CFM Engine Construction and work
The CFM56-5B engine is a dual-rotor, variable stator, high bypass ratio turbo fan power plant. The CFM56-5B powers the
complete single aisle family of aircraft.
CFM56-5B engines are available in several thrust ratings.
All the engines are basically the same. A programming plug on the Electronic Control Unit (ECU) changes the available thrust.
The power plant installation includes the engine, the engine inlet, the exhaust, the fan cowls and the reverser assemblies. The pylon connects the engine to the wing structure. The engine is attached to the pylon by forward and aft mounts.
Watch this video How CFM engine work.
COMPRESSOR
The CFM56-5B has two axial compressor sections, one for each shaft: the Low Pressure Compressor (LPC) fan booster section, and the High Pressure Compressor (HPC) section.
The LPC is composed of: fan frame, fan booster rotor, and fan booster stator.
The HPC section is divided into: HPC rotor, and HPC stator.
FAN FRAME ASSEMBLY
The fan frame module carries inlet cowl loads to support the fan, booster and HPC and their bearings, contains the forward mount and supports transfer and accessory gearboxes. It provides ducting for primary and secondary airflows and variable air valves.
FAN BOOSTER ROTOR
The fan rotor consists of one full diameter single stage fan for the secondary flow and a four-stage booster for the core engine flow.
FAN BOOSTER STATOR
Fixed stator vanes are provided for both, the fan and booster rotor. The casing is supported by the fan frame and supports the accessory drive gearbox.
HPC ROTOR
The HPC compressor rotor is a 9-stage axial flow assembly. The rotor consists of stages 1-2 spool, stage 3 disk, stages 4-9 spool.
HPC STATOR ASSEMBLY
All 9 stages of the compressor stator are shrouded. The Inlet Guide Vanes (IGVs) and the first 3 stages of the compressor are variable.
COMBUSTION CHAMBER
The basic CFM56-5B engines have a Single Annular Combustor configuration.
The case incorporates the compressor Outlet Guide Vanes ( OGV ) and a diffuser for the reduction of combustion chamber sensitivity to the compressor air velocity profile.
TURBINE SECTION
The turbine section is formed by two modules: the HPT module and the LPT module. The HPT module consists of 1-stage nozzle and rotor and the LPT consists of 4-stage nozzle and rotor.
The turbines provide energy to increase the pressure of the airflow in the compressors and to power all the accessories that the aircraft needs.
HPT NOZZLE ASSEMBLY
The HPT nozzle is a single-stage air-cooled assembly that mounts in the combustion case and directs the gas flow from the combustion chamber into the blades of the HPT rotor.
HPT ROTOR ASSEMBLY
The HPT rotor is a single-stage, air-cooled, high-efficiency turbine.
HPT SHROUD AND LPT 1 STAGE NOZZLE ASSEMBLY
The HPT shroud and stage 1 LPT nozzle assembly is located inside the combustion case.
LPT STATOR ASSEMBLY
The LPT assembly consists of the LPT case assembly, stages 2-4 LPT nozzle assemblies and the air-cooling tubes and manifolds assembly.
LPT ROTOR ASSEMBLY
The LPT rotor assembly is composed of: LPT disks, stage 1 blade assembly, rotating air seals, stages 2-4 of LPT rotor and, turbine rotor support.
TURBINE FRAME ASSEMBLY
The turbine frame is bolted to the LPT case and supports the primary exhaust nozzle.
MAINTENANCE TIPS
The engine and pylon drain system is designed to collect fuel, oil, water and hydraulic fluid from engine systems and accessories and discharge them overboard through the engine drain mast and the pylon drain tubes.
For troubleshooting and leak isolation a drain collector is installed on the accessory gearbox. The drain collector supplies the drain manifold module, which supports the drain mast. The drain mast also has separate drains for additional leak isolation. The pylon drain tubes collect fluids from individual pylon chambers, also for leak isolation.
If fluid leaks are found during transit operations, the AMM (ATA 70-00 & ATA 29-00) lists maximum permitted leakage limits for the drain system. There are limits for STATIC (engine not running) and DYNAMIC (engine running) conditions. There is also a separate drain line at the drain mast trailing edge for the Fuel Manifold Shroud drain. There is NO LEAKAGE PERMITTED from this drain. Here are some examples of leakage limits for dispatch. See the AMM for complete list.
NOTE: In the case of extreme cold weather condition (Outside Air Temperature (OAT)
Less than 20 a after and at br deg.c deg.f drain during engine expected from fuel idle. is leakage leaks manifold mast may minimum minute non-running occur on other p start. stop than the this to warm-up
ENGINE CHARACTERISTICS
The Airbus A320 family is powered by two CFM International CFM56-5 turbofan engines. These engines can produce a thrust from 21600 lb (9800 kg) to 33000 lb (14970 kg) depending on the aircraft version set by the engine data programming plug.
The engines are attached to the lower surface of the wings by pylons.
The pylons provide an interface between the engine and the aircraft for electrics, fluids, pneumatics and mechanical forces.
The engine is enclosed in a nacelle, which provides aerodynamic airflow around the engine and ensures protection for the accessories.
ENGINE CONTROL
The engine includes a Full Authority Digital Engine Control (FADEC) consisting of two independent Engine Control Unit (ECU)control channels. The FADEC provides engine control, engine monitoring and help for maintenance and trouble shooting.
ENGINE GENERAL PARAMETERS
There is a different kind of thrust depending on the engine installed on the aircraft. Until 33000 lb (14970 kg) can be achieved during take off with the CFM56-5B3 on A321, or 21600 lb (9800 kg) with CFM56-5B8 on A318, which is the lowest take-off thrust. Notice the take-off thrust is the same between the CFM56-5B4 on A320 and CFM56-5B7 on A319 and A319 Corporate Jet, with a thrust value of 27000 lb (12250 kg).
complete single aisle family of aircraft.
CFM56-5B engines are available in several thrust ratings.
All the engines are basically the same. A programming plug on the Electronic Control Unit (ECU) changes the available thrust.
The power plant installation includes the engine, the engine inlet, the exhaust, the fan cowls and the reverser assemblies. The pylon connects the engine to the wing structure. The engine is attached to the pylon by forward and aft mounts.
Watch this video How CFM engine work.
COMPRESSOR
The CFM56-5B has two axial compressor sections, one for each shaft: the Low Pressure Compressor (LPC) fan booster section, and the High Pressure Compressor (HPC) section.
The LPC is composed of: fan frame, fan booster rotor, and fan booster stator.
The HPC section is divided into: HPC rotor, and HPC stator.
FAN FRAME ASSEMBLY
The fan frame module carries inlet cowl loads to support the fan, booster and HPC and their bearings, contains the forward mount and supports transfer and accessory gearboxes. It provides ducting for primary and secondary airflows and variable air valves.
FAN BOOSTER ROTOR
The fan rotor consists of one full diameter single stage fan for the secondary flow and a four-stage booster for the core engine flow.
FAN BOOSTER STATOR
Fixed stator vanes are provided for both, the fan and booster rotor. The casing is supported by the fan frame and supports the accessory drive gearbox.
HPC ROTOR
The HPC compressor rotor is a 9-stage axial flow assembly. The rotor consists of stages 1-2 spool, stage 3 disk, stages 4-9 spool.
HPC STATOR ASSEMBLY
All 9 stages of the compressor stator are shrouded. The Inlet Guide Vanes (IGVs) and the first 3 stages of the compressor are variable.
COMBUSTION CHAMBER
The basic CFM56-5B engines have a Single Annular Combustor configuration.
The case incorporates the compressor Outlet Guide Vanes ( OGV ) and a diffuser for the reduction of combustion chamber sensitivity to the compressor air velocity profile.
TURBINE SECTION
The turbine section is formed by two modules: the HPT module and the LPT module. The HPT module consists of 1-stage nozzle and rotor and the LPT consists of 4-stage nozzle and rotor.
The turbines provide energy to increase the pressure of the airflow in the compressors and to power all the accessories that the aircraft needs.
HPT NOZZLE ASSEMBLY
The HPT nozzle is a single-stage air-cooled assembly that mounts in the combustion case and directs the gas flow from the combustion chamber into the blades of the HPT rotor.
HPT ROTOR ASSEMBLY
The HPT rotor is a single-stage, air-cooled, high-efficiency turbine.
HPT SHROUD AND LPT 1 STAGE NOZZLE ASSEMBLY
The HPT shroud and stage 1 LPT nozzle assembly is located inside the combustion case.
LPT STATOR ASSEMBLY
The LPT assembly consists of the LPT case assembly, stages 2-4 LPT nozzle assemblies and the air-cooling tubes and manifolds assembly.
LPT ROTOR ASSEMBLY
The LPT rotor assembly is composed of: LPT disks, stage 1 blade assembly, rotating air seals, stages 2-4 of LPT rotor and, turbine rotor support.
TURBINE FRAME ASSEMBLY
The turbine frame is bolted to the LPT case and supports the primary exhaust nozzle.
MAINTENANCE TIPS
The engine and pylon drain system is designed to collect fuel, oil, water and hydraulic fluid from engine systems and accessories and discharge them overboard through the engine drain mast and the pylon drain tubes.
For troubleshooting and leak isolation a drain collector is installed on the accessory gearbox. The drain collector supplies the drain manifold module, which supports the drain mast. The drain mast also has separate drains for additional leak isolation. The pylon drain tubes collect fluids from individual pylon chambers, also for leak isolation.
If fluid leaks are found during transit operations, the AMM (ATA 70-00 & ATA 29-00) lists maximum permitted leakage limits for the drain system. There are limits for STATIC (engine not running) and DYNAMIC (engine running) conditions. There is also a separate drain line at the drain mast trailing edge for the Fuel Manifold Shroud drain. There is NO LEAKAGE PERMITTED from this drain. Here are some examples of leakage limits for dispatch. See the AMM for complete list.
NOTE: In the case of extreme cold weather condition (Outside Air Temperature (OAT)
Less than 20 a after and at br deg.c deg.f drain during engine expected from fuel idle. is leakage leaks manifold mast may minimum minute non-running occur on other p start. stop than the this to warm-up
ENGINE CHARACTERISTICS
The Airbus A320 family is powered by two CFM International CFM56-5 turbofan engines. These engines can produce a thrust from 21600 lb (9800 kg) to 33000 lb (14970 kg) depending on the aircraft version set by the engine data programming plug.
The engines are attached to the lower surface of the wings by pylons.
The pylons provide an interface between the engine and the aircraft for electrics, fluids, pneumatics and mechanical forces.
The engine is enclosed in a nacelle, which provides aerodynamic airflow around the engine and ensures protection for the accessories.
ENGINE CONTROL
The engine includes a Full Authority Digital Engine Control (FADEC) consisting of two independent Engine Control Unit (ECU)control channels. The FADEC provides engine control, engine monitoring and help for maintenance and trouble shooting.
ENGINE GENERAL PARAMETERS
There is a different kind of thrust depending on the engine installed on the aircraft. Until 33000 lb (14970 kg) can be achieved during take off with the CFM56-5B3 on A321, or 21600 lb (9800 kg) with CFM56-5B8 on A318, which is the lowest take-off thrust. Notice the take-off thrust is the same between the CFM56-5B4 on A320 and CFM56-5B7 on A319 and A319 Corporate Jet, with a thrust value of 27000 lb (12250 kg).
Credit: Neha Angel
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