Ctc 235 Nacelle

TRAINING MANUAL CFM56-5a/-5b

nacelle

May 2007

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CTC-235 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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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

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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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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

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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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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


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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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CFM56-ALL

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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CFM56-5A/-5B

TRAINING MANUAL

TABLE OF CONTENTS

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

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contents nacelle

Page 15 May 07

CFM56-5A/-5B

section

Page

TRAINING MANUAL

section

Page

lexis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 TABLE OF CONTENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 NACELLE GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 POWERPLANT PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 inlet section ENGINE MOUNTS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 AIR INLET COWL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 fan cowl doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57 thrust reverser cowl opening. . . . . . . . . . . . . . . . . . . . . . . . . . . 63 engine removal/installation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71 exhaust section thrust reverser general. . . . . . . . . . . . . . . . . . . . . . . . . . . 85 thrust reverser mechanical structure . . . . . . . . . . . . 89 thrust reverser control system. . . . . . . . . . . . . . . . . . . 97 exhaust system. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129 nacelle systems engine hydraulic system . . . . . . . . . . . . . . . . . . . . . . . . . . . 139 engine bleed air system . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149 drive generator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 175 engine fire protection and detection systems. . . . . 183 powerplant drains. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 191

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

contents nacelle

Page 16 May 07

CFM56-5A/-5B

TRAINING MANUAL

NACELLE GENERAL


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NACELLE GENERAL NACELLE

Page 17 May 07

CFM56-5A/5B

TRAINING MANUAL

NACELLE GENERAL The cowls enclose the periphery of the engine so as to form the engine nacelle, underneath the aircraft wings. The nacelle is the aerodynamic structure around the basic engine and has several purposes: - To smooth the airflow around and into the engine, in order to decrease drag and give better engine performance. - To prevent damage to the external surface of the engine. - To give extra strength to the engine structure. - To make connections for air, fluids and electricity. - To enable access to the engine, or direct access to some engine equipment.


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CFM56-5A/-5B

AERODYNAMICS

RIGIDITY

ENGINE PROTECTION

CONNECTIONS

ACCESS

NACEllE PURPOSES

CTC--00-0


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TRAINING MANUAL



Page 19 May 07

CFM56-5A/5B

TRAINING MANUAL

NACELLE GENERAL The nacelle is made up of different major sections along the engine and includes: - The air inlet cowl. - The fan cowl doors. - The thrust reverser. - The exhaust system.


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Page 20 May 07

CFM56-5A/-5B

AIR INlET COWl

FAN COWl

ThRUST REVERSER

ExhAUST SYSTEM

NACEllE SECTIONS

CTC--00-0


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TRAINING MANUAL



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CFM56-5A/-5B

TRAINING MANUAL



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CFM56-5A/-5B

TRAINING MANUAL

POWERPLANT PRESENTATION


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powerplant presentation NACELLE

Page 23 May 07

CFM56-5A/5B

TRAINING MANUAL

POWERPLANT - ENGINE HAZARDS Engine run-ups must be carried out in approved areas. Ramp must be clean to prevent ingestion. Aircraft inner tanks must contain 3000 kg of fuel. Personnel must be aware of the dangerous areas. CAUTION: Perform a FOD walk in front of and around engine ingestion area prior to engine start. Hazards around an engine in operation are: - Inlet suction. - Exhaust heat. - Exhaust velocity. - Engine noise. Inlet suction. Engine inlet suction can pull people and large objects into the engine. At idle power, the inlet hazard area is a 7.2 ft (2.2 m) radius around the inlet. At take-off power, the inlet hazard aera is a 21.7 ft (6.6 m) radius around the inlet. WARNING: If the wind is over 25 knots, increase the inlet hazard area by 20 percent. EFFECTIVITY ALL CFM56-5A/-5B FOR A318-A319-A320-A321 CFMI Proprietary Information

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Exhaust heat. The engine exhaust is very hot over long distances behind the engine. This can cause damage to personnel and equipment. Exhaust velocity. Exhaust velocity is very high over long distances behind the engine. This can cause damage to personnel and equipment. Engine entry/exit corridor. Engine entry corridors are between the inlet hazard areas and the exhaust hazard areas. You can go near an engine in operation only when: - Engine is at minimum idle. - Communication with ground personnel and flight deck is mandatory. - Operation with fan cowls open is allowed, the maximum engine speed in this case is minimum idle. For additional safety, wear a safety harness when the engine is in operation. Carry out safety procedures while the engines are running.


Page 24 May 07

CFM56-5A/-5B

TRAINING MANUAL

SAFETY PRECAUTIONS

INlET hAZARD AREA

- RUN-UP PARKING MUST BE APPROVED. - PERFORM VISUAl INSPECTION BEFORE ENGINE START. - AIRCRAFT INNER TANKS MUST CONTAIN 3000 KG OF FUEl. - ENSURE COMMUNICATION BETWEEN GROUND PERSONNEl AND FlIGhT DECK.

21.7 FT (6.6 M)

7.2 FT (2.2 M)

INlET hAZARD AREA ENTRY/ExIT CORRIDOR AT MINIMUM IDlE ONlY

3.4 FT (1.0 M)

72 FT (22 M) 192 FT (59 M) TO 199 FT (61 M)

45°

hEAT AND ExhAUST VElOCITY hAZARD AREAS

ENTRY/ExIT CORRIDOR

TO 1235 FT (376 M)

MINIMUM IDlE

TAKE-OFF ThRUST

POWERPlANT - ENGINE hAZARDS AREAS powerplant EFFECTIVITY presentation ALL CFM56-5A/-5B FOR A318-A319-A320-A321 CTC--0-0

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NACELLE

Page 25 May 07

CFM56-5A/5B

TRAINING MANUAL

POWERPLANT - engine hazards (continued) Engine noise. Engine noise can cause temporary and/or permanent loss of hearing. The following charts provide information about distance to engine with ear protection. NOTE: The charts provide information about ear damage even when wearing ear protection.


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CFM56-5A/-5B

TRAINING MANUAL

lEGEND NO EAR PROTECTION REQUIRED

EAR PROTECTION IS REQUIRED WIThIN ThIS AREA

EAR PROTECTION REQUIRED hAZARDOUS AREA WITh EAR PROTECTION

600

TAKE OFF

500

Y

400 300 200

x

100 0 3

6

120 100

15 30 60 150 300 600 1500 3000 MINUTES ExPOSURE TIME/WEEK MINIMUM IDlE

SEA lEVEl STATIC, ISA +10°C, 70% RElATIVE hUMIDITY

80 60

Y

40 20 0 3

x 6

15 30 60 150 300 600 1500 3000 MINUTES ExPOSURE TIME/WEEK

CFM56-5B CTC--00-0

x

TAKE OFF

500 400 300

Y

200 100 0 3

x 6

120 100

15 30 60 150 300 600 1500 3000 MINUTES ExPOSURE TIME/WEEK MINIMUM IDlE

SEA lEVEl STATIC, ISA +10°C, 70% RElATIVE hUMIDITY

80 60

Y

40 20 0 3

x 6

15 30 60 150 300 600 1500 3000 MINUTES ExPOSURE TIME/WEEK

CFM56-5A

POWERPlANT - ACOUSTICAl hAZARD AREAS


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RADIAl DISTANCE FROM ENGINE IN METERS

RADIAl DISTANCE FROM ENGINE IN METERS

600

PROlONGED ExPOSURE EVEN WITh EAR PROTECTION MAY CAUSE DAMAGE WIThIN ThIS AREA

Y



Page 27 May 07

CFM56-5A/5B

TRAINING MANUAL

POWERPLANT PRESENTATION The engine is attached to the 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 aerodynamic structure around the engine. The cowling assembly consists of: -The air inlet cowl. -The fan cowls. -The thrust reverser cowls. -The primary exhaust (primary nozzle and centerbody).


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Page 28 May 07

CFM56-5A/-5B FWD MOUNT

TRAINING MANUAL

WING AFT MOUNT

PYlON

CENTERBODY

AFT MOUNT RIGhT ThRUST REVERSER ‘C’ DUCT

RIGhT FAN COWl DOOR

ENGINE BUIlT UNIT

PRIMARY NOZZlE

ThRUST REVERSER PIVOTING DOORS

AIR INlET COWl

FWD MOUNT

POWERPlANT - PRESENTATION

CTC--00-0


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lEFT FAN COWl DOOR

lEFT ThRUST REVERSER ‘C’ DUCT



Page 29 May 07

CFM56-5A/5B

TRAINING MANUAL

POWERPLANT PRESENTATION For quick servicing, the nacelle cowling is equipped with various access doors and holes.

(-5B): Nacelle right side.

Also, various inlets and outlets allow cooling and venting of the inlet and fan compartments.

The nacelle right side features the following items: - An ECU ram air inlet. - Thrust reverser actuators access doors. - Deploy switches access door. - A starter valve access door. - An interphone jack. - An anti-ice air discharge. - A pressure relief door. - An anti-ice and IDG access door.

(-5B): Nacelle left side. The nacelle left side features the following items: - An access door for servicing of the oil tank and inspection of the Master Chip detector (MCD) electrical indicator. - Thrust reverser actuators access doors. - Deploy switches access door. - Fan compartment lower and upper ventilation inlets.


TOC


Page 30 May 07

CFM56-5A/-5B

TRAINING MANUAL

ACTUATOR CONNECTION ACCESS PANEl (x4)

FAN COMPARTMENT UPPER VENTIlATION INlET

DEPlOY SWITCh ACCESS DOOR (x2)

INTERPhONE JACK

FAN COMPARTMENT UPPER VENTIlATION INlET FAN COMPARTMENT lOWER VENTIlATION INlET

ECU COOlING INlET

OIl TANK ACCESS DOOR

ANTI-ICE AIR DISChARGE ANTI-ICE AND IDG ACCESS DOOR

STARTER VAlVE ACCESS DOOR

CTC--00-00

PRESSURE RElIEF DOOR

NACEllE - EQUIPMENT ACCESS POINTS (CFM56-5B)


TOC

AIR OUTlET



Page 31 May 07

CFM56-5A/5B

TRAINING MANUAL

POWERPLANT PRESENTATION (-5A): Nacelle left side.

(-5A): Nacelle right side.

The nacelle left side features the following items: - An oil access door. - A fan compartment cooling air inlet. - A fan compartment air outlet. - Actuator connection access panels. - A deploy switch access door.

The nacelle right side features the following items: - Actuator connection access panels. - A deploy switch access door. - A starter valve access door. - A fan compartment air outlet. - An interphone jack. - An ECU cooling inlet. - An anti-ice and ECU cooling outlet.


TOC


Page 32 May 07

CFM56-5A/-5B FAN COMPARTMENT AIR OUTlET

TRAINING MANUAL

ACTUATOR CONNECTION ACCESS PANEl (x4)

DEPlOY SWITCh ACCESS DOOR (x2)

FAN COMPARTMENT AIR OUTlET

COOlING AIR INlET

INTERPhONE JACK


ECU COOlING INlET ANTI-ICE AND ECU COOlING OUTlET

STARTER VAlVE ACCESS DOOR

CTC--00-0

NACEllE - EQUIPMENT ACCESS POINTS (CFM56-5A)


TOC




Page 33 May 07

CFM56-5A/-5B

TRAINING MANUAL



TOC


Page 34 May 07

CFM56-5A/-5B

TRAINING MANUAL

inlet section


TOC


inlet section nacelle

Page 35 May 07

CFM56-5A/-5B

TRAINING MANUAL



TOC

inlet section nacelle

Page 36 May 07

CFM56-5A/-5B

TRAINING MANUAL

ENGINE MOUNTS


TOC


ENGINE MOUNTS NACELLE

Page 37 May 07

CFM56-5A/5B

TRAINING MANUAL

ENGINE MOUNTS The engine is connected to the strut by two mounts: - The forward mount. - The aft mount. Both mounts are designed to: - Withstand all the loads acting upon the nacelle. - Transmit these loads to the strut structure.


TOC


Page 38 May 07

CFM56-5A/-5B

VIEW

TRAINING MANUAL

A

VIEW

B

FWD

FWD FORWARD MOUNT

AFT MOUNT

A

ENGINE MOUNTS

CTC--0-0


TOC

B



Page 39 May 07

CFM56-5A/5B

TRAINING MANUAL

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


TOC


Page 40 May 07

CFM56-5A/-5B

TRAINING MANUAL

VIEW

A

PYlON FWD PART

A

4 PYlON FASTENING hOlES

CROSSBEAM ASSEMBlY 2-PIECE SUPPORT BEAM ASSEMBlY

lINK ASSEMBlY AlIGNMENT PIN

ENGINE ATTACh BRACKET

ENGINE FAN FRAME

FWD

CFM56-5A

FWD

CFM56-5B

FORWARD MOUNT

CTC--00-0


TOC



Page 41 May 07

CFM56-5A/5B

TRAINING MANUAL

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


TOC


Page 42 May 07

CFM56-5A/-5B

VIEW

TRAINING MANUAL

A

A

PYlON AFT PART

BOlT hOlE

AlIGNMENT PIN

CROSSBEAM

TURBINE REAR FRAME

FWD

lINK

lUGS

AFT MOUNT

CTC--00-0


TOC



Page 43 May 07

CFM56-5A/-5B

TRAINING MANUAL



TOC


Page 44 May 07

CFM56-5A/-5B

TRAINING MANUAL

AIR INLET COWL


TOC


AIR INLET COWL NACELLE

Page 45 May 07

CFM56-5A/5B

TRAINING MANUAL

AIR INLET COWL The air inlet cowl provides a smooth airflow into the engine during all aircraft operational sequences, and also prevents ice formation at the front of the powerplant. (-5B): It is located at the forward section of the nacelle, and its rear flange attaches to the engine fan case, by means of alignment pins at 3 and 9 o’clock, and bolts. The air inlet cowl features: - An ECU ram air inlet scoop, which provides cooling air to the ECU. - An interphone jack and electrical connector. - An anti-ice inlet duct. - An anti-ice air duct inside the nose lip, to prevent ice formation. - 6 ‘pip’ pins 60° apart for fan inlet cowl cover. - 4 hoist points for inlet cowl handling. (ALL): The inner skin of the air inlet cowl is lined with acoustical panels. Its rear face provides connections for the anti-ice duct, the ECU cooling hose and interphone jack. EFFECTIVITY ALL CFM56-5A/-5B FOR A318-A319-A320-A321 CFMI Proprietary Information

TOC


Page 46 May 07

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

ANTI-ICE ExIT DUCT

BlOWOUT DOOR

AIR INlET COWl (CFM56-5B)

CTC--00-0


TOC

AlIGNMENT PIN



Page 47 May 07

CFM56-5A/5B

TRAINING MANUAL

AIR INLET COWL (-5A): It is located at the forward section of the nacelle, and its rear flange attaches to the engine fan case, by means of alignment fittings and bolts. The air inlet cowl features: - An ECU ram air inlet scoop and exhaust, provides the ECU with air cooling. - An interphone jack and electrical connector. - An anti-ice inlet duct. - An anti-ice air duct inside the nose lip, to prevent ice formation. - An anti-ice air discharge vent/access door. - 6 ‘pip’ pins 60° apart for fan inlet cowl cover. - 4 hoist points for inlet cowl handling.


TOC


Page 48 May 07

CFM56-5A/-5B

TRAINING MANUAL

OUTER BARREl

‘PIP’ PINS (x6)


NOSE lIP

AFT BUlKhEAD

FWD

INNER BARREl (WITh ACOUSTICAl PANElS)

hOIST POINTS

FAN COWl AlIGNMENT FITTING


FWD BUlKhEAD

ECU COOlING AIR INlET ECU COOlING AIR ExIT DUCT

FWD

ElECTRICAl CONNECTOR AND INTERPhONE/GROUND JACK

ANTI-ICE INlET DUCT ANTI-ICE AIR DISChARGE VENT/ACCESS DOOR

AIR INlET COWl (CFM56-5A)

CTC--0-0


TOC

ANTI-ICE DUCT



Page 49 May 07

CFM56-5A/5B

TRAINING MANUAL

air inlet cowl Anti-ice system. The engine inlet cowl is provided with an anti-ice system, located on the right hand side at 5 o’clock (ALF).

Hot bleed air is taken from the HPC 5th stage and directed through a tube to the anti-ice valve. It enters the anti-ice air duct and is supplied to the inlet cowl ‘D’ duct through a swirl nozzle.

The system prevents ice accumulation on the inlet cowl leading edge to protect the engine from ice ingestion.

The ‘D’ duct is formed by the nose lip and the forward bulkhead of the inlet cowl.

The anti-ice system is connected to the 5th and 9th stages of the High Pressure Compressor (HPC) and consists of: - An anti-ice air duct. - An anti-ice valve. - A command pressure line. - A swirl nozzle.

The airflow is controlled by the anti-ice valve, which is operated from the cockpit, through an ON-OFF switch. Command pressure for valve operation is taken from the HPC 9th stage manifold. An electrical connection between the anti-ice valve and the aircraft provides the cockpit with valve position indication. The anti-icing air is exhausted through a dedicated exit duct, connected to the forward bulkhead and the outer barrel.


TOC


Page 50 May 07

CFM56-5A/-5B

TRAINING MANUAL

FEEDBACK

- ENG ANTI ICE ON

ECAM DISPlAY

IF AT lEAST ONE OF ThE TWO SYSTEMS IS SElECTED ON

COMMAND

25VU

A/C COMPUTERS INlET COWl

hPC 5Th STAGE PORT hPC 9Th STAGE PORT

SWIRl NOZZlE COMMAND PRESSURE lINE TO ANTI-ICE VAlVE ANTI-ICE VAlVE

ANTI-ICE SYSTEM

CTC--0-0


TOC


ANTI-ICE AIR DUCT ExhAUST


Page 51 May 07

CFM56-5A/5B

TRAINING MANUAL

AIR INLET COWL Inlet cowl anti-ice valve. The inlet anti-ice valve controls the flow of air to the engine inlet cowl. The anti-ice valve is located on the right side of the engine fan case (at 5 o’clock). The anti-ice valve is an electrically controlled and pneumatically operated butterfly valve. It is spring loaded to the closed position. The inlet cowl anti-ice valve is composed of: - Actuator. - Electrical connector. - Control solenoid. - Manual override collar/ position indicator. - Flow body. - Pressure reducer. - Position indication switches. The anti-ice valve has a manual override. You can manually lock the valve in the full open or full closed position with a ball detent locking pin if the valve fails.


TOC


Page 52 May 07

CFM56-5A/-5B

TRAINING MANUAL

VIEW

B OVERPRESSURE INDICATOR (according to version)

lOCK PIN

B ElECTRICAl CONNECTOR

VIEW

A

Cl

PIlOT VAlVE SOlENOID

ACTUATOR

MANUAl OVERRIDE REMOVE STOWED ROTATE TO DESIRED POSITION INSTAll PIN IN lOCKED POSITION

OP

PRESSURE REDUCER

A

SERVO PORT OUTlET PORT

lOCK

STOW

FlOW DIRECTION

BUTTERFlY ShUTOFF VAlVE INlET PORT

INlET COWl ANTI-ICE VAlVE

CTC--0-00


TOC



Page 53 May 07

CFM56-5A/5B

TRAINING MANUAL

AIR INLET COWL Inlet cowl anti-icing system - Indicating. The anti-ice panel gives the flight crew an interface with the wing and engine anti-icing systems. It has the circuitry for the control and indication of the cowl anti-icing systems. The panel is located on the 25VU forward overhead panel. Inlet cowl anti-icing. The anti-ice valve is controlled by a pushbutton switch which includes two indicating lights: - ON: blue. - FAULT: amber. When you press the pushbutton switch, the anti-ice solenoid is not energized, the valve opens, the ON indicating light is on. When you release the pushbutton switch, the anti-ice solenoid is energized, the valve closes, the ON indicating light is off.

The valve position switches give position data. The CLOSE position switch is in the closed position when the butterfly is below 12° from the closed position. The OPEN position switch is in the open position when the butterfly is below 12° from the open position. Command pressure. Below a minimum pressure (approximately 10 PSI), the valve remains closed or closes if commanded open. Display. The ENG ANTI ICE ON indication is displayed in green on the MEMO page of the lower ECAM display if at least one of the two systems is on. The FAULT indicating light is accompanied by: - Activation of the single chime. - Flashing of the MASTER CAUT light. - Warning display on the lower part of the upper ECAM display.

In case of discrepancy between the command and the position, the FAULT indicating light is on. EFFECTIVITY ALL CFM56-5A/-5B FOR A318-A319-A320-A321 CFMI Proprietary Information

TOC


Page 54 May 07

CFM56-5A/-5B

TRAINING MANUAL

25VU

‘ON’ INDICATING BlUE lIGhT

PUShBUTTON SWITCh

VAlVE POSITION INDICATION

OFF

RElEASED

ClOSE

ON

PRESSED

OPEN

FAUlT INDICATING IllUMINATED (AMBER)

- ENG ANTI ICE ON

ECAM DISPlAY

CTC--0-0

IF AT lEAST ONE OF ThE TWO SYSTEMS IS SElECTED ON

VAlVE POSITION

OFF

NOT ClOSED

ON

NOT OPEN

INlET COWl ANTI-ICING SYSTEM - INDICATING


TOC

‘ON’ INDICATING



Page 55 May 07

CFM56-5A/-5B

TRAINING MANUAL



TOC


Page 56 May 07

CFM56-5A/-5B

TRAINING MANUAL

fan cowl doors


TOC


FAN cowl doors nacelle

Page 57 May 07

CFM56-5A/5B

TRAINING MANUAL

FAN COWL DOORS There are two fan cowl doors for each engine. Each door attaches to the strut with three hinges. Each fan cowl door has two hold-open rods. There are two open positions for the fan cowl doors: - 40-degree position for routine maintenance. - 55-degree position for increased access. Engine Run-up. An engine run-up at minimum idle is possible with the fan cowls open and safely tied by the hold-open rods.


TOC


Page 58 May 07

CFM56-5A/-5B

TRAINING MANUAL

OUTBOARD FAN COWl

A

hINGES (x3)

AlIGNMENT FITTINGS

INBOARD FAN COWl

42° 55°

40° 52.5°

PYlON SEAlS COMPARTMENT COOlING ExIT

COMPARTMENT COOlING ExIT

hOIST POINTS


STRAKE hOIST POINTS

FAN COWl DOOR (lh)

hOlD OPEN RODS (STOWED) ADJUSTABlE lATChES

FAN COWl DOOR (Rh) STARTER VAlVE ACCESS DOOR

FWD

ADJUSTABlE EYEBOlT

COMPARTMENT COOlING ExIT VENT

CFM56-5B


CFM56-5A

FAN COWl DOORS

CTC--0-0


TOC

FWD

COOlING INlET



Page 59 May 07

CFM56-5A/5B

TRAINING MANUAL

FAN COWL DOORS Fan Cowl Door Latches.

Fan Cowl Hold-Open Rods.

Three latches secure the left and right fan cowls together. All latches are along the bottom of the fan cowls. The latches must be closed in the following sequence: - Front latch. - Center latch. - Rear latch.

Each hold-open rod is telescopic. One end of each holdopen rod attaches to the fan cowl. When the cowl is closed, the other end attaches to a receiver on the fan cowl. When the cowl is open, the other end attaches to a receiver on the engine.

NOTE: There is no specific sequence for the opening of the fan cowls.

Each hold-open rod has a collar that locks the hold-open rod in place. A yellow lock indication shows when the hold-open rod is in the locked position. Fan Cowl Door Hinges.

Fan cowl door latch adjustment. Latch adjustments are necessary to get the correct clearance at the mating line of the fan cowl door to get the correct latch tension. The latch adjustment has to be set after the removal or replacement of: - The fan cowl doors. - The latch or the latch keepers on the fan cowl doors. - The inlet cowl, the thrust reverser or the engine.

Each fan cowl door hinge has these components: - Fan cowl clevis. - Quick release pin. - Strut lug. Each fan cowl clevis is on the fan cowl. All strut lugs are on the strut. The quick release pins make it easy to remove a fan cowl. Engine Run-up. An engine run-up at minimum idle is possible with the fan cowls open and safely tied by the hold-open rods.


TOC


Page 60 May 07

CFM56-5A/-5B

TRAINING MANUAL

FAN COWl DOOR

PYlON

hINGE (TYPICAl 3 PlACES) RETENTION BRACKET

lh FAN COWl DOOR FAN CASE Rh FAN COWl DOOR

COllAR

BRACKET ASSEMBlY (TYPICAl 3 PlACES)

lATCh hOUSING ASSEMBlY (TYPICAl 3 PlACES)

hOlD-OPEN ROD (x2)

lATChES ClOSING SEQUENCE: - FRONT - CENTER - REAR CTC--0-0

lATChES - hOlD-OPEN RODS - hINGES


TOC



Page 61 May 07

CFM56-5A/-5B

TRAINING MANUAL



TOC


Page 62 May 07

CFM56-5A/-5B

TRAINING MANUAL

thrust reverser cowl opening


TOC


t/r cowl opening nacelle

Page 63 May 07

CFM56-5A/5B

TRAINING MANUAL

THRUST REVERSER COWL OPENING Thrust reverser half door latches.

T/R doors opening and closing.

The half door latches hold the T/R halves together.

There is no specific sequence for releasing the latches to open the T/R doors.

They must be released to open the T/R cowls. There are four adjustable latches by engine. All latches are interchangeable.

For the closing, the four latches must be closed from forward to aft.

All half door latches are at the bottom of the T/R halves. The latch handles and mechanisms are on the right T/R half. The latch stirrups and centering pins are on the left T/R half. T/R latch adjustment. Latch adjustment has to be made after the removal or replacement of: - The latch or the latch keepers on T/R halves. - The T/R halves. - The engine.


TOC


Page 64 May 07

CFM56-5A/-5B lATCh TENSION NUT

TRAINING MANUAL STIRRUP

hOOK lATCh hANDlE

RIGhT hAlF DOOR

A

SNAP

lOCKWAShER BUShING (6 PlACES)

lOCATING PIN (6 PlACES)

lEFT hAlF DOOR

SNAP DISENGAGED

lATCh hOOK ENGAGED

lATCh hOOK DISENGAGED FROM OPPOSITE REVERSER ATTAChMENT POINT

lATCh 4 FWD RIGhT hAlF DOOR lATCh 1

lATCh 3 lATCh 2

lATChES ClOSING SEQUENCE: FROM FRONT TO REAR

T/R COWlS TENSION lATChES

CTC--0-0


TOC

lATCh hANDlE PUllED DOWN



Page 65 May 07

CFM56-5A/5B

TRAINING MANUAL

THRUST REVERSER COWL OPENING Opening actuators. Three hinges attach each T/R half to the strut. T/R opening actuators are used to open the T/R cowls. Each engine has two actuators. Each actuator opens its cowl to 35° or 45° from the closed position.

The thrust reverser half doors can be opened to a 45degree position for engine removal. A placard at the door opening actuator connection point warns that the wing leading edge slats must be in the retracted position when the thrust reverser half doors are opened.

The two hydraulic actuators are located between the pylon and the two half reversers.

The external thrust reverser half doors can be opened to 35 degrees. The internal half door can be opened 33 degrees with the leading edge slats extended.

Each half reverser is actuated by a single-acting hydraulic actuator. They are fluid-supplied by a hand pump connected to the connection box on the lower section of the forward frame.

The system retracts hydraulic actuators under thrust reverser weight action. The orifice of the hydraulic actuator chamber restricts the fluid flow, limiting the rate of retraction of the hydraulic actuator rod.

The input power is transmitted from the pump through hard line tubes and a hose to the hydraulic actuator.

Fluid goes from the opening actuator back to the hand pump when you close the cowl.

You must open the fan cowls to get access to the hydraulic connections for hand pump use. Fluid from the hand pump causes the actuator rod to extend and open the cowl. A door hold-open rod, located on the engine-mounted adapter ring assembly, is to be used with the door opening actuator. EFFECTIVITY ALL CFM56-5A/-5B FOR A318-A319-A320-A321 CFMI Proprietary Information

TOC


Page 66 May 07

CFM56-5A/-5B

TRAINING MANUAL

hYDRAUlIC hOSE

OPENING ACTUATOR hINGES

QUICK DISCONNECT FITTING

hYDRAUlIC JUNCTION BOx

ThRUST REVERSER COWl DOOR

hAND PUMP

hYDRAUlIC hOSE

FWD

ThRUST REVERSER COWl DOOR OPENING ACTUATOR

OPENING ACTUATORS

CTC--0-0


TOC

PYlON



Page 67 May 07

CFM56-5A/5B

TRAINING MANUAL

THRUST REVERSER COWL OPENING Hold-open rods. The two hold-open rods are installed on the adapter ring at the 3 and 9 o’clock positions. When the cowls are closed, they are secured with a pin to an adapter ring bracket.


TOC


Page 68 May 07

CFM56-5A/-5B

TRAINING MANUAL

PYlON

PYlON

A

C

B

45°

35° ThRUST REVERSER hAlF DOOR IN ClOSED POSITION

ThRUST REVERSER hAlF DOOR IN 35° POSITION

ThRUST REVERSER hAlF DOOR IN 45° POSITION RED BOlT AND NUT

ADAPTER RING ASSEMBlY

FORWARD FRAME OF hAlF DOOR

QUICK RElEASE PIN

ATTAChMENT BRACKET

FORWARD QUICK FRAME OF RElEASE hAlF DOOR PIN

hOlD-OPEN ROD IN ClOSED POSITION

RED BOlT AND NUT

hOlD-OPEN ROD IN 35° POSITION

QUICK RElEASE PIN

lOWER BRACKET VIEW

A

VIEW

B

CTC--0-0

hOlD-OPEN RODS


TOC


hOlD-OPEN ROD IN 45° POSITION UPPER BRACKET VIEW

C


Page 69 May 07

CFM56-5A/-5B

TRAINING MANUAL



TOC


Page 70 May 07

CFM56-5A/-5B

TRAINING MANUAL

engine removal/installation


TOC


engine removal/ Page 71 installation Nacelle

May 07

CFM56-5A/5B

TRAINING MANUAL

ENGINE removal/installation General.

Fan area electrical and pneumatic connections.

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

Many electrical connections are located in the upper fan area of the powerplant.

Before removing the engine, complete the following steps: - Fully open the fan cowls and the thrust reverser halves to the 45 degree position and hold them in position with the hold-open braces. - Remove the engine/aircraft quick disconnect for fuel, air, electrical and hydraulic lines.

Connection points include: - The pylon electrical junction box. - The fan electrical feeder box. - The IDG feeder wires terminal block. - The hydraulic control unit. (-5B): - The T/R junction box.

Fluid connections. The engine hydraulic lines are connected to the fluid disconnect panel, on the left side of the pylon. They consist of: -The hydraulic suction line, connected with a coupling half, which is a self-sealing quick-disconnect fitting. -The pressure line and case drain line both connected with regular ‘B nut fittings’.

(-5A): - The T/R harness connectors. (ALL): The starter upper air duct is connected to the pylon duct by means of a coupling.

The fuel distribution supply and return lines are also connected to the fluid disconnect panel. EFFECTIVITY ALL CFM56-5A/-5B FOR A318-A319-A320-A321 CFMI Proprietary Information

TOC


May 07

CFM56-5A/-5B B

VIEW

TRAINING MANUAL

B

T/R CONNECTOR COUPlING hAlF FlUID DISCONNECT PANEl

A

CFM56-5A

hYDRAUlIC SUCTION lINE

PYlON ElECTRICAl JUNCTION BOx

PRESSURE DElIVERY lINE CASE DRAIN lINE FUEl RETURN lINE FUEl SUPPlY lINE ASSEMBlY

IDG WIRES TERMINAl BlOCK T/R JUNCTION BOx

CFM56-5B

FAN WIRE hARNESSES

FAN ElECTRICAl FEEDER BOx T/R hYDRAUlIC CONTROl UNIT (ON T/R COWl)

T/R CONNECTORS

CFM56-5A

ThRUST REVERSER hARNESS STARTER DUCT

VIEW

A

CFM56-5B

CONNECTIONS

CTC--0-0


TOC

IDG CABlES



FIlTER

May 07

CFM56-5A/5B

TRAINING MANUAL

ENGINE removal/installation Core area electrical and pneumatic connections. The pylon junction box has connections for: - The core regulating valves. - The fire detector loops. - The TRF vibration sensor. - The customer bleed valve. The pneumatic system interface duct is connected to the pylon duct by means of a coupling. Electrical connections in the core area are made at the pylon junction box.


TOC


May 07

CFM56-5A/-5B

TRAINING MANUAL

B

A VIEW

PYlON JUNCTION BOx

A

COUPlING

PYlON

PYlON DUCT

CONNECTORS FWD

FWD

INTERFACE TUBE VIEW

B

SENSE TUBES

CORE AREA CONNECTIONS

CTC--0-00


TOC



May 07

CFM56-5A/5B

TRAINING MANUAL

ENGINE removal/installation Removal/Installation.

Tools.

For engine removal, the engine cradle is lifted to the engine with the bootstrap system and attached to the engine handling points.

Engine removal/installation is accomplished using the following tools: - A bootstrap hoisting system. - An engine transportation stand.

Then, the nuts holding the engine to the pylon are removed and the engine cradle is lowered onto the trailer. For engine installation, the engine cradle is lifted with the engine and tension is applied using the hoist system. Then the nuts attaching the engine to the pylon are installed and tightened to the specified value.

The bootstrap hoisting system includes a forward and an aft arm with lever hoists, dynamometers and engine attach brackets as integral components. The purpose of the engine transportation stand or dolly is to support the engine during transportation to airport apron and shop.

Finally, the tooling is removed from the engine and pylon.


TOC


May 07

CFM56-5A/-5B

VIEW

TRAINING MANUAL

B

A

VIEW

B

A

AFT BOOTSTRAP SYSTEM FORWARD BOOTSTRAP SYSTEM

C VIEW

C

ENGINE TRANSPORTATION STAND

TOOlS

CTC--0-0


TOC



May 07

CFM56-5A/5B

TRAINING MANUAL

ENGINE removal/installation Forward bootstrap system.

Aft bootstrap system.

The forward bootstrap system is attached to the pyramid of the aircraft pylon.

The aft bootstrap system is attached to the aircraft pylon at two points.

It consists of: - 2 forward hinge arms. - An inboard dynamometer. - An outboard dynamometer. - 2 chain hoists. - Attachment pins.

It consists of: - A center beam. - An inboard dynamometer. - An outboard dynamometer. - 2 chain hoists. - Attachment pins.

It supports the forward of the engine cradle.

It supports the aft of the engine cradle.


TOC


May 07

CFM56-5A/-5B

TRAINING MANUAL B

A

VIEW

ChAIN

A

VIEW

B

lOCKPIN

DYNAMOMETER

CENTER BEAM FORWARD hINGE ARMS CTC--00-0

DYNAMOMETER

FORWARD AND AFT BOOTSTRAP SYSTEM


TOC



May 07

CFM56-5A/5B

TRAINING MANUAL

ENGINE removal/installation Engine transportation stand. The purpose of the transportation stand is to support the engine during transportation. The 2 fan attach points and the aft right-hand turbine attach point are required to support the engine. The engine transportation stand consists of a cradle and a trailer. The trailer is a frame supported by four steerable wheels. Built-in shock absorbing mounts cushion all transport movements. However, the maximum towing speed must not be exceeded.


TOC


May 07

CFM56-5A/-5B

TRAINING MANUAL

VIEW

C

CRADlE TRAIlER

C

TOW BAR

CTC--0-0

ENGINE TRANSPORTATION STAND


TOC



May 07

CFM56-5A/-5B

TRAINING MANUAL



TOC


May 07

CFM56-5A/-5B

TRAINING MANUAL

exhaust section


TOC


exhaust section Page 83 nacelle

May 07

CFM56-5A/-5B

TRAINING MANUAL



TOC

exhaust section Page 84 nacelle

May 07

CFM56-5A/-5B

TRAINING MANUAL

thrust reverser general


TOC


thrust reverser Page 85 general nacelle

May 07

CFM56-5A/5B

TRAINING MANUAL

thrust reverser - GENERAL The Thrust Reverser (T/R) system provides additional aerodynamic braking during aircraft landing. This braking effect reduces the aircraft stopping distance. It can only be operated on ground from idle speed to max reverse. T/R control is achieved through the throtlle lever. The fan thrust reverser is part of the exhaust system and is located just downstream of the fan frame. It consists of 4 hydraulically actuated blocker doors opening on cockpit order. In direct thrust configuration, during flight, the cowlings mask the blocker doors, thus providing fan flow ducting. In reverser 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. A hydraulically actuated cowl opening system allows each thrust reverser cowl to be opened independently for maintenance operations.


TOC


May 07

CFM56-5A/-5B

TRAINING MANUAL

SECONDARY AIRFlOW (BYPASS AIR) PRIMARY AIRFlOW VENTING AIRFlOW

CORE ENGINE ThRUST CORE ENGINE ThRUST

FAN ThRUST

FAN REVERSE ThRUST AIR INlET

AIR INlET

STOWED POSITION

ThRUST REVERSER POSITIONS

CTC--0-0


TOC

DEPlOYED POSITION



May 07

CFM56-5A/-5B

TRAINING MANUAL



TOC


May 07

CFM56-5A/-5B

TRAINING MANUAL

thrust reverser mechanical structure


TOC


T/R mechanical structure nacelle

Page 89 May 07

CFM56-5A/5B

TRAINING MANUAL

THRUST REVERSER MECHANICAL STRUCTURE The thrust reverser is made of two halves. It has the following components: - 2 pivoting doors per half. - 1 actuator per pivoting door. - Deploy switch connector. - Stow switch. - Door opening actuator. - 3 hinge clevisses per half. - Half door latches. - Hydraulic control unit. - Hydraulic pipes. - Hydraulic junction box. - Electrical junction box. - Inner and outer cowl.


TOC


Page 90 May 07

CFM56-5A/-5B

hINGE ClEVISSES (x3)

TRAINING MANUAL

DOOR OPENING ACTUATOR ElECTRICAl JUNCTION BOx

hYDRAUlIC CONTROl UNIT

INNER COWl OUTER COWl

hYDRAUlIC PIPES

PIVOTING DOORS (DEPlOYED) STOW SWITCh PIVOTING DOOR ACTUATOR


DEPlOY SWITCh CONNECTOR

hAlF DOOR lATChES

ThRUST REVERSER MEChANICAl STRUCTURE T/R mechanical EFFECTIVITY structure ALL CFM56-5A/-5B FOR A318-A319-A320-A321 CTC--0-0

TOC


nacelle

Page 91 May 07

CFM56-5A/5B

THRUST REVERSER MECHANICAL STRUCTURE

Fire protection.

T/R cowls.

The fire protection includes fire seals and thermal blankets.

The C-ducts consist of: - The outer cowl, which, in the stowed position, encloses the pivoting doors. - Three hinges which attach the cowl to the pylon. - Two hoist points (not shown) on each outer cowl for removal/installation maintenance operations. - Four tension hook latches, to keep the cowls closed. - Two opening actuator fittings. - A ramp fairing, to smooth the airflow passing from the engine to the thrust reverser. - The inner cowl, which smooths the secondary airflow inner passageway and provides air to the core engine. - An air inlet scoop, at 12 o’clock, to duct air to the precooler. - An LPTCC inlet scoop at the front of the R/H inner cowl, to duct secondary flow bleed air for LPT cooling and clearance control. - Inlet holes, in the front section of the cowl, to duct air to the core engine internal cavity. The inner and outer cowls have a honeycomb structure with sound suppressing surfaces.


TOC

TRAINING MANUAL

Fire seals. The fire seals keep any engine fire in the turbine case area away from: - T/R components. - Engine fan. - Components in the engine fan case area. - Engine strut. All fire seals are along the upper and forward edges of the T/R cowls. Thermal blankets. (-5B): The inner barrel of the thrust reversers is treated for thermal / fire protection. The inner (engine side) surface of the inner barrel is protected by a heat shield blanket. (-5A): The inner (engine side) surface of the inner barrel is treated for thermal/fire protection. The aft section of the inner barrel is protected with thermal blanket covered with a titanium sheet.


Page 92 May 07

CFM56-5A/-5B

TRAINING MANUAL UPPER FIRE SEAl (ON ThE PYlON)

hINGES (x3)

OUTER COWl AIR INlET SCOOP

OPENING ACTUATOR FITTING hEAT ShIElD BlANKET CFM56-5B

INlET hOlE INNER COWl

FIREShIElD CFM56-5A

lPTCC SCOOP lOWER FIRE SEAl

FORWARD FIRE SEAl RAMP FAIRING INlET hOlE

FIRE SEAl

PIVOTING DOORS STOWED

DOOR lATChES (x4)

ThRUST REVERSER COWlS

CTC--0-0


TOC



Page 93 May 07

CFM56-5A/5B

TRAINING MANUAL

THRUST REVERSER MECHANICAL STRUCTURE Pivoting doors. There are two pivoting doors on each thrust reverser half door. They are installed on pins that make them pivot when hydraulic pressure is applied. They are operated by four individual hydraulic actuators, which move them independently to the deployed or stowed position during thrust reverser operation. Each pivoting door is locked on the forward frame with a primary lock, which keeps it in the stowed position. When the four doors have reached the fully deployed position, the fan air is blocked and redirected forward. The doors feature kicker plates which provide sealing in the stowed position, and prevent reverse thrust reinjection in the deployed position.


TOC


Page 94 May 07

CFM56-5A/-5B

TRAINING MANUAL

KICKER PlATE

STOW SWITCh CONNECTOR

hYDRAUlIC ACTUATOR

PRIMARY lOCK

ACTUATOR

PRIMARY lOCK WITh ThERMAl BlANKET

PIVOTING DOORS

CTC--0-00


TOC

PIVOTING DOORS



Page 95 May 07

CFM56-5A/-5B

TRAINING MANUAL



TOC


Page 96 May 07

CFM56-5A/-5B

TRAINING MANUAL

thrust reverser control system


TOC


T/R CONTROL SYSTEM nacelle

Page 97 May 07

CFM56-5A/5B

TRAINING MANUAL

THRUST REVERSER CONTROL SYSTEM Component location. 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 throttle quadrant. - The engine. - The T/R halves. - The pylon.


TOC


Page 98 May 07

CFM56-5A/-5B

ThROTTlE QUADRANT: - CONTROl lEVER - REVERSER lATChING lEVER

VIEW

A

PYlON: - ShUT-OFF VAlVE - hYDRAUlIC FIlTER

A

ENGINE: - ElECTRONIC CONTROl UNIT

CTC--0-0

ThRUST REVERSER hAlVES: - ElECTRICAl, hYDRAUlICAl AND MEChANICAl COMPONENTS

T/R CONTROl SYSTEM - COMPONENTS lOCATION


TOC

TRAINING MANUAL



Page 99 May 07

CFM56-5A/5B

TRAINING MANUAL

THRUST REVERSER CONTROL SYSTEM The thrust reverser system includes: - An electrical system. - A hydraulic system. Electrical system. The electrical system includes: - The two thrust reverser latching levers. - Two pivoting door dual deploy switches and four pivoting door stow switches, which allow different thrust reverser processes during stow and deploy sequences. - An electrical wiring harness.


TOC

Hydraulic system. The hydraulic system includes: - A shut-off valve, which isolates the reverser hydraulic system from the aircraft hydraulics. - A hydraulic filter, used to filter fluid from the aircraft hydraulic system. - A hydraulic control unit, which manages and operates the actuating and latching systems. - Four hydraulic actuators, which independently operate the pivoting doors. - Four hydraulic pivoting door latches, to lock the pivoting doors in the stow position.


Page 100 May 07

CFM56-5A/-5B

TRAINING MANUAL

hYDRAUlIC SUPPlY

EIU

lGCIU

hYDRAUlIC RETURN

SEC-1 SEC-2

ACTUATORS

INDICATING

SEC-3

lATChES

STATIC RElAYThRUST REV lOCKING CTl Flx T.O MCT Cl T.O GA

TRSOV RElAY

TRSOV

REV IDlE

Ch. A

DIRECTIONAl VAlVE SOlENOID

ECU

hCU

UPPER BlOCKER DOOR, l

PRESSURIZING VAlVE SOlENOID

Ch. B

SW-BlOCKER DOOR STOW. lOWER, R SW-BlOCKER DOOR DEPlOY, R

UPPER BlOCKER DOOR, R

IDlE

MAx. REVERSE

lOWER BlOCKER DOOR, R

PRESSURE SWITCh

lOWER BlOCKER DOOR, l

SW-BlOCKER DOOR STOW. UPPER, R

SW-BlOCKER DOOR STOW. UPPER, l SW-BlOCKER DOOR DEPlOY, l SW-BlOCKER DOOR STOW. lOWER, l

CONTROl UNIT-ThROTTlE

CTC--0-0

ElECTRICAl AND hYDRAUlIC SYSTEM


TOC



Page 101 May 07

CFM56-5A/5B

TRAINING MANUAL

THRUST REVERSER CONTROL SYSTEM Thrust reverser indicating system. The thrust reverser operating sequences are displayed in the cockpit on the lower ECAM display unit. In deployment, an amber REV indication will come into view at the middle of the N1 dial when at least one reverser door is unstowed or unlocked (stroke > 1 percent). If this occurs in flight, REV will flash first for 9 sec, then it will remain steady. This indication will change to green when the fan reverser doors are fully deployed and the reverse thrust can be applied. In stowage, the indication changes to amber when at least one door is deployed less than 95 percent. The indication disappears when all the doors are stowed.


TOC


Page 102 May 07

CFM56-5A/-5B

5 REVERSE ThRUST INDICATION

5

10

REV 36.4

n %

5 10 egT C 275 64 2000

n % F.F Kg/H

TRAINING MANUAL

10

REV 36.4

5 10 275 64 2000

FOB : 18000 KG S

FlAP

F

FUll

1/ REV INDICATION DURING DEPlOY PhASE: REV DISPlAYED IN AMBER WhEN ThE ThROTTlE IS IN ThE REVERSE RANGE AND ThE BlOCKER DOORS ARE NOT 95% DEPlOYED. REV DISPlAYED IN GREEN WhEN ThE DOORS ARE FUllY DEPlOYED 2/ REV INDICATION DURING STOW OPERATION: REV DISPlAYED IN AMBER WhEN ThE DOORS ARE RESTOWED

T/R INDICATING

CTC--0-00


TOC



Page 103 May 07

CFM56-5A/5B

TRAINING MANUAL

THRUST REVERSER CONTROL SYSTEM The thrust reversers can be activated when the thrust lever is at idle stop and the aircraft is on ground with engines running. Releasing the reverser latching lever allows to pull the thrust lever from the stop position to the reverse idle position. The thrust reverser is then controlled by the ECU, which commands the deployment of the pivoting doors. After all doors are fully deployed, max reverse thrust can be applied.


TOC


Page 104 May 07

CFM56-5A/-5B

TRAINING MANUAL

TO

TO

ga

ga

FlX

FlX

MCT

MCT

Cl

ThRUST CONTROl lEVER

IDle

le

IDle

IDlE STOP POSITION

0 r

0 0

Cl a / T H r 0 r

F

0

l

M

aX

re

V

0

0

reVerSe

re V ID

lATChING lEVER

a / T H r

0

ECU

T/R CONTROl lEVER POSITIONS

CTC--00-00


TOC

T/R SYSTEM COMMAND lOGIC



Page 105 May 07

CFM56-5A/5B

TRAINING MANUAL

THRUST REVERSER CONTROL SYSTEM Deploy switches. The deployed position of the pivoting doors is sensed by two double deploy switches, one for the 2 R/H doors, and one for the 2 L/H doors. They are located on the thrust reverser beams, two at 3 o’clock and two at 9 o’clock, and are accessible through access doors on each side of the thrust reverser outer cowl. Each of them monitors two pivoting doors. They are contact switches, connected in series, and change signal when the monitored door has reached a near fully deployed position. They are connected to the ECU via the electrical junction box.


TOC


Page 106 May 07

CFM56-5A/-5B

TRAINING MANUAL

DOOR POSITION lEVER 1

A

DEPlOY SWITCh

VIEW

DOOR POSITION lEVER 2

A

ECU ElECTRICAl CONNECTOR

ElECTRICAl hARNESS

DEPlOY SWITCh ACCESS DOOR

CTC--0-0

PIVOTING DOOR DEPlOY SWITChES


TOC



Page 107 May 07

CFM56-5A/5B

TRAINING MANUAL

THRUST REVERSER CONTROL SYSTEM Stow switches. The stowed position of the pivoting doors is sensed by four single stow switches, one per door, located on the forward frame rear side, next to the door latches. They are accessible once the fan cowls are opened and the doors deployed. They are connected in parallel, and change signal when the monitored door has started to close. The switches are connected to the ECU via the electrical junction box.


TOC


Page 108 May 07

CFM56-5A/-5B

TRAINING MANUAL

STOW SWITCh CONNECTOR

hYDRAUlIC ACTUATOR

STOW SWITCh

PIVOTING DOOR POSITION lEVER

ECU ElECTRICAl CONNECTOR

CTC--0-0

PIVOTING DOOR STOW SWITChES


TOC



Page 109 May 07

CFM56-5A/5B

TRAINING MANUAL

THRUST REVERSER CONTROL SYSTEM The thrust reverser system is hydraulically supplied by the corresponding hydraulic pump on the engine. It is isolated from the hydraulic supply by a shut-off valve, which is connected to a hydraulic filter and a hydraulic control unit (HCU). Shut-Off Valve. The Shut-Off Valve (SOV) is located in the front section of the pylon, above the fan inlet case forward flange. The fan cowl doors must be opened to access the SOV. The SOV isolates the thrust reverser from system pressure. When conditions are met, the throttle is in correct position, then the static relay generates an electrical signal to the T/R SOV enabling thrust reversers to be operated. The SOV is hydraulically connected to the hydraulic filter and the HCU. The SOV solenoid is electrically connected to the aircraft 115 VAC power supply. EFFECTIVITY ALL CFM56-5A/-5B FOR A318-A319-A320-A321 CFMI Proprietary Information

TOC


Page 110 May 07

CFM56-5A/-5B

TRAINING MANUAL

ElECTRICAl CONNECTOR

ThROTTlE POSITION INPUTS

A FROM A/C STATIC RElAY

ShUT-OFF VAlVE

SUPPlY FROM SOV FIlTER

FWD CONTROl TO hCU

RETURN TO CASE DRAIN

ShUT-OFF VAlVE - TRSOV

CTC--0-0


TOC



Page 111 May 07

CFM56-5A/5B

TRAINING MANUAL

THRUST REVERSER CONTROL SYSTEM Hydraulic filter. The Hydraulic Control Unit filter module is installed at the bottom of the pylon, in front of the HCU. Its purpose is to prevent unwanted matter from entering the thrust reverser hydraulic system. It is accessible once the fan cowl doors are open. A clogging indicator at the bottom of the filter bowl provides a visual indication of filter clogging. To access and change the filter element, the bowl is turned counter-clockwise to remove it from the head. When the filter bowl is removed, the O-ring and packing must be replaced. Care must be taken not to damage the differential pressure indicator, or bowl, with metal tools when the packing is removed, or installed. If the differential pressure indicator is replaced, the entire filter assembly must be removed from the aircraft and a complete acceptance test procedure carried out.


TOC


Page 112 May 07

CFM56-5A/-5B

TRAINING MANUAL

A FIlTER hEAD

UNION TUBE ShUTOFF DIAPhRAGM PACKING REMOVAl SPRING O-RING INlET PORT

FIlTER ElEMENT WAShER

OUTlET PORT

PACKING FIlTER BOWl DIFFERENTIAl PRESSURE INDICATOR

T/R hYDRAUlIC FIlTER

CTC--0-0


TOC



Page 113 May 07

CFM56-5A/5B

TRAINING MANUAL

THRUST REVERSER CONTROL SYSTEM Hydraulic Control Unit. The Hydraulic Control Unit (HCU) controls the flow of hydraulic fluid to the thrust reverser latches and pivoting door actuators during all thrust reverser operation phases. Control and feedback signals are exchanged with the ECU. The HCU is accessible once the thrust reverser cowls and the fan cowls are opened. It is installed on the right-hand forward frame of the thrust reverser structure, at 1 o’clock. The HCU is equipped with a lever, which permits deactivation of the thrust reverser before maintenance operations.


TOC


Page 114 May 07

CFM56-5A/-5B

A

VIEW

TRAINING MANUAL

A

RIGhT hAlF DOOR


ClOGGING INDICATOR

POWER VAlVE

PURGE

lOCK IN PORT

DEACTIVATION lEVER lOCKOUT PIN


CTC--0-0


TOC



Page 115 May 07

CFM56-5A/5B

TRAINING MANUAL

THRUST REVERSER CONTROL SYSTEM Pivoting door latches. The four pivoting door latches (one for each pivoting door) are installed on the C-ducts forward frame, between the door actuators and the stow switches. They are accessible once the fan cowls are open. They lock the doors in the stowed position. Each latch consists of a hook, a lever and a springloaded hydraulic actuator which operates the hook. Each latch is protected by a thermal blanket. The latches are actuated in series : it is only after one latch is unlocked that pressure is applied to the next. Acting on the latch manual unlock nut is the first step to manually release the pivoting doors for maintenance purposes.


TOC


Page 116 May 07

CFM56-5A/-5B

TRAINING MANUAL

ROllER

PIVOTING DOOR lATCh

STOW SWITCh

hYDRAUlIC ACTUATOR

VIEW

A

PIVOTING DOOR PIVOTING DOOR lATCh FITTING

DOOR lATCh

MANUAl UNlOCK NUT

A hOOK

PRIMARY lOCK WITh ThERMAl BlANKET

PIVOTING DOOR lATChES

CTC--0-0


TOC

hOOK



lATCh FITTING ROllER

Page 117 May 07

CFM56-5A/5B

TRAINING MANUAL

THRUST REVERSER CONTROL SYSTEM Pivoting door actuators. Four hydraulic actuators provide the force necessary to deploy and stow the thrust reverser pivoting doors. They are installed on the T/R forward frame by a ball-joint support. The piston rod of the actuator is attached to the pivoting door structure by the rod end assembly. Acting on the actuator manual unlocking square after unlocking the latch, allows manual opening of a pivoting door during maintenance operations. A safety sleeve is installed on the actuator to prevent door closing.


TOC


Page 118 May 07

CFM56-5A/-5B

TRAINING MANUAL

PIVOTING DOOR

hYDRAUlIC ACTUATOR

MANUAl UNlOCKING SQUARE

CFM56-5A

MAINTENANCE SAFETY SlEEVE

ACTUATOR ROD

MANUAl UNlOCKING SQUARE

BAll-JOINT ROD END ASSEMBlY ASSEMBlY SUPPORT FORWARD FRAME

CFM56-5B

hYDRAUlIC ACTUATORS

CTC--0-0


TOC

hYDRAUlIC ACTUATOR



Page 119 May 07

CFM56-5A/5B

TRAINING MANUAL

THRUST REVERSER CONTROL SYSTEM Deploy mode sequence. In the deploy mode, when the aircraft is on ground and reverse thrust is set from the flight compartment, the EIU and ECU send electrical signals to the Hydraulic Control Unit, if the deploying conditions are met. The HCU sends hydraulic pressure to unlock each pivoting door. When all pivoting doors are unlocked, the hydraulic pressure is sent to the hydraulic actuators extend side until they are fully deployed. An unstow message is sent to the flight compartment. When the four pivoting doors are deployed, the ECU receives the signal ‘deployed doors’ and stops the electrical signal to the HCU.


TOC


Page 120 May 07

CFM56-5A/-5B

TRAINING MANUAL

ThROTTlE lEVER

ECU

PIVOTING DOORS UNlOCKING

hCU

PIVOTING DOORS OPENING

EIU

STOW SWITCh OPEN

REV IN AMBER

AT lEAST ONE DOOR UNSTOWED

PIVOTING DOORS FUllY DEPlOYED

4 DEPlOY SWITChES ClOSED

ECU

REV IN GREEN

All 4 DOORS FUllY DEPlOYED

ECU

STOP hCU COMMAND

DEPlOY SEQUENCE

CTC--0-00


TOC



Page 121 May 07

CFM56-5A/5B

TRAINING MANUAL

THRUST REVERSER CONTROL SYSTEM Stow mode sequence. When the thrust reverser stow sequence is selected, the EIU and ECU send an electrical signal to the HCU. The HCU sends hydraulic pressure to the hydraulic actuators retract side.

The ECU removes electrical power from the HCU with a closure delay of one to two seconds, which enables the pivoting doors to lock.

The hydraulic actuators are connected to the aircraft hydraulic return system.

A pressure switch transmits a ‘without pressure’ signal to the ECU.


TOC

When the pivoting doors are in their stowed position, they actuate stow indication switches, which send the ‘stowed’ signal to the flight compartment.


Page 122 May 07

CFM56-5A/-5B

TRAINING MANUAL

ThROTTlE lEVER

ECU

EIU

hCU

ACTUATOR STOW SIDE

PIVOTING DOORS STOWING

DEPlOY SWITCh OPEN

REV IN AMBER

AT lEAST ONE DOOR NOT FUllY DEPlOYED

PIVOTING DOORS STOWED

4 STOW SWITChES ClOSED

ECU

REV DISAPPEARS

All 4 DOORS STOWED AND lOCKED

ECU

STOP hCU COMMAND

STOW SEQUENCE

CTC--0-00


TOC



Page 123 May 07

CFM56-5A/5B

TRAINING MANUAL

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


TOC


Page 124 May 07

CFM56-5A/-5B

A

TRAINING MANUAL

VIEW

A lOCKOUT PIN INSTAllED

hCU

lOCKOUT PIN STOWAGE (IN OPERATING POSITION)

WARNING NOTICE

FWD

INhIBIT lEVER IN OPERATIONAl POSITION INhIBIT lEVER IN OFF POSITION

ThRUST REVERSER INhIBITION

CTC--00-0


TOC



Page 125 May 07

CFM56-5A/5B

TRAINING MANUAL

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


TOC


Page 126 May 07

CFM56-5A/-5B

TRAINING MANUAL

PIVOTING DOOR SCREW

lOCKOUT FAIRING

NORMAl OPERATION

BOlT lOCKOUT BOlT

FWD

RED lOCKPlATE

STORAGE BRACKET BOlT CTC--0-0

RED lOCKPlATE

INhIBIT POSITION

ThRUST REVERSER DEACTIVATION


TOC

lOCKOUT BOlT



Page 127 May 07

CFM56-5A/-5B

TRAINING MANUAL



TOC


Page 128 May 07

CFM56-5A/-5B

TRAINING MANUAL

exhaust system


TOC


exhaust system nacelle

Page 129 May 07

CFM56-5A/5B

TRAINING MANUAL

EXHAUST SYSTEM The exhaust system supplies an exit for the turbine exhaust gases. The system increases the turbine exhaust gas velocity to increase engine thrust. To control the direction of the exhaust gases, the system uses the following components: - A primary nozzle. - A centerbody. The primary nozzle and the centerbody are attached to the aft of the turbine rear frame. They give: - An annular exhaust passage to the primary airflow. - A passage to bypass air. - A passage to vent air. The engine exhaust passes between the inner surface of the primary nozzle and the outer surface of the centerbody. Engine bypass air passes over the outer surface of the primary nozzle. The centerbody is open at the aft end to let the engine vent to atmosphere. EFFECTIVITY ALL CFM56-5A/-5B FOR A318-A319-A320-A321 CFMI Proprietary Information

TOC


Page 130 May 07

CFM56-5A/-5B

TRAINING MANUAL

SECONDARY AIRFlOW (BYPASS AIR)

PRIMARY AIRFlOW VENTING AIRFlOW

CENTERBODY FOR VENT AIR

PRIMARY NOZZlE FOR ExhAUST

ExhAUST SYSTEM

CTC--0-00

ExhAUST SYSTEM GENERAl DESCRIPTION


TOC



Page 131 May 07

CFM56-5A/5B

TRAINING MANUAL

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. This nozzle is mostly installed on A321’s.

It is fastened to the outer aft flange of the engine turbine rear frame (TRF). The primary nozzle consists of: - A forward flange for attachment to the TRF aft flange. - Inner and outer skins made of conventional stiffened sheet metal. - A forward bulkhead to link the two skins. - A spring seal, attached to the outer barrel, to interface with the pylon. Water drainage is provided by holes in both the inner and outer skins: - One hole located at the lowest point of the inner skin. - Five holes located aft of each outer skin stiffener.


TOC


Page 132 May 07

CFM56-5A/-5B

TRAINING MANUAL

A ExISTING NOZZlE VIEW

CFM56-5A/-5B

A

PYlON SEAl

STIFFENER RINGS

OUTER SKIN

ENhANCED ACOUSTIC PERFORMANCE ChEVRON NOZZlE VIEW

B

CFM56-5B ONlY INNER SKIN

FWD

B

ENGINE ATTACh RING

PRIMARY NOZZlE DESIGN

CTC--0-0


TOC

FORWARD BUlKhEAD



Page 133 May 07

CFM56-5A/5B

TRAINING MANUAL

EXHAUST SYSTEM 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 gases. The inner portion of the centerbody vents the engine sumps to atmosphere. It features 3 internal stiffeners which ensure its rigidity, and behind each stiffener, 2 drain holes.


TOC


Page 134 May 07

CFM56-5A/-5B

TRAINING MANUAL

A

INTERNAl STIFFENER (x3)

VIEW

A

TRF OUTER AFT FlANGE FWD

TRF INNER AFT FlANGE

CENTERBODY lOCATION

CTC--0-0


TOC



Page 135 May 07

CFM56-5A/-5B

TRAINING MANUAL



TOC


Page 136 May 07

CFM56-5A/-5B

TRAINING MANUAL

nacelle systems


TOC


nacelle systems Page 137 nacelle

May 07

CFM56-5A/-5B

TRAINING MANUAL



TOC

nacelle systems Page 138 nacelle

May 07

CFM56-5A/-5B

TRAINING MANUAL

engine hydraulic system


TOC


engine hydraulic system nacelle

Page 139 May 07

CFM56-5A/5B

TRAINING MANUAL

ENGINE HYDRAULIC SYSTEM The aircraft has three main hydraulic systems. They are identified as the Green, Blue and Yellow systems. Together they supply the main aircraft systems with hydraulic power. The three systems are not hydraulically connected. The three systems are each pressurized by one main pump. The Green system pump is connected to the left engine and the Yellow system pump is connected to the right engine. The Green and Yellow pumps supply hydraulic power when their related engine operates. The electric pump of the Blue system starts automatically when any one of the engines operates. The three system main pumps are usually set to operate permanently. If necessary (because of a system fault, or for servicing), the pumps can be set to off from the flight compartment. Two Power Transfer Units (PTU) enable power transfer between the green and yellow hydraulic systems if the pressure difference is more than 500 PSI (3,45 MPa). However, no hydraulic pressure is transferred but the PTU of the highest system restores pressure of the lower system. EFFECTIVITY ALL CFM56-5A/-5B FOR A318-A319-A320-A321 CFMI Proprietary Information

TOC


Page 140 May 07

CFM56-5A/-5B

TRAINING MANUAL

40VU

20VU

BlUE RESERVOIR

GREEN RESERVOIR

M

RAT

YEllOW RESERVOIR

S

ElEC. PUMP

S

ENG. 1

M

ENG. 2

P M

ElEC. PUMP

hAND PUMP

M P

PTU AIRCRAFT SYSTEMS

AIRCRAFT SYSTEMS

AIRCRAFT SYSTEMS

REVERSE ENG. 1

REVERSE ENG. 2 P

P

PRIORITY VAlVE

PRIORITY VAlVE

AIRCRAFT hYDRAUlIC SYSTEMS

CTC--00-0


TOC



Page 141 May 07

CFM56-5A/5B

TRAINING MANUAL

ENGINE HYDRAULIC SYSTEM The purposes of the engine hydraulic system are: - To pump hydraulic fluid from the reservoir to different aircraft equipment and the engine thrust reverser. - To supply the dedicated aircraft hydraulic circuits with clean pressurized hydraulic fluid. - To drain and clean hydraulic leakage from the hydraulic pump and return it to the aircraft hydraulic reservoir. - To indicate a low output pressure from the hydraulic pump, and a hydraulic filter clogged condition.

The engine hydraulic system is located around the engine fan case, on the left hand side, and consists of the following equipment: - The engine driven hydraulic pump, installed on the forward flange of the accessory gearbox. - The suction line. - The pressure line. - The case drain hydraulic filter, installed at 9 o’clock, which filters the return flow of fluid. - The case drain line. - The low pressure indicating switch, installed at the 9.30 o’clock position, which monitors the supplied pressure. To access the engine hydraulic system equipment, the left hand side fan cowl must be opened. The engine hydraulic system lines are connected on the left side of the pylon, at the fluid disconnect panel.


TOC


Page 142 May 07

CFM56-5A/-5B

TO hYDRAUlIC SYSTEMS

TRAINING MANUAL

hYDRAUlIC RESERVOIR hYDRAUlIC FIRE ShUT OFF VAlVE


OPENShUT

SUCTION lINE

WING COllECTOR

hP lINE T/R RETURN lINE CASE DRAIN lINE

T/R ShUT-OFF VAlVE (OPTIONAl)

SUCTION lINE PRESSURE lINE lOW PRESSURE INDICATING SWITCh CASE DRAIN hYDRAUlIC FIlTER

COUPlING hAlF

hCU TO PRIMARY lOCKS TO ACTUATORS

PRESSURE DElIVERY hOSE

hYDRAUlIC PUMP

FWD

CASE DRAIN hOSE

ENGINE hYDRAUlIC SYSTEM - hYDRAUlIC JUNCTION BOx


TOC

hYDRAUlIC SUCTION hOSE

SOV

CASE DRAIN lINE

CTC--0-0

PYlON



Page 143 May 07

CFM56-5A/5B

TRAINING MANUAL

ENGINE HYDRAULIC SYSTEM Engine-driven pump.

Physical description.

The engine-driven pumps (EDP, one pump per engine) supply Yellow and Green hydraulic systems with hydraulic pressure.

The pump is a variable-displacement type. The rotating assembly turns as long as the engine operates.

Location. The engine-driven pump (EDP) is attached to the accessory gearbox at the bottom of the engine. The attachment flange of the pump has keyhole slots for the installation of attachment bolts. The suction line connection has a quick-release self-sealing coupling. Together, they make it possible to replace the pump quickly.


TOC

A solenoid valve (controlled from the flight compartment) makes it possible to change the operation of the pump so that it does not supply pressure to the system (depressurized mode). The EDP includes a blocking valve which isolates the pump from the hydraulic system when the pump operates in the depressurized mode. The pump then operates with zero flow. The pump is connected to three lines: - Hydraulic fluid supply line. - Output pressure line - Case drain line.


Page 144 May 07

CFM56-5A/-5B

TRAINING MANUAL

KEYhOlE SlOT

CASE DRAIN lINE

A

SUPPlY lINE

SEAl DRAIN CONNECTION

OUTPUT lINE VIEW

A

ElECTRICAl CONNECTION SOlENOID VAlVE

hYDRAUlIC PUMP DRIVE PAD

YEllOW AND GREEN SYSTEMS ONlY

FWD CTC--0-0

ENGINE-DRIVEN PUMP (ACCORDING TO VERSION)


TOC



Page 145 May 07

CFM56-5A/5B

TRAINING MANUAL

ENGINE HYDRAULIC SYSTEM Case drain filter module.

EDP.

The case drain filter cleans the case drain fluid from the engine-driven pumps (EDP) before it goes back to the reservoir.

If you operate the engine fire switch and if the EDP runs for five minutes, you must inspect the EDP case drain filter for pump damage and replace the filter.

The EDP case drain filters are located on each engine, on the case drain line between the EDP and the hydraulic disconnect panel on the pylon. Physical description. The case drain filter is a non-bypass type with a 15 micron, non-cleanable, cartridge type filter element. The case drain filter has the following components: - A filter head which includes the hydraulic connector, a clogging indicator and an anti-spill device. - A filter bowl. - A replaceable filter element. The case drain lines are threaded-type fittings.


TOC


Page 146 May 07

CFM56-5A/-5B

VIEW

TRAINING MANUAL

A FWD

A FIlTER hEAD OUTlET PORT ClOGGING INDICATOR

ANTI-SPIll DEVICE

INlET PORT

FIlTER ElEMENT

FIlTER ElEMENT

FIlTER BOWl

FIlTER BOWl

CASE DRAIN FIlTER

CTC--0-0


TOC



Page 147 May 07

CFM56-5A/-5B

TRAINING MANUAL



TOC


Page 148 May 07

CFM56-5A/-5B

TRAINING MANUAL

engine bleed air system


TOC


engine bleed air system Page 149 nacelle

May 07

CFM56-5A/5B

TRAINING MANUAL

ENGINE BLEED AIR SYSTEM Pneumatic system. The pneumatic system supplies with compressed air the airplane user systems. The aircraft pneumatic system can be fed by engine 1 and/or 2, the Auxiliary Power Unit (APU), and the pneumatic ground air connection. The pneumatic manifold collects the compressed air from the sources and supplies it to the user systems. The purpose of the manifold valves is to: - Control the flow of bleed air. - Isolate the manifold into left and right sides. - Control the flow of manifold air into the user systems.


TOC

The airplane systems that use pneumatic power are: - Engine start systems. - Air conditioning and pressurization systems. - Engine inlet cowl anti-ice systems. - Wing thermal anti-ice systems. - Water tank pressurization system. - Hydraulic reservoir pressurization system (LH engine only). Pneumatic system controls and indications are: - Monitoring computers. - Cockpit 30VU panel. - ECAM system display. The controls and indications use 28V DC.


May 07

CFM56-5A/-5B

AIR COND. (TRIM AIR V.)

TRAINING MANUAL

hYD RESERV. PRESSURE

WATER TANK PRESSURE

PACK 1

PACK 2

WING ANTI-ICE

CARGO hEAT

ENG START PRV

STARTER VAlVE IP

STARTER

hP

ENG START PRV

hYDRAUlIC RESERVOIR (lh ONlY)

APU

hPV ENGINE 2

STARTER VAlVE IP

STARTER

COMMAND PRESSURE lINE TO ANTI-ICE VAlVE

NACEllE AIR INlET ANTI-ICE

hP


NACEllE AIR INlET ANTI-ICE

PNEUMATIC SYSTEM

CTC--0-0


TOC

CROSSBlEED VAlVE (x-FEED)

hP GROUND CONNECTION hPV

ENGINE 1

WING ANTI-ICE



May 07

CFM56-5A/5B

TRAINING MANUAL

ENGINE BLEED AIR SYSTEM Pneumatic system - Functional description.

APU bleed air.

The pneumatic system supplies with hot, high pressure air to the relevant aircraft systems.

The APU supplies bleed air to the pneumatic manifold. An APU check valve protects the APU from engine bleed air flow.

Pneumatic manifold. Controls and indications. The pneumatic manifold gets high pressure air from the source systems and supplies it to the user systems. Engine bleed air. There is one bleed air system for each engine. The engine bleed system controls bleed air temperature and pressure. Engine bleed air precooler system.

The control of the pneumatic system is usually automatic. Bleed-air Monitoring Computers (BMC) control the automatic functions. Manual controls with pushbutton and selector switches are available on the overhead 30VU panel. The monitoring of the pneumatic system operation is done on the ECAM System Display.

The precooler system controls the engine bleed air temperature. The Fan Air Valve and the Fan-Air Valve Control Thermostat control the flow of fan air to the precooler.


TOC


May 07

CFM56-5A/-5B

TRAINING MANUAL

T CT

TO BMC

PRECOOlER

S CT

OVERBOARD ENG START

FAV

BlEED

Powerplant

23°C C

TO BMC

OPV

lO

23°C h hI

IP

VAlVE POSITION

TO BMC

FAN IP

hP

TAT +19°C SAT +18°C

lO

hYDRAUlIC RESERVOIR (lh ONlY)


CTC--0-0

APU

1 hP

23 h 56

IP G.W. 60300 KG C.G 28 1%

AMBER: OVERPRESSURE OVERTEMPERATURE 30VU

AIR COND OVERhEAD PANEl

PNEUMATIC SYSTEM


ANTI ICE 44 PSI 205°C

GND

hP

h hI

BMC2

ENGINE 1 NACEllE AIR INlET ANTI-ICE

200°C

ECAM

BMC1

PRESSURE TEMPERATURE DETECTORS

C

RAM AIR

1

TO BMC

hPV

TOC

200°C

ANTI ICE 44 PSI 205°C

PRV

TO BMC

Aircraft


May 07

CFM56-5A/5B

TRAINING MANUAL

ENGINE BLEED AIR SYSTEM The purposes of the bleed air system are: - To extract air from the High Pressure Compressor. - To select the air source from the HPC 5th or 9th stage. - To regulate the output pressure and temperature before the air is delivered to the aircraft distribution system.

To access the system, the left hand side fan cowl and the thrust reverser ‘C’ duct must be opened. All the valves are fitted with E-seals that require inspection, and, if necessary, replacement.

The engine bleed air system is installed in the nacelle within the core compartment, on the left hand side of each engine between the 8 and 2 o’clock positions (ALF). The main elements of the system are: - The Intermediate Pressure Check Valve (IPC), that uses HPC 5th stage air. -The High Pressure Bleed Valve (HPV), that uses HPC 9th stage air. -The Bleed Pressure Regulator Valve (PRV). -The Overpressure Valve (OPV). -The bleed air precooler exchanger. -The temperature and pressure sensors. -The air ducts. -The electrical harnesses. -The Bleed-air Monitoring Computers (BMC).


TOC


May 07

CFM56-5A/-5B

TRAINING MANUAL

BlEED PRESSURE REGUlATOR VAlVE

FAN AIR VAlVE

BlEED AIR MONITORING COMPUTER (BMC)

FAN AIR VAlVE CONTROl ThERMOSTAT

INTERMEDIATE PRESSURE ChECK VAlVE

BlEED AIR PRECOOlER ExChANGER

5Th STAGE DUCT

9Th STAGE DUCT

POWERPlANT

hIGh PRESSURE BlEED VAlVE

BlEED PRESSURE REGUlATOR VAlVE CONTROl SOlENOID

ENGINE BlEED AIR SYSTEM

CTC--0-0


TOC

OVERPRESSURE VAlVE

AIRCRAFT



May 07

CFM56-5A/5B

TRAINING MANUAL

ENGINE BLEED AIR SYSTEM System pressure operation. The operation of the HP Bleed Valve (HPV) and the IP Check Valve is linked to the 5th and 9th stage pressures from the HP Compressor.

The bleed pressure regulator valve regulates the outlet pressure of the airflow to the aircraft distribution at 44 psig. The Overpressure Valve (OPV) protects the system against damage if overpressure occurs.

5th and 9th stage engine bleeds. At low engine speed, 5th stage air is not sufficient for the pneumatic system demands and the 9th stage supplies bleed air. At high engine speed the HP bleed valve closes, and the 5th stage supplies bleed air. The bleed pressure regulator valve controls the closing of the HP bleed valve. The HP bleed valve pneumatically limits the downstream static pressure to 36 psig. It closes fully pneumatically when the upstream static pressure reaches 120 psig. The bleed pressure regulator valve (PRV) receives the airflow from the HP bleed valve or the IP check valve.


TOC


May 07

CFM56-5A/-5B

TRAINING MANUAL

PRESSURES PSIG FUllY ClOSED

85 OPV 75

STARTS TO ClOSE VAlVES OPV

RE-OPENS WhEN PRESSURE IS BElOW 35 PSIG

PRV

ClOSED BY BMC WhEN: - DOWNSTREAM OVERTEMP 257°C MORE ThAN 60 SECONDS. - DOWNSTREAM OVERPRESSURE 57 PSIG MORE ThAN 15 SECONDS. - PYlON OVERhEAT - APU BlEED VAlVE NOT ClOSED - CORRESPONDING ENGINE SAV OPENED. - REVERSE FlOW (DETECTED BY PRV).

hPV

ClOSES WhEN UPSTREAM PRESSURE REAChES 120 PSIG

44 PRV 36 hPV

OPERATING CONDITIONS

CORE SPEED

SYSTEM PRESSURE OPERATION

CTC--0-00


TOC



May 07

CFM56-5A/5B

TRAINING MANUAL

ENGINE BLEED AIR SYSTEM IP check valve (5th stage). The 5th stage IP check valve prevents 9th stage bleed airflow from entering the 5th stage bleed port. The IP check valve is fitted with two flappers. The IP check valve is part of the engine bleed air system. It is on the left side of the engine high pressure compressor case (at the 9 o’clock position). Functional description. The valve lets airflow go in the direction of the arrow. It stops airflow in the opposite direction. Two semicircular flappers control airflow. Normal airflow opens the flappers. Reverse airflow closes the flappers. NOTE: Install the bleed air check valve so that the flow arrow points away from the 5th stage bleed port.


TOC


May 07

CFM56-5A/-5B

TRAINING MANUAL

hINGE PIN

A

VIEW

A

STOP PIN

VAlVE BODY

FlAPPERS

CTC--0-00

INTERMEDIATE PRESSURE ChECK VAlVE


TOC



May 07

CFM56-5A/5B

TRAINING MANUAL

ENGINE BLEED AIR SYSTEM HP Bleed Valve. The HP Bleed Valve is a 4 in. dia. butterfly-type valve which operates as a shut-off and pressure regulating valve. The HP bleed valve is normally spring-loaded closed in the absence of upstream pressure. A minimum pressure of 8 psig is necessary to open the valve. The HP bleed valve contains three main parts: - A valve body. - A pneumatic actuator. - A regulator assembly.

A pneumatic sense line connects the HP bleed valve with the bleed pressure regulator valve (PRV) in order to make sure that the HP bleed valve will close when bleed pressure regulator valve is controlled closed. A manual override is provided to set the valve in the closed position. (-5B): The engine bleed air is connected by a sense line to the HP bleed override solenoid. This solenoid causes the HP bleed valve to close pneumatically during cruise in normal bleed condition.

The HP bleed valve is located on the engine core area at the 9 o’clock position. The HP bleed valve pneumatically limits the downstream static pressure to 36 psig. It fully closes when the upstream static pressure reaches 120 psig.


TOC


May 07

CFM56-5A/-5B

VIEW


A

TRAINING MANUAL

A FROM BlEED PRESSURE REGUlATOR VAlVE (PRV)

ACTUATOR ASSEMBlY

FIlTER

COVER PlATE

VIEW

B CFM56-5A

TEST PORT

B BUTTERFlY POSITION INDICATOR AND MANUAl OVERRIDE

lOCKING PIN

CFM56-5B

hIGh PRESSURE BlEED VAlVE

CTC--00-0


TOC



May 07

CFM56-5A/5B

TRAINING MANUAL

ENGINE BLEED AIR SYSTEM Bleed Pressure Regulator Valve (PRV).

PRV operation is fully pneumatic.

The PRV is a 4 in. dia. butterfly-type valve, it pneumatically regulates the downstream pressure to 44 psig.

It is controlled in closed position by crew action on: - ENG FIRE pushbutton switch. - ENG BLEED pushbutton switch.

It closes automatically in the following cases: - Overtemperature downstream of the precooler exchanger. - Overpressure downstream of the PRV. - Ambient overheat in pylon/wing/fuselage ducts surrounding areas. - APU bleed valve not closed. - Corresponding starter valve not closed.

The thermal fuse installed in the valve body causes the valve to close at 450 more or less 25 deg.C.

The PRV is located on the engine core area at the 10 o’clock position.

A manual override is provided to position the valve in the closed position. Solenoid HP Bleed Override. The solenoid, when energized by the BMC, permits to control closure of the HP Bleed Valve.

The PRV contains three main parts: - A valve body. - A pneumatic actuator. - A regulator assembly.


TOC


May 07

CFM56-5A/-5B

TRAINING MANUAL

VIEW

C

C

A VIEW

A

SOlENOID hP BlEED OVERRIDE



FIlTER

ACTUATOR ASSEMBlY

CFM56-5A VIEW

B

B COVER PlATE BUTTERFlY

CFM56-5B

POSITION INDICATOR AND MANUAl OVERRIDE CTC--0-0

BlEED PRESSURE REGUlATOR VAlVE


TOC

TRAIlING PROBE EDGE



May 07

CFM56-5A/5B

TRAINING MANUAL

ENGINE BLEED AIR SYSTEM Bleed Pressure Regulator Valve Control Solenoid. The bleed pressure regulator valve control solenoid is installed downstream of the precooler exchanger to control the bleed pressure regulator valve. It includes: - A thermostat body assy. - A solenoid sub-assembly. - A non-return sub-assembly. The bleed pressure regulator valve control solenoid continuously senses the temperature of the air from the bleed air precooler exchanger of the bleed air system. It also monitors the differential pressure between the upstream side of the bleed pressure regulator valve and the downstream side of the bleed air precooler exchanger. It controls pneumatically the air supply through the bleed air system by closing the bleed pressure regulator valve.


TOC


May 07

CFM56-5A/-5B

TRAINING MANUAL

A

VIEW ElECTRICAl CONNECTOR

A FIlTER TO PRESSURE REGUlATOR VAlVE (PRV)

SOlENOID ASSEMBlY

FROM PRECOOlER UPSTREAM

ATTAChMENT PlATE

FIlTER NON RETURN ASSEMBlY

ThERMOSTAT ASSEMBlY

SAFETY VAlVE

CFM56-5B CTC--0-0

CFM56-5A

BlEED PRV CONTROl SOlENOID (ACCORDING TO VERSION)


TOC

ATTAChMENT PlATE

FROM PRECOOlER UPSTREAM



May 07

CFM56-5A/5B

TRAINING MANUAL

ENGINE BLEED AIR SYSTEM Overpressure Valve. The Overpressure Valve (OPV) is installed downstream of the PRV. It protects the system against damage if overpressure occurs.

When the upstream pressure increases and reaches 75 PSIG, the OPV starts to close. This decreases the air flow and so reduces the downstream pressure. At 85 PSIG upstream pressure the OPV is fully closed, it opens again when the upstream pressure has decreased to less than or equal to 35 PSIG.

The OPV is a 4 in. dia. butterfly-type valve, it contains two main parts: - A valve body. - An actuator assembly. The OPV is equipped with a test port which serves to perform an ‘in situ’ test. A microswitch in the OPV signals the extreme open position. OPV operation is fully pneumatic. It cannot be controlled from the cockpit. In normal conditions the valve is spring-loaded open.


TOC


May 07

CFM56-5A/-5B

A

VIEW

TRAINING MANUAL

A ACTUATOR ASSEMBlY

VIEW

A

ACTUATOR ASSEMBlY ElECTRICAl CONNECTOR

VAlVE BODY ASSEMBlY ElECTRICAl CONNECTOR

FWD

POSITION INDICATOR TEST PORT

TEST PORT BUTTERFlY

VAlVE BODY ASSEMBlY

CFM56-5A CFM56-5B

CTC--0-00

BUTTERFlY

OVERPRESSURE VAlVE (ACCORDING TO VERSION)


TOC

POSITION INDICATOR



May 07

CFM56-5A/5B

TRAINING MANUAL

ENGINE BLEED AIR SYSTEM Engine bleed air cooling system. The engine bleed air cooling system is installed in the nacelle within the core compartment, on the left hand side of each engine between the 11 and 12 o’clock positions (ALF). The purpose of the engine bleed air cooling system is to control the temperature of engine bleed air before it goes to the aircraft pneumatic manifold. The main elements of the system are: - Bleed air precooler exchanger. - Fan air valve. - Fan air valve control thermostat. Operation of the precooler system is automatic. To access the system, the left hand side fan cowl and the thrust reverser C duct must be opened.


TOC


May 07

CFM56-5A/-5B

TRAINING MANUAL

Powerplant

Aircraft FAN AIR

FAN AIR VAlVE CONTROl ThERMOSTAT

FAN AIR VAlVE hOT AIR INlET FROM PRV

TO AIRCRAFT PNEUMATIC SYSTEM

BlEED AIR PRECOOlER ExChANGER OVERBOARD FAN ExhAUST AIR CTC--0-0

PNEUMATIC - BlEED AIR PRECOOlER SYSTEM


TOC



May 07

CFM56-5A/5B

TRAINING MANUAL

ENGINE BLEED AIR SYSTEM Fan Air Valve (FAV). The Fan Air Valve controls the flow of fan air to the precooler exchanger.

A manual override serves to close the valve mechanically on the ground. A thermal fuse installed on the valve body closes the valve if the nacelle temperature reaches 450 deg.C.

The FAV is a 5.5 in. dia. butterfly-type valve, normally spring - loaded closed in the absence of pressure. It is located on top of the engine. The FAV contains the following parts: - A valve body. - An actuator assembly. - A manual override. - A thermal fuse. The FAV regulates the dowstream precooler exchanger temperature to 200 deg.C. A thermostat installed downstream of the precooler exchanger senses the hot air temperature and sends to the valve a pressure signal corresponding to precooler cooling air demand. The FAV butterfly takes a position to maintain the temperature value of air bleed within limits.


TOC


May 07

CFM56-5A/-5B

TRAINING MANUAL

A

VIEW

A

ACTUATOR ASSEMBlY VENT SCREW

ElECTRICAl CONNECTOR ADJUSTABlE STOP COVER PlATE

BUTTERFlY

VIEW

TEST PORT

B

OVERPRESSURE VAlVE

POSITION INDICATOR AND MANUAl OVERRIDE

B FAN AIR VAlVE (FAV)

CTC--0-00


TOC

FROM FAN AIR VAlVE CONTROl ThERMOSTAT



May 07

CFM56-5A/5B

TRAINING MANUAL

ENGINE BLEED AIR SYSTEM Fan Air Valve Control Thermostat. The fan air valve control thermostat is installed dowstream of the bleed air precooler exchanger. It controls the butterfly plate of the fan Air valve. The fan air valve control thermostat contains two mains parts: - A temperature sensing element. - A pressure regulator. The fan air valve control thermostat controls, through the fan air valve (FAV), the engine fan cooling airflow in order to maintain the bleed air temperature to 200 deg.C. When the temperature downstream of the precooler exchanger is below the required value, the FAV remains closed. When the temperature is over the required value, a pressure signal is sent to the opening chamber of the FAV. Between both values the FAV butterfly has an intermediate position.


TOC


May 07

CFM56-5A/-5B

TRAINING MANUAL

A

VIEW FIlTER

A TO FAN AIR VAlVE (FAV)

ATTAChEMENT PlATE

TUBE

CTC--0-0

FAN AIR VAlVE CONTROl ThERMOSTAT (ACCORDING TO VERSION)


TOC



May 07

CFM56-5A/-5B

TRAINING MANUAL



TOC


May 07

CFM56-5A/-5B

TRAINING MANUAL

drive generator


TOC


drive generator nacelle

Page 175 May 07

CFM56-5A/5B

TRAINING MANUAL

DRIVE GENERATOR Drive generator. The drive generator has the following components: - Integrated drive generator (IDG). - Fuel/oil cooler. - Quick attach/detach (QAD) adapter. Integrated drive generator. The drive generators are the normal source of AC power in flight. There are two IDGs on the airplane. Each supplies 115/200 V AC, 400 Hz power. Each IDG can supply up to 90 kVA. The IDG has an oil cooling system, which comprises two components: - Fuel/oil cooler. - IDG oil cooler. The IDG has a constant speed drive section and a generator. The IDG weighs 125 pounds (57 kg). Quick attach/detach (QAD) adapter. The Quick attach/detach (QAD) adapter attaches the IDG to the engine accessory gearbox (AGB). EFFECTIVITY ALL CFM56-5A/-5B FOR A318-A319-A320-A321 CFMI Proprietary Information

TOC


Page 176 May 07

CFM56-5A/-5B

VIEW

TRAINING MANUAL

A IDG OIl COOlER

B

A

ElEC DC 1

BAT 1 28V 150A

TR 1 28V 150A

DC BAT

BAT 2 28V 150A

DC ESS ESS TR

AC 1 GEN 1 26% 116V 400hZ IDG 1 90°C

EMER GEN

AC ESS APU

TAT +19°C SAT +18°C

DC 2

VIEW

AC 2 GEN 2 26% 116V 400hZ IDG 2 80°C G.W. 60300 KG C.G 28 1%

IDG OIl COOlER

ECAM

IDG (ACCORDING TO VERSION)

IDG (ACCORDING TO VERSION)

CFM56-5B

CFM56-5A

DRIVE GENERATOR

CTC--00-0


TOC

B

TR 2 28V 150A



Page 177 May 07

CFM56-5A/5B

TRAINING MANUAL

GENERATOR DRIVE Integrated drive generator (continued). The IDG components that you service or inspect are: - Push-to-vent valve. - Electrical connectors. - Phase lead terminal. - Disconnect reset ring. - Oil filter. - Differential pressure indicator (pop-out). - Oil level sight glass. - Drain plug. - Pressure fill adapter. (-5B): Charge and scavenge oil filters. There are two remove-and-replace oil filters on the IDG. You check and replace both filters at scheduled intervals. You should always replace old filters by new filters. The charge oil filter is downstream of the charge pump. If this filter clogs, a differential pressure valve opens and let oil bypass the filter. There is no indication if the filter clogs. The scavenge filter is downstream of the scavenge pump. The differential pressure indicator shows if the filter clogs.


TOC

(ALL): Oil servicing. You do the oil servicing of the IDG at the pressure fill port. You must push the push-to-vent valve to release IDG case air pressure before adding oil. IDG oil pressure fill. A quick fill coupling installed on the transmission casing enables pressure filling or topping up the unit with oil. The oil thus introduced flows to the transmission via the scavenge filter and external cooler circuit. This ensures: - The priming of the external circuit. - The filtration of any oil introduced. A drain plug at the bottom of the IDG permits to drain the oil from the IDG. Oil level check. The oil level can be read on the vertical sight glass. Servicing is performed according to the oil level position in zones determined by different colors (red, yellow, green). NOTE: Make sure that the engine has been shut down for 5 minutes minimum before checking oil quantity.


Page 178 May 07

CFM56-5A/-5B

TRAINING MANUAL

IDENTIFICATION PlATES

VIEW

A

MODIFICATION PlATE

A VIEW

B

B

INPUT SPlINE ShAFT

ElECTRICAl CONNECTOR C

ElECTRICAl CONNECTOR A ElECTRICAl CONNECTOR B

VENT VAlVE

DISCONNECT RESET RING

OIl lEVEl SIGhT GlASS

SCAVENGE FIlTER ∆P INDICATOR SCAVENGE FIlTER

PhASE lEAD TERMINAl OVERFIll DRAIN PlUG

CTC--0-0

ChARGE OIl FIlTER OIl-IN PORT

PRESSURE FIll ADAPTER

INTEGRATED DRIVE GENERATOR (ACCORDING TO VERSION) (CFM56-5B)


TOC

OIl-OUT PORT



Page 179 May 07

CFM56-5A/5B

TRAINING MANUAL

GENERATOR DRIVE (-5A): Oil filter. There is a remove-and-replace oil filter on the IDG. You check and replace the filter at scheduled intervals. You should always replace an old filter with a new filter. The oil filter is downstream of the scavenge pump. The differential pressure indicator shows if the filter clogs.


TOC


Page 180 May 07

CFM56-5A/-5B

TRAINING MANUAL

VIEW

A

QAD

B GEARBOx

A VIEW

PUSh TO VENT VAlVE

B

FWD ∆P IND. BUTTON (SIlVER END. RED CYlINDRICAl SIDE)

ElECTRICAl CONNECTORS

OIl FIlTER

DISCONNECT RESET RING

TERMINAl BlOCK

CASE DRAIN PlUG

SIGhT GlASS OIl OUT PORT CTC--0-00

OIl IN PORT

OVERFlOW DRAIN PORT

INTEGRATED DRIVE GENERATOR (CFM56-5A)


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PRESSURE FIll PORT



Page 181 May 07

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TRAINING MANUAL



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Page 182 May 07

CFM56-5A/-5B

TRAINING MANUAL

engine fire protection and detection systems


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fire protection/ detection systems nacelle

Page 183 May 07

CFM56-5A/5B

TRAINING MANUAL

ENGINE FIRE PROTECTION/DETECTION SYSTEM Engine fire protection system. The engine fire protection system is integrated within the general engine nacelle components and also at the bottom forward section of the aircraft pylon. The purposes of the engine fire protection system are: - To detect overheat. - To detect fire. - To limit fire area. - To extinguish fire. The system interfaces with the low pressure fuel shut-off valve, the EIU and the Bleed Monitoring Computer (BMC).


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Page 184 May 07

CFM56-5A/-5B

TRAINING MANUAL

COCKPIT INDICATION

A/C FUEl SYSTEM

EIU

hYDRAUlIC SYSTEM

DETECT OVERhEAT

CTC--0-0

ENGINE FIRE PROTECTION SYSTEM

DETECT FIRE

lIMIT FIRE AREA

ExTINGUISh FIRE

FIRE PROTECTION SYSTEM PURPOSES


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BMC



Page 185 May 07

CFM56-5A/5B

TRAINING MANUAL

ENGINE 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 fire detection unit (FDU).

On each engine, there are two independent and continuous loops for fire detection. The loops are connected in parallel to separate channels of a Fire Detection Unit (FDU).

Each fire and overheat detector has a sensing element and responder assembly. The detector has two sensing functions. It responds to an overall ‘average’ temperature threshold or to a highly localized ‘discrete’ temperature caused by impinging flame or hot gases.

One FDU, located in the avionics compartment, is provided for each engine. 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.

The detection of a fire by one of the responders causes the closure of the corresponding ALARM switch. The FIRE warning signal is transmitted through the FDU to the cockpit, at the following locations: - ENG/APU FIRE panel (1WD): ENG/FIRE pushbutton switch. - ENG panel (115VU): ENG/FIRE/FAULT annunciator. - MASTER WARN light. - Upper ECAM display unit: ENG 1 (2) FIRE and fire extinguishing procedure. - Lower ECAM display unit: engine page. The Continuous Repetitive Chime (CRC) sounds.


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Page 186 May 07

CFM56-5A/-5B

TRAINING MANUAL CORE FIRE DETECTORS

PYlON FIRE DETECTOR

FIRE DETECTORS

CFM56-5A FAN FIRE DETECTOR

CFM56-5B TGB

FWD RESPONDER hOUSING

SENSING ElEMENT

FIRE DETECTORS

FIRE DETECTORS

CTC--0-00


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Page 187 May 07

CFM56-5A/5B

TRAINING MANUAL

ENGINE FIRE PROTECTION/DETECTION SYSTEM Engine fire extinguishing system.

Operation.

The engine fire extinguishing system puts out fires in the engine compartment.

When the temperature reaches the threshold of the monitored area of the engine, the FIRE warning comes on red on the ENG 1 (2) FIRE pusbutton switch.

To put out the fire, the engine fire extinguishing system floods the engine compartments with halon. Two fire extinguisher bottles supply the halon for each engine. The components of the engine fire extinguishing system are: - ENG/APU FIRE panel. - Fire extinguisher bottles (2). - Engine fire extinguishing ports. The ENG/APU FIRE panel (1WD) is located in the flight compartment on the overhead panel.

The fire extinguishing system is activated. The engine is isolated from the rest of the aircraft (hot air, fuel, hydraulics, electrical power are closed). When the ENG 1 (2) FIRE pushbutton switch is pushed in, the first fire extinguisher is fired. The extinguishing agent flows in the pipe and is sprayed in the engine protected zones. Thirty seconds later (after the first bottle has been discharged), if the fire is still present, the pilot fires the second bottle.

The two engine fire extinguisher bottles for each engine are located in the aft section of the engine pylon. The engine and APU fire control panel is located in the flight compartment on the P8 panel. The two engine fire extinguishing ports are located on the fan and core compartments. EFFECTIVITY ALL CFM56-5A/-5B FOR A318-A319-A320-A321 CFMI Proprietary Information

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Page 188 May 07

CFM56-5A/-5B

TRAINING MANUAL

ENGINE FIRE ExTINGUIShER PORTS 1WD

ENG/APU FIRE PANEl

FIRE ExTINGUIShER BOTTlES

ENGINE FIRE ExTINGUIShER PORTS CTC--0-0

ENGINE FIRE ExTINGUIShING SYSTEM


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Page 189 May 07

CFM56-5A/-5B

TRAINING MANUAL



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Page 190 May 07

CFM56-5A/-5B

TRAINING MANUAL

powerplant drains


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powerplant drains nacelle

Page 191 May 07

CFM56-5A/5B

TRAINING MANUAL

POWERPLANT DRAINS Lines are provided on the engine to collect waste fluids and vapours coming from engine systems and accessories and drain them overboard. The system is installed underneath the engine to collect the fluids, a mast protrudes outside the fan cowl doors to expell them. The system consists of a drain collector assembly, a drain module and a drain mast. Fluids are transmitted to the drain module during flight.


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Page 192 May 07

CFM56-5A/-5B

TRAINING MANUAL

DRAIN COllECTOR

TRANSFER GEARBOx

DRAIN MODUlE FWD

DRAIN MAST

POWERPlANT DRAINS

CTC--0-00


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Page 193 May 07

CFM56-5A/5B

TRAINING MANUAL

POWERPLANT DRAINS Drain system. The drain system gathers the fluids leaking from: - The accessory gear box through the drain collector assembly, all but HMU. - The fan area (forward sump, oil scupper, fan case, fuel return valve and oil/fuel heat exchanger). - The core area (VBV, VST, TCC). The collector retains fluids until full, then the overflow goes to 2 tanks called the fuel/oil holding tank and the oil/hydraulic holding tank. The first receives the fuel pump overflow and the second receives the IDG, starter and hydraulic pump overflows. Other fluids are directly expelled overboard. Fluids which are contained in the 2 holding tanks of the drain collector assembly, are kept until the aircraft reaches an airspeed of 200 kts. Then a pressure valve in the drain module admits ram air. The ram air pressurizes the holding tanks, and accumulated fluids are discharged overboard by the drain mast. EFFECTIVITY ALL CFM56-5A/-5B FOR A318-A319-A320-A321 CFMI Proprietary Information

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Page 194 May 07

CFM56-5A/-5B

PYlON DRAINS

PYlON

FAN

DRAIN MANIFOlD MODUlE

CORE

DRAIN COllECTOR ASSEMBlY


ACCESSORY GEARBOx

STARTER

24 CC

IDG

24 CC

DRAIN MAST

FADEC: Full Authority Digital Engine Control FRV: Fuel Return Valve hMU: hydromechanical Unit IDG: Integrated Drive Generator PMA: Permanent Magnet Alternator TCC: Turbine Clearance Control TRF: Turbine Rear Frame VBV: Variable Bleed Valve VSV: Variable Stator Vane

FAN AREA

OIl SCUPPER FWD SUMP

CORE AREA TRF

FAN CASE

AFT SUMP OIl/FUEl hEAT ExChANGER

hMU

VBV

VSV

TCC

4 COllECTORS WITh MANUAl DRAIN VAlVE

FADEC PMA

FRV

hYD PUMP

32 CC

FUEl PUMP

132 CC

40 CC

36.5 CC

FIRE ShIElD

lUBRICATION UNIT

AIR

PRESSURE VAlVE RAM AIR INTAKE

DRAIN SYSTEM

CTC--00-0


TOC

TRAINING MANUAL


FIREPROOF COWl lINE FRANGIBlE

DRAIN MANIFOlD MODUlE DRAIN MAST


Page 195 May 07

CFM56-5A/5B

TRAINING MANUAL

POWERPLANT DRAINS Drain collector assembly. The drain collector assembly is installed betwen the AGB and the TGB. It is composed of 4 drain collectors with manual drain valves and 2 holding tanks. The drain collector enables leakages to be collected separately from 4 seals: -Fuel pump. -IDG. -Starter -Hydraulic pump. Manual drain valves are installed at the bottom of each collector enabling the source of leakage to be found during troubleshooting. Each collector is identified with the accessory seal pad to which it is connected.


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Page 196 May 07

CFM56-5A/-5B

VIEW

TRAINING MANUAL

A

A

FROM FUEl PUMP PAD FWD

PRESSURIZED AIR FROM DRAIN MODUlE

FROM hYDRAUlIC PUMP PAD

FROM FUEl/OIl hOlDING TANK TO DRAIN MODUlE

MANUAl DRAIN VAlVE

FROM IDG PAD FROM STARTER PAD

FROM OIl/hYDRAUlIC hOlDING TANK TO DRAIN MODUlE

DRAINS


CTC--0-0


TOC



Page 197 May 07

CFM56-5A/5B

TRAINING MANUAL

POWERPLANT DRAINS Drain module. The drain module is directly attached under the engine transfert gearbox and supports the drain mast, that protrudes through the fan cowl doors into the airstream. It receives the overflow from the drain collector assembly. A valve pressurizes the holding tanks and enables fluids to be discharged overboard through the drain mast, when airspeed is over 200 kts. It also receives fluids that are discharged directly overboard through the drain mast.


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Page 198 May 07

CFM56-5A/-5B

VIEW

TRAINING MANUAL

A

A FROM hEAT ExChANGER

FROM FUEl RETURN VAlVE FROM OIl TANK SCUPPER

PRESSURE VAlVE FROM DRAIN COllECTOR ASSEMBlY

DRAIN MAST

DRAIN AND DRAIN MAST

CTC--0-00


TOC



Page 199 May 07

CFM56-5A/-5B

TRAINING MANUAL



TOC


Page 200 May 07

Ctc 235 Nacelle

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