CFM-56 A CON B DIFFERENCE 2.pdf

C e nt r e d e f o r m a ti o n d e t y p e a v i on

A319/A320/A321 CFM56-5B To CFM56-5A DIFFERENCE ATA 70 - PART 2/2 DF.ER DF.ER : N° 2X 3 7X 5 EDITION : 06/06 VALIDÉ P AR : J.-M. HAIN Ce document est destiné à l’instruc tion et ne saurait être considéré comme un document techni que de référence. Il ne sera pas mis à jour. Reproduction même partielle INTERDITE sans autorisation de la Société AIR FRANCE. © Société Air France 2000

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TABLE OF CONTENTS

A319/A320/A321 Page

70 - POWER PLANT (CMF56-5A) (PART (PART 2) AIR Engine Air System General Description (1) ..................................................... ..................................... 75-00-00 ................. 247 ....................... ...... 7 Engine Engine Air System Components (3) ...................................... ........................................................... ......................................................................... .................................................... ......................... 257 .............. .................... ............. ....... 17 ENGINE CONTROLS Engine Control Components (3) ........................................................................................................... ................................................................ ........................................... 76-00-00 ................. 311 311 .............. .................... ............. ....... 49 ENGINE INDICATING ECAM Page Presentation (1) ............................................... ........................................................ ......... 77-00-00 ................. 325 ........................... 63 Engine Warnings (3) ................................................... ....................................................... ..................................................... 335 ........................... 73 EXHAUST



























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A319/A320/A321 TECHNICAL TECHNICAL TRAINING TRAINING MANUAL MECHANICS / ELECTRICS ELECTRICS & AVIONICS AVIONICS COURSE

70 POWER PLANT (CFM56-5A)

70 POWER PLANT (CFM56-5A) UF94200

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75 - AIR AIR S SYS YSTE TEM M 75-00-0 75-0 0-00 0 ENGINE ENGINE AIR AIR SYSTEM SYSTEM GENE GENERAL RAL DESCRIPTION CONTENTS: General Compressor Control Engine Clearance ECU Cooling Nacelle Cooling Self Examination


























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ENGINE AIR SYSTEM GENERAL DESCRIPTION GENERAL The engine air system covers the compressor airflow and the rotor and turbine clearance controls. The system also deals with the cooling and pressurizing airflows. COMPRESSOR CONTROL The compressor control is provided provided by a Variable Bleed Valve system and a Variable Stator Vane system.


























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ENGINE AIR SYSTEM GENERAL DESCRIPTION ENGINE CLEARANCE Three systems regulate the clearance between rotor blades and stator casing. This improves efficiency and reduces fuel flow and EGT. These systems are: the Rotor Active Clearance Control, the High Pressure Turbine Active Clearance Control Control and the Low Pressure Turbine Active Clearance Control. Each one uses muscle pressure from the HMU and is controlled by the ECU. The Rotor Active Clearance Control (RACC) system heats


























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AIR SYSTEM COMPONENTS VSV BELLCRANKS (2) IDENTIFICATION FIN: LOCATION ZONE: 453, 454, 463, 464 COMPONENT DESCRIPTION One unit for each actuator. The bellcrank has pre-rigging rods to provide correct positioning when installed.




























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AIR SYSTEM COMPONENTS RACC VALVE IDENTIFICATION FIN: LOCATION ZONE: 454, 464




























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AIR SYSTEM COMPONENTS HPTACC VALVE IDENTIFICATION FIN: LOCATION ZONE: 454, 464




























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AIR SYSTEM COMPONENTS T CASE SENSOR(S) IDENTIFICATION FIN: LOCATION ZONE: 453, 454, 463, 464 COMPONENT DESCRIPTION 2 thermocouples: one on the RH side and the other on the LH side, with single chromel/alumel junction. Left side supplies the ECU channel A and the right side the


























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AIR SYSTEM COMPONENTS LPTACC VALVE IDENTIFICATION FIN: LOCATION ZONE: 454, 464 COMPONENT DESCRIPTION Butterfly valve.


























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77 - GENERAL 77-00-0 77-0 0-00 0 ECA ECAM M PAGE PAGE PRESEN PRESENTAT TATION ION CONTENTS: ECAM Upper Display ECAM Lower Display Cruise Page




























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THRUST REVERSE MANAGEMENT GENERAL

THRUST REVERSE INDICATION

The thrust reverser system is controlled independently for each engine by the associated FADEC system.

The thrust reverser operating sequences are displayed in the cockpit on the ENGINE/WARNING DISPLAY. Amber indication appears appears when the doors are in transit and then becomes on green when the doors are deployed. deployed.

THRUST REVERSE CONTROL When the reverse thrust is selected in the cockpit, the Engine Control Unit is allowed to control the thrust reverser operation, if the aircraft is on the ground and the engine running. The ECU controls the thrust reverser operation according to the Thrust Lever Angle (TLA), the ground signal and the pivoting door positions detected through stow and deploy switches. NOTE: The Engine Engine Interface Interface Unit Unit (EIU) (EIU) genera generates tes a logic logic to authorize the doors deployment through the inhibition relay when the Spoiler and Elevator Computers (SEC) confirm the TLA position. THRUST REVERSE ACTUACTION The hydraulic power required for the actuators is supplied by the normal aircraft hydraulic system. Each channel of the ECU controls and monitors solenoid solenoid

CFDS

INTERFACE

The CFDS interfaces with the Engine Interface Unit (EIU) to provide Thrust Reverser fault diagnostics. For maintenance purposes, a thrust reverse test can be performed through the MCDU menus. In this case the CFDIU simulates an engine engine running (N2 condition) to permit the thrust reverser deployment.



























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A319/A320/A321 TECHNICAL TECHNICAL TRAINING TRAINING MANUAL MECHANICS / ELECTRICS ELECTRICS & AVIONICS AVIONICS COURSE SELF EXAMINATION What is the logic of the reverse operation? A - TLA position + Aircraft on ground. B - TLA position + Aircraft on ground + Reverse indication green. C - TLA position + Aircraft on ground + N2 (engine running) Reverser system actuation is provided by two solenoid valves which are controlled from the: A - Engine Control Unit B - Hydraulic Control Unit C - Thrust Control Unit. What does the reverse test? A - The B - The C - The

CFDIU simulate during the MCDU TLA. ground logic. N2.




























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79 - OIL OIL S SYS YSTE TEM M 79-00-0 79-0 0-00 0 ENG ENGINE INE OIL SYSTEM SYSTEM DESCRI DESCRIPTI PTION ON CONTENTS: General Oil Supply Circuit Oil Scavenge Circuit Oil Vent Circuit Self Examination




























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ENGINE OIL SYSTEM DESCRIPTION GENERAL

OIL VENT CIRCUIT

The engine oil system includes:

Some air entrained in the scavenge oil is separated in the tank by a deaerator and is vented to the forward sump through the transfer gearbox and radial drive shaft. The sumps are vented overboard through the low pressure turbine shaft to prevent overpressure in the sump. Air entrapped in the scavenge oil pressurizes pressurizes the tank and provides adequate oil pressure pressure to the supply pump.

- a supply circuit, - a scavenge circuit, - a vent circuit. OIL SUPPLY CIRCUIT The oil from the tank passes through the supply pump and supply filter to lubricate the forward and aft sumps, and also the accessory and transfer gearboxes. gearboxes. On the oil supply line a visual filter clogging indicator, an oil temperature sensor, an oil low pressure switch and an oil pressure transmitter are provided for indication and monitoring. Also an oil quantity transmitter is provided on the oil tank. Note the installation of the ECU oil temperature sensor for the fuel return valve operation. OIL SCAVENGE CIRCUIT The oil from bearings, transfer gearbox and accessory accessory gearbox returns to the tank by means of four scavenge pumps protected upstream by strainers and chip



























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A319/A320/A321 TECHNICAL TECHNICAL TRAINING TRAINING MANUAL MECHANICS / ELECTRICS ELECTRICS & AVIONICS AVIONICS COURSE SELF EXAMINATION What happens if the oil supply filter is contaminated? A - The visual clogging indicator on the filter becomes red. B - Oil filter clog warning is provided in the cockpit. C - Oil low pressure switch closes. What protects the scavenge pumps from metallic particles? A - A master chip detector. B - The scavenge filter.


























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79 - OIL OIL S SYS YSTE TEM M 79-00-0 79-0 0-00 0 ENG ENGINE INE OIL SYSTE SYSTEM M COMPONE COMPONENTS NTS CONTENTS: Oil Tank Anti Syphon Device Lubrication Lubrication Unit Supply Filter Scavenge Filter Chip Detectors Oil/Fuel Heat Exchanger Oil Temperature Sensor Oil Pressure Transmitter


























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ENGINE OIL SYSTEM COMPONENTS SAFETY PRECAUTIONS WARNING: WARN ING: Hot o oil il can cause cause deep deep burn burns. s. Avoid any contact with oil splashes when performing maintenance. Wait a minimun of 5 minutes after engine shutdown before removing the oil tank filler cap. The oil tank is pressurized during engine operation and it takes time for the pressure to drop.

OIL TANK GRAVITY FILLER CAP

- Wait 5 mn after engine shutdown before removing the filler cap.

- Push down and turn clockwise to remove the cap. - Add oil by pouring into the tank, up to the "full" mark of the sight gauge.

- If a dipstick is installed check the capacity to be added in quarts. OIL TANK DRAIN PLUG For oil tank removal or if the oil is contaminated, contaminated, a

























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70 - MISC MISCEL ELLA LANE NEOU OUS S 70-10 7010-0 -00 0 SAFE SAFETY TY ZONE ZONES S CONTENTS: Noise Danger Areas Engine Danger Areas, Minimum Idle Engine Danger Areas, Take-off Thrust




























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SAFETY ZONES NOISE DANGER AREAS Depending on the distance from the running engine it is necessary to wear ear protection and to respect maximum time exposure.




























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SAFETY ZONES ENGINE DANGER AREAS, MINIMUM IDLE With the engine running at minimum idle, safety precautions must be taken to avoid danger from engine suction or exhaust. Access to the engine is only allowed through through the entry corridor.




























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SAFETY ZONES ENGINE DANGER AREAS, TAKE-OFF THRUST With the engine running above the minimum idle there is no access to the engine.


























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CFM-56 A CON B DIFFERENCE 2.pdf

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