Ata70 320

C e nt r e d e f o rm 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 : N 2X 3 7X 5 EDITION : 06/06 VALID P AR : J.-M. HAIN
Ce document est destin linstruction et ne saurait tre considr comme un document technique de rfrence. Il ne sera pas mis jour. Reproduction mme partielle INTERDITE sans autorisation de la Socit AIR FRANCE.
Socit Air France 2000
This document must be used for training purpose only
Under no circumstances should this document be used as a reference.
It will not be updated.
All rights reserved. No part of this manual may be reproduced in any form, by photostat, microfilm, retrieval system, or any other means, without the prior written permission of Airbus Industrie.
THIS PAGE INTENTIONALLY LEFT BLANK
TABLE OF CONTENTS
A319/A320/A321
Page
70 - POWER PLANT (CMF56-5A)

(PART 2) AIR Engine Air System General Description (1) .......................................................................................... 75-00-00 ................. 247 ............................. 7 Engine Air System Components (3) ........................................................................................................................................ 257 ........................... 17 ENGINE CONTROLS Engine Control Components (3) ........................................................................................................... 76-00-00 ................. 311 ........................... 49 ENGINE INDICATING ECAM Page Presentation (1) ................................................................................................................ 77-00-00 ................. 325 ........................... 63 Engine Warnings (3) ............................................................................................................................................................... 335 ........................... 73 EXHAUST THRUST REVERSER ENG Thrust Reverser Management (1) ................................................................................................ 78-30-00 ................. 365 ........................... 91 OIL Oil System Description (3) .................................................................................................................... 79-00-00 ................. 415 ........................... 95 Oil System Components (3) .................................................................................................................................................... 419 ........................... 99 MAINTENANCE PRACTICES - MISCELLANEOUS Safety Zones (2) .................................................................................................................................... 70-10-00 ................. 443 ......................... 123
A319/A320/A321 TECHNICAL TRAINING MANUAL _ MECHANICS / ELECTRICS & AVIONICS COURSE 70 POWER PLANT (CFM56-5A)
70 POWER PLANT (CFM56-5A)

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CONTENTS
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75 - AIR SYSTEM 75-00-00 ENGINE AIR SYSTEM GENERAL 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 by a Variable Bleed Valve system and a Variable Stator Vane system. The Variable Bleed Valves and the Variable Stator Vanes are controlled by the Engine Control Unit and actuated from the hydromechanical unit. The Variable Bleed Valve (VBV) system opens at low speed and discharges booster airflow into the fan airstream. This is for matching HP/LP compressor airflows. The Variable Stator Vane (VSV) system prevents HP compressor surge.
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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 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 the HP rotor cavity to ensure the clearance control of the HP compressor. The HP Turbine Active Clearance Control (HPTACC) controls the thermal expansion of the HP turbine shroud support. The LP Turbine Active Clearance Control (LPTACC) provides the LP turbine case cooling.
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ECU COOLING The Engine Control Unit is cooled by air taken in by a scoop on the inlet cowl. This air is then discharged overboard. On the ground, there is no ram effect so the coding airflow is created by an eductor (or jet pump) supplied with pneumatic air pressure from the starter duct. In flight the airflow entering into the ECU is sufficient to cool it. On ground when the ECU internal temp. exceeds 30 degrees C the ECU cooling valve is opened to provide a cooling airflow through the ECU by means of an eductor (jet pump device). NOTE: In case of an ECU overheat detection a warning message is provided on the ECAM.
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NACELLE COOLING The fan and core compartment, which form the nacelle, are ventilated to provide airflow around the engine during its operation. A nacelle temperature sensor measures the core compartment temperature. The fan compartment and the accessory gearbox are cooled with air taken in by a flush inlet and discharged through vent ports located on the fan cowl door. The core compartment is cooled with air taken from the fan discharge. This air is vented at the rear between the thrust reverser cowl door and the primary nozzle.
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A319/A320/A321 TECHNICAL TRAINING MANUAL _ MECHANICS / ELECTRICS & AVIONICS COURSE

SELF EXAMINATION The Variable Bleed Valves are controlled by: A - The VBV gear motor. B - The HMU. C - The ECU. What provides A - The B - The C - The What provides A - Fan B - ECU C - Air the HP rotor heating? LPTACC system. RACC system. HPTACC system. the ECU cooling in flight? Air. cooling valve. inlet scoop.
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75 - AIR SYSTEM 75-00-00 AIR SYSTEM COMPONENTS

CONTENTS: VBV Gear Motor VBV Stop Mechanism Bleed Valve and Master Ballscrew Actuator Assembly Bleed Valve and Ballscrew Actuator Assembly VBV Feedback Rod VBV Rotary Variable Differential Transducer (RVDT) VSV Actuators VSV Bellcranks RACC Valve HPTACC Valve T Case Sensor(s) LPTACC Valve ECU Cooling Eductor ECU Cooling Valve Nacelle Temperature Sensor
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AIR SYSTEM COMPONENTS

VBV GEAR MOTOR IDENTIFICATION FIN: LOCATION ZONE: 453, 463
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VBV STOP MECHANISM IDENTIFICATION FIN: LOCATION ZONE: 453, 463
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AIR SYSTEM COMPONENTS - VBV STOP MECHANISM

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BLEED VALVE AND MASTER BALLSCREW ACTUATOR ASSEMBLY IDENTIFICATION FIN: LOCATION ZONE: 435, 445 COMPONENT DESCRIPTION RIGGING: - before installation the VBV and master ballscrew actuator unit has to be pre-rigged on a surface table by means of a setting yoke assembly. - a final rigging (shown above) is done with the unit installed on the engine using a yoke support added to the ballscrew actuator.
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AIR SYSTEM COMPONENTS - BLEED VALVE AND MASTER BALLSCREW ACTUATOR ASSEMBLY
75-00-00
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BLEED VALVE AND BALLSCREW ACTUATOR ASSEMBLY IDENTIFICATION FIN: LOCATION ZONE: 435, 436, 445, 446 COMPONENTS DESCRIPTION - 12 units. RIGGING: Rigging of the VBVs is done sequentially using the master actuator as a reference. The same yoke is used to set each VBV to closed, and the flexible shafts are installed sequentially from the master actuator outwards. A special wrench is available for manually rotating the drives.
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VBV FEEDBACK ROD IDENTIFICATION FIN: LOCATION ZONE: 435, 445 COMPONENTS DESCRIPTION RIGGING: The VBVs must be rigged in the closed position before adjusting the feedback rod. To adjust the feedback rod with the RVDT, check that the sensor arm is well aligned with the sensor mark. If not aligned, loosen the adjustment nut, remove the bolt and set the assembly by turning the clevis by half-turns until sensor arm is aligned with the mark.
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VBV ROTARY VARIABLE DIFFERENTIAL TRANSDUCER (RVDT) IDENTIFICATION FIN: LOCATION ZONE: 453, 463
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VSV ACTUATORS IDENTIFICATION FIN: LOCATION ZONE: 453, 454, 463, 464 COMPONENT DESCRIPTION 2 units: one on the RH side, the other on the LH side. For removal/installation, the actuator rod is set in extended position which corresponds to the VSV fully closed position. Note that there are no specific rigging tasks because the LVDT defines the actuator position.
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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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RACC VALVE IDENTIFICATION FIN: LOCATION ZONE: 454, 464
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AIR SYSTEM COMPONENTS - RACC VALVE

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

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

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ECU COOLING EDUCTOR IDENTIFICATION FIN: LOCATION ZONE: 436, 446 COMPONENT DESCRIPTION Jet pump device.
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AIR SYSTEM COMPONENTS - ECU COOLING EDUCTOR

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ECU COOLING VALVE IDENTIFICATION FIN: LOCATION ZONE: 436, 446
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AIR SYSTEM COMPONENTS - ECU COOLING VALVE

75-00-00
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NACELLE TEMPERATURE SENSOR IDENTIFICATION FIN: 13KS1, 13KS2 LOCATION ZONE: 415, 425
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AIR SYSTEM COMPONENTS - NACELLE TEMPERATURE SENSOR

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76 - ENGINE CONTROLS 76-00-00 ENGINE CONTROLS COMPONENTS

CONTENTS: Thrust Lever Mechanical Box Thrust Control Unit Mechanical Linkage Adjustment HP Fuel Shut Off Solenoid LP Fuel Shut Off Valve
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ENGINE CONTROLS COMPONENTS

THRUST LEVER(S) IDENTIFICATION FIN: LOCATION ZONE: 210
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ENGINE CONTROLS COMPONENTS - THRUST LEVER(S)

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MECHANICAL BOX(ES) IDENTIFICATION FIN: LOCATION ZONE: 120 COMPONENT DESCRIPTION An adjustment screw is provided at the lower part of each mechanical box to adjust the artificial feel.
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THRUST CONTROL UNIT(S) IDENTIFICATION FIN: 8KS1, 8KS2 LOCATION ZONE: 120 COMPONENT DESCRIPTION - 2 units Each unit consists of: - 2 resolvers - 6 potentiometers.
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MECHANICAL LINKAGE ADJUSTMENT To perform this task the thrust levers must be set to idle position. Recommendation: Do not apply force to push in or pull out the rigging pins in the rigging holes. If the rigging pins are difficult to push in, you must adjust the rods until they go in easily.
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HP FUEL SHUT OFF SOLENOID IDENTIFICATION FIN: 4000KC LOCATION ZONE: 437, 447 COMPONENT DESCRIPTION It provides closure of the HP fuel SOV in the HMU. It is not replaceable. You must remove the HMU assembly.
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LP FUEL SOV IDENTIFICATION FIN: 9QG, 10QG LOCATION ZONE: 522, 622
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77 - GENERAL 77-00-00 ECAM PAGE PRESENTATION

CONTENTS: ECAM Upper Display ECAM Lower Display Cruise Page
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ECAM PAGE PRESENTATION - ECAM UPPER DISPLAY

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ECAM PAGE PRESENTATION - ECAM UPPER DISPLAY

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ECAM PAGE PRESENTATION - ECAM LOWER DISPLAY

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ECAM PAGE PRESENTATION - ECAM CRUISE PAGE

77-00-00
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ECAM PAGE PRESENTATION - ECAM CRUISE PAGE

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77 - ENGINE INDICATING 77-00-00 ENGINE WARNINGS

CONTENTS: Low N1 EGT Overlimit Thrust Lever Disagree Thrust Lever Fault Oil Low Pressure Oil High Temperature Oil Filter Clog Fuel Filter Clog
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ENGINE WARNINGS
LOW N1 In case of low N1 warning, the master caution comes on and the aural warning sounds (single chime). The failure is shown amber on the upper ECAM display. This warning appears when there is a low N1 rotation during engine start.
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ENGINE WARNINGS
EGT OVERLIMIT In case of EGT, N1 or N2 over limit warning, the master caution comes on and the aural warning sounds (single chime). The indication is shown red and the failure message appears amber on the ECAM upper display. This warning appears when EGT exceeds 890 degrees C. The overlimit for: - N1 is 102% - N2 is 105.8%.
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ENGINE WARNINGS
THRUST LEVER DISAGREE In case of Thrust lever disagreement warning, the master caution comes on and the aural warning sounds (single chime). The failure is shown amber on the upper ECAM display. This warning appears when there is a disagreement between both resolvers of a thrust lever.
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ENGINE WARNINGS
THRUST LEVER FAULT In case of Thrust lever fault warning, the master caution comes on and the aural warning sounds (single chime). The failure is shown amber on the upper ECAM display. This warning appears when both resolvers on one thrust lever are lost.
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ENGINE WARNINGS
OIL LOW PRESSURE In case of oil low pressure warning, the master warning fashes and the aural warning sounds (continous repetitive chime). The failure is shown red on the upper ECAM display. This warning appears when the oil pressure is lower than 13 PSI.
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ENGINE WARNINGS
OIL HIGH TEMPERATURE In case of oil high temperature warning, the master caution comes on and the aural warning sounds (single chime). The failure is shown amber on the upper ECAM display. This warning appears when the engine oil temperature is between 140 degrees C and 155 degrees C for more than 15 mn, or if the oil temperature is greater than 155 degrees C.
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ENGINE WARNINGS
OIL FILTER CLOG In case of oil filter clog warning, the failure is shown amber on the ECAM displays. This warning appears when the pressure loss across the main scavenge oil filter is excessive (Differential pressure greater than 14.5 PSI).
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ENGINE WARNINGS
FUEL FILTER CLOG In case of fuel filter clog warning, the failure is shown amber on the ECAM displays. This warning appears when the pressure loss across the fuel filter is excessive (Differential pressure greater than 11.5 PSI).
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ENGINE WARNINGS - FUEL FILTER CLOG

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78 - THRUST REVERSER SYSTEM 78-30-00 THRUST REVERSE MANAGEMENT

CONTENTS: General Thrust Reverse Control Thrust Reverse Actuation Thrust Reverse Indication CFDS Interface Self Examination
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THRUST REVERSE MANAGEMENT

GENERAL The thrust reverser system is controlled independently for each engine by the associated FADEC system. 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 Interface Unit (EIU) generates a 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 valves included in a Hydraulic Control Unit which provides the actuation of four pivoting doors. The Hydraulic Control Unit (HCU) provides the sequence and functions of unlocking, deploying, stowing and locking of the pivoting door latches and actuators. The HCU includes a pressurizing valve and a directional valve which is controlled through the inhibition relay. THRUST REVERSE INDICATION The thrust reverser operating sequences are displayed in the cockpit on the ENGINE/WARNING DISPLAY. Amber indication appears when the doors are in transit and then becomes on green when the doors are deployed. 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 running (N2 condition) to permit the thrust reverser deployment.
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THRUST REVERSE MANAGEMENT

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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 SYSTEM 79-00-00 ENGINE OIL SYSTEM DESCRIPTION

CONTENTS: General Oil Supply Circuit Oil Scavenge Circuit Oil Vent Circuit Self Examination
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ENGINE OIL SYSTEM DESCRIPTION

GENERAL The engine oil system includes: - 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. 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 gearbox returns to the tank by means of four scavenge pumps protected upstream by strainers and chip detectors. To keep oil temperature within limits, the oil is cooled through the servo fuel heater and the fuel/oil heat exchanger. In case of scavenge filter clogging, an oil differential pressure (delta P) switch signals it to the cockpit and its clogging indicator shows it on the engine. OIL VENT CIRCUIT 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 the tank and provides adequate oil pressure to the supply pump.
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ENGINE OIL SYSTEM DESCRIPTION

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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. C - Four magnetic chip detectors with strainers. What maintains the oil temperature within limits? A - The IDG oil cooler. B - The engine fuel/oil cooler and servo fuel heater. C - The venting circuit.
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79 - OIL SYSTEM 79-00-00 ENGINE OIL SYSTEM COMPONENTS

CONTENTS: Oil Tank Anti Syphon Device Lubrication Unit Supply Filter Scavenge Filter Chip Detectors Oil/Fuel Heat Exchanger Oil Temperature Sensor Oil Pressure Transmitter Oil Quantity Transmitter Oil Low Pressure Switch Oil Filter Differential Pressure Switch
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ENGINE OIL SYSTEM COMPONENTS

SAFETY PRECAUTIONS WARNING: Hot oil can cause deep burns. 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. If the oil tank cap is removed before the pressure decreases, hot oil may gush out of the oil tank and could cause severe burns. OIL TANK IDENTIFICATION FIN: LOCATION ZONE: 435, 445 COMPONENT DESCRIPTION CHARACTERISTICS: - Maximum filling capacity: 5.17 US gallons (19.6 liters). - Total oil tank volume: 6 US gallons (22.7 liters). Oil Servicing: - 2 filling ports (pressure and gravity). - 1 Magnetic drain plug. 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, a drain plug is provided. - When the drain plug is removed an internal safety valve prevents the oil from pouring out. - To drain the tank, connect a drain tube to the drain port and place a container under the tank of a minimum capacity of 6 US gallons or 23 liters.
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ANTI SYPHON DEVICE IDENTIFICATION FIN: LOCATION ZONE: 435, 445
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LUBRICATION UNIT IDENTIFICATION FIN: LOCATION ZONE: 437, 447 COMPONENT DESCRIPTION It consists mainly of: - 5 gerator type pumps (4 scavenge, 1 supply) - 2 filters (scavenge, supply) - 4 chip detectors.
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SUPPLY FILTER IDENTIFICATION FIN: LOCATION ZONE: 437, 447 COMPONENT DESCRIPTION - 15 micron cleanable filter screen. SCAVENGE FILTER IDENTIFICATION FIN: LOCATION ZONE: 437, 447 COMPONENT DESCRIPTION - 25 micron cleanable filter screen.
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CHIP DETECTOR(S) IDENTIFICATION FIN: LOCATION ZONE: 437, 447 COMPONENT DESCRIPTION - 4 magnetic chip detectors, - Press in and rotate one quarter of counter-clockwise to remove it, - Inspect if the magnet and strainer are contaminated.
turn
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OIL/FUEL HEAT EXCHANGER IDENTIFICATION FIN: LOCATION ZONE: 437, 447 COMPONENT DESCRIPTION The oil/fuel heat exchanger and servo fuel heater assembly ensures engine oil cooling. The oil/fuel heat exchanger is of tubular type with a removable core.
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OIL TEMPERATURE SENSOR IDENTIFICATION FIN: 4004EN LOCATION ZONE: 435, 445 COMPONENT DESCRIPTION It is a resistor installed on the lubrication unit for Engine oil temperature indication.
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OIL PRESSURE TRANSMITTER IDENTIFICATION FIN: 4003EN LOCATION ZONE: 435, 445
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OIL QUANTITY TRANSMITTER IDENTIFICATION FIN: 4002EV LOCATION ZONE: 435, 445 COMPONENT DESCRIPTION It is a capacitor located in the oil tank.
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79-00-00
116
UF94200
ENGINE OIL SYSTEM COMPONENTS - OIL QUANTITY TRANSMITTER

79-00-00
117

OIL LOW PRESSURE SWITCH IDENTIFICATION FIN: 4000EN LOCATION ZONE: 435, 445 COMPONENT DESCRIPTION It closes when the oil pressure drops below 13 psi.
UF94200
79-00-00
118
UF94200
ENGINE OIL SYSTEM COMPONENTS - OIL LOW PRESSURE SWITCH

79-00-00
119

OIL FILTER DIFFERENTIAL PRESSURE SWITCH IDENTIFICATION FIN: 4001EN LOCATION ZONE: 435, 445 COMPONENT DESCRIPTION It provides OIL FILTER CLOG alarm when the delta p across the scavenge filter exceeds 14.5 psi.
UF94200
79-00-00
120
UF94200
ENGINE OIL SYSTEM COMPONENTS - OIL FILTER DIFFERENTIAL PRESSURE SWITCH

79-00-00
121
UF94200
TMUPWAO01 LEVEL 3
79-00-00
122
70 - MISCELLANEOUS 70-10-00 SAFETY ZONES

CONTENTS: Noise Danger Areas Engine Danger Areas, Minimum Idle Engine Danger Areas, Take-off Thrust
UF94200
TMUPWPQ01 LEVEL 3
70-10-00
123
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.
UF94200
TMUPWPQ01-T01 LEVEL 3
70-10-00
124
UF94200
TMUPWPQ01-P01 LEVEL 3
SAFETY ZONES - NOISE DANGER AREAS

70-10-00
125
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 the entry corridor.
UF94200
70-10-00
126
UF94200
SAFETY ZONES - ENGINE DANGER AREAS, MINIMUM IDLE

70-10-00
127
SAFETY ZONES
ENGINE DANGER AREAS, TAKE-OFF THRUST With the engine running above the minimum idle there is no access to the engine.
UF94200
70-10-00
128
UF94200
SAFETY ZONES - ENGINE DANGER AREAS, TAKE-OFF THRUST

70-10-00
129
UF94200
TMUPWPQ01 LEVEL 3
70-10-00
130

Ata70 320

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

Socit Air France 2000

This document must be used for training purpose only

Under no circumstances should this document be used as a reference.

It will not be updated.

THIS PAGE INTENTIONALLY LEFT BLANK

70 - POWER PLANT (CMF56-5A)

70 POWER PLANT (CFM56-5A)

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Page ii Dec 31/00

75 - AIR SYSTEM 75-00-00 ENGINE AIR SYSTEM GENERAL DESCRIPTION

EFFECTIVITY EFFECTIVITY ALL

Page 247 Page 1 Aug 31/95

ENGINE AIR SYSTEM GENERAL DESCRIPTION

EFFECTIVITY EFFECTIVITY ALL

Page 248 Page 2 Aug 31/95

ENGINE AIR SYSTEM GENERAL DESCRIPTION

Page 249 Page 3 Aug 31/95

ENGINE AIR SYSTEM GENERAL DESCRIPTION

EFFECTIVITY EFFECTIVITY ALL

Page 250 Page 4 Aug 31/95

ENGINE AIR SYSTEM GENERAL DESCRIPTION - ENGINE CLEARANCE

Page 251 Page 5 Aug 31/95

ENGINE AIR SYSTEM GENERAL DESCRIPTION

EFFECTIVITY EFFECTIVITY ALL

Page 252 Page 6 Aug 31/95

ENGINE AIR SYSTEM GENERAL DESCRIPTION - ECU COOLING

Page 253 Page 7 Aug 31/95

ENGINE AIR SYSTEM GENERAL DESCRIPTION

EFFECTIVITY EFFECTIVITY ALL

Page 254 Page 8 Aug 31/95

ENGINE AIR SYSTEM GENERAL DESCRIPTION - NACELLE COOLING

Page 255 Page 9 Aug 31/95

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

70 POWER PLANT (CFM56-5A)

EFFECTIVITY EFFECTIVITY ALL

Page 256 Page 10 Aug 31/95

75 - AIR SYSTEM 75-00-00 AIR SYSTEM COMPONENTS

EFFECTIVITY EFFECTIVITY ALL

Page 257 Page 1 Jun 30/96

AIR SYSTEM COMPONENTS

EFFECTIVITY EFFECTIVITY ALL

Page 258 Page 2 Jun 30/96

AIR SYSTEM COMPONENTS - VBV GEAR MOTOR

Page 259 Page 3 Jun 30/96

AIR SYSTEM COMPONENTS

EFFECTIVITY EFFECTIVITY ALL

Page 260 Page 4 Jun 30/96

AIR SYSTEM COMPONENTS - VBV STOP MECHANISM

Page 261 Page 5 Jun 30/96

AIR SYSTEM COMPONENTS

EFFECTIVITY EFFECTIVITY ALL

Page 262 Page 6 Jun 30/96

Page 263 Page 7 Jun 30/96

AIR SYSTEM COMPONENTS

EFFECTIVITY EFFECTIVITY ALL

Page 264 Page 8 Jun 30/96

AIR SYSTEM COMPONENTS - BLEED VALVE AND BALLSCREW ACTUATOR ASSEMBLY

Page 265 Page 9 Jun 30/96

AIR SYSTEM COMPONENTS

EFFECTIVITY EFFECTIVITY ALL

Page 266 Page 10 Jun 30/96

AIR SYSTEM COMPONENTS - VBV FEEDBACK ROD