Engine CFM56 B1

8/9/2019 Engine CFM56 B1

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B r i t i s h A i r w a y s E n g i n e e r i n g

Your Course NotesThese notes have been prepared by British

Airways Engineering Training to provide asource of reference during your period of training.

The information presented is as correct aspossible at the time of printing and is notsubject to amendment action.

They will be useful to you during your training, but I must emphasise that theappropriate Approved Technical Publicationsmust always be used when you are actuallyworking on the aircraft.

I trust your stay with us will be informativeand enjoyable.

JOHN QUINLISKTraining and Quality Delivery Manager



POWER PLANT (CFM56-5B)

GENERAL

Power Plant Level 2 (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

Power Plant Drain Presentation (2) . . . . . . . . . . . . . . . . . . . . . . . . . . 20Power Plant Installation D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

ENGINE

Engine System D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44

FUEL

Engine Fuel System D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70Fuel Return Valve D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72

FADEC

FADEC Presentation (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76FADEC Principle (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78ECU Interfaces (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80EIU Interfaces (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82ECU Electrical PWR SPLY Control (3) . . . . . . . . . . . . . . . . . . . . . . . 86

IGNITION AND STARTING

Ignition & Starting System Presentation (1) . . . . . . . . . . . . . . . . . . . 88Ignition & Starting System D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . 90Start Failures (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110

AIR

Air System Presentation (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154

ENGINE CONTROLS

Engine Thrust Management (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 166Engine HP Fuel Shut-Off Valve Control (3) . . . . . . . . . . . . . . . . . . . 184Engine LP Fuel Shut-Off Valve Control (3) . . . . . . . . . . . . . . . . . . . 186

ENGINE INDICATING

Engine Warnings (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 188

Engine Monitoring D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206

EXHAUST - THRUST REVERSER

Thrust Reverser System Presentation (1) . . . . . . . . . . . . . . . . . . . . . 236Thrust Reverser Management (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . 238Thrust Reverser System D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . 240

OIL

Oil System D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 260

MAINTENANCE PRACTICE

Opening & Closing of Engine Cowl Doors (2) . . . . . . . . . . . . . . . . 264Thrust Reverser Deactivation & Lockout(2) . . . . . . . . . . . . . . . . . . 288Manual Operation of T/R Pivoting Door (3) . . . . . . . . . . . . . . . . . . 300Engine Removal and Installation Overview (3) . . . . . . . . . . . . . . . . 310

MAINTENANCE COURSE - T1 (CFM56-5B/ME)

70 - POWER PLANT (CFM56-5B)TABLE OF CONTENTS May 11, 2006

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POWER PLANT LEVEL 2 (2)

SYSTEM OVERVIEW

The CFM56-5B engine is a dual-rotor, variable stator, high bypass ratioturbo fan power plant. The CFM56-5B powers the complete single aislefamily of aircraft. CFM56-5B engines are available in several thrustratings.All the engines are basically the same. A programming plug on theElectronic Control Unit (ECU) changes the available thrust.The power plant installation includes the engine, the engine inlet, theexhaust, the fan cowls and the reverser assemblies. The pylon connectsthe engine to the wing structure. The engine is attached to the pylon byforward and aft mounts.


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SYSTEM OVERVIEW



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SYSTEM OVERVIEW (continued)

THRUST REVERSER SYSTEM

Reverse thrust is controlled by the ECU. Reverse is manually selectedby the flight crew by lifting the latching levers on the throttle controllevers. The reverse thrust command is sent to the ECU and the EngineInterface Unit (EIU). The signal from the ECU to the directional valveis fed to an inhibition relay controlled by the Engine Interface Unit(EIU) according to throttle control lever position.According to commands from the ECU, a Hydraulic Control Unit(HCU) supplies hydraulic power to operate the thrust reverser. Thethrust reverser uses 4 hydraulically actuated pivoting blocker doorsto redirect the engine fan airflow.



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SYSTEM OVERVIEW - THRUST REVERSER SYSTEM



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ENGINE OIL SERVICING

CAUTION: Caution: The engine should be shut down for at least 5minutes prior to oil servicing. This allows the residualpressure in the oil tank to decrease. If you open the fillercap when there is pressure in the tank the hot oil can sprayout and burn you.

- Open engine oil service door on left fan cowl,- Check oil level on the sight gage on the oil tank,- Raise filler cap handle to vertical (Unlocked position),- Push down and turn the oil filler cap counterclockwise to remove,- Add oil as necessary up to the FULL mark on the sight gage,- Install oil filler cap - make sure to LOCK the cap.

NOTE: Note: It is also possible to Pressure Fill the engine oil. Twoports are installed on the oil tank, one for pressure and one foroverflow. See AMM for procedure.



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ENGINE OIL SERVICING



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MASTER CHIP DETECTOR CHECK

There is a red pop-out indicator visible from the oil-servicing door. If extended, this indicates that the Electrical Master Chip Detector (EMCD)is contaminated and the probe should be checked. To reset red pop-outindicator, pushing in clogging indicator with thumb.The EMCD probe is located on the lubrication unit and is made up of two magnets separated by a gap. The probe will collect any magneticparticles in the oil system. If the particle contamination closes the gapbetween the magnets an electrical signal is generated to extend the pop-outindicator. To check for contamination, remove the probe as follows:- Open the left fan cowl,- At the same time, push and turn the EMCD plug ¼ turn

counterclockwise,- Disengage the EMCD from its housing,- Check the AMM for examples of NORMAL and ABNORMALcontamination,- Clean the EMCD,- Replace o-ring if necessary and re-install - check that the RED marksare aligned.



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MASTER CHIP DETECTOR CHECK



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MEL/DEACTIVATION

FUEL FILTER CLOGGING

In case of a failure of the FUEL CLOG warning on ECAM, the aircraftmay be dispatched per MEL as long as the fuel filter is changed onceeach day. The filter housing is part of the fuel pump assembly locatedon the accessory gearbox LH side. Procedure:- FADEC GND PWR selected OFF,- Open LH fan cowl,- Drain residual fuel using drain plug,- Open filter cover to remove and replace fuel filter element ando-rings,- Re-install filter cover; check AMM for correct torque value for filtercover bolts,- Perform minimum idle check for leaks,- Close fan cowl.



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MEL/DEACTIVATION - FUEL FILTER CLOGGING



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MEL/DEACTIVATION (continued)

T/R DEACTIVATION AND LOCKOUT

Per the MEL, one or both Thrust Reversers may be deactivated in theSTOWED position for dispatch. The deactivation procedure has twoparts. First, the Hydraulic Control Unit (HCU) is deactivated. Movingthe deactivation lever to the inhibit position prevents the pressurizingvalve from supplying hydraulic pressure to the reverser actuators. Inthe second part of the deactivation procedure each pivoting door issecured (bolted) to the reverser structure preventing any movement.



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MEL/DEACTIVATION - T/R DEACTIVATION AND LOCKOUT



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OIL FILTER CLOGGING

In case of a failure of the OIL CLOG warning on ECAM, the aircraftmay be dispatched per MEL as long as the scavenge filter is changedonce each day. The filter housing lubrication unit located on theaccessory gearbox LH side. Procedure:- FADEC GND PWR selected OFF,- Open LH fan cowl,- Drain residual oil using drain plug,- Open filter cover to remove and replace oil filter element and o-rings,- Re-install filter cover, Check AMM/MEL for correct torque valuefor filter cover bolts,

- Check ECMD for contamination,- Perform minimum idle check for leaks,- Close fan cowl.



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MEL/DEACTIVATION - OIL FILTER CLOGGING



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START VALVE MANUAL OPERATION

In case of an electrical failure of the start valve, the valve may beoperated manually to start the engine. The aircraft may be dispatchedper the MEL with the valve INOP closed.

NOTE: Note: Do not operate the valve unless the starter system ispressurized. Damage to the valve can occur.

- Open the start valve access door on the RH cowl,- Establish communications with the cockpit (Interphone jack onengine inlet cowl),- On command from the cockpit, move start valve manual handle to

the OPEN position,

NOTE: Note: Make sure you maintain pressure against the springtension to keep the valve open.

- After engine start, on command from the cockpit, move start valvemanual handle to CLOSED. Make sure that the start valve is fullyclosed.



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MEL/DEACTIVATION - START VALVE MANUAL OPERATION



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MAINTENANCE TIPS

The engine and pylon drain system is designed to collect fuel, oil, waterand hydraulic fluid from engine systems and accessories and dischargethem overboard through the engine drain mast and the pylon drain tubes.For troubleshooting and leak isolation a drain collector is installed onthe accessory gearbox. The drain collector supplies the drain manifoldmodule, which supports the drain mast. The drain mast also has separatedrains for additional leak isolation. The pylon drain tubes collect fluidsfrom individual pylon chambers, also for leak isolation.If fluid leaks are found during transit operations , the AMM (ATA 70-00& ATA 29-00) li sts maximum permitted leakage limits for the drainsystem. There are limits for STATIC (engine not running) and DYNAMIC

(engine running) conditions. There is also a separate drain line at thedrain mast trailing edge for the Fuel Manifold Shroud drain. There is NOLEAKAGE PERMITTED from this drain. Here are some examples of leakage limits for dispatch. See the AMM for complete list.

NOTE: In the case of extreme cold weather condition (Outside AirTemperature (OAT) <- 20 deg.C (- 4 deg.F), fuel leaks fromthe drain mast (other than fuel manifold drain) may occur on anon-running engine and during engine start. This leakage isexpected to stop after a 5 minute warm-up at minimum idle.


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POWER PLANT LEVEL 2 (2) May 10, 2006

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MAINTENANCE TIPS



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POWER PLANT DRAIN PRESENTATION (2)

PYLONS DRAINS

Drains are provided at the pylon rear part to evacuate and vent overboardair and any residual fluid (water, hydraulic, fuel).

ENGINE DRAINS

Drain lines are installed on the engine to collect and drain waste fluidsand vapors from engine systems and accessories.This drain system consists of:A drain collector assembly, which is attached to the aft side of theaccessory gearbox.It is composed of 4 drain collectors with manual drain valves for troubleshooting and 2 holding tanks.A drain manifold module, also attached to the aft side of the accessorygearbox, which supports the drain mast.A pressure valve, which is part of the manifold, opens when the A/Cairspeed reaches 200 kts. Then ram air pressurizes the holding tanks andthe accumulated fluids are discharged overboard through the drain mast.The drain mast protrudes through the fan cowl doors into the airstreamto evacuate any residual fluids.The drain mast is frangible below the cowl exterior surface to preventdamage to the engine gearbox.



POWER PLANT DRAIN PRESENTATION (2) May 10, 2006

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PYLONS DRAINS & ENGINE DRAINS



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POWER PLANT INSTALLATION D/O (3)

INLET COWL

The inlet cowl is composed of an acoustical composite inner barrel, outerbarrel and a nose lip. The aluminum nose lip assembly consists of anouter lip skin and bulkhead.It includes installation of anti-ice system, interphone and ground jack.For removal and installation, the inlet cowl is provided with:- 4 hoist points,- 36 identical attach fittings,- 1 alignment pin.



POWER PLANT INSTALLATION D/O (3) May 10, 2006

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INLET COWL




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AIR INTAKE FUNCTIONS

The main function of the inlet cowl is to guide the airflow into the engineinlet and to permit an aerodynamic airflow over the outer surface of theengine.Hot bleed air from the engine is sent through to the cowl nose lip throughD duct to prevent ice build-up, and the air exhausts overboard through aflush exit duct in the outer barrel.Longitudinal and transverse loads are distributed into the fan case forwardflange through a bolted joint. These loads are due to:- the air intake structure own inertia as well as,- any internal or external loads not taken in hoop.It incorporates a lightning protection system.




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AIR INTAKE FUNCTIONS




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FAN COWL DOORS

There are two fan cowl doors to enclose the fan case and accessorygearbox area.Each door is supported by 3 hinges at the pylon.The door assembly is latched along the bottom centerline by three latches.Each door is provided with:- 3 hoist points, for removal and installation,- 2 hold open rods, for opening.Access doors are also provided for the start valve and the oil tank servicing.An optional Integrated Drive Generator (IDG) viewing door can beprovided to check the IDG oil level.




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FAN COWL DOORS




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THRUST REVERSER COWL DOORS

The thrust reverser cowl doors (or "C" Ducts) are in two halves which

include pivoting doors and enclose the engine core area.Each half is supported by 3 hinges at the pylon. The assembly is latchedalong the bottom centerline by 4 latches.Each half is provided with:- 3 attachment points to install a handling sling for removal andinstallation,- 1 opening actuator supplied by a hand pump and 1 hold open rodmounted on the fan case for opening.Note that the thrust reverser half doors can be opened to a 45 degreesposition for engine removal. In this case, the wing slats have to be in theretracted position.For engine core access only, the fuselage side half door can be openedto 33 degrees and the external side half door can be opened to 35 degreeswith the slats in extended position.




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THRUST REVERSER COWL DOORS




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FIREWALLS AND ACOUSTIC PANELS

Fire protection:

Firewalls and fire seals provide segregation and fire protection betweenthe engine compartments (fan and core compartments). The fire sealsseparate the space within the engine into compartments.This means of isolation limits propagation, should a fire occur. The pylonfloor forms the upper firewall of both the fan and core compartments.Acoustic treatment:The inner barrel in the air intake cowl consists of three acoustically treatedstructural bonded panels, which are assembled with mechanical fastenersand attached to an engine attach ring.The inner barrel in the thrust reverser structure is also acoustically treatedand consists of aluminum perforated face sheet bonded to aluminumhoneycomb core.




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FIREWALLS AND ACOUSTIC PANELS




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PRIMARY NOZZLE

The primary nozzle directs the primary exhaust gas aft and regulates the

gas stream flow.It is fastened to the aft flange of the engine turbine case.The primary nozzle is attached to the Low Pressure Turbine (LPT) frameby means of 16 bolts.

CENTERBODY

The centerbody provides engine center venting.It is attached to the engine inner turbine case.The centerbody is fixed to the inner LPT frame by means of 16 bolts.




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PRIMARY NOZZLE & CENTERBODY




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FORWARD MOUNT

The forward mount carries the engine thrust, vertical and side loads. It

provides the fan frame attachment to the pylon.The forward mount is linked to the fan frame brackets and attached tothe pylon by four bolts and self-locking nuts.




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FORWARD MOUNT




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AFT MOUNT

The aft mount restrains engine movement in all d irections except forward

and aft. It provides the turbine rear frame attachment to the pylon.The aft mount is linked to the turbine rear frame lugs and fixed to thepylon by 4 bolts.




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AFT MOUNT




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FLUID DISCONNECT PANEL

The fluid disconnect panel provides the fluid connection between engine

and pylon.It is located on the LH side of the fan case upper part.Fluid connection lines:- fuel supply,- fuel return,- hydraulic pump suction,- hydraulic pump pressure delivery,- case drain filter.




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FLUID DISCONNECT PANEL




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FAN ELECTRICAL CONNECTOR PANEL

The fan electrical connector panel provides interface of fan electrical

harnesses with the pylon.It is located on the RH side of the fan case upper part.




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FAN ELECTRICAL CONNECTOR PANEL




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CORE ELECTRICAL JUNCTION BOX

The core electrical junction box provides interface of core electrical

harnesses with the pylon.It is located in the zone of the forward mount.




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CORE ELECTRICAL JUNCTION BOX




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ENGINE SYSTEM D/O (3)

ENGINE CHARACTERISTICS

The Airbus A320 family is powered by two CFM International CFM56-5

turbofan engines.These engines can produce a thrust from 21600 lb (9800 kg) to 33000 lb(14970 kg) depending on the aircraft version set by the engine dataprogramming plug.

PYLON

The engines are attached to the lower surface of the wings by pylons.The pylons provide an interface between the engine and the aircraftfor electrics, fluids, pneumatics and mechanical forces.

NACELLE

The engine is enclosed in a nacelle, which provides aerodynamicairflow around the engine and ensures protection for the accessories.

ENGINE CONTROLThe engine includes a Full Authority Digital Engine Control (FADEC)consisting of two independent Engine Control Unit (ECU)controlchannels. The FADEC provides engine control, engine monitoringand help for maintenance and trouble shooting.



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ENGINE CHARACTERISTICS - PYLON ... ENGINE CONTROL




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ENGINE GENERAL PARAMETERS

There is a different kind of thrust depending on the engine installed on

the aircraft. Until 33000 lb (14970 kg) can be achieved during take off with the CFM56-5B3 on A321, or 21600 lb (9800 kg) with CFM56-5B8on A318, which is the lowest take-off thrust. Notice the take-off thrustis the same between the CFM56-5B4 on A320 and CFM56-5B7 on A319and A319 Corporate Jet, with a thrust value of 27000 lb (12250 kg).




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ENGINE GENERAL PARAMETERS




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TURBINE OPERATION

The turbine rotor is the mechanical part that provides energy to the

compressor shaft. This energy is delivered to the turbine rotor by thegases from the combustion chambers. These gases deliver their energyin the turbine blades forcing the turbine rotor to turn.




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TURBINE OPERATION




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ENGINE BEARINGS

The engine rotors are supported by bearings installed in the two sump

cavities. The forward sump is in the fan frame and is the location of bearings No.1, No.2 (fan/booster shaft) and No. 3 (High Pressure (HP)shaft).The aft sump is in the turbine rear frame where are bearings No.4 for theHP shaft aft and No.5 for the LP shaft.Bearings provide reduced rolling friction, support the rotors axially andradially within the engine structure, and position the rotors relative to thestators. The bearing must control the forces of gravity weight,aerodynamic loads of pumping and turbine driving and gyroscopic loadsdue to aircraft maneuvers.

NO.1 AND NO.2 BEARINGThe No.1 ball bearing is a thrust bearing which carries the axial loadsgenerated by the LP rotor system.The No.2 roller bearing takes the radial loads from the fan and boosterrotor.

NO.3 BEARING

The inlet gearbox assembly contains a core engine thrust bearing, anda core engine roller bearing.

NO.4 AND NO.5 BEARING

The No.4 bearing, which takes the High Pressure Turbine (HPT) rotorradial loads, is a roller bearing installed between the HPT rear shaftand the Low Pressure Turbine (LPT) shaft.The No.5 bearing supports the LPT rotor aft end inside the turbineframe and takes the radial loads.




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ENGINE BEARINGS - NO.1 AND NO.2 BEARING ... NO.4 AND NO.5 BEARING




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ENGINE SEALS

The oil is confined and recirculated in the bearing thanks to the air/oil

seal.FORWARD STATIONARY AIR/OIL SEAL

The stationary air/oil seal limits the engine forward sump at its frontend, and is used to duct pressurization air to labyrinths provided onthe No. 1 bearing sleeve. The space located between the seal innerand outer skin is divided into independent compartments forpressurization, drainage and oil scavenge.

CENTER-VENT TUBE

Engine sumps are vented to ambient pressure through the center-vent

tube contained in the LP shaft.




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ENGINE SEALS - FORWARD STATIONARY AIR/OIL SEAL & CENTER-VENT TUBE




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FUELS

The fuel types that follow can be used in the fuel system. These fuel types

are listed in the Airbus documentation. This list is for reference only.


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FUELS



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COMPRESSOR

The CFM56-5B has two axial compressor sections, one for each shaft:

the Low Pressure Compressor (LPC) fan booster section, and the HighPressure Compressor (HPC) section.The LPC is composed of: fan frame, fan booster rotor, and fan boosterstator.The HPC section is divided into: HPC rotor, and HPC stator.

FAN FRAME ASSEMBLYThe fan frame module carries inlet cowl loads to support the fan,booster and HPC and their bearings, contains the forward mount andsupports transfer and accessory gearboxes. It provides ducting forprimary and secondary airflows and variable air valves.

FAN BOOSTER ROTORThe fan rotor consists of one full diameter single stage fan for thesecondary flow and a four-stage booster for the core engine flow.

FAN BOOSTER STATOR

Fixed stator vanes are provided for both, the fan and booster rotor.The casing is supported by the fan frame and supports the accessorydrive gearbox.

HPC ROTOR

The HPC compressor rotor is a 9-stage axial flow assembly. The rotorconsists of stages 1-2 spool, stage 3 disk, stages 4-9 spool.

HPC STATOR ASSEMBLY

All 9 stages of the compressor stator are shrouded. The Inlet GuideVanes (IGVs) and the first 3 stages of the compressor are variable.



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COMPRESSOR OPERATION

The compressor forces the airflow through the engine increasing its

pressure. The mechanical energy that the turbine provides to thecompressor shaft is transmitted to the airflow with the compressor blades.In the stator the airflow is compressed progressively. Before entering thecombustion chambers the last stator vanes must redirect the airflow.Due to the compression ratio the airflow tries to expand counter direction.If the compressor is incapable to compress the airflow, the compressoris surging.Stall is a local effect where the airflow is not compressed. Stall effectscan bring the compressor to surge.To prevent the compressor surge the stall effects are controlled throughthe methods of airflow control. The Variable Stator Vanes (VSVs) andthe variable bleed valves are used to optimize stall margin.



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COMBUSTION CHAMBER

The basic CFM56-5B engines have a Single Annular Combustor

configuration.The case incorporates the compressor Outlet Guide Vanes ( OGV ) anda diffuser for the reduction of combustion chamber sensitivity to thecompressor air velocity profile.



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COMBUSTION CHAMBER



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COMBUSTION CHAMBER OPERATION

HP gases from the compressor pass through the OGVs that redirect them,

then in the diffuser decrease their velocity and enter in the combustionchamber. The gases are mixed with the fuel from the spray nozzles. Whenthe mixture encounters the burning zones, the combustion process starts.The combustion process finishes before entering the HPT nozzles.The flow is divided into the flow that goes through the combustionchamber and the flow that encircles it.The flow that enters the combustion chamber goes first through the domein Single Annular Combustor engine and cools its surface.The flow that encircles the combustion chamber is mixed with thecombusted gases entering the HPT nozzles to reduce the gas temperatureat the turbine inlet and provide a film cooling to the first turbine nozzle.



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TURBINE SECTION

The turbine section is formed by two modules: the HPT module and the

LPT module. The HPT module consists of 1-stage nozzle and rotor andthe LPT consists of 4-stage nozzle and rotor.The turbines provide energy to increase the pressure of the airflow in thecompressors and to power all the accessories that the aircraft needs.

HPT NOZZLE ASSEMBLY

The HPT nozzle is a single-stage air-cooled assembly that mounts inthe combustion case and directs the gas flow from the combustionchamber into the blades of the HPT rotor.

HPT ROTOR ASSEMBLY

The HPT rotor is a single-stage, air-cooled, high-efficiency turbine.HPT SHROUD AND LPT 1 STAGE NOZZLE ASSEMBLYThe HPT shroud and stage 1 LPT nozzle assembly is located insidethe combustion case.

LPT STATOR ASSEMBLY

The LPT assembly consists of the LPT case assembly, stages 2-4 LPTnozzle assemblies and the air-cooling tubes and manifolds assembly.

LPT ROTOR ASSEMBLYThe LPT rotor assembly is composed of: LPT disks, stage 1 bladeassembly, rotating air seals, stages 2-4 of LPT rotor and, turbine rotorsupport.

TURBINE FRAME ASSEMBLYThe turbine frame is bolted to the LPT case and supports the primaryexhaust nozzle.



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TURBINE SECTION - HPT NOZZLE ASSEMBLY ... TURBINE FRAME ASSEMBLY



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AERODYNAMIC STATIONS

Here are the main aerodynamic stations:

- STA 0: nose cowl inlet,- STA 2: fan inlet front frame hub section,- STA 12: fan inlet front frame tip section,- STA 13: fan OGV discharge,- STA 25: HPC inlet,- STA 3: HPC discharge,- STA 49.5: Exhaust Gas Temperature (EGT) measuring plane,- STA 5: LPT discharge.



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BOROSCOPE PORTS

Several ports are provided on the engine for boroscope inspection.Boroscopes are inspection devices with a rigid or flexible optical tubefor insertion into bores and cavities for visualization. Generally, boroscopeinspections are realized with an optical tube equipped with a camera.Boroscope port angles are measured clockwise from the top verticalcenterline of the engine, aft looking forward.The HPT blade leading edges can be inspected through the igniter holes .



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ENGINE FUEL SYSTEM D/O (3)

GENERAL

The engine fuel system is designed to supply Fuel Flow (FF) into thecombustion chamber, servo fuel for compressor airflow control and engineclearance control system actuation and cooling for engine oil andIntegrated Drive Generator (IDG) oil.

FUEL FEED

The fuel coming from the A/C tanks through the LP valve is driven bythe LP stage of the fuel pump.It is heated by the main oil/fuel heat exchanger, filtered, and thenpressurized in the High Pressure (HP) stage of the fuel pump beforeentering the Hydromechanical Unit (HMU).

METERED FUEL

The fuel from the fuel pump goes through a Fuel Metering Valve (FMV)and a High Pressure Fuel Shut-Off Valve included in the HMU.The fuel flows through the fuel flow transmitter then through fuel nozzlefilter, then to the nozzles.The FMV is controlled by the Electronic Control Unit (ECU) to obtainthe desired N1, selected either by the thrust lever or the Auto ThrustSystem.When the Engine Master Switch is set to 'OFF', the LP and HP fuelshut-off valves are closed, and a hydraulic shut-off signal is sent fromthe HMU to the Fuel Return Valve (FRV).

SERVO FUEL

Filtered fuel is delivered, from a self-cleaning wash filter, through a servofuel heater to the servo valves of the HMU.Part of this fuel is also delivered to the FRV as muscle pressure.In the HMU, the servo valves are hydraulically driven by torque motorscontrolled by the ECU to provide the operation of:

- Transient Bleed Valve (TBV),- Low Pressure Turbine Active Clearance Control (LPTACC),- Variable Stator Vanes (VSV),- High Pressure Turbine Active Clearance Control (HPTACC),

- Variable Bleed Valves (VBV),- FMV.

IDG OIL COOLING

The fuel bypassed from the HMU and returned from servos is used tocool the IDG oil through the IDG oil cooler.The fuel then returns to the fuel pump inter-stage and re-circulates throughthe system.If the engine oil gets too hot, the ECU controls the FRV to allow somehot fuel to return to the A/C tanks.

The ECU uses the Engine Oil Temperature as its reference because theengine oil gets hot as the IDG oil gets hot, due to the recirculating fuelgoing successively through the engine and IDG oil/fuel heat exchangers.The FRV mixes cold fuel from LP pump with the hot return fuel to reducethermal stresses. The pressure holding valve ensures that there is pressurein the return line, to prevent fuel from boiling when the FRV is open andallowing fuel to return to the tank.

FUEL RETURN VALVE

The FRV is electrically controlled by the ECU, and hydraulically operated

by the servo fuel. It receives a hydraulic shut-off signal at engineshut-down and is closed by a spring.


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GENERAL ... FUEL RETURN VALVE


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FUEL RETURN VALVE D/O (3)

GENERAL

The function of the Fuel Return Valve (FRV) is to return fuel flow to thetank. The return fuel flow is controlled at the IDG oil cooler outlet bythe engine oil temperature and the fuel temperature.FRV logic: the FRV is fuel pressure operated, and electrically control ledby the Electronic Control Unit (ECU).The ECU control logic of the FRV is mainly based on the engine oiltemperature.Above a certain engine oil temperature, the ECU orders a low fuel flowreturn to the A/C fuel tanks.When the engine oil temperature increases, the ECU orders a high fuelflow return to the A/C fuel tanks.The two return fuel flow levels are 500 kg/h and 1000 kg/h, or 1100 lb/h

and 2200 lb/h. The hot fuel is mixed with the cold fuel to limit itstemperature, before it is returned to the A/C fuel tanks.

DESCRIPTION

The FRV assembly is comprised of:- two solenoid valves V1 and V2,- a shut-off valve,- a pilot valve,- position switches,- a metering system.

The metering system is comprised of:- a flow control valve,- a mixing chamber,- a compensating valve.The FRV fuel flow commands from the ECU are based on the followinginput parameters:- engine oil temperature,- Fuel Level Sensing Control Units (FLSCUs) shut off signal,

- A/C on ground and low fuel flow return level,- A/C in flight and low or high return fuel flow level,- N2 speed,- engine fuel flow demand.

OPERATION

When they are de-energized, solenoid valves V1 and V2 are spring loadedin the closed position, to close the high Pressure (HP) fuel supply line.

NO RETURN FF OPERATIONThe FRV is closed when the ECU does not energize the two solenoidvalves V1, V2, and during engine shutdown.NOTE: The FRV opening may be inhibited when the FLSCUs senda closure signal to the ECU under certain A/C fuel system conditions .

LOW RETURN FF OPERATION (500KG/H, 1100LB/H)Engine oil temperature at 90 ° C, the ECU energizes the V1 solenoidand low flow fuel recirculation begins.The HP fuel opens the shut-off valve against the spring pressure,allowing the fuel to return to the A/C fuel tank.The flow control valve is partially closed by cold fuel pressure fromthe fuel pump LP stage.Shut-off valve position switches send an open signal to the ECU.

HIGH RETURN FF OPERATION (1100 KG/H, 2200LB/H)

When the engine oil temperature has reached 95 ° C, the ECU sendsan electrical opening signal to the solenoid valves V1 and V2.Pressure supply line maintains the shut-off valve open, and the pilotvalve is opened.The flow control valve opens, completing the return fuel flow circuit.The compensating valve will move to keep the return fuel flowconstant.


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SHUT-OFF SYSTEM OPERATION

During engine shutdown, when a fuel shut-off signal is sent by theHMU shut-off valve, the FRV shut-off valve is pushed in the closedposition by HP fuel pressure and the FRV shut-off valve spring, andthe ECU de-energizes the V1 and V2 solenoids.

The FRV shut-off valve switches transmit the closed position to theECU.



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FADEC PRESENTATION (1)

GENERAL

The Full Authority Digital Engine Control (FADEC) system controls theengine. FADEC also interfaces with aircraft signals.The FADEC system of each engine consists of a dual channel ElectronicControl Unit (ECU), with its associated peripherals.The ECU is the computer of the FADEC system and is located on theengine fan case.

FADEC FUNCTIONS

The FADEC provides the regulation and scheduling of the engine systemsto control the thrust and optimize engine operation.The FADEC system performs engine control functions and engine/A/Cintegration.The Engine control functions include:- Power management control,- Variable Bleed Valves (VBVs) control,- Variable Stator Vanes (VSVs) control,- Transient Bleed Valve (TBV) control,- Fuel control regulation,- High Pressure Turbine Active Clearance Control (HPTACC),- Low Pressure Turbine Active Clearance Control (LPTACC),- Fuel Return Valve (FRV) control.Engine/A/C integration includes:

- Engine indication,- Engine maintenance data,- Automatic and manual starting,- Thrust reverser control,- Autothrust,- Condition monitoring data.

POWER SUPPLY

Each ECU is powered by a three-phase permanent magnet alternatorwhen the engine N2 > 15%. The FADEC Control Alternator provides anindependent power supply to both ECU channels.


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GENERAL ... POWER SUPPLY


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FADEC PRINCIPLE (2)

GENERAL

The Full Authority Digital Engine Control (FADEC) system managesthe engine thrust and optimizes the performance.

FADEC

The FADEC consists of the Electronic Control Unit (ECU) and itsperipheral components and sensors used for control and monitoring.The ECU interfaces with the other A/C systems through the EngineInterface Unit (EIU).The primary parameters (N1, N2, Exhaust Gas Temperature (EGT) andFuel Flow (FF)) are directly sent by the ECU to the ECAM. The secondaryparameters are sent to the ECAM trough the EIU.

ENGINE INTERFACE UNIT

Each EIU, located in the avionics bay, is an interface concentrator betweenthe airframe and the corresponding ECU located on the engine.There is one EIU for each engine. It interfaces with the correspondingECU.

POWER MANAGEMENT

The FADEC provides automatic engine thrust control and thrust parameterlimit computation.

The FADEC manages power according to two thrust modes:- manual mode depending on Throttle Lever Angle (TLA),- autothrust mode depending on autothrust function generated by theAuto Flight System (AFS).The FADEC also provides two idle mode selections: minimum idle andapproach idle, obtained when the slats are extended. The idle can also bemodulated up to approach idle depending on: air conditioning demand,wing anti-ice demand, engine anti-ice demand and oil temperature (forIntegrated Drive Generator (IDG) cooling).

ENGINE LIMIT PROTECTION

The FADEC provides overspeed protection for N1 and N2, in order toprevent the engine from exceeding certified limits and also monitors theEGT.

ENGINE SYSTEM CONTROL

The FADEC provides optimal engine operation by controlling:- FF,- Turbine Clearance and Compressor Airflow.

STARTING AND IGNITION CONTROL

The FADEC controls the engine start sequence.

It monitors N1, N2, and EGT parameters and can abort or recycle anengine start.The FADEC controls the starting and ignition in automatic mode wheninitiated from the ENG start panel (115 VU) or manual mode wheninitiated from the ENG MAN START panel.

THRUST REVERSER

The FADEC entirely supervises the thrust reverser operation.In case of malfunction, the thrust reverser is stowed.


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GENERAL ... THRUST REVERSER


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EIU INTERFACES (3)

INPUTS

The Engine Interface Unit (EIU) receives digital, discrete and analoginputs.

DIGITAL INPUTS

The Engine Interface Unit (EIU) receives digital inputs from:- the Centralized Fault Display Interface Unit (CFDIU) for enginetroubleshooting and test,- the Air Conditioning System Controller (ACSC), for bleed airdemands of the air conditioning system,- and the Flight Control Unit (FCU) for the auto-thrust function.The EIU also receives data from each channel of the Electronic ControlUnit (ECU).

DISCRETE INPUTSThe EIU receives command signals from the following control panels:- wing anti-ice,- engine anti-ice,- Full Authority Digital Engine Control (FADEC) ground power panel,- engine fire panel,- engine start panel,- Throttle Control Unit thrust reverser microswitch.It also receives specific signals of A/C configuration from thefollowing computers:

- Landing Gear Control Interface Unit (LGCIU),- Slat and Flap Control Computer (SFCC),- Fuel Level Sensing Control Unit (FLSCU).

OTHER DISCRETE INPUTSOther discrete inputs are provided for the engine oil low pressurewarning.

ANALOG INPUTS

The EIU receives analog signals corresponding to values of secondaryparameters from engine sensors, for display on the ECAM engine

page.OUTPUTS

The EIU sends digital and discrete outputs.

DIGITAL OUTPUTSThe EIU sends digital outputs to:- the Bleed Monitoring Computer (BMC) for pneumatic valveoperation,- the Flight Warning Computers (FWC) for alarms and indication,- and, the Centralized Fault Display Interface Unit, (CFDIU) for faultmessages.Other digital outputs are sent to channel A and channel B of the ECU.

DISCRETE OUTPUTS

The EIU provides the following discrete outputs to other A/C systemsfor some required commands and specific engine operations:- start valve closure,- thrust reverser inhibition,- APU boost demand,- oil low pressure,

- HP fuel Shut-off Valve (SOV) closed,- N2 at or above minimum idle,- Throttle Lever Angle (TLA) in takeoff position,- engine FAULT light on.

SUPPLY MODULE

The EIU contains a power supply module that is used to supply electricalpower to the ECU and the ignition systems.


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NOTE: If the EIU electrical power is lost, the EIU fails and enginerestart is not possible.



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ECU ELECTRICAL PWR SPLY CONTROL (3)

GENERAL

The Electronic Control Unit (ECU) is supplied from the aircraft electricalpower when the engine is shut down or when N2<15%. The PermanentMagnet Alternator (PMA) supplies the ECU when the engine is runningand N2>15%.

POWERING N2<15%

Each channel is independently supplied by the aircraft 28 VDC throughthe Engine Interface Unit (EIU). At initial A/C power-up, both engineECUs are supplied with aircraft power for 5 minutes.Aircraft 28 VDC is used for:- power-up check of the Full Authority Digital Engine Control (FADEC)before engine start,- engine starting,- powering the ECU while the engine is running below 15% N2.Note that the EIU takes its power from the same bus bar as ECU.

POWERING N2>15%

As soon as engine is running above 15% of N2, the PMA is able todirectly supply the ECU.The PMA supplies each channel with three-phase AC power. Twotransformer rectifiers provide 28 VDC power supply to channels A andB.Above 15% of N2, the ECU logic automatically switches to PMA supply.The supply from the aircraft network is cut off through the EIUde-powering function.Note that in case of PMA failure, the ECU will automatically receive, asback-up, the 28 VDC power from the aircraft network through the EIU.

AUTO DE-POWERING

The FADEC is automatically de-powered on the ground, through theEIU, after engine shutdown.ECU automatic de-powering on the ground:- five minutes after aircraft power up,- five minutes after engine shut down.Note that releasing the ENGine FIRE P/B out provides ECU power cutoff from the aircraft network.

FADEC GROUND POWER PANEL

For maintenance purposes and MCDU engine tests, the ENGine FADECGrouND PoWeR P/B on the MAINTenance panel (50VU) permitsFADEC power supply to be restored on the ground with engine shutdown.When the corresponding ENGine FADEC GrouND PoWeR P/B is pressedON the ECU receives its power supply again. The ECU will bede-powered after 5 minutes of the engine shutdown to allow the engineparameters monitoring.Also note that the FADEC is repowered as soon as the engine start selectoris selected to CRANK or IGNition START or the MASTER switch isselected ON.


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GENERAL ... FADEC GROUND POWER PANEL


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IGNITION & STARTING SYSTEM PRESENTATION (1)

GENERAL

The ignition system provides the electrical spark needed to start orcontinue engine combustion. It is comprised of two independentsubsystems. Each subsystem includes:- a spark igniter,- a fan air cooled coaxial shielded ignition lead,- an ignition exciter.The pneumatic starting system drives the engine High Pressure (HP) rotorat a speed high enough for initial ground starting or in-flight air start if required. The start system is made up of the pneumatic starter Shut-Off Valve (SOV) and the pneumatic starter.

CONTROL AND INDICATING

The Electronic Control Unit (ECU) controls the ignition and startingsystems either in automatic or manual mode.The operation of the pneumatic starter SOV and of the ignition systemis displayed on the ECAM ENGINE page.

AUTOMATIC START

During an automatic start, the ECU opens the pneumatic starter SOV,then the ignition exciter is energized when the HPC speed reaches 16%.The ECU provides full protection during the start sequence. When theautomatic start is completed, the ECU closes the pneumatic starter SOVand cuts off ignition. In case of an incident during the automatic start theECU aborts the start procedure.

MANUAL START

During a manual start, the pneumatic starter SOV opens when engineMANual START P/B is pressed in, then the ignition system is energizedwhen the MASTER switch is set to the ON position.Note that there is no automatic start abort function in manual mode.

A manual start abort function can be performed. There is Exhaust GasTemperature (EGT) overlimit and stall protection: fuel is cut off andengine continue to crank.

CRANKING

Engine motoring could be performed for dry cranking or wet crankingsequences.During cranking, ignition is inhibited.

CONTINUOUS IGNITION

With engine running, continuous ignition can be selected via the ECUeither manually using the rotary selector or automatically by the FullAuthority Digital Engine Control (FADEC).

SAFETY PRECAUTIONS

Safety precautions have to be taken prior to working in this area.

WARNING: the ECU sends 115 volts to the ignition exciters, whichconverts it and sends high voltage, high energy pulsesthrough the ignition leads to the spark igniters.

MAINTENANCE PRACTICES

To increase aircraft dispatch reliability, the pneumatic starter SOV isequipped with a manual override. For this manual operation, the mechanichas to be aware of the engine safety zones.


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IGNITION & STARTING SYSTEM D/O (3)

GENERAL

The Electronic Control Unit (ECU) controls and monitors the startsequence either in automatic or manual mode.In automatic mode the ECU is able, up to 50% N2, to abort the startsequence in case of an incident such as:- starter Shut-Off Valve (SOV) failure,- ignition failure,- High Pressure (HP) fuel SOV failure,- hot start,- hung start or,- engine stall.The system consists of a starter SOV, an air starter, two ignition exciters,spark igniters (A and B) and two ignition leads.

The starter SOV is fitted with a manual override handle for manualoperation in case of electrical SOV failure.On the enhanced system, the same information is provided with a differentdisplay presentation.


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AUTOMATIC START

Start sequence in automatic mode.The aircraft configuration in this case is the following:- APU running and APU BLEED on,- Full Authority Digital Engine Control (FADEC) 1 and 2 powered.When IGNition START is selected the ENGINE page is calledautomatically. During engine start, the ENGINE page includes IGNindication, starter SOV position and bleed pressure.During this time the pack valves are automatically closed. If, after 30seconds, the ENGine MASTER control switch is not switched to ONposition, the pack valves will re-open.As soon as the ENGine MASTER control switch is set to ON position,the Low Pressure (LP) fuel SOV opens and the ECU opens the starter

SOV. The position of this valve is confirmed on the ECAM and the N2begins to increase.When N2 reaches 16% the ECU provides ignition. The selection of thespark igniter is a function of the ECU and at each start the igniter selectionwill be changed.At 16% of N2, on the ENGINE page, the corresponding spark ignitersystem (A) chosen by the ECU is displayed.When N2 reaches 22% the ECU controls, through the Fuel MeteringValve (FMV), HP fuel SOV opening. At this percentage of N2, fuel flowbegins.The ECU monitors the Exhaust Gas Temperature (EGT) and N2 accordingto their schedules to provide the correct fuel flow. The maximum EGTduring start sequence is 725º C.In case of malfunction the ECU automatically shuts down the engine andperforms a dry motoring sequence.Up to 50% N2, the automatic fuel flow regulation is performed. At 50%N2, the ECU closes the starter SOV and cuts off the ignition.The pack valves re-open if another engine is not started within 30 seconds.Engine 2 is now stabilized at minimum idle.

To start the second engine, you set the MASTER control switch 1 to ONkeeping the selector in the IGNition START position.To complete this start sequence the selector is set back to MODE NORMalposition. With the selector in this position and at least one engine running,

the WHEEL page appears instead of the ENGINE page.If IGNition START is re-selected, continuous ignition is initiated on therunning engines.At any time, if the MASTER lever is set to OFF, the start sequence orthe engine operation is stopped because the MASTER control switchdirectly energizes the HP fuel SOV solenoid. With the MASTER controlswitch at OFF, the LP and HP SOVs are closed.With both engines shut down, the DOOR/OXYgen page is displayed.On the enhanced system, the same information is provided with a differentdisplay presentation.



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MANUAL START

Start sequence in manual mode.The aircraft configuration:- APU running and APU BLEED on,- FADEC 1 and 2 powered.When IGNition START is selected the ENGINE page is calledautomatically. During start the ENGINE page displays IGN indication,starter SOV position and bleed pressure.During this time the pack valves are automatically closed. If, after 30seconds, the ENGine MANual START P/B is not switched ON, the pack valves will re-open.Selecting the ENGine MANual START P/B opens the starter SOV. Afterthat, the N2 begins to increase and, when it is at least 20% N2, the

MASTER control switch must be set to the ON position.Before the MASTER control switch is set to ON, it is possible to interruptthe sequence by selecting the MANual START P/B switch to OFF.As soon as the MASTER control switch is set to the ON position, bothignition systems are energized, LP and HP SOV are opened and fuel flowincreases.At 20% of N2 with the MASTER control switch at ON, dual ignition andfuel flow are initiated.The ECU monitors the EGT and N2, according to their schedules, toprovide the correct fuel flow. The maximum EGT during start sequenceis 725º C.

In case of malfunction, set the MASTER control switch to OFF to performa start abort sequence. In manual starts there is no automatic shutdownfunction.Up to 50% of N2, the automatic fuel flow regulation is performed. WhenN2 reaches 50%, the ECU automatically closes the starter SOVand cuts off the ignition.The pack valves re-open after 30 seconds.Engine 2 is now stabilized at minimum idle.

To start the other engine, set the ENGine 1 MANual START P/B to ON,keeping the selector in the IGNition START position and then, when N2reaches 20%, set the MASTER control switch 1 to ON.After engine start, the selector is set back to MODE NORMal position.

With the selector in this position and one engine running, the WHEELpage appears instead of the ENGINE page.If IGNition START is re-selected, continuous ignition is initiated on therunning engine(s).To complete the start sequence, the MANual START P/B is released out.The action on the MANual START P/B has no effect on the starter SOVwhich has already been automatically closed at 50% of N2, it is onlydone to complete the manual start procedure.On the enhanced system, the same information is provided with a differentdisplay presentation.



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CONTINUOUS RELIGHT

Continuous relight.The aircraft configuration in this case is the following:

- APU running and APU BLEED on,- engine 2 running.Continuous ignition is manually selected or automatically controlled bythe FADEC.If IGNition START is re-selected with an engine running, thecorresponding ECU supplies the two igniters together, to provide apermanent ignition.The automatic selection is provided by the FADEC when:- engine anti-icing is switched ON,- Engine Interface Unit (EIU) failed,- engine flame-out detected,- ignition delay is sensed during start,- in flight restart.When MODE NORMal is restored, the continuous relight is cut off.When the MASTER lever is set to OFF, the LP and HP fuel SOVs areclosed and the ECU functions are reset.Engine 2 will be shut down and the DOOR/OXYgen page will bedisplayed on the ECAM.On the enhanced system, the same information is provided with a differentdisplay presentation.



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ENGINE CRANK

Engine CRANK modes:- dry CRANK,

- wet CRANK.The aircraft configuration in this case is the following:- APU running and APU BLEED on,- FADEC 1 and 2 powered,- both engines shut down,- C/B 1KC1(2) (ENGINE HP FUEL SOV) opened (dry crank only) toopen the LP SOV. Fuel inlet pressure has to be positive (dry crank andwet crank).When CRANK is selected on the ground, the ENGINE page appearsautomatically on the ECAM and the ECU initiates a motoring sequenceafter action on the MANual START P/B.With CRANK selected, ignition is inhibited.The action on the ENGine MANual START P/B opens the s tarter SOV.During the crank sequence the starter limitations have to be observed.Make sure that you do not go over the limits.An acceptable duty cycle can be performed with the following procedure:- 2 minutes on,- 20 seconds off,- up to four times and then,- 15 minutes off for cooling.If the starter operation time is exceeded, a warning message is displayed

on the ECAM.WET CRANKWhen the MASTER control switch is set to the ON position, the LPand HP fuel SOV are opened.For a wet crank, the MASTER control switch is normally set to ONbetween 15 and 20% of N2.

CAUTION: - DO NOT MOTOR THE ENGINE FOR MORE THAN15 SECONDS WITH THE MASTER CONTROLSWITCH IN THE ON POSITION.

After a wet crank of 15 seconds maximum, when the MASTER controlswitch is set to the OFF position, the fuel is cut off and the starterSOV closes following the reset of the ECU.After the reset of the ECU, the ECU will command the starter SOVto open when the N2 speed is less than 20%. The dry CRANKprocedure is initiated.Continue to dry crank the engine for 60 seconds (within the starterlimitation of 2 minutes on), this will dry the fuel that can be in thecombustor.After 60 seconds, release the MANual START P/B switch to interruptthe crank sequence and set the selector back to MODE NORMal

position.When the MANual START P/B is released out, the starter SOV closes.With the selector in the MODE NORM position and engines shutdown, the DOOR/OXYgen page is displayed on the ECAM.On the enhanced system, the same information is provided with adifferent display presentation.



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ENGINE CRANK - WET CRANK



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START FAILURES (3)




START FAILURES (3)

GENERAL

The aircraft configuration for each fault is:- APU bleed ON,

- Full Authority Digital Engine Control (FADEC) 1 and 2 powered,- and residual Exhaust Gas Temperature (EGT) is Outside AmbientTemperature (OAT).On the enhanced system, the same information is provided with a differentdisplay presentation.


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GENERAL



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GENERAL



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START FAILURES (3)




START FAILURES (3)

HIGH PRESSURE FUEL VALVE NOT OPEN FAULT INAUTOMATIC MODE

If the High Pressure (HP) fuel valve does not open, an aural warning

sounds, the MASTER CAUTion and the engine Fault lights comes onand an ECAM message appears.The FADEC has detected an HP fuel valve failure and the operator hasto manually abort the sequence following the next steps:- first set the MASTER control switch to off,- next press the clear button on the ECAM control panel,- and finally set the mode selector to the MODE NORMal position.On the enhanced system, the same information is provided with a differentdisplay presentation.



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HIGH PRESSURE FUEL VALVE NOT OPEN FAULT IN AUTOMATIC MODE



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HIGH PRESSURE FUEL VALVE NOT OPEN FAULT IN AUTOMATIC MODE



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START FAILURES (3)




( )

HIGH PRESSURE FUEL VALVE NOT OPEN IN MANUALMODE

If the HP fuel valve does not open, an aural warning sounds, the MASTER

CAUTion and the engine FAULT lights come on and an ECAM messageappears.The FADEC has detected an HP fuel valve failure and the operator hasto manually abort the sequence following the next steps:- first set the MASTER control switch to off and then release the MANualSTART P/B,- next press the clear button on the ECAM control panel,- and finally set the mode selector to the MODE NORMal position.On the enhanced system, the same information is provided with a differentdisplay presentation.



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HIGH PRESSURE FUEL VALVE NOT OPEN IN MANUAL MODE



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HIGH PRESSURE FUEL VALVE NOT OPEN IN MANUAL MODE



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START FAILURES (3)




STARTER TIME EXCEEDED FAULT IN AUTOMATICMODE

If the starter time is exceeded, an aural warning sounds, the MASTER

CAUTion comes on and an ECAM message appears.The FADEC has detected a starter time exceedence and the operator hasto manually abort the sequence setting the MASTER control switch tooff, pressing the clear button on the ECAM control panel, and finallysetting the mode selector to the MODE NORMal position.The maximum starter time cycle is 2 minutes.The starter limitations are the following:- 4 consecutive cycles, each of 2 minutes maximum,- 20 seconds of non operation between cycles,- after 4 cycles, wait 15 minutes before attempting a new start,- and no running engagement of the starter when N2 is above 20%.On the enhanced system, the same information is provided with a differentdisplay presentation.



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STARTER TIME EXCEEDED FAULT IN AUTOMATIC MODE



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STARTER TIME EXCEEDED FAULT IN AUTOMATIC MODE



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START FAILURES (3)




STARTER TIME EXCEEDED FAULT IN MANUAL MODE

If the starter time limit is exceeded, an aural warning sounds, theMASTER CAUTion comes on and an ECAM message appears.

The FADEC has detected a starter time exceedence and does not abortthe start so the operator has to manually abort the sequence.The maximum starter time cycle is 2 minutes, the same as in automaticmode.On the enhanced system, the same information is provided with a differentdisplay presentation.



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START FAILURES (3)




STARTER SHUT OFF VALVE NOT OPEN FAULT

If the starter Shut-Off Valve (SOV) does not open, an aural warningsounds, the MASTER CAUTion and engine FAULT lights come on and

an ECAM message appears.In this case the FADEC aborts the start sequence and then another startwith a starter SOV manual operation by ground crew will be performedfollowing the next instructions:Advise ground crew to prepare for a starter SOV manual operation andcheck that the corresponding pneumatic sources are connected.If opposite engine running:- "X BLEED ............ON" appears on the ECAM.If APU available:- "APU BLEED..........ON" appears on the ECAM.Next perform an automatic start and when a ground crew member isready, order "START ENGINE" 1(2).MASTER 1(2) ON appears on the ECAM.When the MASTER control switch is set to ON, order the ground crewto open the starter SOV.When N2 reaches 50 %, order the ground crew to close the starter SOV.Finally continue with the normal procedure.On the enhanced system, the same information is provided with a differentdisplay presentation.



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STARTER SHUT OFF VALVE NOT OPEN FAULT



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START FAILURES (3)




STARTER SHUT OFF VALVE NOT CLOSED FAULT

At 50 % of N2, the FADEC sends a signal to close the starter SOV.If the starter SOV does not close, an aural warning sounds the MASTER

CAUTion and the engine FAULT lights come on and an ECAM messageappears.The starter SOV not closed procedure will be performed following thenext instructions:Remove all bleed sources supplying the faulty starter SOV setting the XBLEED selector to shut.- APU BLEED (if ENG 1 affected)...OFF,- X BLEED.........................SHUT,- and ENG MASTER 1(2).....................OFF appears on the ECAM.No restart is allowed, a maintenance action is required.On the enhanced system, the same information is provided with a differentdisplay presentation.



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START FAILURES (3)

IGNITION FAULT IN AUTOMATIC MODE




IGNITION FAULT IN AUTOMATIC MODE

In this fault type 2 start attempts will be performed:- 1 normal start,

- 1 additional attempt.FIRST ATTEMPT

Select MODE selector to IGNition/START and ENGine MASTERcontrol switch to ON.The engine rotates, one ignitor is automatically turned ON at 16 % of N2 and fuel is automatically supplied at 22 % of N2.If an ignition fault occurs, an aural warning sounds, the MASTERCAUTion and the engine FAULT lights come on and an ECAMmessage appears.If engine light-up is not obtained in 15 seconds, the FADEC

automatically turns the ignition and the fuel OFF and dry cranks theengine for 30 seconds to initiate automatically a new start.

SECOND ATTEMPT

At the 25th second of the dry crank period, both ignitors arere-energized.Five seconds later, the fuel is supplied, (A B indications are displayedon the ECAM page).If engine light-up is not obtained in 15 seconds, the FADECautomatically cuts ignition and fuel, dry cranks for 30 seconds, abortsthe autostart, and displays an ECAM message to select the ENGine

MASTER to OFF.On the enhanced system, the same information is provided with adifferent display presentation.



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IGNITION FAULT IN AUTOMATIC MODE - FIRST ATTEMPT & SECOND ATTEMPT



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IGNITION FAULT IN AUTOMATIC MODE - FIRST ATTEMPT & SECOND ATTEMPT



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START FAILURES (3)

IGNITION FAULT IN MANUAL MODE





If an ignition fault occurs, an aural warning sounds, the MASTERCAUTion and the engine FAULT lights come on and an ECAM messageappears.In manual start, the FADEC does not abort the start, you must performthe following actions necessary to shut down the engine:- first set the MASTER control switch to off,- next release the MANual START P/B,- next press the clear button on the ECAM control panel,- and finally set the mode selector to the MODE NORMal position.On the enhanced system, the same information is provided with a differentdisplay presentation.



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START FAILURES (3)

EXHAUST GAS TEMPERATURE OVERLIMIT OR STALLOn the enhanced system, the same information is provided with adifferent display presentation




EXHAUST GAS TEMPERATURE OVERLIMIT OR STALLFAULT IN AUTOMATIC MODE

In case of detected stall or EGT overlimit, the FADEC monitoring and

the flight crew actions are identical.4 start attempts will be performed, a normal start plus 3 additionalattempts.

FIRST ATTEMPT

When a stall or an EGT overlimit is detected, an aural warning sounds,the MASTER CAUTion and the engine FAULT lights come on andan ECAM message appears.The FADEC has detected a stall of the engine and will initiate a startabort, a crank and a restart sequence shutting off the fuel andventilating the engine (crank time 7 seconds).

SECOND ATTEMPTThe FADEC reduces the fuel flow and attempts a second start. Thefuel schedule reduction in the second start is 7 percent.If the abnormality re-occurs a second time, the FADEC shuts off thefuel and ventilates the engine (crank time 7 seconds).

THIRD ATTEMPT

The FADEC reduces the fuel flow and attempts a third start. The fuelschedule reduction in the third start is 7 percent (a total of 14 percent).If the abnormality occurs a third time, the FADEC shuts off the fuel

and ventilates the engine (crank time 7 seconds).FOURTH ATTEMPT

After 7 seconds, the FADEC reduces the fuel flow again and attemptsa fourth start. The fuel schedule reduction in the fourth start is 7percent (a total of 21 percent).If the abnormality occurs a fourth time, the FADEC aborts the start.

different display presentation.



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EXHAUST GAS TEMPERATURE OVERLIMIT OR STALL FAULT IN AUTOMATIC MODE - FIRST ATTEMPT ... FOURTH ATTEMPT



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EXHAUST GAS TEMPERATURE OVERLIMIT OR STALL FAULT IN AUTOMATIC MODE - FIRST ATTEMPT ... FOURTH ATTEMPT



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START FAILURES (3)

EXHAUST GAS TEMPERATURE OVERLIMIT OR STALL




FAULT IN MANUAL MODE

When a stall or an EGT overlimit is detected, an aural warning sounds,the MASTER CAUTion and the engine FAULT lights come on and anECAM message appears.In this failure, the FADEC had first detected a stall. As no correctiveaction was taken by the crew, the FADEC aborts the start sequencefollowing an EGT overlimit detection.On the enhanced system, the same information is provided with a differentdisplay presentation.



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EXHAUST GAS TEMPERATURE OVERLIMIT OR STALL FAULT IN MANUAL MODE



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EXHAUST GAS TEMPERATURE OVERLIMIT OR STALL FAULT IN MANUAL MODE



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AIR SYSTEM PRESENTATION (1)

GENERAL




The engine air system covers the compressor airflow control, turbineclearance control, transient bleed and cooling.


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GENERAL



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COMPRESSOR AIRFLOW CONTROL




To prevent compressor surge and to provide good acceleration, the engineis equipped with a Variable Bleed Valve (VBV) sys tem and a VariableStator Vane (VSV) system.Both systems are fuel operated by the HydroMechanical Unit (HMU)and controlled by the Electronic Control Unit (ECU).

VARIABLE BLEED VALVE SYSTEM

The VBV system controls airflow from the fan and the booster to theHigh Pressure Compressor (HPC) by using 12 valves. The VBVsincrease the booster mass flow and improve booster and HPC matchingat low speed and transient operations.

VARIABLE STATOR VANE SYSTEM

The VSV system controls the primary airflow through the HPC byvarying the angle of the Inlet Guide Vanes (IGVs) and three stagesof variable vanes. The VSVs provide aerodynamic matching of theLP stages of compression with the HP stages to prevent engine surge.



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COMPRESSOR AIRFLOW CONTROL - VARIABLE BLEED VALVE SYSTEM & VARIABLE STATOR VANE SYSTEM



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ACTIVE CLEARANCE CONTROL AND TRANSIENTBLEED




BLEED

There are three systems independently controlled by the ECU and actuatedfrom the HMU which provide the engine clearance adjustment andtransient bleed.The clearance between the blade tips and the casings is actively controlledin order to optimize engine performance using cooling air to shrink theLP and HP turbine casings.

HIGH PRESSURE TURBINE ACTIVE CLEARANCECONTROLThe High Pressure Turbine Active Clearance Control (HPTACC)system uses stage 4 and stage 9 HPC air to heat or cool the HighPressure Turbine (HPT) shroud support structure.

The ECU monitors the shroud support structure temperature usingthe T case sensor.

LOW PRESSURE ACTIVE CLEARANCE CONTROLSYSTEMThe Low Pressure Turbine Active Clearance Control (LPTACC)system uses fan air for external case cooling of the Low PressureTurbine (LPT).

SYSTEM TRANSIENT BLEED VALVE SYSTEM

The Transient Bleed Valve (TBV) improves the compressor stall

margin during transient and start conditions. The TBV unloads theHPC by discharging stage 9 HPC air in the LPT cavity.



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ACTIVE CLEARANCE CONTROL AND TRANSIENT BLEED - HIGH PRESSURE TURBINE ACTIVE CLEARANCE CONTROL ... SYSTEMTRANSIENT BLEED VALVE SYSTEM



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ELECTRONIC CONTROL UNIT COOLING




The ECU is aerodynamically cooled to maintain its internal temperaturebelow maximum limits.A flush inlet scoop, located on the inlet cowl outer barrel, supplies ramair through a duct to the ECU. This air is then discharged into the fancompartment ventilation zone.



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ELECTRONIC CONTROL UNIT COOLING



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NACELLE COOLING




The fan and core compartments which form the nacelle are cooled byairflows around the engine during its operation.

FAN COMPARTMENTThe fan case and accessories are cooled and ventilated by air enteringtwo flush inlet scoops located on the inlet cowl outer barrel.Then the air exits the fan compartment through an outlet port locatedin the lower aft section of the right hand fan cowl door.

CORE COMPARTMENT

The core compartment is cooled and ventilated by fan air enteringflush inlets located at the forward section of the core cowl.Then the air exits the core compartment through the annular ventlocated at the interface between the core cowl and the primary nozzle.A nacelle temperature sensor monitors the core compartmenttemperature.



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NACELLE COOLING - FAN COMPARTMENT & CORE COMPARTMENT



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PNEUMATIC SOURCES




The engine provides pneumatic sources to feed the Active ClearanceControl subsystems and also to supply the inlet cowl anti-ice (5thcompressor stage) and the customer bleed (5th and 9th compressor stages).



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PNEUMATIC SOURCES



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BASIC INFORMATION - PREDICTED N1


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ENGINE THRUST MANAGEMENT (3)

BASIC INFORMATION (continued)

S O




THRUST LIMIT MODE

The throttle levers are used as thrust limit mode selectors. Dependingon the throttle lever position, a thrust limit mode is selected andappears on the upper ECAM display.If the throttle levers are set between two detent points, the upper detentwill determine the thrust limit mode.The thrust limit modes are: Climb (CL), Flexible Take Off orMaximum Continuous Thrust (FLX/MCT), or Take Off Go Around(TOGA).



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BASIC INFORMATION - N1 LIMIT



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N1 TARGET




N1 TARGET

In Autothrust (A/THR) function, the Flight Management and GuidanceSystem (FMGC) computes an N1 target according to air data andengine parameters and sends it to the Electronic Control Unit (ECU).



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BASIC INFORMATION - N1 TARGET



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N1 COMMAND




N1 COMMAND

The N1 command, used to regulate the fuel flow, is the FMGC N1target when the A/THR function is active.When the A/THR function is not active, the N1 command is the N1corresponding to the TLA.



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BASIC INFORMATION - N1 COMMAND



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AUTOTHRUST CONTROL MODE

The A/THR function is engaged manually when the A/THR P/B is




g g yselected or automatically at take off power application.

AUTOTHURST ACTIVEWhen engaged, the A/THR function becomes active when the throttlelevers are set to CLimb detent after take off. The N1 command is theFMGC N1 target.A/THR function is normally active when the throttle levers are setbetween IDLE and CLimb (including CLimb).The A/THR active range is extended to MCT in the case of singleengine operation.When the throttle levers are set between two detent points, the N1command is limited by the throttle lever position.Note: In Alpha Floor condition the A/THR function becomes activeautomatically. The N1 target is TOGA.



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AUTOTHRUST CONTROL MODE - AUTOTHURST ACTIVE



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AUTOTHRUST CONTROL MODE (continued)

AUTOTHRUST NOT ACTIVE




When engaged, the A/THR function becomes inactive when thethrottle levers are set above CLimb with 2 engines running.The N1 command corresponds to the TLA. A/THR function is notactive above MCT in case of single engine operation.The A/THR function is disengaged when the throttle levers are set atIDLE stop.



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AUTOTHRUST CONTROL MODE - AUTOTHRUST NOT ACTIVE



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MANUAL CONTROL MODE

Manual mode when A/THR not engaged.




The ECU processes the N1 command signal according to the TLA.



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MANUAL CONTROL MODE



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ENGINE HP FUEL SHUT-OFF VALVE CONTROL (3)

GENERAL

The High Pressure (HP) fuel Shut-Off Valve (SOV) can be controlled




from the cockpit through the engine start panel or by the ElectronicControl Unit (ECU) through the Fuel Metering Valve (FMV), during

engine start.

ENGINE MASTER LEVER OPENING COMMAND

During the start sequence the ECU controls the opening of the HP fuelSOV, through the FMV, when the rotary selector is set to IGNitionSTART and the MASTER lever is set to ON.When the FMV is opened, by the ECU, it provides a command pressureto open the HP fuel SOV.Opening of the HP fuel SOV is also possible when the rotary selector isset to CRANK and the MASTER lever is set to ON, to permit a wet

motoring.

ENGINE MASTER LEVER CLOSURE COMMAND

The closure of the HP fuel SOV is controlled directly from the MASTERlever when it is set to the OFF position.When it is set to the OFF position, it energizes the HP fuel Shut-Off latching solenoid. The MASTER lever command has priority over theECU command.During the start sequence, if a start abort is initiated, the ECU will closethe FMV, which will result in closure of the HP fuel SOV.

MONITORING

The HP fuel SOV is monitored by two microswitches which send signalsto the ECU and then to the Engine Interface Unit (EIU).In case of disagreement between control and position, an ECAM warningis triggered and the engine FAULT light comes on.


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GENERAL ... MONITORING


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ENGINE LP FUEL SHUT-OFF VALVE CONTROL (3)

GENERAL

The Low Pressure (LP) fuel Shut-Off Valve (SOV) operation is controlledf h i fi l f h i l




from the engine fire panel or from the engine start panel.

ENGINE MASTER CONTROL SWITCHWhen the ENGine MASTER control switch is set to OFF, both electricalmotors drive the LP SOV to the closed position.

ENGINE FIRE PUSHBUTTON COMMAND

When the ENGine FIRE P/B is released out, both electrical motors drivethe LP SOV to the closed position.


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GENERAL ... ENGINE FIRE PUSHBUTTON COMMAND


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ENGINE WARNINGS (3)

LOW N1

In case of low N1 warning, the MASTER CAUTion comes on and theaural warning sounds




aural warning sounds.The failure is shown amber on the upper ECAM display, and the lower

ECAM SD ENGINE page appears.This warning appears when there is a low N1 rotation speed during enginestart.This warning is inhibited in flight phases 4, 5, 6, 7, 8, 9, and 10.


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LOW N1



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ENGINE WARNINGS (3)

EGT, N1 OR N2 OVERLIMIT

In case of Exhaust Gas Temperature (EGT), N1 or N2 over limit warning,the MASTER CAUTion comes on and the aural warning sounds




the MASTER CAUTion comes on and the aural warning sounds.The EGT indication is shown red and the failure message appears amber

on the upper ECAM display.This warning appears when EGT exceeds 950 degrees Celsius.The over limit for N1 is 104% and the corresponding message is 'ENG1 (2) N1 OVER LIMIT".The over limit for N2 is 105% and the corresponding message is 'ENG1 (2) N2 OVER LIMIT".This warning is inhibited in flight phases 4, and 8.



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EGT, N1 OR N2 OVERLIMIT



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ENGINE WARNINGS (3)

THROTTLE LEVER DISAGREE

In case of throttle lever disagreement warning, the MASTER CAUTioncomes on and the aural warning sounds




comes on and the aural warning sounds.The failure is shown amber on the upper ECAM display, and the lower

ECAM SD ENGINE page appears.This warning appears when there is a disagreement between both resolversof a throttle lever.This warning is inhibited in flight phases 4, 5, and 8.



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THROTTLE LEVER DISAGREE



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ENGINE WARNINGS (3)

THROTTLE LEVER FAULT

In case of throttle lever fault warning, the MASTER CAUTion comeson and the aural warning sounds.




gThe failure is shown amber on the upper ECAM display.

This warning appears when both resolvers on one throttle lever are lost.This warning is inhibited in flight phases 4, 5, and 8.



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THROTTLE LEVER FAULT



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ENGINE WARNINGS (3)

OIL LOW PRESSURE

In case of oil low pressure warning, the MASTER WARNing flashesand the aural warning sounds.




gThe failure is shown red on the upper ECAM display, and the lower

ECAM SD ENGINE page appears.This warning appears when the oil pressure is lower than 13 PSI.This warning is inhibited in flight phases 1 and 10.



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OIL LOW PRESSURE



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ENGINE WARNINGS (3)

OIL HIGH TEMPERATURE

In case of oil high temperature warning, the MASTER CAUTion comeson and the aural warning sounds.




The failure is shown amber on the upper ECAM display, and the lower

ECAM SD ENGINE page appears.This warning appears when the engine oil temperature is between 140degrees Celsius and 155 degrees Celsius for more than 15 minutes, or if the oil temperature is greater than 155 degrees Celsius.This warning is inhibited in flight phases 4, 5, 7, and 8.



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OIL HIGH TEMPERATURE



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ENGINE WARNINGS (3)

OIL FILTER CLOG

In case of oil filter clog warning, the failure is shown amber on the ECAMdisplays.




This warning appears when the pressure loss across the main supply oil

filter is excessive (differential pressure greater than 25.5 PSI).This warning is inhibited in flight phases 4, 5, 7, and 8.



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OIL FILTER CLOG



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ENGINE WARNINGS (3)

FUEL FILTER CLOG

In case of fuel filter clog warning, the failure is shown amber on theECAM displays.Thi i h h l h f l fil i




This warning appears when the pressure loss across the fuel filter is

excessive (differential pressure greater than 11.5 PSI).This warning is inhibited in flight phases 4, 5, 7, and 8.



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FUEL FILTER CLOG



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FUEL FILTER CLOG



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ENGINE MONITORING D/O (3)

INTRODUCTION

The engine monitoring is carried out by means of the Electronic ControlUnit (ECU) and the vibration monitoring system with a display on theECAM




ECAM.

The ECU receives engine inlet condition data from the Air Data/InertialReference System (ADIRS), operational commands from the EngineInterface Unit (EIU), and monitoring parameters from the variousdedicated engine sensors.


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INTRODUCTION



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PRIMARY PARAMETERS

The engine primary monitoring parameters displayed on the ECAM EWDare:- Low Pressure (LP) rotor speed indication (N1)




Low Pressure (LP) rotor speed indication (N1),

- Exhaust Gas Temperature (EGT) indication,- High Pressure (HP) rotor speed indication (N2),- Fuel Flow (FF) indication,- thrust limit mode,- N1 rating limit.



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PRIMARY PARAMETERS (continued)

ROTATIONAL SPEED PARAMETERS DESCRIPTION

The N1 speed sensor is installed in the fan frame strut No.6 at the5:00 o'clock position It senses the LP rotor assembly rotational speed




5:00 o'clock position. It senses the LP rotor assembly rotational speed

and transmits the corresponding signals to the Engine VibrationMonitoring Unit (EVMU) and the ECU. The N1 rotational speedindication is shown in the ECAM EWD by a needle and a N1 digitalindication display.The N2 speed sensor is installed at 6:30 o'clock on the AccessoryGearbox (AGB) rear face. The N2 speed sensor detects the rotationalspeed of the HP rotor assembly and transmits the signal to the EVMUand the ECU. The N2 rotational speed is indicated in the ECAM EWD.



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PRIMARY PARAMETERS - ROTATIONAL SPEED PARAMETERS DESCRIPTION



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LPT SECTION PARAMETERS DESCRIPTION

The engine EGT is sensed and averaged by 9 thermocouple probeslocated in the T49 5 plane of Low Pressure Turbine (LPT) stage 2




located in the T49.5 plane of Low Pressure Turbine (LPT) stage-2

nozzle assembly. The actual engine EGT is displayed in the ECAMEWD by a needle and an EGT digital indication.



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FUEL FLOW PARAMETER DESCRIPTION

The FF transmitter (XMTR) is mounted at 4 o'clock on the enginenext to the AGB and does not require an electrical power input The




next to the AGB and does not require an electrical power input. The

maximum flow across this XMTR is 6360 kg/hr (14000 lb/hr). TheFF is shown in the ECAM EWD by a FF digital indication.



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SECONDARY PARAMETERS

The engine secondary monitoring parameters are displayed on the ECAMlower SD when it is selected manually or automatically.The engine secondary parameters that appear permanently in the ECAM




ENGINE page are:- fuel used indication,- oil quantity indication,- oil pressure indication,- oil temperature indication,- ignition indication,- start valve position indication,- engine bleed pressure,- vibration indication.The engine secondary parameters non permanently displayed on the SDare:

- oil filter clog indication,- fuel filter clog indication,- nacelle temperature indication.On the enhanced system, the same information is provided with a differentdisplay presentation.Fuel used, oil quantity and vibration indications are also displayed onthe ECAM CRUISE page.



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SECONDARY PARAMETERS (continued)

OIL PARAMETERS DESCRIPTION

The oil quantity XMTR is located in the oil tank. It is displayed onECAM SD.




The oil pressure XMTR is located on the lubrication unit outlet line.It is displayed on ECAM SD.An oil temperature sensor for the Engine Condition Monitoring (signalto EIU) is located on the main oil pressure filter housing of thelubrication unit, downstream of the pressure pump oil system. It isdisplayed on the ECAM SD.An oil differential pressure switch (also named oil clogging switch)is installed on the lubrication unit. The pressure switch signal is usedby the ECAM system to generate the main oil filter clog indicationwhen the oil differential pressure across this filter is comprisedbetween 29 psig (2 bar) and 33 psig (2.28 bar).An engine oil temperature sensor for the Integrated Drive Generator(IDG) cooling system control (signal to ECU) is located above the oiltank.



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SECONDARY PARAMETERS - OIL PARAMETERS DESCRIPTION



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SECONDARY PARAMETERS - OIL PARAMETERS DESCRIPTION



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VIBRATION PARAMETERS DESCRIPTION

The No. 1 bearing sensor is formed by an accelerometer located at9:00 o'clock position on No. 1 and No .2 bearing support and a sensor




cable that is routed through the fan frame. The No. 1 bearing vibrationsensor permanently monitors the vibrations from No. 1 bearing andthe vibrations from LPT and High Pressure Turbine (HPT) shafts. It'salso used to the fan trim balance procedure.The Turbine Rear Frame (TRF) vibration sensor is installed at 12o'clock on the front flange of the TRF. The TRF vibration sensor isused as back-up of N1 bearing accelerometer to monitor and, if necessary, reduce the engine vibration level using the trim balanceprocedure.The aircraft EVMU uses the vibration and the rotational speed signalsto extract all the vibration signals and compute the position and theamplitude of the unbalanced signals.As normal vibration is depending on rotor speed, for each speed, theEVMU processes the ratio actual value/maxi value. This ratio ismultiplied by 10 and is available on the EVMU output for display onECAM SD.



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SECONDARY PARAMETERS - VIBRATION PARAMETERS DESCRIPTION



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FUEL PARAMETERS DESCRIPTION

The fuel used value computed by the Full Authority Digital EngineControl (FADEC) is displayed in green on the ECAM SD.




A CLOG message appears in amber, associated with an ECAMmessage only when the differential pressure across the fuel filter isexcessive.



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SECONDARY PARAMETERS - FUEL PARAMETERS DESCRIPTION



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NACELLE TEMPERATURE INDICATION

The nacelle temperature is monitored by a temperature probe installedin the ventilated core compartment.




The nacelle temperature sensor can provide indication to the ECAMSD.



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SECONDARY PARAMETERS - NACELLE TEMPERATURE INDICATION



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OPTIONAL PARAMETERS

The T5 sensor is an optional monitoring sensor that meters the turbineexhaust temperature.The P25 optional sensor measures the air pressure downstream of thebooster or the High Pressure Compressor (HPC) inlet.




g p ( )PS13 is an optional sensor.



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OPTIONAL PARAMETERS



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COMBUSTION AND HPT SECTION PARAMETERSDESCRIPTION

Tcase sensor is located between the combustion chambers and the HPT.The T3 sensor measures the compressor discharge temperature.The PS3 sensor meters the compressor discharge pressure.






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COMBUSTION AND HPT SECTION PARAMETERS DESCRIPTION



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COMPRESSOR SECTION PARAMETERS DESCRIPTION

The T12 sensor is made to measure the engine intake air temperature. Itis installed on the engine fan inlet case at the 1:00 o'clock position.The PS12 sensor measures the static pressure from the fan inlet.The T25 sensor is located at 4:30 o'clock upstream of Variable Bleed




Valve (VBV) in the fan frame. The sensor measures the air temperaturedownstream of the booster or HPC inlet.



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COMPRESSOR SECTION PARAMETERS DESCRIPTION



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THRUST REVERSER SYSTEM PRESENTATION (1)

REVERSER DESIGN

The thrust reverser system is of the aerodynamic blockage type.It consists of 4 pivoting blocker doors which stop and redirect fandischarge airflow.Two doors are installed on each "C" duct.

h bl d l

For third defence line purposes, the Spoiler Elevator Computers (SECs)have previously opened the Shut Off Valve and the hydraulic pressureis supplied to the HCU.Then, the Engine Interface Unit (EIU) permits reverser deployment byenergization of the inhibition relay, so the directional valve can be openedby the ECU.

d h h h d d




Thrust reverser operation is possible on ground only.

HYDRAULIC SUPPLY

The thrust reverser system is hydraulically supplied by the correspondinghydraulic pump on the engine.The thrust reverser is isolated from the hydraulic supply by a Shut Off Valve.

ACTUATION

Each door is operated by a hydraulic actuator.The actuators receive fluid from the Hydraulic Control Unit (HCU) whichis controlled by the Electronic Control Unit (ECU).Two independent latch mechanisms maintain each pivoting blocker doorin the stowed position, one inside the actuator and the second with thedoor latch.The door latches are hydraulically released in series at the beginning of the deploy sequence.

REVERSER CONTROL

Basically the thrust reverser system is controlled through the ECU fromthe two reverser latching levers located on the throttle control levers.The HCU has a pressurizing valve and a directional valve to select deployor stow mode.The directional valve is operated to deploy only.

To command the thrust reverser, the ECU needs an "A/C on ground"signal supplied by the Landing Gear Control and Interface Units(LGCIUs).

REVERSER INDICATING

The actual state of the thrust reverser is shown on the ECAM warningdisplay (REVerser indication in the middle of N1 dial).The signals come from the stow and deploy position switches.Reverse thrust is allowed when reversers are deployed.

MAINTENANCE PRACTICE

To help trouble shooting, a reverser test can be performed through theMCDU.For maintenance purposes or to increase A/C dispatch, the HCU is fittedwith a deactivation lever to deactivate the thrust reverser system.For the lock-out procedure, four lock-out bolts should also be installed.

WARNING: The thrust reverser system should be deactivated using theHCU lever, before working on the system or on the engine.If not, the thrust reverser can accidentally operate and cause

serious injuries to personnel and/or damage to the reverser.


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REVERSER DESIGN ... MAINTENANCE PRACTICE


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THRUST REVERSER MANAGEMENT (3)

GENERAL

The thrust reverser system is controlled independently for each engineby the associated Full Authority Digital Engine Control (FADEC) system.

THRUST REVERSER ACTUATION

- When the A/C is on ground with engines running (N2 condition) andthe resolvers detect a TLA < -4.3º, the ECU controls the thrust reverseroperation through the HCU.The stow and deploy switches are used to monitor the pivoting doorposition and for ECU control.

THRUST REVERSER INDICATION




The hydraulic power required for the actuators is supplied by the normalA/C hydraulic system:- green system for engine 1,- yellow system for engine 2.A Shut Off Valve (SOV) located upstream of the Hydraulic Control Unit(HCU) provides an independently controlled locking system.Each channel of the Electronic Control Unit (ECU) controls and monitorssolenoid valves in the HCU. The HCU provides hydraulic pressure forunlocking, deploying, stowing and locking of the actuators and latchesof the pivoting doors.The HCU includes a pressurizing valve, a pressure switch and a directionalvalve which is controlled through the inhibition relay.

THRUST REVERSER CONTROL

When the reverse thrust is selected in the cockpit, the following sequenceoccurs:- When the potentiometers detect a Throttle Lever Angle (TLA) lowerthan -3º, the SOV opens if the altitude is less than 6 feet and if highforward thrust is not selected on the opposite engine. Then the HCU issupplied hydraulically.The SOV is controlled open by the Spoiler Elevator Computers (SECs)through the static and power relays.- When the switch of the throttle control unit detects a TLA < -3.8º, theEngine Interface Unit (EIU) energizes the inhibition relay.

The thrust reverser operating sequences are displayed in the cockpit onthe EWD.An amber REV indication appears on the N1 indicator when the doorsare in transit. It becomes green when the doors are deployed.

CFDS INTERFACE

The Centralized Fault Display System (CFDS) interfaces with the EIUto provide thrust reverser fault diagnostics.For maintenance purposes, a thrust reverser test can be performed throughthe MCDU menus.During this test, the Centralized Fault Display and Interface Unit (CFDIU)simulates engine running (N2 condition) to permit the thrust reverserdeployment.


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GENERAL ... CFDS INTERFACE


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THRUST REVERSER SYSTEM D/O (3)

GENERAL

The thrust reverser system is hydraulically actuated by the correspondinghydraulic pump on the engine (yellow system for ENG 2, green systemfor ENG 1) v ia an isolation Shut Off Valve (SOV).The Hydraulic Control Unit (HCU) includes:

a pressurizing solenoid valve with a mechanical inhibition system




- a pressurizing solenoid valve with a mechanical inhibition system,- a directional solenoid valve,- a pressure switch,- a flow limiter,- a filter and clogging indicator,- a bleed valve.


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GENERAL



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DEPLOY SEQUENCE - SELECTION AND SYSTEMPRESSURIZING

When the reverse thrust is selected in the cockpit, the SOV isindependently open following the third defense line logic then, theElectronic Control Unit (ECU) energizes the solenoid of the pressurizingvalve




valve.The High Pressure (HP) is routed to the hydraulic actuator rods and thepressure detector indicates to the ECU that the system is pressurized.



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DEPLOY SEQUENCE - SELECTION AND SYSTEM PRESSURIZING



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DEPLOY SEQUENCE - LATCHES UNLOCKING ANDACTUATORS SUPPLYING

Then the ECU also energizes the solenoid of the directional valve.Therefore, the four latches, mounted in line, are hydraulically unlocked.When the last latch is open the pressure return drives the directionalvalve




valve.Then the directional valve supplies the head chamber of the actuators.The pressures in the rod and head chambers are equal but the differencein surface between the head side and the rod side enables the movementof the actuators.



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DEPLOY SEQUENCE - LATCHES UNLOCKING AND ACTUATORS SUPPLYING



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DEPLOY SEQUENCE - AMBER REVERSER INDICATION

As soon as one pivoting door is at more than 1 % of its angular travel,its stow switch sends a signal to the ECU.The amber reverser indication is displayed on the ECAM during thetransit.






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DEPLOY SEQUENCE - AMBER REVERSER INDICATION



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DEPLOY SEQUENCE - GREEN REVERSER INDICATION



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DEPLOY SEQUENCE - DOOR DEPLOYED

The ECU de-energizes the pressurizing valve solenoid.The pivoting doors are aerodynamically maintained at 100 % of theirtravel.






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DEPLOY SEQUENCE - DOOR DEPLOYED



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STOW SEQUENCE - SELECTION

When stowing of pivoting doors is selected, the ECU ensures that stowingconditions are achieved.In this case the pressurizing valve solenoid is energized and the directionalvalve solenoid is de-energized.






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STOW SEQUENCE - SELECTION



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STOW SEQUENCE - AMBER REVERSER INDICATION

When one door is at less than 95 % of its travel, the REV indicationchanges to amber.






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STOW SEQUENCE - AMBER REVERSER INDICATION



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STOW SEQUENCE - DOOR STOWED INFORMATION

When all pivoting doors are at less than one percent of their stowedposition, they actuate stow switches which sends the stowed doorinformation to the ECU.The REV indication disappears.






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STOW SEQUENCE - DOOR STOWED INFORMATION



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STOW SEQUENCE - ELECTRICAL SUPPLY CUT OFF

When the four pivoting doors are stowed, the ECU removes thepressurizing valve solenoid electrical supply, then the SOV isindependently closed following the third defense line logic.






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STOW SEQUENCE - ELECTRICAL SUPPLY CUT OFF



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OIL SYSTEM D/O (3)

GENERAL

The engine oil system includes:- a supply circuit,- a scavenge circuit,- a vent circuit.

It lubricates and cools the bearings of the forward and aft sumps. It alsolubricates and cools bearings and gears in the transfer and accessory

OIL SCAVENGE

The scavenge oil from the forward, aft sumps, and the transfer andaccessory gearboxes is sucked by four scavenge pumps.Each pump is protected by a strainer.The scavenge oil then flows through a master chip detector, then is cooled

through the servo fuel heater and the main oil/fuel heat exchanger beforereturning to the oil tank




lubricates and cools bearings and gears in the transfer and accessorygearboxes.The oil system is a "dry sump" full flow system.A single pressure pump and four scavenge pumps of gerotor type arelocated in a single lubrication unit.The major components of the oil system are the oil tank, the lubricationunit, the servo fuel heater and the main oil/fuel heat exchanger.Indicating and monitoring are supplied by the detectors and sensors shownon the schematic.

OIL SUPPLY

The oil from the tank flows through the supply pump and the main filter,or through the back up filter in case of main filter clogging.It then flows to the forward and aft sumps, and to the accessory andtransfer gearboxes.The supply pump pressure is not controlled, but the oil output flow is,by design, always greater than the lubrication requirements.A pressure relief valve bypasses part of the output flow to protect thesupply pump against abnormal output pressure build-up.If the main filter becomes clogged, a clog switch sends a signal to theECAM, a bypass valve opens and the o il flows through the backup filter.The anti-siphon device prevents oil from draining by gravity from thetank through the pump into the gearbox after engine shutdown. It usesair from the forward sump.

returning to the oil tank.For ground inspection, the master chip detector, which is of an electricaltype, has a visual indicator (pop-out) operated in case of metal particlescontamination.For trouble-shooting, a maintenance kit of 4 chip detectors may beinstalled on the lower part of the lubrication unit.

OIL VENT

The venting system is in charge of connecting sumps for oil vapor

collection and sumps pressure balance.The air mixed with the scavenge oil is separated in the tank by a de-aeratorand vented to the forward sump through the transfer gearbox and radialdrive shaft.The sumps are connected together by a center vent tube that vents to theoutside air by the engine exhaust plug through a flame arrestor.


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GENERAL ... OIL VENT



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OIL SYSTEM D/O (3)

APPROVED OILS

The engine shall be serviced only with approved oils listed in AircraftMaintenance Manual (AMM) chapter 20.There are no incompatibilities among same oil type. However intermixingamong different brands should be avoided.






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APPROVED OILS



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OPENING & CLOSING OF ENGINE COWL DOORS (2)

INITIAL PRECAUTIONS

Opening and closing of the engine cowl doors.Before working on the engine, initial precautions have to be taken in thecockpit.On panel 115 VU, put a warning notice stating not to start the engine.

Make sure that the engine has been shut down for at least 5 minutes andthat the corresponding master lever is in the OFF position.




p g pOn panel 50 VU make sure that the ON legend of the engine FADECground power P/BSW is off and install a warning notice.Then make certain that the slats are retracted and install a warning noticeprohibiting use of the slats. If they are extended, retract them.


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INITIAL PRECAUTIONS



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OPENING OF THE ENGINE FAN COWL DOORS

The fan cowl and the thrust reverser cowl doors can be opened formaintenance and inspection.Opening of the fan cowl door.

CAUTION: Caution: Do not attempt to open the fan cowl door if thewind speed is more than 65 knots or when the engine is




running.First unlock the 3 latches on the engine centerline.For each latch, push the latch snap to release the handle.Pull the latch handle until the latch hook releases from its keeper.Manually elevate and support the door at the lower edge.Two hold-open rods are located inside the fan cowl door.Release the hold-open rods from their brackets and connect them to theirsupports on the fan case.The two hold-open rods must be unlocked to open the fan cowl door.Open the fan cowl door sufficiently to extend the hold-open rods.Manually check the correct engagement of the hold-open rods.Open the second fan cowl door. The other fan cowl door is opened in thesame way.Each time check that the locking devices are properly engaged on thehold-open rods.With the fan cowl door opened, the accessories mounted on the fan caseand on the accessory gearbox are accessible.There are two opening positions, one at 40 degrees for routinemaintenance, and the second at 55 degrees for increased access.



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OPENING OF THE ENGINE FAN COWL DOORS



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OPENING OF THE ENGINE THRUST REVERSER COWLDOORS

Opening of the thrust reverser doors.

CAUTION: Caution: do not attempt to open the thrust reverser door if

the wind speed is more than 40 knots.First, deactive the thrust reverser system. Push and hold the hydraulic




control unit lever to the forward frame and then install the safety pin. Onthe engine centerline, release the four latches.Push the snap to free the latch handle. Then pull down on the latch handleto disengage the latch hook from its attachment point.Before connecting the hydraulic hand pump, read the instructions writtenon the red plate located beside the quick disconnect of each thrust reverserhalf.Remove the dust cover from the quick disconnect and connect the handpump. Make sure that the quick disconnect tube is correctly connected.Operate the hand pump to pressurize the opening actuator until thereverser half reaches the fully open 45 degrees position.When the door is open, unstow the hold-open rod from the fan case, thenattach and secure it to each bracket on the thrust reverser door.Unload the hydraulic pump and disconnect it from the hydraulic manifold.Replace the cap on the quick disconnect.The hand pump is used to open the other thrust reverser door.Once all doors are opened the engine accessories mounted on the fancase and engine cowl are accessible.



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OPENING OF THE ENGINE THRUST REVERSER COWL DOORS



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CLOSING OF THE ENGINE THRUST REVERSER COWLDOORS

The cowl closing sequence is exactly opposite to the opening sequence.Make sure that the working area is clean and clear of tools and otheritems.

The thrust reverser doors are closed first.To close the thrust reverser door, pressurize the hydraulic opening actuator




to release the load from the hold-open rod.Disengage the hold-open rod from its bracket, stow and secure it to itsattachment support on the fan case.Slowly open the hand pump relief valve.The actual rate of door closing should be control by the hand pump.However, as a safety device, the actuator has a metering valve whichensures a minimum door closing time.When the door is fully closed, disconnect the hand pump from thehydraulic manifold, and replace the cap on the quick disconnect.Complete door closing by securing the latches. Engage and lock the fourtension latches.Remove the inhibition pin from the hydraulic control unit lever, to putthe thrust reverser system back to the operational condition.



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CLOSING OF THE ENGINE FAN COWL DOORS

Now, close the fan cowl doors.Remove the aft and the forward hold-open rods from the retention bracketson the fan case and stow them on the fan cowl door.The door can now be closed.

Make sure that the hooks are released from the latch handles.Push the doors together and engage latch hooks with their keepers. Firstl th f t l t h th th t d th th




close the front latch then the center, and then the rear one.To finish this operation, check that the fan cowl doors are flush with thethrust reverser door and the inlet cowl.Finally, in the cockpit, remove the warning notices from panels 50 VU,115 VU, and the slats control lever.



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CLOSING OF THE ENGINE FAN COWL DOORS



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FAN COWL LATCHES

The fan cowl door is latched by three adjustable tension latches.Each latch assembly consists of a snap, a handle and a hook.






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FAN COWL LATCHES



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FAN COWL HOLD OPEN RODS

Two hold open rods, stored on the fan cowl doors, are extended thenattached to the fan case to hold the doors.






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FAN COWL HOLD OPEN RODS



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THRUST REVERSER COWL LATCHES

Four adjustable tension latches are provided on the thrust reverser cowlingassembly.Each latch is unlocked by pushing a snap on its handle to disengage thecorresponding hook from its bracket.






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THRUST REVERSER COWL LATCHES



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INSTRUCTION PLATE

Beside each quick disconnect for the hand pump, an instruction plate isinstalled to warn against extension of slats during thrust reverser cowldoor opening.






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INSTRUCTION PLATE



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THRUST REVERSER COWL QUICK DISCONNECT

Each thrust reverser cowl door is fitted with a quick disconnect to connecta hand pump.






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THRUST REVERSER COWL QUICK DISCONNECT



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THRUST REVERSER COWL OPENING ACTUATOR

To open each thrust reverser cowl door, an actuator is extended byhydraulic pressure from the hand pump.






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THRUST REVERSER COWL OPENING ACTUATOR



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THRUST REVERSER COWL HOLD OPEN ROD

Only one hold open rod keeps each thrust reverser cowl door in the openposition.The hold open rod is stored on the fan case then extended and attachedto the thrust reverser cowl door.






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THRUST REVERSER COWL HOLD OPEN ROD



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THRUST REVERSER DEACTIVATION & LOCKOUT(2)

THRUST REVERSER DEACTIVATION AND LOCKOUT

This procedure is accomplished when a fault occurs on the thrust reversersystem which can not be repaired for the next flight.De-activation and lockout devices are therefore provided to secure thepivoting doors in the stowed position when an A/C has to be dispatched

with an inoperative thrust reverser.In the cockpit first put a warning notice on the engine panel 115VU toprevent engine start.M k h h i h b h d f l 5 i d

Replace the lockout fairings and the screws on the storage bracket insteadof the red lock plates and the lockout bolts.Close the fan cowl doors and make sure that the working area is cleanand clear of tools and other items.When all the lock plates are installed they indicate that the four pivotingdoors and the thrust reverser are locked out.Finally, in the cockpit remove the warning notices from panels 50VUand 115VU.Install a warning notice indicating that the corresponding reverser isinoperative and note it in the logbook.




Make sure that the engine has been shutdown for at least 5 minutes andthat the corresponding MASTER control switch is set to the OFF position.On the engine maintenance panel 50VU make sure that the ON legendof the ENG FADEC GND PWR 1 (2) P/BSW is off and install a warningnotice.Open the fan cowl doors.On the right hand side install the access platform in position to get accessto the Hydraulic Control Unit (HCU) located on the upper part of the

thrust reverser door.Deactivate the thrust reverser system as follows:Move the HCU deactivation lever to the INHIBIT position.Remove the safety pin from its storage support and install it to hold thedeactivation lever in the INHIBIT position.Disconnect the connectors of the pressurizing valve and directional valve.Install blanking caps on the electrical connectors and secure them.For lockout operation:On the lower forward face of the right thrust reverser half, lockout boltswill be removed from the storage bracket.On each pivoting door remove the lockout fairing and its screw.Then remove the red lock plates and the lockout bolts.Now install in each pivoting door a lockout bolt and tighten it to attachthe door to the frame structure of the thrust reverser cowl door.Cover and secure each lockout bolt with a red lock plate and its retainingbolt.

ope at ve a d ote t t e ogboo .


70 - POWER PLANT (CFM56-5B)THRUST REVERSER DEACTIVATION & LOCKOUT(2) May 11, 2006

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THRUST REVERSER DEACTIVATION AND LOCKOUT



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THRUST REVERSER DEACTIVATION LEVER

To deactivate the thrust reverser system, the safety pin is installed to holdthe deactivation lever in the inhibition position.






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HYDRAULIC CONTROL UNIT (HCU) CONNECTIONS

For safety reasons the solenoid valve connections of the HCU aredisconnected.






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HYDRAULIC CONTROL UNIT (HCU) CONNECTIONS



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THRUST REVERSER LOCKOUT BOLTS STORAGE

To lockout the pivoting doors, special lockout bolts and red lock platesare stored on a storage bracket located on the lower forward face of theright thrust reverser cowl door.






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THRUST REVERSER LOCKOUT BOLTS STORAGE



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THRUST REVERSER LOCKOUT FAIRING

On each pivoting door a lockout fairing is removed to install lockoutbolts in the lockout position.






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THRUST REVERSER LOCKOUT FAIRING



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THRUST REVERSER LOCKOUT BOLTS INSTALLATION

The lockout bolts are installed and secured by lock plates to attach thepivoting doors to the structure of the thrust reverser cowl doors.The lockout fairing plates and screws are stored on the storage bracketinstead of the lockout bolts and red lock plates.






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THRUST REVERSER LOCKOUT BOLTS INSTALLATION



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MANUAL OPERATION OF T/R PIVOTING DOOR (3)

MANUAL OPERATION OF A THRUST REVERSERPIVOTING DOOR

Before the manual deployment of the pivoting door some precautionshave to be taken in the cockpit.First, on the engine panel, 115VU, put a warning notice stating not tostart the engine.Make sure that the engine has been shutdown for at least 5 minutes andthat the corresponding MASTER control switch is in the OFF position.On the maintenance panel, 50VU, make sure that the ON legend of the

Manually close the door. Push the door until the hook of the hydrauliclatch mechanically engages to lock the door. Now the hydraulic latchand actuator are mechanically locked.You can now move the HCU de-activation lever to the OPERATIONALposition.Once the system is pressurized make sure that the work area is clean andclear of tools and other items.

Remove the access platform and then close the fan cowl doors.Finally, in the cockpit remove the warning notices from panel 50VU andpanel 115VU. This completes the sequence.




p gENG FADEC GND PWR 1(2) P/BSW is off and place a warning not ice.Open the fan cowl doors.On the right hand side put the access platform in position to get accessto the Hydraulic Control Unit (HCU).Move the HCU de-activation lever to de-activate the thrust reversersystem and install the safety pin to hold the lever in the INHIBIT position.Let's now see the manual deployment of the pivoting door. On the

corresponding hydraulic latch turn the manual unlocking knob to theunlock position.Pull on the door to make sure it doesn't open. If the door opens changethe actuator.Turn the manual unlocking square on the corresponding actuator to theunlock position.When the hydraulic latch and actuator have been released open thepivoting door.When the door has been deployed install a safety sleeve on the hydraulicactuator rod.Once the door is opened and secured, maintenance tasks are allowed.Let's now see the manual stowing of the pivoting door.Make sure that the A/C is in the same configuration as for the deploymenttask.Do not forget to remove the safety sleeve from the pivoting door actuatorto allow door closing.


70 - POWER PLANT (CFM56-5B)MANUAL OPERATION OF T/R PIVOTING DOOR (3) May 11, 2006

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MANUAL OPERATION OF A THRUST REVERSER PIVOTING DOOR



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For safety reasons the thrust reverser system must be deactivated usingthe HCU de-activation lever before manual operation.Use a safety pin with a st reamer to indicate the reverser as unserviceable.






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HYDRAULIC LATCH MANUAL UNLOCKING

On each hydraulic latch, a manual unlocking knob is provided to manuallyrelease the hook from its pivoting door.Use a conventional open-ended 5/16 inch wrench.






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HYDRAULIC LATCH MANUAL UNLOCKING



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HYDRAULIC ACTUATOR MANUAL UNLOCKINGSQUARE

To open a pivoting door, a manual unlocking square is fitted on eachhydraulic actuator to release the actuator claw device.Use a conventional open-ended 3/8 inch wrench.






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HYDRAULIC ACTUATOR MANUAL UNLOCKING SQUARE



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SAFETY SLEEVE INSTALLATION

When the pivoting door is open, a safety sleeve must be installed to secureit in the open position.During the manual closing sequence, the latch and actuator aremechanically locked.






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SAFETY SLEEVE INSTALLATION



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ENGINE REMOVAL AND INSTALLATION OVERVIEW (3)

PRECAUTIONS

Make sure that you have the correct fire fighting equipment availablebefore you start any task on the fuel system.Make sure that the landing gear safety-locks and the wheel chocks arein position.Put the safety devices and the warning notices in position before you startany task on or near:- the flight controls,- the flight control surfaces,- the landing gear and the associated doors




- the landing gear and the associated doors,- or any component that moves.Make sure that all the circuits in maintenance are isolated before yousupply electrical power to the aircraft.Make sure that the ENG MASTER control switch is OFF, slats areretracted and the appropriate circuit breakers are open.Note that before removing the engine, the electrical, fuel, hydraulic and

pneumatic connections must be disconnected from the pylon interfacepanel and ducts.


70 - POWER PLANT (CFM56-5B)ENGINE REMOVAL AND INSTALLATION OVERVIEW (3) May 10, 2006

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PRECAUTIONS



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ENGINE INTERFACES

Engine interfaces on the engine LH side are:- fluid disconnect panel: fuel, hydraulics,- thrust reverser electrical junction box: on the LH thrust reverser cowldoor,- pneumatic system coupling: in engine FWD mount zone.Engine interfaces on the engine RH side are:- core electrical junction box,- fan electrical connector panel: including Integrated Drive Generator(IDG) harness connector,




(IDG) harness connector,- thrust reverser Hydraulic Control Unit (HCU) harness connectors: onthe RH thrust reverser cowl door,- starter duct coupling.



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ENGINE INTERFACES



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HOLD OPEN COWL BRACE INSTALLATION

To support the fan and thrust reverser cowls, during engine removal orinstallation, special braces are installed.This enables the engine to be changed under the wing without removingthe fan cowls and the thrust reverser cowl doors.






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HOLD OPEN COWL BRACE INSTALLATION



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ENGINE REMOVAL AND INSTALLATION SYSTEMS

Equipment used for engine removal or installation is:bootstraps installed on the forward mount and rear part of the pylon.Four dynamometers and chain pulley blocks are installed at the end of the bootstraps to ensure the correct tension during engine removal orinstallation.






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ENGINE REMOVAL AND INSTALLATION SYSTEMS



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ENGINE CRADLE AND TROLLEY

The engine cradle and trolley are two associated tools, which let theengine to be removed and carried.






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ENGINE CRADLE AND TROLLEY



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ENGINE HYDRAULIC POSITIONER

The engine hydraulic positioner is a special hydraulic trolley, whichsupplies easy positioning and engine installation.For engine transportation, the same cradle can be transferred from theengine hydraulic positioner to a standard trolley.






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ENGINE HYDRAULIC POSITIONER



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ENGINE PRESERVATION

The preservation procedures protect the CFM56 engine against corrosion,liquid and debris entering the engine, and atmospheric conditions duringperiods of storage, and inactivity. This includes installed engines oninoperative aircraft or engines not to be operated for more than 30 days.The procedure recommended for preservation of the engine will varydepending upon the duration of inactivity, the type of preservation used,and if the engine is operable or non-operable.

NOTE: engines that can be started are considered operable. Enginesth t f t b t t d id d




that for any reason cannot be started are considerednon-operable.

The preservation procedure to be used is based upon the followingschedule: up to 30 days, up to 90 days, between 30 to 365 days,preservation renewal requirements, procedure for exceeded long termpreservation and de-preservation. See Aircraft Maintenance Manual(AMM) for specific storage requests.Before a preservation procedure some cautions must be observed.

CAUTION: if engine was ferried or subjected to an In-Flight Shutdown,engine must be dried out and re-lubricated within 24 hoursas per dry out procedure of this section.

CAUTION: under no circumstances shall preservative oil or equivalentbe sprayed into the engine inlet, core compressor or turbine,or engine exhaust. Dirt particles on wet blades and vanesmay adversely affect engine performance during subsequent

operation.



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ENGINE PRESERVATION



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PRESERVATION RENEWAL REQUIREMENTS

You can refer to the AMM for preservation renewal requirements foroperable and non operable engines.To exceed long-term preservation, refer to your CFM International(CFMI) representative.






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PRESERVATION RENEWAL REQUIREMENTS



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ENGINE DEPRESERVATION

Remove all moisture barrier material, seals, caps, cover, etc., asapplicable, from the engine.Connect fuel supply, reconnect oil supply and scavenge lines if applicableand drain the oil tank.Drain accessory drive assembly.Fill the oil tank.Do a wet motoring of the engine.Do one or more dry motoring operations to remove the remaining fuel.






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ENGINE DEPRESERVATION



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Documents

Engine CFM56 B1