CTC-227_General_Familiarization BOOK Feb 2011

TRAINING MANUAL CFM56-5A / 5B

general familiarization

february 2011

TOC

CTC-227

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

EFFECTIVITY ALL CFM56 ENGINES

CFMI PROPRIETARY INFORMATION

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

GENERAL

Page 1 Issue 01

CFM56-ALL

TRAINING MANUAL

THIS PAGE INTENTIONALLY LEFT BLANK



GENERAL

Page 2 Issue 01

CFM56-ALL

TRAINING MANUAL

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



GENERAL

Page 3 Issue 01

CFM56-ALL

TRAINING MANUAL




GENERAL

Page 4 Issue 01

CFM56-ALL

TRAINING MANUAL

LEXIS



LEXIS

Page 5 Issue 02

CFM56-ALL 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


TRAINING MANUAL ATC ATHR ATO AVM

AUTOTHROTTLE COMPUTER AUTO THRUST ABORTED TAKE OFF 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

LEXIS

Page 6 Issue 02

CFM56-ALL 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


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

LEXIS

Page 7 Issue 02

CFM56-ALL 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


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

LEXIS

Page 8 Issue 02

CFM56-ALL 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


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 k KIAS kV Kph

KELVIN X 1000 INDICATED AIR SPEED IN KNOTS KILOVOLTS KILOGRAMS PER HOUR

L L L/H

LEFT LEFT HAND

LEXIS

Page 9 Issue 02

CFM56-ALL 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


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

LEXIS

Page 10 Issue 02

CFM56-ALL 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


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 QEC QTY QWR

QUICK ATTACH DETACH QUICK ENGINE CHANGE QUANTITY 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

LEXIS

Page 11 Issue 02

CFM56-ALL 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


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

LEXIS

Page 12 Issue 02

CFM56-ALL 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 Wf WFM WOW WTAI

WATCHDOG MONITOR WEIGHT OF FUEL OR FUEL FLOW WEIGHT OF FUEL METERED WEIGHT ON WHEELS 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


LEXIS

Page 13 Issue 02

CFM56-ALL

TRAINING MANUAL

IMPERIAL / METRIC CONVERSIONS

METRIC / IMPERIAL CONVERSIONS

1 mile 1 ft 1 in. 1 mil.

1,609 km 30,48 cm 25,4 mm 25,4 µ

1 km 1m 1 cm 1 mm

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

= 0.621 mile = 3.281 ft. or 39.37 in. = 0.3937 in. = 39.37 mils.

= 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



= ( °F - 32 ) /1.8

LEXIS

Page 14 Issue 02

CFM56-5A/-5B

TRAINING MANUAL

TABLE OF CONTENTS

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

CONTENTS GENERAL FAMILIARIZATION

Page 15 Apr 06

CFM56-5A/-5B

SECTION

PAGE

TRAINING MANUAL

SECTION

PAGE

LEXIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 TABLE OF CONTENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 POWERPLANT GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 ENGINE GENERAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 BASIC ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51 ENGINE SYSTEMS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75

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

CONTENTS GENERAL FAMILIARIZATION

Page 16 Apr 06

CFM56-5A/-5B

TRAINING MANUAL

powerplant general

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

TOC

CFMI Proprietary Information

powerplant general GENERAL FAMILIARIZATION

Page 17 Feb 11

CFM56-5A/5B

TRAINING MANUAL

INTRODUCTION TO THE CFM56 FAMILY Engine Applications The following chart shows the various engine models for the Airbus A318-A319-A320-A321 aircraft. (-5B): Ranging from 21,600 to 32,000 lbs of take-off thrust (9608 to 14234 daN), the CFM56-5B is offered by CFMI as the common power source for the entire Airbus A320 family. (-5A): The CFM56-5A engine is used on some AIRBUS A319320 aircraft. It has several different thrust ratings, ranging from 22,000 to 26,500 lbs of thrust (9786 to 11787 daN).

EFFECTIVITY ALL CFM56-5A/-5B FOR A318-A319-A320-321 CFMI Proprietary Information

TOC


Page 18 Feb 11

CFM56-5A/-5B

TRAINING MANUAL

CFM56-5B8/p (21,600 lbs) 9,608 daN CFM56-5B9/p (23,000 lbs) 10,230 daN CFM56-5A4 (22,000 lbs) 9,786 daN CFM56-5B5 (22,000 lbs) 9,786 daN CFM56-5B5/2 (22,000 lbs) 9,786 daN CFM56-5B5/p (22,000 lbs) 9,786 daN CFM56-5B5/2p (22,000 lbs) 9,786 daN CFM56-5A5 (23,500 lbs) 10,453 daN CFM56-5B6 (23,500 lbs) 10,453 daN CFM56-5B6/2 (23,500 lbs) 10,453 daN CFM56-5B6/p (23,500 lbs) 10,453 daN CFM56-5B6/2p (23,500 lbs) 10,453 daN CFM56-5B7/p (27,000 lbs) 12,010 daN CFM56-5A1 (25,000 lbs) 11,120 daN CFM56-5A3 (26,500 lbs) 11,787 daN CFM56-5B4 (27,000 lbs) 12,010 daN CFM56-5B4/2 (27,000 lbs) 12,010 daN CFM56-5B4/p (27,000 lbs) 12,010 daN CFM56-5B4/2p (27,000 lbs) 12,010 daN CFM56-5B1 (30,000 lbs) CFM56-5B1/2 (30,000 lbs) CFM56-5B1/p (30,000 lbs) CFM56-5B1/2p (30,000 lbs) CFM56-5B2 (31,000 lbs) CFM56-5B2/2 (31,000 lbs) CFM56-5B2/p (31,000 lbs) CFM56-5B2/2p (31,000 lbs) CFM56-5B3/p (32,000 lbs) CFM56-5B3/2p (32,000 lbs) CtC-227-002-01

13,344 daN 13,344 daN 13,344 daN 13,344 daN 13,789 daN 13,789 daN 13,789 daN 13,789 daN 14,234 daN 14,234 daN

CFM56-5A/-5B FOR AIRBUS AppLICATIONS


TOC



Page 19 Feb 11

CFM56-5A/5B

TRAINING MANUAL

POWERPLANT PRESENTATION The engine is attached to the wing pylon by mounts, located forward and aft of the core section. Cowls enclose the periphery of the engine so as to form the nacelle, which is the aerodynamic structure around the engine. The cowling assembly consists of: - The inlet cowl. - The fan cowls. - The thrust reverser cowls. - The primary exhaust (primary nozzle and centerbody).


TOC


Page 20 Feb 11

CFM56-5A/-5B

FwD MOUNT

TRAINING MANUAL

wING AFT MOUNT

pYLON

AFT MOUNT

CENTERBODY

RIGHT THRUST REVERSER "C" DUCT

RIGHT FAN COwL DOOR

pRIMARY NOZZLE

ENGINE BUILT UNIT

THRUST REVERSER pIVOTING DOORS FwD MOUNT

INLET COwL

pOwERpLANT pRESENTATION

CtC-227-062-00


TOC

LEFT FAN COwL DOOR

LEFT THRUST REVERSER "C" DUCT



Page 21 Feb 11

CFM56-5A/5B

TRAINING MANUAL

NACELLE GENERAL The nacelle is made up of different major sections along the engine, and includes: - The air intake cowl. - The fan cowl. - The secondary exhaust system. - The primary exhaust system.


TOC


Page 22 Feb 11

CFM56-5A/-5B

AIR INTAKE COWL

FAN COWL

SECONDARY EXHAUST SYSTEM

PRIMARY EXHAUST SYSTEM

NACELLE SECTIONS

CTC-227-057-00


TOC

TRAINING MANUAL



Page 23 Feb 11

CFM56-5A/5B

TRAINING MANUAL ‘pIp’ pINS (x6)

INTERpHONE jACk AND ELECTRICAL CONNECTOR

NOSE LIp

FwD INNER BARREL (wITH ACOUSTICAL pANELS) FAN COMpARTMENT UppER VENTILATION INLET

HOIST pOINTS

FwD BULkHEAD

OUTER BARREL ANTI-ICE ExIT DUCT

INLET COwL ATTACHMENT RING TO FAN CASE

ANTI-ICE DUCT ECU COOLING INLET

LIp ASSEMBLY

ECU COOLING INLET

FwD

ANTI-ICE INLET DUCT

ANTI-ICE DISCHARGE VENT/ACCESS pANEL

BLOwOUT DOOR

ANTI-ICE ExIT DUCT

AIR INLET COwL (CFM56-5B)

CtC-235-008-03


TOC

ALIGNMENT pIN


Page 24 Feb 11

‘pIp’ pINS (x6)

INTERpHONE jACk AND ELECTRICAL CONNECTOR

NOSE LIp

FwD INNER BARREL (wITH ACOUSTICAL pANELS) FAN COMpARTMENT UppER VENTILATION INLET

HOIST pOINTS

FwD BULkHEAD

OUTER BARREL ANTI-ICE ExIT DUCT

ECU COOLING INLET ANTI-ICE INLET DUCT CtC-235-008-03

TOC

ALIGNMENT pIN

INLET COwL ATTACHMENT RING TO FAN CASE

ANTI-ICE DUCT ECU COOLING INLET

LIp ASSEMBLY

FwD ANTI-ICE DISCHARGE VENT/ACCESS pANEL

BLOwOUT DOOR

AIR INLET COwL (CFM56-5B)

ANTI-ICE ExIT DUCT

CFM56-5A/5B

TRAINING MANUAL

t/R AND SECONDARY exhaust system The Thrust Reverser (T/R) system provides additional aerodynamic breaking during aircraft landing. It can only be operated on ground, withe the engines at idle speed and the throttle lever in the reverse position. The fan thrust reverser is part of the exhaust system and is located just downstream of the fan frame. It consists of blocker doors opening on cockpit order. In direct thrust configuration, during flight, the cowlings mask the blocker doors, thus providing fan flow ducting. In reverse thrust configuration, after landing, the blocker doors are deployed in order to obstruct the fan duct. The fan flow is then rejected laterally with a forward velocity.


TOC


Page 26 Feb 11

CFM56-5A/-5B

TRAINING MANUAL

DURING FLIGHT pRIMARY AIRFLOw

AFTER TOUCH DOwN

SECONDARY AIRFLOw

pRIMARY AIRFLOw

CtC-227-049-01

THRUST REVERSER ACTION ON SECONDARY AIRFLOw


TOC



Page 27 Feb 11

CFM56-5A/5B

TRAINING MANUAL

PRIMARY FLOW EXHAUST SYSTEM Primary nozzle. The primary nozzle directs the primary exhaust gas aft and regulates the gas flow. (-5B): An enhanced acoustic performance chevron nozzle has been developed to comply with the aircraft noise level standard requirement. (ALL): It is fastened to the outer aft flange of the engine turbine rear frame (TRF). Centerbody. The centerbody is located at the aft section of the nacelle, installed in the center of the primary nozzle. It is bolted to the inner aft flange of the engine turbine rear frame (TRF), and can be accessed after the primary nozzle has been removed. The purpose of the centerbody outer surface is to calibrate the exhaust areas, while smoothing the primary exhaust gasses. EFFECTIVITY ALL CFM56-5A/-5B FOR A318-A319-A320-321 CFMI Proprietary Information

TOC


Page 28 Feb 11

CFM56-5A/-5B

A

TRAINING MANUAL

ExISTING NOZZLE (ALL VERSIONS) CENTERBODY VIEw A

VIEw A TRF OUTER AFT FLANGE

VIEw B

CHEVRON NOZZLE

CFM56-5B

TRF INNER AFT FLANGE

B

pRIMARY ExHAUST SYSTEM

CtC-227-077-00


TOC



Page 29 Feb 11

CFM56-5A/5B

TRAINING MANUAL

ENGINE removal / installation General. The engine can be removed from the airplane in the QEC configuration, with the inlet cowl, exhaust sleeve and plug still attached.

The bootstrap hoisting system includes a forward and an aft arm with lever hoists, dynamometers and engine attach brackets as integral components.

Before removing the engine, do the following steps:

The purpose of the engine transportation stand cradle or dolly is to support the engine during transportation to airport apron and shop.

- Fully open the fan cowls and the thrust reverser halves to the 45 degrees position and hold them in position with the hold-open braces. - Remove the engine/aircraft quick disconnections for fuel, air, electrical and hydraulic lines. Tools. Engine removal / installation is accomplished using the following tools: - A bootstrap hoisting system. - An engine transportation stand.


TOC


Page 30 Feb 11

CFM56-5A/-5B

VIEw

TRAINING MANUAL

B

A

VIEw

B

A

FORwARD BOOTSTRAp EQUIpMENT AFT BOOTSTRAp EQUIpMENT

C VIEw

C

ENGINE TRANSpORTATION STAND CtC-227-073-00

ENGINE REMOVAL/INSTALLATION TOOLS


TOC



Page 31 Feb 11

CFM56-5A/5B

TRAINING MANUAL

ENGINE PRESERVATION The procedures 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.


TOC


Page 32 Feb 11

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-227-074-00


TOC

TRAINING MANUAL



Page 33 Feb 11

CFM56-5A/5B

TRAINING MANUAL

fire protection / detection SYSTEM Engine fire detection system.

Fire detector.

The purpose of the engine fire detection system is to detect and identify any fire source, and to transmit this information to the cockpit.

The purpose of the fire detector is to detect any overheat or fire source and transmit this information to the FDU.

On each engine, there are two independent and continuous loops for fire detection. One Fire Detection Unit (FDU), located in the avionics compartment, is provided for each engine and they process signals received from the fire detectors. The fire detection system is located in 2 areas around the engine, and one at the engine/aircraft interface. The system consists of: - 2 fire detectors under the accessory gearbox. - 2 fire detectors on the core engine at 10 and 2 o’clock. - 2 fire detectors near the pylon fire wall.


TOC


Page 34 Feb 11

CFM56-5A/-5B

TRAINING MANUAL

COCkpIT INDICATION

FIRE pROTECTION SYSTEM FIRE DETECTION UNIT

pREVENT FIRE

CtC-227-078-00

DETECT FIRE

ExTINGUISH FIRE

FIRE pROTECTION / DETECTION SYSTEMS


TOC

LIMIT FIRE ZONE



Page 35 Feb 11

CFM56-5A/-5B

TRAINING MANUAL


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

TOC


Page 36 Feb 11

CFM56-5A/-5B

TRAINING MANUAL

engine general


TOC


engine general general familiarization

Page 37 Apr 06

CFM56-5A/5B

TRAINING MANUAL

ENGINE GENERAL CONCEPT The CFM56-5A/-5B engine is a high by-pass, dual rotor, axial flow, advanced technology turbofan. It is supported by the wing pylon and streamlined by cowlings. Air is sucked into the intake by the fan blades and split into two flow paths, the Primary and the Secondary.

(-5B): At static take-off power, the CFM56-5B engine by-pass ratio is between 5.4:1 and 6:1, depending on the engine model, which means that the secondary airflow takes in between 5.4 and 6 times more air than the primary airflow.

The primary airflow passes through the inner portion of the fan blades and is directed into a booster (LPC).

(-5A):

The flow path then enters a High Pressure Compressor (HPC) and goes to a combustor. Mixed with fuel and ignited, the gas flow provides energy to a High Pressure Turbine (HPT) and a Low Pressure Turbine (LPT).

At static take-off power, the CFM56-5A engine by-pass ratio is between 6:1 and 6.2:1, depending on the engine model. By-pass ratio = (secondary airflow) / (primary airflow).

The secondary airflow passes through the outer portion of the fan blades, the Outlet Guide Vanes (OGV’s) and exits through the nacelle discharge duct, producing approximately 80 % of the total thrust. It also plays a role in the thrust reverser system.


TOC


Page 38 Apr 06

CFM56-5A/-5B

TRAINING MANUAL

SECONDARY FLOW

PRIMARY FLOW

THRUST REVERSER

DESIGN AND OPERATION

CTC-227-003-01


TOC



Page 39 Apr 06

CFM56-5A/5B

TRAINING MANUAL

ENGINE GENERAL CONCEPT The CFM56-5A/-5B engine uses a maintenance concept called ‘On Condition Maintenance’. This means that the engine has no periodic overhaul schedules and can remain installed under the wing until something important occurs, or when lifetime limits of parts are reached.

- Engine vibration monitoring system: sensors located in various positions in the engine, send vibration values to the on-board monitoring system. When vibration values are excessive, the data recorded can be used to take remedial balancing action.

For this reason, to monitor and maintain the health of the engine, different tools are available, which are: - Engine performance trend monitoring, to evaluate engine deterioration over a period of use: engine parameters, such as gas temperature, are recorded and compared to those initially observed at engine installation on the aircraft. - Borescope inspection, to check the condition of engine internal parts: when parts are not accessible, they can be visually inspected with borescope probes inserted in ports located on the engine outer casing. - Lubrication particles analysis: while circulating in the oil system, lubrication oil is filtered, and large, visible-to-the-eye particles (larger than 10 microns) coming from worn engine parts are collected in filters and magnetic chip detectors, for visual inspection and analysis. EFFECTIVITY ALL CFM56-5A/-5B FOR A318-A319-A320-321 CFMI Proprietary Information

TOC


Page 40 Apr 06

CFM56-5A/-5B

TRAINING MANUAL

TREND MONITORING

VIBRATION MONITORING

BORESCOpE INSpECTION

LUBE pARTICLE ANALYSIS

CONDITION MONITORING

CtC-227-004-01


TOC



Page 41 Apr 06

CFM56-5A/5B

TRAINING MANUAL

AIR SYSTEM INTRODUCTION The air system of the CFM56-5A/-5B engines serves various functions. The primary one is thrust delivery. Other functions include: - To provide a Bleed air supply to the aircraft. - Variable geometry used to enhance engine operation (VSV, VBV, and TBV). - Clearance control (HPTCC and LPTCC). - To provide cooling for Engine parts. - To provide Damping of bearing forces. - Re-introduction of air and hot gas. - Sump pressurization and venting (see Oil system). When all the air system functions are performed correctly, the engine is more efficient. Power or thrust is obtained with a lower fuel flow, so the EGT will be lower and result in an increased life of the engine under the wing. Specific fuel consumption and economic factors (operating costs) are also enhanced. (-5A): NOTE: Transient bleed valves (TBV) are not installed on CFM565A engines.


TOC


Page 42 Apr 06

CFM56-5A/-5B

TRAINING MANUAL

TVB (-5B ONLY)

VBV - 5B THRUST

VSV

HpTCC (-5B)

LpTCC

BLEEDS

SUMp pRESSURIZATION

BEARING FORCES DAMpING

COOLING

VBV HpTACC (-5A)

- 5A VSV

THRUST

BLEEDS

SUMp pRESSURIZATION

COOLING

AIR SYSTEM INTRODUCTION

CtC-227-052-00


TOC

LpTCC



Page 43 Apr 06

CFM56-5A/5B

TRAINING MANUAL

FUEL SYSTEM INTRODUCTION The fuel is delivered by the Aircraft fuel management system (ATA 28). The FADEC system receives the aircraft and engine information such as the throttle position or engine sensor values. The fuel is used in the engine for combustion, and also for accessories power source supply, and oil cooling. Sensors provide aircraft information to the crew and the maintenance systems.


TOC


Page 44 Apr 06

CFM56-5A/-5B

TRAINING MANUAL

FRV FUEL MANIFOLDS FUEL SUppLY LINE

FUEL pUMp

FUEL FLOw TRANSMITTER

HMU

CtC-227-054-00

FUEL SYSTEM INTRODUCTION (-5B)


TOC



Page 45 Apr 06

CFM56-5A/-5B

TRAINING MANUAL



TOC


Page 46 Apr 06

CFM56-5A/-5B

TRAINING MANUAL

FRV

FUEL MANIFOLDS

FUEL SUppLY LINE

FUEL pUMp


HMU

CtC-227-053-00

FUEL SYSTEM INTRODUCTION (-5A)


TOC



Page 47 Apr 06

CFM56-5A/5B

TRAINING MANUAL

OIL SYSTEM INTRODUCTION The oil system comprises three circuits: - The supply circuit provides oil from the oil tank to the engine sumps for lubrication of bearings and gears. - The scavenge circuit provides the oil return to the tank, passing through the lube unit and heat exchangers. - The venting circuit ensures sealing of the sumps. Sensors provide information to the crew and to aircraft maintenance systems. These sensors include temperature and pressure sensors, and particle filters (used for maintenance purposes).


TOC


Page 48 Apr 06

CFM56-5A/-5B

TRAINING MANUAL

SENSOR OIL TANk REAR SUMp (INSIDE THE ENGINE)

LUBE UNIT

FORwARD SUMp (INSIDE THE ENGINE)

AGB

OIL SYSTEM INTRODUCTION (-5B)

CtC-227-056-00


TOC



Page 49 Apr 06

CFM56-5A/-5B

TRAINING MANUAL



TOC


Page 50 Apr 06

CFM56-5A/-5B

TRAINING MANUAL

SENSOR OIL TANk

REAR SUMp (INSIDE THE ENGINE)

LUBE UNIT

FORwARD SUMp (INSIDE THE ENGINE)

AGB

OIL SYSTEM INTRODUCTION (-5A)

CtC-227-055-00


TOC



Page 51 Apr 06

CFM56-5A/-5B

TRAINING MANUAL



TOC


Page 52 Apr 06

CFM56-5A/-5B

TRAINING MANUAL

basic engine


TOC


BASIC ENGINE GENERAL FAMILIARIZATION

Page 53 Apr 06

CFM56-5A/5B

TRAINING MANUAL

ENGINE GENERAL CONCEPT The CFM56-5A/-5B engine consists of two independent rotating systems: - The low pressure system rotational speed is designated N1. - The high pressure system rotational speed is designated N2. The engine rotors are supported by 5 bearings, identified in manuals as numbers 1 thru 5, where No 1 is the most forward and No 5 the most aft. These bearings are housed in 2 dry sump cavities provided by the fan and turbine frames. Engine structural rigidity is obtained with short lengths between two main structures (frames). The accessory drive system uses energy from the high pressure compressor rotor to drive the engine and aircraft accessories. It also plays a major role in starting.


TOC


Page 54 Apr 06

CFM56-5A/-5B

TRAINING MANUAL

5 BEARINGS

ACCESSORY DRIVE SYSTEM

Lp SYSTEM N1 SpEED 2 FRAMES Hp SYSTEM N2 SpEED 2 SUMpS

ENGINE CONCEpT (-5B)

CtC-227-005-01


TOC



Page 55 Apr 06

CFM56-5A/-5B

TRAINING MANUAL



TOC


Page 56 Apr 06

CFM56-5A/-5B

TRAINING MANUAL

5 BEARINGS

ACCESSORY DRIVE

Lp SYSTEM N1 SpEED 2 FRAMES Hp SYSTEM N2 SpEED 2 SUMpS

ENGINE CONCEpT (-5A)

CtC-227-058-00


TOC



Page 57 Apr 06

CFM56-5A/5B

TRAINING MANUAL

BEARINGS AND SEALS Main Engine Bearings The engine contains five main bearings, which support the rotors. There are two types of bearings: - Ball bearings, which absorb axial and radial loads. - Roller bearings, which absorb only radial loads. Bearings need permanent oil lubrication, so they are located in the two dry sump cavities, which are pressure sealed. - The forward sump cavity houses No 1, No 2 and No 3 bearings: - No 1 and No 2 bearings hold the fan shaft. - No 3 bearing holds the front of the HP shaft. - The rear sump cavity houses No 4 and No 5 bearings: - No 4 bearing holds the rear of the HP shaft. - No 5 bearing holds the rear of the LPT shaft.


TOC


Page 58 Apr 06

CFM56-5A/-5B

TRAINING MANUAL

TURBINE FRAME

FAN FRAME

REAR SUMp

FORwARD SUMp

No 1 BEARING (BALL)

No 2 BEARING (ROLLER)

No 3 BEARING (BALL)

FAN SHAFT

Lp SHAFT



Hp SHAFT

MAIN ENGINE BEARINGS

CtC-227-079-00


TOC




Page 59 Apr 06

CFM56-5A/5B

TRAINING MANUAL

BEARINGS AND SEALS Sump sealing 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 60 Apr 06

CFM56-5A/-5B

TRAINING MANUAL

pRESSURIZING pORT

OIL jET

OIL SEAL

AIR SEAL

AIR TO CENTER VENT

AIR SEAL

OIL SEAL

DRAIN

CtC-227-080-00

ROTATING AIR/OIL SEpARATOR

SEAL pRESSURIZATION pRINCIpLE


TOC

SCAVENGE



Page 61 Apr 06

CFM56-5A/5B

TRAINING MANUAL

ENGINE GENERAL CONCEPT The CFM56-5A/-5B is a modular concept design engine. It has 17 different modules that are enclosed within three major modules and an accessory drive module. The 3 Major Modules are: - The Fan Major Module. - The Core Engine Major Module. - The Low Pressure Turbine Major Module.


TOC


Page 62 Apr 06

CFM56-5A/-5B

TRAINING MANUAL

CORE ENGINE MAjOR MODULE FAN MAjOR MODULE

- 5B

LOw pRESSURE TURBINE MAjOR MODULE

ACCESSORY DRIVE MODULE

MODULAR DESIGN (-5B)

CtC-227-006-01


TOC



Page 63 Apr 06

CFM56-5A/-5B

TRAINING MANUAL



TOC


Page 64 Apr 06

CFM56-5A/-5B

TRAINING MANUAL

CORE ENGINE MAjOR MODULE FAN MAjOR MODULE

- 5A

LOw pRESSURE TURBINE MAjOR MODULE

ACCESSORY DRIVE MODULE

MODULAR DESIGN (-5A)

CtC-227-059-00


TOC



Page 65 Apr 06

CFM56-5A/5B

TRAINING MANUAL

Fan Major Module The fan major module consists of 4 modules: - Fan and booster module. - No 1 and 2 bearing support module. - Fan frame module. - Inlet gearbox and No 3 bearing.


TOC


Page 66 Apr 06

CFM56-5A/-5B

TRAINING MANUAL

FAN FRAME MODULE FAN AND BOOSTER MODULE

INLET GEARBOx AND No 3 BEARING

No 1 AND No 2 BEARING SUppORT MODULE

FAN MAjOR MODULE

CtC-227-060-00


TOC



Page 67 Apr 06

CFM56-5A/5B

TRAINING MANUAL

CORE ENGINE MAJOR MODULE The core engine is a high pressure, high speed, gas generator that produces the power to drive the engine. Fan discharge air is compressed in the High Pressure Compressor (HPC), heated and expanded in the combustion chamber. It is then directed by the High Pressure Turbine (HPT) nozzles onto the HPT rotor. Energy not extracted from the gas stream by the HPT rotor is used to drive the Low Pressure Turbine (LPT), fan rotors and booster. In running conditions, the core engine also provides a torque to drive the accessories installed on the AGB. During engine start an Air Starter drives the core engine through the accessory drive system.

The core engine consists of the following: The HPC. - HPC rotor. - HPC front stator. - HPC rear stator. The combustion section. - Combustor casing. - Combustion chamber. The HPT. - HPT nozzle. - HPT rotor. - HPT shroud & Stage 1 LPT nozzle.

The forward end of the core is supported by the No 3 ball and roller bearings, located in the Fan Major Module. The aft end is supported by the No 4 roller bearing, located in the LPT Major Module.


TOC


Page 68 Apr 06

CFM56-5A/-5B

TRAINING MANUAL

COMBUSTION CASE

HIGH pRESSURE COMpRESSOR STATOR

COMBUSTOR

HIGH pRESSURE TURBINE NOZZLES

FUEL NOZZLES

HpC STATOR

HIGH pRESSURE TURBINE SHROUDS STAGE 1 LpT NOZZLES

HIGH pRESSURE COMpRESSOR ROTOR

IGB & No 3 BEARING No 4 BEARING

HpC ROTOR

HIGH pRESSURE TURBINE ROTOR AIR DUCT

CORE ENGINE MAjOR MODULE

CtC-227-008-01


TOC



Page 69 Apr 06

CFM56-5A/5B

TRAINING MANUAL

Low Pressure Turbine (LPT) Major Module The purposes of the LPT major module are: - To transform the pressure and velocity of gasses coming from the High Pressure Turbine (HPT), into mechanical power to drive the fan and booster module. - To provide a rear support for the HP and LP rotors. - To provide rear mounts for engine installation on the aircraft. The LPT major module is located at the rear of the engine, and consists of: - The LPT rotor/stator module. - The LPT shaft module. - The turbine frame module.


TOC


Page 70 Apr 06

CFM56-5A/-5B

TRAINING MANUAL

TURBINE FRAME LpT ROTOR / STATOR ASSEMBLY

LpT SHAFT

CtC-227-061-00

LOw pRESSURE TURBINE MODULE


TOC



Page 71 Apr 06

CFM56-5A/5B

TRAINING MANUAL

ACCESSORY DRIVE SYSTEM At engine start, the accessory drive system transmits external power from the engine air starter to drive the core engine. When the engine is running, the accessory drive system extracts part of the core engine power and transmits it through a series of gearboxes and shafts in order to drive the engine and aircraft accessories. For maintenance tasks, the core can be cranked manually through the Accessory Gearbox. The accessory drive system is located at the 6 o’clock position and consists of the following components: - Inlet Gearbox (IGB), which takes power from the HPC front shaft. - Radial Drive Shaft (RDS), which transmits the power to the Transfer Gearbox. - Transfer Gearbox (TGB), which redirects the torque. - Horizontal Drive Shaft (HDS), which transmits power from the Transfer Gearbox to the Accessory Gearbox. - Accessory Gearbox (AGB), which supports and drives both engine and aircraft accessories.


TOC


Page 72 Apr 06

CFM56-5A/-5B

TRAINING MANUAL

INLET GEARBOx (IGB)

RADIAL DRIVE SHAFT (RDS)

HORIZONTAL DRIVE SHAFT (HDS)

ACCESSORY GEARBOx (AGB)

TRANSFER GEARBOx (TGB) CtC-227-010-01

ACCESSORY DRIVE SECTION DESIGN


TOC



Page 73 Apr 06

CFM56-5A/5B

TRAINING MANUAL

Accessory Gearbox The accessory gearbox supports and drives both aircraft and engine accessories. The AGB assembly is mounted under the fan inlet case at the 6 o’clock position and is secured by 2 clevis mounts with shouldered bushings. The housing is an aluminium alloy casting.

Its rear face connects with the HDS coupling tube and provides mounting pads for: - The fuel pump. - The N2 speed sensor. - The starter. Some of the accessories are installed on the AGB through Quick Attach/Detach (QAD) rings.

The AGB consists of a gear train that reduces and increases the rotational speed to meet the specific drive requirements of each accessory. The AGB’s front face has mounting pads for the following equipment: - Lube unit. - Hydraulic pump. - Hand-cranking drive. - Control alternator. - Integrated Drive Generator (IDG).


TOC


Page 74 Apr 06

CFM56-5A/-5B

TRAINING MANUAL

CLEVIS MOUNT

FUEL pUMp/HMU pAD

N2 SpEED SENSOR MOUNTING pAD

LUBRICATION UNIT pAD

HORIZONTAL DRIVE COUpLING TUBE

STARTER pAD

HYDRAULIC pUMp pAD

FwD HANDCRANkING pAD CONTROL ALTERNATOR pAD

CLEVIS MOUNT IDG pAD

ACCESSORY GEARBOx HOUSING

CtC-227-011-01


TOC



Page 75 Apr 06

CFM56-5A/-5B

TRAINING MANUAL



TOC


Page 76 Apr 06

CFM56-5A/-5B

TRAINING MANUAL

engine systems


TOC


engine systems general familiarization

Page 77 Feb 11

CFM56-5A/5B

TRAINING MANUAL

FADEC SYSTEM INTRODUCTION FADEC purposes. 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 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.


TOC


Page 78 Feb 11

CFM56-5A/-5B

TRAINING MANUAL

ACTIVE CLEARANCE CONTROL

POWER MANAGEMENT CONTROL

FADEC STARTING / SHUTDOWN / IGNITION CONTROL

FUEL CONTROL

VARIABLE GEOMETRY CONTROL

OIL TEMPERATURE CONTROL FADEC PUPOSES

CTC-227-012-00


TOC

THRUST REVERSER CONTROL



Page 79 Feb 11

CFM56-5A/5B

TRAINING MANUAL

FADEC SYSTEM INTRODUCTION FADEC components. 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.


TOC


Page 80 Feb 11

CFM56-5A/-5B

TRAINING MANUAL

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-227-013-01


TOC

pS13



Page 81 Feb 11

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. 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 82 Feb 11

CFM56-5A/-5B

TRAINING MANUAL

COOLING DUCT

FAN INLET COwL INLET

ECU

- 5B

MOUNTING BOLT

- 5A

MOUNTING BOLT

INLET

COOLING AIR OUTLET

FwD

pRESSURE CONNECTORS ECU

ELECTRICAL CONNECTORS

OUTLET

ELECTRONIC CONTROL UNIT

CtC-227-014-01


TOC

ECU



Page 83 Feb 11

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 (ex. rating, SAC/DAC, /P version, etc...). It is plugged into connector J14 at the bottom of the ECT, and attached to the fan case by a metallic braid. It remains with the engine even after ECU replacement. The plug includes a coding circuit, soldered to the plug connector pins. The ECU stores schedules in its Non-Volatile Memory (NVM) for all available engine configurations. During initialization, it reads the plug. In the case of a missing or invalid ID plug, the ECU uses the value stored in the NVM for the previous plug configuration.


TOC


Page 84 Feb 11

CFM56-5A/-5B

TRAINING MANUAL

- 5B

- 5A SAFETY wIRE

CODING CIRCUIT (FUSE LINkS)

pUSH-pULL LINk CODING CIRCUIT

O-RING METALLIC BRAID

METALLIC BRAID

BOLTED ON THE FAN CASE

CtC-227-015-01

IDENTIFICATION pLUG DESCRIpTION


TOC



Page 85 Feb 11

CFM56-5A/5B

TRAINING MANUAL

ELECTRONIC CONTROL UNIT The ECU can be powered either by the aircraft or by the control alternator, depending on engine speed. ECU power supply. 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.

Control Alternator. 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.

The power sources are the aircraft 28 VDC normal and emergency busses, connected to the A/C batteries. 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 emergency bus is hardwired to channel A.


TOC


Page 86 Feb 11

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-227-016-01


TOC



Page 87 Feb 11

CFM56-5A/5B

TRAINING MANUAL

ELECTRONIC CONTROL UNIT ECU control alternator. The control alternator supplies electrical power directly to the ECU and is installed on the front face of the Accessory GearBox (AGB). 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, cooled down with AGB engine oil.


TOC


Page 88 Feb 11

CFM56-5A/-5B

WASHER

AGB

TRAINING MANUAL

BOLT

ATTACHMENT PAD

ELECTRICAL CABLE CONNECTOR CHANNEL A

ROTOR

NUT ELECTRICAL CABLE CONNECTOR CHANNEL B

CTC-227-017-01

ECU CONTROL ALTERNATOR DESIGN


TOC



Page 89 Feb 11

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


Page 90 Feb 11

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-227-018-01


TOC



Page 91 Feb 11

CFM56-5A/5B

TRAINING MANUAL

ENGINE SENSORS Speed sensors.

Pressure sensors.

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 92 Feb 11

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-227-019-01


TOC



Page 93 Feb 11

CFM56-5A/-5B

TRAINING MANUAL



TOC


Page 94 Feb 11

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-227-063-00


TOC



Page 95 Feb 11

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 Feb 11

CFM56-5A/-5B

TRAINING MANUAL

AIR DUCTS SAV

IGNITION BOxES

ECU

IGNITER STARTER IGNITION LEADS

CtC-227-064-00

STARTING SYSTEM (- 5B) SHOwN (- 5A IDENTICAL)


TOC



Page 97 Feb 11

CFM56-5A/5B

TRAINING MANUAL

STARTING SYSTEM 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 98 Feb 11

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-227-020-01

pNEUMATIC STARTER

STARTING OpERATION (- 5B) SHOwN (- 5A IDENTICAL)


TOC



Page 99 Feb 11

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. A current is supplied to the ignition exciters and transformed into high voltage pulses. These pulses are sent, through ignition leads, to the tip of the igniter plugs, producing sparks.


TOC


Page 100 Feb 11

CFM56-5A/-5B

TRAINING MANUAL

ExCITER (2) SpARk IGNITER (2)

IGNITION LEAD ASSEMBLY (2)

IGNITION GENERAL

CtC-227-065-00


TOC



Page 101 Feb 11

CFM56-5A/5B

TRAINING MANUAL

Power Management 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 102 Feb 11

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-227-022-01


TOC



Page 103 Feb 11

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 104 Feb 11

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-211-189-00


TOC

MIxED FUEL OpERATION IS ALLOwED, pROVIDED THE OTHER FUEL IS ON THE LIST.



Page 105 Feb 11

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 106 Feb 11

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-227-023-01

HMU

FUEL DISTRIBUTION COMpONENTS (- 5B)


TOC




Page 107 Feb 11

CFM56-5A/-5B

TRAINING MANUAL



TOC


Page 108 Feb 11

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-227-066-00

HMU

FUEL DISTRIBUTION COMpONENTS (- 5A)


TOC




Page 109 Feb 11

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 110 Feb 11

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-227-024-01


TOC

10 FUEL NOZZLES



Page 111 Feb 11

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 112 Feb 11

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-227-025-01

FUEL pUMp (- 5B) SHOwN (- 5A IDENTICAL)


TOC

OUTpUT SHAFT TO HMU



Page 113 Feb 11

CFM56-5A/5B

TRAINING MANUAL

OIL/FUEL HEAT EXCHANGERS The purpose of the main oil/fuel heat exchanger is to cool the engine scavenge oil with cold fuel, through conduction and convection, inside the exchanger where both fluids circulate. The servo fuel heater 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 114 Feb 11

CFM56-5A/-5B

TRAINING MANUAL


SERVO FUEL HEATER

HMU

AGB

OIL/FUEL HEAT ExCHANGERS

CtC-227-026-01


TOC

FUEL pUMp



Page 115 Feb 11

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.


TOC


Page 116 Feb 11

CFM56-5A/-5B

TRAINING MANUAL

HMU

CtC-227-028-01

HYDROMECHANICAL UNIT LOCATION


TOC



Page 117 Feb 11

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 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.


TOC


Page 118 Feb 11

CFM56-5A/-5B

FORwARD

TRAINING MANUAL

HYDROMECHANICAL UNIT FUEL DISCHARGE TUBE

TO FUEL NOZZLE FILTER

FLOw FROM HMU Up

HMU DISCHARGE pORT

OUTLET

INLET

ELECTRICAL CONNECTOR

INSTALLATION BRACkET

FUEL SUppLY HOSE


CtC-227-029-01


TOC



Page 119 Feb 11

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 120 Feb 11

CFM56-5A/-5B

TRAINING MANUAL

FUEL NOZZLE FILTER

NOZZLE MANIFOLD

FROM FUEL FLOw TRANSMITTER


HMU

CtC-227-030-01

FUEL NOZZLE FILTER (OR DOwNSTREAM FUEL FILTER)


TOC



Page 121 Feb 11

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.


TOC


Page 122 Feb 11

CtC-227-031-01

CFM56-5A/-5B

BURNER STAGING VALVE (-5A ONLY)


TOC

TRAINING MANUAL



Page 123 Feb 11

CFM56-5A/5B

TRAINING MANUAL

fuel nozzle (SAC) 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. All nozzles feature a primary and a secondary fuel flow, depending on fuel pressure.


TOC


Page 124 Feb 11

CFM56-5A/-5B

- 5B

TRAINING MANUAL

FUEL MANIFOLD

FUEL NOZZLE

- 5A FUEL MANIFOLD

FUEL NOZZLE COMBUSTION CHAMBER

COMBUSTION CASE

COMBUSTION CHAMBER

FUEL NOZZLE (SAC)

CtC-227-032-01


TOC



Page 125 Feb 11

CFM56-5A/5B

TRAINING MANUAL

fuel nozzle (DAC) (-5B only) The DAC fuel manifold consists of 20 nozzles, which are of two types: - the cooling nozzles - the bleed nozzles Both nozzle types are similar in function and fuel management, bu spray fuel in different areas of the combustion chamber. Each nozzle has two tips. The upper tip supplies fuel to the pilot burner zone, and the lower tip to the main burner zone. All nozzles feature a primary and a secondary fuel flow, depending on fuel pressure.


TOC


Page 126 Feb 11

CFM56-5A/-5B

TRAINING MANUAL

FUEL MANIFOLD CONNECTIONS FUEL NOZZLE (TYPICAL) PILOT FUEL NOZZLE TIP

PILOT BURNER ZONE MAIN BURNER ZONE

FWD

MAIN FUEL NOZZLE TIP

FUEL NOZZLE (DAC) (-5B ONLY)

CTC-227-033-01


TOC



Page 127 Feb 11

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 128 Feb 11

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-227-034-01


TOC



Page 129 Feb 11

CFM56-5A/-5B

TRAINING MANUAL



TOC


Page 130 Feb 11

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-227-067-00


TOC



Page 131 Feb 11

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. (- 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. (-5B, -5A) 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. The FRV is fuel operated and electrically controlled through the ECU control logic.


TOC


Page 132 Feb 11

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-227-035-01

FUEL RETURN VALVE INTERFACE (-5B)


TOC

COLD



Page 133 Feb 11

CFM56-5A/-5B

TRAINING MANUAL



TOC


Page 134 Feb 11

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-227-068-00


TOC

HOT FUEL



Page 135 Feb 11

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.

At low speed, they are fully open and reject part of the booster discharge air into the secondary airflow, preventing the LPC from stalling.

The system consists of:

At high speed, the VBV’s are closed. The HPC is equipped with one Inlet Guide Vane (IGV) stage and three VSV stages.

- 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.

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.

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.


TOC


Page 136 Feb 11

CFM56-5A/-5B

TRAINING MANUAL

- 5B

- 5A

VARIABLE BLEED VALVES (VBV) SLIDE

INLET GUIDE VANES (IGV) VARIABLE STATOR VANES (VSV)

COMpRESSOR CONTROL DESIGN

CtC-227-036-01


TOC



Page 137 Feb 11

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. 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. 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.


TOC


Page 138 Feb 11

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-227-037-01


TOC



Page 139 Feb 11

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.

VSV linkage system

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 vane actuation rings are linked to the master rod in the bellcrank assembly, through slave rods.

The VSV system is located at the front of the HP compressor and consists of 2 actuators and 2 bellcrank assemblies, on both sides of the HPC case. The actuators, located at the 2 and 8 o’clock positions on the HPC case, move 4 actuation rings (made in 2 halves) to change the angular position of the vanes.


TOC

Each VSV actuator is connected through a clevis link and a bellcrank assembly to a master rod.

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.


Page 140 Feb 11

CFM56-5A/-5B

TRAINING MANUAL

VARIABLE STATOR VANE ACTUATOR

ACTUATION RINGS

Hp COMpRESSOR CASE BELLCRANk ASSEMBLIES

VSV SYSTEM LOCATION

CtC-227-038-01


TOC



Page 141 Feb 11

CFM56-5A/5B

TRAINING MANUAL

transient bleed valve (-5b ONLY) 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 142 Feb 11

CFM56-5A/-5B

TRAINING MANUAL

- 5B ONLY

9TH STAGE IN

9TH STAGE OUT

TBV

CtC-227-039-01

TBV SYSTEM LOCATION (-5B ONLY)


TOC



Page 143 Feb 11

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.

(-5A, -5B):

(-5B):

The ECU uses various engine and aircraft sensor information to take into account the engine operating range and establish a schedule.

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.

The HPTCC valve is located on the engine core section at the 3 o’clock position.

(-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


Page 144 Feb 11

CFM56-5A/-5B

TRAINING MANUAL

- 5B

9TH STAGE BLEED AIR DUCT

FwD

DISCHARGE MANIFOLD

HpTCC VALVE

HpTCC SYSTEM LOCATION (-5B)

CtC-227-040-01


TOC

4TH STAGE BLEED AIR DUCT



Page 145 Feb 11

CFM56-5A/-5B

TRAINING MANUAL



TOC


Page 146 Feb 11

CFM56-5A/-5B

TRAINING MANUAL

- 5A

HpTCC DISCHARGE MANIFOLD

START BLEED DISCHARGE TUBE HpTCC VALVE

FwD

HpTCC SYSTEM LOCATION (-5A)

CtC-227-069-00


TOC



Page 147 Feb 11

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.


TOC


Page 148 Feb 11

CFM56-5A/-5B

TRAINING MANUAL

AIR DISTRIBUTION MANIFOLD

LpTCC VALVE

LpT CASE COOLING TUBES (x6)

AIR SCOOp

CtC-227-041-01

LpTCC SYSTEM LOCATION (-5B SHOwN)


TOC



Page 149 Feb 11

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


Page 150 Feb 11

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-211-190-00


TOC



Page 151 Feb 11

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. It 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 detection system, installed on the lubrication unit. - A main oil/fuel heat exchanger, secured on the engine fuel pump.


TOC


Page 152 Feb 11

CFM56-5A/-5B

TRAINING MANUAL

- 5B VIEw A

A

- 5A ANTI-SIpHON DEVICE

OIL TANk


LUBRICATION UNIT CtC-227-042-01

OIL DISTRIBUTION COMpONENTS LOCATION


TOC



Page 153 Feb 11

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 154 Feb 11

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-227-043-01


TOC



Page 155 Feb 11

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 156 Feb 11

CFM56-5A/-5B

ECAM OIL QTY INDICATION ANTI SIpHON OIL TANk

ECAM OIL TEMpERATURE INDICATION

OIL p xMTR

OIL DIFFERENTIAL pRESSURE SwITCH

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-227-070-00


TOC



Page 157 Feb 11

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 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. The tank has a pressure tapping connected to a low oil pressure switch and oil pressure transmitter, that are used in cockpit indicating. Between engine start and running conditions, the oil level drops, due to the gulping effect.


TOC


Page 158 Feb 11

CFM56-5A/-5B

TRAINING MANUAL

VIEw

A

VENT TUBE

OIL INLET (FROM ExCHANGER)

MOUNTS

A

OIL LEVEL TRANSMITTER

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-227-044-01


TOC

DRAIN pLUG



Page 159 Feb 11

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 160 Feb 11

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-227-045-01


TOC



Page 161 Feb 11

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 162 Feb 11

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-227-046-01


TOC



Page 163 Feb 11

CFM56-5A/-5B

TRAINING MANUAL



TOC


Page 164 Feb 11

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-227-071-00


TOC

MAIN SCAVENGE FILTER



Page 165 Feb 11

CFM56-5A/5B

TRAINING MANUAL

master chip detector (-5B ONLY) 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.


TOC


Page 166 Feb 11

CFM56-5A/-5B

TRAINING MANUAL

LUBRICATION UNIT

GASkET

MASTER CHIp DETECTOR STRAIGHT CONNECTOR wITNESS LINES

CtC-227-047-01

MASTER CHIp DETECTOR (-5B ONLY)


TOC

HOSE TO SERVO-FUEL HEATER



Page 167 Feb 11

CFM56-5A/5B

TRAINING MANUAL

visual pop-out indicator (-5b only) The visual 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 electrical supply harness from the A/C. After maintenance action, the pop-out indicator must be manually reset.


TOC


Page 168 Feb 11

CFM56-5A/-5B

TRAINING MANUAL

A/C 28 VDC

DpM CABLE ELECTRICAL INTERFACE

MASTER CHIp DETECTOR (MCD)

LUBRICATION UNIT

CtC-227-048-01

OIL TANk

VISUAL pOp-OUT INDICATOR (-5B ONLY)


TOC



Page 169 Feb 11

CFM56-5A/5B

TRAINING MANUAL

SECONDARY FLOW EXHAUST SYSTEM Location of T/R control components. The thrust reverser control system controls hydraulic and electrical power to the thrust reverser for stow and deploy operations. The control components are located in the following areas of the airplane: - The control quadrant. - The engine. - The T/R halves. - The pylon.


TOC


Page 170 Feb 11

CFM56-5A/-5B

TRAINING MANUAL

THROTTLE QUADRANT: - CONTROL LEVER - REVERSER LATCHING LEVER

VIEw

A

pYLON: - SHUT-OFF VALVE - HYDRAULIC FILTER

A

ENGINE: - ELECTRONIC CONTROL UNIT

THRUST REVERSER HALVES: - ELECTRICAL, HYDRAULIC AND MECHANICAL COMpONENTS

T/R CONTROL SYSTEM

CtC-227-076-00


TOC



Page 171 Feb 11

CFM56-5A/5B

TRAINING MANUAL

engine indicating system The engine is equipped with sensors that monitor: - temperature - pressure - speed - vibration - fuel flow It also has switches that provide indication for: - oil, fuel clogging - thrust reverser hydraulic pressure - position (SAV, T/R, etc...) Depending on the data transmitted, messages are generated on the following devices: - Upper ECAM: Engine Warning Display (EWD). - Lower ECAM: Systems Display (SD). There are also visual and audible attention getters: - Master Caution, Master Warning. - Audible chimes and oral warning. These messages are used to run the engine under normal conditions throughout the operation range, or to provide warning messages to the crew and maintenance personnel. The Master Caution and Warning are located in front of the pilot on the glareshield panel. EFFECTIVITY ALL CFM56-5A/-5B FOR A318-A319-A320-321 CFMI Proprietary Information

TOC


Page 172 Feb 11

CFM56-5A/-5B

TRAINING MANUAL

VIEW

ENGINE WARNING DISPLAY

B

ENGINE SYSTEM PAGE

ENGINE 5

10

84.2 5 10

952

104.9 2300

N1

5

%

EGT 0 C N2 %

F.F KG/H

10

84.2

FLX

207

1.296 56 C

5

OIL PRESS.

10

670

FOB: 6700KG S

FLAP

25 0

14.5

F

300

99.9

ENG 1 EGT OVERLIMIT ENG 1 COMPRESSOR VANE

0

2

2185

140

T.0 INHIBIT IGNITION LDG LT

0

14.4

VIB (N2) 0.3 0.3

300 0

166 140

OIL TEMP.

A

A MASTER WARN

MASTER CAUT

+10 +10

C C

03

GW

54700

KG

H 25

IGN

SAV A PSI 34 TAT +19 C SAT +18 C

IGN

B 35 PSI

23 H 56

GW 132000 LBS

ENGINE INDICATING SYSTEM

CTC-227-050-01


TOC

25

PSI C

VIB (N1) 1.6 1.6

215

0

VIEW

B

OIL QT

166

TAT SAT

A

F.USED KG



Page 173 Feb 11

CFM56-5A/5B

TRAINING MANUAL

centralized fault and display system The reporting functions provided by the Centralized Fault and Display System (CFDS) are: - The last leg report. - The last leg ECAM report. - The previous leg report. - The post-flight report. Through the systems report/test, there is access to engine reports, specific data and tests such as FADEC test, ignition test, etc...


TOC


Page 174 Feb 11

CFM56-5A/-5B

CFDS

TRAINING MANUAL

→

** ENGINE 1 MAIN MENU **

<

POST

*SEND

FLT REP

PRINT>

< <

BRT DIR

PRO ROG RO

PER PERF

INI NIT NI

DAT ATA

F-PL -PLN -PL

RAD D NAV N

FUEL EL PR PRED

SEC C F-PLN F-

ATC TC CCMM CC

AIR R PORT PO NEXT XT PA PAGE F A I L F M G C

2

4

5

3 6

7

8 0

9 /

1

OFF

<

MCDU DU M MENU

A

B

C

D E

F

G

H

I

J

K

L

M

N

O

P

Q

R

S

T

U

V

W

X

Y

Z

-

+

O FY OVFY

CL LR

<

> > >

> >

M C D U M E N U

CFDS REPORTING SYSTEM

CTC-227-051-01


TOC

<

LAST LEG IGN TEST REPORT PREV LEGS T/R TEST REPORT LRU IDENT FADEC TEST REPORT TROUBLE SHOOTING REPORT CLASS 3 SCHED MAINT REPORT REPORT RETURN S P E C I F I C D A T A



Page 175 Feb 11

CFM56-5A/-5B

TRAINING MANUAL



TOC


Page 176 Feb 11

CTC-227_General_Familiarization BOOK Feb 2011

Recommend Documents