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CFM56-5B Engine Systems
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TRAINING MANUAL
CFM56-5A / -5B
ENGINE SYSTEMS
FEBRUARY 2008
CTC-211 Level 3
CFM56-ALL TRAININGMANUAL
general Page �Issue 0�
CFMI Customer Training CenterSnecma Services
Site de Melun-Montereau,Aérodrome de Villaroche
Chemin de Viercy, B.P. 1936,77019 - Melun Cedex
FRANCE
CFMI Customer Training ServicesGE Aircraft Engines
Customer Technical Education Center123 Merchant Street
Mail Drop Y2Cincinnati, Ohio 45246
USA
Published by CFMI
THIS Page InTenTIOnallY leFT BlanK
CFM56-ALL TRAININGMANUAL
general Page �Issue 0�
CFM56-ALL TRAININGMANUAL
general Page �Issue 0�
This CFMI publication is for Training Purposes Only. The information is accurate at the time of compilation; however, no update service will be furnished to maintain accuracy. For authorized maintenance practices and specifications, consult pertinent maintenance publications.
The information (including technical data) contained in this document is the property of CFM International (ge and SneCMa). It is disclosed in confidence, and the technical data therein is exported under a U.S. government license. Therefore, none of the information may be disclosed to other than the recipient.
In addition, the technical data therein and the direct product of those data, may not be diverted, transferred, re-exported or disclosed in any manner not provided for by the license without prior written approval of both the U.S. government and CFM International.
COPYRIGhT 1998 CFM INTERNATIONAl
THIS Page InTenTIOnallY leFT BlanK
CFM56-ALL TRAININGMANUAL
general Page �Issue 0�
EFFECTIVITYAll CFM56 ENGINES
CFMI PrOPrIeTarY InFOrMaTIOn
CFM56-ALL TRAININGMANUAL
leXIS Page �Issue 0�
lExIS
CFM56-ALL TRAININGMANUAL
leXIS Page �Issue 0�
EFFECTIVITYAll CFM56 ENGINES
CFMI PrOPrIeTarY InFOrMaTIOn
Aa/C aIrCraFTaC alTernaTIng CUrrenTaCarS aIrCraFT COMMUnICaTIOn aDreSSIng and rePOrTIng SYSTeMaCaU aIr COnDITIOnIng aCCeSSOrY UnITaCMS aIrCraFT COnDITIOn MOnITOrIng SYSTeMaCS aIrCraFT COnTrOl SYSTeMaDC aIr DaTa COMPUTeraDePT aIrlIne DaTa engIne PerFOrManCe TrenDaDIrS aIr DaTa anD InerTIal reFerenCe SYSTeMaDIrU aIr DaTa anD InerTIal reFerenCe UnITagB aCCeSSOrY gearBOXaIDS aIrCraFT InTegraTeD DaTa SYSTeMalF aFT lOOKIng FOrWarDalT alTITUDealTn alTernaTeaMB aMBIenTaMM aIrCraFT MaInTenanCe ManUalaOg aIrCraFT On grOUnDa/P aIrPlaneaPU aUXIlIarY POWer UnITarInC aerOnaUTICal raDIO, InC. (SPeCIFICaTIOn)aSM aUTOTHrOTTle SerVO MeCHanISMa/T aUTOTHrOTTleaTa aIr TranSPOrT aSSOCIaTIOn
aTC aUTOTHrOTTle COMPUTeraTHr aUTO THrUSTaTO aBOrTeD TaKe OFFaVM aIrCraFT VIBraTIOn MOnITOrIng
BBITe BUIlT In TeST eQUIPMenTBMC BleeD ManageMenT COMPUTerBPrV BleeD PreSSUre regUlaTIng ValVeBSI BOreSCOPe InSPeCTIOnBSV BUrner STagIng ValVe (SaC)BSV BUrner SeleCTIOn ValVe (DaC)BVCS BleeD ValVe COnTrOl SOlenOID
CC CelSIUS or CenTIgraDeCaS CalIBraTeD aIr SPeeDCBP (HP) COMPreSSOr BleeD PreSSUreCCDl CrOSS CHannel DaTa lInKCCFg COMPaCT COnSTanT FreQUenCY generaTOrCCU COMPUTer COnTrOl UnITCCW COUnTer ClOCKWISeCDP (HP) COMPreSSOr DISCHarge PreSSUre CDS COMMOn DISPlaY SYSTeMCDU COnTrOl DISPlaY UnITCFDIU CenTralIZeD FaUlT DISPlaY InTerFaCe UnITCFDS CenTralIZeD FaUlT DISPlaY SYSTeMCFMI JOInT ge/SneCMa COMPanY (CFM
CFM56-ALL TRAININGMANUAL
leXIS Page �Issue 0�
EFFECTIVITYAll CFM56 ENGINES
CFMI PrOPrIeTarY InFOrMaTIOn
InTernaTIOnal)Cg CenTer OF graVITYCh a channel aCh B channel BCHaTV CHannel aCTIVeCIP(HP) COMPreSSOr InleT PreSSUreCIT(HP) COMPreSSOr InleT TeMPeraTUrecm.g CenTIMeTer X graMSCMC CenTralIZeD MaInTenanCe COMPUTerCMM COMPOnenT MaInTenanCe ManUalCMS CenTralIZeD MaInTenanCe SYSTeMCMS CenTral MaInTenanCe SYSTeMCODeP HIgH TeMPeraTUre COaTIngCOnT COnTInUOUSCPU CenTral PrOCeSSIng UnITCrT CaTHODe raY TUBeCSD COnSTanT SPeeD DrIVeCSI CYCleS SInCe InSTallaTIOnCSn CYCleS SInCe neWCTaI COWl THerMal anTI-ICIngCTeC CUSTOMer TeCHnICal eDUCaTIOn CenTerCTl COnTrOlCu.ni.In COPPer.nICKel.InDIUMCW ClOCKWISe
DDaC DOUBle annUlar COMBUSTOrDaMV DOUBle annUlar MODUlaTeD ValVeDar DIgITal aCMS reCOrDerDC DIreCT CUrrenT
DCU DaTa COnVerSIOn UnITDCV DIreCTIOnal COnTrOl ValVe BOeIng DeU DISPlaY eleCTrOnIC UnITDFCS DIgITal FlIgHT COnTrOl SYSTeMDFDaU DIgITal FlIgHT DaTa aCQUISITIOn UnITDFDrS DIgITal FlIgHT DaTa reCOrDIng SYSTeMDISC DISCreTeDIU DIgITal InTerFaCe UnITDMC DISPlaY ManageMenT COMPUTerDMD DeManDDMS DeBrIS MOnITOrIng SYSTeMDMU DaTa ManageMenT UnITDOD DOMeSTIC OBJeCT DaMageDPU DIgITal PrOCeSSIng MODUleDrT De-raTeD TaKe-OFF
EeaU engIne aCCeSSOrY UnITeBU engIne BUIlDUP UnITeCa eleCTrICal CHaSSIS aSSeMBlYeCaM eleCTrOnIC CenTralIZeD aIrCraFT MOnITOrIngeCS enVIrOnMenTal COnTrOl SYSTeMeCU eleCTrOnIC COnTrOl UnITee eleCTrOnIC eQUIPMenTeeC eleCTrOnIC engIne COnTrOleFH engIne FlIgHT HOUrSeFIS eleCTrOnIC FlIgHT InSTrUMenT SYSTeM
CFM56-ALL TRAININGMANUAL
leXIS Page �Issue 0�
EFFECTIVITYAll CFM56 ENGINES
CFMI PrOPrIeTarY InFOrMaTIOn
egT eXHaUST gaS TeMPeraTUreeHSV eleCTrO-HYDraUlIC SerVO ValVeeICaS engIne InDICaTIng anD CreW alerTIng SYSTeMeIS eleCTrOnIC InSTrUMenT SYSTeMeIU engIne InTerFaCe UnITeIVMU engIne InTerFaCe anD VIBraTIOn MOnITOrIng UnITeMF eleCTrOMOTIVe FOrCeeMI eleCTrO MagneTIC InTerFerenCeeMU engIne MaInTenanCe UnITePrOM eraSaBle PrOgraMMaBle reaD OnlY MeMOrY(e)ePrOM (eleCTrICallY) eraSaBle PrOgraMMaBle reaD OnlY MeMOrYeSn engIne SerIal nUMBereTOPS eXTenDeD TWIn OPeraTIOn SYSTeMSeWD/SD engIne WarnIng DISPlaY / SYSTeM DISPlaY
FF FarenHeITFaa FeDeral aVIaTIOn agenCYFaDeC FUll aUTHOrITY DIgITal engIne COnTrOlFar FUel/aIr raTIOFCC FlIgHT COnTrOl COMPUTerFCU FlIgHT COnTrOl UnITFDaMS FlIgHT DaTa aCQUISITIOn & ManageMenT SYSTeM
FDIU FlIgHT DaTa InTerFaCe UnITFDrS FlIgHT DaTa reCOrDIng SYSTeMFDU FIre DeTeCTIOn UnITFeIM FIelD engIneerIng InVeSTIgaTIOn MeMOFF FUel FlOW (see Wf) -�BFFCCV Fan FraMe/COMPreSSOr CaSe VerTICal (VIBraTIOn SenSOr)FI FlIgHT IDle (F/I)FIM FaUlT ISOlaTIOn ManUalFIn FUnCTIOnal ITeM nUMBerFIT Fan InleT TeMPeraTUreFla FOrWarD lOOKIng aFTFlX TO FleXIBle TaKe-OFFFMC FlIgHT ManageMenT COMPUTerFMCS FlIgHT ManageMenT COMPUTer SYSTeMFMgC FlIgHT ManageMenT anD gUIDanCe COMPUTerFMgeC FlIgHT ManageMenT anD gUIDanCe enVelOPe COMPUTerFMS FlIgHT ManageMenT SYSTeMFMV FUel MeTerIng ValVeFOD FOreIgn OBJeCT DaMageFPa FrOnT Panel aSSeMBlYFPI FlUOreSCenT PeneTranT InSPeCTIOnFQIS FUel QUanTITY InDICaTIng SYSTeMFrV FUel reTUrn ValVeFWC FaUlT WarnIng COMPUTerFWD FOrWarD
G
CFM56-ALL TRAININGMANUAL
leXIS Page �Issue 0�
EFFECTIVITYAll CFM56 ENGINES
CFMI PrOPrIeTarY InFOrMaTIOn
g.in graM X InCHeSge general eleCTrICgeae general eleCTrIC aIrCraFT engIneSgeM grOUnD-BaSeD engIne MOnITOrInggI grOUnD IDle (g/I) gMM grOUnD MaInTenanCe MODegMT greenWICH Mean TIMegnD grOUnDgPH gallOn Per HOUrgPU grOUnD POWer UnITgSe grOUnD SUPPOrT eQUIPMenT
hHCF HIgH CYCle FaTIgUeHCU HYDraUlIC COnTrOl UnITHDS HOrIZOnTal DrIVe SHaFTHMU HYDrOMeCHanICal UnITHP HIgH PreSSUreHPC HIgH PreSSUre COMPreSSOrHPCr HIgH PreSSUre COMPreSSOr rOTOrHPrV HIgH PreSSUre regUlaTIng ValVeHPSOV HIgH PreSSUre SHUT-OFF ValVeHPT HIgH PreSSUre TUrBIneHPT(a)CC HIgH PreSSUre TUrBIne (aCTIVe) ClearanCe COnTrOlHPTC HIgH PreSSUre TUrBIne ClearanCeHPTCCV HIgH PreSSUre TUrBIne ClearanCe COnTrOl ValVeHPTn HIgH PreSSUre TUrBIne nOZZleHPTr HIgH PreSSUre TUrBIne rOTOr
Hz HerTZ (CYCleS Per SeCOnD)
II/O InPUT/OUTPUTIaS InDICaTeD aIr SPeeDID InSIDe DIaMeTerID PlUg IDenTIFICaTIOn PlUgIDg InTegraTeD DrIVe generaTOrIFSD In FlIgHT SHUT DOWnIgB InleT gearBOXIgn IgnITIOnIgV InleT gUIDe Vanein. InCHIOM InPUT OUTPUT MODUleIPB IllUSTraTeD ParTS BreaKDOWnIPC IllUSTraTeD ParTS CaTalOgIPCV InTerMeDIaTe PreSSUre CHeCK ValVeIPS InCHeS Per SeCOnDIr InFra reD
K°K KelVInk X �000KIaS InDICaTeD aIr SPeeD In KnOTSkV KIlOVOlTSKph KIlOgraMS Per HOUr
ll leFTl/H leFT HanD
CFM56-ALL TRAININGMANUAL
leXIS Page �0Issue 0�
EFFECTIVITYAll CFM56 ENGINES
CFMI PrOPrIeTarY InFOrMaTIOn
lbs. POUnDS, WeIgHTlCD lIQUID CrYSTal DISPlaYlCF lOW CYCle FaTIgUele (l/e) leaDIng eDgelgCIU lanDIng gear COnTrOl InTerFaCe UnITlP lOW PreSSUrelPC lOW PreSSUre COMPreSSOrlPT lOW PreSSUre TUrBInelPT(a)CC lOW PreSSUre TUrBIne (aCTIVe) ClearanCe COnTrOllPTC lOW PreSSUre TUrBIne ClearanCelPTn lOW PreSSUre TUrBIne nOZZlelPTr lOW PreSSUre TUrBIne rOTOrlrU lIne rePlaCeaBle UnITlVDT lInear VarIaBle DIFFerenTIal TranSFOrMer
Mma MIllIaMPereS (CUrrenT)MCD MagneTIC CHIP DeTeCTOrMCDU MUlTIPUrPOSe COnTrOl anD DISPlaY UnITMCl MaXIMUM ClIMBMCr MaXIMUM CrUISeMCT MaXIMUM COnTInUOUSMDDU MUlTIPUrPOSe DISK DrIVe UnITMeC MaIn engIne COnTrOlmilsD.a. Mils DOUBle aMPlITUDemm. MIllIMeTerS
MMel MaIn MInIMUM eQUIPMenT lISTMO aIrCraFT SPeeD MaCH nUMBer MPa MaXIMUM POWer aSSUranCeMPH MIleS Per HOUrMTBF Mean TIMe BeTWeen FaIlUreSMTBr Mean TIMe BeTWeen reMOValSmV MIllIVOlTSMvdc MIllIVOlTS DIreCT CUrrenT
Nn� (nl) lOW PreSSUre rOTOr rOTaTIOnal SPeeDn�* DeSIreD n�n�aCT aCTUal n�n�CMD COMManDeD n�n�DMD DeManDeD n�n�K COrreCTeD Fan SPeeDn�TargeT TargeTeD Fan SPeeDn� (nH) HIgH PreSSUre rOTOr rOTaTIOnal SPeeDn�* DeSIreD n�n�aCT aCTUal n�n�K COrreCTeD COre SPeeDn/C nOrMallY ClOSeDn/O nOrMallY OPennaC naCellenVM nOn VOlaTIle MeMOrY
OOaT OUTSIDe aIr TeMPeraTUre
CFM56-ALL TRAININGMANUAL
leXIS Page ��Issue 0�
EFFECTIVITYAll CFM56 ENGINES
CFMI PrOPrIeTarY InFOrMaTIOn
OD OUTleT DIaMeTerOgV OUTleT gUIDe VaneOSg OVerSPeeD gOVernOrOVBD OVerBOarDOVHT OVerHeaT PPb BYPaSS PreSSUrePc regUlaTeD SerVO PreSSUrePcr CaSe regUlaTeD PreSSUrePf HeaTeD SerVO PreSSUreP/T�� HP COMPreSSOr InleT TOTal aIr PreSSUre/TeMPeraTUreP/n ParT nUMBerP0 aMBIenT STaTIC PreSSUreP�� HP COMPreSSOr InleT TOTal aIr TeMPeraTUrePCU PreSSUre COnVerTer UnITPla POWer leVer anglePMC POWer ManageMenT COnTrOlPMUX PrOPUlSIOn MUlTIPleXerPPH POUnDS Per HOUrPrSOV PreSSUre regUlaTIng SerVO ValVePs PUMP SUPPlY PreSSUrePS�� Fan InleT STaTIC aIr PreSSUrePS�� Fan OUTleT STaTIC aIr PreSSUrePS�HP COMPreSSOr DISCHarge STaTIC aIr PreSSUre (CDP)PSI POUnDS Per SQUare InCHPSIa POUnDS Per SQUare InCH aBSOlUTe
PSID POUnDS Per SQUare InCH DIFFerenTIalpsig POUnDS Per SQUare InCH gagePSM POWer SUPPlY MODUlePSS (eCU) PreSSUre SUB-SYSTeMPSU POWer SUPPlY UnITPT TOTal PreSSUrePT� Fan InleT TOTal aIr PreSSUre (PrIMarY FlOW)PT�� HPC TOTal InleT PreSSUre
QQaD QUICK aTTaCH DeTaCHQeC QUICK engIne CHangeQTY QUanTITYQWr QUICK WInDMIll relIgHT
Rr/H rIgHT HanDraC/SB rOTOr aCTIVe ClearanCe/STarT BleeDraCC rOTOr aCTIVe ClearanCe COnTrOlraM ranDOM aCCeSS MeMOrYrCC reMOTe CHarge COnVerTerrDS raDIal DrIVe SHaFTrPM reVOlUTIOnS Per MInUTerTD reSISTIVe THerMal DeVICerTO reFUSeD TaKe OFFrTV rOOM TeMPeraTUre VUlCanIZIng (MaTerIal)rVDT rOTarY VarIaBle DIFFerenTIal
CFM56-ALL TRAININGMANUAL
leXIS Page ��Issue 0�
EFFECTIVITYAll CFM56 ENGINES
CFMI PrOPrIeTarY InFOrMaTIOn
TranSFOrMer
SS/n SerIal nUMBerS/r SerVICe reQUeSTS/V SHOP VISITSaC SIngle annUlar COMBUSTOrSar SMarT aCMS reCOrDerSaV STarTer aIr ValVeSB SerVICe BUlleTInSCU SIgnal COnDITIOnIng UnITSDaC SYSTeM DaTa aCQUISITIOn COnCenTraTOrSDI SOUrCe/DeSTInaTIOn IDenTIFIer (BITS) (CF arInC SPeC)SDU SOlenOID DrIVer UnITSer SerVICe eValUaTIOn reQUeSTSFC SPeCIFIC FUel COnSUMPTIOnSFCC SlaT FlaP COnTrOl COMPUTerSg SPeCIFIC graVITYSlS Sea leVel STanDarD (COnDITIOnS : ��.�� in.Hg / ��°F)SlSD Sea leVel STanDarD DaY (COnDITIOnS : ��.�� in.Hg / ��°F)SMM STaTUS MaTrIXSMP SOFTWare ManageMenT PlanSn SerIal nUMBerSneCMa SOCIeTe naTIOnale D’eTUDe eT De COnSTrUCTIOn De MOTeUrS D’aVIaTIOnSOl SOlenOIDSOV SHUT-OFF ValVe
STP STanDarD TeMPeraTUre anD PreSSUreSVr SHOP VISIT raTeSW SWITCH BOeIngSYS SYSTeM
TT oil OIl TeMPeraTUreT/C THerMOCOUPleT/e TraIlIng eDgeT/O TaKe OFFT/r THrUST reVerSerT�� Fan InleT TOTal aIr TeMPeraTUreT�� HP COMPreSSOr InleT aIr TeMPeraTUreT� HP COMPreSSOr DISCHarge aIr TeMPeraTUreT��.� eXHaUST gaS TeMPeraTUre T� lOW PreSSUre TUrBIne DISCHarge TOTal aIr TeMPeraTUreTaI THerMal anTI ICe TaT TOTal aIr TeMPeraTUreTBC THerMal BarrIer COaTIngTBD TO Be DeTerMIneDTBO TIMe BeTWeen OVerHaUlTBV TranSIenT BleeD ValVeTC(TCase) HP TUrBIne CaSe TeMPeraTUreTCC TUrBIne ClearanCe COnTrOlTCCV TUrBIne ClearanCe COnTrOl ValVeTCJ TeMPeraTUre COlD JUnCTIOnT/e TraIlIng eDgeTeCU eleCTrOnIC COnTrOl UnIT InTernal
CFM56-ALL TRAININGMANUAL
leXIS Page ��Issue 0�
EFFECTIVITYAll CFM56 ENGINES
CFMI PrOPrIeTarY InFOrMaTIOn
TeMPeraTUreTeO engIne OIl TeMPeraTUreTgB TranSFer gearBOXTi TITanIUMTla THrOTTle leVer angle aIrBUSTla THrUST leVer angle BOeIngTM TOrQUe MOTOrTMC TOrQUe MOTOr CUrrenTT/O TaKe OFFTO/ga TaKe OFF/gO arOUnDT/P TeMPeraTUre/PreSSUre SenSOrTPU TranSIenT PrOTeCTIOn UnITTr TranSFOrMer reCTIFIerTra THrOTTle reSOlVer angle aIrBUSTra THrUST reSOlVer angle BOeIngTrDV THrUST reVerSer DIreCTIOnal ValVe TrF TUrBIne rear FraMeTrPV THrUST reVerSer PreSSUrIZIng ValVeTSI TIMe SInCe InSTallaTIOn (HOUrS)TSn TIMe SInCe neW (HOUrS)TTl TranSISTOr TranSISTOr lOgIC
UUer UnSCHeDUleD engIne reMOValUTC UnIVerSal TIMe COnSTanT
VVaC VOlTage, alTernaTIng CUrrenTVBV VarIaBle BleeD ValVeVDC VOlTage, DIreCT CUrrenT
VDT VarIaBle DIFFerenTIal TranSFOrMerVIB VIBraTIOnVlV ValVeVrT VarIaBle reSISTanCe TranSDUCerVSV VarIaBle STaTOr Vane
WWDM WaTCHDOg MOnITOrWf WeIgHT OF FUel Or FUel FlOW WFM WeIgHT OF FUel MeTereD WOW WeIgHT On WHeelSWTaI WIng THerMal anTI-ICIng
CFM56-ALL TRAININGMANUAL
leXIS Page ��Issue 0�
EFFECTIVITYAll CFM56 ENGINES
CFMI PrOPrIeTarY InFOrMaTIOn
IMPERIAl / METRIC CONVERSIONS
� mile = �,�0� km� ft = �0,�� cm� in. = ��,� mm� mil. = ��,� µ
� sq.in. = �,���� cm²
� USg = �,��� l (dm³)� cu.in. = ��.�� cm³
� lb. = 0.��� kg
� psi. = �.��0 kPa
°F = �.� x °C + ��
METRIC / IMPERIAl CONVERSIONS
� km = 0.��� mile� m = �.��� ft. or ��.�� in.� cm = 0.���� in.� mm = ��.�� mils.
� m² = �0.�� sq. ft.� cm² = 0.��� sq.in.
� m³ = ��.�� cu. ft.� dm³ = 0.��� USa gallon� cm³ = 0.0�� cu.in.
� kg = �.�0� lbs
� Pa = �.�� �0-� psi.� kPa = 0.��� psi� bar = ��.� psi
°C = ( °F - �� ) /�.�
TABlE OF CONTENTS
EFFECTIVITYAll CFM56-5A/-5B FOR A318-A319-A320-A321
CFMI PrOPrIeTarY InFOrMaTIOn
CFM56-5A/-5B TRAININGMANUAL
COnTenTSengIne SYSTeMS
Page ��May 0�
EFFECTIVITYALL CFM56-5A/-5B FOR A318-A319-A320-A321
CFMI ProPrIetary InForMatIon
CFM56-5A/-5B TRAININGMANUAL
ContentsengIne systeMs
Page 16May 07
seCTIoN PAGe seCTIoN PAGe
lexIs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
taBle oF Contents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
FaDeC systeM
FaDeC systeM IntroDUCtIon . . . . . . . . . . . . . . . . . . . . . . . . . 19
eleCtronIC Control UnIt . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
engIne sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
engIne WIrIng Harnesses . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
startIng anD IgnItIon
startIng systeM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
starter aIr ValVe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
PneUMatIC starter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111
IgnItIon . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117
engIne Control
PoWer ManageMent & FUel Control . . . . . . . . . . . . . . . . 129
FUel systeM
FUels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149
FUel DIstrIBUtIon . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153
FUel PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 163
oIl/FUel Heat exCHangers . . . . . . . . . . . . . . . . . . . . . . . . . . 175
HyDroMeCHanICal UnIt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 185
FUel FloW transMItter . . . . . . . . . . . . . . . . . . . . . . . . . . . . 197
FUel noZZle FIlter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
BUrner stagIng ValVe (-5a only) . . . . . . . . . . . . . . . . . . . . 205
FUel noZZle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211
IDg oIl Cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 221
FUel retUrn ValVe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 231
aIr systeM
engIne aIr systeM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 243
BearIng lUBrICatIon anD sUMP sealIng PrInCIPle . . . 247
VarIaBle geoMetry Control systeM . . . . . . . . . . . . . . . 251
VarIaBle BleeD ValVe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 255
VarIaBle stator Vane . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 271
transIent BleeD ValVe (-5B only) . . . . . . . . . . . . . . . . . . . 281
ClearanCe Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 287
HIgH PressUre tUrBIne ClearanCe Control . . . . . . . . 291
loW PressUre tUrBIne ClearanCe Control . . . . . . . . 301
lUBrICatIon systeM
oIls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 311
oIl general . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 315
oIl tanK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 325
antI-sIPHon . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 331
lUBrICatIon UnIt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 335
Master CHIP DeteCtor (-5B only) . . . . . . . . . . . . . . . . . . . 349
VIsUal InDICator (-5B only) . . . . . . . . . . . . . . . . . . . . . . . . . 353
oIl InDICatIng CoMPonents . . . . . . . . . . . . . . . . . . . . . . . . . 357
VIBratIon sensIng . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 371
PreserVatIon anD storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 379
CFM56-5A/-5B TRAININGMANUAL
FaDeCSYSTeM
ENGINE SYSTEMS
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FADEC SYSTEM INTRODUCTION
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FADEC SYSTEM INTRODUCTION
FADEC purpose
the CFM56-5a/-5B operates through a system known as FaDeC (Full authority Digital engine Control).
It takes complete control of engine systems in response to command inputs from the aircraft. It also provides information to the aircraft for flight deck indications, engine condition monitoring, maintenance reporting and troubleshooting.
- It performs fuel control and provides limit protections for n1 and n2.
- It controls the engine start sequence and prevents the engine from exceeding starting eGt limits (aircraft on ground).
- It manages the thrust according to 2 modes: manual and autothrust.
- It provides optimal engine operation by controlling compressor airflow and turbine clearances.
- It completly supervises the thrust reverser operation. - Finally, it controls IDG cooling fuel recirculation to
the aircraft tank.
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FADEC PURPOSECtC-211-001-00
FADEC
ACTIVE CLEARANCECONTROL
VARIABLE GEOMETRYCONTROL
FUEL CONTROLTHRUST REVERSER
CONTROL
POWER MANAGEMENTCONTROL
OIL TEMPERATURECONTROL
STARTING / SHUTDOWN /IGNITION CONTROL
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FADEC SYSTEM INTRODUCTION
FADEC system
the FaDeC system consists of:
- an engine Control Unit (eCU) containing two identical computers, designated channel a and channel B. the eCU electronically performs engine control calculations and monitors the engine’s condition.
- a Hydro-Mechanical Unit (HMU), which converts electrical signals from the eCU into hydraulic pressures to drive the engine’s valves and actuators.
- Peripheral components such as valves, actuators and sensors used for control and monitoring.
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FADEC SYSTEMCtC-211-002-02
VBV VSV TBV** BSV* HPTCCV
LPTCCV
IGNITION
ALTERNATOR
FEEDBACK SIGNALS
T25
N1 N2
T12
PS12 PS3TCASET49.5T3
T5PS13
ECU
CONTROL SIGNALS
P0
28V
STARTERAIR VALVE
DIGITAL(ARINC 429)
FUELFLOW P25
TEO
FRV
PMUX (OPTIONAL)
115V400Hz
HARDWIRE
FUEL HYDRO-MECHANICAL
UNIT (HMU)
(FMV)
REVERSERSOLENOIDS+ SWITCHES
IDPLUG
ON -5A ONLY*
ON -5B ONLY**
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FADEC SYSTEM INTRODUCTION
FADEC interfaces
to perform all its tasks, the FaDeC system communicates with the aircraft computers through the eCU.
the eCU receives operational commands from the engine Interface Unit (eIU), which is an interface between the eCU and aircraft systems.
the eCU/aircraft system interfaces are either directly connected, such as:
- DMU- FWC- FMGC
or, they are connected through the eIU, such as:
- CFDS- eCS
the eCU also receives air data parameters (static pressure, total air temperature, total pressure) for thrust calculation, from two air Data and Inertial reference Units (aDIrU), connected to both eCU channels.
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AIRCRAFT INTERFACESCtC-211-003-02
ARINC 429 BUS
CH A
CH B
ECU 2
ECU 1
ECU 2
ECU 1
CH A
CH B
ECU
E
I
U
ADIRU
1
ADIRU
2
Ps
PT
TAT
Ps
PT
TAT
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FADEC SYSTEM INTRODUCTION
Engine Interface Unit
there are two eIU’s, one per engine. each eIU is located in the electronics bay. It is an interface between the a/C and the corresponding FaDeC system, located on the engine. this reduces the number of connecting electrical wires.
eIU’s are active as soon as the a/C power is on, and stopped when the a/C is de-energized. their operation is necessary to start the engine.
the main functions of the eIU are:- to concentrate data from cockpit panels and
different electronic boxes to the associated FaDeC on each engine.
- to ensure the segregation of the two engines- to select the airframe electrical supplies for the
FaDeC- to give to the airframe the necessary logic and
information from engine to other systems (aPU, eCS, Bleed air, Maintenance).
EIU output to the ECU
through its output arInC 429 data bus, the eIU transmits data coming from all the computers that have to communicate with the eCU, except from aDIrU’s and throttle control levers, which communicate directly with the eCU.
EIU input from the ECU
the eIU acquires two arInC 429 output data buses from the associated eCU (one from each channel) and it reads data from the channel in control.
Air Data Inertial Reference Unit (ADIRU)
the air Data Inertial reference System (aDIrS) provides the main air data and heading/attitude/navigation data to the aircraft systems.
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EIU AND ADIRUCtC-211-136-01
CIDS1
HF2 T CAS
E LAC2
SFCC2
EIU2
DMC2
CIDS2
CFDIU DMU QAR DAR
FWC2
SDAC2
SDAC1
FWC1
DMC3
DMC1
EIU1
SFCC1
SEC2
FMGC2
FAC2
FAC1
SEC1
ELAC1
FMGC1
ATC2
VO
R 2
FC
DC
2
EV
MU
HU
DC
FD
IU
GP
WC
AE
VC
TAP
ER
PD
R-P
ES
MU
X P
ES
MA
IN
FC
DC
1
VH
F 2
AD
F 2
AD
F 1
VH
F 1
VH
F 3
VC
R 1
DME2
AMU DME1
ATC1
HF1DATALINKMU
FF AFS
* * * * *
* *
* * *
* * * * * * * * * * **
AVIONICSCOMPARTMENT
AIR DATA INERTIALREFERENCE UNIT
(ADIRU)
ENGINEINTERFACEUNIT (EIU)
B
VIEW B
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FADEC SYSTEM INTRODUCTION
FADEC design
the FaDeC system is a Built In test equipment (BIte) system. this means it is able to detect its own internal faults and also external faults.
the system is fully redundant and built around the two-channel eCU.all control inputs are dual, and the valves and actuators are fitted with dual sensors to provide the eCU with feedback signals.Some indicating parameters are shared, and all monitoring parameters are single.
CCDLto enhance system reliability, all inputs to one channel are made available to the other, through a Cross Channel Data Link (CCDL). this allows both channels to remain operational even if important inputs to one of them fail.
Active / Stand-bythe two channels, a and B, are identical and permanently operational, but they operate independently from each other. Both channels always receive inputs and process them, but only the channel in control, called the active channel, delivers output commands. the other is called the Stand-by channel.
Channel selection and fault strategyactive and Stand-by channel selection is performed at eCU power-up and during operation.
the BIte system detects and isolates failures, or combinations of failures, in order to determine the health status of the channels and to transmit maintenance data to the aircraft.
active and Stand-by selection is based upon the health of the channels and each channel determines its own health status. the healthiest is selected as the active channel.
When both channels have an equal health status,active / Stand-by channel selection alternates with every engine shut-down if n2 was greater than 11000 rPM during previous engine run.
Failsafe controlIf a channel is faulty and the active channel is unable to ensure an engine control function, this function is moved to a position which protects the engine, and is known as the failsafe position.
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FADEC DESIGNCtC-211-004-02
CHANNELA
CHANNELB
ECU
SHARED SENSORS
SINGLE SENSORS
SINGLE SENSORS
DUAL SENSORS CCDL
ACTIVE
STAND BY
SELECTIONLOGIC
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FADEC SYSTEM INTRODUCTION
Closed loop control operation
In order to properly control the various engine systems, the eCU uses an operation known as closed loop control.
the eCU calculates a position for a system component :- the Demand.
the eCU then compares the Demand with the actual position of the component (feedback) and calculates a position difference :
- the Command.
the eCU, through the HMU, sends a signal to a component (valve, actuator) which causes it to move.
With the movement of the system valve or actuator, the eCU is provided with a feedback of the component’s position.
the process is repeated until there is no longer a position difference.
the result completes the loop and enables the eCU to precisely control a system component on the engine.
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CLOSED LOOP CONTROL PHILOSOPHYCtC-211-005-02
INPUTS
HMU
+ -
ECU
TORQUEMOTOR
ACTUATOR
POSITIONSENSOR
CONTROL LAW
DEMANDCALCULATOR
DEMAND
COMMAND
FEEDBACK
tHIS PaGe IntentIonaLLy LeFt BLanK
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ELECTRONIC CONTROL UNIT
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ELECTRONIC CONTROL UNIT
ECU location
the eCU is a dual channel computer housed in an aluminium chassis, which is secured on the right hand side of the fan inlet case, at the 4 o’clock position.
Four mounting bolts, with shock absorbers, provide isolation from shocks and vibrations.
two metal straps ensure ground connection.
ECU cooling system
to operate correctly, the eCU requires cooling to maintain internal temperatures within acceptable limits.
ambient air is picked up by an air scoop, located on the right hand side of the fan inlet cowl. this cooling air is routed up to the eCU internal chamber, around channel a and B compartments, and then exits through an outlet port in the fan compartment.
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ELECTRONIC CONTROL UNIT CtC-211-006-02
INLET ECU
COOLING DUCT
FWD
PRESSURE CONNECTORS
ELECTRICAL CONNECTORS
ECU
MOUNTING BOLT
FAN INLET COWL
- 5B - 5A
ECU COOLING AIROUTLET
COOLING AIRINLET
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J15 is also shared between channels a and B and is used for Ground Support equipment (GSe) connection.
J14, also shared, is used for the engine identification plug (ID plug). It is also used to connect the PDL for reprogramming.
ELECTRONIC CONTROL UNIT
ECU Electrical Interfaces (Connectors)
there are 15 threaded electrical connectors located on the front panel.
each connector features a unique key pattern which only accepts the correct corresponding cable plug.
the connectors are identified through numbers from J1 to J15 marked on the panel.
engine and aircraft signals are routed to and from channels a and B, through separate cables and connectors.
odd numbered connectors (J1 through J11) go to channel a and even numbered connectors (J2 through J12) go to channel B.
the signals on connector J13 are shared between the two channels.
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ECU ELECTRICAL INTERFACES (CONNECTORS) CtC-211-008-02
CHANNEL A CONNECTOR
(ODD) CONNECTOR CHANNEL B
(EVEN) FUNCTION
J1 J3 J5 J7 J9 J11
SHARED J13 J15
SHARED SHARED
J2
J14 J12 J10
J6 J8
J4 A/C POWER (28V) AND IGNITER POWER (115V) A/C INPUT/OUTPUT AND TLA THRUST REVERSER SOLENOIDS, TORQUE MOTORS, RESOLVERS, N2 ALTERNATOR, SAV, N1 AND T12 LVDT'S, RVDT'S, T25, BSV POSITION SWITCHES * ENGINE IDENTIFICATION PLUG WF METER, THERMOCOUPLES TEST INTERFACE
BSV POSITION SWITCHESON - 5A ONLY
*
CH. B
CH. A
J3 J9 J
11 J13 J12 J10 J4
J1 J5 J7 J14 J15 J8 J6 J
2
SHARED CONNECTORS (CH. A & CH. B)
ID PLUG
GSE
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ELECTRONIC CONTROL UNIT
Engine Rating / Identification Plug
the engine rating/identification plug provides the eCU with engine configuration information for proper engine operation.
It is plugged into connector J14 and attached to the fan case by a metallic braid. It remains with the engine even after eCU replacement.
the identification (ID) plug includes a coding circuit, soldered to the plug connector pins. this circuit has(-5A: fuse links) (-5B: fuse links and push-pull links) which either ensure, or prohibit connections between the different plug connector pins.
It gives configuration data codes to the eCU as follows:
(- 5B):through fuse links:
- engine model (5a/5B) - thrust rating/bump- new/old plug
through push/pull links:- engine configuration (5B or 5B/P)- engine combustion type (SaC/DaC)- n1 trim level
- engine condition monitoring (PMUX option)- engine acoustic package- overthrust protection (tCMa shutdown) disabled- tech insertion program- nacelle active cooling (naCtB) for DaC engines.
(-5A):- engine model (5a/5B)- thrust rating- Bump- engine condition monitoring (PMUX option)- test cell a3 configuration
(-5A, -5B):During initialization, the eCU reads the ID plug by looking for voltage on certain pins. this discrete data is stored in the reserved raM of the eCU.
If eCU initialization occurs:- on ground, the configuration parameters are
compared to the parameters already stored in the non volatile memory (nVM) of the eCU. If they are different and valid, the nVM is updated. If they are invalid, the raM values are discarded and the eCU uses the values stored in the nVM for the previous plug configuration.
- In flight, the eCU does not process the data stored in the raM but uses only the data in the nVM.
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IDENTIFICATION PLUG DESCRIPTIONCtC-211-009-01
METALLICBRAID
SAFETY WIRE
BOLTED ON THEFAN CASE
FUSE LINKS
FUSE LINKSONLY
CODING CIRCUIT:
CODING CIRCUIT:
PUSH-PULL LINKS
O-RING
- 5B - 5A
METALLICBRAID
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ELECTRONIC CONTROL UNIT
Pressure interfaces
Five pneumatic pressure signals are supplied to the eCU pressure subsystem (PSS) through connectors on the shear plate. the last few inches of the pressure lines are flexible to facilitate eCU removal and installation.
the pressure subsystem have five ports.
the three pressures used for engine control are supplied to both channels:
- P0 ambient pressure- PS12 static pressure in the inlet cowl- PS3 static pressure at the outlet of the high pressure
compressor.
the two optional monitoring pressures (PMUX) are supplied to a single channel:
- PS13 static pressure downstream from the oGV.- P25 booster discharge pressure.
Connections
P0 PS12 PS13 P25 PS3eCU ch a/B a/B a B a/B
Pressure relief valves on channels a and B protect the pressure subsystem against overpressure.
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PRESSURE INTERFACESCtC-211-011-01
PRESSURE SUB-SYSTEMRELIEF VALVE
PS12 P25(CH. B)
PS3
SHEARPLATE
P0
PS13 (CH. A)
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Pressure transducers
the pressure sub-system (PSS) compartments contain:- the pressure transducer assemblies- the pressure converter unit (PCU) circuit boards.
the pressure transducers are capacitance bridge type. the pressure sensor delivers a voltage value to the capacitance bridge. each transducer assembly has a temperature probe that senses the pressure input temperature. Data is then transmitted to the PCU’s for calculation and conversion to a digital format transmitted to the CPU.
When the optional monitoring kit (PMUX) is not required, P25 and P13 ports are blanked off, and the two dedicated transducers are not installed in the eCU.
ELECTRONIC CONTROL UNIT
Pressure Subsystem (PSS)
Shearplate
a pressure sub-system serves as the interface between the pneumatic lines and the eCU. the three control pressures are split and directed to channel a and channel B signals by a passage inside the shear plate.
the shear plate is bolted onto the eCU chassis. a metal gasket with integrated o-rings is installed between the plate and the eCU. Correct orientaiton of the assembly is assured by an alignment pin.
the shear plate is never removed during maintenance tasks.
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PRESSURE SUBSYSTEMCtC-211-133-01
TRANSDUCERNIPPLE
PRESSURESUB-SYSTEM
A
PRESSURESUB-SYSTEM
B
P0
PS13
PS3
P25
PS12
P0
PS13
PS3
P25
PS12
PS3
P0
PS12
SHEAR PLATE
SHEAR PLATE
GASKET
ECU
FRONTPANEL
COVER
GASKET
SCREW
SCREW
SHEAR PLATEGASKET
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Control Alternator
the control alternator provides two separate power sources from two independent windings.
one is hardwired to channel a, the other to channel B.
the alternator is capable of supplying the necessary power above an engine speed of approximately 10% n2.
GSe test equipment provides 28 VDC power to the eCU during bench testing and it is connected to connector J15.
ELECTRONIC CONTROL UNIT
ECU power supply
the eCU is provided with redundant power sources to ensure an uninterrupted and failsafe power supply.
a logic circuit within the eCU, automatically selects the correct power source by controlling switches inside the eIU.
the power sources are the aircraft 28 VDC normal and emergency busses.
the two aircraft power sources are routed through the eIU and connected to the eCU.
- the a/C normal bus is hardwired to channel B.- the a/C essential bus is hardwired to channel a.
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ECU POWER SUPPLYCtC-211-012-01
A/C 28 VDC ESSENTIAL BUS
A/C 28 VDC BAT BUS (ENG1) DC BUS (ENG2)
EIU
ECU
J1 J15 J2
J10J9
CONTROLALTERNATOR
14-300VAC
GSE
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Aircraft power supplya/C power supply is provided to the eCU:
On ground:- at eIU initialization for five minutes (a/C power up)- or by selecting either IGn/Start or CranK- or on manual selection of ground test power for
maintenance purposes- for five minutes after engine shut down.
note:In some cases of eIU failure, the power supply may not be disconnected until the a/C is de-powered, including removal of eIU power.
In flight:a/C power supply is provided to the eCU in the following conditions:
- n2 is below 58%, - or n2 exceeds 58% and the active eCU channel
has detected an alternator fault, provided there is no previous a/C 28V fault.
- or the eCU has a powerup reset (and a/C power is supplied to the eCU while n2 is above 15%).
- or n2 exceeds 58% and a group 1 fault has been detected on the cross channel for 3 seconds
- or n2 is below 15% and the menu mode FaDeC test is not operational.
ELECTRONIC CONTROL UNIT
ECU power supply logic
28VDC aircraft power is available on ground and in flight when n2 is less than 58% through the eIU in the absence of fire emergency procedure, and enables:
- automatic ground check for the eCU before engine running
- engine starting with n2 less than 12% (in flight and on ground).
- eCU operation in case of eng alternator failure.
In normal a/C operation, the eCU commands the eIU to disconnect the a/C 28 VDC when n2 exceeds 58%.
When the engine control alternator delivers sufficient power to energize the eCU (n2 > 12%), an internal circuit to the eCU makes the selection between the aircraft power source and the alternator power source.
then the eCU uses the alternator power during all engine operation as far as the electrical power is in range. at engine shut down, when n2 decreases (n2 < 12%) the eCU automatically selects the aircraft power.
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ECU POWER SUPPLY LOGICCtC-211-013-02
CRANK STARTIGN
ENG1
ON
OFF
ON
OFF
LGCIUFLT
GND
NORM
FADEC GND POWER
ON
NORM
ONA/C POWER UP
OFF
ON 5 MIN
5 MIN
SUPPLIED FOR 5 MINUTES
ENG 1
FIRE
PUSHED
ANDN2 58%FADECGENAVAILABLE
CHANNELA
CHANNELB
DC
ES
S B
US
SAME LOGICAS ABOVE
EN
G 1
:BA
T B
US
EN
G 2
:DC
BU
S 2
ECU
N2 12%
N2 12%
PSU
PSU
EIU
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Functional description
the control alternator consists of a rotor and stator enclosing two sets of windings.
the rotor contains permanent magnets, and is secured on a stub shaft extending from the drive pad of the aGB. It is seated in position through 3 flats and a securing nut.
the windings are integrated with the housing structure, and surround the rotor when the housing is mated to the drive pad mounting boss.
each set of windings supplies a three-phase power signal to each eCU connector on the forward face of the housing.
each power signal is rated between 0 and 311 VaC depending on core speed and load conditions.
the alternator continues to meet all electrical power requirements at core speed above 45%, even if one phase in either set, or one phase in both sets of windings fails.
ELECTRONIC CONTROL UNIT
ECU control alternator
the control alternator supplies electrical power directly to the eCU and is installed on the front face of the accessory GearBox (aGB).
It is located between the Integrated Drive Generator (IDG) and the hydraulic pump and consists of:
- a stator housing, secured on the attachment pad by means of three bolts.
- two electrical connectors, one for each eCU channel.
- a rotor, secured on the aGB gearshaft by a nut.
this control alternator is a “wet” type alternator, lubricated with aGB engine oil.
For removal and installation procedures, install locally manufactured guide pins into the three bolt holes in the attachment pad.
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ECU CONTROL ALTERNATORCtC-211-014-01
VIEW A CHANNEL A
CHANNEL B
7654321
UNUSEDNEUTRALNEUTRAL
PHASEPHASEPHASE
UNUSED
N
CHANNEL B
A
ELECTRICALCONNECTORS
STATORHOUSINGASSEMBLY
ACCESSORYGEARBOX
GEARSHAFT
ROTOR
7654321
UNUSEDNEUTRALNEUTRAL
PHASEPHASEPHASE
UNUSED
N
CHANNEL A
tHIS PaGe IntentIonaLLy LeFt BLanK
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ENGINE SENSORS
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ENGINE SENSORS
Aerodynamic stations
The eCU requires information on the engine gas path and operational parameters in order to control the engine during all flight phases.
Sensors are installed at aerodynamic stations and various engine locations, to measure engine parameters and provide them to the eCU subsystems.
Sensors located at aerodynamic stations have the same number as the station, e.g. T��.
Sensors placed at other engine locations have a particular name, e.g. T case sensor.
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AERODYNAMIC STATIONSCTC-���-0��-0�
- 5B
- 5A
0 1325
1749.5 53
122
0 1325
1749.5 53
122
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ENGINE SENSORS
Speed sensors
lP rotating system speed, n�.HP rotating system speed, n�.
Resistive Thermal Device (RTD sensors)
Fan inlet temperature, T��.High Pressure Compressor inlet temperature, T��.
Thermocouples
Compressor discharge temperature, T�.exhaust gas Temperature, egT or T��.�.lPT discharge temperature, T� (optional monitoring kit).HPT shroud support temperature, T Case.engine Oil Temperature, TeO.
Pressures
ambient static pressure, P0.HPC discharge static pressure, PS� or CDP.engine inlet static pressure, PS��.Fan discharge static pressure, PS�� (optional).HPC inlet total pressure, P�� (optional).
The pressures are measured through transducers (quartz capacitive pressure sensors) located in the eCU.
Vibration sensors
There are two vibration sensors, which are installed on the engine and connected to the engine Vibration Monitoring Unit (eVMU).
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ENGINE SENSORS (- 5B)CTC-���-0��-0�
- 5B
No 1 BRGVIB SENSOR
P0
(TAKEN ON ECU ITSELF)
PS12
T12PS13
T25
P25
T3
PS3T49.5(EGT)
T5
N2
TEO
N1
SPEED SENSOR
T CASE
TRFVIB SENSOR
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ENGINE SENSORS (- 5A)CTC-���-���-00
PS12
PS13T25
P25T49.5(EGT)
T5
TRFVIB SENSOR
T CASE
SPEED SENSOR
N1
SPEED SENSOR
No 1 BRGVIB SENSOR
P0
(TAKEN ON ECU ITSELF)
T3
PS3
TEO
T12
N2
- 5A
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ENGINE SENSORS
N1 speed sensor
The n� speed sensor is mounted through the � o’clock fan frame strut.The sensor body has a flange to attach the complete sensor to the fan frame and once secured on the engine with � bolts, only the body and the receptacle are visible.
The receptacle has three electrical connectors.Two connectors provide the eCU with output signals.The third is connected to the eVMU.
The n� sensor ring has one tooth which is thicker than the others and this generates a stronger pulse in the sensor and is used as a phase reference in engine vibration analysis.
Internally, a spring keeps correct installation of the sensor probe, regardless of any dimensional changes due to thermal effects.
externally, there are two damping rings to isolate the probe from vibration.
Maintenance practice
a small oil leakage can occur when you remove the n� speed sensor.
For installation, when the sensor is fully engaged, you need to check the gap between the surfaces of:
- The mounting flange of the n� speed sensor,- The sleeve,
before tightening the bolts.
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N1 SPEED SENSORCTC-���-0��-0�
A/C
Ch BCh A
TENSIONSPRING
PROBEhOUSING
POlEPIECES
N1 SPEEDSENSOR PROBE
MOUNTINGFlANGE
RECEPTAClE
BODY
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ENGINE SENSORS
N2 speed sensor
The n� speed sensor is installed on the rear face of the agB at � o’clock and secured with � bolts.
The housing has three connectors:
- eCU channel a.- eCU channel B.- eVMU.
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N2 SPEED SENSORCTC-���-0��-0�
Ch B Ch A
MAGNETIChEAD
Ch BCh A
POlE PIECES
ECU CONNECTORS
RECEPTAClE
A/C CONNECTOR(EVMU)
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ENGINE SENSORS
T12 sensor
The T�� temperature sensor measures the fan inlet temperature and is installed through the fan inlet case, at the � o’clock position. The portion that protrudes into the airflow encloses two identical sensing elements.
One sensing element is dedicated to the eCU channel a, the other to channel B.
The mounting plate is equipped with elastomer dampers for protection against vibrations.
The sensor is secured on the fan inlet case with four bolts, and a stud ensures correct ground connection.
a deflector deviates pollution out of the housing to prevent damage to the sensing elements.
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T12 SENSORCTC-���-0��-0�
RECEPTAClE
ChANNEl A
GROUND STUD
ElASTOMERDAMPERS
RECEPTAClE
ChANNEl B
hOUSING
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ENGINE SENSORS
T25 sensor
The T�� temperature sensor measures the High Pressure Compressor inlet temperature, and is installed in the fan frame mid-box structure, at approximately the � o’clock position.
The sensor is composed of:
- a probe, which encloses two sensing elements protruding into the airflow.
- a mounting flange, with four captive screws and a locating pin.
- Two electrical connectors, one per sensing element.
- Two holes are drilled, opposite the probe airflow inlet, to let dust out.
The locating pin on the mounting flange prevents the sensor from being mis-installed.
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T25 SENSORCTC-���-0�0-00
4 CAPTIVE SCREWS
A B
VIEW A
lOCATINGPIN
CONNECTORS
SENSOR PROBE
A
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ENGINE SENSORS
Compressor discharge temperature T3
The T� temperature sensor is installed at the �� o’clock position on the combustion case, just behind the fuel nozzles.
Two probes, enclosed in the same housing, sense the air temperature at the HPC outlet.
The signals from both probes are directed through a rigid lead to a connector box, which accomodates two connectors, one per eCU channel.
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T3 TEMPERATURE SENSORCTC-���-0��-0�
PROBE
ThERMOCOUPlEPROBE UNIT
ElECTRICAl CABlECONNECTOR UNIT
ATTAChMENTFlANGE
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ENGINE SENSORS
Exhaust Gas Temperature
The exhaust gas Temperature (egT) sensing system is located at aerodynamic station ��.�.
This egT value is used to monitor the engine’s condition.
The system includes nine probes, secured on the low Pressure Turbine (lPT) case and the sensing elements are immersed in the lPT nozzle stage �.
each thermocouple produces an electrical output signal proportional to the temperature. They are connected together through a wiring harness.
The egT wiring harness consists of:
- Three thermocouple lead assemblies with two probes in each. each thermocouple carries
� measurements to a parallel junction box.
- One thermocouple lead assembly with three probes. This assembly carries � measurements to a parallel junction box.
- One main junction box assembly where all the thermocouple lead assemblies are connected. The main junction box averages the nine input signals, and, through a connector and lead assembly, sends one output signal to both channels of the eCU, where the signal is subject to validation checks.
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ExhAUST GAS TEMPERATURECTC-���-0��-0�
PARAllElJUNCTION BOxES
R/h ThERMOCOUPlElEAD ASSEMBlY (3 PROBES)
UPPER ExTENSION lEAD
l/h UPPER ThERMOCOUPlElEAD ASSEMBlY (2 PROBES)
MAIN JUNCTIONBOx ASSEMBlY
lOWER ExTENSION lEAD
l/h lOWER ThERMOCOUPlElEAD ASSEMBlY (2 PROBES)
R/h lOWER ThERMOCOUPlElEAD ASSEMBlY (2 PROBES)
PROBES
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ENGINE SENSORS
lPT discharge temperature T5
The T� temperature sensor is located at the � o’clock position, on the turbine rear frame.
This sensor is part of the optional monitoring kit, available upon customer request.
It consists of a metal body, which has two thermocouple probes and a flange for attachment to the engine.
a rigid lead carries the signal from the probe to a main junction box with a connector that allows connection with a harness.
The two thermocouples are parallel-wired in the box and a single signal is sent to the eCU channel a.
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T5 TEMPERATURE SENSORCTC-���-0��-0�
T5 SENSOR
T5 SENSORASSEMBlY
3 O`ClOCK
FWD
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ENGINE SENSORS
T case
The T case sensor measures the High Pressure Turbine (HPT) shroud support temperature.
The temperature value is used by the eCU in the HPT Clearance Control system logic.
The sensor is installed on the combustion case at the � o’clock position, and consists of:
- a housing, which provides a mounting flange and an electrical connector.
- a sensing element, fitted inside the housing and in contact with the shroud support.
a gasket prevents hot air leakage.
nOTe:The probe is spring-loaded to ensure permanent contact with the shroud support.
The signal is supplied directly to channel a and then to channel B through the CCDl.
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T CASE SENSOR CTC-���-0��-0�
B
VIEW B
ThERMOCOUPlEPAD
ElECTRICAlCONNECTOR
ElECTRICAlCONNECTION
FRONT
hOUSING
SENSINGElEMENT
GASKET
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ENGINE SENSORS
Engine oil temperature
The engine is equipped with � oil temperature sensors.
One of the sensors, the TeO sensor, provides a temperature value used for the Integrated Drive generator (IDg) oil cooling system and the FrV.
The TeO sensor is installed on the oil supply line to the forward sump, at the � o’clock position, above the oil tank.
It has a captive nut in order to secure it to the supply line.
The TeO consists of two identical and isolated probes, one dedicated to channel a, the other to channel B, and provides two electrical outputs proportional to the supply oil temperature. a single electrical connector routes the outputs to the eCU. The second sensor is installed on the lube unit, and is described in the oil system section.
It is used only for cockpit indication.
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TEO SENSORCTC-���-0��-0�
CONNECTORRECEPTAClE
SENSOR BODY
ATTAChMENT NUT(CAPTIVE)
IMMERSEDSECTION
TEO SENSORTEO SENSOR
- 5B - 5A
FWD
OIl SUPPlY TUBETO FWD BEARING SUMP
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Engine inlet static pressure PS12
Three static pressure ports are mounted on the forward section of the fan inlet case, at the ��, � and � o’clock positions.
a pneumatic line runs around the upper portion of the fan inlet case, collecting and averaging the pressures.
The lower part of the line is drained through a weep hole.
ENGINE SENSORS
Ambient static pressure P0
The eCU receives two items of information:- From the two air Data Computers (aDC)- From the vent plug installed on its shear plate (dual
information) P0.
The eCU then validates the inputs and calculates a weighted average based on these four input values.
hPC discharge pressure PS3
The PS� static pressure pick-up is located on the combustion case, at the � o’clock position, between two fuel nozzles.
The lower part of the line is drained through a weep hole.
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PRESSURE PICK-UPSCTC-���-0��-0�
NACEllEINTERNAl
ENVIRONMENT
ECUSTATICPRESSURE
AIR DATACOMPUTER
STATIC PRESSURE
WEEP hOlE AT 6 O’ClOCK
P0 SENSOR
PS12PICK-UP
PS12MANIFOlD
FANINlET CASE
ECU
CDPlINE
WEEP hOlE
PS3
- 5B
- 5A
PS3
CDP LINE
ECU
WEEP hOlE
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ENGINE SENSORS
Fan discharge static pressure PS13
PS�� is part of the optional monitoring kit, available upon customer request.
If the kit is not installed, the PS�� port is blanked off on the eCU shear plate.
The PS�� pick-up is located at approximately � o’clock, downstream from the fan Outlet guide Vanes (OgV).
This signal is processed by channel a only.
The lower part of the line is drained through a weep hole.
hPC inlet total pressure P25
P�� is part of the optional monitoring kit, available upon customer request. If the kit is not installed, the P�� port is blanked off on the eCU shear plate.
The P�� probe is installed in the fan frame mid-box structure, at the � o’clock position.
The pressure line exits the fan frame on its rear wall through a nipple.
The signal is processed by channel B only.
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PS13 AND P25 SENSORSCTC-���-0��-0�
ECU ChANNEl A
ECU ChANNEl B
PS13
P25TRANSDUCER
PS13TRANSDUCER
2 3 45
FAN FRAME
NOTE:- 5B ShOWN ONlY
P25
PS13PORT
AIR PRESSURETUBE
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ENGINE SENSORS
No 1 bearing vibration sensor assembly
The assembly is made up of a vibration sensor, which is secured at the � o’clock position on the no � bearing support front flange.
a semi-rigid cable, routed in the engine fan frame, links the vibration sensor to an electrical output connector, located at the � o’clock position on the fan frame outer barrel.
The cable is protected by the installation of shock absorbers which damp out any parasite vibration.
The no � bearing vibration sensor permanently monitors the engine vibration and due to its position, is more sensitive to fan and booster vibration. However, this sensor also reads n� and lPT vibrations.
The data is used to perform fan trim balance. This sensor is not a line replaceable Unit (lrU). In case of failure, the TrF sensor must be selected, through the CFDS in maintenance mode, in order to continue engine vibration monitoring.
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No 1 BEARING VIBRATION SENSORCTC-���-���-0�
CABlE
SElF-SEAlINGCONNECTOR
ShOCKABSORBERS
VIBRATION SENSOR(ACCElEROMETER)
SENSITIVEAxIS
AFT lOOKING FORWARD
FAN FRAMEOUTER SURFACE
VIBRATIONSENSINGElEMENT
TO A/C
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ENGINE SENSORS
TRF vibration sensor
(-5B):
The TrF vibration sensor is secured at the �� o’clock position on the turbine frame.
a semi-rigid cable is routed from the vibration sensor to an electrical connector, which is secured on a bracket on the core engine at the � o’clock position.
(-5A, -5B):
The TrF vibration sensor monitors the vertical acceleration of the rotors and sends the analog signals to the eVMU for vibration analysis processing.
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TURBINE REAR FRAME VIBRATION SENSOR (- 5B)CTC-���-���-0�
TURBINE REARFRAME
ElECTRICAlCONNECTOR
TRF VIBRATIONSENSOR
SEMI-RIGIDCABlE
TRF VIBRATIONSENSOR
ElECTRICAlCONNECTOR
12h00
FWD
- 5B
A
VIEW A
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ENGINE SENSORS
TRF vibration sensor
(-5A):
The TrF vibration sensor is secured at the �� o’clock position on the turbine frame.
a semi-rigid cable is routed from the vibration sensor to an electrical connector, which is secured on a bracket on the core engine at the �0 o’clock position.
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TURBINE REAR FRAME VIBRATION SENSOR (- 5A)CTC-���-���-00
TRF VIBRATIONSENSOR
TURBINE REARFRAME VIBRATIONSENSOR
ElECTRICAlCONNECTOR
TURBINE REARFRAME FlANGE
SEMI-RIGIDCABlE
- 5A
ElECTRICAlCONNECTOR
TRF VIBRATIONSENSOR
SEMI-RIGIDCABlE
12h00
FWD
A
VIEW A
COMPRESSOR CASEFRAME
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ENGINE WIRING hARNESSES
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ENGINE SYSTEMS
Page ��May 0�
ENGINE WIRING hARNESSES
Two types of harnesses are used, depending on where they are installed on the engine.
Fan section
Harnesses that run on the fan inlet case and the fan frame, have a conventional design.
(-5B):
Cold section harnesses are designated:- HJ�, HJ�, HJ�, HJ�0, HJ��, HJ��, HJ��, DPM.
DPM is the harness routed from the Master Chip Detector (MCD) to the visual contamination indicator.
(-5A):
Cold section harnesses are designated:- HJ�, HJ�, HJ�, HJ�0, HJ��, HJ��, HJ��.
(-5A, -5B):
Core engine section
Harnesses routed along the core engine section have a special design that can withstand high temperatures.
Hot section harnesses are designated:- HCJ��l, HCJ��r, HCJ��l, HCJ��r, HCJ��.
example:
H C J�� l
H => harness C => Core (hot section) J�� => (eCU connector) l => left (or right)
all harnesses are lrU’s but they cannot be repaired on line.
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ENGINE ElECTRICAl hARNESSESCTC-���-0��-00
hJ7 - hJ8 - hJ9hJ10 - hJ11hJ12 - hJ13
DPM*
hCJ11l - hCJ11RhCJ12l - hCJ12R
hCJ13
DPM ON - 5B ONlY*
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ENGINE WIRING hARNESSES
The electrical harnesses ensure the connections between the various electrical, electronic and electro-mechanical components, mounted on the engine.
all the harnesses converge to the � o’clock junction box, which provides an interface between the two types.
They are screened against high frequency electrical interference (except for � harnesses), and each individual cable within a harness is screened against low frequency electrical interference.
They are also constructed with fireproof materials and sealed to avoid any fluid penetration.
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hARNESS INTERFACESCTC-���-0��-0�
N2SENSOR
FRV
TEO
N1SENSOR
T12
CONTROlAlT
SAV
ECU
hMU
6 O'ClOCK BOx
TCASET3 TBV*EGT T5 VSV hPTCC lPTCC BSV** T25
hJ7
hJ8
hJ13
hJ11
hJ10
hJ9
hCJ12RhCJ11RhCJ12l
WFM hJ12
VBV
hCJ11lhCJ13
DPM
OIlChIP
DETECTOR
VISUAlINDICATOR
COlD AREA
hOT AREA
*
ON -5B ONlY*
ON -5A ONlY**
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Page ��May 0�
STARTING AND IGNITION
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STARTING SYSTEM
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STARTING SYSTEM
The FaDeC is able to control engine starting, cranking and ignition, using aircraft control data.
Starting can be performed either in Manual Mode, or automatic Mode.
For this purpose, the eCU is able to command:
- Opening and closing of the Starter air Valve (SaV),- Positioning of the Fuel Metering Valve (FMV),- energizing of the igniters.
It also detects abnormal operation and delivers specific messages.
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STARTING SYSTEM (- 5B) ShOWN (- 5A IDENTICAl)CTC-���-0�0-0�
IGNITER
IGNITIONlEADS
AIR DUCTS
SAV
STARTER
ECU
IGNITIONBOxES
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STARTING SYSTEM
Starting is initiated from the following cockpit control panels:
- The engine control panel on the central pedestal, which has a single rotary Mode Selector for both engines and two Master levers, one for each engine.
- The engine man start panel on the overhead panel, which has two switches, one for each engine.
- The engine Warning Display (eWD) and the System Display (SD) on the upper and lower eCaM’s, where starting data and messages are displayed.
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START SYSTEM INTERFACESCTC-���-0��-0�
FIRE
ENG1
ENG2
FIRE
FAUlTFAUlT
OFF
ONMASTER 2
1 2
OFF
ONMASTER 1 ENG
ON
1MAN START
ON
ENG
115VU
2
CRANK IGNSTART
MODENORM
10100 10100F.USED
KG
15. .5 15. .5
OIl
QT
60 60PSI
130 130°C
0 . 8 0 . 8
VIB N1 (N1)
VIB N2 (N2)
1 . 2 1 . 2
25 25PSI
IGN
�� H ��
gW �0000 Kg
engIne
TaT + ��°CSaT + ��°C
81.5 81.4
92.5 92.7
670 665
5 10 5 10
5 10 5 10
n�%
n�%
egT°C
5070 5070lBS/H
FF
IgnITIOnSeaT BelTSnO SMOKIng
aPU aVaIlaDV
STS
FlX ��.� % ��°C
FOB : ���00 lBS
S FlaP F
�
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In case of no ignition, the engines are dry motored and a second starting procedure is initiated on both igniters.
nOTe:In flight, a starter-air assisted procedure or a non-starter assisted procedure (windmilling) exist, depending on a/C velocity and altitude.
The eCU is entirely responsible for the starting sequence.
While in the start sequence (up to �0% n�), it provides protection for:
- egT overtemperature limit- Starter engagement time limit (� minutes)- any abnormal start conditions (no light-off,
overtemperature, hot start, hung start).
There is also an automatic protection in case of stall detection. That protection is active up to low idle.
If an abnormal start is detected, the eCU will abort or try another start attempt. Messages are transmitted to the a/C for cockpit indication (eCaM warning messages).
STARTING SYSTEM
There are two starting procedures which correspond to two starting laws in the eCU logic :
-The automatic starting process, under the full authority of the FaDeC system.
-The manual starting process, with limited authority of the FaDeC system.
1) Automatic start
During an automatic start, the eCU includes engine protection and provides limits for n�, n� and egT, with the necessary indications in the cockpit.
The automatic starting procedure is:
- rotate mode selector to Ign/STarT. Both eCU’s are powered up.- Switch the MaSTer leVer to ‘On’.
The SaV opens and:
- at ��% n� speed, one igniter is energized.- at ��% n� speed, fuel is delivered to the combustor.- at �0% n� speed, the SaV is closed and the igniter
de-energized.
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AUTOMATIC STARTCTC-���-0��-0�
FIRE
ENG1
ENG2
FIRE
FAUlTFAUlT
OFF
ONMASTER 2
1 2
OFF
ONMASTER 1 ENG
115VU
CRANK IGNSTART
CRANK IGNSTART
MODENORM
CRANK IGNSTART
CRANK IGNSTART
FIRE
ENG1
ENG1
ENG2
ENG1
ENG2
ENG2
FIRE
FAUlTFAUlT
OFF
ONMASTER 2
1 2
OFF
ON
ENG
115VUMODENORM
FIRE FIRE
FAUlTFAUlT
OFF
ON
1 2
OFF
ON
ENG
115VUMODENORM
FIRE FIRE
FAUlTFAUlT
OFF
ON
1 2
OFF
ON
ENG
115VUMODENORM
1 IGN/STARTON MODE SElECTOR ECU 1/2 ARE POWERED
2
MASTER lEVERSWITChED "ON"- STARTER VAlVE OPENS- 16% N2 : IGNITION "ON"- 22% N2 : FUEl "ON"- 50% N2 : S.A.V. ClOSES IGNITION "OFF"
3 START ThE SECOND ENGINE MASTER lEVER SWITChED "ON"
4
MODE SElECTOR BACK TO NORMAl WhEN ENGINES STABIlIZED AT IDlE
AUTOMATIC START
NORMAl START 10 SEC*
*15 SECONDS IN COlD CONDITIONS
IGNITIONA OR B
FUEl FlOW STARTS
2 TO 3 SECONDS
STARTER ANDIGNITIONSYSTEM
TURN OFF
N2 %
lOW IDlE
22%
50%
16%
S.A.VOPENS
TIME
2 MIN MAx
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STARTING SYSTEM
Manual start - Normal procedure
During a manual start, the eCU provides limited engine protection and limitation on egT only.
The manual starting procedure is:
- rotate mode selector to Ign/STarT. Both eCU’s are powered up.
- Press the Man/STarT push button.
The SaV opens and:- when n� speed > �0%, switch the MaSTer leVer
to ‘On’.- The two igniters are energized and fuel is delivered
to the combustor.- at �0% speed, the SaV is closed and the igniters are
automatically de-energized.
When the engines are started (manual or automatic), the mode selector must be switched back to the nOrMal position. The Man/STarT push button must also be released (‘On’ legend goes off).
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MANUAl STARTCTC-���-0��-0�
STARTER ANDIGNITION SYSTEMAUTOMATICAllY
TURN OFF
N2 %
lOWIDlE
20%
50%
S.A.VOPENS(MAN STARTPUSh BUTTON)
TIME
2 MIN MAx
FIRE
ENG1
ENG2
FIRE
FAUlTFAUlT
OFF
ONMASTER 2
1 2
OFF
ONMASTER 1 ENG
115VU
CRANK IGNSTART
MODENORM
CRANK IGNSTARTFIRE
ENG1
ENG2
FIRE
FAUlTFAUlT
OFF
ONMASTER 2
1 2
OFF
ON
ENG
115VUMODENORM
CRANK IGNSTART
ENG1
ENG2
FIRE FIRE
FAUlTFAUlT
OFF
ON
1 2
OFF
ON
ENG
115VUMODENORM
1 IGN/STARTON MODE SElECTOR- ECU 1/2 ARE POWERED
2 MAN START PUShBUTTON"ON" TO OPEN STARTERVAlVE
3
WhEN N2 > 20%MASTER lEVER "ON"- IGNITION "ON"- FUEl "ON"- 50% N2 : S.A.V. ClOSES IGNITION "OFF"
5
MODE SElECTOR BACK TO NORMAl WhEN ENGINES STABIlIZED AT IDlE
4 START ThE SECONDENGINE
ON
1MAN START
ON
ENG
2
ON
1MAN START
ON
ENG
2 6 MAN START PUShBUTTONRElEASE
lIGhTOFF
MASTER lEVEl ONIGN AND FUEl ON
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STARTING SYSTEM
Starting system operation
The starting system provides torque to accelerate the engine to a speed such that it can light off and continue to run unassisted.
The starting system is located underneath the right hand side engine cowlings, and consists of:
- One Starter air Valve (SaV).- Two air ducts.- One pneumatic starter.
When the starter air valve is energized, it opens and air pressure is delivered to the pneumatic starter.
The pneumatic starter provides the necessary torque to drive the HP rotor, through the agB, TgB and IgB.
The necessary air pressure for the starter comes from:
- The aPU.- The other engine, through the cross bleed system.- a ground power unit (�� to �� psi).
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STARTING OPERATION (- 5B) ShOWN (- 5A IDENTICAl)CTC-���-0��-0�
STARTER AIR VAlVE
PRESSURIZEDAIRFROM A/CAIR BlEEDSYSTEM
ECU
PYlONINTERFACE
CONNECTION BOx
UPPERDUCT
lOWERDUCT PNEUMATIC STARTER
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STarTeraIr ValVeENGINE SYSTEMS
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STARTER AIR VAlVE
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STARTER AIR VAlVE
The Starter air Valve (SaV) controls the pressurized air flow to the engine pneumatic starter.
The SaV is secured on the air starter duct, just below the � o’clock position and is accessible through an access door provided on the right hand side fan cowl.
The valve is connected to two air ducts. The upper duct (from the pylon to the valve), and the lower duct (from the valve to the air starter).
Two electrical connections transfer electrical signals to the eCU.
The SaV is normally closed.
an electrical signal, sent by the eCU, changes the value status to the open position.
You can operate the valve manually in case of electrical command failure by using the manual override lever. air pressure must be present, to avoid internal damage.
CaUTIOn:Do not operate the manual handle of the starter air valve if the starter system is not pressurized, or internal damage to the starter air valve can occur.
WarnIng: gloves must be worn to avoid injury from hot parts.
Position switches provide the valve status to the eCU.
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STARTER AIR VAlVECTC-���-0��-0�
FANFRAME
SAV ACCESSDOOR
MANUAl OVERRIDElEVER AND VISUAlPOSITION INDICATOR
FANCASE
FlOW DIRECTIONINDICATOR AIR
DUCT
3:00O’ClOCKhJ10
hARNESS
CONNECTOR(ChANNEl B)
hJ9hARNESS
CONNECTOR(ChANNEl A)
FWD
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PneUMaTICSTarTer
ENGINE SYSTEMS
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PNEUMATIC STARTER
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PNEUMATIC STARTER
The pneumatic starter is connected to an air starter duct and converts the pressurized airflow from the aircraft air system into a high torque rotary movement.
This movement is transmitted to the engine High Pressure (HP) rotor, through the accessory drive system.
an internal centrifugal clutch automatically disconnects the starter from the engine shaft.
The pneumatic starter is secured on the aft right hand side of the agB.
The pneumatic starter works with engine oil and has three ports:
- a filling port- an overflow port- a drain port.
The drain port features a plug made in two parts:
- an inner part, which is a magnetic plug used to trap any magnetic particles contaminating the oil.
- an outer part, which is the drain plug, receives the magnetic plug. This part has a check valve to prevent any oil spillage when the magnetic plug is removed for maintenance checks.
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PNEUMATIC STARTERCTC-���-0��-0�
O-RING
MAGNETIC PlUG DRAINPORT
OVERFlOWPORT
FIllINGPORT
O-RING
DRAIN PlUG
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PNEUMATIC STARTER
The pneumatic starter has an air inlet and a stator housing assembly, which contains the following main elements:
- a turbine wheel stator and rotor.- a gear set.- a clutch assembly.- an output shaft.
Pressurized air enters the air starter and reaches the turbine section, which transforms the air’s kinetic energy into mechanical power.
This high speed power output is transformed into low speed and high torque motion, through a reduction gear set.
a clutch system, installed between the gear set and the output shaft, ensures transmission of the turbine wheel power to the output shaft during engine starting, and disconnection when the output shaft speed reaches �0% of n�.
On new starters, a sprag clutch system (free wheel) is installed.
It is linked with a shear pin decoupler to ensure back drive protection.
The shear pin will break if the sprag clutch does not disengage.
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AIR STARTER OPERATIONCTC-���-0��-0�
ExhAUST
A B C D
A = TURBINEB = REDUCTION GEAR SETC = ClUTChD = OUTPUT ShAFT
AIR PRESSUREFROM A/C
AIR SYSTEM
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IGNITION
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IGNITION GENERAl
The purpose of the ignition system is to ignite the air/fuel mixture within the combustion chamber.
The engine is equipped with a dual ignition system, located on the right-hand side of the fan case and both sides of the core.
The ignition system has two independent circuits consisting of :
- � high energy ignition exciters.- � ignition lead assemblies.- � spark igniters.
electrical power, from the essential and normal bus, is supplied to the ignition exciters through the eCU relays and transformed into high voltage pulses. These pulses are sent, through ignition leads, to the tip of the igniter plugs, producing sparks.
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IGNITION GENERAlCTC-���-0��-0�
IGNITION lEADASSEMBlY (2)
SPARK IGNITER (2)
ExCITER (2)
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IGNITION
Ignition exciters
The ignition exciters, which are capacitor discharge type, use ��� VaC to produce high voltage pulses to energize the spark igniters.
The ignition exciters transform this low voltage input into repeated �0 KV high voltage output pulses.
The � ignition exciters are installed on the fan case, between the � and � o’clock positions.
a stainless steel protective housing, mounted on shock absorbers and grounded, encloses the electrical exciter components.
The housing is hermetically sealed, ensuring proper operation, whatever the environmental conditions.
The components are secured mechanically, or with silicon cement, for protection against engine vibration.
The ignition exciter electrical circuit consists of:- an input circuit.- a rectifier and storage circuit.- a discharge circuit.
The a/C alternating input voltage is first rectified and then stored in capacitors.
In the discharge circuit, a spark gap is set to break down when the capacitors are charged, delivering a high voltage pulse at a regular rate.
Input voltage: �0�-��� VaC (��� V nominal). ��0-��0 Hz (�00 Hz nominal).
Output voltage: ��-�0 KV at the end of the ignition lead.
nOTe: Be sure exciters are de-energized for at least � minutes before working on the ignition system. Voltage output can be dangerous. Do not touch the electrical contacts. exciters may contain an electrical charge even when they are not energized.
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IGNITION ExCITERSCTC-���-0�0-0�
A
VIEW A
FWD
ElECTRICAlCONNECTORSYSTEM A(IGN1)
ElECTRICAlCONNECTORSYSTEM B(IGN2)
ElECTRICAlCONNECTORSYSTEM B(IGN2)
TO RIGhTIGNITER
TO lEFTIGNITER
GROUNDSTRAP
ShOCKABSORBER
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IGNITION
Ignition distribution system
The purpose of the distribution system is to transmit the electrical energy delivered by the ignition exciters to produce sparks inside the combustion chamber.
The main elements of distribution are:
- � ignition lead assemblies, from the exciters to the combustor case, at each spark igniter location.
- � spark igniters, located on the combustor case at � and � o’clock.
Ignition lead
The two ignition lead assemblies are identical and interchangeable, and each connects one ignition exciter to one spark igniter.
a single coaxial electrical conductor carries the high tension electrical pulses to the igniter plug.
The portion of the lead assembly along the core, as well as the outer portion of the igniter, is cooled by booster discharge air.
The ignition lead assembly consists of an elbow, an air inlet adapter, an air outlet and terminals that are interconnected with a flexible conduit assembly.
The flexible conduit consists of an inner copper braid, a convoluted conduit, and a nickel outer braid.Within this metal sleeve is a stranded, silicon-insulated wire.
Booster air is introduced at the air adapter assembly, into the cooled section of the conduit, and exits at the connection with the igniter.
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IGNITION DISTRIBUTION SYSTEM - IGNITION lEADCTC-���-0��-0�
IGNITERPlUG
ElBOWASSEMBlY
COOlINGAIR ExIT
IGNITION lEADASSEMBlY
ExCITER
6 O’ClOCKJUNCTION BOx BOOSTER
AIR
RIGhTIGNITIONlEAD
lEFTIGNITIONlEAD
BUNDlEJUNCTIONBOx COVER
O-RING
O-RING
IGNlEAD
RETAININGPlATE
OUTERBRAID
COOlINGAIR INlET
COOlED SECTION NON-COOlED SECTION
FWD
BOOSTER AIRINTRODUCTION
AIR ADAPTERASSEMBlY
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IGNITION
Igniter plug
The igniter plug is a recessed gap igniter, which has:
- an input terminal contact,- a shell seal.- a retained insulator.- an installation flange gasket (captive gasket).- a spark gap.
The igniter plug operates in conjunction with the capacitor discharge-type ignition exciter.
an electrical potential is applied across the gap between the center electrode and the shell.
as the potential across the electrode and shell increases, a spark is emitted, igniting the fuel/air mixture.
The connection between the igniter plug and the ignition lead is surrounded by a shroud, which ducts the ignition lead cooling air around the igniter plug.
The depth of the spark igniter is controlled by the igniter bushing and igniter plug gasket(s). each gasket is 0.��mm in thickness.
Before installing the spark igniter, a small amount of graphite grease should be applied to the threads that connect with the igniter bushing in the combustion case boss.
nOTe :Do not apply grease or any lubricant to the threads of the connector on the ignition lead as this will cause damage to the igniter and lead.
If the igniter has been removed for maintenance or repair, the chamfered silicone seal must be replaced.
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IGNITER PlUGCTC-���-0��-0�
COMBUSTIONCASE
IGNITERPlUG
GASKET IGNITERBUShING
COOlINGShROUD
ShROUDClAMP
IGNITION lEADASSEMBlY
COUPlINGNUT
ChAMFEREDSIlICONE SEAl
CAGED SPRINGASSEMBlY
COOlINGShROUDSPARK
IGNITER
CAPTIVEGASKET
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CFM56-5A/-5B TRAININGMANUAL
engIneCOnTrOlENGINE SYSTEMS
Page ���May 0�
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ENGINE CONTROl
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engIneCOnTrOlENGINE SYSTEMS
Page ���May 0�
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POWER MANAGEMENT & FUEl CONTROl
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POWER MANAGEMENT & FUEl CONTROl
The power management function computes the fan speed (n�) necessary to achieve a desired thrust.
The FaDeC manages power, according to two thrust modes:
- Manual mode, depending on the Thrust lever angle.
- autothrust mode, according to the autothrust function generated by the autoflight system.
Power management uses n� as the thrust setting parameter.
It is calculated for the appropriate engine ratings (coded in the identification plug) and based upon ambient conditions, Mach number (aDIrU’s) and engine bleeds (eCS).
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POWER MANAGEMENTCTC-���-0��-0�
ThROTTlERESOlVER ANGlE
ID PlUG
AMBIENTCONDITIONS
ENGINEBlEEDS
PWRMAN N1 COMMAND
AUTO ThRUSTSYSTEM
EIU
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POWER MANAGEMENT & FUEl CONTROl
Throttle lever
The throttle control system is fully electrical and consists of:
- The throttle control lever- The throttle control artificial feel unit- The throttle control unit- The electrical harness.
In addition, each throttle control lever is fitted with an instinctive pushbutton switch. This pushbutton switch serves for the de-activation and disengagement of the autothrust function.
The design of the throttle control is based upon a fixed throttle concept: this means that the throttle control levers are not servo motorized.
There are � detents that correspond to specific values of Tra (throttle resolve angle). each detent corresponds to a specific engine power.
a system of adjustable mechanical rods transmits the throttle control lever movement. It connects the throttle control artificial feel unit to the input lever of the throttle control unit.among other components, the throttle control unit includes � resolvers whose signals are dedicated to the eCU (one resolver per channel of the eCU).
The resolver transforms the mechanical movement into an electrical signal representing the angular position. The electrical signal is transmitted directly to the eCU, through hardwire connections, for use in thrust calculations.
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ThROTTlE lEVERCTC-���-���-00
MAxREV MCl
MCTFlx TO
DRTTO/GA
N1REF
-38 0 85,5 TRA
IDlE
STOP STOP
DETENT DETENT DETENT
ThROTTlECONTROlUNIT
ADJUSTABlEROD
ARTIFICIAlFEEl UNIT
ThROTTlElEVER
AUTOThRUST INSTINCTIVEDISCONNECT PUShBUTTON
REVERSElATChING
lEVER
ADJUSTABlEROD
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POWER MANAGEMENT & FUEl CONTROl
each n� is calculated according to the following flight conditions:
- Temperature: the thrust delivered depends on outside air temperature (OaT). By design, the engine provides a constant thrust up to a pre-determined OaT value, known as “corner point”, after which the thrust decreases proportionally to maintain a constant egT value.
- Pressure: with an increase in altitude, thrust will decrease when operating at a constant rPM due to the reduction in air density, which reduces the mass flow and fuel flow requirements.
- Mach: when mach number increases, the velocity of air entering the engine changes, decreasing thrust. To determine the fan speed, the eCU calculates M0 from the static pressure, the total pressure and the TaT values.
- Bleed: eCS bleed and anti-ice bleed are taken into account in order to maintain the same egT level with and without bleeds.
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POWER MANAGEMENT COMPUTATIONCTC-���-0��-0�
OAT
ThRUST P0
AlTITUDE EFFECTSOAT
ThRUST
EGT
CORNERPOINT
N1
TEMPERATURE EFFECTS
ThRUST
MACh EFFECTS
STD SEA lEVEl
0,1 0,2 0,3 0,4 0,5
MAxREV MCl
MCTFlx TODRT
TO/GA
N1REF
-38° 0 85,5 TlA
IDlE
OAT
ThRUST
BlEED EFFECTS
BlEED OFF
BlEED ON
CP
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POWER MANAGEMENT & FUEl CONTROl
Flex Take-off
The Flex Take-off function enables the pilot to select a take-off thrust, lower than the maximum take-off power available for the current ambient conditions.
Temperatures for the flexible take-off function are calculated according to the ‘assumed temperature’ method.
This means setting the ambient temperature to an assumed value, which is higher than the real ambient temperature. The assumed ambient temperature (��°C max) is set in the cockpit, using the MCDU. The value is transmitted to the FaDeC on the arInC digital data bus via the FMgC and the eIU.
The flexible mode is only set if the engine is running and the aircraft is on the ground.
However, the power level, which is set by the FaDeC in the flexible mode, may be displayed on the eCaM by input of a flexible temperature value, through the MCDU PerFOrManCe - TaKe OFF page, and setting the Tra to the flex position, before the engine is started.
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FlExIBlE TAKE-OFFCTC-���-0��-0�
FADEC
COMPUTATION
r
0
F
a/THr
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ga
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FlX
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r
0
l
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��
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��
�0
��
�0
��
�0
�
0
81.5 81.4
92.5 92.7
670 665
5 10 5 10
5 10 5 10
n�%
n�%
egT°C
5070 5070lBS/H
FF
IgnITIOnSeaT BelTSnO SMOKIng
aPU aVaIlaDV
STS
FlX ��.� % ��°C
FOB : ���00 lBS
S FlaP F
�
TAKE OFF
V1 FlP RETR RWY
VR SlT RETR TO ShIFT
V2 ClEAR FlAPS/ThS
DRT TO - Flx TO
45°
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re
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C
��
°
25 30 45 T°
ThRUST
N1
DN1
FlEx T/O (ExAMPlE: 5B1)
(CP)
Flx TO
- 5B
- 5A
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POWER MANAGEMENT & FUEl CONTROl
Derated Take-off
(-5B):
Derated take-off is provided to achieve take-off power levels below the maximum level.
When the aircraft derated take-off option is installed, the FaDeC unit may set a derated take-off level depending on a value from � to � entered through the MCDU.Priority defaults to the highest derated take-off thrust level
The derated take-off level is set in the cockpit using the Multi-Purpose Control Display Unit (MCDU), and transmitted to the FaDeC unit on the arInC digital data bus via the Flight Management guidance Computer (FMgC), the Flight Control Unit (FCU), and the eIU.
The derated take-off mode is only set if the engine is running and the aircraft is on the ground. However, the n� speed, which is set by the FaDeC in the derated take-off mode, may be displayed by input of a valid derated take-off level value and setting the Tra to the appropriate positions, before the engine is started.
The six different levels correspond to a delta n�:
levels � � � � � �
Delta n� rpm��00 to ��00
��to
���
��to
���
���to
�00
���to
���
���to
�0�
���to
���
(-5A):
Derated take-off is not provided for CFM��-�a engines.
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DERATED TAKE-OFF (- 5B ONlY)CTC-���-���-00
FADEC
COMPUTATION
r
0
F
a/THr
T0
ga
Cl
FlX
MCT
r
0
l
a/THr
T0
ga
Cl
FlX
MCT
��
�0
��
�0
��
�0
��
�0
�
0
81.5 81.4
92.5 92.7
670 665
5 10 5 10
5 10 5 10
n�%
n�%
egT°C
5070 5070lBS/H
FF
IgnITIOnSeaT BelTSnO SMOKIng
aPU aVaIlaDV
STS
DrT �� % D0�
FOB : ���00 lBS
S FlaP F
�
TAKE OFF
V1 FlP RETR RWY
VR SlT RETR TO ShIFT
V2 ClEAR FlAPS/ThS
DRT TO - Flx TO
MCDU
re
V ID
leIDle
IDle
reVerSe
reV
MC
lD
rT
TO F
lX T
O*
MC
T
TO/g
a
0
DERATElEVEl(1 TO 6)
D04 UPPER ECAM
* DERATE IS AChIEVED ON Flx TO DETENT
OPTIONAl
- 5B
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POWER MANAGEMENT & FUEl CONTROl
N1 trim
(-5B):
engine build-up tolerances create thrust differences between engines operating at the same n�.
The eCU uses the n� discrete modifier to reduce the thrust differences between individual engines.
n� trim levels (or modifiers) are determined during the test cell run and the n� trim is only active beyond MCT setting.
The n� command is reduced within the eCU, and this reduces the n� actual speed by a certain percentage. Since n� speed equals thrust, different thrust outputs can be matched.
The n� modifier level that reduces n�, does not affect the value sent to the flight deck for display, and so the flight deck n� indication remains unaffected, except indicated n� gets closer to the indicated red line. In that case, the eCU takes into account the n� trim level (wash out) so that the indicated n� really equals the physical n� (to prevent a wrong overspeed warning).
(-5A):
n� trim is not provided for CFM��-�a engines.
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N1 TRIM (- 5B ONlY)CTC-���-���-00
96.0
31000 lbs
N1%
N1
96%
MTO/GATlA
96.0
31205 lbs
N1%
N1
96%
MTO/GATlA
96.0
31000 lbs
N1%
N1
96%
MTO/GATlA
96.0
31000 lbs
N1%
N1
95.4%
MTO/GATlA
ENG 2TRIM DOWN
ENG 1UNChANGED
lEVEl 0
lEVEl 7
lEVEl 6
lEVEl 5
lEVEl 1lEVEl 2lEVEl 3lEVEl 4
50003600N1 (rpm)
N1(rpm)
- 5B
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POWER MANAGEMENT & FUEl CONTROl
Fuel control
The fuel control law computes the Fuel Metering Valve (FMV) demand signal depending on the engine control laws and operating conditions.
Fuel flow in the combustor must be precisely regulated in order to deliver the necessary kinetic energy to drive the HP and lP turbines. In this way, the exact n� speed can be achieved by manipulating the fuel flow which leads to a specific n� speed.
The fuel metering functions regulate engine fuel flow to control n� or n� speed, based on the command of the throttle resolver angle (Tra) and environmental conditions:
- During engine starting, and idle power settings, n� speed is controlled.
- During high power operations, requiring thrust, n� speed is controlled, and n� is driven between minimum and maximum limits.
The limits depend on:- Core speed.- Compressor discharge pressure.- Fuel/air ratio.- Fan and core speed rates (acceleration,
deceleration).
N2 floor
a minimum core speed limit is calculated and is used near idle to guarantee at least �0 percent thrust in the event of fan speed sensor failure.
a core speed floor limit is used to guarantee the engine response in icing condition or when higher idle speeds are required due to aircraft approach, high IDg temperatures, or engine thrust reverser active.
PS3
a minimum PS� is calculated to ensure the aircraft will have sufficient pressure for the wing and nacelle anti-icing and eCS bleeds. also, the inclement weather flameout protection is implemented by increasing the minimum PS� limit.
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FUEl CONTROl INTRODUCTION (- 5B) ShOWN (- 5A IDENTICAl)CTC-���-0��-0�
J�J�
J�J��
J�� J�J�
J�
J�J�
J�� J��J�� J�0
J�
- CORE SPEED- COMPRESSOR DISChARGE PRESSURE- FUEl / AIR RATIO- FAN AND CORE SPEED RATES
lIMITS
ECUhMU
Wf
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POWER MANAGEMENT & FUEl CONTROl
Fuel control (continued)
a maximum PS� limit is used to protect from over-pressuring the core outer casing and to limit lP turbine torque.
Wf/PS3
a maximum limit for Wf/PS� is used to maintain adequate flameout protection.
a minimum limit for Wf/PS� is used to maintain adequate flameout protection.
Speed rates
For normal engine transient control, rate limits for the core speed, fan speed and fuel are used. The fuel rate limit is to establish an accel (or decel) rate by allowing an initial step in fuel. The fuel rate limit is then applied until the speed rates are established. Core speed rate limits are used to maintain consistent thrust response from one engine to another. Both fan and core rate are helpful in extending the engine life by reducing peak temperatures in the engine cycle.
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CFM56-5A/-5B TRAININGMANUAL
FUelSYSTeM
ENGINE SYSTEMS
Page ���May 0�
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CFM56-5A/-5B TRAININGMANUAL
FUelSYSTeM
ENGINE SYSTEMS
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FUElS
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FUElS
Fuels used in CFM��-�a/-�B engines must be approved by the authorities, following the specifications listed below (or equivalent):
- aSTM D����.-JeT a, JeT a� and JeT B.- MIl-T-���� grades JP�, JP�, or- MIl-T-����� grade JP�.-French Specifications aIr. ��0�C, ��0�C, ��0�B.-United Kingdom Specifications DerD ����/����,
DerD ����.
The list of approved materials and equivalent specifications is given in the aircraft Maintenance Manual (aMM).
Flights performed with mixed approved fuels are authorised.
Additives
approved additives listed in the aMM (anti-icing, red-dye, leak-tracer ...) can be used following defined conditions and limits.
Servicing
WarnIng: Sampling and refuelling must follow safety precautions.
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FUElCTC-���-���-00
APPROVED FUElS
USAGE
KEROSENE TYPE JET FUElFREEZING POINT : -47 DEG C
REFERENCES
JET A-1
KEROSENE TYPE JET FUElFREEZING POINT : -40 DEG C
WIDE CUT TYPE JET FUEl
JET FUEl
hIGh FlAShPOINT JET FUEl
JET A
KEROSENE TYPE JET FUElFREEZING POINT : -60 DEG CTS1
KEROSENE TYPE JET FUElFREEZING POINT : -60 DEG C
RT
JP-5
JP-8
JET B OR JP4
MIxED FUEl OPERATION IS AllOWED, PROVIDED ThE OThERFUEl IS ON ThE lIST.
ThIS DATA IS FOR TRAINING PURPOSES ONlY.ThE lIST OF APPROVED MATERIAlS IS GIVEN IN
ThE AIRCRAFT MAINTENANCE MANUAl.
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FUEl DISTRIBUTION
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FUEl GENERAl
The purpose of the fuel distribution system is:
- To deliver clean fuel to the engine combustion chamber.
- To supply clean and ice-free fuel to various servo-mechanisms of the fuel system.
- To cool down engine oil and Integrated Drive generator (IDg) oil.
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FUEl GENERAlCTC-���-��0-00
ENGINE OIl AND
IDG OIl COOlING
FUEl ClEANING ICE PROTECTION TO SERVO MEChANISMS
FUEl DElIVERY TO COMBUSTION
FUEl DISTRIBUTION
ChAMBER
VAlVE ACTUATOR
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FUEl DISTRIBUTION
The fuel distribution components consist of:
- Fuel supply and return lines (not shown).- a fuel pump and filter assembly.- a main oil/fuel heat exchanger.- a servo fuel heater.- a Hydro-Mechanical Unit (HMU).- a fuel flow transmitter.- a fuel nozzle filter.- an IDg oil cooler.- a Fuel return Valve (FrV).
(-5B):- a fuel manifold.- Twenty fuel nozzles.
(-5A):- a Burner Staging Valve (BSV).- Two fuel manifolds (each with �0 nozzles).
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FUEl DISTRIBUTION COMPONENTS (- 5B)CTC-���-0��-0�
MAIN OIl/FUElhEAT ExChANGER
IDG OIlCOOlER
SERVOFUEl
hEATER
FUElPUMP
hMU FUEl FlOWTRANSMITTER
FUEl NOZZlEFIlTER
FUElNOZZlE
FUEl MANIFOlD(PARTIAl)
FUEl RETURNVAlVE
- 5B
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FUelDISTrIBUTIOn
ENGINE SYSTEMS
Page ���May 0�
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ENGINE SYSTEMS
Page ���May 0�
FUEl DISTRIBUTION COMPONENTS (- 5A)CTC-���-���-00
MAIN OIl/FUElhEAT ExChANGER
SERVOFUEl
hEATER
FUElPUMP
IDGOIl COOlER FUEl FlOW
TRANSMITTER
hMU
FUEl NOZZlEFIlTER
FUElNOZZlE
FUEl MANIFOlD(PARTIAl)
BURNERSTAGING VAlVE
FUElRETURN VAlVE
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FUelDISTrIBUTIOn
ENGINE SYSTEMS
Page ��0May 0�
FUEl DISTRIBUTION
Fuel from the a/C tank enters the engine fuel pump, through a fuel supply line.
after passing through the pump, the pressurized fuel goes to the main oil/fuel heat exchanger in order to cool down the engine scavenge oil.
It then goes back to the fuel pump, where it is filtered, pressurized and split into two fuel flows.
(-5B):
The main fuel flow goes through the HMU metering system, the fuel flow transmitter and fuel nozzle filter and is then directed to the �0 fuel nozzles.
(-5A):
The main fuel flow goes through the HMU metering system, the fuel flow transmitter and the fuel nozzle filter and is then directed to the fuel nozzles and the BSV.
(-5A, 5B):
The other fuel flow goes to the servo fuel heater, which warms up the fuel to prevent any ice particles entering sensitive servo systems.
The heated fuel flow enters the HMU servo-mechanism and is then directed to the various fuel-actuated components.
a line brings unused fuel, from the HMU, back to the inlet of the main oil/fuel heat exchanger, through the IDg oil cooler.
a Fuel return Valve (FrV), also installed on this line, may redirect some of this returning fuel back to the a/C tank. Before returning to the a/C tank, the hot fuel is mixed with cold fuel from the outlet of the lP stage of the fuel pump.
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FUEl DISTRIBUTIONCTC-���-0��-0�
FROM A/C
lP STAGE
FUElFIlTER
hP STAGE
MAINOIl/FUEl
hEATExChANGER
FUEl RETURNVAlVE
FUEl FlOWTRANSMITTER
VAlVESACTUATORS
20 FUElNOZZlES
IDGOIl
COOlER
SERVOFUEl
hEATER
TO A/C TANKS
hMUMETERINGSYSTEM
hMU
MEChANISMSSERVO
FUElNOZZlEFIlTER
FUElPUMP
10 FUElNOZZlES
10 FUElNOZZlES
FUElNOZZlEFIlTER
ON - 5A ONlY
BSV
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ENGINE SYSTEMS
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FUel PUMPENGINE SYSTEM
Page ���May 0�
FUEl PUMP
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FUel PUMPENGINE SYSTEM
Page ���May 0�
FUEl PUMP
The purpose of the engine fuel pump is:
- To increase the pressure of the fuel from the a/C fuel tanks, and to deliver this fuel in two different flows.
- To deliver pressurized fuel to the main oil/fuel heat exchanger.
- To filter the fuel before it is delivered to the fuel control system.
- To drive the HMU.
The engine fuel pump is located on the accessory gearbox aft face, on the left hand side of the horizontal drive shaft housing.
The fuel supply line is routed from a hydraulic junction box, attached to the left hand side of the fan inlet case, down to the fuel pump inlet.
The fuel return line is routed from the Fuel return Valve (FrV), along the left hand side of the fan case, and back up to the hydraulic junction box.
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FUEl PUMP (- 5B) ShOWN (- 5A IDENTICAl)CTC-���-0�0-0�
AIRPlANE FUEl SUPPlYlINE ATTACh FlANGE
OIl/FUEl hEATExChANGERATTACh FlANGEFUEl
FIlTER
DRIVEShAFT
QADATTAChFlANGE
FWD
FWD
FUEl PUMP ANDFIlTER ASSEMBlY OUTPUT
ShAFTTO hMU
A
VIEW A
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FUel PUMPENGINE SYSTEM
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FUEl PUMP
The engine fuel pump is a two stage fuel lubricated pump and filter assembly.
First, the fuel passes through the boost stage, where it is pressurized.
at the outlet of the boost stage, it is directed to the main oil/fuel heat exchanger, and the FrV.
The fuel then goes back into the fuel pump, and passes through a disposable main fuel filter.
The clogging condition of the main fuel filter is monitored and displayed on an eCaM, through a differential pressure switch.
a by-pass valve is installed, in parallel with the filter, to by-pass the fuel in case of filter clogging.
at the filter outlet, the fuel passes through the HP stage pump.
a pressure relief valve is installed, in parallel with the gear pump, to protect the downstream circuit from over pressure.
at the gear stage outlet, the fuel passes through a wash filter, where it is split into two different fuel flows.
The main fuel flow, unfiltered, goes to the HMU (fuel metering system). The other fuel flow, which is filtered, goes to the servo fuel heater and the HMU (servo mechanism area).
a by-pass valve is installed, in parallel with the wash filter, to by-pass the fuel in case of filter clogging.
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FUEl PUMP OPERATION CTC-���-0��-0�
FUEl lP
N2
N2
STAGE
MAIN FUEl/OIl hEAT ExChANGER
SERVO FUEl hEATER
WF FOR SERVOS APPlICATION
ECAM P SW
MAIN FUEl FIlTER
hP STAGE
WASh FIlTER
PRESSURE RElIEF VAlVE BY PASS
WF FOR FMV
h M U
FIlTER BY PASS
FUEl PUMP
FRV
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FUel PUMPENGINE SYSTEM
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FUEl PUMP
Fuel pump drive system
The fuel pump is fuel lubricated, and the necessary rotative motion is provided by a drive system consisting of � concentric shafts:
- The main driveshaft - The lP pump driveshaft- The HMU driveshaft.
Main fuel pump driveshaft:Driven by the agB, it drives the HP stage drive spur gear, through splines.
lP pump driveshaft:Driven by the HP stage drive spur gear, through internal splines located at the rear of the gear, it drives the lP stage, through the hollow shaft.
HMU driveshaft:Driven by the lP pump driveshaft through internal splines located at the front of the lP driveshaft, it drives the HMU.
The fuel pump drive system is equipped with � shear neck sections to provide:
- Protection of the agB against any excessive torque created within the fuel pump assembly.
- assurance of the HMU drive operation, even in case of total failure of the lP stage pump.
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FUel PUMPENGINE SYSTEM
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FUEl PUMP DRIVE SYSTEMCTC-���-0��-0�
lP PUMP DRIVE ShAFT
ShEAR NECK
hOllOW ShAFT
hMU DRIVE ShAFT
SPlINES
lP STAGEhP STAGE
MAIN DRIVE ShAFT
SPlINES
DRIVE SPUR GEAR
SEAl ROTARY PART
ShEAR NECK
DRIVEN GEAR
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FUel PUMPENGINE SYSTEM
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FUEl PUMP
Fuel filter
The fuel filter protects the downstream circuit from particles in the fuel.
It consists of a filter cartridge and a by-pass valve.
The filter cartridge is installed in a cavity in the fuel pump body. The fuel circulates from the outside to the inside of the filter cartridge.
In case of a clogged filter, the by-pass valve opens to allow fuel to pass to the fuel pump HP stage.
Tappings on the filter housing enable the installation of a differential pressure switch that transmits filter clogging conditions to the a/C monitoring system.
(-5B):
The cartridge has a filtering capability of �� microns absolute.
(-5A):
The cartridge has a filtering capability of approximately �� microns absolute.
(-5A, 5B):
Two anti-rotation tabs, on each end of the fuel filter element, prevent rotation of the filter. They go between two ribs of the filter housing.
Maintenance practices
Fuel filter removal/installation and check
The filter must be removed and visually inspected on a regular basis, and after any eCaM “Fuel filter clogged” warning messages, or when any significant contamination is found at the bottom of the filter cover during periodical inspection. This inspection can help to determine any contamination of aircraft, or engine fuel systems. To re-install the fuel filter cover, install the fuel filter cartridge into the filter cover and then the whole assembly into the filter housing. There are � D-head bolts and � bolt/insert to secure the cover on the housing. Carefully follow the torquing sequence. Perform a wet monitoring check for leakage.
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FUel PUMPENGINE SYSTEM
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VISUAl INSPECTION OF ThE FUEl FIlTER CARTRIDGECTC-���-0��-0�
BOlT
SElFAlIGNINGNUT
SElFAlIGNINGWAShER
O-RING
WAShER
BOlT(1 PlACE)
O-RING
FUEl FIlTERCARTRIDGE
DRAINPlUG
MAINFUEl PUMP
RETAININGRING
D-hEAD BOlTlOCATION
(5 PlACES)
FlATWAShER
DRAINPlUG
NUT
FlATWAShER
RETAININGRING
D-hEADBOlT
NUT
B VIEW B
D-hEAD BOlTlOCATION
(5 PlACES)
PlEATSFOlDEDBACK
TABS
PREINSTAllEDPACKINGS
FUElFIlTERElEMENT
FIlTERCOVER
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FUel PUMPENGINE SYSTEM
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FUEl PUMP
Maintenance practices
Visual inspection of impeller rotation
This inspection must be done during troubleshooting when the procedure calls for it, or when a broken shaft is suspected and the rotation of the lP impeller has to be checked.
The plug is removed, and the engine is cranked through the handcranking pad.
If the impeller turns, the check is positive.
If the impeller does not turn, replace the fuel pump and continue the troubleshooting procedure to determine if there is any further engine damage.
after fuel pump replacement, perform an idle leak check and FaDeC ground test with motoring.
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VISUAl INSPECTION OF IMPEllERCTC-���-0��-0�
A
VIEW A
O-RING
PlUG
DARK GREYROUGh SURFACE
IMPEllER lIGhT GREY COlORMAChINED COATED SURFACE
FUEl PUMP
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OIl/FUel HeaTeXCHangerS
ENGINE SYSTEMS
Page ���May 0�
OIl/FUEl hEAT ExChANGERS
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ENGINE SYSTEMS
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OIl/FUEl hEAT ExChANGERS
The purpose of the main oil/fuel heat exchanger is to cool the scavenged oil with cold fuel, through conduction and convection, inside the exchanger where both fluids circulate.
The servo fuel heat is another heat exchanger which uses engine scavenge oil as the heat source to warm up fuel in the fuel control system. This prevents ice particles from entering sensitive servo mechanisms.
The exchangers are installed at the � o’clock position, in the fuel pump housing area.
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OIl/FUEl hEAT ExChANGERSCTC-���-0��-0�
MAIN OIl/FUElhEAT ExChANGER
hMU
AGB FUEl PUMP
SERVOFUEl hEATER
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OIl/FUEl hEAT ExChANGERS
Oil/fuel heat exchangers operation
The fuel circulates continuously in the tubes of the core assembly of both exchangers. There are two different sources of fuel:
- Cold fuel from the pump lP stage discharge, in the main oil/fuel heat exchanger.
- Hot fuel from the pump HP stage discharge, in the servo fuel heater.
(-5B):The scavenge oil from the lube unit enters through the inlet port of the servo fuel heater. It is filtered through the small oil filter, and flows along the inside of the core assembly between the cooling tubes.
(-5A):The scavenge oil from the lube unit enters through the inlet port of the servo fuel heater. It flows along the inside of the core assembly between the cooling tubes.
(-5A, -5B):after being deflected by three baffles, the oil leaves the servo fuel heater and enters the main oil/fuel heat exchanger, where it flows along the fuel tubes of the core, deflected by two baffles.
The cooled oil leaves the main oil/fuel heat exchanger through a side pipe in the servo fuel heater before going back to the oil tank.
Inside the main oil/fuel heat exchanger, there are two by-pass valves, one in the fuel circuit, the second one in the oil system.
When the fuel pressure differential between the inlet and outlet of the main heat exchanger is high, the bypass valve opens and sends fuel out of the core assembly of the main heat exchanger.
There are two “oil-in” passages: normal or bypass operation. The bypass operation passage is used if either the servo fuel heater core or the main oil/fuel heat exchanger core are clogged.
When the oil pressure differential is high, the bypass valve opens and sends oil out of the servo heat exchanger.
The oil returns to the oil tank and the fuel returns to the fuel pump.
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OIl/FUEl hEAT ExChANGERS OPERATIONCTC-���-���-00
FUEl OUTTO hMUSERVOS
FUEl FROMFUEl PUMPlP STAGE
SCAVENGE OIl IN FROM lUBE UNIT
OIl OUT TO TANK
FUEl IN FROMFUEl PUMP
WASh FIlTER
FUEl TOFUEl
FIlTER
MAIN OIl FUElhEAT ExChANGER
SERVO FUElhEATER
FUEl BY-PASSVAlVE
OIl BY-PASSVAlVE
OIl FIlTER *
ON -5B ONlY*
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OIl/FUEl hEAT ExChANGERS
The connections of the main oil/fuel heat exchanger with the other systems are:
- an oil In port from the servo fuel heater- an oil OUT port to the oil tank, through the servo
fuel heater.- Two fuel ports connected with the fuel pump- a fuel return line from the HMU, through the IDg oil
cooler.
The mechanical interfaces are the mating flanges with the fuel pump, the servo fuel heater, plus one other with a fuel tube (return from the IDg oil cooler).
heat exchanger core
The heat exchanger is a tubular design consisting of a removeable core, a housing and a cover.
The core has two end plates, fuel tubes and two baffles.
The fuel tubes are attached to the end plates and the baffles inside lengthen the oil circulation path around the fuel inlet tubes.
Sealing rings installed on the core provide insulation between the oil and fuel areas.
heat exchanger housing
The housing encloses the core, and the following items are located on its outer portion:
- an oil pressure relief valve, which by-passes the oil when the differential pressure across the oil portion of the exchanger is too high.
- a fuel pressure relief valve, which by-passes the fuel when the differential pressure across the fuel portion of the exchanger is too high.
- a drain port, for fuel leak collection from inter-seal cavities, that prevent oil cavity contamination.
- Two attachment flanges; one with the fuel pump which also provides fuel In and OUT passages, and one with the servo fuel heater which also provides oil In and OUT tubes.
- One fuel In port for excess fuel from the HMU, via the IDg oil cooler.
Maintenance practices
If there is fuel contamination in the oil, both the servo fuel heater and main oil/fuel exchanger must be replaced.
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ENGINE SYSTEMS
Page ���May 0�
MAIN OIl/FUEl hEAT ExChANGER OPERATIONCTC-���-0�0-0�
FUEl-OUT PORTFUEl-IN PORT
SEAlINGRINGS
COVER
BAFFlES
FUEl TUBES
FUEl CIRCUlATION
END PlATE OIl CIRCUlATION
OIl PRESSURERElIEF VAlVE
FUEl PUMPATTAChINGFlANGE
OIl-IN(BY-PASS)
OIl-IN(NORMAl
OPERATION)
SERVO FUElhEATER
ATTAChINGFlANGE
DRAIN PORT
OIl-OUT PORT
FUEl FlOW(BY PASS)
FUEl PRESSURERElIEF VAlVE
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ENGINE SYSTEMS
Page ���May 0�
OIl/FUEl hEAT ExChANGERS
Servo fuel heater
Heat exchange between oil and fuel in the servo fuel heater is by conduction and convection inside the unit, which consists of:
- a case, enclosing the exchanger core and supporting the unit and oil lines.
- The exchanger core, or matrix, where heat is transferred.
- The cover, which supports the fuel lines.
(-5B):- an oil filter, which catches particles in suspension in
the oil circuit.
(-5A):nOTe:There is no oil filter on the servo fuel heater.
(-5A/-5B):Fuel from the pump wash filter enters the unit and passes through aluminium alloy, ‘U’-shaped tubes immersed in the oil flow. The tubes are mechanically bonded to a tube plate, which is profiled to the housing and end cover flanges. The fuel then exits the unit and is directed to the HMU servo mechanism area.
Oil from the lubrication unit enters the case, is filtered, and then passes into the matrix where it circulates around the fuel tubes.
at the matrix outlet, the oil is directed to the main oil/fuel heat exchanger. If the filter is clogged, or if the differential pressure across the filter is too great, a by-pass valve, installed in the main oil/fuel heat exchanger, will open.
Oil will then be directed to the main oil/fuel heat exhanger oil outlet port, pass through the servo fuel heater and go back to the engine oil tank.
Servo fuel heater casing
at the flanged end of the case, facing outward, there are two square oil inlet/outlet mounting pads.
The flange has threaded inserts to allow the installation of the cover attachment screws.The mounting flange is part of the housing casting, and has � holes to accommodate the main oil/fuel heat exchanger securing studs.
a side port chamber is provided to run the oil by-pass flow from the main oil/fuel heat exchanger to the oil outlet line connected to the engine oil tank.
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SERVO FUEl hEATERCTC-���-0��-0�
FUEl OUT
OIl OUT
OIl IN
FUEl IN
BAFFlE
CORE
- 5B - 5A
OIl OUT
OIl IN
BAFFlE
COREATTAChMENTFlANGETO MAIN
OIl/FUEl hEATExChANGER
FUEl OUT
FUEl IN
OIl FIlTER
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ENGINE SYSTEMS
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HYDrOMeCHanICalUnIT
ENGINE SYSTEMS
Page ���May 0�
hYDROMEChANICAl UNIT
EFFECTIVITYAll CFM56-5A/-5B FOR A318-A319-A320-321
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ENGINE SYSTEMS
Page ���May 0�
hYDROMEChANICAl UNIT
The Hydro-Mechanical Unit (HMU) transforms electrical signals sent from the eCU into hydraulic pressures in order to actuate various actuators used in engine control.
It is installed on the aft side of the accessory gearbox at the � o’ clock position and mounts directly onto the fuel pump.
For maintenance purposes, in the event of HMU removal and installation, the fuel flow transmitter, secured on the HMU (along with the associated hoses and brackets) must be removed to install the HMU supporting handle.
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ENGINE SYSTEMS
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hYDROMEChANICAl UNIT lOCATIONCTC-���-0��-0�
hMU
EFFECTIVITYAll CFM56-5A/-5B FOR A318-A319-A320-321
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ENGINE SYSTEMS
Page ���May 0�
hYDROMEChANICAl UNIT
The HMU has different functions:
- It provides internal calibration of fuel pressures.- It meters the fuel flow for combustion.- It provides the fuel shut-off and fuel manifold
minimum pressurization levels.- It by-passes unused fuel.- It provides mechanical n� overspeed protection.- It delivers the correct hydraulic power source to
various engine fuel equipment.
The HMU has:
- Two electrical connectors to eCU channels a and B.- an electrical connection between the shut-off
solenoid and the a/C.
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ENGINE SYSTEMS
Page ���May 0�
hYDROMEChANICAl UNIT PURPOSESCTC-���-0��-0�
METERED FUEl FlOWFOR COMBUSTION
FUEl PRESSURES CAlIBRATION
- FUEl ShUT-OFF- FUEl MANIFOlD PRESSURIZATION
ExCESS FUEl FlOWBYPASS
MEChANICAlN2 OVERSPEED PROTECTION
hMU
ChANNEl ACONNECTOR
ChANNEl BCONNECTOR
hMU ShUT OFFSOlENOID/AIRCRAFT
CONNECTOR
FUEl EQUIPMENT POWERSOURCE SUPPlY
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ENGINE SYSTEMS
Page ��0May 0�
hYDROMEChANICAl UNIT
To manage and control the engine systems and equipment, the HMU houses two different internal subsystems, which are:
- The fuel metering system, including the fuel metering valve, the delta P valve, the pressurizing and shut-off valve, the by-pass valve, and the overspeed governor system.
- The servo-mechanism area, including the pressure regulation system, the servo flow regulation system, solenoid valves and torque motors to supply fuel to the various valves and actuators of the engine.
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hYDROMEChANICAl UNIT DESIGNCTC-���-0��-0�
ACTUATORS VAlVES
COMBUSTIONChAMBER
IDG OIlCOOlER
SERVO MEChANISMSAREA
PRESSURE REGUlATION SYSTEM
SERVO FlOW REGUlATION
SOlENOIDS
TORQUE MOTORS
ECU
A/C
FUEl METERING SYSTEM
DElTA P VAlVE
PRESSURIZING AND ShUT-OFF VAlVE
BY-PASS VAlVE
OVERSPEED GOVERNOR SYSTEM
FUEl METERING VAlVE
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hYDROMEChANICAl UNIT
General description
(-5B):To achieve all the different engine functions, the HMU is fitted with:� torque motors (TM) for the control of:
- FMV- VSV- VBV- TBV- HPTCC- lPTCC
� solenoid (S) for:- a/C shut off valve signal generation.(this solenoid is not controlled by the eCU, but by the
a/C Master lever.)
(-5A):To achieve all the different engine functions, the HMU is fitted with � torque motors (TM), one of which is not used. The remaining � are used for the control of:
- FMV- VSV- VBV- HPTCC- lPTCC
� solenoids (S) for:- BSV controls.- a/C shut off valve signal generation.(this solenoid is not controlled by the eCU, but by the
a/C Master lever.)
(-5A, -5B):
The HMU is also fitted with:
� resolver (r), to track the FMV position.
� sets of switches (one set for the overspeed governor, one for the pressurizing valve).
nOTe :The resolver and the switches are dual devices.i.e. their feedback indication is provided to both eCU channels.
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hMU DESCRIPTION (- 5B) CTC-���-0��-0�
ChANNEl
A
ECU
F/B
A/C ShUT-OFF SOlENOID
FROM SERVO FUEl hEATER
FROM ENGINE FUEl PUMP
N2
FROM A/C
TO FUEl NOZZlES
RETURN TO IDG OIl COOlER AND MAIN OIl/FUEl hEAT ExChANGER
hMU
ChANNEl
B
SW
SW BY- PASS
VAlVE
OVERSPEED GOVERNOR N2 > 106%
FMV
TBV
VSV
hPTCC
R
TO ACTUATORS
TM
TM
TM
P VAlVE
lPTCC TM
VBV TM
S
TM S
PRESSURIZING AND
ShUT-OFF VAlVE
PRESSURE CAlIBRATION
NOT USED
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ENGINE SYSTEMS
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hMU DESCRIPTION (- 5A) CTC-���-���-00
ChANNEl
A
ECU
F/B
A/C ShUT-OFF SOlENOID
FROM SERVO FUEl hEATER
FROM ENGINE FUEl PUMP
N2
FROM A/C
TO FUEl NOZZlES
RETURN TO IDG OIl COOPER AND MAIN OIl/FUEl hEAT ExChANGER
hMU
ChANNEl
B
SW
SW BY- PASS
VAlVE
OVERSPEED GOVERNOR N2 > 106%
FMV
NOT USED
VSV
hPTCC
R
TO ACTUATORS
TM
TM
TM
lPTCC TM
VBV TM
S
TM S
PRESSURIZING AND
ShUT-OFF VAlVE
PRESSURE CAlIBRATION
BSV
P VAlVE
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FUel FlOWTranSMITTer
ENGINE SYSTEMS
Page ���May 0�
FUEl FlOW TRANSMITTER
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FUel FlOWTranSMITTer
ENGINE SYSTEMS
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FUEl FlOW TRANSMITTER
The purpose of the fuel flow transmitter is to provide the eCU with information, for indicating purposes, on the weight of fuel used for combustion.
located in the fuel flow path at the � o’clock position, between the HMU metered fuel discharge port and the fuel nozzle filter, it is bolted on installation brackets on the rear side of the HMU.
The fuel flow transmitter consists of an aluminium body with a cylindrical bore and an electrical connector installed on the outside of the body for connection to the HMU.
The interfaces are:
- a fuel supply hose, connected from the HMU.
- a fuel discharge tube, connected to the fuel nozzle filter.
- an electrical wiring harness, connected to the eCU.
There are two types of fuel flow transmitter available.
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ENGINE SYSTEMS
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FUEl FlOW TRANSMITTERCTC-���-0��-0�
FlOWFROM hMU
TO FUElNOZZlE FIlTER
UP
INlET OUTlET
FUEl SUPPlY hOSE
INSTAllATION BRACKET
ElECTRICAlCONNECTOR
hYDROMEChANICAlUNIT
FUEl DISChARGETUBE
FORWARD
hMUDISChARGE
PORT
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ENGINE SYSTEMS
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FUel nOZZleFIlTer
ENGINE SYSTEMS
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FUEl NOZZlE FIlTER
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FUEl NOZZlE FIlTER
The fuel nozzle filter (also called downstream fuel filter) is installed above the top of the HMU between � and � o’clock and connected to the fuel flow transmitter.
The fuel nozzle filter collects any contaminants that may still be left in the fuel before it goes to the fuel nozzle supply manifold.
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CTC-���-0��-0� FUEl NOZZlE FIlTER (OR DOWNSTREAM FUEl FIlTER)
NOZZlEMANIFOlD
FROMFUEl FlOWTRANSMITTER
FUEl NOZZlEFIlTER
FUEl FlOWTRANSMITTER
hMU
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BUrnerSTagIng ValVe
ENGINE SYSTEMS
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BURNER STAGING VAlVE (-5A ONlY)
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BURNER STAGING VAlVE (-5A ONlY)
The purpose of the Burner Staging Valve (BSV) is to close the fuel supply to the staged manifold.
In this condition, only ten fuel nozzles are supplied with fuel.
The BSV is installed on a support bracket on the core engine at the � o’clock position.
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BURNER STAGING VAlVE (- 5A ONlY)CTC-���-0��-00
- 5A
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BURNER STAGING VAlVE (-5A ONlY)
The BSV is used in decel to keep the fuel flow above the lean flame-out limit.
To safely work close to this limit, the eCU cuts �0 of the �0 engine fuel nozzles.
The effect is that the same amount of fuel is provided in the combustion chamber, but on �0 fuel nozzles only. In this condition, the lean flame-out is well above the flame-out limit and it is impossible to extinguish combustion.
The diagram indicates the switch limits between �0 and �0 fuel nozzles.
Two fuel supply manifolds, staged and unstaged, are installed on the fuel supply system.
Within the BSV support, the metered fuel is split into two flows, which are then delivered to the nozzles, through the two manifolds.
The unstaged manifold always supplies �0 fuel nozzles, and the staged manifold supplies the �0 remaining fuel nozzles, depending on the BSV position.
at the outlet of the BSV, each fuel supply manifold is connected to a “Y” shaped supply tube at approximately the � and � o’clock positions.
each supply manifold is made up of two halves, which are mechanically coupled, and include � provisions to connect the fuel nozzles.
To improve the rigidity in between the manifold halves, connecting nuts are installed at the � and �� o’ clock positions.
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BURNER STAGING VAlVE PURPOSE (- 5A ONlY)CTC-���-0��-00
STAGEDMANIFOlD
UNSTAGEDMANIFOlD
WF/PS3lOCAl
10 FUElNOZZlES
20 FUElNOZZlES
BSVClOSED
MARGIN BSV ClOSED
MARGIN BSV OPEN
WF/PS3GlOBAl
.007
BSV OPERATION
FlAME OUTlIMIT
OFFON
BSV
BSVSUPPORT
- 5A
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FUel nOZZleENGINE SYSTEMS
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FUEl NOZZlE
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FUEl NOZZlE
The fuel nozzles spray fuel into the combustion chamber and ensure good light-off capability and efficient burning at all engine power settings.
There are twenty fuel nozzles, which are installed all around the combustion case area, in the forward section.
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FUEl NOZZlECTC-���-0�0-0�
FUElMANIFOlD
FUElNOZZlE
- 5B
- 5A
FUEl NOZZlE
FUElMANIFOlD
COMBUSTIONChAMBER
COMBUSTIONCASE
COMBUSTIONChAMBER
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FUEl NOZZlE
The fuel nozzle is a welded assembly which delivers fuel through two independent flows, and consists of:
- a cover, where the nozzle fuel inlet connector is located.
- a cartridge assembly, which encloses a check valve and a flow divider metering valve (called metering valve or cartridge valve depending on the manufacturer).
- a support, used to secure the fuel nozzle onto the combustion case.
- a metering set, to calibrate primary and secondary fuel flow sprays.
There are two types of nozzle, from two different manu-facturers, with a different shaped cartridge assembly (visible check valve or not).
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FUEl NOZZlE TYPESCTC-���-0��-0�
CARTRIDGEVAlVEASSEMBlY
INlETCONNECTOR
COlOR BAND(BlUE OR NATURAl)
COlOR BAND(BlUE OR NATURAl)
SUPPORT SUPPORT
METERING SET METERING SET
METERINGCARTRIDGEASSEMBlY
ChECKVAlVE
INlETCONNECTOR
TYPE 1 TYPE 2
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FUel nOZZleENGINE SYSTEMS
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FUEl NOZZlE
Basically, all fuel nozzle models are similar, provide the same operational performances, and are mounted and connected to the engine in an identical manner.
However, four nozzles located in the pilot burning area in the combustion chamber, on either side of the spark plugs, have a wider primary spray angle.
The wider spray angle is incorporated to improve altitude re-light capability.
To facilitate identification of the nozzle type, a colour band is installed on the nozzle body. The colour name is also engraved on the band.
- Blue colour band and engraved “BlUe” on the �� regular fuel nozzles.
- natural colour band and engraved “naTUral” on the � wider spray fuel nozzles.
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FUEl NOZZlE IDENTIFICATIONCTC-���-0��-0�
PRIMARYFlOW(BlUE BAND)
WIDERFUEl NOZZlES(NATURAl BAND)
PRIMARYFlOW
SPARK PlUGS
WIDERFUEl NOZZlES(NATURAl BAND)
89°
64°
8 O'ClOCK4 O'ClOCK
x 16
x 4
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FUEl NOZZlE
Fuel nozzle operation (continued)
From the nozzle inlet, fuel passes through the inlet filter and accumulates within the cartridge assembly.
around �� psig, the fuel opens the check valve. It is sent to the central area of the metering set which calibrates the spray pattern of the primary fuel flow (narrow angle).
When the fuel pressure reaches about ��0 psig, it opens the flow divider metering valve and the fuel goes through the outer tube of the support to another port in the metering set.
This port calibrates the spray pattern of the secondary fuel flow (wider angle of ���°).
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FUEl NOZZlE OPERATIONCTC-���-0��-0�
FUEl
CARTRIDGEASSEMBlY
SECONDARYFlOW DIVIDER
VAlVE
PRIMARYChECK VAlVE
SECONDARYFUEl FlOW
PRIMARYFUEl FlOW
METERING SET
125°
64°/89°INlETFIlTER
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IDgOIl COOler
ENGINE SYSTEMS
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IDG OIl COOlER
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ENGINE SYSTEMS
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IDG OIl COOlER
The Integrated Drive generator (IDg) oil cooler uses the HMU by-pass fuel flow to cool down the oil used in the IDg mechanical area.
(-5B):
The IDg oil cooler is located on the fan case, just above the engine oil tank, between the � and �0 o’clock positions.
The unit consists of a matrix providing the heat exchange operation, a housing, and a cover enclosing a by-pass valve.
(-5A):
The IDg oil cooler is installed on the fan case at the �.�0 clock position, in front of the agB.
The IDg oil cooler is of the tubular type, and consists of a removable core, a housing, and a cover.The housing includes a pressure relief valve connected in parallel with the fuel inlet and outlet ports.
(-5A, -5B):
The interfaces are:
- The fuel supply and return lines.
- The oil supply and return lines.
after the heat exchange, the fuel returns to the inlet of the main oil/fuel heat exchanger, and the oil goes back to the IDg.
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IDG OIl COOlER DESIGN (-5B)CTC-���-0��-0�
OIl OUT
OIl IN
FUEl OUT
FUEl IN
MAIN OIl/FUElhEAT
ExChANGER
hMU
INTEGRATEDDRIVE
GENERATOR
COVER
hOUSING
DRAIN PlUG
BY-PASSVAlVE
MATRIx(INSIDE)
- 5B
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ENGINE SYSTEMS
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IDG OIl COOlER DESIGN (-5A)CTC-���-��0-00
- 5A
FUEl“OUT”
OIl“IN”
OIl“OUT”
FUEl“IN”
DRAIN PlUG
MAIN OIl/FUElhEAT
ExChANGER
INTEGRATEDDRIVE
GENERATOR
hMU
hOUSING
COREINSIDE
COVER
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IDG OIl COOlER
There are two different flows within the unit, the fuel flow and the IDg oil flow.
(-5B):
The fuel flows inside a tube bundle and the oil circulates around the tube bundle to transfer heat to the fuel.
If the pressure drop is greater than �� psid inside the matrix, a valve opens and by-passes the matrix.
(-5A):
The core consists of a cylinder, containing fuel tubes attached to end plates. It includes baffles which provide oil and fuel circulation paths.
The housing features one “fuel in” and one “fuel out” port, and a pressure relief valve connected in parallel with the fuel inlet and outlet ports, to bypass fuel directly towards the heat exchanger if the differential pressure reaches �0.� psid.
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IDG OIl COOlER OPERATIONCTC-���-0�0-0�
IDG OIlCOOlER
IDG
IDG OIlCOOlER
FUEl
OIl TEMP
IDG
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IDgOIl COOler
ENGINE SYSTEMS
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IDG OIl COOlER OPERATION (-5A)CTC-���-���-00
IDG
FWD
FANFRAME
IDGOIl COOlER
IDG OIlCOOlER
FUEl
OIl TEMP
IDG
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ENGINE SYSTEMS
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FUEl RETURN VAlVE
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FUEl RETURN VAlVE
The Fuel return Valve (FrV) returns part of the fuel to the a/C tanks to increase the cooling efficiency of the fuel/IDg oil cooler.
(-5B):
The FrV is mounted on a bracket on the left hand side of the fan inlet case, at the �0 o’clock position, above the IDg oil cooler.
The interfaces are:- The fuel return line to the a/C.- The fuel drain tube.- The fuel pump HP tube.- The fuel pump lP tube (cold fuel).- The IDg cooler inlet tube (hot fuel).- Two electrical connectors linked to the eCU.
(- 5A):
The FrV is mounted on a bracket on the left hand side of the fan inlet case, at the �.�0 o’clock position, next to the oil tank.
The interfaces are:- The fuel return line to the a/C.- The shut-off signal tube (PSTOP).- The fuel pump HP tube (Psf).- The fuel pump lP tube (cold fuel).- The IDg cooler inlet tube (hot fuel).- Two electrical connectors linked to the eCU.
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FUEl RETURN VAlVE INTERFACE (-5B)CTC-���-0��-0�
hOTCOlD
TO A/C
FAN CASE
FROM hPFUEl PUMP
CONNECTORChQNNEl B
BRACKET
TO FUEl DRAIN
FROM IDG COOlER
CONNECTORChANNEl A
FROM lPFUEl PUMP
- 5B
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FUEl RETURN VAlVE (-5A)CTC-���-���-00
RETURN TOAIRCRAFT TANK
- 5A
COlD FUEl
P STOP(SOV)
hOT FUElECU
PSF
FWD
FUElRETURNVAlVE
FUElRETURNTUBE OIl TANK
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FUEl RETURN VAlVE
Inside the FrV, cold fuel from the fuel pump lP stage outlet is mixed with the warm fuel returning from the IDg oil cooler. This is to limit the temperature of the fuel going back to the a/C tank.
a shut-off system is provided to isolate the engine fuel circuit from the a/C fuel tank return circuit.
The FrV is fuel operated and electrically controlled through the eCU control logic.
Two levels of fuel flow can be returned to the a/C. It is the eCU logic that determines which level needs to be returned.
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FUEl RETURN VAlVE OPERATIONCTC-���-0��-0�
lOWFlOW
FlOWShUT-OFFSYSTEM
FUElRETURNVAlVE
RETURN
FROM lP STAGEOF PUMP
FROM IDGOIl COOlER
CIRCUIT TOThE A/C
COlD FlOW
hOT FlOW
hIGhFlOW
ECU
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FUEl RETURN VAlVE
Modulated idle
The High return fuel flow may, in some cases, not be enough to cool down the engine oil temperature.
Therefore, the engine minimum idle speed may be increased to create a higher fuel flow, resulting in more effective oil cooling in the main oil/fuel heat exchanger.
The modulated idle operation depends upon the oil temperature and the a/C ground or flight condition.
On ground, no IDg modulated idle is required.
In flight, the modulated idle operation is set when the oil temperature reaches about �0�°C.
Corrected n� speed (n�K��) then accelerates, according to a linear schedule, up to a specific value (IDle �), which corresponds to an oil temperature of about ��0°C.
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IDG OIl COOlING - MODUlATED IDlE CONTROlCTC-���-0��-0�
FlIGhT
OIl TEMP. °C
IDlE 1
TEMP 1 TEMP 2
IDlE 2
N2K25
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ENGINE SYSTEMS
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CFM56-5A/-5B TRAININGMANUAL
aIrSYSTeM
ENGINE SYSTEMS
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EFFECTIVITYAll CFM56-5A/-5B FOR A318-A319-A320-A321
CFMI PrOPrIeTarY InFOrMaTIOn
AIR SYSTEM
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CFM56-5A/-5B TRAININGMANUAL
aIrSYSTeM
ENGINE SYSTEMS
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EFFECTIVITYAll CFM56-5A/-5B FOR A318-A319-A320-321
CFMI PrOPrIeTarY InFOrMaTIOn
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ENGINE AIR SYSTEM
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ENGINE AIR SYSTEM
Air system purposes
The purposes of ventilation are numerous:
For the aircraft, it must ensure:- Thrust.- Customer bleeds.
For engine integrity, it must ensure:- Internal cooling to protect parts from over-
temperature.- Pressurization of the main engine sumps to limit
engine oil consumption.- Balancing of bearing forces.
There are also some eCU-controlled systems that increase the engine stall margin and improve the performance of compressors:
- VSV.- VBV.- TBV (-�B only).
and there are also systems that improve the efficiency of both turbines, also controlled by the FaDeC:
- Clearance control system for the HPT.- Clearance control system for the lPT.
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AIR SYSTEM PURPOSES (-5B ShOWN)CTC-���-���-00
ThRUST BlEEDS
AIRCRAFT/ENGINE
COOlING& hOTGAS
PROTECTION
BEARINGFORCES
BAlANCING
SUMPPRESSU-RIZATION
ENGINE
VBV VSV TBV
VARIABlE GEOMETRY(ENGINE)
hPTCC lPTCC
ClEARANCECONTROl(ENGINE)
- 5B
ON -5B ONlY*
*
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CFM56-5A/-5B TRAININGMANUAL
Brg lUBrICaTIOn& SUMP SealIng
ENGINE SYSTEMS
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EFFECTIVITYAll CFM56-5A/-5B FOR A318-A319-A320-A321
CFMI PrOPrIeTarY InFOrMaTIOn
BEARING lUBRICATION AND SUMP SEAlING PRINCIPlE
CFM56-5A/-5B TRAININGMANUAL
Page ���May 0�
Brg lUBrICaTIOn& SUMP SealIng
ENGINE SYSTEMS
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BEARING lUBRICATION & SUMP SEAlING PRINCIPlE
Sump philosophy
The engine has � sumps; the forward and aft.
The forward sump is located in the cavity provided by the fan frame and the aft sump is located in the cavity provided by the turbine frame.
The sumps are sealed with labyrinth type oil seals, which must be pressurized in order to ensure that the oil is retained within the oil circuit and, therefore, minimize oil consumption.
Pressurization air is extracted from the primary airflow (booster discharge) and injected between the two labyrinth seals. The air, looking for the path with the least resistance, flows across the oil seal, thus preventing oil from escaping.
any oil that might cross the oil seal is collected in a cavity between the two seals and routed to drain pipes.
Once inside the oil sump cavity, the pressurization air becomes vent air and is directed to an air/oil rotating separator and then, out of the engine through the center vent tube, the rear extension duct and the flame arrestor.
CFM56-5A/-5B TRAININGMANUAL
Page ���May 0�
Brg lUBrICaTIOn& SUMP SealIng
ENGINE SYSTEMS
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BEARING lUBRICATION AND SUMPS SEAlING PRINCIPAlECTC-���-0��-0�
AIR TO CENTER VENT
OIl JET
SCAVENGE
AIR SEAl
OIl SEAl
DRAIN ROTATING AIR/OIl
SEPARATOR
PRESSURIZING PORT
OIl SEAl
AIR SEAl
OIl SEAl
AIR SEAl
- 5B
- 5A
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CFM56-5A/-5B TRAININGMANUAL
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Brg lUBrICaTIOn& SUMP SealIng
ENGINE SYSTEMS
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VarIaBle geOMeTrYCOnTrOl SYSTeM
ENGINE SYSTEMS
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VARIABlE GEOMETRY CONTROl SYSTEM
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VARIABlE GEOMETRY CONTROl SYSTEM
The variable geometry control system is designed to maintain satisfactory compressor performance over a wide range of operation conditions.
The system consists of:
- a Variable Bleed Valve (VBV) system, located downstream from the booster.
- a Variable Stator Vane (VSV) system, located within the first stages of the HPC.
The compressor control system is commanded by the eCU and operated through HMU hydraulic signals.
at low speed, the lP compressor supplies a flow of air greater than the HP compressor can accept.
To establish a more suitable air flow, VBV’s are installed on the contour of the primary airflow stream, between the booster and the HPC.
at low speed, they are fully open and reject part of the booster discharge air into the secondary airflow, preventing the lPC from stalling.
at high speed, the VBV’s are closed. The HPC is equipped with one Inlet guide Vane (IgV) stage and three VSV stages.
an actuation system changes the orientation of the vanes to provide the correct angle of incidence to the air stream at the blades leading edge, improving HPC stall margins.
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COMPRESSOR CONTROl DESIGNCTC-���-0��-0�
VARIABlE BlEED VAlVES(VBV)
INlET GUIDE VANES(IGV)
VARIABlESTATOR VANES(VSV)
- 5B- 5A
SlIDE
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ENGINE SYSTEMS
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VARIABlE BlEED VAlVE
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VARIABlE BlEED VAlVE
The purpose of the Variable Bleed Valve (VBV) system is to regulate the amount of air discharged from the booster into the inlet of the HPC.
To eliminate the risk of booster stall during low power conditions, the VBV system by-passes air from the primary airflow into the secondary.
It is located within the fan frame mid-box structure and consists of:
- a fuel gear motor.
- a stop mechanism.
- a master bleed valve.
- eleven variable bleed valves.
- Flexible shafts.
- a feedback sensor (rVDT).
The eCU calculates the VBV position and the HMU provides the necessary fuel pressure to drive a fuel gear motor, through a dedicated servo valve.
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VBV SYSTEMCTC-���-0��-0�
FWD
2:30 ClOCKPOSITION
3:30 ClOCKPOSITION
FEEDBACKROD
FEEDBACKSENSOR(RVDT)
FUElGEARMOTOR
11 VARIABlE BlEED VAlVES
1 MASTER BlEED VAlVE
MAIN FlExIBlE ShAFT(NOT VISIBlE)
STOP MEChANISM
A
VIEW A
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VARIABlE BlEED VAlVE
Fuel gear motor
The fuel gear motor transforms high pressure fuel flow into rotary driving power to position the master bleed valve, through a screw in the stop mechanism.
The fuel gear motor is a positive displacement gear motor secured on the stop mechanism rear flange.
It has � internal spur gears, supported by needle bearings.
Sealing of the drive gear shaft is provided by carbon seals.
a secondary lip seal is installed on the output shaft and a drain collects any internal fuel leaks which could occur.
The fuel flow sent to the gear motor is constantly controlled by the eCU, via the fuel control valve of the HMU.
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FUEL GEAR MOTORCTC-211-088-01
VBV OPENPORT TUBE
VBV CLOSEDPORT TUBE
CARBON SEALS
GEAR
BEARING
STOPMECHANISM
SECONDARYLIP SEAL
FUEL GEARMOTOR
OUTPUTSHAFT
O-RINGSEAL
SHROUDEDFUEL LINE
CONNECTIONS
ATTACHING POINTSTO STOP MECHANISM
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VARIABlE BlEED VAlVE
Stop mechanism
The stop mechanism limits the number of revolutions of the gear motor to the exact number required for a complete cycle (opening and closing) of the VBV doors.
This function supplies the reference closed position to install and adjust the VBV system.
The stop mechanism is located between the gear motor and the master ball screw actuator.
Its main components are:
- a flexible drive shaft, which connects the gear motor to the master ballscrew actuator.
- a follower nut, which translates along a screw and stops the rotation of the gear motor when it comes into contact with “dog stops”, installed on both ends of the screw.
a location is provided on its aft end for installation of a position sensor.
an engraved arrow indicates the direction of rotation to adjust the stop mechanism to the reference closed position.
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VBV STOP MECHANISMCTC-211-089-02
FWD
A
CLOSE
VIEW A
FAN FRAME
DOG STOPS
SCREW
FUEL GEARMOTOR
MAIN FLEXIBLEDRIVE SHAFT
PROTECTIVEBOOT
STOPMECHANISM
FOLLOWERNUT
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VARIABlE BlEED VAlVE
Master bleed valve
The master bleed valve and ballscrew actuator assembly is the unit which transmits the driving input from the gear motor to the �� remaining variable bleed valves.
It is located between struts �0 and �� in the fan frame mid-box structure.
Its main components are:
- a speed reduction gearbox.
- a ballscrew actuator, linked to a hinged door.
Speed is reduced through � pair of spur gears and by � pairs of bevel gears. The bevel gears drive the ballscrew.
axial displacement of the ballscrew’s translating nut is transmitted to the door by � links.
a lever, integral with the hinged door, is connected to a feedback rod which transmits the angular position of the door to a sensor (rVDT).
Variable Bleed Valves
The �� variable bleed valves are located in the fan frame mid-box structure in between the fan frame struts.
They feature the same internal design as the master ballscrew assembly, but have only one reduction gear instead of two.
They operate in synchronization with the master ballscrew actuator, which provides the input through a flexible drive shaft linkage.
(-5B):SaC non/P configurations are not fitted with fairings and scoops.
(-5A):VBV systems are fitted with fairings and scoops.
nOTe:VBV systems are fitted with fairings and scoops for DaC and /P configurations only.
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MASTER BLEED VALVE DESIGNCTC-211-090-01
MAIN FLEXIBLESHAFT SOCKET
FLEXIBLESHAFTSOCKET
PROTECTINGBOOT
DOORPOSITIONFEEDBACKINDICATOR
LINK
FLEXIBLESHAFT
SOCKET
TRANSLATINGNUT
FLEXIBLESHAFT
SOCKET SEAL
INPUT SHAFTSOCKET
SPEEDREDUCTION
GEARBOX
BALLSCREWACTUATOR
BALLSCREW
VARIABLEBLEED VALVE
MASTER BLEED VALVE
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VARIABlE BlEED VAlVE
Main drive shaft
The main drive shaft is a flexible and unshielded power core which has a hexagonal fitting on one end and a splined end fitting on the other.
a spring is attached to the splined end, to hold the shaft assembly in position during operation, and also help removal and installation of the shaft.
It is installed between the gear rotor, which drives it, and the master bleed valve.
Flexible shafts
The flexible shafts are installed between the variable bleed valves and are unshielded power cores, which have a hexagonal fitting on one end and a double square fitting on the other.
a spring is attached to the hexagonal end, to hold the shaft assembly in position during operation, and also help shaft removal and installation.
Ferrules are installed in the struts of the engine fan frame to guide and support the flexible shafts during operation.
Slides
There are �0 slides, with � missing at T�� sensor and master VBV locations.
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MAIN FLEXIBLE SHAFT AND INTER-CONNECTING FLEXIBLE SHAFTCTC-211-091-01
A
B
FWD
INTER-CONNECTINGFLEXIBLE SHAFT(TYPICAL)
VIEW A
MAINDRIVESHAFT
VIEW B
SLIDE
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VARIABlE BlEED VAlVE
Bleed valve position sensor
The bleed valve position sensor transmits the angular position of the VBV doors to the eCU by an electrical feedback signal.
It is a rotary Variable Differential Transducer (rVDT), and is mounted onto the stop mechanism.
It has two marks which should be aligned when the system is adjusted to the reference closed position.
The adjustment is made through the feedback rod connecting the master bleed valve to the transducer’s feedback lever.
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BLEED VALVE POSITION SENSORCTC-211-092-01
ALIGNMENT MARK
FEEDBACK LEVER
FEEDBACK ROD
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VARIABlE BlEED VAlVE
Using engine parameters, the eCU calculates the VBV position, according to internal control laws.
an electrical signal is sent to the HMU torque motor to position a servo valve, which adjusts the fuel pressure necessary to drive the gear motor.
The gear motor transforms the fuel pressure into rotary torque to actuate the master bleed valve.
The stop mechanism mechanically limits the opening and closing of the master bleed valve.
The master bleed valve drives the �� variable bleed valves, through a series of flexible shafts.
The flexible shafts ensure that the VBV’s remain fully synchronized throughout their complete stroke.
a feedback rod is attached between the master bleed valve and the feedback transducer, which transforms the angular position of the master bleed valve into an electrical signal for the eCU.
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VARIABLE BLEED VALVE SYSTEM OPERATIONCTC-211-087-01
HMU
ECU
HP
FUEL
FEEDBACKSENSOR
SERVO-CONTROL VALVE
STOPMECHANISM
FUEL GEAR MOTOR
POSITIONFEEDBACK
FEEDBACK-ROD
MASTER BLEEDVALVE
VARIABLE BLEEDVALVE
FWD
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VarIaBleSTaTOr Vane
ENGINE SYSTEMS
Page ���May 0�
VARIABlE STATOR VANE
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VARIABlE STATOR VANE
The Variable Stator Vane (VSV) system positions the HPC stator vanes to the appropriate angle to optimize HPC efficiency. It also improves the stall margin during transient engine operations.
The VSV position is calculated by the eCU using various engine parameters, and the necessary fuel pressure is delivered by the HMU dedicated servo valve.
The VSV system is located at the front of the HP compressor.
The system consists of:
- a series of actuators and bellcrank assemblies, on both sides of the HPC case.
- Two hydraulic actuators.- Two feedback sensors, installed in the
actuators.- Two bellcrank assemblies.- Four actuation rings (made in � halves).
- Variable stator stages, located inside the HPC case.- Inlet guide Vane (IgV).- Variable Stator Vane (VSV) stages�-�-�.
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VSV SYSTEM lOCATIONCTC-���-0��-0�
VARIABlE STATORVANE ACTUATOR
ACTUATIONRINGS
BEllCRANKASSEMBlIES
hP COMPRESSORCASE
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VARIABlE STATOR VANE
VSV actuators
The actuators, located at the � and � o’clock positions on the HPC case, provide an output force and motion to the VSV system, in response to fuel pressure.
They are single ended, uncushioned, hydraulic cylinders, able to apply force in both directions.
Piston stroke is controlled by internal stops.
The piston incorporates a capped, preformed packing to prevent cross-piston leakage and a wiper is provided to ensure the piston rod is dirt free.
The rod end features a dual-stage seal with a drain port and, at the end of the piston, there is an extension, which houses a bearing seat.
For cooling purposes, the head end of the piston has an orifice that allows the passage of fuel.
The VSV actuator is self-purging.
each actuator has an lVDT to provide actual position feedback to the eCU.
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ENGINE SYSTEMS
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VSV ACTUATORCTC-���-���-00
hEAD PORT(VSV ClOSED) ROD PORT
(VSV OPEN)
SEAl
DRAIN PORTPISTON
SENSORCONNECTOR
COOlINGORIFICE
lINEAR VARIABlEDIFFERENTIAl TRANSDUCER
(lVDT)
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VARIABlE STATOR VANE
VSV linkage system
each VSV actuator is connected through a clevis link and a bellcrank assembly to a master rod.
The vane actuation rings are linked to the master rod in the bellcrank assembly, through slave rods.
The actuation ring halves, which are connected at the splitline of the compressor casing, rotate circumferentially about the horizontal axis of the compressor.
Movement of the rings is transmitted to the individual vanes, through vane actuating levers.
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VSV lINKAGE SYSTEMCTC-���-0��-0�
FWD
ACTUATION RINGS (x4)
SlAVE RODS (x4)
MASTER ROD
VSV ACTUATOR
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VARIABlE STATOR VANE
according to sensor signals, the eCU computes the appropriate VSV actuator position.
The two actuators move the � actuation rings to change the angular position of the vanes.
Two electrical feedback sensors (linear variable differential transducers, lVDT), one per actuator, transmit the VSV position to the eCU to close the control loop.
The right handside feedback sensor is connected to channel a and the left handside feedback sensor to channel B.
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VSV SYSTEM DESIGNCTC-���-���-00
lVDT
BEllCRANK
hMU
ROD (OPEN)
VSVFEEDBACK
VSVACTUATING
RING
ECU
VSVTORQUEMOTOR
hEAD(ClOSED)
VSVACTUATOR
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ENGINE SYSTEMS
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TRANSIENT BlEED VAlVE (-5B ONlY)
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TRANSIENT BlEED VAlVE (-5B)
The Transient Bleed Valve (TBV) system improves the HPC stall margin during engine starting and rapid transient (acceleration and deceleration).
Using engine input parameters, the eCU logic calculates when to open or close the TBV to duct HPC �th stage bleed air, in order to give optimum stability for transient mode operations.
The �th stage bleed air is ducted to the lPT stage � nozzle, providing an efficient start stall margin.
The eCU, working through the HMU, controls the TBV position.
The TBV system consists of:
- The TBV, located on the HPC case, between the � and � o’clock positions.
- The �th stage air In and OUT pipes.
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TBV SYSTEM lOCATION (-5B ONlY)CTC-���-0��-0�
9Th STAGE OUT
9Th STAGE IN
TBV
- 5B
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TRANSIENT BlEED VAlVE (-5B)
The TBV is a two-position, fuel-actuated butterfly valve that consists of:
- an actuator.- a �th stage air butterfly valve.- Two lVDT electrical connectors.- a thermal shield.- a fuel manifold mount flange.
The TBV includes a linear actuator linked to a butterfly valve.
The actuator is attached to a fuel port pad that has three holes:
- Fuel drain.- Pcr to Head end.- Pb or Pc to rod end.
The two electrical connectors are directly fitted on the TBV actuator.
The TBV operational actuation is:- either fully closed.- Or fully open.
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TBV FUEl DISTRIBUTION (-5B ONlY)CTC-���-���-00
FUEl MANIFOlDMOUNTING FlANGE
Pcr TO hEAD END
ChANNEl A
FUEl DRAIN
ChANNEl B
Pc OR PbTO ROD END
BUTTERFlYVAlVE
9Th STAGE
ThERMAlShIElD
ACTUATOR
- 5B
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ClEARANCE CONTROl
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ClEARANCE CONTROl
Clearance control principle
a clearance is the gap between a rotor and a stator. For example:
- at the tip of the interstage labyrinth seals in compressors.
- at the tip of the rotating blades in compressors or turbines.
The clearances cannot be null because rotor/stator contact induces wear of the parts as well as important thermal heating.But it is important to minimize the value of clearances because they induce loss in the aerodynamic efficiency of the engine. a reduced gap between rotor and stator leads more air in a compressor and more gas in a turbine to flow around the airfoils, thereby increasing engine efficiency.The purpose of clearance control is to find the best compromise between the two phenomena.
Clearance control can be achieved in various ways:- By an accurate design (structural clearances, forced
cooling)- Through active clearance systems, controlled by the
eCU.
an efficient clearance control will lead to a lower fuel consumption, leading to an improved specific fuel consumption and lower egT, and so to extended on-wing operation. The economical impact will be beneficial for the airlines.
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ClEARANCE CONTROl PRINCIPlECTC-���-���-00
FORCED COOlINGSTRUCTURAl ClEARANCE CONTROl ACTIVE ClEARANCE CONTROl
lOWER FUEl CONSUMPTION
ECONOMICAl IMPACT
ExTENDED ON WING OPERATION
IMPROVED SPECIFIC FUEl CONSUMPTION& lOWER EGT
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eFFeCTIVITYall CFM��-�a/-�B FOr a���-a���-a��0-a���
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hIGh PRESSURE TURBINE ClEARANCE CONTROl
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HIgH PreSSUre TUrBIne ClearanCe COnTrOl
The HPTCC system optimizes HPT efficiency through active clearance control between the turbine rotor and shroud and reduces compressor load during starting and transient engine conditions.
(-�B):
The HPTCC system uses bleed air from the �th and �th stages to cool down the HPT shroud support structure in order to:
- Maximize turbine efficiency during cruise.- Minimize the peak egT during throttle burst.
(-�a):
The HPTCC system uses bleed air from the �th and �th stages to cool down the HPT shroud support structure in order to:
- Maximize turbine efficiency during cruise.- Minimize the peak egT during throttle burst.
The system also includes a start bleed feature, which provides a high level of �th stage HPC bleed air for increased start stall margin.
(-�a, -�B):
The HPTCC valve is located on the engine core section at the � o’clock position.This is a closed loop system, using the valve position status as feedback.The eCU uses various engine and aircraft sensor information to take into account the engine operating range and establish a schedule.a thermocouple, located on the right hand side of the HPT shroud support structure, provides the eCU with temperature information.To control the temperature of the shroud at the desired level, the eCU calculates a valve position schedule.This valve position is then sent by the eCU active channel as torque motor current to the HPTCC servo valve, within the HMU.The servo valve modulates the fuel pressure sent to command the HPTCC valve.Two sensors (lVDT), connected to the actuator, provide the eCU with position feedback signals and the eCU changes the valve position until the feedback matches the schedule demand.
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hPTCC SYSTEM lOCATION (-5B)CTC-���-0��-0�
FWD
9Th STAGEBlEED AIR DUCT
- 5B
4Th STAGEBlEED AIR DUCT
hPTCCVAlVE
DISChARGEMANIFOlD
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hPTCC SYSTEM lOCATION (-5A)CTC-���-���-00
- 5A
FWD
START BlEEDDISChARGE TUBE
hPTCCDISChARGEMANIFOlD
hPTCC VAlVE
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HIgH PreSSUre TUrBIne ClearanCe COnTrOl
HPTCC valve
(-�B):
The HPTCC valve has integrated dual butterfly valves, driven by a single actuator which receives the fuel pressure from the HMU servo valve.
each butterfly valve controls its own dedicated compressor stage air pick-up.
The two airflows are mixed downstream of the valve and sent through a thermally insulated manifold to the HPT shroud support, at the � and �� o’clock positions.
The actuator position is sensed by a dual lVDT and sent to both channels of the eCU.
The fuel pressure command from the HMU enters the valve at the Turbine Clearance Control (HPTCC) supply port.
an intermediate pressure, Pcr, is applied on the opposite side of the valve actuator.
There is a drain port on the valve to direct any fuel leaks towards the draining system.
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hPTCC VAlVE (-5B)CTC-���-0��-0�
4Th STAGEINlET
lVDT CONNECTORS
REFERENCEPRESSURESUPPlY PORT
hPTCC SUPPlY PORT
DRAIN PORT
9Th STAGEINlET
- 5B
TOhPTCCCAVITY
4Th STAGEVAlVE
hOUSINGASSEMBlY
MOUNTINGFOOT
FUElPORTPAD
ChANNEl AElECTRICAlCONNECTOR
ACTUATORASSEMBlY
9Th STAGEVAlVE
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HIgH PreSSUre TUrBIne ClearanCe COnTrOl
HPTCC valve
(-�a):
�th and �th stage compressor bleed air enters the HPTCC valve, where the two airflows are mixed.
The fuel pressure command from the HMU enters the valve at the Turbine Clearance Control (HPTCC) supply port.
an intermediate pressure, Pcr, is applied on the opposite side of the hydraulic piston within the valve.
This position variation determines the mixture of �th and �th stage air to be ported to the HPT shroud support through the impingement manifold at �� and � o’clock, and to the lPT stage � nozzle support cavity.
The valve position is sensed by the dual lVDT and sent to both channels of the eCU, for closed loop control.
a drain port on the valve directs any fuel leaks towards the draining system.
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hPTCC VAlVE (-5A)CTC-���-���-00
OVERBOARD FUElDRAIN PORT
DRAIN PORT
lPT OUTlETPORT
hPTCC OUTlETPORT
ElECTRICAlCONNECTOR(lVDT ChANNEl A)
ElECTRICAlCONNECTOR(lVDT ChANNEl B)
REFERENCE PRESSURESUPPlY PORT
hPTCCVAlVE
9Th STAGEINlET PORT
5Th STAGEINlET PORT
hPTCC SUPPlYPORT FUEl PORT
PAD
- 5A
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lOW PRESSURE TURBINE ClEARANCE CONTROl
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lOW PRESSURE TURBINE ClEARANCE CONTROl
The lPTCC system uses fan discharge air to cool the lPT case during engine operation, in order to control the lPT rotor to stator clearances.
It also protects the turbine case from over-temperature by monitoring the egT.
This ensures the best performance of the lPT at all engine ratings.
The lPTCC system is a closed loop system, which regulates the cooling airflow sent to the lPT case, through a valve and a manifold.
The lPTCC valve is located on the engine core section between the � and � o’clock positions.
The lPTCC system consists of:
- an air scoop.
- The lPTCC valve.
- an air distribution manifold.
- Six lPT case cooling tubes.
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lPTCC SYSTEM lOCATION (-5B ShOWN)CTC-���-0��-0�
AIR DISTRIBUTION MANIFOlD
lPTCCVAlVE
AIRSCOOP
lPT CASECOOlING
TUBES (x6)
- 5B
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lOW PRESSURE TURBINE ClEARANCE CONTROl
lPTCC valve
The lPTCC valve includes a linear actuator with a gear section, which rotates a butterfly valve shaft.
The actuator is attached to a control plate, which has three holes.
Two of these holes are used for valve actuation:- One hole ports modulated pressure from the servo
valve to one side of the actuator.- The second hole ports Pcr pressure to the other
side of the actuator.
The modulated pressure is either greater, or smaller, than Pcr and determines the direction of the actuator motion.
The third hole is a drain port designed to collect leakage from the actuator and direct it to the draining system.
a dual rVDT sensor is fitted at one end of the butterfly valve shaft and supplies electrical signals proportional to the valve position.
In the failsafe position, a built-in spring return system moves the valve to a mechanical stop. In this case, the valve is fully open.
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lPT ACTIVE ClEARANCE CONTROl VAlVECTC-���-���-00
RVDTCONNECTORS
A
VIEW A
AIR OUT(TO TURBINE)
DRAIN
REFERENCEPRESSURE
lPTCCSUPPlY PORT
DRAINPORT
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lOW PRESSURE TURBINE ClEARANCE CONTROl
according to a schedule from the eCU, an electrical order, proportional to the valve position demand, is first sent to the dedicated servo valve within the HMU.
The servo valve changes the electrical information into fuel pressure and sends it to the lPTCC valve.
Within the lPTCC valve, the actuator drives the butterfly, installed in the airflow.
The butterfly valve position determines the amount of fan discharge air entering the manifold and cooling tube assembly.
The built-in rVDT sensor sends the valve position to the eCU as feedback, to be compared with the position demand.
If the valve position does not match the demand, the eCU sends an order, through the HMU, to change the valve state until both terms are equal.
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lPTCC SYSTEM OPERATIONCTC-���-0��-0�
ElECTRICAlORDER
hYDRAUlICPRESSURE
POSITIONFEEDBACK
lPTCOOlINGMANIFOlDS
REGUlATEDFAN AIR FlOW
hMU lPTCC
ECU
J1 J5 J7 J14 J15 J8 J6 J2
J3 J9 J11 J13 J12 J10 J4
FAN
AIR
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ENGINE SYSTEMS
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lUBRICATION SYSTEM
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OIlSENGINE SYSTEMS
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OIlS
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OIlSENGINE SYSTEMS
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OIlS
Oils used for the operation of CFM��-�a/-�B engines follow the specifications listed in the aMM:
- MIl-l-����� (Type II) (Preferred)- MIl-l-��0� (Type I)
approved oil brands are defined in Service Bulletin SB��-00�.
nOTe: For service or service evaluation, airline operators wishing to use an oil brand that is not approved, should contact the CFM International (CFMI) Customer Support Manager prior to operating their engines.
Without CFM concurrence, evaluation and/or engine operation of CFM�� engines with oil brands other than approved, will void the warranty and/or long-term material cost guarantees.
nOTe: Do not mix different types of oils.In case of accidental mixing with a non-approved oil brand or a different type oil brand, precaution actions must be taken.
Corrosion prevention
approved corrosion preventive oils or additives listed in the aMM can be used, under defined limits and conditions.
Servicing
WarnIng: Type I and II oils are synthetic and can injure personnel. Follow safety precautions.
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OIlCTC-���-��0-00
DO NOT MIx TWO DIFFERENT OIl TYPES
USABlE OIlS
OIl TYPE I
OIl TYPE II OIl TYPE II IS PREFERRED
ThIS DATA IS FOR TRAINING PURPOSES ONlY.ThE lIST OF APPROVED MATERIAlS IS GIVEN IN
ThE AIRCRAFT MAINTENANCE MANUAl.
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OIl GENERAl
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OIl GENERAl
The purpose of the oil system is to provide lubrication and cooling for gears and bearings located in the engine sumps and gearboxes.
The system also supplies parameters to the eCU for FrV control, indicating and monitoring.
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CTC-211-191-00 LUBRICATION GENERAL
BEARINGS
GEARS
BEARINGS
GEARS
LUBRICATION COOLING
OIL SYSTEM
DATA SUPPLY
ECU
INDICATING MONITORING
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OIl GENERAl
The oil system includes the following major components:
- an oil tank, located on the left handside of the fan case.
- an antisiphon device, close to the oil tank cover, on the left hand side of the tank.
- a lubrication unit assembly, installed on the accessory gearbox.
- a chip detecting system, installed on the lubrication unit.
- a main oil/fuel heat exchanger, secured on the engine fuel pump.
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OIlgeneralENGINE SYSTEMS
Page ���May 0�
OIl DISTRIBUTION COMPONENTS lOCATIONCTC-���-0��-0�
A
VIEW A
- 5B - 5AANTI-SIPhON
DEVICEANTI-SIPhON
DEVICE
lUBRICATIONUNIT
OIlTANK
MAIN OIl/FUElhEAT
ExChANGER
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OIl GENERAl
(-5B):
The oil system is self contained and may be split into the different circuits listed below:
- Oil supply circuit.- Oil scavenge circuit.- Oil circuit venting.
The oil is pumped from the oil tank by the supply area of the lubrication unit. Before entering the unit, the supply oil passes through the anti-siphon, which prevents the oil tank from getting emptied at engine shutdown.
after being filtered, the oil is supplied to the engine sumps by three supply lines leading:
- To the forward sump.- To the rear sump.- To the agB-TgB.
There are four scavenge lines, one per sump, which collect the scavenge oil to deliver it to the lubrication unit scavenge area.
after passing through the lube unit, the scavenge oil is returned through a unique outlet, and crosses the master chip detector, which triggers a visual pop-out indicator in case of contamination by magnetic particles.
The oil is then cooled by engine fuel in the two fuel/oil heat exchangers before returning to the oil tank.
a venting line connects the oil tank with the TgB and the main sumps to balance pressure between the different areas.
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OIl DISTRIBUTION (-5B)CTC-���-0��-0�
FUEl/OIlhEAT
ExChANGERS
MASTER ChIPDETECTOR
REARSUMP
FWDSUMP
AGB
lUBRICATION UNITSCAVENGE AREA
ANTISIPhON
VISUAl INDICATOR
TGB
OIlTANK
ECAMOIl QTY
INDICATION
ECAMOIl FIlTER
ClOG INDICATION
ECAMOIl TEMP
INDICATION
lUBRICATION UNITSUPPlY AREA
FIlTERS
ECAM OIlPRESSUREINDICATION
ECAM MINOIl PRESSURE
WARNING
OIl PRESSURETRANSMITTER
OIl DIFFERENTIAlPRESSURE SWITCh
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OIlgeneralENGINE SYSTEMS
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OIl GENERAl
(-5A):
The oil system is self contained and may be split into the different circuits listed below:
- Oil supply circuit.- Oil scavenge circuit.- Oil circuit venting.
The oil is pumped from the oil tank by the supply area of the lubrication unit. Before entering the unit, the supply oil passes through the anti-siphon, which prevents the oil tank from getting emptied at engine shutdown.
after being filtered, the oil is supplied to the engine sumps by three supply lines leading:
- To the forward sump.- To the rear sump.- To the agB-TgB.
There are four scavenge lines, one per sump, which collect the scavenge oil to deliver it to the lubrication unit scavenge area.
Before entering the lube unit scavenge area, the scavenge oil crosses � magnetic chip detectors and a filter, which triggers a visual pop-out indicator in case of clogging.
The oil is then cooled by engine fuel in the two fuel/oil heat exchangers before returning to the oil tank.
a venting line connects the oil tank with the TgB and the main sumps to balance pressure between the different areas.
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OIl DISTRIBUTION (-5A)CTC-���-���-00
FUEl/OIlhEAT
ExChANGERS
REARSUMP
FWDSUMP
AGB
lUBRICATION UNITSCAVENGE AREA
ANTISIPhON
TGB
OIlTANK
ECAMOIl QTY
INDICATION
ECAM OIlTEMPERATURE
INDICATION lUBRICATION UNITSUPPlY AREA
ECAM OIlPRESSUREINDICATION
ECAM MINOIl PRESSURE
WARNING
OIl P xMTR
OIl DIFFERENTIAlPRESSURE SWITCh
FIlTER
4MCD’s
FIlTER
VISUAlClOGGING
INDICATORS
ECAM OIlFIlTERClOG
INDICATION
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OIl TANK
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OIl TANK
The oil tank stores the engine oil and is installed on the fan case, at the � o’clock position, on one upper and two lower mounts with shock absorbers.
The tank body is made of light alloy covered with a flame resistant coating to meet fireproof requirements. Five inner bulkheads add strength and reduce oil sloshing.
The cover is a light alloy casting, bolted on the oil tank body.
The tank has an oil inlet tube from the exchanger, an oil outlet to the lubrication unit and a vent tube.
To replenish the oil tank, there are a gravity filling port, a remote filling port and an overflow port.
a scupper drain ducts any oil spillage to the drain mast and a plug is provided for draining purposes.
The tank has a pressure tapping connected to a low oil pressure switch and oil pressure transmitter, that are used in cockpit indicating. next to this tapping, there is another which is similar and only used for test cells.
Between engine start and running conditions, the oil level drops, due to the gulping effect.
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OIl TANKCTC-���-0��-0�
A
VIEW A
OIl TANK
OIl INlET(FROM ExChANGER)
PRESSURE TAPPINGFOR INDICATING SYSTEM
REMOTEFIllING PORT
REMOTEOVERFlOW PORT
OIl OUTlET(TO lUBE UNIT)
VENT TUBE
MOUNTS
OIl lEVElTRANSMITTER
GRAVITYFIllING PORT
SCUPPER DRAIN lINETO DRAIN MAST
MOUNTS
DRAIN PlUG
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OIl TANK
Oil tank servicing
The oil tank can be serviced manually or with a remote pressure servicing unit.Use only approved oil, listed in the aircraft Maintenance Manual (aMM).
Oil level checks must be done within five to thirty minutes, after engine shutdown, due to oil volume changes.
To avoid serious injury, the oil filler cap must not be opened until a minimum of � minutes has elapsed after engine shutdown.
Between � and �0 minutes after engine shutdown, the oil tank can be serviced with approved oil by pressure filling or gravity filling.
- Pressure filling is accomplished by means of an external servicing unit. Pressurizing and return lines are connected to “fill” and “overfill” ports located on the front, right-hand side of the tank. Oil from the unit is then pumped into the tank through the fill port. By means of a stand pipe within the tank, oil will return to the servicing unit through the overfill port, indicating that the tank has been properly filled.
- gravity filling is accomplished through a manual self-sealing fill cap. The fill cap is opened and oil is poured directly from individual containers into the tank.
The tank is considered fully serviced when the oil level within the tank reaches the shaded area of the sight glass.
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OIl TANK SERVICINGCTC-���-��0-00
OIl TANKFIllER CAP
MAxIMUMlEVEl
PRESSURESERVICING PORTS
SIGhTGlASS
OIl TANK
DRAIN TUBE
CAPRETENTIONChAIN
O-RING
GRAVITYFIll PORT
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anTI-SIPHOnENGINE SYSTEMS
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ANTI-SIPhON
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ANTI-SIPhON
The anti-siphon device prevents oil from the oil tank being siphoned into the accessory gearbox, during engine shutdown.
Oil from the oil tank flows across the anti-siphon device, through its main orifice.
During engine operation, the downstream oil pressure from the supply pump enters the anti-siphon device, through a restrictor.
During engine shutdown, sump air is able to enter the anti-siphon device and inhibit the oil supply flow.
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ANTI-SIPhONCTC-���-0��-0�
FWDSUMP
lUBE UNIT
FROM FORWARD SUMPSUPPlY lINE
FROM OIl TANK
TO lUBRICATIONUNIT
lUBRICATION UNITSUPPlY lINE
SUPPlY lINEFROM OIl TANK
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ENGINE SYSTEMS
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lUBRICATION UNIT
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lUBRICATION UNIT
(-5B):
The lubrication unit has two purposes:- It pressurizes and filters the supply oil for lubrication
of the engine bearings and gears.- It pumps in scavenge oil to return it to the tank.
It is installed on the left hand side of the agB front face.externally, the lubrication unit has:
- a suction port (from the oil tank).- Three supply ports (to fwd, aft, agB-TgB sumps).- Four scavenge ports (aft and fwd sumps, TgB,
agB).- Four scavenge screen plugs.- an oil out port (to master chip detector).- a main oil supply filter.- a back-up filter.- Pads for the oil temperature sensor and the oil
differential pressure switch.There is an alignment hole to align with a pin on the agB to facilitate installation of the lube unit.
(-5A, -5B):
Internally, it has � pumps driven by the agB, through a single shaft. One pump is dedicated to the supply circuit and four pumps to the scavenge circuits.
(-5A):
The lubrication unit has three purposes:- It pressurizes and filters the supply oil for lubrication
of the engine bearings and gears.- It pumps in scavenge oil to return it to the tank.- It circulates oil through the servo fuel heater and
heat exchanger.
It is installed on the left hand side of the agB front face.externally, the lubrication unit is a one-piece cast housing, which has:
- a suction port (from the oil tank).- Three supply ports (to fwd, aft, agB-TgB sumps).- Four scavenge ports (aft and fwd sumps, TgB,
agB).- Four magnetic chip detectors.- an oil out port (to main oil/fuel heat exchanger).- an oil supply filter.- a common scavenge filter.- Two filter clogging indicators.- Two filter bypass valves.- Provision plugs for downstream pressure and
temperature measurement.
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lUBRICATION UNIT (-5B)CTC-���-0��-0�
- 5B
AlIGNMENThOlE
SUCTIONFROM OIl TANK
DRAINPlUG
SCAVENGESCREENPlUGS
FROM TGB
FROM AGB
FROM AFT SUMP(ENGRAVED REAR SUMP)
FROM FWD SUMP(ENGRAVED FRONT SUMP)
TO AGB-TGB
TO REAR SUMP
TO FRONTSUMP
OIl OUT PORTTO MASTER
ChIP DETECTOR
BACK-UPFIlTER
OIl TEMPSENSOR
ClOGGINGINDICATOR
AGB
ClAMP
O-RING
MAINFIlTER
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ENGINE SYSTEMS
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lUBRICATION UNIT (-5A)CTC-���-���-00
OIl OUT TO MAINOIl/FUEl hEATExChANGER
OIl TOFRONT SUMPTGB
AGBAFT SUMPFWD SUMP
OIl TO REAR SUMP
OIl TO AGB AND TGB
ClOGGINGINDICATOR
BYPASS VAlVESChECKVAlVES
DRIVEShAFT
ClOGGINGINDICATOR
SUPPlYFIlTER
ChIP DETECTORhANDlING PlUGS
TEMPERATUREPROVISION PlUG
SUCTIONPORT
- 5A
MAIN SCAVENGEFIlTER
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lUBRICATION UNIT
Supply filters
(-5B):
In the supply circuit, downstream from the pressure pump, oil flows through the supply system which includes, first, the main oil supply filter.
a sensor, installed in between the upstream and downstream pressures of the supply filter, senses any rise in differential pressure due to filter clogging.
If the filter clogs, an electrical signal is sent to the aircraft systems for cockpit indication.
a by-pass valve, installed in parallel with the filter, opens when the differential pressure across the valve is greater than the spring load.
The oil then flows through the back-up filter and goes to the pump outlet.
The back-up filter is a metallic, washable filter.
During normal operation, the oil flow, tapped at the main supply filter outlet, washes the back-up filter and goes back to the supply pump inlet, through a restrictor.
The main filter is discardable and secured on the lube unit cover by a drain plug.
To prevent the filter element from rotating when torquing the drain plug, a pin installed on the filter element engages between two ribs cast in the lube unit cover.
The main oil filter must be changed:- On a regular basis (scheduled)- after an eCaM clogging message (unscheduled).
In the latter case, troubleshooting is necessary to identify the origin of the contamination.
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SUPPlY FIlTERS (-5B)CTC-���-�00-0�
AGB DRIVEINPUT
°C
OIl TEMPSENSOR
ClOGGINGSENSOR
SUPPlYPUMP
TO A/C
TO A/C
BACK-UPFIlTER
BY-PASSVAlVE
TO FWD/AFT SUMPSAND AGB/TGB OIl JETS
lUBE UNIT
BACK-UPFIlTER
MAINFIlTER
COVER
DRAINPlUG
PIN
A
VIEW ARIBS
FROMOIl TANK
- 5B
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lUBRICATION UNIT
Oil filtering
(-5A):
Oil filtering is done by an oil supply filter, four magnetic chip detector screens and a main scavenge filter.
after leaving the common scavenge filter, the scavenged oil is cooled in the servo fuel heater and the oil/fuel heat exchanger, before being returned to the oil tank.
Both supply and scavenge filter cartridges are discardable.
The oil filter cartridges must be changed:- On a regular basis (scheduled)- after an eCaM clogging message (unscheduled).
The filtering capacity is �� microns for the supply filter and �� to �� microns for the scavenge filter.
The filter bypass valves ensure a continuous oil flow in case of filter clogging.
The filter inlet and outlet pressures are applied on a spring-loaded piston valve. When the differential pressure exceeds the spring force, the valve opens.
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OIl FIlTERING (-5A)CTC-���-���-00
TO lUBECIRCUIT OIl OUT
- 5A
OIl TEMPSENSOR
°C
FWDSUMP
REARSUMP
TGBAGB
O-RING
O-RINGCOUPlING
ClAMP
COVER
DRAIN PlUG
O-RING
COMMONSCAVENGE
FIlTERAGBDRIVEINPUT
ClOGGINGSENSOR
SUPPlYPUMP
FROMOIl TANK
SCAVENGEPUMP
lUBE UNIT
ClOGGINGSENSOR
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lUBRICATION UNIT
Scavenge screen plugs
(-5B):
The scavenge screen plugs have threaded inserts for the installation of magnetic bars which serve as metal chip detectors during troubleshooting, after the master chip detector (MCD) has triggered the visual pop-out indicator, according to the aMM procedure.
These magnetic bars enable maintenance staff to identify a particular scavenge circuit that may have particles in suspension in the oil.
The name of the sump of origin is engraved on the housing of each of the four screens, to help identification.
Magnetic chip detectors
(-5A):
The four chip detectors consist of:- a magnetic plug assembly.- a sleeve.- a spring-loaded sealing spool.
The plug assembly features a metal mesh screen, a spring-loaded pin to lock the screen in position, a magnetic bar to attract magnetic particles, oil seals and a handle with bayonet-type locking pins.
The sleeve is installed in the lubrication unit housing and has a bayonet-type cut-out. Two holes allow scavenge oil flow when the magnetic plug is installed.
The spring-loaded spool is installed in a bore of the lubrication unit housing. When the magnetic plug assembly is removed, a spring pushes the sealing spool into the sleeve.
This provides positive sealing of the oil circuit, minimizes oil spillage during plug inspection and prevents contamination of the oil circuit.
When the plug is re-installed, it pushes back the sealing spool and re-opens the scavenge circuit.
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SCAVENGE SCREEN PlUGS (-5B)CTC-���-���-0�
FWD
MAGNETIC BAR(FOR TROUBlEShOOTING ONlY)
SCAVENGESCREEN PlUG
lUBRICATIONUNIT hOUSING
FROMSUMP
FROMTGB
FROMSUMP
FROMAGB
TO SERVO FUElhEATERS OIl TANK
A/C 28VDC
VISUAl INDICATOR
FROMSUMP
FROM TGB
FROM SUMP
FROM AGB
lUBRICATIONUNIT
SCAVENGESCREEN
SCAVENGEPUMP
- 5B
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MAGNETIC ChIP DETECTOR (-5A)CTC-���-���-00
PIN
SEAl
SPRING
SEAlINGSPOOl
SlEEVE
SCREEN
PROTECTIVESlEEVE
BARMAGNET
BODYPlUG
- 5A
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MaSTer CHIPDeTeCTOrENGINE SYSTEMS
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MASTER ChIP DETECTOR (-5B ONlY)
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MASTER ChIP DETECTOR (-5B)
(-5B):
The Master Chip Detector (MCD) collects magnetic particles suspended in the oil that flows from the common outlet of the four scavenge pumps.
It is installed on the lubrication unit and is connected to an oil contamination pop-out indicator, through the DPM wiring harness.
It must be checked at regular specific inspection intervals, according to the MPD.
For installation, once the probe is installed, make sure the � red witness lines are aligned.
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MASTER ChIP DETECTOR (-5B ONlY)CTC-���-�0�-0�
STRAIGhTCONNECTOR
MASTER ChIPDETECTOR
GASKET
lUBRICATIONUNIT
hOSE TOSERVO-FUElhEATERWITNESS
lINES
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VISUAl INDICATOR (-5B ONlY)
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MAGNETIC CONTAMINATION INDICATOR
(-5B):
The indicator works in conjunction with the MCD and its purpose is to provide maintenance personnel with a visual indication of magnetic chip contamination in the oil circuit.
The indicator is a pop-out device, located on the left hand side (alF) of the downstream fan case, just above the oil tank.
It has � electrical connectors:
- One for the wiring harness connected to the MCD.
- One for the harness connecting the indicator to the eIU.
after maintenance action, the pop-out indicator must be manually reset.
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VISUAl POP-OUT INDICATOR (-5B ONlY)CTC-���-�0�-0�
A/C 28 VDC
DPM CABlE
ElECTRICAlINTERFACE
MASTER ChIPDETECTOR
(MCD)
lUBRICATIONUNIT
OIl TANK
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ENGINE SYSTEMS
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OIl INDICATING COMPONENTS
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OIl INDICATING COMPONENTS
The purpose of the indicating components is to provide oil system parameters information to the aircraft systems, for cockpit indication and, if necessary, warning.
The system includes mainly:
- an oil quantity transmitter.
- an oil temperature sensor.
- an oil pressure transmitter.
- an oil low pressure switch.
- an oil differential pressure switch.
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OIl INDICATING COMPONENTS (-5B)CTC-���-�0�-0�
OIl PRESSURETRANSMITTER
lOW OIl PRESSURESWITCh
OIl QUANTITYTRANSMITTER
OIl TEMPERATURESENSOR
- 5B
OIl DIFFERENTIAlPRESSURE SWITCh
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INDICATING COMPONENTS (-5A)CTC-���-���-00
OIl lOW PRESSURESWITCh
OIl PRESSURETRANSMITTER
OIl QUANTITYTRANSMITTEROIl DIFFERENTIAl
PRESSURE SWITCh
OIl TEMPERATURESENSOR
FWD
- 5A
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OIl QUANTITY TRANSMITTER
The oil quantity transmitter provides indication of the oil level to the cockpit, for oil quantity monitoring.
The transmitter is installed on the top of the engine oil tank and has electrical connection to the aircraft eIU and SDaC (System Data acquisition Concentrator).
The lower section of the oil quantity transmitter is enclosed in the tank. Within this section is a device which transforms the oil level into a proportional electrical signal.
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OIl QUANTITY TRANSMITTER (-5B ShOWN)CTC-���-�0�-0�
- 5B
OIl TANK
A/C
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OIl TEMPERATURE SENSOR
The oil temperature sensor transmits the engine oil temperature to the aircraft indicating system and is installed on the engine lubrication unit.
a sensing probe transforms the oil temperature into an electrical signal, which is routed through a connector to the aircraft indicating system and cockpit, for display.
(-5B):
The oil temperature sensor has:
- a flange, designed for one-way installation.- a straight connector, providing the electrical
interface between the sensor and the a/C, through an electrical harness.
(-5A):
The oil temperature sensor has:
- a straight connector, providing the electrical interface between the sensor and the a/C, through an electrical harness.
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OIl TEMPERATURE SENSOR (-5B)CTC-���-�0�-0�
OIl FlOW
A/C
OIlTEMPERATURE
INDICATION
lUBRICATIONUNIT
ElECTRICAlCONNECTOR
OIl TEMPERATURESENSOR
lUBRICATIONUNIT hOUSING
TEMPERATURESENSING ElEMENT
- 5B
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OIL TEMPERATURE SENSOR (-5A)CTC-211-187-00
OIL SCAVENGEFILTER
OIL FLOW
A/C
OILTEMPERATURE
INDICATION
LUBRICATIONUNIT HOUSING
OIL SUPPLYFILTER
OIL TEMPERATURESENSOR
TEMPERATURESENSING ELEMENT
- 5A
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OIl PRESSURE TRANSMITTER AND OIl lOW PRESSURE SWITCh
The oil pressure transmitter and oil low pressure switch transmit information to the aircraft systems for cockpit indication and oil system monitoring.
They are installed on the left handside of the engine fan case, above the oil tank, at about the � o’clock position.
They have � connecting tubes and � electrical connections:
- One tube to the forward sump oil supply line.
- One tube to the vent circuit, through the oil tank.
- One connection to the aircraft indicating systems.
- One connection to the Flight Warning Computer (FWC).
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OIl PRESSURE TRANSMITTER AND lOW PRESSURE SWITChCTC-���-�0�-0�
FROM OIl TANKVENT TUBE
FROM FWD SUMPSUPPlY lINE
OIl lOW PRESSURESWITCh
OIl PRESSURETRANSMITTER
TOA/C
TOA/C
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ENGINE SYSTEMS
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VIBRATION SENSING
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VIBRATION SENSING
Sensing system introduction
The engine vibration sensing system enables the crew to monitor engine vibration on the eCaM system, and also provides maintenance staff with the following:
- Vibration indication.
- excess vibration (above advisory levels).
- Storage of balancing data.
- Bite and MCDU communication with other a/C systems.
- accelerometer selection.
- Frequency analysis for component vibration search.
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INTRODUCTION TO VIBRATION SENSINGCTC-���-���-00
ENGINE VIBRATION
BITE ANDMCDU
COMMUNICATION
ACCElEROMETERSElECTION
FANBAlANCING
VIBRATIONINDICATING
AND ExCESS
STORAGE OFBAlANCING
DATA
FREQUENCYANAlYSIS
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VIBRATION SENSING
Engine/aircraft vibration systems
The engine/aircraft vibration sensing system is made up of the following devices:
- The engine sensors.- The engine Vibration Monitoring Unit (eVMU), which
interfaces with both engines and aircraft systems.
Vibration information is provided to the following:
- The eCaM system, for real time monitoring.- The CFDS (Centralized Fault Display System).- The aIDS (aircraft Integrated Data System).
The CFDS system is used to:- recall and print previous leg events.- Initiate tests.- reconfigure engine sensors.- Frequency analysis data.
The aIDS system is used to perform: - Troubleshooting.- Condition monitoring.
The eVMU receives analog signals from the engine (speed and vibration) and communicates with the other computers (CFDS, aIDS) through arInC ��� data busses.
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ENGINE/AIRCRAFT VIBRATION SYSTEMSCTC-���-���-0�
CFDS
EVMU
ASABOVE
ENGINE 2
ECAM'S
PRINTER
AIRCRAFTCOMPUTERS
AIDS
4
OFF
A B C D E
K l M N O
F G h I J
P Q R S T
U V W x Y
Z / SP OVFY ClR
1 2 3
4 5 6
7 8 9
. 0 +/-
AIR
PORT
PROG INIT DATADIR
RADNAV
FUElPRED
SECF-PlN F-PlN MCDU
MENU
PERF
MCDU MENU
< FMS (ACT)
< CFDS
< DATA lINK
<AIDS
SElECT DESIRED SYST
N1 SPEEDSENSOR
N2 SPEEDSENSOR
1 BRG VIBSENSOR
TRF VIBSENSOR
ARINC SIGNAl
ANAlOG SIGNAl
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VIBRATION SENSING
EVMU description
The eVMU is located in the electronic bay.
The eVMU performs the following tasks:
- rotor vibration extraction from the overall vibration signals received.
- Computing of position and amplitude of the unbalanced signal.
- Fan trim balance calculations for the positions and weights of balancing screws to be installed on the engine rear spinner cone (latest eVMU’s only).
- Communication with the CFDS (CFDIU) in normal and maintenance mode.
- Communication with the aIDS (DMU) for vibration monitoring.
- Vibration sensor configuration, through CFDS menu. The no � bearing vibration sensor is the default sensor.
- Vibration recordings are made at five different engine speeds to provide information for fan trim balance procedures and frequency analysis.
EVMU operation
The normal mode of operation allows the system to:
- Display the vibration information on the eCaM.- Provide fault information when advisory levels are
reached, or exceeded.- Provide flight recordings.
Vibration recordings are also transmitted to the aIDS system to be included in the printing of all reports, such as cruise, or take-off.
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EVMU DESCRIPTIONCTC-���-���-0�
CIDS1
AFT AVIONICS COMPARTMENT
ENG1 ENG2
N1 N2 No 1 BRG VIB SENSOR TRF VIB SENSOR
N1 N2 No 1 BRG VIB SENSOR TRF VIB SENSOR
hF2 T CAS
E lAC2
SFCC2
EIU2
DMC2
CIDS2
CFDIU DMU QAR DAR
FWC2
SDAC2
SDAC1
FWC1
DMC3
DMC1
EIU1
SFCC1
SEC2
FMGC2
FAC2
FAC1
SEC1
ElAC1
FMGC1
ATC2
VO
R 2
FC
DC
2
EV
MU
hU
DC
FD
IU
GP
WC
AE
VC
TAP
ER
PD
R-P
ES
MU
x P
ES
MA
IN
FC
DC
1
Vh
F 2
AD
F 2
AD
F 1
Vh
F 1
Vh
F 3
VC
R 1
DME2
AMU DME1
ATC1
hF1DATAlINKMU
FF AFS
* * * * *
* *
* * *
* * * * * * * * * * **
1 - ROTOR VIBRATION ExTRACTION FROM SENSOR SIGNAl.2 - IMBAlANCE POSITION AND AMPlITUDE.3 - IMBAlANCE CORRECTIVE WEIGhT CAlCUlATION.4 - COMMUNICATION WITh CFDIU (CFDS) AND DMU (AIDS).5 - SENSOR SElECTION ThROUGh CFDS MENUS.6 - SPEED RECORDING (IN NORMAl MODE)
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PRESERVATION AND STORAGE
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STANDARD PRACTICES
Engine preservation
The procedure which follow are recommended as the minimum necessary to protect the CFM�� engine against corrosion, liquid and debris entering the engine, and atmospheric conditions during periods of storage, and inactivity; or following an In Flight Shut Down (IFSD). These procedures are also recommended for installed engines on inoperative aircraft or an engine not to be operated for more than thirty days.
The procedure recommended for preservation of the engine will vary depending upon the duration of inactivity, the type of preservation used, and if the engine is operable or non operable.
nOTe:engines that can be started are considered operable. engines that for any reason can not be started are considered non operable. Preservation renewal procedures are also covered in this instruction.
The preservation procedure to be used will be selected based upon the following schedule:
- Up to �0 days.- Up to �0 days.- �0 to ��� days.- Preservation renewal requirements.- Depreservation.
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ENGINE PRESERVATIONCTC-���-���-00
OPERABlE ENGINE
UP TO 30 DAYS
UP TO 90 DAYS
UP TO 365 DAYS
x
x
x
x
x
NON-OPERABlE ENGINE
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STANDARD PRACTICES
Up to 30 days preservation
CaUTIOn:If engine was ferried or subjected to an In Flight Shut Down (IFSD), engine must be “dried out“ and relubricated within �� hours as per the dry out procedure.
On wing installed engines:- Start the engine.- ground idle for �� to �0 minutes.- Shut down.- Cover entrance to fan cowling and exit opening.
non-operable engines:- Dry out engine sumps.- relubricate engine sumps.- Close VBV.- Cover VBV louver with vapor barrier film.- Seal the front and back openings.- Cover the engine with a waterproof bag.
Up to 90 days preservation
This procedure is only applicable to an operable engine.
The same procedure as the “up to �0 days” preservation must be done, but in this case the engine oil system must
be protected with preservative oil.
30 to 365 days preservation
The preservation must be applied at completion of engine operation, prior to an engine return to shop and when the engine is not to be operated for a period of �0 to ��� days.
Operable engines: - In this procedure, the engine oil and fuel systems are
protected with preservative oil. The preservative oil is introduced from a pressurized cart to the engine fuel system by two motorings.
non operable engines:- In this procedure, the engine oil and fuel systems
are protected with preservative oil. This time, the oil is handpumped in the engine fuel system through the fuel pumps low and high pressure ports.
nOTe:a false metering valve tool (���a���0) is connected to the HMU to open the engine FMV to allow the preservative oil to flow throughout the engine.
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ENGINE PRESERVATION ACTIONSCTC-���-���-00
OPERABlE ENGINE
UP TO 30 DAYS
UP TO 90 DAYS
30 TO 365 DAYS
x
x
x x x
x
GROUND IDlE
GROUND IDlE
MOTORING
PROTECTION PRESERVATIVE OIl
OIl SYSTEM FUEl SYSTEM
DRY / lUBRICATIONOF ThE SUMPS
NON-OPERABlE ENGINE
UP TO 30 DAYS
UP TO 90 DAYS
30 TO 365 DAYS
x
N/A
x x x
N/A
PROTECTION PRESERVATIVE OIl
OIl SYSTEM FUEl SYSTEM
x
N/A
x
N/A N/A
x
x
ENGINEWATERPROOF BAG
RUN
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STANDARD PRACTICES
Renewal procedure
The chart on the opposite page shows the possibilities for engine preservation renewal procedures.
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PROCEDURE RENEWAlCTC-���-���-00
UP TO 30 DAYS
OPERABlE ENGINE
2 RENEWAlS PERMITTED
ONE RENEWAl PERMITTED
NO TIME lIMIT
NO RENEWAl PERMITTEDPRESERVE WITh 30 TO 365 DAYS
PROCEDURE
NO RENEWAl PERMITTEDThE ENGINE MUST BE REPAIRED
AND PRESERVED AS AN OPERABlEENGINE WITh 30 TO 365 DAYS
NON-OPERABlE ENGINE
UP TO 90 DAYS
30 TO 365 DAYS
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STANDARD PRACTICES
Dry out and relubrication procedures
It is recommended to do this procedure as soon as possible after landing in the event of:
- an In Flight Shut Down (IFSD).- a non operative engine ferry flight.- Ignore this procedure if the engine is to be operated
in the limit of �� hours after landing.- The minimum recommended engine operation is ��
to �0 minutes at ground idle power.
Dry out
a locally purchased hot air source is connected to the engine exhaust plug.air is blown in the engine, through the flame arrestor, for �� to �0 minutes.Manually, rotate n� and n� rotors to dry everywhere inside engine sumps.
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DRY OUT PROCEDURECTC-���-���-00
DRY OUTADAPTERExhAUST
PlUG
DUCTINGDRY OUT
FIlTERADAPTER
hOT AIRhOSE
hOT AIRSOURCE
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STANDARD PRACTICES
Relubrication procedures
a relubrication manifold tool (���a���0) is installed on the lubrication unit at the chip detector location.
The hot air source is connected on the relubrication manifold.
The relubrication manifold oil tank is filled with engine oil.
The air source is turned on and the oil is sucked from the relubrication manifold oil tank to the engine sumps, through all the engine scavenge lines.
The n� and n� rotors must be manually turned to allow the lubrication of all internal sump parts such as bearing, gear teeth, etc.
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RElUBRICATION PROCEDURECTC-���-���-00
VIEW AA
hOT AIR
hOT AIRSOURCE
lUBRICATIONUNIT
DRY OUTFIlTER
ADAPTER
AGB
ENGINE SUMPSRElUBRICATIONTOOl SET
DUCTING
hOT AIRhOSE
OIl SUPPlYlINE
lATChES
OIlCONTAINER
PUShER
OIl SUPPlYVAlVE
OIl
lUBRICATIONUNIT
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STANDARD PRACTICES
Depreservation
This procedure is to be used to put the engine in configuration to be operated after a preservation procedure:
- remove all moisture barrier material, seals, caps, cover, etc. as applicable from the engine.
- Connect the fuel supply to the engine, and reconnect oil supply and scavenge lines if applicable.
- Drain the oil tank.- Drain the accessory drive assembly.- Fill the oil tank.- Do a wet motoring of the engine.- Do one or more dry motoring operations to remove
the remaining fuel.
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DEPRESERVATIONCTC-���-���-00
REMOVE MOISTURE BARRIER MATERIAl
CONNECT FUEl SUPPlY TO ThE ENGINE
DRAIN : OIl TANK ACCESSORY DRIVE ASSEMBlY
FIll OIl TANK
DO WET MOTORING
DO ONE OR MORE DRY MOTORING
PERFORM OPERATIONAl ChECK OF ThE ENGINE
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