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CFM56
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TRAINING MANUAL
CFM56-5B
ENGINE SYSTEMS
DEC 2000
CTC-211 Level 3
EFFECTIVITY
CFMI PROPRIETARY INFORMATIONALL CFM56-5B ENGINES FOR A319-A320-A321
TRAINING MANUALCFM56-5B
GENERAL Page 1Dec 00
EFG
CFMI Customer Training CenterSnecma Services - Snecma GroupDirection de lAprs-Vente Civile
MELUN-MONTEREAUArodrome de Villaroche B.P. 1936
77019 - MELUN-MONTEREAU CedexFRANCE
CFMI Customer Training ServicesGE Aircraft Engines
Customer Technical Education Center123 Merchant Street
Mail Drop Y2Cincinnati, Ohio 45246
USA
ENGINE SYSTEMS
Published by CFMI
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CFMI PROPRIETARY INFORMATIONALL CFM56-5B ENGINES FOR A319-A320-A321
TRAINING MANUALCFM56-5B
GENERAL Page 2Dec 00
EFG
THIS PAGE INTENTIONALLY LEFT BLANK
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CFMI PROPRIETARY INFORMATIONALL CFM56-5B ENGINES FOR A319-A320-A321
TRAINING MANUALCFM56-5B
GENERAL Page 3Dec 00
EFG
This CFMI publication is for Training Purposes Only. The information is accurate at the time of compilation; however, noupdate service will be furnished to maintain accuracy. For authorized maintenance practices and specifications, consultpertinent maintenance publications.
The information (including technical data) contained in this document is the property of CFM International (GE andSNECMA). 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 that data, may not be diverted, transferred, re-exported ordisclosed in any manner not provided for by the license without prior written approval of both the U.S. Government andCFM International.
COPYRIGHT 1998 CFM INTERNATIONAL
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CFMI PROPRIETARY INFORMATIONALL CFM56-5B ENGINES FOR A319-A320-A321
TRAINING MANUALCFM56-5B
GENERAL Page 4Dec 00
EFG
THIS PAGE INTENTIONALLY LEFT BLANK
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CFMI PROPRIETARY INFORMATIONALL CFM56-5B ENGINES FOR A319-A320-A321
TRAINING MANUALCFM56-5B
CONTENTS Page 1Dec 00ENGINE SYSTEMS
EFG
TABLE OF CONTENTS
EFFECTIVITY
CFMI PROPRIETARY INFORMATIONALL CFM56-5B ENGINES FOR A319-A320-A321
TRAINING MANUALCFM56-5B
CONTENTS Page 2Dec 00ENGINE SYSTEMS
EFGChapter Section Page
Table of contents 1 to 4
Lexis 1 to 8
Intro 1 to 12
ECU73-21-60 Electronic control unit 1 to 20
Sensors 1 to 32
Harnesses73-21-50 Engine wiring harnesses 1 to 6
Starting & ignition80-00-00 Starting system 1 to 1280-11-20 Starter air valve 1 to 680-11-10 Pneumatic starter 1 to 674-00-00 Ignition 1 to 12
Power management & fuel control 1 to 10
EFFECTIVITY
CFMI PROPRIETARY INFORMATIONALL CFM56-5B ENGINES FOR A319-A320-A321
TRAINING MANUALCFM56-5B
CONTENTS Page 3Dec 00ENGINE SYSTEMS
EFGChapter Section Page
Fuel73-11-00 Fuel distribution 1 to 673-11-10 Fuel pump 1 to 1479-21-20 Main oil / fuel heat exchanger 1 to 673-11-20 Servo fuel heater 1 to 473-21-18 Hydromechanical unit 1 to 1073-30-11 Fuel flow transmitter 1 to 473-11-45 Fuel nozzle filter 1 to 473-11-70 Burner staging valve 1 to 673-11-40 Fuel nozzle 1 to 1073-11-64 IDG oil cooler 1 to 673-11-50 Fuel return valve 1 to 10
Geometry control75-30-00 Variable geometry control system 1 to 475-31-00 Variable bleed valve 1 to 1675-32-00 Variable stator vane 1 to 6
Clearance control75-26-00 Transient bleed valve 1 to 475-21-00 High pressure turbine clearance control 1 to 675-22-00 Low pressure turbine clearance control 1 to 6
EFFECTIVITY
CFMI PROPRIETARY INFORMATIONALL CFM56-5B ENGINES FOR A319-A320-A321
TRAINING MANUALCFM56-5B
CONTENTS Page 4Dec 00ENGINE SYSTEMS
EFGChapter Section Page
Oil79-00-00 Oil general 1 to 879-11-00 Oil tank 1 to 479-20-00 Anti-siphon 1 to 479-21-10 Lubrication unit 1 to 1079-21-50 Master chip detector 1 to 479-21-60 Magnetic contamination indicator 1 to 479-30-00 Oil indicating components 1 to 479-31-00 Oil quantity transmitter 1 to 479-32-00 Oil temperature sensor 1 to 479-33-00 Oil pressure transmitter and oil low
pressure switch 1 to 4
Powerplant Drains71-70-00 Powerplant Drains 1 to 8
Thrust reverser78-30-00 Thrust reverser 1 to 6
Indicating77-00-00 Indicating system 1 to 2477-00-00 Centralized Fault and Display System (CFDS) 1 to 6
Vibration sensing77-31-00 Vibration sensing 1 to 1277-31-00 Aircraft Integrated Data System (AIDS) 1 to 4
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CFMI PROPRIETARY INFORMATIONALL CFM56-5B ENGINES FOR A319-A320-A321
TRAINING MANUALCFM56-5B
LEXIS Page 1Dec 00
EFG
ABBREVIATIONS & ACRONYMS
EFFECTIVITY
CFMI PROPRIETARY INFORMATIONALL CFM56-5B ENGINES FOR A319-A320-A321
TRAINING MANUALCFM56-5B
LEXIS Page 2Dec 00
EFGAA/C AIRCRAFTAC ALTERNATING CURRENTACARS AIRCRAFT COMMUNICATION
ADDRESSING & REPORTING SYSTEMACMS AIRCRAFT CONDITION MONITORING
SYSTEMACS AIRCRAFT CONTROL SYSTEMADC AIR DATA COMPUTERADEPT AIRLINE DATA ENGINE PERFORMANCE
TRENDADIRU AIR DATA AND INERTIAL REFERENCE
UNITAGB ACCESSORY GEARBOXAIDS AIRCRAFT INTEGRATED DATA SYSTEMALF AFT LOOKING FORWARDALT ALTITUDEAMB AMBIENTAMM AIRCRAFT MAINTENANCE MANUALAOG AIRCRAFT ON GROUNDAPU AUXILIARY POWER UNITARINC AERONAUTICAL RADIO, INC.
(SPECIFICATION)ATA AIR TRANSPORT ASSOCIATIONATHR AUTO THRUSTATO ABORTED TAKE-OFF
BBITE BUILT-IN TEST EQUIPMENTBMC BLEED MONITORING COMPUTER
BSI BORESCOPE INSPECTIONBSV BURNER STAGING VALVEBVCS BLEED VALVE CONTROL SOLENOID
CCBP (HP) COMPRESSOR BLEED PRESSURECCDL CROSS CHANNEL DATA LINKCCFG COMPACT CONSTANT FREQUENCY
GENERATORCCU COMPUTER CONTROL UNITCCW COUNTER CLOCKWISECDP (HP) COMPRESSOR DISCHARGE
PRESSURECFDIU CENTRALIZED FAULT DISPLAY
INTERFACE UNITCFDS CENTRALIZED FAULT DISPLAY SYSTEMCFMI JOINT GE/SNECMA COMPANY (CFM
INTERNATIONAL)Ch A channel ACh B channel BCMC CENTRALIZED MAINTENANCE
COMPUTERCMM COMPONENT MAINTENANCE MANUALCG CENTER OF GRAVITYcm.g CENTIMETER x GRAMSCHATV CHANNEL ACTIVECFDIU CENTRALIZED FAULT DISPLAY
INTERFACE UNITCFDS CENTRALIZED FAULT & DISPLAY SYSTEMCIP(HP) COMPRESSOR INLET PRESSURE
EFFECTIVITY
CFMI PROPRIETARY INFORMATIONALL CFM56-5B ENGINES FOR A319-A320-A321
TRAINING MANUALCFM56-5B
LEXIS Page 3Dec 00
EFGCIT(HP) COMPRESSOR INLET TEMPERATURECODEP HIGH TEMPERATURE COATINGCPU CENTRAL PROCESSING UNITCRT CATHODE RAY TUBECSD CONSTANT SPEED DRIVECSI CYCLES SINCE INSTALLATIONCSN CYCLES SINCE NEWCu.Ni.In COPPER.NICKEL.INDIUMCW CLOCKWISE
DDAC DOUBLE ANNULAR COMBUSTORDC DIRECT CURRENTDCU DATA CONVERSION UNITDISC DISCRETEDIU DIGITAL INTERFACE UNITDMC DISPLAY MONITORING COMPUTERDMU DATA MANAGEMENT UNITDPU DIGITAL PROCESSING MODULEDRT DE-RATED TAKE-OFF
EEBU ENGINE BUILDUP UNITECAM ELECTRONIC CENTRALIZED AIRCRAFT
MONITORINGECS ENVIRONMENTAL CONTROL SYSTEMECU ELECTRONIC CONTROL UNIT
EFH ENGINE FLIGHT HOURSEFIS ELECTRONIC FLIGHT INSTRUMENT
SYSTEMEGT EXHAUST GAS TEMPERATUREEICAS ENGINE INDICATING AND CREW
ALERTING SYSTEMEIS ELECTRONIC INSTRUMENT SYSTEMEIU ENGINE INTERFACE UNITEMF ELECTROMOTIVE FORCEEMI ELECTRO MAGNETIC INTERFERENCEEMU ENGINE MAINTENANCE UNITEPROM ERASABLE PROGRAMMABLE
READ-ONLY MEMORYESN ENGINE SERIAL NUMBEREVMU ENGINE VIBRATION MONITORING UNITEWD ENGINE WARNING DISPLAY
FFAA FEDERAL AVIATION AGENCYFADEC FULL AUTHORITY DIGITAL ENGINE
CONTROLFAR FUEL/AIR RATIOFDRS FLIGHT DATA RECORDING SYSTEMFEIM FIELD ENGINEERING INVESTIGATION
MEMOFFCCV FAN FRAME/COMPRESSOR CASE
VERTICAL (VIBRATION SENSOR)
EFFECTIVITY
CFMI PROPRIETARY INFORMATIONALL CFM56-5B ENGINES FOR A319-A320-A321
TRAINING MANUALCFM56-5B
LEXIS Page 4Dec 00
EFGFI FLIGHT IDLE (F/I)FLA FORWARD LOOKING AFTFLX TO FLEXIBLE TAKE-OFFFMGC FLIGHT MANAGEMENT AND GUIDANCE
COMPUTERFMS FLIGHT MANAGEMENT SYSTEMFMV FUEL METERING VALVEFOD FOREIGN OBJECT DAMAGEFPA FRONT PANEL ASSEMBLYFPI FLUORESCENT PENETRANT INSPECTIONFRV FUEL RETURN VALVEFWC FLIGHT WARNING COMPUTERFWD FORWARD
GGE GENERAL ELECTRICGEM GROUND-BASED ENGINE MONITORINGGI GROUND IDLE (G/I)g.in GRAM x INCHESGMT GREENWICH MEAN TIMEGSE GROUND SUPPORT EQUIPMENT
HHCF HIGH CYCLE FATIGUEHCU HYDRAULIC CONTROL UNITHDS HORIZONTAL DRIVE SHAFTHMU HYDROMECHANICAL UNITHP HIGH PRESSUREHPC HIGH PRESSURE COMPRESSORHPCR HIGH PRESSURE COMPRESSOR ROTOR
HPSOV HIGH PRESSURE SHUTOFF VALVEHPT HIGH PRESSURE TURBINEHPTC HIGH PRESSURE TURBINE CLEARANCEHPTCC HIGH PRESSURE TURBINE CLEARANCE
CONTROLHPTCCV HIGH PRESSURE TURBINE CLEARANCE
CONTROL VALVEHPTR HIGH PRESSURE TURBINE ROTORHz HERTZ (CYCLES PER SECOND)
IIDG INTEGRATED DRIVE GENERATORID PLUG IDENTIFICATION PLUGIFSD IN FLIGHT SHUT DOWNIGB INLET GEARBOXIGN IGNITIONIGV INLET GUIDE VANEin. INCHI/O INPUT/OUTPUTIOM INPUT OUTPUT MODULEIR INFRA RED
KK X 1000
Llbs. POUNDS, WEIGHTLCF LOW CYCLE FATIGUELE (L/E) LEADING EDGEL/H LEFT HAND
EFFECTIVITY
CFMI PROPRIETARY INFORMATIONALL CFM56-5B ENGINES FOR A319-A320-A321
TRAINING MANUALCFM56-5B
LEXIS Page 5Dec 00
EFGLP LOW PRESSURELPC LOW PRESSURE COMPRESSORLPT LOW PRESSURE TURBINELPTC LOW PRESSURE TURBINE CLEARANCELPTCC LOW PRESSURE TURBINE CLEARANCE
CONTROLLPTR LOW PRESSURE TURBINE ROTORLRU LINE REPLACEABLE UNITLVDT LINEAR VARIABLE DIFFERENTIAL
TRANSFORMER
MMO AIRCRAFT SPEED MACH NUMBERMCD MASTER CHIP DETECTORMCL MAXIMUM CLIMBMCDU MULTIPURPOSE CONTROL AND
DISPLAY UNITMCL MAXIMUM CLIMBMCT MAXIMUM CONTINUOUS THRUSTMDDU MULTIPURPOSE DISK DRIVE UNITmm. MILLIMETERSMMEL MAIN MINIMUM EQUIPMENT LISTMTBF MEAN TIME BETWEEN FAILURESMTBR MEAN TIME BETWEEN REMOVALS
NN1 (NL) LOW PRESSURE ROTOR
ROTATIONAL SPEED
N1ACT ACTUAL N1N1DMD DEMANDED N1N1CMD COMMANDED N1N2 (NH) HP ROTOR ROTATIONAL SPEEDN2ACT ACTUAL N2NVM NON VOLATILE MEMORYOOAT OUTSIDE AIR TEMPERATUREOGV OUTLET GUIDE VANEOSG OVERSPEED GOVERNOR
PP0 AMBIENT STATIC PRESSUREP25 HPC INLET TOTAL AIR TEMPERATUREPCU PRESSURE CONVERTER UNITPLA POWER LEVER ANGLEPMC POWER MANAGEMENT CONTROLPMUX PROPULSION MULTIPLEXERPS12 FAN INLET STATIC AIR PRESSUREPS13 FAN OUTLET STATIC AIR PRESSUREPS3HP COMPRESSOR DISCHARGE STATIC AIR
PRESSUREpsi POUNDS PER SQUARE INCHpsia POUNDS PER SQUARE INCHABSOLUTEpsid POUNDS PER SQUARE INCH
DIFFERENTIALpsig POUNDS PER SQUARE INCH GAUGE
EFFECTIVITY
CFMI PROPRIETARY INFORMATIONALL CFM56-5B ENGINES FOR A319-A320-A321
TRAINING MANUALCFM56-5B
LEXIS Page 6Dec 00
EFGPSM POWER SUPPLY MODULEPSS (ECU) PRESSURE SUB-SYSTEMPSU POWER SUPPLY UNITPT TOTAL PRESSUREPT2 FAN INLET TOTAL AIR PRESSURE
(PRIMARY FLOW)QQAD QUICK ATTACH DETACHQTY QUANTITY
RRAM RANDOM ACCESS MEMORYRDS RADIAL DRIVE SHAFTR/H RIGHT HANDRPM REVOLUTIONS PER MINUTERTD RESISTIVE THERMAL DEVICERTV ROOM TEMPERATURE VULCANIZING
(MATERIAL)RVDT ROTARY VARIABLE DIFFERENTIAL
TRANSFORMERSSAC SINGLE ANNULAR COMBUSTORSAV STARTER AIR VALVESB SERVICE BULLETINSCU SIGNAL CONDITIONING UNITSD SYSTEM DISPLAYSDAC SYSTEM DATA ACQUISITION
CONCENTRATORSDI SOURCE/DESTINATION IDENTIFIER
(BITS) (CF ARINC SPEC)
SDU SOLENOID DRIVER UNITSER SERVICE EVALUATION REQUESTSFC SPECIFIC FUEL CONSUMPTIONSG SPECIFIC GRAVITYSLS SEA LEVEL STANDARD
(CONDITIONS : 29.92 in. Hg/59 F)SMM STATUS MATRIXSMP SOFTWARE MANAGEMENT PLANS/N SERIAL NUMBERSNECMA SOCIETE NATIONALE DETUDE ET
DE CONSTRUCTION DE MOTEURSDAVIATION
SOAP SPECTROMETRIC OIL ANALYSISPROGRAM
SOL SOLENOIDSOV SHUT-OFF VALVES/R SERVICE REQUESTS/V SHOP VISITSVR SHOP VISIT RATESW SOFTWARE
TT12 FAN INLET TOTAL AIR
TEMPERATURET25 HPC INLET AIR TEMPERATURET3 HP COMPRESSOR DISCHARGE AIR
TEMPERATURET49.5 EXHAUST GAS TEMPERATURET5 LPT DISCHARGE TOTAL AIR
TEMPERATURE
EFFECTIVITY
CFMI PROPRIETARY INFORMATIONALL CFM56-5B ENGINES FOR A319-A320-A321
TRAINING MANUALCFM56-5B
LEXIS Page 7Dec 00
EFGTAT TOTAL AIR TEMPERATURETBD TO BE DETERMINEDTBV TRANSIENT BLEED VALVET/E TRAILING EDGET/C THERMOCOUPLETC (T Case) HPT CASE TEMPERATURETCC TURBINE CLEARANCE CONTROLTCJ TEMPERATURE COLD JUNCTIONTECU ELECTRONIC CONTROL UNIT
INTERNAL TEMPERATURETEO ENGINE OIL TEMPERATURETGB TRANSFER GEARBOXTi TITANIUMTLA THRUST LEVER ANGLETM TORQUE MOTORTMC TORQUE MOTOR CURRENTTO/GA TAKE OFF/GO AROUNDT/O TAKE OFFT oil OIL TEMPERATURETPU TRANSIENT PROTECTION UNITT/R THRUST REVERSERTRA THROTTLE RESOLVER ANGLETRDV THRUST REVERSER DIRECTIONAL
VALVETRF TURBINE REAR FRAMETRPV THRUST REVERSER PRESSURIZING
VALVE
TRSOV THRUST REVERSER SHUTOFF VALVETSI TIME SINCE INSTALLATION (HOURS)TSN TIME SINCE NEW (HOURS)TTL TRANSISTOR TRANSISTOR LOGIC
UUER UNSCHEDULED ENGINE REMOVAL
VVAC VOLTAGE, ALTERNATING CURRENTVBV VARIABLE BLEED VALVEVDC VOLTAGE, DIRECT CURRENTVDT VARIABLE DIFFERENTIAL TRANSFORMERVRT VARIABLE RESISTANCE TRANSDUCERVSV VARIABLE STATOR VANE
WWDM WATCHDOG MONITORWFM WEIGHT OF FUEL METEREDWOW WEIGHT ON WHEEL
EFFECTIVITY
CFMI PROPRIETARY INFORMATIONALL CFM56-5B ENGINES FOR A319-A320-A321
TRAINING MANUALCFM56-5B
LEXIS Page 8Dec 00
EFGENGLISH/METRIC CONVERSIONS
METRIC/ENGLISH CONVERSIONS
1 mile= 1.609 km1 km = 0.621 mile
1 ft = 0.3048 m or 30.48 cm1 m = 3.281 ft. or 39.37 in.
1 in. = 0.0254 m or 2.54 cm1 cm = 0.3937 in.
1 mil. = 25.4 10-6 m or 25.4mm1 mm = 39.37 mils.
1 in.2 = 6.45 cm1 m = 10.76 sq. ft.1 cm = 0.155 sq.in.
1 USG = 3.785 l ( dm )
1 in.3 = 16.39 cm1 m = 35.31 cu. ft.1 dm = 0.264 US gallon1 cm = 0.061 cu.in.
1 lb = 0.454 kg1 kg =2.205 lbs
1 psi = 6.890 kPa or 6.89 x 10-2 bar1 Pa = 1.45 x 10-4 psi1 kPa = 0.145 psi or 0.01 bar1 bar = 14.5 psi
F = 1.8 x C + 32C = ( F - 32 ) /1.8
EFFECTIVITY
CFMI PROPRIETARY INFORMATIONALL CFM56-5B ENGINES FOR A319-A320-A321
TRAINING MANUALCFM56-5B
INTRO Page 1Dec 00ENGINE SYSTEMS
EFG
FADEC SYSTEM INTRODUCTION
EFFECTIVITY
CFMI PROPRIETARY INFORMATIONALL CFM56-5B ENGINES FOR A319-A320-A321
TRAINING MANUALCFM56-5B
INTRO Page 2Dec 00ENGINE SYSTEMS
EFGFADEC SYSTEM INTRODUCTION
FADEC purpose.
The CFM56-5B operates through a system known asFADEC (Full Authority Digital Engine Control).
It takes complete control of engine systems in response tocommand inputs from the aircraft. It also providesinformation to the aircraft for flight deck indications,engine condition monitoring, maintenance reporting andtroubleshooting.
- It performs fuel control and provides limit protectionsfor N1 and N2.
- It controls the engine start sequence and preventsthe engine from exceeding starting EGT limits(aircraft on ground).
- It manages the thrust according to 2 modes: manualand autothrust.
- It provides optimal engine operation by controllingcompressor airflow and turbine clearances.
- It completly supervises the thrust reverser operation.- Finally, it controls IDG cooling fuel recirculation to
the aircraft tank.
EFFECTIVITY
CFMI PROPRIETARY INFORMATIONALL CFM56-5B ENGINES FOR A319-A320-A321
TRAINING MANUALCFM56-5B
INTRO Page 3Dec 00ENGINE SYSTEMS
EFG
CTC-211-001-00FADEC PURPOSE
FADEC
ACTIVE CLEARANCECONTROL
VARIABLE GEOMETRYCONTROL
FUEL CONTROL THRUST REVERSERCONTROL
POWER MANAGEMENTCONTROL
OIL TEMPERATURECONTROL
STARTING / SHUTDOWN /IGNITION CONTROL
EFFECTIVITY
CFMI PROPRIETARY INFORMATIONALL CFM56-5B ENGINES FOR A319-A320-A321
TRAINING MANUALCFM56-5B
INTRO Page 4Dec 00ENGINE SYSTEMS
EFGFADEC SYSTEM INTRODUCTION
FADEC components.
The FADEC system consists of :
-an Engine Control Unit (ECU) containing twoidentical computers, designated channel A andchannel B. The ECU electronically performsengine control calculations and monitors theengines condition.
-a Hydro-Mechanical Unit (HMU), which convertselectrical signals from the ECU into hydraulicpressures to drive the engines valves andactuators.
-peripheral components such as valves, actuators andsensors used for control and monitoring.
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TRAINING MANUALCFM56-5B
INTRO Page 5Dec 00ENGINE SYSTEMS
EFG
CTC-211-002-01 FADEC COMPONENTS
VBV VSV TBV BSV HPTCCV
LPTCCV
IGNITION
ALTERNATOR
FEEDBACK SIGNALS
T25
N1 N2
T12
Ps12 Ps3TCASET49.5T3
T5Ps13
ECU
CONTROL SIGNALS
PO
28V
REVERSERSOLENOIDS+ SWITCHES
STARTER AIR VALVESTARTER
ANALOGDISCRETE
SIGNALS
FUEL HYDRO-MECHANICAL
UNIT
ARINCDATABUSES
115V400Hz
FUELFLOW P25
TEO
FRV
EFFECTIVITY
CFMI PROPRIETARY INFORMATIONALL CFM56-5B ENGINES FOR A319-A320-A321
TRAINING MANUALCFM56-5B
INTRO Page 6Dec 00ENGINE SYSTEMS
EFGFADEC SYSTEM INTRODUCTION
FADEC interfaces.
To perform all its tasks, the FADEC system uses the ECUto communicate with the aircraft computers.
The ECU receives operational commands from theEngine Interface Unit (EIU), which is an interface betweenthe ECU and aircraft systems.
Both channels of the ECU receive air data parameters(altitude, total air temperature, total pressure and machnumber) for thrust calculations, from 2 Air Data andInertial Reference Units (ADIRU).
The ECU also receives the Thrust Lever Angle (TLA),and interfaces with other aircraft systems, either directly,or through the EIU.
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INTRO Page 7Dec 00ENGINE SYSTEMS
EFG
CTC-211-003-01FADEC INTERFACES
ADIRU 1 ADIRU 2
ECU ENGINE 1
CHAN
NEL
A
CHAN
NEL
B
CHAN
NEL
B
CHAN
NEL
A
ECU ENGINE 2
AIRCRAFT
EIU1 EIU2
ECU ENGINE 1
CHAN
NEL
A
CHAN
NEL
B
CHAN
NEL
B
CHAN
NEL
A
ECU ENGINE 2
AIRCRAFT
EFFECTIVITY
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INTRO Page 8Dec 00ENGINE SYSTEMS
EFGFADEC SYSTEM INTRODUCTION
FADEC design.
The FADEC system is a Built In Test Equipment (BITE)system. This means it is able to detect its own internalfaults and also external faults.
The system is fully redundant and built around the two-channel ECU.All control inputs are dual, and the valves and actuatorsare fitted with dual sensors to provide the ECU withfeedback signals.Some indicating parameters are shared, and allmonitoring parameters are single.
CCDL:To enhance system reliability, all inputs to one channelare made available to the other, through a Cross ChannelData Link (CCDL). This allows both channels to remainoperational even if important inputs to one of them fail.
Active / Stand-by:The two channels, A and B, are identical andpermanently operational, but they operate independentlyfrom each other. Both channels always receive inputs andprocess them, but only the channel in control, called theActive channel, delivers output commands. The other iscalled the Stand-by channel.
Channel selection and fault strategy:Active and Stand-by channel selection is performed atECU power-up and during operation.
The BITE system detects and isolates failures, orcombinations of failures, in order to determine the healthstatus of the channels and to transmit maintenance datato the aircraft.
Active and Stand-by selection is based upon the health ofthe channels and each channel determines its own healthstatus. The healthiest is selected as the Active channel.
When both channels have an equal health status,Active / Stand-by channel selection alternates with everyengine start, as soon as N2 is greater than 11000 RPM.
Failsafe control:If a channel is faulty and the Active channel is unable toensure an engine control function, this function is movedto a position which protects the engine, and is known asthe failsafe position.
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INTRO Page 9Dec 00ENGINE SYSTEMS
EFG
CTC-211-004-01 FADEC DESIGN
SINGLE SENSORS
SINGLE SENSORS
SHARED SENSORS
DUAL CONTROL SENSORS
ECUCHANNEL
A
ECUCHANNEL
B
ECUCHANNEL
A
ECUCHANNEL
B
ACTIVE
STAND BY
CCDL
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INTRO Page 10Dec 00ENGINE SYSTEMS
EFGFADEC SYSTEM INTRODUCTION
Closed loop control operation.
In order to properly control the various engine systems,the ECU uses an operation known as closed loop control.
The ECU calculates a position for a system component :- the Command
The ECU then compares the Command with the actualposition of the component (feedback) and calculates aposition difference :
- the Demand
The ECU, through the HMU, sends a signal to acomponent (valve, actuator) which causes it to move.
With the movement of the system valve or actuator, theECU is provided with a feedback of the componentsposition.
The process is repeated until there is no longer a positiondifference.
The result completes the loop and enables the ECU toprecisely control a system component.
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INTRO Page 11Dec 00ENGINE SYSTEMS
EFG
CTC-211-005-01 CLOSED LOOP CONTROL PHILOSOPHY
CONTROLSENSORS
HMU
+ -
ECU
TORQUEMOTOR ACTUATOR
POSITIONSENSOR
CONTROL LAW
DEMANDCALCULATOR
DEMAND
COMMAND
FEEDBACK
EFFECTIVITY
CFMI PROPRIETARY INFORMATIONALL CFM56-5B ENGINES FOR A319-A320-A321
TRAINING MANUALCFM56-5B
INTRO Page 12Dec 00ENGINE SYSTEMS
EFGFADEC SYSTEM INTRODUCTION
THIS PAGE INTENTIONALLY LEFT BLANK
EFFECTIVITY
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73-21-60 Page 1Dec 00ENGINE SYSTEMS
EFG
ELECTRONIC CONTROL UNIT
EFFECTIVITY
CFMI PROPRIETARY INFORMATIONALL CFM56-5B ENGINES FOR A319-A320-A321
TRAINING MANUALCFM56-5B
73-21-60 Page 2Dec 00ENGINE SYSTEMS
EFGELECTRONIC CONTROL UNIT
ECU Location.
The ECU is a dual channel computer housed in analuminium chassis, which is secured on the right handside of the fan inlet case.
Four mounting bolts, with shock absorbers, provideisolation from shocks and vibrations.
Two metal straps ensure ground connection.
ECU Cooling System.
To operate correctly, the ECU requires cooling tomaintain internal temperatures within acceptable limits.
Ambient air is picked up by an air scoop, located on theright hand side of the fan inlet cowl and routed to the ECUinternal chamber. The cooling air circulates aroundchannel A and B compartments, and then exits throughan outlet port in the fan compartment.
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73-21-60 Page 3Dec 00ENGINE SYSTEMS
EFG
CTC-211-006-00ELECTRONIC CONTROL UNIT
INLET
ECU
COOLINGDUCT
FAN INLETCOWL
MOUNTINGBOLT
COOLING AIRINLET
COOLING AIROUTLET
EFFECTIVITY
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TRAINING MANUALCFM56-5B
73-21-60 Page 4Dec 00ENGINE SYSTEMS
EFGELECTRONIC CONTROL UNIT
ECU architecture.
The ECU has three compartments :
- The main compartment houses the channel A andchannel B circuit boards and a physical partitionseparates them.
- Two pressure subsystem compartments housepressure transducers. One subsystem is dedicatedto channel A, the other to channel B.
EFFECTIVITY
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TRAINING MANUALCFM56-5B
73-21-60 Page 5Dec 00ENGINE SYSTEMS
EFG
CTC-211-007-00ECU COMPARTMENTS
CHANNEL B
CHANNEL A
CIRCUIT BOARDS
PRESSURE TRANSDUCER
FRONT PANELASSEMBLY
PRESSURESUBSYSTEM ACOMPARTMENT
PRESSURESUBSYSTEM BCOMPARTMENT
EFFECTIVITY
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EFGELECTRONIC CONTROL UNIT
Front Panel Electrical Connectors.
There are 15 threaded electrical connectors located onthe front panel, identified through numbers J1 to J15marked on the panel.
Each connector features a unique key pattern which onlyaccepts the correct corresponding cable plug.
All engine input and command output signals are routedto and from channels A and B, through separate cablesand connectors.
EFFECTIVITY
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EFG
CTC-211-008-00ELECTRICAL CONNECTORS
CHANNEL ACONNECTOR
(ODD)CONNECTORCHANNEL B
(EVEN)FUNCTION
J1J3J5J7J9J11
SHAREDJ13J15
SHAREDSHARED
J2
J14J12J10
J6J8
J4A/C POWER (28V) AND IGNITER POWER (115V)A/C INPUT/OUTPUT AND TLATHRUST REVERSERSOLENOIDS, TORQUE MOTORS, RESOLVERS, N2ALTERNATOR, SAV, N1 AND T12LVDT'S, RVDT'S, T25, BSV POSITION SWITCHENGINE IDENTIFICATION PLUGWF METER, THERMOCOUPLESTEST INTERFACE
J1 J5J7 J1
4 J15 J8
J6 J2
J3 J9 J1
1 J13J12 J
10 J4
EFFECTIVITY
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EFGELECTRONIC CONTROL UNIT
Engine Rating / Identification Plug.
The engine rating/identification plug provides the ECUwith engine configuration information for proper engineoperation.
It is plugged into connector J14 and attached to the fancase by a metal strap. It remains with the engine evenafter ECU replacement.
The plug includes a coding circuit, equipped with push-pull links which either ensure, or prohibit connectionsbetween different plug connector pins.
The push-pull links consist of switch mechanisms locatedbetween 2 contacts and can be manually opened, orclosed, according to customer requests.
They include:- 5B and 5B/P differentiation- engine type (SAC or DAC)- an optional PMUX engine condition monitoring kit- optional full EGT monitoring- tool, which enables the engine serial number to beloaded into the ECUs Non-Volatile Memory (NVM)- N1 trim level, to correct thrust differences betweenengines operating at the same N1 speed
The ECU stores schedules in its NVM, for all availableengine configurations.During initialization, it reads the plug and selects aspecific schedule.
In the case of a missing, or invalid ID plug, the ECU usesthe value stored in the NVM for the previous plugconfiguration.
EFFECTIVITY
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EFG
CTC-211-009-00IDENTIFICATION PLUG DESCRIPTION
SAFETY WIRE
SHEATHEDCABLE
CODING CIRCUIT
PUSH-PULL LINK
BOLTED ON THEFAN CASE
O-RING
EFFECTIVITY
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EFGELECTRONIC CONTROL UNIT
Pressure Sub-system.
Five pneumatic pressure signals are supplied to the ECUpressure sub-system.
Transducers inside the pressure sub-system convert thepneumatic signals into electrical signals.
The three pressures used for engine control (P0, PS12,PS3) are supplied to both channels.
The two optional monitoring pressures are supplied to asingle channel :
- PS13 to channel A.- P25 to channel B.
EFFECTIVITY
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EFG
CTC-211-011-00PRESSURE SUB SYSTEM
SHEAR PLATE
P0
PS13
PS3
P25
PS12
PRESSURE SUB SYSTEMRELIEF VALVE
J1 J5 J7
J14J15
J8J6
J2
J3J9
J11J13
J12J10
J4
EFFECTIVITY
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EFGELECTRONIC CONTROL UNIT
Pressure sub-system interfaces.
The shear plate serves as an interface between thepneumatic lines and the ECU pressure sub-system.
The three control pressures are divided into channel Aand channel B signals by passages inside the shearplate, which is bolted on the ECU chassis.
Individual pressure lines are attached to connectors onthe shear plate. The last few inches of the pressure linesare flexible to facilitate ECU removal and installation.
The shear plate is never removed during linemaintenance tasks.
When the optional monitoring kit (PMUX) is not required,P25 and PS13 ports are blanked off, and the twodedicated transducers are not installed in the ECU.
EFFECTIVITY
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EFG
CTC-211-133-00SHEAR PLATE
PRESSURESUB-SYSTEM
A
PRESSURESUB-SYSTEM
B
P0
PS13
PS3
P25
PS12
P0
PS13
PS3
P25
PS12
PS3
P0
PS12
SHEAR PLATE
GASKET
ECU
EFFECTIVITY
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EFGELECTRONIC CONTROL UNIT
ECU power supply.
The ECU is provided with redundant power sources toensure an uninterrupted and failsafe power supply.
A logic circuit within the ECU, automatically selects thecorrect power source in the event of a failure.
The power sources are the aircraft 28 VDC normal andemergency busses.
The two aircraft power sources are routed through the EIUand connected to the ECU.
-The A/C normal bus is hardwired to channel B.-The A/C emergency bus is hardwired to channel A.
Control Alternator.
The control alternator provides two separate powersources from two independent windings.
One is hardwired to channel A, the other to channel B.
The alternator is capable of supplying the necessarypower above an engine speed of approximately 10% N2.
GSE test equipment provides 28 VDC power to the ECUduring bench testing and it is connected to connector J15.
EFFECTIVITY
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EFG
CTC-211-012-00ECU POWER SUPPLY
A/C 28 VDC EMERGENCY BUS
A/C 28 VDC NORMAL BUS
EIU
ECU
J1 J15 J2
J10J9
ALTERNATOR
14-300VAC
GSE
EFFECTIVITY
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EFGELECTRONIC CONTROL UNIT
ECU Power Supply Logic.
Power supply when N2 < 12%.Each channel is supplied by the A/C 28 VDC, through theEIU. This enables:
- Automatic ground checks of the ECU before enginerunning.
- Engine starting.- Power to be supplied to the ECU until the engine
speed reaches 12% N2.
Power supply when N2 > 12% :- At 12% N2, the control alternator directly supplies
the ECU.- Above 15% N2, the ECU logic automatically
switches off the A/C power source, through the EIUpower down function.
Note : In case of total alternator failure, the ECU willreceive, as a back-up, the 28 VDC power from the A/Cnetwork. If the failure only affects the active channel, theECU switches engine control to the other channel.The ENGine FIRE pushbutton cuts off the A/C 28 VDC.
Auto Power Down.
The ECU is automatically powered down on the ground,through the EIU, five minutes after engine shutdown.This allows printing of the post-flight report.
The ECU is also powered down, on the ground, fiveminutes after A/C power up, unless MCDU menus areused.
Fadec Ground Power Panel.
For maintenance purposes, the engine FADEC groundpower panel enables FADEC supply to be restored onthe ground, with engine shut down.When the corresponding ENGine FADEC GND POWERpushbutton is pressed ON, the ECU is supplied.
Caution : In this case, there is no automatic power downfunction. As long as the pushbutton is pressed ON, theECU is supplied. ECU overtemperature may occur aftera while.
Note : Both engines ECUs are re-powered as soon asIGN/START is selected with the rotary selector.With master lever selected ON, the corresponding ECUis supplied.
EFFECTIVITY
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EFG
CTC-211-013-01 ECU POWER SUPPLY LOGIC
A/C
ENGINE
12% 15%
SUPPLY SOURCE CHANGEFIRE
ENG1
ENG2
FIRE
FAULTFAULT
OFF
ONMASTER 2
1 2
OFF
ONMASTER 1 ENG
115VU
CRANK IGNSTART
MODENORM
ON
1 2
ON
FIRE
AGENT 1SQUIB
DISCH
AGENT 2SQUIB
DISCH
AGENTSQUIB
DISCH
TEST TESTENG 1 FIREPUSH
FIRE
AGENT 2SQUIB
DISCH
AGENT 1SQUIB
DISCH
TESTENG 2 FIREPUSH
APU FIREPUSH
20VU
ENGFADEC GND PWR
EFFECTIVITY
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EFGELECTRONIC CONTROL UNIT
ECU Control Alternator.
The control alternator supplies electrical power directly tothe ECU and is installed on the front face of theAccessory GearBox (AGB).
It is located between the Integrated Drive Generator (IDG)and the hydraulic pump and consists of :
- A stator housing, secured on the attachment pad bymeans of three bolts.
- Two electrical connectors, one for each ECUchannel.
- A rotor, secured on the AGB gearshaft by a nut.
This control alternator is a wet type alternator, lubricatedwith AGB engine oil.
EFFECTIVITY
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EFG
CTC-211-014-00ECU CONTROL ALTERNATOR DESIGN
O-RINGS
COVER PLATE
BOLTSWASHERS
ATTACHMENTPAD
AGB
ROTOR
NUT
ELECTRICALCABLE CONNECTORCHANNEL B
ELECTRICALCABLECONNECTORCHANNEL A
EFFECTIVITY
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EFG
THIS PAGE INTENTIONALLY LEFT BLANK
EFFECTIVITY
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EFG
ENGINE SENSORS
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EFGENGINE SENSORS
Aerodynamic stations.
The ECU requires information on the engine gas pathand operational parameters in order to control the engineduring all flight phases.
Sensors are installed at aerodynamic stations andvarious engine locations, to measure engine parametersand provide them to the ECU subsystems.
Sensors located at aerodynamic stations have the samenumber as the station. e.g. T25.
Sensors placed at other engine locations have aparticular name. e.g. T case sensor.
EFFECTIVITY
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EFG
CTC-211-015-01ENGINE SENSORS STATIONS
ACTUATOR BALLSCREW
0 13 25 17 49.5 5312
EFFECTIVITY
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SENSORS Page 4Dec 00ENGINE SYSTEMS
EFGENGINE SENSORS
Speed sensors.
LP rotating system speed, N1.HP rotating system speed, N2.
Resistive Thermal Device (RTD sensors).
Fan inlet temperature, T12.High Pressure Compressor inlet temperature, T25.
Thermocouples.
Compressor discharge temperature, T3.Exhaust Gas Temperature, (EGT) or T49.5.LPT discharge temperature, T5 (optional monitoring kit).HPT shroud support temperature, T Case.Engine Oil Temperature, (TEO).
Pressures.
Ambient static pressure, P0.HPC discharge static pressure, PS3 (or CDP).Engine inlet static pressure, PS12.Fan discharge static pressure, PS13 (optional).HPC inlet total pressure, P25 (optional).
Vibration sensors.
There are two vibration sensors, which are installed onthe engine and connected to the Engine VibrationMonitoring Unit (EVMU).
EFFECTIVITY
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SENSORS Page 5Dec 00ENGINE SYSTEMS
EFG
CTC-211-016-01 ENGINE SENSORS
PS12
T12
PS13
T25
P25
T3 T49.5(EGT)
PS3T5
TRFVIB SENSOR
T CASE
N2
SPEED SENSOR
TEO
N1
SPEED SENSOR
No.1 BRGVIB SENSOR
P0
(TAKEN ON ECU ITSELF)
EFFECTIVITY
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EFGENGINE SENSORS
N1 speed sensor.
The N1 speed sensor is mounted through the 5 oclockfan frame strut. The sensor body has a flange to attach thecomplete sensor to the fan frame and once secured onthe engine with 2 bolts, only the body and the receptacleare visible.
The receptacle has three electrical connectors.Two connectors provide the ECU with output signals.The third is connected to the EVMU for vibration analysis.
Internally, a spring keeps correct installation of the sensorprobe, regardless of any dimensional changes due tothermal effects.
Externally, there are two damping rings to isolate theprobe from vibration.
EFFECTIVITY
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EFG
CTC-211-017-00N1 SPEED SENSOR
N1 SPEEDSENSOR PROBE
DAMPINGRINGS
BODY
RECEPTACLE
POLE PIECES
PROBE HOUSING
TENSION SPRING
A/C
CH BCH A
EFFECTIVITY
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EFGENGINE SENSORS
N2 speed sensor.
The N2 speed sensor is installed on the rear face of theAGB at 6 oclock and secured with 2 bolts.
The housing has three connectors :
- ECU channel A.- ECU channel B.- EVMU.
EFFECTIVITY
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EFG
CTC-211-018-01 N2 SPEED SENSOR
A/C
CH BCH A
SECURINGFLANGE
B A/C A
CH B CH ARIGIDMETALTUBE
RECEPTACLE
ECUCONNECTORS
MAGNETICHEAD
POLAR PIECES
EFFECTIVITY
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EFGENGINE SENSORS
T12 sensor.
The T12 temperature sensor measures the fan inlettemperature and is installed through the fan inlet case, atthe 1 oclock position.
The portion that protrudes into the airflow encloses twoidentical sensing elements.
One sensing element is dedicated to the ECU channel A,the other to channel B.
The mounting plate is equipped with elastomer dampersfor protection against vibrations.
The sensor is secured on the fan inlet case with four boltsand a stud ensures correct ground connection.
EFFECTIVITY
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EFG
CTC-211-019-01 T12 SENSOR
RECEPTACLE CHANNEL A
GROUND STUD
ELASTOMERDAMPERS
RECEPTACLECHANNEL B
HOUSING
EFFECTIVITY
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EFGENGINE SENSORS
T25 sensor.
The T25 sensor measures the High PressureCompressor inlet temperature and is installed in the fanframe mid-box structure, at approximately the 5 oclockposition.
The sensor is composed of :- a probe, which encloses two sensing elements
protruding into the airflow.- a mounting flange, with four captive screws and a
locating pin.- two electrical connectors, one per sensing element.- two drilled holes, opposite the probe airflow inlet, to
let dust out.
The locating pin on the mounting flange prevents thesensor from being mis-installed.
EFFECTIVITY
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EFG
CTC-211-020-00T25 SENSOR
4 CAPTIVESCREWS
LOCATING PIN
A
SENSOR PROBEA B
CONNECTORS
VIEW A
EFFECTIVITY
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EFGENGINE SENSORS
Compressor discharge temperature T3.
The T3 sensor is a thermocouple which is installed at the12 oclock position on the combustion case, just behindthe fuel nozzles.
Two probes, enclosed in the same housing, sense the airtemperature at the HPC outlet.
The signals from both probes are directed through a rigidlead to a connector box, which accomodates twoconnectors, one per ECU channel.
EFFECTIVITY
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EFG
CTC-211-021-00T3 TEMPERATURE SENSOR
THERMOCOUPLEPROBE UNIT
EFFECTIVITY
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EFGENGINE SENSORS
Exhaust Gas Temperature.
The Exhaust Gas Temperature (EGT) sensing system islocated at aerodynamic station 49.5.
This EGT value is used to monitor the engines condition.
The system includes nine thermocouple probes, securedon the Low Pressure Turbine (LPT) case and the sensingelements are immersed in the LPT nozzle stage 2.
They are connected together through a wiring harness.
The EGT wiring harness consists of :
- three thermocouple lead assemblies with two probesin each.
- one thermocouple lead assembly with three probes.
- one main junction box assembly where all thethermocouple lead assemblies are connected.The main junction box averages the nine inputsignals, and, through a connector and leadassembly, sends one output signal to bothchannels of the ECU.
EFFECTIVITY
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EFG
CTC-211-022-01 EXHAUST GAS TEMPERATURE
PARALLELJUNCTION BOXES
R/H THERMOCOUPLELEAD ASSEMBLY (3 PROBES)
UPPER EXTENSION LEAD
L/H UPPER THERMOCOUPLELEAD ASSEMBLY (2 PROBES)
MAIN JUNCTIONBOX ASSEMBLY
LOWER EXTENSION LEAD
L/H LOWER THERMOCOUPLELEAD ASSEMBLY (2 PROBES)
R/H LOWER THERMOCOUPLELEAD ASSEMBLY (2 PROBES)
PROBES
EFFECTIVITY
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EFGENGINE SENSORS
LPT discharge temperature T5.
The T5 sensor is part of the optional monitoring kit,available upon customer request. When installed, it islocated at the 4 oclock position, on the turbine rear frame.
It consists of a metal body, which has two thermocoupleprobes and a flange for attachment to the engine.
A rigid lead carries the signal from the probe to a mainjunction box with a connector that allows attachment to aharness.
The two thermocouples are parallel-wired in the box anda single signal is sent to the ECU channel A.
EFFECTIVITY
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EFG
CTC-211-023-00T5 TEMPERATURE SENSOR
T5 SENSOR
T5 SENSORASSEMBLY
3 O`CLOCKFWD
EFFECTIVITY
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EFGENGINE SENSORS
T case.
The T case sensor measures the High Pressure Turbine(HPT) shroud support temperature.
The temperature value is used by the ECU in the HPTClearance Control system logic.
It is installed on the combustion case at the 3 oclockposition, and consists of :
- a housing, which provides a mounting flange and anelectrical connector.
- a sensing element, fitted inside the housing and incontact with the shroud support.
Note : The probe is spring-loaded to ensure permanentcontact with the shroud support.
EFFECTIVITY
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EFG
CTC-211-024-00T CASE SENSOR
B
VIEW B
THERMOCOUPLEPAD
ELECTRICALCONNECTOR
HOUSING
SENSINGELEMENT
ELECTRICALCONNECTION
FRONT
EFFECTIVITY
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EFGENGINE SENSORS
Engine oil temperature.
The engine is equipped with 2 oil temperature sensors.
The TEO sensor is installed on the oil supply line to theforward sump, at the 9 oclock position, above the oil tank.It has a captive nut in order to secure it to the supply line.
The second sensor, installed on the lube unit, is for oilindicating and belongs to the nacelle equipment.
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EFG
CTC-211-025-00TEO SENSOR
B
OIL SUPPLYTUBE TO FWD
BEARING SUMPTEO SENSOR(TO ECU)
HJ13ENGINEHARNESS
CONNECTORRECEPTACLE
SENSORBODYATTACHMENTNUT(CAPTIVE)
IMMERSEDSECTION
VIEW B
EFFECTIVITY
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EFGENGINE SENSORS
Pressure signals.
Various pressures, picked-up at specific aerodynamicstations, are sent to the shear plate of the ECU throughpressure lines, which are drained at their lowest part byweep holes.
The shear plate routes the pressures to the channel A and B transducers, which compute the actualpressures.
Ambient static pressure P0.
This value is used by the ECU, in case of lost signalsfrom the Air Data Computer (ADC).
The P0 air pressure is measured through a vent plug,installed on the ECU shear plate.
HPC discharge pressure PS3.
The PS3 static pressure pick-up is located on thecombustion case, at the 9 oclock position, between twofuel nozzles.
Engine inlet static pressure PS12.
Three static pressure ports are mounted on the forwardsection of the fan inlet case, at the 12, 4 and 8 oclockpositions.A pneumatic line runs around the upper portion of the faninlet case, collecting and averaging the pressures.
EFFECTIVITY
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EFG
CTC-211-026-01PRESSURE PICK-UPS
CDP LINE
ECU NACELLEINTERNALENVIRONMENT
ECUSTATICPRESSURE
AIR DATACOMPUTER
STATIC PRESSURE
P0 SENSOR
Ps3
FAN INLET CASE
PS12 MANIFOLD
PS12 PICK-UP
EFFECTIVITY
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EFG
HPC inlet total pressure P25.
P25 is part of the optional monitoring kit, available uponcustomer request.If the kit is not required, the P25 port is blanked off on theECU shear plate.
The P25 probe is installed in the fan frame mid-boxstructure, at the 5 oclock position.
The pressure line exits the fan frame on its rear wallthrough a nipple.
The signal is processed by channel B only.
ENGINE SENSORS
Fan discharge static pressure PS13.
PS13 is part of the optional monitoring kit, available uponcustomer request.If the kit is not required, the PS13 port is blanked off onthe ECU shear plate.
The PS13 pick-up is located at approximately 1 oclock,downstream from the fan Outlet Guide Vanes (OGV).This signal is processed by channel A only.
EFFECTIVITY
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EFG
CTC-211-027-01 Ps13 AND P25 SENSORS
2 3 4 5
FAN FRAME
ECU CHANNEL A
ECU CHANNEL B
Ps13P25
AIR PRESSURE TUBE
P25TRANSDUCER
EFFECTIVITY
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EFGENGINE SENSORS
#1 bearing vibration sensor assembly
The assembly is made up of a vibration sensor, which issecured at the 9 oclock position on the #1 bearingsupport front flange.
A semi-rigid cable, routed in the engine fan frame, linksthe vibration sensor to an electrical output connector,located at the 3 oclock position on the fan frame outerbarrel.
The cable is protected by the installation of shockabsorbers which damp out any parasite vibration.
The #1 bearing vibration sensor permanently monitors theengine vibration and due to its position, is more sensitiveto fan and booster vibration. However, this sensor alsoreads N2 and LPT vibrations.
The data provided is used to perform fan trim balance.
This sensor is not a Line Replaceable Unit (LRU). In case offailure, the TRF sensor must be selected, through the CFDSin maintenance mode, in order to continue engine vibrationmonitoring.
EFFECTIVITY
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SENSORS Page 29Dec 00ENGINE SYSTEMS
EFG
CTC-211-127-01 No 1 BEARING VIBRATION SENSOR
CABLE
FAN FRAMEOUTERSURFACE
SELF-SEALINGCONNECTOR
SHOCKABSORBERS
ELECTRICALOUTPUTCONNECTOR
FORWARDSTATIONARYAIR SEAL
VIBRATION SENSOR(ACCELEROMETER)VIBRATION
SENSINGELEMENT
SENSITIVEAXIS
EFFECTIVITY
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SENSORS Page 30Dec 00ENGINE SYSTEMS
EFGENGINE SENSORS
TRF vibration sensor.
The TRF vibration sensor is secured at the 12 oclockposition on the turbine rear frame.
A semi-rigid cable is routed from the vibration sensor toan electrical connector, which is secured on a bracket onthe core engine at the 10 oclock position.
The TRF vibration sensor monitors the verticalacceleration of the rotors and sends analogue signals tothe EVMU for vibration analysis processing.
EFFECTIVITY
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SENSORS Page 31Dec 00ENGINE SYSTEMS
EFG
CTC-211-128-01TURBINE REAR FRAME VIBRATION SENSOR
ELECTRICALCONNECTOR
COMPRESSOR CASEFRAME
ELECTRICALCONNECTOR
TRF VIBRATIONSENSOR
SEMI-RIGIDCABLE
TRF VIBRATIONSENSOR
TRF FRONT FLANGE
SEMI-RIGIDCABLE
EFFECTIVITY
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73-21-50 Page 1Dec 00ENGINE SYSTEMS
EFG
ENGINE WIRING HARNESSES
EFFECTIVITY
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TRAINING MANUALCFM56-5B
73-21-50 Page 2Dec 00ENGINE SYSTEMS
EFGENGINE WIRING HARNESSES
Two types of harnesses are used, depending on wherethey are installed on the engine.
Fan section.
Harnesses that run on the fan inlet case and the fanframe, have a conventional design.
Cold section harnesses are designated :- HJ7, HJ8, HJ9, HJ10, HJ11, HJ12, HJ13, DPM.
DPM is the harness routed from the Master Chip Detector(MCD) to the visual contamination indicator.
Core engine section.
Harnesses routed along the core engine section have aspecial design that can withstand high temperatures.
Hot section harnesses are designated :- HCJ11L, HCJ11R, HCJ12L, HCJ12R, HCJ13.
EFFECTIVITY
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73-21-50 Page 3Dec 00ENGINE SYSTEMS
EFG
CTC-211-028-00ENGINE ELECTRICAL HARNESSES
HJ7 - HJ8 - HJ9HJ10 - HJ11HJ12 - HJ13
DPM
HCJ11L - HCJ11RHCJ12L - HCJ12R
HCJ13
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73-21-50 Page 4Dec 00ENGINE SYSTEMS
EFGENGINE WIRING HARNESSES
The electrical harnesses ensure the connections betweenthe various electrical, electronic and electro-mechanicalcomponents, mounted on the engine.
All the harnesses, consisting of cables with several cores,converge to the 6 oclock junction box, which provides aninterface between the two types.
They are all screened against high frequency electricalinterferences, and each individual cable within a harnessis screened against low frequency electricalinterferences.
They are also constructed with fireproof materials andsealed to avoid any fluid penetration.
EFFECTIVITY
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73-21-50 Page 5Dec 00ENGINE SYSTEMS
EFG
CTC-211-029-00HARNESSES INTERFACES
N2SENSOR
FRV
OILTEMP
N1SENSOR
T12
CONTROLALT
SAV
ECUHMU
6 O'CLOCK BOX
TCASET3 TBVEGT T5 VSV HPTCC LPTCC BSV T25
HJ7
HJ8
HJ13
HJ11 HJ10
HJ9
HCJ12R
HCJ11R
HCJ
12L
FUELFLOWMETER
HJ12
VBV
HCJ
11LHCJ13
DPM
OILCHIP
DETECTOR
VISUALINDICATOR
EFFECTIVITY
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80-00-00 Page 1Dec 00ENGINE SYSTEMS
EFG
STARTING SYSTEM
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TRAINING MANUALCFM56-5B
80-00-00 Page 2Dec 00ENGINE SYSTEMS
EFGSTARTING FUNCTION
The FADEC is able to control engine starting, crankingand ignition, using aircraft control data.
Starting can be performed either in Manual Mode, orAutomatic Mode.
For this purpose, the ECU is able to command :
- opening and closing of the Starter Air Valve (SAV),- positioning of the Fuel Metering Valve (FMV),- energizing of the igniters.
It also detects abnormal operation and delivers specificmessages.
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EFG
CTC-211-030-00 STARTING FUNCTION
SAVAIR DUCTS
STARTERIGNITERS
IGNITIONBOXES
IGNITIONLEADS
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80-00-00 Page 4Dec 00ENGINE SYSTEMS
EFGSTARTING SYSTEM
Starting is initiated from the following cockpit controlpanels :
- The engine control panel on the central pedestal,which has a single Rotary Mode Selector for bothengines and two Master Levers, one for eachengine.
- The engine Man Start panel on the overhead panel,which has two switches, one for each engine.
- The Engine Warning Display (EWD) and the SystemDisplay (SD) on the upper and lower ECAMs,where starting data and messages are displayed .
EFFECTIVITY
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80-00-00 Page 5Dec 00ENGINE SYSTEMS
EFG
CTC-211-031-00 ENGINE PANELS
VIEW B
VIEW AVIEW C
VIEW D
FIRE
ENG1
ENG2
FIRE
FAULTFAULT
OFF
ONMASTER 2
1 2
OFF
ONMASTER 1 ENG
ON
1MAN START
ON
ENG
115VU
2
CRANK IGNSTART
MODENORM
B
C
D
A
10100 10100F.USED
KG
15. .5 15. .5
OIL
QT
60 60PSI
130 130C
0 . 8 0 . 8VIB N1 (N1)
VIB N2 (N2)1 . 2 1 . 2
25 25PSI
IGN
23 H 38GW 70000 KG
ENGINE
TAT + 19CSAT + 18C
81.5 81.4
92.5 92.7670 665
5 10 5 10
5 10 5 10
N1%
N2%
EGTC
5070 5070LBS/HFF
IGNITIONSEAT BELTSNO SMOKING
APU AVAILADV
STS
FLX 84.6 % 35C
FOB : 39600 LBS
S FLAP F
3
EFFECTIVITY
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80-00-00 Page 6Dec 00ENGINE SYSTEMS
EFGSTARTING SYSTEM
There are two starting processes :1. -The automatic starting process, under the full
authority of the FADEC system.2. -The manual starting process, with limited authority
of the FADEC system.
1) Automatic start.
During an automatic start, the ECU includes engineprotection and provides limits for N1, N2 and EGT, withthe necessary indications in the cockpit.
The automatic starting procedure is :
- Rotate mode selector to IGN/START.Both ECUs are powered up.
- Switch the MASTER LEVER to ON.The SAV opens and :
- at 16% N2 speed, one igniter is energized.- at 22% N2 speed, fuel is delivered to the combustor.- at 50% N2 speed, the SAV is closed and the igniter
de-energized.
In case of no ignition, the engines are dry motored and asecond starting procedure initiated on both igniters.
2) Manual start.
During a manual start, the ECU provides limited engineprotection and limitation only on EGT.
The manual starting procedure is :
- Rotate mode selector to IGN/START.Both ECUs are powered up.
- Press the MAN/START push button.The SAV opens and :
- when N2 speed > 20%, switch the MASTER LEVERto ON.
- the two igniters are energized and fuel is delivered tothe combustor.
- at 50% N2 speed, the SAV is closed and the ignitersautomatically de-energized.
When the engines are started (manual, or automatic), themode selector must be switched back to the NORMALposition.
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EFG
CTC-211-032-01 STARTING PROCEDURES
FIRE
ENG1
ENG2
FIRE
FAULTFAULT
OFF
ONMASTER 2
1 2
OFF
ONMASTER 1 ENG
115VU
CRANK IGNSTART
CRANK IGNSTART
MODENORM
FIRE
ENG1
ENG2
FIRE
FAULTFAULT
OFF
ONMASTER 2
1 2
OFF
ONMASTER 1 ENG
115VU
CRANK IGNSTART
MODENORM
CRANK IGNSTART
CRANK IGNSTART
FIRE
ENG1
ENG1
ENG2
ENG1
ENG2
ENG2
FIRE
FAULTFAULT
OFF
ONMASTER 2
1 2
OFF
ONENG
115VUMODENORM
CRANK IGNSTARTFIRE
ENG1
ENG2
FIRE
FAULTFAULT
OFF
ONMASTER 2
1 2
OFF
ONENG
115VUMODENORM
FIRE FIRE
FAULTFAULT
OFF
ON
1 2
OFF
ONENG
115VUMODENORM
FIRE FIRE
FAULTFAULT
OFF
ON
1 2
OFF
ONENG
115VUMODENORM
CRANK IGNSTART
ENG1
ENG2
FIRE FIRE
FAULTFAULT
OFF
ON
1 2
OFF
ONENG
115VUMODENORM
1 IGN/STARTON MODE SELECTOR
2
MASTER LEVERSWITCHED "ON"- STARTER VALVE OPENS- 16% N2 : IGNITION "ON"- 22% N2 : FUEL "ON"- 50% N2 : S.A.V. CLOSES
IGNITION "OFF"
3 START THE SECOND ENGINE MASTER LEVER SWITCHED "ON"
4
MODE SELECTOR BACK TO NORMAL WHEN ENGINES STABILIZED AT IDLE
1 IGN/STARTON MODE SELECTOR
2 MAN START PUSHBUTTON"ON" TO OPEN STARTERVALVE
3
WHEN N2 > 20%MASTER LEVER "ON"- IGNITION "ON"- FUEL "ON"- 50% N2 : S.A.V. CLOSES
IGNITION "OFF"
5MODE SELECTOR BACK TO NORMAL WHEN ENGINES STABILIZED AT IDLE
4 START THE SECONDENGINE
ON
1MAN START
ON
ENG
2
AUTOMATIC START MANUAL START
EFFECTIVITY
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80-00-00 Page 8Dec 00ENGINE SYSTEMS
EFGSTARTING SYSTEM
The starting system provides torque to accelerate theengine to a speed such that it can light off and continue torun unassisted.
The starting system is located underneath the right handside engine cowlings, and consists of :
- one pneumatic starter.- one Starter Air Valve (SAV).- two air ducts.
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EFG
CTC-211-033-00 STARTING SYSTEM
AFT
FAN CASEFAN FRAME
AIR DUCT
STARTERAIR VALVE
STARTER AIR VALVE
PNEUMATIC STARTER
EFFECTIVITY
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EFGSTARTING SYSTEM
When the starter air valve is energized, it opens and airpressure is delivered to the pneumatic starter.
The pneumatic starter provides the necessary torque todrive the HP rotor, through the AGB, TGB and IGB.
The necessary air pressure for the starter comes from :
- the APU.- the other engine, through the cross bleed system.- a ground power unit (25 to 50 psig).
EFFECTIVITY
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80-00-00 Page 11Dec 00ENGINE SYSTEMS
EFG
CTC-211-034-00 STARTING OPERATION
UPPERDUCT
LOWERDUCT PNEUMATIC STARTER
PRESSURIZEDAIRFROM A/CAIR BLEEDSYSTEM
STARTER AIR VALVE
ECU
PYLONINTERFACE
CONNECTION BOX
EFFECTIVITY
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EFG
STARTER AIR VALVE
EFFECTIVITY
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TRAINING MANUALCFM56-5B
80-11-20 Page 2Dec 00ENGINE SYSTEMS
EFGSTARTER AIR VALVE
The Starter Air Valve (SAV) controls the pressurized airflow to the engine pneumatic starter.
The SAV is secured on the air starter duct, just below the3 oclock position and is accessible through an accessdoor provided on the right hand side fan cowl.
The valve is connected to two air ducts. The upper duct(from the pylon to the valve), and the lower duct (fromthe valve to the air starter).
Two electrical connections transfer electrical signals tothe ECU.
EFFECTIVITY
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EFG
CTC-211-037-00STARTER AIR VALVE LOCATION
FWD
SAV ACCESS DOOR
FAN CASE
AIR DUCT
EFFECTIVITY
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80-11-20 Page 4Dec 00ENGINE SYSTEMS
EFGSTARTER AIR VALVE
The SAV is a normally closed butterfly valve.
An electrical signal, sent by the ECU, moves the valve tothe open position.
In case of electrical command failure, the valve can bemanually opened by first pushing the wrench button andthen, rotating the manual override handle.
Air pressure must be present, to avoid internal damage.
When the handle is released, an internal springautomatically returns the butterfly valve to the closedposition.
The override handle aligns with markings on the valve toprovide an external indication of the butterfly valveposition.
Switches provide the ECU with the valve position status.
Gloves must be worn, to avoid injury from hot parts.
EFFECTIVITY
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EFG
CTC-211-038-00STARTER AIR VALVE
SWITCHES CLOSED = VALVE NOT CLOSEDSWITCHES OPEN = VALVE CLOSED
AVIEW A
INDEXING SLOT
FLOW DIRECTIONINDICATOR
MANUAL OVERRIDE
CONNECTOR(CHANNEL B)
CONNECTOR(CHANNEL A)
J10 HARNESS
J9 HARNESS
WRENCHBUTTON
EFFECTIVITY
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PNEUMATIC STARTER
EFFECTIVITY
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80-11-10 Page 2Dec 00ENGINE SYSTEMS
EFGPNEUMATIC STARTER
The pneumatic starter is connected to an air starter ductand converts the pressurized airflow from the aircraft airsystem into a high torque rotary movement.
This movement is transmitted to the engine HighPressure (HP) rotor, through the accessory drive system.
An internal centrifugal clutch automatically disconnectsthe starter from the engine shaft when the desired speedis reached.
The pneumatic starter is secured on the aft right handside of the AGB.
The pneumatic starter works with engine oil and has threeports :
- a filling port- an overflow port- a drain port.
The drain port features a plug made in two parts :
- an inner part, which is a magnetic plug used to trapany magnetic particles contaminating the oil.
- an outer part, which is the drain plug, receives themagnetic plug. This part has a check valve toprevent any oil spillage when the magnetic plug isremoved for maintenance checks.
EFFECTIVITY
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80-11-10 Page 3Dec 00ENGINE SYSTEMS
EFG
CTC-211-035-00PNEUMATIC STARTER
DRAINPORT
O-RING
DRAIN PLUG
O-RING
MAGNETIC PLUG
OVERFLOWPORT
FILLINGPORT
EFFECTIVITY
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EFGPNEUMATIC STARTER
The pneumatic starter has an air inlet and a statorhousing assembly, which contains the following mainelements :
- a turbine wheel stator and rotor.- a gear set.- a clutch assembly.- an output shaft.
Pressurized air enters the air starter and reaches theturbine section, which transforms the airs kinetic energyinto mechanical power.
This high speed power output is transformed into lowspeed and high torque motion, through a reduction gearset.
A clutch system, installed between the gear set and theoutput shaft, ensures transmission of the turbine wheelpower to the output shaft during engine starting, anddisconnection when the output shaft speed reaches 50%of N2.
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EFG
CTC-211-036-00AIR STARTER OPERATION
EXHAUST
A B C D
A = TURBINEB = REDUCTION GEAR SETC = CLUTCHD = OUTPUT SHAFT
AIR PRESSUREFROM A/C
AIR SYSTEM
EFFECTIVITY
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IGNITION
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74-00-00 Page 2Dec 00ENGINE SYSTEMS
EFGIGNITION GENERAL
The purpose of the ignition system is to ignite the air/fuelmixture within the combustion chamber.
The engine is equipped with a dual ignition system,located on the right-hand side of the fan case and bothsides of the core.
The ignition system receives 115 VAC/400 Hz from theaircraft, through channels A and B of the ECU.
The A/C power supply will be automatically disconnectedby the Engine Interface Unit (EIU) if :
- the master lever is selected OFF.- in case of fire emergency procedure.
The A/C ignition power supply is failsafed to ON in caseof a failed EIU.
The ignition system has two independent circuits,systems A and B, consisting of :
- 2 high energy ignition exciters.- 2 ignition lead assemblies.- 2 spark igniters.
A current is supplied to the ignition exciters andtransformed into high voltage pulses. These pulses aresent, through ignition leads, to the tip of the igniter plugs,producing sparks.
System B spark igniter, located on the left hand side, isconnected to the lower ignition box #1.System A spark igniter, located on the right hand side, isconnected to the upper ignition box #2.
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EFG
CTC-211-039-00IGNITION GENERAL
SPARK IGNITER (2) EXCITER (2)
IGNITION LEADASSEMBLY (2)
EFFECTIVITY
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EFGIGNITION BOXES
The ignition exciters use 115 VAC, supplied through theECU, to produce high voltage pulses to energize thespark igniters.
The ignition exciters transform this low voltage input intorepeated 20 KV high voltage output pulses.
The 2 ignition exciters are installed on the fan case,between the 3 and 4 oclock positions.
A stainless steel protective housing, mounted on shockabsorbers and grounded, encloses the electrical excitercomponents.
The housing is hermetically sealed, ensuring properoperation, whatever the environmental conditions.
The components are secured mechanically, or withsilicon cement, for protection against engine vibration.
EFFECTIVITY
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EFG
CTC-211-040-01 IGNITION EXCITERS
A
VIEW A ELECTRICALCONNECTORSYSTEM A
ELECTRICALCONNECTORSYSTEM B
EXCITERS
IGNITIONLEADS
FWD
EFFECTIVITY
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EFGIGNITION DISTRIBUTION SYSTEM
The purpose of the distribution system is to transmit theelectrical energy delivered by the ignition exciters toproduce sparks inside the combustion chamber.
The main elements of distribution are :
- 2 ignition lead assemblies, from the exciters to thecombustor case, at each spark igniter location.
- 2 spark igniters, located on the combustor case at 4 and 8 oclock.
The two ignition lead assemblies are identical andinterchangeable, and each connects one ignition exciterto one spark igniter.
EFFECTIVITY
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EFG
CTC-211-041-02 IGNITION DISTRIBUTION SYSTEM
COMBUSTION CASE
RIGHT IGNITER
FORWARD
WRAP AROUND VIEW OF FAN INLET CASE
EXCITER
LEFTIGNITER
LOWER IGNITIONEXCITER SYSTEM B
UPPERIGNITIONEXCITERSYSTEM A
LEFTIGNITIONLEAD
RIGHTIGNITIONLEAD
IGNITION LEADASSEMBLY
IGNITER PLUG
EFFECTIVITY
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EFGIGNITION DISTRIBUTION SYSTEM
A single coaxial electrical conductor carries the hightension electrical pulses to the igniter plug.
The portion of the lead assembly along the core, as wellas the outer portion of the igniter, is air cooled.
Booster air is introduced at the air adapter assembly, intothe cooled section of the conduit, and exits at theconnection with the igniter.
The ignition lead assembly consists of an elbow, an airinlet adapter, an air outlet and terminals that areinterconnected with a flexible conduit assembly.
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EFG
CTC-211-042-00IGNITION LEAD
ELBOWASSEMBLY
COOLINGAIR EXIT
BOOSTER AIRINTRODUCTION
AIR ADAPTERASSEMBLY
COOLED SECTION NON-COOLED SECTION
IGN LEAD
OUTERBRAID
O-RINGO-RING
LEFTIGNITIONLEAD
COOLINGAIR INLET
RETAININGPLATE
RIGHTIGNITIONLEAD
BUNDLEJUNCTIONBOX COVER
BOOSTERAIR
EFFECTIVITY
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EFGIGNITION DISTRIBUTION SYSTEM
Igniter Plug.
The connection between the igniter plug and the ignitionlead is surrounded by a shroud, which ducts ignition leadcooling air around the igniter plug.
The depth of the spark igniter is controlled by a bushingand gasket(s). Each gasket is 0.38mm in thickness.
Before installing the spark igniter, a small amount ofgraphite grease should be applied to the threads thatconnect with the igniter bushing in the combustion caseboss.
Note : Do not apply grease or any lubricant to the threadsof the connector on the ignition lead as this will causedamage to the igniter and lead.
If the igniter has been removed for maintenance or repair,the white chamfered silicon seal must be replaced.
EFFECTIVITY
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EFG
CTC-211-043-00IGNITER PLUG
COOLING SHROUDCOUPLING NUT
IGNITION LEADASSEMBLY
COOLING SHROUD
CAGED SPRINGASSEMBLY
WHITE CHAMFEREDSILICON SEAL
SHROUD CLAMP
SPARKIGNITER
GASKET
IGNITERBUSHING
EFFECTIVITY
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POWER MANAGEMENT & FUEL CONTROL
EFFECTIVITY
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EFGPOWER MANAGEMENT
The power management function computes the fanspeed (N1) necessary to achieve a desired thrust.
The FADEC manages power, according to two thrustmodes :
- Manual mode, depending on the Thrust Lever Angle.
- Autothrust mode, according to the autothrust functiongenerated by the autoflight system.
Power management uses N1 as the thrust settingparameter.
It is calculated for the appropriate engine ratings (codedin the identification plug) and based upon ambientconditions, Mach number (ADIRUs) and engine bleeds(ECS).
EFFECTIVITY
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EFG
CTC-211-044-00 POWER MANAGEMENT
ADIRU,s
ECUCOMPUTES N1
COMMAND
EIUAUTO THRUSTSYSTEM
ECS
TATPo Mo
ID PLUG
EFFECTIVITY
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EFGPOWER MANAGEMENT
For the current flight conditions, the FADEC calculatesthe power setting for each of the different ratings definedin terms of N1. When the throttle is set between detents,the FADEC interpolates between them to set the power.
The different thrust levels are :
- Idle.- Maximum Climb (MCL).- Maximum Continuous (MCT).- Flexible Take-off (FLX TO).- Derated Take-off (DRT TO).- Maximum Take-off or Go-Around (TO/GA).- Maximum Reverse (REV).
Each N1 is calculated according to the following flightconditions :
- Temperature : the thrust delivered depends onoutside air temperature (OAT). By design, the engineprovides a constant thrust up to a pre-determinedOAT value, known as corner point, after which thethrust decreases proportionally to maintain aconstant EGT value.
- Pressure : with an increase in altitude, thrust willdecrease when operating at a constant RPM dueto the reduction in air density, which reduces themass flow and fuel flow requirements.
- Mach : when mach number increases, the velocity ofair entering the engine changes, decreasing thrust.To determine the fan speed, the ECU calculatesM0 from the static pressure, the total pressure andthe TAT values.
- Bleed : ECS bleed and anti-ice bleed are taken intoaccount in order to maintain the same EGT levelwith and without bleeds.
EFFECTIVITY
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EFG
CTC-211-045-01 POWER MANAGEMENT FUNCTIONS
MAXREV MCL
MCTFLX TO
DRTTO/GA
N1REF
-38 0 85,5 TLA
IDLE
OAT
THRUST
EGT
CORNERPOINT
N1
TEMPERATURE EFFECTS
BLEED ON
BLEED OFF
OAT
THRUST
EGT
BLEED EFFECTS
OAT
THRUST P0
ALTITUDE EFFECTS
THRUST
MACH EFFECTS
STD SEA LEVEL
0,1 0,2 0,3 0,4 0,5
EFFECTIVITY
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EFGPOWER MANAGEMENT
The Flex Take-off function enables the pilot to select atake-off thrust, lower than the maximum take-off poweravailable for the current ambient conditions.
Temperatures for the flexible take-off function arecalculated according to the assumed temperaturemethod.
This means setting the ambient temperature to anassumed value, which is higher than the real ambienttemperature. The assumed ambient temperature (99Cmax) is set in the cockpit, using the MCDU.
The flexible mode is only set if the engine is running andthe aircraft is on the ground.
However, the power level, which is set by the FADEC inthe flexible mode, may be displayed on the ECAM byinput of a flexible temperature value, through the MCDU,and setting the TRA to the flex position, before the engineis started.
EFFECTIVITY
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EFG
CTC-211-046-01 POWER MANAGEMENT - FLEX TAKE-OFF
UPPER ECAM
FADEC
COMPUTATION
81.5 81.4
92.5 92.7670 665
5 10 5 10
5 10 5 10
N1%
N2%
EGTC
5070 5070LBS/HFF
IGNITIONSEAT BELTSNO SMOKING
APU AVAILADV
STS
FLX 84.6 % 45C
FOB : 39600 LBS
S FLAP F
3
REV
IDLEID
LE
IDLE
REVERSE
0
REV
MCL
FLX
TOM
CT
TO/G
A
R
0
F
A/THR
T0
GA
CL
FLX
MCT
R
0
L
A/THR
T0
GA
CL
FLX
MCT
45
40
35
30
25
20
15
10
5
0
EFFECTIVITY
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EFGENGINE FUEL AND CONTROL
Fuel control
The fuel control function computes the Fuel MeteringValve (FMV) demand signal, depending on the enginecontrol laws and operating conditions.
Fuel flow is regulated to control N1 and N2 speed :
- During engine starting and idle power, N2 speedis controlled.
- During high power operations, requiring thrust, N1speed is controlled and N2 is driven betweenminimum and maximum limits.
The limits depend on :
- Core speed.- Compressor discharge pressure (PS3).- Fuel / air ratio (WF/PS3).- Fan & core speed rates (accel and decel).
Idle control.
The FADEC system controls the idle speed:
- Minimum Idle will set the minimum fuel flowrequested to ensure the correct aircraft ECSpressurization.
- Approach Idle is set at an engine power which willallow the engine to achieve the specified Go-Aroundacceleration time.
EFFECTIVITY
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CTC-211-047-00FUEL CONTROL INTRODUCTION
J1J5
J7J14
J15J8
J6J2
J3J9
J11J13
J12J10
J4
- CORE SPEED- COMPRESSOR DISCHARGE PRESSURE- FUEL / AIR RATIO- FAN AND CORE SPEED RATES
LIMITS
ECU HMU
WF
EFFECTIVITY
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FUEL DISTRIBUTION
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EFGFUEL DISTRIBUTION
The purpose of the fuel distribution system is :
- to deliver fuel to the engine combustion chamber.- to supply clean and ice-free fuel to various servo-
mechanisms of the fuel system.- to cool down engine oil and Integrated Drive
Generator (IDG) oil.
The fuel distribution components consist of :
- fuel supply and return lines.- a fuel pump and filter assembly.- a main oil/fuel heat exchanger- a servo fuel heater.- a Hydro-Mechanical Unit (HMU).- a fuel flow transmitter- a fuel nozzle filter- a Burner Staging Valve (BSV).- two fuel manifolds.- twenty fuel nozzles.- an IDG oil cooler.- a Fuel Return Valve (FRV).
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CTC-211-048-00FUEL DISTRIBUTION
OIL/FUELHEAT
EXCHANGERS
FRV
FUEL PUMP
HMU
BSV
FUEL FLOWTRANSMITTER
FUELMANIFOLDS
IDG OIL COOLER FUELSUPPLYLINE
EFFECTIVITY
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The other fuel flow goes to the servo fuel heater, whichwarms up the fuel to prevent any ice particles enteringsensitive servo systems.
The heated fuel flow enters the HMU servo-mechanismand is then directed to the various fuel-actuatedcomponents.
A line brings unused fuel, from the HMU, back to the inletof the main oil/fuel heat exchanger, through the IDG oilcooler.
A Fuel Return Valve (FRV), also installed on this line,may redirect some of this returning fuel back to the A/Ctank.
Before returning to the A/C tank, the hot fuel is mixed withcold fuel from the outlet of the 1st stage of the fuel pump.
FUEL DISTRIBUTION
Fuel from the A/C tank enters the engine fuel pump,through a fuel supply line.
After passing through the pump, the pressurized fuel goesto the main oil/fuel heat exchanger in order to cool downthe engine scavenge oil.
It then goes back to the fuel pump, where it is filtered,pressurized and split into two fuel flows.
The main fuel flow goes through the HMU meteringsystem, the fuel flow transmitter, the fuel nozzle filter andis then directed to the fuel nozzles and the BSV.
EFFECTIVITY
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