CFM65-5B ENGINE ASSEMBLY DESCRIPTION AND

OPERATION
ENGINE GENERAL
The CFM56-5B is an axial flow, dual-spool, high bypass ratio, turbofan engine with fan and
multistage compression systems driven by reaction turbines. It has a single stage fan and 4stage booster (low pressure compressor) driven by a 4-stage low pressure turbine. A 9stage, variable geometry, high pressure compressor is driven by an air-cooled, single stage,
high pressure turbine. A low-emission, double annular combustor with 20 dual-cone fuel
nozzles, distributes the fuel to provide the heat energy which drives the turbines. The
residual energy from the turbines is released as high-velocity exhaust gases (hot thrust)
which add to the larger propulsive thrust (cold or fan thrust) already supplied by the fan
stage exhaust.
The accessory drive system extracts energy from the high pressure rotor to drive the engine
and engine-mounted aircraft accessories. Reverse thrust for braking the aircraft after landing
is supplied by an integrated system which acts on the fan discharge airflow.
ENGINE SECTIONS AND MODULES
The major section (or major modules) of the CFM56-5B engine are:The Fan Section. Is composed of the fan and booster rotor/stator, the No. 1 and No. 2
bearing support, the inlet gearbox (IGB) and No. 3 bearing support and the fan frame
maintenance modules.
The HP Compressor Section. Is primarily composed of the PC rotor, forward and aft stator
casing maintenance modules.
The Combustor Section. Is primarily composed of the combustor casing and combustion
chamber maintenance modules.
The Turbine Section. Is composed of the HPT nozzle, HPT rotor, LPT stage 1 nozzle, LPT
rotor/stator and casing, LPT shaft and turbine frame maintenance modules.
The Accessory Drive Section. Is primarily composed of the transfer gearbox (TGB) and
accessory gearbox (AGB) maintenance modules.
The description of each engine module is as follows:FAN/BOOSTER ROTOR
The fan rotor consists of one full-diameter single stage fan and a smaller 4-stage booster for
the core engine flow.
The fan and the booster are mounted on a common internal concentric shaft driven by the 5stage fan turbine. Two bearings support the fan and booster rotor in the fan frame.
FAN/BOOSTER STATOR
Fixed stator vanes are provided for both the fan and the booster. The fan casing, in which
the fan stator is mounted, has provisions for blade containment forward of and in the plane
of the fan rotor. The fan casing is supported by the fan frame and also supports the
accessory gearbox (AGB).

FAN FRAME
The fan frame is one of the major structural and aerodynamic components of the engine.
Aerodynamically, the fan frame forms the inner and outer flow passage of the fan and core
airstreams. Structurally, it carries inlet cowl loads, supports the fan casing, the two fan
bearings, and the core engine forward bearings: contains the forward engine mount, houses
the accessory drive power take off inlet gearbox (IGB) and radial drive shaft; contains the
variable bleed valve system (VBV) between the booster and high pressure compressor;
supports the transfer and accessory gearboxes and provides mounting surfaces for the fanstream acoustic panels. This frame also serves as the forward support for the high pressure
compressor (HPC).
COMPRESSOR ROTOR
The compressor is a 9-stage axial flow assembly. The rotor consists of the stage 1 and 2
disks which form a spool, a separately attached stage 3 disk and a spool containing stage 4
- 9 disks. Stages 1, 2, and 3 disks have axial dovetail slots and stages 4 - 9 blades are
retained in circumferential slots. All blades are individually replaceable without spool
disassembly.
COMPRESSOR STATOR
All 9 stages of the compressor stator are shrouded. The inlet guide vanes (IGV) and the first
3 stages of the compressor are variable. The casing is composed of two semi-cylindrical
halves, permitting a quick access to the core engine compressor.
COMBUSTOR
A step diffuser is incorporated upstream of the combustor for reduction of the combustor
sensitivity to the compressor velocity profile. The combustor can be replaced without
disturbing the fuel nozzles. The combustor casing provides structural support for the
combustor and incorporates the compressor outlet guide vanes (OGV).
HIGH PRESSURE TURBINE
The high pressure turbine (HPT) is an air cooled single stage high energy turbine. Rotor
blades are individually replaceable without the need for rotor disassembly or re-balancing.
The HPT nozzle, stator and shrouds, the seals for the compressor discharge pressure
(CDP), and the LPT stage 1 nozzle are also components of high pressure turbine. The HPT
drives the HPC and the Accessory Drive through the Inlet Gearbox (IGB).
LOW PRESSURE TURBINE
The low pressure turbine (LPT) consists of 4 stages of blades and vanes. The first stage
nozzle vane assembly is cooled and transfers cooling air for the high pressure and low
pressure turbine disks. The LPT drives the fan rotor through the inner concentric shaft and is
aerodynamically coupled to the high pressure system. The LPT casing is a 360-degree
design to provide structural continuity.
TURBINE FRAME
The turbine frame is located aft of the LPT. It contains the aft LPT bearing, and supports the
mixer and centerbody. This frame contains the engine rear mount fitting.
ACCESSORIES AND ACCESSORY DRIVES
Engine and aircraft accessories are mounted on the accessory gearbox (AGB) which is
located on the lower portion of the fan casing and is driven by a shaft from the transfer
gearbox (TGB). Power for the engine and the aircraft-mounted accessories is extracted from
the HPC rotor shaft through an inlet gearbox (IGB) through the radial shaft to the transfer

gearbox. Quick attach-detach (QAD) accessory mounting flanges are provided for all
accessories.
ENGINE BEARINGS, BEARING SUMPS, SEALS AND SUMP VENTING ARRANGEMENT
BEARINGS AND FORWARD AND AFT SUMPS
The engine rotors are supported by bearings installed in the sump cavities provided by the
two frames. The forward sump is in the fan frame and is the location of bearings No. 1, No. 2
(fan/booster shaft), and No. 3 (HP shaft forward and high shaft anti-orbiting bearing). The aft
sump is in the turbine rear frame and is the location of bearing No. 4 (HP shaft aft) and No. 5
(LP shaft aft).
OIL DISTRIBUTION
The bearings must be lubricated with oil that is distributed to these components by a series
of nozzles. The oil must be retained within the engine; therefore, seals of various types are
provided to confine and direct oil re-circulation.
SEAL ARRANGEMENT AND SUMP VENTING
The arrangement of oil and air seals, provisions for oil supply, oil scavenge, seal
pressurization, and sump vent subsystems provide a system known as a "dry sump" system.
Engine sumps are vented to ambient pressure through the "centre-vent" tube which is
contained within the LP shaft.
BEARING FUNCTIONS
Bearings provide reduced rolling friction, support the rotors axially and radially within the
engine structure and position the rotors relative to the stators. The bearings must control the
forces of gravity weight, aerodynamic loads of pumping and turbine driving, and gyroscopic
loads due to aircraft manoeuvres.