Motor 737 Cfm56-7b

Linhas aéreas Inteligentes
TREINAMENTO DE MANUTENÇÃO
CFM56-7B COMPONENT IDENTIFICATION

POWER PLANT
ENGINE GENERAL
ENGINE SYSTEMS
THRUST REVERSER SYSTEMS

• NACELLE
OBJETIVOS:
• IDENTIFICAR A LOCALIZAÇÃO
DOS COMPONENTES DA
NACELLE.
• IDENTIFICAR OS
COMPONENTES DA NACELLE.
• IDENTIFICAR QUAL A
FINALIDADE DOS
COMPONENTES DA NACELLE.
• A NACELLE DO CFM56-7B
É DIVIDIDA EM 4 PARTES.
• INLETCOWL
• FAN COWL
• THRUST REVERSER
• EXHAUST NOZZLE AND

PLUG
• INLET COWL
• FAN COWL
• THRUST REVERSER
• EXHAUST NOZZLE
INLET COWL
• Localização: O inlet cowl é
fixado nas flanges da parte
frontal do fan case.
• Identificação: O inlet cowl é

feito de liga de alumínio.
• Finalidade: Direcionar o fluxo

de ar para dentro do motor.
FAN COWL
• Localização: O fan cowl é
fixado no support beam.
• Identificação: O fan cowl é feito

de liga de alumínio
• Finalidade: O fan cowl promove

um fluxo de ar uniforme ao
redor do fan case.
THRUST REVERSER
• Localização: O thrust reverser é
localizado na parte trazeira do
fan cowl
• Identificação: A carenagem do
reverso se move para traz
bloqueando a passagem de ar.
• Finalidade: O sistema do
reverso promove uma mudança
no direcionamento do fluxo de
ar do motor.
• Localização: O exhaust nozzle e EXHAUST NOZZLE AND PLUG

plug são fixados no case
turbine.
• Identificação: O exhaust nozzle

e plug são feitos de liga de
nickel.
• Finalidade: Exhaust nozzle

controla o fluxo de ar externo
da turbina e o plug o fluxo de ar
interno da turbina.
Engine Build
• Identificar a localização dos
componentes no motor.
• Identificar o componente no
motor.
• Finalidade do componente.
• O CFM56-7 dispõe dos

seguintes componentes:
• Engine Drains
• Integrated Drive Generator
• Starter
• Starter control valve
• Hydraulic Pump
DRAINS
• INTERGRATED DRIVE GENERATOR

• STARTER
• STARTER CONTROL VALVE

• HYDRAULIC PUMP
• ENGINE DRAINS
Localização: Os drenos estão
localizados a 6 horas no fan
cowl.
• Identificação: Os drenos estão

conectados a vários
componentes do motor
• Finalidade: Enviar fluidos em

excesso ou provido de algum
vazamento para fora do motor.
• INTEGRATED DRIVE GENERATOR

Localização: O IDG é fixo na
parte frontal da accessory
gearbox
• Identificação: O IDG é um
equipamento que engloba CSD
e um gerador.
• Finalidade: Suprir fonte elétrica

para a aeronave e alguns
sistemas do motor.
STARTER
• Localização: O starter é preso a
gearbox na parte dianteira.
• Identificação: Turbina de
simples estágio de fluxo axial.
• Finalidade: Atua diretamente

sobre o eixo de N2 para prover
partida do motor ou para se
fazer o motoring durante alguns
procedimentos de manutenção.
STARTER CONTROL VALVE

• Localização: Está localizada
acima do stater localizado no
fan case.
• Identificação: A starter valve é

elétrica controlada
pneumaticamente operando
diretamente na borboleta da
válvula.
• Finalidade: Libera o fluxo de ar

para o acionamento do starter.
HYDRAULIC PUMP
• Localização: Localizada na pate
frontal da gearbox.
• Identificação: É uma bomba de

deslocamento positivo.
• Finalidade: Disponibilizar
pressão para a operação de
vários sistemas na aeronave.
ENGINE GENERAL
• ENGINE ESPECIFICATIONS
• ENGINE MODULES
• FAN MODULE
• CORE MODULE
• LPT MODULE
• AIRFLOW PATHS
• OBJETIVOS
• Localizar as placas com

especificações do motor.
• Identificar as especificações
contidas nas placas.
• Finalidade das especificações

ENGINE SPECIFICATIONS
• Encontramos no motor as
seguintes especificações
relacionadas abaixo.
• Aplicações
• Potência
• Placas de especificações e
dados referentes ao motor
• Áreas de segurança
• Requerimentos para o
transporte do motor no solo.
APPLICATION
• Os motores CFM56-7 são usados
em varios modelos de aeronaves:
• Boeing 737-600/700/800/900
• 737-700 IGW
• Combi (cargo and passenger)
• 737-BBJ(Boeing Business Jet)
• C40A (Navy)
• AWACS
• C40B (Air Force)

DATA PLATE
• Localização: As placas de identificação

estão localizadas a 3 horas no fan case
após o tank de óleo.
• Finalidade: Estão gravados na placa os
seguintes dados:
• ENGINE TYPE AND MODEL

• CERTIFICATION TYPE
• PRODUCTION CODES
• SERIAL NUMBER
• THRUST RATINGS
• MANUFACTURER
• REGULATING AGENCY DATA
• GENERAL ENGINE DATAS
• ENGINE PERFORMANCE DATA
• N1 TRIM INFORMATION
• THRUST RATING SERVICE BULLETIN
COMPLIANCE.
ENGINE SAFETY HAZARDS
• Durante a operação do motor

não devemos nos aproximar
das entradas de ar do motor tão
menos da área de exaustão do
mesmo.
• São 4 os perigos que um

motor pode trazer :
• Inlet suction
• Exhaust velocity
• Exhaust heat
• Engine noise
REQUERIMENTOS PARA O TRANSPORTE DO MOTOR NO SOLO
• Um motor pode ser

transportado por um caminhão
desde que o mesmo possua
uma suspenção pneumática.
• Se faz necessário um
transporte onde se evite shocks
e vibrações pois podem
ocasionar danos aos
rolamentos do motor.
ENGINE MODULES
• O motor foi dividido em vários

módulos:
• Fan module
• Core module
• HPT module
• LPT module
• AGB module
FAN MODULE
CORE MODULE
HPT MODULE
LPT MODULE
AGB MODULE
FAN MODULE
• O fan module é composto pelos
seguintes componentes:
• Fan and booster.
• No 1 and no 2 bearing support.
• Inlet gearbox (IGV) and no 3 bearing.
• Fan frame.
• Transfer gearbox (TGB).
• Accessory gearbox (AGB).

FAN AND BOOSTER

NO 1 AND NO 2 BEARING SUPPORT

ACCESSORY GEARBOX
TRANSFER GEARBOX
INLET GEARBOX MODULE

• Fan module :
• Fornece 80% do empuxo para o
motor.
FAN AND BOOSTER

• Fan and Booster:
• Está localizado na parte interna do
fan case.
• É um compressor axial de 4
estágios
• Sua função é captar o ar externo
comprimir e entregá-lo ao
compressor de alta pressão.
NO 1 AND 2 BEARING SUPPORT
• No 1 and 2 Bearing Support:

• Bearing support n 1 and 2 é fixado
no fan frame e totalmente
moldado em titânio.
• Sua finalidade é praticamente dar
suporte ao eixo e apoiar os
rolamentos No 1 and 2.
ACCESSORY GEARBOX
• Accessorry gearbox:
• Está localizada na posição 9
horas é construída totalmente de
liga de alumínio na sua parte
interna possui varias engrenagens
que possibilita a instalação de
vários acessórios do motor.
• Sua finalidade é transmitir força
vinda do core engine para
movimentar vários acessórios
para aeronave.
TRASNFER GEARBOX
• Transfer gearbox:
• Está localizada na posição 9
horas.
• Sua principal finalidade é
transmitir força da inlet gearbox
para accessory gearbox
INLET GEARBOX
• Inlet gearbox:
• Está localizada no fan frame.
• Sua principal finalidade é
transmitir força vinda do
compressor de alta para trasfer
gearbox e accessory gearbox
mudando o movimento do eixo N2
de axial em horizontal.
CORE MODULE
• The Core Major Module é

composto pelo seguintes
componentes:
• High pressure compressor rotor

• HPC forward stator
• Combustor case
• Combustion chamber
• HPT nozzle
• HPT rotor
• HPT shround and stage 1 nozzle
HIGH PRESSURE COMPRESSOR ROTOR

HPC FORWARD STATOR

HPC REAR STATOR

COMBUSTOR CASE
COMBUSTION CHAMBER
HPT NOZZLE
HPT ROTOR
HPT SHROUND AND STAGE 1 NOZZLE

HPC ROTOR
• Location: The HPC rotor is in the

HPC case on the forward end of
the high pressure turbine shaft.
• Identification: The HPC rotor is a

9-stage axial flow, high-speed,
spool-disk structure.
HPC FORWARD STATOR
• Location: The HPC forward stator

assembly is between the fan
frame and the combustor case.
• Identification: The HPC forward

stator assembly is made up of the
components that follow:
• HPC forward stator case halves
• Inlet guide vanes
• Variable stator vane
• Fixed stator vanes
• Actuation assembly
HPC REAR STATOR
• Location: The HPC rear stator is

inside the front stator assembly.
• Identification: The HPC rear

stator is made up of the
• Rear casing halves
• Fixed vanes
• Stationary seals
COMBUSTOR CASE
Location: The combustor case is

between the HPC case and the
LPT case.
Identification: The combustor case

is a weldment of a difuser, outlet
guide vane, and the structural
casing.
COMBUSTION CHAMBER
• Location:The combustion
chamber is in the combustion
case.
• Identification: The combustion

chamber is a short, annular type
structure.
HPT NOZZLE
• Location: The HPT nozzle is

installed in the combustor case.
• Identification: The HPT nozzle is

a single stage air-cooled
assembly.
HPT ROTOR
• Location: The HPT rotor is in the

aft end of the combustion case,
inside the HPT stator assembly.
• Identification: The HPT rotor is a

single-stage, air-cooled, high
efficiency turbine.
HPT SHROUND AND STAGE 1 NOZZLE
• LOCATION: The HPT shround

and stage 1 LPT nozzle assembly
is located in the aft end of the
combustor case.
• IDENTIFICATION: The HPT

shround has an abradable rub
surface that is resistant to blade
tip rub.The nozzle contains twenty
four LPT segments.Each segment
has four vanes with baffles.
LPT MODULE
• The LPT module is made up of

the components that follow:
• LPT shaft
• LPT rotor and stator
• Turbine frame
LPT SHAFT
LPT ROTOR AND STATOR

TURBINE FRAME
LPT module
• The LPT module takes the energy

of the hot combustion gases and
changes it to mechanical energy
to turn the fan and booster (low
pressure compressor).
LPT SHAFT
• Location: The LPT shaft is inside

the high pressure rotor shaft.
• Identification: The LPT shaft is a

steel alloy tube.
LPT ROTOR AND STATOR
• Location: The LPT rotor and

stator are between the high
pressure turbine and the LPT rear
frame at the aft end of the engine.
• Identification: The LPT rotor and

stator make up a four-stage
turbine assembly.
TURBINE FRAME
• Location: The turbine frame is aft

of the LPT case, and forward of
the engine exhaust nozzle and
plug.
• Identification: The turbine frame

is a primary structural assembly of
the engine.
AIRFLOW PATHS
AIRFLOW PATHS
• The engine is made up of three

types of airflow:
• Secondary airflow
• Primary airflow
• Parasitic airflow
SECONDARY AIRFLOW
PRIMARY AIRFLOW
PARASITIC AIRFLOW
SECONDARY AIRFLOW (FAN)
• Identification: Secondary airflow

is the bypass air made by the fan.
• Purpose: Secondary airflow

supplies approximately 80 percent
of the engine thrust.
PRIMARY AIRFLOW (CORE)
• Identification: Primary airflow is

the air that goes through the
booster, HPC, combustor and
turbine sections.
• Purpose: Primary airflow is used

for combustion to supply power to
turn the fan and compressor.
PARASITIC AIRFLOW
• Location: Parasitic airflow is

bleed air from the primary and
secondary airflows.
• Identification: Parasitic airflow

removes heat from engine
components, supplies
pressurization for bearing sumps,
and supplies bleed air for aircraft
use.
• ENGINE SYSTEMS:
• FUEL SYSTEMS
• CONTROL SYSTEM
• FUEL INDICATING SYSTEM
• OIL SYSTEM
• OIL INDICATING SYSTEM
• IGNITION SYSTEM
• CLEARANCE CONTROL
SYSTEM
• AIRFLOW CONTROL SYSTEM
FUEL SYSTEM
• The fuel system is made up of

the components that follow:
• Fuel pump assembly
• Main fuel/oil heat exchanger
• HMU
• Servo fuel heater
• IDG oil cooler
• Fuel nozzle filter
• Fuel manifold
• Fuel nozzles
FUEL PUMP ASSEMBLY

MAIN FUEL/OIL HEAT EXCHANGER

HMU
SERVO FUEL HEATER

IDG OIL COOLER

FUEL NOZZLE FILTER

TREINAMENTO DE
MANUTENÇÃO
FUEL MANIFOLD
TREINAMENTO DE
MANUTENÇÃO
FUEL NOZZLE
• FUEL SYSTEM PURPOSE:
• The fuel system supplies clean,

pressurized fuel flow to the engine
for combustion and servo system
operation, and removes heat from
the engine oil.
• FUEL SYSTEM OPERATION:
• Fuel from the aircraft fuel

system flows through the low
pressure fuel pump to the IDG
oil cooler and main fuel/oil heat
exchanger to the high
pressure fuel pump. High
pressure fuel flows through the
servo fuel heater to the HMU.
• FUEL SYSTEM OPERATION:
• The HMU meters fuel for

combustion and to the servo
systems for servo operation. Fuel
flows through the fuel flow
transmitter, through the fuel nozzle
filter and to the fuel nozzles.
FUEL PUMP ASSEMBLY
• Location: The fuel pump

assembly is attached to the aft
face of the accessory gearbox.
• Identification: The fuel pump

assembly is made up of two
pumps, a low pressure pump and
a high pressure pump. The low
pressure pump is a centrifugal
impeller pump. The high pressure
pump is a positive displacement
gear pump.
MAIN FUEL/OIL HEAT EXCHANGER
• Location: The main fuel/oil heat

exchanger is attached to the fuel
pump on the accessory gearbox.
• Identification: The main fuel/oil

heat exchanger is made up of the
• Oil bypass valve

• Fuel bypass valve
• A housing and cover
• The exchanger core
HMU
• Location: The hydromechanical

unit (HMU) is at the 8 o'clock
position on the aft side of the fuel
pump assembly.
• Identification: The HMU has

electrical and fuel connections.
SERVO FUEL HEATER
• Location: The servo fuel heater is

on the aft side of the main fuel/oil
heat exchanger.
• Identification: The servo fuel

heater is a housing, a cover and a
heat exchanger core.
IDG OIL COOLER
• Location: The IDG oil cooler is

attached to the fan case at the 7
o'clock position.
• Identification: The IDG oil cooler

is an assembly of two
components:
• A fuel/oil heat exchanger

• An air/oil heat exchanger
FUEL NOZZLE FILTER
• Location: The fuel nozzle filter is

on top of the engine fan case at
the 10 o'clock position
• Identification: The fuel nozzle

filter contains an internal bypass
valve if the filter becomes clogged.
FUEL MANIFOLDS
• Location: The fuel manifold goes

around the combustion case and
is attached to the fuel nozzles.
• Identification: The fuel manifold

is a metal tube with connections
for the fuel nozzles.
FUEL NOZZLE
• Location: The fuel nozzles are

attached to the combustion case
and the fuel manifold.
• Identification: There are twenty

fuel nozzles. Each fuel nozzle has
a shroud that covers the
connection to the fuel manifold.
CONTROL SYSTEM
• The CFM56-7B control system is

made up of the components that
follow:
• P0 sensor
• Electronic engine control (EEC)
• PT25 sensor
• T12 sensor
• PS3 sensor
• T3 sensor
• Engine identification plug
• EEC alternator
TREINAMENTO DE
MANUTENÇÃO
PT25 SENSOR
PT25 SENSOR
TREINAMENTO DE
MANUTENÇÃO
PS3 SENSOR
PS3 SENSOR
EEC ALTERNATOR
EEC ALTERNATOR
P0 SENSOR
P0 SENSOR
ELECTRONIC ENGINE CONTROL

T12 SENSOR
T12 SENSOR
T3 SENSOR
T3 SENSOR
ENGINE IDENTIFICATION PLUG


• The control system controls

the fuel flow for all engine
operations.
• The electronic engine control

(EEC) gets input from many
systems and components and
sends electronic signals to the
hydromechanical unit (HMU). The
HMU supplies fuel to the engine
for combustion and servo
systems.
• The EEC also sends data to the

indicating system so engine status
can be monitored in the flight
compartment
P0 SENSOR
• Location: The P0 sensor is on the

bottom panel of the EEC.
• Identification: The P0 sensor is a

capacitive quartz transducer.
ELECTRONIC ENGINE CONTROL
• Location: The electronic engine

control (EEC) is on the engine fan
case at the 2 o'clock position.
• Identification: The EEC is a box

that contains electronic circuits
that are kept cool with ram air.
PT25 SENSOR
• Location: The PT25 sensor is

installed through the inner wall of
the fan frame at the 6:30 o'clock
position. The sensor extends into
the HPC inlet airflow.
• Identification: The PT25 sensor

probe is made up of the
• Housing
• Two platinum elements
• Two electrical connector
• Optional air connector for P25
T12 SENSOR
• Location: The T12 temperature

sensor is at the 2:30 o'clock
position in the inlet cowl.
• Identification: The T12 sensor

extends into the fan airflow. Two
electrical connections of the T12
sensor go to the EEC.
PS3 SENSOR
• Location: The PS3 sensor is a

static pressure line pickup aft of
the fuel nozzles at the 9 o'clock
position that goes to the EEC.
• Identification: The PS3 sensor is

made up of a pneumatic pickup
line and the PS3 port of the EEC.
T3 SENSOR
• Location: The T3 sensor is on the

combustion case aft of the fuel
nozzles at the 12 o'clock position.
• Identification: The T3 sensor

contains two thermocouples in the
same housing, and two electrical
connectors.
• Location: The identification plug

is attached to the fan case at the
2:30 o'clock position.
• Identification: The ID plug is a

dual, stacked plug that connects
to the P11 connector on the
bottom of the EEC.
EEC ALTERNATOR
• Location: The electronic engine

control (EEC) alternator is
installed on the top forward side of
the accessory gearbox.
• Identification: The EEC

alternator has the parts that follow:
• Stator
• Rotor
• Housing
• Two electrical connectors
FUEL INDICATING SYSTEM
• The CFM56-7B indicating

system has the sensors that
follow:
• Fuel flow transmitter
• Fuel filter differential pressure
switch
• HPSOV (engine valve closed
indication)
FUEL FLOW TRANSMITTER

FUEL FILTER DIFFERENTIAL PRESSURE SWITCH


HIGH PRESSURE SHUTOFF VALVE


• The fuel sensors for the indicating

system supply the flight
compartment with the mass fuel
flow and make lights come on in
the flight compartment if the fuel
filter is clogged and to indicate the
position of the high pressure
shutoff valve.
FUEL FLOW TRASMITTER
• Location: The fuel flow

transmitter is on the fan case at
the 10 o'clock position.
• Identification: The fuel flow

transmitter has two windings, one
on the opening and one in the flow
meter housing. There are two
magnets on the turbine rotor.
• Location: The fuel filter

differential pressure switch is
installed on the fuel pump filter
assembly at the AGB.
• Identification: The fuel filter

differential pressure switch is
made up of two switches, one for
Channel A and one for Channel B.
• Location: The high pressure

shutoff valve (HPSOV) is in the
HMU.
• Identification: The HPSOV is an

internal component of the HMU.
The ENGINE VALVE CLOSED
light is off when the HPSOV is
open. The light is dim when the
HPSOV is closed. The light is
bright when the HPSOV is not in
the commanded position or during
movement of the valve.
OIL SYSTEM
• The CFM56-7B oil system is

made up of the components
that follow:
• Oil tank
• Anti-leakage valve
• Lubrication unit
• Oil supply filter
• Chip detectors
• Optional Debris Monitoring
System (DMS)
• Oil scavenge filter assembly
LUBRICATION UNIT
LUBRICATION UNIT
OIL SUPPLY FILTER

CHIP DETECTOR
OIL SCAVENGE FILTER ASSEMBLY


OIL TANK
ANTI - LEAKAGE VALVE


OIL SYSTEM
• The engine oil system lubricates,

cleans, and decreases the
temperature of all engine oil
lubricated components.
OIL TANK
• Location: The oil tank is on the

fan case at the 3 o'clock position.
• Identification: The oil tank has an

oil level sight gage, a gravity fill
port, and pressure servicing fill
ports.
• Location: The oil anti-leakage

valve is attached to the fan case
at the 6 o'clock position.
• Identification: The oil anti-

leakage valve is a pressure-
actuated, spring-loaded, and
normally closed valve.
LUBRIFICATION UNIT
• Location: The lubrication unit is

attached to the rear face of the
accessory gearbox at the 6 o'clock
position.
• Identification: The lubrication-unit is

follow:
• Oil supply pump

• Supply oil filter
• Supply oil filter bypass valve
• Pop-out indicator
• Pressure relief valve
• Three oil scavenge pumps
• Three chip detectors (or optional DMS
system)
OIL SUPPLY FILTER
• Location: The oil supply filter is in

the lubrication unit.
• Identification: The oil supply

filter is a filter cartridge that is
discarded after use.
CHIP DETECTOR
• Location: The chip detectors are

attached to the inlet side of the
scavenge pumps in the sumps
that follow:
• Forward sump
• Rear sump
• AGB sump
• TGB sump
• Identification: Each chip detector

has a magnet and metallic mesh
screen.
DEBRIS MONITORING SYSTEM (DMS)
• Location: The optional debris

monitoring system (DMS)
electrical chip detectors are
attached to the inlet side of the
scavenge pumps in the sumps
that follow:
• Forward sump
• Rear sump
• AGB sump
• TGB sump
• Location: The oil scavenge filter

assembly is attached to the rear
face of the AGB at the 7 o'clock
position.
• Identification: The oil scavenge

filter assembly is made up of the
• Filter
• Filter bowl and body
• Oil bypass valve
• Oil filter clogging transmitter
OIL INDICATING SYSTEM
• The CFM56-7B oil indicating

system is made up of the
• Oil quantity transmitter

• Oil pressure transmitter
• Oil temperature sensor
• Oil filter clogging transmitter
OIL PRESSURE TRANSMITTER

OIL PRESSURE TRANSMITTER

OIL TEMPERATURE SENSOR


OIL FILTER CLOGGING

OIL FILTER CLOGGING

OIL QUANTITY TRAMITTER

OIL QUANTITY TRAMITTER

OIL INDICATING SYSTEM
• The oil indicating system

supplies oil system data to the
flight compartment.
OIL QUANTITY TRASMITTER
• Location: The oil quantity

transmitter is mounted on top of,
and extends into, the oil tank.
• Identification: The oil quantity

transmitter is a sensor that has a
floating magnet and reed
switches.
OIL PRESSURE TRASMITTER
• Location: The oil pressure

transmitter is part of the
temperature/pressure (T/P)
sensor.
• Identification: The oil pressure

transmitter has two electrical
connectors, one for channel A and
one for channel B.
• Location: The oil temperature

sensor is part of the T/P sensor.
• Identification: The oil

temperature sensor has two
sensing elements in a single
housing and a connector. Each
element attaches to a channel of
the EEC.
OIL FILTER CLOGGING TRANSMITTER
• Location: The oil filter clogging

transmitter is mounted on the oil
scavenge filter assembly at the
accessory gearbox aft side.
• Identification: The oil filter

clogging transmitter is a normally
open switch that attaches to the
EEC through a single connector.
IGNITION SYSTEM
• The CFM56-7B ignition system

has the components that follow:
• Ignition exciters
• Ignition leads
• Igniters plugs
IGNITION EXCITERS
IGNITION LEADS
IGNITION PLUGS
IGNITION PLUGS
IGNITION SYSTEM
• The ignition system supplies the

electrical spark necessary for
combustion of the fuel/air mixture
during startup, and is energized
for landing, takeoff, and in bad
weather.
IGNITION EXCITER
• Location: The ignition exciter

units are installed on the aft fan
case at the 5 o'clock position.
• Identification: The ignition exciter

units are two boxes that contain
capacitor charging and
discharging circuits and bleed
resistor discharging circuits.
IGNITION LEADS
• Location: The ignition leads

extend from the ignition exciter
units on the fan case, along the
core engine at the 6 o'clock
position, up to the igniter plugs at
the 4 o'clock and 8 o'clock
positions on the combustor case.
• Identification: The two ignition

leads are 14-gauge stranded
copper conductor with silicone
rubber insulation, in a flexible
conduit.
IGNITER PLUGS
• Location: The igniter plugs are

installed in the combustion case at
the 4 o'clock and 8 o'clock
positions.
• Identification: There are two

igniter plugs. Each has an outer
shell and an insulated center
electrode.
CLEARANCE CONTROL
• The CFM56-7B clearance

control system is made up of
two systems:
• High pressure turbine active

clearance control (HPTACC)
• Low pressure turbine active

clearance control (LPTACC)
HIGH PRESSURE TURBINE ACTIVE CLEARANCE CONTROL (HPTACC)

LOW PRESSURE TURBINE ACTIVE CLEARANCE CONTROL (LPTACC)

CLEARANCE CONTROL SYSTEM
• The clearance control system

controls airflow around the outside
of the turbine case to keep the
clearances between the turbine
shrouds and blades on schedule.
HIGH PRESSURE TURBINE ACTIVE CLEARANCE CONTROL (HPTACC)
• Location: The high pressure

turbine active clearance control
(HPTACC) system is on the right
side of the core module.
• Identification: The HPTACC

• HPTACC valve
• Stage 4 and stage 9 bleed air
ducts
• HPTACC manifold.
LOW PRESSURE TURBINE ACTIVE CLEARANCE CONTROL (LPTACC)
• Location: The LPTACC valve is

on the right side of the core
module.
• Identification: The LPTACC

• LPTACC valve
• Air duct
• Manifold
AIRFLOW CONTROL SYSTEM
• The CFM56-7B airflow control

system has the components
that follow:
• Variable bleed valve (VBV) system

• Variable stator (VSV) system
• Transient bleed valve (TBV)
VARIABLE BLEED VALVE SYSTEM

VARIABLE BLEED VALVE SYSTEM

VARIABLE STATOR SYSTEM

VARIABLE STATOR SYSTEM

TRANSIENT BLEED VALVE


AIR FLOW CONTROL SYSTEM
• The airflow control system adjusts

airflow through the compressor to
increase compressor efficiency
and to adjust stall margins.
VARIABLE BLEED VALVE SYSTEM (VBV)
• Location: The VBV system is in

the fan frame.
• Identification: The VBV system is

follow:
• Two VBV actuators

• Actuation ring
• Ten bleed doors
• Two master doors.
VARIABLE STATOR VANE (VSV)
• Location: The variable stator

vane (VSV) system components
are installed around the HPC
case.
• Identification: The VSV system is
follow:
• Two VSV actuators
• Two bellcrank assemblies
• Four actuation rings
• Variable inlet guide vanes
• Stage 1, 2 and 3 variable stator
vanes
• Location: The transient bleed

valve (TBV) is installed on the
HPT case at the 6 o'clock position.
• Identification: The TBV is a two

position, fuel-activated butterfly
valve.
THRUST REVERSER
• The CFM56-7B thrust reverser

system has the components that
follow:
• LVDT
• Hydraulic actuators
• Sync shafts
• Manual drive
• Cascades
• Blocker doors
• Sync lock
LINEAR VARIABLE DIFFERENTIAL TRANSFORMER (LVDT)

LINEAR VARIABLE DIFFERENTIAL TRANSFORMER (LVDT)

HYDRAULICS ACTUATORS
HYDRAULICS ACTUATORS
SNYC SHAFTS
SNYC SHAFTS
MANUAL DRIVE
MANUAL DRIVE
CASCADE SEGMENTS
BLOCKER DOORS
SYNC LOCK
SYNC LOCK
THRUST REVERSER SYSTEM
• The thrust reverser system

supplies the aircraft with reverse
thrust, on the ground, to decrease
the distance necessary to stop the
airplane.
LVDT
• Location: A LVDT is on the thrust

reverser half near the hydraulic
actuator. They are attached to the
head end of the locking actuators
and connect through the position
feedback mechanism.
• Identification: The LVDTs are

dual-channel transformers
HYDRAULIC ACTUATORS
• Location: The hydraulic actuators

attach to the torque box and
translating sleeve.
• Identification: There is one

locking actuator and two non-
locking actuators on each T/R half.
SYNC SHAFTS
• Location: The sync shafts are in

the hydraulic deploy tube.
• Identification: There are two

sync-shafts on each T/R half.
MANUAL DRIVE
• Location: The manual drive is at

the bottom of the sync lock
assembly below the lower
hydraulic actuator on each thrust
reverser half.
• Identification: The manual drive

is part of the sync lock.
CASCADE SEGMENTS
• Location: The cascades are

between the torque box and
cascade support ring, attached to
the torque box on forward edge
and to the cascade support ring
on the aft edge.
• Identification: The cascades are

support structures of the thrust
reverser system.
BLOCKER DOORS
• Location: The blocker doors are

part of the translating sleeve. They
are usually flush with the inner
contour of the sleeve.
• Identification: The graphite

epoxy blocker doors are
connected through linkages to the
translating sleeves.
SYNC LOCK
• Location: The sync lock is

attached to the head end of the
lower hydraulic actuator on each
thrust reverser (T/R) half.
• Identification: The sync lock is an

electromechanical lock.

Motor 737 Cfm56-7b

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CFM56-7B COMPONENT IDENTIFICATION

THRUST REVERSER SYSTEMS

• EXHAUST NOZZLE AND

• Identificação: O inlet cowl é

• Finalidade: Direcionar o fluxo

• Identificação: O fan cowl é feito

• Finalidade: O fan cowl promove

• Localização: O exhaust nozzle e EXHAUST NOZZLE AND PLUG

• Identificação: O exhaust nozzle

• Finalidade: Exhaust nozzle

• O CFM56-7 dispõe dos

• Integrated Drive Generator

• Starter control valve

• INTERGRATED DRIVE GENERATOR

• STARTER CONTROL VALVE

• Identificação: Os drenos estão

• Finalidade: Enviar fluidos em

• INTEGRATED DRIVE GENERATOR

• Finalidade: Suprir fonte elétrica

• Finalidade: Atua diretamente

STARTER CONTROL VALVE

• Identificação: A starter valve é

• Finalidade: Libera o fluxo de ar

• Identificação: É uma bomba de

• Localizar as placas com

• Finalidade das especificações

• Combi (cargo and passenger)

• 737-BBJ(Boeing Business Jet)

• C40B (Air Force)

• Localização: As placas de identificação

• ENGINE TYPE AND MODEL

ENGINE SAFETY HAZARDS

• Durante a operação do motor

• São 4 os perigos que um

REQUERIMENTOS PARA O TRANSPORTE DO MOTOR NO SOLO

• Um motor pode ser

• O motor foi dividido em vários

• Fan and booster.

• No 1 and no 2 bearing support.

• Inlet gearbox (IGV) and no 3 bearing.

• Transfer gearbox (TGB).

• Accessory gearbox (AGB).

FAN AND BOOSTER

NO 1 AND NO 2 BEARING SUPPORT

INLET GEARBOX MODULE

FAN AND BOOSTER

NO 1 AND 2 BEARING SUPPORT

• No 1 and 2 Bearing Support:

• The Core Major Module é

• High pressure compressor rotor

HIGH PRESSURE COMPRESSOR ROTOR

HPC FORWARD STATOR

HPC REAR STATOR

HPT SHROUND AND STAGE 1 NOZZLE

• Location: The HPC rotor is in the

• Identification: The HPC rotor is a

HPC FORWARD STATOR

• Location: The HPC forward stator

• Identification: The HPC forward

HPC REAR STATOR

• Location: The HPC rear stator is

• Identification: The HPC rear

Location: The combustor case is