transducer
can be installed in the CDP line - a 50 Pounds Per
Square Inch Absolute (psia) gauge/transducer is
recommended for low idle assessment, but cannot be
used for higher power operation. T2.5 can be estimated
from OAT and N1, as used in the VSV dynamic rig
procedure. For low idle assessment, T2.5 is
approximately 6°F (3.3°C) higher than ambient
temperature.
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SLOW/DIFFERENTIAL ENGINE ACCELERATION provides a means of accomplishing this on-wing.

FROM LOW IDLE Inspections of the pneumatic system/tubing can determine
whether air leaks are a factor.
Troubleshooting
Some contributors to upward operating line migration Knowing an engine's low idle operating line can be helpful
are: in understanding the condition of an engine and in general
- Engine health troubleshooting. For example:
- VSV scheduling If an engine written up for slow acceleration has a very high
operating line that is not the result of pneumatic system
- Pneumatic system leakages leakages, it may be more helpful to perform a VSV dynamic
rig than an MEC change. The VSV dynamic rig will lower
A Borescope Inspection (BSI), and review of such tools the engine operating line. A replacement MEC may track
as cruise trending (on-wing), engine history, and engine richer or leaner than the original MEC. It is therefore not
age can be helpful in understanding whether basic possible to predict whether an MEC change will result in
engine health may be a factor. However, some engines faster or slower engine acceleration.
exhibit high operating lines at idle without high EGT's at
T/O or cruise. Cruise trending is not an indicator of If an engine is squawked for slow acceleration from low idle,
engine health at low speed and should be used only as a yet has an operating line below approximately 22.0 units, it
general engine health indicator. is possible that acceleration fuel scheduling may be too
lean. This can be due to misadjusted Specific Gravity (SG),
VSV tracking has a very significant impact on the low speed loose/leaking CDP line, MEC lean shift, etc.
operating line. With VSV's tracking toward the closed side
of the tolerance band, the operating line will be higher;
likewise, with VSV's tracking toward the open side of the
tolerance band, the operating line will be lower. Several
cases of high operating line due solely to VSV tracking at
the closed tolerance have been experienced. In these
cases, opening VSV's brought the operating line and
acceleration time down. The VSV dynamic rig tooling
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CONTRIBUTORS TO
RECOMMENDED MAINTENANCE PRACTICES
OPERATIING LINE MIGRATION
ENGINE HEALTH BORESCOPE, CRUISE TREND AND ENGINE HISTORY
VSV SCHEDULING STATIC RIG CHECK AND PERFORMANCE TREND
PNEUMATIC SYSTEM LEAKAGE VISUAL INSPECTION OF PNEUMATIC SYSTEM
OPERATING LINE ASSESSMENT

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FROM LOW IDLE
Troubleshooting
The intent of this procedure provides a means of
assessing engine operating line at low idle.
To begin the procedure install a 50 psia pressure gauge/

transducer in the CDP line (near MEC). A 50 psia
transducer or gauge is adequate for low idle operating
line assessment ONLY. For speeds above low idle, a
higher range gauge/transducer would be required. The
procedure is as follows:
- Record OAT and Pamb.
- Start engine and stabilize at low idle with no

horsepower extraction and bleeds off for five
minutes.
- After stabilization, record N1, N2, EGT, fuel flow (Wf),

and CDP.
- Shut engine down and perform calculation for (Wf/

CDP)k.
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Q 25 = T2.5(°F) + 459.67 WHERE T2.5 = OAT + BOOSTER RISE

(REFER TO CHARTS IN VSV DYNAMIC RIG PROCEDURE)
518.67
Q 25 = T2.5 (°C) + 273.15

AT LOW, IDLE T2.5 = OAT (°F) + 6°F = OAT (°C) + 3.3°C
288.15
Q 25)-54
WF/CDPk = FF (PPH) X (Q
CDP (psia)
OPERATING LINE CALCULATION

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FROM LOW IDLE
Troubleshooting
CFM56-3 engine acceleration from low idle is expected
to vary from engine to engine. Upward migration of the
steady-state low speed operating line has been isolated
as a contributor to increasing the acceleration time for
some engines as time is accumulated.
CFMI recommends several programs which have been

developed to minimize and troubleshoot slow/differential
acceleration. (see chart below)
A procedure for measuring and evaluating the low idle

operating line is included to assist in understanding
engine characteristics and refine troubleshooting
techniques.
At shop level, the following are introduced:

- Coated HPT nozzle W-seal
- Workscope Planning Guide refurbishment

recommendations for slow acceleration engines
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REVISED T/O THROTTLE SET
VSV ON-WING DYNAMIC RIG
IDLE SPEED ADJUSTMENT
SPECIFIC GRAVITY ADJUSTMENT
DIFFERENTIAL ACCELERATION TROUBLESHOOTING TREE
ACCELERATION LIMIT AND GUIDELINES
CFMI RECOMMENDATIONS FOR SLOW/DIFFERENTIAL ACCELERATION

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STUDENT NOTES
FLAMEOUT
An engine flameout can be recognized by an immediate
decrease in EGT, N2, and fuel flow (Wf), followed closely by
a decrease in N1.
Investigate the cause of the flameout. If engine indications

prior to the flameout, and investigation following the
flameout do not reveal an engine malfunction or failure, a
restart may be made.
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CRZ
93.4 MAN SET 93.4
%RPM
12 00.3 0 12 00.3 0
10 83.4 2 10 83.4 2
8 00.5 4 8 00.5 4
6 6
N1
° C
007 005
658 656
009 007
EGT
%RPM
00.6 00.4
91.7 91.5
00.8 00.6
N2
6
0.06 0 x 1000
6
0.09 0
PULL
TO 5
5.07 1 5
5.00 1 PULL
TO
SET
N1 4
0.08 2 4
0.01 2 SET
N1
3 FF/FU 3
KPGH/KG
FUEL RESET
PUSH USED FUEL
USED
FLAMEOUT RECOGNITION
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N1 BLOOM occurred with the PMC OFF, no further troubleshooting is

necessary. If it is determined that the PMC was on, then
Troubleshooting (3.F.a) some type of failure has caused a saturation of the PMC's
N1 "bloom" past takeoff target N1 is characteristic of a PMC trim limits. The T/O N1 schedule is then the direct resultant
OFF takeoff throttleset. When the PMC is off, the engine is of the N2 (MEC) schedule.
controlled by the MEC, which schedules an N2K speed
corresponding approximately to a known N1K at steady
state. A throttle set for takeoff, however, results in a
transient (dynamic) response in N2 and N1. The MEC
accelerates N2 according to the acceleration fuel schedule
until N2K reaches the desired scheduled value for takeoff -
this N2K is then maintained by the MEC. The dynamic
response in N1, due to the transient changes in clearances
and component efficiencies, is a "bloom" past steady-state
N1 value by as much as 4-6% N1, prior to stabilizing at the
steady-state value. This bloom is typically several minutes
in duration.
Impacts of this condition include overboost of takeoff N1

(thrust), and increased EGT during the N1 bloom. The
increase in EGT (10-12oC per 1% sustained bloom during
the bloom only) results from efficiency and clearance
transients and does not represent a permanent loss of EGT
margin
Engine thrust deviations (from intent) and/or fluctuations

can be caused by one or more fault possibilities. The initial
factor in troubleshooting an N1 bloom report is to first
determine if the T/O was done with the PMC OFF. The
PMC is designed to prevent this N1 bloom. If the T/O
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Note 1: Airplane static.

Note 2: This plot represents general
characteristics only.
Note 3: Time = 0 corresponds to PLA
move to PMC off takeoff N2.
N1
N2
N1 (PMC OFF)
TAKEOFF N1 (PMC ON)

TARGET
N1
N2 (PMC OFF)
N2 (PMC ON)
TIME
N1 BLOOM - PROPERLY RIGGED SYSTEM

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N1 BLOOM
Anything which causes the PMC OFF N1 to be high at a
given N2 can cause N1 bloom during takeoff. With the N1
high at the MEC maintained N2, the PMC will require a
greater N2 down trim signal to the MEC, to the extent of
possibly running out of downtrim authority/capability
(saturation). The speeds in this situation may react similarly
to those shown below, with the possibility of an N1 bloom.
Variable geometry (VSVs & VBVs) operating off schedule,

causes such an N1/N2 shift. In this particular scenario,
either the VSVs are operating more open than design
intent, and/or the VBVs are operating further closed then
design intent. Anything which can impact the way the
variable geometry operates - hardware, rigging, CIT sensor,
MEC - is inspected/checked in the troubleshooting tree.
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PMC OFF PMC ON
N1 N1
N2 N2
N1 (VSV OPEN)
N1 (VSV OPEN)
TAKEOFF TAKEOFF
TARGET TARGET
N1 (VSV NORMAL) N1 (VSV NORMAL)
N1 N1 N2 (VSV NORMAL)
N2 (VSV NORMAL OR OPEN)
N2 (VSV OPEN)
SATURATION
IN DOWN TRIM
TIME TIME
N1 BLOOM - VSV'S TRACKING OPEN/OUT OF LIMITS
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N1 BLOOM
If the PMC is not operating, the resultant takeoff will behave
as the characteristic PMC OFF takeoff, with N1 bloom. The
troubleshooting tree incorporates two inspections which
could cause this scenario. First, the aircraft P5-68 cockpit
panel is checked for possible failure which causes the PMC
to be commanded off without illuminating the cockpit PMC
inop light. Secondly, the N2 alternator, which powers the
PMC, is checked for swelling of the alternator stator
grommet, which can intermittently interrupt power to the
PMC, again without PMC inop light illumination.
Note: Modifications to both the P5-68 panel and the

Control Alternator are available.
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N1 BLOOM
An engine which is improperly trimmed during the part
power trim test can result in an N1 bloom. In particular, if
the PMC off N2 is high out of limits, the engine system
may saturate in downtrim and be unable to fully eliminate
the total N1 bloom. For this reason, a part power trim test
is included in the troubleshooting tree.
The original trim authority incorporated into MECs and

PMCs was +/- 3.25% N2. However, with this
configuration, it was possible in some circumstances for
a properly functioning system to become fully saturated
in down trim during takeoff. Service bulletins 73-043
(PMC) and 73-048 (MEC) were introduced to increase
the trim authority to +3.85%/-5.1% N2, providing ample
downtrim margin to cover worst case stackups. In order
to obtain the benefit of increased torque motor authority,
both service bulletins must be incorporated.
The troubleshooting tree lists the MEC and PMC part

numbers which incorporate the increased trim authority.
If an engine is configured with old authority limits and is
experiencing N1 bloom, adjusting the PMC OFF N2 during
a part power trim run to the low side of the tolerance
band will maximize the system's capability to successfully
trim the N1 bloom. This procedure is listed in the
troubleshooting tree as well.
EFFECTIVITY Page 42
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PMC OFF PMC ON
N1 N1
N2 N2
N1 (POWER TRIM HIGH)
N1 (POWER TRIM HIGH)

TAKEOFF N1 (NORMAL) TAKEOFF
TARGET TARGET
N2 (POWER TRIM HIGH) N1 (NORMAL)
N1 N1
N2 (TRIM HIGH)
N2 (NORMAL)
N2 (NORMAL)
TIME TIME
N1 BLOOM - PART POWER TRIM ADJUSTED HIGH/OUT OF LIMITS

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N1 BLOOM
The MECs internal Rotary Variable Differential
Transducer (RVDT) provides the PMC with a PLA signal
for use in determining target N1K. If the RVDT fails to
"open" the PMC will perceive a PLA of 70o, regardless of
actual throttle position. The level of PMC trim authority
is a function of PLA, and at 70o there is virtually no trim
capability. Therefore, throttle sets are effectively PMC
OFF, and N1 bloom is likely to occur. While the PMC
tester and maintenance manual procedures are provided
for checking the RVDT, intermittent failures can occur
especially when the RVDT is heated. An extra step has
been added to the troubleshooting tree to run the engine
at low idle for 5 minutes, then perform a 130o PLA gain
check. With the RVDT heated, this check may be able
to detect an intermittent RVDT open.
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Oct 95
N1 BLOOM
Internal failures of the MEC or PMC (or related
component) may cause N1 bloom. Hence the PMC is
checked, and the MEC replaced at the conclusion of
other troubleshooting.
All known causes/contributors to N1 bloom are addressed

in the troubleshooting fault tree. Since there are many
potential causes of N1 bloom on takeoff, the
troubleshooting tree is extensive, yet considered
necessary to effectively isolate the cause of a particular
event. Thorough troubleshooting per the Maintenance
Manual is expected to identify and correct the cause of
N1 bloom events.
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THROTTLE STAGGER
Throttle stagger during manual operation with the PMC
ON should not usually be more than one-half knob.
During autothrottle operations, up to approximately one
knob can occur, specially during cruise, when the thrust
levers can operate in different directions.
Throttle stagger with PMC OFF or inoperative can be

more than one knob as the thrust is controlled to N2%,
not N1%. Because of engine to engine speed (N1%) -
speed (N2%) relationships, different PLA settings can
occur for a given indicated N1%.
If the unsatisfactory engine is not known then it is

recommended that troubleshooting on both engines be
performed.
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SEE A ONE-HALF TO ONE KNOB

THROTTLE STAGGER CAN BE
EXPECTED DURING NORMAL
OPERATIONS
THROTTLE STAGGER
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UNABLE TO REACH T/O POWER
An upward shift of N2 means the HPC is turning faster
than normal to produce the same N1 thrust. The problem
shows up on a hot day full power T/O when N1 cannot be
obtained because the N2/EGT limit has been reached or
the throttle lever has reached the limit stop.
EFFECTIVITY Page 50
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ENGINE SURGE/STALL If the cause of the stall is known (tailwind, crosswind, or

low airplane speed during reverse thrust) troubleshooting
Troubleshooting (3.F.a) is not necessary after proper inspection of the engine.
Engine stalls are caused by an aerodynamic disruption of
the normally smooth airflow through the compressor
stages. A stall may be indicated by different abnormal
engine noises, loud reports accompanied by flames from
the engine inlet, fluctuating performance parameters, and
sluggish or no throttle response.
Compressor stalls can result in fatigue fracturing of

compressor blades and severe thermal deterioration of
hot section parts. This may result in engine performance
deterioration or engine failure following a severe stall, but
more commonly, the full effects of a stall are deferred
and consequently more difficult to correlate directly with a
specific stall occurrence. The deferred effects are
cumulative and repeated stalls will adversely affect
engine durability, reliability, and operating cost.
The decision to continue operation of an engine that has

encountered a severe compressor stall (or stalls) must be
made under the consideration that possible additional
stall occurrences and increased engine damage may
occur.
Never advance, or fail to retard, the thrust lever on an

engine that is stalling. Engine destruction can result.
EFFECTIVITY Page 52
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A
A A
a B
D a a D B
B
D
C C C
COMPATIBLE INLET AIR INLET-AIR VELOCITY RPM INCREASE WITHOUT INLET

VELOCITY AND RPM DECREASE WITHOUT RPM AIR VELOCITY WILL INCREASE
PROVIDES REASONABLE CHANGE CAUSES EFFECTIVE EFFECTIVE ANGLE OF ATTACK (a).
EFFECTIVE ANGLE OF ANGLE OF ATTACK (a) TO BLADE STALL, GENERALLY SHORT
ATTACK (a). INCREASE. EXCESSIVE AIR OF DURATION, MAY OCCUR.
VELOCITY DECREASE MAY
RESULT IN BLADE STALL.
LEGEND:
A - INLET AIR VELOCITY

B - IGV DISCHARGES AIR VELOCITY
C - AIR MOTION RELATIVE TO ROTOR BLADE AS A RESULT OF COMPRESSOR RPM
D - RESULTANT AIRFLOW AND VELOCITY ENTERING ROTOR
a - EFFECTIVE ANGLE OF ATTACK
EFFECTIVE ANGLE OF ATTACK VARIATIONS OF AXIAL FLOW COMPRESSOR BLADE

EFFECTIVITY Page 53
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ENGINE SURGE/STALL lever rearward to idle power to clear the stall.
Troubleshooting - Make sure that EGT and N2% decreases to normal

There are three types of stalls: idle indications.
- Fan
- Make sure the engine vibration levels are normal.
- Booster (low pressure compressor)
You must shut down the engine for these conditions:
- Core (high pressure compressor) - There is a high EGT, or
Fan stalls usually occur during high thrust operation with - A quick EGT increase occurs during slow throttle
excessive crosswinds or tailwinds. This type of stall is movement, or
audible, but not evident on engine instrumentation. The
sound of a fan stall is similar to that of an acetylene - An increase over previous vibration levels occurs.
blowtorch. A quick reduction in thrust is the best way to
clear this type of stall. Slowly move the throttle lever forward to see if the stall
recurs. If the stall does not recur and N2 and EGT
Booster stalls occur during decels at high altitude and indications are normal, continue with engine operation.
low Mach number. Just like the Fan stall it is audible but
not evident to the engine instruments. This type of stall If the core stall occurs again, or if the stall does not clear
is generally self-recovering but may lead to a Core stall. satisfactorily, operate the engine at low idle for three
minutes and shut down the engine to investigate.
Core stalls can be experienced over the entire flight
envelope during both steady state and transient
operation. This type of stall may or may not be audible,
but will have an effect on EGT, N2 and N1
instrumentation.
If a core stall (surge) occurs do the following:

- Quickly (in one to two seconds) move the throttle
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ENGINE SURGE/STALL
Troubleshooting
There are two categories for engine stalls:
- High Thrust /Transient Stalls
- Off Idle and Start Stalls
High thrust/transient engine stalls are indicative of some

sort of engine malfunction or exceedance of the
operating envelope.
This disruption of the airflow to the fan, booster, or core

airflow is generally due to FOD, VSV off schedule,
excessive engine deterioration or Inlet distortion.
These types of stalls are very noticeable due to:

- Abnormal engine noise
- Exhaust or inlet flame
- Fluctuating N1, N2, EGT, and fuel flow
- Excessive vibration
- Abnormal throttle response
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ENGINE SURGE/STALL
Troubleshooting
Off Idle and start stalls are indicative of an engine
malfunction, misscheduling or an aircraft system
malfunction.
Causes can be attributed to the disruption of compressor

airflow due to inflow bleed, eccentric rotor clearances,
excessive deterioration, VSV off schedule or excessive
fuel schedule.
The detection is more difficult due to the lack noise or

flame. However an abnormal increase in EGT and a
stagnation or rollback of rotor speeds will accompany
this type of stall.
EFFECTIVITY Page 58
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70 1,200
60 1,000
NORMAL START
50 NORMAL START 800
FUEL CHOPPED FUEL
N2K FLOW 600
40
(%) (PPH) STALLED START
30 STALLED START 400 FUEL
CHOPPED
20 200
10 0
0 5 10 15 20 25 30 0 5 10 15 20 25 30
TIME - SECONDS TIME - SECONDS
800
700
STALLED START
600 FUEL CHOPPED
500
EGT
(°C) 400 NORMAL START
300
200
100
0
0 5 10 15 20 25 30
TIME - SECONDS
NORMAL VERSUS STALLED START CHARACTERISTICS

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DIAGNOSTIC TOOLS FOR TROUBLESHOOTING

Objectives:
.... state the purpose of performing diagnostic engine runs of the CFM56-3/3B/3C engine (3.B.x).
.... describe the troubleshooting guidelines associated with a diagnostic engine run of the CFM56-3/3B/3C engine (3.D.x).
.... identify the steps required to perform a diagnostic engine run of the CFM56-3/3B/3C engine (3.E.x).
.... recall the normal and abnormal observations following a diagnostic run of the CFM56-3/3B/3C engine (3.F.x).
.... practice analyzing the diagnostic run data of a CFM56-3/3B/3C engine.
.... demonstrate analyzing the diagnostic run data of a CFM56-3/3B/3C engine.
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INTRODUCTION
Purpose (3.B.a)
Because of the many engine sensors, component
riggings, etc. that affect CFM56-3 operational
characteristics, isolating the cause of a reported engine
operational problem can sometimes be difficult.
However, troubleshooting the cause can be simplified by
first accomplishing one or two engine ground runs, and
analyzing the collected data. The data can help
determine which system may be at fault, or which
systems appear to be functioning correctly. With this
knowledge, the troubleshooting steps may be refined to
investigate a more likely failure first, and eliminate (or
postpone) certain steps in troubleshooting trees, saving
time and unnecessary component replacements.
This section is intended to provide some basic guidelines

for these engine run diagnostics. It is not intended to
replace the maintenance manual troubleshooting trees,
but rather to enhance them.
It is also not intended, nor recommended, that each and

every pilot write-up be investigated with engine ground
runs. The discretion of each airline should be used to
determine when such action is appropriate.
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GROUND RUNS - N2
Description (3.D.a) - EGT

Generally, three different engine ground runs are helpful
in assessing engine characteristics. Each should be - Fuel flow (Wf)
performed via proper maintenance manual procedures.
It is recommended that data from both engines be - PMC ON or off
collected for the runs, for two reasons: first, it allows a
basis for comparing engines (N1K/N2K relationship, idle - Targets from maintenance manual trim tables or
speeds for differential accel adjustments, etc.); secondly, MPA table
it is particularly helpful when troubleshooting a condition
where it is uncertain which engine may be at fault (i. e. For the CFM56-3, there is a characteristic relationship
throttle stagger). The three ground runs are: between steady-state N1K and N2K. It is very important
- Low idle to understand that even on engines whose systems are
operating properly, there is some expected variation in
- Part power trim check - rig pin installed, PMC ON this N1K/N2K characteristic - for example, general engine
and PMC OFF deterioration results in a shift in N1K/N2K (lower N2K for a
given N1K). Additionally, control system tolerances from
- Max Power Assurance (MPA) check engine-to-engine can cause slight variations in N1K/N2K
between engines. For this reason, absolute N1K/N2K
For each of the checks, the following items should be relationship limits do not exist.
recorded:
- Ambient temperature
- Ambient pressure
- Stabilization time
- N1
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GROUND RUNS
Description (3.D.a)
However, if the variable geometry (VSV/VBV) is not
scheduling correctly, an engine's N1K/N2K relationship
can shift more dramatically, which can result in numerous
operational impacts, depending on the direction and level
of shift (throttle stagger, unable to reach T/O, N1 bloom,
slow acceleration, stalls, etc.). As stated previously,
there are no absolute limits of N1K/N2K; however, a
significant shift in the N1K/N2K relationship can be
determined by comparing the two engines at matched
N1's or matched N2's. An assessment of the relative N1K/
N2K relationship is most accurate at higher engine
speeds, such as MPA or T/O. Since a substantial shift in
N1K/N2K is indicative of a problem somewhere in the
engine's variable geometry system (VSV/VBV rigging/
hardware, CIT, MEC), a higher power ground run can
help determine whether the VSV/VBV system may be a
contributor to an operational problem.
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GROUND RUNS specific N1 is set on both engines.
Description (3.D.a) The max power assurance check is helpful in two

The idle speed check is helpful in determining low speed respects - first, it provides a means of assessing an
engine health - particularly for squawks for slow engine's general EGT health (for write-ups of high T/O
acceleration or slow starts. A determination of available EGT); secondly, it allows obtaining data on both engines
low idle speed adjustment (for slow/differential at a precise N1 target, so that a general comparison of
acceleration from low idle) can also be made by N1K/N2K can be made. If there is a significant difference
comparing the actual N2 with the maintenance manual in this relationship between the two engines, it is
limits (higher N2 improves acceleration time from low indicative of a VSV/VBV system (hardware, rigging,
idle). MEC, CIT) problem on one of the engines.
Because it is performed at a known throttle position, the

part power trim check is extremely helpful in determining
whether the MEC (PMC OFF data) and PMC (PMC ON
data) systems are attaining the correct N2 (for the MEC)
and N1 (for the PMC). The PMC and MEC use throttle
position, temperature and pressure to determine target
speed. During a ground run, ambient temperature and
pressure are known, so with the known throttle position
during a part power trim run (92.5°), each system can be
independently checked. It is important that the rig pin be
installed in the throttle box during this test - "ballpark"
throttle positioning is not acceptable.
It is possible to compare the N1K/N2K of both engines

during a part power trim check. However, it is important
that the N1's be precisely matched, or the N2's be
precisely matched. If this is not possible at the part
power stop, perform the check during the MPA, where a
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GROUND RUNS runs allow an operator to use the troubleshooting trees

more effectively, postponing troubleshooting steps that
Description (3.D.a) appear from the ground run data not to be contributing to
The following pages provide the following: the reported problem, or pinpointing the faulty system to
- Procedures for performing each of the ground runs. troubleshoot.
- Forms for collecting data from each of the ground

runs.
- General observations about what may be learned

from the collected data.
Because of the difficulty inherent at times in isolating the

cause of a particular pilot write-up, this section provides
a means of more refined and efficient troubleshooting.
Ground run data is very helpful because it is concrete
and specific - pilot reports on engine anomalies are often
vague, making efficient troubleshooting extremely
difficult.
The ground runs recommended in this document provide

at least one of the following:
- Isolate which system may be at fault.
- Determine which systems appear to be functioning

correctly, hence eliminating unnecessary engine
inspections/component removals.
Again, these ground runs are not intended to replace the

maintenance manual troubleshooting trees. The ground
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IDLE SPEED CHECK etc.). Troubleshooting per the maintenance manual is

still recommended.
Perform idle speed check per the Boeing 737 It is inaccurate to check N1K/N2K relationship at idle
maintenance manual. speed - only at high engine speeds can this be
accomplished. The N1K/N2K relationship is insensitive to
Stabilize at low idle for five minutes. swings in VSV/VBV scheduling at low engine speed.
Record the following after five minutes' stabilization (see The PMC has no authority at idle, and therefore
chart below). troubleshooting for any problems identified at low idle
should not involve the PMC system, but be isolated to
Shut engine down per maintenance manual, or proceed the MEC system, engine hardware, or aircraft systems
with other test point(s), if planned. (per the MM troubleshooting trees).
Observations (3.F.a)
Engine N2 speed should be within maintenance manual
limits. Determine allowable adjustment available if the N2
is out of limits, or if considering an adjustment for a slow/
differential acceleration squawk.
Fuel flow (Wf) in the 800 Pounds Per Hour (PPH) range
or higher may be indicative (or support the possibility) of
low speed engine deterioration, particularly if the engine
has been written up for slow start/acceleration, has
relatively high time, etc. (CESM 031 provides more
details on low speed engine deterioration, and should be
referenced for more details). If the engine is new, or
recently overhauled, it is possible that another system
fault is causing the higher fuel flow (Wf) (pneumatic
leaks, VSV's tracking closed, idle speed out of limits low,
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DATE:
TAIL NO:
AMBIENT TEMPERATURE:
AMBIENT PRESSURE:
STABILIZATION TIME:
ENGINE NO. 1 ENGINE NO. 2
N1:
N2:
EGT:
FUEL FLOW (Wf):
N2 TARGET (FROM TRIM TABLE):
LOW IDLE SPEED CHECK RECORDING DATA SHEET
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PART POWER TRIM CHECK

Using the part power rig pin, perform part power trim
check per the maintenance manual (PMC OFF and PMC
ON).
Stabilize for two minutes with PMC OFF, record data

below, then stabilize for two minutes with PMC ON, and
record the data below.
Record the following after two minutes' stabilization (see

next page).
Per the maintenance manual, return the engine to idle.
Stabilize for five minutes, then shut engine down per

maintenance manual, or proceed with other test point(s),
if planned. Note that the rig pin will have to be removed
if an MPA run follows this test point.
Use a duplicated chart for recording part power trim data

after an adjustment is made (based on the results of the
initial run).
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DATE: _______________
TAIL NO.: _______________
AMBIENT TEMPERATURE: _______________
AMBIENT PRESSURE: _______________
STABILIZATION TIME: _______________
PMC OFF PMC ON

ENGINE NO. 1 ENGINE NO. 2 ENGINE NO. 1 ENGINE NO. 2
N1: _______________ _______________ N1: _______________ _______________
N2: _______________ _______________ N2: _______________ _______________
EGT: _______________ _______________ EGT: _______________ _______________
FUEL FLOW (Wf) : _______________ _______________ FUEL FLOW (Wf): _______________ _______________
N2 TARGET (FROM TRIM TABLE): _______________ N1 TARGET (FROM TRIM TABLE): _______________
PART POWER TRIM CHECK RECORDING DATA SHEET
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PART POWER TRIM CHECK correct the PMC OFF N2 problem first. If there is still a
problem with PMC ON N1, investigate the PMC system
Observations (3.F.a) (PMC tester, T12, Ps12, PLA gain/voltage, etc.), and the VSV/
The PMC OFF data offers information on how the MEC VBV systems.
system is scheduling N2 based on throttle position, ambient
temperature and pressure. The PMC OFF N2 value should
be within the limits specified in the maintenance manual
trim table. If it is not, adjust the part power trim screw per
the maintenance manual. If the target is still not met, more
detailed troubleshooting should follow: check Ps12 line
(loose line causes low N2 speed), T2 sensor/lines (hot shift =
high N2, cold shift = low N2), throttle rigging, etc.
PMC OFF N2 that is out of limits may cause PMC ON N1 to

be out of limits. Therefore, do not troubleshoot the PMC
system because of not meeting PMC ON N1 limits until the
MEC system (PMC OFF target N2) is operating correctly.
The VSV/VBV system scheduling will not affect whether the

PMC OFF target N2 is met. Therefore, it is not necessary to
check/inspect the VSV/VBV rigging or CIT sensor if the
PMC OFF target is not met. These systems/components
will, however, impact the resulting N1 speed at the target N2.
The PMC ON data offers information on how the PMC

system is scheduling N1 based on throttle position, ambient
temperature and pressure. The PMC ON N1 value should
be within the limits specified in the maintenance manual
trim table. If it is not, first check the PMC OFF N2 - if it is out
of limits, it can cause the PMC ON N1 to be out of limits -
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PART POWER TRIM - Throttle stagger, more pronounced PMC

OFF (this engine throttle lagging)
Observations
As a general guide, a difference of up to approximately - N1 bloom/high EGT on T/O
2% N1 between the two engines at perfectly matched N2's
is within normal revenue service experience. If the - Low/approach idle N2's OK
difference is greater than 2%, it may be advisable to
check the VSV/VBV rigging/hardware, and the CIT Note: Checking the relationship of steady-state
sensor. Some possible engine behavioral characteristics N1K/N2K can help isolate whether the VSV/VBV system/
with VSV/VBV system scheduling improperly are as components may need to be inspected. Never adjust
follows (depends on severity of system VSV's to attain a specific N1K/N2K - this can cause
off-schedule): serious operational problems, including stalls, LPT
- VSV running closed or VBV running open: overtemperatures, throttle stagger, inability to reach T/
O, N1 overshoot/bloom, etc.
- Slow starts/acceleration
-Throttle stagger, more pronounced PMC OFF (this

engine throttle leading)
- Unable to reach T/O target N1, with high N2
- Low/approach idle N2's OK
- VSV running open or VBV running closed:
- Compressor/booster stalls
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Oct 95
MAX POWER ASSURANCE between the No. 1 and No. 2 engines, it is expected that
there will be some difference in the observed N1's. As a
Maintenance Tasks (3.E.a) general guide, a difference of up to approximately 2% N1
Start engine per maintenance manual. between the two engines at perfectly matched N2's is
within normal revenue service experience. If the
Perform MPA check per maintenance manual difference is greater than 2%, it may be advisable to
procedures. check the VSV/VBV rigging/hardware, and the CIT
sensor.
Stabilize for four minutes and record the data (see next
page).
Per the maintenance manual, return the engine to idle.
Stabilize for five minutes, then shut engine down per

maintenance manual.
Observations (3.F.a)
Check EGT limit per the maintenance manual to attain a
general assessment of engine health.
To make an assessment of N1K/N2K relationship at MPA:

with the N1's perfectly matched between the No. 1 and
No. 2 engines (regardless of slight differences in throttle
position), it is expected that there will be some difference
in the observed N2's. As a general guide, a difference of
less than 1% N2 between the two engines at perfectly
matched N1's is within normal revenue service
experience. If the difference is greater than 1%, it may
be advisable to check the VSV/VBV rigging/hardware,
and the CIT sensor. With the N2's perfectly matched
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DATE:
TAIL NO:
AMBIENT TEMPERATURE:
AMBIENT PRESSURE:
STABILIZATION TIME:
ENGINE NO. 1 ENGINE NO. 2
N1:
N2:
EGT:
FUEL FLOW (Wf):
PMC ON/OFF:
MPA TARGET:
MAXIMUM EGT (FROM TRIM TABLE):
MAXIMUM N2 (FROM TRIM TABLE):
MPA
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MAX POWER ASSURANCE specific N1K/N2K - this can cause serious operational
problems, including stalls, LPT overtemperatures, throttle
Observations stagger, inability to reach T/O, N1 overshoot/bloom, etc.
Some possible engine behavioral characteristics with
VSV/VBV system scheduling improperly are as follows
(depends on severity of system off-schedule):
VSV running closed or VBV running open.

- Slow starts/acceleration
- Throttle stagger, more pronounced PMC OFF (this

engine throttle leading)
- Unable to reach T/O target N1, with high N2
VSV running open or VBV running closed.

- Compressor/booster stalls
- Throttle stagger, more pronounced PMC

OFF (this engine throttle lagging)
- N1 bloom/high EGT on T/O
Checking the relationship of steady-state N1K/N2K can help

isolate whether the VSV/VBV system/components may
need to be inspected. Never adjust VSV's to attain a
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POWER PLANT PRESERVATION AND DEPRESERVATION

Objectives:
.... state the purpose of preserving a CFM56-3/3B/3C engine (3.B.x).
.... state the purpose of an engine dry-out for a CFM56-3/3B/3C engine (3.B.x).
.... state the purpose of depreserving a CFM56-3/3B/3C engine (3.B.x).
.... describe the preservation guidelines of a CFM56-3/3B/3C engine (3.D.x).
.... describe the dry-out guidelines of a CFM56-3/3B/3C engine (3.D.x).
.... describe the depreservation guidelines of a CFM56-3/3B/3C engine (3.D.x).
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INTRODUCTION
Overview
This section covers general information for power plant
preservation, preservation renewal and depreservation.
- The instructions usually apply to power plants that
are installed (on-wing).
- Where it is applicable, different instructions are

given for engines that are not installed (off-wing).
The procedures are different for different lengths of no

operation time, different types of preservation used and if
the power plant is serviceable or not serviceable.
Preservation renewal, if permitted, gives the instructions

for the renewal of the preservation period.
Note: For this procedure, the definition of an engine that

is serviceable and an engine that is not serviceable is as
follows: a serviceable power plant is one that can be
started; a power plant that is not serviceable is one that
cannot be started.
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PRESERVATION for power plants that are not serviceable to do the

preservation renewal procedures and monitor the schedule
Purpose (3.B.a) regularly to make sure the necessary procedures are done
Preservation instructions give the procedures before the expiration of preservation time.
recommended as the minimum steps necessary to
prevent unwanted liquid and materials in the power plant, You must examine the preservation of the power plant as
corrosion, and atmospheric conditions during times of the weather conditions and conditions of power plant
storage and no operation, or landing after an IFSD. protection change and do the procedures necessary to
keep the power plant in a serviceable condition.
Description (3.D.a)
Do the applicable preservation procedure from the Note: Engines cannot be preserved and put into storage
schedule that follows: without maintenance. A schedule must be (as disciplined
- Up to 10 days as for a power plant in revenue service) made and then
completed.
- Up to 30 days
When desiccants are used, they must be changed
- Up to 90 days (serviceable power plant only) regularly, applicable to environmental conditions, to keep
the desiccant effective.
- 30 to 365 days
It is recommended that you pump the VBV's closed
Power plant preservation is a flexible program that can (reference 75-32-00/201) when the power plant is to be
be done in a way which best agrees with the applicable preserved and stored. This will prevent unwanted material
weather and storage conditions. in the core engine inlet through the VBV's.
More care is necessary for a program for power plants If a power plant is preserved for more than the long-term
that are not operational in high humidity or large preservation time (365 days), you must do the power plant
temperature changes or near a salt water area, than for operation procedure to make sure the power plant is
the power plants that are in drier climates or less bad serviceable before you put the power plant back into service
weather conditions. or preserve the engine for a longer time.
You must make a schedule for the preservation programs
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PRESERVATION DAYS OPERABLE ENGINE NON-OPERABLE ENGINE
3 MINUTE LOW IDLE RUN DRY-OUT PROCEDURE

UP TO 10 DAYS PRESERVATION ENGINE COVERS PERFORM WITHIN 24 HOURS OF IFSD
UNLIMITED RENEWAL NO RENEWAL
20 MINUTE LOW IDLE RUN DRY-OUT PROCEDURE

UP TO 30 DAYS PRESERVATION ENGINE COVERS ENGINE COVERS
RENEW 2 ADDITIONAL 30 DAYS NO RENEWAL; PERFORM 30 TO 365 DAY
20 MINUTE RUN; PRESERVATIVE OILS

UP TO 90 DAYS PRESERVATION ENGINE COVERS NO RENEWAL; PERFORM 30 TO 365 DAY
NO RENEWAL; PERFORM 30 TO 365 DAY
TREAT OIL WITH ANTI-CORROSIVES EXTENSIVE PROCEDURE REQUIRED

TREAT FUEL SYSTEM WITH 10/10 OIL REFERENCE 71-00-03 FOR DETAILS
30 TO 365 DAYS PRESERVATION DRY-OUT PROCEDURE NO RENEWAL
ENGINE COVERS MAKE ENGINE OPERABLE
DESSICANT WRAP ENGINE
PRESERVATION REQUIREMENTS CHART

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ENGINE DRY-OUT
Purpose (3.B.a)
The engine dry-out procedure removes moisture from
the oil system to prevent corrosion to the bearings and
gears.
Description (3.D.a)
You must do the engine dry-out procedure when an engine
has had an IFSD, and when an engine that is not
serviceable will be preserved for a long time.
If an engine has been subjected to an IFSD and will not be

operated within 24 hours, a dry-out procedure must be
performed as soon as possible.
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EXHAUST
PLUG
CLAMP HOT AIR

SOURCE
CLAMPS
HOSE AIR HOSE

FILTER
NOTE: LAYOUT SHOWN FOR

ENGINE OFF-WING;
SIMILAR FOR ON-WING
INSTALLATIONS
DRY-OUT EQUIPMENT GENERAL LAYOUT

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DEPRESERVATION
Purpose (3.B.a)
Depreservation instructions consist of steps that put a
power plant back to the usual operational condition.
Description (3.D.a)
The following is a summary of guidelines for
depreservation of a CFM56-3/3B/3C engine:
- Drain the oil and fuel systems of preservative fluids.
- Replenish the oil tank with new oil.
- Wet motor twice to purge fuel system of

preservative fluids (dry motor after each wet motor).
- Replace oil and fuel filters.
- Perform engine test No. 3 (reference 71-00-00 A/T).

Additionally, run engine for 10 minutes at low idle
prior to shutdown.
- Check magnetic chip detectors.
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FORWARD
SUMP PUSHER
A LUBRICATION UNIT
OIL SUPPLY AFT SUMP TGB/AGB

VALVE PUSHER PUSHER
O-RING
SEE C
PUSHER KEYS
OIL SUPPLY
PLATE (LOCKING PINS)
LINE
RELUBRICATION
MANIFOLD
FORWARD
AIR SUPPLY A KNURLED

AIR SUPPLY
LINE BOLTS
CONNECTOR
(4 PLACES)
AIR LUBRICATION SELF

PRESSURE UNIT SEALING
SUPPLY LINE SPOOL
AIR FLOW
OIL SUPPLY
LINE
O-RING
KNURLED SLEEVE
PROTECTOR OIL
O-RING CONTAINER PUSHER
PUSHER KEY GASKET PLATE

(2 PLACES)
KNURLED
GROOVE B BOLT
UNINSTALLED RELUBRICATION MANIFOLD
PUSHER C A-A
ENGINE SUMPS RELUBRICATION MANIFOLD TOOL SET INSTALLATION

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ENGINE GAS PATH CLEANING

Objectives:
.... state the purpose of gas path cleaning a CFM56-3/3B/3C engine (3.B.x).
.... describe the engine gas path cleaning process of a CFM56-3/3B/3C engine (3.E.x).
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INTRODUCTION
Purpose (3.B.a)
Engine gas path cleaning restores engine efficiency by
the removal of particle contaminants from the primary
airflow path.
Experience has shown that an average 6°C EGT and

0.5% specific fuel consumption can be realized. This
average delta provides the most significant benefit to
high time engines.
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DELTA ° EGT C
AVERAGE DELTA EGT = 6°C
TIME SINCE INSTALLATION (TSI)
CFM56-3 WATER WASH BENEFIT EXPERIENCE (TEST CELL)
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ENGINE WATER WASH - The cleaner is flammable. Obey the precautions

against fire. If you do not obey the precautions,
Maintenance Tasks (3.E.a) injuries to persons can occur.
The following pages are a summarization of the CFM56-
3 gas path cleaning procedure. To find more detailed - Do not wash the engine if a fire extinguishing
information refer to the B737-300/400/500 Maintenance agent has been used. Damage to the engine can
Manual. occur.
Prepare the engine for the wash: - Do not wash the engine if the EGT indication is
- Disconnect the CDP and CBP lines at the more than 66°C. Engine damage can occur.
combustion case and put end caps on the lines.
- Prepare the cleaning solution.
- Make sure the left (right) start lever is in the
CUTOFF position. - Use the Power Plant Dry-motor procedure to motor
the engine for one minute (reference 71-00-00/201).
- Make sure the left (right) forward thrust lever is in
the IDLE position. - Disengage the starter and immediately apply the
cleaning solution through the fan blades and into
- Make sure the left (right) reverse thrust lever is in the LPC inlet.
the IDLE position.
- Apply the solution until the solution is gone or the N1
- Make sure the left (right) ENG ANTI-ICE and rotor stops.
BLEED switches are in the OFF position.
- Let the engine soak for five minutes.
Detergent wash the engine:
- Adhere to the following warnings and cautions: - Do the water wash procedure.
- Use the rubber gloves when touching the solvent.
Skin irritation can occur if you touch the solvent Make sure the N1 rotor turns freely when you wash the
before it is mixed. engine. If the N1 rotor does not turn freely, damage to
the engine could occur.
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ENGINE WATER RINSE Note: Obey the instructions in the procedure to open the
T/R's. If you do not obey the instructions when you open
Maintenance Tasks (3.E.a) the T/R's, injuries to persons and damage to equipment
Water rinse the engine: can occur.
- Adhere to the same cautions stated in the engine
wash procedure. Open the left (right) T/R's. Let the engine drain for five
minutes.
- Use the Power Plant Dry-motor procedure to motor
the engine for one minute (reference 71-00-00/201).
- While the engine turns, apply water through the fan

blades and into the LPC inlet.
- Motor the engine again for two minutes.
- While the engine turns, apply water through the fan

blades and into the LPC inlet.
- Motor the engine again for three minutes.
- For the first two minutes only, apply water through

the fan blades and into the LPC inlet.
- Open the fan cowl panels.
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ENGINE POST-RINSE - Make sure there is an increase in the EGT of

approximately 15°C.
Prepare the engine: - Put the ENG ANTI-ICE switch in the OFF position.
- Connect the CDP and CBP lines.
- Make the engine idle stable at the low idle position
- Add one quart (one liter) of Aeroshell fluid 12 oil, if and operate the engine for five minutes.
available, to the oil tank.
Shut down the engine.
Operate the engine:
- Operate the engine after no more than 30 minutes Note: Make sure the COWL VALVE OPEN light comes
from the last wash cycle to remove all the water on bright (this indication shows valve movement) and
from the oil system. then dim (this indication shows the valve fully open).
- Operate the engine at low idle for five minutes. Note: Operate the engine for 10 minutes if the corrosion
inhibiting oil was not added to the oil tank.
- Make sure engine and APU bleed switches are in
the OFF position.
- Put the applicable ENG ANTI-ICE switch in the ON

position.
- Make sure there is an increase in the EGT of

approximately 15°C
- Put the ENG ANTI-ICE switch in the OFF position.
- Move the forward thrust lever until the engine is in

high idle. Put the applicable ENG ANTI-ICE switch
in the ON position.
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What gases are emitted from a running engine that can be hazardous?

cfm international CFM56-3 TRAINING MANUAL

GENERAL ENGINE DATA

GROUND SAFETY PRECAUTIONS

- Very hot, high speed gases go rearward from the

- The fan exhaust at high thrust has very high speed.

- When the Thrust Reverser (T/R) is extended, the

- When exposed to engine noise for extended periods

- High voltage output from the ignition system can be

THE HAZARDS OF AIRCRAFT MAINTENANCE

Aft of the inlet cowl lip the hazard area extends

When the engine operates, a large quantity of exhaust

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GROUND SAFETY PRECAUTIONS

Inlet and Exhaust Safety Precautions

- Make sure the area 40 feet to each side and

- Make sure the ground which is forward of the

- Make sure that persons with loose objects (such as

- When the engine is operated, use an engine inlet

It is recommended that ground persons stay outside of

PROTECT AGAINST INLET HAZARDS

GROUND SAFETY PRECAUTIONS

Inlet and Exhaust Safety Precautions

- If the ramp surfaces are wet or frozen, make the

- After the engine is shut down, let the engine spool

R = 9 FEET LEFT ENGINE

GROUND PERSONNEL MUST STAND CLEAR OF

GROUND SAFETY PRECAUTIONS

Inlet and Exhaust Safety Precautions

- If the ramp surfaces are wet or frozen, make the

- After the engine is shut down, let the engine spool

At high power, the fan and turbine exhaust can blow

GROUND PERSONNEL MUST STAND CLEAR OF

GROUND SAFETY PRECAUTIONS

Inlet and Exhaust Safety Precautions

- If the ramp surfaces are wet or frozen, make the

- After the engine is shut down, let the engine spool

At high power, the fan and turbine exhaust can blow

GROUND PERSONNEL MUST STAND CLEAR OF

ENGINE INLET AND EXHAUST HAZARD AREAS - TAKEOFF (T/O) POWER

GROUND SAFETY PRECAUTIONS

Inlet and Exhaust Safety Precautions

- If the ramp surfaces are wet or frozen, make the

- After the engine is shut down, let the engine spool

WARNING: GROUND PERSONNEL MUST STAND CLEAR OF

GROUND SAFETY PRECAUTIONS

Inlet and Exhaust Safety Precautions

- If the ramp surfaces are wet or frozen, make the

- After the engine is shut down, let the engine spool

At high power, the fan and turbine exhaust can blow

WARNING: GROUND PERSONNEL MUST STAND

GROUND SAFETY PRECAUTIONS

Entry Corridor Safety Precautions (1.A.a)

WARNING: ENTRY/EXIT CORRIDOR MUST BE USED ONLY UNDER

1. ENGINE OPERATION MUST NOT EXCEED LOW IDLE

SEE A SEE A 2. POSITIVE COMMUNICATION BETWEEN PERSONNEL