Technical Training CFM56‐5A / ‐5B Engine Differences ‐ 5A
‐ 5B
Technical Training CFM56‐5A / ‐5B Engine Differences C F M 5 6 ‐ 5 A 3 ( A 3 2 0 ) History: ‐ First engine to test (FETT) = January 1986 ‐ First flight on B707 FTB = June 1986 ‐ Engine certification = August 1987 ‐ Entry into service = April 1988 Engine Characteristics: ‐ Length = 95.4 inches ‐ Fan diameter = 68.3 inches ‐ Basic dry weight = 4,995 lbs Takeoff Conditions: ‐ Max Takeoff Thrust = 26,500 lbs ‐ Airflow = 876 lb/sec ‐ Bypass ratio = 6.0 I fli h f (3 000 f h 0 8 ISA) In‐flight Performance (35,000 ft, Mach 0.8, ISA): ‐ Max Climb Thrust = 5,260 lbs ‐ Overall pressure ratio at max climb = 31.3 ‐ Max Cruise Thrust = 5,000 lbs Engine Parameters: ‐ Max EGT Red Line = 890ºC (flashes Amber above 855ºC) ‐ EGT exceedance (takeoff) requiring maint action @ 890ºC ‐ EGT limit (Climb, Cruise, Max Cont) = 855ºC ‐ 100% N1 = 4904 rpm
GF-TT / CFM-Diff / Jun-08 / Rev-00
C F M 5 6 ‐ 5 B 3 / P ( A 3 2 1 ) History: ‐ First engine to test (FETT) = October 1991 (with DAC = March 1993) ‐ First flight on B707 FTB = September 1992 ‐ Engine certification = May 1993 ‐ Entry into service = March 1994 (with DAC = February 1995) Engine Characteristics: ‐ Length = 102.5 inches ‐ Fan diameter = 68.3 inches (same) ‐ Basic dry weight = 5,250 lbs Takeoff Conditions: ‐ Max Takeoff Thrust = 33,000 lbs ‐ Airflow = 968 lbs/sec ‐ Bypass ratio = 5.4 IIn‐flight Performance (35,000 ft, Mach 0.8, ISA): fli h f (3 000 f h 0 8 ISA) ‐ Max Climb Thrust = 6,420 lbs ‐ Overall pressure ratio at max climb = 35.5 ‐ Max Cruise Thrust = 5,840 lbs Engine Parameters: ‐ Max EGT Red Line = 950ºC (flashes Amber above 915ºC) ‐ EGT exceedance (takeoff) requiring maint action @ 950ºC ‐ EGT limit (Climb, Cruise, Max Cont) = 915ºC ‐ 100% N1 = 5000 rpm New Technology: (See Appendix A) ‐ New advanced fan aerodynamic design ‐ CFM56‐5C core ‐ Double annular combustor (DAC) option; reduces NOx emissions by 45% ‐ HPT airfoils in higher temperature capability material
For Training Purpose Only (Always refer to AMM)
Page 2 of 38
Technical Training CFM56‐5A / ‐5B Engine Differences C F M 5 6 ‐ 5 A 3 ( A 3 2 0 )
C F M 5 6 ‐ 5 B 3 / P ( A 3 2 1 )
Fan Cowls: (See Appendix B) 1. Air outlet vents are located in upper quadrants on LH and RH cowls 2. Access door on LH fan cowl provides access for: ‐ Engine oil servicing ‐ Inspection of hydraulic filter clogging 3. Access door on RH fan cowl: ‐ Only provides access to the start valve manual override 4. Separate pressure relief door located on RH fan cowl at 5:30 O'clock LPC: (See Appendix C1 ‐ C4) ‐ Consists of 4 stages, with one borescope port for LPC inspection ‐ Fan blades equipped with individual blades retainers, dampers and dampers retainers ‐ Separate O ring seal at the aft attachment of rear spinner cone OGV i l ‐ OGVs are single
Fan Cowls: (See Appendix B) 1. Air outlet vent is located in the RH cowl lower aft section 2. Access door on LH fan cowl provides access for: ‐ Engine oil servicing ‐ Inspection of hydraulic filter clogging + oil MCD pop‐out indicator 3. Access door on RH fan cowl: ‐ Provides access to the start valve manual override ‐ Acts as a pressure relief door LPC: (See Appendix C1 ‐ C4) ‐ Consists of 5 stages, with two borescope ports for LPC inspection ‐ Fan blades have machined lugs at their rear ends instead of the individual retainers (does not have dampers or damper retainers) ‐ Rear cone has an integrated air seal that is glued to its inner rear flange OGV d l ih lli l di d ‐ OGVs are dual vanes with metallic leading edge strap
TRF Bearing Vibration sensor: (See Appendix D1) ‐ Sensor located at the 12 O'clock position on the turbine frame ‐ A semi‐rigid cable connects the sensor to an electrical connector, which is secured on a bracket on the core engine at the 10 O'clock position
TRF Bearing Vibration sensor (different P/N): (See Appendix D2) ‐ Sensor located at the 12 O'clock position on the turbine frame ‐ A semi‐rigid cable connects the sensor to an electrical connector, which is secured on a bracket on the core engine at the 1 O'clock position
Thrust Reverser: ‐ No hydraulic shutoff valve (SOV)
Thrust Reverser: ‐ Has an independent locking system consisting of a hydraulic SOV, upstream of HCU, electrically actuated from and independent signal from SEC, bypassing the FADEC command circuit (See Appendix E1) ‐ SOV is equipped with a filter and clog indicator and is located under pylon access by opening LH fan cowl (See Appendix E2) Engine Wiring Harnesses: (See Appendix F) ‐ Hot section harnesses are same as on ‐5A except TBV connection ‐ Cold section harnesses are designated: HJ7, HJ8, HJ9, HJ10, HJ11, HJ12, HJ13, DPM * * DPM is the harness routed from the Master Chip Detector (MCD) to the visual contamination indicator
Engine Wiring Harnesses: (See Appendix F) ‐ Hot section harnesses are same as on ‐5B except BSV connection ‐ Cold section harnesses are designated: HJ7, HJ8, HJ9, HJ10, HJ11, HJ12, HJ13
GF-TT / CFM-Diff / Jun-08 / Rev-00
For Training Purpose Only (Always refer to AMM)
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Technical Training CFM56‐5A / ‐5B Engine Differences C F M 5 6 ‐ 5 A 3 ( A 3 2 0 )
C F M 5 6 ‐ 5 B 3 / P ( A 3 2 1 )
Engine Identification Plug: (See Appendix G) Supplies the following configuration data codes to the ECU: ‐ Engine model, thrust rating / bump, engine condition monitoring (PMUX option)
Engine Identification Plug: (See Appendix G) Supplies the following configuration data codes to the ECU: ‐ Engine model, thrust rating / bump, engine configuration (5B or 5B/P), engine combustion type (SAC/DAC), N1 trim level, engine condition monitoring (PMUX option), engine acoustic package, overthrust protection (TCMA shutdown) disabled, nacelle active cooling (NACTB) for DAC engines
Derated Take off: ‐ Not provided for the CFM56‐5A engines
Derated Take‐off (option): (See Appendix H) ‐ Provided to achieve take‐off power levels below the maximum level ‐ If option installed, FADEC unit may set a derated take‐off level depending on a value from 1 to 6 entered through the MCDU ‐ Priority defaults to the highest derated take‐off thrust level ‐ Derated take‐off mode is only set if the engine is running and the aircraft is on h d H h N1 d hi h i b h A Ci h d d the ground. However, the N1 speed, which is set by the FADEC in the derated take‐off mode, may be displayed by an input of a valid derated take‐off level value and setting the TRA to the appropriate positions, before the engine is stared.
N1 Trim: ‐ Not provided on the CFM56‐5A engines
N1 Trim: (See Appendix J) ‐ ECU uses N1 discrete modifier to reduce thrust differences (due engine build‐up tolerances) between individual engines operating at same N1 ‐ N1 trim levels (or modifiers) are determined during the test cell run and the N1 trim is only active beyond MCT setting ‐ N1 command is reduced within the ECU, which reduces N1 actual speed by a certain percentage so that different thrust outputs can be matched ‐ Flight deck N1 indication remains unaffected, except when indicated N1 gets closer to the indicated red line. In that case, the ECU takes into account the N1 trim level (wash out) so that the indicated N1 really equals the physical N1 (to prevent a wrong overspeed warning)
GF-TT / CFM-Diff / Jun-08 / Rev-00
For Training Purpose Only (Always refer to AMM)
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Technical Training CFM56‐5A / ‐5B Engine Differences C F M 5 6 ‐ 5 A 3 ( A 3 2 0 )
C F M 5 6 ‐ 5 B 3 / P ( A 3 2 1 )
Burner Staging Valve (BSV): ‐ Installed Fuel Distribution: ‐ Two fuel manifolds: Staged and unstaged; each with 10 fuel nozzles Fuel / Oil Heat Exchanger: (See Appendix K) ‐ Does not have an internal filter Servo Fuel Heater: (See Appendix L) ‐ Does not have an internal filter HMU: (See Appendix M) ‐ Has 6 torque motors: out of which one is not used ‐ Has 2 solenoids: one for BSV & the other for Master switch IDG Oil Cooler: (See Appendix N) ‐ Installed on fan case, in front of the AGB, at 5:30 O'clock position b l bl ‐ Tubular Type, removable core ‐ Contains a pressure relief valve Fuel Return Valve (FRV): ‐ Located on Left Fan case at 8:30 O'clock position HPTCC: (See Appendix P1 & P2) ‐ Uses HPC 5th & 9th stages air to cool HPT case Transient Bleed Valve (TBV): ‐ Not installed
GF-TT / CFM-Diff / Jun-08 / Rev-00
Burner Staging Valve (BSV): ‐ Not installed Fuel Distribution: ‐ A single fuel manifold; with 20 fuel nozzles Fuel / Oil Heat Exchanger: (See Appendix K) ‐ Has an internal filter Servo Fuel Heater: (See Appendix L) ‐ Has an internal Filter HMU: (See Appendix M) ‐ Has 6 torque motors: all are used; the extra one controls the TBV ‐ Has one solenoid only for the Master switch IDG Oil Cooler: (See Appendix N) ‐ Installed on fan case, just above the engine oil tank, at 9:30 O'clock i ‐ Matrix type ‐ Contains a bypass valve Fuel Return Valve (FRV): ‐ Located on Left Fan case at 10 O'clock position HPTCC: (See Appendix P3 & P4) ‐ Uses HPC 4th & 9th stages air to cool HPT case Transient Bleed Valve (TBV): (See Appendix R) ‐ Is a two position (either fully open or fully closed), fuel‐actuated, butterfly valve Installed on HPC case at 7:30 O'clock position ‐ Improves HPC stall margin during engine starting and rapid transient ‐ Ducts HPC stage 9 bleed air into LPT stage 1 nozzle ‐ Actuator has two LVDT electrical connectors
For Training Purpose Only (Always refer to AMM)
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Technical Training CFM56‐5A / ‐5B Engine Differences C F M 5 6 ‐ 5 A 3 ( A 3 2 0 )
C F M 5 6 ‐ 5 B 3 / P ( A 3 2 1 )
Oil Distribution: (See Appendix S1) ‐ One oil supply filter with clog indication only by visual pop‐out indicator ‐ Before entering lube unit, scavenge oil pass through 4 strainers equipped with magnetic chip detectors and a common scavenge filter (See App. S3) ‐ There is no master magnetic chip detector ‐ Scavenge filter clogging indicated by visual pop‐out indicator and also by a switch for flight deck indication
Oil Distribution: (See Appendix S2) ‐ Main oil supply filter and a Backup filter in case of main filter clogging ‐ Main filter clogging monitored by a switch for flight deck indication ‐ Before entering lube unit, scavenge oil pass through 4 scavenge screens having a provision for installing optional magnetic bars (See App. S3) ‐ After passing lube unit, scavenge oil pass through master MCD ‐ There is no scavenge filter
Oil Temperature Sensor: (See Appendix T) ‐ Has no flange Oil Differential Pressure Switch (Filter Clog): (See Appendix U) ‐ Bracketed on the engine above the scavenge filter Lube pump installation: (See Appendix V1) ‐ No alignment hole
Oil Temperature Sensor: (See Appendix T) ‐ Has a flange, designed for one‐way installation Oil Differential Pressure Switch (Filter Clog): (See Appendix U) ‐ Located on the main oil filter mounted on the lube unit Lube pump installation: (See Appendix V2) ‐ There is an alignment hole to align with a pin on the AGB to facilitate installation of the lube unit Master Magnetic Chip Detector (MCD): (See Appendix W) ‐ Installed on the lubrication unit and is connected to an oil contamination pop‐ out indicator, through the DPM wiring harness ‐ For installation, once the probe is installed, make sure the 2 red witness lines are aligned Master Chip Detector Visual Pop‐out Indicator: (See Appendix Y) ‐ Works in conjunction with the MCD to provide a visual indication of magnetic chip contamination in the oil circuit ‐ Located on the left hand side of fan case, just above the oil tank ‐ Inspected via the oil tank servicing access panel ‐ Has 2 electrical connectors; one for DPM wiring harness connecting to MCD and the other for harness connecting to EIU for 28 VDC ‐ After maintenance action, the pop‐out indicator must be manually reset as per AMM Task 79‐21‐30‐440‐001
Master Magnetic Chip Detector: ‐Not Installed
Master Chip Detector Visual Pop‐out Indicator: ‐ Not installed
GF-TT / CFM-Diff / Jun-08 / Rev-00
For Training Purpose Only (Always refer to AMM)
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CFM56‐5A / ‐5B Engine Differences
Appendix A CFM56‐5B New Technology
GF-TT / CFM-Diff / Jun-08 / Rev-00
For Training Purpose Only (Always refer to AMM)
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CFM56‐5A / ‐5B Engine Differences
Appendix B Fan Cowls
‐ 5A
GF-TT / CFM-Diff / Jun-08 / Rev-00
‐ 5B
For Training Purpose Only (Always refer to AMM)
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CFM56‐5A / ‐5B Engine Differences
Appendix C1 Low Pressure Compressor
‐ 5A
‐ 5B
GF-TT / CFM-Diff / Jun-08 / Rev-00
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CFM56‐5A / ‐5B Engine Differences
Appendix C2 Fan Blades
‐ 5A
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‐ 5B
For Training Purpose Only (Always refer to AMM)
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CFM56‐5A / ‐5B Engine Differences
Appendix C3 Rear Spinner Cone Seal
‐ 5A
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‐ 5B
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CFM56‐5A / ‐5B Engine Differences
Appendix C4 Outlet Guide Vanes
‐ 5A
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‐ 5B
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CFM56‐5A / ‐5B Engine Differences
Appendix D1 TRF Bearing Vibration Sensor
‐ 5A
GF-TT / CFM-Diff / Jun-08 / Rev-00
For Training Purpose Only (Always refer to AMM)
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CFM56‐5A / ‐5B Engine Differences
Appendix D2 TRF Bearing Vibration Sensor
‐ 5B
GF-TT / CFM-Diff / Jun-08 / Rev-00
For Training Purpose Only (Always refer to AMM)
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CFM56‐5A / ‐5B Engine Differences
Appendix E1 Thrust Reverser Hydraulic Shutoff Valve
‐ 5B
GF-TT / CFM-Diff / Jun-08 / Rev-00
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CFM56‐5A / ‐5B Engine Differences
Appendix E2 Thrust Reverser Shutoff Valve & Filter
‐ 5B
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CFM56‐5A / ‐5B Engine Differences
Appendix F Engine Wiring Harnesses
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CFM56‐5A / ‐5B Engine Differences
Appendix G Engine Identification Plug
‐ 5A
GF-TT / CFM-Diff / Jun-08 / Rev-00
‐ 5B
For Training Purpose Only (Always refer to AMM)
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CFM56‐5A / ‐5B Engine Differences
Appendix H De‐Rated Takeoff
‐ 5B
GF-TT / CFM-Diff / Jun-08 / Rev-00
For Training Purpose Only (Always refer to AMM)
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CFM56‐5A / ‐5B Engine Differences
Appendix J N1 Trim
‐ 5B
GF-TT / CFM-Diff / Jun-08 / Rev-00
For Training Purpose Only (Always refer to AMM)
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CFM56‐5A / ‐5B Engine Differences
Appendix K Fuel / Oil Heat Exchanger
* only on ‐ 5B
GF-TT / CFM-Diff / Jun-08 / Rev-00
For Training Purpose Only (Always refer to AMM)
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CFM56‐5A / ‐5B Engine Differences
Appendix L Servo Fuel Heater
‐ 5A
GF-TT / CFM-Diff / Jun-08 / Rev-00
‐ 5B
For Training Purpose Only (Always refer to AMM)
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CFM56‐5A / ‐5B Engine Differences
Appendix M Hydro‐Mechanical Unit (HMU)
‐ 5A
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‐ 5B
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CFM56‐5A / ‐5B Engine Differences
Appendix N IDG Oil Cooler
‐ 5A
GF-TT / CFM-Diff / Jun-08 / Rev-00
‐ 5B
For Training Purpose Only (Always refer to AMM)
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CFM56‐5A / ‐5B Engine Differences
Appendix P1 HPTCC System Location
‐ 5A
GF-TT / CFM-Diff / Jun-08 / Rev-00
For Training Purpose Only (Always refer to AMM)
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CFM56‐5A / ‐5B Engine Differences
Appendix P2 HPTCC Valve
‐ 5A
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CFM56‐5A / ‐5B Engine Differences
Appendix P3 HPTCC System Location
‐ 5B
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CFM56‐5A / ‐5B Engine Differences
Appendix P4 HPTCC Valve
‐ 5B
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CFM56‐5A / ‐5B Engine Differences
Appendix R Transient Bleed Valve (TBV)
‐ 5B
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CFM56‐5A / ‐5B Engine Differences
Appendix S1 Engine Oil Distribution
‐ 5A
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CFM56‐5A / ‐5B Engine Differences
Appendix S2 Engine Oil Distribution
‐ 5B
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CFM56‐5A / ‐5B Engine Differences
Appendix S3 Scavenge Oil Strainers / Screens
‐ 5A
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‐ 5B
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CFM56‐5A / ‐5B Engine Differences
Appendix T Oil Temperature Sensor
‐ 5A
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‐ 5B
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CFM56‐5A / ‐5B Engine Differences
Appendix U Oil Differential Pressure Switch (Filter Clog)
‐ 5A
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‐ 5B
For Training Purpose Only (Always refer to AMM)
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CFM56‐5A / ‐5B Engine Differences
Appendix V1 Lube Pump
‐ 5A
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CFM56‐5A / ‐5B Engine Differences
Appendix V2 Lube Pump
‐ 5B
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CFM56‐5A / ‐5B Engine Differences
Appendix W Master Magnetic Chip Detector (MCD)
‐ 5B
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CFM56‐5A / ‐5B Engine Differences
Appendix Y Master Chip Detector Visual Pop‐out Indicator
‐ 5B
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For Training Purpose Only (Always refer to AMM)
Page 38 of 38
