No.1 and No.2 Bearing Support Module
 Figure 001

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 No.1 and No.2 Bearing Support and Oil Manifold Assembly
 Figure 002

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 No.1 Bearing Support Assembly
 Figure 003

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 No.2 Bearing Support Assembly
 Figure 004

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 No.1 and No.2 Bearing Support External Piping
 Figure 005
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 B. No. 1 Ball Bearing (Ref. Fig. 002, 003) The No. 1 ball bearing is a thrust bearing which carries the axial loads generated by the low pressure rotor system. Its one-piece outer race is located in the bearing housing. Its inner race has 2 halves attached by a nut to the No. 1 bearing sleeve which is installed on the fan shaft. The bearing sleeve is provided with an oil baffle upstream of No. 1 bearing. The bearing sleeve has provisions for locking the No. 1 bearing, locating the oil baffle forward of the No. 1 bearing, and integral with the sleeve, the No. 1 bearing rotating air/oil seal.
 C. No. 2 Bearing Support (Ref. Fig. 002, 004) The No. 2 bearing support is a steel alloy assembly. Its front flange is bolted to the No. 1 bearing support. Its rear flange accommodates the No. 2 roller bearing outer race. Holes are provided in this support for internal pressure equalization purposes in the forward oil sump. It also has an integral sleeve, at the 4 o'clock position, providing for N1 speed sensor installation. There are holes at the 9 o'clock position for oil supply to the oil manifold assembly and for installing the No. 2 bearing oil nozzle.
 D. No. 2 Roller Bearing (Ref. Fig. 002, 004) The No. 2 roller bearing takes the radial loads from the fan and booster rotor. Its inner race is mounted on the fan shaft and the outer race is bolted to the No. 2 bearing support. The N1 speed sensor ring, mounted on the fan shaft, will take up the radial loads in case of No. 2 bearing failure and, in addition, acts as a pulse generating rotor for the N1 speed sensor. The rear rotating air/oil seal is mounted at the rear of the fan shaft and provides for sealing of the engine forward sump.
 E. Oil Manifold Assembly (Ref. Fig. 001, 002) The oil manifold is installed inside of the No. 1 bearing support. It has one tube assembly which supplies oil to the dual oil nozzle at the No. 1 bearing and another tube assembly which supplies oil to the single oil nozzle at the No. 2 bearing. The manifold is connected to the oil supply line of fan frame through an oil coupling connection located at the 9 o'clock position of the bearing support.
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 F. External Piping (Ref. Fig. 002, 005) The external piping consists of 5 tubes mounted externally relative to the No. 1 bearing support. These tubes connect the forward stationary air/oil seal rear face to the fan frame front face. There are 3 air pressurization tubes for the No. 1 bearing dual stationary air/oil seal at the 3:30, 8:30, and 11:30 o'clock positions. There is one oil scavenge tube at 6 o'clock position from the forward oil sump and one oil drain tube at 5 o'clock position, in case of failure of the dual stationary air/oil seal.
 G. Fan Shaft (Ref. Fig. 002) The fan shaft is a steel alloy forging. It is supported by the No. 1 and No. 2 bearings. Its front flange provides for attachment with the fan disk. Mechanical coupling with the low pressure turbine (LPT) shaft is provided by inner drive splines and an inner shoulder for axial retention. The shaft is fitted with a rotating air/oil separator, mounted between the No. 1 and No. 2 bearings, which removes oil particles from the forward sump air vented overboard.
 H. Forward Stationary Air/Oil Seal (Ref. Fig. 003) The stationary air/oil seal is a composite material assembly. It limits the engine forward sump at its front end, and is used to duct pressurization air to labyrinths provided on the No. 1 bearing sleeve. Space located between the seal inner and outer skin is divided into independent compartments for pressurization, drainage and oil scavenge.
　
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