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link anchor fittings, lower bifurcation compression pad fittings
and upper bifurcation compression receiver fittings. The
aluminium hinge beam is attached to the inner wall upper
bifurcation. The aluminium latch beam is attached to the inner
wall lower bifurcation. The fan duct inner wall is covered with a
corrosion resistant steel (CRES) faced thermal insulation
blanket and fire barrier. The inner wall also has blocker door
drag link fittings, the upper and lower bifurcation fire seals,
vertical fire seals and engine core v-blade, the upper bifurcation
compression cups and lower bifurcation compression pads.
Most of the inner wall is made of honeycomb composite
materials.
The torque box is a semi-circular structure that connects the
upper hinge beam and the lower latch beam. The torque box
also has a v-blade that engages the v-groove in the engine fan
case. The hydraulic locking and non-locking actuators are
installed through the torque box and the forward actuator
gimbals are pinned to fittings on the torque box. The deploy and
retract hydraulic tubing are located by tubing clamps mounted
on the torque box. Wire bundles for the rotary variable
differential transducer (RVDT), the proximity sensors on the
locking actuators and the sync lock/manual drive unit are
attached to the torque box with wire bundle clamps. The
forward attachment points for the cascade segments are on the
aft side of the torque box.
Each T/R half has two v-blades. One v-blade is mounted on the
front thrust reverser torque box which engages a v-groove on
the engine fan case. The second v-blade is mounted to the front
of the fan duct inner wall of the thrust reverser that covers the
engine core. The second v-blade engages a v-groove on the
engine core case. The v-blades transfer the longitudinal thrust
forces on the thrust reverser in forward flight and reverse thrust
back into the engine and strut structure.
The cascade aft attachment ring is a semi-circular structure
connects the upper hinge beam with the lower latch beam. The
ring provides the aft attachment points for the cascade
segments.
THRUST REVERSER - COMPONENT LOCATION
EFFECTIVITY
GUN ALL 78-31-00
Page 8
D633A101-GUN Feb 10/2006
BOEING PROPRIETARY - Copyright#- Unpublished Work - See title page for details.
CFM56 ENGINES (CFM56-7) 737-600/700/800/900 AIRCRAFT MAINTENANCE MANUAL
78-31-00-002
Each T/R half has a hinge beam structure at the top of the thrust
reverser that has four connection points for two strut hinge
fittings and two tie rods. The two center hinge beam connection
points attach to the two strut hinge fittings that carry the thrust
reverser static weight. The forward and aft hinge beam
connection points attach to tie rods that pass through the
strut. The strut hinge fittings have spherical ball bushings. The
strut tie rods ties the front and aft position of the two thrust
reverser halves. The upper hinge beam also has bracket
structure for the forward and aft fairing that covers the hinges.
The upper bifurcation compression cups engage the ends of
three strut-mounted compression rods. The three compression
cups are mounted on fittings on the left and right upper
bifurcations. The compression rods are the primary load path to
transfer the fan duct pressure load between the thrust reverser
halves. Continued operation is not permitted with the
compression rods damaged or missing. The compression
rods are suspended from brackets under the strut. The
compression rods are not adjustable at the rod ends. The
compression cups are adjustable with shims.
A corrosion resistant steel (CRES) firewall plate is attached at
the front of each thrust reverser hinge beam to separate the
hinge beam and strut structure from overheat or fire from the
engine fan case mounted components. A corrosion resistant
steel (CRES) firewall plate is attached at the front of each lower
torque box to separate the latch beam structure from overheat
or fire from the engine fan case mounted components.
There are three compression wear plates mounted on fittings
on the left lower bifurcation.
The latch wearplates and shims are mounted to the side of the
tension latches and are adjusted when the strut or the thrust
reverser is replaced.
The tracks for the translating sleeve are machined into the
hinge beam and the latch beam. Track liners are installed in the
tracks. There is a main track and an auxiliary track on each
beam. The main track engages the main track sliders on the
inner wall of the translating sleeve and carries the weight of the
translating sleeve. The auxiliary track engages the auxiliary
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