CTC-211 Engine Systems

TRAINING MANUAL CFM56-5A / -5B

ENGINE SYSTEMS

FEBRUARY 2008

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CTC-211 Level 3

CFM56-ALL

TRAINING MANUAL

Published by CFMI

CFMI Customer Training Center Snecma Services Site de Melun-Montereau, Aérodrome de Villaroche Chemin de Viercy, B.P. 1936, 77019 - Melun Cedex FRANCE

CFMI Customer Training Services GE Aircraft Engines Customer Technical Education Center 123 Merchant Street Mail Drop Y2 Cincinnati, Ohio 45246 USA

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This CFMI publication is for Training Purposes Only. The information is accurate at the time of compilation; however, no update service will be furnished to maintain accuracy. For authorized maintenance practices and specifications, 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 confidence, 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 International

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EFFECTIVITY ALL CFM56 ENGINES

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CFMI Proprietary Information

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A A/C AIRCRAFT AC ALTERNATING CURRENT ACARS AIRCRAFT COMMUNICATION ADRESSING and REPORTING SYSTEM ACAU AIR CONDITIONING ACCESSORY UNIT ACMS AIRCRAFT CONDITION MONITORING SYSTEM ACS AIRCRAFT CONTROL SYSTEM ADC AIR DATA COMPUTER ADEPT AIRLINE DATA ENGINE PERFORMANCE TREND ADIRS AIR DATA AND INERTIAL REFERENCE SYSTEM ADIRU AIR DATA AND INERTIAL REFERENCE UNIT AGB ACCESSORY GEARBOX AIDS AIRCRAFT INTEGRATED DATA SYSTEM ALF AFT LOOKING FORWARD ALT ALTITUDE ALTN ALTERNATE AMB AMBIENT AMM AIRCRAFT MAINTENANCE MANUAL AOG AIRCRAFT ON GROUND A/P AIRPLANE APU AUXILIARY POWER UNIT ARINC AERONAUTICAL RADIO, INC. (SPECIFICATION) ASM AUTOTHROTTLE SERVO MECHANISM A/T AUTOTHROTTLE ATA AIR TRANSPORT ASSOCIATION EFFECTIVITY ALL CFM56 ENGINES


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TRAINING MANUAL ATC AUTOTHROTTLE COMPUTER ATHR AUTO THRUST ATO ABORTED TAKE OFF AVM AIRCRAFT VIBRATION MONITORING B BITE BUILT IN TEST EQUIPMENT BMC BLEED MANAGEMENT COMPUTER BPRV BLEED PRESSURE REGULATING VALVE BSI BORESCOPE INSPECTION BSV BURNER STAGING VALVE (SAC) BSV BURNER SELECTION VALVE (DAC) BVCS BLEED VALVE CONTROL SOLENOID C C CELSIUS or CENTIGRADE CAS CALIBRATED AIR SPEED CBP (HP) COMPRESSOR BLEED PRESSURE CCDL CROSS CHANNEL DATA LINK CCFG COMPACT CONSTANT FREQUENCY GENERATOR CCU COMPUTER CONTROL UNIT CCW COUNTER CLOCKWISE CDP (HP) COMPRESSOR DISCHARGE PRESSURE CDS COMMON DISPLAY SYSTEM CDU CONTROL DISPLAY UNIT CFDIU CENTRALIZED FAULT DISPLAY INTERFACE UNIT CFDS CENTRALIZED FAULT DISPLAY SYSTEM CFMI JOINT GE/SNECMA COMPANY (CFM

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INTERNATIONAL) CG CENTER OF GRAVITY Ch A channel A Ch B channel B CHATV CHANNEL ACTIVE CIP(HP) COMPRESSOR INLET PRESSURE CIT(HP) COMPRESSOR INLET TEMPERATURE cm.g CENTIMETER X GRAMS CMC CENTRALIZED MAINTENANCE COMPUTER CMM COMPONENT MAINTENANCE MANUAL CMS CENTRALIZED MAINTENANCE SYSTEM CMS CENTRAL MAINTENANCE SYSTEM CODEP HIGH TEMPERATURE COATING CONT CONTINUOUS CPU CENTRAL PROCESSING UNIT CRT CATHODE RAY TUBE CSD CONSTANT SPEED DRIVE CSI CYCLES SINCE INSTALLATION CSN CYCLES SINCE NEW CTAI COWL THERMAL ANTI-ICING CTEC CUSTOMER TECHNICAL EDUCATION CENTER CTL CONTROL Cu.Ni.In COPPER.NICKEL.INDIUM CW CLOCKWISE D DAC DOUBLE ANNULAR COMBUSTOR DAMV DOUBLE ANNULAR MODULATED VALVE DAR DIGITAL ACMS RECORDER DC DIRECT CURRENT EFFECTIVITY ALL CFM56 ENGINES

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TRAINING MANUAL DCU DATA CONVERSION UNIT DCV DIRECTIONAL CONTROL VALVE BOEING DEU DISPLAY ELECTRONIC UNIT DFCS DIGITAL FLIGHT CONTROL SYSTEM DFDAU DIGITAL FLIGHT DATA ACQUISITION UNIT DFDRS DIGITAL FLIGHT DATA RECORDING SYSTEM DISC DISCRETE DIU DIGITAL INTERFACE UNIT DMC DISPLAY MANAGEMENT COMPUTER DMD DEMAND DMS DEBRIS MONITORING SYSTEM DMU DATA MANAGEMENT UNIT DOD DOMESTIC OBJECT DAMAGE DPU DIGITAL PROCESSING MODULE DRT DE-RATED TAKE-OFF E EAU ENGINE ACCESSORY UNIT EBU ENGINE BUILDUP UNIT ECA ELECTRICAL CHASSIS ASSEMBLY ECAM ELECTRONIC CENTRALIZED AIRCRAFT MONITORING ECS ENVIRONMENTAL CONTROL SYSTEM ECU ELECTRONIC CONTROL UNIT EE ELECTRONIC EQUIPMENT EEC ELECTRONIC ENGINE CONTROL EFH ENGINE FLIGHT HOURS EFIS ELECTRONIC FLIGHT INSTRUMENT SYSTEM

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EGT EXHAUST GAS TEMPERATURE EHSV ELECTRO-HYDRAULIC SERVO VALVE EICAS ENGINE INDICATING AND CREW ALERTING SYSTEM EIS ELECTRONIC INSTRUMENT SYSTEM EIU ENGINE INTERFACE UNIT EIVMU ENGINE INTERFACE AND VIBRATION MONITORING UNIT EMF ELECTROMOTIVE FORCE EMI ELECTRO MAGNETIC INTERFERENCE EMU ENGINE MAINTENANCE UNIT EPROM ERASABLE PROGRAMMABLE READ ONLY MEMORY (E)EPROM (ELECTRICALLY) ERASABLE PROGRAMMABLE READ ONLY MEMORY ESN ENGINE SERIAL NUMBER ETOPS EXTENDED TWIN OPERATION SYSTEMS EWD/SD ENGINE WARNING DISPLAY / SYSTEM DISPLAY F F FARENHEIT FAA FEDERAL AVIATION AGENCY FADEC FULL AUTHORITY DIGITAL ENGINE CONTROL FAR FUEL/AIR RATIO FCC FLIGHT CONTROL COMPUTER FCU FLIGHT CONTROL UNIT FDAMS FLIGHT DATA ACQUISITION & MANAGEMENT SYSTEM EFFECTIVITY ALL CFM56 ENGINES


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TRAINING MANUAL FDIU FLIGHT DATA INTERFACE UNIT FDRS FLIGHT DATA RECORDING SYSTEM FDU FIRE DETECTION UNIT FEIM FIELD ENGINEERING INVESTIGATION MEMO FF FUEL FLOW (see Wf) -7B FFCCV FAN FRAME/COMPRESSOR CASE VERTICAL (VIBRATION SENSOR) FI FLIGHT IDLE (F/I) FIM FAULT ISOLATION MANUAL FIN FUNCTIONAL ITEM NUMBER FIT FAN INLET TEMPERATURE FLA FORWARD LOOKING AFT FLX TO FLEXIBLE TAKE-OFF FMC FLIGHT MANAGEMENT COMPUTER FMCS FLIGHT MANAGEMENT COMPUTER SYSTEM FMGC FLIGHT MANAGEMENT AND GUIDANCE COMPUTER FMGEC FLIGHT MANAGEMENT AND GUIDANCE ENVELOPE COMPUTER FMS FLIGHT MANAGEMENT SYSTEM FMV FUEL METERING VALVE FOD FOREIGN OBJECT DAMAGE FPA FRONT PANEL ASSEMBLY FPI FLUORESCENT PENETRANT INSPECTION FQIS FUEL QUANTITY INDICATING SYSTEM FRV FUEL RETURN VALVE FWC FAULT WARNING COMPUTER FWD FORWARD G

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g.in GRAM X INCHES GE GENERAL ELECTRIC GEAE GENERAL ELECTRIC AIRCRAFT ENGINES GEM GROUND-BASED ENGINE MONITORING GI GROUND IDLE (G/I) GMM GROUND MAINTENANCE MODE GMT GREENWICH MEAN TIME GND GROUND GPH GALLON PER HOUR GPU GROUND POWER UNIT GSE GROUND SUPPORT EQUIPMENT H HCF HIGH CYCLE FATIGUE HCU HYDRAULIC CONTROL UNIT HDS HORIZONTAL DRIVE SHAFT HMU HYDROMECHANICAL UNIT HP HIGH PRESSURE HPC HIGH PRESSURE COMPRESSOR HPCR HIGH PRESSURE COMPRESSOR ROTOR HPRV HIGH PRESSURE REGULATING VALVE HPSOV HIGH PRESSURE SHUT-OFF VALVE HPT HIGH PRESSURE TURBINE HPT(A)CC HIGH PRESSURE TURBINE (ACTIVE) CLEARANCE CONTROL HPTC HIGH PRESSURE TURBINE CLEARANCE HPTCCV HIGH PRESSURE TURBINE CLEARANCE CONTROL VALVE HPTN HIGH PRESSURE TURBINE NOZZLE HPTR HIGH PRESSURE TURBINE ROTOR EFFECTIVITY ALL CFM56 ENGINES

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TRAINING MANUAL Hz HERTZ (CYCLES PER SECOND) I I/O INPUT/OUTPUT IAS INDICATED AIR SPEED ID INSIDE DIAMETER ID PLUG IDENTIFICATION PLUG IDG INTEGRATED DRIVE GENERATOR IFSD IN FLIGHT SHUT DOWN IGB INLET GEARBOX IGN IGNITION IGV INLET GUIDE VANE in. INCH IOM INPUT OUTPUT MODULE IPB ILLUSTRATED PARTS BREAKDOWN IPC ILLUSTRATED PARTS CATALOG IPCV INTERMEDIATE PRESSURE CHECK VALVE IPS INCHES PER SECOND IR INFRA RED K °K KELVIN k X 1000 KIAS INDICATED AIR SPEED IN KNOTS kV KILOVOLTS Kph KILOGRAMS PER HOUR L L LEFT L/H LEFT HAND

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lbs. POUNDS, WEIGHT LCD LIQUID CRYSTAL DISPLAY LCF LOW CYCLE FATIGUE LE (L/E) LEADING EDGE LGCIU LANDING GEAR CONTROL INTERFACE UNIT LP LOW PRESSURE LPC LOW PRESSURE COMPRESSOR LPT LOW PRESSURE TURBINE LPT(A)CC LOW PRESSURE TURBINE (ACTIVE) CLEARANCE CONTROL LPTC LOW PRESSURE TURBINE CLEARANCE LPTN LOW PRESSURE TURBINE NOZZLE LPTR LOW PRESSURE TURBINE ROTOR LRU LINE REPLACEABLE UNIT LVDT LINEAR VARIABLE DIFFERENTIAL TRANSFORMER M mA MILLIAMPERES (CURRENT) MCD MAGNETIC CHIP DETECTOR MCDU MULTIPURPOSE CONTROL AND DISPLAY UNIT MCL MAXIMUM CLIMB MCR MAXIMUM CRUISE MCT MAXIMUM CONTINUOUS MDDU MULTIPURPOSE DISK DRIVE UNIT MEC MAIN ENGINE CONTROL milsD.A. Mils DOUBLE AMPLITUDE mm. MILLIMETERS EFFECTIVITY ALL CFM56 ENGINES


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TRAINING MANUAL MMEL MAIN MINIMUM EQUIPMENT LIST MO AIRCRAFT SPEED MACH NUMBER MPA MAXIMUM POWER ASSURANCE MPH MILES PER HOUR MTBF MEAN TIME BETWEEN FAILURES MTBR MEAN TIME BETWEEN REMOVALS mV MILLIVOLTS Mvdc MILLIVOLTS DIRECT CURRENT N N1 (NL) LOW PRESSURE ROTOR ROTATIONAL SPEED N1* DESIRED N1 N1ACT ACTUAL N1 N1CMD COMMANDED N1 N1DMD DEMANDED N1 N1K CORRECTED FAN SPEED N1TARGET TARGETED FAN SPEED N2 (NH) HIGH PRESSURE ROTOR ROTATIONAL SPEED N2* DESIRED N2 N2ACT ACTUAL N2 N2K CORRECTED CORE SPEED N/C NORMALLY CLOSED N/O NORMALLY OPEN NAC NACELLE NVM NON VOLATILE MEMORY O OAT OUTSIDE AIR TEMPERATURE

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OD OUTLET DIAMETER OGV OUTLET GUIDE VANE OSG OVERSPEED GOVERNOR OVBD OVERBOARD OVHT OVERHEAT P Pb BYPASS PRESSURE Pc REGULATED SERVO PRESSURE Pcr CASE REGULATED PRESSURE Pf HEATED SERVO PRESSURE P/T25 HP COMPRESSOR INLET TOTAL AIR PRESSURE/TEMPERATURE P/N PART NUMBER P0 AMBIENT STATIC PRESSURE P25 HP COMPRESSOR INLET TOTAL AIR TEMPERATURE PCU PRESSURE CONVERTER UNIT PLA POWER LEVER ANGLE PMC POWER MANAGEMENT CONTROL PMUX PROPULSION MULTIPLEXER PPH POUNDS PER HOUR PRSOV PRESSURE REGULATING SERVO VALVE Ps PUMP SUPPLY PRESSURE PS12 FAN INLET STATIC AIR PRESSURE PS13 FAN OUTLET STATIC AIR PRESSURE PS3HP COMPRESSOR DISCHARGE STATIC AIR PRESSURE (CDP) PSI POUNDS PER SQUARE INCH PSIA POUNDS PER SQUARE INCH ABSOLUTE EFFECTIVITY ALL CFM56 ENGINES

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TRAINING MANUAL PSID POUNDS PER SQUARE INCH DIFFERENTIAL psig POUNDS PER SQUARE INCH GAGE PSM POWER SUPPLY MODULE PSS (ECU) PRESSURE SUB-SYSTEM PSU POWER SUPPLY UNIT PT TOTAL PRESSURE PT2 FAN INLET TOTAL AIR PRESSURE (PRIMARY FLOW) PT25 HPC TOTAL INLET PRESSURE Q QAD QUICK ATTACH DETACH QEC QUICK ENGINE CHANGE QTY QUANTITY QWR QUICK WINDMILL RELIGHT R R/H RIGHT HAND RAC/SB ROTOR ACTIVE CLEARANCE/START BLEED RACC ROTOR ACTIVE CLEARANCE CONTROL RAM RANDOM ACCESS MEMORY RCC REMOTE CHARGE CONVERTER RDS RADIAL DRIVE SHAFT RPM REVOLUTIONS PER MINUTE RTD RESISTIVE THERMAL DEVICE RTO REFUSED TAKE OFF RTV ROOM TEMPERATURE VULCANIZING (MATERIAL) RVDT ROTARY VARIABLE DIFFERENTIAL

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TRANSFORMER S S/N SERIAL NUMBER S/R SERVICE REQUEST S/V SHOP VISIT SAC SINGLE ANNULAR COMBUSTOR SAR SMART ACMS RECORDER SAV STARTER AIR VALVE SB SERVICE BULLETIN SCU SIGNAL CONDITIONING UNIT SDAC SYSTEM DATA ACQUISITION CONCENTRATOR SDI SOURCE/DESTINATION IDENTIFIER (BITS) (CF ARINC SPEC) SDU SOLENOID DRIVER UNIT SER SERVICE EVALUATION REQUEST SFC SPECIFIC FUEL CONSUMPTION SFCC SLAT FLAP CONTROL COMPUTER SG SPECIFIC GRAVITY SLS SEA LEVEL STANDARD (CONDITIONS : 29.92 in.Hg / 59°F) SLSD SEA LEVEL STANDARD DAY (CONDITIONS : 29.92 in.Hg / 59°F) SMM STATUS MATRIX SMP SOFTWARE MANAGEMENT PLAN SN SERIAL NUMBER SNECMA SOCIETE NATIONALE D’ETUDE ET DE CONSTRUCTION DE MOTEURS D’AVIATION SOL SOLENOID SOV SHUT-OFF VALVE EFFECTIVITY ALL CFM56 ENGINES


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TRAINING MANUAL STP SVR SW SYS

STANDARD TEMPERATURE AND PRESSURE SHOP VISIT RATE SWITCH BOEING SYSTEM

T T oil OIL TEMPERATURE T/C THERMOCOUPLE T/E TRAILING EDGE T/O TAKE OFF T/R THRUST REVERSER T12 FAN INLET TOTAL AIR TEMPERATURE T25 HP COMPRESSOR INLET AIR TEMPERATURE T3 HP COMPRESSOR DISCHARGE AIR TEMPERATURE T49.5 EXHAUST GAS TEMPERATURE T5 LOW PRESSURE TURBINE DISCHARGE TOTAL AIR TEMPERATURE TAI THERMAL ANTI ICE TAT TOTAL AIR TEMPERATURE TBC THERMAL BARRIER COATING TBD TO BE DETERMINED TBO TIME BETWEEN OVERHAUL TBV TRANSIENT BLEED VALVE TC(TCase) HP TURBINE CASE TEMPERATURE TCC TURBINE CLEARANCE CONTROL TCCV TURBINE CLEARANCE CONTROL VALVE TCJ TEMPERATURE COLD JUNCTION T/E TRAILING EDGE TECU ELECTRONIC CONTROL UNIT INTERNAL

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TEMPERATURE TEO ENGINE OIL TEMPERATURE TGB TRANSFER GEARBOX Ti TITANIUM TLA THROTTLE LEVER ANGLE AIRBUS TLA THRUST LEVER ANGLE BOEING TM TORQUE MOTOR TMC TORQUE MOTOR CURRENT T/O TAKE OFF TO/GA TAKE OFF/GO AROUND T/P TEMPERATURE/PRESSURE SENSOR TPU TRANSIENT PROTECTION UNIT TR TRANSFORMER RECTIFIER TRA THROTTLE RESOLVER ANGLE AIRBUS TRA THRUST RESOLVER ANGLE BOEING TRDV THRUST REVERSER DIRECTIONAL VALVE TRF TURBINE REAR FRAME TRPV THRUST REVERSER PRESSURIZING VALVE TSI TIME SINCE INSTALLATION (HOURS) TSN TIME SINCE NEW (HOURS) TTL TRANSISTOR TRANSISTOR LOGIC

TRAINING MANUAL VDT VIB VLV VRT VSV

VARIABLE DIFFERENTIAL TRANSFORMER VIBRATION VALVE VARIABLE RESISTANCE TRANSDUCER VARIABLE STATOR VANE

W WDM WATCHDOG MONITOR Wf WEIGHT OF FUEL OR FUEL FLOW WFM WEIGHT OF FUEL METERED WOW WEIGHT ON WHEELS WTAI WING THERMAL ANTI-ICING

U UER UNSCHEDULED ENGINE REMOVAL UTC UNIVERSAL TIME CONSTANT V VAC VOLTAGE, ALTERNATING CURRENT VBV VARIABLE BLEED VALVE VDC VOLTAGE, DIRECT CURRENT EFFECTIVITY ALL CFM56 ENGINES

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IMPERIAL / METRIC CONVERSIONS

METRIC / IMPERIAL CONVERSIONS

1 mile = 1,609 km 1 ft = 30,48 cm 1 in. = 25,4 mm 1 mil. = 25,4 µ

1 km = 0.621 mile 1 m = 3.281 ft. or 39.37 in. 1 cm = 0.3937 in. 1 mm = 39.37 mils.

1 sq.in.

= 6,4516 cm²

1 m² = 10.76 sq. ft. 1 cm² = 0.155 sq.in.

1 USG 1 cu.in.

= 3,785 l (dm³) = 16.39 cm³

1 m³ = 35.31 cu. ft. 1 dm³ = 0.264 USA gallon 1 cm³ = 0.061 cu.in.

1 lb. = 0.454 kg

1 kg = 2.205 lbs

1 psi. = 6.890 kPa

1 Pa = 1.45 10-4 psi. 1 kPa = 0.145 psi 1 bar = 14.5 psi

°F

°C

= 1.8 x °C + 32

EFFECTIVITY ALL CFM56 ENGINES


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TRAINING MANUAL

= ( °F - 32 ) /1.8

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TABLE OF CONTENTS

EFFECTIVITY ALL CFM56-5A/-5B FOR A318-A319-A320-A321

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contents ENGINE SYSTEMS

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section

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section

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IDG OIL COOLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 221 FUEL RETURN VALVE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 231

TABLE OF CONTENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 AIR SYSTEM FADEC SYSTEM

ENGINE AIR SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 243

FADEC SYSTEM INTRODUCTION. . . . . . . . . . . . . . . . . . . . . . . . . . 19

bearing lubrication and sump sealing principle. . . . 247

ELECTRONIC CONTROL UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33

VARIABLE GEOMETRY CONTROL SYSTEM. . . . . . . . . . . . . . . . 251

ENGINE SENSORS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51

VARIABLE BLEED VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 255

ENGINE WIRING HARNESSES . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87

VARIABLE STATOR VANE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 271

starting and ignition STARTING SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95 STARTER AIR VALVE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107 PNEUMATIC STARTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111 IGNITION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117 engine control POWER MANAGEMENT & FUEL CONTROL. . . . . . . . . . . . . . . . . 129

TRANSIENT BLEED VALVE (-5B ONLY). . . . . . . . . . . . . . . . . . . . 281 CLEARANCE CONTROL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 287 HIGH PRESSURE TURBINE CLEARANCE CONTROL. . . . . . . . . 291 LOW PRESSURE TURBINE CLEARANCE CONTROL . . . . . . . . . 301 LUBRICATION SYSTEM oils. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 311 oil general. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 315 OIL TANK. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 325 ANTI-SIPHON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 331

FUEL SYSTEM fuels. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149 FUEL DISTRIBUTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153 FUEL PUMP. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 163 OIL/FUEL HEAT EXCHANGERS. . . . . . . . . . . . . . . . . . . . . . . . . . . 175 HYDROMECHANICAL UNIT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 185 FUEL FLOW TRANSMITTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 197 FUEL NOZZLE FILTER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201

LUBRICATION UNIT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 335 MASTER CHIP DETECTOR (-5B ONLY) . . . . . . . . . . . . . . . . . . . . 349 VISUAL INDICATOR (-5B ONLY) . . . . . . . . . . . . . . . . . . . . . . . . . . 353 oil indicating components. . . . . . . . . . . . . . . . . . . . . . . . . . 357 VIBRATION SENSING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 371 PRESERVATION AND STORAGE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 379

BURNER STAGING VALVE (-5A ONLY). . . . . . . . . . . . . . . . . . . . . 205 FUEL NOZZLE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211

EFFECTIVITY ALL CFM56-5A/-5B FOR A318-A319-A320-A321 CFMI Proprietary Information

contents engine systems

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CFM56-5A/-5B

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FADEC SYSTEM


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FADEC system engine systems

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CFM56-5A/-5B

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FADEC system engine systems

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CFM56-5A/-5B

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FADEC SYSTEM INTRODUCTION


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INTRO ENGINE SYSTEMS

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CFM56-5A/-5B

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FADEC SYSTEM INTRODUCTION FADEC purpose The CFM56-5A/-5B operates through a system known as FADEC (Full Authority Digital Engine Control). It takes complete control of engine systems in response to command inputs from the aircraft. It also provides information to the aircraft for flight deck indications, engine condition monitoring, maintenance reporting and troubleshooting. - It performs fuel control and provides limit protections for N1 and N2. - It controls the engine start sequence and prevents the engine from exceeding starting EGT limits (aircraft on ground). - It manages the thrust according to 2 modes: manual and autothrust. - It provides optimal engine operation by controlling compressor airflow and turbine clearances. - It completly supervises the thrust reverser operation. - Finally, it controls IDG cooling fuel recirculation to the aircraft tank.


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intro engine systems

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CFM56-5A/-5B

POWER MANAGEMENT CONTROL

TRAINING MANUAL

ACTIVE CLEARANCE CONTROL

FADEC STARTING / SHUTDOWN / IGNITION CONTROL

FUEL CONTROL

VARIABLE GEOMETRY CONTROL

OIL TEMPERATURE CONTROL FADEC PURPOSE

CtC-211-001-00


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THRUST REVERSER CONTROL



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CFM56-5A/-5B

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FADEC SYSTEM INTRODUCTION FADEC system The FADEC system consists of: - An Engine Control Unit (ECU) containing two identical computers, designated channel A and channel B. The ECU electronically performs engine control calculations and monitors the engine’s condition. - A Hydro-Mechanical Unit (HMU), which converts electrical signals from the ECU into hydraulic pressures to drive the engine’s valves and actuators. - Peripheral components such as valves, actuators and sensors used for control and monitoring.


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CFM56-5A/-5B

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CONTROL SIGNALS T3

T49.5 TCASE TEO

P0

PS12

PS3

N1

N2

T25 28V 115V 400Hz

T12

HARDWIRE DIGITAL (ARINC 429)

FEEDBACK SIGNALS

IGNITION

ECU

VBV VSV TBV** BSV*

ALTERNATOR

ID PLUG

HPT LPT CCV CCV

FRV FUEL HYDROMECHANICAL UNIT (HMU)

(FMV)

** ON -5B ONLY FUEL FLOW

REVERSER SOLENOIDS + SWITCHES STARTER AIR VALVE

P25

T5

* ON -5A ONLY

PMUX (OPTIONAL)

FADEC SYSTEM

CtC-211-002-02


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PS13



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CFM56-5A/-5B

TRAINING MANUAL

FADEC SYSTEM INTRODUCTION FADEC interfaces To perform all its tasks, the FADEC system communicates with the aircraft computers through the ECU. The ECU receives operational commands from the Engine Interface Unit (EIU), which is an interface between the ECU and aircraft systems. The ECU/aircraft system interfaces are either directly connected, such as: - DMU - FWC - FMGC or, they are connected through the EIU, such as: - CFDS - ECS The ECU also receives air data parameters (static pressure, total air temperature, total pressure) for thrust calculation, from two Air Data and Inertial Reference Units (ADIRU), connected to both ECU channels. EFFECTIVITY ALL CFM56-5A/-5B FOR A318-A319-A320-321 CFMI Proprietary Information

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CFM56-5A/-5B

TRAINING MANUAL

CH A

E I

ECU

U

CH B

Ps PT

ADIRU 1

ECU 2 ECU 1

TAT

CH A

ECU 1

Ps ADIRU PT

CH B

ECU 2

2

TAT

ARINC 429 BUS

AIRCRAFT INTERFACES

CtC-211-003-02


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CFM56-5A/-5B

TRAINING MANUAL

FADEC SYSTEM INTRODUCTION Engine Interface Unit

EIU output to the ECU

There are two EIU’s, one per engine. Each EIU is located in the electronics bay. It is an interface between the A/C and the corresponding FADEC system, located on the engine. This reduces the number of connecting electrical wires.

Through its output ARINC 429 data bus, the EIU transmits data coming from all the computers that have to communicate with the ECU, except from ADIRU’s and throttle control levers, which communicate directly with the ECU.

EIU’s are active as soon as the A/C power is on, and stopped when the A/C is de-energized. Their operation is necessary to start the engine.

EIU input from the ECU

The main functions of the EIU are: - To concentrate data from cockpit panels and different electronic boxes to the associated FADEC on each engine. - To ensure the segregation of the two engines - To select the airframe electrical supplies for the FADEC - To give to the airframe the necessary logic and information from engine to other systems (APU, ECS, Bleed Air, Maintenance).


TOC

The EIU acquires two ARINC 429 output data buses from the associated ECU (one from each channel) and it reads data from the channel in control. Air Data Inertial Reference Unit (ADIRU) The Air Data Inertial Reference System (ADIRS) provides the main air data and heading/attitude/navigation data to the aircraft systems.


Page 26 Feb 08

CFM56-5A/-5B

TRAINING MANUAL

ENGINE INTERFACE UNIT (EIU)

AVIONICS COMPARTMENT

*

*

*

*

*

*

* CIDS 2

*

ATC 1

FCDC 1

VHF 3

FMGC 1

* SDAC 2

VCR 1

VHF 1

ADF 1

ADF 2

VHF 2

FWC 2

FAC 1

DME 1

*

HF1

SEC 1

ELAC 1

*

SDAC 1

FWC 1

DMC 3

DMC 1

EIU 1

SFCC 1

*

*

*

*

*

*

CIDS CFDIU DMU QAR DAR 1

*

*

B

EIU AND ADIRU

CtC-211-136-01


TOC

AMU

FAC 2

* * DMC 2

HUDC

EIU 2

TAPE RPDR-PES

VIEW

FMGC 2

* SFCC 2

EVMU

AIR DATA INERTIAL REFERENCE UNIT (ADIRU)

SEC 2

DATA LINK MU FF AFS

FDIU

E LAC 2

ATC DME 2 2

GPWC AEVC MUX PES MAIN

T CAS

FCDC 2

HF2

VOR 2

B



Page 27 Feb 08

CFM56-5A/-5B

TRAINING MANUAL

FADEC SYSTEM INTRODUCTION FADEC design The FADEC system is a Built In Test Equipment (BITE) system. This means it is able to detect its own internal faults and also external faults. The system is fully redundant and built around the twochannel ECU. All control inputs are dual, and the valves and actuators are fitted with dual sensors to provide the ECU with feedback signals. Some indicating parameters are shared, and all monitoring parameters are single. CCDL To enhance system reliability, all inputs to one channel are made available to the other, through a Cross Channel Data Link (CCDL). This allows both channels to remain operational even if important inputs to one of them fail. Active / Stand-by The two channels, A and B, are identical and permanently operational, but they operate independently from each other. Both channels always receive inputs and process them, but only the channel in control, called the Active channel, delivers output commands. The other is called the Stand-by channel. EFFECTIVITY ALL CFM56-5A/-5B FOR A318-A319-A320-321 CFMI Proprietary Information

TOC

Channel selection and fault strategy Active and Stand-by channel selection is performed at ECU power-up and during operation. The BITE system detects and isolates failures, or combinations of failures, in order to determine the health status of the channels and to transmit maintenance data to the aircraft. Active and Stand-by selection is based upon the health of the channels and each channel determines its own health status. The healthiest is selected as the Active channel. When both channels have an equal health status, Active / Stand-by channel selection alternates with every engine shut-down if N2 was greater than 11000 RPM during previous engine run. Failsafe control If a channel is faulty and the Active channel is unable to ensure an engine control function, this function is moved to a position which protects the engine, and is known as the failsafe position.


Page 28 Feb 08

CFM56-5A/-5B

TRAINING MANUAL

SINGLE SENSORS

ECU ACTIVE

CHANNEL A

DUAL SENSORS

CCDL

SHARED SENSORS

SELECTION LOGIC

STAND BY

CHANNEL B

SINGLE SENSORS

FADEC DESIGN

CtC-211-004-02


TOC



Page 29 Feb 08

CFM56-5A/-5B

TRAINING MANUAL

FADEC SYSTEM INTRODUCTION Closed loop control operation In order to properly control the various engine systems, the ECU uses an operation known as closed loop control. The ECU calculates a position for a system component : - The Demand. The ECU then compares the Demand with the actual position of the component (feedback) and calculates a position difference : - The Command. The ECU, through the HMU, sends a signal to a component (valve, actuator) which causes it to move. With the movement of the system valve or actuator, the ECU is provided with a feedback of the component’s position. The process is repeated until there is no longer a position difference. The result completes the loop and enables the ECU to precisely control a system component on the engine.


TOC


Page 30 Feb 08

CFM56-5A/-5B

TRAINING MANUAL

INPUTS

DEMAND CALCULATOR DEMAND

CONTROL LAW

+

-

COMMAND

POSITION SENSOR

FEEDBACK

ACTUATOR TORQUE MOTOR

HMU

ECU

CtC-211-005-02

CLOSED LOOP CONTROL PHILOSOPHY


TOC



Page 31 Feb 08

CFM56-5A/-5B

TRAINING MANUAL



TOC


Page 32 Feb 08

CFM56-5A/-5B

TRAINING MANUAL

ELECTRONIC CONTROL UNIT


TOC


electronic control unit engine systems

Page 33 Feb 08

CFM56-5A/-5B

TRAINING MANUAL

ELECTRONIC CONTROL UNIT ECU location The ECU is a dual channel computer housed in an aluminium chassis, which is secured on the right hand side of the fan inlet case, at the 4 o’clock position. Four mounting bolts, with shock absorbers, provide isolation from shocks and vibrations. Two metal straps ensure ground connection. ECU cooling system To operate correctly, the ECU requires cooling to maintain internal temperatures within acceptable limits. Ambient air is picked up by an air scoop, located on the right hand side of the fan inlet cowl. This cooling air is routed up to the ECU internal chamber, around channel A and B compartments, and then exits through an outlet port in the fan compartment.


TOC


Page 34 Feb 08

CFM56-5A/-5B

TRAINING MANUAL

COOLING DUCT

FAN INLET COWL INLET

ECU - 5B

- 5A

COOLING AIR INLET

MOUNTING BOLT

FWD

PRESSURE CONNECTORS ECU

COOLING AIR OUTLET

CtC-211-006-02

ELECTRICAL CONNECTORS

ELECTRONIC CONTROL UNIT


TOC


ECU


Page 35 Feb 08

CFM56-5A/-5B

TRAINING MANUAL

ELECTRONIC CONTROL UNIT ECU Electrical Interfaces (Connectors) There are 15 threaded electrical connectors located on the front panel. Each connector features a unique key pattern which only accepts the correct corresponding cable plug.

J15 is also shared between channels A and B and is used for Ground Support Equipment (GSE) connection. J14, also shared, is used for the engine identification plug (ID plug). It is also used to connect the PDL for reprogramming.

The connectors are identified through numbers from J1 to J15 marked on the panel. Engine and aircraft signals are routed to and from channels A and B, through separate cables and connectors. Odd numbered connectors (J1 through J11) go to channel A and even numbered connectors (J2 through J12) go to channel B. The signals on connector J13 are shared between the two channels.


TOC


Page 36 Feb 08

CFM56-5A/-5B

TRAINING MANUAL ID PLUG GSE

J1

J3

J5

J9

CH. A

CtC-211-008-02

J7

J14

J11

J13

J10 J12

J2

J4

CH. B * BSV POSITION SWITCHES ON - 5A ONLY

SHARED CONNECTORS (CH. A & CH. B) CHANNEL A CONNECTOR (ODD)

CHANNEL B CONNECTOR (EVEN)

FUNCTION

J1 J3 J5 J7 J9 J11 SHARED J13 J15

J2 J4 J6 J8 J10 J12 J14 SHARED SHARED

A/C POWER (28V) AND IGNITER POWER (115V) A/C INPUT/OUTPUT AND TLA THRUST REVERSER SOLENOIDS, TORQUE MOTORS, RESOLVERS, N2 ALTERNATOR, SAV, N1 AND T12 LVDT'S, RVDT'S, T25, BSV POSITION SWITCHES * ENGINE IDENTIFICATION PLUG WF METER, THERMOCOUPLES TEST INTERFACE

ECU ELECTRICAL INTERFACES (CONNECTORS)


TOC

J8

J15

J6



Page 37 Feb 08

CFM56-5A/-5B

TRAINING MANUAL

ELECTRONIC CONTROL UNIT Engine Rating / Identification Plug The engine rating/identification plug provides the ECU with engine configuration information for proper engine operation. It is plugged into connector J14 and attached to the fan case by a metallic braid. It remains with the engine even after ECU replacement. The identification (ID) plug includes a coding circuit, soldered to the plug connector pins. This circuit has (-5A: fuse links) (-5B: fuse links and push-pull links) which either ensure, or prohibit connections between the different plug connector pins. It gives configuration data codes to the ECU as follows: (- 5B): Through fuse links: - engine model (5A/5B) - thrust rating/bump - new/old plug Through push/pull links: - Engine configuration (5B or 5B/P) - Engine combustion type (SAC/DAC) - N1 trim level EFFECTIVITY ALL CFM56-5A/-5B FOR A318-A319-A320-321 CFMI Proprietary Information

TOC

- Engine condition monitoring (PMUX option) - Engine acoustic package - Overthrust protection (TCMA shutdown) disabled - Tech insertion program - Nacelle active cooling (NACTB) for DAC engines. (-5A): - Engine model (5A/5B) - Thrust rating - Bump - Engine condition monitoring (PMUX option) - Test cell A3 configuration (-5A, -5B): During initialization, the ECU reads the ID plug by looking for voltage on certain pins. This discrete data is stored in the reserved RAM of the ECU. If ECU initialization occurs: - On ground, the configuration parameters are compared to the parameters already stored in the non volatile memory (NVM) of the ECU. If they are different and valid, the NVM is updated. If they are invalid, the RAM values are discarded and the ECU uses the values stored in the NVM for the previous plug configuration. - In flight, the ECU does not process the data stored in the RAM but uses only the data in the NVM.


Page 38 Feb 08

CFM56-5A/-5B

TRAINING MANUAL

- 5B

- 5A

CODING CIRCUIT:

SAFETY WIRE

FUSE LINKS ONLY

CODING CIRCUIT: PUSH-PULL LINKS FUSE LINKS

O-RING METALLIC BRAID

METALLIC BRAID

BOLTED ON THE FAN CASE CtC-211-009-01

IDENTIFICATION PLUG DESCRIPTION


TOC



Page 39 Feb 08

CFM56-5A/-5B

TRAINING MANUAL

ELECTRONIC CONTROL UNIT Pressure interfaces Five pneumatic pressure signals are supplied to the ECU pressure subsystem (PSS) through connectors on the shear plate. The last few inches of the pressure lines are flexible to facilitate ECU removal and installation. The pressure subsystem have five ports.

Connections

ECU ch

P0 A/B

PS12 A/B

PS13 A

P25 B

PS3 A/B

Pressure relief valves on channels A and B protect the pressure subsystem against overpressure.

The three pressures used for engine control are supplied to both channels: - P0 ambient pressure - PS12 static pressure in the inlet cowl - PS3 static pressure at the outlet of the high pressure compressor. The two optional monitoring pressures (PMUX) are supplied to a single channel: - PS13 static pressure downstream from the OGV. - P25 booster discharge pressure.


TOC


Page 40 Feb 08

CFM56-5A/-5B

TRAINING MANUAL

PRESSURE SUB-SYSTEM RELIEF VALVE

P0

PS13 (CH. A)

SHEARPLATE

PS12

P25 (CH. B)

PRESSURE INTERFACES

CtC-211-011-01


TOC

PS3



Page 41 Feb 08

CFM56-5A/-5B

TRAINING MANUAL

ELECTRONIC CONTROL UNIT Pressure Subsystem (PSS)

Pressure transducers

Shearplate

The pressure sub-system (PSS) compartments contain: - The pressure transducer assemblies - The pressure converter unit (PCU) circuit boards.

A pressure sub-system serves as the interface between the pneumatic lines and the ECU. The three control pressures are split and directed to channel A and channel B signals by a passage inside the shear plate. The shear plate is bolted onto the ECU chassis. A metal gasket with integrated O-rings is installed between the plate and the ECU. Correct orientaiton of the assembly is assured by an alignment pin. The shear plate is never removed during maintenance tasks.


TOC

The pressure transducers are capacitance bridge type. The pressure sensor delivers a voltage value to the capacitance bridge. Each transducer assembly has a temperature probe that senses the pressure input temperature. Data is then transmitted to the PCU’s for calculation and conversion to a digital format transmitted to the CPU. When the optional monitoring kit (PMUX) is not required, P25 and P13 ports are blanked off, and the two dedicated transducers are not installed in the ECU.


Page 42 Feb 08

CFM56-5A/-5B

TRAINING MANUAL

SHEAR PLATE GASKET ECU

P0

P0 PS12

PS13

PS13

PRESSURE SUB-SYSTEM A

SCREW

COVER

PS3

GASKET

PS3 PS3 P25

P25 P0

PS12

TRANSDUCER NIPPLE

PRESSURE SUB-SYSTEM B

PS12

SHEAR PLATE

SCREW SHEAR PLATE

GASKET

PRESSURE SUBSYSTEM

CtC-211-133-01


TOC

FRONT PANEL



Page 43 Feb 08

CFM56-5A/-5B

TRAINING MANUAL

ELECTRONIC CONTROL UNIT ECU power supply Control Alternator The ECU is provided with redundant power sources to ensure an uninterrupted and failsafe power supply. A logic circuit within the ECU, automatically selects the correct power source by controlling switches inside the EIU. The power sources are the aircraft 28 VDC normal and emergency busses. The two aircraft power sources are routed through the EIU and connected to the ECU. - The A/C normal bus is hardwired to channel B. - The A/C essential bus is hardwired to channel A.


TOC

The control alternator provides two separate power sources from two independent windings. One is hardwired to channel A, the other to channel B. The alternator is capable of supplying the necessary power above an engine speed of approximately 10% N2. GSE test equipment provides 28 VDC power to the ECU during bench testing and it is connected to connector J15.


Page 44 Feb 08

CFM56-5A/-5B

TRAINING MANUAL

A/C 28 VDC ESSENTIAL BUS A/C 28 VDC BAT BUS (ENG1) DC BUS (ENG2)

EIU

GSE

J1

J2

J15

J9

J10 ECU CONTROL ALTERNATOR 14-300 VAC

ECU POWER SUPPLY

CtC-211-012-01


TOC



Page 45 Feb 08

CFM56-5A/-5B

TRAINING MANUAL

ELECTRONIC CONTROL UNIT ECU power supply logic 28VDC aircraft power is available on ground and in flight when N2 is less than 58% through the EIU in the absence of fire emergency procedure, and enables: - Automatic ground check for the ECU before engine running - Engine starting with N2 less than 12% (in flight and on ground). - ECU operation in case of Eng Alternator failure. In normal A/C operation, the ECU commands the EIU to disconnect the A/C 28 VDC when N2 exceeds 58%. When the engine control alternator delivers sufficient power to energize the ECU (N2 > 12%), an internal circuit to the ECU makes the selection between the aircraft power source and the alternator power source. Then the ECU uses the alternator power during all engine operation as far as the electrical power is in range. At engine shut down, when N2 decreases (N2 < 12%) the ECU automatically selects the aircraft power.


TOC

Aircraft power supply A/C power supply is provided to the ECU: On ground: - At EIU initialization for five minutes (A/C power up) - Or by selecting either IGN/START or CRANK - Or on manual selection of ground test power for maintenance purposes - for five minutes after engine shut down. Note: In some cases of EIU failure, the power supply may not be disconnected until the A/C is de-powered, including removal of EIU power. In flight: A/C power supply is provided to the ECU in the following conditions: - N2 is below 58%, - Or N2 exceeds 58% and the active ECU channel has detected an alternator fault, provided there is no previous A/C 28V fault. - Or the ECU has a powerup reset (and A/C power is supplied to the ECU while N2 is above 15%). - Or N2 exceeds 58% and a group 1 fault has been detected on the cross channel for 3 seconds - Or N2 is below 15% and the menu mode FADEC test is not operational.


Page 46 Feb 08

CFM56-5A/-5B

TRAINING MANUAL

LGCIU FLT

GND NORM

IGN START

CRANK

ENG 1

FADEC GND POWER

AND

FIRE

DC ESS BUS

ON

N2

12%

NORM

PSU

ON A/C POWER UP OFF ON

PUSHED

CHANNEL A

5 MIN

ON

OFF

ENG 1

CHANNEL B

ON OFF

ENG 1:BAT BUS ENG 2:DC BUS 2

N2 58% FADEC GEN AVAILABLE

PSU

5 MIN

SAME LOGIC AS ABOVE

EIU

N2

12%

SUPPLIED FOR 5 MINUTES

ECU

ECU POWER SUPPLY LOGIC

CtC-211-013-02


TOC



Page 47 Feb 08

CFM56-5A/-5B

TRAINING MANUAL

ELECTRONIC CONTROL UNIT ECU control alternator

Functional description

The control alternator supplies electrical power directly to the ECU and is installed on the front face of the Accessory GearBox (AGB).

The control alternator consists of a rotor and stator enclosing two sets of windings.

It is located between the Integrated Drive Generator (IDG) and the hydraulic pump and consists of: - A stator housing, secured on the attachment pad by means of three bolts. - Two electrical connectors, one for each ECU channel. - A rotor, secured on the AGB gearshaft by a nut. This control alternator is a “wet” type alternator, lubricated with AGB engine oil. For removal and installation procedures, install locally manufactured guide pins into the three bolt holes in the attachment pad.


TOC

The rotor contains permanent magnets, and is secured on a stub shaft extending from the drive pad of the AGB. It is seated in position through 3 flats and a securing nut. The windings are integrated with the housing structure, and surround the rotor when the housing is mated to the drive pad mounting boss. Each set of windings supplies a three-phase power signal to each ECU connector on the forward face of the housing. Each power signal is rated between 0 and 311 VAC depending on core speed and load conditions. The alternator continues to meet all electrical power requirements at core speed above 45%, even if one phase in either set, or one phase in both sets of windings fails.


Page 48 Feb 08

CFM56-5A/-5B

TRAINING MANUAL

ROTOR

A ELECTRICAL CONNECTORS

STATOR HOUSING ASSEMBLY

UNUSED NEUTRAL NEUTRAL PHASE PHASE PHASE UNUSED

7 6 5 4 3 2 1

N

CHANNEL A ACCESSORY GEARBOX GEARSHAFT

CHANNEL B VIEW

A

CHANNEL A

7 6 5 4 3 2 1

N

CHANNEL B

ECU CONTROL ALTERNATOR

CtC-211-014-01


TOC

UNUSED NEUTRAL NEUTRAL PHASE PHASE PHASE UNUSED



Page 49 Feb 08

CFM56-5A/-5B

TRAINING MANUAL



TOC


Page 50 Feb 08

CFM56-5A/-5B

TRAINING MANUAL

ENGINE SENSORS


TOC


SENSORS ENGINE SYSTEMS

Page 51 May 07

CFM56-5A/-5B

TRAINING MANUAL

ENGINE SENSORS Aerodynamic stations The ECU requires information on the engine gas path and operational parameters in order to control the engine during all flight phases. Sensors are installed at aerodynamic stations and various engine locations, to measure engine parameters and provide them to the ECU subsystems. Sensors located at aerodynamic stations have the same number as the station, e.g. T25. Sensors placed at other engine locations have a particular name, e.g. T case sensor.


TOC

sensors engine systems

Page 52 May 07

CFM56-5A/-5B 0

12

TRAINING MANUAL

13

17

2

25

3

49.5

5

49.5

5

- 5B

0

12

17

13

2

25

3

- 5A

AERODYNAMIC STATIONS

CTC--0-0


TOC



Page 53 May 07

CFM56-5A/-5B

TRAINING MANUAL

ENGINE SENSORS Speed sensors

Pressures

LP rotating system speed, N1. HP rotating system speed, N2.

Ambient static pressure, P0. HPC discharge static pressure, PS3 or CDP. Engine inlet static pressure, PS12. Fan discharge static pressure, PS13 (optional). HPC inlet total pressure, P25 (optional).

Resistive Thermal Device (RTD sensors) Fan inlet temperature, T12. High Pressure Compressor inlet temperature, T25.

The pressures are measured through transducers (quartz capacitive pressure sensors) located in the ECU.

Thermocouples Vibration sensors Compressor discharge temperature, T3. Exhaust Gas Temperature, EGT or T49.5. LPT discharge temperature, T5 (optional monitoring kit). HPT shroud support temperature, T Case. Engine Oil Temperature, TEO.


TOC

There are two vibration sensors, which are installed on the engine and connected to the Engine Vibration Monitoring Unit (EVMU).


Page 54 May 07

CFM56-5A/-5B

T12

PS13

TRAINING MANUAL

T25

T3

P25

PS3

T49.5 (EGT) T5

PS12 TRF VIB SENSOR

(TAKEN ON ECU ITSELF) P0 T CASE

N1

- 5B

SPEED SENSOR TEO No 1 BRG VIB SENSOR N2

ENGINE SENSORS (- 5B)

CTC--0-0


TOC



Page 55 May 07

CFM56-5A/-5B

TRAINING MANUAL



TOC


Page 56 May 07

CFM56-5A/-5B

PS13 T12

TRAINING MANUAL

T25

T3

P25

PS3

T49.5 (EGT) T5

PS12

(TAKEN ON ECU ITSELF)

TRF VIB SENSOR

P0

T CASE

N1

- 5A

SPEED SENSOR No 1 BRG VIB SENSOR

TEO N2 SPEED SENSOR

ENGINE SENSORS (- 5A)

CTC---00


TOC



Page 57 May 07

CFM56-5A/-5B

TRAINING MANUAL

ENGINE SENSORS N1 speed sensor

Maintenance practice

The N1 speed sensor is mounted through the 5 o’clock fan frame strut.The sensor body has a flange to attach the complete sensor to the fan frame and once secured on the engine with 2 bolts, only the body and the receptacle are visible.

A small oil leakage can occur when you remove the N1 speed sensor.

The receptacle has three electrical connectors. Two connectors provide the ECU with output signals. The third is connected to the EVMU.

For installation, when the sensor is fully engaged, you need to check the gap between the surfaces of: - The mounting flange of the N1 speed sensor, - The sleeve, before tightening the bolts.

The N1 sensor ring has one tooth which is thicker than the others and this generates a stronger pulse in the sensor and is used as a phase reference in engine vibration analysis. Internally, a spring keeps correct installation of the sensor probe, regardless of any dimensional changes due to thermal effects. Externally, there are two damping rings to isolate the probe from vibration.


TOC


Page 58 May 07

CFM56-5A/-5B

POlE PIECES

TRAINING MANUAL

MOUNTING FlANGE BODY

N1 SPEED SENSOR PROBE PROBE hOUSING RECEPTAClE

TENSION SPRING

A/C

Ch A Ch B

N1 SPEED SENSOR

CTC--0-0


TOC



Page 59 May 07

CFM56-5A/-5B

TRAINING MANUAL

ENGINE SENSORS N2 speed sensor The N2 speed sensor is installed on the rear face of the AGB at 6 o’clock and secured with 2 bolts. The housing has three connectors: - ECU channel A. - ECU channel B. - EVMU.


TOC


Page 60 May 07

CFM56-5A/-5B

TRAINING MANUAL

RECEPTAClE

A/C CONNECTOR (EVMU)

ECU CONNECTORS MAGNETIC hEAD Ch A

Ch B

Ch B

Ch A

POlE PIECES

N2 SPEED SENSOR

CTC--0-0


TOC



Page 61 May 07

CFM56-5A/-5B

TRAINING MANUAL

ENGINE SENSORS T12 sensor The T12 temperature sensor measures the fan inlet temperature and is installed through the fan inlet case, at the 1 o’clock position. The portion that protrudes into the airflow encloses two identical sensing elements. One sensing element is dedicated to the ECU channel A, the other to channel B. The mounting plate is equipped with elastomer dampers for protection against vibrations. The sensor is secured on the fan inlet case with four bolts, and a stud ensures correct ground connection. A deflector deviates pollution out of the housing to prevent damage to the sensing elements.


TOC


Page 62 May 07

CFM56-5A/-5B

TRAINING MANUAL

RECEPTAClE ChANNEl A

RECEPTAClE ChANNEl B

GROUND STUD

ElASTOMER DAMPERS

hOUSING

T12 SENSOR

CTC--0-0


TOC



Page 63 May 07

CFM56-5A/-5B

TRAINING MANUAL

ENGINE SENSORS T25 sensor The T25 temperature sensor measures the High Pressure Compressor inlet temperature, and is installed in the fan frame mid-box structure, at approximately the 5 o’clock position. The sensor is composed of: - A probe, which encloses two sensing elements protruding into the airflow. - A mounting flange, with four captive screws and a locating pin. - Two electrical connectors, one per sensing element. - Two holes are drilled, opposite the probe airflow inlet, to let dust out. The locating pin on the mounting flange prevents the sensor from being mis-installed.


TOC


Page 64 May 07

CFM56-5A/-5B

TRAINING MANUAL

4 CAPTIVE SCREWS

A

A

B

lOCATING PIN

CONNECTORS

VIEW

SENSOR PROBE

T25 SENSOR

CTC--00-00


TOC

A



Page 65 May 07

CFM56-5A/-5B

TRAINING MANUAL

ENGINE SENSORS Compressor discharge temperature T3 The T3 temperature sensor is installed at the 12 o’clock position on the combustion case, just behind the fuel nozzles. Two probes, enclosed in the same housing, sense the air temperature at the HPC outlet. The signals from both probes are directed through a rigid lead to a connector box, which accomodates two connectors, one per ECU channel.


TOC


Page 66 May 07

CFM56-5A/-5B

TRAINING MANUAL

ThERMOCOUPlE PROBE UNIT

ATTAChMENT FlANGE ElECTRICAl CABlE CONNECTOR UNIT

PROBE

T3 TEMPERATURE SENSOR

CTC--0-0


TOC



Page 67 May 07

CFM56-5A/-5B

TRAINING MANUAL

ENGINE SENSORS Exhaust Gas Temperature The Exhaust Gas Temperature (EGT) sensing system is located at aerodynamic station 49.5.

The EGT wiring harness consists of: - Three thermocouple lead assemblies with two probes in each. Each thermocouple carries 2 measurements to a parallel junction box.

This EGT value is used to monitor the engine’s condition. The system includes nine probes, secured on the Low Pressure Turbine (LPT) case and the sensing elements are immersed in the LPT nozzle stage 2. Each thermocouple produces an electrical output signal proportional to the temperature. They are connected together through a wiring harness.


TOC

- One thermocouple lead assembly with three probes. This assembly carries 3 measurements to a parallel junction box. - One main junction box assembly where all the thermocouple lead assemblies are connected. The main junction box averages the nine input signals, and, through a connector and lead assembly, sends one output signal to both channels of the ECU, where the signal is subject to validation checks.


Page 68 May 07

CFM56-5A/-5B

TRAINING MANUAL

UPPER ExTENSION lEAD

l/h UPPER ThERMOCOUPlE lEAD ASSEMBlY (2 PROBES) R/h ThERMOCOUPlE lEAD ASSEMBlY (3 PROBES)

MAIN JUNCTION BOx ASSEMBlY

PARAllEl JUNCTION BOxES

l/h lOWER ThERMOCOUPlE lEAD ASSEMBlY (2 PROBES) PROBES

lOWER ExTENSION lEAD R/h lOWER ThERMOCOUPlE lEAD ASSEMBlY (2 PROBES)

ExhAUST GAS TEMPERATURE

CTC--0-0


TOC



Page 69 May 07

CFM56-5A/-5B

TRAINING MANUAL

ENGINE SENSORS LPT discharge temperature T5 The T5 temperature sensor is located at the 4 o’clock position, on the turbine rear frame. This sensor is part of the optional monitoring kit, available upon customer request. It consists of a metal body, which has two thermocouple probes and a flange for attachment to the engine. A rigid lead carries the signal from the probe to a main junction box with a connector that allows connection with a harness. The two thermocouples are parallel-wired in the box and a single signal is sent to the ECU channel A.


TOC


Page 70 May 07

CFM56-5A/-5B

TRAINING MANUAL

FWD 3 O`ClOCK

T5 SENSOR ASSEMBlY

T5 SENSOR

T5 TEMPERATURE SENSOR

CTC--0-0


TOC



Page 71 May 07

CFM56-5A/-5B

TRAINING MANUAL

ENGINE SENSORS T case The T case sensor measures the High Pressure Turbine (HPT) shroud support temperature. The temperature value is used by the ECU in the HPT Clearance Control system logic. The sensor is installed on the combustion case at the 3 o’clock position, and consists of: - A housing, which provides a mounting flange and an electrical connector. - A sensing element, fitted inside the housing and in contact with the shroud support. A gasket prevents hot air leakage. Note: The probe is spring-loaded to ensure permanent contact with the shroud support. The signal is supplied directly to channel A and then to channel B through the CCDL.


TOC


Page 72 May 07

CFM56-5A/-5B

TRAINING MANUAL

B ThERMOCOUPlE PAD VIEW B

hOUSING FRONT

GASKET

ElECTRICAl CONNECTION ElECTRICAl CONNECTOR

SENSING ElEMENT

T CASE SENSOR

CTC--0-0


TOC



Page 73 May 07

CFM56-5A/-5B

TRAINING MANUAL

ENGINE SENSORS Engine oil temperature The engine is equipped with 2 oil temperature sensors. One of the sensors, the TEO sensor, provides a temperature value used for the Integrated Drive Generator (IDG) oil cooling system and the FRV. The TEO sensor is installed on the oil supply line to the forward sump, at the 9 o’clock position, above the oil tank. It has a captive nut in order to secure it to the supply line. The TEO consists of two identical and isolated probes, one dedicated to channel A, the other to channel B, and provides two electrical outputs proportional to the supply oil temperature. A single electrical connector routes the outputs to the ECU. The second sensor is installed on the lube unit, and is described in the oil system section. It is used only for cockpit indication.


TOC


Page 74 May 07

CFM56-5A/-5B

TRAINING MANUAL

SENSOR BODY

CONNECTOR RECEPTAClE

ATTAChMENT NUT (CAPTIVE)

- 5B

- 5A

TEO SENSOR

TEO SENSOR

IMMERSED SECTION OIl SUPPlY TUBE TO FWD BEARING SUMP

FWD

TEO SENSOR

CTC--0-0


TOC



Page 75 May 07

CFM56-5A/-5B

TRAINING MANUAL

ENGINE SENSORS Ambient static pressure P0

Engine inlet static pressure PS12

The ECU receives two items of information: - From the two Air Data Computers (ADC) - From the vent plug installed on its shear plate (dual information) P0.

Three static pressure ports are mounted on the forward section of the fan inlet case, at the 12, 4 and 8 o’clock positions.

The ECU then validates the inputs and calculates a weighted average based on these four input values.

A pneumatic line runs around the upper portion of the fan inlet case, collecting and averaging the pressures. The lower part of the line is drained through a weep hole.

HPC discharge pressure PS3 The PS3 static pressure pick-up is located on the combustion case, at the 9 o’clock position, between two fuel nozzles. The lower part of the line is drained through a weep hole.


TOC


Page 76 May 07

CFM56-5A/-5B

TRAINING MANUAL

PS12 PICK-UP

FAN INlET CASE

PS3 - 5B

CDP lINE

PS12 MANIFOlD

ECU

WEEP hOlE

WEEP hOlE AT 6 O’ClOCK

PS3 - 5A

AIR DATA COMPUTER

ECU STATIC PRESSURE

CDP LINE

STATIC PRESSURE

ECU NACEllE INTERNAl ENVIRONMENT

WEEP hOlE

PRESSURE PICK-UPS

CTC--0-0


TOC

P0 SENSOR



Page 77 May 07

CFM56-5A/-5B

TRAINING MANUAL

ENGINE SENSORS Fan discharge static pressure PS13

HPC inlet total pressure P25

PS13 is part of the optional monitoring kit, available upon customer request.

P25 is part of the optional monitoring kit, available upon customer request.

If the kit is not installed, the PS13 port is blanked off on the ECU shear plate.

If the kit is not installed, the P25 port is blanked off on the ECU shear plate.

The PS13 pick-up is located at approximately 1 o’clock, downstream from the fan Outlet Guide Vanes (OGV).

The P25 probe is installed in the fan frame mid-box structure, at the 5 o’clock position.

This signal is processed by channel A only.

The pressure line exits the fan frame on its rear wall through a nipple.

The lower part of the line is drained through a weep hole. The signal is processed by channel B only.


TOC


Page 78 May 07

CFM56-5A/-5B

PS13 PORT

TRAINING MANUAL

FAN FRAME

AIR PRESSURE TUBE

2

3

4

PS13 5

P25 PS13 TRANSDUCER

P25 TRANSDUCER

ECU ChANNEl A ECU ChANNEl B

NOTE: - 5B ShOWN ONlY

PS13 AND P25 SENSORS

CTC--0-0


TOC



Page 79 May 07

CFM56-5A/-5B

TRAINING MANUAL

ENGINE SENSORS No 1 bearing vibration sensor assembly The assembly is made up of a vibration sensor, which is secured at the 9 o’clock position on the No 1 bearing support front flange. A semi-rigid cable, routed in the engine fan frame, links the vibration sensor to an electrical output connector, located at the 3 o’clock position on the fan frame outer barrel. The cable is protected by the installation of shock absorbers which damp out any parasite vibration. The No 1 bearing vibration sensor permanently monitors the engine vibration and due to its position, is more sensitive to fan and booster vibration. However, this sensor also reads N2 and LPT vibrations. The data is used to perform fan trim balance. This sensor is not a Line Replaceable Unit (LRU). In case of failure, the TRF sensor must be selected, through the CFDS in maintenance mode, in order to continue engine vibration monitoring.


TOC


Page 80 May 07

CFM56-5A/-5B

TRAINING MANUAL

SElF-SEAlING CONNECTOR ShOCK ABSORBERS

AFT lOOKING FORWARD FAN FRAME OUTER SURFACE

TO A/C

SENSITIVE AxIS

CABlE

VIBRATION SENSOR (ACCElEROMETER)

VIBRATION SENSING ElEMENT

CTC---0

No 1 BEARING VIBRATION SENSOR


TOC



Page 81 May 07

CFM56-5A/-5B

TRAINING MANUAL

ENGINE SENSORS TRF vibration sensor (-5B): The TRF vibration sensor is secured at the 12 o’clock position on the turbine frame. A semi-rigid cable is routed from the vibration sensor to an electrical connector, which is secured on a bracket on the core engine at the 1 o’clock position. (-5A, -5B): The TRF vibration sensor monitors the vertical acceleration of the rotors and sends the analog signals to the EVMU for vibration analysis processing.


TOC


Page 82 May 07

CFM56-5A/-5B

TRAINING MANUAL

- 5B

TURBINE REAR FRAME

ElECTRICAl CONNECTOR FWD 12h00

VIEW

A ElECTRICAl CONNECTOR SEMI-RIGID CABlE

A TRF VIBRATION SENSOR

TRF VIBRATION SENSOR CTC---0

TURBINE REAR FRAME VIBRATION SENSOR (- 5B)


TOC



Page 83 May 07

CFM56-5A/-5B

TRAINING MANUAL

ENGINE SENSORS TRF vibration sensor (-5A): The TRF vibration sensor is secured at the 12 o’clock position on the turbine frame. A semi-rigid cable is routed from the vibration sensor to an electrical connector, which is secured on a bracket on the core engine at the 10 o’clock position.


TOC


Page 84 May 07

CFM56-5A/-5B

TRAINING MANUAL

COMPRESSOR CASE FRAME

- 5A

12h00 TURBINE REAR FRAME VIBRATION SENSOR FWD

ElECTRICAl CONNECTOR

VIEW

SEMI-RIGID CABlE SEMI-RIGID CABlE

A

TURBINE REAR FRAME FlANGE

A

TRF VIBRATION SENSOR TRF VIBRATION SENSOR

ElECTRICAl CONNECTOR CTC---00

TURBINE REAR FRAME VIBRATION SENSOR (- 5A)


TOC



Page 85 May 07

CFM56-5A/-5B

TRAINING MANUAL



TOC


Page 86 May 07

CFM56-5A/-5B

TRAINING MANUAL

ENGINE WIRING HARNESSES


TOC


WIRING HARNESSES ENGINE SYSTEMS

Page 87 May 07

CFM56-5A/-5B

TRAINING MANUAL

ENGINE WIRING HARNESSES Two types of harnesses are used, depending on where they are installed on the engine.

(-5A, -5B): Core engine section

Fan section Harnesses that run on the fan inlet case and the fan frame, have a conventional design.

Harnesses routed along the core engine section have a special design that can withstand high temperatures. Hot section harnesses are designated: - HCJ11L, HCJ11R, HCJ12L, HCJ12R, HCJ13.

(-5B): Cold section harnesses are designated: - HJ7, HJ8, HJ9, HJ10, HJ11, HJ12, HJ13, DPM.

Example: H C J11 L

DPM is the harness routed from the Master Chip Detector (MCD) to the visual contamination indicator. (-5A): Cold section harnesses are designated: - HJ7, HJ8, HJ9, HJ10, HJ11, HJ12, HJ13.


TOC

H => harness C => Core (hot section) J11 => (ECU connector) L => Left (or Right) All harnesses are LRU’s but they cannot be repaired on line.


Page 88 May 07

CFM56-5A/-5B

hJ7 - hJ8 - hJ9 hJ10 - hJ11 hJ12 - hJ13 DPM*

TRAINING MANUAL

hCJ11l - hCJ11R hCJ12l - hCJ12R hCJ13

* DPM ON - 5B ONlY

CTC--0-00

ENGINE ElECTRICAl hARNESSES


TOC



Page 89 May 07

CFM56-5A/-5B

TRAINING MANUAL

ENGINE WIRING HARNESSES The electrical harnesses ensure the connections between the various electrical, electronic and electro-mechanical components, mounted on the engine. All the harnesses converge to the 6 o’clock junction box, which provides an interface between the two types. They are screened against high frequency electrical interference (except for 2 harnesses), and each individual cable within a harness is screened against low frequency electrical interference. They are also constructed with fireproof materials and sealed to avoid any fluid penetration.


TOC


Page 90 May 07

CFM56-5A/-5B

TRAINING MANUAL

hJ7 N2 SENSOR

hMU

COlD AREA hJ8

FRV

hJ9

ECU

*

SAV

hJ13

TEO

N1 SENSOR

hJ10

T12 WFM

hJ11

CONTROl AlT

hJ12

VISUAl DPM INDICATOR OIl ChIP DETECTOR

6 O'ClOCK BOx

hCJ13

hCJ11l

hCJ12l

hCJ11R

hCJ12R hOT AREA

T3

TCASE EGT T5

TBV* VBV

VSV hPTCC lPTCC BSV** T25

* ON -5B ONlY ** ON -5A ONlY

hARNESS INTERFACES

CTC--0-0


TOC



Page 91 May 07

CFM56-5A/-5B

TRAINING MANUAL



TOC


Page 92 May 07

CFM56-5A/-5B

TRAINING MANUAL

starting and ignition


TOC


starting and ignition engine systems

Page 93 May 07

CFM56-5A/-5B

TRAINING MANUAL



TOC

starting and ignition engine systems

Page 94 May 07

CFM56-5A/-5B

TRAINING MANUAL

STARTING SYSTEM


TOC


STARTING SYSTEM ENGINE SYSTEMS

Page 95 May 07

CFM56-5A/-5B

TRAINING MANUAL

Starting SYSTEM The FADEC is able to control engine starting, cranking and ignition, using aircraft control data. Starting can be performed either in Manual Mode, or Automatic Mode. For this purpose, the ECU is able to command: - Opening and closing of the Starter Air Valve (SAV), - Positioning of the Fuel Metering Valve (FMV), - Energizing of the igniters. It also detects abnormal operation and delivers specific messages.


TOC


Page 96 May 07

CFM56-5A/-5B

TRAINING MANUAL

AIR DUCTS SAV

IGNITION BOxES

ECU

IGNITER STARTER IGNITION lEADS

CTC--00-0

STARTING SYSTEM (- 5B) ShOWN (- 5A IDENTICAl)


TOC



Page 97 May 07

CFM56-5A/-5B

TRAINING MANUAL

STARTING SYSTEM Starting is initiated from the following cockpit control panels: - The engine control panel on the central pedestal, which has a single Rotary Mode Selector for both engines and two Master Levers, one for each engine. - The engine man start panel on the overhead panel, which has two switches, one for each engine. - The Engine Warning Display (EWD) and the System Display (SD) on the upper and lower ECAM’s, where starting data and messages are displayed.


TOC


Page 98 May 07

CFM56-5A/-5B

5

10 n 81.5 %

5

5070

FlX . % °C

5 10

5 10 egT °C 670 92.5

10 81.4

S

92.7

FlaP

1

F

MAN START 2

5070

IgnITIOn SeaT BelTS nO SMOKIng

ENG

FOB : 00 lBS

665

n % FF lBS/H

TRAINING MANUAL

aDV

ON

aPU aVaIl

ON

STS

MASTER 1 engIne 10100

F.USED KG OIl

10100

15. .5

QT

15. .5

60 130

PSI °C

PSI

TaT + °C SaT + °C

ENG 1

MODE NORM

115VU

ENG 2

OFF

VIB N2 (N2) 60

1.2

1.2

FIRE

130

25

CRANK

IGN START

FIRE

FAUlT

FAUlT

1

2

gW 0000 Kg H

START SYSTEM INTERFACES

CTC--0-0


TOC

ON

OFF

0.8

IGN 25

MASTER 2

ON

VIB N1 (N1) 0.8

ENG



Page 99 May 07

CFM56-5A/-5B

TRAINING MANUAL

STARTING SYSTEM There are two starting procedures which correspond to two starting laws in the ECU logic : -The automatic starting process, under the full authority of the FADEC system. -The manual starting process, with limited authority of the FADEC system.

Note: In flight, a starter-air assisted procedure or a non-starter assisted procedure (windmilling) exist, depending on A/C velocity and altitude.

1) Automatic start

The ECU is entirely responsible for the starting sequence.

During an automatic start, the ECU includes engine protection and provides limits for N1, N2 and EGT, with the necessary indications in the cockpit.

While in the start sequence (up to 50% N2), it provides protection for: - EGT overtemperature limit - Starter engagement time limit (2 minutes) - Any abnormal start conditions (no light-off, overtemperature, hot start, hung start).

The automatic starting procedure is: - Rotate mode selector to IGN/START. Both ECU’s are powered up. - Switch the MASTER LEVER to ‘ON’. The SAV opens and: - At 16% N2 speed, one igniter is energized. - At 22% N2 speed, fuel is delivered to the combustor. - At 50% N2 speed, the SAV is closed and the igniter de-energized. EFFECTIVITY ALL CFM56-5A/-5B FOR A318-A319-A320-321 CFMI Proprietary Information

TOC

In case of no ignition, the engines are dry motored and a second starting procedure is initiated on both igniters.

There is also an automatic protection in case of stall detection. That protection is active up to low idle. If an abnormal start is detected, the ECU will abort or try another start attempt. Messages are transmitted to the A/C for cockpit indication (ECAM warning messages).


Page 100 May 07

CFM56-5A/-5B

TRAINING MANUAL

AUTOMATIC START

MASTER 1

ENG

MASTER 2

ENG 1

MODE NORM

ENG 2

ON

ON OFF

FIRE

IGN START

CRANK

115VU OFF

FAUlT

FAUlT

1

2

ENG 1

ON OFF

1

FIRE

ENG

MASTER 2

MODE NORM

ENG 2

ON 115VU OFF

2 FIRE

IGN START

CRANK

FIRE

FAUlT

FAUlT

1

2

IGN/START ON MODE SElECTOR ECU 1/2 ARE POWERED

N2 %

lOW IDlE MASTER lEVER SWITChED "ON" - STARTER VAlVE OPENS 50% - 16% N2 : IGNITION "ON" - 22% N2 : FUEl "ON" - 50% N2 : S.A.V. ClOSES IGNITION "OFF" 22%

2 TO 3 SECONDS

FUEl FlOW STARTS

ENG ENG 1

ON

ENG 2

ON 115VU

MODE NORM

OFF

FIRE

OFF

IGN START

CRANK

3

FIRE

FAUlT

FAUlT

1

2

START ThE SECOND ENGINE MASTER lEVER SWITChED "ON"

ENG 2

ON 115VU

MODE NORM

OFF

FIRE

CRANK

OFF

IGN START

4 FIRE

FAUlT

FAUlT

1

2

MODE SElECTOR BACK TO NORMAl WhEN ENGINES STABIlIZED AT IDlE

IGNITION A OR B

TIME 2 MIN MAx

NORMAl START 10 SEC* *15 SECONDS IN COlD CONDITIONS

AUTOMATIC START

CTC--0-0


TOC

16%

S.A.V OPENS

ENG ENG 1

ON

STARTER AND IGNITIONSYSTEM TURN OFF



Page 101 May 07

CFM56-5A/-5B

TRAINING MANUAL

STARTING SYSTEM Manual start - Normal procedure During a manual start, the ECU provides limited engine protection and limitation on EGT only. The manual starting procedure is: - Rotate mode selector to IGN/START. Both ECU’s are powered up. - Press the MAN/START push button. The SAV opens and: - when N2 speed > 20%, switch the MASTER LEVER to ‘ON’. - The two igniters are energized and fuel is delivered to the combustor. - At 50% speed, the SAV is closed and the igniters are automatically de-energized. When the engines are started (manual or automatic), the mode selector must be switched back to the NORMAL position. The MAN/START push button must also be released (‘ON’ legend goes off).


TOC


Page 102 May 07

CFM56-5A/-5B

MASTER 1

ENG

MASTER 2

ENG 1

MODE NORM

ENG 2

ON

ON OFF

FIRE

IGN START

CRANK

N2 %

115VU OFF

FIRE

FAUlT

FAUlT

1

2

TRAINING MANUAL

1 IGN/START ON MODE SElECTOR - ECU 1/2 ARE POWERED

lOW IDlE 50% lIGhTOFF

ENG 1

MAN START

ENG 1

ON OFF

FIRE

2

2

ON

ON

ENG

MASTER 2

MODE NORM

ENG 2

ON

IGN START

CRANK

115VU OFF

3

FIRE

FAUlT

FAUlT

1

2

4

MAN START PUShBUTTON "ON" TO OPEN STARTER VAlVE

WhEN N2 > 20% MASTER lEVER "ON" - IGNITION "ON" - FUEl "ON" - 50% N2 : S.A.V. ClOSES IGNITION "OFF"

20%

TIME S.A.V OPENS (MAN START PUSh BUTTON)

START ThE SECOND ENGINE

MASTER lEVEl ON IGN AND FUEl ON

MAN START 2

ENG ENG 1

ENG 2

ON 115VU

MODE NORM

OFF

OFF

5 FIRE

CRANK

IGN START

FIRE

FAUlT

FAUlT

1

2

MODE SElECTOR BACK TO NORMAl WhEN ENGINES STABIlIZED AT IDlE

ON

6

MAN START PUShBUTTON RElEASE

ON

MANUAl START

CTC--0-0


TOC

2 MIN MAx

ENG 1

ON

STARTER AND IGNITION SYSTEM AUTOMATICAllY TURN OFF



Page 103 May 07

CFM56-5A/-5B

TRAINING MANUAL

STARTING SYSTEM Starting system operation The starting system provides torque to accelerate the engine to a speed such that it can light off and continue to run unassisted. The starting system is located underneath the right hand side engine cowlings, and consists of: - One Starter Air Valve (SAV). - Two air ducts. - One pneumatic starter. When the starter air valve is energized, it opens and air pressure is delivered to the pneumatic starter. The pneumatic starter provides the necessary torque to drive the HP rotor, through the AGB, TGB and IGB. The necessary air pressure for the starter comes from: - The APU. - The other engine, through the cross bleed system. - A ground power unit (25 to 55 psi).


TOC


Page 104 May 07

CFM56-5A/-5B

TRAINING MANUAL

PRESSURIZED AIR FROM A/C AIR BlEED SYSTEM PYlON INTERFACE CONNECTION BOx

UPPER DUCT

ECU

STARTER AIR VAlVE lOWER DUCT

CTC--0-0

PNEUMATIC STARTER

STARTING OPERATION (- 5B) ShOWN (- 5A IDENTICAl)


TOC



Page 105 May 07

CFM56-5A/-5B

TRAINING MANUAL



TOC


Page 106 May 07

CFM56-5A/-5B

TRAINING MANUAL

STARTER AIR VALVE


TOC


starter air valve engine systems

Page 107 May 07

CFM56-5A/-5B

TRAINING MANUAL

STARTER AIR VALVE The Starter Air Valve (SAV) controls the pressurized air flow to the engine pneumatic starter. The SAV is secured on the air starter duct, just below the 3 o’clock position and is accessible through an access door provided on the right hand side fan cowl. The valve is connected to two air ducts. The upper duct (from the pylon to the valve), and the lower duct (from the valve to the air starter). Two electrical connections transfer electrical signals to the ECU.

The SAV is normally closed. An electrical signal, sent by the ECU, changes the value status to the open position. You can operate the valve manually in case of electrical command failure by using the manual override lever. Air pressure must be present, to avoid internal damage. Caution: Do not operate the manual handle of the starter air valve if the starter system is not pressurized, or internal damage to the starter air valve can occur. Warning: Gloves must be worn to avoid injury from hot parts. Position switches provide the valve status to the ECU.


TOC


Page 108 May 07

CFM56-5A/-5B

TRAINING MANUAL

FAN CASE

FAN FRAME SAV ACCESS DOOR

MANUAl OVERRIDE lEVER AND VISUAl POSITION INDICATOR

FlOW DIRECTION INDICATOR

AIR DUCT FWD CONNECTOR (ChANNEl B)

3:00 O’ClOCK

hJ10 hARNESS

CONNECTOR (ChANNEl A) hJ9 hARNESS

STARTER AIR VAlVE

CTC--0-0


TOC



Page 109 May 07

CFM56-5A/-5B

TRAINING MANUAL



TOC


Page 110 May 07

CFM56-5A/-5B

TRAINING MANUAL

PNEUMATIC STARTER


TOC


PNEUMATIC STARTER engine systems

Page 111 May 07

CFM56-5A/5B

TRAINING MANUAL

PNEUMATIC STARTER The pneumatic starter is connected to an air starter duct and converts the pressurized airflow from the aircraft air system into a high torque rotary movement. This movement is transmitted to the engine High Pressure (HP) rotor, through the accessory drive system. An internal centrifugal clutch automatically disconnects the starter from the engine shaft. The pneumatic starter is secured on the aft right hand side of the AGB.

The pneumatic starter works with engine oil and has three ports: - A filling port - An overflow port - A drain port. The drain port features a plug made in two parts: - An inner part, which is a magnetic plug used to trap any magnetic particles contaminating the oil. - An outer part, which is the drain plug, receives the magnetic plug. This part has a check valve to prevent any oil spillage when the magnetic plug is removed for maintenance checks.


TOC


Page 112 May 07

CFM56-5A/-5B

TRAINING MANUAL

FIllING PORT

O-RING

DRAIN PlUG

DRAIN PORT

MAGNETIC PlUG

O-RING

PNEUMATIC STARTER

CTC--0-0


TOC

OVERFlOW PORT



Page 113 May 07

CFM56-5A/5B

TRAINING MANUAL

PNEUMATIC STARTER The pneumatic starter has an air inlet and a stator housing assembly, which contains the following main elements: - A turbine wheel stator and rotor. - A gear set. - A clutch assembly. - An output shaft.

On new starters, a sprag clutch system (free wheel) is installed. It is linked with a shear pin decoupler to ensure back drive protection. The shear pin will break if the sprag clutch does not disengage.

Pressurized air enters the air starter and reaches the turbine section, which transforms the air’s kinetic energy into mechanical power. This high speed power output is transformed into low speed and high torque motion, through a reduction gear set. A clutch system, installed between the gear set and the output shaft, ensures transmission of the turbine wheel power to the output shaft during engine starting, and disconnection when the output shaft speed reaches 50% of N2.


TOC


Page 114 May 07

CFM56-5A/-5B

TRAINING MANUAL

A = TURBINE B = REDUCTION GEAR SET C = ClUTCh D = OUTPUT ShAFT

ExhAUST

AIR PRESSURE FROM A/C AIR SYSTEM

A

B

D

AIR STARTER OPERATION

CTC--0-0


TOC

C



Page 115 May 07

CFM56-5A/-5B

TRAINING MANUAL



TOC


Page 116 May 07

CFM56-5A/-5B

TRAINING MANUAL

IGNITION


TOC


IGNITION ENGINE SYSTEMS

Page 117 May 07

CFM56-5A/-5B

TRAINING MANUAL

IGNITION GENERAL The purpose of the ignition system is to ignite the air/fuel mixture within the combustion chamber. The engine is equipped with a dual ignition system, located on the right-hand side of the fan case and both sides of the core. The ignition system has two independent circuits consisting of : - 2 high energy ignition exciters. - 2 ignition lead assemblies. - 2 spark igniters. Electrical power, from the essential and normal bus, is supplied to the ignition exciters through the ECU relays and transformed into high voltage pulses. These pulses are sent, through ignition leads, to the tip of the igniter plugs, producing sparks.


TOC


Page 118 May 07

CFM56-5A/-5B

TRAINING MANUAL

ExCITER (2) SPARK IGNITER (2)

IGNITION lEAD ASSEMBlY (2)

IGNITION GENERAl

CTC--0-0


TOC



Page 119 May 07

CFM56-5A/-5B

TRAINING MANUAL

IGNITION Ignition exciters The ignition exciters, which are capacitor discharge type, use 115 VAC to produce high voltage pulses to energize the spark igniters. The ignition exciters transform this low voltage input into repeated 20 KV high voltage output pulses. The 2 ignition exciters are installed on the fan case, between the 3 and 4 o’clock positions. A stainless steel protective housing, mounted on shock absorbers and grounded, encloses the electrical exciter components. The housing is hermetically sealed, ensuring proper operation, whatever the environmental conditions. The components are secured mechanically, or with silicon cement, for protection against engine vibration.


TOC

The ignition exciter electrical circuit consists of: - An input circuit. - A rectifier and storage circuit. - A discharge circuit. The A/C alternating input voltage is first rectified and then stored in capacitors. In the discharge circuit, a spark gap is set to break down when the capacitors are charged, delivering a high voltage pulse at a regular rate. Input voltage: 105-122 VAC (115 V nominal). 380-420 Hz (400 Hz nominal). Output voltage: 15-20 KV

at the end of the ignition lead.

Note: Be sure exciters are de-energized for at least 5 minutes before working on the ignition system. Voltage output can be dangerous. Do not touch the electrical contacts. Exciters may contain an electrical charge even when they are not energized.


Page 120 May 07

CFM56-5A/-5B

TRAINING MANUAL

VIEW

A ElECTRICAl CONNECTOR SYSTEM A (IGN1)

ShOCK ABSORBER

A FWD

TO RIGhT IGNITER

ElECTRICAl CONNECTOR SYSTEM B (IGN2)

TO lEFT IGNITER

ElECTRICAl CONNECTOR SYSTEM B (IGN2)

GROUND STRAP

IGNITION ExCITERS

CTC--00-0


TOC



Page 121 May 07

CFM56-5A/-5B

TRAINING MANUAL

IGNITION Ignition distribution system The purpose of the distribution system is to transmit the electrical energy delivered by the ignition exciters to produce sparks inside the combustion chamber. The main elements of distribution are: - 2 ignition lead assemblies, from the exciters to the combustor case, at each spark igniter location. - 2 spark igniters, located on the combustor case at 4 and 8 o’clock.

The ignition lead assembly consists of an elbow, an air inlet adapter, an air outlet and terminals that are interconnected with a flexible conduit assembly. The flexible conduit consists of an inner copper braid, a convoluted conduit, and a nickel outer braid. Within this metal sleeve is a stranded, silicon-insulated wire. Booster air is introduced at the air adapter assembly, into the cooled section of the conduit, and exits at the connection with the igniter.

Ignition lead The two ignition lead assemblies are identical and interchangeable, and each connects one ignition exciter to one spark igniter. A single coaxial electrical conductor carries the high tension electrical pulses to the igniter plug. The portion of the lead assembly along the core, as well as the outer portion of the igniter, is cooled by booster discharge air.


TOC


Page 122 May 07

CFM56-5A/-5B

TRAINING MANUAL

ExCITER

O-RING

IGNITER PlUG

BUNDlE JUNCTION BOx COVER RETAINING PlATE

6 O’ClOCK JUNCTION BOx IGNITION lEAD ASSEMBlY

RIGhT IGNITION lEAD BOOSTER AIR

IGN lEAD

FWD COOlED SECTION

NON-COOlED SECTION

COOlING AIR ExIT

COOlING AIR INlET

OUTER BRAID O-RING

lEFT IGNITION lEAD

AIR ADAPTER ASSEMBlY

ElBOW ASSEMBlY

CTC--0-0

BOOSTER AIR INTRODUCTION

IGNITION DISTRIBUTION SYSTEM - IGNITION lEAD


TOC



Page 123 May 07

CFM56-5A/-5B

TRAINING MANUAL

IGNITION Igniter plug The igniter plug is a recessed gap igniter, which has: - An input terminal contact, - A shell seal. - A retained insulator. - An installation flange gasket (captive gasket). - A spark gap. The igniter plug operates in conjunction with the capacitor discharge-type ignition exciter. An electrical potential is applied across the gap between the center electrode and the shell.

The depth of the spark igniter is controlled by the igniter bushing and igniter plug gasket(s). Each gasket is 0.38mm in thickness. Before installing the spark igniter, a small amount of graphite grease should be applied to the threads that connect with the igniter bushing in the combustion case boss. Note : Do not apply grease or any lubricant to the threads of the connector on the ignition lead as this will cause damage to the igniter and lead. If the igniter has been removed for maintenance or repair, the chamfered silicone seal must be replaced.

As the potential across the electrode and shell increases, a spark is emitted, igniting the fuel/air mixture. The connection between the igniter plug and the ignition lead is surrounded by a shroud, which ducts the ignition lead cooling air around the igniter plug.


TOC


Page 124 May 07

CFM56-5A/-5B

COMBUSTION CASE SPARK IGNITER

IGNITER PlUG GASKET

CAPTIVE GASKET

COOlING ShROUD

ChAMFERED SIlICONE SEAl IGNITER BUShING

CAGED SPRING ASSEMBlY

COOlING ShROUD

COUPlING NUT ShROUD ClAMP

IGNITION lEAD ASSEMBlY

IGNITER PlUG

CTC--0-0


TOC

TRAINING MANUAL



Page 125 May 07

CFM56-5A/-5B

TRAINING MANUAL



TOC


Page 126 May 07

CFM56-5A/-5B

TRAINING MANUAL

engine control


TOC


engine control engine systems

Page 127 May 07

CFM56-5A/-5B

TRAINING MANUAL



TOC

engine control engine systems

Page 128 May 07

CFM56-5A/-5B

TRAINING MANUAL

POWER MANAGEMENT & FUEL CONTROL


TOC


PWR MAN ENGINE SYSTEMS

Page 129 May 07

CFM56-5A/-5B

TRAINING MANUAL

Power Management & fuel control The power management function computes the fan speed (N1) necessary to achieve a desired thrust. The FADEC manages power, according to two thrust modes: - Manual mode, depending on the Thrust Lever Angle. - Autothrust mode, according to the autothrust function generated by the autoflight system. Power management uses N1 as the thrust setting parameter. It is calculated for the appropriate engine ratings (coded in the identification plug) and based upon ambient conditions, Mach number (ADIRU’s) and engine bleeds (ECS).


TOC


Page 130 May 07

CFM56-5A/-5B

TRAINING MANUAL

ThROTTlE RESOlVER ANGlE

PWR MAN

AMBIENT CONDITIONS

N1 COMMAND

ENGINE BlEEDS EIU AUTO ThRUST SYSTEM

ID PlUG

POWER MANAGEMENT

CTC--0-0


TOC



Page 131 May 07

CFM56-5A/-5B

TRAINING MANUAL

Power Management & fuel control Throttle lever The throttle control system is fully electrical and consists of: - The throttle control lever - The throttle control artificial feel unit - The throttle control unit - The electrical harness. In addition, each throttle control lever is fitted with an instinctive pushbutton switch. This pushbutton switch serves for the de-activation and disengagement of the autothrust function.

A system of adjustable mechanical rods transmits the throttle control lever movement. It connects the throttle control artificial feel unit to the input lever of the throttle control unit. Among other components, the throttle control unit includes 2 resolvers whose signals are dedicated to the ECU (one resolver per channel of the ECU). The resolver transforms the mechanical movement into an electrical signal representing the angular position. The electrical signal is transmitted directly to the ECU, through hardwire connections, for use in thrust calculations.

The design of the throttle control is based upon a fixed throttle concept: this means that the throttle control levers are not servo motorized. There are 5 detents that correspond to specific values of TRA (throttle resolve angle). Each detent corresponds to a specific engine power.


TOC


Page 132 May 07

CFM56-5A/-5B

REVERSE lATChING lEVER

TRAINING MANUAL

ThROTTlE lEVER

AUTOThRUST INSTINCTIVE DISCONNECT PUShBUTTON ADJUSTABlE ROD ARTIFICIAl FEEl UNIT

MCT Flx TO DRT

N1 REF MAx REV

TO/GA

MCl

IDlE ADJUSTABlE ROD -38

ThROTTlE CONTROl UNIT

0

STOP

STOP DETENT

DETENT

DETENT

ThROTTlE lEVER

CTC---00


TOC

85,5 TRA



Page 133 May 07

CFM56-5A/-5B

TRAINING MANUAL

Power Management & fuel control Each N1 is calculated according to the following flight conditions: - Temperature: the thrust delivered depends on outside air temperature (OAT). By design, the engine provides a constant thrust up to a pre-determined OAT value, known as “corner point”, after which the thrust decreases proportionally to maintain a constant EGT value. - Pressure: with an increase in altitude, thrust will decrease when operating at a constant RPM due to the reduction in air density, which reduces the mass flow and fuel flow requirements. - Mach: when mach number increases, the velocity of air entering the engine changes, decreasing thrust. To determine the fan speed, the ECU calculates M0 from the static pressure, the total pressure and the TAT values. - Bleed: ECS bleed and anti-ice bleed are taken into account in order to maintain the same EGT level with and without bleeds.


TOC


Page 134 May 07

CFM56-5A/-5B

TRAINING MANUAL

ThRUST

ThRUST

P0

EGT N1 N1 REF CORNER POINT

OAT

MCT Flx TO DRT

MAx REV

TEMPERATURE EFFECTS

TO/GA

OAT

AlTITUDE EFFECTS

MCl

IDlE

BlEED OFF

-38°

0

85,5 TlA

ThRUST BlEED ON

ThRUST STD SEA lEVEl

CP

OAT

0,1

BlEED EFFECTS CTC--0-0

0,5

POWER MANAGEMENT COMPUTATION


TOC

0,2 0,3 0,4 MACh EFFECTS



Page 135 May 07

CFM56-5A/-5B

TRAINING MANUAL

Power Management & fuel control Flex Take-off The Flex Take-off function enables the pilot to select a take-off thrust, lower than the maximum take-off power available for the current ambient conditions. Temperatures for the flexible take-off function are calculated according to the ‘assumed temperature’ method. This means setting the ambient temperature to an assumed value, which is higher than the real ambient temperature. The assumed ambient temperature (99°C max) is set in the cockpit, using the MCDU. The value is transmitted to the FADEC on the ARINC digital data bus via the FMGC and the EIU. The flexible mode is only set if the engine is running and the aircraft is on the ground. However, the power level, which is set by the FADEC in the flexible mode, may be displayed on the ECAM by input of a flexible temperature value, through the MCDU PERFORMANCE - TAKE OFF page, and setting the TRA to the flex position, before the engine is started.


TOC


Page 136 May 07

CFM56-5A/-5B

TRAINING MANUAL

- 5B

MCDU °C

TAKE OFF V1

FlEx TEMP =

VR+ OAT

20°

V2

FlP RETR

RWY

SlT RETR

TO ShIFT

ClEAR

FlAPS/ThS

FADEC COMPUTATION

DRT TO - Flx TO

- 5A 45° T0

T0

ga

ga

FlX

FlX

MCT

MCT

Flx TO

5

10 n 81.5 %

5 10 egT °C 670 92.5 5070

ThRUST

5

n % FF lBS/H

10 81.4

FlX . % °C

5 10

FOB : 00 lBS

665

S

92.7

FlaP

F

5070

Cl a / T H r

reVerSe

0 r

0 0

Cl a / T H r


N1

aDV

aPU aVaIl

0 r

STS

0 0

V

F

re

le

IDle

re

V ID

T MC TO FlX MCl

/ TO

ga

IDle

0

l

DN1

0

25 30 45 (CP)

T°

FlEx T/O (ExAMPlE: 5B1)

FlExIBlE TAKE-OFF

CTC--0-0


TOC



Page 137 May 07

CFM56-5A/-5B

TRAINING MANUAL

Power Management & fuel control The six different levels correspond to a delta N1: Derated Take-off Levels

(-5B): Derated take-off is provided to achieve take-off power levels below the maximum level. When the aircraft derated take-off option is installed, the 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

Delta N1 rpm 3600 to 5300

1 49 to 116

2 98 to 271

3 154 to 400

4 212 to 519

5 272 to 606

6 333 to 691

(-5A): Derated take-off is not provided for CFM56-5A engines.

The derated take-off level is set in the cockpit using the Multi-Purpose Control Display Unit (MCDU), and transmitted to the FADEC unit on the ARINC digital data bus via the Flight Management Guidance Computer (FMGC), the Flight Control Unit (FCU), and the EIU. The derated take-off mode is only set if the engine is running and the aircraft is on the ground. However, the N1 speed, which is set by the FADEC in the derated takeoff mode, may be displayed by input of a valid derated take-off level value and setting the TRA to the appropriate positions, before the engine is started.


TOC


Page 138 May 07

CFM56-5A/-5B

TRAINING MANUAL

- 5B

MCDU TAKE OFF

DERATE lEVEl (1 TO 6)

V1

FlP RETR

RWY

VR

SlT RETR

TO ShIFT

V2

ClEAR

FlAPS/ThS

FADEC COMPUTATION

DRT TO - Flx TO

D04

UPPER ECAM 5 T0

T0

ga

ga

FlX

FlX

MCT

MCT

Cl

T MC lX TO* F TO T r D MCl

* DERATE IS AChIEVED ON Flx TO DETENT

r

0 0

a / T H r

r

5 10

FOB : 00 lBS

665

S

92.7

FlaP

F

5070

l


aDV

aPU aVaIl

V

0

5070

n % FF lBS/H

DrT % D0

0

0

F

92.5

10 81.4

0

STS

DERATED TAKE-OFF (- 5B ONlY)

CTC---00


TOC

reVerSe

0

0

5 10 egT °C 670

5

re

le V ID

IDle

IDle

re

/ TO

ga

OPTIONAl

a / T H r

Cl

10 n 81.5 %



Page 139 May 07

CFM56-5A/-5B

TRAINING MANUAL

Power Management & fuel control N1 trim

(-5A):

(-5B):

N1 trim is not provided for CFM56-5A engines.

Engine build-up tolerances create thrust differences between engines operating at the same N1. The ECU uses the N1 discrete modifier to reduce the thrust differences between individual engines. N1 trim levels (or modifiers) are determined during the test cell run and the N1 trim is only active beyond MCT setting. The N1 command is reduced within the ECU, and this reduces the N1 actual speed by a certain percentage. Since N1 speed equals thrust, different thrust outputs can be matched. The N1 modifier level that reduces N1, does not affect the value sent to the flight deck for display, and so the flight deck N1 indication remains unaffected, except 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). EFFECTIVITY ALL CFM56-5A/-5B FOR A318-A319-A320-321 CFMI Proprietary Information

TOC


Page 140 May 07

CFM56-5A/-5B

N1

N1

96%

96%

- 5B

TRAINING MANUAL

ENG 2 TRIM DOWN

TlA MTO/GA

TlA MTO/GA

31000 lbs

31205 lbs

96.0

N1

N1

96%

95.4%

96.0

N1%

TlA MTO/GA

N1%

31000 lbs

TlA MTO/GA

31000 lbs

ENG 1 UNChANGED

96.0 lEVEl 0 lEVEl 1 lEVEl 2 lEVEl 3 lEVEl 4 lEVEl 5

N1 (rpm)

96.0

N1%

N1%

lEVEl 6 lEVEl 7 3600

N1 (rpm)

5000

N1 TRIM (- 5B ONlY)

CTC---00


TOC



Page 141 May 07

CFM56-5A/-5B

TRAINING MANUAL

Power Management & fuel control Fuel control The fuel control law computes the Fuel Metering Valve (FMV) demand signal depending on the engine control laws and operating conditions. Fuel flow in the combustor must be precisely regulated in order to deliver the necessary kinetic energy to drive the HP and LP turbines. In this way, the exact N1 speed can be achieved by manipulating the fuel flow which leads to a specific N2 speed. The fuel metering functions regulate engine fuel flow to control N1 or N2 speed, based on the command of the throttle resolver angle (TRA) and environmental conditions: - During engine starting, and idle power settings, N2 speed is controlled. - During high power operations, requiring thrust, N1 speed is controlled, and N2 is driven between minimum and maximum limits.


TOC

The limits depend on: - Core speed. - Compressor discharge pressure. - Fuel/air ratio. - Fan and core speed rates (acceleration, deceleration). N2 floor A minimum core speed limit is calculated and is used near idle to guarantee at least 50 percent thrust in the event of fan speed sensor failure. A core speed floor limit is used to guarantee the engine response in icing condition or when higher idle speeds are required due to aircraft approach, high IDG temperatures, or engine thrust reverser active. PS3 A minimum PS3 is calculated to ensure the aircraft will have sufficient pressure for the wing and nacelle antiicing and ECS bleeds. Also, the inclement weather flameout protection is implemented by increasing the minimum PS3 limit.


Page 142 May 07

CFM56-5A/-5B

TRAINING MANUAL

lIMITS - CORE SPEED - COMPRESSOR DISChARGE PRESSURE - FUEl / AIR RATIO - FAN AND CORE SPEED RATES Wf

J

J

J

J

J

J

J

J

J

J

J

J0 J

J

J

ECU

CTC--0-0

FUEl CONTROl INTRODUCTION (- 5B) ShOWN (- 5A IDENTICAl)


TOC

hMU



Page 143 May 07

CFM56-5A/-5B

TRAINING MANUAL

Power Management & fuel control Fuel control (continued) A maximum PS3 limit is used to protect from overpressuring the core outer casing and to limit LP turbine torque. Wf/PS3 A maximum limit for Wf/PS3 is used to maintain adequate flameout protection. A minimum limit for Wf/PS3 is used to maintain adequate flameout protection. Speed rates For normal engine transient control, rate limits for the core speed, fan speed and fuel are used. The fuel rate limit is to establish an accel (or decel) rate by allowing an initial step in fuel. The fuel rate limit is then applied until the speed rates are established. Core speed rate limits are used to maintain consistent thrust response from one engine to another. Both fan and core rate are helpful in extending the engine life by reducing peak temperatures in the engine cycle.


TOC


Page 144 May 07

CFM56-5A/-5B

TRAINING MANUAL



TOC


Page 145 May 07

CFM56-5A/-5B

TRAINING MANUAL



TOC


Page 146 May 07

CFM56-5A/-5B

TRAINING MANUAL

FUEL SYSTEM


TOC


FUEL SYSTEM engine systems

Page 147 May 07

CFM56-5A/-5B

TRAINING MANUAL



TOC

FUEL SYSTEM engine systems

Page 148 May 07

CFM56-5A/-5B

TRAINING MANUAL

fuels


TOC


FUELS engine systems

Page 149 May 07

CFM56-5A/-5B

TRAINING MANUAL

fuels Fuels used in CFM56-5A/-5B engines must be approved by the authorities, following the specifications listed below (or equivalent):

Servicing WARNING: Sampling and refuelling must follow safety precautions.

- ASTM D1655. -JET A, JET A1 and JET B. - MIL-T-5624 Grades JP4, JP5, or - MIL-T-83133 Grade JP8. -French Specifications AIR. 3405C, 3404C, 2407B. -United Kingdom Specifications DERD 2454/2486, DERD 2498. The list of approved materials and equivalent specifications is given in the Aircraft Maintenance Manual (AMM). Flights performed with mixed approved fuels are authorised. Additives Approved additives listed in the AMM (anti-icing, red-dye, leak-tracer ...) can be used following defined conditions and limits.


TOC


Page 150 May 07

CFM56-5A/-5B

TRAINING MANUAL

ThIS DATA IS FOR TRAINING PURPOSES ONlY. ThE lIST OF APPROVED MATERIAlS IS GIVEN IN ThE AIRCRAFT MAINTENANCE MANUAl.

APPROVED FUElS REFERENCES

USAGE

JET A-1

KEROSENE TYPE JET FUEl FREEZING POINT : -47 DEG C

JET A


JET B OR JP4

WIDE CUT TYPE JET FUEl

JP-5

hIGh FlAShPOINT JET FUEl

TS1


RT


JP-8

JET FUEl

FUEl

CTC---00


TOC

MIxED FUEl OPERATION IS AllOWED, PROVIDED ThE OThER FUEl IS ON ThE lIST.



Page 151 May 07

CFM56-5A/-5B

TRAINING MANUAL



TOC


Page 152 May 07

CFM56-5A/-5B

TRAINING MANUAL

FUEL DISTRIBUTION


TOC


FUEL DISTRIBUTION ENGINE SYSTEMS

Page 153 May 07

CFM56-5A/-5B

TRAINING MANUAL

FUEL GENERAL The purpose of the fuel distribution system is: - To deliver clean fuel to the engine combustion chamber. - To supply clean and ice-free fuel to various servomechanisms of the fuel system. - To cool down engine oil and Integrated Drive Generator (IDG) oil.


TOC


Page 154 May 07

CFM56-5A/-5B

TRAINING MANUAL

FUEl DISTRIBUTION

FUEl DElIVERY TO COMBUSTION ChAMBER

FUEl ClEANING ICE PROTECTION TO SERVO MEChANISMS

ENGINE OIl AND IDG OIl COOlING

VAlVE ACTUATOR

FUEl GENERAl

CTC--0-00


TOC



Page 155 May 07

CFM56-5A/-5B

TRAINING MANUAL

FUEL DISTRIBUTION The fuel distribution components consist of: - Fuel supply and return lines (not shown). - A fuel pump and filter assembly. - A main oil/fuel heat exchanger. - A servo fuel heater. - A Hydro-Mechanical Unit (HMU). - A fuel flow transmitter. - A fuel nozzle filter. - An IDG oil cooler. - A Fuel Return Valve (FRV). (-5B): - A fuel manifold. - Twenty fuel nozzles. (-5A): - A Burner Staging Valve (BSV). - Two fuel manifolds (each with 10 nozzles).


TOC


Page 156 May 07

CFM56-5A/-5B

IDG OIl COOlER

TRAINING MANUAL

FUEl RETURN VAlVE FUEl MANIFOlD (PARTIAl)

- 5B

MAIN OIl/FUEl hEAT ExChANGER

FUEl NOZZlE

SERVO FUEl hEATER

FUEl NOZZlE FIlTER FUEl PUMP

CTC--0-0

hMU

FUEl DISTRIBUTION COMPONENTS (- 5B)


TOC

FUEl FlOW TRANSMITTER



Page 157 May 07

CFM56-5A/-5B

TRAINING MANUAL



TOC


Page 158 May 07

CFM56-5A/-5B

TRAINING MANUAL

FUEl MANIFOlD (PARTIAl)

FUEl RETURN VAlVE

BURNER STAGING VAlVE


SERVO FUEl hEATER FUEl NOZZlE

FUEl PUMP

FUEl NOZZlE FIlTER IDG OIl COOlER

CTC---00

hMU

FUEl DISTRIBUTION COMPONENTS (- 5A)


TOC




Page 159 May 07

CFM56-5A/-5B

TRAINING MANUAL

FUEL DISTRIBUTION Fuel from the A/C tank enters the engine fuel pump, through a fuel supply line. After passing through the pump, the pressurized fuel goes to the main oil/fuel heat exchanger in order to cool down the engine scavenge oil. It then goes back to the fuel pump, where it is filtered, pressurized and split into two fuel flows. (-5B): The main fuel flow goes through the HMU metering system, the fuel flow transmitter and fuel nozzle filter and is then directed to the 20 fuel nozzles.

(-5A, 5B): The other fuel flow goes to the servo fuel heater, which warms up the fuel to prevent any ice particles entering sensitive servo systems. The heated fuel flow enters the HMU servo-mechanism and is then directed to the various fuel-actuated components. A line brings unused fuel, from the HMU, back to the inlet of the main oil/fuel heat exchanger, through the IDG oil cooler. A Fuel Return Valve (FRV), also installed on this line, may redirect some of this returning fuel back to the A/C tank.

(-5A): The main fuel flow goes through the HMU metering system, the fuel flow transmitter and the fuel nozzle filter and is then directed to the fuel nozzles and the BSV.


TOC

Before returning to the A/C tank, the hot fuel is mixed with cold fuel from the outlet of the LP stage of the fuel pump.


Page 160 May 07

CFM56-5A/-5B

TRAINING MANUAL

TO A/C TANKS FROM A/C FUEl RETURN VAlVE FUEl PUMP lP STAGE


IDG OIl COOlER

FUEl FIlTER

hP STAGE

SERVO FUEl hEATER

hMU METERING SYSTEM


hMU SERVO MEChANISMS

FUEl NOZZlE FIlTER

VAlVES ACTUATORS

20 FUEl NOZZlES

ON - 5A ONlY

FUEl NOZZlE FIlTER

10 FUEl NOZZlES BSV

FUEl DISTRIBUTION

CTC--0-0


TOC

10 FUEl NOZZlES



Page 161 May 07

CFM56-5A/-5B

TRAINING MANUAL



TOC


Page 162 May 07

CFM56-5A/-5B

TRAINING MANUAL

FUEL PUMP


TOC


FUEL PUMP ENGINE SYSTEM

Page 163 May 07

CFM56-5A/-5B

TRAINING MANUAL

FUEL PUMP The purpose of the engine fuel pump is: - To increase the pressure of the fuel from the A/C fuel tanks, and to deliver this fuel in two different flows. - To deliver pressurized fuel to the main oil/fuel heat exchanger. - To filter the fuel before it is delivered to the fuel control system. - To drive the HMU. The engine fuel pump is located on the accessory gearbox aft face, on the left hand side of the horizontal drive shaft housing. The fuel supply line is routed from a hydraulic junction box, attached to the left hand side of the fan inlet case, down to the fuel pump inlet. The fuel return line is routed from the Fuel Return Valve (FRV), along the left hand side of the fan case, and back up to the hydraulic junction box.


TOC


Page 164 May 07

CFM56-5A/-5B

AIRPlANE FUEl SUPPlY lINE ATTACh FlANGE

QAD ATTACh FlANGE

TRAINING MANUAL

FWD

VIEW

A

A

DRIVE ShAFT

FWD

OIl/FUEl hEAT ExChANGER ATTACh FlANGE

FUEl FIlTER

FUEl PUMP AND FIlTER ASSEMBlY

CTC--00-0

FUEl PUMP (- 5B) ShOWN (- 5A IDENTICAl)


TOC

OUTPUT ShAFT TO hMU



Page 165 May 07

CFM56-5A/-5B

TRAINING MANUAL

FUEL PUMP The engine fuel pump is a two stage fuel lubricated pump and filter assembly. First, the fuel passes through the boost stage, where it is pressurized. At the outlet of the boost stage, it is directed to the main oil/fuel heat exchanger, and the FRV. The fuel then goes back into the fuel pump, and passes through a disposable main fuel filter. The clogging condition of the main fuel filter is monitored and displayed on an ECAM, through a differential pressure switch.

A pressure relief valve is installed, in parallel with the gear pump, to protect the downstream circuit from over pressure. At the gear stage outlet, the fuel passes through a wash filter, where it is split into two different fuel flows. The main fuel flow, unfiltered, goes to the HMU (fuel metering system). The other fuel flow, which is filtered, goes to the servo fuel heater and the HMU (servo mechanism area). A by-pass valve is installed, in parallel with the wash filter, to by-pass the fuel in case of filter clogging.

A by-pass valve is installed, in parallel with the filter, to by-pass the fuel in case of filter clogging. At the filter outlet, the fuel passes through the HP stage pump.


TOC


Page 166 May 07

CFM56-5A/-5B

FUEl PUMP

TRAINING MANUAL

FRV

N2

MAIN FUEl/OIl hEAT ExChANGER

lP STAGE

FUEl

P SW

ECAM

SERVO FUEl hEATER

MAIN FUEl FIlTER FIlTER BY PASS hP STAGE BY PASS WASh FIlTER

PRESSURE RElIEF VAlVE

N2

WF FOR FMV

WF FOR SERVOS APPlICATION

h M U

FUEl PUMP OPERATION

CTC--0-0


TOC



Page 167 May 07

CFM56-5A/-5B

TRAINING MANUAL

FUEL PUMP Fuel pump drive system The fuel pump is fuel lubricated, and the necessary rotative motion is provided by a drive system consisting of 3 concentric shafts: - The main driveshaft - The LP pump driveshaft - The HMU driveshaft.

The fuel pump drive system is equipped with 2 shear neck sections to provide: - Protection of the AGB against any excessive torque created within the fuel pump assembly. - Assurance of the HMU drive operation, even in case of total failure of the LP stage pump.

Main fuel pump driveshaft: Driven by the AGB, it drives the HP stage drive spur gear, through splines. LP pump driveshaft: Driven by the HP stage drive spur gear, through internal splines located at the rear of the gear, it drives the LP stage, through the hollow shaft. HMU driveshaft: Driven by the LP pump driveshaft through internal splines located at the front of the LP driveshaft, it drives the HMU.


TOC


Page 168 May 07

CFM56-5A/-5B

SPlINES

TRAINING MANUAL

lP PUMP DRIVE ShAFT

DRIVE SPUR GEAR

ShEAR NECK

SEAl ROTARY PART

hOllOW ShAFT MAIN DRIVE ShAFT

hMU DRIVE ShAFT

ShEAR NECK SPlINES

DRIVEN GEAR hP STAGE

FUEl PUMP DRIVE SYSTEM

CTC--0-0


TOC

lP STAGE



Page 169 May 07

CFM56-5A/-5B

TRAINING MANUAL

FUEL PUMP Fuel filter

(-5A, 5B):

The fuel filter protects the downstream circuit from particles in the fuel.

Two anti-rotation tabs, on each end of the fuel filter element, prevent rotation of the filter. They go between two ribs of the filter housing.

It consists of a filter cartridge and a by-pass valve. Maintenance practices The filter cartridge is installed in a cavity in the fuel pump body. The fuel circulates from the outside to the inside of the filter cartridge. In case of a clogged filter, the by-pass valve opens to allow fuel to pass to the fuel pump HP stage. Tappings on the filter housing enable the installation of a differential pressure switch that transmits filter clogging conditions to the A/C monitoring system. (-5B): The cartridge has a filtering capability of 38 microns absolute. (-5A):

Fuel filter removal/installation and check The filter must be removed and visually inspected on a regular basis, and after any ECAM “Fuel filter clogged” warning messages, or when any significant contamination is found at the bottom of the filter cover during periodical inspection. This inspection can help to determine any contamination of aircraft, or engine fuel systems. To re-install the fuel filter cover, install the fuel filter cartridge into the filter cover and then the whole assembly into the filter housing. There are 5 D-head bolts and 1 bolt/insert to secure the cover on the housing. Carefully follow the torquing sequence. Perform a wet monitoring check for leakage.

The cartridge has a filtering capability of approximately 35 microns absolute. EFFECTIVITY ALL CFM56-5A/-5B FOR A318-A319-A320-321 CFMI Proprietary Information

TOC


Page 170 May 07

CFM56-5A/-5B

SElF AlIGNING NUT

D-hEAD BOlT lOCATION (5 PlACES)

FUEl FIlTER ElEMENT

TABS RETAINING RING

O-RING

FlAT WAShER

FIlTER COVER

BOlT

BOlT (1 PlACE) O-RING

B

DRAIN PlUG MAIN FUEl PUMP VIEW

B

VISUAl INSPECTION OF ThE FUEl FIlTER CARTRIDGE


TOC

D-hEAD BOlT lOCATION (5 PlACES)

WAShER

FlAT WAShER NUT

CTC--0-0

PlEATS FOlDED BACK

PREINSTAllED PACKINGS

D-hEAD BOlT

DRAIN PlUG

FUEl FIlTER CARTRIDGE

SElF AlIGNING WAShER

RETAINING RING

NUT

TRAINING MANUAL



Page 171 May 07

CFM56-5A/-5B

TRAINING MANUAL

FUEL PUMP Maintenance practices Visual inspection of impeller rotation This inspection must be done during troubleshooting when the procedure calls for it, or when a broken shaft is suspected and the rotation of the LP impeller has to be checked. The plug is removed, and the engine is cranked through the handcranking pad. If the impeller turns, the check is positive. If the impeller does not turn, replace the fuel pump and continue the troubleshooting procedure to determine if there is any further engine damage. After fuel pump replacement, perform an idle leak check and FADEC ground test with motoring.


TOC


Page 172 May 07

CFM56-5A/-5B

TRAINING MANUAL

IMPEllER lIGhT GREY COlOR MAChINED COATED SURFACE O-RING

A DARK GREY ROUGh SURFACE

PlUG

FUEl PUMP

VIEW

CTC--0-0

A

VISUAl INSPECTION OF IMPEllER


TOC



Page 173 May 07

CFM56-5A/-5B

TRAINING MANUAL



TOC


Page 174 May 07

CFM56-5A/-5B

TRAINING MANUAL

OIL/FUEL HEAT EXCHANGERS


TOC


oil/FUEL HEAT EXCHANGERS ENGINE SYSTEMS

Page 175 May 07

CFM56-5A/-5B

TRAINING MANUAL

OIL/FUEL HEAT EXCHANGERS The purpose of the main oil/fuel heat exchanger is to cool the scavenged oil with cold fuel, through conduction and convection, inside the exchanger where both fluids circulate. The servo fuel heat is another heat exchanger which uses engine scavenge oil as the heat source to warm up fuel in the fuel control system. This prevents ice particles from entering sensitive servo mechanisms. The exchangers are installed at the 7 o’clock position, in the fuel pump housing area.


TOC


Page 176 May 07

CFM56-5A/-5B

TRAINING MANUAL


SERVO FUEl hEATER

hMU

AGB

OIl/FUEl hEAT ExChANGERS

CTC--0-0


TOC

FUEl PUMP



Page 177 May 07

CFM56-5A/-5B

TRAINING MANUAL

OIL/FUEL HEAT EXCHANGERS Oil/fuel heat exchangers operation The fuel circulates continuously in the tubes of the core assembly of both exchangers. There are two different sources of fuel: - Cold fuel from the pump LP stage discharge, in the main oil/fuel heat exchanger. - Hot fuel from the pump HP stage discharge, in the servo fuel heater. (-5B): The scavenge oil from the lube unit enters through the inlet port of the servo fuel heater. It is filtered through the small oil filter, and flows along the inside of the core assembly between the cooling tubes. (-5A): The scavenge oil from the lube unit enters through the inlet port of the servo fuel heater. It flows along the inside of the core assembly between the cooling tubes. (-5A, -5B): After being deflected by three baffles, the oil leaves the servo fuel heater and enters the main oil/fuel heat exchanger, where it flows along the fuel tubes of the core, deflected by two baffles. EFFECTIVITY ALL CFM56-5A/-5B FOR A318-A319-A320-321 CFMI Proprietary Information

TOC

The cooled oil leaves the main oil/fuel heat exchanger through a side pipe in the servo fuel heater before going back to the oil tank. Inside the main oil/fuel heat exchanger, there are two bypass valves, one in the fuel circuit, the second one in the oil system. When the fuel pressure differential between the inlet and outlet of the main heat exchanger is high, the bypass valve opens and sends fuel out of the core assembly of the main heat exchanger. There are two “oil-in” passages: normal or bypass operation. The bypass operation passage is used if either the servo fuel heater core or the main oil/fuel heat exchanger core are clogged. When the oil pressure differential is high, the bypass valve opens and sends oil out of the servo heat exchanger. The oil returns to the oil tank and the fuel returns to the fuel pump.


Page 178 May 07

CFM56-5A/-5B

TRAINING MANUAL

SCAVENGE OIl IN FROM lUBE UNIT

* ON -5B ONlY

OIl OUT TO TANK OIl FIlTER *

OIl BY-PASS VAlVE

MAIN OIl FUEl hEAT ExChANGER

FUEl BY-PASS VAlVE

FUEl IN FROM FUEl PUMP WASh FIlTER

FUEl FROM FUEl PUMP lP STAGE CTC---00

FUEl TO FUEl FIlTER

SERVO FUEl hEATER

OIl/FUEl hEAT ExChANGERS OPERATION


TOC

FUEl OUT TO hMU SERVOS



Page 179 May 07

CFM56-5A/-5B

TRAINING MANUAL

OIL/FUEL HEAT EXCHANGERS The connections of the main oil/fuel heat exchanger with the other systems are: - An oil IN port from the servo fuel heater - An oil OUT port to the oil tank, through the servo fuel heater. - Two fuel ports connected with the fuel pump - A fuel return line from the HMU, through the IDG oil cooler. The mechanical interfaces are the mating flanges with the fuel pump, the servo fuel heater, plus one other with a fuel tube (return from the IDG oil cooler). Heat exchanger core The heat exchanger is a tubular design consisting of a removeable core, a housing and a cover.

Heat exchanger housing The housing encloses the core, and the following items are located on its outer portion: - An oil pressure relief valve, which by-passes the oil when the differential pressure across the oil portion of the exchanger is too high. - A fuel pressure relief valve, which by-passes the fuel when the differential pressure across the fuel portion of the exchanger is too high. - A drain port, for fuel leak collection from inter-seal cavities, that prevent oil cavity contamination. - Two attachment flanges; one with the fuel pump which also provides fuel IN and OUT passages, and one with the servo fuel heater which also provides oil IN and OUT tubes. - One fuel IN port for excess fuel from the HMU, via the IDG oil cooler.

The core has two end plates, fuel tubes and two baffles. Maintenance practices The fuel tubes are attached to the end plates and the baffles inside lengthen the oil circulation path around the fuel inlet tubes.

If there is fuel contamination in the oil, both the servo fuel heater and main oil/fuel exchanger must be replaced.

Sealing rings installed on the core provide insulation between the oil and fuel areas. EFFECTIVITY ALL CFM56-5A/-5B FOR A318-A319-A320-321 CFMI Proprietary Information

TOC


Page 180 May 07

CFM56-5A/-5B

TRAINING MANUAL

COVER

FUEl CIRCUlATION END PlATE SEAlING RINGS

OIl CIRCUlATION

BAFFlES

FUEl TUBES OIl PRESSURE RElIEF VAlVE

OIl-IN (BY-PASS)

FUEl FlOW (BY PASS)

SERVO FUEl hEATER ATTAChING FlANGE OIl-IN (NORMAl OPERATION)

FUEl PRESSURE RElIEF VAlVE

DRAIN PORT

FUEl-IN PORT CTC--00-0

FUEl-OUT PORT

OIl-OUT PORT

MAIN OIl/FUEl hEAT ExChANGER OPERATION


TOC

FUEl PUMP ATTAChING FlANGE



Page 181 May 07

CFM56-5A/-5B

TRAINING MANUAL

OIL/FUEL HEAT EXCHANGERS Servo fuel heater Heat exchange between oil and fuel in the servo fuel heater is by conduction and convection inside the unit, which consists of: - A case, enclosing the exchanger core and supporting the unit and oil lines. - The exchanger core, or matrix, where heat is transferred. - The cover, which supports the fuel lines. (-5B): - An oil filter, which catches particles in suspension in the oil circuit. (-5A): NOTE: There is no oil filter on the servo fuel heater. (-5A/-5B): Fuel from the pump wash filter enters the unit and passes through aluminium alloy, ‘U’-shaped tubes immersed in the oil flow. The tubes are mechanically bonded to a tube plate, which is profiled to the housing and end cover flanges. The fuel then exits the unit and is directed to the HMU servo mechanism area. EFFECTIVITY ALL CFM56-5A/-5B FOR A318-A319-A320-321 CFMI Proprietary Information

TOC

Oil from the lubrication unit enters the case, is filtered, and then passes into the matrix where it circulates around the fuel tubes. At the matrix outlet, the oil is directed to the main oil/fuel heat exchanger. If the filter is clogged, or if the differential pressure across the filter is too great, a by-pass valve, installed in the main oil/fuel heat exchanger, will open. Oil will then be directed to the main oil/fuel heat exhanger oil outlet port, pass through the servo fuel heater and go back to the engine oil tank. Servo fuel heater casing At the flanged end of the case, facing outward, there are two square oil inlet/outlet mounting pads. The flange has threaded inserts to allow the installation of the cover attachment screws.The mounting flange is part of the housing casting, and has 6 holes to accommodate the main oil/fuel heat exchanger securing studs. A side port chamber is provided to run the oil by-pass flow from the main oil/fuel heat exchanger to the oil outlet line connected to the engine oil tank.


Page 182 May 07

CFM56-5A/-5B

TRAINING MANUAL

- 5A

- 5B

FUEl OUT

FUEl OUT

FUEl IN

FUEl IN

OIl FIlTER CORE

ATTAChMENT FlANGE TO MAIN OIl/FUEl hEAT ExChANGER

BAFFlE

BAFFlE

OIl OUT

OIl OUT

OIl IN

OIl IN

SERVO FUEl hEATER

CTC--0-0


TOC

CORE



Page 183 May 07

CFM56-5A/-5B

TRAINING MANUAL



TOC


Page 184 May 07

CFM56-5A/-5B

TRAINING MANUAL

HYDROMECHANICAL UNIT


TOC


HYDROMECHANICAL Page 185 UNIT ENGINE SYSTEMS

May 07

CFM56-5A/-5B

TRAINING MANUAL

hydromechanical unit The Hydro-Mechanical Unit (HMU) transforms electrical signals sent from the ECU into hydraulic pressures in order to actuate various actuators used in engine control. It is installed on the aft side of the accessory gearbox at the 7 o’ clock position and mounts directly onto the fuel pump. For maintenance purposes, in the event of HMU removal and installation, the fuel flow transmitter, secured on the HMU (along with the associated hoses and brackets) must be removed to install the HMU supporting handle.


TOC


May 07

CFM56-5A/-5B

TRAINING MANUAL

hMU

CTC--0-0

hYDROMEChANICAl UNIT lOCATION


TOC



May 07

CFM56-5A/-5B

TRAINING MANUAL

hydromechanical unit The HMU has different functions: - It provides internal calibration of fuel pressures. - It meters the fuel flow for combustion. - It provides the fuel shut-off and fuel manifold minimum pressurization levels. - It by-passes unused fuel. - It provides mechanical N2 overspeed protection. - It delivers the correct hydraulic power source to various engine fuel equipment. The HMU has: - Two electrical connectors to ECU channels A and B. - An electrical connection between the shut-off solenoid and the A/C.


TOC


May 07

CFM56-5A/-5B

TRAINING MANUAL

FUEl PRESSURES CAlIBRATION hMU ShUT OFF SOlENOID/AIRCRAFT CONNECTOR METERED FUEl FlOW FOR COMBUSTION

ChANNEl A CONNECTOR

- FUEl ShUT-OFF - FUEl MANIFOlD PRESSURIZATION hMU ExCESS FUEl FlOW BYPASS

ChANNEl B CONNECTOR MEChANICAl N2 OVERSPEED PROTECTION

FUEl EQUIPMENT POWER SOURCE SUPPlY

CTC--0-0

hYDROMEChANICAl UNIT PURPOSES


TOC



May 07

CFM56-5A/-5B

TRAINING MANUAL

hydromechanical unit To manage and control the engine systems and equipment, the HMU houses two different internal subsystems, which are: - The fuel metering system, including the fuel metering valve, the delta P valve, the pressurizing and shut-off valve, the by-pass valve, and the overspeed governor system. - The servo-mechanism area, including the pressure regulation system, the servo flow regulation system, solenoid valves and torque motors to supply fuel to the various valves and actuators of the engine.


TOC


May 07

CFM56-5A/-5B

A/C

TRAINING MANUAL

SERVO MEChANISMS AREA PRESSURE REGUlATION SYSTEM SERVO FlOW REGUlATION

ACTUATORS VAlVES

SOlENOIDS

ECU

TORQUE MOTORS IDG OIl COOlER

FUEl METERING SYSTEM FUEl METERING VAlVE DElTA P VAlVE

COMBUSTION ChAMBER

PRESSURIZING AND ShUT-OFF VAlVE BY-PASS VAlVE OVERSPEED GOVERNOR SYSTEM

CTC--0-0

hYDROMEChANICAl UNIT DESIGN


TOC



May 07

CFM56-5A/-5B

TRAINING MANUAL

hydromechanical unit General description (-5B): To achieve all the different engine functions, the HMU is fitted with: 6 torque motors (TM) for the control of: - FMV - VSV - VBV - TBV - HPTCC - LPTCC 1 solenoid (S) for: - A/C shut off valve signal generation. (this solenoid is not controlled by the ECU, but by the A/C Master Lever.) (-5A): To achieve all the different engine functions, the HMU is fitted with 6 torque motors (TM), one of which is not used. The remaining 5 are used for the control of: - FMV - VSV - VBV - HPTCC - LPTCC EFFECTIVITY ALL CFM56-5A/-5B FOR A318-A319-A320-321 CFMI Proprietary Information

TOC

2 solenoids (S) for: - BSV controls. - A/C shut off valve signal generation. (this solenoid is not controlled by the ECU, but by the A/C Master Lever.) (-5A, -5B): The HMU is also fitted with: 1 resolver (R), to track the FMV position. 2 sets of switches (one set for the overspeed governor, one for the pressurizing valve). Note : The resolver and the switches are dual devices. i.e. their feedback indication is provided to both ECU channels.


May 07

CFM56-5A/-5B

TRAINING MANUAL

ECU

ChANNEl

A F/B

ChANNEl

B

TM TM TM

TBV

TM TM

FROM SERVO FUEl hEATER

S

lPTCC hPTCC

TO ACTUATORS

VSV VBV

NOT USED

PRESSURE CAlIBRATION

A/C ShUT-OFF SOlENOID

TM R

FROM ENGINE FUEl PUMP

PRESSURIZING AND ShUT-OFF VAlVE

FMV BYPASS VAlVE

FROM A/C

S

TO FUEl NOZZlES SW

P VAlVE

RETURN TO IDG OIl COOlER AND MAIN OIl/FUEl hEAT ExChANGER N2

OVERSPEED GOVERNOR N2 > 106%

SW hMU

hMU DESCRIPTION (- 5B)

CTC--0-0


TOC



May 07

CFM56-5A/-5B

TRAINING MANUAL



TOC


May 07

CFM56-5A/-5B

TRAINING MANUAL

ECU

ChANNEl

A F/B

ChANNEl

B

TM TM TM

NOT USED

TM S

TO ACTUATORS

VSV

TM

FROM SERVO FUEl hEATER

lPTCC hPTCC

VBV BSV

PRESSURE CAlIBRATION

A/C ShUT-OFF SOlENOID

TM R

FROM ENGINE FUEl PUMP

PRESSURIZING AND ShUT-OFF VAlVE

FMV BYPASS VAlVE

FROM A/C

S

TO FUEl NOZZlES SW

P VAlVE

RETURN TO IDG OIl COOPER AND MAIN OIl/FUEl hEAT ExChANGER N2

OVERSPEED GOVERNOR N2 > 106%

SW hMU

hMU DESCRIPTION (- 5A)

CTC---00


TOC



May 07

CFM56-5A/-5B

TRAINING MANUAL



TOC


May 07

CFM56-5A/-5B

TRAINING MANUAL

FUEL FLOW TRANSMITTER


TOC


FUEL FLOW TRANSMITTER ENGINE SYSTEMS

Page 197 May 07

CFM56-5A/-5B

TRAINING MANUAL

FUEL FLOW TRANSMITTER The purpose of the fuel flow transmitter is to provide the ECU with information, for indicating purposes, on the weight of fuel used for combustion. Located in the fuel flow path at the 7 o’clock position, between the HMU metered fuel discharge port and the fuel nozzle filter, it is bolted on installation brackets on the rear side of the HMU. The fuel flow transmitter consists of an aluminium body with a cylindrical bore and an electrical connector installed on the outside of the body for connection to the HMU. The interfaces are: - A fuel supply hose, connected from the HMU. - A fuel discharge tube, connected to the fuel nozzle filter. - An electrical wiring harness, connected to the ECU. There are two types of fuel flow transmitter available.


TOC


Page 198 May 07

CFM56-5A/-5B

FORWARD

TRAINING MANUAL

hYDROMEChANICAl UNIT FUEl DISChARGE TUBE

TO FUEl NOZZlE FIlTER

FlOW FROM hMU UP

hMU DISChARGE PORT

OUTlET

INlET


INSTAllATION BRACKET

FUEl SUPPlY hOSE


CTC--0-0


TOC



Page 199 May 07

CFM56-5A/-5B

TRAINING MANUAL



TOC


Page 200 May 07

CFM56-5A/-5B

TRAINING MANUAL

FUEL NOZZLE FILTER


TOC


FUEL NOZZLE FILTER ENGINE SYSTEMS

Page 201 May 07

CFM56-5A/-5B

TRAINING MANUAL

fuel nozzle filter The fuel nozzle filter (also called downstream fuel filter) is installed above the top of the HMU between 7 and 8 o’clock and connected to the fuel flow transmitter. The fuel nozzle filter collects any contaminants that may still be left in the fuel before it goes to the fuel nozzle supply manifold.


TOC


Page 202 May 07

CFM56-5A/-5B

TRAINING MANUAL

FUEl NOZZlE FIlTER

NOZZlE MANIFOlD

FROM FUEl FlOW TRANSMITTER


hMU

CTC--0-0

FUEl NOZZlE FIlTER (OR DOWNSTREAM FUEl FIlTER)


TOC



Page 203 May 07

CFM56-5A/-5B

TRAINING MANUAL



TOC


Page 204 May 07

CFM56-5A/-5B

TRAINING MANUAL

BURNER STAGING VALVE (-5A ONLY)

EFFECTIVITY ALL CFM56-5A FOR A319-A320

TOC


BURNER STAGING VALVE ENGINE SYSTEMS

Page 205 May 07

CFM56-5A/-5B

TRAINING MANUAL

burner staging valve (-5a only) The purpose of the Burner Staging Valve (BSV) is to close the fuel supply to the staged manifold. In this condition, only ten fuel nozzles are supplied with fuel. The BSV is installed on a support bracket on the core engine at the 6 o’clock position.

EFFECTIVITY ALL CFM56-5A FOR A319-A320 CFMI Proprietary Information

TOC


Page 206 May 07

CFM56-5A/-5B

TRAINING MANUAL

- 5A

CTC--0-00

BURNER STAGING VAlVE (- 5A ONlY)


TOC



Page 207 May 07

CFM56-5A/-5B

TRAINING MANUAL

burner staging valve (-5a ONLY) The BSV is used in decel to keep the fuel flow above the lean flame-out limit.

Two fuel supply manifolds, staged and unstaged, are installed on the fuel supply system.

To safely work close to this limit, the ECU cuts 10 of the 20 engine fuel nozzles.

Within the BSV support, the metered fuel is split into two flows, which are then delivered to the nozzles, through the two manifolds.

The effect is that the same amount of fuel is provided in the combustion chamber, but on 10 fuel nozzles only. In this condition, the lean flame-out is well above the flameout limit and it is impossible to extinguish combustion. The diagram indicates the switch limits between 20 and 10 fuel nozzles.

The unstaged manifold always supplies 10 fuel nozzles, and the staged manifold supplies the 10 remaining fuel nozzles, depending on the BSV position. At the outlet of the BSV, each fuel supply manifold is connected to a “Y” shaped supply tube at approximately the 5 and 6 o’clock positions. Each supply manifold is made up of two halves, which are mechanically coupled, and include 5 provisions to connect the fuel nozzles. To improve the rigidity in between the manifold halves, connecting nuts are installed at the 6 and 12 o’ clock positions.


TOC


Page 208 May 07

CFM56-5A/-5B

UNSTAGED MANIFOlD

TRAINING MANUAL

- 5A

STAGED MANIFOlD

WF/PS3 lOCAl

10 FUEl NOZZlES

20 FUEl NOZZlES

BSV BSV ClOSED

OFF ON

MARGIN BSV ClOSED

FlAME OUT lIMIT BSV SUPPORT

MARGIN BSV OPEN .007

WF/PS3 GlOBAl BSV OPERATION

CTC--0-00

BURNER STAGING VAlVE PURPOSE (- 5A ONlY)


TOC



Page 209 May 07

CFM56-5A/-5B

TRAINING MANUAL



TOC


Page 210 May 07

CFM56-5A/-5B

TRAINING MANUAL

FUEL NOZZLE


TOC


FUEL NOZZLE ENGINE SYSTEMS

Page 211 May 07

CFM56-5A/-5B

TRAINING MANUAL

fuel nozzle The fuel nozzles spray fuel into the combustion chamber and ensure good light-off capability and efficient burning at all engine power settings. There are twenty fuel nozzles, which are installed all around the combustion case area, in the forward section.


TOC


Page 212 May 07

CFM56-5A/-5B

- 5B

TRAINING MANUAL

FUEl MANIFOlD

FUEl NOZZlE

- 5A FUEl MANIFOlD

FUEl NOZZlE COMBUSTION ChAMBER

COMBUSTION CASE

COMBUSTION ChAMBER

FUEl NOZZlE

CTC--00-0


TOC



Page 213 May 07

CFM56-5A/-5B

TRAINING MANUAL

fuel nozzle The fuel nozzle is a welded assembly which delivers fuel through two independent flows, and consists of: - A cover, where the nozzle fuel inlet connector is located. - A cartridge assembly, which encloses a check valve and a flow divider metering valve (called metering valve or cartridge valve depending on the manufacturer). - A support, used to secure the fuel nozzle onto the combustion case. - A metering set, to calibrate primary and secondary fuel flow sprays. There are two types of nozzle, from two different manufacturers, with a different shaped cartridge assembly (visible check valve or not).


TOC


Page 214 May 07

CFM56-5A/-5B

TRAINING MANUAL

TYPE 1

ChECK VAlVE

TYPE 2 CARTRIDGE VAlVE ASSEMBlY

INlET CONNECTOR METERING CARTRIDGE ASSEMBlY

INlET CONNECTOR COlOR BAND (BlUE OR NATURAl)

SUPPORT

SUPPORT

METERING SET

METERING SET

FUEl NOZZlE TYPES

CTC--0-0


TOC

COlOR BAND (BlUE OR NATURAl)



Page 215 May 07

CFM56-5A/-5B

TRAINING MANUAL

fuel nozzle Basically, all fuel nozzle models are similar, provide the same operational performances, and are mounted and connected to the engine in an identical manner. However, four nozzles located in the pilot burning area in the combustion chamber, on either side of the spark plugs, have a wider primary spray angle. The wider spray angle is incorporated to improve altitude re-light capability. To facilitate identification of the nozzle type, a colour band is installed on the nozzle body. The colour name is also engraved on the band. - Blue colour band and engraved “BLUE” on the 16 regular fuel nozzles. - Natural colour band and engraved “NATURAL” on the 4 wider spray fuel nozzles.


TOC


Page 216 May 07

CFM56-5A/-5B

TRAINING MANUAL

PRIMARY FlOW 64° (BlUE BAND)

x 16

PRIMARY FlOW x4

89°

SPARK PlUGS

WIDER FUEl NOZZlES (NATURAl BAND)

8 O'ClOCK

4 O'ClOCK WIDER FUEl NOZZlES (NATURAl BAND)

FUEl NOZZlE IDENTIFICATION

CTC--0-0


TOC



Page 217 May 07

CFM56-5A/-5B

TRAINING MANUAL

fuel nozzle Fuel nozzle operation (continued) From the nozzle inlet, fuel passes through the inlet filter and accumulates within the cartridge assembly. Around 15 psig, the fuel opens the check valve. It is sent to the central area of the metering set which calibrates the spray pattern of the primary fuel flow (narrow angle). When the fuel pressure reaches about 120 psig, it opens the flow divider metering valve and the fuel goes through the outer tube of the support to another port in the metering set. This port calibrates the spray pattern of the secondary fuel flow (wider angle of 125°).


TOC


Page 218 May 07

CFM56-5A/-5B

TRAINING MANUAL

METERING SET CARTRIDGE ASSEMBlY

PRIMARY ChECK VAlVE FUEl

125° INlET FIlTER

64°/89°

SECONDARY FlOW DIVIDER VAlVE

SECONDARY FUEl FlOW

FUEl NOZZlE OPERATION

CTC--0-0


TOC

PRIMARY FUEl FlOW



Page 219 May 07

CFM56-5A/-5B

TRAINING MANUAL



TOC


Page 220 May 07

CFM56-5A/-5B

TRAINING MANUAL

IDG OIL COOLER


TOC


IDG OIL COOLER ENGINE SYSTEMS

Page 221 May 07

CFM56-5A/-5B

TRAINING MANUAL

IDG OIL COOLER The Integrated Drive Generator (IDG) oil cooler uses the HMU by-pass fuel flow to cool down the oil used in the IDG mechanical area.

(-5A, -5B): The interfaces are:

(-5B):

- The fuel supply and return lines.

The IDG oil cooler is located on the fan case, just above the engine oil tank, between the 9 and 10 o’clock positions.

- The oil supply and return lines.

The unit consists of a matrix providing the heat exchange operation, a housing, and a cover enclosing a by-pass valve.

After the heat exchange, the fuel returns to the inlet of the main oil/fuel heat exchanger, and the oil goes back to the IDG.

(-5A): The IDG oil cooler is installed on the fan case at the 5.30 clock position, in front of the AGB. The IDG oil cooler is of the tubular type, and consists of a removable core, a housing, and a cover. The housing includes a pressure relief valve connected in parallel with the fuel inlet and outlet ports.


TOC


Page 222 May 07

CFM56-5A/-5B

TRAINING MANUAL

- 5B INTEGRATED DRIVE GENERATOR

BY-PASS VAlVE OIl IN

OIl OUT hMU MATRIx (INSIDE) FUEl IN

FUEl OUT hOUSING MAIN OIl/FUEl hEAT ExChANGER

DRAIN PlUG

COVER

IDG OIl COOlER DESIGN (-5B)

CTC--0-0


TOC



Page 223 May 07

CFM56-5A/-5B

TRAINING MANUAL



TOC


Page 224 May 07

CFM56-5A/-5B

TRAINING MANUAL


- 5A

CORE INSIDE

FUEl “OUT” FUEl “IN”

hMU

hOUSING COVER

OIl “OUT”

INTEGRATED DRIVE GENERATOR

OIl “IN”

DRAIN PlUG

IDG OIl COOlER DESIGN (-5A)

CTC--0-00


TOC



Page 225 May 07

CFM56-5A/-5B

TRAINING MANUAL

IDG OIL COOLER There are two different flows within the unit, the fuel flow and the IDG oil flow. (-5B): The fuel flows inside a tube bundle and the oil circulates around the tube bundle to transfer heat to the fuel. If the pressure drop is greater than 24 psid inside the matrix, a valve opens and by-passes the matrix. (-5A): The core consists of a cylinder, containing fuel tubes attached to end plates. It includes baffles which provide oil and fuel circulation paths. The housing features one “fuel in” and one “fuel out” port, and a pressure relief valve connected in parallel with the fuel inlet and outlet ports, to bypass fuel directly towards the heat exchanger if the differential pressure reaches 20.3 psid.


TOC


Page 226 May 07

CFM56-5A/-5B

IDG OIl COOlER

TRAINING MANUAL

FUEl

IDG OIl COOlER

IDG

OIl TEMP

IDG

IDG OIl COOlER OPERATION

CTC--00-0


TOC



Page 227 May 07

CFM56-5A/-5B

TRAINING MANUAL



TOC


Page 228 May 07

CFM56-5A/-5B

TRAINING MANUAL

FUEl

IDG OIl COOlER

IDG

OIl TEMP

IDG

FWD FAN FRAME

IDG OIl COOlER

CTC---00

IDG OIl COOlER OPERATION (-5A)


TOC



Page 229 May 07

CFM56-5A/-5B

TRAINING MANUAL



TOC


Page 230 May 07

CFM56-5A/-5B

TRAINING MANUAL

FUEL RETURN VALVE


TOC


FUEL RETURN VALVE ENGINE SYSTEMS

Page 231 May 07

CFM56-5A/-5B

TRAINING MANUAL

fuel return valve The Fuel Return Valve (FRV) returns part of the fuel to the A/C tanks to increase the cooling efficiency of the fuel/IDG oil cooler. (-5B): The FRV is mounted on a bracket on the left hand side of the fan inlet case, at the 10 o’clock position, above the IDG oil cooler. The interfaces are: - The fuel return line to the A/C. - The fuel drain tube. - The fuel pump HP tube. - The fuel pump LP tube (cold fuel). - The IDG cooler inlet tube (hot fuel). - Two electrical connectors linked to the ECU.


TOC

(- 5A): The FRV is mounted on a bracket on the left hand side of the fan inlet case, at the 8.30 o’clock position, next to the oil tank. The interfaces are: - The fuel return line to the A/C. - The shut-off signal tube (PSTOP). - The fuel pump HP tube (Psf). - The fuel pump LP tube (cold fuel). - The IDG cooler inlet tube (hot fuel). - Two electrical connectors linked to the ECU.


Page 232 May 07

CFM56-5A/-5B

TRAINING MANUAL

- 5B

TO A/C

FAN CASE BRACKET

TO FUEl DRAIN FROM hP FUEl PUMP

FROM IDG COOlER

CONNECTOR ChANNEl A

CONNECTOR ChQNNEl B

FROM lP FUEl PUMP hOT CTC--0-0

FUEl RETURN VAlVE INTERFACE (-5B)


TOC

COlD



Page 233 May 07

CFM56-5A/-5B

TRAINING MANUAL



TOC


Page 234 May 07

CFM56-5A/-5B

TRAINING MANUAL

RETURN TO AIRCRAFT TANK

- 5A

FUEl RETURN TUBE

OIl TANK

FWD

PSF COlD FUEl

P STOP (SOV)

FUEl RETURN VAlVE

ECU

FUEl RETURN VAlVE (-5A)

CTC---00


TOC

hOT FUEl



Page 235 May 07

CFM56-5A/-5B

TRAINING MANUAL

fuel return valve Inside the FRV, cold fuel from the fuel pump LP stage outlet is mixed with the warm fuel returning from the IDG oil cooler. This is to limit the temperature of the fuel going back to the A/C tank. A shut-off system is provided to isolate the engine fuel circuit from the A/C fuel tank return circuit. The FRV is fuel operated and electrically controlled through the ECU control logic. Two levels of fuel flow can be returned to the A/C. It is the ECU logic that determines which level needs to be returned.


TOC


Page 236 May 07

CFM56-5A/-5B

TRAINING MANUAL

ECU

FUEl RETURN VAlVE FROM lP STAGE OF PUMP

COlD FlOW lOW FlOW

FROM IDG OIl COOlER

FlOW ShUT-OFF SYSTEM

RETURN CIRCUIT TO ThE A/C

hIGh FlOW hOT FlOW

CTC--0-0

FUEl RETURN VAlVE OPERATION


TOC



Page 237 May 07

CFM56-5A/-5B

TRAINING MANUAL

fuel return valve Modulated idle The High return fuel flow may, in some cases, not be enough to cool down the engine oil temperature. Therefore, the engine minimum idle speed may be increased to create a higher fuel flow, resulting in more effective oil cooling in the main oil/fuel heat exchanger. The modulated idle operation depends upon the oil temperature and the A/C ground or flight condition. On ground, no IDG modulated idle is required. In flight, the modulated idle operation is set when the oil temperature reaches about 105°C. Corrected N2 speed (N2K25) then accelerates, according to a linear schedule, up to a specific value (IDLE 2), which corresponds to an oil temperature of about 130°C.


TOC


Page 238 May 07

CFM56-5A/-5B

TRAINING MANUAL

FlIGhT N2K25

IDlE 2

IDlE 1

TEMP 1

CTC--0-0

OIl TEMP. °C

IDG OIl COOlING - MODUlATED IDlE CONTROl


TOC

TEMP 2



Page 239 May 07

CFM56-5A/-5B

TRAINING MANUAL



TOC


Page 240 May 07

CFM56-5A/-5B

TRAINING MANUAL

AIR SYSTEM


TOC


AIR SYSTEM engine systems

Page 241 May 07

CFM56-5A/-5B

TRAINING MANUAL



TOC

air system engine systems

Page 242 May 07

CFM56-5A/-5B

TRAINING MANUAL

ENGINE AIR SYSTEM


TOC


ENGINE AIR SYSTEM ENGINE SYSTEMS

Page 243 May 07

CFM56-5A/-5B

TRAINING MANUAL

ENGINE AIR SYSTEM Air system purposes The purposes of ventilation are numerous: For the aircraft, it must ensure: - Thrust. - Customer bleeds. For engine integrity, it must ensure: - Internal cooling to protect parts from overtemperature. - Pressurization of the main engine sumps to limit engine oil consumption. - Balancing of bearing forces. There are also some ECU-controlled systems that increase the engine stall margin and improve the performance of compressors: - VSV. - VBV. - TBV (-5B only). And there are also systems that improve the efficiency of both turbines, also controlled by the FADEC: - Clearance control system for the HPT. - Clearance control system for the LPT. EFFECTIVITY ALL CFM56-5A/-5B FOR A318-A319-A320-321 CFMI Proprietary Information

TOC


Page 244 May 07

CFM56-5A/-5B

TRAINING MANUAL

- 5B

ThRUST

BlEEDS

COOlING & hOT GAS PROTECTION

SUMP PRESSURIZATION

AIRCRAFT/ENGINE

ENGINE

BEARING FORCES BAlANCING

VBV

* TBV

VSV

VARIABlE GEOMETRY (ENGINE)

hPTCC

lPTCC

ClEARANCE CONTROl (ENGINE)

* ON -5B ONlY

CTC---00

AIR SYSTEM PURPOSES (-5B ShOWN)


TOC



Page 245 May 07

CFM56-5A/-5B

TRAINING MANUAL



TOC


Page 246 May 07

CFM56-5A/-5B

TRAINING MANUAL

bearing lubrication and sump sealing principle


TOC


BRG LUBRICATION & SUMP sealing engine systems

Page 247 May 07

CFM56-5A/-5B

TRAINING MANUAL

bearing lubrication & sump sealing principle Sump philosophy The engine has 2 sumps; the forward and aft. The forward sump is located in the cavity provided by the fan frame and the aft sump is located in the cavity provided by the turbine frame. The sumps are sealed with labyrinth type oil seals, which must be pressurized in order to ensure that the oil is retained within the oil circuit and, therefore, minimize oil consumption. Pressurization air is extracted from the primary airflow (booster discharge) and injected between the two labyrinth seals. The air, looking for the path with the least resistance, flows across the oil seal, thus preventing oil from escaping. Any oil that might cross the oil seal is collected in a cavity between the two seals and routed to drain pipes. Once inside the oil sump cavity, the pressurization air becomes vent air and is directed to an air/oil rotating separator and then, out of the engine through the center vent tube, the rear extension duct and the flame arrestor. EFFECTIVITY ALL CFM56-5A/-5B FOR A318-A319-A320-321 CFMI Proprietary Information

TOC


Page 248 May 07

CFM56-5A/-5B

TRAINING MANUAL

- 5B PRESSURIZING PORT

OIl JET OIl SEAl AIR SEAl

- 5A AIR TO CENTER VENT

AIR SEAl

OIl SEAl OIl SEAl

DRAIN

AIR SEAl CTC--0-0

SCAVENGE

BEARING lUBRICATION AND SUMPS SEAlING PRINCIPAlE


TOC

ROTATING AIR/OIl SEPARATOR



Page 249 May 07

CFM56-5A/-5B

TRAINING MANUAL



TOC


Page 250 May 07

CFM56-5A/-5B

TRAINING MANUAL

VARIABLE GEOMETRY CONTROL SYSTEM


TOC


VARIABLE GEOMETRY CONTROL SYSTEM Page 251 ENGINE SYSTEMS

May 07

CFM56-5A/-5B

TRAINING MANUAL

variable geometry control system The variable geometry control system is designed to maintain satisfactory compressor performance over a wide range of operation conditions. The system consists of: - A Variable Bleed Valve (VBV) system, located downstream from the booster. - A Variable Stator Vane (VSV) system, located within the first stages of the HPC. The compressor control system is commanded by the ECU and operated through HMU hydraulic signals.

At low speed, the LP compressor supplies a flow of air greater than the HP compressor can accept. To establish a more suitable air flow, VBV’s are installed on the contour of the primary airflow stream, between the booster and the HPC. At low speed, they are fully open and reject part of the booster discharge air into the secondary airflow, preventing the LPC from stalling. At high speed, the VBV’s are closed. The HPC is equipped with one Inlet Guide Vane (IGV) stage and three VSV stages. An actuation system changes the orientation of the vanes to provide the correct angle of incidence to the air stream at the blades leading edge, improving HPC stall margins.


TOC


May 07

CFM56-5A/-5B

TRAINING MANUAL

- 5B

- 5A

VARIABlE BlEED VAlVES (VBV) SlIDE

INlET GUIDE VANES (IGV) VARIABlE STATOR VANES (VSV)

COMPRESSOR CONTROl DESIGN

CTC--0-0


TOC



May 07

CFM56-5A/-5B

TRAINING MANUAL



TOC


May 07

CFM56-5A/-5B

TRAINING MANUAL

VARIABLE BLEED VALVE


TOC


variable bleed valve engine systems

Page 255 May 07

CFM56-5A/-5B

TRAINING MANUAL

variable bleed valve The purpose of the Variable Bleed Valve (VBV) system is to regulate the amount of air discharged from the booster into the inlet of the HPC. To eliminate the risk of booster stall during low power conditions, the VBV system by-passes air from the primary airflow into the secondary. It is located within the fan frame mid-box structure and consists of: - A fuel gear motor. - A stop mechanism. - A master bleed valve. - Eleven variable bleed valves. - Flexible shafts. - A feedback sensor (RVDT). The ECU calculates the VBV position and the HMU provides the necessary fuel pressure to drive a fuel gear motor, through a dedicated servo valve. EFFECTIVITY ALL CFM56-5A/-5B FOR A318-A319-A320-321 CFMI Proprietary Information

TOC


Page 256 May 07

CFM56-5A/-5B

TRAINING MANUAL

VIEW

11 VARIABlE BlEED VAlVES

A

2:30 ClOCK POSITION

A

FEEDBACK ROD FEEDBACK SENSOR (RVDT)

1 MASTER BlEED VAlVE

3:30 ClOCK POSITION

FUEl GEAR MOTOR

MAIN FlExIBlE ShAFT (NOT VISIBlE)

FWD

STOP MEChANISM

VBV SYSTEM

CTC--0-0


TOC



Page 257 May 07

CFM56-5A/-5B

TRAINING MANUAL

variable bleed valve Fuel gear motor The fuel gear motor transforms high pressure fuel flow into rotary driving power to position the master bleed valve, through a screw in the stop mechanism. The fuel gear motor is a positive displacement gear motor secured on the stop mechanism rear flange. It has 2 internal spur gears, supported by needle bearings. Sealing of the drive gear shaft is provided by carbon seals. A secondary lip seal is installed on the output shaft and a drain collects any internal fuel leaks which could occur. The fuel flow sent to the gear motor is constantly controlled by the ECU, via the fuel control valve of the HMU.


TOC


Page 258 May 07

CFM56-5A/-5B

TRAINING MANUAL

ATTACHING POINTS TO STOP MECHANISM O-RING SEAL

FUEL GEAR MOTOR

SECONDARY LIP SEAL

CARBON SEALS

OUTPUT SHAFT SHROUDED FUEL LINE CONNECTIONS

STOP MECHANISM

GEAR

VBV OPEN PORT TUBE

BEARING VBV CLOSED PORT TUBE

FUEL GEAR MOTOR

CTC-211-088-01


TOC



Page 259 May 07

CFM56-5A/-5B

TRAINING MANUAL

variable bleed valve Stop mechanism The stop mechanism limits the number of revolutions of the gear motor to the exact number required for a complete cycle (opening and closing) of the VBV doors. This function supplies the reference closed position to install and adjust the VBV system. The stop mechanism is located between the gear motor and the master ball screw actuator. Its main components are: - A flexible drive shaft, which connects the gear motor to the master ballscrew actuator. - A follower nut, which translates along a screw and stops the rotation of the gear motor when it comes into contact with “dog stops”, installed on both ends of the screw. A location is provided on its aft end for installation of a position sensor. An engraved arrow indicates the direction of rotation to adjust the stop mechanism to the reference closed position. EFFECTIVITY ALL CFM56-5A/-5B FOR A318-A319-A320-321 CFMI Proprietary Information

TOC


Page 260 May 07

CFM56-5A/-5B

TRAINING MANUAL

STOP MECHANISM

VIEW

A

E

OS

CL

FWD

A

DOG STOPS

FAN FRAME

PROTECTIVE BOOT FUEL GEAR MOTOR

MAIN FLEXIBLE DRIVE SHAFT FOLLOWER NUT SCREW

VBV STOP MECHANISM

CTC-211-089-02


TOC



Page 261 May 07

CFM56-5A/-5B

TRAINING MANUAL

variable bleed valve Master bleed valve

Variable Bleed Valves

The master bleed valve and ballscrew actuator assembly is the unit which transmits the driving input from the gear motor to the 11 remaining variable bleed valves.

The 11 variable bleed valves are located in the fan frame mid-box structure in between the fan frame struts.

It is located between struts 10 and 11 in the fan frame mid-box structure. Its main components are: - A speed reduction gearbox. - A ballscrew actuator, linked to a hinged door. Speed is reduced through 1 pair of spur gears and by 2 pairs of bevel gears. The bevel gears drive the ballscrew. Axial displacement of the ballscrew’s translating nut is transmitted to the door by 2 links. A lever, integral with the hinged door, is connected to a feedback rod which transmits the angular position of the door to a sensor (RVDT).


TOC

They feature the same internal design as the master ballscrew assembly, but have only one reduction gear instead of two. They operate in synchronization with the master ballscrew actuator, which provides the input through a flexible drive shaft linkage. (-5B): SAC non/P configurations are not fitted with fairings and scoops. (-5A): VBV systems are fitted with fairings and scoops. NOTE: VBV systems are fitted with fairings and scoops for DAC and /P configurations only.


Page 262 May 07

CFM56-5A/-5B

TRAINING MANUAL

MAIN FLEXIBLE SHAFT SOCKET VARIABLE BLEED VALVE

FLEXIBLE SHAFT SOCKET

BALLSCREW MASTER BLEED VALVE BALLSCREW ACTUATOR DOOR POSITION FEEDBACK INDICATOR

SPEED REDUCTION GEARBOX FLEXIBLE SHAFT SOCKET INPUT SHAFT SOCKET

TRANSLATING NUT PROTECTING BOOT

FLEXIBLE SHAFT SOCKET

SEAL

MASTER BLEED VALVE DESIGN

CTC-211-090-01


TOC

LINK



Page 263 May 07

CFM56-5A/-5B

TRAINING MANUAL

variable bleed valve Main drive shaft

Flexible shafts

The main drive shaft is a flexible and unshielded power core which has a hexagonal fitting on one end and a splined end fitting on the other.

The flexible shafts are installed between the variable bleed valves and are unshielded power cores, which have a hexagonal fitting on one end and a double square fitting on the other.

A spring is attached to the splined end, to hold the shaft assembly in position during operation, and also help removal and installation of the shaft. It is installed between the gear rotor, which drives it, and the master bleed valve.

A spring is attached to the hexagonal end, to hold the shaft assembly in position during operation, and also help shaft removal and installation. Ferrules are installed in the struts of the engine fan frame to guide and support the flexible shafts during operation. Slides There are 10 slides, with 2 missing at T25 sensor and master VBV locations.


TOC


Page 264 May 07

CFM56-5A/-5B

TRAINING MANUAL

A

FWD

SLIDE

VIEW

A

B VIEW

B MAIN DRIVE SHAFT

CTC-211-091-01

MAIN FLEXIBLE SHAFT AND INTER-CONNECTING FLEXIBLE SHAFT


TOC

INTER-CONNECTING FLEXIBLE SHAFT (TYPICAL)



Page 265 May 07

CFM56-5A/-5B

TRAINING MANUAL

variable bleed valve Bleed valve position sensor The bleed valve position sensor transmits the angular position of the VBV doors to the ECU by an electrical feedback signal. It is a Rotary Variable Differential Transducer (RVDT), and is mounted onto the stop mechanism. It has two marks which should be aligned when the system is adjusted to the reference closed position. The adjustment is made through the feedback rod connecting the master bleed valve to the transducer’s feedback lever.


TOC


Page 266 May 07

CFM56-5A/-5B

TRAINING MANUAL

FEEDBACK LEVER FEEDBACK ROD

ALIGNMENT MARK

BLEED VALVE POSITION SENSOR

CTC-211-092-01


TOC



Page 267 May 07

CFM56-5A/-5B

TRAINING MANUAL

variable bleed valve Using engine parameters, the ECU calculates the VBV position, according to internal control laws. An electrical signal is sent to the HMU torque motor to position a servo valve, which adjusts the fuel pressure necessary to drive the gear motor. The gear motor transforms the fuel pressure into rotary torque to actuate the master bleed valve. The stop mechanism mechanically limits the opening and closing of the master bleed valve. The master bleed valve drives the 11 variable bleed valves, through a series of flexible shafts. The flexible shafts ensure that the VBV’s remain fully synchronized throughout their complete stroke. A feedback rod is attached between the master bleed valve and the feedback transducer, which transforms the angular position of the master bleed valve into an electrical signal for the ECU.


TOC


Page 268 May 07

CFM56-5A/-5B

TRAINING MANUAL

POSITION FEEDBACK FWD

FEEDBACK SENSOR

FEEDBACK-ROD

ECU SERVOCONTROL VALVE

HP

HMU

FUEL MASTER BLEED VALVE FUEL GEAR MOTOR

STOP MECHANISM

VARIABLE BLEED VALVE

CTC-211-087-01

VARIABLE BLEED VALVE SYSTEM OPERATION


TOC



Page 269 May 07

CFM56-5A/-5B

TRAINING MANUAL



TOC


Page 270 May 07

CFM56-5A/-5B

TRAINING MANUAL

VARIABLE STATOR VANE


TOC


variable stator vane engine systems

Page 271 May 07

CFM56-5A/-5B

TRAINING MANUAL

Variable stator vane The Variable Stator Vane (VSV) system positions the HPC stator vanes to the appropriate angle to optimize HPC efficiency. It also improves the stall margin during transient engine operations. The VSV position is calculated by the ECU using various engine parameters, and the necessary fuel pressure is delivered by the HMU dedicated servo valve. The VSV system is located at the front of the HP compressor.


TOC

The system consists of: - A series of actuators and bellcrank assemblies, on both sides of the HPC case. - Two hydraulic actuators. - Two feedback sensors, installed in the actuators. - Two bellcrank assemblies. - Four actuation rings (made in 2 halves). - Variable stator stages, located inside the HPC case. - Inlet Guide Vane (IGV). - Variable Stator Vane (VSV) stages1-2-3.


Page 272 May 07

CFM56-5A/-5B

TRAINING MANUAL

VARIABlE STATOR VANE ACTUATOR

ACTUATION RINGS

hP COMPRESSOR CASE BEllCRANK ASSEMBlIES

VSV SYSTEM lOCATION

CTC--0-0


TOC



Page 273 May 07

CFM56-5A/-5B

TRAINING MANUAL

variable stator vane VSV actuators The actuators, located at the 2 and 8 o’clock positions on the HPC case, provide an output force and motion to the VSV system, in response to fuel pressure. They are single ended, uncushioned, hydraulic cylinders, able to apply force in both directions. Piston stroke is controlled by internal stops. The piston incorporates a capped, preformed packing to prevent cross-piston leakage and a wiper is provided to ensure the piston rod is dirt free. The rod end features a dual-stage seal with a drain port and, at the end of the piston, there is an extension, which houses a bearing seat. For cooling purposes, the head end of the piston has an orifice that allows the passage of fuel. The VSV actuator is self-purging. Each actuator has an LVDT to provide actual position feedback to the ECU. EFFECTIVITY ALL CFM56-5A/-5B FOR A318-A319-A320-321 CFMI Proprietary Information

TOC


Page 274 May 07

CFM56-5A/-5B

TRAINING MANUAL

SENSOR CONNECTOR PISTON

DRAIN PORT

SEAl

COOlING ORIFICE

hEAD PORT (VSV ClOSED)

ROD PORT (VSV OPEN)

lINEAR VARIABlE DIFFERENTIAl TRANSDUCER (lVDT)

VSV ACTUATOR

CTC---00


TOC



Page 275 May 07

CFM56-5A/-5B

TRAINING MANUAL

variable stator vane VSV linkage system Each VSV actuator is connected through a clevis link and a bellcrank assembly to a master rod. The vane actuation rings are linked to the master rod in the bellcrank assembly, through slave rods. The actuation ring halves, which are connected at the splitline of the compressor casing, rotate circumferentially about the horizontal axis of the compressor. Movement of the rings is transmitted to the individual vanes, through vane actuating levers.


TOC


Page 276 May 07

CFM56-5A/-5B

TRAINING MANUAL

ACTUATION RINGS (x4)

FWD SlAVE RODS (x4)

MASTER ROD VSV ACTUATOR

VSV lINKAGE SYSTEM

CTC--0-0


TOC



Page 277 May 07

CFM56-5A/-5B

TRAINING MANUAL

variable stator vane According to sensor signals, the ECU computes the appropriate VSV actuator position. The two actuators move the 4 actuation rings to change the angular position of the vanes. Two electrical feedback sensors (Linear variable differential transducers, LVDT), one per actuator, transmit the VSV position to the ECU to close the control loop. The right handside feedback sensor is connected to channel A and the left handside feedback sensor to channel B.


TOC


Page 278 May 07

CFM56-5A/-5B

TRAINING MANUAL

ECU

VSV FEEDBACK VSV TORQUE MOTOR ROD (OPEN)

hMU hEAD (ClOSED)

VSV ACTUATING RING

lVDT VSV ACTUATOR

BEllCRANK

VSV SYSTEM DESIGN

CTC---00


TOC



Page 279 May 07

CFM56-5A/-5B

TRAINING MANUAL



TOC


Page 280 May 07

CFM56-5A/-5B

TRAINING MANUAL

TRANSIENT BLEED VALVE (-5B ONLY)


TOC


TRANSIENT BLEED VALVE ENGINE SYSTEMS

Page 281 May 07

CFM56-5A/-5B

TRAINING MANUAL

transient bleed valve (-5b) The Transient Bleed Valve (TBV) system improves the HPC stall margin during engine starting and rapid transient (acceleration and deceleration). Using engine input parameters, the ECU logic calculates when to open or close the TBV to duct HPC 9th stage bleed air, in order to give optimum stability for transient mode operations. The 9th stage bleed air is ducted to the LPT stage 1 nozzle, providing an efficient start stall margin. The ECU, working through the HMU, controls the TBV position. The TBV system consists of: - The TBV, located on the HPC case, between the 7 and 8 o’clock positions. - The 9th stage air IN and OUT pipes.


TOC


Page 282 May 07

CFM56-5A/-5B

TRAINING MANUAL

- 5B 9Th STAGE IN

9Th STAGE OUT

TBV

CTC--0-0

TBV SYSTEM lOCATION (-5B ONlY)


TOC



Page 283 May 07

CFM56-5A/-5B

TRAINING MANUAL

transient bleed valve (-5b) The TBV is a two-position, fuel-actuated butterfly valve that consists of: - An actuator. - A 9th stage air butterfly valve. - Two LVDT electrical connectors. - A thermal shield. - A fuel manifold mount flange. The TBV includes a linear actuator linked to a butterfly valve. The actuator is attached to a fuel port pad that has three holes: - Fuel drain. - Pcr to Head end. - Pb or Pc to Rod end. The two electrical connectors are directly fitted on the TBV actuator. The TBV operational actuation is: - Either fully closed. - Or fully open.


TOC


Page 284 May 07

CFM56-5A/-5B

TRAINING MANUAL

- 5B BUTTERFlY VAlVE 9Th STAGE

ThERMAl ShIElD

ACTUATOR

FUEl MANIFOlD MOUNTING FlANGE ChANNEl A Pcr TO hEAD END

CTC---00

ChANNEl B FUEl DRAIN

TBV FUEl DISTRIBUTION (-5B ONlY)


TOC

Pc OR Pb TO ROD END



Page 285 May 07

CFM56-5A/-5B

TRAINING MANUAL



TOC


Page 286 May 07

CFM56-5A/-5B

TRAINING MANUAL

CLEARANCE CONTROL


TOC


CLEARANCE CONTROL ENGINE SYSTEMS

Page 287 May 07

CFM56-5A/-5B

TRAINING MANUAL

CLEARANCE CONTROL Clearance control principle A clearance is the gap between a rotor and a stator. For example: - At the tip of the interstage labyrinth seals in compressors. - At the tip of the rotating blades in compressors or turbines. The clearances cannot be null because rotor/stator contact induces wear of the parts as well as important thermal heating. But it is important to minimize the value of clearances because they induce loss in the aerodynamic efficiency of the engine. A reduced gap between rotor and stator leads more air in a compressor and more gas in a turbine to flow around the airfoils, thereby increasing engine efficiency. The purpose of clearance control is to find the best compromise between the two phenomena.


TOC

Clearance control can be achieved in various ways: - By an accurate design (structural clearances, forced cooling) - Through active clearance systems, controlled by the ECU. An efficient clearance control will lead to a lower fuel consumption, leading to an improved specific fuel consumption and lower EGT, and so to extended on-wing operation. The economical impact will be beneficial for the airlines.


Page 288 May 07

CFM56-5A/-5B

STRUCTURAl ClEARANCE CONTROl

FORCED COOlING

TRAINING MANUAL

ACTIVE ClEARANCE CONTROl

lOWER FUEl CONSUMPTION

IMPROVED SPECIFIC FUEl CONSUMPTION & lOWER EGT

ExTENDED ON WING OPERATION

ECONOMICAl IMPACT

CTC---00

ClEARANCE CONTROl PRINCIPlE


TOC



Page 289 May 07

CFM56-5A/-5B

TRAINING MANUAL



TOC


Page 290 May 07

CFM56-5A/-5B

TRAINING MANUAL

HIGH PRESSURE TURBINE CLEARANCE CONTROL


TOC


HPT CLEARANCE CONTROL ENGINE SYSTEMS

Page 291 May 07

CFM56-5A/-5B

TRAINING MANUAL

HIGH PRESSURE TURBINE CLEARANCE CONTROL The HPTCC system optimizes HPT efficiency through active clearance control between the turbine rotor and shroud and reduces compressor load during starting and transient engine conditions. (-5B): The HPTCC system uses bleed air from the 4th and 9th stages to cool down the HPT shroud support structure in order to: - Maximize turbine efficiency during cruise. - Minimize the peak EGT during throttle burst. (-5A): The HPTCC system uses bleed air from the 5th and 9th stages to cool down the HPT shroud support structure in order to: - Maximize turbine efficiency during cruise. - Minimize the peak EGT during throttle burst. The system also includes a start bleed feature, which provides a high level of 9th stage HPC bleed air for increased start stall margin.


TOC

(-5A, -5B): The HPTCC valve is located on the engine core section at the 3 o’clock position. This is a closed loop system, using the valve position status as feedback. The ECU uses various engine and aircraft sensor information to take into account the engine operating range and establish a schedule. A thermocouple, located on the right hand side of the HPT shroud support structure, provides the ECU with temperature information. To control the temperature of the shroud at the desired level, the ECU calculates a valve position schedule. This valve position is then sent by the ECU active channel as torque motor current to the HPTCC servo valve, within the HMU. The servo valve modulates the fuel pressure sent to command the HPTCC valve. Two sensors (LVDT), connected to the actuator, provide the ECU with position feedback signals and the ECU changes the valve position until the feedback matches the schedule demand.


Page 292 May 07

CFM56-5A/-5B

TRAINING MANUAL

- 5B

9Th STAGE BlEED AIR DUCT

FWD

DISChARGE MANIFOlD

hPTCC VAlVE

hPTCC SYSTEM lOCATION (-5B)

CTC--0-0


TOC

4Th STAGE BlEED AIR DUCT



Page 293 May 07

CFM56-5A/-5B

TRAINING MANUAL



TOC


Page 294 May 07

CFM56-5A/-5B

TRAINING MANUAL

- 5A

hPTCC DISChARGE MANIFOlD

START BlEED DISChARGE TUBE hPTCC VAlVE

FWD

hPTCC SYSTEM lOCATION (-5A)

CTC---00


TOC



Page 295 May 07

CFM56-5A/-5B

TRAINING MANUAL

HIGH PRESSURE TURBINE CLEARANCE CONTROL HPTCC valve (-5B): The HPTCC valve has integrated dual butterfly valves, driven by a single actuator which receives the fuel pressure from the HMU servo valve. Each butterfly valve controls its own dedicated compressor stage air pick-up. The two airflows are mixed downstream of the valve and sent through a thermally insulated manifold to the HPT shroud support, at the 6 and 12 o’clock positions. The actuator position is sensed by a dual LVDT and sent to both channels of the ECU. The fuel pressure command from the HMU enters the valve at the Turbine Clearance Control (HPTCC) supply port. An intermediate pressure, Pcr, is applied on the opposite side of the valve actuator. There is a drain port on the valve to direct any fuel leaks towards the draining system. EFFECTIVITY ALL CFM56-5A/-5B FOR A318-A319-A320-321 CFMI Proprietary Information

TOC


Page 296 May 07

CFM56-5A/-5B

ChANNEl A ElECTRICAl CONNECTOR hOUSING ASSEMBlY

TRAINING MANUAL

- 5B

9Th STAGE INlET

ACTUATOR ASSEMBlY MOUNTING FOOT

lVDT CONNECTORS FUEl PORT PAD

TO hPTCC CAVITY

REFERENCE PRESSURE SUPPlY PORT DRAIN PORT hPTCC SUPPlY PORT

4Th STAGE VAlVE 9Th STAGE VAlVE

4Th STAGE INlET

hPTCC VAlVE (-5B)

CTC--0-0


TOC



Page 297 May 07

CFM56-5A/-5B

TRAINING MANUAL

HIGH PRESSURE TURBINE CLEARANCE CONTROL HPTCC valve (-5A): 5th and 9th stage compressor bleed air enters the HPTCC valve, where the two airflows are mixed. The fuel pressure command from the HMU enters the valve at the Turbine Clearance Control (HPTCC) supply port. An intermediate pressure, Pcr, is applied on the opposite side of the hydraulic piston within the valve. This position variation determines the mixture of 5th and 9th stage air to be ported to the HPT shroud support through the impingement manifold at 12 and 6 o’clock, and to the LPT stage 1 nozzle support cavity. The valve position is sensed by the dual LVDT and sent to both channels of the ECU, for closed loop control. A drain port on the valve directs any fuel leaks towards the draining system.


TOC


Page 298 May 07

CFM56-5A/-5B

- 5A

TRAINING MANUAL

hPTCC VAlVE

hPTCC OUTlET PORT

lPT OUTlET PORT OVERBOARD FUEl DRAIN PORT DRAIN PORT

ElECTRICAl CONNECTOR (lVDT ChANNEl A) 9Th STAGE INlET PORT

ElECTRICAl CONNECTOR (lVDT ChANNEl B)

5Th STAGE INlET PORT hPTCC SUPPlY PORT

FUEl PORT PAD

CTC---00

REFERENCE PRESSURE SUPPlY PORT

hPTCC VAlVE (-5A)


TOC



Page 299 May 07

CFM56-5A/-5B

TRAINING MANUAL



TOC


Page 300 May 07

CFM56-5A/-5B

TRAINING MANUAL

LOW PRESSURE TURBINE CLEARANCE CONTROL


TOC


LPT CLEARANCE CONTROL ENGINE SYSTEMS

Page 301 May 07

CFM56-5A/-5B

TRAINING MANUAL

low pressure turbine clearance control The LPTCC system uses fan discharge air to cool the LPT case during engine operation, in order to control the LPT rotor to stator clearances. It also protects the turbine case from over-temperature by monitoring the EGT. This ensures the best performance of the LPT at all engine ratings. The LPTCC system is a closed loop system, which regulates the cooling airflow sent to the LPT case, through a valve and a manifold. The LPTCC valve is located on the engine core section between the 4 and 5 o’clock positions. The LPTCC system consists of: - An air scoop. - The LPTCC valve. - An air distribution manifold. - Six LPT case cooling tubes. EFFECTIVITY ALL CFM56-5A/-5B FOR A318-A319-A320-321 CFMI Proprietary Information

TOC


Page 302 May 07

CFM56-5A/-5B

TRAINING MANUAL

- 5B AIR DISTRIBUTION MANIFOlD

lPTCC VAlVE

lPT CASE COOlING TUBES (x6)

AIR SCOOP

CTC--0-0

lPTCC SYSTEM lOCATION (-5B ShOWN)


TOC



Page 303 May 07

CFM56-5A/-5B

TRAINING MANUAL

LOW PRESSURE TURBINE CLEARANCE CONTROL LPTCC valve The LPTCC valve includes a linear actuator with a gear section, which rotates a butterfly valve shaft. The actuator is attached to a control plate, which has three holes. Two of these holes are used for valve actuation: - One hole ports modulated pressure from the servo valve to one side of the actuator. - The second hole ports Pcr pressure to the other side of the actuator. The modulated pressure is either greater, or smaller, than Pcr and determines the direction of the actuator motion. The third hole is a drain port designed to collect leakage from the actuator and direct it to the draining system. A dual RVDT sensor is fitted at one end of the butterfly valve shaft and supplies electrical signals proportional to the valve position. In the failsafe position, a built-in spring return system moves the valve to a mechanical stop. In this case, the valve is fully open. EFFECTIVITY ALL CFM56-5A/-5B FOR A318-A319-A320-321 CFMI Proprietary Information

TOC


Page 304 May 07

CFM56-5A/-5B

TRAINING MANUAL

A VIEW

AIR OUT (TO TURBINE)

A

DRAIN REFERENCE PRESSURE

DRAIN PORT

lPTCC SUPPlY PORT

RVDT CONNECTORS CTC---00

lPT ACTIVE ClEARANCE CONTROl VAlVE


TOC



Page 305 May 07

CFM56-5A/-5B

TRAINING MANUAL

LOW PRESSURE TURBINE CLEARANCE CONTROL According to a schedule from the ECU, an electrical order, proportional to the valve position demand, is first sent to the dedicated servo valve within the HMU. The servo valve changes the electrical information into fuel pressure and sends it to the LPTCC valve. Within the LPTCC valve, the actuator drives the butterfly, installed in the airflow. The butterfly valve position determines the amount of fan discharge air entering the manifold and cooling tube assembly. The built-in RVDT sensor sends the valve position to the ECU as feedback, to be compared with the position demand. If the valve position does not match the demand, the ECU sends an order, through the HMU, to change the valve state until both terms are equal.


TOC


Page 306 May 07

CFM56-5A/-5B

TRAINING MANUAL

hYDRAUlIC PRESSURE

ElECTRICAl ORDER

lPTCC

hMU ECU 15 J 4 J

6 8 J

J2

7 J1

J4 J10 J12 J13 J11 J9

5J J1 J J3

POSITION FEEDBACK

FAN

REGUlATED FAN AIR FlOW

AIR

lPT COOlING MANIFOlDS

lPTCC SYSTEM OPERATION

CTC--0-0


TOC



Page 307 May 07

CFM56-5A/-5B

TRAINING MANUAL



TOC


Page 308 May 07

CFM56-5A/-5B

TRAINING MANUAL

LUBRICATION SYSTEM


TOC


LUBRICATION SYSTEM engine systems

Page 309 May 07

CFM56-5A/-5B

TRAINING MANUAL



TOC

LUBRICATION SYSTEM engine systems

Page 310 May 07

CFM56-5A/-5B

TRAINING MANUAL

oils


TOC


OILS engine systems

Page 311 May 07

CFM56-5A/-5B

TRAINING MANUAL

oils Oils used for the operation of CFM56-5A/-5B engines follow the specifications listed in the AMM: - MIL-L-23699 (Type II) (Preferred) - MIL-L-7808 (Type I) Approved oil brands are defined in Service Bulletin SB79-001. NOTE: For service or service evaluation, airline operators wishing to use an oil brand that is not approved, should contact the CFM International (CFMI) Customer Support Manager prior to operating their engines.

Corrosion prevention Approved corrosion preventive oils or additives listed in the AMM can be used, under defined limits and conditions. Servicing WARNING: Type I and II oils are synthetic and can injure personnel. Follow safety precautions.

Without CFM concurrence, evaluation and/or engine operation of CFM56 engines with oil brands other than approved, will void the warranty and/or long-term material cost guarantees. NOTE: Do not mix different types of oils. In case of accidental mixing with a non-approved oil brand or a different type oil brand, precaution actions must be taken.


TOC

OILS engine systems

Page 312 May 07

CFM56-5A/-5B

TRAINING MANUAL

ThIS DATA IS FOR TRAINING PURPOSES ONlY. ThE lIST OF APPROVED MATERIAlS IS GIVEN IN ThE AIRCRAFT MAINTENANCE MANUAl.

USABlE OIlS

OIl TYPE I

OIl TYPE

II

OIl TYPE

II IS PREFERRED

DO NOT MIx TWO DIFFERENT OIl TYPES

OIl

CTC--0-00


TOC


OILS engine systems

Page 313 May 07

CFM56-5A/-5B

TRAINING MANUAL



TOC

OILS engine systems

Page 314 May 07

CFM56-5A/-5B

TRAINING MANUAL

oil general


TOC


OIL GENERAL ENGINE SYSTEMS

Page 315 May 07

CFM56-5A/-5B

TRAINING MANUAL

oil general The purpose of the oil system is to provide lubrication and cooling for gears and bearings located in the engine sumps and gearboxes. The system also supplies parameters to the ECU for FRV control, indicating and monitoring.


TOC


Page 316 May 07

CFM56-5A/-5B

TRAINING MANUAL

OIL SYSTEM

LUBRICATION

COOLING

DATA SUPPLY

BEARINGS

BEARINGS

ECU

GEARS

GEARS

INDICATING MONITORING

LUBRICATION GENERAL

CTC-211-191-00


TOC



Page 317 May 07

CFM56-5A/-5B

TRAINING MANUAL

oil general The oil system includes the following major components: - An oil tank, located on the left handside of the fan case. - An antisiphon device, close to the oil tank cover, on the left hand side of the tank. - A lubrication unit assembly, installed on the accessory gearbox. - A chip detecting system, installed on the lubrication unit. - A main oil/fuel heat exchanger, secured on the engine fuel pump.


TOC


Page 318 May 07

CFM56-5A/-5B

TRAINING MANUAL

- 5B VIEW A

A

- 5A ANTI-SIPhON DEVICE

OIl TANK


lUBRICATION UNIT CTC--0-0

OIl DISTRIBUTION COMPONENTS lOCATION


TOC



Page 319 May 07

CFM56-5A/-5B

TRAINING MANUAL

oil general (-5B): The oil system is self contained and may be split into the different circuits listed below: - Oil supply circuit. - Oil scavenge circuit. - Oil circuit venting. The oil is pumped from the oil tank by the supply area of the lubrication unit. Before entering the unit, the supply oil passes through the anti-siphon, which prevents the oil tank from getting emptied at engine shutdown. After being filtered, the oil is supplied to the engine sumps by three supply lines leading: - To the forward sump. - To the rear sump. - To the AGB-TGB.


TOC

There are four scavenge lines, one per sump, which collect the scavenge oil to deliver it to the lubrication unit scavenge area. After passing through the lube unit, the scavenge oil is returned through a unique outlet, and crosses the master chip detector, which triggers a visual pop-out indicator in case of contamination by magnetic particles. The oil is then cooled by engine fuel in the two fuel/oil heat exchangers before returning to the oil tank. A venting line connects the oil tank with the TGB and the main sumps to balance pressure between the different areas.


Page 320 May 07

CFM56-5A/-5B

ECAM OIl QTY INDICATION OIl PRESSURE TRANSMITTER

ECAM OIl PRESSURE INDICATION

OIl DIFFERENTIAl PRESSURE SWITCh

ECAM MIN OIl PRESSURE WARNING

ANTI SIPhON OIl TANK

ECAM OIl FIlTER ClOG INDICATION

ECAM OIl TEMP INDICATION

TRAINING MANUAL

FUEl/OIl hEAT ExChANGERS

FWD SUMP

FIlTERS lUBRICATION UNIT SUPPlY AREA

AGB

REAR SUMP

TGB VISUAl INDICATOR

lUBRICATION UNIT SCAVENGE AREA

MASTER ChIP DETECTOR

OIl DISTRIBUTION (-5B)

CTC--0-0


TOC



Page 321 May 07

CFM56-5A/-5B

TRAINING MANUAL

oil general (-5A): The oil system is self contained and may be split into the different circuits listed below: - Oil supply circuit. - Oil scavenge circuit. - Oil circuit venting. The oil is pumped from the oil tank by the supply area of the lubrication unit. Before entering the unit, the supply oil passes through the anti-siphon, which prevents the oil tank from getting emptied at engine shutdown. After being filtered, the oil is supplied to the engine sumps by three supply lines leading: - To the forward sump. - To the rear sump. - To the AGB-TGB.


TOC

There are four scavenge lines, one per sump, which collect the scavenge oil to deliver it to the lubrication unit scavenge area. Before entering the lube unit scavenge area, the scavenge oil crosses 4 magnetic chip detectors and a filter, which triggers a visual pop-out indicator in case of clogging. The oil is then cooled by engine fuel in the two fuel/oil heat exchangers before returning to the oil tank. A venting line connects the oil tank with the TGB and the main sumps to balance pressure between the different areas.


Page 322 May 07

CFM56-5A/-5B

ECAM OIl QTY INDICATION ANTI SIPhON OIl TANK

ECAM OIl TEMPERATURE INDICATION

OIl P xMTR


TRAINING MANUAL

ECAM OIl PRESSURE INDICATION ECAM MIN OIl PRESSURE WARNING

FWD SUMP

FIlTER lUBRICATION UNIT SUPPlY AREA lUBRICATION UNIT SCAVENGE AREA

FUEl/OIl hEAT ExChANGERS

VISUAl ClOGGING INDICATORS

AGB

REAR SUMP

TGB

FIlTER ECAM OIl FIlTER ClOG INDICATION

4MCD’s

OIl DISTRIBUTION (-5A)

CTC---00


TOC



Page 323 May 07

CFM56-5A/-5B

TRAINING MANUAL



TOC


Page 324 May 07

CFM56-5A/-5B

TRAINING MANUAL

OIL TANK


TOC


OIL TANK ENGINE SYSTEMS

Page 325 May 07

CFM56-5A/-5B

TRAINING MANUAL

oil tank The oil tank stores the engine oil and is installed on the fan case, at the 8 o’clock position, on one upper and two lower mounts with shock absorbers. The tank body is made of light alloy covered with a flame resistant coating to meet fireproof requirements. Five inner bulkheads add strength and reduce oil sloshing.

The tank has a pressure tapping connected to a low oil pressure switch and oil pressure transmitter, that are used in cockpit indicating. Next to this tapping, there is another which is similar and only used for test cells. Between engine start and running conditions, the oil level drops, due to the gulping effect.

The cover is a light alloy casting, bolted on the oil tank body. The tank has an oil inlet tube from the exchanger, an oil outlet to the lubrication unit and a vent tube. To replenish the oil tank, there are a gravity filling port, a remote filling port and an overflow port. A scupper drain ducts any oil spillage to the drain mast and a plug is provided for draining purposes.


TOC


Page 326 May 07

CFM56-5A/-5B

TRAINING MANUAL

VIEW

A

VENT TUBE

OIl INlET (FROM ExChANGER)

MOUNTS

A

OIl lEVEl TRANSMITTER

PRESSURE TAPPING FOR INDICATING SYSTEM

GRAVITY FIllING PORT

REMOTE OVERFlOW PORT

SCUPPER DRAIN lINE TO DRAIN MAST

REMOTE FIllING PORT MOUNTS

OIl TANK OIl OUTlET (TO lUBE UNIT)

OIl TANK

CTC--0-0


TOC

DRAIN PlUG



Page 327 May 07

CFM56-5A/-5B

TRAINING MANUAL

oil tank Oil tank servicing The oil tank can be serviced manually or with a remote pressure servicing unit. Use only approved oil, listed in the Aircraft Maintenance Manual (AMM). Oil level checks must be done within five to thirty minutes, after engine shutdown, due to oil volume changes. To avoid serious injury, the oil filler cap must not be opened until a minimum of 5 minutes has elapsed after engine shutdown.

Between 5 and 30 minutes after engine shutdown, the oil tank can be serviced with approved oil by pressure filling or gravity filling. - Pressure filling is accomplished by means of an external servicing unit. Pressurizing and return lines are connected to “fill” and “overfill” ports located on the front, right-hand side of the tank. Oil from the unit is then pumped into the tank through the fill port. By means of a stand pipe within the tank, oil will return to the servicing unit through the overfill port, indicating that the tank has been properly filled. - Gravity filling is accomplished through a manual self-sealing fill cap. The fill cap is opened and oil is poured directly from individual containers into the tank. The tank is considered fully serviced when the oil level within the tank reaches the shaded area of the sight glass.


TOC


Page 328 May 07

CFM56-5A/-5B

TRAINING MANUAL

OIl TANK FIllER CAP

CAP RETENTION ChAIN O-RING GRAVITY FIll PORT

SIGhT GlASS MAxIMUM lEVEl PRESSURE SERVICING PORTS OIl TANK DRAIN TUBE

OIl TANK SERVICING

CTC--0-00


TOC



Page 329 May 07

CFM56-5A/-5B

TRAINING MANUAL



TOC


Page 330 May 07

CFM56-5A/-5B

TRAINING MANUAL

ANTI-SIPHON


TOC


ANTI-SIPHON ENGINE SYSTEMS

Page 331 May 07

CFM56-5A/-5B

TRAINING MANUAL

anti-siphon The anti-siphon device prevents oil from the oil tank being siphoned into the accessory gearbox, during engine shutdown. Oil from the oil tank flows across the anti-siphon device, through its main orifice. During engine operation, the downstream oil pressure from the supply pump enters the anti-siphon device, through a restrictor. During engine shutdown, sump air is able to enter the anti-siphon device and inhibit the oil supply flow.


TOC


Page 332 May 07

CFM56-5A/-5B

TRAINING MANUAL

FWD SUMP

FROM FORWARD SUMP SUPPlY lINE

lUBE UNIT

TO lUBRICATION UNIT lUBRICATION UNIT SUPPlY lINE

SUPPlY lINE FROM OIl TANK FROM OIl TANK

ANTI-SIPhON

CTC--0-0


TOC



Page 333 May 07

CFM56-5A/-5B

TRAINING MANUAL



TOC


Page 334 May 07

CFM56-5A/-5B

TRAINING MANUAL

LUBRICATION UNIT


TOC


LUBRICATION UNIT ENGINE SYSTEMS

Page 335 May 07

CFM56-5A/-5B

TRAINING MANUAL

lubrication unit (-5B):

(-5A):

The lubrication unit has two purposes: - It pressurizes and filters the supply oil for lubrication of the engine bearings and gears. - It pumps in scavenge oil to return it to the tank.

The lubrication unit has three purposes: - It pressurizes and filters the supply oil for lubrication of the engine bearings and gears. - It pumps in scavenge oil to return it to the tank. - It circulates oil through the servo fuel heater and heat exchanger.

It is installed on the left hand side of the AGB front face. Externally, the lubrication unit has: - A suction port (from the oil tank). - Three supply ports (to fwd, aft, AGB-TGB sumps). - Four scavenge ports (aft and fwd sumps, TGB, AGB). - Four scavenge screen plugs. - An oil out port (to master chip detector). - A main oil supply filter. - A back-up filter. - Pads for the oil temperature sensor and the oil differential pressure switch. There is an alignment hole to align with a pin on the AGB to facilitate installation of the lube unit. (-5A, -5B):

It is installed on the left hand side of the AGB front face. Externally, the lubrication unit is a one-piece cast housing, which has: - A suction port (from the oil tank). - Three supply ports (to fwd, aft, AGB-TGB sumps). - Four scavenge ports (aft and fwd sumps, TGB, AGB). - Four magnetic chip detectors. - An oil out port (to main oil/fuel heat exchanger). - An oil supply filter. - A common scavenge filter. - Two filter clogging indicators. - Two filter bypass valves. - Provision plugs for downstream pressure and temperature measurement.

Internally, it has 5 pumps driven by the AGB, through a single shaft. One pump is dedicated to the supply circuit and four pumps to the scavenge circuits. EFFECTIVITY ALL CFM56-5A/-5B FOR A318-A319-A320-321 CFMI Proprietary Information

TOC


Page 336 May 07

CFM56-5A/-5B

OIl TEMP SENSOR TO FRONT SUMP

TRAINING MANUAL

- 5B

AGB

MAIN FIlTER

TO AGB-TGB O-RING

TO REAR SUMP ClAMP

FROM AFT SUMP (ENGRAVED REAR SUMP) FROM TGB FROM FWD SUMP (ENGRAVED FRONT SUMP)

OIl OUT PORT TO MASTER ChIP DETECTOR

FROM AGB

ClOGGING INDICATOR

SCAVENGE SCREEN PlUGS

BACK-UP FIlTER

AlIGNMENT hOlE

DRAIN PlUG

SUCTION FROM OIl TANK

lUBRICATION UNIT (-5B)

CTC--0-0


TOC



Page 337 May 07

CFM56-5A/-5B

TRAINING MANUAL



TOC


Page 338 May 07

CFM56-5A/-5B

TRAINING MANUAL

- 5A ChECK VAlVES

BYPASS VAlVES

OIl TO REAR SUMP

TEMPERATURE PROVISION PlUG

OIl TO AGB AND TGB

TGB AGB AFT SUMP FWD SUMP

SUCTION PORT

OIl TO FRONT SUMP

OIl OUT TO MAIN OIl/FUEl hEAT ExChANGER

DRIVE ShAFT

ClOGGING INDICATOR

ClOGGING INDICATOR

SUPPlY FIlTER ChIP DETECTOR hANDlING PlUGS

lUBRICATION UNIT (-5A)

CTC---00


TOC

MAIN SCAVENGE FIlTER



Page 339 May 07

CFM56-5A/-5B

TRAINING MANUAL

lubrication unit Supply filters

The back-up filter is a metallic, washable filter.

(-5B):

During normal operation, the oil flow, tapped at the main supply filter outlet, washes the back-up filter and goes back to the supply pump inlet, through a restrictor.

In the supply circuit, downstream from the pressure pump, oil flows through the supply system which includes, first, the main oil supply filter. A sensor, installed in between the upstream and downstream pressures of the supply filter, senses any rise in differential pressure due to filter clogging. If the filter clogs, an electrical signal is sent to the aircraft systems for cockpit indication. A by-pass valve, installed in parallel with the filter, opens when the differential pressure across the valve is greater than the spring load.

The main filter is discardable and secured on the lube unit cover by a drain plug. To prevent the filter element from rotating when torquing the drain plug, a pin installed on the filter element engages between two ribs cast in the lube unit cover. The main oil filter must be changed: - On a regular basis (scheduled) - After an ECAM clogging message (unscheduled). In the latter case, troubleshooting is necessary to identify the origin of the contamination.

The oil then flows through the back-up filter and goes to the pump outlet.


TOC


Page 340 May 07

CFM56-5A/-5B

TRAINING MANUAL

- 5B TO FWD/AFT SUMPS AND AGB/TGB OIl JETS

BACK-UP FIlTER

VIEW

A RIBS

ClOGGING SENSOR

lUBE UNIT

TO A/C BACK-UP FIlTER TO A/C °C BY-PASS VAlVE

OIl TEMP SENSOR

SUPPlY PUMP

A

AGB DRIVE INPUT

MAIN FIlTER

FROM OIl TANK PIN COVER DRAIN PlUG

SUPPlY FIlTERS (-5B)

CTC--00-0


TOC



Page 341 May 07

CFM56-5A/-5B

TRAINING MANUAL

lubrication unit Oil filtering (-5A): Oil filtering is done by an oil supply filter, four magnetic chip detector screens and a main scavenge filter. After leaving the common scavenge filter, the scavenged oil is cooled in the servo fuel heater and the oil/fuel heat exchanger, before being returned to the oil tank. Both supply and scavenge filter cartridges are discardable. The oil filter cartridges must be changed: - On a regular basis (scheduled) - After an ECAM clogging message (unscheduled). The filtering capacity is 15 microns for the supply filter and 25 to 32 microns for the scavenge filter. The filter bypass valves ensure a continuous oil flow in case of filter clogging. The filter inlet and outlet pressures are applied on a spring-loaded piston valve. When the differential pressure exceeds the spring force, the valve opens. EFFECTIVITY ALL CFM56-5A/-5B FOR A318-A319-A320-321 CFMI Proprietary Information

TOC


Page 342 May 07

CFM56-5A/-5B

TRAINING MANUAL

- 5A OIl TEMP SENSOR

lUBE UNIT

TO lUBE CIRCUIT

OIl OUT

O-RING

°C ClOGGING SENSOR ClOGGING SENSOR COMMON SCAVENGE FIlTER AGB DRIVE INPUT COUPlING ClAMP

SUPPlY PUMP

SCAVENGE PUMP FROM OIl TANK

AGB

TGB

REAR FWD SUMP SUMP

COVER O-RING DRAIN PlUG

OIl FIlTERING (-5A)

CTC---00


TOC

O-RING



Page 343 May 07

CFM56-5A/-5B

TRAINING MANUAL

lubrication unit Scavenge screen plugs (-5B): The scavenge screen plugs have threaded inserts for the installation of magnetic bars which serve as metal chip detectors during troubleshooting, after the master chip detector (MCD) has triggered the visual pop-out indicator, according to the AMM procedure. These magnetic bars enable maintenance staff to identify a particular scavenge circuit that may have particles in suspension in the oil. The name of the sump of origin is engraved on the housing of each of the four screens, to help identification.

The plug assembly features a metal mesh screen, a spring-loaded pin to lock the screen in position, a magnetic bar to attract magnetic particles, oil seals and a handle with bayonet-type locking pins. The sleeve is installed in the lubrication unit housing and has a bayonet-type cut-out. Two holes allow scavenge oil flow when the magnetic plug is installed. The spring-loaded spool is installed in a bore of the lubrication unit housing. When the magnetic plug assembly is removed, a spring pushes the sealing spool into the sleeve. This provides positive sealing of the oil circuit, minimizes oil spillage during plug inspection and prevents contamination of the oil circuit.

Magnetic chip detectors When the plug is re-installed, it pushes back the sealing spool and re-opens the scavenge circuit.

(-5A): The four chip detectors consist of: - A magnetic plug assembly. - A sleeve. - A spring-loaded sealing spool.


TOC


Page 344 May 07

CFM56-5A/-5B

SCAVENGE SCREEN

FROM SUMP

FROM TGB

FROM SUMP

FROM AGB

TRAINING MANUAL

- 5B

lUBRICATION UNIT

FWD

SCAVENGE PUMP TO SERVO FUEl hEATERS OIl TANK FROM AGB

VISUAl INDICATOR

FROM SUMP

A/C 28VDC

FROM TGB

MAGNETIC BAR (FOR TROUBlEShOOTING ONlY)

lUBRICATION UNIT hOUSING FROM SUMP SCAVENGE SCREEN PlUG

SCAVENGE SCREEN PlUGS (-5B)

CTC---0


TOC



Page 345 May 07

CFM56-5A/-5B

TRAINING MANUAL



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Page 346 May 07

CFM56-5A/-5B

TRAINING MANUAL

- 5A

SPRING SEAlING SPOOl SCREEN

SlEEVE PROTECTIVE SlEEVE BAR MAGNET

PIN SEAl

BODY PlUG

MAGNETIC ChIP DETECTOR (-5A)

CTC---00


TOC



Page 347 May 07

CFM56-5A/-5B

TRAINING MANUAL



TOC


Page 348 May 07

CFM56-5A/-5B

TRAINING MANUAL

MASTER CHIP DETECTOR (-5B ONLY)


TOC


MASTER CHIP DETECTOR ENGINE SYSTEMS

Page 349 May 07

CFM56-5A/-5B

TRAINING MANUAL

master chip detector (-5B) (-5B): The Master Chip Detector (MCD) collects magnetic particles suspended in the oil that flows from the common outlet of the four scavenge pumps. It is installed on the lubrication unit and is connected to an oil contamination pop-out indicator, through the DPM wiring harness. It must be checked at regular specific inspection intervals, according to the MPD. For installation, once the probe is installed, make sure the 2 red witness lines are aligned.


TOC


Page 350 May 07

CFM56-5A/-5B

TRAINING MANUAL

lUBRICATION UNIT

GASKET

MASTER ChIP DETECTOR STRAIGhT CONNECTOR WITNESS lINES

CTC--0-0

MASTER ChIP DETECTOR (-5B ONlY)


TOC

hOSE TO SERVO-FUEl hEATER



Page 351 May 07

CFM56-5A/-5B

TRAINING MANUAL



TOC


Page 352 May 07

CFM56-5A/-5B

TRAINING MANUAL

VISUAL INDICATOR (-5B ONLY)


TOC


VISUAL indicator engine systems

Page 353 May 07

CFM56-5A/-5B

TRAINING MANUAL

magnetic contamination indicator (-5B): The indicator works in conjunction with the MCD and its purpose is to provide maintenance personnel with a visual indication of magnetic chip contamination in the oil circuit. The indicator is a pop-out device, located on the left hand side (ALF) of the downstream fan case, just above the oil tank. It has 2 electrical connectors: - One for the wiring harness connected to the MCD. - One for the harness connecting the indicator to the EIU. After maintenance action, the pop-out indicator must be manually reset.


TOC


Page 354 May 07

CFM56-5A/-5B

TRAINING MANUAL

A/C 28 VDC

DPM CABlE ElECTRICAl INTERFACE

MASTER ChIP DETECTOR (MCD)

lUBRICATION UNIT

CTC--0-0

OIl TANK

VISUAl POP-OUT INDICATOR (-5B ONlY)


TOC



Page 355 May 07

CFM56-5A/-5B

TRAINING MANUAL



TOC


Page 356 May 07

CFM56-5A/-5B

TRAINING MANUAL

oil indicating components


TOC


oil indicating components engine systems

Page 357 May 07

CFM56-5A/-5B

TRAINING MANUAL

oil indicating components The purpose of the indicating components is to provide oil system parameters information to the aircraft systems, for cockpit indication and, if necessary, warning. The system includes mainly: - An oil quantity transmitter. - An oil temperature sensor. - An oil pressure transmitter. - An oil low pressure switch. - An oil differential pressure switch.


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Page 358 May 07

CFM56-5A/-5B

- 5B

TRAINING MANUAL

lOW OIl PRESSURE SWITCh

OIl PRESSURE TRANSMITTER

OIl TEMPERATURE SENSOR

OIl QUANTITY TRANSMITTER


CTC--0-0

OIl INDICATING COMPONENTS (-5B)


TOC



Page 359 May 07

CFM56-5A/-5B

TRAINING MANUAL



TOC


Page 360 May 07

CFM56-5A/-5B

TRAINING MANUAL

- 5A

OIl lOW PRESSURE SWITCh OIl PRESSURE TRANSMITTER FWD

OIl QUANTITY TRANSMITTER



INDICATING COMPONENTS (-5A)

CTC---00


TOC



Page 361 May 07

CFM56-5A/-5B

TRAINING MANUAL

oil quantity transmitter The oil quantity transmitter provides indication of the oil level to the cockpit, for oil quantity monitoring. The transmitter is installed on the top of the engine oil tank and has electrical connection to the aircraft EIU and SDAC (System Data Acquisition Concentrator). The lower section of the oil quantity transmitter is enclosed in the tank. Within this section is a device which transforms the oil level into a proportional electrical signal.


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Page 362 May 07

CFM56-5A/-5B

TRAINING MANUAL

- 5B

A/C

OIl TANK

CTC--0-0

OIl QUANTITY TRANSMITTER (-5B ShOWN)


TOC



Page 363 May 07

CFM56-5A/-5B

TRAINING MANUAL

oil TEMPERATURE SENSOr The oil temperature sensor transmits the engine oil temperature to the aircraft indicating system and is installed on the engine lubrication unit. A sensing probe transforms the oil temperature into an electrical signal, which is routed through a connector to the aircraft indicating system and cockpit, for display. (-5B): The oil temperature sensor has: - A flange, designed for one-way installation. - A straight connector, providing the electrical interface between the sensor and the A/C, through an electrical harness. (-5A): The oil temperature sensor has: - A straight connector, providing the electrical interface between the sensor and the A/C, through an electrical harness.


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Page 364 May 07

CFM56-5A/-5B

TRAINING MANUAL

- 5B



OIl TEMPERATURE INDICATION

A/C

lUBRICATION UNIT hOUSING

OIl FlOW

TEMPERATURE SENSING ElEMENT lUBRICATION UNIT

OIl TEMPERATURE SENSOR (-5B)

CTC--0-0


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Page 365 May 07

CFM56-5A/-5B

TRAINING MANUAL



TOC


Page 366 May 07

CFM56-5A/-5B

TRAINING MANUAL

- 5A

OIL TEMPERATURE INDICATION OIL TEMPERATURE SENSOR

A/C

LUBRICATION UNIT HOUSING

OIL FLOW

OIL SUPPLY FILTER

TEMPERATURE SENSING ELEMENT OIL SCAVENGE FILTER

OIL TEMPERATURE SENSOR (-5A)

CTC-211-187-00


TOC



Page 367 May 07

CFM56-5A/-5B

TRAINING MANUAL

oil pressure transmitter and oil low pressure switch The oil pressure transmitter and oil low pressure switch transmit information to the aircraft systems for cockpit indication and oil system monitoring. They are installed on the left handside of the engine fan case, above the oil tank, at about the 9 o’clock position. They have 2 connecting tubes and 2 electrical connections: - One tube to the forward sump oil supply line. - One tube to the vent circuit, through the oil tank. - One connection to the aircraft indicating systems. - One connection to the Flight Warning Computer (FWC).


TOC


Page 368 May 07

CFM56-5A/-5B

TRAINING MANUAL

OIl PRESSURE TRANSMITTER

OIl lOW PRESSURE SWITCh

TO A/C

TO A/C

FROM OIl TANK VENT TUBE

CTC--0-0

OIl PRESSURE TRANSMITTER AND lOW PRESSURE SWITCh


TOC

FROM FWD SUMP SUPPlY lINE



Page 369 May 07

CFM56-5A/-5B

TRAINING MANUAL



TOC


Page 370 May 07

CFM56-5A/-5B

TRAINING MANUAL

VIBRATION SENSING


TOC


VIBRATION SENSING ENGINE SYSTEMS

Page 371 May 07

CFM56-5A/-5B

TRAINING MANUAL

vibration sensing Sensing system introduction The engine vibration sensing system enables the crew to monitor engine vibration on the ECAM system, and also provides maintenance staff with the following: - Vibration indication. - Excess vibration (above advisory levels). - Storage of balancing data. - Bite and MCDU communication with other A/C systems. - Accelerometer selection. - Frequency analysis for component vibration search.


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Page 372 May 07

CFM56-5A/-5B

VIBRATION INDICATING AND ExCESS

FAN BAlANCING

FREQUENCY ANAlYSIS

BITE AND MCDU COMMUNICATION

INTRODUCTION TO VIBRATION SENSING


TOC

STORAGE OF BAlANCING DATA

ENGINE VIBRATION

ACCElEROMETER SElECTION

CTC---00

TRAINING MANUAL



Page 373 May 07

CFM56-5A/-5B

TRAINING MANUAL

vibration sensing Engine/aircraft vibration systems The engine/aircraft vibration sensing system is made up of the following devices:

The EVMU receives analog signals from the engine (speed and vibration) and communicates with the other computers (CFDS, AIDS) through ARINC 429 data busses.

- The engine sensors. - The Engine Vibration Monitoring Unit (EVMU), which interfaces with both engines and aircraft systems. Vibration information is provided to the following: - The ECAM system, for real time monitoring. - The CFDS (Centralized Fault Display System). - The AIDS (Aircraft Integrated Data System). The CFDS system is used to: - Recall and print previous leg events. - Initiate tests. - Reconfigure engine sensors. - Frequency analysis data. The AIDS system is used to perform: - Troubleshooting. - Condition monitoring.


TOC


Page 374 May 07

CFM56-5A/-5B

TRAINING MANUAL

MCDU MENU (ACT)

< FMS

N1 SPEED SENSOR

lINK

< DATA

CFDS

< CFDS
N2 SPEED SENSOR

SElECT DESIRED SYST

1 BRG VIB SENSOR

DIR

PROG

PERF

INIT

F-PlN

RAD NAV

FUEl PRED

SEC F-PlN

AIR PORT

TRF VIB SENSOR

AIDS EVMU

AS ABOVE ENGINE 2

AIRCRAFT COMPUTERS

4

PRINTER

1

2

3

4

5

6

7

8

9

.

0

+/-

DATA

OFF MCDU MENU

A

B

C

D

F

G

h

I

E J

K

l

M

N

O

P

Q

R

S

T

U

V

W

x

Y

Z

/

SP

OVFY

ClR

ECAM'S

ARINC SIGNAl ANAlOG SIGNAl

CTC---0

ENGINE/AIRCRAFT VIBRATION SYSTEMS


TOC



Page 375 May 07

CFM56-5A/-5B

TRAINING MANUAL

vibration sensing EVMU description

EVMU operation

The EVMU is located in the electronic bay.

The normal mode of operation allows the system to:

The EVMU performs the following tasks: - Rotor vibration extraction from the overall vibration signals received. - Computing of position and amplitude of the unbalanced signal. - Fan trim balance calculations for the positions and weights of balancing screws to be installed on the engine rear spinner cone (latest EVMU’s only). - Communication with the CFDS (CFDIU) in normal and maintenance mode. - Communication with the AIDS (DMU) for vibration monitoring. - Vibration sensor configuration, through CFDS menu. The No 1 bearing vibration sensor is the default sensor. - Vibration recordings are made at five different engine speeds to provide information for fan trim balance procedures and frequency analysis.


TOC

- Display the vibration information on the ECAM. - Provide fault information when advisory levels are reached, or exceeded. - Provide flight recordings. Vibration recordings are also transmitted to the AIDS system to be included in the printing of all reports, such as cruise, or take-off.


Page 376 May 07

CFM56-5A/-5B

TRAINING MANUAL

*

DMC 2

hUDC

*

1 2 3 4 5 6

*

*

FWC 2

*

*

* CIDS 2

VhF 3

FMGC 1

* SDAC 2

VCR 1

VhF 1

FAC 1

DME 1

*

ATC 1

*

hF1

SEC 1

ElAC 1

*

SDAC 1

FWC 1

DMC 3

DMC 1

EIU 1

SFCC 1

*

*

*

*

*

*

CIDS CFDIU DMU QAR DAR 1

*

*

- ROTOR VIBRATION ExTRACTION FROM SENSOR SIGNAl. - IMBAlANCE POSITION AND AMPlITUDE. - IMBAlANCE CORRECTIVE WEIGhT CAlCUlATION. - COMMUNICATION WITh CFDIU (CFDS) AND DMU (AIDS). - SENSOR SElECTION ThROUGh CFDS MENUS. - SPEED RECORDING (IN NORMAl MODE) N1

N2

No 1 BRG VIB SENSOR TRF VIB SENSOR

ENG1

N1

N2

No 1 BRG VIB SENSOR TRF VIB SENSOR

ENG2

EVMU DESCRIPTION

CTC---0


TOC

ADF 1

ADF 2

FAC 2

* *

TAPE RPDR-PES

EIU 2

EVMU

* SFCC 2

VhF 2

FMGC 2

AMU

FCDC 1

SEC 2

DATA lINK MU FF AFS

FDIU

E lAC 2

ATC DME 2 2

GPWC AEVC MUx PES MAIN

T CAS

FCDC 2

hF2

VOR 2

AFT AVIONICS COMPARTMENT



Page 377 May 07

CFM56-5A/-5B

TRAINING MANUAL



TOC


Page 378 May 07

CFM56-5A/-5B

TRAINING MANUAL

PRESERVATION AND STORAGE


TOC


PRESERVATION & STORAGE engine systems

Page 379 May 07

CFM56-5A/-5B

TRAINING MANUAL

standard practices Engine preservation The procedure which follow are recommended as the minimum necessary to protect the CFM56 engine against corrosion, liquid and debris entering the engine, and atmospheric conditions during periods of storage, and inactivity; or following an In Flight Shut Down (IFSD). These procedures are also recommended for installed engines on inoperative aircraft or an engine not to be operated for more than thirty days.

The preservation procedure to be used will be selected based upon the following schedule: - Up to 30 days. - Up to 90 days. - 30 to 365 days. - Preservation renewal requirements. - Depreservation.

The procedure recommended for preservation of the engine will vary depending upon the duration of inactivity, the type of preservation used, and if the engine is operable or non operable. NOTE: Engines that can be started are considered operable. Engines that for any reason can not be started are considered non operable. Preservation renewal procedures are also covered in this instruction.


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Page 380 May 07

CFM56-5A/-5B

OPERABlE ENGINE

NON-OPERABlE ENGINE

UP TO 30 DAYS

x

x

UP TO 90 DAYS

x

UP TO 365 DAYS

x

x

ENGINE PRESERVATION

CTC---00


TOC

TRAINING MANUAL



Page 381 May 07

CFM56-5A/-5B

TRAINING MANUAL

standard practices Up to 30 days preservation

be protected with preservative oil.

caution: If engine was ferried or subjected to an In Flight Shut Down (IFSD), engine must be “dried out“ and relubricated within 24 hours as per the dry out procedure.

30 to 365 days preservation

On wing installed engines: - Start the engine. - Ground idle for 15 to 20 minutes. - Shut down. - Cover entrance to fan cowling and exit opening. Non-operable engines: - Dry out engine sumps. - Relubricate engine sumps. - Close VBV. - Cover VBV louver with vapor barrier film. - Seal the front and back openings. - Cover the engine with a waterproof bag.

The preservation must be applied at completion of engine operation, prior to an engine return to shop and when the engine is not to be operated for a period of 30 to 365 days. Operable engines: - In this procedure, the engine oil and fuel systems are protected with preservative oil. The preservative oil is introduced from a pressurized cart to the engine fuel system by two motorings. Non operable engines: - In this procedure, the engine oil and fuel systems are protected with preservative oil. This time, the oil is handpumped in the engine fuel system through the fuel pumps low and high pressure ports.

Up to 90 days preservation This procedure is only applicable to an operable engine. The same procedure as the “up to 30 days” preservation must be done, but in this case the engine oil system must EFFECTIVITY ALL CFM56-5A/-5B FOR A318-A319-A320-321 CFMI Proprietary Information

TOC

note: A false metering valve tool (856A1480) is connected to the HMU to open the engine FMV to allow the preservative oil to flow throughout the engine.


Page 382 May 07

CFM56-5A/-5B

TRAINING MANUAL

OPERABlE ENGINE RUN

PROTECTION

PRESERVATIVE OIl OIl SYSTEM

UP TO 30 DAYS

GROUND IDlE

x

UP TO 90 DAYS

GROUND IDlE

x

x

30 TO 365 DAYS

MOTORING

x

x

FUEl SYSTEM

x

NON-OPERABlE ENGINE DRY / lUBRICATION OF ThE SUMPS

PROTECTION

PRESERVATIVE OIl OIl SYSTEM

FUEl SYSTEM

UP TO 30 DAYS

x

x

UP TO 90 DAYS

N/A

N/A

N/A

N/A

N/A

30 TO 365 DAYS

x

x

x

x

x

x

ENGINE PRESERVATION ACTIONS

CTC---00


TOC

ENGINE WATERPROOF BAG



Page 383 May 07

CFM56-5A/-5B

TRAINING MANUAL

standard practices Renewal procedure The chart on the opposite page shows the possibilities for engine preservation renewal procedures.


TOC


Page 384 May 07

CFM56-5A/-5B

OPERABlE ENGINE

UP TO 30 DAYS

2 RENEWAlS PERMITTED

UP TO 90 DAYS

ONE RENEWAl PERMITTED

30 TO 365 DAYS

NO TIME lIMIT

NON-OPERABlE ENGINE NO RENEWAl PERMITTED PRESERVE WITh 30 TO 365 DAYS PROCEDURE

NO RENEWAl PERMITTED ThE ENGINE MUST BE REPAIRED AND PRESERVED AS AN OPERABlE ENGINE WITh 30 TO 365 DAYS

PROCEDURE RENEWAl

CTC---00


TOC

TRAINING MANUAL



Page 385 May 07

CFM56-5A/-5B

TRAINING MANUAL

standard practices Dry out and relubrication procedures It is recommended to do this procedure as soon as possible after landing in the event of: - An In Flight Shut Down (IFSD). - A non operative engine ferry flight. - Ignore this procedure if the engine is to be operated in the limit of 24 hours after landing. - The minimum recommended engine operation is 15 to 20 minutes at ground idle power. Dry out A locally purchased hot air source is connected to the engine exhaust plug. Air is blown in the engine, through the flame arrestor, for 15 to 20 minutes. Manually, rotate N1 and N2 rotors to dry everywhere inside engine sumps.


TOC


Page 386 May 07

CFM56-5A/-5B

TRAINING MANUAL

DRY OUT ADAPTER

ExhAUST PlUG

hOT AIR SOURCE

DUCTING

DRY OUT FIlTER ADAPTER

DRY OUT PROCEDURE

CTC---00


TOC

hOT AIR hOSE



Page 387 May 07

CFM56-5A/-5B

TRAINING MANUAL

standard practices Relubrication procedures A relubrication manifold tool (856A2320) is installed on the lubrication unit at the chip detector location. The hot air source is connected on the relubrication manifold. The relubrication manifold oil tank is filled with engine oil. The air source is turned on and the oil is sucked from the relubrication manifold oil tank to the engine sumps, through all the engine scavenge lines. The N1 and N2 rotors must be manually turned to allow the lubrication of all internal sump parts such as bearing, gear teeth, etc.


TOC


Page 388 May 07

CFM56-5A/-5B

TRAINING MANUAL

DRY OUT FIlTER ADAPTER

A lATChES

VIEW

lUBRICATION UNIT

hOT AIR SOURCE

A

lUBRICATION UNIT

AGB

hOT AIR hOSE

ENGINE SUMPS RElUBRICATION TOOl SET

PUShER DUCTING OIl SUPPlY VAlVE

hOT AIR

OIl SUPPlY lINE OIl CONTAINER OIl

RElUBRICATION PROCEDURE

CTC---00


TOC



Page 389 May 07

CFM56-5A/-5B

TRAINING MANUAL

standard practices Depreservation This procedure is to be used to put the engine in configuration to be operated after a preservation procedure: - Remove all moisture barrier material, seals, caps, cover, etc. as applicable from the engine. - Connect the fuel supply to the engine, and reconnect oil supply and scavenge lines if applicable. - Drain the oil tank. - Drain the accessory drive assembly. - Fill the oil tank. - Do a wet motoring of the engine. - Do one or more dry motoring operations to remove the remaining fuel.


TOC


Page 390 May 07

CFM56-5A/-5B

TRAINING MANUAL

REMOVE MOISTURE BARRIER MATERIAl

CONNECT FUEl SUPPlY TO ThE ENGINE

DRAIN : OIl TANK ACCESSORY DRIVE ASSEMBlY

FIll OIl TANK

DO WET MOTORING

DO ONE OR MORE DRY MOTORING

PERFORM OPERATIONAl ChECK OF ThE ENGINE

DEPRESERVATION

CTC---00


TOC



Page 391 May 07

CFM56-5A/-5B

TRAINING MANUAL



TOC


Page 392 May 07

CTC-211 Engine Systems

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