LPC/LPT COUPLING A
MOTIONAL PICKUP WHEEL (N1)
TURBINE SHAFT 
COUPLING  MOTIONAL PICKUP (N1) 
NO. 1.5 ROLLER BEARING 
A-A 
L-A0699 

Low Pressure Compressor/Low Pressure Turbine (LPC/LPT) Coupling
Figure 7

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2.5 BLEED VALVE

L-A0700
Fan Case Figure 8 (Sheet 1)
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2.5 BLEED VALVE D
FAN EXIT CASE
AND VANE

C

FRONT FAN CASE
B 
Fan Case 
Figure 8 (Sheet 2) 

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NO. 2 BALL BEARING
SEE  B 
SEE  A  PUCK BEARING BALL NO. 1  B BEARING ROLLER NO. 1.5 
MOUNT BRACKETS 
(INNER REAR) (REF) FAN EXIT LINER SEGEMENT 

FWD  REAR) (REF) SEGMENT (OUTER FAN EXIT LINER 
DSEE CASE INTERMEDIATE 
A  CSEE STATOR COMPRESSOR 4TH-STAGE  L-A0701 
Figure 9 (Sheet 1) Intermediate Case 

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Intermediate Case
Figure 9 (Sheet 2)

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(1)  
The intermediate case is a major structural member of the engine that supports the thrust bearings for the LPC and HPC rotors. Two mount brackets, located on the rear of the intermediate case, transmit the thrust loads generated by both rotors directly to the airframe structure. An additional puck arrangement on the upper rear face of the intermediate case provides for an airframe/engine mount connection to carry engine vertical and side loads.

 F.  
High Pressure Compressor (HPC) (Fig. 10)

 (1)  
The HPC consists of an inlet guide vane (IGV) stator assembly, an eleven stage (5th- thru 15th-stage) rotor assembly, and a ten stage (5th- thru 14th-stage) stator assembly. The purpose of the HPC is to further compress air delivered by the LPC and to direct this highly compressed air to the diffuser and combustor area. The 8th-stage HPC provides bleed connections for the airframe pneumatic system.

 (2)  
The HPC rotor is driven by the high pressure turbine (HPT), and is supported by the No. 2 ball bearing at the forward end and the No. 3 roller bearing at the aft end. The HPC static structure consists of both variable stator and fixed stator vane stages. Each of the four variable stator vane stages is attached to a synchronizing ring assembly. The four synchronizing ring assemblies are then linked to a stator vane actuator controlled by the electronic engine control (EEC). The vanes are automatically adjusted to provide adequate stall margin for engine starting, acceleration, and part power operation.
　
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