ctc-211 engine systems

TRAINING MANUAL

CFM56-5A / -5B

ENGINE SYSTEMS

FEBRUARY 2008

CTC-211 Level 3

CFM56-ALL TRAININGMANUAL

general Page �Issue 0�

CFMI Customer Training CenterSnecma Services

Site de Melun-Montereau,Aérodrome de Villaroche

Chemin de Viercy, B.P. 1936,77019 - Melun Cedex

FRANCE

CFMI Customer Training ServicesGE Aircraft Engines

Customer Technical Education Center123 Merchant Street

Mail Drop Y2Cincinnati, Ohio 45246

USA

Published by CFMI

THIS Page InTenTIOnallY leFT BlanK





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

EFFECTIVITYAll CFM56 ENGINES

CFMI PrOPrIeTarY InFOrMaTIOn


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Aa/C aIrCraFTaC alTernaTIng CUrrenTaCarS aIrCraFT COMMUnICaTIOn aDreSSIng and rePOrTIng SYSTeMaCaU aIr COnDITIOnIng aCCeSSOrY UnITaCMS aIrCraFT COnDITIOn MOnITOrIng SYSTeMaCS aIrCraFT COnTrOl SYSTeMaDC aIr DaTa COMPUTeraDePT aIrlIne DaTa engIne PerFOrManCe TrenDaDIrS aIr DaTa anD InerTIal reFerenCe SYSTeMaDIrU aIr DaTa anD InerTIal reFerenCe UnITagB aCCeSSOrY gearBOXaIDS aIrCraFT InTegraTeD DaTa SYSTeMalF aFT lOOKIng FOrWarDalT alTITUDealTn alTernaTeaMB aMBIenTaMM aIrCraFT MaInTenanCe ManUalaOg aIrCraFT On grOUnDa/P aIrPlaneaPU aUXIlIarY POWer UnITarInC aerOnaUTICal raDIO, InC. (SPeCIFICaTIOn)aSM aUTOTHrOTTle SerVO MeCHanISMa/T aUTOTHrOTTleaTa aIr TranSPOrT aSSOCIaTIOn

aTC aUTOTHrOTTle COMPUTeraTHr aUTO THrUSTaTO aBOrTeD TaKe OFFaVM aIrCraFT VIBraTIOn MOnITOrIng

BBITe BUIlT In TeST eQUIPMenTBMC BleeD ManageMenT COMPUTerBPrV BleeD PreSSUre regUlaTIng ValVeBSI BOreSCOPe InSPeCTIOnBSV BUrner STagIng ValVe (SaC)BSV BUrner SeleCTIOn ValVe (DaC)BVCS BleeD ValVe COnTrOl SOlenOID

CC CelSIUS or CenTIgraDeCaS CalIBraTeD aIr SPeeDCBP (HP) COMPreSSOr BleeD PreSSUreCCDl CrOSS CHannel DaTa lInKCCFg COMPaCT COnSTanT FreQUenCY generaTOrCCU COMPUTer COnTrOl UnITCCW COUnTer ClOCKWISeCDP (HP) COMPreSSOr DISCHarge PreSSUre CDS COMMOn DISPlaY SYSTeMCDU COnTrOl DISPlaY UnITCFDIU CenTralIZeD FaUlT DISPlaY InTerFaCe UnITCFDS CenTralIZeD FaUlT DISPlaY SYSTeMCFMI JOInT ge/SneCMa COMPanY (CFM





InTernaTIOnal)Cg CenTer OF graVITYCh a channel aCh B channel BCHaTV CHannel aCTIVeCIP(HP) COMPreSSOr InleT PreSSUreCIT(HP) COMPreSSOr InleT TeMPeraTUrecm.g CenTIMeTer X graMSCMC CenTralIZeD MaInTenanCe COMPUTerCMM COMPOnenT MaInTenanCe ManUalCMS CenTralIZeD MaInTenanCe SYSTeMCMS CenTral MaInTenanCe SYSTeMCODeP HIgH TeMPeraTUre COaTIngCOnT COnTInUOUSCPU CenTral PrOCeSSIng UnITCrT CaTHODe raY TUBeCSD COnSTanT SPeeD DrIVeCSI CYCleS SInCe InSTallaTIOnCSn CYCleS SInCe neWCTaI COWl THerMal anTI-ICIngCTeC CUSTOMer TeCHnICal eDUCaTIOn CenTerCTl COnTrOlCu.ni.In COPPer.nICKel.InDIUMCW ClOCKWISe

DDaC DOUBle annUlar COMBUSTOrDaMV DOUBle annUlar MODUlaTeD ValVeDar DIgITal aCMS reCOrDerDC DIreCT CUrrenT

DCU DaTa COnVerSIOn UnITDCV DIreCTIOnal COnTrOl ValVe BOeIng DeU DISPlaY eleCTrOnIC UnITDFCS DIgITal FlIgHT COnTrOl SYSTeMDFDaU DIgITal FlIgHT DaTa aCQUISITIOn UnITDFDrS DIgITal FlIgHT DaTa reCOrDIng SYSTeMDISC DISCreTeDIU DIgITal InTerFaCe UnITDMC DISPlaY ManageMenT COMPUTerDMD DeManDDMS DeBrIS MOnITOrIng SYSTeMDMU DaTa ManageMenT UnITDOD DOMeSTIC OBJeCT DaMageDPU DIgITal PrOCeSSIng MODUleDrT De-raTeD TaKe-OFF

EeaU engIne aCCeSSOrY UnITeBU engIne BUIlDUP UnITeCa eleCTrICal CHaSSIS aSSeMBlYeCaM eleCTrOnIC CenTralIZeD aIrCraFT MOnITOrIngeCS enVIrOnMenTal COnTrOl SYSTeMeCU eleCTrOnIC COnTrOl UnITee eleCTrOnIC eQUIPMenTeeC eleCTrOnIC engIne COnTrOleFH engIne FlIgHT HOUrSeFIS eleCTrOnIC FlIgHT InSTrUMenT SYSTeM





egT eXHaUST gaS TeMPeraTUreeHSV eleCTrO-HYDraUlIC SerVO ValVeeICaS engIne InDICaTIng anD CreW alerTIng SYSTeMeIS eleCTrOnIC InSTrUMenT SYSTeMeIU engIne InTerFaCe UnITeIVMU engIne InTerFaCe anD VIBraTIOn MOnITOrIng UnITeMF eleCTrOMOTIVe FOrCeeMI eleCTrO MagneTIC InTerFerenCeeMU engIne MaInTenanCe UnITePrOM eraSaBle PrOgraMMaBle reaD OnlY MeMOrY(e)ePrOM (eleCTrICallY) eraSaBle PrOgraMMaBle reaD OnlY MeMOrYeSn engIne SerIal nUMBereTOPS eXTenDeD TWIn OPeraTIOn SYSTeMSeWD/SD engIne WarnIng DISPlaY / SYSTeM DISPlaY

FF FarenHeITFaa FeDeral aVIaTIOn agenCYFaDeC FUll aUTHOrITY DIgITal engIne COnTrOlFar FUel/aIr raTIOFCC FlIgHT COnTrOl COMPUTerFCU FlIgHT COnTrOl UnITFDaMS FlIgHT DaTa aCQUISITIOn & ManageMenT SYSTeM

FDIU FlIgHT DaTa InTerFaCe UnITFDrS FlIgHT DaTa reCOrDIng SYSTeMFDU FIre DeTeCTIOn UnITFeIM FIelD engIneerIng InVeSTIgaTIOn MeMOFF FUel FlOW (see Wf) -�BFFCCV Fan FraMe/COMPreSSOr CaSe VerTICal (VIBraTIOn SenSOr)FI FlIgHT IDle (F/I)FIM FaUlT ISOlaTIOn ManUalFIn FUnCTIOnal ITeM nUMBerFIT Fan InleT TeMPeraTUreFla FOrWarD lOOKIng aFTFlX TO FleXIBle TaKe-OFFFMC FlIgHT ManageMenT COMPUTerFMCS FlIgHT ManageMenT COMPUTer SYSTeMFMgC FlIgHT ManageMenT anD gUIDanCe COMPUTerFMgeC FlIgHT ManageMenT anD gUIDanCe enVelOPe COMPUTerFMS FlIgHT ManageMenT SYSTeMFMV FUel MeTerIng ValVeFOD FOreIgn OBJeCT DaMageFPa FrOnT Panel aSSeMBlYFPI FlUOreSCenT PeneTranT InSPeCTIOnFQIS FUel QUanTITY InDICaTIng SYSTeMFrV FUel reTUrn ValVeFWC FaUlT WarnIng COMPUTerFWD FOrWarD

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hHCF HIgH CYCle FaTIgUeHCU HYDraUlIC COnTrOl UnITHDS HOrIZOnTal DrIVe SHaFTHMU HYDrOMeCHanICal UnITHP HIgH PreSSUreHPC HIgH PreSSUre COMPreSSOrHPCr HIgH PreSSUre COMPreSSOr rOTOrHPrV HIgH PreSSUre regUlaTIng ValVeHPSOV HIgH PreSSUre SHUT-OFF ValVeHPT HIgH PreSSUre TUrBIneHPT(a)CC HIgH PreSSUre TUrBIne (aCTIVe) ClearanCe COnTrOlHPTC HIgH PreSSUre TUrBIne ClearanCeHPTCCV HIgH PreSSUre TUrBIne ClearanCe COnTrOl ValVeHPTn HIgH PreSSUre TUrBIne nOZZleHPTr HIgH PreSSUre TUrBIne rOTOr

Hz HerTZ (CYCleS Per SeCOnD)

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K°K KelVInk X �000KIaS InDICaTeD aIr SPeeD In KnOTSkV KIlOVOlTSKph KIlOgraMS Per HOUr

ll leFTl/H leFT HanD


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lbs. POUnDS, WeIgHTlCD lIQUID CrYSTal DISPlaYlCF lOW CYCle FaTIgUele (l/e) leaDIng eDgelgCIU lanDIng gear COnTrOl InTerFaCe UnITlP lOW PreSSUrelPC lOW PreSSUre COMPreSSOrlPT lOW PreSSUre TUrBInelPT(a)CC lOW PreSSUre TUrBIne (aCTIVe) ClearanCe COnTrOllPTC lOW PreSSUre TUrBIne ClearanCelPTn lOW PreSSUre TUrBIne nOZZlelPTr lOW PreSSUre TUrBIne rOTOrlrU lIne rePlaCeaBle UnITlVDT lInear VarIaBle DIFFerenTIal TranSFOrMer

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MMel MaIn MInIMUM eQUIPMenT lISTMO aIrCraFT SPeeD MaCH nUMBer MPa MaXIMUM POWer aSSUranCeMPH MIleS Per HOUrMTBF Mean TIMe BeTWeen FaIlUreSMTBr Mean TIMe BeTWeen reMOValSmV MIllIVOlTSMvdc MIllIVOlTS DIreCT CUrrenT

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OOaT OUTSIDe aIr TeMPeraTUre


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OD OUTleT DIaMeTerOgV OUTleT gUIDe VaneOSg OVerSPeeD gOVernOrOVBD OVerBOarDOVHT OVerHeaT PPb BYPaSS PreSSUrePc regUlaTeD SerVO PreSSUrePcr CaSe regUlaTeD PreSSUrePf HeaTeD SerVO PreSSUreP/T�� HP COMPreSSOr InleT TOTal aIr PreSSUre/TeMPeraTUreP/n ParT nUMBerP0 aMBIenT STaTIC PreSSUreP�� HP COMPreSSOr InleT TOTal aIr TeMPeraTUrePCU PreSSUre COnVerTer UnITPla POWer leVer anglePMC POWer ManageMenT COnTrOlPMUX PrOPUlSIOn MUlTIPleXerPPH POUnDS Per HOUrPrSOV PreSSUre regUlaTIng SerVO ValVePs PUMP SUPPlY PreSSUrePS�� Fan InleT STaTIC aIr PreSSUrePS�� Fan OUTleT STaTIC aIr PreSSUrePS�HP COMPreSSOr DISCHarge STaTIC aIr PreSSUre (CDP)PSI POUnDS Per SQUare InCHPSIa POUnDS Per SQUare InCH aBSOlUTe

PSID POUnDS Per SQUare InCH DIFFerenTIalpsig POUnDS Per SQUare InCH gagePSM POWer SUPPlY MODUlePSS (eCU) PreSSUre SUB-SYSTeMPSU POWer SUPPlY UnITPT TOTal PreSSUrePT� Fan InleT TOTal aIr PreSSUre (PrIMarY FlOW)PT�� HPC TOTal InleT PreSSUre

QQaD QUICK aTTaCH DeTaCHQeC QUICK engIne CHangeQTY QUanTITYQWr QUICK WInDMIll relIgHT

Rr/H rIgHT HanDraC/SB rOTOr aCTIVe ClearanCe/STarT BleeDraCC rOTOr aCTIVe ClearanCe COnTrOlraM ranDOM aCCeSS MeMOrYrCC reMOTe CHarge COnVerTerrDS raDIal DrIVe SHaFTrPM reVOlUTIOnS Per MInUTerTD reSISTIVe THerMal DeVICerTO reFUSeD TaKe OFFrTV rOOM TeMPeraTUre VUlCanIZIng (MaTerIal)rVDT rOTarY VarIaBle DIFFerenTIal





TranSFOrMer

SS/n SerIal nUMBerS/r SerVICe reQUeSTS/V SHOP VISITSaC SIngle annUlar COMBUSTOrSar SMarT aCMS reCOrDerSaV STarTer aIr ValVeSB SerVICe BUlleTInSCU SIgnal COnDITIOnIng UnITSDaC SYSTeM DaTa aCQUISITIOn COnCenTraTOrSDI SOUrCe/DeSTInaTIOn IDenTIFIer (BITS) (CF arInC SPeC)SDU SOlenOID DrIVer UnITSer SerVICe eValUaTIOn reQUeSTSFC SPeCIFIC FUel COnSUMPTIOnSFCC SlaT FlaP COnTrOl COMPUTerSg SPeCIFIC graVITYSlS Sea leVel STanDarD (COnDITIOnS : ��.�� in.Hg / ��°F)SlSD Sea leVel STanDarD DaY (COnDITIOnS : ��.�� in.Hg / ��°F)SMM STaTUS MaTrIXSMP SOFTWare ManageMenT PlanSn SerIal nUMBerSneCMa SOCIeTe naTIOnale D’eTUDe eT De COnSTrUCTIOn De MOTeUrS D’aVIaTIOnSOl SOlenOIDSOV SHUT-OFF ValVe

STP STanDarD TeMPeraTUre anD PreSSUreSVr SHOP VISIT raTeSW SWITCH BOeIngSYS SYSTeM

TT oil OIl TeMPeraTUreT/C THerMOCOUPleT/e TraIlIng eDgeT/O TaKe OFFT/r THrUST reVerSerT�� Fan InleT TOTal aIr TeMPeraTUreT�� HP COMPreSSOr InleT aIr TeMPeraTUreT� HP COMPreSSOr DISCHarge aIr TeMPeraTUreT��.� eXHaUST gaS TeMPeraTUre T� lOW PreSSUre TUrBIne DISCHarge TOTal aIr TeMPeraTUreTaI THerMal anTI ICe TaT TOTal aIr TeMPeraTUreTBC THerMal BarrIer COaTIngTBD TO Be DeTerMIneDTBO TIMe BeTWeen OVerHaUlTBV TranSIenT BleeD ValVeTC(TCase) HP TUrBIne CaSe TeMPeraTUreTCC TUrBIne ClearanCe COnTrOlTCCV TUrBIne ClearanCe COnTrOl ValVeTCJ TeMPeraTUre COlD JUnCTIOnT/e TraIlIng eDgeTeCU eleCTrOnIC COnTrOl UnIT InTernal





TeMPeraTUreTeO engIne OIl TeMPeraTUreTgB TranSFer gearBOXTi TITanIUMTla THrOTTle leVer angle aIrBUSTla THrUST leVer angle BOeIngTM TOrQUe MOTOrTMC TOrQUe MOTOr CUrrenTT/O TaKe OFFTO/ga TaKe OFF/gO arOUnDT/P TeMPeraTUre/PreSSUre SenSOrTPU TranSIenT PrOTeCTIOn UnITTr TranSFOrMer reCTIFIerTra THrOTTle reSOlVer angle aIrBUSTra THrUST reSOlVer angle BOeIngTrDV THrUST reVerSer DIreCTIOnal ValVe TrF TUrBIne rear FraMeTrPV THrUST reVerSer PreSSUrIZIng ValVeTSI TIMe SInCe InSTallaTIOn (HOUrS)TSn TIMe SInCe neW (HOUrS)TTl TranSISTOr TranSISTOr lOgIC

UUer UnSCHeDUleD engIne reMOValUTC UnIVerSal TIMe COnSTanT

VVaC VOlTage, alTernaTIng CUrrenTVBV VarIaBle BleeD ValVeVDC VOlTage, DIreCT CUrrenT

VDT VarIaBle DIFFerenTIal TranSFOrMerVIB VIBraTIOnVlV ValVeVrT VarIaBle reSISTanCe TranSDUCerVSV VarIaBle STaTOr Vane

WWDM WaTCHDOg MOnITOrWf WeIgHT OF FUel Or FUel FlOW WFM WeIgHT OF FUel MeTereD WOW WeIgHT On WHeelSWTaI WIng THerMal anTI-ICIng





IMPERIAl / METRIC CONVERSIONS

� mile = �,�0� km� ft = �0,�� cm� in. = ��,� mm� mil. = ��,� µ

� sq.in. = �,�� cm²

� USg = �,�� l (dm³)� cu.in. = ��.�� cm³

� lb. = 0.�� kg

� psi. = �.��0 kPa

°F = �.� x °C + ��

METRIC / IMPERIAl CONVERSIONS

� km = 0.�� mile� m = �.�� ft. or ��.�� in.� cm = 0.�� in.� mm = ��.�� mils.

� m² = �0.�� sq. ft.� cm² = 0.�� sq.in.

� m³ = ��.�� cu. ft.� dm³ = 0.�� USa gallon� cm³ = 0.0�� cu.in.

� kg = �.�0� lbs

� Pa = �.�� 0-� psi.� kPa = 0.�� psi� bar = ��.� psi

°C = ( °F - �� ) /�.�

TABlE OF CONTENTS

EFFECTIVITYAll CFM56-5A/-5B FOR A318-A319-A320-A321


CFM56-5A/-5B TRAININGMANUAL

COnTenTSengIne SYSTeMS

Page ��May 0�

EFFECTIVITYALL CFM56-5A/-5B FOR A318-A319-A320-A321

CFMI ProPrIetary InForMatIon


ContentsengIne systeMs

Page 16May 07

seCTIoN PAGe seCTIoN PAGe

lexIs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

taBle oF Contents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

FaDeC systeM

FaDeC systeM IntroDUCtIon . . . . . . . . . . . . . . . . . . . . . . . . . 19

eleCtronIC Control UnIt . . . . . . . . . . . . . . . . . . . . . . . . . . . 33

engIne sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51

engIne WIrIng Harnesses . . . . . . . . . . . . . . . . . . . . . . . . . . . 87

startIng anD IgnItIon

startIng systeM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95

starter aIr ValVe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107

PneUMatIC starter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111

IgnItIon . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117

engIne Control

PoWer ManageMent & FUel Control . . . . . . . . . . . . . . . . 129

FUel systeM

FUels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149

FUel DIstrIBUtIon . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153

FUel PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 163

oIl/FUel Heat exCHangers . . . . . . . . . . . . . . . . . . . . . . . . . . 175

HyDroMeCHanICal UnIt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 185

FUel FloW transMItter . . . . . . . . . . . . . . . . . . . . . . . . . . . . 197

FUel noZZle FIlter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201

BUrner stagIng ValVe (-5a only) . . . . . . . . . . . . . . . . . . . . 205

FUel noZZle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211

IDg oIl Cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 221

FUel retUrn ValVe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 231

aIr systeM

engIne aIr systeM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 243

BearIng lUBrICatIon anD sUMP sealIng PrInCIPle . . . 247

VarIaBle geoMetry Control systeM . . . . . . . . . . . . . . . 251

VarIaBle BleeD ValVe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 255

VarIaBle stator Vane . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 271

transIent BleeD ValVe (-5B only) . . . . . . . . . . . . . . . . . . . 281

ClearanCe Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 287

HIgH PressUre tUrBIne ClearanCe Control . . . . . . . . 291

loW PressUre tUrBIne ClearanCe Control . . . . . . . . 301

lUBrICatIon systeM

oIls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 311

oIl general . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 315

oIl tanK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 325

antI-sIPHon . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 331

lUBrICatIon UnIt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 335

Master CHIP DeteCtor (-5B only) . . . . . . . . . . . . . . . . . . . 349

VIsUal InDICator (-5B only) . . . . . . . . . . . . . . . . . . . . . . . . . 353

oIl InDICatIng CoMPonents . . . . . . . . . . . . . . . . . . . . . . . . . 357

VIBratIon sensIng . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 371

PreserVatIon anD storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 379


FaDeCSYSTeM

ENGINE SYSTEMS

Page ��May 0�



FADEC SYSTEM



FaDeCSYSTeM

ENGINE SYSTEMS

Page ��May 0�

EFFECTIVITYAll CFM56-5A/-5B FOR A318-A319-A320-321





IntroENGINE SYSTEMS

Page 19Feb 08

FADEC SYSTEM INTRODUCTION

EFFECTIVITYALL CFM56-5A/-5B FOR A318-A319-A320-321



IntroENGINE SYSTEMS

Page 20Feb 08


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.




IntroENGINE SYSTEMS

Page 21Feb 08

FADEC PURPOSECtC-211-001-00

FADEC

ACTIVE CLEARANCECONTROL

VARIABLE GEOMETRYCONTROL

FUEL CONTROLTHRUST REVERSER

CONTROL

POWER MANAGEMENTCONTROL

OIL TEMPERATURECONTROL

STARTING / SHUTDOWN /IGNITION CONTROL




IntroENGINE SYSTEMS

Page 22Feb 08


FADEC system

the FaDeC system consists of:

- an engine Control Unit (eCU) containing two identical computers, designated channel a and channel B. the eCU electronically performs engine control calculations and monitors the engine’s condition.

- a Hydro-Mechanical Unit (HMU), which converts electrical signals from the eCU into hydraulic pressures to drive the engine’s valves and actuators.

- Peripheral components such as valves, actuators and sensors used for control and monitoring.




IntroENGINE SYSTEMS

Page 23Feb 08

FADEC SYSTEMCtC-211-002-02

VBV VSV TBV** BSV* HPTCCV

LPTCCV

IGNITION

ALTERNATOR

FEEDBACK SIGNALS

T25

N1 N2

T12

PS12 PS3TCASET49.5T3

T5PS13

ECU

CONTROL SIGNALS

P0

28V

STARTERAIR VALVE

DIGITAL(ARINC 429)

FUELFLOW P25

TEO

FRV

PMUX (OPTIONAL)

115V400Hz

HARDWIRE

FUEL HYDRO-MECHANICAL

UNIT (HMU)

(FMV)

REVERSERSOLENOIDS+ SWITCHES

IDPLUG

ON -5A ONLY*

ON -5B ONLY**




IntroENGINE SYSTEMS

Page 24Feb 08


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.




IntroENGINE SYSTEMS

Page 25Feb 08

AIRCRAFT INTERFACESCtC-211-003-02

ARINC 429 BUS

CH A

CH B

ECU 2

ECU 1

ECU 2

ECU 1

CH A

CH B

ECU

E

I

U

ADIRU

1

ADIRU

2

Ps

PT

TAT

Ps

PT

TAT




IntroENGINE SYSTEMS

Page 26Feb 08


Engine Interface Unit

there are two eIU’s, one per engine. each eIU is located in the electronics bay. It is an interface between the a/C and the corresponding FaDeC system, located on the engine. this reduces the number of connecting electrical wires.

eIU’s are active as soon as the a/C power is on, and stopped when the a/C is de-energized. their operation is necessary to start the engine.

the main functions of the eIU are:- to concentrate data from cockpit panels and

different electronic boxes to the associated FaDeC on each engine.

- to ensure the segregation of the two engines- to select the airframe electrical supplies for the

FaDeC- to give to the airframe the necessary logic and

information from engine to other systems (aPU, eCS, Bleed air, Maintenance).

EIU output to the ECU

through its output arInC 429 data bus, the eIU transmits data coming from all the computers that have to communicate with the eCU, except from aDIrU’s and throttle control levers, which communicate directly with the eCU.

EIU input from the ECU

the eIU acquires two arInC 429 output data buses from the associated eCU (one from each channel) and it reads data from the channel in control.

Air Data Inertial Reference Unit (ADIRU)

the air Data Inertial reference System (aDIrS) provides the main air data and heading/attitude/navigation data to the aircraft systems.




IntroENGINE SYSTEMS

Page 27Feb 08

EIU AND ADIRUCtC-211-136-01

CIDS1

HF2 T CAS

E LAC2

SFCC2

EIU2

DMC2

CIDS2

CFDIU DMU QAR DAR

FWC2

SDAC2

SDAC1

FWC1

DMC3

DMC1

EIU1

SFCC1

SEC2

FMGC2

FAC2

FAC1

SEC1

ELAC1

FMGC1

ATC2

VO

R 2

FC

DC

2

EV

MU

HU

DC

FD

IU

GP

WC

AE

VC

TAP

ER

PD

R-P

ES

MU

X P

ES

MA

IN

FC

DC

1

VH

F 2

AD

F 2

AD

F 1

VH

F 1

VH

F 3

VC

R 1

DME2

AMU DME1

ATC1

HF1DATALINKMU

FF AFS

* * * * *

* *

* * *

* * * * * * * * * * **

AVIONICSCOMPARTMENT

AIR DATA INERTIALREFERENCE UNIT

(ADIRU)

ENGINEINTERFACEUNIT (EIU)

B

VIEW B




IntroENGINE SYSTEMS

Page 28Feb 08


FADEC design

the FaDeC system is a Built In test equipment (BIte) system. this means it is able to detect its own internal faults and also external faults.

the system is fully redundant and built around the two-channel eCU.all control inputs are dual, and the valves and actuators are fitted with dual sensors to provide the eCU with feedback signals.Some indicating parameters are shared, and all monitoring parameters are single.

CCDLto enhance system reliability, all inputs to one channel are made available to the other, through a Cross Channel Data Link (CCDL). this allows both channels to remain operational even if important inputs to one of them fail.

Active / Stand-bythe two channels, a and B, are identical and permanently operational, but they operate independently from each other. Both channels always receive inputs and process them, but only the channel in control, called the active channel, delivers output commands. the other is called the Stand-by channel.

Channel selection and fault strategyactive and Stand-by channel selection is performed at eCU power-up and during operation.

the BIte system detects and isolates failures, or combinations of failures, in order to determine the health status of the channels and to transmit maintenance data to the aircraft.

active and Stand-by selection is based upon the health of the channels and each channel determines its own health status. the healthiest is selected as the active channel.

When both channels have an equal health status,active / Stand-by channel selection alternates with every engine shut-down if n2 was greater than 11000 rPM during previous engine run.

Failsafe controlIf a channel is faulty and the active channel is unable to ensure an engine control function, this function is moved to a position which protects the engine, and is known as the failsafe position.




IntroENGINE SYSTEMS

Page 29Feb 08

FADEC DESIGNCtC-211-004-02

CHANNELA

CHANNELB

ECU

SHARED SENSORS

SINGLE SENSORS

SINGLE SENSORS

DUAL SENSORS CCDL

ACTIVE

STAND BY

SELECTIONLOGIC




IntroENGINE SYSTEMS

Page 30Feb 08


Closed loop control operation

In order to properly control the various engine systems, the eCU uses an operation known as closed loop control.

the eCU calculates a position for a system component :- the Demand.

the eCU then compares the Demand with the actual position of the component (feedback) and calculates a position difference :

- the Command.

the eCU, through the HMU, sends a signal to a component (valve, actuator) which causes it to move.

With the movement of the system valve or actuator, the eCU is provided with a feedback of the component’s position.

the process is repeated until there is no longer a position difference.

the result completes the loop and enables the eCU to precisely control a system component on the engine.




IntroENGINE SYSTEMS

Page 31Feb 08

CLOSED LOOP CONTROL PHILOSOPHYCtC-211-005-02

INPUTS

HMU

+ -

ECU

TORQUEMOTOR

ACTUATOR

POSITIONSENSOR

CONTROL LAW

DEMANDCALCULATOR

DEMAND

COMMAND

FEEDBACK

tHIS PaGe IntentIonaLLy LeFt BLanK




IntroENGINE SYSTEMS

Page 32Feb 08




eLeCtronICControL UnIt

ENGINE SYSTEMS

Page 33Feb 08

ELECTRONIC CONTROL UNIT





ENGINE SYSTEMS

Page 34Feb 08


ECU location

the eCU is a dual channel computer housed in an aluminium chassis, which is secured on the right hand side of the fan inlet case, at the 4 o’clock position.

Four mounting bolts, with shock absorbers, provide isolation from shocks and vibrations.

two metal straps ensure ground connection.

ECU cooling system

to operate correctly, the eCU requires cooling to maintain internal temperatures within acceptable limits.

ambient air is picked up by an air scoop, located on the right hand side of the fan inlet cowl. this cooling air is routed up to the eCU internal chamber, around channel a and B compartments, and then exits through an outlet port in the fan compartment.





ENGINE SYSTEMS

Page 35Feb 08

ELECTRONIC CONTROL UNIT CtC-211-006-02

INLET ECU

COOLING DUCT

FWD

PRESSURE CONNECTORS

ELECTRICAL CONNECTORS

ECU

MOUNTING BOLT

FAN INLET COWL

- 5B - 5A

ECU COOLING AIROUTLET

COOLING AIRINLET





ENGINE SYSTEMS

Page 36Feb 08

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.


ECU Electrical Interfaces (Connectors)

there are 15 threaded electrical connectors located on the front panel.

each connector features a unique key pattern which only accepts the correct corresponding cable plug.

the connectors are identified through numbers from J1 to J15 marked on the panel.

engine and aircraft signals are routed to and from channels a and B, through separate cables and connectors.

odd numbered connectors (J1 through J11) go to channel a and even numbered connectors (J2 through J12) go to channel B.

the signals on connector J13 are shared between the two channels.





ENGINE SYSTEMS

Page 37Feb 08

ECU ELECTRICAL INTERFACES (CONNECTORS) CtC-211-008-02

CHANNEL A CONNECTOR

(ODD) CONNECTOR CHANNEL B

(EVEN) FUNCTION

J1 J3 J5 J7 J9 J11

SHARED J13 J15

SHARED SHARED

J2

J14 J12 J10

J6 J8

J4 A/C POWER (28V) AND IGNITER POWER (115V) A/C INPUT/OUTPUT AND TLA THRUST REVERSER SOLENOIDS, TORQUE MOTORS, RESOLVERS, N2 ALTERNATOR, SAV, N1 AND T12 LVDT'S, RVDT'S, T25, BSV POSITION SWITCHES * ENGINE IDENTIFICATION PLUG WF METER, THERMOCOUPLES TEST INTERFACE

BSV POSITION SWITCHESON - 5A ONLY

*

CH. B

CH. A

J3 J9 J

11 J13 J12 J10 J4

J1 J5 J7 J14 J15 J8 J6 J

2

SHARED CONNECTORS (CH. A & CH. B)

ID PLUG

GSE





ENGINE SYSTEMS

Page 38Feb 08


Engine Rating / Identification Plug

the engine rating/identification plug provides the eCU with engine configuration information for proper engine operation.

It is plugged into connector J14 and attached to the fan case by a metallic braid. It remains with the engine even after eCU replacement.

the identification (ID) plug includes a coding circuit, soldered to the plug connector pins. this circuit has(-5A: fuse links) (-5B: fuse links and push-pull links) which either ensure, or prohibit connections between the different plug connector pins.

It gives configuration data codes to the eCU as follows:

(- 5B):through fuse links:

- engine model (5a/5B) - thrust rating/bump- new/old plug

through push/pull links:- engine configuration (5B or 5B/P)- engine combustion type (SaC/DaC)- n1 trim level

- engine condition monitoring (PMUX option)- engine acoustic package- overthrust protection (tCMa shutdown) disabled- tech insertion program- nacelle active cooling (naCtB) for DaC engines.

(-5A):- engine model (5a/5B)- thrust rating- Bump- engine condition monitoring (PMUX option)- test cell a3 configuration

(-5A, -5B):During initialization, the eCU reads the ID plug by looking for voltage on certain pins. this discrete data is stored in the reserved raM of the eCU.

If eCU initialization occurs:- on ground, the configuration parameters are

compared to the parameters already stored in the non volatile memory (nVM) of the eCU. If they are different and valid, the nVM is updated. If they are invalid, the raM values are discarded and the eCU uses the values stored in the nVM for the previous plug configuration.

- In flight, the eCU does not process the data stored in the raM but uses only the data in the nVM.





ENGINE SYSTEMS

Page 39Feb 08

IDENTIFICATION PLUG DESCRIPTIONCtC-211-009-01

METALLICBRAID

SAFETY WIRE

BOLTED ON THEFAN CASE

FUSE LINKS

FUSE LINKSONLY

CODING CIRCUIT:

CODING CIRCUIT:

PUSH-PULL LINKS

O-RING

- 5B - 5A

METALLICBRAID





ENGINE SYSTEMS

Page 40Feb 08


Pressure interfaces

Five pneumatic pressure signals are supplied to the eCU pressure subsystem (PSS) through connectors on the shear plate. the last few inches of the pressure lines are flexible to facilitate eCU removal and installation.

the pressure subsystem have five ports.

the three pressures used for engine control are supplied to both channels:

- P0 ambient pressure- PS12 static pressure in the inlet cowl- PS3 static pressure at the outlet of the high pressure

compressor.

the two optional monitoring pressures (PMUX) are supplied to a single channel:

- PS13 static pressure downstream from the oGV.- P25 booster discharge pressure.

Connections

P0 PS12 PS13 P25 PS3eCU ch a/B a/B a B a/B

Pressure relief valves on channels a and B protect the pressure subsystem against overpressure.





ENGINE SYSTEMS

Page 41Feb 08

PRESSURE INTERFACESCtC-211-011-01

PRESSURE SUB-SYSTEMRELIEF VALVE

PS12 P25(CH. B)

PS3

SHEARPLATE

P0

PS13 (CH. A)





ENGINE SYSTEMS

Page 42Feb 08

Pressure transducers

the pressure sub-system (PSS) compartments contain:- the pressure transducer assemblies- the pressure converter unit (PCU) circuit boards.

the pressure transducers are capacitance bridge type. the pressure sensor delivers a voltage value to the capacitance bridge. each transducer assembly has a temperature probe that senses the pressure input temperature. Data is then transmitted to the PCU’s for calculation and conversion to a digital format transmitted to the CPU.

When the optional monitoring kit (PMUX) is not required, P25 and P13 ports are blanked off, and the two dedicated transducers are not installed in the eCU.


Pressure Subsystem (PSS)

Shearplate

a pressure sub-system serves as the interface between the pneumatic lines and the eCU. the three control pressures are split and directed to channel a and channel B signals by a passage inside the shear plate.

the shear plate is bolted onto the eCU chassis. a metal gasket with integrated o-rings is installed between the plate and the eCU. Correct orientaiton of the assembly is assured by an alignment pin.

the shear plate is never removed during maintenance tasks.





ENGINE SYSTEMS

Page 43Feb 08

PRESSURE SUBSYSTEMCtC-211-133-01

TRANSDUCERNIPPLE

PRESSURESUB-SYSTEM

A

PRESSURESUB-SYSTEM

B

P0

PS13

PS3

P25

PS12

P0

PS13

PS3

P25

PS12

PS3

P0

PS12

SHEAR PLATE

SHEAR PLATE

GASKET

ECU

FRONTPANEL

COVER

GASKET

SCREW

SCREW

SHEAR PLATEGASKET





ENGINE SYSTEMS

Page 44Feb 08

Control Alternator

the control alternator provides two separate power sources from two independent windings.

one is hardwired to channel a, the other to channel B.

the alternator is capable of supplying the necessary power above an engine speed of approximately 10% n2.

GSe test equipment provides 28 VDC power to the eCU during bench testing and it is connected to connector J15.


ECU power supply

the eCU is provided with redundant power sources to ensure an uninterrupted and failsafe power supply.

a logic circuit within the eCU, automatically selects the correct power source by controlling switches inside the eIU.

the power sources are the aircraft 28 VDC normal and emergency busses.

the two aircraft power sources are routed through the eIU and connected to the eCU.

- the a/C normal bus is hardwired to channel B.- the a/C essential bus is hardwired to channel a.





ENGINE SYSTEMS

Page 45Feb 08

ECU POWER SUPPLYCtC-211-012-01

A/C 28 VDC ESSENTIAL BUS

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

EIU

ECU

J1 J15 J2

J10J9

CONTROLALTERNATOR

14-300VAC

GSE





ENGINE SYSTEMS

Page 46Feb 08

Aircraft power supplya/C power supply is provided to the eCU:

On ground:- at eIU initialization for five minutes (a/C power up)- or by selecting either IGn/Start or CranK- or on manual selection of ground test power for

maintenance purposes- for five minutes after engine shut down.

note:In some cases of eIU failure, the power supply may not be disconnected until the a/C is de-powered, including removal of eIU power.

In flight:a/C power supply is provided to the eCU in the following conditions:

- n2 is below 58%, - or n2 exceeds 58% and the active eCU channel

has detected an alternator fault, provided there is no previous a/C 28V fault.

- or the eCU has a powerup reset (and a/C power is supplied to the eCU while n2 is above 15%).

- or n2 exceeds 58% and a group 1 fault has been detected on the cross channel for 3 seconds

- or n2 is below 15% and the menu mode FaDeC test is not operational.


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.





ENGINE SYSTEMS

Page 47Feb 08

ECU POWER SUPPLY LOGICCtC-211-013-02

CRANK STARTIGN

ENG1

ON

OFF

ON

OFF

LGCIUFLT

GND

NORM

FADEC GND POWER

ON

NORM

ONA/C POWER UP

OFF

ON 5 MIN

5 MIN

SUPPLIED FOR 5 MINUTES

ENG 1

FIRE

PUSHED

ANDN2 58%FADECGENAVAILABLE

CHANNELA

CHANNELB

DC

ES

S B

US

SAME LOGICAS ABOVE

EN

G 1

:BA

T B

US

EN

G 2

:DC

BU

S 2

ECU

N2 12%

N2 12%

PSU

PSU

EIU





ENGINE SYSTEMS

Page 48Feb 08

Functional description

the control alternator consists of a rotor and stator enclosing two sets of windings.

the rotor contains permanent magnets, and is secured on a stub shaft extending from the drive pad of the aGB. It is seated in position through 3 flats and a securing nut.

the windings are integrated with the housing structure, and surround the rotor when the housing is mated to the drive pad mounting boss.

each set of windings supplies a three-phase power signal to each eCU connector on the forward face of the housing.

each power signal is rated between 0 and 311 VaC depending on core speed and load conditions.

the alternator continues to meet all electrical power requirements at core speed above 45%, even if one phase in either set, or one phase in both sets of windings fails.


ECU control alternator

the control alternator supplies electrical power directly to the eCU and is installed on the front face of the accessory GearBox (aGB).

It is located between the Integrated Drive Generator (IDG) and the hydraulic pump and consists of:

- a stator housing, secured on the attachment pad by means of three bolts.

- two electrical connectors, one for each eCU channel.

- a rotor, secured on the aGB gearshaft by a nut.

this control alternator is a “wet” type alternator, lubricated with aGB engine oil.

For removal and installation procedures, install locally manufactured guide pins into the three bolt holes in the attachment pad.





ENGINE SYSTEMS

Page 49Feb 08

ECU CONTROL ALTERNATORCtC-211-014-01

VIEW A CHANNEL A

CHANNEL B

7654321

UNUSEDNEUTRALNEUTRAL

PHASEPHASEPHASE

UNUSED

N

CHANNEL B

A

ELECTRICALCONNECTORS

STATORHOUSINGASSEMBLY

ACCESSORYGEARBOX

GEARSHAFT

ROTOR

7654321

UNUSEDNEUTRALNEUTRAL

PHASEPHASEPHASE

UNUSED

N

CHANNEL A

tHIS PaGe IntentIonaLLy LeFt BLanK





ENGINE SYSTEMS

Page 50Feb 08




SenSOrSENGINE SYSTEMS

Page ��May 0�

ENGINE SENSORS





Page ��May 0�

ENGINE SENSORS

Aerodynamic stations

The eCU requires information on the engine gas path and operational parameters in order to control the engine during all flight phases.

Sensors are installed at aerodynamic stations and various engine locations, to measure engine parameters and provide them to the eCU subsystems.

Sensors located at aerodynamic stations have the same number as the station, e.g. T��.

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





Page ��May 0�

AERODYNAMIC STATIONSCTC-��-0��-0�

- 5B

- 5A

0 1325

1749.5 53

122

0 1325

1749.5 53

122





Page ��May 0�

ENGINE SENSORS

Speed sensors

lP rotating system speed, n�.HP rotating system speed, n�.

Resistive Thermal Device (RTD sensors)

Fan inlet temperature, T��.High Pressure Compressor inlet temperature, T��.

Thermocouples

Compressor discharge temperature, T�.exhaust gas Temperature, egT or T��.�.lPT discharge temperature, T� (optional monitoring kit).HPT shroud support temperature, T Case.engine Oil Temperature, TeO.

Pressures

ambient static pressure, P0.HPC discharge static pressure, PS� or CDP.engine inlet static pressure, PS��.Fan discharge static pressure, PS�� (optional).HPC inlet total pressure, P�� (optional).

The pressures are measured through transducers (quartz capacitive pressure sensors) located in the eCU.

Vibration sensors

There are two vibration sensors, which are installed on the engine and connected to the engine Vibration Monitoring Unit (eVMU).





Page ��May 0�

ENGINE SENSORS (- 5B)CTC-��-0��-0�

- 5B

No 1 BRGVIB SENSOR

P0

(TAKEN ON ECU ITSELF)

PS12

T12PS13

T25

P25

T3

PS3T49.5(EGT)

T5

N2

TEO

N1

SPEED SENSOR

T CASE

TRFVIB SENSOR






Page ��May 0�





Page ��May 0�

ENGINE SENSORS (- 5A)CTC-��-��-00

PS12

PS13T25

P25T49.5(EGT)

T5

TRFVIB SENSOR

T CASE

SPEED SENSOR

N1

SPEED SENSOR

No 1 BRGVIB SENSOR

P0

(TAKEN ON ECU ITSELF)

T3

PS3

TEO

T12

N2

- 5A





Page ��May 0�

ENGINE SENSORS

N1 speed sensor

The n� speed sensor is mounted through the � o’clock fan frame strut.The sensor body has a flange to attach the complete sensor to the fan frame and once secured on the engine with � bolts, only the body and the receptacle are visible.

The receptacle has three electrical connectors.Two connectors provide the eCU with output signals.The third is connected to the eVMU.

The n� sensor ring has one tooth which is thicker than the others and this generates a stronger pulse in the sensor and is used as a phase reference in engine vibration analysis.

Internally, a spring keeps correct installation of the sensor probe, regardless of any dimensional changes due to thermal effects.

externally, there are two damping rings to isolate the probe from vibration.

Maintenance practice

a small oil leakage can occur when you remove the n� speed sensor.

For installation, when the sensor is fully engaged, you need to check the gap between the surfaces of:

- The mounting flange of the n� speed sensor,- The sleeve,

before tightening the bolts.





Page ��May 0�

N1 SPEED SENSORCTC-��-0��-0�

A/C

Ch BCh A

TENSIONSPRING

PROBEhOUSING

POlEPIECES

N1 SPEEDSENSOR PROBE

MOUNTINGFlANGE

RECEPTAClE

BODY





Page �0May 0�

ENGINE SENSORS

N2 speed sensor

The n� speed sensor is installed on the rear face of the agB at � o’clock and secured with � bolts.

The housing has three connectors:

- eCU channel a.- eCU channel B.- eVMU.





Page ��May 0�

N2 SPEED SENSORCTC-��-0��-0�

Ch B Ch A

MAGNETIChEAD

Ch BCh A

POlE PIECES

ECU CONNECTORS

RECEPTAClE

A/C CONNECTOR(EVMU)





Page ��May 0�

ENGINE SENSORS

T12 sensor

The T�� temperature sensor measures the fan inlet temperature and is installed through the fan inlet case, at the � o’clock position. The portion that protrudes into the airflow encloses two identical sensing elements.

One sensing element is dedicated to the eCU channel a, the other to channel B.

The mounting plate is equipped with elastomer dampers for protection against vibrations.

The sensor is secured on the fan inlet case with four bolts, and a stud ensures correct ground connection.

a deflector deviates pollution out of the housing to prevent damage to the sensing elements.





Page ��May 0�

T12 SENSORCTC-��-0��-0�

RECEPTAClE

ChANNEl A

GROUND STUD

ElASTOMERDAMPERS

RECEPTAClE

ChANNEl B

hOUSING





Page ��May 0�

ENGINE SENSORS

T25 sensor

The T�� temperature sensor measures the High Pressure Compressor inlet temperature, and is installed in the fan frame mid-box structure, at approximately the � o’clock position.

The sensor is composed of:

- a probe, which encloses two sensing elements protruding into the airflow.

- a mounting flange, with four captive screws and a locating pin.

- Two electrical connectors, one per sensing element.

- Two holes are drilled, opposite the probe airflow inlet, to let dust out.

The locating pin on the mounting flange prevents the sensor from being mis-installed.





Page ��May 0�

T25 SENSORCTC-��-0�0-00

4 CAPTIVE SCREWS

A B

VIEW A

lOCATINGPIN

CONNECTORS

SENSOR PROBE

A





Page ��May 0�

ENGINE SENSORS

Compressor discharge temperature T3

The T� temperature sensor is installed at the �� o’clock position on the combustion case, just behind the fuel nozzles.

Two probes, enclosed in the same housing, sense the air temperature at the HPC outlet.

The signals from both probes are directed through a rigid lead to a connector box, which accomodates two connectors, one per eCU channel.





Page ��May 0�

T3 TEMPERATURE SENSORCTC-��-0��-0�

PROBE

ThERMOCOUPlEPROBE UNIT

ElECTRICAl CABlECONNECTOR UNIT

ATTAChMENTFlANGE





Page ��May 0�

ENGINE SENSORS

Exhaust Gas Temperature

The exhaust gas Temperature (egT) sensing system is located at aerodynamic station ��.�.

This egT value is used to monitor the engine’s condition.

The system includes nine probes, secured on the low Pressure Turbine (lPT) case and the sensing elements are immersed in the lPT nozzle stage �.

each thermocouple produces an electrical output signal proportional to the temperature. They are connected together through a wiring harness.

The egT wiring harness consists of:

- Three thermocouple lead assemblies with two probes in each. each thermocouple carries

� measurements to a parallel junction box.

- One thermocouple lead assembly with three probes. This assembly carries � measurements to a parallel junction box.

- One main junction box assembly where all the thermocouple lead assemblies are connected. The main junction box averages the nine input signals, and, through a connector and lead assembly, sends one output signal to both channels of the eCU, where the signal is subject to validation checks.





Page ��May 0�

ExhAUST GAS TEMPERATURECTC-��-0��-0�

PARAllElJUNCTION BOxES

R/h ThERMOCOUPlElEAD ASSEMBlY (3 PROBES)

UPPER ExTENSION lEAD

l/h UPPER ThERMOCOUPlElEAD ASSEMBlY (2 PROBES)

MAIN JUNCTIONBOx ASSEMBlY

lOWER ExTENSION lEAD

l/h lOWER ThERMOCOUPlElEAD ASSEMBlY (2 PROBES)

R/h lOWER ThERMOCOUPlElEAD ASSEMBlY (2 PROBES)

PROBES





Page �0May 0�

ENGINE SENSORS

lPT discharge temperature T5

The T� temperature sensor is located at the � o’clock position, on the turbine rear frame.

This sensor is part of the optional monitoring kit, available upon customer request.

It consists of a metal body, which has two thermocouple probes and a flange for attachment to the engine.

a rigid lead carries the signal from the probe to a main junction box with a connector that allows connection with a harness.

The two thermocouples are parallel-wired in the box and a single signal is sent to the eCU channel a.





Page ��May 0�

T5 TEMPERATURE SENSORCTC-��-0��-0�

T5 SENSOR

T5 SENSORASSEMBlY

3 O`ClOCK

FWD





Page ��May 0�

ENGINE SENSORS

T case

The T case sensor measures the High Pressure Turbine (HPT) shroud support temperature.

The temperature value is used by the eCU in the HPT Clearance Control system logic.

The sensor is installed on the combustion case at the � o’clock position, and consists of:

- a housing, which provides a mounting flange and an electrical connector.

- a sensing element, fitted inside the housing and in contact with the shroud support.

a gasket prevents hot air leakage.

nOTe:The probe is spring-loaded to ensure permanent contact with the shroud support.

The signal is supplied directly to channel a and then to channel B through the CCDl.





Page ��May 0�

T CASE SENSOR CTC-��-0��-0�

B

VIEW B

ThERMOCOUPlEPAD

ElECTRICAlCONNECTOR

ElECTRICAlCONNECTION

FRONT

hOUSING

SENSINGElEMENT

GASKET





Page ��May 0�

ENGINE SENSORS

Engine oil temperature

The engine is equipped with � oil temperature sensors.

One of the sensors, the TeO sensor, provides a temperature value used for the Integrated Drive generator (IDg) oil cooling system and the FrV.

The TeO sensor is installed on the oil supply line to the forward sump, at the � o’clock position, above the oil tank.

It has a captive nut in order to secure it to the supply line.

The TeO consists of two identical and isolated probes, one dedicated to channel a, the other to channel B, and provides two electrical outputs proportional to the supply oil temperature. a single electrical connector routes the outputs to the eCU. The second sensor is installed on the lube unit, and is described in the oil system section.

It is used only for cockpit indication.





Page ��May 0�

TEO SENSORCTC-��-0��-0�

CONNECTORRECEPTAClE

SENSOR BODY

ATTAChMENT NUT(CAPTIVE)

IMMERSEDSECTION

TEO SENSORTEO SENSOR

- 5B - 5A

FWD

OIl SUPPlY TUBETO FWD BEARING SUMP





Page ��May 0�

Engine inlet static pressure PS12

Three static pressure ports are mounted on the forward section of the fan inlet case, at the ��, � and � o’clock positions.

a pneumatic line runs around the upper portion of the fan inlet case, collecting and averaging the pressures.

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

ENGINE SENSORS

Ambient static pressure P0

The eCU receives two items of information:- From the two air Data Computers (aDC)- From the vent plug installed on its shear plate (dual

information) P0.

The eCU then validates the inputs and calculates a weighted average based on these four input values.

hPC discharge pressure PS3

The PS� static pressure pick-up is located on the combustion case, at the � o’clock position, between two fuel nozzles.






Page ��May 0�

PRESSURE PICK-UPSCTC-��-0��-0�

NACEllEINTERNAl

ENVIRONMENT

ECUSTATICPRESSURE

AIR DATACOMPUTER

STATIC PRESSURE

WEEP hOlE AT 6 O’ClOCK

P0 SENSOR

PS12PICK-UP

PS12MANIFOlD

FANINlET CASE

ECU

CDPlINE

WEEP hOlE

PS3

- 5B

- 5A

PS3

CDP LINE

ECU

WEEP hOlE





Page ��May 0�

ENGINE SENSORS

Fan discharge static pressure PS13

PS�� is part of the optional monitoring kit, available upon customer request.

If the kit is not installed, the PS�� port is blanked off on the eCU shear plate.

The PS�� pick-up is located at approximately � o’clock, downstream from the fan Outlet guide Vanes (OgV).

This signal is processed by channel a only.


hPC inlet total pressure P25

P�� is part of the optional monitoring kit, available upon customer request. If the kit is not installed, the P�� port is blanked off on the eCU shear plate.

The P�� probe is installed in the fan frame mid-box structure, at the � o’clock position.

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

The signal is processed by channel B only.





Page ��May 0�

PS13 AND P25 SENSORSCTC-��-0��-0�

ECU ChANNEl A

ECU ChANNEl B

PS13

P25TRANSDUCER

PS13TRANSDUCER

2 3 45

FAN FRAME

NOTE:- 5B ShOWN ONlY

P25

PS13PORT

AIR PRESSURETUBE





Page �0May 0�

ENGINE SENSORS

No 1 bearing vibration sensor assembly

The assembly is made up of a vibration sensor, which is secured at the � o’clock position on the no � bearing support front flange.

a semi-rigid cable, routed in the engine fan frame, links the vibration sensor to an electrical output connector, located at the � o’clock position on the fan frame outer barrel.

The cable is protected by the installation of shock absorbers which damp out any parasite vibration.

The no � bearing vibration sensor permanently monitors the engine vibration and due to its position, is more sensitive to fan and booster vibration. However, this sensor also reads n� and lPT vibrations.

The data is used to perform fan trim balance. This sensor is not a line replaceable Unit (lrU). In case of failure, the TrF sensor must be selected, through the CFDS in maintenance mode, in order to continue engine vibration monitoring.





Page ��May 0�

No 1 BEARING VIBRATION SENSORCTC-��-��-0�

CABlE

SElF-SEAlINGCONNECTOR

ShOCKABSORBERS

VIBRATION SENSOR(ACCElEROMETER)

SENSITIVEAxIS

AFT lOOKING FORWARD

FAN FRAMEOUTER SURFACE

VIBRATIONSENSINGElEMENT

TO A/C





Page ��May 0�

ENGINE SENSORS

TRF vibration sensor

(-5B):

The TrF vibration sensor is secured at the �� o’clock position on the turbine frame.

a semi-rigid cable is routed from the vibration sensor to an electrical connector, which is secured on a bracket on the core engine at the � o’clock position.

(-5A, -5B):

The TrF vibration sensor monitors the vertical acceleration of the rotors and sends the analog signals to the eVMU for vibration analysis processing.





Page ��May 0�

TURBINE REAR FRAME VIBRATION SENSOR (- 5B)CTC-��-��-0�

TURBINE REARFRAME

ElECTRICAlCONNECTOR

TRF VIBRATIONSENSOR

SEMI-RIGIDCABlE

TRF VIBRATIONSENSOR

ElECTRICAlCONNECTOR

12h00

FWD

- 5B

A

VIEW A





Page ��May 0�

ENGINE SENSORS

TRF vibration sensor

(-5A):

The TrF vibration sensor is secured at the �� o’clock position on the turbine frame.

a semi-rigid cable is routed from the vibration sensor to an electrical connector, which is secured on a bracket on the core engine at the �0 o’clock position.





Page ��May 0�

TURBINE REAR FRAME VIBRATION SENSOR (- 5A)CTC-��-��-00

TRF VIBRATIONSENSOR

TURBINE REARFRAME VIBRATIONSENSOR

ElECTRICAlCONNECTOR

TURBINE REARFRAME FlANGE

SEMI-RIGIDCABlE

- 5A

ElECTRICAlCONNECTOR

TRF VIBRATIONSENSOR

SEMI-RIGIDCABlE

12h00

FWD

A

VIEW A

COMPRESSOR CASEFRAME






Page ��May 0�




WIrIngHarneSSeS

ENGINE SYSTEMS

Page ��May 0�

ENGINE WIRING hARNESSES




WIrIngHarneSSeS

ENGINE SYSTEMS

Page ��May 0�


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

Fan section

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

(-5B):

Cold section harnesses are designated:- HJ�, HJ�, HJ�, HJ�0, HJ��, HJ��, HJ��, DPM.

DPM is the harness routed from the Master Chip Detector (MCD) to the visual contamination indicator.

(-5A):

Cold section harnesses are designated:- HJ�, HJ�, HJ�, HJ�0, HJ��, HJ��, HJ��.

(-5A, -5B):

Core engine section

Harnesses routed along the core engine section have a special design that can withstand high temperatures.

Hot section harnesses are designated:- HCJ��l, HCJ��r, HCJ��l, HCJ��r, HCJ��.

example:

H C J�� l

H => harness C => Core (hot section) J�� => (eCU connector) l => left (or right)

all harnesses are lrU’s but they cannot be repaired on line.




WIrIngHarneSSeS

ENGINE SYSTEMS

Page ��May 0�

ENGINE ElECTRICAl hARNESSESCTC-��-0��-00

hJ7 - hJ8 - hJ9hJ10 - hJ11hJ12 - hJ13

DPM*

hCJ11l - hCJ11RhCJ12l - hCJ12R

hCJ13

DPM ON - 5B ONlY*




WIrIngHarneSSeS

ENGINE SYSTEMS

Page �0May 0�


The electrical harnesses ensure the connections between the various electrical, electronic and electro-mechanical components, mounted on the engine.

all the harnesses converge to the � o’clock junction box, which provides an interface between the two types.

They are screened against high frequency electrical interference (except for � harnesses), and each individual cable within a harness is screened against low frequency electrical interference.

They are also constructed with fireproof materials and sealed to avoid any fluid penetration.




WIrIngHarneSSeS

ENGINE SYSTEMS

Page ��May 0�

hARNESS INTERFACESCTC-��-0��-0�

N2SENSOR

FRV

TEO

N1SENSOR

T12

CONTROlAlT

SAV

ECU

hMU

6 O'ClOCK BOx

TCASET3 TBV*EGT T5 VSV hPTCC lPTCC BSV** T25

hJ7

hJ8

hJ13

hJ11

hJ10

hJ9

hCJ12RhCJ11RhCJ12l

WFM hJ12

VBV

hCJ11lhCJ13

DPM

OIlChIP

DETECTOR

VISUAlINDICATOR

COlD AREA

hOT AREA

*

ON -5B ONlY*

ON -5A ONlY**





WIrIngHarneSSeS

ENGINE SYSTEMS

Page ��May 0�




STarTIng anDIgnITIOn

ENGINE SYSTEMS

Page ��May 0�

STARTING AND IGNITION





STarTIng anDIgnITIOn

ENGINE SYSTEMS

Page ��May 0�




STarTIngSYSTeM

ENGINE SYSTEMS

Page ��May 0�

STARTING SYSTEM




STarTIngSYSTeM

ENGINE SYSTEMS

Page ��May 0�

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.




STarTIngSYSTeM

ENGINE SYSTEMS

Page ��May 0�

STARTING SYSTEM (- 5B) ShOWN (- 5A IDENTICAl)CTC-��-0�0-0�

IGNITER

IGNITIONlEADS

AIR DUCTS

SAV

STARTER

ECU

IGNITIONBOxES




STarTIngSYSTeM

ENGINE SYSTEMS

Page ��May 0�

STARTING SYSTEM

Starting is initiated from the following cockpit control panels:

- The engine control panel on the central pedestal, which has a single rotary Mode Selector for both engines and two Master levers, one for each engine.

- The engine man start panel on the overhead panel, which has two switches, one for each engine.

- The engine Warning Display (eWD) and the System Display (SD) on the upper and lower eCaM’s, where starting data and messages are displayed.




STarTIngSYSTeM

ENGINE SYSTEMS

Page ��May 0�

START SYSTEM INTERFACESCTC-��-0��-0�

FIRE

ENG1

ENG2

FIRE

FAUlTFAUlT

OFF

ONMASTER 2

1 2

OFF

ONMASTER 1 ENG

ON

1MAN START

ON

ENG

115VU

2

CRANK IGNSTART

MODENORM

10100 10100F.USED

KG

15. .5 15. .5

OIl

QT

60 60PSI

130 130°C

0 . 8 0 . 8

VIB N1 (N1)

VIB N2 (N2)

1 . 2 1 . 2

25 25PSI

IGN

�� H ��

gW �0000 Kg

engIne

TaT + ��°CSaT + ��°C

81.5 81.4

92.5 92.7

670 665

5 10 5 10

5 10 5 10

n�%

n�%

egT°C

5070 5070lBS/H

FF

IgnITIOnSeaT BelTSnO SMOKIng

aPU aVaIlaDV

STS

FlX ��.� % ��°C

FOB : ��00 lBS

S FlaP F

�




STarTIngSYSTeM

ENGINE SYSTEMS

Page �00May 0�

In case of no ignition, the engines are dry motored and a second starting procedure is initiated on both igniters.

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

The eCU is entirely responsible for the starting sequence.

While in the start sequence (up to �0% n�), it provides protection for:

- egT overtemperature limit- Starter engagement time limit (� minutes)- any abnormal start conditions (no light-off,

overtemperature, hot start, hung start).

There is also an automatic protection in case of stall detection. That protection is active up to low idle.

If an abnormal start is detected, the eCU will abort or try another start attempt. Messages are transmitted to the a/C for cockpit indication (eCaM warning messages).

STARTING SYSTEM

There are two starting procedures which correspond to two starting laws in the eCU logic :

-The automatic starting process, under the full authority of the FaDeC system.

-The manual starting process, with limited authority of the FaDeC system.

1) Automatic start

During an automatic start, the eCU includes engine protection and provides limits for n�, n� and egT, with the necessary indications in the cockpit.

The automatic starting procedure is:

- rotate mode selector to Ign/STarT. Both eCU’s are powered up.- Switch the MaSTer leVer to ‘On’.

The SaV opens and:

- at ��% n� speed, one igniter is energized.- at ��% n� speed, fuel is delivered to the combustor.- at �0% n� speed, the SaV is closed and the igniter

de-energized.




STarTIngSYSTeM

ENGINE SYSTEMS

Page �0�May 0�

AUTOMATIC STARTCTC-��-0��-0�

FIRE

ENG1

ENG2

FIRE

FAUlTFAUlT

OFF

ONMASTER 2

1 2

OFF

ONMASTER 1 ENG

115VU

CRANK IGNSTART

CRANK IGNSTART

MODENORM

CRANK IGNSTART

CRANK IGNSTART

FIRE

ENG1

ENG1

ENG2

ENG1

ENG2

ENG2

FIRE

FAUlTFAUlT

OFF

ONMASTER 2

1 2

OFF

ON

ENG

115VUMODENORM

FIRE FIRE

FAUlTFAUlT

OFF

ON

1 2

OFF

ON

ENG

115VUMODENORM

FIRE FIRE

FAUlTFAUlT

OFF

ON

1 2

OFF

ON

ENG

115VUMODENORM

1 IGN/STARTON MODE SElECTOR ECU 1/2 ARE POWERED

2

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

3 START ThE SECOND ENGINE MASTER lEVER SWITChED "ON"

4

MODE SElECTOR BACK TO NORMAl WhEN ENGINES STABIlIZED AT IDlE

AUTOMATIC START

NORMAl START 10 SEC*

*15 SECONDS IN COlD CONDITIONS

IGNITIONA OR B

FUEl FlOW STARTS

2 TO 3 SECONDS

STARTER ANDIGNITIONSYSTEM

TURN OFF

N2 %

lOW IDlE

22%

50%

16%

S.A.VOPENS

TIME

2 MIN MAx




STarTIngSYSTeM

ENGINE SYSTEMS


STARTING SYSTEM

Manual start - Normal procedure

During a manual start, the eCU provides limited engine protection and limitation on egT only.

The manual starting procedure is:

- rotate mode selector to Ign/STarT. Both eCU’s are powered up.

- Press the Man/STarT push button.

The SaV opens and:- when n� speed > �0%, switch the MaSTer leVer

to ‘On’.- The two igniters are energized and fuel is delivered

to the combustor.- at �0% speed, the SaV is closed and the igniters are

automatically de-energized.

When the engines are started (manual or automatic), the mode selector must be switched back to the nOrMal position. The Man/STarT push button must also be released (‘On’ legend goes off).




STarTIngSYSTeM

ENGINE SYSTEMS


MANUAl STARTCTC-��-0��-0�

STARTER ANDIGNITION SYSTEMAUTOMATICAllY

TURN OFF

N2 %

lOWIDlE

20%

50%

S.A.VOPENS(MAN STARTPUSh BUTTON)

TIME

2 MIN MAx

FIRE

ENG1

ENG2

FIRE

FAUlTFAUlT

OFF

ONMASTER 2

1 2

OFF

ONMASTER 1 ENG

115VU

CRANK IGNSTART

MODENORM

CRANK IGNSTARTFIRE

ENG1

ENG2

FIRE

FAUlTFAUlT

OFF

ONMASTER 2

1 2

OFF

ON

ENG

115VUMODENORM

CRANK IGNSTART

ENG1

ENG2

FIRE FIRE

FAUlTFAUlT

OFF

ON

1 2

OFF

ON

ENG

115VUMODENORM

1 IGN/STARTON MODE SElECTOR- ECU 1/2 ARE POWERED

2 MAN START PUShBUTTON"ON" TO OPEN STARTERVAlVE

3

WhEN N2 > 20%MASTER lEVER "ON"- IGNITION "ON"- FUEl "ON"- 50% N2 : S.A.V. ClOSES IGNITION "OFF"

5

MODE SElECTOR BACK TO NORMAl WhEN ENGINES STABIlIZED AT IDlE

4 START ThE SECONDENGINE

ON

1MAN START

ON

ENG

2

ON

1MAN START

ON

ENG

2 6 MAN START PUShBUTTONRElEASE

lIGhTOFF

MASTER lEVEl ONIGN AND FUEl ON




STarTIngSYSTeM

ENGINE SYSTEMS


STARTING SYSTEM

Starting system operation

The starting system provides torque to accelerate the engine to a speed such that it can light off and continue to run unassisted.

The starting system is located underneath the right hand side engine cowlings, and consists of:

- One Starter air Valve (SaV).- Two air ducts.- One pneumatic starter.

When the starter air valve is energized, it opens and air pressure is delivered to the pneumatic starter.

The pneumatic starter provides the necessary torque to drive the HP rotor, through the agB, TgB and IgB.

The necessary air pressure for the starter comes from:

- The aPU.- The other engine, through the cross bleed system.- a ground power unit (�� to �� psi).




STarTIngSYSTeM

ENGINE SYSTEMS


STARTING OPERATION (- 5B) ShOWN (- 5A IDENTICAl)CTC-��-0��-0�

STARTER AIR VAlVE

PRESSURIZEDAIRFROM A/CAIR BlEEDSYSTEM

ECU

PYlONINTERFACE

CONNECTION BOx

UPPERDUCT

lOWERDUCT PNEUMATIC STARTER





STarTIngSYSTeM

ENGINE SYSTEMS





STarTeraIr ValVeENGINE SYSTEMS


STARTER AIR VAlVE






STARTER AIR VAlVE

The Starter air Valve (SaV) controls the pressurized air flow to the engine pneumatic starter.

The SaV is secured on the air starter duct, just below the � o’clock position and is accessible through an access door provided on the right hand side fan cowl.

The valve is connected to two air ducts. The upper duct (from the pylon to the valve), and the lower duct (from the valve to the air starter).

Two electrical connections transfer electrical signals to the eCU.

The SaV is normally closed.

an electrical signal, sent by the eCU, changes the value status to the open position.

You can operate the valve manually in case of electrical command failure by using the manual override lever. air pressure must be present, to avoid internal damage.

CaUTIOn:Do not operate the manual handle of the starter air valve if the starter system is not pressurized, or internal damage to the starter air valve can occur.

WarnIng: gloves must be worn to avoid injury from hot parts.

Position switches provide the valve status to the eCU.






STARTER AIR VAlVECTC-��-0��-0�

FANFRAME

SAV ACCESSDOOR

MANUAl OVERRIDElEVER AND VISUAlPOSITION INDICATOR

FANCASE

FlOW DIRECTIONINDICATOR AIR

DUCT

3:00O’ClOCKhJ10

hARNESS

CONNECTOR(ChANNEl B)

hJ9hARNESS

CONNECTOR(ChANNEl A)

FWD






Page ��0May 0�




PneUMaTICSTarTer

ENGINE SYSTEMS

Page ��May 0�

PNEUMATIC STARTER



CFM56-5A/5B TRAININGMANUAL

PneUMaTICSTarTer

ENGINE SYSTEMS

Page ��May 0�

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.




PneUMaTICSTarTer

ENGINE SYSTEMS

Page ��May 0�

PNEUMATIC STARTERCTC-��-0��-0�

O-RING

MAGNETIC PlUG DRAINPORT

OVERFlOWPORT

FIllINGPORT

O-RING

DRAIN PlUG



CFM56-5A/5B TRAININGMANUAL

PneUMaTICSTarTer

ENGINE SYSTEMS

Page ��May 0�

PNEUMATIC STARTER

The pneumatic starter has an air inlet and a stator housing assembly, which contains the following main elements:

- a turbine wheel stator and rotor.- a gear set.- a clutch assembly.- an output shaft.

Pressurized air enters the air starter and reaches the turbine section, which transforms the air’s kinetic energy into mechanical power.

This high speed power output is transformed into low speed and high torque motion, through a reduction gear set.

a clutch system, installed between the gear set and the output shaft, ensures transmission of the turbine wheel power to the output shaft during engine starting, and disconnection when the output shaft speed reaches �0% of n�.

On new starters, a sprag clutch system (free wheel) is installed.

It is linked with a shear pin decoupler to ensure back drive protection.

The shear pin will break if the sprag clutch does not disengage.




PneUMaTICSTarTer

ENGINE SYSTEMS

Page ��May 0�

AIR STARTER OPERATIONCTC-��-0��-0�

ExhAUST

A B C D

A = TURBINEB = REDUCTION GEAR SETC = ClUTChD = OUTPUT ShAFT

AIR PRESSUREFROM A/C

AIR SYSTEM





PneUMaTICSTarTer

ENGINE SYSTEMS

Page ��May 0�




IgnITIOnENGINE SYSTEMS

Page ��May 0�

IGNITION





Page ��May 0�

IGNITION GENERAl

The purpose of the ignition system is to ignite the air/fuel mixture within the combustion chamber.

The engine is equipped with a dual ignition system, located on the right-hand side of the fan case and both sides of the core.

The ignition system has two independent circuits consisting of :

- � high energy ignition exciters.- � ignition lead assemblies.- � spark igniters.

electrical power, from the essential and normal bus, is supplied to the ignition exciters through the eCU relays and transformed into high voltage pulses. These pulses are sent, through ignition leads, to the tip of the igniter plugs, producing sparks.





Page ��May 0�

IGNITION GENERAlCTC-��-0��-0�

IGNITION lEADASSEMBlY (2)

SPARK IGNITER (2)

ExCITER (2)






IGNITION

Ignition exciters

The ignition exciters, which are capacitor discharge type, use �� VaC to produce high voltage pulses to energize the spark igniters.

The ignition exciters transform this low voltage input into repeated �0 KV high voltage output pulses.

The � ignition exciters are installed on the fan case, between the � and � o’clock positions.

a stainless steel protective housing, mounted on shock absorbers and grounded, encloses the electrical exciter components.

The housing is hermetically sealed, ensuring proper operation, whatever the environmental conditions.

The components are secured mechanically, or with silicon cement, for protection against engine vibration.

The ignition exciter electrical circuit consists of:- an input circuit.- a rectifier and storage circuit.- a discharge circuit.

The a/C alternating input voltage is first rectified and then stored in capacitors.

In the discharge circuit, a spark gap is set to break down when the capacitors are charged, delivering a high voltage pulse at a regular rate.

Input voltage: �0�-�� VaC (�� V nominal). ��0-��0 Hz (�00 Hz nominal).

Output voltage: ��-�0 KV at the end of the ignition lead.

nOTe: Be sure exciters are de-energized for at least � minutes before working on the ignition system. Voltage output can be dangerous. Do not touch the electrical contacts. exciters may contain an electrical charge even when they are not energized.





Page ��May 0�

IGNITION ExCITERSCTC-��-0�0-0�

A

VIEW A

FWD

ElECTRICAlCONNECTORSYSTEM A(IGN1)

ElECTRICAlCONNECTORSYSTEM B(IGN2)

ElECTRICAlCONNECTORSYSTEM B(IGN2)

TO RIGhTIGNITER

TO lEFTIGNITER

GROUNDSTRAP

ShOCKABSORBER





Page ��May 0�

IGNITION

Ignition distribution system

The purpose of the distribution system is to transmit the electrical energy delivered by the ignition exciters to produce sparks inside the combustion chamber.

The main elements of distribution are:

- � ignition lead assemblies, from the exciters to the combustor case, at each spark igniter location.

- � spark igniters, located on the combustor case at � and � o’clock.

Ignition lead

The two ignition lead assemblies are identical and interchangeable, and each connects one ignition exciter to one spark igniter.

a single coaxial electrical conductor carries the high tension electrical pulses to the igniter plug.

The portion of the lead assembly along the core, as well as the outer portion of the igniter, is cooled by booster discharge air.

The ignition lead assembly consists of an elbow, an air inlet adapter, an air outlet and terminals that are interconnected with a flexible conduit assembly.

The flexible conduit consists of an inner copper braid, a convoluted conduit, and a nickel outer braid.Within this metal sleeve is a stranded, silicon-insulated wire.

Booster air is introduced at the air adapter assembly, into the cooled section of the conduit, and exits at the connection with the igniter.





Page ��May 0�

IGNITION DISTRIBUTION SYSTEM - IGNITION lEADCTC-��-0��-0�

IGNITERPlUG

ElBOWASSEMBlY

COOlINGAIR ExIT

IGNITION lEADASSEMBlY

ExCITER

6 O’ClOCKJUNCTION BOx BOOSTER

AIR

RIGhTIGNITIONlEAD

lEFTIGNITIONlEAD

BUNDlEJUNCTIONBOx COVER

O-RING

O-RING

IGNlEAD

RETAININGPlATE

OUTERBRAID

COOlINGAIR INlET

COOlED SECTION NON-COOlED SECTION

FWD

BOOSTER AIRINTRODUCTION

AIR ADAPTERASSEMBlY





Page ��May 0�

IGNITION

Igniter plug

The igniter plug is a recessed gap igniter, which has:

- an input terminal contact,- a shell seal.- a retained insulator.- an installation flange gasket (captive gasket).- a spark gap.

The igniter plug operates in conjunction with the capacitor discharge-type ignition exciter.

an electrical potential is applied across the gap between the center electrode and the shell.

as the potential across the electrode and shell increases, a spark is emitted, igniting the fuel/air mixture.

The connection between the igniter plug and the ignition lead is surrounded by a shroud, which ducts the ignition lead cooling air around the igniter plug.

The depth of the spark igniter is controlled by the igniter bushing and igniter plug gasket(s). each gasket is 0.��mm in thickness.

Before installing the spark igniter, a small amount of graphite grease should be applied to the threads that connect with the igniter bushing in the combustion case boss.

nOTe :Do not apply grease or any lubricant to the threads of the connector on the ignition lead as this will cause damage to the igniter and lead.

If the igniter has been removed for maintenance or repair, the chamfered silicone seal must be replaced.





Page ��May 0�

IGNITER PlUGCTC-��-0��-0�

COMBUSTIONCASE

IGNITERPlUG

GASKET IGNITERBUShING

COOlINGShROUD

ShROUDClAMP

IGNITION lEADASSEMBlY

COUPlINGNUT

ChAMFEREDSIlICONE SEAl

CAGED SPRINGASSEMBlY

COOlINGShROUDSPARK

IGNITER

CAPTIVEGASKET






Page ��May 0�


engIneCOnTrOlENGINE SYSTEMS

Page ��May 0�



ENGINE CONTROl



engIneCOnTrOlENGINE SYSTEMS

Page ��May 0�






PWr ManENGINE SYSTEMS

Page ��May 0�

POWER MANAGEMENT & FUEl CONTROl







The power management function computes the fan speed (n�) necessary to achieve a desired thrust.

The FaDeC manages power, according to two thrust modes:

- Manual mode, depending on the Thrust lever angle.

- autothrust mode, according to the autothrust function generated by the autoflight system.

Power management uses n� as the thrust setting parameter.

It is calculated for the appropriate engine ratings (coded in the identification plug) and based upon ambient conditions, Mach number (aDIrU’s) and engine bleeds (eCS).





Page ��May 0�

POWER MANAGEMENTCTC-��-0��-0�

ThROTTlERESOlVER ANGlE

ID PlUG

AMBIENTCONDITIONS

ENGINEBlEEDS

PWRMAN N1 COMMAND

AUTO ThRUSTSYSTEM

EIU





Page ��May 0�


Throttle lever

The throttle control system is fully electrical and consists of:

- The throttle control lever- The throttle control artificial feel unit- The throttle control unit- The electrical harness.

In addition, each throttle control lever is fitted with an instinctive pushbutton switch. This pushbutton switch serves for the de-activation and disengagement of the autothrust function.

The design of the throttle control is based upon a fixed throttle concept: this means that the throttle control levers are not servo motorized.

There are � detents that correspond to specific values of Tra (throttle resolve angle). each detent corresponds to a specific engine power.

a system of adjustable mechanical rods transmits the throttle control lever movement. It connects the throttle control artificial feel unit to the input lever of the throttle control unit.among other components, the throttle control unit includes � resolvers whose signals are dedicated to the eCU (one resolver per channel of the eCU).

The resolver transforms the mechanical movement into an electrical signal representing the angular position. The electrical signal is transmitted directly to the eCU, through hardwire connections, for use in thrust calculations.





Page ��May 0�

ThROTTlE lEVERCTC-��-��-00

MAxREV MCl

MCTFlx TO

DRTTO/GA

N1REF

-38 0 85,5 TRA

IDlE

STOP STOP

DETENT DETENT DETENT

ThROTTlECONTROlUNIT

ADJUSTABlEROD

ARTIFICIAlFEEl UNIT

ThROTTlElEVER

AUTOThRUST INSTINCTIVEDISCONNECT PUShBUTTON

REVERSElATChING

lEVER

ADJUSTABlEROD





Page ��May 0�


each n� is calculated according to the following flight conditions:

- Temperature: the thrust delivered depends on outside air temperature (OaT). By design, the engine provides a constant thrust up to a pre-determined OaT value, known as “corner point”, after which the thrust decreases proportionally to maintain a constant egT value.

- Pressure: with an increase in altitude, thrust will decrease when operating at a constant rPM due to the reduction in air density, which reduces the mass flow and fuel flow requirements.

- Mach: when mach number increases, the velocity of air entering the engine changes, decreasing thrust. To determine the fan speed, the eCU calculates M0 from the static pressure, the total pressure and the TaT values.

- Bleed: eCS bleed and anti-ice bleed are taken into account in order to maintain the same egT level with and without bleeds.





Page ��May 0�

POWER MANAGEMENT COMPUTATIONCTC-��-0��-0�

OAT

ThRUST P0

AlTITUDE EFFECTSOAT

ThRUST

EGT

CORNERPOINT

N1

TEMPERATURE EFFECTS

ThRUST

MACh EFFECTS

STD SEA lEVEl

0,1 0,2 0,3 0,4 0,5

MAxREV MCl

MCTFlx TODRT

TO/GA

N1REF

-38° 0 85,5 TlA

IDlE

OAT

ThRUST

BlEED EFFECTS

BlEED OFF

BlEED ON

CP





Page ��May 0�


Flex Take-off

The Flex Take-off function enables the pilot to select a take-off thrust, lower than the maximum take-off power available for the current ambient conditions.

Temperatures for the flexible take-off function are calculated according to the ‘assumed temperature’ method.

This means setting the ambient temperature to an assumed value, which is higher than the real ambient temperature. The assumed ambient temperature (��°C max) is set in the cockpit, using the MCDU. The value is transmitted to the FaDeC on the arInC digital data bus via the FMgC and the eIU.

The flexible mode is only set if the engine is running and the aircraft is on the ground.

However, the power level, which is set by the FaDeC in the flexible mode, may be displayed on the eCaM by input of a flexible temperature value, through the MCDU PerFOrManCe - TaKe OFF page, and setting the Tra to the flex position, before the engine is started.





Page ��May 0�

FlExIBlE TAKE-OFFCTC-��-0��-0�

FADEC

COMPUTATION

r

0

F

a/THr

T0

ga

Cl

FlX

MCT

r

0

l

a/THr

T0

ga

Cl

FlX

MCT

��

�0

��

�0

��

�0

��

�0

�

0

81.5 81.4

92.5 92.7

670 665

5 10 5 10

5 10 5 10

n�%

n�%

egT°C

5070 5070lBS/H

FF


aPU aVaIlaDV

STS

FlX ��.� % ��°C

FOB : ��00 lBS

S FlaP F

�

TAKE OFF

V1 FlP RETR RWY

VR SlT RETR TO ShIFT

V2 ClEAR FlAPS/ThS

DRT TO - Flx TO

45°

MCDU

re

V ID

leIDle

IDle

reVerSe

reV

MC

lFl

X T

OM

CT

TO/g

a

0

FlEx TEMP = OAT + 20°

C

��

°

25 30 45 T°

ThRUST

N1

DN1

FlEx T/O (ExAMPlE: 5B1)

(CP)

Flx TO

- 5B

- 5A





Page ��May 0�


Derated Take-off

(-5B):

Derated take-off is provided to achieve take-off power levels below the maximum level.

When the aircraft derated take-off option is installed, the FaDeC unit may set a derated take-off level depending on a value from � to � entered through the MCDU.Priority defaults to the highest derated take-off thrust level

The derated take-off level is set in the cockpit using the Multi-Purpose Control Display Unit (MCDU), and transmitted to the FaDeC unit on the arInC digital data bus via the Flight Management guidance Computer (FMgC), the Flight Control Unit (FCU), and the eIU.

The derated take-off mode is only set if the engine is running and the aircraft is on the ground. However, the n� speed, which is set by the FaDeC in the derated take-off mode, may be displayed by input of a valid derated take-off level value and setting the Tra to the appropriate positions, before the engine is started.

The six different levels correspond to a delta n�:

levels � � � � � �

Delta n� rpm��00 to ��00

��to

��

��to

��

��to

�00

��to

��

��to

�0�

��to

��

(-5A):

Derated take-off is not provided for CFM��-�a engines.





Page ��May 0�

DERATED TAKE-OFF (- 5B ONlY)CTC-��-��-00

FADEC

COMPUTATION

r

0

F

a/THr

T0

ga

Cl

FlX

MCT

r

0

l

a/THr

T0

ga

Cl

FlX

MCT

��

�0

��

�0

��

�0

��

�0

�

0

81.5 81.4

92.5 92.7

670 665

5 10 5 10

5 10 5 10

n�%

n�%

egT°C

5070 5070lBS/H

FF


aPU aVaIlaDV

STS

DrT �� % D0�

FOB : ��00 lBS

S FlaP F

�

TAKE OFF

V1 FlP RETR RWY

VR SlT RETR TO ShIFT

V2 ClEAR FlAPS/ThS

DRT TO - Flx TO

MCDU

re

V ID

leIDle

IDle

reVerSe

reV

MC

lD

rT

TO F

lX T

O*

MC

T

TO/g

a

0

DERATElEVEl(1 TO 6)

D04 UPPER ECAM

* DERATE IS AChIEVED ON Flx TO DETENT

OPTIONAl

- 5B







N1 trim

(-5B):

engine build-up tolerances create thrust differences between engines operating at the same n�.

The eCU uses the n� discrete modifier to reduce the thrust differences between individual engines.

n� trim levels (or modifiers) are determined during the test cell run and the n� trim is only active beyond MCT setting.

The n� command is reduced within the eCU, and this reduces the n� actual speed by a certain percentage. Since n� speed equals thrust, different thrust outputs can be matched.

The n� modifier level that reduces n�, does not affect the value sent to the flight deck for display, and so the flight deck n� indication remains unaffected, except indicated n� gets closer to the indicated red line. In that case, the eCU takes into account the n� trim level (wash out) so that the indicated n� really equals the physical n� (to prevent a wrong overspeed warning).

(-5A):

n� trim is not provided for CFM��-�a engines.





Page ��May 0�

N1 TRIM (- 5B ONlY)CTC-��-��-00

96.0

31000 lbs

N1%

N1

96%

MTO/GATlA

96.0

31205 lbs

N1%

N1

96%

MTO/GATlA

96.0

31000 lbs

N1%

N1

96%

MTO/GATlA

96.0

31000 lbs

N1%

N1

95.4%

MTO/GATlA

ENG 2TRIM DOWN

ENG 1UNChANGED

lEVEl 0

lEVEl 7

lEVEl 6

lEVEl 5

lEVEl 1lEVEl 2lEVEl 3lEVEl 4

50003600N1 (rpm)

N1(rpm)

- 5B





Page ��May 0�


Fuel control

The fuel control law computes the Fuel Metering Valve (FMV) demand signal depending on the engine control laws and operating conditions.

Fuel flow in the combustor must be precisely regulated in order to deliver the necessary kinetic energy to drive the HP and lP turbines. In this way, the exact n� speed can be achieved by manipulating the fuel flow which leads to a specific n� speed.

The fuel metering functions regulate engine fuel flow to control n� or n� speed, based on the command of the throttle resolver angle (Tra) and environmental conditions:

- During engine starting, and idle power settings, n� speed is controlled.

- During high power operations, requiring thrust, n� speed is controlled, and n� is driven between minimum and maximum limits.

The limits depend on:- Core speed.- Compressor discharge pressure.- Fuel/air ratio.- Fan and core speed rates (acceleration,

deceleration).

N2 floor

a minimum core speed limit is calculated and is used near idle to guarantee at least �0 percent thrust in the event of fan speed sensor failure.

a core speed floor limit is used to guarantee the engine response in icing condition or when higher idle speeds are required due to aircraft approach, high IDg temperatures, or engine thrust reverser active.

PS3

a minimum PS� is calculated to ensure the aircraft will have sufficient pressure for the wing and nacelle anti-icing and eCS bleeds. also, the inclement weather flameout protection is implemented by increasing the minimum PS� limit.





Page ��May 0�

FUEl CONTROl INTRODUCTION (- 5B) ShOWN (- 5A IDENTICAl)CTC-��-0��-0�

J�J�

J�J��

J�� J�J�

J�

J�J�

J�� J��J�� J�0

J�

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

lIMITS

ECUhMU

Wf





Page ��May 0�


Fuel control (continued)

a maximum PS� limit is used to protect from over-pressuring the core outer casing and to limit lP turbine torque.

Wf/PS3

a maximum limit for Wf/PS� is used to maintain adequate flameout protection.

a minimum limit for Wf/PS� is used to maintain adequate flameout protection.

Speed rates

For normal engine transient control, rate limits for the core speed, fan speed and fuel are used. The fuel rate limit is to establish an accel (or decel) rate by allowing an initial step in fuel. The fuel rate limit is then applied until the speed rates are established. Core speed rate limits are used to maintain consistent thrust response from one engine to another. Both fan and core rate are helpful in extending the engine life by reducing peak temperatures in the engine cycle.






Page ��May 0�


FUelSYSTeM

ENGINE SYSTEMS

Page ��May 0�



FUEl SYSTEM



FUelSYSTeM

ENGINE SYSTEMS

Page ��May 0�






FUelSENGINE SYSTEMS

Page ��May 0�

FUElS




FUelSENGINE SYSTEMS


FUElS

Fuels used in CFM��-�a/-�B engines must be approved by the authorities, following the specifications listed below (or equivalent):

- aSTM D��.-JeT a, JeT a� and JeT B.- MIl-T-�� grades JP�, JP�, or- MIl-T-�� grade JP�.-French Specifications aIr. ��0�C, ��0�C, ��0�B.-United Kingdom Specifications DerD ��/��,

DerD ��.

The list of approved materials and equivalent specifications is given in the aircraft Maintenance Manual (aMM).

Flights performed with mixed approved fuels are authorised.

Additives

approved additives listed in the aMM (anti-icing, red-dye, leak-tracer ...) can be used following defined conditions and limits.

Servicing

WarnIng: Sampling and refuelling must follow safety precautions.




FUelSENGINE SYSTEMS

Page ��May 0�

FUElCTC-��-��-00

APPROVED FUElS

USAGE

KEROSENE TYPE JET FUElFREEZING POINT : -47 DEG C

REFERENCES

JET A-1


WIDE CUT TYPE JET FUEl

JET FUEl

hIGh FlAShPOINT JET FUEl

JET A

KEROSENE TYPE JET FUElFREEZING POINT : -60 DEG CTS1


RT

JP-5

JP-8

JET B OR JP4

MIxED FUEl OPERATION IS AllOWED, PROVIDED ThE OThERFUEl IS ON ThE lIST.

ThIS DATA IS FOR TRAINING PURPOSES ONlY.ThE lIST OF APPROVED MATERIAlS IS GIVEN IN

ThE AIRCRAFT MAINTENANCE MANUAl.





FUelSENGINE SYSTEMS

Page ��May 0�




FUelDISTrIBUTIOn

ENGINE SYSTEMS

Page ��May 0�

FUEl DISTRIBUTION




FUelDISTrIBUTIOn

ENGINE SYSTEMS

Page ��May 0�

FUEl GENERAl

The purpose of the fuel distribution system is:

- To deliver clean fuel to the engine combustion chamber.

- To supply clean and ice-free fuel to various servo-mechanisms of the fuel system.

- To cool down engine oil and Integrated Drive generator (IDg) oil.




FUelDISTrIBUTIOn

ENGINE SYSTEMS

Page ��May 0�

FUEl GENERAlCTC-��-��0-00

ENGINE OIl AND

IDG OIl COOlING

FUEl ClEANING ICE PROTECTION TO SERVO MEChANISMS

FUEl DElIVERY TO COMBUSTION

FUEl DISTRIBUTION

ChAMBER

VAlVE ACTUATOR




FUelDISTrIBUTIOn

ENGINE SYSTEMS

Page ��May 0�

FUEl DISTRIBUTION

The fuel distribution components consist of:

- Fuel supply and return lines (not shown).- a fuel pump and filter assembly.- a main oil/fuel heat exchanger.- a servo fuel heater.- a Hydro-Mechanical Unit (HMU).- a fuel flow transmitter.- a fuel nozzle filter.- an IDg oil cooler.- a Fuel return Valve (FrV).

(-5B):- a fuel manifold.- Twenty fuel nozzles.

(-5A):- a Burner Staging Valve (BSV).- Two fuel manifolds (each with �0 nozzles).




FUelDISTrIBUTIOn

ENGINE SYSTEMS

Page ��May 0�

FUEl DISTRIBUTION COMPONENTS (- 5B)CTC-��-0��-0�

MAIN OIl/FUElhEAT ExChANGER

IDG OIlCOOlER

SERVOFUEl

hEATER

FUElPUMP

hMU FUEl FlOWTRANSMITTER

FUEl NOZZlEFIlTER

FUElNOZZlE

FUEl MANIFOlD(PARTIAl)

FUEl RETURNVAlVE

- 5B





FUelDISTrIBUTIOn

ENGINE SYSTEMS

Page ��May 0�




FUelDISTrIBUTIOn

ENGINE SYSTEMS

Page ��May 0�

FUEl DISTRIBUTION COMPONENTS (- 5A)CTC-��-��-00


SERVOFUEl

hEATER

FUElPUMP

IDGOIl COOlER FUEl FlOW

TRANSMITTER

hMU

FUEl NOZZlEFIlTER

FUElNOZZlE

FUEl MANIFOlD(PARTIAl)

BURNERSTAGING VAlVE

FUElRETURN VAlVE




FUelDISTrIBUTIOn

ENGINE SYSTEMS


FUEl DISTRIBUTION

Fuel from the a/C tank enters the engine fuel pump, through a fuel supply line.

after passing through the pump, the pressurized fuel goes to the main oil/fuel heat exchanger in order to cool down the engine scavenge oil.

It then goes back to the fuel pump, where it is filtered, pressurized and split into two fuel flows.

(-5B):

The main fuel flow goes through the HMU metering system, the fuel flow transmitter and fuel nozzle filter and is then directed to the �0 fuel nozzles.

(-5A):

The main fuel flow goes through the HMU metering system, the fuel flow transmitter and the fuel nozzle filter and is then directed to the fuel nozzles and the BSV.

(-5A, 5B):

The other fuel flow goes to the servo fuel heater, which warms up the fuel to prevent any ice particles entering sensitive servo systems.

The heated fuel flow enters the HMU servo-mechanism and is then directed to the various fuel-actuated components.

a line brings unused fuel, from the HMU, back to the inlet of the main oil/fuel heat exchanger, through the IDg oil cooler.

a Fuel return Valve (FrV), also installed on this line, may redirect some of this returning fuel back to the a/C tank. Before returning to the a/C tank, the hot fuel is mixed with cold fuel from the outlet of the lP stage of the fuel pump.




FUelDISTrIBUTIOn

ENGINE SYSTEMS

Page ��May 0�

FUEl DISTRIBUTIONCTC-��-0��-0�

FROM A/C

lP STAGE

FUElFIlTER

hP STAGE

MAINOIl/FUEl

hEATExChANGER

FUEl RETURNVAlVE

FUEl FlOWTRANSMITTER

VAlVESACTUATORS

20 FUElNOZZlES

IDGOIl

COOlER

SERVOFUEl

hEATER

TO A/C TANKS

hMUMETERINGSYSTEM

hMU

MEChANISMSSERVO

FUElNOZZlEFIlTER

FUElPUMP

10 FUElNOZZlES

10 FUElNOZZlES

FUElNOZZlEFIlTER

ON - 5A ONlY

BSV





FUelDISTrIBUTIOn

ENGINE SYSTEMS

Page ��May 0�




FUel PUMPENGINE SYSTEM

Page ��May 0�

FUEl PUMP





Page ��May 0�

FUEl PUMP

The purpose of the engine fuel pump is:

- To increase the pressure of the fuel from the a/C fuel tanks, and to deliver this fuel in two different flows.

- To deliver pressurized fuel to the main oil/fuel heat exchanger.

- To filter the fuel before it is delivered to the fuel control system.

- To drive the HMU.

The engine fuel pump is located on the accessory gearbox aft face, on the left hand side of the horizontal drive shaft housing.

The fuel supply line is routed from a hydraulic junction box, attached to the left hand side of the fan inlet case, down to the fuel pump inlet.

The fuel return line is routed from the Fuel return Valve (FrV), along the left hand side of the fan case, and back up to the hydraulic junction box.





Page ��May 0�

FUEl PUMP (- 5B) ShOWN (- 5A IDENTICAl)CTC-��-0�0-0�

AIRPlANE FUEl SUPPlYlINE ATTACh FlANGE

OIl/FUEl hEATExChANGERATTACh FlANGEFUEl

FIlTER

DRIVEShAFT

QADATTAChFlANGE

FWD

FWD

FUEl PUMP ANDFIlTER ASSEMBlY OUTPUT

ShAFTTO hMU

A

VIEW A





Page ��May 0�

FUEl PUMP

The engine fuel pump is a two stage fuel lubricated pump and filter assembly.

First, the fuel passes through the boost stage, where it is pressurized.

at the outlet of the boost stage, it is directed to the main oil/fuel heat exchanger, and the FrV.

The fuel then goes back into the fuel pump, and passes through a disposable main fuel filter.

The clogging condition of the main fuel filter is monitored and displayed on an eCaM, through a differential pressure switch.

a by-pass valve is installed, in parallel with the filter, to by-pass the fuel in case of filter clogging.

at the filter outlet, the fuel passes through the HP stage pump.

a pressure relief valve is installed, in parallel with the gear pump, to protect the downstream circuit from over pressure.

at the gear stage outlet, the fuel passes through a wash filter, where it is split into two different fuel flows.

The main fuel flow, unfiltered, goes to the HMU (fuel metering system). The other fuel flow, which is filtered, goes to the servo fuel heater and the HMU (servo mechanism area).

a by-pass valve is installed, in parallel with the wash filter, to by-pass the fuel in case of filter clogging.





Page ��May 0�

FUEl PUMP OPERATION CTC-��-0��-0�

FUEl lP

N2

N2

STAGE

MAIN FUEl/OIl hEAT ExChANGER

SERVO FUEl hEATER

WF FOR SERVOS APPlICATION

ECAM P SW

MAIN FUEl FIlTER

hP STAGE

WASh FIlTER

PRESSURE RElIEF VAlVE BY PASS

WF FOR FMV

h M U

FIlTER BY PASS

FUEl PUMP

FRV





Page ��May 0�

FUEl PUMP

Fuel pump drive system

The fuel pump is fuel lubricated, and the necessary rotative motion is provided by a drive system consisting of � concentric shafts:

- The main driveshaft - The lP pump driveshaft- The HMU driveshaft.

Main fuel pump driveshaft:Driven by the agB, it drives the HP stage drive spur gear, through splines.

lP pump driveshaft:Driven by the HP stage drive spur gear, through internal splines located at the rear of the gear, it drives the lP stage, through the hollow shaft.

HMU driveshaft:Driven by the lP pump driveshaft through internal splines located at the front of the lP driveshaft, it drives the HMU.

The fuel pump drive system is equipped with � shear neck sections to provide:

- Protection of the agB against any excessive torque created within the fuel pump assembly.

- assurance of the HMU drive operation, even in case of total failure of the lP stage pump.





Page ��May 0�

FUEl PUMP DRIVE SYSTEMCTC-��-0��-0�

lP PUMP DRIVE ShAFT

ShEAR NECK

hOllOW ShAFT

hMU DRIVE ShAFT

SPlINES

lP STAGEhP STAGE

MAIN DRIVE ShAFT

SPlINES

DRIVE SPUR GEAR

SEAl ROTARY PART

ShEAR NECK

DRIVEN GEAR






FUEl PUMP

Fuel filter

The fuel filter protects the downstream circuit from particles in the fuel.

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

The filter cartridge is installed in a cavity in the fuel pump body. The fuel circulates from the outside to the inside of the filter cartridge.

In case of a clogged filter, the by-pass valve opens to allow fuel to pass to the fuel pump HP stage.

Tappings on the filter housing enable the installation of a differential pressure switch that transmits filter clogging conditions to the a/C monitoring system.

(-5B):

The cartridge has a filtering capability of �� microns absolute.

(-5A):

The cartridge has a filtering capability of approximately �� microns absolute.

(-5A, 5B):

Two anti-rotation tabs, on each end of the fuel filter element, prevent rotation of the filter. They go between two ribs of the filter housing.

Maintenance practices

Fuel filter removal/installation and check

The filter must be removed and visually inspected on a regular basis, and after any eCaM “Fuel filter clogged” warning messages, or when any significant contamination is found at the bottom of the filter cover during periodical inspection. This inspection can help to determine any contamination of aircraft, or engine fuel systems. To re-install the fuel filter cover, install the fuel filter cartridge into the filter cover and then the whole assembly into the filter housing. There are � D-head bolts and � bolt/insert to secure the cover on the housing. Carefully follow the torquing sequence. Perform a wet monitoring check for leakage.





Page ��May 0�

VISUAl INSPECTION OF ThE FUEl FIlTER CARTRIDGECTC-��-0��-0�

BOlT

SElFAlIGNINGNUT

SElFAlIGNINGWAShER

O-RING

WAShER

BOlT(1 PlACE)

O-RING

FUEl FIlTERCARTRIDGE

DRAINPlUG

MAINFUEl PUMP

RETAININGRING

D-hEAD BOlTlOCATION

(5 PlACES)

FlATWAShER

DRAINPlUG

NUT

FlATWAShER

RETAININGRING

D-hEADBOlT

NUT

B VIEW B

D-hEAD BOlTlOCATION

(5 PlACES)

PlEATSFOlDEDBACK

TABS

PREINSTAllEDPACKINGS

FUElFIlTERElEMENT

FIlTERCOVER





Page ��May 0�

FUEl PUMP


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.





Page ��May 0�

VISUAl INSPECTION OF IMPEllERCTC-��-0��-0�

A

VIEW A

O-RING

PlUG

DARK GREYROUGh SURFACE

IMPEllER lIGhT GREY COlORMAChINED COATED SURFACE

FUEl PUMP






Page ��May 0�




OIl/FUel HeaTeXCHangerS

ENGINE SYSTEMS

Page ��May 0�

OIl/FUEl hEAT ExChANGERS





ENGINE SYSTEMS

Page ��May 0�


The purpose of the main oil/fuel heat exchanger is to cool the scavenged oil with cold fuel, through conduction and convection, inside the exchanger where both fluids circulate.

The servo fuel heat is another heat exchanger which uses engine scavenge oil as the heat source to warm up fuel in the fuel control system. This prevents ice particles from entering sensitive servo mechanisms.

The exchangers are installed at the � o’clock position, in the fuel pump housing area.





ENGINE SYSTEMS

Page ��May 0�

OIl/FUEl hEAT ExChANGERSCTC-��-0��-0�


hMU

AGB FUEl PUMP

SERVOFUEl hEATER





ENGINE SYSTEMS

Page ��May 0�


Oil/fuel heat exchangers operation

The fuel circulates continuously in the tubes of the core assembly of both exchangers. There are two different sources of fuel:

- Cold fuel from the pump lP stage discharge, in the main oil/fuel heat exchanger.

- Hot fuel from the pump HP stage discharge, in the servo fuel heater.

(-5B):The scavenge oil from the lube unit enters through the inlet port of the servo fuel heater. It is filtered through the small oil filter, and flows along the inside of the core assembly between the cooling tubes.

(-5A):The scavenge oil from the lube unit enters through the inlet port of the servo fuel heater. It flows along the inside of the core assembly between the cooling tubes.

(-5A, -5B):after being deflected by three baffles, the oil leaves the servo fuel heater and enters the main oil/fuel heat exchanger, where it flows along the fuel tubes of the core, deflected by two baffles.

The cooled oil leaves the main oil/fuel heat exchanger through a side pipe in the servo fuel heater before going back to the oil tank.

Inside the main oil/fuel heat exchanger, there are two by-pass valves, one in the fuel circuit, the second one in the oil system.

When the fuel pressure differential between the inlet and outlet of the main heat exchanger is high, the bypass valve opens and sends fuel out of the core assembly of the main heat exchanger.

There are two “oil-in” passages: normal or bypass operation. The bypass operation passage is used if either the servo fuel heater core or the main oil/fuel heat exchanger core are clogged.

When the oil pressure differential is high, the bypass valve opens and sends oil out of the servo heat exchanger.

The oil returns to the oil tank and the fuel returns to the fuel pump.





ENGINE SYSTEMS

Page ��May 0�

OIl/FUEl hEAT ExChANGERS OPERATIONCTC-��-��-00

FUEl OUTTO hMUSERVOS

FUEl FROMFUEl PUMPlP STAGE

SCAVENGE OIl IN FROM lUBE UNIT

OIl OUT TO TANK

FUEl IN FROMFUEl PUMP

WASh FIlTER

FUEl TOFUEl

FIlTER

MAIN OIl FUElhEAT ExChANGER

SERVO FUElhEATER

FUEl BY-PASSVAlVE

OIl BY-PASSVAlVE

OIl FIlTER *

ON -5B ONlY*





ENGINE SYSTEMS



The connections of the main oil/fuel heat exchanger with the other systems are:

- an oil In port from the servo fuel heater- an oil OUT port to the oil tank, through the servo

fuel heater.- Two fuel ports connected with the fuel pump- a fuel return line from the HMU, through the IDg oil

cooler.

The mechanical interfaces are the mating flanges with the fuel pump, the servo fuel heater, plus one other with a fuel tube (return from the IDg oil cooler).

heat exchanger core

The heat exchanger is a tubular design consisting of a removeable core, a housing and a cover.

The core has two end plates, fuel tubes and two baffles.

The fuel tubes are attached to the end plates and the baffles inside lengthen the oil circulation path around the fuel inlet tubes.

Sealing rings installed on the core provide insulation between the oil and fuel areas.

heat exchanger housing

The housing encloses the core, and the following items are located on its outer portion:

- an oil pressure relief valve, which by-passes the oil when the differential pressure across the oil portion of the exchanger is too high.

- a fuel pressure relief valve, which by-passes the fuel when the differential pressure across the fuel portion of the exchanger is too high.

- a drain port, for fuel leak collection from inter-seal cavities, that prevent oil cavity contamination.

- Two attachment flanges; one with the fuel pump which also provides fuel In and OUT passages, and one with the servo fuel heater which also provides oil In and OUT tubes.

- One fuel In port for excess fuel from the HMU, via the IDg oil cooler.


If there is fuel contamination in the oil, both the servo fuel heater and main oil/fuel exchanger must be replaced.





ENGINE SYSTEMS

Page ��May 0�

MAIN OIl/FUEl hEAT ExChANGER OPERATIONCTC-��-0�0-0�

FUEl-OUT PORTFUEl-IN PORT

SEAlINGRINGS

COVER

BAFFlES

FUEl TUBES

FUEl CIRCUlATION

END PlATE OIl CIRCUlATION

OIl PRESSURERElIEF VAlVE

FUEl PUMPATTAChINGFlANGE

OIl-IN(BY-PASS)

OIl-IN(NORMAl

OPERATION)

SERVO FUElhEATER

ATTAChINGFlANGE

DRAIN PORT

OIl-OUT PORT

FUEl FlOW(BY PASS)

FUEl PRESSURERElIEF VAlVE





ENGINE SYSTEMS

Page ��May 0�


Servo fuel heater

Heat exchange between oil and fuel in the servo fuel heater is by conduction and convection inside the unit, which consists of:

- a case, enclosing the exchanger core and supporting the unit and oil lines.

- The exchanger core, or matrix, where heat is transferred.

- The cover, which supports the fuel lines.

(-5B):- an oil filter, which catches particles in suspension in

the oil circuit.

(-5A):nOTe:There is no oil filter on the servo fuel heater.

(-5A/-5B):Fuel from the pump wash filter enters the unit and passes through aluminium alloy, ‘U’-shaped tubes immersed in the oil flow. The tubes are mechanically bonded to a tube plate, which is profiled to the housing and end cover flanges. The fuel then exits the unit and is directed to the HMU servo mechanism area.

Oil from the lubrication unit enters the case, is filtered, and then passes into the matrix where it circulates around the fuel tubes.

at the matrix outlet, the oil is directed to the main oil/fuel heat exchanger. If the filter is clogged, or if the differential pressure across the filter is too great, a by-pass valve, installed in the main oil/fuel heat exchanger, will open.

Oil will then be directed to the main oil/fuel heat exhanger oil outlet port, pass through the servo fuel heater and go back to the engine oil tank.

Servo fuel heater casing

at the flanged end of the case, facing outward, there are two square oil inlet/outlet mounting pads.

The flange has threaded inserts to allow the installation of the cover attachment screws.The mounting flange is part of the housing casting, and has � holes to accommodate the main oil/fuel heat exchanger securing studs.

a side port chamber is provided to run the oil by-pass flow from the main oil/fuel heat exchanger to the oil outlet line connected to the engine oil tank.





ENGINE SYSTEMS

Page ��May 0�

SERVO FUEl hEATERCTC-��-0��-0�

FUEl OUT

OIl OUT

OIl IN

FUEl IN

BAFFlE

CORE

- 5B - 5A

OIl OUT

OIl IN

BAFFlE

COREATTAChMENTFlANGETO MAIN

OIl/FUEl hEATExChANGER

FUEl OUT

FUEl IN

OIl FIlTER






ENGINE SYSTEMS

Page ��May 0�




HYDrOMeCHanICalUnIT

ENGINE SYSTEMS

Page ��May 0�

hYDROMEChANICAl UNIT




HYDrOMeCHanICalUnIT

ENGINE SYSTEMS

Page ��May 0�


The Hydro-Mechanical Unit (HMU) transforms electrical signals sent from the eCU into hydraulic pressures in order to actuate various actuators used in engine control.

It is installed on the aft side of the accessory gearbox at the � o’ clock position and mounts directly onto the fuel pump.

For maintenance purposes, in the event of HMU removal and installation, the fuel flow transmitter, secured on the HMU (along with the associated hoses and brackets) must be removed to install the HMU supporting handle.




HYDrOMeCHanICalUnIT

ENGINE SYSTEMS

Page ��May 0�

hYDROMEChANICAl UNIT lOCATIONCTC-��-0��-0�

hMU




HYDrOMeCHanICalUnIT

ENGINE SYSTEMS

Page ��May 0�


The HMU has different functions:

- It provides internal calibration of fuel pressures.- It meters the fuel flow for combustion.- It provides the fuel shut-off and fuel manifold

minimum pressurization levels.- It by-passes unused fuel.- It provides mechanical n� overspeed protection.- It delivers the correct hydraulic power source to

various engine fuel equipment.

The HMU has:

- Two electrical connectors to eCU channels a and B.- an electrical connection between the shut-off

solenoid and the a/C.




HYDrOMeCHanICalUnIT

ENGINE SYSTEMS

Page ��May 0�

hYDROMEChANICAl UNIT PURPOSESCTC-��-0��-0�

METERED FUEl FlOWFOR COMBUSTION

FUEl PRESSURES CAlIBRATION

- FUEl ShUT-OFF- FUEl MANIFOlD PRESSURIZATION

ExCESS FUEl FlOWBYPASS

MEChANICAlN2 OVERSPEED PROTECTION

hMU

ChANNEl ACONNECTOR

ChANNEl BCONNECTOR

hMU ShUT OFFSOlENOID/AIRCRAFT

CONNECTOR

FUEl EQUIPMENT POWERSOURCE SUPPlY




HYDrOMeCHanICalUnIT

ENGINE SYSTEMS



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.




HYDrOMeCHanICalUnIT

ENGINE SYSTEMS

Page ��May 0�

hYDROMEChANICAl UNIT DESIGNCTC-��-0��-0�

ACTUATORS VAlVES

COMBUSTIONChAMBER

IDG OIlCOOlER

SERVO MEChANISMSAREA

PRESSURE REGUlATION SYSTEM

SERVO FlOW REGUlATION

SOlENOIDS

TORQUE MOTORS

ECU

A/C

FUEl METERING SYSTEM

DElTA P VAlVE

PRESSURIZING AND ShUT-OFF VAlVE

BY-PASS VAlVE

OVERSPEED GOVERNOR SYSTEM

FUEl METERING VAlVE




HYDrOMeCHanICalUnIT

ENGINE SYSTEMS

Page ��May 0�


General description

(-5B):To achieve all the different engine functions, the HMU is fitted with:� torque motors (TM) for the control of:

- FMV- VSV- VBV- TBV- HPTCC- lPTCC

� solenoid (S) for:- a/C shut off valve signal generation.(this solenoid is not controlled by the eCU, but by the

a/C Master lever.)

(-5A):To achieve all the different engine functions, the HMU is fitted with � torque motors (TM), one of which is not used. The remaining � are used for the control of:

- FMV- VSV- VBV- HPTCC- lPTCC

� solenoids (S) for:- BSV controls.- a/C shut off valve signal generation.(this solenoid is not controlled by the eCU, but by the

a/C Master lever.)

(-5A, -5B):

The HMU is also fitted with:

� resolver (r), to track the FMV position.

� sets of switches (one set for the overspeed governor, one for the pressurizing valve).

nOTe :The resolver and the switches are dual devices.i.e. their feedback indication is provided to both eCU channels.




HYDrOMeCHanICalUnIT

ENGINE SYSTEMS

Page ��May 0�

hMU DESCRIPTION (- 5B) CTC-��-0��-0�

ChANNEl

A

ECU

F/B

A/C ShUT-OFF SOlENOID

FROM SERVO FUEl hEATER

FROM ENGINE FUEl PUMP

N2

FROM A/C

TO FUEl NOZZlES

RETURN TO IDG OIl COOlER AND MAIN OIl/FUEl hEAT ExChANGER

hMU

ChANNEl

B

SW

SW BY- PASS

VAlVE

OVERSPEED GOVERNOR N2 > 106%

FMV

TBV

VSV

hPTCC

R

TO ACTUATORS

TM

TM

TM

P VAlVE

lPTCC TM

VBV TM

S

TM S

PRESSURIZING AND

ShUT-OFF VAlVE

PRESSURE CAlIBRATION

NOT USED





HYDrOMeCHanICalUnIT

ENGINE SYSTEMS

Page ��May 0�




HYDrOMeCHanICalUnIT

ENGINE SYSTEMS

Page ��May 0�

hMU DESCRIPTION (- 5A) CTC-��-��-00

ChANNEl

A

ECU

F/B

A/C ShUT-OFF SOlENOID

FROM SERVO FUEl hEATER

FROM ENGINE FUEl PUMP

N2

FROM A/C

TO FUEl NOZZlES

RETURN TO IDG OIl COOPER AND MAIN OIl/FUEl hEAT ExChANGER

hMU

ChANNEl

B

SW

SW BY- PASS

VAlVE

OVERSPEED GOVERNOR N2 > 106%

FMV

NOT USED

VSV

hPTCC

R

TO ACTUATORS

TM

TM

TM

lPTCC TM

VBV TM

S

TM S

PRESSURIZING AND

ShUT-OFF VAlVE

PRESSURE CAlIBRATION

BSV

P VAlVE





HYDrOMeCHanICalUnIT

ENGINE SYSTEMS

Page ��May 0�




FUel FlOWTranSMITTer

ENGINE SYSTEMS

Page ��May 0�

FUEl FlOW TRANSMITTER





ENGINE SYSTEMS

Page ��May 0�

FUEl FlOW TRANSMITTER

The purpose of the fuel flow transmitter is to provide the eCU with information, for indicating purposes, on the weight of fuel used for combustion.

located in the fuel flow path at the � o’clock position, between the HMU metered fuel discharge port and the fuel nozzle filter, it is bolted on installation brackets on the rear side of the HMU.

The fuel flow transmitter consists of an aluminium body with a cylindrical bore and an electrical connector installed on the outside of the body for connection to the HMU.

The interfaces are:

- a fuel supply hose, connected from the HMU.

- a fuel discharge tube, connected to the fuel nozzle filter.

- an electrical wiring harness, connected to the eCU.

There are two types of fuel flow transmitter available.





ENGINE SYSTEMS

Page ��May 0�

FUEl FlOW TRANSMITTERCTC-��-0��-0�

FlOWFROM hMU

TO FUElNOZZlE FIlTER

UP

INlET OUTlET

FUEl SUPPlY hOSE

INSTAllATION BRACKET

ElECTRICAlCONNECTOR

hYDROMEChANICAlUNIT

FUEl DISChARGETUBE

FORWARD

hMUDISChARGE

PORT






ENGINE SYSTEMS

Page �00May 0�




FUel nOZZleFIlTer

ENGINE SYSTEMS


FUEl NOZZlE FIlTER




FUel nOZZleFIlTer

ENGINE SYSTEMS


FUEl NOZZlE FIlTER

The fuel nozzle filter (also called downstream fuel filter) is installed above the top of the HMU between � and � o’clock and connected to the fuel flow transmitter.

The fuel nozzle filter collects any contaminants that may still be left in the fuel before it goes to the fuel nozzle supply manifold.




FUel nOZZleFIlTer

ENGINE SYSTEMS


CTC-��-0��-0� FUEl NOZZlE FIlTER (OR DOWNSTREAM FUEl FIlTER)

NOZZlEMANIFOlD

FROMFUEl FlOWTRANSMITTER

FUEl NOZZlEFIlTER

FUEl FlOWTRANSMITTER

hMU





FUel nOZZleFIlTer

ENGINE SYSTEMS


EFFECTIVITYAll CFM56-5A FOR A319-A320



BUrnerSTagIng ValVe

ENGINE SYSTEMS


BURNER STAGING VAlVE (-5A ONlY)




BUrnerSTagIng ValVe

ENGINE SYSTEMS



The purpose of the Burner Staging Valve (BSV) is to close the fuel supply to the staged manifold.

In this condition, only ten fuel nozzles are supplied with fuel.

The BSV is installed on a support bracket on the core engine at the � o’clock position.




BUrnerSTagIng ValVe

ENGINE SYSTEMS


BURNER STAGING VAlVE (- 5A ONlY)CTC-��-0��-00

- 5A




BUrnerSTagIng ValVe

ENGINE SYSTEMS



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

To safely work close to this limit, the eCU cuts �0 of the �0 engine fuel nozzles.

The effect is that the same amount of fuel is provided in the combustion chamber, but on �0 fuel nozzles only. In this condition, the lean flame-out is well above the flame-out limit and it is impossible to extinguish combustion.

The diagram indicates the switch limits between �0 and �0 fuel nozzles.

Two fuel supply manifolds, staged and unstaged, are installed on the fuel supply system.

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

The unstaged manifold always supplies �0 fuel nozzles, and the staged manifold supplies the �0 remaining fuel nozzles, depending on the BSV position.

at the outlet of the BSV, each fuel supply manifold is connected to a “Y” shaped supply tube at approximately the � and � o’clock positions.

each supply manifold is made up of two halves, which are mechanically coupled, and include � provisions to connect the fuel nozzles.

To improve the rigidity in between the manifold halves, connecting nuts are installed at the � and �� o’ clock positions.




BUrnerSTagIng ValVe

ENGINE SYSTEMS


BURNER STAGING VAlVE PURPOSE (- 5A ONlY)CTC-��-0��-00

STAGEDMANIFOlD

UNSTAGEDMANIFOlD

WF/PS3lOCAl

10 FUElNOZZlES

20 FUElNOZZlES

BSVClOSED

MARGIN BSV ClOSED

MARGIN BSV OPEN

WF/PS3GlOBAl

.007

BSV OPERATION

FlAME OUTlIMIT

OFFON

BSV

BSVSUPPORT

- 5A





BUrnerSTagIng ValVe

ENGINE SYSTEMS





FUel nOZZleENGINE SYSTEMS

Page ��May 0�

FUEl NOZZlE





Page ��May 0�

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.





Page ��May 0�

FUEl NOZZlECTC-��-0�0-0�

FUElMANIFOlD

FUElNOZZlE

- 5B

- 5A

FUEl NOZZlE

FUElMANIFOlD

COMBUSTIONChAMBER

COMBUSTIONCASE

COMBUSTIONChAMBER





Page ��May 0�

FUEl NOZZlE

The fuel nozzle is a welded assembly which delivers fuel through two independent flows, and consists of:

- a cover, where the nozzle fuel inlet connector is located.

- a cartridge assembly, which encloses a check valve and a flow divider metering valve (called metering valve or cartridge valve depending on the manufacturer).

- a support, used to secure the fuel nozzle onto the combustion case.

- a metering set, to calibrate primary and secondary fuel flow sprays.

There are two types of nozzle, from two different manu-facturers, with a different shaped cartridge assembly (visible check valve or not).





Page ��May 0�

FUEl NOZZlE TYPESCTC-��-0��-0�

CARTRIDGEVAlVEASSEMBlY

INlETCONNECTOR

COlOR BAND(BlUE OR NATURAl)

COlOR BAND(BlUE OR NATURAl)

SUPPORT SUPPORT

METERING SET METERING SET

METERINGCARTRIDGEASSEMBlY

ChECKVAlVE

INlETCONNECTOR

TYPE 1 TYPE 2





Page ��May 0�

FUEl NOZZlE

Basically, all fuel nozzle models are similar, provide the same operational performances, and are mounted and connected to the engine in an identical manner.

However, four nozzles located in the pilot burning area in the combustion chamber, on either side of the spark plugs, have a wider primary spray angle.

The wider spray angle is incorporated to improve altitude re-light capability.

To facilitate identification of the nozzle type, a colour band is installed on the nozzle body. The colour name is also engraved on the band.

- Blue colour band and engraved “BlUe” on the �� regular fuel nozzles.

- natural colour band and engraved “naTUral” on the � wider spray fuel nozzles.





Page ��May 0�

FUEl NOZZlE IDENTIFICATIONCTC-��-0��-0�

PRIMARYFlOW(BlUE BAND)

WIDERFUEl NOZZlES(NATURAl BAND)

PRIMARYFlOW

SPARK PlUGS

WIDERFUEl NOZZlES(NATURAl BAND)

89°

64°

8 O'ClOCK4 O'ClOCK

x 16

x 4





Page ��May 0�

FUEl NOZZlE

Fuel nozzle operation (continued)

From the nozzle inlet, fuel passes through the inlet filter and accumulates within the cartridge assembly.

around �� psig, the fuel opens the check valve. It is sent to the central area of the metering set which calibrates the spray pattern of the primary fuel flow (narrow angle).

When the fuel pressure reaches about ��0 psig, it opens the flow divider metering valve and the fuel goes through the outer tube of the support to another port in the metering set.

This port calibrates the spray pattern of the secondary fuel flow (wider angle of ��°).





Page ��May 0�

FUEl NOZZlE OPERATIONCTC-��-0��-0�

FUEl

CARTRIDGEASSEMBlY

SECONDARYFlOW DIVIDER

VAlVE

PRIMARYChECK VAlVE

SECONDARYFUEl FlOW

PRIMARYFUEl FlOW

METERING SET

125°

64°/89°INlETFIlTER




IDgOIl COOler

ENGINE SYSTEMS

Page ��May 0�

IDG OIl COOlER




IDgOIl COOler

ENGINE SYSTEMS

Page ��May 0�

IDG OIl COOlER

The Integrated Drive generator (IDg) oil cooler uses the HMU by-pass fuel flow to cool down the oil used in the IDg mechanical area.

(-5B):

The IDg oil cooler is located on the fan case, just above the engine oil tank, between the � and �0 o’clock positions.

The unit consists of a matrix providing the heat exchange operation, a housing, and a cover enclosing a by-pass valve.

(-5A):

The IDg oil cooler is installed on the fan case at the �.�0 clock position, in front of the agB.

The IDg oil cooler is of the tubular type, and consists of a removable core, a housing, and a cover.The housing includes a pressure relief valve connected in parallel with the fuel inlet and outlet ports.

(-5A, -5B):

The interfaces are:

- The fuel supply and return lines.

- The oil supply and return lines.

after the heat exchange, the fuel returns to the inlet of the main oil/fuel heat exchanger, and the oil goes back to the IDg.




IDgOIl COOler

ENGINE SYSTEMS

Page ��May 0�

IDG OIl COOlER DESIGN (-5B)CTC-��-0��-0�

OIl OUT

OIl IN

FUEl OUT

FUEl IN

MAIN OIl/FUElhEAT

ExChANGER

hMU

INTEGRATEDDRIVE

GENERATOR

COVER

hOUSING

DRAIN PlUG

BY-PASSVAlVE

MATRIx(INSIDE)

- 5B





IDgOIl COOler

ENGINE SYSTEMS

Page ��May 0�




IDgOIl COOler

ENGINE SYSTEMS

Page ��May 0�

IDG OIl COOlER DESIGN (-5A)CTC-��-��0-00

- 5A

FUEl“OUT”

OIl“IN”

OIl“OUT”

FUEl“IN”

DRAIN PlUG

MAIN OIl/FUElhEAT

ExChANGER

INTEGRATEDDRIVE

GENERATOR

hMU

hOUSING

COREINSIDE

COVER




IDgOIl COOler

ENGINE SYSTEMS

Page ��May 0�

IDG OIl COOlER

There are two different flows within the unit, the fuel flow and the IDg oil flow.

(-5B):

The fuel flows inside a tube bundle and the oil circulates around the tube bundle to transfer heat to the fuel.

If the pressure drop is greater than �� psid inside the matrix, a valve opens and by-passes the matrix.

(-5A):

The core consists of a cylinder, containing fuel tubes attached to end plates. It includes baffles which provide oil and fuel circulation paths.

The housing features one “fuel in” and one “fuel out” port, and a pressure relief valve connected in parallel with the fuel inlet and outlet ports, to bypass fuel directly towards the heat exchanger if the differential pressure reaches �0.� psid.




IDgOIl COOler

ENGINE SYSTEMS

Page ��May 0�

IDG OIl COOlER OPERATIONCTC-��-0�0-0�

IDG OIlCOOlER

IDG

IDG OIlCOOlER

FUEl

OIl TEMP

IDG





IDgOIl COOler

ENGINE SYSTEMS

Page ��May 0�




IDgOIl COOler

ENGINE SYSTEMS

Page ��May 0�

IDG OIl COOlER OPERATION (-5A)CTC-��-��-00

IDG

FWD

FANFRAME

IDGOIl COOlER

IDG OIlCOOlER

FUEl

OIl TEMP

IDG





IDgOIl COOler

ENGINE SYSTEMS





FUelreTUrn ValVe

ENGINE SYSTEMS

Page ��May 0�

FUEl RETURN VAlVE




FUelreTUrn ValVe

ENGINE SYSTEMS

Page ��May 0�

FUEl RETURN VAlVE

The Fuel return Valve (FrV) returns part of the fuel to the a/C tanks to increase the cooling efficiency of the fuel/IDg oil cooler.

(-5B):

The FrV is mounted on a bracket on the left hand side of the fan inlet case, at the �0 o’clock position, above the IDg oil cooler.

The interfaces are:- The fuel return line to the a/C.- The fuel drain tube.- The fuel pump HP tube.- The fuel pump lP tube (cold fuel).- The IDg cooler inlet tube (hot fuel).- Two electrical connectors linked to the eCU.

(- 5A):

The FrV is mounted on a bracket on the left hand side of the fan inlet case, at the �.�0 o’clock position, next to the oil tank.

The interfaces are:- The fuel return line to the a/C.- The shut-off signal tube (PSTOP).- The fuel pump HP tube (Psf).- The fuel pump lP tube (cold fuel).- The IDg cooler inlet tube (hot fuel).- Two electrical connectors linked to the eCU.




FUelreTUrn ValVe

ENGINE SYSTEMS

Page ��May 0�

FUEl RETURN VAlVE INTERFACE (-5B)CTC-��-0��-0�

hOTCOlD

TO A/C

FAN CASE

FROM hPFUEl PUMP

CONNECTORChQNNEl B

BRACKET

TO FUEl DRAIN

FROM IDG COOlER

CONNECTORChANNEl A

FROM lPFUEl PUMP

- 5B





FUelreTUrn ValVe

ENGINE SYSTEMS

Page ��May 0�




FUelreTUrn ValVe

ENGINE SYSTEMS

Page ��May 0�

FUEl RETURN VAlVE (-5A)CTC-��-��-00

RETURN TOAIRCRAFT TANK

- 5A

COlD FUEl

P STOP(SOV)

hOT FUElECU

PSF

FWD

FUElRETURNVAlVE

FUElRETURNTUBE OIl TANK




FUelreTUrn ValVe

ENGINE SYSTEMS

Page ��May 0�

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.




FUelreTUrn ValVe

ENGINE SYSTEMS

Page ��May 0�

FUEl RETURN VAlVE OPERATIONCTC-��-0��-0�

lOWFlOW

FlOWShUT-OFFSYSTEM

FUElRETURNVAlVE

RETURN

FROM lP STAGEOF PUMP

FROM IDGOIl COOlER

CIRCUIT TOThE A/C

COlD FlOW

hOT FlOW

hIGhFlOW

ECU




FUelreTUrn ValVe

ENGINE SYSTEMS

Page ��May 0�

FUEl RETURN VAlVE

Modulated idle

The High return fuel flow may, in some cases, not be enough to cool down the engine oil temperature.

Therefore, the engine minimum idle speed may be increased to create a higher fuel flow, resulting in more effective oil cooling in the main oil/fuel heat exchanger.

The modulated idle operation depends upon the oil temperature and the a/C ground or flight condition.

On ground, no IDg modulated idle is required.

In flight, the modulated idle operation is set when the oil temperature reaches about �0�°C.

Corrected n� speed (n�K��) then accelerates, according to a linear schedule, up to a specific value (IDle �), which corresponds to an oil temperature of about ��0°C.




FUelreTUrn ValVe

ENGINE SYSTEMS

Page ��May 0�

IDG OIl COOlING - MODUlATED IDlE CONTROlCTC-��-0��-0�

FlIGhT

OIl TEMP. °C

IDlE 1

TEMP 1 TEMP 2

IDlE 2

N2K25





FUelreTUrn ValVe

ENGINE SYSTEMS



aIrSYSTeM

ENGINE SYSTEMS

Page ��May 0�



AIR SYSTEM



aIrSYSTeM

ENGINE SYSTEMS

Page ��May 0�






engIneaIr SYSTeM

ENGINE SYSTEMS

Page ��May 0�

ENGINE AIR SYSTEM




engIneaIr SYSTeM

ENGINE SYSTEMS

Page ��May 0�

ENGINE AIR SYSTEM

Air system purposes

The purposes of ventilation are numerous:

For the aircraft, it must ensure:- Thrust.- Customer bleeds.

For engine integrity, it must ensure:- Internal cooling to protect parts from over-

temperature.- Pressurization of the main engine sumps to limit

engine oil consumption.- Balancing of bearing forces.

There are also some eCU-controlled systems that increase the engine stall margin and improve the performance of compressors:

- VSV.- VBV.- TBV (-�B only).

and there are also systems that improve the efficiency of both turbines, also controlled by the FaDeC:

- Clearance control system for the HPT.- Clearance control system for the lPT.




engIneaIr SYSTeM

ENGINE SYSTEMS

Page ��May 0�

AIR SYSTEM PURPOSES (-5B ShOWN)CTC-��-��-00

ThRUST BlEEDS

AIRCRAFT/ENGINE

COOlING& hOTGAS

PROTECTION

BEARINGFORCES

BAlANCING

SUMPPRESSU-RIZATION

ENGINE

VBV VSV TBV

VARIABlE GEOMETRY(ENGINE)

hPTCC lPTCC

ClEARANCECONTROl(ENGINE)

- 5B

ON -5B ONlY*

*





engIneaIr SYSTeM

ENGINE SYSTEMS

Page ��May 0�


Brg lUBrICaTIOn& SUMP SealIng

ENGINE SYSTEMS

Page ��May 0�



BEARING lUBRICATION AND SUMP SEAlING PRINCIPlE


Page ��May 0�


ENGINE SYSTEMS



BEARING lUBRICATION & SUMP SEAlING PRINCIPlE

Sump philosophy

The engine has � sumps; the forward and aft.

The forward sump is located in the cavity provided by the fan frame and the aft sump is located in the cavity provided by the turbine frame.

The sumps are sealed with labyrinth type oil seals, which must be pressurized in order to ensure that the oil is retained within the oil circuit and, therefore, minimize oil consumption.

Pressurization air is extracted from the primary airflow (booster discharge) and injected between the two labyrinth seals. The air, looking for the path with the least resistance, flows across the oil seal, thus preventing oil from escaping.

any oil that might cross the oil seal is collected in a cavity between the two seals and routed to drain pipes.

Once inside the oil sump cavity, the pressurization air becomes vent air and is directed to an air/oil rotating separator and then, out of the engine through the center vent tube, the rear extension duct and the flame arrestor.


Page ��May 0�


ENGINE SYSTEMS



BEARING lUBRICATION AND SUMPS SEAlING PRINCIPAlECTC-��-0��-0�

AIR TO CENTER VENT

OIl JET

SCAVENGE

AIR SEAl

OIl SEAl

DRAIN ROTATING AIR/OIl

SEPARATOR

PRESSURIZING PORT

OIl SEAl

AIR SEAl

OIl SEAl

AIR SEAl

- 5B

- 5A





ENGINE SYSTEMS






VarIaBle geOMeTrYCOnTrOl SYSTeM

ENGINE SYSTEMS

Page ��May 0�

VARIABlE GEOMETRY CONTROl SYSTEM





ENGINE SYSTEMS

Page ��May 0�

VARIABlE GEOMETRY CONTROl SYSTEM

The variable geometry control system is designed to maintain satisfactory compressor performance over a wide range of operation conditions.

The system consists of:

- a Variable Bleed Valve (VBV) system, located downstream from the booster.

- a Variable Stator Vane (VSV) system, located within the first stages of the HPC.

The compressor control system is commanded by the eCU and operated through HMU hydraulic signals.

at low speed, the lP compressor supplies a flow of air greater than the HP compressor can accept.

To establish a more suitable air flow, VBV’s are installed on the contour of the primary airflow stream, between the booster and the HPC.

at low speed, they are fully open and reject part of the booster discharge air into the secondary airflow, preventing the lPC from stalling.

at high speed, the VBV’s are closed. The HPC is equipped with one Inlet guide Vane (IgV) stage and three VSV stages.

an actuation system changes the orientation of the vanes to provide the correct angle of incidence to the air stream at the blades leading edge, improving HPC stall margins.





ENGINE SYSTEMS

Page ��May 0�

COMPRESSOR CONTROl DESIGNCTC-��-0��-0�

VARIABlE BlEED VAlVES(VBV)

INlET GUIDE VANES(IGV)

VARIABlESTATOR VANES(VSV)

- 5B- 5A

SlIDE






ENGINE SYSTEMS

Page ��May 0�




VarIaBleBleeD ValVe

ENGINE SYSTEMS

Page ��May 0�

VARIABlE BlEED VAlVE




VarIaBleBleeD ValVe

ENGINE SYSTEMS

Page ��May 0�


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.




VarIaBleBleeD ValVe

ENGINE SYSTEMS

Page ��May 0�

VBV SYSTEMCTC-��-0��-0�

FWD

2:30 ClOCKPOSITION

3:30 ClOCKPOSITION

FEEDBACKROD

FEEDBACKSENSOR(RVDT)

FUElGEARMOTOR

11 VARIABlE BlEED VAlVES

1 MASTER BlEED VAlVE

MAIN FlExIBlE ShAFT(NOT VISIBlE)

STOP MEChANISM

A

VIEW A




VarIaBleBleeD ValVe

ENGINE SYSTEMS

Page ��May 0�


Fuel gear motor

The fuel gear motor transforms high pressure fuel flow into rotary driving power to position the master bleed valve, through a screw in the stop mechanism.

The fuel gear motor is a positive displacement gear motor secured on the stop mechanism rear flange.

It has � internal spur gears, supported by needle bearings.

Sealing of the drive gear shaft is provided by carbon seals.

a secondary lip seal is installed on the output shaft and a drain collects any internal fuel leaks which could occur.

The fuel flow sent to the gear motor is constantly controlled by the eCU, via the fuel control valve of the HMU.




VarIaBleBleeD ValVe

ENGINE SYSTEMS

Page ��May 0�

FUEL GEAR MOTORCTC-211-088-01

VBV OPENPORT TUBE

VBV CLOSEDPORT TUBE

CARBON SEALS

GEAR

BEARING

STOPMECHANISM

SECONDARYLIP SEAL

FUEL GEARMOTOR

OUTPUTSHAFT

O-RINGSEAL

SHROUDEDFUEL LINE

CONNECTIONS

ATTACHING POINTSTO STOP MECHANISM




VarIaBleBleeD ValVe

ENGINE SYSTEMS



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.




VarIaBleBleeD ValVe

ENGINE SYSTEMS

Page ��May 0�

VBV STOP MECHANISMCTC-211-089-02

FWD

A

CLOSE

VIEW A

FAN FRAME

DOG STOPS

SCREW

FUEL GEARMOTOR

MAIN FLEXIBLEDRIVE SHAFT

PROTECTIVEBOOT

STOPMECHANISM

FOLLOWERNUT




VarIaBleBleeD ValVe

ENGINE SYSTEMS

Page ��May 0�


Master bleed valve

The master bleed valve and ballscrew actuator assembly is the unit which transmits the driving input from the gear motor to the �� remaining variable bleed valves.

It is located between struts �0 and �� in the fan frame mid-box structure.

Its main components are:

- a speed reduction gearbox.

- a ballscrew actuator, linked to a hinged door.

Speed is reduced through � pair of spur gears and by � pairs of bevel gears. The bevel gears drive the ballscrew.

axial displacement of the ballscrew’s translating nut is transmitted to the door by � links.

a lever, integral with the hinged door, is connected to a feedback rod which transmits the angular position of the door to a sensor (rVDT).

Variable Bleed Valves

The �� variable bleed valves are located in the fan frame mid-box structure in between the fan frame struts.

They feature the same internal design as the master ballscrew assembly, but have only one reduction gear instead of two.

They operate in synchronization with the master ballscrew actuator, which provides the input through a flexible drive shaft linkage.

(-5B):SaC non/P configurations are not fitted with fairings and scoops.

(-5A):VBV systems are fitted with fairings and scoops.

nOTe:VBV systems are fitted with fairings and scoops for DaC and /P configurations only.




VarIaBleBleeD ValVe

ENGINE SYSTEMS

Page ��May 0�

MASTER BLEED VALVE DESIGNCTC-211-090-01

MAIN FLEXIBLESHAFT SOCKET

FLEXIBLESHAFTSOCKET

PROTECTINGBOOT

DOORPOSITIONFEEDBACKINDICATOR

LINK

FLEXIBLESHAFT

SOCKET

TRANSLATINGNUT

FLEXIBLESHAFT

SOCKET SEAL

INPUT SHAFTSOCKET

SPEEDREDUCTION

GEARBOX

BALLSCREWACTUATOR

BALLSCREW

VARIABLEBLEED VALVE

MASTER BLEED VALVE




VarIaBleBleeD ValVe

ENGINE SYSTEMS

Page ��May 0�


Main drive shaft

The main drive shaft is a flexible and unshielded power core which has a hexagonal fitting on one end and a splined end fitting on the other.

a spring is attached to the splined end, to hold the shaft assembly in position during operation, and also help removal and installation of the shaft.

It is installed between the gear rotor, which drives it, and the master bleed valve.

Flexible shafts

The flexible shafts are installed between the variable bleed valves and are unshielded power cores, which have a hexagonal fitting on one end and a double square fitting on the other.

a spring is attached to the hexagonal end, to hold the shaft assembly in position during operation, and also help shaft removal and installation.

Ferrules are installed in the struts of the engine fan frame to guide and support the flexible shafts during operation.

Slides

There are �0 slides, with � missing at T�� sensor and master VBV locations.




VarIaBleBleeD ValVe

ENGINE SYSTEMS

Page ��May 0�

MAIN FLEXIBLE SHAFT AND INTER-CONNECTING FLEXIBLE SHAFTCTC-211-091-01

A

B

FWD

INTER-CONNECTINGFLEXIBLE SHAFT(TYPICAL)

VIEW A

MAINDRIVESHAFT

VIEW B

SLIDE




VarIaBleBleeD ValVe

ENGINE SYSTEMS

Page ��May 0�


Bleed valve position sensor

The bleed valve position sensor transmits the angular position of the VBV doors to the eCU by an electrical feedback signal.

It is a rotary Variable Differential Transducer (rVDT), and is mounted onto the stop mechanism.

It has two marks which should be aligned when the system is adjusted to the reference closed position.

The adjustment is made through the feedback rod connecting the master bleed valve to the transducer’s feedback lever.




VarIaBleBleeD ValVe

ENGINE SYSTEMS

Page ��May 0�

BLEED VALVE POSITION SENSORCTC-211-092-01

ALIGNMENT MARK

FEEDBACK LEVER

FEEDBACK ROD




VarIaBleBleeD ValVe

ENGINE SYSTEMS

Page ��May 0�


Using engine parameters, the eCU calculates the VBV position, according to internal control laws.

an electrical signal is sent to the HMU torque motor to position a servo valve, which adjusts the fuel pressure necessary to drive the gear motor.

The gear motor transforms the fuel pressure into rotary torque to actuate the master bleed valve.

The stop mechanism mechanically limits the opening and closing of the master bleed valve.

The master bleed valve drives the �� variable bleed valves, through a series of flexible shafts.

The flexible shafts ensure that the VBV’s remain fully synchronized throughout their complete stroke.

a feedback rod is attached between the master bleed valve and the feedback transducer, which transforms the angular position of the master bleed valve into an electrical signal for the eCU.




VarIaBleBleeD ValVe

ENGINE SYSTEMS

Page ��May 0�

VARIABLE BLEED VALVE SYSTEM OPERATIONCTC-211-087-01

HMU

ECU

HP

FUEL

FEEDBACKSENSOR

SERVO-CONTROL VALVE

STOPMECHANISM

FUEL GEAR MOTOR

POSITIONFEEDBACK

FEEDBACK-ROD

MASTER BLEEDVALVE

VARIABLE BLEEDVALVE

FWD





VarIaBleBleeD ValVe

ENGINE SYSTEMS





VarIaBleSTaTOr Vane

ENGINE SYSTEMS

Page ��May 0�

VARIABlE STATOR VANE




VarIaBleSTaTOr Vane

ENGINE SYSTEMS

Page ��May 0�


The Variable Stator Vane (VSV) system positions the HPC stator vanes to the appropriate angle to optimize HPC efficiency. It also improves the stall margin during transient engine operations.

The VSV position is calculated by the eCU using various engine parameters, and the necessary fuel pressure is delivered by the HMU dedicated servo valve.

The VSV system is located at the front of the HP compressor.

The system consists of:

- a series of actuators and bellcrank assemblies, on both sides of the HPC case.

- Two hydraulic actuators.- Two feedback sensors, installed in the

actuators.- Two bellcrank assemblies.- Four actuation rings (made in � halves).

- Variable stator stages, located inside the HPC case.- Inlet guide Vane (IgV).- Variable Stator Vane (VSV) stages�-�-�.




VarIaBleSTaTOr Vane

ENGINE SYSTEMS

Page ��May 0�

VSV SYSTEM lOCATIONCTC-��-0��-0�

VARIABlE STATORVANE ACTUATOR

ACTUATIONRINGS

BEllCRANKASSEMBlIES

hP COMPRESSORCASE




VarIaBleSTaTOr Vane

ENGINE SYSTEMS

Page ��May 0�


VSV actuators

The actuators, located at the � and � o’clock positions on the HPC case, provide an output force and motion to the VSV system, in response to fuel pressure.

They are single ended, uncushioned, hydraulic cylinders, able to apply force in both directions.

Piston stroke is controlled by internal stops.

The piston incorporates a capped, preformed packing to prevent cross-piston leakage and a wiper is provided to ensure the piston rod is dirt free.

The rod end features a dual-stage seal with a drain port and, at the end of the piston, there is an extension, which houses a bearing seat.

For cooling purposes, the head end of the piston has an orifice that allows the passage of fuel.

The VSV actuator is self-purging.

each actuator has an lVDT to provide actual position feedback to the eCU.




VarIaBleSTaTOr Vane

ENGINE SYSTEMS

Page ��May 0�

VSV ACTUATORCTC-��-��-00

hEAD PORT(VSV ClOSED) ROD PORT

(VSV OPEN)

SEAl

DRAIN PORTPISTON

SENSORCONNECTOR

COOlINGORIFICE

lINEAR VARIABlEDIFFERENTIAl TRANSDUCER

(lVDT)




VarIaBleSTaTOr Vane

ENGINE SYSTEMS

Page ��May 0�


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.




VarIaBleSTaTOr Vane

ENGINE SYSTEMS

Page ��May 0�

VSV lINKAGE SYSTEMCTC-��-0��-0�

FWD

ACTUATION RINGS (x4)

SlAVE RODS (x4)

MASTER ROD

VSV ACTUATOR




VarIaBleSTaTOr Vane

ENGINE SYSTEMS

Page ��May 0�


according to sensor signals, the eCU computes the appropriate VSV actuator position.

The two actuators move the � actuation rings to change the angular position of the vanes.

Two electrical feedback sensors (linear variable differential transducers, lVDT), one per actuator, transmit the VSV position to the eCU to close the control loop.

The right handside feedback sensor is connected to channel a and the left handside feedback sensor to channel B.




VarIaBleSTaTOr Vane

ENGINE SYSTEMS

Page ��May 0�

VSV SYSTEM DESIGNCTC-��-��-00

lVDT

BEllCRANK

hMU

ROD (OPEN)

VSVFEEDBACK

VSVACTUATING

RING

ECU

VSVTORQUEMOTOR

hEAD(ClOSED)

VSVACTUATOR





VarIaBleSTaTOr Vane

ENGINE SYSTEMS





TranSIenTBleeD ValVe

ENGINE SYSTEMS

Page ��May 0�

TRANSIENT BlEED VAlVE (-5B ONlY)





ENGINE SYSTEMS

Page ��May 0�

TRANSIENT BlEED VAlVE (-5B)

The Transient Bleed Valve (TBV) system improves the HPC stall margin during engine starting and rapid transient (acceleration and deceleration).

Using engine input parameters, the eCU logic calculates when to open or close the TBV to duct HPC �th stage bleed air, in order to give optimum stability for transient mode operations.

The �th stage bleed air is ducted to the lPT stage � nozzle, providing an efficient start stall margin.

The eCU, working through the HMU, controls the TBV position.

The TBV system consists of:

- The TBV, located on the HPC case, between the � and � o’clock positions.

- The �th stage air In and OUT pipes.





ENGINE SYSTEMS

Page ��May 0�

TBV SYSTEM lOCATION (-5B ONlY)CTC-��-0��-0�

9Th STAGE OUT

9Th STAGE IN

TBV

- 5B





ENGINE SYSTEMS

Page ��May 0�

TRANSIENT BlEED VAlVE (-5B)

The TBV is a two-position, fuel-actuated butterfly valve that consists of:

- an actuator.- a �th stage air butterfly valve.- Two lVDT electrical connectors.- a thermal shield.- a fuel manifold mount flange.

The TBV includes a linear actuator linked to a butterfly valve.

The actuator is attached to a fuel port pad that has three holes:

- Fuel drain.- Pcr to Head end.- Pb or Pc to rod end.

The two electrical connectors are directly fitted on the TBV actuator.

The TBV operational actuation is:- either fully closed.- Or fully open.





ENGINE SYSTEMS

Page ��May 0�

TBV FUEl DISTRIBUTION (-5B ONlY)CTC-��-��-00

FUEl MANIFOlDMOUNTING FlANGE

Pcr TO hEAD END

ChANNEl A

FUEl DRAIN

ChANNEl B

Pc OR PbTO ROD END

BUTTERFlYVAlVE

9Th STAGE

ThERMAlShIElD

ACTUATOR

- 5B






ENGINE SYSTEMS

Page ��May 0�




ClearanCeCOnTrOlENGINE SYSTEMS

Page ��May 0�

ClEARANCE CONTROl





Page ��May 0�

ClEARANCE CONTROl

Clearance control principle

a clearance is the gap between a rotor and a stator. For example:

- at the tip of the interstage labyrinth seals in compressors.

- at the tip of the rotating blades in compressors or turbines.

The clearances cannot be null because rotor/stator contact induces wear of the parts as well as important thermal heating.But it is important to minimize the value of clearances because they induce loss in the aerodynamic efficiency of the engine. a reduced gap between rotor and stator leads more air in a compressor and more gas in a turbine to flow around the airfoils, thereby increasing engine efficiency.The purpose of clearance control is to find the best compromise between the two phenomena.

Clearance control can be achieved in various ways:- By an accurate design (structural clearances, forced

cooling)- Through active clearance systems, controlled by the

eCU.

an efficient clearance control will lead to a lower fuel consumption, leading to an improved specific fuel consumption and lower egT, and so to extended on-wing operation. The economical impact will be beneficial for the airlines.





Page ��May 0�

ClEARANCE CONTROl PRINCIPlECTC-��-��-00

FORCED COOlINGSTRUCTURAl ClEARANCE CONTROl ACTIVE ClEARANCE CONTROl

lOWER FUEl CONSUMPTION

ECONOMICAl IMPACT

ExTENDED ON WING OPERATION

IMPROVED SPECIFIC FUEl CONSUMPTION& lOWER EGT

eFFeCTIVITYall CFM��-�a/-�B FOr a��-a��-a��0-a��



HPT ClearanCeCOnTrOlengIne SYSTeMS

Page ��May 0�

hIGh PRESSURE TURBINE ClEARANCE CONTROl

eFFeCTIVITYall CFM��-�a/-�B FOr a��-a��-a��0-��




Page ��May 0�

HIgH PreSSUre TUrBIne ClearanCe COnTrOl

The HPTCC system optimizes HPT efficiency through active clearance control between the turbine rotor and shroud and reduces compressor load during starting and transient engine conditions.

(-�B):

The HPTCC system uses bleed air from the �th and �th stages to cool down the HPT shroud support structure in order to:

- Maximize turbine efficiency during cruise.- Minimize the peak egT during throttle burst.

(-�a):

The HPTCC system uses bleed air from the �th and �th stages to cool down the HPT shroud support structure in order to:

- Maximize turbine efficiency during cruise.- Minimize the peak egT during throttle burst.

The system also includes a start bleed feature, which provides a high level of �th stage HPC bleed air for increased start stall margin.

(-�a, -�B):

The HPTCC valve is located on the engine core section at the � o’clock position.This is a closed loop system, using the valve position status as feedback.The eCU uses various engine and aircraft sensor information to take into account the engine operating range and establish a schedule.a thermocouple, located on the right hand side of the HPT shroud support structure, provides the eCU with temperature information.To control the temperature of the shroud at the desired level, the eCU calculates a valve position schedule.This valve position is then sent by the eCU active channel as torque motor current to the HPTCC servo valve, within the HMU.The servo valve modulates the fuel pressure sent to command the HPTCC valve.Two sensors (lVDT), connected to the actuator, provide the eCU with position feedback signals and the eCU changes the valve position until the feedback matches the schedule demand.





Page ��May 0�

hPTCC SYSTEM lOCATION (-5B)CTC-��-0��-0�

FWD

9Th STAGEBlEED AIR DUCT

- 5B

4Th STAGEBlEED AIR DUCT

hPTCCVAlVE

DISChARGEMANIFOlD






Page ��May 0�





Page ��May 0�

hPTCC SYSTEM lOCATION (-5A)CTC-��-��-00

- 5A

FWD

START BlEEDDISChARGE TUBE

hPTCCDISChARGEMANIFOlD

hPTCC VAlVE





Page ��May 0�


HPTCC valve

(-�B):

The HPTCC valve has integrated dual butterfly valves, driven by a single actuator which receives the fuel pressure from the HMU servo valve.

each butterfly valve controls its own dedicated compressor stage air pick-up.

The two airflows are mixed downstream of the valve and sent through a thermally insulated manifold to the HPT shroud support, at the � and �� o’clock positions.

The actuator position is sensed by a dual lVDT and sent to both channels of the eCU.

The fuel pressure command from the HMU enters the valve at the Turbine Clearance Control (HPTCC) supply port.

an intermediate pressure, Pcr, is applied on the opposite side of the valve actuator.

There is a drain port on the valve to direct any fuel leaks towards the draining system.





Page ��May 0�

hPTCC VAlVE (-5B)CTC-��-0��-0�

4Th STAGEINlET

lVDT CONNECTORS

REFERENCEPRESSURESUPPlY PORT

hPTCC SUPPlY PORT

DRAIN PORT

9Th STAGEINlET

- 5B

TOhPTCCCAVITY

4Th STAGEVAlVE

hOUSINGASSEMBlY

MOUNTINGFOOT

FUElPORTPAD

ChANNEl AElECTRICAlCONNECTOR

ACTUATORASSEMBlY

9Th STAGEVAlVE





Page ��May 0�


HPTCC valve

(-�a):

�th and �th stage compressor bleed air enters the HPTCC valve, where the two airflows are mixed.

The fuel pressure command from the HMU enters the valve at the Turbine Clearance Control (HPTCC) supply port.

an intermediate pressure, Pcr, is applied on the opposite side of the hydraulic piston within the valve.

This position variation determines the mixture of �th and �th stage air to be ported to the HPT shroud support through the impingement manifold at �� and � o’clock, and to the lPT stage � nozzle support cavity.

The valve position is sensed by the dual lVDT and sent to both channels of the eCU, for closed loop control.

a drain port on the valve directs any fuel leaks towards the draining system.





Page ��May 0�

hPTCC VAlVE (-5A)CTC-��-��-00

OVERBOARD FUElDRAIN PORT

DRAIN PORT

lPT OUTlETPORT

hPTCC OUTlETPORT

ElECTRICAlCONNECTOR(lVDT ChANNEl A)

ElECTRICAlCONNECTOR(lVDT ChANNEl B)

REFERENCE PRESSURESUPPlY PORT

hPTCCVAlVE

9Th STAGEINlET PORT

5Th STAGEINlET PORT

hPTCC SUPPlYPORT FUEl PORT

PAD

- 5A






Page �00May 0�




lPT ClearanCeCOnTrOlENGINE SYSTEMS


lOW PRESSURE TURBINE ClEARANCE CONTROl







The lPTCC system uses fan discharge air to cool the lPT case during engine operation, in order to control the lPT rotor to stator clearances.

It also protects the turbine case from over-temperature by monitoring the egT.

This ensures the best performance of the lPT at all engine ratings.

The lPTCC system is a closed loop system, which regulates the cooling airflow sent to the lPT case, through a valve and a manifold.

The lPTCC valve is located on the engine core section between the � and � o’clock positions.

The lPTCC system consists of:

- an air scoop.

- The lPTCC valve.

- an air distribution manifold.

- Six lPT case cooling tubes.






lPTCC SYSTEM lOCATION (-5B ShOWN)CTC-��-0��-0�

AIR DISTRIBUTION MANIFOlD

lPTCCVAlVE

AIRSCOOP

lPT CASECOOlING

TUBES (x6)

- 5B







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.






lPT ACTIVE ClEARANCE CONTROl VAlVECTC-��-��-00

RVDTCONNECTORS

A

VIEW A

AIR OUT(TO TURBINE)

DRAIN

REFERENCEPRESSURE

lPTCCSUPPlY PORT

DRAINPORT







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.






lPTCC SYSTEM OPERATIONCTC-��-0��-0�

ElECTRICAlORDER

hYDRAUlICPRESSURE

POSITIONFEEDBACK

lPTCOOlINGMANIFOlDS

REGUlATEDFAN AIR FlOW

hMU lPTCC

ECU

J1 J5 J7 J14 J15 J8 J6 J2

J3 J9 J11 J13 J12 J10 J4

FAN

AIR




lUBrICaTIOnSYSTeM

ENGINE SYSTEMS


lUBRICATION SYSTEM





lUBrICaTIOnSYSTeM

ENGINE SYSTEMS





OIlSENGINE SYSTEMS

Page ��May 0�

OIlS




OIlSENGINE SYSTEMS

Page ��May 0�

OIlS

Oils used for the operation of CFM��-�a/-�B engines follow the specifications listed in the aMM:

- MIl-l-�� (Type II) (Preferred)- MIl-l-��0� (Type I)

approved oil brands are defined in Service Bulletin SB��-00�.

nOTe: For service or service evaluation, airline operators wishing to use an oil brand that is not approved, should contact the CFM International (CFMI) Customer Support Manager prior to operating their engines.

Without CFM concurrence, evaluation and/or engine operation of CFM�� engines with oil brands other than approved, will void the warranty and/or long-term material cost guarantees.

nOTe: Do not mix different types of oils.In case of accidental mixing with a non-approved oil brand or a different type oil brand, precaution actions must be taken.

Corrosion prevention

approved corrosion preventive oils or additives listed in the aMM can be used, under defined limits and conditions.

Servicing

WarnIng: Type I and II oils are synthetic and can injure personnel. Follow safety precautions.




OIlSENGINE SYSTEMS

Page ��May 0�

OIlCTC-��-��0-00

DO NOT MIx TWO DIFFERENT OIl TYPES

USABlE OIlS

OIl TYPE I

OIl TYPE II OIl TYPE II IS PREFERRED

ThIS DATA IS FOR TRAINING PURPOSES ONlY.ThE lIST OF APPROVED MATERIAlS IS GIVEN IN

ThE AIRCRAFT MAINTENANCE MANUAl.





OIlSENGINE SYSTEMS

Page ��May 0�




OIlgeneralENGINE SYSTEMS

Page ��May 0�

OIl GENERAl





Page ��May 0�

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.





Page ��May 0�

CTC-211-191-00 LUBRICATION GENERAL

BEARINGS

GEARS

BEARINGS

GEARS

LUBRICATION COOLING

OIL SYSTEM

DATA SUPPLY

ECU

INDICATING MONITORING





Page ��May 0�

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.





Page ��May 0�

OIl DISTRIBUTION COMPONENTS lOCATIONCTC-��-0��-0�

A

VIEW A

- 5B - 5AANTI-SIPhON

DEVICEANTI-SIPhON

DEVICE

lUBRICATIONUNIT

OIlTANK

MAIN OIl/FUElhEAT

ExChANGER






OIl GENERAl

(-5B):

The oil system is self contained and may be split into the different circuits listed below:

- Oil supply circuit.- Oil scavenge circuit.- Oil circuit venting.

The oil is pumped from the oil tank by the supply area of the lubrication unit. Before entering the unit, the supply oil passes through the anti-siphon, which prevents the oil tank from getting emptied at engine shutdown.

after being filtered, the oil is supplied to the engine sumps by three supply lines leading:

- To the forward sump.- To the rear sump.- To the agB-TgB.

There are four scavenge lines, one per sump, which collect the scavenge oil to deliver it to the lubrication unit scavenge area.

after passing through the lube unit, the scavenge oil is returned through a unique outlet, and crosses the master chip detector, which triggers a visual pop-out indicator in case of contamination by magnetic particles.

The oil is then cooled by engine fuel in the two fuel/oil heat exchangers before returning to the oil tank.

a venting line connects the oil tank with the TgB and the main sumps to balance pressure between the different areas.





Page ��May 0�

OIl DISTRIBUTION (-5B)CTC-��-0��-0�

FUEl/OIlhEAT

ExChANGERS

MASTER ChIPDETECTOR

REARSUMP

FWDSUMP

AGB

lUBRICATION UNITSCAVENGE AREA

ANTISIPhON

VISUAl INDICATOR

TGB

OIlTANK

ECAMOIl QTY

INDICATION

ECAMOIl FIlTER

ClOG INDICATION

ECAMOIl TEMP

INDICATION

lUBRICATION UNITSUPPlY AREA

FIlTERS

ECAM OIlPRESSUREINDICATION

ECAM MINOIl PRESSURE

WARNING

OIl PRESSURETRANSMITTER

OIl DIFFERENTIAlPRESSURE SWITCh





Page ��May 0�

OIl GENERAl

(-5A):

The oil system is self contained and may be split into the different circuits listed below:

- Oil supply circuit.- Oil scavenge circuit.- Oil circuit venting.

The oil is pumped from the oil tank by the supply area of the lubrication unit. Before entering the unit, the supply oil passes through the anti-siphon, which prevents the oil tank from getting emptied at engine shutdown.

after being filtered, the oil is supplied to the engine sumps by three supply lines leading:

- To the forward sump.- To the rear sump.- To the agB-TgB.

There are four scavenge lines, one per sump, which collect the scavenge oil to deliver it to the lubrication unit scavenge area.

Before entering the lube unit scavenge area, the scavenge oil crosses � magnetic chip detectors and a filter, which triggers a visual pop-out indicator in case of clogging.

The oil is then cooled by engine fuel in the two fuel/oil heat exchangers before returning to the oil tank.

a venting line connects the oil tank with the TgB and the main sumps to balance pressure between the different areas.





Page ��May 0�

OIl DISTRIBUTION (-5A)CTC-��-��-00

FUEl/OIlhEAT

ExChANGERS

REARSUMP

FWDSUMP

AGB

lUBRICATION UNITSCAVENGE AREA

ANTISIPhON

TGB

OIlTANK

ECAMOIl QTY

INDICATION

ECAM OIlTEMPERATURE

INDICATION lUBRICATION UNITSUPPlY AREA

ECAM OIlPRESSUREINDICATION

ECAM MINOIl PRESSURE

WARNING

OIl P xMTR


FIlTER

4MCD’s

FIlTER

VISUAlClOGGING

INDICATORS

ECAM OIlFIlTERClOG

INDICATION






Page ��May 0�




OIl TanKENGINE SYSTEMS

Page ��May 0�

OIl TANK





Page ��May 0�

OIl TANK

The oil tank stores the engine oil and is installed on the fan case, at the � o’clock position, on one upper and two lower mounts with shock absorbers.

The tank body is made of light alloy covered with a flame resistant coating to meet fireproof requirements. Five inner bulkheads add strength and reduce oil sloshing.

The cover is a light alloy casting, bolted on the oil tank body.

The tank has an oil inlet tube from the exchanger, an oil outlet to the lubrication unit and a vent tube.

To replenish the oil tank, there are a gravity filling port, a remote filling port and an overflow port.

a scupper drain ducts any oil spillage to the drain mast and a plug is provided for draining purposes.

The tank has a pressure tapping connected to a low oil pressure switch and oil pressure transmitter, that are used in cockpit indicating. next to this tapping, there is another which is similar and only used for test cells.

Between engine start and running conditions, the oil level drops, due to the gulping effect.





Page ��May 0�

OIl TANKCTC-��-0��-0�

A

VIEW A

OIl TANK

OIl INlET(FROM ExChANGER)

PRESSURE TAPPINGFOR INDICATING SYSTEM

REMOTEFIllING PORT

REMOTEOVERFlOW PORT

OIl OUTlET(TO lUBE UNIT)

VENT TUBE

MOUNTS

OIl lEVElTRANSMITTER

GRAVITYFIllING PORT

SCUPPER DRAIN lINETO DRAIN MAST

MOUNTS

DRAIN PlUG





Page ��May 0�

OIl TANK

Oil tank servicing

The oil tank can be serviced manually or with a remote pressure servicing unit.Use only approved oil, listed in the aircraft Maintenance Manual (aMM).

Oil level checks must be done within five to thirty minutes, after engine shutdown, due to oil volume changes.

To avoid serious injury, the oil filler cap must not be opened until a minimum of � minutes has elapsed after engine shutdown.

Between � and �0 minutes after engine shutdown, the oil tank can be serviced with approved oil by pressure filling or gravity filling.

- Pressure filling is accomplished by means of an external servicing unit. Pressurizing and return lines are connected to “fill” and “overfill” ports located on the front, right-hand side of the tank. Oil from the unit is then pumped into the tank through the fill port. By means of a stand pipe within the tank, oil will return to the servicing unit through the overfill port, indicating that the tank has been properly filled.

- gravity filling is accomplished through a manual self-sealing fill cap. The fill cap is opened and oil is poured directly from individual containers into the tank.

The tank is considered fully serviced when the oil level within the tank reaches the shaded area of the sight glass.





Page ��May 0�

OIl TANK SERVICINGCTC-��-��0-00

OIl TANKFIllER CAP

MAxIMUMlEVEl

PRESSURESERVICING PORTS

SIGhTGlASS

OIl TANK

DRAIN TUBE

CAPRETENTIONChAIN

O-RING

GRAVITYFIll PORT




anTI-SIPHOnENGINE SYSTEMS

Page ��May 0�

ANTI-SIPhON





Page ��May 0�

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.





Page ��May 0�

ANTI-SIPhONCTC-��-0��-0�

FWDSUMP

lUBE UNIT

FROM FORWARD SUMPSUPPlY lINE

FROM OIl TANK

TO lUBRICATIONUNIT

lUBRICATION UNITSUPPlY lINE

SUPPlY lINEFROM OIl TANK






Page ��May 0�




lUBrICaTIOnUnIT

ENGINE SYSTEMS

Page ��May 0�

lUBRICATION UNIT




lUBrICaTIOnUnIT

ENGINE SYSTEMS

Page ��May 0�

lUBRICATION UNIT

(-5B):

The lubrication unit has two purposes:- It pressurizes and filters the supply oil for lubrication

of the engine bearings and gears.- It pumps in scavenge oil to return it to the tank.

It is installed on the left hand side of the agB front face.externally, the lubrication unit has:

- a suction port (from the oil tank).- Three supply ports (to fwd, aft, agB-TgB sumps).- Four scavenge ports (aft and fwd sumps, TgB,

agB).- Four scavenge screen plugs.- an oil out port (to master chip detector).- a main oil supply filter.- a back-up filter.- Pads for the oil temperature sensor and the oil

differential pressure switch.There is an alignment hole to align with a pin on the agB to facilitate installation of the lube unit.

(-5A, -5B):

Internally, it has � pumps driven by the agB, through a single shaft. One pump is dedicated to the supply circuit and four pumps to the scavenge circuits.

(-5A):

The lubrication unit has three purposes:- It pressurizes and filters the supply oil for lubrication

of the engine bearings and gears.- It pumps in scavenge oil to return it to the tank.- It circulates oil through the servo fuel heater and

heat exchanger.

It is installed on the left hand side of the agB front face.externally, the lubrication unit is a one-piece cast housing, which has:

- a suction port (from the oil tank).- Three supply ports (to fwd, aft, agB-TgB sumps).- Four scavenge ports (aft and fwd sumps, TgB,

agB).- Four magnetic chip detectors.- an oil out port (to main oil/fuel heat exchanger).- an oil supply filter.- a common scavenge filter.- Two filter clogging indicators.- Two filter bypass valves.- Provision plugs for downstream pressure and

temperature measurement.




lUBrICaTIOnUnIT

ENGINE SYSTEMS

Page ��May 0�

lUBRICATION UNIT (-5B)CTC-��-0��-0�

- 5B

AlIGNMENThOlE

SUCTIONFROM OIl TANK

DRAINPlUG

SCAVENGESCREENPlUGS

FROM TGB

FROM AGB

FROM AFT SUMP(ENGRAVED REAR SUMP)

FROM FWD SUMP(ENGRAVED FRONT SUMP)

TO AGB-TGB

TO REAR SUMP

TO FRONTSUMP

OIl OUT PORTTO MASTER

ChIP DETECTOR

BACK-UPFIlTER

OIl TEMPSENSOR

ClOGGINGINDICATOR

AGB

ClAMP

O-RING

MAINFIlTER





lUBrICaTIOnUnIT

ENGINE SYSTEMS

Page ��May 0�




lUBrICaTIOnUnIT

ENGINE SYSTEMS

Page ��May 0�

lUBRICATION UNIT (-5A)CTC-��-��-00

OIl OUT TO MAINOIl/FUEl hEATExChANGER

OIl TOFRONT SUMPTGB

AGBAFT SUMPFWD SUMP

OIl TO REAR SUMP

OIl TO AGB AND TGB

ClOGGINGINDICATOR

BYPASS VAlVESChECKVAlVES

DRIVEShAFT

ClOGGINGINDICATOR

SUPPlYFIlTER

ChIP DETECTORhANDlING PlUGS

TEMPERATUREPROVISION PlUG

SUCTIONPORT

- 5A

MAIN SCAVENGEFIlTER




lUBrICaTIOnUnIT

ENGINE SYSTEMS


lUBRICATION UNIT

Supply filters

(-5B):

In the supply circuit, downstream from the pressure pump, oil flows through the supply system which includes, first, the main oil supply filter.

a sensor, installed in between the upstream and downstream pressures of the supply filter, senses any rise in differential pressure due to filter clogging.

If the filter clogs, an electrical signal is sent to the aircraft systems for cockpit indication.

a by-pass valve, installed in parallel with the filter, opens when the differential pressure across the valve is greater than the spring load.

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

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

During normal operation, the oil flow, tapped at the main supply filter outlet, washes the back-up filter and goes back to the supply pump inlet, through a restrictor.

The main filter is discardable and secured on the lube unit cover by a drain plug.

To prevent the filter element from rotating when torquing the drain plug, a pin installed on the filter element engages between two ribs cast in the lube unit cover.

The main oil filter must be changed:- On a regular basis (scheduled)- after an eCaM clogging message (unscheduled).

In the latter case, troubleshooting is necessary to identify the origin of the contamination.




lUBrICaTIOnUnIT

ENGINE SYSTEMS

Page ��May 0�

SUPPlY FIlTERS (-5B)CTC-��-�00-0�

AGB DRIVEINPUT

°C

OIl TEMPSENSOR

ClOGGINGSENSOR

SUPPlYPUMP

TO A/C

TO A/C

BACK-UPFIlTER

BY-PASSVAlVE

TO FWD/AFT SUMPSAND AGB/TGB OIl JETS

lUBE UNIT

BACK-UPFIlTER

MAINFIlTER

COVER

DRAINPlUG

PIN

A

VIEW ARIBS

FROMOIl TANK

- 5B




lUBrICaTIOnUnIT

ENGINE SYSTEMS

Page ��May 0�

lUBRICATION UNIT

Oil filtering

(-5A):

Oil filtering is done by an oil supply filter, four magnetic chip detector screens and a main scavenge filter.

after leaving the common scavenge filter, the scavenged oil is cooled in the servo fuel heater and the oil/fuel heat exchanger, before being returned to the oil tank.

Both supply and scavenge filter cartridges are discardable.

The oil filter cartridges must be changed:- On a regular basis (scheduled)- after an eCaM clogging message (unscheduled).

The filtering capacity is �� microns for the supply filter and �� to �� microns for the scavenge filter.

The filter bypass valves ensure a continuous oil flow in case of filter clogging.

The filter inlet and outlet pressures are applied on a spring-loaded piston valve. When the differential pressure exceeds the spring force, the valve opens.




lUBrICaTIOnUnIT

ENGINE SYSTEMS

Page ��May 0�

OIl FIlTERING (-5A)CTC-��-��-00

TO lUBECIRCUIT OIl OUT

- 5A

OIl TEMPSENSOR

°C

FWDSUMP

REARSUMP

TGBAGB

O-RING

O-RINGCOUPlING

ClAMP

COVER

DRAIN PlUG

O-RING

COMMONSCAVENGE

FIlTERAGBDRIVEINPUT

ClOGGINGSENSOR

SUPPlYPUMP

FROMOIl TANK

SCAVENGEPUMP

lUBE UNIT

ClOGGINGSENSOR




lUBrICaTIOnUnIT

ENGINE SYSTEMS

Page ��May 0�

lUBRICATION UNIT

Scavenge screen plugs

(-5B):

The scavenge screen plugs have threaded inserts for the installation of magnetic bars which serve as metal chip detectors during troubleshooting, after the master chip detector (MCD) has triggered the visual pop-out indicator, according to the aMM procedure.

These magnetic bars enable maintenance staff to identify a particular scavenge circuit that may have particles in suspension in the oil.

The name of the sump of origin is engraved on the housing of each of the four screens, to help identification.

Magnetic chip detectors

(-5A):

The four chip detectors consist of:- a magnetic plug assembly.- a sleeve.- a spring-loaded sealing spool.

The plug assembly features a metal mesh screen, a spring-loaded pin to lock the screen in position, a magnetic bar to attract magnetic particles, oil seals and a handle with bayonet-type locking pins.

The sleeve is installed in the lubrication unit housing and has a bayonet-type cut-out. Two holes allow scavenge oil flow when the magnetic plug is installed.

The spring-loaded spool is installed in a bore of the lubrication unit housing. When the magnetic plug assembly is removed, a spring pushes the sealing spool into the sleeve.

This provides positive sealing of the oil circuit, minimizes oil spillage during plug inspection and prevents contamination of the oil circuit.

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




lUBrICaTIOnUnIT

ENGINE SYSTEMS

Page ��May 0�

SCAVENGE SCREEN PlUGS (-5B)CTC-��-��-0�

FWD

MAGNETIC BAR(FOR TROUBlEShOOTING ONlY)

SCAVENGESCREEN PlUG

lUBRICATIONUNIT hOUSING

FROMSUMP

FROMTGB

FROMSUMP

FROMAGB

TO SERVO FUElhEATERS OIl TANK

A/C 28VDC

VISUAl INDICATOR

FROMSUMP

FROM TGB

FROM SUMP

FROM AGB

lUBRICATIONUNIT

SCAVENGESCREEN

SCAVENGEPUMP

- 5B





lUBrICaTIOnUnIT

ENGINE SYSTEMS

Page ��May 0�




lUBrICaTIOnUnIT

ENGINE SYSTEMS

Page ��May 0�

MAGNETIC ChIP DETECTOR (-5A)CTC-��-��-00

PIN

SEAl

SPRING

SEAlINGSPOOl

SlEEVE

SCREEN

PROTECTIVESlEEVE

BARMAGNET

BODYPlUG

- 5A





lUBrICaTIOnUnIT

ENGINE SYSTEMS

Page ��May 0�




MaSTer CHIPDeTeCTOrENGINE SYSTEMS

Page ��May 0�

MASTER ChIP DETECTOR (-5B ONlY)






MASTER ChIP DETECTOR (-5B)

(-5B):

The Master Chip Detector (MCD) collects magnetic particles suspended in the oil that flows from the common outlet of the four scavenge pumps.

It is installed on the lubrication unit and is connected to an oil contamination pop-out indicator, through the DPM wiring harness.

It must be checked at regular specific inspection intervals, according to the MPD.

For installation, once the probe is installed, make sure the � red witness lines are aligned.





Page ��May 0�

MASTER ChIP DETECTOR (-5B ONlY)CTC-��-�0�-0�

STRAIGhTCONNECTOR

MASTER ChIPDETECTOR

GASKET

lUBRICATIONUNIT

hOSE TOSERVO-FUElhEATERWITNESS

lINES






Page ��May 0�




VISUalInDICaTOrENGINE SYSTEMS

Page ��May 0�

VISUAl INDICATOR (-5B ONlY)





Page ��May 0�

MAGNETIC CONTAMINATION INDICATOR

(-5B):

The indicator works in conjunction with the MCD and its purpose is to provide maintenance personnel with a visual indication of magnetic chip contamination in the oil circuit.

The indicator is a pop-out device, located on the left hand side (alF) of the downstream fan case, just above the oil tank.

It has � electrical connectors:

- One for the wiring harness connected to the MCD.

- One for the harness connecting the indicator to the eIU.

after maintenance action, the pop-out indicator must be manually reset.





Page ��May 0�

VISUAl POP-OUT INDICATOR (-5B ONlY)CTC-��-�0�-0�

A/C 28 VDC

DPM CABlE

ElECTRICAlINTERFACE

MASTER ChIPDETECTOR

(MCD)

lUBRICATIONUNIT

OIl TANK






Page ��May 0�




OIl InDICaTIngCOMPOnenTS

ENGINE SYSTEMS

Page ��May 0�

OIl INDICATING COMPONENTS





ENGINE SYSTEMS

Page ��May 0�

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.





ENGINE SYSTEMS

Page ��May 0�

OIl INDICATING COMPONENTS (-5B)CTC-��-�0�-0�


lOW OIl PRESSURESWITCh

OIl QUANTITYTRANSMITTER

OIl TEMPERATURESENSOR

- 5B







ENGINE SYSTEMS






ENGINE SYSTEMS

Page ��May 0�

INDICATING COMPONENTS (-5A)CTC-��-��-00

OIl lOW PRESSURESWITCh


OIl QUANTITYTRANSMITTEROIl DIFFERENTIAl

PRESSURE SWITCh


FWD

- 5A





ENGINE SYSTEMS

Page ��May 0�

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.





ENGINE SYSTEMS

Page ��May 0�

OIl QUANTITY TRANSMITTER (-5B ShOWN)CTC-��-�0�-0�

- 5B

OIl TANK

A/C





ENGINE SYSTEMS

Page ��May 0�

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.





ENGINE SYSTEMS

Page ��May 0�

OIl TEMPERATURE SENSOR (-5B)CTC-��-�0�-0�

OIl FlOW

A/C

OIlTEMPERATURE

INDICATION

lUBRICATIONUNIT

ElECTRICAlCONNECTOR


lUBRICATIONUNIT hOUSING

TEMPERATURESENSING ElEMENT

- 5B






ENGINE SYSTEMS

Page ��May 0�





ENGINE SYSTEMS

Page ��May 0�

OIL TEMPERATURE SENSOR (-5A)CTC-211-187-00

OIL SCAVENGEFILTER

OIL FLOW

A/C

OILTEMPERATURE

INDICATION

LUBRICATIONUNIT HOUSING

OIL SUPPLYFILTER

OIL TEMPERATURESENSOR

TEMPERATURESENSING ELEMENT

- 5A





ENGINE SYSTEMS

Page ��May 0�

OIl PRESSURE TRANSMITTER AND OIl lOW PRESSURE SWITCh

The oil pressure transmitter and oil low pressure switch transmit information to the aircraft systems for cockpit indication and oil system monitoring.

They are installed on the left handside of the engine fan case, above the oil tank, at about the � o’clock position.

They have � connecting tubes and � electrical connections:

- One tube to the forward sump oil supply line.

- One tube to the vent circuit, through the oil tank.

- One connection to the aircraft indicating systems.

- One connection to the Flight Warning Computer (FWC).





ENGINE SYSTEMS

Page ��May 0�

OIl PRESSURE TRANSMITTER AND lOW PRESSURE SWITChCTC-��-�0�-0�

FROM OIl TANKVENT TUBE

FROM FWD SUMPSUPPlY lINE

OIl lOW PRESSURESWITCh


TOA/C

TOA/C






ENGINE SYSTEMS





VIBraTIOnSenSIng

ENGINE SYSTEMS

Page ��May 0�

VIBRATION SENSING




VIBraTIOnSenSIng

ENGINE SYSTEMS

Page ��May 0�

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.




VIBraTIOnSenSIng

ENGINE SYSTEMS

Page ��May 0�

INTRODUCTION TO VIBRATION SENSINGCTC-��-��-00

ENGINE VIBRATION

BITE ANDMCDU

COMMUNICATION

ACCElEROMETERSElECTION

FANBAlANCING

VIBRATIONINDICATING

AND ExCESS

STORAGE OFBAlANCING

DATA

FREQUENCYANAlYSIS




VIBraTIOnSenSIng

ENGINE SYSTEMS

Page ��May 0�

VIBRATION SENSING

Engine/aircraft vibration systems

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

- The engine sensors.- The engine Vibration Monitoring Unit (eVMU), which

interfaces with both engines and aircraft systems.

Vibration information is provided to the following:

- The eCaM system, for real time monitoring.- The CFDS (Centralized Fault Display System).- The aIDS (aircraft Integrated Data System).

The CFDS system is used to:- recall and print previous leg events.- Initiate tests.- reconfigure engine sensors.- Frequency analysis data.

The aIDS system is used to perform: - Troubleshooting.- Condition monitoring.

The eVMU receives analog signals from the engine (speed and vibration) and communicates with the other computers (CFDS, aIDS) through arInC �� data busses.




VIBraTIOnSenSIng

ENGINE SYSTEMS

Page ��May 0�

ENGINE/AIRCRAFT VIBRATION SYSTEMSCTC-��-��-0�

CFDS

EVMU

ASABOVE

ENGINE 2

ECAM'S

PRINTER

AIRCRAFTCOMPUTERS

AIDS

4

OFF

A B C D E

K l M N O

F G h I J

P Q R S T

U V W x Y

Z / SP OVFY ClR

1 2 3

4 5 6

7 8 9

. 0 +/-

AIR

PORT

PROG INIT DATADIR

RADNAV

FUElPRED

SECF-PlN F-PlN MCDU

MENU

PERF

MCDU MENU

< FMS (ACT)

< CFDS

< DATA lINK

<AIDS

SElECT DESIRED SYST

N1 SPEEDSENSOR

N2 SPEEDSENSOR

1 BRG VIBSENSOR

TRF VIBSENSOR

ARINC SIGNAl

ANAlOG SIGNAl




VIBraTIOnSenSIng

ENGINE SYSTEMS

Page ��May 0�

VIBRATION SENSING

EVMU description

The eVMU is located in the electronic bay.

The eVMU performs the following tasks:

- rotor vibration extraction from the overall vibration signals received.

- Computing of position and amplitude of the unbalanced signal.

- Fan trim balance calculations for the positions and weights of balancing screws to be installed on the engine rear spinner cone (latest eVMU’s only).

- Communication with the CFDS (CFDIU) in normal and maintenance mode.

- Communication with the aIDS (DMU) for vibration monitoring.

- Vibration sensor configuration, through CFDS menu. The no � bearing vibration sensor is the default sensor.

- Vibration recordings are made at five different engine speeds to provide information for fan trim balance procedures and frequency analysis.

EVMU operation

The normal mode of operation allows the system to:

- Display the vibration information on the eCaM.- Provide fault information when advisory levels are

reached, or exceeded.- Provide flight recordings.

Vibration recordings are also transmitted to the aIDS system to be included in the printing of all reports, such as cruise, or take-off.




VIBraTIOnSenSIng

ENGINE SYSTEMS

Page ��May 0�

EVMU DESCRIPTIONCTC-��-��-0�

CIDS1

AFT AVIONICS COMPARTMENT

ENG1 ENG2

N1 N2 No 1 BRG VIB SENSOR TRF VIB SENSOR

N1 N2 No 1 BRG VIB SENSOR TRF VIB SENSOR

hF2 T CAS

E lAC2

SFCC2

EIU2

DMC2

CIDS2

CFDIU DMU QAR DAR

FWC2

SDAC2

SDAC1

FWC1

DMC3

DMC1

EIU1

SFCC1

SEC2

FMGC2

FAC2

FAC1

SEC1

ElAC1

FMGC1

ATC2

VO

R 2

FC

DC

2

EV

MU

hU

DC

FD

IU

GP

WC

AE

VC

TAP

ER

PD

R-P

ES

MU

x P

ES

MA

IN

FC

DC

1

Vh

F 2

AD

F 2

AD

F 1

Vh

F 1

Vh

F 3

VC

R 1

DME2

AMU DME1

ATC1

hF1DATAlINKMU

FF AFS

* * * * *

* *

* * *

* * * * * * * * * * **

1 - ROTOR VIBRATION ExTRACTION FROM SENSOR SIGNAl.2 - IMBAlANCE POSITION AND AMPlITUDE.3 - IMBAlANCE CORRECTIVE WEIGhT CAlCUlATION.4 - COMMUNICATION WITh CFDIU (CFDS) AND DMU (AIDS).5 - SENSOR SElECTION ThROUGh CFDS MENUS.6 - SPEED RECORDING (IN NORMAl MODE)





VIBraTIOnSenSIng

ENGINE SYSTEMS

Page ��May 0�




PreSerVaTIOn& STOrage

ENGINE SYSTEMS

Page ��May 0�

PRESERVATION AND STORAGE





ENGINE SYSTEMS


STANDARD PRACTICES

Engine preservation

The procedure which follow are recommended as the minimum necessary to protect the CFM�� engine against corrosion, liquid and debris entering the engine, and atmospheric conditions during periods of storage, and inactivity; or following an In Flight Shut Down (IFSD). These procedures are also recommended for installed engines on inoperative aircraft or an engine not to be operated for more than thirty days.

The procedure recommended for preservation of the engine will vary depending upon the duration of inactivity, the type of preservation used, and if the engine is operable or non operable.

nOTe:engines that can be started are considered operable. engines that for any reason can not be started are considered non operable. Preservation renewal procedures are also covered in this instruction.

The preservation procedure to be used will be selected based upon the following schedule:

- Up to �0 days.- Up to �0 days.- �0 to �� days.- Preservation renewal requirements.- Depreservation.





ENGINE SYSTEMS

Page ��May 0�

ENGINE PRESERVATIONCTC-��-��-00

OPERABlE ENGINE

UP TO 30 DAYS

UP TO 90 DAYS

UP TO 365 DAYS

x

x

x

x

x

NON-OPERABlE ENGINE





ENGINE SYSTEMS

Page ��May 0�

STANDARD PRACTICES

Up to 30 days preservation

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

On wing installed engines:- Start the engine.- ground idle for �� to �0 minutes.- Shut down.- Cover entrance to fan cowling and exit opening.

non-operable engines:- Dry out engine sumps.- relubricate engine sumps.- Close VBV.- Cover VBV louver with vapor barrier film.- Seal the front and back openings.- Cover the engine with a waterproof bag.

Up to 90 days preservation

This procedure is only applicable to an operable engine.

The same procedure as the “up to �0 days” preservation must be done, but in this case the engine oil system must

be protected with preservative oil.

30 to 365 days preservation

The preservation must be applied at completion of engine operation, prior to an engine return to shop and when the engine is not to be operated for a period of �0 to �� days.

Operable engines: - In this procedure, the engine oil and fuel systems are

protected with preservative oil. The preservative oil is introduced from a pressurized cart to the engine fuel system by two motorings.

non operable engines:- In this procedure, the engine oil and fuel systems

are protected with preservative oil. This time, the oil is handpumped in the engine fuel system through the fuel pumps low and high pressure ports.

nOTe:a false metering valve tool (��a��0) is connected to the HMU to open the engine FMV to allow the preservative oil to flow throughout the engine.





ENGINE SYSTEMS

Page ��May 0�

ENGINE PRESERVATION ACTIONSCTC-��-��-00

OPERABlE ENGINE

UP TO 30 DAYS

UP TO 90 DAYS

30 TO 365 DAYS

x

x

x x x

x

GROUND IDlE

GROUND IDlE

MOTORING

PROTECTION PRESERVATIVE OIl

OIl SYSTEM FUEl SYSTEM

DRY / lUBRICATIONOF ThE SUMPS

NON-OPERABlE ENGINE

UP TO 30 DAYS

UP TO 90 DAYS

30 TO 365 DAYS

x

N/A

x x x

N/A

PROTECTION PRESERVATIVE OIl

OIl SYSTEM FUEl SYSTEM

x

N/A

x

N/A N/A

x

x

ENGINEWATERPROOF BAG

RUN





ENGINE SYSTEMS

Page ��May 0�

STANDARD PRACTICES

Renewal procedure

The chart on the opposite page shows the possibilities for engine preservation renewal procedures.





ENGINE SYSTEMS

Page ��May 0�

PROCEDURE RENEWAlCTC-��-��-00

UP TO 30 DAYS

OPERABlE ENGINE

2 RENEWAlS PERMITTED

ONE RENEWAl PERMITTED

NO TIME lIMIT

NO RENEWAl PERMITTEDPRESERVE WITh 30 TO 365 DAYS

PROCEDURE

NO RENEWAl PERMITTEDThE ENGINE MUST BE REPAIRED

AND PRESERVED AS AN OPERABlEENGINE WITh 30 TO 365 DAYS

NON-OPERABlE ENGINE

UP TO 90 DAYS

30 TO 365 DAYS





ENGINE SYSTEMS

Page ��May 0�

STANDARD PRACTICES

Dry out and relubrication procedures

It is recommended to do this procedure as soon as possible after landing in the event of:

- an In Flight Shut Down (IFSD).- a non operative engine ferry flight.- Ignore this procedure if the engine is to be operated

in the limit of �� hours after landing.- The minimum recommended engine operation is ��

to �0 minutes at ground idle power.

Dry out

a locally purchased hot air source is connected to the engine exhaust plug.air is blown in the engine, through the flame arrestor, for �� to �0 minutes.Manually, rotate n� and n� rotors to dry everywhere inside engine sumps.





ENGINE SYSTEMS

Page ��May 0�

DRY OUT PROCEDURECTC-��-��-00

DRY OUTADAPTERExhAUST

PlUG

DUCTINGDRY OUT

FIlTERADAPTER

hOT AIRhOSE

hOT AIRSOURCE





ENGINE SYSTEMS

Page ��May 0�

STANDARD PRACTICES

Relubrication procedures

a relubrication manifold tool (��a��0) is installed on the lubrication unit at the chip detector location.

The hot air source is connected on the relubrication manifold.

The relubrication manifold oil tank is filled with engine oil.

The air source is turned on and the oil is sucked from the relubrication manifold oil tank to the engine sumps, through all the engine scavenge lines.

The n� and n� rotors must be manually turned to allow the lubrication of all internal sump parts such as bearing, gear teeth, etc.





ENGINE SYSTEMS

Page ��May 0�

RElUBRICATION PROCEDURECTC-��-��-00

VIEW AA

hOT AIR

hOT AIRSOURCE

lUBRICATIONUNIT

DRY OUTFIlTER

ADAPTER

AGB

ENGINE SUMPSRElUBRICATIONTOOl SET

DUCTING

hOT AIRhOSE

OIl SUPPlYlINE

lATChES

OIlCONTAINER

PUShER

OIl SUPPlYVAlVE

OIl

lUBRICATIONUNIT





ENGINE SYSTEMS


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.





ENGINE SYSTEMS

Page ��May 0�

DEPRESERVATIONCTC-��-��-00

REMOVE MOISTURE BARRIER MATERIAl

CONNECT FUEl SUPPlY TO ThE ENGINE

DRAIN : OIl TANK ACCESSORY DRIVE ASSEMBlY

FIll OIl TANK

DO WET MOTORING

DO ONE OR MORE DRY MOTORING

PERFORM OPERATIONAl ChECK OF ThE ENGINE






ENGINE SYSTEMS

Page ��May 0�

ctc-211 engine systems

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