PROPUL II P1

S1
1. Powers the Boeing737 NG series (737-600/-700/-800/-900).
The CFM56-7B.

2. The CFM56-7B is rated with takeoff thrust from:

19,500 to 27,300 lb.

+ It has higher thrust ranges, improved efficiency, and lower maintenance costs than its predecessor,
the CFM56-3 series. It incorporates features from the CFM56-5 series such as FADEC, double-
annular combustor (as an option), and improved internal design.
The CFM56-7B.

3. The CFM56-7B engine uses a maintenance concept called:

‘On Condition Maintenance’.

+ This means that the engine has no periodic overhaul schedules and can remain installed under the
wing until something important occurs, or when lifetime limits of parts are reached.
‘On Condition Maintenance’.

4. The CFM56 engine, a high by-pass, dual rotor, axial flow advanced technology turbofan, was
designed in:
The mid 70’s. It is a product of CFMI.

5. CFM International is a company jointly owned by:

GENERAL ELECTRIC (GE) of the USA, and SOCIETE NATIONALE D’ETUDE ET DE
CONSTRUCTION DE MOTEURS D’AVIATION (SNECMA) of France.

+ CFMI, with the full backing of parent companies holding equal shares, has a dual function:
 Overall program management, on behalf of both GE and SNECMA
 Single interface with customers for marketing and product support
+ The CFM56-7B is offered by CFMI as the common power source for the:
Boeing 737 Next Generation Versions.

6. Supply thrust for the airplane.

Two CFM56-7B engines.

+ The engines also supply power for these systems:

Electric, Hydraulic, Pneumatic.

7. The CFM56-7B is a:
High bypass ratio, dual rotor, turbo fan engine.

8. The power plant has these parts:

Engine mounts, Engine cowling, Wire harnesses, Engine vents and drains.

+ BSV: burner staging valve.

+ HPTACC: high pressure turbine active clearance control.
+ LPTACC: low pressure turbine active clearance control.
+ IDG: integrated drive generator.
+ TBV: transient bleed valve.
+ VBV: variable bleed valve.
+ VSV: variable stator vanes.
9. The CFM56-7B is rated with takeoff thrust from:
19,500 to 27,300 lbf (86.7 kN to 121 kN).

+ It has higher thrust ranges, improved efficiency, and lower maintenance costs than its predecessor,
the CFM56-3 series. It incorporates features from the CFM56-5 series such as FADEC, double-
annular combustor (as an option), and improved internal design.
The CFM56-7B.

10. The CFM56-7B, the basic mechanical arrangement is as the -3 series, but all aspects were
aerodynamically improved from that model. For example, the improved wide-chord fan blades
allowed the total number of fan blades to be:
Reduced from 44 to 24.

+ Other improvements came from material advances, such as the use of:
Single-cristal turbine blades in the high-pressure turbine.

11. The CFM56-7-powered 737 is granted 180-minute Extended-Range Twin-Engine Operations

(ETOPS) approval by the:
U.S. FAA.

S2.

1. The CFM56-7B Performance:

Take-off flat rated *86/30Temperature °F/°C
Max climb thrust *5960 lbs
By-pass ratio *5.1:1 to 5.5:1
EGT red line 950°C
100% N1 (Low Pressure 5175 rpm Rotational Speed)
N1 speed limit (red line) 104%
100% N2 (High Pressure 14460 rpm Rotational Speed)
N2 speed limit (red line) 105%
2. CFM56-7B Features:
 Type of engine – Turbofan
 Arrangement - Two spool axial flow
 Rotation - Clockwise (ALF)

3. The CFM56-7B Compressors are composed of:

 Fan Single stage
 LP Compressor Four stages
 HP Compressor Nine stages

+ The CFM56-7B, Combustion chamber are:

Annular.

4. The CFM56-7B Turbines are composed of:

 HP Turbine Single stage
 LP Turbine Four stages

5. Overall dimensions:
 Length 2.51m (98.72 ins)
 Height 1.83m (72.00 ins)
 Width 2.12m (83.40 ins)

6. General engine data for the CFM56-7B engine is shown. These items show on the engine
nameplate and these are:
Regulatory agency data, Engine manufacture data, Engine performance data.

7. Los bloques de datos de la agencia reguladora utilizados dependen de dónde se ensambló el

motor. Para motores ensamblados por G.E. se usarán:
Los dos bloques superiores derechos.

+ Para los motores ensamblados por SNECMA, se usarán:

Los dos bloques superiores izquierdos.

8. El número de serie se completará en la primera línea de siete bloques y se llenará en:

La planta de ensamblaje.
9. La versión del motor estará en el espacio:
CONFIG.

+ Muestran el despegue y el empuje continuo máximo en las clasificaciones de empuje métricas

(daN).
El segundo y tercer bloque.

+ Muestran el empuje de despegue y el empuje continuo máximo en libras (LB).

Los bloques cuarto y quinto.

+ Muestra el ajuste N1 aplicado a ese motor.

El bloque seis.

+ El último bloque es para:

Boletines de servicio aplicados a este motor.

+ Los tres bloques inferiores muestran los:

Datos del fabricante.

+ El segundo bloque muestra el:

Fabricante del motor.

10. Para motores montados por General Electric, el bloque muestra:

G.E.CO.

11. Los motores ensamblados por SNECMA, el bloque muestra:

SNECMA.

+ Seis filas adicionales están disponibles para mostrar:

Los cambios en el motor.
12. La placa de identificación también muestra el historial de:
Clasificación de empuje del motor.

13. La placa de identificación del motor está en:

La carcasa del ventilador derecha detrás del tanque de aceite.

14. Las diferentes clasificaciones de empuje del motor se basan en el:

Peso del avión y los límites de control del elevador / timón.

+ Los modelos 737-800 y 737-900 de cuerpo más largo pueden operar con:
La máxima capacidad de empuje del motor CFM56-7B.

+ La calificación de empuje más baja no es suficiente para:

737-700, 737-800, 737-900.

+ El CFM56-7B puede tener diferentes configuraciones de clasificaciones dependiendo del:

Tipo de aeronave y los requisitos del operador.

+ Cambiar la configuración de la tasa no requieren grandes gastos de tiempo y dinero. Esta tarea es
un estándar y puede ser logrado en mantenimiento, Esto es V o F?
Verdadero.

15. POWER PLANT - ENGINE HAZARDS:

 It is dangerous to work around engines. Use the entry/exit corridor when the engine is
in operation.
 Also, stay out of the inlet and exhaust areas when the engine is in operation.

+ Caution: FOD WALK IN FRONT OF AND AROUND ENGINE INGESTION AREA PRIOR TO
ENGINE START. This is true or false
True.

+ These are the hazards around an engine in operation:

INLET SUCTION, EXHAUST HEAT, EXHAUST VELOCITY, ENGINE NOISE.
16. Engine inlet suction can pull people and large objects into the engine. At idle power, the inlet
hazard area is a:
10 ft (3.1 m) radius around the inlet.

+ Figure shows the hazard areas near the air inlet with dangerous air conditions. Inlet hazard areas
are shown on:
The left and right fan cowl panels with stripes and placards.

+ Persons positioned near the power plant during power plant operation must be aware of the hazard
áreas:
Aft of the inlet cowl lip.

+ This hazard area extends completely around the:

Outer diameter and to the forward end of the power plant.

17. At idle power, the hazard areas start:

Four feet aft of the inlet cowl lip.

+ At above idle power, the hazard areas start:

Five feet aft of the inlet cowl lip.

18. If the surface wind is more than 25 knots, increase the distance of the hazard area by:
20%.

+ Warning: if the wind is over 25 knots, increase the inlet hazard area by:
20 percent.

S3
1. Is very hot for long distances behind the engine. This can cause damage to personnel and
equipment.
The engine exhaust.
+ Is very high for long distances behind the engine. This can cause damage to personnel and
equipment.
Exhaust velocity.

+ Can cause temporary and permanent loss of hearing.

Engine noise.

2. Engine entry corridors are between:

The inlet hazard areas and the exhaust hazard areas.

+ You should go near an engine in operation only when:

 Engine is at idle
 You can speak with people in the flight compartment.
 For additional safety, wear a safety harness when the engine is in operation.

+ The beacon light must be on while the engines are:

On.

3. There is a forward and aft engine mount, Each engine mount attaches the:
Engine to the strut.

+ The forward engine mount attaches to the:

Fan frame

+ The aft engine mount attaches to the:

Turbine frame.

4. The engine electrical harnesses connect at the:

Fan cowl support beam.
5. Support beam come from these components:
 Electronic engine control
 N1 speed sensor
 Oil tank (oil quantity transmitter)
 Inlet cowl thermal anti-ice valve
 Ignition exciters
 Fan frame compressor case vibration (FFCCV) sensor
 Bleed air regulator
 Ground wing thermal anti-ice solenoid valve
 Overheat/fire detector loop A
The electrical harnesses that connect on the:
Right side of the fan cowl.

6. Support beam come from these components:

 Start valve
 N2 speed sensor
 Integrated drive generator (IDG)
 Hydraulic system engine-driven pump
 Hydromechanical unit (HMU).
The electrical harnesses that connect on the:
Left side of the fan cowl.

7. Engine drains prevent fluid contact with:

Hot engine areas.

+ You use engine drains to detect:

Component failures.

+ Engine drains direct these items overboard:

Oil, Fuel, Hydraulic fluid, Water and Vapor.
8. These components drain fluids through the:
 Strut
 Main oil/fuel heat exchanger
 Hydromechanical unit (HMU)
 Burner staging valve (BSV)
 High pressure turbine active clearance control (HPTACC) valve
 Low pressure turbine active clearance control (LPTACC) valve
 Left and right variable stator vane (VSV) actuators
 Left and right variable bleed valve (VBV) actuators
 Transient bleed valve (TBV).
Starter air discharge duct in the right fan cowl.

9. Fluids drain through a hole in the left fan cowl panel from these components:
Fuel pump, Integrated drive generator (IDG) and Hydraulic pump.

+ The oil tank drains fluid through a hole in the:

Right fan cowl panel.

10. For more information about allowable leakage limits, See the:
AMM (AMM PART II 71-71).

11. Gives an aerodynamically smooth surface into and over the engine. It also gives a protective area
for engine components and accessories.
The engine cowling.

+ These are the parts of the engine cowling:

Inlet cowl, Fan cowl and Thrust reverser.

+ See the exhaust chapter for more information on the:

Thrust reverser. (CHAPTER 78)

S4
1. Sends air into the engine. It provides a passage for proper entry of air for optimum engine
operation with minimum aerodynamic drag.
The inlet cowl.
+ The inlet cowl attaches to the:
Engine.

2. The T12 access/pressure relief door is on the:

Inlet cowl.

+ The T12 access/pressure relief door permits access to the:

T12 sensor. It is also a pressure relief door.

3. Give an aerodynamically smooth surface over the fan case.

The fan cowls.

+ The fan cowls attach to the:

Fan cowl support beam.

4. These items are on the fan cowls:

IDG access door, Chip detector/pressure relief door, Vortex control device and Oil tank access
door.

+ Permits access to the IDG for servicing. It is on the left fan cowl panel.
The IDG access door.

+ Permits access to the chip detectors. It also is a pressure relief door. It is on the left fan cowl.
The chip detector access door.

+ Smooths airflow around the wing. It is on the inboard fan cowl.

The vortex control device.

+ Permits access to the oil tank for servicing. It is on the right fan cowl.
The oil tank access door.
5. Permits access to the T12 sensor. It is also a pressure relief door. It is on the right fan cowl.
The T12 access/pressure relief door.

6. For each engine, there are:

Two fan cowls.

+ Each fan cowl attaches to the strut with:

Three hinges.

+ The fan cowls are made of:

Aluminum.

7. The left fan cowl weighs:

80 lbs (36 kg).

+ The right fan cowl weighs:

96 lbs (44 kgs).

+ Each fan cowl has:

Two fan cowl hold open rods.

8. Secure the left and right fan cowls together.

Three fan cowl latches

+ All latches are along the:

Bottom of the fan cowls.

+ One end of each hold open rod attaches to the fan cowl. This is true or false.
True.
9. When the cowl is closed, the other end attaches to a receiver on the:
Fan cowl.

+ When the cowl is open, the other end attaches to a receiver on the:
Engine.

10. Each hold open rod is:

Telescopic.

+ Each hold open rod has a:

Collar that locks the hold open rod in place.

+ Shows when the hold open rod is in the locked position.

A yellow lock indication.

11. Each fan cowl hinge has these components:

Fan cowl clevis, Quick release pin and Strug lug.

+ Is on the fan cowl. Each:

Fan cowl clevis.

+ All strut lugs are on the:

Strut.

+ Make it easy to remove a fan cowl.

The quick release pins.

12. You use the T/R opening actuator to open the:

T/R cowl (half).
+ Each engine has two T/R opening actuators.
+ Each actuator opens its cowl to approximately:
45 degrees from the closed position.

+ Each T/R opening actuator is on the:

Forward face of its T/R cowl.

+ The upper end of the T/R opening actuator attaches to the T/R cowl. The lower end attaches to the:
Engine fan frame extension ring.

+ In the T/R, the rod extends approximately:

12 inches (30.5 cm).

+ Permits you to connect a hand pump necessary to operate the actuator.

The inlet fitting.

+ You open the fan cowls to get access to the:

T/R opening actuators.

13. Fluid from the hand pump causes the T/R opening actuator rod to:
Extend and open the T/R cowl.

+ In the T/R cowl, shows when the collar in the lock position.
A red band on the rod.

14. To open the T/Rs, There are:

Two procedures.
The pump procedure and The manual procedure.

+ The pump procedure is the best.

+ You use the manual procedure only if:
No pump is available.

+ You usually use a hand pump to operate the:

T/R opening actuator.

+ The AMM also has the manual open and closing procedure. With the manual procedure, you lift
and move the cowl up until the actuator lock goes into the:
Lock position.

15. The leading edge flaps can extend and damage the T/R cowls (halves) when they are in the:
Open (maintenance) position.

+ Follow the AMM procedures to prevent the leading edge flap operation before you:
Open the T/RS.

+ Is usually put around the T/R opening actuator's rod after the T/R cowl is open.
An actuator safety lock

16. Is a safety device and backs up the lock collar if it fails.

The actuator safety lock.

+ Two quick release pins hold the actuator safety lock around the:
T/R opening actuator rod.

17. You use a hold open fitting (special tool) to keep the T/R halves open during an:
Engine change.

+ This fitting holds the T/R halves at approximately:

45 degrees open.
+ The outboard T/R halves can open:
More than 45 degrees.

+ A hold open rod can keep these T/R halves open at:
55 degrees.

18. These hold the T/R halves together.

The tension latches.

+ For each T/R there are:

Six tension latches.

+ Numbers identify each latch.

+ Latch number one is the latch:

Most forward.

+ Latch number six is the latch:

Most aft.

+ All latches are: interchangeable.

19. All tension latches are at the:

Bottom of the T/R halves.

+ The latch handles and mechanisms are on the:

Left T/R half.

+ The latch keeper pins are on the:

Right T/R half.
20. Always open the latches in order from:
Aft (No. 6) to forward (No. 1).

+ Always close the latches in order from:

Forward (No. 1) to aft (No. 6).

+ You use the latch lever tool (special tool) to:

Help bring the T/R halves together.