CFM56 5A Training Manual - Nacelle

TRAINING MANUAL CFM56-5A

NACELLE

NOVEMBER 2002 CTC-240 Level 3

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CFM56-5A

NACELLE

Published by CFMI

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CFM56-5A

TRAINING MANUAL

This CFMI publication is for Training Purposes Only. The The information is accurate at the time of compilation; however, however, no update service will be furnished to maintain accuracy. For authorized maintenance practices and specications, consult pertinent maintenance publications. The information (including technical data) contained in this document is the property of CFM International (GE and SNECMA). It is disclosed in condence, and the technical data therein is exported under a U.S. Government license. Therefore, None of the information may be disclosed to other than the recipient. In addition, the technical data therein and the direct product of those data, may not be diverted, transferred, re-exported or disclosed in any manner not provided for by the license without prior written approval of both the U.S. Government and CFM International. COPYRIGHT 1998 CFM INTERNAT INTERNATIONAL IONAL

































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CFM56-5A

TABLE OF CONTENTS

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CFM56-5A

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Chapter

Page

Chapter

Page

Table of Content Contents s

1 to 2

Engine Hydraulic System

1 to 4

Lexis

1 to 10

Engine Bleed Air System

1 to 4

Nacelle General

1 to 6

Engine Fire Protection System

1 to 4

Powerplant Pow erplant Presentation

1 to 8

Engine Fire Detection System

1 to 4

Engine Mounts

1 to 6

Engine/Aircraft Connections

1 to 8



































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CFM56-5A

A

A/C AC ACARS ACMS ACS ADC ADEPT ADIRS

AIRCRAFT ALTERNA AL TERNATING TING CURRENT AIRCRAFT COMMUNICATION ADRESSING and REPORTING SYSTEM AIRCRAFT CONDITION MONITORING SYSTEM AIRCRAFT CONTROL SYSTEM AIR DA DAT TA COMP COMPUTER UTER AIRLINE DA DAT TA ENGINE PERFORMANCE TREND AIR DA DAT TA AND INERTIAL REFERENCE

ATC ATHR ATO AVM

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AUTOTHROTTLE COMPUTER AUTOTHROTTLE AUTO THRUST ABORTED ABORT ED TAKE OFF AIRCRAFT VIBRATION MONITORING

B

BITE BMC BPRV BSI BSV BSV

BUILT IN TEST EQUIPMENT BLEED MANAGEME MANAGEMENT NT COMPUTER BLEED PRESSURE REGULATING VAL VALVE VE BORESCOPE INSPECTION BURNER ST STAGING AGING VAL VALVE VE (SAC) BURNER SELECTION VAL VALVE VE (DAC)



































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CFMI

CG Ch A Ch B CHATV CHA TV CIP(HP) CIT(HP) cm.g CMC

CFM56-5A

JOINT GE/SNECMA COMP COMPANY ANY (CFM INTERNATIONAL) CENTER OF GRAVITY channel A channel B CHANNEL ACTIVE COMPRESSOR INLET PRESSURE COMPRESSOR INLET TEMPERATURE CENTIMETER X GRAMS CENTRALIZED MAINTENANCE

DAMV DAR DC DCU DCV DEU DFCS DFDAU DFDRS

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DOUBLE ANNULAR MODULATED VAL VALVE VE DIGITAL ACMS RECORDER DIRECT CURRENT DAT DA TA CONVERSION UNIT DIRECTIONAL DIRECTIONA L CONTROL VAL VALVE VE BOEING DISPLAY ELECTRONIC UNIT DIGITAL FLIGHT CONTROL SYSTEM DIGITAL FLIGHT DA DAT TA ACQUISITION UNIT DIGITAL FLIGHT DA DAT TA RECORDING SYSTEM



































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EFH EFIS

EGT EHSV EICAS EIS EIU EIVMU EMF

CFM56-5A

ENGINE FLIGHT HOURS ELECTRONIC FLIGHT INSTRUMENT SYSTEM EXHAUST GAS TEMPERATURE ELECTRO-HYDRAULIC SERVO VAL VALVE VE ENGINE INDICATING AND CREW ALERTING SYSTEM ELECTRONIC INSTRUMENT SYSTEM ENGINE INTERFACE UNIT ENGINE INTERFACE AND VIBRA VIBRATION TION MONITORING UNIT ELECTROMOTIVE FORCE

FCU FDAMS FDIU FDRS FDU FEIM FF FFCCV FI

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FLIGHT CONTROL UNIT FLIGHT DA DAT TA ACQUISITION & MANAGEMENT SYSTEM FLIGHT DA DAT TA INTERFACE UNIT FLIGHT DA DAT TA RECORDING SYSTEM FIRE DETECTION UNIT FIELD ENGINEERING INVESTIGATION MEMO FUEL FLOW (see Wf) -7B FAN FRAME/COMP FRAME/COMPRESSOR RESSOR CASE VERTICAL (VIBRATION SENSOR) FLIGHT IDLE (F/I)





































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Kph

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KILOGRAMS PER HOUR

MCT

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MAXIMUM CONTINUOUS



































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RPM

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REVOLUTIONS PER MINUTE

SMM

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STATUS STA TUS MATRIX



































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ENGINE MOUNTS

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ENGINE MOUNTS

The engine is connected to the pylon by two mounts : - the forward mount. - the aft mount. Both mounts are designed to : - withstand all the loads acting upon the nacelle. - transmit these loads to the pylon structure.

Forward mount.

The forward mount carries the engine thrust, vertical and lateral loads. It is made up of the following : - a two-piece support beam. - a one-piece crossbeam. - two thrust links. It is attached to the engine fan frame with four bolts and two brackets at 12 o’clock, and to the pylon forward structure by means of four tension bolts and two alignment pins. The bearing tted on the support beam assembly, carries lateral and vertical loads. The assembly formed by the links, crossbeam and bracket, carries thrust loads.

































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VIEW A

A

PYLON FWD PART

CROSS BEAM ASSEMBLY 2 PIECE SUPPORT BEAM ASSEMBLY

4 PYLON FASTENING HOLES

ALIGNMENT PIN

LINK ASSEMBLY

BEARING SUPPORT ASSEMBLY

































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ENGINE MOUNTS

Aft mount.

The aft mount connects the engine turbine frame to the pylon. It is designed to restrain engine movements in all directions, except forward and aft. It is made up of the following : - Three fail-safe links that provide attachment to the engine casing lugs. - A crossbeam with three lugs for attachment of the 3 links. The crossbeam attaches to the pylon by means of four tension bolts, and two shear pins.

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VIEW B

B

PYLON AFT PART

BOLT HOLE

ALIGNMENT PIN

CROSS BEAM



































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AIR INLET COWL

The air inlet cowl is at the forward section of the nacelle and its rear ange is attached to the engine fan case. Its provides a smooth airow into the engine during all aircraft operational sequences and also prevents ice formation at the front of the power plant. The air inlet cowl has an anti-ice inlet duct, an interphone connector and jack and an air inlet scoop for ECU cooling.

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"PIP" PINS (x6)



































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AIR INLET COWL

The air inlet cowl is secured on the forward ange of the engine fan case and consists of : - An inner barrel featuring 3 acoustical panels, which attaches the air inlet assembly to the engine fan frame. - An outer barrel, which is the outer cowl of the assembly. - A nose lip, which connects the inner and outer barrels.

The outer barrel features : - Two Two fan compartment cooling c ooling air inlet scoops, at 12 and 6 o’clock, to supply ambient air around the engine and accessories. - Four hoist points, at 10 and 2 o’clock, for inlet cowl assembly removal/installation. - A phone jack to enable ground communication with the cockpit.





































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AIR INLET COWL

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CFM56-5A

THRUST REVERSER MECHANICAL STRUCTURE

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THRUST REVERSER - MECHANICAL STRUCTURE

The thrust reverser is constructed in two half doors, also called C-ducts, with the split line in a vertical direction. The two halves can be opened to 45 degrees, for engine removal/installation or to 35 degrees for routine maintenance. Its mechanical structure includes : - An outer cowl, which forms the fan discharge ow outer contour. - An inner cowl, which forms the fan ow inner contour, and engine outer envelope. - Pivoting doors going into the fan stream, blocking and redirecting the secondary airow outward and forward.

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PYLON

OUTER COWL

































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T/R cowls. The C-ducts consist of : - The outer cowl, which, in the stowed position, encloses the pivoting doors. - Three hinges which attach the cowl to the pylon. - Two Two hoist points (not shown) on each outer cowl for removal/installation maintenance operations. - Four tension hook latches, to keep the cowls closed. - Two Two opening actuator ttings. - A ramp fairing, to smooth the airow passing from the engine to the thrust reverser. - The inner cowl, which smooths the secondary airow inner passageway and provides air to the core

- An LPTCC inlet scoop at the front of the R/H inner cowl, to duct secondary ow bleed air for LPT cooling and clearance control. - Inlet holes, in the front section of the cowl, to duct air to the core engine internal cavity cavity.. The inner and outer cowls have a honeycomb structure with sound suppressing surfaces.

































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HINGES (3)

AIR INLET SCOOP

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OPENING ACTUATOR FITTING

INNER COWL

INLET HOLE INNER COWL

OUTER COWL

LPTCC SCOOP

RAMP FAIRING



































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Pivoting doors. There are two pivoting doors on each thrust reverser half door. They are installed on pins that make them pivot when hydraulic pressure is applied. They are operated by four individual hydraulic actuators, which move them independently to the deployed or

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KICKER STOW SWITCH

PLATE

CONNECTOR HYDRAULIC PRIMARY LOCK

ACTUATOR



































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THRUST REVERSER SYSTEM

The thrust reverser system includes : - an electrical system. - a hydraulic system.

Hydraulic system. The hydraulic system includes : - A shut-off valve, which isolates the reverser hydraulic system from the aircraft hydraulics.

Electrical system. The electrical system includes :

- A hydraulic lter, used to lter uid from the aircraft hydraulic system.





































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THROTTLE LEVER

ECU

HCU

ACTUATOR STOW SIDE

PIVOTING PIVOTI NG DOORS EIU

REV IN AMBER

STOWING

DEPLOY SWITCH

AT LEAST ONE DOOR

OPEN

NOT FULLY DEPLOYED

PIVOTING PIVOTI NG DOORS STOWED

ECU

REV DISAPPEARS

































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CFM56-5A


T/R inhibition. For safety reasons during maintenance operations, it is necessary to make the thrust reverser unserviceable. The T/R can be inhibited by removing the lockout pin from its stowage position, and moving the HCU deactivation lever forward, forward, to the inhibition position. This way, way, no hydraulic pressure is delivered to the pivoting door latches and actuators. A lockout pin is then installed through the lever to lock it in the unserviceable position. A warning notice is placed on the lever, telling persons not to remove the lockout pin.

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CFM56-5A

A

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VIEW A LOCKOUT PIN INSTALLED HCU

LOCKOUT PIN STOWAGE (IN OPERATING POSITION)

FWD

WARNING NOTICE

































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T/R deactivation. The thrust reverser is deactivated if : - the HCU lever is moved to the inhibit position and locked in place. - the lockout bolts provided to secure the pivoting doors in the stowed position are installed. The lockout bolts and red lockplates are installed on a storage bracket mounted on the forward face of the righthand T/R cowl door. The lockout fairings and screws are removed from the pivoting doors and installed on the storage bracket. The lockout bolts and lockplates are then installed on the pivoting doors to attach them to the forward frame of the thrust reverser reverser..

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PIVOTING DOOR SCREW

LOCKOUT FAIRING

PIVOTING LOCKOUT BOLT

DOOR BOLT



































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EXHAUST SYSTEM

The purpose of the exhaust system is to provide thrust by discharging the primary airow to atmosphere. The exhaust system is composed of : - The primary nozzle. - The centerbody centerbody.. The centerbody is only accessible when the primary nozzle is removed.

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EXHAUST SYSTEM

The primary nozzle and centerbody are attached to the aft end of the turbine rear frame. They give : - An annular exhaust passage to the primary airow. - A passage to bypass air. - A passage to vent air. The engine exhaust passes between the inner surface

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NOZZLE DESIGN

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A/C EIU

FUEL SYSTEM

ENGINE FIRE

BMC

PROTECTION SYSTEM

LIMIT

EXTINGUISH

































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ENGINE FIRE DETECTION SYSTEM

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ENGINE FIRE DETECTION SYSTEM

The purpose of the engine re detection system is to detect and identify any re source, and to transmit this information to the cockpit. On each engine, there are two independent and continuous loops for re detecti on. The loops are connected in parallel to separate channels of a Fire Detection Unit (FDU). One FDU, located in the avionics compartment, is provided for each engine and they process signals received from the re detectors. The re detection system is located in 2 areas around the engine, and one at the engine/aircraft interface. The system consists of : - 2 re detectors under the accessory gearbox. - 2 re detectors on the core engine at 10 and 2

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CORE FIRE DETECTORS

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PYLON FIRE DETECTOR ECU

CORE JUNCTION BOX

FAN FIRE

PYLON

DETECTOR

FIRE DETECTORS TGB



































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ENGINE/AIRCRAFT CONNECTIONS

For engine removal purposes, it is necessary to disconnect hydraulic, electrical and pneumatic lines, on both sides of the engine, according to the instructions in the Aircraft Maintenance Manual (AMM).

Fluid connections.

The connections concerned are :

They consist of the suction line, pressure line and case drain line.

The engine hydraulic lines are connected on the left side of the pylon, at the uid disconnect panel.

- Hydraulic lines. - Fuel lines.

The hydraulic suction line is connected with a coupling half, which is a self-sealing quick-disconnect tting .



































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COUPLING HALF

FLUID DISCONNECT PANEL



































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Fan area electrical and pneumatic connections.

Many electrical connections are located in the upper fan area of the powerplant. Connection points include : - The pylon electrical junction box. - The fan electrical feeder box.

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CFM56 5A Training Manual - Nacelle

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