ctc-102 General Familiarization

CFM56-7B
Familiarization
Training Manual
cfm CFMI PROPRIETARY INFORMATION!
The Power November 1998

Of Flight
CTC-102
NOV 98
cfm international CFM56-7 TRAINING MANUAL
CFM56-7B FAMILIARIZATION
TRAINING MANUAL
The Power
Of Flight
Document: CFM7FAM1
Revised: Nov. 98
Published by:
CFMI Customer Training Center CFMI Customer Training Programs

Snecma (KXCE) GE Aircraft Engines
Direction de l’Après-Vente Civile Customer Technical Education Center
MELUN-MONTEREAU 123 Merchant Street
Aérodrome de Villaroche B.P. 1936 Mail Drop Y2
77019 - MELUN-MONTEREAU Cedex Cincinnati, Ohio 45246
FRANCE USA
EFFECTIVITY 737-600/700/800/900/BBJ ALL Page 1

CFMI PROPRIETARY INFORMATION
INTRO Nov. 98
cfm international CFM56-7B TRAINING MANUAL
ENGINE GENERAL
Objectives:
Given an Objective Exercise, the student will identify:
.... the four engine safety hazard areas dealing with the CFM56-7 engine. (1.A.a)
....the engine thrust application for the CFM56-7 engine, used on the 737-700 aircraft. (1.A.a)
....three engine specification data items associated with the CFM56-7 engine. (1.A.a)
....the four powerplant nacelle items used on the CFM56-7 engine. (1.A.a)
....the four engine maintenance concepts used with the CFM56-7 engine. (1.A.a.)

72-00-00 Nov. 98
ENGINE GENERAL
ENGINE SAFETY HAZARDS
Identification (1.A.a) Engine Inlet Suction

It can be hazardous to work around running jet engines. The suction at the inlet will pick up objects into the
Personnel must know where and what those hazards engine. An object even larger than a person, could
are, to safely work around a running jet engine. Fatal or possibly be injested, causing damage to the engine or
serious injuries could occur. Some of the most serious even human injuries.
safety hazards for the CFM56-7 engine are covered
here. Engine Exhaust Velocity
Exhaust velocities will cause damage to almost anything
The four Engine Safety Hazard areas during engine to close due to the high winds and temperatures it
operation associated with the CFM56-7 are: produces. Heat from the exhaust can melt asphalt taxi
-Engine Entry Corridors ways, run up areas and cause personnel injuries.
-Engine Inlet Suction
-Engine Exhaust Velocity
-Engine Noise Engine Noise
Permanent hearing loss can accure to personnel even
Engine Entry Corridors with proper hearing protection. Long exposure to the jet
Use the entry/exit corridors safely and when the engine is engine noise can cause temporary or even permanent
at ground idle only. Wear a safety lanyard and attach it hearing loss.
to the engine lifting trunnion. Communication with the
flight deck is mandatory for safe operation.
Page 2
EFFECTIVITY 737-600/700/800/900/BBJ ALL 72-00-00 Nov. 98
ENGINE SAFETY HAZARDS

72-00-00 Nov. 98
ENGINE GENERAL
ENGINE THRUST APPLICATIONS
Identification (1.A.a)
The following chart shows aircraft -to- engine models for
the Boeing 737-600/700/800/900. The engine used on
the 737-700 has different thrust ratings of the CFM56-7B.
The Boeing business jet (BBJ) thrust application is the

26,000 lbs of thrust.
The Boeing COMBI jet thrust application is TBD and is

used to fly both passengers and cargo or cargo.
Page 4
737- 600 737- 700 737- 800
CFM56-7B18 CFM56-7B20 CFM56-7B22 CFM56-7B20 CFM56-7B22 CFM56-7B24 CFM56-7B24 CFM56-7B26 CFM56-7B27

BASIC OPTION OPTION-B1 BASIC OPTION OPTION-B1 BASIC 0 0OPTION OPTION-B1
19,500 20,600 22,700 20,600 22,700 24,200 24,200 26,300 27,300
737- 900 COMBI BBJ
CFM56-7B24 CFM56-7B26 CFM56-7B27 CFM56-7B CFM56-7B26

BASIC OPTION OPTION-B1 BASIC BASIC
24,200 26,300 27,300 26,300
ENGINE APPLICATIONS
72-00-00 Nov. 98
ENGINE GENERAL
ENGINE SPECIFICATION DATA
The performance characteristics, speeds and basic
general information are given in the following chart. The
three important specification data items are the:
- EGT redline for all models is 950 o C.
- redline for N1=5,380 rpm
- redline for N2=15,183 rpm
Engine Specification Data Items

Fan Diameter = 61 inches
Takeoff Thrust Ranges are:
= 19,500
= 20,600
= 22,700
= 24,200
= 26,300
= 27,300
Airflow lbs./sec. = 677- 779
Bypass Ratio = 5.1- 5.5
Overall Press. Ratio = 21.7- 27.9
Temperature 4.1 = 2,217- 2,495 o F.
EGT = 950 o C.
N1 Redline = 5,380 RPM
N2 Redline = 15,183 RPM
Basic Engine Weight = 5,205 lbs.
Oil Tank Capacity = 24 U.S. Quarts
Page 6
CFM56-7B18 CFM56-7B20 CFM56-7B22 CFM56-7B24 CFM56-7B26 CFM56-7B27
TAKEOFF THRUST 19,500 20,600 22,700 24,200 26,300 27,300

(SDSL) IN LBS.
FAN DIAMETER 61 INCHES 61 INCHES 61 INCHES 61 INCHES 61 INCHES 61 INCHES

(155 CM) (155 CM) (155 CM) (155 CM) (155 CM) (155 CM)
96 INCHES 96 INCHES 96 INCHES 96 INCHES 96 INCHES 96 INCHES
ENGINE LENGTH (244 CM) (244 CM) (244 CM) (244 CM) (244 CM) (244 CM)
5,205 LBS. 5,205 LBS. 5,205 LBS. 5,205 LBS. 5,205 LBS. 5,205 LBS.
ENGINE WEIGHT (2361KGS.) (2361KGS.) (2361KGS.) (2361KGS.) (2361KGS.) (2361KGS.)
FAN SPEED N1 5,380 RPM 5,380 RPM 5,380 RPM 5,380 RPM 5,380 RPM 5,380 RPM
(REDLINE)
CORE SPEED N2 15,183 RPM 15,183 RPM 15,183 RPM 15,183 RPM 15,183 RPM 15,183 RPM
(REDLINE)
EGT 950 0 C 950 0 C 950 0 C 950 0 C 950 0 C 950 0 C

(REDLINE)
BYPASS RATIO 5.5 5.4 5.3 5.3 5.1 5.1
PRESSURE RATIO 21.7 22.7 24.6 26.0 27.9 27.9
ENGINE SPECIFICATION DATA ITEMS

72-00-00 Nov. 98
ENGINE GENERAL
POWERPLANT NACELLE
The engine cowling is an enclosure that protects the
engine components, while giving an airflow path for
cooling and propulsion. Of the following items, only two
of the four open to provide access to the engine. The
four powerplant nacelle items that are used on the
CFM56-7 engine are the:
-Inlet Cowl
-Fan Cowl
-Thrust Reverser
-Exhaust System
Inlet Cowl
The inlet cowl supplies a smooth airflow into the engine.
Fan Cowl
The fan cowl attaches to the engine aft of the inlet cowl
and in front of the thrust reverser. It opens by hand for
line maintenance .
Thrust Reverser
The thrust reverser is aft of the fan cowl and attaches to
the strut and opens with the aid of a hydraulic pump for
maintenance.
Exhaust System
The exhaust system is aft of the thrust reverser and has
two pieces, the sleeve and plug.
Page 8
ENGINE NACELLE
72-00-00 Nov. 98
ENGINE GENERAL
POWERPLANT NACELLE
Fan Cowl
The fan cowl attaches to the engine aft of the inlet cowl
and in front of the thrust reverser. It opens by hand for
line maintenance.
Fan Duct Cowl and Thrust Reverser

The thrust reverser is aft of the fan cowl and attaches to
the strut and opens with the help of a hydraulic hand
pump for maintenance access.
Page 10
POWERPLANT
72-00-00 Nov. 98
ENGINE GENERAL
ENGINE MAINTENANCE CONCEPTS
There are four maintenance concepts for the CFM56-7. Line Maintenance
They are: The second Line Maintenance level concept is usually
-Ramp and Transit confined to selected sites, and or airport locations.
-Line Maintenance These are locations where aircraft are normally
-SpecIalized Maintenance positioned to undergo some type of maintenance action.
-Component Overhaul These sites are usually referred to as "maintenance
centers", or more commonly know as "hubs". Thses
Ramp & Transit Maintenance hubs serve as the center of maintenance activities, as
This first level of maintenance concept deals with well as the center of operations, planning, logistics,
minimum tasks necessaty to maintain an aircraft/engine passenger ticketing, freight distribution, etc. Generally
in flying status, usually at a level of servicing and speaking the concept of maintenance at this level
inspection/checks. During the course of a day in the consists of removal/installation, repair, replacement,
airline business, the aircraft will make many stops along inspection, cleaning, rigging, testing, overhaul, and
it's route. Passengers and baggage are quickly advanced troubleshooting of the aircraft/engine systems
unloaded/loaded, along with food and supplies for the and components.
next "leg" of the journey. This small window is used by
the maintenance technicians to service fuel and other There are specialized tools used by line maintenance
system fluids, including the engine fluids, and to check technicians which assist them in troubleshooting
and make minor repairs as necessary in preparation for problems on the engine or aircraft, that tool is called a
the next flight. If major maintenance discrepencies are "CDU".
detected at this level, and they do not effect the
airworthiness of the aircraft, then they will be entered in
the aircraft log book to be completed at the next higher
level of maintenance opportunity.
Page 12
RAMP & TRANSIT

Ramp & Transit - support personnel for thru-flight operations.
MAINTENANCE
LINE Line Maintenance - Pre/post flight activities with

MAINTENANCE with troubleshooting and LRU repairs, checks,
tests or inspections.
ENGINE MAINTENANCE
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ENGINE GENERAL
ENGINE MAINTENANCE CONCEPTS
Specialized Maintenance
This third level of maintenance concept, sometimes
refered to as "Overhaul", is when extensive maintenance
efforts are performed on the aircraft/engines as complete
assemblies. Engines that have been removed from the
airframe, either for scheduled or unscheduled
maintenance, undergo dissassembly to the module level
or further to the piece-part level. Individual modules or
piece parts are inspected, cleaned, and replaced, the
engine is reassembled and then tested in preparation for
reinstallation back onto the airframe. This off-wing, or
shop level concept of engine maintenance, involves
disassembly, inspection, repair, overhaul, reassembly
and testing of the engine.
Component Overhaul Maintenance

This last level of maintenance concept is directed at the
disassembly, inspection, repair, overhaul, reassembly
and testing of the component or piece-part. This type of
maintenance is very specialized in nature and is usually
done by the vendor of the component, or by certified
repair station/shop established specifically for this
purpose. Refurbishment of such components as pumps,
valves, generators, starters, etc., require specialized
equipment and resources, and highly skilled technicians.
Page 14
SPECIALIZED
Major engine overhaul, modifications, inspection, checks,
MAINTENANCE
and testing of the entire engine.
COMPONENT OVERHAUL
MAINTENANCE Major overhaul of components, modifications, inspection, checks,
and testing of the entire component.
ENGINE MAINTENANCE
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ENGINE GENERAL
THIS PAGE INTENTIONALLY LEFT BLANK
Page 16
ENGINE CONSTRUCTION
Objectives:
.... the two airflow paths of the CFM56-7 engine. (1.A.a)
.... the three major modules of the CFM56-7 engine. (1.A.a)
.... the seventeen modules of the CFM56-7 engine. (1.A.a.)

72-00-00 Nov. 98
ENGINE CONSTRUCTION
AIRFLOW
There are two airflow paths that make-up the CFM56-7
engine, they are the:
- Primary
- Secondary
Page 2
Secondary
Primary
ENGINE AIRFLOW
72-00-00 Nov. 98
ENGINE CONSTRUCTION
MAJOR MODULE CONSTRUCTION
There are three major modules that make-up the
CFM56-7 engine. They are the:
- Fan Major Module
- Core Major Module
- Low Pressure Turbine Major Module
Included in the 3 Major Modules are 17 smaller sections

called modules.
Page 4
FAN MAJOR MODULE CORE MAJOR MODULE LPT

MAJOR
MODULE
MAJOR MODULE CONSTRUCTION

72-00-00 Nov. 98
ENGINE CONSTRUCTION
FAN MODULE CONSTRUCTION
The fan major module houses and supports the following
modules:
Module #1. Fan and booster

Module #2. #1&2 bearing support
Module #3. Inlet gearbox and #3 bearings
Module #4. Fan frame
Module #16.Transfer gearbox

Module #17 Accessory gearbox
Page 6
FAN MODULES
72-00-00 Nov. 98
ENGINE CONSTRUCTION
CORE MODULE CONSTRUCTION
The core major module contains the following modules:
Module #5 High Pressure Compressor Rotor

Module #6 High Pressure Compressor Forward
Stator
Module #7 High Pressure Compressor Rear
Stator
Module #8 Combustor Casing
Module #9 Combustor Liner
Module #10 High Pressure Turbine Nozzle

Module #11 High Pressure Turbine Rotor
Module #12 Low Pressure Turbine Nozzle
Stage #1
Page 8
CORE MODULES
72-00-00 Nov. 98
ENGINE CONSTRUCTION
LPT MODULE CONSTRUCTION
The LPT major module houses the following modules:
Module #13 Low Pressure Turbine Rotors and

Nozzles Vanes
Module #14 Low Pressure Turbine Shaft
Module #15 Low Pressure Turbine Frame
Page 10
LOW PRESSURE TURBINE MODULES

72-00-00 Nov. 98
ENGINE CONSTRUCTION
Page 12
ENGINE SYSTEMS
Objectives:
....the engine control system components. (1.A.a.)
.... the six on-condition monitoring systems for the CFM56-7engine. (1.A.a.)
....the CDU. (1.A.a.)
.... the engine system and airplane interface components. (1.A.a.)
.... the Fuel System components. (1.A.a.)
.... the Air System components. (1.A.a.)
....the Ignition System components. (1.A.a.)
.... the Oil System components. (1.A.a.)
Given an Objective Exercise, the student will select the purpose of:
.... the engine control system. (1.B.a.)
.... the six on-condition monitoring systems for the CFM56-7engine. (1.B.a.)
....the CDU. (1.B.a.)
.... the Fuel System. (1.B.a.)
.... the Air System. (1.B.a.)
.... the Ignition System. (1.B.a.)
.... the Oil System. (1.B.a.)

72-00-00 Nov. 98
ENGINE SYSTEMS
ENGINE CONTROLSYSTEMS
The four engine control system sections are the:
-Engine control system
-Engine condition monitoring
-Maintenance tests
-Fault monitoring
Purpose (1.B.a)
The purpose of the engine control system is to operate
and monitor all components that are required to run the
engine and are interfaced with the airplane systems to
achieve this complete control/monitoring circuit.
EFFECTIVITY 737-600/700/800/900/BBJ ALL

72-00-00 Page 2
Nov. 98
ENGINE SYSTEMS CONTROL
CFM56-7
FAULT MONITORING
ENGINE MAINTENANCE TESTS
SYSTEMS
ENGINE CONDITION
MONITORING
ENGINE CONTROL SYSTEMS

72-00-00 Nov. 98
ENGINE SYSTEMS
ON-CONDITION MONITORING
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 six on-condition monitoring systems consist 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
CFM56-7B eliminates periodic removal of the engine for
specified inspections and overhauls and thereby reduces
the frequency of shop visits.

72-00-00 Page 4
Nov. 98
∆ ∆ ∆ ∆
BORESCOPE
EGTR WFR HPCN HPTN INSPECTION
TIME
GAS PATH GAMMA RAY
HEALTH INSPECTION
SOAP
ANALYSIS
VIBRATION MONITOR
VIBRATION
MONITORING LUBE PARTICLE
ANALYSIS
CONDITION MONITORING
72-00-00 Nov. 98
ENGINE SYSTEMS
CONTROL DISPLAY UNIT (CDU)
Identification (1.A.a) The select keys access the system desired, on the
The four engine control system sections are the: engine or aircraft systems.
-Engine control system
-Engine condition monitoring Fault reporting has two operating modes:
-Maintenance tests -Normal mode
-Fault monitoring -Ground maintenance mode
Purpose (1.B.a.) Normal Mode

The purpose of the CDU is to access information to help The operation in the normal mode is done in flight.
solve problems for maintenance and perform fault Monitoring of system faults and storage is done by the
isolation. The following is a brief summary of this ECU/(EEC).
specialized tool.
Ground Maintenance Mode
CDU Messages On the ground the NVM of the EEC/ECU can be
The CDU can access the fault messages. The proper accessed to through he CDU to provide fault status and
personnel can access the CDU to obtain fault ground maintenance test features.
messages. Using the Aircraft Maintenance Manual,
FIM ,and BITE manual sections and follow the Dispatch Levels Definition
procedures for that particular fault message, the A No Dispatch
technician will find and be able to repair the problem. B Short Term Dispatch
C Long Term Dispatch
D Economic Impact
E Alternate Mode
Dispatch
CDU Function
The CDU can access the fault messages by pressing the
proper CDU select keys.

72-00-00 Page 6
Nov. 98
☞ INIT
REF
FUNCTION KEY ON THE CDU
INIT/REF INDEX 1/1

1L < IDENT NAV DATA > 1R
2L < POS 2R
3L < PERF 3R
BRT 4L < TAKEOFF 4R

INIT DES
REF RTE CLB CRZ OFF
DIR DEP EXEC 5L < APPROACH 5R

INTC LEGS ARR HOLD PROG --------
N1
LIMIT FIX A B C D E 6L < INDEX 6R
DS
PY PREV NEXT
M
S
MG
MAINT >
PAGE PAGE F G H I J C
D
U
F
A
I
L
K L M N O M
E
1 2 3
NO
UF
S
4
P Q
R S T
T
FMC DISPLAY ON THE CDU
5 6
7 8 9 U V W X Y
¬
. - Z
DEL
0 +PICT PICT
CLR
PICT
(CONT.)
☞ NOTE: MEANS
PRESS THIS KEY
ENGINE MAINTENANCE (CDU)

72-00-00 Nov. 98
ENGINE SYSTEMS
ENGINE SYSTEM AND AIRPLANE INTERFACE Engine Sensors

COMPONENTS -T12 -Po
-PT25 -PS3
Identification (1.A.a) -T3 -P25 (optional)
These are the engine interfaces with engine and -TCC or T case -PS13 (optional)
airplane components: -T49.5/EGT -Fuel Filter Bypass
-HMU -Oil Temperature -MCD (optional)
-EEC -T5 (optional) -Fuel Flow Transmitter
-Valves -N1 Speed -N2 Speed
-Actuators -Oil Quantity -Oil Pressure
-Sensors -Oil Filter Bypass
-Airplane systems
-Thrust reverser Airplane systems
The following are interfaced with the airplane:
HMU - Common Display System/Display
Hydromechanical unit Engine Unit (CDS/DEU)
- ADIRU - Air Data Inertial Reference Unit
ECU/EEC - FDAU - Flight Data Aquisition Unit
Electronic Control Unit or Electronic Engine Control - Thrust Resolvers and Thrust Levers
- Electrical Power Supplies
Valves/Actuators - Autothrottle
-TBV Transient Bleed Valve - Starting
-BSV Burner Staging Valve - Thrust Reversers
-VBV Variable Bleed Valve Actuators - Start Levers
-VSV Variable Stator Vane Actuators
-LPTACC Low Pressure Turbine Active Clearance Thrust reverser
Control Valve The reverser LVDT position sensors provide feedback to
-HPTACC HPT Clearance Control Valve the EEC and the airplane systems.

72-00-00 Page 8
Nov. 98
ENGINE AIR
FUEL CONTROL CONTROL
HMU
IDENTIFICATION
PLUG ENGINE FIRE
SWITCHES
ENGINE AND FUEL

INDICATING
ELECTRONIC START
ENGINE LEVERS
TRA RESOLVERS CONTROL
(EEC)
ENGINE SENSORS
THRUST REVERSER
IGNITION
OIL
INDICATING
ENGINE STARTING CDS/DEU
EEC ALTERNATOR AIRPLANE

ELECTRICAL BUSES
AUTO-
FDAU FMC ADIRU THROTTLE
COMPUTER
ENGINE CONTROL SYSTEM

72-00-00 Nov. 98
ENGINE SYSTEMS
FUEL SYSTEM
The fuel system is made up of the following items:
-Fuel pump assembly
-Hydromechanical unit (HMU)
-Fuel flow transmitter
-In-line fuel strainer
-Fuel nozzles
-Fuel manifolds
-Fuel/oil heat exchanger
-Fuel filter
-IDG oil cooler
-Burner staging valve (BSV)
Purpose (1.B.a)
The primary purpose of the fuel system is to provide
energy for combustion. The secondary purpose of the
fuel system is for the operation of the hydromechanical
systems, by providing the pressurized fuel as hydraulic
power for the engine control actuators and valves. Fuel
is also used as a cooling medium in the fuel oil heat
exchanger and the IDG oil cooler, to cool the oil.
The Fuel System interfaces with the engine control

system components to provide control and monitoring
information.

72-00-00 Page 10
Nov. 98
OIL RETURN
OIL RETURN FROM

SCAVENGE CIRCUIT
MAIN FUEL/OIL
Pb FUEL
HEAT EXCHANGER
FLOW
Psf TRANS-
FUEL FROM MITTER 10 FUEL NOZZLES
AIRCRAFT Ps
FUEL TANKS HP PUMP
LP PUMP
HMU
BSV
FUEL FILTER 10 FUEL NOZZLES
Pb
FUEL PUMP VSV
VBV
OIL COOLER
TBV
HPTC
FAN AIR
A/C LPTC
Generator
FUEL SYSTEM
72-00-00 Nov. 98
ENGINE SYSTEMS
ENGINE FUEL DISTRIBUTION COMPONENTS
These are the fuel distribution system components:
- In-line fuel filter
- Fuel pump assembly
- Fuel filter
- Hydromechanical Unit (HMU)
- IDG oil cooler
- Burner staging valve (BSV)
- Fuel nozzles.
- Fuel manifolds

72-00-00 Page 12
Nov. 98
IN-LINE FUEL FILTER
FUEL NOZZLE
FUEL PUMP
BURNER STAGING VALVE
HMU
IDG OIL COOLER
COMPONENT LOCATIONS
72-00-00 Nov. 98
ENGINE SYSTEMS
ENGINE CONTROL COMPONENTS RH SIDE
These are the engine control components on the right
side of the engine:
- EGT wiring harnesses
- HPTACC sensor
- Identification (ID) plug
- Engine electronic control (EEC)
- T12 sensor.
These are the engine fuel control components in the

airplane flight compartment:
- Control Stand
- Thrust lever resolvers
- Autothrottle clutch pack.

72-00-00 Page 14
Nov. 98
COMPONENT LOCATIONS
72-00-00 Nov. 98
ENGINE SYSTEMS
AIR SYSTEMS
The air systems incorporate several subsystems.
-Clearance Control Systems (LPT & HPT)
-Transient Bleed Control
-Aircraft Bleed Air
-Variable Air Flow Requirements (VSV & VBV)
-Engine Internal Cooling & Pressurization
-Engine Anti-ice
-Accessory Cooling
-Ignition Lead Cooling
-IDG Cooling
-Air Sensors Systems
Purpose (1.B.a)
The purpose of the air system is to provide thrust energy,
help in the clearance control system operation to obtain
optimum clearances, performance and fuel efficiency.

72-00-00 Page 16
Nov. 98
AIR SYSTEM
72-00-00 Nov. 98
ENGINE SYSTEMS
IGNITION SYSTEM
The ignition system components are:
- Ignition lead cooling air manifold
- 2 ignition exciters
- 2 ignition leads
- 2 igniters
The location of the ignition exciters are on the lower RH

side of the fan case.
Purpose (1.B.a)
The purpose of the Ignition System is to provide the
electrical energy for the spark igniters. This gives the
spark to the combustion chamber to ignite the fuel air
mixture. Once the fuel is ignited, combustion is
continuous and the igniters can be turned off.

72-00-00 Page 18
Nov. 98
115VAC
IGNITION SYSTEM
72-00-00 Nov. 98
ENGINE SYSTEMS
OIL SYSTEM
The main component of the oil system is the oil
lubrication unit which houses the pumps and other
components.
Purpose (1.B.a)
The purpose of the engine oil system is lubrication and
cooling of rotating or sliding parts. The oil system uses an
oil tank, pumps, filters and lines to lubricate various
components of the engine. Proper oil lubrication is vital
to component life and engine reliability.

72-00-00 Page 20
Nov. 98
FWD AFT VENT OUTLET

SUMP SUMP
T SUPPLY
G
A B SCAVENGE
G
B VENT
OIL SCAVENGE CIRCUIT

OIL SUPPLY CIRCUIT
1 MASTER CHIP DETECTOR (0ptional)
3 MAGNETIC CHIP DETECTORS
1 PRESSURE PUMP
3 SCAVENGE PUMPS
1 PRESSURE FILTER
1 SCAVENGE OIL FILTER
2 HEAT EXCHANGERS
OIL TANK
OIL SYSTEM
72-00-00 Nov. 98
ENGINE SYSTEMS

72-00-00 Page 22
Nov. 98

ctc-102 General Familiarization

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CFM56-7B

cfm CFMI PROPRIETARY INFORMATION!

The Power November 1998

CFMI Customer Training Center CFMI Customer Training Programs

EFFECTIVITY 737-600/700/800/900/BBJ ALL Page 1

EFFECTIVITY 737-600/700/800/900/BBJ ALL Page 1

ENGINE SAFETY HAZARDS

Identification (1.A.a) Engine Inlet Suction

ENGINE SAFETY HAZARDS

ENGINE THRUST APPLICATIONS

The Boeing business jet (BBJ) thrust application is the

The Boeing COMBI jet thrust application is TBD and is

737- 600 737- 700 737- 800

CFM56-7B18 CFM56-7B20 CFM56-7B22 CFM56-7B20 CFM56-7B22 CFM56-7B24 CFM56-7B24 CFM56-7B26 CFM56-7B27

737- 900 COMBI BBJ

CFM56-7B24 CFM56-7B26 CFM56-7B27 CFM56-7B CFM56-7B26

ENGINE SPECIFICATION DATA

Engine Specification Data Items

CFM56-7B18 CFM56-7B20 CFM56-7B22 CFM56-7B24 CFM56-7B26 CFM56-7B27

TAKEOFF THRUST 19,500 20,600 22,700 24,200 26,300 27,300

FAN DIAMETER 61 INCHES 61 INCHES 61 INCHES 61 INCHES 61 INCHES 61 INCHES

EGT 950 0 C 950 0 C 950 0 C 950 0 C 950 0 C 950 0 C

BYPASS RATIO 5.5 5.4 5.3 5.3 5.1 5.1

PRESSURE RATIO 21.7 22.7 24.6 26.0 27.9 27.9

ENGINE SPECIFICATION DATA ITEMS

Fan Duct Cowl and Thrust Reverser

ENGINE MAINTENANCE CONCEPTS

RAMP & TRANSIT

LINE Line Maintenance - Pre/post flight activities with

ENGINE MAINTENANCE CONCEPTS

Component Overhaul Maintenance

THIS PAGE INTENTIONALLY LEFT BLANK

EFFECTIVITY 737-600/700/800/900/BBJ ALL Page 1

MAJOR MODULE CONSTRUCTION

Included in the 3 Major Modules are 17 smaller sections

FAN MAJOR MODULE CORE MAJOR MODULE LPT

MAJOR MODULE CONSTRUCTION

FAN MODULE CONSTRUCTION

Module #1. Fan and booster

Module #16.Transfer gearbox

CORE MODULE CONSTRUCTION

Module #5 High Pressure Compressor Rotor

Module #10 High Pressure Turbine Nozzle

LPT MODULE CONSTRUCTION

Module #13 Low Pressure Turbine Rotors and

LOW PRESSURE TURBINE MODULES

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EFFECTIVITY 737-600/700/800/900/BBJ ALL Page 1

EFFECTIVITY 737-600/700/800/900/BBJ ALL

ENGINE SYSTEMS CONTROL

ENGINE CONTROL SYSTEMS

The condition monitoring program incorporates the

The six on-condition monitoring systems consist of:

EFFECTIVITY 737-600/700/800/900/BBJ ALL

CONTROL DISPLAY UNIT (CDU)

Purpose (1.B.a.) Normal Mode

EFFECTIVITY 737-600/700/800/900/BBJ ALL

INIT/REF INDEX 1/1

BRT 4L < TAKEOFF 4R