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TRAINING MANUAL

CFM56-5A / -5B

ENGINE SYSTEMS

FEBRUARY 2008

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CTC-211 Level 3

CFM56-ALL

TRAINING MANUAL

Published by CFMI

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Site de Melun-Montereau,
Arodrome de Villaroche
Chemin de Viercy, B.P. 1936,
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FRANCE

CFMI Customer Training Services


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Customer Technical Education Center
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This CFMI publication is for Training Purposes Only. The information is accurate at the time of compilation; however, no
update service will be furnished to maintain accuracy. For authorized maintenance practices and specifications, consult
pertinent maintenance publications.
The information (including technical data) contained in this document is the property of CFM International (GE and
SNECMA). It is disclosed in confidence, and the technical data therein is exported under a U.S. Government license.
Therefore, None of the information may be disclosed to other than the recipient.
In addition, the technical data therein and the direct product of those data, may not be diverted, transferred, re-exported
or disclosed in any manner not provided for by the license without prior written approval of both the U.S. Government and
CFM International.
Copyright 1998 CFM International

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EFFECTIVITY
ALL CFM56 ENGINES

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CFM56-ALL

A
A/C AIRCRAFT
AC ALTERNATING CURRENT
ACARS AIRCRAFT COMMUNICATION
ADRESSING and REPORTING SYSTEM
ACAU AIR CONDITIONING ACCESSORY UNIT
ACMS AIRCRAFT CONDITION MONITORING SYSTEM
ACS AIRCRAFT CONTROL SYSTEM
ADC AIR DATA COMPUTER
ADEPT AIRLINE DATA ENGINE PERFORMANCE
TREND
ADIRS AIR DATA AND INERTIAL REFERENCE
SYSTEM
ADIRU AIR DATA AND INERTIAL REFERENCE
UNIT
AGB ACCESSORY GEARBOX
AIDS AIRCRAFT INTEGRATED DATA SYSTEM
ALF AFT LOOKING FORWARD
ALT ALTITUDE
ALTN ALTERNATE
AMB AMBIENT
AMM AIRCRAFT MAINTENANCE MANUAL
AOG AIRCRAFT ON GROUND
A/P AIRPLANE
APU AUXILIARY POWER UNIT
ARINC AERONAUTICAL RADIO, INC.
(SPECIFICATION)
ASM AUTOTHROTTLE SERVO MECHANISM
A/T AUTOTHROTTLE
ATA AIR TRANSPORT ASSOCIATION
EFFECTIVITY
ALL CFM56 ENGINES

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ATC AUTOTHROTTLE COMPUTER
ATHR AUTO THRUST
ATO ABORTED TAKE OFF
AVM AIRCRAFT VIBRATION MONITORING
B
BITE BUILT IN TEST EQUIPMENT
BMC BLEED MANAGEMENT COMPUTER
BPRV BLEED PRESSURE REGULATING VALVE
BSI BORESCOPE INSPECTION
BSV BURNER STAGING VALVE (SAC)
BSV BURNER SELECTION VALVE (DAC)
BVCS BLEED VALVE CONTROL SOLENOID
C
C
CELSIUS or CENTIGRADE
CAS CALIBRATED AIR SPEED
CBP (HP) COMPRESSOR BLEED PRESSURE
CCDL CROSS CHANNEL DATA LINK
CCFG COMPACT CONSTANT FREQUENCY
GENERATOR
CCU COMPUTER CONTROL UNIT
CCW COUNTER CLOCKWISE
CDP (HP) COMPRESSOR DISCHARGE PRESSURE
CDS COMMON DISPLAY SYSTEM
CDU CONTROL DISPLAY UNIT
CFDIU
CENTRALIZED FAULT DISPLAY
INTERFACE UNIT
CFDS CENTRALIZED FAULT DISPLAY SYSTEM
CFMI JOINT GE/SNECMA COMPANY (CFM

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INTERNATIONAL)
CG CENTER OF GRAVITY
Ch A channel A
Ch B channel B
CHATV
CHANNEL ACTIVE
CIP(HP)
COMPRESSOR INLET PRESSURE
CIT(HP)
COMPRESSOR INLET TEMPERATURE
cm.g CENTIMETER X GRAMS
CMC CENTRALIZED MAINTENANCE COMPUTER
CMM COMPONENT MAINTENANCE MANUAL
CMS CENTRALIZED MAINTENANCE SYSTEM
CMS CENTRAL MAINTENANCE SYSTEM
CODEP
HIGH TEMPERATURE COATING
CONT CONTINUOUS
CPU CENTRAL PROCESSING UNIT
CRT CATHODE RAY TUBE
CSD CONSTANT SPEED DRIVE
CSI CYCLES SINCE INSTALLATION
CSN CYCLES SINCE NEW
CTAI COWL THERMAL ANTI-ICING
CTEC CUSTOMER TECHNICAL EDUCATION CENTER
CTL CONTROL
Cu.Ni.In
COPPER.NICKEL.INDIUM
CW CLOCKWISE
D
DAC DOUBLE ANNULAR COMBUSTOR
DAMV DOUBLE ANNULAR MODULATED VALVE
DAR DIGITAL ACMS RECORDER
DC DIRECT CURRENT
EFFECTIVITY
ALL CFM56 ENGINES

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TRAINING MANUAL
DCU DATA CONVERSION UNIT
DCV DIRECTIONAL CONTROL VALVE BOEING
DEU DISPLAY ELECTRONIC UNIT
DFCS DIGITAL FLIGHT CONTROL SYSTEM
DFDAU
DIGITAL FLIGHT DATA ACQUISITION
UNIT
DFDRS
DIGITAL FLIGHT DATA RECORDING
SYSTEM
DISC DISCRETE
DIU DIGITAL INTERFACE UNIT
DMC DISPLAY MANAGEMENT COMPUTER
DMD DEMAND
DMS DEBRIS MONITORING SYSTEM
DMU DATA MANAGEMENT UNIT
DOD DOMESTIC OBJECT DAMAGE
DPU DIGITAL PROCESSING MODULE
DRT DE-RATED TAKE-OFF
E
EAU ENGINE ACCESSORY UNIT
EBU ENGINE BUILDUP UNIT
ECA ELECTRICAL CHASSIS ASSEMBLY
ECAM ELECTRONIC CENTRALIZED AIRCRAFT
MONITORING
ECS ENVIRONMENTAL CONTROL SYSTEM
ECU ELECTRONIC CONTROL UNIT
EE ELECTRONIC EQUIPMENT
EEC ELECTRONIC ENGINE CONTROL
EFH ENGINE FLIGHT HOURS
EFIS ELECTRONIC FLIGHT INSTRUMENT SYSTEM

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EGT EXHAUST GAS TEMPERATURE


EHSV ELECTRO-HYDRAULIC SERVO VALVE
EICAS ENGINE INDICATING AND CREW
ALERTING SYSTEM
EIS ELECTRONIC INSTRUMENT SYSTEM
EIU ENGINE INTERFACE UNIT
EIVMU ENGINE INTERFACE AND VIBRATION
MONITORING UNIT
EMF ELECTROMOTIVE FORCE
EMI ELECTRO MAGNETIC INTERFERENCE
EMU ENGINE MAINTENANCE UNIT
EPROM ERASABLE PROGRAMMABLE READ
ONLY MEMORY
(E)EPROM (ELECTRICALLY) ERASABLE
PROGRAMMABLE READ ONLY MEMORY
ESN ENGINE SERIAL NUMBER
ETOPS EXTENDED TWIN OPERATION SYSTEMS
EWD/SD ENGINE WARNING DISPLAY / SYSTEM
DISPLAY
F
F
FARENHEIT
FAA FEDERAL AVIATION AGENCY
FADEC
FULL AUTHORITY DIGITAL ENGINE
CONTROL
FAR FUEL/AIR RATIO
FCC FLIGHT CONTROL COMPUTER
FCU FLIGHT CONTROL UNIT
FDAMS
FLIGHT DATA ACQUISITION &
MANAGEMENT SYSTEM
EFFECTIVITY
ALL CFM56 ENGINES

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FDIU FLIGHT DATA INTERFACE UNIT
FDRS FLIGHT DATA RECORDING SYSTEM
FDU FIRE DETECTION UNIT
FEIM FIELD ENGINEERING INVESTIGATION MEMO
FF
FUEL FLOW (see Wf) -7B
FFCCV
FAN FRAME/COMPRESSOR CASE
VERTICAL (VIBRATION SENSOR)
FI
FLIGHT IDLE (F/I)
FIM FAULT ISOLATION MANUAL
FIN FUNCTIONAL ITEM NUMBER
FIT FAN INLET TEMPERATURE
FLA FORWARD LOOKING AFT
FLX TO
FLEXIBLE TAKE-OFF
FMC FLIGHT MANAGEMENT COMPUTER
FMCS FLIGHT MANAGEMENT COMPUTER SYSTEM
FMGC FLIGHT MANAGEMENT AND GUIDANCE
COMPUTER
FMGEC
FLIGHT MANAGEMENT AND GUIDANCE
ENVELOPE COMPUTER
FMS FLIGHT MANAGEMENT SYSTEM
FMV FUEL METERING VALVE
FOD FOREIGN OBJECT DAMAGE
FPA FRONT PANEL ASSEMBLY
FPI FLUORESCENT PENETRANT INSPECTION
FQIS FUEL QUANTITY INDICATING SYSTEM
FRV FUEL RETURN VALVE
FWC FAULT WARNING COMPUTER
FWD FORWARD
G

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g.in GRAM X INCHES


GE GENERAL ELECTRIC
GEAE GENERAL ELECTRIC AIRCRAFT ENGINES
GEM GROUND-BASED ENGINE MONITORING
GI GROUND IDLE (G/I)
GMM GROUND MAINTENANCE MODE
GMT GREENWICH MEAN TIME
GND GROUND
GPH GALLON PER HOUR
GPU GROUND POWER UNIT
GSE GROUND SUPPORT EQUIPMENT
H
HCF HIGH CYCLE FATIGUE
HCU HYDRAULIC CONTROL UNIT
HDS HORIZONTAL DRIVE SHAFT
HMU HYDROMECHANICAL UNIT
HP HIGH PRESSURE
HPC HIGH PRESSURE COMPRESSOR
HPCR HIGH PRESSURE COMPRESSOR ROTOR
HPRV HIGH PRESSURE REGULATING VALVE
HPSOV
HIGH PRESSURE SHUT-OFF VALVE
HPT HIGH PRESSURE TURBINE
HPT(A)CC HIGH PRESSURE TURBINE (ACTIVE)
CLEARANCE CONTROL
HPTC HIGH PRESSURE TURBINE CLEARANCE
HPTCCV
HIGH PRESSURE TURBINE CLEARANCE
CONTROL VALVE
HPTN HIGH PRESSURE TURBINE NOZZLE
HPTR HIGH PRESSURE TURBINE ROTOR
EFFECTIVITY
ALL CFM56 ENGINES

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TRAINING MANUAL
Hz HERTZ (CYCLES PER SECOND)
I
I/O INPUT/OUTPUT
IAS INDICATED AIR SPEED
ID
INSIDE DIAMETER
ID PLUG
IDENTIFICATION PLUG
IDG INTEGRATED DRIVE GENERATOR
IFSD IN FLIGHT SHUT DOWN
IGB INLET GEARBOX
IGN IGNITION
IGV INLET GUIDE VANE
in.
INCH
IOM INPUT OUTPUT MODULE
IPB ILLUSTRATED PARTS BREAKDOWN
IPC ILLUSTRATED PARTS CATALOG
IPCV INTERMEDIATE PRESSURE CHECK VALVE
IPS INCHES PER SECOND
IR INFRA RED
K
K
KELVIN
k
X 1000
KIAS INDICATED AIR SPEED IN KNOTS
kV
KILOVOLTS
Kph KILOGRAMS PER HOUR
L
L LEFT
L/H LEFT HAND

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CFM56-ALL

lbs. POUNDS, WEIGHT


LCD LIQUID CRYSTAL DISPLAY
LCF LOW CYCLE FATIGUE
LE (L/E) LEADING EDGE
LGCIU LANDING GEAR CONTROL INTERFACE
UNIT
LP LOW PRESSURE
LPC LOW PRESSURE COMPRESSOR
LPT LOW PRESSURE TURBINE
LPT(A)CC LOW PRESSURE TURBINE (ACTIVE)
CLEARANCE CONTROL
LPTC LOW PRESSURE TURBINE CLEARANCE
LPTN LOW PRESSURE TURBINE NOZZLE
LPTR LOW PRESSURE TURBINE ROTOR
LRU LINE REPLACEABLE UNIT
LVDT LINEAR VARIABLE DIFFERENTIAL
TRANSFORMER
M
mA MILLIAMPERES (CURRENT)
MCD MAGNETIC CHIP DETECTOR
MCDU
MULTIPURPOSE CONTROL AND
DISPLAY UNIT
MCL MAXIMUM CLIMB
MCR MAXIMUM CRUISE
MCT MAXIMUM CONTINUOUS
MDDU
MULTIPURPOSE DISK DRIVE UNIT
MEC MAIN ENGINE CONTROL
milsD.A.
Mils DOUBLE AMPLITUDE
mm. MILLIMETERS
EFFECTIVITY
ALL CFM56 ENGINES

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TRAINING MANUAL
MMEL MAIN MINIMUM EQUIPMENT LIST
MO AIRCRAFT SPEED MACH NUMBER
MPA MAXIMUM POWER ASSURANCE
MPH MILES PER HOUR
MTBF MEAN TIME BETWEEN FAILURES
MTBR MEAN TIME BETWEEN REMOVALS
mV MILLIVOLTS
Mvdc MILLIVOLTS DIRECT CURRENT
N
N1 (NL) LOW PRESSURE ROTOR ROTATIONAL
SPEED
N1* DESIRED N1
N1ACT ACTUAL N1
N1CMD
COMMANDED N1
N1DMD
DEMANDED N1
N1K CORRECTED FAN SPEED
N1TARGET TARGETED FAN SPEED
N2 (NH)
HIGH PRESSURE ROTOR ROTATIONAL
SPEED
N2* DESIRED N2
N2ACT ACTUAL N2
N2K CORRECTED CORE SPEED
N/C NORMALLY CLOSED
N/O NORMALLY OPEN
NAC NACELLE
NVM NON VOLATILE MEMORY
O
OAT OUTSIDE AIR TEMPERATURE

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CFM56-ALL

OD OUTLET DIAMETER
OGV OUTLET GUIDE VANE
OSG OVERSPEED GOVERNOR
OVBD OVERBOARD
OVHT OVERHEAT

P
Pb BYPASS PRESSURE
Pc REGULATED SERVO PRESSURE
Pcr CASE REGULATED PRESSURE
Pf HEATED SERVO PRESSURE
P/T25 HP COMPRESSOR INLET TOTAL AIR
PRESSURE/TEMPERATURE
P/N PART NUMBER
P0 AMBIENT STATIC PRESSURE
P25 HP COMPRESSOR INLET TOTAL AIR
TEMPERATURE
PCU PRESSURE CONVERTER UNIT
PLA POWER LEVER ANGLE
PMC POWER MANAGEMENT CONTROL
PMUX PROPULSION MULTIPLEXER
PPH POUNDS PER HOUR
PRSOV
PRESSURE REGULATING SERVO VALVE
Ps PUMP SUPPLY PRESSURE
PS12 FAN INLET STATIC AIR PRESSURE
PS13 FAN OUTLET STATIC AIR PRESSURE
PS3HP
COMPRESSOR DISCHARGE STATIC AIR
PRESSURE (CDP)
PSI POUNDS PER SQUARE INCH
PSIA POUNDS PER SQUARE INCH ABSOLUTE
EFFECTIVITY
ALL CFM56 ENGINES

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TRAINING MANUAL
PSID POUNDS PER SQUARE INCH DIFFERENTIAL
psig POUNDS PER SQUARE INCH GAGE
PSM POWER SUPPLY MODULE
PSS (ECU) PRESSURE SUB-SYSTEM
PSU POWER SUPPLY UNIT
PT TOTAL PRESSURE
PT2 FAN INLET TOTAL AIR PRESSURE (PRIMARY
FLOW)
PT25 HPC TOTAL INLET PRESSURE
Q
QAD QUICK ATTACH DETACH
QEC QUICK ENGINE CHANGE
QTY QUANTITY
QWR QUICK WINDMILL RELIGHT
R
R/H RIGHT HAND
RAC/SB ROTOR ACTIVE CLEARANCE/START
BLEED
RACC ROTOR ACTIVE CLEARANCE CONTROL
RAM RANDOM ACCESS MEMORY
RCC REMOTE CHARGE CONVERTER
RDS RADIAL DRIVE SHAFT
RPM REVOLUTIONS PER MINUTE
RTD RESISTIVE THERMAL DEVICE
RTO REFUSED TAKE OFF
RTV ROOM TEMPERATURE VULCANIZING
(MATERIAL)
RVDT ROTARY VARIABLE DIFFERENTIAL

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TRANSFORMER
S
S/N SERIAL NUMBER
S/R SERVICE REQUEST
S/V SHOP VISIT
SAC SINGLE ANNULAR COMBUSTOR
SAR SMART ACMS RECORDER
SAV STARTER AIR VALVE
SB SERVICE BULLETIN
SCU SIGNAL CONDITIONING UNIT
SDAC SYSTEM DATA ACQUISITION CONCENTRATOR
SDI SOURCE/DESTINATION IDENTIFIER (BITS) (CF
ARINC SPEC)
SDU SOLENOID DRIVER UNIT
SER SERVICE EVALUATION REQUEST
SFC SPECIFIC FUEL CONSUMPTION
SFCC SLAT FLAP CONTROL COMPUTER
SG SPECIFIC GRAVITY
SLS SEA LEVEL STANDARD (CONDITIONS : 29.92
in.Hg / 59F)
SLSD SEA LEVEL STANDARD DAY (CONDITIONS :
29.92 in.Hg / 59F)
SMM STATUS MATRIX
SMP SOFTWARE MANAGEMENT PLAN
SN SERIAL NUMBER
SNECMA SOCIETE NATIONALE DETUDE ET DE
CONSTRUCTION DE MOTEURS DAVIATION
SOL SOLENOID
SOV SHUT-OFF VALVE
EFFECTIVITY
ALL CFM56 ENGINES

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TRAINING MANUAL
STP
SVR
SW
SYS

STANDARD TEMPERATURE AND PRESSURE


SHOP VISIT RATE
SWITCH BOEING
SYSTEM

T
T oil OIL TEMPERATURE
T/C THERMOCOUPLE
T/E TRAILING EDGE
T/O TAKE OFF
T/R THRUST REVERSER
T12 FAN INLET TOTAL AIR TEMPERATURE
T25 HP COMPRESSOR INLET AIR TEMPERATURE
T3 HP COMPRESSOR DISCHARGE AIR
TEMPERATURE
T49.5 EXHAUST GAS TEMPERATURE
T5 LOW PRESSURE TURBINE DISCHARGE TOTAL
AIR TEMPERATURE
TAI THERMAL ANTI ICE
TAT TOTAL AIR TEMPERATURE
TBC THERMAL BARRIER COATING
TBD TO BE DETERMINED
TBO TIME BETWEEN OVERHAUL
TBV TRANSIENT BLEED VALVE
TC(TCase) HP TURBINE CASE TEMPERATURE
TCC TURBINE CLEARANCE CONTROL
TCCV TURBINE CLEARANCE CONTROL VALVE
TCJ TEMPERATURE COLD JUNCTION
T/E TRAILING EDGE
TECU ELECTRONIC CONTROL UNIT INTERNAL

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CFM56-ALL

TEMPERATURE
TEO ENGINE OIL TEMPERATURE
TGB TRANSFER GEARBOX
Ti TITANIUM
TLA THROTTLE LEVER ANGLE AIRBUS
TLA THRUST LEVER ANGLE BOEING
TM TORQUE MOTOR
TMC TORQUE MOTOR CURRENT
T/O TAKE OFF
TO/GA
TAKE OFF/GO AROUND
T/P TEMPERATURE/PRESSURE SENSOR
TPU TRANSIENT PROTECTION UNIT
TR TRANSFORMER RECTIFIER
TRA THROTTLE RESOLVER ANGLE AIRBUS
TRA THRUST RESOLVER ANGLE BOEING
TRDV THRUST REVERSER DIRECTIONAL VALVE
TRF TURBINE REAR FRAME
TRPV THRUST REVERSER PRESSURIZING VALVE
TSI TIME SINCE INSTALLATION (HOURS)
TSN TIME SINCE NEW (HOURS)
TTL TRANSISTOR TRANSISTOR LOGIC

TRAINING MANUAL
VDT
VIB
VLV
VRT
VSV

VARIABLE DIFFERENTIAL TRANSFORMER


VIBRATION
VALVE
VARIABLE RESISTANCE TRANSDUCER
VARIABLE STATOR VANE

W
WDM WATCHDOG MONITOR
Wf
WEIGHT OF FUEL OR FUEL FLOW
WFM WEIGHT OF FUEL METERED
WOW WEIGHT ON WHEELS
WTAI WING THERMAL ANTI-ICING

U
UER UNSCHEDULED ENGINE REMOVAL
UTC UNIVERSAL TIME CONSTANT
V
VAC VOLTAGE, ALTERNATING CURRENT
VBV VARIABLE BLEED VALVE
VDC VOLTAGE, DIRECT CURRENT
EFFECTIVITY
ALL CFM56 ENGINES

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CFM56-ALL

IMPERIAL / METRIC CONVERSIONS

METRIC / IMPERIAL CONVERSIONS

1 mile = 1,609 km
1 ft = 30,48 cm
1 in. = 25,4 mm
1 mil. = 25,4

1 km = 0.621 mile
1 m = 3.281 ft. or 39.37 in.
1 cm = 0.3937 in.
1 mm = 39.37 mils.

1 sq.in.

= 6,4516 cm

1 m = 10.76 sq. ft.


1 cm = 0.155 sq.in.

1 USG
1 cu.in.

= 3,785 l (dm)
= 16.39 cm

1 m = 35.31 cu. ft.


1 dm = 0.264 USA gallon
1 cm = 0.061 cu.in.

1 lb. = 0.454 kg

1 kg = 2.205 lbs

1 psi. = 6.890 kPa

1 Pa = 1.45 10-4 psi.


1 kPa = 0.145 psi
1 bar = 14.5 psi

= 1.8 x C + 32

EFFECTIVITY
ALL CFM56 ENGINES

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TRAINING MANUAL

= ( F - 32 ) /1.8

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CFM56-5A/-5B

TRAINING MANUAL

TABLE OF CONTENTS

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

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ENGINE SYSTEMS

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CFM56-5A/-5B

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IDG OIL COOLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 221


FUEL RETURN VALVE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 231

TABLE OF CONTENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
AIR SYSTEM
FADEC SYSTEM

ENGINE AIR SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 243

FADEC SYSTEM INTRODUCTION. . . . . . . . . . . . . . . . . . . . . . . . . . 19

bearing lubrication and sump sealing principle. . . . 247

ELECTRONIC CONTROL UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33

VARIABLE GEOMETRY CONTROL SYSTEM. . . . . . . . . . . . . . . . 251

ENGINE SENSORS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51

VARIABLE BLEED VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 255

ENGINE WIRING HARNESSES . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87

VARIABLE STATOR VANE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 271

starting and ignition


STARTING SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
STARTER AIR VALVE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
PNEUMATIC STARTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111
IGNITION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117
engine control
POWER MANAGEMENT & FUEL CONTROL. . . . . . . . . . . . . . . . . 129

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

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

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

BURNER STAGING VALVE (-5A ONLY). . . . . . . . . . . . . . . . . . . . . 205


FUEL NOZZLE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211

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

Page 16
May 07

CFM56-5A/-5B

TRAINING MANUAL

FADEC SYSTEM

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

TOC

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FADEC
system
engine systems

Page 17
May 07

CFM56-5A/-5B

TRAINING MANUAL

THIS PAGE INTENTIONALLY LEFT BLANK

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FADEC
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engine systems

Page 18
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CFM56-5A/-5B

TRAINING MANUAL

FADEC SYSTEM INTRODUCTION

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INTRO
ENGINE SYSTEMS

Page 19
Feb 08

CFM56-5A/-5B

TRAINING MANUAL

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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intro
engine systems

Page 20
Feb 08

CFM56-5A/-5B

POWER MANAGEMENT
CONTROL

TRAINING MANUAL

ACTIVE CLEARANCE
CONTROL

FADEC
STARTING / SHUTDOWN /
IGNITION CONTROL

FUEL CONTROL

VARIABLE GEOMETRY
CONTROL

OIL TEMPERATURE
CONTROL
FADEC PURPOSE

CtC-211-001-00

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CONTROL

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CFM56-5A/-5B

TRAINING MANUAL

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
engines condition.
- A Hydro-Mechanical Unit (HMU), which converts
electrical signals from the ECU into hydraulic
pressures to drive the engines valves and
actuators.
- Peripheral components such as valves, actuators
and sensors used for control and monitoring.

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intro
engine systems

Page 22
Feb 08

CFM56-5A/-5B

TRAINING MANUAL

CONTROL SIGNALS
T3

T49.5 TCASE TEO

P0

PS12

PS3

N1

N2

T25
28V
115V
400Hz

T12

HARDWIRE
DIGITAL
(ARINC 429)

FEEDBACK SIGNALS

IGNITION

ECU

VBV VSV TBV** BSV*

ALTERNATOR

ID
PLUG

HPT LPT
CCV CCV

FRV
FUEL HYDROMECHANICAL
UNIT (HMU)

(FMV)

** ON -5B ONLY
FUEL
FLOW

REVERSER
SOLENOIDS
+ SWITCHES
STARTER
AIR VALVE

P25

T5

* ON -5A ONLY

PMUX (OPTIONAL)

FADEC SYSTEM

CtC-211-002-02

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PS13

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Page 23
Feb 08

CFM56-5A/-5B

TRAINING MANUAL

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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Page 24
Feb 08

CFM56-5A/-5B

TRAINING MANUAL

CH A

E
I

ECU

CH B

Ps
PT

ADIRU
1

ECU 2
ECU 1

TAT

CH A

ECU 1

Ps
ADIRU
PT

CH B

ECU 2

TAT

ARINC 429 BUS

AIRCRAFT INTERFACES

CtC-211-003-02

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CFM56-5A/-5B

TRAINING MANUAL

FADEC SYSTEM INTRODUCTION


Engine Interface Unit

EIU output to the ECU

There are two EIUs, 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.

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 ADIRUs and
throttle control levers, which communicate directly with
the ECU.

EIUs 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.

EIU input from the ECU

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).

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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.

intro
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Page 26
Feb 08

CFM56-5A/-5B

TRAINING MANUAL

ENGINE
INTERFACE
UNIT (EIU)

AVIONICS
COMPARTMENT

*
CIDS
2

ATC
1

FCDC 1

VHF 3

FMGC
1

*
SDAC
2

VCR 1

VHF 1

ADF 1

ADF 2

VHF 2

FWC
2

FAC
1

DME
1

HF1

SEC
1

ELAC
1

SDAC
1

FWC
1

DMC
3

DMC
1

EIU
1

SFCC
1

CIDS CFDIU DMU QAR DAR


1

EIU AND ADIRU

CtC-211-136-01

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AMU

FAC
2

* *
DMC
2

HUDC

EIU
2

TAPE
RPDR-PES

VIEW

FMGC
2

*
SFCC
2

EVMU

AIR DATA INERTIAL


REFERENCE UNIT
(ADIRU)

SEC
2

DATA
LINK
MU
FF AFS

FDIU

E LAC
2

ATC DME
2
2

GPWC
AEVC
MUX PES
MAIN

T CAS

FCDC 2

HF2

VOR 2

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CFM56-5A/-5B

TRAINING MANUAL

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 twochannel 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.
CCDL
To 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-by
The 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.
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Channel selection and fault strategy


Active 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 control
If 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.

intro
engine systems

Page 28
Feb 08

CFM56-5A/-5B

TRAINING MANUAL

SINGLE SENSORS

ECU
ACTIVE

CHANNEL
A

DUAL SENSORS

CCDL

SHARED SENSORS

SELECTION
LOGIC

STAND BY

CHANNEL
B

SINGLE SENSORS

FADEC DESIGN

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Page 29
Feb 08

CFM56-5A/-5B

TRAINING MANUAL

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 components
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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Page 30
Feb 08

CFM56-5A/-5B

TRAINING MANUAL

INPUTS

DEMAND
CALCULATOR
DEMAND

CONTROL LAW

COMMAND

POSITION
SENSOR

FEEDBACK

ACTUATOR
TORQUE
MOTOR

HMU

ECU

CtC-211-005-02

CLOSED LOOP CONTROL PHILOSOPHY

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CFM56-5A/-5B

TRAINING MANUAL

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Page 32
Feb 08

CFM56-5A/-5B

TRAINING MANUAL

ELECTRONIC CONTROL UNIT

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Feb 08

CFM56-5A/-5B

TRAINING MANUAL

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 oclock 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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Page 34
Feb 08

CFM56-5A/-5B

TRAINING MANUAL

COOLING
DUCT

FAN INLET
COWL
INLET

ECU
- 5B

- 5A

COOLING AIR
INLET

MOUNTING
BOLT

FWD

PRESSURE
CONNECTORS
ECU

COOLING AIR
OUTLET

CtC-211-006-02

ELECTRICAL
CONNECTORS

ELECTRONIC CONTROL UNIT

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ECU

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Feb 08

CFM56-5A/-5B

TRAINING MANUAL

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.

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.

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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Page 36
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CFM56-5A/-5B

TRAINING MANUAL
ID PLUG
GSE

J1

J3

J5

J9

CH. A

CtC-211-008-02

J7

J14

J11

J13

J10
J12

J2

J4

CH. B
* BSV POSITION SWITCHES
ON - 5A ONLY

SHARED CONNECTORS
(CH. A & CH. B)
CHANNEL A
CONNECTOR
(ODD)

CHANNEL B
CONNECTOR
(EVEN)

FUNCTION

J1
J3
J5
J7
J9
J11
SHARED
J13
J15

J2
J4
J6
J8
J10
J12
J14
SHARED
SHARED

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

ECU ELECTRICAL INTERFACES (CONNECTORS)

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J8

J15

J6

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CFM56-5A/-5B

TRAINING MANUAL

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
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- 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.

electronic
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Page 38
Feb 08

CFM56-5A/-5B

TRAINING MANUAL

- 5B

- 5A

CODING CIRCUIT:

SAFETY WIRE

FUSE LINKS
ONLY

CODING CIRCUIT:
PUSH-PULL LINKS
FUSE LINKS

O-RING
METALLIC
BRAID

METALLIC
BRAID

BOLTED ON THE
FAN CASE
CtC-211-009-01

IDENTIFICATION PLUG DESCRIPTION

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Page 39
Feb 08

CFM56-5A/-5B

TRAINING MANUAL

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.

Connections

ECU ch

P0
A/B

PS12
A/B

PS13
A

P25
B

PS3
A/B

Pressure relief valves on channels A and B protect the


pressure subsystem against overpressure.

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.

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Page 40
Feb 08

CFM56-5A/-5B

TRAINING MANUAL

PRESSURE SUB-SYSTEM
RELIEF VALVE

P0

PS13 (CH. A)

SHEARPLATE

PS12

P25
(CH. B)

PRESSURE INTERFACES

CtC-211-011-01

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PS3

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CFM56-5A/-5B

TRAINING MANUAL

ELECTRONIC CONTROL UNIT


Pressure Subsystem (PSS)

Pressure transducers

Shearplate

The pressure sub-system (PSS) compartments contain:


- The pressure transducer assemblies
- The pressure converter unit (PCU) circuit boards.

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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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 PCUs 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.

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engine systems

Page 42
Feb 08

CFM56-5A/-5B

TRAINING MANUAL

SHEAR PLATE
GASKET
ECU

P0

P0
PS12

PS13

PS13

PRESSURE
SUB-SYSTEM
A

SCREW

COVER

PS3

GASKET

PS3
PS3
P25

P25
P0

PS12

TRANSDUCER
NIPPLE

PRESSURE
SUB-SYSTEM
B

PS12

SHEAR PLATE

SCREW
SHEAR PLATE

GASKET

PRESSURE SUBSYSTEM

CtC-211-133-01

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FRONT
PANEL

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CFM56-5A/-5B

TRAINING MANUAL

ELECTRONIC CONTROL UNIT


ECU power supply
Control Alternator
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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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.

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Page 44
Feb 08

CFM56-5A/-5B

TRAINING MANUAL

A/C 28 VDC ESSENTIAL BUS


A/C 28 VDC BAT BUS (ENG1) DC BUS (ENG2)

EIU

GSE

J1

J2

J15

J9

J10
ECU
CONTROL
ALTERNATOR
14-300
VAC

ECU POWER SUPPLY

CtC-211-012-01

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CFM56-5A/-5B

TRAINING MANUAL

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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Aircraft power supply


A/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.

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Page 46
Feb 08

CFM56-5A/-5B

TRAINING MANUAL

LGCIU
FLT

GND
NORM

IGN
START

CRANK

ENG 1

FADEC GND POWER

AND

FIRE

DC ESS BUS

ON

N2

12%

NORM

PSU

ON
A/C POWER UP
OFF
ON

PUSHED

CHANNEL
A

5 MIN

ON

OFF

ENG
1

CHANNEL
B

ON
OFF

ENG 1:BAT BUS


ENG 2:DC BUS 2

N2 58%
FADEC
GEN
AVAILABLE

PSU

5 MIN

SAME LOGIC
AS ABOVE

EIU

N2

12%

SUPPLIED FOR 5 MINUTES

ECU

ECU POWER SUPPLY LOGIC

CtC-211-013-02

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Page 47
Feb 08

CFM56-5A/-5B

TRAINING MANUAL

ELECTRONIC CONTROL UNIT


ECU control alternator

Functional description

The control alternator supplies electrical power directly


to the ECU and is installed on the front face of the
Accessory GearBox (AGB).

The control alternator consists of a rotor and stator


enclosing two sets of windings.

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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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
engine systems

Page 48
Feb 08

CFM56-5A/-5B

TRAINING MANUAL

ROTOR

A
ELECTRICAL
CONNECTORS

STATOR
HOUSING
ASSEMBLY

UNUSED
NEUTRAL
NEUTRAL
PHASE
PHASE
PHASE
UNUSED

7
6
5
4
3
2
1

CHANNEL A
ACCESSORY
GEARBOX
GEARSHAFT

CHANNEL B
VIEW

CHANNEL A

7
6
5
4
3
2
1

CHANNEL B

ECU CONTROL ALTERNATOR

CtC-211-014-01

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NEUTRAL
NEUTRAL
PHASE
PHASE
PHASE
UNUSED

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CFM56-5A/-5B

TRAINING MANUAL

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Page 50
Feb 08

CFM56-5A/-5B

TRAINING MANUAL

ENGINE SENSORS

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SENSORS
ENGINE SYSTEMS

Page 51
May 07

CFM56-5A/-5B

TRAINING MANUAL

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. T25.
Sensors placed at other engine locations have a
particular name, e.g. T case sensor.

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Page 52
May 07

CFM56-5A/-5B
0

12

TRAINING MANUAL

13

17

25

49.5

49.5

- 5B

12

17

13

25

- 5A

AERODYNAMIC STATIONS

CTC--0-0

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Page 53
May 07

CFM56-5A/-5B

TRAINING MANUAL

ENGINE SENSORS
Speed sensors

Pressures

LP rotating system speed, N1.


HP rotating system speed, N2.

Ambient static pressure, P0.


HPC discharge static pressure, PS3 or CDP.
Engine inlet static pressure, PS12.
Fan discharge static pressure, PS13 (optional).
HPC inlet total pressure, P25 (optional).

Resistive Thermal Device (RTD sensors)


Fan inlet temperature, T12.
High Pressure Compressor inlet temperature, T25.

The pressures are measured through transducers (quartz


capacitive pressure sensors) located in the ECU.

Thermocouples
Vibration sensors
Compressor discharge temperature, T3.
Exhaust Gas Temperature, EGT or T49.5.
LPT discharge temperature, T5 (optional monitoring kit).
HPT shroud support temperature, T Case.
Engine Oil Temperature, TEO.

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There are two vibration sensors, which are installed


on the engine and connected to the Engine Vibration
Monitoring Unit (EVMU).

sensors
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Page 54
May 07

CFM56-5A/-5B

T12

PS13

TRAINING MANUAL

T25

T3

P25

PS3

T49.5
(EGT)
T5

PS12
TRF
VIB SENSOR

(TAKEN ON ECU ITSELF)


P0
T CASE

N1

- 5B

SPEED SENSOR
TEO
No 1 BRG
VIB SENSOR
N2

ENGINE SENSORS (- 5B)

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TRAINING MANUAL

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May 07

CFM56-5A/-5B

PS13
T12

TRAINING MANUAL

T25

T3

P25

PS3

T49.5
(EGT)
T5

PS12

(TAKEN ON ECU ITSELF)

TRF
VIB SENSOR

P0

T CASE

N1

- 5A

SPEED SENSOR
No 1 BRG
VIB SENSOR

TEO
N2
SPEED SENSOR

ENGINE SENSORS (- 5A)

CTC---00

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Page 57
May 07

CFM56-5A/-5B

TRAINING MANUAL

ENGINE SENSORS
N1 speed sensor

Maintenance practice

The N1 speed sensor is mounted through the 5 oclock


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 2 bolts, only the body and the
receptacle are visible.

A small oil leakage can occur when you remove the N1


speed sensor.

The receptacle has three electrical connectors.


Two connectors provide the ECU with output signals.
The third is connected to the EVMU.

For installation, when the sensor is fully engaged, you


need to check the gap between the surfaces of:
- The mounting flange of the N1 speed sensor,
- The sleeve,
before tightening the bolts.

The N1 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.

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Page 58
May 07

CFM56-5A/-5B

POlE
PIECES

TRAINING MANUAL

MOUNTING
FlANGE
BODY

N1 SPEED
SENSOR PROBE
PROBE
hOUSING
RECEPTAClE

TENSION
SPRING

A/C

Ch A
Ch B

N1 SPEED SENSOR

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Page 59
May 07

CFM56-5A/-5B

TRAINING MANUAL

ENGINE SENSORS
N2 speed sensor
The N2 speed sensor is installed on the rear face of the
AGB at 6 oclock and secured with 2 bolts.
The housing has three connectors:
- ECU channel A.
- ECU channel B.
- EVMU.

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Page 60
May 07

CFM56-5A/-5B

TRAINING MANUAL

RECEPTAClE

A/C CONNECTOR
(EVMU)

ECU CONNECTORS
MAGNETIC
hEAD
Ch A

Ch B

Ch B

Ch A

POlE PIECES

N2 SPEED SENSOR

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Page 61
May 07

CFM56-5A/-5B

TRAINING MANUAL

ENGINE SENSORS
T12 sensor
The T12 temperature sensor measures the fan inlet
temperature and is installed through the fan inlet case, at
the 1 oclock 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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Page 62
May 07

CFM56-5A/-5B

TRAINING MANUAL

RECEPTAClE
ChANNEl A

RECEPTAClE
ChANNEl B

GROUND STUD

ElASTOMER
DAMPERS

hOUSING

T12 SENSOR

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Page 63
May 07

CFM56-5A/-5B

TRAINING MANUAL

ENGINE SENSORS
T25 sensor
The T25 temperature sensor measures the High
Pressure Compressor inlet temperature, and is installed
in the fan frame mid-box structure, at approximately the 5
oclock 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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Page 64
May 07

CFM56-5A/-5B

TRAINING MANUAL

4 CAPTIVE SCREWS

lOCATING
PIN

CONNECTORS

VIEW

SENSOR PROBE

T25 SENSOR

CTC--00-00

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Page 65
May 07

CFM56-5A/-5B

TRAINING MANUAL

ENGINE SENSORS
Compressor discharge temperature T3
The T3 temperature sensor is installed at the 12 oclock
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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Page 66
May 07

CFM56-5A/-5B

TRAINING MANUAL

ThERMOCOUPlE
PROBE UNIT

ATTAChMENT
FlANGE
ElECTRICAl CABlE
CONNECTOR UNIT

PROBE

T3 TEMPERATURE SENSOR

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Page 67
May 07

CFM56-5A/-5B

TRAINING MANUAL

ENGINE SENSORS
Exhaust Gas Temperature
The Exhaust Gas Temperature (EGT) sensing system is
located at aerodynamic station 49.5.

The EGT wiring harness consists of:


- Three thermocouple lead assemblies with two
probes in each. Each thermocouple carries
2 measurements to a parallel junction box.

This EGT value is used to monitor the engines 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 2.
Each thermocouple produces an electrical output signal
proportional to the temperature. They are connected
together through a wiring harness.

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- One thermocouple lead assembly with three probes.


This assembly carries 3 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.

sensors
engine systems

Page 68
May 07

CFM56-5A/-5B

TRAINING MANUAL

UPPER ExTENSION lEAD

l/h UPPER ThERMOCOUPlE


lEAD ASSEMBlY (2 PROBES)
R/h ThERMOCOUPlE
lEAD ASSEMBlY (3 PROBES)

MAIN JUNCTION
BOx ASSEMBlY

PARAllEl
JUNCTION BOxES

l/h lOWER ThERMOCOUPlE


lEAD ASSEMBlY (2 PROBES)
PROBES

lOWER ExTENSION lEAD


R/h lOWER ThERMOCOUPlE
lEAD ASSEMBlY (2 PROBES)

ExhAUST GAS TEMPERATURE

CTC--0-0

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Page 69
May 07

CFM56-5A/-5B

TRAINING MANUAL

ENGINE SENSORS
LPT discharge temperature T5
The T5 temperature sensor is located at the 4 oclock
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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Page 70
May 07

CFM56-5A/-5B

TRAINING MANUAL

FWD
3 O`ClOCK

T5 SENSOR
ASSEMBlY

T5 SENSOR

T5 TEMPERATURE SENSOR

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Page 71
May 07

CFM56-5A/-5B

TRAINING MANUAL

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 3
oclock 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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Page 72
May 07

CFM56-5A/-5B

TRAINING MANUAL

B
ThERMOCOUPlE
PAD
VIEW B

hOUSING
FRONT

GASKET

ElECTRICAl
CONNECTION
ElECTRICAl
CONNECTOR

SENSING
ElEMENT

T CASE SENSOR

CTC--0-0

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Page 73
May 07

CFM56-5A/-5B

TRAINING MANUAL

ENGINE SENSORS
Engine oil temperature
The engine is equipped with 2 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 9 oclock 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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Page 74
May 07

CFM56-5A/-5B

TRAINING MANUAL

SENSOR BODY

CONNECTOR
RECEPTAClE

ATTAChMENT NUT
(CAPTIVE)

- 5B

- 5A

TEO SENSOR

TEO SENSOR

IMMERSED
SECTION
OIl SUPPlY TUBE
TO FWD BEARING SUMP

FWD

TEO SENSOR

CTC--0-0

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Page 75
May 07

CFM56-5A/-5B

TRAINING MANUAL

ENGINE SENSORS
Ambient static pressure P0

Engine inlet static pressure PS12

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.

Three static pressure ports are mounted on the forward


section of the fan inlet case, at the 12, 4 and 8 oclock
positions.

The ECU then validates the inputs and calculates a


weighted average based on these four input values.

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.

HPC discharge pressure PS3


The PS3 static pressure pick-up is located on the
combustion case, at the 9 oclock position, between two
fuel nozzles.
The lower part of the line is drained through a weep hole.

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Page 76
May 07

CFM56-5A/-5B

TRAINING MANUAL

PS12
PICK-UP

FAN
INlET CASE

PS3
- 5B

CDP
lINE

PS12
MANIFOlD

ECU

WEEP hOlE

WEEP hOlE AT 6 OClOCK

PS3
- 5A

AIR DATA
COMPUTER

ECU
STATIC
PRESSURE

CDP LINE

STATIC PRESSURE

ECU
NACEllE
INTERNAl
ENVIRONMENT

WEEP hOlE

PRESSURE PICK-UPS

CTC--0-0

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May 07

CFM56-5A/-5B

TRAINING MANUAL

ENGINE SENSORS
Fan discharge static pressure PS13

HPC inlet total pressure P25

PS13 is part of the optional monitoring kit, available upon


customer request.

P25 is part of the optional monitoring kit, available upon


customer request.

If the kit is not installed, the PS13 port is blanked off on


the ECU shear plate.

If the kit is not installed, the P25 port is blanked off on the
ECU shear plate.

The PS13 pick-up is located at approximately 1 oclock,


downstream from the fan Outlet Guide Vanes (OGV).

The P25 probe is installed in the fan frame mid-box


structure, at the 5 oclock position.

This signal is processed by channel A only.

The pressure line exits the fan frame on its rear wall
through a nipple.

The lower part of the line is drained through a weep hole.


The signal is processed by channel B only.

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Page 78
May 07

CFM56-5A/-5B

PS13
PORT

TRAINING MANUAL

FAN FRAME

AIR PRESSURE
TUBE

PS13
5

P25
PS13
TRANSDUCER

P25
TRANSDUCER

ECU ChANNEl A
ECU ChANNEl B

NOTE:
- 5B ShOWN ONlY

PS13 AND P25 SENSORS

CTC--0-0

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May 07

CFM56-5A/-5B

TRAINING MANUAL

ENGINE SENSORS
No 1 bearing vibration sensor assembly
The assembly is made up of a vibration sensor, which
is secured at the 9 oclock position on the No 1 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 3 oclock 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 1 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 N2 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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May 07

CFM56-5A/-5B

TRAINING MANUAL

SElF-SEAlING
CONNECTOR
ShOCK
ABSORBERS

AFT lOOKING FORWARD


FAN FRAME
OUTER SURFACE

TO A/C

SENSITIVE
AxIS

CABlE

VIBRATION SENSOR
(ACCElEROMETER)

VIBRATION
SENSING
ElEMENT

CTC---0

No 1 BEARING VIBRATION SENSOR

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May 07

CFM56-5A/-5B

TRAINING MANUAL

ENGINE SENSORS
TRF vibration sensor
(-5B):
The TRF vibration sensor is secured at the 12 oclock
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 1 oclock 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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Page 82
May 07

CFM56-5A/-5B

TRAINING MANUAL

- 5B

TURBINE REAR
FRAME

ElECTRICAl
CONNECTOR
FWD
12h00

VIEW

A
ElECTRICAl
CONNECTOR
SEMI-RIGID
CABlE

A
TRF VIBRATION
SENSOR

TRF VIBRATION
SENSOR
CTC---0

TURBINE REAR FRAME VIBRATION SENSOR (- 5B)

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CFM56-5A/-5B

TRAINING MANUAL

ENGINE SENSORS
TRF vibration sensor
(-5A):
The TRF vibration sensor is secured at the 12 oclock
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 10 oclock position.

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May 07

CFM56-5A/-5B

TRAINING MANUAL

COMPRESSOR CASE
FRAME

- 5A

12h00
TURBINE REAR
FRAME VIBRATION
SENSOR
FWD

ElECTRICAl
CONNECTOR

VIEW

SEMI-RIGID
CABlE
SEMI-RIGID
CABlE

TURBINE REAR
FRAME FlANGE

TRF VIBRATION
SENSOR
TRF VIBRATION
SENSOR

ElECTRICAl
CONNECTOR
CTC---00

TURBINE REAR FRAME VIBRATION SENSOR (- 5A)

EFFECTIVITY
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CFM56-5A/-5B

TRAINING MANUAL

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Page 86
May 07

CFM56-5A/-5B

TRAINING MANUAL

ENGINE WIRING HARNESSES

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HARNESSES
ENGINE SYSTEMS

Page 87
May 07

CFM56-5A/-5B

TRAINING MANUAL

ENGINE WIRING HARNESSES


Two types of harnesses are used, depending on where
they are installed on the engine.

(-5A, -5B):
Core engine section

Fan section
Harnesses that run on the fan inlet case and the fan
frame, have a conventional design.

Harnesses routed along the core engine section have a


special design that can withstand high temperatures.
Hot section harnesses are designated:
- HCJ11L, HCJ11R, HCJ12L, HCJ12R, HCJ13.

(-5B):
Cold section harnesses are designated:
- HJ7, HJ8, HJ9, HJ10, HJ11, HJ12, HJ13, DPM.

Example:
H C J11 L

DPM is the harness routed from the Master Chip Detector


(MCD) to the visual contamination indicator.
(-5A):
Cold section harnesses are designated:
- HJ7, HJ8, HJ9, HJ10, HJ11, HJ12, HJ13.

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H => harness

C => Core (hot section)

J11 => (ECU connector)
L => Left (or Right)
All harnesses are LRUs but they cannot be repaired on
line.

WIRING
HARNESSES
ENGINE SYSTEMS

Page 88
May 07

CFM56-5A/-5B

hJ7 - hJ8 - hJ9


hJ10 - hJ11
hJ12 - hJ13
DPM*

TRAINING MANUAL

hCJ11l - hCJ11R
hCJ12l - hCJ12R
hCJ13

* DPM ON - 5B ONlY

CTC--0-00

ENGINE ElECTRICAl hARNESSES

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ENGINE SYSTEMS

Page 89
May 07

CFM56-5A/-5B

TRAINING MANUAL

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 6 oclock junction box,
which provides an interface between the two types.
They are screened against high frequency electrical
interference (except for 2 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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ENGINE SYSTEMS

Page 90
May 07

CFM56-5A/-5B

TRAINING MANUAL

hJ7
N2
SENSOR

hMU

COlD AREA
hJ8

FRV

hJ9

ECU

SAV

hJ13

TEO

N1
SENSOR

hJ10

T12
WFM

hJ11

CONTROl
AlT

hJ12

VISUAl DPM
INDICATOR
OIl
ChIP
DETECTOR

6 O'ClOCK BOx

hCJ13

hCJ11l

hCJ12l

hCJ11R

hCJ12R
hOT AREA

T3

TCASE EGT T5

TBV* VBV

VSV hPTCC lPTCC BSV** T25

* ON -5B ONlY
** ON -5A ONlY

hARNESS INTERFACES

CTC--0-0

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HARNESSES
ENGINE SYSTEMS

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TRAINING MANUAL

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HARNESSES
ENGINE SYSTEMS

Page 92
May 07

CFM56-5A/-5B

TRAINING MANUAL

starting and ignition

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starting and
ignition
engine systems

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TRAINING MANUAL

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engine systems

Page 94
May 07

CFM56-5A/-5B

TRAINING MANUAL

STARTING SYSTEM

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ENGINE SYSTEMS

Page 95
May 07

CFM56-5A/-5B

TRAINING MANUAL

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
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ENGINE SYSTEMS

Page 96
May 07

CFM56-5A/-5B

TRAINING MANUAL

AIR DUCTS
SAV

IGNITION
BOxES

ECU

IGNITER
STARTER
IGNITION
lEADS

CTC--00-0

STARTING SYSTEM (- 5B) ShOWN (- 5A IDENTICAl)

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ENGINE SYSTEMS

Page 97
May 07

CFM56-5A/-5B

TRAINING MANUAL

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 ECAMs,
where starting data and messages are displayed.

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ENGINE SYSTEMS

Page 98
May 07

CFM56-5A/-5B

10
n
81.5
%

5070

FlX . % C

5 10

5 10 egT
C
670
92.5

10
81.4

92.7

FlaP

MAN START
2

5070

IgnITIOn
SeaT BelTS
nO SMOKIng

ENG

FOB : 00 lBS

665

n
%
FF
lBS/H

TRAINING MANUAL

aDV

ON

aPU aVaIl

ON

STS

MASTER 1
engIne
10100

F.USED
KG
OIl

10100

15. .5

QT

15. .5

60
130

PSI
C

PSI

TaT + C
SaT + C

ENG
1

MODE
NORM

115VU

ENG
2

OFF

VIB N2 (N2)
60

1.2

1.2

FIRE

130

25

CRANK

IGN
START

FIRE

FAUlT

FAUlT

gW 0000 Kg
 H 

START SYSTEM INTERFACES

CTC--0-0

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ON

OFF

0.8

IGN
25

MASTER 2

ON

VIB N1 (N1)
0.8

ENG

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Page 99
May 07

CFM56-5A/-5B

TRAINING MANUAL

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.

Note:
In flight, a starter-air assisted procedure or a non-starter
assisted procedure (windmilling) exist, depending on A/C
velocity and altitude.

1) Automatic start

The ECU is entirely responsible for the starting sequence.

During an automatic start, the ECU includes engine


protection and provides limits for N1, N2 and EGT, with
the necessary indications in the cockpit.

While in the start sequence (up to 50% N2), it provides


protection for:
- EGT overtemperature limit
- Starter engagement time limit (2 minutes)
- Any abnormal start conditions (no light-off,
overtemperature, hot start, hung start).

The automatic starting procedure is:


- Rotate mode selector to IGN/START.
Both ECUs are powered up.
- Switch the MASTER LEVER to ON.
The SAV opens and:
- At 16% N2 speed, one igniter is energized.
- At 22% N2 speed, fuel is delivered to the combustor.
- At 50% N2 speed, the SAV is closed and the igniter
de-energized.
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In case of no ignition, the engines are dry motored and a


second starting procedure is initiated on both igniters.

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
ENGINE SYSTEMS

Page 100
May 07

CFM56-5A/-5B

TRAINING MANUAL

AUTOMATIC START

MASTER 1

ENG

MASTER 2

ENG
1

MODE
NORM

ENG
2

ON

ON
OFF

FIRE

IGN
START

CRANK

115VU
OFF

FAUlT

FAUlT

ENG
1

ON
OFF

FIRE

ENG

MASTER 2

MODE
NORM

ENG
2

ON
115VU
OFF

2
FIRE

IGN
START

CRANK

FIRE

FAUlT

FAUlT

IGN/START
ON MODE SElECTOR
ECU 1/2 ARE
POWERED

N2 %

lOW IDlE
MASTER lEVER
SWITChED "ON"
- STARTER VAlVE OPENS
50%
- 16% N2 : IGNITION "ON"
- 22% N2 : FUEl "ON"
- 50% N2 : S.A.V. ClOSES
IGNITION "OFF"
22%

2 TO 3 SECONDS

FUEl FlOW STARTS

ENG
ENG
1

ON

ENG
2

ON
115VU

MODE
NORM

OFF

FIRE

OFF

IGN
START

CRANK

FIRE

FAUlT

FAUlT

START ThE SECOND ENGINE


MASTER lEVER
SWITChED "ON"

ENG
2

ON
115VU

MODE
NORM

OFF

FIRE

CRANK

OFF

IGN
START

4
FIRE

FAUlT

FAUlT

MODE SElECTOR
BACK TO NORMAl
WhEN ENGINES
STABIlIZED
AT IDlE

IGNITION
A OR B

TIME
2 MIN MAx

NORMAl START 10 SEC*


*15 SECONDS IN COlD
CONDITIONS

AUTOMATIC START

CTC--0-0

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TOC

16%

S.A.V
OPENS

ENG
ENG
1

ON

STARTER AND
IGNITIONSYSTEM
TURN OFF

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Page 101
May 07

CFM56-5A/-5B

TRAINING MANUAL

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 ECUs are powered up.
- Press the MAN/START push button.
The SAV opens and:
- when N2 speed > 20%, switch the MASTER LEVER
to ON.
- The two igniters are energized and fuel is delivered
to the combustor.
- At 50% 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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Page 102
May 07

CFM56-5A/-5B

MASTER 1

ENG

MASTER 2

ENG
1

MODE
NORM

ENG
2

ON

ON
OFF

FIRE

IGN
START

CRANK

N2 %

115VU
OFF

FIRE

FAUlT

FAUlT

TRAINING MANUAL

1 IGN/START
ON MODE SElECTOR
- ECU 1/2 ARE POWERED

lOW
IDlE
50%
lIGhTOFF

ENG
1

MAN START

ENG
1

ON
OFF

FIRE

ON

ON

ENG

MASTER 2

MODE
NORM

ENG
2

ON

IGN
START

CRANK

115VU
OFF

FIRE

FAUlT

FAUlT

MAN START PUShBUTTON


"ON" TO OPEN STARTER
VAlVE

WhEN N2 > 20%


MASTER lEVER "ON"
- IGNITION "ON"
- FUEl "ON"
- 50% N2 : S.A.V. ClOSES
IGNITION "OFF"

20%

TIME
S.A.V
OPENS
(MAN START
PUSh BUTTON)

START ThE SECOND


ENGINE

MASTER lEVEl ON
IGN AND FUEl ON

MAN START
2

ENG
ENG
1

ENG
2

ON
115VU

MODE
NORM

OFF

OFF

5
FIRE

CRANK

IGN
START

FIRE

FAUlT

FAUlT

MODE SElECTOR
BACK TO NORMAl
WhEN ENGINES
STABIlIZED
AT IDlE

ON

MAN START PUShBUTTON


RElEASE

ON

MANUAl START

CTC--0-0

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TOC

2 MIN MAx

ENG
1

ON

STARTER AND
IGNITION SYSTEM
AUTOMATICAllY
TURN OFF

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ENGINE SYSTEMS

Page 103
May 07

CFM56-5A/-5B

TRAINING MANUAL

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 (25 to 55 psi).

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Page 104
May 07

CFM56-5A/-5B

TRAINING MANUAL

PRESSURIZED
AIR
FROM A/C
AIR BlEED
SYSTEM
PYlON
INTERFACE
CONNECTION BOx

UPPER
DUCT

ECU

STARTER AIR VAlVE


lOWER
DUCT

CTC--0-0

PNEUMATIC STARTER

STARTING OPERATION (- 5B) ShOWN (- 5A IDENTICAl)

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CFM56-5A/-5B

TRAINING MANUAL

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Page 106
May 07

CFM56-5A/-5B

TRAINING MANUAL

STARTER AIR VALVE

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air valve
engine systems

Page 107
May 07

CFM56-5A/-5B

TRAINING MANUAL

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
3 oclock 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 valve
engine systems

Page 108
May 07

CFM56-5A/-5B

TRAINING MANUAL

FAN
CASE

FAN
FRAME
SAV ACCESS
DOOR

MANUAl OVERRIDE
lEVER AND VISUAl
POSITION INDICATOR

FlOW DIRECTION
INDICATOR

AIR
DUCT
FWD
CONNECTOR
(ChANNEl B)

3:00
OClOCK

hJ10
hARNESS

CONNECTOR
(ChANNEl A)
hJ9
hARNESS

STARTER AIR VAlVE

CTC--0-0

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air valve
engine systems

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CFM56-5A/-5B

TRAINING MANUAL

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air valve
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Page 110
May 07

CFM56-5A/-5B

TRAINING MANUAL

PNEUMATIC STARTER

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STARTER
engine systems

Page 111
May 07

CFM56-5A/5B

TRAINING MANUAL

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
STARTER
engine systems

Page 112
May 07

CFM56-5A/-5B

TRAINING MANUAL

FIllING
PORT

O-RING

DRAIN PlUG

DRAIN
PORT

MAGNETIC PlUG

O-RING

PNEUMATIC STARTER

CTC--0-0

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OVERFlOW
PORT

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STARTER
engine systems

Page 113
May 07

CFM56-5A/5B

TRAINING MANUAL

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.

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.

Pressurized air enters the air starter and reaches the


turbine section, which transforms the airs 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 50%
of N2.

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PNEUMATIC
STARTER
engine systems

Page 114
May 07

CFM56-5A/-5B

TRAINING MANUAL

A = TURBINE
B = REDUCTION GEAR SET
C = ClUTCh
D = OUTPUT ShAFT

ExhAUST

AIR PRESSURE
FROM A/C
AIR SYSTEM

AIR STARTER OPERATION

CTC--0-0

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STARTER
engine systems

Page 115
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CFM56-5A/-5B

TRAINING MANUAL

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STARTER
engine systems

Page 116
May 07

CFM56-5A/-5B

TRAINING MANUAL

IGNITION

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ENGINE SYSTEMS

Page 117
May 07

CFM56-5A/-5B

TRAINING MANUAL

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 :
- 2 high energy ignition exciters.
- 2 ignition lead assemblies.
- 2 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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ENGINE SYSTEMS

Page 118
May 07

CFM56-5A/-5B

TRAINING MANUAL

ExCITER (2)
SPARK IGNITER (2)

IGNITION lEAD
ASSEMBlY (2)

IGNITION GENERAl

CTC--0-0

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ENGINE SYSTEMS

Page 119
May 07

CFM56-5A/-5B

TRAINING MANUAL

IGNITION
Ignition exciters
The ignition exciters, which are capacitor discharge type,
use 115 VAC to produce high voltage pulses to energize
the spark igniters.
The ignition exciters transform this low voltage input into
repeated 20 KV high voltage output pulses.
The 2 ignition exciters are installed on the fan case,
between the 3 and 4 oclock 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.

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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: 105-122 VAC
(115 V nominal).
380-420 Hz
(400 Hz nominal).
Output voltage: 15-20 KV

at the end of the


ignition lead.

Note:
Be sure exciters are de-energized for at least 5 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.

IGNITION
ENGINE SYSTEMS

Page 120
May 07

CFM56-5A/-5B

TRAINING MANUAL

VIEW

A
ElECTRICAl
CONNECTOR
SYSTEM A
(IGN1)

ShOCK
ABSORBER

A
FWD

TO RIGhT
IGNITER

ElECTRICAl
CONNECTOR
SYSTEM B
(IGN2)

TO lEFT
IGNITER

ElECTRICAl
CONNECTOR
SYSTEM B
(IGN2)

GROUND
STRAP

IGNITION ExCITERS

CTC--00-0

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Page 121
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CFM56-5A/-5B

TRAINING MANUAL

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:
- 2 ignition lead assemblies, from the exciters to the
combustor case, at each spark igniter location.
- 2 spark igniters, located on the combustor case at
4 and 8 oclock.

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.

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.

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IGNITION
ENGINE SYSTEMS

Page 122
May 07

CFM56-5A/-5B

TRAINING MANUAL

ExCITER

O-RING

IGNITER
PlUG

BUNDlE
JUNCTION
BOx COVER
RETAINING
PlATE

6 OClOCK
JUNCTION BOx
IGNITION lEAD
ASSEMBlY

RIGhT
IGNITION
lEAD
BOOSTER
AIR

IGN
lEAD

FWD
COOlED SECTION

NON-COOlED SECTION

COOlING
AIR ExIT

COOlING
AIR INlET

OUTER
BRAID
O-RING

lEFT
IGNITION
lEAD

AIR ADAPTER
ASSEMBlY

ElBOW
ASSEMBlY

CTC--0-0

BOOSTER AIR
INTRODUCTION

IGNITION DISTRIBUTION SYSTEM - IGNITION lEAD

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IGNITION
ENGINE SYSTEMS

Page 123
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CFM56-5A/-5B

TRAINING MANUAL

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.

The depth of the spark igniter is controlled by the igniter


bushing and igniter plug gasket(s). Each gasket is
0.38mm 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.

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.

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IGNITION
ENGINE SYSTEMS

Page 124
May 07

CFM56-5A/-5B

COMBUSTION
CASE
SPARK
IGNITER

IGNITER
PlUG
GASKET

CAPTIVE
GASKET

COOlING
ShROUD

ChAMFERED
SIlICONE SEAl
IGNITER
BUShING

CAGED SPRING
ASSEMBlY

COOlING
ShROUD

COUPlING
NUT
ShROUD
ClAMP

IGNITION lEAD
ASSEMBlY

IGNITER PlUG

CTC--0-0

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IGNITION
ENGINE SYSTEMS

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CFM56-5A/-5B

TRAINING MANUAL

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IGNITION
ENGINE SYSTEMS

Page 126
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CFM56-5A/-5B

TRAINING MANUAL

engine control

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engine systems

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TRAINING MANUAL

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engine
control
engine systems

Page 128
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CFM56-5A/-5B

TRAINING MANUAL

POWER MANAGEMENT & FUEL CONTROL

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Page 129
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CFM56-5A/-5B

TRAINING MANUAL

Power Management & fuel control


The power management function computes the fan speed
(N1) 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 N1 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 (ADIRUs) and engine bleeds
(ECS).

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Page 130
May 07

CFM56-5A/-5B

TRAINING MANUAL

ThROTTlE
RESOlVER ANGlE

PWR
MAN

AMBIENT
CONDITIONS

N1 COMMAND

ENGINE
BlEEDS
EIU
AUTO ThRUST
SYSTEM

ID PlUG

POWER MANAGEMENT

CTC--0-0

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CFM56-5A/-5B

TRAINING MANUAL

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.

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 2 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.

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 5 detents that correspond to specific values of
TRA (throttle resolve angle). Each detent corresponds to
a specific engine power.

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Page 132
May 07

CFM56-5A/-5B

REVERSE
lATChING
lEVER

TRAINING MANUAL

ThROTTlE
lEVER

AUTOThRUST INSTINCTIVE
DISCONNECT PUShBUTTON
ADJUSTABlE
ROD
ARTIFICIAl
FEEl UNIT

MCT
Flx TO
DRT

N1
REF
MAx
REV

TO/GA

MCl

IDlE
ADJUSTABlE
ROD
-38

ThROTTlE
CONTROl
UNIT

STOP

STOP
DETENT

DETENT

DETENT

ThROTTlE lEVER

CTC---00

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CFM56-5A/-5B

TRAINING MANUAL

Power Management & fuel control


Each N1 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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Page 134
May 07

CFM56-5A/-5B

TRAINING MANUAL

ThRUST

ThRUST

P0

EGT
N1
N1
REF
CORNER
POINT

OAT

MCT
Flx TO
DRT

MAx
REV

TEMPERATURE EFFECTS

TO/GA

OAT

AlTITUDE EFFECTS

MCl

IDlE

BlEED OFF

-38

85,5 TlA

ThRUST
BlEED ON

ThRUST
STD SEA lEVEl

CP

OAT

0,1

BlEED EFFECTS
CTC--0-0

0,5

POWER MANAGEMENT COMPUTATION

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0,2
0,3
0,4
MACh EFFECTS

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Page 135
May 07

CFM56-5A/-5B

TRAINING MANUAL

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 (99C
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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Page 136
May 07

CFM56-5A/-5B

TRAINING MANUAL

- 5B

MCDU
C

TAKE OFF
V1


FlEx TEMP =

VR+
OAT

20

V2

FlP RETR

RWY

SlT RETR

TO ShIFT

ClEAR

FlAPS/ThS

FADEC
COMPUTATION

DRT TO - Flx TO

- 5A
45
T0

T0

ga

ga

FlX

FlX

MCT

MCT

Flx TO

10
n
81.5
%

5 10 egT
C
670
92.5
5070

ThRUST

n
%
FF
lBS/H

10
81.4

FlX . % C

5 10

FOB : 00 lBS

665

92.7

FlaP

5070


Cl
a
/
T
H
r

reVerSe

0
r


0

0


Cl
a
/
T
H
r

IgnITIOn
SeaT BelTS
nO SMOKIng

N1

aDV

aPU aVaIl

0
r

STS

0

0

re

le

IDle

re

V ID

T
MC
TO
FlX
MCl

/
TO

ga

IDle

0

DN1

25 30 45
(CP)

FlEx T/O (ExAMPlE: 5B1)

FlExIBlE TAKE-OFF

CTC--0-0

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Page 137
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CFM56-5A/-5B

TRAINING MANUAL

Power Management & fuel control


The six different levels correspond to a delta N1:
Derated Take-off
Levels

(-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 1 to 6 entered through the MCDU.
Priority defaults to the highest derated take-off thrust level

Delta N1 rpm
3600 to 5300

1
49
to
116

2
98
to
271

3
154
to
400

4
212
to
519

5
272
to
606

6
333
to
691

(-5A):
Derated take-off is not provided for CFM56-5A engines.

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
N1 speed, which is set by the FADEC in the derated takeoff 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.

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Page 138
May 07

CFM56-5A/-5B

TRAINING MANUAL

- 5B

MCDU
TAKE OFF

DERATE
lEVEl
(1 TO 6)

V1

FlP RETR

RWY

VR

SlT RETR

TO ShIFT

V2

ClEAR

FlAPS/ThS

FADEC
COMPUTATION

DRT TO - Flx TO

D04

UPPER ECAM
5
T0

T0

ga

ga

FlX

FlX

MCT

MCT


Cl

T
MC lX TO*
F
TO
T
r
D
MCl

* DERATE IS AChIEVED
ON Flx TO DETENT


0

0


a
/
T
H
r

5 10

FOB : 00 lBS

665

92.7

FlaP

5070

IgnITIOn
SeaT BelTS
nO SMOKIng

aDV

aPU aVaIl

5070

n
%
FF
lBS/H

DrT  % D0

0

92.5

10
81.4

STS

DERATED TAKE-OFF (- 5B ONlY)

CTC---00

EFFECTIVITY
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TOC

reVerSe

0

5 10 egT
C
670

re

le
V ID

IDle

IDle

re

/
TO

ga

OPTIONAl

a
/
T
H
r

Cl

10
n
81.5
%

CFMI Proprietary Information

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ENGINE SYSTEMS

Page 139
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CFM56-5A/-5B

TRAINING MANUAL

Power Management & fuel control


N1 trim

(-5A):

(-5B):

N1 trim is not provided for CFM56-5A engines.

Engine build-up tolerances create thrust differences


between engines operating at the same N1.
The ECU uses the N1 discrete modifier to reduce the
thrust differences between individual engines.
N1 trim levels (or modifiers) are determined during the
test cell run and the N1 trim is only active beyond MCT
setting.
The N1 command is reduced within the ECU, and this
reduces the N1 actual speed by a certain percentage.
Since N1 speed equals thrust, different thrust outputs can
be matched.
The N1 modifier level that reduces N1, does not affect the
value sent to the flight deck for display, and so the flight
deck N1 indication remains unaffected, except indicated
N1 gets closer to the indicated red line. In that case, the
ECU takes into account the N1 trim level (wash out) so
that the indicated N1 really equals the physical N1 (to
prevent a wrong overspeed warning).
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Page 140
May 07

CFM56-5A/-5B

N1

N1

96%

96%

- 5B

TRAINING MANUAL

ENG 2
TRIM DOWN

TlA
MTO/GA

TlA
MTO/GA

31000 lbs

31205 lbs

96.0

N1

N1

96%

95.4%

96.0

N1%

TlA
MTO/GA

N1%

31000 lbs

TlA
MTO/GA

31000 lbs

ENG 1
UNChANGED

96.0
lEVEl 0
lEVEl 1
lEVEl 2
lEVEl 3
lEVEl 4
lEVEl 5

N1
(rpm)

96.0

N1%

N1%

lEVEl 6
lEVEl 7
3600

N1 (rpm)

5000

N1 TRIM (- 5B ONlY)

CTC---00

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Page 141
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CFM56-5A/-5B

TRAINING MANUAL

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 N1 speed can
be achieved by manipulating the fuel flow which leads to
a specific N2 speed.
The fuel metering functions regulate engine fuel flow
to control N1 or N2 speed, based on the command of
the throttle resolver angle (TRA) and environmental
conditions:
- During engine starting, and idle power settings, N2
speed is controlled.
- During high power operations, requiring thrust, N1
speed is controlled, and N2 is driven between
minimum and maximum limits.

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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 50 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 PS3 is calculated to ensure the aircraft will
have sufficient pressure for the wing and nacelle antiicing and ECS bleeds. Also, the inclement weather
flameout protection is implemented by increasing the
minimum PS3 limit.

PWR MAN
ENGINE SYSTEMS

Page 142
May 07

CFM56-5A/-5B

TRAINING MANUAL

lIMITS
- CORE SPEED
- COMPRESSOR DISChARGE PRESSURE
- FUEl / AIR RATIO
- FAN AND CORE SPEED RATES
Wf

J

J

J

J

J

J

J

J

J

J

J

J0
J

J

J

ECU

CTC--0-0

FUEl CONTROl INTRODUCTION (- 5B) ShOWN (- 5A IDENTICAl)

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hMU

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CFM56-5A/-5B

TRAINING MANUAL

Power Management & fuel control


Fuel control (continued)
A maximum PS3 limit is used to protect from overpressuring the core outer casing and to limit LP turbine
torque.
Wf/PS3
A maximum limit for Wf/PS3 is used to maintain adequate
flameout protection.
A minimum limit for Wf/PS3 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

TRAINING MANUAL

FUEL SYSTEM

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SYSTEM
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FUEL
SYSTEM
engine systems

Page 148
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CFM56-5A/-5B

TRAINING MANUAL

fuels

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engine systems

Page 149
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CFM56-5A/-5B

TRAINING MANUAL

fuels
Fuels used in CFM56-5A/-5B engines must be approved
by the authorities, following the specifications listed below
(or equivalent):

Servicing
WARNING: Sampling and refuelling must follow safety
precautions.

- ASTM D1655.
-JET A, JET A1 and JET B.
- MIL-T-5624 Grades JP4, JP5, or
- MIL-T-83133 Grade JP8.
-French Specifications AIR. 3405C, 3404C, 2407B.
-United Kingdom Specifications DERD 2454/2486,
DERD 2498.
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.

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FUELS
engine systems

Page 150
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CFM56-5A/-5B

TRAINING MANUAL

ThIS DATA IS FOR TRAINING PURPOSES ONlY.


ThE lIST OF APPROVED MATERIAlS IS GIVEN IN
ThE AIRCRAFT MAINTENANCE MANUAl.

APPROVED FUElS
REFERENCES

USAGE

JET A-1

KEROSENE TYPE JET FUEl


FREEZING POINT : -47 DEG C

JET A

KEROSENE TYPE JET FUEl


FREEZING POINT : -40 DEG C

JET B OR JP4

WIDE CUT TYPE JET FUEl

JP-5

hIGh FlAShPOINT JET FUEl

TS1

KEROSENE TYPE JET FUEl


FREEZING POINT : -60 DEG C

RT

KEROSENE TYPE JET FUEl


FREEZING POINT : -60 DEG C

JP-8

JET FUEl

FUEl

CTC---00

EFFECTIVITY
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TOC

MIxED FUEl OPERATION IS AllOWED, PROVIDED ThE OThER


FUEl IS ON ThE lIST.

CFMI Proprietary Information

FUELS
engine systems

Page 151
May 07

CFM56-5A/-5B

TRAINING MANUAL

THIS PAGE INTENTIONALLY LEFT BLANK

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FUELS
engine systems

Page 152
May 07

CFM56-5A/-5B

TRAINING MANUAL

FUEL DISTRIBUTION

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FUEL
DISTRIBUTION
ENGINE SYSTEMS

Page 153
May 07

CFM56-5A/-5B

TRAINING MANUAL

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 servomechanisms of the fuel system.
- To cool down engine oil and Integrated Drive
Generator (IDG) oil.

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FUEL
DISTRIBUTION
ENGINE SYSTEMS

Page 154
May 07

CFM56-5A/-5B

TRAINING MANUAL

FUEl DISTRIBUTION

FUEl
DElIVERY TO
COMBUSTION
ChAMBER

FUEl ClEANING
ICE PROTECTION TO
SERVO MEChANISMS

ENGINE OIl
AND
IDG OIl COOlING

VAlVE ACTUATOR

FUEl GENERAl

CTC--0-00

EFFECTIVITY
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TOC

CFMI Proprietary Information

FUEL
DISTRIBUTION
ENGINE SYSTEMS

Page 155
May 07

CFM56-5A/-5B

TRAINING MANUAL

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 10 nozzles).

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FUEL
DISTRIBUTION
ENGINE SYSTEMS

Page 156
May 07

CFM56-5A/-5B

IDG OIl
COOlER

TRAINING MANUAL

FUEl RETURN
VAlVE
FUEl MANIFOlD
(PARTIAl)

- 5B

MAIN OIl/FUEl
hEAT ExChANGER

FUEl
NOZZlE

SERVO
FUEl
hEATER

FUEl NOZZlE
FIlTER
FUEl
PUMP

CTC--0-0

hMU

FUEl DISTRIBUTION COMPONENTS (- 5B)

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FUEl FlOW
TRANSMITTER

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DISTRIBUTION
ENGINE SYSTEMS

Page 157
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CFM56-5A/-5B

TRAINING MANUAL

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DISTRIBUTION
ENGINE SYSTEMS

Page 158
May 07

CFM56-5A/-5B

TRAINING MANUAL

FUEl MANIFOlD
(PARTIAl)

FUEl
RETURN VAlVE

BURNER
STAGING VAlVE

MAIN OIl/FUEl
hEAT ExChANGER

SERVO
FUEl
hEATER
FUEl
NOZZlE

FUEl
PUMP

FUEl NOZZlE
FIlTER
IDG
OIl COOlER

CTC---00

hMU

FUEl DISTRIBUTION COMPONENTS (- 5A)

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FUEl FlOW
TRANSMITTER

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DISTRIBUTION
ENGINE SYSTEMS

Page 159
May 07

CFM56-5A/-5B

TRAINING MANUAL

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 20 fuel nozzles.

(-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.

(-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.

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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.

FUEL
DISTRIBUTION
ENGINE SYSTEMS

Page 160
May 07

CFM56-5A/-5B

TRAINING MANUAL

TO A/C TANKS
FROM A/C
FUEl RETURN
VAlVE
FUEl
PUMP
lP STAGE

MAIN
OIl/FUEl
hEAT
ExChANGER

IDG
OIl
COOlER

FUEl
FIlTER

hP STAGE

SERVO
FUEl
hEATER

hMU
METERING
SYSTEM

FUEl FlOW
TRANSMITTER

hMU
SERVO
MEChANISMS

FUEl
NOZZlE
FIlTER

VAlVES
ACTUATORS

20 FUEl
NOZZlES

ON - 5A ONlY

FUEl
NOZZlE
FIlTER

10 FUEl
NOZZlES
BSV

FUEl DISTRIBUTION

CTC--0-0

EFFECTIVITY
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TOC

10 FUEl
NOZZlES

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DISTRIBUTION
ENGINE SYSTEMS

Page 161
May 07

CFM56-5A/-5B

TRAINING MANUAL

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DISTRIBUTION
ENGINE SYSTEMS

Page 162
May 07

CFM56-5A/-5B

TRAINING MANUAL

FUEL PUMP

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ENGINE SYSTEM

Page 163
May 07

CFM56-5A/-5B

TRAINING MANUAL

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
ENGINE SYSTEM

Page 164
May 07

CFM56-5A/-5B

AIRPlANE FUEl SUPPlY


lINE ATTACh FlANGE

QAD
ATTACh
FlANGE

TRAINING MANUAL

FWD

VIEW

DRIVE
ShAFT

FWD

OIl/FUEl hEAT
ExChANGER
ATTACh FlANGE

FUEl
FIlTER

FUEl PUMP AND


FIlTER ASSEMBlY

CTC--00-0

FUEl PUMP (- 5B) ShOWN (- 5A IDENTICAl)

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OUTPUT
ShAFT
TO hMU

CFMI Proprietary Information

FUEL PUMP
ENGINE SYSTEM

Page 165
May 07

CFM56-5A/-5B

TRAINING MANUAL

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 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.

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.

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FUEL PUMP
ENGINE SYSTEM

Page 166
May 07

CFM56-5A/-5B

FUEl
PUMP

TRAINING MANUAL

FRV

N2

MAIN FUEl/OIl
hEAT ExChANGER

lP
STAGE

FUEl

P SW

ECAM

SERVO
FUEl
hEATER

MAIN FUEl FIlTER


FIlTER
BY PASS
hP
STAGE
BY PASS
WASh
FIlTER

PRESSURE
RElIEF
VAlVE

N2

WF FOR FMV

WF FOR
SERVOS
APPlICATION

h M U

FUEl PUMP OPERATION

CTC--0-0

EFFECTIVITY
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TOC

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FUEL PUMP
ENGINE SYSTEM

Page 167
May 07

CFM56-5A/-5B

TRAINING MANUAL

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
3 concentric shafts:
- The main driveshaft
- The LP pump driveshaft
- The HMU driveshaft.

The fuel pump drive system is equipped with 2 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.

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.

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FUEL PUMP
ENGINE SYSTEM

Page 168
May 07

CFM56-5A/-5B

SPlINES

TRAINING MANUAL

lP PUMP DRIVE ShAFT

DRIVE SPUR GEAR

ShEAR NECK

SEAl ROTARY PART

hOllOW ShAFT
MAIN DRIVE ShAFT

hMU DRIVE ShAFT

ShEAR NECK
SPlINES

DRIVEN GEAR
hP STAGE

FUEl PUMP DRIVE SYSTEM

CTC--0-0

EFFECTIVITY
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TOC

lP STAGE

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FUEL PUMP
ENGINE SYSTEM

Page 169
May 07

CFM56-5A/-5B

TRAINING MANUAL

FUEL PUMP
Fuel filter

(-5A, 5B):

The fuel filter protects the downstream circuit from


particles in the fuel.

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.

It consists of a filter cartridge and a by-pass valve.


Maintenance practices
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 38 microns
absolute.
(-5A):

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 5 D-head bolts and 1 bolt/insert to secure
the cover on the housing. Carefully follow the torquing
sequence.
Perform a wet monitoring check for leakage.

The cartridge has a filtering capability of approximately


35 microns absolute.
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FUEL PUMP
ENGINE SYSTEM

Page 170
May 07

CFM56-5A/-5B

SElF
AlIGNING
NUT

D-hEAD BOlT
lOCATION
(5 PlACES)

FUEl
FIlTER
ElEMENT

TABS
RETAINING
RING

O-RING

FlAT
WAShER

FIlTER
COVER

BOlT

BOlT
(1 PlACE)
O-RING

DRAIN
PlUG
MAIN
FUEl PUMP
VIEW

VISUAl INSPECTION OF ThE FUEl FIlTER CARTRIDGE

EFFECTIVITY
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TOC

D-hEAD BOlT
lOCATION
(5 PlACES)

WAShER

FlAT
WAShER
NUT

CTC--0-0

PlEATS
FOlDED
BACK

PREINSTAllED
PACKINGS

D-hEAD
BOlT

DRAIN
PlUG

FUEl FIlTER
CARTRIDGE

SElF
AlIGNING
WAShER

RETAINING
RING

NUT

TRAINING MANUAL

CFMI Proprietary Information

FUEL PUMP
ENGINE SYSTEM

Page 171
May 07

CFM56-5A/-5B

TRAINING MANUAL

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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FUEL PUMP
ENGINE SYSTEM

Page 172
May 07

CFM56-5A/-5B

TRAINING MANUAL

IMPEllER lIGhT GREY COlOR


MAChINED COATED SURFACE
O-RING

A
DARK GREY
ROUGh SURFACE

PlUG

FUEl PUMP

VIEW

CTC--0-0

VISUAl INSPECTION OF IMPEllER

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FUEL PUMP
ENGINE SYSTEM

Page 173
May 07

CFM56-5A/-5B

TRAINING MANUAL

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FUEL PUMP
ENGINE SYSTEM

Page 174
May 07

CFM56-5A/-5B

TRAINING MANUAL

OIL/FUEL HEAT EXCHANGERS

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oil/FUEL HEAT
EXCHANGERS
ENGINE SYSTEMS

Page 175
May 07

CFM56-5A/-5B

TRAINING MANUAL

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 7 oclock position, in
the fuel pump housing area.

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oil/FUEL HEAT
EXCHANGERS
ENGINE SYSTEMS

Page 176
May 07

CFM56-5A/-5B

TRAINING MANUAL

MAIN OIl/FUEl
hEAT ExChANGER

SERVO
FUEl hEATER

hMU

AGB

OIl/FUEl hEAT ExChANGERS

CTC--0-0

EFFECTIVITY
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TOC

FUEl PUMP

CFMI Proprietary Information

oil/FUEL HEAT
EXCHANGERS
ENGINE SYSTEMS

Page 177
May 07

CFM56-5A/-5B

TRAINING MANUAL

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.
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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 bypass 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.

oil/FUEL HEAT
EXCHANGERS
ENGINE SYSTEMS

Page 178
May 07

CFM56-5A/-5B

TRAINING MANUAL

SCAVENGE OIl IN FROM lUBE UNIT

* ON -5B ONlY

OIl OUT TO TANK


OIl FIlTER *

OIl BY-PASS
VAlVE

MAIN OIl FUEl


hEAT ExChANGER

FUEl BY-PASS
VAlVE

FUEl IN FROM
FUEl PUMP
WASh FIlTER

FUEl FROM
FUEl PUMP
lP STAGE
CTC---00

FUEl TO
FUEl
FIlTER

SERVO FUEl
hEATER

OIl/FUEl hEAT ExChANGERS OPERATION

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

TOC

FUEl OUT
TO hMU
SERVOS

CFMI Proprietary Information

oil/FUEL HEAT
EXCHANGERS
ENGINE SYSTEMS

Page 179
May 07

CFM56-5A/-5B

TRAINING MANUAL

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.

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.

The core has two end plates, fuel tubes and two baffles.
Maintenance practices
The fuel tubes are attached to the end plates and the
baffles inside lengthen the oil circulation path around the
fuel inlet tubes.

If there is fuel contamination in the oil, both the servo fuel


heater and main oil/fuel exchanger must be replaced.

Sealing rings installed on the core provide insulation


between the oil and fuel areas.
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oil/FUEL HEAT
EXCHANGERS
ENGINE SYSTEMS

Page 180
May 07

CFM56-5A/-5B

TRAINING MANUAL

COVER

FUEl CIRCUlATION
END PlATE
SEAlING
RINGS

OIl CIRCUlATION

BAFFlES

FUEl TUBES
OIl PRESSURE
RElIEF VAlVE

OIl-IN
(BY-PASS)

FUEl FlOW
(BY PASS)

SERVO FUEl
hEATER
ATTAChING
FlANGE
OIl-IN
(NORMAl
OPERATION)

FUEl PRESSURE
RElIEF VAlVE

DRAIN PORT

FUEl-IN PORT
CTC--00-0

FUEl-OUT PORT

OIl-OUT PORT

MAIN OIl/FUEl hEAT ExChANGER OPERATION

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

TOC

FUEl PUMP
ATTAChING
FlANGE

CFMI Proprietary Information

oil/FUEL HEAT
EXCHANGERS
ENGINE SYSTEMS

Page 181
May 07

CFM56-5A/-5B

TRAINING MANUAL

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.
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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 6 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.

oil/FUEL HEAT
EXCHANGERS
ENGINE SYSTEMS

Page 182
May 07

CFM56-5A/-5B

TRAINING MANUAL

- 5A

- 5B

FUEl OUT

FUEl OUT

FUEl IN

FUEl IN

OIl FIlTER
CORE

ATTAChMENT
FlANGE
TO MAIN
OIl/FUEl hEAT
ExChANGER

BAFFlE

BAFFlE

OIl OUT

OIl OUT

OIl IN

OIl IN

SERVO FUEl hEATER

CTC--0-0

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CORE

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EXCHANGERS
ENGINE SYSTEMS

Page 183
May 07

CFM56-5A/-5B

TRAINING MANUAL

THIS PAGE INTENTIONALLY LEFT BLANK

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EXCHANGERS
ENGINE SYSTEMS

Page 184
May 07

CFM56-5A/-5B

TRAINING MANUAL

HYDROMECHANICAL UNIT

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Page 185
UNIT
ENGINE SYSTEMS

May 07

CFM56-5A/-5B

TRAINING MANUAL

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 7 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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HYDROMECHANICAL
Page 186
UNIT
ENGINE SYSTEMS

May 07

CFM56-5A/-5B

TRAINING MANUAL

hMU

CTC--0-0

hYDROMEChANICAl UNIT lOCATION

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Page 187
UNIT
ENGINE SYSTEMS

May 07

CFM56-5A/-5B

TRAINING MANUAL

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 N2 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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HYDROMECHANICAL
Page 188
UNIT
ENGINE SYSTEMS

May 07

CFM56-5A/-5B

TRAINING MANUAL

FUEl PRESSURES CAlIBRATION


hMU ShUT OFF
SOlENOID/AIRCRAFT
CONNECTOR
METERED FUEl FlOW
FOR COMBUSTION

ChANNEl A
CONNECTOR

- FUEl ShUT-OFF
- FUEl MANIFOlD PRESSURIZATION
hMU
ExCESS FUEl FlOW
BYPASS

ChANNEl B
CONNECTOR
MEChANICAl
N2 OVERSPEED PROTECTION

FUEl EQUIPMENT POWER


SOURCE SUPPlY

CTC--0-0

hYDROMEChANICAl UNIT PURPOSES

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Page 189
UNIT
ENGINE SYSTEMS

May 07

CFM56-5A/-5B

TRAINING MANUAL

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
Page 190
UNIT
ENGINE SYSTEMS

May 07

CFM56-5A/-5B

A/C

TRAINING MANUAL

SERVO MEChANISMS
AREA
PRESSURE REGUlATION SYSTEM
SERVO FlOW REGUlATION

ACTUATORS
VAlVES

SOlENOIDS

ECU

TORQUE MOTORS
IDG OIl
COOlER

FUEl METERING SYSTEM


FUEl METERING VAlVE
DElTA P VAlVE

COMBUSTION
ChAMBER

PRESSURIZING AND ShUT-OFF


VAlVE
BY-PASS VAlVE
OVERSPEED GOVERNOR SYSTEM

CTC--0-0

hYDROMEChANICAl UNIT DESIGN

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Page 191
UNIT
ENGINE SYSTEMS

May 07

CFM56-5A/-5B

TRAINING MANUAL

hydromechanical unit
General description
(-5B):
To achieve all the different engine functions, the HMU is
fitted with:
6 torque motors (TM) for the control of:
- FMV
- VSV
- VBV
- TBV
- HPTCC
- LPTCC
1 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 6 torque motors (TM), one of which is not used.
The remaining 5 are used for the control of:
- FMV
- VSV
- VBV
- HPTCC
- LPTCC
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2 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:
1 resolver (R), to track the FMV position.
2 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.

HYDROMECHANICAL
Page 192
UNIT
ENGINE SYSTEMS

May 07

CFM56-5A/-5B

TRAINING MANUAL

ECU

ChANNEl

A
F/B

ChANNEl

TM
TM
TM

TBV

TM
TM

FROM SERVO
FUEl hEATER

lPTCC
hPTCC

TO ACTUATORS

VSV
VBV

NOT USED

PRESSURE
CAlIBRATION

A/C ShUT-OFF
SOlENOID

TM
R

FROM ENGINE
FUEl PUMP

PRESSURIZING
AND
ShUT-OFF
VAlVE

FMV
BYPASS
VAlVE

FROM A/C

TO FUEl
NOZZlES
SW

P VAlVE

RETURN TO IDG OIl COOlER


AND MAIN OIl/FUEl
hEAT ExChANGER
N2

OVERSPEED GOVERNOR
N2 > 106%

SW
hMU

hMU DESCRIPTION (- 5B)

CTC--0-0

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Page 193
UNIT
ENGINE SYSTEMS

May 07

CFM56-5A/-5B

TRAINING MANUAL

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Page 194
UNIT
ENGINE SYSTEMS

May 07

CFM56-5A/-5B

TRAINING MANUAL

ECU

ChANNEl

A
F/B

ChANNEl

TM
TM
TM

NOT USED

TM
S

TO ACTUATORS

VSV

TM

FROM SERVO
FUEl hEATER

lPTCC
hPTCC

VBV
BSV

PRESSURE
CAlIBRATION

A/C ShUT-OFF
SOlENOID

TM
R

FROM ENGINE
FUEl PUMP

PRESSURIZING
AND
ShUT-OFF
VAlVE

FMV
BYPASS
VAlVE

FROM A/C

TO FUEl
NOZZlES
SW

P VAlVE

RETURN TO IDG OIl COOPER


AND MAIN OIl/FUEl
hEAT ExChANGER
N2

OVERSPEED GOVERNOR
N2 > 106%

SW
hMU

hMU DESCRIPTION (- 5A)

CTC---00

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Page 195
UNIT
ENGINE SYSTEMS

May 07

CFM56-5A/-5B

TRAINING MANUAL

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Page 196
UNIT
ENGINE SYSTEMS

May 07

CFM56-5A/-5B

TRAINING MANUAL

FUEL FLOW TRANSMITTER

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FUEL FLOW
TRANSMITTER
ENGINE SYSTEMS

Page 197
May 07

CFM56-5A/-5B

TRAINING MANUAL

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 7 oclock 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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FUEL FLOW
TRANSMITTER
ENGINE SYSTEMS

Page 198
May 07

CFM56-5A/-5B

FORWARD

TRAINING MANUAL

hYDROMEChANICAl
UNIT
FUEl DISChARGE
TUBE

TO FUEl
NOZZlE FIlTER

FlOW
FROM hMU
UP

hMU
DISChARGE
PORT

OUTlET

INlET

ElECTRICAl
CONNECTOR

INSTAllATION BRACKET

FUEl SUPPlY hOSE

FUEl FlOW TRANSMITTER

CTC--0-0

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TRANSMITTER
ENGINE SYSTEMS

Page 199
May 07

CFM56-5A/-5B

TRAINING MANUAL

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TRANSMITTER
ENGINE SYSTEMS

Page 200
May 07

CFM56-5A/-5B

TRAINING MANUAL

FUEL NOZZLE FILTER

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FUEL NOZZLE
FILTER
ENGINE SYSTEMS

Page 201
May 07

CFM56-5A/-5B

TRAINING MANUAL

fuel nozzle filter


The fuel nozzle filter (also called downstream fuel filter)
is installed above the top of the HMU between 7 and 8
oclock 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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FUEL NOZZLE
FILTER
ENGINE SYSTEMS

Page 202
May 07

CFM56-5A/-5B

TRAINING MANUAL

FUEl NOZZlE
FIlTER

NOZZlE
MANIFOlD

FROM
FUEl FlOW
TRANSMITTER

FUEl FlOW
TRANSMITTER

hMU

CTC--0-0

FUEl NOZZlE FIlTER (OR DOWNSTREAM FUEl FIlTER)

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FILTER
ENGINE SYSTEMS

Page 203
May 07

CFM56-5A/-5B

TRAINING MANUAL

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FUEL NOZZLE
FILTER
ENGINE SYSTEMS

Page 204
May 07

CFM56-5A/-5B

TRAINING MANUAL

BURNER STAGING VALVE (-5A ONLY)

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STAGING VALVE
ENGINE SYSTEMS

Page 205
May 07

CFM56-5A/-5B

TRAINING MANUAL

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 6 oclock position.

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BURNER
STAGING VALVE
ENGINE SYSTEMS

Page 206
May 07

CFM56-5A/-5B

TRAINING MANUAL

- 5A

CTC--0-00

BURNER STAGING VAlVE (- 5A ONlY)

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STAGING VALVE
ENGINE SYSTEMS

Page 207
May 07

CFM56-5A/-5B

TRAINING MANUAL

burner staging valve (-5a ONLY)


The BSV is used in decel to keep the fuel flow above the
lean flame-out limit.

Two fuel supply manifolds, staged and unstaged, are


installed on the fuel supply system.

To safely work close to this limit, the ECU cuts 10 of the


20 engine fuel nozzles.

Within the BSV support, the metered fuel is split into two
flows, which are then delivered to the nozzles, through
the two manifolds.

The effect is that the same amount of fuel is provided in


the combustion chamber, but on 10 fuel nozzles only. In
this condition, the lean flame-out is well above the flameout limit and it is impossible to extinguish combustion.
The diagram indicates the switch limits between 20 and
10 fuel nozzles.

The unstaged manifold always supplies 10 fuel nozzles,


and the staged manifold supplies the 10 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 5 and 6 oclock positions.
Each supply manifold is made up of two halves, which
are mechanically coupled, and include 5 provisions to
connect the fuel nozzles.
To improve the rigidity in between the manifold halves,
connecting nuts are installed at the 6 and 12 o clock
positions.

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BURNER
STAGING VALVE
ENGINE SYSTEMS

Page 208
May 07

CFM56-5A/-5B

UNSTAGED
MANIFOlD

TRAINING MANUAL

- 5A

STAGED
MANIFOlD

WF/PS3
lOCAl

10 FUEl
NOZZlES

20 FUEl
NOZZlES

BSV
BSV
ClOSED

OFF
ON

MARGIN
BSV ClOSED

FlAME OUT
lIMIT
BSV
SUPPORT

MARGIN
BSV OPEN
.007

WF/PS3
GlOBAl
BSV OPERATION

CTC--0-00

BURNER STAGING VAlVE PURPOSE (- 5A ONlY)

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STAGING VALVE
ENGINE SYSTEMS

Page 209
May 07

CFM56-5A/-5B

TRAINING MANUAL

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BURNER
STAGING VALVE
ENGINE SYSTEMS

Page 210
May 07

CFM56-5A/-5B

TRAINING MANUAL

FUEL NOZZLE

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ENGINE SYSTEMS

Page 211
May 07

CFM56-5A/-5B

TRAINING MANUAL

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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ENGINE SYSTEMS

Page 212
May 07

CFM56-5A/-5B

- 5B

TRAINING MANUAL

FUEl
MANIFOlD

FUEl
NOZZlE

- 5A
FUEl
MANIFOlD

FUEl NOZZlE
COMBUSTION
ChAMBER

COMBUSTION
CASE

COMBUSTION
ChAMBER

FUEl NOZZlE

CTC--00-0

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ENGINE SYSTEMS

Page 213
May 07

CFM56-5A/-5B

TRAINING MANUAL

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 manufacturers, with a different shaped cartridge assembly
(visible check valve or not).

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ENGINE SYSTEMS

Page 214
May 07

CFM56-5A/-5B

TRAINING MANUAL

TYPE 1

ChECK
VAlVE

TYPE 2
CARTRIDGE
VAlVE
ASSEMBlY

INlET
CONNECTOR
METERING
CARTRIDGE
ASSEMBlY

INlET
CONNECTOR
COlOR BAND
(BlUE OR NATURAl)

SUPPORT

SUPPORT

METERING SET

METERING SET

FUEl NOZZlE TYPES

CTC--0-0

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COlOR BAND
(BlUE OR NATURAl)

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ENGINE SYSTEMS

Page 215
May 07

CFM56-5A/-5B

TRAINING MANUAL

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 16
regular fuel nozzles.
- Natural colour band and engraved NATURAL on
the 4 wider spray fuel nozzles.

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FUEL NOZZLE
ENGINE SYSTEMS

Page 216
May 07

CFM56-5A/-5B

TRAINING MANUAL

PRIMARY
FlOW
64 (BlUE BAND)

x 16

PRIMARY
FlOW
x4

89

SPARK PlUGS

WIDER
FUEl NOZZlES
(NATURAl BAND)

8 O'ClOCK

4 O'ClOCK
WIDER
FUEl NOZZlES
(NATURAl BAND)

FUEl NOZZlE IDENTIFICATION

CTC--0-0

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ENGINE SYSTEMS

Page 217
May 07

CFM56-5A/-5B

TRAINING MANUAL

fuel nozzle
Fuel nozzle operation (continued)
From the nozzle inlet, fuel passes through the inlet filter
and accumulates within the cartridge assembly.
Around 15 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 120 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 125).

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ENGINE SYSTEMS

Page 218
May 07

CFM56-5A/-5B

TRAINING MANUAL

METERING SET
CARTRIDGE
ASSEMBlY

PRIMARY
ChECK VAlVE
FUEl

125
INlET
FIlTER

64/89

SECONDARY
FlOW DIVIDER
VAlVE

SECONDARY
FUEl FlOW

FUEl NOZZlE OPERATION

CTC--0-0

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PRIMARY
FUEl FlOW

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ENGINE SYSTEMS

Page 219
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CFM56-5A/-5B

TRAINING MANUAL

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ENGINE SYSTEMS

Page 220
May 07

CFM56-5A/-5B

TRAINING MANUAL

IDG OIL COOLER

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OIL COOLER
ENGINE SYSTEMS

Page 221
May 07

CFM56-5A/-5B

TRAINING MANUAL

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.

(-5A, -5B):
The interfaces are:

(-5B):

- The fuel supply and return lines.

The IDG oil cooler is located on the fan case, just


above the engine oil tank, between the 9 and 10 oclock
positions.

- The oil supply and return lines.

The unit consists of a matrix providing the heat exchange


operation, a housing, and a cover enclosing a by-pass
valve.

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.

(-5A):
The IDG oil cooler is installed on the fan case at the 5.30
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.

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IDG
OIL COOLER
ENGINE SYSTEMS

Page 222
May 07

CFM56-5A/-5B

TRAINING MANUAL

- 5B
INTEGRATED
DRIVE
GENERATOR

BY-PASS
VAlVE
OIl IN

OIl OUT
hMU
MATRIx
(INSIDE)
FUEl IN

FUEl OUT
hOUSING
MAIN OIl/FUEl
hEAT
ExChANGER

DRAIN PlUG

COVER

IDG OIl COOlER DESIGN (-5B)

CTC--0-0

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OIL COOLER
ENGINE SYSTEMS

Page 223
May 07

CFM56-5A/-5B

TRAINING MANUAL

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IDG
OIL COOLER
ENGINE SYSTEMS

Page 224
May 07

CFM56-5A/-5B

TRAINING MANUAL

MAIN OIl/FUEl
hEAT
ExChANGER

- 5A

CORE
INSIDE

FUEl
OUT FUEl
IN

hMU

hOUSING
COVER

OIl
OUT

INTEGRATED
DRIVE
GENERATOR

OIl
IN

DRAIN PlUG

IDG OIl COOlER DESIGN (-5A)

CTC--0-00

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OIL COOLER
ENGINE SYSTEMS

Page 225
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CFM56-5A/-5B

TRAINING MANUAL

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 24 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
20.3 psid.

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IDG
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ENGINE SYSTEMS

Page 226
May 07

CFM56-5A/-5B

IDG OIl
COOlER

TRAINING MANUAL

FUEl

IDG OIl
COOlER

IDG

OIl TEMP

IDG

IDG OIl COOlER OPERATION

CTC--00-0

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ENGINE SYSTEMS

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CFM56-5A/-5B

TRAINING MANUAL

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ENGINE SYSTEMS

Page 228
May 07

CFM56-5A/-5B

TRAINING MANUAL

FUEl

IDG OIl
COOlER

IDG

OIl TEMP

IDG

FWD
FAN
FRAME

IDG
OIl COOlER

CTC---00

IDG OIl COOlER OPERATION (-5A)

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ENGINE SYSTEMS

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CFM56-5A/-5B

TRAINING MANUAL

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ENGINE SYSTEMS

Page 230
May 07

CFM56-5A/-5B

TRAINING MANUAL

FUEL RETURN VALVE

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RETURN VALVE
ENGINE SYSTEMS

Page 231
May 07

CFM56-5A/-5B

TRAINING MANUAL

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 10 oclock 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.

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(- 5A):
The FRV is mounted on a bracket on the left hand side of
the fan inlet case, at the 8.30 oclock 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.

FUEL
RETURN VALVE
ENGINE SYSTEMS

Page 232
May 07

CFM56-5A/-5B

TRAINING MANUAL

- 5B

TO A/C

FAN CASE
BRACKET

TO FUEl DRAIN
FROM hP
FUEl PUMP

FROM IDG COOlER

CONNECTOR
ChANNEl A

CONNECTOR
ChQNNEl B

FROM lP
FUEl PUMP
hOT
CTC--0-0

FUEl RETURN VAlVE INTERFACE (-5B)

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RETURN VALVE
ENGINE SYSTEMS

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CFM56-5A/-5B

TRAINING MANUAL

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RETURN VALVE
ENGINE SYSTEMS

Page 234
May 07

CFM56-5A/-5B

TRAINING MANUAL

RETURN TO
AIRCRAFT
TANK

- 5A

FUEl
RETURN
TUBE

OIl TANK

FWD

PSF
COlD FUEl

P STOP
(SOV)

FUEl
RETURN
VAlVE

ECU

FUEl RETURN VAlVE (-5A)

CTC---00

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RETURN VALVE
ENGINE SYSTEMS

Page 235
May 07

CFM56-5A/-5B

TRAINING MANUAL

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
ENGINE SYSTEMS

Page 236
May 07

CFM56-5A/-5B

TRAINING MANUAL

ECU

FUEl
RETURN
VAlVE
FROM lP STAGE
OF PUMP

COlD FlOW
lOW
FlOW

FROM IDG
OIl COOlER

FlOW
ShUT-OFF
SYSTEM

RETURN
CIRCUIT TO
ThE A/C

hIGh
FlOW
hOT FlOW

CTC--0-0

FUEl RETURN VAlVE OPERATION

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RETURN VALVE
ENGINE SYSTEMS

Page 237
May 07

CFM56-5A/-5B

TRAINING MANUAL

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 105C.
Corrected N2 speed (N2K25) then accelerates, according
to a linear schedule, up to a specific value (IDLE 2),
which corresponds to an oil temperature of about 130C.

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RETURN VALVE
ENGINE SYSTEMS

Page 238
May 07

CFM56-5A/-5B

TRAINING MANUAL

FlIGhT
N2K25

IDlE 2

IDlE 1

TEMP 1

CTC--0-0

OIl TEMP. C

IDG OIl COOlING - MODUlATED IDlE CONTROl

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RETURN VALVE
ENGINE SYSTEMS

Page 239
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CFM56-5A/-5B

TRAINING MANUAL

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FUEL
RETURN VALVE
ENGINE SYSTEMS

Page 240
May 07

CFM56-5A/-5B

TRAINING MANUAL

AIR SYSTEM

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AIR
SYSTEM
engine systems

Page 241
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CFM56-5A/-5B

TRAINING MANUAL

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air
system
engine systems

Page 242
May 07

CFM56-5A/-5B

TRAINING MANUAL

ENGINE AIR SYSTEM

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ENGINE SYSTEMS

Page 243
May 07

CFM56-5A/-5B

TRAINING MANUAL

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 overtemperature.
- 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 (-5B 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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ENGINE
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ENGINE SYSTEMS

Page 244
May 07

CFM56-5A/-5B

TRAINING MANUAL

- 5B

ThRUST

BlEEDS

COOlING
& hOT
GAS
PROTECTION

SUMP
PRESSURIZATION

AIRCRAFT/ENGINE

ENGINE

BEARING
FORCES
BAlANCING

VBV

*
TBV

VSV

VARIABlE GEOMETRY
(ENGINE)

hPTCC

lPTCC

ClEARANCE
CONTROl
(ENGINE)

* ON -5B ONlY

CTC---00

AIR SYSTEM PURPOSES (-5B ShOWN)

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AIR SYSTEM
ENGINE SYSTEMS

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CFM56-5A/-5B

TRAINING MANUAL

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ENGINE SYSTEMS

Page 246
May 07

CFM56-5A/-5B

TRAINING MANUAL

bearing lubrication and sump sealing principle

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BRG LUBRICATION
& SUMP sealing
engine systems

Page 247
May 07

CFM56-5A/-5B

TRAINING MANUAL

bearing lubrication & sump sealing


principle
Sump philosophy
The engine has 2 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.
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BRG LUBRICATION
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engine systems

Page 248
May 07

CFM56-5A/-5B

TRAINING MANUAL

- 5B
PRESSURIZING
PORT

OIl JET
OIl
SEAl
AIR SEAl

- 5A
AIR TO
CENTER
VENT

AIR
SEAl

OIl SEAl
OIl SEAl

DRAIN

AIR SEAl
CTC--0-0

SCAVENGE

BEARING lUBRICATION AND SUMPS SEAlING PRINCIPAlE

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ROTATING
AIR/OIl
SEPARATOR

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engine systems

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CFM56-5A/-5B

TRAINING MANUAL

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engine systems

Page 250
May 07

CFM56-5A/-5B

TRAINING MANUAL

VARIABLE GEOMETRY CONTROL SYSTEM

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CONTROL SYSTEM Page 251
ENGINE SYSTEMS

May 07

CFM56-5A/-5B

TRAINING MANUAL

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, VBVs 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 VBVs 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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VARIABLE GEOMETRY
CONTROL SYSTEM Page 252
ENGINE SYSTEMS

May 07

CFM56-5A/-5B

TRAINING MANUAL

- 5B

- 5A

VARIABlE BlEED VAlVES


(VBV)
SlIDE

INlET GUIDE VANES


(IGV)
VARIABlE
STATOR VANES
(VSV)

COMPRESSOR CONTROl DESIGN

CTC--0-0

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ENGINE SYSTEMS

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TRAINING MANUAL

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CONTROL SYSTEM Page 254
ENGINE SYSTEMS

May 07

CFM56-5A/-5B

TRAINING MANUAL

VARIABLE BLEED VALVE

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engine systems

Page 255
May 07

CFM56-5A/-5B

TRAINING MANUAL

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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variable
bleed valve
engine systems

Page 256
May 07

CFM56-5A/-5B

TRAINING MANUAL

VIEW

11 VARIABlE BlEED VAlVES

2:30 ClOCK
POSITION

FEEDBACK
ROD
FEEDBACK
SENSOR
(RVDT)

1 MASTER BlEED VAlVE

3:30 ClOCK
POSITION

FUEl
GEAR
MOTOR

MAIN FlExIBlE ShAFT


(NOT VISIBlE)

FWD

STOP MEChANISM

VBV SYSTEM

CTC--0-0

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engine systems

Page 257
May 07

CFM56-5A/-5B

TRAINING MANUAL

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 2 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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variable
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engine systems

Page 258
May 07

CFM56-5A/-5B

TRAINING MANUAL

ATTACHING POINTS
TO STOP MECHANISM
O-RING
SEAL

FUEL GEAR
MOTOR

SECONDARY
LIP SEAL

CARBON SEALS

OUTPUT
SHAFT
SHROUDED
FUEL LINE
CONNECTIONS

STOP
MECHANISM

GEAR

VBV OPEN
PORT TUBE

BEARING
VBV CLOSED
PORT TUBE

FUEL GEAR MOTOR

CTC-211-088-01

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engine systems

Page 259
May 07

CFM56-5A/-5B

TRAINING MANUAL

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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engine systems

Page 260
May 07

CFM56-5A/-5B

TRAINING MANUAL

STOP
MECHANISM

VIEW

OS

CL

FWD

DOG STOPS

FAN FRAME

PROTECTIVE
BOOT
FUEL GEAR
MOTOR

MAIN FLEXIBLE
DRIVE SHAFT
FOLLOWER
NUT
SCREW

VBV STOP MECHANISM

CTC-211-089-02

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engine systems

Page 261
May 07

CFM56-5A/-5B

TRAINING MANUAL

variable bleed valve


Master bleed valve

Variable Bleed Valves

The master bleed valve and ballscrew actuator assembly


is the unit which transmits the driving input from the gear
motor to the 11 remaining variable bleed valves.

The 11 variable bleed valves are located in the fan frame


mid-box structure in between the fan frame struts.

It is located between struts 10 and 11 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 1 pair of spur gears and by 2
pairs of bevel gears. The bevel gears drive the ballscrew.
Axial displacement of the ballscrews translating nut is
transmitted to the door by 2 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).

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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.

variable
bleed valve
engine systems

Page 262
May 07

CFM56-5A/-5B

TRAINING MANUAL

MAIN FLEXIBLE
SHAFT SOCKET
VARIABLE
BLEED VALVE

FLEXIBLE
SHAFT
SOCKET

BALLSCREW
MASTER BLEED VALVE
BALLSCREW
ACTUATOR
DOOR
POSITION
FEEDBACK
INDICATOR

SPEED
REDUCTION
GEARBOX
FLEXIBLE
SHAFT
SOCKET
INPUT SHAFT
SOCKET

TRANSLATING
NUT
PROTECTING
BOOT

FLEXIBLE
SHAFT
SOCKET

SEAL

MASTER BLEED VALVE DESIGN

CTC-211-090-01

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LINK

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bleed valve
engine systems

Page 263
May 07

CFM56-5A/-5B

TRAINING MANUAL

variable bleed valve


Main drive shaft

Flexible shafts

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.

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 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.

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 10 slides, with 2 missing at T25 sensor and
master VBV locations.

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variable
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engine systems

Page 264
May 07

CFM56-5A/-5B

TRAINING MANUAL

FWD

SLIDE

VIEW

B
VIEW

B
MAIN
DRIVE
SHAFT

CTC-211-091-01

MAIN FLEXIBLE SHAFT AND INTER-CONNECTING FLEXIBLE SHAFT

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INTER-CONNECTING
FLEXIBLE SHAFT
(TYPICAL)

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engine systems

Page 265
May 07

CFM56-5A/-5B

TRAINING MANUAL

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 transducers
feedback lever.

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bleed valve
engine systems

Page 266
May 07

CFM56-5A/-5B

TRAINING MANUAL

FEEDBACK LEVER
FEEDBACK ROD

ALIGNMENT MARK

BLEED VALVE POSITION SENSOR

CTC-211-092-01

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engine systems

Page 267
May 07

CFM56-5A/-5B

TRAINING MANUAL

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 11 variable bleed
valves, through a series of flexible shafts.
The flexible shafts ensure that the VBVs 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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engine systems

Page 268
May 07

CFM56-5A/-5B

TRAINING MANUAL

POSITION
FEEDBACK
FWD

FEEDBACK
SENSOR

FEEDBACK-ROD

ECU
SERVOCONTROL VALVE

HP

HMU

FUEL
MASTER BLEED
VALVE
FUEL GEAR MOTOR

STOP
MECHANISM

VARIABLE BLEED
VALVE

CTC-211-087-01

VARIABLE BLEED VALVE SYSTEM OPERATION

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TRAINING MANUAL

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Page 270
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CFM56-5A/-5B

TRAINING MANUAL

VARIABLE STATOR VANE

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variable
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engine systems

Page 271
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CFM56-5A/-5B

TRAINING MANUAL

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.

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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 2 halves).
- Variable stator stages, located inside the HPC case.
- Inlet Guide Vane (IGV).
- Variable Stator Vane (VSV) stages1-2-3.

variable
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engine systems

Page 272
May 07

CFM56-5A/-5B

TRAINING MANUAL

VARIABlE STATOR
VANE ACTUATOR

ACTUATION
RINGS

hP COMPRESSOR
CASE
BEllCRANK
ASSEMBlIES

VSV SYSTEM lOCATION

CTC--0-0

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Page 273
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CFM56-5A/-5B

TRAINING MANUAL

variable stator vane


VSV actuators
The actuators, located at the 2 and 8 oclock 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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Page 274
May 07

CFM56-5A/-5B

TRAINING MANUAL

SENSOR
CONNECTOR
PISTON

DRAIN PORT

SEAl

COOlING
ORIFICE

hEAD PORT
(VSV ClOSED)

ROD PORT
(VSV OPEN)

lINEAR VARIABlE
DIFFERENTIAl TRANSDUCER
(lVDT)

VSV ACTUATOR

CTC---00

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Page 275
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CFM56-5A/-5B

TRAINING MANUAL

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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engine systems

Page 276
May 07

CFM56-5A/-5B

TRAINING MANUAL

ACTUATION RINGS (x4)

FWD
SlAVE RODS (x4)

MASTER ROD
VSV ACTUATOR

VSV lINKAGE SYSTEM

CTC--0-0

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engine systems

Page 277
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CFM56-5A/-5B

TRAINING MANUAL

variable stator vane


According to sensor signals, the ECU computes the
appropriate VSV actuator position.
The two actuators move the 4 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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variable
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engine systems

Page 278
May 07

CFM56-5A/-5B

TRAINING MANUAL

ECU

VSV
FEEDBACK
VSV
TORQUE
MOTOR
ROD (OPEN)

hMU
hEAD
(ClOSED)

VSV
ACTUATING
RING

lVDT
VSV
ACTUATOR

BEllCRANK

VSV SYSTEM DESIGN

CTC---00

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TRAINING MANUAL

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engine systems

Page 280
May 07

CFM56-5A/-5B

TRAINING MANUAL

TRANSIENT BLEED VALVE (-5B ONLY)

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TRANSIENT
BLEED VALVE
ENGINE SYSTEMS

Page 281
May 07

CFM56-5A/-5B

TRAINING MANUAL

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 9th stage
bleed air, in order to give optimum stability for transient
mode operations.
The 9th stage bleed air is ducted to the LPT stage 1
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 7
and 8 oclock positions.
- The 9th stage air IN and OUT pipes.

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TRANSIENT
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ENGINE SYSTEMS

Page 282
May 07

CFM56-5A/-5B

TRAINING MANUAL

- 5B
9Th STAGE IN

9Th STAGE OUT

TBV

CTC--0-0

TBV SYSTEM lOCATION (-5B ONlY)

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ENGINE SYSTEMS

Page 283
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CFM56-5A/-5B

TRAINING MANUAL

transient bleed valve (-5b)


The TBV is a two-position, fuel-actuated butterfly valve
that consists of:
- An actuator.
- A 9th 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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ENGINE SYSTEMS

Page 284
May 07

CFM56-5A/-5B

TRAINING MANUAL

- 5B
BUTTERFlY
VAlVE
9Th STAGE

ThERMAl
ShIElD

ACTUATOR

FUEl MANIFOlD
MOUNTING FlANGE
ChANNEl A
Pcr TO hEAD END

CTC---00

ChANNEl B
FUEl DRAIN

TBV FUEl DISTRIBUTION (-5B ONlY)

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Pc OR Pb
TO ROD END

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ENGINE SYSTEMS

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CFM56-5A/-5B

TRAINING MANUAL

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ENGINE SYSTEMS

Page 286
May 07

CFM56-5A/-5B

TRAINING MANUAL

CLEARANCE CONTROL

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CLEARANCE
CONTROL
ENGINE SYSTEMS

Page 287
May 07

CFM56-5A/-5B

TRAINING MANUAL

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.

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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.

CLEARANCE
CONTROL
ENGINE SYSTEMS

Page 288
May 07

CFM56-5A/-5B

STRUCTURAl ClEARANCE CONTROl

FORCED COOlING

TRAINING MANUAL

ACTIVE ClEARANCE CONTROl

lOWER FUEl CONSUMPTION

IMPROVED SPECIFIC FUEl CONSUMPTION


& lOWER EGT

ExTENDED ON WING OPERATION

ECONOMICAl IMPACT

CTC---00

ClEARANCE CONTROl PRINCIPlE

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ENGINE SYSTEMS

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CFM56-5A/-5B

TRAINING MANUAL

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ENGINE SYSTEMS

Page 290
May 07

CFM56-5A/-5B

TRAINING MANUAL

HIGH PRESSURE TURBINE CLEARANCE CONTROL

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ENGINE SYSTEMS

Page 291
May 07

CFM56-5A/-5B

TRAINING MANUAL

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.
(-5B):
The HPTCC system uses bleed air from the 4th and 9th
stages to cool down the HPT shroud support structure in
order to:
- Maximize turbine efficiency during cruise.
- Minimize the peak EGT during throttle burst.
(-5A):
The HPTCC system uses bleed air from the 5th and 9th
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 9th stage HPC bleed air for
increased start stall margin.

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(-5A, -5B):
The HPTCC valve is located on the engine core section
at the 3 oclock 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.

HPT CLEARANCE
CONTROL
ENGINE SYSTEMS

Page 292
May 07

CFM56-5A/-5B

TRAINING MANUAL

- 5B

9Th STAGE
BlEED AIR DUCT

FWD

DISChARGE
MANIFOlD

hPTCC
VAlVE

hPTCC SYSTEM lOCATION (-5B)

CTC--0-0

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4Th STAGE
BlEED AIR DUCT

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TRAINING MANUAL

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ENGINE SYSTEMS

Page 294
May 07

CFM56-5A/-5B

TRAINING MANUAL

- 5A

hPTCC
DISChARGE
MANIFOlD

START BlEED
DISChARGE TUBE
hPTCC VAlVE

FWD

hPTCC SYSTEM lOCATION (-5A)

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ENGINE SYSTEMS

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CFM56-5A/-5B

TRAINING MANUAL

HIGH PRESSURE TURBINE CLEARANCE CONTROL


HPTCC valve
(-5B):
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 6 and 12 oclock 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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ENGINE SYSTEMS

Page 296
May 07

CFM56-5A/-5B

ChANNEl A
ElECTRICAl
CONNECTOR
hOUSING
ASSEMBlY

TRAINING MANUAL

- 5B

9Th STAGE
INlET

ACTUATOR
ASSEMBlY
MOUNTING
FOOT

lVDT CONNECTORS
FUEl
PORT
PAD

TO
hPTCC
CAVITY

REFERENCE
PRESSURE
SUPPlY PORT
DRAIN PORT
hPTCC SUPPlY PORT

4Th STAGE
VAlVE
9Th STAGE
VAlVE

4Th STAGE
INlET

hPTCC VAlVE (-5B)

CTC--0-0

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ENGINE SYSTEMS

Page 297
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CFM56-5A/-5B

TRAINING MANUAL

HIGH PRESSURE TURBINE CLEARANCE CONTROL


HPTCC valve
(-5A):
5th and 9th 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 5th and
9th stage air to be ported to the HPT shroud support
through the impingement manifold at 12 and 6 oclock,
and to the LPT stage 1 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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HPT CLEARANCE
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ENGINE SYSTEMS

Page 298
May 07

CFM56-5A/-5B

- 5A

TRAINING MANUAL

hPTCC
VAlVE

hPTCC OUTlET
PORT

lPT OUTlET
PORT
OVERBOARD FUEl
DRAIN PORT
DRAIN PORT

ElECTRICAl
CONNECTOR
(lVDT ChANNEl A)
9Th STAGE
INlET PORT

ElECTRICAl
CONNECTOR
(lVDT ChANNEl B)

5Th STAGE
INlET PORT
hPTCC SUPPlY
PORT

FUEl PORT
PAD

CTC---00

REFERENCE PRESSURE
SUPPlY PORT

hPTCC VAlVE (-5A)

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ENGINE SYSTEMS

Page 300
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CFM56-5A/-5B

TRAINING MANUAL

LOW PRESSURE TURBINE CLEARANCE CONTROL

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ENGINE SYSTEMS

Page 301
May 07

CFM56-5A/-5B

TRAINING MANUAL

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 4 and 5 oclock 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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LPT CLEARANCE
CONTROL
ENGINE SYSTEMS

Page 302
May 07

CFM56-5A/-5B

TRAINING MANUAL

- 5B
AIR DISTRIBUTION MANIFOlD

lPTCC
VAlVE

lPT CASE
COOlING
TUBES (x6)

AIR
SCOOP

CTC--0-0

lPTCC SYSTEM lOCATION (-5B ShOWN)

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CFM56-5A/-5B

TRAINING MANUAL

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 CLEARANCE
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ENGINE SYSTEMS

Page 304
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CFM56-5A/-5B

TRAINING MANUAL

A
VIEW

AIR OUT
(TO TURBINE)

DRAIN
REFERENCE
PRESSURE

DRAIN
PORT

lPTCC
SUPPlY PORT

RVDT
CONNECTORS
CTC---00

lPT ACTIVE ClEARANCE CONTROl VAlVE

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ENGINE SYSTEMS

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CFM56-5A/-5B

TRAINING MANUAL

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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LPT CLEARANCE
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ENGINE SYSTEMS

Page 306
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CFM56-5A/-5B

TRAINING MANUAL

hYDRAUlIC
PRESSURE

ElECTRICAl
ORDER

lPTCC

hMU
ECU
15 J
4 J

6
8 J

J2

7 J1

J4
J10
J12
J13
J11
J9

5J
J1 J
J3

POSITION
FEEDBACK

FAN

REGUlATED
FAN AIR FlOW

AIR

lPT
COOlING
MANIFOlDS

lPTCC SYSTEM OPERATION

CTC--0-0

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ENGINE SYSTEMS

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CFM56-5A/-5B

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CONTROL
ENGINE SYSTEMS

Page 308
May 07

CFM56-5A/-5B

TRAINING MANUAL

LUBRICATION SYSTEM

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engine systems

Page 309
May 07

CFM56-5A/-5B

TRAINING MANUAL

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engine systems

Page 310
May 07

CFM56-5A/-5B

TRAINING MANUAL

oils

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OILS
engine systems

Page 311
May 07

CFM56-5A/-5B

TRAINING MANUAL

oils
Oils used for the operation of CFM56-5A/-5B engines
follow the specifications listed in the AMM:
- MIL-L-23699 (Type II) (Preferred)
- MIL-L-7808 (Type I)
Approved oil brands are defined in Service Bulletin
SB79-001.
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.

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.

Without CFM concurrence, evaluation and/or engine


operation of CFM56 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.

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OILS
engine systems

Page 312
May 07

CFM56-5A/-5B

TRAINING MANUAL

ThIS DATA IS FOR TRAINING PURPOSES ONlY.


ThE lIST OF APPROVED MATERIAlS IS GIVEN IN
ThE AIRCRAFT MAINTENANCE MANUAl.

USABlE OIlS

OIl TYPE I

OIl TYPE

II

OIl TYPE

II IS PREFERRED

DO NOT MIx TWO DIFFERENT OIl TYPES

OIl

CTC--0-00

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OILS
engine systems

Page 313
May 07

CFM56-5A/-5B

TRAINING MANUAL

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engine systems

Page 314
May 07

CFM56-5A/-5B

TRAINING MANUAL

oil general

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GENERAL
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Page 315
May 07

CFM56-5A/-5B

TRAINING MANUAL

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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GENERAL
ENGINE SYSTEMS

Page 316
May 07

CFM56-5A/-5B

TRAINING MANUAL

OIL SYSTEM

LUBRICATION

COOLING

DATA SUPPLY

BEARINGS

BEARINGS

ECU

GEARS

GEARS

INDICATING MONITORING

LUBRICATION GENERAL

CTC-211-191-00

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GENERAL
ENGINE SYSTEMS

Page 317
May 07

CFM56-5A/-5B

TRAINING MANUAL

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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GENERAL
ENGINE SYSTEMS

Page 318
May 07

CFM56-5A/-5B

TRAINING MANUAL

- 5B
VIEW A

- 5A
ANTI-SIPhON
DEVICE

OIl
TANK

MAIN OIl/FUEl
hEAT
ExChANGER

lUBRICATION
UNIT
CTC--0-0

OIl DISTRIBUTION COMPONENTS lOCATION

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GENERAL
ENGINE SYSTEMS

Page 319
May 07

CFM56-5A/-5B

TRAINING MANUAL

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.

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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.

OIL
GENERAL
ENGINE SYSTEMS

Page 320
May 07

CFM56-5A/-5B

ECAM
OIl QTY
INDICATION
OIl PRESSURE
TRANSMITTER

ECAM OIl
PRESSURE
INDICATION

OIl DIFFERENTIAl
PRESSURE SWITCh

ECAM MIN
OIl PRESSURE
WARNING

ANTI
SIPhON
OIl
TANK

ECAM
OIl FIlTER
ClOG INDICATION

ECAM
OIl TEMP
INDICATION

TRAINING MANUAL

FUEl/OIl
hEAT
ExChANGERS

FWD
SUMP

FIlTERS
lUBRICATION UNIT
SUPPlY AREA

AGB

REAR
SUMP

TGB
VISUAl
INDICATOR

lUBRICATION UNIT
SCAVENGE AREA

MASTER ChIP
DETECTOR

OIl DISTRIBUTION (-5B)

CTC--0-0

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GENERAL
ENGINE SYSTEMS

Page 321
May 07

CFM56-5A/-5B

TRAINING MANUAL

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.

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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 4 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.

OIL
GENERAL
ENGINE SYSTEMS

Page 322
May 07

CFM56-5A/-5B

ECAM
OIl QTY
INDICATION
ANTI
SIPhON
OIl
TANK

ECAM OIl
TEMPERATURE
INDICATION

OIl P xMTR

OIl DIFFERENTIAl
PRESSURE SWITCh

TRAINING MANUAL

ECAM OIl
PRESSURE
INDICATION
ECAM MIN
OIl PRESSURE
WARNING

FWD
SUMP

FIlTER
lUBRICATION UNIT
SUPPlY AREA
lUBRICATION UNIT
SCAVENGE AREA

FUEl/OIl
hEAT
ExChANGERS

VISUAl
ClOGGING
INDICATORS

AGB

REAR
SUMP

TGB

FIlTER
ECAM OIl
FIlTER
ClOG
INDICATION

4MCDs

OIl DISTRIBUTION (-5A)

CTC---00

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GENERAL
ENGINE SYSTEMS

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May 07

CFM56-5A/-5B

TRAINING MANUAL

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GENERAL
ENGINE SYSTEMS

Page 324
May 07

CFM56-5A/-5B

TRAINING MANUAL

OIL TANK

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ENGINE SYSTEMS

Page 325
May 07

CFM56-5A/-5B

TRAINING MANUAL

oil tank
The oil tank stores the engine oil and is installed on the
fan case, at the 8 oclock 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 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.

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.

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OIL TANK
ENGINE SYSTEMS

Page 326
May 07

CFM56-5A/-5B

TRAINING MANUAL

VIEW

VENT TUBE

OIl INlET
(FROM ExChANGER)

MOUNTS

OIl lEVEl
TRANSMITTER

PRESSURE TAPPING
FOR INDICATING SYSTEM

GRAVITY
FIllING PORT

REMOTE
OVERFlOW PORT

SCUPPER DRAIN lINE


TO DRAIN MAST

REMOTE
FIllING PORT
MOUNTS

OIl TANK
OIl OUTlET
(TO lUBE UNIT)

OIl TANK

CTC--0-0

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DRAIN PlUG

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OIL TANK
ENGINE SYSTEMS

Page 327
May 07

CFM56-5A/-5B

TRAINING MANUAL

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 5 minutes has elapsed after
engine shutdown.

Between 5 and 30 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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ENGINE SYSTEMS

Page 328
May 07

CFM56-5A/-5B

TRAINING MANUAL

OIl TANK
FIllER CAP

CAP
RETENTION
ChAIN
O-RING
GRAVITY
FIll PORT

SIGhT
GlASS
MAxIMUM
lEVEl
PRESSURE
SERVICING PORTS
OIl TANK
DRAIN TUBE

OIl TANK SERVICING

CTC--0-00

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ENGINE SYSTEMS

Page 329
May 07

CFM56-5A/-5B

TRAINING MANUAL

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ENGINE SYSTEMS

Page 330
May 07

CFM56-5A/-5B

TRAINING MANUAL

ANTI-SIPHON

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ENGINE SYSTEMS

Page 331
May 07

CFM56-5A/-5B

TRAINING MANUAL

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-SIPHON
ENGINE SYSTEMS

Page 332
May 07

CFM56-5A/-5B

TRAINING MANUAL

FWD
SUMP

FROM FORWARD SUMP


SUPPlY lINE

lUBE UNIT

TO lUBRICATION
UNIT
lUBRICATION UNIT
SUPPlY lINE

SUPPlY lINE
FROM OIl TANK
FROM OIl TANK

ANTI-SIPhON

CTC--0-0

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ANTI-SIPHON
ENGINE SYSTEMS

Page 333
May 07

CFM56-5A/-5B

TRAINING MANUAL

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ENGINE SYSTEMS

Page 334
May 07

CFM56-5A/-5B

TRAINING MANUAL

LUBRICATION UNIT

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UNIT
ENGINE SYSTEMS

Page 335
May 07

CFM56-5A/-5B

TRAINING MANUAL

lubrication unit
(-5B):

(-5A):

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.

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 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):

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.

Internally, it has 5 pumps driven by the AGB, through a


single shaft. One pump is dedicated to the supply circuit
and four pumps to the scavenge circuits.
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UNIT
ENGINE SYSTEMS

Page 336
May 07

CFM56-5A/-5B

OIl TEMP
SENSOR
TO FRONT
SUMP

TRAINING MANUAL

- 5B

AGB

MAIN
FIlTER

TO AGB-TGB
O-RING

TO REAR SUMP
ClAMP

FROM AFT SUMP


(ENGRAVED REAR SUMP)
FROM TGB
FROM FWD SUMP
(ENGRAVED FRONT SUMP)

OIl OUT PORT


TO MASTER
ChIP DETECTOR

FROM AGB

ClOGGING
INDICATOR

SCAVENGE
SCREEN
PlUGS

BACK-UP
FIlTER

AlIGNMENT
hOlE

DRAIN
PlUG

SUCTION
FROM OIl TANK

lUBRICATION UNIT (-5B)

CTC--0-0

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UNIT
ENGINE SYSTEMS

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May 07

CFM56-5A/-5B

TRAINING MANUAL

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UNIT
ENGINE SYSTEMS

Page 338
May 07

CFM56-5A/-5B

TRAINING MANUAL

- 5A
ChECK
VAlVES

BYPASS VAlVES

OIl TO REAR SUMP

TEMPERATURE
PROVISION PlUG

OIl TO AGB AND TGB

TGB
AGB
AFT SUMP
FWD SUMP

SUCTION
PORT

OIl TO
FRONT SUMP

OIl OUT TO MAIN


OIl/FUEl hEAT
ExChANGER

DRIVE
ShAFT

ClOGGING
INDICATOR

ClOGGING
INDICATOR

SUPPlY
FIlTER
ChIP DETECTOR
hANDlING PlUGS

lUBRICATION UNIT (-5A)

CTC---00

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MAIN SCAVENGE
FIlTER

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UNIT
ENGINE SYSTEMS

Page 339
May 07

CFM56-5A/-5B

TRAINING MANUAL

lubrication unit
Supply filters

The back-up filter is a metallic, washable filter.

(-5B):

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.

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 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.

The oil then flows through the back-up filter and goes to
the pump outlet.

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UNIT
ENGINE SYSTEMS

Page 340
May 07

CFM56-5A/-5B

TRAINING MANUAL

- 5B
TO FWD/AFT SUMPS
AND AGB/TGB OIl JETS

BACK-UP
FIlTER

VIEW

A
RIBS

ClOGGING
SENSOR

lUBE UNIT

TO A/C
BACK-UP
FIlTER
TO A/C
C
BY-PASS
VAlVE

OIl TEMP
SENSOR

SUPPlY
PUMP

AGB DRIVE
INPUT

MAIN
FIlTER

FROM
OIl TANK
PIN
COVER
DRAIN
PlUG

SUPPlY FIlTERS (-5B)

CTC--00-0

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UNIT
ENGINE SYSTEMS

Page 341
May 07

CFM56-5A/-5B

TRAINING MANUAL

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 15 microns for the supply filter
and 25 to 32 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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ENGINE SYSTEMS

Page 342
May 07

CFM56-5A/-5B

TRAINING MANUAL

- 5A
OIl TEMP
SENSOR

lUBE UNIT

TO lUBE
CIRCUIT

OIl OUT

O-RING

C
ClOGGING
SENSOR
ClOGGING
SENSOR
COMMON
SCAVENGE
FIlTER
AGB
DRIVE
INPUT
COUPlING
ClAMP

SUPPlY
PUMP

SCAVENGE
PUMP
FROM
OIl TANK

AGB

TGB

REAR FWD
SUMP SUMP

COVER
O-RING
DRAIN PlUG

OIl FIlTERING (-5A)

CTC---00

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O-RING

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UNIT
ENGINE SYSTEMS

Page 343
May 07

CFM56-5A/-5B

TRAINING MANUAL

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.

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.

Magnetic chip detectors


When the plug is re-installed, it pushes back the sealing
spool and re-opens the scavenge circuit.

(-5A):
The four chip detectors consist of:
- A magnetic plug assembly.
- A sleeve.
- A spring-loaded sealing spool.

EFFECTIVITY
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LUBRICATION
UNIT
ENGINE SYSTEMS

Page 344
May 07

CFM56-5A/-5B

SCAVENGE
SCREEN

FROM
SUMP

FROM
TGB

FROM
SUMP

FROM
AGB

TRAINING MANUAL

- 5B

lUBRICATION
UNIT

FWD

SCAVENGE
PUMP
TO SERVO FUEl
hEATERS OIl TANK
FROM AGB

VISUAl INDICATOR

FROM SUMP

A/C 28VDC

FROM TGB

MAGNETIC BAR
(FOR TROUBlEShOOTING ONlY)

lUBRICATION
UNIT hOUSING
FROM
SUMP
SCAVENGE
SCREEN PlUG

SCAVENGE SCREEN PlUGS (-5B)

CTC---0

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ENGINE SYSTEMS

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CFM56-5A/-5B

TRAINING MANUAL

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UNIT
ENGINE SYSTEMS

Page 346
May 07

CFM56-5A/-5B

TRAINING MANUAL

- 5A

SPRING
SEAlING
SPOOl
SCREEN

SlEEVE
PROTECTIVE
SlEEVE
BAR
MAGNET

PIN
SEAl

BODY
PlUG

MAGNETIC ChIP DETECTOR (-5A)

CTC---00

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UNIT
ENGINE SYSTEMS

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CFM56-5A/-5B

TRAINING MANUAL

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ENGINE SYSTEMS

Page 348
May 07

CFM56-5A/-5B

TRAINING MANUAL

MASTER CHIP DETECTOR (-5B ONLY)

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MASTER CHIP
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ENGINE SYSTEMS

Page 349
May 07

CFM56-5A/-5B

TRAINING MANUAL

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 2 red witness lines are aligned.

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MASTER CHIP
DETECTOR
ENGINE SYSTEMS

Page 350
May 07

CFM56-5A/-5B

TRAINING MANUAL

lUBRICATION
UNIT

GASKET

MASTER ChIP
DETECTOR
STRAIGhT
CONNECTOR
WITNESS
lINES

CTC--0-0

MASTER ChIP DETECTOR (-5B ONlY)

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hOSE TO
SERVO-FUEl
hEATER

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DETECTOR
ENGINE SYSTEMS

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CFM56-5A/-5B

TRAINING MANUAL

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ENGINE SYSTEMS

Page 352
May 07

CFM56-5A/-5B

TRAINING MANUAL

VISUAL INDICATOR (-5B ONLY)

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indicator
engine systems

Page 353
May 07

CFM56-5A/-5B

TRAINING MANUAL

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 2 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
indicator
engine systems

Page 354
May 07

CFM56-5A/-5B

TRAINING MANUAL

A/C 28 VDC

DPM CABlE
ElECTRICAl
INTERFACE

MASTER ChIP
DETECTOR
(MCD)

lUBRICATION
UNIT

CTC--0-0

OIl TANK

VISUAl POP-OUT INDICATOR (-5B ONlY)

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engine systems

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engine systems

Page 356
May 07

CFM56-5A/-5B

TRAINING MANUAL

oil indicating components

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engine systems

Page 357
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CFM56-5A/-5B

TRAINING MANUAL

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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engine systems

Page 358
May 07

CFM56-5A/-5B

- 5B

TRAINING MANUAL

lOW OIl PRESSURE


SWITCh

OIl PRESSURE
TRANSMITTER

OIl TEMPERATURE
SENSOR

OIl QUANTITY
TRANSMITTER

OIl DIFFERENTIAl
PRESSURE SWITCh

CTC--0-0

OIl INDICATING COMPONENTS (-5B)

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engine systems

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TRAINING MANUAL

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engine systems

Page 360
May 07

CFM56-5A/-5B

TRAINING MANUAL

- 5A

OIl lOW PRESSURE


SWITCh
OIl PRESSURE
TRANSMITTER
FWD

OIl QUANTITY
TRANSMITTER

OIl DIFFERENTIAl
PRESSURE SWITCh

OIl TEMPERATURE
SENSOR

INDICATING COMPONENTS (-5A)

CTC---00

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components
engine systems

Page 361
May 07

CFM56-5A/-5B

TRAINING MANUAL

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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components
engine systems

Page 362
May 07

CFM56-5A/-5B

TRAINING MANUAL

- 5B

A/C

OIl TANK

CTC--0-0

OIl QUANTITY TRANSMITTER (-5B ShOWN)

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engine systems

Page 363
May 07

CFM56-5A/-5B

TRAINING MANUAL

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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engine systems

Page 364
May 07

CFM56-5A/-5B

TRAINING MANUAL

- 5B

ElECTRICAl
CONNECTOR

OIl TEMPERATURE
SENSOR

OIl
TEMPERATURE
INDICATION

A/C

lUBRICATION
UNIT hOUSING

OIl FlOW

TEMPERATURE
SENSING ElEMENT
lUBRICATION
UNIT

OIl TEMPERATURE SENSOR (-5B)

CTC--0-0

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engine systems

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CFM56-5A/-5B

TRAINING MANUAL

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engine systems

Page 366
May 07

CFM56-5A/-5B

TRAINING MANUAL

- 5A

OIL
TEMPERATURE
INDICATION
OIL TEMPERATURE
SENSOR

A/C

LUBRICATION
UNIT HOUSING

OIL FLOW

OIL SUPPLY
FILTER

TEMPERATURE
SENSING ELEMENT
OIL SCAVENGE
FILTER

OIL TEMPERATURE SENSOR (-5A)

CTC-211-187-00

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components
engine systems

Page 367
May 07

CFM56-5A/-5B

TRAINING MANUAL

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 9 oclock position.
They have 2 connecting tubes and 2 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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engine systems

Page 368
May 07

CFM56-5A/-5B

TRAINING MANUAL

OIl PRESSURE
TRANSMITTER

OIl lOW PRESSURE


SWITCh

TO
A/C

TO
A/C

FROM OIl TANK


VENT TUBE

CTC--0-0

OIl PRESSURE TRANSMITTER AND lOW PRESSURE SWITCh

EFFECTIVITY
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TOC

FROM FWD SUMP


SUPPlY lINE

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components
engine systems

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CFM56-5A/-5B

TRAINING MANUAL

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components
engine systems

Page 370
May 07

CFM56-5A/-5B

TRAINING MANUAL

VIBRATION SENSING

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VIBRATION
SENSING
ENGINE SYSTEMS

Page 371
May 07

CFM56-5A/-5B

TRAINING MANUAL

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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VIBRATION
SENSING
ENGINE SYSTEMS

Page 372
May 07

CFM56-5A/-5B

VIBRATION
INDICATING
AND ExCESS

FAN
BAlANCING

FREQUENCY
ANAlYSIS

BITE AND
MCDU
COMMUNICATION

INTRODUCTION TO VIBRATION SENSING

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TOC

STORAGE OF
BAlANCING
DATA

ENGINE VIBRATION

ACCElEROMETER
SElECTION

CTC---00

TRAINING MANUAL

CFMI Proprietary Information

VIBRATION
SENSING
ENGINE SYSTEMS

Page 373
May 07

CFM56-5A/-5B

TRAINING MANUAL

vibration sensing
Engine/aircraft vibration systems
The engine/aircraft vibration sensing system is made up
of the following devices:

The EVMU receives analog signals from the engine


(speed and vibration) and communicates with the other
computers (CFDS, AIDS) through ARINC 429 data
busses.

- 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.

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VIBRATION
SENSING
ENGINE SYSTEMS

Page 374
May 07

CFM56-5A/-5B

TRAINING MANUAL

MCDU MENU
(ACT)

< FMS

N1 SPEED
SENSOR

lINK

< DATA

CFDS

< CFDS
<AIDS

N2 SPEED
SENSOR

SElECT DESIRED SYST

1 BRG VIB
SENSOR

DIR

PROG

PERF

INIT

F-PlN

RAD
NAV

FUEl
PRED

SEC
F-PlN

AIR
PORT

TRF VIB
SENSOR

AIDS
EVMU

AS
ABOVE
ENGINE 2

AIRCRAFT
COMPUTERS

PRINTER

+/-

DATA

OFF
MCDU
MENU

E
J

SP

OVFY

ClR

ECAM'S

ARINC SIGNAl
ANAlOG SIGNAl

CTC---0

ENGINE/AIRCRAFT VIBRATION SYSTEMS

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SENSING
ENGINE SYSTEMS

Page 375
May 07

CFM56-5A/-5B

TRAINING MANUAL

vibration sensing
EVMU description

EVMU operation

The EVMU is located in the electronic bay.

The normal mode of operation allows the system to:

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 EVMUs 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 1 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.

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- 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.

VIBRATION
SENSING
ENGINE SYSTEMS

Page 376
May 07

CFM56-5A/-5B

TRAINING MANUAL

DMC
2

hUDC

1
2
3
4
5
6

FWC
2

*
CIDS
2

VhF 3

FMGC
1

*
SDAC
2

VCR 1

VhF 1

FAC
1

DME
1

ATC
1

hF1

SEC
1

ElAC
1

SDAC
1

FWC
1

DMC
3

DMC
1

EIU
1

SFCC
1

CIDS CFDIU DMU QAR DAR


1

- ROTOR VIBRATION ExTRACTION FROM SENSOR SIGNAl.


- IMBAlANCE POSITION AND AMPlITUDE.
- IMBAlANCE CORRECTIVE WEIGhT CAlCUlATION.
- COMMUNICATION WITh CFDIU (CFDS) AND DMU (AIDS).
- SENSOR SElECTION ThROUGh CFDS MENUS.
- SPEED RECORDING (IN NORMAl MODE)
N1

N2

No 1 BRG VIB SENSOR


TRF VIB SENSOR

ENG1

N1

N2

No 1 BRG VIB SENSOR


TRF VIB SENSOR

ENG2

EVMU DESCRIPTION

CTC---0

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ADF 1

ADF 2

FAC
2

* *

TAPE
RPDR-PES

EIU
2

EVMU

*
SFCC
2

VhF 2

FMGC
2

AMU

FCDC 1

SEC
2

DATA
lINK
MU
FF AFS

FDIU

E lAC
2

ATC DME
2
2

GPWC
AEVC
MUx PES
MAIN

T CAS

FCDC 2

hF2

VOR 2

AFT AVIONICS COMPARTMENT

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SENSING
ENGINE SYSTEMS

Page 377
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CFM56-5A/-5B

TRAINING MANUAL

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SENSING
ENGINE SYSTEMS

Page 378
May 07

CFM56-5A/-5B

TRAINING MANUAL

PRESERVATION AND STORAGE

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& STORAGE
engine systems

Page 379
May 07

CFM56-5A/-5B

TRAINING MANUAL

standard practices
Engine preservation
The procedure which follow are recommended as the
minimum necessary to protect the CFM56 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 preservation procedure to be used will be selected


based upon the following schedule:
- Up to 30 days.
- Up to 90 days.
- 30 to 365 days.
- Preservation renewal requirements.
- Depreservation.

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.

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PRESERVATION
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engine systems

Page 380
May 07

CFM56-5A/-5B

OPERABlE ENGINE

NON-OPERABlE ENGINE

UP TO 30 DAYS

UP TO 90 DAYS

UP TO 365 DAYS

ENGINE PRESERVATION

CTC---00

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engine systems

Page 381
May 07

CFM56-5A/-5B

TRAINING MANUAL

standard practices
Up to 30 days preservation

be protected with preservative oil.

caution:
If engine was ferried or subjected to an In Flight Shut
Down (IFSD), engine must be dried out and relubricated
within 24 hours as per the dry out procedure.

30 to 365 days preservation

On wing installed engines:


- Start the engine.
- Ground idle for 15 to 20 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.

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 30 to 365
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.

Up to 90 days preservation
This procedure is only applicable to an operable engine.
The same procedure as the up to 30 days preservation
must be done, but in this case the engine oil system must
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note:
A false metering valve tool (856A1480) is connected
to the HMU to open the engine FMV to allow the
preservative oil to flow throughout the engine.

PRESERVATION
& STORAGE
engine systems

Page 382
May 07

CFM56-5A/-5B

TRAINING MANUAL

OPERABlE ENGINE
RUN

PROTECTION

PRESERVATIVE OIl
OIl SYSTEM

UP TO 30 DAYS

GROUND IDlE

UP TO 90 DAYS

GROUND IDlE

30 TO 365 DAYS

MOTORING

FUEl SYSTEM

NON-OPERABlE ENGINE
DRY / lUBRICATION
OF ThE SUMPS

PROTECTION

PRESERVATIVE OIl
OIl SYSTEM

FUEl SYSTEM

UP TO 30 DAYS

UP TO 90 DAYS

N/A

N/A

N/A

N/A

N/A

30 TO 365 DAYS

ENGINE PRESERVATION ACTIONS

CTC---00

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ENGINE
WATERPROOF BAG

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& STORAGE
engine systems

Page 383
May 07

CFM56-5A/-5B

TRAINING MANUAL

standard practices
Renewal procedure
The chart on the opposite page shows the possibilities for
engine preservation renewal procedures.

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engine systems

Page 384
May 07

CFM56-5A/-5B

OPERABlE ENGINE

UP TO 30 DAYS

2 RENEWAlS PERMITTED

UP TO 90 DAYS

ONE RENEWAl PERMITTED

30 TO 365 DAYS

NO TIME lIMIT

NON-OPERABlE ENGINE
NO RENEWAl PERMITTED
PRESERVE WITh 30 TO 365 DAYS
PROCEDURE

NO RENEWAl PERMITTED
ThE ENGINE MUST BE REPAIRED
AND PRESERVED AS AN OPERABlE
ENGINE WITh 30 TO 365 DAYS

PROCEDURE RENEWAl

CTC---00

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& STORAGE
engine systems

Page 385
May 07

CFM56-5A/-5B

TRAINING MANUAL

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 24 hours after landing.
- The minimum recommended engine operation is 15
to 20 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
15 to 20 minutes.
Manually, rotate N1 and N2 rotors to dry everywhere
inside engine sumps.

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CFM56-5A/-5B

TRAINING MANUAL

DRY OUT
ADAPTER

ExhAUST
PlUG

hOT AIR
SOURCE

DUCTING

DRY OUT
FIlTER
ADAPTER

DRY OUT PROCEDURE

CTC---00

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TOC

hOT AIR
hOSE

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TRAINING MANUAL

standard practices
Relubrication procedures
A relubrication manifold tool (856A2320) 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 N1 and N2 rotors must be manually turned to allow
the lubrication of all internal sump parts such as bearing,
gear teeth, etc.

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CFM56-5A/-5B

TRAINING MANUAL

DRY OUT
FIlTER
ADAPTER

A
lATChES

VIEW

lUBRICATION
UNIT

hOT AIR
SOURCE

lUBRICATION
UNIT

AGB

hOT AIR
hOSE

ENGINE SUMPS
RElUBRICATION
TOOl SET

PUShER
DUCTING
OIl SUPPlY
VAlVE

hOT AIR

OIl SUPPlY
lINE
OIl
CONTAINER
OIl

RElUBRICATION PROCEDURE

CTC---00

EFFECTIVITY
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Page 389
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CFM56-5A/-5B

TRAINING MANUAL

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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CFM56-5A/-5B

TRAINING MANUAL

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

DEPRESERVATION

CTC---00

EFFECTIVITY
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TRAINING MANUAL

THIS PAGE INTENTIONALLY LEFT BLANK

EFFECTIVITY
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Page 392
May 07

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