ctc 235 nacelle
DESCRIPTION
CFM56-5B Engine NacelleTRANSCRIPT
TRAINING MANUAL
CFM56-5A/-5b
NACeLLe
May 2007
CTC-235 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
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CFM56-ALL TRAININGMANUAL
general Page �Issue 0�
CFM56-ALL TRAININGMANUAL
general Page �Issue 0�
This CFMI publication is for Training Purposes Only. The information is accurate at the time of compilation; however, no update service will be furnished to maintain accuracy. For authorized maintenance practices and specifications, consult pertinent maintenance publications.
The information (including technical data) contained in this document is the property of CFM International (ge and SneCMa). It is disclosed in confidence, and the technical data therein is exported under a U.S. government license. Therefore, none of the information may be disclosed to other than the recipient.
In addition, the technical data therein and the direct product of those data, may not be diverted, transferred, re-exported or disclosed in any manner not provided for by the license without prior written approval of both the U.S. government and CFM International.
COPYRIGhT 1998 CFM INTERNATIONAl
THIS Page InTenTIOnallY leFT BlanK
CFM56-ALL TRAININGMANUAL
general Page �Issue 0�
EFFECTIVITYAll CFM56 ENGINES
CFMI PrOPrIeTarY InFOrMaTIOn
CFM56-ALL TRAININGMANUAL
leXIS Page �Issue 0�
lExIS
CFM56-ALL TRAININGMANUAL
leXIS Page �Issue 0�
EFFECTIVITYAll CFM56 ENGINES
CFMI PrOPrIeTarY InFOrMaTIOn
Aa/C aIrCraFTaC alTernaTIng CUrrenTaCarS aIrCraFT COMMUnICaTIOn aDreSSIng and rePOrTIng SYSTeMaCaU aIr COnDITIOnIng aCCeSSOrY UnITaCMS aIrCraFT COnDITIOn MOnITOrIng SYSTeMaCS aIrCraFT COnTrOl SYSTeMaDC aIr DaTa COMPUTeraDePT aIrlIne DaTa engIne PerFOrManCe TrenDaDIrS aIr DaTa anD InerTIal reFerenCe SYSTeMaDIrU aIr DaTa anD InerTIal reFerenCe UnITagB aCCeSSOrY gearBOXaIDS aIrCraFT InTegraTeD DaTa SYSTeMalF aFT lOOKIng FOrWarDalT alTITUDealTn alTernaTeaMB aMBIenTaMM aIrCraFT MaInTenanCe ManUalaOg aIrCraFT On grOUnDa/P aIrPlaneaPU aUXIlIarY POWer UnITarInC aerOnaUTICal raDIO, InC. (SPeCIFICaTIOn)aSM aUTOTHrOTTle SerVO MeCHanISMa/T aUTOTHrOTTleaTa aIr TranSPOrT aSSOCIaTIOn
aTC aUTOTHrOTTle COMPUTeraTHr aUTO THrUSTaTO aBOrTeD TaKe OFFaVM aIrCraFT VIBraTIOn MOnITOrIng
BBITe BUIlT In TeST eQUIPMenTBMC BleeD ManageMenT COMPUTerBPrV BleeD PreSSUre regUlaTIng ValVeBSI BOreSCOPe InSPeCTIOnBSV BUrner STagIng ValVe (SaC)BSV BUrner SeleCTIOn ValVe (DaC)BVCS BleeD ValVe COnTrOl SOlenOID
CC CelSIUS or CenTIgraDeCaS CalIBraTeD aIr SPeeDCBP (HP) COMPreSSOr BleeD PreSSUreCCDl CrOSS CHannel DaTa lInKCCFg COMPaCT COnSTanT FreQUenCY generaTOrCCU COMPUTer COnTrOl UnITCCW COUnTer ClOCKWISeCDP (HP) COMPreSSOr DISCHarge PreSSUre CDS COMMOn DISPlaY SYSTeMCDU COnTrOl DISPlaY UnITCFDIU CenTralIZeD FaUlT DISPlaY InTerFaCe UnITCFDS CenTralIZeD FaUlT DISPlaY SYSTeMCFMI JOInT ge/SneCMa COMPanY (CFM
CFM56-ALL TRAININGMANUAL
leXIS Page �Issue 0�
EFFECTIVITYAll CFM56 ENGINES
CFMI PrOPrIeTarY InFOrMaTIOn
InTernaTIOnal)Cg CenTer OF graVITYCh a channel aCh B channel BCHaTV CHannel aCTIVeCIP(HP) COMPreSSOr InleT PreSSUreCIT(HP) COMPreSSOr InleT TeMPeraTUrecm.g CenTIMeTer X graMSCMC CenTralIZeD MaInTenanCe COMPUTerCMM COMPOnenT MaInTenanCe ManUalCMS CenTralIZeD MaInTenanCe SYSTeMCMS CenTral MaInTenanCe SYSTeMCODeP HIgH TeMPeraTUre COaTIngCOnT COnTInUOUSCPU CenTral PrOCeSSIng UnITCrT CaTHODe raY TUBeCSD COnSTanT SPeeD DrIVeCSI CYCleS SInCe InSTallaTIOnCSn CYCleS SInCe neWCTaI COWl THerMal anTI-ICIngCTeC CUSTOMer TeCHnICal eDUCaTIOn CenTerCTl COnTrOlCu.ni.In COPPer.nICKel.InDIUMCW ClOCKWISe
DDaC DOUBle annUlar COMBUSTOrDaMV DOUBle annUlar MODUlaTeD ValVeDar DIgITal aCMS reCOrDerDC DIreCT CUrrenT
DCU DaTa COnVerSIOn UnITDCV DIreCTIOnal COnTrOl ValVe BOeIng DeU DISPlaY eleCTrOnIC UnITDFCS DIgITal FlIgHT COnTrOl SYSTeMDFDaU DIgITal FlIgHT DaTa aCQUISITIOn UnITDFDrS DIgITal FlIgHT DaTa reCOrDIng SYSTeMDISC DISCreTeDIU DIgITal InTerFaCe UnITDMC DISPlaY ManageMenT COMPUTerDMD DeManDDMS DeBrIS MOnITOrIng SYSTeMDMU DaTa ManageMenT UnITDOD DOMeSTIC OBJeCT DaMageDPU DIgITal PrOCeSSIng MODUleDrT De-raTeD TaKe-OFF
EeaU engIne aCCeSSOrY UnITeBU engIne BUIlDUP UnITeCa eleCTrICal CHaSSIS aSSeMBlYeCaM eleCTrOnIC CenTralIZeD aIrCraFT MOnITOrIngeCS enVIrOnMenTal COnTrOl SYSTeMeCU eleCTrOnIC COnTrOl UnITee eleCTrOnIC eQUIPMenTeeC eleCTrOnIC engIne COnTrOleFH engIne FlIgHT HOUrSeFIS eleCTrOnIC FlIgHT InSTrUMenT SYSTeM
CFM56-ALL TRAININGMANUAL
leXIS Page �Issue 0�
EFFECTIVITYAll CFM56 ENGINES
CFMI PrOPrIeTarY InFOrMaTIOn
egT eXHaUST gaS TeMPeraTUreeHSV eleCTrO-HYDraUlIC SerVO ValVeeICaS engIne InDICaTIng anD CreW alerTIng SYSTeMeIS eleCTrOnIC InSTrUMenT SYSTeMeIU engIne InTerFaCe UnITeIVMU engIne InTerFaCe anD VIBraTIOn MOnITOrIng UnITeMF eleCTrOMOTIVe FOrCeeMI eleCTrO MagneTIC InTerFerenCeeMU engIne MaInTenanCe UnITePrOM eraSaBle PrOgraMMaBle reaD OnlY MeMOrY(e)ePrOM (eleCTrICallY) eraSaBle PrOgraMMaBle reaD OnlY MeMOrYeSn engIne SerIal nUMBereTOPS eXTenDeD TWIn OPeraTIOn SYSTeMSeWD/SD engIne WarnIng DISPlaY / SYSTeM DISPlaY
FF FarenHeITFaa FeDeral aVIaTIOn agenCYFaDeC FUll aUTHOrITY DIgITal engIne COnTrOlFar FUel/aIr raTIOFCC FlIgHT COnTrOl COMPUTerFCU FlIgHT COnTrOl UnITFDaMS FlIgHT DaTa aCQUISITIOn & ManageMenT SYSTeM
FDIU FlIgHT DaTa InTerFaCe UnITFDrS FlIgHT DaTa reCOrDIng SYSTeMFDU FIre DeTeCTIOn UnITFeIM FIelD engIneerIng InVeSTIgaTIOn MeMOFF FUel FlOW (see Wf) -�BFFCCV Fan FraMe/COMPreSSOr CaSe VerTICal (VIBraTIOn SenSOr)FI FlIgHT IDle (F/I)FIM FaUlT ISOlaTIOn ManUalFIn FUnCTIOnal ITeM nUMBerFIT Fan InleT TeMPeraTUreFla FOrWarD lOOKIng aFTFlX TO FleXIBle TaKe-OFFFMC FlIgHT ManageMenT COMPUTerFMCS FlIgHT ManageMenT COMPUTer SYSTeMFMgC FlIgHT ManageMenT anD gUIDanCe COMPUTerFMgeC FlIgHT ManageMenT anD gUIDanCe enVelOPe COMPUTerFMS FlIgHT ManageMenT SYSTeMFMV FUel MeTerIng ValVeFOD FOreIgn OBJeCT DaMageFPa FrOnT Panel aSSeMBlYFPI FlUOreSCenT PeneTranT InSPeCTIOnFQIS FUel QUanTITY InDICaTIng SYSTeMFrV FUel reTUrn ValVeFWC FaUlT WarnIng COMPUTerFWD FOrWarD
G
CFM56-ALL TRAININGMANUAL
leXIS Page �Issue 0�
EFFECTIVITYAll CFM56 ENGINES
CFMI PrOPrIeTarY InFOrMaTIOn
g.in graM X InCHeSge general eleCTrICgeae general eleCTrIC aIrCraFT engIneSgeM grOUnD-BaSeD engIne MOnITOrInggI grOUnD IDle (g/I) gMM grOUnD MaInTenanCe MODegMT greenWICH Mean TIMegnD grOUnDgPH gallOn Per HOUrgPU grOUnD POWer UnITgSe grOUnD SUPPOrT eQUIPMenT
hHCF HIgH CYCle FaTIgUeHCU HYDraUlIC COnTrOl UnITHDS HOrIZOnTal DrIVe SHaFTHMU HYDrOMeCHanICal UnITHP HIgH PreSSUreHPC HIgH PreSSUre COMPreSSOrHPCr HIgH PreSSUre COMPreSSOr rOTOrHPrV HIgH PreSSUre regUlaTIng ValVeHPSOV HIgH PreSSUre SHUT-OFF ValVeHPT HIgH PreSSUre TUrBIneHPT(a)CC HIgH PreSSUre TUrBIne (aCTIVe) ClearanCe COnTrOlHPTC HIgH PreSSUre TUrBIne ClearanCeHPTCCV HIgH PreSSUre TUrBIne ClearanCe COnTrOl ValVeHPTn HIgH PreSSUre TUrBIne nOZZleHPTr HIgH PreSSUre TUrBIne rOTOr
Hz HerTZ (CYCleS Per SeCOnD)
II/O InPUT/OUTPUTIaS InDICaTeD aIr SPeeDID InSIDe DIaMeTerID PlUg IDenTIFICaTIOn PlUgIDg InTegraTeD DrIVe generaTOrIFSD In FlIgHT SHUT DOWnIgB InleT gearBOXIgn IgnITIOnIgV InleT gUIDe Vanein. InCHIOM InPUT OUTPUT MODUleIPB IllUSTraTeD ParTS BreaKDOWnIPC IllUSTraTeD ParTS CaTalOgIPCV InTerMeDIaTe PreSSUre CHeCK ValVeIPS InCHeS Per SeCOnDIr InFra reD
K°K KelVInk X �000KIaS InDICaTeD aIr SPeeD In KnOTSkV KIlOVOlTSKph KIlOgraMS Per HOUr
ll leFTl/H leFT HanD
CFM56-ALL TRAININGMANUAL
leXIS Page �0Issue 0�
EFFECTIVITYAll CFM56 ENGINES
CFMI PrOPrIeTarY InFOrMaTIOn
lbs. POUnDS, WeIgHTlCD lIQUID CrYSTal DISPlaYlCF lOW CYCle FaTIgUele (l/e) leaDIng eDgelgCIU lanDIng gear COnTrOl InTerFaCe UnITlP lOW PreSSUrelPC lOW PreSSUre COMPreSSOrlPT lOW PreSSUre TUrBInelPT(a)CC lOW PreSSUre TUrBIne (aCTIVe) ClearanCe COnTrOllPTC lOW PreSSUre TUrBIne ClearanCelPTn lOW PreSSUre TUrBIne nOZZlelPTr lOW PreSSUre TUrBIne rOTOrlrU lIne rePlaCeaBle UnITlVDT lInear VarIaBle DIFFerenTIal TranSFOrMer
Mma MIllIaMPereS (CUrrenT)MCD MagneTIC CHIP DeTeCTOrMCDU MUlTIPUrPOSe COnTrOl anD DISPlaY UnITMCl MaXIMUM ClIMBMCr MaXIMUM CrUISeMCT MaXIMUM COnTInUOUSMDDU MUlTIPUrPOSe DISK DrIVe UnITMeC MaIn engIne COnTrOlmilsD.a. Mils DOUBle aMPlITUDemm. MIllIMeTerS
MMel MaIn MInIMUM eQUIPMenT lISTMO aIrCraFT SPeeD MaCH nUMBer MPa MaXIMUM POWer aSSUranCeMPH MIleS Per HOUrMTBF Mean TIMe BeTWeen FaIlUreSMTBr Mean TIMe BeTWeen reMOValSmV MIllIVOlTSMvdc MIllIVOlTS DIreCT CUrrenT
Nn� (nl) lOW PreSSUre rOTOr rOTaTIOnal SPeeDn�* DeSIreD n�n�aCT aCTUal n�n�CMD COMManDeD n�n�DMD DeManDeD n�n�K COrreCTeD Fan SPeeDn�TargeT TargeTeD Fan SPeeDn� (nH) HIgH PreSSUre rOTOr rOTaTIOnal SPeeDn�* DeSIreD n�n�aCT aCTUal n�n�K COrreCTeD COre SPeeDn/C nOrMallY ClOSeDn/O nOrMallY OPennaC naCellenVM nOn VOlaTIle MeMOrY
OOaT OUTSIDe aIr TeMPeraTUre
CFM56-ALL TRAININGMANUAL
leXIS Page ��Issue 0�
EFFECTIVITYAll CFM56 ENGINES
CFMI PrOPrIeTarY InFOrMaTIOn
OD OUTleT DIaMeTerOgV OUTleT gUIDe VaneOSg OVerSPeeD gOVernOrOVBD OVerBOarDOVHT OVerHeaT PPb BYPaSS PreSSUrePc regUlaTeD SerVO PreSSUrePcr CaSe regUlaTeD PreSSUrePf HeaTeD SerVO PreSSUreP/T�� HP COMPreSSOr InleT TOTal aIr PreSSUre/TeMPeraTUreP/n ParT nUMBerP0 aMBIenT STaTIC PreSSUreP�� HP COMPreSSOr InleT TOTal aIr TeMPeraTUrePCU PreSSUre COnVerTer UnITPla POWer leVer anglePMC POWer ManageMenT COnTrOlPMUX PrOPUlSIOn MUlTIPleXerPPH POUnDS Per HOUrPrSOV PreSSUre regUlaTIng SerVO ValVePs PUMP SUPPlY PreSSUrePS�� Fan InleT STaTIC aIr PreSSUrePS�� Fan OUTleT STaTIC aIr PreSSUrePS�HP COMPreSSOr DISCHarge STaTIC aIr PreSSUre (CDP)PSI POUnDS Per SQUare InCHPSIa POUnDS Per SQUare InCH aBSOlUTe
PSID POUnDS Per SQUare InCH DIFFerenTIalpsig POUnDS Per SQUare InCH gagePSM POWer SUPPlY MODUlePSS (eCU) PreSSUre SUB-SYSTeMPSU POWer SUPPlY UnITPT TOTal PreSSUrePT� Fan InleT TOTal aIr PreSSUre (PrIMarY FlOW)PT�� HPC TOTal InleT PreSSUre
QQaD QUICK aTTaCH DeTaCHQeC QUICK engIne CHangeQTY QUanTITYQWr QUICK WInDMIll relIgHT
Rr/H rIgHT HanDraC/SB rOTOr aCTIVe ClearanCe/STarT BleeDraCC rOTOr aCTIVe ClearanCe COnTrOlraM ranDOM aCCeSS MeMOrYrCC reMOTe CHarge COnVerTerrDS raDIal DrIVe SHaFTrPM reVOlUTIOnS Per MInUTerTD reSISTIVe THerMal DeVICerTO reFUSeD TaKe OFFrTV rOOM TeMPeraTUre VUlCanIZIng (MaTerIal)rVDT rOTarY VarIaBle DIFFerenTIal
CFM56-ALL TRAININGMANUAL
leXIS Page ��Issue 0�
EFFECTIVITYAll CFM56 ENGINES
CFMI PrOPrIeTarY InFOrMaTIOn
TranSFOrMer
SS/n SerIal nUMBerS/r SerVICe reQUeSTS/V SHOP VISITSaC SIngle annUlar COMBUSTOrSar SMarT aCMS reCOrDerSaV STarTer aIr ValVeSB SerVICe BUlleTInSCU SIgnal COnDITIOnIng UnITSDaC SYSTeM DaTa aCQUISITIOn COnCenTraTOrSDI SOUrCe/DeSTInaTIOn IDenTIFIer (BITS) (CF arInC SPeC)SDU SOlenOID DrIVer UnITSer SerVICe eValUaTIOn reQUeSTSFC SPeCIFIC FUel COnSUMPTIOnSFCC SlaT FlaP COnTrOl COMPUTerSg SPeCIFIC graVITYSlS Sea leVel STanDarD (COnDITIOnS : ��.�� in.Hg / ��°F)SlSD Sea leVel STanDarD DaY (COnDITIOnS : ��.�� in.Hg / ��°F)SMM STaTUS MaTrIXSMP SOFTWare ManageMenT PlanSn SerIal nUMBerSneCMa SOCIeTe naTIOnale D’eTUDe eT De COnSTrUCTIOn De MOTeUrS D’aVIaTIOnSOl SOlenOIDSOV SHUT-OFF ValVe
STP STanDarD TeMPeraTUre anD PreSSUreSVr SHOP VISIT raTeSW SWITCH BOeIngSYS SYSTeM
TT oil OIl TeMPeraTUreT/C THerMOCOUPleT/e TraIlIng eDgeT/O TaKe OFFT/r THrUST reVerSerT�� Fan InleT TOTal aIr TeMPeraTUreT�� HP COMPreSSOr InleT aIr TeMPeraTUreT� HP COMPreSSOr DISCHarge aIr TeMPeraTUreT��.� eXHaUST gaS TeMPeraTUre T� lOW PreSSUre TUrBIne DISCHarge TOTal aIr TeMPeraTUreTaI THerMal anTI ICe TaT TOTal aIr TeMPeraTUreTBC THerMal BarrIer COaTIngTBD TO Be DeTerMIneDTBO TIMe BeTWeen OVerHaUlTBV TranSIenT BleeD ValVeTC(TCase) HP TUrBIne CaSe TeMPeraTUreTCC TUrBIne ClearanCe COnTrOlTCCV TUrBIne ClearanCe COnTrOl ValVeTCJ TeMPeraTUre COlD JUnCTIOnT/e TraIlIng eDgeTeCU eleCTrOnIC COnTrOl UnIT InTernal
CFM56-ALL TRAININGMANUAL
leXIS Page ��Issue 0�
EFFECTIVITYAll CFM56 ENGINES
CFMI PrOPrIeTarY InFOrMaTIOn
TeMPeraTUreTeO engIne OIl TeMPeraTUreTgB TranSFer gearBOXTi TITanIUMTla THrOTTle leVer angle aIrBUSTla THrUST leVer angle BOeIngTM TOrQUe MOTOrTMC TOrQUe MOTOr CUrrenTT/O TaKe OFFTO/ga TaKe OFF/gO arOUnDT/P TeMPeraTUre/PreSSUre SenSOrTPU TranSIenT PrOTeCTIOn UnITTr TranSFOrMer reCTIFIerTra THrOTTle reSOlVer angle aIrBUSTra THrUST reSOlVer angle BOeIngTrDV THrUST reVerSer DIreCTIOnal ValVe TrF TUrBIne rear FraMeTrPV THrUST reVerSer PreSSUrIZIng ValVeTSI TIMe SInCe InSTallaTIOn (HOUrS)TSn TIMe SInCe neW (HOUrS)TTl TranSISTOr TranSISTOr lOgIC
UUer UnSCHeDUleD engIne reMOValUTC UnIVerSal TIMe COnSTanT
VVaC VOlTage, alTernaTIng CUrrenTVBV VarIaBle BleeD ValVeVDC VOlTage, DIreCT CUrrenT
VDT VarIaBle DIFFerenTIal TranSFOrMerVIB VIBraTIOnVlV ValVeVrT VarIaBle reSISTanCe TranSDUCerVSV VarIaBle STaTOr Vane
WWDM WaTCHDOg MOnITOrWf WeIgHT OF FUel Or FUel FlOW WFM WeIgHT OF FUel MeTereD WOW WeIgHT On WHeelSWTaI WIng THerMal anTI-ICIng
CFM56-ALL TRAININGMANUAL
leXIS Page ��Issue 0�
EFFECTIVITYAll CFM56 ENGINES
CFMI PrOPrIeTarY InFOrMaTIOn
IMPERIAl / METRIC CONVERSIONS
� mile = �,�0� km� ft = �0,�� cm� in. = ��,� mm� mil. = ��,� µ
� sq.in. = �,���� cm²
� USg = �,��� l (dm³)� cu.in. = ��.�� cm³
� lb. = 0.��� kg
� psi. = �.��0 kPa
°F = �.� x °C + ��
METRIC / IMPERIAl CONVERSIONS
� km = 0.��� mile� m = �.��� ft. or ��.�� in.� cm = 0.���� in.� mm = ��.�� mils.
� m² = �0.�� sq. ft.� cm² = 0.��� sq.in.
� m³ = ��.�� cu. ft.� dm³ = 0.��� USa gallon� cm³ = 0.0�� cu.in.
� kg = �.�0� lbs
� Pa = �.�� �0-� psi.� kPa = 0.��� psi� bar = ��.� psi
°C = ( °F - �� ) /�.�
TABlE OF CONTENTS
EFFECTIVITYAll CFM56-5A/-5B FOR A318-A319-A320-A321
CFMI PrOPrIeTarY InFOrMaTIOn
CFM56-5A/-5B TRAININGMANUAL
COnTenTSnaCelle
Page ��May 0�
EFFECTIVITYAll CFM56-5A/-5B FOR A318-A319-A320-A321
CFMI PrOPrIeTarY InFOrMaTIOn
CFM56-5A/-5B TRAININGMANUAL
COnTenTSnaCelle
Page ��May 0�
seCTIoN PAGe seCTIoN PAGe
leXIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . �
TaBle OF COnTenTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ��
naCelle general . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ��
POWerPlanT PreSenTaTIOn . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ��
InleT SeCTIOn
engIne MOUnTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ��
aIr InleT COWl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ��
Fan COWl DOOrS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ��
THrUST reVerSer COWl OPenIng . . . . . . . . . . . . . . . . . . . . . . . . . . ��
engIne reMOVal/InSTallaTIOn . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ��
eXHaUST SeCTIOn
THrUST reVerSer general . . . . . . . . . . . . . . . . . . . . . . . . . . ��
THrUST reVerSer MeCHanICal STrUCTUre . . . . . . . . . . . ��
THrUST reVerSer COnTrOl SYSTeM . . . . . . . . . . . . . . . . . . ��
eXHaUST SYSTeM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ���
naCelle SYSTeMS
engIne HYDraUlIC SYSTeM . . . . . . . . . . . . . . . . . . . . . . . . . . ���
engIne BleeD aIr SYSTeM . . . . . . . . . . . . . . . . . . . . . . . . . . . ���
DrIVe generaTOr . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ���
engIne FIre PrOTeCTIOn anD DeTeCTIOn SYSTeMS . . . . ���
POWerPlanT DraInS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ���
EFFECTIVITYAll CFM56-5A/-5B FOR A318-A319-A320-A321
CFMI PrOPrIeTarY InFOrMaTIOn
CFM56-5A/-5B TRAININGMANUAL
naCellegeneral
NACEllE
Page ��May 0�
NACEllE GENERAl
EFFECTIVITYAll CFM56-5A/-5B FOR A318-A319-A320-A321
CFMI PrOPrIeTarY InFOrMaTIOn
CFM56-5A/5B TRAININGMANUAL
naCellegeneral
NACEllE
Page ��May 0�
NACEllE GENERAl
The cowls enclose the periphery of the engine so as toform the engine nacelle, underneath the aircraft wings.
The nacelle is the aerodynamic structure around thebasic engine and has several purposes:
- To smooth the airflow around and into the engine, in order to decrease drag and give better engine performance.
- To prevent damage to the external surface of the engine.
- To give extra strength to the engine structure.- To make connections for air, fluids and electricity.- To enable access to the engine, or direct access to
some engine equipment.
EFFECTIVITYAll CFM56-5A/-5B FOR A318-A319-A320-A321
CFMI PrOPrIeTarY InFOrMaTIOn
CFM56-5A/-5B TRAININGMANUAL
naCellegeneral
NACEllE
Page ��May 0�
NACEllE PURPOSESCTC-���-00�-0�
AERODYNAMICS ENGINEPROTECTION
RIGIDITY ACCESSCONNECTIONS
EFFECTIVITYAll CFM56-5A/-5B FOR A318-A319-A320-A321
CFMI PrOPrIeTarY InFOrMaTIOn
CFM56-5A/5B TRAININGMANUAL
naCellegeneral
NACEllE
Page �0May 0�
NACEllE GENERAl
The nacelle is made up of different major sections along the engine and includes:
- The air inlet cowl.- The fan cowl doors.- The thrust reverser.- The exhaust system.
EFFECTIVITYAll CFM56-5A/-5B FOR A318-A319-A320-A321
CFMI PrOPrIeTarY InFOrMaTIOn
CFM56-5A/-5B TRAININGMANUAL
naCellegeneral
NACEllE
Page ��May 0�
NACEllE SECTIONSCTC-���-00�-0�
AIR INlETCOWl
FANCOWl
ThRUSTREVERSER
ExhAUSTSYSTEM
THIS Page InTenTIOnallY leFT BlanK
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naCellegeneral
NACEllE
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POWERPlANT PRESENTATION
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POWERPlANT - ENGINE hAZARDS
engine run-ups must be carried out in approved areas. ramp must be clean to prevent ingestion. aircraft inner tanks must contain �000 kg of fuel.
Personnel must be aware of the dangerous areas.
CaUTIOn:Perform a FOD walk in front of and around engine ingestion area prior to engine start.
Hazards around an engine in operation are:- Inlet suction.- exhaust heat.- exhaust velocity.- engine noise.
Inlet suction.
engine inlet suction can pull people and large objects into the engine. at idle power, the inlet hazard area is a �.� ft (�.� m) radius around the inlet. at take-off power, the inlet hazard aera is a ��.� ft (�.� m) radius around the inlet.
WarnIng:If the wind is over �� knots, increase the inlet hazard area by �0 percent.
Exhaust heat.
The engine exhaust is very hot over long distances behind the engine. This can cause damage to personnel and equipment.
Exhaust velocity.
exhaust velocity is very high over long distances behind the engine. This can cause damage to personnel and equipment.
Engine entry/exit corridor.
engine entry corridors are between the inlet hazard areas and the exhaust hazard areas. You can go near an engine in operation only when:
- engine is at minimum idle.- Communication with ground personnel and flight
deck is mandatory.- Operation with fan cowls open is allowed, the
maximum engine speed in this case is minimum idle.
For additional safety, wear a safety harness when the engine is in operation.Carry out safety procedures while the engines are running.
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POWERPlANT - ENGINE hAZARDS AREAS CTC-���-0��-0�
hEAT AND ExhAUST VElOCITY
hAZARD AREAS
72 FT (22 M)
TO 199 FT (61 M)
TO 1235 FT (376 M)
MINIMUM IDlE TAKE-OFF ThRUST
INlET hAZARD AREA
192 FT (59 M)
21.7 FT (6.6 M) 7.2 FT (2.2 M)
ENTRY/ExIT CORRIDOR AT MINIMUM IDlE
ONlY
ENTRY/ExIT CORRIDOR
45°
INlET hAZARD AREA
3.4 FT (1.0 M)
SAFETY PRECAUTIONS
- RUN-UP PARKING MUST BE APPROVED.- PERFORM VISUAl INSPECTION BEFORE ENGINE START.- AIRCRAFT INNER TANKS MUST CONTAIN 3000 KG OF FUEl.- ENSURE COMMUNICATION BETWEEN GROUND PERSONNEl AND FlIGhT DECK.
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POWERPlANT - ENGINE hAZARDS (CONTINUED)
Engine noise.
engine noise can cause temporary and/or permanent loss of hearing.
The following charts provide information about distance to engine with ear protection.
nOTe: The charts provide information about ear damage even when wearing ear protection.
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POWERPlANT - ACOUSTICAl hAZARD AREASCTC-���-00�-0�
lEGEND
NO EAR PROTECTION REQUIRED
EAR PROTECTION REQUIRED
hAZARDOUS AREA WITh EARPROTECTION
3 6 15 30 60 150 300 600 1500 3000 MINUTES
MINUTES
RA
DIA
l D
ISTA
NC
E F
RO
M E
NG
INE
IN M
ET
ER
S
3 6 15 30 60 150 300 600 1500 3000
x
Y
x
Y
x
Y
ExPOSURE TIME/WEEK
ExPOSURE TIME/WEEK
TAKE OFF
MINIMUM IDlESEA lEVEl STATIC, ISA +10°C, 70% RElATIVE hUMIDITY
CFM56-5A
03 6 15 30 60 150 300 600 1500 3000 MINUTES
MINUTES
RA
DIA
l D
ISTA
NC
E F
RO
M E
NG
INE
IN M
ET
ER
S
100
200
300
400
500
600
0
100
200
300
400
500
600
03 6 15 30 60 150 300 600 1500 3000
20
40
60
80
100
120
0
20
40
60
80
100
120
Y
x
Y
x
ExPOSURE TIME/WEEK
ExPOSURE TIME/WEEK
TAKE OFF
MINIMUM IDlESEA lEVEl STATIC, ISA +10°C, 70% RElATIVE hUMIDITY
CFM56-5B
PROlONGED ExPOSURE EVENWITh EAR PROTECTION MAY CAUSE
DAMAGE WIThIN ThIS AREA
EAR PROTECTION IS REQUIREDWIThIN ThIS AREA
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POWERPlANT PRESENTATION
The engine is attached to the pylon by mounts, located forward and aft of the core section.
Cowls enclose the periphery of the engine so as to form the nacelle, which is aerodynamic structure around the engine.
The cowling assembly consists of:-The air inlet cowl.-The fan cowls.-The thrust reverser cowls.-The primary exhaust (primary nozzle and
centerbody).
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POWERPlANT - PRESENTATIONCTC-���-00�-0�
PYlON
WING
AFT MOUNT
AFTMOUNT
CENTERBODY
FWDMOUNT
RIGhTFAN COWl
DOOR
AIR INlETCOWl
ENGINEBUIlT
UNIT
RIGhTThRUST REVERSER
‘C’ DUCT
FWDMOUNT
ThRUSTREVERSERPIVOTINGDOORS
PRIMARYNOZZlE
lEFTThRUSTREVERSER‘C’ DUCT
lEFTFAN COWlDOOR
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POWERPlANT PRESENTATION
For quick servicing, the nacelle cowling is equipped with various access doors and holes. also, various inlets and outlets allow cooling and venting of the inlet and fan compartments.
(-5B):Nacelle left side.
The nacelle left side features the following items:- an access door for servicing of the oil tank and
inspection of the Master Chip detector (MCD) electrical indicator.
- Thrust reverser actuators access doors.- Deploy switches access door.- Fan compartment lower and upper ventilation inlets.
(-5B):Nacelle right side.
The nacelle right side features the following items:- an eCU ram air inlet.- Thrust reverser actuators access doors.- Deploy switches access door.- a starter valve access door.- an interphone jack.- an anti-ice air discharge.- a pressure relief door.- an anti-ice and IDg access door.
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NACEllE - EQUIPMENT ACCESS POINTS (CFM56-5B)CTC-���-00�-00
ACTUATOR CONNECTIONACCESS PANEl (x4)
DEPlOY SWITChACCESS DOOR (x2)
INTERPhONEJACK
ECU COOlINGINlET
ANTI-ICEAIR DISChARGE
ANTI-ICE AND IDGACCESS DOOR
OIl TANKACCESS DOOR
AIR OUTlET PRESSURE RElIEFDOOR
FAN COMPARTMENTUPPER VENTIlATION
INlET
FAN COMPARTMENTUPPER VENTIlATION
INlET
FAN COMPARTMENTlOWER VENTIlATION
INlET
STARTER VAlVEACCESS DOOR
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POWERPlANT PRESENTATION
(-5A):Nacelle left side.
The nacelle left side features the following items:- an oil access door.- a fan compartment cooling air inlet.- a fan compartment air outlet.- actuator connection access panels.- a deploy switch access door.
(-5A):Nacelle right side.
The nacelle right side features the following items:- actuator connection access panels.- a deploy switch access door.- a starter valve access door.- a fan compartment air outlet.- an interphone jack.- an eCU cooling inlet.- an anti-ice and eCU cooling outlet.
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NACEllE - EQUIPMENT ACCESS POINTS (CFM56-5A)CTC-���-0�0-0�
INTERPhONEJACK
FAN COMPARTMENTAIR OUTlET
ANTI-ICE AND ECUCOOlING OUTlET
ECU COOlINGINlET
FAN COMPARTMENTAIR OUTlET
COOlING AIR INlET
OIl TANKACCESS DOOR
STARTER VAlVEACCESS DOOR
PRESSURE RElIEFDOOR
ACTUATOR CONNECTIONACCESS PANEl (x4)
DEPlOY SWITChACCESS DOOR (x2)
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InleT SeCTIOnNACEllE
Page ��May 0�
INlET SECTION
THIS Page InTenTIOnallY leFT BlanK
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engIneMOUnTS
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ENGINE MOUNTS
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ENGINE MOUNTS
The engine is connected to the strut by two mounts:- The forward mount.- The aft mount.
Both mounts are designed to:- Withstand all the loads acting upon the nacelle.- Transmit these loads to the strut structure.
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ENGINE MOUNTSCTC-���-0��-0�
FWD
AFT MOUNT
VIEW B
BA
FWD
VIEW A
FORWARD MOUNT
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ENGINE MOUNTS
Forward mount.
The forward mount carries the engine thrust, vertical and lateral loads.
It is made up of the following:- a two-piece support beam assembly.- a one-piece crossbeam.- Two thrust links.
It is attached to the engine fan frame with four bolts and two brackets at �� o’clock, and to the pylon forward structure by means of four tension bolts and two alignment pins.
The bearing fitted on the support beam assembly, carries lateral and vertical loads.
The assembly formed by the links, crossbeam and bracket, carries thrust loads.
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FORWARD MOUNTCTC-���-00�-0�
FWD
FWD
A
VIEW A
PYlON FWD PART
4 PYlONFASTENING
hOlES
AlIGNMENTPIN
ENGINE FANFRAME
CROSSBEAMASSEMBlY
2-PIECE SUPPORTBEAM ASSEMBlY
lINKASSEMBlY
ENGINEATTAChBRACKET
CFM56-5A
CFM56-5B
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ENGINE MOUNTS
Aft mount.
The aft mount connects the engine turbine frame to the pylon aft part.
It is designed to restrain engine movements in all directions, except forward and aft.
It is made up of the following:- Three fail-safe links that provide attachment to the
engine casing lugs.- a crossbeam with three lugs for attachment of the �
links.
The crossbeam attaches to the pylon by means of four tension bolts, and two alignment pins.
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AFT MOUNTCTC-���-00�-0�
FWD
A
VIEW A
lINK
CROSSBEAM
AlIGNMENTPIN
BOlT hOlE
PYlONAFT PART
TURBINE REARFRAME
lUGS
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AIR INlET COWl
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AIR INlET COWl
The air inlet cowl provides a smooth airflow into the engine during all aircraft operational sequences, and also prevents ice formation at the front of the powerplant.
(-5B):It is located at the forward section of the nacelle, and its rear flange attaches to the engine fan case, by means of alignment pins at � and � o’clock, and bolts.
The air inlet cowl features:- an eCU ram air inlet scoop, which provides cooling
air to the eCU.- an interphone jack and electrical connector.- an anti-ice inlet duct.- an anti-ice air duct inside the nose lip, to prevent ice formation.- � ‘pip’ pins �0° apart for fan inlet cowl cover.- � hoist points for inlet cowl handling.
(All):The inner skin of the air inlet cowl is lined with acousticalpanels.
Its rear face provides connections for the anti-ice duct,the eCU cooling hose and interphone jack.
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AIR INlET COWl (CFM56-5B)CTC-���-00�-0�
‘PIP’PINS (x6)
FWDBUlKhEAD
lIPASSEMBlY
ANTI-ICE DISChARGEVENT/ACCESS PANEl
ANTI-ICEExIT DUCT
hOISTPOINTS
INTERPhONE JACKAND ElECTRICAl
CONNECTOR
AlIGNMENTPIN
ANTI-ICEINlET DUCT
ECUCOOlING
INlET
FAN COMPARTMENTUPPER VENTIlATION
INlET
INNER BARREl(WITh ACOUSTICAl PANElS)
OUTERBARREl
ANTI-ICEExIT DUCT
INlET COWlATTAChMENTRING TO FAN
CASE ANTI-ICEDUCT
BlOWOUTDOOR
ECUCOOlING INlET
FWD
FWD
NOSElIP
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AIR INlET COWl
(-5A):It is located at the forward section of the nacelle, and its rear flange attaches to the engine fan case, by means of alignment fittings and bolts.
The air inlet cowl features:- an eCU ram air inlet scoop and exhaust, provides
the eCU with air cooling.- an interphone jack and electrical connector.- an anti-ice inlet duct.- an anti-ice air duct inside the nose lip, to prevent ice formation.- an anti-ice air discharge vent/access door.- � ‘pip’ pins �0° apart for fan inlet cowl cover.- � hoist points for inlet cowl handling.
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AIR INlET COWl (CFM56-5A)CTC-���-0��-0�
OUTERBARREl
hOIST POINTS
NOSElIP
ANTI-ICEINlET DUCT
FWDBUlKhEAD
ANTI-ICE AIR DISChARGEVENT/ACCESS DOOR
FAN COWlAlIGNMENT
FITTING
AFTBUlKhEAD
ElECTRICAl CONNECTORAND INTERPhONE/GROUND
JACK
ANTI-ICEDUCT
INlET COWlATTAChMENT
RING TO FAN CASE
INlET COWlATTAChMENT
RING TO FAN CASE
ECU COOlINGAIR INlET
ECU COOlINGAIR ExIT DUCT
FWD
FWD
INNER BARREl(WITh ACOUSTICAl
PANElS)
‘PIP’PINS (x6)
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AIR INlET COWl
Anti-ice system.
The engine inlet cowl is provided with an anti-ice system,located on the right hand side at � o’clock (alF).
The system prevents ice accumulation on the inlet cowlleading edge to protect the engine from ice ingestion.
The anti-ice system is connected to the �th and �th stages of the High Pressure Compressor (HPC) andconsists of:
- an anti-ice air duct.- an anti-ice valve.- a command pressure line.- a swirl nozzle.
Hot bleed air is taken from the HPC �th stage anddirected through a tube to the anti-ice valve. It enters theanti-ice air duct and is supplied to the inlet cowl ‘D’ ductthrough a swirl nozzle.
The ‘D’ duct is formed by the nose lip and the forwardbulkhead of the inlet cowl.
The airflow is controlled by the anti-ice valve, which isoperated from the cockpit, through an On-OFF switch.
Command pressure for valve operation is taken from theHPC �th stage manifold.
an electrical connection between the anti-ice valve andthe aircraft provides the cockpit with valve positionindication.
The anti-icing air is exhausted through a dedicated exitduct, connected to the forward bulkhead and the outerbarrel.
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ANTI-ICE SYSTEMCTC-���-0��-0�
25VU
ANTI-ICE VAlVE
SWIRlNOZZlE
ANTI-ICEAIR DUCT
COMMANDPRESSURE lINE TO
ANTI-ICE VAlVE
hPC 5Th STAGEPORT
COMMAND
FEEDBACK
hPC 9ThSTAGE PORT
INlETCOWl
ExhAUST
ECAM DISPlAY
- ENG ANTI ICE ON
IF AT lEAST ONE OFThE TWO SYSTEMS ISSElECTED ON
A/C COMPUTERS
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AIR INlET COWl
Inlet cowl anti-ice valve.
The inlet anti-ice valve controls the flow of air to the engine inlet cowl.
The anti-ice valve is located on the right side of the engine fan case (at � o’clock).
The anti-ice valve is an electrically controlled and pneumatically operated butterfly valve. It is spring loaded to the closed position.
The inlet cowl anti-ice valve is composed of:- actuator.- electrical connector.- Control solenoid.- Manual override collar/ position indicator.- Flow body.- Pressure reducer.- Position indication switches.
The anti-ice valve has a manual override. You can manually lock the valve in the full open or full closed position with a ball detent locking pin if the valve fails.
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INlET COWl ANTI-ICE VAlVECTC-���-0��-00
A
B
VIEW B
VIEW A
lOCK
MANUAl OVERRIDEREMOVE STOWEDROTATE TODESIRED POSITIONINSTAll PIN INlOCKED POSITION
STOW
ClOP
FlOWDIRECTION
SERVO PORT
ACTUATOR
ElECTRICAlCONNECTOR
lOCK PIN OVERPRESSUREINDICATOR(according to version)
PRESSUREREDUCER
PIlOT VAlVESOlENOID
OUTlET PORT
INlET PORT
BUTTERFlYShUTOFF VAlVE
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AIR INlET COWl
Inlet cowl anti-icing system - Indicating.
The anti-ice panel gives the flight crew an interface with the wing and engine anti-icing systems. It has the circuitry for the control and indication of the cowl anti-icing systems.The panel is located on the ��VU forward overhead panel.
Inlet cowl anti-icing.
The anti-ice valve is controlled by a pushbutton switch which includes two indicating lights:
- On: blue.- FaUlT: amber.
When you press the pushbutton switch, the anti-ice solenoid is not energized, the valve opens, the On indicating light is on.
When you release the pushbutton switch, the anti-ice solenoid is energized, the valve closes, the On indicating light is off.
In case of discrepancy between the command and the position, the FaUlT indicating light is on.
The valve position switches give position data.The ClOSe position switch is in the closed position when the butterfly is below ��° from the closed position.
The OPen position switch is in the open position when the butterfly is below ��° from the open position.
Command pressure.
Below a minimum pressure (approximately �0 PSI), the valve remains closed or closes if commanded open.
Display.
The eng anTI ICe On indication is displayed in green on the MeMO page of the lower eCaM display if at least one of the two systems is on.
The FaUlT indicating light is accompanied by:- activation of the single chime.- Flashing of the MaSTer CaUT light.- Warning display on the lower part of the upper
eCaM display.
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INlET COWl ANTI-ICING SYSTEM - INDICATINGCTC-���-0��-0�
25VU
ECAM DISPlAY
‘ON’ INDICATINGBlUE lIGhT
OFF
ON
PUShBUTTONSWITCh
RElEASED
PRESSED
VAlVE POSITIONINDICATION
ClOSE
OPEN
FAUlT INDICATING IllUMINATED (AMBER)
‘ON’ INDICATING
OFF- ENG ANTI ICE ON
VAlVE POSITION
NOT ClOSED
ON NOT OPEN
IF AT lEAST ONE OFThE TWO SYSTEMS ISSElECTED ON
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CFM56-5A/-5B TRAININGMANUAL
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FAN COWl DOORS
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FAN COWl DOORS
There are two fan cowl doors for each engine. each door attaches to the strut with three hinges.
each fan cowl door has two hold-open rods.
There are two open positions for the fan cowl doors:- �0-degree position for routine maintenance.- ��-degree position for increased access.
Engine Run-up.
an engine run-up at minimum idle is possible with the fan cowls open and safely tied by the hold-open rods.
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FAN COWl DOORSCTC-���-0��-0�
A
hINGES(x3)
hOISTPOINTS
COMPARTMENTCOOlING ExIT
PYlONSEAlS
hOISTPOINTS
STARTER VAlVEACCESS DOOR
FAN COWlDOOR (Rh)
COMPARTMENTCOOlING ExITVENT
PRESSURERElIEF DOOR
STRAKE
FWD
FWDhOlD OPENRODS
(STOWED)
FAN COWlDOOR (lh)
COMPARTMENTCOOlING ExIT
OIl TANKACCESS DOOR
ADJUSTABlElATChES ADJUSTABlE
EYEBOlT
AlIGNMENTFITTINGS
INBOARDFAN COWl
OUTBOARDFAN COWl
55° 52.5°42° 40°
COOlINGINlET
CFM56-5B CFM56-5A
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FAN COWl DOORS
Fan Cowl Door latches.
Three latches secure the left and right fan cowls together. all latches are along the bottom of the fan cowls.The latches must be closed in the following sequence:
- Front latch.- Center latch.- rear latch.
nOTe:There is no specific sequence for the opening of the fan cowls.
Fan cowl door latch adjustment.
latch adjustments are necessary to get the correct clearance at the mating line of the fan cowl door to get the correct latch tension.
The latch adjustment has to be set after the removal or replacement of:
- The fan cowl doors.- The latch or the latch keepers on the fan cowl doors.- The inlet cowl, the thrust reverser or the engine.
Fan Cowl hold-Open Rods.
each hold-open rod is telescopic. One end of each hold-open rod attaches to the fan cowl. When the cowl is closed, the other end attaches to a receiver on the fan cowl. When the cowl is open, the other end attaches to a receiver on the engine.
each hold-open rod has a collar that locks the hold-open rod in place. a yellow lock indication shows when the hold-open rod is in the locked position.
Fan Cowl Door hinges.
each fan cowl door hinge has these components:- Fan cowl clevis.- Quick release pin.- Strut lug.
each fan cowl clevis is on the fan cowl. all strut lugs are on the strut. The quick release pins make it easy to remove a fan cowl.
Engine Run-up.
an engine run-up at minimum idle is possible with the fan cowls open and safely tied by the hold-open rods.
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lATChES - hOlD-OPEN RODS - hINGESCTC-���-0��-0�
FAN COWlDOOR
PYlON
FANCASE
hINGE(TYPICAl3 PlACES)
COllAR
lATCh hOUSINGASSEMBlY(TYPICAl 3 PlACES)hOlD-OPEN
ROD (x2)
RETENTIONBRACKET
lh FANCOWl DOOR
Rh FANCOWl DOOR
BRACKET ASSEMBlY(TYPICAl 3 PlACES)
lATChES ClOSING SEQUENCE:- FRONT- CENTER- REAR
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ThRUST REVERSER COWl OPENING
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ThRUST REVERSER COWl OPENING
Thrust reverser half door latches.
The half door latches hold the T/r halves together.
They must be released to open the T/r cowls.
There are four adjustable latches by engine. all latches are interchangeable.
all half door latches are at the bottom of the T/r halves. The latch handles and mechanisms are on the right T/r half. The latch stirrups and centering pins are on the left T/r half.
T/R latch adjustment.
latch adjustment has to be made after the removal or replacement of:
- The latch or the latch keepers on T/r halves.- The T/r halves.- The engine.
T/R doors opening and closing.
There is no specific sequence for releasing the latches to open the T/r doors.
For the closing, the four latches must be closed from forward to aft.
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T/R COWlS TENSION lATChESCTC-���-0��-0�
lEFT hAlFDOOR
BUShING(6 PlACES)
hOOK
lATChhANDlE
SNAP
SNAP DISENGAGED
lATCh2
lATCh3
lATCh4
STIRRUP
RIGhT hAlFDOOR
lOCKWAShER
lATCh hANDlEPUllED DOWN
lATCh hOOKENGAGED
lATCh hOOK DISENGAGEDFROM OPPOSITE REVERSERATTAChMENT POINT
lATCh1
A
lOCATING PIN(6 PlACES)
lATCh TENSIONNUT
RIGhT hAlFDOOR
FWD
lATChES ClOSING SEQUENCE: FROM FRONT TO REAR
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ThRUST REVERSER COWl OPENING
Opening actuators.
Three hinges attach each T/r half to the strut.T/r opening actuators are used to open the T/r cowls. each engine has two actuators. each actuator opens its cowl to ��° or ��° from the closed position.
The two hydraulic actuators are located between the pylon and the two half reversers.
each half reverser is actuated by a single-acting hydraulic actuator. They are fluid-supplied by a hand pump connected to the connection box on the lower section of the forward frame.
The input power is transmitted from the pump through hard line tubes and a hose to the hydraulic actuator.
You must open the fan cowls to get access to the hydraulic connections for hand pump use.
Fluid from the hand pump causes the actuator rod to extend and open the cowl.
a door hold-open rod, located on the engine-mounted adapter ring assembly, is to be used with the door opening actuator.
The thrust reverser half doors can be opened to a ��-degree position for engine removal. a placard at the door opening actuator connection point warns that the wing leading edge slats must be in the retracted position when the thrust reverser half doors are opened.
The external thrust reverser half doors can be opened to �� degrees. The internal half door can be opened �� degrees with the leading edge slats extended.
The system retracts hydraulic actuators under thrust reverser weight action. The orifice of the hydraulic actuator chamber restricts the fluid flow, limiting the rate of retraction of the hydraulic actuator rod.
Fluid goes from the opening actuator back to the hand pump when you close the cowl.
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OPENING ACTUATORSCTC-���-0��-0�
QUICKDISCONNECTFITTING
hYDRAUlIChOSE
OPENINGACTUATORhINGES
hYDRAUlIChOSE
ThRUST REVERSERCOWl DOOR
OPENING ACTUATOR
hANDPUMP
hYDRAUlICJUNCTION
BOx
ThRUSTREVERSER
COWl DOOR
PYlON
FWD
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ThRUST REVERSER COWl OPENING
hold-open rods.
The two hold-open rods are installed on the adapter ringat the � and � o’clock positions.
When the cowls are closed, they are secured with a pinto an adapter ring bracket.
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hOlD-OPEN RODSCTC-���-0��-0�
UPPERBRACKET
hOlD-OPENROD IN 45°POSITION
QUICKRElEASE
PIN RED BOlTAND NUT
ATTAChMENTBRACKET
ADAPTER RINGASSEMBlY
QUICK RElEASEPIN
QUICK RElEASEPIN
hOlD-OPEN RODIN ClOSEDPOSITION
hOlD-OPEN RODIN 35° POSITION
lOWERBRACKET
FORWARDFRAME OFhAlF DOOR
FORWARDFRAME OF
hAlF DOOR
AB
PYlONPYlON
VIEW A VIEW B VIEW C
C
RED BOlTAND NUT
ThRUST REVERSER hAlFDOOR IN ClOSED POSITION
ThRUST REVERSER hAlFDOOR IN 35° POSITION
ThRUST REVERSER hAlFDOOR IN 45° POSITION
45°35°
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ENGINE REMOVAl/INSTAllATION
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ENGINE REMOVAl/INSTAllATION
General.
The engine can be removed from the airplane in the QeC configuration with the inlet cowl, exhaust sleeve and plug still attached.
Before removing the engine, complete the following steps:- Fully open the fan cowls and the thrust reverser
halves to the �� degree position and hold them in position with the hold-open braces.
- remove the engine/aircraft quick disconnect for fuel, air, electrical and hydraulic lines.
Fluid connections.
The engine hydraulic lines are connected to the fluid disconnect panel, on the left side of the pylon.
They consist of:-The hydraulic suction line, connected with a coupling
half, which is a self-sealing quick-disconnect fitting.-The pressure line and case drain line both connected
with regular ‘B nut fittings’.
The fuel distribution supply and return lines are also connected to the fluid disconnect panel.
Fan area electrical and pneumatic connections.
Many electrical connections are located in the upper fan area of the powerplant.
Connection points include:- The pylon electrical junction box.- The fan electrical feeder box.- The IDg feeder wires terminal block.- The hydraulic control unit.
(-5B):- The T/r junction box.
(-5A):- The T/r harness connectors.
(All):The starter upper air duct is connected to the pylon duct by means of a coupling.
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CONNECTIONSCTC-���-0��-0�
A
B VIEW B
VIEW A
FAN WIREhARNESSES
PYlON ElECTRICAlJUNCTION BOx
T/RCONNECTOR
COUPlINGhAlF
FlUIDDISCONNECTPANEl
T/R hYDRAUlICCONTROl UNIT(ON T/R COWl)
IDG WIRESTERMINAl
BlOCK
FANElECTRICAlFEEDER BOx
IDGCABlES
ThRUST REVERSERhARNESS
T/RCONNECTORS
STARTERDUCT
hYDRAUlICSUCTION lINE
PRESSUREDElIVERY lINE
CASEDRAIN lINE
FUElRETURN lINE
FUEl SUPPlY lINEASSEMBlY
T/R JUNCTIONBOx
CFM56-5A
CFM56-5A
CFM56-5B
CFM56-5B
FIlTER
CFM56-5A
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ENGINE REMOVAl/INSTAllATION
Core area electrical and pneumatic connections.
The pylon junction box has connections for:- The core regulating valves.- The fire detector loops.- The TrF vibration sensor.- The customer bleed valve.
The pneumatic system interface duct is connected to the pylon duct by means of a coupling.
electrical connections in the core area are made at the pylon junction box.
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CORE AREA CONNECTIONSCTC-���-0��-00
BA PYlON JUNCTION
BOx
PYlON
SENSETUBES
CONNECTORS
INTERFACETUBE
PYlONDUCT
COUPlING
VIEW A
VIEW B
FWD
FWD
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ENGINE REMOVAl/INSTAllATION
Removal/Installation.
For engine removal, the engine cradle is lifted to the engine with the bootstrap system and attached to the engine handling points.
Then, the nuts holding the engine to the pylon are removed and the engine cradle is lowered onto the trailer.
For engine installation, the engine cradle is lifted with the engine and tension is applied using the hoist system.
Then the nuts attaching the engine to the pylon are installed and tightened to the specified value.
Finally, the tooling is removed from the engine and pylon.
Tools.
engine removal/installation is accomplished using the following tools:
- a bootstrap hoisting system.- an engine transportation stand.
The bootstrap hoisting system includes a forward and an aft arm with lever hoists, dynamometers and engine attach brackets as integral components.
The purpose of the engine transportation stand or dolly is to support the engine during transportation to airport apron and shop.
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TOOlSCTC-���-0��-0�
VIEW AVIEW B
VIEW C
AFT BOOTSTRAPSYSTEM
ENGINE TRANSPORTATIONSTAND
FORWARD BOOTSTRAPSYSTEM
A
C
B
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ENGINE REMOVAl/INSTAllATION
Forward bootstrap system.
The forward bootstrap system is attached to the pyramid of the aircraft pylon.
It consists of:- � forward hinge arms.- an inboard dynamometer.- an outboard dynamometer.- � chain hoists.- attachment pins.
It supports the forward of the engine cradle.
Aft bootstrap system.
The aft bootstrap system is attached to the aircraft pylon at two points.
It consists of:- a center beam.- an inboard dynamometer.- an outboard dynamometer.- � chain hoists.- attachment pins.
It supports the aft of the engine cradle.
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FORWARD AND AFT BOOTSTRAP SYSTEMCTC-���-0�0-0�
VIEW A
FORWARD hINGEARMS
A
VIEW B
B
CENTERBEAM
DYNAMOMETER
DYNAMOMETER
lOCKPIN
ChAIN
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ENGINE REMOVAl/INSTAllATION
Engine transportation stand.
The purpose of the transportation stand is to support the engine during transportation.
The � fan attach points and the aft right-hand turbine attach point are required to support the engine.
The engine transportation stand consists of a cradle and a trailer. The trailer is a frame supported by four steerable wheels.
Built-in shock absorbing mounts cushion all transport movements. However, the maximum towing speed must not be exceeded.
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ENGINE TRANSPORTATION STANDCTC-���-0��-0�
VIEW C
C
TOW BAR
CRADlE
TRAIlER
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ExhAUST SECTION
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ThRUST REVERSER GENERAl
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ThRUST REVERSER - GENERAl
The Thrust reverser (T/r) system provides additional aerodynamic braking during aircraft landing.
This braking effect reduces the aircraft stopping distance.
It can only be operated on ground from idle speed to max reverse. T/r control is achieved through the throtlle lever.
The fan thrust reverser is part of the exhaust system and is located just downstream of the fan frame. It consists of � hydraulically actuated blocker doors opening on cockpit order.
In direct thrust configuration, during flight, the cowlings mask the blocker doors, thus providing fan flow ducting.
In reverser thrust configuration, after landing, the blocker doors are deployed in order to obstruct the fan duct. The fan flow is then rejected laterally with a forward velocity.
a hydraulically actuated cowl opening system allows each thrust reverser cowl to be opened independently for maintenance operations.
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THrUST reVerSergeneral
NACEllE
ThRUST REVERSER POSITIONSCTC-���-0��-0�
SECONDARY AIRFlOW (BYPASS AIR)
PRIMARY AIRFlOWVENTING AIRFlOW
CORE ENGINEThRUST
FAN ThRUST
FAN REVERSEThRUST
STOWED POSITION DEPlOYED POSITIONAIR INlETAIR INlET
CORE ENGINEThRUST
THrUST reVerSergeneral
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ThRUST REVERSER MEChANICAl STRUCTURE
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ThRUST REVERSER MEChANICAl STRUCTURE
The thrust reverser is made of two halves. It has the following components:
- � pivoting doors per half.- � actuator per pivoting door.- Deploy switch connector.- Stow switch.- Door opening actuator.- � hinge clevisses per half.- Half door latches.- Hydraulic control unit.- Hydraulic pipes.- Hydraulic junction box.- electrical junction box.- Inner and outer cowl.
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ThRUST REVERSER MEChANICAl STRUCTURECTC-���-0��-0�
ElECTRICAl JUNCTIONBOx
DOOR OPENINGACTUATOR
INNERCOWl
OUTERCOWl
PIVOTINGDOORS(DEPlOYED)
PIVOTINGDOORACTUATOR
DEPlOY SWITChCONNECTOR
hAlF DOORlATChES
hYDRAUlICJUNCTION BOx
STOWSWITCh
hYDRAUlIC PIPES
hYDRAUlIC CONTROlUNIT
hINGE ClEVISSES (x3)
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ThRUST REVERSER MEChANICAl STRUCTURE
T/R cowls.
The C-ducts consist of:- The outer cowl, which, in the stowed position,
encloses the pivoting doors.- Three hinges which attach the cowl to the pylon.- Two hoist points (not shown) on each outer cowl for
removal/installation maintenance operations.- Four tension hook latches, to keep the cowls closed.- Two opening actuator fittings.- a ramp fairing, to smooth the airflow passing from
the engine to the thrust reverser.- The inner cowl, which smooths the secondary airflow
inner passageway and provides air to the core engine.
- an air inlet scoop, at �� o’clock, to duct air to the precooler.
- an lPTCC inlet scoop at the front of the r/H inner cowl, to duct secondary flow bleed air for lPT cooling and clearance control.
- Inlet holes, in the front section of the cowl, to duct air to the core engine internal cavity.
The inner and outer cowls have a honeycomb structurewith sound suppressing surfaces.
Fire protection.
The fire protection includes fire seals and thermal blankets.
Fire seals.
The fire seals keep any engine fire in the turbine case area away from:
- T/r components.- engine fan.- Components in the engine fan case area.- engine strut.
all fire seals are along the upper and forward edges of the T/r cowls.
Thermal blankets.
(-5B):The inner barrel of the thrust reversers is treated for thermal / fire protection. The inner (engine side) surface of the inner barrel is protected by a heat shield blanket.
(-5A):The inner (engine side) surface of the inner barrel is treated for thermal/fire protection. The aft section of the inner barrel is protected with thermal blanket covered with a titanium sheet.
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T/r MeCHanICalSTrUCTUre
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ThRUST REVERSER COWlSCTC-���-0��-0�
OPENING ACTUATORFITTING
UPPER FIRE SEAl(ON ThE PYlON)
OUTERCOWl
PIVOTINGDOORSSTOWED
RAMPFAIRING
lPTCCSCOOP
INNERCOWl
INlEThOlE
AIR INlETSCOOP
hINGES(x3)
INlEThOlE
DOOR lATChES(x4)
hEAT ShIElDBlANKET
FIREShIElD
lOWER FIRESEAl
FIRESEAl
FORWARDFIRE SEAl
CFM56-5A
CFM56-5B
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ThRUST REVERSER MEChANICAl STRUCTURE
Pivoting doors.
There are two pivoting doors on each thrust reverser half door.
They are installed on pins that make them pivot when hydraulic pressure is applied.
They are operated by four individual hydraulic actuators, which move them independently to the deployed or stowed position during thrust reverser operation.
each pivoting door is locked on the forward frame with a primary lock, which keeps it in the stowed position.
When the four doors have reached the fully deployed position, the fan air is blocked and redirected forward.
The doors feature kicker plates which provide sealing in the stowed position, and prevent reverse thrust re-injection in the deployed position.
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PIVOTING DOORSCTC-���-0��-00
PRIMARY lOCKWITh ThERMAl BlANKET
PIVOTING DOORS
ACTUATOR
PRIMARYlOCK
STOW SWITChCONNECTOR
hYDRAUlICACTUATOR
KICKERPlATE
THIS Page InTenTIOnallY leFT BlanK
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ThRUST REVERSER CONTROl SYSTEM
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ThRUST REVERSER CONTROl SYSTEM
Component location.
The thrust reverser control system controls hydraulic and electrical power to the thrust reverser for stow and deploy operations.
The control components are located in the following areas of the airplane:
- The throttle quadrant.- The engine.- The T/r halves.- The pylon.
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T/R CONTROl SYSTEM - COMPONENTS lOCATIONCTC-���-0��-0�
VIEW A A
ThROTTlE QUADRANT:- CONTROl lEVER- REVERSER lATChING lEVER PYlON:
- ShUT-OFF VAlVE- hYDRAUlIC FIlTER
ThRUST REVERSER hAlVES:- ElECTRICAl, hYDRAUlICAl AND MEChANICAl COMPONENTS
ENGINE:- ElECTRONIC CONTROl UNIT
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ThRUST REVERSER CONTROl SYSTEM
The thrust reverser system includes:- an electrical system.- a hydraulic system.
Electrical system.
The electrical system includes:- The two thrust reverser latching levers.- Two pivoting door dual deploy switches and four
pivoting door stow switches, which allow different thrust reverser processes during stow and deploy sequences.
- an electrical wiring harness.
hydraulic system.
The hydraulic system includes:- a shut-off valve, which isolates the reverser
hydraulic system from the aircraft hydraulics.- a hydraulic filter, used to filter fluid from the aircraft
hydraulic system.- a hydraulic control unit, which manages and
operates the actuating and latching systems.- Four hydraulic actuators, which independently
operate the pivoting doors.- Four hydraulic pivoting door latches, to lock the
pivoting doors in the stow position.
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ElECTRICAl AND hYDRAUlIC SYSTEMCTC-���-0��-0�
lGCIUEIU
SEC-1
SEC-2
SEC-3
STATIC RElAY-ThRUST REVlOCKING CTl
MAx.REVERSE
T.O GA
REV IDlE
IDlE
Ch. A
Ch. B
Cl
FlxT.O MCT
INDICATING
hYDRAUlIC SUPPlY
hYDRAUlIC RETURN
ECU
CONTROlUNIT-ThROTTlE
TRSOVRElAY
TRSOV
hCU
DIRECTIONAlVAlVE
SOlENOID
PRESSURIZINGVAlVE
SOlENOID
PRESSURESWITCh
SW-BlOCKERDOOR STOW.
lOWER, R
SW-BlOCKERDOOR
DEPlOY, R
SW-BlOCKERDOOR
DEPlOY, l
SW-BlOCKERDOOR STOW.
UPPER, R
SW-BlOCKERDOOR STOW.
UPPER, l
SW-BlOCKERDOOR STOW.
lOWER, l
lOWERBlOCKERDOOR, R
UPPERBlOCKERDOOR, R
UPPERBlOCKERDOOR, l
lOWERBlOCKERDOOR, l
ACTUATORS
lATChES
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ThRUST REVERSER CONTROl SYSTEM
Thrust reverser indicating system.
The thrust reverser operating sequences are displayed in the cockpit on the lower eCaM display unit.
In deployment, an amber reV indication will come into view at the middle of the n� dial when at least one reverser door is unstowed or unlocked (stroke > � percent).
If this occurs in flight, reV will flash first for � sec, then it will remain steady.
This indication will change to green when the fan reverser doors are fully deployed and the reverse thrust can be applied.
In stowage, the indication changes to amber when at least one door is deployed less than �� percent.
The indication disappears when all the doors are stowed.
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T/R INDICATINGCTC-���-0��-00
36.4REV
64 64
275 275
5 10
36.4REV
5 10
5 10 5 10
n�%
n�%
egTC
2000 2000Kg/H
F.F
FOB : 18000 KG
S FlAP F
FUll
1/ REV INDICATION DURING DEPlOY PhASE: REV DISPlAYED IN AMBER WhEN ThE ThROTTlE IS IN ThE REVERSE RANGE AND ThE BlOCKER DOORS ARE NOT 95% DEPlOYED. REV DISPlAYED IN GREEN WhEN ThE DOORS ARE FUllY DEPlOYED
2/ REV INDICATION DURING STOW OPERATION: REV DISPlAYED IN AMBER WhEN ThE DOORS ARE RESTOWED
REVERSEThRUST
INDICATION
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ThRUST REVERSER CONTROl SYSTEM
The thrust reversers can be activated when the thrust lever is at idle stop and the aircraft is on ground with engines running.
releasing the reverser latching lever allows to pull the thrust lever from the stop position to the reverse idle position.
The thrust reverser is then controlled by the eCU, which commands the deployment of the pivoting doors.
after all doors are fully deployed, max reverse thrust can be applied.
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T/R CONTROl lEVER POSITIONSCTC-���-0�0-00
r
0
F
a/THr
TO
ga
Cl
FlX
MCT
r
0
l
a/THr
TO
ga
Cl
FlX
MCT
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�0
��
�0
��
�0
�
0
re
V ID
leIDle
IDle
reVerSe
0
MaX
reV
T/R SYSTEMCOMMAND lOGIC
ECU
lATChINGlEVER
ThRUSTCONTROl
lEVERIDlE STOPPOSITION
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ThRUST REVERSER CONTROl SYSTEM
Deploy switches.
The deployed position of the pivoting doors is sensed by two double deploy switches, one for the � r/H doors, and one for the � l/H doors.
They are located on the thrust reverser beams, two at � o’clock and two at � o’clock, and are accessible through access doors on each side of the thrust reverser outer cowl.
each of them monitors two pivoting doors.
They are contact switches, connected in series, and change signal when the monitored door has reached a near fully deployed position.
They are connected to the eCU via the electrical junction box.
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PIVOTING DOOR DEPlOY SWITChESCTC-���-0��-0�
DOORPOSITIONlEVER 2
DEPlOYSWITCh
DEPlOY SWITChACCESS DOOR
ECUElECTRICAlCONNECTORElECTRICAl
hARNESS
A
DOORPOSITION
lEVER 1
VIEW A
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ThRUST REVERSER CONTROl SYSTEM
Stow switches.
The stowed position of the pivoting doors is sensed by four single stow switches, one per door, located on the forward frame rear side, next to the door latches.
They are accessible once the fan cowls are opened and the doors deployed.
They are connected in parallel, and change signal when the monitored door has started to close.
The switches are connected to the eCU via the electrical junction box.
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PIVOTING DOOR STOW SWITChESCTC-���-0��-0�
ECUElECTRICAlCONNECTOR
hYDRAUlICACTUATOR
PIVOTING DOORPOSITION lEVER
STOW SWITChCONNECTOR
STOW SWITCh
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ThRUST REVERSER CONTROl SYSTEM
The thrust reverser system is hydraulically supplied by the corresponding hydraulic pump on the engine.
It is isolated from the hydraulic supply by a shut-off valve, which is connected to a hydraulic filter and a hydraulic control unit (HCU).
Shut-Off Valve.
The Shut-Off Valve (SOV) is located in the front section of the pylon, above the fan inlet case forward flange.
The fan cowl doors must be opened to access the SOV.
The SOV isolates the thrust reverser from system pressure.
When conditions are met, the throttle is in correct position, then the static relay generates an electrical signal to the T/r SOV enabling thrust reversers to be operated.
The SOV is hydraulically connected to the hydraulic filterand the HCU.
The SOV solenoid is electrically connected to the aircraft ��� VaC power supply.
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ShUT-OFF VAlVE - TRSOVCTC-���-0��-0�
FWD
SUPPlYFROMSOV FIlTER
RETURNTO CASE DRAIN
ShUT-OFFVAlVE
ElECTRICAlCONNECTOR
CONTROlTO hCU
FROM A/CSTATIC RElAY
ThROTTlE POSITIONINPUTS
A
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ThRUST REVERSER CONTROl SYSTEM
hydraulic filter.
The Hydraulic Control Unit filter module is installed at thebottom of the pylon, in front of the HCU. Its purpose is toprevent unwanted matter from entering the thrust reverserhydraulic system.
It is accessible once the fan cowl doors are open.
a clogging indicator at the bottom of the filter bowl provides a visual indication of filter clogging.
To access and change the filter element, the bowl isturned counter-clockwise to remove it from the head.
When the filter bowl is removed, the O-ring and packingmust be replaced. Care must be taken not to damage thedifferential pressure indicator, or bowl, with metal toolswhen the packing is removed, or installed.
If the differential pressure indicator is replaced, the entirefilter assembly must be removed from the aircraft and acomplete acceptance test procedure carried out.
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T/R hYDRAUlIC FIlTERCTC-���-0��-0�
OUTlETPORT
INlETPORT
DIFFERENTIAlPRESSURE INDICATOR
FIlTER ElEMENT
O-RING
FIlTER hEAD
ShUTOFF DIAPhRAGM
PACKING
REMOVAl SPRING
FIlTER BOWl
UNIONTUBE
PACKING
WAShER
A
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ThRUST REVERSER CONTROl SYSTEM
hydraulic Control Unit.
The Hydraulic Control Unit (HCU) controls the flow of hydraulic fluid to the thrust reverser latches and pivoting door actuators during all thrust reverser operation phases.
Control and feedback signals are exchanged with the eCU.
The HCU is accessible once the thrust reverser cowlsand the fan cowls are opened.
It is installed on the right-hand forward frame of the thrust reverser structure, at � o’clock.
The HCU is equipped with a lever, which permits de-activation of the thrust reverser before maintenance operations.
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hYDRAUlIC CONTROl UNITCTC-���-0��-0�
POWERVAlVE
lOCK INPORT
DEACTIVATIONlEVER
lOCKOUT PIN
ClOGGINGINDICATOR
RIGhT hAlFDOOR
PURGE
hYDRAUlICCONTROl UNIT
VIEW AA
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ThRUST REVERSER CONTROl SYSTEM
Pivoting door latches.
The four pivoting door latches (one for each pivoting door) are installed on the C-ducts forward frame, between the door actuators and the stow switches.
They are accessible once the fan cowls are open.
They lock the doors in the stowed position.
each latch consists of a hook, a lever and a spring-loaded hydraulic actuator which operates the hook.
each latch is protected by a thermal blanket.
The latches are actuated in series : it is only after one latch is unlocked that pressure is applied to the next.
acting on the latch manual unlock nut is the first step tomanually release the pivoting doors for maintenance purposes.
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PIVOTING DOOR lATChESCTC-���-0��-0�
A
ROllER
PIVOTING DOORlATCh FITTING
PIVOTINGDOOR
lATChFITTINGROllER
hOOK
MANUAlUNlOCK NUT
hOOK
DOORlATCh
VIEW A
STOW SWITChPIVOTING
DOOR lATCh
hYDRAUlICACTUATOR
PRIMARY lOCKWITh ThERMAl BlANKET
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ThRUST REVERSER CONTROl SYSTEM
Pivoting door actuators.
Four hydraulic actuators provide the force necessary to deploy and stow the thrust reverser pivoting doors.
They are installed on the T/r forward frame by a ball-joint support.
The piston rod of the actuator is attached to the pivoting door structure by the rod end assembly.
acting on the actuator manual unlocking square after unlocking the latch, allows manual opening of a pivoting door during maintenance operations.
a safety sleeve is installed on the actuator to prevent door closing.
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hYDRAUlIC ACTUATORSCTC-���-0��-0�
ACTUATORROD
hYDRAUlICACTUATOR
BAll-JOINTASSEMBlYSUPPORT
MANUAlUNlOCKINGSQUARE
MAINTENANCESAFETY SlEEVE
ROD ENDASSEMBlY
MANUAlUNlOCKINGSQUARE
PIVOTINGDOOR
hYDRAUlICACTUATOR
FORWARDFRAME
CFM56-5A
CFM56-5B
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ThRUST REVERSER CONTROl SYSTEM
Deploy mode sequence.
In the deploy mode, when the aircraft is on ground andreverse thrust is set from the flight compartment, the eIU and eCU send electrical signals to the Hydraulic Control Unit, if the deploying conditions are met.
The HCU sends hydraulic pressure to unlock eachpivoting door.
When all pivoting doors are unlocked, the hydraulicpressure is sent to the hydraulic actuators extend sideuntil they are fully deployed.
an unstow message is sent to the flight compartment.
When the four pivoting doors are deployed, the eCUreceives the signal ‘deployed doors’ and stops theelectrical signal to the HCU.
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DEPlOY SEQUENCECTC-���-0��-00
EIU
ECU hCU
ECU
ECU
ThROTTlElEVER
STOP hCUCOMMAND
PIVOTING DOORSUNlOCKING
AT lEAST ONEDOOR UNSTOWED
All 4 DOORSFUllY DEPlOYED
PIVOTING DOORSOPENING
STOW SWITChOPEN
PIVOTING DOORSFUllY DEPlOYED
4 DEPlOY SWITChESClOSED
REV IN GREEN
REV IN AMBER
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ThRUST REVERSER CONTROl SYSTEM
Stow mode sequence.
When the thrust reverser stow sequence is selected, theeIU and eCU send an electrical signal to the HCU.
The HCU sends hydraulic pressure to the hydraulicactuators retract side.
The hydraulic actuators are connected to the aircrafthydraulic return system.
When the pivoting doors are in their stowed position, theyactuate stow indication switches, which send the ‘stowed’signal to the flight compartment.
The eCU removes electrical power from the HCU with aclosure delay of one to two seconds, which enables thepivoting doors to lock.
a pressure switch transmits a ‘without pressure’ signal tothe eCU.
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STOW SEQUENCECTC-���-0��-00
EIU
ECU hCU
ECU
ECU
ThROTTlElEVER
STOP hCUCOMMAND
ACTUATOR STOWSIDE
AT lEAST ONE DOORNOT FUllY DEPlOYED
All 4 DOORSSTOWED AND lOCKED
PIVOTING DOORSSTOWING
DEPlOY SWITChOPEN
PIVOTING DOORSSTOWED
REV DISAPPEARS
REV IN AMBER
4 STOW SWITChESClOSED
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ThRUST REVERSER CONTROl SYSTEM
T/R inhibition.
For safety reasons during maintenance operations, it is necessary to make the thrust reverser unserviceable.
The T/r can be inhibited by removing the lockout pin from its stowage position, and moving the HCU deactivation lever forward, to the inhibition position.
This way, no hydraulic pressure is delivered to the pivoting door latches and actuators.
The lockout pin is then installed through the lever to lock it in the unserviceable position.
a warning notice is placed on the lever, telling persons not to remove the lockout pin.
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ThRUST REVERSER INhIBITIONCTC-���-0�0-0�
FWD
hCU
INhIBIT lEVER INOFF POSITION
WARNINGNOTICE
VIEW AA
lOCKOUTPIN STOWAGE
(IN OPERATING POSITION)
INhIBIT lEVER INOPERATIONAl POSITION
lOCKOUT PININSTAllED
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ThRUST REVERSER CONTROl SYSTEM
T/R deactivation.
The thrust reverser is deactivated if:- The HCU lever is moved to the inhibit position and
locked in place.- The lockout bolts provided to secure the pivoting
doors in the stowed position are installed.
The lockout bolts and red lockplates are installed on a storage bracket mounted on the forward face of the right-hand T/r cowl door.
The lockout fairings and screws are removed from thepivoting doors and installed on the storage bracket.
The lockout bolts and lockplates are then installed on thepivoting doors to attach them to the forward frame of thethrust reverser.
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ThRUST REVERSER DEACTIVATIONCTC-���-0��-0�
PIVOTINGDOOR
lOCKOUTBOlT
BOlT
STORAGEBRACKET
REDlOCKPlATE
lOCKOUTFAIRING
BOlT
lOCKOUTBOlT
REDlOCKPlATE
SCREW
FWD
INhIBIT POSITION
NORMAl OPERATION
THIS Page InTenTIOnallY leFT BlanK
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Page ���May 0�
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ExhAUST SYSTEM
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ExhAUST SYSTEM
The exhaust system supplies an exit for the turbine exhaust gases. The system increases the turbine exhaust gas velocity to increase engine thrust.
To control the direction of the exhaust gases, the system uses the following components:
- a primary nozzle.- a centerbody.
The primary nozzle and the centerbody are attached to the aft of the turbine rear frame.
They give:- an annular exhaust passage to the primary airflow.- a passage to bypass air.- a passage to vent air.
The engine exhaust passes between the inner surface of the primary nozzle and the outer surface of the centerbody.
engine bypass air passes over the outer surface of the primary nozzle.
The centerbody is open at the aft end to let the engine vent to atmosphere.
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ExhAUST SYSTEM GENERAl DESCRIPTIONCTC-���-0��-00
ExhAUSTSYSTEM
SECONDARY AIRFlOW (BYPASS AIR)
PRIMARY AIRFlOW
VENTING AIRFlOW
PRIMARY NOZZlEFOR ExhAUST
CENTERBODYFOR VENT AIR
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ExhAUST SYSTEM
Primary nozzle.
The primary nozzle directs the primary exhaust gas aft and regulates the gas flow.
It is fastened to the outer aft flange of the engine turbine rear frame (TrF).
The primary nozzle consists of:- a forward flange for attachment to the TrF aft flange.- Inner and outer skins made of conventional stiffened
sheet metal.- a forward bulkhead to link the two skins.- a spring seal, attached to the outer barrel, to
interface with the pylon.
Water drainage is provided by holes in both the inner and outer skins:
- One hole located at the lowest point of the inner skin.
- Five holes located aft of each outer skin stiffener.
(-5B):an enhanced acoustic performance chevron nozzle has been developed to comply with the aircraft noise level standard requirement. This nozzle is mostly installed on a���’s.
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PRIMARY NOZZlE DESIGNCTC-���-0��-0�
ExISTINGNOZZlE
VIEW A
ENhANCED ACOUSTICPERFORMANCEChEVRON NOZZlE
VIEW B
FWD
FORWARDBUlKhEAD
INNERSKIN
OUTERSKIN
ENGINEATTACh RING
PYlONSEAl
STIFFENERRINGS
A
B
CFM56-5B ONlY
CFM56-5A/-5B
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ExhAUST SYSTEM
Centerbody.
The centerbody is located at the aft section of the nacelle, installed in the center of the primary nozzle.
It is bolted to the inner aft flange of the engine turbine rear frame (TrF), and can be accessed after the primary nozzle has been removed.
The purpose of the centerbody outer surface is tocalibrate the exhaust areas, while smoothing the primaryexhaust gases.
The inner portion of the centerbody vents the enginesumps to atmosphere.
It features � internal stiffeners which ensure its rigidity, and behind each stiffener, � drain holes.
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CENTERBODY lOCATIONCTC-���-0��-0�
VIEW A
A
FWD
TRF INNERAFT FlANGE
INTERNAlSTIFFENER
(x3)
TRF OUTERAFT FlANGE
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Page ���May 0�
NACEllE SYSTEMS
THIS Page InTenTIOnallY leFT BlanK
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ENGINE hYDRAUlIC SYSTEM
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ENGINE hYDRAUlIC SYSTEM
The aircraft has three main hydraulic systems. They are identified as the green, Blue and Yellow systems. Together they supply the main aircraft systems with hydraulic power.
The three systems are not hydraulically connected.
The three systems are each pressurized by one main pump. The green system pump is connected to the left engine and the Yellow system pump is connected to the right engine. The green and Yellow pumps supply hydraulic power when their related engine operates. The electric pump of the Blue system starts automatically when any one of the engines operates.
The three system main pumps are usually set to operate permanently. If necessary (because of a system fault, or for servicing), the pumps can be set to off from the flight compartment.
Two Power Transfer Units (PTU) enable power transfer between the green and yellow hydraulic systems if the pressure difference is more than �00 PSI (�,�� MPa). However, no hydraulic pressure is transferred but the PTU of the highest system restores pressure of the lower system.
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NACEllE
AIRCRAFT hYDRAUlIC SYSTEMSCTC-���-0�0-0�
PRIORITYVAlVE
PTU
PM
MP
PRIORITYVAlVE
GREENRESERVOIR
YEllOWRESERVOIR
REVERSEENG. 2
ENG.2
ENG.1
SS
BlUERESERVOIR
AIRCRAFT SYSTEMS
ElEC.PUMP
RAT
M
ElEC.PUMP
hANDPUMP
AIRCRAFTSYSTEMS
PP
AIRCRAFTSYSTEMS
REVERSEENG. 1
M
40VU 20VU
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ENGINE hYDRAUlIC SYSTEM
The purposes of the engine hydraulic system are:- To pump hydraulic fluid from the reservoir to differentaircraft equipment and the engine thrust reverser.- To supply the dedicated aircraft hydraulic circuits
with clean pressurized hydraulic fluid.- To drain and clean hydraulic leakage from the
hydraulic pump and return it to the aircraft hydraulic reservoir.
- To indicate a low output pressure from the hydraulic pump, and a hydraulic filter clogged condition.
The engine hydraulic system is located around theengine fan case, on the left hand side, and consists of the following equipment:
- The engine driven hydraulic pump, installed on the forward flange of the accessory gearbox.
- The suction line.- The pressure line.- The case drain hydraulic filter, installed at � o’clock,
which filters the return flow of fluid.- The case drain line.- The low pressure indicating switch, installed at the
�.�0 o’clock position, which monitors the supplied pressure.
To access the engine hydraulic system equipment, theleft hand side fan cowl must be opened.
The engine hydraulic system lines are connected on the left side of the pylon, at the fluid disconnect panel.
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engIneHYDraUlIC SYSTeM
NACEllE
ENGINE hYDRAUlIC SYSTEM - hYDRAUlIC JUNCTION BOxCTC-���-0��-0�
hCU
SOV
TOACTUATORS
TO PRIMARYlOCKS
OPENShUT
CASE DRAIN lINE
hP lINE
SUCTION lINE
T/R RETURN lINE
COUPlINGhAlF
T/R ShUT-OFFVAlVE(OPTIONAl)
hYDRAUlICSUCTION hOSE
CASEDRAIN hOSE
PRESSUREDElIVERY hOSE
hYDRAUlICJUNCTION
BOx
FWDhYDRAUlIC
PUMP
CASE DRAINlINE
CASE DRAINhYDRAUlIC
FIlTER
lOW PRESSUREINDICATING
SWITCh
PRESSURE lINE
SUCTION lINE
COllECTOR
hYDRAUlICRESERVOIR
hYDRAUlIC FIREShUT OFF VAlVE
TO hYDRAUlICSYSTEMS
WING
PYlON
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ENGINE hYDRAUlIC SYSTEM
Engine-driven pump.
The engine-driven pumps (eDP, one pump per engine) supply Yellow and green hydraulic systems with hydraulic pressure.
location.
The engine-driven pump (eDP) is attached to the accessory gearbox at the bottom of the engine. The attachment flange of the pump has keyhole slots for the installation of attachment bolts. The suction line connection has a quick-release self-sealing coupling.
Together, they make it possible to replace the pump quickly.
Physical description.
The pump is a variable-displacement type. The rotating assembly turns as long as the engine operates.
a solenoid valve (controlled from the flight compartment) makes it possible to change the operation of the pump so that it does not supply pressure to the system (depressurized mode). The eDP includes a blocking valve which isolates the pump from the hydraulic system when the pump operates in the depressurized mode.The pump then operates with zero flow.
The pump is connected to three lines:- Hydraulic fluid supply line.- Output pressure line- Case drain line.
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engIneHYDraUlIC SYSTeM
NACEllE
ENGINE-DRIVEN PUMP (ACCORDING TO VERSION)CTC-���-0��-0�
FWD
A
hYDRAUlIC PUMPDRIVE PAD
SOlENOID VAlVE
ElECTRICAl CONNECTION
SEAl DRAINCONNECTION
KEYhOlE SlOT
OUTPUT lINE
SUPPlY lINE
CASE DRAIN lINE
VIEW A
YEllOW AND GREENSYSTEMS ONlY
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ENGINE hYDRAUlIC SYSTEM
Case drain filter module.
The case drain filter cleans the case drain fluid from the engine-driven pumps (eDP) before it goes back to the reservoir.
The eDP case drain filters are located on each engine, on the case drain line between the eDP and the hydraulic disconnect panel on the pylon.
Physical description.
The case drain filter is a non-bypass type with a �� micron, non-cleanable, cartridge type filter element.
The case drain filter has the following components:- a filter head which includes the hydraulic connector,
a clogging indicator and an anti-spill device.- a filter bowl.- a replaceable filter element.
The case drain lines are threaded-type fittings.
EDP.
If you operate the engine fire switch and if the eDP runs for five minutes, you must inspect the eDP case drain filter for pump damage and replace the filter.
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engIneHYDraUlIC SYSTeM
NACEllE
CASE DRAIN FIlTERCTC-���-0��-0�
OUTlETPORT
ANTI-SPIllDEVICE
FIlTERElEMENT
FIlTERElEMENT
FIlTERBOWl
FIlTERBOWl
INlETPORT
FIlTERhEAD
ClOGGINGINDICATOR
A
VIEW A
FWD
engIneHYDraUlIC SYSTeM
NACEllE
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ENGINE BlEED AIR SYSTEM
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ENGINE BlEED AIR SYSTEM
Pneumatic system.
The pneumatic system supplies with compressed air the airplane user systems.
The aircraft pneumatic system can be fed by engine � and/or �, the auxiliary Power Unit (aPU), and the pneumatic ground air connection.
The pneumatic manifold collects the compressed air from the sources and supplies it to the user systems.
The purpose of the manifold valves is to:- Control the flow of bleed air.- Isolate the manifold into left and right sides.- Control the flow of manifold air into the user
systems.
The airplane systems that use pneumatic power are:- engine start systems.- air conditioning and pressurization systems.- engine inlet cowl anti-ice systems.- Wing thermal anti-ice systems.- Water tank pressurization system.- Hydraulic reservoir pressurization system (lH
engine only).
Pneumatic system controls and indications are:- Monitoring computers.- Cockpit �0VU panel.- eCaM system display.
The controls and indications use ��V DC.
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PNEUMATIC SYSTEMCTC-���-0��-0�
AIR COND.(TRIM AIR V.)
hYD RESERV.PRESSURE
hYDRAUlICRESERVOIR(lh ONlY)
WATER TANKPRESSURE
PACK 1 PACK 2
WINGANTI-ICE
WINGANTI-ICE
CARGOhEAT
hP GROUNDCONNECTION
APU
CROSSBlEEDVAlVE (x-FEED)
COMMANDPRESSURElINE TO ANTI-ICEVAlVE
NACEllE AIRINlET ANTI-ICE
NACEllE AIRINlET ANTI-ICE
ENGINE 1
IPhP
ENGSTART
hPV
STARTER
STARTERVAlVE
PRV
COMMANDPRESSURElINE TO ANTI-ICEVAlVE
ENGINE 2
IPhP
ENGSTART
hPV
STARTER
STARTERVAlVE
PRV
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ENGINE BlEED AIR SYSTEM
Pneumatic system - Functional description.
The pneumatic system supplies with hot, high pressure air to the relevant aircraft systems.
Pneumatic manifold.
The pneumatic manifold gets high pressure air from the source systems and supplies it to the user systems.
Engine bleed air.
There is one bleed air system for each engine. The engine bleed system controls bleed air temperature and pressure.
Engine bleed air precooler system.
The precooler system controls the engine bleed air temperature. The Fan air Valve and the Fan-air Valve Control Thermostat control the flow of fan air to the precooler.
APU bleed air.
The aPU supplies bleed air to the pneumatic manifold. an aPU check valve protects the aPU from engine bleed air flow.
Controls and indications.
The control of the pneumatic system is usually automatic. Bleed-air Monitoring Computers (BMC) control the automatic functions.
Manual controls with pushbutton and selector switches are available on the overhead �0VU panel.
The monitoring of the pneumatic system operation is done on the eCaM System Display.
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PNEUMATIC SYSTEMCTC-���-0��-0�
BlEED
23°C
200°C
205°C44 PSI
RAMAIR
ANTIICE
C h
lO
1
IP hP
APU
GND
hI
23°C
200°C
205°C44 PSI
ANTIICE
C h
lO
1
IPhP
hI
TAT +19°CSAT +18°C
G.W. 60300 KGC.G 28 1%23 h 56
TO BMC
ECAM
30VU
VAlVEPOSITION
PRESSURETEMPERATURE
DETECTORS
AIR COND OVERhEAD PANEl
SCT
CT
OVERBOARD Aircraft
Powerplant
PRECOOlER
TO BMC
TOBMC TO
BMC
hPV
PRV
OPVFAV
TO BMC
hYDRAUlICRESERVOIR(lh ONlY)
COMMAND PRESSURElINE TO ANTI-ICE VAlVE
NACEllEAIR INlET
ANTI-ICE
ENGSTART
ENGINE 1
FAN
IPhP
BMC2
BMC1
AMBER:OVERPRESSUREOVERTEMPERATURE
TT
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ENGINE BlEED AIR SYSTEM
The purposes of the bleed air system are:- To extract air from the High Pressure Compressor.- To select the air source from the HPC �th or �th
stage.- To regulate the output pressure and temperature
before the air is delivered to the aircraft distribution system.
The engine bleed air system is installed in the nacellewithin the core compartment, on the left hand side of each engine between the � and � o’clock positions (alF).
The main elements of the system are:- The Intermediate Pressure Check Valve (IPC), that
uses HPC �th stage air.-The High Pressure Bleed Valve (HPV), that uses
HPC �th stage air.-The Bleed Pressure regulator Valve (PrV).-The Overpressure Valve (OPV).-The bleed air precooler exchanger.-The temperature and pressure sensors.-The air ducts.-The electrical harnesses.-The Bleed-air Monitoring Computers (BMC).
To access the system, the left hand side fan cowl and the thrust reverser ‘C’ duct must be opened.
all the valves are fitted with e-seals that require inspection, and, if necessary, replacement.
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ENGINE BlEED AIR SYSTEMCTC-���-0��-0�
hIGh PRESSUREBlEED VAlVE
OVERPRESSUREVAlVE
BlEED PRESSUREREGUlATOR VAlVECONTROl SOlENOID
BlEED AIRPRECOOlERExChANGER
FAN AIR VAlVECONTROlThERMOSTAT
FAN AIRVAlVE
BlEED PRESSUREREGUlATOR VAlVE
BlEED AIR MONITORINGCOMPUTER (BMC)
INTERMEDIATE PRESSUREChECK VAlVE
5Th STAGEDUCT
9Th STAGEDUCT
AIRCRAFTPOWERPlANT
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ENGINE BlEED AIR SYSTEM
System pressure operation.
The operation of the HP Bleed Valve (HPV) and the IP Check Valve is linked to the �th and �th stage pressures from the HP Compressor.
5th and 9th stage engine bleeds.
at low engine speed, �th stage air is not sufficient for the pneumatic system demands and the �th stage supplies bleed air. at high engine speed the HP bleed valve closes, and the �th stage supplies bleed air. The bleed pressure regulator valve controls the closing of the HP bleed valve.
The HP bleed valve pneumatically limits the downstream static pressure to �� psig. It closes fully pneumatically when the upstream static pressure reaches ��0 psig.
The bleed pressure regulator valve (PrV) receives the airflow from the HP bleed valve or the IP check valve.
The bleed pressure regulator valve regulates the outlet pressure of the airflow to the aircraft distribution at �� psig.
The Overpressure Valve (OPV) protects the system against damage if overpressure occurs.
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SYSTEM PRESSURE OPERATIONCTC-���-0��-00
PRV
PRV
hPVhPV
ClOSES WhEN UPSTREAM PRESSURE REAChES120 PSIG
VAlVES OPERATING CONDITIONS
OPV
OPV
85
75
44
36
PRESSURES PSIG
CORE SPEED
FUllY ClOSED
STARTS TO ClOSE
RE-OPENS WhEN PRESSURE IS BElOW 35 PSIG
ClOSED BY BMC WhEN:- DOWNSTREAM OVERTEMP 257°C MORE ThAN 60 SECONDS.- DOWNSTREAM OVERPRESSURE 57 PSIG MORE ThAN 15 SECONDS.- PYlON OVERhEAT- APU BlEED VAlVE NOT ClOSED- CORRESPONDING ENGINE SAV OPENED.- REVERSE FlOW (DETECTED BY PRV).
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ENGINE BlEED AIR SYSTEM
IP check valve (5th stage).
The �th stage IP check valve prevents �th stage bleed airflow from entering the �th stage bleed port.
The IP check valve is fitted with two flappers.
The IP check valve is part of the engine bleed air system. It is on the left side of the engine high pressure compressor case (at the � o’clock position).
Functional description.
The valve lets airflow go in the direction of the arrow. It stops airflow in the opposite direction.
Two semicircular flappers control airflow. normal airflow opens the flappers. reverse airflow closes the flappers.
nOTe:Install the bleed air check valve so that the flow arrow points away from the �th stage bleed port.
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INTERMEDIATE PRESSURE ChECK VAlVECTC-���-0��-00
A
hINGE PIN
STOP PIN
FlAPPERS
VAlVE BODY
VIEW A
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ENGINE BlEED AIR SYSTEM
hP Bleed Valve.
The HP Bleed Valve is a � in. dia. butterfly-type valve which operates as a shut-off and pressure regulating valve.
The HP bleed valve is normally spring-loaded closed in the absence of upstream pressure.
a minimum pressure of � psig is necessary to open the valve.
The HP bleed valve contains three main parts:- a valve body.- a pneumatic actuator.- a regulator assembly.
The HP bleed valve is located on the engine core area at the � o’clock position.
The HP bleed valve pneumatically limits the downstream static pressure to �� psig. It fully closes when the upstream static pressure reaches ��0 psig.
a pneumatic sense line connects the HP bleed valve with the bleed pressure regulator valve (PrV) in order to make sure that the HP bleed valve will close when bleed pressure regulator valve is controlled closed.
a manual override is provided to set the valve in the closed position.
(-5B):The engine bleed air is connected by a sense line to the HP bleed override solenoid.This solenoid causes the HP bleed valve to close pneumatically during cruise in normal bleed condition.
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hIGh PRESSURE BlEED VAlVECTC-���-0�0-0�
A
B
FROM BlEEDPRESSURE REGUlATORVAlVE (PRV)
lOCKINGPIN
BUTTERFlY
TEST PORT
COVERPlATE
ACTUATORASSEMBlY
ElECTRICAlCONNECTOR
FIlTER
VIEW A
VIEW B
POSITION INDICATORAND MANUAl OVERRIDE
CFM56-5A
CFM56-5B
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ENGINE BlEED AIR SYSTEM
Bleed Pressure Regulator Valve (PRV).
The PrV is a � in. dia. butterfly-type valve, it pneumatically regulates the downstream pressure to �� psig.
It closes automatically in the following cases:- Overtemperature downstream of the precooler
exchanger.- Overpressure downstream of the PrV.- ambient overheat in pylon/wing/fuselage ducts
surrounding areas.- aPU bleed valve not closed.- Corresponding starter valve not closed.
The PrV is located on the engine core area at the �0 o’clock position.
The PrV contains three main parts:- a valve body.- a pneumatic actuator.- a regulator assembly.
PrV operation is fully pneumatic.
It is controlled in closed position by crew action on:- eng FIre pushbutton switch.- eng BleeD pushbutton switch.
The thermal fuse installed in the valve body causes the valve to close at ��0 more or less �� deg.C.
a manual override is provided to position the valve in the closed position.
Solenoid hP Bleed Override. The solenoid, when energized by the BMC, permits to control closure of the HP Bleed Valve.
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BlEED PRESSURE REGUlATOR VAlVECTC-���-0��-0�
A
C
B
FIlTER
ElECTRICAlCONNECTOR
TRAIlINGPROBEEDGE
BUTTERFlY
COVERPlATE
ACTUATORASSEMBlY
ElECTRICAlCONNECTOR
VIEW A
VIEW C
POSITION INDICATORAND MANUAl OVERRIDE
SOlENOID hP BlEEDOVERRIDE
CFM56-5A
CFM56-5B
VIEW B
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ENGINE BlEED AIR SYSTEM
Bleed Pressure Regulator Valve Control Solenoid.
The bleed pressure regulator valve control solenoid is installed downstream of the precooler exchanger to control the bleed pressure regulator valve.
It includes:- a thermostat body assy.- a solenoid sub-assembly.- a non-return sub-assembly.
The bleed pressure regulator valve control solenoid continuously senses the temperature of the air from the bleed air precooler exchanger of the bleed air system. It also monitors the differential pressure between the upstream side of the bleed pressure regulator valve and the downstream side of the bleed air precooler exchanger.
It controls pneumatically the air supply through the bleed air system by closing the bleed pressure regulator valve.
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BlEED PRV CONTROl SOlENOID (ACCORDING TO VERSION)CTC-���-0��-0�
A
VIEW A
ElECTRICAlCONNECTOR
SOlENOIDASSEMBlY
ATTAChMENTPlATE
ThERMOSTATASSEMBlY
SAFETYVAlVE
ATTAChMENTPlATE
NON RETURNASSEMBlY
TO PRESSUREREGUlATORVAlVE (PRV)
FIlTER
FIlTER
FROM PRECOOlERUPSTREAM
FROMPRECOOlERUPSTREAM
CFM56-5ACFM56-5B
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ENGINE BlEED AIR SYSTEM
Overpressure Valve.
The Overpressure Valve (OPV) is installed downstream of the PrV.
It protects the system against damage if overpressure occurs.
The OPV is a � in. dia. butterfly-type valve, it contains two main parts:
- a valve body.- an actuator assembly.
The OPV is equipped with a test port which serves to perform an ‘in situ’ test.
a microswitch in the OPV signals the extreme open position.
OPV operation is fully pneumatic. It cannot be controlled from the cockpit.
In normal conditions the valve is spring-loaded open.
When the upstream pressure increases and reaches �� PSIg, the OPV starts to close. This decreases the air flow and so reduces the downstream pressure. at �� PSIg upstream pressure the OPV is fully closed, it opens again when the upstream pressure has decreased to less than or equal to �� PSIg.
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OVERPRESSURE VAlVE (ACCORDING TO VERSION)CTC-���-0��-00
AVIEW A
VIEW A
ElECTRICAlCONNECTOR
ElECTRICAlCONNECTOR
POSITIONINDICATOR
TEST PORT
VAlVE BODYASSEMBlY
ACTUATORASSEMBlY
BUTTERFlY
VAlVEBODYASSEMBlY
ACTUATORASSEMBlY
POSITIONINDICATOR
BUTTERFlY
TESTPORT
CFM56-5A
CFM56-5B
FWD
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ENGINE BlEED AIR SYSTEM
Engine bleed air cooling system.
The engine bleed air cooling system is installed in the nacelle within the core compartment, on the left hand side of each engine between the �� and �� o’clock positions (alF).
The purpose of the engine bleed air cooling system is to control the temperature of engine bleed air before it goes to the aircraft pneumatic manifold.
The main elements of the system are:- Bleed air precooler exchanger.- Fan air valve.- Fan air valve control thermostat.
Operation of the precooler system is automatic.
To access the system, the left hand side fan cowl and the thrust reverser C duct must be opened.
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PNEUMATIC - BlEED AIR PRECOOlER SYSTEMCTC-���-0��-0�
FAN AIR
TO AIRCRAFTPNEUMATICSYSTEM
OVERBOARD FANExhAUST AIR
hOT AIR INlETFROM PRV
FAN AIRVAlVE
BlEED AIRPRECOOlERExChANGER
FAN AIR VAlVECONTROl
ThERMOSTAT
Aircraft
Powerplant
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ENGINE BlEED AIR SYSTEM
Fan Air Valve (FAV).
The Fan air Valve controls the flow of fan air tothe precooler exchanger.
The FaV is a �.� in. dia. butterfly-type valve, normally spring - loaded closed in the absence of pressure. It is located on top of the engine.
The FaV contains the following parts:- a valve body.- an actuator assembly.- a manual override.- a thermal fuse.
The FaV regulates the dowstream precooler exchanger temperature to �00 deg.C.
a thermostat installed downstream of the precooler exchanger senses the hot air temperature and sends to the valve a pressure signal corresponding to precooler cooling air demand. The FaV butterfly takes a position to maintain the temperature value of air bleed within limits.
a manual override serves to close the valve mechanically on the ground.
a thermal fuse installed on the valve body closes the valve if the nacelle temperature reaches ��0 deg.C.
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FAN AIR VAlVE (FAV)CTC-���-0��-00
ADJUSTABlE STOP
VENT SCREW
ACTUATOR ASSEMBlY
COVER PlATE
TEST PORT
OVERPRESSURE VAlVE
FROM FAN AIR VAlVECONTROl ThERMOSTAT
ElECTRICAlCONNECTOR
BUTTERFlY
A
POSITION INDICATORAND MANUAl OVERRIDE
VIEW A
VIEW B
B
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ENGINE BlEED AIR SYSTEM
Fan Air Valve Control Thermostat.
The fan air valve control thermostat is installed dowstream of the bleed air precooler exchanger. It controls the butterfly plate of the fan air valve.
The fan air valve control thermostat contains two mains parts:
- a temperature sensing element.- a pressure regulator.
The fan air valve control thermostat controls, through the fan air valve (FaV), the engine fan cooling airflow in order to maintain the bleed air temperature to �00 deg.C.
When the temperature downstream of the precooler exchanger is below the required value, the FaV remains closed.
When the temperature is over the required value, a pressure signal is sent to the opening chamber of the FaV.
Between both values the FaV butterfly has an intermediate position.
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FAN AIR VAlVE CONTROl ThERMOSTAT (ACCORDING TO VERSION)CTC-���-0��-0�
TO FANAIR VAlVE (FAV)
FIlTER
TUBE
ATTAChEMENTPlATE
A
VIEW A
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DrIVegeneraTOr
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DRIVE GENERATOR
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DRIVE GENERATOR
Drive generator.
The drive generator has the following components:- Integrated drive generator (IDg).- Fuel/oil cooler.- Quick attach/detach (QaD) adapter.
Integrated drive generator.
The drive generators are the normal source of aC power in flight. There are two IDgs on the airplane. each supplies ���/�00 V aC, �00 Hz power. each IDg can supply up to �0 kVa.
The IDg has an oil cooling system, which comprises two components:
- Fuel/oil cooler.- IDg oil cooler.
The IDg has a constant speed drive section and a generator. The IDg weighs ��� pounds (�� kg).
Quick attach/detach (QAD) adapter.
The Quick attach/detach (QaD) adapter attaches the IDg to the engine accessory gearbox (agB).
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DRIVE GENERATORCTC-���-0�0-0�
ElEC BAT 128V
150A
BAT 228V
150ADC 2DC 1
DC BAT
AC ESS
DC ESS
AC 1
IDG 1 90°C IDG 2 80°C
AC 2
TR 228V
150A
TR 128V
150A
GEN 126%116V
400hZ
GEN 226%116V
400hZ
APU
ESS TR EMER GEN
TAT +19°CSAT +18°C
G.W. 60300 KGC.G 28 1%
IDG OIlCOOlER
ECAM
IDG (ACCORDINGTO VERSION)
A
B
VIEW A
IDG (ACCORDINGTO VERSION)
IDG OIlCOOlER
VIEW B
CFM56-5ACFM56-5B
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GENERATOR DRIVE
Integrated drive generator (continued).The IDg components that you service or inspect are:
- Push-to-vent valve.- electrical connectors.- Phase lead terminal.- Disconnect reset ring.- Oil filter.- Differential pressure indicator (pop-out).- Oil level sight glass.- Drain plug.- Pressure fill adapter.
(-5B):Charge and scavenge oil filters.There are two remove-and-replace oil filters on the IDg. You check and replace both filters at scheduled intervals. You should always replace old filters by new filters.
The charge oil filter is downstream of the charge pump. If this filter clogs, a differential pressure valve opens and let oil bypass the filter. There is no indication if the filter clogs.
The scavenge filter is downstream of the scavenge pump. The differential pressure indicator shows if the filter clogs.
(All):Oil servicing.You do the oil servicing of the IDg at the pressure fill port. You must push the push-to-vent valve to release IDg case air pressure before adding oil.
IDG oil pressure fill.a quick fill coupling installed on the transmission casing enables pressure filling or topping up the unit with oil. The oil thus introduced flows to the transmission via the scavenge filter and external cooler circuit. This ensures:
- The priming of the external circuit.- The filtration of any oil introduced.
a drain plug at the bottom of the IDg permits to drain the oil from the IDg.
Oil level check.The oil level can be read on the vertical sight glass. Servicing is performed according to the oil level position in zones determined by different colors (red, yellow, green).
nOTe:Make sure that the engine has been shut down for � minutes minimum before checking oil quantity.
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INTEGRATED DRIVE GENERATOR (ACCORDING TO VERSION) (CFM56-5B)CTC-���-0��-0�
OIl lEVElSIGhT GlASS
DISCONNECTRESET RING
VENT VAlVE
ElECTRICAlCONNECTOR C
ChARGE OIlFIlTER
OIl-OUT PORTPRESSUREFIll ADAPTER
SCAVENGE FIlTER
SCAVENGE FIlTER∆P INDICATOR
MODIFICATIONPlATE
INPUT SPlINEShAFT
ElECTRICAlCONNECTOR
AElECTRICAlCONNECTOR
B
PhASE lEADTERMINAl
OVERFIllDRAIN PlUG OIl-IN
PORT
B
A
VIEW B
VIEW AIDENTIFICATION
PlATES
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GENERATOR DRIVE
(-5A):Oil filter.
There is a remove-and-replace oil filter on the IDg. You check and replace the filter at scheduled intervals. You should always replace an old filter with a new filter.
The oil filter is downstream of the scavenge pump. The differential pressure indicator shows if the filter clogs.
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INTEGRATED DRIVE GENERATOR (CFM56-5A)CTC-���-0��-00
QAD
GEARBOx
OIl FIlTER
CASE DRAINPlUG
PRESSUREFIll PORT
DISCONNECTRESET RING
∆P IND. BUTTON(SIlVER END. REDCYlINDRICAl SIDE)
PUSh TOVENT VAlVE
ElECTRICAlCONNECTORS
TERMINAlBlOCK
SIGhTGlASS
OIl OUTPORT
OIl INPORT
OVERFlOWDRAIN PORT
A
B
VIEW A
VIEW B FWD
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ENGINE FIRE PROTECTION AND DETECTION SYSTEMS
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ENGINE FIRE PROTECTION/DETECTION SYSTEM
Engine fire protection system.
The engine fire protection system is integrated within thegeneral engine nacelle components and also at thebottom forward section of the aircraft pylon.
The purposes of the engine fire protection system are:- To detect overheat.- To detect fire.- To limit fire area.- To extinguish fire.
The system interfaces with the low pressure fuel shut-offvalve, the eIU and the Bleed Monitoring Computer (BMC).
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FIre PrOTeCTIOn/DeTeCTIOn SYSTeMS
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FIRE PROTECTION SYSTEM PURPOSESCTC-���-0��-0�
EIU
BMC
DETECT FIREDETECT OVERhEATlIMIT
FIRE AREA
A/CFUEl
SYSTEM
ExTINGUIShFIRE
ENGINE FIREPROTECTION SYSTEM
hYDRAUlICSYSTEM
COCKPITINDICATION
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ENGINE FIRE PROTECTION/DETECTION SYSTEM
Engine fire detection system.
The purpose of the engine fire detection system is todetect and identify any fire source, and to transmit thisinformation to the cockpit.
On each engine, there are two independent and continuous loops for fire detection. The loops are connected in parallel to separate channels of a Fire Detection Unit (FDU).
One FDU, located in the avionics compartment, isprovided for each engine. They process signalsreceived from the fire detectors.
The fire detection system is located in � areas around the engine, and one at the engine/aircraft interface.
The system consists of:- � fire detectors under the accessory gearbox.- � fire detectors on the core engine at �0 and �
o’clock.- � fire detectors near the pylon fire wall.
Fire detector.
The purpose of the fire detector is to detect any overheat or fire source and transmit this information to the fire detection unit (FDU).
each fire and overheat detector has a sensing element and responder assembly. The detector has two sensing functions. It responds to an overall ‘average’ temperature threshold or to a highly localized ‘discrete’ temperature caused by impinging flame or hot gases.
The detection of a fire by one of the responders causes the closure of the corresponding alarM switch.
The FIre warning signal is transmitted through the FDU to the cockpit, at the following locations:
- eng/aPU FIre panel (�WD): eng/FIre pushbutton switch.
- eng panel (���VU): eng/FIre/FaUlT annunciator.- MaSTer Warn light.- Upper eCaM display unit: eng � (�) FIre and fire
extinguishing procedure.- lower eCaM display unit: engine page.
The Continuous repetitive Chime (CrC) sounds.
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FIre PrOTeCTIOn/DeTeCTIOn SYSTeMS
NACEllE
FIRE DETECTORSCTC-���-0��-00
FAN FIREDETECTOR
CFM56-5A
CFM56-5B
RESPONDERhOUSING
CORE FIREDETECTORS
SENSINGElEMENT
TGB
FIREDETECTORS
FIREDETECTORS
PYlON FIREDETECTOR
FWD
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ENGINE FIRE PROTECTION/DETECTION SYSTEM
Engine fire extinguishing system.
The engine fire extinguishing system puts out fires in the engine compartment.
To put out the fire, the engine fire extinguishing system floods the engine compartments with halon. Two fire extinguisher bottles supply the halon for each engine.
The components of the engine fire extinguishing system are:
- eng/aPU FIre panel.- Fire extinguisher bottles (�).- engine fire extinguishing ports.
The eng/aPU FIre panel (�WD) is located in the flight compartment on the overhead panel.
The two engine fire extinguisher bottles for each engine are located in the aft section of the engine pylon.
The engine and aPU fire control panel is located in the flight compartment on the P� panel.
The two engine fire extinguishing ports are located on the fan and core compartments.
Operation.
When the temperature reaches the threshold of the monitored area of the engine, the FIre warning comes on red on the eng � (�) FIre pusbutton switch.
The fire extinguishing system is activated. The engine is isolated from the rest of the aircraft (hot air, fuel, hydraulics, electrical power are closed).
When the eng � (�) FIre pushbutton switch is pushed in, the first fire extinguisher is fired. The extinguishing agent flows in the pipe and is sprayed in the engine protected zones.
Thirty seconds later (after the first bottle has been discharged), if the fire is still present, the pilot fires the second bottle.
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FIre PrOTeCTIOn/DeTeCTIOn SYSTeMS
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ENGINE FIRE ExTINGUIShING SYSTEMCTC-���-0��-0�
FIREExTINGUIShER
BOTTlES
ENGINE FIREExTINGUIShERPORTS
ENGINE FIREExTINGUIShER
PORTS
ENG/APU FIRE PANEl1WD
FIre PrOTeCTIOn/DeTeCTIOn SYSTeMS
NACEllE
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POWerPlanTDraInS
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POWERPlANT DRAINS
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POWERPlANT DRAINS
lines are provided on the engine to collect waste fluidsand vapours coming from engine systems andaccessories and drain them overboard.
The system is installed underneath the engine to collect the fluids, a mast protrudes outside the fan cowl doors to expell them.
The system consists of a drain collector assembly, a drain module and a drain mast.
Fluids are transmitted to the drain module during flight.
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POWERPlANT DRAINSCTC-���-0��-00
FWD
DRAINCOllECTOR
DRAINMODUlE
TRANSFERGEARBOx
DRAINMAST
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POWERPlANT DRAINS
Drain system.
The drain system gathers the fluids leaking from:- The accessory gear box through the drain collector
assembly, all but HMU.- The fan area (forward sump, oil scupper, fan case,
fuel return valve and oil/fuel heat exchanger).- The core area (VBV, VST, TCC).
The collector retains fluids until full, then the overflow goes to � tanks called the fuel/oil holding tank and the oil/hydraulic holding tank.
The first receives the fuel pump overflow and the second receives the IDg, starter and hydraulic pump overflows.
Other fluids are directly expelled overboard.
Fluids which are contained in the � holding tanks of the drain collector assembly, are kept until the aircraft reaches an airspeed of �00 kts.
Then a pressure valve in the drain module admits ram air.
The ram air pressurizes the holding tanks, and accumulated fluids are discharged overboard by the drain mast.
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DRAIN SYSTEMCTC-���-00�-0�
PYlONDRAINS
DRAINMANIFOlD
MODUlE
DRAINCOllECTORASSEMBlY
DRAINMAST
PRESSUREVAlVE
RAM AIRINTAKE
DRAIN MANIFOlDMODUlEDRAINMAST
PYlON
FAN CORE
FADEC: Full Authority Digital Engine ControlFRV: Fuel Return ValvehMU: hydromechanical UnitIDG: Integrated Drive GeneratorPMA: Permanent Magnet AlternatorTCC: Turbine Clearance ControlTRF: Turbine Rear FrameVBV: Variable Bleed ValveVSV: Variable Stator Vane
lUBRICATIONUNIT
FUElPUMP
ACCESSORYGEARBOx
hYDPUMP
4 COllECTORSWITh MANUAlDRAIN VAlVE
FADECPMA
hMU
IDG
STARTER24CC
OIlSCUPPER
24CC
32CC
132CC
40CC
36.5CC
FWDSUMP
FANCASE
FRV
AIR
OIl/FUElhEAT
ExChANGER
FAN AREA CORE AREA
TRF
AFTSUMP
VBV VSV TCC
FIRE ShIElD
FIREPROOFCOWl lINEFRANGIBlE
DRAINCOllECTORASSEMBlY
EFFECTIVITYAll CFM56-5A/-5B FOR A318-A319-A320-A321
CFMI PrOPrIeTarY InFOrMaTIOn
CFM56-5A/5B TRAININGMANUAL
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NACEllE
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POWERPlANT DRAINS
Drain collector assembly.
The drain collector assembly is installed betwen the agB and the TgB.
It is composed of � drain collectors with manual drain valves and � holding tanks.
The drain collector enables leakages to be collected separately from � seals:
-Fuel pump.-IDg.-Starter-Hydraulic pump.
Manual drain valves are installed at the bottom of each collector enabling the source of leakage to be found during troubleshooting.
each collector is identified with the accessory seal pad to which it is connected.
EFFECTIVITYAll CFM56-5A/-5B FOR A318-A319-A320-A321
CFMI PrOPrIeTarY InFOrMaTIOn
CFM56-5A/-5B TRAININGMANUAL
POWerPlanTDraInS
NACEllE
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DRAIN COllECTOR ASSEMBlYCTC-���-0��-0�
FROM FUElPUMP PAD
FROM hYDRAUlICPUMP PAD
FROM IDG PADMANUAl DRAIN VAlVE
A
VIEW A
FROM FUEl/OIlhOlDING TANK
TO DRAIN MODUlE
DRAINSFROM OIl/hYDRAUlIChOlDING TANK
TO DRAIN MODUlE
FROM STARTER PAD
PRESSURIZED AIRFROM DRAIN MODUlE
FWD
EFFECTIVITYAll CFM56-5A/-5B FOR A318-A319-A320-A321
CFMI PrOPrIeTarY InFOrMaTIOn
CFM56-5A/5B TRAININGMANUAL
POWerPlanTDraInS
NACEllE
Page ���May 0�
POWERPlANT DRAINS
Drain module.
The drain module is directly attached under the engine transfert gearbox and supports the drain mast, that protrudes through the fan cowl doors into the airstream.
It receives the overflow from the drain collector assembly.
a valve pressurizes the holding tanks and enables fluids to be discharged overboard through the drain mast, when airspeed is over �00 kts.
It also receives fluids that are discharged directly overboard through the drain mast.
EFFECTIVITYAll CFM56-5A/-5B FOR A318-A319-A320-A321
CFMI PrOPrIeTarY InFOrMaTIOn
CFM56-5A/-5B TRAININGMANUAL
POWerPlanTDraInS
NACEllE
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DRAIN AND DRAIN MASTCTC-���-0��-00
A
VIEW A
FROM DRAINCOllECTOR ASSEMBlY
DRAIN MAST
FROM hEAT ExChANGER
FROM FUEl RETURN VAlVE
FROM OIl TANK SCUPPER
PRESSURE VAlVE
THIS Page InTenTIOnallY leFT BlanK
EFFECTIVITYAll CFM56-5A/-5B FOR A318-A319-A320-A321
CFMI PrOPrIeTarY InFOrMaTIOn
CFM56-5A/-5B TRAININGMANUAL
POWerPlanTDraInS
NACEllE
Page �00May 0�