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Airline Maintenance & Engineering Training Limited

A319/A320/A321
TECHNICAL TRAINING MANUAL
MECHANICS / ELECTRICS & AVIONICS COURSE
70 POWER PLANT (CFM56-5B)

01-04-2010

For Training Purposes ONLY

Page 1

Airline Maintenance & Engineering Training Limited

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.

01-04-2010

For Training Purposes ONLY

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Airline Maintenance & Engineering Training Limited

MECHANICS / ELECTRICS & AVIONICS COURSE

70 POWER PLANT (CFM56-5B)

70 POWER PLANT (CFM56-5B)


UF94200

TABLE OF CONTENTS

Page

ENGINE - GENERAL
** General (1) .................................... 1
POWER PLANT
** Power Plant Installation Presentation (1) .... 5
** Power Plant Drain Presentation (2) .......... 15
** Nacelle D/O (3) ............................... 19
** Drain Components (3) ......................... 33
ENGINE
** Engine Presentation (1) ...................... 39
ENGINE FUEL AND CONTROL
FUEL
** Engine Fuel System D/O (3) ................. 57
** Fuel Return Valve D/O (3) .................. 63
** Engine Fuel System Components (3) ......... 69
CONTROL (FADEC)
** FADEC Presentation (1) ..................... 85
** FADEC Architecture (1) ..................... 89
** FADEC Principle (2) ........................ 95
** ECU Interfaces (3) ........................ 101
** EIU Interfaces (3) ........................ 107
** FADEC Components (3) ...................... 113
** ECU Electrical PWR SPLY Control (3) ...... 131

UF94200

IGNITION AND STARTING


** Ignition & Starting SYS Presentation (1) ... 135
** Ignition & Starting System D/O (3) ......... 141
** Start Failures (3) .......................... 181
** Ignition & Starting Components (3) ......... 203
AIR
** Air System Presentation (1) ................. 211
** Air System Components (3) ................... 221

01-04-2010

ENGINE CONTROLS
** ENG Controls & Indicating Presentation(1) .. 241
** Engine Thrust Control Architecture (1) ..... 249
** Engine Thrust Management (3) ................ 253
** Engine HP Fuel SOV Control (3) ............. 273
** Engine LP Fuel SOV Control (3) ............. 277
** Engine Control Components (3)............... 281
ENGINE INDICATING
** ECAM Page Description (3) ................... 289
** Engine Warnings (3) ......................... 305
** Engine Vibration Monitoring D/O (3) ........ 323
** Engine Vibration Components (3) ............ 327
EXHAUST
THRUST REVERSER
** Thrust Reverser
** Thrust Reverser
** Thrust Reverser
** Thrust Reverser

SYS Presentation (1) ..... 333


Management (3) ........... 339
System D/O (3) ........... 345
Components (3) ........... 367

OIL
** Oil System D/O (3) .......................... 383
** Oil System Components (3) ................... 387
MAINTENANCE PRACTICES - MISCELLANEOUS
** Safety Zones (2) ............................. 409
** Opening & Closing of ENG Cowl Doors (2) .... 417
** Thrust Reverser Deactivation & Lockout(2) .. 437
** Manual Operation of T/R Pivoting Door (3) .. 451
** Engine Removal & Installation Overview(3) .. 463
SPECIFIC PAGES
** CFDS Specific Page Presentation (3) ...... 479

For Training Purposes ONLY

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70 POWER PLANT (CFM56-5B)

70 POWER PLANT (CFM56-5B)


UF94200

TABLE OF CONTENTS

Page

UF94200

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70 POWER PLANT (CFM56-5B)

70 - ENGINE - GENERAL
70-00-00 GENERAL

TMU70CA03 LEVEL 1

UF94200

CONTENTS:
Engine Characteristics
Pylon
Nacelle
Engine Control
Self Examination

01-04-2010

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MECHANICS / ELECTRICS & AVIONICS COURSE

70 POWER PLANT (CFM56-5B)

GENERAL
ENGINE CHARACTERISTICS
The Airbus A319/A320/A321 are powered by two CFM
International CFM56-5B/P turbofan engines.
These engines can produce a thrust from 22000 lbs to
33000 lbs (9980 kg to 14970 kg) depending on the
aircraft version set by the engine data programming
plug.
The engines are flat rated from ISA + 15C (86F) up
to ISA + 30C (113F) depending on the engine rating.
PYLON
The engines are attached to the lower surface of the
wings by pylons.
The pylons provide an interface between the engine and
the aircraft for electrics and fluids.
NACELLE
The engine is enclosed in a nacelle which provides
aerodynamic airflow around the engine and ensures
protection for the accessories.

TMU70CA03-T01 LEVEL 1

UF94200

ENGINE CONTROL
The engine includes a Full Authority Digital Engine
Control (FADEC) which provides engine control,
engine monitoring and help for maintenance and trouble
shooting.

01-04-2010

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Page 6

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TMU70CA03-P01 LEVEL 1

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

GENERAL

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70 POWER PLANT (CFM56-5B)

71 - POWER PLANT
71-00-00 POWER PLANT INSTALLATION
PRESENTATION

TMU71CA01 LEVEL 1

UF94200

CONTENTS :
General
Engine Mounts
Inlet Cowl
Fan Cowl Doors
Thrust Reverser "C"Duct Doors
Exhaust
Nacelle Left Side Access Panels
Nacelle Right Side Access Panels
Self examination

01-04-2010

For Training Purposes ONLY

Page 9

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MECHANICS / ELECTRICS & AVIONICS COURSE

70 POWER PLANT (CFM56-5B)

POWER PLANT INSTALLATION PRESENTATION


GENERAL

TMU71CA01-T01 LEVEL 1

UF94200

Here are the main items of the power plant structure


and its installation.

01-04-2010

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Airline Maintenance & Engineering Training Limited

TMU71CA01-P01 LEVEL 1

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

POWER PLANT INSTALLATION PRESENTATION

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70 POWER PLANT (CFM56-5B)

POWER PLANT INSTALLATION PRESENTATION


ENGINE MOUNTS

INLET COWL

The engine is attached to the pylon by two mounts.

The inlet cowl is a fixed structure which ensures


proper engine inlet airflow for the whole envelope.
The air inlet is anti-iced.

TMU71CA01-T02 LEVEL 1

UF94200

The forward mount or thrust mount transmits the efforts


in all directions except roll axis torque.
The aft mount transmits the efforts in all directions
except forward and aft to allow engine thermal
expansion.

01-04-2010

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TMU71CA01-P02 LEVEL 1

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

POWER PLANT INSTALLATION PRESENTATION

For Training Purposes ONLY

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70 POWER PLANT (CFM56-5B)

POWER PLANT INSTALLATION PRESENTATION


FAN COWL DOORS

THRUST REVERSER "C" DUCT COWL DOORS

The fan cowl doors allow access to the fan case mounted
accessories.
They are latched at their bottom center line and when
opened, they are maintained in position by two hold
open rods.

The thrust reverser "C"duct cowl doors provide ducting


for fan air exhaust.
The thrust reverser "C"duct cowl doors may be opened
to get access to the core engine mounted accessories.
The thrust reverser "C"duct cowl doors are maintained
open by hold open rods.

TMU71CA01-T03 LEVEL 1

UF94200

Due to their weight, the thrust reverser "C" duct doors


are operated by an hydraulic actuator using a manual
hand pump.

01-04-2010

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TMU71CA01-P03 LEVEL 1

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

POWER PLANT INSTALLATION PRESENTATION

For Training Purposes ONLY

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70 POWER PLANT (CFM56-5B)

POWER PLANT INSTALLATION PRESENTATION


EXHAUST

NACELLE LEFT SIDE ACCESS PANELS

The fixed exhaust directs rearward engine core exhaust.


The exhaust is composed of the primary nozzle and the
center body.

For quick servicing, the nacelle is equipped with


access panels and inspection doors
On the fan cowl left side, an oil access door is
provided for engine oil servicing and master chip
detector electrical visual indicator inspection.
NACELLE RIGHT SIDE ACCESS PANELS
On the right side of the fan cowl, a starter valve
access door is provided for manual override operation.
the inlet cowl anti icing duct is accessible via a
panel.

TMU71CA01-T04 LEVEL 1

UF94200

NOTE: In certain cases the aerodynamic strake, on the


outboard side of the nacelle, is not installed.

01-04-2010

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TMU71CA01-P04 LEVEL 1

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

POWER PLANT INSTALLATION PRESENTATION

For Training Purposes ONLY

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70 POWER PLANT (CFM56-5B)

71 - POWER PLANT
71-70-00 POWER PLANT DRAIN PRESENTATION

TMU71CB01 LEVEL 2

UF94200

CONTENTS :
Pylon Drains
Engine Drains
Self Examination

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70 POWER PLANT (CFM56-5B)

POWER PLANT DRAIN PRESENTATION


PYLON DRAINS
Drains are provided at the pylon rear part to evacuate
and vent overboard air and any residual fluid (water,
hydraulic, fuel).

TMU71CB01-T01 LEVEL 2

UF94200

ENGINE DRAINS
Drains lines are provided on the engine to collect and
carry overboard waste fluids and vapours from engine
systems and accessories.
This drain system consists of :
- A drain collector assembly which is attached
to the aft side of the accessory gearbox.
It is composed of 4 drain collectors with manual
drain valves for trouble shooting and 2 holding
tanks.
- A drain manifold module, also attached to the
aft side of the accessory gearbox, which
supports the drain mast.
A pressure valve which is part of the manifold
opens when the aircraft airspeed reaches 200
kt then the ram air pressurizes the holding
tanks which discharge accumulated fluids
overboard through the drain mast.
- a drain mast which protrudes through the fan
cowl doors into the airstream to evacuate any
residual fluids.
The drain mast is frangible below the cowl
exterior surface to prevent damage to the
engine gearbox.

01-04-2010

BSV :
FRV :
HMU :
PMA :
RSVR:
TCC :
TRF :
VBV :
VSV :

For Training Purposes ONLY

Burner Staging Valve.


Fuel Return Valve.
HydroMechanical Unit.
Permanent Magnet Alternator.
Resrvoir.
Turbine Clearance Control
Turbine Rear Frame.
Variable Bleed Valve.
Variable Stator Vane.

Page 20

Airline Maintenance & Engineering Training Limited

TMU71CB01-P01 LEVEL 2

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

POWER PLANT DRAIN PRESENTATION

For Training Purposes ONLY

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70 POWER PLANT (CFM56-5B)

71 - POWER PLANT
71-00-00 NACELLE D/O

TMU71CC01 LEVEL 3

UF94200

CONTENTS:
Inlet Cowl
Fan Cowl Doors
Thrust Reverser Cowl Doors
Primary Nozzle
Centerbody
Forward Mount
Aft Mount
Fluid Disconnect Panel
Fan Electrical Connector Panel
Core Electrical Junction Box
Self Examination

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70 POWER PLANT (CFM56-5B)

NACELLE D/O
INLET COWL
The inlet cowl is composed of an acoustical inner
barrel, an outer barrel and a Nose lip.
It includes installation of anti-ice system,
interphone and ground jack and T12 probe.
For removal and installation, the inlet
provided with:
- 4 hoist points,
- 36 identical attach fittings,
- 1 alignment pin.

cowl

is

TMU71CC01-T01 LEVEL 3

UF94200

Weight: 288.2 lbs (130 kg).

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TMU71CC01-P01 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

NACELLE D/O - INLET COWL

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70 POWER PLANT (CFM56-5B)

NACELLE D/O
FAN COWL DOORS
There are two fan cowl doors to enclose the fan case
and accessory gearbox area.
Each door is supported by 3 Hinges at the pylon.
The door assembly is latched along the bottom
centerline by three latches.

TMU71CC01-T02 LEVEL 3

UF94200

Each door is provided with:


- 3 hoist points, for removal and installation,
- 2 hold open rods, for opening.
Access doors are also provided for the start valve and
the oil tank servicing.
An optional IDG viewing door can be provided to check
the IDG oil level.
Assembly weight: 149.2 lbs (67.5 kg).

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TMU71CC01-P02 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

NACELLE D/O - FAN COWL DOORS

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70 POWER PLANT (CFM56-5B)

NACELLE D/O
THRUST REVERSER COWL DOORS
The thrust reverser cowl doors (or "C" Ducts) are in
two halves which include pivoting doors and enclose
the engine core area.
Each half is supported by 3 hinges at the pylon. The
assembly is latched along the bottom centerline by
4 latches.
Each half is provided with:
- 3 attachment points to install a handling sling
for removal and installation,
- 1 opening actuator supplied by a hand pump and
1 hold open rod mounted on the fan case for
opening.
Assembly weight: 867.1 lbs (393 kg).

TMU71CC01-T03 LEVEL 3

UF94200

NOTE: The thrust reverser half doors can be opened to


a 45 position for engine removal, in this case
the wing slats have to be in the retracted
position.

01-04-2010

For engine core access only, the fuselage side


half door can be opened to 33 degrees and the
external side half door can be opened to 35
degrees with the slats in extended position.

For Training Purposes ONLY

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TMU71CC01-P03 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

NACELLE D/O - THRUST REVERSER COWL DOORS

For Training Purposes ONLY

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70 POWER PLANT (CFM56-5B)

NACELLE D/O
PRIMARY NOZZLE
The primary nozzle directs the primary exhaust gas aft
and regulates the gas stream flow.
It is fastened to the aft flange of the engine turbine
case.
The primary nozzle is attached to the LP turbine frame
by means of 16 bolts.
Weight: 172.6 lbs (78 kg).
CENTERBODY
The centerbody provides engine center venting.
It is attached to the engine inner turbine case.
The center body is fixed to the inner LP turbine frame
by means of 16 bolts.

TMU71CC01-T04 LEVEL 3

UF94200

Weight: 55.6 lbs (25 kg).

01-04-2010

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TMU71CC01-P04 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

NACELLE D/O - EXHAUST

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70 POWER PLANT (CFM56-5B)

NACELLE D/O
FORWARD MOUNT
The Forward mount carries the engine thrust, vertical
and side loads.
It provides the fan frame attachment to the pylon.
The forward mount is linked to the fan frame brackets
and attached to the pylon by four bolts and
self-locking nuts.
AFT MOUNT
The Aft mount restrains engine movement in all
directions except forward and aft.
It provides the Turbine rear frame attachment to the
pylon.

TMU71CC01-T05 LEVEL 3

UF94200

The Aft mount is linked to the turbine rear frame lugs


and fixed to the pylon by 4 bolts.

01-04-2010

For Training Purposes ONLY

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TMU71CC01-P05 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

NACELLE D/O - MOUNTS

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70 POWER PLANT (CFM56-5B)

NACELLE D/O
FLUID DISCONNECT PANEL
The fluid disconnect panel provides the fluid
connection between engine and pylon.
It is located on the left hand side of the fan case
upper part.
Fluid connection lines:
- fuel supply,
- fuel return,
- hydraulic pump suction,
- hydraulic pump pressure delivery,
- case drain filter.
FAN ELECTRICAL CONNECTOR PANEL
The Fan electrical connector panel provides interface
of fan electrical harnesses with the pylon.
It is located on the right hand side of the Fan case
upper part.
CORE ELECTRICAL JUNCTION BOX

TMU71CC01-T06 LEVEL 3

UF94200

The core electrical junction box provides interface


of core electrical harnesses with the pylon.
It is located in the zone of the Forward mount.

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TMU71CC01-P06 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

NACELLE D/O - INTERFACE PANELS

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70 POWER PLANT (CFM56-5B)

71 - POWER PLANT
71-70-00 DRAIN COMPONENTS

TMU71CD01 LEVEL 3

UF94200

CONTENTS :
Drain Collector Assembly
Drain Manifold Module
Drain Mast

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70 POWER PLANT (CFM56-5B)

DRAIN COMPONENTS
CAUTIONS : For removal operation :
- warning notices must be put to tell persons
not to start engine 1 (2) and not to set the
ENGine/FADEC GrouND PoWeR/1 (2) ON.
- Make sure that engine 1 (2) has been shut down
for at least 5 minutes.
DRAIN COLLECTOR ASSEMBLY
IDENTIFICATION
FIN:

TMU71CD01-T01 LEVEL 3

UF94200

LOCATION
ZONE: 437, 447

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TMU71CD01-P01 LEVEL 3

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MECHANICS / ELECTRICS & AVIONICS COURSE

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70 POWER PLANT (CFM56-5B)

DRAIN COMPONENTS - DRAIN COLLECTOR ASSEMBLY

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70 POWER PLANT (CFM56-5B)

DRAIN MANIFOLD MODULE

DRAIN MAST

IDENTIFICATION
FIN:

IDENTIFICATION
FIN:

LOCATION
ZONE: 437, 447

LOCATION
ZONE: 437, 447

TMU71CD01-T02 LEVEL 3

UF94200

DRAIN COMPONENTS

01-04-2010

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TMU71CD01-P02 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

DRAIN COMPONENTS - DRAIN MANIFOLD MODULE / DRAIN MAST

For Training Purposes ONLY

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70 POWER PLANT (CFM56-5B)

TMU71CD01 LEVEL 3

UF94200

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70 POWER PLANT (CFM56-5B)

72 - ENGINE
72-00-00 ENGINE PRESENTATION

TMU72CA02 LEVEL 1

UF94200

CONTENTS:
Modular Conception
Low Pressure (LP) Rotor
High Pressure (HP) Rotor
Combustion Chamber
Accessory Drive
Accessory Gearbox
Aerodynamic Stations
Borescope Ports
Self Examination

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70 POWER PLANT (CFM56-5B)

ENGINE PRESENTATION
MODULAR CONCEPTION

TMU72CA02-T01 LEVEL 1

UF94200

The CFM56-5B/P, made of four primary modules, permits


easy replacement at modular maintenance level.
Four primary modules :
- 1: Fan and LP compressor
- 2: HP compressor, combustion chamber and HP
turbine
- 3: LP turbine and turbine rear frame
- 4: Transfer and accessory gearboxes.

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TMU72CA02-P01 LEVEL 1

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

ENGINE PRESENTATION - MODULAR CONCEPTION

For Training Purposes ONLY

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70 POWER PLANT (CFM56-5B)

ENGINE PRESENTATION
LOW PRESSURE (LP) ROTOR

TMU72CA02-T02 LEVEL 1

UF94200

The Low Pressure or N1 rotor, supported by three


bearings, consists of a fan and a four-stage compressor
driven by a four stage turbine.
- Bearing 1B : thrust ball bearing
- Bearings 2R and 5R : roller bearings.

01-04-2010

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TMU72CA02-P02 LEVEL 1

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

ENGINE PRESENTATION - LP ROTOR

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70 POWER PLANT (CFM56-5B)

ENGINE PRESENTATION
HIGH PRESSURE (HP) ROTOR

TMU72CA02-T03 LEVEL 1

UF94200

The High Pressure or N2 rotor, supported by one


double bearing at the front and one roller bearing
at the rear, consists of a nine-stage compressor
driven by a single stage turbine.
- Dual bearings : 3B (thrust ball bearing)
3R (roller bearing)
- Bearing 4R (roller bearing).

01-04-2010

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TMU72CA02-P03 LEVEL 1

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

ENGINE PRESENTATION - HP ROTOR

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70 POWER PLANT (CFM56-5B)

ENGINE PRESENTATION
COMBUSTION CHAMBER
The combustion chamber is of the annular type.

TMU72CA02-T04 LEVEL 1

UF94200

It has ports for twenty fuel nozzles and two igniter


plugs.

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TMU72CA02-P04 LEVEL 1

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

ENGINE PRESENTATION - COMBUSTION CHAMBER

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70 POWER PLANT (CFM56-5B)

ENGINE PRESENTATION
ACCESSORY DRIVE
The accessory gearbox is mounted on the fan casing
lower part.

TMU72CA02-T05 LEVEL 1

UF94200

It is driven by the HP rotor via a transfer gearbox.


Both
transfer
and
accessory
gearboxes
are
separately replaceable modules.

01-04-2010

For Training Purposes ONLY

Page 52

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TMU72CA02-P05 LEVEL 1

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

ENGINE PRESENTATION - ACCESSORY DRIVE

For Training Purposes ONLY

Page 53

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MECHANICS / ELECTRICS & AVIONICS COURSE

70 POWER PLANT (CFM56-5B)

ENGINE PRESENTATION
ACCESSORY GEARBOX
The accessory gearbox is equipped with mounting pads
to drive the accessories.
All gears are plug-in units with line replaceable
magnetic carbon seals.
The Integrated Drive Generator (IDG), the hydraulic
pump and the starter are installed using Quick
Attach-Detach (QAD) connections.
The accessory gearbox overall shape is designed to
allow for external nacelle aerodynamic line
optimization.

TMU72CA02-T06 LEVEL 1

UF94200

NOTE : a handcranking drive is provided on the front


face.

01-04-2010

For Training Purposes ONLY

Page 54

Airline Maintenance & Engineering Training Limited

TMU72CA02-P06 LEVEL 1

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

ENGINE PRESENTATION - ACCESSORY GEARBOX

For Training Purposes ONLY

Page 55

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MECHANICS / ELECTRICS & AVIONICS COURSE

70 POWER PLANT (CFM56-5B)

ENGINE PRESENTATION
AERODYNAMIC STATIONS

TMU72CA02-T07 LEVEL 1

UF94200

Here are the main aerodynamic stations.


- STA 0 : nose cowl inlet
- STA 2 : fan inlet front frame hub section
- STA 12 : fan inlet front frame tip section
- STA 13 : fan Outlet Guide Vane (OGV) discharge
- STA 25 : HP compressor inlet
- STA 3 : HP compressor discharge
- STA 5 : low pressure turbine discharge
- STA 49.5 : exhaust gas temperature
measuring plane.

01-04-2010

For Training Purposes ONLY

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Airline Maintenance & Engineering Training Limited

TMU72CA02-P07 LEVEL 1

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

ENGINE PRESENTATION - AERODYNAMIC STATIONS

For Training Purposes ONLY

Page 57

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70 POWER PLANT (CFM56-5B)

ENGINE PRESENTATION
BORESCOPE PORTS
Several ports are provided on the
borescope inspection.
- Diameter A = 0.39 inch (10 mm).
- Diameter B = 0.31 inch (8 mm).

engine

for

Borescope port angles are measured clockwise from top


vertical centerline of engine, aft looking forward.

TMU72CA02-T08 LEVEL 1

UF94200

NOTE : The HP turbine blade leading edges can be


inspected through the ignitor holes.

01-04-2010

For Training Purposes ONLY

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TMU72CA02-P08 LEVEL 1

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

ENGINE PRESENTATION - BORESCOPE PORTS

For Training Purposes ONLY

Page 59

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70 POWER PLANT (CFM56-5B)

73 - ENGINE FUEL AND CONTROL - FUEL


73-10-00 ENGINE FUEL SYSTEM D/O

TMU73CB03 LEVEL 1

UF94200

CONTENTS:
General
Fuel Feed
Metered Fuel
Servo Fuel
IDG Oil Cooling
Fuel Return
Self Examination

01-04-2010

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MECHANICS / ELECTRICS & AVIONICS COURSE

70 POWER PLANT (CFM56-5B)

ENGINE FUEL SYSTEM D/O


GENERAL
The engine fuel system is designed to provide :
- fuel flow into the combustion chamber,
- servo fuel for compressor airflow control and
engine clearance system actuation
- cooling for engine oil and IDG oil.
FUEL FEED
The fuel coming from the aircraft tanks through the
LP valve is driven by the Low Pressure stage of the
fuel pump.
It is heated by the main oil/fuel heat exchanger,
filtered, and then pressurized in the High Pressure
stage of the fuel pump before entering the
Hydro-Mechanical Unit (HMU).

TMU73CB03-T01 LEVEL 1

UF94200

METERED FUEL
The fuel from the fuel pump passes through a Fuel
Metering Valve (FMV) and an HP fuel pressurizing and
Shut-Off Valve included in the HMU.
The fuel then goes through the fuel flow meter, the
fuel nozzle filter and the Burner Staging Valve (BSV)
to the nozzles.
The Fuel Metering Valve is controlled by the ECU to
obtain the desired N1, selected either by the thrust
lever or the Auto Thrust System.

01-04-2010

The fuel nozzle filter protects the fuel nozzles from


any contaminants that may still be left in the fuel.
The BSV is hydraulically controlled and operated via
a BSV Control solenoid installed on the HMU. It closes
a manifold at low fuel flow to provide a better nozzle
spray.
When the ENGine MASTER control is set to "OFF", the
LP and HP fuel shut-off valves are closed, and a
hydraulic shut-off signal is sent from the HMU to the
Fuel Return Valve (FRV).
SERVO FUEL
Filtered fuel is delivered, from a self cleaning wash
filter, through a servo fuel heater to the servo valves
of the HMU.
Part of this fuel is also delivered to the Fuel Return
Valve as muscle pressure.
In the HMU, the servo valves are hydraulically driven
by torque motors controlled by the ECU to provide the
operation of :
- Transient Bleed Valve (TBV)
- Low Pressure Turbine Active Clearance Control
(LPTACC)
- Variable Stator Vanes (VSV)
- High Pressure Turbine Active Clearance Control
(HPTACC)
- Burner Staging Valve (BSV)
- Variable Bleed Valves (VBV)
- Fuel Metering Valve (FMV).

For Training Purposes ONLY

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TMU73CB03-P01 LEVEL 1

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

ENGINE FUEL SYSTEM D/O

For Training Purposes ONLY

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70 POWER PLANT (CFM56-5B)

ENGINE FUEL SYSTEM D/O


IDG OIL COOLING
The fuel bypassed from the HMU and returned from servos
is used to cool the IDG oil through the IDG oil cooler.
The fuel then returns to the fuel pump interstage and
recirculates through the system.
If the engine oil gets too hot, the ECU controls the
Fuel Return Valve to allow some hot fuel to return to
the aircraft tanks.
The ECU uses the Engine Oil Temperature as its
reference because the engine oil gets hot as the IDG
oil gets hot, due to the recirculating fuel going
successively through the engine and IDG oil/fuel heat
exchangers.
The Fuel Return Valve mixes cold fuel from LP pump
with the hot return fuel to reduce thermal stresses.
The pressure holding valve ensures that there is always
pressure in the return line, to prevent fuel from
boiling.
FUEL RETURN

TMU73CB03-T01 LEVEL 1

UF94200

The Fuel Return Valve is electrically controlled by


the ECU, and hydraulically operated by the servo fuel.
It receives a hydraulic shut-off signal at engine
shut-down and is closed by a spring.

01-04-2010

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70 POWER PLANT (CFM56-5B)

TMU73CB03 LEVEL 1

UF94200

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01-04-2010

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70 POWER PLANT (CFM56-5B)

73 - ENGINE FUEL AND CONTROL


73-10-00

FUEL RETURN VALVE D/O

TMU73CZ01 LEVEL 3

UF94200

CONTENTS :
General
Description
Operation
- No Return Fuel Flow
- Low Return Fuel Flow
- High Return Fuel Flow
- Shut-Off System
Self Examination

01-04-2010

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70 POWER PLANT (CFM56-5B)

FUEL RETURN VALVE D/O


GENERAL

DESCRIPTION

The purpose of the Fuel Return Valve (FRV) is to bypass


warm fuel from the HydroMechanical Unit (HMU) bypass
fuel flow to maintain the efficiency of the IDG Oil
Cooler and engine oil/fuel heat exchanger.
Consequently this prevents engine and IDG oil
overtemperature.

The Fuel Return Valve assembly consists of:


- two solenoid valves V1 and V2,
- a shut-off valve
- a pilot valve
- position switches
- a metering system.

The FRV is fuel operated, and electrically controlled


by the ECU (FRV logic).
The ECU control logic of the FRV is mainly based on
the engine oil temperature.
Above a certain engine oil temperature, the ECU orders
a FRV low return fuel flow.
When the engine oil temperature increases, the ECU
orders a high return fuel flow.

TMU73CZ01-T01 LEVEL 3

UF94200

Prior to the delivery of these two return fuel flow


levels (500 kg/h or 1000 kg/h) to the aircraft tank,
the hot fuel is mixed with the cold fuel to limits its
temperature.

01-04-2010

The metering system consists of :


- a flow control valve,
- a mixing chamber,
- a compensating valve.
The Fuel Return Valve demand schedule from the ECU is
based on various parameters.
Inputs parameters :
- engine oil temperature,
- Fuel Level Sensing Control Unit(s) (FLSCUs)
shut off signal,
- Aircraft on ground : low return fuel flow level
only,
- Aircraft in flight : low or high return fuel
flow level,
- N2 speed
- Fuel Flow.

For Training Purposes ONLY

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TMU73CZ01-P01 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

FUEL RETURN VALVE D/O

For Training Purposes ONLY

Page 69

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70 POWER PLANT (CFM56-5B)

FUEL RETURN VALVE D/O


OPERATION
When de-energized, solenoid valves V1 and V2, spring
loaded in the closed position, close the high pressure
supply line (PSF).
NO RETURN FUEL FLOW OPERATION :
The FRV is closed when the ECU does not energize the
two solenoid valves V1 et V2, and during engine
shutdown.

TMU73CZ01-T01 LEVEL 3

UF94200

NOTE : the FRV opening may be inhibited when the Fuel


Level Sensing Control Units (FLSCUs) send a
closure signal to the ECU under certain aircraft
fuel system conditions.
LOW RETURN FUEL FLOW OPERATION (500 kg/h) :
When the engine oil temperature reaches low return
fuel flow value, the ECU sends an opening signal to
the V1 solenoid valve.
PSF pressure pushes the shut-off valve against the
spring load, opening the fuel return flow to aircraft
tank.
The flow control valve is pushed against the spring
by cold fuel pressure, closing the outlet port
partially.
Shut-off valve position switches send an open signal
to the ECU.

01-04-2010

HIGH RETURN FUEL FLOW OPERATION (1000 kg/h) :


When the engine oil temperature increases and reaches
the high return fuel flow value, the ECU sends
electrical opening signal to the solenoid valves V1
and V2.
PSF pressure maintains the shut-off valve open, and
the pilot valve is moved down.
The flow control valve moves to the left, opening
completely the orifice in connection with the aircraft
return circuit.
The compensating valve will move to maintain the outlet
flow constant.
SHUT-OFF SYSTEM OPERATION
During engine shutdown, when a fuel shut-off signal
is sent by the HMU shut-off valve, the FRV shut-off
valve is pushed in the closed position under fuel
pressure and spring load and the ECU de-energizes the
solenoids.
The FRV shut-off valve switches transmit the closed
position to the ECU.

For Training Purposes ONLY

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70 POWER PLANT (CFM56-5B)

TMU73CZ01 LEVEL 3

UF94200

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01-04-2010

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70 POWER PLANT (CFM56-5B)

73 - ENGINE FUEL AND CONTROL - FUEL


73-10-00 ENGINE FUEL SYSTEM COMPONENTS

TMU73CD02 LEVEL 3

UF94200

CONTENTS :
Fuel Pump and Filter Assembly
HydroMechanical Unit (HMU)
Fuel Flow Transmitter
Fuel Nozzle Filter
Burner Staging Valve (BSV)
Fuel Nozzles
Main Oil/Fuel Heat Exchanger
Servo Fuel Heater
IDG Oil Cooler
Fuel Return Valve
ECU Oil Temperature Sensor
Fuel Filter Differential Pressure Switch

01-04-2010

For Training Purposes ONLY

Page 73

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MECHANICS / ELECTRICS & AVIONICS COURSE

70 POWER PLANT (CFM56-5B)

ENGINE FUEL SYSTEM COMPONENTS


CAUTIONS: For removal operation:
- Warning notices must be put to tell person
not to start engine 1 (2) and not to set the
ENGine/FADEC GrouND PoWeR 1(2) to ON.
- Make sure engine 1(2) has been shut down
for at least 5 minutes.
NOTE: Most of the components are located in the fan
compartment Left side exept the Burner Staging
Valve and the fuel Nozzles which are located in
the core compartment.

FUEL PUMP AND FILTER ASSEMBLY


IDENTIFICATION
FIN:
LOCATION
ZONE: 435, 445
COMPONENT DESCRIPTION
This assembly includes mainly :
- a centrifugal LP (boost) stage pump,
- a gear HP stage pump,
- a disposable fuel filter.

TMU73CD02-T01 LEVEL 3

UF94200

DISPOSABLE FUEL FILTER


This disposable fuel filter is provided with a
cartridge which is periodically removed and replaced.

01-04-2010

For Training Purposes ONLY

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TMU73CD02-P01 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

70 POWER PLANT (CFM56-5B)

ENGINE FUEL SYSTEM COMPONENTS - FUEL PUMP AND FILTER ASSEMBLY / DISPOSABLE FUEL FILTER

01-04-2010

For Training Purposes ONLY

Page 75

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MECHANICS / ELECTRICS & AVIONICS COURSE

70 POWER PLANT (CFM56-5B)

ENGINE FUEL SYSTEM COMPONENTS


HYDROMECHANICAL UNIT (HMU)

FUEL FLOW TRANSMITTER

IDENTIFICATION
FIN:

IDENTIFICATION
FIN:

LOCATION
ZONE: 435, 445

LOCATION
ZONE: 435, 445

COMPONENT DESCRIPTION
This assembly, controlled by the ECU, includes numerous
components as :
- various type of valves,
- torque motors,
- an overspeed governor
It is attached on the rear flange of the fuel pump and
filter assembly.

COMPONENT DESCRIPTION
A vortex fuel flow is created inside the transmitter,
this vortex acts through a turbine equipped with a
return spring which counteracts the torque resulting
from the vortex.

The transmitter is installed on the HMU.

TMU73CD02-T02 LEVEL 3

UF94200

NOTE: All items of equipment fitted on the HMU are not


replaceable units.
If a solenoid or a torque motor fails all the
HMU must be replaced. The HMU is part of the
FADEC system.

A system composed of permanent magnets mounted on the


turbine and coils is able to provide measurement of
fuel flow.

01-04-2010

For Training Purposes ONLY

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TMU73CD02-P02 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

70 POWER PLANT (CFM56-5B)

ENGINE FUEL SYSTEM COMPONENTS - HYDROMECHANICAL UNIT (HMU) / FUEL FLOW TRANSMITTER

01-04-2010

For Training Purposes ONLY

Page 77

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MECHANICS / ELECTRICS & AVIONICS COURSE

70 POWER PLANT (CFM56-5B)

ENGINE FUEL SYSTEM COMPONENTS


FUEL NOZZLE FILTER
IDENTIFICATION
FIN:
LOCATION
ZONE: 435, 445

TMU73CD02-T03 LEVEL 3

UF94200

COMPONENT DESCRIPTION
The fuel nozzle filter consists of a filter element
and by-pass valve.
The filter element has a filtering capability of 300
microns absolute.
In case of a clogged filter element, the valve
by-passes the fuel to the injectors.

01-04-2010

For Training Purposes ONLY

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Airline Maintenance & Engineering Training Limited

TMU73CD02-P03 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

ENGINE FUEL SYSTEM COMPONENTS - FUEL NOZZLE FILTER

For Training Purposes ONLY

Page 79

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MECHANICS / ELECTRICS & AVIONICS COURSE

70 POWER PLANT (CFM56-5B)

ENGINE FUEL SYSTEM COMPONENTS


BURNER STAGING VALVE (BSV)

FUEL NOZZLES

IDENTIFICATION
FIN:

IDENTIFICATION
FIN:

LOCATION
ZONE: 454, 464

LOCATION
ZONE: 453, 454, 463, 464

COMPONENT DESCRIPTION
The fuel flow from the HMU feeds 2 manifolds.
The BSV is installed on the supply line of the second
manifold.
The purpose of the BSV is to close the fuel supply to
this manifold.

COMPONENT DESCRIPTION
Each fuel nozzle contains both primary and secondary
fuel flow passages.
A system inside the nozzle using valves is able to
feed the primary or the secondary flow according the
fuel pressure to produce 2 different cone sprays.

The BSV is hydraulically operated by servo fuel from


the HMU.
When the valve is opened (fail safe positon) it
supplies the second manifold to restore operation of
the 20 nozzles at high power.

20 nozzles are connected to 2 manifold assemblies.


Each manifold supplies 10 nozzles.

TMU73CD02-T04 LEVEL 3

UF94200

The position feedback signal is sent to the ECU.

01-04-2010

For Training Purposes ONLY

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TMU73CD02-P04 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

ENGINE FUEL SYSTEM COMPONENTS - BURNER STAGING VALVE (BSV) - FUEL NOZZLES

For Training Purposes ONLY

Page 81

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MECHANICS / ELECTRICS & AVIONICS COURSE

70 POWER PLANT (CFM56-5B)

ENGINE FUEL SYSTEM COMPONENTS


MAIN OIL/FUEL HEAT EXCHANGER

SERVO FUEL HEATER

IDENTIFICATION
FIN:

IDENTIFICATION
FIN:

LOCATION
ZONE: 437, 447

LOCATION
ZONE: 435, 445

COMPONENT DESCRIPTION
The main oil/fuel heat exchanger and the servo fuel
heater constitute an assembly.

COMPONENT DESCRIPTION
The servo fuel heater is attached on the main oil/fuel
heat exchanger by a flange which enables the oil to
flow through the whole exchanger assembly.
It prevents ice in the fuel line from entering into
the control servos inside the HMU.

The main oil/fuel heat exchanger is attached on the


fuel pump assembly by a flange.
The fuel flowing through the exchanger enters and
returns by this flange.
This exchanger supports the servo fuel heater with a
flange, the oil comes from the servo fuel heater and
returns to it using this flange.
Fuel pressure and oil pressure relief valves are
installed in the exchanger for bypassing purposes. Its
cools the engine oil.

TMU73CD02-T05 LEVEL 3

UF94200

NOTE : The main Oil/fuel Heat exchanger is a component


belonging to the oil system (ATA chapter 79).

01-04-2010

For Training Purposes ONLY

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TMU73CD02-P05 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

ENGINE FUEL SYSTEM COMPONENTS - MAIN OIL/FUEL HEAT EXCHANGER / SERVO FUEL HEATER

For Training Purposes ONLY

Page 83

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MECHANICS / ELECTRICS & AVIONICS COURSE

70 POWER PLANT (CFM56-5B)

ENGINE FUEL SYSTEM COMPONENTS


IDG OIL COOLER

FUEL RETURN VALVE

IDENTIFICATION
FIN:

IDENTIFICATION
FIN:

LOCATION
ZONE: 435, 445

LOCATION
ZONE: 435, 445

COMPONENT DESCRIPTION
It has a cylindrical shape and is composed of an oil
housing, a fuel housing and a matrix.

COMPONENT DESCRIPTION
It has a rectangular shape and comprises 6 fuel nipples
and 2 receptacles for connections with channels A and
B of the ECU.

The fuel housing contains a fuel pressure relief valve.


Its mounting uses 2 flanges of the fan case.

The FRV uses 2 flanges of the fan case as its mount


just above the IDG Oil cooler.

TMU73CD02-T06 LEVEL 3

UF94200

The FRV controls 2 flow levels of mixed fuel


recirculation (hot and cold).
The recirculation is controlled by the ECU in
accordance with the ECU oil temperature sensor.

01-04-2010

For Training Purposes ONLY

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TMU73CD02-P06 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

ENGINE FUEL SYSTEM COMPONENTS - IDG OIL COOLER / FUEL RETURN VALVE

For Training Purposes ONLY

Page 85

Airline Maintenance & Engineering Training Limited

MECHANICS / ELECTRICS & AVIONICS COURSE

70 POWER PLANT (CFM56-5B)

ENGINE FUEL SYSTEM COMPONENTS


ECU OIL TEMPERATURE SENSOR

FUEL FILTER DIFFERENTIAL PRESSURE SWITCH

IDENTIFICATION
FIN:

IDENTIFICATION
FIN:

LOCATION
ZONE: 435, 445

LOCATION
ZONE: 435, 445

COMPONENT DESCRIPTION
The ECU oil temperature sensor is mainly composed of
a metal body including a fixed connector and a
thermocouple.

COMPONENT DESCRIPTION
The fuel filter clog alarm is triggered when delta P
is greater than 11.5 PSI.

It is installed on the forward sump oil supply line.


It is used for the cooling system of the IDG oil,
acting on the FRV through the ECU.
It triggers a first fuel flow recirculation level at
90 oC (low return fuel flow) and a second level at 95oC
only with the aircraft in flight (high return fuel
flow).

TMU73CD02-T07 LEVEL 3

UF94200

NOTE: another oil temperature sensor installed on the


lubrication unit is used for engine ECAM display.

01-04-2010

For Training Purposes ONLY

Page 86

Airline Maintenance & Engineering Training Limited

TMU73CD02-P07 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

70 POWER PLANT (CFM56-5B)

ENGINE FUEL SYSTEM COMPONENTS - ECU OIL TEMPERATURE SENSOR / FUEL FILTER DIFF PRESS SW

01-04-2010

For Training Purposes ONLY

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70 POWER PLANT (CFM56-5B)

TMU73CD02 LEVEL 3

UF94200

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70 POWER PLANT (CFM56-5B)

73 - ENGINE FUEL AND CONTROL - CONTROL


(FADEC)
73-20-00 FADEC PRESENTATION

TMU73CF02 LEVEL 1

UF94200

CONTENTS:
General
FADEC Functions
Power Supply
Self Examination

01-04-2010

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70 POWER PLANT (CFM56-5B)

FADEC PRESENTATION
GENERAL
The engine control is built around a Full Authority
Digital Engine Control system, which serves as an
interface between the aircraft and the engine control
and monitoring components.
The FADEC system of each engine consists of a dual
channel Electronic Control Unit (ECU), with its
associated peripherals.
The ECU is the computer of the FADEC system and is
located on the engine.
FADEC : Full Authority Digital Engine Control.
ECU : Electronic Control Unit.

FADEC FUNCTIONS
The FADEC provides the regulation and scheduling of
the engine systems to control the thrust and optimize
engine operation.

TMU73CF02-T01 LEVEL 1

UF94200

The FADEC performs the following control functions :

01-04-2010

Engine control :
- Fuel control regulation
- Power management control
- Burner Staging Valve control (BSV)
- Fuel Return Valve control (FRV)
- Variable Bleed Valve control (VBV)
- Variable Stator Vane control (VSV)
- Transient Bleed Valve control (TBV)
- High Pressure Turbine Active Clearance Control
(HPTACC)
- Low Pressure Turbine Active Clearance Control
(LPTACC)
Engine/Aircraft Integration :
- Automatic and manual starting
- Thrust reverser control
- Autothrust
- Engine indication
- Engine maintenance data
- Condition monitoring data
POWER SUPPLY
The FADEC system is self-powered by a dedicated
permanent magnet alternator when N2 is greater than
12%, and is powered by the aircraft for starting, as
a backup and for testing with engine not running.

For Training Purposes ONLY

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TMU73CF02-P01 LEVEL 1

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

FADEC PRESENTATION

For Training Purposes ONLY

Page 91

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70 POWER PLANT (CFM56-5B)

73 - ENGINE FUEL AND CONTROL - CONTROL


(FADEC)
73-20-00 FADEC ARCHITECTURE

TMU73CG01 LEVEL 1

UF94200

CONTENTS:
Dual Channel
Dual Inputs
Hardwired Inputs
Dual Outputs
Bite Capability
Fault Strategy
Fail Safe Control
Main Interfaces
Self Examination

01-04-2010

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70 POWER PLANT (CFM56-5B)

FADEC ARCHITECTURE
DUAL CHANNEL

DUAL OUTPUTS

The FADEC system is fully redundant and built


around two independent control channels.
Dual inputs, dual outputs and automatic switch over
from one channel to the other eliminate any dormant
failure.
The Engine Control Unit consists of two channels (A
and B). Each channel can control the different
components of the engine systems.
Channels A and B are permanently operational.
The channel in control manages the system.

All the ECU outputs are double, but only the channel
in control supplies the engine control signals to the
various receptors such as torque motors, solenoids.
The other channel calculation is used for
cross-checking.
BITE CAPABILITY
The ECU is equipped with a BITE system which provides
maintenance information and test capabilities via the
MCDU.

DUAL INPUTS
FAULT STRATEGY
All control inputs to the FADEC system are doubled.
Only some secondary parameters used for monitoring
and indicating are single.
To increase the fault tolerant design, the parameters
are exchanged between the two control channels (inside
the ECU) via the cross channel data link.

Using the BITE system, the ECU can detect and


isolate failures.
It also allows the ECU to switch engine control
from the faulty channel to the healthy one.
FAIL SAFE CONTROL

TMU73CG01-T01 LEVEL 1

UF94200

HARDWIRED INPUTS
Most of the information exchanged between the aircraft
and the ECU is transmitted over digital data buses,
many signals over a single line.
In addition, some signals are hard-wired directly from
the aircraft to the ECU.

01-04-2010

If a channel is faulty and the channel in control


is unable to ensure one engine function, this
control is moved to a fail-safe position.
Example :
- if the channel is faulty and the channel in
control is unable to control VBV position,
the valves are set to the fail-safe open
position.

For Training Purposes ONLY

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TMU73CG01-P01 LEVEL 1

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

FADEC ARCHITECTURE

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70 POWER PLANT (CFM56-5B)

FADEC ARCHITECTURE

TMU73CG01-T01 LEVEL 1

UF94200

MAIN INTERFACES
To perform all its tasks, the ECU interfaces with
aircraft computers, either directly or via the Engine
Interface Unit (EIU), which is an interface
concentrator between the
aircraft systems and the
FADEC system .
There is one EIU for each engine, located in the
avionics bay.
The ECU receives inputs from :
- Landing Gear Control and Interface Unit(LGCIU).
- Air Data Inertial Reference Units (ADIRU).
- Flight Control Unit (FCU).
- Environmental Control System Computers (ECS).
- Centralized Fault Display Interface Unit
(CFDIU).
- Cockpit engine controls including Throttle
Lever Angle (TLA), fire and anti-ice systems.
The ECU sends outputs to :
- Bleed air Monitoring Computers (BMC).
- Electronic Control Box (ECB).
- Flight Warning Computers (FWC).
- Display Management Computers (DMC).
- Flight Management and Guidance Computers
(FMGC).
- Centralized Fault Display Interface Unit
(CFDIU).

01-04-2010

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70 POWER PLANT (CFM56-5B)

TMU73CG01 LEVEL 1

UF94200

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01-04-2010

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70 POWER PLANT (CFM56-5B)

73 - ENGINE FUEL AND CONTROL - CONTROL


(FADEC)
73-20-00 FADEC PRINCIPLE

TMU73CP01 LEVEL 2

UF94200

CONTENTS:
General
FADEC
Engine Interface Unit (EIU)
Power Management
Engine Limit Protection
Engine System Control
Starting and Ignition Control
Thrust Reverser
Self Examination

01-04-2010

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70 POWER PLANT (CFM56-5B)

FADEC PRINCIPLE
GENERAL

POWER MANAGEMENT

The Full Authority Digital Engine Control (FADEC)


system manages the engine thrust and optimizes the
performance.

The FADEC provides automatic engine thrust control and


thrust parameter limit computation.

FADEC
The FADEC consists of the Electronic Control Unit (ECU)
and its peripheral components and sensors used for
control and monitoring.
The ECU is in relation with the other aircraft systems
through the Engine Interface Unit (EIU).
The primary parameters (N1, N2, EGT, Fuel Flow) are
sent directly by the ECU to the ECAM.
The secondary parameters are sent to the ECAM through
the EIU.
ENGINE INTERFACE UNIT (EIU)

TMU73CP01-T01 LEVEL 2

UF94200

Each Engine Interface Unit (EIU), located in the


avionics bay, is an interface concentrator between the
airframe and the corresponding FADEC located on the
engine.
There is one EIU for each engine. It interfaces with
the corresponding ECU.

01-04-2010

The FADEC manages power according to two thrust modes:


- Manual mode depending on Throttle Lever Angle
(TLA)
- Autothrust mode depending on autothrust function
generated by the Auto Flight System (AFS).
The FADEC also provides two idle mode selections:
- Minimum idle
- The approach idle, obtained when slats are
extended.
The idle can be modulated up to approach idle depending
on:
. Air conditioning demand
. Wing anti-ice demand and engine anti-ice demand
. Oil temperature (for IDG cooling).
ENGINE LIMIT PROTECTION
The FADEC provides overspeed protection for N1 and N2,
in order to prevent engine exceeding certified limits,
and also monitors the Exhaust Gas Temperature (EGT).
ENGINE SYSTEM CONTROL
The FADEC provides optimal engine operation
controlling the:
- Fuel Flow
- Compressor Airflow and Turbine Clearance.

For Training Purposes ONLY

by

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TMU73CP01-P01 LEVEL 2

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

FADEC PRINCIPLE

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70 POWER PLANT (CFM56-5B)

STARTING AND IGNITION CONTROL


The FADEC controls the engine start sequence.
It monitors N1, N2, and EGT parameters and can abort
or recycle an engine start.
The FADEC controls the starting and ignition in
automatic or manual mode when initiated from the ENGine
start or ENGine MANual START panels.
THRUST REVERSER

TMU73CP01-T01 LEVEL 2

UF94200

The FADEC entirely supervises the thrust reverser


operation.
In case of a malfunction, the thrust reverser is
stowed.

01-04-2010

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70 POWER PLANT (CFM56-5B)

TMU73CP01 LEVEL 2

UF94200

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01-04-2010

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70 POWER PLANT (CFM56-5B)

73 - ENGINE FUEL AND CONTROL - CONTROL


(FADEC)
73-25-00 ECU INTERFACES

TMU73CJ08 LEVEL 3

UF94200

CONTENTS:
ECU Channel A Inputs
ECU Channel B Inputs
ECU Channel A Outputs
ECU Channel B Outputs
Self Examination

01-04-2010

For Training Purposes ONLY

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70 POWER PLANT (CFM56-5B)

ECU INTERFACES
ECU CHANNEL A INPUTS

ECU CHANNEL A OUTPUTS

Via a bus network, Channel A receives the anemometric


parameters for thrust calculation from the Air Data
Inertial Reference System (ADIRS) and the aircraft
command signals for engine control from the Engine
Interface Unit (EIU).

Channel A provides outputs via ARINC buses to the:


- Engine Interface Unit (EIU),
- Flight Warning Computers (FWCs),
- Display Management Computers (DMCs),
- Flight Management and Guidance Computers
(FMGCs)
- and Data Management Computer (DMU).

It also receives electrical signals from the Throttle


Control Unit (TRA), the autothrust instinctive
disconnect switches and the corresponding engine
sensors.

Channel A also provides outputs to the engine controls


(torque motors and solenoids)

NOTE: 1 DEG TLA (Throttle Lever Angle) =>


1.9 DEG TRA (Trottle Resolver Angle)

ECU CHANNEL B OUTPUTS

The electrical power for its own supply and the


ignition comes from the EIU.

Channel B provides the same outputs as channel A to


the aircraft computers, but through another bus
network.

ECU CHANNEL B INPUTS

NOTE: Channel B does not provide outputs to the DMU.

TMU73CJ08-T01 LEVEL 3

UF94200

Channel B has the same inputs as channel A from the


ADIRS, EIU, Thrust Control Unit, and engine sensors.

01-04-2010

For Training Purposes ONLY

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TMU73CJ08-P01 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

ECU INTERFACES

For Training Purposes ONLY

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70 POWER PLANT (CFM56-5B)

TMU73CJ08-T01 LEVEL 3

UF94200

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TMU73CJ08-P02 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

ECU INTERFACES - BLOCK DIAGRAM

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70 POWER PLANT (CFM56-5B)

73 - ENGINE FUEL AND CONTROL - CONTROL


(FADEC)
73-25-00 EIU INTERFACES

TMU73CK05 LEVEL 3

UF94200

CONTENTS:
Digital Inputs
Digital Outputs
Discrete Inputs
Discrete Outputs
Analog Inputs
Supply Module
Self Examination

01-04-2010

For Training Purposes ONLY

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70 POWER PLANT (CFM56-5B)

EIU INTERFACES
DIGITAL INPUTS

DISCRETE INPUTS

The Engine Interface Unit (EIU) receives digital inputs


from:
- The Centralized Fault Display Interface Unit
(CFDIU) for engine trouble shooting and tests.
- The zone controller, primary and secondary
parts, for bleed air demands of the air
conditioning system.
- And the Flight Control Unit (FCU) for the
autothrust function.

The EIU receives command signals from the Engine


Control Panels:
- Wing anti-ice pushbutton switch.
- Engine anti-ice pushbutton switch.
- FADEC ground power panel
- Engine fire panel
- Engine start panel
- Throttle Control Unit thrust reverser switch.

The EIU also receives data from each channel


of the Engine Control Unit.
DATA OUTPUTS

TMU73CK05-T01 LEVEL 3

UF94200

The EIU sends digital outputs to:


- The Bleed Monitoring Computer (BMC) for
pneumatic valve operation.
- The Flight Warning Computers (FWC) for alarms
and indication.
- And the Centralized Fault Display Interface
Unit (CFDIU) for fault messages.

It also receives specific signals of aircraft


configuration from the following computers:
- Landing Gear Control Interface Unit (LGCIU).
- Slat and Flap Control Computer (SFCC).
- And Fuel Level Sensing Control Unit (FLSCU).
Other discrete inputs are provided for the pin
programming of the selected engine and also for the
engine oil low pressure warning.

Other digital outputs are first provided to channel A


then channel B of the Engine Control Unit (ECU).

01-04-2010

For Training Purposes ONLY

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TMU73CK05-P01 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

EIU INTERFACES

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70 POWER PLANT (CFM56-5B)

EIU INTERFACES
DISCRETE OUTPUTS
The EIU provides discrete outputs to other aircraft
systems for some required commands and specific engine
operations.
These signals are:
- Start valve closure.
- Thrust reverser inhibition.
- APU boost demand.
- Oil low pressure and ground.
- HP fuel shut off valve closed.
- N2 above minimum idle.
- Throttle Lever Angle (TLA) in
position.
- Engine FAULT light on.

take

off

ANALOG INPUTS
The EIU receives analog signals corresponding to values
of secondary parameters from engine sensors for display
on the ECAM engine page.

TMU73CK05-T01 LEVEL 3

UF94200

SUPPLY MODULE
The lower part of the EIU is used for the electrical supply
of the EIU itself, the ECU and the ignition systems.
NOTE: If the EIU power is lost, the EIU fails and
engine restart is not possible.

01-04-2010

For Training Purposes ONLY

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TMU73CK05-P02 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

EIU INTERFACES - EIU INTERFACES BLOCK DIAGRAM

For Training Purposes ONLY

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70 POWER PLANT (CFM56-5B)

73 - ENGINE FUEL AND CONTROL - CONTROL


(FADEC)
73-20-00 FADEC COMPONENTS

TMU73CN01 LEVEL 3

UF94200

CONTENTS:
Engine Interface Unit (EIU)
Engine Control Unit (ECU)
ECU Permanent Magnet Alternator
Fan Electrical Harnesses
Core Electrical Harnesses
Sensor: T 12
Sensor: PS 12
Sensor: PS 13 (Optional)
Sensor: T 25
Sensor: P 25 (Optional)
Sensor: T 3
Sensor: PS 3
Sensor: T 49.5 (EGT)
Sensor: T 5 (Optional)
Sensor: N 1
Sensor: N 2

01-04-2010

For Training Purposes ONLY

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70 POWER PLANT (CFM56-5B)

FADEC COMPONENTS
ENGINE INTERFACE UNIT (EIU)

ENGINE CONTROL UNIT (ECU)

IDENTIFICATION
FIN: 1KS1, 1KS2

IDENTIFICATION
FIN: 4000KS

LOCATION
ZONE: 127, 128

LOCATION
ZONE: 436, 446

COMPONENT DESCRIPTION
- EIU 1 for engine 1
- EIU 2 for engine 2

COMPONENT DESCRIPTION
- ECU 1 for engine 1
- ECU 2 for engine 2

TMU73CN01-T01 LEVEL 3

UF94200

NOTE: The EIU is not a FADEC component. It is shown


here as FADEC functionnal interface.

01-04-2010

For Training Purposes ONLY

Page 118

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TMU73CN01-P01 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

FADEC COMPONENTS - ENGINE INTERFACE UNIT (EIU) / ENGINE CONTROL UNIT (ECU)

For Training Purposes ONLY

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70 POWER PLANT (CFM56-5B)

FADEC COMPONENTS
ECU PERMANENT MAGNET ALTERNATOR

FAN ELECTRICAL HARNESSES

IDENTIFICATION
FIN:

COMPONENT DESCRIPTION
Low temperature harness wire strand:
- HJ7
- HJ8
- HJ9
- HJ10
- HJ11
- HJ12
- HJ13.

LOCATION
ZONE: 437, 447

TMU73CN01-T02 LEVEL 3

UF94200

COMPONENT DESCRIPTION
It generates 2 separated 3 phase electrical power
outputs to the ECU.

01-04-2010

For Training Purposes ONLY

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TMU73CN01-P02 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

FADEC COMPONENTS - ECU PERMANENT MAGNET ALTERNATOR / FAN ELECTRICAL HARNESSES

For Training Purposes ONLY

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70 POWER PLANT (CFM56-5B)

CORE ELECTRICAL HARNESSES

SENSOR: T12

COMPONENT DESCRIPTION
High temperature harness wire strand:
- HCJ11L
- HCJ11R
- HCJ12L
- HCJ12R
- HCJ13.

IDENTIFICATION
FIN:
LOCATION
ZONE: 431, 441
COMPONENT DESCRIPTION
The T12 temperature sensor is installed through the
fan inlet case at 1:00 oclock position.

TMU73CN01-T03 LEVEL 3

UF94200

FADEC COMPONENTS

01-04-2010

For Training Purposes ONLY

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TMU73CN01-P03 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

FADEC COMPONENTS - CORE ELECTRICAL HARNESSES / SENSOR T12

For Training Purposes ONLY

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70 POWER PLANT (CFM56-5B)

SENSOR: PS12

SENSOR: PS13 (OPTIONAL)

IDENTIFICATION
FIN:

IDENTIFICATION
FIN:

LOCATION
ZONE: 431, 441

LOCATION
ZONE: 436, 446

COMPONENT DESCRIPTION
3 Sensors which provide an average pressure.

COMPONENT DESCRIPTION
Fan air discharge pressure sensor installed at 2:00
oclock on the fan case.

TMU73CN01-T04 LEVEL 3

UF94200

FADEC COMPONENTS

01-04-2010

For Training Purposes ONLY

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TMU73CN01-P04 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

FADEC COMPONENTS - SENSOR PS12 /SENSOR PS13

For Training Purposes ONLY

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70 POWER PLANT (CFM56-5B)

SENSOR: T25

SENSOR: P25 (OPTIONAL)

IDENTIFICATION
FIN:

IDENTIFICATION
FIN:

LOCATION
ZONE: 436, 446

LOCATION
ZONE: 436, 446

COMPONENT DESCRIPTION
Resistor probe type, installed at 4:30 oclock in the
fan frame.

COMPONENT DESCRIPTION
Installed at 5:30 oclock in the fan frame.

TMU73CN01-T05 LEVEL 3

UF94200

FADEC COMPONENTS

01-04-2010

For Training Purposes ONLY

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TMU73CN01-P05 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

FADEC COMPONENTS - SENSOR T25 / SENSOR P25

For Training Purposes ONLY

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70 POWER PLANT (CFM56-5B)

SENSOR: T3

SENSOR: PS3

IDENTIFICATION
FIN:

IDENTIFICATION
FIN:

LOCATION
ZONE: 453, 463

LOCATION
ZONE: 453, 463

COMPONENT DESCRIPTION
Thermocouple sensor installed at 11:00 oclock on the
combustion case.

COMPONENT DESCRIPTION
Pick-up of compressor discharge pressure installed at
9:30 oclock on the combustion case.

TMU73CN01-T06 LEVEL 3

UF94200

FADEC COMPONENTS

01-04-2010

For Training Purposes ONLY

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TMU73CN01-P06 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

FADEC COMPONENTS - SENSOR T3 / SENSOR PS3

For Training Purposes ONLY

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70 POWER PLANT (CFM56-5B)

SENSOR: T49.5 (EGT)

SENSOR: T5 (OPTIONAL)

IDENTIFICATION
FIN:

IDENTIFICATION
FIN:

LOCATION
ZONE: 453, 454, 463, 464

LOCATION
ZONE: 454, 464

COMPONENT DESCRIPTION
- 9 EGT thermocouples
- 4 parallel junction boxes
- 1 main junction box.

COMPONENT DESCRIPTION
- Thermocouple sensor
- Installed at 4:00 oclock on the turbine
rear frame.

TMU73CN01-T07 LEVEL 3

UF94200

FADEC COMPONENTS

01-04-2010

For Training Purposes ONLY

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TMU73CN01-P07 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

FADEC COMPONENTS - SENSOR T49.5 (EGT) / SENSOR T5

For Training Purposes ONLY

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70 POWER PLANT (CFM56-5B)

FADEC COMPONENTS
SENSOR: N1

SENSOR: N2

IDENTIFICATION
FIN: 4000EV

IDENTIFICATION
FIN: 4001EV

LOCATION
ZONE: 436, 446

LOCATION
ZONE: 437, 447

COMPONENT DESCRIPTION
- N1 speed tachometer
- Entirely removable unit
- 3 connectors (CHAN A, CHAN B and EVMU).
- Installed at 5:00 oclock on the fan case.

COMPONENT DESCRIPTION
- N2 speed tachometer
- Installed 6:30 oclock on the accessory gearbox
rear face
- 3 Connectors (CHAN A, CHAN B and EVMU).

TMU73CN01-T08 LEVEL 3

UF94200

NOTE: The sensor ring has one tooth thicker than the
29 others to generate a signal of greater
amplitude used as phase reference for trim
balance processed in the Engine Vibration
Monitoring Unit (EVMU).

01-04-2010

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TMU73CN01-P08 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

FADEC COMPONENTS - SENSOR N1 / SENSOR N2

For Training Purposes ONLY

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70 POWER PLANT (CFM56-5B)

TMU73CN01 LEVEL 3

UF94200

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70 POWER PLANT (CFM56-5B)

73 - ENGINE FUEL AND CONTROL - CONTROL


(FADEC)
73-20-00 ECU ELECTRICAL POWER SUPPLY
CONTROL

TMU73CO01 LEVEL 3

UF94200

CONTENTS:
General
Powering N2<12%
Powering N2>12%
Auto Depowering
FADEC Ground Power Panel
Self Examination

01-04-2010

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70 POWER PLANT (CFM56-5B)

ECU ELECTRICAL POWER SUPPLY CONTROL


GENERAL
The Engine Control Unit is supplied from the aircraft
electrical power when engine is shut down, then from
the ECU Permanent Magnet Alternator (PMA) when the
engine is running.
ECU ELECTRICAL POWER SUPPLY CONTROL:
- Aircraft network when N2<12%
- Engine generator when N2>12%.
POWERING N2<12%
Each channel is independently supplied by the aircraft
28 VDC through the Engine Interface Unit.
A/C 28VDC permits:
- automatic ground check of FADEC before engine
running
- Engine starting
- Powering the ECU while engine reaches 12% N2.
Note that EIU takes its power from the same bus bar
as ECU.

TMU73CO01-T01 LEVEL 3

UF94200

POWERING N2>12%
As soon as engine is running above 12 % of N2, the ECU
Permanent Magnet Alternator (PMA) is able to directly
supply the ECU.
The ECU PMA supplies each channel with three-phase AC
power. Two transformer rectifiers provide 28 VDC power
supply to channels A and B.
Above 15% of N2, the ECU Logic automatically switches
to ECU PMA supply. The supply from the aircraft (A/C)
network is cut off through the EIU depowering function.

01-04-2010

Note that in case of ECU PMA failure, the ECU will


automatically receive, as back-up, the 28 VDC power
from the aircraft network through the EIU.
AUTO DEPOWERING
The FADEC is automatically depowered on the ground,
through the EIU, after engine shutdown.
ECU automatic depowering on the ground:
- After 5 mn of A/C power up
- After 5 mn of engine shut down.
Note that an action on the ENGine FIRE P/B provides
ECU power cut off from the A/C network.
FADEC GROUND POWER PANEL
For maintenance purposes and MCDU engine tests, the
ENGine FADEC GrouND PoWeR panel permits FADEC power
supply to be restored on the ground with engine shut
down.
When the corresponding ENGine FADEC GrouND PoWeR
P/B is pressed ON the ECU receives its power supply
again.
Also note that the FADEC is repowered as soon as the
engine start selector or the master lever is selected.

For Training Purposes ONLY

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TMU73CO01-P01 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

ECU ELECTRICAL POWER SUPPLY CONTROL

For Training Purposes ONLY

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70 POWER PLANT (CFM56-5B)

74 - IGNITION AND STARTING


74-00-00 IGNITION AND STARTING SYSTEM
PRESENTATION

TMU74CA01 LEVEL 1

UF94200

CONTENTS:
General
Control and Indicating
Automatic Start
Manual Start
Cranking
Continuous Ignition
Safety Precautions
Maintenance Practices
Self Examination

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70 POWER PLANT (CFM56-5B)

IGNITION AND STARTING SYSTEM PRESENTATION


GENERAL

MANUAL START

The ignition system provides the electrical spark


needed to start or continue engine combustion.
The ignition system is made up of two independent
subsystems. Each subsystem includes an ignition box
and a spark igniter.

During a manual start, the start valve opens when


engine MANual START pushbutton is pressed in, then the
ignition system is energized when the MASTER control
lever is set to the ON position.

The pneumatic starting system drives the engine HP


rotor at a speed high enough for a ground or air start
to occur. The start system is made up of the start
valve and the starter.

The Electronic Control Unit (ECU) controls the ignition


and starting systems either in automatic or manual
mode.
The operation of the start valve and of the ignition
system is displayed on the ENGINE ECAM page.
AUTOMATIC START

TMU74CA01-T01 LEVEL 1

CRANKING
Engine motoring could be performed for dry cranking
or wet cranking sequences.

CONTROL AND INDICATING

UF94200

NOTE : there is no automatic shut down function in


manual mode.

NOTE : during cranking ignition is inhibited.


CONTINUOUS IGNITION
With engine running, continuous ignition can be
selected via the Electronic Control Unit either
manually using the rotary selector or automatically
by the FADEC.

During an automatic start, the Electronic Control Unit


opens the start valve, then the ignition box is
energized when the HP rotor speed is nominal.
The ECU provides full protection during the start
sequence. When the automatic start is completed, the
ECU closes the start valve and cuts off ignition.
In case of an incident during the automatic start the
ECU aborts the start procedure.

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TMU74CA01-P01 LEVEL 1

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IGNITION AND STARTING SYSTEM PRESENTATION

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70 POWER PLANT (CFM56-5B)

IGNITION AND STARTING SYSTEM PRESENTATION


SAFETY PRECAUTIONS
Safety precautions have to be taken prior to working
in this area.
WARNING : the Electronic Control Unit sends 115 volts
to the ignition boxes, which convert it and send high
voltage, high energy pulses through the ignition leads
to the igniters.
MAINTENANCE PRACTICES

TMU74CA01-T01 LEVEL 1

UF94200

To increase aircraft dispatch, the start valve is


equipped with a manual override. For this manual
operation, the mechanic has to be aware of the engine
safety zones.

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70 POWER PLANT (CFM56-5B)

TMU74CA01 LEVEL 1

UF94200

THIS PAGE INTENTIONALLY LEFT BLANK

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70 POWER PLANT (CFM56-5B)

74 - IGNITION AND STARTING


74-31-00 IGNITION AND STARTING SYSTEM D/O

TMU74CB01 LEVEL 3

UF94200

CONTENTS:
General
Automatic Start
Manual Start
Continuous Relight
Engine Crank
Self Examination

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70 POWER PLANT (CFM56-5B)

IGNITION AND STARTING SYSTEM D/O


GENERAL
The Electronic Control Unit (ECU) controls and monitors
the start sequence either in automatic or manual mode.
In automatic mode the ECU is able up to 50% of N2 to
abort the start sequence in case of an incident:
- start valve failure
- ignition failure
- HP fuel Shut Off Valve (SOV) failure
- hot start
- hung start
- engine stall.
system consist of a start valve, an air starter,
ignition boxes and igniters (A and B).
start valve is fitted with a manual override handle
mechanic intervention on the ground.

TMU74CB01-T01 LEVEL 3

UF94200

The
two
The
for

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IGNITION AND STARTING D/O - GENERAL

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70 POWER PLANT (CFM56-5B)

IGNITION AND STARTING SYSTEM D/O


AUTOMATIC START
Aircraft configuration:
- APU is running and APU BLEED on
- FADEC 1 and 2 powered.
When IGNition START is selected the ENGINE page is
called automatically with IGNition indication and the
starter valve position with bleed pressure, and the
ECU initiates the start sequence.
NOTE: The pack valves are automatically closed.
If, after 30 seconds, the ENGine MASTER lever
is not switched to ON position, the pack valves
will re-open.

TMU74CB01-T02 LEVEL 3

UF94200

As soon as the ENG MASTER lever is set to ON position,


the LP fuel shut off valve opens and the ECU opens the
start valve:
- Start valve position is confirmed on the ECAM
- N2 is increasing.

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TMU74CB01-P02 LEVEL 3

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70 POWER PLANT (CFM56-5B)

IGNITION AND STARTING SYSTEM D/O


AUTOMATIC START (Contd)

TMU74CB01-T03 LEVEL 3

UF94200

When N2 reaches 16% the ECU provides ignition.


The selection of the igniter is automatically done by
the ECU.
At each start the igniter selection will be changed.
At 16% of N2, on the ENGINE page, the corresponding
igniter system (A) chosen by the ECU is displayed.

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70 POWER PLANT (CFM56-5B)

IGNITION AND STARTING SYSTEM D/O


AUTOMATIC START (Contd)

TMU74CB01-T04 LEVEL 3

UF94200

When N2 reaches 22% the ECU controls, through the Fuel


Metering Valve, the HP fuel Shut Off Valve (SOV)
opening.
At 22% of N2, fuel flow begins.

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TMU74CB01-P04 LEVEL 3

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IGNITION AND STARTING D/O - AUTOMATIC START (CONTD)

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70 POWER PLANT (CFM56-5B)

IGNITION AND STARTING SYSTEM D/O


AUTOMATIC START (Contd)
The ECU monitors the EGT and N2 according to their
schedules to provide the correct fuel flow.
In case of malfunction the ECU automatically shuts
down the engine and performs a dry motoring sequence.
Up to 50% N2, the automatic fuel flow regulation is
performed.
The maximum EGT during start sequence is 725C.
When N2 reaches 50%, the ECU closes the start valve
and cuts off the ignition.

TMU74CB01-T05 LEVEL 3

UF94200

NOTE: The pack valves re-open if another engine is not


started within 30 seconds.

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TMU74CB01-P05 LEVEL 3

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IGNITION AND STARTING D/O - AUTOMATIC START (CONTD)

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70 POWER PLANT (CFM56-5B)

IGNITION AND STARTING SYSTEM D/O


AUTOMATIC START (Contd)
Engine 2 is now stabilized at minimum idle.
NOTE: To start the second engine, you set the MASTER
lever 1 to ON keeping the selector in the IGN
START position.

TMU74CB01-T06 LEVEL 3

UF94200

To complete this start sequence the selector is set


back to MODE NORM position.

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TMU74CB01-P06 LEVEL 3

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IGNITION AND STARTING D/O - AUTOMATIC START (CONTD)

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70 POWER PLANT (CFM56-5B)

IGNITION AND STARTING SYSTEM D/O


AUTOMATIC START (Contd)
With the selector in the MODE NORM position and one
engine running, the WHEEL page appears instead of the
ENGINE page.
NOTE: If IGN START is re-selected the continuous
relight function is initiated on the running
engine(s).
At any time if the MASTER lever is set to OFF, the
start sequence or the engine operation is stopped
because the MASTER lever directly energizes the HP
fuel SOV solenoid.
With the MASTER lever at OFF, the LP and HP SOVs are
closed.

TMU74CB01-T07 LEVEL 3

UF94200

With both engines shut down, the DOOR/OXY page is


displayed.

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TMU74CB01-P07 LEVEL 3

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IGNITION AND STARTING D/O - AUTOMATIC START (CONTD)

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70 POWER PLANT (CFM56-5B)

IGNITION AND STARTING SYSTEM D/O


MANUAL START
Aircraft configuration :
- APU is running and APU BLEED on
- FADEC 1 and 2 powered.
When IGNition START is selected the ENGINE page is
called automatically with IGNition indication and the
starter valve position with bleed pressure, and the
ECU initiates the start sequence.
NOTE: The pack valves are automatically closed.
If, after 30 seconds, the ENGine MANual START
P/B is not switched ON, the pack valves will
re-open.
The action on the ENG MAN START P/B opens the start
valve.
Check that N2 is increasing and, when it is at least
at 20%, set the MASTER lever to ON position.

TMU74CB01-T08 LEVEL 3

UF94200

NOTE: Before the MASTER lever is set to ON, the sequence


may be interrupted by selecting the MAN START
P/B switch to OFF.

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TMU74CB01-P08 LEVEL 3

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70 POWER PLANT (CFM56-5B)

IGNITION AND STARTING SYSTEM D/O


MANUAL START (Contd)
As soon as the MASTER lever is set to the ON position,
both ignition systems are energized, LP and HP Shut
Off Valves (SOV) are opened and fuel flow increases.

TMU74CB01-T09 LEVEL 3

UF94200

At 20% of N2 with the MASTER lever at ON:


- dual ignition
- fuel Flow.

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TMU74CB01-P09 LEVEL 3

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IGNITION AND STARTING D/O - MANUAL START (CONTD)

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70 POWER PLANT (CFM56-5B)

IGNITION AND STARTING SYSTEM D/O


MANUAL START (Contd)
Then the ECU monitors the EGT and N2, according to
their schedules, to provide the correct fuel flow.
In case of malfunction, set the MASTER lever to OFF
to perform a start abort sequence.
Up to 50% of N2, the automatic fuel flow regulation
is performed.
The maximum EGT during start sequence is 725C.
NOTE: There is no automatic shutdown function.
When N2 reaches 50%, the ECU automatically closes the
start valve and cuts off the ignition.

TMU74CB01-T10 LEVEL 3

UF94200

NOTE: The pack valves re-open after 30 seconds.

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IGNITION AND STARTING D/O - MANUAL START (CONTD)

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70 POWER PLANT (CFM56-5B)

IGNITION AND STARTING SYSTEM D/O


MANUAL START (Contd)
Engine 2 is now stabilized at minimum idle.
NOTE: To start the other engine, you set the other MAN
START P/B to ON, keeping the selector in the IGN
START position and then, when N2 reaches 20%,
set the MASTER lever 1 to ON.

TMU74CB01-T11 LEVEL 3

UF94200

Now the selector is set back to MODE NORM position.

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IGNITION AND STARTING D/O - MANUAL START (CONTD)

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70 POWER PLANT (CFM56-5B)

IGNITION AND STARTING SYSTEM D/O


MANUAL START (Contd)
With the selector in the MODE NORMal position and one
engine running, the WHEEL page appears instead of the
ENGINE page.
NOTE: If IGN START is re-selected, the continuous
relight function is initiated on the running
engine(s).
To complete the start sequence, the MAN START P/B is
released out.

TMU74CB01-T12 LEVEL 3

UF94200

NOTE: The action on the MAN START P/B has no effect


on the start valve which has already been
automatically closed at 50% of N2.
It is only done to complete the manual start
procedure.

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TMU74CB01-P12 LEVEL 3

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IGNITION AND STARTING D/O - MANUAL START (CONTD)

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70 POWER PLANT (CFM56-5B)

IGNITION AND STARTING SYSTEM D/O


CONTINUOUS RELIGHT
Aircraft configuration:
- APU is running and APU BLEED on
- engine 2 is running.
The continuous ignition is manually selected or
automatically controlled by the FADEC.
If the IGNition START is re-selected with an engine
running, the corresponding ECU supplies the two
igniters together, to provide a permanent ignition.
The automatic selection is provided by the FADEC
when:
- engine anti-icing is switched ON
- EIU failed
- engine flame-out detected
- ignition delay is sensed during start
- in flight restart.

TMU74CB01-T13 LEVEL 3

UF94200

When MODE NORMal is restored, the continuous relight


is cut off.

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TMU74CB01-P13 LEVEL 3

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70 POWER PLANT (CFM56-5B)

IGNITION AND STARTING D/O - CONTINUOUS RELIGHT

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70 POWER PLANT (CFM56-5B)

IGNITION AND STARTING SYSTEM D/O


CONTINUOUS RELIGHT (Contd)
When the MASTER lever is set to OFF, the LP and HP
fuel shut off valves are closed and the ECU functions
are reset.

TMU74CB01-T14 LEVEL 3

UF94200

The DOOR/OXY page is displayed on the ECAM.


Engine 2 is shut down.

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TMU74CB01-P14 LEVEL 3

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IGNITION AND STARTING D/O - CONTINUOUS RELIGHT (CONTD)

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70 POWER PLANT (CFM56-5B)

IGNITION AND STARTING SYSTEM D/O


ENGINE CRANK
Aircraft configuration:
- APU is running and APU BLEED on
- FADEC 1 and 2 powered
- both engines shut down.
- C/B 1KC1(2) opened (dry crank only) to open
the LP Shut Off Valve. Fuel inlet pressure has
to be positive (dry crank and wet crank).
When CRANK is selected on the ground, the ENGINE page
appears automatically on the ECAM and the ECU initiates
a motoring sequence after action on the MANual START
P/B.

TMU74CB01-T15 LEVEL 3

UF94200

With CRANK selected, ignition is inhibited.

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IGNITION AND STARTING D/O - ENGINE CRANK

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70 POWER PLANT (CFM56-5B)

IGNITION AND STARTING SYSTEM D/O


ENGINE CRANK (Contd)
The action on the ENGine MANual START P/B opens the
start valve.
During the crank sequence the starter limitations have
to be observed.
If the starter operation time is exceeded, a warning
message is displayed on the ECAM.

TMU74CB01-T16 LEVEL 3

UF94200

Starter duty cycle: 2 mn on, 16 sec off, up to four


times and then 15 mn off for cooling.

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TMU74CB01-P16 LEVEL 3

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IGNITION AND STARTING D/O - ENGINE CRANK (CONTD)

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70 POWER PLANT (CFM56-5B)

IGNITION AND STARTING SYSTEM D/O


ENGINE CRANK (Contd)
WET CRANK
When the MASTER lever is set to the ON position, the
LP and HP fuel Shut Off Valves (SOV) are opened.
NOTE: For a wet crank, the MASTER lever is normally
set to ON between 15 and 20% of N2.

TMU74CB01-T17 LEVEL 3

UF94200

CAUTION: DO NOT MOTOR THE ENGINE FOR MORE THAN 15


SECONDS WITH THE MASTER LEVER IN THE ON
POSITION.

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TMU74CB01-P17 LEVEL 3

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IGNITION AND STARTING D/O - ENGINE CRANK (CONTD)

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70 POWER PLANT (CFM56-5B)

IGNITION AND STARTING SYSTEM D/O


ENGINE CRANK (Contd)
After a wet crank of 15 seconds maximum, when the
MASTER lever is set to OFF position, the fuel is cut
off and the start valve closes following the reset of
the ECU.
NOTE: After the reset of the ECU, the ECU will command
the start valve to open when the N2 speed is
less than 20% and the dry procedure is performed.

TMU74CB01-T18 LEVEL 3

UF94200

Continue to dry crank the engine for 60 seconds (within


the starter limitation of 2 minutes on), this will dry
the fuel that can be in the combustor.
After 60 seconds, you release the MAN START P/B switch
to interrupt the crank sequence and set the selector
back to MODE NORMal position.

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IGNITION AND STARTING D/O - ENGINE CRANK (CONTD)

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70 POWER PLANT (CFM56-5B)

IGNITION AND STARTING SYSTEM D/O


ENGINE CRANK (Contd)
When the MAN START P/B is released out, the start valve
closes.

TMU74CB01-T19 LEVEL 3

UF94200

With the selector in the MODE NORM position and engines


shut down, the DOOR/OXY page is displayed on the ECAM.

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IGNITION AND STARTING D/O - ENGINE CRANK (CONTD)

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70 POWER PLANT (CFM56-5B)

74 - IGNITION AND STARTING


74-00-00 START FAILURES

TMU74CC01 LEVEL 3

UF94200

CONTENTS:
HP Fuel Valve Not Open Fault In Automatic Mode
HP Fuel Valve Not Open Fault In Manual Mode
Starter Time Exceeded Fault In Automatic Mode
Starter Time Exceeded Fault In Manual Mode
Start Valve Not Open Fault
Start Valve Not Closed Fault
Ignition Fault In Automatic Mode
Ignition Fault In Manual Mode
EGT Overlimit Or Stall Fault In Automatic Mode
EGT Overlimit Or Stall Fault In Manual Mode
Self Examination

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70 POWER PLANT (CFM56-5B)

START FAILURES
AIRCRAFT CONFIGURATION FOR EACH FAILURE :
- APU bleed ON
- FADEC 1 and 2 powered
- Residual EGT is Outside Ambient Temperature
(OAT)
HP FUEL VALVE NOT OPEN FAULT IN AUTOMATIC MODE
If the HP fuel valve does not open, an aural warning
sounds.
The master caution and the engine Fault lights comes
on.
An ECAM message appears.

TMU74CC01-T01 LEVEL 3

UF94200

The FADEC has detected an HP fuel valve failure and


the operator has to manually abort the sequence.

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TMU74CC01-P01 LEVEL 3

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70 POWER PLANT (CFM56-5B)

START FAILURES - HP FUEL VALVE NOT OPEN FAULT IN AUTOMATIC MODE

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70 POWER PLANT (CFM56-5B)

START FAILURES
HP FUEL VALVE NOT OPEN IN MANUAL MODE
If the HP fuel valve does not open, an aural warning
sounds.
The master caution and the engine FAULT lights come
on.
An ECAM message appears.

TMU74CC01-T02 LEVEL 3

UF94200

The FADEC has detected an HP fuel valve failure and


the operator has to manually abort the sequence.

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START FAILURES - HP FUEL VALVE NOT OPEN FAULT IN MANUAL MODE

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70 POWER PLANT (CFM56-5B)

START FAILURES
STARTER TIME EXCEEDED FAULT IN AUTOMATIC MODE
If the starter time is exceeded, an aural warning
sounds.
The master caution comes on.
An ECAM message appears.
The FADEC has detected a starter time exceedence and
the operator has to manually abort the sequence.

TMU74CC01-T03 LEVEL 3

UF94200

Maximum starter time cycle : 2 minutes


Starter limitations:
- 4 consecutive cycles, each of 2 minutes maximum
- 16 seconds of non operation between cycles
- after 4 cycles, wait 15 minutes before attempting a
new start
- no running engagement of the starter when N2 is above
20%.

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TMU74CC01-P03 LEVEL 3

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01-04-2010

70 POWER PLANT (CFM56-5B)

START FAILURES - STARTER TIME EXCEEDED FAULT IN AUTOMATIC MODE

For Training Purposes ONLY

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70 POWER PLANT (CFM56-5B)

START FAILURES
STARTER TIME EXCEEDED FAULT IN MANUAL MODE
If the starter time limit is exceeded, an aural warning
sounds.
The master caution comes on.
An ECAM message appears.
The FADEC has detected a starter time exceedence and
the operator has to manually abort the sequence.

TMU74CC01-T04 LEVEL 3

UF94200

Maximum starter time cycle : 2 minutes.

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TMU74CC01-P04 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

START FAILURES - STARTER TIME EXCEEDED FAULT IN MANUAL MODE

For Training Purposes ONLY

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70 POWER PLANT (CFM56-5B)

START FAILURES
APPLICATION
PROCEDURE :

START VALVE NOT OPEN FAULT.


If the start valve does not open, an aural warning
sounds.
The MASTER CAUT and engine FAULT lights come on.
An ECAM message appears.
The FADEC aborts the start sequence.

THE

START

VALVE

MANUAL

OPERATION

* Advise ground crew to prepare for a start valve


manual operation.
* Check that the corresponding pneumatic sources are
connected.
- If opposite engine running:
X BLEED ............ON
- If APU available:
APU BLEED..........ON
* Perform an automatic start.
When ground crew member is ready, order "START ENGINE
1 or 2" :
- ENG MODE selector...IGN
- MASTER lever........ON
* When the master lever is set to ON, order the ground
crew to open the start valve.
- START VALVE.........ORDER OPENING
* When N2 reaches 50 %, order the ground crew to close
the start valve.
- START VALVE.........ORDER CLOSURE.
* Continue with the normal procedure.

TMU74CC01-T05 LEVEL 3

UF94200

An other start with a start valve manual operation by


ground crew will be performed.

OF

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TMU74CC01-P05 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

START FAILURES - START VALVE NOT OPEN FAULT

For Training Purposes ONLY

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70 POWER PLANT (CFM56-5B)

START VALVE NOT CLOSED FAULT

APPLICATION OF THE START VALVE NOT CLOSED PROCEDURE :

At 50 % of N2, the FADEC sends a signal to close the


start valve.
If the start valve does not close, an aural warning
sounds.
The MASTER CAUT and the engine FAULT lights come on.
An ECAM message appears.

* Remove all bleed sources supplying the faulty start


valve:
- APU BLEED (if ENG 1 affected)...OFF
- X BLEED.........................SHUT
- ENG MASTER .....................OFF
* No restart is allowed, a maintenance action is
required.

TMU74CC01-T06 LEVEL 3

UF94200

START FAILURES

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TMU74CC01-P06 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

START FAILURES - START VALVE NOT CLOSED FAULT

For Training Purposes ONLY

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70 POWER PLANT (CFM56-5B)

START FAILURES
IGNITION FAULT IN AUTOMATIC MODE
FIRST ATTEMPT
Select MODE selector to IGN/START and ENG MASTER lever
to ON.

SUMMARY:
* 2 start attempts :
- 1 normal start
- 1 additional attempt.

The engine rotates, one ignitor is automatically turned


ON at 16 % of N2 and fuel is automatically supplied
at 22 % of N2.
If an ignition fault occurs, an aural warning sounds.
The MASTER CAUTION and the engine FAULT lights come
on.
An ECAM message appears.
If engine light-up is not obtained in 15 seconds, the
FADEC automatically turns the ignition and the fuel
OFF and dry cranks the engine for 30 seconds to initiate
automatically a new start.

TMU74CC01-T07 LEVEL 3

UF94200

SECOND ATTEMPT
At the 25th second of the dry crank period, both
ignitors are re-energized.
Five seconds later, the fuel is supplied.
(A and B indications are displayed on the ECAM page).
If engine light-up is not obtained in 15 seconds, the
FADEC automatically cuts ignition and fuel, dry cranks
for 30 seconds, aborts the autostart, and displays an
ECAM message to select the engine master to OFF.

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TMU74CC01-P07 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

START FAILURES - IGNITION FAULT IN AUTOMATIC MODE

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70 POWER PLANT (CFM56-5B)

START FAILURES
IGNITION FAULT IN MANUAL MODE
If an ignition fault occurs, an aural warning sounds.
The MASTER CAUTION and the engine FAULT lights come
on.
An ECAM message appears.

TMU74CC01-T08 LEVEL 3

UF94200

In manual start, the FADEC does not abort the start.


You must perform the action necessary to shut down the
engine.

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TMU74CC01-P08 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

START FAILURES - IGNITION FAULT IN MANUAL MODE

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70 POWER PLANT (CFM56-5B)

START FAILURES
EGT OVERLIMIT OR STALL FAULT IN AUTOMATIC MODE
In case of detected stall or EGT overlimit, the FADEC
monitoring and the flight crew actions are identical.
FIRST ATTEMPT
When a stall or an EGT overlimit is detected, an aural
warning sounds, the MASTER CAUTION and the engine FAULT
lights come on.
An ECAM message appears.
The FADEC shuts off the fuel and ventilates the engine
(crank time : 7 seconds).

FOURTH ATTEMPT
After 7 seconds, the FADEC reduces the fuel flow again
and attempts a fourth start.
Fuel schedule reduction : 7 percent (a total of 21
percent).
If the abnormality occurs a fourth time, the FADEC
aborts the start.
SUMMARY
* 4 start attempts :
- a normal start
- plus 3 additional attempts.

SECOND ATTEMPT
The FADEC reduces the fuel flow and attempts a second
start.
Fuel schedule reduction : 7 percent.

TMU74CC01-T09 LEVEL 3

UF94200

If the abnormality re-occurs a second time, the FADEC


shuts off the fuel and ventilates the engine (crank
time : 7 seconds).
THIRD ATTEMPT
The FADEC reduces the fuel flow and attempts a third
start.
Fuel schedule reduction : 7 percent (a total of 14
percent).
If the abnormality occurs a third time, the FADEC shuts
off the fuel and ventilates the engine (crank time :
7 seconds).

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TMU74CC01-P09 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

START FAILURES - EGT OVERLIMIT OR STALL FAULT IN AUTOMATIC MODE

For Training Purposes ONLY

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70 POWER PLANT (CFM56-5B)

START FAILURES
EGT OVERLIMIT OR STALL FAULT IN MANUAL MODE
When a stall or an EGT overlimit is detected, an aural
warning sounds, the MASTER CAUTION and the engine FAULT
lights come on.
An ECAM message appears.
In this failure, the FADEC had first detected a stall.
As no corrective action was taken by the crew, the
FADEC aborts the start sequence following an EGT
overlimit detection.

TMU74CC01-T10 LEVEL 3

UF94200

In case of EGT overlimit is detected in manual mode,


the FADEC will abort the start sequence.

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TMU74CC01-P10 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

START FAILURES - EGT OVERLIMIT OR STALL FAULT IN MANUAL MODE

For Training Purposes ONLY

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70 POWER PLANT (CFM56-5B)

74 - IGNITION AND STARTING


74-00-00 IGNITION AND STARTING COMPONENTS

TMU74CD01 LEVEL 3

UF94200

CONTENTS:
Ignition Boxes
Ignition Leads
Igniters
Start Valve
Air Starter

01-04-2010

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70 POWER PLANT (CFM56-5B)

IGNITION AND STARTING COMPONENTS


TRAINING INFORMATION POINT

IGNITION BOXES

SAFETY PRECAUTIONS

IDENTIFICATION
FIN: 4000JH1, 4000JH2

WARNING: MAKE SURE THAT THE IGNITION BOXES ARE


DE-ENERGIZED BEFORE WORKING ON THE IGNITION
SYSTEM. THE VOLTAGE OUTPUT CAN BE DANGEROUS.
DO NOT TOUCH THE ELECTRICAL CONTACTS, THE
IGNITION BOXES CAN CONTINUE TO CONTAIN AN
ELECTRICAL CHARGE WHEN THEY ARE NOT
ENERGIZED.

COMPONENT DESCRIPTION
- Upper box for system A.
- Lower box for system B.
The ignition boxes transform 115V-400Hz AC into high
voltage (15 to 20 KV), to charge internal capacitors.
The discharge rate is of one discharge per second and
energy delivered is 1.5 joules.
IGNITION LEADS
COMPONENT DESCRIPTION
They are of the insulated wire type and fan air cooled
in the core area. They transmit electrical energy for
ignition sparks.

TMU74CD01-T01 LEVEL 3

UF94200

DURING START VALVE MANUAL OVERRIDE OPERATION,


OBEY ALL SAFETY ZONES WHILE THE ENGINE IS
OPERATING. THERE IS SUFFICIENT SUCTION TO
KILL OR CAUSE SERIOUS INJURY TO PERSONS BY
PULLING THEM SUDDENLY INTO OR AGAINST THE AIR
INTAKE. THE HIGH TEMPERATURE, VELOCITY AND
OVERPRESSURE IN THE EXHAUST GAS WAKE IS ALSO
VERY DANGEROUS.

LOCATION
ZONE: 436, 446

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TMU74CD01-P01 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

IGNITION AND STARTING COMPONENTS - IGNITION BOXES / IGNITION LEADS

For Training Purposes ONLY

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70 POWER PLANT (CFM56-5B)

IGNITERS

START VALVE

IDENTIFICATION
FIN:

IDENTIFICATION
FIN:

LOCATION
ZONE: 453, 454, 463, 464

LOCATION
ZONE: 436, 446

COMPONENT DESCRIPTION
- left igniter for system B.
- right igniter for system A.
- precautions have to be taken before
removal/installation
- an ignition test is available through MCDU
menus to verify the ignition circuit, without
removing it.

COMPONENT DESCRIPTION
A manual override handle is provided to manually
operate the valve on the ground. It is recommended to
wear heat resistant gloves to operate the override
handle because the starter duct is hot.
To operate it, first press in the wrench button.
warning instructions are indicated on the handle to
prevent manual operation without pneumatic pressure.
To get access to the starter valve with engine at idle
power, observe the access corridor of the safety zones.

TMU74CD01-T02 LEVEL 3

UF94200

IGNITION AND STARTING COMPONENTS

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TMU74CD01-P02 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

IGNITION AND STARTING COMPONENTS - IGNITERS / START VALVE

For Training Purposes ONLY

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70 POWER PLANT (CFM56-5B)

IGNITION AND STARTING COMPONENTS


AIR STARTER
IDENTIFICATION
FIN:
LOCATION
ZONE: 438, 448

TMU74CD01-T03 LEVEL 3

UF94200

COMPONENT DESCRIPTION
Characteristics:
Drive shaft disengagement speed: 4300 to 4500 rpm.
drive shaft re-engagement speed: 1720 to 2800 rpm.
limitations:
- 4 consecutive cycles, each of 2 mn duration
maximum
- 20 seconds of non operation between cycles to
allow starter rotor relubrication
- after 4 cycles, wait 15 mn to allow starter to
cool before attempting a new start or motoring.
- no running engagement of the starter when
N2 is above 20%.

01-04-2010

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TMU74CD01-P03 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

IGNITION AND STARTING COMPONENTS - AIR STARTER

For Training Purposes ONLY

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70 POWER PLANT (CFM56-5B)

TMU74CD01 LEVEL 3

UF94200

THIS PAGE INTENTIONALLY LEFT BLANK

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70 POWER PLANT (CFM56-5B)

75 - AIR
75-00-00 AIR SYSTEM PRESENTATION

TMU75CA02 LEVEL 1

UF94200

CONTENTS:
General
Compressor Airflow Control
Active Clearance Control And Transient Bleed
ECU Cooling
Nacelle Cooling
Pneumatic Sources
Self Examination

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70 POWER PLANT (CFM56-5B)

AIR SYSTEM PRESENTATION


GENERAL
The engine air system covers the compressor airflow
control, turbine clearance control, transient bleed
and cooling.
COMPRESSOR AIRFLOW CONTROL
To limit compressor surge and to provide good
acceleration, the engine is equipped with a Variable
Bleed Valve (VBV) system and a Variable Stator Vane
(VSV) system.
Both systems are fuel operated by the HydroMechanical
Unit (HMU) and controlled by the Electronic Control
Unit (ECU).
VBV SYSTEM
The Variable Bleed Valve (VBV) system controls airflow
from the LP compressor to the HP compressor by using
12 valves.
The VBVs discharge the LP compressor air into the fan
air stream to match LP/HP compressor airflow at low
speed and transient operations.

TMU75CA02-T01 LEVEL 1

UF94200

VSV SYSTEM
The Variable Stator Vane (VSV) system controls airflow
through the HP compressor by using the first four rows
of pivoting vanes.
The VSVs provide aerodynamic matching of the HP
compressor stages to prevent engine surge.

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TMU75CA02-P01 LEVEL 1

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

AIR SYSTEM PRESENTATION - COMPRESSOR AIRFLOW CONTROL

For Training Purposes ONLY

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70 POWER PLANT (CFM56-5B)

AIR SYSTEM PRESENTATION


ACTIVE CLEARANCE CONTROL AND TRANSIENT BLEED

HPTACC SYSTEM

There are three systems independently controlled by


the ECU and actuated from the HMU which provide the
engine clearance adjustment and transient bleed.
The clearance between the blade tips and the casings
is actively controlled in order to optimize engine
performance using cooling air to shrink the LP and HP
turbine casings.

The High Pressure Turbine Active Clearance Control


(HPTACC) system uses stage 4 and stage 9 HP compressor
air to heat or cool the High Pressure Turbine shroud
support structure.
The shroud support structure temperature is monitored
by the ECU using the T case sensors.
LPTACC SYSTEM
The Low Pressure Turbine Active Clearance Control
(LPTACC) system uses fan air for external case cooling
of the LP turbine.
TBV SYSTEM

TMU75CA02-T02 LEVEL 1

UF94200

The Transient Bleed Valve (TBV) improves the compressor


stall margin during transient and start conditions.
The Transient Bleed Valve unloads the HP compressor
by discharging stage 9 HP compressor air in the LP
turbine cavity.

01-04-2010

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TMU75CA02-P02 LEVEL 1

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

AIR SYSTEM PRESENTATION - ACTIVE CLEARANCE CONTROL AND TRANSIENT BLEED

For Training Purposes ONLY

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70 POWER PLANT (CFM56-5B)

AIR SYSTEM PRESENTATION


ECU COOLING

NACELLE COOLING

The Electronic Control Unit (ECU) is aerodynamically


cooled to maintain its internal temperature below
maximum limits.
A flush inlet scoop, located on the inlet cowl outer
barrel, supplies ram air through a duct to the ECU.
This air is then discharged into the fan compartment
ventilation zone.

The fan and core compartments which form the nacelle


are cooled by airflows around the engine during its
operation.
FAN COMPARTMENT
The fan case and accessories are cooled and ventilated
by air entering two flush inlet scoops located on the
inlet cowl outer barrel.
Then the air exits the fan compartment through an
outlet port located at the lower section of the right
hand fan cowl door.
CORE COMPARTMENT

TMU75CA02-T03 LEVEL 1

UF94200

The core compartment is cooled and ventilated by fan


air entering flush inlets located at the forward
section of the core cowl.
The the air exits the core compartment through the
annular vent located at the interface between the core
cowl and the primary nozzle.
A nacelle temperature sensor monitors the core
compartment temperature.

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TMU75CA02-P03 LEVEL 1

UF94200

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01-04-2010

70 POWER PLANT (CFM56-5B)

AIR SYSTEM PRESENTATION - ECU COOLING/NACELLE COOLING

For Training Purposes ONLY

Page 221

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70 POWER PLANT (CFM56-5B)

AIR SYSTEM PRESENTATION


PNEUMATIC SOURCES

TMU75CA02-T04 LEVEL 1

UF94200

The engine provides pneumatic sources to feed the


Active Clearance Control subsystems and also to supply
the inlet cowl anti-ice (5th compressor stage) and the
customer bleed (5th and 9th compressor stages).

01-04-2010

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TMU75CA02-P04 LEVEL 1

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

AIR SYSTEM PRESENTATION - PNEUMATIC SOURCES

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70 POWER PLANT (CFM56-5B)

75 - AIR
75-00-00 AIR SYSTEM COMPONENTS

TMU75CG02 LEVEL 3

UF94200

CONTENTS:
VBV Component General
VBV Gear Motor
VBV Stop Mechanism
VBV and Master Ballscrew Actuator Assembly
VBV and Ballscrew Actuator Assemblies
VBV Feedback Rod
VBV Rotary Variable Differential Transducer (RVDT)
VSV Actuators
VSV Bellcrank Assemblies
Transient Bleed Valve
HPTACC Valve
T Case Sensor(s)
LPTACC Valve
Nacelle Temperature Sensor

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70 POWER PLANT (CFM56-5B)

AIR SYSTEM COMPONENTS


SAFETY PRECAUTION:

VBV COMPONENT GENERAL

For Removal operation:


- Warning notices must be put to tell persons
not to start engine 1(2) and not to set the
ENGine FADEC GrouND PoWeR 1(2) ON.

VBV: Variable Bleed Valve.

- Make sure that engine 1(2) has been shut down


for at least 5 minutes.

COMPONENT DESCRIPTION
The Variable Bleed Valves are driven by flexible shafts
from the master VBV. The master VBV is driven by a
fuel gear motor assembly which consists of a positive
displacement gear motor and end-of-stroke stop
mechanism.
The motor converts pressurized fuel into rotary shaft
power driving the gear reduction stage of the VBV and
master ballscrew actuator assembly through the VBV
stop mechanism.

TMU75CG02-T01 LEVEL 3

UF94200

CAUTION (Removing the VBV stop mechanism and gear


motor): use a second wrench to apply countertorque to
the nipple when you disconnect/connect hydraulic lines
on nipples.
Take care not to damage the protecting boot on the VBV
fuel gear motor assembly during removal.

01-04-2010

CAUTION (Installing the VBV stop mechanism and gear


motor): be careful not to cause damage to the
protecting boot on the VBV fuel gear motor assembly
during installation.
Keep the motor perpendicular to the mounting surface
to prevent damage to the splines, when you install the
VBV fuel gear motor on the VBV stop mechanism.
Use a second wrench to apply countertorque to the
nipple when you disconnect/connect hydraulic lines on
nipples.

For Training Purposes ONLY

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TMU75CG02-P01 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

AIR SYSTEM COMPONENTS - VBV COMPONENT GENERAL

For Training Purposes ONLY

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70 POWER PLANT (CFM56-5B)

AIR SYSTEM COMPONENTS


VBV GEAR MOTOR

VBV AND MASTER BALLSCREW ACTUATOR ASSEMBLY

IDENTIFICATION
FIN:

IDENTIFICATION
FIN:

LOCATION
ZONE: 453, 463

LOCATION
ZONE: 435, 445

VBV STOP MECHANISM

RIGGING: During installation of the VBV and master


ballscrew actuator assembly, use a special
wrench, ratchet-dual purpose VBV man control,
to close the VBV door until it contacts the
scoop (refer to AMM 75-31-50).

IDENTIFICATION
FIN:
LOCATION
ZONE: 453, 463

VBV AND BALLSCREW ACTUATOR ASSEMBLIES


IDENTIFICATION
FIN:

TMU75CG02-T02 LEVEL 3

UF94200

LOCATION
ZONE: 435, 436, 445, 446
RIGGING: During installation of a VBV and ballscrew
actuator assembly, set the VBV door in closed
position using the wrench, ratchet-dual
purpose VBV man control (refer to AMM
75-31-50).

AIR SYSTEM COMPONENTS


VBV FEEDBACK ROD
IDENTIFICATION
FIN:

01-04-2010

LOCATION
ZONE: 453, 463
RIGGING:

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TMU75CG02-P02 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

70 POWER PLANT (CFM56-5B)

AIR SYSTEM COMPONENTS - VBV GEAR MOTOR / VBV STOP MECH / VBV & MASTER BALLSCREW ACTR ASSY
/ VBV & BALLSCREW ACTR ASSYs.

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70 POWER PLANT (CFM56-5B)


VBV ROTARY VARIABLE DIFFERENTIAL TRANSDUCER (RVDT)
IDENTIFICATION
FIN:
LOCATION
ZONE: 453, 463

TMU75CG02-T03 LEVEL 3

UF94200

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 the sensor arm is aligned with the
mark.
(Refer to AMM 75-31-70)

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TMU75CG02-P03 LEVEL 3

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MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

AIR SYSTEM COMPONENTS - VBV FEEDBACK ROD / VBV RVDT

For Training Purposes ONLY

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70 POWER PLANT (CFM56-5B)

AIR SYSTEM COMPONENTS


VSV ACTUATORS

VSV BELLCRANK ASSEMBLIES

VSV: Variable Stator Vane

IDENTIFICATION
FIN:

IDENTIFICATION
FIN:

LOCATION
ZONE: 453, 454, 463, 464

LOCATION
ZONE: 453, 454, 463, 464
COMPONENT DESCRIPTION
There are two VSV actuators and linkage assemblies,
one on each side of the engine.
(RH side - channel A)
(LH side - channel B)

NOTE: One unit for each actuator. The bellcrank has


pre-rigging rods to provide correct positioning
when installed.

Each VSV actuator is hydraulically actuated by the HMU


and position feedback is sent to the ECU by an LVDT
contained in the actuator.

TMU75CG02-T04 LEVEL 3

UF94200

NOTE: For removal/installation, the actuator rod is


set in the 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.

01-04-2010

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70 POWER PLANT (CFM56-5B)

AIR SYSTEM COMPONENTS - VSV ACTUATORS / VSV BELLCRANK ASSEMBLIES

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70 POWER PLANT (CFM56-5B)

AIR SYSTEM COMPONENTS


TRANSIENT BLEED VALVE
IDENTIFICATION
FIN:
LOCATION
ZONE: 453, 463

TMU75CG02-T05 LEVEL 3

UF94200

COMPONENT DESCRIPTION
The Transient Bleed Valve is a butterfly valve driven
from the HMU by a fuel powered actuator.
Position feedback to the ECU is provided by a dual
channel LVDT installed on the actuator.
The TBV normal and fail safe position is closed.
The TBV controls the air flow from the HP compressor
9th stage to the LP turbine cavity to improve
compressor stall margin during start and transient
conditions.

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AIR SYSTEM COMPONENTS - TRANSIENT BLEED VALVE

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70 POWER PLANT (CFM56-5B)

AIR SYSTEM COMPONENTS


HPTACC VALVE
HPTACC: High Pressure Turbine Active Clearance Control
IDENTIFICATION
FIN:
LOCATION
ZONE: 454, 464
COMPONENT DESCRIPTION
The HPTACC valve has integrated a dual butterfly valves
driven by a single fuel powered actuator.
Position feedback to the ECU is provided by a dual
channel LVDT installed on the actuator.

TMU75CG02-T06 LEVEL 3

UF94200

One butterfly valve controls the flow from the 4th


stage compressor bleed while the other butterfly valve
controls the flow from the 9th stage compressor bleed.
The 4th stage air is mixed with the 9th stage air
downstream of the valve.

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AIR SYSTEM COMPONENTS - HPTACC VALVE

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70 POWER PLANT (CFM56-5B)

AIR SYSTEM COMPONENTS


T CASE SENSOR(S)
IDENTIFICATION
FIN:
LOCATION
ZONE: 453, 454, 463, 464
COMPONENT DESCRIPTION
The T Case sensor has a metal tube that houses two
dissimilar metal wires (chromel/alumel) in a magnesium
oxide insulation.

TMU75CG02-T07 LEVEL 3

UF94200

At the end of the tube, both wires are welded together


to make a thermocouple junction.
The other ends of the two wires are incorporated into
a connector at the forward side of the housing.
The thermocouple probe is spring loaded to ensure
permanent contact with the shroud support.

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AIR SYSTEM COMPONENTS - T CASE SENSOR(S)

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70 POWER PLANT (CFM56-5B)

AIR SYSTEM COMPONENTS


LPTACC VALVE
LPTACC: Low Pressure Turbine Active Clearance Control
IDENTIFICATION
FIN:
LOCATION
ZONE: 454, 464
COMPONENT DESCRIPTION
Low Pressure Turbine Active Clearance Control valve
is a butterfly valve. The valve consists of an outer
housing, a control plate, a linear actuator, 2 RVDT
sensors for feedback signals and a butterfly valve
actuation.

TMU75CG02-T08 LEVEL 3

UF94200

Under control of the PCR pressure applied at its head


end and a PC/PB modulated pressure applied at its rod
end, the linear actuator moves a rack controlling both
the opening and closing of the butterfly valve which
regulates the amount of air required for cooling the
turbine as a function of the engine operating
configuration (engine rating).

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AIR SYSTEM COMPONENTS - LPTACC VALVE

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70 POWER PLANT (CFM56-5B)

AIR SYSTEM COMPONENTS


NACELLE TEMPERATURE SENSOR
IDENTIFICATION
FIN: 13KS1, 13KS2

TMU75CG02-T09 LEVEL 3

UF94200

LOCATION
ZONE: 415, 425

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AIR SYSTEM COMPONENTS - NACELLE TEMPERATURE SENSOR

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70 POWER PLANT (CFM56-5B)

TMU75CG02 LEVEL 3

UF94200

THIS PAGE INTENTIONALLY LEFT BLANK

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70 POWER PLANT (CFM56-5B)

76 - ENGINE CONTROLS
76-00-00 ENGINE CONTROLS AND INDICATING
PRESENTATION

TMU76CA01 LEVEL 1

UF94200

CONTENTS:
General
Throttle levers
Engine Start Panel
Engine Manual Start Panel
FADEC Ground Power Panel
Engine 1 (2) Fire Panel
Indicating
Self Examination

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70 POWER PLANT (CFM56-5B)

ENGINE CONTROLS AND INDICATING PRESENTATION


GENERAL
The engine controls are located on the overhead panel
and on the center pedestal.
The indications are given on the ECAM displays.

In autothrust control mode, the N1 is commanded by


the ECU according to the thrust target demand from
the FMGC.
The throttle levers are used as a limit mode selector
device. In automatic thrust, the throttle levers do
not move.

THROTTLE LEVERS

TMU76CA01-T01 LEVEL 1

UF94200

The throttle levers are installed on the center


pedestal.
The throttle lever positions are transmitted by
electrical signals to the FADEC systems.
Each throttle lever is fitted with a reverse thrust
latching lever and an auto-thrust instinctive
disconnect pushbutton.
The throttle quadrant is graduated from 0 to 45. Idle
is at 0, the lever is moved in forward sector for
thrust and in the aft sector for reverse thrust.
The throttle lever has three detents marked CL (Climb),
FLX/MCT (FLeXiBle take-off or Maximun Continuous
Thrust), TOGA (Take-Off, Go-Around).
In the aft sector, the throttle lever also has a detent
at the beginning of the REVerse zone and a stop marked
FULL (FULL reverse) at the end of this zone.
Note that MCT position is also used for Flexible
Take-Off, which is a reduced power setting.
In manual thrust control mode the throttle lever acts
exactly like a throttle on traditional aircraft. So
thrust increases as you move the lever regardless of
the detents.

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70 POWER PLANT (CFM56-5B)

ENGINE CONTROLS AND INDICATING PRESENTATION


ENGINE START PANEL

FADEC GROUND POWER PANEL

On the center pedestal an ENGine start panel is


provided to control the engine start sequences.
Two ENG MASTER switches with two positions, "ON" or
"OFF", are provided to open or close the ENG 1(2) High
Pressure (HP)fuel shut-off valve and command and reset
the FADEC functions.
The rotary selector initiates either an IGNition START
sequence or a CRANK sequence.
The start sequence is achieved, in automatic mode,
when the ENGine MASTER switch is set to "ON" with the
"IGN START" selected.
After the start or crank sequence, the selector is set
back to the MODE NORMal position.
The red FIRE indicator light is activated in case of
fire detected and the amber indicator FAULT light is
activated in case of aborted start.

The FADEC is normally supplied with power by a


dedicated generator driven by the gearbox, when the
engine is running.
At engine shut-down, the FADEC is still supplied from
the aircraft network during 5 minutes.
After the 5 minutes the FADEC is automatically
de-powered and can be re-powered for maintenance
purposes by using the FADEC GND PWR pushbutton.
ENGINE 1 (2) FIRE PANEL
When the engine fire pushbutton is released out, for
isolation purposes, the low pressure (LP) fuel shut-off
valve is closed, and the Engine Interface Unit cuts
off the aircraft electrical supply to the FADEC system.

ENGINE MANUAL START PANEL

TMU76CA01-T02 LEVEL 1

UF94200

The ENGine MANual START panel has two guarded push


buttons to operate the corresponding start valves in
the manual start mode or during an engine cranking.

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70 POWER PLANT (CFM56-5B)

ENGINE CONTROLS AND INDICATING PRESENTATION


INDICATING

TMU76CA01-T03 LEVEL 1

UF94200

The engine primary parameters are permanently


displayed on the ECAM upper display.
The screen shows the various indications and their
arrangement.
The secondary parameters are displayed on the ENGine
page of the ECAM lower display.
In case of pressure loss across the fuel filter or the
main scavenge oil filter, some additional indications
appear.
During the starting sequence, nacelle temperature is
no longer displayed; start valve position, selected
ignitor and bleed pressure indications appear.
Fuel used, oil quantity and vibration indications are
also displayed on the ECAM cruise page.

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70 POWER PLANT (CFM56-5B)

76 - ENGINE CONTROLS
76-10-00 ENGINE THRUST CONTROL
ARCHITECTURE

TMU76CB01 LEVEL 1

UF94200

CONTENTS:
System Philosophy
Manual Thrust
Thrust Limit Selection
Thrust Limit Mode
Autothrust Function
Autothrust Active
Alpha Floor
Self Examination

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70 POWER PLANT (CFM56-5B)

ENGINE THRUST CONTROL ARCHITECTURE


SYSTEM PHILOSOPHY

AUTOTHRUST FUNCTION

The thrust control includes the same functions as a


conventional aircraft : manual thrust setting, thrust
limit selection, autothrust function.

The Flight Management Guidance Computer (FMGC)


computes the thrust according to the data inserted
into the MCDU, the Flight Control Unit (FCU) and also
the engine parameters from the Electronic Control Unit.
The thrust computation is sent to the ECU via the FCU
and the EIU.

MANUAL THRUST
In manual mode, the Electronic Control Unit (ECU)
computes a thrust corresponding to the throttle lever
position.
The Electronic Control Unit controls the fuel metering
in such a way that computed fuel flow leads to a desired
thrust.
THRUST LIMIT SELECTION
A thrust limit is selected when the throttle lever is
in a corresponding detent. The mode and its limit value
are displayed on the Engine and Warning Display.
When the throttle lever is between two detents, the
limit value displayed corresponds to the upper detent,
but the engine thrust limit corresponds to the actual
throttle lever position.

AUTOTHRUST ACTIVE
In flight, the autothrust function is ensured when the
autothrust is engaged and active.
Autothrust engaged, Auto/THRust P/B comes on green.
Autothrust active : normally, in flight, the throttle
levers should be in the CLimb detent.
ALPHA FLOOR
When an alpha floor condition is detected, the Flight
Management Guidance Computer sends a signal to the
Electronic Control Unit to drive the engine to TAKE
OFF thrust (TOGA) regardless of throttle lever
position, autothrust engaged or not.

TMU76CB01-T01 LEVEL 1

UF94200

THRUST LIMIT MODE


The different thrust limit modes are as follows :
- IDLE,
- CLimb (CL),
- Max ConTinuous or FLEXible take off (MCT/FLX)
- There is a mechanical stop for Take Off/Go
Around (TOGA).

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ENGINE THRUST CONTROL ARCHITECTURE

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70 POWER PLANT (CFM56-5B)

76 - ENGINE CONTROLS
76-10-00 ENGINE THRUST MANAGEMENT

TMU76CC01 LEVEL 3

UF94200

CONTENTS:
Basic Information
Autothrust Control Mode
Manual Control Mode
Self Examination

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70 POWER PLANT (CFM56-5B)

ENGINE THRUST MANAGEMENT


BASIC INFORMATION

TMU76CC01-T01 LEVEL 3

UF94200

PREDICTED N1
The predicted N1 is indicated by a white circle on the
N1 indicator and corresponds to the value determined
by the Throttle Lever Angle (TLA).

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ENGINE THRUST MANAGEMENT - BASIC INFORMATION - PREDICTED N1

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70 POWER PLANT (CFM56-5B)

ENGINE THRUST MANAGEMENT


BASIC INFORMATION (CONTD)
THRUST LIMIT MODES
The throttle levers are used as thrust limit mode
selectors. Depending on the throttle lever position,
a thrust limit mode is selected and appears on the
upper ECAM display.
If the throttle levers are set between two detent
points, the upper detent will determine the thrust
limit mode.

TMU76CC01-T02 LEVEL 3

UF94200

Thrust limit modes:


- CL: CLimb
- FLX: FLeXible take off
- MCT: Maximum Continuous Thrust
- TOGA: Take Off/Go Around.

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TMU76CC01-P02 LEVEL 3

UF94200

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70 POWER PLANT (CFM56-5B)

ENGINE THRUST MANAGEMENT - BASIC INFORMATION (CONTD) - THRUST LIMIT MODES

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70 POWER PLANT (CFM56-5B)

ENGINE THRUST MANAGEMENT


BASIC INFORMATION (CONTD)

TMU76CC01-T03 LEVEL 3

UF94200

N1 LIMIT
For each thrust limit mode selection, an N1 limit is
computed according to the Air Data and appears on the
upper ECAM display beside the thrust limit mode
indication.

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TMU76CC01-P03 LEVEL 3

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70 POWER PLANT (CFM56-5B)

ENGINE THRUST MANAGEMENT - BASIC INFORMATION (CONTD) - N1 LIMIT

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70 POWER PLANT (CFM56-5B)

ENGINE THRUST MANAGEMENT


BASIC INFORMATION (CONTD)

TMU76CC01-T04 LEVEL 3

UF94200

N1 TARGET
For its autothrust function, the Flight Management and
Guidance System computes an N1 target according to Air
Data and engine parameters and sends it to the
Electronic Control Unit (ECU).

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TMU76CC01-P04 LEVEL 3

UF94200

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01-04-2010

70 POWER PLANT (CFM56-5B)

ENGINE THRUST MANAGEMENT - BASIC INFORMATION (CONTD) - N1 TARGET

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70 POWER PLANT (CFM56-5B)

ENGINE THRUST MANAGEMENT


BASIC INFORMATION (CONTD)
N1 COMMAND
The N1 command, used to regulate the fuel flow, is the
FMGC N1 target when the autothrust function is active.
When the autothrust function is not active, the N1
command is the N1 corresponding to the Throttle Lever
Angle (TLA).

TMU76CC01-T05 LEVEL 3

UF94200

N1 command is:
- N1 target
- or N1 corresponding to TLA.

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70 POWER PLANT (CFM56-5B)

ENGINE THRUST MANAGEMENT - BASIC INFORMATION (CONTD) - N1 COMMAND

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70 POWER PLANT (CFM56-5B)

ENGINE THRUST MANAGEMENT


BASIC INFORMATION (CONTD)

TMU76CC01-T06 LEVEL 3

UF94200

ACTUAL N1
The actual N1 is the actual value given by the N1 speed
sensor.
The actual N1 is displayed in green on the N1 indicator.
The actual N1 signal is also compared to the N1 command.

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70 POWER PLANT (CFM56-5B)

ENGINE THRUST MANAGEMENT - BASIC INFORMATION (CONTD) - ACTUAL N1

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70 POWER PLANT (CFM56-5B)

ENGINE THRUST MANAGEMENT


AUTOTHRUST CONTROL MODE
The autothrust function is engaged when the Autothrust
(A/THR) pushbutton is on.
A/THR engages:
- When the A/THR pushbutton is pressed in.
- At take-off power application.
AUTOTHRUST ACTIVE
When engaged, the autothrust function comes active
when the throttle Levers are set to CLimb detent after
take off.
The N1 command is the FMGC N1 target.
A/THR function is active when the throttle levers are
set between IDLE and CL (including CL) with 2 engines
running.
NOTE: The A/THR active range is extended to MCT in the
case of single engine operation.

TMU76CC01-T07 LEVEL 3

UF94200

When the throttle levers are set between two detent


points, the N1 command is limited by the throttle lever
position.
NOTE : In alpha floor condition the A/THR function
becomes active automatically.
The N1 target is TOGA.

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ENGINE THRUST MANAGEMENT - AUTOTHRUST CONTROL MODE - AUTOTHRUST ACTIVE

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70 POWER PLANT (CFM56-5B)

ENGINE THRUST MANAGEMENT


AUTOTHRUST CONTROL MODE (CONTD)
AUTOTHRUST NOT ACTIVE
When engaged, the autothrust function becomes inactive
when the throttle Levers are set above CLimb with 2
engines running.
The N1 command corresponds to the TLA.
NOTE: A/THR function is not active above MCT in case
of single engine operation.

TMU76CC01-T08 LEVEL 3

UF94200

The A/THR function is disengaged when the throttle


levers are set at IDLE stop.

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70 POWER PLANT (CFM56-5B)

ENGINE THRUST MANAGEMENT - AUTOTHRUST CONTROL MODE (CONTD) - AUTOTHRUST NOT ACTIVE

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70 POWER PLANT (CFM56-5B)

ENGINE THRUST MANAGEMENT


MANUAL CONTROL MODE

TMU76CC01-T09 LEVEL 3

UF94200

When the autothrust function is not engaged, the


Electronic Control Unit processes the N1 command signal
according to the Throttle Lever Angle (TLA).
Manual mode: A/THR not engaged.

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MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

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ENGINE THRUST MANAGEMENT - MANUAL CONTROL MODE

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70 POWER PLANT (CFM56-5B)

76 - ENGINE CONTROLS
76-12-00 ENGINE HP FUEL SHUT OFF VALVE
CONTROL

TMU76CD01 LEVEL 3

UF94200

CONTENTS:
General
Engine Master Lever Opening Command
Engine Master Lever Closure Command
Monitoring
Self Examination

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70 POWER PLANT (CFM56-5B)

ENGINE HP FUEL SHUT OFF VALVE CONTROL


GENERAL

MONITORING

The HP fuel Shut Off Valve (SOV) can be controlled


from the cockpit through the engine start panel or by
the ECU during engine start.

The HP fuel Shut Off Valve is monitored by two micro


switches which send signals to the ECU and then the
EIU.
In case of disagreement between control and position,
an ECAM warning is triggered and the FAULT light comes
on.

ENGINE MASTER LEVER OPENING COMMAND


During the start sequence the ECU controls the opening
of the HP fuel Shut Off Valve, through the Fuel Metering
Valve, when the rotary selector is to IGNition START
and the master lever to ON.
When the Fuel Metering Valve is opened, by the ECU,
it provides a command pressure to open the HP fuel
Shut Off Valve.
Opening of the HP fuel Shut Off Valve is also possible
when the rotary selector is set to CRANK to permit a
wet motoring.

TMU76CD01-T01 LEVEL 3

UF94200

ENGINE MASTER LEVER CLOSURE COMMAND


The closure of the HP fuel Shut Off Valve is controlled
directly from the MASTER lever when set in the OFF
position.
When it is set in the OFF position, it energizes the
HP fuel Shut Off latching solenoid.
The cockpit commanded closed signal, from the MASTER
lever, has priority over the ECU command.
During the start sequence, if a start abort is
initiated, the ECU will close the HP fuel Shut Off
Valve through the Fuel Metering Valve.

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ENGINE HP FUEL SHUT OFF VALVE CONTROL

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70 POWER PLANT (CFM56-5B)

76 - ENGINE CONTROLS
76-00-00 ENGINE LP FUEL SHUT-OFF VALVE
CONTROL

TMU76CE01 LEVEL 3

UF94200

CONTENTS:
General
Engine Master Lever Control
Engine Fire Pushbutton Command
Self Examination

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70 POWER PLANT (CFM56-5B)

ENGINE LP FUEL SHUT-OFF VALVE CONTROL


GENERAL
The LP fuel shut-off valve operation is controlled
from the engine fire panel or from the engine start
panel.
ENGINE MASTER LEVER CONTROL
When the MASTER lever is set to OFF, both
electrical motors drive the LP shut-off valve to
the closed position.
ENGINE FIRE PUSHBUTTON COMMAND

TMU76CE01-T01 LEVEL 3

UF94200

When the ENG FIRE pushbutton is released out, both


electrical motors drive the LP shut-off valve to the
closed position.

01-04-2010

For Training Purposes ONLY

Page 282

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TMU76CE01-P01 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

ENGINE LP FUEL SHUT OFF VALVE CONTROL

For Training Purposes ONLY

Page 283

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70 POWER PLANT (CFM56-5B)

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

TMU76CF03 LEVEL 3

UF94200

CONTENTS:
Throttle Lever
Mechanical Box
Throttle Control Unit
Mechanical Linkage Adjustment
HP Fuel Shut Off Solenoid
LP Fuel Shut Off Valve

01-04-2010

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70 POWER PLANT (CFM56-5B)

ENGINE CONTROLS COMPONENTS


THROTTLE LEVER(S)

MECHANICAL BOX(ES)

IDENTIFICATION
FIN:

IDENTIFICATION
FIN:

LOCATION
ZONE: 210

LOCATION
ZONE: 120

TMU76CF03-T01 LEVEL 3

UF94200

COMPONENT DESCRIPTION
An adjustment screw is provided at the lower part of
each mechanical box to adjust the artificial feel.

01-04-2010

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TMU76CF03-P01 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

ENGINE CONTROLS COMPONENTS - THROTTLE LEVER(S) / MECHANICAL BOX(ES)

For Training Purposes ONLY

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70 POWER PLANT (CFM56-5B)

ENGINE CONTROLS COMPONENTS


THROTTLE CONTROL UNIT(S)

MECHANICAL LINKAGE ADJUSTMENT

IDENTIFICATION
FIN: 8KS1, 8KS2

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.

LOCATION
ZONE: 120
COMPONENT DESCRIPTION
2 units (one per engine)
Each unit consists of:
- 2 resolvers, one per ECU channel.
The relationship between the Throttle Lever
Angle (TLA) and the Throttle Resolver Angle
(TRA) is linear.
1 DEG TLA corresponds to 1.9 DEG TRA.

- 6 potentiometers fitted three by three and


electrically connected in pairs. Only two pairs
are in service, they send signals to the Spoiler
Elevator Computers (SECs) used for the ground
spoiler extension function and the third
defence line of the thrust reverser.

- 1 microswitch dedicated to the EIU and used


TMU76CF03-T02 LEVEL 3

UF94200

for the thrust reverser control logic.

01-04-2010

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TMU76CF03-P02 LEVEL 3

UF94200

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70 POWER PLANT (CFM56-5B)

ENGINE CONTROLS COMPONENTS - THROTTLE CONTROL UNIT(S) / MECHANICAL LINKAGE ADJUSTMENT

01-04-2010

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70 POWER PLANT (CFM56-5B)

ENGINE CONTROLS COMPONENTS


HP FUEL SHUT-OFF SOLENOID

LP FUEL SOV

IDENTIFICATION
FIN: 4000KC

IDENTIFICATION
FIN: 9QG, 10QG

LOCATION
ZONE: 437, 447

LOCATION
ZONE: 522, 622

TMU76CF03-T03 LEVEL 3

UF94200

COMPONENT DESCRIPTION
It provides closure of the HP fuel SOV in the HMU
It is not replaceable.
You must remove the HMU assembly.

01-04-2010

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TMU76CF03-P03 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

ENGINE CONTROLS COMPONENTS - HP FUEL SHUTOFF SOLENOID / LP FUEL SOV

For Training Purposes ONLY

Page 291

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70 POWER PLANT (CFM56-5B)

TMU76CF03 LEVEL 3

UF94200

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70 POWER PLANT (CFM56-5B)

77 - ENGINE INDICATING
77-00-00 ECAM PAGE DESCRIPTION
CONTENTS:
EWD: (UPPER ECAM) ENGINE/WARNING DISPLAY

SD: (LOWER ECAM) SYSTEM DISPLAY - ENGINE PAGE

LP Rotor Speed (N1) Indication


EGT Indication
HP Rotor Speed (N2) Indication
Fuel Flow Indication
Thrust Limit Mode
N1 Rating Limit

Fuel Used Indication


Oil Quantity Indication
Oil Pressure Indication
Oil Temperature Indication
Ignition Indication
Start Valve Position
Engine Bleed Pressure
Nacelle Temperature Indication
Vibration Indication
Oil Filter Clog Indication
Fuel Filter Clog Indication
SD: (LOWER ECAM) SYSTEM DISPLAY - CRUISE PAGE
Fuel Used Indication
Oil Quantity Indication
Vibration Indication

TMU77CA01 LEVEL 3

UF94200

SELF-EXAMINATION

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70 POWER PLANT (CFM56-5B)

ECAM PAGE DESCRIPTION


EWD: (UPPER ECAM) ENGINE/WARNING DISPLAY
are permanently
display called

TMU77CA01-T01 LEVEL 3

UF94200

The Engine primary parameters


displayed on the ECAM upper
Engine/Warning Display (EWD).

01-04-2010

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TMU77CA01-P01 LEVEL 3

UF94200

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01-04-2010

70 POWER PLANT (CFM56-5B)

ECAM PAGE DESCRIPTION - EWD

For Training Purposes ONLY

Page 295

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TMU77CA01-P02 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

ECAM PAGE DESCRIPTION - EWD

For Training Purposes ONLY

Page 296

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TMU77CA01-P03 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

ECAM PAGE DESCRIPTION - EWD

For Training Purposes ONLY

Page 297

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TMU77CA01-P04 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

ECAM PAGE DESCRIPTION - EWD

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70 POWER PLANT (CFM56-5B)

TMU77CA01 LEVEL 3

UF94200

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70 POWER PLANT (CFM56-5B)

ECAM PAGE DESCRIPTION


SD: (LOWER ECAM) SYSTEM DISPLAY - ENGINE PAGE

TMU77CA01-T05 LEVEL 3

UF94200

The secondary parameters are displayed on the ECAM


lower display called System Display (SD) when it is
selected manually or automatically.

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TMU77CA01-P05 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

ECAM PAGE DESCRIPTION - SD (ENGINE PAGE)

For Training Purposes ONLY

Page 301

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TMU77CA01-P06 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

ECAM PAGE DESCRIPTION - SD (ENGINE PAGE)

For Training Purposes ONLY

Page 302

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TMU77CA01-P07 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

ECAM PAGE DESCRIPTION - SD (ENGINE PAGE)

For Training Purposes ONLY

Page 303

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TMU77CA01-P08 LEVEL 3

UF94200

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01-04-2010

70 POWER PLANT (CFM56-5B)

ECAM PAGE DESCRIPTION - SD (ENGINE PAGE)

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70 POWER PLANT (CFM56-5B)

TMU77CA01 LEVEL 3

UF94200

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70 POWER PLANT (CFM56-5B)

ECAM PAGE DESCRIPTION


SD: (LOWER ECAM) SYSTEM DISPLAY - CRUISE PAGE
The CRUISE page is automatically selected and replaces
the ENGINE page when the following conditions are met:
- flight phase 6 (or cruise phase)
- slats and flaps retracted
- no take-off power
The cruise page is automatically replaced by the wheel
page below 800 ft .
Fuel used, oil quantity and vibration indications are
also displayed on the ECAM cruise page.
FUEL USED INDICATION
The indication of the ENGINE page is repeated with the
same characteristics.
OIL QUANTITY INDICATION
The needle and the digital indications of the ENGINE
page is only replaced by digital green indication which
pulses with the same advisory threshold.

TMU77CA01-T09 LEVEL 3

UF94200

VIBRATION INDICATION
The indication of the ENGINE page is repeated with the
same characteristics.

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TMU77CA01-P09 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

ECAM PAGE DESCRIPTION - SD (CRUISE PAGE)

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70 POWER PLANT (CFM56-5B)

77 - ENGINE INDICATING
77-00-00 ENGINE WARNINGS

TMU77CB01 LEVEL 3

UF94200

CONTENTS :
Low N1
EGT, N1 or N2 Overlimit
Throttle Lever Disagree
Throttle Lever Fault
Oil Low Pressure
Oil High Temperature
Oil Filter Clog
Fuel Filter Clog

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70 POWER PLANT (CFM56-5B)

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.

TMU77CB01-T01 LEVEL 3

UF94200

This warning appears when there is a low N1 rotation


speed during engine start.

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TMU77CB01-P01 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

ENGINE WARNINGS - LOW N1

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70 POWER PLANT (CFM56-5B)

ENGINE WARNINGS
EGT, N1 OR N2 OVERLIMIT
In case of EGT, N1 or N2 overlimit 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 upper ECAM display.
This warning appears when EGT exceeds 950

TMU77CB01-T02 LEVEL 3

UF94200

The overlimit for : - N1 is 104% and the corresponding


message is "ENG 1(2) N1 OVERLIMIT"
- N2 is 105% and the corresponding
message is "ENG 1(2) N2 OVERLIMIT"

01-04-2010

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TMU77CB01-P02 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

ENGINE WARNINGS - EGT, N1 OR N2 OVERLIMIT

For Training Purposes ONLY

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70 POWER PLANT (CFM56-5B)

ENGINE WARNINGS
THROTTLE LEVER DISAGREE
In case of throttle 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.

TMU77CB01-T03 LEVEL 3

UF94200

This warning appears when there is a disagreement


between both resolvers of a throttle lever.

01-04-2010

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TMU77CB01-P03 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

ENGINE WARNINGS - THROTTLE LEVER DISAGREE

For Training Purposes ONLY

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70 POWER PLANT (CFM56-5B)

ENGINE WARNINGS
THROTTLE LEVER FAULT
In case of throttle 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.
both

resolvers

on

one

TMU77CB01-T04 LEVEL 3

UF94200

This warning appears when


throttle lever are lost.

01-04-2010

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TMU77CB01-P04 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

ENGINE WARNINGS - THROTTLE LEVER FAULT

For Training Purposes ONLY

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70 POWER PLANT (CFM56-5B)

ENGINE WARNINGS
OIL LOW PRESSURE
In case of oil low pressure warning, the master warning
flashes and the aural warning sounds (continious
repetitive chime).
The failure is shown red on the upper ECAM display.

TMU77CB01-T05 LEVEL 3

UF94200

This warning appears when the oil pressure is lower


than 13 PSI.

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TMU77CB01-P05 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

ENGINE WARNINGS - OIL LOW PRESSURE

For Training Purposes ONLY

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70 POWER PLANT (CFM56-5B)

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.

TMU77CB01-T06 LEVEL 3

UF94200

This warning appears when the engine oil temperature


is between 140 oC and 155 oC for more than 15 mn, or
if the oil temperature is greater than 155 oC.

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TMU77CB01-P06 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

ENGINE WARNINGS - OIL HIGH TEMPERATURE

For Training Purposes ONLY

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70 POWER PLANT (CFM56-5B)

ENGINE WARNINGS
OIL FILTER CLOG
In case of oil filter clog warning, the failure is
shown amber on the ECAM diplays.

TMU77CB01-T07 LEVEL 3

UF94200

This warning appears when the pressure loss across the


main supply oil filter is excessive (Differential
pressure 25.5 PSI).

01-04-2010

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TMU77CB01-P07 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

ENGINE WARNINGS - OIL FILTER CLOG

For Training Purposes ONLY

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70 POWER PLANT (CFM56-5B)

ENGINE WARNINGS
FUEL FILTER CLOG
In case of fuel filter clog warning, the failure is
shown amber on the ECAM diplays.

TMU77CB01-T08 LEVEL 3

UF94200

This warning appears when the pressure loss across the


fuel filter is excessive (Differential pressure
greater than 11.5 PSI).

01-04-2010

For Training Purposes ONLY

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TMU77CB01-P08 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

ENGINE WARNINGS - FUEL FILTER CLOG

For Training Purposes ONLY

Page 325

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70 POWER PLANT (CFM56-5B)

TMU77CB01 LEVEL 3

UF94200

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01-04-2010

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70 POWER PLANT (CFM56-5B)

77 - ENGINE INDICATING - GENERAL


77-30-00 ENGINE VIBRATION MONITORING
DESCRIPTION/OPERATION

TMU77CC09 LEVEL 3

UF94200

CONTENTS:
Accelerometers
Engine Vibration Monitoring Unit (EVMU)
Vibration Indications
Interfaces
Self Examination

01-04-2010

For Training Purposes ONLY

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70 POWER PLANT (CFM56-5B)

ENGINE VIBRATION MONITORING DESCRIPTION/OPERATION


ACCELEROMETERS

INTERFACES

Two accelerometers intalled on each engine permit N1


and N2 vibrations to be measured.
The first is fitted on the number 1 bearing, the second
on the Turbine Rear Frame.
- Number 1 Bearing accelerometer, normal pick-up,
provides N1 and N2 vibration frequencies.
- The Turbine Rear Frame (TRF) accelerometer is
in standby and is also used with the first to
analyse results for engine balancing.

The EVMU interfaces with the ECAM, the Centralized


Fault Display System (CFDS) and the Aircraft Integrated
Data System (AIDS).
CFDS interfaces : Maintenance fault messages
Vibration data analysis.
AIDS Interfaces : Performance data reports

and

NOTE: There is no interface with the ECU.

ENGINE VIBRATION MONITORING (EMVU)


An Engine Vibration Monitoring Unit (EVMU) monitors
the N1 and N2 levels of both engines.
The EVMU processes for each engine, the N1 and N2
vibration spectrums in terms of:
- N1 and N2 speeds.
- Number 1 Bearing or TRF acceleration frequency
signals.
The EVMU also computes the position and the amplitude
of the unbalance and is capable of on board fan trim
balancing.

TMU77CC09-T01 LEVEL 3

UF94200

VIBRATION INDICATION
The N1 and N2 vibrations of the left and right engines
are displayed on the engine and cruise pages.
The maximum value that can be displayed is of 10 units.
- 10 units for N1 rotor corresponds to 10 MILS
(MILS = Milli-Inch).
- 10 units for N2 rotor corresponds to 4 IPS
(IPS = Inch per Second).

01-04-2010

For Training Purposes ONLY

Page 328

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TMU77CC09-P01 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

ENGINE VIBRATION MONITORING

For Training Purposes ONLY

Page 329

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70 POWER PLANT (CFM56-5B)

77 - ENGINE INDICATING
77-30-00 ENGINE VIBRATION COMPONENTS

TMU77CZ03 LEVEL 3

UF94200

CONTENTS:
Engine Vibration Monitoring Unit (EVMU)
Number 1 Bearing Vibration Sensor
Turbine Rear Frame (TRF) Vibration Sensor

01-04-2010

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70 POWER PLANT (CFM56-5B)

ENGINE VIBRATION COMPONENTS


CAUTIONS For removal operations:
- Warning notices must be put to tell not to
start engine 1 (2) and not to set ENGine/FADEC
GRouND PoWeR 1 (2) pushbutton to ON.
- Make sure that engine 1 (2) has been shut
down for at least 5 minutes.
ENGINE VIBRATION MONITORING UNIT (EVMU)
IDENTIFICATION
FIN: 2EV
LOCATION
ZONE: 128

TMU77CZ03-T01 LEVEL 3

UF94200

COMPONENT DESCRIPTION
The Engine Vibration Monitoring Unit (EVMU) is located
in the avionics compartment shelf 86 VU.
The EVMU is composed of:
- 1 power supply module,
- 2 channel modules,
- 1 balancing module,
- 1 data processing module.
These modules are removable parts and are repairable
sub-assemblies.

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TMU77CZ03-P01 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

ENGINE VIBRATION COMPONENTS - ENGINE VIBRATION MONITORING UNIT (EVMU)

For Training Purposes ONLY

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70 POWER PLANT (CFM56-5B)

ENGINE VIBRATION COMPONENTS


NUMBER 1 BEARING VIBRATION SENSOR

TURBINE REAR FRAME (TRF) VIBRATION SENSOR

IDENTIFICATION
FIN: 4002EV

IDENTIFICATION
FIN: 4003EV

LOCATION
ZONE: 436, 446

LOCATION
ZONE: 453, 463

COMPONENT DESCRIPTION
This is the primary accelerometer.
It is located on the No 1 and No 2 bearing support
(near No 1).
The sensor cable is routed through the fan frame.

COMPONENT DESCRIPTION
This is the second and backup accelerometer used in
conjunction with the No 1 to monitor and, if necessary,
to perform the fan trim balance procedure.

This assembly cannot be replaced by on line maintenance


but only when the fan module assembly is removed.

It is installed at the 12 oclock position on the front


flange of the Turbine Rear Frame (TRF).
It consists of a housing including the sensing element
and is provided with a flange for attachment on the
TRF, a semi-rigid cable and a connector.

TMU77CZ03-T02 LEVEL 3

UF94200

NOTE: The sensors of the No 1 bearing and TRF are of


the piezo-electric type.

01-04-2010

For Training Purposes ONLY

Page 334

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TMU77CZ03-P02 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

70 POWER PLANT (CFM56-5B)

ENGINE VIBRATION COMPONENTS - NUMBER 1 BEARING VIBRATION SENSOR / TURBINE REAR FRAME
(TRF) VIBRATION SENSOR

01-04-2010

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70 POWER PLANT (CFM56-5B)

TMU77CZ03 LEVEL 3

UF94200

THIS PAGE INTENTIONALLY LEFT BLANK

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70 POWER PLANT (CFM56-5B)

78 - EXHAUST - THRUST REVERSER


78-30-00 THRUST REVERSER SYSTEM
PRESENTATION

TMU78CA03 LEVEL 1

UF94200

CONTENTS:
Reverser Design
Hydraulic Supply
Actuation
Reverser Control
Reverser Indicating
Maintenance Practice
Self Examination

01-04-2010

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70 POWER PLANT (CFM56-5B)

THRUST REVERSER SYSTEM PRESENTATION


REVERSER DESIGN

REVERSER CONTROL

The thrust reverser system is of the aerodynamic


blockage type.
It consists of 4 pivoting blocker doors which stop and
redirect fan discharge airflow. Two doors are installed
on each "C" duct.
Thrust reverser operation is possible on ground only.

Basically the thrust reverser system is controlled


through the ECU from the two reverser latching levers
located on the throttle control levers.
The Hydraulic Control Unit has a pressurizing valve
and a directional valve to select deploy or stow mode.
The directional valve is operated to deploy only.

HYDRAULIC SUPPLY

For third
Computers
Valve and
Hydraulic

The thrust reverser system is hydraulically supplied


by the corresponding hydraulic pump on the engine.
The thrust reverser is isolated from the hydraulic
supply by a Shut Off Valve.

TMU78CA03-T01 LEVEL 1

UF94200

ACTUATION
Each door is operated by an hydraulic actuator. The
actuators receive fluid from the Hydraulic Control
Unit (HCU) which is controlled by the Electronic
Control Unit (ECU).
Two independent latch mechanisms maintain each
pivoting blocker door in the stowed position, one
inside the actuator and the second with the door latch.
The door latches are hydraulically released in series
at the beginning of the deploy sequence.

01-04-2010

defence line purposes, the Spoiler Elevator


(SECs) have previously opened the Shut Off
the hydraulic pressure is supplied to the
Control Unit.

Then, the EIU permits reverser deployment by


energization of the inhibition relay, so the
directional valve could be open by the ECU.
To command the thrust reverser, the ECU needs an
"aircraft on ground" signal supplied by the Landing
Gear Control and Interface Units (LGCIUs).
REVERSER INDICATING
The actual state of the thrust reverser is shown on
the ECAM warning display (REV indication in the middle
of N1 dial).
The signals come from the stow and deploy position
switches.
Reverse thrust is allowed when reversers are deployed.

For Training Purposes ONLY

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TMU78CA03-P01 LEVEL 1

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

THRUST REVERSER SYSTEM PRESENTATION

For Training Purposes ONLY

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70 POWER PLANT (CFM56-5B)

THRUST REVERSER SYSTEM PRESENTATION


MAINTENANCE PRACTICE
To help trouble shooting, a reverser test can be
performed through the MCDU.
For maintenance purposes or to increase aircraft
dispatch, the HCU is fitted with a deactivation lever
to deactivate the thrust reverser system.
Under the lock-out procedure, lock-out bolts should
be installed.

TMU78CA03-T01 LEVEL 1

UF94200

WARNING:
The thrust reverser system should be deactivated using
the HCU lever, before working on the system or on the
engine.
If not, the thrust reverser can accidentally operate
and cause serious injuries to personnel and/or damage
to the reverser.

01-04-2010

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70 POWER PLANT (CFM56-5B)

TMU78CA03 LEVEL 1

UF94200

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01-04-2010

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70 POWER PLANT (CFM56-5B)

78 - EXHAUST - THRUST REVERSER


78-30-00 THRUST REVERSER MANAGEMENT

TMU78CC03 LEVEL 3

UF94200

CONTENTS:
General
Thrust Reverser Actuation
Thrust Reverser Control
Thrust Reverser Indication
CFDS Interface
Self Examination

01-04-2010

For Training Purposes ONLY

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70 POWER PLANT (CFM56-5B)

THRUST REVERSER MANAGEMENT


GENERAL

THRUST REVERSER CONTROL

The thrust reverser system is controlled independently


for each engine by the associated FADEC system.

When the reverse thrust is selected in the cockpit,


the following sequence occurs :

THRUST REVERSER ACTUATION


The hydraulic power required for the actuators is
supplied by the normal aircraft hydraulic system:
- green system for engine 1
- yellow system for engine 2.
A Shut Off Valve (SOV) located upstream of the
Hydraulic Control Unit (HCU) achieves an independent
locking system.
Each channel of the ECU controls and monitors solenoid
valves included in the HCU which provides the actuation
of four pivoting doors.

TMU78CC03-T01 LEVEL 3

UF94200

The HCU provides the sequence and functions of


unlocking, deploying, stowing and locking of the
actuators and latches of the pivoting doors.

- When the potentiometers detect a Throttle Lever Angle


(TLA) lower than -3, the SOV opens if the altitude
is less than 10 feet and if high forward thrust
(TLA <30) is not selected on opposite engine. Then
the HCU is supplied hydraulically.
The SOV is controlled energized open by the Spoiler
Elevator Computers (SECs) through the static and power
relays.
- When the switch of the throttle control unit detects
a TLA lower than -3.8, the EIU energizes the
inhibition relay.
- When the aircraft is on ground with engines running
(N2 condition) and the resolvers detecting a TLA lower
than -4.3, the ECU controls the thrust reverser
operation through the HCU.
The stow and deploy switches are used to monitor the
pivoting door position and for ECU control.

The HCU includes a pressurizing valve, a pressure


switch and a directional valve which is controlled
through the inhibition relay.

01-04-2010

For Training Purposes ONLY

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TMU78CC03-P01 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

THRUST REVERSER MANAGEMENT

For Training Purposes ONLY

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70 POWER PLANT (CFM56-5B)

THRUST REVERSER MANAGEMENT


THRUST REVERSER INDICATION
The thrust reverser operating sequences are displayed
in the cockpit on the Engine/ Warning Display (EWD).
An amber REVerse indication appears when the doors are
in transit and then becomes green when the doors are
deployed.
CFDS INTERFACE
The Centralized Fault Display System (CFDS) interfaces
with the EIU to provide thrust reverser fault
diagnostics.

TMU78CC03-T01 LEVEL 3

UF94200

For maintenance purposes, a thrust reverser test can


be performed through the MCDU menus.
In this case the Centralized Fault Display Unit (CFDIU)
simulates an engine running (N2 condition) to permit
the thrust reverser deployment.

01-04-2010

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70 POWER PLANT (CFM56-5B)

TMU78CC03 LEVEL 3

UF94200

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01-04-2010

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70 POWER PLANT (CFM56-5B)

78 - EXHAUST - THRUST REVERSER


78-30-00 THRUST REVERSER SYSTEM D/O

TMU78CB03 LEVEL 3

UF94200

CONTENTS:
General
Deploy Sequence
Stow Sequence
Self Examination

01-04-2010

For Training Purposes ONLY

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70 POWER PLANT (CFM56-5B)

THRUST REVERSER SYSTEM D/O


GENERAL
The thrust reverser system is hydraulically actuated
by the corresponding hydraulic pump on the engine
(yellow system for Eng 2, green system for Eng 1) via
an isolation Shut Off Valve (SOV).

TMU78CB03-T01 LEVEL 3

UF94200

The Hydraulic Control Unit (HCU) includes :


- a pressurizing solenoid valve with a mechanical
inibition system,
- a directional solenoid valve,
- a pressure switch,
- a flow limiter,
- a filter and clogging indicator,
- a bleed valve.

01-04-2010

For Training Purposes ONLY

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TMU78CB03-P01 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

THRUST REVERSER SYSTEM D/O - GENERAL

For Training Purposes ONLY

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70 POWER PLANT (CFM56-5B)

THRUST REVERSER SYSTEM D/O


DEPLOY SEQUENCE - SELECTION AND SYSTEM PRESSURIZING
When the reverse thrust is selected in the cockpit,
the SOV is independently open following the third
defence line logic then, the ECU energizes the solenoid
of the pressurizing valve.

TMU78CB03-T02 LEVEL 3

UF94200

The high pressure is routed to the hydraulic actuator


rods and the pressure detector indicates to the ECU
that the system is pressurized.

01-04-2010

For Training Purposes ONLY

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TMU78CB03-P02 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

THRUST REVERSER SYSTEM D/O - DEPLOY SEQUENCE - SELECTION AND SYSTEM PRESSURIZING

For Training Purposes ONLY

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70 POWER PLANT (CFM56-5B)

THRUST REVERSER SYSTEM D/O


DEPLOY SEQUENCE - LATCHES UNLOCKING AND ACTUATORS
SUPPLYING
Then the ECU also
directional valve.
mounted in line, are
last latch is open
directional valve.

energizes the solenoid of the


Therefore, the four latches,
hydraulically unlocked. When the
the pressure return drives the

Then the directional valve supplies the head chamber


of the actuators.

TMU78CB03-T03 LEVEL 3

UF94200

The pressures in the rod and head chambers are equal


but the difference in surface between the head side
and the rod side enables the movement of the actuators.

01-04-2010

For Training Purposes ONLY

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TMU78CB03-P03 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

70 POWER PLANT (CFM56-5B)

THRUST REVERSER SYSTEM D/O - DEPLOY SEQUENCE - LATCHES UNLOCKING AND ACTUATORS SUPPLYING

01-04-2010

For Training Purposes ONLY

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70 POWER PLANT (CFM56-5B)

THRUST REVERSER SYSTEM D/O


DEPLOY SEQUENCE - AMBER REVERSER INDICATION
As soon as one pivoting door is at more than 1 % of
its angular travel, its stow switch sends a signal to
the ECU.

TMU78CB03-T04 LEVEL 3

UF94200

The amber reverser indication is displayed on the ECAM


during the transit.

01-04-2010

For Training Purposes ONLY

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TMU78CB03-P04 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

THRUST REVERSER SYSTEM D/O - DEPLOY SEQUENCE - AMBER REVERSER INDICATION

For Training Purposes ONLY

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70 POWER PLANT (CFM56-5B)

THRUST REVERSER SYSTEM D/O


DEPLOY SEQUENCE - GREEN REVERSER INDICATION

TMU78CB03-T05 LEVEL 3

UF94200

When each pivoting door overshoots 95 % of its travel,


the deploy switches are closed and the ECU receives
the "deployed doors" information.
On the ECAM, the REV indication changes to green.

01-04-2010

For Training Purposes ONLY

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TMU78CB03-P05 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

THRUST REVERSER SYSTEM D/O - DEPLOY SEQUENCE - GREEN REVERSER INDICATION

For Training Purposes ONLY

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70 POWER PLANT (CFM56-5B)

THRUST REVERSER SYSTEM D/O


DEPLOY SEQUENCE - DOOR DEPLOYED

TMU78CB03-T06 LEVEL 3

UF94200

The ECU de-energizes the pressurizing valve solenoid.


The pivoting doors are aerodynamically maintained at
100 % of their travel.

01-04-2010

For Training Purposes ONLY

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TMU78CB03-P06 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

THRUST REVERSER SYSTEM D/O - DEPLOY SEQUENCE - DOOR DEPLOYED

For Training Purposes ONLY

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70 POWER PLANT (CFM56-5B)

THRUST REVERSER SYSTEM D/O


STOW SEQUENCE - SELECTION
When stowing of pivoting doors is selected, the ECU
ensures that stowing conditions are achieved.
is
is

TMU78CB03-T07 LEVEL 3

UF94200

In this case the pressurizing valve solenoid


energized and the directional valve solenoid
de-energized.

01-04-2010

For Training Purposes ONLY

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TMU78CB03-P07 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

THRUST REVERSER SYSTEM D/O - STOW SEQUENCE - SELECTION

For Training Purposes ONLY

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70 POWER PLANT (CFM56-5B)

THRUST REVERSER SYSTEM D/O


STOW SEQUENCE - AMBER REVERSER INDICATION

TMU78CB03-T08 LEVEL 3

UF94200

When one door is at less than 95 % of its travel, the


REV indication changes to amber.

01-04-2010

For Training Purposes ONLY

Page 364

Airline Maintenance & Engineering Training Limited

TMU78CB03-P08 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

THRUST REVERSER SYSTEM D/O - STOW SEQUENCE - AMBER REVERSER INDICATION

For Training Purposes ONLY

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70 POWER PLANT (CFM56-5B)

THRUST REVERSER SYSTEM D/O


STOW SEQUENCE - DOOR STOWED INFORMATION
When all pivoting doors are at less than one percent
of their stowed position, they actuate stow switches
which send the stowed door information to the ECU.

TMU78CB03-T09 LEVEL 3

UF94200

The REV indication disappears.

01-04-2010

For Training Purposes ONLY

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TMU78CB03-P09 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

THRUST REVERSER SYSTEM D/O - STOW SEQUENCE - DOOR STOWED INFORMATION

For Training Purposes ONLY

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70 POWER PLANT (CFM56-5B)

THRUST REVERSER SYSTEM D/O


STOW SEQUENCE - ELECTRICAL SUPPLY CUT OFF

TMU78CB03-T10 LEVEL 3

UF94200

When the four pivoting doors are stowed, the ECU cuts
the pressurizing valve solenoid electrical supply,
then the SOV is independently closed following the
third defence line logic.

01-04-2010

For Training Purposes ONLY

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TMU78CB03-P10 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

THRUST REVERSER SYSTEM D/O - STOW SEQUENCE - ELECTRICAL SUPPLY CUT OFF

For Training Purposes ONLY

Page 369

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70 POWER PLANT (CFM56-5B)

78 - EXHAUST - THRUST REVERSER


78-30-00 THRUST REVERSER COMPONENTS

TMU78CD03 LEVEL 3

UF94200

CONTENTS:
Equipment Location
Thrust Reverser Electrical Junction Box
Hydraulic Control Unit (HCU)
Pressure Switch
Hydraulic Latch(es)
Pivoting Door Latch Fitting(s)
Hydraulic Actuator(s)
Pivoting Door(s)
Stow Switch(es)
Deploy Switch(es)
SOV Filter
Shut Off Valve

01-04-2010

For Training Purposes ONLY

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70 POWER PLANT (CFM56-5B)

THRUST REVERSER COMPONENTS


SAFETY PRECAUTIONS

EQUIPMENT LOCATION

WARNING
- Before working on the thrust reverser, the system
should be deactivated through the Hydraulic Control
Unit operating lever.

The system consists of:


1 Hydraulic Control Unit,
1 electrical junction box,
2 dual deploy switches,
4 stow switches,
4 hydraulic latches,
4 latch fittings,
4 hydraulic actuators,
4 pivoting doors.
1 SOV + Filter

- If not, the thrust reverser can operate accidentally


and cause serious injury to personnel and/or damage
to the reverser.
- In the cockpit make sure that the thrust levers are
at idle position and put a warning notice stating not
to select reverse.
- Use an inhibition pin with a streamer to make the
system inoperative in order to protect mechanics during
maintenance operations.

TMU78CD03-T01 LEVEL 3

UF94200

- Use the pin stored on the HCU when the system must
be de-activated for flight.

01-04-2010

For Training Purposes ONLY

Page 372

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TMU78CD03-P01 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

ENGINE THRUST REVERSER COMPONENTS - EQUIPMENT LOCATION

For Training Purposes ONLY

Page 373

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MECHANICS / ELECTRICS & AVIONICS COURSE

70 POWER PLANT (CFM56-5B)

THRUST REVERSER COMPONENTS


THRUST REVERSER ELECTRICAL JUNCTION BOX

HYDRAULIC CONTROL UNIT

IDENTIFICATION
FIN:

IDENTIFICATION
FIN: 4101KS

LOCATION
ZONE: 451, 461

LOCATION
ZONE: 452, 462

TMU78CD03-T02 LEVEL 3

UF94200

COMPONENT DESCRIPTION
- To deactivate the system, the operating lever
is pushed to the forward frame and held by the
inhibition pin with streamer when installed in
the inhibition hole.
- Before removal depressurize the green or yellow
hydraulic system.

01-04-2010

For Training Purposes ONLY

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TMU78CD03-P02 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

70 POWER PLANT (CFM56-5B)

ENGINE THRUST REVERSER COMPONENTS - THRUST REVERSER ELECTRICAL JUNCTION BOX / HYDRAULIC
CONTROL UNIT

01-04-2010

For Training Purposes ONLY

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70 POWER PLANT (CFM56-5B)

PRESSURE SWITCH

HYDRAULIC LATCH(ES)

IDENTIFICATION
FIN: 4102KS

IDENTIFICATION
FIN: 3002KM1, 3002KM2, 3002KM3, 3002KM4

LOCATION
ZONE: 452, 462

LOCATION
ZONE: 451, 452, 461, 462

COMPONENT DESCRIPTION
It is a replaceable unit mounted on the HCU.

COMPONENT DESCRIPTION
- 4 hydraulic latches.
The latch is hydraulically unlocked and mechanically
locked.
The latch may be manually unlocked with a 5/16 in.
spanner.
Before removal, the hydraulic lines must be drained.

TMU78CD03-T03 LEVEL 3

UF94200

THRUST REVERSER COMPONENTS

01-04-2010

For Training Purposes ONLY

Page 376

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TMU78CD03-P03 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

ENGINE THRUST REVERSER COMPONENTS - PRESSURE SWITCH / HYDRAULIC LATCH(ES)

For Training Purposes ONLY

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70 POWER PLANT (CFM56-5B)

PIVOTING DOOR LATCH FITTING(S)

HYDRAULIC ACTUATOR(S)

IDENTIFICATION
FIN:

IDENTIFICATION
FIN: 3001KM1, 3001KM2, 3001KM3, 3001KM4

LOCATION
ZONE: 451, 452, 461, 462

LOCATION
ZONE: 451, 452, 461, 462

COMPONENT DESCRIPTION
ADJUSTMENT:
The depth of the latch fitting can be rigged by the
adjustable bracket splines to provide the correct flush
door position.

COMPONENT DESCRIPTION
- 4 hydraulic actuators
- The actuator is mechanically locked in the
stowed position by an internal claw device.
- A manual unlocking square is provided to
release this claw device for manual deployment
- Before removal, the hydraulic lines must be
drained.

TMU78CD03-T04 LEVEL 3

UF94200

THRUST REVERSER COMPONENTS

01-04-2010

For Training Purposes ONLY

Page 378

Airline Maintenance & Engineering Training Limited

TMU78CD03-P04 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

70 POWER PLANT (CFM56-5B)

ENGINE THRUST REVERSER COMPONENTS - PIVOTING DOOR LATCH FITTING(S) / HYDRAULIC ACTUATOR(S)

01-04-2010

For Training Purposes ONLY

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70 POWER PLANT (CFM56-5B)

HYDRAULIC ACTUATOR(S)(contd)

PIVOTING DOOR(S)

INSTALLATION
- An Extension/Retraction stand is used to hold
the actuator to allow the internal mechanical
lock to be released and the actuator to be
extended 200mm (7.874 in.)
- For this operation the actuator internal lock
must be released through the manual unlocking
square.

IDENTIFICATION
FIN:
LOCATION
ZONE: 451, 452, 461, 462
COMPONENT DESCRIPTION
There are 4 different pivoting doors :
upper RH
upper LH
lower RH
lower LH.

TMU78CD03-T05 LEVEL 3

UF94200

THRUST REVERSER COMPONENTS

01-04-2010

For Training Purposes ONLY

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TMU78CD03-P05 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

ENGINE THRUST REVERSER COMPONENTS - HYDRAULIC ACTUATOR(S) / PIVOTING DOOR(S)

For Training Purposes ONLY

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70 POWER PLANT (CFM56-5B)

STOW SWITCH(ES)

DEPLOY SWITCH(ES)

IDENTIFICATION
FIN: 4104KS1, 4104KS2, 4104KS3, 4104KS4

IDENTIFICATION
FIN: 4103KS1, 4103KS2

LOCATION
ZONE: 451, 452, 461, 462

LOCATION
ZONE: 451, 452, 461, 462

COMPONENT DESCRIPTION
- 4 stow switches
Access for removal and installation is provided, by
manually opening the pivoting door.

COMPONENT DESCRIPTION
- 2 dual deploy switches
The deploy switch is a dual element which senses the
position of two doors.
Access to the deploy switch is provided through a panel
between the corresponding doors.
The electrical connection is provided on the front
face of the thrust reverser half.

TMU78CD03-T06 LEVEL 3

UF94200

THRUST REVERSER COMPONENTS

01-04-2010

For Training Purposes ONLY

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TMU78CD03-P06 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

ENGINE THRUST REVERSER COMPONENTS - STOW SWITCH(ES) / DEPLOY SWITCH(ES)

For Training Purposes ONLY

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70 POWER PLANT (CFM56-5B)

SOV FILTER

SHUT OFF VALVE

IDENTIFICATION
FIN: 3455KM1, 3455KM2

IDENTIFICATION
FIN: 50EG1, 50EG2

LOCATION
ZONE: 410, 420

LOCATION
ZONE: 410, 420

COMPONENT DESCRIPTION
- The SOV Filter assembly is fitted under the
pylon floor. It contains a check valve to permit
the removal of the canister and the change of
filter element with a minimum spillage.

COMPONENT DESCRIPTION
- The SOV is a three port (from supply, to
HCU, to case drain), two position spool
valve.
Its fail safe position is closed.

TMU78CD03-T07 LEVEL 3

UF94200

THRUST REVERSER COMPONENTS

01-04-2010

For Training Purposes ONLY

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TMU78CD03-P07 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

THRUST REVERSER COMPONENTS - SOV FILTER / SHUT OFF VALVE

For Training Purposes ONLY

Page 385

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70 POWER PLANT (CFM56-5B)

TMU78CD03 LEVEL 3

UF94200

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79 -

70 POWER PLANT (CFM56-5B)

OIL

79-00-00 OIL SYSTEM D/O

TMU79CB01 LEVEL 1

UF94200

CONTENTS
General
Oil Supply
Oil Scavenge
Oil Vent
Self Examination

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70 POWER PLANT (CFM56-5B)

OIL SYSTEM D/O


GENERAL
The engine oil system includes :
- - a supply circuit,
- a scavenge circuit,
- a vent circuit.
It lubricates and cools the bearings of the forward
and aft sumps. It also lubricates and cools bearings
and gears in the transfer and accessory gear boxes.
The oil system is a "dry sump" full flow system.
A single pressure pump and four scavenge pumps of the
gerotor type are located in a single lubrication unit.
The major components of the oil system are the oil
tank, the lubrication unit, the servo fuel heater and
the main oil/fuel heat exchanger.
Indicating and monitoring is provided by the detectors
and sensors shown on the schematic.

TMU79CB01-T01 LEVEL 1

UF94200

OIL SUPPLY
The oil from the tank flows through the supply pump
and the main filter, or through the back up filter in
case of main filter clogging. It then flows to the
forward and aft sumps, and to the accessory and
transfer gearboxes.
The supply pump pressure is not controlled, but the
oil output flow is, by design, always above the
lubrication requirements.
A pressure relief valve bypasses part of the output
flow to protect the supply pump against abnormal output
pressure build-up.
If the main filter becomes clogged, a clogging switch
sends a signal to the ECAM, a bypass valve opens and
the oil flows through the backup filter.

01-04-2010

The anti-siphon device prevents oil from draining by


gravity from the tank through the pump into the gearbox
after engine shutdown. It uses air from the forward
sump.
OIL SCAVENGE
The oil scavenge from the forward and aft sumps, and
the transfer and accessory gearboxes is sucked by four
scavenge pumps.
Each pump is protected by a strainer.
The scavenge oil then flows through a master chip
detector, then it is cooled through the servo fuel
heater and the main oil/fuel heat exchanger before
returning to the oil tank.
For ground inspection, the master chip detector which
is of an electrical type has a visual indicator
operated in case of metal particles contamination.
For trouble shooting, a maintenance kit of 4 chip
detectors may be installed on the lower part of the
lubrication unit.
OIL VENT
The venting system is in charge of connecting sumps
for oil vapor collection and sumps pressure balance.
The air mixed with the scavenge oil is separated in
the tank by a de-aerator and vented to the forward
sump through the transfer gearbox and radial drive
shaft.
The sumps are connected together by the center vent
tube which vents them to the outside air by the engine
exhaust plug through a flame arrestor.

For Training Purposes ONLY

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TMU79CB01-P01 LEVEL 1

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

OIL SYSTEM D/O

For Training Purposes ONLY

Page 389

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MECHANICS / ELECTRICS & AVIONICS COURSE

70 POWER PLANT (CFM56-5B)

79 - OIL
79-00-00 OIL SYSTEM COMPONENTS

TMU79CC01 LEVEL 3

UF94200

CONTENTS:
Oil Tank
Anti-Siphon Device
Lubrication Unit
Main Oil Supply Filter
Scavenge Screen Plug Assemblies
Main Oil/Fuel Heat Exchanger
Master Magnetic Chip Detector
Pop Out Visual Indicator
Oil Temperature Sensor
Oil Filter Differential Pressure Switch
Oil Pressure Transmitter
Low Oil Pressure Switch
Oil Quantity Transmitter

01-04-2010

For Training Purposes ONLY

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70 POWER PLANT (CFM56-5B)

OIL SYSTEM COMPONENTS


SAFETY PRECAUTIONS
CAUTION: For Removal operation, Warning notices must
be put to tell persons not to start engine
1(2) and not to set the ENGine FADEC GrouND
PoWeR 1(2) to ON.
NOTE: All oil components are
compartment left side.

located

in

the

fan

WARNING: Make sure that the engine 1(2) has been


shutdown for at least 5 minutes 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 and deep
burns.

TMU79CC01-T01 LEVEL 3

UF94200

Avoid any contact with oil splashes when


performing maintenance.

01-04-2010

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70 POWER PLANT (CFM56-5B)

TMU79CC01 LEVEL 3

UF94200

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01-04-2010

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70 POWER PLANT (CFM56-5B)

OIL SYSTEM COMPONENTS


OIL TANK
IDENTIFICATION
FIN:
LOCATION
ZONE: 435, 445
COMPONENT DESCRIPTION
The oil tank stores the oil used to lubricate and cool
the rotating components mainly bearings and gears.
The oil tank consists of an envelope and a cover. It
is attached to the fan frame at 3 points.
The envelope determines the tank capacity, it is a one
piece, light alloy aluminium casting. The cover is
also a light alloy casting bolted and sealed with a
sealing compound.

TMU79CC01-T02 LEVEL 3

UF94200

In normal engine operation, the tank is pressurized.


The pressure can reach 11.2 PSI (0.8bar) above ambiant
pressure.

For oil servicing there are 2 filling ports (pressure


and gravity) and a magnetic drain plug.
To use the gravity port:
- Wait 5mn after engine shutdown before removing
the filler cap.
- push down and turn clockwise to remove the cap.
- add oil into the tank up to the full mark of
the sight gauge.
- if a dipstick is installed check the capacity
to be added.
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.

The normal oil consumption/hour does not exceed 0.6


US QUARTS(0.15 US gallons, 0.57 liters).
Above 1.6 US QUARTS (0.4 US gallons, 1.5 liters) the
engine is not serviceable and must be removed.

01-04-2010

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TMU79CC01-P02 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

OIL SYSTEM COMPONENTS - OIL TANK

For Training Purposes ONLY

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70 POWER PLANT (CFM56-5B)

OIL SYSTEM COMPONENTS


ANTI SIPHON DEVICE
IDENTIFICATION
FIN:
LOCATION
ZONE: 435, 445
COMPONENT DESCRIPTION
The anti-siphon device is installed on the supply line
from the oil tank to the supply pump to prevent the
drainage of the tank into the gearbox and sumps when
the engine is shutdown for extended periods.

TMU79CC01-T03 LEVEL 3

UF94200

This component is not provided with moving or active


parts.
This block enables the forward sump supply line under
pressure to be connected to the pump upstream supply
line through a restrictor.

01-04-2010

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TMU79CC01-P03 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

OIL SYSTEM COMPONENTS - ANTI SIPHON DEVICE

For Training Purposes ONLY

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70 POWER PLANT (CFM56-5B)

OIL SYSTEM COMPONENTS


LUBRICATION UNIT
IDENTIFICATION
FIN:
LOCATION
ZONE: 437, 447

TMU79CC01-T04 LEVEL 3

UF94200

COMPONENT DESCRIPTION
The lubrication unit is installed on right side of the
Accessory Gearbox face with a "V" clamp (Quick Attach
Detach).
The lubrication unit has a single housing containing
the following items:
- 5 positive displacement pumps (Gerotor type);
one supply and 4 scavenges driven by a common
single shaft.
The normal pressure generated by the supply
pump is 60 PSIG.
- a main supply filter (15 microns).
- a self washable backup filter (40 microns)
operating if the main filter clogs.
- 4 coarse scavenge screens (1000 microns).
- a relief valve (on supply pump discharge).
- a clogging indicator transmitter (main filter
differential pressure switch).
- a bypass valve (for the main filter).
- a Master Magnetic chip detector (with an
electrical probe).

01-04-2010

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TMU79CC01-P04 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

OIL SYSTEM COMPONENTS - LUBRICATION UNIT

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70 POWER PLANT (CFM56-5B)

OIL SYSTEM COMPONENTS


MAIN OIL SUPPLY FILTER

SCAVENGE SCREEN PLUG ASSEMBLIES (4 UNITS)

IDENTIFICATION
FIN:

IDENTIFICATION
FIN:

LOCATION
ZONE: 437, 447

LOCATION
ZONE: 437, 447

COMPONENT DESCRIPTION
The filtering element (15 Microns) housing is included
in the lubrication unit housing. It is closed by a
bolted cover provided with a drain plug.

COMPONENT DESCRIPTION
Each Scavenge Screen Plug assembly is screwed and
lockwired in the lubrication unit and corresponds to
a scavenge line (AFT Sump, Transfer Gearbox, FWD Sump
and Accessory GearBox).

TMU79CC01-T05 LEVEL 3

UF94200

Each plug can be equipped with an optional magnetic


rod to determine the origin of the metal particles
detected by the master Magnetic Chip Detector.

01-04-2010

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TMU79CC01-P05 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

OIL SYSTEM COMPONENTS - MAIN OIL SUPPLY FILTER / SCAVENGE SCREEN PLUG ASSEMBLIES

For Training Purposes ONLY

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70 POWER PLANT (CFM56-5B)

OIL SYSTEM COMPONENTS


MAIN OIL/FUEL HEAT EXCHANGER
IDENTIFICATION
FIN:
LOCATION
ZONE: 437, 447
COMPONENT DESCRIPTION
This component constitutes, with the servo-fuel
Heater, an assembly attached on the fuel pump.

TMU79CC01-T06 LEVEL 3

UF94200

This assembly is common to fuel and oil circulation.


Therefore, although the main oil/fuel heat exchanger
is a part of the oil system, it is studied and described
in the fuel system component module.

01-04-2010

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TMU79CC01-P06 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

OIL SYSTEM COMPONENTS - MAIN OIL/FUEL HEAT EXCHANGER

For Training Purposes ONLY

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70 POWER PLANT (CFM56-5B)

TMU79CC01-T07 LEVEL 3

UF94200

OIL SYSTEM COMPONENTS


MASTER MAGNETIC CHIP DETECTOR (MCD)

POP OUT VISUAL INDICATOR

IDENTIFICATION
FIN:

IDENTIFICATION
FIN:

LOCATION
ZONE: 437, 447

LOCATION
ZONE: 435, 445

COMPONENT DESCRIPTION
This detector consists of a cross shaped housing with
2 square flanges:
- one for attachment to the lubrication unit
housing (oil outlet flange from the 4 scavenge
pumps).
- one for attachment to a tube which is connected
to the servo fuel heater.

COMPONENT DESCRIPTION
The pop out indicator is installed just above the oil
tank and it is visible when the oil access door is
open.

The housing contains:


- a removable electrical chip detector probe.
Two magnets, separated by a gap, function as
normally open electrical contacts.
When metal particles contaminate the oil, they
bridge the gap and close the contacts.
- a check valve, to prevent oil spillage when
the chip detector is removed.

This component contains electronics which control a


solenoid triggering a red pop out indicator. Then the
pop out indicator becomes visible inside its
transparent cap.

NOTE: the detector probe is locked on the housing by


a bayonet attachment system.

01-04-2010

It receives a signal directly sent by the master


Magnetic Chip Detector (MCD). This information is not
available in the cockpit.

The pop out indicator remains in its state until it


is re-armed manually.
To re-arm the pop out indicator after maintenance
action following oil contamination:
- remove the transparent cap.
- push in the pop out.
- re-install the cap.

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TMU79CC01-P07 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

OIL SYSTEM COMPONENTS - MASTER MAGNETIC CHIP DETECTOR / POP OUT VISUAL INDICATOR

For Training Purposes ONLY

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70 POWER PLANT (CFM56-5B)

OIL SYSTEM COMPONENTS


OIL TEMPERATURE SENSOR

OIL FILTER DIFFERENTIAL PRESSURE SWITCH

IDENTIFICATION
FIN: 4004EN

IDENTIFICATION
FIN: 4001EN

LOCATION
ZONE: 435, 445

LOCATION
ZONE: 435, 445

COMPONENT DESCRIPTION
The Oil Temperature Sensor (to EIU) for engine ECAM
display is installed on the main oil supply filter
housing of the lubrication unit downstream of the
supply pump.

COMPONENT DESCRIPTION
The Oil Differential Pressure Switch is installed on
the lubrication unit.
closes when the differential pressure
upstream path and the downstream path of
supply filter exceeds 25.5 PSID increasing
22 PSID decreasing pressure.

TMU79CC01-T08 LEVEL 3

UF94200

The sensing element consists of a sealed, wire wound


resistance.
This element causes a linear change in the DC
resistance when exposed to a temperature change.
Its temperature measurement range is 70C to 300C.

The switch
between the
the main oil
pressure or

01-04-2010

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TMU79CC01-P08 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

70 POWER PLANT (CFM56-5B)

OIL SYSTEM COMPONENTS - OIL TEMPERATURE SENSOR / OIL FILTER DIFFERENTIAL PRESSURE SWITCH

01-04-2010

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70 POWER PLANT (CFM56-5B)

OIL SYSTEM COMPONENTS


OIL PRESSURE TRANSMITTER

LOW OIL PRESSURE SWITCH

IDENTIFICATION
FIN: 4003EN

IDENTIFICATION
FIN: 4000EN

LOCATION
ZONE: 435, 445

LOCATION
ZONE: 435, 445

COMPONENT DESCRIPTION
The oil pressure transmitter is installed with the low
oil pressure switch on to a bracket attached on the
fan case above the oil tank.

COMPONENT DESCRIPTION
The low oil pressure switch is installed with the oil
pressure transmitter on a bracket attached on the fan
case above the oil pump.

The pressure transmitter measures a pressure by sensing


the strain in a mechanical element.
The deflection of this element is sensed by 4 strain
gages connected as a wheastone bridge able to modulate
a DC output voltage.
Pressure range: 0 to 100 PSID.

Actuation of the low oil pressure switch is at:


- 16 PSID increasing pressure.
- 13 PSID decreasing pressure.

TMU79CC01-T09 LEVEL 3

UF94200

This component is provided with various protections:


- mechanical stop against overpressure.
- electrical protections against reverse
voltage, transients and short circuit.
- electromagnetic suceptibility protection.

01-04-2010

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TMU79CC01-P09 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

OIL SYSTEM COMPONENTS - OIL PRESSURE TRANSMITTER / LOW OIL PRESSURE SWITCH

For Training Purposes ONLY

Page 409

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MECHANICS / ELECTRICS & AVIONICS COURSE

70 POWER PLANT (CFM56-5B)

OIL SYSTEM COMPONENTS


OIL QUANTITY TRANSMITTER
IDENTIFICATION
FIN: 4002EN
LOCATION
ZONE: 435, 445
COMPONENT DESCRIPTION
The oil quantity transmitter is located in the oil
tank and attached by a flange on the oil tank cover.
The probe (tube portion) is a capacitor formed by two
concentric tubes.
The signal from this capacitor depends on the oil level
which acts as a variable dielectrical in the space
comprised between the two concentric tubes of the
probe.

TMU79CC01-T10 LEVEL 3

UF94200

The signal is rectified and sent to the electronic


assembly on top of the transmitter.
Its range is from 0 to 21.8 US QUARTS.

01-04-2010

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TMU79CC01-P10 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

OIL SYSTEM COMPONENTS - OIL QUANTITY TRANSMITTER

For Training Purposes ONLY

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70 POWER PLANT (CFM56-5B)

TMU79CC01 LEVEL 3

UF94200

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01-04-2010

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70 POWER PLANT (CFM56-5B)

70 - MAINTENANCE PRACTICES
70-00-00 SAFETY ZONES

TMU70CB01 LEVEL 2

UF94200

CONTENTS:
Engine Danger Areas, Minimum Idle
Engine Danger Areas, Take Off Thrust
Noise Danger Areas
Self Examination

01-04-2010

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70 POWER PLANT (CFM56-5B)

SAFETY ZONES
ENGINE DANGER AREAS, MINIMUM IDLE

TMU70CB01-T01 LEVEL 2

UF94200

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.
NOTE: The entry corridor must be closed in case of
tailwind oriented up to 90 to the engine axis.

01-04-2010

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TMU70CB01-P01 LEVEL 2

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

SAFETY ZONES - ENGINE DANGER AREAS, MINIMUM IDLE

For Training Purposes ONLY

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70 POWER PLANT (CFM56-5B)

SAFETY ZONES
ENGINE DANGER AREAS, TAKE OFF THRUST

TMU70CB01-T02 LEVEL 2

UF94200

With the engine running above the minimum idle there


is no access to the engine.

01-04-2010

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TMU70CB01-P02 LEVEL 2

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

SAFETY ZONES - ENGINE DANGER AREAS, TAKE OFF THRUST

For Training Purposes ONLY

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70 POWER PLANT (CFM56-5B)

SAFETY ZONES
NOISE DANGER AREAS

TMU70CB01-T03 LEVEL 2

UF94200

Depending on the distance from the running engine and


on its power setting, it is necessary to wear ear
protection and to respect maximum time exposure.

01-04-2010

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TMU70CB01-P03 LEVEL 2

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

SAFETY ZONES - NOISE DANGER AREAS

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70 POWER PLANT (CFM56-5B)

70 - MAINTENANCE PRACTICES
70-00-00 OPENING AND CLOSING OF ENGINE
COWL DOORS

TMU70CC01 LEVEL 3

UF94200

CONTENTS:
Opening And Closing Of The Cowlings
Fan Cowl Latches
Fan Cowl Hold Open Rods
Thrust Reverser Cowl Latches
Instruction Plate
Thrust Reverser Cowl Quick Disconnect
Thrust Reverser Cowl Opening Actuator
Thrust Reverser Cowl Hold Open Rod

01-04-2010

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70 POWER PLANT (CFM56-5B)

OPENING AND CLOSING OF ENGINE COWL DOORS


OPENING AND CLOSING OF THE COWLINGS

OPENING OF THE THRUST COWL REVERSER DOORS

OPENING OF THE FAN COWL DOORS

CAUTION: Do not open the thrust reverser cowl doors


if the wind speed is more than 40 knots.
Make sure that aircraft is in the same configuration
as for the Fan cowl door opening task.
A. On panel 114VU:
- Put a warning notice to tell persons not to
use the slats.
B. Put an access platform in position.
C. Make the thrust reverser unserviceable by pushing
the HCU lever in the inhibition position (use a lockout
pin with streamer).

TMU70CC01-T01 LEVEL 3

UF94200

CAUTION: Do not open the fan cowl doors if the wind


speed is more than 65 knots.
WARNING: Do not open the fan cowl doors when the engine
is running.
A. On panel 115VU:
- Put a warning notice to tell persons not to
start the engine 1(2).
B. Make sure that the engine 1(2) has been shut down
for a least 5 minutes and MASTER lever in the OFF
position.
C. On the panel 50VU:
- Make sure that the ON legend of the ENG/FADEC
GND PWR 1(2) pushbutton switch is off.
- Install a warning notice.
D. Unlock the three latches on the fan cowl doors as
follows:
- (1) Push the snap to release the latch handle.
- (2) Pull the latch handles down to disengage
the latch hooks from the right door.
E. Manually open the fan cowl doors.
F. Slide the lock rings to release the hold-open rods
from the stow brackets.
G. Extend the hod-open rods to hold the doors open in
either the 40 degree or 55 degree position.
H. Attach the hold-open rods to the attach brackets
on the engine case.

NOTE: Do not close the fan cowls.


CAUTION: Do not open the thrust reverser cowl doors
if the wind speed is more than 40 knots.
D. Release each of the four latches of the thrust
reverser cowl doors as follows:
- (1) Push in on the snap to free the latch
handle.
- (2) Pull down on the latch handle to disengage
the latch hook from its attachment point.
E. Remove cap from the quick disconnect.
F. Connect the HAND PUMP hose to the quick disconnect
on the reverser cowl door.
CAUTION: Retract the wing slats before opening the
thrust reverser cowl doors or damage can
occur.
G. Open the cowl door to the 45 degree position.

CAUTION: Both hold-open rods on both doors must be


engaged when the door is open.

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70 POWER PLANT (CFM56-5B)

OPENING AND CLOSING OF ENGINE COWL DOORS


OPENING AND CLOSING OF THE COWLINGS (Contd)
OPENING OF THE THRUST COWL REVERSER DOORS (Contd)
WARNING: Sudden closure of the cowl doors could cause
serious injury to personnel. All personnel
must be clear of the area under and between
cowl doors during opening or closing of the
reverser.
- (1) Operate the hand pump to open the cowl door
to the 45 degree position.

TMU70CC01-T02 LEVEL 3

UF94200

WARNING: You must hold each cowl door open with the
hold-open rod to prevent serious injury due
to accidental closure.
- (2) Remove the quick release pin retaining the
hold open rod on the lower bracket.
- (3) Move the hold-open rod to the attachment
bracket of the forward frame.
- (4) Attach the hold-open rod with the
quick-release pin.
H. Open the relief valve on the HAND PUMP.
I . Disconnect the HAND PUMP hose from the quick
disconnect.
J. Put the cap on the quick disconnect.

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70 POWER PLANT (CFM56-5B)

OPENING AND CLOSING OF ENGINE COWL DOORS

TMU70CC01-T03 LEVEL 3

UF94200

OPENING AND CLOSING OF THE COWLINGS (Contd)


CLOSING OF THE THRUST REVERSER COWL DOORS
Make sure that the aircraft is in the same
configuration as for the opening task.
Make sure that the work area is clean and clear of
tools and other items.
A. Remove the cap from the quick disconnect.
B. Connect the HAND PUMP hose to the quick disconnect.
C. Operate the hand pump to pressurize the opening
actuator and take the load off the hold open rod.
D. Remove the hold-open rod.
- (1) Remove the quick release pin from the
attachment bracket on the half door.
- (2) Attach the hold-open rod to the stow bracket
on the adapter ring assembly with the quick
release pin.
E. Open the relief valve on the HAND PUMP to allow the
thrust reverser cowl door to close.
F. Disconnect the HAND PUMP hose from the quick
disconnect.
G. Put the cap on the quick disconnect.
H. Push up on each of the four latch handles (forward
to aft) to close the thrust reverser cowl doors.
I. Make the thrust reverser serviceable by resetting
the HCU control lever.
J. Remove the access platform(s).

01-04-2010

CLOSING OF THE FAN COWL DOORS


Make sure that the aircraft is in the same
configuration as for the opening task.
Make sure that the work area is clean and clear of
tools and other items.
A. Slide the lock-rings to release the hold-open rods
from the attach brackets on the engine case.
B. Retract the hold-open rods.
C. Attach the hold-open rods to the storage brackets
on the fan cowl doors.
Make sure the hold-open rods lock on the attach
brackets.
D. Press the fan cowl doors together and engage the
three latch hooks to the right fan cowl door.
E. Push the front fan cowl latch closed, then the
center and rear latches.
F. Remove the warning notices from panels 115VU and
50VU, and slats control lever on panel 114VU.

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70 POWER PLANT (CFM56-5B)

TMU70CC01 LEVEL 3

UF94200

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01-04-2010

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Page 425

Airline Maintenance & Engineering Training Limited

MECHANICS / ELECTRICS & AVIONICS COURSE

70 POWER PLANT (CFM56-5B)

OPENING AND CLOSING OF ENGINE COWL DOORS


FAN COWL LATCHES

TMU70CC01-T04 LEVEL 3

UF94200

Three adjustable tension latches ensure the fan cowl


door latching.
Each latch assembly consists of: a snap, a handle and
a hook.

01-04-2010

For Training Purposes ONLY

Page 426

Airline Maintenance & Engineering Training Limited

TMU70CC01-P04 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

OPENING AND CLOSING OF ENGINE COWL DOORS - FAN COWL LATCHES

For Training Purposes ONLY

Page 427

Airline Maintenance & Engineering Training Limited

MECHANICS / ELECTRICS & AVIONICS COURSE

70 POWER PLANT (CFM56-5B)

OPENING AND CLOSING OF ENGINE COWL DOORS


FAN COWL HOLD OPEN RODS

TMU70CC01-T05 LEVEL 3

UF94200

Two hold open rods, stored on the fan cowl doors, are
extended then attached to the fan case to hold the
doors.

01-04-2010

For Training Purposes ONLY

Page 428

Airline Maintenance & Engineering Training Limited

TMU70CC01-P05 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

OPENING AND CLOSING OF ENGINE COWL DOORS - FAN COWL HOLD OPEN RODS

For Training Purposes ONLY

Page 429

Airline Maintenance & Engineering Training Limited

MECHANICS / ELECTRICS & AVIONICS COURSE

70 POWER PLANT (CFM56-5B)

OPENING AND CLOSING OF ENGINE COWL DOORS


THRUST REVERSER COWL LATCHES

TMU70CC01-T06 LEVEL 3

UF94200

Four adjustable tension latches are provided on the


thrust reverser cowling assembly.
Each latch is unlocked by pushing a snap on its handle
to disengage the corresponding hook from its bracket.

01-04-2010

For Training Purposes ONLY

Page 430

Airline Maintenance & Engineering Training Limited

TMU70CC01-P06 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

OPENING AND CLOSING OF ENGINE COWL DOORS - THRUST REVERSER COWL LATCHES

For Training Purposes ONLY

Page 431

Airline Maintenance & Engineering Training Limited

MECHANICS / ELECTRICS & AVIONICS COURSE

70 POWER PLANT (CFM56-5B)

OPENING AND CLOSING OF ENGINE COWL DOORS


INSTRUCTION PLATE

TMU70CC01-T07 LEVEL 3

UF94200

Beside each quick disconnect for the hand pump, an


instruction plate is installed to warn against
extension of slats during thrust reverser cowl door
opening.

01-04-2010

For Training Purposes ONLY

Page 432

Airline Maintenance & Engineering Training Limited

TMU70CC01-P07 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

OPENING AND CLOSING OF ENGINE COWL DOORS - INSTRUCTION PLATE

For Training Purposes ONLY

Page 433

Airline Maintenance & Engineering Training Limited

MECHANICS / ELECTRICS & AVIONICS COURSE

70 POWER PLANT (CFM56-5B)

OPENING AND CLOSING OF ENGINE COWL DOORS


THRUST REVERSER COWL QUICK DISCONNECT

TMU70CC01-T08 LEVEL 3

UF94200

Each thrust reverser cowl door is fitted with a quick


disconnect to provide connection of a hand pump.

01-04-2010

For Training Purposes ONLY

Page 434

Airline Maintenance & Engineering Training Limited

TMU70CC01-P08 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

OPENING AND CLOSING OF ENGINE COWL DOORS - THRUST REVERSER COWL QUICK DISCONNECT

For Training Purposes ONLY

Page 435

Airline Maintenance & Engineering Training Limited

MECHANICS / ELECTRICS & AVIONICS COURSE

70 POWER PLANT (CFM56-5B)

OPENING AND CLOSING OF ENGINE COWL DOORS


THRUST REVERSER COWL OPENING ACTUATOR

TMU70CC01-T09 LEVEL 3

UF94200

To open each thrust reverser cowl door, an actuator


is extended by hydraulic pressure from the hand pump.

01-04-2010

For Training Purposes ONLY

Page 436

Airline Maintenance & Engineering Training Limited

TMU70CC01-P09 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

OPENING AND CLOSING OF ENGINE COWL DOORS - THRUST REVERSER COWL OPENING ACTUATOR

For Training Purposes ONLY

Page 437

Airline Maintenance & Engineering Training Limited

MECHANICS / ELECTRICS & AVIONICS COURSE

70 POWER PLANT (CFM56-5B)

OPENING AND CLOSING OF ENGINE COWL DOORS


THRUST REVERSER HOLD OPEN ROD

TMU70CC01-T10 LEVEL 3

UF94200

Only one hold open rod keeps each thrust reverser cowl
door in the open position.
The hold open rod is stored on the fan case then
extended and attached to the thrust reverser cowl door.

01-04-2010

For Training Purposes ONLY

Page 438

Airline Maintenance & Engineering Training Limited

TMU70CC01-P10 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

OPENING AND CLOSING OF ENGINE COWL DOORS - THRUST REVERSER HOLD OPEN ROD

For Training Purposes ONLY

Page 439

Airline Maintenance & Engineering Training Limited

MECHANICS / ELECTRICS & AVIONICS COURSE

70 POWER PLANT (CFM56-5B)

TMU70CC01 LEVEL 3

UF94200

THIS PAGE INTENTIONALLY LEFT BLANK

01-04-2010

For Training Purposes ONLY

Page 440

Airline Maintenance & Engineering Training Limited

MECHANICS / ELECTRICS & AVIONICS COURSE

70 POWER PLANT (CFM56-5B)

70 - MAINTENANCE PRACTICES
70-00-00 THRUST REVERSER DE-ACTIVATION
AND LOCKOUT

TMU70CD01 LEVEL 3

UF94200

CONTENTS:
Thrust Reverser De-Activation
Thrust Reverser De-Activation Lever
Hydraulic Control Unit (HCU) Connections
Thrust Reverser Lockout Bolts Storage
Thrust Reverser Lockout Fairing
Thrust Reverser Lockout Bolts Installation

01-04-2010

For Training Purposes ONLY

Page 441

Airline Maintenance & Engineering Training Limited

MECHANICS / ELECTRICS & AVIONICS COURSE

70 POWER PLANT (CFM56-5B)

THRUST REVERSER DE-ACTIVATION AND LOCKOUT


THRUST REVERSER DE-ACTIVATION

TMU70CD01-T01 LEVEL 3

UF94200

A. On panel 115VU:
- Make sure the MASTER lever is in the OFF
position
- Put a warning notice to tell persons not to
start engine 1 (2).
B. Make sure that engine 1 (2) has been shutdown for
at least 5 minutes.
C. On the panel 50VU:
- Make sure that the ON legend of the ENG FADEC
GND PWR 1 (2) pushbutton switch is off
- Install a warning notice.
D. Open the right fan cowl door.
E. Put the access platform in position.
WARNING: Make sure that the thrust reverser is locked.
If not, the thrust reverser can operate
accidentally and cause injury to personnel
and/or damage to the reverser.
F. Make the thrust reverser unserviceable by pushing
the HCU lever towards the forward frame.
G. Hold the operating control lever in the off position
by installing the safety pin (stored on the HCU).
H. Disconnect connectors 4101KSB and 4101KSA of the
pressurizing valve and directional valve. Install
blanking caps on the electrical connectors and secure
them.
I.Remove the four lockplates and fasteners from the
storage bracket.
J. Remove the four lockout bolts.
K. Remove the lockout fairings and fasteners from the
blocker doors.

01-04-2010

L. Install the lockout fairings and fasteners on the


storage bracket.
M. Install the two longer lockout bolts on the lower
blocker doors and the two other bolts on the upper
blocker doors to attach them to the forward frame of
the thrust reverser.
N. Tighten the lockout bolts until the forward edge
of the blocker doors are flush with the frame.
O. Put the lockplates over the lockout bolts and secure
with bolts.
P. Make sure that the work area is clean and clear ot
tools and other items.
Q. Remove the access platform(s)
R. Close the right fan cowl doors.
S. Remove the warning notices from panels 115VU and
50VU.
T. In the cockpit, install a warning notice indicating
that reverser is inoperative.

For Training Purposes ONLY

Page 442

Airline Maintenance & Engineering Training Limited

MECHANICS / ELECTRICS & AVIONICS COURSE

70 POWER PLANT (CFM56-5B)

TMU70CD01 LEVEL 3

UF94200

THIS PAGE INTENTIONALLY LEFT BLANK

01-04-2010

For Training Purposes ONLY

Page 443

Airline Maintenance & Engineering Training Limited

MECHANICS / ELECTRICS & AVIONICS COURSE

70 POWER PLANT (CFM56-5B)

THRUST REVERSER DE-ACTIVATION AND LOCKOUT


THRUST REVERSER DE-ACTIVATION LEVER

TMU70CD01-T02 LEVEL 3

UF94200

To deactivate the thrust reverser system, the safety


pin is installed to hold the deactivation lever in the
inhibition position.

01-04-2010

For Training Purposes ONLY

Page 444

Airline Maintenance & Engineering Training Limited

TMU70CD01-P02 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

THRUST REVERSER DEACTIVATION AND LOCKOUT - THRUST REVERSER DEACTIVATION LEVER

For Training Purposes ONLY

Page 445

Airline Maintenance & Engineering Training Limited

MECHANICS / ELECTRICS & AVIONICS COURSE

70 POWER PLANT (CFM56-5B)

THRUST REVERSER DE-ACTIVATION AND LOCKOUT


HYDRAULIC CONTROL UNIT (HCU) CONNECTIONS

TMU70CD01-T03 LEVEL 3

UF94200

For safety reasons the solenoid valve connections of


the HCU are disconnected.

01-04-2010

For Training Purposes ONLY

Page 446

Airline Maintenance & Engineering Training Limited

TMU70CD01-P03 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

70 POWER PLANT (CFM56-5B)

THRUST REVERSER DE-ACTIVATION AND LOCKOUT - HYDRAULIC CONTROL UNIT (HCU) CONNECTIONS

01-04-2010

For Training Purposes ONLY

Page 447

Airline Maintenance & Engineering Training Limited

MECHANICS / ELECTRICS & AVIONICS COURSE

70 POWER PLANT (CFM56-5B)

THRUST REVERSER DE-ACTIVATION AND LOCKOUT


THRUST REVERSER LOCKOUT BOLTS STORAGE

TMU70CD01-T04 LEVEL 3

UF94200

To lockout the pivoting doors, special lockout bolts


and red lock plates are stored on a storage bracket
located on the lower forward face of the right thrust
reverser cowl door.

01-04-2010

For Training Purposes ONLY

Page 448

Airline Maintenance & Engineering Training Limited

TMU70CD01-P04 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

THRUST REVERSER DE-ACTIVATION AND LOCKOUT - THRUST REVERSER LOCKOUT BOLTS STORAGE

For Training Purposes ONLY

Page 449

Airline Maintenance & Engineering Training Limited

MECHANICS / ELECTRICS & AVIONICS COURSE

70 POWER PLANT (CFM56-5B)

THRUST REVERSER DE-ACTIVATION AND LOCKOUT


THRUST REVERSER LOCKOUT FAIRING

TMU70CD01-T05 LEVEL 3

UF94200

On each pivoting door a lockout fairing is removed to


install lockout bolts in the lockout position.

01-04-2010

For Training Purposes ONLY

Page 450

Airline Maintenance & Engineering Training Limited

TMU70CD01-P05 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

THRUST REVERSER DE-ACTIVATION AND LOCKOUT - THRUST REVERSER LOCKOUT FAIRING

For Training Purposes ONLY

Page 451

Airline Maintenance & Engineering Training Limited

MECHANICS / ELECTRICS & AVIONICS COURSE

70 POWER PLANT (CFM56-5B)

THRUST REVERSER DE-ACTIVATION AND LOCKOUT


THRUST REVERSER LOCKOUT BOLTS INSTALLATION

TMU70CD01-T06 LEVEL 3

UF94200

The lockout bolts are installed and secured by lock


plates to attach the pivoting doors to the structure
of thrust reverser cowl doors.
The lockout fairing plates with their screws are stored
on the storage bracket instead of the lockout bolts
and red lock plates.

01-04-2010

For Training Purposes ONLY

Page 452

Airline Maintenance & Engineering Training Limited

TMU70CD01-P06 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

70 POWER PLANT (CFM56-5B)

THRUST REVERSER DE-ACTIVATION AND LOCKOUT - THRUST REVERSER LOCKOUT BOLTS INSTALLATION

01-04-2010

For Training Purposes ONLY

Page 453

Airline Maintenance & Engineering Training Limited

MECHANICS / ELECTRICS & AVIONICS COURSE

70 POWER PLANT (CFM56-5B)

TMU70CD01 LEVEL 3

UF94200

THIS PAGE INTENTIONALLY LEFT BLANK

01-04-2010

For Training Purposes ONLY

Page 454

Airline Maintenance & Engineering Training Limited

MECHANICS / ELECTRICS & AVIONICS COURSE

70 POWER PLANT (CFM56-5B)

70 - MAINTENANCE PRACTICES
70-00-00 MANUAL OPERATION OF A THRUST
REVERSER PIVOTING DOOR

TMU70CE01 LEVEL 3

UF94200

CONTENTS:
Manual Operation Of A T/R Pivoting Door
Thrust Reverser De-Activation Lever
Hydraulic Latch Manual Unlocking
Hydraulic Actuator Manual Unlocking
Safety Sleeve Installation

01-04-2010

For Training Purposes ONLY

Page 455

Airline Maintenance & Engineering Training Limited

MECHANICS / ELECTRICS & AVIONICS COURSE

70 POWER PLANT (CFM56-5B)

MANUAL OPERATION OF A THRUST REVERSER PIVOTING DOOR


MANUAL OPERATION OF A T/R PIVOTING DOOR

TMU70CE01-T01 LEVEL 3

UF94200

OPENING
A. On the panel 115VU:
- Put a warning notice to tell persons not to
start engine 1 (2).
B. Make sure that engine 1 (2) has been shut down for
at least 5 minutes.
C. On panel 50VU :
- Make sure that the ON legend of the ENG/FADEC
GND PWR/1 (2) pushbutton switch is off.
- Install a warning notice.
D. Open the fan cowl doors.
E. Put the access platform in position.
F. De-activate the thrust reverser through the HCU
de-activation lever (use a safety pin with streamer).
G. Turn the manual unlocking knob on the latch to the
unlock position.
H. Turn the manual unlocking square on the actuator
to the unlock position.

B. Push in on the blocker door until the latch engages


to close the blocker door.
C. Activate the thrust reverser again through the HCU
de-activation lever.
D. Make sure that the work area is clean and clear of
tools and other items.
E. Remove the access platform(s).
F. Close the fan cowl doors.
G. Remove the warning notices from panels 115VU and
50VU.

NOTE: The pivoting door automatically disengages from


its hook.
I. Open the pivoting door by manually pulling on its
edge.
J. Install a safety sleeve on the blocker door actuator
for maintenance operation.
CLOSING

- Make sure that the aircraft is in the same


configuration as for the deployment task.
A. Remove the safety sleeve from the blocker door
actuator.

01-04-2010

For Training Purposes ONLY

Page 456

Airline Maintenance & Engineering Training Limited

MECHANICS / ELECTRICS & AVIONICS COURSE

70 POWER PLANT (CFM56-5B)

TMU70CE01 LEVEL 3

UF94200

THIS PAGE INTENTIONALLY LEFT BLANK

01-04-2010

For Training Purposes ONLY

Page 457

Airline Maintenance & Engineering Training Limited

MECHANICS / ELECTRICS & AVIONICS COURSE

70 POWER PLANT (CFM56-5B)

MANUAL OPERATION OF A THRUST REVERSER PIVOTING DOOR


THRUST REVERSER DEACTIVATION LEVER

TMU70CE01-T02 LEVEL 3

UF94200

For safety reasons the thrust reverser system must be


deactivated through the HCU lever before manual
operation.
Use a safety pin with streamer to make the reverser
inserviceable.

01-04-2010

For Training Purposes ONLY

Page 458

Airline Maintenance & Engineering Training Limited

TMU70CE01-P02 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

70 POWER PLANT (CFM56-5B)

MANUAL OPERATION OF A THRUST REVERSER PIVOTING DOOR - THRUST REVERSER DE-ACTIVATION LEVER

01-04-2010

For Training Purposes ONLY

Page 459

Airline Maintenance & Engineering Training Limited

MECHANICS / ELECTRICS & AVIONICS COURSE

70 POWER PLANT (CFM56-5B)

MANUAL OPERATION OF A THRUST REVERSER PIVOTING DOOR


HYDRAULIC LATCH MANUAL UNLOCKING

TMU70CE01-T03 LEVEL 3

UF94200

On each hydraulic latch, a manual unlocking knob is


provided to manually release the hook from its pivoting
door.
Use a conventional open ended 5/16 inch (7,94 mm)
wrench.

01-04-2010

For Training Purposes ONLY

Page 460

Airline Maintenance & Engineering Training Limited

TMU70CE01-P03 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

70 POWER PLANT (CFM56-5B)

MANUAL OPERATION OF A THRUST REVERSER PIVOTING DOOR - HYDRAULIC LATCH MANUAL UNLOCKING

01-04-2010

For Training Purposes ONLY

Page 461

Airline Maintenance & Engineering Training Limited

MECHANICS / ELECTRICS & AVIONICS COURSE

70 POWER PLANT (CFM56-5B)

MANUAL OPERATION OF A THRUST REVERSER PIVOTING DOOR


HYDRAULIC ACTUATOR MANUAL UNLOCKING

TMU70CE01-T04 LEVEL 3

UF94200

To open a pivoting door, a manual unlocking square is


fitted on each hydraulic actuator to release the
actuator claw device.
Use a conventional open ended 3/8 inch (9,53 mm)
spanner.

01-04-2010

For Training Purposes ONLY

Page 462

Airline Maintenance & Engineering Training Limited

TMU70CE01-P04 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

70 POWER PLANT (CFM56-5B)

MANUAL OPERATION OF A THRUST REVERSER PIVOTING DOOR - HYDRAULIC ACTUATOR MANUAL UNLOCKING

01-04-2010

For Training Purposes ONLY

Page 463

Airline Maintenance & Engineering Training Limited

MECHANICS / ELECTRICS & AVIONICS COURSE

70 POWER PLANT (CFM56-5B)

MANUAL OPERATION OF A THRUST REVERSER PIVOTING DOOR


SAFETY SLEEVE INSTALLATION
When the pivoting door is open, a safety sleeve must
be installed to secure it in the open position.

TMU70CE01-T05 LEVEL 3

UF94200

NOTE: During the manual closing sequence, the latch


and actuator are mechanically locked.

01-04-2010

For Training Purposes ONLY

Page 464

Airline Maintenance & Engineering Training Limited

TMU70CE01-P05 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

MANUAL OPERATION OF A THRUST REVERSER PIVOTING DOOR - SAFETY SLEEVE INSTALLATION

For Training Purposes ONLY

Page 465

Airline Maintenance & Engineering Training Limited

MECHANICS / ELECTRICS & AVIONICS COURSE

70 POWER PLANT (CFM56-5B)

TMU70CE01 LEVEL 3

UF94200

THIS PAGE INTENTIONALLY LEFT BLANK

01-04-2010

For Training Purposes ONLY

Page 466

Airline Maintenance & Engineering Training Limited

MECHANICS / ELECTRICS & AVIONICS COURSE

70 POWER PLANT (CFM56-5B)

70 - MAINTENANCE PRACTICES
70-00-00 ENGINE REMOVAL AND INSTALLATION
OVERVIEW

TMU70CF01 LEVEL 3

UF94200

CONTENTS:
Precautions
Engine Interfaces
Hold Open Cowl Brace Installation
Bootstrap System Installation
Dynamometer And Chain Pulley Block Installation
Engine Cradle And Trolley
Engine Hydraulic Positioner

01-04-2010

For Training Purposes ONLY

Page 467

Airline Maintenance & Engineering Training Limited

MECHANICS / ELECTRICS & AVIONICS COURSE

70 POWER PLANT (CFM56-5B)

ENGINE REMOVAL AND INSTALLATION OVERVIEW


PRECAUTIONS
WARNING: Make sure that you have the correct fire
fighting equipment available before you start
any task on the fuel system.
WARNING: Make sure that the landing gear safety-locks
and the wheel chocks are in position.
WARNING: Put the safety devices and the warning notices
in position before you start any task on or
near:
- the flight controls
- the flight control surfaces
- the landing gear and the associated doors
- or any component that moves.

TMU70CF01-T01 LEVEL 3

UF94200

WARNING: Make sure that all the circuits in maintenance


are isolated before you supply electrical
power to the aircraft.
WARNING: Make certain that the ENG MASTER lever is
OFF, slats are retracted and the appropriated
circuit breakers are open.
Note that before removing the engine, the electrical,
hydraulic and pneumatic connections must be
disconnected from the pylon interface panels and ducts.

01-04-2010

For Training Purposes ONLY

Page 468

Airline Maintenance & Engineering Training Limited

MECHANICS / ELECTRICS & AVIONICS COURSE

70 POWER PLANT (CFM56-5B)

TMU70CF01 LEVEL 3

UF94200

THIS PAGE INTENTIONALLY LEFT BLANK

01-04-2010

For Training Purposes ONLY

Page 469

Airline Maintenance & Engineering Training Limited

MECHANICS / ELECTRICS & AVIONICS COURSE

70 POWER PLANT (CFM56-5B)

ENGINE REMOVAL AND INSTALLATION OVERVIEW


ENGINE INTERFACES

TMU70CF01-T02 LEVEL 3

UF94200

On the Engine Left Hand Side:


- FLUID DISCONNECT PANEL
(Fuel, Hydraulics)
- THRUST REVERSER ELECTRICAL JUNCTION BOX
(On the LH thrust reverser cowl door)
- PNEUMATIC SYSTEM COUPLING
(In Engine FWD mount zone)

On the Engine Right Hand Side:


- CORE ELECTRICAL JUNCTION BOX
- FAN ELECTRICAL CONNECTOR PANEL
(Including IDG harness connector)
- THRUST REVERSER HCU HARNESS CONNECTORS
(On the RH thrust reverser cowl door)
- STARTER DUCT COUPLING

01-04-2010

For Training Purposes ONLY

Page 470

Airline Maintenance & Engineering Training Limited

TMU70CF01-P02 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

ENGINE REMOVAL AND INSTALLATION OVERVIEW - ENGINE INTERFACES

For Training Purposes ONLY

Page 471

Airline Maintenance & Engineering Training Limited

MECHANICS / ELECTRICS & AVIONICS COURSE

70 POWER PLANT (CFM56-5B)

ENGINE REMOVAL AND INSTALLATION OVERVIEW


HOLD OPEN COWL BRACE INSTALLATION
To support the fan and thrust reverser cowls, during
engine removal or installation, special braces are
installed.

TMU70CF01-T03 LEVEL 3

UF94200

This enables the engine to be changed under the wing


without removing the fan cowls and the thrust reverser
cowl doors.

01-04-2010

For Training Purposes ONLY

Page 472

Airline Maintenance & Engineering Training Limited

TMU70CF01-P03 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

ENGINE REMOVAL AND INSTALLATION OVERVIEW - HOLD OPEN COWL BRACE INSTALLATION

For Training Purposes ONLY

Page 473

Airline Maintenance & Engineering Training Limited

MECHANICS / ELECTRICS & AVIONICS COURSE

70 POWER PLANT (CFM56-5B)

ENGINE REMOVAL AND INSTALLATION OVERVIEW


BOOTSTRAP SYSTEM INSTALLATION

TMU70CF01-T04 LEVEL 3

UF94200

For engine removal or installation, bootstraps are


installed on the forward mount and rear part of the
pylon.

01-04-2010

For Training Purposes ONLY

Page 474

Airline Maintenance & Engineering Training Limited

TMU70CF01-P04 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

ENGINE REMOVAL AND INSTALLATION OVERVIEW - BOOTSTRAP SYSTEM INSTALLATION

For Training Purposes ONLY

Page 475

Airline Maintenance & Engineering Training Limited

MECHANICS / ELECTRICS & AVIONICS COURSE

70 POWER PLANT (CFM56-5B)

ENGINE REMOVAL AND INSTALLATION OVERVIEW


DYNAMOMETER & CHAIN PULLEY BLOCK INSTALLATION

TMU70CF01-T05 LEVEL 3

UF94200

Four dynamometers and chain pulley blocks are installed


at the end of the bootstraps to ensure the correct
tension during engine removal or installation.

01-04-2010

For Training Purposes ONLY

Page 476

Airline Maintenance & Engineering Training Limited

TMU70CF01-P05 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

70 POWER PLANT (CFM56-5B)

ENGINE REMOVAL AND INSTALLATION OVERVIEW - DYNAMOMETER & CHAIN PULLEY BLOCK INSTALLATION

01-04-2010

For Training Purposes ONLY

Page 477

Airline Maintenance & Engineering Training Limited

MECHANICS / ELECTRICS & AVIONICS COURSE

70 POWER PLANT (CFM56-5B)

ENGINE REMOVAL AND INSTALLATION OVERVIEW


ENGINE CRADLE AND TROLLEY

TMU70CF01-T06 LEVEL 3

UF94200

These two associated tools permit the engine to be


removed and carried.

01-04-2010

For Training Purposes ONLY

Page 478

Airline Maintenance & Engineering Training Limited

TMU70CF01-P06 LEVEL 3

UF94200

MECHANICS / ELECTRICS & AVIONICS COURSE

01-04-2010

70 POWER PLANT (CFM56-5B)

ENGINE REMOVAL AND INSTALLATION OVERVIEW - ENGINE CRADLE AND TROLLEY

For Training Purposes ONLY

Page 479

Airline Maintenance & Engineering Training Limited

MECHANICS / ELECTRICS & AVIONICS COURSE

70 POWER PLANT (CFM56-5B)

ENGINE REMOVAL AND INSTALLATION OVERVIEW


ENGINE HYDRAULIC POSITIONER

TMU70CF01-T07 LEVEL 3

UF94200

This is a special hydraulic trolley which provides


more facilities to position and install the engine.
For engine transportation, the same cradle can be
transferred from the engine hydraulic positioner to a
standard trolley.

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70 POWER PLANT (CFM56-5B)

ENGINE REMOVAL AND INSTALLATION OVERVIEW - ENGINE HYDRAULIC POSITIONER

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70 POWER PLANT (CFM56-5B)

TMU70CF01 LEVEL 3

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77

70 POWER PLANT (CFM56-5B)

- INDICATING

77-00-00 CFDS SPECIFIC PAGE PRESENTATION

TMU70CG01 LEVEL 3

UF94200

CONTENTS:
General
FADEC - Trouble Shooting Report
EVMU - Class 3 Failures
EVMU - Initial Values
EVMU - Acc. Reconfiguration
EVMU - Engine Unbalance
EVMU - Frequency Analysis

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70 POWER PLANT (CFM56-5B)

CFDS SPECIFIC PAGE PRESENTATION


GENERAL
The engine SYSTEM REPORT/TEST menu gives access to the
different computers of the engine :
- for engine interfaces, EIU1 and EIU2
- for FADEC systems, ECU 1(FADEC 1 CHANNEL A),
(FADEC 1 CHANNEL B) and ECU 2(FADEC 2 CHANNEL
A), (FADEC 2 CHANNEL B)
- for engine vibration, EVMU.
NOTE: EIU 1 and 2 have no specific functions.
FADEC - TROUBLE SHOOTING REPORT
This MCDU page shows the menu of the Full Authority
Digital Engine Control, FADEC 1A.
The FADEC is a type 1 system.
The FADEC 1(2)A(B) menu is available in CFDS back up
mode.

The trouble shooting report is used as additional


trouble shooting to get more information about the
suspected element in clear messages.
There are two pages of the trouble shooting report for
each failure.
After the page title:
- the first line indicates the suspected element
(PS3 PRESSURE)
- the second line recalls the corresponding fault
message of the LAST LEG or PREVIOUS LEGS REPORT
(PS3 SENS LINE, ECU)
- OCCURRENCES: number of times that the failure
occurred
- ECU DSG: ECU designation (ECU 1)
- the messages are followed by the main parameter
values sensed when the fault occurred.
ex: T495SEL is EGT selected.
The second page of the failure gives values of the
other parameters sensed when the fault occurred.

TMU70CG01-T01 LEVEL 3

UF94200

NOTE: To get access to the SYSTEM REPORT/TEST of FADEC


1(2)A(B), the ENG FADEC 1(2) GND PWR pushbutton
switch must be set to ON, if the FADEC is
automatically de-energized:
- 5 minutes after engine shutdown or
- 5 minutes after aircraft power up.

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70 POWER PLANT (CFM56-5B)

CFDS SPECIFIC PAGE PRESENTATION (FADEC - TROUBLE SHOOTING REPORT)

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70 POWER PLANT (CFM56-5B)

CFDS SPECIFIC PAGE PRESENTATION


EVMU - CLASS 3 FAILURES
The Engine Vibration Monitoring Unit (EVMU) menu
consists of two pages.
The EVMU is a type 1 system.
This MCDU page gives the fault messages of the failures
occurred during the power-up test or an MCDU test.
Only EVMU and Accelerometer faults are displayed.

TMU70CG01-T02 LEVEL 3

UF94200

NOTE: The accelerometers are only tested on the ground.

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70 POWER PLANT (CFM56-5B)

CFDS SPECIFIC PAGE PRESENTATION (EVMU - CLASS 3 FAILURES)

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70 POWER PLANT (CFM56-5B)

CFDS SPECIFIC PAGE PRESENTATION


EVMU - INITIAL VALUES
The second page of the EVMU menu presents specific
functions only.
This menu allows the initial values to be acquired,
read or loaded.
This menu deals with the initial values which are the
actual vibration values of N1 and N2 when the engine
is installed.

TMU70CG01-T03 LEVEL 3

UF94200

NOTE: When stored, the initial values are taken into


account for advisory calculation in limit 2.
The computation of the advisory level is made
according to the :
- Maximum value of the advisory in the limit 1
calculation, when the initial value is not
stored.
- Initial value in limit 2 calculation, when
stored.
The advisory level is permanently compared with
the actual level. If the advisory level is
reached, digital information is sent to the
ECAM(Refer to AMM 77-30-00).

01-04-2010

ACQUIRE
This function is used when an acquisition of initial
values is required.
Acquisition is recommended (Refer to AMM 71-00-00)
when a new engine is installed.
Here the acquisition is ordered and will be performed
automatically during next flight.
The "ACQUISITION SHALL TAKE/PLACE" message is
displayed only if the EVMU is configured with the
bearing 1 accelerometer.
If the Bearing 1 accelerometer is faulty, the message:
- "ENG L(R) BEARING 1 ACCLRM/DEFECT/ACQUISITION
OF INITIAL/VALUES IMPOSSIBLE" is displayed.
If the EVMU is configured on the second accelerometer,
the message :
- "ENG L(R) SECOND ACCLRM USED/RECONFIGURE
ACCELEROMETERS
THEN
REPEAT/ACQUISITION
REQUEST" is displayed.
CANCEL
This function is used to cancel the acquisition demand
of the initial values.
An action on the CANCEL line key replots this screen
to indicate that the cancel function is taken into
account.
NOTE: if the ACQUIRE function was selected by accident,
you must cancel it to avoid acquisition of any
new initial values.

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70 POWER PLANT (CFM56-5B)

CFDS SPECIFIC PAGE PRESENTATION (EVMU - INITIAL VALUES)

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70 POWER PLANT (CFM56-5B)

CFDS SPECIFIC PAGE PRESENTATION


EVMU - INITIAL VALUES
READ N1 page 1
This function allows the operator to read the initial
values recorded during the last acquisition.
This is the first page reporting the INITIAL VALUES
for N1, they are listed from 20% RPM to 65% RPM.
READ N1
This is
for N1,
a value

page 2
the second page reporting the INITIAL VALUES
they are listed from 70% RPM to 125% RPM. When
is not acquired N/A, is displayed.

NOTE: The READ function for N2 values is the same.

TMU70CG01-T04 LEVEL 3

UF94200

LOAD
This function is used to load:
- Engine Serial Number
- N1 initial values
- N2 initial values
This menu offers the possibility to load the initial
values when the EVMU is replaced (Refer to AMM
77-32-34) and to the CFDS.
After printing the initial values of the old EVMU,
they are reloaded in the new EVMU if they need to be
conserved for the in-service engine.

NOTE: The engine S/N is used for the EVMU only. If the
engine Serial Number known by the EVMU, through
the CFDS, is not the same number as the one
loaded in this page, an acquisition of the
initial values is not possible.
LOAD N1
This function is used to load the N1 initial values,
step by step, RPM by RPM.
There are as many pages as different RPM percentages,
which are also listed in the READ function.
For each % RPM, one initial value can be entered at a
time by using the MCDU keyboard and then validated by
selecting the line key adjacent to the < X.X UNITS.
For the following initial value, the NEXT PAGE key is
selected.
A QUIT line key cancels any modification of the related
screen.
NOTE: The LOAD function for N2 values is the same.

From this menu the engine serial number can be entered


by using the MCDU keyboard and then validated by
selecting the S/N line select key.

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70 POWER PLANT (CFM56-5B)

CFDS SPECIFIC PAGE PRESENTATION (EVMU - INITIAL VALUES)

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70 POWER PLANT (CFM56-5B)

CFDS SPECIFIC PAGE PRESENTATION


EVMU - ACC. RECONFIGURATION
BEAR 1
This menu page indicates which vibration accelerometer
is used for both engines at the present time for ECAM
display.
This menu enables the operator to select the BEAR 1
or TRF (Turbine Rear Frame) accelerometer used for the
next flights.

NOTE: when an acquisition of the initial values is


ordered with TRF configured, the message
"IMPOSSIBLE/INITIAL VALUES REQUESTED" is
displayed and BEAR 1 selection cannot be switched
to TRF.

TMU70CG01-T05 LEVEL 3

UF94200

NOTE: The EVMU shows the state of the switching mode;


- "SWITCH MODE ON" indication comes into view
when there are no accelerometer failures.
- "SWITCH MODE OFF/ONE (MORE) ACCLM. DEFECT"
indication comes into view when there are
accelerometer failures.
TRF should be selected if BEAR 1 accelerometer
is faulty (Refer to the TSM 77).
TRF
The next selection after BEAR 1 is TRF for second
accelerometer.
If the second accelerometer is declared faulty, the
message "ENG1 SECOND ACCLMR/DEFECT" is displayed and
previous configuration is conserved.
If TRF is already used when you get ACC.
RECONFIGURATION menu and you want to switch to BEAR 1
with BEARing 1 accelerometer faulty, the message "ENG1
BEARING 1 ACCLMR/DEFECT"is displayed and TRF
configuration is conserved.

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70 POWER PLANT (CFM56-5B)

CFDS SPECIFIC PAGE PRESENTATION (EVMU - ACC. RECONFIGURATION)

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70 POWER PLANT (CFM56-5B)

CFDS SPECIFIC PAGE PESENTATION


EVMU - ENGINE UNBALANCE
This menu page is used to acquire engine unbalance
data and enables fan balancing to be performed.
This menu offers the possibility to get results for
Fan trim balancing:
- in flight, through the LOAD function
- on ground, through the BALANCING function.
One of these two procedures has to be performed when
the engine needs to be rebalanced.

TMU70CG01-T06 LEVEL 3

UF94200

READ
According to the five predetermined speeds, already
loaded for acquisition, this MCDU page shows the fan
unbalance data stored during the last flight
acquisition.
BEAR 1 and TRF accelerometer data, on the fan unbalance
READ page, is indicated for five N1 speeds.
For each N1 speed the displacements and the phases
detected by BEAR and TRF accelerometers are indicated
with the corresponding acquisition date.
For verification of the results, refer to the fan trim
balancing procedure (AMM 71-00-00).
NOTE: To allow the system to store the balancing data,
the N1 speeds must be stabilized by the pilot
during the cruise phase.
"NO ACQUISITION" message is displayed next the
corresponding N1 speed if this speed has not
been stabilized for a sufficient time.

01-04-2010

LOAD
The LOAD function is used for the acquisition of fan
unbalance data automatically during the next flight.
This function permits the operator to load five speeds
from 50% to 100% of N1 to obtain unbalance data
corresponding to these speeds.
This data will be available in the READ item.
Each N1 speed, with its tolerance (N) plus or minus
0%, 1% or 2% and with its requested acquisition time
(between 4 and 99 seconds, can be entered through the
MCDU keyboard.
These new values appear on the scratchpad and you can
replace old values by pushing the corresponding right
side line select key.
This page enables the five acquisition speeds to be
updated. These new values will be saved using the SAVE
line select key.
NOTE: if one or more accelerometers are faulty the
message "AT THE LEAST ONE/ACCELEROMETER IS
DEFECT/THE UNBALANCE DATA/SHALL BE NOT
ACQUIRED".
BALANCING
This function enables fan trim balancing data to be
obtained on the ground during engine run-up.
This procedure is required if the acquisition of
unbalance data is not available in flight.
To get the results, both accelerometers (BEAR 1 and
TRF) are used (Refer to AMM 77-32-34 procedure).

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70 POWER PLANT (CFM56-5B)

CFDS SPECIFIC PAGE PRESENTATION (EVMU - ENGINE UNBALANCE)

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70 POWER PLANT (CFM56-5B)

CFDS SPECIFIC PAGE PRESENTATION


EVMU - FREQUENCY ANALYSIS
This page allows the operator to program a frequency
analysis acquisition for the next flight, through the
LOAD function.
A print-out will be automatically performed during the
next flight when all conditions are met. This print-out
shows a spectrum analysis according to the N1 and N2
speeds.

TMU70CG01-T07 LEVEL 3

UF94200

Note: The frequency analysis is not for line


maintenance use. For more specific information
refer to AMM 77-32-34.

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CFDS SPECIFIC PAGE PRESENTATION (EVMU - FREQUENCY ANALYSIS)

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TMU70CG01 LEVEL 3

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